C550 Differences Citation 560

Citation 550 to Citation V
Differences Supplement
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Cessna Citation V Differences Supplement
Log of Revisions
Revision # Issue Date Initials

Original 11/13
1 02/15
CESSNA CITATION V REVISION 1 02/15 FOR TRAINING PURPOSES ONLY i

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ii FOR TRAINING PURPOSES ONLY CESSNA CITATION V REVISION ORIGINAL 11/13

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CESSNA CITATION V REVISION 1 02/15 FOR TRAINING PURPOSES ONLY iii

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iv FOR TRAINING PURPOSES ONLY CESSNA CITATION V REVISION ORIGINAL 11/13

Introduction
This supplement documents functional, physical, and operational
differences between Cessna Citation V (Model 560) and Citation II
(Model 550) airplanes, Unless otherwise noted, the most recent Cita-
tion II airplane serial number ranges are presumed to be representa-
tive of Citation V configuration.
CESSNA CITATION V REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY v

vi FOR TRAINING PURPOSES ONLY CESSNA CITATION V REVISION ORIGINAL 11/13

Citation 550 to Citation V

Differences Supplement
Table of Contents
Title Page
Aircraft General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Flight Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Hydraulics & Landing Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Environmental System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Ice Protection Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Normal, Abnormal, Emergency Procedures. . . . . . . . . . . . . . . . . 12-1
Appendix A (Annunciators). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1
CESSNA CITATION V REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY vii
viii FOR TRAINING PURPOSES ONLY CESSNA CITATION V REVISION ORIGINAL 11/13
Chapter 1
Aircraft General
Table of Contents
Title Page
Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Airframe Structure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Nose Section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Pressurized Center Section. . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Aft Fuselage Section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Citation V Airplane Dimensions. . . . . . . . . . . . . . . . . . . . . . . . 1-6
Citation V Pilot's Switch Panel. . . . . . . . . . . . . . . . . . . . . . . . . 1-7
AIRCRAFT GENERAL REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 1-i
1-ii FOR TRAINING PURPOSES ONLY CITATION V CHAPTER 1 REVISION ORIGINAL 11/13
Overview
The Citation V is a ten-place airplane.

Airframe Structure
ELEVATOR FORWARD
TRIM TAB SPAR RUDDER
RUDDER
TRIM TAB
ELEVATOR
DORSAL
FIN
ENGINE
PYLON
AILERON ENGINE
CARRY-THRU
BEAMW REAR
SPEED BRAKE
SPAR
FLAP
STRINGER
FRAME AFT
PRESSURE
BULKHEAD
FLOOR PANEL/ MAIN
RAIL ASSEMBLIES WHEEL WELL
AFT
SPAR
STRINGER AILERON
TRIM
TAB
STATIC
NOSE WINDOW FRAME WING WICKS
WHEEL WELL CARRY-THRU RIB
SPARS
DOOR FRAME
FRONT
SPAR
FORWARD
PRESSURE STRINGER
BULKHEAD
FRAME
LIGHTNING
STRIPS RADOME
AIRCRAFT GENERAL REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 1-1
Wings
The inboard leading edge of each wing is formed by a bleed
air-heated anti-ice panel.
Empennage
Vertical and horizontal stabilizer tip fairings (caps) are of com-
posite construction.
Pneumatic deice boots are not installed on the leading edge of

the vertical stabilizer.
Nose Section
The oxygen storage cylinder is serviced and accessed through

the tailcone access door vs. the right nose baggage compart-
ment door.
Maximum nose baggage compartment volume and load ca-

pacities are 16 cubic feet and 310 to 350 pounds, respectively.
The key locks that secure the nose baggage compartment

doors are operated using the same key that operates the key
locks on the cabin door and tailcone access door.
Each nose baggage compartment door key lock actuates a

microswitch that illuminates the [DOOR NOT LOCKED] annun-
ciator when the key lock is not secured.
Pressurized Center Section
Seven windows are located on each side of the passenger

cabin including those located in the cabin door and the emer-
gency exit.
Flight Compartment
An angle-of-attack (AOA) indicator is standard equipment.
Passenger Cabin
The passenger cabin measures approximately 214" from the
forward cabin dividers to the aft pressure bulkhead, 59" from
sidewall to sidewall, and 57" from the lowest point of the floor to
the ceiling.
1-2 FOR TRAINING PURPOSES ONLY CITATION V CHAPTER 1 REVISION ORIGINAL 11/13
Standard configurations typically include seating for eight pas-

sengers, a refreshment center, and a flushing toilet. Optional
configurations include an executive writing table, and various
storage cabinets and/or refreshment centers.
The standard passenger seats are numbered 3 through 8 for

payload computation purposes. Seat 3 is located aft of the right
forward cabin divider. Seats 4, 5, 6 and 7, located midcabin,
may be installed facing forward or aft. Seats 8 and 9, located
immediately forward of the aft cabin dividers, are installed for-
ward facing only. Seat 10 is an aft flush toilet that is certified as
a seat.
When located “over spar,” seats 8 and 9 are secured directly to

the rails and are not adjustable fore and aft once installed.
The standard flush toilet is certified for use as a passenger seat

and is located in the aft baggage compartment.
Maximum aft baggage compartment volume and load capaci-

ties are 26 cubic feet and 600 pounds, respectively.
In addition to the inflatable "primary" seal and rain seal de-

scribed in the Citation II Technical Manual, a non-inflatable
"secondary" seal is installed around the periphery of the door
to further enhance fuselage-to-door sealing. Should primary
door seal failure occur, aircraft operation is limited to a maxi-
mum flight altitude of 41,000 feet.
Visual indication of primary door seal malfunction/failure is

provided by an amber DOOR SEAL annunciator. This annun-
ciator is controlled by a pressure switch, installed in the bleed
air supply line to the primary seal, and will be illuminated when
electrical power is applied to the airplane and the primary seal
is not inflated.
Cabin/Cargo Door
The Citation V may be fitted with an optional pin-latching or
rotary-latching cabin/cargo door in place of the standard cabin
door. The pin-latching door is held securely closed by eight
mechanically operated locking pins which engage sockets in
the door frame structure, and by two locking pins which se-
cure both sections together. Aside from this primary difference,
the pin-latching door is structurally similar to and operated in
the same manner as the rotary-latching door described in the
Citation II Technical Manual. When fully open, the pin-latching
cabin/cargo door provides an opening 50.7" high and 34.60"
wide.
When the pin-latching type cabin/cargo door is properly se-

cured, a white dot on each locking pin should be visible within
its respective position indicator window.
The lower forward locking pin in the upper door section actu-
ates a microswitch that illuminates the [DOOR NOT LOCKED]
annunciator when this locking pin is not properly engaged.
In addition to the inflatable "primary" seal and cross seal de-

scribed in the Citation II Technical Manual, a non-inflatable
"secondary" seal is installed around the periphery of the door
frame to further enhance fuselage-to-door sealing in both pin-
latching and rotary-latching cabin/cargo door installations.
Should primary door seal failure occur, aircraft operation is
limited to a maximum flight altitude of 41,000 feet.
Aft Fuselage Section
The oxygen storage cylinder is installed within the aft fuselage.
The Citation V does not incorporate an optional drag chute

system.
The maximum tailcone baggage compartment volume and load

capacity are 25 cubic feet and 500 pounds, respectively.
Load distribution is further limited to 300 pounds in the forward

(flat) area and 200 pounds in the aft (sloped) area. While the
floor is rated to support these maximum loads, the partition
between the air cycle machine and the tailcone baggage com-
partment is not; therefore, any items loaded in this area must be
properly secured with tie-down straps and a cargo net.
The key lock that secures the tailcone access door is operated
using the same key that operates the key locks on the cabin
door and nose baggage compartment doors.
The key lock actuates a microswitch that illuminates the [DOOR

NOT LOCKED] annunciator when the key lock is not secured.
Citation V Airplane Dimensions
15.0’
19.90’
48.90’
21.75’
7.55’
52.50’
17.60’
Citation V Pilot's Switch Panel
Chapter 2
Engines
Table of Contents
Title Page
Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Operational Theory and Engine Power Ratings . . . . . . . . . . . 2-1
Engine Oil System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Engine Starting System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
ENGINES REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 2-i

Overview
The Citation V is powered by two JT15D-5A engines.
Operational Theory and Engine Power Ratings
In the JT15D-5A, approximately 46% of core thrust is used to

drive the compressor, fan, and accessory gearbox while the
remaining 54% is discharged from the inner exhaust nozzle.
Of the 2900 LBS thrust produced by each engine at sea level,

approximately 51% is bypass thrust generated by the fan while
49% is generated by the core.
Of the total 80.1 LBS/SEC mass air flow (Wa) developed by the
fan, 54.1 LBS/SEC is directed through the bypass duct while
26.0 LBS/SEC is directed through the core, thereby producing
the engine’s 2.1:1 bypass ratio.
The power ratings and leading particulars given for the JT15D-
5A in the table below are for training purposes only and are not
DOT approved.
Operating Net Thrust Specific Fuel

Condition LBS LBS/HR/LBS THRUST
Takeoff 2900** 0.562

Max. Continuous 2900* 0.562
Max. Climb 2900* 0.562
Max. Cruise 2414* 0.552
* Available to 15.0°C (59.0°F)

** Available to 27.0°C (80.0°F)
ENGINES REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 2-1

Low Compressor Section
The fan incorporates 19 titanium blades.
A row of 52 core inlet guide vanes is located between the fan

and the booster stage. The booster stage incorporates 50
blades. A row of 47 stators is located between the booster
stage and the high compressor.
Two staggered rows of 60 stators each are located in the by-

pass duct aft of the fan.
2. Step Modulator
The JT15D-5A does not incorporate a step modulator.
Bleed-Off Valve
The JT15D-5A incorporates a bleed-off valve which functions
to relieve core airflow pressure under conditions, such as rapid
acceleration or deceleration, that could result in compressor
stall or surge.
The annular (ring-shaped) bleed-off valve is located in the

primary gas path, forward of the centrifugal impeller. The valve
moves axially forward to open, aft to close, and is positioned
by an actuator that is hydraulically operated by engine-driven
fuel pump pressure. Fuel pressure is supplied to the actuator
through a solenoid-operated valve that is energized open and
deenergized closed by a bleed valve controller.
The controller processes ambient air and turbine speed input

signals. Based on these parameters, the controller signals the
actuator to open or close the bleed-off valve as appropriate.
Under conditions such as rapid deceleration at altitude, the

controller energizes the solenoid valve open, thereby supplying
fuel pressure to the actuator. Under fuel pressure, the actuator
opens the bleed-off valve and relieves core airflow pressure to
the bypass duct. When engine airflow has stabilized, the con-
troller deenergizes the solenoid valve closed, thereby interrupt-
ing the supply of fuel pressure to the actuator and causing the
bleed-off valve to close.
Each bleed-off valve controller is supplied with power through

an associated LH/RH BOV circuit breaker on the left CB panel.
Loss of electrical power to the controllers will cause the bleed-
off valves to remain fully closed. Should this occur, rapid throt-
tle lever movement should be avoided to prevent compressor
stall or surge, especially at high altitude.
Ground Idle System

The Citation V incorporates a ground idle system that provides
reduced idle speed/engine thrust during ground operation, the
effect of which reduces taxi speeds and brake wear. To ac-
complish this, each engine’s fuel control unit (FCU) is fitted with
a solenoid that sets idle speed to 46% N2 “ground idle” when
energized, and 52% N2 “flight idle” when deenergized.
These solenoids are energized through the ENG SYNC circuit

breaker, left main gear safety switch, and a two-position GND
IDLE switch on the environmental “tilt” panel. When the GND
IDLE switch is in the “NORM” position, the solenoids will be en-
ergized approximately 8 seconds after touchdown and engine
idle speed will be set to 46% N2. The time delay inhibits ground
idle activation to maximize engine acceleration response if re-
quired immediately after touchdown.
After lift-off, the solenoids are immediately deenergized and en-

gine idle speed is set to 52% N2. This will also occur if the GND
IDLE switch is set to “HIGH” during ground operation.
When ground idle is activated, an amber [GROUND IDLE] an-

nunciator will be illuminated. The annunciator will remain illumi-
nated during take roll and should extinguish after lift-off. In-flight
illumination of the annunciator is abnormal.
After engine start when idle speed has stabilized at 46% N2, the
GND IDLE switch should be set to “HIGH” to confirm proper
system operation and to provide adequate idle speed for cross-
generator starting of the opposite engine, if required.
Note: When the engine anti-ice system is activated during

ground operation, the GND IDLE switch must be set to “HIGH.”
Note: When practicing touch-and-go landings, the GND IDLE

switch should be set to “HIGH” to maximize engine accelera-
tion response.
ENGINES REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 2-3

Engine Oil System
Total JT15D-5A engine oil capacity is 2.03 US gallons, of which

1.20 US gallons are usable.
Note: The normal oil pressure indicating range applies to en-

gine speeds above 52% N2.
Caution: Engine operation at oil pressures below 60 PSI is un-

desirable. Should oil pressure fall below 60 PSI in-flight, flight
may be completed at oil pressures between 40 and 60 PSI
when engine power is reduced.
Warning: Engine operation at oil pressures below 40 PSI is

unsafe. Should oil pressure fall below 40 PSI in-flight, the air-
plane should be landed as soon as possible using the minimum
engine power required to sustain flight.
Engine Starting System
Note: During normal engine start, ITT indication should not ex-
ceed 550°C.
Note: ITT indication exceeding 550°C during normal engine

start should be investigated for cause.
Chapter 3
Fuel System
Table of Contents
Title Page
Fuel Storage System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Fuel System Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
FUEL SYSTEM REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 3-i
Fuel Storage System
Servicing
The fuel tanks have an approximate usable capacity of 431 US
gallons each, and 862 US gallons (5814 LBS) total.
Fuel System Indication
Fuel Quantity Indication

Six probes measure the level of fuel in each tank.
Low Fuel Level Warning

The [LH] or [RH] [FUEL LOW LEVEL] annunciator will illuminate
when the fuel quantity in either tank decreases to approximately
185 pounds.
Fuel Imbalance
Maximum asymmetrical fuel differential for normal operations is
200 lbs; in an emergency it is 600 lbs.
FUEL SYSTEM REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 3-1
Chapter 5
Flight Controls
Table of Contents
Title Page
Ailerons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Ailerons and Aileron Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Elevators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Elevators and Elevator Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Rudder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Rudder and Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Minimum Turning Radius. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Wing Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Flap Rigging and Interconnect Assembly. . . . . . . . . . . . . . . . 5-9
Speed Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Stall Warning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
FLIGHT CONTROLS REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 5-i
Ailerons
The ailerons do not incorporate airflow spillage reduction fenc-

es.
The Citation V features an aileron-rudder interconnect system

that automatically moves the ailerons in proportion to rudder
pedal movement to assist in maintaining turn coordination. To
accomplish this, the aileron control system and rudder con-
trol system are interconnected by a pair of springs that are
clamped to the right rudder cable and left aileron cable.
Due to this arrangement, the control wheel will move with

rudder pedal movement during ground operation unless re-
strained. The system can be overridden by manual aileron and
rudder control input such as when cross-control input is ap-
plied during crosswind landings.
Ailerons and Aileron Trim
TRIM TAB
HORN
INBOARD
ADJUSTABLE
PUSHROD
AILERON ACTUATOR
CABLES CHAINS
AILERON
TAB ACTUATOR
CHAIN
GUARD
FLIGHT CONTROLS REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 5-1
Elevators
Elevator deflection range is approximately 22° up and 15°

down.
Elevator Trim
Elevator trim tab deflection range is approximately 4.5° up and
16° down.
Elevators and Elevator Trim
ELEVATOR
TRIM SECTOR
TURNBUCKLES
PULLEYS
Rudder
The Citation V features an aileron-rudder interconnect system

as described in the Ailerons section of this chapter.
Rudder and Rudder Trim
INTERCONNECT
CABLE
OUTER TUBE
ASSEMBLY
BEARING
SUPPORT
BRACKET
RUDDER PEDAL
ASSEMBLY
LEFT FORWARD
CABLE
PEDAL
RIGHT FORWARD ASSEMBLY
CABLE
Minimum wing tip turning radius using differential braking and

partial power is 69.9 feet.
Minimum Turning Radius (wing tip)
WALL TO WALL = 69.9’
CURB TO CURB = 39.4’
21.74’
17.6’
PIVOT POINT
Wing Flaps
Each wing is fitted with two Fowler-type flap segments posi-

tioned by a hydraulically operated, electrically controlled drive
system.
Each flap segment is of graphite composite, laminate construc-

tion and is attached to the wing structure at two positions by
its operating linkage. A pair of rollers is attached to the inboard
and outboard ends of each flap segment. Each pair of roll-
ers engages a corresponding inboard and outboard track that
extends aft from an attachment point on the wing structure. Two
bracket assemblies form attachment points for inboard and out-
board bellcrank assemblies, each of which is linked to the flap
by a push-pull rod.
Flap Actuation System

Operating linkage for each pair of flap segments consists of a
bellcrank, push-pull rods, and a hydraulic actuator. The push-
pull rods link the flap segments to the bellcrank such that they
operate simultaneously. The cylinder end of the hydraulic ac-
tuator is attached to the wing structure; the rod end is attached
to the bellcrank.
Flap Control
The FLAP lever can be set to any flap position between “FLAPS
UP” (0°) and “LAND” (35°); the FLAP lever incorporates me-
chanical detents at the “T.O.” (7°) and “T.O. & APPR” (15°)
positions. Full flap extension is selected by pushing the FLAP
lever fully down past the “T.O. & APPR” detent to the “LAND”
position; full flap retraction is selected by pushing the FLAP
lever fully up past the “T.O.” detent to the “FLAPS UP” position.
The flap control system incorporates an automatic trim inter-

connect that compensates for rapid pitch changes caused
by up or down flap travel by mechanically driving the elevator
trim tabs. The automatic trim interconnect operates only in the
range of 15 to 25 degrees flap extension or retraction.
Note: Automatic trim interconnect function should be checked

before setting the trim for takeoff.
Flap Position Indication

When the FLAP lever is positioned to extend the flaps, the cam
contacts the down position switch, thereby energizing the hy-
draulic system center valve solenoid to provide system hydrau-
lic pressure and energizing the flap control valve such that the
hydraulic actuators extend the flaps. When the FLAP lever is
positioned to retract the flaps, the cam contacts the up position
switch, thereby energizing the hydraulic system center valve
solenoid to provide system hydraulic pressure and energizing
the flap control valve such that the hydraulic actuators retract
the flaps.
Normally closed flap up limit (uplock) switches, integral to

the hydraulic actuators, function as backups to the up posi-
tion switch. When actuated open by the uplock latches, these
switches deenergize the flap control valve when the flaps reach
the fully retracted position.
The landing gear warning horn is energized by a flap approach

switch incorporated within the FLAP lever assembly.
Flap Hydraulics
Hydraulic pressure for flap operation is supplied by the same
system that supplies the landing gear, thrust reversers, and
speed brakes. This section will describe the various valves and
switches that control flap operation. Refer to Chapter 8 for a
complete description of the hydraulic system.
Flap Control Valve

The solenoid-operated flap control valve functions to direct hy-
draulic pressure to, and return flow from, the extend or retract
ports of the actuators. To accomplish this, the control valve
contains an internal selector spool that is spring-loaded to a
neutral position and operated by independent extend and re-
tract solenoids. In the neutral position, when both solenoids are
deenergized, the extend and retract ports are blocked, trap-
ping hydraulic pressure in the lines between the control valve
and the actuators. When the extend solenoid is energized,
the selector spool is positioned to direct hydraulic pressure to
the extend ports of the actuators, and direct return flow from
the retract ports of the actuators to the reservoir. Conversely,
when the retract solenoid is energized, the selector spool is
positioned to direct hydraulic pressure to the retract ports, and
direct return flow from the extend ports to the reservoir.
The solenoids are energized and deenergized primarily by the

FLAP lever through up (extend) and down (retract) position
switches integral to the flap preselect assembly. The position
switches are mechanically actuated during flap extension and
retraction.
Flap Extension
Flap extension is initiated by setting the FLAP lever to the de-
sired position, thereby energizing the flap control valve extend
solenoid, and hydraulic system center valve to permit flap
extension. During extension, the extend solenoid and center
valve are energized through the up position switches. When the
flaps are fully extended and the up position switches are open,
the extend solenoid and center valve are deenergized. In this
condition, the hydraulic system returns to “open center” mode
and the control valve selector spool returns to its neutral posi-
tion, thereby trapping hydraulic pressure in the extend lines
and holding the flaps in the selected position.
Note: When the center valve is energized and hydraulic pres-

sure is being supplied to the flaps, the amber [HYD PRESS ON]
annunciator will be illuminated.
Flap Retraction
Flap retraction is normally initiated by setting the FLAP lever
to the desired position, thereby energizing the control valve
retract solenoid, hydraulic system center valve to permit flap
retraction. During retraction, the retract solenoid and center
valve are energized through the down position switches. When
the flaps are fully retracted and the down position switches are
open, the retract solenoid and center valve are deenergized.
In this condition, the hydraulic system returns to “open center”
mode and the control valve selector spool returns to its neutral
position, thereby trapping hydraulic pressure in the retract lines
and holding the flaps in the selected position.
Flap System Electrical Power

The flap control circuit receives 28 VDC left main bus power
through the 5-amp FLAP CONTROL circuit breaker.
The flap system does not incorporate actuator motors or a

FLAP MOTOR circuit breaker.
Flap Rigging and Interconnect Assembly
Speed Brakes
UPPER
SPEED BRAKE
DOOR
PUSHROD
TRUNNION
HINGE PINS
ACTUATOR
LOWER
SPEED BRAKE
DOOR
BELLCRANK
ACTUATOR
PUSHROD
LUG
RETRACT HOSE
ATTACH 90°
ACTUATOR
EXTEND HOSE HOUSING
ATTACH 45°
R-6-08-03
Stall Warning
Stick Shaker
The stick shaker system is installed as standard equipment on
the Citation V.
On airplanes with Safeflight AOA systems modified by SB 560-

34-69, stick shaker activation occurs 8 knots earlier than normal
when either engine anti-ice switch is set to "on." This modifica-
tion functions to increase the stall warning margin during flight
in icing conditions.
The ANG OF ATTACK circuit breaker is rated at 7.5 amps.
Chapter 6
Electrical System
Table of Contents
Title Page
Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
DC Power Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
DC Bus Distribution Table—Electrical Power Junction Box . . 6-2
DC Bus Distribution Table—Left Circuit Breaker Panel. . . . . . 6-3
DC Bus Distribution Table—Right Circuit Breaker Panel. . . . 6-5
Dual Split AC Bus Distribution Table—
Right Circuit Breaker Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Alternating Current (AC) Power System . . . . . . . . . . . . . . . . . 6-7
Exterior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Interior Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
ELECTRICAL SYSTEM REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 6-i
Overview
The starter/generators are rated at 300 amps each.
The AC inverters are rated at 375 VA each.
DC Power Sources
Starter/Generators
The starter/generators can each sustain an overload of up to
450 amps for up to two minutes in flight.
Continuous ground operation of the generator above 125 amps

at ground idle (46% N2) or 225 amps at flight idle (52% N2) is
prohibited.
During a generator-assisted cross-start or when external power

is used for engine starting, starter operation is limited to two at-
tempts within 30 minutes, with a 30-second rest period between
start attempts.
When battery power alone is used for engine starting, starter

operation is limited to three attempts within 30 minutes.
Generator Control Units
Load Sharing
Equalizer circuitry maintains load sharing at ± 30 amps
equally.
ELECTRICAL SYSTEM REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 6-1
DC Bus Distribution Table
Electrical Power Junction Box
Power Source Circuit
and Equipment Breaker Amperage
Hot Battery Bus

Aft/Fwd Compartment Lights FWD/AFT COMP LT 2
Emergency Lights EMER LT 5
Emergency Power EMER POWER 20
Entertainment Center ENT CTR 5
Ignition Power IGN PWR 20
Battery Bus
Battery Voltmeter BATT VOLTAGE 2
Left Isolation Bus

Left Generator Ammeter LH AMMETER (2) 2
Left Engine Start Light LH START LT 2
Left Generator Voltmeter LH VOLTMETER 2
Right Isolation Bus

Right Generator Ammeter RH AMMETER (2) 2
Right Engine Start Light RH START LT 2
Right Generator Voltmeter RH VOLTMETER 2

Left Main Bus
Left Bus Sense LH BUS SENSE 2
Left Fuel Boost Pump LH BOOST 15
Left Generator LH GEN 10
Left Landing Light LH LDG LT 15
Passenger Advisory Lights OXY/SEATBELT/CHIMES 5
Indirect Lights INDIRECT LT 7.5
Left Annunciators LH ANNUN 2
Left Recognition Light LH RECOGNITION LT 10
Tailcone Pressurization TAIL PRESS 5
Tail Light TAIL LIGHT 15
Right Main Bus

Right Bus Sense RH BUS SENSE 2
Right Fuel Boost Pump RH BOOST 15
Right Generator RH GEN 10
Right Landing Light RH LDG LT 15
Cabin Lights CABIN LT 5
Toilet/Shaver Outlet SHAVER/TOILET 7.5
Right Recognition Light RH RECOGNITION LT 10
Right Annunciator RH ANNUN 2
Flood Cooling FLOOD COOLING 20

Left Circuit Breaker Panel
Left Main Bus

Left 5V Panel Lights LH PANEL 5
Electroluminescent Panel Lights EL PANEL 5
AC Inverter 1 AC INVERTER NO1 15
Pitch Trim PITCH TRIM 5
Speed Brake SPEED BRAKE 5
AOA System Control ANG OF ATTACK 5
Battery Temperature Gage BATT TEMP 2
Landing Gear Warning LDG GEAR 2
Warning Lights 1 WARN LTS 1 5
Right Fuel Boost Pump RH BOOST 15
Windshield Bleed Air Temperature W/S BLEED AIR TEMP 5
Left Clock LH CLOCK 2
Standby Gyro STBY GYRO 5
Engine Synchronization System ENGINE SYNC 5
Flap Control FLAP CONTROL 5
Landing Gear Control GEAR CONTROL 5
Left Engine Start Control LH START 7.5
Navigation Lights NAV 5
Outside Air Temperature Gage OAT 2
Left Pitot/Static Heater LH PITOT STATIC 7.5
Normal Pressurization System NORM PRESS 5
Right Circuit Breaker Panel RH CB PANEL 35
Left Engine Turbine Speed Digital Indicator LH TURB SPEED 2
Left Fuel Flow Indicator LH FUEL FLOW 2
Left Fuel Quantity Indicator LH FUEL QTY 2
Left Engine ITT Indicator LH ITT 2
Left Engine Oil Pressure Indicator LH OIL PRESS 2
Left Oil Temperature Indicator LH OIL TEMP 2
Temperature TEMP 2
Cabin Fan CABIN FAN 20
Right Engine Ignition RH IGN 7.5
Right Engine Firewall Shutoff RH FW SHUTOFF 7.5
Right Engine Fire Detection RH FIRE DET 2
Windshield Bleed Air W/S BLEED AIR 5
Anti Collision Light ANTI COLL 7.5
Angle of Attack Heater AOA HTR 7.5
Wing Inspection Light WING INSP LIGHT 5
Rotating Beacon ROTATING BEACON 5
Skid Control SKID CONTROL 20
Left Thrust Reverser LH THRU REV 7.5
Nose Wheel Spin-up System NOSE WHL RPM 2
Left Engine Ice Protection LH ENG 7.5
Flight Recorder FLIGHT RECORDER 5
Left Bleed-off Valve LH BOV 5
Left Circuit Breaker Panel
Left Main Bus

Left CB Panel Bus LH BUS NO 1 75
Right Crossover Bus

Center 5V Panel Lights CENTER PANEL 5
Right 5V Panel Lights RH PANEL 5
Windshield Alcohol W/S ALCOHOL 5
Overspeed OVERSPEED 2
Warning Lights 2 WARN LTS 2 5
Surface De-ice SURFACE DEICE 5
Right Hand Clock RH CLOCK 2
Flight Hour Meter FLT/HR 2
Right Altimeter Vibrator RH ALT 2
Left Fuel Boost Pump LH BOOST 15
Emergency Pressurization EMER PRESS 5
Left Engine Ignition LH IGN 7.5
Left Firewall Shutoff LH F/W SHUTOFF 7.5
Left Fire Detect LH FIRE DETECT 2
Equipment Cooling Fan EQUIP COOL 7.5
Right Thrust Reverser RH THRU REV 7.5
Right Engine Ice Protection RH ENG 7.5
Cockpit Voice Recorder VOICE RECORDER 5
Right Bleed-off Valve RH BOV 5
Emergency DC Bus
Left Engine Fan Speed Digital Indicator LH FAN SPEED 2
Right Pitot/Static Heater RH PITOT STATIC 7.5

Right Circuit Breaker Panel
Avionics DC Bus 1
Navigation Receiver 1 NAV 1 3
ADF Receiver 1 ADF 1 3
Audio Control Panel 1 AUDIO 1 3
DME Receiver 1 DME 1 3
Transponder 1 XPDR 1 3
Warning WARN 3
Flight Director 1 FD 1 3
EFIS 1 EFIS 1 5
EFIS 1 Cont EFIS 1 Cont 1
EHSI 1 EHSI 1 5
EADI 1 EADI 1 5
Directional Gyro 1 DG 1 5
Radio Magnetic Indicator 1 RMI 1 3
Radio Altimeter RAD ALT 2
Avionics DC Bus 2
Communications Transceiver 2 COMM 2 7.5
Transponder 2 XPDR 2 3
DME Receiver 2 DME 2 3
ADF Receiver 2 ADF 2 3
Audio Control Panel 2 AUDIO 2 3
EFIS 2 EFIS 2 5
EFIS 2 Cont EFIS 2 Cont 1
EHSI 2 EHSI 2 5
EADI 2 EADI 2 5
True Airspeed Indicator TAS 2

Avionics DC Bus 3
Autopilot AP 7.5
Communications Transceiver 3 COMM 3 5
FMS FMS 5
VLF VLF 5
AFIS AFIS 7.5
Avionics DC Bus 4
Flight Phone PHONE 5
Weather Radar RADAR 7
MFD Symbol Generator MFD SYN GEN 7.5
MFD Display MFD DISP 5
Emergency DC Bus
Communications Transceiver 1 COMM 1 7.5
Navigation Receiver 2 NAV 2 2
Directional Gyro 2 DG 2 1
Cockpit Flood Lights FLOOD 5
Right Engine Fan Speed Digital Indicator RH FAN SPEED 2
Attitude Director Indicator 2 ADI 2 2
Right Main Bus

Right Engine Turbine Speed Digital Indicator RH TURB SPEED 2
Right Fuel Flow Indicator RH FUEL FLOW 2
Right Fuel Quantity Indicator RH FUEL QTY 2
Right Engine ITT Indicator RH ITT 2
Right Engine Oil Pressure Indicator RH OIL PRESS 2
Right Oil Temperature Indicator RH OIL TEMP 2
Right Engine Start Control RH START 7.5
Right DC Bus Number 1 RH BUS NO 1 75
AC Inverter 2 AC INVERTER NO 2 15
Left Circuit Breaker Panel LH CB PANEL 35
Dual Split AC Bus Distribution Table

115 VAC BUS 1

Autopilot AP 1
Vertical Gyro 1 VERT GYRO 1 1
Air Data Computer AIR DATA 2
Weather Radar RADAR 1
115 VAC BUS 2

Vertical Gyro 2 VERT GYRO 2 1
26 VAC BUS 1
Navigation 1 NAV 1 1
EFIS 1 EFIS 1 2
26 VAC BUS 2
Horizontal Situation Indicator 1 HSI 1 2
Navigation 2 NAV 2 1
EFIS 2 EFIS 2 2
Right Sub CB Panel

115VAC Bus 1 BUS 1 5
Alternating Current (AC) Power System
The Citation V features a dual split bus AC system consistent

with that described in the Citation II Technical Manual.
Exterior Lighting
There are two wing inspection lights.
Wing Inspection Lights

Wing inspection lights are flush-mounted on the left and right
sides of the fuselage forward of each wing.
Interior Lighting
Overhead Console Sign

The Citation V incorporates chimes that function in conjunction
with the NO SMOKING-FASTEN SEAT BELT sign.
Entrance Lights
The PASS SAFETY SWITCH must be set to the “PASS SAFETY”
position to allow entrance lights to be activated by the 5G iner-
tia switch.
Footwell Lights
The Citation V incorporates a footwell light in the toilet area
powered by the CABIN LT circuit breaker in the aft junction
box.
Chapter 7
Flight Instrumentation
Table of Contents
Title Page
Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Flight Environment Data System. . . . . . . . . . . . . . . . . . . . . . . 7-1
Overspeed Warning System. . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
True Airspeed (TAS) System. . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Altitude Alerting and Reporting System . . . . . . . . . . . . . . . . . 7-2
Wind Shear Warning System. . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Electronic Flight Instrumentation System (EFIS). . . . . . . . . . . 7-4
EADI Caution or Failure Annunciations. . . . . . . . . . . . . . . . . 7-17
Standby Attitude Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
FLIGHT INSTRUMENTATION REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 7-i
Overview
Standard pilot’s gyroscopic instrumentation consists of elec-

tronic (EFIS) type attitude directional indicators (EADIs) and
horizontal situation indicators (EHSIs). Standard copilot’s gy-
roscopic instrumentation consists of mechanical attitude di-
rectional indicators (ADIs) and horizontal situation indicators
(HSIs).
The Citation V does not incorporate independent mechanical

rate-of-turn indicators.
A radio altimeter system, angle-of-attack indicator, and true

airspeed (TAS) system are installed as standard equipment.
Flight Environment Data System
The flight environment data system includes the pitot-static sys-

tem and associated flight instruments, as well as the overspeed
warning, altitude alerting and reporting, true airspeed (TAS),
radio altimeter, and AOA systems.
Airspeed/Mach Indicator Markings
Zero Fuel Weight Altitude Range Vmo
11,200 LB SL ~ 8,000’ 261 KIAS

11,200 LB 8,000 ~ 28,907’ 292 KIAS
12,200 LB SL ~ 8,000’ 261 KIAS
12,200 LB 8,000 ~ 31,400’ 276 KIAS
A red radial line on the mach sub-dial denotes the airplane’s

Maximum Mach Operating (Mmo) limitation of 0.755 M at al-
titudes above 28,907 feet (11,200 LB ZFW) or 31,400 feet
(12,200 LB ZFW). Essentially, when operating above these alti-
tudes, alignment of the airspeed pointer with the Mmo radial line
will produce a true airspeed of 0.755 M regardless of indicated
speed.
FLIGHT INSTRUMENTATION REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 7-1
Overspeed Warning System
On 11,200 LB ZFW airplanes, the warning switch functions to

sound the horn when airspeed reaches 261 KIAS at altitudes
below 8,000 feet. The warning switch functions to sound the
horn at 292 KIAS and 0.755 M, respectively, regardless of alti-
tude.
On 12,200 LB ZFW airplanes, the warning switch functions to

sound the horn when airspeed reaches 261 KIAS at altitudes
below 8,000 feet. The warning switch functions to sound the
horn at 276 KIAS and 0.755 M, respectively, regardless of alti-
tude.
The WARN LTS 1 circuit breaker has a 5-amp rating.
True Airspeed (TAS) System (optional)
Sperry TAS System

The Citation V utilizes the B&D true airspeed system only.
Altitude Alerting and Reporting System
Altitude Alerting
The SET knob of the VNCC also slews the display in increments
of 10 feet between 000(00) and 001(00) feet.
Conventional Radio Altitude Indicator

28 VDC power is supplied to the radio altimeter system by the
number 1 DC bus through the 2-amp RAD ALT circuit breaker.
Air-Driven Gyro
The Citation V does not incorporate an instrument air system.
Electrically Driven Gyro

The attitude indicator gyro is electrically driven by 28 VDC
power through the 5-amp EADI 2 circuit breaker.
Wind Shear Warning System
An optional Wind Shear Warning System (WSWS) may be in-

stalled. Refer to the AFM or supplements thereof for a descrip-
tion of this system (if installed in your airplane).
Electronic Flight Instrumentation System (EFIS)
The electronic flight instrumentation system (EFIS) installed in

the Citation V constitutes the display elements of a fully inte-
grated automatic flight control system (AFCS) that includes
various flight guidance, flight management, and weather avoid-
ance subsystems. In standard configuration, the EFIS consists
primarily of two identical, 5” x 6”, color CRT displays (EADI and
EHSI) in place of the pilot’s mechanical attitude director indica-
tor (ADI) and horizontal situation indicator (HSI).
In optional configurations, the EFIS may include a multifunction

display (MFD) in place of the weather radar display, as well as
an EADI and EHSI for the copilot. In standard “two-tube” con-
figuration or optional “three-tube” or “five-tube” configurations,
the displays are physically identical. In five-tube configurations,
a standby conventional attitude indicator is installed on the
pilot’s and/or copilot’s instrument panel.
Depending on configuration, video and deflection signals are

supplied to the displays by one, two, or three symbol genera-
tors: one for the pilot’s EADI and EHSI, one for the copilot’s
EADI and EHSI, and one for the MFD. Each symbol generator
processes data acquired primarily from the air data computer
(ADC), the attitude heading and reference system (AHRS), and
aircraft navigation equipment. Display format is determined
by independent display controllers: one for the pilot’s EADI
and EHSI, one for the copilot’s EADI and EHSI, and one for the
MFD. Additional EFIS controls include an instrument remote
controllers (IRC).
A standard single electronic flight instrument system (EFIS)

consists of two electronic displays (identical and interchange-
able), one symbol generator, one display controller, and one
instrument control. A conventional slip/skid indicator is attached
to the top cathode ray tube (the electronic attitude director
indicator, or EADI). The bottom electronic display is used for
the electronic horizontal situation indicator (EHSI). Both display
tubes can be dimmed manually and the relative brightness will
then be maintained photoelectrically.
The heart of the EFIS system is the symbol generator (SG)
which receives and processes all the airplane sensor inputs.
The data is then transmitted to the two electronic displays
(EDs).
Continued on next page
The pilot controls the display formatting by means of the dis-

play controller (DC). He may choose full or partial compass dis-
plays, MAP presentation, or WX (Weather) presentation. These
functions are explained under Display Controller below. The
heading and course select knobs are located on the instrument
control located on the center pedestal.
Instrument Control (Typical)
Selections for navigation sources and bearing needle presen-

tations are controlled by means of buttons and knobs on the
display controller (DC). The selected sources are annunciated
on the electronic displays.
Operation of the EFIS is similar to a standard flight director sys-
tem except for the presentation of additional information on the
small format of two electronic display units. More information
is available in a more compact arrangement and the format is
variable as desired. Presentations that are not necessary or de-
sired at any one time can be removed and replaced with more
appropriate data for the existing flight conditions. The units of
the system are discussed below.
As options, a three-tube single EFIS or a five-tube dual EFIS
may be installed. Operation of the different installations is
similar, but where differences exist, they are discussed below,
interspersed with the standard system in order to provide conti-
nuity. In all cases, the EFIS tubes are interchangeable.
In the optional three-tube and five-tube EFIS installations, an
MC-800 multifunction display controller (MFD) is installed in the
center pedestal. The MFD controller provides for the selection
and control of the MFD formats, modes, and waypoint designa-
tor. A WC-650 remote radar control is located in the lower right
corner of the pilot’s instrument panel. The WC-650 control oper-
ates in conjunction with the center ED-600 tube or EHSI when
either is selected to function as a radar display. Two types of
MC-800 multifunction display controllers are available; one with
a three-tube installation and another with a five-tube installation.
Operation of both is discussed below.
Display Controller
The display controller, located on the instrument panel, allows

selection of the different formats and provides for selection of
required navigation sources and bearing data.
Display Controller (DC-811)
The individual controls are:

FULL/ARC Button—Controls full arc or partial compass display.
Displays 360 degrees in FULL mode and 90 degrees in ARC
mode. Successive pushes change the mode back and forth.
MAP Button—Pressing the MAP button changes the FULL

compass display to ARC display format and displays the active
waypoint(s) and VOR/DME ground station positions. Pressing
the button again restores FULL compass presentation.
WX Button—Calls up weather radar returns on the partial com-

pass display of the EHSI. If the EHSI is in FULL mode, pressing
the WX button changes it to ARC mode. A second push re-
moves the weather data.
GS/TTG Button—Ground speed (GS) or time-to-go (TTG) is

displayed in the lower right center of the EHSI. Pressing the GS/
TTG button provides alternating selection of GS or TTG to next
station or waypoint.
ET Button—Displays elapsed time. If elapsed time is being dis-

played, stops the display. Sequence of the ET button is: Start,
Stop, Initialize.
NAV Button—Pressing the NAV button selects the VOR for dis-
play on the EHSI. Pressing the button alternately selects NAV 1
and NAV 2 (annunciated VOR 1 and VOR 2 on the upper right
side of the EHSI; ILS 1 and ILS 2, if ILS frequency is tuned in
NAV). The flight director interfaces with the NAV that is selected
and displayed on the EHSI.
FMS—Selects flight management system (FMS) for display

on the EHSI; the flight director will interface with the FMS. The
EHSI course needle represents FMS course.
Bearing “O” Knob—This knob has four positions. The OFF

position removes the bearing pointer from the display. In ADF 1
position, ADF 1 bearing is displayed. In NAV 1 position, VOR 1
bearing information is displayed. Selecting FMS displays FMS
information on the bearing pointer.
ADI DIM (Outer Concentric)—The DIM knob sets the overall

brightness of the EADI. When a reference level is set, photo-
electric sensors will maintain the relative brightness level in
various lighting conditions. Full counterclockwise OFF position
turns off the EADI and selects the composite display on the
EHSI.
Decision Height (Inner Concentric, “DH”)—Rotation of the “DH”

knob adjusts the decision height display on the EADI. Rotating
the knob fully counterclockwise removes decision height infor-
mation from the display.
Test Function (TEST)—Pressing the TEST button causes the

displays to enter the test mode. Flags and cautions are pre-
sented along with a check of the flight director mode annun-
ciations. “TEST” is displayed if the mode annunciation check
is satisfactory. An unsatisfactory test results in an “FD FAIL”
annunciation. The test will also result in a self-test of the radio
altimeter system. The TEST button is wired through a squat
switch and is completely active only when the airplane is on the
ground. A self-test of the radio altimeter system may be made
in flight.
HSI DIM (Outer Concentric)—The DIM sets the overall bright-

ness of the EHSI. When a reference level is set, photoelectric
sensors will maintain the relative brightness level in various
lighting conditions. Full counterclockwise OFF position turns off
the EHSI and selects the composite display on the EADI.
WX DIM (Inner Concentric, “WX”)—Allows intensity of the
weather radar display (when present) on the EHSI to be varied.
Bearing “◊” Knob—This knob has three positions. The OFF

position removes the bearing pointer from the display. In ADF
2 position (if installed), ADF 2 bearing is displayed. In NAV 2,
NAV 2 bearing is displayed.
Heading Reversion Switch (HDG NORMAL/HDG REV)

The heading reversion switch is an auxiliary switch on the pilot’s
instrument panel (standard installation) which allows selection
of the copilot’s C-14D as an alternate heading source for the pi-
lot’s EHSI. MAG 2 will be annunciated in amber on the EHSI. In
dual EFIS installations, both EFISs will have duplicate switches.
If the same C-14D is selected for heading information on both
sides, the heading source annunciation will be in amber.
Multifunction Display System (Optional)

The MDZ-605 Multifunction Display (MFD) System allows the
additional display tube to serve as a radar indicator or to back
up the EFIS system(s) with three major sub-functions. It can
serve as a backup symbol generator for a single EFIS installa-
tion, or for either symbol generator in a dual EFIS installation. If
a symbol generator fails, the pilot can select the MFD symbol
generator to take over the failed side’s display and operation
of the EFIS in that position will continue as before. Use of this
“SG” backup mode will cause the MFD display to blank. The
MFD also acts as a backup for an EHSI; when selected, an HSI
can be displayed on the MFD tube to replace a failed display.
Composition of the HSI display in the MFD is determined by the
EFIS display controller.
The MFD system also expands on the navigation mapping ca-
pability (MAP mode) of the EFIS, especially in conjunction with
the flight management system (FMS). The MFD display may be
used independently for navigation and mapping information
without disturbing the EHSl(s), which may be then used without
additional displays or with displays which result in less “clutter”
on the EHSI.
Multifunction Display Controller

A multifunction display (MFD) controller is installed with either
the optional three-tube single EFIS or five-tube dual EFIS. The
single and dual EFIS MFD controllers differ in only one respect:
the MODE/DIM knob near the center of the control. The dual
EFIS MFD has positions for selection of the left or right symbol
generator (SG) or horizontal situation indicator (HSI). The single
EFIS MFD control has provisions for selection of only one SG or
HSI.
Multifunction Display Controller (MC-800) (Optional, Typical)
MFD Modes of Operation

The different modes of operation available to the multifunction
display system are discussed below. The modes are: MAP/
PLAN; WX; Checklist, with Normal and Emergency Procedures;
and the EFIS backup mode of SG and HSI.
MAP Mode
The MAP format allows totally independent use of the MFD
display for navigation mapping and allows increasing the maxi-
mum range, beyond normal radar range, on the display which
normally serves as the radar indicator.
The MAP format is always oriented to the airplane heading.
When coupled to the FMS, the NAV route with up to six way-
points, can be displayed to the range limit of 1200 miles. When
weather returns are selected, the maximum selectable range
is controlled by the weather radar controller. To add weather
to the display, press the WX button on the MFD controller. The
MFD display cycles from MAP to PLAN as the MAP/PLAN but-
ton is pressed.
PLAN Mode
In PLAN mode, the top of the display is oriented to North and
the designator is homed to the center of the display and will
represent the TO waypoint. If present position appears on the
display, it will be represented by the airplane symbol. Weather
cannot be displayed in the PLAN format.
Weather (WX) Mode
The WX mode allows the MFD display to be used as a weather
radar indicator. In the WX mode, only weather is presented and
the MFD is controlled by the weather radar control on the panel.
When the WX button is toggled, the progression of selection is:
MAP; WX with MAP; WX only. Operation of the weather radar
with the weather radar control is discussed in this section.
Checklist Mode
The NORM button on the MC-800 provides entry into the normal
checklist display function. The normal checklists are arranged
in the order of standard flight operations. Button actuations
cause presentation of the normal checklist index page that con-
tains the lowest order incomplete and unskipped checklist with
the active selection at that checklist.
The SKP, RCL, PAG, and ENT buttons and the joystick on the
MC-800 provide control of this function and are discussed un-
der “Controls” below.
The EMER button on the MC-800 provides entry into the emer-
gency checklist display function. Actuation of EMER results in
the presentation of the first page of the emergency checklist
index with the active selection at the first checklist. The SKP,
RCL, PAG, and ENT buttons and the joystick shall provide
control of this function and are described in “Controls” below.
These controls perform as described for NORM with the excep-
tion of the action taken upon completion of the checklist. All
checklist items are removed from the page and “EMERGENCY
PROCEDURE COMPLETE” is written below the amber check-
list title. This will be cleared when the index is selected. If the
checklist option is not installed, either the NORM or EMER but-
ton will display a list of flight plan waypoint LAT/LONG coordi-
nates. The SKP, PAG and ENT buttons will be inoperative.
EFIS Backup Modes
EFIS backup is provided by the MFD as an addition to the exist-
ing EFIS reversionary modes. Selection of EFIS backup by the
MFD is accomplished by the rotary MODE selector switch on
the MC-800 MFD Controller. Normal MFD functions are avail-
able in the MFD position, and EFIS backup modes are obtained
by selecting the HSI or SG positions. In the case of a dual EFIS

installation, the HSI and SG positions are spatially oriented to
the side of the cockpit concerned.
Selection of the HSI position will result in an HSI display on the
MFD. Composition of the HSI display will be determined by
the EFIS DC-811 Display Controller. This mode may be used to
continue a flight but is not approved for dispatch with a failed
EHSI.
Selection of the SG (symbol generator) position allows the MFD
symbol generator to take over for the failed SG. Control of the
display continues through the pertinent DC-811 controller. The
MFD display will be blanked. If the SG position is selected on
the MFD controller, the autopilot will couple normally. In a dual
EFIS installation, the SG NORMAL/SG REV switch is used to
select the “cross-side” symbol generator. The autopilot will not
couple to the “cross-side” symbol generator. It will couple only
to the side having the symbol generator which has been se-
lected by the SG NORMAL/SG REV switch and annunciated in
amber on both EADls. This mode is not approved for dispatch.
MFD Controls
Dim—This knob controls overall MFD CRT dimming in addition
to the automatic dimming feature accomplished by CRT mount-
ed photodiodes.
Joystick—The function of the joystick depends upon the type of

MFD display:
MAP or PLAN: Moves the designator in the directions
shown.
TEXT:
a. Vertical actuations—act as a cursor control by chang-
ing the active line. This provides an additional means of
skipping lines or returning to a previously skipped line.
b. Horizontal actuations—control paging. Actuation to
the right increases the page number, and actuation to
the left decreases the page number.
MAP/PLAN—Pressing the MAP/PLAN button selects the MAP

MFD display mode. Pressing it again selects North-up PLAN
mode.
WX—Weather radar data may be displayed with the MAP mode
or as weather radar only. The toggling sequence of this button
is: MAP; WX with MAP; and WX only.
VOR—This button is used to display the four closest VORs, that

are not on the active flight plan list, on the MFD MAP and PLAN
displays.
APT—The APT button is used to display the four closest air-

ports, that are not on the active flight plan list, on the MFD MAP
and PLAN displays. The first push of the APT button adds the
two closest airports. The next push of the button will add the
next two closest airports. A third push of the button will remove
all airports from the MFD display.
DAT—This button is used to add long range NAV information to

the MFD MAP and PLAN displays.
Range Controls (INC and DEC)—The MFD range controls are

active only when WX is not selected for display. Selectable
ranges are 5, 10, 25, 50, 100, 200, 300, 600 and 1200 NM. The
switch position labeled INC increases the selected range, and
the DEC decreases the selected range.
NORM—When this button is pressed, the MFD will display the

index page containing the lowest numbered uncompleted or
unskipped checklist with the active line at that checklist.
While operating in this mode, as a checklist is completed, the

system will automatically step to the next uncompleted proce-
dure of the index.
EMER—Actuation results in the display of the first page of the

emergency checklist index.
RCL—The function of this button depends upon the type of

MFD display:
MAP or PLAN: Recalls the designator to its home posi-
tion.
TEXT: Recalls the lowest numbered skipped line in a
checklist by changing the active page and/or line.
SKP—The function of this button depends upon the type of

MFD display:
MAP or PLAN: Skips the designator to the next way-
point. If the designator is not at the home position, the
displacement line will be moved to the next waypoint.
TEXT: Actuation skips the active line in a checklist or
index and advances the active selection to the subse-
quent line. If the line skipped is the last line, the active
selection will revert to the lowest numbered skipped
line.
PAG— Actuation advances the page count and places the ac-
tive line selection at the first line of the page. Actuation with the
last page displayed will result in display of the lowest numbered
page containing a skipped line with the active line selection at
the lowest numbered skipped line.
ENT—The function of this button depends upon the type of

MFD display:
MAP or PLAN: With the designator moved from its home
position, actuation of these buttons will enter the des-
ignator LAT/LON as a waypoint in place of the TO way-
point.
TEXT: Actuation checks off a line in a checklist or se-
lects an index line item for display.
Auxiliary EFIS Annunciators

EADI HOT—Indicates EADI Overtemperature Condition.
EHSI HOT— Indicates EHSI Overtemperature Condition.
SG HOT— Indicates Symbol Generator Overtemperature Con-
dition.
DISP FAN—Indicates EADI and EHSI Display Cooling Fan has
failed.
Multifunction Display Annunciators (Three- or Five-Tube EFIS

Installations Only)
MFD SG HOT—Indicates Multifunction Display Symbol Genera-
tor Overtemperature Condition.
MFD HOT—Indicates Multifunction Display Overtemperature
Condition.
MFD FAN—Indicates Multifunction Display Cooling Fan has
failed.
Auxiliary EFIS Switches
HDG NORMAL; HDG REV—Controls EFIS Heading Source;
switchable between pilot’s and copilot’s C-14D. EHSI annuncia-
tion is in amber if both heading sources are the same.
ATT NORMAL; ATT REV—Controls Attitude Source used by the

symbol generator. ATT annunciation is amber if both attitude
sources are the same. Switchable between pilot’s and copilot’s
VG-14A attitude gyro (dual EFIS installations only).
AP XFR FD 1—Controls whether Flight Director 1 or Flight Di-

rector 2 is connected to the autopilot.
AP XFR FD 2—The autopilot will not connect to the Flight Di-

rector on a side which has a symbol generator (SG) reversion
selection (dual EFIS installations only).
SG NORMAL; SG REV—Controls which symbol generator is

commanding the EFIS displays. If SG REV is selected on a side
which is controlling the autopilot, the autopilot will disconnect.
The symbol generator driving all the displays will be annunci-
ated in amber on both EADls. Otherwise, the symbol generator
is not annunciated. Simultaneous “cross-selections” cannot be
made, since selecting SG REV on one side also powers down
the symbol generator on that side. Selecting SG REV on both
sides, therefore, results in powering down both symbol genera-
tors (dual EFIS installations only).
Electronic Attitude Director Indicator (EADI)

Certain displays form a permanent part of the electronic ADI.
The displays are: the blue and brown sphere, the pitch and
roll attitude reference marks, the airplane symbol, the fast/slow
display (AOA), and the inclinometer which is fixed to the lower
part of the EADI. The flight director single cue command bars
will be in view if the flight director is selected to control the air-
plane, unless FD OFF is selected on the mode control panel, or
a lateral mode is not selected.
Other displays are present when selected or during certain
phases of a flight. When not in use, the displays are removed
from view. The displays are.
1. Radio Altitude—When at an altitude within operational range
of the installed radio altimeter, the radio altitude display (RA)
appears in the lower right corner of the EADI.
2. Decision Height—The decision height is a three-digit dis-

play identified DH in the lower left corner of the EADI. It is
set by rotating the DH set knob on the display controller. Full
counterclockwise rotation removes the display from view.
3. Flight Director Mode Annunciators—Armed mode annun-
ciations appear in white at the top of the EADI. Captured
mode annunciations appear in green. When a mode is not
selected, the annunciation is not present. As a mode transi-
tions from armed to captured, a white box is drawn around
the annunciation for five seconds.
4. Marker Beacon—Marker beacon information appears below
the glideslope indicator when ILS is tuned. Outer marker
is identified with blue “O,” middle marker by an amber “M”
and inner marker by a white “I.” A white box in which the let-
ter will appear will be located on the lower right side of the
display when a localizer frequency is tuned.
Electronic ADI (EADI)
5. Rising Runway—At 200 feet AGL, the rising runway appears

and contacts the airplane symbol at touchdown.
6. Glideslope—When an ILS frequency is tuned, the glideslope
information will appear. Indication is conventional in appear-
ance. The letter G inside the vertical scale pointer identifies
the information as glideslope deviation. When tuned to other
than an ILS frequency, the glideslope disappears.
7. Expanded Localizer—A rate-of-turn display is present until
an ILS frequency is tuned at which time the rate-of-turn dis-
play is replaced by the expanded localizer. The expanded
localizer is 7.5 times more sensitive than the EHSI localizer
and is used as a reference indicator only.
NOTE
When the back course (BC) mode is selected on the flight
director, or when the selected course is more than 90 de-
grees from the airplane heading, the expanded localizer
deviation is automatically reversed to provide proper devia-
tion sensing with respect to the localizer centerline.
8. Rate-of-Turn—A rate-of-turn needle is present at the bot-

tom of the EADI display unless an ILS frequency is tuned.
If ILS is tuned, the rate-of-turn is replaced by an expanded
localizer display. A standard rate turn is indicated when the
needle is directly under the left or right index.
9. Vertical Navigation Display—When VNAV mode is selected
on the pilot’s mode selector panel, the vertical navigation
display comes into view. The pointer indicates the center
of the computed climb or descent angle. The letter V inside
the vertical scale pointer identifies the information as VNAV
glidepath deviation.
10. Flight Director Command Cue—The flight director command
cue can be selected for viewing or removed from the dis-
play by pressing the FD OFF button on the mode selector
panel. If the command cue is selected OFF, the flight direc-
tor is still operational and can be coupled to the autopilot
which will follow flight director commands. If a lateral mode
is not selected, the command bars will remain biased out of
view.
11. Air Data Command Function—When an air data command
reference is selected (vertical speed or indicated airspeed)
and the autopilot is engaged, the reference (FPM or KTS, re-
spectively) will be annunciated next to the lower left corner.
If the pilot desires to change the basis for the reference, the
touch control steering (TCS) button may be pressed, the
reference changed as desired, and the button released. The
new reference will be annunciated. If desired, the autopilot
pitch wheel may be used to change the air data command
reference without canceling selected vertical speed or
indicated airspeed modes. Movement of the pitch wheel will
cancel altitude hold (ALT) selection.
EADI CAUTION OR FAILURE ANNUNCIATIONS
Below Decision Height—When the radio altitude is within 100

feet of the selected decision height, a white box will appear to
the left of the radio altitude display. At decision height, an am-
ber DH will appear in the box.
Same Attitude Source—If the pilot and copilot are using their
normal attitude sources, there is no attitude source annunci-
ated. Selecting other attitude sources causes the new source to
be annunciated in white. If the pilot and copilot have selected
the same attitude source, that attitude source is annunciated in
amber on both EADls.
Common Symbol Generator—When in the reversionary mode

and one symbol generator is driving both pilot’s and copilot’s
display tubes, a reversionary warning is given in amber which
indicates the information source. This display appears next to
the upper left corner of the EADI attitude sphere and will dis-
play SG 1 or SG 2 depending on whether the pilot’s or copilot’s
symbol generator is the source.
Flight Director Failure—If the flight director fails, the flight direc-
tor cue disappears and an amber FD warning appears to the
top left center of the attitude sphere. All FD annunciators will be
removed.
Air Data Command Failure—If the air data command function

fails, dashes will replace the numerals.
Radio Altimeter Failure—If the radio altimeter fails, the radio

altitude readout will be replaced by dashes. If the rising runway
is present, it will be removed.
Automatic Flight Control System (Flight Director) Source

Advisory—If, after switching, automatic flight control system
discretes are not properly received, an amber “AFCS?” warn-
ing will appear in the lower right corner of the EADI. Refer to
the table on page 7-23 (OM Figure 3-38) for problem clearing
procedure.
Attitude Failure—Attitude failure is annunciated by appearance

of ATT FAIL in red in the middle of the attitude sphere. The
sphere will change to solid blue, and the airplane symbol will
disappear.
Other Indicator Failures— If the glideslope, expanded localizer,
fast/slow command, or rate-of-turn indicator should fail, the sys-
tem pointer will be removed and a red X will be drawn through
the scale.
Internal Failures—Internal failure of the display system will

result in a blank display. Failure of the symbol generator or of
its circuitry will result in a red X on the otherwise blank display
along with the annunciation SG FAIL.
Electronic Horizontal Situation Indicator (EHSI)
The EHSI displays are discussed below in three categories:
FULL TIME which are always present, PART TIME, which are
sometimes present, and the partial compass format.
Full Time Displays
Certain displays are always present on the EHSI or are always
present when certain navigation equipment is in operation. The
airplane symbol is always present and provides a quick visual
cue of airplane position relative to a selected course or head-
ing.
Electronic HSI (EHSI)
The other full time displays are discussed serially below. The
angular presentations are all similar to those seen on a me-
chanical HSI.
Heading Dial and Digital Heading Readout—Heading informa-

tion is presented on standard type compass dial format and
digital heading readout is shown above the heading dial when
in the ARC mode.
Heading Select Bug and Heading Select Readout—Heading

bug is positioned around a compass dial with HDG knob on the
remote instrument controller. Activation of the pull Sync switch
causes synchronization of the heading bug to present heading.
The bug then retains its position in relation to the dial. A digital
heading select readout is provided at the lower left of the dis-
play. The heading bug also provides a heading error signal to
the flight director.
Course Deviation Indicator—The course deviation bar repre-

sents the course centerline of a selected navigation or localizer
course. Course deviation and airplane position relationships are
depicted as on a mechanical HSI instrument. The course devia-
tion indicator also operates in conjunction with the long range
NAV system. The CDI is positioned by the course knob on the
remote instrument controller. Activation of the PULL DIR switch
will select a direct course to the VOR station selected for dis-
play on the CDI. The course knob is not functional when FMS
mode is selected.
TO/FROM Annunciator—Indicator points along selected course

depicting whether the course will generally take the airplane to
or from the selected station or waypoint. Indicator does not ap-
pear during localizer operation.
Distance Display—Indicates nautical miles to selected sta-

tion or waypoint. Distance display is in 0–399.9 NM or 0–3999
NM format depending on navigation equipment installed. DME
HOLD is indicated by an amber H next to the readout.
Navigation Source Annunciators—NAV source annunciations

are displayed in the upper right corner. Long range sources are
in blue, and short range sources are in white.
Heading Source Annunciation—Heading source is annunciated

at the top left center of the EHSI.
Heading SYNC Annunciator—The heading SYNC annunciation
is located below the CRS annunciation in the upper left corner.
The bar in the indicator represents commands to the compass
to slew in the indicated direction. Plus indicates an increase in
heading and zero indicates a reduction in heading. Slow oscil-
lation indicates normal operation.
Part Time Displays
Part time displays are present when selected on the display
controller or the flight director mode selector panel. The mode
and bearing pointers available depend upon optional equip-
ment installed and may not be present in all installations.
Vertical Navigation (VNAV)—VNAV comes into view when

VNAV mode is selected on the flight director mode selector
and the VNAV problem is properly set on the VNAV computer/
controller. The deviation pointer then represents the selected
angle to be flown. V will be annunciated in the vertical deviation
pointer.
Glideslope—Display comes into view when VHF NAV source

selected on the source controller and the NAV receiver is tuned
to a LOC frequency. The deviation pointer represents the cen-
ter of the glideslope beam. G will be annunciated in the vertical
deviation pointer.
Bearing Pointer Source Annunciation—The bearing pointers

indicate relative bearing to the selected navaid and can be
selected as desired on the display controller. Bearing pointer
source annunciations are in the lower left of the display. If NAV
source is invalid or LOC frequency is tuned, the bearing pointer
and the annunciation will disappear.
Elapsed Time Annunciation—Shows elapsed time in hours and

minutes or minutes and seconds. If hours/minutes is selected,
H is shown before numerals. Selection is made on display
controller.
Time-to-Go and Ground Speed—Pressing the GS/TTG button

on the display controller alternates time-to-go (to next waypoint
or navaid) and ground speed displays.
Desired Track—When long range navigation is selected, the

course pointer becomes a desired track pointer. The long
range nav system will position the desired track pointer. A

desired track (DTRK) digital display will appear in the upper left
corner of the display.
Partial Compass Format
During operation in the partial compass mode, certain addition-

al presentations are available which enhance navigation and
safety of flight. Pressing the FULL/ARC button on the display
controller toggles the display between the full and partial com-
pass display. Additional features presented in partial display
are:
Wind Vector Display—The wind vector is displayed in the lower
center left side of the EHSI. An arrow shows direction, and nu-
merals indicate the value. This feature is available only if a long
range navigation system is installed and operating. Wind vector
information is displayed when in MAP mode and data from a
long range system is being displayed.
Range Rings—Display of the range rings aids in the use of ra-

dar returns and in the presentation of navaids when MAP mode
is selected. Outer ring represents the selected radar range.
Weather—Weather radar returns are displayed on the EHSI

when WX mode is selected on the display controller.
Navaid Position—Navaid position in range and bearing can be

selected in MAP mode. Source of the navaid position is select-
ed and annunciated in conjunction with the associated bearing
source and is accordingly color coded.
EHSI Caution or Failure Annunciations

Amber caution annunciations will appear to indicate the follow-
ing situations:
DME Hold—When the DME is selected to HOLD, an amber H
will appear to the left of the DME readout.
WAYPOINT Annunciations—An amber WPT annunciation in the

left side of the display indicates long range NAV waypoint
passage.
Digital Display Cautions—When DME, ground speed (GSPD),

time-to-go (TTG), or elapsed time (ET), digital readouts fail, the
digital display will be replaced by dashes.
Target Alerts—An amber TGT on the left of the EHSI indicates
weather radar target alert.
Course Select and Heading Select—Failure of the course or

heading select signals will cause these displays to be replaced
by amber dashes. They are also dashed when the heading
display is invalid.
Heading Source and Navigation Source—When both the pilot

and copilot select the same heading source or NAV source
(dual EFIS), the source annunciators will be amber. If the NAV
sources are cross switched, i.e., pilot to copilot and vice versa,
the annunciation will also be in amber.
Red failure annunciations will appear in the following instances

and locations:
Heading Failure—A heading failure will result in the following

indications: heading and bearing annunciations and bearing
pointers will disappear; HDG FAIL will appear at the top of the
heading dial.
Deviation Indicator Failures—A failure in the vertical deviation,

course deviation, or glideslope system will result in removal of
the applicable pointer and a red X being drawn through the
scale.
Composite Display
In the event of failure of one of the display units, turning off the
failed display (HSI or ADI) DIM knob on the display controller
will present a composite display on the remaining good dis-
play unit. Some elements of the composite display will always
be present and some will depend on flight director selections,
flight phase, NAV radio tuning, and airplane absolute altitude.
The failure, caution, and warning annunciations will appear
much the same as on a normal display.
EDZ-605 Equipment Failure Checklist

Failure of equipment feeding information to EFIS will be annun-
ciated by flags or dashes. Failure effects of EFIS equipment are
listed below.
EDZ-605 Equipment Failure Checklist
NOTE
Full counterclockwise OFF position of the DIM knob turns off
the failed display (EADI or EHSI) and selects the compos-
ite display on the opposite tube. If EADI or EHSI failure on
single EFIS, display composite mode on remaining tube. If
EHSI failure on 3 or 5 tube EFIS, select HSI on MFD control-
ler or display composite mode.
For detailed information concerning operation of the EFIS 605 sys-

tem, consult the SPZ-500C Integrated Flight Control System Pilot’s
Manual for the Cessna Citation V/VI, Pub. No. 28-1146-63-01 dated
October 1990, or later revision.
Standby Attitude Indicator
Standby Attitude Indicator
The standby attitude indicator is located on the copilot’s instru-

ment panel. The gyro normally operates on 28 volts direct cur-
rent (VDC) power from the number one main bus. It is powered
through a circuit breaker marked STDBY GYRO on the left cir-
cuit breaker panel. Power to the gyro is controlled by a switch
marked STDBY GYRO/OFF/TEST located on the pilot’s lower
instrument panel. The gyro has an emergency source of power
from an emergency battery pack located in the nose avionics
compartment of the airplane. If the airplane bus voltage falls
below a minimum amount, the standby gyro relay will activate
and gyro power will be supplied from the battery pack. This
battery pack also provides emergency instrument lighting for
the standby gyro, the copilot’s airspeed indicator, the copilot’s
altimeter, the copilot’s vertical speed indicator and the copilot’s
attitude indicator.
The battery pack is constantly charged by the airplane’s electri-
cal system, and should therefore be fully charged in the event
of an electrical power failure. The gyro power switch must be
ON for automatic transfer to battery power to occur. The stand-
by gyro will operate for a minimum of 30 minutes on battery
power. An amber POWER ON light next to the STDBY GYRO
switch illuminates when the gyro is turned ON and the air-
plane’s electrical system is not charging the emergency power
supply batteries. When the STDBY GYRO switch is held to the

spring-loaded TEST position, a self-test of the battery and cir-
cuits is accomplished. The green GYRO TEST light, also next to
the STDBY GYRO switch, will illuminate if the test is satisfactory
and the battery is sufficiently charged.
The gyro is caged by pulling the PULL TO CAGE knob and
rotating it clockwise.
Chapter 8
Hydraulics & Landing Gear
Table of Contents
Title Page
Landing Gear Safety Switches . . . . . . . . . . . . . . . . . . . . . . . . 8-1
HYDRAULICS & LANDING GEAR ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 8-i
8-ii FOR TRAINING PURPOSES ONLY CITATION V CHAPTER 8 ORIGINAL 11/13

Landing Gear Safety Switches
The landing gear safety switches installed on the Citation V

provide the following functions:
On Ground, Struts Compressed, Safety Switches Open
Enabled:
1. Generator-assisted engine start
2. Automatic ground cabin depressurization
3. Wheel brake anti-skid
4. Locked wheel crossover protection
5. Thrust reverser deployment
6. Ground idle system activation
7. Tailcone pressurization
Disabled:
1. Landing gear handle movement
2. Emergency pressurization control valve
3. Locked wheel touchdown protection
4. Air Data Computer
5. Stick shaker
6. AOA indexer operation (Safe Flight)
7. Altitude alert warning horn
8. Ground proximity warning system
9. Flight data recorder
10. Cockpit voice recorder
11. AOA sensor vane heat (Safe Flight)
12. Hobbs meter
13. Davtron digital clock flight time function
14. Panel light dimming
15. AOA indexer dimming
HYDRAULICS & LANDING GEAR ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 8-1
In Flight, Struts Extended, Safety Switches Closed
Enabled:
1. Landing gear handle movement
2. Emergency pressurization control valve
3. Locked wheel touchdown protection
4. Air Data Computer
5. Stick shaker
6. AOA indexer operation (Safe Flight)
7. Altitude alert warning horn
8. Ground proximity warning system
9. Flight data recorder
10. Cockpit voice recorder
11. AOA sensor vane heat (Safe Flight)
12. Hobbs meter
13. Davtron digital clock flight time function
14. Panel light dimming
15. AOA indexer dimming
Disabled:
1. Generator-assisted engine start
2. Automatic ground cabin depressurization
3. Wheel brake anti-skid
4. Locked wheel crossover protection
5. Thrust reverser deployment
6. Ground idle system activation
7. Tailcone pressurization

Landing Gear Extension/Retraction Speeds and Cycle Times
Maximum landing gear extension speed is 250 KIAS. Maximum
landing gear retraction speed is 200 KIAS. The landing gear
may remain extended up to VMO or MMO as applicable.
8-2 FOR TRAINING PURPOSES ONLY CITATION V CHAPTER 8 ORIGINAL 11/13

Chapter 9
Environmental System
Table of Contents
Title Page
Air Distribution System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Ambient Air Sources. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Emergency Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
ENVIRONMENTAL SYSTEM REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 9-i
Air Distribution System
As described in the Citation II Technical Manual for latest unit

number ranges specified.
Distribution Ducting and Air Outlets

In the flight compartment, conditioned air is routed to cockpit
foot warmer manifolds, cockpit vent shoulder warmers, and
cockpit armrest warmers (all located on both sides of the cock-
pit), and to the windshield and side window defog vents. The
overhead ducting supplies warm air to the cabin door seal.
Ambient Air Sources
On the Citation V, operation of the flood cooling system (if

installed) is limited to a maximum altitude of 10,000 feet. Op-
eration above 10,000 feet and/or for cabin heating purposes is
prohibited.
Emergency Oxygen System
The standard oxygen system includes a 76 cu-ft oxygen bottle

that will provide emergency oxygen for crew and six passen-
gers for up to one hour.
ENVIRONMENTAL SYSTEM REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 9-1
Chapter 10
Ice Protection Systems
Table of Contents
Title Page
Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
Anti-Ice Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
Surface Deice System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Engine Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Anti-Ice/Deice Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
ICE PROTECTION SYSTEMS REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 10-i
Overview
The inboard wing leading edges forward of each engine are

heated using bleed air.
Deice Boots
Pneumatic deice boots are installed on the outboard leading
edge of each wing and on the leading edge of the horizontal
stabilizer only.
Anti-Ice Systems
All anti-ice systems must be activated when operating in visible

moisture at indicated outside air temperatures (IOAT) between
+10°C (50°F) and -30°C (-22°F).
ICE PROTECTION SYSTEMS REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 10-1
Surface Deice System
No vertical stabilizer ice protection is provided.
1. Outboard Leading
Edge Boot
2. Horizontal
Stabilizer Boot
Because the Citation V features a laminar-flow wing, the pneu-

matic deice boots installed on the outboard leading edges of
the wing are divided into upper and lower chambers which
inflate and deflate independently of each other.
Pressure regulated bleed air is routed through two control

valves: one which supplies the lower wing boot chambers and
left horizontal stabilizer boot; and one which supplies the upper
wing boot chambers and right horizontal stabilizer boot. These
control valves also function as ejectors, producing approxi-
mately 2.5 inHg of suction each.
The surface deice system consists of pneumatic boots on the

leading edges of both wings and the horizontal stabilizer, two
control valves, a pressure regulator, an upper and a lower wing
pressure switch, a system timer, a control switch and a SUR-
FACE DEICE annunciator. The white SURFACE DEICE annun-
ciator will illuminate any time the left or right horizontal stabilizer
deice pressure switches sense a minimum of 21 PSI in the
corresponding pneumatic system. The system is protected by a
five-ampere circuit breaker marked SURFACE DEICE on the left
circuit breaker panel.
The system is normally put into operation by momentarily plac-

ing the surface deice switch to AUTO, which will cause the sys-
tem to complete one 18-second cycle and stop. During a cycle,
pneumatic pressure inflates the lower deice tubes in both wings
and the deice boot on the left horizontal stabilizer for six sec-
onds, followed by six seconds of complete system deflation.
The upper deice tubes in both wings and the deice boot on the
right horizontal stabilizer then inflate for six seconds, followed
by deflation and automatic termination of the cycle. A vacuum
is applied continuously to the boots when they are not being
cycled, in order to keep them deflated.
Once a system cycle has been started, it cannot be stopped

by the control switch. It may be stopped by pulling the surface
deice circuit breaker, which should be accomplished only as
an emergency measure in case of a timer malfunction in which
the system does not automatically terminate a cycle.
Manual operation of the system may be accomplished by hold-

ing the control switch in the MANUAL position. As long as the
control switch is held in MANUAL, all pneumatic tubes in the
system will inflate simultaneously, and will deflate when the
switch is released.
Note: Autopilot disconnect is recommended prior to manual

operation of the surface deice system. Manual activation of the
surface deice system will cause a mild pitch transient.
If the switch is placed in MANUAL during a cycle of automatic

operation, MANUAL will override the AUTO function and all the
tubes will simultaneously inflate, but the automatic cycle will
continue to time out.
The surface deice system should be used when ice buildup

is estimated to be between 1/4 and 1/2 inch thickness. Early
activation of the boots may result in ice bridging on the wing. If
ice is allowed to accumulate in excess of one inch, boot cycling
may not clear it. Wing inspection lights are provided to illumi-
nate the wings to observe ice buildup during night flight.
If icing conditions are anticipated after takeoff, operation of the

pneumatic boots should be functionally checked prior to take-
off. The pilot should also check the system for proper operation
prior to entering areas in which icing may be encountered.
During icing encounters, the crew should monitor the wing for
any evidence of a failed deice boot. During normal operation,
some ice will form on unprotected areas.
Warning: With any residual ice present do not attempt to fly

uncorrected VREF/VAPP speeds. Stall speeds increase and stall
warning margins decrease.
Caution: In icing conditions a small amount of residual ice may

perioducally remain on protected areas. This is normal but can
cause an increase in stall speeds. When any amount of residual
ice is visible, the stall speeds should be increased by 7 knots
and the VREF and VAPP speeds should be increased by 7 knots;
the landing distance and the maximum landing weight permit-
ted by brake energy limits should be corrected as defined in
the FAA Approved Airplane Flight Manual.
Note: When reconfiguring for approach and landing (i.e., flaps

extended and gear down), and any ice accretion is visible on
the wing leading edge, regardless of thickness, activate the
surface deice system. Continue to monitor the wing leading
edge for any reaccumulation.
Note: For increased rates of descent in icing conditions, the

use of landing flaps is recommended. This will allow a higher
power setting, greater than 75% N2 if necessary, to maintain en-
gine anti-icing capabilities.
The deice boots should not be operated when indicated out-

side air temperature (IOAT or RAT) is below -40°C (-40°F) since
cracking of the boots may occur below that temperature and
the boots may not fully deflate.
Engine Ice Protection
Engine ice protection is accomplished by bleed air heating

of induction air inlet components and bleed air heating of the
inboard wing leading edges forward of each engine.
10-4 FOR TRAINING PURPOSES ONLY CITATION V CHAPTER 10 REVISION 1 02/15

Inboard Wing Leading Edge Anti-Ice

The inboard wing leading edge anti-ice system operates in
conjunction with the engine bleed air anti-ice system and uses
bleed air-heated anti-ice panels to prevent the formation of ice
on the upper wing surface forward of the engines. Each remov-
able panel features a highly polished exterior that forms a 61”
section of its associated inboard wing leading edge.
Anti-Ice/Deice Systems
The anti-ice systems are designed to prevent ice formation on

the pitot tubes, static ports. windshields, the angle-of-attack
probe, the inboard wing leading edges and the engine inlet
cowls, and to protect against engine ice damage. The various
anti-icing functions use electrical power or engine bleed air and
are actuated by switches on the left panel and control knobs on
the copilot’s panel. Anti-ice systems should be turned on when
operating in visible moisture with an indicated OAT between
+10°C and -30°C.
Airplane Anti-Ice Systems
Engine Anti-Ice System

The engine anti-ice systems consist of bleed air heated en-
gine inlet leading edges and bleed air anti-ice protection of the
inboard wing leading edges in front of the engines. The engine
is anti-iced by directing hot bleed air through the engine by
means of electrically controlled stator and cowl valves on each
engine bleed air system. Hot engine bleed air flows constantly
through the engine bullet nose and the inlet guide vanes, inde-
pendently of the engine anti-ice system. Selecting engine anti-
ice also initiates continuous ignition.
The engine anti-ice is controlled by switches (LH/OFF/XFD and

RH/OFF/XFD) on the pilot’s switch panel. Activation of either en-
gine anti-ice system also activates the corresponding inboard
wing leading edge bleed air anti-ice. The inboard wing anti-ice
is separate from the pneumatic boot system of the outboard
wings and horizontal stabilizer, which is controlled by the sur-
face deice switch.
The inboard wing leading edge portion of the engine anti-ice

system on each side is comprised of a 61-inch diffuser panel,
extending from the wing fairing to the inboard edge of the deice
boot, a low temperature sensor, three high-temperature sensors
and a duct temperature sensor and modulator valve which op-
erate as a pair to regulate leading edge duct air temperature.
In case of failure of one or both leading edges to heat suffi-

ciently, the low temperature (300°F) sensor will cause the appli-
cable side ENG ANTI-ICE, LH or RH annunciator to illuminate.
Increasing engine power may not cause the light to extinguish.
If the light does not extinguish, the pilot should take action to
leave the icing conditions. Malfunctions which can cause the
ENG ANTI-ICE annunciators to illuminate are detailed below.
A crossfeed valve (XFD), installed between the two engine

bleed air systems, is designed to provide bleed air anti-icing to
the opposite inboard wing leading edge in case of an engine
failure. Due to system design characteristics, it will not provide
engine anti-ice to the opposite engine, nor should it be depend-
ed on to provide opposite inboard wing leading edge anti-ice
protection if both engines are operating.
Note: The crossfeed (XFD) position is designed to provide

anti-ice protection to both wings in the event of an inoperative
engine. Crossfeed disables the affected inlet temperature and
stator valve position inputs to the anti-ice failure annunciators,
which in a multi-engine situation could give a false indication of
satisfactory operation if the failure was actually engine related.
Selecting crossfeed disables the engine stator valve and inlet

temperature sensors in order to extinguish the failed engine
anti-ice annunciation and to provide failure annunciation ca-
pability for the wing leading edge. It is possible to use the
crossfeed position in a multi-engine situation; however, it is not
recommended due to the consequent disabling of the anti-ice
failure annunciation for the affected (XFD selected) engine. The
only situation in which XFD would benefit multi-engine opera-
tion would be the unlikely failure of the wing anti-ice valve to the
closed position, as indicated by an engine anti-ice failure light
accompanied by ice on the wing leading edge and no ice on
the engine inlet. If the crew elects to use crossfeed in this case,
they must be able to visually verify that the affected engine
inlet remains clear and that ice clears from the leading edge if
the annunciator extinguishes when XFD is selected. The best
choice is to exit the icing environment as soon as practical.
Cockpit indications of proper system function may be obtained
from the RPM and ITT gages. A rise in ITT and a drop in RPM,
when anti-ice is selected on, indicates that the wing anti-ice,
inlet cowl, and stator valves have opened and that bleed air
extraction is taking place.
With the respective engine anti-ice switch on, an ENG ANTI-

ICE, LH or RH annunciator will illuminate for any of the following
conditions:
1. The stator valve fails to open.
2. Engine cowl leading edge air temperature is below 252°F.
3. Inboard wing bleed air temperature is below 300°F.
A five-second delay is normal from the time the switch is turned

on until the valves actuate. The stator valve and inlet tempera-
ture inputs to the annunciator are disabled in crossfeed.
Illumination of the WING O’HEAT, LH or RH annunciator indi-

cates that a temperature of 160°F or higher exists in the respec-
tive wing leading edge or in the vicinity of the bleed air duct in
the respective wing fairing. Illumination of this light should be
momentary as activation of the 160°F switches will result in the
respective wing anti-ice valve closing as long as the overtem-
perature condition exists.
Upon initiating system operation, the LH and RH ENG ANTI-ICE

annunciators will illuminate, indicating operating temperature
has not been achieved. The time for the lights to extinguish af-
ter initiating operation will vary with outside air temperature and
engine power setting. Normally, no more than two minutes are
required at cruise or climb thrust settings. During descent into
anticipated icing conditions, due to the normally associated low
power settings, it is advisable to turn on the system well before
entering the visible moisture environment. In flight an initial set-
ting of greater than 80% N2 is required to extinguish the anti-ice
fail annunciator. Once the conditions necessary to extinguish
the lights are satisfied, a minimum power setting of approxi-
mately 75% turbine (N2) RPM will sustain operation.
Engine enti-ice is, as the name implies, designed as a preven-

tive system. Its use should be anticipated and the system actu-
ated any time flight in visible moisture with indicated OAT from
+10°C to -30°C is imminent. Failure to turn on the system before
ice accumulation has begun may result in engine damage due
to ice ingestion. For sustained ground operation in visible mois-
ture at +10°C to -30°C, the system should be turned on one

minute out of four with N2 set above 65%.
Because of engine bleed air extraction with system operation,

maximum allowable power settings are reduced as shown in
Section IV of the FAA Approved Airplane Flight Manual.
Loss of electrical power to the engine anti-ice valves will cause

them to fail to the open position, ensuring anti-ice capability.
This fact must be considered when setting engine power if a
complete electrical failure, or failure of electrical power to the
engine anti-ice system, should be experienced.
Chapter 11
Limitations
Table of Contents
Title Page
Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Airspeed Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Operating Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
Engine Operating Limitations . . . . . . . . . . . . . . . . . . . . . . . . 11-5
Battery and Starter Cycle Limitations . . . . . . . . . . . . . . . . . . 11-6
Oil Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
Fuel Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
Fuel Temperature and Density Limitations . . . . . . . . . . . . . . 11-9
Hydraulic Fluid Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
Flight Crew Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-10
Cabin Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-10
Pressurization Differential . . . . . . . . . . . . . . . . . . . . . . . . . . 11-10
Icing Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-10
Thrust Reversing Limitations. . . . . . . . . . . . . . . . . . . . . . . . 11-11
Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12
HF/ADF System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12
LIMITATIONS REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 11-i

Overview
This chapter provides a comprehensive listing of operational

limitations for the safe operation of the Citation V airplane, its
engines, systems, and equipment.
Note: The limitations given in this section are for training pur-
poses only. Consult the FAA approved Airplane Flight Manual
(AFM) and supplements thereof for limitations specific to your
airplane.
LIMITATIONS REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 11-1

Airspeed Limitations

Airspeed

Maximum Operating Speed
Mmo (Mach)
Above 28,907 Feet (11,200 ZFW) 0.755 Mach
Above 31,400 Feet (12,200 ZFW) 0.755 Mach
Maximum Operating Speed

Vmo (Knots)
8,000~28,907 Feet(11,200 LB ZFW) 292 KIAS
8,000~28,907 Feet(12,200 LB ZFW) 276 KIAS
Below 8,000 Feet 261 KIAS
Per Sec II of FAA Approved
Maneuvering Speed Airplane Flight Manual
Va
Maximum Flap
Extended Speed
Vfe (Knots)
7°/15° Flaps 200 KIAS
35° Flaps 173 KIAS
Maximum Landing Gear

Operating Speed
Vlo (Knots)
Extend 250 KIAS
Retract 200 KIAS
Maximum Landing Gear

Extended Speed
Vle (Knots) 292 KIAS

Maximum Speed Brake
Operating Speed
Vsb (Knots) No Limit
Minimum Controllable
Airspeed
Vmca (Knots) 85 KIAS
Minimum Controllable
Ground Speed
Vmcg (Knots) 86 KIAS
Maximum Tire
Ground Speed 165 KIAS
Autopilot Operation 0.755 Mach/292 KIAS
Operating Limitations
Weight Limitations
aximum Ramp Weight.............................................16,100 LBS

M
Maximum Takeoff Weight...........................................15,900 LBS
Maximum Landing Weight..........................................15,200 LBS
Maximum Zero Fuel Weight (std)...............................11,200 LBS
Maximum Zero Fuel Weight (opt)...............................12,200 LBS
Note: Maximum takeoff and landing weights may be additionally

restricted due to altitude, temperature and field length.
Center of Gravity Limits
Forward Limit:
11,500 LBS or less ................................................293.71 inches
. aft of reference datum.
15,900 LBS or less.................................................296.03 inches
Aft Limit:
15,900 LBS or less.................................................304.23 inches
Takeoff and Landing Limitations
Maximum Altitude...................................................... 14,000 Feet

Maximum Tailwind
Component..................................................................... 10 Knots
Maximum Runway
Water/Slush Accumulation.............................................. 0.5 Inch
Maximum Ambient
Temperature...................................................ISA + 39°C (130°F)
Minimum Ambient
Temperature............................................................ -54°C (-65°F)
Note: Autopilot and yaw damper must be OFF for takeoff and
landing. Vertical navigation system must be OFF below 500 feet
AGL.

Flight Load Factor Limitations
15,900 LBS maximum takeoff weight

Flaps Up............................................... + 3.8G, -1.52G
Flaps 7°-35°............................................ + 2.0G, 0.0G
15,200 LBS landing........................................................... + 3.5G

Note: These accelerations limit the angle-of-bank in turns and
severity of pullup maneuvers.
Note: This airplane is certificated in the normal category. The

normal category is applicable to aircraft intended for non-aer-
obatic operations. Aerobatic maneuvers and spins are prohib-
ited. No intentional stalls are permitted above 25,000 feet .
En Route Limitations
aximum Operating Altitude..................................... 45,000 Feet

M
Temperature Limits...................................................... ISA +39°C
Generator Load............................................................ 300 Amps
Note: Maximum en route operating temperature limit is ISA

+39°C ambient temperature adjusted for ram rise or indicated
outside air temperature (IOAT), whichever is less.
Engine Operating Limitations
Number of Engines........................................................................................2
Engine Manufacturer......................................... Pratt & Whitney Canada, Inc.
Engine Model...................................................................................JT15D-5A
Engine Type........................................... Medium-bypass, axial-flow turbofan
Engine Bypass Ratio............................................................................2.1 to 1
Engine Thrust Rating............................................................... 2900 LBS each
100% = 32,760 100% = 15,904

N2 N1
Thrust Time Limit Maximum Oil Pressure Oil Temp.

Setting Minutes ITT°C RPM % RPM % PSIG (2) °C
Takeoff 5 700 (4) 31,450 96 16,540 104 (6) 60 - 83 10 - 121
Maximum
Continuous Continuous 680 31,450 96 16,540 104 (6) 60 - 83 0 - 121
Flight Idle Continuous 580 31,450 52 16,540 --- 40 -40 - 121

(min)
Ground Idle Continuous 580 16,000 46.0 --- --- 40 -40 - 121
(min) (3) (min)
Starting --- (1) --- --- --- --- --- -40

(min)
Transient --- 700 (4) 31,450 96 16,540 106 (5) -18 - 129
1. Maximum ITT limited to 550° for 7 seconds, 650° for 2 seconds.

2. Normal oil pressure is 60 to 83 PSIG at engine speeds above 50% N2. Oil pressures under
60 PSIG are undesirable, and are allowed only under emergency conditions in order to
complete a flight. Oil pressures below 40 PSIG are unsafe and require engine shut down,
or landing as soon as possible using minimum power required to sustain flight.
3. Ground idle is 46% N2 at sea level, and will increase slightly as elevation increases above
sea level.
4. ITT indications in excess of 700°C during takeoff or in excess of 680°C for more than 5
minutes require reference to the Engine Maintenance Manual.
5. The maximum transient oil pressure can be 95 PSIG for 90 seconds.
6. Refer to the appropriate thrust setting charts for percent fan RPM (N1) setting.
Engine Fan
To ensure accurate fan speed thrust indication, the fan must be

inspected for damage prior to each flight.

Battery and Starter Cycle Limitations
During a generator assisted cross-start or when external power

is used for engine starting, starter operation is limited to two at-
tempts within 30 minutes, with a 30-second rest period between
start attempts.
When battery power alone is used for engine starting, starter

operation is limited to three attempts within 30 minutes.
Battery Limitations
1. If battery limitation is exceeded, a deep cycle, in-

cluding a capacity check, must be accomplished to
detect possible cell damage. Refer to Chapter 24 of
the Maintenance Manual for procedure.
2. Three generator-assisted cross starts are equal to
one battery start.
3. If an external power unit is used for start, no battery
cycle is counted.
4. Use of an external power source with voltage in
excess of 28 VDC or current in excess of 1000 amps
may damage the starter.
Note: Starting ITT exceeding 550°C should be investigated in

accordance with Maintenance Manual.
Prolonged Ground Operations
Continuous engine ground static operation up to and including

five minutes at takeoff thrust is limited to ambient temperatures
not to exceed ISA + 39°C. Continuous ground operation of
the generator above 125 amps at ground idle (46% N2) or 225
amps at flight idle (52% N2) is prohibited. Limit ground opera-
tion of pitot/static heat to two minutes to preclude damage to
the angle-of-attack system. Operation in the GND bleed mode
at power settings greater than 70% N2 for the right engine is
prohibited.
Oil Limitations
Approved Oils
Mobile Jet Oil II or 254, Exxon Turbo Oil 2380, Aeroshell Tur-
bine 560 or 500, Castrol 5000, and Royco Turbine Oil 560 or
500. In addition, The engine should be serviced with approved
synthetic oils listed in the most current revision of P&WC SB
7001.
Caution: When changing from an existing lubricant formulation

to a “third generation” lubricant formulation (Aero Shell/Royco
Turbine Oil 560 or Mobile Jet 254), the engine manufacturer
strongly recommends that such a change should only be made
when an engine is new or freshly overhauled. For additional
information on use of third generation oils, refer to the engine
manufacturer’s pertinent oil service bulletins.
Note: Do not mix types or brands of oil.
Should it be necessary to replenish oil consumption loss when

oil of the same brand (as contents in tank) is unavailable, then
the following requirements apply:
1. The total quantity of added oil does not exceed two

US quarts in any 400-hour period.
2. If it is required to add more than two US quarts of
dissimilar oil brands, drain and flush complete oil
system and refill with an approved oil in accordance
with Engine Maintenance Manual instructions.
Should oils of non-approved brands or of different viscosities

become intermixed, drain and flush complete oil system and re-
fill with an approved oil in accordance with Engine Maintenance
Manual instructions.
Note: Minimum starting oil temperature is -40°C.

Fuel Limitations
Approved Fuels
The following approved fuels comply with the latest revision of

Pratt & Whitney Canada Specification 204 and Pratt & Whitney
Canada Service Bulletin 7144.
Approved fuels are JET A, JET A-1, JET B, JP-4, JP-5, or JP-8,
all with 0.06% to 0.15% PFA55MB anti-icing additive in solu-
tion. When preblended fuel is not available, anti-icing additives
conforming to MIL-I-27686E (Ethylene Glycol Monomethyl Ether
(EGME)) or MIL-I-85470 (Diethylene Glycol Monomethyl Ether
(DIEGME)) specifications such as “Prist” may be introduced
directly into the nozzle fuel stream during servicing. Concen-
trations of less than 0.06% (20 fluid ounces of additive per
260 gallons of fuel or more) may be insufficient to prevent fuel
system icing or microbiological contamination. Conversely,
concentrations of more than 0.15% (20 fluid ounces of additive
per 104 gallons of fuel or less) could cause damage to internal
components of the fuel system or erroneous fuel quantity indi-
cations.
Caution: EGME and DIEGME are aggressive chemicals and

should not exceed 0.15% of fuel volume. Improperly handled,
these materials will damage the epoxy primer and sealants
used in the fuel tanks, O-ring seals, and any part of the air-
plane’s exterior finish with which it comes in contact.
Warning: Anti-icing additives containing EGME or DIEGME are

harmful if inhaled, swallowed, or absorbed through the skin,
and will cause eye irritation. Refer to all instructions and warn-
ings regarding toxicity and flammability before using these
materials.
AVGAS Use
All grades of aviation gasoline (AVGAS) conforming to MIL-

G-5572 specifications are approved for use under emergency
circumstances only. If used during flight, boost pumps should
be activated and airplane altitude should not exceed 18,000
feet. Use of AVGAS is limited to no more than 3500 US gallons
or 50 hours of engine operation during any period between en-
gine overhaul. For record keeping purposes, 1 hour of engine
operation may be considered equivalent to 70 US gallons.
Fuel Temperature and Density Limitations
Approved Fuel Types
Jet A, A-1,
A-2, Jet B, Aviation
JP-5, -8 JP-4 Gasoline
Minimum Fuel
Temperature
(Takeoff) -29°C -54°C -54°C
(Starting) -23°C -54°C -54°C
Maximum
Fuel Temperature +50°C +50°C +32°C
Maximum Altitude 45,000’ 45,000’ 18,000’
Fuel Control Density
(Adjustment for
Optimum Engine
Acceleration) 0.81 0.79 0.73
Maximum Fuel Imbalance
Maintaining fuel load symmetry during servicing is unneces-

sary; however, the maximum permissible asymmetry is 200 LBS
during normal flight operations, and 600 LBS in an emergency.
Flight characteristics have not been demonstrated with fuel
load imbalance exceeding 200 LBS.
Boost Pumps
The boost pumps should be activated when the [LH] or [RH]

[FUEL LOW LEVEL] annunciators illuminate or when indicated
fuel quantity is 185 LBS or less. During fuel crossfeeding, the
boost pump opposite the selected tank should be switched off.
Hydraulic Fluid Limitations
The only approved hydraulic fluids are Skydrol 500A, B, B-4, C,

or LD-4 or Hyjet W, Hyjet III, IV, or IVA.

Flight Crew Limitations
inimum flight crew required for Category I operations is one

M
pilot who holds a C-500 type rating and who satisfies require-
ments of FAR 61.58 for two-pilot operation, and one copilot who
holds a multi-engine rating and satisfies requirements of FAR
61.55. Category II operation requires a pilot and copilot who
both satisfy requirements of FAR 61.3.
Cabin Limitations
For takeoff and landing, all seats must be upright and outboard.
The seat adjacent to the emergency exit must be fully tracked
toward the rear of the airplane to ensure unobstructed access
to the emergency exit.
Pressurization Differential
Normal (both valves)................................ 0.0 to 8.9 PSI ±0.1 PSI
Icing Limitations
All anti-ice systems must be activated when operating in visible

moisture at indicated outside air temperatures (IOAT) between
+10°C (50°F) and -30°C (-22°F). The surface deice system
should be activated when ice accumulations of at least 1/4” to
1/2” are observed on the leading edge of either outboard wing.
Activation of the system with accumulations of less than 1/4”
may result in ice bridging on the wing. Accumulations greater
than 1/4” may exceed the system’s ice removal capabilities.
Operation and/or testing of the system at IOAT below -40°C
(-40°F) may result in boot cracking or failure of the boots to fully
deflate.
The aircraft must be clear of all deposits of snow, ice, and frost
adhering to the lifting and control surfaces immediately prior to
takeoff.
Prolonged flight in severe icing conditions should be avoided

as this may exceed the capabilities of the aircraft ice protection
systems.
Note: Isopropyl alcohol conforming to TT-I-735 should be used

for windshield ice protection.
Approach and Landing In Icing Conditions
If residual ice is suspected or observed on the wing leading

edges, Vref, Vapp, and landing distance must be increased as
prescribed in the residual ice landing correction factors table
published in the AFM.
Thrust Reversing Limitations
During landing roll-out, reverse thrust power must be reduced

to idle (thrust reverser levers at the idle reverse detent position)
when airplane speed reaches 60 KIAS.
Maximum reverse thrust is limited to 86% N1 at ambient tem-

peratures above -18°C or 79% N1 at ambient temperatures
below -18°C.
Maximum allowable thrust reverser deployed time is 15 minutes

in any 1-hour period.
Engine static ground operation is limited to idle power if thrust

reversers are deployed.
Deployment of thrust reversers is prohibited when the aircraft is

operating on sod, dirt, or gravel runways.
Oxygen System
The standard pressure demand oxygen mask qualifies as a

quick-donning mask only if it is properly stowed.
Continuous use of the supplemental oxygen system with the

cabin altitude above 25,000 feet with passengers, or above
37,000 feet, crew only, is prohibited.
Note: Headsets, eyeglasses or hats worn by the crew may inter-

fere with the quick-donning capabilities of the optional oxygen
masks.

Autopilot
During autopilot operation, either the pilot or copilot must be

seated in the flight compartment with seat belt fastened.
The autopilot torque monitor must be functionally tested; if

torque monitor functional test is not successful and/or if the
[AP TORQUE] annunciator does not illuminate, autopilot opera-
tion is prohibited above 14,500 feet.
Continued autopilot operation is prohibited following abnormal

operation or malfunctioning prior to corrective maintenance.
HF/ADF System
The ADF bearing information may be erratic when keying the

HF transmitter. Should this occur, disregard the ADF bearing
during periods of transmission.
Chapter 12
Normal, Abnormal, Emergency Procedures
Table of Contents
Title Page
Operating Procedures—General . . . . . . . . . . . . . . . . . . . . . 12-1
NORMAL PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
Preliminary Cockpit Inspection. . . . . . . . . . . . . . . . . . . . . . . 12-3
Exterior Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Cabin Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
Cockpit Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
Before Starting Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
Starting Engines (Either Engine First). . . . . . . . . . . . . . . . . 12-11
Before Taxiing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-13
Taxiing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-14
Before Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-16
Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-16
After Takeoff—Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-16
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-17
Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-17
Before Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-18
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-20
After Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-21
Shutdown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-21
Turbulent Air Penetration. . . . . . . . . . . . . . . . . . . . . . . . . . . 12-22
Flight into Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-23
Anti-Ice and Deice Systems . . . . . . . . . . . . . . . . . . . . . . . . 12-23
Operations in Severe Icing Conditions. . . . . . . . . . . . . . . . 12-27
Angle-of-Attack/Stall Warning System. . . . . . . . . . . . . . . . . 12-29
Cold Weather Operations. . . . . . . . . . . . . . . . . . . . . . . . . . 12-30
NORMAL, ABNORMAL, EMERGENCY PROCEDURES 11/13 FOR TRAINING PURPOSES ONLY 12-i
Table of Contents (continued)
Title Page
Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-31

Honeywell Single EDZ-605 Electronic Flight
Instrument System (EFIS) . . . . . . . . . . . . . . . . . . . . . . . . . . 12-31
Low Fuel Level Warning System. . . . . . . . . . . . . . . . . . . . . 12-32
Secondary Cabin Door Seal. . . . . . . . . . . . . . . . . . . . . . . . 12-32
Copilot’s Electric Elevator Trim . . . . . . . . . . . . . . . . . . . . . . 12-32
ABNORMAL PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . 12-33
False Engine Start (Engine Does Not Light). . . . . . . . . . . . 12-33

Engine Starter Will Not Disengage . . . . . . . . . . . . . . . . . . . 12-33
Engine Fire during Ground Shutdown
(High or Sustained ITT). . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-33
Low Oil Pressure (Oil Press Warn Light On). . . . . . . . . . . . 12-33
Low Oil Pressure (Oil Press Warn Light Off). . . . . . . . . . . . 12-34
Low Fuel Pressure (Fuel Low Press Light On). . . . . . . . . . . 12-34
Low Fuel Quantity (Fuel Low Level Light On). . . . . . . . . . . 12-34
Fuel Boost Pump On (Fuel Boost On Light On) . . . . . . . . . 12-34
Fuel Filter Bypass (Fuel Fltr Bypass Light On) . . . . . . . . . . 12-34
Single Generator Failure (Gen Off Light On). . . . . . . . . . . . 12-35
Single Inverter Failure (Inverter Fail 1 or 2 Lights
and AC Fail Light On). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-35
Bleed Air Ground (Bld Air Gnd Light On). . . . . . . . . . . . . . 12-35
Environmental System Air Duct Overheat
(Air Duct O’Heat Light On) . . . . . . . . . . . . . . . . . . . . . . . . . 12-35
Automatic Cabin Temperature Controller Inoperative. . . . . 12-36
Emergency Pressurization On
(Automatic Actuation) (Emerg Press On Light On). . . . . . . 12-37
Cabin Altitude above Selected Altitude . . . . . . . . . . . . . . . 12-37
Air Cycle Machine (ACM) Overpressure
(ACM O’Press Light On). . . . . . . . . . . . . . . . . . . . . . . . . . . 12-38
Vacuum System Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-38
Electric Trim Inoperative. . . . . . . . . . . . . . . . . . . . . . . . . . . 12-38
Jammed Elevator Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . 12-39
Autopilot Torque Fails to High Torque
(AP Torque Light On). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-39
Title Page
Autopilot Roll Monitor Fails (AP Roll Monitor Light On). . . . 12-39
Engine Anti-Ice Failure (Eng Anti-Ice Light On) . . . . . . . . . 12-40
Wing Bleed Air Overheat (Wing O’Heat Light On) . . . . . . . 12-40
Windshield Bleed Air Failure. . . . . . . . . . . . . . . . . . . . . . . . 12-40
Windshield Air Overheat (W/S Air O’Heat Light On). . . . . . 12-41
Pitot-Static Heater Failure
(P/S Htr Off LH or RH Light May Be On). . . . . . . . . . . . . . . 12-41
Copilot’s Pitot-Static Instrument Indications Erratic. . . . . . . 12-42
Angle-of-Attack Probe Heater Failure
(AOA Htr Fail Light On). . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-42
EFIS Electronic Display Indicator Failure
(EADI OR EHSI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-42
EFIS Heading Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-42
EFIS Cooling Fan Failure (Disp Fan Light On) . . . . . . . . . . 12-43
EFIS Electronic Display Indicator Overtemperature
(EADI or EHSI Hot Light On). . . . . . . . . . . . . . . . . . . . . . . . 12-43
Landing Gear Will Not Extend. . . . . . . . . . . . . . . . . . . . . . . 12-44
Low Hydraulic Flow (Hyd Flow Low Light On) . . . . . . . . . . 12-44
Antiskid System Failure (Antiskid Inop Light On
Power Brake Low Press Light Out). . . . . . . . . . . . . . . . . . . 12-45
Hydraulic System Remains Pressurized
(Hyd Press On Light Remains On after System
Cycle Is Completed). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-45
Door Not Locked (Door Not Locked Light On). . . . . . . . . . 12-46
Cabin Door Pressure Seal Failure
(Door Seal Light On). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-46
Low Hydraulic Fluid Level (Hyd Low Level Light On). . . . . 12-46
Power Brake System Failure (Power Brake
Low Press and Antiskid Inop Lights On). . . . . . . . . . . . . . . 12-47
Wheel Brake Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-47
Master Warning Light On Steady . . . . . . . . . . . . . . . . . . . . 12-47
Single-Engine Reversing. . . . . . . . . . . . . . . . . . . . . . . . . . . 12-48
Single-Engine Approach and Landing. . . . . . . . . . . . . . . . 12-48
Ground Idle (Ground Idle Light On in Flight) . . . . . . . . . . . 12-49
Single-Engine Go-Around. . . . . . . . . . . . . . . . . . . . . . . . . . 12-50
NORMAL, ABNORMAL, EMERGENCY PROCEDURES 11/13 FOR TRAINING PURPOSES ONLY 12-iii
Title Page
Flaps Inoperative Approach and Landing
(Not in Landing Position). . . . . . . . . . . . . . . . . . . . . . . . . . . 12-50
Firewall Shutoff Valve Closed (F/W Shutoff Light On). . . . . 12-51
Angle-of-Attack and/or Slow/Fast Indicator Flagged . . . . . 12-51
Nose Avionics Overtemperature
(Nose Comp O’Temp Light On). . . . . . . . . . . . . . . . . . . . . . 12-52
Use of Supplemental Oxygen (Unpressurized) . . . . . . . . . 12-53
Severe Icing Encounter. . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-54
EMERGENCY PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . 12-57
Engine Failure or Fire during Takeoff. . . . . . . . . . . . . . . . . . 12-57

Engine Failure/Precautionary Shutdown. . . . . . . . . . . . . . . 12-58
Engine Failure during Coupled Approach . . . . . . . . . . . . . 12-58
Emergency Restart—One Engine . . . . . . . . . . . . . . . . . . . 12-59
Emergency Restart—Two Engines . . . . . . . . . . . . . . . . . . . 12-60
Airstart Envelope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-61
Engine Fire (Engine Fire Switch Illuminated). . . . . . . . . . . . 12-62
Electrical Fire or Smoke. . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-62
Battery Overheat (Batt O’Temp Light On). . . . . . . . . . . . . . 12-65
Loss of Both Generators. . . . . . . . . . . . . . . . . . . . . . . . . . . 12-68
AC Power Failure (Both Inverter Fail 1 and 2, AC Fail,
and Master Warning Lights On) Dual Inverter Failure. . . . . 12-70
AC Power and/or Distribution Failure (AC Fail
Light On after Master Warning Has Been Reset,
Inverter Fail 1 and 2 Lights Out). . . . . . . . . . . . . . . . . . . . . 12-72
EFIS Symbol Generator Failure. . . . . . . . . . . . . . . . . . . . . . 12-72
EFIS Symbol Generator Overheat (SG Hot Light On). . . . . 12-73
Overpressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-73
Cabin Decompression (Cab Alt 10000 Ft Warning
Light On). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-74
Emergency Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-75
Environmental System Smoke or Odor. . . . . . . . . . . . . . . . 12-75
Smoke Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-76
Thrust Reverser Inadvertent Deployment during Takeoff. . 12-77
Thrust Reverser Inadvertent Inflight Deployment. . . . . . . . 12-78
Thrust Reverser Unlock Light On in Flight. . . . . . . . . . . . . . 12-78
Thrust Reverser Arm Light On in Flight. . . . . . . . . . . . . . . . 12-79
12-iv FOR TRAINING PURPOSES ONLY CITATION V CHAPTER 12 REVISION ORIGINAL 11/13
Title Page
Autopilot Hardover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-79
Electric Elevator Runaway Trim. . . . . . . . . . . . . . . . . . . . . . 12-80
Maximum Glide—Emergency Landing. . . . . . . . . . . . . . . . 12-80
Inadvertent Stall (Stick Shaker, Buffet, and/or Roll-off). . . . 12-81
Emergency Evacuation. . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-82
NORMAL, ABNORMAL, EMERGENCY PROCEDURES 11/13 FOR TRAINING PURPOSES ONLY 12-v
12-vi FOR TRAINING PURPOSES ONLY CITATION V CHAPTER 12 REVISION ORIGINAL 11/13
OPERATING PROCEDURES—GENERAL
The operating procedures contained in this manual have been

developed and recommended by Cessna Aircraft Company
and are approved by the FAA for use in the operation of this
airplane.
This section contains the normal, abnormal and emergency
procedures for your airplane. For your convenience, definitions
of these terms are listed in AFM Section I.
Some emergency situations require immediate corrective ac-
tion. These numbered steps are printed in boxes in the emer-
gency procedures and should be done without the aid of the
checklist.
NORMAL, ABNORMAL, EMERGENCY PROCEDURES 11/13 FOR TRAINING PURPOSES ONLY 12-1
NORMAL PROCEDURES
PRELIMINARY COCKPIT INSPECTION
1. Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . UNLOCKED

2. Gear Handle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
3. Elevator Trim. . . . . . . . . . . . . . POSITION trim tab indicator
within takeoff trim range
4. Flap Handle. . . . . . . . . . . AGREES WITH FLAP POSITION
5. Left and Right Circuit Breakers. . . . . . . . . . . . . . . . . . . . . IN
6. Generators . . . . . . . . . . . . . GEN (OFF, if external power is
to be used for start)
7. All other switches . . . . . . . . . . . . . . . . . . . . . OFF or NORM
8. Throttles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
9. Battery Switch. . . . . . . . . . . . . . . BATT (24 volts minimum)
10. Recognition Lights . . . . . . . . . . ON—Check illumination on
ground—OFF
11. Landing Lights. . ON—Check illumination on ground—OFF
NOTE
Omit checking the landing and other exterior lights if night
flight is not anticipated. Expedite check if external power
unit is not used.
12. Other Exterior Lights and

Passenger Advisory Lights. . . . ON—Check Illumination—OFF
13. Pitot/Static Heat. . . . . . . . . . . . . . . ON—30 seconds—OFF
14. Battery Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
15. Documents . . . . . . . . . . . . . . . . . . . . . . . CHECK ABOARD
a. To be displayed in airplane at all times:
1. Airworthiness and Registration Certificates.
2. Transmitter License(s)
b. To be carried in the airplane at all times:
1. FAA Approved Airplane Flight Manual
NORMAL PROCEDURES 11/13 FOR TRAINING PURPOSES ONLY 12-3

EXTERIOR INSPECTION
During inspection, make a general check for security, condition

and cleanliness of the airplane and components. Check partic-
ularly for damage; fuel, oil and hydraulic fluid leakage; security
of access panels; and removal of keys from locks.
1. Left Nose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

a. Static Ports. . . . . . . . . . . . . . . . . . . CLEAR and WARM
b. Baggage Door. . . . . . . . . . . . . SECURE and LOCKED
c. Nose Gear, Doors, Wheel and Tire . . . CONDITION and
SECURE
d. Pitot Tube. . . . . . . . . . . . . . . . . . . . . . CLEAR and HOT
2. Right Nose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Pitot Tube. . . . . . . . . . . . . . . . . . . . . . CLEAR and HOT
b. Windshield Alcohol Reservoir Sight Gage. . . . . . FLUID
VISIBLE
c. Brake and Gear Pneumatic Pressure Gage . . . GREEN
ARC
d. Power Brake Accumulator Charge . . . . LIGHT GREEN
ARC (precharged pressure)
or DARK GREEN ARC (operating pressure)
e. Brake Fluid Reservoir Sight Gages. . . . FLUID VISIBLE
f. Baggage Door. . . . . . . . . . . . . SECURE and LOCKED
g. Overboard Vent Lines . . . . . . . . . . . . . . . . . . . . CLEAR
h. Static Ports. . . . . . . . . . . . . . . . . . . . CLEAR and WARM
i. Angle-of-Attack Sensor. . CLEAR, HOT and ROTATES
3. Right Wing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Dorsal Fin Air Inlet. . . . . . . . . . . . . . . . . . . . . . . CLEAR
b. Pylon Tailcone Air Inlet. . . . . . . . . . . . . . . . . . . . CLEAR
c. Forward T1 Sensor. . . . . . . . . . . . . . . . . . . CONDITION
d. Engine Fan Duct and Fan . . . . . . . . . . . . . CONDITION
NOTE
If fan is windmilling, install exhaust cover to stop. If any
damage is observed, refer to Chapter 72 of the Engine
Maintenance Manual.
EXTERIOR INSPECTION (CONT)
e. Generator Cooling Air Inlet . . . . . . . . . . . . . . . . CLEAR

f. Wing Inspection Light . . . . . . . . . . . . . . . . CONDITION
g. Anti-Ice Bleed Air Cooling Air Inlet . . . . . . . . . . CLEAR
h. Heated Leading Edge. . . . . . . CONDITION and VENTS
CLEAR
i. Verify proper installation and adhesion of the Stall
Strips installed on the wing deice boots.
j. Fuel Quick Drains . . . . . . . . . DRAIN and CHECK FOR
CONTAMINATION (6)
k. Fuel Filter Drain. . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN
l. Main Gear Door, Wheel,
Tire and Landing Light. . . . . CONDITION and SECURE
m. Deice Boot. . . . . . . . . . . . . . CONDITION and SECURE
n. Fuel Filler Cap. . . . . . . . . . . . . . . . . . . . . . . . . SECURE
o. Fuel Tank Vent. . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
p. Navigation, Strobe and
Recognition Lights. . . . . . . . . . . . . . . . . . . CONDITION
q. Static Wicks. . . . . . . . . . . . . . . . . . . . . . . . . CHECK (5)
NOTE
No more than three static wicks may be missing from en-
tire airframe, and no two may be missing consecutively.
r. Aileron, Flap and Speed Brakes . . . . . CONDITION and

SECURE
4. Right Nacelle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Oil Level. . . . . . . . . . . . . CHECK; Filler Cap and Access
Door—SECURE
b. Generator Cooling Air Exhaust . . . . . . . . . . . . . CLEAR
c. Engine Fluid Drain Mast. . . . . . . . . . . . . . . . . . . CLEAR
d. Engine Exhaust and Bypass Ducts. . . CONDITION and
CLEAR
e. Aft T1 Sensor . . . . . . . . . . . . . . . . . . . . . . . CONDITION
f. Thrust Reverser Buckets. . . CONDITION and STOWED

5. Right Empennage. . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

a. Deice Boot Overboard Vents. . . . . . . . . . . . . . . CLEAR
b. Air Conditioning Overboard Exhaust. . . . . . . . . CLEAR
c. Hydraulic Service Door. . . . SECURE, drain mast clear
d. Anti-Ice Bleed Air Cooling Air Exhaust . . . . . . . CLEAR
e. Right Horizontal
Stabilizer Deice Boot. . . . . . CONDITION and SECURE
f. Right Elevator and Trim Tab. . . . . . . . . . . . CONDITION
Assure trim tab position matches elevator trim tab posi-
tion indicator.
g. Tail Mounted Rotating Beacon Light. . . . . CONDITION
h. Tail Skid. . . . . . . . . . . . . . . . CONDITION and SECURE
i. Rudder and Trim Tab. . . . . . . SECURE and CORRECT
SERVO TAB ACTION
j. Static Wicks (Rudder, Vertical
Stabilizer and Both Elevators). . . . . . . . . . . CHECK (8)
NOTE
tire airframe, and no two may be missing consecutively. All
four elevator static wicks (4) must be installed.
k. Left Elevator and Trim Tab . . . . . . . . . . . . CONDITION

Assure trim tab position matches elevator trim tab posi-
tion indicator.
l. Left Horizontal Stabilizer Deice Boot. . CONDITION and
SECURE
m. Oxygen Blowout Disc . . . . . . . . . . . . . . . . . . . . GREEN
6. Aft Compartment. . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Hydraulic Fluid Quantity . . . . . . . . . . . . . . . . . . CHECK
b. Fire Bottle Pressure Gages . . . . . . CHECK temperature
pressure relationship
c. Junction Box Circuit Breakers. . . . . . . . . . . . . . . . . . . IN
d. Tailcone Access Door . . . . . . . . . . . . . . . . . . . SECURE
e. Aft Compartment Baggage. . . . . . . . . . . . . . . SECURE

f. Aft Compartment Light . . . . . . . . . . . . . . . . . . . . . . OFF
g. Aft Compartment Access Door . SECURE and LOCKED
7. Left Empennage. . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. External Power Service Door. . . . . . . . . . . . . . SECURE
b. Battery Cooling Intake and Vent Lines. . . . . . . . CLEAR
c. Windshield Heat Exchanger
Overboard Exhaust . . . . . . . . . . . . . . . . . . . . . . CLEAR
d. Anti-Ice Bleed Air Cooling Air Exhaust . . . . . . . CLEAR
8. Left Nacelle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Thrust Reverser Buckets. . . CONDITION and STOWED
b. Aft T1 Sensor . . . . . . . . . . . . . . . . . . . . . . . CONDITION
c. Engine Exhaust and Bypass Ducts. . . CONDITION and
CLEAR
d. Engine Fluid Drain Mast. . . . . . . . . . . . . . . . . . . CLEAR
e. Generator Cooling Air Exhaust . . . . . . . . . . . . . CLEAR
f. Oil Level . . . . . . . . . . . . CHECK; Filler Cap and Access
Door—SECURE
9. Left Wing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Flap, Speed Brakes, Aileron and Trim Tab. . CONDITION
and SECURE
b. Static Wicks. . . . . . . . . . . . . . . . . . . . . . . . . CHECK (5)
NOTE
tire airframe, and no two may be missing consecutively.
c. Navigation, Strobe
and Recognition Lights. . . . . . . . . . . . . . . CONDITION
d. Fuel Tank Vent. . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
e. Fuel Filler Cap. . . . . . . . . . . . . . . . . . . . . . . . . SECURE

f. Deice Boot . . . . . . . . . . . . . CONDITION and SECURE

g. Main Gear Door,
Wheel, Tire and
Landing Light. . . . . . . . . . . . CONDITION and SECURE
h. Fuel Filter Drain. . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN
i. Fuel Quick Drains . . . . . . . . . DRAIN and CHECK FOR
CONTAMINATION (6)
j. Heated Leading Edge. . . . . . . CONDITION and VENTS
CLEAR
k. Verify proper installation and adhesion of the Stall
Strips installed on the wing deice boots.
l. Wing Inspection Light . . . . . . . . . . . . . . . . CONDITION
m. Generator Cooling Air Inlet . . . . . . . . . . . . . . . . CLEAR
n. Engine Fan Duct and Fan . . . . . . . . . . . . . CONDITION
NOTE
If fan is windmilling, install exhaust cover to stop. If any
damage is observed, refer to Chapter 72 of the Engine
Maintenance Manual.
o. Forward T1 Sensor. . . . . . . . . . . . . . . . . . . CONDITION

p. Dorsal Fin Air Inlet. . . . . . . . . . . . . . . . . . . . . . . CLEAR
q. Cabin Door Seal. . . . . . . . . . . . . . CHECK for RIPS and
TEARS and FOLDING
CABIN INSPECTION
1. Emergency Exit. . . SECURE; Handle Lock Pin—REMOVE

2. Passenger Seats. . . . . . . . . . . . . . . UPRIGHT, OUTBOARD
and POSITIONED AFT or
FORWARD as required to
clear exit doors
3. Door Entry Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
4. Luminescent Exit Placard. . . . . . . . . . . . . . . . . . . SECURE
5. Portable Fire Extinguishers. . . . . SERVICED and SECURE
COCKPIT INSPECTION
1. Microphones and Headsets . . . . . . . . . . . . . . . . . ABOARD

2. Oxygen Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . ABOARD
3. Oxygen Control Valve. . . . . . . . . . . . CHECK IN NORMAL
4. Flashlight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ABOARD
5. Portable Fire Extinguisher. . . . . . SERVICED and SECURE
BEFORE STARTING ENGINES
1. Preflight Inspection. . . . . . . . . . . . . . . . . . . . . COMPLETE

2. Cabin Door . . . . . . . . . . . . . . . . . . . . . . CLOSE and LOCK
Check green indicators for proper door pin position, han-
dle vertical and in detent.
3. Passenger Briefing. . . . . . . . . . . . . . . . . . . . . COMPLETE
4. Crew Oxygen Mask and Pressure. . . . . . . . . . . . . . CHECK
(Check mask at 100% and in EMER. Verify green band vis-
ible in O2 supply line.)
5. Seats, Seat Belts,
Shoulder Harnesses and
Rudder Pedals . . . . . . . . . . . . . . . . ADJUST and SECURE
6. Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
(Ensure that the handle is fully in and controls and throttles
are free.)
7. Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
8. Generators . . . . . . . . . . . . . . . GEN (OFF if external power
is to be used for start)
9. Boost Pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
10. Fuel Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
11. LH and RH Gyro Slave . . . . . . . . . . . . . . . . . . . . . . . . AUTO
12. Standby
Gyro Switch. . . . TEST momentary; Check Green Light ON
13. Standby Gyro . . . . . . . . . . . . ON; CHECK Amber Light ON
14. Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
15. Engine Synchronizer. . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
16. Windshield Bleed Air Valves. . . . . . . . . . . . . . . . . . . . . OFF
17. Throttles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
NORMALPROCEDURES 11/13 FOR TRAINING PURPOSES ONLY 12-9

BEFORE STARTING ENGINES (CONT)
18. Ground Idle Switch . . . . . . . . . . . . . . . . . . . . . . . . . . NORM

19. Pilot and Copilot Foot Warmers. . . . . . . . . . . . . . . . . OPEN
20. All Other Switches. . . . . . . . . . . . . . . . . . . . . OFF or NORM
21. Standby Gyro Caging Knob . . . . . . . . . . . . . . . UNCAGED
22. Standby Gyro Horizon. . . . . . . . . . . . . . . . . . . . . NO FLAG
23. Battery Switch. . . . . . . . . . . . . . . . . . . EMER (check power
to emergency bus items)
With the battery switch in the EMER position and the gen-
erators OFF, a properly charged battery will supply power
for approximately 30 minutes to the following equipment:
COMM 1 LH and RH N1 tachom-

NAV 2 eters
NAV 2 repeater RH Pitot Static Heaters
Voltmeter Overhead Floodlights
Copilot’s HSI DG2
Copilot’s Attitude Indi-
cator
24. Battery Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BATT

25. Battery Voltage . . . . . . . . . . . . . CHECK (24 volts minimum)
26. External Power . . . . . . . . . . . . CONNECTED (if applicable)
27. Landing Gear Control . . . . DOWN (green lights illuminated
and unlock light out)
28. Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
29. Avionics and AC Power. . . . . . . . . . . . . . . . . . . . . . . . . . ON
30. Rotary Test Switch. . . . . WARNING SYSTEMS CHECKED
NOTE
The W/S TEMP annunciator may not test after cold soak
at extremely cold temperatures. If this occurs, repeat the
test after the cabin has warmed up. The test must be com-
pleted prior to flight.
BEFORE STARTING ENGINES (CONT)
31. Engine Instrument Warning Indicators . . . . . . . NO FLAGS

32. Fuel Quantity. . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
33. Exterior Lights. . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
a. Rotating Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
b. Navigation Lights. . . . . . . ON (during night operations)
STARTING ENGINES (EITHER ENGINE FIRST)
NOTE
If the aircraft has been cold soaked at temperatures below
-12°C (10°F) and the engines have not been preheated,
the use of external power or warming the battery to -12°C
(10°F) or warmer is recommended. This temperature may
be checked with the battery temperature gage. Proper
battery warmup may require extended application of heat
to the battery.
1. Flood and Center

Panel Lights. . . . . . . . . FULL BRIGHT (for night operation)
2. Start Button. . . . . . . PRESS momentarily; button—LIGHTS
3. Throttles. . . . . . . . . . . . . . . IDLE at 8% to 10% turbine RPM
4. ITT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK for rise
Abort start if ITT approaches 700°C or shows no rise within
10 seconds.
NOTE
The temperature during ground start should not exceed
550°C. Temperatures exceeding this value should be in-
vestigated in accordance with the Engine Maintenance
Manual.
5. Fan Speed. . . . . . . . . . . . . . . . . . . . . CHECK for indication

of fan RPM with turbine RPM
at 20% to 25%; Abort start if no
fan RPM is shown by 25%
turbine RPM.

STARTING ENGINES (EITHER ENGINE FIRST) (CONT)
6. Engine Instruments. . . . . . . . . . . . . . . . . CHECK NORMAL

7. Fuel, Generator and
Hydraulic Annunciators. . . . . . . . . . . . . . . EXTINGUISHED
8. Ground Idle Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
Check high idle 52% turbine RPM (±0.5% N2).
CAUTION
Turbine speed greater than 53% on the operating engine
will produce a generator output which may damage the
generator drive during the second engine start.
9. Other Engine. . . . . . . . . . START; repeat steps 2 through 7

10. Ground Idle Switch. . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Check both engines idle 46% turbine RPM (+1.0, -0.0).
NOTE
When operating in visible moisture and ambient air tem-
perature is +10°C or below, position ground idle switch to
HIGH, turn pitot and static heat ON and engine LH and RH
anti-ice systems ON. If temperature is above -18°C, turn
W/S BLEED air switch to LOW. If temperature is -18°C or
below, turn W/S bleed air switch to HI. Check W/S bleed
air valves MAX. For sustained ground operation, the en-
gines should be operated for one out of every four minutes
at 65% turbine RPM or above.
11. External Power . . . . . . . . . . CHECK CLEAR (if applicable)

12. Generators . . . . GEN (if external power was used for start)
13. Pressurization Source Selector. . . . . . . . . . GND or NORM
BEFORE TAXIING
1. Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
2. Avionic Power Switches . . . . . . . . . . . . . . . . . . AC and ON
NOTE
The avionics will require warmup after cold soak. Over
20 minutes will be required at temperatures below -30°C
(-22°F). Proper warmup is indicated by normal illumination
of frequency/code displays with pilot control of brightness
and by audio reception on all applicable avionics. In the
absence of a suitable station, background static is an ac-
ceptable demonstration of reception.
3. DC Amperes and Volts . . . . . . . CHECK for normal reading

4. Battery Temperature. . . . . . . . . . . . . . . . . . . . . . . . CHECK
5. Passenger Advisory Lights. . . . . . . . . . . . . PASS SAFETY
6. Antiskid. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
NOTE
If the antiskid is turned off prior to or during taxiing, it must
be turned on prior to takeoff. The antiskid must be turned
on and the self-test sequence completed (antiskid annun-
ciator light out) while the airplane is stationary. If the air-
plane is taxiing when the antiskid system is actuated, the
antiskid test sequence will not be completed successfully
and the antiskid will not be operational during takeoff.
7. Standby Gyro Switch. . . . . . . . . . . . . . . . . . . . . CHECK ON

8. Passenger Seats. . . CHECK FULL UPRIGHT, OUTBOARD
FORWARD to clear exit doors
9. Seats, Seat Belts and Shoulder Harnesses . . . . . . CHECK
SECURE
10. ATIS, Clearance and Flight
Management System . . . . . . . . . . . . . . . . . . . . . . . CHECK
11. Avionics. . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
12. Automatic Temperature
Control Select . . . . . . . . . . . . . AUTOMATIC; AS DESIRED

BEFORE TAXIING (CONT)
13. Pressurization . . . . . . . . . . . . . . SET ALTITUDE and RATE

14. Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CAUTION
If, during taxiing, a hard brake pedal-no braking condi-
tion is encountered, operate the emergency brake system.
Maintenance is required before flight.
TAXIING
1. Engine Instruments. . . . . . . . . . . . . . . . . . . . . . . . . CHECK

2. Fuel Quantity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3. Inverter Test. . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
4. Flight Instruments. . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
5. Avionics. . . . . . . . . . . . . . . . . . . . . . . . . . CHECK and SET
EFIS test button—PUSH, and pilot verify the following:
a. Radio altimeter test value on the pilot’s display is 50
feet.
b. All digit readouts replaced with dashes (except radio
altimeter).
c. All flags in view.
d. Command cue (if selected) bias from view.
e. TEST light illuminates in upper left corner of EADI.
6. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Engage autopilot; check pitch and roll command, heading
mode and altitude mode. Push autopilot test button and
HOLD for approximately 5 seconds. The AP ROLL MONI-
TOR and AP TORQUE annunciators will illuminate. The
AUTOPILOT OFF annunciator will illuminate and the auto-
pilot disconnect horn will sound. If all annunciators do not
illuminate, refer to AFM Section II—Operating Limitations,
Autopilot.
TAXIING (CONT)
7. Electric Elevator Trim. . . . . . . . . . . . . . . . . . . . . . . . CHECK

Operate electric elevator trim nose up and push AP/TRIM
DISC switch. Verify elevator trim wheel stops rotating.
Repeat check for nose down trim. Verify elevator trim does
not operate with only half of the trim switch pressed. Re-
peat trim check for copilot’s AP/TRIM DISC switch.
8. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK and SET
NOTE
Verify flap trim interconnect operation between 15 and 25
degrees.
9. Flight Controls. . . . . . . . . . . . . . . . . . FREE and CORRECT

10. Speed Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE
11. Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
12. Thrust Reversers. . . . . . . . . . . . . CHECKED and STOWED
CHECK SEQUENCING AND TIMING OF LIGHTS
13. Pressurization Source Selector. . . . . . . . . . . . . . . . . NORM
14. Deice Systems . . . . . . . . . . CHECK (when icing conditions
are anticipated)
CAUTION
Do not operate deice boots when ambient air temperature
is below -40°C (-40°F).
15. Anti-Ice System. . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CAUTION
Limit ground operation of pitot/static heat to two minutes to
preclude damage to the angle-of-attack system.
16. V1, VR, V2,

Fan Speed
Settings. . . . CONFIRM for appropriate takeoff flap setting
17. Crew Briefing. . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

BEFORE TAKEOFF
1. Anti-Collision Lights and Recognition Lights . . . . . . . . . ON
NOTE
Do not operate the anti-collision lights in conditions of
fog, clouds or haze as the reflection of the light beam can
cause disorientation or vertigo.
2. Pitot/Static Heat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. Anti-Ice/Deice Systems. . . . . . . . . . . . . . . . . ON if required
4. Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
5. Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
6. Annunciator Panel. . CLEAR (except GROUND IDLE light)
TAKEOFF
1. Throttles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET for takeoff

2. Engine Instruments. . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3. Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
AFTER TAKEOFF—CLIMB
1. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
2. Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
4. Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
5. Climb Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
6. Engine Synchronizer. . . . . . . . . . . . . . . . . . . . . . . . . . . SET
7. Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
8. Passenger Advisory Lights. . . . . . . . . . . . . AS REQUIRED
9. Anti-Ice/Deice Systems. . . . . . . . . . . . . . . . AS REQUIRED
10. Recognition Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
11. Altimeters . . . . . . . . . . . . . . . . . . SET to 29.92 at transition
altitude and CROSSCHECK
12. Cockpit Temperature Select. . VERIFY AUTO (above 31,000
feet)
CRUISE
1. Cruise Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

2. Cabin Pressure Control. . . . . . . . . . . . . . . . . . . . . . . . . SET
CAUTION
Do not operate deice boots when indicated OAT is below
-40°C (-40°F).
NOTE
• Check deice system for proper operation prior to entering
areas in which icing might be encountered.
• Manual activation of the surface deice system may cause
a mild pitch transient.
• Pilot’s and copilot’s footwarmers should be opened for a
short period during cruise to purge side windows of moist
air. Close for descent.
DESCENT
1. Defog Fan. . . HI (minimum of 15 minutes prior to descent)

2. Pilot and Copilot Foot Warmers. . . . . . . . . . . . . . . . CLOSE
3. Air Flow Distribution . . . . . . . . . . . . . . . . . . . . . . COCKPIT
4. Windshield Bleed Air Valves. . . . . . . . . . . . . . . . . . . . MAX
5. Windshield Bleed Air Switch. . . . . . . . . . . . . . . . . . . . LOW
6. Cabin Pressure Control. . . . . . . . . . . . . . . . . . . . . . . . . SET
8. Throttles. . . . . AS REQUIRED; maintain sufficient power for
anti-icing (engine anti-ice lights remain OFF)
9. Altimeters . . SET at transition altitude and CROSSCHECK
10. Recognition Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
11. Speed Brakes. . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
NORMALPROCEDURES 11/13 FOR TRAINING PURPOSES ONLY 12-17

BEFORE LANDING
1. Autopilot (Category II Approaches) . . . . PUSH and hold for

approximately 5 seconds to test
Autopilot must disengage and illuminate the AP ROLL
MONITOR and AP TORQUE light. If the AP ROLL MONI-
TOR and the AP TORQUE lights do not illuminate, high
torque is not available or the AP roll monitor is inoperative
and coupled Category II approaches are not approved.
Approach may be made to Category II minimums on flight
director only.
2. Seats, Seat Belts and Shoulder Harnesses . . . . . SECURE
3. Avionics and Flight Instruments . . . . . . . . . . . . . . . CHECK
4. Radar Altimeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
5. VREF and Fan Speed Settings. . . . . . . . . . . . . . . . CONFIRM
WARNING
With any residual ice present do not attempt to fly un-
corrected VREF/VAPP speeds. Stall speeds increase and
engine anti-ice must be selected ON to maintain ad-
equate stall warning margins.
CAUTION
• In icing conditions, a small amount of residual ice will
form on unprotected areas. This is normal, but can
cause an increase in stall speeds. When any amount of
residual ice is visible, the stall speeds in AFM Figure 4-6
increase by 5 knots; determine the VREF/VAPP speeds and
landing distances from AFM Figure 4-32A and the maxi-
mum landing weight permitted by climb requirements or
brake energy limits from AFM Figure 4-31.
• With the anti-ice selected on, determine the VREF/VAPP

speeds and landing distances from AFM Figure 4-32A
and the maximum landing weight permitted by climb re-
quirements or brake energy limits from AFM Figure 4-31.
BEFORE LANDING (CONT)
NOTE
• When reconfiguring for approach and landing (i.e., flaps
extended and gear down), and any ice accretion is vis-
ible on the wing leading edge, regardless of thickness,
activate the surface deice system. Continue to monitor
the wing leading edge for any reaccumulation.
• For increased rates of descent in icing conditions, the

use of landing flaps is recommended. This will allow a
higher power setting, greater than 75% N2 if necessary,
to maintain engine anti-icing capabilities.

and POSITIONED AFT or FORWARD to clear exit doors
8. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T.O. & APPR
10. Ground Idle Switch. . NORM unless ground icing anticipated
or during touch and go landings—HIGH
12. Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
13. Landing Gear . . . . . . . . . . . . . . . . . . DOWN and LOCKED
14. Antiskid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
15. Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
16. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LAND
17. Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF
18. Autopilot and Yaw Damper. . . . . . . . . . . . . . . . . . . . . . OFF
19. Annunciator Panel. . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
20. Pressurization . . . . . . . . . . CHECK ZERO DIFFERENTIAL
21. Speed Brakes. . . . . . . . RETRACTED PRIOR TO 50 FEET

LANDING
1. Throttles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
NOTE
Eight seconds after touchdown, engines will spool down
from flight idle to ground idle if flight idle switch is in
NORM position.
2. Brakes. . . . . . . . . . . . . . . . . . . . . APPLY (after touchdown)
CAUTION
If, during landing, a hard brake pedal-no braking condi-
tion is encountered, operate the emergency brake system.
Maintenance is required before next flight.
NOTE
To obtain maximum braking performance from the antiskid
system, the pilot must apply continuous maximum effort
(no modulation) to the brake pedals.
3. Speed Brakes. . . . . . . . . . . . . EXTEND (after touchdown)

4. Thrust Reversers. . . DEPLOY (after nose wheel on ground)
WARNING
Do not attempt to restow reversers and take off once
reversers have started to deploy.
NOTE
• To prevent any possible nose-up pitch during thrust
reverser deployment, maintain forward pressure on the
control column after the nose wheel is on the ground.
• To avoid possible jamming of the throttle lockout cams,
do not exceed approximately 15 pounds force on the
thrust reverser levers.
5. Reverser Indicator Lights . . . . CHECK ILLUMINATION OF

ARM UNLOCK AND
DEPLOY LIGHTS
LANDING (CONT)
6. Reverser Power. AS REQUIRED (do not exceed 79.3% fan

speed when OAT is below
-18°C or 83.0% fan speed
at or above -18°C OAT)
7. Thrust Reverser. . . . . . . . . . REVERSER LEVERS TO IDLE
REVERSE AT 60 KIAS
AFTER LANDING
1. Thrust Reversers. . . . . . . . . . . . . . . . . . . . . . . . . . . . STOW
CAUTION
Do not advance throttles until the thrust reverser unlock
lights are out.
2. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
3. Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
4. Pitot/Static Heat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. Speed Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
6. Anti-Collision Lights and
Recognition Lights . . . . . . . . . . . . . . . . . OFF, if necessary
7. Anti-Ice/Deice Systems. . . . . . . . . . . . . . . . . . . . . . . . . OFF
8. Transponder . . . . . . . . . . . . . . . . . . . . . . OFF or STANDBY
SHUTDOWN
1. Avionics Power Switches. . . . . . . . . . . . . . . . . . . . . . . OFF

2. Defog Fan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T.O. & APPR
4. Throttles. . . . OFF after allowing ITT to stabilize at minimum
value for one minute
5. Passenger Advisory Lights. . . . . . . . . . . . . . . . . . . . . . OFF
6. Rotating Beacon Light. . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. Standby Gyro Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
8. Exterior Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
9. Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
10. Parking Brake. . . . . . . . . . . . . . . SET or Wheels—CHOCK

SHUTDOWN (CONT)
NOTE
• If brakes are very hot, do not set parking brake.
• Do not set parking brake if the anticipated cold soak
temperature is -15°C (5° F) or below.

12. Engine Covers. . . . . INSTALL (after engines have cooled)
TURBULENT AIR PENETRATION
Flight through severe turbulence should be avoided if possible.

The following procedures are recommended for flight in severe
turbulence.
1. Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. Airspeed approximately 180 KIAS. Do not chase airspeed.
3. Maintain a constant attitude without chasing the altitude.
Avoid sudden large control movements.
4. Operation of autopilot is recommended using the basic
pitch hold and lateral mode only.
FLIGHT INTO ICING
Flight into known icing is the intentional flight into icing condi-
tions that are known to exist by either visual observation or pilot
weather report information. Icing conditions exist any time the
indicated RAT is +10°C or below, and visible moisture in any
form is present. Cessna Citations, which have installed properly
operating anti-ice and deice equipment, are approved to oper-
ate in maximum intermittent and maximum continuous icing
conditions as defined by 14 CFR Part 25, Appendix C. The
equipment has not been designed to provide protection against
freezing rain or severe conditions of mixed or clear ice. During
all operations, the pilot is expected to exercise good judgment
and be prepared to alter the flight plan if conditions exceed the
capability of the aircraft and equipment.
Ice accumulations significantly alter the shape of airfoils and
increases the weight of the aircraft. Flight with ice accumulated
on the aircraft will increase stall speeds and alter the speeds for
optimum performance. Flight at high angle-of-attack (low air-
speed) can result in ice building on the underside of the wings
and the horizontal tail aft of areas protected by boots or leading
edge anti-ice systems. Minimum airspeed for sustained flight in
icing conditions (except during takeoff, approach and landing)
is 160 KIAS. Prolonged flight with the flaps and/or landing gear
extended is not recommended. Trace or light amounts of icing
on the horizontal tail can significantly alter airfoil characteristics
which will affect stability and control of the aircraft.
Freezing rain and clear ice will be deposited in layers over the
entire surface of the airplane and can “run back” over control
surfaces before freezing. Rime ice is an opaque, granular and
rough deposit of ice that usually forms on the leading edges of
wings, tail surfaces, pylons, engine inlets, antennas, etc.
ANTI-ICE AND DEICE SYSTEMS
This airplane is approved for flight into icing conditions.

The anti-ice system consists of bleed air heated engine inlets,
wing leading edge segments ahead of each engine, bullet
nose, stators, windshields (left and right), electrically heated
pitot tubes, static ports and angle-of-attack probe. The wing
outboard of the bleed air heated panels and the horizontal sta-
bilizer are deiced by pneumatic boots. Windshield alcohol anti-
ice is also provided as a backup system for the left windshield.

ANTI-ICE AND DEICE SYSTEMS (CONT)
All anti-ice systems should be turned on when operating in vis-

ible moisture and the indicated RAT is +10°C or below.
CAUTION
With the anti-ice selected on, determine the VREF/VAPP
speeds and landing distances from AFM Figure 4-32A and
the maximum landing weight permitted by climb require-
ments or brake energy limits from AFM Figure 4-31.
NOTE
• Icing conditions exist when the OAT on the ground
and for takeoff is +10°C or below; the indicated OAT
in flight is +10°C or below; and visible moisture in any
form is present (such as clouds, fog with visibility of
one mile or less, rain, snow, sleet or ice crystals).
• Icing conditions also exist when the OAT on the ground

and for takeoff is +10°C or below when operating on
ramps, taxiways or runways where snow, ice, stand-
ing water, or slush may be ingested by the engines or
freeze on engine nacelles or engine sensor probes.
Engine Anti-Ice System
Bleed air flows continuously through the bullet nose whether

the anti-ice system is activated or not. When the engine anti-
ice switches (one for each engine) are positioned to LH and/
or RH, bleed air flows through the applicable engine inlet,
engine stators and wing section ahead of engine if the throttle
position is above 63% N2. If sufficient bleed air flow is not avail-
able to maintain the proper engine inlet and wing temperature,
the stator bleed air valve does not open or the throttle lever is
below approximately 75% N2, the engine anti-ice fail light on
the annunciator panel will illuminate. In flight an initial setting
of greater than 80% N2 is required to extinguish the anti-ice fail
annunciator. The annunciator will remain extinguished unless
N2 is reduced below 75%. In case of engine failure, position the
engine anti-ice switch of the failed engine to XFD to allow bleed
air from opposite engine to flow through both wing sections
ahead of each engine. Operation of the system may be
checked by observing engine ITT and fan speed when the en-
gine anti-ice is turned on. The ITT should increase and the fan
speed should decrease. If the check is made on the ground, it
will require approximately two minutes to extinguish the engine
anti-ice fail light with turbine speed set at approximately 70%.
Maximum engine power setting values are reduced when using
anti-ice, as shown in Section IV. Loss of electrical power to the
valve supplying flow to the inlets results in the valve opening;
thus, assuring anti-ice capability. The crossfeed (XFD) posi-
tion of the engine anti-ice switch is designed to provide wing
anti-ice protection to both wings in the event of an inoperative
engine. Crossfeed (XFD) position disables the selected inlet
temperature and stator valve inputs to the engine anti-ice failure
annunciators. In a multiengine situation this could result in a
false indication of satisfactory operation, if the failure was actu-
ally inlet or stator bleed related.
Surface Deice
The pneumatic boots are activated by a three-position (AUTO,

OFF, MANUAL) surface deice switch, which is spring-loaded to
OFF. The system is normally put into operation by momentarily
placing the surface deice switch to AUTO, which will cause the
system to complete one 18-second cycle and stop. During the
first third of a cycle, pneumatic pressure inflates the lower deice
tubes in both wings and the left horizontal stabilizer deice boot
for six seconds. This is followed by six seconds of complete
system deflation. During the last third of the cycle, pneumatic
pressure inflates the upper deice tubes in both wings and the
right horizontal stabilizer deice boot for six seconds. The boots
then deflate as vacuum is applied continuously when the boots
are not being cycled.
Once a system cycle has been started, it cannot be stopped
by the control switch. It may be stopped by pulling the surface
deice circuit breaker, which should be accomplished only as an
emergency measure in case of a timer malfunction in which the
system does not automatically terminate a cycle.
Proper operation of the surface deice system is indicated by
the SURFACE DEICE light illumination on the annunciator panel.
The light will come on when the pressure reaches the proper

value during the inflation portions of the boot cycle and should
go off for approximately six seconds between boot inflations
and after the cycle is completed.
Manual operation of the system may be accomplished by hold-
ing the control switch in the MANUAL position. As long as the
control switch is held in MANUAL, all pneumatic tubes in the
system will inflate simultaneously, and will deflate when the
switch is released.
If the switch is placed in MANUAL during a cycle of automatic
operation, MANUAL will override the AUTO function and all the
tubes will simultaneously inflate, but the automatic cycle will
continue to time out.
NOTE
Manual activation of the surface deice system may cause
a mild pitch transient.
The surface deice system should be used when ice buildup is

estimated to be between 1/4 and 1/2 inch thickness. If ice is
allowed to accumulate in excess of one inch, boot cycling may
not clear it. Wing inspection lights are provided to illuminate the
wings to observe ice buildup during night flight.
If icing conditions are anticipated after takeoff, operation of the
pneumatic boots should be functionally checked prior to take-
off. The pilot should also check the system for proper operation
prior to entering areas in which icing may be encountered.
The deice boots should not be operated when indicated out-
side air temperature (OAT) is below -40°C (-40°F) since crack-
ing of the boots may occur below that temperature and the
boots may not fully deflate.
During icing encounters, the crew should monitor the wings for
any evidence of a failed deice boot. During normal operation
some ice will form on unprotected areas.
CAUTION
In icing conditions, a small amount of residual ice will form on
unprotected areas. This is normal but can cause an increase
in stall speeds. When any amount of residual ice is visible, the
stall speeds in AFM Figure 4-6 increase by 5 knots; determine
the VREF/VAPP speeds and landing distances from AFM Figure
4-32A and the maximum landing weight permitted by climb
requirements or brake energy limits from AFM Figure 4-31.
Pitot-Static and Angle-of-Attack Anti-Ice
Electric heating elements are provided in the pilot’s and copi-

lot’s pitot tubes, pilot’s and standby copilot’s static ports and
the angle-of-attack probe. The PITOT & STATIC Switch actuates
all of these elements. Operation may be checked on preflight
by turning the switch ON for approximately 30 seconds, then
OFF; and feeling each element during the external inspection.
Ground operation of the pitot-static heat should be limited to
less than two minutes to avoid damage to the angle-of-attack
probe. Failures of pitot heating elements and of the angle-of-
attack probe element are annunciated by P/S HTR OFF and
AOA HTR FAIL lights, respectively, in the annunciator panel. No
annunciation is provided for static port heater failures. There-
fore, a thorough preflight check of the static port heaters should
be accomplished.
OPERATIONS IN SEVERE ICING CONDITIONS
In conjunction with the “Operations in Severe Icing Conditions”

section in the Operating Limitations and the “Severe Icing
Encounter’’ section in the Abnormal Procedures, this section
meets the requirements to be in compliance with AD98-04-38.
NOTE
The following weather conditions may be conducive to
severe in-flight icing conditions:
• Visible rain at temperatures colder than 0°C ambient air

temperature.
• Droplets that splash or splatter at temperatures colder
than 0°C ambient air temperature.

OPERATIONS IN SEVERE ICING CONDITIONS (CONT)
Procedures for Exiting the Severe Icing Environment
These procedures are applicable to all flight phases from take-

off to landing:
1. Monitor the ambient air temperature.
2. While severe icing may form at temperatures as cold as
-18°C, increased vigilance is warranted at temperatures
around freezing with visible moisture present. Severe icing
conditions are indicated by one or more of the following
visual cues:
• Unusually extensive ice accumulations on the airframe
and windshield in areas not normally observed to col-
lect ice.
• Accumulation of ice on the upper surface of the wing
aft of the protected area.
3. If the visual cues listed above are observed, accomplish
the following:
• Immediately request priority handling from Air Traffic
Control to facilitate exiting the severe icing conditions
in order to avoid extended exposure to flight condi-
tions more severe than those for which the airplane has
been certified.
• Avoid abrupt and excessive maneuvering that may
exacerbate control difficulties.
• Do not engage autopilot.
• If autopilot is engaged, hold control wheel firmly and
disengage autopilot.
• If unusual or uncommanded roll control movement is
observed, reduce angle-of-attack.
• Do not extend flaps when holding in icing conditions.
Operation with the flaps extended can result in a re-
duced wing angle-of-attack, with the possibility of ice
forming on the upper surface of the wing further aft
on the wing than normal, possibly aft of the protected
area.
• If the flaps are extended, do not retract them until the
airframe is clear of ice.
• Report these weather conditions to Air Traffic Control.
ANGLE-OF-ATTACK/STALL WARNING SYSTEM
The Teledyne Angle-of-Attack (AOA)/Stall Warning System (Air-

planes 560-0001 thru -0055) incorporates a dual mode: Normal
mode and Ice mode. On the ground, changing from Normal
mode to Ice mode is delayed until after the airplane has been
airborne for 5 minutes (+/- 10 seconds). In flight switching be-
tween modes is immediate and indications change accordingly
when engine anti-ice is selected ON or OFF.
The Safe Flight Angle-of-Attack (AOA)/Stall Warning System
(Airplanes 560-0056 thru -0259) incorporates a dual mode:
Normal mode and Ice mode. On the ground, changing from
Normal mode to Ice mode is delayed until after the airplane
has been airborne for 150 seconds ( +/- 30 seconds). In flight
switching between modes is immediate and indications change
accordingly when engine anti-ice is selected ON or OFF.
Normal Mode
Stick shaker activation, angle-of-attack meter and angle-of-

attack indexer (as installed) are all referenced to standard
airplane stall speeds.
Ice Mode
Activated when either or both engine anti-ice switches are ON.

Stick shaker activation, angle-of-attack meter and angle-of-at-
tack indexer (as installed) are all referenced to the standard air-
plane stall speeds plus 5 knots. This is to account for increased
stall speed due to residual airframe ice present during or after
an icing encounter.
Stalling Characteristics
The aerodynamic stalls of this airplane are characterized by a

pre-stall rolling tendency concurrent with mild buffeting as the
airplane is decelerated toward a fully stalled condition. This
rolling tendency can be readily controlled with prompt use of
aileron control. With a properly installed and calibrated angle-
of-attack/stall warning system, stick shaker activation occurs
prior to occurrence of this characteristic.

COLD WEATHER OPERATIONS
Cold Soak
Operation of the aircraft has been demonstrated after pro-

longed exposure to ground ambient temperature of -30°C
(-22°F). This was the minimum temperature achieved in cold
weather testing, and is not considered limiting. The following
operational procedures are recommended after cold soak:
1. If the aircraft has been cold soaked at temperatures below
-12°C (10°F) and the engines have not been preheated,
the use of external power or warming the battery to -12°C
(10°F) or warmer is recommended. This temperature may
be checked with the battery temperature gauge. Proper
battery warmup may require extended application of heat
to the battery. Minor engine oil leaks may occur after start
at extremely cold temperatures if the engines have not
been preheated. Any leak should stop once the oil seals
have warmed up. Any visible leak must stop prior to flight.
2. The W/S TEMP annunciator may not test after cold soak at
extremely cold temperatures. If this occurs, repeat the test
after the cabin has warmed up. The test must be complet-
ed prior to flight.
3. The avionics will require warmup after cold soak. Over 20
minutes may be required at temperatures below -30°C
(-22°F). Proper warmup is indicated by the following:
a. Frequency/code displays illuminate normally with pilot
control of brightness.
b. Audio reception is available on all applicable avionics.
In the absence of a suitable station, background static
on each applicable avionics radio is an acceptable
demonstration of reception.
4. Do not set the parking brake if the anticipated cold soak
temperature is -15°C (+5°F) or below.
ELECTRICAL SYSTEM
DC power is supplied by a 300-ampere starter-generator unit

on each engine and a 40-ampere-hour nickel cadmium battery.
Engine ground starts may be accomplished by use of either ex-
ternal power or the airplane battery for the first engine start. The
second engine normally uses the generator from the operating
engine to supply electrical power for the start. External power
or the airplane battery may be used for starting the second
engine, if desired, by turning the generators to the off position.
Generator assist start capability is disabled in flight; therefore,
all starter assist airstarts are from the battery. One generator
is capable of supplying all standard electrical requirements in
flight in the event of a generator failure. A protected DC power
path is included which provides bus extension to the opposite
circuit breaker panel. This is identified on each circuit breaker
panel as RH and LH CB PANEL. The bus extensions feed DC
power from one side to the bus extension on the opposite
circuit breaker panel in order to allow logical grouping of corre-
sponding LH and RH system circuit breakers.
HONEYWELL SINGLE EDZ-605 ELECTRONIC FLIGHT INSTRU-

MENT SYSTEM (EFIS)
The Electronic Flight Instrument System consists of two elec-

tronic displays (EDs), one symbol generator (SG), one display
controller (DC) and one instrument control (IC).
The electronic displays are identical and interchangeable. A
conventional slip/skid indicator is attached to the top cathode
ray tube (EADI). Both electronic displays use a combination of
manual and photoelectric dimming for various light conditions.
The symbol generator is the heart of the system and receives
all the airplane sensor inputs. The sensor information is pro-
cessed and transmitted to the electronic displays.
The display controller provides the means by which the pilot
can select navigation and bearing sources and control the dis-
play formatting, such as full or partial compass display. Sepa-
rate pilot’s heading and course select knobs are located in the
pedestal.

LOW FUEL LEVEL WARNING SYSTEM
The low fuel level warning system provides a visual warning to

the pilot when a minimum of 185 pounds of usable fuel remains
in either fuel tank. The system consists of an electromagnetic
float switch in each fuel tank and left and right FUEL LOW
LEVEL lights. These lights are tested by the annunciator panel
test switch and dimmed by the same control as the annunciator
panel. A minimum usable fuel quantity of 185 pounds will cause
an amber FUEL LOW LEVEL light to illuminate, indicating left or
right tank low fuel level.
SECONDARY CABIN DOOR SEAL
The secondary cabin door seal provides backup sealing if the

primary door seal should fail. There are no tests to check the
secondary door seal, so a thorough inspection is required. The
secondary door seal should be inspected during preflight for
rips and tears; it should not be folded under the primary seal.
COPILOT’S ELECTRIC ELEVATOR TRIM
An electric elevator trim switch installed on the copilot’s control

wheel provides the copilot with electric elevator trim. The pilot’s
electric elevator trim switch, however, has priority and will oper-
ate the trim interrupting and overriding actuation of the copilot’s
switch. Both control wheels contain the trim disconnect func-
tion, full time, for the trim runaway condition.
ABNORMAL PROCEDURES
FALSE ENGINE START (ENGINE DOES NOT LIGHT)
1. Throttle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. Starter Disengage. . . PRESS 15 seconds after throttle OFF
ENGINE STARTER WILL NOT DISENGAGE
1. Starter Disengage Button. . . . . . . . . . . . . . . . . . . . PRESS

IF STARTER DOES NOT DISENGAGE AND ENGINE START
BUTTON LIGHT REMAINS ILLUMINATED (START RELAY
STUCK)
3. Battery Quick Disconnect Connector. . . . . . DISCONNECT
(located in tailcone)
4. Throttle(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ENGINE FIRE DURING GROUND SHUTDOWN (HIGH OR

SUSTAINED ITT)
1. Throttle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF

2. Start Button. . . . . . . . . . . . . . . . . . . . . PRESS momentarily
3. Starter Disengage. . . . . . . . . . . . PRESS after 15 seconds
LOW OIL PRESSURE (OIL PRESS WARN LIGHT ON)
ABOVE 60 PSI
1. Land as soon as practical.
BETWEEN 40 AND 60 PSI
1. Throttle (Affected Engine). . . . . . . . . . . . REDUCE POWER
BELOW 40 PSI
1. Throttle (Affected Engine). . . . . . . . . . . . . . . . . . . . . . . OFF
2. Accomplish ENGINE FAILURE/PRECAUTIONARY SHUT-
DOWN procedure.
ABNORMAL PROCEDURES 11/13 FOR TRAINING PURPOSES ONLY 12-33

LOW OIL PRESSURE (OIL PRESS WARN LIGHT OFF)
BETWEEN 40 AND 60 PSI

1. Throttle (Affected Engine). . . . . . . . . . . . REDUCE POWER
BELOW 40 PSI
LOW FUEL PRESSURE (FUEL LOW PRESS LIGHT ON)
1. Fuel Boost. . . . . . . . . . . . . . . . . . . . ON (check boost pump

circuit breakers in)
2. Fuel Quantity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3. Fuel Crossfeed . . . . . . . . . . . . . . . . . . . . . . . IF REQUIRED
LOW FUEL QUANTITY (FUEL LOW LEVEL LIGHT ON)
ADVISORY—The illumination of this light indicates a maximum

of 185 pounds of fuel remains in either tank.
FUEL BOOST PUMP ON (FUEL BOOST ON LIGHT ON)
ADVISORY—Indicates that the respective fuel boost pump was

either automatically or manually turned on.
1. Fuel Boost Switch (Affected Pump). . . . . . ON; then NORM
IF FUEL BOOST PUMP ON LIGHT REMAINS ILLUMINATED
ADVISORY—If affected FUEL LOW PRESS light does not illumi-
nate, leave the fuel boost switch in NORM with pump running.
FUEL FILTER BYPASS (FUEL FLTR BYPASS LIGHT ON)
ADVISORY—Consider possibility of partial or total loss of both

engines. Inspect filters after landing.
SINGLE GENERATOR FAILURE (GEN OFF LIGHT ON)
1. Electrical Load . . . . . . . . . . . . . . . . DECREASE if required

2. Failed Generator. . . . . . CHECK SWITCHES and CIRCUIT
BREAKERS; RESET AS REQUIRED
IF UNABLE TO RESET
3. Failed Generator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
SINGLE INVERTER FAILURE (INVERTER FAIL 1 OR 2 LIGHTS

AND AC FAIL LIGHT ON)
ADVISORY—Indicates loss of power from affected inverter.

1. AC Inverter No. 1 and No. 2 Circuit Breakers. . . CHECK IN
2. Master Warning. . . . . . . . . . . . . RESET and continue flight
NOTE
Operation of all alternating current powered avionics
equipment will be sustained by the opposite inverter. The
flight director may disengage. It may be re-engaged to
operate on the remaining inverter.
BLEED AIR GROUND (BLD AIR GND LIGHT ON)
ADVISORY—Light must be out before takeoff.

IN FLIGHT
1. Pressurization Source Selector Switch. . . . . . . . . . . NORM
ENVIRONMENTAL SYSTEM AIR DUCT OVERHEAT (AIR DUCT

O’HEAT LIGHT ON)
1. TEMP Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . RESET

2. Auto Temperature Select. . . . . . . . . . . . . . . . . . . . . . . MAN
3. MANUAL HOT/MANUAL COLD Switch . . MANUAL COLD
hold in this position until overheat light goes out

ENVIRONMENTAL SYSTEM AIR DUCT OVERHEAT (AIR DUCT
O’HEAT LIGHT ON) (CONT)
NOTE
High altitude operation (above 31,000 feet) in MANUAL
(cold mode) could result in the air cycle machine over-
temp and shutdown. Refer to Abnormal Procedures
“AUTOMATIC CABIN TEMPERATURE CONTROLLER IN-
OPERATIVE.”
AFTER LIGHT GOES OUT

4. Auto Temperature Select. . . . . . . . . . . . . . . . . . . . . . . AUTO
NOTE
If the AIR DUCT O’HEAT light illuminates again, select
MANUAL on auto temperature selector and control tem-
perature with the MANUAL HOT/MANUAL COLD switch.
IF LIGHT DOES NOT GO OUT

4. Pressurization Source Selector. . . LH or RH; reduce power on
selected engine, if necessary
AUTOMATIC CABIN TEMPERATURE CONTROLLER

INOPERATIVE
1. Cabin Temperature Control. . . . . . . . . . . . . . . . . . MANUAL

2. MANUAL HOT/
MANUAL COLD Switch. . . . . . ENSURE NOT FULL COLD
Select full cold, at least 10
seconds and then actuate at
least 3 seconds toward HOT.
NOTE
Operation in manual mode, full cold, above 31,000 feet,
particurlarly at low (climb) airspeed may result in air cycle
machine overtemperature and shutdown. In the unlikely
event that this should occur, refer to Abnormal Procedures
“EMERGENCY PRESSURIZATION ON.”
EMERGENCY PRESSURIZATION ON (AUTOMATIC ACTUATION)

(EMERG PRESS ON LIGHT ON)
ADVISORY—Indicates air cycle machine shutdown or failure.

1. NORM Pressurization Circuit Breaker. . . . . . . . . CHECK IN
2. Temperature Control. . . . ADJUST TO WARMER SETTING
(may require manual mode)
NOTE
A time delay relay will lock the system into emergency
pressurization if air cycle machine temperature remains
too high for 12 seconds or more. If machine cools suffi-
ciently in less than 12 seconds, the system will automati-
cally return to the previously selected mode.
3. Pressurization Source Selector. . . . . . . . . . . . . . . . . EMER
NOTE
Wait at least one minute after pressurization source selec-
tor has been positioned to EMER before making next se-
lection.
4. Pressurization Source Selector. . . . . . . . RH, LH or NORM

IF EMERGENCY PRESSURIZATION REMAINS ON
5. Pressurization Source Selector . . . . . . . . . . . . . . . . EMER
6. Control cabin temperature with LH throttle.
CABIN ALTITUDE ABOVE SELECTED ALTITUDE
1. Cabin Altitude Selector. . . . . . . SET to lower cabin altitude

2. Rate Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL INC
3. Pressurization Source Selector. . . . . . . . . . . . . . . . . EMER

AIR CYCLE MACHINE (ACM) OVERPRESSURE (ACM O’PRESS
LIGHT ON)
ON THE GROUND
1. Do not fly the airplane until the malfunction has been re-
paired.
IN FLIGHT
1. Pressurization Source Selector. . RH reduce power on right
engine to 80% turbine speed
2. EMER PRESS Circuit Breaker. . . . . . . . . . . . . . . . . . . PULL
3. NORM PRESS Circuit Breaker. . . . . . . . . PULL and RESET
4. EMER PRESS Circuit Breaker.. . . . . . . . . . . . . . . . . RESET
NOTE
If ACM O’PRESS light remains on, operate the right engine
below 80% N2. Operate left engine normally.
VACUUM SYSTEM FAILURE
NOTE
EMER DUMP valve will be inoperative. Cabin will go to
maximum differential pressure.
1. Pressurization Source Selector. . LH or RH (Reduce power

below 70% N1 RPM on selected side.)
2. Pressurization Source Selector. . . . . . . OFF before landing
ELECTRIC TRIM INOPERATIVE
1. Electric Trim Circuit Breaker (PITCH TRIM). . . . . . . CHECK

CIRCUIT BREAKER
IF STILL INOPERATIVE
2. Manual Elevator Trim. . . . . . . . . . . . . . . . . . AS REQUIRED
WARNING
Do not attempt to use the autopilot if the electric trim
is inoperative. The autopilot will not be able to trim out
servo torque, and disengaging the autopilot could re-
sult in a significant pitch upset.
JAMMED ELEVATOR TRIM TAB
CRUISE
1. Autopilot/Trim Disengage Switch . . . . . . . . . . . . . . PRESS
2. Maintain trim speed as long as practical. Do not extend
flaps for approach or landing. Use FLAPS INOPERATIVE
APPROACH AND LANDING procedure.
TAKEOFF OR GO AROUND
1. Reduce power as necessary to maintain 120 KIAS or less.
Do not change flap position. Minimum speed is VREF for
FULL flaps, VAPP for 15° flaps or VREF +15 KIAS for 7° or 0°
flaps. Do not retract landing gear. Land as soon as practi-
cal.
WARNING
AUTOPILOT TORQUE FAILS TO HIGH TORQUE (AP TORQUE

LIGHT ON)
NOTE
The autopilot must remain off during all flights conducted
above 14,500 feet.
AUTOPILOT ROLL MONITOR FAILS (AP ROLL MONITOR LIGHT

ON)
NOTE
The autopilot must remain off.

ENGINE ANTI-ICE FAILURE (ENG ANTI-ICE LIGHT ON)
CONTINUOUS ILLUMINATION
1. Throttle. . . . . . . . . . . . . . . . . . . . . . . . INCREASE POWER
2. Engine Anti-Ice Controls. . . . . . . . CHECK SWITCHES and
CIRCUIT BREAKERS
IF LIGHT REMAINS ON AFTER TWO MINUTES
3. Leave icing environment.
NOTE
The crossfeed (XFD) position of the Engine Anti-Ice switch
is designed to provide wing anti-ice protection to both
wings in the event of an inoperative engine. Crossfeed
(XFD) position disables the selected inlet temperature and
stator valve inputs to the anti-ice failure annunciators.
WING BLEED AIR OVERHEAT (WING O’HEAT LIGHT ON)
CONTINUOUS ILLUMINATION
1. Affected Wing. . . DECREASE POWER (on corresponding
engine)
IF LIGHT DOES NOT EXTINGUISH
3. Engine Anti-Ice Switch . . . . . . . . . . . . . . . . . . . . . . . . . OFF
WINDSHIELD BLEED AIR FAILURE
LOSS OF HOT AIR SUPPLY (VALVE WILL NOT OPEN OR

POSSIBLE LINE FAILURE)
1. Windshield Bleed Air Switch and Valves. . . . . . . . . . . . OFF
2. Windshield Alcohol Anti-Ice . . . . . . . . . . . . AS REQUIRED
NOTE
Ten minutes alcohol available to pilot’s windshield only.
WINDSHIELD AIR OVERHEAT (W/S AIR O’HEAT LIGHT ON)
WINDSHIELD BLEED SWITCH LOW OR HI

MOMENTARY ILLUMINATION (AIRFLOW STOPS)
1. If Windshield Bleed Air Switch is HI . . . . . . . SELECT LOW
2. Windshield Bleed Air Valves. . . . . . . . . . . . . . . . . REDUCE
CONTINUOUS ILLUMINATION (AIRFLOW STOPS, PROB-
ABLE CONTROLLER FAILURE)
1. Windshield Bleed Air Switch and Valves. . OFF or minimum
for clear vision through windshield
2. Windshield Alcohol Anti-Ice . . . . . . . . . . . . AS REQUIRED
NOTE
Ten minutes alcohol available to pilot’s windshield only.
WINDSHIELD BLEED SWITCH OFF

W/S AIR O’HEAT LIGHT ON MOMENTARY OR
CONTINUOUS
ADVISORY—Indicates probable solenoid valve failure or leak.
Windshield air temperature is not regulated. Windshield heat
damage is possible. Maintenance is required.
1. Windshield Bleed Air Manual Valves. . . . . . . . . . . CLOSED
PITOT-STATIC HEATER FAILURE (P/S HTR OFF LH OR RH LIGHT

MAY BE ON)
1. Pitot-Static Switches and Circuit Breakers . . . . . . . CHECK

2. Determine Inoperative System.
NOTE
The autopilot references the pilot’s pitot-static system;
therefore, the altitude hold function will be inoperative if
the pilot’s pitot-static system fails.

COPILOT’S PITOT-STATIC INSTRUMENT INDICATIONS
ERRATIC
1. True Airspeed Computer Switch Static. . . LIFT GUARDED

COVER and RAISE SWITCH TO CLOSE
2. True Airspeed Computer Switch Pitot. . . . LIFT GUARDED
COVER and RAISE SWITCH TO CLOSE
3. B and D Circuit Breaker (Labeled TAS). . . . . . . . . . . . PULL
4. Global Flight Management System. . . . MANUAL INPUT of
True Airspeed is Required
ANGLE-OF-ATTACK PROBE HEATER FAILURE (AOA HTR FAIL

LIGHT ON)
ADVISORY—Indicates that the angle-of-attack probe heating

element has failed.
1. PITOT & STATIC Switch and AOA Circuit Breaker. . . CHECK
NOTE
If the AOA probe heater fails and the AOA probe becomes
iced, the stick shaker may not function.
EFIS ELECTRONIC DISPLAY INDICATOR FAILURE (EADI OR

EHSI)
1. Dim Button (Applicable Display). . . . . . . . . . . . . . . . . . OFF

Turning off the applicable DIM knob on the DC-811 dis-
play controller selects the composite display on the other
display indicator.
EFIS HEADING FAILURE
1. HDG REV Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH

verify that MAG 2 or MAG 1 is displayed in pilot’s EHSI
EFIS COOLING FAN FAILURE (DISP FAN LIGHT ON)
DISP FAN LIGHT ILLUMINATED ON GROUND

ADVISORY—Indicates failure of the pilot’s EFIS cooling fan.
1. Ground Operating Time . . . . . . . . . . . . . . . . . 10 MINUTES
IF GROUND OPERATING TIME EXCEEDS 10 MINUTES
2. EFIS 1, EADI 1 and EHSI 1 Circuit Breakers. . . PULL (right
(DC) circuit breaker panel)
CAUTION
Power must be removed and remain off from the pilot’s
EFIS system to prevent it from overheating during ground
operations.
3. EFIS 1, EADI 1 and EHSI 1 Circuit Breakers . . RESET PRIOR

TO TAKEOFF (right (DC) circuit breaker panel)
4. EADI HOT and EHSI HOT Lights . . . . . . . . . . . . MONITOR
5. Return to Normal Procedures.
DISP FAN LIGHT ILLUMINATED IN FLIGHT
ADVISORY—Indicates failure of the pilot’s EFIS cooling fan.
1. EADI HOT and EHSI HOT Lights . . . . . . . . . . . . MONITOR
NOTE
The EFIS system has been shown not to overheat in flight
with a failed cooling fan; however, cockpit temperatures
should be maintained at the lowest setting to ensure maxi-
mum cooling.
EFIS ELECTRONIC DISPLAY INDICATOR OVERTEMPERATURE

(EADI OR EHSI HOT LIGHT ON)
1. Cockpit Temperature Select . . . . . . . . . . . MANUAL COLD

2. Dim and Raster Dim . REDUCE BRIGHTNESS to a minimum
level on affected display
3. Affected EADI 1 or EHSI 1 Circuit Breakers. . . PULL circuit
breaker on affected display
4. Dim Button (Affected Display). . OFF; Operate in composite
mode on remaining display.

LANDING GEAR WILL NOT EXTEND
1. Landing Gear Handle. . . . . . . . . CHECK DOWN (airspeed

below 200 KIAS)
2. Gear Control Circuit Breaker. . . . . . . . . . . . . . . . . . . . PULL
3. Auxiliary Gear Control. . . . . . . . . . . PULL T-HANDLE AND
ROTATE TO LOCK
NOTE
If the gear indicator lights show fewer than 3 green or if
you suspect any of the uplocks did not release on the first
auxiliary gear control handle pull attempt, a second at-
tempt may release the remaining uplocks.
4. Rudder . . . . . . . . . . . . . . . . . YAW AIRPLANE if necessary

to achieve downlock light
CAUTION
If downlock lights do not illuminate, ensure visually, if pos-
sible, that all landing gears have been released from the
uplocks prior to using the blowdown system. The blow-
down will not remove the gears from the uplocks.
5. Auxiliary Gear Control. . . PULL KNOB TO BLOW DOWN (for

positive lock)
NOTE
Pneumatic pressure should be used to assure positive
locking of all three gear actuators.
LOW HYDRAULIC FLOW (HYD FLOW LOW LIGHT ON)
ADVISORY—Indicates inoperative pump.
ANTISKID SYSTEM FAILURE (ANTISKID INOP LIGHT ON,

POWER BRAKE LOW PRESS LIGHT OUT)
1. Antiskid Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. Skid Control Circuit Breaker . . . . . . . . . . . . . . . . . . RESET
IF LIGHT REMAINS ON
3. Antiskid Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
4. Multiply landing distance of AFM Fig. 4-32 or 4-32A by 1.25.
CAUTION
Differential power braking is available. However, since the
antiskid is inoperative, excessive pressure on the brake
pedals may cause wheel brakes to lock, resulting in tire
blowout.
5. Be prepared to use the emergency brake system.
NOTE
If the antiskid pump fails after the accumulator pressure ex-
ceeds 750 psi, the POWER BRAKE LOW PRESS light may not
illuminate until normal brakes are used.
HYDRAULIC SYSTEM REMAINS PRESSURIZED (HYD PRESS ON

LIGHT REMAINS ON AFTER SYSTEM CYCLE IS COMPLETED)
1. Speed Brake Control Circuit Breaker . . . . . . . . . . . . . PULL

2. Gear Control Circuit Breaker. . . . . . . . . . . . . . . . . . . . PULL
3. Flap Control Circuit Breaker . . . . . . . . . . . . . . . . . . . . PULL
4. Thrust Reverser Circuit Breakers . . . . PULL (one at a time)
IF SYSTEM DEPRESSURIZED
5. Circuit Breakers. . . . . . . . . . . . . . . . RESET (one at a time)
Leave circuit breaker pulled which caused system to de-
pressurize.
6. Land as soon as practical. Reset Landing gear, flaps, or
speed brake control (not thrust reverser) circuit breaker(s),
if pulled, prior to landing.
IF SYSTEM REMAINS PRESSURIZED (indicates bypass
valve failed)
5. Circuit Breakers. . . . . . . . . . . . . . . . RESET (one at a time)
6. Land as soon as possible. If the bypass valve has failed,
the hydraulic system may overheat.

DOOR NOT LOCKED (DOOR NOT LOCKED LIGHT ON)
ADVISORY‑—Indicates unlocked/unlatched (key) nose or

tailcone doors, failure or improper position of one or more door
switches, and/or possible disengagement of the lower forward
cabin door pin.
ON THE GROUND
1. Correct condition prior to flight.
IN FLIGHT
1. Cabin Altitude. . . . . . . . . . . . . . . . . . SELECT to 9500 feet
2. Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
3. Passenger Advisory Light. . . . . . . . . . . . . . PASS SAFETY
4. Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . . . KEEP CLEAR
5. Descend to a lower altitude.
CABIN DOOR PRESSURE SEAL FAILURE (DOOR SEAL LIGHT

ON)
DOOR SEAL LIGHT ON IN FLIGHT

1. Descend to 41,000 feet (or lower).
2. Cabin Altitude. . . . . . . . . . . . . . . . . . SELECT to 9500 feet
3. Pilot. . . . . . . . . . . . . . . . . . . . DON CREW OXYGEN MASK
LOW HYDRAULIC FLUID LEVEL (HYD LOW LEVEL LIGHT ON)
1. Land as soon as practical—the speed brake, thrust re-

versers, flaps and the gear may not operate using normal
procedures.
NOTE
If the flap lever is moved, the flaps may tend to float in a
trail position.
POWER BRAKE SYSTEM FAILURE (POWER BRAKE LOW PRESS

AND ANTISKID INOP LIGHTS ON)
1. Skid Control Circuit Breaker . . . . . . . . . . . . . . . . . . RESET

IF LIGHTS REMAIN ON
2. Plan to use the emergency brake system for landing.
3. Brake Pedals. . . REMOVE FEET FROM BRAKE PEDALS
4. Emergency Brake Handle. . . . . . . . . PULL AS REQUIRED
CAUTION
Antiskid system does not function during emergency brak-
ing. Excessive pressure on emergency brake handle can
cause both wheel brakes to lock, resulting in blowout of
both tires.
5. Multiply the landing distance of AFM Figure 4-32 or 4-32A

by 1.3.
WHEEL BRAKE FAILURE
1. Brake Pedals. . . REMOVE FEET FROM BRAKE PEDALS

2. Emergency Brake Handle. . . . . . . . . PULL AS REQUIRED
CAUTION
Antiskid system does not function during emergency brak-
ing. Excessive pressure on emergency brake handle can
cause both wheel brakes to lock, resulting in blowout of
both tires.

by 1.3.
MASTER WARNING LIGHT ON STEADY
1. Warning Light Circuit Breaker. . . . . . . . . . . . . . . . . CHECK

2. Instruments (Hydraulic, Electrical and Engine). . MONITOR

SINGLE-ENGINE REVERSING
1. Throttles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
2. Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
3. Speedbrakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTEND
4. Thrust Reverser. . . . DEPLOY (after nose wheel on ground)
5. Reverser Indicator Lights . . . . CHECK ILLUMINATION OF
ARM, UNLOCK AND DEPLOY LIGHTS
6. Reverser Power. . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
7. Thrust Reverser. . . . . . . . . . . . . . REVERSER LEVERS TO
IDLE REVERSE AT 60 KIAS
NOTE
Reverse thrust may need to be reduced during crosswind
landings on wet or icy runways.
SINGLE-ENGINE APPROACH AND LANDING

2. Avionics and Flight Instruments . . . . . . . CHECK and SET
6. Passenger Seats. . . . CHECK UPRIGHT, OUTBOARD and
POSITIONED AFT or FORWARD to clear exit doors
7. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T.O. & APPR
9. Ground Idle Switch. . . . . . . . . NORM; unless ground icing
anticipated—HIGH
10. Fuel Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
11. Ignition (Operating Engine). . . . . . . . . . . . . . . . . . . . . . . ON
13. Antiskid. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
SINGLE-ENGINE APPROACH AND LANDING (CONT)
15. Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VAPP

18. Speed Brakes. . . . . . . . . . . . . . . . . . . . . . . . RETRACTED
19. Flaps. . . . . . . . . . . . . . . . . . LAND (when landing assured)
20. Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF
NOTE
Do not allow N2 (turbine) RPM to be less than 52%.
GROUND IDLE (GROUND IDLE LIGHT ON IN FLIGHT)
ADVISORY—Indicates fuel control is in ground idle mode (46%

turbine RPM). Do not set turbine RPM below 52% (flight idle).
Engine acceleration from ground idle (46% turbine RPM) may
be slow.
IN FLIGHT
1. Ground Idle Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
AFTER LANDING
1. Ground Idle Switch . . . . . . . . . . . . . . . . . . . . . . . . . . NORM

SINGLE-ENGINE GO-AROUND
1. Throttle (Operating Engine). . . . . . . . . . . . . . . T.O. POWER

2. Airplane Pitch Attitude. . . . 10 DEGREES (Go-around mode
on flight director for reference.)
3. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T.O. & APPR
NOTE
The landing gear warning horn can not be silenced if the
landing gear is retracted prior to the flaps reaching the
T.O. & APPR position.
4. Climb Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VAPP

5. Landing Gear . . . . . . . . UP (When positive rate-of-climb is
established.)
6. Flaps (when clear of obstacle). . RETRACT AT 1500 FEET
and VAPP + 10 KIAS, accelerate to VENR
7. Thrust (Operating Engine). . . . . MAXIMUM CONTINUOUS
POWER
FLAPS INOPERATIVE APPROACH AND LANDING (NOT IN LAND-

ING POSITION)

3. Airspeed. . . . . . . . . . . . . . . . . . . . Flaps 15°, VREF + 5 KIAS
Flaps 7°, VREF + 10 KIAS
Flaps 0° or Unknown, VREF + 15 KIAS
4. Flap Control Circuit Breaker.. . . . . . . . . . . . . . . . CHECK IN
by 1.2.
6. Avionics and Flight Instruments . . . . . . . CHECK and SET
FORWARD to clear exit doors
FLAPS INOPERATIVE APPROACH AND LANDING (NOT IN LAND-

ING POSITION) (CONT)

12. Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
14. Antiskid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
17. Annunciator Panel. . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
19. Speed Brakes . . . . . . . . RETRACTED PRIOR TO 50 FEET
NOTE
Do not allow turbine RPM to be less than 52%.
FIREWALL SHUTOFF VALVE CLOSED (F/W SHUTOFF LIGHT ON)
ADVISORY—Operated by engine fire push switches. All electri-

cal, fuel and hydraulic systems are closed at applicable fire-
wall.
ANGLE-OF-ATTACK AND/OR SLOW/FAST INDICATOR FLAGGED
ADVISORY—Indicates that a failure exists in the angle-of-

attack and/or stick shaker system which has caused the AOA
computer to flag the AOA indicator and/or slow/fast indication.
The slow/fast indicator may be unreliable and the stick shaker
may be inoperative.

NOSE AVIONICS OVERTEMPERATURE (NOSE COMP O’TEMP
LIGHT ON)
ADVISORY—Indicates that a high temperature condition exists

in the nose avionics compartment.
CAUTION
High temperature may cause failure of avionics equip-
ment, including EFIS displays.
IN FLIGHT
2. Determine the cause of annunciator illumination before
further flight.
NOTE
The annunciator should not illuminate in flight unless some
equipment failure exists.
ON THE GROUND
1. Determine the cause of annunciator illumination before
flight.
NOTE
Ground operation of avionics equipment for periods in excess
of one hour above 45°C, or shorter periods above 51°C, may
cause the NOSE COMP O’TEMP annunciator to illuminate.
Avionics equipment and/or atmosphere conditions in the nose
should be allowed to cool until the annunciator is extinguished,
prior to continued ground operation or flight.
USE OF SUPPLEMENTAL OXYGEN (UNPRESSURIZED)
1. Oxygen Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL

below 25,000 feet cabin altitude 100% at or above 25,000
feet; Ensure crew and passengers are receiving oxygen.
2. CABIN ALTITUDE . . . . MAX 25,000 FEET with passengers
MAX 37,000 FEET crew only
Adjust flight altitude as required.
3. OXYGEN. . . . CHECK ENDURANCE (refer to table below)
4. Range. . . . . COMPUTE based on oxygen endurance and
revised fuel flow and ground speed
NOTE
Cockpit masks are assumed to be at the normal setting at
20,000 feet with a respiratory rate of 10 liters per minute—
body temperature pressure saturated and at 100% setting
at and above 25,000 feet.

SEVERE ICING ENCOUNTER
In conjunction with the “Operations in Severe Icing Conditions”

section in the Operating Limitations and the “Operations in
Severe Icing Conditions” section in the Normal Procedures, this
section meets the requirements to be in compliance with AD98-
04-38.
Severe icing may be encountered at temperatures as cold as
-18°C. Increased vigilance is required at temperatures around
0°C ambient air temperature with visible moisture present.
NOTE
The following weather conditions may be conducive to
severe in-flight icing conditions:
• Visible rain at temperatures colder than 0°C ambient air

temperature.
• Droplets that splash or splatter at temperatures colder
than 0°C ambient air temperature.
IF SEVERE ICING IS PRESENT

One or more of the following visual cues indicates severe icing
conditions:
• Unusually extensive ice accumulations on the airframe and
windshield in areas not normally observed to collect ice.
• Accumulation of ice on the upper surface of the wing aft of
the protected area.
1. Immediately report weather conditions and request prior-
ity handling from Air Traffic Control to facilitate a route or
altitude change to exit the severe icing conditions.
2. Flaps. . . . . . . . . . . . . . . . LEAVE IN CURRENT POSITION
(Do not extend or retract until airframe is clear of ice.)
NOTE
Operation with flaps extended can result in a reduced
wing angle-of-attack with the possibility of ice forming on
the upper surface further aft on the wing than normal, pos-
sibly aft of the protected area.
SEVERE ICING ENCOUNTER (CONT)
3. Autopilot . . . . . . . HOLD CONTROL WHEEL FIRMLY AND

DISENGAGE
CAUTION
Exert control wheel force as required to maintain desired
flight path.
4. Avoid abrupt and excessive maneuvering that may aggra-

vate control problems.
5. If unusual or uncommanded
roll is encountered. . . . . . . . REDUCE ANGLE OF ATTACK

EMERGENCY PROCEDURES
ENGINE FAILURE OR FIRE DURING TAKEOFF
SPEED BELOW V1—TAKEOFF REJECTED

1. Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
2. Throttles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
3. Speed Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTEND
4. Thrust Reverser. . . . DEPLOY ON UNAFFECTED ENGINE
5. Thrust Reverser Indicator Lights. . CHECK ILLUMINATION
of ARM, UNLOCK AND DEPLOY LIGHTS
6. Thrust Reverser. . . . . . . . . . . . . . . . REVERSE POWER ON
THE UNAFFECTED ENGINE
IF ENGINE FIRE
7. Accomplish ENGINE FIRE Procedure.
IF ENGINE FAILURE
7. Accomplish ENGINE FAILURE/PRECAUTIONARY SHUT-
DOWN Procedure.
NOTE
• To obtain maximum braking performance from the anti-
skid system, the pilot must apply continuous maximum
effort (no modulation) to the brake pedals.
• The Takeoff Field Lengths assume that the pilot has
maximum effort applied to the brakes at the scheduled
V1 speed during the aborted takeoff.
SPEED ABOVE V1—TAKEOFF CONTINUED

1. After establishing a positive rate-of-climb, retract landing
gear.
2. At level off altitude and V2 +10, retract flaps, accelerate to
VENR·
IF ENGINE FIRE
3. At or above 400 feet AGL, accomplish ENGINE FIRE Pro-
cedure.
IF ENGINE FAILURE
3. At or above 400 feet AGL, accomplish ENGINE FAILURE/
PRECAUTIONARY SHUTDOWN Procedure.
EMERGENCY PROCEDURES 11/13 FOR TRAINING PURPOSES ONLY 12-57

ENGINE FAILURE/PRECAUTIONARY SHUTDOWN

2. Ignition (Affected Engine). . . . . . . . . . . . . . . . . . . . . . . OFF
4. Generator (Affected Engine). . . . . . . . . . . . . . . . . . . . . OFF
5. Electrical Load . . . . . . . . . . . . . . . . . REDUCE as required
6. Fuel Crossfeed . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
7. If Engine Anti-Ice On, Affected Engine ANTI-ICE. . . . . XFD
8. Refer to EMERGENCY RESTART—ONE ENGINE or SIN-
GLE-ENGINE APPROACH and LANDING Procedures.
ENGINE FAILURE DURING COUPLED APPROACH
1. Power (Operating Engine). . . . . . . . INCREASE as required

3. Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VAPP
4. Rudder Trim. . . . . . . . . . . . . TRIM toward operating engine
5. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T.O. & APPR
7. If engine fire, accomplish ENGINE FIRE Procedure.
9. Passenger Seats. . CHECK FULL UPRIGHT, OUTBOARD
and POSITIONED AFT or FORWARD to clear exit doors
10. Seats, Seat Belts, and Shoulder Harnesses. . . . . SECURE
ENGINE FAILURE DURING COUPLED APPROACH (CONT)
11. Fuel Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

12. Ignition (Operating Engine). . . . . . . . . . . . . . . . . . . . . . . ON
14. Anti-skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
15. Annunciator Panel. . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
16. Flaps. . . . . . . . . . . . . . . . . . LAND (when landing assured)
17. Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF
19. Speed Brakes. . . . . . . . RETRACTED PRIOR TO 50 FEET
NOTE
Do not allow turbine RPM to be less than 52%.
EMERGENCY RESTART—ONE ENGINE (REFER TO FIGURE ON

PAGE 12-61 FOR AIRSTART ENVELOPE)
FOLLOWING SHUTDOWN—WITH STARTER ASSIST

1. Throttle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GEN
3. Firewall Shutoff . . . . . . . . . . . . . . . . . . . . . . CHECK OPEN
4. Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
5. Start Button. . . . . . . . . . . . . . . . . . . . . PRESS momentarily
6. Throttle. . . . . . . . . . . . IDLE at 8 to 10 percent turbine RPM
7. Engine Instruments. . . . . . . . . . . . . . . . . . . . . . . MONITOR
8. Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
9. If start does not occur. . . . . . . . . . . . . . . PRESS STARTER
DISENGAGE SWITCH
FOLLOWING SHUTDOWN—WINDMILLING WITH AIR-
SPEED ABOVE 200 KIAS
1. Throttle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. Firewall Shutoff.. . . . . . . . . . . . . . . . . . . . . . CHECK OPEN
3. Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
4. Boost Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

EMERGENCY RESTART—ONE ENGINE (CONT)
5. Throttle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
6. Engine Instruments. . . . . . . . . . . . . . . . . . . . . . . MONITOR
7. After engine stabilizes—Boost Pump and Ignition. . NORM
8. Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GEN
NOTE
During high altitude windmilling starts below approximate-
ly 220 KIAS, fuel/air mixture instability may result in engine
rumble and ITT above 500°C as engine accelerates be-
tween approximately 30% and 42% N2. This is normal and
not hazardous as long as ITT does not exceed limits.
EMERGENCY RESTART—TWO ENGINES (REFER TO FIGURE ON

THE FOLLOWING PAGE FOR AIRSTART ENVELOPE.)
1. Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BOTH ON
2. Boost Pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . BOTH ON
3. Throttles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
4. If altitude allows. . . . . INCREASE AIRSPEED to 200 KIAS
5. Firewall Shutoff . . . . . . . . . . . . . . . . . . . . . . CHECK OPEN
6. All Anti-Ice Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. If no start in ten seconds:
Either Start Button. . . . . . . . . . . . . . . . PRESS momentarily
AIRSTART ENVELOPE
NOTE
Max altitude for airstarts with JP-4 or JET B fuel is 30,000 ft.

ENGINE FIRE (ENGINE FIRE SWITCH ILLUMINATED)
1. Throttle (Affected Engine). . . . . . . . . . . . . . . . . . . . . . IDLE

IF LIGHT REMAINS ON
2. Engine Fire Switch. . . . . . . . . . . . . LIFT COVER and PUSH
3. Either Illuminated Bottle Armed Light. . . . . . . . . . . . PUSH
4. Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
6. Reduce Electrical Load. . . . . . . . . . . . . . . . AS REQUIRED
7. Boost Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
8. If Engine Anti-ice On, Affected Engine Anti-ice . . . . . . XFD
IF FIRE WARNING LIGHT ON AFTER 30 SECONDS
10. Remaining Illuminated Bottle Armed Light. . . . . . . . PUSH
11. Land as soon as possible.
IF LIGHT GOES OUT AND SECONDARY INDICATIONS
ARE NOT PRESENT
ELECTRICAL FIRE OR SMOKE
1. Oxygen Masks . . . . . . . . . . . . . . DON and 100% OXYGEN

2. Oxygen Microphone Switches . . . . . . . . . . AS REQUIRED
3. Pressurization Source Selector. . . . . . . . . . . . . . . . . NORM
CAUTION
Whether or not smoke has dissipated, if it cannot be vis-
ibly verified that the fire has been extinguished following
fire suppression and/or smoke evacuation procedure, land
immediately at the nearest suitable airport.
KNOWN SOURCE
4. Isolate faulty circuit. . . . . . . . . . . . PULL Circuit Breaker(s)
UNKNOWN SOURCE
4. Flood Lights. . . . . . . . . . . . . . . . . . . . . . . . . FULL BRIGHT
5. Battery Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER
ELECTRICAL FIRE OR SMOKE (CONT)
6. Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
erators off, a properly charged battery will supply power
COMM 1 Overhead Floodlights

Copilot’s HSI NAV 2 repeater
RH Pitot Static Heaters LH and RH N1 tachometers
NAV 2 DG2
Copilot’s Attitude Indicator Voltmeter
The standby attitude indicator will continue to operate pow-

ered by its own emergency battery pack. This battery pack
also provides 5 volt emergency instrument lighting. Make
sure the cabin services (refreshment center and cabin
lights) are OFF.
CAUTION
When landing with emergency power (Battery Switch-
EMER and both generators off), the following are not avail-
able:
• The landing gear normal operation is not available: the

landing gear must be lowered using the blow down sys-
tem and the landing gear warning lights will not illumi-
nate.
• The flaps will not operate. If not previously in the landing
position, a flap inoperative landing must be made.
• The antiskid/power brake system is inoperative; only the
emergency brake system is available.
• The engine anti-ice valves will be open. Refer to anti-ice
on thrust charts.
• The outside air temperature gage is not reliable, so use
caution when applying power (except for go-around
where ground temperatures can be used).
• All engine instruments except the N1 indicator will be
inoperative.

ELECTRICAL FIRE OR SMOKE (CONT)
7. Microphone Selector. . . . . . . . EMER COMM (headphones

required to receive audio)
8. Receiver Select. . . . . . . . . . . . COMM 1 to HDPH (required
only if AUTO SELECT is OFF)
9. Windshield Bleed Air Manual Valves. . . OFF or minimum for
clear vision through windshield
10. DC Power RH Bus No. 1, 2 and 3
Circuit Breakers (Located on RH Panel). . . . . . . . . . . PULL
11. RH CB PANEL Circuit Breaker
(Located on LH Panel) . . . . . . . . . . . . . . . . . . . . . . . . PULL
12. AC INVERTER No. 1
Circuit Breaker (Located on LH Panel). . . . . . . . . . . . PULL
13. Land as soon as practical (Within 30 minutes).
IF SEVERITY OF SMOKE WARRANTS

14. Initiate SMOKE REMOVAL and/or EMERGENCY DESCENT
Procedures. Land as soon as possible.
WHEN LANDING ASSURED

15. LH Generator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
16. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
17. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LAND
18. Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF
IF SMOKE OR FIRE RESTARTS
19. LH Generator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ADVISORY—Antiskid systems will be inoperative. Power
brakes will be available until accumulator discharges. Multiply
landing distance by 1.3. Be prepared to use the emergency
brake system.
BATTERY OVERHEAT (BATT O’TEMP LIGHT ON)

2. Amperage. . . . . . . . . . . . . . . . . . . . . . . NOTE DECREASE
NOTE
The number two RMI needle(s) may fluctuate if the needle
is selected to VOR and NAV 2 is on a VOR frequency.
3. If battery voltage is 1 volt less than generator voltage in 30

seconds to 2 minutes, monitor battery overheat annuncia-
tor for possible change.
IF AMPS DECREASE
4. Battery Switch. . . . . . . . OFF (voltmeter will be inoperative)
IF BATT O’TEMP LIGHT GOES OUT
IF NO AMP DECREASE OR BATT O’TEMP LIGHT
FLASHES
4. Flood Lights. . . . . . . . . . . . . . . . . . . . . . . . . FULL BRIGHT
5. Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

NAV 2 DG2
Copilot’s Attitude Indicator Voltmeter
The standby attitude indicator will continue to operated

powered by its own emergency battery pack. This battery
pack also provides 5 volt emergency instrument lighting.
Make sure the cabin services (refreshment center and
cabin lights) are OFF.

BATTERY OVERHEAT (BATT O’TEMP LIGHT ON) (CONT)
CAUTION
When landing with emergency power (Battery Switch-
EMER and both generators off), the following are not avail-
able:
landing gear must be lowered using the blowdown sys-
nate.
on thrust charts.
inoperative.
IF NORMAL DC POWER IS LOST (Battery Relay Not Stuck)

6. Generators . . . . . . . . . . . . . . . GEN (BATT O’TEMP light will
come back on until battery cools)
7. Battery Switch. . . . . . . . . . . . . . . . OFF (Limit ITT to 600°C)
CAUTION
With the Battery Switch OFF, all power to the emergency
bus will be removed.

9. Battery Switch. . . . . . . . . . . . . . . EMER (prior to approach)
11. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LAND
12. Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF
BATTERY OVERHEAT (BATT O’TEMP LIGHT ON) (CONT)
CAUTION
After landing, refer to Airplane Maintenance Manual for
proper maintenance procedures, as damage to the battery
may have occurred.
IF NO DC POWER LOST (Battery Relay Stuck)

7. Receiver Select. . . . . . . . . . . . . . . . . . . . COMM 1 to HDPH
(required only if AUTO SELECT is OFF)
9. DC Power LH and RH BUS
NO. 1, 2 and 3 Circuit Breakers.. . . . . . . . . . . . . . . . . PULL
11. DC Power LH and RH Bus Circuit Breakers. . . . . . RESET
13. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LAND
14. Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF
CAUTION
After landing, refer to Airplane Maintenance Manual for
proper maintenance procedures, as damage to the battery
may have occurred.

LOSS OF BOTH GENERATORS
1. Generators . . . . . . . . . . . . . . . . . . . . . . RESET THEN GEN

IF ONLY ONE GENERATOR COMES ON
2. Electrical load. . . . . . . . . . . . . . . . . . REDUCE as required
IF NEITHER GENERATOR COMES ON
2. Floodlights. . . . . . . . . . . . . . . . . . . . . . . . . . FULL BRIGHT

NAV 2 DG2
Copilot’s Attitude Indica- Voltmeter
tor
The standby attitude indicator will continue to operated

powered by its own emergency battery pack. This battery
pack also provides 5 volt emergency instrument lighting.
Make sure the cabin services (refreshment center and
cabin lights) are OFF.
LOSS OF BOTH GENERATORS (CONT)
CAUTION
When landing with emergency power (Battery Switch-EMER
and both generators off), the following are not available:
landing gear must be lowered using the blowdown sys-
nate.
on thrust charts.
inoperative.

5. Receiver Select. . . . . . . . . . . . . . . . . . . . COMM 1 to HDPH
(required only if AUTO SELECT is OFF)

AC POWER FAILURE (BOTH INVERTER FAIL 1 AND 2, AC FAIL,
AND MASTER WARNING LIGHTS ON) DUAL INVERTER FAILURE
NOTE
• Continue flight by reference to the standby flight instru-
ments. Placing the battery switch to EMER will provide
AC power from the static inverter in DG2 to power the
standby compass system and NAV 2.
• The Honeywell EFIS system will be inoperative with
electrical system failure. With the battery switch in
EMER, NAV 2 and compass information will be dis-
played on the standby HSI. Refer to the standby attitude
gyro and standby altimeter/airspeed indicator for atti-
tude, altitude, and airspeed information.
2. Inverter Circuit Breakers (AC
Inverter No. 1 on LH panel and
AC Inverter No. 2 on RH Panel). . . CHECK and RESET; Land
as soon as practical.
IF BOTH INVERTERS WILL NOT RESET
3. AC Inverter No.1 Circuit Breaker (LH Panel). . . . . . . . PULL
4. INVTR FAIL 2 Annunciator. . . . . . CHECK (no annunciation
indicates recovery of Inverter 2)
NOTE
If Inverter 2 recovers, do not reset inverter No. 1 breaker.
5. Refer to IF INVERTER 1 OR 2 RECOVERS, this procedure.

IF INVTR FAIL 2 ANNUNCIATOR REMAINS ILLUMINATED
6. AC Inverter No. 2 Circuit Breaker (RH Panel). . . . . . . PULL
7. AC Inverter No. 1 Circuit Breaker (LH Panel). . . . . RESET
8. INVTR FAIL 1 Annunciator. . . . . . CHECK (no annunciation
indicates recovery of Inverter 1)
AC POWER FAILURE (BOTH INVERTER FAIL 1 AND 2, AC FAIL,

AND MASTER WARNING LIGHTS ON) DUAL INVERTER FAILURE
(CONT)
NOTE
If Inverter 1 recovers, do not reset inverter No. 2 breaker.
9. Refer to IF INVERTER 1 OR 2 RECOVERS, this procedure.

IF BOTH INVERTERS REMAIN FAILED
10. Overhead Flood Lights. . . . . . . . . . . . . . . . FULL BRIGHT
11. Continue reference to standby instruments for remainder
of flight.
12. Land as soon as practical (within 30 minutes).
IF INVERTER 1 OR 2 RECOVERS (INVTR FAIL 1 OR 2 AN-
NUNCIATOR EXTINGUISHED)

AC POWER AND/OR DISTRIBUTION FAILURE (AC FAIL LIGHT
ON AFTER MASTER WARNING HAS BEEN RESET, INVERTER
FAIL 1 AND 2 LIGHTS OUT)
1. Check the right sub-circuit breaker panel for disengaged

AC BUS circuit breaker(s).
CAUTION
If circuit breaker(s) is(are) disengaged, operate with loss
of bus as reengagement may result in further damage to
the electrical system.
NOTE
Depending on which bus(es) has been lost, the following
equipment will be lost:
a. 26 VAC Bus 1—NAV 1, pilot’s RMI and pilot’s electronic
flight instrument system (EFIS).
b. 115 VAC Bus 1—Pilot’s flight director, autopilot, radar,
pilot’s attitude gym, air data computer and VNAV com-
puter/controller.
c. 26 VAC Bus 2—NAV 2, copilot’s HSI and RMI. Opera-
tion of the following equipment can be reinstated by
placing the battery switch to EMER: NAV 2 and copi-
lot’s HSI.
EFIS SYMBOL GENERATOR FAILURE
RED X AND SG FAIL ON EADI OR BOTH DISPLAYS

BLANK
1. The EFIS system is inoperative. Refer to the copilot’s atti-
tude indicator and HSI and standby gyro horizon for com-
pass and attitude information.
EFIS SYMBOL GENERATOR OVERHEAT (SG HOT LIGHT ON)
ADVISORY—The SG HOT light has probably illuminated due to

an overtemperature condition caused by failure of the symbol
generator internal fan. Continued use of the symbol generator
without the fan may lead to its failure. Removing power from
the symbol generator will allow it to cool, but restoring power
will likely result in another overtemperature indication. Consid-
eration should be given to leaving the circuit breaker disen-
gaged, using the copilot’s flight instruments to complete the
flight and, if necessary, restoring power to the symbol generator
for the approach and landing. Pulling the EADI and EHSI circuit
breakers will allow the display tubes to cool.
1. Circuit Breaker. . . . . . . . . . . . . . . PULL EFIS 1, EADI 1 and
EHSI 1 (DC) circuit breakers;
Refer to the copilot’s attitude
indicator and HSI and standby
gyro horizon for compass and
attitude information.
OVERPRESSURIZATION
1. Cabin Altitude Selector. . . . . . SET to higher cabin altitude

2. Rate Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INC
IF STILL OVERPRESSURIZED
3. Pressurization Source Selector. . . . LH or RH; control cabin
pressure with throttle.
IF UNABLE TO CONTROL
5. Oxygen Control Valve. . . . . . . . . . . . . . . . MANUAL DROP
6. Passenger Oxygen. . . . . . . . . . . ENSURE passengers are
receiving oxygen
7. Oxygen Microphone Switches . . . . . . . . . MIC OXY MASK
9. Pressurization Source Selector . . . . . . . . . . . . . . . . . . OFF
10. Descend.
IF STILL OVERPRESSURIZED
11. Emergency Dump Switch. . . . . . . . . . . . . . . . . . . . . DUMP
12. Refer to USE OF SUPPLEMENTAL OXYGEN procedure in
Abnormal Procedures.

CABIN DECOMPRESSION (CAB ALT 10000 FT WARNING LIGHT
ON)

3. Emergency Descent. . . . . . . . . . . . . . . . . . AS REQUIRED
4. Pressurization Source Selector. . . . . . . . . . . . . . . NORMAL
5. Passenger Oxygen. . . ENSURE passengers are receiving
oxygen (MANUAL DROP as required.)
6. Transponder . . . . . . . . . . . . . . . . . . . . . . . . . EMERGENCY
NOTE
• Headsets, eyeglasses or hats worn by the crew should
be removed prior to donning the oxygen masks.
• The passenger oxygen masks will deploy automatically

when cabin altitude exceeds 13,500 feet ±600 feet.
• If a high altitude airport (field elevation greater than 8000

feet MSL) is selected on the cabin pressurization con-
troller, the CAB ALT 10,000 FT warning light will illumi-
nate at a cabin altitude of 10,000 feet ±350 feet.
IF NOT ARRESTED BY 14,000 FEET CABIN ALTITUDE

7. PRESS SOURCE Select Knob. . . . . . . . . . . . . . . . . . EMER
8. Control cabin temperature with LH throttle.
9. Emergency Descent. . . . . . INITIATE; Refer to Emergency
Procedures, EMERGENCY DESCENT.
10. Refer to Abnormal Procedures, USE OF SUPPLEMENTAL
OXYGEN.
11. Below 10,000 feet MSL, consider
PRESS SOURCE Select Knob. . . . . . . . . . . . . . . . . . NORM
IF ARRESTED BELOW 14,000 FEET CABIN ALTITUDE

7. Refer to Abnormal Procedures, USE OF SUPPLEMENTAL
OXYGEN.
EMERGENCY DESCENT
1. AP TRIM DISC. . . . . . . . . . . . . . . . . PRESS and RELEASE

2. Throttles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
4. Airplane Pitch Attitude. . INITIALLY TARGET 25 DEGREES
NOSE DOWN
5. Airspeed. . . . . . . MMO/VMO (use reduced speed if structural
damage has occurred)
7. Passenger Advisory Switch. . . . . . . . . . . . . PASS SAFETY
8. ATC. . . . . . . . . . ADVISE and obtain local altimeter setting
9. Altitude . . . . . . . . . . . . . . . . . . . . . . . 10,000 FEET MSL OR
MINIMUM SAFE ALTITUDE,
whichever is higher.
NOTE
If terrain or other circumstances prevent a direct descent
to 10,000 feet MSL, the descent to 10,000 feet MSL should
be completed within 25 minutes of the initiation of the
emergency descent.
IF DESCENT INTO ICING CONDITIONS IS REQUIRED

10. Anti-Ice/Deice. . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
11. Throttles. . . . . AS REQUIRED; maintain sufficient thrust for
anti-icing (engine ANTI-ICE lights extinguished)
ENVIRONMENTAL SYSTEM SMOKE OR ODOR

2. Oxygen Microphone Switches . . . . . . . . . . AS REQUIRED
3. Cabin (OVHD) Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
4. Defog Fan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION
Whether or not smoke has dissipated, if it cannot be vis-
ibly verified that the fire has been extinguished following
fire suppression and/or smoke evacuation procedure, land
immediately at the nearest suitable airport.

ENVIRONMENTAL SYSTEM SMOKE OR ODOR (CONT)
5. Pressurization Source Selector. . . . ISOLATE SOURCE BY

SELECTING LH
NOTE
Pressurization source selector must remain in each posi-
tion long enough to allow adequate system purging to
determine the source of smoke.
IF SMOKE CONTINUES
6. Pressurization Source
Selector. . . . . . . . . . RH (Allow time for smoke to dissipate)
IF SMOKE STILL CONTINUES (Air cycle machine seal may
be leaking)
7. Pressurization Source Selector. . . . . . EMER (Control cabin
temperature with LH throttle)
SMOKE REMOVAL
NOTE
No action is normally required; however, if smoke is in-
tense:

2. Oxygen Control Valve. . . . . . . . . . . . . . . . MANUAL DROP
3. Passenger Oxygen. . . . . . . . . . . . . . ENSURE passengers
are receiving oxygen
6. Cabin Altitude Selector. . . . . . SET to higher cabin altitude
7. Emergency Dump Switch. . . DUMP (Cabin altitude will not
exceed approximately 14,000 feet)
8. Refer to USE OF SUPPLEMENTAL OXYGEN procedure in
Abnormal Procedures.
CAUTION
Whether or not smoke has dissipated, if it cannot be visibly veri-
fied that the fire has been extinguished following fire suppres-
sion and/or smoke evacuation procedure, land immediately at
the nearest suitable airport.
THRUST REVERSER INADVERTENT DEPLOYMENT DURING

TAKEOFF
SPEED BELOW V1—TAKEOFF REJECTED

1. Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
2. Throttles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
4. Thrust Reversers. . . . . . . . . . . . . . . . . . . . . BOTH DEPLOY
5. Reverser Indicator Lights. . . CHECK ILLUMINATION of ARM,
UNLOCK and DEPLOY LIGHTS
6. Thrust Reversers. . . . . . . . . . . . . . . . . . . . REVERSE POWER
ON BOTH ENGINES
SPEED ABOVE V1—TAKEOFF CONTINUED
1. Emergency Stow Switch. . . . . . ACTUATE ON AFFECTED

ENGINE
2. After establishing a positive rate-of-climb, retract landing
gear. Do not exceed 125 KIAS until thrust reverser stows.
3. At level-off altitude, retract flaps at V2 +10 KIAS and accel-
erate. Do not exceed 200 KIAS after thrust reverser stows.
IF THRUST REVERSER WILL NOT STOW

5. Thrust Reverser Circuit Breaker . . . . . . . . . . . . . CHECK IN
6. Throttle (Affected Engine). . . . . . . . . . . . . . . . . . . CUTOFF
7. Airspeed. . . . . . . . . . . . MAINTAIN 150 KIAS OR BELOW
8. Refer to Abnormal Procedures, SINGLE-ENGINE AP-
PROACH AND LANDING.
WARNING
Capability of a go-around with a thrust reverser de-
ployed has not been demonstrated.

THRUST REVERSER INADVERTENT INFLIGHT DEPLOYMENT
1. Control Wheel/Autopilot. . . GRIP/DISENGAGE (airplane will

tend to pitch up and roll into the deployed reverser)
2. Emergency Stow Switch (Affected Engine). . . . . . . . EMER
3. Throttle (Affected Engine). . . . . . . . . . . . . . . CHECK IDLE
4. Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE TO 125
KIAS OR BELOW; AFTER THRUST REVERSER STOWS,
DO NOT EXCEED 200 KIAS
5. Reverser Indicator Lights . . UNLOCK and DEPLOY LIGHT
EXTINGUISHED ARM LIGHT ILLUMINATED
6. Throttle (Affected Engine). . . . . . . . NORMAL OPERATION
7. Land as soon as practical. Refer to Normal Procedures,
BEFORE LANDING.
IF THRUST REVERSER WILL NOT STOW
9. Throttle (Affected Engine). . . . . . . . . . . . . . . . . . . CUTOFF
10. Airspeed. . . . . . . . . . . . MAINTAIN 150 KIAS OR BELOW
12. Refer to Abnormal Procedures, SINGLE-ENGINE AP-
PROACH AND LANDING.
WARNING
Capability of a go-around with a thrust reverser de-
ployed has not been demonstrated.
THRUST REVERSER UNLOCK LIGHT ON IN FLIGHT
1. Emergency Stow Switch. . . . . . ACTUATE ON AFFECTED

ENGINE
2. Thrust Reverser Levers. . . . CHECK THRUST REVERSER
LEVERS AT STOWED (FULL FORWARD) POSITION
IF LIGHTS WILL NOT EXTINGUISH

4. Maintain 200 KIAS or below.
THRUST REVERSER ARM LIGHT ON IN FLIGHT
1. Thrust Reverser Levers. . CHECK STOWED (Full Forward)

2. Emergency Stow Switch . . . . . . . . . . . . . VERIFY NORMAL
IF LIGHT IS STILL ILLUMINATED
3. Airspeed. . . . . . . . . . . . . . . MAINTAIN 200 KIAS or below
4. HYD PRES ON light. . . . . . . . . . . . . . . . . . . . . . . . . CHECK
IF HYD PRESS ON LIGHT IS ILLUMINATED (T/R
ISOLATION VALVE IS OPEN)
5. Affected Thrust Reverser Circuit Breaker. . . . . . . . . . PULL
6. Land as soon as possible (affected T/R should be inopera-
tive).
IF HYD PRESS ON LIGHT IS NOT ILLUMINATED
(PROBABLE PRESS SWITCH PROBLEMS)
NOTE
With a thrust reverser circuit breaker pulled, the emergen-
cy stow system of the opposite reverser is deactivated.
AUTOPILOT HARDOVER
NOTE
Maximum altitude losses during autopilot malfunction:
Cruise 500 Feet at 45,000 Feet.
Climb 350 Feet at 17,000 Feet.
ILS Approach 28 Feet. (Maximum deviation
below glideslope during recov-
ery from a failure at the critical
fault point.) (Autopilot must be
off at 100 feet.) Refer to AFM
Figure 3-2 (page 12-81, this
document) for Glideslope Devia-
tion Profile.

ELECTRIC ELEVATOR RUNAWAY TRIM
1. Autopilot/Trim Disengage Switch . . . . . PRESS and HOLD
2. PITCH TRIM Circuit Breaker (left panel). . . . . . . . . . . PULL

3. Manual Elevator Trim. . . . . . . . . . . . . . . . . . AS REQUIRED
WARNING
MAXIMUM GLIDE—EMERGENCY LANDING
1. Airspeed. . . . 119 KIAS at 10,000 pounds; Increase speed

approximately 3 KIAS per 500-pound increase in weight.
2. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
3. Speed Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
4. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
6. ATC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE
7. Passenger Advisory Switch. . . . . . . . . . . . . PASS SAFETY
8. Shoulder Harness. . . . . . . . . . . . . . . . . . . . . . . . . SECURE
9. Landing Gear, Speed Brakes and Flaps. . . AS REQUIRED
AUTOPILOT GLIDESLOPE DEVIATION PROFILE

CONDITIONS:
Airspeed —VREF
Flaps —Land
Gear —Down
Delay —One second from fault recogni-
tion. Pilot’s hands on control wheel
and power levers during the ap-
proach.
MAXIMUM GLIDE—EMERGENCY LANDING (CONT)
INADVERTENT STALL (STICK SHAKER, BUFFET, AND/OR ROLL-

OFF)
1. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
2. Pitch Attitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
3. Roll Attitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEVEL
4. Throttles . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM THRUST
NOTE
Pitch attitude should be promptly reduced to at least 0–5°
nose down. Prompt aileron input may be required to main-
tain wings level flight.
5. Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE
6. Altitude . . . . . . . . . . . RETURN TO PREVIOUS ALTITUDE
7. Throttles. . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

EMERGENCY EVACUATION
1. Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

2. Throttles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BOTH OFF
3. LH/RH Engine Fire Switches. . . . . . . . . . . . . BOTH PRESS
4. LH/RH Fire Bottle Armed Lights . . . . . BOTH PRESS (if fire
suspected)
6. Airplane and Immediate Area. . . . . . . . . CHECK for BEST
ESCAPE ROUTE
IF THRU CABIN DOOR
7. Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
8. Move away from airplane.
IF THRU EMERGENCY EXIT
7. Emergency Exit. . . . . . . . . . . . REMOVE and THROW OUT
of airplane
8. Move away from airplane.
Appendix
Annunciators
APPENDIX REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY A-i

A-ii FOR TRAINING PURPOSES ONLY CITATION V APPENDIX REVISION ORIGINAL 11/13
Annunciators
Citation V advisory lights (annunciators) are designed to pro-

vide an easily interpreted representation of both normal and
abnormal system conditions. The majority of annunciators
are collocated on an annunciator panel located on the center
instrument panel.
Annunciator Panel
AC BATT CABIN ALT OIL PRESS FUEL LOW FUEL LOW HYD FLOW ENGINE
FAIL O’TEMP 10000 FT WARN LEVEL PRESS LOW ANTI-ICE
LH RH LH RH LH RH LH RH LH RH
GEN INVERTER EMERG FUEL FLTR FUEL HYD LOW WING

OFF FAIL PRESS ON POWER BYPASS BOOST ON LEVEL O’HEAT
BRAKE
BLD AIR LOW PRESS HYD PRESS
LH RH 1 2 GND LH RH LH RH ON LH RH
DOOR AIR DUCT ANTI SKID P/S HTR F/W W/S AIR
SPEED SEAL O’HEAT INOP OFF SHUT OFF O’HEAT SURFACE
BRAKE
DEICE
EXTEND DOOR NOT ACM GROUND AOA HTR
LOCKED O’PRESS IDLE LH RH LH RH FAIL
KEY:
Red
requires immediate attention, hazardous
condition exists.
Amber
requires attention, possible dangerous
condition exists.
White/
Green
safe or normal configuration, routine
action.
APPENDIX REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY A-1

Annunciator Test
If the system is functioning normally, all annunciators and the
MASTER WARNING lights should illuminate when the TEST
selector knob on the lower left instrument panel is positioned to
"ANNUN" and the BATT switch is in the "ON" position.
AC power bus voltage is above 130 VAC or

AC
FAIL
below 90 VAC. Illumination of light triggers the
master warning system, which will illuminate
the MASTER WARNING light.
Steady illumination: battery temperature over

BATT
O’TEMP 145°F; flashing: battery temperature over
160°F. Illumination of either annunciator triggers
the master warning system, which will illumi-
nate the MASTER WARNING light.
Cabin pressure altitude is above 10,000 feet.

CABIN ALT
10000 FT Illumination of either annunciator triggers the
master warning system, which will illuminate
the MASTER WARNING light.
OIL PRESS
Oil pressure is below safe limits (40 PSI) in left
WARN or right engine. Illumination of light also triggers
the master warning system, which will illumi-
LH RH nate the master warning light.
FUEL LOW Fuel quantity in left and/or right tanks has

LEVEL reached a level of 185 pounds or less.
LH RH
FUEL LOW Low fuel supply pressure in left and/or right

PRESS system.
LH RH
HYD FLOW Left and/or right hydraulic system flow is below

LOW approximately 0.35 to 0.55 gallons per minute.
LH RH
A-2 FOR TRAINING PURPOSES ONLY CITATION V APPENDIX REVISION ORIGINAL 11/13
Left and/or right engine inlet, stator, or inboard

ENGINE
ANTI-ICE
wing anti-ice has failed.
LH RH

Left and/or right generator is not connected to
GEN the airplane bus. Illumination of both left and
OFF
right annunciators triggers the master warn-
LH RH
ing system, which will illuminate the MASTER
WARNING light.
Number 1 or 2 inverter output voltage is above

INVERTER 130 VAC or below 90 VAC. Inverter failure trig-
FAIL
gers AC FAIL annunciator. Resetting MASTER
1 2
WARNING will extinguish the AC FAIL annun-
ciation unless both INVERTER FAIL lights are
illuminated.
EMERG
Emergency pressurization has been manually
PRESS ON selected or automatically activated by an air
cycle machine overheat.
BLD AIR
GND
High flow rate of bleed air has been selected
from the right engine for ground operation of
the air conditioner.
Power brake hydraulic pressure is low.

POWER
BRAKE
LOW PRESS

FUEL FLTR Bypass of the left and/or right fuel filter is im-
BYPASS pending.
LH RH
FUEL Electric power has been applied to the left and/

BOOST ON or right fuel boost pump.
LH RH

HYD LOW Hydraulic reservoir is low.
LEVEL
HYD PRESS
ON Hydraulic system is pressurized.
Inboard leading edge temperature is above

WING
160°F.
O’HEAT
LH RH
Left and right speed brakes are fully extended.

SPEED
BRAKE
EXTEND
DOOR
SEAL
Door seal is not inflated.

DOOR NOT Cabin door, aft compartment access door lock
LOCKED or either nose baggage door is/are not locked.

AIR DUCT Ventilation duct temperature exceeds safe lim-

O’HEAT
its.
ACM
O’PRESS Air cycle machine pressure is over 42 psi.

ANTI SKID Anti-skid system is inoperative.

INOP
GROUND Ground idle switch is in the normal (NORM)
IDLE position.
P/S HTR
Left and/or right pilot heat is off.
OFF
LH RH
Left and/or right fuel and hydraulic shutoff

F/W
SHUT OFF
valves are closed.
LH RH
W/S AIR Bleed air to the windshield exceeds safe tem-

O’HEAT perature limits.
AOA HTR
FAIL Heating element in the probe is inoperative.
Illuminates twice during the 12-second surface

SURFACE deice boot cycle to indicate proper boot infla-
DEICE tion pressure. Horizontal stabilizer boot inflation
cannot be checked visually from the cockpit.


C550 Differences Citation 560

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C550 Differences Citation 560

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Citation 550 to Citation V

Revision # Issue Date Initials

CESSNA CITATION V REVISION 1 02/15 FOR TRAINING PURPOSES ONLY i

ii FOR TRAINING PURPOSES ONLY CESSNA CITATION V REVISION ORIGINAL 11/13

List of Effective Pages

i 02/15 1 6-i 11/13 Original 9-i 11/13 Original

CESSNA CITATION V REVISION 1 02/15 FOR TRAINING PURPOSES ONLY iii

12-7 11/13 Original 12-50 11/13 Original

iv FOR TRAINING PURPOSES ONLY CESSNA CITATION V REVISION ORIGINAL 11/13

CESSNA CITATION V REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY v

vi FOR TRAINING PURPOSES ONLY CESSNA CITATION V REVISION ORIGINAL 11/13

Citation 550 to Citation V

The Citation V is a ten-place airplane.

Pneumatic deice boots are not installed on the leading edge of

The oxygen storage cylinder is serviced and accessed through

Maximum nose baggage compartment volume and load ca-

The key locks that secure the nose baggage compartment

Each nose baggage compartment door key lock actuates a

Pressurized Center Section

Seven windows are located on each side of the passenger

Standard configurations typically include seating for eight pas-

The standard passenger seats are numbered 3 through 8 for

When located “over spar,” seats 8 and 9 are secured directly to

The standard flush toilet is certified for use as a passenger seat

Maximum aft baggage compartment volume and load capaci-

In addition to the inflatable "primary" seal and rain seal de-

Visual indication of primary door seal malfunction/failure is

When the pin-latching type cabin/cargo door is properly se-

In addition to the inflatable "primary" seal and cross seal de-

Aft Fuselage Section

The oxygen storage cylinder is installed within the aft fuselage.

The Citation V does not incorporate an optional drag chute

The maximum tailcone baggage compartment volume and load

Load distribution is further limited to 300 pounds in the forward

The key lock actuates a microswitch that illuminates the [DOOR

Citation V Pilot's Switch Panel

ENGINES REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 2-i

The Citation V is powered by two JT15D-5A engines.

Operational Theory and Engine Power Ratings

In the JT15D-5A, approximately 46% of core thrust is used to

Of the 2900 LBS thrust produced by each engine at sea level,

Operating Net Thrust Specific Fuel

Takeoff 2900** 0.562

* Available to 15.0°C (59.0°F)

ENGINES REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 2-1

A row of 52 core inlet guide vanes is located between the fan

Two staggered rows of 60 stators each are located in the by-

The annular (ring-shaped) bleed-off valve is located in the

The controller processes ambient air and turbine speed input

Under conditions such as rapid deceleration at altitude, the

Each bleed-off valve controller is supplied with power through

Ground Idle System

These solenoids are energized through the ENG SYNC circuit

After lift-off, the solenoids are immediately deenergized and en-

When ground idle is activated, an amber [GROUND IDLE] an-

Note: When the engine anti-ice system is activated during

Note: When practicing touch-and-go landings, the GND IDLE

ENGINES REVISION ORIGINAL 11/13 FOR TRAINING PURPOSES ONLY 2-3

Total JT15D-5A engine oil capacity is 2.03 US gallons, of which

Note: The normal oil pressure indicating range applies to en-

Caution: Engine operation at oil pressures below 60 PSI is un-

Warning: Engine operation at oil pressures below 40 PSI is

Engine Starting System

Note: ITT indication exceeding 550°C during normal engine