Citation Bravo CAE Pilot Training Manual

Citation XLS
Citation Bravo
Pilot Training Manual Pilot Training Manual Revision 2
Revision 0
cae.com
NOTICE: This Citation Bravo Initial Pilot Training Manual is
to be used for Aircraft familiarization and training purposes
only. It is not to be used as, nor considered a substitute for,
the manufacturer’s Pilot or Maintenance Manual.
Copyright 2013, CAE, Inc.

All Rights Reserved
Excerpted Materials used in this Publication

have been reproduced with permission of
the Cessna Aircraft Company.
Printed in the United States of America.

Introduction
Welcome to
CAE
Welcome to CAE SimuFlite! SimuFlite
Our goal is a basic one: to enhance your safety, proficiency and
professionalism within the aviation community. All of us at
CAE SimuFlite know that the success of our company depends
upon our commitment to your needs. We strive for excellence
by focusing on our service to you.
We urge you to participate actively in all training activities.

Through your involvement, interaction, and practice, the full
value of your training will be transferred to the operational
environment. As you apply the techniques presented through
CAE SimuFlite training, they will become “second nature” to
you.
Thank you for choosing CAE SimuFlite. We recognize that

you have a choice of training sources. We trust you will find us
committed to providing responsive, service-oriented training
of the highest quality.
Our best wishes are with you for a most successful and
rewarding training experience.
The Staff of CAE SimuFlite
Citation Bravo Developed for Training Purposes 1-1

March 2009
CAE SimuFlite
1-2 Developed for Training Purposes Citation Bravo

March 2009
Introduction
This manual is a stand-alone document appropriate for various

levels of training. Its purpose is to serve as an informational
Using this
resource and study aid. Manual
The Quick Reference chapter provides limitations and other data
for quick review.
The Operating Procedures section contains chapters that pro-
vide a pictorial preflight inspection of the aircraft, normal proce-
dures in an expanded format, standard operating procedures,
maneuvers, and other information for day-to-day operations.
The Flight Planning chapter covers weight and balance and per-
formance; a sample problem is included.
The Systems section is subdivided by aircraft system. Each sys-
tem chapter contains a discussion of components, preflight and
servicing procedures, and abnormal and emergency procedures.
At the beginning of the Systems section, a list of systems is cross-
referenced to ATA codes to facilitate further self-study, if desired,
with the manufacturer’s manuals.
The graphics (right) in this manual direct your attention to a spe-
cific location in the cockpit. A shaded area locates various instru-
ments or switches shown in the adjacent photographs.

March 2009
CAE SimuFlite

March 2009
Quick Reference
This chapter contains the aircraft’s operating limits and require-

ments as well as system by system charts summarizing compo- Quick
nents, power sources, distribution, monitors, and specific
limitations. All limitations are printed in bold italic. Reference
It also contains sections on supplement-directed limitations and
operations, instrument markings, and operations in the United
Kingdom.
This chapter is intended to serve as a convenient reference.

September 2005
CAE SimuFlite

September 2005
Quick Reference
General Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Authorized Operations . . . . . . . . . . . . . . . . . . . . . . . .
2-5
2-5
Table of
Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5 Contents
Certification Status . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Emergency Exit Door Pin . . . . . . . . . . . . . . . . . . . . . . 2-5
Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Minimum Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Noise Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Passenger Seat Position . . . . . . . . . . . . . . . . . . . . . . . 2-6
Operational Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Maximum Design Weights . . . . . . . . . . . . . . . . . . . . . 2-7
Center of Gravity Moment Envelope . . . . . . . . . . . . . . 2-7
Center of Gravity Limits . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Speed Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Takeoff and Landing Operational Limits . . . . . . . . . . 2-11
Enroute Operational Limits . . . . . . . . . . . . . . . . . . . . 2-12
Load Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Icing Factors
(Airworthiness Directive 98-04038) . . . . . . . . . . . . . . 2-13
System Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Avionics and Communications . . . . . . . . . . . . . . . . . 2-15
Electrical and Lighting Systems . . . . . . . . . . . . . . . . 2-17
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
Hydraulic Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
Ice and Rain Protection . . . . . . . . . . . . . . . . . . . . . . . 2-20
Landing Gear and Brakes . . . . . . . . . . . . . . . . . . . . . 2-21
Miscellaneous Systems . . . . . . . . . . . . . . . . . . . . . . . 2-21
Pneumatic and Pressurization Systems . . . . . . . . . . 2-22
Powerplant – Pratt and Whitney . . . . . . . . . . . . . . . . 2-23
Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
System Data Summaries . . . . . . . . . . . . . . . . . . . . . . . 2-31
Electrical Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32
Flight Controls Systems . . . . . . . . . . . . . . . . . . . . . . 2-33

September 2005
CAE SimuFlite
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35

Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-36
Ice and Rain Protection . . . . . . . . . . . . . . . . . . . . . . 2-37
Landing Gear and Brakes . . . . . . . . . . . . . . . . . . . . 2-40
Oxygen Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-42
Pneumatic Systems . . . . . . . . . . . . . . . . . . . . . . . . . 2-43
Thrust Reverser System . . . . . . . . . . . . . . . . . . . . . . 2-46
AFM Supplements . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
EROS Oxygen Mask . . . . . . . . . . . . . . . . . . . . . . . . 2-47
Flood Cooling System . . . . . . . . . . . . . . . . . . . . . . . 2-47
Global GNS-XLS Flight Management System
(Single or Dual) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-48
Gravel Runway Modification . . . . . . . . . . . . . . . . . . 2-49
Honeywell Primus-1000 Flight Guidance System . . 2-50
Honeywell LSZ-850 Lightning Sensor System . . . . . 2-51
UNS-1Csp (Single) or UNS-1K (Single or Dual)
Flight Management System
(with or without Unilink) . . . . . . . . . . . . . . . . . . . . . . . . . .2-

September 2005
Quick Reference
Authorized Operations
Day and night
General
Limitations
n
n VFR and IFR flight

n Flight into icing conditions
Baggage
Nose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350 LBS MAXIMUM NOTE: Nose baggage compart-
ment limit is 350 lbs maximum; this
Aft Cabin Storage . . . . . . . . . . . . . . . . . . . . . . . . 600 LBS MAXIMUM decreases as optional equipment is
installed.
Aft Cabin Storage Floor Load Limit . . . . . .120 LBS/SQ FT MAXIMUM
Tailcone Compartment:
Forward of Cargo Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 LBS
Aft of Cargo Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 LBS
TOTAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500 LBS
Certification Status
n FAR, Part 25
Emergency Exit Door Pin

n The emergency exit door pin must be removed prior to flight.
Maneuvers
n
No acrobatic maneuvers, including spins.
n No intentional stalls above 25,000 ft.
Minimum Crew
n
Pilot and copilot
n The pilot in command must have a CE-500 type rating and meet
the requirements of FAR 61.58.
n
The copilot shall possess a multi-engine rating, an instrument rat-
ing for flight above 18,000 ft or flight into instrument meteorolog-
ical conditions, and meet the requirements of FAR 61.55.
n
Category II operation requires two pilots who are qualified in
accordance with FAR 61.3.

September 2005
CAE SimuFlite
Noise Levels
n The Effective Perceived Noise Levels (EPNL) established in compli-
ance with FAR 36 Amendment 20, Stage 3 are shown in Table 2-A.
n The takeoff weight for these figures was 14,800 lbs; the landing
weight was 13,500 lbs.
n Takeoff and sideline noise levels were established with a climb
speed of 130 KIAS and with 15° flaps. The thrust was reduced at
2,698 ft AGL from the takeoff N1% RPM to 74.3% N1% RPM.
n
Approach noise levels were obtained with a 3° glideslope and 40°
flaps
n
No determination has been made by the FAA that these noise levels
are or should be acceptable or unacceptable for operation at, into, or
out of any airport.
Noise Reference PW530A

Sideline 73.7 EPNdB
Takeoff 85.2 EPNdB
Approach 91.2 EPNdB
Table 2-A; Effective Perceived Noise Levels (EPNL)
Passenger Seat Position

NOTE: Unobstructed access to
the emergency exit is facilitated by For all takeoffs and landings, the following apply.
moving the adjacent seat aft. n
Seats must be fully upright and outboard.
n The seat aft of emergency exit must be in the most aft position.

March 2009
Quick Reference
Maximum Design Weights Operational

Ramp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,000 LBS
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14,800 LBS
Limits
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13,500 LBS
Zero Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,300 LBS
n Takeoff weight is limited by the most restrictive of:
n maximum certified takeoff weight (14,800 lbs)
n maximum takeoff weight permitted by climb requirements
n takeoff field length.
n Landing weight is limited by the most restrictive of:
n maximum certified landing weight (13,500 lbs)
n
maximum landing weight permitted by climb requirements or
brake energy limit
n landing distance.
Center of Gravity Moment Envelope

See Figure 2-1, following page.
Forward Limit at 9,147 Lbs or Less . . . . . . . . . . . . 18.54% OF MAC
(276.57” AFT OF DATUM)
Forward Limit at 14,800 Lbs . . . . . . . . . . . . . . . . . . 23.99% OF MAC
280.97” AFT OF DATUM)
There is a straight line variation between 18.54 and 23.99% of
MAC.
Aft Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.0% OF MAC
(285.85” AFT OF DATUM)

September 2005
CAE SimuFlite
Center of Gravity Limits
2-1

September 2005
Quick Reference
Speed Limits
Maximum Operating:
MMO Above 27,900 Ft . . . . . . . . . . . . . . . . . 0.700 M INDICATED
VMO 8,000 Ft to 27,900 Ft . . . . . . . . . . . . . . . . . . . . . . . 275 KIAS
VMO Sea Level to 8,000 Ft . . . . . . . . . . . . . . . . . . . . . . . 260 KIAS
Do not exceed these limits in any flight regime (climb, cruise, or
descent) unless a higher speed is authorized for flight test or pilot
training.
Maximum Maneuvering (VA). . . . . . . . SEE CHART (Figure 2-2)
Maximum Maneuvering Speeds
50,000
45,000
M
AC
H
=
0.
70
40,000
)
S)
)
910 KGS
155 KGS
S)
16 KGS)
(4762 KG
70 KG
KGS)
UNDS (3
35,000
UNDS (4
DS (56
UNDS (52
)
6 KGS
OUNDS
S (6123
PRESSURE ALTITUDE - FEET
POUN
8622 PO
S (648
9160 PO
10,500 P
KGS)
POUND
11,500 PO
30,000
12,500
POUND
S (6713
13,500
25,000
14,300
POUND
14,800
20,000
15,000
10,000
5000
0
120 140 160 180 200 220 240
MANEUVERING SPEED (VA) - KIAS
EXAMPLE:
Pressure Altitude - 25,000 FEET
Weight - 11,500 POUNDS (5216 Kilograms)
2-2 Maximum Maneuvering Speed - 176 KNOTS

September 2005
CAE SimuFlite
n Confine the following to speeds below VA:

n
full rudder application
n
full aileron control application
n
maneuvers involving angle-of-attack near stall.
Maximum Flap Extended (VFE):
Full Flaps, LAND (40°) . . . . . . . . . . . . . . . . . . . . . . . . . 174 KIAS
Partial Flaps, T.O & APPR (15°) . . . . . . . . . . . . . . . . . . 200 KIAS
Maximum Landing Gear Extended (VLE) . . . . . . . . . . . . . 260 KIAS
Maximum Landing Gear Operating:
(VLO – Extending) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 KIAS
(VLO – Retracting). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS
Maximum Speedbrake Operation (VSB) . . . . . . . . . . . . . . NO LIMIT
Minimum Control – Air (VMCA) . . . . . . . . . . . . . . . . . . . . . . 78 KIAS
Minimum Control – Ground (VMCG) . . . . . . . . . . . . . . . . . . 89 KIAS
Autopilot Operation . . . . . . . . . . . . . . . . . . 275 KIAS or 0.700 MACH

September 2005
Quick Reference
Takeoff and Landing Operational Limits NOTE: Maximum enroute operat-

ing temperature limit is ISA +39°C
Maximum Altitude Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . 14,000 FT
ambient temperature adjusted for
Maximum Ambient Temperature (Figure 2-3) . . . . . . . . . ISA + 39°C ram rise (refer to AFM Figure 4-2) or
the Indicated Outside Air Tempera-
Minimum Ambient Temperature . . . . . . . . . . . . . . . . . . . . . . . . . -54°C ture from Figure 2-3 (AFM Figure 2-
7), whichever is less.
Takeoff/Landing/Enroute Temperature Limitations
50
40
PRESSURE ALTITUDE - 1000 FEET
30
20
10
-60 -40 -20 0 20 40 60

AMBIENT AIR TEMPERATURE - °C
2-3

September 2005
CAE SimuFlite
Maximum Crosswind . . . . . . . . . . . . . . . . DEMONSTRATED 24 KTS

Maximum Tailwind Component . . . . . . . . . . . . . . . . . . . . . . . 10 KTS
Maximum Tire Groundspeed. . . . . . . . . . . . . . . . . . . . . . . . . 165 KTS
Maximum Water/Slush on Runway . . . . . . . . . . . . . . . . . . 0.4 INCH
Nose Tire Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 ±5 PSI
n The autopilot and yaw damper must be off for takeoff and land-
ing
n The vertical navigation system must be off below 500 ft AGL.
n The Engine synchronizer must be off for takeoff and landing.
n Takeoff and landing are limited to paved runways unless
equipped with optional gravel runway modification.
Enroute Operational Limits

Maximum Operating Altitude . . . . . . . . . . . . . . . . . . . . . . . 45,000 FT
Maximum Ambient Temperature . . . . . . . . . . . . . Refer to Figure 2-2
Minimum Ambient Temperature . . . . . . . . . . . . . . Refer to Figure 2-2
Generator Load:
Up to 35,000 Ft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 AMPS
Above 35,000 Ft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315 AMPS
Load Factors
In Flight:
Flaps Up Position (0°). . . . . . . . . . -1.44 to +3.6 G’s at 14,800 LBS
Flaps T.O. & APPR TO LAND
Position (15° to 40°) . . . . . . . . . . . . 0.0 to +2.0 G’s at 14,800 LBS
Landing:
Flaps T.O. & APPR/LAND
Position (15° to 40°) . . . . . . . . . . . . . . . . +3.38 G’s at 13,500 LBS
These accelerations limit the angle-of-bank in turns and severity of pull-up
maneuvers.

March 2009
Quick Reference
Icing Factors
(Airworthiness Directive 98-04-38)
WARNING
WARNING: This AD applies to
Severe icing may result from environmental conditions outside of those all aircraft equipped with pneu-
which the aircraft is certificated. Flight in freezing rain, freezing driz- matic deicing boots, certificated in
zle, or mixed icing conditions (supercooled liquid water and ice crys- any category. This AD supersedes
tals) may result in ice build-up on protected surfaces exceeding the any relief provided by the Master
capability of the ice protection system, or may result in ice forming aft Minimum Equipment List
(MMEL).
of the protected surfaces. This ice may not be shed using the ice protec-
tion systems, and may seriously degrade the performance and control-
lability of the aircraft.
To minimize the potential hazards associated with operating the aircraft
in severe icing conditions, more clearly defined procedures and limita- WARNING: When operating
tions are provided as follows: with engine anti-ice system on, or
with residual ice on aircraft, refer
n During flight, severe icing conditions that exceed those for which the to the AFM, Section IV; Approach
aircraft is certified shall be determined by the following visual cues: and Landing, residual ice landing
correction factors.
n unusually extensive ice accumulation on the airframe and wind-
shield in areas not normally observed to collect ice
n
accumulation of ice on the upper surface of the wing aft of the
protected area
n if one or more of these visual cues exists, immediately request CAUTION: When performing
priority handling from Air Traffic Control to facilitate a route or instrument approaches in Icing
conditions with Engine Anti-Ice
an altitude change to exit the icing conditions
turned ON, the Citation Bravo
n Since the autopilot, when installed and operating, may mask tactile AFM requires adding 4 KIAS to all
cues that indicate adverse changes in handling characteristics, USE computed approach Ref. speeds,
due to the extra weight and reduced
OF THE AUTOPILOT IS PROHIBITED when any of the visual
aerodynamic performance caused
cues specified above exist, or if when unusual lateral trim require- by possible ice accumulation on
ments or autopilot trim warnings are encountered while the aircraft is unprotected aircraft surfaces.
in icing conditions.
n
All wing icing inspection lights must be operative prior to flight into
known or forecast icing conditions at night
n
Wing icing inspection lights must be operative prior to flight into
known or forecast icing conditions at night.
Conducive Weather Conditions
The following weather conditions may be conducive to severe inflight
icing:
n
visible rain at temperatures below 0°C ambient air temperature
n droplets that splash or splatter and stick on impact at temperatures
below 0°C ambient temperature

March 2009
CAE SimuFlite
Exiting Procedures
The following procedures for exiting a severe icing environment are
applicable to all flight phases from takeoff to landing. Monitor the
ambient air temperature. While severe icing may form at temperatures
as cold as -18°C or colder, increased vigilance is warranted at tempera-
tures around freezing with visible moisture present. If the visual cues
specified for identifying severe icing conditions are observed, accom-
plish the following.
n Immediately request priority handling from Air Traffic Control to
facilitate a route or an altitude change to exit the icing conditions in
order to avoid extended exposure to flight conditions most severe
than those for which the aircraft is certificated.
n Avoid abrupt and excessive maneuvering that may cause increased
control difficulties.
n Do not engage the autopilot.
n
If the autopilot is engaged, hold the control wheel firmly and disen-
gage the autopilot.
n If an unusual roll response or uncommanded roll control movement
is observed, reduce the angle-of-attack.
n Do not extend flaps when holding in icing conditions. 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, possibly aft of the protected area.
n If the flaps are extended, do not retract them until the airframe is
clear of ice.
n Report these weather conditions to Air Traffic Control.

March 2009
Quick Reference
Avionics and Communications System Data

Angle-of-Attack
n AOA may be used as reference, but does not replace the airspeed
display on the PFD as a primary instrument.
n AOA can be used as a reference for approach speed (1.3 VS1) at all
aircraft weights and CG locations at zero, takeoff, takeoff/ approach,
and landing flap positions.
Autopilot
n
One pilot must remain in his seat with seat belt fastened during all
autopilot operations.
n
The autopilot and yaw damper must be off for takeoff and landing
n The vertical navigation system must be off below 500 ft AGL.
HF/ADF System
The ADF bearing information may be erratic when keying the HF
transmitter. If this occurs, disregard the ADF bearing during transmis-
sion periods.

September 2005
CAE SimuFlite
Honeywell Primus-1000 Flight Guidance System

n The Honeywell P-1000 Integrated Flight Control System Pilot’s Man-
NOTE: Crew qualification and ual P/N A28-1146-109-00 revision 00 or later revision for the Cessna
Letter of Authority from the FAA
Citation Bravo must be immediately available to the flight crew.
are required to conduct Category II
Approach Operations. n Both flight director and auto pilot coupled Category II approaches
are not approved using the Honeywell P-1000 EFIS displays.
n EFIS ground operation with the pilot’s NOSE AVN FAN FAIL
annunciator light illuminated is limited to 30 minutes or until
either PFD HOT or MFD HOT annunciator light illuminates,
whichever occurs first.
n Dispatch is prohibited if the PFD HOT, MFD HOT or IC HOT
annunciator light is illuminated.
n
Dispatch is prohibited following a flight during which the PFD
HOT or MFD HOT or IC HOT annunciator light was illuminated,
until the condition is identified and corrected.
n
The pilot’s and copilot’s PFD must be installed and operational in
the normal (nonreversionary) mode for takeoff.
n The P-1000 system must be verified to be operational by a satisfac-
tory preflight test as contained in the NORMAL procedures.
n Dual PFD SG reversion to the MFD is prohibited.
n Flight Director and autopilot coupled VOR approaches without
DME are not approved.

March 2009
Quick Reference
Standby Gyro Horizon NOTE: Use of a GPU with volt-

Accomplish a satisfactory preflight test on the standby gyro system. age in excess of 28V DC or current
in excess of 1,000 amps may dam-
age the starter.
Electrical and Lighting Systems
Battery Limitations
Engine Starts . . . . . . . . . . . . . . . . . . . . . . . . . . . THREE PER HOUR
n If the BATT O’TEMP annunciator illuminates during ground
operation, do not take off until after accomplishing the proper
maintenance procedures.
n If a battery limitation is exceeded, accomplish a deep cycle
(including a capacity check) to detect possible cell damage.
n Three generator-assisted cross starts equal one battery start.
n
If using a GPU for start, do not count a battery cycle.
Generator Limits
Up to 35,000 Ft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 AMPS
Above 35,000 Ft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315 AMPS

September 2005
CAE SimuFlite
WARNING: Anti-ice additives

GPU Limits
containing ethylene glycol n Limit GPU output to 1,000 amps maximum when connected to the
monomethyl etho (EGME) or
aircraft. Adjust power unit to 28.0 volts maximum with no load.
diethylene glycol monomethyl
ether (DIEGME) are combustible Prolonged Ground Operation
and toxic. They are dangerous
when inhaled and/or absorbed into n Continuous ground operation of generator above 315 amps is pro-
the skin. When in contact with hibited.
anti-ice additive, use appropriate
protective equipment (e.g., eye Starter Limits
goggles/shield, respirator with
organic vapor cartridges, non- n Independent of the power source (i.e., battery, generator-assisted
absorbing gloves, additional skin cross-start, or GPU), the starter is limited to three engine starts per
protection). If anti-ice enters the
30 minutes, and three cycles of operation with a 30-second rest
eyes, flush with water and contact
a physician immediately. between cycles.
Fuel
Anti-Ice Additive
CAUTION: Direct fuel anti-ice n Although anti-ice additive is not required, it is recommended for
additive into the flowing fuel its anti-bacterial properties.
stream and start the additives flow
after the fuel flow starts: stop the
n Insufficient additive concentrations may increase the risk of fuel
additive flow before fuel flow system icing. Excessive additives may cause fuel tank damage or
stops. Do not allow concentrated erroneous fuel quantity indications.
additive to contact coated interior
of fuel tank or aircraft painted sur- Additive Concentration Range
face.
Minimum Maximum
EGME 20 fluid ounces per 20 fluid ounces per

NOTE: Military JP-5 and JP-8 260 gallons (0.06%) 104 gallons (0.15%)
have anti-icing preblended by the
refinery. DIEGME 20 fluid ounces per 20 fluid ounces per
156 gallons 104 gallons
Table 2-B; Fuel Anti-icing Additive

March 2009
Quick Reference
Fuel Limitations NOTE: JP-5 and JP-8 type fuels

The following fuels are approved for use in accordance with Figure 2-5. have anti-icing additive preblended
by the refinery. Refer to Section III,
n COMMERCIAL KEROSENE JET A, JET A-1, JP-5 and JP-8 per Normal Procedures for blending
CPW 204 specification. and checking fuel anti-icing addi-
tives.
Boost Pumps -ON; when low fuel lights illuminate or at approxi-
mately 200 pounds or less indicated fuel. To crossfeed, turn boost
pump OFF on side opposite selected tank.
Fuel Limitations and Adjustments
MINIMUM FUEL MAXIMUM FUEL

FUEL GRADE FUEL SPECIFICATION TEMPERATURE TEMPERATURE
(TAKEOFF) (TAKEOFF)
Jet A ASTM-D1655 -35°C +50°C
Jet A-1 ASTM-D1655 -40°C +50°C
JP-5 MIL-T-5624 -40°C +50°C
JP-8 MIL-T-83133 -40°C +50°C
Table 2-C; Approved Fuels and Associated Limits

Fuel Imbalance
Maximum Imbalance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 lbs
Emergency Imbalance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600 lbs
Unusable Fuel
Fuel remaining in the fuel tanks when the fuel quantity indicator reads
zero is not usable in flight.
Hydraulic Fluid
Use Skydrol 500B-4, C, or LD-4; or use Hyjet, Hyjet IV or IVA plus.

September 2005
CAE SimuFlite
Ice and Rain Protection

Engine Anti-Ice System
Engine anti-ice is required for taxi, takeoff, and in flight when oper-
ating in visible moisture at +10°C (+50°F) and below. (For sustained
ground operations, operate engine anti-ice on for one out of four
minutes at 65% or greater Turbine RPM N2 when outside ambient
temperature is +10°C (+50°F) or below; when visible moisture is
present; and when visibility is less than one mile in fog.)
Windshield Alcohol Anti-Ice System
n Use TT-I-735 isopropyl alcohol for windshield anti-ice.
n
The backup alcohol system is sufficient for 10 minutes.
Windshield Bleed Air Anti-Ice System
n
Windshield bleed air is required to prevent ice on windshield when
operating in visible moisture with OAT at -30°C to 10°C (-22°F to
50°F).
n
Set the W/S BLEED switch to LO (260°F) when OAT is above -18 °C
(0°F).
n Set the W/S BLEED switch to HI (280°F) when OAT is -18°C (0°F)
or below.
Wing Deice System
Wing deice is required in flight when wing ice builds up to ¼ to ½ inch
thickness.
Do Not operate deice boots below -40°C.
Pitot Static
Limit ground operation of pitot/static heat to 2 minutes ON with 2
minutes OFF between cycles to prevent system damage.

March 2009
Quick Reference
Landing Gear and Brakes

Approved Nose Tires
Use Goodyear 184F08-1, 184F13-5 or Goodrich 031-613-8.
Tire Inflation
Aircraft tires are inflated as shown below.
Main Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 ±5 PSI
Nose Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 ±5 PSI
Strut Inflation
A data plate on the strut contains information concerning the proper
amount of visible chromed surface on the lower portion of the strut.
Observe the following extensions.
Main Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 INCHES
Nose Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 INCHES
Miscellaneous Systems
Oxygen
n The pressure demand sweep-on oxygen mask must be properly
stowed to qualify as a quick-donning oxygen mask.
n Headsets, eyeglasses, or hats worn by the crew may interfere with
the quick-donning capabilities of the oxygen masks.
n
Continuous use of the supplemental oxygen system is prohibited
above the following cabin altitudes.
Carrying Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25,000 FT
Crew Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37,000 FT
Thrust Reversers
n
Reduce reverser thrust power to idle reverse at 60 KIAS on landing roll.
n Limit maximum reverse thrust setting to no more than maximum
takeoff power less 2% N1 for the existing ambient temperature
condition.
n
Maximum allowable thrust reverser deployed time is 15 minutes in
any one hour period on the ground.
n
Limit engine static ground operation to idle power if thrust revers-
ers are deployed.
n Do not use thrust reversers during touch and go landings.

March 2009
CAE SimuFlite
n Thrust reversing on sod or gravel runways is prohibited.

n Verify the thrust reverser(s) as operational using the Before Take-
off test in the AFM normal procedures.
n The use of thrust reversers to back the airplane is prohibited.
n Nose down control column (forward pressure) is required with
thrust reversers deployed at speeds greater than 60 KIAS.
n Maximum speed for thrust reverser deployment is 125 KIAS.
Pneumatic and Pressurization Systems

Cabin Pressurization
Normal Cabin Pressurization . . . . . . . . . . . . . . 0.0 TO 8.9, ±0.1 PSID
Flood Cooling
n
Operation of the flood cooling system is prohibited above 10,000 ft
pressure altitude.
n Do not use flood cooling for cabin heating.
Vapor Cycle Air Conditioning
Operation of the air conditioning system is prohibited for any of the
following conditions:
n pressure altitude above 18,000 ft
n either generator inoperative
n
ambient temperatures less than -21°C (-5°F).

March 2009
Quick Reference
Powerplant – Pratt and Whitney Turbofan

PW530A
Approved Oils
n Use only the following oils:
n Mobil Jet Oil II
n Mobil Jet Oil 254
n Exxon Turbo Oil 2380
n Castrol 5000
n Royco Turbine Oil 500
n Royco Turbine Oil 560
n Aero Shell Turbine Oil 500
n
Aero Shell Turbine Oil 560.
n Oils listed for the engine in the latest revision of Pratt and Whitney
Canada Inc. SB Number 7001 are approved for use.
n
For contingency purposes, oil replenishment using any approved
oil brand listed is permitted if either of the following is true.
n The total quantity of additional oil does not exceed two U.S.
quarts in any 400-hour period.
n If more than two U.S. quarts of dissimilar oil brands must be
added, drain and flush the complete oil system, then refill with
an approved brand according to Engine Maintenance Manual
instructions.
n If oils of nonapproved brands or of different viscosities become
intermixed, drain and flush the complete oil system, then refill
with an approved oil according to the Engine Maintenance Man-
ual instructions.
n
Minimum oil temperature for start is -40°C.

September 2005
CAE SimuFlite
Engine Fan Inspection

n To ensure accurate fan speed thrust indication, inspect fan for
damage prior to each flight.
Engine Operating Limits
See Table 2-D, opposite page.
Engine Overspeed Limits
See Figure 2-4, page 2-26.

September 2005
Quick Reference
OPERATING
OPERATING LIMITS
CONDITIONS
Thrust Setting Time Limit ITT N2% Turbine N1% Fan RPM Oil Pressure Oil
(Minutes) Temperature °C RPM PSIG (Note 2) Temperature °C
Takeoff 5 700 100 100 45 to 140 10 to 121

(Note 4) (Note 3)
Maximum Continuous 700 100 100 45 TO 140 10 to 121

Continuous (Note 4)
Ground Idle Continuous – 45.3 (Min) – 20 (Min) -40 to 121

(Note 7) (Note 5)
Flight Idle Continuous 580 49.4 (min) – 20 (Min) -40 to 121

(Note 7) (Note 6)
Starting 5 seconds 740 Figure 2-3 – – – -40 (Min)
Transient 20 seconds 740 Figure 2-3 102 102 (Note 3) 0 to 121
Table 2-D; Engine Operating Limits

1. The maximum start limit is 740°C for 5 seconds refer to Figure 2-4
2. Normal oil pressures are 45 to 140 PSIG above 60% TURBINE RPM. Oil pressure 45 PSIG are undesirable and should be tolerated
only for the completion of the flight, preferably at reduced power setting. Oil pressures below 20 PSIG are unsafe and require that
either the engine be shut down or a landing be made as soon as practical, using the minimum power required to sustain flight.
3. For engine starting, oil pressure may exceed 140 PSIG (not to exceed 250 PSIG) for up to 300 seconds. Oil pressures above
250 PSIG longer than 20 seconds is prohibited.
4. Refer to the appropriate thrust setting charts in the Section IV of the FAA Approved Airplane Flight Manual (Standard Charts) for
% FAN RPM setting.
5. Ground idle (LOW) turbine RPM is 45.3 minimum with ignition ON, pressurization bleed air OFF and oil temperature stabilized.
Maximum ground idle (LOW) turbine RPM should not exceed the HI setting.
6. Flight (HI) idle turbine RPM is 49.4 +1.0/-0% with ignition ON, pressurization bleed air OFF and oil temperature stabilized.
7. With pressurization bleed air ON, idle speeds may be up to 1.5% N2 less than noted above.

March 2009
CAE SimuFlite
2-4
ITT Limits
n
For starting conditions, see Figure 2-5.
n
For all conditions except starting, see Figure 2-6.

September 2005
Quick Reference
ITT – Starting Conditions Only

750
INTER-TURBINE TEMPERATURE (ºC)

740
730
C
720
B
710
700
690
A
680
0 5 10 15 20 25 30
TIME (SECONDS)
AREA A - NO ACTION REQUIRED

AREA B - (1) DETERMINE CAUSE AND CORRECT
- (2) INSPECT HOT SECTION USING BORESCOPE
- (3) RECORD IN ENGINE LOG BOOK
2-5 AREA C - RETURN ENGINE TO AN OVERHAUL FACILITY
ITT Limits – All Conditions Except Starting

750
INTER-TURBINE TEMPERATURE (ºC)
740
C
730
720
B
710
700
690 A
680
0 20 1 2 3 4 5 6
(SEC) (MIN)
TIME
AREA A - NO ACTION REQUIRED

AREA B - (1) DETERMINE CAUSE AND CORRECT
- (2) INSPECT HOT SECTION USING BORESCOPE
- (3) RECORD IN ENGINE LOG BOOK
2-6 AREA C - RETURN ENGINE TO AN OVERHAUL FACILITY

September 2005
CAE SimuFlite
Prolonged Ground Operation

n Limit continuous engine ground static operation, up to and
including five minutes at takeoff thrust, to ambient temperatures
not exceeding ISA+39° C.
n Continuous ground operation of a starter/generator above 315
amps is prohibited.
n Limit ground operation of pitot/static heat to two minutes to pre-
cluded damage to the pitot/static heater and AOA probe.
n Operation in GND bleed air mode at settings greater than 70% N2
for the right engine is prohibited.

September 2005
Quick Reference
Airspeed
Instrument
Red Lines
Below 8000 ft. MSL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260 KIAS
Markings
Between 8000 ft. and 43,000 ft. MSL.. . . . . . . . 275 KIAS, 0.700M
Ammeter
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 AMPS
Yellow Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315 TO 400 AMPS
Brake/Gear Pneumatic Pressure
Wide Red Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ABOVE 2,050 PSI
Wide Green Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,800 TO 2,050 PSI
Yellow Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,600 TO 1,800 PSI
Narrow Red Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 TO 1,600 PSI
Brake Hydraulic Accumulator Pressure
Dark Green Arc. . . . . . . . . . . . . . . . . . . . PRESSURIZED PRESSURE
Light Green Arc . . . . . . . . . . . . . . . . . . . . . . . . . . STATIC PRESSURE
Cabin Differential Pressure
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.9 PSI
Green Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 TO 8.9 PSI
Fan RPM
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100.0%
Green Band . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 TO 100.0%
ITT
Red Triangle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 740°C
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 700°C
Green Band . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 TO 700°C

September 2005
CAE SimuFlite
Oil Pressure
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 PSI
Yellow Band . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 TO 45 PSI
Green Band . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 TO 140 PSI
Oil Temperature
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121°C
Green Band . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 TO 121°C
Oxygen Pressure
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,000 PSI
Green Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,600 TO 1,800 PSI
Yellow Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 TO 400 PSI
Turbine RPM
Red Light and Flashing Readout . . . . . . . . . . . . . . . . . . . . 100% RPM
Normal Operating . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 TO 100% RPM

March 2009
Quick Reference
Electrical Systems System Data

Power Sources Battery (1) – 24V DC, 20-cell, 44 amp-hour
Starter/generators (2 engine driven) - 28V DC Summaries
(28.5V regulated)
400A Max load
AC Inverters (2) – 115V and 26V AC, 400 Hz, 250VA
GPU 28V DC, maximum 1000A
Distribution DC Distribution
Hot Battery Bus
Battery Bus
Emergency Bus
LH/RH Main DC Buses
LH/RH Main Bus Extensions
LH/RH Crossover Buses
A/C Distribution
Split Bus Systems
No. 1 115V AC and 26V AC Buses
No. 2 115V AC and 26V AC Buses
Control DC switches
BATT/OFF/EMER
L GEN/OFF/RESET
AVIONIC POWER ON/OFF
AC switches
Split Bus system
DC PWR to inverters
INV 1/NORM/INV 2
Monitor DC
Voltmeter/Ammeters
L/R GEN OFF annunciator
BATT O’TEMP annunciator/gauge
Battery temperature gauge
Master warning
AC
AC FAIL annunciator
INVTR 1/2 FAIL annunciator
Master warning
Protection Circuit Breakers
Current limiters
Relays
Generator Control Units (GCUs)
External power overvoltage/overcurrent sensor

March 2009
CAE SimuFlite
Fire Protection
Power Sources Left Main Extension Bus
Right Crossover Bus
Distribution Each bottle can discharge to either engine
Control White BOTTLE 1/2 ARMED PUSH switchlights –
discharges extinguishing agent CBrF3
Red LH/RH ENGINE FIRE PUSH warning switchlights -

disables generator, hydraulics, fuel and thrust reverser.
Arms and directs fire extinguisher bottles.
Rotary TEST SELECTOR switch – FIRE WARN

Monitor White BOTTLE 1/2 ARMED PUSH switchlights
Red LH/RH ENGINE FIRE PUSH warning switchlights
F/W SHUTOFF L/R amber annunciators
Fire bottle gauges - fully charged bottle is

600 ± 75 PSI at 70° F.
FIRE DET SYS L/R amber annunciator
Protection Circuit breakers
A thermal discharge valve provides overpressure relief for

each bottle.
Miscellaneous Two 125 in3 fire bottles are in the tailcone area.

March 2009
Quick Reference
Flight Control Systems

Primary Flight Controls
Power Sources Roll: Autopilot servo – LH Crossover bus, 115V AC bus
Pitch: Pitch Trim – RH Crossover bus, 28V DC
Yaw: Autopilot servo – LH Crossover bus, 115V AC bus
Control Control wheel
Rudder pedals
Rudder trim control wheel
Manual elevator trim wheel
Aileron knob
Switches
PITCH trim
AP Control Panel
YD ENGAGE
PITCH wheel
TURN knob
AP TRIM disconnect
GO AROUND button
AP TCS (Touch Control Steering)
Monitor Indicators
Aileron trim
Yaw trim
Pitch
Stall warning – stick shaker
Annunciators
AUTOPILOT OFF (amber)
AP TORQUE (amber)
AP ROLL MISTRIM (amber)
AP PITCH MISTRIM (amber)
Flight Director
AP Eng (green)
AP Test (amber)
AP Fail (amber)
Protection Control wheel overrides autopilot aileron and elevator servo
Rudder pedals override autopilot rudder servo
AP/TRIM disconnect switch (Big Red Button) disconnects
the autopilot and yaw damper.
Electric pitch trim switch, or GO AROUND button, disen-
gages the autopilot; but does NOT disengage the yaw
damper.
Manual elevator trim wheel overrides electric pitch trim
Circuit Breakers
Miscellaneous The pilot’s trim switch interrupts and overrides copilot’s
control wheel trim switch
Yaw damper engages automatically via AP/ENGAGE
switch or when YD ENGAGE switch is pressed
Turn knob on autopilot control panel must be centered in
detent and DG-1 or DG-2 aligned to engage autopilot.

March 2009
CAE SimuFlite
Flaps
Power Sources LH Main DC bus
Control Flap selector handle
Monitor Flap position indicator
Limit switches
Speedbrakes
Power Sources RH crossover bus via RH Main DC bus
Hydraulic system (1,500 PSI)
Control SPEED BRAKE switch - extend or retract.
85% N2 (Throttle Cable Position Microswitch in the
tailcone) - retract only
Monitor Annunciators
SPD BRK EXTEND
HYD PRESS ON - while speedbrakes moving
Protection SPEED BRAKES circuit breaker
Miscellaneous Speedbrakes retract automatically and cannot be
extended at power settings representing above 85% N2
when airborne; Speedbrakes cannot be manually held in
the extended position with the speedbrake switch.
Stall Warning – Stick Shaker

Power Sources Left Main DC extension bus
Control Rotary TEST switch
AOA
Left main gear squat switch
Monitor Stall warning
Stick Shaker
Protection SPEED BRAKES circuit breaker

March 2009
Quick Reference
Fuel System
Power Sources LH/RH engine driven pumps
Motive flow ejector pump from engine driven pump
Motive flow fuel
LH/RH electric boost pumps
Left/Right Main DC Extension Bus
Right Crossover Bus
Distribution Engine feed manifolds
Crossfeed manifold
Fuel transfer motive flow
Motive flow manifold
Control ENGINE START (L/R) switches
ENG FIRE Switchlights (L/R)
FUEL BOOST switches (L/R)
L TANK/ R TANK crossfeed selector
STARTER DISENGAGE switches (L/R)
Throttles
Fuel control unit (fuel cutoff)
F/W SHUTOFF L/R
FUEL BOOST L/R
FUEL FLTR BP L/R
LO FUEL LEVEL L/R
LO FUEL PRESS (L/R)
FUEL GAUGE (L/R)
Crossfeed INTRANSIT light
FUEL FLOW gauge
FUEL QTY indicator
Protection Circuit breaker
Prist (not required; but recommended)
Fuel Filters
Fuel Firewall shutoff valves
Motive flow shutoff valve
Emergency fuel shutoff valve

March 2009
CAE SimuFlite
Hydraulic System
Power Sources L/R engine driven hydraulic pumps
Left Main Extension bus
Right Crossover bus
Distribution Hydraulic reservoir
L/R engine-driven hydraulic pumps
Hydraulic bypass valve
Hydraulic manifolds
Control LH/RH ENG FIRE PUSH switchlight
Landing gear handle
Speedbrake switch
Thrust reverser lever
Monitor LH/RH ENG FIRE PUSH switchlights
Annunciators
HYD PRESS ON
LO HYD FLOW L/R
SPD BRK EXTEND
LO HYD LEVEL
ARM/UNLOCK/DEPLOY T/R lights
Landing Gear annunciators
Pressure relief valve in reservoir low pressure area opens
to drain excess fluid when fluid reservoir fills to capacity.
If one hydraulic pump fails, either pump can operate the
system (at a reduced rate).
Pushing the ENG FIRE PUSH switchlight closes the cor-
responding hydraulic and fuel firewall shutoff valves and
TR isolation valve to stop flammable liquid flow to the
affected engine.
Refer to appropriate system section for protection in a
specific aircraft system.

March 2009
Quick Reference

Engine Anti-ice System
Power Sources Engine bleed air
Left Main DC Extension Buses
Distribution Bleed air from each engine to:
Engine inlet
First stage stator vanes
Nose cone, T1 probe
Engine igniters
Electrically heated inboard wing leading edge
Control ENGINE ANTI-ICE L/OFF and R/OFF switches
Throttle microswitches > 60%N2
Monitor ENG ANTI-ICE L/R annunciators
L/R DC Ammeters
Visual scan - WING INSP light
Engine ITT/N2 RPM gauge
Engine ignition lights
Tailcone circuit breakers, 5 CB's each wing (different
amperages) totaling 150 Amps each wing
Back up temp sensors
Engine inlet/stator fail safe valves
Windshield Anti-ice Systems

Power Sources Left/right engine bleed air clusters
Left Main DC Extension Bus
Right Crossover DC bus
Alcohol reservoir
Distribution Windshield bleed nozzles L/R
Left windshield alcohol manifold
Control W/S BLEED AIR HI/OFF/LOW switch
W/S temperature controller
W/S ALCOHOL ON/OFF switch
Manual bleed air control valves
PULL RAIN augmenter door handle
WINDSHIELD BLEED AIR MAX/LOW knob
Rotary TEST SELECTOR switch - W/S TEMP
Monitor W/S AIR O’HEAT annunciator
Bleed air noise
Windshield bleed air valve - fail safe (open)
Overtemp transmitter
Manual bleed air control valves

March 2009
CAE SimuFlite
Ice and Rain Protection (Continued)

Pitot/Static Anti-ice System
Power Sources Left Main DC Extension Buses
Emergency DC bus
Distribution Left/right pitot tubes
Standby pitot tube
Left/right static ports
AOA probe
Water drain masts
Control PITOT & STATIC ON/OFF switch
P/S HTR L/R
AOA HTR FAIL
STBY P/S HTR
Surface Deice Systems

Right Crossover DC buses
Distribution Wing boots L/R
Horizontal stabilizer boots L/R
Vertical stabilizer boot
Control SURFACE DEICE switch
ENGINE ANTI-ICE L/OFF and R/OFF switches
Monitor SURFACE DE-ICE Annunciator (illuminates in two 6-sec-
ond cycles when SURFACE DE-ICE switch is activated)
Pressure switch (< 21 PSI)
DC ammeters L/R gauges
Wing inspection light
SURFACE DEICE switch (RESET)
Miscellaneous During the first of two 6-second cycles, when the surface
deice switch is activated, both the left and right horizontal
stabilizer boots and the vertical stabilizer boot inflate. On
the second cycle, both wing boots inflate. Vacuum
deflates the boots between cycles.

March 2009
Quick Reference
Landing Gear and Brakes

Landing Gear
Power Sources Hydraulic system fluid
Emergency air bottle
Left Main DC Extension bus
Right Crossover bus
Control Landing gear control handle
Auxiliary gear controls
EMERGENCY GEAR RELEASE PULL T-handle
Emergency air knob
Rotary TEST SELECTOR switch - LDG GEAR position
HORN SILENCE button
Left Main gear warning squat switch
Monitor Landing gear down (safe) green lights
GEAR UNLOCK (red) annunciator
HYD PRESS on (amber)
Landing gear warning horn
Miscellaneous Anti-skid must be operative for takeoff and landing on
sod/dirt or gravel runways.
Squat switch
With aircraft on the ground, signals via the squat switch
relay affect the following system components and func-
tions.
Anti-skid
Cross- generator start
Emergency pressurization valve
Hour meter and digital clocks
Landing gear handle solenoid
Outflow valves
Ground valve
Pressurization takeoff modes
Thrust reversers
Radar forced standby
Bleed air ground - right engine
Stick shaker and stick shaker test
Right main gear squat switch
Thrust reversers
Stick shaker test

September 2005
CAE SimuFlite
Landing Gear and Brakes (continued)

Brakes/Anti Skid Systems
Power Sources Independent hydraulic system
Electric power brake pump and accumulator
LH Main DC Extension bus
Control Brake pedals
ANTI-SKID switch
Parking Brake handle
Rotary TEST SELECTOR switch - ANTI-SKID position
LO BRK PRESS
ANTI-SKID INOP
Emergency air pressure gauge (preflight)
Brake accumulator pressure gauge (preflight)
Brake fluid reservoir (preflight)
Brake pedal feel
Mechanical downlock
Gear/Flap warning horn

March 2009
Quick Reference
Oxygen System
Power Sources LH Main DC bus
Pressurized oxygen in storage bottle
Control Oxygen pressure/regulator
OXYGEN CONTROL VALVE
CREW ONLY/MANUAL DROP/NORMAL switch positions
MIC OXY MASK selector switch
Mask oxygen selector
Oxygen cylinder shutoff valve
Altitude pressure switch/solenoid valve
Monitor Oxygen pressure gauge
Overboard discharge indicator (green disc)
Passengers/masks visual scan
Crew oxygen flow indicator (sweep-on masks)
CAB ALT 10K FT annunciator
Protection OXYGEN/SEAT BELT circuit breaker
CB is on left power junction box and is not accessible in
flight.
Overpressure vent:
Cylinder pressure exceeding 2,500 PSI ruptures
green disc at end of overpressure vent (flush-
mounted in fuselage); oxygen discharges overboard.

March 2009
CAE SimuFlite
Pneumatic Systems
Air Conditioning System
Power Sources LH/RH engine bleed air
Air cycle machine (ACM)
Ram air
Distribution Emergency pressurization duct
Flood cooling duct
Fresh air duct
Overhead ducts
Underfloor ducts
Control Air cycle machine
Automatic TEMPERATURE CONTROL rheostat
Mixing valve (bypass modulating and shutoff valve)
MANUAL HOT/COLD switch
Switches
DEFOG fan
OVHT fan
CPT/CABIN FLOW DISTR selector
TEMPERATURE CONTROL SELECTOR
PRESS SOURCE selector
Bleed air shutoff/flow control valves
Monitor Cabin temperature air duct sensors
Annunciators
AIR DUCT O’HEAT
EMER PRESS ON
BLD AIR GND
ACM O’PRESS

March 2009
Quick Reference
Pneumatic Systems (continued)

Engine Bleed Air System
Power Sources LH/RH engine bleed air
Distribution Air cycle machine (ACM)
Door seal
Engine anti-ice system
Engine fuel system
Left engine to cabin (EMER position)
Right engine to bleed air ground valve
Windshield bleed air
Wing deice system
Control Bleed air cluster valves
Bleed air pressure regulator
ENGINE ANTI ICE switches
Lower forward door latch pin
SURFACE DEICE switch/ejectors
W/S BLEED HI/LOW switch
W/S BLEED AIR manual shutoff valves
BLD AIR GND
EMER PRESS ON
ACM O’PRESS
ENG ANTI ICE L/R
SURFACE DEICE
W/S AIR O’HEAT
AIR DUCT O’HEAT
Fail safe valves
Sensors

March 2009
CAE SimuFlite

Pressurization System
Power Sources Air Cycle Machine (ACM)
Emergency pressurization from the left engine
HP bleed air from either/both engines
Overhead ducts
Under-floor ducts
Control Control power (28V DC)
Landing gear squat switch (left)
Outflow valves
PRESS SOURCE rotary selector
Throttles
ACM O’PRESS
CAB ALT 10K FT
BLD AIR GND
EMER PRESS ON
CABIN ALT/DIFF PRESS indicator
Protection Cabin altitude limit valves
Circuit breakers
Emergency dump valve
Oxygen system
Passenger oxygen system baro-sensor
10,000 ft cabin sensor

March 2009
Quick Reference
Thrust Reverser System

Power Sources Left Main DC Extension bus
Right Crossover DC buses
Hydraulic system
Distribution Deploy cycle (T/R lever aft):
Hydraulic open-center bypass valves (close)
Isolation solenoid valve open
Thrust reverser hydraulic system (pressurized)
Then, if either landing gear squat switch actuated:
Deploy solenoid/ control valve actuated
Reverser actuator deploy port actuated
Over center locks unlocked
Thrust reverser buckets open
Stow limit switch disengage
Deploy limit switch engaged
Stow cycle (thrust revers lever forward):
Stow solenoid/control valve actuated
Reverser actuate stow port actuated
Deploy limit switch disengaged
Thrust reverser buckets closed
Over center locks locked
Stow limit switch engaged
Thrust reverser hydraulic system (depressurized)
Isolation solenoid valve closed
Hydraulic open-center bypass valve (opens)
Control Thrust Reverse Levers
Emergency STOW switch - EMER/NORM
Rotary TEST selector switch; T/REV position
LH/RH ENGINE FIRE PUSH switchlights
Monitor DEPLOY/UNLOCK/ARM lights
HYD PRESS (on) annunciator
MASTER WARNING lights
Protection Throttle feedback system – In case of inadvertent deploy-
ment during takeoff or in flight, throttle feedback system
holds engine thrust at idle during thrust reverser transistion.
Emergency stow system – Bypasses normal stows sys-
tem with override command to stow.
THRUST REVERSER L/R (7.5A) circuit breakers

September 2005
CAE SimuFlite

September 2005
Quick Reference
The following originates in selected AFM supplements. For the supple-
ments applicable to a specific aircraft, refer to the Supplements section AFM
in the AFM for that aircraft. Supplements
EROS Oxygen Mask
n Prior to flight, check the EROS oxygen mask and properly stow it
in its receptacle to qualify it as a quick-donning oxygen mask.
n Headsets, eyeglasses or hats worn by the crew may interfere with
the quick-donning capability of the oxygen mask.
n Unless carefully trimmed, mustaches and/or beards worn by crew-
members may interfere with proper sealing of the oxygen mask.
Check mask fit and seal while on the ground prior to flight.
n If ambient temperatures will be below 0°C/32°F for extended peri-
ods, remove the crew oxygen masks from the aircraft and store in
a warmer location until ready for use (Consult Bravo AFM Sup-
plement for EROS Oxygen Masks).
n The oxygen supply has the duration shown in Table 2-E.
Flood Cooling System

n Do not operate the flood cooling system above 10,000 ft pressure
altitude.
n
Do not use the flood cooling system for cabin heating.
EROS OXYGEN MASK AND 64-CUBIC FOOT CYLINDER

AVAILABLE TIME IN HOURS: MINUTES
CABIN 1 COCKPIT 2 COCKPIT 2 COCKPIT 2 COCKPIT 2 COCKPIT 2 COCKPIT 2 COCKPIT 2 COCKPIT
ALTITUDE 2 CABIN 4 CABIN 6 CABIN 8 CABIN 10 CABIN 11 CABIN
8,000 18:08 9:04 2:17 1:18 0:55 0:42 0:34 0:31
10,000 20:50 10:25 2:23 1:20 0:56 0:43 0:35 0:32
15,000 20:50 10:25 2:25 1:22 0:57 0:44 0:36 0:33
20,000 16:22 8:11 2:19 1:21 0:57 0:44 0:36 0:33
25,000 9:02 4:31 1:54 1:21 0:53 0:42 0:34 0:32
30,000 11:59 5:57
35,000 16:10 8:05
37,000 18:31 9:16
Table 2-E; Oxygen Supply Chart

Cockpit masks are assumed to be at the normal setting at 20,000 ft with a respiratory rate of 10 liters per minute - body temperature
pressure saturated and at 100% setting above 20,000 ft.

March 2009
CAE SimuFlite
Global GNS-XLS Flight Management

System (Single or Dual)
General
n The GNS-XL(LS) Operator’s Manual, Report Number TR08845-1,
Revision 2 dated January, 1996 or later appropriate revision, must
be available to the flight crew whenever navigation is predicted on
the use of the GNS-XL(LS). The software status displayed on the
initialization page must match that stated in the Operator’s Man-
ual.
n The GNS-XL(LS) is not approved as the sole means of navigation.
Other navigation equipment appropriate to the ground facilities
along the intended route must be installed and operable, as
required by the FAR’s applicable to the specific type of operation
(i.e., VOR, DME etc).
n
The GNS-XL(LS) as installed has been found to comply with the
requirements for GPS primary means of navigation in oceanic and
remote airspace, when used in conjunction with the prediction
program imbedded in the GNS-XL(LS) P/N 17960-0102-X. This
does not constitute operational approval.
n Navigation within the national airspace system shall not be predi-
cated upon the GNS-XL(LS) during periods of dead reckoning (DR).
n The GNS-XL(LS) is approved for enroute and terminal operations.
n The GNS-XL(LS) P/N 17960-0102-X is approved for oceanic
operations.
n The GNS-XL(LS) P/N 17960-0102-X with software mod 2 (SM02)
is approved for non-precision GPS approaches or GPS overlay
approaches.
n Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, and MLS
approaches is not authorized for the GNS-XL(LS).
n
IFR enroute and terminal navigation is prohibited unless the pilot
verifies the currency of the data base or verifies each selected way-
point for accuracy by reference to current approved data.
n
The internal data base (IDB) must be updated to the latest revision
every 28 days; Updating to be accomplished with a Global Wulfs-
berg update disc, or equivalent. Update discs will be received by
mail (to subscribers) or obtained from authorized Global Wulfs-
berg installation centers or update centers.
n The fuel management mode is for advisory purposes only, and it
should not replace the airplane primary fuel flow and fuel quantity
gauges.

March 2009
Quick Reference
n When operating outside the magnetic variation model area (north
NOTE: Instrument approaches
of 70 degrees north latitude or south of 60 degrees south latitude), must be conducted with the
the pilot must manually insert magnetic variation. GNSXL (LS) in the approach mode
n The GNS-XL(LS) with GPS sensor may be used as one of the of operation and RAIM must be
available at the final approach fix.
required navigation systems in the North Atlantic Track – Mini-
mum Navigation Performance Specification (NAT-MNPS) Air- AAPP (cyan) must be annunciated
in the PFD at or prior to the FAF.
space provided the proper documentation and approval is obtained
and an additional navigation system is installed in accordance When an alternate airport is
with Advisory Circular 91-49. required by the applicable operat-
ing rules, it must be served by an
n In dual GNS-XL(LS) installations, FMS 2 use is prohibited during sin- approach based on other than GPS
gle pilot operations if FMS 2 is located in the right (copilot’s) panel. navigation, the airplane must have
operational equipment capable of
GPS using that navigation aid, and the
required navigation aid must be
n The Global Positioning System (GPS) sensor is approved as a con- operational.
tributing sensor for navigation if one of the following is true: The GNS-XL(LS) can only be
n the GPS sensor is not the only sensor selected for use, it used for approach guidance if the
reference coordinate datum system
receives four or more satellites, the GDOP is six or less, and the for the instrument approach is
sensor is not using altitude WGS-84.
n the system is receiving three or more satellites and the GDOP,
using altitude, is 10 or less.
n Use a manually entered altitude only after failure of the automatic
inputs; update it every five minutes.
Gravel Runway Modification NOTE: Three Service Bulletins

are required before operating on
For aircraft equipped for gravel runway operations, the following limi- gravel runways is approved:
tations apply. SB550-32-04-R(x): Supplement
16, Operating Procedures, Perfor-
Maximum Takeoff Weight . . . . . . . . . . . . . . . . . . . . . . . . . 14,800 LBS mances, and Limitations;
Maximum Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . 13,500 LBS SB550-32-06-R(x): Installation of
the Modification, and
VLE, Maximum Landing Gear Extended Speed . . . . . . . . . . 200 KIAS SB550-32-10: Nosewheel Spinup
Assembly. “(x)” - Indicates most
VLO, Maximum Landing Gear Operating Speed recent revision.
(Extending or Retracting) . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS
n The anti-skid system must be operational and ON for takeoff and
landing on gravel runways.
n
The nosewheel spin-up system shall be operational and ON for
landing on a gravel runway.
n
Nosewheel steering must be disengaged for takeoff and/or landing
operations on a gravel runway.
n Use of thrust reverser power above flight idle power is prohibited
on gravel runways.

March 2009
CAE SimuFlite
n Thrust reversers must be stowed at speeds less than 60 KIAS on

CAUTION: Damage to the air-
gravel runways.
craft structure and engines may
occur when operations are con- n The runway surface must be smooth, free of ruts and must have
ducted on gravel. Exercise sufficient load bearing capability such that ruts will not be formed
extreme care in maintaining proper during normal airplane operation.
approach speeds. High speeds dur-
ing touchdown may cause gravel n The load bearing capability of the runway and other airport sur-
damage from the nose wheel. faces must be adequate for the load rating of the Model 550 Bravo.
n Single pilot operation per Exemption 4050A is prohibited when
NOTE: Crew qualification is operating from gravel runways.
required to conduct Category II n Observe the caution at left.
approaches.
Honeywell Primus-1000 Flight Guidance
System
n The Honeywell Primus 1000 Integrated Avionics System for
the Citation Ultra Pilot’s Manual must be immediately avail-
able to the flight crew (Honeywell publication A28-1146-099
Revision 1, dated May 1996 or later appropriate revision).
n Only Flight Director and autopilot coupled Category II opera-
tions are approved using the Honeywell P-1000 EFIS displays.
n Make Category II approaches in the following configurations
only: flaps in LAND, gear down, both engines operating, and
airspeed VREF.
n Limit EFIS ground operation with the pilot’s NOSE AVN FAN
FAIL annunciator light illuminated to 30 minutes or until either
PFD HOT or MFD HOT annunciator illuminates, whichever
occurs first.
n Do not dispatch if either the PFD HOT, MFD HOT, or IC HOT
annunciator illuminates.
n Do not dispatch following a flight where either a PFD HOT,
MFD HOT or IC HOT annunciator light was illuminated until
identifying and correcting the condition.
n The pilot’s and copilot’s PFDs must be installed and opera-
tional in the normal (non-reversionary) mode for takeoff.
n Verify the P-1000 system as operational per a satisfactory pre-
flight test as contained in the NORMAL procedures.
n
Dual PFD SG reversion to the MFD is prohibited.
n
Flight Director and autopilot coupled VOR approaches without
DME are not approved.

September 2005
Quick Reference
Honeywell LSZ-850 Lightning Sensor

System
n The Honeywell LSZ-850 Lightning Sensor System Pilot’s Operat-
ing Manual (Publication Number 28-1146-54-00, dated June 1988
or later revision) must be immediately available to June 1988 or
later reversion) must be immediately available to the flight crew
for aircraft equipped with the Honeywell LSZ-850 Lightning Sen-
sor System.
n Thunderstorm avoidance must not be solely predicated upon the
use of the LSZ-850 Lightning Sensor System.
UNS-1 Csp (Single) or UNS-1K (Single or

Dual) Flight Management System (with or
without UniLink)
General
n
The UNS-1 Operator’s Manual, as applicable to the software ver-
sion, must be available to the flight crew whenever navigation is
predicted on the use of the UNS-1/Csp/-1K: See Table 2-F.
Report Change Software

Unit Dated
Number Number Version
2423SV601 -1Csp July 11,1996 601.X
2423SV602 -1Csp or -1K June 20,1997 602.X
2423SV603 -1K January 30, 1998 603.X
Table 2-F; Operator’s Manual

n
The UNS-1Csp/-1K must be used in conjunction with the Univer-
sal Flight Plan (UFP) Version 11.X or later FAA approved ver-
sions, when used as the primary means of navigation in oceanic
and remote airspace.
n
When latitude/longitude transferred from the internal data base
(IDB) is displayed on the CDU, the pilot will ensure that it is a rea-
sonable position for the requested identifier.
n The internal data base (IDB) must be updated to the latest revision
every 28 days; updating to be accomplished with the Universal Avi-
onics update disk or equivalent.
n The fuel management mode is for advisory purposes only and it
does not replace the airplane primary fuel flow and fuel quantity
systems.

September 2005
CAE SimuFlite
n When operating outside the magnetic variation model area (north

of 72 degrees 45 minutes north latitude, or south of 59 degrees 45
minutes south latitude), the pilot must manually insert magnetic
variation.
n
It is the responsibility of the pilot in command to exercise reason-
able and prudent judgement in using the advisory services of the
optional UniLink system.
Navigation
n The UNS-1Csp/-1K position information must be checked for accu-
racy (reasonableness) prior to use as a means of navigation.
n The UNS-1Csp/-1K should be updated when a cross-check with
other approved navigation equipment reveals an error greater
than 3 NM, along-track or cross-track (this limitation does not
apply to mod level 603.X software.
n Navigation within the national airspace system shall not be pre-
dicted upon the UNS-1Csp/-1K during periods of dead reckoning
(DR).
n Following a period of dead reckoning, position should be verified
by visually sighting ground reference points and/or by using other
navigation equipment such as NDB, VOR, DME, or radar fix.
n The use of manually inserted runway coordinates is limited to
VFR operations only.
VNAV Operation with FMS Software MOD Levels 601.X
and 602.X
n The UNS-1Csp displayed VNAV information is advisory informa-
tion only. FMS VNAV cannot be coupled to the autopilot or flight
director.

September 2005
Quick Reference
VNAV Operation with FMS Software MOD Levels 603.X

n If VNAV is to be used for the approach, VNAV may only be used
enroute to within 10 nm of the FAF. When the approach mode is
activated, as indicated on the FMS CDU and by the ‘APP” annun-
ciation on the PFD, VNAV may be armed for the approach.
Approaches
n
Instrument approaches must be accomplished in accordance with NOTE: Fault Detection and Exclu-
approved instrument approach procedures that are retrieved from sion (FDE) must be determined off-
the FMS navigation data base. The FMS data base must incorpo- line using the UFP program on a
rate the current update cycle. DOS based Personal Computer, FDE
cannot be computed on the FMS.
n When using FMS guidance for conducting instrument approach
procedures that do not include ‘or GPS’ in the title of the pub-
lished procedure, the flight crew must verify that the procedure
specified navaid and associated avionics are operational.
n
The GPS INTEG light/annunciator must be extinguished prior to
beginning the approach.
n
Instrument approaches must be conducted with the UNS-1Csp/-1K
in the approach mode of operation and RAIM must be available at
the Final Approach Fix.
n The FMS approach annunciator must be illuminated (cyan APP
on EHSI) prior to the Final Approach Fix.
n Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, and MLS
approaches are not authorized for the UNS-1Csp/-1K.
n The UNS-1Csp/-1K is approved for FMS VFR approaches as a
VFR pilot aid only.
n
When an alternate airport is required by the applicable operating
rules, it must be served by an approach based on other than GPS
navigation, the airplane must have operational equipment capable
of using that navigation aid, and the required navigation aid must
be operational.
n
IFR non-precision approach approval is limited to published
approaches within the U.S. National Airspace System. Approaches
to airports in other airspace are not approved unless authorized by
the appropriate governing authority.
n
When conducting missed approach procedures, autopilot coupled
operation is prohibited until the flight crew has established a rate
of climb that ensures all altitude requirements of the procedure
will be met.

September 2005
CAE SimuFlite

September 2005
This section presents four individual elements of flight opera-
tions: preflight inspection, expanded normal procedures, Standard Operating
Operating Procedures (SOP), and maneuvers. Although they are
addressed individually in this manual, their smooth integration is Procedures
critical to ensuring safe, efficient operations.
The Preflight Inspection chapter illustrates a step-by-step inte-
rior inspection and exterior inspection of the aircraft. Preflight
cockpit checks are also discussed.
The Expanded Normal Procedures chapter presents checklists
for normal phases of operation. Each item, when appropriate, is
expanded to include limitations, cautions, warnings, and light
indications.
The Standard Operating Procedures chapter details Pilot Fly-
ing/Pilot Monitoring callouts and verbal or physical responses.
The Maneuvers chapter pictorially illustrates normal and emer-
gency profiles. Additionally, written descriptions are included for
most phases of flight with one or both engines operating.

September 2005
CAE SimuFlite

September 2005
An essential part of the preparations made before any flight is the
preflight inspection. During this inspection, verify the aircraft's Preflight
physical readiness. A thorough preflight before the first flight of
the day is critical to determine airworthiness and provide for the Inspection
highest degree of safety.
No detail should be overlooked during the first preflight of the
day. Abnormal conditions (e.g., low tire pressure) must be cor-
Chapter 3A
rected prior to flight. Even minor discrepancies should be recti-
fied prior to flight to ensure safety.
The preflight inspection begins inside the aircraft where the initial
cockpit setup and essential functions are verified. The actual exte-
rior inspection follows; it begins at the cabin door, proceeds
clockwise around the aircraft, and ends at the left wing root.
Lastly, the pilot returns to the interior of the aircraft to check the
passenger compartment and cockpit for flight readiness.
Citation Bravo Developed for Training Purposes 3A-1

September 2005
CAE SimuFlite
3A-2 Developed for Training Purposes Citation Bravo

September 2005
Preflight Inspection
Checklist Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-5

Table of
Cockpit Flow Pattern . . . . . . . . . . . . . . . . . . . . . . . 3A-6
Contents
Cockpit Flow Pattern (Power Off) . . . . . . . . . . . . . . . 3A-7
Left Seat Cockpit Setup. . . . . . . . . . . . . . . . . . . . . . 3A-7
Right Seat Cockpit Setup . . . . . . . . . . . . . . . . . . . . 3A-9
Cockpit Power On Inspection . . . . . . . . . . . . . . . . . 3A-11
Exterior Walkaround . . . . . . . . . . . . . . . . . . . . . . . . 3A-13

Exterior (General) . . . . . . . . . . . . . . . . . . . . . . . . . 3A-13
Left Nose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-15
Right Nose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-19
Right Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-23
Right Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-29
Right Empennage . . . . . . . . . . . . . . . . . . . . . . . . . 3A-31
Tailcone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-33
Left Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-35
Left Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-37
Cabin Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-43
Cockpit Inspection . . . . . . . . . . . . . . . . . . . . . . . . . 3A-45

March 2009
CAE SimuFlite

September 2005
Tasks are executed in one of two ways:
Checklist
as a sequence that uses the layout of the cockpit controls and indica-
Usage
n
tors as cues (i.e., “flow pattern”).

n as a sequence of tasks organized by event rather than panel location
(e.g., After Takeoff, Gear – RETRACT, Flaps - UP).
The placing of items in a flow pattern or series provides organization
and serves as a memory aid.
A challenge-response review of the checklist follows execution of the
tasks; the pilot monitoring (PM) calls the item, and the appropriate pilot
responds by verifying its condition (e.g., Engine Anti-Ice [challenge]
–ON [response]).
Two elements are inherent in the execution of normal procedures:
n use of either the cockpit layout or event cues to prompt the correct
switch and/or control positions.
n use of normal checklists as “done” lists.

September 2005
CAE SimuFlite
Cockpit Flow Pattern
B C D C B
A
A

September 2005
Left Seat Cockpit Setup Cockpit Flow

A Pattern
Oxygen Mask/Switches and Pressure CHECK (Power Off)
Oxygen Quantity (Copilot Instrument Side Panel). CHECK
Oxygen Line Flow Indicator . . . . . . . . . . . . . . . . . . . . . . . . GREEN
Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100%
Mask. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DON
Breathe several times to ensure free flow. Check mask micro-
phone is operative.
Emergency Pressure Position . . . . . . . . . . . . . . . . . . . . . . . CHECK
Passenger Oxygen Valve/Switch(es) . . . . . . . . . . . . . . . . . . . NORM
Microphone Switch . . . . . . . . . . . . . . . . . . . . . . . . . . MIC HEADSET
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK IN
B
Digital Clock. . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT TIME RESET 0
Audio Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Rotary Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BATT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Generator Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GEN
For GPU start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AC Inverter and Master Avionics . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Boost Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Anti-Ice/Deice Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Vertical Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
LH Gyro Slave . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
Exterior Light Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

September 2005
CAE SimuFlite
C
Panel Light Control. . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNLOCKED
MEGGITT/Standby Gyro . . . . . . . . . . . . . . . TEST/ON/CAGED/OFF
Passenger Advisory Light . . . . . . . . . . . . . . . . . . . PASS SAFETY OFF
Beacon and Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
D
Thrust Reverser Emergency Stow Switches . . . . . . . . . . . . NORMAL
Engine Instruments . . . . . . . . . . . . . . . . . . . . . . OFF FLAGS IN VIEW
Landing Gear Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
Pressurization/Environmental . . . . . . . . . . . . . . . SET AS REQUIRED
E
Throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Check that handle matches indicator.
Engine Synchronizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THREE SET
Rudder, Aileron, and Elevator correctly positioned.

September 2005
Right Seat Cockpit Setup
A
Oxygen Mask/Switches and Pressure . . . . . . . . . . . . . . . . . . . CHECK
Oxygen Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Oxygen Line Flow Indicator . . . . . . . . . . . . . . . . . . . . . . . . GREEN
Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100%
Mask. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DON
Breathe several times to ensure free flow.
Emergency Pressure Position (Sweep-On Mask). CHECK
Microphone Switch . . . . . . . . . . . . . . . . . . . . . . . . MIC HEADSET
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IN
B
Oxygen Pressure Gauge . . . . . . . . . . . . . . CHECK (1,600-1,800 PSIG)
Audio Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Digital Clock . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT TIME RESET 0
C
RH Gyro Slave Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
Overhead and Defog Fan Switches. . . . . . . . . . . . . . . . . . . . OFF/LOW
Windshield Heat Manual Control Knobs . . . . . . . . . . . . . . . . . . . . OFF
Vapor Cycle Air Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

March 2009
CAE SimuFlite

September 2005
Battery Switch . . . . . . . . . . . . . . . . . . . . . . . . . . BATT (24 VDC MIN)
Cockpit
Avionics Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Rotary Test Switch . . . . . . . . . . . . . . . . TEST EACH POSITION/OFF Power On
Avionics Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Inspection
Flashing Beacon/Exterior Lights . . . . . . . . . . . . . . . . . . . . . . ON/OFF
Ground personnel check that lights illuminate.
Pitot Heat (30 Seconds). . . . . . . . . . . . . . . . . . . ON
Ensure all covers are removed from pitot tubes and static ports.
Allow thirty seconds for pitot tubes and static ports to heat.
Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check that no off flags are visible at the top of each engine
instrument.
Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK/BALANCED
Annunciator Panel. . . . . . . . . . . . . . . . . . . . . PROPER INDICATIONS
Gear Indicator Lights . . . . . . . . . . . . . . . . . THREE GREEN/NO RED
Parking Brake . . . . . . . . . . . . . . . . . . . . SET WITH POWER BRAKES
Pitot Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Battery Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
All Other Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF (or NORM)

September 2005
CAE SimuFlite

September 2005
CAE SimuFlite Preflight Inspection
Unfold the preflight inspection diagram on the following page for
ease of reference. Note that the letters A through H identify each
Exterior Exterior Inspection Walkaround
segment of the preflight inspection. Subsequent pages provide
sequenced checklists of each preflight inspection segment. Large
Walkaround
locator photos identify the general location of each inspection Inspection
area. Adjacent photos detail the checklist items. Photos read left
to right.
Limitations and specifications appear if relevant to the checklist.
Before starting the exterior inspection of the aircraft, obtain a
flashlight, screwdriver, and bucket or other suitable container for
disposal of fuel samples.
Exterior (General)
Make a general check for security, condition and cleanliness of
the aircraft and components. Check particularly for damage, fluid
leakage, security of access panels, and removal of keys from
locks. Remove all covers from the pitot tubes, static ports, probes,
and engine inlets and exhausts.
Citation Bravo Developed for Training Purposes 3A-13 3A-14

March 2009
CAE SimuFlite
Preflight Inspection Walkaround Path
1
B
A
3
H D
2 4
F
E

March 2009
A Left Nose Nose Baggage Limitation

350 lbs. maximum (less optional
1. Refreshment Center Drain Heater: Check that heater is avionics).
clear and warm.
2. Static Ports: Check ports are clear and warm. Since it is Nose Gear/Tire Limitation
difficult to feel heat from the static port, run the back of a finger over
Approved Nose Tire:
the static port.
Goodyear 184F08-1 or 18F13-5;
3. Brake Fluid Reservoir/Accumulator: Hydraulic fluid window
BF Goodrich/Michelin.31-613-8.
ports on the gauge have the following indications.
Pwr Brake Accum . . . . . . . . . . . . . . . . . . . . . . DARK GREEN BAND
(900 – 1,350 PSI) CAUTION: Do not grasp pitot
Brake Fluid Reservoir Sight Gauges: tubes firmly; severe burns can
result.
Accum Press/Prechg . . . . . . . . . . . . . . . .PURPLE TINT/BALL AT
TOP OF UPPER SIGHT
GLASS
Accum Press Normal Press . . . . . . . . . . PURPLE TINT/BALL AT
TOP OF LOWER SIGHT
GLASS
4. Anti Skid Bit Indicators: Check that a white flag may appear
in any of the five circular indicators located in a row on the fault
display unit which is under the removable panel at the aft end of the
nose compartment. The faults which may be displayed are: left
transducer failure (LEFT XDCR), right transducer failure (RIGHT
XDCR), left and right squat switch disagreement (SQUAT DISAGREE),
control valve failure (VALVE), and control unit failure (CONTROL).
5. Baggage Door: Check that the door is firmly closed and locked.

March 2009
CAE SimuFlite
6 7A
7B 8 9

March 2009
A Left Nose (Continued) W/S Alcohol Limitation
6. Pilot’s Windshield: Visually inspect windshields for cracks, TT-I-735 isopropyl alcohol is
required.
scratches, discoloration, crazing, or other deformities. Operate foul
weather window to closed and open position while checking seal
mating surface and latch operation. Inspect seal for rips, tears or other
evidence of damage.
7. Nose Gear, Doors and Strut: On the ground, the two forward Emergency Air Pressure Limitation
gear doors are closed while the rear door is open (7A) to allow visual Pressure must be between 1,800 and
inspection of the nose gear assembly, shimmy damper, and nose gear 2,050 PSI.
steering bellcrank. Check for an oleo strut extension (7B) of
approximately 2.5 inches.
8. Nose Tire: Check the chine and tread of the nose tire. Chine
must be intact to meet water/slush runway operating limitations. Cord
must not be visible on the tire. Check for proper inflation, 120 ± 5 PSI.
9. Pitot Tubes: The tubes are in a cooling cycle. Check the left
tube, then move around the nose and check the right. Check that both
are clear and warm.

July 2004
CAE SimuFlite
2 3 4
5 6

July 2004
B Right Nose
Baggage Compartment
1. Baggage Door: Open baggage compartment door.
2. Windshield Alcohol Sight Gauge: Fluid should be visible
with the float ball at top of the gauge.
3. Emergency Gear and Brake Pressure Gauge: Check that
the gauge is in the green arc.
4. Baggage Door: Check that the door is firmly closed and locked.
5. Oxygen Blowout Disc: Check that the green disc is in place. If
it is missing, the oxygen bottle is empty.
6. Overboard Vent Lines: Check that the following vent lines are
clear: vacuum, brake reservoir, alcohol, gear and brake/gear pneumatic
pressure.

March 2009
CAE SimuFlite
7 8 9
10 11

March 2009
B Right Nose (Continued)

Exterior
7. True Airspeed Temperature Probe: Check condition of the
temperature probe.
8. Static Ports: Check that they are clear and warm.
9. Copilot’s Windshields: Visually inspect windshields for
cracks scratches, discoloration, crazing, or other deformities.
10. Angle-of-Attack Vane: Carefully check the vane for heating as
well as ease and range of rotation.
11. Bottom Antennas: Check condition of the antennas.

March 2009
CAE SimuFlite
2 3 4
5 6 7

March 2009
C Right Wing
1. Emergency Exit: : Check that the door and handle are flush
with fuselage skin.
2. Dorsal Fin Air Inlet: Check that the inlet is clear.
3. Engine Fan Duct and Fan: : Check that the duct is clear.
Check for bent blades, nicks, and foreign objects. If the fan is
windmilling, install an engine cover or place a hand on the bullet nose
to stop rotation. Observe the condition of the T1 sensor.
4. Generator Cooling Air Inlet: : Check that the duct is clear.
5. Wing Inspection Light: Check for condition.
6. Heated Leading Edge Panel: Check for condition. Check
stall strip.
7. Fuel Quick Drains (four): Push straight up on the drains to
avoid locking when taking fuel samples (Figure 3A-1).
.
QUICK DRAIN VALVES (1 TO 4)

(BOTTOM OF WING)
4
1 2
3
1 3
2
4
(BOTTOM OF WING)
QUICK DRAIN VALVES (1 TO 4)
3A-1

March 2009
CAE SimuFlite
8 9 10
11 12 13
14

March 2009
C Right Wing (Continued) Fuel LImitations

8. Main Gear Uplock Release Cable: Check cable tension. Fuel complying with any of the fol-
lowing specifications is approved
9. Main Gear Door and Tire: Check door for security. Check for use. Mixing of fuel is permitted.
gear for general security, fluid leakage, and oleo strut extension The following fuel are approved
(slightly more than two inches). Check the wheel hubcap for condition per specifications CPW 204:
and security. Check the tire for wear; no cord may show. Check for
Commercial kerosene; Jet A, A-1;
proper inflation 130 ± 5 PSI. JP-5 and -8.
10. Brake Wear Indicators: : Ensure that the bar is extended The maximum imbalance is 200 lbs
beyond the brake puck cap. and an emergency imbalance of
600 lbs.
11. Taxi Light: Check for security.
12. Deice Boot: Check for cuts and delamination.
13. Fuel Filler Cap: Check locking latch is closed and directed aft. NOTE: Military JP-5, and -8
Verify that the ‘Usable Fuel’ placard is easily readable and not have anti-icing pre-blended by the
damaged (no missing information) (Figure 3A-2). refinery.
14. Fuel Tank Vent: Check that vent is clear to preclude a negative
WARNING: Anti-ice additive is
pressure buildup that could cause tank to collapse (Figure 3A-2). toxic. Observe proper safety pre-
cautions.
(UNDERSIDE)
3A-2

March 2009
CAE SimuFlite
15B 15A 16
17A 17B 18A
18B

March 2009
C Right Wing (Continued)

15. Recognition, Landing (15A), Navigation, and Anti-colli-
sion Lights (15B): Check lenses for cracks and integrity.
16. Static Wicks: Check for four static wicks – two on the aileron,
one on the wing trailing edge, and one on the wing tip. If an aileron
static wick is missing, replace it before flight to ensure control surface
balance.
17. Aileron and Flap(s): Check aileron (17A) for freedom of
movement and hinge points for security. Check flap(s) for security
(17B). Refer to Figure 3A-3.
18. Speedbrakes: Check upper (18A) and lower (18B) assemblies
for security (Figure 3A-3).
3A-3

March 2009
CAE SimuFlite
2 3 4
5 6

July 2004
D Right Nacelle Oil Limitations

Minimum oil temperature for start:
1. Oil Level: Check for correct level in the sight gauge while the -40°C (-40°F)
engine is still hot. If proper oil level is in doubt, run the engine for a
Types: Aero Shell 500/560
minimum of two minutes, shut down, and recheck. Accurate readings
Castrol 5000
can be made up to ten minutes after shutdown. Check that the filler cap Exxon 2380
is on securely, then close and fasten the access door. Mobil Jet II
2. Generator Cooling Air Exhaust: Check that exhaust is clear. Mobil Jet 254
Royco 500/560
3. Engine Fluid Drain Mast: Check that the mast is clear. In addition, oils listed for the
4. Engine Exhaust and Bypass Ducts: Check for fuel leakage, engine in the latest revision to Pratt
damage to turbine blades, cracks, and general security. and Whitney Canada Inc. SB7001
are approved.
5. T2 Sensor and Drain Lines: Check that they are clear. Oil replenishment using any
6. Thrust Reverser: Check for cracks, damage, and general approved oil brand is acceptable if
both of the following apply.
security. Check that the lock-out tool is not inserted (if applicable).
1. The total quantity of added oil
does not exceed two U.S. quarts in
any 400 hour period.
2. If adding more than two U.S.
quarts if dissimilar oil brands, drain
and flush oil system and refill with
an approved oil.
If oils of non-approved brands or of
different viscosities become inter-
mixed, drain and flush the com-
plete oil system and refill with
approved oil according to engine
maintenance manual instructions.

March 2009
CAE SimuFlite
2 3 4
5 6 7

July 2004
E Right Empennage
1. Deice Boot Overboard Exhaust: Check that it is clear.
2. ACM Overboard Exhaust: Check that exhaust is clear.
3. Hydraulic Fluid Drain Mast: Check that the mast is clear and
that the hydraulic panel access door is secure.
4. Freon Air Conditioning Overboard Exhaust: (if installed)
Check that it is clear (Photo shows typical installation).
5. Right Stabilizer/Elevator/Trim Tab: Check elevator for
freedom of movement and hinge points for security. Ensure that the
right elevator/trim tab matches the cockpit indicator. Check for two
static wicks on the elevator; replace wicks if missing. Check right
horizontal stabilizer de-ice boot for cuts and delamination.
6. Beacon: Check condition and security.
7. Tail Skid: Check condition and security.
8. Navigation and Strobe Lights: Check the lenses for cracks
and security.
9. Vertical Stabilizer/Rudder/Trim Tab: Check rudder for
freedom of movement and hinge points for security. Check that the trim
tab moves opposite of rudder displacement. Check for four static wicks
on the vertical stabilizer/rudder; replace wicks if missing. Check
vertical stabilizer de-ice boot for cuts and delamination.
10. Left Stabilizer/Elevator/Trim Tab : Check elevator for freedom
of movement and hinge points for security.Ensure that the left elevator/
trim tab matches the cockpit indicator. Check for two static wicks on the
elevator; replace wicks if missing. Check left horizontal stabilizer de-ice
boots for cuts and delamination. secure.
8 9 10

July 2004
CAE SimuFlite
2A 2B 3
4 5 6

July 2004
F Tailcone Hydraulic Limitations:

Types: Skydrol 500B-4;
1. Hydraulic Fluid Quantity Reservoir (Located Above Skydrol LD-4
Fire Bottles): Check the reservoir sight gauge for a reading above Hyjet
the REFILL mark. Hyjet IVA
Hyjet IVA Plus
2. Fire Bottle Pressure Gauges (2A): : Check that the
pressure in the bottles is correct for the ambient temperature; use the
correction table adjacent to the bottles (2B) to determine minimum
allowable pressure.
3. Circuit Breakers: Check to be certain that all visible circuit
breakers are set (sides of Junction Box and aft pressure bulkhead); NOTE: Mixing hydraulic fluids
including the Wing Electric Anti-Ice Element circuit breakers located does not impair system operation.
on the pressure bulkhead each side of the J-Box (specifically before
attempting flight into forecast or known icing conditions).
Tailcone Aft Compartment
4. Air Cycle Machine Oil: Check the plastic sump to ensure the Baggage Limit
oil level is above the fill line. See Quick Reference
5. Baggage Compartment: Check that the baggage is secured
and that the access door is secured. Check that the light switch is off.
NOTE: Always disconnect the
6. Tailcone Access Door: Secure and lock. GPU from the aircraft when the
GPU is turned off or the aircraft is
7. External Power Receptacle: Check that it is secured.
unattended.
8. Battery Cooling Intake/Vent Lines: Check that the
intake and vent lines are clear.
NOTE: SB550 -78-03: Thrust
9. Windshield Heat Exchanger Overboard Exhaust: Check Reverser Throttle Load Limiter
that the exhaust is clear and free of obstructions.(No Illustration) : Modification.
7 8

March 2009
CAE SimuFlite
2 3 4
5 6

July 2004
G Left Nacelle Oil Limitation

Minimum oil temperature for start:
1. Thrust Reverser: Check for cracks, damage, and general -40°C (-40°F)
security. Check that the lock-out tool is not inserted (if applicable).
Types: Aero Shell 500/560
2. T2 Sensor and Drain Lines: Check they are clear. Castrol 5000
Exxon 2380
3. Engine Exhaust and Bypass Ducts: Check for fuel leakage,
Mobil Jet II
damage to turbine blades, cracks and general security. Mobil Jet254
4. Engine Fluid Drain Mast: Check that the mast is clear. Royco 500/560
5. Generator Cooling Air Exhaust: Check that exhaust is clear. In addition, oils listed for the
engine in the latest revision to Pratt
6. Oil Level: Check for correct level in the sight gauge while the and Whitney Canada Inc. SB7001
engine is still hot. If proper oil level is in doubt, run the engine for a are approved.
minimum of two minutes, shut down, and recheck. Accurate readings Oil replenishment using any
can be made up to ten minutes after shutdown. Check that the filler cap approved oil brand is acceptable if
is on securely, then close and fasten the access door. both of the following apply.
1. The total quantity of added oil
does not exceed two U.S. quarts in
any 400 hour period.
2. If adding more than two U.S.
quarts of dissimilar oil brands,
drain and flush oil system and
refill with an approved oil.
If oils of non-approved brands or
of different viscosities become
intermixed, drain and flush the
complete oil system and refill with
approved oil according to engine
maintenance manual.

March 2009
CAE SimuFlite
1A
1B
2A 2B
3 4A 4B

July 2004
H Left Wing
1. Speedbrakes: Check upper (1A) and lower (1B) assemblies
for security (Figure 3A-4).
2. Aileron and Flap(s): Check aileron (2A) for freedom of
movement and hinge points for security; check trim tab position is in
agreement with cockpit indication. Check flap(s) for security (2B).
Refer to Figure 3A-4.
3. Static Wicks: Check for four static wicks (two on the aileron,
one on the wing trailing edge, and one on the wing tip). If an aileron
static wick is missing, replace it before flight to ensure control surface
balance.
4. Recognition, Landing (4A), Navigation, and Anti-
Collision Lights (4B): Check lenses for cracks and integrity.
SPEEDBRAKE
AILERON
AILERON FLAP
TRIM TAB
3A-4

July 2004
CAE SimuFlite
5 6 7
8A 8B 9
10 11

July 2004
H Left Wing (Continued) Fuel Limitations

Fuel complying with any of the
5. Fuel Tank Vent: Check that vent is clear to preclude a negative following specifications is
pressure buildup that could cause tank to collapse (Figure 3A-5). approved for use. Mixing of fuel
is permitted.
6. Fuel Filler Cap: Check locking latch is closed and directed aft.
Verify that the 'Usable Fuel' Placard is easily readable and not damaged The following fuels are approved
per specification CPW 204:
(no missing information).
Commercial kerosene; Jet A, A-1;
7. Deice Boot: Check for cuts and delamination. Check stall strip. JP-5 and -8.
8. Main Gear Door and Tire: Check tire for wear (8A); no The maximum imbalance is 200
cord may show. Check for proper inflation: 130 ± 5 PSI. Check door lbs and an emergency imbalance
for security (8B). Check gear for general security, fluid leakage, and of 600 lbs.
oleo strut extension (slightly more than two inches). Check the wheel
hubcap for condition and security.
9. Brake Wear Indicators: : Check that the bar is extended
beyond the brake puck cap. NOTE: Military JP-5, and -8
have anti-icing pre-blended by the
10. Taxi Light: Check for security. refinery
11. Main Gear Uplock: Check cable tension.
WARNING: Anti-ice additive is
toxic. Observe proper safety precau-
tions.
FILL CAP
FUEL TANK FILL CAP
FUELVENT
TANK
VENT QUICK DRAIN VALVES
(UNDERSIDE) QUICK DRAINOF
VALVES
(1 TO 4) (BOTTOM WING)
(UNDERSIDE) FILTER DRAIN
(1 TO 5) (BOTTOM OF WING)
2 1
3
2 1
3 4
3A-5

March 2009
CAE SimuFlite
LEFT WING
12 13 14
15 16 17
18

March 2009
H Left Wing (Continued)

12. Fuel Quick Drains (four): Push straight up on the drains to
avoid locking when taking fuel samples (Figure 3A-6).
13. Engine Fan Duct and Fan: Check that the engine and
generator cooling ducts are clear. Check for bent blades, nicks, and
foreign objects. If the fan is windmilling, install an engine cover or
place a hand on the bullet nose to stop rotation. Observe the condition
of the T1 sensor.
14. Generator Cooling Air Inlet: Check that the duct is clear.
15. Dorsal Fin Air Inlet: Check that the inlet is clear.
16. Heated Leading Edge Panel: Check for condition.
17. Wing Inspection Light: Check for condition.
18. Cabin Door Seal: Check for rips, tears, and folding.
FILL CAP
FUEL TANK
VENT
QUICK DRAIN VALVES
(UNDERSIDE)
(1 TO 4) (BOTTOM OF WING)
2 1
3
3A-6

March 2009
CAE SimuFlite

July 2004
Emergency Exit (Figure 3A-7): Check the fit of the door and that
the handle is stowed, the guard is in place, and the locking pin is Cabin
removed.
Inspection
Right Aft Facing Seat: To prevent blocking the emergency exit,
check that the seat is full aft for takeoff and landing.
Passenger Seats: To prevent blocking the aisle, check that the pas-
senger seats are upright and outboard during takeoff and landing.
Door Entry Lights: Check that the switch on the entry door post
(Figure 3A-8) is turned off.
Luminescent Exit Placards: Check that they are secure.
Portable Fire Extinguishers: An extinguisher normally is in the

rear of the cabin (Figure 3A-9) and another is under the copilot’s seat
(Figure 3A-10). The pressure gauge on each should read in the white
arc, or 150 PSI.
Documents: Check that airworthiness and registration certificates

are on board and displayed (Figure 3A-11).
3A-7 3A-8 3A-9
3A-10 3A-11

March 2009
CAE SimuFlite
FAA Approved Flight Manual, Minimum Equipment List and

Pilot’s Checklist: Check that these are on board and available.
Avionics/EFIS/FMS Pilot’s Guides: Check that these are on

board and available.
Microphone, Headsets, and Oxygen Masks: : Check that these
NOTE: According to AFM Limi- are on board and plugged in (Figure 3A-12).
tations, the aircraft is not certified
for takeoff if the oxygen level indi- Passenger Oxygen Supply Valve: Check that the Oxygen Con-
cates below the normal green band. trol Valve rotary knob is in NORMAL.
Oxygen Quantity: Check oxygen quantity (Figure 3A-13).
3A-12 3A-13

March 2009
Flashlight: Check that it is on board and operational.
Cockpit
Portable Fire Extinguisher: Check that it is secure under the
copilot’s seat. Inspection
First Aid Kit: Check that it is on board and adequately equipped
(Figure 3A-14). For Commercial operations, no items may be missing
from the First Aid Kit at dispatch.
3A-14

March 2009
CAE SimuFlite

July 2004
This section outlines and expands normal operating procedures
and includes applicable cautions and warnings. Also present-ed Expanded
are cold weather operations as well as parking, mooring, and
short-term aircraft storage requirements. Normal
Procedures
Chapter 3B
Citation Bravo Developed for Training Purposes 3B-1

September 2005
CAE SimuFlite
3B-2 Developed for Training Purposes Citation Bravo

September 2005
Expanded Normal Procedures
Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-5

Table of
Before Starting Engines. . . . . . . . . . . . . . . . . . . . . . . . 3B-5
Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-7
Contents
Before Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-9
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-11
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-13
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-14
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-14
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-15
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-16
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-17
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-18
Landing With Thrust Reversers . . . . . . . . . . . . . . . . . 3B-19
Landing Without Thrust Reversers . . . . . . . . . . . . . . 3B-20
After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-21
Shutdown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-22
Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-23
Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-25
Towing/Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-26
Nose Gear Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-29
Main Gear Towing. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-30
Taxiing (Ground Movement) . . . . . . . . . . . . . . . . . . . . 3B-31
Hot Weather Operations . . . . . . . . . . . . . . . . . . . . . 3B-33
Ground Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-33
Securing Overnight or for Extended Period
(Aircraft Unattended) . . . . . . . . . . . . . . . . . . . . . . . . . 3B-33
Performance Computations, Takeoff . . . . . . . . . . . . . 3B-33
Cold Weather Operations . . . . . . . . . . . . . . . . . . . . 3B-35
Ground De-ice Operations . . . . . . . . . . . . . . . . . . . . . 3B-35
Deicing Supplemental Conditions. . . . . . . . . . . . . . . . 3B-35
Severe Icing Factors . . . . . . . . . . . . . . . . . . . . . . . . .3B-36
Conducive Weather Conditions . . . . . . . . . . . . . . . . . 3B-36
Exiting Procedures . . . . . . . . . . . . . . . . . . . . . . . . . .3B-37

March 2009
CAE SimuFlite
Deicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-38
Deicing Fluids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-38
Deicing Procedures . . . . . . . . . . . . . . . . . . . . . . . . 3B-39
Holdover Times . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-42
Spraying Technique - Type I . . . . . . . . . . . . . . . . . . . .3B-47
Spraying Technique -Type II/IV. . . . . . . . . . . . . . . . . 3B-48
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3B-49
GPU Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3B-50
Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-50
After Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-50
Taxi/BeforeTakeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-51
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-52
Rejected Takeoff Slick Runway . . . . . . . . . . . . . . . . 3B-52
In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-53
Taxi-in and Park . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-53
Performance Computations, Takeoff . . . . . . . . . . . . .3B-53
Securing Overnight or for an
Extended Period (Aircraft Unattended) . . . . . . . . . . . 3B-54

March 2009
Before Starting Engines (Power Off) Normal

Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . .COMPLETE
Procedures
Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE/KEYS
Check green indicators for proper door pin position. Ensure handle
is vertical and in the detente position. Ensure aircraft keys are
accounted for.
Passenger Briefing . . . . . . . . . . . . . . . . . . . . . . . . .COMPLETE
According to Part 91.519 requirements, the pilot-in-command (PIC)
or a crewmember briefs passengers on smoking, use of safety belts,
location and operation of passenger entry door and emergency exits,
location and use of survival equipment, and normal and emergency
use of oxygen equipment. For flights over water, the briefing should
include ditching procedures and the use of flotation equipment.
An exception to the oral briefing rule is if the pilot-in-command
determines passengers are familiar with the briefing content. A
printed card with the FAR 91.519 required information should be
available to each passenger to supplement the oral briefing
Seats/Seat Belts/Rudder Pedals. . . . . . . . . .SECURE/ADJUST
Adjust seat fore and aft; the handle is below the forward center of
the seat. Adjust seat vertically; the handle is on the aisle side
forward corner. Ensure the white ball is in the center of the orange
ball on the seat adjustment indicator located on the center post above
the instrument panel glareshield. Ensure seat belt and shoulder
harness are secure and snug. Adjust rudder pedals. Depress the tab
on the inboard side of the pedal, move the pedal forward or aft into
one of the three positions, and then release the tab.
Oxygen Masks/Systems . . . . . . . . . . . .CHECK BOTH CREW
MASKS, SELECTOR IN NORMAL
Oxygen pressure gauge should read 1,600 to 1,800 PSI. Oxygen
mask connection should be secure. Regulator should be set to 100%.
Ensure flow by donning the mask, adjusting the fit, and breathing
several times.
CBs and Switches . . . . . . . . . . . . . . . . . CHECK LEFT/RIGHT
Generator Switches . . . . . . . . . . . . . GEN (OFF FOR GPU START)
Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Fuel Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Gyro Slave Switches LH & RH . . . . . . . . . . . . . . . . . . . . . . . .AUTO
Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

March 2009
CAE SimuFlite
CAUTION: Damage to the throt-

Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNLOCK
tle may occur if the throttles are Rotate the handle clockwise 90from horizontal and push in to release.
forced past the lock position and Check that the controls and throttles are free.
the control lock is engaged.
Landing Gear Handle . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
Throttles/Engine Sync . . . . . . . . . . . . . . . . . . . . CUTOFF/OFF
Flap Selector/Indicator . . . . . . . . . . . . . . . . .CHECK/MATCH
Windshield Bleed Air Manual Valves . . . . . . . OFF/CLOSED
All Remaining Switches . . . . . . . . . . . . . . . . . OFF/NORMAL
Before Starting Engines (Power On)

Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . COMPLETED
Wheels Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . CLOSED/LOCKED
n Check green indicators for proper door pin position.
n Ensure the handle is vertical and locked in the detent position.
Passenger Briefing . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
According to Part 91.519 requirements, the pilot-in-command (PIC)
or a crewmember briefs passengers on smoking, use of safety belts,
location and operation of passenger entry door and emergency exits,
location and use of survival equipment, and normal and emergency
use of oxygen equipment. For flights over water, the briefing should
include ditching procedures and the use of flotation equipment.
An exception to the oral briefing rule is if the pilot-in-command
determines passengers are familiar with the briefing content. A
printed card with the FAR 91.519 required information should be
available to each passenger to supplement the oral briefing
Seats, Seat Belts, Shoulder
Harnesses, and Rudder Pedals . . . . . . . ADJUST & SECURE
n Adjust seat fore and aft; the handle is below the forward center of
the seat.
n Adjust seat vertically; the handle is on the aisle side forward corner.
n Adjust seat tilt; the handle is at lower rear, aisle side of the seat.
n Adjust the seat belt for a snug fit. Ensure the shoulder harnesses
are latched to the buckle.
n Adjust rudder pedals; depress the tab on inboard side, move the
pedals fore or aft into one of the three positions, and then release
the tab. Check pedals locked in the desired position.

March 2009
Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED

Flashing Beacon Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Air Conditioner Compressor & Fans . . . . . . . . . . . . . . . . OFF
Starting Engines
Flood and Center Panel Lights . . . . . . FULL BRIGHT (NIGHT)
Either engine may be started first. If the use of ground bleed air is NOTE: Either engine may be
anticipated, and/or passengers are still boarding, start the right (#2) started first.
engine first. If passengers have completed boarding and the main If the aircraft has been cold soaked
cabin door is closed, the left (#1) engine may be started first. at temperatures below - 18° C (0°F)
(Boarding or deplaning passengers while the left engine is operating and the engines have not been pre-
heated, the use of external power or
is considered to be a hazardous operation). warming the battery to -18°C (0°F)
START Button . . . . . . . . . . . . . . . . . PRESS MOMENTARILY or warmer is recommended. This
temperature may be checked with
Momentarily pressing the ENGINE START button causes the button the battery temperature gauge.
and the engine instruments floodlights to illuminate, activates the Proper battery warm-up may
fuel boost pump and the associated FUEL BOOST ON annunciator require extended application of
light, and commences engine rotation. heat to the battery.
Throttle . . . . . . . . . . . . . . IDLE AT 8 TO 10% N2 MINIMUM
Lift the cutoff latch and advance the throttle to IDLE. Fuel flow
initiates and the ignition system activates. The associated ignition
light illuminates. Allowing the N2 to reach a higher RPM (12% or
higher) before introducing fuel will result in cooler starts and longer
hot section life if battery or electrical conditions permit.
Fan Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Check for indication of Fan (N1) RPM with Turbine (N2) RPM
between 20 and 25%. Abort start if no Fan (N1) RPM is shown by
25% Turbine (N2) RPM.
ITT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK for rise
Abort start if there is no ITT indication within 10 seconds or the ITT
rapidly approaches 740° C
Engine Instruments . . . . . . . . . . . . . . . . . . CHECK NORMAL
Monitor the engine instruments during acceleration. Check that
starter has disengaged and that all lights are out except AC FAIL,
and GROUND IDLE.
Fuel, Oil, Generator and
Hydraulic Annunciators . . . . . . . . . . . . . . . EXTINGUISHED
Check the LO FUEL PRESS, LO OIL PRESS, FUEL BOOST L-R,
and LO FUEL LEVEL Lights extinguished. After light off occurs, at
approximately 30 to 44% turbine RPM, the GCU opens the starter
relay, terminates ignition and fuel boost and turns off the start button
and the instrument flood lights.

March 2009
CAE SimuFlite
NOTE: The ground idle switch

During a battery start with the GEN switch ON, the generator will
may be left in the norm if both
engines are being started using
come on the line, extinguishing the GEN OFF light, at
external power. approximately 38% Turbine (N2) RPM.
Should automatic start sequencing not terminate, the boost pump,
ignition and associated lights will remain on. The starter, however,
will discontinue cranking due to speed sensing which governs at
approximately 39% N2. Depressing the STARTER DISENGAGE
button will terminate the automatic start sequence. This button is
illuminated any time the PANEL LIGHT CONTROL master switch
CAUTION: Turbine speed is ON.
greater than 53% on the operating
engine will produce a generator Ground Idle Switch . . . . .HIGH (Check 49.4% Turbine RPM
output which may damage the
starter/generator drive during the Pressurization Source Selector . . . . . . . . . . . . GRD or NORM
second engine start.
Select both LH and RH positions, pausing long enough between
selections to verify airflow from each position. Selector should be
positioned to NORM after checking pressure sources, unless
CAUTION: Limit ground oper- conditions dictate selection of GND before takeoff.
ation of pitot/static heat two min-
utes on with two minutes off Other Engine. . . . . . . . . . . . . START; repeat steps 2 through 7
between cycles in order to pre-
clude system damage.
Ground Idle Switch . . . NORM (Check 45.3% Turbine RPM)
If operating in visible moisture and ambient air temperature between
+10°C or lower:
Ground Idle Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
Pitot/Static Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Limit Pitot Heat to a maximum of two minutes at a time or dam-
age to the angle-of-attack vane heater may occur.
LH/RH Engine Anti-Ice Systems. . . . . . . . . . . . . . . . . . . . . . . . . ON
W/S BLEED Air Switch . . . . . . . . . . . . . . . . . . . . . . . . LOW or HI
nIf temperature is below -18°C, use the HI position. Ensure that
the windshield bleed air valves are in MAX.
n For sustained ground operation, the engines should operate for
one out of every four minutes at 65% or above turbine RPM
for adequate engine anti-icing.
External Power (if applicable). . . . . . . . . . . . CHECK CLEAR
Verify that the power unit is off by confirming DC battery voltage
on the voltmeter, (less than 28V DC).
Generator Switches (if external power used for start) . . GEN
The generators may not come on until the external power is removed.

March 2009
Before Taxi NOTE: The avionics will require

warm-up after a cold soak. Over 20
Air conditioner, Fans, minutes may be required at temper-
Temperature Control . . . . . . . . . . . . . . . . . . . . AS REQUIRED atures below -30°C (-22°F). Proper
warm-up is indicated by normal
Avionics Power Switches) . . . . . . . . . . . . . . . . . . . . . . . . . . . ON illumination of frequency/code dis-
plays with pilot control of bright-
The right avionics power switch serves as the master avionics power ness and by audio reception on all
switch and supplies DC power to avionics equipment and for control applicable avionics. In the absence
of the AC inverters. of a suitable station, background
static is an acceptable demonstra-
DC Amps/Volts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK tion of reception.
Turn L GEN off; ensure R GEN picks up full load. Check both GEN
voltages. Turn R GEN off; ensure Master Warning flashes (Dual
Gen Failure). Check both Voltages unloaded. Turn L GEN on;
ensure L GEN picks up full load. Check both GEN voltages. Turn R
GEN on; ensure both GEN’s share the load equally (paralleled).
Battery Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Check battery temperature in the normal range on BATT TEMP
gauge.
Pressurization . . . . . . . . . . . . . . . SET DESTINATION FIELD
LEV. +200FT.
(SET to 10,000 ft. if destination is above 10,000 ft. field elevation).
When departing from airports with elevations above 8,000 ft.
differences in pressure altitude and system tolerances may cause the
CAB ALT 10K FT. annunciator and MASTER WARNING to
illuminate.
Anti Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON NOTE: If the antiskid is turned
off prior to or during taxiing, it must
Avionics Cooling Fans . . . . . . . . . . . . . CHECK OPERATING be turned on prior to take-off. The
antiskid self-test sequence must be
Standby Flight Display. . . . . . . . . . . . CHECK INITIALIZED/ completed when the aircraft is sta-
ERECT (UNITS 801-808) tionary. Failure to do so renders the
Electric Elevator Trim . . . . . . . . . . . . . . . . . .CHECK and SET anti-skid inoperative during takeoff.
Additionally, power braking will be
Operate electric trim nose up and push AP/TRIM DISC switch. inoperative for up to 6 seconds dur-
Verify elevator trim wheel stops rotating. Trim should not operate ing the antiskid test.
while pressing only one side of the split trim switch. Repeat check
for nose down trim. Repeat trim check for copilot's AP/TRIM DISC
switch. L trim switch should override R switch input. Set the trim as
required for center-of-gravity.
Aileron and Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Check the aileron and rudder trim correctly set.

March 2009
CAE SimuFlite
Autopilot (at pilot's discretion) . . . . . . . . . . . . . . . . . . .CHECK

Engage, push pilot's A/P disconnect switch, verify A/P disconnect
NOTE: Set flaps to T.O. & APPR. switch, verify A/P disconnects and disconnect chime sounds. Repeat
or UP, as required for particular on copilot's side. A preflight check of the autopilot is not required,
field elevation and takeoff condi- however if the pilot desires, a comprehensive autopilot check is
tions.
detailed under "Honeywell Primus Flight Guidance System" in
section three of the FAA Approved Airplane Flight Manual.
Passenger Seats . . . . . . . . . . . . . . . .CHECK FULL UPRIGHT,
OUTBOARD and POSITIONED AFT or
FORWARD to clear exit doors. Aft-facing seat
headrests must be extended (UP)
Passenger Advisory Lights . . . . . . . . . . . . . . . . PASS SAFETY
Seats, Seat Belts and
Shoulder Harnesses . . . . . . . . . . . . . . . . . . CHECK SECURE
Check seats locked in desired position. Check seat belts snug and
shoulder harnesses latched at the buckle.
ATIS, Clearance and Flight
Management System . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK and SET
Speed Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE
Extend speed brakes. HYD PRESS ON light should be on until
speed brakes are extended, then go out. SPD BRK EXTEND light
should be on. Observe speed brakes on top of wing. Retract speed
brakes. Note HYD PRESS light on, then off, SPD BRK EXTEND
light out, and speed brakes retracted.
Flight Controls . . . . . . . . . . . . . . . . . . . . . . FREE and CLEAR
Avionics . . . . . . . CHECK AND SET. EFIS test button-PUSH,
and verify the following:
a. Radio altimeter test valve on the pilot's and copilot's displays 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 PFDs
f. Autopilot tests OK in autopilot test screen

March 2009
Inverter Synchronization. . . . . . . . . . . . . . . . . . . . . . . .CHECK

a. Copilot's HDG REV Switch - PUSH, MAG 1 should annunciate
on both PFDs.
b. Pilot's and Copilot's Heading Displays - COMPARE NOTE: A significant heading dis-
crepancy indicates an excessive
c. If Headings differ by 6° or more, Inverter No. 2 CB - PULL and phase angle between the inverters.
RESET Besides triggering the Heading
Comparison Monitor Alert, this can
d. Copilot's HDG REV switch PUSH to restore MAG 2 as heading also adversely affect RADAR oper-
source to Copilot's PFD. ation. Correct optimal phase rela-
tion can be restored by pulling and
AC Inverter Switch . . . . . . . . . . . . . CHECK INV I and INV 2 resetting either inverter circuit
(verify gyro flags remain out of view breaker.
and failed inverter is annunciated)
Switch - NORM
Cockpit Voice Recorder
(if installed) Test Button . . . . . . . . PUSH and VERIFY operation
Erase button - PUSH and HOLD for two seconds
Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Turn on interior and exterior lights as required and adjust interior
and instrument light intensity as desired.
Taxiing
Both pilots should maintain the maximum possible taxiway/ramp vigi-
lance. At least one pilot should maintain taxi lookout vigilance while
checks are being accomplished.
Ground operations in visible moisture with ram air temperature below
+10°C require that ENGINE ANTI-ICE be ON and the engines run at
or above 65% N2 1 minute out of every 4.
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Engine Instruments . . . . . . . . . . . . . . . . . . CHECK NORMAL
Check all engine instruments within limits with no OFF flag showing.
Flight Instruments . . . . . . . . . . . . . . . .CHECK and STOWED
n Check that no warning flags are visible.
n
Check that the heading instruments are in agreement (EHSI,
Standby HSI and magnetic compass).
n Check that the VSIs are at zero.
n
Ensure that the GYRO SLAVE switches are in AUTO.

March 2009
CAE SimuFlite
Thrust Reversers . . . . . . . . . . . . . . CHECKED and STOWED

n T/R Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE REVERSE
Check that the ARM, UNLOCK, and DEPLOY lights are on.
NOTE: Thrust Reversers should
be checked individually to ensure
n
Emergency Stow Switches . . . . . . . . . . . . . . . . . . . . . . . STOW
that both T/R controls can individ- The UNLOCK and DEPLOY lights should extinguish.
ually command the Hydraulic Sys-
tem Bypass Valve to close for n T/R Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FORWARD
proper Thrust Reverser System
Operation. The ARM light remains on.
n Emergency Stow Switches . . . . . . . . . . . . . . . . . . . . NORMAL
n The ARM lights should extinguish.
CAUTION: Do not operate deice Pressurization Source Selector . . . . . . . . . . . . . . . . . . . .NORM
boots when the ambient air temper-
ature is below -40°C (-40°F). Pressurization source selector in NORM. Do not leave in GND.
Shortly before takeoff, position the TEMPERATURE CONTROL
selector switch to AUTOMATIC and in mid-range.
CAUTION: Limit ground opera-
tion of pitot/static heat to two min- Deice Systems . . . . . . . . . . . . . . . . . . . . . . CHECK (when icing
utes or damage to the AOA probe conditions are anticipated)
and pitot tube probes may occur.
Clear the area behind the airplane and set power at or above 60%
N2. Position the SURFACE DEICE switch to SURFACE DEICE.
The wing inflation may be checked from the cockpit. Ensure that the
CAUTION: If during taxi, a hard
brake pedal-no braking condition is
boot surface De-Ice lights illuminate during the stabilizer phase of
encountered, operate the emer- the check.
gency brake system. Maintenance The SURFACE DEICE annunciator will illuminate, and remain
is required for flight.
illuminated during the two six-second automatic cycles. When the cycles
are complete it will extinguish.
Anti-Ice Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
V1, VR, V2, Fan Speed Settings . . . . . . . . . . . . . . . . LOOK UP,
Input and CONFIRM proper
V speeds on PFDs -
Confirm takeoff flap setting.
Check field length required at takeoff gross weight against runway
available using actual temperature, runway slope, pressure altitude,
and wind information. Check gross weight against maximum avail-
able takeoff weight using actual temperature and pressure altitude
information. Refer to performance tables for takeoff N1; V1, VR, V2
and best single engine climb speed ( V ENR is always 150 KIAS).
Crew Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED
Refer to the Standard Operating Procedures (SOPS) chapter for
detailed explanation of items on the takeoff briefing.

March 2009
Before Takeoff
Passenger Seats. . . . . . . . . . . . . . . . . POSITION in accordance
with associated placard
NOTE: When operating in visi-
Anti-Collision Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ble moisture and ambient air tem-
Do not operate the anti-collision lights in conditions of fog, clouds, perature is colder than +10°C,
or haze as the reflection of the light beam can cause disorientation or position ground idle switch to high.
Turn pitot and static heat and
vertigo. engine LH and RH Anti-Ice sys-
Landing or Recognition Lights . . . . . . . . . . . . . . AS DESIRED tems on. If temperature is - 18°C or
below, turn W/S BLEED AIR
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF switch to high. Turn W/S BLEED
air valves max for sustained ground
Position the flap handle to the planned takeoff setting; verify flap operation, the engines should be
indicator and flaps follow to correct position. operated for 1 out of every 4 min-
utes at 65% Turbine (N2) RPM or
Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF above.
Check the aileron and rudder trim correctly set and the elevator trim
set in the takeoff range.
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Set the transponder to the assigned mode and code.
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
TCAS . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED (if installed) CAUTION: Limit ground opera-
tion of pitot/static heat to two min-
Anti-Ice/Deice Systems. . . . . . . . . . . . . . . . . . . ON (if required) utes or damage to the AOA probe
and pitot tube probes may occur.
Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Turning the ignition ON will help to prevent a flameout if the engine
should ingest water spray or a foreign object on takeoff.
Pitot/Static Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Annunciator Panel . . . . CLEAR except GROUND IDLE light
All annunciator lights should be extinguished with the exception of
GROUND IDLE, and ENG ANTI-ICE if that system is selected at a
low power system.

March 2009
CAE SimuFlite
Takeoff (When Cleared for Takeoff)

Throttles . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Check that all indications are normal or in the green.
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
Monitoring the engine instruments, apply power slowly while
referencing the cabin vertical speed indicator. A rolling takeoff may
be used with sufficient runway available, but it should be
remembered that Flight Manual takeoff field length data and takeoff
Ni settings assume a static runup.
After Takeoff/Climb
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
When a positive rate-of-climb is indicated, pull the gear handle out
and move it to UP to initiate the retraction cycle. This illuminates
the GEAR UNLOCKED and HYD PRESS ON annunciators. Check
that both lights extinguish to indicate the gear is up and locked.
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
At a comfortable altitude with the wings level and a minimum air-
speed of V2 +10 KIAS, push the flap handle in to clear the detent
and then move to full forward. Check that the position indicator left
of the handle moves to the FLAP UP position.
Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NORM
When clear of any bird hazard, and when cockpit workload permits,
return IGNITION switches to NORM.
Climb Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Use indicated temperature and the Multi Engine Normal chart to
determine climb N1.
Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Annunciator Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
At airports above 10,000 ft.
Oxygen Control Valve - NORMAL (cabin alt. lower than 12,000 ft.)
Engine Sync. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
When N1 is set (within 1.5%) or N2 (within 1%), turn the engine
synchronize selector switch to FAN or TURB position. Check that
the engine instruments remain within limits. N1 RPM increases with
altitude; throttle adjustments will be necessary to maintain specified
thrust setting.

March 2009
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED

Check that YAW DAMPER ENGAGE light is on. Yaw damper
improves aircraft control and passenger comfort.
Passenger Advisory Lights . . . . . . . . . . . . . . . AS REQUIRED
Place the switch to SEAT BELT to keep the cabin advisory light on
and extinguish the NO SMOKING and emergency exit lights. If no
turbulence is anticipated, place the switch to OFF to extinguish
advisory and emergency exit lights.
Anti-Ice/Deice Systems. . . . . . . . . . . . . . . . . . . AS REQUIRED
Select anti-ice systems as required for climb. Use of engine anti-ice
reduces allowable fan speed and dictates close monitoring of ITT
and RPM limits.
Transition Level (FL180)

Landing/Recognition Lights . . . . . . . . . . . . . . . . . . . . . . . . OFF
Altimeters . . . . . . . . . . . . . . . SET to 29.92 In. Hg at transition
level and CROSSCHECK
Air Conditioner . . . . . . . . . . . . . . . . . . . . OFF above 18,000 ft.
Turn off the vapor cycle air conditioner above 18,000, ft.
Cruise
Cruise Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET NOTE: Although the Bravo is
not operationally restricted in
Maintain climb thrust until acceleration to the desired cruise speed is rough air, flight in severe turbu-
lence should be avoided. If severe
attained. If engine RPM does not automatically synchronize at
turbulence is encountered, it is rec-
desired cruise setting, turn the engine synchronizer switch to OFF; ommended that IGNITION should
this allows the synchronizer actuator to center. Roughly synchronize be turned ON, and airspeed be
the engines with the throttles and turn switch to FAN or TURB. maintained at approximately
180 KIAS. Maintain a constant alti-
Anti-Ice/Deice Systems. . . . . . . . . . . . . . . . . . . AS REQUIRED tude, avoid abrupt or large control
inputs, and do not chase airspeed
Check anti-ice system for proper operation prior to entering areas in
and altitude indications.
which icing might be encountered. The engine bleed air anti-ice
must be activated when operating in visible moisture at temperatures
of +10°C or colder indicated OAT and any time icing is occurring.
The pitot and static anti-ice is normally operated during flight.

March 2009
CAE SimuFlite
Descent
CAUTION: Do not operate deice
boots when the ambient air temper- Defog Fan . . . . . . . . . . . . . . . . . HI (15 minutes before descent)
ature is below -40°C (-40°F).
The DEFOG fan should be turned on and foot warmers closed approxi-
mately 15 minutes before descent to reduce condensation on the wind-
shield and cockpit side windows. This is particularly important when
NOTE: The pilot's and co-pilot's
foot warmers should be opened for
descending into high humidity after cold-soak at altitude.
a short period of time during cruise Pilot/Copilot Footwarmers . . . . . . . . . . . . . . . . . . . . . CLOSED
to purge the side windows of moist
air. Close the foot warmers for Closing footwarmers increases the flow of air available for
descent windshield defogging and also isolates dry conditioned air between
the cockpit side windows to inhibit condensation formation.
Airflow Distribution . . . . . . . . . . . . . . . . . . . . . . . . . .COCKPIT
The airflow distribution selector should be biased toward the cockpit
for maximum defog capabilities.
Windshield Bleed Air Valves . . . . . . . . . . . .MAX (as required)
Windshield bleed air can be used to externally warm the windshield
in extreme conditions. Normally, the LO position of the windshield
bleed air switch provides adequate temperature.
Windshield Bleed Air Switch. . . . . . . . LOW (as required) AT
IS/Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
After beginning descent, ensure destination field pressure altitude
+ 200 ft is set on the controller. Monitor the differential pressure/
cabin altitude and cabin vertical speed gauges.
Anti-Ice/Deice Systems. . . . . . . . . . . . . . . . . . . AS REQUIRED
Pitot/static and engine anti-ice should be on and operating and wind-
shield bleed air as required when operating in visible moisture with
an OAT of -30°C to +10°C indicated.
Throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Maintain sufficient power for anti-icing (ENG ANTI-ICE light
remains off)
Transition Altitude (18,000 ft)

Altimeters (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
When cleared below or passing through the transition altitude, set
the reported or landing field barometric pressure on both altimeters.
Crosscheck the settings.
Recognition Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Speed Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

March 2009
Approach NOTE: For increased rates of decent

in icing conditions, the use of landing
Seats, Seat Belts/Shoulder Harnesses . . . . . . . . . . . . . SECURE flaps is recommended. This will allow
Check that the seats are locked in the desired position. Check that a higher power setting greater than
75% N2, if necessary, to maintain
the seat belts and shoulder harnesses are latched to the buckle.
engine Anti-Icing capabilities.
Avionics and Flight Instruments . . . . . . . . . . . . . . . . . .CHECK
Check NAV receivers on proper frequency and required heading and
course information set. Cross check flight instruments for correct NOTE: When reconfiguring for
indications. approach and landing (i.e., flaps
extended and gear down), and any
Radar Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ice accretion is visible on the wing
leading edge, regardless of thick-
Set decision height or minimum descent altitude on PFD. For VFR ness, activate the surface de-ice
operation other desired altitude may be set to provide terrain system. Continue to monitor the
proximity warning. Additional altitude selection (100 ft. above DH, wing leading edge for any reaccu-
for instance) may be set on copilot's PFD or with bug on mulation.
conventional radio altimeter indicator (if installed).
Landing Speeds - (VAPP and VREF). . . . . . . . . . . . . . . . .LOOK UP,
INPUT and CONFIRM
Refer to performance tables for VREF based on arrival gross weight.
Ascertain V2 for use in the event of a missed approach
Landing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(N1, Landing Distance, Weight and Factors)
Ascertain N1 and N2 for use in the event of a missed approach.
Crew Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . .COMPLETE
Check the Standard Operating Procedures (SOPS) chapter for a list
of items that should be included in the approach briefing.
Passenger Advisory Lights . . . . . . . . . . . . . . . . PASS SAFETY
Turn on SEAT BELT/NO SMOKING signs and emergency exit lights.
Passenger Seats. . . . . . . . . . . . . . . . . . . . . . . . . . . . . POSITION
FULL UPRIGHT, OUTBOARD and POSITIONED AFT or FOR-
WARD to clear exit doors, aft-facing seat headrests in extended
(UP) position.
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . .T.O. and APPROACH
Flaps may be extended to T.O. & APPR below 200 KIAS. Check
indicators to verify position.
Engine Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

March 2009
CAE SimuFlite
CAUTION: Limit ground opera-

Ground Idle Switch . . . . . . . . . . . NORM (HIGH as required)
tion of pitot/static heat to two min- Use HIGH if ground icing is anticipated or for touch and go
utes or damage to the AOA probe landings. If the GROUND IDLE annunciator illuminates in flight,
and pitot tube probes may occur. select HIGH (flight idle) and ensure that N2 RPM does not decrease
CAUTION below 49.4%. Engine acceleration from below 49.4% N2 RPM may
be excessive for some flight conditions. If conditions are such that
icing may be expect-ed on the ground, select HIGH on the ground
idle switch.
Landing At Airports Above 10,000 Ft.
Oxygen Control Valve - CREW ONLY
Pressurization Source Select - OFF
Fuel Crossfeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Check CROSSFEED knob is OFF and INTRANSIT and FUEL
BOOST ON lights extinguished.
Anti-skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
Before Landing
Landing Gear . . . . . . . . . . . . . . . . . . . DOWN AND LOCKED
Pull gear handle out and move to DOWN; HYD PRESS ON and
GEAR UNLOCKED annunciators illuminate while the gear is
extending. Three green lights should illuminate and the GEAR
UNLOCKED and HYD PRESS ON annunciators should extinguish.
Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
NOTE: At Pilots discretion, flaps
may remain in *T.O. & APPR posi- This may prevent flameout should an engine problem arise during
tion, or reset to LAND. If *T.O. & the approach and landing phase.
APPR flaps setting is used, main-
tain VREF + 10 KIAS, or "ON Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LAND
SPEED" (.6) Angle of Attack. Flaps should be in the LAND position for all normal landings. Flaps
NOTE: Reference "LANDING may be extended to LAND below 174 KIAS. The Flap Handle must
DISTANCE" and "AIR-
SPEEDS"charts when not using
be pushed down to clear the T.O. & APPR detent. Verify position
FLAPS - LAND. with indicator.
Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF
CAUTION: Anti-skid protec-
Autopilot and Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . OFF
tion is not available below 12 kts Depress the AP/TRIM DISC switch on either control wheel. With
Groundspeed. the yaw damper off, the pilot has complete rudder authority for
landing.

March 2009
Annunciator Panel . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED

Pressurization . . . . . . . . . . . . . . . . . . . ZERO DIFFERENTIAL
CAUTION: If, during taxiing, a
Approximately 500 ft above ground level, check that the cabin hard brake pedal/no braking con-
differential pressure is near zero. If it is in excess of 0.5 PSI, select a dition occurs, turn anti-skid off,
higher cabin altitude and adjust RATE so the cabin ascends. operate the emergency brake sys-
Differential pressure should be at zero for landing; at touchdown, tem. Maintenance is required
any existing pressure is dumped. before flight.
If landing above 12,000 ft pressure altitude, turn the OXYGEN
CONTROL VALVE to CREW ONLY and bleed air to OFF to
preclude passenger mask deployment.
Speedbrakes . . . . . . . . . . RETRACTED PRIOR TO 50 FEET CAUTION: Do not use the
thrust reversers for touch and go
Extended speedbrakes are not approved for landing. landings; A FULL STOP LAND-
ING MUST BE COMPLETED
ONCE THE THRUST
Landing With Thrust Reversers REVERSERS ARE SELECTED.
Throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Suggested crosswind technique involves flying a crab down final
approach and aligning the longitudinal axis of the aircraft to runway
centerline with rudder just before touchdown. The wide expanse of
cockpit visibility makes small crab angles difficult to detect and CAUTION: Do not advance
particular attention should be devoted to this area to achieve smooth throttles until the reverser
cross-wind landings. UNLOCK annunciators extin-
guish. There is danger of the throt-
Eight seconds after touchdown, the engines spool down from flight tle being rapidly returned to idle
idle (approximately 52% N2) to ground idle (46% N2) if the flight position, which could cause
idle switch is in the NORM position. The GROUND IDLE injury.
Brakes (after touchdown) . . . . . . . . . . . . . . . . . . . . . APPLIED
To obtain maximum braking performance from the antiskid system,
apply continuous maximum effort (no modulation) to brake pedals.
CAUTION: Do not attempt to
Speedbrakes (after touchdown) . . . . . . . . . . . . . . EXTENDED restow reversers and take off once
Touchdown, preceded by a slight flare, should occur on the main reversers have started to deploy.
wheels. Check thrust at idle and extend speedbrakes while lowering
the nose wheel.
Thrust Reversers
(after nose wheel on ground) . . . . . . . . . . . . . . . . DEPLOYED
Once the nose wheel is firmly on the ground, apply definite forward
pressure to the yoke. Then apply wheel brakes and deploy the thrust
reversers. The aircraft tends to pitch upward during reverser
deployment. Therefore, maintain forward nose-down elevator
pressure on the yoke during reverser deployment; especially at high
speeds, such as a rejected takeoff or no-flap landing.

March 2009
CAE SimuFlite
CAUTION: If during, a hard

The nose wheel must be firmly on the ground before actuation of the
brake pedal - no breaking condi- thrust reversers to reduce the possiblity of pitch-up and lift-off; and
tion is encountered, operate the to improve directional control steering. Do not exceed
emergency brake system. Mainte- approximately 15 lbs of force on the thrust reverser levers during
nance is required before next deployment because the throttle lock-out cams could jam.
flight.
Reverser Indicator Lights . . . . “6 LIGHTS”/ILLUMINATED
The ARM, UNLOCK, and DEPLOY lights should illuminate.
Reverser Power. . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Do not exceed 76.6% N1 when OAT is below -18°C or 86% N1 at or
above -18°C. Once the thrust reversers are deployed, move the
levers aft to a maximum reverser thrust. "Stops" on the levers
provide 80.1% N1 on a -18°C day at sea level so the pilot can keep
his attention on the landing rollout. The factory setting results in
lower than 80.1% N1 at warmer temperatures and may be reset for
higher N1 if temperatures are predominantly warmer. Do not exceed
80.1% N1.
At 60 KIAS:
Thrust Reverser Levers . . . . . . . . . . . . . . . . . IDLE REVERSE
With the thrust reverser levers in the IDLE REVERSE detent, the
reversers are left deployed for aerodynamic drag. Thrust reversing
and braking should commence according to runway length. With
excess runway, braking normally is begun after thrust reverser
deceleration is below 60 knots.
Do not use the thrust reversers for touch and go landings; a full stop
landing must be made once the reversers are selected.
Use caution on runways with small loose grit because it may be
ingested in the engine at idle reverse at low taxi speed.
Landing (Without Use of Thrust Reversers)

Throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Eight seconds after touchdown, the engines spool down from flight
idle (approximately 49% N2) to ground idle (45% N2) if the flight
idle switch is in the NORM position. The GROUND IDLE
CAUTION: If during landing, a
hard brake pedal-no braking condi- Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
tion is encountered, operate the To obtain maximum braking performance from the antiskid system,
emergency brake system. Mainte-
nance is required before next
apply continuous maximum effort (no modulation or “pumping”) to
flight. brake pedals.
Speedbrakes . . . . . . . . . . . . . . . . . EXTEND (after touchdown)

March 2009
After Landing CAUTION: : Do NOT attempt

This checklist should be accomplished after the aircraft is clear of the to advance the throttles until the
thrust reverser UNLOCK lights are
runway. extinguished.
Thrust Reversers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOW
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP
Check that the HYD PRESS ON annunciator extinguishes after the
flaps are up. Taxiing with flaps extended on a snow or slush covered
taxiway could result in obstruction of the flaps.
CAUTION: Operation of the
Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NORM PITOT & STATIC heat on the
ground for over two minutes may
Both IGNITION switches to NORM. result in damage to the angle-of-
Pitot/Static Heat/Anti-Ice. . . . . . . . . . . . . . . . . . . . . . . . . . . OFF attack system.
W/S BLEED AIR may be used as required in falling precipitation.

Turn engine anti-ice ON and operate the engines at or above 65% N2
one out of every four minutes during taxi in visible moisture with a
temperature of +10°C or colder. Ensure the pitot/static switch is off.
Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
Check that the HYD PRESS ON and SPD BRAKE EXTEND
annunciators are extinguished.
Anti-Collision Lights and Recognition . . . . . . . . . . . . . . . . OFF
Recognition light bulb life is shortened considerably if used
continuously during ground operation.
Anti-Ice/Deice Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .STANDBY
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Do not operate the radar within 15 ft. of personnel or flammable or
explosive material.

March 2009
CAE SimuFlite
Shutdown
Avionics Power Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AC power and avionics master switches should be set to OFF.
Defog Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DEFOG FAN and OVHD FAN switches to the center (OFF)
position.
Air Conditioner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T.O. & APPR.
If the airplane is to be left unattended for an extended period or
could be exposed to severe winds, leave the flaps UP
Throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Allow ITT to stabilize for at least one minute at minimum value.
Lifting the latch and placing the throttle full aft terminates fuel flow
to the engine. A canister collects manifold fuel on shutdown. During
the next flight, this fuel is returned to the fuel cell. Repeated starts
for ground operations cause the canister to overflow through the
lower nacelle after the third shutdown.
Passenger Advisory Lights . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Flashing Beacon Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Standby Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
(UNITS 801 - 808 CAGED)
Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Turn off the navigation lights.
Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
The control lock locks all control surfaces in neutral and the throttles
in cutoff. If aircraft is to be towed - DO NOT engage control locks.
Parking Brake. . . . . . . . . . . . .SET or WHEELS - CHOCKED
NOTE: Do not set the parking
brake if the anticipated cold soak Do not set the parking brake if brakes are very hot. This can increase
temperature is -15°C (+5°F) or heat transfer from the brakes to the wheel, causing the fusible plug
below.
to melt and deflate the tire.
Battery Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Move the BATT switch to OFF Care should be exercised that it is
not placed in EMER. The emergency bus items will drain the battery
significantly over an extended period.

March 2009
For deplaning at night, the battery switch may be left in BATT to
make available all cabin lighting until passengers and cabin baggage
are deplaned. Turn the EXTERIOR WING INSP LIGHTS switch to
ON to provide additional illumination in front of the cabin door. An
illuminated courtesy light switch on the forward door post is wired
to the hot battery bus to turn on the emergency exit lights and one aft
baggage compartment light.
Engine Covers. . . . . . . . . . . . . . . . . . . . . . . . . . . . .INSTALLED
In blowing or drifting snow, install engine covers after shutdown as
soon as engines cool sufficiently.
Parking
Normally, the aircraft is parked facing a direction that facilitates servic-
ing; no concern need be given to the prevailing wind. If not already
accomplished, ensure the following are completed:
Aircraft . . . . . . . . . PARKED ON HARD, LEVEL SURFACE
Parking Brake and Control Lock . . . . . . . . . . . . . . . . . . . . SET
Setting the parking brake is optional. The aircraft may be relocated
without anyone entering the aircraft if the parking brake is not set.
Main Gear (Figure 3B-2) . . . . . . . . . . . . . . . . . . . . .CHOCKED
Static Ground Cable. . . . . . . . . . . . . . . . . . . . . . CONNECTED
Protective Covers
(Figure 3B-1 and 3B-3) . . . . . . INSTALLED AS REQUIRED
Foul Weather Window/Door . . . . CLOSED AS NECESSARY
EROS Oxygen Masks. . .REMOVE FROM THE AIRCRAFT
IF COCKPIT TEMPERATURES ARE ANTICIPATED TO
BE BELOW 0°C FOR EXTENDED PERIODS, AS SPECI-
FIED IN THE BRAVO AFM SUPPLEMENT.

March 2009
CAE SimuFlite
Protective Covers
ENGINE
EXHAUST COVERS
3B-2
ENGINE
INLET
COVER
GENERATOR
INLET
COVER
PITOT TUBE
COVERS (3)
3B-3 3B-1

September 2005
Mooring
If extended parking plans or impending weather necessitates mooring
the aircraft, 3/4-inch ropes (or an equivalent substitute) (Figure 3B-4)
are attached to the nose gear and main gear struts. This procedure
requires tie-down eyelets set into the apron; there is no procedure for
mooring at unprepared facilities.
Aircraft . . . . . . . . . . . . . . . . . . . PARKED ON HARD, LEVEL
SURFACE/HEAD INTO WIND
Parking Brake and Control Lock . . . . . . . . . . . . . . . . . . . . SET CAUTION: Ensure ropes do
not contact sharp edges and do not
Setting the parking brake is optional. The aircraft may be relocated damage equipment.
without anyone entering the aircraft if the parking brake is not set.
Main Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHOCKED
Protective Covers . . . . . . . . . . . INSTALLED AS REQUIRED
Ropes . . . . . . . . . . . . . . ATTACHED TO NOSE/MAIN GEAR
SECURED TO PARKING APRON
Foul Weather Window/ Door . . . . . . . . . . . . . . . . CLOSED AS
NECESSARY
NOSE GEAR MAIN GEAR
3B-4

September 2005
CAE SimuFlite
Towing/Taxiing
Taxiing the aircraft may be accomplished on hard surfaces as well as on
CAUTION: Exercise extreme
caution when towing the aircraft
gravel or sod surfaces. Rudder pedal movement operates the nose
when it is near its Basic Operating wheel steering system.
Weight. At this weight, the Center On hard surfaces, the aircraft can be towed using a yoke-type tow bar
of Gravity is at or beyond the aft
limit of the CG Envelope. Stop-
attached to the nose gear (Figure 3B-5).
ping the tug suddenly while push- While towing or taxiing an aircraft with a flat tire is not recommended,
ing the aircraft back could result in a situation may require it. In such a case, tow or taxi the aircraft for-
the nose wheel lifting off the
ground, and possibly becoming
ward enough to clear the immediate area; avoid sharp turns if towing.
detached from the tow bar or from Observe the aircraft taxi turning with brakes and towbar turning dis-
the tug. tances depicted on Figure 3B-6 and Figure 3B-7 (following pages).
WHEEL
NOSE
AXLE
TOWBAR
3B- 5

March 2009
Towing Turning Distances

WALL TO WALL
52.15 FT
26.07 FT
18.47 FT 6.54 FT
23.50 FT
CURB TO CURB
25.01 FT
3B-6

September 2005
CAE SimuFlite
Talking Turning Distances
WALL TO WALL
65.24 FT
CURB TO CURB
32.66 FT
13.07 FT
19.59 FT
3B-7

September 2005
Nose Gear Towing

All turns performed during nose gear towing are accomplished through
the tow bar.
Tow Bar (Figure 3B-5) . . . . . . . . .PLACED AT NOSE WHEEL
Insert tow bar into nose wheel axle and secure tow bar locking
handle.
Tow Bar . . . . . . . . . CONNECTED TO TOWING VEHICLE
Pilot's Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OCCUPIED
Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . .DISENGAGED
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . .DISENGAGED
If the parking brake is not set, towing can be accomplished without
entering the aircraft.
Chocks/Static Ground Cable/
Mooring Ropes . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVED
Wing/Tail Walkers . . . . . . . . . . . . STATIONED (OPTIONAL)
In congested areas, wing/tail walkers ensure adequate clearance
between the aircraft and adjacent equipment or structures.
Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOWED
Use smooth starts and stops.
When Towing Operation is Complete:
Nosewheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED
Parking Brake . . . . . . . . . . . . . . . . ENGAGED (OPTIONAL)
Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED
Main Gear Wheels . . . . . . . . . . . . . . . . . . . . . . . . . .CHOCKED
Tow Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVED

September 2005
CAE SimuFlite
Main Gear Towing

Pilot's Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OCCUPIED
Main Gear Towing Adapters. . . . . . . . . . . . . . . . .INSTALLED
Cables . . . . . . . . . . . . . . . . . . . . . . ATTACHED TO TOWING
ADAPTERS/TOWING VEHICLE
Use care to prevent crushing of wiring or linkage rods in the area.
Make sure the cables are long enough to clear the aircraft and that
the towing vehicle is on a hard surface.
Chocks/Static Ground Cable/
Mooring Ropes . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGED
Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGED
A/C Battery and Skid Control CB . . . . . . . . . . . . . BATT/SET
Aircraft . . . . . . . . . . . . . . . . STEERED WITH BRAKES AND
RUDDER PEDALS
Using a smooth and even pressure, apply aircraft brakes as required.
When Towing Operation Is Complete:
Nosewheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED
Parking Brake. . . . . . . . . . . . . . . . . ENGAGED (OPTIONAL)
Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED
Static Ground Cable . . . . . . . . . . . . . . . . . . . . . . CONNECTED
Tow Cables and Towing Adapters . . . . . . . . . . . . REMOVED

September 2005
Taxiing (Ground Movement) WARNING: Ensure person-

During taxi, the aircraft is controlled via selected engine thrust, rudder nel and equipment are clear
pedal steering, and brakes. Taxiing can be accomplished with one or of engine inlet and exhaust
both engines operating.
when starting engine(s).
Immediate Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEARED

Main Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Static Ground Cable. . . . . . . . . . . . . . . . . . . . . . . . .REMOVED
Wing Fuel . . . . . . . . . . . . . . . . . . . . . . . ENSURE BALANCED
The left and right wing tanks should be balanced within 200 pounds.
Pilot Stations . . . . . . . . . . . . . . . . . . . . . . . . BOTH OCCUPIED
Pilot in left seat maneuvers the aircraft. Pilot in right seat acts as an
observer and assists as necessary.
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED
Engine(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STARTED
Refer to expanded normal procedure for details.
Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVED
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
Thrust . . . . . . . . . . . . . . . . . . . .SUFFICIENT APPLICATION
TO START ROLL
Aircraft Brakes . . . . . . . . . . . . . . APPLIED AS NECESSARY
Use brakes intermittently rather than continuously. Allow the
aircraft to accelerate, then brake to acceptable taxi speed.
Aircraft . . . . . . . . . . . . STEERED WITH RUDDER PEDALS
Nose wheel steering is accomplished through the rudder pedals.
Wing Walkers . . . . . . . . . . . . . . . . . . . . . . . . . . . . .STATIONED
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCOMPLISHED
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED
Engine(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SHUT DOWN
Refer to expanded normal procedure for details.

March 2009
CAE SimuFlite

September 2005
Ground Cooling Hot Weather

For maximum ground cabin cooling:
Operations
Temperature Control . . . . . . . . . . . . . . . . . . . . . . FULL COLD
Press Source Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .GND
Overhead Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HI
Defog Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HI
Air Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Securing Overnight or for Extended

Period (Aircraft Unattended)
Wheel Chocks . . . . . . . . . . . . . . . . . . . . CHECKED IN PLACE
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
This eliminates the possibility of the brakes freezing.
Protective Covers . . . . . . . . . . . . . . . . . . . . . . . . . .INSTALLED
Water Storage Containers . . . . . . . . . . . . . . . . . . . . .DRAINED
Toilet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DRAINED
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVED
If the Ni-Cad battery will be exposed to temperatures below -18°C
(0°F), the battery should be removed and stored in an area warmer
than -18°C (0°F) but below 40°C (104°F). Subsequent re-
installation of the warm battery enhances starting capability.
Doors . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED AND LOCKED
Performance Computations, Takeoff

Make takeoff performance computations in accordance with the FAA
approved AFM.

March 2009
CAE SimuFlite

September 2005
Ground Deice/Anti-Ice Operations Cold Weather

During cold weather operations, flight crews are responsible for ensur-
ing the aircraft is free of ice contaminants. Operations
Ground icing may occur at temperatures of +10°C or colder with high
humidity. To comply with FAA regulations (clean wing concept)
requiring critical component airframe deicing and anti-icing, Type I
deice and Type II anti-ice fluids can be used sequentially. The Pilot-In-
Command (PIC) or the Second-In-Command (SIC) should supervise
line personnel to ensure proper application of either fluid.
Deicing Supplemental Information
This section provides supplementary information on aircraft de-icing,
anti-icing/deicing fluids, deicing procedures, and aircraft operating pro-
cedures. Consult the AFM, Maintenance Manual Chapter 12 - Servic-
ing, and FAA Advisory Circulars for deicing procedures, fluid
specifications, recommendations, and hazards. Federal Aviation Regu-
lations (FARs) prohibit takeoff with snow, ice, or frost adhering to the
wings and control surfaces of the air-craft. It is the responsibility of the
pilot-in-command to ensure the aircraft is free of snow, ice, or frost
before takeoff.
Failure to adequately deice the aircraft can result in seriously degraded
aircraft performance, loss of lift, and erratic engine and flight instru-
ment indications.
Following extended high-altitude flight, frost can form at ambient tem-
peratures above freezing on the wing's underside in the fuel tank areas.
Refueling the aircraft with warmer fuel usually melts the frost.

March 2009
CAE SimuFlite
WARNING: This AD applies to Severe Icing Factors

all aircraft equipped with pneu-
matic deicing boots, certificated in
(Airworthiness Directive 98-04-38)
any category. This AD supersedes Severe icing may result from environmental conditions outside of those
any relief provided by the Master
Minimum Equipment List (MMEL).
which the aircraft is certificated. Flight in freezing rain, freezing driz-
zle, or mixed icing conditions (supercooled liquid water and ice crys-
tals) may result in ice build-up on protected surfaces exceeding the
capability of the ice protection system, or may result in ice forming aft
of the protected surfaces. This ice may not be shed using the ice protec-
tion systems, and may seriously degrade the performance and control-
lability of the aircraft.
To minimize the potential hazards associated with operating the aircraft
in severe icing conditions, more clearly defined procedures and limita-
tions are provided as follows:
n
During flight, severe icing conditions that exceed those for which the
aircraft is certified shall be determined by the following visual cues:
n unusually extensive ice accumulation on the airframe and wind-
shield in areas not normally observed to collect ice
n accumulation of ice on the upper surface of the wing aft of the
protected area
n
if one or more of these visual cues exists, immediately request
priority handling from Air Traffic Control to facilitate a route or
an altitude change to exit the icing conditions
n Since the autopilot, when installed and operating, may task tac-
tile cues that indicate adverse changes in handling characteris-
tics, use of the autopilot is prohibited when any of the visual
cues specified above exist, or when unusual lateral trim
requirements or autopilot trim warnings are encountered while
the aircraft is in icing conditions.
n wing icing inspection lights must be operative prior to flight
into known or forecast icing conditions at night.
Conducive Weather Conditions

The following weather conditions may be conducive to severe inflight
icing:
n
visible rain at temperatures below 0°C ambient air temperature
n
droplets that splash, stick or splatter on impact at temperatures
below 0°C ambient air temperature

March 2009
Exiting Procedures
The following procedures for exiting a severe icing environment are
applicable to all flight phases from takeoff to landing. Monitor the
ambient air temperature. While severe icing may format temperatures
as cold as -18°C or colder, increased vigilance is warranted at tempera-
tures around freezing with visible moisture present. If the visual cues
specified for identifying severe icing conditions are observed, accom-
plish the following.
n Immediately request priority handling from Air Traffic Control to
facilitate a route or an altitude change to exit the icing conditions in
order to avoid extended exposure to flight conditions most severe
than those for which the aircraft is certificated.
n
Avoid abrupt and excessive maneuvering that may cause
increased control difficulties.
n Do NOT engage the autopilot.
n
If the autopilot is engaged, hold the control wheel firmly and disen-
gage the autopilot.
n If an unusual roll response or uncommanded roll control movement
is observed, reduce the angle-of-attack.
n Do NOT extend flaps when holding in icing conditions. 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, possibly aft of the protected area.
n If the flaps are extended, do not retract them until the airframe is
clear of ice.
n Report these weather conditions to Air Traffic Control.

March 2009
CAE SimuFlite
NOTE: Holdover time is the esti- Deicing

mated time that an anti-icing/ deic-
ing fluid protects a treated surface
When necessary, use the following methods to deice the aircraft:
from ice or frost formation. n placing the aircraft in a warm hangar until the ice melts
n mechanically brushing the snow or ice off with brooms, brushes, or
WARNING: By Definition; other means
Holdover Time BEGINS AT THE n applying a heated water/glycol solution (one-step procedure)
INITIATION OF THE FIRST
APPLICATION OF ANY DE- n applying heated water followed by an undiluted glycol-based fluid
ICING FLUID; NOT AT THE (two-step procedure).
COMPLETION OF THE APPLI-
CATION. Deicing Fluids
Two types of anti-icing/deicing fluids are in commercial use: SAE/ISO
Types I and II. Type I fluids are used generally in North America.
Type I fluids are unthickened glycol-based fluids that are usually
CAUTION: Use type I and II for diluted with water and applied hot; they provide limited holdover time.
departure planning only. Use them Type II fluids are thickened glycol-based fluids that are usually applied
in conjunction with pre-takeoff pro-
cold on a deiced aircraft; they provide longer holdover times than Type
cedures. Deicing and use of holdover
times remains the responsibility of I fluids.
the Pilot-In-Command. Many factors influence snow, ice, and frost accumulation and the effec-
tiveness of deicing fluids. These factors include:
n
ambient temperature and aircraft surface temperature
CAUTION: If engines are run-
ning when spraying of deicing flu- n relative humidity, precipitation type, and rate
ids is in progress, turn cabin and
crew conditioning switches to
n wind velocity and direction
OFF. n
operation on snow, slush, or wet surfaces
n operation near other aircraft, equipment, and buildings presence of
deicing fluid and its type, dilution strength, and application method.

March 2009
Deicing Procedures CAUTION: Do not use deicing

fluid for engines. After deicing
One-step deicing involves spraying the aircraft with a heated, diluted engine, start engine(s) immedi-
deicing/anti-icing fluid to remove ice, snow, or frost. The fluid coating ately to prevent any re-icing condi-
then provides limited protection from further accumulation. tion. Select engine anti-ice on after
engine start.
Two-step deicing involves spraying the aircraft with hot water or a hot
water/deicing fluid mixture to remove any ice, snow, or frost accumula-
tion followed immediately by treatment with anti-icing fluid (usually
Type 1/11 fluids).
Deice the aircraft from top to bottom. Avoid flushing snow, ice, or frost
onto treated areas. Start the deicing process by treating the horizontal
stabilizer followed by the vertical stabilizer. Continue by treating the
fuselage top and sides. Finally, apply deicing fluid to the wings.
Deicing fluid should not be applied to:
n
pitot/static tubes, static ports, temperature probes, AOA vanes, or
TAT probe
n gaps between control surfaces and airfoil
n
cockpit windows
n passenger windows
n air and engine inlets and exhausts
n
vents and drains
n wing and control surface trailing edges
n brakes.
Deicing fluid sprayed into an operating engine can introduce smoke or
vapors into the cabin and cockpit and pose a serious fire hazard. Do not
use deicing fluid to deice engines. Mechanically remove snow and ice
from the engine inlet. Check the first stage fan blades for freedom of
movement. If engine does not rotate freely, deice engine with hot air.

September 2005
CAE SimuFlite
During deicing observe the following.

n When applying fluid, avoid pressures 300 PSI or greater.
CAUTION: After deicing wings
and empennage, check flap wells n Exercise extreme caution when moving deicing equipment around air-
for slush and/or ice accumulations. craft. Maintain adequate separation between equipment and aircraft.
Ensure that all drain holes are clear.
n A fine mist of deicing fluid applied two or three times provides bet-
ter anti-icing protection than a single heavy application.
CAUTION: Check all primary
flight control surfaces by hand
n Apply deicing fluid to lower surfaces if anticipating taxi and takeoff
movement through full travel stop through snow.
before any movement is attempted n Follow all deicing fluid manufacturer's recommendations and proce-
with control wheel, yoke, or rudder
pedals. Trim and control tabs
dures.
should be operated through full n Do not use diluted deicing fluid for anti-icing. Melting snow will
travel range. further dilute the solution and refreezing can occur.
n After deicing the aircraft nose, wipe all remaining traces of fluid
from area in front of windshield.
After aircraft deicing and anti-icing, visually inspect the following
areas to ensure that they are free from ice, snow, and frost accumula-
tions:
n wing leading edges, upper and lower surfaces
n vertical and horizontal stabilizer leading edges, side panels, and
upper and lower surfaces
n ailerons, elevator, and rudder
n flaps, flap tracks, and flap drive mechanisms ground and flight
spoilers
n engine inlets and exhausts
n cockpit windows
n
communication and navigation antennas
n
fuselage
n
AOA probes, pitot tubes, static ports, and SAT/TAS probe fuel tank
vents
n
cooling air inlets and exhausts
n landing gear including brakes, wheels, tires, struts, and doors.
When unsure of wing cleanliness, perform a "hands on" inspection to
verify that all wing surfaces are clean of ice, snow, and frost.

September 2005
When performing snow removal, observe the following.
n Do not use isopropyl alcohol on rubber or plastic components.
n Do not use isopropyl alcohol on windows or above fuselage window
line. Alcohol crazes and cracks acrylic windows.
n Remove all snow accumulations on fuselage forward of wind-
shield. Avoid damage to pitot tubes.
n Avoid using deicing fluid for snow removal. Dilution of deicing
fluid by melted snow results in a weak mixture that can refreeze.
n Do not use tools to scrape, scratch, or chip ice from surfaces or from
between fixed and moveable surfaces or components.
n Do not beat aircraft surface to loosen ice.
n Avoid hot air temperatures above 200°F (93.3°C) when using heat to
melt snow, ice, or frost.
n
Use hot air carefully around windows. Excessive temperatures on
windows can crack or craze cold windows.
n Exercise extreme care when using hot air to prevent damage to
hoses, painted surfaces, and acrylic, plastic, fiberglass, and rubber
components.

September 2005
CAE SimuFlite
Holdover Times
Approximate Holdover Times Anticipated Under Various Weather Conditions
OAT
(Hours: minutes)
**Freezing Rain on Cold

Temp °C Temp °F *Frost Freezing Fog Snow
Rain Soaked Wing
0° & Above 32° & Above 0:18 – 0:45 0:12 – 0:30 0:06 – 0:15 0:02 – 0:05 00:6 – 0:15
Below 0° To Below 32° 0:18 – 0:45 0:06 – 0:15 0:06 – 0:15 0:01 – 0:03
-7° To 19°
Below -7° Below 19 0:12 – 0:30 0:06 – 0:15 0:06 – 0:15
Table 3B:A: Type I Fluid Holdover Times

* During conditions that apply to aircraft protection for ACTIVE FROST
** Use light freezing rain holdover times if positive identification for freezing drizzle is not possible
SAE Type I fluid/water mixture is selected so that the FP of the mixture is at least 10°C (18°F) below OAT.
CAUTION: The time of protec-

tion will be shortened in:
n heavy weather conditions
n heavy precipitation rates or high
moisture content
n high wind velocity
n jet blast
n when aircraft skin temperature
is lower than OAT.

September 2005
Holdover Times (cont.)

SAE Type II
Approximate Holdover Times Anticipated Under Various
OAT Fluid
Weather Conditions (Hours: minutes)
Concentration
Rain on
Neat - Fluid/
Freezing **Freezing Cold
Temp °C Temp °F Water *Frost Snow
Fog Rain Soaked
(Vol % Vol %)
Wing
0° & Above 32 ° & 100/0 12:00 1:15 - 3:00 0:25 - 1:00 0:08 - 0:20 0:24 - 1:00
Above
75/25 6:00 0:50 - 2:00 0:20 - 0:45 0:04 - 0:10 0:18 - 0:45
50/50 4:00 0:35 - 1:30 0:15 - 0:30 0:02 - 0:05 0:12 - 0:30
Below Below 32°| 100/0 8:00 0:35 - 1:30 0:20 - 0:45 0:08 - 0:20
0° To -7° to 19°
75/25 5:00 0:25 - 1:00 0:15 - 0:30 0:04 - 0:10
CAUTION:
50/50 3:00 0:20 -0:45 0:05 - 0:30 0:01 - 0:03
Clear Ice
Below Below 100/0 8:00 0:35 - 1:30 0:20 - 0:45 May Require
-7° To -14 19° to 7° Touch For
75/25 5:00 0:25 - 1:00 0:15 - 0:30 Confirmation
Below -14° Below 100/0 8:00 0:35 - 1:30 0:20 - 0:45

to -25° 7° to -13
Below -25° Below -13° 100/0 if 7° C SAE Type II fluid may be used below -25°C (-13°F) if the freezing point of
(13°F) buffer is fluid is at least 7° C (13°F) below OAT and aerodynamic acceptance crite-
maintained ria are met. Consider use of SAE Type I where SAE Type II fluid cannot
be used.
Table 3B:B: Type II Fluid Holdover Times

** The lowest use temperature is limited to -10° C (14°F)

n
heavy weather conditions
n heavy precipitation rates or high
moisture content
n
jet blast
n
when aircraft skin temperature
is lower than OAT.

September 2005
CAE SimuFlite
Holdover Times (cont.)

SAE Type II
Approximate Holdover Times Anticipated Under Various
OAT Fluid
Weather Conditions (Hours: minutes)
Concentration
Rain on
Neat - Fluid/
Freezing **Freezing Cold
Temp °C Temp °F Water *Frost Snow
Fog Rain Soaked
(Vol % Vol %)
Wing
Above 0° Above 100/0 12:00 1:15 - 3:00 0:25 - 1:00 0:08 - 0:20 0:24 - 1:00
32 °
75/25 6:00 0:50 - 2:00 0:20 - 0:45 0:04 - 0:10 0:18 - 0:45
50/50 4:00 0:35 - 1:30 0:15 - 0:30 0:02 - 0:05 0:12 - 0:30
0° To -3° 32°| 100/0 8:00 0:35 - 1:30 0:20 - 0:45 0:08 - 0:20
to 27°
75/25 5:00 0:25 - 1:00 0:15 - 0:30 0:04 - 0:10
CAUTION:
50/50 3:00 0:20 -0:45 0:05 - 0:30 0:01 - 0:03
Clear Ice
Below Below 100/0 8:00 0:35 - 1:30 0:20 - 0:45 May Require
-3° To -14° 27° to 7° Touch For
75/25 5:00 0:25 - 1:00 0:15 - 0:30 Confirmation
Below Below 100/0 8:00 0:35 - 1:30 0:20 - 0:45

-14° to -25° 7° to -13
Below -25° Below -13° 100/0 SAE Type IV fluid may be used below -25°C (-13°F) if the freezing point
fluid is at least 7°C (13°F) below OAT and aerodynamic acceptance crite-
ria met. Consider use of SAE Type I where SAE Type IV fluids cannot be
used
Table 3B-C: Type IV Fluid Holdover Times

** The lowest use temperature is limited to -10° C (14°F)
*** Use light freezing rain holdover times if positive identification of freezing drizzle is not possible

n heavy weather conditions
n
heavy precipitation rates or high
moisture content
n jet blast
n
when aircraft skin temperature
is lower than OAT.

September 2005
Deicing/Anti-Icing Fluid Application

One-Step Procedure Two-Step Procedure
OAT
Deicing/
Anti-icing
First Step Second step: Anti-icing (1)
-3°C (27°F) 50/50 Water heated or a heated 50/50 Type II-IV

and above Heated (2) Type II/IV mix of Type I.II or IV with
water
Below -3°C (27°F) 75/25 heated 50/50 Type II/IV or 75/25

to -14°C (7° F) Heated (2) Type II/IV suitable mix of Type I with Type II/IV
FP not more than 3°
Below -14°C (7°F) 100/0 Heated 75/25 Type II/IV or 100/0

to -25° C (-13°F) Heated (2) Type II/IV suitable mix of Type I with Type II/IV
FP not more than 3°C (5°F)
above actual OAT
SAE Type IV fluid may be used below -25°C (-13°F) if the freezing point fluid is at least 7°C
Below -25° -25 °C (-13 °F) (13°F) below OAT and aerodynamic acceptance criteria met. Consider use of SAE Type I
where SAE Type IV fluids cannot be used
NOTE: For heated fluids, a fluid temperature not less than 60° (140°F) at nozzle is desirable.
Upper temperature limit shall not exceed fluid and aircraft manufacturer recommendations.
CAUTIONS: Wing skin temperatures may differ and in some cases may be lower than OAT.
A stronger mix can be used under the latter conditions.

(1)
To be applied before first step fluid freezes, typically within 3 minutes.
(2)
Clean aircraft may be anti-iced with cold fluid.

September 2005
CAE SimuFlite
Deicing/Anti-Icing Fluid Application (Cont.)

One-Step Procedure Two-Step Procedure
OAT
Deicing/
Anti-icing
First Step Second step: Anti-icing (1)
-3°C (27°F) 50/50 Water heated or a heated 50/50 Type II-IV

and above Heated (2) Type II/IV mix of Type I.II or IV with
water
Below -3°C (27°F) 75/25 heated 50/50 Type II/IV or 75/25

to -14°C (7° F) Heated (2) Type II/IV suitable mix of Type I with Type II/IV
FP not more than 3°
Below -14°C (7°F) 100/0 Heated 75/25 Type II/IV or 100/0

to -25° C (-13°F) Heated (2) Type II/IV suitable mix of Type I with Type II/IV
FP not more than 3°C (5°F)
above actual OAT
NOTE: For heated fluids, a fluid temperature not less than 60° (140°F) at nozzle is desirable.
Upper temperature limit shall not exceed fluid and aircraft manufacturer recommendations.
CAUTIONS: Wing skin temperatures may differ and in some cases may be lower than OAT.
A stronger mix can be used under the latter conditions.

(1) To be applied before first step fluid freezes, typically within 3 minutes.
(2) Clean aircraft may be anti-iced with cold fluid.
CAUTION: Aircraft skin tem-

perature and OAT may differ sig-
nificantly.

September 2005
Spraying Technique – Type 1

Spray Type I fluid on the aircraft (with engines off) in a manner that
minimizes heat loss to the air. If possible, spray fluid in a solid cone
pattern of large coarse droplets at a temperature of 160 to 180°F
(Figure 3B-8). Spray the fluid as close as possible to the aircraft sur-
faces, but no closer than 10 ft if using a high pressure nozzle.
Type I Fluid Spray Pattern
PAY SPECIAL ATTENTION TO THE GAPS

BETWEEN THE FLIGHT CONTROLS.
ALL SNOW, ICE AND SLUSH MUST
BE REMOVED FROM THESE GAPS
REMOVE SNOW, ENGINE INLETS

ICE, AND SLUSH CLEARED FROM
FROM ANGLE-OF- ALL SNOW, ICE,
ATTACK VANES AND SLUSH BY
BY HAND ONLY HAND ONLY
LANDING GEAR DOORS

AND WHEEL WELLS MUST BE
FREE OF SNOW, ICE, AND SLUSH
NOTE: SHADED AREAS INDICATE ESSENTIAL AREAS

TO BE DEICED.
NOTE: MINIMUM DIRECT SPRAY AREAS INCLUDE

ENGINE INLETS, ENGINE EXHAUST, RAM AIR INLETS,
BRAKES, PITOT HEADS, STATIC PORTS,WINDSHIELD,
CABIN WINDOWS, AND AOA VANES
3B-8

September 2005
CAE SimuFlite
Spraying Technique - Type II/IV

Apply Type II/IV fluid cold to a "clean" aircraft. It may also be heated
and sprayed as a deicing fluid; if so, consider it a Type I fluid because
heat may change the characteristics of the thickening agents in the
fluid. When applied in this manner, Type II/IV fluid is not as effective
as if it were applied cold.
Type II/IV fluid application techniques are the same as for Type I,
except that, because the aircraft is already clean, the application should
last only long enough to properly coat aircraft surfaces (Figure 3B-9).
Type II/IV Fluid SPray Pattern
NOTE: SHADED AREAS INDICATE ESSENTIAL AREAS

TO BE ANTI-ICED.
NOTE: MINIMUM DIRECT SPRAY AREAS INCLUDE

ENGINE INLETS, ENGINE EXHAUST, RAM AIR INLETS,
BRAKES, PITOT HEADS, STATIC PORTS,WINDSHIELD,
CABIN WINDOWS, AND AOA VANES
3B-9

September 2005
Preflight
During preflight preparation, inspect areas where surface snow or frost
could change or affect normal system operations. Supplemental pre-
flight checks should include the following:
All Protection Covers . . . . . . . . . . . . . . . . . . . . . . . .REMOVED
Surface. . . . . . . . . . . . . . . . . . . CHECKED FREE OF FROST,
ICE, AND SNOW
The wing leading edges, all control surfaces, tab surfaces, and
control cavities must be free of ice or snow. Check control cavities
for drainage after snow removal because water puddles may re-
freeze in flight.
Generator Inlets . . . . . . . . . . CLEARED OF INTERNAL ICE
/SNOW
Engine Inlets . . . . . . . . . . . . . . . . . CLEARED OF INTERNAL
ICE/SNOW
Check that the inlet cowling and tailcone air inlet are free of ice or
snow and that the engine fan is free to rotate.
Fuel Tank Vents . . . . . . . . . . . . . . . CHECKED FREE OF ICE
AND SNOW
Check the fuel tank vents; all traces of ice or snow should be
removed.
Fuel Drains . . . . . . . . . . . . . . . . . . . . ALL WATER DRAINED
Pitot Heads And Static Ports . . . . . . . . . . . CLEARED OF ICE
Water rundown resulting from snow removal may re-freeze
immediately forward of the static ports. This causes an ice buildup
that results in disturbed airflow over the static ports and can cause
erroneous static readings even though the static ports themselves are
clear.
Landing Gear Doors. . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Make sure the landing gear doors are unobstructed and free of
impacted ice or snow.
Air Conditioning Inlets and Exits . . . . . . . . . . . . . . CLEARED
Verify that the air inlets and exits are clear of ice or snow.
Aircraft Deicing . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED
For different deicing fluids, the times of protection (the holdover
times) vary considerably. Furthermore, these times depend to a large
extent on meteorological conditions.

September 2005
CAE SimuFlite
Preliminary Cockpit Preparations . . . . . . . . . . COMPLETED

Battery . . . . . . . . . . . . . . . . . . . . INSTALLED/PREHEATED/
FULLY CHARGED
Minimum voltage is 24V DC.
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PREHEATED
GPU Start Limitation
Engine preheating is best accomplished by installing the engine
Minimum engine oil temperature
covers and directing hot air through the oil filler access door.
for starting is -40°C (-40°F).
GPU Start
NOTE: With temperature -15°C
or below, the windshield heat rotary
If the airplane has been cold soaked below -18°C, an external power
test may not function. The EFIS sys- unit and/or preheat procedure should be used for starting.
tem may require as long as 20 min-
utes to align.
Engine Start
During cold weather starts, initial oil pressure may be slow in rising; the
oil pressure annunciator may remain illuminated longer than normal.
After Engine Start

Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . OBSERVED FOR
NORMAL OPERATION
The engine instruments should display approximately normal
indications within a short time after reaching idle.
Engine Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
During cold weather starts, the oil pressure may temporarily exceed
maximum pressure limits until the oil temperature rises. At low
ambient temperatures, a temporary high pressure above maximum
limits may be tolerated, but takeoff should be delayed until the
pressure drops into normal limits.
Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
During operation from snow-covered runways, engine anti-ice
should be on during taxi and takeoff. Takeoff should be preceded by
a static engine run-up to as high a power level as practical to ensure
observation of stable engine operation prior to brake release.
If severe icing conditions are present, engine anti-ice should be
turned on immediately after engine start. During prolonged ground
operation, periodic engine run-up may be performed to reduce the
possibility of ice buildup. For ground operation, the system should
be turned on one minute out of four with N2 set above 65%.

September 2005
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . CHECKED FOR

FREEDOM OF MOVEMENT
Accomplish this check when the aircraft has been exposed for an
extended period of time to snow, freezing rain or other conditions
that could restrict flight control movement. Increased control forces
can be expected at low temperatures because of the increased CAUTION: When operating
resistance in cables and the congealed oil in snubbers and bearings. the wing flaps during low temper-
It may be desirable to accomplish an additional control check prior atures, closely observe the flap
to taxi. position indicator for positive
movement. Be ready to match the
Wing Flaps . . . . . . . . . . . . . . . . . .CHECKED FOR NORMAL control lever with the indicator if
OPERATION the flaps stop moving.
Air Conditioning Switches . . . . . . . . . . . . . . . SET FOR MAX

CABIN HEAT
Press Source Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . .NORM
Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . .NORM CAUTION: If flaps are left up
Overhead Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HI during taxi to avoid slush and ice,
complete the Before Taxi checklist
Press Source Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .GND after the flaps are in takeoff config-
uration.
Remember to reduce temperature control prior to takeoff.
Windshield Bleed Air . . . . . . . . . . . . . . . . . . . . . . . LOW OR HI
Use windshield bleed air and defog fan to clear the windshield. CAUTION: Use extreme cau-
tion when taxiing on ice-covered
taxiways or runways because
Taxi/Before Takeoff excessive speed or high crosswinds
may start a skid. Make all turns at
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .T.O. or T.O. & APPR reduced speed
Extend flaps to the T.O. or the T.O. & APPR setting at this time if
they have been held because of slush or wet snow.
Before Takeoff Checklist . . . . . . . . . . . . . . . . . . COMPLETED
To ensure the aircraft is configured for takeoff, recheck the flap
position indicator.
Temperature Control . . . . . . . . . . . . CONSIDER REDUCING
TEMP FROM FULL HOT
TO AVOID DUCT O'HEAT
ANNUNCIATOR. ON TAKEOFF

March 2009
CAE SimuFlite
NOTE: : During taxi on ice or Takeoff

snow covered surfaces, maintain a
greater than normal distance
If Engine Anti-Ice is used for Takeoff:
between aircraft and do not use Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . ANTI-ICE SETTINGS
reverse thrust. If reverse thrust used,
reinspect the aircraft for snow, ice, V1/Takeoff Field Length. . . . ADJUSTED IN ACCORDANCE
and frost accumulations and periodi-
cally conduct engine run-ups to as
WITH AFM
high a thrust setting as practical. If Aircraft Slides on Ice or Snow during Engine Power Check:
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
Takeoff Roll. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BEGUN
Continue engine check during early part of takeoff roll. During takeoffs on
icy runways, a lag in nosewheel steering must be expected and corrections
must be anticipated. A light forward pressure on the control column
increases nosewheel steering effectiveness.
Rejected Takeoff on Slick Runway

Maximum Braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPLOYED
CAUTION: If wing ice buildup Reverse Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . .MAXIMUM\
is noticed, do not turn engine anti-
ice on until wing ice evaporates. Rudder. . . . . . . . . . . . . . . . . . . . . . . . . . USED FOR PRIMARY
Engine damage may result. DIRECTIONAL CONTROL
If a Skid Develops:
Reverse Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCED
Reduce to idle reverse. If necessary, return the engine to forward
thrust to return to runway centerline.
Engine Power . . . . . . . . . . . . . . .RETURNED TO FORWARD
THRUST AT LOW POWER (IF NECESSARY)
TO RETURN TO RUNWAY CENTERLINE
Rudder Pedal Steering . . . . . . . USED FOR DIRECTIONAL
CONTROL, IF POSSIBLE
Rudder and differential braking may also be used as necessary for
directional control. Reduce brake pressure if directional control
problems are encountered because of excessive anti-skid cycling.

September 2005
In Flight
Pitot Heat . . . . . . . . . . . . ON FOR DURATION OF FLIGHT
Use HI at -18°C (0°F) OAT or below. For additional bleed air,
increase the power setting with speedbrakes extended.
Windshield Alcohol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Use only if windshield bleed air fails. The alcohol, which flows to
the pilot's windshield only, lasts approximately 10 minutes.
Engine Anti-Ice. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Use when operating in visible moisture with the following outside
air temperatures.
Surface Deice . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Use when wing ice buildup is estimated between 1/4 and 1/2 inch.
When operating in the approach environment, consider cycling de-
ice boots whenever visible ice accumulation is noted. Although the
N.T.S.B. does not believe "Ice Bridging" to be an issue.
Cessna still maintains its concern that Ice Bridging be avoided
by using the guidance published in the Bravo AFM concerning
minimum accumulations before activating de-ice boots.
Surface Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Taxi-in and Park

Engine Anti-Ice. . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
If severe icing conditions are present, engine anti-icing should be
turned on. During prolonged ground operation, periodic engine run-
ups may be performed to reduce the possibility of ice buildup. For
ground operation, the system should be turned on one minute out of
four with N2 set at 70%.
Use windshield bleed air and the defog fan to clear the windshield.
Performance Computations, Takeoff

Make takeoff performance computations in accordance with the FAA
approved AFM.

March 2009
CAE SimuFlite
Securing Overnight or for Extended

Period (Aircraft Unattended)
If remaining overnight at an airport without normal ground support,
perform the following.
Wheel Chocks . . . . . . . . . . . . . . . . . . . . CHECKED IN PLACE
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
This eliminates the possibility of the brakes freezing.
Protective Covers . . . . . . . . . . . . . . . . . . . . . . . . . .INSTALLED
Install protective covers and plugs to protect the aircraft and engines
from ice and snow if it is unattended for an extended period.
Water Storage Containers . . . . . . . . . . . . . . . . . . . . .DRAINED
Drain all water tanks and containers to protect them from freezing if
the aircraft is unattended for an extended period.
Toilet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAINED
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
If the Ni-Cad battery will be exposed to temperatures below -18°C
(0°F), the battery should be removed and stored in an area warmer
than -18°C (0°F) but below 40°C (104°F). Subsequent re-
installation of the warm battery enhances starting capability.
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Close the main cabin, baggage compartment, and access doors to
keep snow or rain out of the aircraft.

March 2009
CAE SimuFlite strongly supports the premise that the disciplined
use of well-developed Standard Operating Procedures (SOP) is Standard
central to safe, professional aircraft operations, especially in
multi-crew, complex, or high performance aircraft. Operating
If your flight department has an SOP, we encourage you to use it
during your training. If your flight department does not already
Procedures
have one, we welcome your use of the CAE SimuFlite SOP.
Corporate pilots carefully developed this SOP. A product of their Chapter 3C
experience, it is the way CAE SimuFlite conducts its flight
operations.
The procedures described herein are specific to the Citation Bravo
and apply to specific phases of flight. The flight crew member
designated for each step accomplishes it as intended.
Citation Bravo Developed for Training Purposes 3C-1

September 2005
CAE SimuFlite
3C-2 Developed for Training Purposes Citation Bravo

September 2005
Standard Operating Procedures
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-5

Table of
Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-5
Contents
Flow Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-5
Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-5
Omission of Checklists. . . . . . . . . . . . . . . . . . . . . . . . 3C-5
Challenge/No Response . . . . . . . . . . . . . . . . . . . . . . 3C-5
Normal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-6
One Pilot in Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-6
Both Pilots in Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . 3C-6
On the Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-6
In Fight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-6
Abnormal/Emergency Procedures . . . . . . . . . . . . . . . . 3C-6
Time Critical Situations. . . . . . . . . . . . . . . . . . . . . . . . 3C-7
Rejected Takeoffs. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-7
Critical Malfunctions in Flight . . . . . . . . . . . . . . . . . . . 3C-7
Non-Critical Malfunctions in Flight . . . . . . . . . . . . . . . 3C-7
Radio Tuning and Communication . . . . . . . . . . . . . . . . 3C-7
Altitude Assignment . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-8
Pre-Departure Briefings . . . . . . . . . . . . . . . . . . . . . . . . 3C-8
Advising of Aircraft Configuration Change . . . . . . . . . . 3C-8
Transitioning from Instruments to Visual Conditions . . 3C-8

September 2005
CAE SimuFlite
Phase of Flight SOP . . . . . . . . . . . . . . . . . . . . . . . . . 3C-9

Holding Short . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-9
Takeoff Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-10
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3C-11
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-13
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-14
Precision Approach . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-16
Precision Missed Approach . . . . . . . . . . . . . . . . . . . . 3C-20
Precision Approach Deviations . . . . . . . . . . . . . . . . . 3C-21
Non-Precision Approach . . . . . . . . . . . . . . . . . . . . . . 3C-22
Non-Precision Missed Approach . . . . . . . . . . . . . . . . 3C-26
Non-Precision Approach Deviations . . . . . . . . . . . . . 3C-28
Visual Traffic Patterns . . . . . . . . . . . . . . . . . . . . . . . . 3C-29
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-31

September 2005
Definitions Items designated on the checklist as

PM or by his seat position are the General
LH/RH: Pilot Station. Designation of
seat position for accomplishing a
PM's responsibility. The PM accom-
plishes the item, then responds Information
given task because of proximity to the orally to his own challenge.
respective control/indicator. Regard-
less of PF or PM role, the pilot in that In all cases, the response by either
seat performs tasks and responds to pilot is confirmed by the other and
checklist challenges accordingly. any disagreement is resolved prior to
continuing the checklist.
PF: Pilot Flying. The pilot responsi-
ble for controlling the flight of the After the completion of any check-
aircraft. list, the PM states “_______ check-
list is complete.” This allows the PF
PIC: Pilot-in-Command. The pilot to maintain situational awareness
responsible for the operation and during checklist phases and prompts
safety of an aircraft during flight the PF to continue to the next check-
time. list, if required.
PM: Pilot Monitoring. The pilot Effective checklists are pertinent
who is not controlling the flight of and concise. Use them the way they
the aircraft. are written: verbatim, smartly, and
Flow Patterns professionally.
Omission of Checklists
Flow patterns are an integral part of
the SOP. Accomplish the cockpit While the PF is responsible for initi-
setup for each phase of flight with a ating checklists, the PM should ask
flow pattern, then refer to the check- the PF whether a checklist should be
list to verify the setup. Use normal started if, in his opinion, a checklist
checklists as “done lists” rather than is overlooked. As an expression of
“do lists.” good crew resource management,
such prompting is appropriate for
Flow patterns are disciplined proce-
any flight situation: training, opera-
dures; they require pilots who under-
tions, or check rides.
stand the aircraft systems/controls
and who methodically accomplish Challenge/No Response
the flow pattern.
If the PM observes and challenges a
A standardized flow pattern for the flight deviation or critical situation,
cockpit setup before starting engines the PF should respond immediately.
appears in the Preflight Inspection If the PF does not respond by oral
chapter. communication or action, the PM
must issue a second challenge that is
Checklists loud and clear. If the PF does not
Use a challenge-response method to respond after the second challenge,
execute any checklist. After the PF the PM must ensure the safety of the
initiates the checklist, the PM chal- aircraft. The PM must announce that
lenges by reading the checklist item he is assuming control and then take NOTE: “Control” means responsi-
aloud. The PF is responds to the the necessary actions to return the bility for flight control of the air-
checklist items designated as PF by aircraft to a safe operating envelope. craft, whether manual or automatic.
visual confirmation and oral
response.

September 2005
CAE SimuFlite
Normal Procedures Abnormal/Emergency

The normal procedures checklist
Procedures
should be thought of as routine in When any crewmember recognizes
day-to-day flying. It should be an abnormal or emergency condi-
accomplished using the following tion, the PIC designates who con-
procedures: trols the aircraft, who performs the
tasks, and any items to be monitored.
One Pilot in Cockpit
Following these designations, the
The Preflight Inspection, Cockpit PIC calls for the appropriate check-
Preparation, Before Starting, Starting list. The crewmember designated on
Engine and Shutdown checklists may the checklist accomplishes the
be accomplished by one pilot alone. checklist items with the appropriate
The checklist items should be verified challenge/response.
as listed in the checklist or as required
by the SOPs. A pilot that completes The pilot designated to fly the aircraft
one of these checklists alone must (i.e., PF) does not perform tasks that
make known to the other pilot which compromise this primary responsibil-
ity, regardless of whether he uses the
checklist(s) is/are completed.
autopilot or flies manually.
Both Pilots in Cockpit:
Both pilots must be able to respond to
Checklist items should be accom- an emergency situation that requires
plished as listed or as required by the immediate corrective action without
SOPs. Any response different from reference to a checklist. The elements
the listed response should indicate of an emergency procedure that must
something is abnormal and should be performed without reference to the
be challenged by the other crew- appropriate checklist are called mem-
member before continuing. When a ory or recall items. Accomplish all
response on a checklist is “as abnormal and emergency proce-
required” the appropriate crewmem- dures, including previously accom-
ber should respond according to the plished memory items, while
actual switch position. referring to the printed checklist.
Accomplishing abnormal and emer-
On the Ground:
gency checklists differs from accom-
It is the LH pilot’s responsibility to plishing normal procedural check-
call for the checklist at the appropri- lists in that the pilot reading the
ate time. The RH pilot will be checklist states both the challenge
responsible for verifying checklist and the response when challenging
items. each item.
In Flight: When a checklist procedure calls for
the movement or manipulation of
It is the PF’s responsibility to call for controls or switches critical to safety
the checklist at the appropriate time of flight (e.g., throttles, engine fire
to ensure the aircraft is in correct switches, fire bottle discharge
configuration for that portion of switches), the pilot performing the
flight. The PM will be responsible action obtains verification from the
for verifying checklists items as other pilot that he is moving the cor-
appropriate. rect control or switch prior to initiat-
ing the action.

September 2005
Any checklist action pertaining to a Critical Malfunctions in Flight
specific control, switch, or piece of
In flight, the observing crewmem-
equipment that is duplicated in the
ber positively announces a malfunc-
cockpit is read to include its relative
tion. As time permits, the other
position and the action required
crewmember makes every effort to
(e.g., “Left Throttle – OFF; Left
confirm/identify the malfunction
Boost Pump – NORMAL”).
before initiating any emergency
Time Critical Situations action.
When the aircraft, passengers, and/ If the PM is the first to observe any
or crew are in jeopardy, remember indication of a critical failure, he
three things: announces it and simultaneously iden-
n
FLY THE AIRCRAFT – Maintain tifies the malfunction to the PF by
aircraft control. pointing to the indicator/annunciator.
n RECOGNIZE CHALLENGE – After verifying the malfunction, the
Analyze the situation. PF announces his decision and com-
mands accomplishment of any check-
n RESPOND – Take appropriate
list memory items. The PF monitors
action.
the PM during the accomplishment of
Rejected Takeoffs those tasks assigned to him.
The rejected takeoff procedure is a Non-Critical Malfunctions in
preplanned maneuver; both crew- Flight
members must be aware of and
briefed on the types of malfunctions Procedures for recognizing and veri-
that mandate an abort. Assuming fying a non-critical malfunction or
that the crew trains to a firmly estab- impending malfunction are the same
lished SOP, either crewmember may as those used for time-critical situa-
call for an abort. tions: use positive oral and graphic
communication to identify and direct
The PF normally commands and exe- the proper response. Time, however,
cutes the takeoff abort for directional
is not as critical and allows a more
control problems or catastrophic mal-
deliberate response to the malfunc-
functions. Additionally, any indica-
tion. Always use the appropriate
tion of one of the following
checklist to accomplish the correc-
malfunctions prior to V1 is cause for
tive action.
an abort:
n engine failure Radio Tuning and
n
engine fire Communication
n
Thrust reverser deployment The PM accomplishes navigation and
In addition to the above, the PF usu- communication radio tuning, identifi-
ally executes an abort prior top 80 cation, and ground communication.
KIAS for any abnormally observed. For navigation radios, the PM tunes
When the PNF calls an abort, the PF and identifies all navigation aids.
announces “Abort” and executes the Before tuning the PF's radios, he
rejected takeoff procedure. announces the NAVAID to be set. In
tuning the primary NAVAID, in par-
ticular, the PM coordinates with the
PF to ensure proper selection

September 2005
CAE SimuFlite
sequencing with the autopilot mode. Pre-departure briefings should

NOTE: The acronym AWARE After tuning and identifying the PF's include all crewmembers to enhance
stands for the following: NAVAID, the PM announces team-building and set the tone for the
n Aircraft status “(Facility) tuned and identified.” flight. The briefing may be formal or
Weather informal, but should include some
n
Monitor NDB audio output at any
time that the NDB is in use as the standard items. The acronym
n Airport information
NAVAID. Use the marker beacon AWARE works well to ensure that no
n
Route of flight points are missed. This is also an
audio as backup to visual annuncia-
n Extra opportunity to brief the crew on any
tion for marker passage confirmation.
takeoff or departure deviations from
In tuning the VHF radios for ATC the SOP that are due to weather or
communication, the PM places the runway conditions.
newly assigned frequency in the head
not in use (i.e.preselected) at the time Advising of Aircraft
of receipt. After contact on the new Configuration Change
frequency, the PM retains the previ-
ously assigned frequency for a rea- If the PF is about to make a change
sonable time period. to aircraft control or configuration,
he alerts the PM to the forthcoming
Altitude Assignment change (e.g., gear, speed brake, and
flap selections). If time permits, he
The PM sets the assigned altitude in also announces any abrupt flight
the altitude alerter and points to the path changes so there is always
alerter and points to the alerter while mutual understanding of the in-
orally repeating the altitude. The PM tended flight path.
continues to point to the Altitude
alerter until the PF confirms the alti- Time permitting, a PA announce-
tude assignment and ASEL setting. ment to the passengers precedes
maneuvers involving unusual deck
During an instrument final approach
or roll angles.
segment, the altitude alerter is set for
missed approach altitude instead of Transitioning from
MDA. Instruments to Visual
Conditions
Pre-Departure Briefings
If visual meteorological conditions
The PIC should conduct a pre-depar- (VMC) are encountered during an
ture briefing prior to each flight to instrument approach, the PM nor-
address potential problems, weather mally continues to make callouts for
delays, safety considerations, and the instrument approach being con-
operational issues.
ducted. However, the PF may
request a changeover to visual traffic
pattern callouts.

September 2005
Holding Short Phase of
PF PM Flight SOP
CALL “Before Takeoff
checklist.”
ACTION Complete Before
Takeoff checklist.
CALL “Before Takeoff
checklist complete.”
Takeoff Briefing
ACTION Brief the following:
n assigned runway for
takeoff
n initial heading/course
n initial attitude
n airspeed limit
(if applicable)
n clearance limit
n emergency return
plan
n SOP deviations
Consider the following:

n impaired runway
conditions
n weather
n obstacle clearance
n Instrument departure
procedures
n abort
Cleared for Takeoff

ACTION Confirm assigned
runway for takeoff and
check heading
indicator agreement
CALL “Assigned runway
confirmed, heading
checked”
ACTION Confirm assigned
runway for takeoff and
check heading
indicator agreement
CALL “Assigned runway
confirmed, heading
checked”
CALL “Takeoff checklist.”
ACTION Complete Takeoff
checklist.
CALL “Takeoff checklist
complete.”

August 2010
CAE SimuFlite
Takeoff Roll
PF PM
Setting Takeoff Power

CALL “Set _____”
CALL “______ set.”
Initial Airspeed Indication
CALL “Airspeed alive”
At 70 KIAS
.
CALL “70 kts crosscheck.”

At V1
CALL “V1.”
ACTION Move hand from

throttles to yoke.
At VR
CALL “Rotate.”
ACTION Rotate to a
approximately 10 -12°
pitch attitude for
takeoff.

September 2005
Climb
PF PM
At Positive Rate of Climb on VSI

CALL “Positive rate.”
Only after PM’s call,
CALL “Gear up.”
CALL “Gear selected up.”
When gear indicates
up,
“Gear indicates up. ”
After Gear Retraction
ACTION Immediately
accomplish attitude
correlation check.
n PF’s and PM’s PFD
displays agree.
n Pitch and bank
angles are
acceptable.
n Positive climb
indications continue
to be acceptable
CALL “Attitudes check.”
Or, if a fault exists,
give a concise
statement of the
discrepancy.
At V2+10 KIAS (and upon reaching level-off altitude, if Single
Engine)
CALL “V2 +10 KIAS”
CALL “Flaps up.”

CALL “Flaps selected UP.”
When indicator shows
UP,
“Flaps indicate Up”

March 2009
CAE SimuFlite
Climb (continued)
PF PM
At VENR(Minimum)
CALL “Climb power”
CALL “Climb power set”
At 1,500 ft. (Minimum) Above Airport Surface and Workload
Permitting
CALL “Climb checklist.”
ACTION Complete Climb
checklist.
CALL “Climb checklist
complete.”
At Transition Altitude
CALL “29.92 set. CALL “29.92 set.”
Transition Altitude
checklist”.
ACTION Complete Transition
Altitude checklist.
CALL “Transition Altitude
At 1,000 Ft Below Assigned Altitude
CALL “_____ (altitude) for
______ (altitude).”
(e.g., “9,000 for
10,000.”
______ (altitude).”
(e.g., “9,000 for
10,000.”

September 2005
Cruise
PF PM
At Cruise Altitude
CALL “Cruise checklist.”
ACTION Complete Cruise
checklist.
CALL “Cruise checklist
complete.”
Altitude Deviation in Excess of 100 ft.
CALL “Altitude.”
CALL “Correcting.”
Course Deviation in Excess of One Half Dot
CALL “Course.”

September 2005
CAE SimuFlite
Descent
PF PM
Upon Initial Descent from Cruise

CALL “Descent checklist.”
ACTION Complete Descent
checklist.
CALL “Descent checklist
complete.”
At 1,000 ft. Above Assigned Altitude
_____ (altitude).”
(e.g., “10,000 for
9,000.”)
_____ (altitude).”
(e.g., “10,000 for
9,000.”)
At Transition Level
CALL “Altimeter set _____.
Transition level
checklist.”
CALL “Altimeter set _____.”
ACTION Complete Transition
Level checklist.
CALL “Transition Level
At 10,000 ft.
CALL “10,000 ft.”
CALL “Check.
Speed 250 knots.”
Maintain sterile cockpit below 10,000 ft. above airport surface.

September 2005
Descent (continued)
PF PM
At Appropriate Workload Time

REVIEW REVIEW
Review the following:
n
approach to be executed
n
field elevation
n appropriate minimum sector altitude(s)
n
inbound leg to FAF, procedure turn direction and altitude
n
final approach course heading and intercept altitude
n timing required
n
DA/MDA
n MAP (non-precision)
n
VDP
n special procedures (DME step-down, arc, etc.,)
n type of approach lights in use (and radio keying
procedures, if required)
n missed approach procedures
n runway information conditions
ACTION Brief the following:

n configuration
n approach speed
n minimum safe
altitude (MSA)
n approach course
n FAF altitude
n DA/MDA altitude
n
field elevation
n
VDP
n
missed approach
n heading
n altitude
n
intentions
n
abnormal
implications
Accomplish as many checklist items as possible. The Approach

checklist must be completed prior to the initial approach fix.

September 2005
CAE SimuFlite
Precision Approach
PF PM
Prior to Initial Approach Fix
CALL “Approach checklist.”
ACTION Complete Approach
checklist.
CALL “Approach checklist
complete.”
After Level-Off on Intermediate Approach Segment
CALL “Flaps APPROACH.”
CALL “Flaps selected
APPROACH.”
When flaps indicate
APPROACH. “Flaps
indicate APPROACH.”
At initial Convergence of Course Deviation Bar
CALL “Localizer/course CALL “Localizer/course alive
alive.””
At initial Downward Movement of Glideslope Raw Data Indicator
CALL “Glideslope alive.” CALL “Glideslope alive.”
When Annunciator Indicates Localizer Capture
CALL “Localizer captured.” CALL “Localizer captured.”

September 2005
Precision Approach (continued)

PF PM
At One Dot From Glideslope intercept

CALL “Gear down. Before CALL “One dot to go.”
Landing checklist.”
CALL “Gear selected down.”
CALL When gear indicates
down. “Gear indicates
down.”
Landing checklist
except for full flaps
and autopilot/yaw
damper.
When Annunciator Indicates Glideslope Capture
CALL “Glideslope captured.”
CALL “Flaps LAND.”
ACTION “Glideslope captured.”
ACTION “Flaps selected
LAND.”
When flaps indicate
LAND,
“Flaps indicate LAND.”
If the VOR on the PM’s side is used for crosschecks on the

intermediate segment, the PM’s localizer and glideslope status calls
are accomplished at the time when the PM changes to the ILS
frequency. This should be no later than at completion of the FAF
crosscheck, if required. The PM should tune and identify his NAV
radios to the specific approach and monitor.

September 2005
CAE SimuFlite

PF PM
At FAF
CALL “Outer marker.” or
“Final fix.”
ACTION
Start timing.
n
n
Visually crosscheck
that both altimeters
agree with crossing
altitude.
n Set missed approach
altitude in altitude
alerter.
n
Check PF and PM
instruments.
n Call FAF inbound.
CALL “Outer marker.” or

Final fix.”
“Altitude checks.”
At 1,000 ft. Above DA(H)
CALL “1,000 ft. to
minimums.”
CALL “Check.”
At 500 ft. Above DA(H)
CALL “500 ft. to minimums.”
CALL “Check.”
NOTE: An approach window has the following parameters:

n
within one dot deflection, both LOC and GS
n IVSI less than 1,000 fpm
n
IAS with VAP ± 10 kt (no less than VREF or 0.6 AOA, whichever
is less).
n
no flight instrument flags with the landing runway or visual
references not in sight
n landing configuration, except for the full flaps (non-precision or
single engine approaches).
When within 500 ft. above touchdown, the aircraft must be within the
approach window. If the aircraft is not within this window, a missed
approach must be executed.

September 2005

PF PM
At 200 Ft Above DA(H)

CALL “200 ft to minimums.”
CALL “Check.”
At 100 Ft Above DA(H)
CALL ”100 ft to minimums.”
CALL “Check.”
At Point Where PM Sights Runway or Visual References
CALL “Runway (or visuals
reference) ______
o’clock.”
CALL “Going visual. Land.”
or “Missed Approach.”
ACTION As PF goes visual,
PNF transitions to
instruments.
DA(H)
CALL ”Minimums. Runway
(or visual reference
_____ o’clock.”
ACTION Announces intentions.
CALL “Going visual.Land.”

or “Missed Approach.”
ACTION As PF goes visual,
PNF transitions to
instruments

September 2005
CAE SimuFlite
Precision Missed Approach

PF PM
At DA(H)
CALL “Minimums. Missed
approach.”
CALL “Missed approach.”
ACTION Apply power firmly and
positively.
Activate go-around
mode and initially
rotate the nose to the
flight director go-
around attitude.

ACTION Assist PF in setting
power for go-around.
APPROACH.”
When flaps indicate
APPROACH, “Flaps
At Positive Rate of Climb
CALL “Gear up.”
When gear indicates up,
“Gear indicates up.”
ACTION Announce heading
and altitude for missed
approach, select PF’s
Flight Director HDG
mode, and arm FLC.

March 2009
Precision Approach Deviations

PF PM
± One Half Dot – Glideslope

CALL “One half dot (high,
low) and (increasing,
holding, decreasing).”
± One Half Dot – Localizer
CALL “One half dot (right,
left) and (increasing,
VAP ± _____
CALL “Speed (plus or minus)
_____ (knots) and
(increasing, holding,
decreasing).”
At or Below VREF
CALL “VREF.” or
“VREF minus _____
(knots below VREF).”
Rate of Descent Exceeds 1,000 FPM
CALL “Sink _____ (amount)
hundred and
decreasing).”

September 2005
CAE SimuFlite
Non-Precision Approach
PF PM
Prior to Initial Approach Fix

checklist.
complete.”
After Level-Off on Intermediate Approach Segment

CALL “Flaps APPROACH.” CALL “Flaps selected
APPROACH.”
When flaps indicate
APPROACH, “Flaps
At Initial Convergence of Course Deviation Bar

CALL “localizer/course CALL “Localizer/course
alive.” alive.”
When Annunciators Indicate Course Capture

CALL “Localizer/course CALL “Localizer/course
captured.” captured.”

September 2005
Non-Precision Approach (continued)

PF PM
Prior to FAF
CALL “_____ (number)
miles/minutes from
FAF.”
CALL “Gear down.
Before Landing
checklist.”
When gear indicates
down,
“Gear indicates down.”
Landing checklist
and autopilot/yaw
damper.
ACTION Adjust power to
maintain desired
airspeed.
At FAF
CALL “Outer marker” or
“Final fix.”
CALL “outer marker.” or
“Final Fix.”
“Altimeters check.”
ACTION Adjust engine power ACTION n Start timing.
for descent to n
Visually crosscheck
minimums that both altimeters
(recommended 1,000 agree
minimum, 1,500 n
Set minimum of 100
maximum vertical
ft above MDA above)
speed).
in altitude alerter.
n Check PF and PM
instruments.
n Call FAF inbound.

September 2005
CAE SimuFlite

PF PM
At 1,000 ft. Above MDA

CALL “1,000 ft. to
minimums.”
CALL “Check.”
At 500 ft. Above MDA
CALL “Check.”
NOTE: An approach window has the following parameters:

n
within one dot CDI deflection or 5° bearing
n IVSI less than 1,000 fpm
n IAS within VREF +10 kt (no less than VREF or 0.6 AOA, whichever
is less)
n no flight instrument flags with the landing runway or visual
references not in sight
n landing configuration
When within 500 ft. above touchdown, the aircraft must be within the
approach window. If the aircraft is not within this window, a missed
approach must be executed.

CALL “Check.”
ACTION Increase power for
level (at or near power
settings for level flight
at initial altitude
altitude prior to FAF).

CALL “Check.”

September 2005

PF PM
At MDA
CALL “Minimums. _____
(time) to go.” or
“Minimums. _____
(distance) to go.”
CALL “Check.”
At Point Where PM Sights Runway or Visual References
CALL “Runway (or visual
reference) _____
o’clock.”
CALL Going Visual. Land.” or
“Missed Approach.”
When leaving MDA,
CALL “Flaps LAND.” CALL “Flaps selected
LAND.”
When flaps indicate
LAND.”
CALL “Airspeed with relation
to VREF and IVSI
descent rate.”

September 2005
CAE SimuFlite
Non-Precision Missed Approach

PF PM
At MAP
CALL “Missed approach
point. Missed
approach.”
ACTION Assist PF in setting
power for go-around.
CALL “Missed Approach.”
ACTION Apply power firmly and
positively. Activate go-
around mode and
initially rotate the nose
the flight director go-
around attitude.

APPROACH.
When flaps indicate
APPROACH
“Flaps indicate
APPROACH.”
At Positive Rate of Climb
CALL “Gear up.”
When gear indicates up,
“Gear indicates up.”
ACTION Announce heading
and altitude for missed
approach, select PF’s
Flight Director HDG
mode, and arm FLC

March 2009
Non-Precision Missed Approach (continued)

PF PM
At V2 +10 (and upon reaching level-off altitude, if Single-Engine)

CALL “Flaps up.”
CALL “Flaps selected UP.”
When flaps indicate UP,
“Flaps indicate UP.”
At 1,500 ft. (Minimum) Above Airport Surface and Workload
Permitting
CALL “Climb checklist.”
ACTION Complete Climb
checklist.
CALL “Climb checklist
complete.”

March 2009
CAE SimuFlite
Non-Precision Approach Deviations

PF PM
± One Dot – Localizer/VOR

CALL “One dot (right, left)
and (increasing,
± 5° At or Beyond Midpoint for NDB Approach
CALL “_____ (degrees off
course) (right, left) and
decreasing).”
VAP ± ____________
CALL “Speed (plus or minus)
_____ (knots) and
decreasing).”
At or Below VREF
CALL “VREF.” or
VREF minus _____
(knots below VREF.).”
Descent is ±200 FPM of Briefed Rate
CALL “Sink _____ (amount)
hundred and
decreasing).”

September 2005
Visual Traffic Patterns

PF PM
Before Pattern Entry/Downwind (1,500 ft. Above Airport Surface)

checklist.
complete.”
Downwind
APPROACH.”
When flaps indicate
APPROACH,
“Flaps indicate
APPROACH.
CALL “Gear down. Before

landing checklist.”
When gear indicates
down, “Gear indicates
down.”
Landing checklist
and yaw damper.
CALL “Airspeed with relation
to VREF and IVSI
descent rate.”

September 2005
CAE SimuFlite
Visual Traffic Patterns (continued)

At 1,000 ft. Above Airport Surface
CALL “1,000 ft. AGL.”
CALL “Check.”
At 500 ft. Above Airport Surface
CALL “500 ft. AGL.”
CALL “Check.”
At 200 ft. Above Airport Surface
CALL “2500 ft. AGL.”
CALL “Check.”

September 2005
Landing NOTE: In the event of a “Single-

Engine Approach & Landing” at
PF PM pilots discretion, flaps may remain
in *T.O. & APPR position, or reset
At Point on Approach When PF Sights Runway and Visual to LAND. If *T.O. & APPR flapss
Reference (Landing Assured) setting is used, maintain VREF + 10
KIAS, or "ON SPEED" (.6) Angle
CALL “Going visual. Land of Attack.
Flaps LAND.”
NOTE: Reference "LANDING
CALL “Flaps selected DISTANCE" and "AIR-
LAND.” SPEEDS"charts when not using
When flaps indicate FLAPS - LAND.
LAND,
ACTION Push autopilot and
trim disconnect switch.
ACTION Continue with:
n
speed check
n vertical speed check
n callouts
n gear down
verification
n flap verification
CALL “Autopilot/yaw
damper off.”
CALL “Final gear and flaps
recheck. Before
Landing checklist
complete.”
At 100 ft Above Touchdown
CALL “100 ft.”
At 50 ft Above Touchdown
CALL “50 ft.”
At Touchdown
CALL “Extend Speedbrakes.”
ACTION Extend speedbrakes
CALL “Speedbrakes
extended.”
At Thrust Reverser Deployment
CALL “Six Lights.”
At Thrust Reverser Idle Speed (60 KIAS)
CALL “60 kts.
Idle Deploy.”

March 2009
CAE SimuFlite

March 2009
This chapter presents descriptions of various maneuvers and tech-
niques applicable to normal and single engine operations. The Maneuvers
second part of this chapter contains pictorial examples of selected
maneuvers.
Chapter 3D
Citation Bravo For Training Purposes Only 3D-1

October 2013
3D-2 For Training Purposes Only Citation Bravo
October 2013
Maneuvers
Two Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . 3D-7

Table of
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-7
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-7 Contents
Takeoff (General) . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-8
Normal Standing Takeoff . . . . . . . . . . . . . . . . . . . . . 3D-8
Rolling Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-8
Crosswind Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-8
Takeoff Rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-8
Rejected Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-8
Initial Climbout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-9
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-9
Cruise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-9
Thrust Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-9
Cabin Temperature . . . . . . . . . . . . . . . . . . . . . . . . . 3D-9
Turbulent Air Penetration . . . . . . . . . . . . . . . . . . . 3D-10
Operation in Icing Conditions. . . . . . . . . . . . . . . . . 3D-10
Inflight Procedures . . . . . . . . . . . . . . . . . . . . . . . . . 3D-11
Speedbrake Deployment . . . . . . . . . . . . . . . . . . . . 3D-11
Change of Airspeed . . . . . . . . . . . . . . . . . . . . . . . 3D-11
Steep Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-11
Stall Recognition and Recovery . . . . . . . . . . . . . . . 3D-11
Stall Recovery Template . . . . . . . . . . . . . . . . . . . . 3D-12
Maneuver Based Approach to Stalls . . . . . . . . . . . 3D-13
Scenario Based Approach to Stalls . . . . . . . . . . . . 3D-14
Unusual Attitudes . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-15
Recovery from Nose-High Attitude . . . . . . . . . . . . 3D-15
Recovery from Nose-Low Attitude . . . . . . . . . . . . . 3D-15
Instrument Procedures . . . . . . . . . . . . . . . . . . . . . . 3D-15
Holding. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-15
Flight Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-16
Instrument Approach Considerations . . . . . . . . . . 3D-16
Additional Instrument Systems . . . . . . . . . . . . . . . 3D-17
Normal Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-17

October 2013
Condensation Precautions . . . . . . . . . . . . . . . . . . 3D-17
Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-17
Anti-Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-18
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-18
Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . 3D-18
VFR Traffic Pattern . . . . . . . . . . . . . . . . . . . . . . . . . 3D-18
Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-18
Checklist and Configuration . . . . . . . . . . . . . . . . . 3D-18
Typical Precision Approach (ILS) . . . . . . . . . . . . . 3D-19
Typical Non-Precision Approach. . . . . . . . . . . . . . 3D-19
Flap Inoperative Approach and Landing
(Zero Flap Approach and Landing) . . . . . . . . . . . 3D-19
Go-Around/Missed Approach/Balked Landing . . . 3D-20
Go-Around Procedure. . . . . . . . . . . . . . . . . . . . . . 3D-20
After a Missed Approach –
Proceeding for Another Approach . . . . . . . . . . . . 3D-21
After a Missed Approach – Departing Area . . . . . 3D-21
Circling Approach . . . . . . . . . . . . . . . . . . . . . . . . 3D-21
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-22
Thrust Reversers. . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-22
Crosswind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-22
Touch-and-Go Landings . . . . . . . . . . . . . . . . . . . . 3D-22
Contaminated Runways . . . . . . . . . . . . . . . . . . . . 3D-22
After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-23
Single Engine Operation . . . . . . . . . . . . . . . . . . . . . . 3D-25
Engine Failure After V1 – Takeoff Continued. . . . . . 3D-25
Single Engine ILS Approach and Landing . . . . . . . 3D-25
Single Engine Non-Precision
Approach and Landing . . . . . . . . . . . . . . . . . . . . 3D-26
Single Engine Go-Around/Missed Approach/
Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-26
Flight Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-27
Normal Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-29
Rejected Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-31

October 2013
Maneuvers
Engine Failure After V1/Takeoff Continued . . . . . . . 3D-33

Steep Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-35
Maneuver Based Approach to Stalls . . . . . . . . . . . . 3D-37
Scenario Based Approach to Stalls . . . . . . . . . . . . . 3D-39
Typical Precision Approach (ILS)
and landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-41
Single Engine ILS Approach and Landing . . . . . . . 3D-43
Typical Non-Precision Approach
and landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-45
Approach and landing . . . . . . . . . . . . . . . . . . . . . . . 3D-47
Go-Around/Missed Approach . . . . . . . . . . . . . . . . . 3D-49
Visual Approach/Balked Landing . . . . . . . . . . . . . . 3D-51
Circling Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-53
Single Engine Go-Around/\
Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-55
(Zero Flap Approach and Landing) . . . . . . . . . . . . . 3D-57

October 2013
October 2013
Maneuvers
Taxiing the turn with idle thrust. The addi-

tional speed prevents the aircraft Two Engine
Prior to taxiing the Citation Bravo,
complete all items of the Before Taxi
from stopping during the turn and
then requiring excess thrust to move Operation
checklist. Obtain clearance from the again. If taxiing in a congested area
appropriate control agency and and close to other aircraft, hangars,
ensure both pilots understand the or other obstacles, use ground per-
taxi route prior to aircraft move- sonnel to ensure adequate clearance.
ment. Both pilots should visually
When clear of other aircraft after
check the area around the aircraft for
taxi begins, check both pilot’s and
ground equipment, other obstruc-
copilot’s brakes as soon as possible
tions, and personnel.
Both pilots should maintain good
Also a visual check should be made look-out discipline while taxiing.
of the passenger cabin to note that Avoid tests, checks, and paperwork
baggage and equipment are stowed, activity that compromise necessary
emergency exit access is clear, gal- visual clearing. Taxi speed should be
ley equipment and supplies are kept to the minimum practical for
secure, and that passengers are safety and passenger comfort.
seated with seat belts fastened. If
Items of the Taxi and Before Takeoff
necessary, a verbal or PA announce-
checklists should be accomplished
ment can be made that the aircraft is
when visual clearing is not compro-
being taxied.
mised. Whenever it is necessary to
When ready to taxi, release the park- stop aircraft movement with the
ing brake. The rudder pedals provide engine running, maintain firm pres-
approximately 20° left or right nose sure on the brake pedals or set the
wheel travel for takeoff and landing. parking brake. Plan ahead — be sure
Additional castering of the nose that the aircraft and its pilots and
wheel can be achieved by applying passengers are ready for flight
differential power and braking. For before calling for takeoff clearance.
smooth steering, gently move the
rudder pedals only the amount nec- Before Takeoff
essary to make the required turn. Prior to takeoff, consider the following:
When applying power to taxi, use  use of flight director
care and good judgment to avoid  thrust application
exhaust blast to other aircraft, per- 

brake release
sonnel, equipment, and buildings.
Apply sufficient power to start the

runway alignment
 proper use of controls
aircraft rolling; check proper opera-
tion of the wheel brakes and then  proper rotation
reduce power to idle. At lighter 

gear retraction
weights and higher elevations, the
 thrust reduction to climb power
aircraft may accelerate easily; at idle
 adherence to airport area speed
power, it is easy to generate taxi
speeds much higher than desired. limits
 icing conditions
If it is necessary to make a sharp turn
after moving from the parking spot, 
rejected takeoff criteria
maintain above idle power until suf-  emergency return plan.
ficient speed is gained to complete

October 2013
The PF’s takeoff briefing, in accor- length and obstacle clearance is not a
dance with SOP, should be clear, con- factor. Once the aircraft is aligned
cise, and pertinent to the specific with the runway, apply the brakes
takeoff. Set airspeed bugs according to and advance the throttles to 80% .
the SOP. Navigation aids should be Release the brakes and adjust power
tuned and identified; the specific to the takeoff N1 setting prior to 60
courses should be set. The altitude KIAS. The AFM takeoff field length
alerter should be set to the proper alti- data and takeoff N1 settings assume
tude. When cleared for takeoff, com- a standing start.
plete all items of the Takeoff checklist.
Crosswind Takeoff
Takeoff (General) When required, a crosswind takeoff
The primary instruments for setting may be combined with any other take-
takeoff thrust are the N1 gauges. off. Directional and lateral control
Obtain the required takeoff power throughout a crosswind takeoff are
settings from the manufacturer’s critical. The PF is responsible for
AFM or from the CAE SimuFlite manipulating the control wheel and
Citation Bravo Operating Hand- uses the conventional aileron into the
book. The manufacturer’s AFM and wind technique (i.e., applying full
Operating Manual state that this deflection at the beginning of the take-
power is set statically for normal off roll and slowly decreasing the
takeoffs and that charted takeoff per- deflection as airspeed increases to V1).
formance is based on such a setting.
Normal Standing Takeoff
Takeoff Rotation
Refer to profile on page 3D-31. At VR, smoothly rotate to a takeoff
pitch attitude of approximately 12°.
Hold the brakes firmly and advance Smooth rotation prevents a decrease
the throttles to approximately 80%
in airspeed. Early or late rotation
N1. Allow the engines to spool up
degrades takeoff performance.
and stabilize at nearly equal N1 indi-
cations before advancing the levers to Rejected Takeoff
the desired takeoff N1. When power
Refer to profile on pg. 3D-29. For an
is set, check engine instruments and abort prior to V1, immediately and
release the brakes smoothly. To opti-
mize coordination, the PM should simultaneously apply wheelbrakes,
monitor the instruments and assist retard throttles to IDLE, extend the
with the throttles to enable to the PF speedbrakes, and deploy the thrust
to concentrate on directional control. reversers. When the thrust reversers
At 70 KIAS or greater, the PM cross are deployed, increase reverse thrust
checks the airspeed indications. At to help slow the aircraft. Deploying
V1, the PF’s right hand moves to the both thrust reversers for an engine
control wheel in preparation for take- failure abort is authorized. Consider
off rotation. not using the thrust reverser of an
engine on fire. Use caution with
Rolling Takeoff asymmetrical reverse; directional
A rolling takeoff may be accom- control could be a problem.
plished when actual runway length Decrease reverser power to idle
adequately exceeds takeoff field reverse by 60 kts. However, maxi-
mum reverse thrust may be used to a

October 2013
Maneuvers
full stop if absolutely necessary. Use speed gauges for proper operation
reverse thrust cautiously on wet or and comfort rate. Periodic checks of
slippery runways. Use caution also time to climb remaining, cabin alti-
during strong crosswind conditions tude, and rate of cabin ascent provide
because reverse thrust may aggra- required information to determine nec-
vate any weather-vanning tendency. essary adjustments. A thorough under-
Maintain directional control with standing of the DIFF PRESS/CABIN
nosewheel steering to remain on the ALT gauge aids the crew in smooth
runway centerline. operation of the pressurization system.
Initial Climbout Cruise

Once the vertical speed indicator and Thrust Setting
altimeter indicate a positive rate of
climb, move the landing gear lever Normally, climb power is maintained
to UP. Confirm gear has retracted at level-off until acceleration to the
and monitor annunciators and engine desired cruise Mach, then power is
adjusted to the appropriate setting.
instruments. When the airspeed
During the climb and acceleration to
increases to a minimum of V2 +10
cruise speed, the ITT should be moni-
KIAS and the aircraft reaches level- tored. If engine RPM does not auto-
off altitude, retract the flaps. At a matically synchronize at the desired
minimum speed of VENR, climb cruise setting, turn the engine synchro-
power should be set. The initial set- nizer switch to OFF; this allows the
ting is made by reference to the synchronizer actuator to center.
climb N1. After making the initial Roughly synchronize engines with the
setting, consult the climb N1 chart throttles, then turn the synchronizer
for the maximum allowable N1 val- switch to FAN or TURB.
ues and adjust throttles accordingly. For maximum range, the thrust nec-
essary to maintain optimum angle-
Climb of-attack diminishes with fuel burn-
After setting the climb power and off. The necessary thrust decreases
when clear of the airport traffic area, with better performance and lower
both pilots complete the Climb check- airspeed requirements as weight
list. Through the climb, the PM com- decreases.
pares the indicated N1 with the climb
Cabin Temperature
N1 chart. N1 RPM increases with alti-
tude; several power adjustments may Monitor the environmental control
be necessary during climb to maintain panel to ensure proper comfort level
the specified setting required by the for the passengers and crew. Normally,
climb charts. If a temperature inver- the temperature control selector is in
sion is encountered during the climb, AUTO between the 11 and 1 o’clock
position. During daylight, the cockpit
closely monitor the climb N1 setting to
may not be an accurate reference of
stay within the climb N1 limits. cabin comfort level due to solar heat-
Using engine anti-ice reduces allowing through cockpit windows.
able fan speed and dictates close Crew foot warmers are an extension
monitoring of ITT and RPM limits. from the same source as the cabin
Observe the differential pressure/ underfloor ducting; use them as a
cabin altitude and cabin vertical reference for temperature adjust-

October 2013
ments. Place a hand over an open Ride mode. Turn off the Altitude,
foot warmer outlet for an approxi- Speed, or Vertical Speed Hold mode.
mate indication of the temperature of
the airflow into the cabin. Operation in Icing
Conditions
Turbulent Air Penetration
The engine and windshield anti-ice
Although the aircraft is not opera- systems prevent the accumulation of
tionally restricted in rough air, flight icing; they should be turned on prior
through severe turbulence should be to encountering such conditions.
avoided if possible. Carefully plan Turning on the wing inspection light
turbulence avoidance strategy with (left wing) illuminates the wing
an understanding of mountain wave leading edge for ice detection during
dynamics, thunderstorm characteris- night operations.
tics, and weight versus altitude buf-
fet margins. If severe turbulence is All anti-ice/deice systems must be
encountered, the following steps are checked and found operational prior
recommended. to flights into known icing. Engine
anti-ice should be used on the
1. Maintain airspeed at approxi- ground or in the air whenever the
mately 180 KIAS. Do not chase air- indicated ambient Outside Air Tem-
speed. perature (OAT) is +10°C and below,
2. Turn on the FASTEN SEAT and visible moisture is present.
BELT sign. Windshield anti-ice should be oper-
3. Turn on the ignition system, and ated in LO when OAT is above -
set thrust to maintain target airspeed. 18°C or in HI when OAT is -18°C or
Change thrust only for extreme air- below. The deice boots should be
speed variation. activated when any ice accumulation
on the wings is detected. A 12-sec-
4. With the autopilot not engaged, ond cycle actuates when the SUR-
keep control movements moderate FACE/ OFF/ RESET switch is
and smooth. Maintain wings level momentarily placed in surface de-
and desired pitch attitude. Use the ice. It provides two six-second
attitude indicator as the primary cycles following momentary actua-
instrument. In extreme drafts, large tion. On the first six-second cycle,
attitude changes may occur. Do not one valve opens to inflate the boots
make sudden, large control move- on the empennage. Two control
ments. After establishing trim set- valves actuate on the second cycle to
ting for penetration speed, do not direct air to both wings. The RESET
change the stabilizer trim. position terminates boot inflation,
5. Large altitude changes are possi- stops the current cycle, and resets
ble in severe turbulence. Allow the the timer.
altitude to vary to maintain the In icing conditions, turn engine anti-
desired attitude and airspeed. Do not ice switches on and off one at a time;
chase altitude or airspeed. pause momentarily between moving
6. Ensure the yaw damper is engaged each switch. If ice accumulations
to reduce yaw/roll oscillations. break away and are ingested by the
engines, pausing reduces the risk of
7. If turbulence is penetrated with a dual flameout occurring.
the autopilot on, engage the Soft

October 2013
Maneuvers
If anti-ice is required during takeoff, increasing bank requires increased
turn the anti-ice system on prior to pitch and power to maintain altitude.
setting takeoff power. For proper
At intermediate altitudes (e.g.,
anti-ice operation and engine protec-
10,000 ft MSL), practice steep turns
tion, ensure adherence to the maxi-
at 200 kts. The initial engine power
mum anti-ice N1 power settings for
setting is about 72% N1. When pass-
takeoff, climb, and cruise. When
ing through 30° bank, increase
power is reduced (e.g., for descent),
power setting 2 to 4% N1 and pitch
monitor the anti-ice fail lights to
ensure adequate power is maintained. attitude approximately 1°. Trim out
back pressure as needed. Lead the
Inflight Procedures rollout heading approximately 15°,
and reduce thrust and pitch to the
Speedbrake Deployment original setting.
Speedbrakes may be used to expe- Stall Recognition

dite a descent or reduce airspeed. A
light buffeting is noticeable with and Recovery
speedbrakes extended.
Stall training should always empha-
Speedbrakes may be used at any size reduction of AOA as the most
speed and with flaps in any position, important response when con-
but they must be retracted before fronted with any stall event. There-
landing. There is no data regarding fore, the FAA recommends the stall
the effect of speedbrakes on stall recovery template for use as a refer-
speed or VREF. ence. Airplane manufacturers have
created this guide to provide com-
Change of Airspeed monality among various airplanes.
Speedbrakes may be used in con-
junction with thrust reduction when
reducing airspeed quickly. Reduce
thrust to the appropriate setting for
the desired airspeed, then extend the
speedbrakes. Upon reaching desired
airspeed, retract the speedbrakes.
Smoothly coordinate all power and
flight control inputs to maintain
desired heading, airspeed, and alti-
tude. Speedbrakes may also be used
to control airspeed during inflight
operation of the engine anti-ice
when higher-than-normal engine
power settings are required.
Steep Turns
Refer to the profile on page 3D-37.
Steep turns (e.g., 45° bank) confirm
the aerodynamic principle that

October 2013
Stall Recovery Template
1. Autopilot and Autothrottle (if applicable) Disconnect
Note: While maintaining the attitude of the airplane, disconnect

the autopilot and autothrottle. Ensure the pitch attitude
does not increase when disconnecting the autopilot. This
may be very important in out-of-trim situations. Manual
control is essential to recovery in all situations. Leaving
the autopilot or autothrottle connected may result in inad-
vertent changes or adjustments that may not be easily rec-
ognized or appropriate, especially during high workload.
2a. Nose down pitch control Apply until stall

warning is elimi-
nated
Note: Reducing the AOA is crucial for recovery. This will also
address autopilot induced excessive nose up trim.
2b. Nose down pitch trim As Needed
Note: If the control column does not provide sufficient response,

pitch trim may be necessary. However, excessive use of
pitch trim may aggravate the condition, or may result in
loss of control or high structural loads.
3. Bank Wings Level
Note: This orients the lift vector for recovery.
CAUTION: The adjacent discus- 4. Thrust As Needed

sion is presented only in the context Note: During a stall recovery, maximum thrust is not always
of recovery training. Approach to needed. A stall can occur at high thrust or at idle thrust.
stalls in high performance aircraft Therefore, the thrust is to be adjusted accordingly during
should not be deliberately executed the recovery. For airplanes with engines installed below
unless they are part of a supervised the wing, applying maximum thrust may create a strong
pilot training program. Safety of nose-up pitching moment if airspeed is low. For airplanes
flight considerations dictate, that the with engines mounted above the wings, thrust application
utmost caution be employed during creates a helpful pitch-down tendency. For propeller-
driven airplanes, thrust application increases the airflow
such exercises.
around the wing, assisting in stall recovery.
5. Speed brakes/Spoilers Retract
Note: This will improve lift and stall margin.
6. Return to desired Flight Path
Note: Apply gentle action for recovery to avoid secondary stalls,

and then return to desired flightpath.

October 2013
Maneuvers
Maneuver Based following:

Approach to Stalls NOTE: Regardless of the alti-
1. Autopilot - OFF
tude chosen to perform stall recov-
Refer to the profile on page 3D-37. 2. Pitch - Reduce angle of attack ery maneuvers in the simulator,
(trim as necessary) maintain that altitude throughout
The approach to stall should be con-
the entire maneuver. (Do not let the
tinued only to the first evidence of a 3. Bank - Level the wings aircraft sink below that altitude
stall (i.e., airframe buffet or stick during the approach to stall, or
shaker, whichever occurs first). The 4. Throttles - Set takeoff power
climb above that altitude during the
stick shaker on the forward side of 5. Speedbrakes/Spoilers - Retract recovery).
the pilot’s control column provides
6. Regain control of aircraft and
tactile warning (i.e., vibration) of
recover to maneuvering speed and
impending stall. The angle-of-attack
flight path appropriate for the air-
transmitter activates the stick shaker.
planes’s configuration
At the beginning of the lower speed
buffet (approximately 8 to 10% 7. Do not exceed any limitations
above the actual stall speed), the (N/A for the simulator).
stick shaker activates. If the AOA
Takeoff/Approach
system is inoperative, the stick
Configuration – Slats/Flaps 15°
shaker does not operate.
Gear Up
At the first warning indication, initi-
Establish a level turn using 15° to
ate an immediate recovery. Do not
30° bank (approximately 20° bank in
allow the aircraft to go into full stall.
the simulator); retard the throttles to
Perform the approach to stall in the idle. As the aircraft slows, maintain
clean, takeoff, and landing configu- altitude with back pressure. Use trim
rations. Practice altitude should be to reduce stick forces; however, stop
no higher than 25,000 ft MSL (AFM trimming at 0.6 AOA.
limitation), and no lower than
Increase power to 45% N1 at VREF.
10,000 ft above terrain.
Observe angle-of-attack indicator
Before practicing approaches to information; stick shaker actuation
stall, clear the cockpit area of loose occurs when the indicator
articles; visually clear the practice approaches the red band. At the first
area, compute VREF, and set airspeed evidence of a stall (i.e., airframe buf-
indicator bugs. Turn on the ignition fet, or stick shaker, whichever
system as a precaution. occurs first), simultaneously accom-
plish the following:
Clean/Cruise Configuration –
Flaps and Gear Up 1. Autopilot - OFF
While maintaining altitude and
2. Pitch - Reduce angle of attack
heading (wings level), retard throttles
(trim as necessary)
to idle. Autopilot should be engaged.
Increase power to 45% N1 at VREF. 3. Bank - Level the wings
Observe the angle-of-attack indicator 4. Throttles - Set takeoff power
information; stick shaker actuation
occurs when the indicator approaches 5. Speedbrakes/Spoilers - Retract
the red band. At the first evidence of 6. Regain control of aircraft and
a stall (i.e., airframe buffet, or stick recover to maneuvering speed and
shaker, whichever occurs first), flight path appropriate for the air-
simultaneously accomplish the planes’s configuration

October 2013
7. Do not exceed any limitations to accomplish an expeditious recov-
(N/Afor the simulator). ery from a stall event.
Landing Configuration – Full Refer to profile on page 3D-47.
Flaps, Gear Down 1. Altitude – FL 370
While maintaining altitude and 2. Level Flight
heading (wings level), retard throt-
tles to 50% N1. At the first evidence 3. Flaps – Up
of a stall (i.e., airframe buffet, or 4. Landing Gear – Up
stick shaker, whichever occurs first), 5. Autopilot – Engage
simultaneously accomplish the fol-
lowing: 6. Thrust – Reduce to less than ade-
quate for maneuvering flight
1. Autopilot - OFF
7. First Indication of Stall – Recov-
2. Pitch - Reduce angle of attack ery procedure
(trim as necessary)
The maneuver is considered com-
3. Bank - Level the wings plete once a safe speed is achieved
and the airplane stabilized.
4. Throttles - Set takeoff power
Positive recovery from the aerody-
5. Speedbrakes/Spoilers - Retract
namic stall or approach to stall takes
6. Example: Recover to VREF, then precedence over minimizing alti-
execute a normal go-around and tude loss.
accelerate to 160 KTS. Takeoff Approach to Stall with
7. Do not exceed any limitations Partial Flaps
(N/Afor the simulator). The pilot will recognize the stall
Scenario Based Approach warning and immediately perform
the stall recovery procedure, then
to Stalls resume the assigned departure.
The goal of scenario based demon- 1. Altitude – During Takeoff, at an
stration approach to stall events is to altitude that will allow for a recovery
provide the best practices and guid-
ance for pilots, within existing regu- 2. Flaps – Takeoff
lations, to ensure correct and 3. Landing Gear – Up
consistent responses to unexpected 4. Thrust – Reduce to less than ade-
stall warnings activation. Emphasis quate to maintain airspeed and climb
will be on reducing the angle of rate.
attack at the first indication of a stall
as the primary means of approach to 5. First Indication of Stall – Recov-
stall recovery. ery Procedure
Clean Configuration Approach 6. Climb – Assigned Departure and

to Stall (High Altitude) Altitude
The pilot will recognize the stall The maneuver is considered com-
warning and immediately perform plete once the flight reaches and sta-
the stall recovery procedure. The bilizes at the assigned altitude.
pilot should also demonstrate will- Positive recovery from the aerody-
ingness to trade altitude for airspeed namic stall or approach to stall takes

October 2013
Maneuvers
precedence over minimizing alti- Unusual Attitudes
tude loss.
A number of causes (e.g., jet upset,
Landing Configuration Stall failed attitude references, autopilot
The pilot will recognize the stall malfunction, pilot incapacitation)
warning and immediately perform may result in unusual attitudes. Prior
the stall recovery procedure, then to executing the proper recovery,
commence the missed approach. confirm the unusual attitude by cross
checking the attitude indicators,
1. Altitude – 1,000 ft AGL
altimeters, vertical speed, and air-
2. Approach – Precision speed indicators.
3. Flaps – Landing Configuration
Recovery from Nose-High
4. Landing Gear – Down Attitude
5. Thrust – Reduce to be inadequate After confirming a nose-high atti-
to maintain a safe speed or descent tude, low-airspeed condition exists,
angle, and results in an increase in apply thrust while rolling toward the
AOA to maintain glidepath nearest horizon. Use up to 90° bank,
6. First Indication of Stall – Recov- depending on severity of the condi-
ery Procedure tion. When the nose approaches the
horizon, smoothly roll to a wings-
7. Missed Approach – Commence level attitude and recover to level
The maneuver is considered com- flight.
plete when safe speed has been
achieved and the pilot initiates the Recovery from Nose-Low
missed approach. Attitude
8. Positive recovery from the aero- After confirming a nose-low attitude
dynamic stall or approach to stall with airspeed increasing, reduce
takes precedence over minimizing thrust to idle while simultaneously
altitude loss. rolling to a wings-level attitude.
Increase pitch attitude to recover to
9. Thrust – Reduce to be inadequate level or climbing flight. Use speed-
to maintain a safe speed or descent brakes, if necessary, to minimize air-
angle, and results in an increase in speed increase and altitude loss. Use
AOA to maintain glidepath caution to avoid exceeding G-limits
10.First Indication of Stall – Recov- (especially negative G's) during
ery Procedure recovery.
11.Missed Approach – Commence
Instrument
The maneuver is considered com-
plete when safe speed has been
Procedures
achieved and the pilot initiates the Holding
missed approach.
The maximum holding speeds are:
Positive recovery from the aerody-  14,000 ft MSL and below 230
namic stall or approach to stall takes
KIAS
precedence over minimizing alti-
tude loss. 
Above 14,000 MSL 265 KIAS.
If endurance is a factor, determine the
recommended holding speed for the

October 2013
existing flight weight from the Hold- Instrument Approach
ing Chart in the CAE SimuFlite Cita- Considerations
tion Bravo Operating Handbook or the
manufacturer’s Performance Manual. Several factors should be considered
prior to commencing an approach in
Slow to holding speed within three a high performance jet aircraft. The
minutes of reaching the holding fix. pilot must have a thorough knowl-
Holding pattern recommended entries edge of the destination and alternate
are parallel, teardrop, and direct. Out- weather conditions before descend-
bound timing begins over or abeam ing out of the high altitude structure.
the holding fix, whichever occurs Many weather and traffic advisory
later. If the abeam position cannot be sources are available, including:
determined, start timing when the
turn outbound is completed.  Flight Service Stations that may
be used enroute at any time to
The initial outbound leg is flown for obtain the latest destination and
one or one and one-half minute(s) as alternate weather conditions
appropriate for altitude.

Destination Tower and/or Approach
Inbound leg time at 14,000 ft MSL Control
or below is one minute. Above
14,000 ft MSL, the inbound leg time
 ARTCC where controllers can
is one and one-half minutes. obtain information (if requested)
pertaining to traffic delays and
Timing of subsequent outbound legs whether aircraft are successfully
should be adjusted as necessary to completing approaches
achieve proper inbound leg time. For  ATIS.
a crosswind correction, double
inbound drift correction on the out- If weather is at or near minimums
bound leg. for the approaches available, review
the time and fuel requirements to an
Flight Director alternate. To continue the approach
The fight director is effective for to a landing after arrival at mini-
making an accurate approach in mums, FAR 91.175 requires that:
adverse weather conditions. If com- (c) Operation below DH or MDA.
mand bars are followed precisely, Where a DH or MDA is applicable,
the fight director computes drift cor- no pilot may operate an aircraft,
rections based on track results. except a military aircraft of the
These computations command slow United States, at any airport below
and deliberate corrections toward the authorized MDA or continue an
interception of track and glideslope. approach below the authorized DH
While following the flight director unless –
commands, remember to cross check (1) The aircraft is continuously in a
the raw data presentations. The flight position from which a descent to a
director is extremely reliable, but the landing on the intended runway can
command bar(s) displays computed be made at a normal rate of descent
(i.e., trend) information only. using normal maneuvers, and for
operations conducted under part
Monitor warning lights for indication
121 or part 135 unless that descent
of a malfunction. If the computer is
rate will allow touchdown to occur
not working properly, erroneous
information may be presented.

October 2013
Maneuvers
within the touchdown zone of the Additional Instrument
runway of the intended landing; Systems
(2) The flight visibility is not less The following additional equipment is
than the visibility prescribed in the available on most aircraft and should
standard instrument approach being be set according to company SOP:
used; and

radio altimeter
(3) Except for a Category II or Cate-
gory III approach where any neces-
 terrain advisory voice encoding
altimeter
sary visual reference requirements are
specified by the Administrator, at least  vertical navigation computer con-
one of the following visual reference troller (VNAV)
for the intended runway is distinctly  long-range navigation equipment.
visible and identifiable to the pilot:
(i) The approach light system, except Normal Descent
that the pilot may not descend below Condensation
100 ft above the touchdown zone ele-
vation using the approach lights as a
Precautions
reference unless the red terminating The defog fan should be in HI with
bars or the red side row bars are also the foot warmers closed up to 15 min-
distinctly visible and identifiable. utes prior to descent. Closing the foot
warmers circulates dry, conditioned
(ii) The threshold.
air between the side windows to
(iii) The threshold markings. inhibit condensation in these areas.
(iv) The threshold lights. The HI position of the fan is acti-
(v) The runway end identifier lights. vated prior to initiating descent and
if rapidly descending into an area of
(vi) The visual approach slope indi- anticipated high humidity after cold
cator. soaking at altitude. Use windshield
(vii) The touchdown zone or touch- bleed air to externally warm the
down zone markings. windshield in extreme conditions.
(viii) The touchdown zone lights. Airflow distribution should be
biased toward the cockpit for maxi-
(ix) The runway or runway markings. mum defog capabilities.
(x) The runway lights.
Pressurization
(d) Landing. No pilot operating an
aircraft, except a military aircraft of After initiating descent, confirm that
the United States, may land that air- the destination airport pressure alti-
craft when the flight visibility is less tude plus 200 ft is set in the SET
than the visibility prescribed in the ALT window dial of the controller;
standard instrument approach pro- this ensures cabin depressurization
cedure being used. prior to touchdown.
Continue to monitor the differential
pressure, cabin altitude, and cabin
vertical speed gauges throughout
descent. The most comfortable con-
dition occurs when cabin descent is
distributed over the majority of the
aircraft descent time.

October 2013
Anti-Icing checked, and ATC contacted for
CAUTION: When performing assistance and instructions. The PM
All anti-ice systems should be on should monitor the descent progress,
instrument approaches in icing
conditions, and Engine Anti-Ice is
when operating in visible moisture if establish the minimum altitude for
ON, the Bravo AFM requires that the indicated Outside Air Tempera- terrain avoidance, and complete the
4 KIAS be added to the computed ture (OAT) is +10°C or below. checklists on command.
approach Ref speeds to compensate
Approach
for the possibility of added weight VFR Traffic Pattern
and reduced aerodynamic perfor- Double-check landing field informa-
mance caused by residual ice accu- Traffic pattern altitude for jets nor-
tion and estimated arrival gross
mulation on unprotected areas of mally is 1,500 ft AGL. In clean con-
weight; check runway requirements,
the aircraft. figuration, slow to a minimum of
determine VREF, and set airspeed
VREF +30. The target power setting
bugs in accordance with the SOP.
is approximately 60% N1.
When descending through the transi-
tion altitude, set the altimeters to field Initiate the Before Landing checklist
pressure and check for agreement. no later than the downwind leg entry
point; lower flaps to T.O. & APPR.
The radar altimeter may be bugged to
The minimum airspeed on down-
either the maximum descent altitude
wind is VREF +20 + wind factor.
or the decision altitude, or it may be
bugged as desired in VFR operation Lower the gear opposite the touch-
for terrain proximity warning. down zone or about two miles out on
base leg or straight-in final (but not
Emergency Descent lower than traffic pattern altitude).
Complete the Before Landing check-
An emergency descent moves the air-
list to Flaps – LANDING. Maintain
craft rapidly from a high altitude to a VREF +20 + wind factor until the
lower altitude; it is most used in con-
junction with a loss of pressurization. turn is completed on final or descent
is started, if straight-in. Lower flaps
Put on oxygen masks, establish com-
to LAND and maintain VREF +10 +
munications, retard throttles to idle,
extend speedbrakes and landing gear, wind factor until transition to VREF
and roll into a moderate bank while + wind factor over threshold. Disen-
lowering the nose (initially 25°) below gage yaw damper prior to landing.
the horizon using the roll and pitch The angle-of-attack indicator sup-
control knobs on the autopilot control- plements the airspeed indicator dur-
ler. Adjust pitch as necessary to ing all maneuvers; include it in the
approach, but not exceed, VMO/ instrument crosscheck. On final
MMO. approach, use it to confirm the accu-
If flying in turbulent air or if struc- racy of VREF computation.
tural integrity is questionable, make
the descent at a lesser and more pru- Approaches
dent speed. The PM should set the
transponder to 7700. Checklist and
Configuration
When conditions permit, the engine
ignition system should be placed on, For instrument approaches where a
the FASTEN SEAT BELT sign and procedure turn is flown, initiate the
NO SMOKING sign illuminated, Before Landing checklist after turn-
oxygen availability to passengers ing outbound from the approach fix.

October 2013
Maneuvers
Flaps should be lowered to T.O. & autopilot/ yaw damper to complete
APPR and the airspeed maintained the Before Landing checklist.
at a minimum of VREF +20. The tar-
Typical Non-Precision
get power setting is 60% N1.
Approach and Landing
If the aircraft is receiving radar vec- Refer to the profile on page 3D-47.
tors for an approach, initiate the When established on the inbound
Before Landing checklist and air- course to the FAF, perform the fol-
craft configuration changes when lowing.
abeam the FAF outbound, or three to 1. Set flaps to T.O. & APPR and ini-
five miles before the FAF for a tiate the Before Landing checklist.
straight-in approach. At uncon- 2. Adjust airspeed to VREF +20
trolled airports, make all required +wind factor; the power setting
position/intention reports on the should be about 60% N1.
appropriate Common Traffic Advi- 3. Extend landing gear and com-
sory Frequency (CTAF). plete the Before Landing checklist
down to full flaps and autopilot/yaw
Typical Precision damper before FAF.
Approach (ILS) 4. Upon crossing FAF, start timing,
Refer to the profile on page 3D-43. notify ATC, and descend to MDA
while maintaining airspeed at VAP
An ILS approach is normal when (VREF +10 +wind factor) with power
both engines, the appropriate ILS
at about 50% N1. Vertical speed in
facilities, and airborne equipment
are operating normally. Accomplish the descent should normally be
1,000 but no greater than 1,500 fpm.
the following.
5. After leveling off at MDA,
1. When established on the localizer increase power to hold airspeed at
inbound to the FAF, ensure flaps are VAP while proceeding to the VDP or
set flaps at T.O. & APPR. MAP.
2. Maintain airspeed at VREF +30 6. With the runway environment in
sight, set full flaps and disengage the
+wind factor and initiate the Before
autopilot/yaw damper to complete
Landing checklist.
the Before Landing checklist. Main-
3. When glideslope indicates one dot tain VAP while intercepting the
prior to intercept, lower landing gear. proper visual glidepath for landing.
Cross the landing threshold at VREF
4. At glideslope intercept, start tim-
ing, begin descent, and extend full + wind factor.
flaps. Complete the Before Landing Flap Inoperative
checklist to the autopilot/yaw Approach and Landing
damper.
(Zero Flap Approach and
5. Maintain airspeed at VREF +20 Landing)
+wind factor (VAP). Refer to the profile on page 3D-57.
6. At or before DA, establish visual The Citation Bravo has only one
contact with the runway. approved flap position for landing
(full flaps). Landing with other than
7. Reduce power slightly to ensure full flaps is an abnormal condition.
crossing the runway threshold at A flap inoperative approach and
VREF +wind factor. Disengage the landing begins with initiating the

October 2013
Flap Inoperative Approach and nose from pitching up. Allowing the
Landing checklist in the CAE Simu- nose to pitch up could result in the
Flite Citation Bravo Operating aircraft lifting off the runway with
Handbook or the AFM. the reversers deployed at danger-
Two major adjustments to a normal ously low and possibly uncontrolla-
approach are the increased landing ble flight speeds.
distance multiplying factor and the
adjusted VREF for the flap setting. If Go-Around/Missed
the flap position indicator does not Approach/Balked Landing
agree with the position of the flap Refer to the profiles on pages 3D-51
handle, move the handle to agree and 3D-47.
with the indicator. Check that the Accomplish the go-around/missed
FLAP CONTROL CB is set. approach/balked landing at the DH
Perform the approach with the flaps or MDA with time expired (if appli-
jammed at 15° while maintaining an cable) and runway visual reference
airspeed of VAPP. For flaps at 0° or either not in sight or not in a position
unknown, perform the approach from which a normal visual landing
while maintaining VAPP +5. approach can be accomplished.
During the initial phase of the An approach with a Visual Descent
approach, maintain a minimum Point (VDP) positions the aircraft
speed of original VREF +30 KIAS for a normal glideslope to landing.
(VZF) with target power at approxi- When an aircraft proceeds beyond
mately 60% N1 until the flap inoper- the VDP without visual reference to
ative adjusted VREF is established. the runway, the probability of a
Speedbrakes may be used during the missed approach is increased.
approach. Lower the landing gear
early in the approach to help control Go-Around Procedure
airspeed. Once established on final, Accomplish the following.
reduce speed to adjusted VREF +10
+wind factor. 1. Apply go-around power.
Depending on flap setting, the power 2. Push the go-around button; rotate
setting may be as low as idle during to the flight director go-around com-
the descent to maintain the approach mand bars (i.e, approximately 12°
speed. Ensure that the autopilot/yaw nose-up).
damper is off and that the speed- 3. With airspeed at a minimum of
brakes are retracted to complete the VAC, set flaps to T.O. & APPR.
checklist. Retract gear at indication of a posi-
During landing, the aircraft has a ten- tive rate of climb on both altimeter
dency to float in ground effect due to and VSI.
the increased airspeed and low drag 4. When clear of obstacles, above
configuration. Once touch down Level-off Altitude, and at minimum
occurs on the main wheels, bring the airspeed of VREF + 20 KIAS, retract
nose wheel in firm contact with the the remaining flaps and accelerate to
runway, and use speedbrakes and VENR minimum before continuing
thrust reversers as normal to slow
the aircraft. However, use a pro- the climb. Adjust pitch attitude and
nounced forward pressure on the power as necessary.
control wheel when deploying the 5. Reduce power to climb N1. At
trust reversers to prevent the aircraft the relatively light gross weight at

October 2013
Maneuvers
which missed approaches are nor- Circling Approach
mally accomplished, the aircraft
accelerates quickly. Pitch and power Refer to the profile on page 3D-55.
need to be adjusted accordingly. A circling approach is an instrument
6. Set the flight director as required. approach requiring a heading change
Use the heading bug and the Head- of 30° or more to align the aircraft
ing mode to fly a desired heading, with the landing runway. Once
and a navigation mode and the visual conditions are reached, the
course selector to capture a desired circling approach is a modified ver-
radial/track.After the initial attitude sion of the VFR traffic pattern.
is set (i.e., 12° nose-up) climb atti- Turbulence, strong winds, poor visi-
tude is established, variable climb bility, and low maneuvering altitude
attitudes may be commanded with are factors that must be considered
the touch control steering button on when planning a circling approach.
the control wheel. Use one of the Plan to use a minimum circling alti-
vertical modes to capture and main- tude and distance appropriate to the
tain desired climbs or altitudes. airspeed or approach category.
7. Confirm the level-off altitude and When flown at the correct approach
heading/course needed for the airspeeds, the Citation Bravo nor-
missed approach. Comply with the mally falls into Approach Category
published missed approach instruc- B for straight in approaches. Due to
tions unless other directions are the probability of speeds up to 140
received from ATC. KIAS during the approach, it is rec-
After a Missed Approach ommended that circling be accom-
–Proceeding for Another plished with Category C minimums.
Category D visibility minimums
Approach
may be required for approach speeds
Accomplish the following. in excess of 140 KIAS. (See the
1. After level-off, complete the appropriate Instrument Approach
Climb checklist and maintain VREF Chart for maximum speeds for each
+30 KIAS minimum. category).
2. Review TOLD cards and bugs At uncontrolled airports, observe
for next approach. Brief the local traffic direction and restrictions.
approach and complete the It is recommended that the approach
Approach checklist. Maintain a min- be flown with gear down and flaps at
imum of VREF +30 KIAS until T.O. & APPR until arriving at a
established on a portion of the next position from which a normal
approach and flaps are extended. descent for landing can be made. At
After a Missed Approach – that time, select Full Flaps and begin
Departing Area descent to the Runway environment.
Accomplish the following. While maneuvering during the cir-
1. Accelerate to normal climb speed. cling approach, fly a minimum of
2. Complete the Climb checklist. VREF +20 +wind factor. When estab-
3. Follow normal climbout proce- lished on final in the landing config-
dures. uration, fly at VREF +10 +wind
factor until reducing power slightly

October 2013
to cross the runway threshold at Crosswind
VREF +wind factor.
On the final approach in a cross-
Landing wind, either the crab approach or the
wing down method may be used.
Refer to the profiles on pages 3D-43
Do not allow the aircraft to float
and 3D-47.
NOTE: In preparing for the Prac- with power off prior to touchdown.
tical Test in the simulator, plan the With FULL flaps, cross the thresh- Fly to touchdown with little, if any,
Circling Maneuver so that bank old at 50 ft AGL with a speed of flare. Deploy speedbrakes on touch-
angles of 30° and descent rates of VREF +wind factor. down. Follow through the landing
more than 1,100 fpm are never roll with ailerons into the wind. The
exceeded. (Flying beyond these Reduce thrust slowly to idle and aileron rudder interconnect can be
parameters will result in an "Unsat- raise the nose slightly from the atti- overridden with input forces. Use
isfactory" assessment during the tude maintained on final approach. nosewheel steering and differential
Practical Test). With aft mounted engines, the nose braking for directional control.
tends to rise as thrust is reduced and
thus requires little back pressure. Touch-and-Go Landings
Maintain attitude and allow the air- If touch-and-go landings are to be
craft to fly onto the runway surface. practiced, they should be preplanned
Upon touchdown, lower the nose- and briefed. The thrust reversers and
wheel smoothly to the runway, speedbrakes should not be used on
extend the speedbrakes, and apply landing. The PM should reset the
braking as necessary. flaps to T.O. & APPR, set the stabi-
Monitor anti-skid for proper func- lizer trim in the takeoff range, and
tioning. To achieve maximum bene- confirm these settings with the PF
fit from the anti-skid system, do not (Pilot Flying) before throttles are
pump the brakes; instead, apply advanced to takeoff power.
steady pressure on the pedals. Use Contaminated Runways
nosewheel steering and differential
Landing on a slick surface requires
braking to maintain directional con-
careful consideration of many fac-
trol, and deploy the thrust reversers.
tors: type of runway surface,
approach hazards, aircraft weight/
Thrust Reversers speed, wind conditions, temperature,
When thrust reversers are used, ice, water, and snow. Correction fac-
extend speedbrakes upon touchdown tors can be found in the CAE Simu-
and lower nosewheel to the runway. Flite Citation Bravo Operating
Pull the thrust reverser levers to the Handbook or in the AFM, Section
REVERSE IDLE/DEPLOY posi- VII. Do not rely on thrust reversers
tion. Check that the ARM, to ensure a reduced stopping dis-
UNLOCK, and DEPLOY lights illu- tance.
minate before smoothly pulling the Exercise caution when using differ-
thrust reverser levers aft to the ential reversing on a slick runway.
desired reverse thrust. If reverse Be prepared to return to REVERSE/
thrust is not needed, consider leav- IDLE immediately if the aircraft
ing the reverser levers in the idle starts to slide sideways. Strong con-
thrust setting for FOD protection and sideration should be given for only
noise abatement. REVERSE/IDLE on slippery
surfaces.

October 2013
Maneuvers
Do not attempt single engine thrust
reverse on a slick runway.
If there is a possibility of hydroplan-
ing on surface water, slow below
hydroplaning speed before using the
wheelbrakes. Hydroplaning speed
(Vh), based on NASA test data, is:
 Takeoff
Vh = 9  tire pressure
 Landing
Vh = 7.7  tire pressure
The difference in hydroplaning speed

between takeoff and landing is due to
the wheels rolling for takeoff and not
rolling prior to landing.
Normal nose gear tire pressure is 120
± 5 PSI and main gear tire pressure is
132 ± 5 PSI. Assuming the pressures
are 132 and 120 PSI, the following
speeds are applicable: for takeoff, the
main wheel Vh is 103 KIAS and the
nose wheel Vh is 99 KIAS.
For landing, this speed range is
decreased to 88 KIAS for the main
tires and 85 KIAS for the nose wheel.
If braking action is started while the
tires are hydroplaning, the condition
can continue to a much slower speed.
After Landing
After clearing the runway, complete
the After Landing checklist. The
engines should be operated at idle
for at least one minute prior to shut-
down; taxi time may be included.
After the aircraft is parked, complete
the Shutdown checklist.

October 2013
October 2013
Maneuvers
Engine Failure Single Engine Single Engine

Above V1 – Takeoff Precision Approach
and Landing
Operation
Continued
Refer to the profile on page 3D-33. Refer to the profile on page 3D-45.
With an engine fire or failure indica- A single engine inoperative

approach is flown essentially the NOTE: At pilot’s discretion,
tion after V1, continue the takeoff. flaps may remain at *T.O. and
same as an approach with both
engines operating. On final APPR position, or reset to land.
Maintain directional control using
If T.O. and APPR Flaps setting is
the rudder/nosewheel steering, and approach, however, do not lower full
used, maintain VREF + 10 KIAS or
accelerate to VR. At VR, rotate the flaps until landing is assured.
“ON SPEED” (.6) Angle-of-
aircraft to FD command bars Up to the final descent point, the air- Attack.
(approximately 12°) nose-up and craft is configured normally with the
climb at V2. If the indication occurs previously recommended speeds
after exceeding V2, maintain the flown for each configuration. A sin-
existing airspeed. Retract the land- gle engine thrust setting is approxi-
ing gear when a positive rate of mately 10% higher than comparable
climb is established. two engine settings.
Extend full flaps when runway prox-
When clear of obstacles and at Level
imity does not require additional
Off Altitude, accelerate to V2 +10
engine thrust to overcome flap drag
KIAS and retract the flaps. Increase to arrive at the normal touchdown
speed to VENR and then continue the point. Once the flaps are full down,
climb to the required altitude above retard the operating engine throttle
the takeoff field elevation. to idle as the aircraft crosses the run-
In case of engine fire, consideration way threshold at VREF +wind factor.
must be given to fighting the fire The pilot may, at his/her discretion
once the flaps are retracted and the choose to land with flaps in the
aircraft is accelerating toward VENR. approach position to prevent destabi-
lizing the approach on short final; or
However, seriously consider climb-
to always be ready in anticipation of
ing to a safe IFR altitude and level
a balked landing, go-around or
off first before starting the fire fight-
missed approach. If that is the case,
ing procedures. ensure the appropriate performance
When time and conditions permit, charts have been consulted for
complete the Engine Failure/Fire increased Ref speeds, landing dis-
checklist and the Climb checklist. tances and approach/climb gradient
requirements in the event of a
missed approach.
If rudder trim is used during approach
to counter asymmetric thrust, zero the
rudder trim prior to or during the
landing power reduction to prevent
unwanted yaw. Thrust reduction and
flare are similar to a normal landing.

October 2013
Thrust reduction should be slower requested modes on the flight direc-
than normal to counter roll due to tor. At appropriate time, advise ATC
yaw effect. Consequently, slightly of missed approach and request fur-
less flare than normal is required to ther clearance (e.g., another
prevent floating. approach, diversion to the alternate
After touchdown, lower the nose, airport).
extend the speedbrakes, apply wheel
braking, and keep the wings level.
Use rudder and differential braking.
Reverse thrust may be used on the
operating engine.
Single Engine Non-

Precision Approach
and Landing
Single Engine Go-Around/

Missed Approach
Apply takeoff power on the operat-
ing engine and push the flight direc-
tor go-around button to select the
Go-Around mode. Rotate to FD
command bars approximately 12°
nose-up as commanded by the flight
director and retract the flaps to T.O
& APPR; normally, the flaps are not
extended beyond the approach set-
ting until landing is assured. As
thrust is increased, anticipate and
apply rudder pressure as required to
counter yaw.
Maintain the go-around pitch atti-
tude and minimum airspeed of VAPP.
Retract the landing gear when a pos-
itive rate of climb is established.
Climb to a safe Level Off Altitude;
then retract the flaps at VREF + 20
KIAS (minimum). Continue acceler-
ating to VENR, set climb power, then
continue the climb on the published
missed approach.
When time permits, the PM sets the
PF’s heading bug on the missed
approach heading and selects the

October 2013
Maneuvers
The following flight profiles illustrate how selected maneuvers

are performed. Each maneuver is broken down into sequential
Flight Profiles
events that illustrate appropriate configurations.

Normal Takeoff

Rejected Takeoff

Engine Failure after V1/Takeoff Continued
 Steep Turns

Maneuver Based Approach to Stalls
 Scenario Based Approach to Stalls
 Typical Precision Approach (ILS) and Landing

Single Engine ILS Approach and Landing
 Typical Non-Precision Approach and Landing
 Single Engine Non-Precision Approach and Landing

Go-Around/Missed Approach
 Visual Approach/Balked Landing
 Circling Approach

Single Engine Go-Around/Missed Approach
 Flap Inoperative Approach and Landing (Zero Flap Approach
and Landing).

October 2013
October 2013
Maneuvers
Normal Static or Rolling Takeoff

October 2013
Maneuvers
Normal Static
or Rolling
Takeoff
3D-29 3D-30 For Training Purposes Only Citation Bravo

October 2013
Maneuvers
Rejected Takeoff

October 2013
Maneuvers
Rejected Takeoff

October 2013
Maneuvers
Engine Failure Above V1

October 2013
Maneuvers
Engine Failure Above V1

October 2013
Maneuvers
Steep Turns

October 2013
Maneuvers
Steep Turns

October 2013
Maneuvers
Maneuver Based Approach to Stalls

October 2013
Maneuvers

October 2013
Maneuvers
Scenario Based Approach to Stalls

October 2013
Maneuvers

October 2013
Maneuvers
Typical Precision Approach and Landing

October 2013
Maneuvers
Typical Precision

October 2013
Maneuvers
Single Engine Precision Approach and Landing

October 2013
Maneuvers
Single Engine Precision Approach and Landing

October 2013
Maneuvers
Typical Non-Precision Approach and Landing

October 2013
Maneuvers
Typical Non-Precision Approach and Landing

October 2013
Maneuvers
Single Engine Non-Precision Approach and Landing

October 2013
Maneuvers

October 2013
Maneuvers

October 2013
Maneuvers

October 2013
Maneuvers
Visual Approach/Balked Landing

October 2013
Maneuvers
Visual Approach
Balked Landing)

October 2013
Maneuvers
Circling Approach

October 2013
Maneuvers
Circling Approach

October 2013
Maneuvers
Single Engine Go-Around/Missed Approach

October 2013
Maneuvers
Single Engine Go-Around/
Missed Approach

October 2013
Maneuvers
Flaps Inoperative Approach and Landing

October 2013
Maneuvers

October 2013
Flight planning is one of the most important activities that occurs
prior to each flight. Flight
This chapter provides instruction in flight planning and parallels
ground school instruction.
Planning
Charts needed for any computations appear opposite the proce-
dural steps. While arm is read in inches and moment is read in Chapter 4
inch-pounds, the notations “inches” or “in/lbs” are omitted.

September 2005
CAE SimuFlite

September 2005
Flight Planning
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5

Table of
Trip Planning Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Contents
Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Arrival . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Alternate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Summary Flight Planning . . . . . . . . . . . . . . . . . . . . . . 4-9
Detailed Flight Planning. . . . . . . . . . . . . . . . . . . . . . . 4-13
Climb Time, Distance and Fuel . . . . . . . . . . . . . . . . . . 4-16
Descent Time, Distance and Fuel . . . . . . . . . . . . . . . . 4-18
Cruise Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
Cruise Thrust and Fuel Consumption . . . . . . . . . . . . . 4-20
True Airspeed and Fuel Flow . . . . . . . . . . . . . . . . . . . 4-22
Cruise Groundspeed . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
Time at Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
Cruise Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24
Total Time Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Fuel Required Enroute . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Alternate Leg Computations . . . . . . . . . . . . . . . . . . . . 4-26
Reserve Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
Total Fuel and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
Weight and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
Takeoff and Landing Weight Determination . . . . . . . . . 4-36
Basic Empty Weight and Moment . . . . . . . . . . . . . . . . 4-38
Payload Weight and Moment . . . . . . . . . . . . . . . . . . . 4-40
Zero Fuel Weight and Moment . . . . . . . . . . . . . . . . . . . 4-42
Fuel Weight and Moment . . . . . . . . . . . . . . . . . . . . . . 4-44
Ramp Weight and Moment . . . . . . . . . . . . . . . . . . . . . 4-46
Takeoff Weight and Moment . . . . . . . . . . . . . . . . . . . . 4-48
Takeoff CG Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50
Landing Weight and Moment . . . . . . . . . . . . . . . . . . . . 4-52
Landing CG Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54

March 2009
CAE SimuFlite
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-55
Performance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-61
TOLD Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-63
Aircraft Takeoff Weight. . . . . . . . . . . . . . . . . . . . . . . . . .4-64
Airport Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-64
Crosswind Component at Takeoff . . . . . . . . . . . . . . . . .4-64
Maximum Allowable Climb Weight . . . . . . . . . . . . . . . .4-66
Takeoff Field Length and V Speeds . . . . . . . . . . . . . . . .4-68
Obstacle Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . 4-71
Single Engine Takeoff Flight Path Table . . . . . . . . . . . .4-76
Single Engine Takeoff Flight Path . . . . . . . . . . . . . . . . .4-76
Available vs. Required Field Length . . . . . . . . . . . . . . .4-78
Emergency Return. . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-78
Takeoff Thrust Setting . . . . . . . . . . . . . . . . . . . . . . . . . .4-80
Normal Climb/Cruise Thrust Setting . . . . . . . . . . . . . . .4-80
Single Engine Enroute Thrust Setting . . . . . . . . . . . . 4-80
Gross Weight at Destination . . . . . . . . . . . . . . . . . . . . .4-82
Crosswind Component at Destination . . . . . . . . . . . . . .4-82
Maximum Allowable Landing Weight. . . . . . . . . . . . . . .4-84
Landing Distance and Approach Speeds . . . . . . . . . . . .-86
Takeoff/Go-Around Thrust Setting . . . . . . . . . . . . . . . . .4-88
Supplemental Information . . . . . . . . . . . . . . . . . . . . .4-87
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-92
Approach and Landing Gross Climb Gradients . . . . . .4-92
Contaminated Runways. . . . . . . . . . . . . . . . . . . . . . . . .4-94
Example. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .-95
Simplified Takeoff Criteria . . . . . . . . . . . . . . . . . . . . . . .4-96
Single Engine Takeoff Flight Path Distances . . . . . . . . .4-97

March 2009
Flight Planning
A preflight briefing may be obtained by computer terminal from

DUAT or from a Flight Service Station by telephone, radio, or
General
personal visit. The briefing should consist of weather, airport, Information
enroute NAVAID information, including RAIM, if applicable to
the approach planned, and NOTAMS.
Normally, plan the trip and compute the weight and balance first.
However, when conditions at the departure airport are near the
maximum operating limits of the aircraft, determine takeoff per-
formance data first. This prevents planning a trip and then discov-
ering that takeoff is impossible with the planned passenger and
fuel load.
The performance tables require that the planned altitude and
approximate aircraft weight be known. Aircraft weight decreases
as fuel is consumed and can be estimated by scheduling 1,400 lbs
for the first hour and 1,000 lbs for each subsequent hour.
In real world situations, the estimated fuel required must be modi-
fied for known delays (e.g., weather, diversions, air traffic flow).
If fuel conservation is more important than time to destination,
consult the specific range vs. cruise wind tables in the Citation
Bravo Operating Manual for long range cruise information.
For maximum groundspeed considerations, this chapter assumes
Citation Bravo maximum thrust setting for the atmospheric condi-
tions present for the cruise leg to the primary destination and
maximum range cruise setting for the leg to the alternate.

September 2005
CAE SimuFlite

September 2005
Flight Planning
The example depicted in this chapter is based on the following data.

Trip Planning
Departure Data
Runway Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5,300 FT
Runway Gradient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0%
Runway Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170°
Ramp Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15,000 LBS
Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Takeoff Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0° OR 15°
OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20°C
Pressure Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2,000 FT
Runway Winds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190°/15 KTS
Obstacle. . . . . . . . . . . . . . . . . . . . . . 325 FT HIGH AT 4,800 FT FROM
DEPARTURE END OF RUNWAY
Enroute
Cruising Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39,000 FT
Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISA
Headwind Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 KTS
Distance to Destination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800 NM
Arrival
Runway Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6,000 FT
Runway Gradient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +2%
Runway Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140°
Anti-Ice. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25°C
Pressure Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1,000 FT
Runway Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130°/20 KTS
Alternate
Cruising Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19,000 FT
Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15°C
Headwind Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 KTS
Distance From Destination . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 NM

September 2005
CAE SimuFlite

September 2005
Flight Planning
The example begins with a Summary Flight Planning estimate of

trip time and fuel consumption. Using this estimate, compute the
Summary
approximate time, distance, and fuel. Flight
Once the cruise mode and altitude has been determined, enroute time
and fuel required can be approximated from the appropriate flight plan- Planning
ning tables. The following criteria are used:
1. 200 lbs of taxi fuel.
2. 220 kt climb schedule for maximum cruise thrust and normal cruise
tables, sea level through 35,000 ft. Maximum rate climb schedule
for long range cruise, sea level through 43,000 ft, and maximum
cruise thrust and normal cruise tables, 37,000 ft through 43,000 ft.
3. 60% of the cruise wind factor applied to climb; 40% to descent.
4. Descent to 10,000 ft from cruise altitude using normal descent pro-
file.
5. 30 NM from destination at 10,000 ft and long range cruise airspeed.
6. 10 minutes approach fuel at 855 lbs/hr total fuel flow.
7. No reserve fuel.
Entering the table at the planned stage length, read the fuel and time
required per the conditions. If the fuel required is in excess of fuel
available or if fuel reserves are inadequate, it may be advantageous to
utilize one of the more economical cruise airspeed profiles and repeat
the flight planning process. Specific data are presented in the Perfor-
mance section of this chapter for separate computation of the climb,
cruise, and descent phases. If taxi time is known, 10 lbs/min fuel flow
can be used in lieu of the 200-lb figure. For flight planning involving a
known stage length to an alternate destination, calculate the time and
fuel for the trip distance, then the time and fuel for the alternate as a
separate step. Fuel consumption will vary widely, depending on the
altitude chosen for flight to the alternate. In this example, use the Maxi-
mum Cruise Thrust table (Figure 4-1) for 89.9% N1 at 39,000 ft.
1. Enter the table from the left with a total stage length of 800 NM.
2. Continue to the right under Headwind 50 KT for an approximate
fuel burn of 2,902 lbs and a time of 2.76 hrs to the destination.
The Summary calculations for time and fuel to the alternate start with
the aircraft at destination and a weight of 11,898 lbs (14,800 lbs minus
summary estimate burn of 2,902 lbs). Assume the aircraft has executed
a missed approach and must now climb to altitude for the trip to the
alternate.

September 2005
CAE SimuFlite

September 2005
Flight Planning CAE SimuFlite
Although the Maximum Cruise Thrust table (Figure 4-1A) for 85.1% Maximum Cruise Thrust
N1 at 19,000 ft only starts at a trip length of 200 NM, we can use it CONDITIONS: Cruise – 89.9% N1 Cruise Altitude – 39,000 FT
after subtracting fuel and time for 100 NM of cruise distance and sub-
tracting 200 lbs of taxi and takeoff fuel.
1. Enter the table from the left with a stage length of 200 NM and a
takeoff weight of 12,500 lbs.
2. Move right under zero wind for an approximate fuel burn of 1,215
lbs and a time of 0.82 hrs.
Use the Cruise table for 19,000 ft (Figure 4-1B) to determine the cruise
time and fuel for the 100 NM not flown.
3. Enter the table from the left with the appropriate weight (12,000 lbs)
and desired fan RPM (85.1% N1).
4. Move right and read the figure for fuel flow (1,432 lbs/hr).
100 NM divided by 362 = 0.276 (rounded up to 0.28 hrs or 17 minutes),
then times 1,432 lbs/hr fuel flow = 395.5 lbs (or 396 lbs).
So, the alternate time calculates to 0.82 – 0.28 = 0.54 hrs (or 33 minutes);
fuel calculates to 1,215 – (200 + 396) = 619 lbs.
Add these results to the original destination figures for a total to alternate
of 2,902 lbs + 619 lbs = 3,521 lbs and 2.76 hrs + 0.54 hrs = 3.3 hrs (or 3
hrs, 18 minutes).
Reserve fuel, required for FAR 91.167 (a)(3) (:45 min. @ Normal
Cruise), is obtained from Figure 4-1B. Fan setting is 79.8% N1 and
fuel burn is 1189/hr., or 891# in 45 min. Reserve fuel of 45 minutes at
cruise power is based upon FL190 and normal cruise power thereafter,
or 891 lbs. This seemingly conservative number allows for the required
reserve under the worst-case scenario.
This yields summary estimates of 3.3 hrs and 4,412 lbs fuel.
After aircraft loading and flight plan fuel requirements are determined,
takeoff, climb, and landing gross weights should be rechecked for com-
pliance with Flight Manual criteria.
4-1
Citation Bravo Developed for Training Purposes 4-11 4-12

September 2005
CAE SimuFlite
Maximum Cruise Thrust\ Ignition System

19,000 Feet 19,000 Feet
Conditions Cruise – 85.1% N1 Conditions: Anti-ice Systems – OFF Two Engines Operating
4-1A
4-1B

September 2005
Proper detailed planning is required to ensure safe performance.
This section reviews the computations necessary to plan a trip.
Detailed
After establishing the approximate fuel and time requirements for Flight
the trip, determine the approximate gross takeoff weight. Planning
In this example, there are no unusual conditions (e.g., distance,
elevation, climb gradient requirements, airport ambient
temperatures, runway lengths). A takeoff weight of 14,800 lbs
is desired; the additional weight above the basic empty weight,
payload, and minimum fuel requirement is composed of
tankered fuel.

September 2005
CAE SimuFlite
Climb Time, Distance and Fuel

Use the appropriate Cruise Climb table (Figure 4-2) to determine time,
distance, and fuel required for the climb to cruising altitude. To deter-
mine the effect of winds aloft on climb distance, see the Wind Effect on
Climb Distance table at the bottom and use the “60/40” rule; that is,
apply 60% of the cruise wind to estimate the average wind speed in the
climb.
1. Enter the appropriate altitude block (39,000 ft) at the correct ISA
value (ISA).
2. Move to the appropriate weight column. Read the necessary time,
distance, fuel requirement, and rate of climb.
A 14,800 lbs takeoff weight (ramp weight of 15,000 lbs minus taxi
fuel of 200 lbs equals 14,800 lbs), time to climb, distance, and fuel
required are 24 minutes, 116 NM, and 596 lbs, respectively.
3. Next, adjust the time, fuel, and distance numbers for the departure
from an airport at 2,000 ft pressure altitude. Using approximately
40% of the numbers for climb to 5,000 ft results in 1 minute, 2 NM,
and 25 lbs, respectively. Subtracting these numbers from the climb
figures results in adjusted figures of 23 minutes, 114 NM, and 571
lbs of fuel.
4. To determine the effect of wind on climb distance, perform the fol-
lowing.
a. Enter the Wind Effect on Climb Distance table as closely as pos-
sible to the previously determined climb time (23 minutes).
b. Move to the right to the appropriate wind column and read the
correction factor. Interpolate as required.
Sixty percent of the cruise headwind is 30 kts; the interpolated
correction factor is 10 NM.
5. Add or subtract the correction factor to/from the previously deter-
mined climb distance.
Because this is a headwind correction, subtracting 10 NM from 114
yields the corrected climb distance, or 104 NM.

September 2005
Flight Planning
Cruise Climb
Time, Distance, Fuel, and Rate of Climb
CONDITIONS: Speed – 220 KIAS Pressure Altitude – SEA LEVEL
Anti-Ice Systems – OFF
4-2

September 2005
CAE SimuFlite
Descent Time, Distance and Fuel

Use the Normal Descent table (Figure 4-3) to determine time, distance,
and fuel in descent. Again, apply the “60/40” rule; that is, apply 40% of
the cruise wind to estimate the average wind speed in the descent.
1. Enter the table from the left at the appropriate altitude (39,000 ft).
2. Move to the right to obtain the time and fuel used in the descent
(19.5 minutes and 195 lbs, respectively).
3. Determine the descent distance.
Interpolation for 20 kts (i.e., 40% of the cruise headwind of 50 kts)
yields 90 NM.
C = T - (L+D)
Cruise Distance
where: Determine the distance covered at cruising altitude by subtracting the
C = Cruise Distance climb and descent distances from the total distance.
L = Total Distance
The climb distance previously determined is 104 NM. The descent
L = Climb Distance
distance previously determined is 90 NM. Thus, the cruise distance
D = Descent Distance
is 606 NM (800 minus (104 plus 90) equals 606).

September 2005
Flight Planning
Normal Descent – 2,000 FPM

CONDITIONS: Speedbrakes – RETRACTED Anti-ice Systems – OFF*
Gear – UP Fuel Consumption – 600 LBS/HR
Flaps – UP (300 LBS/HR/ENGINE)
* When the anti-ice systems are ON, decrease 6%. Time and fuel used remain the same
4-3

September 2005
CAE SimuFlite
NOTE: General practice is the Cruise Thrust and Fuel Consumption

usage of maximum cruise thrust
unless total range required dictates If long range cruise endurance is preferred to higher groundspeed, use
a more fuel-efficient power set- the appropriate Cruise chart (Figure 4-4).
ting. The cost saved in fuel burned
Assume for a moment that thrust is not 89.9% N1, but that you wish
on a long-range cruise is most
always offset in increases in hours to determine thrust for long range cruise.
at direct operating cost. 1. Enter the table at the top of the figure from the left at the planned
A typical D.O.C can total $1,400 cruise weight and temperature (14,500 lbs and ISA).
per hour, or $140 per tenth of an
hour. Slowing to economy cruise 2. Move to the right to read the fan setting (84.4% N1).
will almost always yield a greater 3. Move to the right to the forecast cruise wind column (50 kts head-
total cost. Hence the saying, “fuel
is cheap.”
wind) and read the specific range in nautical miles/100 lbs fuel
(40.3).

September 2005
Flight Planning
Cruise
39,000 Feet
CONDITIONS: Anti-ice Systems – OFF Two Engines Operating
4-4

September 2005
CAE SimuFlite
True Airspeed and Fuel Flow

W–L=C Use the Cruise table (Figure 4-5) to determine the cruise true airspeed
where: and fuel flow. Use the highest listed value closest to the weight of the
aircraft at the start of the cruise segment.
W = Takeoff Weight
1. Enter the table from the left with the appropriate weight, OAT, and
L = Climb Fuel
desired fan RPM.
C = Weight at Start of Cruise
The weight of the aircraft as it enters cruise is 14,229 lbs (14,800
minus 571 equals 14,229), thus 14,500 lbs is the nearest/highest
listed value. The ISA temperature at FL390 is -57°C and the highs
peed cruise power setting is 89.9% N1.
2. Move right and read the figures for fuel flow and true airspeed.
The fuel flow is 917 lbs/hr, and the true airspeed is 374 kts.
Cruise Groundspeed
T±C=G Determine the groundspeed by adding/subtracting the forecast cruise
where: wind to/from the true airspeed.
T = True Airspeed Because a 50 kt headwind is forecast, the groundspeed is 324 kts
C = Cruise Wind (374 minus 50 equals 324).
G = Groundspeed
Time at Cruise
Find the time at cruise by dividing cruise distance by the computed
C÷G=T groundspeed.
where: The cruise distance was previously determined to be 606 NM, and
C = Cruise Distance the groundspeed is 324 kts (606 ÷ 324 = 1.87). Thus, the time at
cruise is 1.87 hours (1 hour, 52 minutes).
G = Groundspeed
This is a rough estimate of the time at cruise based on the first
T = Time at Cruise
hour’s true airspeed. For a longer trip length, the time at cruise
should be based on the true airspeed for each subsequent hour. As
the aircraft weight decreases the true airspeed increases with the
same power setting.

September 2005
Flight Planning
Cruise
39,000 Feet
4-5

September 2005
CAE SimuFlite
Cruise Fuel
The amount of fuel required for cruise is the sum of the fuel flow rates
determined for each hour or part of an hour at cruise. Use the Cruise
table (Figure 4-6).
Time at cruise was computed previously as 1.87 hours (1 hour, 52
minutes). Fuel flow for the first hour is 917 lbs/hr at an aircraft
weight of 14,229 lbs.
The cruising weight for the second hour is obtained by subtracting the
fuel used during the first hour from the first hour aircraft weight.
Thus, an aircraft weight of 14,229 lbs minus 917 lbs fuel is 13,312 lbs.
To determine second hour fuel consumption, perform the following.
1. Enter the table at the weight of the aircraft at the beginning of the
second hour (13,312 lbs).
For this example, use the next highest weight, or 13,500 lbs.
2. Move to the right to read temperature, fan RPM, and fuel flow.
The temperature is -57°C, the fan setting is 90.0%, and the fuel flow
is 924 lbs/hr.
3. Calculate second hour fuel consumption.
When 0.87 hour (i.e., 52 minutes) is multiplied by 924, the result is
803.88 lbs (rounded to 804 lbs).
4. Add the fuel values to determine fuel required at cruise.
Adding the 917 lbs for the first hour to the 804 lbs for the final 52
minutes yields a total cruise fuel consumption of 1,721 lbs.

September 2005
Flight Planning
Cruise
39,000 Feet
4-6

September 2005
CAE SimuFlite
Total TIme Enroute

The total time enroute is determined by adding the times for climb,
cruise, and descent.
Climb 0:23 hours: minutes
Cruise 1:52
Descent + 0:20 hours: minutes
TOTAL 2:35
Fuel Required Enroute

The total fuel required enroute is the sum of the fuel needed for climb,
cruise, and descent.
Climb 571 lbs
Cruise 1,721
Descent + 195 lbs
TOTAL 2,487 min
Alternate Leg Computations

Use the appropriate Normal Descent, Cruise Climb, and 19,000 Feet
Cruise tables to determine the fuel required to the alternate airport.
Assume a zero headwind.
Descent distance is the key to establishing the altitude for cruise and for
beginning the descent to the alternate. Compute the climb and cruise
segments of the alternate leg after determining the altitude from which
the descent begins.
When an alternate is 100 NM or less from the primary destination, use
a “60/40” ratio to determine climb and descent segments enroute to the
alternate. That is, 40% of the distance to the alternate is in the descent.
The fuel required to the alternate airport is the sum of the fuel requirements
for the climb, cruise, and descent segments enroute to the alternate.

September 2005
Flight Planning
First, refer to the Normal Descent table (Figure 4-7).
1. Using the “60/40” ratio, enter the table in the appropriate wind col-
umn (zero). Read down to the number closest to 40% of the distance
to the alternate.
Because the distance to the alternate is 100 NM, 40% of this number
is 40 NM. Use the figures for 39 NM
2. Move to the left to the edge of the table to determine the altitude at
which to begin the descent, the descent time, and the descent fuel.
Interpolate as required.
Because an odd altitude is appropriate for the leg, 39 NM and
19,000 ft are chosen. The time required is 9.5 minutes, and the fuel
used is 95 lbs.
Normal Descent – 2000 FPM

CONDITIONS: Speedbrakes – RETRACTED Anti-Ice Systems – OFF*
Gear – UP Fuel Consumption – 600 LBS/HR
Flaps – UP (300 LBS/HR/ENGINE)
* When the anti-ice systems are ON, decrease the distance 6%. Time and fuel used remain the same.
4-7

September 2005
CAE SimuFlite
Alternate Leg Computations (continued)

Next, use the Cruise Climb table (Figure 4-8) to determine the time,
distance, and fuel required for the climb to the alternate cruise altitude
(19,000 ft).
1. Enter the table at the appropriate weight for the alternate leg altitude
(19,000 ft) and move down to the data block opposite the correct
ISA value (ISA).
Because the 14,800 lbs takeoff weight minus the 2,487 lbs enroute fuel
weight is 12,313 lbs, interpolate between 12,000 lbs and 13,000 lbs.
2. Read the data block.
The figures for the alternate climb are 6 minutes, 22 NM, and 193
lbs of fuel.

September 2005
Flight Planning
Cruise Climb
Time, Distance, Fuel and Rate of Climb
CONDITIONS: Speed – 220 KIAS Pressure Altitude – SEA LEVEL
Anti-ice Systems – OFF
4-8

September 2005
CAE SimuFlite
Alternate Leg Computations (continued)

Next, compute the cruise distance to the alternate as you did for the
destination cruise segment: subtract the sum of climb distance and
descent distance from the total distance.
Cruise distance equals 100 NM minus (22 NM plus 40 NM), or 38
NM.
Now, use the appropriate Cruise table (19,000 ft) (Figure 4-9) to com-
pute cruise time and fuel to the alternate. Interpolate as required.
1. Enter the table from the left with the appropriate aircraft weight
(12,313 lbs) and fan speed (81.1% N1 RPM).
2. Read the true airspeed (333 KIAS).
3. Compute time at cruise by dividing the cruise distance by the
groundspeed.
The 38 NM cruise distance divided by 333 equals a cruise time of
0.1141 hrs, or 7 minutes.
4. Read the fuel flow (1,234 lbs/hr).
5. Compute fuel consumption for the cruise time.
The cruise time is 0.1141 hours, thus 0.1141 times 1,234 is 141 lbs.
6. Add fuel and time values for all alternate segments.
Flight Segment Time (Minutes) Fuel (lbs)
Climb 6.00 193
Cruise 7.00 141
Descent 9.50 95
TOTAL 22.50 429

September 2005
Flight Planning
Cruise
19,000 Feet
4-9

September 2005
CAE SimuFlite
Reserve Fuel
FAR 91.23(a)(3) requires enough reserve fuel to fly for 45 minutes at
normal cruise airspeed after reaching the alternate airport.
Use the Cruise table for 19,000 ft to determine the required fuel
reserves for this problem.
To determine required reserve fuel, perform the following.
1. Enter the appropriate Cruise table (Figure 4-10) at the approximate
aircraft weight (takeoff weight minus total fuel consumed), correct
ISA, and fan RPM.
In this case, use 12,000 lbs (14,800 minus (2,487 plus 429) equals
11,884, which is rounded up to 12,000) at approximately 79.8% fan
RPM.
2. Read the fuel flow for the weight.
At 12,000 lbs and a 79.8% fan RPM, the fuel flow is 1,189 lbs/hr.
3. Compute 75% of the obtained value for the 45-minute reserve.
The reserve fuel is 75% of 1,189 lbs, or 892 lbs.
Another way to estimate reserve fuel is to use a recommended quantity
of 900 lbs. This represents a safe and realistic fuel reserve.
For this example, however, use the computed figure of 892 lbs.
Total Fuel and Time

The total fuel required is the sum of the determined requirements for all
trip segments, including start, taxi, and takeoff.
Remember to allow 200 lbs for start, taxi, and takeoff. Time is the
sum of only the destination and alternate times.
For this example, the following figures apply.
Segment Fuel (lbs) Time (Hrs & Mins)
Taxi 200
Destination 2,487 2:35
Alternate 429 0:22.5
Reserve + 829 +
TOTAL FUEL REQUIRED 4,008 2:58
The original estimates of the trip time and fuel requirements were 3.3
hrs (or 3:18 hrs/min) and 4,421 lbs of fuel.

September 2005
Flight Planning
Cruise
19,000 Feet
4-10

September 2005
CAE SimuFlite

September 2005
Flight Planning
Precise weight and balance computations are essential elements of
flight planning. Accuracy of these computations helps to ensure a safe Weight and
flight. This section reviews the procedures for computing weight and
balance data. Balance

September 2005
CAE SimuFlite
Flight Planning Limit Takeoff and Landing Weight Determination

Takeoff weight is limited by the Charts in the Airplane Flight Manual (AFM) Performance Section 4
most restrictive of:
facilitate determination of the maximum takeoff and landing gross
n maximum certified takeoff
weight weights permitted by FAR 25, as well as associated speeds and flight
n
maximum takeoff weight per- paths. Figures 4-11 and 4-12 illustrate the steps to determine the
mitted by climb requirements appropriate weights.
n takeoff field length.
Landing weight is limited by the
most restrictive of:
n
maximum certified landing
weight
n
maximum landing weight
permitted by climb require-
ments or brake energy limit
n landing distance.

September 2005
Takeoff Weight Basic Empty Weight and Moment

Determination Basic empty weight is the weight of the aircraft including full
oil and all undrainable fluids. This weight and its moment are
noted on the aircraft weighing form. When the aircraft is
Landing Weight altered, refer to the weight and balance record for the corrected
information.
Determination
Assume that the basic empty weight is 8,850 lbs with a
moment of 26,173.88 in-lbs/100.
Next, determine the aircraft’s Center-of-Gravity (CG) for
basic empty weight. Divide moment by weight to derive the
CG arm. Then, because moment is divided by 100 to simplify
computations, multiply by 100 to yield the aircraft’s Center-of-
Gravity in inches. (26,173.88 divided by 8,850 then multiplied
by 100 equals 295.75.) Note that you do not have to enter the
Center-of-Gravity Limits Envelope Graph at this time.
Record this information on the Weight and Balance form,
hereafter referred to as the loading schedule (Figure 4-13).

September 2005
CAE SimuFlite
Takeoff Weight Determination Landing Weight Determinations
AIRCRAFT WT. MEETS

RUNWAY CONDITION/LENGTH SIMPLIFIED YES TAKEOFF SPEEDS
ATMOSPHERIC CONDITIONS TAKEOFF AND POWER SETTING AIRCRAFT , AIRPORT, AND
CRITERIA ATMOSPHERIC CONDITIONS
RECOMENDED MIN.
TURN AROUND TIME NO
FINISHED
CHOSE TAKEOFF FLAP SETTING

FIND THE MOST RESTRICTIVE
WEIGHT FOR THE FLAP SETTING MAXIMUM LANDING LANDING DISTANCE
WEIGHT PERMITTED BY
CLIMB REQUIREMENTS
OR BRAKE ENERGY OBTAIN VREF AND VAC (VAPP)
ANTI-ICE ON OR OFF?
MAXIMUM WEIGHT OBSTACLE CLEARANCE TAKEOFF FIELD LENGTH
PERMITTED BY CLIMB REQUIRED GRADIENT NO
REQUIREMENTS (COMPUTED) RUNWAY GRADIENT
VS
NET CLIMB GRADIENT V1 VR V2 VENR
ANTI-ICE ON OR OFF? YES
ANTI-ICE ON OR OFF?
APPLY LANDING
DISTANCE CORRECTION
NO ANTI-ICE/ FACTOR
RUNWAY GRADIENT
YES
TAKEOFF CORRECTION STRUCTURAL COMPARE AND SELECT

FACTORS LOWEST WEIGHT
WEIGHT LIMITS
ADJUSTED V1
ADJUSTED TAKEOFF
FIELD LENGTH
TAKEOFF/GO AROUND
THRUST SETTING
MAXIMUM COMPARE AND SELECT ANTI-ICE ON OR OFF?

STRUCTURAL LOWEST WEIGHT
WEIGHT LIMITS
TAKEOFF / GO-AROUND FINISHED

THRUST SETTING
MAXIMUM CONTINOUS
THRUST SETTING
ANTI- ICE ON OR OFF?
FINISHED

September 2005
Flight Planning
Weight and Balance Form (Loading Schedule)

Citation Bravo
ITEM WEIGHT MOMENT/

PAYLOAD COMPUTATION S
(POUNDS) 100
ITEM ARM WEIGHT MOMENT/

1. BASIC EMPTY WEIGHT
(INCHES) (POUNDS) 100 295.75
* Airplane CG = _______ 8,850 26,173.88
OCCUPANTS 2. PAYLOAD
PILOT 131.0 3. ZERO FUEL WEIGHT
(sub-total) Do not exceed
COPILOT 131.0 maximum zero fuel weight of
SEAT 3 11,300 pounds.
*Airplane CG = _______
SEAT 4
4. FUEL LOADING
SEAT 5
5. RAMP WEIGHT
SEAT 6 (sub-total) Do not exceed
SEAT 7 maximum ramp weight of
15,000 pounds.
SEAT 8 *Airplane CG = _______
SEAT __ 6. LESS FUEL FOR TAXIING
SEAT __ 7. * * TAKEOFF WEIGHT
Do not exceed maximum
TOILET takeoff weight of 14,800 ***
pounds.
BAGGAGE Airplane CG = ______* * *
NOSE 74.0 8. LESS FUEL TO
DESTINATION
AFT CABIN
9. * * LANDING WEIGHT
TAILCONE 414.0 Do not exceed maximum
442.0
landing weight of 13,500 ***
pounds.
CABINET *Airplane CG = _______* * *
CONTENTS
*Airplane CG = MOMENT/100 X 100
WEIGHT
* *Totals must be within approved weight and center-of-grav-
PAYLOAD ity limits. It is the responsibility of the operator to ensure
(Subtotal) that the airplane is loaded properly.
The Basic Empty Weight CG is noted on the Airplane
Weighing Form. If the airplane has been altered, refer to
the Weight and Balance Record for information.
* * *Enter the Center-of-Gravity Limits Envelope Graph to verify

airplane is loaded within approved limits.
4-13

September 2005
CAE SimuFlite
Payload Weight and Moment

Payload is defined as the crew, passengers, cabinet contents, and bag-
gage. The payload moment is the sum of the individual moments of
each of these components. Calculate moment by multiplying a weight
by its arm (i.e., the distance from the reference datum line) then divid-
ing by 100 to facilitate further computations.
In this example, use the manufacturer-supplied tables in Figures 4-
14 and 4-15.
1. Locate the appropriate table (Cabinet Contents, Crew and Passenger
Seats, or Baggage Contents).
2. Find the appropriate weight in the left column, then move right to
the appropriate arm column to obtain the moment.
Assume the crew, passenger, baggage, and equipment load shown in
Table 4-A.
Passenger/Item Arm Weight Moment
Crew, Seat 1 131.0 180 235.80

Crew, Seat 2 131.0 180 235.80
Passenger, Seat 3 219.5 180 395.10
Passenger, Seat 4 220.5 170 374.85
Passenger, Seat 5 263.5 180 474.30
Passenger, Seat 6 263.5 150 395.25
Passenger, Seat 7 297.3 170 505.41
Passenger, Seat 8 297.3 180 535.14
Nose Baggage 74.0 80 59.20

Aft Cabin Baggage 321.0 20 64.20
Tailcone Baggage 414.0 60 248.40
Cabinet Contents 166.0 35 58.10
Chart Case 151.88 15 22.78
Table 4-A; Crew/Passenger/Baggage/Equipment Weights

and Moments
3. Add all weights and moments to arrive at total payload figures.
Transfer the information to the appropriate columns and rows of the
loading schedule (Figure 4-15).
Weight Moment
Baggage 160 371.80
Crew 360 471.05
Passengers 1,030 2,680.05
Cabinet + 50 80.88
TOTAL 1,600 3,604.33

September 2005
Crew and Passenger Seats/ Zero Fuel Weight Limitation Zero Fuel Weight and Moment
Cabinet Contents/ Weight – 11,300 lbs The zero fuel weight is the basic empty weight plus the payload.
Baggage Contents Enter these figures on the loading schedule (Figure 4-16).
Because the basic empty weight is 8,850 lbs, adding the
1,600 lb payload to this figure yields a zero fuel weight of
Loading Schedule 10,450 lbs.
Adding the moments for the basic empty weight (26,173.88)
and the payload (3,604.33) yields the zero fuel weight
moment of 29,778.21.
Dividing the zero fuel weight moment (29,778.21) by the zero
fuel weight (10,450 lbs) derives the CG arm. Then, multiply
the result by 100 to yield the aircraft’s Center-of-Gravity in
inches (284.95). Note that you do not have to enter the
Center-of Gravity Limits Envelope Graph at this time,

September 2005
CAE SimuFlite
Crew and Passenger Seats/Cabinet/Cabinet Contents/ Loading Schedule

Baggage Compartment
ITEM WEIGHT MOMENT/

PAYLOAD COMPUTATIONS
(POUNDS ) 100
ITE M AR M W EIGHT MOMENT/

* Airplane CG = _______ 8,850 26,173.88
OCCUPANTS 2. PAYLOAD 1,600 3,604.3 3
PILOT 131. 0 180 235.80 3. ZERO FUEL WEIGHT
(sub-total) Do not exceed
COPILOT 131.0 180 235.80 maximum zero fuel weight of
SEAT 3 219. 5 180 395.10 11,300 pounds .
*Airplane CG = ______ _
SEAT 4 220. 5 170 374.85
4. FUEL LOADIN G
SEAT 5 263. 5 180 474.30
5. RAMP WEIGH T
SEAT 6 263. 5 150 395.25 (sub-total) Do not exceed
SEAT 7 297. 3 maximum ramp weight of
170 505.41
15,000 pounds .
SEAT 8 297. 3 180 535.14 *Airplane CG = _______ * * *
Fuel SEAT __ 7. * * TAKEOFF WEIGHT
TOILET takeoff weight of 14,800 ** *
pounds.
BAGGAGE Airplane CG = _______ * * *
NOSE 74. 0 80 59.20 8. LESS FUEL TO
DESTINATION
AFT CABIN 321. 0 20 64.20
9. * *LANDING WEIGHT
CHART CASE 151.88 15 22.78 Do not exceed maximum
landing weight of 13,500 ** *
TAILCONE 414. 0 60 248.40 pounds.
442. 0 *Airplane CG = _______ * * *
*Airplane CG = MOMENT/100 X 10 0
WEIGH T
CABINET 166. 0 35 58.10
* *Totals must be within approved weight and center-of-grav -
CONTENTS
ity limits. It is the responsibility of the operator to ensure
that the airplane is loaded properly .
The Basic Empty Weight CG is noted on the Airplan e
Weighing Form. If the airplane has been altered, refer to
PAYLOAD 1 ,600 3,604.33 the Weight and Balance Record for information.
(Subtotal)
* * *Enter the Center-of-Gravity Limits Envelope Graph to veri -
fy airplane is loaded within approved limits.
58.10
4-15
35
4-14 NOTE : Fuel weight
based on 6.75 lbs/gal.

September 2005
Loading Schedule
ITEM WEIGHT MOMENT/

(POUNDS) 100

* Airplane CG = _______ 8,850 26,173.88
OCCUPANTS 2. PAYLOAD 1 ,600 3,604.33
PILOT 131.0 180 235.80 3. ZERO FUEL WEIGHT
(sub-total) Do not exceed 10,450 29,778.21
SEAT 3 219.5 180 395.10 11,300 pounds.
*Airplane CG = 284.95
SEAT 4 220.5 170 374.85
4. FUEL LOADING
SEAT 5 263.5 180 474.30
5. RAMP WEIGHT
SEAT 6 263.5 150 395.25 (sub-total) Do not exceed
SEAT 7 297.3 maximum ramp weight of
170 505.41
15,000 pounds.
SEAT 8 297.3 180 535.14 *Airplane CG = _______ * * *
pounds.
NOSE 74.00 80 59.20 8. LESS FUEL TO
DESTINATION
AFT CABIN 321.0 20 64.20
TAILCONE 414.0 60 248.40 pounds.
442.0 *Airplane CG = _______ * * *
CABINET 166.0 35 58.10 WEIGHT
CONTENTS
that the airplane is loaded properly.
PAYLOAD 1 ,600 3,604.33 Weighing Form. If the airplane has been altered, refer to
(Subtotal) the Weight and Balance Record for information.
* * *Enter the Center-of-Gravity Limits Envelope Graph to veri-

4-16

September 2005
CAE SimuFlite
Fuel Weight and Moment

Use the Fuel Moment table (Figure 4-17) to determine the
moment for the fuel requirement for the flight.
1. Enter the table and interpolate the fuel moment for 4,550 lbs
between the 4,500 lb and 4,600 lb moments.
The result is 13,049.94 in-lbs/100.
2. Enter this information on the loading schedule (Figure 4-18).
Fuel Moment Table
MOMENT/100 WEIGHT MOMENT/100

WEIGHT
(POUNDS) ARM VARIES (POUNDS
) ARM VARIES
(INCH-POUNDS
) )
(INCH-POUNDS
100 280.18 2600 7409.31

200 559.80 2700 7696.96
300 841.84 2800 7984.76
400 1124.81 2900 8272.70
500 1408.29 3000 8560.89

600 1629.12 3100 8849.35
700 1976.20 3200 9138.03
800 2260.48 3300 9426.97
900 2544.92 3400 9716.10
1000 2829.54 3500 10,005.42

1100 3114.34 3600 10,294.92
1200 3399.34 3700 10,584.62
1300 3684.54 3800 10,874.47
1400 3969.95 3900 11,164.40
1500 4255.56 4000 11,454.41

1600 4541.34 4100 11,744.43
1700 4827.34 4200 12,034.50
1800 5113.50 4300 12,324.58
1900 5399.84 4400 12,614.68 13,049.94
2000 5686.38 4500 12,904.81

2100 5973.10 4600 13,195.06
2200 6260.01 4700 13,485.06
2300 6547.09 4800 13,774.99
2400 6834.36 4860 13,948.20
2500 7121.76
4-17
4,550

September 2005
Flight Planning
Loading Schedule
ITEM WEIGHT MOMENT/

(POUNDS) 100

* Airplane CG = _______ 8,850 26,173.88
SEAT 3 219.5 180 395.10 11,300 pounds.
SEAT 4 220.5 170 374.85
4. FUEL LOADING 4,550 13,049.94
SEAT 5 263.5 180 474.30
5. RAMP WEIGHT
SEAT 6 263.5 150 395.25 (sub-total) Do not exceed
170 505.41
15,000 pounds.
SEAT 8 297.3 180 535.14 *Airplane CG = _______ * * *
pounds.
DESTINATION
AFT CABIN 321.0 20 64.20
442.0 *Airplane CG = _______ * * *
CONTENTS

4-18

September 2005
CAE SimuFlite
Ramp Weight Limitations Ramp Weight and Moment

Weight – 15,000 lbs
The ramp weight is the gross weight of the aircraft fully loaded for
flight. It is the sum of the zero fuel weight and the fuel load. The ramp
moment is the sum of the zero fuel weight moment and the fuel load
moment.
Zero Fuel Weight 10,450 lbs

Fuel Load + 4,550
RAMP WEIGHT 15,000 lbs
Zero Fuel Weight Moment 29,778.21 in-lbs/100

Fuel Load + 13,049.94
RAMP WEIGHT MOMENT 42,828.15 in-lbs/100

Determine ramp weight CG by dividing the ramp weight moment
(42,828.15) by the ramp weight (15,000) then multiplying the result by
100 to yield the Center-of-Gravity in inches (285.52). Note that you do not
have to enter the Center-of-Gravity Limits Envelope Graph at this time.
Record these values on the loading schedule (Figure 4-19).

September 2005
Flight Planning
Loading Schedule
ITEM WEIGHT MOMENT/

(POUNDS) 100

* Airplane CG = _______ 8,850 26,173.88
SEAT 3 219.5 180 395.10 11,300 pounds.
SEAT 4 220.5 170 374.85
4. FUEL LOADING 4,550 13,049.94
SEAT 5 263.5 180 474.30
5. RAMP WEIGHT
SEAT 6 263.5 150 395.25 (sub-total) Do not exceed 15,000 42,828.15
170 505.41
15,000 pounds.
SEAT 8 297.3 180 535.14 *Airplane CG = 285.52
pounds.
DESTINATION
AFT CABIN 321.0 20 64.20
442.0 *Airplane CG = _______ * * *
CONTENTS

4-19

September 2005
CAE SimuFlite
Takeoff Weight and Moment

The takeoff weight is the ramp weight minus the fuel used during taxi.
Use the Fuel Moment table (Figure 4-20) as before.
Assume a 200 lb fuel burn for taxi.
1. Determine the moment for the takeoff fuel load using interpolation.
The takeoff fuel load, 4,350 lbs (4,550 lbs minus 200), has a moment
of 12,469.63 in-lbs/100.
2. Subtract the fuel weight and moment after taxi from the ramp
weight. The result is the moment for the taxi fuel.
4,550 lbs 13,049.94 in-lbs/100
– 4,350 – 12,469.63
200 lbs 580.31 in-lbs/100

3. Determine the takeoff weight and moment by subtracting the taxi
figures from the ramp figures.
The takeoff weight is 14,800 lbs (15,000 minus 200). The takeoff
moment is 42,247.84 (42,828.15 minus 580.31).
4. Record this information on the loading schedule (Figure 4-21).
Fuel Moment Table

WEIGHT MOMENT/100 WEIGHT MOMENT/100
(POUNDS) ARM VARIES (POUNDS) ARM VARIES
(INCH-POUNDS) (INCH-POUNDS)
100 280.18 2600 7409.31

200 559.80 2700 7696.96
300 841.84 2800 7984.76
400 1124.81 2900 8272.70
500 1408.29 3000 8560.89

600 1692.12 3100 8849.35
700 1976.20 3200 9138.03
800 2260.48 3300 9426.97
900 2544.92 3400 9716.10
1000 2829.54 3500 10,005.42

1100 3114.34 3600 10,294.92
1200 3399.34 3700 10,584.62
1300 3684.54 3800 10,874.47
1400 3969.95 3900 11,164.40
1500 4255.56 4000 11,454.41

12,469.63
1600 4541.34 4100 11,744.43

1700 4827.34 4200 12,034.50
1800 5113.50 4300 12,324.58
1900 5399.84 4400 12,614.68
2000 5686.38 4500 12,904.81

2100 5973.10 4600 13,195.06
2200 6260.01 4700 13,485.06
2300 6547.09 4800 13,774.99
2400 6834.36 4860 13,948.20
4-20 2500 7121.76

September 2005
Flight Planning
Loading Schedule
ITEM WEIGHT MOMENT/

(POUNDS) 100

* Airplane CG = _______ 8,850 26,173.88
SEAT 3 219.5 180 395.10 11,300 pounds.
SEAT 4 220.5 170 374.85
4. FUEL LOADING 4,550 13,049.94
SEAT 5 263.5 180 474.30
5. RAMP WEIGHT
170 505.41
15,000 pounds.
SEAT 8 297.3 180 535.14 *Airplane CG = 285.52
SEAT __ 6. LESS FUEL FOR TAXIING 200 580.31
Do not exceed maximum 14,800 42,247.84
pounds.
DESTINATION
AFT CABIN 321.0 20 64.20
442.0 *Airplane CG = _______ * * *
CONTENTS

4-21

September 2005
CAE SimuFlite
Takeoff CG Limits
Use the Center-of-Gravity Limits chart (Figure 4-22) to determine
whether the calculated takeoff moment is within defined limits.
1. Enter the envelope from the left with the calculated takeoff weight
(14,800 lbs).
2. Move to the right to intersect the moment (42,247.84).
3. If the intersection of these values is within the CG envelope (shaded
area), the aircraft is within limits.
The intersection of the values is within takeoff CG limits.
There is a second and much more accurate method to determine
whether the proposed flight is within CG limits.
1. Divide the total moment by the total weight to derive the CG arm.
Multiply the result by 100 to derive the actual Center-of- Gravity in
inches.
When 42,247.84 is divided by 14,800, the result is 2.85458.
Multiplying this by 100 results in 285.46 inches.
2. Reenter the chart from the bottom at this number (285.46) and move
up to intersect the takeoff weight (14,800 lbs). If the intersection
falls within the shaded area for maximum takeoff weight, the pro-
posed flight is within CG limits for takeoff.
Projecting up from 285.46 to the takeoff weight (14,800 lbs)
confirms that the aircraft is within limits for takeoff.
3. Record takeoff weight CG on the loading schedule (Figure 4-24).

September 2005
Flight Planning
14,800 lbs
42,248.84
285.46
4-22

September 2005
CAE SimuFlite
Landing Weight and Moment

The landing weight is the takeoff weight minus the fuel used to reach
the destination.
The landing weight moment is the takeoff weight moment minus the
difference between takeoff fuel moment and landing fuel moment.
1. Subtract the weight of the fuel consumed (2,487 lbs) from the take-
off weight (14,800 lbs) to determine the landing weight (12,313 lbs).
2. Subtract the fuel consumed (2,487 lbs) from the fuel load at
takeoff (4,350 lbs [4,550 minus 200]). This is the landing fuel
load (1,863 lbs). Interpolate its moment (Figure 4-23).
After interpolation, the derived moment is 5,293.89 in-lbs/100.
3. Compute the difference between the takeoff and landing fuel
moments.
Takeoff 4,350 lbs 12,469.63 moment
Landing – 1,863 – 5,293.89
TOTAL 2,487 lbs 7,175.74 moment
1. Determine the landing weight moment by subtracting the difference
between the takeoff and landing fuel moments (7,175.74) from the
takeoff weight moment (42,247.84).
The landing moment is 35,072.10.
2. Record this information on the loading schedule (Figure 4-24).
Fuel Moment Table

WEIGHT MOMENT/100 WEIGHT MOMENT/100
(POUNDS) ARM VARIES (POUNDS) ARM VARIES
(INCH-POUNDS) (INCH-POUNDS)
100 280.18 2600 7409.31
200 559.80 2700 7696.96
300 841.84 2800 7984.76
400 1124.81 2900 8272.70
500 1408.29 3000 8560.89

600 1629.12 3100 8849.35
700 1976.20 3200 9138.03
800 2260.48 3300 9426.97
900 2544.92 3400 9716.10
1000 2829.54 3500 10,005.42

1100 3114.34 3600 10,294.92
1200 3399.34 3700 10,584.62
1300 3684.54 3800 10,874.47
1400 3969.95 3900 11,164.40
1500 4255.56 4000 11,454.41

1600 4541.34 4100 11,744.43
1700 4827.34 4200 12,034.50
1,863 1800 5113.50 4300 12,324.58 5,293.89
1900 5399.84 4400 12,614.68
2000 5686.38 4500 12,904.81

2100 5973.10 4600 13,195.06
2200 6260.01 4700 13,485.06
2300 6547.09 4800 13,774.99
2400 6834.36 4860 13,948.20
2500 7121.76
4-23

September 2005
Flight Planning
Loading Schedule
ITEM WEIGHT MOMENT/

(POUNDS) 100

* Airplane CG = _______ 8,850 26,173.88
SEAT 3 219.5 180 395.10 11,300 pounds.
SEAT 4 220.5 170 374.85
4. FUEL LOADING 4,550 13,049.94
SEAT 5 263.5 180 474.30
5. RAMP WEIGHT
170 505.41
15,000 pounds.
SEAT 8 297.3 180 535.14 *Airplane CG = 285.52
pounds.
BAGGAGE Airplane CG = 285.46
NOSE 74.00 80 59.20 8. LESS FUEL TO 2,487 7,175.74
DESTINATION
AFT CABIN 321.0 20 64.20
CHART CASE 151.88 15 22.78 Do not exceed maximum 12,313 35,072.10
442.0 *Airplane CG = _______ * * *
CONTENTS

4-24

September 2005
CAE SimuFlite
Landing CG Limits
Use the Center of Gravity Limits chart (Figure 4-25) to determine
whether the aircraft is within landing CG limits.
1. Enter from the left with the calculated landing weight (12,313 lbs).
2. Move across to intersect the moment (35,072.1).
3. Determine if the intersection of these values is within the envelope.
The intersection falls within the shaded area; the aircraft is within
CG limits for landing.
Verify whether the proposed flight is within CG limits using the more
accurate technique.
1. Divide the landing moment (35,072.1) by the landing weight
(12,313 lbs) to derive the CG arm. Multiply the result by 100 to
derive the actual Center-of-Gravity in inches.
When 35,072.1 is divided by 12,313, the result is 2.84837.
Multiplying this by 100 and rounding the result up yields 284.84
inches.
2. Reenter the chart from the bottom at this number (284.84) and move
up to intersect the landing weight (12,313 lbs). If the intersection
falls within the shaded area for maximum takeoff weight, the pro-
posed flight is within CG limits for takeoff.
Projecting up from 284.84 to 12,313 lbs confirms that the aircraft is
within limits for landing.
3. Record landing weight CG on the loading schedule (Figure 4-26).

September 2005
Flight Planning
12,313 LBS
35,072.10
284.84
4-25

September 2005
CAE SimuFlite
Loading Schedule
ITEM WEIGHT MOMENT/

(POUNDS) 100

(INCHES) (POUNDS) 100 * Airplane CG = 295.75 8,850 26,173.88
SEAT 3 219.5 180 395.10 11,300 pounds.
SEAT 4 220.5 170 374.85
4. FUEL LOADING 4,550 13,049.94
SEAT 5 263.5 180 474.30
5. RAMP WEIGHT
170 505.41
15,000 pounds.
SEAT 8 297.3 180 535.14 *Airplane CG = 285.52
pounds.
BAGGAGE Airplane CG = 285.46 * * *
NOSE 74.00 80 59.20 8. LESS FUEL TO 2,487 7,175.74
DESTINATION
AFT CABIN 321.0 20 64.20
CHART CASE 151.88 15 22.78 Do not exceed maximum 12,313 35,072.10
442.0 *Airplane CG = 284.84 * * *
CONTENTS

4-26

September 2005
Flight Planning
Before performance can be discussed, certain terms must be clearly
understood. To that end, the following definitions are provided. Definitions
Accelerate-go distance – (See also Engine out accelerate-go dis-
tance). The horizontal distance from brake release to the point at which
the aircraft attains a height of 35 ft above the runway surface on a take-
off during which an engine fails at V1 and the takeoff is continued. The
AFM data was obtained under the following conditions.
n
The power was set static to the setting corresponding to AFM Figure
4-9, then the brakes were released.
n
Engine failure was recognized at V1.
n The aircraft continued to accelerate to VR at which time positive
rotation to 12° nose-up pitch attitude was made. After rotation a
slight pull may be necessary to achieve V2.
n The landing gear was retracted when a positive climb rate was estab-
lished at or above 35 ft AGL.
n
V2 was maintained from the 35-foot point above the runway to 400
ft AGL.
n The aircraft then accelerated to V2 + 10 KIAS at which time the
flaps were retracted and the acceleration continued to VENR. The
climb continued to 1,500 ft AGL.
n The brake anti-skid system was on during all tests.
Accelerate-stop distance – The distance required to accelerate the air-
craft and then abort the takeoff due to a failed engine, or other emer-
gency, occurring just prior to V1 with brake application commencing at
V1. The AFM data was obtained under the following conditions.
n The power was set static to the setting corresponding to AFM Figure
4-9, then the brakes were released.
n The pilot recognized a reason to stop (e.g., engine failure) just prior
to V1.
n
Maximum pilot braking effort started at V1 and continued until the
aircraft came to a full stop.
n Both throttles were brought to idle immediately after brake application.
n
Directional control was maintained through the rudder pedals and
differential braking as required.

September 2005
CAE SimuFlite
Altitude – All altitudes used in this manual are pressure altitudes

unless otherwise stated.
Calibrated airspeed (KCAS) – Indicated airspeed (knots) corrected
for position error (instrument error is assumed to be zero).
CAT II – Category II operation. A straight-in ILS approach to the runway
of an airport under a Category II ILS instrument approach procedure.
Climb gradient – The ratio of the change in height during a portion of
a climb to the horizontal distance transversed in the same time interval.
Demonstrated crosswind – The demonstrated crosswind velocity of
24 kts (measured at 10 meters above the runway surface) is the velocity
of the crosswind component for which adequate control of the aircraft
during takeoff and landing was actually demonstrated during certifica-
tion tests. This is not limiting. The demonstrated velocity for an aircraft
using thrust reversers is 23 kts.
Engine out accelerate-go distance – (See also Accelerate-go dis-
tance) The horizontal distance from brake release to the point at which
the aircraft attains a height of 35 ft above the runway surface on a take-
off during which an engine fails at V1 and the takeoff is continued.
Gross climb gradient – The climb gradient that the aircraft can actu-
ally achieve with ideal ambient conditions (smooth air).
Indicated airspeed (KIAS) – Airspeed indicator readings (knots).
Zero instrument error is assumed.
Indicated outside air temperature (OAT) – The indicated outside air
temperature as read from the pilot’s panel. OAT is the same as RAT.
ISA – International Standard Atmosphere in which:
n The air is a dry perfect gas.
n The temperature at sea level is 15° C (59° F).
n The pressure at sea level (standard datum plane) is 29.92 inHg
(1013.2 Mb).
n
The temperature gradient from sea level to the altitude at which the
temperature is –56.6° C will be –1.98° C per 1,000 ft.

September 2005
Flight Planning
Landing distance – The distance from a point 50 ft above the runway sur-
face to the point at which the aircraft would come to a full stop on the run-
way. The AFM data was obtained under the following conditions
n The flaps were set at LAND, both engines were operating, the land-
ing gear was extended, the anti-skid system was operative, and the
speedbrakes extended after touchdown.
n Landing was preceded by a steady 3° angle approach down to the 50-
foot height point with airspeed at VREF in the landing configuration.
n Two engine thrust setting during approach was selected to control
the 3° approach angle at VREF.
n Idle thrust was established at the 50-foot height point, and throttles
remained in that setting until the aircraft stopped.
n Rotation to a three-point attitude after touchdown was accomplished
at a normal rate.
n Hard wheel braking was initiated immediately on nosewheel contact
and continued throughout the landing roll.
n The anti-skid system was on during all tests.
n Speedbrakes and thrust reversers were not used.
Mach number – The ratio of true airspeed to the speed of sound.
Net climb gradient – The gross climb gradient reduced by 0.8% dur-
ing the takeoff phase and 1.1% during enroute. This conservatism is
required by FAR 25 for terrain clearance determination to account for
variables encountered in service.
OAT – Outside Air Temperature or Ambient Air Temperature. The free
air static temperature, obtained either from ground meteorological
sources or from in flight temperature indications adjusted for instru-
ment error and compressibility effects.
Position correction – A correction applied to indicated airspeed or alti-
tude to eliminate the effect of the location of the static pressure source
on the instrument reading. No position corrections are required when
using AFM performance charts because all airspeeds and altitudes in
that section are presented as “indicated” values, except for stall speeds
that are presented as “calibrated” values.
RAT – Ram Air Temperature. The indicated outside air temperature as
read from the pilot’s panel.
Reference zero – The point in the takeoff flight path at which the air-
craft is 35 ft above the takeoff surface and at the end of the takeoff dis-
tance required.

September 2005
CAE SimuFlite
Takeoff field length – The takeoff field length given for each combina-
tion of gross weight, ambient temperature, altitude, wind, and runway
gradients is the greatest of the following:
n 115% of the two-engine horizontal takeoff distance from start to a
height of 35 ft above runway surface
n accelerate-stop distance
n engine-out accelerate-go distance.
No specific identification is made on the charts as to which of these dis-
tances governs a specific case. In all cases considered by the charts, the
field length is governed by either the second or the third condition
because the two-engine takeoff distance is always shorter.
True airspeed – The airspeed (knots) of an aircraft relative to undis-
turbed air.
VA –The maneuvering speed is the maximum speed at which application
of full available aerodynamic control does not overstress the aircraft.
VAP –Approach target speed which equals VREF + 10 + the wind factor.
VAPP – The landing approach airspeed (1.3 VS1) with 15° flap position
(T.O. & APPR flaps) and landing gear up. It is also commonly defined as
the Single Engine Go-Around Target Speed (similar to V2 during takeoff).
VENR – Single-engine enroute climb speed. VENR is also the best sin-
gle-engine rate-of-climb speed (altitude vs. time) and may be used as
the single engine driftdown speed.
VFR – Flap retract speed (minimum), which equals V2 + 10.
VFE – Maximum flap extended speed. The highest speed permissible
with wing flaps in a prescribed extended position.
Visible moisture – Visible moisture includes, but is not limited to, the
following: fog or clouds with visibility less than one mile, wet snow,
and rain.
VLE – Maximum landing gear extended speed. The maximum speed at
which an aircraft can be safely flown with the landing gear extended.
VLO (Extension) – Maximum landing gear extension speed. The maxi-
mum speed at which the landing gear can be safely extended.
VLO (Retraction) – Maximum landing gear retraction speed. The max-
imum speed at which the landing gear can be safely retracted.
VMCA – Minimum airspeed in the air at which directional control can
be maintained when one engine suddenly becomes inoperative. VMCA
is a function of engine thrust, which varies with altitude and tempera-
ture. The VMCA presented in AFM Section IV was determined for
maximum thrust. VMCA = 78 KIAS.

September 2005
Flight Planning
VMCG – Minimum airspeed on the ground at which directional control
can be maintained when one engine suddenly becomes inoperative, using
only aerodynamic controls. VMCG is a function of engine thrust, which
varies with altitude and temperature. The VMCG presented in AFM Sec-
tion IV was determined for maximum thrust. VMCG = 89 KIAS.
VMO/MMO – Maximum operating limit speed. The calibrated speed
limit that may not be deliberately exceeded in normal flight operations.
V is expressed in knots and M in Mach number.
VR – Rotation speed. The speed at which rotation is initiated during
takeoff to attain the V2 climb speed at or before a height of 35 ft above
runway surface is reached.
VREF –The landing approach airspeed at the 50-foot point with flaps in
landing position (full flaps) and landing gear extended (1.3 VSO).
VS – Stalling speed or the minimum steady flight speed at which the
aircraft is controllable.
VSB – Maximum operating speed with speedbrakes extended.
VSO – Stalling speed or the minimum steady flight speed in the landing
configuration.
VS1 –Stalling speed or the minimum steady flight speed obtained in a
specific configuration.
VZF – Zero flap maneuvering speed. Equivalent to VREF + 27
KIAS.
V1 – Takeoff decision speed (critical engine failure recognition speed).
The distance to continue a takeoff to 35 ft does not exceed the sched-
uled takeoff field length if recognition occurred at V1 (accelerate- go).
The distance to bring the aircraft to a full stop (accelerate stop) does not
exceed the scheduled takeoff field length provided maximum braking
begins at V1.
V2 – Takeoff safety speed. This climb speed is the actual speed at 35 ft
above the runway surface as demonstrated in flight during takeoff with
one engine inoperative.
V35 –The actual speed at 35 ft above the runway surface as demon-
strated in flight during takeoff with both engines operating.
Wind – The wind velocities recorded as variables on the charts of the
AFM are understood as the headwind or tailwind components of the
actual winds at 30 ft above the runway surface (i.e., tower winds).

September 2005
CAE SimuFlite

September 2005
Flight Planning
This section illustrates the step by step process necessary to determine
takeoff and landing data and V speeds. Performance
TOLD Card
Use a Takeoff and Landing Data (TOLD) card to record takeoff and
landing data. It serves as a convenient reference aid in the cockpit. The
Takeoff side of the card provides spaces for the following information: TAKEOFF CITATION
n
ATIS ATIS
n
V1 –Takeoff Decision Speed
n
VR – Rotation Speed GROSS WEIGHT
V1
n
V2 – Takeoff Safety Speed (Safe Single-Engine Speed) FLAPS
n VFR – Flap Retract Speed (minimum) = V2 + 10 VR POWER

%
n VENR – Single-Engine Enroute Climb Speed V2
T/O
CLIMB %
R R
n GROSS WEIGHT— Takeoff Weight VFR W Q
Y D FT.
FLAPS – Takeoff Flap Setting

RETURN
n
VENR VREF
n T/O POWER – N1 Takeoff Power Setting CLEARANCE
n CLIMB POWER — N1 Normal Climb/Cruise Thrust Setting

n RWY RQD — Compute Takeoff Field Length
n RETURN/VREF — Emergency Return VREF
n CLEARANCE. APPROACH CITATION
The Approach side of the card provides spaces for the following infor- ATIS
mation:
n ATIS GROSS WEIGHT
VREF
n VREF – Landing Configuration 50-Foot Point Speed FLAPS
n VAP – Approach Target Speed = VREF + 10 + Wind Factor VAP

GO AROUND
n VZF – Minimum Zero Flap Maneuvering Speed = VREF + 30 VZF PWR %
n RWY RQD – Computed Landing Field Length R

W
R
Q
VAPP
Y D FT.
n GROSS WEIGHT– Landing Weight NOTES:
n
FLAPS – Landing Flap Setting
n PWR – Takeoff/Go-Around N1 Thrust Setting
n VAPP – Approach Climb Speed
n
NOTES

September 2005
CAE SimuFlite
Takeoff Weight Limitation Aircraft Takeoff Weight

Weight – 14,800 lbs Enter the gross takeoff weight determined by weight and balance in
Takeoff weight is limited by the the GROSS WEIGHT block of the Takeoff side of the TOLD card.
most restrictive of: Because the takeoff flap setting has not been determined, begin
weight
filling out Takeoff TOLD cards for both 0° and 15° flap settings.
n
maximum takeoff weight permit-
n
ted by climb requirements
takeoff field length.
Airport Information
Airport information is obtained from the standard sources.
In this case, use the trip planning data provided and assume a
forecast runway wind of 190° and 15 kts.
Crosswind Component at Takeoff

Use the Cross Wind Component chart (Figure 4-27) to determine
the wind component at takeoff.
1. First, determine the angle between the runway heading and the fore-
cast wind direction.
With a runway heading of 170° and a forecast wind from 190°, the
resultant angle is 20°.
2. Plot the point at which the forecast wind velocity (15 kts) intersects
the angular difference between the runway heading and the forecast
wind direction (20°).
3. Move left to the edge of the chart to obtain the headwind/tailwind
component (14 kts).
4. Move down from the intersection to the bottom of the chart to obtain
the crosswind component (5 kts).
The maximum demonstrated crosswind is not exceeded.

September 2005
Flight Planning
Crosswind Component
14
KTS
5
KTS
4-27

September 2005
CAE SimuFlite
Takeoff Weight Limitation Maximum Allowable Climb Weight

Weight – 14,800 lbs Use the appropriate Maximum Takeoff Weight – Pounds Permitted by
Takeoff weight is limited by the Climb Requirements tables (Figure 4-28 and Figure 4-29) to deter-
most restrictive of: mine the maximum weight permitted by climb requirements.
weight The AFM allows the crew to choose the flap setting for departure. If
n
maximum takeoff weight permit- runway length is not a factor, the climb gradient is greater with 0° take-
ted by climb requirements off flaps. If runway length is a factor, the takeoff length is shorter with
n
takeoff field length. the flaps set at 15°; however, the climb gradient is less than for a flaps
0° takeoff.
Use the tables for flaps 0° and 15° and 2,000 ft pressure altitude to
determine the maximum weight permitted by climb requirements
using either flap setting.
1. Enter the appropriate altitude block (2,000 ft) from the left at the
ambient temperature (20°).
2. Read the maximum takeoff weight permitted by climb requirements.
In this case, the maximum allowable weight is 14,800 lbs for either
flap setting.

September 2005
Flight Planning
Maximum Takeoff Weight

Pounds Permitted by Climb Requirements
CONDITIONS: Anti-ice Systems – OFF Flaps – 0°
Where conditions allow for 0° or 15° setting. 15° flap setting is desired for the shorter takeoff distance.
4-28
Maximum Takeoff Weight

Pounds Permitted by Climb Requirements
CONDITIONS: Anti-ice Systems – OFF Flaps – 15°
Where conditions allow for 0° or 15° setting. 15° flap setting is desired for the shorter takeoff distance.
4-29

September 2005
CAE SimuFlite
Takeoff Field Length and V Speeds

Use the Takeoff Field Length Feet tables (Figure 4-30 and Figure 4-31 -
TAKEOFF CITATION see interior of fold-out sheet) to determine takeoff field length, V1, VR,
ATIS
V2, and VENR.
1. Enter the tables at the correct weight (14,800 lbs) and ambient tem-
GROSS WEIGHT
perature (20°C).
V1 115 14,800
2. Move to the right to the correct headwind column; read V1 and dis-
FLAPS
tance. Interpolate as necessary.
0
0
VR 117
POWER
T/O % For conservatism, use zero wind. For flaps 0°, V1 is 115 KIAS and
V2 129 CLIMB %
the takeoff distance is 4,800 ft. For flaps 15°, V1 is 107 KIAS and the
R R
VFR 139 W Q
Y D 4,800 FT. takeoff distance is 4,200 ft.
RETURN
3. Move further right to the VR/V2 columns. Read the required VR and V2.
VENR 150 VREF
CLEARANCE
For flaps 0°, VR is 117 KIAS and V2 is 129 KIAS. For flaps 15°, VR
is 113 KIAS and V2 is 119 KIAS.
4. To determine VFR, add 10 kts to V2.
For flaps 0°, VFR is 139 KIAS. For flaps 15°, VFR is 129.
5. Read the value for VENR at the top of the weight block (150 KIAS
TAKEOFF CITATION for both).
ATIS
6. Enter the correct V speeds and required runway length on the TOLD
card.
GROSS WEIGHT
7. Check the Takeoff Correction factors (Figure 4-32) for any needed
V1 107 14,800 adjustments.
FLAPS
15
0
In this case, no adjustments are required for runway gradient or
VR 113
POWER anti-ice systems.
T/O %
V2 119 CLIMB %
R R
W Q
VFR 129 Y D 4,200 FT.
RETURN
VENR 150 VREF

CLEARANCE

September 2005
Takeoff Correction Factors Obstacle Clearance

Assume that an engine fails at V1 and the takeoff is to be
continued. Whether an obstacle in the flight path can becleared
Takeoff Field Length – Feet, with Flaps 0° becomes critical.
SHADED NON-SHADED In this example, an obstacle 325 ft high is 4,800 ft from the
RUNWAY MULTIPLY MULTIPLY departure end of the runway.
GRADIENT V1* DISTANCE BY V1* DISTANCE BY
To determine obstacle clearance, climb gradients must be
2% ADD 4 KTS 1.50** ADD 4 KTS 1.50** addressed. Climb gradients are the mathematical relationship of
UPHILL
vertical distance (i.e., “rise”) divided by the horizontal distance
1% ADD 2 KTS 1.25 ADD 2 KTS 1.25 (i.e., “run”) and expressed in percent.
UPHILL
1% SUBTRACT 1.0 ADD 1 KT 1.03 For example, if an aircraft climbs 50 ft for every 1,000 ft
DOWNHILL 3 KTS covered horizontally, it has a 5.0% climb gradient.
2% SUBTRACT 1.0 ADD 1 KT 1.03 50
DOWNHILL 6 KTS . ---------
100
-  100 = 5.0 %
The point at which the aircraft reaches 35 ft above the runway

CORRECTION FACTORS – ANTI-ICE ON surface is called “reference zero.” Reference zero has two factors:
V1 - KIAS NO CORRECTION its distance from brake release (i.e., takeoff field length) and its
height above the runway surface (i.e., 35 ft) (Figure 4-33).
TAKEOFF FIELD LENGTH - FEET MULTIPLY DISTANCE BY 1.25**
Shortly after reaching reference zero, the gear completes retrac-
tion. The first segment of climb is from reference zero to gear
Takeoff Field Length – Feet, with Flaps 15° retraction. The second segment is from gear retraction to 400 ft
AGL. If the pilot holds V2 during the first and second climb
SHADED NON-SHADED segments, the manufacturer guarantees a known climb gradient
RUNWAY MULTIPLY MULTIPLY (net climb gradient) for that weight, pressure altitude, and tem-
GRADIENT V1* DISTANCE BY V1* DISTANCE BY perature.
2% ADD 4 KTS 1.75** ADD 4 KTS 1.75** 1. Compare the known climb gradient with the required climb gra-
UPHILL dient. The required gradient is that needed to clear the obstacle.
1% ADD 2 KTS 1.35 ADD 2 KTS 1.35
UPHILL With an engine failure at V1 and flaps 0°, the aircraft is
1% SUBTRACT 1.0 ADD 1 KT 1.05 35 ft AGL at 4,800 ft from brake release (i.e., takeoff field
DOWNHILL 3 KTS length), which is 500 ft from the end of the runway (5,300
2% SUBTRACT 1.0 ADD 1 KT 1.05 minus 4,800 equals 500).
DOWNHILL 6 KTS With an engine failure at V1 and flaps 15°, the aircraft is
35 ft AGL at 4,200 ft from brake release (i.e., takeoff field
CORRECTION FACTORS – ANTI-ICE ON length), which is 1,100 ft from the end of the runway (5,300
minus 4,200 equals 1,100).
V1 - KIAS NO CORRECTION
Because the obstacle is 4,800 ft from the departure end of the
TAKEOFF FIELD LENGTH - FEET MULTIPLY DISTANCE BY 1.30**
runway, the distance to the obstacle from reference zero is
* If the adjusted V 1 is greater than V R, the value of V R must be used for V 1. 5,300 ft with 0° flaps (4,800 plus 500 equals 5,300).
With flaps 15°, the obstacle is 5,900 ft from reference zero
** Takeoff prohibited for corrected takeoff field lengths greater than 11,000 ft.
(4,800 plus 1,100 equals 5,900).
4-32

September 2005
CAE SimuFlite
Takeoff Field Length – Feet Takeoff Field Length – Feet

Conditions: Flaps – 0° Landing Gear – DOWN Conditions: Flaps – 15° Landing Gear – DOWN
Anti-ice System – OFF Runway Gradient – ZERO Anti-ice Systems – OFF Runway Gradient – ZERO
Altitude – 2,000 FT Inoperative Engine – WINDMILLING AFTER V1 Altitude – 2,000 FT Inoperative Engine – WINDMILLING AFTER V1
Speedbrakes – RETRACTED Operative Engine – TAKEOFF THRUST Speedbrakes – RETRACTED Opperative Engine – TAKEOFF THRUST
Some conditions do not meet climb requirements. Obtain allowable weight from maximum takeoff weight tables Some conditions do not meet climb requirements. Obtain allowable weight from maximum takeoff weight tables
4-30 4-31

September 2005
Flight Planning
The height of the obstacle is 325 ft. The aircraft is already at 35 ft
AGL when it begins its climb segments; therefore, the aircraft needs
to climb an additional 290 ft (325 minus 35 equals 290) to clear the
obstacle (i.e., 290 ft is the rise distance). For conservatism, use the
full height of the obstacle (325 ft) to compensate for the reduced
climb gradient of the first segment during gear retraction. Because
Cessna does not supply information on the distance required to
complete the first segment, increasing the height of the obstacle by
35 ft (ignoring the height of reference zero) introduces a safety
margin that more closely resembles the aircraft’s actual climb
requirement.
Takeoff Profile: FAR 25 Aircraft Certification Gross/Net
Climb Gradient Profile
(One Engine Operative)
* TAKEOFF THRUST IS LIMITED TO TEN MINUTES MAXIMUM AND THEREAFTER TO

MAXIMUM CONTINUOUS THRUST
CONDITIONS
SINGLE-ENGINE FLIGHT PATH CONDITIONS:
FIRST SECOND THIRD

SEGMENT SEGMENT SEGMENT
LANDING GEAR DOWN TRANSITION TO UP UP UP
WING FLAP DEGREES 15 15 15 TRANSITIONING TO UP
SPEED BRAKES RETRACT RETRACT RETRACT
INOPERATIVE ENGINE WINDMILLING WINDMILLING WINDMILLING
4
4-33 OPERATIVE ENGINE TO THRUST TO THRUST TO THRUST
AIRSPEED V2 V2 V2 TRANSITIONING TO VENR

March 2009
CAE SimuFlite
Obstacle Clearance (continued)

2. Use the climb gradient equation to determine the required climb gradient.
For flaps 0° . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.13%
For flaps 15° . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.51%
325 -
 --------------  100 = 6.13%
 5 300 
325 -
 --------------  100 = 5.51%
 5 900 
3. Use the Second Segment Takeoff Climb Gradient — Percent tables

(Figure 4-34 and Figure 4-35) to determine if the aircraft is within the
maximum takeoff weight for obstacle clearance.
Use the obstacle clearance diagram (Figure 4-36) for a graphic
example of this problem.
a. Enter the Second Segment Takeoff Net Climb Gradient – Percent
tables (flaps 0° and 15°) for the appropriate takeoff weight (14,800
lbs) from the left at the pressure altitude (2,000 ft), then move right
one column and select the correct temperature row (20°).
b. In this row, move to the wind (zero) and read the net climb gradi-
ent (6.2% for flaps 0° and 5.3% for flaps 15°).
In this example, the Second Segment Takeoff Net Climb Gradient
– Percent charts determine that a flaps 0° takeoff must be used to
clear the 325 ft obstacle 4,800 ft from the end of a 5,300 ft runway.
A flaps 15° takeoff results in a 5.3% net climb gradient when a
5.51% gradient is required. A flaps 0° takeoff results in a 6.2% net
climb gradient, when a 6.13% gradient is required.
If a flaps 15° takeoff is required due to a short runway, the aircraft
weight must be reduced below 14,800 lbs to clear the obstacle.

March 2009
Obstacle Clearance Diagram Single Engine Takeoff Flight Path Table

An alternate method to determine obstacle clearance is to use
the Single Engine Takeoff Flight Path table (Figure 4-37).
These tabulated charts in the AFM compare known obstacle
heights with various climb gradients to determine the computed
400 distance to clear an obstruction. Each distance is from reference
zero; the pilot must compute the “run” distance to the obstacle
300 O
FLA
PS to compare it with the charted value. Use the full obstacle
@0 height because the charts were created with the 35 ft reference
200 REFERENCE ZERO 6.2% zero as part of the equation.
S
290 FT
FLAP
O
15
100 5. 3% @ The chart is limited to 50 ft increments in obstacle heights and
is not computed for net climb gradients less than 3%. FAR 25
35 requires an aircraft capability of at least a 2.4% climb gradient
0 for takeoff. The 2.4% climb gradient is a gross climb gradient.
1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 Net climb gradients are gross climb gradients reduced by 0.8%
O
4,200 FT (15 )
1,100 FT
in the second segment climb.
Single Engine Takeoff Flight Path

500 FT
O
4,800 FT (0 )
5,300 FT (RUNWAY) 4,800 FT

Use the Single Engine Takeoff Flight Path table to determine
5,300 FT
the climb gradient required to clear the obstacle with one engine
5,900 FT operating.
4-36 The 325-ft obstacle is 5,900 ft from reference zero (flaps 15°)
and 5,300 feet from reference zero (flaps 0°).
Enter the table at either the obstacle’s height (325 ft) or the
computed required gradient.
For flaps 0°, a 325-ft obstacle is cleared in 5,035 ft with a
6.2% gradient.
For flaps 15°, a 325-ft obstacle is cleared in 5,970 ft with a
5.3% gradient.
This confirms the calculated figures using the rise over run
formula that the obstacle must be cleared using the 0° flap
configuration.
When using the single engine takeoff flight path chart, it may
initially appear that a 15° flap aircraft performs better in the
climb than a 0° flap aircraft; however, for both aircraft to
have the same gradient, the 15° flap aircraft must weigh less
than the 0° aircraft. Therefore the 15° flap distance is
shorter because the aircraft’s weight is lighter.
When comparing flap setting performance for both aircraft
at the same weight and atmospheric conditions, remember
that a flaps 15° aircraft always requires a shorter takeoff
field length; a flaps 0° always requires a greater climb
gradient.

September 2005
CAE SimuFlite
Second Segment Takeoff Net Climb – Percent Second Segment Takeoff Net Climb Gradient – Percent
Flaps – 0° Flaps – 15°
Conditions: Anti-ice Systems – OFF Airspeed – V2 Conditions: Anti-ice Systems – OFF Airspeed – V2
Landing Gear – UP Inoperative Engine – WINDMILLING Landing Gear – UP Inoperative Engine – WINDMILLING
Speedbrakes – RETRACTED Operative ENgine – TAKEOFF THRUST Speedbrakes – RETRACTED Operative – TAKEOFF THRUST
4-34 4-35

September 2005
Flight Planning
Single Engine Takeoff Flight Path – Flaps 0°

First and Second Segment, 35 FT to 400 FT
CONDITIONS: Landing Gear – DOWN/UP Airspeed – V2
Speedbrakes – RETRACTED Inoperative Engine – WINDMILLING
Operative Engine – TAKEOFF THRUST
Single Engine Takeoff Flight Path – Flaps 15°

First and Second Segment, 35 FT to 400 FT
CONDITIONS: Landing Gear – DOWN/UP Airspeed – V2
Speedbrakes – RETRACTED Inoperative Engine – WINDMILLING
Operative Engine – TAKEOFF THRUST
4-37

July 2004
CAE SimuFlite
Landing Weight Limitation

Available vs. Required Field Length
Weight – 13,500 lbs Use the values previously computed to determine if the required run-
Landing weight is limited by the way length is within the length of the available runway.
most restrictive of: The available runway length is 5,300 ft. This distance exceeds the
n maximum certified landing required runway length of 4,800 ft for the selected takeoff flap
weight
setting of 0°.
n maximum landing weight per-
mitted by climb requirements or
brake energy limit Emergency Return
n landing distance.
If an emergency return to the departure airport becomes necessary,
determine VREF from the Landing Distance – Feet table (Figure 4-38).
Interpolate as necessary.
For operation under FAR Part 135, the landing distance is divided
by 0.6 to derive a factored landing distance for safety
TAKEOFF CITATION
considerations.
ATIS
For an emergency return at just under 14,800 lbs, the VREF is

117 KIAS with a landing distance of 3,620 ft. Factored by 0.6,
GROSS WEIGHT
the distance is 6,033 ft.
V1 115 14,800
FLAPS
If a fuel burn of 1,300 lbs was used from takeoff to landing to
achieve the maximum landing weight of 13,500 lbs, the VREF
0
0
VR 117
POWER would be 111 KIAS with a landing distance of 2,970 ft.
%
V2 129
T/O
CLIMB % Factored by 0.6, the distance is 4,950 ft.
R R
VFR 139 W Q
Y D 4,800 FT.
From this example using the FAR Part 135 factor, the aircraft
RETURN landing weight must be lowered to meet the 5,300 ft of runway
VENR 150 VREF 117 length.
CLEARANCE
Enter the Emergency Return VREF of 117 on the TOLD card.

July 2004
Flight Planning
Landing Distance – Feet

Actual Distance – 2,000 Ft
CONDITIONS: Anti-ice Systems – ON or OFF Thrust – IDLE
Landing Gear – DOWN Airspeed – VREF ar 50 FT
Flaps – FULL Speedbrakes – EXTEND AFTER TOUCHDOWN
Some conditions may be brake energy or climb limited. Obtained allowable weight form maximum landing weight tables.
.
To obtain landing distance with negative (downhill) runway gradient, refer to landing procedures
• For use in an emergency that requires a landing at weight in excess of the maximum design landing weight of 13,500 pounds .
4-38

July 2004
CAE SimuFlite
Takeoff Thrust Limits Takeoff Thrust Setting

N2 . . . . . . . . . . . . . . . . . . . . . .100% Consult the Takeoff/Go-Around Thrust Setting chart (Figure 4-39) to
N1 . . . . . . . . . . . . . . . . . . . . . .100% determine the correct takeoff thrust setting.
1. Enter the chart from the bottom at the ambient temperature (20°C)
and move up to the appropriate anti-ice/environmental system line
Maximum Continuous or the pressure altitude line, whichever is first.
Thrust Limits The Environmental Systems-On/Anti-Ice Systems-Off line occurs first.
N2 . . . . . . . . . . . . . . . . . . . . . . .100%
2. Move left to the edge of the chart and read the fan (N1) speed
N1 . . . . . . . . . . . . . . . . . . . . . . .100% required (90.7% N1). This becomes the takeoff thrust limit for these
conditions.
3. Enter this information on the TOLD card.
TAKEOFF CITATION
Normal Climb/Cruise Thrust Setting
ATIS
Use the Normal Climb/Cruise Thrust Setting chart (Figure 4-40) to
determine the two-engine climb thrust setting.
1. Enter the chart from the bottom at the ram air temperature (20°C)
GROSS WEIGHT
V1 115 14,800 and move up to the appropriate anti-ice/environmental systems line

FLAPS
0
or pressure altitude line, whichever is first.
0
VR 117
POWER
2. Move left to the edge of the chart and read the fan speed (86.9% N1).
90.7 %
V2 129
T/O
CLIMB 86.9 % 3. Enter this information on the TOLD card.
R R
W Q
VFR 139 4,800
Single Engine Enroute Thrust Setting
Y D FT.
RETURN
VENR 150 VREF 117

CLEARANCE Use the Maximum Continuous Thrust Setting chart (Figure 4-41) to
determine the two-engine climb thrust setting.
1. Enter the chart from the bottom at the ram air temperature (20°C)
and move up to the appropriate anti-ice/environmental systems line
or pressure altitude line, whichever is first.
2. Move left to the edge of the chart and read the fan speed (86.9% N1.)

July 2004
Maximum Continuous Thrust Setting Landing Weight Limitation Gross Weight at Destination
Weight – 13,500 lbs Consult the loading schedule to obtain the landing weight of the
Single-Engine Enroute Climb
Landing weight is limited by the aircraft at the destination airport (12,313 lbs). Enter this weight
CONDITIONS: Anti-ice Systems – OFF most restrictive of: in the GROSS WEIGHT box of the TOLD card.
n maximum certified landing
n weight To ease the interpolation of the charts, use 12,500 lbs as the
n maximum landing weight landing weight.
n permitted by climb require-
n
ments or brake energy limit
landing distance.
Crosswind Component at Destination
Use the Crosswind Component chart (Figure 4-42) to deter-
mine the wind component.
1. Determine the angle between the runway heading and the
APPROACH CITATION
forecast wind direction.
ATIS With a runway heading of 140° and a forecast wind from
130°, the resultant angle is 10°.
GROSS WEIGHT 2. Plot the point at which the forecast wind velocity (20 kts)
VREF 12,500 intersects the difference between the runway heading and the
86.9 % FLAPS forecast wind direction (10°).
VAP FULL
GO AROUND
3. Move left to the edge of the chart to obtain the headwind/
PWR % tailwind component (19 kts headwind).
VZF
R R
4. Move down to the bottom of the chart from the intersection
W
Y
Q
D FT. VAPP to obtain the crosswind component.
NOTES:
The crosswind component is less than 3.5 kts; for
conservatism, use 4 kts.
The maximum demonstrated crosswind component is not
exceeded.
20
4-41

September 2005
CAE SimuFlite
Takeoff/Go-Around Thrust Setting Maximum Continuous Thrust Settingt

Conditions: Anti-ice Systems – OFF
90.7 %
86.9%
20
20
4-39 4-40

September 2005
Crosswind Component
19
KT S
3. 5
KT S
4-42

September 2005
CAE SimuFlite
Landing Weight Limitation Maximum Allowable Landing Weight

Weight – 13,500 lbs Use the Maximum Landing Weight – Pounds Permitted by Climb
Landing weight is limited by the Requirements or Brake Energy Limits table (Figure 4-43) to determine
most restrictive of:\ the maximum allowable weight under these conditions.
weight 1. Enter the appropriate Altitude block (1,000ft) form the left at the
n Maximum landing weight per- correct ambient temperature (25°C)
mitted by the climb requirements
or brake energy limit 2. Move to the right to the appropriate wind component block (20 kts)
n landing distance and, within thew block, to the appropriate runway gradient column
(2%),. Read the maximum landing weight wight permitted.
The maximum lading weight for all gradients shown is 13,500 lbs.
The landing weight for this example, 12.313 lbs is well below the
limit.

September 2005
Flight Planning
Maximum Landing Weight

Pounds Permitted by Climb Requirements or Brake Energy Limits
CONDITIONS: Anti-ice Systems – OFF Landing Flaps – FULL
Landing Gear – UP Approach Flaps – 15°
Speedbrakes – RETRACTED
4-43

September 2005
CAE SimuFlite
Landing Distance and Approach Speeds

L-
------ = R
0.6 Use the Landing Field Length table (Figure 4-44) to determine VREF,
where: VAPP, and runway length required by weight and ambient conditions.
L= Landing Distance With a landing weight of 12,313 lbs, use the chart for 12,500 lbs.
0.6 = FAR 135 Factor 1. Enter the block for the appropriate altitude (1,000 ft) and weight
R= Required Landing Distance (12,500 lbs) from the left at the correct ambient temperature (25°C).
2. Move to the right until the applicable wind component is reached
(19 kts).
Use the distance under 10kts for added safety.
APPROACH CITATION
3. Read the landing distance; interpolate if nece.ssary
ATIS
The landing distance is 2,760 ft.

GROSS WEIGHT 4. To meet FAR 135 requirements or for an additional margin of safety,
VREF 107 12,500 divide the runway length by 0.6
FLAPS
2, 760ft
VAP 127 FULL . -------------------- = 4, 600ft
GO AROUND 0.6
PWR 89.8%
VZF 137 5. From the top of the block, just below the weight, read VREF and
R R VAPP speeds. Interpolate as necessary.
W
Y
Q
D 4,600 FT. VAPP 113
NOTES: VREF is 107 KIAS and VAPP is 113 KIAS.
6. The formula for VAP, the approach target speed, is: VREF + 10
KIAS + 1/2 the headwind component + all of the gust factor.
The total adjustment may not exceed VREF + 20 KIAS.
107 + 10 + 10 + 0 = 127 KIAS
7. Find VZF by adding 30 kts to VREF.
107 + 30 = 137
8. Enter this information on the TOLD card.

September 2005
Flight Planning
Landing Distance
Actual Distance
CONDITIONS: Anti-ice Systems – ON or OFF Flaps – FULL
Landing Gear – DOWN Thrust – IDLE
Airspeed – VREF At 50 FT Speedbrakes – EXTEND AFTER TOUCHDOWN
Some conditions may be brake energy of climb limited. Obtain allowable weight form maximum landing weight tables
4-44

September 2005
CAE SimuFlite
Takeoff/Go-Around Thrust Setting

Use the Takeoff/Go-Around Thrust Setting chart (
) to determine the takeoff thrust setting.
1. Enter the graph from the bottom at the correct ambient temperature
APPROACH CITATION (25°C). Move up to the appropriate anti-ice/environmental systems
ATIS
or the pressure altitude line, whichever is first.
2. Move left to the edge of the chart to obtain the fan speed (89.8%
GROSS WEIGHT
N1).
VREF 107 12,500 3. Enter this number in the GO AROUND PWR block of the TOLD
FLAPS
card.
VAP 127 FULL
GO AROUND
PWR 89.8%
VZF 137
R R
W
Y
Q
D 4,600 FT. VAPP 113
NOTES:

September 2005
Flight Planning
Takeoff/Go Around Thrust Setting
89.8%
25°C
4-45

September 2005
CAE SimuFlite

September 2005
Flight Planning
This section provides information for specific instances outside normal
routines addressed elsewhere in this manual. These procedures provide Supplemental
an awareness and understanding of situations that may be encountered
and should not be confused with normal performance procedures.
Information

September 2005
CAE SimuFlite
General
There is no relationship between the information computed in the pre-
vious example and the information exhibited below. Consider each
topic independently and based on the conditions given.
Approach and Landing Gross Climb

Gradients
These tables present the percentage actual climb gradient of the aircraft
given the conditions at the top of each chart. This information was
derived from flight test data. The difference between the approach and
landing tables is stated in the conditions at the top of each chart.
The following procedure applies to both the Approach Gross Climb
Gradient-Percent table (Figure 4-46) and Landing Gross Climb Gradi-
ent-Percent table (Figure 4-47).
Assume the following conditions.
Landing Field Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . 3,000 FT
OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -10°C
Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12,500 LBS
Wind Component . . . . . . . . . . . . . . . . . . . . . . . . 20 KT HEADWIND
Anti-Ice. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
1. Enter each table from the left at the landing field altitude (3,000 ft).
2. Following the appropriate temperature (-10°C), move to the right to
the appropriate landing weight and wind column (12,500 lbs and 20
kt headwind).
3. Read the indicated climb gradients.
The approach climb gradient initially is 9.6%; because the anti-ice
systems are on, this is reduced by 3 to 6%.
The landing climb gradient initially is 27.8%; because the anti-ice
systems are on, this is reduced by 6 to 17%.

September 2005
Approach Gross Takeoff Weight Limitation Contaminated Runways

Climb Gradient – Weight – 14,800 lbs For the purposes of this section, a contaminated runway is
Takeoff weight is limited by the defined as exhibiting slush, snow, ice, or excessive runoff.
Percent most restrictive of: Cessna considers the following information the most accurate
n
maximum certified takeoff and practical guidance material available for adverse runway
weight
Landing Gross n
maximum takeoff weight per-
operations. This information is advisory and is not FAA-
approved. The charts presented in AFM Section IV are based on
Climb Gradient – mitted by climb requirements
runways that are smooth, hard, and dry. The correction factors
n
takeoff field length
Percent for contaminated runways follow on this (Table 4-B) and sub-
sequent pages.
WARNING: These correction
Takeoff (Note 2) Landing
factors for adverse runway condi-
Runway Depth of
tions are approximate and are to be
Condition Precipitation Adjust Flight Multiply Multiply
considered minimums, as actual
Manual V1 Takeoff Field Landing
runway conditions may require
factors greater than those listed. by: Length by: Distance by:
(Note 8) (Note 3)
Wet Less than -6 KIAS 1.25 1.45
0.01 inches
Water Less than +3 KIAS 2.45 2.10
0.4 inches (Note 7)
Slush Less than 0 KIAS 2.6 2.00
0.5 inches (Note 5)
Loose 1.0 inch 0 KIAS 2.80 2.40
Dry Snow 2.0 inches 0 KIAS 2.45 (Note 4) 2.00
Ice (Dry) –– Unknown Unknown 2.60 (Note 6)
Table 4-B; Contaminated Runway Performance Correction

Factors
1. Takeoffs and landings with actual headwinds exceeding 20 kts or actual tail-
winds exceeding 10 kts should be avoided.
2. Normal takeoff V1 speeds and takeoff distances are determined from Section
IV, Figure 4-19, of the FAA Approved Airplane Flight Manual. This data is
valid only for takeoff with 15° flaps and anti-ice systems off.
3. The published limiting maximum tailwind component for this airplane is 10
kts; however, Cessna does not recommend landings on precipitation-covered
runways with any tailwind component. Normal Landing Distances are deter-
mined from Section IV, Figure 4-40, of the FAA Approved Airplane Flight
Manual.
4. Takeoffs at altitudes above 5,000 ft should not be attempted in snow depths
of two inches or more.
5. Takeoffs at altitudes above 5,000 ft should not be attempted from slush cov-
ered runways.
6. For landing on ice with any tailwind, increase factor by 0.30.
7. Takeoffs at altitudes above 5,000 ft and at temperatures above 100°F should
not be attempted from runways covered with 0.4 inches of water.
8. If the adjusted V1 is greater than VR, the value of VR must be used for V1.

September 2005
CAE SimuFlite
Approach Gross Climb Gradient – Percent Landing Gross Climb Gradient Percent
Flaps – 15° Flaps – FULL
Conditions Anti-ice Systems – ON Speedbrakes – RETRACTED Conditions Anti-ice Systems – ON Speedbrakes – RETRACTED
Landing Gear – UP Inoperative Engine – WINDMILLING Landing Gear – DOWN Engines – TAKEOFF THRUST
Airspeed – VAPP Operative Engine – TAKEOFF THRUST Airspeed – VREF
* To obtain approach climb gradients with anti-ice ON, reduce the following gradients by 3 to 6%. * To obtain approach climb gradients with anti-ice ON, reduce the following gradients by 6 to 17%
4-46 4-47

September 2005
Takeoff Field Simplified Takeoff Criteria

Length Cessna supplies simplified takeoff data (Table 4-D) that
applies to the majority of situations where runway length is
greater than that required for this aircraft. The tabulated data
Landing Distance gives more exact performance criteria through a range of
conditions that include all but the most extreme cases.
Most takeoffs result in field length margins that allow the
use of a single set of values for takeoff speeds and power
settings. If the following conditions are met, the simplified
procedures may be used:
1. No obstacle in flight path.
2. Anti-ice systems OFF.
3. Takeoff and approach flaps (15°).
4. Takeoff field length available = 5200 ft or longer.
5. No tailwind
6. No runway gradient.
7. Dry, paved runway.
The values to be used are as follows:
Weight 14,800 Lbs or Less 14,000 Lbs or Less 13,500 Lbs or Les s
Altitude of Airport 2000 ft or Below 3000 ft or Below 5000 ft or Below

Ambient Temperature Between -1°C and 35°C Between -1°C and 35°C Between -1°C and 35°C
V1 109 KIAS 105 KIAS 104 KIAS
VR 112 KIAS 108 KIAS 106 KIAS
V2 116 KIAS 113 KIAS 110 KIAS
Single-Engine Climb 150 KIAS 150 KIAS 150 KIAS
Speed
Takeoff Fan 87.5% RPM 87.5% RPM 87.5% RPM
Single-Engine 81.7% RPM 81.7% RPM 81.7% RPM
Climb Fan
Table 4-D; Simplified takeoff Criteria

When conditions are other than those specified in the simpli-
fied criteria, the appropriate tabulated data must be referenced.

September 2005
CAE SimuFlite
Example Landing Weight Limitation

Takeoff Field Length – Feet
Weight – 13,500 lbs
The following example exhibits the technique for determining takeoff Flaps – 15°2000 FT
and landing distances (Table 4-C) for a runway covered with 0.8 inches Landing weight is limited by the
most restrictive of: CONDITIONS Anti-ice – OFF Runway Gradient – ZERO
of loose, dry snow using the corrections factors discussed. Landing Gear – DOWN Inoperative Engine – WINDMILLING AFTER V1
Speedbrakes – RETRACTED Operative Engine – TAKEOFF THRUST
weight
Conditions Takeoff Landing
n maximum landing weight Some conditions do not meet climb requirements. Obtain allowable weight form maximum takeoff weight tables.
permitted by climb require-
Flaps T.O. & APPR LAND ments or brake energy limit
Ambient Temperature 0°C 0°C n
landing distance.
Pressure Altitude 2,000 ft 2,000 ft
Weight 14,800 lbs 13,500 lbs
Wind 10 kts headwind 10 kts headwind
Runway Gradient 0% 0%
Anti-Ice Systems OFF OFF
Table 4-C: Takeoff and Landing Distances

1. Consider both operations occurring on a dry, hard surface runway.
Using Figures 4-48 and 4-49, the following apply.
4-48
n From Figure 4-48, V1 is 108 KIAS.
n From Figure 4-48, takeoff field length is 3,420 ft. Landing Distance – Feet
n From Figure 4-49, landing distance is 2,980 ft. Flaps – FULL/2000 FT
CONDITIONS Anti-ice – ON or OFF Airspeed – VREF AT 50 FT
2. On a runway contaminated with 0.8 inches of snow, the follow- Landing Gear – DOWN Thrust – IDLE
ing apply. WINDMILLING AFTER V1
n V1 is 108 KIAS. Speedbrakes – EXTEND AFTER TOUCHDOWN
(1) Some conditions do not meet climb requirements. Obtain allowable weight form maximum takeoff weight tables.
n Takeoff field length is 3,420 ft multiplied by 2.8, or 9,576 ft. (2) To obtain landing distance with negative (downhill) runway gradient, refer to landing procedures.
n Landing distance is 2,980 ft multiplied by 2.4, or 7,152 ft. (3) * For use in an emergency that requires a landing a landing at weight in excess of the maximum design landing
weight of 13,500 lbs.
4-49

September 2005
Flight Planning
Single-Engine Takeoff Flight Path Distances

The data presented in the tables in the AFM (for all takeoff altitudes)
determines the horizontal distance in the climb from 35 to 1,500 ft. All
of these tables function in the same manner.
Review the flight segments as they appear below (Figure 4-50).
Each of the flight segments has a distinctive configuration.
4-50

September 2005
CAE SimuFlite
With the flight segments in mind, determine the flight path distances
for this example from the chart on the following page (Figure 4-51).
The conditions are shown below.
Ambient Temperature at Airport. . . . . . . . . . . . . . . . . . . . . . . . . . . 15°C
Pressure Altitude at Airport . . . . . . . . . . . . . . . . . . . . . . . . . . .4,000 FT
Gross Weight at Brake Release . . . . . . . . . . . . . . . . . . . . . 14,800 LBS
Wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 KTS HEADWIND
Anti-Ice Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
The distances are:
Horizontal Distance to 400 ft . . . . . . . . . . . . . . . . . . . . . . . . . .7,210 FT
Horizontal Distance to End of Acceleration Segment . . . . . .14,921 FT
Total Horizontal Distance to 1,500 Ft. . . . . . . . . . . . . . . . . . .46,222 FT

September 2005
Flight Planning
Single Engine Takeoff Flight Path Distances – Feet

Flaps 15°/4000 Ft
CONDITIONS: Refer to page preceding this table
4-51

September 2005
CAE SimuFlite

September 2005
Several chapters discuss multiple systems to facilitate a more
coherent presentation of information. The systems covered are Systems
listed below in alphabetical order opposite the chapter in which
they are located. ATA codes are noted in parentheses.
SYSTEM (ATA Code) CHAPTER
Air Conditioning (21). . . . . . . . . . . . . . . . . . . . . . . .PNEUMATIC

Aircraft Structure (51) . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Brakes (32) . . . . . . . . . . . . . . . . . . . . . . . . . . . . LANDING GEAR
Communications (23). . . . . . . . . . . . . . . . . . . . . . . . . .AVIONICS
Dimensions and Areas (6) . . . . . . . . . . AIRCRAFT OVERVIEW
Doors (52) . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Electrical (24). . . . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRICAL
Engine (71). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .POWERPLANT
Engine Controls (76) . . . . . . . . . . . . . . . . . . . . . .POWERPLANT
Engine Fuel and Control (73). . . . . . . . . . . . . . . .POWERPLANT
Engine Indicating (77) . . . . . . . . . . . . . . . . . . . . .POWERPLANT
Equipment/Furnishings (25). . . . . . . . . AIRCRAFT OVERVIEW
Fire Protection (26) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FIRE
Flight Controls (27) . . . . . . . . . . . . . . . . . . FLIGHT CONTROLS
Fuel (28) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL
Fuselage (53) . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Hydraulics (29). . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAULICS
Ice and Rain Protection (30). . . . . . . . . . . . . . . . .ICE AND RAIN
Ignition (74) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .POWERPLANT
Landing Gear (32) . . . . . . . . . . . . . . . . . . . . . . LANDING GEAR
Lighting (33) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRICAL
Navigation (34) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AVIONICS
Oil (79) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .POWERPLANT
Oxygen (35) . . . . . . . . . . . . . . . . . . . . . . . . . MISCELLANEOUS
Pitot/Static (34) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AVIONICS
Pneumatic (36) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PNEUMATIC
Pressurization (21) . . . . . . . . . . . . . . . . . . . . . . . . . .PNEUMATIC

July 2004
CAE SimuFlite
Stabilizers (55) . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW

Stall Warning (27) . . . . . . . . . . . . . . . . . . . FLIGHT CONTROLS
Thrust Reversers (78) . . . . . . . . . . . . . . . . . . MISCELLANEOUS
Warning Lights (33) . . . . . . . . . . . . . . . . . . . MISCELLANEOUS
Windows (56) . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Wings (57) . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW

July 2004
This section presents an overview of the Citation Bravo aircraft. It
includes major feature, airframe structures, dimensions, and dan- Aircraft
ger areas, as well as a list of service bulletins referenced in this
manual. Overview
This manual references the manufacturer’s unit numbers and,
where system differences warrant, it publishes separate data and
schematics.
Chapter 5A
Unit numbers are assigned consecutively as construction begins;
each number remains with its aircraft regardless of the model
serial number later assigned.
On all Citation Bravo model aircraft, both the serial and unit num-
ber are stamped into the aircraft identification plate.

July 2004
CAE SimuFlite

July 2004
Aircraft Overview
Aircraft Features Diagram . . . . . . . . . . . . . . . . . . . . . 5A-4

Table of
Airplane Configuration Codes . . . . . . . . . . . . . . . . . 5A-5
Airframe Description . . . . . . . . . . . . . . . . . . . . . . . . . 5A-7
Contents
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-7
Firewall .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-7
Fuselage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-7
Nose Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-7
Nose Baggage Compartment . . . . . . . . . . . . . . . . . 5A-7
Pressurized Compartment . . . . . . . . . . . . . . . . . . . . 5A-8
Cockpit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-8
Entrance Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-9
Optional Cargo Door . . . . . . . . . . . . . . . . . . . . . . . 5A-11
Emergency Exit . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-12
Passenger Compartment . . . . . . . . . . . . . . . . . . . 5A-13
Refreshment Centers. . . . . . . . . . . . . . . . . . . . . . . 5A-13
Aft Cabin Baggage Compartment . . . . . . . . . . . . . 5A-14
Waste Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-14
Cabin Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-14
Tailcone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-14
Forward Tailcone Compartment. . . . . . . . . . . . . . . 5A-14
Tailcone Baggage Compartment . . . . . . . . . . . . . 5A-15
Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-15
Fuel Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-16
Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-16
Aircraft Dimensions . . . . . . . . . . . . . . . . . . . . . . . . 5A-19
Danger Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-21
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-21
Engine Inlet Air Draw . . . . . . . . . . . . . . . . . . . . . . . . . 5A-21
Engine Exhaust Plume . . . . . . . . . . . . . . . . . . . . . . . . 5A-21
Service Bulletins. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-23

July 2004
CAE SimuFlite
Aircraft Features Diagram
RADOME
BAGGAGE DOORS
PILOT`S FOUL
WEATHER
WINDOW
CABIN DOOR EMERGENCY EXIT
WING
PYLON
NACELLE
AILERON SPEEDBRAKE
AILERON FLAP
TRIM TAB
HORIZONTAL
STABILIZER
RAM AIR INLETS
ELEVATOR
VERTICAL RUDDER
ELEVATOR STABILIZER
TRIM TAB
VERTICAL FIN
RUDDER
TRIM TAB

July 2004
Aircraft Overview
The following is a list of airplane
configuration codes which appear at
and indicate page effectively by
serial number. This list contains only Airplane
the bottom of each page of the basic
FAA Approved Airplane Flight Manual
the configurations which have been
incorporated into this basic manual. Configuration
CONFIGURATION
Codes
EFFECTIVITY BY SERIAL NUMBER
CODE
AA 550-0801 and on
AB 550-0809 and on
AC 550-0801 thru -0808
AD 550-0809 thru -0820, -0822, and -0823 incorporating

SB 550-34-64 and 550-0821, -0824, -0825, and 550-
0826 and on.
AE 550-0809 thru -0820, -0822, and -0823 not

incorporating SB 550-34-64.
AF 550-0801 thru -0808 incorporating SB 550- 03-03.
AG 550-0801 thru -0808 not incorporating SB 550-03-03.
AH 550-0801 thru -0808 incorporating SB 550- 03-03,

550-0809 thru -0820, -0822, and -0823 incorporating
SB 550-34-64 and 550-0821 -0824, -0825, and 550-
0826 and on.
AI 550-0801 thru -0808 not incorporating SB 550-03-03

and 550-0809 thru -0820, -0822, and -0823 not
AJ 550-0872 and on, and -0801 thru -0871 incorporating

SB 550-28-07
AK 550-0801 thru -0871 not incorporating SB 550-28-07
AL 550-0801 thru -0847 incorporating SB 550- 34- 70
AM 550-0801 thru -0847 incorporating SB 550- 34- 70
AN 555-0848 and on
AO 550-0801 thru -0808 incorporating SB 550- 03-03 and

SB 550-34-70, 550-0809 thru - 0820, -0822, and
-0823 incorporating SB 550-34-64 and SB 550-34-70
and 550-0821,-0824, -0825 and 550-0826 thru -0847

July 2004
CAE SimuFlite
Airplane Configuration Codes
CONFIGURATION
EFFECTIVITY BY SERIAL NUMBER
CODE
AP 550-0801 thru -0808 incorporating SB 550- 34-70 but

not SB 550-03-03 and 550-0809 thru -0820, -0822,
and -0823 incorporating SB 550-34-70 but not SB
550-34-64.
AQ 550-0801 thru -0808 incorporating SB 550- 03-03 but

not SB 550-34-70, 550-0809 thru -0820, -0822, and -
0823 incorporating SB 550-34-64 but not SB 550-34-
70 and 550- 0821, -0824, -0825 not incorporating SB
550-34-70 and 550-0826 thru -0847 not incorporating
SB 550-34-70.
AR 550-0801 thru-0808 not incorporating SB 550-03-03 or

SB 550-34-70 and 550-0809 thru -0820, -0822, and -
0823 not incorporating SB 550-34-64 or SB 550-34-70.
Due to Situations that change on a day-to-day basis, the

manufacturer may issue new service bulletins requiring the creation
of new/additional configuration codes. Consult you AFM for the most
recent codes.

March 2009
Aircraft Overview
The Cessna Citation Bravo is certified
in accordance with FAR Part 25 air-
pylon skin. In addition, seals separate
the pylons from thrust reverser fair- Airframe
worthiness standards for two pilots,
IFR, VFR, day, night, and flight into
ings. Fuel and hydraulic lines mount
into firewall seal plates to provide a Description
known icing conditions and utilizes disconnect area for those lines.
the fail-safe construction concept. The
low wing, twin-engine turbofan air- Fuselage
craft is certified to an operating alti-
tude of 45,000 ft. Low take-off and The fuselage (Figure 5A-1) is an all
landing speeds permit operation at metal, semi-monocoque structure
small and unimproved airports. consisting of a nose section, pressur-
ized compartment, and tailcone.
The aircraft has hydraulically pow-
ered landing gear, speedbrake, and Nose Section
thrust reverser operation through an The unpressurized, unheated nose
open center hydraulic system. A sep-
section contains a 16-cubic foot bag-
arate closed hydraulic system oper-
gage compartment (or less space in
ates the main gear wheel brakes. In
aircraft with additional avionics
addition, a backup pneumatic system
options), an avionics compartment
can operate landing gear extension
accessible through the removable
and braking.
radome, the nose gear wheel well,
Engine the power brake accumulator gauge,
brake and gear air bottle with pres-
Two Pratt and Whitney Canada Inc. sure gauge, and various reservoirs.
PW530A turbofan engines on the
rear fuselage each produce 2,887 lbs. Nose Baggage
of thrust and incorporate ice protec- Compartment
tion and fire detection/extinguishing
systems. Conventional piggy-back Two top-hinged, swing-up doors (Fig-
controls on the throttles operate tar- ure 5A-2), one on each side of the
get- type thrust reversers (see the nose section, are key-locked and
Miscellaneous chapter). latched at the bottom. When either
nose compartment door is fully open, a
Firewall gas cylinder on the aft door hinge (Fig-
Stainless steel outboard ribs of the ure 5A-3, following page) holds the
pylon frame form a vapor barrier door open. To close, lower the door.
between the engine and pylon. Fire- Two latches (forward and aft) and a
proof sealant is in the upper and lower center key-lock on the bottom of each
5A-1 5A-2

July 2004
CAE SimuFlite
door hold the door closed. The nose Pressurized Compartment

compartment door key-locks connect
to the BAGGAGE DOOR L/R cir- The pressurized compartment com-
cuit, if one or more of the doors in prises the cockpit and passenger
the circuit are not locked, the BAG- area. The main entry door is on the
GAGE DOOR L/R annunciator left fuselage between the cockpit and
illuminates. passenger cabin.
Two microswitches, one in each Cockpit

door stop/latch, and a lighted manual The two-crew cockpit has dual con-
rocker switch control the nose bag- trols and a conventional instrument
gage compartment light (Figure 5A- panel with center pedestal. Both pilot
4) at the top center of the baggage seats have five-point restraint system.
area. The Hot Battery bus powers Both pilot seats are adjustable in for-
the light. When either door is fully ward/ aft position, vertically, and tilt.
open, the door’s stop/latch engages a
The cockpit windows include the left
microswitch that sends power to the
and right windshields, pilot and copi-
manual rocker switch. A small light
lot side windows, and the pilot’s foul
in the rocker switch lens illuminates
weather window.
so the switch can be seen easily in
the dark. Each windshield (Figure 5A-5) com-
prises three laminated layers: an
Moving the manual switch to ON
outer pane of stretched acrylic 0.414
illuminates the baggage light. Mov-
inch thick; a vinyl layer 0.05 inch
ing the manual switch to OFF
thick; and an inner pane of stretched
removes power from the light.
acrylic 0.414 inch thick.
5A-3 5A-4
5A-5

July 2004
Aircraft Overview
The pilot and copilot side windows, aft (Figure 5A-7) and lowering the pane
of the windshields on each side of the on its bottom mounted hinge (Figure
fuselage, consist of a 0.46- inch thick 5A-8). The latch assembly contains a
prestressed Plexiglas outer pane, an air ball detent locking mechanism to
space, a 0.25-inch thick pre-stressed prevent accidental opening of the
Plexiglas middle pane and a 0.060 window. To operate the latch,
inch thick acrylic frost pane. depress the spring-loaded button on
the latch to release the lock and
The pilot’s foul weather window
rotate the handle from the hook.
(Figure 5A-6), on the left side
between the windshield and the Entrance Door
pilot’s side window, provides venti- The flush-fitting entrance door on
lation and access for a ground heat- the left forward side of the aircraft
ing/cooling hose. It also enables the (Figure 5A-9) incorporates the for-
pilot to communicate with ground ward cabin window. The door key-
crew personnel. The foul weather locks from the outside and attaches
window consists of three laminated to the fuselage by a single hinge.
layers: an outer panel of stretched An extruded rubber weather seal is
acrylic 0.276-inch thick; a vinyl around the outer edge of the door
layer 0.05 inch thick; a middle panel except in the hinge area where a rain
of stretched acrylic 0.092 inch thick seal is installed. An additional inflat-
and an inner 0.060 inch thick acrylic able door seal of molded rubber is in
frost pane. The window opens a retainer that forms a continuous
inward by releasing a latch at the top ring around the door.
5A-6 5A-7
5A-8

July 2004
CAE SimuFlite
Bleed air from the pneumatic system Visual inspection of the linkage can
inflates the door seal. A male fitting on be made through five inspection
the fuselage in the hinge area mates windows. A small round viewing
with a female fitting in the hinge when port is next to each of the four top
the door is closed (Figure 5A-10). and bottom latches; a green dot on a
white background is present in each
As the lower forward latch pin enters
of the four ports when the latches are
its fuselage door frame socket, a bleed
secure (Figure 5A-11). A fifth rect-
air valve in the forward door frame
angular window is next to the base
opens to allow air to enter the primary
of the door handle; two green bars
seal. As the door latch retracts, the
are in line with each other when the
bleed air valve dumps the air in the
door is safe. The door key-locks
seal to allow the door to open.
from the outside.
When the engines are operating,
A hinged double-step stair, separate
pneumatic air inflates a small rain
from the door, is at the bottom of the
seal on the fuselage at the hinge to
door frame. To extend the stair, pull
seal the area around the hinge.
out and down, then unfold the sec-
Handles inside and outside the door ond step to provide convenient entry.
share a common shaft for opening
To open the door from inside,
and closing the door. The handles
depress the trigger on the handle to
remain stowed by spring tension. A
release the handle from the striker
series of 12 locking pins, which
plate. Rotate the handle counter-
extend from the door into corre-
clockwise (Figure 5A-11). The lock-
sponding fuselage door frame sock-
ing linkage retracts the locking pins
ets, hold the door closed; there are
from the fuselage door frame sock-
four sets of locking pins/sockets on
ets, and the bleed air valve in the
each side (forward and aft) of the
fuselage forward door frame dumps
door and two sets each at the top and
air from the inflatable door seal. The
bottom. The lower forward fuselage
door warning microswitches illumi-
socket houses the bleed air valve that
nates the CABIN DOOR and DOOR
inflates the primary door seal and
SEAL annunciators. Push the door
two microswitches that connect to
outward to the full open position
the CABIN DOOR (not locked) cir-
until a spring-loaded door stop holds
cuit and the DOOR SEAL (not
the door open, then return the handle
inflated) circuit.
to the stowed position.
5A-9 5A-10 5A-11

March 2009
Aircraft Overview
To open the door from outside the air- The upper door has a gas spring
craft, push the end of the handle extender on each side of the door.
marked PUSH until the opposite end The extenders automatically open
of the handle clears the socket. Rotate the door after it is unlocked. A lock-
the handle clockwise and pull the ing mechanism in the forward
door outward as described above. extender holds the door open during
gusty conditions.
To close the door, press the door stop
lever to release the door stop lug. A gas spring snubber on the fore and
Use the door-assist chain to pull the aft side of the lower door allows the
door closed from inside the aircraft. lower door to open slowly. Two
Close the door and rotate the inside chains, one on each side of the door,
handle clockwise (outside handle support the lower door when it is
counterclockwise) until the door fully open. The chains are connected
lock pins engage the fuselage door at their upper end to the fuselage and
sockets. Return the handle to its at the lower end to the bottom end of
stowed position. Check the door the extended door. The chains also
warning annunciators in the cockpit. serve as a handle for raising the door
from the inside.
Optional Cargo Door
Steps built into the lower door auto-
An optional 34.60-inch cargo
matically fold out and back again via
entrance door (Figure 5A-12) may be
a cable and spring as the door opens
installed in place of the standard pas-
and closes. The cable attaches to the
senger/crew entrance door. The cargo
fuselage door frame, runs down
door consists of an upper and lower
through the door, through eye bolts
door that attach to the fuselage with
in the step, then connects to a spring
hinge pins. The locking mechanism
at the bottom of the door.
for each door operates independently.
5A-12

July 2004
CAE SimuFlite
The locking mechanism for each latch pins are provided around the
door operates the same, and is iden- upper and lower door frame adjacent
tical in mechanical composition. to the latching pins for a visual indi-
Both the upper and lower door lock- cation that the latch pins are
ing mechanism consists of an over- engaged. This visual indication is
center spring, a handle, and a provided by a white dot, which is not
number of push rods and bellcranks visible unless the pin is engaged.
which extend and retract latching
A door warning switch is mounted in
pins. The upper door has two addi-
the upper door. The switch is tied
tional latching pins that engage holes
electrically to the CABIN DOOR
in plates extending from the lower
(not locked) annunciator light and
door. When the upper door is closed
the cabin emergency light switch
and latched, the latching pins secure
just forward of the cargo entrance
the upper and lower doors together.
door. If the upper and lower doors
As the door handle on either door
are not properly closed and latched,
moves from one position to the other
the CABIN DOOR (not locked)
(open or closed), the cable(s) inside
annunciator light illuminates.
the door rotate the latch fitting
around the latch post on the fuselage Emergency Exit
door frame. When both doors are The plug-type emergency exit door
closed and the upper handle is on the right forward side of the cabin
rotated, arms in the lower door and (opposite entry door) (Figure 5A-
pins in the upper door lock together. 13) is installed from inside the air-
There are three seals provided for craft and opens inward for quick
the doors. One door seal is pneu- egress. It is lockable from the inside
matic and is installed around the only (Figure 5A-14). The emer-
fuselage door frame. A secondary gency exit door incorporates the
pressure seal is installed around the right forward cabin window.
periphery of the doors adjacent to A latch pin on the top and two
the pneumatic primary seal. A non retainers at the bottom of the door
pressurized type bulbed rubber seal hold it in place. Cabin air pressure
is installed on the lower door to pro- acting against the door in flight
vide for positive seal between the forces the plug door firmly against
doors. The pneumatic seal is pres- the fuselage door frame. A rubber
surized using bleed air from the bulb-type seal around the edge of the
engines. Inspection holes for the door provides a pressure seal. Holes
5A-13 5A-14

July 2004
Aircraft Overview
through the inner surface of the seal for the middle seats. The seats are
and in the door frame allow cabin air adjustable in forward-aft, left-right,
pressure to inflate the seal. The flush and recline positions. Adjustable
outside handle shares a common armrests, seat belts, and shoulder
latch cam assembly with the inside harnesses are standard. Each passen-
handle; both handles are at the top of ger position has individual seat light-
the door. ing, a ventilation outlet, and a drop-
down oxygen mask for emergency
To open the emergency exit door,
use (see the Miscellaneous chapter
rotate either handle to disengage the
for a detailed description of the oxy-
latch pin. Pull (or push) the door
gen system).
inward until it clears the door frame,
then raise the bottom of the door to A portable fire extinguisher mounts
clear the retainers from the stop in a red quick-release bracket behind
blocks. Remove the door. After sev- the aft left passenger seat.
eral pressure cycles, the door Refreshment Centers
becomes firmly seated and is diffi-
cult, but not impossible, to remove. A standard 28-inch refreshment cen-
ter is forward of the cabin door (Fig-
Remove the locking pin and plastic ure 5A-16). An optional midship
cover on the inside handle prior to refreshment center may be installed
flight. This allows ground personnel on the left or right side aft of the
to enter the aircraft in rescue opera- cabin door.
tions. The emergency exit is not con-
nected to the DOOR NOT LOCKED The 28-inch refreshment center con-
warning circuit. tains three decanters, two heated liq-
uid containers, a drip pan with an
Passenger Compartment heated overboard drain, and two cup
The passenger compartment (Figure dispensers enclosed by tambour
5A-15) can be fitted to seat up to 11
doors (Figure 5A-17, following
page). Cold cathode tubes light the
passengers, although configurations
enclosed area automatically when
of six to eight seats are typical. The
the tambour doors are raised. An
center and forward seats may face
overhead compartment above the
forward or aft, depending on config-
lighted work area provides addi-
uration. Foldout tables are available
tional storage.
5A-15 5A-16

July 2004
CAE SimuFlite
The lower section of the unit includes an Cabin Windows

ice chest with heated overboard drain, There are twelve cabin windows: six
storage space, and a trash container. on each side of the aircraft, including
The optional midship refreshment the windows in the cabin entrance and
center contains an ice chest, storage emergency exit doors. The windows
drawers, drop pan, one-gallon hot are constructed identically. Each win-
tank, 0.9-gallon cold water tank, and dow consists of four laminated layers:
an overboard drain. an outer panel of stretched acrylic
The REFRESH CTR CB provides 28V 0.187 inch thick, a vinyl layer 0.05
inch thick, a middle panel of stretched
DC for lighting and to heat the liquid
acrylic 0.094 inch thick, and a 0.060
containers and overboard drip drain.
inch thick acrylic frost pane.
Aft Cabin Baggage Compartment
An aft cabin baggage compartment
Tailcone
stows up to 600 lbs of baggage. If The tailcone area houses the major
installed, an optional aft divider and components of the electrical, hydrau-
sliding doors separate the aft cabin lic, environmental, engine fire extin-
baggage area from the passenger sec- guishing, and flight control systems, as
tion and reduce aircraft cabin noise. well as a baggage compartment.
Waste Facilities Forward Tailcone Compartment
An electrically operated, re-circulating A small door on the forward bulk-
flush toilet is behind a privacy divider in head of the tailcone baggage com-
the right aft cabin baggage compartment partment (Figure 5A-19) provides
(Figure 5A-18). The self-contained unit access to systems equipment. To
operates on the aircraft’s 28V DC reach the equipment access door,
power. The installation includes a seat first enter through the drop-down
cushion, lap belt, and shoulder harness; tailcone access door (Figure 5A-
there is a life vest in the seat base assem- 20), lift the carpet on the forward
bly. An optional relief tube may be bulkhead of the tailcone baggage
installed in the cockpit. compartment, release the access
An optional vanity may be in the parti- door latches, and raise the door.
tioned toilet area. The upper vanity The aircraft battery and electrical
section includes a water tank storage junction boxes are in the forward
area, mirror, and light. The lower van- tailcone area, along with major elec-
ity section consists of a sink with hot trical buses, current limiters, circuit
and cold water and a towel dispenser. breakers, and anti-ice control boxes.
5A-17 5A-18 5A-19

July 2004
Aircraft Overview
The hydraulic reservoir, shutoff cone baggage compartment forward
valves, system valves, and plumbing bulkhead (see Forward Tailcone
are also in the forward tailcone. Ser- Compartment above).
vicing normally is accomplished The drop-down tailcone baggage
with a hydraulic “mule” via the door on the left fuselage (Figure
hydraulic access panel on the lower 5A-20) has a piano-type hinge at the
aft fuselage. bottom, with two latches (forward
In addition, the environmental sys- and aft) and a key-lock at the top. If
tem, air cycle machine (ACM), the door is not properly closed and
optional flood cooling, and associ- locked, a microswitch in the key
ated plumbing are in the forward lock illuminates the AFT BAG
tailcone area. DOOR annunciator. When the door
is closed and locked, the annunciator
Two 125-cubic inch engine fire extinguishes.
extinguishing bottles are below the
A two-position ON/OFF light switch
hydraulic reservoir forward of the
on the tailcone access forward door
ACM. The bottles contain CBrF3
frame controls the tailcone compart-
nitrogen pressurized to about 600
ment and aft baggage lights. The
PSI at 70°F (21.1°C). Pressure
lights receive power from the Hot
gauges are on the bottles; a correc- Battery bus. A microswitch in the
tion temperature/pressure table (Fig- door frame removes power from the
ure 5A-21) is between the bottles lights when the tailcone baggage
for visual inspection during preflight door is closed.
(see Fire Protection chapter).
Tailcone Baggage Compartment Wing
The tailcone baggage compartment The fully-cantilevered wing is a multi-
is aft of the equipment compartment. ple spar, integral fuel tank structure
The tailcone baggage compartment covered by aluminum alloy skin pan-
has carpeted wall and floor panels els that provide electrical conductivity
and provides storage space for bag- for lightning strikes. The stub wing
gage as well as the engine covers; assembly is the fuselage wing carry-
nets secure the baggage in place through and extends beyond the fuse-
(Figure 5A-22). The tailcone lage. Each wing attaches to the stub
equipment access door is on the tail wing with upper and lower main and
rear spar fittings.
5A-20 5A-21 5A-22

July 2004
CAE SimuFlite
The wing fixed leading edge (Fig- Except for the area above the main
ure 5A-23) supports two wing ice landing gear wheel well, the integral
protection systems: the outboard fuel tank includes all the wing area
leading edge pneumatically inflated forward of the rear spar. Liquid-tight
deice boots and the inboard leading ribs at the inboard and outboard ends
edge electric heating elements; stall of the wing complete the boundaries
strips are attached to the deice boot. of the fuel tanks.
A cable-operated outboard aileron The chemically-treated fuel tank
and one electrically operated inboard interior surface is coated with epoxy
flap are on each wing trailing edge. primer for corrosion resistance.
Speedbrakes are on the upper (Fig- Plates in the lower wing skin panels
ure 5A-24) and lower (Figure 5A-
provide access to the fuel cells.
25) surfaces of the wing, just for-
ward of the outermost flaps.
Empennage
Fuel Tanks
The conventional empennage (Fig-
An integral tank in each wing supplies ure 5A-27) consists of a fixed hori-
fuel to its respective engine or cross- zontal stabilizer, elevators, elevator
feeds to the opposite engine, as trim tab, vertical stabilizer, rudder,
selected. Each 360 gallon tank has an and rudder trim tab.
overwing fueling port (Figure 5A-26).
5A-23 5A-24
5A-25 5A-26

July 2004
Aircraft Overview
The single-assembly horizontal sta- A saddle assembly at the lower lead-
bilizer is on the vertical stabilizer ing edge of the vertical stabilizer
above the fuselage tail section. The provides a smooth contour between
horizontal stabilizer incorporates the the dorsal fin and vertical stabilizer.
elevators. The horizontal stabilizer The locator beacon antenna mounts
leading edge has pneumatically on the saddle assembly, while the
inflated deice boots for ice protec- optional emergency locator transmit-
tion (see Ice and Rain chapter). ter (ELT) is in the dorsal fin. The
rudder is on the vertical stabilizer
A structural honeycomb panel at the
trailing edge (see Flight Controls
lower end of the vertical stabilizer
chapter).
provides access to elevator and rud-
der control cables and components, A tailskid on the lower aft portion of
avionics flux detector cable assem- the tail section (Figure 5A-28) pre-
bly connectors, and deice boot vents fuselage damage if overrota-
assemblies. tion occurs.
5A-27 5A-28

July 2004
CAE SimuFlite

July 2004
Aircraft Overview
Dimensions Aircraft
Exterior
Radome to Rudder . . . . . . . . . . . . . . . . . . . . . . . 47.30 Feet
Dimensions
Nose Gear to Main Gear . . . . . . . . . . . . . . . . . . 18.50 Feet
Main Gear to Main Gear . . . . . . . . . . . . . . . . . . . 13.10 Feet
Wing Tip to Wing Tip . . . . . . . . . . . . . . . . . . . . . 51.70 Feet
Horizontal Stabilizer, Tip to Tip . . . . . . . . . . . . . 19.00 Feet
Engine Nacelle, Inlet to Exhaust. . . . . . . . . . . . . . 7.55 Feet
Ground to Top of Vertical Stabilizer . . . . . . . . . . 15.00 Feet
Engine Inlet Radius . . . . . . . . . . . . . . . . . . . . . . . 1.25 Feet
Interior
Inside Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . 4.92 Feet
Forward Divider to Aft Pressure Bulkhead . . . . . 20.90 Feet
Height, Aisle to Ceiling . . . . . . . . . . . . . . . . . . . . . 4.75 Feet
19.00 FEET

July 2004
CAE SimuFlite

July 2004
Aircraft Overview
The primary dangers around the air-
craft are weather radar emissions from
Ingestion of small articles (e.g., keys
and pebbles) can cause considerable Danger Areas
the radome, the engine inlet air draw, damage to the engine.
and the exhaust plume (Figure 5A-29).
Engine Exhaust
Radar Plume
If the weather radar is operating out
The engine exhaust danger area
of the forced standby mode, emis-
extends 240 ft from the rear of the
sions are hazardous up to a 9-ft radius
engine; as the distance from the
of the radome. The safest practice is
nacelle increases, the danger
not to operate the radar on the ground
decreases. The engine exhaust haz-
except for brief system tests or to
ards lie in plume temperature and
scan the departure path immediately velocity. Exhaust gases immediately
prior to takeoff. During ground tests, exiting the nacelle average 1,000°F
advise ground personnel to remain (537°C) at 640 kts. This decreases to
well clear of the radome. 75°F (23°C) at 15 kts at a distance of
240 ft. Advise ground personnel of
Engine Inlet Air Draw imminent engine starts. Do not start
an engine without verifying that the
The engine inlet air draw is hazard-
immediate area behind and in front
ous 35 ft in front of the engine
of the aircraft is clear of ground per-
nacelle. The draw increases close to
sonnel, small articles, and sensitive
the nacelle.
equipment.
ENGINE INTAKE
WEATHER RADAR OPERATING ENGINE EXHAUST
9' 0"
45' 0"
35' 0"
240' 0"
5A-29

July 2004
CAE SimuFlite

July 2004
Aircraft Overview
The service bulletins addressed by this manual are listed in alpha-numeric
order as issues by the manufacturer. Cessna has incorporated the Aircraft Service
Transport Association (ATA) system codes in their numbering scheme. The
service bulletins are numbered according to an alpha-numeric sequence sepa- Bulletins
rated by hyphens. The first segment identifies the service bulletin as such and
the applicable aircraft model. The second segment is the applicable ATA code.
The final segment is the sequential number of the service bulletin for the
applicable ATA code (Figure 5A-30). A definition accompanies each ATA
code listed. A trailing character (i.e., -M, -R, -O) added to the service bulletin
number reflects the service bulletin type (i.e., Mandatory, Recommended,
Optional).
Selected Service Bulletins – Citation

Bravo (SB550)
ATA 03 – Certification Requirements
SB550-03-03 TITLE: Certification for Operation at 45,000 Feet
UNITS: 0801 to 0808
ATA 34 – Navigation
SB550-34-64 TITLE: Meggitt Standby Flight Display Improvements
UNITS: 0809 to 0820, 0822 and 0823
SB550-11-01-M T ype (Added Code)
Sequential Number fo r
AT A Code
AT A Code
Service Bulletin Identifier/
Aircraft Model
5A-30

July 2004
CAE SimuFlite

July 2004
This chapter provides and overview of the following:
n
Flight Data systems
Avionics
n
Communication, Navigation and Pulse equipment
Chapter 5B
n Flight Control system
Besides these specific areas, this chapter includes instrumentation
not addressed in other chapters.
Cockpit panel art at the front of this chapter and detailed illustra-
tions throughout the various sections provide a ready reference to
locate instruments and equipment addressed in the discussion.
For a detailed description of and operating procedures for a par-
ticular piece of equipment, refer to the applicable pilot’s guide.

Septmember 2005
CAE SimuFlite

Septmember 2005
Avionics
Cockpit Instrument Panel Diagram. . . . . . . . . . . . . . 5B-6

Table of
Pedestal Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-8
Pitot/Static System Schematic . . . . . . . . . . . . . . . . . 5B-9 Contents
Primus System Diagram . . . . . . . . . . . . . . . . . . . . . 5B-10
Flight Data Systems . . . . . . . . . . . . . . . . . . . . . . . . 5B-11
DU-870 Display Unit (PFD) . . . . . . . . . . . . . . . . . . . 5B-11
DU-870 Multifunction Display (MFD) Unit . . . . . . . . 5B-11
Pitot/Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-11
Air Data System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-13
Altimeter and Airspeed Indications . . . . . . . . . . . . . . 5B-13
Airspeed Display . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-13
Altitude Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-16
Vertical Speed Display . . . . . . . . . . . . . . . . . . . . . . 5B-19
Standby Airspeed/Altitude/Attitude/Indicator . . . . . . 5B-20
AOA System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-21
Signal Generation . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-22
Stick Shaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-22
AOA Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-22
Approach Indexer . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-22
Power Supply and Anti-Icing . . . . . . . . . . . . . . . . . . 5B-23
Avionics Equipment . . . . . . . . . . . . . . . . . . . . . . . . 5B-25
Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-25
Audio Control Panels . . . . . . . . . . . . . . . . . . . . . . . 5B-25
VHF Comm Transceivers . . . . . . . . . . . . . . . . . . . . 5B-26
HF Communication (Optional) . . . . . . . . . . . . . . . . . 5B-28
Cockpit Voice Recorder . . . . . . . . . . . . . . . . . . . . . . 5B-30
Emergency Locator Beacon (Optional) . . . . . . . . . . 5B-34
Static Discharging . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-31
Flitefone VI (Optional) . . . . . . . . . . . . . . . . . . . . . . . 5B-31
Passenger Address and Entertainment . . . . . . . . . 5B-32
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-32
VHF Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-32
Marker Beacon Receivers . . . . . . . . . . . . . . . . . . . . 5B-33
Automatic Direction Finder . . . . . . . . . . . . . . . . . . . 5B-34

Septmember 2005
CAE SimuFlite
Compass Systems . . . . . . . . . . . . . . . . . . . . . . . . . 5B-35

Standby HSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-37
Flight Management System . . . . . . . . . . . . . . . . . . 5B-38
Digital Flight Recorder (Optional) . . . . . . . . . . . . . . 5B-39
Pulse Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-40
Transponders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-40
Distance Measuring Equipment . . . . . . . . . . . . . . . 5B-42
Radio Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-44
Weather Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-47
Other Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-51
Digital Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-51
Outside Air Temperature . . . . . . . . . . . . . . . . . . . . . . 5B-52
Magnetic Compass . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-52
Flight Hour Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-52
Flight Control Systems . . . . . . . . . . . . . . . . . . . . . 5B-53
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-54
Autopilot Controller . . . . . . . . . . . . . . . . . . . . . . . . . 5B-54
IC-600 Display Guidance Computer Interface . . . . 5B-57
Servo Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-57
Flight Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-58
IC-600 Display Guidance Computer Interface . . . . 5B-58
Flight Director Mode Selector . . . . . . . . . . . . . . . . . 5B-59
Accelerometers . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-59
Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-60
DC-550 Display Controller . . . . . . . . . . . . . . . . . . . 5B-60
PFD Bezel Controller . . . . . . . . . . . . . . . . . . . . . . . 5B-62
MC-800 Multifunction Display Controller . . . . . . . . 5B-62
MFD Bezel Controller . . . . . . . . . . . . . . . . . . . . . . . 5B-63
Symbol Generators . . . . . . . . . . . . . . . . . . . . . . . . 5B-64
RI-553 Remote Instrument Controller . . . . . . . . . . 5B-64
Reversionary Functions . . . . . . . . . . . . . . . . . . . . . 5B-64
EADI Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-66
EADI Caution/Failure Annunciations . . . . . . . . . . . 5B-66
EADI Displays and Annunciations . . . . . . . . . . . . . 5B-66

Septmember 2005
Avionics CAE SimuFlite
EHSI Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-74 Cockpit

EHSI Caution/Failure Annunciations . . . . . . . . . . . . 5B-74 Instrument
EHSI Displays and Annunciations . . . . . . . . . . . . . . 5B-75 Panel
Excessive Attitude Display . . . . . . . . . . . . . . . . . . . 5B-81
Attitude and Heading Reference . . . . . . . . . . . . . . . . 5B-82
Vertical Gyros . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-82
Directional Gyros . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-82
Rate Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-83
Preflight and Procedures . . . . . . . . . . . . . . . . . . . . 5B-85
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5B-85
Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . 5B-85
Autopilot Torque Failure . . . . . . . . . . . . . . . . . . . . . 5B-86
Pitot/Static Heater Failure . . . . . . . . . . . . . . . . . . . . 5B-86
Loss of TAS Input to FMS . . . . . . . . . . . . . . . . . . . . 5B-87
Angle-of-Attack Heater Failure . . . . . . . . . . . . . . . . 5B-87
Angle-of-Attack Indicator Flagged . . . . . . . . . . . . . . 5B-87
Single MADC Failure . . . . . . . . . . . . . . . . . . . . . . . . 5B-87
Comparison Monitor Alert . . . . . . . . . . . . . . . . . . . . 5B-87
Single Primary Flight Display Failure . . . . . . . . . . . 5B-88
Single PFD Heading Miscompare or Failure . . . . . . 5B-88
Single PFD Attitude Failure . . . . . . . . . . . . . . . . . . . 5B-88
PFD/MFD Fan Failure . . . . . . . . . . . . . . . . . . . . . . . 5B-88
Display Guidance Computer Cooling Fan Failure . . 5B-89
PFD/MFD Overtemperature . . . . . . . . . . . . . . . . . . 5B-89
Display Guidance Computer Overtemperature . . . . 5B-89
Symbol Generator Failure . . . . . . . . . . . . . . . . . . . . 5B-90
NOSE AVN FAN FAIL Annunciator . . . . . . . . . . . . . 5B-90
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . 5B-91
PFD/MFD Red Gun Failure . . . . . . . . . . . . . . . . . . . 5B-91
Dual MADC Failure . . . . . . . . . . . . . . . . . . . . . . . . . 5B-91
Dual Display Guidance Computer Failure . . . . . . . . 5B-91
Dual PFD Heading Failure . . . . . . . . . . . . . . . . . . . 5B-91
Dual PFD Attitude Failure . . . . . . . . . . . . . . . . . . . . 5B-91
Autopilot Hardover . . . . . . . . . . . . . . . . . . . . . . . . . 5B-91
Citation Bravo Developed for Training Purposes 5B-5 5B-6

September 2005
CAE SimuFlite
Cockpit Instrument Panel
BATT CAB ALT LO OIL FIRE OIL FUEL FUEL LO FUEL LO FUEL FUEL
O'TEMP 10K FT PRESS DET SYS FLTR BP GAUGE BOOST LEVEL PRESS FLTR BP
BOTTLE 1 AC BOTTLE 2
> 160 O
L R L R L R L R L R L R L R L R ARMED
ARMED FAIL
PUSH INVTR LO BRK EMER PUSH
GEN LO HYD LO HYD ENG DOOR BAGGAGE CABIN
OFF FAIL PRESS PRESS FLOW LEVEL VIB SEAL DOOR DOOR
ANTISKD SPD BRK HYD BLD AIR AFT BAG EMER S
S EMER L R 1 2 INOP EXTEND L R PRESS L R GND L R DOOR ARM
ARM T T
O AP PTCH CHECK NOSE GROUND F/W STBY P/S ENG WS AIR AIR DCT RH O
LH MISTRIM PFD 1 AVN FAN IDLE P/S HTR ANTI ICE O'HEAT O'HEAT UNLOCK
UNLOCK W SHUTOFF HTR ENG W
ENG AOA HTR
FIRE AP ROLL CHECK SURFACE ACM FIRE
S MISTRIM PFD 2
L R FAIL L R L R DEICE O'PRESS S DEPLOY
DEPLOY
W NORMAL NORMAL W
PULL
AP OFF
UP % RPM % RPM LBS - kG
YD OFF N1 800 L N2 R FUEL FLOW FL 2
M877 MASTER BELO
W I
1.0 9 3 0
D
CHRONOMETER WARNING G/S FMS HDG T
ANGLE OF
.8 RESET G/S PULL
ATTACK CANCELLED 700
ALT IDT MASTER
FMS 100 3000 HDG N AV APR BC V NAV A LT VS FLC
110 120 WARNING
N N I I O O O O F F UP
.6 MASTER 100 I I I I U U XPDR/TCAS RESET M877
GMT LT FT ET 1 1 T T 80
CAUTION T
L L L 100 L E E RANGE
CHRONOMETER
600 T L L AL VFR BELO
SELECT CONTROL RESET 90 2000 ON T W
P P T T MASTER
SEL CTL .4 500 60 R
80 OFF
.2 M.424 80
R E E Q Q SBY PUSH TA G/S CAUTION
240 1013HP E E M 60 M T T PUSH \ CANCELED
DAVTRON 500 400 S S P P 1/2 TST RESET GMT LT FT ET
HDG VS ASEL 60 40 Y Y HDG VS ASEL
AP ENG
100 00 S S
40 1000
AP OFF AP ENG
100 00 SELECT CONTROL
40 300
N42EE N42EE
240 220 R.A.T. 240 SEL CTL
8500 R 20 F 8500
L 20 L R L R L 20 R L R
10 10 200 YD OFF
200 08000 DAVTRON
SC IN GSPD 0 0 0 0
HSI ET NAV FMS 0 0
CP HPA TTG 220 % RPM °C PSI °C 220
87 LBS FMS HDG
20 20 10 10
C
20 20
180
NAV ADF ADF SC IN GSPD
NAV 10 10 20 FMS 10 10 20 HSI ET NAV FMS
29.92IN CP HPA TTG
OFF FMS OFF FMS 200 80 80
00
HDG NAV APR BC V N AV A LT VS FLC 200 80 80
00
TEST HF
APR COCKPIT
OFF ATT BAR NAV ADF NAV ADF
PULL
ADI DH USE STBY CHAN OFF FMS OFF FMS
DIM TST 180
25K HF 180
BRG BRG 10 10 COMM1 CABIN 10 10 TEST 1
PULL OFF 000 0 0 10
AP XFER XPDR CHAN OFF
7500
FD 1 ENG ALT MAG2 360 FMS
27.4NM
TEST
7500 BRG
ADI
DIM
DH
TST BRG
TOTAL HOURS
EMER COMM 1 COMM ADF NAV 160 AP XFER FAN 160
FD 2
PRI SEC KDVT
29.92IN 7MIN 29.92 IN
PASS EMER COMM 1
CRS VOR1 N USE STBY
PULL
CRS COMM ADF NAV
+I°
SPKR CHAN VOR2
1 2 1 2 1 2 360 +I
25K
360
2 ° 27.4NM 1000
3
COMM2 OFF PULL 57.8NM 1000 PASS
COMM AUTO IDENT DME SPKR 33 CHAN TEST SPKR
1 2 1 2 1 2
1 N 3
PLAB1 N 3 2
VOLUME
OFF
33 3 N 3 FAN 33 3 COMM AUTO IDENT DME SPKR
SEL VOICE HDPH
33 6
30
H S 1 2 2 PBDO1 2 1 OFF
30
30
6
6
D P VOLUME
30
6
LL01
P K MKR 1 USE STBY
1 SEL VOICE 1 2 HDPH
H R PLAB2 50 H S
W
NAV1
E
D P
W
E
E
OFF
0 1000 KDVT PULL 0 1000 P K MKR
PASS SPKR MASTER 1 2 MUTE ID H R
12
24
24
24
12
12
VOR2 1 21
15 VOR2 1
S PASS SPKR MASTER 1 2 MUTE
VOLTAGE SEL 15 50 50 15
21 S 2 21 S 2
BATT D.C. 200 200 TCAS TEST RA 12.5 + 12 USE STBY
LH RH
20 VOLTS 30 D.C.AMP D.C.AMP HDG GSPD 3 CRS ADF
ABV TA 14.5 - 12 NAV2 HDG GSPD 3
GEN GEN 100 100 300 360 360
57.8NM 225KT 14MIN
300 225 KTS FL OFF PULL 225 KTS
23 ID 23
0 400 0 400 -12 25
10 40 FL ON
TEST
OFF FIRE
BARO 27.4NM 225KT 07MIN ADF
USE STBY/TIMER
BARO OFF
BENDIX / KING
HOLD
ANNU WARN
LDG STD ON TCAS 315 STD
AVN GEAR DC POWER AVIONIC POWER OFF HOLD AUTO -10
45.0 ADF
ADF BFO
RFQ FLT
ET
SET
RST
VOL
SPAR
BATT
TEMP
L GEN BATT R GEN INV 1 ON
BENDIX / KING HDG -05 TAS OFF
ANTI N
360 234 GND
SKID AO
OVER OFF OFF
O WX GSPD IDT TST
SBY
ON
AL 10
R SBY 90
SPEED T/REV
M GPWS GPWS TCAS DSP TGT 245 OFF 60 °F 120
W/S TEMP FLAP TEST AUTO XPDR 1
RESET EMER RESET INV 2 OFF -3 5 OXYGEN 15
GPWS FLAP GPWS TCAS DSP STAB VFR
OVRD ON INOP MAN
00 30 150
PUSH
CROSSFEED FUEL BOOST ENGINE START IGNITION
VNAV VSPEEDS TERR ALT 0 180
LH ON RH LH DISENGAGE RH LH ON RH 100 00 R
TST
GND
IDT ON B A T T
ELT
O START
FL GND SBY AL
0 PSI 20 T E M P
ACTIVATED
IN TRANSIT XPDR 2 OFF x100 WHEN LIT
F DISG
F
EMERGENCY USE ONLY

EMERGENCY USE ONLY
VFR
NORM NORM NORM NORM PUSH ON
LH OFF RH ANTI ICE / DEICE
FWD AFT
TANK TANK PITOT & W/S BLEED W/S ALCOHOL ENGINE SURFACE MODE FAN FAN COMP
STATIC HI ON LH RH AUTO HDG REV ATT REV ADC REV
HDG REV ATT REV ADC REV LDG GEAR A/C HI HI ON
O O
F F UP DOWN O ARM
F F NOSE
LH RH TEMPERATURE CONTROL F
TEST/RESET
LH RH ON ON 15 AUTOMATIC WINDSHIELD BLEED AIR FAN RH F SELECT ON
OFF LOW OFF OFF OFF RESET
LEFT CENTER RIGHT EL STDBY PASS ANTI- LH RH HOT
ENG ENG FLOOD LTS ON 20 M VERT GYRO WAIT 1 SECOND
LH GYRO SLAVE GYRO SAFETY BEACON O HORN SKID 10 LH RH OVHD DEFOG GYRO SLAVE
SELECT ARM
EXTERIOR LIGHTS F 4 5 A
HI HI HI MAN LH FA LO LO
VERT GYRO SILENCE ON 6 25 N OFF
HI MAN LH RECOG ANTI NAV WING O O F GEAR
3
7
SET U O
2
F F UNLOCKED 5 FL EXER A F COCKPIT VOICE RECORDER
1 8 30 COLD
F F REC/TAXI REC/TAXI 9 L
HOT F
DIFF COLD MANUAL
35
OFF OFF PUSH PRESS 40 HOLD
SEATBELT LANDING LIGHTS NORM OFF MAX OFF MAX LOW LOW NORM AUTO RH
TEST OFF OFF
0 45 5 SEC
PANEL LIGHT CONTROL CABIN ALT
NORM AUTO RH COLL OFF INSP LIGHTS x1000 FT ON
RAT LH RH
TEST HEADSET ERASE
CONTROL LOCK PULL EMER BRAKE-PULL

PARK BRAKE-PULL PULL RAIN
E GND EMER
GND IDLE OFF
DEPRESSURIZE M FLOOD COOLING
UNLOCK HIGH MANUA
BEFORE LANDING E OFF
R PRESS SOURCE
AUX GEAR M UP
CONTROL A
N D
1. PULL & TURN NORMAL AUTO U U
A M CKPT CABIN
TEE HANDLE L P
45° CW TO DOWN
UNLOCK AIR
2. PULL ROUND FLOWDISTR
PRESS SYSTEM SELECT
KNOB TO BLOW
GEAR DOWN

March 2009
Center
Pedestal
and Side Consoles

September 2005
CAE SimuFlite
Center Pedestal and Side Consoles
LH FULL RH
FLAPS 0°
UP
TRIM T
PAG H PAG
NOSE T.O &
DOW R 15°
O APPR
CHECK RECALL SKIP T CHECK RECALL SKIP
200KIAS
LIST T LIST
L
ENTER T E ENTER
O
NOSE
LAND 40°
ENGINE ENGINE-FUEL
174KIAS AVIONICS DC ENGINE
ENVIRONMENTA
L FAN L L TURB L FUEL L FUEL L OIL L OIL NORM EMER L L L FW L FIRE L ENGINE SYNC COMM NAV NAV 1 XPDR DME ADF R R R R FUEL R FUEL R OIL R OIL
SPEED ITT SPEED FLOW QTY TEMP PRESS PRESS PRESS IGN BOOST SHUTOFF DET BOV OFF 1 1 CONVERT 1 1 1 CVR FAN ITT TURB FLOW QTY TEMP PRESS
OFF
FAN TURB MUST BE OFF
RETRAC
FOR TAKEOFF
5 5 5 5 5 5 5 5 5 7.5 15 7.5 2 5 & LANDING 10 5 5 5 5 5 5 5 5 5 5 5 5 5
FLIGHT ANTI-ICE
EXTEND
L SEC FLT STBY P/S L L W/S BLEED AIR COND CABIN R R R FW R FIRE R COMM NAV NAV 2 XPDR DME ADF FMS IC EFIS PFD ADC AP DG AUDI
CLOCK DISPLAY RA HTR/VIB PITOT ENG AIR TEMP FAN TEMP IGN BOOST SHUTOFF DET BOV 2 2 CONVERT 2 2 2 1 1 CTL 1 1 1 SERV 1 O
5 5 5 10 7.5 5 5 15 20 5 7.5 15 7.5 2 5 MAP

TCAS WX NORM EMER 10 5 5 5 5 5 5 7.5 5 7.5 5 7.5 5 5
PLAN
LIGHTS WARNING INC MFD

VOR RCL SKP
R TAS R R W/S ANTI BATT LDG WARN WARN RNG RAD FMS IC EFIS PFD ADC DG AUDI
CLOCK FLT/HR HTR PITOT ENG BLEED AIR NAV COLL TEMP GEAR LTS 1 LTS 2 SG HSI HF PHONE EGPWS TCAS FDR ALT 2 2 CTL 2 2 2 WAR 2 HSI O
APT DAT PAG ENT
DEC
5 5 15 7.5 5 5 5 7.5 2 2 5 5 MODE DIM 5 5 5 5 5 5 5 7.5 5 7.5 5 5 5 5 5
SYSTEMS AC FLT INSTR DC PWR-R

DC POWER L NAV VNAV AFIS FPL ON BRT PLAN HDG TUNE
AC AO SURFAC W/S WING BEACO SKID L THRUST FLAP ANG OF ENGINE NOSE V DG REF AC MFD R AC
INVERTER L A E ALCOHOL INSP CONTROL REVERSER MOTO ATTAC SYNC WHL RPM G 1 REF FDR RADA VLF CTL MFD STAR R INVERTER
HOLD
10 15 5 5 5 5 20 7.5 15 5 5 5 1 1 1 1 7.5 5 5 7.5 7.5 10
MSG 1 2 3
NO. NO. NO. NO. NO. NO.
NO 1 NO.
7.5 7.5 7.5
P
R 4 5 6 7.5 7.5 7.5
R CB L EL PNL/ L CENTER R EQUIP R THRUST FLAP GEAR PITCH SPEED V V AC RADA CABIN L CB
PANEL START PNL FLD PANEL PANEL PANEL COOL REVERSER CONTROL CONTROL TRIM BRAKE 7 8 9 G HSI REF RADA TCAS R AFIS DISPLAY FLOOD PANEL
N
X
T 1
35 7.5 5 5 5 5 7.5 7.5 5 5 5 5 # 0 ± 1 1 1 1 5 5 5 5 35
D GLOBAL
BAC
A B C D ENTER E F G H
I J K L M N O P Q R
S T U V W X Y Z SP
RCT STAB TGT SECT
PULL WX GMAP
VAR SBY FP +
OFF TEST 0 15
-
MIN MAX
CREW NORMAL MANUA GAIN RADA TIL
ONLY L
MIC MIC COURSE HEADING COURSE MIC MIC

EMER EMER
OXYGEN OXY HEAD HEAD OXY OXYGEN
OXY OXY
MASK SET PUSH PUSH PUSH SET MASK
DIR SYNC DIR
MIC PHONE MIC MIC PHONE MIC

OXYGEN CONTROL OXY HEADSET HEADSET OXY
BANK
LIMIT
DESCEND TURN
LO
P
I DN T
T R
C I
H UP M
CLIMB ENGAG ENGAG
AP YD
L R
L R

March 2009
Pitot-Static System Schematic Pitot-Static

System Schematic
STANDBY
Primus
PITOT System
TUBE
Diagram
STANDBY AIRSPEED CABIN DIFFERENTIAL
INDICATOR/ALTIMETER PRESSURE GAUGE
M. 15
1014HP
GEAR WARNING
20
000 10
4 5
60 6 25
ATTITUDE 3
INITIALIZING
600 5
2
1 8
7
30
HORN PRESSURE
87 DIFF
PRESS
9
40
35 SWITCH
0 45
CABIN ALT
29.93IN x1000 FT
APR ATT BARO

LANDING GEAR
WARNING HORN
PRIMARY PRIMARY
FLIGHT FLIGHT
LH PITOT DISPLAY DISPLAY RH PITOT
TUBE IC IC TUBE
600 600
BARO BARO
STD STD
AZ-850 AZ-850
AIR DATA AOA AIR DATA
COMPUTER PROBE COMPUTER
AOA
DECODER
UPPER UPPER
PORT PORT
MIDDLE ELECTRICAL MIDDLE

PORT PORT
LH LOWER PITOT PRESSURE LOWER RH
STATIC PORT PORT STATIC
STATIC PRESSURE
PORTS PORTS

September 2005
CAE SimuFlite
Primus System Diagram
C-14D

March 2009
Avionics
The Citation Bravo is equipped with
a Honeywell Primus 1000 Integrated
Of these six functional groups, the
airspeed, altitude, and vertical speed Flight Data
Avionics Flight Guidance System,
which is a complete automatic flight
displays are addressed in this sec-
tion. The remaining three displays Systems
control system that provides flight are covered in the Flight Control
director, automatic pilot, flight Systems section: mode annuncia-
instrumentation and air data system. tions, Electronic Attitude Director
Three DU-870 electronic primary Indicator (EADI display), and Elec-
flight displays (the pilot's and copi- tronic Horizontal Situation Indicator
lot's primary flight displays and one (EHSI display).
center instrument panel mounted
multifunction display; all three are DU-870 Multifunction
identical and interchangeable) logi- Display (MFD) Unit
cally group and display the various The Multifunction Display (MFD)
data required to control the aircraft. unit, the central DU-870 cathode ray
This system simplifies and improves tube (Figure 5B-3), serves as the
instrument crosscheck, making more weather radar indicator by display-
data available on a selectable basis, ing radar returns. It is also used to
as needed. Airspeed, instantaneous display the horizontal navigation sit-
vertical speed, and altimeter indica- uation, either short range
tion's are presented on the pilot's and (VORTAC) or Long Range (FMS/
copilot's primary flight displays GPS) Nav, TCAS (if installed), and
along with the aircraft attitude and optional electronic checklist (if
navigation information. installed). In addition, it provides
The specific flight data systems dis- backup to the PFDs. If one PFD
cussed in this chapter are the pitot/ fails, the pilot can revert his display
static, air data, and angle-of-attack to the center MFD.
systems.
Pitot/Static System
DU-870 Display Unit (PFD) The aircraft is equipped with three
The DU-870 Primary Flight Dis-
separate and independent pitot/static
plays (PFDs) (Figure 5B-1) on the
systems. The two primary pitot/static
pilot's and copilot's instrument pan-
systems serve the pilot and copilot. A
els are an integrated arrangement of
pitot tube (Figure 5B-4) on the left
flight information that are divided
side of the aircraft nose supplies ram
into six functional groups (Figure
5B-2).
air pressure to the pilot's AZ-850
Micro Air Data Computer (MADC)
MODE
ANNUNCIATIONS
AIRSPEED ALTITUDE
DISPLAY DISPLAY
ADI
DISPLAY
VERTICAL
HSI SPEED
DISPLAY DISPLAY
5B-1 5B-2 5B-3

AD 50763@

March 2009
CAE SimuFlite
which, after converting the informa- The PITOT & STATIC switch on the
tion, forwards it through the No. 1 IC- lower left instrument panel (Figure
600 Display Guidance Computer 5B-5) controls power to the pitot tube,
(DGC) to the pilot's PFD. A pitot tube static port, and angle-of-attack probe
on the right side of the aircraft nose heating elements. The P/S HTR L/R
serves the same function in the copi- OFF annunciators illuminate with
lot's system. The Left Main Extension power off (or power failed) to either
bus provides 28V DC for anti-icing of of the two primary pitot/static sys-
the pilot's pitot/static system and the tems, or with a failure of a heating
RH Crossover bus provides 28V DC element. The STBY P/S HTR annun-
for the copilot's pitot/static anti-icing ciator illuminates with power off to the
system. standby pitot/static system. (Refer to
The Standby Pitot Static System, Figure 5B-6 for all annunciator panel
which serves as a "backup" pitot/ references.)
static system, features a third pitot Static air comes from three static ports
tube and static port on the right side on either side of the aircraft (Figure
of the fuselage, below and forward 5B-7). The lower port on the left side
of the emergency exit hatch. These and the upper port on the right side
provide pitot and static air pressure provide the static source for the pilot's
to the standby airspeed indicator / system. The upper port on the left side
altimeter located between the pilot's and the lower port on the right side
instrument panel and the center provide the static source for the copi-
instrument panel, and also to the lot's system. The center ports on each
5B-4 landing gear warning horn pressure side provide static pressure for the
switch. The backup system also pro- standby pitot/static system. All three
vides a source of static pressure for the pitot tubes and six static ports are elec-
cabin pressure differential pressure trically heated for ice protection.
gauge. The Emergency bus provides
28V DC for the standby pitot/static
anti-ice system.
5B-5
5B-6 5B-7

March 2009
Avionics
Air Data System The system also includes standby
The MADCs receive pitot/static pres- airspeed and altimeter indicators or a
sures and total air temperature inputs Meggitt standby display that are
from the two independent primary driven directly from the standby
pitot/static systems for computing the pitot/static system.
standard air data functions. The
MADCs convert the pneumatic data Altimeter and
into digital information and transmit it Airspeed
through the IC-600 DGC to the primary
flight displays. Both pilots' positions Indications
have interchangeable single tube PFDs. Altitude and airspeed data is pro-
The functions of the MADCs include: vided by the MADCs, which is
n Outputs data (altimeter, baromet- transmitted through the IC-600
ric pressure setting, Mach/air- DGCs to the pilots' PFDs. The alti-
speed displays, and vertical speed) tude and airspeed are then presented
through the IC-600 DGC for dis- in color on the display in the PFDs.
play on the PFDs.
n Outputs data for the transponder, Airspeed Display
flight data recorder, flight director, The airspeed display on the left side
and autopilot as well as other ele- of the PFD presents airspeed indi-
ments of the flight control system cations by a vertical tape display
(see Flight Control Systems later in with a rolling digit window in the
this chapter). center of the tape. Refer to specific
n
The MFD altitude select knob numbers [(1) to (12)] in the follow-
selects and displays the altitude ref- ing discussion to locate these
erence for the altitude alerting and annunciators on the Airspeed Dis-
altitude preselect functions. play (see Figure 5B-8).
1 FLIGHT DIRECTOR
Airspeed Display Diagram
BUGGED SPEED TARGET VMO OVERSPEED TAPE 3
DISPLAY
1 FLIGHT DIRECTOR 250 160 AIRSPEED 11
2 FLIGHTSPEED TARGET
DIRECTOR 280 VMO OVERSPEED TAPE 3 80 COMPARISON
SPEED REFERENCE BUG
DISPLAY AIRSPEED TREND 4 I
250 160 MONITOR
VECTOR A AIRSPEED 11
2 FLIGHT DIRECTOR 280 80
S ANNUNCIATOR
COMPARISON
9 AIRSPEED 260 AIRSPEED TREND 4 I 60
SPEED REFERENCE BUG AIRSPEED 5 MONITOR
VECTOR A
SCALE ANNUNCIATOR
9 AIRSPEED 260 REFERENCE LINE S 60
240 AIRSPEED 5 40 TAKEOFF 12
SCALE
9 AIRSPEED REFERENCE LINE
10 AP 6 V SPEED BUGS VSPEED
TAKEOFF 12
240 40
DIGITAL10
9DISPLAY
AIRSPEED RF 160 E VSPEED DISPLAY
AP 6 1
V SPEED BUGS
DIGITAL DISPLAY 220
RF
R 160 E 100 2 DISPLAY
220 1
100 2
R 2 92 R
92 R
200 2 E 88 1
200 E 88 1
.410 M AP
.410 M AP
8 MACH DISPLAY
8 MACH
8 DISPLAY RF
RF
LOW
LOW SPEED
SPEED 7 7
AWARENESS
AWARENESS BARBAR
5B-8

March 2009
CAE SimuFlite
Flight Director Speed Target Between sea level and 8,000 ft alti-
Display and Reference Bug tude, the limiting airspeed (VMO) is
The airspeed display (1) of selected 260 KIAS; above 27,900 ft, the limit-
Airspeed Limitations bugged reference speed appears ing Mach is 0.700 (indicated). At
MMO above the airspeed tape. The corre- higher altitudes (above approximately
sponding airspeed bug (2) is on the 28,000 ft), there is a sliding scale at
(above 27,900 ft) . . . . . . . .0.70 M which the changeover between the
right side of the tape. The digital dis-
VMO play and bug are both cyan colored. Mach and airspeed limits occurs.
(Sea Level to They are displayed only when oper- When the airspeed trend indicator
8,000 ft). . . . . . . . . . . . 260 KIAS ating in the flight director Flight extends the red overspeed area the air-
VMO Level Change (FLC) mode. When speed indications change from green
initially selecting FLC on the MS- to yellow.
(8,000 ft to 560 Mode Selector (Figure 5B-9),
27,900 ft) . . . . . . . . . . 275 KIAS the selected airspeed defaults to the When one of these limits is exceeded,
current airspeed. the airspeed indication in the window
to the left of the attitude display in the
The airspeed setting is controlled
PFD changes to red, and an amber
with the autopilot controller PITCH
annunciation, also to the left of the
wheel (Figure 58-10) while in the
attitude sphere, announces MAX SPD.
FLC mode.
Airspeed Trend Vector and
If the indicated airspeed IAS/Mach
Reference Line
target is set to a value outside the
display range of the tape, the bug An airspeed trend vector (4) is a
parks at the respective end of the magenta colored bar along the outer
tape, half visible and unfilled. right side of the airspeed tape which
VMo Overspeed Tape and extends vertically from the apex of
Overspeed Indications the current airspeed value display
window. It extends upward for
A fixed red thermometer-type tape (3) acceleration and downward for
is presented along the inner right side deceleration. The airspeed trend vec-
of the airspeed scale. The red over- tor is referenced to the airspeed ref-
speed range extends from VMO/MMO erence line (5) and it displays an
to larger airspeeds on the tape. When indication of the direction and rate of
the limiting airspeed is exceeded, the airspeed change. It also represents a
overspeed warning (VMO/MMO) horn prediction of what the airspeed will
sounds until the airspeed is reduced be in ten seconds if the current rate
below the limit speed. of change is maintained.
5B-9 5B-10

March 2009
Avionics
VSPEED Bugs the airspeed scale gives indication of
low airspeed, as referenced by the
Bugs for six V speeds (6) are provided
Angle Of Attack System. The white
on the airspeed display. VSPEED bugs
extends from 1.3 VS1 to 1.2 VS1, the
correspond to speeds for the various
amber band extends from 1.2 VS1 to
phases of flight and can be displayed
1.1 VS1 (approximately stick shaker
on the PFD'S airspeed tape. Input
speed), and the red extends from
VSPEEDS using the MFD bezel keys
stick shaker speed to the smaller air-
and the data set knob on the left side of
speeds on the tape (1.1 VS1 or less).
the display. Selecting speeds positions
The top of the white band is 0.6
the bugs on the right outside edge of
AOA or VREF. When the amber por-
the airspeed tape and places digital
tion reaches the airspeed reference
indications at the bottom of the PFD
line, the aircraft is at approximately
display. VSPEED bugs consist of a hori-
0.7 normalized angle of attack
zontal T shaped symbol with its
(AOA). When the red part of the bar
respective label positioned to the right
reaches the airspeed reference line
of the symbol.
(0.82 AOA), the stick shaker acti-
V1 and VR, VR and V2, and VAPP and vates.
VREF can be set. The VENR speed bug
Mach Display
has a fixed value of 150 knots. Prior to
takeoff, a digital readout of the takeoff A digital readout of the Mach num-
reference bug speed appears on the ber (8) appears below the airspeed
lower half of the airspeed tape before tape. The Mach number appears on
the airspeed tape is alive bugs (includ- the display when Mach exceeds
ing the takeoff speed bug) are removed 0.390. The minimum Mach speed
after the airspeed exceeds 230 knots. that can be displayed is 0.380 for the
VREF and VAPP bugs are removed FLC mode. The color of the digits
when power is turned off. If either always agrees with the digital air-
PFD is in reversion (i.e., displayed on speed display.
the MFD) VSPEEDS cannot be set. Airspeed Digital Display
Table 5B-A depicts the correspond- The Indicated Airspeed (IAS) dis-
ing color, label, and speed definition play (10) consists of a rolling digit
for each V-bug. window in the center of the of an air-
Low Speed Awareness Bar speed vertical tape. The resolution of
the rolling digits is one knot. The
A red, amber, and white thermome-
digits within the pointer are green.
ter type display (7) on the inside of
When the airspeed trend vector
.
VSPEED Label Color Speed Definition

V1 1 Magenta Takeoff Decision
VR R Cyan Takeoff Rotations
V2 2 White Takeoff Safety
VENR E Cyan Single Engine Enroute Climb
VAPP AP Magenta Approach
VREF RF Green Landing Configuration
Table 5B-A; VSPEED Bug Identification

March 2009
CAE SimuFlite
exceeds VMo by one knot, the digits are set accordingly. The appearance
turn amber unless red is required. of the first VSPEED value on the air-
When the current airspeed is equal to speed tape removes the digital read-
or greater than the maximum allowable outs from the display.
airspeed (VMo), the digits turn red.
The moving vertical tape moves For airspeeds greater than 450 knots,
behind the window and displays digital the displayed value remains at 450.
airspeed at 20-knot intervals, with the
larger numbers at the top of the scale. Altitude Display
The altitude display on the right of the
The airspeed tape (9) is a moving PFD presents altitude indications by a
scale display with a fixed pointer vertical tape display with a rolling
and calibrated airspeed marks. The digit window in the center of the tape.
white scale markings on the tape are
A digital altitude readout contained
in 10 knot increments. The scale dig-
in the display window is a magnifi-
its move with larger numbers com-
cation of the digits on the scale (2)
ing from the top of the display. The
and is readable to within a 20 ft reso-
numbers turn red if V MO/MMO is
lution. The hundreds, thousands, and
exceeded. ten thousands digits are larger
The range of the airspeed scale is 40 numerals than the others.
to 450 knots with tick marks at 10 The digits within the pointer are
knot intervals. For airspeeds below green; the scale markings on the tape
40 knots, the digits are not dis- are white The vertical tape is a mov-
played. ing scale behind a fixed window
Airspeed Comparison Monitor (pointer) and displays a tape 550 ft
Annunciator both above and below the present
indicated altitude, with the larger
A difference of five knots between
numbers at the top of the scale.Sin-
the two sides indicated airspeeds
gle line chevrons are at each 500 ft
activates the airspeed comparison
increment; double line chevrons are
monitor (11) and annunciates an
at each 1,000-ft increment. The
amber IAS in the upper left inside
chevrons extend back to the approxi-
edge of the airspeed tape. The
mate midpoint of the altitude tape
annunciation flashes for 10 seconds,
and are connected with each other by
then goes steady.
a vertical line. The left side of the
Takeoff VSPEED Display rolling digit window has the same
Additionally, when the airspeed is angle as the chevrons. The chevrons,
below 40 knots, V1, VR, V2, and altimeter reference line, and altitude
select bug align when the selected
VENR are displayed in the bottom
and current altitudes are on an incre-
portion of the airspeed tape in the ment of 500 or 1,000 ft.
form of a digital readout. The digital
Below 10,000 ft, boxed hash marks
readout of the set value appears
(3) show that the ten thousand foot
along with the bug symbol and are
digit is missing. For altitudes below
labeled in ascending order, starting
sea level, a minus sign replaces the
with V1. Upon power up, the digital
boxed hash marks.
readouts for the set bugs are amber
dashes. As the VSPEEDS are set on Invalid altitude data removes the
the MFD menu, the digital readouts digits, tick marks, and chevrons, and
follow the readout on the MFD and places a red X over the tape.

March 2009
Avionics
A description of the altitude/altime- maneuver. At this time, the set data
ter annunciations associated with the turns amber. Once the aircraft is
altitude display follows. Refer to within 200 ft of the preselected alti-
specific numbers [(1) to (10)] in the tude (250 ft for Phase I), the data
following discussion to locate these turns back to cyan. After capture, the
annunciators on the Altitude Dis- aircraft reenters the altitude alert
play, see Figure 5B-11 operating region if it departs more
than 200/250 ft from the selected
Altitude Select Display
altitude. A momentary audio alert
Data for the altitude select display sounds when the aircraft is 1,000 ft
(1) is at the top of the altitude scale. from the preselected altitude or has
On power up, five cyan-colored departed 200/250 ft from the select
dashes appear. The data is set with altitude after capture. Five amber
the ALTITUDE PRESELECT knob dashes replace the display when alti-
on the lower right side of the MFD tude preselect data goes invalid.
bezel controller (see Figure 5B-12).
Metric Altitude Digital Display
Turning this knob one click synchro-
and Barometric (BARO)
nizes the displayed altitude to the
Altimeter Setting
current barometric altitude. The alti-
tude can be set from -1,000 to A digital readout of the actual metric
60,000 ft in increments of 100 ft. altitude in meters (4) appears directly
The set data is cyan colored. below the barometric altitude setting
display. The metric value is available
When the aircraft is within the alti- only when hectopascals (hPa) is
tude alert operating region, the set selected as the reference for the baro-
data turns from cyan to amber. When metric altitude setting on the display
a departure from the selected altitude controller. The altitude data appears in
occurs, the select display also green with a white M tag. The data
changes from cyan to amber. range is from -305 to 18,290 m with a
The altitude alert operating region is resolution of 5 m. Amber dashes
that area within 1,000 ft of the prese- replace the digital display when alti-
lected altitude during a capture tude data goes invalid.
Altitude Display Diagram
6 ALTITUDE
140 00 1 ALTITUDE 50
50 00
00 COMPARISON
SELECT DISPLAY MONITOR
A A
A ANNUNCIATOR
L L
L
10 T T
T
ALTITUDE 4500
14500 8 ALTIMETER
TREND VECTOR 2 ALTITUDE
AND SCALE DISPLAY REFERENCE
LINE 43
4300
14300 00
3 BELOW 10000
FEET MARK
14000 5 7
9 ALTITUDE
SELECT BUG BAROMETRIC LOW ALTITUDE
ALTIMETER SETTING AWARENESS
4 METRIC 29.92 IN IN INCHES 29.92 IN

3047 M 3047 M
ALTITUDE HPA HECTOPASCALS
DIGITAL
5B-11 DISPLAY

September 2005
CAE SimuFlite
The barometric pressure setting (5) is Altitude Comparison Monitor

directly below the altitude tape and is Annunciator
controlled by a BARD knob on the
A miscomparison of ±200 ft (or
right side of the PFD bezel controller
(Figure 5B-12).
greater) between the two MADCs
activates the comparison monitor
The IN/HPA button on the display (6) and annunciates an amber ALT
controller (Figure 5B-12) allows vertically in the upper right inside
selection in either inches of mercury edge of the airspeed tape. The
(IN) or millibars (HPA - Hectopas- annunciation flashes for 10 seconds
cals). Pressing the STD button on then goes steady.
the PFD bezel controller changes the
baro setting to 29.92 inHg (or 1,013 Low Altitude Awareness
hPa). If the onside display controller Descending through 550 ft radio
is invalid, the symbol generator altitude causes a horizontal line (7)
defaults to the last selection (IN or representing zero radio altimeter to
HPA). The baro set data is always rise from the bottom of the altime-
cyan colored with a white label. ter tape. Below this line, all altim-
When set to IN, the BARO range is eter scale markings are removed
0.00 to 79.99 in increments of 0.01 and the altimeter tape is shaded
inHg per click. When set to HPA, the brown. The horizontal line disap-
range is 0 to 7999 in increments of pears at radio altitudes of 60 ft and
one hPa per click. Millibars and less. At radio altitudes of zero ft,
Hectopascals are numerically the the brown shading touches the
same. Four amber dashes in the form altimeter reference line and the
of "--.--" for IN or "----" for HPA entire lower half of the airspeed
replaces the display when baromet- tape is brown. An invalid radio alti-
ric correction data goes invalid. tude removes the brown shading
Invalid altitude preselect data and horizontal line.
removes the bug.
ABV TA 14.5 - 12
CRS VOR1
360 FL
+I
° 27.4NM 1000
-12 25
N 3
33 3
2 TCAS 315
30
45.0
6
AUTO -10
1 HDG -05 TAS
W
360
E
0 1000 234
WX GSPD
24
12
VOR2 1 TGT 245

21
15
2 -3
S
STAB 00
HDG GSPD 3
360 23
225 KTS VNAV VSPEEDS TERR ALT
100 00
BARO
STD
BAROMETRIC ALTITUDE
ADJUSTMENT PRESELECT
SC IN GSPD
HSI ET NAV FMS
CP HPA TTG
NAV ADF NAV ADF

OFF FMS OFF FMS
TEST
OFF
ADI DH
BRG DIM TST BRG
5B-12

September 2005
Avionics
Altimeter Reference Line A description of the displays and
annunciations associated with the
The altimeter reference line (8) at
vertical speed display follows. Refer
the center of the altimeter rolling
to specific numbers [(1) to (5)] in the
digits display is the only reference
following discussion to locate these
point for the altitude trend vector. items on Figure 5B-13, next page.
Altitude Select Bug Flight Director VS Target
The cyan colored altitude select bug Display and Bug
(9) travels along the left side of the The VS target (1) and bug (2) appear
altitude tape and appears on the scale only when selecting the VS flight
across from the altitude value set in director mode; the digits for this VS
the altitude alert select display. The target appear within a white box
bug is notched to fit the 1,000 or 500 above the VSI. Vertical speed
ft altitude tape chevron format. If the appears as cyan digits inside a white
bug moves off the current scale box within the VS scale, with a cor-
range, half of it remains unfilled on responding cyan VS target bug
the scale to indicate it is set beyond inside the VS scale.
the altitude range displayed.
Vertical speed is set using the VS
The altitude select bug is not dis- button on the flight director mode
played on power-up. Set the bug selector (see Figure 5B-9). The
using the ALTITUDE PRESELECT vertical speed target valve default to
knob on the right side of the MFD the current vertical speed. Turning
bezel controller. the PITCH wheel on the autopilot
controller (see Figure 5B-10) will
Altitude Trend Vector and Scale change the default target.
The altitude trend vector (10) is a
magenta-colored line or tape that
starts at the altitude reference line
and moves vertically along the left
side of the altitude tape. It provides
an indication of the rate of altitude
change by extending up for positive
vertical trends and down for nega-
tive values. The vector represents a
prediction of what the altitude will
be in seven seconds (ten seconds
for Phase I aircraft) if the current
vertical speed is maintained. The
altitude trend vector is not dis-
played when vertical speed is
invalid.
Vertical Speed Display
Vertical speed data is developed in
the MADCs, the IC-600 DGCs, for-
wards the digital formatted data to
the PFDs where it is generated into a
visual display.

March 2009
CAE SimuFlite
Vertical Speed Indicator (VSI) Standby Airspeed/

The VSI (3) resembles a standard Altitude/Attitude/Indicator
analog scale and pointer, reading in
A Meggitt Avionics Secondary Flight
thousands of ft (to 3,000 ft) with tick
Display System (SFDS) combines
marks at 500 ft.
standby attitude indicator, altimeter,
The scale is white with a green and airspeed indications into one com-
pointer. An invalid vertical speed posite instrument (Figure 5B-14).
removes the vertical speed pointer This DC-powered active matrix LCD
from the display. indicator also includes a Mach indica-
A pointer rotates about a point out- tion in the instrument.
side the actual display. The pointer The SFD contains solid state inertial
limits are ±3,500 fpm. For vertical sensors for the measurement and
speeds greater than ±3,500 fpm, the presentation of pitch and bank atti-
pointer is positioned near the end of tudes. Application of 28V DC power
the scale and the digital display to this system starts the attitude ini-
gives the actual vertical speed value. tialization process, which lasts for
Vertical Speed Digital Display 180 seconds, by displaying an atti-
tude initializing message in yellow
Vertical speed is a fixed-scale meter
on the SFD. The aircraft must
movement type display (4) with
remain stationary during the initial-
green digits inside a white box on
ization process, or the unit will start
the zero reference line. The scale is
the entire 180 second initialization
nonlinear, providing increased reso-
process over again. If the Meggitt
lution around zero vertical speed. A
unit fails to initialize on the second
digital readout of the actual vertical
attempt, it must be turned OFF and
speed appears in the center of the
turned ON again to attempt another
scale. The digital display has a reso-
180 second initialization cycle. Dis-
lution of 50 fpm and accommodates
patching the aircraft without an
rates of climb or descent of 9,999
operational SFD is not recom-
fpm. An invalid vertical speed also
mended.
removes the display and the digital
readout box. A rolling tape on the left side of the
Vertical Speed Reference Line display shows airspeed. The tape is
marked in one knot increments with
The vertical speed reference line (5) a rolling digit display in the center.
represents level flight, or vertical The airspeed display becomes active
speed zero. at 40 knots. The Mach number
VERTICAL SPEED DISPLAY
appears in the upper left corner and
has a range of 0.35 to 0.99 Mach.
1
VS TARGET
2000 DISPLAY The attitude display has an instanta-
5 3
VERTICAL
SPEED 2
neous range of 360° of bank and 50°
REFERENCE
LINE
of pitch. A moving tape, calibrated
VS DIGITAL
4 in 100-ft increments, on the right
0 1500 DISPLAY side of the display includes a rolling
2 1 3
digit depiction of altitude.
VS TARGET VERTICAL
BUG 2 SPEED
INDICATOR
3
5B-13 5B-14

March 2009
Avionics
Barometric data is set in the altitude information, and should not be
display by a knob on the bottom flown as a flight director.
right of the bezel. Clockwise rota- The ILS can be flown by reference
tion increases the pressure setting to the ILS localizer and glideslope
and counterclockwise decreases it. display on the standby HSI.
The setting appears simultaneously
in hectopascals (millibars) at the top
AOA System
right of the display and in inches of The Angle Of Attack (AOA) system
mercury at the bottom right. provides a visual indication of wing
lift-loading to allow the pilot to
Failure flag indications for airspeed
maintain a safe margin above stall
and altitude are red crosses covering
speed. The AOA system can be used
the appropriate tape box, with all
as a reference for approach speed
indications removed from within the
(1.3 VS1) at all aircraft weights and
box. The failure flags for the Mach
indication and Baro Setting are a center-of-gravity locations at zero,
series of four red dashes in the takeoff, take-off/approach, and land-
appropriate display area. ing flap positions.
A light sensor on the bottom left side The AOA system consists of:
of the instrument case provides n a vane-type angle-of-airflow sen-
ambient light level data to the back sor on the right forward fuselage
light control system to ensure opti- (Figure 5B-15)
mum display brightness. The light- n a signal summing unit
ing level is controlled manually from n a vane heater monitor
the center instrument panel light n a round AOA indicator on the
rheostat.
pilot's instrument panel (Figure
The navigation display is selected by 5B-16)
the APR button on the bottom of the n an AOA low speed range ribbon
display bezel. Pressing APR results
on the lower portion of the air-
in display of ILS localizer and
speed tape in the EADI section of
glideslope information from the
the pilot's PFD
NAV 1 receiver. Although the pre-
sentation in the Meggitt display is n an optional approach indexer on
similar to the cross pointer flight the glareshield.
director display, this unit does not
contain flight director command
5B-15 5B-16

March 2009
CAE SimuFlite
Signal Generation AOA Indicator

WARNING: If the AOA vane
heater fails and the vane becomes The vane-type angle-of-airflow sen- The AOA indicator, marked from 0.1
iced, the stick shaker may not oper- sor detects the angle of airflow and to 1.0, has colored arcs that indicate
ate at normal approach speeds. deflects accordingly. The wedge the approach and landing, caution, and
shaped vane streamlines with the rel- warning angles-of-attack (Table 5B-B).
ative airflow and causes a transducer Lift being produced appears as a per-
to send signals to the signal sum- centage of stall angle and is valid for
NOTE: High AOA is analogous ming unit, which is under the floor all configuration and weights. At 1.0
to low airspeed; low AOA is analo- of the aft cabin baggage compart- on the indicator, full stall occurs and
gous to a high airspeed. ment. Signal inputs concerning flap 100% of the available lift coefficient is
position are also received by the sig- being produced. At 0.1 on the scale,
nal summing unit. It then compen- near zero lift is being produced.
sates for the flap position and The reference index at 0.85 indicates
transmits the information to the where low-speed buffet begins. The
AOA indicator, the low airspeed 0.6 index represents the optimum
awareness indicators on the PFDs, landing approach speed (VREF).
and the optional indexer. Indications
are accurate throughout the weight Approach Indexer
and CG range of the aircraft. An optional heads up approach indexer
on the glareshield has a red chevron, a
Stick Shaker green circle, and a yellow chevron. The
The pilot's control column has a stick indexer provides a visual AOA display
and activates once the nose gear is
shaker about nine inches down from
down and locked and weight is off the
the control wheel and on the forward
main gear squat switches. There is a 20-
side (Figure 5B-17). The stick shaker,
second delay after takeoff before the
5B-17 which provides tactile warning of an indexer activates
impending stall, is activated by the
AOA transmitter at 0.79 to 0.88 The red chevron points down to indi-
(depending on the flap setting). The cate that pushing the nose down cor-
AOA transmitter causes the stick rects a high AOA; decrease the AOA
shaker to be powered when the proper to eliminate this deviation. The green
threshold is reached. circle indicates an on-speed AOA. The
yellow chevron points up to indicate
The aircraft should not be flown if the that pulling the nose up corrects a low
stick shaker is found to be inoperative AOA; increase the AOA to eliminate
on the preflight check, or if the AOA this deviation. Five different combina-
system is otherwise inoperative. tions of the chevrons and the circle are
possible (Table 5B-C), next page.
Arc Color Arc Width Indication

No color 0.1 to 0.57 Normal operating range; except for approach and landing
White 0.57 to 0.63 Approach and landing range; 0.6 indicates optimum landing approach speed
(VAPP VREF)
Yellow 0.63 to 0.85 Caution area; aircraft approaching critical AOA

Red 0.85 to 1.0 Warning zone just prior to stall buffet and continuing to full stall; stick shaker
actuates at 0.79 to 0.88
Table 5B-B; Angle-of-Attack Indicator Legend

March 2009
Avionics
Power Supply & Anti-icing The vane/sensor is heated for anti-
icing with the PITOT & STATIC
The AOA system uses 28V DC from
switch ON (see Figure 5B-5). An
the Left Main Extension bus for opera-
indication of a vane/sensor heater
tion and anti-icing. If the AOA system
failure is the illumination of an
loses power or fails, the indicator
amber AOA HTR FAIL annunciator.
pointer deflects to the top of the scale
and stows at 1.0 on the indicator.
Condition AOA Indexer Annunciation

AOA high Red chevron illuminates/flashes
AOA slightly high; speed Green circle dims and red chevron
decreases from reference illuminates
AOA correct; speed is on Green circle illuminates
reference
AOA is slightly low; speed Green circle dims and yellow chevron
increase from reference illuminates
AOA low Yellow chevron illuminates
Table 5B-C; AOA Indexer Annunciation

September 2005
CAE SimuFlite
Communication Indication and Control
PULL
USE STBY CHAN 25K
COMM1
CHAN OFF PULL
TEST
FAN
PULL
USE STBY CHAN 25K
COMM2 OFF PULL
CHAN TEST
FAN
USE STBY
NAV1 OFF PULL
ID
USE STBY
NAV2
OFF PULL
ID
FL
ADF
USE STBY/TIMER
ADF RFQ FLT SET

ADF BFO ET RST
OFF VOL
GND
IDT TST ON
SBY SBY AL
OFF
XPDR 1
VFR
PUSH
R GND
IDT TST ON
FL GND SBY AL
XPDR 2 OFF
VFR
PUSH
5B-18
EMER COMM 1 COMM ADF NAV
PASS
SPKR
1 2 1 2 1 2
2
COMM AUTO IDENT DME SPKR
1 OFF
VOLUME
H SEL VOICE 1 2 HDPH
S
D P
P K MKR
H R
5B-19 PASS SPKR MASTER 1 2 MUTE

September 2005
Avionics
Avionics equipment on the Citation
Bravo includes communications,
Audio Control Panels
Separate audio control panels (Fig-
Avionics
navigation, and pulse equipment.
Two Very High Frequency (VHF)
ure 5B-19) provide individual selec-
tion by either pilot to control audio
Equipment
Communication (COMM) transceiv- source selection and microphone
ers, two navigation receivers, two output selection; buttons or switches
transponders, and a single Auto-
select the radio(s) connected to the
matic Direction Finder (ADF)
headphones or cockpit speakers.
receiver are mounted on a consoli-
dated control panel (Figure 5B-18) Three-position SPKR/OFF/HDPH
on the center instrument panel. Two switches enable all audio inputs to
fans cool the communications rack: be selected to the speakers or head-
fan one is internally located in the phones. A two-position IDENT/
rack and has two units and fan two is VOICE switch is used in conjunc-
beneath the cockpit floor and pro- tion with the NAV and ADF
vides cool air through ducts. The switches to monitor either voice or
FAN 1 and FAN 2 annunciators at coded identifiers. Two concentric
the top of the panel illuminate to MASTER VOLUME knobs control
warn of a malfunction of the cooling the headset or speaker volume of all
fans. selected audio sources. A PASS
An optional TCAS, second ADF, SPKR VOLUME knob controls the
flight data recorder, and Emergency output volume of the passenger com-
Locator Transmitter (ELT) may also partment speaker.
be available.
A rotary microphone selector switch
Please refer to the Operating Manual, has four standard positions.
AFM Supplements, and applicable n COMM 1 or COMM 2 connects
Pilot's Guides for specific operating
the microphone in use to the
procedures and limitations.
respective VHF transmitter.
Communications n
PASS SPKR allows for announce-
ments to passengers through the
Communications equipment includes:
cabin speakers, but in the PASS
n
dual audio control panels (amplifiers) SPKR position, the COMM 1,
n
dual VHF COMM transceivers COMM 2, and HF AUDIO (if
installed) are muted.
n optional High Frequency (HF)
communications n
EMER/COMM 1 provides for use of
COMM 1 when operating with the
n cockpit voice recorder
battery switch in EMER. The
n
optional Emergency Locator bea- EMER/COMM 1 bypasses the audio
con/Transmitter (ELT) amplifier, necessitating the use of a
n
static discharging headset to receive, and volume con-
trol is available only at the radio.
n optional flitefone passenger
address and entertainment.

September 2005
CAE SimuFlite
Transmitting remains normal from VHF Comm Transceivers

all microphone sources. An optional
audio control panel has a fifth posi- The standard VHF communications
tion to be used for the HF AUDIO installation are dual KY 196A trans-
system, if installed. ceivers and controls at the top of the
consolidated control panel (Figure
A side tone control knob, which is 58-20, next page). Each radio is a
concentric to the PASS SPKR VOL- VHF unit with a frequency range
UME knob, allows pilots to select from 118.000 to 136.975 MHz with
individual side tone volumes within 25 kHz spacing. The frequency dis-
certain limits. The side tone cannot plays are self-dimming seven seg-
be completely removed; some side ment gas discharge digital readouts.
tone will always remain. When the
control knob is positioned, side tone If during ground operation radio
volume for all of the transmitters transmissions are blocked by sur-
being operated from the respective rounding terrain or structures, use
audio control panel, including the the other COMM to overcome this
interphone side tone, are set. situation because of antenna loca-
tion. When flying through dry pre-
The AUTO SEL switch is also a cipitation, it is possible for static
three position SPKR/OFF/HDPH electricity to build up and cause the
switch that automatically selects the VHF COMMs to automatically
proper speaker or headphone to squelch to a point where reception
match the position of the rotary range is greatly reduced.
microphone selector switch. All
audio sources can be monitored at Disable the automatic squelch by
any time by use of the appropriate pulling out the OFF/PULL/TEST
SPKR/OFF/HDPH switch regardless knob (on/off/volume control). This
of the microphone selector switch or restores the normal reception range,
the AUTO SEL switch positions. but causes background static in the
Pressing MKR MUTE silences the speaker or headset. Pushing the knob
marker beacon audio for approxi- back in restores the automatic
mately 30 seconds. squelch. If the headset microphone
fails to function properly, check the
The Emergency bus powers the side console switch in MIC HEAD-
copilot's audio panel, ensuring bat- SET (Figure 5B-21) and verify that
tery power to always be available the hand microphone is fully
when the BATT switch is in any engaged in its socket.
position except OFF. In EMER, the
audio normal/emergency relay KY-196A Control
relaxes and connects the pilot's The KY 196A Control uses two dig-
audio panel to the Emergency bus. If ital readouts to display the control-
the loss of both generators occurs, ling or active (USE) frequency in the
both audio panels continue to oper- left window and a pilot-selected pre-
ate with the battery switch in EMER. set (STBY) frequency in the right
COMM 1 transmit and audio are window of the CHAN display.
operative and NAV 1 audio may be
received.

September 2005
Avionics
Dimming of the digital readouts is in and in 25-kHz steps when it is
automatic and controlled by the pulled out.
background lighting. Both the USE
The channel mode allows up to nine
and STBY frequencies are stored in
frequencies and the corresponding
EAROM (Electrical Alterable Read
Only Memory), so that when the channel numbers to be recalled from
radio is turned off and then back on, memory. Rotation of either the inner
channel information is retained. or outer knob increases or decreases
When the transmitter is in operation, the channel number and the corre-
an illuminated T appears in the cen- sponding STBY frequency, one
ter of the digital display. The KY channel at a time. Enter the channel
196A is also equipped with a stuck- mode by momentarily pressing
microphone indicator. If the MIC CHAN while in the frequency mode.
switch remains keyed for two min- If there is no activity for about five
utes, the display begins flashing and seconds, the radio returns to the fre-
the transmitter shuts down, prevent- quency mode. If this occurs, the
ing jamming of the frequency. channel frequency is replaced in the
STBY window.
The KY 196A has four modes of
operation: frequency, channel, chan- In addition, the system returns to the
nel programming, and direct tuning. frequency mode by pressing CHAN
again before five seconds have
The frequency mode allows storing/
elapsed, and the status of the fre-
tuning a preselect STBY frequency
quency mode remains the same as it
while operating on another and then
was prior to entering the channel
interchanging the STBY and USE fre-
mode. When CHAN is selected, the
quencies by pressing the DOUBLE
last active frequency remains tuned
ARROW (frequency transfer) button.
and displayed in the USE window.
Use the larger, outer concentric knob
The last used channel number (1 to
on the right side of the display to
9) appears in the CHAN window
change the MHz portion of the fre-
unless no channels have been pro-
quency display. Use the inner PULL
grammed, in which case the system
25K knob to change the kHz portion
defaults to Channel 1 and dashes are
in steps of 50-kHz when it is pushed
displayed in the STBY window.
PULL
USE STBY CHAN 25K
COMM1
CHAN OFF PULL
TEST
FAN
PULL
USE STBY CHAN 25K
COMM2 OFF PULL
CHAN TEST
5B-20 5B-21
FAN

September 2005
CAE SimuFlite
When either end of the display is USE frequency display. Enter the
reached, the display rolls over and direct tuning mode by depressing the
starts again at the respective end of DOUBLE ARROW button for more
the display. than two seconds. The STBY window
frequency disappears and the window
The channel programming mode
remains blank. The tuning knobs then
allows programming desired fre-
tune the USE frequency directly.
quencies for USE in the channel
Refer to the frequency mode of opera-
mode of operation. Enter the channel tion for settings on the tuning knobs.
programming mode by pressing and
holding CHAN for three seconds. HF Communication
The last USE channel number (Optional)
flashes in the CHAN window and
Optional high frequency (HF) radios
the last USE active frequency
allow very long range communica-
remains displayed in the USE win-
tion in the 2 to 29.9999.9 MHz fre-
dow. Channel numbers from 1 to 9
quency range. The KHF-950 with
can then be selected by rotating KFS 594 Control (Figure 5B-22), if
either the small or large knob. installed at the top right of the center
Pressing the DOUBLE ARROW instrument panel, is a 150-watt
button causes the frequency associ- transceiver system that provides
ated with that channel to flash. The 280,000 frequencies at 100 Hz incre-
frequency select knobs then changes ments with 19 channel preset capa-
the frequency as described in the fre- bility in the BF band. It operates in
quency mode of operation with the AM and single side band. Upper side
exception that between rollover band (USB) is normally used for
side band operation, but lower side
points, dashes are displayed. Press
band (LSB) is available where that
CHAN to exit the channel program-
mode may be used. In TEL (AM)
ming mode, or after 20 seconds of
mode, any of the ITU telephone
no programming activity, the sys- channels (401 through 2,241) may
tem automatically exits the mode. be selected. A photocell activated
The direct tuning mode is a backup dimming circuit adjusts the bright-
mode which allows frequency ness of the display to compensate for
changes to be made directly into the changes in the ambient light level.
CH
M
H
Z
K
H S
Z T
O
HF
USB AM
VOL
TEL
LSB
(A3J)
OFF SQ
5B-22

September 2005
Avionics
Clockwise rotation of the inner con- n In the program mode, STO allows
centric OFF/VOL/SQ knob on the the selected frequency to be
bottom left side turns the receiver/ entered into the channel appearing
transmitter on and increases the vol- under the CH designation on the
ume of the received audio. The outer display.
concentric OFF/VOL/SQ knob con- n
Pressing STO clears many error
trols the threshold of the received conditions that are annunciated by
signal above which the audio is a flashing E for more than three
enabled (or squelch). Turning the seconds.
knob clockwise reduces the signal
threshold and decreases the squelch. Program any one of the 19 user pro-
grammable channels using the fol-
The knob on the bottom right side of lowing procedures.
the KFS 594 controls setting the
emission modes. Pushing in the 1. Select the channel to be pro-
inner concentric knob moves the grammed.
cursor, represented by a flashing 2. Step the cursor to the frequency
digit, from left to right. One push digits and set in the desired fre-
sets the cursor one digit to enable quency. Changing the displayed fre-
that digit to be selected as required. quency of a programmable channel
When this knob is turned, it sets the automatically places the control
digit selected by the cursor. The head in the program mode, as indi-
outer concentric knob selects the cated by the flashing dash adjacent
emission modes. Selecting LSB, to the channel number.
USB, or AM sets the radio to the
corresponding mode and displays a 3. Press STO to transfer the fre-
frequency in the control head, which quency into the T/R unit receiver. The
may be directly selected on one of flashing TX appears in the upper
the 19 user programmable channels. right of the display and the cursor
Selecting TEL (AM) sets the radio to moves to the 10/1 MHz digits.
this mode and displays an ITU chan- 4. Change the display to the desired
nel in the control head. transmit (if different from the
The STO button is used to perform receive frequency).
four separate functions. 5. Press STO again. When the trans-
n In the channel mode, pressing and mit frequency is accepted, the letters
holding STO causes the control to TX and the cursor disappear.
display the letters TX and the To operate the radio in the directly
tuned transmit frequency while tuned mode without a channel num-
the receiver monitors the transmit ber annunciated or a flashing dash,
frequency, enabling the pilot to tune the channel selector to zero and
listen for signals on the transmit then to a frequency. The zero disap-
frequency duplex channels. pears and the annunciated frequency
n Pressing STO while the micro- relocates. Other frequencies may be
phone is keyed broadcasts a 1,000 selected in a like manner as long as a
Hz tone to break the squelch of channel other than zero is not
some stations. selected.

September 2005
CAE SimuFlite
Cockpit Voice Recorder Emergency Locator

The A-200S Cockpit Voice Recorder Beacon (Optional)
(CVR) provides a continuous 120-min- The optional locator beacon (Artex 110-
ute record of all voice communications 4) system consists of a two-frequency
originating from the cockpit and sounds Emergency Locator Transmitter (ELT)
from warning horns and bells. The sen- in the aft section of the dorsal fin above
sitive microphone is to the left of the the fuselage that assists in locating the
fire tray and annunciator panel. The aircraft when downed. The external
control panel for the CVR (Figure 58- antenna for the locator beacon is on top
23) at bottom of the right instrument of the aft fuselage just aft and to the left
panel contains a TEST and an ERASE of the forward tip of the dorsal fin.
button. Holding down the TEST button
The system is activated automatically
for five seconds checks the CVR sys-
by an impact of 5 +2/-0 G's along the
tem; illumination of the green light on
flight axis, or manually by the guarded
the control panel indicates correct func-
ON/ARMED/RESET switch on the
tioning of the voice recorder system.
Pressing ERASE for approximately right instrument panel. The ON posi-
two seconds erases the entire record, tion activates the ELT and the ARMED
which can only be accomplished on the position arms the impact switch. The
ground with the main entry door RESET position electronically resets
opened. The system receives its power the ELT transmitter if it has been ener-
from the Right Main Extension bus gized by the G-switch because of a hard
through a 5 amp CVR circuit breaker landing, sudden stop, or some other
on the right CB panel and is energized cause. RESET turns off the transmitter
when the battery switch is in BATT. and rearms the G-switch.
The installation is equipped with a five- A light flashes in the cockpit when the
G switch that activates any time the air- ELT activates. Activation transmits a
craft is subjected to a five-G force. This modulated omnidirectional signal
ELT disables the system's erasure mecha- simultaneously on the VHF and UHF
ACTIVATED
WHEN LIT nism until a reset button on the G- emergency frequencies of 121.5 and
switch is pressed. The switch and unit 243.0 MHz, respectively. The modu-
EMERGENCY USE ONLY
EMERGENCY USE ONLY
ON are above the tailcone baggage com- lated signal is a downward swept tone
partment. Access to the switch is a signal that starts at approximately 1600
maintenance function since the over- - 1300 Hz and sweeps down to 700 Hz
head panel in the baggage compartment every two to four seconds continuously
ARM and automatically. Proper operation is
must be removed. The Emergency
TEST/RESET
SELECT ON Locator Transmitter (ELT) is equipped indicated by a series of quick flashes
WAIT 1 SECOND
5B-24 SELECT ARM with an underwater locator device that followed by a flash rate of once every
is located with the recorder mechanism three seconds. ELT transmitting starts
in the tailcone baggage compartment. 30 seconds after being turned on.
In the Calendar Year 2000, COSPAS/
SARSAT announced plans to terminate
satellite processing of distress signals
from 121.5 MHz/243.0 MHz ELT's on
February 1, 2009; and urged users to
switch to 406 MHz beacons. The intro-
duction of the new 406 MHz ELT also
introduced new technologies and
increased capabilities of ELT's when
5B-23 interfaced with onboard FMS/GPS
equipment.

March 2009
Avionics
Advanced 406 MHZ ELT's are capable Static Discharging
of transmitting a highly accurate GPS Static discharger wicks (Figure 5B-
location within their distress message. 25) on the wing tips, horizontal and
Thus the process of distress relief is vertical stabilizers, control surfaces,
reduced from "search and rescue" to and tailcone minimize the effects of
"get to and rescue." The coded informa-
lightning strikes on the aircraft struc-
tion contained in the ELT transmission
ture and static charges on avionics
may vary; but can include any or all of
equipment. The dischargers bleed
the following:
off accumulated static charges to the
1. Country of origin, atmosphere and direct lightning
2. A unique 15-digit hexadecimal strikes away from the aircraft. Dur-
beacon ID code ("15-Hex ID"), ing the preflight inspection, check
3. Encoded ID of the aircraft (Reg- the presence, security, and condition
istration Number) or its ICAO 24-bit of each static wick.
address (from its Mode-S transpon-
der), Flitefone VI (Optional)
4. Most recently updated GPS posi- The optional solid state Wulfsberg
tion (when interfaced with the Flitefone VI provides air-to-ground
onboard FMS/GPS equipment), telephone communications. It oper-
5. Whether or not the ELT contains ates in the ultra high frequency
a 121.5 MHz "homer." (UHF) band, is frequency modulated
The 406 MHz ELT's transmit for one (FM), and the operating frequency is
quarter of a second immediately when in the 450 MHz range. Twelve tele-
activated; and then transmits a digital phone channels are provided plus
burst every 50 seconds thereafter. Both one ground-to-air selecting calling
GEOSAR and LEOSAR satellites channel (SEL CALL).
monitor these signals. In addition, 406 The system includes the receiver/
MHz ELT's are the only beacons com- transmitter with mounting tray,
patible with the MEOSAR (DASS) antenna on the lower side of the nose
system. 406 MHz ELT's (just like the compartment, and cockpit and cabin
Personal GPS Locator Transmitters) stations. The cockpit station is
must be registered when purchased and behind and to the right of the copilot
installed. Doing so is to the operators' on the cockpit divider door. The
advantage in the event the aircraft must cabin station is mid cabin in the arm-
make an emergency landing "off-air- rest of passenger seat number six.
port." Rescue efforts could be launched
in as little as four minutes from ELT The HF/BELL OFF/PHONE switch
activation; and could dispatch to the in the base of the Flitefone has three
last-reported coordinates to within 100 functions: to silence the bell, to
meters of your location before spotting select the PHONE function, or to use
the aircraft and/or survivors. (Dispatch it in the BF mode. To use the system
time under the old frequency satellite in the PHONE function, the aircraft
detection system could be as little as 4 must be within range of a ground
hours; but could take days to locate the station to complete the call. To use
distressed aircraft). The Artex C406-1 the Flitefone in the HF mode, the
ELT beacon has an external FMS/GPS HF/BELL OFF/PHONE switch con-
interface; and the C406-N has an inter- nects the Push-To-Talk (PTT) switch
nal FMS/GPS interface capability. on the side of the phone to the HF 5B-25
radio to key the HF microphone, and

March 2009
CAE SimuFlite
select HF CABIN on the COCKPIT/ VHF Navigation

BF CABIN switch on the instrument The VHF navigation system uses dual
panel. The Flitefone also serves as a KN-53 navigation receivers to provide
cabin/flight compartment interphone, VHF Omnidirectional Radio Range
or intercom system, which can be (VOR), Localizer (LOC), and
used at any time, even in queue. glideslope capability. The receivers are
If in the range of a ground station mounted with other avionics naviga-
offering automatic dialing capability, tion and communication equipment in
and when properly dialed, the Flite- the consolidated control panel on the
fone automatically scans and locks right side of the center instrument
onto the best available ground sta- panel (Figure 5B-28). The controls/
tion, processes the number dialed, receivers of both NAV radios are one-
and completes the connection. If the piece units. All the basic functions
number is busy, the last number have a built-in self-test.
called is stored in memory for auto- Each receiver has 200 VOR/LOC
matic redial. operating frequencies and 40 glides-
lope frequencies. The VOR/LOC
Passenger Address frequencies operate in the 108.00 to
The standard passenger address sys- 117.95 MHz frequency range; 50
tem is a speaker in the cabin with MHz channel spacing provides the
controls in the flight compartment 200 distinct frequencies.
on the audio control panel. The 40 glideslope frequencies oper-
A safety chime operates in conjunc- ate in the UHF band from 329.15 to
tion with the NO SMOKING - FAS- 335.00 MHz. Glideslope frequencies
TEN BELT sign (Figure 5B-26). are paired with localizer frequencies
The PASS SAFETY switch on the so that the correct glideslope channel
is automatically selected when the
left instrument panel (Figure 5B-27)
localizer is tuned. When the pub-
controls the chime, which sounds
lished localizer frequency is used,
when PASS SAFETY or SEAT
BELT is selected.
Navigation
Navigation equipment includes:
VHF Navigation (VHF NAV)
5B-26 n Marker beacon receivers
n Automatic Direction Finder
(ADF)
n
Compass systems
n Standby HSI
n Flight Management System
(FMS)
n
Optional flight data recorder.
5B-28
5B-27

March 2009
Avionics
the glideslope frequency is also The OFF/PULL/ID knob operates as
used. The Instrument Landing Sys- an on/off/volume control as well as a
tem (ILS) combines outputs from the control for selecting voice/code
localizer and glideslope receivers to identification (ID), or only code ID
receive and display horizontal (lat- signals of VOR stations. Pulling the
eral) and vertical (glideslope) guid- knob out allows the station ID tone
ance information. This allows an signals and the station voice
established instrument approach pro- announcements to be heard. Push-
file to be followed. Multiple outputs ing it in allows only NAV voice sig-
drive the flight director, HSIs, and nals to be heard. Rotating the knob
autopilot. controls the volume of the audio sig-
nals; complete counterclockwise
Glideslope deviation appears on the
rotation turns off power to the NAV
pilots' PFDs and on the standby HSI
receiver.
when the ILS frequency is tuned and
the aircraft is within range of the Marker Beacon Receivers
ILS. If the localizer signal is unreli-
able or absent, a red X appears in the Two KMR-675 Marker Beacon
center of the PFD. If glideslope Receivers, which are remotely
information is unreliable or absent, a mounted in the lower forward part of
red X appears at the glideslope indi- the nose avionics compartment, pro-
cation on the PFD. vide marker beacon signals to the
pilots through the marker beacon
KN-53 Controls presentations on their respective
The KN-53 Controls use two seven PFDs. These receivers are in opera-
digit gas discharge displays for the tion whenever the avionics power
controlling or active (USE) frequency switches are ON and power is avail-
in the left window and a pilot- able. They operate on a frequency of
selected preset (STBY) frequency in 75.00 MHx. The marker beacon
the right window. Dimming of the antenna is near the trailing edge of
readouts is by automatic photo sens- the right wing beneath the fuselage.
ing. Dual concentric frequency select Marker Beacon 1 provides marker
knobs control the display. beacon data to the pilot's marker
Use the outer concentric knob on the beacon annunciators on the center
right of the display to set MHz in right side of the PFD and VOR,
one MHz steps; use the inner con- localizer (ILS), and marker beacon
centric tuning knob to set MHz in 50 signals to the audio control panels.
kHz steps. The frequency rolls over Marker Beacon 2 serves the same
or under, as applicable, at the end of function except for providing marker
the tuning band. Tuning of the NAV beacon data to the copilot's marker
frequencies in normal mode of oper- beacon annunciators.
ation is done in the STBY window The annunciators in the pilots' PFDs
and then flip-flopped into the USE are part time displays. A white box
window by pressing the DOUBLE in the center of the display identifies
ARROW (frequency transfer) but- the location of the marker beacon
ton. This allows retuning the desired annunciator when a localizer fre-
frequency and interchanging the old quency is tuned. The marker bea-
and new frequencies with one touch. cons are annunciated by the
The STBY window is then available appropriately colored letters: a blue
for a new pretuned frequency.

September 2005
CAE SimuFlite
O for outer marker, an amber M for KA-44B combined loop and sense
middle marker, and a white I for inner antenna.
marker. The letters appear when the
Power to the system is controlled by
marker beacon receiver is activated.
the ON/OFF/VOL knob on the right
Each marker beacon is transmitted to side of the control panel. Rotating
the audio control panel and is heard in the knob clockwise from the
the speakers/headphones, if selected, detented position adjusts the volume
and uses a different dot-dash sequence and applies power to the ADF.
and tone to identify itself.
Control of the frequency is by two
The outer marker, located from four concentric knobs to the right side of
to seven miles from the runway the ON/OFF/VOL knob. The
threshold, has a 400 Hz two dash per smaller, inner knob controls the 1
second tone. The middle marker, digits when pulled out and the 10
located 3,000 to 6,000 ft from the digits when pushed in. The larger,
runway threshold, has a 1300 Hz outer concentric knob controls the
tone with 95 alternating dots and 100 and 1,000 digits up to a fre-
dashes per minute. The inner marker quency of 1,799 Khz.
has a 3000 Hz tone with six dots per
The annunciation of FRQ in the dis-
second. As the aircraft passes over
play indicates that the frequency select
each beacon during an approach, the
knobs control the tuning of the STBY
respective annunciators flash and
window digits. Once tuned, the STBY
tones sound.
frequency may then be inserted into
The audio muting system provides the USE window by pressing the FRQ
the pilots with a method of tempo- button, which flip-flops the STBY and
rarily cutting out the marker beacon USE frequencies.
audio. Pressing the MKR MUTE
Operating Modes
switch on the audio control panels
mutes the marker beacon signal for Two modes of operation can be
approximately 30 seconds. selected by the ADF button. Pulling
out on the ADF button selects and
Automatic Direction Finder annunciates the antenna (ANT)
The KR-87 Automatic Direction mode, which provides improved
Finder (ADF) is a single unit receiver/ audio signal reception for tuning and
control in the consolidated control is used for identification. In the ANT
panel on the right side of the center mode, the ADF pointer parks at 90°
instrument panel (see Figure 5B-28, to the aircraft's heading. Pushing in
page 5B-32). The ADF system oper- on the ADF button selects and
ates in the frequency range of 200 to annunciates the ADF mode and indi-
1,799 kHz. The KR-87 control panel cates relative bearing, which also
uses two gas discharged digital read- indicates magnetic bearing on the
outs to display the controlling or EHSI display on the PFD.
active (USE) frequency and a pilot- Pressing the BFO (beat frequency
selected preset (STBY) frequency. oscillator) button selects and annun-
The system is comprised of a ciates the BFO mode, which is used
receiver, a built-in electronic timer, to better identify coded station iden-
the bearing indicator on the pilots' tifier signals from stations that are
PFDs, which must be selected on the unmodulated.
respective display controllers, and a

September 2005
Avionics
To perform a preflight or in-flight When FLT or ET modes are dis-
test of the ADF system, select the played, the STBY frequency is kept
ANT mode, causing the pointer to in memory. Press FRQ to recall it
park. Tune and identify a station and then press FRQ again to transfer
with a strong usable signal and select it to the USE frequency. While FLT
ADF mode; the pointer should seek or ET is displayed, the USE fre-
the station without hesitation. quency may be directly changed by
Wavering, hesitation, or reversals the frequency select knobs without
indicate that the station is too weak any effect on the stored STBY fre-
or that there is a system malfunction. quency or the other modes. This fea-
Timer Operation ture is useful when tuning for
stations the exact frequency of
The flight timer incorporated into which may be unknown.
the ADF always resets when the
power to it is interrupted, either by A second KR-87 ADF may be
the ON/OFF switch, the avionics installed, thereby duplicating the
master switch, or loss of power to first system. Operation of the second
the system. Read flight time before ADF would be identical to the first.
shutdown for that reason. Flight time If installed, its bearing information
may also not be accurate since it is is controlled on the PFDs by the
time from electrical power on. BRG 0 knob on the display control-
ler. A second antenna would be
The timer has two functions: Flight mounted on top of the fuselage.
Time (FLT) and Elapsed Time (ET),
which are displayed and annunciated Compass Systems
alternately by depressing the FLT/ET
button. The flight timer continues to The pilot's C14D directional gyro
count up until the unit is turned off. and copilot's C-14D compass system
The elapsed timer may be set back provide information to the EHSI in
to:00 by pressing the SET/RESET their PFDs via their respective IC-
button. It then starts counting up 600 DGCs. The C-14D compass sys-
again. Pressing the SET/RESET but- tem consists of a directional gyro, a
ton resets the elapsed time whether it flux director, two control switches, a
is being displayed or not. remote compensator, and a slaving
indicator on the PFD. The directional
To enter the countdown mode in the gyro operates on 28V DC from the
elapsed time function, depress the Emergency bus on the right circuit
SET/RESET button for about two sec-
breaker panel; therefore, power is
onds, or until the ET annunciation
available whenever the battery switch
flashes. Flashing indicates the system
is placed in BATT or EMER. In the
is in the ET set mode and a time of up
event of a DC power failure, placing
to 59 minutes may be preset into the
the battery switch in EMER regains
elapsed timer with the concentric
the pilot's C-14D and provides gyro
knobs. The preset time appears and
stabilized heading information
remains unchanged until the SET/
through the standby HSI.
RESET button is pressed again, which
starts the countdown from the preset The copilot's IC-600 does not have an
time. When the time reaches:00, it autopilot computer. Therefore, select-
begins to count up and the display ing AP XFER FD 2 on the autopilot
flashes for about 15 seconds.

September 2005
CAE SimuFlite
transfer switch (Figure 5B-29) pro- minute. If the gyro slave switch is in
vides heading guidance from the copi- AUTO at power-up, the system
lot's C-14D to the autopilot through slaves itself. If the gyro has obtained
the pilot's IC-600 computer, resulting operating speed in the MAN posi-
in the autopilot using the copilot's tion, or is otherwise unslaved while
flight director for its guidance. operating, the L/R switch must be
activated to start fast slaving action
The two position LEFT GYRO in the AUTO mode.
SLAVE control switch on the bottom
left section of the pilot's switch The RIGHT GYRO SLAVE control
panel (Figure 5B-30) includes a switch on the copilot's instrument
MAN/ AUTO switch on the left and panel operates in the same manner as
a L/R switch on the right. In the the pilot's switch.
MAN (manual) position, the C-14D Pressing the HDG REV switch (Fig-
gyro operates in unslaved (gyro) ure 5B-31) allows selection of the
mode and the EHSI compass card opposite side C-14D as an alternate
moves left or right at a rate of 30° heading source and annunciates an
per minute by toggling the L (coun- amber MAG 2/MAG 1 or DG 1/DG
terclockwise) R (clockwise) switch. 2 in the left center of the PFD. The
Manual operation gives accurate annunciation of the MAG or DG is
short term heading reference when controlled by the position of the
magnetic information is unreliable. respective GYRO MAN/AUTO
In the AUTO position, the C-14D switch. If there is no reversion selec-
gyro operates in the slaved (gyro station and both systems are selected to
bilized magnetic) mode. their own respective sources, there is
no annunciation. If there is a cross-
Under normal operating conditions, selection on both sides, the annunci-
leave the C-14D gyro slave switch in ation is white.
the AUTO position. Fast slaving in
the AUTO mode occurs at a mini- At power-up, both systems are auto-
mum rate of 30° per minute and con- matically selected to its respective
tinues at that rate until the gyro is MAG. Selection progression of the
slaved to the magnetic compass push button after powerup is first
heading. It then continually main- push to the opposite side, second
tains a slow rate of 2.5° to 5.0° per push to the original side, etc.
180
29.92IN
APR
ATT BAR
AP XFER XPDR
FD 1 ENG ALT
AP XFER
PRI SEC
FD 2
5B-29 N 3 5B-30 5B-31

33

September 2005
Avionics
Standby HSI The course deviation bar moves lat-
erally in the HSI in relation to the
The standby HSI (Figure 5B-32) is course cursor. Course deviation dots
a three-inch instrument on the right in the HSI act as a displacement ref-
side of the pilots PFD below the erence for the course deviation bar.
Meggitt SFD that provides naviga- When tracking a VOR, the outer dot
tional guidance in case of a PFD/ represents 10°, while on an ILS
flight director failure. The standby localizer it represents 2 1/2°. White
HSI displays compass heading, TO/FROM flags point to or from a
glideslope and localizer deviation, station along the VOR redial when
and aircraft position relative to VOR operating on a VOR. A red warning
radials. The compass card is gradu- flag comes into view when power is
ated in 5° increments and a lubber OFF, NAV information is unreliable,
line is fixed at the fore and aft posi- or signals from the NAV receiver are
tions. Azimuth markings are fixed at not valid. The standby HSI displays
45°, 135°, 225°, 270°, and 315° on only NAV 1 information.
the compass face. A fixed reference
airplane in the center of the HSI is A green glideslope deviation pointer,
aligned longitudinally with the lub- on the right side of the display, is
ber line markings. uncovered by a red VERT warning
flag, which is otherwise in evidence
After setting the course by a knob on when receiving glideslope informa-
the instrument, the cursor rotates in tion during an ILS approach. If an
its set position with the compass ILS frequency is not tuned and being
card. The course deviation bar, received, or the ILS signal is unus-
which forms the inner segment of able or unreliable, the deviation
the course cursor, rotates with the pointer is again uncovered by a red
course cursor. A blue ADF needle warning flag.
displays ADF 1 bearings and rotates
around the outer portion of the dial. Since the standby HSI is powered by
the Emergency bus on the right circuit
A heading (HDG) flag appears in the breaker panel and NAV 1 supplies the
instrument when the compass system VOR/ILS information to it, its heading
is OFF, the heading signal from DG 1 information is provided by DG 1,
becomes invalid, primary power to the which is also powered by the Emer-
indicator is lost, or the error between gency bus. When the standby HSI
the displayed heading and the received functions with the battery switch in
signal becomes excessive. EMER, ADF is not available.
5B-32

March 2009
CAE SimuFlite
UNS-1Csp or UNS-1Esp Flight Management It accomplishes these computations

and advises the crew of components
Limitations System or systems requiring attention and
When using the UNS-1Csp or other irregularities, such as loss of
UNS-1Esp as the primary means Universal UNS-1Csp or enough sensors to compute a valid
of navigation, or when coupled to UNS-1Esp position. In the latter situation, if
the autopilot, flight director, or sensor loss endures over a set length
PFD, the navigation equipment The Universal UNS-1Csp Flight Man- of time, the system enters Dead
software and hardware required agement System (FMS) (Figure 5B- Reckoning (DR) mode and so
by the FAR's applicable to the 33) with internal GPS sensor on the informs the pilot through a message
specific operation being con- pedestal is a fully integrated naviga- on the SRC.
ducted must be installed. Refer to
tion management system designed to
the aircraft's Flight Manual for The UNS-1Csp provides lateral
additional limitations and operat-
provide centralized control for the air- steering information to the pilot
ing information. craft’s navigation sensors, computer- through the flight director and PFD.
based flight planning, and fuel man- When connected to the autopilot, it
agement. In the dual installation of the provides roll steering commands.
Universal UNS-1Csp, the system may The VNAV function provides verti-
be configured as independent or with cal steering information via the ver-
crossfill capability. tical deviation needle. The FMS may
be coupled to the autopilot/flight
The FMS accepts primary position
director for VNAV operation if the
information from short- and long- FMS option under the VNAV menu
range navigation sensors. The pri- on the MFD bezel has been selected.
mary position data received from the VNAV guidance is not provided to
sensors is filtered within the FMS to the flight director or autopilot when
derive a “best computed position”. in the approach mode.
5B-33

March 2009
Avionics
The NAV computer also computes fuel Consult the Universal UNS-1Csp or
flow information, providing current UNS-1Esp Pilot’s Operating Man-
fuel status and aircraft gross weight ual, Universal Systems report num-
throughout the flight if fuel and gross ber 2423sv603.X (latest revision),
weight are updated prior to takeoff. for detailed operating information.
The system provides best computed
position from the scanning DME and Digital Flight Recorder
long-range navigation sensors. This (Optional)
position is used for navigating along The optional Flight Data Recorder (FDR)
the programmed flight plan and dur- records information digitally by a solid-
ing approved instrument approach
state method and far exceeds the mini-
procedures.
mum requirements for the number of
The UNS-1Csp provides advisory parameters (at least 16 parameters of con-
VNAV information for up to nine tinuously recorded aircraft and systems
waypoints on the flight plan. Vertical operation) and recording time (at least
guidance appears on the PFDs. eight hours of continuous recording).
The UNS-1Csp database incorporates The FDR system consists of a solid-
Standard Instrument Departures state FDR, a G-switch, and a remotely
(SIDs), Standard Terminal Arrival mounted accelerometer. The FDR inter-
Routes (STARs), and approaches faces with the flight guidance system to
including GPS approaches. These pro- obtain system and flight data informa-
cedures may be flown coupled to the tion. The accelerometer provides infor-
autopilot or flight director. mation directly to the FDR. The G-
If one DME is inoperative and both switch is a power interrupt switch that
NAVs are tuned to the ILS frequency removes power from the FDR to pre-
during approach, the VPU may go vent recording over data during a mis-
into DR. hap, if the recorder still has power
This does not affect the accuracy of available.
other Universal UNS-1Csp sensors. The system also contains an automatic
This situation should not occur unless delayed shutdown feature that disables
the remaining operational DME rov- the recording function after a period of
ing channel is unable to receive at eight to ten minutes upon the loss of oil
least two valid DME signals. pressure in the engines. To restart flight
n
it is not the only sensor selected data recording and reset the shutdown
for use timer, electrical power must be recycled.
n it is receiving four or more satel- Recorder operation begins upon pow-
lites, the Geometric Dilution of erup and continues until electrical
Position (GDOP) is six or less, power shuts off. Recorder operation
and the sensor is not using altitude requires no attention from crew mem-
bers. Continuous internal checking on
n the system is receiving three or
the transcribed data is accomplished by
more satellites and the GDOP,
the installation to ascertain that correct
using altitude, is 10 or less.
data is being recorded. An amber FLT
Manually entered altitude may be DATA RCDR FAIL light on the
used only after failure of the auto- annunciator panel illuminates if the
matic inputs and must be updated FDR malfunctions or power to the sys-
every five minutes. tem fails.

September 2005
CAE SimuFlite
An EVENT MARKER button on the MHz and transmits coded pulse-train

instrument panel enables the pilot to replay signals on 1090 MHz. It
mark the location of an event for later replies to Mode A (aircraft identifi-
reference. The FDR receives its power cation) and Mode C (altitude report-
from the Right Main Bus Extension ing) interrogations on a selective
through a 5-amp FDR circuit breaker on reply basis on any of 4,096 informa-
the right CB panel. tion code selections.
An underwater locating device, The mated altimeter to each tran-
which activates within four hours sponder set provides an altitude
after being submerged, is attached to reporting capability. The pilot's
the CSMU to aid in rescue/recovery MADC electronically transmits the
efforts with sonar-type equipment. altitude information to XPDR 1 and
the copilot's MADC provides like
Pulse Equipment data to XPDR 2. The encoding
Pulse equipment includes: altimeters are not switchable
between the two transponders. The
n
Dual Transponders transponders have Mode S capabil-
n
Dual Distance Measuring Equip- ity, enabling the ground station to
ment individually select the aircraft by the
programmed address assigned to it
n
Radio Altimeter
by the FAA.
n
Weather Radar.
The XPDR 1/XPDR 2 switch on the
Transponders left side of the control panel selects
the operating transponder, thereby
Standard installation includes the
placing the non-selected transponder
KT 70 Mode S Transponder System,
which consists of two units on the in the forced standby mode so that it
consolidated control panel (Figure can be selected instantly, if required.
5B-34), two external antennas on The landing gear squat switch (Fig-
both sides of the aircraft nose secure 5B-36) removes power from the
tion, and a XPDR IDNT switch (Fig- transponder circuit when the air-
ure 5B-35) on the control wheel for craft is on the ground and disables
each pilot. The transponder receives both Modes A and C, making it
interrogating pulse signals on 1030 unnecessary to select SBY.
5B-34 5B-35 5B-36

September 2005
Avionics
KT 70 Control Panel on the left side and GND is annunci-
The KT-70 uses a digital readout to ated. Modes A and C interrogations
display the pilot-selected, four-digit are inhibited.
transponder code that is set using n The ON position enables the trans-
four knobs, one for each digit. A mitter for normal operation, except
photocell on the face of the control that the altitude information of
automatically dims the display Mode C reply and the altitude fields
according to ambient cabin light. of the Mode S reply are suppressed.
The power and mode switch controls n
The ALT position causes transmis-
those functions by means of the sion of uncorrected barometric alti-
OFF, SBY, TST, GND, ON, and tude (based on barometric pressure
ALT positions. of 29.92 inHg, which is supplied by
n OFF removes power from system. the MADC) in Modes C and S inter-
n
SBY applies power to the system for rogations. ON and ALT are annunci-
warm-up and allows momentary ated respectively when either of
power interruptions which may be those selections are made.
desired without having to turn the The IDT button on the front of each
system OFF. When a transponder is transponder control performs the
in SBY, either by selecting the same function as the XPDR IDNT
power and mode switch or the switches on the pilots' control wheels.
XPDR 1/XPDR 2 switch, SBY Pressing either switch causes a dis-
annunciates in the center of the digi- tinctive return to appear on a ground
tal display. controller's radar screen for approxi-
n The TST position indicates a system mately 30 seconds after pressing and
self-test. To test the system, select releasing the IDENT switch.
the desired transponder and turn the When the transponder is turned from
selector to TST. This causes the OFF to any other selection, the unit
selected transponder to respond to displays the installer programmed air-
internal interrogation, verifying craft address and maximum airspeed
memory data and making hardware in three two-second segments accord-
and squitter checks. The transmitter ing to a preprogrammed sequence.
is disabled during the test and all dis-
play segments illuminate. If a squit- The function selector has a PUSH
ter error occurs, the transmitter is VFR function which may be prepro-
considered inoperative and the mes- grammed. Momentarily depressing
sage FO 1 appears in the altitude dis- the function selector knob causes the
play; if a memory error occurs, the preprogrammed VFR code to super-
message FO 2 (internal) or FO 3 sede whatever code was previously
(external) appears; and if a hardware entered. The ID code is immediately
error occurs, normal operation is accepted for interrogation reply
prohibited and the message FO 4 sequence. The VFR code is pro-
appears. If no errors are detected, the grammed by the following sequence:
unit remains in the test mode. 1. Place the unit in SBY.
n The GND mode position (for 2. Select the desired code (e.g.,
ground use only) turns the set ON VFR, 1200, etc.).
and enables the transponder to trans- 3. Depress the VFR pushbutton
mit Mode S reply pulses. The ID (function select knob) while holding
4096 code appears on the right side the IDT button depressed.
of the display with altitude indicated

September 2005
CAE SimuFlite
If the VFR pushbutton is inadvertently Selecting either NAV 1 or NAV 2 on

pressed, the previous non programmed the display controller automatically
4096 code may be retrieved by press- selects the DME display and annun-
ing the VFR pushbutton again for ciates DME information on the PFD
three seconds. from the respective NAV 1/2 (DME
The KT 70 Transponder has an alti- 1/2). Selecting the same NAV
tude display on the left side of the dig- (VOR) on both display controllers
ital readout that is incremented in annunciates the selection in amber to
hundreds of ft. The display annunci- indicate that both NAVs are selected
ates an FL to indicate a flight level, an to the same side. The selected DME
altitude that corresponds one above presented on the PFD is always the
sea level with the altimeter set at 29.92 same as the NAV source (VOR). In
inHg. Flight level also corresponds to case of a cross selection, the annun-
the altitude being transmitted to air ciations are white.
traffic control, and seldom agrees to DME groundspeed or time to station
the indicated altitude on the altimeter. readouts are only accurate when the
The altitude display is active only aircraft is proceeding directly to or
when altitude reporting is enabled in from the selected station. Since slant
ALT and GND modes. range is computed, groundspeed or
An R reply indicator on the digital dis- time to station accuracy increases
play illuminates when the transponder with distance from the station. The
is replying to a valid interrogation by a read-outs are considered reasonably
ground station. It illuminates for close to actual speed or time when
approximately 18 seconds after the ini- distance from the station in miles is
tiation of IDENT. equal to or greater than the aircraft's
altitude in thousands of feet.
Distance Measuring
The KDI-572 digitally displays dis-
Equipment
tances in nautical miles, ground
The standard distance measuring speed in knots, and time-to-station in
equipment (DME) installation con- minutes. All displays are in self-
sists of the following equipment: dimming gas discharge numerics.
n two DM-441B Receiver-Trans- The HOLD function on the KDI-
mitters in the nose avionics com- 572's ON/OFF/HOLD rotary switch
partment is the only provision for switching
n two KDI-572 Indicator/Controls DMEs; it also allows a DME station
on the pilot's and copilot's instru- to be held when the VOR is retuned.
ment panel. To retune the KN-53 NAV control
n two antennas on the bottom for- but retain the DME readout of the
present station, select HOLD on the
ward fuselage, below the cabin,
desired KDI-572 and the receiver
one forward of the other.
retuned. The DME will be held to
The VOR/DME tuning is controlled the previous station even though the
by the KN-53 NAV receiver on the bearing will indicate from the new
consolidated control panel. When a station. An amber H annunciates to
VOR station is tuned, the DME fre- the left of the EHSI distance display
quency is automatically tuned. The to indicate that DME frequency and
DME IDENT can be verified by information are being held. An H
selecting the appropriate DME on the also annunciates in the KDI-572 dis-
DME selector switch on the audio play to warn that the DME is in the
control panel (see Figure 5B-37), HOLD mode.
next page.)

September 2005
Avionics
Distance Measuring Equipment & Indication
SELECT VOR FREQUENCY

ON RADIO
PULL
USE STBY CHAN 25K
COMM1
CHAN OFF PULL
TEST
FAN
PULL
USE STBY CHAN 25K
COMM2 OFF PULL
CHAN TEST
FAN
USE STBY
NAV1 OFF PULL
ID
USE STBY
NAV2
OFF PULL
HDG VS ASEL
100 00 ID HDG VS ASEL
AP ENG AP ENG
100 00
240 8500 240 8500
FL
220
ADF
20 20 USE STBY/TIMER 220
20 20
10 10 20
ADF RFQ FLT SET
ADF BFO ET RST 10 10 20
200 80 00
80 OFF VOL 200 80 80
00
GND
180 10 10 IDT TST ON 180 10 10
SBY SBY AL
OFF
160 7500 XPDR 1 160 7500
29.92IN 29.92 IN
VFR
CRS VOR1 CRS
360 PUSH
+I°
+I VOR2
° 27.4NM 1000 360 57.8NM 1000
R GND
N 3 IDT TST ON N
33 3 33 3 3
FL GND SBY AL
2 2
30
OFF
6
30
XPDR 2
6
1 1
W
E
0 1000 VFR 0 1000
PUSH
24
12
24
12
VOR2 VOR2 1
15
2
21 15
S 21 S 2
HDG GSPD 3 HDG 3
GSPD
360 23
225 KTS 360 225 KTS
23
BARO BARO
STD STD
VOR 1 DEFAULT DISPLAYED 27.4NM 225KT 07MIN

VOR 2 DEFAULT DISPLAYED
ON LEFT PFD OFF
ON
HOLD ON RIGHT PFD
(SELECTABLE FROM (SELECTABLE FROM
BENDIX / KING
LEFT PFD CONTROLLER) DME INFORMATION DISPLAYED RIGHT PFD CONTROLLER)

(TYPICALLY VOR 1 ON RIGHT
VOR 2 ON LEFT)
5B-37

September 2005
CAE SimuFlite
Radio Altimeter The radio altitude warning is con-

trolled only by the RA setting on the
The radio altimeter displays accurate pilot's EADI. The copilot's EADI deci-
radio altitude (RA) at all times up to sion height selection has no effect on
an absolute altitude of 2,500 ft. The the sounding of the RA warning. The
system consists of a transceiver, associated visual displays are identi-
transmit and receive antenna, and cal to those of the pilot.
indicators. The radio altimeter oper-
ates continuously when there is When descending below 100 ft
power on the aircraft. Radio altitude above the selected RA, a black
appears in green digits in the bottom framed white box appears in the
center of the altitude sphere in the upper left side of the EADI. When
EADI displays. The altitude display the selected RA is reached, an amber
operates from -20 to 2,500 ft. MIN appears inside the box. The
Between 200 and 2,500 ft, the dis- display flashes for ten seconds and
play is in 10-ft increments. Below then goes steady. Invalid radio altim-
200 ft, it is in 5-ft increments. The eter information displays amber
display disappears above 2,500 ft. dashes on the radio altitude and deci-
sion height displays.
Decision height selection appears
digitally in the lower right side of the A low latitude awareness display,
EADI display. Selecting RA/TST on which is a brown strip along the
the display controller displays alti- right side of the PFD, is used as a
tude followed by DH. The EADI visual annunciation of the aircraft's
radio altitude range is from 0 to 990 nearness to the ground. The low alti-
ft in 10-ft increments. Full counter- tude awareness display inside the
clockwise rotation of the RA/TST bottom part of the altitude begins to
knob removes the RA display. A appear when an altitude of less than
radio altitude decision height warn- 550 ft is reached. At touchdown, the
ing sounds when the aircraft reaches low altitude awareness display
the radio altitude set on the pilot's reaches the horizon line.
EADI; audible "minimums" is heard.

September 2005
Avionics
Outputs from the radio altimeter sys- is held down, and then displays the
tem are used to desensitize the flight current set altitude for the remainder
director and autopilot as the aircraft of the test.
passes 1,100 ft AGL with the glides-
The radio altimeter TEST cannot be
lope engaged during an ILS approach.
If the radio altitude is invalid, gain accomplished when the APR cap-
programming becomes a function of tured function of the flight director is
nose gear extended, glideslope cap- in operation. A radio altimeter sys-
ture, time, and airspeed. tem check results if the test is
accomplished from either the TEST
Functional testing of the radio altim- button on the optional conventional
eter system and the EADI display indicator or the TEST button on the
digital readout is accomplished on display controller. However, the
the ground by pressing the TEST horn check depends on the DH alti-
button on the display controller. The tude set on the pilot's EADI display.
following displays occur: radio alti- Testing the radio altimeter system
tudes of 50, +5, -5 ft are indicated with the TEST button on the display
until the button is released, at which controller also tests the EMS failure
time the actual altitude is displayed. flags and annunciators in the flight
The decision height window dis- director mode selector.
plays dashes when the TEST button

September 2005
CAE SimuFlite
Weather Radar and Controllers

360 FMS
360
MAG2
27.4NM
KDVT
MAG2 FMS
V1 TRAC1 34:23 340 FMS1 TAS
7MIN
0
27.4NM
3.1 34:23 KDVT
1236Z
N
GS
V1 TRAC1 340 FMS1 TAS
7MIN
0
TTG
1:20
54 33
PLAB1
3
0
3.1 N
33 6 1236Z GS
N
30
PBDO1
54 33
3
0
LL01
TTG PLAB1
30
PLAB2 50
KDVT
1:20
33
+10
6
3
N
30
50 50 PBDO1
TCAS TEST LL01
ABV +02RA 12.5 + 12
TA 14.5 - 12
30
FL PLAB2 50
-12 +10 25 KDVT
-05
DME 1 CEOLA DME 2
+10
3
1.6
TCAS TTT 3151.6
TTT 45.0
AUTO -10
TTT
HDG -05 +02 TAS25
TAT
50 50
WX RCT
360 234
TCAS TEST
WX5 . 0 FL GSPD
SAT 25
ABV +02RA 12.5 + 12
TGT ABV 245 TA 14.5 - 12
-3 TCAS TEST ISA +10 FL
LX
STAB RA 1.8NM -13 00
MAP WX/TERR TEXT MFD GRDPRX CURSOR RNG
PLAN TRAFFIC
VNAV VSPEEDS TERR
DISP CTL
ALT
100 00
-12 +10 25
-05
DME 1 CEOLA DME 2
1.6
TCAS TTT 3151.6
TTT 45.0
AUTO -10
TTT
LDG GEAR HDG -05 +02 TAS
TAT 25
WX RCT
360
UP DOWN
NOSE 234
ANTI- LH RH
15 WX5 . 0 FL GSPD
SAT 25
245
20
HORN SKID
SILENCE ON
10
3
4 5
6 25
SET
TGT ABV
GEAR
UNLOCKED 5
2 7
FL -3 TCAS TEST ISA +10
30
LX
8
STAB RA 1.8NM -13

1
00
9
DIFF 35
PUSH PRESS 40
OFF
0 45 MAP WX/TERR TEXT MFD GRDPRX CURSOR RNG
CABIN ALT
x1000 FT
RAT VNAV VSPEEDS TERR ALT
PLAN TRAFFIC DISP CTL 100 00
GND IDLE
DEPRESSURIZE
HIGH MANUA
BEFORE LANDING
AUX GEAR M UP
CONTROL A
N
1. PULL & TURN NORMAL AUTO U
A
TEE HANDLE L
45° CW TO DOWN
UNLOCK
2. PULL ROUND PRESS SYSTEM SELECT
KNOB TO BLOW
GEAR DOWN
LH FULL RH
FLAPS 0°
UP
TRIM T
NOSE H
R T.O &
DOW APPR 15°
O
T 200KIAS
T
L
T E
O
NOSE
LAND 40°
174KIAS
ENGINE SYNC
OFF
OFF
FAN TURB MUST BE OFF
FOR TAKEOFF
RETRAC
& LANDING
MAP
TCAS WX NORM EMER
EXTEND PLAN
MAP
TCAS WX NORM EMER
PLAN
INC MFD
INC MFD VOR RCL SKP
RNG
VOR RCL SKP
RNG
SG HSI
DEC
APT DAT
MODE DIM
PAG ENT
SG HSI
APT DAT PAG ENT
NAV VNAV AFIS FPL ON BRT PLAN HDG TUNE DEC
HOLD
MODE DIM
MSG 1 2 3
P
R 4 5 6
V
N 7 8 9
X
T # 0 ±
D GLOBA
BAC
A B C D ENTER E F G H
I J K L M N O P Q R
S T U V W X Y Z SP
RCT STAB TGT SECT
PULL WX GMAP
RCT STAB TGT SECT
VAR SBY FP +
PULL
VAR SBY
WX GMAP
FP
TEST
+
OFF TEST 0 15
OFF 0 15
MIN
GAIN
MAX
RADA TIL
-
-
MIN MAX
COURSE HEADING COURSE GAIN RADA TIL
PUSH PUSH PUSH
DIR SYNC DIR

September 2005
Avionics
Weather Radar intensity. Cyan denotes the least
WARNING: On the Primus 650
reflective surface and magenta rep-
The Primus 650 WX weather radar series radar, the area within 15 ft
resents the most reflective surface. of an operating weather radar sys-
is standard equipment on Units 0801
thru 0844; however, the Primus The controls on the weather radar tem constitutes a hazardous area.
650/660 Color Radar System is system include the following. On the Primus 660 series radar,
offered as standard equipment on the area within 30 ft. of an operat-
The TILT rotary control switch ing radar system constitutes a haz-
Units 0845 and subsequent. The
selects the tilt angle of the antenna ardous area. Do not operate the
radar system consists of a receiver
beam with relation to the Earth's radar system within these dis-
transmitter-antenna, and on Units
plane within a range of 15° upward tances of personnel or flammable
0845 and on, a remote operating or explosive material, during fuel-
to 15° downward.
control panel on the pedestal (See ing operations. For ground opera-
Figure, facing page) which inter- The RADAR MODE SWITCH is a tions of a radar system, position
faces with the MFD at the forward six-position rotary switch with the the aircraft facing away form
end of the pedestal. The primary dif- following modes: buildings or large metal struc-
ference between the two units is an tures that are likely to reflect
n OFF - removes power from the
approximate sixfold wattage energy back to the aircraft.
system
increase on the newer units. For
other operating differences, refer to n SBY - indicates system warming
the appropriate Operating Manual. up but antenna is stowed and
transmitter is disabled
The Primus 650/660 system is an X-
band alphanumeric digital radar dis- n WX - places system in the opera- WARNING: The weather radar
tional mode selected by the HSI system performs only the func-
play designed for weather location,
tions of water detection and ground
analysis, and ground mapping (see switch on the display controller
mapping. It should not be used or
MFD Primus 650/660 Color Radar n GMAP - places system in the relied upon for proximity warning,
Indicator). The system operates in ground mapping mode and anti-collision or terrain avoidance
conjunction with the PFDs and MFD enhances ground targets; do not
to provide radar video to the EHSI
use GMAP for weather detection
displays. The MFD display serves as
because weather-type targets are
the primary indicator for the weather
not calibrated in the GMAP mode
radar display, which is controlled by
the WC650 Remote Radar Controller. n FP - provides extended range dis-
play of navigational data or places
The system displays storm intensity
the system in the SBY mode if no
in five levels of color. The display is
radar data is presented
dark for weak or no returns. As
storm intensity increases, color pro- n
TEST - activates the self-test
gresses from green to yellow to red, mode and displays a test pattern
and then to magenta where green (transmitter is on and radiating).
represents light rainfall and magenta The GAIN rotary switch adjusts sen-
represents the heaviest rainfall. The sitivity of the radar receiver.
system senses precipitation, not Receiver gain is fixed and calibrated
clouds. in the PRESET position. Selection
In the ground-mapping mode, the of RCT overrides the GAIN control
system uses black, cyan, yellow, and setting causing the receiver gain to
magenta to represent reflected signal be fixed and calibrated.

September 2005
CAE SimuFlite
The UP/DOWN arrows on the display to vary with altitude;

RANGE switch permit range selec- annunciates the OFF condition
tion from 5 to 300 NM full scale in above the button when disabled.
the ON mode or 5 to 1,200 NM in the On the 660 series, pressing STAB
FP mode. The UP arrow selects four times in quick succession
increasing ranges while the DOWN removes the unit from Forced
arrow selects decreasing ranges. A Standby (FSBY) back to normal
100 NM range is presented when the operation.
system is initially turned on. The last
range selected is remembered when
n
TGT - Enables the target alert
switching between ON and FP. WX function.
range overrides the RNG/INC/DEC n
SECT - Selects either full azimuth
switch on the MID controller (see scan angle (120°) or sector scan
Figure on page 5B-46) when WX (60°) and fourteen looks per min-
mode is selected. ute versus 28 looks per minute.
The remaining four pushbuttons Two other controls for the weather
across the top of the weather control- radar system are on the PFD and MFD
ler are: controllers. The HSI button on the
PFD controller displays FULL (360°)
n RCT - Enables the Rain Echo
or WX (90°) modes; WX returns can
Attenuation Compensation Tech-
also be displayed on the PFDs when in
nique (REACT) blue background
the WX mode. The WX button on the
field to indicate ranges at which the
MFD controller displays weather
receiver calibration has been
radar data with the MAP mode on the
exceed-ed; annunciates the REACT
MFD. If in the PLAN mode, the selec-
OFF condition above the button.
tion of the MAP mode is forced when
n STAB - Permits disabling the WX is selected.
antenna stabilization causing the

September 2005
Avionics
The different radar operating mode condition, the TGT turns to amber as
annunciations (Table 5B-D) are long as the alert condition persists.
annunciated in the mode field on the Variable gain indication is annunci-
lower left side of the PFD or MFD ated by an amber VAR in the same
display. Below the mode field, the field as the target alert; however,
antenna tilt angle appears preceded TGT mode/alert has the higher pri-
by a blank for positive values and a ority. When full compass mode and
minus sign for negative values. WX are on, a magenta TX appears
Directly below the tilt display is the in the mode field. Also, if WX fails
target mode, or variable gain in the TEST mode, an amber FAIL
indicator. appears in the mode field along with
a failure code in the tilt field. If
When TGT mode is selected, a green
more than one code is associated
TGT annunciation appears on the
with the failure, the numbers toggle
variable gain indicator. When the
between the different fault codes.
receiver/transmitter detects an alert
Display
Operating Mode Feature Selected
Mode Annunciation TGT Area
WAIT Any Selection WAIT (Green) –
STANDBY – STBY (Green) –
FORCED STANDBY – FSTBY (Green) –
TEST – TEST (Green) or –
FAIL (Amber)
WX NONE WX (Green) –
VAR WX (Green) VAR (Amber)
TGT WX (Green) TGT
RCT RCT (Green) –
RCT/TGT RCT (Green) TGT
FLIGHT PLAN NONE FPLN (Green) –
FPLN/TGT FPLN (Green) –
GMAP NONE GMAP (Green) –
VAR GMPA (Green) VAR (Green)
Table 5B-D; PFD WX Radar Operating Mode Annunciators

September 2005
CAE SimuFlite

September 2005
Avionics
This section describes flight instru-
ments unrelated to the pilot/static,
the clock through the individual dig-
its while the CTL sets them. When Other
Instruments
flight control, auto pilot, communi- the final digit has been set, pressing
cations, and navigation systems. SEL exits the setting mode and starts
These include: the clock. To select the other clock
n
Davtron Digital Clock modes, press SEL; the GMT, LT, FT,
or ET light illuminates to indicate
n
Outside Air Temperature Indicator the selected mode.
n
Magnetic Compass
The clock can also be used as a stop-
n
Flight Hour Meter. watch (to time approaches, etc.) and
for an elapsed time count down, both
Digital Clock of which can be set to a maximum
time of 59 minutes and 59 seconds.
Two Davtron M877 digital clocks
(Figure 5B-38) display local time To use the clock as a stopwatch,
(LT), Greenwich Mean Time select ET with the SEL button and
(GMT), Flight Time (FT), and two press CTL to start the timing. Once
versions of Elapsed Time (ET) - the clock reaches the maximum min-
count up or count down. Each clock utes and seconds, it then switches to
has two function buttons, SEL hours and minutes and continues up
(select) and CTL (control). The SEL to 99 hours and 59 minutes. Pressing
button is used to select the desired CTL resets the elapsed time to zero.
function and the CTL button to start To use the clock as an elapsed time
and reset the selected mode. The count down, select ET and enter set
normal operating mode is the display mode by pressing both buttons
of either LT (12-hour format) or simultaneously. When the last digit
GMT (24-hour format). is set, press SEL to exit the set mode
then CTL to start the countdown.
Pressing both buttons puts the clock The display flashes when time
into the time-setting mode. The tens reaches zero, after which the ET
of hours digit flashes and can be set/ counter will count up. Pressing the
incremented by the CTL button to CTL button again resets ET to zero.
change the time. Pressing SEL steps A flight time alarm mode is also pro-
5B-38

September 2005
CAE SimuFlite
vided which flashes the clock dis- Magnetic Compass

play when the desired flight time is
reached. Select FT with the SEL but- A standard, liquid-filled magnetic
ton to set the alarm function. The compass above the glareshield (Fig-
clock may be tested when power is ure 58-40) provides magnetic head-
on by holding the SEL button down ing information. The compass
for three seconds. The display contains provisions for maintenance
should show 88:88 and activate all personnel to adjust the unit to com-
four annunciators. pensate for aircraft generated mag-
netic fields. A correction card near
Outside Air the compass provides a record of
Temperature recent adjustments to the compass
and compass deviation errors. Head-
An Indicated Outside Air Tempera- ing information from the compass is
ture (IOAT) indicator (Figure 5B- only accurate in straight and level,
39), identified as a RAT (Ram Air unaccelerated flight.
Temperature) indicator, on the upper
side of the center instrument panel Flight Hour Meter
displays air temperature uncorrected
for ram rise. Either Celsius or Fahr- A quartz hour meter (Figure 58-41)
enheit readings may be selected on displays the total flight time on the
the face of the instrument. The aircraft in hours and tenths. The
gauge uses 28V DC from the LH landing gear squat switch activates
Main Extension bus for operation the meter when the weight is off the
and 5V AC for lighting. The temper- gear. A small indicator on the face of
ature probe in the left rudder fin ram the instrument rotates when the hour
air inlet provides this information. meter is in operation.
5B-39 5B-40 5B-41

March 2009
Avionics
The Primus 1000 Integrated Avion-
ics System is a fail-passive, complete
bearing, pitch and roll attitude, air-
speed, altitude, vertical speed, Flight Control
automatic flight control system. It
replaces the conventional ADI and
selected altitude target with alert
annunciator, barometric altimeter set- Systems
HSI with displays that duplicate these ting, radio altitude, course deviation,
instruments electronically. glideslope deviation, to from indica-
The primary component of the sys- tions, and DME indications. The IC- NOTE: Refer to applicable pilot’s
tem is the IC-600 Display Guidance 600 DGC is the focal point of infor- manuals and the Aircraft Flight Man-
Computer (IC-600 DGC), which con- mation flow by converting input data ual for a thorough discussion and
tains the symbol generator (drives the and information to the pilot-selected operating procedures for the particu-
high-resolution, black-matrix, formats, displaying them on the PFDs lar pieces of the flight control system.
shadow-mask color cathode ray tube attitude director indicator and HSI.
displays), the flight director, and the The IC-600 DGC also generates infor-
autopilot computer. The flight direc- mation that appears on the MFD and
tors and autopilot (which operates computes the flight director steering
from the pilot's IC-600 only) can be information and autopilot function.
used independently or together. The system interconnects two IC-600
Other standard avionics systems DGCs to share, compare, and commu-
comprising the Primus 1000 Inte- nicate processed information. Wrap-
grated Avionics System are the AZ- around signals are used for critical
850 MADCs, Primus 660 Weather parameters such as pitch or roll data,
Radar system, and the attitude and IAS, barometric altitude, and baro set.
heading reference system. Optional n The No. 1 IC-600 DGC drives the
avionics systems include the TCAS, pilot displays and contains a sym-
Enhanced Ground Proximity Warn- bol generator, flight director, yaw
ing system (EGWPS), and dual damper, and autopilot.
Flight Management Systems (FMS).
n The No. 2 IC-600 DGC drives the
The Integrated Avionics System dig- copilot displays and contains a
itally processes attitude, heading, symbol generator and independent
navigation, and air data information, flight director functions.
which is entered and presented on
the following standard equipment: The PFD and MFD controllers display
critical flight information operation
n
two DU-870 Primary Flight Dis- and they operate the checklist func-
plays (PFDs) tion. The PFD bezel controllers and
n one DU-870 Multifunction Dis- MFD bezel controller on the display
play (MFD) units are used to select navigation and
aircraft performance displays.
n
two PFD and one MFD bezel con-
trollers The symbol generators drive the three
n two DC-550 Display Controllers display units and, in the case of a dis-
play unit failure, either pilot's PFD
one MC-800 Multifunction Dis-
can be reverted to the MFD. The
play Controller
symbol generators function as the
n
two MS-560 Mode Selectors data processor for the display system.
n
one RI-553 Remote Instrument It receives digital and discrete inputs,
Controller. organizes the information into the
correct formats, and transmits the for-
Information displayed by the IC-600 mats to the display units.
DGC includes heading, course, radio

September 2005
CAE SimuFlite
Annunciators on the PFD indicate The system allows complete control

the selected flight mode. The IC-600 of the aircraft with minimal control
DGC's flight director function, in inputs provided through the autopi-
conjunction with the mode selector, lot controller.
calculates pitch and roll steering The automatic flight control system
commands. The commands are dis- may be flown manually, using the
played as command bars that direct guidance provided by the modes
the pilot to reach and/or maintain the selected on the flight director, or
required flight path. automatically, when the autopilot is
Most equipment in this system is engaged and coupled to the flight
powered by 28V DC with the excep- director using commands generated
tion of the vertical gyro (which is by the flight director. Disengage-
powered by 115V AC, 400 Hz) and ment of the autopilot has no effect
the flux valve and rate gyro (which on the flight director modes in oper-
are powered by 26V AC, 400 Hz). ation at the moment of disengage-
ment, except when using the Go-
Systems covered in this section Around (GA) button. Then, a wings-
include: level, 12' nose up attitude is com-
n automatic pilot system manded and all other modes are
reset. When engaging the autopilot
n flight director system without any mode selected, manual
n flight instrumentation systems pitch and roll commands are made
by the TURN knob and PITCH
n attitude and heading reference
wheel on the autopilot controller.
systems.
Pilots can select and couple either
flight director to the autopilot.
Autopilot
The autopilot system controls pitch,
Autopilot Controller
Autopilot Limitations:
One pilot must remain seated with roll and yaw by driving servos that The PC-400 Autopilot Controller
the seatbelt fastened during all auto- control the aileron, rudder, and ele- (autopilot control panel) on the ped-
pilot operations. vator. The Autopilot (AP) com- estal (Figure 5B-42) has controls for
mands the pitch trim system to engaging or disengaging the Yaw
Autopilot operation is prohibited if
any comparison monitor annuncia- reduce loads on the elevator servos. Damper (YD) and Autopilot (AP),
tor illuminates in flight. The primary function of the autopi- and manually controls the autopilot
lot system is to reduce pilot work- through the PITCH wheel (pitch
load and fatigue during long flights. axis) and TURN (roll axis) knob.
5B-42

September 2005
Avionics
The control panel also includes a AP button when autopilot and yaw
BANK LIMIT switch. The BANK damper are engaged leaves the yaw
LIMIT, YD engage, and AP engage damper on but disengages the auto-
buttons illuminate when selected. pilot. With no flight director modes
Upon autopilot engagement, it auto- selected, engaging the autopilot
matically defaults to the ROL and brings the aircraft to a wings-level
PIT modes or to the selected lateral attitude. With a flight director mode
and/or vertical flight director modes. selected before autopilot engage-
ment, engaging the autopilot auto-
Pressing the YD button engages only matically couples the system to the
the yaw damper without the autopi- flight director. The autopilot can also
lot. The button illuminates green to be disengaged by:
indicate engagement. Use of the yaw
damper while manually controlling
n
pressing the AP/TRIM DISC but-
the aircraft increases stability in the ton on either control wheel
yaw axis and passenger comfort. n
using the elevator trim switches
The yaw damper remains engaged (electric trimming) (Figure 5B-
after pressing the GA button (Fig- 45)
ure 58-43) on either throttle. This n
depressing a GA button on the
disconnects the autopilot and forces throttles.
the flight director into the GA mode.
Actuation of the touch control steer- Disengaging the autopilot with the
ing (TCS) button on the yoke (Fig- AP/TRIM DISC button, electric
ure 5B-44) interrupts the pitch and
trimming, or pressing a GA button
illuminates the amber AP OFF light
roll servos until releasing the switch.
and sounds the autopilot warning
The yaw damper can be disengaged by: horn for one second. If the autopilot
n pressing the YD button again if disengages for any other reason, the
only the YD was engaged amber AP OFF light illuminates
continuously and the warning horn
n pressing the AP/TRIM DISC but- sounds for one second. Pressing the
ton on either control wheel (Fig- AP/TRIM DISC switch for two sec-
ure 5B-44) onds, the elevator trim switch, or the
Pressing the AP button illuminates GA button extinguishes the light.
the green AP annunciator and The elevator trim indicator shows an
engages the autopilot and yaw out of trim condition in the direction
damper simultaneously. Pressing the indicated by the illumination of the
5B-43 5B-44 5B-45

September 2005
CAE SimuFlite
UP or DN annunciators when a sus- Pressing the appropriate mode but-

tained trim input is applied to the ton on the mode selector cancels the
elevator servo. These annunciations vertical modes.
remain illuminated as long as the
The LOW BANK LIMIT mode gen-
elevator servo holds a significant
force to maintain attitude. The indi- erates a lower maximum bank angle
cator should be off before engaging while in the flight director HDG
the autopilot. An illuminated TRIM mode only. Pressing the BANK
annunciator with a disengaged auto- LIMIT button illuminates the green
pilot may result in an out-of-trim LOW annunciator and indicates acti-
condition in the annunciated direc- vation of bank limiting, which
tion. The AP PTCH MISTRIM light reduces the maximum autopilot bank
on the annunciator panel repeats the angle to 14°. LOW bank mode auto-
TRIM annunciator on the autopilot matically engages above 34,000 ft
control panel. The AP ROLL altitude and automatically cancels
MISTRIM light indicates that a suf- when descending through 33,750 ft,
ficient level of roll mistrim is present unless LOW is pressed. If the HDG
and warns of an out-of-trim roll con- mode is selected and then deselected
dition if the autopilot is discon- while LOW bank is engaged, the
nected. LOW bank mode disengages and the
engage light extinguishes upon dis-
Rotating the TURN knob out of cen-
engagement of the HDG mode.
ter detente allows manual bank con-
However, if the HDG mode is reen-
trol of the aircraft proportional to
gaged, the LOW bank mode reen-
and in the direction of knob rotation.
gages and the annunciator re-
The farther the knob is turned, the
illuminates. Pressing BANK LIMIT
greater the roll angle. Turns with a
when it is illuminated returns the
maximum bank angle of 27° can be
autopilot to normal bank limits.
performed with the TURN knob.
The TURN knob must be in the cen- A reversionary AP XFER FD1/AP
ter detente position before autopilot XFER FD2 switch (see Figure 5B-
engagement. Rotation of the knob 29) on the center instrument panel
out of detente cancels any other pre- selects between the pilot's and copilot's
viously selected lateral mode. flight director systems to provide alti-
tude, heading, and flight director com-
The PITCH wheel allows manual
mands to the autopilot. The switch
pitch control proportional to the rota-
illuminates green to indicate the sys-
tion of the wheel and in the direction
tem in use. The position of this switch
of wheel movement. Movement of
can be changed with the autopilot
the wheel also cancels the altitude
engaged or disengaged; however,
hold and altitude preselect capture
flight director modes drop out. If
modes. During an autopilot
already engaged, the autopilot remains
glideslope capture, movement of the
engaged but reverts to basic autopilot
wheel has no effect on aircraft pitch
modes of pitch and heading hold.
angle. Movement of the PITCH
wheel with a flight director vertical As a safety feature, perform an autopi-
mode selected changes the displayed lot system test before each flight; the
vertical mode reference; the autopilot autopilot engages without this test.
responds to these changes.

September 2005
Avionics
IC-600 Display Guidance computer signals the motor to stop.
Computer Interface During autopilot engagement, the
electromagnetic clutch assembly
The IC-600 DGC receives pitch, connects the servo motor to its out-
roll, and yaw signals from the navi- put shaft. With the autopilot disen-
gation sensors, gyros, autopilot con- gaged, the output shaft moves freely.
troller, and flight director computer. It
A servo amplifier within the IC-600
takes these signals, performs computa-
DGC provides torque limiting for
tions, and sends driving signals to the
the servos. The limiter regulates the
aileron, elevator, and rudder servos.
power supplied by the autopilot
Pitch axis signals come from the flight computer to the servo drive motor.
director, airspeed sensor, autopilot
The crew can overpower the autopi-
controller, vertical gyro, and flap posi- lot through control wheel move-
tion control switch. Roll axis signals ment. If a mechanical failure occurs,
come from the vertical gyro, direc- the servo's clutch slips to allow nor-
tional gyro, flight director, and autopi- mal control movement.
lot controller. Yaw axis signals come
from the directional gyro that provides Operation
heading information. The autopilot provides pitch, roll,
Altitude information comes from the and heading hold without inputs
MADC or a barometric switch in the from the flight director. The autopi-
copilot's static system. The autopilot lot maintains the pitch attitude once
uses the altitude information to enable it engages and when a vertical mode
or disable torque switching. Torque disengages. The autopilot mode
switching provides two distinct rates annunciates pitch (PIT) and roll
of servo torque, depending on aircraft (ROL) in the PFD. Normally, with-
altitude. With autopilot, torque switch- out Touch Control Steering (TCS)
ing occurs at 14,500 ft. inputs, the autopilot rolls the aircraft
to a wings level attitude while the
The IC-600 takes these signals and aircraft is in a bank. If the aircraft is
compares the aircraft's actual attitude in a bank of less than 6°, the autopi-
to the desired attitude. It then com- lot holds the heading indicated at AP
mands the servos that move the flight engagement.
controls to reposition the aircraft to
If the aircraft is in a bank greater
match the desired aircraft attitude. than 6°, the autopilot holds the bank
Servo Motors angle. The autopilot also holds the
heading existing at lateral mode dis-
SM-200 Servos for the ailerons, ele- engagement and does not engage if
vator, and rudder consist of a DC the TURN controller is out of the
motor-tachometer, clutch assembly, center detente position.
synchro, and power gear train. Sig-
With TCS, the pilot can maintain a
nals from the IC-600 DGC drive the
bank greater than 6° during autopilot
servo motor through cables to posi-
engagement by pressing the TCS but-
tion the control surface. A feedback
ton on the control wheel, engaging the
signal produced by the motor-
autopilot, and then releasing the but-
tachometer relays control surface
ton; the autopilot maintains the estab-
position information to the com-
lished bank. TCS also allows
puter. Once the control surface
maneuvering without disengaging any
reaches the commanded position, the
selected flight director modes.

September 2005
CAE SimuFlite
If the autopilot is operating in indi- A standard flight director consists

cated airspeed, vertical speed, or of:
altitude hold mode, pressing and n Flight Director Mode Selectors
holding the TCS button allows
maneuvering of the aircraft to a new n
Accelerometers
reference. After releasing the TCS n
Rate Gyro (covered in the Flight
button, the autopilot maintains the Control Systems, Attitude and
new airspeed, vertical speed, or alti- Heading Reference section).
tude reference.
IC-600 Display Guidance
Before autopilot engagement, AFM
limitations require autopilot testing Computer Interface
during the Before Taxi checklist. The IC-600 processes position infor-
Pressing and holding the TEST but- mation from the navigation sensors,
ton on the display controller initiates vertical and directional gyros, and
the test sequence. The autopilot con- micro air data computers to provide
trol logic is tested and indicated by pitch and roll cues to the PFD and
the word PASS next to AUTOPI- commands to the autopilot system.
LOT on the pilot's PFD. The autopi-
lot, flight director, and symbol Flight Director Mode
generator will annunciate on the Selector
third test screen.
The flight director consists of dual
Flight Director MS-560 Mode Selector panels (see
Figure 5B-46, next page ), one on
The flight director system processes each pilot's instrument panel. The
and outputs signals from various mode selector is an eight push-on,
sensors and equipment to provide push-off button controller with an
horizontal and vertical guidance sig- illuminated annunciator bar inside
nals for display on the PFD. This each button. A green activation light
includes the radio guidance, inertial illuminates each button when it is in
navigation, area navigation, and ver- the armed or captured state.
tical navigation modes of operation.
The status of the selected mode is
As an integral component of the Pri- also displayed in white letters on the
mus 1000 Integrated Avionics Sys- PFDs when armed and in green
tem, the flight director interfaces when capture has occurred (or when
with the IC-600 DGC and flight selected for those modes where cap-
director presentations are entered ture occurs immediately). When
and displayed on PFDs. applicable, selecting more than one
Depending on the mode selected, the lateral or vertical mode automati-
EADI also indicates mode selection cally transitions the flight director to
and status. The command bars remain the captured mode. The left group of
biased out of view when selecting the buttons contains the lateral modes;
flight director off by deselecting all the right group contains the vertical
modes on the mode selector. mode button

September 2005
Avionics
The eight buttons on the mode selec- director pitch and roll command
tor are: cues in the single cue or cross
n
HDG - follows inputs of the head- pointer format, which appear on the
ing bug on the horizontal situation attitude sphere in the PFDs. The
indicator mode selector permits selection of
any flight director mode except GA;
n
NAV - arms, captures, and tracks a pushbutton switch on either throt-
selected navigation aid signals from tle selects this mode.
VOR, ILS, or LOC sources; also
illuminates when APR is selected In the single cue format, unless GA
is selected, the command bars
n
APR - arms and captures the lat-
remain biased out of view if a lateral
eral deviation signal for VOR
mode is not selected. Conversely, the
APR, LOC, BC and both lateral
flight director/autopilot does not
and vertical navigation signals for
engage if only a vertical mode is
ILS to meet approach criteria
selected in the single cue format. If
n
BC - arms, captures, and tracks no modes are selected, the autopilot
the selected localizer back course engages in a basic heading-hold/
signal; NAV also annunciates pitch-hold mode that annunciates
n
VNAV - arms and captures a PIT and ROL on the PFDs.
VOR/DME based vertical profile, Except when GA mode is engaged,
enabling a coupled climb or command bars are displayed only
descent to a waypoint altitude when a lateral and a vertical mode
n
ALT - maintains the current altitude are selected. The pilot flies the air-
or allows TCS to set the altitude craft symbol to the flight director
n VS - maintains the current vertical command bar(s) to capture and
speed or allows selection of a new maintain a desired flight path. The
vertical speed by either autopilot pitch command is limited to ±20°
PITCH wheel or TCS; displays and roll command is limited to ±30'.
the VS target on the PFD An invalid flight director removes
the command bars from the display.
n FLC - commands the flight direc-
tor to maintain the current Mach or Accelerometers
airspeed in a climb or descent to a
selected altitude, allows the refer- Two AC-222 Accelerometers pro-
ence Mach or IAS to be entered or vide aircraft acceleration informa-
changed as a function of PITCH tion to the flight director via the
wheel inputs, or allows TCS to set pilot's and copilot's IC-600 DGC.
the Mach or airspeed reference. These accelerometers are self-con-
tained, closed loop, forced-balanced
Operation
devices that provide a linear output
Pressing the SC/CP button on the dis- proportional to the aircraft's acceler-
play controller selects magenta flight ation to the IC-600 DGCs.
HDG N AV APR BC VN AV A LT VS FLC
5B-46

September 2005
CAE SimuFlite
Flight Instruments IN/HPA - Selects the altimeter BARO

correction display; toggles between
The flight instrumentation system inHg and hPa measurements. The
presents information on three elec- power up default is the same mode that
tronic display units, two PFDs and existed at powerdown. Selecting HPA
one MFD, which can present a vari- displays the altitude digits in meters.
ety of information in compact
arrangements and in a variety of for- GSPD/TTG - Toggles between
mats. Presentations that are not nec- groundspeed (GSPD) and Time-To-
essary can be removed and/or Go (TTG) on the EHSI display and
replaced with more appropriate data provides alternating selection of
for the existing flight conditions. The groundspeed or time-to-go to the next
components of the system include: station or waypoint. The power-up
default is groundspeed.
n PFD Display Units And Controllers
n Multifunction Display Unit and ET - Replaces the GSPD/TTG func-
Controller tion with a digital clock display. Initial
actuation enters the mode at the previ-
n Symbol Generators ous position. The clock can be started,
n Remote Instrument Controller stopped, and reset with multiple
n Standby Attitude Indicator pushes of the ET button.
n Meggitt Standby Instrument NAV - Selects VOR on the PFD dis-
n Standby Airspeed/Altimeter. play course deviation indicator (CDI)
and alternately selects between NAV 1
DC-550 Display Controller and NAV 2 (annunciated VOR 1 and
The DC-550 Display Controllers (see VOR 2) or between ILS 1 AND ILS 2,
Figure 5B-47) to the left and right of if the ILS frequency is tuned in NAV
pilot's and copilot's PFD, respec- The power-up default is the onside
tively, allow selection of the different (green) VOR 1/ILS 1. After power-up,
display formats and provide for selec- pressing the NAV button displays the
tion of required navigation sources cross-side (yellow) VOR 2/ILS 2
and bearing data for the EADI and information.
EHSI displays. The detection of a FMS - Selects flight management
failure in the display controller dis- system information on the EHSI dis-
plays MENU INOP on the MFD. play in magenta; the course needle
Buttons on the controller include: represents FMS information on the
HSI - Toggles the EHSI display bearing pointer. On aircraft equipped
between full or partial (arc) compass with optional dual FMS systems, this
displays; displays 360° in FULL toggles between FMS 1 and FMS 2.
mode and 90° in WX mode. The
The PFD DIM knob sets the overall
powerup default is full compass.
brightness of the PFD. When the
SC/CP - Selects the flight director pilot sets the reference level, photo-
command display mode. Alternat- electric sensors maintain the relative
ing action toggles between single brightness under various lighting
cue “command bars” (power-up conditions. Full counterclockwise
mode) and cross pointer displays. OFF turns off the PFD and reverts
Both command modes displays a the display, through the backup
nose up pitch attitude of 12° when mode, to the MFD.
Go-Around switch on the throttle is
pressed.

March 2009
Avionics
Backup is provided by the MFD as an The test also results in a self-test of the
addition to the existing symbol genera- radio altimeter system; 50 ft appears in
tor reversionary modes. If failure of a green at the bottom of the EADI dis-
PFD cathode ray tube occurs, select the play and the DH horn sounds.
backup mode by turning OFF the PFD
Selecting the various tests show the
DIM button on the affected PFD. The
invalid flags for the MADC, flight
MFD then takes up the display selected
director, and radio altitude (Figure
on that controller. If both PFDs are
5B-47).
OFF, the copilot's PFD has priority on
the MFD. The system will also automatically
perform a self-test when it is pow-
The RA (or inner concentric DH) knob
ered up or by setting DH to 600 ft or
adjusts the decision height display on
the EADI. Rotating the RA or DH more and pressing the TEST and
knob fully counterclockwise removes GSPD/TTG buttons simultaneously
that information from the display. The while on the ground.
copilot's control sets the minimums Selections made using the bearing
announcement and the DH display in knobs are for the EHSI portion of the
the copilot's PFD, although it has no PFD only. They cannot interface
input to that function. with the flight director or autopilot.
To test and present the flags, cautions, The BRG O knob selects the naviga-
and all flight director and mode annun- tion source driving the blue bearing
ciations while the aircraft is on the pointer. The knob has four positions:
ground, press and hold down the TEST n
OFF removes the bearing pointer
button. Holding down the TEST button from the EHSI display
also performs an autopilot (left display
only) and flight director system check
n NAV displays VOR 1 information
with test results annunciated on the dis- n ADF displays the ADF bearing
play. If the system passes, PASS
appears; if it fails, FAIL appears.
n FMS displays FMS information.
SC IN GSPD
HSI
CP HPA TTG
ET NAV FMS MAG2 360 FMS
27.4NM
KDVT
7MIN
NAV ADF NAV ADF N
OFF FMS OFF FMS
TEST 3
OFF 33
PLAB1
ADI DH
BRG DIM TST BRG 6
30
PBDO1
LL01
PLAB2 50
KDVT
50 50
TCAS TEST RA 12.5 + 12
ABV TA 14.5 - 12
FL
-12 25
TCAS 315
AUTO -10
45.0
HDG -05 TAS
360 234
WX GSPD
TGT 245
-3
STAB 00
VNAV VSPEEDS TERR ALT
100 00
MAP
TCAS WX NORM EMER
PLAN
INC MFD
VOR RCL SKP
BARO RNG
SG HSI
STD
5B-47
APT DAT PAG ENT
DEC
MODE DIM

September 2005
CAE SimuFlite
The BRG 0 knob operates the same The functions and modes on the
as the BRG O knob and displays MFD are described below:
VOR 2, ADF (ADF 2 if aircraft is
The MODE selector rotary switch is a
equipped with two ADF receivers),
three-position switch (SG1/NORM/
and FMS information via a white
SG2) that selects the symbol genera-
needle with a diamond-shaped head.
tor modes of operation. The selection
PFD Bezel Controller of SG1 or SG2 drives all displays
with the selected symbol generator.
The PFD bezel controller on the
lower part of each PFD (Figure 5B- The DIM knob controls the MFD
47) has three basic functions. An brightness level. It is concentric with
inclinometer contains a ball in a glass the mode selector switch. Counter-
track that indicates a slip or skid. The clockwise dims the display.
STD (Standard) button returns the Navigation
altimeter setting to the standard
value, either 29.92 inHg or 1,013 The MAP/PLAN, RNG switch, and
hPa. The BARO (Barometric) knob the VOR, DAT, and APT buttons are
sets the altimeter setting in either used to control the display mode,
inHg or hPa. When cross-sided data, and map/plan ranges.
MADC data appears on the PFD, nei- n MAP/PLAN toggles between the
ther pilot has control over the dis- map display and the plan display;
played BARO setting from their the power-up default is the map
respective BARD set knob. Addition- view with no weather
ally, the BARD set operates indepen- n
VOR - controls the display of the
dent of the display controller, and it
four closest VORs that are not on
does not require the display controller
to be functional to set data. the active flight plan list
n
DAT - stands for data and controls
Early (Phase 1) PFD bezel control-
the display of long range naviga-
lers had the IN/HPA button located
tion symbols and identifiers
on the bezel, to the left of the incli-
nometer. n
APT - controls the display of the
four closest airport locations and
MC-800 Multifunction identifiers that are not on the
Display Controller active flight plan list
The MFD controller (see Figure 5B-
n
RNG - is disabled in the weather
47) at the forward end of the pedestal (WX) mode and increases or
controls the MFD display format, decreases selected ranges in preset
symbol generator reversion, MFD steps; the selectable ranges are
dimming, checklist operation, 2.5, 5, 12.5, 25, 50, 100, 200, 300,
weather, TCAS, and map inputs. and 600 NM.
Through the controller, the pilot can Weather
select map, plan, and/or weather
mode. The controller also allows the The WX button controls weather
display and scrolling of normal and radar returns on the MFD map dis-
emergency checklists. If a symbol play. Pressing the WX button with
generator fails, reversionary switch- the PLAN view displayed replaces it
ing is available through the controller. with the MAP view.

September 2005
Avionics
Designator Controls The remaining four buttons call up
various submenus to select or change
The joystick and the SKP, RCL, and
parameters. The number of menus in
ENT buttons control the MID dis-
the MFD depends upon the equipment
play.
installed, such as EGPWS and/or mul-
n RCL - recalls the designator to its tiple FMS units. For each menu, the
home position or to the aircraft function of each button appears
symbol if already at the home directly above it at the bottom of the
position when the RCL button is MFD display.
pressed The left rotary DATA SET knob is
n
SKP - skips the designator's home used to enter/change values for the
position to the next waypoint item presently selected by the bezel
unless at the last waypoint when buttons in each submenu, but it has no
pressed, then returns to the aircraft function with the top menu. It sets
symbol VNAV parameters and VSPEEDS.
n
ENT - transmits (enters) the lati- The right rotary ALTITUDE PRESE-
tude/longitude of the designator to LECT knob is dedicated full-time to
the selected long range navigation set the altitude preselect displays on
as a requested waypoint the PFDs and MFD. Input data is sent
to display controllers. If one display
n Joystick - moves the designator in
controller fails, the remaining display
four directions on the MAP display
controller transmits the MFD bezel
(up, down, right, and left). The controller commands.
course and distance to the designa-
tor from its home position appears Primus 1000 system VNAV program-
in the lower right corner of the dis- ming requires definition of certain val-
play. On the PLAN display, the ues, all of which are defined using the
joystick moves the viewing circle VNAV submenu page on the MFD.
to illustrate the aircraft position rel- The submenu buttons control the
ative to the desired track. VNAV function in the Primus 1000
flight control system. They do not
Checklist/Checklist Control interface with the VNAV profiles that
The NORM and EMER buttons dis- can be flown with the installed flight
play the normal or abnormal/emer- management system.
gency checklists on the MFD. The Once the VNAV submenu is selected,
joystick and the SKP, RCL, PAG, values can be set for TO distance, sta-
and ENT buttons control the check- tion elevation, vertical angle, vertical
list display. speed, and altitude. Once the neces-
sary data is entered, a display of pre-
MFD Bezel Controller dicted vertical speed that is not
The MFD bezel controller on the adjustable by the pilot is displayed
lower part of the MFD (see Figure until the VNAV mode is captured. All
5B-47) has five menu buttons and two VNAV menu parameters will have
knobs, the function of each button nor- amber dashes displayed until the
mally changes with each MFD menu. VNAV problem is defined. The FMS
The first menu button next to the left system VNAV function is advisory
rotary knob is a return button that
only and does not interface with the
recalls the main menu.
autopilot/flight director.

September 2005
CAE SimuFlite
Symbol Generators Some phases of instrument

controllers have knobs that are
The symbol generators receive and
either pulled or pushed to center
process aircraft sensor inputs from
course or heading. Pressing or
the navigation receivers, gyros,
pulling either the left or right
weather radar, and guidance sys-
COURSE knob (PUSH DIR or
tems, and transmit that data to the
PULL DIR) centers that side's
PFDs in its system. If a malfunction
of a symbol generator occurs, rever- course arrow display with a TO
sion is possible by the SG1/NORM/ flag on the EHSI display. The
SG2 switch on the MFD controller. display of ILS or FMS inhibits
If SG1 is selected, the pilot's symbol this function.
generator/IC-600 is driving all three n
HEADING knob - Sets the heading
displays; selecting SG2 has the copi- bug on both EHSI displays. When
lot's symbol generator/IC-600 driv- the heading bug is set, the symbol
ing these displays. In these generator transmits heading signals
situations, the MFD will be normal through the flight director to the
and both PFDs will have the same IC-600. Pressing or pulling PUSH
format. The MFD has no complete SYNC or PULL SYNC synchro-
symbol generator function of its own nizes the heading bug to the pres-
and its symbol generator is therefore ent heading (lubber line).
not selectable. The MFD operates
from the pilot's IC-600. Reversionary Functions
The reversionary functions retain
RI-553 Remote Instrument usable flight displays even after mul-
Controller tiple failures, such as when the MID
The RI-553 Remote Instrument Con- displays data from a failed PFD or
troller (Figure 5B-48) selects the when the remaining symbol genera-
course and heading for the displays. tor replaces data from a failed sym-
The controls of the RI-553 are: bol generator.
n
COURSE knobs - Set the VOR The reversionary switches (see Fig-
navigation course. When the course ure 5B-49) control the following
is set, the remote instrument con- heading, attitude, and air data rever-
troller transmits course data to the sionary functions:
display controller, which in turn n Pressing the ATT REV switch
transmits it to the IAC for the EFIS selects the opposite side VG-14A as
and flight director function. The left an alternate attitude source and
COURSE knob controls the pilot's annunciates an amber ATT 2 or ATT
course selection; the right knob con- 1 on the EADI display of both PFDs.
trols the copilot's.
HDG REV ATT REV ADC REV
COURSE HEADING COURSE

FLOOD LTS ON LEFT CEN
PUSH PUSH PUSH
DIR SYNC DIR
5B-48 OFF OFF

PANEL LIGH
CO
5B-49

September 2005
Avionics
n Pressing the HDG REV switch For all three switches, if there is no
selects the opposite side C- 14D reversion selection and both systems are
as an alternate heading source and selected to their own respective sources,
annunciates an amber MAG 2/ there is no annunciation. If there is a
MAG 1 or DG l/DG 2 on the cross-selection on both sides, the
EADI display of both PFDs. This annunciation is white. If the same VG-
annunciation is controlled by the 14A, C-14D, or MADC is selected on
position of the respective GYRO both sides, the appropriate annunciation
MAN/AUTO switch. is amber to indicate that both sides are
n
Pressing the ADC REV switch selected to the same source. At power-
selects the opposite side MADC to up, both systems are automatically
provide air data computer inputs to selected to its respective ATT, MAG, or
the respective side of the Primus ADC respectively. Selection progres-
1000 system and it annunciates an sion of the push button after power-up
amber ADC 2 or ADC 1 on the is first push to the opposite side, second
EADI display of both PFDs. push to the original side, etc.

September 2005
CAE SimuFlite
EADI Display n Flight Director Failure - Flight

director command bars disappear
The EADI Display uses a truncated and an amber FD FAIL warning
sphere format to present standard atti- appears in the top left center of the
tude information on the PFDs. The display; all flight director mode
EADI receives its inputs from the annunciators are removed.
attitude and heading reference sys- n Internal Failures - A large red X
tem. Certain displays form a perma- covers the face of the primary dis-
nent part of the EADI. These displays play (Figure 5B-50).
are: the cyan and brown sphere, the n
Radio Altimeter Failure - An
pitch and roll attitude reference
amber RA replaces the radio alti-
marks, the aircraft symbol, and a con-
tude readout and the low altitude
ventional inclinometer (turn and slip
awareness indication is removed,
indicator), which is fixed to the lower
if present.
edge of both PFDs.
n Pointers/Scales Failures - The
When either the pitch or roll data is failure of pointers/scales results in
invalid, all scale markings are the following: dashes replace digi-
removed, the attitude sphere turns tal readouts; a red X appears
cyan, and ATT FAIL appears at the drawn through the scales of IAS,
top center of the sphere. Upon power ALT, and GS only; and the pointer
up, the flight director is in the single is removed for GS and VS only.
cue mode and the flight director
command bars are in view, unless Attitude Failure - A red ATT FAIL
appears in the middle of the attitude
there is no lateral mode selected.
sphere, which changes to a solid
The EADI also displays radio alti- cyan and the pitch scale and roll
tude, marker beacon, and states of pointer disappear.
operation. Other displays are present
when selected or during certain EADI Displays and
phases of flight; they are removed Annunciations
from view when not in use. A description of the EADI displays
and annunciations follows. (Elabora-
EADI Caution/Failure tion on some of these items was dis-
Annunciations cussed with their major component/
subsystem.) Refer to specific num-
The EADI area of the PFD displays
bers [(I) to (22)] in the following dis-
the following caution or failure
cussion to locate the items on the
annunciations:
EADI Display Diagram, next page.
5B-50

September 2005
Avionics
EADI Display Diagram
1 FD MODE ANNUNCIATORS AUTOPILOT 7

LATERAL VERTICAL STATUS
BC VOR ALT VNAV AP ENG

HDG ROL ASEL VS AP FAIL
LNAV GA PIT AP TEST
LOC GS FLC TCS ENG
VAPP TRN KNB
CATEGORY 2 8
ANNUNCIATOR
LOC GS CAT2
250
AP ENG 140 00 AND APPROACH
WINDOW CAT2
1 FLIGHT DIRECTOR 280 A
I L
COUPLE ARROW A 20 20 T
S
260
16 ROLL SCALE 10 10 ° 14500 VERTICAL 11
DEVIATION SCALE
AND POINTER ° AND POINTER (GS)
240 143 00
15 ATTITUDE 10 10 °
SPHERE 220
° 14000 PITCH SCALE 19
20 20
21 FLIGHT DIRECTOR M
COMMAND 200 MARKER 12
(SINGLE CUE) .410 M 900RA 29.92 IN BEACON
CRS ILS1 O
20 AIRCRAFT SYMBOL
(SINGLE CUE)
359 +I ° N
13.1 NM
M
33 3 3 I
TX 2
30
TGT 1
RADIO 14
W
ALTITUDE
VOR1 0 1000
MINIMUMS SET
24
12
ADF2 DISPLAY
15 1
21 S
HDG TTG 2
001 25 5.0 MIN 3
NOTES: 1. SYMBOL IS SHOWN FOR FORMAT AND LOCATION. NOT ALL THE
SYMBOLS SHOWN MAY SIMULTANEOUSLY OCCUR ON AN ACTUAL DISPLAY.
2. SOURCE ANNUNCIATORS NOT DISPLAYED WHEN NORMAL ON-SIDE SOURCE
IS SELECTED, UNLESS BOTH PILOTS ARE USING THE SAME SOURCE.

September 2005
CAE SimuFlite
EADI Display Diagram (Con’t)
3 (NOTE 2) (NOTE 2)
2
ATTITUDE DIGITAL AIR
SOURCE DATA SOURCE
ANNUNCIATOR ANNUNCIATOR
ATT1 ADC1
17 LOW BANK SLIP-SKID 18
ATT2 ADC2 LIMIT LIMIT
22 AIRSPEED LOC LNAV IAS ASEL VERTICAL 9

COMPARISON 250
AP ENG
140 00 TRACK ALERT
MONITOR ADC2 ANNUNCIATOR
I A
A ATT2 VTA L
S SG2
20 20
T ALTITUDE 22
4 (NOTE 2) FMS
COMPARISON
SYMBOL M MIN 10 10 ° MONITOR
GENERATOR A
SOURCE X ° FMS SOURCE 10
240 143 00
ANNUNCIATOR P ANNUNCIATOR
SG1
P
D
10 10 ° FMS
SG2
RA
° VNV
2500
ATT M
5 RADIO ALTITUDE
ILS
MINIMUMS
.410 M HDG 900RA 29.92 IN FLIGHT DIRECTOR 21
ANNUNCIATOR
CRS ILS1 COMMAND
359 +1 ° N
13.1 NM (CROSSPOINTERS)
6 3 3
AIRSPEED 33
WARNING TX 2 RADIO 13
30
ANNUNCIATOR TGT ALTITUDE

1
MAX SPD DISPLAY
W
MIN SPD VOR1 0 1000

24
12
ADF2
15 1
20 AIRCRAFT SYMBOL 21 S
(CROSSPOINTERS) HDG TTG 2
001 25 5.0 MIN 3
22 COMPARISON MONITORS
RADIO PITCH GLIDESCOPE HEADING

ATTITUDE AND ROLL AND LOCALIZER (HDG)
(RA) (PIT, ROL, ATT) (GS, LOC, ILS)

September 2005
Avionics
Flight Director Mode As a mode transitions from armed to
Annunciators and Couple captured, a white box surrounds the
Arrow annunciation for five seconds. When
a mode is not selected, the annuncia-
Flight director mode annunciators
tion is not present. Lateral and verti-
(1) are integral to the PFDs, with lat-
cal mode annunciations are listed in
eral modes appearing at the top left
Table 5B-E and mode transitions in
center and vertical modes at the top
Table 5B-F.
right center of the EADI display.
Armed vertical and lateral modes are A green couple arrow (1), displayed
annunciated in white and appear between the left (lateral) and right
slightly to the left of the position of (vertical) mode annunciations, indi-
the green captured vertical and lat- cates to which flight director the
eral mode annunciations. autopilot is coupled.
Mode Annunciation Indication

VOR Armed and captured and being tracked
HDG Engaged
LOC Armed or captured
VAPP Selected of course captured
GS Armed or captured
ASEL Armed
ALT Engaged
BC Armed or captured
VS Selected and captured
IAS or MACH* Selected and captured
V-NAV Armed or captured
LNAV Selected
GA Selected
* IAS or MACH is annunciated automatically depending upon
altitude. Transition from IAS to Mach at a speed of 0.520 in a climb;
below a speed of Mach 0.510 and/or altitude of 27,900 ft. IAS hold is
automatically selected and annunciated.
Table 5B-E; Flight Director Mode Annunciators
Lateral Transitions Vertical Transitions

VOR armed to VOR captured VNAV armed to VNAV captured
LOC armed to LOC captured VNAV captured to ALT
BC armed to BC captured ASEL armed to ALT
VAPP armed to VAPP captured ALT captured to ALT
GS armed to GS captured
Table 5B-F; Mode Transitions

September 2005
CAE SimuFlite
Digital Air Data Source occurs when the weight on wheels

Annunciator switch senses in air and an RA of
100 ft greater than the selected alti-
The PFD annunciates ADC 1 or tude for at least five seconds. Invalid
ADC2 (2) on the upper left side to RA minimums or an invalid RA
denote which MADC is the air data removes the annunciation from the
source. Selecting the normal, on-side display.
source suppresses the source annun-
ciations, which turn amber for a Airspeed Warning Annunciator
cross-selection. The ADC REV but- The detection of a trend toward an
ton controls selection. over-speed or underspeed condition
Attitude Source Annunciator by the flight director displays an
amber MAX SPD or MIN SPD
The PFD annunciates ATT1 or ATT2 annunciator (6), respectively, verti-
(3) on the upper left side to indicate cally along the left side of the atti-
which vertical gyro is the attitude tude sphere. These warnings are
source. Selecting the normal, on-side only active in SPD, VS, and VNAV
source suppresses the source annun- flight director modes and they
ciations, which turn amber for a remain annunciated as long as the
cross-selection. The ATT REV overspeed or underspeed condition
switch controls selection. exists.
Symbol Generator Source Autopilot Status
Annunciator
The autopilot status (7) below the
The PFD annunciates SG1 or SG2 mode annunciations displays one of
(4) in the upper left side to indicate the following messages:
symbol generator (SG) reversion.
Selecting the normal, on-side source
n An amber AP TEST - illuminates
suppresses the source annuncia- at powerup
tions, which turn amber for a cross- n A green AP ENG - indicates auto-
selection. SG 1 indicates the pilot's pilot is engaged
symbol generator is driving all three n A white TCS ENG - indicates
display units. SG2 indicates the TCS is engaged and replaces the
copilot's SG is driving the displays. AP ENG message
The SG1/NORM/SG2 switch on the
MFD controller selects the appropri- n An amber TRN KNB - means the
ate symbol generator. autopilot TURN knob is out of its
detente
Radio Altitude (RA) Minimums
Annunciator
n
An amber AP FAIL - indicates
autopilot has failed.
The RA (decision height) annuncia-
tor (5) is a flashing amber MIN Category 2 (CAT2) Approach
inside a black rectangular box with a (ILS) Annunciator and
white border that appears on the Approach Window
upper left side of the attitude sphere The symbol generator displays a
at radio altitudes less than or equal to green or flashing amber CAT 2
the selected setting. Flashing lasts annunciator (8) on the upper right
for ten seconds then remains steady. portion of the PFD, above the verti-
The MIN decision height does not cal deviation scale. A green CAT2
annunciate until it is armed, which approach window (8) also appears

September 2005
Avionics
around the center of the glideslope Selecting VNAV on the mode selec-
indicator. The CAT2 mode annunci- tor and NAV on the display control-
ator indicates that the excessive ILS ler as a navigation source brings the
deviation monitors are active. After vertical navigation display into view.
a CAT2 condition has been estab- The magenta FMS or green VORTAC
lished, if any of several conditions pointer indicates the center of the
should go invalid (except for autopi- computed climb or descent angle.
lot engaged) a flashing amber CAT2
FMS Source Annunciator
legend replaces the green CAT2
(Phase II)
annunciator. Flashing lasts for ten
seconds, then goes steady. The FMS source (10) appears as either
FMS or VNV (vertical navigation).
Vertical Deviation Scale and
Pointer Vertical Deviation Scale and
Pointer
Conditions that remove the CAT2
annunciator are an RA going below The vertical deviation scale and
80 ft, the flight director sensing a GA pointer (11) indicate long range navi-
capture, or the IAS going below 50 gation (LRN) or VNAV deviation.
knots. The symbol generator activates The vertical deviation pointer repre-
the CAT2 mode annunciator after sents the vertical angular displace-
selecting the APR mode on the mode ment from the GS upon selection of
selector, both NAV radios are tuned the GS mode. The white vertical devi-
to the same frequency, and both radio ation scale appears on the right side of
altimeters are set to 100 ft. If the the attitude sphere. The pointer is
above criteria are not met when green for ILS, cyan when flying to
selecting APR, the system defaults VOR/DME waypoints, or magenta
out of CAT2 and no CAT2 annuncia- for FMS supplied VNAV. When both
tion is displayed on the PFD. pilots select the same navigation
source, the pointers are yellow.
Vertical Track Alert
Annunciator and Vertical The driver for this scale is selected
Navigation Display using either ILS glideslope or VNAV
sources on the display controller.
Selecting the Primus 1000 VNAV
When flying VNAV, the flight director
function displays a cyan VNV FMS
computes the vertical path based on
source annunciator at the vertical
either a short range navigation (SRN)
track alert annunciator (9) above the
or a long range navigation (LRN)
vertical deviation scale. Then, one
waypoint. The vertical deviation
minute before vertical navigation
pointer represents the vertical dis-
capture occurs, the PFD displays an
placement from the path that was com-
amber vertical track alert (VTA)
puted by the flight director.
annunciator just above the FMS
source annunciator and sounds an The display of invalid information
aural double-beep warning; a white from the ILS or MLS receiver
FMS annunciator replaces VNV removes the pointer and scale and a
These alerts continue until acknowl- red X appears in the location of the
edged by pushing the VNAV button scale. An armed or captured back
on the mode selector, which must be course by the flight director also
active for the system to fly VNAV. removes the vertical deviation scale.

September 2005
CAE SimuFlite
Marker Beacon Attitude Sphere

Marker beacon information (12) The attitude sphere (15) shows the
appears under the vertical deviation aircraft pitch (limited to ±90°) and
scale when ILS is tuned. Passing over roll (with a full 360° of motion) atti-
a marker beacon causes the appropri- tudes with respect to the horizon,
ate letter to flash in a white box when which is represented by a white line.
a localizer frequency is tuned on the The white horizon line separates the
NAV control. An outer marker is cyan colored sky and the brown col-
identified by a cyan O, a middle
ored ground. For pitch attitudes
marker by an amber M, and an inner
greater than ±17.5°, an eyebrow of
marker by a white I. Aural identifica-
tion can also be selected on the audio brown shading appears. The eye-
control panel. Pressing the TEST but- brow is used for rapid determination
ton on the display controller flashes of ground reference. An invalid atti-
all three letters simultaneously. tude turns the entire sphere cyan,
removes the eyebrow and horizon
Radio Altitude Display lines, and annunciates ATT FAIL in
When at an altitude within opera- a black rectangle in the upper center
tional range of the radio altimeter of the sphere.
(2,500 ft or less), the RA display
(13) appears in green at the bottom Roll Scale and Pointer
center of the attitude sphere. The The roll scale (16) is linear with
range of this display is from -20 to white markings at 10°, 20°, 30°, 45°,
2,500 ft with a resolution of 5 ft and 60° or roll. The 30° mark is
below 200 ft and 10 ft above 200 ft. highlighted with a double stroke tick
RA values that are greater than mark. A triangle marks 45° of roll.
2,550 ft remove the display. An The sky pointer (16) is filled in and
invalid RA replaces the digits with protected, and the roll index center
an amber -RA-. mark is also filled in.
Radio Altitude (RA) Minimums
Low Bank Limit (Phase II)
Set Digital Display
Low bank limit indications (17) are
The radio altitude minimums set dig-
displayed as green marks at the 14°
ital display (14) is a three-digit dis-
position on the roll attitude scale.
play with a white RA label that is
below and to the right of the attitude They are a visual indication of the
sphere. The range is from 5 to 999 ft flight director bank limits and are
with minimums set within 5 ft below displayed only when the flight direc-
200 ft AGL and within 10 ft above tor is valid.
200 ft AGL. Set the RA value, iden- Slip-Skid Indicator (Phase II)
tified in cyan numbers, by rotating
the RA knob on the display control- An electronic slip-skid indicator (18)
ler; full counterclockwise rotation in the upper center of the attitude
removes the display from view. sphere, just below the roll pointer,
Either setting the value at zero ft or moves 1.85 in for each 1 g of lateral
an invalid RA removes the digital acceleration.
display and label from the PFD.

September 2005
Avionics
Pitch Scale Flight Director Command Bars
(Single Cue or Cross Pointers)
The pitch scale (19) consists of
white markings with reference See Flight Director Operation for a
marks every 5° from 0° to 30°. Red discussion of flight director com-
excessive pitch warning chevrons mand bars (21).
are displayed at 45° and 65° pitch up Comparison Monitor
and at 35°, 50°, and 65° pitch down. Annunciators
Aircraft Symbol (Single Cue or Comparison monitor annunciators
Cross Pointers) (22) indicate when there is a differ-
The aircraft (20) in the attitude ence between the pilot's and copilot's
sphere is a stationary representation displayed data. When activated, all
of the aircraft that can be either a comparison monitors flash amber for
single cue or a cross pointer aircraft ten seconds, then remain steady.
symbol, depending on the PFD dis- Two comparison monitors share the
play controller selection. Aircraft same display field on left side of the
attitudes are displayed by the rela- PFD, next to the bottom of the air-
tionship between the fixed aircraft speed display. They are:
symbol and the moveable attitude n Pitch and roll comparison moni-
sphere. For the single cue display tors - ROL or PIT annunciates
only, outrigger boxes are displayed when its respective comparison
at the left and right edge of the ADI monitor activates. If both moni-
sphere, in line with the apex of the tors trip, ATT annunciates, but
symbol. deactivation of one axis monitor
displays the remaining single axis
monitor without refashion.
Compound Parameter Triggering Difference

Pitch Attitude (PIT) 5°
Roll Attitude (ROL) 6°
Heading (HDG)* 6° (12 if > 6° of roll)
Localizer (LOC)** Approximately ½ dot
Glideslope (GS)** Approximately ¾ dot
Pitch and Roll Attitude (ATT) 5 ° & 6° respectively
Localizer and Glideslope (ILS) ½ & ¾ dot respectively
Indicated Airspeed (IAS) 5 knots
Altitude (ALT) 200 feet
*If the compared heading sources are not the same, the comparison
monitor is disabled.
**These comparisons are only active during flight director, localizer,
and glideslope capture with both NAV receivers tuned to a LOC localizer
Table 5B-G; Compared Signals vs. Displayed Cautionary Symbols

September 2005
CAE SimuFlite
n Glideslope and localizer compari- installed and may not be present in

son monitors - GS or LOC annun- all installations. Pressing the HSI
ciates when its respective button on the display controller tog-
comparison monitor activates; ILS gles the display between full and
annunciates if both monitors trip. partial compass modes.
Other comparison monitors are: During operation in the arc mode,
n Indicated Airspeed (IAS) - in the additional presentations are available
top left corner of the airspeed dis- which enhance navigation and safety
play of flight. These additional presenta-
tions include the heading bug off scale
n
Altitude (ALT) - in the top right arrow and various weather displays
corner of the altitude display and annunciations: range rings
n Radio Altitude (RA) - above the (annunciations), radar returns, warning
pitch/roll comparison monitor dis- annunciations, radar mode annuncia-
play area tions, and the antenna tilt annunciator.
n Heading (HDG) - below the glide EHSI Caution/Failure
slope/localizer comparison moni- Annunciations
tor display area.
The EHSI displays the following cau-
Selected pilot and copilot input data
tion or failure annunciations:
are compared in the symbol genera-
tors. Table 5B-G lists the compared n DME Hold - An amber H appears
signals and the displayed cautionary to the left of the DME readout when
symbols. When the compared pitch DME is selected to HOLD.
and roll attitude or glideslope and n FMS Alert Messages - Waypoint
localizer signals are out-of-toler- (WPT), GPS integrity, dead reckon-
ance, a combined level (ATT or ILS) ing (DR), or degrade (DGR) mes-
appears. Extended turns at low bank sages appear in amber at the upper
angles (<5°) may result in pitch and/ left center of the EHSI display to
or roll miscompare. indicate, respectively, that a way-
point is being passed, FMS is in
EHSI Display dead reckoning, or the FMS has
become degraded for any of various
The EHSI display receives inputs
reasons. An amber MSG in the
from the attitude and heading refer-
upper right center indicates that the
ence system and displays data in
FMS has a message on the CDU.
three categories: full compass, par-
tial compass, and arc (WX) mode. n
Digital Display Cautions - Dashes
replace failed digital readouts for
Full compass displays and annuncia-
DME, GSPD, TTG, or ET.
tions are always present on the EHSI
or when certain navigation equip- n Target Alerts - An amber TGT on
ment is operational. Partial compass the left of the EHSI display indi-
displays are present when selected cates a weather radar target alert and
on the display controller or the flight that a level three weather return has
director mode selector. The mode been detected. A green TGT indi-
and bearing pointers available cates that target mode has been
depend upon optional equipment enabled on the weather radar.

September 2005
Avionics
n Digital Readouts - Failure of the EHSI Displays and
course or heading select signals or Annunciations
an invalid heading display causes
these displays to be replaced with A description of the full and partial
amber dashes. compass displays and annunciations
follows. Refer to specific numbers
n Heading and Navigation Sources - [(1) to (23)] in the following discus-
The source annunciators are yel- sion to locate the items on the EHSI
low when the same heading or Display Diagram, following page.
NAV sources are selected, or they Aircraft Symbol
are cross-switched. All NAV data
also appears in yellow. Normal The center of the compass has a
selections are not annunciated. fixed miniature white aircraft sym-
bol (1) and a lateral deviation scale.
n Heading Comparator Warning - The symbol shows the aircraft posi-
An amber HDG annunciation at tion and heading relative to the rotat-
the top left center of the display ing heading dial, a radio course, or
indicates the comparator system FMS desired track.
has detected an excessive differ-
Heading Select Bug and
ence between the two heading
Source Annunciator
indicators.
The heading select bug (2), which is
n Heading Failure - A heading fail- positioned using the HDG knob on
ure results in the following: head- the remote instrument controller,
ing and bearing annunciations and rotates around the compass arc. The
bearing pointers disappear from bug retains its position in relation to
the display; a red HDG FAIL the dial and provides a heading error
appears at the top of the heading signal to the flight director.
dial; and HDG, CRS SEL, and
The heading source annunciators (3)
DTRK annunciations become
display area, which is above and to
dashes. the left of the compass rose, indi-
n Deviation Indicator Failures - A cates the attitude and heading refer-
failure in the vertical deviation, ence system (AHRS) sources: DG1,
course deviation, or glideslope DG2, MAG1, or MAG2. An amber
system results in removal of the annunciation indicates an off-side
applicable pointer and the appear- selection or that both selections are
ance of a red X drawn through the the same. The heading source for the
scale. pilot's PFD is the same source that
drives the MFD. Selecting AUTO on
n Vertical Speed Display - A red X the GYRO SLAVE switch (see Fig-
appears drawn through the scale. ure 5B-30, page 36) annunciates
MAG1 or MAG2; selecting MAN
n
Navigation Indicator Failures - A
annunciates DG 1 or DG2.
red X appears drawn through the
scale of the bearing pointer of the Flying above 70° north latitude
selected failed equipment. requires an upgraded compass instal-
lation because the true heading sym-
bols are not supported in this system.

September 2005
CAE SimuFlite
EHSI Display Diagram
5 DRIFT
2 HEADING
ANGLE
SELECT 4 LUBBER BUG 6 HEADING
BUG LINE DIAL
3 HEADING SOURCE
LOC GS
ANNUNCIATOR 250
AP ENG
140 00
(NOTE)
280 A
DG1 MAG1 I L
A 20 20 T
DG2 MAG2 S SG2 FMS
260
23 COMPASS SYNC MIN 10 10 ° 14500
ANNUNCIATOR
°
240 143 00
CRS
OR 10 10 ° 7 NAV SOURCE
ANNUNCIATOR
DTRK 220
° 14000 VOR1 FMS
22 COURSE 2500 VOR2
SELECT/DESIRED M
200 ILS1
TRACK DISPLAY ILS2
.410 M 900RA 29.92 IN
21 FMS STATUS CRS WPT DG1 MSG ILS1 8
+O 13.1 NM FMS MESSAGE
ANNUNCIATORS 359 9 DISTANCE DISPLAY
APP N 3
DR WPT 33 3
HDG SEL 10
DRG INTG 2 BEARING POINTERS
30
TGT 1 11 COURSE/DESIRED
20 COURSE SELECT/ TRACK DEVIATION
W
DESIRED TRACK VOR1 0 1000 SCALE AND BAR

POINTER
24
12
ADF2
1 12
19 ELAPSED TIME,
15
FMS ACCURACY 21 S
AND CROSSTRACK HDG TTG 2 TIME-TO-GO, OR
001 25 5.0 MIN 3 GROUNDSPEED
APP DISPLAY
XTK 16
15 WIND 14 RECIPROCAL 13 TO-FROM ET
HEADING 59:59
18 FMS LNAV SELECT VECTOR COURSE/ ANNUNCIATOR
DISPLAY DESIRED ET
ANNUNCIATOR 1 AIRCRAFT TRACK H9:59
HDGSEL SYMBOL POINTER TTG
HDGINT
399 MIN
PRCHDG
17 BEARING GSPD
SOURCES 999 KTS
ADF1
ADF2
VOR1
VOR2
FMS
NOTE: HEADING SOURCE ANNUNCIATIONS NOT DISPLAYED WHEN NORMAL ON-SIDE

SOURCE IS SELECTED, UNLESS BOTH PILOTS ARE ON THE SAME SOURCE.

September 2005
Avionics
Lubber Line with the aircraft throughout 360°.
The azimuth ring is graded in 5°
The lubber line (4) is a white triangle
increments. Fixed heading marks are
at the apex of the compass, outside
the compass arc, that fits inside the at the fore and aft lubber line posi-
heading bug when the two are tions at 45° bearings.
aligned. The angular error between NAV Source Annunciator
heading input and displayed head-
ing, as read against the lubber line, is The selected NAV source (7) for dis-
less than ±50 minutes. Other sym- play on the Course Deviation Indica-
bols relative to the lubber line are tor (CDI) is both a full and a partial
seven tick marks at 45° intervals compass mode display. It is trans-
around the outside around the out- mitted from the on-side display con-
side of the compass and the drift troller. The navigation sources
angle bug (which is also relative to available are VOR 1/2, ILS 1/2, and
the compass card). FMS. When FMS is selected, the
A digital heading display indicates the EHSI has the only display for course
aircraft's current heading in green dig- deviation. If the onside display con-
its above a V-shaped notch at the apex troller is invalid, the symbol genera-
of the compass when in the arc mode. tor processor reverts to the on-side
It replaces the lubber line and fits primary NAV (i.e., the pilot's VOR 1
inside the heading bug when the bug is or the copilot's VOR 2).
at the center of the arc.
The NAV source annunciation
Drift Angle Bug appears in green or yellow in the
The drift angle bug (5), displayed as a upper right corner of the display for
magenta triangle that moves around a short range source or in magenta
the outside of the compass card (in for a long range source. An amber
FULL or ARC modes) represents drift indication means an offside selection
angle relative to the desired track or that both sources are the same. A
(when relative to the lubber line), or to yellow annunciation of FMS indi-
the aircraft's actual track (when rela- cates that both pilots are selected to
tive to the compass card). the FMS. The label identification is
A drift bug appears in Phase H when always white.
FMS is the selected navigation The CDI is positioned by the course
source. It indicates the angular dif-
knob (which is not functional when
ference between the FMS calculated
FMS mode is selected) on the
track and aircraft current track. The
drift bug colors (Phase 11) are green, remote instrument controller. The
magenta, or yellow depending upon CDI is magenta when FMS course
the NAV source or the type of EHSI information is presented and is green
display or annunciator. or yellow when onside or off-side
information is presented, respec-
Heading Display Dial and Fore tively. If a single FMS is installed,
and Aft Lubber Lines
and both pilots' displays are selected
Gyro-stabilized magnetic compass to FMS, both CDIs will display FMS
information appears on a standard type information in amber.
compass dial (6) format that rotates

September 2005
CAE SimuFlite
FMS Message Flag selected source desired track or

course. The lateral deviation dots
A flashing amber MSG (8) appears
rotate around the center of the fixed
to the left of the NAV source annun-
aircraft symbol. The deviation bar
ciator when a message is displayed
represents the centerline of the
in the scratch-pad of the display unit.
selected VOR or localizer course.
The annunciation flashes until action
When Global Positioning System is
is taken according to the aircraft's
installed and the FMS is used, the
FMS installation.
sensitivity changes for each phase of
Distance Display flight (Table 5B-H).
The distance display (9) appears The color of the lateral deviation
below the NAV source annunciation scale changes from white to amber
and uses the same colors as the NAV for lateral excessive deviation during
source annunciations. The digits rep- CAT 2 operation.
resent distance to the next station for
Elapsed Time (ET), Time-To-Go
a short range NAV or to next way-
(TTG), or Groundspeed (GSPD)
point for a long range NAV Ranges
Display
are from 0 to 512 NM for short range
navigation equipment (DME dis- Pressing the GSPD/TTG button on
tance source) and from 0 to 4,095 the display controller alternates
NM for long range equipment (FMS time-to-go to the next waypoint or
distance source). DME HOLD is navigation aid and groundspeed dis-
indicated by an amber H next to the plays in the lower right corner of the
distance when VOR is displayed. EHSI display (12). Pressing FMS
calculates and displays GSPD in
Bearing Pointers
magenta. When VOR/DME is
Two bearing pointers (10) appear on selected, the DME sends the ground-
the compass rose and indicate rela- speed and displays the value in
tive bearing to the selected naviga- green. Power-up default is GSPD.
tion aid along with their symbols Pressing the ET button replaces the
(the pilot's cyan bearing pointer GSPD/TTG readout with a digital
and the copilot's white bearing clock display. Cycling the ET button
pointer) when they are selected starts, stops, and resets the digital
using the knobs on the display con- clock.
troller. Bearing pointer source selec-
The ET annunciation shows elapsed
tions come from the onside display
time in hours and minutes or minutes
controller. An invalid NAV source or
and seconds, which is set using the
a tuned LOC frequency (with the
display controller.
bearing pointer selected to VOR)
removes the bearing pointers from TO/FROM Annunciator
the display.
The TO/FROM annunciator (13)
Course/Desired Track Lateral points along the selected course
Deviation Scale and Bar depicting if the course will generally
go to or from the selected station or
A course/desired track lateral devia-
waypoint. The TO indicator appears
tion scale (11) appears as two white
as a solid black triangle in front of
dots on either side of the aircraft
the aircraft symbol and the FROM
symbol. The two-dot scale repre-
indicator is a solid black triangle
sents NAV deviation from the
behind the symbol. If VOR is

September 2005
Avionics
selected, the VOR bearing relative to Heading Select Display
the selected course is equal to or less
The heading select display (16) in
than 88° when the TO indicator is dis-
the lower left-hand corner of the
played, equal to or less than 92° when
EHSI area contains a white HDG
the FROM indicator is displayed, and
label followed by cyan digits indi-
between 88° and 92° when no annun-
cating the heading select bug's cur-
ciation is displayed. Selecting ILS
rent position.
(tuned to localizer) removes this
annunciator from the display. Bearing Sources
Reciprocal Course/Desired The bearing source annunciators
Track Pointer (17) are in the lower left side of the
EHSI display, above the heading
The reciprocal course/desired track
select display. The annunciation
pointer (14) indicates 180° from the
color matches the bearing pointer
course select/desired track pointer (20).
color. If the onside display controller
Wind Vector fails, the default sources are the pilot's
VOR 1 and the copilot's VOR 2.
The wind vector (15) displays wind
The bearing pointer is ADF, VOR
information as a vector arrow that
1, or FMS; the bearing pointer is
indicates the direction of the wind rel-
ADF (ADF 2 if aircraft is equipped
ative to the aircraft symbol. This
with two ADF receivers), VOR 2, or
occurs when FMS is selected for nav-
FMS. An invalid NAV source or a
igation, with the wind data being
tuned LOC frequency (with the bear-
received from the FMS. The wind
ing pointer selected to VOR)
vector appears in magenta on the bot-
removes the annunciation from the
tom left corner of the EHSI display.
display.
The associated digital quantity indi-
cates wind speed with a range from 1 FMS LNAV Annunciator
to 255 knots. Invalid wind data, an
The FMS LNAV annunciators (18) on
invalid heading, or when wind speed
the left center of the EHSI display are
is zero are conditions that remove the
HDGSEL, HDG INT, or PRCHHDG.
wind vector from the PFD.
Type of Source/Phase Full Left/Right Other Dots Inner Dots

VOR NAV > 10° 10 ° 5°
FMS WIth GPS Valid
Enroute > 10.0 NM 5.0 NM 2.5 NM
Terminal > 2.0 NM 1.0 NM 0.5 NM
Approach > 0.6 NM 0.3 NM 0.15 NM
FMS WIth GPS Invalid
Enroute > 10.0 NM 5.0 NM 2.5 NM
Terminal N/A N/A N/A
Approach > 2.0 NM 1.0 NM 0.5 NM
Table 5B-H; Lateral Deviation Scaling

September 2005
CAE SimuFlite
FMS Accuracy and Crosstrack The INTG (GPS integrity) annuncia-

Messages tion indicates a failing GPS and is
removed when the selected NAV
The FMS accuracy and crosstrack
source is something other than FMS.
messages (19) indicate when the
FMS or GPS is in the approach mode Course Select/Desired Track
with the display of a green APP Pointer Display
annunciator or when the FMS has
The course pointer display (22) is in
sent a crosstrack warning with the
the upper left corner of the EHSI dis-
display of a cyan XTK annunciator.
play. The annunciations are CRS for
Course Select/Desired Track short range NAV and DTRK (desired
Pointer track) when a long range NAV source
is selected. Directly below the annunci-
The course select/desired track
ation is a digital display of the current
pointer (20) rotates around the center
course pointer value. The pointer and
of the arc heading display. With a
value are green for short range NAV
short range NAV selected, the course
and magenta for a long range NAV
selection knob on the remote instru-
source. The pointer and associated
ment controller positions the course
annunciations are yellow when cross-
pointer. With a long range NAV
side short range NAV is selected, and
selected, the course pointer becomes
the course pointer is yellow if both
a desired track pointer, which is
sides display the same source.
positioned by the long range naviga-
tion system. When FMS is selected, Compass Sync Annunciator
the desired track data is generated by
The compass (or heading) sync
the FMS. Selecting FMS makes the
annunciation (23) indicates the state
course selection knob on the remote
of the compass system in the slaved
instrument controller inactive.
(AUTO) mode. The symbols in this
FMS Status Annunciators display are a bar, plus sign and a
zero. The bar represents commands
The FMS annunciators (21) appear
to the compass to slew the indicated
in the upper left corner of the display
direction. The plus sign indicates an
area, next to the course select/
increase in heading and zero indi-
desired track display. The four
cates a reduction in heading. Slow
amber FMS status annunciators are
oscillation indicates normal opera-
DGR, DR, WPT, and INTG. The
tion. An invalid magnetic heading or
DGR and DR annunciations indicate
an invalid flux valve heading
a degraded mode of operation or a
removes the compass sync annuncia-
dead reckoning mode, respectively.
tion from the display.
WPT annunciates a lateral waypoint
and appears 60 seconds before cross- The colors for the compass sync
ing an FMS waypoint. The WPT annunciator are green, magenta, or
annunciation acts as an FMS way- yellow depending upon the NAV
point alert when it is displayed. source or the type of EHSI display or
annunciator.

September 2005
Avionics
Excessive Attitude n flight director arrow low bank
Display limit
An excessive attitude display (Fig-

n flight director command bars ver-
ure 5B-49) occurs when the aircraft tical deviation scale, pointer, and
exceeds 65° of roll attitude and/or label
pitch exceeds 30° nose up or 20° n vertical track alert annunciation
nose down. The display is de-clut-
tered to assist in recovery from the
n marker beacons and box
undesired attitude. Excessive pitch n
radio altitude digital readout and
chevrons are displayed and much of outline
the symbology not necessary for the
immediate control is removed from
n selected airspeed bugs
the display. Returning to a roll atti- n
VSPEED bug and readout
tude of less than 63° left or right, or
a pitch attitude of less than 18° nose n
selected altitude bug, digital read-
down or 28° nose up restores the out and outline
minimum altitude annunciator and n all failure flags for items listed
box symbols. Resuming a normal
above
attitude restores the removed sym-
bology. n heading, radio altitude, localizer,
glideslope, and ILS comparison
The following annunciators are
monitor annunciations
removed from the display when an
excessive attitude condition exists: n lateral transition box (that sur-
n
vertical, lateral, and non-synched rounds the captured lateral or ver-
flight director mode annunciations tical flight director modes).
BARO
STD
5B-49

September 2005
CAE SimuFlite
Attitude and Directional Gyros

Heading Reference The aircraft has dual Honeywell C-
14D compass systems for the pilot
The attitude and heading reference and copilot. Both provide 360° of
systems provide pitch, roll, and sta- magnetic heading information to the
bilized heading reference informa- HSIs, RMIs, autopilot, flight direc-
tion to the flight control, flight tor, and other guidance systems.
instrument, and weather radar sys-
Each system consists of a directional
tems. The system consists of:
gyro, flux valve, remote compensa-
n VG-14A Vertical Gyros tor, and control switch.
n C-14D Directional Gyros Each directional gyro has an electri-
n RG-204 Rate Gyro. cally driven gyro and a base assem-
bly with an inverter. The pilot's
Vertical Gyros compass system receives power
from the Emergency bus on the right
The Honeywell VG-14A Vertical
circuit breaker panel and the copi-
Gyro provides pitch and roll attitude
lot's system receives power from the
information to the EADI, flight
Right Main Extension bus. If the
director, autopilot, and weather
main AC inverters fail, the copilot's
radar. The weather radar uses pitch
compass system inverter provides
and roll information for antenna sta-
26V AC power to No. 2 navigation
bilization.
radio (NAV 2) and the copilot's HSI.
The gyro consists of an electrically-
The flux valve senses the strength
driven gyro rotor, pitch and roll syn-
and direction of the earth's magnetic
chros, torquers, gravity erection sys-
field and converts it into electrical
tem, and monitoring circuits.
signals for gyro compensation. The
Gimbals within the unit limit the
compensating signal aligns the gyro
amount of movement around the
with magnetic north. The remote
pitch and roll axes. The gyro is free
compensator uses adjustable perma-
to move 80° up and down and 360°
nent magnets to counteract the effect
around the roll axis. Pitch and roll
of magnetic fields on the flux valves
torquers erect the rotor to prevent
created by direct current and ferrous
gyro tumble.
materials in the aircraft.
As the aircraft moves about its pitch
The GYRO MAN/AUTO switches
and roll axes, the pitch and roll syn-
control the C-14D compass systems.
chros react to the movement of the
In AUTO, the gyro automatically
gyro gimbal. As the gimbal moves,
aligns itself to the magnetic heading
the synchros provide electrical sig-
indicated by the flux valve. In MAN,
nals proportional to the gyro dis-
manual gyro alignment is through a
placement.
spring-return L/R SLAVE switch.

September 2005
Avionics
Placing the SLAVE switch in either L The gyro consists of an electrically-
or R moves the HSI compass card left driven rotor that moves on its hori-
or right at a rate of approximately 30° zontal axis; a torsion bar restricts
per minute. This provides a short-term movement around the roll axis. As
heading reference when magnetic the aircraft turns, it tries to move the
information is unreliable. gyro in the direction of the aircraft
turn. The gyro resists this movement
Rate Gyro and reacts by rolling on its longitudi-
The RG-204 Rate Gyro provides nal axis 90° to the applied force. As
rate-of-turn signals to the flight the gyro moves, a transmitter syn-
director and autopilot via the pilot's chro on the other end of the torsion
IC-600 DGC. The flight director bar produces an electrical signal pro-
drives the rate-of-turn display. portional to the rate-of-turn.

September 2005
CAE SimuFlite

September 2005
Avionics
Preflight n Check and set avionics; push
EFIS test button and verify RA is Preflight and
During the preflight inspection,
remove the pitot/static tube and angle-
50 ft, digital readouts are replaced
with dashes, command cue is bias Procedures
of-attack vane covers. Check the pitot from view, and test light illumi-
tubes to ensure they are CLEAR and nates in upper left corner of PFD.
HOT and are free of obstructions. Do n Check inverter synchronization.
not grasp the pitot tubes firmly as
severe burns can result. n Verify cockpit voice recorder is
operational. CAUTION: Limit ground opera-
Check the Rosemont probe to ensure tion of the pitot/static heat to two
minutes to preclude damage to the
it is CLEAR. Abnormal pitot/static tube and the angle of
Check the static ports to ensure they
are CLEAR and WARM and are free
Procedures attack vanes.
of obstructions. At high outside tem- Abnormal procedures for the avionics

peratures, it is difficult to feel heat systems include (refer to the CAE NOTE: The avionics required
from the static ports. Running the SimuFlite Citation Bravo Operating warm-up after cold soak. Over 20
back of a finger from the aircraft Handbook for a detailed checklist): minutes may be required at temper-
skin over a static port and onto the atures below -30 ° (-22 °F). Proper
n
autopilot torque failure warm-up is indicated by normal
skin again is the easiest way to feel
pitot/static heater failure illumination of frequency/code dis-
the higher temperature of the port. n
plays with the pilot control of

Carefully check the angle-of-attack n loss of TAS input to FMS brightness and by audio reception
vane for freedom of movement and to n angle-of-attack heater failure on all applicable avionics. In the
ensure it is FREE and HOT. Use cau- absence of a suitable station, back-
n angle-of-attack indicator flagged ground static is an acceptable dem-
tion in rotating the sensor when hot.
n single MADC failure onstration on reception.
Check the presence, condition, and
security of the static wicks. Do not n comparison monitor alert
takeoff with any static wick missing n single primary flight display failure NOTE: A significant heading dif-
from an aileron. Missing static wicks ference indicates an excessive
allow precipitation static buildup
n single PFD heading miscompare phase angle between inverters. This
which interferes with communica- or failure can adversely affect RADAR oper-
ation and possibly trigger a Com-
tions. Missing static wicks on the n single PFD attitude failure
parison Monitor alert. Correct
rudder and elevators should be PFD/MFD fan failure
n
phase relation can be restored by
replaced prior to flight to ensure pulling and resetting circuit break-
proper control surface balance. n Display Guidance Computer cool-
ers on either inverter.
ing fan failure
Check communication and navigation
antennas for security and damage.
n
PFD/MFD overtemperature
Actions that should be taken before

n
Display Guidance Computer over-
taxiing include: temperature
n Check airflow on avionics cooling
n
symbol generator failure
fans. n
NOSE AVN FAN FAIL annuncia-
n
Check for no flags on the standby tor.
flight display.

March 2009
CAE SimuFlite
Check the autopilot by engaging the The pilot's pitot/static anti-icing cir-
pilot's A/P TRIM DISC button; ver- cuit breaker receives 28V DC power
ify autopilot disconnects and discon- the LH Main Extension bus and the
nect chime sounds (repeat for copilot's anti-icing circuit breaker
copilot's A/P TRIM DISC button). receives power from the RH Cross-
over bus; the standby pitot/static
Autopilot Torque Failure heater/vibrator receives power from
Illumination of the AP OFF annunci- the Emergency bus (28V DC) on the
ator accompanied by illumination of left circuit breaker panel.
the AP PTCH MISTRIM or the AP Check that the pitot heat switch is
ROLL MISTRIM annunciator in ON as well as the pitot/static
flight indicate failure of a torque switches and circuit breakers to
sensing device, failure of torque locate the failed system. If the pilot's
switching, improper torque applica- system fails, the autopilot altitude
tion, or extended runtime of pitch hold function is inoperative. Angle-
trim. With the torque limiter failed, of-attack is available for airspeed
the autopilot must remain off during reference in the unlikely event of a
all flights conducted above 14,500 dual pitot/static failure and failure of
ft. If the system can be reset, this is the standby pitot/static system. As
accomplished by pushing and hold- an emergency altitude reference,
ing the A/P TRIM DISC button for cabin pressure can be dumped and
approximately five seconds. the cabin altimeter used for a rough
approximation of altitude below
Pitot/Static Heater Failure approximately 11,000 ft.
Illumination of either the amber L or The autopilot references the pilot's
R P/S HTR light ON or the amber or copilot's pitot/static system. The
STBY P/S HTR CAUTION light ON altitude hold and speed hold func-
annunciator and MASTER CAU- tions may be inoperative if the cou-
TION indicates a failure in the pitot/ pled side pitot/static system fails in
static heating system due to power icing conditions. The autopilot may
loss (PITOT & STATIC switch OFF) be transferred to the operative side.
or an equipment malfunction.

September 2005
Avionics
Loss of TAS Input to FMS Angle-of-Attack Indicator
Determine the failed side. Failure of Flagged
TAS input to the pilot's side generates Indications of an angle-of-attack
a TAS FAIL message from FMS as system failure are an OFF flag on the
well as blanking the displayed value of indicator, the removal of the low-
TAS on the MFD (Figure 5B-51). speed awareness bar, or the stick
Failure of TAS input to the copilot's shaker may be inoperative.
side does not result in any message
annunciation. Autopilot performance Single MADC Failure
is significantly degraded in other than
approach phases of flight when cou- Simultaneous appearance of red Xs
on the airspeed and altimeter display NOTE: Failure of #1 MADC will
pled to the side with the failed TAS also cause the electronic pressuriza-
input. Press either SG1 or SG2 on the areas indicate the failure of a micro
tion system controller to go into
SG reversion knob to revert to the air data computer. Press the ADC
"barometric mode." (See Section on
cross-side symbol generator with the button on the applicable instrument Pressurization for details & recom-
operable TAS input. The autopilot panel. Verify that an amber ADC 2 mended procedures.)
must be coupled to the side consistent or ADC 1 (see Figure 5B-51)
with the selected symbol generator. appears in the pilot's and copilot's
PFD.
Angle-of-Attack Heater
Failure Comparison Monitor Alert
Illumination of the amber AOA HTR Illumination of the PFD annunciator
FAIL annunciator and MASTER indicates the predetermined toler-
CAUTION indicates that the angle-of- ance level of one or more of the fol-
attack vane heating element has failed. lowing parameters has been
Check the PITOT & STATIC switch exceeded (PIT, ROL, HDG, LOC,
and AOA circuit breakers. If the AOA ATT, GS, ILS, IAS, ALT, or RA).
sensor heater fails and the AOA sensor Disengage the autopilot by pressing
becomes iced, the stick shaker, AOA the AP/TRIM DISC button. Ensure
gauges, and low airspeed awareness the autopilot remains OFF.
systems may not function.
5B-51

March 2009
CAE SimuFlite
Single Primary Flight Verify that both PFDs display the

Display Failure same heading source.
Blanking of a primary flight display Single PFD Attitude

in either the pilot's or copilot's posi- Failure
tion indicates a display failure. If
this failure occurs prior to flight, a The appearance of a red ATT FAIL
failed display unit can be inter- message in the top center of the
changed with the MFD unit to allow sphere and of a solid cyan sphere
dispatch with two functioning PFDs. with the loss of the pitch scale and
When the MID is inoperative, the roll pointer on the PFD indicate a
following avionics equipment will loss of attitude information (see Fig-
not be available: takeoff V speed ure 5B-51). Pressing the ATT REV
display, landing V speed display, button on the failed side selects the
Honeywell VNAV, and the optional opposite attitude source. An amber
TCAS display. Access to the ATT 2 or ATT 1 on the PFD
removal screw is gained by remov- (depending on the side selected) will
ing the lower bezels. be displayed. The ATT FAIL mes-
sage should disappear and the
If this failure occurs in flight, turn- sphere, pitch scale, and roll scale
ing the affected display DIM knob to should reappear. Verify that both
OFF (fully counterclockwise) on the PFDs display the selected attitude
display controller displays the PFD source.
information on the MFD. In this
mode, all operation of the EADI and PFD/MFD Fan Failure
EHSI are unchanged (except for
Illumination of the PFD FAN or the
dimming). All normal functions of
MFD FAN annunciator indicates a
the MFD are inoperative. Dispatch is
failure of either or both of the two
not approved in this mode.
cooling fans in the PFD or MFD. If
Single PFD Heading the fan failure occurs while on the
Miscompare or Failure ground, remove power by pulling
the PFD 1, PFD2, and/or MFD cir-
The appearance of a red HDG FAIL cuit breakers, as appropriate, on the
message and loss of bearing and right CB panel to prevent overheat-
course pointers on the PFD indicates ing and possible system failure.
a loss of heading information (see Limit ground operating time to 10
Figure 5B-51). Pressing the HDG minutes. Prior to takeoff, reset the
REV button on the applicable instru- pulled circuit breakers and monitor
ment panel selects between the the PFD HOT or MFD HOT annun-
pilot's and copilot's compass system. ciators. Return to normal proce-
An amber MAG 2 or MAG 1 on the dures.
PFD (depending on the side
If the fan failure occurs in flight,
selected) will be displayed in the
monitor the PFD HOT or MFD HOT
EHSI area. The HDG FAIL message
annunciators. There is adequate air-
should disappear and the bearing and
flow in flight to prevent system
course pointers should reappear.
overheating, but reduce the cockpit
Continue the flight using the second-
temperature to help prevent over-
ary heading source.
heating.

September 2005
Avionics
Display Guidance overtemperature indication. Consid-
Computer Cooling Fan eration should be given to leaving
Failure the CBs disengaged, using the oppo-
site side PFD or PFD reversion to
Illumination of the IC1 FAN or IC2 the MFD (as appropriate) to com-
FAN annunciator (see Figure 5B- plete the flight, and restoring power
55) indicates a failure of the pilot's to the display for the approach and
or copilot's IC-600 cooling fan, landing, if necessary.
respectively. Illumination of both
Switch the affected display DIM
annunciators indicates a failure of
knob to OFF to operate on the rever-
both cooling fans. If the fan failure
sionary mode as applicable. Land as
occurs while on the ground, remove
soon as practicable.
power by pulling the PFD 1, PFD2,
and/or MID circuit breakers, as Depending upon which PFD is the
appropriate, on the right CB panel to affected display, the output of the
prevent overheating. Limit ground applicable IC-600 may be displayed
operating time to 10 minutes. Prior on the MFD by turning the DIM knob
to takeoff, reset the pulled circuit on the affected PFD controller to OFF.
breakers and monitor the IC1/IC2
If the overtemperature condition
HOT annunciators. Return to normal
occurs on the ground, determine the
procedures.
cause prior to takeoff.
If the fan failure occurs in flight, mon-
itor the IC1/IC2 HOT annunciators. Display Guidance
Computer Overtemperature
PFD/MFD
Illumination of the IC1 HOT or IC2
Overtemperature
HOT annunciator (see Figure 5B-
Illumination of the PFD HOT or 55) indicates an overtemperature
MID HOT annunciator indicates an condition of the pilot's or copilot's
overtemperature condition caused by IC-600 computer, respectively, and
the failure of one or both of the inter- is most likely caused by the failure
nal fans. Continued use of the dis- of the internal fan. Illumination of
play without the fan may lead to both annunciators indicates an over-
display failure of the PFD or MFD. temperature condition of both IC-
If one of these annunciators illumi- 600 computers. Continued use of the
nates in flight, select MANUAL guidance computer without the fan
COLD or AUTOMATIC COLD may lead to computer failure. If one
above 31,000 ft on the cockpit tem- of these annunciators illuminates in
perature selector to provide addi- flight, remove power by pulling the
tional system cooling. Use the DGC1 or DGC2 circuit breakers (as
display controller DIM knob to appropriate) to enable the computer
reduce display brightness. to cool. However, restoring power
If this fails to extinguish the PFD will likely result in another overtem-
HOT or MFD HOT annunciator, pull perature indication. Consideration
the affected display's circuit breakers should be given to leaving the CBs
(PFD 1, PFD2, and/or MFD on the disengaged and using the opposite
right circuit breaker panel) to enable side computer for the approach and
the tubes to cool. However, restoring landing. Land as soon as practicable.
power will likely result in another

September 2005
CAE SimuFlite
The output of the unaffected display the hardware data bus to the display.
guidance computer may be used to In this case, the crew will not be able
drive all three displays by placing the to revert tube display.
SG reversion knob on the MFD con-
troller to SG 1 or SG2, as appropriate. NOSE AVN FAN FAIL
Annunciator
If the overtemperature condition
occurs on the ground, determine the Excessive temperature in the nose
cause prior to takeoff. avionics compartment illuminates
the NOSE AVN FAN FAIL annunci-
Symbol Generator Failure ator. Ground operation of avionics
Indications of a failed symbol gener- equipment for longer than one hour
ator are a red X (see Figure 5B-52). with an air temperature greater than
Select the opposite side symbol gen- 45°C may result in avionics com-
erator on the MFD controller mode partment overheating. High avion-
select knob to drive all displays. Ver- ics compartment temperatures can
ify that an amber SG1 or SG2, as result in EFIS system failures and
appropriate, annunciates on both damage to sensitive avionics equip-
PFDs. The MFD will be normal and ment. Limit ground operating time
both PFDs will have the same for- to 30 minutes to prevent compart-
mat. The MID has no complete sym- ment overheating.
bol generator function of its own and If the NOSE AVN FAN FAIL annun-
its symbol generator is not select- ciator illuminates on the ground,
able. The MFD operates from the determine and correct the fault
No. 1 IC-600 DGC. before flight. Allow the nose com-
The reversion side mode select panel partment to cool before continuing
will be inoperative. Flight director ground operation or flight.
modes and autopilot coupling, if If the annunciator illuminates in
desired, must be selected from the flight, continue in a normal manner.
non-reversion side only. Determine the cause before the next
Be aware that the red X symbol indi- flight. Usually, the annunciator does
cates a loss of data reaching the tube not illuminate unless there is an avi-
itself, and therefore, this indication onics system failure.
appearing may indicate a failure in

September 2005
Avionics
Emergency all three displays or all three tubes
being blank. In this case, continue
Procedures the flight with references to standby
instruments only.
Emergency procedures for the avi-
onics systems include (refer to the Dual PFD Heading Failure
CAE SimuFlite Citation Bravo
Autopilot Hardover
Operating Handbook for a detailed
checklist): Illumination of the HDG annunciator
n PFD/MFD red gun failure can indicate a dual PFD heading fail-
ure. If both heading sources fail, con-
n dual MADC failure trol aircraft heading by reference to the
n dual display guidance computer standby HSI on the pilot's panel. If a
failure discrepancy occurs between the
standby HSI and the magnetic com-
n dual PFD heading failure
pass, heading information is available
n dual PFD attitude failure only from the magnetic compass.
n autopilot hardover.
Dual PFD Attitude Failure
PFD/MFD Red Gun Failure
Illumination of the ATT annunciator
The color in the primary flight or can indicate a dual PFD attitude fail-
multifunction displays is produced by ure. If both PFDs fail, control air-
a combination of three color guns craft attitude by reference to the
inside the tube. Failure of the red gun standby attitude indicator on the
changes sky color in the PFD from pilot's panel.
dark blue to a dull dark blue and
changes ground color from brown to Autopilot Hardover
a green hue. The compass rose turns
from white to blue. Monitor remain- A sudden pitching with the autopilot
ing displays for any red annunciators. engaged denotes an autopilot hardo-
Operation with a red gun failure ver. Immediately disengage the auto-
should be undertaken with caution pilot by pressing the AP/TRIM
because red warning annunciators in DISC button on either control wheel.
the PFD are not visible. Regain aircraft control.
Dual MADC Failure During certification, demonstrated

maximum altitude losses were:
Loss of both PFD airspeed and
altimeter information can indicate a
n
cruise - 400 ft at 37,000 ft cruising
dual MADC failure. If both MADCs altitude
fail, monitor airspeed and altitude by n climb - 0 ft at 17,000 ft
reference to the standby airspeed/
altimeter on the pilot's panel.
n
ILS approach - 40 ft.
Refer to the Aircraft Flight Manual
Dual Display Guidance for the Autopilot Glideslope Devia-
Computer Failure tion Profile.
Loss of both display guidance com-
puters may be present as red Xs on

September 2005
CAE SimuFlite

September 2005
This section describes the electrical and lighting systems of the
Citation Bravo aircraft. Electrical
The Citation Bravo electrical system includes Direct Current
(DC), which powers the majority of the aircraft systems, and Chapter 5C
Alternating Current (AC), which powers some avionics equip-
ment. Two engine-driven starter/generators provide DC power to
their respective distribution buses for primary aircraft electrical
power. The battery supplies secondary DC power through the Hot
Battery bus, which also serves as the input for ground power. Two
static inverters convert DC to AC. Four distribution buses carry
power from the inverters.
Lighting on the Citation Bravo includes cockpit, passenger cabin,
cargo and service compartment, exterior, and emergency lights.

September 2005
CAE SimuFlite

September 2005
Electrical
Circuit Breaker Panels . . . . . . . . . . . . . . . . . . . . . . . 5C-5

DC Electrical System Schematic . . . . . . . . . . . . . . 5C-6
Table of
DC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-7 Contents
Starter/Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-7
Generator Control Units . . . . . . . . . . . . . . . . . . . . . 5C-8
Generator Control Switches . . . . . . . . . . . . . . . . . . 5C-8
Ammeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-8
GEN OFF Annunciators . . . . . . . . . . . . . . . . . . . . . 5C-9
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-9
Battery Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-9
Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-10
Battery Overheat Warning . . . . . . . . . . . . . . . . . . . . 5C-11
Battery Temperature Gauge . . . . . . . . . . . . . . . . . . 5C-11
Ground Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-11
GPU Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-12
Junction Boxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-12
DC Distribution Buses . . . . . . . . . . . . . . . . . . . . . . . 5C-13
Hot Battery Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-13
Emergency Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-14
Battery Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-14
Main Buses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-14
Main Extension Buses . . . . . . . . . . . . . . . . . . . . . . 5C-14
Crossover Buses . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-14
DC Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-15
Start Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-15
Emergency Power Relay . . . . . . . . . . . . . . . . . . . . 5C-15
Battery Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-15
Battery Disable Relay . . . . . . . . . . . . . . . . . . . . . . 5C-16
Power Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-16
Battery Disconnect Relay . . . . . . . . . . . . . . . . . . . 5C-16
External Power Relay . . . . . . . . . . . . . . . . . . . . . . 5C-16
DC Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-16
Generator Control Units . . . . . . . . . . . . . . . . . . . . 5C-16
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-17
Current Limiters . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-17

March 2009
CAE SimuFlite
DC Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-17
GPU Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-18
Battery Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-20
Cross-Generator Assisted Start . . . . . . . . . . . . . . . 5C-21
Terminating Abnormal Starts . . . . . . . . . . . . . . . . . 5C-22
AC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-23
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-23
Inverters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-23
Control Switches . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-23
Switching Relays . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-24
Failure Annunciators . . . . . . . . . . . . . . . . . . . . . . . 5C-24
Buses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-25
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-25
Generator Reset Decision Tree . . . . . . . . . . . . . . . 5C-26
Preflight and Procedures . . . . . . . . . . . . . . . . . . . . 5C-27
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-27
Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . 5C-27
Single Generator Failure . . . . . . . . . . . . . . . . . . . . . 5C-27
Single Inverter Failure . . . . . . . . . . . . . . . . . . . . . . . 5C-27
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . 5C-28
Double Inverter Failure . . . . . . . . . . . . . . . . . . . . . . 5C-28
AC Fail and AC Power Distribution Failure . . . . . . . . 5C-28
Battery Overheat . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-29
Electrical Fire or Smoke . . . . . . . . . . . . . . . . . . . . . . 5C-31
Loss of Both Generators . . . . . . . . . . . . . . . . . . . . . . 5C-31
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-33
Interior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-33
Cockpit Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-33
Passenger Compartment . . . . . . . . . . . . . . . . . . . . 5C-35
Cargo and Service Compartment Lighting . . . . . . . 5C-36
Exterior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-37
Emergency Lighting . . . . . . . . . . . . . . . . . . . . . . . . . 5C-40
Data Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5C-41
Electrical Systems Data . . . . . . . . . . . . . . . . . . . . . 5C-41

September 2005
Electrical CAE SimuFlite
Circuit Breaker Panels

LEFT CIRCUIT BREAKER PANEL
ENGINE INSTRUMENTS ENVIRONMENTAL ENGINE-FUEL
L FAN L L TURB L FUEL L FUEL L OIL L OIL NORM EMER L L L FW L L

SPEED ITT SPEED FLOW QTY TEMP PRESS PRESS PRESS IGN BOOST SHUTOFF FIRE DET BOV
5 5 5 5 5 5 5 5 5 7.5 15 7.5 2 5
FLIGHT INSTRUMENTS ANTI-ICE
L STBY STBY P/S L PITOT L W/S BLEED AIR CABIN R R R FW R R

CLOCK GYRO RAT HTR/ VIB STATIC ENG AIR TEMP COND FAN TEMP FIRE DET BOV
IGN BOOST SHUTOFF
5 7.5 5 10 7.5 5 5 5 20 5 7.5 15 7.5 2 5
LIGHTS WARNING
R TAS R PITOT R W/S ANTI BATT LDG WARN WARN

CLOCK FLT/HR HTR STATIC ENG BLEED AIR NAV COLL TEMP GEAR LTS 1 LTS 2
5 5 15 7.5 5 5 5 7.5 5 5 5 5
DC POWER L BUS SYSTEMS
AC L BUS AOA SURFACE W/S WING SKID L THRUST FLAP ANGLE OF ENG NOSE
INVERTER HTR DEICE ALCOHOL INSP BEACON CONTROL REVERSER MOTOR ATTACK SYNC WHL RPM
10 15 5 5 5 5 20 7.5 15 5 2
5 5
NO 1 NO 2 NO 3
NO. 1
75 75 75
R CB L EL PNL/ L CENTER R EQUIP R THRUST FLAP GEAR PITCH SPEED
PANEL START PNL FLD PANEL PANEL PANEL COOL REVERSER CONTROL CONTROL TRIM BRAKE
35 7.5 5 5 5 5 7.5 7.5 5 5 5 5
RIGHT CIRCUIT BREAKER PANEL

AVIONICS DC ENGINE INSTRUMENTS
COMM NAV NAV 1 XPDR DME ADF R FAN R R TURB R FUEL R FUEL R OIL R OIL
CONVERT CVR
1 1 1 1 1 SPEED ITT SPEED FLOW QTY TEMP PRESS
10 5 5 5 5 5 5 5 5 5 5 5 5 5
COMM NAV NAV 2 XPDR DME ADF FMS IC EFIS PFD ADC AP DG AUDIO
2 2 CONVERT 2 2 2 1 1 CTL 1 1 1 SERVO 1 1
10 5 5 5 5 5 5 7.5 5 7.5 5 7.5 5 5
RAD FMS IC EFIS PFD ADC DG AUDIO

HF PHONE GPWS TCAS FDR CTL 2 WARN HSI 2
ALT 2 2 2 2 2
5 5 5 5 5 5 5 7.5 5 7.5 5 5 5 5 5
AC FLT INSTR AVIONICS DC PWR-R BUS
VG DG REF AC REF MFD R AC

1 1 1 FDR RADAR VLF CTL MFD START INVERTER
R BUS
1 1 1 1 7.5 5 5 7.5 7.5 10
NO 2
NO 1 NO 2 NO 3
VG AC REF RADAR CABIN L CB
HSI RADAR TCAS CTL AFIS DISPLAY FLOOD 75 75 75
2 2 PANEL
1 1 1 1 1 5 5 5 5 35
EMERGENCY BUS LH CROSSOVER BUS

LH MAIN BUS EXTENSION RH CROSSOVER BUS
RH MAIN BUS EXTENSION 26V AC BUS NO. 1 & 2
115V AC BUS NO. 1 & 2
Citation Bravo Developed for Training Purposes 5C-5 5C-6

September 2005
CAE SimuFlite
DC Electrical System
LH COCKPIT CB PANEL RH COCKPIT CB PANEL

7
RH COCKPIT CB EMERGENCY
PANEL BUS (28V DC)
4 RH CROSSOVER
LH COCKPIT BUS
CB PANEL
7 EMERGENCY
AUDIO PANEL 1* BUS (28V DC) RH FAN SPEED
4 RHCENTER
CROSSOVER
PANEL LIGHTS BUS
AUDIO PANEL 2 NAV 1
EQUIPMENT COOLING
AUDIOCOMMPANEL
1 1* RH FAN SPEEDHSI
STANDBY
CENTER PANEL LIGHTS
EMERGENCY PRESSURIZATION AUDIO PANEL 2
DIRECTIONAL GYRO 1 NAV 1
VOLTMETER
EQUIPMENT
FLIGHT HOURCOOLING
METER COMM 1 STANDBY HSI
EMERGENCY
LH BOOST PUMPPRESSURIZATION
(SEC)
FLOOD LIGHTS (PRI)
DIRECTIONAL GYRO 1
FLIGHT HOUR METER * IS SWITCHED TO THE EMERGENCY VOLTMETER
LH BLEED OFF VALVE (BOV) FLOOD LIGHTS (PRI)
LH BOOST PUMP (SEC) BUS WHEN THE BATTERY SWITCH IS
LH FIRE DETECT * IS SWITCHED TO THE EMERGENCY
LH BLEED OFF VALVE (BOV)
BUSPLACED TO THE
WHEN THE EMERSWITCH
BATTERY POSITION.
IS
LHLH FIREWALL
FIRE DETECTSHUTOFF
PLACED TO THE EMER POSITION.
2 2 LHLH IGNITIONSHUTOFF
FIREWALL (PRI) 6 EMERGENCY BUS
2 LHLH
LHRH
IGNITION
IGNITION
IGNITION
PWR (PRI)
(PRI)
CLOCKPWR (PRI)
6 EMERGENCY BUS
(28V DC) 5
5
LH CROSSOVER BUS
RHRHCLOCK
ENGINE ANTI-ICE (28V DC) LH CROSSOVER BUS
RHRHENGINE
PANELANTI-ICE
LIGHTS LH FAN SPEED ADC 1 MFD
RHRHPANEL LIGHTS LH STANDBY
FAN SPEED ADCADF1 1 MFD MFD CTL
PITOT STATIC (ANTI-ICING) ASI/ALT VIBRATOR
RHRHPITOT STATIC (ANTI-ICING) STANDBY ASI/ALT VIBRATOR HTR ADF AUTO
1 PILOT SERVO MFD NAV
CTL 1 CONVERTER
THRUST REVERSER STANDBY PITOT/STATIC
LEFT
LEFT
RH THRUST REVERSER
SURFACE DE-ICE BOOTS
STANDBY PITOT/STATIC HTR AUTO PILOT SERVO
DME 1
DME 1
NAV 1 CONVERTER
PFD 1
PFD 1
START
START
SURFACE DE-ICE BOOTS
WARNING LIGHTS 2
WARNING LIGHTS 2
EFIS 1 CONTROLLER
EFIS 1 CONTROLLER
RMI 1
RMI 1
RELAY
RELAY WINDSHIELD
WINDSHIELD ALCOHOL
ALCOHOL PUMP
PUMP FMSFMS1 1 VLF VLF
IC 1 IC 1 XPDRXPDR
1 1
6 44 22
3 3
RHRH
MAIN BUS
MAIN EXTENSION
BUS EXTENSION
LH
LHMAIN
MAINBUS
BUSEXTENSION
EXTENSION AC INVERTER NO. 1NO. 1 NAV 2NAV
CONVERTER
AC INVERTER 2 CONVERTER
11
ACAC
INVERTER NO.NO.
1 1 LH LH
PITOT/STATIC (ANTI-ICING) ADCADC
2 2 PFD 2PFD 2
INVERTER PITOT/STATIC (ANTI-ICING)
AIR COND LH START CONTROL (SEC) ADF 2 PHONE RAD ALT
AIR COND LH START CONTROL (SEC) ADF 2 PHONE RAD ALT
ANGLE-OF-ATTACK LH THRUST REVERSER AFIS RADAR
ANGLE-OF-ATTACK LH THRUST REVERSER AFIS
CABIN DISPLAY
RADAR
ANGLE-OF-ATTACK HEATER LH TURBINE SPEED RADAR CONTROL
ANGLE-OF-ATTACK LH TURBINE SPEED CABIN
2 DISPLAY RADAR CONTROL
ANTI-COLLISION LIGHTHEATER NAVIGATION LIGHTS COMM RH DC PWR BUS NO. 1,2,3
ANTI-COLLISION
BATTERY LIGHT
TEMPERATURE/GAUGE NAVIGATION
NORMAL LIGHTS
PRESSURIZATION COMM
COCKPIT 2
VOICE RH DC
RCDR (CVR) RH FUEL PWR BUS NO. 1,2,3
FLOW
BATTERY
BEACON TEMPERATURE/GAUGE
LIGHT NORMAL PRESSURIZATION
NOSEWHEEL RPM DG 2COCKPIT VOICE RCDR (CVR) RH FUEL
RH FUEL FLOW
QUANTITY
CABIN
BEACONFAN LIGHT PITCH TRIM
NOSEWHEEL RPM DMEDG 2 2 RH ITT
RH FUEL QUANTITY
CABIN
CABIN TEMPERATURE
FAN CONTROL RAM AIR TEMPERATURE
PITCH TRIM (RAT) EFISDME
2 CONTROLLER
2 RH OIL
RHPRESSURE
ITT
ELCABIN
PANELTEMPERATURE
LIGHTS CONTROL RH RAM
BOOSTAIRPUMP (SEC)
TEMPERATURE (RAT) FMSEFIS
2 2 CONTROLLER RH OIL
RHTEMPERATURE
OIL PRESSURE
ENGINE SYNCHRONIZATION RH RH
BOVBOOST PUMP (SEC) FLIGHT
FMSDATA
2 RCDR (FDR) RH START CONTROL
RH OIL (SEC)
TEMPERATURE
EL PANEL LIGHTS
FLAP CONTROL RH RH
CB BOV
PANEL GPWS FLIGHT DATA RCDR (FDR) RH TURBINE
RH STARTSPEED
CONTROL (SEC)
ENGINE SYNCHRONIZATION
FLAP MOTOR RH FIRE DETECT HF TCAS
FLAP CONTROL RH CB PANEL GPWS RH TURBINE SPEED
LANDING GEAR CONTROL RH FIREWALL SHUTOFF IC 2 WARN
FLAP MOTOR RH FIRE DETECT HF TCAS
5 RH IGNITION (PRI) LH CB PANEL XPDR 2
7
LANDING GEAR WARNING
LHLANDING
DC PWR BUSGEAR CONTROL
NO. 1,2,3 RH RH FIREWALL
IGNITION PWRSHUTOFF
(PRI) NAV IC
2 2 WARN
RHCONTROL
IGNITION (PRI) LH CB PANEL XPDR 2
7 5 LHLANDING
CLOCK GEAR WARNING
LHLH DC PWR
ENGINE BUS NO. 1,2,3
ANTI-ICE
SKID
RH IGNITION PWR (PRI)
SPEEDBRAKE NAV 2
AC BUSES
LHLH
FUEL FLOW
CLOCK STANDBY GYRO
SKID CONTROL
LHLH
FUEL QUANTITY
ENGINE ANTI-ICE TRUE AIRSPEED HEATER
SPEEDBRAKE AC REF 1 STANDBY HSI
RELAY LHLH
ITTFUEL FLOW WARNING
STANDBYLIGHT
GYRO1 AC REF 2 AC BUSES
WEATHER RADAR
LHLH
OILFUEL
PRESSURE WINDSHIELD BLEED HEATER
AIR
QUANTITY TRUE AIRSPEED DG REF 1
AC REF 1 TCASSTANDBY
(OPT) HSI
LHLH
OILITT
TEMPERATURE WINDSHIELD
WARNING LIGHT 1AIR TEMP
BLEED
RELAY LH PANEL LIGHTS WING INSPECTION LIGHT
FDR AC REF 2 V GYRO
(OPT) 1
WEATHER RADAR
LH OIL PRESSURE WINDSHIELD BLEED AIR V GYRO 2
DG REF 1 TCAS (OPT)
LH OIL TEMPERATURE WINDSHIELD BLEED AIR TEMP FDR (OPT) V GYRO 1
LH PANEL LIGHTS WING INSPECTION LIGHT V GYRO 2
RIGHT 3
START
RELAY LH POWER JUNCTION BOX CIRCUIT BREAKERS RH POWER JUNCTION BOX CIRCUIT BREAKERS
RIGHT 3 EMERGENCY LIGHTS LH ANNUNCIATOR RH START LIGHT AVIONICS IGNITION PWR RH REC/TAXI LIGHT
START INDIRECT LIGHTS LH BOOST PUMP (PRI) LH VOLTMETER (GCU) BATTERY VOLTAGE LH START LIGHT RH VOLTMETER (GCU)
RELAY LH (2)
LH AMPMETER POWER JUNCTION BOX CIRCUIT
LH BUS SENSE BREAKERS
OXYGEN/SEAT BELT RH POWER
CABIN LIGHTS JUNCTION BOX
RH AMPMETER (2) CIRCUIT BREAKERS
TOILET
LH GENERATOR REFRESHMENT BAR DRAIN HEATERS RH ANNUNCIATOR WING INSPECT. LT
LH ANNUNCIATOR RH START LIGHT AVIONICS IGNITION PWR RH REC/TAXI LIGHT
EMERGENCY LIGHTS LH REC/TAXI LIGHT TAIL FLOOD LIGHT EMERGENCY PWR RH BOOST PUMP
LH BOOST PUMP (PRI) BATTERY VOLTAGE LH START LIGHT RH VOLTMETER (GCU)
INDIRECT LIGHTS LH VOLTMETER (GCU)
TAIL PRESSUR. ENTERTAINMENT CENTER RH BUS SENSE
LH BUS SENSE OXYGEN/SEAT BELT CABIN
FLOOD LIGHTS
COOLING RH AMPMETER (2)
RH GENERATOR TOILET
LH AMPMETER (2)
LH GENERATOR REFRESHMENT BAR DRAIN HEATERS RH ANNUNCIATOR WING INSPECT. LT
LH REC/TAXI LIGHT TAIL FLOOD LIGHT EMERGENCY PWR RH BOOST PUMP
TAIL1PRESSUR. ENTERTAINMENT CENTER RH BUS SENSE
HOT BATTERY BUS
FLOOD COOLING RH GENERATOR
AFT/FWD COMP LIGHT

1BATTERY RELAY
DROP AISLE LIGHTING
HOT BATTERY BUS
EMERGENCY POWER RELAY
EMERGENCY LIGHTING BATTERY PACK
AFT/FWD COMP
EMERGENCY LOCATOR LIGHT
BEACON TRANS.
ENTRBATTERY
LTS/EXITRELAY
SIGNS
DROP AISLE
FLOOD LIGHTS LIGHTING
LH/RH IGNITION PWR
EMERGENCY POWER(SEC)
RELAY
LH/RH START CONTROL
EMERGENCY (PRI)BATTERY PACK
LIGHTING
LH/RH START LIGHT
EMERGENCY (PRI) BEACON TRANS.
LOCATOR
TAILCONE LIGHTS SIGNS
ENTR LTS/EXIT
VOLTMETER (battery switch in BATT or EMER)
FLOOD LIGHTS
LH/RH IGNITION PWR (SEC)
LH/RH START CONTROL (PRI)
LH/RH START LIGHT (PRI)
TAILCONE LIGHTS
VOLTMETER (battery switch in BATT or EMER)

September 2005
Electrical
Two 28.5 VDC, 400 amp starter/
generators are the main source of
The second half contains the battery
and GPU which connect to a Hot DC System
DC power for the aircraft. A 24V, 44 Battery bus. The battery and ground
(or optional 43-amp) amp-hour bat- power side of the system connect to
tery supplies power for engine start- the Main bus side through the bat-
ing and emergencies. A receptacle tery relay. The battery switch con-
below the left engine pylon allows trols the battery and emergency
the connection of a 28V DC Ground power relays.
Power Unit (GPU). During normal operation, all the
Major DC system components buses connect together allowing the
include: generators to provide power to oper-
n two starter/generators with associ- ate the systems and charge the air-
ated generator control units, con- craft battery.
trol switches, ammeters, and
annunciators
Starter/Generators
The primary sources of DC power Starter Limits
n
one battery with associated
gauges, switches, and annuncia- are the two 28.5V DC, 400 amp Limit engine to three starter cycles
starter/generators driven by the in a 30-minute period with a 30
tors
engine accessory gearboxes (Figure second rest between each cycle.
n
one aft power junction box (J box) 5C-1). The starter/generators serve a The starter limitation is indepen-
nine DC buses dual function: to provide engine start dent of the starter power source
n various DC relays and to provide power to the DC bus (i.e., battery, generator-assisted
n
DC voltmeter. distribution system. cross start or APU).
The DC buses distribute power from The generators cross-tie through two
the battery, generators, or GPU to current limiters and the Battery bus.
equipment and systems requiring If one generator goes off-line, the
DC power. The system is divided remaining generator powers both of
into essentially two halves, Right the Main DC buses. The overload
and Left. The distribution systems capability of each generator is 50%
are in parallel, allowing each genera- (600 amps) for two minutes. Either
tor to operate independently. One generator is capable of supplying the
half contains the Main DC buses that entire normal DC electrical require-
connect together to a common Bat- ments of the aircraft. However, if the
tery bus through current limiters. vapor cycle air conditioning system
The generators supply power to the is installed and is operating, it must
Main buses through power relays. be shut down during single generator
operation due to its high amp draw.
5C-1

March 2009
CAE SimuFlite
The starter/generator has a shear sector connects to its Main bus and
Generator Operating Limits
tion in its drive shaft protecting the begins supplying power at the correct
Up to 35,000 ft. . . . . . . . . 400 amps accessory gear box during excessive voltage (refer to DC schematic to
Above 35,000 ft . . . . . . . . 325 amps torque. At 1500 in/lbs of torque the trace flow to Main bus, page 5C-6).
(Do not exceed 315 amps after the shear point will fail, isolating the The center OFF position disconnects
loss of both generators and only one starter generator. the generator from its Main bus
generator comes back on). Each starter/generator has an inter- without de-exciting it by opening the
nal fan that cools the unit during power relay.
ground operation. In flight, an air An over-voltage, feeder fault or
inlet duct on the forward engine engine fire switch actuation will
cowling directs ram air to the starter/ result in the generator de-exciting
generator to provide cooling. An and disconnecting from the bus.
exhaust duct on the lower cowling
directs cooling air overboard. The momentary RESET position
resets a generator field relay that
Generator Control Units tripped from overvoltage, feeder
The Generator Control Units fault, or ENG FIRE switch actua-
(GCUs) in the tailcone (Figure 5C- tion. Positioning the switch to
2) provide starter and voltage regula-
RESET also may be necessary fol-
tion, feeder and ground fault protec- lowing a windmilling airstart.
tion, overvoltage protection, load Ammeters
sharing, over-excitation protection
and reverse current protection. The left and right ammeters on the
left switch panel (Figure 5C-4) dis-
Refer to the DC Protection section in play the load in amps on each gener-
this chapter for further details. ator. The ammeters are identical and
have a red radial line at 400 amps
Generator Control that indicates the maximum genera-
Switches tor load. A yellow arc at 315 to 400
Each generator has a three-position amps indicates maximum amps
(GEN/OFF/RESET) control switch on allowable at high altitudes.
the left instrument panel (Figure 5C-3). If a generator failure or shutdown
In GEN, regulation, protection, and occur, the load on the affected gener-
Main bus connection are automatic ator drops to zero while the load on
through the GCU; once the generator the operating generator increases to
reaches operating speed, the genera- meet the demand because the buses
are tied together.
5C-2 5C-3 5C-4

September 2005
Electrical
GEN OFF Annunciators The battery consists of 20 cells con-

nected with bus-bars in a stainless steel Battery Limitation
The amber GEN OFF L/R annuncia- box; the busbars connect to the positive
tors on the annunciator panel illumi- If the BATT O’ TEMP annunciator
and negative terminals. A steel vent illuminates during ground opera-
nate when a generator power relay
line from the battery case to an opening tion, do not take off until the proper
opens to disconnect the generator
in the aircraft fuselage releases battery maintenance is accomplished.
from the electrical system.
gases to the atmosphere. Limit engine starts to three per
A failure of both generators illumi- hour. If battery limitation is
During engine starts using external exceeded, accomplish a deep cycle
nates the GEN OFF L/R annuncia-
power, the battery disconnect relay with capacitance check to detect
tors and illuminates the red
opens automatically to disconnect the possible cell damage. Refer to the
MASTER WARNING annuncia-
tors. This is the only condition under battery's negative terminal from the Maintenance Manual for proce-
which illumination of an amber airframe ground; therefore, external dure. Three generator-assisted
annunciator light triggers the MAS- starts do not use battery power and do cross-starts equal one battery start.
not count in the battery start limita- Do not count a GPU engine start as
TER WARNING.
tions. At the end of the start cycle, the a battery start. Service the battery
per the Maintenance Manual when
Battery relay closes automatically to connect
the battery temperature exceeds
the battery to ground.
63°C (145°F).
The 24V DC, 44 amp-hour nickel-
cadmium battery in the tailcone Battery Switch
(Figure 5C-5) is the secondary The three-position battery switch
source of DC power for the aircraft. (BATT/OFF/EMER) on the left NOTE: Pull each individual cir-
This battery is the source of power switch panel between the left and cuit breaker to deactivate the Emer-
for engine starting and emergency right generator switches (Figure 5C- gency bus items.
battery usage. It connects to the air- 6) provides the ground to control
craft electrical system through a both the battery relay and the emer-
quick disconnect that allows the gency relay.
crew to disconnect the battery during In BATT, the battery relay closes to
long term parking. provide power from the Hot Battery
When connected and powered on, a bus to the Battery Bus and both
GPU can charge the battery. During Main DC buses. The emergency
electrical system abnormal or emer- relay closes to provide power to the
gency situations, a fully charged bat- Emergency bus. Electrical current
tery can power the entire DC system flows back from the generator to the
for five to ten minutes, or the Emer- Hot Battery bus via the battery relay.
gency bus only for 30 minutes. The generators can only charge the
battery with the switch in BATT.
5C-5 5C-6

March 2009
CAE SimuFlite
The battery relay controls the power the Emergency bus power line to
line between the Hot Battery bus and either the Battery bus or the Hot Bat-
the Battery bus. With the relay closed, tery bus. With the emergency relay
power can flow from the Hot Battery open, the Emergency bus connects to
bus to all buses for distribution. the Battery bus. With the relay
closed, the Emergency bus receives
With ine or more generators opera-
power from the Hot Battery bus.
tional, the battery is charged by current
With the switch in EMER, the
flow through the Main DC buses.
switch supplies a ground to close the
When the battery relay opens, the hot
emergency relay; in this position, the
battery bus is isolated from the system.
emergency relay connects the Hot
The battery relay is normally open Battery bus to the Emergency bus.
(i.e., powered closed). With the With the switch in either BATT or
switch in OFF or EMER, there is no OFF, there is no ground and the relay
ground and the spring-loaded relay opens to connect the Emergency bus
remains open to disconnect the Bat- to the Battery bus.
tery bus from the Hot Battery bus.
Voltmeter
The emergency relay is a normally
open (i.e., powered closed) relay that The voltmeter (Figure 5C-7),
controls power source to the Emer- installed on the left switch panel
gency bus. next to the ammeters, indicates the
voltage supplied by the power
With both generators failed and the source to the hot Battery bus when
battery switch in EMER, some of the the battery switch is in the BATT or
more important items such as annun- EMER position. When the battery
ciator lights, gear indicator lights, and VOLTAGE SELECT switches
main pitot/static and angle-of-attack (Figure 5C-8) are in BATT, the volt-
system heat, fire warning, and the meter displays the highest voltage to
fire bottles will be inoperative. the Hot Battery bus (i.e., battery,
The EMER position of the BATT generator, or external power). Volt-
switch will provide at least 30 min- meter range is 10 to 40 volts. With
utes of operation for instruments and the VOLTAGE SELECT switch in
systems powered from the emer- the L GEN or R GEN, the voltage
gency buses. output of the respective generator is
displayed. An accurate check of one
Depending on battery switch posi- generator is obtained only with the
tion, the emergency relay connects opposite one off the line.
5C-7 5C-8

September 2005
Electrical
Battery Overheat Warning Selecting BATT TEMP on the rotary

TEST switch tests the battery over-
The battery overheat warning system heat warning system by simulating a
provides the pilot with an indication if 160°F (or over) battery temperature
a battery overheat condition and condition and causes a flashing light.
impending damage to the system. The The flashing annunciator indicates
system consists of a temperature sen- system integrity and proper opera-
sor, temperature module, temperature tion of the circuits. This test also
meter, and a BATT O'TEMP/>160°F drives the battery temperature gauge
(71°C) annunciator light on the annun- to 160°F.
ciator panel. The sensor measures the
temperature of the cells at the center of Battery Temperature
the battery. The temperature meter pro- Gauge
vides an additional battery temperature
monitoring system from 0 to 160°F. In addition to the BATT O'TEMP
The BATT O'TEMP/>160°F annunci- annunciator, a temperature gauge on
ator light is split horizontally with the the right meter panel provides a con-
upper half reading BATT O'TEMP and tinuous indication of battery temper-
the lower half reading >160°F. ature (Figure 5C-9). The range is 0
to 180°F with a yellow band from
If battery temperature reaches 145 to 145 to 160°F and a red band from
160°F (63 to 71°C), the temperature 160 to 180°F. The gauge operates on
module illuminates the red BATT 28V DC and uses a second tempera-
O'TEMP annunciator. However, if bat- ture sensor between the battery cells
tery temperature exceeds 160°F for its reading.
(71°C), the >160°F annunciator begins
flashing at approximately two times Ground Power
per second along with the BATT
O'TEMP annunciator light. Addition- Where available, a Ground Power
ally, the MASTER WARNING Unit (GPU) can provide power for
RESET light illuminates, which can system operation, engine starting,
be extinguished by pressing the MAS- and battery charging.
TER WARNING RESET switch. A GPU connects to the aircraft
After the BATT O'TEMP annuncia- through the receptacle on the left side
tor illuminates, remove and recondi- of the fuselage below the engine
tion the battery per the aircraft nacelle (Figure 5C-10). The aircraft
Maintenance Manual. requires a GPU capable of producing
5C-9 5C-10

March 2009
CAE SimuFlite
28V DC with maximum capacity of The battery disconnect relay discon-

1,000 amps. A GPU with soft start nects the battery from the electrical
capability to prevent over-torquing of system during engine start. The
the starter/generator drive shaft at the over-voltage monitor observes volt-
beginning of the start cycle is pre- age and activates the overvoltage
ferred. A 1,000 amp GPU has suffi- logic relay when the voltage exceeds
cient capacity to provide 50% of the 32.6 VDC. The overvoltage logic
allowable starter torque (1,500 in-1bs). relay is electrically connected to the
However, current in excess of 1000 battery disconnect relay.
amps may damage the starters.
Junction Boxes
The external power relay in the aft J
box connects the 28V DC ground Junction boxes in the tailcone and
power source to the Hot Battery bus. nose avionics compartment contain
Connecting a GPU to the aircraft components that control the electri-
energizes the relay closed and sup- cal system and thrust reversers (if
plies power to the Hot Battery bus. installed) as well as supply informa-
Placing the battery switch in BATT tion from one system or component
closes the battery relay supplying to another.
power to the rest of the electrical The power junction box in the tail-
system. With either generator oper- cone houses circuit breakers, relays,
ating, the external power relay is de- transformers, current limiters,
energized removing external power Printed Circuit Boards (PCBs), ter-
from the battery bus. This prevent minal strips and other small electri-
DC power flow from the electrical cal components. The power junction
GPU Limits system to the GPU. box is the central distribution point
Use of a GPU with voltage in The GPU should be disconnected for DC power from the generators,
excess of 28V DC or current in battery, and ground power. Relays
when not operating to prevent air-
excess of 1,000 amps may damage control the operation of the DC elec-
craft battery drain and damage due
the starter.
to reverse current. trical system; they include:
n Battery relay
GPU Protection
n Left and right power relays
Overvoltage protection is provided
to protect the aircraft’s wiring and
n Left and right start relays
systems form excessive external n External power relay
power. It is designed to disconnect n
Emergency power relay.
external power from the aircraft’s
electrical system when input exceeds CBs or items in the junction box are
32.6 V DC. However, if the GPU is inaccessible in flight. Refer to specific
disconnected, it must be cycled off CBs on the DC electric illustration.
and on to re-establish power to the The Hot Battery bus, Battery bus,
airplane. and Left and Right Main buses are
The system consists of a battery dis- also in the power junction box.
connect relay, an over-voltage moni-
tor and an over-voltage logic relay.

September 2005
Electrical
DC Distribution n Voltmeter (battery switch in

BATT or EMER)
Buses n Ignition for start
Buses provide connection and distri- n
Emergency lighting battery pack
bution points for the DC and AC
power. The battery switch controls
n
Locator beacon (if installed)
operation of the nine bus system n
Exit lights
through the Hot Battery bus that n
Nose and tail baggage compart-
connects the DC system with the ment lights
battery. With the battery switch in
EMER, only essential items receive n Tailcone light
power. For a specific list see Figure n Battery relay and emergency relay
5C-11. closing.
The electrical system diagram con- With the battery switch in OFF, any
tains complete lists of the equipment of the above items will deplete the
for each bus. battery if left on overnight.
Hot Battery Bus A GPU can be connected to provide
DC power and charge the battery.
The Hot Battery bus (1) connects The Hot Battery bus connects to the
directly to the battery The Hot Bat- Battery bus. The left and right start
tery bus always has power. The Hot relays connect their respective
Battery bus powers: starter/generators to the Hot Battery
bus during engine starts.
4
TO CB EMER TO CB
PANELS PANELS
BATT
3 OR 3
EMERGENCY OFF EMER
LH MAIN POWER RH MAIN
RELAY
2
BATT BUS
POWER BATTERY POWER

RELAY RELAY RELAY
START START
RELAY RELAY
1
GEN HOT BATT GEN
GPU BATT
EXTERNAL BATTERY
POWER DISCONNECT
RELAY RELAY
5C-11

September 2005
CAE SimuFlite
Emergency Bus respective starter/generator or

through the Battery bus. Bus feeds
The Emergency bus (4) receives (cables) then distribute power to the
power through the emergency power cockpit CB panels or the Left and
relay. The Emergency bus supplies
Right Main Extension bus.
28V DC power to selected instruments
and systems. With the Battery switch Main Extension Buses
in BATT OFF, the emergency bus
receives power from the generators. The Left and Right Main Extension
buses are the final distribution power
With the battery switch in EMER, the points for individual CBs (refer to
battery powers the bus to provide at DC Schematic for listing).
least 30 minutes of power to selected
instruments and systems. See Table Crossover Buses
5C-A for a listing of these items.
Two Crossover buses serve to group
The standby gyro switch also powers like items together on one CB panel.
the copilot’s flight instrument lighting.
The Right Main bus powers the right
Battery Bus half of the aircraft. The left main
bus powers the left half of the air-
The Battery bus provides a crosstie
craft.The left CB panel contains all
between the Left and Right Main
systems related components. The
buses to allow electric power to both
right CB panel contains the avionics
Main buses. When the battery switch
and non-systems related CBs. The
is placed in BATT, battery or GPU
two cross-over buses contain the
power is available to both main buses.
system CBs from the right main bus
Once one or both generators are on
which are placed on the left CB
line, generator power is available.
panel. The left cross-over bus moves
With either generator on-line, the Bat-
avionics CBs powered by the left
tery bus provides an electrical path for
main bus to the right CB panel.
the generator to charge the battery.
A 35 amp CB connects each Exten-
Main Buses sion bus to its opposite Crossover
The Left and Right Main buses (3) bus (refer to DC schematic).
receive power directly from their
Pilot’s and Copilot’s Audio Panels*

Cockpit Flood Lights
COMM No. 1
L and R Fan Speed Indicator
Standby Pitot/Static Heater
Standby Airspeed Indicator/Altimeter Vibrator
Directional Gyro No. 1
Standby HSI
NAV No. 1
Voltmeter
*The pilot’s Audio panel is switched to the Emergency Bus when the
battery switch is in the EMER position.
Table 5C-A; Equipment Powered by the Emergency Bus

September 2005
Electrical
DC Relays GCU removes power from the start

relay once the engine reaches
Refer to specific numbers in Figure approximately 38% N2.
5C-12 for the DC relays.
Emergency Power Relay
Start Relays
The two-way emergency power relay
Start relays correct power from the (2) determines which source (battery
battery bus to the starter generator. or generators) provides electrical
To energize the left or right start power to the Emergency bus. With
relay (1), press either engine start the battery switch in BATT or OFF,
button. Once the start relay closes, the emergency power relay supplies
power flows to the engine starter; the power from the Battery bus to the
starter begins turning. Power to Emergency bus. Placing the battery
close the solenoid start relay comes switch in EMER energizes the relay
from the aft J box only when the bat- to carry power from the Hot Battery
tery switch is in BATT. Automatic bus to the Emergency bus.
ignition sequencing takes place with
Battery Relay
both engine ignition switches in
NORM. Positioning the battery switch to
BATT closes the battery relay (3) to
A white light in each starter button
power the entire DC system. Posi-
indicates closing of the start relay
tioning the battery switch to EMER
contacts. The speed sensor in the
or OFF opens the battery relay.
TO CB EMER TO CB
PANELS PANELS
BATT
OR
EMERGENCY OFF EMER
RELAY
2
BATT BUS
POWER 4 3 BATTERY POWER

4
RELAY RELAY RELAY
START START
RELAY RELAY
1 1
GEN HOT BATT GEN
6
5
GPU BATT
EXTERNAL BATTERY
POWER DISCONNECT
RELAY RELAY
5C-12

March 2009
CAE SimuFlite
Battery Disable Relay opens to prevent the flow of current

from the electrical system to the
The battery disable relay (not GPU. The external power relay also
shown) protects the current limiters opens when the overvoltage sensor
during a ground cross generator start detects excessive GPU voltage.
by opening the battery relay. This
blocks the power from taking an Moving the battery switch to BATT
alternative route from the Main DC connects GPU power to the rest of
bus across the current limiter to the the electrical system.
Battery bus and then to the Hot Bat-
tery bus and the starter. With the bat- DC Protection
tery relay open, power from one
Three major items provide protec-
starter/generator goes directly
tion for the electrical system:
through the Hot Battery bus to the
second starter/generator. A squat n Generator Control Units (GCUs)
switch on the left main gear prevents n Circuit Breakers (CBs)
cross generator starts in flight.
n
Current limiters.
Power Relays
Generator Control Units
Placing the generator switch in the
OFF position also opens the power A GCU for each starter/generator
relay. The respective amber GEN provides voltage regulation at 28.5V
OFF annunciator illuminates once DC, overvoltage and ground fault
the relay opens. The generator con- protection, reverse current sensing,
trol unit opens the power relay (4) to starter cut-off control, and field
remove a failed generator from the weakening during engine start.
system and isolate the generator n As a voltage regulator, the GCU
from its associated Main bus. monitors generator output so it
can regulate the generator to meet
Battery Disconnect Relay the demands of the system.
The battery grounds to the airframe n Once a generator initially excites,
through the battery disconnect relay the GCU begins sensing for a
(5). This relay opens automatically ground or feeder fault. If a feeder
to disconnect the battery from the fault occurs, the field relay trips to
electrical system when a GPU sup- shut the generator down.
plies power during an engine start.
The relay closes automatically at the If the GCU senses an overvoltage or
end of the cycle. feeder fault, it takes the generator
off-line by opening the field relay.
External Power Relay The GCU senses the resulting under-
voltage and opens the power relay to
The external power relay (6) is isolate the generator from its Main
between the external power recepta- bus. Pressing the ENGINE FIRE
cle and the Hot Battery bus. Connect- switch also opens the field relay. An
ing a GPU to the aircraft closes the open field relay may be reset by
relay; the GPU supplies power to the placing the generator control switch
Hot Battery bus. Once a generator in the momentary RESET position.
begins supplying power, the relay

September 2005
Electrical
Circuit Breakers Before Start Checks

Circuit Breakers (CBs) provide over- When initially powering the system,
load protection for specific aircraft turn the standby Gyro on. The
systems and components. Each CB standby gyro should power up and
has a rating that varies with the maxi- the emergency instrument lighting
mum load of the protected system or should operate. Place the battery
component. An amperage rating, switch to EMER and check the
clearly marked on each CB, indicates emergency bus items. The cockpit
the amperage at which the CB opens flood lights, the Communications
to protect that circuit or component. panels, N1 indicators, RMU 1, Com
The opening of a CB is automatic.
1, Nav 1 and the standby HSI should
Panels on both sides of the cockpit operate. The voltmeter should indi-
contain all the electrical system CBs cate 24 volts. The battery can now
accessible in flight. They may be be placed to BATT. Check the
manually reset or pulled by the flight engine instruments are powered. Off
crew because each is a push-to-reset flags on one side of the engine
type. CBs in the tailcone J box are
instruments indicates failure of a 225
inaccessible in flight.
amps current limiter.
Complete diagrams of the cockpit
As a technique, when placing exter-
CB panels are found at the beginning
of this chapter. nal power on, switch to EMER. Con-
nect to external power. Then check
Current Limiters the system voltage. Ensure the volt-
age is 26 to 28 volts before selecting
The current limiters in the tailcone J
the switch to BATT. This will pro-
box provide the same function as
tect the aircraft from a miss-set
CBs; however, they break power to a
power carts.
bus rather than to a specific compo-
nent. The primary current limiters
have a 225 amp rating and are DC Operation
between the Battery bus and the After engine start with the genera-
Main buses to prevent excessive cur- tors on-line, the electrical system
rent flow back to the Battery and Hot requires little more than monitoring
Battery buses or a ground fault on unless an abnormal or emergency
one of the buses. condition develops. There are, how-
ever, three different methods to start CAUTION: Turbine speed
Secondary current limiters, rated to
the engine: greater than 53% N2 on the
open at 80 amps, connect the Main
buses to each of the three parallel operating engine produces a
n GPU start generator voltage output that
feeders to the Main Extension buses.
A current limiter actuates automati- n
Battery start may shear or damage the second
cally, but cannot be reset; once a cur- engine’s starter/generator drive
n Cross-generator assisted start. during the second start.
rent limiter opens, it must be
replaced before dispatch.

March 2009
CAE SimuFlite
GPU Start n The right start relay closes; the

start button illuminates indicating
Ground power connects to the air-
the start relay is closed.
craft through the receptacle on the
left side of the fuselage. Switch posi- n The battery disconnect relay
tions are as follows. opens.
Both Generator Switches - OFF n The engine instrument flood light
Ignition Switches - NORM illuminates.
Battery Switch - BATT n The right engine ignition system
arms. The ignition light illumi-
Boost Pump Switches - NORM or
nates when the throttle is moved
OFF
to IDLE detent.
Leave the generator switches OFF to n The right fuel boost pump activates
ensure that both engines start on when the throttle moves to the idle
external power. The external power detent; the FUEL BOOST R light
relay opens when a generator comes illuminates; and the LO FUEL
on-line. Generator power always PRESS R light extinguishes.
preempts external power.
Power flows from the GPU to the Hot
After positioning the switches cor- Battery bus and then to the right
rectly, either engine may be started starter/generator (Figure 5C-13). The
first. For example, press the R GCU automatically terminates the
ENGINE START button momen- start sequence at approximately 39%
tarily. This action simultaneously N2 by disengaging the start relay.
accomplishes the following:
TO CB EMER TO CB
PANELS PANELS
BATT
OR
EMERGENCY OFF EMER
RELAY
BATT BUS
POWER BATTERY POWER

RELAY RELAY RELAY
START START
RELAY RELAY
GEN HOT BATT GEN
GPU BATT
EXTERNAL BATTERY
POWER DISCONNECT
RELAY RELAY
5C-13

September 2005
Electrical
Extinguishing of the FUEL BOOST R generator switches in GEN. Both GEN
annunciator, ignition light, engine OFF annunciators should extinguish,
instrument floodlight, and the right and both ammeters should show load-
start button light confirms termination sharing by the generators.
of the start sequence. The battery dis-
With the generator switches on, the
connect relay closes to reconnect the
power relays close and power flows
battery to its ground. The GEN OFF L
from each generator to the Main and
annunciator remains illuminated until
Extension buses. Generator power
the generator switch is placed in GEN.
also flows back to the Hot Battery bus
Start the second engine using the same through the Battery bus to charge the
procedure after the first engine stabi- battery. Power also is routed through
lizes at idle. Once the second engine is the emergency power relay to the
running and its start cycle terminates, Emergency bus (Figure 5C-14).
disconnect the GPU and place both
TO CB EMER TO CB
PANELS PANELS
BATT
OR
EMERGENCY OFF EMER
RELAY
BATT BUS
POWER BATTERY POWER

RELAY RELAY RELAY
START START
RELAY RELAY
GEN HOT BATT GEN
GPU BATT
EXTERNAL BATTERY
POWER DISCONNECT
RELAY RELAY
5C-14

September 2005
CAE SimuFlite
Battery Start n The battery disable relay opens

A battery start, which is similar to a and removes the ground from the
GPU start, begins by checking the battery relay, which opens.
voltmeter for a minimum battery n The engine instrument flood light
voltage of 24V. Switch positions are illuminates
as follows. n
The right fuel boost pump activates.
Both Generator Switches - GEN The FUEL BOOST R annunciator
Ignition Switches - NORM illuminates, and the LO FUEL
Battery Switch - BATT PRESS R annunciator extinguishes.
Boost Pump Switches - NORM or
n
The right engine ignition system
OFF arms. The ignition light illuminates
With both generator switches on when the throttle is moved to IDLE.
GEN, the GCU can close the power Power flows from the battery to the
relay and bring the generator on-line Hot Battery bus and then to the right
once generator voltage is equal to or starter/generator (Figure 5C-15). The
greater than Main bus voltage. GCU automatically terminates the
Either engine may be started first. start sequence at approximately 39%
Because of the design of the Electri- N2 by disengaging the start relay.
cal System and component loca- Extinguishing of the FUEL BOOST R
tions, there is no electrical annunciator, ignition light, engine
consideration or advantage favoring instrument floodlight, and the right
either engine to be started first. start button light confirms start
Press the R ENGINE START button sequence termination.
momentarily. This action simultane- The GEN OFF R annunciator extin-
ously accomplishes the following: guishes when the generator voltage
exceeds the battery voltage.
n The right start relay closes; the
start button illuminates indicating
the start relay is closed.
TO CB EMER TO CB
PANELS PANELS
BATT
OR
EMERGENCY OFF EMER
RELAY
BATT BUS
POWER BATTERY POWER

RELAY RELAY RELAY
START START
RELAY RELAY
GEN HOT BATT GEN
GPU BATT
EXTERNAL BATTERY
POWER DISCONNECT
RELAY RELAY
5C-15

March 2009
Electrical
Cross-Generator Assisted nate to indicate that both start

Start relays are closed.
n The engine instrument flood light
Set all switches in the same positions
illuminates.
as a normal battery start. A cross-
generator start uses the output of the
n The battery relay opens preventing
operating generator to assist the bat- generator starting power from pass-
tery in starting the second engine. ing through the current limiters.
The start sequence closes both start n The left fuel boost pump activates
relays to allow the operating genera- after the throttle is placed at idle.
tor to assist in the engine start. The The FUEL BOOST L annunciator
left main landing gear squat switch illuminates and the LO FUEL
disables the generator-assisted start PRESS L annunciator extin-
circuit in flight. guishes.
n The left engine ignition system
Before starting the second engine, arms. The ignition light illumi-
increase the idle RPM on the operat- nates when the throttle is moved
ing engine to between 52 and 53% to IDLE.
N2 to ensure that proper torque and
On the ground, the generator-
generator output are available for a
assisted start circuit provides power
generator-assisted start. This is done to open the battery disable relay. The
by selecting NORMAL on the open relay removes electrical power
GROUND IDLE switch. from the battery relay; this causes
Press the L ENGINE START button the relay to open and prevent the
momentarily. This action (Figure load of the operating generator from
5C-16) simultaneously accomplishes using the Main bus as an alternate
the following: route of power for the cross-genera-
tor start. The high starting amperage
n Both the right and left start relays flowing from the Main bus through
close. Both start buttons illumi- the Battery bus, then back to the Hot
TO CB EMER TO CB
PANELS PANELS
BATT
OR
EMERGENCY OFF EMER
RELAY
BATT BUS
POWER BATTERY POWER

RELAY RELAY RELAY
START START
RELAY RELAY
GEN HOT BATT GEN
GPU BATT
EXTERNAL BATTERY
POWER DISCONNECT
RELAY RELAY
5C-16

March 2009
CAE SimuFlite
Starter Limits
Battery bus would damage the 225 Terminating Abnormal
amp current limiter. At start termina- Starts
Limit engine to three starter cycles tion, the battery disable relay is de-
in a 30-minute period with a 30- energized to close and supply power to The start sequence may be termi-
second rest between each cycle. close the battery relay. nated by pushing the ENGINE
The starter limitation is indepen- START DISENGAGE switch
dent of the starter power source Power flows from the operating gener-
between the start buttons. The fol-
(i.e., battery, generator-assisted ator to the Hot Battery bus and then to
the left starter/generator. The GCU lowing occurs:
cross-start, or APU).
automatically terminates the start n The start relay opens; the light in
sequence at approximately 39 N2 by the start button extinguishes.
disengaging both start relays. n
The boost pump turns off; the
Extinguishing of the FUEL BOOST L FUEL BOOST L/R annunciator
annunciator, ignition light, engine extinguishes.
instrument floodlight, and the right
and left start button lights confirms ter-
n
The ignition system disarms or
mination of the start sequence. Once turns off; the ignition light extin-
the GCU senses that both generators guishes if the throttle has been
are operating in parallel, the second moved to IDLE.
generator comes on-line when its n
The engine instrument floodlight
power relay closes. The GEN OFF L extinguishes.
annunciator then extinguishes.
NAV 1 NAV 2
VG 1 VG 1 DG 1
FDR (OPT.) MASTER WX RADAR VG 2
WARNING TCAS (OPT.)
RESET
115V AC #1 26V AC #1 26V AC #2 115V AC #2
AC
FAIL
INV 2 NORM INV 1 NORM
MASTER
CAUTION
115V RESET 115V
400Hz 400Hz
INVERTER
26V FAIL 1
INVERTER 26V INVERTER
1 400Hz 400Hz 2
INVERTER
FAIL 2
AC INV AC INV
10A NO. 1 10A
NO. 2
N
INV 1 O ON
28V DC R
28V DC
LH MAIN BUS EXT INV 2 M OFF RH MAIN BUS EXT
5C-17

March 2009
Electrical
The Citation Bravo AC electrical sys-
tem (Figure 5C-17, facing page) uses
separate sources. The No. 1 inverter
receives power from the Left Main AC System
two inverters to convert Direct Cur- Extension bus through the AC
rent (DC) into Alternating Current INVERTER NO. 1 CB and the No. 2
(AC) for avionics and navigation inverter receives power from the
equipment. A dual split-bus distribu- Right Main Extension bus through
tion system supplies inverter power the AC INVERTER NO. 2 CB. These
to the various systems requiring AC circuit breakers are rated at 10 amps.
power. The two inverters interconnect to
ensure phase synchronization.
The inverters operate simultaneously
and independently to supply their Control Switches
separate distribution systems. If an Two AVIONICS POWER switches
inverter fails, the operating inverter on the left meter panel (Figure 5C-
can meet the aircraft's AC electrical 19) control the inverters and avion-
demands; however, both inverters ics equipment. The left AC switch
must operate for takeoff. (INV 1/NORM/INV 2) controls DC
power to both inverters and the right
Components switch (ON/OFF) is an avionics
The AC system consists of: master switch that controls DC
n Two 375 volt-amp (VA) inverters, power to the system. The AC system
regulated to a maximum output of is required to function normally
250 VA prior to flight.
Test the operation of the inverters
n two 115V AC buses
and AC system by placing the left
n Two 26V AC buses AC switch in either INV 1 or INV 2.
n System controls and indicators This switch removes power from the
switching relays opposite inverter (isolates it from the
n Protection devices. system) and connects the selected
Inverters inverter to all four AC buses. This
illuminates the corresponding
The inverters (Figure 5C-18) convert
INVTR FAIL light, AC FAIL light,
28V DC into 115V and 26V AC at
and MASTER CAUTION light. The
400 Hz, single-phase, single-wave
MASTER CAUTION annunciator
AC power. Each unit is a transistor-
extinguishes when the MASTER
ized static inverter (i.e., no moving
parts) and receives DC power from
5C-18 5C-19

March 2009
CAE SimuFlite
CAUTION RESET switch is NORM/INV 2 switch to the operat-

pressed. ing inverter. This will result in the
With the INV 1/NORM/INV 2 switch remaining (selected) inverter power-
in NORM, Main bus DC power flows ing both buses.
to both inverters. The inverters then
power their respective buses. In either Failure Annunciators
INV 1 or INV 2, the switch removes The AC inverter system has one AC
power to the DC grounding circuit FAIL annunciator and two INVTR
that connects each inverter to its Main FAIL 1/2 annunciators. The fault
DC bus, thereby removing power to monitor continuously monitors
the AC buses, thereby isolating the inverter output and frequency. During
inverter from the AC system, pre- inverter start up, an AC FAIL warn-
venting any further damage. ing light may appear. Under normal
With the ON/OFF switch is in ON, conditions, the AC FAIL warning
the switch removes power from the light will clear when the inverters are
normally closed Avionics bus relays. operating in phase.
These relays connect the Avionics If an inverter trips off-line due to DC
buses to their respective DC buses. power loss, overvoltage, or under-
The switch provides DC power to the voltage, the respective amber INVTR
Avionics bus relays in OFF, thereby FAIL 1/2 annunciator illuminates.
disconnecting the avionics from their The red AC FAIL and MASTER
DC power sources. The avionics WARNING RESET annunciators
master switch does not have to be in will not illuminate with a single
ON for the inverters to operate. inverter failure (when the inverter
With the battery switch in EMER and itself just fails). (See below for dual
neither generator connected to the inverter failure). However, if any of
Main DC bus, the Emergency Avion- the left and right 26V or 115V AC
ics bus is powered when the DC mas- Bus CB's disconnect, bus sensors
ter switch is in either ON or OFF. may trip the red AC FAIL and MAS-
TER WARNING RESET annuncia-
Switching Relays tors. This type of failure may be
Each side of the AC electrical sys- unrecoverable in flight, resulting in
tem has a pair of relays that connects inoperative AC-powered equipment.
an operating inverter to a failed If an inverter fails or malfunctions,
inverter's AC buses. Normally, the there is usually a power drop or
26V and 115V AC inverter outputs surge on the 115V AC bus before the
provide power to the relay solenoids. inverter drops off-line. The respec-
The solenoids maintain the connec- tive amber INVTR FAIL 1/2 annun-
tion between the inverter and its 26V ciator illuminates and the MASTER
and 115V buses. If an inverter AC CAUTION light illuminates to indi-
output fails, the INV 1/NORM/INV cate this power failure. Resetting the
2 switch must be manually selected MASTER CAUTION switch will
to the operating inverter. This sends not cancel the INVTR FAIL 1/2 light
power to the solenoids, which opens unless the failure has been cleared.
a second set of contacts that con- The failed inverter's INVTR FAIL
nects the opposite inverter to the annunciator remains illuminated to
failed inverter's bus. indicate the malfunctioning unit. If
In the case of an inverter failure, the the fault has cleared, the correspond-
pilot must select the opposite ing inverter annunciator light extin-
inverter by positioning the INV 1/

March 2009
Electrical
guishes and the inverter returns to With a circuit breaker open, the pro-
operation. tected bus does not receive power.
If both inverters fail, the amber
The four circuit protection devices
INVTR FAIL 1/2 annunciators, the
are located in the tailcone (aft equip-
red AC FAIL warning light, the
ment compartment). Refer to Table
MASTER CAUTION light, and the
5C-B for a list of systems powered
MASTER WARNING light will
by the inverters.
flash. The AC FAIL and INVTR
FAIL 1/2 annunciators remain illu- Circuit Breakers
minated after pressing the MASTER
WARNING RESET switch. Each side of the split-bus AC system
employs three CBs:
Buses n one between each inverter output
Each inverter connects to a 26V and and the respective AC bus
a 115V AC bus through a magnetic n one between the DC bus and the
circuit breaker. If both inverters are inverter DC input.
operating normally, the No. 1
inverter supplies the following: Separate CB's protect individual avi-
onics and navigation equipment
n 115V AC bus No. 1 components and connect them to the
n 26V AC bus No. 1 AC buses. The right and left cockpit
Circuit Breaker Panels have the
If both inverters are operating nor-
Inverter DC supply CB's (rated at 15
mally, the No. 2 inverter supplies the
amps each); and the right cockpit
following:
Circuit Breaker Panel contains the
n 115V AC bus No. 2 individual CB's for the avionics
n 26V AC bus No. 2 equipment. The left and right 10
amp 26V and 5 amp 115V AC Bus
Circuit breakers between the CB's are located near the J-Box in
inverter's 26V and 115V AC outputs the tailcone (aft equipment compart-
protect the inverters from bus faults. ment).
26V AC Bus No. 1 26V AC Bus No. 2

NAV 1 (AC REF 1) NAV 2 (AC REF 2)
VG 1 Pilot’s DG 1 (DG REF 1)
Optional Flight Data Recorder Standby HSI*
Weather Radar
Optional TCAS
115 VAC Bus No. 1 115 VAC Bus No. 2
Pilot’s VG 1 Copilot’s VG 2
* When the battery switch is placed to EMER position, AC power for
the Standby HSI is provided by an internal static inverter in the pilot’s
C-14D directional gyro. In this case, the DG static inverter also
provides its own AC power.
Table 5C-B; Inverter-Powered Systems

March 2009
CAE SimuFlite
Generator Reset Decision Tree
MAY BE RESET CANNOT BE RESET

MAY BE RESET CANNOT BE RESET
OVERVOLTAGE REVERSE CURRENT
FEEDER FAULT
OVERVOLTAGE UNDERVOLTAGE
REVERSE CURRENT
FIRE SW FAULT
FEEDER PRESS UNDERVOLTAGE
FIRE SW PRESS
TRIPS TRIPS
TRIPS TRIPS
FIELD RELAY GCU POWER RELAY

FIELD RELAY GCU POWER RELAY
L/R GEN OFF

GEN OFF L/R
Volts -
READ-
Volts
READ
Greater Than 10V DC Less Than 10V DC
But Less Than
Than 10V
28.5V DC Normal 28.5V DC
Greater DC Less Than 10V DC
But Less Than 28.5V DC Normal 28.5V DC
Field Relay Other GEN Volts - READ Field Relay
NOT
FieldTRIPPED
Relay TRIPPED
Field Relay
Other GEN Volts - READ
NOT TRIPPED TRIPPED
GEN SW - OFF If Not Normal GEN SW -
(RESET NOTSW
GEN FUNCTIONAL)
- OFF GEN
If NotSW - OFF
Normal RESET,
GENTHEN
SW - OFF
(RESET NOT FUNCTIONAL) GEN SW - OFF RESET, THEN OFF
Volts -
READ-
Volts
READ
Less Than 10V DC Normal 28.5V DC
Less Than 10V DC Normal 28.5V DC
GEN SW - LEAVE OFF GEN SW - GEN
(RESET NOT
GEN SW FUNCTIONAL)
- LEAVE OFF GEN SW - GEN
(RESET NOT FUNCTIONAL)

March 2009
Electrical
Preflight Single Generator Failure

Preflight and
Illumination of a GEN OFF L/R
During the cockpit preflight check,
verify battery voltage on the volt- annunciator and the MASTER Procedures
meter; the minimum acceptable bat- CAUTION light indicates a single
tery reading is 24V DC bus and genera-tor failure. Direct action to
engine off flags. During the Before reduce the electrical load on the
Start check, test the battery tempera- operating generator, if required. One
ture warning system by selecting generator is usually capable of sup-
BATT TEMP on the rotary TEST plying all electrical requirements
switch. A 160°F indication on the during flight.
battery temperature gauge, flashing
of the BATT O'TEMP annunciator, After reducing the load, check the
and illumination of the MASTER generator switches to ensure that
WARNING annunciators indicates they are in GEN and check for any
proper system operation. open CBs; reset as required. Select
the voltmeter to read the voltage out-
Check the operation of all the system put of both generators before
annunciators prior to flight. Test the attempting a generator reset (refer to
annunciators by selecting ANNU on Generator Reset Decision tree, fac-
the rotary TEST switch; all of the ing page). If the voltage output on
annunciators should illuminate.
the failed generator is less than 10V,
Before testing the inverters, the air- indicating that the generator field
craft requires a source of DC power relay tripped due to overvoltage, the
(i.e., a GPU or the generators) to field relay is open and might be
keep from running down the battery. resettable. If its voltage out-put is
Test the operation of the inverters by 10V or more, but less than normal
placing the left AC switch in either (28.5V), the field relay is closed and
INV 1 or INV 2. This turns off the the generator will not reset. The
opposite inverter and illuminates the voltage output of the operating gen-
corresponding INVTR FAIL 1/2 erator should be 28.5V; however, if
light, AC FAIL light, and MASTER the voltage output is normal, the
WARNING light. With the switch in generator may have tripped due to
either position, the operating reverse cur-rent or undervoltage and
inverter assumes the loads for both generator reset is unlikely, unless
sides of the AC electrical system. there is an abnormal condition in the
The MASTER WARNING and AC operating generator. In this case, the
FAIL annunciators extinguish when malfunctioning generator must be
the MASTER WARNING RESET manually shut off. The normal gen-
switch is pressed. erator will now be put on line by its
GCU within five seconds.
Abnormal
After resetting the failed generator,
Procedures check that its voltage output is nor-
Abnormal procedures include a sin- mal before moving its switch to
gle generator failure and a single GEN. If the generator does not reset,
inverter failure. Please refer to the turn it OFF and continue the flight
SimuFlite Citation Bravo Operating with the one operating generator
Handbook for complete procedures. (see Decision Tree).

March 2009
CAE SimuFlite
Single Inverter Failure inverters reset, perform the proce-

Illumination of the MASTER CAU- dures for a single inverter failure or
TION and the amber INVTR FAIL land as soon as practical.
1/2 annunciators indicates an If both inverters will not reset, pull
inverter failure. Check the AC AC INVERTER NO. 1 CB (LH
INVERTER NO. 1 CB (LH Panel) Panel). Check INVTR FAIL 2
and NO. 2 (RH Panel) CB; verify annunciator. No annunciation indi-
cates recovery of Inverter 2. If
they are set. Select the opposite
recovered, do not reset AC
(operating) inverter using the INV 1/
INVERTER NO. 1 CB. If INVTR
NORM/INV 2 switch, thereby cor-
FAIL 2 annunciator remains illumi-
recting the AC power failure and
nated, reset AC INVERTER NO. 1
canceling the failure light. CB. Pull AC INVERTER NO. 2 CB
Reset the MASTER CAUTION (RH Panel). Check INVTR FAIL 1
annunciator; the INVTR FAIL 1/2 annunciator. No annunciation indi-
annunciator continues to illuminate cates recovery of Inverter 1. If
unless the failure has been cleared. recovered, do not reset AC
Continue the flight with the operat- INVERTER NO. 2 CB.
ing inverter powering the AC electri- If unable to reset, place the battery
cal system or land at the pilot's switch in EMER to provide a source
discretion. The flight director usu- of AC power from the static inverter
ally disengages with an inverter fail- in DG1 to the standby compass sys-
ure and may be re-engaged to tem and NAV 1. The Honeywell
operate on the remaining inverter. EFIS system (PFDs and MFD) will
be inoperative with the electrical
Emergency system failure. With the battery
switch in EMER, NAV 1 and com-
Procedures pass information will be displayed
Electrical system emergency proce- on the standby HSI. Refer to the
dures include: standby attitude gyro/standby altim-
n Double inverter failure eter/airspeed indicator for attitude
n AC system failure and AC power and altitude/airspeed information.
distribution failure Land as soon as practical (within 30
minutes).
n Battery overheat
n Electrical fire or smoke AC Fail and AC Power
n Loss of both generators. Distribution Failure
Please refer to the SimuFlite Citation If the AC FAIL annunciator does not
Bravo Operating Handbook for com- extinguish after the MASTER
plete procedures. WARNING RESET annunciators
have been reset, and both INVTR
Double Inverter Failure FAIL 1/2 annunciators have extin-
Illumination of the amber INVTR guished, there is an AC power distri-
FAIL 1/2 annunciators, the red AC bution failure. Continue the flight
FAIL annunciator, and the MASTER referring to available instruments
CAUTION and MASTER WARN- after consulting the Pilot Checklist
ING annunciators indicates a com- for the appropriate procedures.
plete AC power failure. Depending on the buses lost, differ-
Attempt to restore at least one ent avionics systems are inoperative.
inverter by resetting and/or pulling Refer to the AC schematic for a list-
the inverter CBs. If one or both ing of systems powered by the AC

March 2009
Electrical
buses. Additionally, if any of the AC If the battery relay is not stuck and
Buses are lost, neither the autopilot there is a decrease in battery amper-
nor the flight director can be used. age, place the battery switch to OFF
Land as soon as practical. to allow the generators to power
If any of the CBs are open, do not Emergency bus items. The voltmeter
reset them unless they were uninten- will be inoperative. The battery tem-
tionally tripped by the crew. Reset- perature may continue to rise tempo-
ting an open AC circuit breaker may rarily and cause the BATT O'TEMP
cause additional system damage. annunciator to flash before begin-
Depending on the buses lost, differ- ning to cool down.
ent avionics systems are inoperative. If the BATT O'TEMP annunciator
Refer to the AC schematic for a list- extinguishes and battery temperature
ing of systems powered by the AC decreases, place the battery switch to
buses. Consult the Pilot Operating BATT. Land as soon as possible.
Handbook (Checklist) for the appro-
If there is no decrease in battery
priate procedures.
amperage or the red BATT O'TEMP
Battery Overheat and/or >160° annunciator flashes, set
Illumination of the BATT O'TEMP the battery switch to EMER, turn the
floodlights to FULL BRIGHT (at
and MASTER WARNING annunci-
night), and turn both generator
ators as well as an excessive temper-
switches OFF. If the battery relay is
ature indication on the battery not stuck with the generators off, the
temperature gauge indicates a bat- BATT O'TEMP annunciator extin-
tery overtemperature condition. guishes immediately along with a
Positioning the battery switch to loss of all main DC power. With the
EMER should open the battery relay switch in EMER and the generators
to isolate the generators from the OFF, the emergency power relay
battery and terminate charging. closes to supply battery power from
Check for an amperage drop to the Hot Battery bus to the Emergency
ensure that charging has terminated. bus. A fully charged battery can
In the EMER position, all electrical power the Emergency bus for at least
equipment will continue to receive 30 minutes (refer to Table 5C-A).
power since the generators are still
The standby attitude indicator will
on the line. The emergency DC bus continue to operate powered by its
is powered by the battery. Battery own emergency battery pack. This bat-
voltage may now be read with the tery pack also provides 5V emergency
voltage selector in BATT and gener- instrument lighting for the standby
ator bus voltage with the voltage gyro, the standby HSI, the N2/ITT
selector in L GEN or R GEN. Indi- indicators, and the standby altimeter/
vidual generator voltages can be airspeed indicator vibrator. Ensure that
read by selecting one L or R GEN the cabin services (refreshment center,
and turning the other generator OFF. cabin lights) are OFF.
If battery voltage is one volt less
than generator voltage in 30 seconds See Table 5C-C for systems made
to 2 minutes, monitor the battery inoperative with the battery switch
overheat annunciator for possible in EMER and the generator switches
change. OFF.

March 2009
CAE SimuFlite
System Disabled Implication

Flight Guidance System (including Use standby instruments.
PFD/MFD displays and autopilot)
Normal Landing Gear Operation (*) Use the emergency gear

extension system.
Flaps (*) Perform a flaps inoperative landing.
Anti-Skid/Power Braking System (*) Use emergency braking.
Engine Anti-Ice Valves (* LH engine/ Valves are in OPEN position. Refer to

wing and windshield will restore to ENG ANTI-ICE ON power settings.
normal)
Ram Air Temperature Gauge Use caution when applying power

(except for go-around where ground
temperatures can be used).
Engine Instruments (Except N1) Operate using only N1 indication

(*LH only) (functional only above 50% N1 power
settings).
Automatic Pressurization Control (*) Use the manual toggle switch to

manually control cabin altitude.
Fuel Quantity Gauges (* LH only) Monitor continuously fuel duration.
All External and Internal Lights (Except Operate using only Overhead Flood
Overhead Flood and Emergency and Emergency Lights.
Lights) (*)
All Warning, Caution, and Annunciators Land immediately; for the Electrical
(* Annunciator Panel will be restored Smoke and Fire condition, operate
NOTE: Items marked with (*) but MASTER WARNINGS will be on using only the annunciators.
will be restored for the Electrical steady)
Fire and Smoke condition when the
L GEN is turned ON once landing Table 5C-C; Systems Disabled with Battery Switch in EMER
is assured. Assuming neither cur- and Both Generators Off
rent limiters are good.
If the battery relay is not stuck and valves OFF (or MINIMUM for clear
normal DC power is lost, place both vision through the windshield). Pull
generator switches in GEN and turn the DC power LH and RH BUS NO.
the battery switch OFF. The BATT 1, 2, 3 CBs. Land as soon as practi-
O'TEMP light will come back on cal (within 30 minutes).
until the battery cools. With the bat-
Once landing is assured, reset the
tery switches OFF, the Emergency
CBs to obtain power for the landing
bus continues to receive power from
gear and flap systems. Extend the
the generators via the Battery bus;
landing gear DOWN and select flaps
the other buses still receive power.
LAND; maintain airspeed at VREF.
Land as soon as practical. After
landing, check the battery to deter-
mine if there is cell damage.
If there is no DC power loss, the bat-
tery relay is stuck closed. Turn both
of the manual windshield bleed air

March 2009
Electrical
After landing, the battery requires The audio panels are powered by the
maintenance to determine if there is Emergency bus and headsets are not
cell damage. required.
Electrical Fire or Smoke Turn both windshield bleed air man-

ual valves OFF (or MINIMUM for
After donning oxygen masks, select clear vision through the windshield)
100% OXYGEN and place the oxy-
to prevent an excessive amount of
gen microphone switch in MIC
hot air from reaching the windshield.
OXY MASK. Ensure that the pres-
The windshield bleed air shutoff
surization source selector is in
valve fails open. Turn all electrical
NORM and the cockpit divider door
switches off except for emergency
is open. Whether or not smoke has
items. Pull the DC Power RH BUS
dissipated, if it cannot be visually
NO. 1, 2, and 3 CBs; pull the RH CB
confirmed that any fire has been
PANEL Circuit Breaker; and pull
extinguished after following Fire
AC INVERTER NO. 1 Circuit
Suppression and/or Smoke Evacua-
Breaker. Land as soon as possible
tion procedures, land immediately at
(within 30 minutes).
the nearest suitable airport.
If the severity of smoke warrants,
With a known source, pull the appro-
initiate Smoke Removal and/or
priate circuit breaker(s) to isolate the
Emergency Descent procedures.
faulty circuit(s).
Land as soon as possible.
With an unknown source, turn the
When landing is assured, turn the
cockpit floodlights to FULL
left generator to GEN. Extend the
BRIGHT (at night), place the battery
landing gear DOWN and select flaps
switch in EMER, and turn both gen-
erators OFF. With the battery switch LAND. Maintain airspeed at VREF.
in EMER and generator switches If smoke or fire restarts, reset the left
OFF, the battery provides at least 30 generator to OFF. Plan for wheel
minutes of power to the Emergency brakes failure when landing. (Refer to
bus items (refer to Table 5C-A). Abnormal Procedures for WHEEL
The standby gyro will continue to BRAKE FAILURE.) The anti-skid
operate for a minimum of 30 min- system is inoperative; power brakes
utes powered by its own emergency are available until accumulator dis-
battery pack. This battery pack also charges. Multiply landing distance by
provides 5V emergency instrument 1.5. Be prepared to use the emer-
lighting for the standby gyro, the gency braking system.
standby HSI, the N1/ITT indicators,
and the standby altimeter/airspeed Loss of Both Generators
indicator vibrator. Ensure that the Illumination of the amber GEN OFF
cabin services (refreshment center, L/R and MASTER WARNING
cabin lights) are OFF. lights indicates a dual generator fail-
Refer to Table 5C-C for systems ure. Direct primary action toward
made inoperative with the battery attempting to reset both generators.
switch in EMER and the generator If only one generator resets,
switches off. Items marked with (*) decrease electrical load as much as
in Table 5C-C may be restored when possible. Limit operating generator
the left generator is turned on when load to 400 amps to 35,000 ft. and to
landing is assured. 315 amps above 35,000 ft.

March 2009
CAE SimuFlite
If neither generator comes on-line, See Table 5C-C for systems made
the battery is the only source of elec- inoperative with the battery switch
trical power. Turn the floodlights to in EMER and the generator switches
FULL BRIGHT (at night). Position OFF.
the battery switch to EMER to isolate
the Hot Battery and Emergency buses Turn both windshield bleed air
from the aircraft electrical system. valves to OFF (or MINIMUM for
clear vision through the windshield).
The battery provides approximately
The windshield bleed air shutoff
30 minutes of power to the Emer-
valve fails open with an electrical
gency bus (refer to Table 5C-A).
power loss. Land as soon as practical
The standby attitude indicator will (within 30 minutes).
continue to operate powered by its
own battery pack. This battery pack Once landing is assured, select
also provides 5V emergency instru- BATT with the battery switch to sup-
ment lighting for the standby gyro, ply power to the landing gear and
the standby HSI, the N1/ITT indica- flap systems. Extend the landing
tors, and the standby altimeter/air- gear DOWN and select flaps LAND.
speed indicator vibrator. Ensure that Maintain airspeed at VREF for the
the cabin services (refreshment cen- landing.
ter, cabin lights) are OFF.

September 2005
Electrical
Lighting on the Citation Bravo
includes interior, exterior, and emer-
by a post light. Secondary lighting
includes the cockpit floodlights, an Lighting
gency lighting. Interior lighting alternate engine instrument flood-
includes systems for the cockpit, light, and two map lights.
cabin, baggage compartments, tail-
The majority of the cockpit lighting
cone compartment, and nose bag-
controls are on the lower edge of the
gage compartment. Exterior lighting
pilot's instrument panel. These con-
includes the beacon, navigation,
trols allow the adjustment of the
taxi, wing inspection, landing/recog-
lights from off to full intensity. The
nition, and optional tail flood lights.
map light controls are on the forward
An emergency lighting system pro-
edge of the side consoles.
vides interior lighting if a complete
electrical failure occurs or if the air- When the instrument panel lights are
craft experiences a SG longitudinal on, a dimmer is activated in the
acceleration (i.e., crash). All lights annunciator panel to provide for
except for the overhead and instru- lower warning light intensity during
ment floodlights are controlled by a night flying. The ENGINE START
PANEL LIGHT CONTROL master DISENGAGE switch is also illumi-
switch (Figure 5C-20) and then nated when the panel lights are on. A
adjusted by rheostats. flood light in the glare shield comes
on to illuminate the fan tachometers
Interior Lighting when a starter switch is pressed. It
extinguishes as the start sequence
Interior lighting includes: completes and the starter/generator
n Cockpit revers to generator operation.
n Cabin The lights operate on DC and AC
power from the aircraft's normal
n Cargo and service compartment.
electrical system. In the event of a
Cockpit Lighting dual generator failure, the overhead
floodlights operate off the Emer-
Primary and secondary lighting sys- gency bus. The standby gyro battery
tems illuminate the cockpit instru- provides power to the standby gyro
ments and panels. Instruments and indicator, dual fan tachometer,
switches not illuminated by white standby altimeter and standby air-
background lighting or by an elec- speed indicator in the case of a total
troluminescent panel may be lighted electrical failure.
5C-20

September 2005
CAE SimuFlite
Primary Lighting from the Left Main Extension bus to

the inverter through the ON/OFF
The majority of the instruments have switch. The inverter then converts
internal lighting. Electrolumines- 28V DC into 40 to 60V AC, 400 Hz
cent panels illuminate the switches for the panels. The EL rheostat con-
and control positions. Each elec- trols the brightness of the panels
troluminescent panel consists of a from off to full intensity.
layer of phosphor sandwiched
between two electrodes and encased Secondary Lighting
in plastic. An electric current flow- Secondary lighting includes two
ing through the electrodes causes the flood lights and two overhead map
phosphor to glow. lights.
Internal instrument lighting uses 5V The two floodlights on the overhead
DC supplied by three inverters: one panel (Figure 5C-21), plus an alter-
each for the left, center, and right nate engine instrument floodlight on
instrument panel lights. The LH the lower surface of the fire tray,
PANEL circuit breaker supplies 28V illuminate the cockpit and engine
DC from the Left Main Extension instruments. The FLOOD LIGHTS
bus and the RH PANEL and CEN- circuit breaker supplies 28V DC
TER PANEL circuit breakers sup- controlled by the FLOOD LTS
ply 28V DC from the Right switch (Figure 5C-22) from the
Crossover bus. An ON/OFF switch Emergency bus to the lights. When
supplies power to the inverters and either engine is in the start cycle, the
the LEFT, CENTER, and RIGHT lights receive power from the emer-
rheostats vary light intensity. gency battery pack (see Emergency
The post lights use either 5V or 28V Lighting).
DC. The internal and post lighting A map light (Figure 5C-23) on the
systems illuminate the instrument left and right overhead panel shines
panels, side consoles, and pedestal. down to illuminate the pilot and
Electroluminescent panels are on the copilot stations. Each light receives
instrument panel, side consoles, and power from the Right Crossover bus
control pedestal. The EL PANEL through the RH PANEL circuit
circuit breaker supplies 28V DC breaker.
5C-21 5C-22 5C-23

September 2005
Electrical
A rheostat (Figure 5C-24) on the voltage exceeds 20V DC, they return
forward left and right side consoles to their originally selected intensity.
individually controls the lights from Operate the lights in BRIGHT until a
off to full intensity. consistent source of 28V DC exists
on the aircraft.
Passenger Compartment
Reading Lights
Passenger lighting includes:
Individual reading lights for the pas-
n indirect fluorescent reading
sengers (Figure 5C-26) are above
n entrance footwell the seats. Each light is adjustable
n passenger advisory. and has an ON/OFF push switch
next to it. The lights receive 28V DC
Fluorescent Lighting from the Right Main DC bus through
Fluorescent lights on the overhead the CABIN LIGHTS circuit breaker
panels provide indirect lighting to (tailcone J box). Entrance Light
the passenger compartment. The A light on either side of the overhead
system uses 28V DC supplied by the illuminates the main and emergency
Left Main DC bus through the INDI- exit areas. An illuminated switch on
RECT LIGHTS circuit breaker (tail- the forward door post of the main and
cone J box). The inverters convert emergency exit doors and the PASS
28V DC into 190V AC for the power SAFETY switch in the cockpit control
supplies. Each power supply pro- these lights. Both lights receive 28V
vides 300 to 480 VRMS to its fluores- DC supplied by the Hot Battery bus
cent tube. The OFF/BRIGHT/DIM through the CABIN LIGHTS circuit
switch just forward and above the breaker (tailcone J box). These lights
entrance door hinge controls the are available anytime the battery is
lights (Figure 5C-25). installed and serviceable.
Selecting BRIGHT illuminates the Footwell Light
lights to full intensity. With the
switch in DIM, the lights illuminate A footwell light is on the forward
to full brightness for five seconds side of the toilet area and receives
then dim. The fluorescent lighting 28V DC through the CABIN
system also responds to DC input LIGHTS circuit breaker (tailcone J
voltage. If the input voltage to the aft box) from the Right Main DC bus.
inverter drops below 20V, the lights The light operates when power is on
automatically shift to bright. Once the aircraft.
5C-24 5C-25 5C-26

September 2005
CAE SimuFlite
Passenger Advisory Lighting symbol and sounds the chime. When

Passenger advisory lighting consists of the switch is OFF, all advisory and
three NO SMOKING/FASTEN SEAT emergency lighting are extinguished.
BELT signs (Figure 5C-27) and two The exit signs (Figure 5C-29) do not
exit lights. The NO SMOKING/FAS- require power for operation. They
TEN SEAT BELT signs are on the for- are self-illuminating.
ward and aft overhead console and
passenger service unit. The exit lights Cargo and Service
are above the main entrance door and Compartment Lighting
the emergency exit. Cargo and service compartment light-
The NO SMOKING/FASTEN SEAT ing consists of the tailcone compart-
BELT signs receive 28V DC through ment, aft baggage compartment
the OXYGEN/SEAT BELT circuit (Figure 5C-30) and the nose baggage
breaker (tailcone J box) from the Left compartment (Figure 5C-31) lights.
Main DC bus. The PASS SAFETY The tailcone and aft baggage com-
switch (Figure 5C-28) on the left partment lights receive 28V DC
instrument panel controls the sign. through the AFT/FWD COMP LT
Placing the switch in PASS SAFETY circuit breaker from the Hot Battery
illuminates the NO SMOKING and bus. A manually operated ON/OFF
FASTEN SEAT BELT symbols of the switch on the aft face of the forward
sign and sounds the passenger chime. door post and a door-operated
Placing the switch in SEAT BELT microswitch control the lights.
illuminates the FASTEN SEAT BELT
5C-27 5C-28
5C-29 5C-30

September 2005
Electrical
The tailcone light is detachable for n Landing/recognition
inspection and use in the tailcone n Taxi
area. Closing the door extinguishes
the lights regardless of the ON/OFF n Wing inspection
switch position. n Tail floodlights (if installed).
The nose baggage compartment light
Controls for the exterior lights are on
centrally located in the baggage
the pilot's switch panel (Figure 5C-
compartment receives 28V DC from
32) and lower left instrument panel
the Hot Battery bus. A manually
(Figure 5C-33).
operated ON/OFF switch and a
microswitch in each door release Navigation Lights
latch control the light. With the
switch ON, opening either door illu- The navigation lights (Figure 5C-
minates the light; closing the door 34) consist of a green light in the
extinguishes the light regardless of right wing tip, a red light in the left
switch position. wing tip, and a white light in the tail-
cone cap. Each light operates on
Exterior Lighting 28V DC supplied by the Left Main
Exterior lighting consists of: Extension bus through the NAVI-
navigation GATION LIGHTS circuit breaker.
The NAV switch on the pilot's
n Anti-collision switch panel controls the lights.
n Beacon
5C-31 5C-32
5C-33 5C-34

September 2005
CAE SimuFlite
Anti-Collision Lights REC/TAXI LIGHT circuit breaker

(tailcone J box); the left recognition
The anti-collision lights consist of a
light receives 28V DC power from
strobe light in the left and right wing
the Left Main DC bus through the
tips next to the navigation lights
LH REC/TAXI LIGHT circuit
(Figure 5C-34). The strobes receive
breaker (tailcone J box). The
28V DC from the Left Main Exten-
LANDING LIGHTS switch on the
sion bus through the ANTI-COLLI-
lower left instrument panel controls
SION LIGHT circuit breaker. The
the lights.
ANTI COLL switch on the pilot's
switch panel controls the strobes. The landing lights are fed by the LH
The anti-collision lights should be LANDING LT and RH LANDING
turned on just prior to takeoff roll LT circuit breakers.
and secured shortly after landing. Taxi Lights
Beacon The high-intensity light on each main
A red beacon is installed on the top landing gear door (Figure 5C-36) is a
of the rudder (Figure 5C-35). The taxi light. The lights only illuminate
beacon receives 28V DC from the when the landing gear doors are open.
Left Main Extension bus through the The lights automatically shut off
BEACON LIGHT circuit breaker regardless of switch position when the
landing gear is retracted. The Right
(tailcone J box). The BEACON
Main DC bus powers the right light and
switch on the lower left instrument
the Left Main DC bus powers the left
panel controls the light.
light. The LH REC/TAXI LIGHT and
Landing/Recognition Lights RH REC/TAXI LIGHT circuit break-
ers (tailcone J box) provide circuit pro-
A white halogen recognition light is tection. The L and R LANDING lights
on the leading edge of each wing tip switches (with ON-OFF-REC/TAXI
(Figure 5C-34), inboard of the land- positions) on the instrument panel con-
ing light. The right recognition light trol the landing lights. Turning the
receives 28V DC power from the switches ON illuminates the lights
Right Main DC bus through the RH once the main gear doors open.
5C-35 5C-36

September 2005
Electrical
Wing Inspection Light Optional Tail Floodlights
A wing inspection light (Figure 5C- The tail floodlights, if installed, are
37) located aft of cabin door illumi- on top of the horizontal stabilizer
nates the forward portion of the left and illuminate the vertical fin area
wing enabling the pilot to detect ice for recognition at night. The lights
buildup during night flight. The light receive 28V DC power from the Left
receives 28V DC from the Left Main Main DC bus through the TAIL
Extension bus supplied through the FLOOD LIGHT circuit breaker (tail-
WING INSPECTION LIGHT cir- cone J box). The TAIL FLOOD
cuit breaker on the left circuit switch on the pilot's switch panel
breaker panel. The WING INSP controls these lights.
switch on the pilot's switch panel
controls the light.
5C-37

September 2005
CAE SimuFlite
Emergency Lighting engine starts, the battery pack also

illuminates the alternate engine
The emergency lighting system con- instrument floodlight.
sists of a flood light above the main
During an electrical failure, the
and emergency exits and an alternate
standby gyro horizon's battery pack
engine instrument floodlight on the
provides power for lighting of the
lower surface of the fire tray.
following:
A dry 20-cell, nickel-cadmium bat- n Standby gyro indicator (Units
tery pack above the overhead trim 0801 thru 0808 only)
panel has an inertia switch that acti-
vates with a 5G longitudinal force. n
Dual fan tachometer
This battery pack powers the emer- n
Standby HSI
gency exit lights any time a sensor is n
Standby airspeed/altimeter (Units
exposed to a force of 5Gs or more.
0801 thru 0808 only)
Normally, the Hot Battery bus pro-
vides power for battery charging and n Meggitt display tube (Units 0809
operation of the lights. During and subsequent)

September 2005
Electrical
Electrical Systems Data Data

Power Sources Battery (1) - 24V DC, 44 amp-hour
Starter/generators (2 engine-driven) - 28.5V DC,
400A max load, 50% overload for two minutes
Summary
AC inverters (2) - 26V and 115V AC, 400 Hz
GPU - 28V DC, 1000 amp maximum
Distribution DC buses
Hot Battery
Battery
Emergency
LH/RH Main
LH/RH Main Extension
LH/RH Crossover
AC buses
26V AC Nos. 1/2, 26 V AC 1/2
115V AC Nos. 1/2, 115 V AC 1/2
Control DC switches
L GEN/R GEN
BATT/OFF/EMER
LH/RH ENGINE FIRE
AVIONIC POWER ON/OFF (master)
AC switches
(DC power to inverters)
AVIONIC POWER INV 1/NORM/INV 2
AC bus magnetic circuit breakers
Monitor DC
Voltmeter and ammeters
GEN OFF L/R annunciators
BATT O'TEMP annunciator/temperature gauge
BATT O'TEMP/ >160°F annunciator
MASTER CAUTION and WARNING
AC
AC FAIL annunciator
INVTR FAIL 1/2 annunciators
MASTER CAUTION and WARNING

Current Limiters
Relays
Generator Control Units (GCUs)
External power overvoltage/overcurrent sensor

March 2009
CAE SimuFlite

September 2005
This chapter describes the Citation Bravo fire protection system,
which consists of an engine fire detection/extinguishing system Fire
and manually operated fire extinguishers for use inside the pres-
sure vessel. Protection
The entire fire detection system senses and indicates the presence
of an overheat condition or fire and provides a visual warning in Chapter 5D
the cockpit.
The engine fire extinguishing system includes two fire extin-
guisher bottles in the tailcone. Both bottles can be discharged to
either engine.
One hand-operated portable fire extinguisher bottle is stowed in
the cockpit and one in the cabin area.
Citation Bravo Developed for Training Purposes 5D-1

September 2005
CAE SimuFlite
5D-2 Developed for Training Purposes Citation Bravo

September 2005
Fire Protection
Fire Protection System Schematic . . . . . . . . . . . . . . 5D-4

Table of
Engine Fire Detection System. . . . . . . . . . . . . . . . . . 5D-5
Fire Detection Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-5
Contents
Fire Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-5
ENGINE FIRE Switchlights. . . . . . . . . . . . . . . . . . . . . . 5D-6
(Warning Function)
Engine Fire Extinguishing System . . . . . . . . . . . . . . 5D-7
ENGINE FIRE Switchlights. . . . . . . . . . . . . . . . . . . . . . 5D-7
(Extinguishing System Function)
Firewall Shutoff Valves . . . . . . . . . . . . . . . . . . . . . . . . . 5D-7
Fire Extinguisher Bottle . . . . . . . . . . . . . . . . . . . . . . . . 5D-8
BOTTLE ARMED PUSH Switchlights. . . . . . . . . . . . . . 5D-8
Portable Fire Extinguishers . . . . . . . . . . . . . . . . . . . . . 5D-9
Preflight and Procedures. . . . . . . . . . . . . . . . . . . . . 5D-11
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-11
FIRE WARN Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-11
Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . 5D-11
Engine Fire During Shutdown . . . . . . . . . . . . . . . . . 5D-11
Engine Fire Detection System Failure . . . . . . . . . . . 5D-11
Engine Shutoff Valve Closed . . . . . . . . . . . . . . . . . . 5D-11
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . 5D-12
Engine Fire in Flight . . . . . . . . . . . . . . . . . . . . . . . . . 5D-12
Engine Fire During Takeoff. . . . . . . . . . . . . . . . . . . . 5D-12
Data Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-13
Fire Protection Data . . . . . . . . . . . . . . . . . . . . . . . . . . 5D-13

March 2009
CAE SimuFlite
Fire Protection System Schematic
LH T/R
LH T/R RH
RH T/R
T/R
RH CROSSOVER BUS ISOLATION
ISOLATION ISOLATION
ISOLATION LH MAIN BUS EXT
VALVE
VALVE VALVE
VALVE
ARM S S ARM
T EMER LH RH
EMER T
O BOTTLE 1 BOTTLE 2 O
UNLOCK W ARMED ENG
ENGINE ENG
ENGINE ARMED W UNLOCK
S
PUSH FIRE FIRE PUSH
DEPLOY S
W NORMAL NORMAL W DEPLOY
GEN
GEN GEN
GEN
FIELD LH HYD
FIELD LH LH FUEL
HYD LH FUEL RH FUEL
RH FUEL RH
RH HYD
HYD FIELD
FIELD
RELAY F/W SOV
RELAY F/W F/W SOV
SOV F/W SOV F/W SOV
F/W SOV F/W
F/W SOV
SOV RELAY
RELAY
F // W
F W
SHUT OFF
SHUT OFF
L
L R
REAR
REAR PRESSURE
PRESSURE FIRE
FIRE DETECTION
DETECTION
BULKHEAD
BULKHEAD CONTROL
CONTROL UNITS
UNITS
BOTTLE
BOTTLE 1
1
BOTTLE
BOTTLE 2
2
PRESSURE
PRESSURE
GAUGE
GAGE THERMAL
THERMAL
RELIEF/REFILL
RELIEF/REFILL
FIRE
FIRE FIRE
FIRE
DETECTION
DETECTION DETECTION
DETECTION
LOOP
LOOP LOOP
LOOP
FIRE BOTTLES
NORMAL
NORMAL 125 125 CU.
CU. IN.
IN. CBrF
CBrF33
PRESSURIZED
PRESSURIZED TO TO 600 ± 75
600 ± 75
PSI 70°°F
AT 70
PSI AT F
HALON 1301
HALON 1301
FIRE LOOP
FIRE LOOP

March 2009
Fire Protection
The fire detection system identifies a
fire or overheat condition in either
inner wire centered in a highly com-
pacted, metal oxide semiconductor Engine Fire
engine nacelle. Components of the
system include a detection sensor
material. The hermetically sealed
cable has a fire-proof connector at Detection
cable (loop), a fire detection control
unit, and an ENGINE FIRE switch-
each end.
Each sensor loop connects to its
System
light for each engine.
respective control unit in the tailcone
If an engine fire or overheat condi- on the aft pressure bulkhead. Normal
tion occurs, the fire detection loop DC power supplies the system
directs a signal to the fire detection through the 2-amp L and R FIRE
control unit. The control unit illumi- DET CBs. The Left Main Extension
nates the corresponding ENGINE bus feeds the R FIRE DET CB,
FIRE switchlight on the glareshield. while the Right Crossover bus feeds
When pressed, the same switchlight the L FIRE DET CB via the Right
arms the extinguishing system. Main Extension bus.
All detection, extinguishing, and test As the temperature increases, the
features are electrically powered semi-conductor resistance (ohmage)
from the Main DC buses requiring decreases. At approximately 500 to
either external power, the battery 560°F, resistance (ohms) drops to a
switch in BATT, or a generator on value allowing a signal from the
the line for operation. inner wire to flow to the outer casing
to close a circuit at the control unit.
Fire Detection Loop
Fire Control Unit
Each engine nacelle houses a 188-
cubic inch heat sensing loop (Figure Two fire detection control units, one
5D-1) of flexible, stainless steel for each engine, are in the aft fuse-
cable contains a 28 V DC energized lage section and accessible through
the tailcone compartment door.
5D-1

March 2009
CAE SimuFlite
Each control unit monitors electrical the center wire of the sensor cable.
resistance between the cable inner During the test, the sum of the test
wire and outer case on the respective resistance plus the sensor cable center
engine fire detector loop. As resis- conductor resistance is less than the
tance in the cable drops below 200 fire alarm point. This actuates the sys-
ohms, the fire alarm circuit activates. tem and verifies the continuity of the
The unit monitors a second and much sensor cable, fire bridge and amplifier,
lower resistance level to activate a fire relay, and the fire warning indica-
short discriminating lockout circuit. tor (see FIRE WARN TEST in the
Preflight section of this chapter).
The control unit recognizes the differ-
ence between an actual fire/overheat The sum of the test resistance and
and a short by monitoring the time it the cable resistance falls between the
takes for the resistance to fall. The unit fire alarm point and the short dis-
interprets an instantaneous drop in criminating alarm point so that the
resistance below the short discriminat- short discriminating circuit is not
ing lockout circuit level as a short and tested during the fire test. However,
blocks the signal from reaching the if a short is present during the test,
ENGINE FIRE PUSH switchlight. the short discriminating circuit acti-
vates and the system test fails to give
During an actual fire or overheat situa- proper indications.
tion, the resistance in the cable
decreases at a much slower rate. As ENGINE FIRE
the resistance decreases below the fire
alarm point, the fire relay actuates to
Switchlights (Warning
illuminate the fire light; simultane- Function)
ously, the relay disables the short dis- When a control unit detects a fire or
criminating lockout circuit. If overheat condition in the sensor cable,
resistance continues to fall, the short it energizes the corresponding guarded
discriminating circuit activates, but its ENGINE FIRE switchlight on the
signal has no effect because its output glareshield (Figure 5D-3) (see Engine
is disconnected. Fire Extinguishing System, ENGINE
To test the integrity of the fire warning FIRE switchlights in this chapter).
system, select the FIRE WARN posi- This red warning light is not con-
tion of the rotary TEST switch (Figure nected through the master caution
5D-2). The control unit has an internal systems. It will not trigger the red
test resistor that is applied to master warning reset light.
5D-2 5D-3

September 2005
Fire Protection
ENGINE FIRE n The system removes electrical

power from the normally closed Engine Fire
Switchlights
(Extinguishing System
thrust reverser isolation valve on
the corresponding engine; this Extinguishing
Function) causes the valve to remain closed
(see Miscellaneous Chapter). System
The red ENGINE FIRE Switchlights
are warning annunciators for the The extinguishing system can be dis-
detection system as well as arming armed by depressing the ENGINE
mechanisms for the extinguishing FIRE switchlight a second time.
system. When pressed, the switch- This disarms the fire bottles and
lights activate the fire extinguishing opens the fuel and hydraulic firewall
system components. shutoff valves. If the engine is to be
restarted, the de-energizing starter/
To arm the extinguishing system, lift generator field relay must be reset
the transparent plastic guard cover and with the generator control switch.
press the illuminated ENGINE FIRE
switchlight; the following occurs. Firewall Shutoff
The fuel and hydraulic firewall
n
shutoff valves on the affected

Valves
engine close. There are two electrically motorized
n The F/W SHUTOFF L/R annunci- firewall shutoff valves for each
ator illuminates in response to engine: one fuel and one hydraulic.
both valves closing. These close when the corresponding
ENGINE FIRE switchlight is ini-
n With fuel cut off, the engine shuts tially pressed; they open if the
down. switchlight is pressed a second time.
n The associated engine starter/gen- The valves open or close in approxi-
erator field relay trips. mately one second.
n The white BOTTLE 1 and 2 The fuel firewall shutoff valve in the
ARMED PUSH switchlights (fire dry bay area of each wing isolates
extinguisher discharge switches) the primary fuel line to its respective
(Figure 5D-4) illuminate to indi- engine. The left and right hydraulic
cate that both bottles are armed to firewall shutoff valves are between
discharge to the appropriate the hydraulic reservoir and the suc-
engine, when pressed. tion side of each hydraulic pump.
BOTTLE 1
ARMED
PUSH
S EMER
ARM T
O LH
UNLOCK W ENG
S FIRE
DEPLOY
5D-4 W NORMAL

March 2009
CAE SimuFlite
The left or right ENGINE FIRE Each bottle contains mono bromotrif-
switchlight directs 28V DC via a luormethane (CBrF3) (Halon 1301)
7.5-amp LH or RH F/W SHUTOFF pressurized to 600 ±75 PSI at 70°F
CB on the left circuit breaker panel (21°C). The extinguishing agent has
to close the fuel and hydraulic shut- no damaging effects on any of the
off valves on the affected engine's engine components; therefore, it is not
side. The F/W SHUTOFF L/R necessary to clean or replace the com-
annunciator illuminates when both ponents after the bottles are fired.
valves are closed on the correspond-
ing engine. Relief valves protect the fire bottles
The Left Main Extension bus feeds from overheat/overpressure. An
the RH F/W SHUTOFF CB, while abnormal tailcone temperature,
approximately 210°F (99°C), may
the Right Crossover bus feeds the
cause the bottles to automatically dis-
LH F/W SHUTOFF CB.
charge through the fill fitting. A fus-
Fire Extinguisher ible check valve within the fill fitting
on each bottle melts to channel the
Bottles extinguishing agent into the tailcone.
Two 125-cubic inch spherical steel
fire extinguisher bottles (Figure 5D-
BOTTLE ARMED
5) in the tailcone are cross-plumbed PUSH Switchlights
so that either bottle can be dis-
charged into either engine. Pressing the ENGINE FIRE switch-
light applies power to the discharge
Each fire bottle has two fire extin- controls, selects the appropriate car-
guisher cartridges. A plumbing net- tridge on each fire bottle, and illumi-
work attached to each cartridge nates the BOTTLE 1 and 2 ARMED
assembly directs the extinguishing PUSH switchlights.
agent to an engine. Each bottle can be
discharged to either engine, depend- To discharge a fire extinguisher into
ing on which cartridge is activated. the affected engine, push either the
The ENGINE FIRE switchlight BOTTLE 1 or 2 ARMED PUSH
selects the correct cartridge. switchlight. This directs 28V DC to
5D-5

September 2005
Fire Protection
the corresponding fire extinguisher observe the pressure gauge on the
cartridge. The resulting explosive bottle during post/preflight.
pressure breaks the end of the car- For example, if both BOTTLE
tridge housing assembly and ARMED lights are pushed, the lights
removes the mechanical locking extinguish and the bottles should
force against the valve plug. The fire discharge. If for some reason the
extinguishing agent discharges ENGINE FIRE switchlight is pushed
through the swivel into the distribu- to reset the system and then pushed
tion network. The lights in that again, the BOTTLE ARMED PUSH
respective switch will then extin- switchlights re-illuminate even
guish, indicating that the bottle has though the fire bottles are empty.
been discharged.
Deployment tubes route the extin- Portable Fire
guishing agent from the bottles to
the selected fire area. The upper
Extinguishers
thrust reverser door has nine holes in Two portable fire extinguishers are
the front flange to allow the extin- mounted in red quick-release brack-
guishing agent to enter the area ets: one under the copilot's seat (Fig-
between the upper thrust reverser ure 5D-6) for easy access to the
door and the duct assembly. crew in flight, and a second extin-
Pushing the BOTTLE ARMED guisher in the passenger cabin
PUSH switchlight extinguishes its behind the aft left seat (Figure 5D-
respective light. An extinguished 7), either on the floor forward of the
light does not necessarily mean the aft divider, or mounted on the front
bottle contents have discharged; it of the aft divider itself.
means only that the switchlight has Each portable extinguisher is rated
been pushed. The only way to for class B and C fires and contains
verify the bottle has discharged is to 4.5 lbs of Halon 1211, which is
nitrogen-charged to 125 PSI.
5D-6 5D- 7
7

March 2009
CAE SimuFlite

September 2005
Fire Protection
Preflight Abnormal Preflight and

During the exterior preflight inspec- Procedures
tion, check the pressure gauge on
each fire bottle for an indication of The following is a brief explanation
Procedures
600 ±75 PSI at 70°F (21°C). Consult of what happens during abnormal
the correction table (Figure 5D-8) procedures that pertain to the fire
between the bottles if the tempera- protection system. Abnormal proce-
ture is other than 70°F. dures include:
During the interior preflight inspection, n engine fire during shutdown
verify pressures of 125 PSI on portable
fire extinguishers in the cockpit and
n
engine fire detection system failure
cabin. Check that the expiration date n firewall shutoff valve closed.
on the bottle placard is current.
Please refer to your SimuFlite Cita-
FIRE WARN Test tion Bravo Operating Handbook for
Test the fire detection system prior specific detailed checklists.
to flight by turning the rotary TEST
switch on the left panel to the FIRE Engine Fire During
WARN position. Check that both red Shutdown
ENGINE FIRE switchlights illumi-
nate; this verifies the following: A high or sustained reading on the
ITT gauge during shutdown indi-
n sensor loop continuity (the loop is
not broken, kinked, open, or shorted) cates a continuing combustion in the
engine burner can.
n operative control unit circuitry
and relays Check that the affected engine's
throttle is in the OFF position to
n power to the switchlights.
ensure fuel flow is cut off to the
If one of the switchlights does not engine. Press the START pushbutton
illuminate, there may be a short in momentarily to start the engine
the circuitry, the bulbs in the switch- rotating; this will continue airflow
light may be burned out, or a sensor through the engine to assist in the
cable on the associated engine may removal of any residual fuel and
be disconnected. lower the internal temperature. After
Depressing either ENGINE FIRE 15 seconds, press the ENGINE
light will then illuminate both BOT- START DISENGAGE pushbutton.
TLE ARMED PUSH lights.
PRESSURE - TEMPERATURE
CORRECTION TABLE
°C
TEMP -65 -60 -40 -20 0 +20
IND. 271 275 292 320 355 396

PRESS 344 437
350 370 400 486
°C
TEMP +40 +60 +80 +100 +125
IND. 449 518 593 691 785
PRESS
540 618 702 784 902
13218-2
BT
5D-8

March 2009
CAE SimuFlite
Engine Fire Detection Engine Fire In Flight

NOTE: Weigh each portable fire System Failure If a LH/RH ENGINE FIRE switch-
extinguisher at least once every Illumination of an amber FIRE DET light illuminates, move the throttle
six months. If weight falls below SYS L/R and the MASTER CAU- on the corresponding engine to
4-1/21bs, ensure that mainte- TION annunciators indicates that the IDLE. If the ENGINE FIRE switch-
nance personnel test it for leak- engine fire detection system has failed. light extinguishes, select FIRE
age and recharge the bottle. After WARN on the rotary TEST switch to
use, recharge immediately. If this condition occurs before takeoff, check continuity, then to OFF. Land
correct the problem prior to flight. as soon as practical without taking
However, if the condition occurs in further action.
CAUTION: When operating flight, monitor engine gauges and However, if the ENGINE FIRE
with emergency power, engine check for secondary indications of switchlight remains illuminated, lift
fire protection is not available. fire. If the fine warning system is cover and push the ENGINE FIRE
inoperative or damaged, the firewall switchlight to shut down the engine
shutoff and fire extinguisher bottles and arm the extinguishing system.
NOTE: If the engine fire during are still available. Consider the pos-
shutdown continues, press the sibility of using the ENGINE FIRE Then press either BOTTLE ARMED
appropriate ENGINE FIRE switchlights to shut down the PUSH switchlight to discharge a fire
switchlight to shut off fuel at the affected engine. Land as soon as extinguisher bottle onto the affected
firewall valve. practical. engine. If fire persists, press the
remaining illuminated BOTTLE
Firewall Shutoff Valve ARMED PUSH switchlight and land
Closed as soon as possible. Refer to the
SimuFlite Citation Bravo Operating
Illumination of an amber F/W SHUT- Handbook or AFM checklist for
OFF L/R and the MASTER CAU- non-memory items.
TION annunciators indicates a closed
firewall shutoff valve. If this condition Engine Fire During
occurs, all fuel and hydraulic systems Takeoff
firewall shutoff valves are CLOSED at
the applicable firewall and the genera- If an engine fire occurs during take-
tor power breaker has tripped. The off and airspeed is below Vl, takeoff
ENGINE FIRE switches operate this should be aborted. However, if air-
advisory. speed is above Vl, continue normally
with takeoff and maintain aircraft
Emergency control as a first priority. After
Procedures establishing a positive rate of climb,
retract the landing gear and maintain
The following is a brief explanation V2 to V2 + 10 in the climb until
of what happens during emergency Level-off Altitude. At Level-off
procedures that pertain to the fire Altitude, accelerate to V2 + 10
protection system. Please refer to KIAS (if not already); then retract
your SimuFlite Citation Bravo Oper- the flaps." Accomplish the check-
ating Handbook for specific detailed list items for Engine Fire in Flight
checklists. above.

March 2009
Fire Protection
Fire Protection Data Data

Power Source Left Main DC Extension bus
Summary
Right Crossover bus
Distribution Each bottle can discharge to either engine.
Control LH/RH ENGINE FIRE switchlights
BOTTLE 1/2 ARMED PUSH switchlights
Rotary test switch - FIRE WARN
Monitor LH/RH ENGINE FIRE switchlights
BOTTLE 1/2 ARMED PUSH switchlights
F/W SHUTOFF L/R annunciators
Fire bottle pressure gauges (Pre-flight only)
Protection Overpressure/pressure relief valve on each fire bottle
Circuit breakers
Miscellaneous Two 125 in3 fire bottles in tailcone area

March 2009
CAE SimuFlite

September 2005
The primary flight controls of the Citation Bravo consist of the
ailerons, elevators, and rudder. The mechanically driven flight Flight
controls operate through input received from the cockpit via
direct cable. Controls
The secondary flight controls of the Citation Bravo consist of
wing flaps and speedbrakes. The flaps are mechanically con- Chapter 5E
trolled and electrically actuated, whereas the speedbrakes are
electrically controlled and hydraulically actuated.
Trim tabs on the left aileron, each elevator, and rudder provide for
roll, pitch, and yaw trim respectively. In addition to the primary
and secondary flight controls, stall warning devices complete the
flight controls system.
Citation Bravo Developed for Training Purposes 5E-1

September 2005
CAE SimuFlite
5E-2 Developed for Training Purposes Citation Bravo

September 2005
Flight Controls
Primary Flight Controls Diagram . . . . . . . . . . . . . . . 5E-4

Table of
Primary Flight Controls . . . . . . . . . . . . . . . . . . . . . . . 5E-5
Ailerons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-5
Contents
Roll Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-5
Elevators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-6
Manual Pitch Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-6
Electric Pitch Trim System . . . . . . . . . . . . . . . . . . . . . 5E-7
A/P Trim Disconnect. . . . . . . . . . . . . . . . . . . . . . . . . . 5E-7
Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-7
Autopilot/Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . 5E-8
Rudder Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-8
Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-9
Speedbrakes System Schematic . . . . . . . . . . . . . . 5E-11
Secondary Flight Controls Diagram . . . . . . . . . . . . 5E-12
Secondary Flight Controls. . . . . . . . . . . . . . . . . . . . 5E-13
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-13
Speedbrakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-13
Speedbrake Switch . . . . . . . . . . . . . . . . . . . . . . . . . 5E-14
Stall Warning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-15
Stick Shaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-15
Preflight and Procedures . . . . . . . . . . . . . . . . . . . . 5E-17
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-17
Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . 5E-17
Electric Trim Inoperative. . . . . . . . . . . . . . . . . . . . . . 5E-17
Jammed Elevator Trim Tab . . . . . . . . . . . . . . . . . . . 5E-17
Flaps Inoperative Approach and Landing . . . . . . . . 5E-17
Landing with Failed Primary Flight Control Cable . . 5E-18
Emergency Procedure . . . . . . . . . . . . . . . . . . . . . . . . 5E-18
Electric Elevator Runaway Trim . . . . . . . . . . . . . . . . 5E-18
Data Summaries . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-19
Primary Flight Controls. . . . . . . . . . . . . . . . . . . . . . .5 E-19
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-20
Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5E-20

September 2005
CAE SimuFlite
Primary Flight Controls Diagram
RUDDER
RUDDER SERVO
AILERON AND TRIM TAB
ELEVATOR TRIM TABS
ELEVATOR
AILERON
TRIM TAB

September 2005
Flight Controls
Primary flight controls allow control
of the aircraft through the pitch, roll,
Rotation of the aileron sector assem-
bly by the autopilot aileron servo Primary Flight
and yaw axes. The control columns
and rudder pedals in the cockpit con-
cables electronically actuates the aile-
ron control system. As above, the Controls
trol the primary flight controls via wing cable assemblies transmit the
cables and bellcranks. sector assembly rotation to the wing
aileron actuators, which move the
Ailerons ailerons. The fuselage cables attached
Ailerons (Figure 5E-1) on the out- to the sector assemblies then rotate
board trailing edge of each wing pro- the control wheels in the cockpit.
vide roll control of the aircraft Rotation of either control wheel
mechanically through the control moves ailerons inversely to one
wheel or electronically through the another through a synchronized inter-
autopilot servo. The autopilot aileron connecting cable system (i.e., the aile-
servo has an override function so the ron on one wing moves up as the
pilot can physically overpower the aileron on the opposite wing moves
servo by manually rotating the control down). Full range of travel for the aile-
wheel. An amber AP ROLL rons is 19 ± 1° up and 15 ± 1° down.
MISTRIM light advises when the
autopilot is in an out-of-trim condi- Roll Trim
tion and that a sustained trim input is
A trim tab connected to the trailing
being applied to the aileron servo (for
edge of the left aileron provides roll
a detailed description of the autopilot,
trim. A trim tab control knob (Fig-
see the Avionics Chapter).
ure 5E-2) on the center control ped-
Rotation of the aileron control wheel estal below the autopilot control
mechanically actuates the aileron head mechanically operates the trim
control system and transmits aileron tab via a cable and an actuator. The
directional information to the sector rotation of the knob transmits
assembly by the fuselage cable mechanical action to the aileron trim
assemblies, causing the sector assem- tab actuator screws that adjust the
bly to rotate. The sector assembly is trim tab up or down.
below the cabin floor, aft of the rear
An indicator on the pedestal displays
carry-through spar. Wing cable
aileron trim position. The indicator
assemblies transmit the sector assem-
displays the amount of trim away
bly rotation to the aileron actuators,
from neutral. Full travel of the tab is
which move the ailerons to the
20 ± 1° up and down.
desired position.
5E-1 5E-2

September 2005
CAE SimuFlite
Elevators The autopilot servo includes an over-

ride function that allows the crew to
The elevators (Figures 5E-3 and 5E- physically overpower the servo by
4) on the trailing edge of the horizontal manually moving the control column.
stabilizer provide pitch control of the An amber AP PTCH MISTRIM light
aircraft. The elevators are controlled advises when the autopilot is in an out
by two sources, either manually with of- trim condition and that a sustained
the control columns or electrically trim input is being applied to the ele-
with the autopilot servo. vator servo (for a detailed description
of the autopilot, see Avionics chapter).
Movement of the control wheel fore
or aft moves the elevators mechani- Manual Pitch Trim
cally. To move the control surfaces,
the elevator system uses a bellcrank A pitch trim tab on both elevators
assembly in the aft section of the tail- allows for minor adjustments to the
cone, a sector assembly below the elevator (Figure 5E-4). The tabs pro-
flight compartment floor, a column vide a balanced and stable condition of
control assembly, and cable assem- flight. A manual elevator trim wheel
blies. Movement of the control col- (Figure 5E-5) on the center pedestal
umn is transmitted through the sector transmits directional information to the
assembly and bellcrank assembly via tab(s). The system uses cable assem-
the cable assemblies. A four-cable, blies to transmit the information to the
direct connect assembly from the elevator trim tab actuator(s). Rotation
control column to the tail section of the actuator screw(s) deflects the
drives the elevators through a range trim tab(s). Full range of travel of the
of 20 ± 1° up and 15 ± 1° down. tabs is 7 ± 1° up and 8 ± 1° down.
The autopilot elevator servo cables A mechanical pointer driven by the
apply force on the elevator cables to trim wheel on the center pedestal
reposition the elevator bellcrank; this indicates NOSE UP or NOSE
deflects the elevator. The elevator DOWN trim. A takeoff (TO) range
cable assemblies contain cable clevis marker indicates the proper trim
fittings that provide attachment points range for takeoff.
for the autopilot elevator servo cables.
ELEVATORS
ELEVATOR
TRIM TABS
5E-3 5E-4 5E-5

September 2005
Flight Controls
Electric Pitch Trim A/P Trim Disconnect

System The AP/TRIM DISC switch on the
An electric trim motor permits actu- pilot’s and copilot’s yoke electrically
disables the electric trim if a mal-
ation of the elevator trim tab through
function in electric trim should
the following:
occur. Pulling the 5 amp PITCH
n a trim switch on the left grip of the TRIM CB on the left circuit breaker
pilot’s control wheel (Figure 5E-6) panel removes power from the elec-
n
a copilot’s trim switch on the right tric trim motor.
side of the copilot’s control wheel. Rudder
Trim override is provided by the The rudder (Figure 5E-8) on the
manual trim system or it can be trailing edge of the vertical stabilizer
momentarily disabled by pressing provides effective yaw control of the
the AP/TRIM DISC switch on the aircraft at all flight speeds. The rud-
pilot’s or copilot’s yoke. der is actuated mechanically by
The electric motor on the trim moving the rudder pedals or elec-
assembly engages whenever activa- tronically by the autopilot servo. A
tion of one or more of the above direct connect cable system from
occurs. both sets of rudder pedals to the tail
section drives the aircraft rudder.
The pilot’s trim switch interrupts and Full range of motion is 22 ± 1° either
overrides the copilot’s switch. Split left or right of center. Torque tube
trim switches for both the pilot and and bridge assemblies connect the
copilot provide electrical control of pilot’s and copilot’s rudder pedal
the pitch trim motor (Figure 5E-7). sets together. The connection pro-
vides corresponding rudder pedal
The motor drives the sector in the
movement between the sets.
appropriate direction with a chain Depressing the rudder pedals trans-
drive that moves the elevator trim mits directional information through
cables; this rotates the actuator fuselage cable assemblies to the rud-
screws that adjust the trim tab. The der bellcrank. The torque tube trans-
Left Main Extension bus supplies mits rudder bellcrank movement
electrical power for the motor. information to deflect the rudder.
5E-6 5E-7 5E-8

September 2005
CAE SimuFlite
Autopilot/Yaw Damper itself. Disengaging the autopilot

with the electric trim switch or the
The autopilot electrically controls GO AROUND button does NOT
the rudder through autopilot rudder
Yaw Damper Limitation disengage the yaw damper.
servo inputs to the system. The auto-
The yaw damper may be used for all pilot computer receives signals from
phases of the flight except takeoff Rudder Trim
Yaw Damper Limitation the direc-
and landing The rudder trim tab provides for
tional gyro and supplies input infor-
mation to the autopilot rudder servo aerodynamic adjustment of the rud-
for rudder deflection and yaw damp- der through manual deflection of the
ening. The servo cables apply force tab. The rudder trim tab system con-
on the fuselage cable assemblies to sists of a trim control assembly in
reposition the rudder bellcrank. The the control pedestal, cable assem-
rudder torque tube attaches to the blies in the fuselage, a trim tab on
rudder bellcrank and deflects the the trailing edge of the rudder, and a
rudder. rudder trim tab actuator on the trail-
ing edge of the vertical stabilizer.
The autopilot rudder servo includes
The trim tab deflects 10 ± 1° to the
an override function to allow the
left and right. Rotating the rudder
crew to physically overpower the
trim control wheel (Figure 5E-10)
servo by manually depressing the
rudder pedals. repositions the rudder trim tab. The
actuator displaces the rudder trim tab
The yaw damper provides automatic that moves the rudder due to aerody-
control of transient yaw motion and namic forces acting on the tab. In
is a function of the autopilot through addition, the rudder trim tab is a
the rudder servo. Engaging the auto- servo boost tab. The servo boost tab
pilot automatically engages the yaw boosts the rudder to displace it from
damper. The damper may be sepa- the neutral position. The servo
rately engaged by pressing the YD moves the trim tab approximately
ENGAGE switch on the autopilot 1/2° in the opposite direction for
control head (Figure 5E-9). each degree of rudder deflection.
Disengage the yaw damper by press- The cockpit indicator on the center
ing either the AP/TRIM DISC pedestal has neutral, full left, and
switch or the YAW DAMPER button full right positions.
5E-9 5E-10

March 2009
Flight Controls
Control Lock neutralize all flight controls, and

move both throttles to CUTOFF. CAUTION: In that the maximum
The control lock (Figure 5E-11) Rotate the T-handle 90° clockwise deflection of the nosewheel is
secures the ailerons, elevators, and and pull straight aft to the stop. restricted to 60° either side of cen-
rudder in a streamlined neutral posi- Rotate it 90° counterclockwise to ter, towing the aircraft with the
tion. In addition, the lock secures the lock. To release the flight controls control lock engaged should be
throttles in the cutoff position. The and throttles, rotate the CONTROL avoided.
control lock system consists of a LOCK T handle 90° clockwise and
control handle, cable assemblies, push it in to the unlocked position
push rods, and bellcranks. To engage (return to the horizontal position).
the control lock, align the nosewheel Check flight controls for proper
movement before flight.
5E-11

September 2005
CAE SimuFlite

September 2005
Flight Controls
Speedbrakes System Schematic
LH
LH ACTUATOR
ACTUATOR (EXTENDED)
(EXTENDED) RH
RH ACTUATOR (EXTENDED)
ACTUATOR (EXTENDED)
LH
LH ACTUATOR
ACTUATOR (RETRACTED)
(RETRACTED) RH ACTUATOR
RH ACTUATOR (RETRACTED)
(RETRACTED)
SPD BRK
SPD BRK
EXTEND
EXTEND
LH MAIN
LH MAIN BUS
BUS EXT
EXT
DOWN LIMIT
DOWN LIMIT
UP LIMIT
UP LIMIT SW
SW SWITCH
5 SWITCH
5
EXTEND
EXTEND RETRACT
RETRACT
SOLENOID
SOLENOID SOLENOID
SOLENOID
VALVE
VALVE VALVE
VALVE
RETRACTED
RETRACTED
EXTENDED
EXTENDED
THERMAL
THERMAL
RELIEF
RELIEF
VALVE
VALVE
SAFETY VALVE
SAFETY VALVE
RETURN PRESSURE
RETURN PRESSURE INLET PRESSURE
PRESSURE
INLET
HYDRAULIC
HYDRAULIC
BYPASS
BYPASS
VALVE
VALVE
RETRACT
RETRACT (TYPICAL)
(TYPICAL) POWER LEVER
POWER LEVER
SWITCHES
SWITCHES
INLET
INLET PRESSURE
PRESSURE ABOVE85%
ABOVE 85%THROTTLE
THROTTLE
CABLE
CABLEPOSITION
POSITION
EXTEND ABOVE 85% N2
RETURN
RETURN FLOW
FLOW EXTEND
EXTEND
EXTEND HOLDING
HOLDING
RETRACT
RETRACT RELAY
RELAY LH
LH RH
RH
(IN TAILCONE)
(IN TAILCONE)

March 2009
CAE SimuFlite
Secondary Flight Controls Diagram
WING FLAP
SPEEDBRAKE
(UPPER & LOWER SURFACE)

September 2005
Flight Controls
The secondary flight controls consist
of wing flaps and speedbrakes.
Moving the flap lever closes a
microswitch that activates the two Secondary
Flaps
motors and selects the direction of
travel. When the flaps reach the pre- Flight
The flaps on the trailing edge of each
wing inboard of the ailerons increase
selected position, the microswitch
opens to deactivate the motors. Controls
Detents are provided only at the 15°
the lift of the wing when they are par-
(T.O. & APPR) and 40° (LAND)
tially extended. When they are fully
positions on the flap lever (Figure
extended (Figure 5E-12), they 5E-13). The 0° (LAND or UP) flap
increase drag to help reduce speed. positions are reached by pushing
The flaps are mechanically controlled down on the flap lever when passing
and electrically actuated by two Flap Limitations
through the T.O. & APPR detente.
geared DC motors connected in par- Any time the flaps are selected past Flaps extended speeds
allel. The parallel system is so the T.O. & APPR position and the (VFE) – T.O. & APPR
designed to preclude the possibility of gear is not down and locked, a gear
a split flap condition. Full flap travel 15°. . . . . . . . . . . . . . . . . . 200 KIAS
warning horn sounds that cannot be
is from 0° to 40°; selected positions silenced with the HORN SILENCE LAND, 40° . . . . . . . . . . . 174 KIAS
are UP (0°), T.O. & APPR (15°), and button. The condition causing the
LAND (40°). Full extension occurs horn to sound must be corrected.
within seven seconds; full retraction
from 40° takes six seconds. The flap Speedbrakes
lever is on the center control pedestal The hydraulically actuated and elec-
to the right of the throttles. trically controlled speedbrakes (Fig-
The flap preselect system consists of ure 5E-14, following page) provide
the PRESELECT lever and a pointer increased descent rates without
assembly on the control pedestal. The exceeding maximum operating
pointer moves along a slot next to the speeds (i.e., VMO/MMO) along with
flap lever to indicate the actual flap spoiling lift and increasing drag dur-
position. In addition, the pointer ing the landing roll. The angular
removes electrical power from the travel for the speedbrake panels are
actuation system once the flaps reach 58 ± 2°; the lower speedbrake panels
the preselect position. A flap preselect close with the upper panels. The
cable under the cabin floor attaches to speedbrakes are on the upper and
the preselect assembly. Components lower surface of each wing forward
that control the flap actuation system of the flaps. Mechanical ball studs
include the up and down position and two spring retainers (Figure 5E-
switches and an arm and cam unit. 15, following page) hold the lower
speedbrake panels up.
5E-12 5E-13

March 2009
CAE SimuFlite
Improper adjustment or loose retain- to relieve pressure, and the HYD

ers may allow the lower panel to PRESS ON annunciator extinguishes.
droop open; this activates the limit/ The hydraulic system returns to an
monitor switch, causes the hydraulic open condition as the solenoid valve
system to pressurize, and repositions returns to neutral to block all hydrau-
the speedbrakes to retract. lic fluid lines to the speedbrake actua-
tor and maintain speedbrakes in the
Speedbrake Switch extended position.
NOTE: The practice of checking A SPEED BRAKE switch on the cen- If an electrical failure occurs with the
the operation of the Throttle Cable ter pedestal left of the throttle levers is speedbrakes extended, the speed-
Position override micro-switch to a two-pole momentary slide contact
automatically retract the extended
brake safety valve fails to the open
switch with EXTEND/RETRACT position to provide a return path for
speedbrake during the Before Flight
positions that control the speedbrakes the hydraulic fluid. This allows the
Checks is discouraged by Pratt &
Whitney, Canada, and is not recom-
(Figure 5E-16). In addition to the speedbrakes to trail. If an electrical
mended. EXTEND and RETRACT positions, failure occurs with the speedbrakes
the SPEED BRAKE switch has a cen- retracted, they do not extend. The
ter neutral position. Moving the Left Main Extension bus supplies
switch to EXTEND closes the electrical power for speedbrake oper-
hydraulic bypass valve to pressurize ation through the SPEED BRAKE
the hydraulic system, opens the CB.
speedbrakes control valve, and illumi-
nates the HYD PRESS ON annuncia- Throttle Cable Position override
tor. This allows direct hydraulic fluid micro-switches in the tailcone pre-
at 1,500 PSI to flow to the extend side vent speedbrake extension at engine
of the speedbrake actuators. power/Throttle Cable Position set-
tings representing above approxi-
When the speedbrakes are fully mately 85% N2 in flight. Advancing
extended, an UP limit switch along
the throttle beyond the setting repre-
with the speedbrake control valve
senting 85% N2 in flight trips the
closes, and the white SPD BRK
Throttle Cable Position micro-switch
EXTEND annunciator illuminates.
that automatically retracts the speed-
This creates a hydraulic lock and
brakes and electrically returns the
holds the speedbrakes open. The
speedbrake switch to the RETRACT
hydraulic bypass valve then reopens
position.
5E-14 5E-15 5E-16

March 2009
Flight Controls
Once the speedbrake switch is in Stick Shaker
RETRACT, the hydraulic system
pressurizes and the speedbrake sole- A stick shaker on the forward side of
noid valve moves to the retract posi- the pilot’s control column warns of an
tion. When the speedbrakes are fully impending stall (Figure 5E-17). The
stick shaker uses an electric motor
retracted, the control valve closes, the
with rotating weights to induce a
hydraulic system bypass valve opens,
vibration feel to the control column.
and open center operation resumes.
Vibration occurs at approximately
This allows hydraulic fluid pressure
8% to 10% above the actual stall
to flow to the retract side of the speed. Stick shaker activation nor-
speedbrake actuator. The SPD BRK mally occurs before stall buffet
EXTEND annunciator extinguishes except in the clean configuration
as the speedbrakes retract. Finally, where the speed of natural stall buf-
the hydraulic system depressurizes. fet and activation of the stick shaker
occur at nearly the same time, and
Stall Warning either could occur first. The stick
shaker receives inputs and power
The installation of small stall strips
from the angle-of-attack system (see
on the inboard leading edge section
Avionics Chapter). The Left Main
of each wing provides stall warning. Extension bus supplies electrical
Under impending stall conditions, the power for the stick shaker motor
strips disrupt airflow over the wings; through the ANG OF ATTACK CB.
this disturbed airflow buffets the ele-
vator surfaces and alerts the pilots to
the stall condition. The stall strips
provide a warning at approximately
VSI + 10 and VSO + 5 (landing).
5E-17

September 2005
CAE SimuFlite

September 2005
Flight Controls
Preflight speed as long as practical. On the

approach and landing phases of Preflight and
During the external inspection,
check all control surfaces for free-
flight, do not extend the flaps; use the
flap inoperative approach and landing Procedures
dom of movement and general secu- procedures. Do not use the autopilot.
rity. Additionally, check the rudder
With a jammed elevator trim tab dur-
trim tab to ensure it moves in the
ing a takeoff or go-around procedure,
opposite direction of rudder dis- WARNING: Do not attempt to
reduce power as necessary to main-
placement. Check all visible hydrau- use the autopilot if the electric trim
tain 120 KIAS or less. Maintain the is inoperative. The autopilot will
lic lines and components for leaks.
current flap position. Minimum speed not be able to trim out servo torque
Ensure actual positions and respec-
is VREF for FULL flaps, VAPP for 15° and disengaging the autopilot with
tive indicators agree. During the pre-
liminary cockpit inspection, ensure flaps, or VREF + 15 KIAS for flaps 0° light servo torque could result in a
or Unknown. Do not retract landing significant pitch upset.
that the control lock is UNLOCKED
(control surfaces should be free for gear. Land as soon as practical.
exterior inspection); the gear handle
is DOWN; the elevator, aileron, and Flaps Inoperative
rudder trims are within the takeoff Approach and Landing
trim range; and the flap handle The flaps inoperative approach and NOTE: After landing from a
agrees with FLAP POSITION. landing checklist is similar to the no-flap or partial-flap approach,
Abnormal normal landing check except for air- push the control yoke full forward
speed and adjustment of landing dis- after nosewheel touchdown and
Procedures tance. For list of specific procedural extend the speedbrakes BEFORE
The following is a brief explanation deploying the Thrust Reversers. If
steps, please refer to your CAE
of the abnormal procedures for the not executed correctly, the deploy-
SimuFlite Citation Bravo Operating ing T/R's will lift the nosewheel off
flight controls system. The abnormal Handbook. the runway, and could cause the
procedures include:
For airspeed, use flaps 15°, VREF + 8 aircraft to become airborne again at
n electric trim inoperative
extremely unsafe speeds.
n jammed elevator trim tab KIAS; flaps 0° or Unknown, VREF +
n flaps inoperative approach and 12 KIAS. Fly “on speed” indication
landing on angle of attack indicator, cross
n landing with failed primary flight checking with airspeed indicator.
control cable. Due to the increased airspeed and
Please refer to your SimuFlite Cita- low drag configuration, the aircraft
tion Bravo Operating Handbook for will have an increased tendency to
specific detailed checklists. “float” in ground effect. To counter
this, fly the aircraft onto the runway
Electric Trim Inoperative using only a slight increase in pitch
With a failure of the electric trim, (basically a level-off) to reduce the
verify the PITCH TRIM CB is set. rate of descent just before touch-
With the CB set and if the electric down. (Do not "flare" the aircraft.)
trim is still inoperative, continue the Touchdown attitude will be flatter
flight with the manual elevator trim, than normal and speed should not be
as required. in excess of VREF + 15 KIAS. Land-
ing field length increases approxi-
Jammed Elevator Trim mately 20% for a no flap landing.
Tab
In the event of a jammed elevator
trim tab during cruise, maintain trim

March 2009
CAE SimuFlite
To adjust the landing distance, mul- Do not use electric trim. Make small
tiply it by the landing distance of pitch and power changes and set up
Figure 4-40 in the FAA Approved landing configuration early. After
Airplane Flight Manual by 2.2 (no touchdown, select SPEED BRAKES
tailwind) or 2.5 (with tailwind) for and brake as soon as possible. Do
either 0° or 15° flap settings. not deploy thrust reversers during
landing rollout.
Landing with Failed
Primary Flight Control Emergency
Cable Procedure
In the event of a failed rudder cable
during landing, use rudder trim. After There is one emergency procedure
touchdown, lower the nose and extend associated with the flight controls
the speedbrakes as soon as possible. system. Please refer to your Simu-
Differential braking is used for direc- flite Citation Bravo Operating Hand-
tional control, as well as for nosewheel book for complete procedures.
steering. Use of thrust reversers during Electric Elevator Runaway
landing rollout is not recommended.In
the event of a failed aileron cable dur-
Trim
ing landing, use the rudder for direc- If an electric elevator runaway trim
tional control, limiting bank angle to occurs, press the AP/TRIM DISC
15° maximum. Do not use aileron trim switch on the pilot’s or copilot’s con-
except for gross adjustments. If possi- trol wheel. The switch removes elec-
ble, choose a runway with least possi- trical power and stops movement of
ble crosswind. After touchdown, the electric trim. Permanently
lower the nose and extend speedbrakes remove electrical power to the eleva-
as soon as possible. In the event of a tor trim system by pulling the
failed elevator cable during landing, PITCH TRIM CB. Continue the
use the manual elevator trim wheel for flight using manual elevator trim, as
primary pitch control. required.

September 2005
Flight Controls
Flight Controls
Systems
Data
Primary Flight Controls Summaries
Power Source Roll: Autopilot servo – LH Crossover bus
Pitch: Trim switch – LH Main Extension bus
Yaw: Autopilot servo – LH Crossover bus
Control Control wheel
Rudder pedals
Manual elevator trim wheel
Aileron trim knob
PITCH TRIM switch
Autopilot servo
AP ENGAGE switch
YD ENGAGE switch
AP/TRIM DISC switch
GO AROUND button
AP TCS (Touch Control Steering)
Monitor Indicators
Aileron trim
Yaw trim
Pitch trim
Stall warning
Airframe buffet
Stick shaker
Autopilot OFF amber annunciator
AP ROLL MISTRIM or AP PTCH MISTRIM
amber annunciator
Control wheel overrides autopilot aileron servo
AP/TRIM DISC switch disconnects both the
autopilot and yaw damper
Protection Electric PITCH TRIM switch activation and GO
AROUND activation disengages autopilot but
does not disengage the yaw damper
AP PTCH MISTRIM and AP ROLL MISTRIM
annunciators
Circuit breakers
Miscellaneous The pilot’s trim switch interrupts and overrides
the copilot’s control wheel trim switch
Yaw damper engages automatically via AP
ENGAGE switch or when YD ENGAGE switch is
pressed
Turn knob on autopilot control panel must be
centered in detent and DG-1 or DG-2 aligned to
engage autopilot

March 2009
CAE SimuFlite
Flight Controls
Systems (Con’t)
Flaps
Power Source Left Main DC bus

Control FLAP PRESELECT handle
Monitor Flap indicator
Protection Gear Warning Horn – HORN SILENCE button
Circuit breakers
Speedbrakes
Power Source Hydraulic system

Left Main Extension Bus
Control Speedbrake switches – EXTEND or RETRACT
Throttle position above 85% Throttle Cable
Position - RETRACT only
SPD BRK EXTEND
HYD PRESS ON while speedbrakes moving
Protection SPEED BRAKE circuit breaker
Miscellaneous SPEEDBRAKES retract automatically and
cannot be extended at power settings
representing above 85% Throttle Cable Position;
SPEEDBRAKES cannot be manually held in the
extended position with the speedbrake switch

March 2009
The Citation Bravo fuel system is two distinct, yet identical sys-
tems: one for the left engine and one for the right engine. Wing Fuel
tanks store the fuel for use by the engines. Each wing holds
approximately 360 U.S. gallons of usable fuel for a total aircraft System
capacity of 720 U.S. gallons, or approximately 4,8601bs.
Each wing tank supplies its respective engine; crossfeed oper- Chapter 5F
ations allow both engines to receive fuel from one wing tank.
Normal operation of the system is automatic and self-sustaining
after engine start; the system requires no pilot action other than
monitoring.
Citation Bravo Developed for Training Purposes 5F-1

September 2005
CAE SimuFlite
5F-2 Developed for Training Purposes Citation Bravo

September 2005
Fuel System
Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . 5F-6

Table of
Fuel Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-7
Fuel Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-7
Contents
Vent System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-7
Fuel Probes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-8
Fuel Flow Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-8
Fuel Flow/Fuel Quantity Indicator . . . . . . . . . . . . . . . 5F-8
Fuel Flow Transmitter. . . . . . . . . . . . . . . . . . . . . . . . . 5F-9
Low Level Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-9
Fuel Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . 5F-10
Filler Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-10
Drain Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5F-11
Manual Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . 5F-11
Fuel Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-13
Normal Engine Feed System . . . . . . . . . . . . . . . . . . 5F-13
Engine Crossfeed System . . . . . . . . . . . . . . . . . . . . 5F-13
Motive Flow Valve. . . . . . . . . . .. . . . . . . . . . . . . . . . . .5F-13
Motive Flow Shutoff Valve . . . . . . . . . . . . . . . . . . . . . 5F-13
Primary Ejector Pump. . . . . . . . . . . . . . . . . . . . . . . . . 5F-13
Transfer Ejector Pumps . . . . . . . . . . . . . . . . . . . . . . . 5F-14
Electric Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-14
Boost Pump Switch . . . . . . . . . . . . . . . . . . . . . . . . . 5F-14
FUEL BOOST ON Annunciators . . . . . . . . . . . . . . . 5F-14
Fuel Filters and Bypass . . . . . . . . . . . . . . . . . . . . . . . 5F-15
Fuel Firewall Shutoff Valves . . . . . . . . . . . . . . . . . . . . 5F-15
Crossfeed Switch and Valves . . . . . . . . . . . . . . . . . . . 5F-15
Crossfeed IN TRANSIT Light . . . . . . . . . . . . . . . . . . . 5F-17
Normal Operations . . . . . . . . . . .. . . . . . . . . . . . . . . . .5F-17
Crossfeed Operations. . . . . . . . . . . . . . . . . . . . . . . . . 5F-18
Servicing and Procedures . . . . . . . . . . . . . . . . . . . . 5F-19
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-19
Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5F-19

September 2005
CAE SimuFlite
Additive Procedures . . . . . . . . .. . . . . . . . . . . . . . . . . 5F-19

Fueling Procedures . . . . . . . . . .. . . . . . . . . . . . . . . . . 5F-19
Defueling Procedures . . . . . . . . .. . . . . . . . . . . . . . . . 5F-19
Suction Method . . . . . . . . . . .. . . . . . . . . . . . . . . . . . 5F-19
Forced Method . . . . . . . . . .. . . . . . . . . . . . . . . . . . . 5F-20
Transfer (Crossfeed) Method . . . . . . .. . . . . . . . . . . 5F-20
Abnormal Procedures . . . . . . . . .. . . . . . . . . . . . . . . . 5F-20
Fuel Boost Pump ON . . . . . . . . .. . . . . . . . . . . . . . . 5F-20
Low Fuel Pressure . . . . . . . . .. . . . . . . . . . . . . . . . . 5F-20
Low Fuel Quantity . . . . . . . . . .. . . . . . . . . . . . . . . . . 5F-21
Fuel Filter Bypass . . . . . . . . . .. . . . . . . . . . . . . . . . . 5F-21
Data Summary . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . 5F-23
Fuel System Data . . . . . . . . . .. . . . . . . . . . . . . . . . . . 5F-23

September 2005
Fuel System

September 2005
Fuel System
Fuel System Schematic
PRIMARY
PRIMARY MANUAL
MANUAL
EJECTOR
EJECTOR SHUTOFF
SHUTOFF
TRANSFER
TRANSFER PUMPS
PUMPS FUEL
FUEL PUMP
PUMP VALVE
VALVE
(EJECTOR)
(EJECTOR) (MAINTENANCE)
(MAINTENANCE)
CROSSFEED
CROSSFEED IN TRANSIT
VALVE
VALVE
L R
TANK OFF
OFF TANK
LEFT WING TANK RIGHT WING TANK
FUEL PROBES (6) 360 GALLONS
360 GALLONS 360 GALLONS FUEL PROBES (6)
L R
ENG ENG
LO FUEL
LOW FUEL FUEL LO FUEL
LO
LEVEL
LEVEL FILTER
CROSSFEED LINE
CROSSFEED LINE BOOST PUMP
BOOST PUMP LEVEL
TEMPERATURE COMPENSATOR
TEMPERATURE COMPENSATOR
L R
FLOAT
FLOAT SWITCH
SWITCH
FUEL
FLTR BP
L R
MOTIVE FLOW
MOTIVE FLOW
SHUTOFF VALVE
SHUTOFF VALVE LH RH
ENGINE ENGINE RH CROSSOVER BUS LH MAIN BUS EXT
(NORMALLY
(NORMALLY OPEN)
OPEN) FIRE FIRE
FUEL BOOST
FIREWALL
FIREWALL
FIREWALL
FIREWALL SHUTOFF VALVE
SHUTOFF VALVE L R
SHUTOFF
SHUTOFF ON
VALVE
VALVE O
LO FUEL F
PRESS LOW
LOW F
ENGINE DRIVEN PRESSURE
PRESSURE NORM NORM
FUEL PUMP-1ST STAGE L R SWITCH
SWITCH
FUEL
FUEL
FUEL HEATER 4,860 LBS
4,860 LBS TOTAL
TOTAL CANISTER
CANISTER
200 LBS
200 LBS MAX
MAX IMBALANCE
IMBALANCE
%RPM
MOTIVE FLOW VALVE FUEL FLOW
FUEL FILTER FUEL
MOTIVE FLOW
MOTIVE FLOW VALVE
VALVE BOOST
ENGINE
FLOW DRIVEN
TRANSMITTER 3000
FUEL
FUEL FUEL PUMP-2ND STAGE L R
F F
OIL COOLER U U
PRIMARY
PRIMARY EJECTOR
EJECTOR OR
OR FUEL CONTROLLER E E RETURN LINE
RETURN LINE
BOOST
BOOST PUMP
PUMP FLOW
FLOW L 2000 L
FUELFLOW
FLOWDIVIDER
METER Q Q
TRANSFER EJECTOR
TRANSFER EJECTOR FLOW
FLOW T T
AUTOMATIC
FLOWSHUTOFF
DIVIDER Y Y
ENGINE-DRIVEN PUMP
ENGINE-DRIVEN PUMP 1000
MOTIVE FLOW
MOTIVE FLOW
AUTOMATIC SHUTOFF
L R
ENGINE-DRIVEN PUMP
ENGINE-DRIVEN PUMP
MOTIVE FLOW
MOTIVE FLOW 0
LBS
EPA RETURN
EPA RETURN LH
LH ENGINE
ENGINE RH
RH ENGINE
ENGINE

March 2009
Fuel System
The fuel storage system consists of
one integral wet-wing fuel tank in
The fuel sumps are kept full by grav-
ity feed fuel through the one-way Fuel
Storage
each wing and a fuel vent system that flapper valves and two transfer ejec-
maintains a positive internal tank tor pumps that pick up fuel from the
pressure within the structural limita- low tank areas. In addition to the
tions of the wing. The vent system sump, each tank includes:
also provides an escape for fuel and n
a vent system
vapor when a temperature rise causes
fuel in the tank to expand.
n fuel quantity probes and associ-
ated gauges and annunciators
Fuel Tanks n filler assembly
n drain valves
The fuel tank in each wing includes
all the wing area forward of the rear n
manual shutoff valve.
spar except the inboard leading edge
and the area above the main landing Vent System
gear well.
The fuel vent system in each wing
Liquid-tight ribs at each end of the ensures positive internal tank pressure
wing form the boundaries of the during flight to prevent tank cavitation
tank. The fuel tanks are formed by and allows excess pressure to port
sealing metal to metal joints and overboard. The system incorporates an
coating rivet heads with sealant. The air scoop (Figure 5F-1), a vent float
interior surfaces of the tanks are valve, a surge tank, two check valves,
chemically treated and coated with and a vent line.
epoxy for corrosion resistance. By design, the air scoop will remain
Holes in the ribs and spars permit unblocked during inflight icing con-
fuel movement within the tanks. ditions. The air scoop and float
Baffle plates in the outboard ribs valves on the underside of the out-
prevent a rapid shift of fuel during board wing-tip share a common line
wing-low attitudes. to the surge tank. The vent system
A sump area in the root of each wing incorporates an anti-siphon hole and
contains an electric boost pump, a slants down in all directions so that
primary ejector pump, and four no low points exist where water
quick drains for water and sediment could collect and freeze. The vent
removal. line extends from the surge tank to
the sump area.
5F-1

March 2009
CAE SimuFlite
The inboard end of this line is open The six fuel tank probes have con-
and provides an entry for air if the centric metal tubes that act as plates
check valves and float valves fail in of a capacitor. The value of the
the closed position. The check valves capacitance at each probe is propor-
connect to the vent line: one midway tional to the height of the dielectric
in the line, and the other near the surge medium (fuel) between the plates;
tank. The lines, tank, and vent provide that is, the higher the fuel is at a
venting for the wing in all normal atti- given probe, the greater the signal
tudes of pitch and roll. If the fuel tank the probe produces.
vent is blocked, a negative pressure
may build up in the wing causing the The probes in each tank are perpen-
tank to collapse. dicular to the wing dihedral (adja-
cent to the wing ribs) and are
When parked on a sloping ramp, such connected in parallel. Each sensor
that a vent float valve is closed, fuel has an integral electronic module
expansion will force fuel through the that converts the capacitance of the
open end of the vent tube, or the probe to a current signal.
siphon hole, and out the vent scoop,
thus pre-venting pressure buildup. A temperature compensator (sensor
number seven) is farthest inboard at
Fuel Probes the bottom of the fuel sump in each
A series of six capacitance-type fuel tank and adjusts for the dielectric
probes (Figure 5F-2) and one tem- change of the fuel as temperature
perature compensator (or fill level changes. When there is more than 10
sensors) in each wing tank (cell) gallons in either sump, it is used as a
supply information to the vertical dielectric sensor to adjust the signal
scale fuel quantity gauge in the conditioner. The result is that the
cockpit. The indicator converts these compensator corrects for the density
signals into fuel weight and displays of the fuel.
it in pounds per cell.
5F-2

March 2009
Fuel System
The signal conditioner is a micro-pro- The lower portion of the indicator has
cessor-based unit that uses a separate two vertical tape displays, with the
channel for each fuel tank. The signal left display responding to the left
conditioner supplies a 12V electrical engine's fuel quantity and the right
signal to the integral electronic mod- display responding to the right
ule, which regulates the current signal engine's fuel quantity. The indicator's
back to the signal conditioner display range is from 0 to 3,000 lbs.
depending upon the fuel level at each When input power to the indicator is
sensor (probe). The signal condi- removed, the vertical tape drops and
tioner receives a 0.5 to 5.0 mA signal displays an OFF warning at the top of
back and converts the six signals into each vertical tape. The dual-channel
a corresponding voltage that signals indicator receives signals from its
the fuel indicator. The signal condi- corresponding engine fuel quantity
tioner has a self test and monitoring transmitter to display a fuel weight
feature that indicates sensor and self indication for each wing tank.
faults. These faults are indicated by Internal lighting is 5V DC while
the illumination of the FUEL power to operate the fuel flow/fuel
GAUGE L/R annunciators. quantity indicator is 28 V DC
through the LH and RH FUEL
Fuel Flow/Quantity FLOW CB on their respective Left
and Right Main buses. Each fuel
Indication flow channel of this indicator
The internally lighted, fuel flow and includes a 5VDC output signal for
fuel quantity indicator (Figure 5F-3) the flight data recorder if installed.
is on the top center of the cockpit
instrument panel (front mounted)
Fuel Flow Transmitter
and is a dual fuel indicator. The A fuel flow transmitter (Figure 5F-
4) on the right aft side of each
upper portion of the indicator has
two digital displays. The displays engine is in the fuel line between the
indicate fuel flow for the left and fuel control unit and the fuel flow
right engine. The calibrated range of divider. The transmitter measures
the fuel flow displays are 0 to 1990 the fuel flow rate between 145 (min-
lbs per hour. When activated, both imum) to 1800 (maximum) lbs/hr.
fuel flow displays will show "1888." The fuel flow/fuel quantity indicator
Both displays are blank when input is disabled at and below 10% turbine
power is removed. speed or with the throttle in CUTOFF.
5F-3 5F-4

March 2009
CAE SimuFlite
Advancing the throttle to 10% and PSI (+0.15, -0.25 PSI). It also oper-
above actuates the cutoff switch to ates the fuel boost pump.
the open position and shows that the
In a low pressure situation, the pres-
corresponding indicating system is
sure switch relay supplies power to
operational. The fuel flow indicating
Unusable Fuel Limitation
the boost pump relay. Activation of
system also provides electrical
the boost pump is semi-automatic.
Fuel remaining in the fuel tanks power and signals to the flight man-
The boost pump switch must be in
when the fuel quantity indicator agement system.
NORMAL and the respective throt-
reads zero is not usable in flight.
tle must be out of CUTOFF for the
Low Level Warning pressure switch to activate the boost
The low level warning system func- pump. When the boost pump comes
tions independently of the normal on, the FUEL BOOST L/R annunci-
quantity indicating system and ator illuminates. As pressure rises
causes an amber LO FUEL LEVEL above 4.65 PSI, the boost pump
L/R annunciator to illuminate when remains on and the LO FUEL
usable fuel remaining in either tank PRESS L/R annunciator extin-
is approximately 190 lbs (+/- 15 lbs) guishes. To turn off the boost pump,
or less. The system is calibrated to turn OFF the boost pump switch.
give an accurate indication in level Returning the switch to NORMAL
unaccelerated flight. A float switch rearms the system.
in each wing provides a signal to its
respective LO FUEL LEVEL annun- Filler Assembly
ciator. As fuel quantity in either fuel
A flush-mounted fuel filler assembly
cell decreases below approximately
is on the upper surface of each wing
190 lbs, the float switch closes the near the outboard end for normal
circuit to its associated light. When fuel servicing.
operating with light fuel loads, it is
possible for the lights to illuminate The filler assembly consists of an
momentarily if the aircraft encoun- adapter, standpipe (to allow for fuel
ters turbulence, rough runway or taxi expansion), cap, and a chain to
surfaces, or during turning. The low attach the cap to the adapter (Figure
fuel warning lights can be operation- 5F-5). The fuel tank full level of
ally tested by selecting ANNU on each wing is controlled by the loca-
the annunciator TEST selector tion of the filler cap and standpipe.
switch, and dimmed in the same Fuel will flow out of the filler cap
manner as the annunciator panel. once the tank is full, thus assuring
the expansion space can-not be filled
Fuel Low Pressure with fuel. Flush-fitting handles fit
inside the recessed cap, which has
Switch markings to indicate open and closed
positions.
The fuel low pressure switch is con-
nected to a microswitch on the Remove the cap by lifting the handle
engine pylon firewall. The pressure and rotating it counterclockwise. To
switch provides two functions: mon- install the cap, reverse the proce-
itoring fuel pressure to the engine- dure. An optional locking fuel filler
driven pump and illuminating the cap is interchangeable with the origi-
LO FUEL PRESS L/R annunciator nal. The locking cap has a chrome
if the pressure decreases below 4.65 cover to protect the lock from
weather.

March 2009
Fuel System
Drain Valves Manual Shutoff

CAUTION: Use caution when
Four poppet-type drain valves are on Valve draining fuel. Push straight up on
the lower surface near the inboard the poppet valve to prevent it from
end of each wing from the gear area This valve is not available to pilot
locking OPEN.
to the fuselage (Figure 5F-6). The use. A manually-operated ball valve
valves allow sediment, moisture, attaches to the inboard rib of each
and/or residual fuel to be drained wing. The valve shuts off the fuel
from the tanks. supply at the wing to allow mainte-
The poppet head has a Phillips screw- nance on the system downstream
driver-type slot that helps control without defueling. The valve is
poppet movement while draining. spring-loaded in the OPEN position
Pushing the poppet valve up and and detented in the CLOSED
rotating it counterclockwise locks it position.
in the OPEN position.
5F-5 5F-6

September 2005
CAE SimuFlite

September 2005
Fuel System
The fuel distribution system com-
prises the normal engine feed sys-
tions. Power is supplied to the pump
through the start control relay during Fuel
Distribution
tem, which supplies fuel to the engine start and through the
engine from its respective tank, and CROSSFEED switch during cross-
the engine crossfeed system, which feed operations. The pump supplies
supplies fuel to an engine from the fuel to its respective engine during
opposite tank. Components of the engine start, low pressure and ON
distribution system include: operation, and to the opposite or
both engine(s) during crossfeed. The
Normal Engine Feed electric boost pump also serves as a
System backup for the primary ejector
n
motive flow valves pump, although its output pressure is
n primary ejector pumps less than the normal output of the
primary ejector pump (approxi-
n transfer ejector pumps mately 25 PSI).
n
electric boost pumps and associ-
ated switches and lights Motive Flow Valve
n
manual shutoff valves and filters The motive flow valve is in the high
and associated annunciators pressure bypass line from the
n fuel firewall shutoff valves and engine-driven pump; it regulates the
associated annunciators
engine-driven pump's high pressure
n check valves and fuel distribution fuel output. The motive flow fuel
n valves flows back to the tank to operate the
primary ejector pump. Normal regu-
Engine Crossfeed System lated motive flow pressure is 200 to
n CROSSFEED switch, crossfeed 250 PSI.
valves, crossfeed line, IN TRAN-
SIT light, and motive flow shutoff Primary Ejector
valve
Pump
Electric Boost Pump The primary ejector pump (Figure
One electric boost pump (Figure 5F- 5F-7) in the sump area of each tank
7) in the top of each wing fuel tank sup-plies high volume, low pressure
sump provides fuel pressure during fuel from the wing tank to the
engine start and crossfeed opera- engine-driven pump.
PRIMARY EJECTOR ELECTRIC BOOST

PUMP PUMP
5F-7

September 2005
CAE SimuFlite
High pressure bypass fuel flows Boost Pump Switch

from the engine-driven pump as its
motive fuel source through the motive The FUEL BOOST switches, one for
flow valve and motive flow shutoff each side, are on the left switch panel.
valve to the primary ejector pump. Each switch has three positions: OFF/
This pump incorporates a venturi to NORM/ON (Figure 5F-9). For nor-
produce a low-pressure area at the mal operation, the FUEL BOOST
pump inlet. The suction created switch is in the NORM position.
draws a large volume of fuel from In the OFF position, the boost
the sump and out-puts it at a lower pumps will not operate automati-
pressure (approximately 20 - 30 PSI) cally during low pressure situations.
back to the engine-driven pump. In the NORM position, the pumps
The primary ejector pump operates operate automatically during engine
any time the engine is running and start and crossfeed and are activated
has no moving parts; it must be com- by the pressure switch when fuel out-
pletely submerged to operate. put from the primary ejector pump is
insufficient. The switch should be in
Transfer Ejector NORM during a normal flight profile.
Pumps If the throttle is in CUTOFF, the
pumps are disabled in both OFF and
Two fuel transfer ejector pumps in NORM. The pumps operate continu-
each wing tank scavenge fuel from the ously with the switch in ON regard-
low areas of the tank and direct the less of throttle position.
fuel to the sump area to ensure a con- To ensure uninterrupted fuel flow to
stant supply of fuel (Figure 5F-8). the engines, the boost pump
The pumps are continuously operat- switches must be positioned ON
ing ejector-types that use high pres- when the low fuel lights illuminate
sure bypass fuel from the electric or at approximately 169 lbs. or less
boost pump or the primary ejector indicated fuel.
fuel pump (main supply line) as the
motive flow source. The motive
FUEL BOOST ON
flow pressure is relatively low Annunciators
(approximately 30 PSI); the result of The FUEL BOOST L/R annuncia-
the venturi action of the transfer tors illuminate when the respective
ejectors is to move fuel with very boost pump receives power.
low pressure output.
FUEL BOOST
TRANSFER
PUMP LH ON RH
O
F
F
NORM NORM
5F-8 5F-9

March 2009
Fuel System
Fuel Filters and Crossfeed Switch

Bypass and Valves
The fuel filters are located on the Two crossfeed valves (Figure 5F-
lower forward outboard section of 10), one in each dry bay area, control
each engine (Figure 5F-12) adjacent fuel access to the crossfeed fuel line.
to the engine-driven fuel pump, In normal operation, pressurized fuel
between the first stage of the pump, is not present in the crossfeed line
the fuel heater and the second stage of
because of the valves' locations.
the engine-driven fuel pump. Each
The crossfeed valves are motor-
fuel filter contains a throw-away
operated ball valves that open or
paper element. The in-line fuel filters
close in less than 1.5 seconds in
are tee-types with a throw-away
response to inputs from the CROSS-
paper element.
FEED switch. The valves remain
The filter contains a bypass valve and
an electrical switch that activates open as long as the switch is in
when the filter becomes obstructed. crossfeed.
The bypass valve measures the input The CROSSFEED switch is on the
and output pressure of the filter and lower left-hand corner of the cockpit
opens when the pressure differential instrument panel (Figure 5F-11).
reaches 4.5 PSI to 5.0 PSI. The elec- Switch positions are L TANK/OFF/
trical switch on the bypass operates R TANK. For left tank to right
the FUEL FLTR BP L/R annunciator. engine crossfeed, place the switch in
It is an early warning system that L TANK. This activates the left
indicates an impending bypass and boost pump for crossfeeding. Simul-
activates at 3.5 PSID to 4.0 PSID or 1 taneously, the cross-feed valves
PSID before actual filter bypass. receive signals to open.
Three seconds after the crossfeed
Fuel Firewall valves open, the motive flow shutoff
Shutoff Valves valve for the non-selected tank auto-
The electrically operated fuel fire- matically closes. This action shuts
wall shutoff valves are in the dry bay down the primary ejector pump pre-
area of the wing. The valves operate venting ejector pressure from over-
by pushing the LH or RH ENG FIRE riding selected wing boost pump
switch lights; they close or open in pressure and crossfeeding in the
approximately one second. wrong direction.
The F/W SHUTOFF L/R annuncia-
tors illuminate when the fuel and
hydraulic firewall shutoff valves to
the associated engine are closed.
5F-10 5F-11

March 2009
CAE SimuFlite
5F-12

March 2009
Fuel System
Crossfeed IN Depressing an engine START button

energizes the boost pump. The
TRANSIT Light FUEL BOOST L/R annunciators
Asymmetric Fuel Limitation
illuminate. Fuel moves through the
Immediately above the CROSS- Maximum asymmetric fuel differen-
manual shutoff valve, fuel filter, and
FEED switch on the lower left cor- tial for normal operations is 200 lbs.
firewall valve to the engine-driven
ner of the instrument panel is the Maximum asymmetric fuel differen-
fuel pump. The LO FUEL PRESS L/
green IN TRANSIT light that indi- tial for emergency operations is 600
cates the cross-feed valves are R annunciators extinguish as fuel
pressure increases above 4.65 PSI. lbs.
cycling from closed to open or vice
Flight characteristics requirements
versa. With the switch in L TANK or An RPM sensor on the starter gener- were not demonstrated with unbal-
R TANK, the light illuminates ator sends a signal to the generator anced fuel above 200 lbs.
immediately as the valves begin to control unit, which terminates the
open. The light extinguishes in engine start sequence. The boost
approximately 1.5 seconds. pump turns off. FUEL BOOST
When crossfeed is complete, move annunciators extinguish, and high-
the CROSSFEED switch to OFF; the pressure fuel (motive flow) from the
light illuminates as soon as the engine-driven fuel pump operates
valves begin to close. The light extin- the primary ejector fuel pump to
guishes approximately 1.5 seconds. supply fuel to the engine. Fuel also
flows to the transfer ejector pumps;
Normal Operations these pumps transfer fuel from the
tank to the sump.
During normal operation, each
engine receives fuel from its respec- The crossfeed valves remain closed
tive tank. During engine start, the during normal operations.
electric boost pump supplies fuel to
the engine.

March 2009
CAE SimuFlite
Crossfeed Three seconds later the motive flow

shutoff valve on the engine receiving
Operations crossfeed fuel automatically closes.
Crossfeed allows both engines to To return to normal operation, posi-
feed from either the LH or RH fuel tion the CROSSFEED switch to
tank or to allow one engine to feed OFF. The motive flow shutoff valve
from the opposite side during single automatically opens to re-establish
engine operation. Routine flight motive flow to the primary ejector
does not require crossfeed opera- pump.
tions. Crossfeed is normally used to Approximately three seconds later
balance the fuel load during single the crossfeed valves close (IN
engine operations or when refueling TRANSIT light illuminates) and the
produces an uneven load. boost pump shuts off (FUEL
It is a good practice to test the cross- BOOST annunciator extinguishes).
feed system occasionally during The IN TRANSIT light extinguishes
ground operations. This not only when the crossfeed valves are fully
tests the program logic and exercises closed.
the valves, but also replaces the old
fuel in the crossfeed line. Motive Flow Shutoff Valve
To initiate crossfeed, position the The motive flow shutoff valve is in
CROSSFEED switch to either L or the motive flow pressure line in the
R TANK. The boost pump in the dry bay area of the wing fuel system.
tank selected automatically acti- The shutoff valve is a normally
vates FUEL BOOST annunciator open, electrically-operated solenoid.
illuminates. Both crossfeed valves The shutoff valve closes during
open the IN TRANSIT light illumi- crossfeed operations to the tank that
nates. The IN TRANSIT light extin- is not supplying the fuel.
guishes when the crossfeed valves
are fully open.

March 2009
Fuel System
Preflight Inspection Fueling Procedures Servicing and

During preflight inspection, check
the following:
1. Verify that fire fighting equip-
ment is readily available. Procedures
n fuel gauges for service require- 2. 2. Determine required fuel.
ments
3. Ground fuel supply unit, fuel
n
fuel leakage supply unit to aircraft, and fuel noz-
n
fuel sample at each sump drain zle to aircraft.
n
fuel cap closed and locked 4. Remove filler cap and add
required fuel.
n
fuel tank vent unobstructed.
5. Replace filler cap and remove
Servicing ground wires. Fuel Limitation
An overwing port near the outboard See Quick Reference chapter
end of each wing provides fueling Defueling for list of approved fuels:
access. Follow approved grounding Procedures
procedures for the aircraft and fuel
truck during refueling. Incorporate There are three methods for draining
an anti-icing additive with the fuel. fuel tanks: suction, forced-draining,
Fuel samples taken from sumps or transfer. External power is
shortly after fueling will not indicate required at some point in the process
entrained water in the fuel just of the last two methods to operate
added. This serration may take 30 the boost pump. The main difference
minutes per inch of tank depth. among the three is the connection
point for the defueling unit. The last
Prolonged aircraft storage may result two methods require removal of
in the buildup of water that leaches residual fuel through the sump
out the anti-icing additive. drains on the lower wing surface
near the inboard end of each wing.
Additive Procedures Suction Method
Most Fixed Base Operators have 1. Remove filler cap and insert suc-
pre-mixed prist (or equivalent). If tion line from the defueling unit into
anti-ice, anti-microorganism is not the fuel filler.
pre-mixed, the following procedure
is optional. 2. Remove required amount of fuel
and then remove suction line. When
Insert the fuel nozzle into the fuel defueling flow stops, complete the
filler first and follow with the fuel defueling operation by the forced
additive nozzle. Direct additive into method; transfer fuel from one wing to
the flowing fuel stream. Stop addi- the opposite wing, or drain remaining
tive flow before stopping the fuel fuel through the poppet-type drains.
flow. Maintain additive concentra-
tion range in accordance with 3. Replace the filler cap.
instructions in the AFM.

March 2009
CAE SimuFlite
Forced Method Abnormal

1. Remove lower engine cowl and Procedures
disconnect engine fuel supply line at
fuel control. The following section provides a
2. Attach the suction/fuel line. brief discussion of what happens to
the fuel system during abnormal
3. BATT switch ON; GPU con- conditions. Note that the amber
nected; FUEL BOOST switch ON. MASTER CAUTION light illumi-
4. Remove required fuel. nates whenever an amber annuncia-
tor panel light illuminates.
5. FUEL BOOST switch OFF.
6. Drain residual fuel from tank by Fuel Boost Pump ON
the wing tank poppet-type drain Illumination of the amber FUEL
valves. BOOST L/R annunciator indicates
7. Remove suction/fuel line and that the respective fuel boost pump
connect fuel supply line. was either automatically or manually
8. Replace engine cowl. turned ON and the pump is receiving
power.
Transfer (Crossfeed) During an engine start or crossfeed
Method operation, this illumination is normal
Determine if space is available in the and requires no action. If the FUEL
left or right fuel tank, as applicable, BOOST annunciator illuminates in
to accept the quantity of fuel to be flight, the low fuel pressure switch
transferred (defueled). The fuel is may have activated the boost pump.
transferred through the crossfeed Turn the affected boost pump switch
fuel system. ON, and then to NORMAL.This
1. BATT switch ON; GPU con- resets the system. If the Boost Pump
nected; FUEL BOOST switch remains on, the low pressure switch
NORM. activated the system and a low pres-
sure condition remains. Turning the
2. Throttles in CUTOFF. boost pump switch OFF could possi-
3. CROSSFEED switch in L or R bly result in engine flameout. If the
TANK. affected LO FUEL PRESS light
does not illuminate, leave the FUEL
4. Operate appropriate boost pump
BOOST switch in NORM with the
until LO FUEL PRESS annunciator
pump running.
illuminates; CROSSFEED switch to
OFF (both crossfeed valves will close Low Fuel Pressure
automatically within approximately
five seconds and the boost pump will Illumination of the amber LO FUEL
de-energize automatically). PRESS L/R annunciator and the
MASTER CAUTION light indicates
5. FUEL BOOST switch OFF.
fuel pressure is low in the left and/or
6. Disconnect GPU and turn BATT right systems. The five PSI pressure
switch to OFF. switch should have activated the
7. Drain residual fuel from tank by appropriate boost pump; check that
the wing tank poppet-type drain the fuel boost pump CBs are in and
valves.

March 2009
Fuel System
the switch is ON to ensure the pump Fuel Filter Bypass
receives power.
Illumination of the FUEL FLTR BP
Cross-feeding may be necessary; it L/R annunciator indicates a clogged
allows the boost pump in the oppo- fuel filter. When the amber FUEL
site tank to pressurize the entire fuel FLTR BP annunciator and the MAS-
system. The annunciator extin- TER CAUTION light illuminate, a
guishes once the system pressurizes bypass of the left and/or right fuel
again. filter is impending. Consider the
possibility of partial or total loss of
Low Fuel Quantity one or both engines thrust if the fuel
Illumination of the amber LO FUEL filters and/or bypass assemblies
LEVEL L/R annunciator and the become nearly or completely
MASTER CAUTION light indicates obstructed. Land as soon as practi-
the usable fuel quantity in the left cal. Check the sump tank and filter
and/or right tank is below approxi- quick drains after landing for water
mately 190 lbs (+/- 15 lbs) or less. accumulation.
Ensure the boost pump switch is ON
and the fuel boost pump CB s are in
to provide uninterrupted fuel flow to
the engines. Although this is not a
pressure low situation, the boost
pump is physically lower in the
sump area than the ejector pump and
can pump the last bit of fuel. Con-
sider crossfeeding if the fuel level is
adequate on the other side. Land as
soon as practical.

March 2009
CAE SimuFlite

March 2009
Fuel System
Fuel System Data

Power Source LH/RH engine driven pumps
Data
Motive flow ejector pump from engine driven pump
Motive flow fuel Summary
LH/RH electric boost pumps
Distribution Wing tank to respective engine (L/R) via engine manifold
Fuel transfer motive flow
Motive flow manifold
Crossfeed manifold
Control ENGINE START (L/R) switches
ENG FIRE switch lights (L/R)
FUEL BOOST switches (L/R)
L TANK/R TANK crossfeed selector
Throttles
Fuel control unit (fuel cutoff)
Monitor Annunciators:
F/W SHUTOFF (L/R)
FUEL BOOST (L/R)
FUEL FLTR BP (L/R)
LO FUEL LEVEL (L/R)
LO FUEL PRESS (L/R)
Crossfeed IN TRANSIT light
FUEL FLOW/FUEL QTY indicator
Fuel filters
Fuel firewall shutoff valves
Motive flow shutoff valve
0.007 engine mechanical emergency fuel cutoff
Prist

March 2009
CAE SimuFlite

March 2009
The Citation Bravo utilizes an open center (i.e., on demand)
hydraulic system. Hydraulic fluid continuously circulates through Hydraulic
the system at no more than 60 PSI. When pressure is required, a
bypass valve closes and the pressure builds up. A relief valve reg- Systems
ulates the pressure between 1,350 and 1,500 PSI. When the pres-
sure is no longer needed, the bypass valve opens and returns the
systems to its low pressure, resting state.
Chapter 5G
An open center system requires less hydraulic fluid than a con-
stant pressure system. This decreases leakage, and reduces
weight.
Fluid in the system is a phosphate ester base hydraulic fluid (Sky-
drol or Hyjet).
Systems using hydraulic pressure include:
n Landing Gear (refer to Landing Gear chapter)
n
Thrust Reversers (refer to Miscellaneous chapter)
n Speedbrakes (refer to Flight Controls chapter)
Citation Bravo Developed for Training Purposes 5G-1

March 2009
CAE SimuFlite
5G-2 Developed for Training Purposes Citation Bravo

September 2005
Hydraulic Systems
Hydraulic System Schematic . . . . . . . . . . . . . . . . . . 5G-4

Table of
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-5
Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-5 Contents
Firewall Shutoff Valves . . . . . . . . . . . . . . . . . . . . . . . . 5G-5
Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-6
Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-6
Flow Switch Check Valves . . . . . . . . . . . . . . . . . . . . . 5G-6
Open Center Bypass Valve and Relief Valve . . . . . . .5G-6
Hydraulic Pressure Indicating . . . . . . . . . . . . . . . . . . 5G-6
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-7
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-7
Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . 5G-7
Low Hydraulic Fluid Level . . . . . . . . . . . . . . . . . . . . 5G-7
LO HYD FLOW Annunciator Illuminated . . . . . . . . . 5G-7
Hydraulic System Remains Pressurized . . . . . . . . . . 5G-7
Data Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-9
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5G-9

September 2005
CAE SimuFlite
Hydraulic System
LH MAIN DC BUS RH MAIN DC BUS
LH ENGINE RH ENGINE
FIRE RELIEF AND FIRE
PUSH PUSH
BLEED VALVE
LO HYD
LEVEL
LEFT RIGHT
ENGINE HYD ENGINE
PUMP PRESS PUMP
FIREWALL RESERVOIR FIREWALL

SHUTOFF SHUTOFF
BOOT STRAP
LO HYD PRESSURE LINE
FLOW
FLOW SWITCH
AND CHECK VALVE
L R
FILTER FILTER
PRESSURE
BYPASS SWITCH BYPASS
LO HYD
LANDING GEAR
LEVEL
HYD
PRESS
THRUST
REVERSERS CHECK
VALVE
CENTER RELIEF
BYPASS VALVE
VALVE 1,350 TO
(NORMALLY 1,500 PSI FILTER
SPEEDBRAKES OPEN)
SUPPLY
RETURN
PRESSURE

September 2005
Hydraulic Systems
The Citation BRAVO's open center
hydraulic system was chosen for its
A plunger type sight gauge attached
to the reservoir (Figure 5G-1) pro- Hydraulic
System
light weight, low component wear, vides a visual indication of the reser-
and reduced leakage. The majority voir fluid level. The sight gauge has
of the system components are in the three indication marks:
tailcone. n
REFILL - 0.2 gallons
The system components include: n
FULL - 0.5 gallons
n
reservoir n
OVERFULL - 0.6 gallons.
n firewall shutoff valves
When the plunger drops below the
n pumps REFILL indication, a microswitch
n
filters attached to the sight gauge activates
n flow switch/check valve the LO HYD LEVEL annunciator.
n center bypass and relief valves Firewall Shutoff
Reservoir Valves
The hydraulic reservoir (Figure 5G-
1) is in the tailcone. The entire sys- Pressing the right or left ENG FIRE
tem contains only 3.9 gallons of switch light activates a motor-driven
hydraulic fluid with the reservoir hydraulic firewall shutoff valve. The
holding a maximum of 0.6 gallons. valves are mounted between the
Normal fill level is 0.5 gallons. hydraulic reservoir and the suction
A spring maintains a minimum of side of each engine-driven pump.
2.7 to 4 PSI positive pressure on the Closing a firewall shutoff valve
reservoir at all times. A boot strap stops the supply of hydraulic fluid
pressure line carries high pressure to from the reservoir to the hydraulic
a counter-balance piston, preventing pump. Activating the ENG FIRE
fluctuations in reservoir pressure switchlight a second time opens the
during operation. respective valve.
A pressure relief valve in the low A thermal relief valve in the hydrau-
pressure area of the reservoir begins
lic firewall shutoff valve relieves
to open at 40 PSI and fully opens at
pressures in excess of 75 PSI
60 PSI. With the reservoir filled to
between the closed valve and the
capacity, the relief valve opens to
engine-driven pump.
drain excess fluid.
5G-1

March 2009
CAE SimuFlite
Pumps nates. The flow switch turns off the

annunciator as the pump's output
Two engine-driven hydraulic pumps increases above 1.33 GPM.
pressurize the system. Either pump
can supply enough pressure to oper- Center Bypass
ate all hydraulic components.
Valve and Relief
The pumps are constant displace-
ment pumps located on each Valve
engine's accessory gearbox. The Selecting any hydraulic subsystem
pumps are not dependent on hydrau- component closes a bypass valve in
lic fluid flow for lubrication. the return line causing system pressure
to build. Electrical power closing the
Filters bypass valve comes from the subsys-
The hydraulic system has three tem being activated. A relief valve,
replaceable filters. One filter is which limits pressure to 1,500 PSI,
mounted on the pressure side of each operates in parallel with the bypass
engine-driven pump. One large filter valve. It begins to open at 1,350 PSI
is in the hydraulic return line of the and is fully open at 1,500 PSI.
reservoir. The bypass valve remains closed
The bypass for each filter opens with until the landing gear or speedbrakes
a pressure differential of 100 PSI. completes the cycle. The bypass
There is no indication in the cockpit valve then opens and depressurizes
of hydraulic filter bypass. the hydraulic system.
The system stays pressurized while
Thrust Reverser Limitation Flow Switch Check the thrust reversers are deployed.
The thrust reversers are limited to 15
Maximum allowable thrust reverser Valves minutes of deployment out of each
deployed time is 15 minutes in any
The output flow of each pump one hour period on the ground with
one hour period on the ground at
idle static thrust. passes through a flow switch/check the engines operating at idle static
valve before entering a common thrust.
pressure line to the hydraulic subsys-
tems. The flow switch/valves pre- Hydraulic Pressure
vent fluid flow from one engine-
driven pump to the other during
Indicating System
engine shutdown and monitor the As the pressure increases above 185
fluid flow in their respective lines. If PSI, a pressure switch illuminates
a pump's output flow drops below the HYD PRESS annunciator.
0.45 ±0.10 GPM, the respective LO
As pressure decreases below 155 ±5
HYD FLOW L/R annunciator illumi-
PSI, the pressure switch extin-
guishes the annunciator.

March 2009
Hydraulic Systems
Preflight 0.45 ± 0.10 GPM). This annunciator

is normally associated with pump Procedures
Check the fluid level in the reservoir failure or engine shutdown. Cycling
during the preflight inspection by time of hydraulically actuated func-
visually checking the reservoir tions may increase.
plunger. Check all visible hydraulic
If both pumps fail, the speedbrakes,
lines and components for leaks.
and thrust reversers are inoperative.
The landing gear must be lowered by
Abnormal emergency procedures.
Procedures Hydraulic System Limitations
Hydraulic System
Approved fluids:
There are no emergency procedures Remains Pressurized
associated with the hydraulic sys- • Skydrol (500 B-4 or LD-4)
tem. Please refer to your SimuFlite If the HYD PRESS annunciator
• Hyjet (.Hyjet IVA or IVA Plus)
Operating Handbook for detailed remains illuminated, the bypass valve
checklists. has failed in the closed position. The
MASTER CAUTION annunciator
Low Hydraulic Fluid Level will illuminate if the HYD PRESS
annunciator remains illuminated for CAUTION: Skydrol hydraulic
Illumination of the amber LO HYD more than 10 seconds. fluid, when heated to approximately
LEVEL annunciator indicates fluid 279°C, decomposes into acids and
level in the hydraulic reservoir is at Pull the subsystem CBs one at a time
other products and could cause
0.2 gallons (approximately the refill to isolate the bypass valve. Pulling damage to system components.
mark) or less. This indication is nor- the correct CB removes electrical
mally caused by a system leak. power from the affected control
When the system is completely valve. The valve then opens and
empty, both LO HYD FLOW annun- relieves the hydraulic pressure. If the
ciators illuminate. system remains pressurized after this
procedure, the bypass valve is
The speedbrakes and thrust reversers mechanically damaged. Land as
may not operate. In addition, landing soon as practical.
gear may require emergency exten-
sion procedures. Land as soon as Reset CBs before landing.
practical. In some situations, the bypass valve
may fail open and pressure is not
LO HYD FLOW
available to the systems. The HYD
Annunciator Illuminated PRESS annunciator does not illumi-
The LO HYD FLOW L/R annuncia- nate. In this case, land as soon as
tor illuminates indicating the left practical. The speedbrakes, and
and/or right hydraulic pump flow thrust reversers are not available; the
rate is below normal (i.e. less than landing gear is inoperative using
normal procedures.

September 2005
CAE SimuFlite

September 2005
Hydraulic System Data
Power Source Left/right engine-driven hydraulic pumps Summary
Distribution Hydraulic reservoir
Left/right engine-driven hydraulic pumps
Hydraulic manifolds
Hydraulic bypass valve
Control LH/RH ENG FIRE switchlights
Landing gear handle
Speedbrake switch
Thrust reverser lever
Monitor F/W SHUTOFF
LO HYD FLOW L/R
HYD PRESS
SPD BRK EXTEND
LO HYD LEVEL
ARM/UNLOCK/DEPLOY T/R lights
Landing gear annunciators
Pressure relief valve in reservoir low pressure area to
drain excess fluid.
If one hydraulic pump fails, either pump can operate the
system (at a reduced rate).
Pushing the ENG FIRE switchlight closes the correspond-
ing hydraulic and fuel firewall shutoff valves and TR isola-
tion valve to stop flammable liquid flow to the affected
engine.

March 2009
CAE SimuFlite

September 2005
The Citation Bravo utilizes four methods to protect aircraft sur-
faces from ice and rain. Ice and Rain
n
Engine Bleed air prevents ice formation on the engine bullet
nose cone, temperature probe, engine inlet lip, inner stator
Protection
vanes, and windshield.
n
Electric heating elements protect the pitot tubes, static ports,
Chapter 5H
angle-of-attack probe, and a section of inboard wing.
n
Pneumatic deice boots remove ice from the outboard wing sec-
tions, horizontal stabilizer, and vertical stabilizer leading edge.
n
Isopropyl alcohol provides a backup for the pilot's wind-shield
bleed air system.
Citation Bravo Developed for Training Purposes 5H-1

September 2005
CAE SimuFlite
5H-2 Developed for Training Purposes Citation Bravo

September 2005
Ice and Rain Protection . . . . . . . . . . . . . . . . . . . . . . . 5H-5

Table of
Ice Detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-5
Bleed Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-5
Contents
Engine Anti-Ice System . . . . . . . . . . . . . . . . . . . . . . . 5H-7
ENGINE ANTI-ICE Switches . . . . . . . . . . . . . . . . . . . 5H-7
Inboard Wing Leading Edge Anti-Ice . . . . . . . . . . . . . 5H-8
Surface Deice System . . . . . . . . . . . . . . . . . . . . . . . 5H-11
SURFACE DEICE Switch. . . . . . . . . . . . . . . . . . . . . 5H-11
Boot Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-11
SURFACE DEICE Annunciator . . . . . . . . . . . . . . . . 5H-11
Windshield Bleed Air Anti-Ice . . . . . . . . . . . . . . . . . 5H-13
Windshield Bleed Air Controls . . . . . . . . . . . . . . . . . 5H-13
Temperature Controller . . . . . . . . . . . . . . . . . . . . . . 5H-13
Windshield Overheat Annunciator . . . . . . . . . . . . . 5H-14
Rain Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-14
Miscellaneous Systems . . . . . . . . . . . . . . . . . . . . . . 5H-15
Pitot/Static Anti-Ice System . . . . . . . . . . . . . . . . . . . . 5H-15
Pitot/Static Controls . . . . . . . . . . . . . . . . . . . . . . . . . 5H-15
Pitot/Static Annunciator . . . . . . . . . . . . . . . . . . . . . . 5H-16
Alcohol Anti-Ice System . . . . . . . . . . . . . . . . . . . . . . . 5H-16
Heated Drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-16
Preflight and Procedures. . . . . . . . . . . . . . . . . . . . . 5H-17
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-17
Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-17
Normal Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-17
Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . 5H-17
Engine Anti-Ice Failure. . . . . . . . . . . . . . . . . . . . . . . 5H-18
Windshield Bleed Air Failure . . . . . . . . . . . . . . . . . . 5H-18
Windshield Air Overheat . . . . . . . . . . . . . . . . . . . . . 5H-18
Pitot/Static Failure . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-18
Data Summaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5H-19
Ice and Rain Protection . . . . . . . . . . . . . . . . . . . . . . . 5H-19

September 2005
CAE SimuFlite

September 2005
Ice Detection Bleed Air Ice and Rain

Protection
During day flight, visually note ice Engine bleed air supplies the heat
by observing ice formation on the necessary to prevent ice formation
lower corners of the windshield or on various engine components and
on the wing leading edge (Figure the windshields, as well as rain
5H-1). removal from the windshield. Use
During night flight, use the wing the anti-ice systems when operating
inspection lights (Figure 5H-3) to in visible moisture with an indicated
illuminate the leading edge of the OAT 10°C or lower.
LEFT wing. The WING INSP Anytime an engine is operating,
switch in the cockpit controls the bleed air flows continuously through
light (Figure 5H-2). the engine bullet nose cone and the
T1 probe forward of the fan in the
engine inlet. Solenoid valves con-
trol bleed air flow to the air inlet lip,
inner stator vanes, and windshields.
PITOT PROBES (2) & WINDSHIELD

STATIC PORTS (4) ALCOHOL
ELECTRICALLY (PILOT'S ONLY)
ANTI-ICED
WINDSHIELD
BLEED AIR
ANTI-ICE
RAIN REMOVAL
WING L.E.
ELECTRICALLY ANGLE-OF-ATTACK
ANTI-ICED
WING L.E.
PNEUMATIC
1 DEICE BOOTS 5H-2
NOSE CONE EMPENNAGE L.E.

T1 TEMP PROBE PNEUMATIC
STATOR VANES DEICE BOOTS
ENGINE INLET
(BLEED AIR
ANTI-ICED)
5H-1 5H-3

March 2009
CAE SimuFlite
CURRENT
CURRENT
SENSORS
SENSORS
IGNITION
IGNITION
ON
ON
LH RH
LH RH
O
F O
FF
THERMOSWITCHES
THERMOSWITCHES
F
NORM NORM
NORM NORM
155°F°F
155
165°F°F
165
ANTI-ICE
ANTI-ICE
ENGINE
ENGINE
LH RH 60°F°F
60
LH RH
TEMP
TEMP
SENSORS
SENSORS
OFF OFF
OFF OFF OVERHEAT
OVERHEAT
RELAY
RELAY
5A
5A TEMP
TEMP CURRENT
CURRENT
ENG SENSOR
SENSOR SENSORSENSOR
ENG
ANTI-ICE
ANTI-ICE INPUT
INPUT INPUT
INPUT
LH RH CONTROLLER
CONTROLLER
LH
LHEXT
EXTBUS
BUS L R
130
130TO 172±±6°6°
TO172 THROTTLE
THROTTLE
SWITCH
SWITCH60%
60%NN
22
CONTROL NORMAL
NORMALCONTROL
CONTROL
CONTROL
RELAY
RELAY
STATOR
STATORVANES
VANES
STATOR
STATORBLEED
BLEED
AIR
AIRVALVE
VALVE
EXCITER
EXCITER
LOW
LOWTEMP
TEMPSWITCH
SWITCH(170°F)
(170°F) INLET
INLETLIP
LIPBLEED
BLEEDAIR
AIRVALVE
VALVE

September 2005
If ice builds up on the engine, using
engine anti-ice can cause ice inges-
The five-second time delay allows
the engines to accelerate quickly Engine
Anti-Ice
tion. If ice build-up occurs, climb or during a go-around situation without
descend into a clear area. If unable robbing power from the engines for
to climb or descend, consider turn- anti-ice.
ing on one system at a time; this pre-
cludes dual engine flameout caused
When the aircraft is in flight with the
landing gear selected UP and the
System
by ingested ice.
Engine Anti-Ice switches ON, High
With the system operating, bleed air Idle/Flight Idle is automatically reset NOTE: Visible moisture includes,
travels through the duct and exits to 60% N2 in order to maintain ade- but is not limited to, the following
from the air inlet assembly forward quate bleed air temperature to the conditions: fog with visibility less
of the engine inlet adapter. than one mile, wet snow and rain
engine inlet and stator. If the Anti-
The normally open (electrically Ice switch remains ON when the
closed) solenoid valves control the landing gear is selected DOWN,
airflow into the air inlet lip and engine idle will automatically reset
engine stator. Electrical power holds to the normal minimum High Idle/
the valves closed until anti-ice is Flight Idle speed of approximately
selected; the valves open only with 50% N2. With the Engine Anti-Ice
the removal of power and at least 8 switches selected OFF, the engines
PSIG bleed air pressure available. will reset to the normal High Idle/
The valves regulate bleed air from Flight Idle speed regardless of the
14 to 18 PSIG for anti-ice protec- landing gear position.
tion. During normal cruise operation with
power set above 60% N2 for longer
ENGINE ANTI-ICE
than five seconds, activation of the
Switches
ENGINE ANTI-ICE switches de-
The L and R ENGINE ANTI-ICE energizes the solenoid valves imme-
switches on the pilot's lower left diately. Reducing power below 60%
instrument panel electrically control N2 causes the solenoid valves to
the engine anti-ice systems (Figure close; this resets the thermal time
5H-4). With the switch in OFF, the delay relay.
engine bleed valves receive power to
keep them closed. Electrical power is also provided to
five heating elements in each
Turning the switch to ON removes inboard wing;
electrical power from the bleed air
solenoid valves and they open. A rise in ITT indicates that the anti-ice
valves are open, causing a decrease in
With a throttle setting below 60% airflow through the engine.
N2, power is supplied continuously
to the inlet lip and stator valves to
keep them closed. With power above
60% N2, electrical power routes
through a thermal time delay relay
and then to the valves. After five
seconds, the thermal relay opens to
remove power from the valves, so
they open. 5H-4

March 2009
CAE SimuFlite
The ENG ANTI-ICE L/R annuncia- the wing cools to 130 ±6°F to return
tors monitor the position of the stator power to the heating elements. The
valve and inlet lip valve. A position ammeters indicate this action.
switch illuminates the ENG ANTI-
Bravo Engine Anti-Ice ENG ICE FAIL/ENG ANTI-ICE
ICE L/R annunciator if the stator
Limitations Annunciator
valves remain closed. A tempera-
Required for taxi and takeoff when ture sensor monitors the inlet lip When the ANTI-ICE switch is in
operating in visible moisture with valve position by extinguishing the ON, a low temperature thermo-
OAT 10°C or lower. switch illuminates the ENG ANTI-
ENG ANTI-ICE L/R annunciator
For sustained ground operations, when the temperature of the engine ICE L/R annunciators. Once the
operate for a minimum of one out inlet lip exceeds 220°F. wing temperature reaches 60°F, the
of every four minutes with engine thermoswitch opens to extinguish
ANTI-ICE FAIL lights extin- Inboard Wing Leading the annunciator. During the heating
guished and N2 at 65% or higher.
Edge Anti-Ice cycle, a current sensor for each heat-
Required in flight when operating ing element monitors current flow. A
in visible moisture when OAT When the ENGINE ANTI-ICE
reduction in current flow to one or
10°C or lower. switch is in ON, the five heating ele-
more of the heating elements illumi-
ments in the wing receive DC power
nates the ENG ANTI-ICE L/R
supplied by the respective Main bus
annunciator. When the control relay
through a control relay, an overheat
is de-energized, a holding circuit
relay, current sensors, and a CB.
maintains the warning relay ener-
The electric heating elements (each gized to prevent the warning light
vary in amperage rating) total 150 from cycling on and off.
amps per wing. When turned on,
A high temperature thermoswitch
each ammeter should show an
near the upper heater section pro-
increase of 100 to 125 amps in elec-
vides wing overheat protection. If
trical load per wing. Temperature
the thermoswitch senses a tempera-
sensors provide inputs to a controller
ture of 165°F, the overheat relay
that cycles the system on and off
opens and interrupts power to the
automatically to maintain proper
heating elements. The sensor closes
surface temperature, which is 130 to
the relay when it senses 155°F.
172 ±6°F. When the controller
senses 172 ±6°F, it signals the con-
trol relay to open; this interrupts
power to the heating elements. The
relay closes when the temperature of

March 2009
When the overheat relay opens, the n engine inlet lip below 220°F (nor-
ENG ANTI-ICE L/R annunciator mal condition after system is
illuminates. It extinguishes when the turned on; annunciator should
relay closes; thus, the annunciator extinguish after cowl is heated).
extinguishes during heating and illu-
A pneumatic deice system breaks up
minates during cooling in reference
ice formed on the outboard wing
to the cycle of the ammeter.
leading edge (Figure 5H-5), vertical
If the controller senses a short, it stabilizer leading edge, and the hori-
illuminates the ENG ANTI-ICE L/R zontal stabilizer leading edge (Figure
annunciator, which remains illumi- 5H-6). Bleed air from 23 PSIG pres-
nated anytime the ANTI-ICE switch sure regulators flows through 3 con-
is in ON. The high temperature ther- trol valves and through tubing to
moswitch then provides control of rubber boots bonded to the leading
the wing temperature. edge of the airfoils. An electric timer
The ENG ANTI-ICE L/R annuncia- controls the cycling of the valves that
tor, therefore, illuminates for any of operate the boot inflation cycles. The
the following: system is protected by a 5 amp circuit
breaker labeled "SURFACE DEICE"
n wing leading edge temperature on the left circuit breaker panel in the
below 60°F (normal condition cockpit
after turning ANTI-ICE system
on; should extinguish within two
minutes)
n malfunctioning heating element or
open CB (abnormal condition that
results in annunciator illuminating
during heating and extinguishing
during cooling)
n open overheat relay indicated by
the high thermoswitch sensing
165°F because of a fault in the
control system, e.g., temperature
sensor or controller (abnormal
condition that results in annuncia-
tor illuminating during cooling
and extinguishing during heating)
n a short or open temperature sensor
indicating it should be changed
(abnormal condition that results in
annunciator remaining illuminated
at all times system is turned on)
n stator valve not open, which indi-
cates throttle not above 60% N2 or
a failure of the stator valve

March 2009
CAE SimuFlite
Surface Deice System
SURFACE
DEICE
PRESSURE SWITCH
PRESSURE 20 PSI
REGULATOR
LH WING BOOT RH WING BOOT
23 ENGINE
PSI BLEED
AIR
CONTROL VALVES
AND EJECTORS
LH MAIN DC BUS
SURFACE
DE-ICE
O
F
F
RESET
CONTROL VALVE
AND EJECTOR
PRESSURE
SWITCH
20 PSI
LH HORIZ BOOT RH HORIZ BOOT
ENGINE BLEED AIR
REGULATED BLEED AIR

VERT
VACUUM TAIL
BOOT
PNEUMATIC AIR
OVERBOARD EXHAUST

September 2005
Use surface de-ice when ice accu-
mulation reaches 1/4 to 1/2 inch. SURFACE DEICE Switch
Surface Deice
Late activation (in the event of accu-
mulation of 1/2 inch) may not clear The three-position (DEICE/OFF/ System
the ice accumulation; and accumula- RESET) SURFACE DEICE switch
tion of greater than 1 inch may not is on the pilot's left panel next to the
clear from the horizontal stabilizers. R ENGINE ANTI-ICE switch (Fig-
ure 5H-7); it is spring-loaded to the
Boot Cycle OFF position. When momentarily
positioned in DEICE, electrical
The wing deice boots have two electri-
power is supplied to a timer that acti-
cally controlled and pneumatically
vates one cycle of operation.
operated cycles. The empennage boots
inflate for approximately six seconds; The momentary RESET position
inflation of the wing boots follows for interrupts the normal deicing cycle,
approximately six seconds. deflates the pneumatic boots, and
resets the timer.
Activation of the timer opens the
pneumatic control valve inflate ports SURFACE DEICE
to simultaneously inflate the boots Annunciator
on the horizontal stabilizer and verti-
cal fin. When the cycle completes, The white SURFACE DEICE
the control valve deactivates; this annunciator connects to two 20 PSI
creates 5.5 inches Hg vacuum to pressure switches: one for the
hold the boots in the deflated posi- empennage and one for the wings.
tion. As the empennage control The annunciator illuminates when
valve deactivates, the timer activates the empennage switch senses a pres-
the two wing control valves to sure greater than 20 PSI during the
inflate both wing boots. After six six-second cycle or when the wing
seconds, the timer deactivates the switch senses a pressure greater than
wing control valves and holds 5.5 20 PSI during the second six-second
inches Hg vacuum to keep the boots cycle.
deflated.
5H-6 5H-7
5H-5

March 2009
CAE SimuFlite
Windshield Bleed Air Anti-Ice System

L WINDSHIELD NOZZLE R WINDSHIELD NOZZLE
FWD PRESSURE
L MANUAL BULKHEAD R MANUAL
W/S BLEED AIR W/S BLEED AIR
CONTROL CONTROL
L MAIN DC BUS L MAIN DC BUS

TEMPERATURE
TRANSMITTER
5A W/S BLEED AIR W/S BLEED 5A

OVERHEAT AIR TEMP
TEMPERATURE
W/S BLEED TRANSMITTERS
295°F/146°C
HI 280°F/138°C TEMPERATURE
TEMPERATURE WARNING
O CONTROL
F
F W/S AIR
O'HEAT
LOW
OVERHEAT LIGHT
260°F/127°C W/TEMP 295°F/146°C+
NOTE: OR
SELECT LOW IF PRESSURE LIGHT
OAT IS ABOVE AFT PRESSURE W/SWITCH OFF AND
-18°C, BULKHEAD 5PSI + IN LINE
SELECT HI
IF OAT IS TEMP/
-18°C TEMPERATURE PRESSURE
OR BELOW TRANSMITTER SWITCH
PRESSURE RELAY
SWITCH 5 PSI
RAM AIR
RAM AIR IN
EXHAUST
AIR CONTROL
VALVE
HEAT EXCHANGER
W/S BLEED AIR VALVE VALVE

RELAY
SUPPLY
REGULATED AIR
RAM AIR
L ENG BLEED AIR R ENG BLEED AIR

September 2005
The bleed air anti-ice system pro-
vides windshield anti-ice under nor-
are on the copilot's lower left panel
next to the OVHD and DEFOG fan Windshield
Bleed Air
mal conditions as well as external switches (Figure 5H-8).
windshield defogging and rain
Regardless of the position of the W/S
removal.
Engine bleed air supplies hot air for
the system. A normally open (elec-
BLEED switch, the manual controls
must be open to allow bleed air to
disperse across the exterior surface
Anti-Ice
trically closed) solenoid control of the windshield. Leave the manual
valve in the bleed air line prior to the valves in OFF to block inadvertent
heat exchanger controls the bleed airflow to the windshield (e.g., elec-
air. The W/S BLEED switch on the trical failure of the control solenoid).
pilot's lower left instrument panel
When conditions require windshield
controls power to the valve. The heat
anti-icing, turn the windshield bleed
exchanger reduces the engine bleed
valves on and position the wind-
air temperature for windshield use.
shield bleed switch in LOW if the
Once the system activates, a temper- indicated OAT is above -18°C or in
ature controller senses and automati- HI if the indicated OAT is -18°C or
cally maintains air temperature to below.
the windshield by regulating the
amount of ram air across the heat Temperature Controller
exchanger. With the WINDSHIELD The temperature controller receives
BLEED AIR knobs (Figure 5H-8), input from the W/S BLEED switch
the pilot can manually manipulate position and from two temperature
the nozzle assemblies and control transmitters in the windshield bleed
the amount of bleed air that flows air line. The bleed air temperature
onto the windshield. controller drives the heat exchanger
air control valve to modulate the
Windshield Bleed Air
amount of ram air permitted to pass
Controls through the heat exchanger to achieve
The W/S BLEED switch has three the required bleed air temperature. In
positions: HI/OFF/LOW (Figure LOW, the temperature controller reg-
5H-9). The WINDSHIELD BLEED ulates the air temperature to (260°F)
AIR manual controls for the left and 127 ±5°C. In HI, the air is maintained
right windshield nozzle assemblies at (280°F) 138 ±5°C.
5H-8 5H-9

September 2005
CAE SimuFlite
An additional temperature transmit- the amber W/S AIR O'HEAT annun-

ter in the bleed air line automatically ciator advises that the bleed air to the
Limitations
closes the bleed air shutoff valve and windshield exceeds 295°F (146°C).
n
Windshield bleed air required to illuminates the W/S AIR O'HEAT If the W/S BLEED switch is in OFF,
prevent ice on windshield when annunciator if bleed air temperature a 5 PSI pressure switch in the bleed
operating in visible moisture with exceeds (295°F) 146°C. air line, downstream of the heat
OAT 10°C and colder. exchanger, monitors the system.
n
W/S BLEED AIR switch to LO When the W/S BLEED AIR switch
Any pressure greater than 5 PSI with
(127°C) when OAT is above is off, a time delay relay causes the
the switch off illuminates the W/S
-18°C. temperature controller to drive the
W/S BLEED AIR switch to HI AIR O'HEAT annunciator and may
n
ram air control actuator to the closed
(138°C) when OAT is -18°C or indicate a leak in the control valve.
position. After 60 seconds, power is
below. removed from the temperature con-
n
If W/S AIR O'HEAT annunciator Rain Removal
troller. The windshield bleed air
(146°C) remains ON for 60 sec- The windshield bleed air anti-ice
valve closes when the W/S BLEED
onds, close the manual valves. system also provides rain removal.
AIR switch is off. In the event of an
electrical failure, the bleed air shut- Augmenter doors on the exterior of
off valve fails to the open position. the windshield bleed air diffusers
change the airflow pattern to deflect
Regulate the volume of air to each rain and improve forward visibility
windshield with the manual controls. during approaches. The PULL
To enhance defogging when RAIN handle under the WIND-
descending into a warm, moist area, SHIELD BLEED AIR control knobs
turn windshield bleed air switch to (Figure 5H-10) opens the aug-
LOW, close both footwarmers, and menter doors.
turn the defog fan to HI 15 minutes
before descent (see Pneumatic Sys- Open the doors before selecting
tems chapter). windshield bleed air. The WIND-
SHIELD BLEED AIR knobs must
Windshield Overheat be open to MAX and the W/S
Annunciator BLEED switch positioned to LOW
for effective rain removal. During
With the W/S BLEED switch in low power settings, closing the copi-
either HI or LOW, illumination of lot's manual valve provides more
bleed air to the pilot's windshield.
Operating with the doors open above
150 KIAS could damage the doors'
actuating arms and prevent them
from closing properly.
5H-10

March 2009
Pitot/Static Anti-Ice heating elements controlled by the

PITOT & STATIC ANTI-ICE switch Miscellaneous
System on the left switch panel (Figure 5H-
Systems
12).
Integral heating elements provide anti-
icing for the pitot tubes, static ports, The Angle Of Attack (AOA) vane
on the right side of the fuselage (Fig-
and angle-of-attack probe. If the pitot
ure 5H-14) has a heater that receives
tube(s) and/or static port(s) become
power anytime the PITOT &
restricted or blocked from ice forma-
STATIC switch is on.
tion, unreliable or complete failure of
flight instruments and other pitot-static Check all of the pitot/static system
supported systems occurs (refer to components during the exterior pre-
Avionics chapter for information on flight inspection.
pitot/static system).
Pitot/Static Controls
Three pitot tubes are on the forward When the PITOT & STATIC ANTI-
fuselage, one on each side of the ICE switch is on, current sensors on
nose section and one on the right the left flight compartment side con-
fuselage aft of the copilots window sole (forward of the equipment
(Figure 5H-11). Six static ports, panel) connect to their respective
three on each side of the aircraft, are pitot/static heater system. The sen-
just below the flight compartment sors detect a defective heating ele-
windows (Figure 5H-13). All nine of ment by monitoring the drop in
the components incorporate electrical amperage to the system.
5H-11 5H-12
5H-13 5H-14

September 2005
CAE SimuFlite
Each of the following activates the shield. Positioning the W/S ALCO-
Alcohol Limitations
current sensor and illuminates the P/ HOL switch (next to the W/S
n Use TT-I-735 isopropyl alcohol
for windshield anti-ice.
S HTR L/R or STBY P/S HTR BLEED switch) (Figure 5H-15) to
n Backup alcohol system is suffi- annunciator: ON actuates an electric pump that
cient for 10 minutes. n
one pitot heater sprays alcohol on the left windshield
only (Figure 5H-16).
n both static port heaters of the
respective system (pilot's or copi- The two-quart reservoir in the nose
lot's) or standby baggage compartment (Figure 5H-
17) provides approximately 10 min-
n the angle-of-attack heater.
utes of continuous anti-ice protec-
Pitot/Static Annunciator tion. The alcohol anti-ice system
may be turned on or off at any time.
P/S HTR L/R, STBY P/S HTR
annunciator illuminates to advise that Heated Drains
the PITOT & STATIC ANTI ICE
switch is off or that one or more heat- Electrically heated drains prevent ice
ing element(s) have malfunctioned. formation and blockage of the
refreshment center and/or relief
Alcohol Anti-Ice tubes. Electrical power for the drains
System comes from the shaver/toilet circuit
through A CB of the right power dis-
An isopropyl alcohol-based fluid tribution J box. The drains are heat-
provides a backup for bleed air anti- ed with the CB set and power
ice protection on the pilot's wind- applied to the aircraft.
PLUG
PLUG
SIGHT GAUGE
SIGHT GAGE
VENT LINE
VENT LINE
RESERVOIR
RESERVOIR
5H-15
5H-17
5H-16

March 2009
Preflight Inspection ate the engine anti-ice systems one

out of every four minutes at 65% N2. Preflight and
Inspect the pitot tubes and static
vents for obstructions during the pre-
During takeoff, use of engine anti-
ice requires a reduced power setting, Procedures
flight inspection. Check the wind- an increased V1 speed, and a longer
shield alcohol reservoir sight gauge takeoff distance. Climb and cruise
to ensure fluid is visible (Figure 5H- power settings are also reduced.
18). Inspect all deice boots and deice
boot over-board vents. On descent and approach into icing
conditions, keep engine turbine
Accomplish a self-test of the temper- speed (N2) above 65% for more effi-
ature monitor system during the cient bleed air anti-icing (use speed-
warning system check. Select the brakes as required). Compute go-
W/S TEMP position on the rotary around power using engine anti-ice;
test switch (Figure 5H-19) and then consider runway conditions for land-
turn the W/S BLEED AIR switch to ing field length. CAUTION: Minimum safe
either HI or LOW. Verify proper sys-
tem operation by observing illumi- During an approach in heavy icing, operating speed in icing condi-
nation of the W/S AIR O'HEAT check the engine inlets and the top of tions is considered to be 160
annunciator. the wings for any ice accumulation. KIAS, unless maneuvering for
After landing, keep all aircraft sur- an approach.
Servicing faces clean for the next takeoff.
Circumstances may require the pilot to Encountering wet snow or slush on
service the alcohol reservoir. Remove the runway requires checking the
the liner and reservoir filler plug. Add wheel wells for freedom from con-
alcohol to bring the fluid level to the tamination before the next flight.
neck of the plug. Filling to above the The wells may be packed with wet
sight gauge provides a reserve supply snow or slush which could re-freeze
to perform the preflight inspection or at altitude and prevent proper opera-
operational checks without replenish- tion of the landing gear.
ing the reservoir.
Abnormal
Normal Operations Procedures
If operating in visible moisture dur- The following section provides a
ing taxi with OAT of 10°C or less
brief discussion of what happens to
and visibilities less than one mile in
the ice and rain protection system
fog, ensure removal of all ice or frost
during abnormal conditions. There
from the aircraft surfaces and oper-
5H-18 5H-19

March 2009
CAE SimuFlite
are no emergency procedures. Please trols. With a continuous illumination,

refer to the SimuFlite Operating turn the system off, close the manual
CAUTION: In icing condi- Handbook for specific procedures. valves, and activate the alcohol back-
tions, a small amount of resid- up system as needed.
Engine Anti-Ice Failure
ual ice will form on unprotected Illumination of the W/S AIR
areas. This is normal, but can Continuous illumination of the ENG O'HEAT annunciator with the W/S
cause an increase in stall ANTI-ICE L/R annunciator indi- BLEED switch off indicates a proba-
speeds. When any amount of cates bleed air is not effectively anti- ble solenoid valve failure or leak and
residual ice is visible, stall icing. If the ENG ANTI-ICE L/R win-shield air temp is not regulated.
speeds increase by 4 Knots; the annunciator does not extinguish Windshield heat damage is possible.
VREF/VAPP speeds, landing dis- within two minutes, leave the icing Manually close windshield bleed air
tances and the Maximum Land- environment. Momentary illumina- valves. This condition can also be
ing Weight Permitted by Climb tion of the ENG ANTI-ICE L/R caused by a cabin pressure leak into
Requirements or Brake Energy annunciator advises that the normal the windshield bleed air line when
Limits must be adjusted in temperature controller or a wing cabin differential pressure reaches 4.5
accordance with AFM Limita- heating element has failed. to 5.0 PSI when the windshield bleed
tions and performance charts. air manual valves are closed.
Failure Pitot/Static Failure
CAUTION: When operating in If windshield bleed air fails place Illumination of the P/S HTR L/R
icing conditions and Engine windshield bleed air switch and FAIL annunciator indicates a possi-
Anti-Ice has been turned ON, valves in the off position and acti- ble malfunction of a heating element
add 4 KIAS to all approach ref- vate the backup alcohol system. in the pitot/static system. Ensure
erence speeds to provide a safe Leave the icing environment as soon anti-ice switches are in their proper
margin of operation above pos- as possible; the alcohol supply is position and CBs are set. Determine
sibly higher stall speeds caused exhausted in 10 minutes. the inoperative system, if possible.
by residual ice accumulation on
unprotected areas of the aircraft. Windshield Air Overheat The copilot's pitot/static system
receives power from the Emergency
With a momentary illumination of bus.
the W/S AIR O'HEAT annunciator,
reduce the bleed air reaching the
windshield by adjusting the WIND-
SHIELD BLEED AIR manual con-

March 2009
Ice and Rain Protection Data

Summaries
Left/Right Main DC buses
Distribution Bleed air from each engine to:

Engine inlet
Compressor stator vanes
Nose cone, T1 probe
Engine ignitors
Electrically heated inboard wing leading edge
Control LH/RH ENGINE anti-ice switches

Throttle switches: 60% N2
Monitor ENG ANTI-ICE L/R annunciators

L/R DC ammeters
Visual scan - WING INSP light
Engine ITT/N2 RPM
Engine ignition lights
Protection Cockpit circuit breakers

Tailcone circuit breakers, different amperages
totalling 150 amps (CBs each wing)
Pitot/Static Anti-ice System

Power Sources Left Main Extension bus (pilot side)
Emergency DC bus
Distribution AOA heater Left/right pitot tubes

Left/right static ports
Control PITOT & STATIC ANTI-ICE switch
Monitor P/S HTR L/R OFF

STBY P/S HTR OFF

March 2009
CAE SimuFlite
Ice and Rain Protection (continued)

Surface Deice System
Left and Right Main DC buses
Distribution Left/Right wing boots

Left/right horizontal stabilizer boots
Vertical stabilizer boots
Control SURFACE DEICE switch
Monitor SURFACE DEICE annunciator (Illuminates in tow 6-sec-

ond cycles when SURFACE DEICE switch is activated).
VISUAL scan
Protection SURFACE DEICE circuit Breaker (5A)
Miscellaneous During the first of two 6-second cycles, when the surface
deice switch is activated, both the left and right horizon-
tal stabilizer boots and the vertical stabilizer boot inflate.
Vacuum deflates the boots between cycles.
Windshield Anti-ice Systems

Left/Right Main DC buses
Alcohol reservoir
Distribution Left/right windshield nozzles

Alcohol (left windshield)
Control W/S BLEED AIR switch W/S ALC switch

Manual bleed air control valves Rain augmenter door
handle Rotary test switch: W/S TEMP position
Monitor W/S AIR O'HEAT annunciator Bleed air noise

March 2009
The Citation Bravo landing gear system is a standard tricycle
design that is electrically controlled and hydraulically actuated. Landing
Each gear assembly has a single tire; the nose gear has a chined
tire that deflects water and slush on the runway from the aircraft's Gear
engines. The system is engineered for design simplicity and low
maintenance with a very small drag penalty.
Chapter 5I
A back-up manual gear extension system provides an alternate
gear extension method if the primary system fails. The Citation
Bravo brake system has pedal-operated multiple disc brakes on
the main gear wheels; the system is controlled mechanically and
actuated hydraulically. A back-up pneumatic system supplies
pressure for braking if the primary system fails.
An anti-skid system provides maximum braking efficiency on all
runway surfaces/conditions.
Citation Bravo Developed for Training Purposes 5I-1

September 2005
CAE SimuFlite
5I-2 Developed for Training Purposes Citation Bravo

September 2005
Landing Gear System . . . . . . . . . . . . . . . . . . . . . . . . . 5I-7
Main Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-7
Table of
Strut and Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-8 Contents
Hydraulic Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-8
Main Gear Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-8
Squat Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-8
Nose Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-9
Nose Gear Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-9
Nose Gear Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-10
Hydraulic Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-10
Shimmy Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-10
Position and Warning System . . . . . . . . . . . . . . . . . . . 5I-10
Visual Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-10
Audible Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-11
Tail Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-11
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-11
Landing Gear Control Handle . . . . . . . . . . . . . . . . . . 5I-11
Retraction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-11
Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-12
Emergency Extension . . . . . . . . . . . . . . . . . . . . . . . . 5I-12
Auxiliary Gear Controls . . . . . . . . . . . . . . . . . . . . . . . 5I-12
Emergency Air Bottle . . . . . . . . . . . . . . . . . . . . . . . . . 5I-13
Nosewheel Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-13
Nosewheel Spin-Up System (Optional) . . . . . . . . . . . . 5I-14
Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-17
Anti-Skid/Power Brake System. . . . . . . . . . . . . . . . . . . 5I-17
Wheel Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-18
Electric Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . 5I-18
Master Brake Cylinders . . . . . . . . . . . . . . . . . . . . . . . . 5I-18
Parking Brake/Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-19
Brake Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-19
Emergency Braking . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-19

March 2009
CAE SimuFlite
Servicing and Procedures . . . . . . . . . . . . . . . . . . . . 5I-21

Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-21
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-21
Accumulator Preload . . . . . . . . . . . . . . . . . . . . . . . . . 5I-21
Tire Inflation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-21
Strut Inflation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-21
Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . 5I-21
Landing Gear Does Not Extend . . . . . . . . . . . . . . . . 5I-22
Anti-Skid System Failure . . . . . . . . . . . . . . . . . . . . . . 5I-22
Power Brake System Failure. . . . . . . . . . . . . . . . . . . 5I-22
Wheel Brake Failure . . . . . . . . . . . . . . . . . . . . . . . . . 5I-22
Data Summaries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5I-23
Landing Gear System Data . . . . . . . . . . . . . . . . . . . . . 5I-23
Brakes/Anti-Skid Systems Data . . . . . . . . . . . . . . . . . 5I-24

March 2009
Landing Gear CAE SimuFlite
Landing Gear System
Citation Bravo Developed for Training Purposes 5I-5 5I-6

September 2005
CAE SimuFlite
Landing Gear System
EMERGENCY LDG GEAR

GEAR AND BRAKE RELEASE
PULL UP NOSE
EMERGENCY
AIR BOTTLE LH RH
(1,800 TO 2,050 PSI) AIR BOTTLE CABLE ANTI-
HORN SKID
SILENCE ON
GEAR
UNLOCK
FROM
PUSH
HYDRAULIC
DOWN OFF
SYSTEM
RESTRICTOR DUMP VALVE UPLOCK

CABLES GEAR LG
CONTROL WARN
RETURN
EXTEND RETRACT
SOLENOID SOLENOID
LH BUS
LANDING GEAR
CONTROL VALVE
STATIC FLUID
EXTEND PRESSURE
FLUID RETURN
AIR PRESSURE
CABLE
LEFT MAIN
RIGHT MAIN GEAR
GEAR
DOWN DOWN DOWN

MICROSWITCH MICROSWITCH MICROSWITCH
NOSE GEAR

March 2009
Landing Gear
The landing gear completes a retrac-
tion or extension cycle in less than
Main Gear Landing
six seconds. The control and indicat-
Gear
The main gear assembly is on sup-
ing system of the landing gear is port fittings in the wings and con-
through the landing gear control sists of a wheel and brake attached to
panel on the pilot's lower right
instrument panel (Figure 5I-2). The
an air-oil shock strut (Figure 5I-1).
Other components include:
System
gear position and unlocked indicator
indications are on the landing gear n shock strut
control panel. n trailing link trunnion
The landing gear control handle, n
single wheel with a multiple disc
when selected to UP or DOWN, sig-
nals the hydraulic system to pressur- brake (refer to Brakes, this chapter)
ize and positions the landing gear n
gear door
control valve to the corresponding
position. Hydraulic fluid flows
n hydraulic actuator
through the control valve to the n
squat switches on the left and
hydraulic actuators of each gear. With right main gear
the gear in a locked up or down posi-
tion, the hydraulic system returns to
its original unpressurized condition.
ACTUATOR BRAKE LINES
GEAR
ASSY
OLEO 5I-2
TRAILING ASSY
LINK
ASSY
5I-1

September 2005
CAE SimuFlite
Strut and Links When the gear reaches the retract

position, a mechanical uplock con-
Landing Gear Speed Limits Each strut has an isolation piston nects with an uplock roller on the
with hydraulic fluid on one side and main gear to hold the gear in the
Tire Groundspeed 165KIAS
a nitrogen pressure charge on the retract position.
VLE 260 KIAS other so the piston can float within
VLO (Extending) 250 KIAS the strut for shock absorption during Main Gear Door
VLO (Retracting) 200 KIAS taxi, takeoff, and landing (Figure
5I-3). The two main landing gear are The main gear door (Figure 5I-4) is
a trailing link design for improved attached to the landing gear strut.
landing smoothness. When retracted, the door covers
most of the landing gear well. The
Hydraulic Actuator main gear tire and wheel are
exposed.
An actuator attached directly to the
strut assembly hydraulically retracts Squat Switches
and extends the main gear. As the
actuator piston rod retracts, the gear The squat switches connect to sev-
moves to the retract position; as the eral aircraft systems to provide veri-
rod extends, the gear moves to the fication of the aircraft's ground
extend position. status. A mechanical compression of
the landing gear assembly on land-
In the extend position, a spring- ing or takeoff closes or opens the
loaded sleeve presses a locking ring squat switch. Information provided
into a groove in the actuator rod. by the left squat switch controls the
Hydraulic pressure does not hold the following:
gear in the down and locked position.
n radar forced standby (ground)
In the retract cycle, the hydraulic n outflow valves ground mode
pressure at the retract port of the
(OPEN below 80% N2, TAKE-
actuator forces the sleeve piston
spring to release the locking ring OFF mode above 80% N2)
from the actuator groove. This n emergency pressure (inoperative
unlocks the actuator for retraction. on the ground)
5I-4
5I-3

September 2005
Landing Gear
n bleed air ground - right engine lock holds the nose gear extended
(inoperative in flight) without hydraulic pressure. Torque
n cross generator start disable (in links connect the strut cylinder to the
flight) piston and fork assembly and hold
the wheel in alignment.
n
flight hour meter and digital
clocks, landing gear handle sole- Nose Gear Assembly
noid
n anti-skid The shock strut is an air/hydraulic
chamber with an isolation piston to
n stick shaker and stick shaker test separate the halves. The nose gear
thrust reversers assembly automatically centers dur-
Information provided by the right ing retraction (Figure 5I-5). Other
squat switch controls the following: components of the assembly include:
n stick shaker test n gear doors
n thrust reversers n hydraulic actuator
shimmy damper
Nose Gear
n
n
nosewheel steering (see Nosewheel
The nose gear operation is similar to
Steering section, this chapter).
the main gear. With the gear control
handle in the UP position, uplock The nose gear is also used to steer and
hooks hold the nose gear in place tow the aircraft. A steering gear assem-
once hydraulic pressure is removed. bly on top of the strut cylinder provides
With the gear control handle in the a tow turning radius stop (refer to Nose-
DOWN position, an internal actuator wheel Steering section, this chapter).
STEERING
GEARS STEERING
UNIVERSAL
JOINT STEERING
SHIMMY ARM
DAMPER SUPPORT
BRACKET
FORWARD
DOOR
LINKAGE
HYDRAULIC
TRUNNION ACTUATOR
ACTUATOR ATTACH FITTING
FILL INSTRUCTIONS AFT DOOR LINKAGE

PLACARD
BONDING JUMPER
TORQUE LINKS
5I-5

September 2005
CAE SimuFlite
Nose Gear Doors Position and

Three doors mechanically connected Warning System
to the nose gear follow the gear dur-
ing retraction and extension. Two Visual and audio indications indicate
doors cover the forward portion of normal and abnormal landing gear
the wheel well, and a single door positions. Additional aircraft protec-
covers the aft portion. The two for- tion is through the LDG GEAR CB
ward doors close when the gear is and the gear handle lock solenoid,
fully retracted or fully extended; the which prevents landing gear retrac-
aft door closes only when the gear is tion with the aircraft on the ground.
retracted (Figure 5I-6).
Visual Indications
Hydraulic Actuator
The actuator piston rod on the nose Three green safe lights and a red
gear operates opposite of the main GEAR UNLOCK annunciator are
gear. As the actuator piston rod adjacent to the gear control handle
retracts, the gear moves to the extend on the bottom left of the center
position; as the rod extends, it pushes instrument panel (Figure 5I-7). The
the gear to the retract position. Once green lights, labeled NOSE, LH, and
down and locked, hydraulic pressure RH, illuminate when the respective
is not necessary to hold the nose gear gear is down and locked.
in position because of its internal The red GEAR UNLOCK annuncia-
downlock. Hydraulic pressure, how-
tor indicates an unsafe gear condi-
ever, is required to unlock the inter-
tion - either a gear assembly is in
nal down-lock for retraction.
transit, or it is not locked. The
Shimmy Damper annunciator illuminates when the
The shimmy damper on top of the gear handle moves out of the UP
strut connects to a bracket above the detente and remains illuminated
trunnion. A piston moving through until all three gear assemblies are
an oil-filled cylinder dampens rapid down and locked. At retraction, the
movements of the nose wheel. annunciator illuminates when any
Access to the shimmy damper is downlock is released; it remains illu-
through an access plate in the nose minated until all three gear assem-
baggage compartment floor. blies are up and locked.
5I-6 5I-7

September 2005
Landing Gear
Normal visual indications with the Tail Skid

gear down and locked are three green
lights illuminated, and the red A tail skid extends below the tail-
"GEAR UNLOCKED" light extin- cone skin. It consists of a steel weld
guished. When the gear retracts, all assembly attached to bulkheads. The
lights should extinguish. tail skid prevents the tail assembly
from scraping the ground during
Audible Indication over-rotation, or excessive nose-high
The Landing Gear Warning System attitude on landing.
sounds an audible warning horn
when: Operation
1. The aircraft indicated airspeed is
reduced below approximately 150 Landing Gear Control
KIAS, Handle
2. If either throttle is reduced below
approximately 70% N2 (Throttle The control handle on the bottom
left of the center instrument panel
Cable Position) in flight,
selects landing gear retraction (UP)
3. And the Landing Gear is NOT
or extension (DOWN). The handle
down and Locked.
must be pulled out of its detente
In the previous instances, the Warn- before it can be moved. A spring-
ing Horn can be silenced by depress- loaded solenoid holds the handle in
ing the Horn Silence Switch on the the DOWN position and prevents
right side panel of the Gear Control inadvertent movement of the handle
Handle. The horn automatically on the ground.
resets and "arms" for re-activation
Movement of the handle sends an
when the throttle is advanced above
electrical signal to close the hydrau-
approximately 70% N2 inflight; and
lic bypass valve. Simultaneously, the
when indicated airspeed increases landing gear control valve moves to
above approximately 150 KIAS. the retract or extend position as
The horn also sounds if the flaps are selected.
extended beyond the 15° (T.O./
APPR) position with the landing DC power for the gear handle, warn-
gear NOT Down and Locked. In this ing lights, warning horn, and locking
situation, the horn cannot be solenoid is through the GEAR CON-
silenced by any method until the TROL CB on the Left Main extension
flaps are retracted back to the 15° bus. If the solenoid fails or electrical
(T.O./APPR) position; or all three power is lost, the gear handle cannot
gear assemblies are Down and be moved to the UP position, how-
Locked. As a practical operational ever, the handle can be moved to the
example; in the event of a Missed DOWN position in flight.
Approach/Go-Around/Balked Land-
Retraction
ing, when the flap control is brought
up to the 15° (T.O./APPR) position, With weight off the left squat switch,
the warning horn will sound imme- the electric solenoid lock pin under
diately; and continue to alarm until the gear handle retracts electrically to
the landing gear is selected UP, and allow the pilot to place the landing
all three gear assemblies have locked gear handle in the UP position.
securely in the Gear Uplocks.

March 2009
CAE SimuFlite
With the gear handle moved to UP, the system to low pressure (HYD
the hydraulic bypass valve closes (see PRESS ON annunciator extin-
Hydraulics chapter) to pressurize the guishes) when all three gear are down
hydraulic system; the HYD PRESS and locked. The GEAR UNLOCK
ON annunciator and the red GEAR annunciator then extinguishes, and
UNLOCK annunciator illuminate as the three green gear lights illuminate.
the first gear assembly unlocks.
Emergency Extension
The landing gear control valve elec-
trically positions to direct hydraulic If the hydraulic system fails or an
pressure to the retract side of each electrical malfunction exists in the
gear actuator. The internal down- landing gear system, the gear
locks of the actuators are hydrauli- uplocks can be manually released for
cally removed; the gear begins to gear free fall. Three additional com-
retract. Once the landing gear fully ponents are utilized in the emer-
Landing Gear Speed Limits retracts, the spring-loaded uplock gency extension process:
Tire Groundspeed 165 KIAS mechanism holds the landing gear n auxiliary gear controls
VLE 260 KIAS
retracted. When all three uplock
mechanisms have triggered their
n emergency air bottle
VLO (Extending) 250 KIAS uplock switches, the circuit is inter- n dump valve.
VLO (Retracting) 200 KIAS rupted. The hydraulic bypass valve
then opens to return the system to an Auxiliary Gear Controls
open center state; the HYD PRESS Below the landing gear control han-
ON annunciator extinguishes, the dle is a T-handle that mechanically
landing gear control valve loses releases all uplocks so the landing
power to center, and the GEAR gear can free-fall into position (Fig-
UNLOCK annunciator extinguishes. ure 5I-8).
Extension Place the landing gear handle to

DOWN for proper indication when
With the gear handle moved to the gear is in place. Pull the red T
DOWN, the hydraulic bypass valve handle out and rotate 45° clockwise
closes (see Hydraulics chapter) to to lock the handle; this action moves
CAUTION: If downlock lights increase pressure and route hydrau- three cables that mechanically
do not illuminate, visually ensure lic fluid to the landing gear system; retract the uplock hooks. The land-
that all landing gears released from the HYD PRESS ON annunciator ing gear control valve in its unpow-
the uplocks. and the red GEAR UNLOCK warn- ered center position or its powered
ing annunciator illuminate as the DOWN position allows hydraulic
gear assembly unlocks. fluid on the UP side of the actuators
The landing gear control valve elec- to return to the system to prevent
trically positions to route hydraulic hydraulic lock. The gear free falls to
fluid to the uplocks to release them the down position. It may be neces-
before directing pressure to the down sary to use the rudder to yaw the air-
side of the gear actuators. Fluid then craft (first in one direction and then
flows to the extend side of the actuat- the other) to extend the main gear
ing cylinder. As the gear reaches its actuators fully. The nose gear
full extension, the internal downlocks extends aft, and aerodynamic loads
of the actuator engage. force the gear to lock.
The gear down microswitches open
5I-8 the hydraulic bypass valve to return

March 2009
Landing Gear
Emergency Air Bottle GEAR UNLOCK annunciator extin-

Rotating the red T-handle also unlocks guishes.
the red collar-type blowdown knob The locking rings in the actuators
behind the T-handle. The knob con- hold the landing gear in the extended
trols the emergency air bottle on the position. Check the Aircraft Flight
right side of the forward pressure bulk- Manual (AFM), Aircraft Operating
head. The bottle should have an air Manual (AOM), and/or Cockpit Pro-
pressure of 1,800 to 2,050 PSI. cedures Manual (Pilot Checklist) for
Pulling the knob routes pneumatic your Serial Number for instructions
air pressure from the emergency bot- on whether or not to leave the blow
tle through shuttle valves that mix down knob and manual gear exten-
the air pressure into the hydraulic sion handle in the extend position
lines on the extend side of the land- after actuation. After using the air
ing gear actuators. As pneumatic bottle, hydraulic operation of the
pressure flows through the shuttle gear is not possible. Maintenance
valves to the gear actuators, a dump action is required after an emergency
valve in the landing gear hydraulic extension to restore normal opera-
return line opens to provide an alter- tion of the landing gear.
nate path for the return flow of A sight gauge for the emergency air
hydraulic fluid to the reservoir as it bottle is visible in the right forward
is being displaced by the air pressure baggage compartment for preflight
(in effect, actually "blowing" the inspection (Figure 5I-9).
gear down off the uplocks, if neces-
sary). This also prevents hydraulic Nosewheel Steering
retraction of the landing gear once Deflecting the rudder pedals actuates
the pneumatic emergency air bottle the nosewheel steering. Cables con-
has been activated. nect the rudder pedals to the nose-
wheel steering unit. A bellcrank on the
The main landing gear actuators
have two separate internal chambers left side of the wheel well transmits
for retraction and extension. The steering control inputs from the cables
retraction and extension side of the to a spring-loaded rod (i.e., bungee).
actuator each has one chamber for The rod transmits inputs to a steering
hydraulic fluid to retract and one arm connected to a universal joint.
chamber to extend the landing gear. During gear retraction, the universal
The nose gear has two chambers: one joint centers the nose gear and dis-
for extension and one for retraction. connects the rudder pedals from the
Under normal conditions hydraulic nosewheel steering gears to allow
fluid is used in both. For an emer- rudder movement without turning
gency extension, the pneumatic air
uses the same extension chamber as
the hydraulic system. All three gear
actuators require servicing after the
emergency air bottle has been acti-
vated to extend the landing gear. The
air pressure must be purged from the
hydraulic system and actuators by
maintenance technicians before the
aircraft can be dispatched for flight.
When the landing gear is down, the
microswitches engage and all three
green lights illuminate. The red 5I-9

March 2009
CAE SimuFlite
the nose wheel in the wheel well. bly (Figure 5I-11) to rotate a turbine.
With nose gear extended, the univer- The turbine attaches to the nose wheel.
sal joint connects to the steering A magnetic pickup in the turbine
gears for steering control of the strut. cover assembly and steel clips on the
A shimmy damper interconnects turbine convert the mechanical
with the front steering gear to motion of the nosewheel into AC
decrease steering oscillations. voltage. The voltage is directly pro-
Stops on the rudder pedals limit rud- portional to the wheel speed and pro-
der pedal steering to approximately vides nosewheel RPM information
20° either side of center. Use of dif- to indicator lights in the cockpit.
ferential brakes and thrust increases To operate the system, move the W/
the deflection. The rod (i.e., bungee) S BLEED switch to LOW or HIGH
allows the nosewheel to turn past the (-18°C limitation still applies) and
limits of the control cable. turn the left and right WIND-
During towing operations, the nose SHIELD BLEED AIR valve con-
wheel may be moved up to 95° trols to OFF. The pilot's windshield
either side of center before engaging bleed air may be used for anti-ice or
the stop bolts on the trunnion. Turn- rain removal, but nosewheel spin-up
ing the nose wheel past the bolt limit time increases. Position the nose-
damages the system and results in wheel spin-up control knob on the
loss of nosewheel steering capabil- lower right instrument panel (Figure
ity. The flight control lock limits the 5I-10) to ON and maintain engine
CAUTION: Do not attempt nose wheel to 60° and should not be power above 52% N2 for adequate
flight with sheared bolts. Violent used when towing. bleed air supply.
nose wheel shimmy may occur
Nosewheel Spin-Up Within 90 seconds, the N/W RPM
and the nose gear may not center
System (Optional) MIN indicator on the upper left
when retracted after takeoff.
An optional nosewheel spin-up sys- panel illuminates green as wheel
tem allows the aircraft to operate speed increases into the 1,600 to
from gravel runways. Rotation of the 2,400 RPM (±50 RPM) range. Main-
nose wheel prior to touchdown tain wheel speed in this range by
reduces gravel spray when the nose adjusting the NOSE WHEEL SPIN
NOTE: Do not use the nosewheel contacts the runway surface. UP control. If the red N/W RPM
wheel spin-up system on takeoff. MAX annunciator illuminates, an
The system uses a combination of
overspeed is indicated.
engine bleed air from the windshield
bleed air system and ram air from a
scoop attached to the spin-up assem-
BLEED AIR
LINE
MAGNETIC
PICK UP
RAM AIR
SCOOP
5I-10 5I-11

March 2009
Landing Gear CAE SimuFlite
Brake System
Citation Bravo Developed for Training Purposes 5I-15 5I-16

September 2005
CAE SimuFlite
Brake System Schematic
LDG GEAR
CASE DRAIN
UP NOSE
RESERVOIR PUMP
LH RH
ACCUMULATOR
CHARGE VALVE ANTI-
HORN SKID
RELIEF SILENCE ON GEAR
VALVE UNLOCK
PRESSURE
INDICATOR PUSH
(900 TO 1,300 PSI) FILTER
DOWN OFF
CHECK VALVE
L R L R ACCUMULATOR
PRECHARGE
PILOT'S PILOT'S COPILOT'S COPILOT'S (675 PSI) PRESSURE WARNING
MASTER MASTER MASTER MASTER SWITCH (750 PSI)
CYLINDER CYLINDER CYLINDER CYLINDER
RELIEF VALVE 900 PSI
RH CROSSOVER BUS 750 PSI LANDING GEAR

CONTROL SWITCH
EXTEND
LO BRK
5A PRESS
WARN RETRACT
LIGHTS LOW PRESS
EXTEND
2
900 PSI
POWER BRAKE RETRACT EMERGENCY GEAR AND
POWER BRAKE BRAKE AIR BOTTLE
AND MOTOR SWITCH
5A ANTI-SKID VALVE (1,800 TO 2,050 PSI)
WARN ANTI-SKID 1,300 PSI
LIGHTS INOP EMERGENCY
1 LH MAIN BUS EXT R PARKING BRAKE
ANTI-SKID BRAKE HANDLE
LH MAIN EXT BUS CONTROL SERVO L VALVE
SWITCH SKID VALVE
20A CONTROL
ANTI-
SKID
ON
OFF
GENERATOR
GENERATOR
ANTI-SKID SUPPLY
CONTROL
BOX RETURN
METERED PRESSURE
POWER BRAKE PRESSURE

LEFT RIGHT
WHEEL WHEEL MASTER CYLINDER PRESSURE

September 2005
Landing Gear
Each main landing gear wheel has
hydraulically or pneumatically oper-
control module converts these sig-
nals to a DC voltage directly propor- Brake
System
ated multiple disc brakes. The pneu- tional to wheel speed.
matic braking system provides a
The control module averages the
back-up if hydraulic braking fails.
voltages from the left and right
During normal braking, the anti-skid
wheels to create a reference voltage.
system provides maximum braking
Any significant variation between
efficiency and prevents skidding on
either wheel speed voltage and the
wet, dry, or icy runways.
reference voltage produces an error
The parking brake system uses signal in the control module. NOTE: To ensure proper braking,
trapped hydraulic pressure to lock the pilot must apply maximum effort
The control module activates the to the brake pedals through-out the
the brakes.
power brake and anti-skid valve, braking run. When the system antici-
The brake system receives electrical which controls the amount of brak- pates a skid and releases the applied
power through a 20 amp SKID ing applied to each wheel. brake pressure, any attempt by the
CONTROL CB on the left CB panel. pilot to modulate braking can result
The anti-skid control module incor- in an interruption of the applied
The brake anti-skid system and the
porates test circuitry that continu- brake signal; this may increase brak-
power brake hydraulic pump receive
ously monitors the anti-skid system. ing distance significantly.
power from this CB. When disen-
If a fault is detected, the ANTI-
gaged, the SKID CONTROL CB
SKID INOP annunciator on the con-
disables the power brake system;
trol panel illuminates. If hydraulic NOTE: If anti-skid is turned off
braking is then available only by
pres-sure in the power system drops prior to or during taxiing, it must be
means of the backup pneumatic
below 750 PSI, the LO BRK PRESS turned on prior to takeoff. The anti-
braking system.
annunciator illuminates. skid self-test sequence must be com-
pleted when the air-craft is stationary;
Anti-Skid/Power When the control module produces failure to do so renders the anti-skid
an error signal, the servo valve seg-
Brake System ment of the power brake and anti-
inoperative during takeoff.
The anti-skid system provides skid valve energizes. The servo

power-assisted braking with protec- valve modulates the braking effort
tion against skidding. Components applied by the pilot to maintain the
are as follows: reference and wheel speed voltages
within skid limits; this prevents skid-
n two wheel speed generators ding. When the aircraft speed drops
n a power brake relay/anti-skid valve below approximately 12 kts, the
anti-skid function disengages.
n control module
n reservoir accumulator A switch on the instrument panel
allows the pilot to select anti-skid on
n electrically driven hydraulic pump or off. When the switch is in ON, the
n hydraulic filter anti-skid function is operational.
With the control switch in OFF, the
n pressure and control switches
ANTI-SKID INOP annunciator illu-
n indicator lights. minates; in this situation, the pilot
A wheel speed generator is bolted to has power braking available without
each main gear axle. As the wheel the anti-skid function. If the power
turns, the generator creates a 36Hz brake system fails, braking is avail-
signal for each wheel revolution. able only through the backup pneu-
These signals are sent to the control matic system.
module as a variable frequency. The

March 2009
CAE SimuFlite
Wheel Brakes switch closes to provide a ground for

the power brake hydraulic pump
The wheel brake assembly on the motor. The motor then runs in
landing gear axle is a multiple disc response to signals from the motor
design, which consists of three rotat- pressure switch. When the landing
ing and two stationary discs. A piston gear squat switch senses the aircraft
housing contains multiple brake pis- is on the ground, it signals the anti-
tons, return springs, and an inlet and skid electronic control box, which
bleeder port. Cavities within the brake enables the anti-skid system.
assembly connect the pistons together
to provide simultaneous brake actua- Master Brake
tion with equalized brake pressure.
Cylinders
Brake application forces the pistons
outward, which presses the station- Four master brake cylinders are
ary and rotating discs together; fric- paired in series so if both pilots
tion between the discs creates apply brakes simultaneously, the one
braking action. applying the greater force has con-
trol. Depressing the pedals forces
Electric Hydraulic fluid from the outlet ports of the
master cylinders into the respective
Pump brake signal inlet ports. Pressure
going to the brakes is proportional to
Hydraulic power for the anti-skid the pressure exerted by the brake
system is from an electrically-driven pedals from the outlet side.
hydraulic pump in the nose of the
aircraft. The pump operates only A power brake valve receives the
when the gear handle is down; an brake fluid from the master cylinders
accumulator in the system maintains and electric pump to provide
system pressure when the pump is metered brake pressure. Releasing
not running. A pressure switch con- the brakes opens a check valve to
trols the pump; it opens to turn the allow fluid to move freely in either
pump off when the pressure direction. Two relief valves in the
approaches 1,300 PSI and closes to hydraulic lines and the SKID CON-
TROL CB protect the system. One
engage the pump when the system
relief valve is upstream of the sys-
pressure drops to 900 PSI.
tem filter and opens to reroute fluid
A filter in the fluid line downstream back to the pump if pressure exceeds
from the pump traps any foreign par- 1,350 PSI. The second relief valve
ticles in the fluid. A check valve pre- connects to the parking brake valve
vents fluid from returning to the res- and opens at approximately 1,000
ervoir through the pump when the PSI to prevent damage to the system
pump is off. from excess pressure caused by fluid
expansion.
A switch on the landing gear control
enables the power brake system. The brakes can operate with or with-
When the landing gear is down, the out anti-skid protection.

September 2005
Landing Gear
Parking Brake/ valve, also illuminates when the

CAUTION: Do not apply normal
landing gear control handle is in
Valve DOWN and the power braking or braking while using the pneumatic
brakes. Depressing the pedals repo-
anti-skid systems fail.
The parking brake is part of the nor- sitions the shuttle valves in the
mal brake system and uses controlla- The LO BRK PRESS annunciator brake lines to open; this allows high
ble check valves to prevent illuminates if hydraulic pressure in pressure air from the brake housing
hydraulic fluid return after the the power brake system drops below to enter the brake hydraulic reser-
brakes are set. 750 PSI. The annunciator is con- voir and possibly rupture it.
nected electrically to the brake sys-
Depress the toe brakes while pulling
tem pres-sure warning switch and
out the parking brake handle under NOTE: After stopping and clearing
resets if pressure rises above 900 PSI.
the lower left side of the instrument the runway using emergency braking,
panel (Figure 5I-12) to set the park- The annunciator operates only when shut down the engines and have the
ing brake. The handle mechanically the landing gear is selected down aircraft towed to the ramp. There is
links to the parking brake valve because the electric hydraulic pump no warning in the cockpit that the air
downstream from the power brake operates only when the gear handle bottle is depleted.
valve in the hydraulic lines. The is down. With the pump off, pressure
parking brake valve closes to trap may drop to the accumulator pre-
fluid in the system. charge level of 675 PSI.
Do not set the parking brake if the
brakes are hot. With the brakes hot Emergency Braking
and the parking brake set, cool-down If the hydraulic brake system fails, a
time increases; heat transfer could pneumatic brake system is available.
cause the parking brake thermal
The pneumatic pressure required for
relief valve to open, or the thermal
emergency braking is the same
relief plugs in the wheel could melt
emergency air utilized in emergency
and deflate the tire.
gear extension.
Brake Annunciators A lever with a red knob, which is
labeled EMER BRAKE PULL and
The ANTI-SKID INOP annunciator to the left of the AUX GEAR CON-
illuminates when the ANTI-SKID TROL T-handle, controls the emer-
switch is in OFF to advise the pilot gency braking system (Figure 5I-
he has power braking but no anti- 13). The lever mechanically actuates
skid protection. The annunciator, the emergency brake valve that
electrically connected to the anti- meters air pressure through shuttle
skid control box and power brake valves to the brake assemblies in
5I-12 5I-13

March 2009
CAE SimuFlite
direct proportion to the amount of air pressure is supplied to achieve

lever movement. Pulling the lever the desired rate of deceleration;
aft applies equal pressure to both maintain this air pressure until the
main landing gear brake assemblies. aircraft stops. Pulling the handle rap-
Releasing the back pressure on the idly could cause a skid.
lever allows it to move for-ward to
Residual air pressure from the
relieve the pressure.
brakes exhausts overboard when the
Air pressure to the brakes may be handle is released.
modulated to provide any braking
The emergency air bottle, when fully
rate desired, but differential braking
charged, contains sufficient pressure
and anti-skid are not available. For
for several full brake applications
the most efficient use of the system,
even if landing gear emergency
pull the handle gently until sufficient
extension was used.

March 2009
Landing Gear
Preflight Inspection Servicing Servicing and

Service the emergency gear and
During the exterior preflight inspec-
tion, accomplish the following checks brake bottle with high pressure nitro- Procedures
of the landing gear and brake system. gen. Refill the bottle to 2,050 PSI
when the pressure gauge reads
n Conduct a visual inspection of below 1,800 PSI. Accomplish ser-
nose gear assembly, tires for wear, vicing through a charging valve on
and tire pressure (120 ±5 PSI).
the bottle behind the right baggage
n Ensure emergency air bottle pres- compartment aft liner.
sure is 1,800 to 2,050 PSI by
checking the gauge in the baggage Accumulator Preload
compartment. Brake accumulator pressure is 675
n Check the brake fluid reservoir in ±25 PSI.
the nose baggage compartment. Tire Inflation
n
Check the brake fluid accumulator Aircraft tires are inflated as shown
pressure. A reading in the light below.
green arc indicates a precharge pres-
sure of 675 PSI. A reading in the Main Gear: . . . . . . . . ..130. ± 5 PSI
dark green arc indicates an operat- Nose Gear: . . . . . . . . . . .120 ± 5 PSI
ing pressure of 900 to 1,300 PSI.
Strut Inflation
n Check the main gear and doors for
general security, fluid leaks, strut ex- A data plate on the strut contains
tension, and main gear tire pressure. information concerning the proper
amount of visible chromed surface
During the cockpit Before Start
on the lower portion of the strut.
checklist, test the landing gear with
Observe the following extensions.
the rotary TEST switch (Figure 5I-
14) on the left side of the pilot's left Main . . . . . . . . . . . 1 TO 2 INCHES
instrument panel. When positioned in Nose . . . . . . . . . . . . . . . . .5 INCHES
LDG GEAR, all landing gear lights
illuminate and the landing gear warn- Abnormal
ing horn sounds if they are working
properly. The ANTI-SKID INOP
Procedures
annunciator illuminates when the There are no emergency procedures
TEST switch is positioned to ANTI- associated with landing gear and
SKID (Figure 5I-15). brakes. Refer to the SimuFlite Operat-
ing Handbook for specific procedures.
TEST
OFF FIRE
ANNU WARN
AVN LDG
GEAR
SPARE BATT
TEMP
ANTI
SKID AOA
OVER T/REV
SPEED
W/S TEMP
5I-14

March 2009
CAE SimuFlite
Landing Gear Does Not If the light remains illuminated, turn

Extend the anti-skid system off and adjust
performance data for anti-skid off
When the red GEAR UNLOCK operations.
annunciator remains illuminated and
one (or more) of the three green Power Brake System
GEAR DOWN lights fails to illumi- Failure
nate (especially if the HYD PRESS
ON annunciator also illuminates), The power brake pressure and anti-
electrical problems are interfering skid annunciators illuminate
with gear extension. together to indicate a brake system
failure. If the power brake annuncia-
Ensure that the control handle is cor- tor remains illuminated after reset-
rectly positioned and the GEAR ting the SKID CONTROL CB, use
CONTROL CB is disengaged, or emergency braking for landing.
pulled out; extend the gear using the
manual system. Pull the red T-handle Remember that anti-skid does not
to release the gear uplocks. Yaw the function during emergency braking.
aircraft to achieve three green gear Do not depress the brake pedals
down lights. Pull the pneumatic bot- while the emergency air brakes are
tle knob to apply pneumatic pressure actuated; high pressure air bypasses
to the down side of the actuators. the shuttle valve and could rupture
the brake fluid reservoir if normal
Anti-Skid System Failure braking is applied.
The ANTI SKID INOP annunciator Wheel Brake Failure
illuminates to indicate an anti-skid
system failure. Ensure that the A wheel brake failure is treated the
ANTI-SKID switch is on and that same as a power brake system failure;
the anti-skid CB is engaged use the emergency braking system.

March 2009
Landing Gear
Landing Gear and Brakes Data

Landing Gear
Power Source Hydraulic system fluid Emergency air bottle
Summaries
Left Main DC Extension bus
Right Crossover bus
Control Landing gear control handle
Auxiliary gear controls
EMERGENCY GEAR RELEASE PULL T-Handle
Emergency Air Knob
Rotary TEST selector switch - LDG GEAR position
HORN SILENCE button
Monitor Landing gear down (safe) green lights
GEAR UNLOCK (red) annunciator
HYD PRESS (amber)
Landing gear warning horn
Left Main Squat switch
Squat switch
With aircraft on the ground, signals via the squat switch
relay affect the following system components and
functions:
Left main gear squat switch:
Anti-skid
Cross Generator start
Emergency pressurization valve
Hour meter and digital clocks
Landing gear handle solenoid
Outflow valves
Ground valve
Pressurization takeoff modes
Thrust reversers
Radar forced standby
Bleed air ground - right engine
Stick shaker and stick shaker test
Right main gear squat switch:
Thrust reversers
Stick shaker test

September 2005
CAE SimuFlite
Landing Gear and Brakes (continued)

Brakes/Anti-Skid Systems
Power Source Independent hydraulic system
Electric power brake pump and accumulator
LH Main DC Extension bus
Control Brake pedals
ANTI-SKID switch
Parking bark handle
Emergency brake handle
Rotary TEST SELECTOR switch - ANTI-SKID position
Monitor Annunciator
LO BRK PRESS
ANTI-SKID INOP
Emergency air pressure gauge (Preflight)
Brake accumulator
Emergency air bottle knob
Mechanical downlock
Gear/flap warning horn
sod/dirt or gravel runways

March 2009
This chapter discusses the thrust reverser system, emergency
equipment on the aircraft, the emergency oxygen system, and the
Miscellaneous
master warning system.
The thrust reverser system features external target-type reversers Chapter 5J
that direct exhaust gases forward to provide deceleration force to
assist braking.
Emergency equipment on the aircraft includes life vests, first aid
and survival kits, optional therapeutic oxygen, and portable fire
extinguishers.
The oxygen system provides an emergency air supply to the crew
through quick-donning pressure demand masks. Passenger masks
deploy automatically from overhead compartments if the cabin
altitude exceeds 13,500 ± 600 ft, or the flight crew can manually
deploy the passenger masks.
The master warning system provides warning of an aircraft equip-
ment malfunction, indication of an unsafe operational condition
that requires immediate attention, or indication of normal system
operation.
Citation Bravo Developed for Training Purposes 5J-1

March 2009
CAE SimuFlite
5J-2 Developed for Training Purposes Citation Bravo

March 2009
Miscellaneous
Thrust Reverser System Schematic . . . . . . . . . . . . . . 5J-6
Table of
Thrust Reversers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-7
Hydraulic Actuating System . . . . . . . . . . . . . . . . . . . . . 5J-7
Contents
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-8
Isolation Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-8
Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-8
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-9
Thrust Reverser Levers . . . . . . . . . . . . . . . . . . . . . . . . 5J-9
Throttle Feedback System . . . . . . . . . . . . . . . . . . . . . 5J-9
Squat Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-10
Deployment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-10
Stowing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-11
Emergency Stowing . . . . . . . . . . . . . . . . . . . . . . . . 5J-11
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-11
Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . 5J-12
ARM Annunciator On in Flight . . . . . . . . . . . . . . . . . . 5J-12
Single Engine Thrust Reversing . . . . . . . . . . . . . . . . 5J-12
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . 5J-12
UNLOCK Annunciator On in Flight . . . . . . . . . . . . . . 5J-12
Inadvertent Deployment in Flight . . . . . . . . . . . . . . . . 5J-12
Inadvertent Deployment During Takeoff . . . . . . . . . . . 5J-12
Emergency Equipment. . . . . . . . . . . . . . . . . . . . . . . 5J-13
Cabin Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-13
Cockpit Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-13
Oxygen System Schematic . . . . . . . . . . . . . . . . . . . . 5J-14
Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-15
Oxygen Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-15
Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-15
Discharge Indicator . . . . . . . . . . . . . . . . . . . . . . . . . 5J-16
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-16
Passenger Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-17
Crew Oxygen Mask . . . . . . . . . . . . . . . . . . . . . . . . . 5J-17
Standard Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-17

March 2009
CAE SimuFlite
Crew Mask Microphone . . . . . . . . . . . . . . . . . . . . . . . . 5J-17

Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-19
Oxygen Duration Charts . . . . . . . . . . . . . . . . . . . . . . . 5J-20
Warning Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-21
Main Bus Power Failure . . . . . . . . . . . . . . . . . . . . . . . 5J-21
Rotary TEST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-21
Annunciator Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-24
Annunciator Cross- Reference. . . . . . . . . . . . . . . . . 5J-25
Data Summaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-33
Thrust Reverser System . . . . . . . . . . . . . . . . . . . . . . 5J-33
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5J-34

March 2009
Miscellaneous CAE SimuFlite
Thrust Reverser
System
Citation Bravo Developed for Training Purposes 5J-5 5J-6

March 2009
CAE SimuFlite
Thrust Reverser System Schematic

March 2009
Powerplant
The Citation Bravo external target-
type thrust reversers (Figure 5J-1)
Hydraulic Actuating
System
Thrust
Reversers
use two vertical doors (i.e., buckets)
(Figure 5J-2) to direct exhaust gases
The aircraft hydraulic system provides
forward for extra deceleration force
pressure to the thrust reverser actua-
for ground braking. The hydrauli-
tors. Each engine's hydraulic pump
cally actuated and electrically con-
trolled reversers mount to the aft connects to an open center bypass
engine fan nozzle and stow into the valve through two hydraulic lines.
external aircraft contours to form the The high pressure line (i.e.,1,500
aft portion of the engine nacelle. PSI) routes to the thrust reverser iso-
The pilot activates the thrust reverser lation and control valves in the tail-
system by operating thrust reverser cone equipment section. A restrictor
levers that mount "piggy-back" on between the stow ports of the actua-
engine throttle levers. The reversers tor and the stow port of the control
can be deployed only when primary valve limits the hydraulic return
throttle levers are in IDLE position and flow during the deploy cycle. The
the aircraft is on the ground. Landing restrictor prevents the actuator pis-
gear squat switches activate at touch- ton from overrunning the hydraulic
down to complete the electrical circuit supply flow at aircraft forward
necessary for reverser deployment. deploy speeds up to 120 KIAS.
The Left Main Extension bus and From the aft equipment section, the
Right Crossover bus power the left hydraulic lines run through the pylon
and right thrust reverser control cir- to the engine nacelle.
cuits respectively.
5J-1
2
5J-2

March 2009
CAE SimuFlite
Thrust Reverser Limitations The control valve of the thrust 9201bs is available; the stroke is
reverser system routes high pressure 5.215 ±0.015 inches.
Reverse thrust power must be to one of two lines, depending on
reduced to the idle reverse detente Isolation Valve
whether the deploy or stow sequence
position at 60 K1AS on landing
roll.
is activated. The low pressure or The isolation valve, which is
return line is always the opposite upstream from the hydraulic bypass
Maximum allowable thrust reverser
line. From the control valve, the valve, isolates the control valve and
deployed time is 15 minutes in any
one hour period (on the ground for
return line bypasses the isolation the actuators from the aircraft
maintenance). valve and returns to the aircraft hydraulic system while thrust revers-
hydraulic system through a check ers are not in operation by blocking
Thrust reversing on sod/dirt or
valve that prevents surge pressures off the high pressure inlet port. With
gravel runways is not allowed.
from blocking the return line. the thrust reverser levers selected to
Use of thrust reversers is prohibit-
DEPLOY, 28 VDC flows to the iso-
ed during touch and go landings. Actuators
lation valve solenoid; this opens the
Maximum crosswind component
Each thrust reverser has two actua- valve to direct hydraulic pressure to
for use of thrust component for use
of thrust reverser is 25 kts.
tors, one on each side of an alumi- the control valve. The solenoid
num support beam on the inboard remains energized while the system
Maximum reverse thrust setting is and outboard sides of the engine is in the deploy mode.
limited to no more than maximum
exhaust. The actuators transform
takeoff power less 2% N1 for the With the thrust reverser levers in
hydraulic energy into mechanical
existing ambient temperature. STOW, the stow switches close to
power to open and close the thrust
energize the isolation valve during
reverser doors through a linkage sys-
the stow cycle. Upon completion of
tem on a sliding track. An overcenter
the stow cycle, the stow switches
feature in the linkage locks the
open to remove power from the iso-
reverser in the stowed position.
lation valve solenoid. The isolation
Two hydraulic lines connect to ports valve then closes to isolate the con-
used for high pressure and return trol valve system from hydraulic
lines, depending on the mode of supply pressure.
operation selected in the cockpit.
An electrical signal from the thrust
The control valve in the aft tailcone
reverser levers actuates both the iso-
provides inputs to the actuators
lation and control valve.
through two flex hoses.
The isolation valve is wired through
Mechanically actuated limit
the LH/RH ENGINE FIRE PUSH
switches connect to the actuators to
switchlights. If either switchlight is
provide cockpit indications. When
pressed, electrical power is removed
the actuators move, the stow limit
from the isolation valve, which then
microswitch closes and the
closes to prevent thrust reverser
UNLOCK annunciator (Figure 5J-
deployment on the affected engine.
3) illuminates. Once the doors are
fully open, the deploy limit micro- Control Valve
switch closes and the DEPLOY
annunciator illuminates. The control valve, which is down-
stream from the isolation valve, has
Normal operating pressure for the two independently energized sole-
actuators is 1,500 PSI with a fluid noids: one for the deploy cycle, the
temperature range of -65 to 225°F. other for the stow cycle. The sole-
When this high pressure is applied to noids move the control valve. The
the actuator, an extend force of control valve directs hydraulic pres-
sure to the actuator deploy or stow

March 2009
Powerplant
ports, as selected. When one port is During normal operation, ensure the
pressurized, the other port vents to engine throttles are at IDLE before CAUTION: Preventing the
the low hydraulic pressure return. activating the thrust reverser system. retardation, or advancing the throt-
tles with a thrust reverser deployed
Both solenoids are never energized
Throttle Feedback System will result in a dangerous asym-
at the same time. The deploy sole-
metrical thrust condition.
noid can be energized only when In the event of an inadvertent thrust
either squat switch indicates the air- reverser deployment, the throttle
craft is on the ground. feedback mechanism will move the
Pressure Switch affected engine's throttle to the IDLE NOTE: Use of thrust reversers
thrust position. during touch and go landings is
When the isolation valve opens, a
pressure switch between the isolation The feedback system consists of a pos- prohibited.
and control valve illuminates the itive action mechanical linkage con-
amber ARM annunciator to indicate nected directly to the fuel control.
at least 200 PSI hydraulic pressure
During the thrust reverser transition
within the thrust reverser system.
When the pressure drops to 100 PSI, stage, a flexible cable drives a
the pressure switch opens and the spring-loaded throttle control lever
ARM annunciator extinguishes. cam that follows the aircraft throttle
linkage to the IDLE position. This
Thrust Reverser prevents the linkage from advancing
the power setting until the deploy
Levers cycle is complete.
The piggy-back thrust reverser
levers on the throttles control thrust At the initial installation of the thrust
reverser deploy and stow functions reversers, a load limiter mechanism
(Figure 5J-4). With throttles at was incorporated in the throttle cable
IDLE, the levers pull up to the to ensure idle thrust if throttle lever
DEPLOY position or move down to movement to the IDLE position is
the STOW position. restrained.
When the levers are positioned, a The load limiter mechanism has
microswitch (either the deploy or been deactivated by service bulletin
stow microswitch, depending upon action and airworthiness directives.
position) relays an electrical signal to Normally feedback control is not
the hydraulic bypass valve, the isola- needed in the landing phase when
tion valve, and the deploy or stow
engines are at idle for thrust reverser
solenoid of the thrust reverser control
operation.
valve to start the selected cycle.
5J-3 5J-4

March 2009
CAE SimuFlite
If a thrust reverser deploys inadver- reverser levers to the DEPLOY posi-

tently during takeoff or while in tion to activate the deploy switches
flight, the feedback system physi- under the throttle quadrant. During
cally moves the power lever to deployment, the following occurs.
IDLE, which reduces the thrust on
the affected engine to IDLE during
n
The throttle lock solenoid pre-
the transition cycle of the thrust vents thrust reverser lever move-
reverser. See Emergency Proce- ment beyond IDLE REVERSE
dures, this section. until thrust reverser is fully
deployed.
If thrust reversers are inadvertently
deployed, the throttle feedback sys-
n The aircraft hydraulic open cen-
tem brings the throttle to approxi- ter bypass valve closes to pres-
mately idle thrust, depending on the surize the aircraft hydraulic
amount of throttle friction applied. system; the HYD PRESS ON
After the device activates, it is possi-
NOTE: The DEPLOY annuncia- The isolation valve opens to
ble to advance the throttle lever; this n
tor should illuminate in less than direct hydraulic pressure to the

creates corresponding reverse thrust.
1.5 seconds after the UNLOCK
thrust reverser system; the ARM
annunciator illuminates. An errone-
Squat Switches annunciator illuminates when the
ous sequencing or a delay in the
illumination of the thrust reverser system is pressurized.
Squat switches on the left and right
annunciators indicates a failure in main landing gear (see Landing Gear n If either landing gear squat
the thrust reverser system. Either or chapter) prevent actuation of the switch actuates, the deploy sole-
both conditions require a mainte- thrust reversers in flight. Compres- noid on the thrust reverser con-
nance check. sion of either landing gear when the trol valve is energized and the
aircraft is on the ground mechani- control valve opens to apply
cally actuates the switch and allows hydraulic pressure to the deploy
both deploy solenoids to operate. port of the actuators.
If the reversers are in the Unlock or n Movement of the actuators and
Deploy condition with either Squat reversing mechanism unlocks the
switch not indicating Ground posi- doors; the UNLOCK annuncia-
tion, the MASTER WARNING tor illuminates as soon as the
annunciators illuminate. reverser doors are unlocked and
For this reason, deploying the thrust deployment begins.
reversers before the nosewheel is firm- n The actuators move approxi-
ly on the runway may cause the mas- mately five inches; this causes the
ter warning system to trip if either lower bucket actuating arm to
wheel becomes unweighted and opens depress the deploy switch to illu-
the corresponding Squat switch. minate the DEPLOY annunciator.
The stow solenoid does not require
When the doors are fully extended,
squat switch input to operate.
the ARM, UNLOCK, and DEPLOY
Deployment annunciators (Figure 5J-3, previous
page) and HYD PRESS ON annun-
The reversers are designed for ciator illuminate. The throttle lock
deployment during landing ground solenoid is energized to permit thrust
roll only. For deployment, move the reverser lever movement aft to
throttle levers to IDLE and the thrust increase power for reverse thrust.

March 2009
Powerplant
Stowing Moving the emergency stow switch

to EMER bypasses the normal sys-
Moving the thrust reverser control tem and provides an override com-
lever forward to the STOW position mand to stow by relaying an
actuates the stow switch in the throt- electrical signal directly to the isola-
tle quadrant; the following occurs. tion valve, hydraulic bypass valve,
n With the isolation valve powered, and stow solenoid of the control
the stow solenoid actuates and valve.
the control valve opens to apply
After the reverser stows, the
hydraulic pressure to the stow
DEPLOY and UNLOCK annuncia-
ports of the reverser actuators.
tors extinguish; however, the ARM
n
The actuators start to extend; the and HYD PRESS ON annunciators
deploy limit switch releases, and remain illuminated until the emer-
the DEPLOY annunciator extin- gency stow switch is moved from
guishes. EMER to NORM.
n When the actuators fully extend Power to operate the emergency
to the stow position, the stow stow system comes from the oppo- WARNING: Do not attempt
limit switch depresses; the thrust site system's normal circuit breaker to fly the aircraft if the thrust
reverser is fully stowed and (i.e., the RH TR CB feeds the left reversers fail the preflight test.
locked. emergency stow, and the LH TR CB
n The UNLOCK annunciator feeds the right emergency stow).
extinguishes. Preflight Inspection
n With power removed from the
During preflight inspection, check
isolation valve, the control valve
the thrust reversers for cracks, dam-
closes and the thrust reverser
age, and general security. Ensure the
hydraulic system depressurizes.
thrust reverser lock-out tools are not
n The hydraulic system returns to inserted.
open center. The ARM and HYD S/F TIP
PRESS ON annunciators extin- In the cockpit, test the system with
the rotary TEST switch on the left Check each thrust reverser sepa-
guish. rately to check each lever's actuat-
panel. The thrust reverser lights and
ing microswitches' activation of the
Emergency Stowing the MASTER WARNING annuncia-
hydraulic system. In the event of a
tors illuminate with the test switch failed engine, it is possible that the
An Emergency stow switch for each positioned to T/REV. remaining engine's thrust reverser
reverser is located on the cockpit
During taxi, deploy the thrust revers- could be unusable without the
glareshield and will provide the
ers normally. Actuate the emergency crew's knowledge because the mal-
same stow sequence (using the alter- function did not manifest itself
nate 28 volt thrust reverser power stow switch on both sides and
when simultaneously checking both
source) as the thrust reverser throttle observe the thrust reversers stow.
T/R's.
levers, in the event of a failure of the Return the thrust reverser levers to
throttle mounted deploy/stow lever, stow and deactivate the emergency
or of the respective 28 Volt Direct stow switches.
Current (VDC) bus.

March 2009
CAE SimuFlite
Abnormal down. If the light does not extin-

guish, Check thrust Reverser circuit
Procedures breaker in, maintain 200 KIAS or
The following is a discussion of below. Land as soon as practical.
abnormal procedures for the thrust
reverser system. Please refer to the Inadvertent Deployment
SimuFlite Operating Handbook for in Flight
specific procedures. Grip the control wheel firmly and
ARM Annunciator On in disengage the autopilot (airplane
Flight will tend to pitch up and roll into the
deployed reverser). Set emergency
The ARM annunciator indicates the
stow switch for the affected engine
CAUTION: If the T/R has isolation valve is open and the to EMER. Ensure the affected throt-
deployed in flight and will not hydraulic system is pressurized. If tle is at Idle. Reduce airspeed to 125
stow after following the Emer- the ARM annunciator illuminates KIAS or below. After thrust reverser
gency Checklist, do NOT during flight, ensure that the thrust stows DO NOT EXCEED 200KIAS.
exceed 150 KIAS. There will reverser levers are down and that the Check indicator lights UNLOCK,
not be enough rudder authority emergency stow switch is in NORM. and DEPLOY light extinguished;
above 150 KIAS to maintain ARM illuminated. Set the throttle
heading control with a Single Engine Thrust
Reversing for the affected engine to normal
deployed Thrust Reverser. operation. Verify the thrust reverser
To utilize single engine reverse thrust,
circuit breaker (LH Panel) IN. If the
reduce both throttles to IDLE and
reverser does not stow, shut down
apply brakes. Extend the speedbrakes
the affected engine; perform a single
to aid in slowing the aircraft; after the
engine approach maintaining 150
nosewheel is on the ground, deploy
KIAS or below during the approach.
the desired thrust reverser. Check
Land as soon as possible.
illumination of the ARM, UNLOCK
and DEPLOY annunciators for Inadvertent Deployment
proper operation and apply reverser During Takeoff
power as required. Move the thrust If deployment occurs below V1,
reverser levers to IDLE REVERSE reject the takeoff. Apply the brakes,
when the aircraft reaches 60 KIAS. move the throttles to IDLE, extend
the speedbrakes, and deploy both
Emergency thrust reversers.
Procedures If deployment occurs above V1, con-
The following is a discussion of tinue the takeoff and actuate the
emergency procedures for the thrust emergency stow switch on the
reverser system. Please refer to the affected engine. After establishing a
SimuFlite Operating Handbook for positive rate of climb, retract the
specific procedures. landing gear. Do not exceed 125
KIAS until the thrust reverser stows.
UNLOCK Annunciator On At Level-off Altitude and V2 +10,
in Flight retract the flaps and accelerate. Do
Illumination of the UNLOCK not exceed 200 KIAS after the thrust
annunciator during flight indicates reverser stows. Land as soon as
the thrust reverser is not fully stowed practical. If the thrust reverser will
and the reverser doors are unlocked. not stow, shut down the engine and
The emergency stow switch should maintain 150 KIAS or less during
be immediately activated. Ensure the approach.
that the thrust reverser levers are

March 2009
Miscellaneous
Aircraft emergency equipment
includes life vests, optional portable
n If installed, a portable therapeutic
oxygen container is on the for- Emergency
Equipment
therapeutic oxygen, a first aid kit, a ward side of the right aft cabin
survival kit, and portable fire extin- partition.
guishers.
Cabin Equipment Cockpit Equipment
Cockpit emergency equipment may
Cabin emergency equipment includes include the following.
the following.
n
Two portable fire extinguishers
n
A life vest (Figure 5J-5) is are stowed in red quick-release
stowed in each passenger and brackets for use inside the pres-
crew seat pocket and in the base sure vessel. One extinguisher is
of toilet seat assembly. beneath the copilot's seat and the
n
An approved first aid kit is nor- other is in the cabin aft of left
mally stowed in the map case on rear seat (see the Fire Protection
the forward left side of the cabin System chapter of this manual).
(Figure 5J-6). n An optional fire axe is stowed in
n If onboard, a universal survival a bracket on the forward side of
kit in the cabin provides food, the left map compartment.
equipment, and four sleeping n Optional smoke goggles are nor-
bags in the event of a downed air- mally stowed on the pilot's oxy-
craft. A supplemental kit in the gen mask hanger.
tailcone baggage compartment
contains an axe, winter clothing,
and snow shoes.
5J-5 5J-6

March 2009
CAE SimuFlite
Oxygen System Schematic
OXYGEN/SEAT BELT ALTITUDE PRESSURE SWITCH

LH MAIN DC BUS 5A
SOLENOID VALVE
(OPENS AT 13,500 FT ± 600 FT;
CLOSES AT 8,000 FT )
TO PASSENGER
PILOT'S DISTRIBUTION
FACE
MASK
CREW ONLY
CONTROL VALVE
TO COPILOT'S
FACE MASK
MANUAL
DROP VALVE
MANUAL CREW
DROP ONLY
NORMAL
SHUTTLE
VALVE
FLOW
FUSE CYLINDER
PRESSURE
OVERBOARD GAGE
DISCHARGE SHUTOFF
INDICATOR VALVE KNOB
PRESSURE
REGULATOR
NORMAL
CREW MANUAL
ONLY DROP
1,600
1,800
PSI
FILLER VALVE AND
PROTECTIVE CAP
OXYGEN CONTROL VALVE
HIGH PRESSURE OXYGEN CYLINDER

(NOSE-MOUNTED) ( (
LOW PRESSURE

March 2009
Miscellaneous
Oxygen is available to the crew at all
times and to the passengers either
A fully charged bottle provides
approximately one hour of oxygen Oxygen
System
manually through cockpit control or for the crew and six passengers. To
automatically if cabin altitude compute duration for the actual
exceeds 13,500 ± 600 ft. number of people aboard, assume
consumption at a rate of 4.3 liters
The pressurization system normally
per minute per occupant and a usable
maintains an 8,000 ft cabin altitude;
full bottle output of 1,750 liters
therefore, supplemental oxygen is
(Table 5J-B, page 5J-20).
used primarily as an emergency oxy-
gen supply, without which useful Pressure Gauge
consciousness becomes impaired The oxygen bottle pressure gauge on
(Table 5J-A, page 5J-19). the right instrument panel (Figure 5J-
8) indicates cylinder pressure when
Oxygen Cylinder the system is charged, regardless of
the position of the shutoff valve on
The Citation Bravo has an oxygen the cylinder. Markings on the gauge
cylinder below the right side of the indicate the following pressure:
nose compartment.
n yellow - 0 to 400 PSI
The standard oxygen bottle capacity
n green - 1,600 to 1,800 PSI
is 64 ft3; (Figure 5J-7).
n red-2,000 PSI
The oxygen bottle assembly contains
a pressure reducing valve, shutoff
n blowout relief - 2,500 PSI.
valve, and provisions for external A fully serviced system should read
servicing through the filler port. in the green arc between 1,600 and
The shutoff valve, which is open, 1,800 PSI. The system must be ser-
and pressure regulator, which meters viced when the gauge indicates out
line pressure to 70 ±10 PSI, controls of the green arc. If pressure drops
the flow of oxygen to the distribu- below 400 PSI, the bottle must be
tion system. purged, subject to hydrostatic test-
ing, before being refilled.
5J-7 5J-8

March 2009
CAE SimuFlite
Discharge Indicator oxygen flow to the flight deck only

Oxygen Cylinder Limitations (CREW ONLY), or flow to both the
An overpressure vent line connects passengers’ compartment and flight
Standard Capacity . . . . . . . . . 64 ft3 with a flush-mounted green disc deck (NORMAL position).In the
below the right nose baggage door normal position, if the cabin altitude
(Figure 5J-9). If cylinder pressure
exceeds 13,000 ± 600 ft. the passen-
exceeds 2,500 PSI, the disc ruptures ger oxygen masks are deployed
and the oxygen discharges over- automatically. The Manual Drop
board through the vent line. position deploys the masks using
A missing green disc indicates the oxygen pressure if therapeutic oxy-
oxygen cylinder has discharged due gen is required, a cabin smoke con-
WARNING: Smoking is prohib- to over-temperature/over-pressure. If dition exists, or oxygen is needed
ited during oxygen use. In addi- this occurs, the cylinder must be during an electrical power failure.
tion, certain fatty materials such as
removed and overhauled by an FAA- If electric power is not available, the
oil, grease, soap, lipstick, and lip
balm are serious fire hazards when
approved overhaul station. solenoid valve cannot be opened; in
in contact with oxygen. Do not allow the cylinder to become this case, select MANUAL DROP.
completely discharged because con-
CREW ONLY directs oxygen to the
taminants may be drawn into the
cockpit only (at the pilot’s side con-
regulator by negative pressures in sole oxygen mask outlets). Select
the cylinder caused by temperature CREW ONLY prior to landing at
variations. A completely discharged
field elevations above 12,000 ft to
oxygen cylinder must be removed prevent inadvertent deployment of
and overhauled as if it were a dam- passenger oxygen masks.
aged cylinder.
MANUAL DROP deploys passen-
Control ger oxygen masks. If the passenger
masks fail to deploy automatically, if
The left console contains the oxygen the electrical system fails, or if pas-
controls regulating flow to the passenger oxygen is required below a
senger compartment. An oxygen cabin altitude of 13,500 ± 600 ft
control valve labeled CREW ONLY, (e.g., smoke, fumes), select MAN-
NORMAL, MANUAL DROP (Fig- UAL DROP to route oxygen through
ure 5J-10) allows the pilot to select the manual control valve.
5J-9 5J-10

March 2009
Miscellaneous
Passenger Oxygen With EMER selected on the regulator
control knob, the regulator supplies
Passenger masks are stowed in over- 100% oxygen at 2 to 4 inches H2O
head containers above each passen- positive to the mask (pressure breath-
ger seat (Figure 5J-11). The masks ing). Select EMER when using mask
deploy automatically or manually, for smoke protection or when
depending on the oxygen selector increased oxygen flow is desired.
switch position. After the mask
In the 100% position, the regulator
drops, the passenger must pull the
supplies 100% oxygen on demand,
lanyard to start oxygen flow. regardless of altitude. Leave the selec-
With the oxygen selector in the tor in the 100% position so that the
NORMAL position, the solenoid mask is always ready for emergency
valve on the control valve closes and use at high altitudes and for smoke
passenger oxygen automatically protection. In the NORM position, the
shuts off when the cabin returns to regulator automatically supplies an
8,000 ft cabin altitude. If required, air/oxygen mixture (diluter demand).
passengers can continue to receive Selecting NORM for oxygen use at a
oxygen below 8,000 ft cabin altitude cabin altitude below FL250 extends
if the crew selects MANUAL the oxygen duration.
DROP. If the masks were manually An oxygen pressure detector in the
dropped, passenger oxygen contin- oxygen mask hose indicates a green
ues to flow until the crew selects band or a transparent window in the
CREW ONLY or NORMAL. supply line to verify oxygen pres-
sure. If the band is red, or opaque, no
Crew Oxygen Mask oxygen pressure is present.
Standard Mask
Crew Mask Microphone
The standard oxygen mask is a quick-
donning, sweep-on flight crew mask The crew mask has a microphone for
(Figure 5J-12) stows behind each internal communication and external
pilot's seat on a bulkhead bracket, and radio transmission. To transmit dur-
has a quick-disconnect oxygen line ing oxygen use, the crew uses the
that plugs into a connector on each following controls.
side console. A three-position regula- n A two-position microphone
tor control/selector knob (EMER/ selector switch on each crew-
100%/NORM) on the mask provides member's side console indepen-
the following selections. dently selects either the oxygen
5J-11 5J-12

March 2009
CAE SimuFlite
mask microphone or headset To use the intercom (via overhead

WARNING: The passenger oxy-
microphone (i.e., MIC OXY cockpit speakers) between crew-
gen system is not suitable for con-
MASK/MIC HEADSET) for members, select MIC OXY MASK
tinuous operation above 25,000 ft.
audio transmission and reception. on the side console, then press the
The crew oxygen system is not suit-
able for continuous operation above n Each crewmember has an inde- push-to-talk switch to the INPH
40,000 ft. pendently operated audio control position. Transmission through one
panel that includes toggle or crewmember's oxygen mask micro-
pushbutton selections, or a rotary phone is heard through the other
switch for PASS SPKR (passen- crewmember's overhead speaker.
ger speaker), COMM 1, COMM During external radio communica-
NOTE: Use of the EMER posi- 2, or EMER/COMM 1 for trans-
tion on the crew quick-donning tion, the intercom is inoperative.
mission only (see the Avionics
oxygen mask rapidly diminishes chapter for a description of the To transmit over passenger speakers
the oxygen supply. audio control panel). during oxygen usage, select MIC
n Each control wheel has a push- OXY MASK, INPH, and PASS
to-talk MIC/OFF/INPH switch SPKR; in this mode, external radio
(Figure 5J-13) to select either transmission is inoperative.
external radio transmission or
interphone use via the oxygen
mask microphone.
5J-13

March 2009
Miscellaneous
Preflight Inspection intact. Verify that the oxygen age indi-
NOTE: Headsets, eyeglasses, or
cates between 1,600 to 1,800 PSI.
During the exterior preflight inspection, hats worn by the crew may inter-
check the oxygen bottle over-pressure Prior to flight, instruct passengers on fere with quick-donning capabili-
port to ensure that the green disc is the use of passenger oxygen masks. ties of the mask.
ACTUAL ALTITUDE (FT) TIME
15,000 -18,000 30 minutes or more
22,000 5 to 10 minutes
28,000 2-1/2 to 3 minutes
35,000 30 to 60 seconds
40,000 15 to 20 seconds
45,000 9 to 15 seconds
Table 5J-A; Average Time of Useful Consciousness

March 2009
CAE SimuFlite
NOTE: For the table at right, Oxygen Duration Chart

cockpit masks are assumed to be at
the normal setting with a respira-
AVAILABLE TIME IN MINUTES
tory rate of 10 liters per minute
(body temperature pressure satu- CABIN 2 2 2 2 2
ALTITUDE 1 2
rated) and at 100% setting at and COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT
COCKPIT COCKPIT
above 25,000 ft. 2 CABIN 4 CABIN 6 CABIN 8 CABIN 10 CABIN
8,000 842 421 128 53 41 34
10,000 889 445 131 77 54 42 34
15,000 1000 500 137 80 56 43 35
20,000 1067 533 142 82 57 44 36
25,000 525 262 113 72 53 42 34
30,000 696 348 128 78 57 44 36
35,000 970 485 145 85 60 47 38
40,000 1103 552 152 88 62 48 39
Table 5J-B; Sweep on Oxygen Mask and 64 ft3 Cylinder

March 2009
Miscellaneous
The MASTER WARNING annunci-
ators and the annunciator panel pro-
For example, if a right Current Lim-
iter fuse were to fail (interrupting Warning
Systems
vide visual indication of various electrical power from the Battery
conditions and/or functions of Bus to the right Main Bus), the
selected systems. Red lights indi- Warning Controller would sense no
cate a malfunction that requires power on the right Main Bus and
immediate corrective action; amber prevent the left illuminated Master
lights indicate either a malfunction Warning Reset switch from flashing
that requires attention, but not neces- (display steady red). The opposite is
sarily an immediate action, or nor- true in the event of a left Current
mal system operation. The advisory Limiter fuse failure (the right Master
white lights notify the pilot of the Waning Reset switch would display
system's operational status. steady red). Ultimately, if there were
Annunciators dim automatically any confusion concerning exactly
when the PANEL LIGHT CON- which side had the failed Current
TROL toggle switch is in ON (see Limiter, the pilot could check the
Lighting in the Electrical chapter). engine gauges on the instrument
The red MASTER WARNING panel: the engine gauges on the side
annunciators illuminate when a red of the failure would have no power
annunciator illuminates, inadvertent (red flags).
thrust reverser deployment occurs,
or both amber GEN OFF annuncia- Rotary TEST Switch
tors illuminate (see the Electrical To test the audio warnings and other
chapter). The MASTER WARN- systems, use the rotary TEST switch
ING annunciators incorporate a reset on the left side of the pilot's switch
panel. The switch (Figure 5J-14)
switch actuated by pressing the
offers several positions of test instru-
MASTER WARNING RESET
ment.It will function only when the
annunciator. The light remains illu-
BATT switch is on. A red light
minated and flashing until reset,
above the test selector switch illumi-
even if the malfunction is corrected. nates whenever the switch is in any
Pressing a MASTER WARNING position but OFF. When the switch is
annunciator normally does not extin- rotated through each position, the
guish the associated annunciator. associated system warnings occur.
Various audio sounds are also part of The TEST switch checks various
the warning system. annunciators, lights, and audio warn-
TEST
Main Bus Power ings before takeoff. Refer to Table
5J-C, following page. OFF FIRE
ANNU
Failure Major annunciators, with brief
WARN
LDG
Each Master Warning Reset annun- explanations, are listed alphabeti- AVN
GEAR
ciator receives its electrical power cally to correspond with alphabetical BATT
designations on the illustration on SPARE
from its respective Main Bus. The TEMP
Warning Controller also senses bus page 5J-24. Specific information ANTI
SKID AOA
voltage on each Main Bus. When a about what causes each annunciator
to illuminate is in the appropriate OVER T/REV
Main Bus loses electrical power, the SPEED
Warning Controller senses the fail- system chapter. W/S TEMP
5J-14
ure and causes a steady illumination
on the only Master Warning Reset
switch that is still receiving power
(from the opposite Main Bus).

March 2009
CAE SimuFlite
Switch
Effect
Position
OFF The red light will be off and the test system inoperative.
FIRE The engine fire lights on the upper center instrument panel illuminate.
WARN
LDG Three green safe lights and the red unlocked light on the landing gear
GEAR control panel will illuminate and the warning horn will sound. Horn may be
silenced by pressing horn silence button on landing gear panel.
BATT The BATT O'TEMP light will flash and the battery temperature monitor
TEMP gauge will indicate 160°F, showing circuit integrity.
AOA The angle-of-attack meter needle shall go to .1 on the scale, then go past
the red area. The stick shaker will operate, and the indexer lights
(optional) will flash on and off.
T/REV The thrust reverser (six lights) and master warning lights will illuminate.
W/S The W/S AIR O'HEAT light will illuminate if LOW or HIGH is selected on
TEMP the windshield bleed air switch.
OVER The avionics power switch must be on for the check of overspeed warning
SPEED horn and related EFIS display information. The following indications will
occur:
The audible overspeed warning signal will sound and the PFD IAS will
indicate approximate VMO for the existing pressure altitude (red)
PFD Mach will read 400 (red)
Altitude will read 5000 feet
PFD 1 and 2 vertical speed will momentarily read 2000 feet per-minute.
The audible overspeed warning sounds.
ANTI Initiates a self-test in the anti-skid system. ANTI-SKID INOP will flash and the
SKID master caution will illuminate steady for approx. 6 seconds. Both Anti-Skid
INOP and Master Caution will extinguish if the system checks operational. If
the system does not check operational, the light will remain illuminated.
AVN The avionics power switch must be ON for the avionics system test to be per-
formed. The following annunciators will flash on the annunciator panel. AP
PITCH, AP ROLL MISTRIM, CHECK PFD1, CHECK PFD 2, and NOSE AVN
FAN. Autopilot/flight director mode selector panel lights, EFIS and FMS associ-
ated lights will illuminate. The MASTER CAUTION will illuminate and is resetta-
ble. Optional avionics equipment annunciators will also illuminate. The altitude
alert horn will sound.
ANNU All the annunciator panel lights and the master caution will illuminate. The
master warning light will flash. The turbine speed indicator will self-test. For
example, the red lights will illuminate and the digital display will flash “8”s.
When the avionic power switch is ON the altitude alert will sound and the
autopilot/flight director mode selector panel lights will illuminate. EFIS and
FMS associated lights will also illuminate. the MASTER WARNING or
MASTER CAUTION lights can not be reset when the TEST selector is on
the ANNU position. Optional equipment annunciation lights should also illu-
minate.
Table 5J-C; Rotary Test Switch

Position

March 2009
Miscellaneous CAE SimuFlite
Annunciator Panels
Citation Bravo Developed for Training Purposes 5J-23 5J-24

March 2009
CAE SimuFlite
Annunciator Panels
A
BOTTLE 1 BOTTLE 2
ARMED ARMED
BATT CAB ALT LO OIL FIRE OIL FUEL FUEL LO FUEL LO FUEL FUEL PUSH PUSH
S EMER EMER S
AC ARM ARM
> 160º L R L R L R L R L R L R L R L R
T T
FAIL UNLOCK
O LH RH O
UNLOCK
W ENG ENG W
S FIRE FIRE
DEPLOY S DEPLOY
W NORMAL NORMAL W
GEN INVTR LO BRK EMER LO HYD LO HYD ENG DOOR BAGGAGE CABIN
ANTISKD SPD BRK HYD BLD AIR AFT BAG
L R 1 2 INOP EXTEND L R PRESS L R GND L R DOOR C
A F B
B E
BOTTLE 1 AC BOTTLE 2
> 160º
ARMED FAIL L R L R L R L R L R L R L R L R ARMED
PUSH GEN INVTR LO BRK EMER LO HYD LO HYD ENG DOOR BAGGAGE CABIN
PUSH
S EMER L R 1 2 L R L R L R EMER S
ARM INOP EXTEND PRESS GND DOOR ARM
T T
O AP PTCH CHECK NOSE GROUND F/W STBY P/S ENG WS AIR AIR DCT
LH RH O
UNLOCK W
MISTRIM PFD 1 AVN FAN IDLE SHUTOFF P/S HTR HTR ANTI ICE O'HEAT O'HEAT
ENG W UNLOCK
ENG AP ROLL CHECK AOA HTR SURFACE ACM
FIRE MISTRIM PFD 2
L R FAIL L R L R DEICE O'PRESS FIRE
DEPLOY S S DEPLOY
W NORMAL NORMAL W
% RPM % RPM % RPM

N1 800 L N2 R FUEL FLOW
PULL AP OFF
AP PTCH CHECK NOSE GROUND F/W STBY P/S ENG WS AIR AIR DCT
9 3 0
UP YD OFF FL 2
I PULL
D
T
MASTER BELOW
G/S FMS HDG 700 UP MASTER
100 3000 HDG N AV APR BC VNAV ALT VS FLC
WARNING 110 120
ALT IDT
WARNING
G/S
FMS WPT N N I I O O O O F F
M877 RESET CANCELLED
100 I I I I U U
BELOW RESET M877
1 1 T T 80 XPDR/TCAS
G/S
CHRONOMETER 1.0 T T
L L L 100 L E E CHRONOMETER
600 G/S
MISTRIM AVN FAN IDLE SHUTOFF ANTI ICE O'HEAT O'HEAT

ANGLE OF L L RANGE ALT VFR
PFD 1
.8 90 CANCELED
P/S HTR
MASTER 2000
HTR
ON TA
ATTACK P P T 80 T MASTER
500 R
60 R
OFF SBY PUSH TA\
CAUTION M.424 80 E E Q Q RA AP OFF
CAUTION
GMT LT FT ET
.6 RESET 240 1013HP E E M 60 M T T PUSH
TST
RESET
HDG VS 60 400 S 40 S P P Y Y 1/2 YD OFF
HDG VS
GMT LT FT ET
ASEL 500 ASEL
SELECT CONTROL 100 00 S S 40 1000 100 00 SELECT CONTROL
AP ENG AP ENG
N42EE
40 300
N42EE
SEL CTL .4 240 8500 220 20 R.A.T. FMS HDG
240 8500 SEL CTL
.2 L 20 R L R L R L 20 R L R F
10 10 200 FMS WPT
DAVTRON 200 08000 DAVTRON
0 0 0 0
AOA HTR SURFACE

0 0 HF
CHECK ACM
COCKPIT
AP ROLL
220 87 % RPM °C PSI °C LBS 220
20 20 10 10 C
HF 20 20
180 CABIN
SC IN GSPD SC IN GSPD
HSI
CP HPA TTG
ET NAV FMS 10 10 20 29.92IN 10 10 20 HSI
CP HPA TTG
ET NAV FMS
L R L R L R
200 80 00
80
BARO
HDG N AV APR BC V N AV ALT VS FLC
200 80 00
80
APR ATT
FAIL
NAV ADF NAV ADF NAV ADF NAV ADF
PFD 2 DEICE O'PRESS

PULL
MISTRIM
OFF FMS OFF FMS USE STBY CHAN 25K OFF FMS OFF FMS
TEST 180 10 10 180 10 10 TEST
COMM1 1
AP XFER XPDR OFF PULL
0 0 0 0 0 10
OFF CHAN OFF
BRG
ADI
DIM
DH
TST BRG
FD 1
AP XFER
ENG ALT
MAG2 360 FMS
27.4NM
TEST
FAN 1
BRG
ADI
DIM
DH
TST BRG
TOTAL HOURS
160 7500 FD 2 PRI SEC 160 7500
KDVT
29.92IN 7MIN 29.92 IN
EMER COMM 1 COMM ADF NAV EMER COMM 1 COMM ADF NAV
CRS N USE STBY CHAN
PULL
CRS
VOR1 25K VOR2
360 +I 360 +I
PASS
SPKR 1 2 1 2 1 2
° 27.4NM 1000
3
COMM2 ° 57.8NM 1000 PASS
SPKR 1 2 1 2 1 2
33 OFF PULL
2 CHAN 2
COMM AUTO IDENT DME SPKR N 3
PLAB1 TEST
N 3 COMM AUTO IDENT DME SPKR
1 33 3 N 3
FAN 2
33 3
OFF 33 6 1 OFF
2 2
30
VOLUME PBDO1 VOLUME
30
30
SEL VOICE
6
1 2 HDPH SEL VOICE 1 2 HDPH
30
6
H S LL01 H S
D P 1 USE STBY 1
MKR D P
P K PLAB2 50 NAV1 P K MKR
E
W
W
E
E
H R
0 1000 KDVT OFF PULL 0 1000 H R
ID
12
24
PASS SPKR MASTER 1 2 MUTE PASS SPKR MASTER 1 2 MUTE
1 1
24
24
12
12
VOR2 21
15 VOR2
S
VOLTAGE SEL 15 50 50 15
21 2 21 2
BATT
S TCAS TEST RA 12.5 + 12 USE S
LH RH D.C. 200 200 HDG GSPD 3 CRS ADF
ABV TA 14.5 - 12 NAV2 HDG GSPD 3
GEN GEN 20 VOLTS 30 D.C.AMP
300
D.C.AMP
300 360 225 KTS FL 360 225 KTS
57.8NM 225KT 14MIN
100 100
23 OFF PULL
ID 23
0 400 0 400
-12 25
10 40 ON
FLT
TEST
BARO 27.4NM 225KT 07MIN ADF BARO BENDIX / KING
OFF HOLD
USE STBY/TIMER
OFF FIRE STD ON TCAS 315 ADF STD
ANNU WARN
LDG
DC POWER AVIONIC POWER
BENDIX / KING
OFF HOLD
AUTO -10
45.0 ADF BFO RFQ FLT SET
OFF VOL
AVN ET
HDG
RST
GEAR L GEN BATT R GEN INV 1 ON -05 TAS
SPARE BATT
TEMP N 360 234
ANTI
SKID AOA OFF OFF
O
R
GPWS
FLAP OVRD
GPWS
TEST
TCAS DSP
AUTO WX GSPD IDT
TST
GND
ON 10
SBY
OVER T/REV M GPWS FLAP GPWS TCAS DSP
TGT 245 SBY ALT 90
SPEED
W/S TEMP
OVRD ON INOP MAN
-3 XPDR 1
OFF
5 OXYGEN 15 60 °F 120
RESET EMER RESET INV 2 OFF
STAB 00
VFR
PUSH
30 150
CROSSFEED FUEL BOOST ENGINE START IGNITION
VNAV VSPEEDS TERR ALT 0 180
100 00
J
LH DISENGAGE RH R
LH ON RH LH ON RH IDT GND 0 PSI 20 B A T T
T E M P
B
TST ON x100
O FL GND SBY ALT
IN TRANSIT START OFF
F DISG XPDR 2
F
C F
VFR
PUSH
ELT
ACTIVATED
NORM NORM
NORM NORM WHEN LIT
ANTI ICE / DEICE
LH OFF RH
EMERGENCY USE ONLY

EMERGENCY USE ONLY
PITOT & W/S BLEED W/S ALCOHOL ENGINE SURFACE ON
TANK TANK STATIC HI ON LH RH AUTO
FWD AFT
HDG REV ATT REV ADC REV MODE FAN FAN
O O HDG REV ATT REV ADC REV LDG GEAR COMP
F F A/C HI HI ON
F F UP DOWN
NOSE O
TEMPERATURE CONTROL
OFF LOW OFF OFF OFF AUTOMATIC F ARM
LH RH RESET STDBY LH RH 15
WINDSHIELD BLEED AIR FAN RH
LH GYRO SLAVE EXTERIOR LIGHTS FLOOD LTS ON LEFT CENTER RIGHT EL PASS ANTI- LH RH
M
HOT F TEST/RESET
SELECT ON
ENG ENG GYRO ON ON 20 WAIT 1 SECOND
VERT GYRO SAFETY BEACON HORN SKID 10
4 5 A
LH RH OVHD DEFOG VERT GYRO GYRO SLAVE
FAN LO LO
SELECT ARM
HI MAN LH RECOG ANTI NAV WING O HI HI HI MAN LH
O O
SILENCE ON 3 6 25
SET ALT N OFF
F GEAR
F F F 2 7 U O
UNLOCKED 5 8
FL EXER A F COCKPIT VOICE RECORDER
F F 1 30 COLD HOT
9 L MANUAL F
REC/TAXI REC/TAXI DIFF 35 COLD HOLD
OFF OFF SEATBELT PUSH
TEST OFF 0
PRESS 40 NORM OFF MAX OFF MAX LOW LOW NORM AUTO RH 5 SEC
PANEL LIGHT CONTROL LANDING LIGHTS OFF 45
NORM AUTO RH COLL OFF INSP LIGHTS CABIN ALT
x1000 FT
RATE ON TEST HEADSET ERASE
LH RH
CONTROL LOCK PULL EMER BRAKE-PULL
PULL
PARK BRAKE-PULL PULL RAIN
PULL AP OFF
MASTER
GND EMER
GND IDLE E OFF
HIGH MANUAL DEPRESSURIZE M FLOOD COOLING
UNLOCK BEFORE LANDING E OFF
R PRESS SOURCE
AUX GEAR M UP
CONTROL A
N D
1. PULL & TURN NORMAL AUTO U U
A M CKPT CABIN
TEE HANDLE L P
WARNING
45° CW TO DOWN
UNLOCK AIR
2. PULL ROUND PRESS SYSTEM SELECT FLOWDISTR
UP YD OFF UP
KNOB TO BLOW
GEAR DOWN
RESET G
BELOW
G/S FMS HDG
BELO W
G/S D I H G
G/S
MASTER CANCELLED FMS WPT G/S
CANCELED
CAUTION
RESET AP OFF
D H
YD OFF EFIS
GPWS GPWS TCAS DSP Annunciators
FLAP OVRD TEST AUTO FMS HDG
J TEST
GPWS FLAP
OVRD ON
GPWS
INOP
TCAS DSP
MAN
I OFF FIRE
FMS WPT NOSE ANNU WARN
HF AVN LDG
E COCKPIT LH RH GEAR
HF
G SPARE BATT
AP XFER XPDR CABIN TEMP
FD 1 ENG ALT ANTI
SG FAIL
SKID AOA
AP XFER GEAR
PRI SEC
FD 2 UNLOCKED OVER T/REV
SPEED
W/S TEMP

March 2009
Miscellaneous
Major annunciators, with brief explanations, are listed alphabeti-
cally to correspond with alphabetical designations on the illustra-
Annunciator
tion on page, 5J-24. Specific information about what causes each
annunciator to illuminate is in the appropriate system chapter.
Cross
A
Reference
BATT The red battery overtemperature light will illuminate with a
O'TEMP steady light at temperatures over 145°F and will flash at
temperatures over 160°F. Illumination of the light also
triggers the master warning system which will illuminate
the master warning light.
GEN The amber generator OFF light advises that left and/or
OFF right generator is not connected to the airplane bus.
L R illumination of both left and right lights will trigger the
master warning system which will illuminate the master
warning light.
CAB ALT The red cabin altitude light advises that the cabin
10K FT pressure altitude is above 10,000 feet. Illumination of the
light also triggers the master warning system which will
illuminate the master warning light.
AC FAIL The red alternating current fail light advises that the AC
power bus voltage is above-130 VAC or below 90 VAC.
Illumination of light also triggers the master warning
system which will illuminate the master warning light. The
AC FAIL light will remain illuminated until the MASTER
WARN light is reset, even if the fault is momentary AC
FAIL annunciation unless both inverter lights are
illuminated. If both inverters have failed, acknowledgment
of the master warning will cancel the master caution.
LO OIL The red oil pressure warning light advises that the oil
PRESS pressure is below safe limits (45 PSI) in left or right engine.
L R Illumination of light also triggers the master warning system
which will illuminate the master warning light
LO BRK The amber power brake low pressure light advises that
PRESS the power brake hydraulic pressure is low.
INVTR The amber inverter fail light advises that the number 1 or
FAIL number 2 inverter output voltage is above 130 volt VAC or
1 2 below 90 VAC. The failure of both inverters also triggers
(AC FAIL). resetting the master warning reset switch will
extinguish the AC FAIL annunciation unless both inverter
lights are illuminated.If both inverters have failed,
acknowledge of the master warning will cancel the master
caution.
LO OIL The red oil pressure warning light advises that the oil
PRESS pressure is below safe limits (45 PSI) in left or right engine.
L R Illumination of light also triggers the master warning system
which will illuminate the master warning light.

March 2009
CAE SimuFlite
A (Con’t)
LO BRK The amber power brake low pressure light advises that
PRESS the power brake hydraulic pressure is low.
ANTI-SKID The amber anti-skid inoperative light advises that the anti-
INOP skid system is inoperative.
FIRE The amber fire detection system light advises that the
DET SYS engine fire detection system has failed.
L R
EMER The amber emergency pressurization light advises that

PRESS emergency pressurization has been manually selected or
automatically activated by an air cycle machine overheat.
OIL The amber oil filter bypass light advises that bypass of the
FLTR BP left and/or right oil filter is impending.
L R
LO HYD The amber hydraulic flow low light advises that the left
FLOW and/or right hydraulic system flow is below approximately
L R 0.35 to 0.55 gallons per minute.
FUEL The amber fuel gauge light advises that the fuel gauging
GAUGE system has detected an error.
L R
LO HYD The amber hydraulic low level light advises that the fluid
LEVEL level in the hydraulic reservoir is low.
FUEL The amber fuel boost ON light advises that electrical

BOOST power has been applied to the left and/or right boost
L R pump.
ENG The white engine vibration light advises that engine

VIB vibration has exceeded prescribed limits. Refer to the
L R FAA Approved Airplane Flight Manual for proper
procedures.
LO FUEL The amber fuel low light advises that the fuel quantity in
LEVEL the left and/or right tank is below approximately 185
L R pounds or less.
DOOR The amber door seal light advises that the door seal is not
SEAL inflated.
LO FUEL The amber low fuel pressure light advises that the fuel
PRESS pressure is low in the left and/or right systems.
L R
BAGGAGE The amber baggage door light advises that either one or
DOOR both of the nose baggage doors is/are not locked.
L R
FUEL The amber fuel filter bypass light advises that bypass of
FLTR BP the left and/or right fuel filter is impending.
L R

March 2009
Miscellaneous
CABIN The amber cabin door light advises that the cabin door is
DOOR not locked.
AFT BAG The amber aft baggage door annunciator advises that the
DOOR aft baggage door is unlocked.
AIR DCT The amber air duct overheat light advises that the
O'HEAT ventilation duct temperature exceeds safe limits.
ACM The amber air cycle machine overpressure light advises

O'PRESS that the air cycle machine pressure is over 42 PSI.
WS AIR The amber windshield air overheat light advises that the
O'HEAT bleed air to the windshield exceeds safe temperature limits.
SURFACE The white surface deice light advises that the surface
DEICE deice boots are inflated to a pressure of over 21 PSI.
BLD AIR The amber bleed air ground light advises that the high
GND flow rate of bleed air has been selected from the right
engine for ground operation of the air conditioner.
ENG The amber engine anti-ice light advises that the left and/or
ANTI-ICE right engine inner fan exit stator, or wing anti-ice has failed.
LR
P/S The amber pitot-static heater OFF right advises that the
HTR left and/or right pitot heat is off.
L R
STBY The amber standby pitot-static heater OFF light advises

P/S HTR that the standby pitot heat is off.
HYD The amber Hydraulic pressure ON light advises that the

PRESS hydraulic system is pressurized.
AOA HTR The amber angle-of-attack heater fail light advises that
FAIL the heating element in the vane is inoperative.
F/W The amber firewall shutoff light advises that the left and/or
SHUTOFF right fuel and hydraulic shutoff valves are closed.
LR
SPD BRK The white speed brake extend light advises that the left
EXTEND and right speed brakes are fully extended
GROUND When the airplane is on the ground, the amber ground

IDLE idle light advises that the ground idle switch is in normal
(NORM) position.
(BLANK) This amber light is blank on airplanes with standard

equipment.
NOSE The amber nose avionics fan fail light advises that the
AVN FAN nose avionics compartment cooling fan has failed

March 2009
CAE SimuFlite
CHECK The amber check PFD 1 light advises that the pilot's
PFD 1 primary flight display (PFD) has a malfunction. Check the
pilot's PFD against the standby instruments or the
copilot's PFD
CHECK The amber check PFD 2 light advises that the copilot's
PFD 2 primary flight display (PFD) has a malfunction. Check the
copilot's PFD against the standby instruments or the
pilot's PFD
AP PTCH The amber autopilot pitch mistrim light advises that the
MISTRIM autopilot is in an out-of-trim condition,
AP ROLL The amber autopilot roll mistrim light advises that the
MISTRIM autopilot is in an out-of-trim condition, and that a
sustained trim input is being applied to the aileron servo.
ARM/ The amber ARM light indicates the isolation valve is open
UNLOCK/ and the system is pressurized. The amber UNLOCK light
DEPLOY indicates the TIR is not fully stowed and that reverser
doors are unlocked. The white DEPLOY light indicates
the thrust reverser is fully deployed.
BOTTLE The white BOTTLE ARMED PUSH switch lights indicate

ARMED the engine fire extinguisher cartridges are armed to fire
PUSH into the engine selected by the ENGINE FIRE PUSH
switch light. Push the BOTTLE ARMED PUSH switchlight
to release extinguishing agent.
ENGINE FIRE An illuminated red ENGINE FIRE PUSH switch light

PUSH indicates the corresponding fire detection loop has
LH/RH detected a temperature of approximately 500°. Pushing
the switchlight closes the fuel and hydraulic firewall
shutoff valves, arms both extinguisher bottles (illuminates
the BOTTLE 1/2 ARMED PUSH switchlights), trips the
generator field relay, and removes power from the thrust
reverser isolation valve.
B
MASTER The red switchlight flashes when a red annunciator
WARNING illuminates, inadvertent thrust reverser deployment occurs,
RESET or both GEN OFF annunciators illuminate. It continues to
flash until reset, even if the malfunction is corrected.
MASTER The amber caution reset illuminates when an amber

CAUTION annunciator panel light illuminates. If the situation causing
RESET the illumination clears, the lights will extinguish, when the
MASTER CAUTION is pressed, it will extinguish until
another amber annunciator illuminates.

March 2009
Miscellaneous
C
AP OFF Steady illumination of the amber annunciator indicates the
autopilot is disengaged due to one or more of the
following:
Abnormal - AC or DC power loss, vertical or directional
gyro failure, or torque limiter failure
Normal- A/P test button pushed, vertical gyro switch (HI)
or left right gyro switch actuation. Momentary illumination
indicates the A/P trim disconnect switch is pushed.
PULL UP Illuminates when excessive terrain closure is detected by

the GPWS.
YD OFF Indicates yaw damper has been disengaged.
BELOW Enables the pilot to purposely descend below the

GS glideslope.
G/S Illuminates if the below the G/S switch annunciator is

CANCELLED pressed CANCELLED below1000 feet above ground level.
FMS Flight management system heading mode selected

HDG
FMS Flight management system waypoint mode enabled

WPT and airplane is within 30 seconds of the next leg change.
D
GPWS Indicates flap warnings are on.
FLAP OVRD
GPWS FLAP Indicates flap warnings and nuisances are off.

OVRD ON
GPWS Illuminates when the ground proximity warning system is

TEST in test mode
GPWS INOP Indicates GPWS is disengaged or inoperative
TCAS DSP Traffic alert and collision avoidance system auto mode
AUTO engaged, will automatically switch the multifunction
display to TCAS information.
TCAS DSP Only traffic proximity warning will be given and TCAS I
MAN display is selected.

March 2009
CAE SimuFlite
E
AP XFER Indicates the flight director 1 is providing guidance to the
FD 1 autopilot.
AP XFER Indicates the flight director 2 is providing guidance to the

FD 2 autopilot.
XPDR Transponder alternate mode selected

ENG ALT
PRI SEC Illuminates when a primary or secondary PFD switch occurs
F
HF Environmental sound monitor for cabin, helps identify an
CABIN out of sync fan
HF Environmental sound monitor for cockpit, helps identify an

COCKPIT out of sync turbine
G
SG FAIL The red "X" illuminates in the PFD or MFD if the data feed
to the tube fails. The tubes go black if they fail. To revert a
data feed failure, turn the SG1/NORM/SG2 switch to the
side that has not failed.
MSG Illumination of the amber message (MSG) annunciator

indicates the VORTAC Positioning Unit (VPU) is not
supplying navigation or position update information to the
flight management system, or there was a disagreement in
sensor positions. It will illuminate. It will illuminate when any
message is displayed on the FMS CDU.
H
DR The amber light illuminates when the system is in dead
reckoning.
DISP The amber annunciator illuminates if the either cooling

FAN fan fails. Continued operation with the fan failed may
cause display failure(s) due to overheating.
PFD The amber annunciator illuminates if the EFIS electronic

HOT display is overheated due to cooling fan failure.
Continued operation may result in display failure due to
overheating.
MFD The amber annunciator illuminates if the display is

HOT overheated due to EADI/EHSI cooling fan failure.
Continued operation may cause display failure due to
overheating.
IC 1 HOT The amber annunciator illuminates if one of the IC-600

IC 2 HOT computers overheats. Continued operation may cause a
failure of the IC-600.

March 2009
Miscellaneous
I
GEAR The red annunciator illuminates with the gear handle
UNLOCKED down to indicate one or more gear assemblies are not
down and locked. It illuminates with the gear handle up to
indicate at least one gear assembly has unlocked from
the down position, but is not yet up and locked.
NOSE The green annunciators illuminate on gear extension as

LH/RH each gear microswitch (nose gear, left and right main
gear) makes contact with its respective gear down
microswitch; this indicates the gear is in the down and
locked position.
J
Rotary When the red light above the rotary TEST switch is off,
Test Switch the test system is inoperative and the test system is
inoperative and the TEST switch is in OFF. See table 5J-
D, for explanations of test positions.

March 2009
CAE SimuFlite

March 2009
Miscellaneous
Thrust Reverser System Data
Summaries
Power Source Left/Right Main DC buses
Hydraulic system
Distribution Deploy circle (T/R lever aft):
Hydraulic open-center bypass valve (closes)
Isolation solenoid valve (open)
Thrust reverser hydraulic system (pressurized)
Then, if either landing gear squat switch actuates:

Deploy solenoid/control valve actuated
Reverser actuator deploy port actuated
Thrust reverser buckets open
Deploy limit switch engaged
Stow cycle (thrust reverser lever forward):

Stow solenoid/control valve actuated
Reverser actuator stow port actuated
Deploy limit switch disengaged
Thrust reverser buckets closed
Thrust reverser hydraulic system (depressurized)
Isolation solenoid valve closed
Hydraulic open-center bypass valve (opens)
Control Thrust reverser levers
Emergency stow switch
Rotary test switch: THRU REV position
LH/RH ENG FIRE PUSH switchlights
Monitor DEPLOY/UNLOCK/ARM lights
HYD PRESS ON Annunciator
MASTER WARNING lights
Protection Throttle feedback system – In case of inadvertent deploy-
ment during takeoff or in flight, throttle feedback system
holds engine thrust at idle during thrust reverser transition.
Emergency stow system – Bypasses normal stow system

with override command to stow.
THRU REV LH/RH 7.5A circuit breakers

March 2009
CAE SimuFlite
Oxygen System
Power Source Left/Right Main DC buses
Pressurized oxygen in storage bottle
Control Oxygen pressure/regulator
Oxygen control Valve
PASSENGER MASK/MANUAL DROP/NORMAL switch
MIC OXY MASK selector switch
Mask oxygen selector
Oxygen cylinder shutoff valve
Altitude pressure switch/solenoid valve
Monitor Oxygen pressure gauge
Overboard discharge indicator (Green disc)
Passengers/masks visual scan
Crew oxygen flow indicator (Sweep -on mask) inline to
masks
CAB ALT 10,000 FT annunciator
Protection Overpressure vent
Cylinder pressure exceeding 2,500 PSI ruptures green
disc at end of pressure vent flush-mounted in fuselage);
oxygen discharges overboard
OXYGEN/SEAT BELT circuit breaker
CB is on left power junction (“J”) box and is THRU REV
LH/RH (7.5A)circuit breakers
Not Accessible in flight
Miscellaneous Oxygen cylinder is below right nose baggage compart-
ment floor.

March 2009
This chapter describes the aircraft systems that extract, distribute,
and control engine bleed air. The combination of these systems in Pneumatic
this chapter presents the flow of the engine bleed air and its use
throughout the aircraft. Systems
This chapter has two sections. The first section addresses the
pneumatic and air conditioning system of the Citation Bravo. The Chapter 5K
second section addresses the pressurization system.
The bleed air system extracts engine bleed air and transfers it to
various other systems (e.g., air conditioning, ice and rain protec-
tion, and pressurization). For a description of the ice and rain pro-
tection system, see the Ice and Rain chapter.
The air conditioning system routes engine bleed air through a pre-
cooler and an Air Cycle Machine (ACM) for temperature adjust-
ment, then distributes this conditioned air throughout the aircraft
for cabin pressurization. Temperature controls and various valves
regulate the air temperature and distribution.
Conditioned bleed air enters the cabin through outlets in the floor
and ceiling. Two pressurization system outflow valves regulate
the flow of air out of the pressure vessel to maintain a comfortable
cabin pressure.
For the onboard oxygen system, refer to the Miscellaneous chapter.
Citation Bravo Developed for Training Purposes 5K-1

July 2004
CAE SimuFlite
5K-2 Developed for Training Purposes Citation Bravo

July 2004
Pneumatic Systems
Pneumatic/Air Conditioning System Schematic . . . 5K-6

Bleed Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-7
Table of
Extraction and Collection . . . . . . . . . . . . . . . . . . . . . . 5K-7 Contents
Tailcone Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-7
Cluster Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-7
Bleed Air Shutoff (Flow Control) Valves . . . . . . . . . . . 5K-8
Ground Shutoff (Flow Control) Valves . . . . . . . . . . . . 5K-8
Emergency Pressurization Valve . . . . . . . . . . . . . . . . 5K-9
PRESS SOURCE Selector . . . . . . . . . . . . . . . . . . . 5K-10
Pneumatic Bleed Air. . . . . . . . . . . . . . . . . . . . . . . . . 5K-11
Bleed Air Pressure Regulator and Relief Valve . . . . 5K-11
Entrance Door Seal System. . . . . . . . . . . . . . . . . . . 5K-11
Air Conditioning System . . . . . . . . . . . . . . . . . . . . . 5K-13
Air Cycle Machine. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-13
Temperature Control And Bypass Mixing Valve . . . . . 5K-14
Temperature Sensors. . . . . . . . . . . . . . . . . . . . . . . . 5K-15
Air Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-15
Overhead Air Blower . . . . . . . . . . . . . . . . . . . . . . . . . 5K-15
Flow Divider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-15
Ventilation Outlets. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-15
Defog Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-16
Fresh (Ram) Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-16
Flood Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-16
Avionics Bay Cooling System. . . . . . . . . . . . . . . . . . . 5K-16
Instrument Panel Cooling . . . . . . . . . . . . . . . . . . . . . . 5K-16
Vapor Cycle Air Conditioning . . . . . . . . . . . . . . . . . . . 5K-17
Vapor Cycle Air Conditioning Controls . . . . . . . . . . . 5K-17
Servicing and Procedures . . . . . . . . . . . . . . . . . . . . 5K-19
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-19
Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-19
Pneumatic System/Air Conditioning
Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-19
Air Duct Overheat. . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-19

July 2004
CAE SimuFlite
Air Cycle Machine Overpressure. . . . . . . . . . . . . . . 5K-19

ACM Overheat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-19
Pressurization System Schematic . . . . . . . . . . . . . 5K-20
Pressurization System . . . . . . . . . . . . . . . . . . . . . . . . 5K-21
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-21
Outflow Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-21
Climb and Dive Solenoid Valves . . . . . . . . . . . . . . . 5K-22
Altitude Limit Valves . . . . . . . . . . . . . . . . . . . . . . . . 5K-22
Emergency Dump Valve . . . . . . . . . . . . . . . . . . . . . 5K-22
Pressurization Controller . . . . . . . . . . . . . . . . . . . . . 5K-23
Emergency Dump Valve . . . . . . . . . . . . . . . . . . . . . 5K-24
Differential/Cabin Altimeter . . . . . . . . . . . . . . . . . . . . 5K-24
Cabin Altitude Annunciator . . . . . . . . . . . . . . . . . . . . 5K-24
AIR DUCT O’HEAT Annunciator . . . . . . . . . . . . . . . . 5K-25
Emergency Pressurization. . . . . . . . . . . . . . . . . . . . . 5K-25
EMER PRESS ON Annunciator . . . . . . . . . . . . . . . . 5K-25
Mixing Tube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-25
Tailcone Pressurization . . . . . . . . . . . . . . . . . . . . . . . 5K-25
Abnormal/ Emergency Procedures . . . . . . . . . . . . 5K-27
Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . 5K-27
Overpressurization . . . . . . . . . . . . . . . . . . . . . . . . . 5K-27
Cabin Door Not Locked . . . . . . . . . . . . . . . . . . . . . . . 5K-27
Cabin Pressurization Controller Failure . . . . . . . . . . . 5K-27
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . 5K-28
Rapid Decompression (CAB ALT Annunciator
Illuminated) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-28
Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . 5K-28
Environmental System Smoke or Odor . . . . . . . . . . . 5K-28
Smoke Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-28
Data Summaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-29
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-29
Engine Bleed Air . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-30
Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5K-30

July 2004
Pneumatic Systems CAE SimuFlite
Pneumatic /
Air Conditioning
System
Citation Bravo Developed for Training Purposes 5K-5 5K-6

September 2005
CAE SimuFlite
Pneumatic/ Air Conditioning Schematic
RIGHT FLOW CONTROL GROUND CONTROL

LH MAIN BUS EXT RH MAIN DC BUS (AFT J BOX) SHUTOFF VALVE VALVE (18 LBS/MIN) ACM
(6 LBS / MIN) O'PRESS
O'PRESS
20A CABIN AIR FLOOD

20A COOLING RIGHT PRIMARY
BLEED AIR OVERPRESSURE BLD AIR
GND
1 ENGINE BLEED AIR 2 SYSTEMS BLEED AIR FLOOD COOLING
CLUSTER SWITCH
CONE ANTI-ICE DE-ICE BOOTS OVHD DEFOG ON
T1 PROBE ANTI-ICE W/S BLEED AIR
FLOOD LH MAIN BUS EXT
INLET ANTI-ICE PRESS CONTROLLER HI HI
COOLING
VALVE NORM
STATOR ANTI-ICE DOOR SEAL O TEMP
CPT CABIN PRESS RH CROSSOVER BUS
STATOR COOLING 23 PSI CONTROLLER F OFF 1 5A
F 5A
TURBINE COOLING
LOW LOW FLOOD
AIR EMER
OIL SEALS FLOW DISTR COOLING 5A PRESS
FUEL SYSTEM
AFT PRESSURE NORM
BULKHEAD FRESH
AIR LH RH
GND EMER
OFF
AUXILIARY SECONDARY RAM AIR

PLENUM OVERPRESSURE SWITCH
OVERHEAD
BLOWER
3
BYPASS MIXING
MIXING 2 VALVE
CHECK TUBE
WEMAC VALVE SYSTEMS COOLING TURBINE (T) AND
CABIN TEMP SENSOR BLEED AIR AMBIENT COOLING COMPRESSOR (C)
WINDSHIELD & BLOWER ASSEMBLY OUTLETS OVERHEAD AIR IN
DEFOG T C
COCKPIT VENT (ABOVE INTERIOR (WEMAC) DUCT BLOWER BLEED AIR
FOOT WARMER HEADLINER) DEFOG FAN PRECOOLER
WEMAC CABIN AIR
OVERBOARD
PLENUM
WATER
OUTFLOW SEPARATOR
RESTRICTOR VALVES
WATER TO
ASPIRATOR
AT AMBIENT
100°F (38°C) AIR INLET
THERMOSWITCH AMBIENT
AIR OUT
SIDE WINDOW PASSENGER ARMREST UNDER-FLOOR MAIN PLENUM FLOW DIVIDER LEFT EMER
DUCT BLEED AIR PRESS
DEFOG FOOTWARMER WARMER DUCT O'HEAT CLUSTER
SENSOR ACM OVERHEAT
SENSOR
3 450°F AIR DCT
RAM AIR TEMPERATURE CONTROL O'HEAT
MANUAL AUTOMATIC
COLD AIR HOT OVERTEMP
1 PROTECTION 315°F (157°C)
BLEED AIR CIRCUIT
OFF
HEAT-EXCHANGER COOLED BLEED AIR 410°F (210°C)
MANUAL COLD
CONDITIONED AIR COLD HOT HEAT EXCHANGER
MANUAL
EMERGENCY LEFT FLOW CONTROL
PRESSURIZATION VALVE SHUTOFF VALVE (6 LBS / MIN)

September 2005
Pneumatic Systems
Extraction and
Collection
n
n
ground shutoff valve
emergency pressurization valve
Bleed Air
Extraction of bleed air occurs during n
check valves
PRESS SOURCE selector switch
System
engine(s) operation from the four and
eight o'clock positions of each n
bleed air pressure regulator.
engine's high pressure (HP) compres-
sor. The transfer tubes are on the front Cluster Assemblies
of the bypass duct. The transfer tube's Engine bleed air passes through the
design restricts the airflow from the nacelles into each engine's respec-
HP compressor to prevent excessive tive cluster assembly manifold in the
bleed air draw from the engines. tailcone. Each assembly provides
The distribution of bleed air occurs via three individual outlets for bleed air
the nacelle pneumatic system through to one of the following systems:
the pylon into the tailcone, where it is n air conditioning and pressuriza-
available for use in the respective air- tion
craft systems (Figure 5K-1)
n emergency pressurization (left
Tailcone Distribution engine)
Major components of the distribu- n bleed air ground (right engine)
tion system include: n deice boots, pressurization control,
n cluster assemblies windshield anti-ice, rain removal,
and other pneumatic systems.
n flow control shutoff valves
BLEED AIR
CLUSTER
TRANSFER
ELBOW TUBES
ASSEMBLY
5K-1

September 2005
CAE SimuFlite
Bleed Air (Flow Control) Electrical power moves the shutoff

Shutoff Valves valves to the closed position. The
Air leaving the cluster assembly out- valve returns to the open position if
let to the air conditioning system an electrical failure occurs.
passes through its respective bleed A sensor and relays automatically
air shut-off valve. The valve allows a close the shutoff valves if an over-
maximum flow rate of 6.0 ppm heat condition occurs in the ACM.
(pounds per minute) to the air condi- The sensor and relays switch the left
tioning system. Each valve combines and right shutoff valves to closed
the functions of a flow control shut- and opens the emergency pressuriza-
off valve and a check valve. The tion valve during flight. The left
check valve prevents one engine's squat switch prevents emergency
bleed air from entering the lower pressurization activation on the
RPM engine's through the shutoff ground. The sensor illuminates the
valve. A normally open solenoid EMER PRESS ON annunciator.
controls the valve; bleed air pressure
The Left Main Extension bus sup-
activates the valve.
plies power to the rotary switch for
Bleed air passes through both shutoff
shutoff valve operation through the 5
valves into a tee (Figure 5K-2) and
amp NORM PRESS CB.
enters the air conditioning unit
(ACM). Ground Shutoff Valve
The PRESS SOURCE rotary switch The motorized ground shutoff and
(Figure 5K-3) labeled OFF/GND/ pressure regulating valve is part of
LH/NORMAL/RH/EMER is in the an automatic ground mode shutoff
cockpit. The switch electrically con- system. This system prevents over-
trols the shutoff valves. In flight, pressurization of the ACM.
shut-off valves usually remain open.
GROUND
SHUTOFF
VALVE
CHECK (MOTOR VALVE)
VALVE
TO ACM
FLOW CONTROL 5K-3

SHUTOFF VALVES
(NORMALLY OPEN)
EMERGENCY
PRESSURE TRANSFER
VALVE TUBES
(NORMALLY
CLOSED)
5K-2

March 2009
Pneumatic Systems
With the aircraft on the ground, downstream of the valve closes the
selecting GND on the PRESS valve at a pressure range from 36 to
SOURCE switch opens the Ground 42 PSIG (74% right engine N2) and NOTE: Selecting the GND position
Pressurization valve and closes both on the PRESS SOURCE panel will
illuminates the ACM O'PRESS
increase airflow to the cabin to assist
normal bleed air shutoff valves. The annunciator. The illumination of the in providing warm air to increase the
right engine supplies the bleed air annunciator notifies the crew that the temperature of the cabin during cold
for the air conditioning system. The primary switch has failed. weather. This procedure does not
Ground Pressurization valve is also a work well when attempting to cool
flow regulating valve, allowing 18 Emergency down the cabin during hot weather.
ppm from the right engine. Pressurization Valve
Prior to the ground shutoff valve, a The emergency pressurization valve
primary pressure switch closes the is a normally-closed solenoid valve
ground shutoff valve if a pressure of which can be either manually acti-
32 to 38 PSIG (approximately 72% vated by choosing the emergency
right engine N2) occurs. With the position on the press source selector
switch or automatically activated by
shutoff and pressure regulating valve
an overheat of the ACM. When elec-
energized, the BLD AIR GND
trically energized open, unregulated
annunciator illuminates to advise
bleed air is routed from the left
that bleed air for ground operation of engine bleed air cluster to the cabin
the air conditioner is originating emergency bleed air tube. This pro-
from the right engine. If a failure of vides cabin pressurization in the
the primary pressure switch should event of loss of normal cabin pres-
occur, a secondary pressure switch surization through the ACM.

March 2009
CAE SimuFlite
PRESS SOURCE Selector tion PRESS SOURCE switch is on

the center tilt environmental panel.
The PRESS SOURCE selector For switch position and function see
switch (Figure 5K-4) controls an
Table 5K-A.
assortment of valves. The six posi-
Position Function
OFF Closes (energizes) both flow control shutoff valves to stop

airflow to the ACM.
GND With the right engine operating, the ground shutoff and pres-
sure-regulating valve is open (energized). This allows approx-
imately 18 ppm of bleed air flow through the ACM to ventilate
the cabin. Both flow control shutoff valves are closed (ener-
gized) and the BLEED AIR GND/ HI annunciator illuminates.
LH Opens (de-energizes) the left flow control shutoff valve and

closes (energizes) the right flow control shutoff valve. This
allows bleed air to flow only from the left engine to the ACM.
NORMAL To operate the ACM, both flow control shutoff valves open
(de-energize). This allows an airflow of 6 ±0.5 ppm from each
engine (combined for 12 ppm).
RH Opens (de-energizes) the right flow control and shutoff valve and
closes (energizes) the left flow control and shutoff valve. This
allows bleed air to flow only from the right engine to the ACM.
EMER Both flow control and shutoff valves close (energizes), the
ground shutoff valve closes, and the emergency pressurization
valve opens (energizes). This routes left engine bleed air to a
mixing tube in the cabin air distribution system for emergency
cabin pressurization. The EMER PRESS ON annunciator illu-
minates when the emergency pressurization valve opens.
Table 5K-A; PRESS SOURCE Switch Selection
NORM
LH RH
GND EMER
OFF
5K-4

March 2009
Pneumatic Systems
Pneumatic Bleed Air Entrance Door Seal

Pneumatic bleed air is unconditioned System
hot bleed air extracted from the left
A check valve, a spring-loaded nor-
and right bleed air clusters. This
mally closed valve, an inflatable
bleed air travels directly to a check
valve on each side which prevents door seal, and bleed air lines and fit-
bleed air from escaping through an tings comprise the entrance door seal
inoperative engine. This bleed air system. The inflatable pressure seal
then travels to a tee fitting which is a molded rubber continuous ring
feeds the Windshield Bleed Air Sys- fitted inside the door frame. In addi-
tem and then passes into a bleed air tion, an extruded rubber weather seal
pressure regulator. encloses the outer edge of the door.
A rain seal covers the door seal at
Bleed Air Pressure the hinge area.
Regulator and Relief Valve
A bleed air line from the pressure
The pressure regulator maintains bleed regulator routes through the upper
air pressure for the entrance door seal aft pressure bulkhead to the door
system as well as other systems dis-
seal valve at the forward door frame.
cussed in the Ice and Rain Protection
Locking the door allows the lower
chapter. Bleed air (up to a maximum
for-ward door lock pin to actuate the
temperature of 550°F) passes through
various controls to regulate it to 23 door valve; this inflates the door seal
PSIG with relief set at 27±1 PSIG. The with bleed air.
regulated air is then fed into a cross or A check valve in the input line to the
"Christmas tree" (Figure 5K-5). door seal valve prevents an immedi-
The output ports of the "tree" supply ate deflation of the door seal that
bleed air to the inflatable cabin door could lead to rapid decompression.
seal, the de-ice boots, the manual Unlocking the door opens a spring-
mode of the temperature control sys- loaded valve. This allows trapped air
tem (see Air Conditioning section), in the seal to escape through a vent
and the out-flow valve-mounted ejec- in the valve body, which frees the
tor, used to control pressurization. door to open.
PNEUMATIC
SYSTEMS PRESSURE
SERVICE AIR REGULATOR
23 PSI
SERVICE
AIR
5K-5

September 2005
CAE SimuFlite

September 2005
Pneumatic Systems
Air Cycle Machine The heat exchangers cool the air

flowing into the compressor and tur- Air
Conditioned air is the result of bleed
air routed through the air cycle
bine. The cooling air passing across
the heat exchangers extracts the heat Conditioning
machine (ACM). Overhead and
under-floor ducting in the cabin and
and exhausts overboard through a
vent on the under side of the tail- System
cockpit distribute the conditioned air. cone. The ACM compressor com-
The ACM (Figure 5K-6) utilizes presses the bleed air from the
engine bleed air received from either precooler and primary heat
the flow control shutoff valves or the exchanger. The air then passes to the
ground shutoff valve to provide con- secondary heat exchanger and into
ditioned air to the cabin. The ACM is the ACM turbine where the air
on the right side of the forward tail- expands rapidly to produce cold air.
cone. Components include a turbine The bypass mixing valve controls air
and compressor, a bypass mixing temperature by modulating the
valve, three heat exchangers joined as amount of hot bleed air that bypasses
one unit, a fan housing and water the ACM and mixes directly with
aspirator, and ACM overheat sensors. conditioned air. The bypass valve
The ACM combines a radial flow position depends on the TEMPERA-
compressor and a radial flow turbine TURE CONTROL switch selection.
on a common shaft. An extension of A small portion of bleed air from the
the common shaft drives an external heat exchanger routes to the aspira-
cooling fan. The fan draws air from tor of the fan housing. Here the high
the tailcone across the precooler, pri- velocity of the air creates a vacuum
mary, and secondary heat exchang- on the tube leading from the water
ers. Placement of the PRESS separator. This removes water col-
SOURCE switch determines the lected by the water separator. The
source of the bleed air.
BLEED AIR IN PRIMARY STAGE

TO HEAT EXCHANGER
AND COMPRESSOR
CONDITIONED BYPASS
AIR DUCT HOT AIR
DUCT
HEAT
EXCHANGER
COOLING
AIR IN
HEAT EXCHANGER
COOLING AIR OUT
THROUGH EXHAUST
VENT
WATER
SEPARATOR
AIR OUT
TO CABIN WATER SECONDARY STAGE
TUBE OF HEAT EXCHANGER
TO TURBINE
5K-6

September 2005
CAE SimuFlite
water separator (Figure 5K-7) controls occurs during the selection of

the humidity of conditioned air enter- AUTOMATIC. A temperature sen-
ing the cabin by removing moisture sor in the distribution duct combines
from conditioned air. The moisture is with a cabin temperature sensor and
routed from the separator and sprayed the position of the temperature con-
across the heat exchangers to aid in trol switch to modulate the bypass
cooling. Eventually the water exhausts mixing valve for proper temperature
overboard with the cooling air that control.
flows across the heat exchangers.
In the MANUAL mode, the switch
If the differential reaches 4.6 PSI, the is a momentary contact switch that
poppet relief valve opens to direct air directs 28V to move the bypass
through the water separator without valve. When manually controlled,
passing through the condenser that the valve travels from full open to
extracts moisture from the air. full closed in approximately 10 sec-
Bleed air bypassing the ACM pro- onds and vice versa.
vides cabin heat. An electrically oper-
The temperature sensor of the auto-
ated valve controls the bypass air that
matic system is inoperative with the
mixes with the ACM's conditioned air
selection of MANUAL. With the
to regulate cabin temperature.
temperature sensor inoperative, ice
Temperature formation in the water separator and/
or ducting is possible with maximum
Control and Bypass cooling requested and outside
humidity above 40%.
Mixing Valve
The TEMPERATURE CONTROL Temperature Sensors
switch controls cabin temperature The various air conditioning system
either automatically or manually. sensors include a cabin temperature
Electrical control of the temperature sensor and a duct temperature sensor.
INLET
WATER
DRAIN
TUBE VORTEX VANE
OUTLET
POPPET
RELIEF
VALVE
WATER
COALESCER
5K-7

September 2005
Pneumatic Systems
The temperature sensor on the right Flow Divider
side of the aft cabin divider detects
the temperature of cabin ambient air The flow divider in the under-floor
and varies the automatic control sys- ducting provides adjustable volumes
tem accordingly. A fan in the sensor of conditioned air to the cabin above-
draws cabin air across the tempera- floor air distribution and the cockpit
ture sensing unit any time the temp underfloor air distribution. The AIR
control is in Auto Temp mode. FLOW DISTR switch in the cockpit
has five detents to control the flow
The automatic temperature control
balances the selected input with the divider. Each detente selection
duct temperature sensor and cabin increases or decreases the amount of
temperature sensor inputs to control air flow into the cockpit or cabin
ACM output. The temperature con- depending on switch position. Nor-
trol range is 65°F to 85°F. mally, because of the "greenhouse"
effect of the windows, the crew posi-
Air Distribution tions the switch one detente left of
center to allow the cockpit to receive
The air distribution system directs the larger volume of air.
and controls the flow of hot, cold,
and/or fresh air through the cabin Ventilation Outlets
and cockpit (refer to Bleed Air/Air
Conditioning schematic). A control lever on either side of the
cockpit controls the footwarmer out-
The ACM supplies the conditioned let valve. The lever also controls the
air. Fresh (unconditioned) air enters
respective side window defog valve.
the system from the ram air ducting
The defog valve directs maximum air
in the tailcone during unpressurized
flow to side windows for defogging
operation (see the Fresh Air section).
with the footwarmers closed and traps
As temperature increases above conditioned air between the panes
100°F, the thermoswitch signals a when the footwarmers are opened.
motor-operated damper valve to
block air from the duct and open an The passenger footwarmer mani-
air port beneath the cabin floor. Cabin folds are along the outboard cabin
air is drawn from under the cabin walls at floor level. The flow divider
floor area into the overhead air duct. directs conditioned air to the foot-
warmers through the above-floor air
Overhead Air Blower distribution ducting.
The OVHD fan switch on the tilt Conditioned air from the under-floor
panel controls the overhead air air distribution system supplies the
blower that increases airflow through foot warmers just forward of the
overhead outlets (WEMAC). The main entrance door.
switch consists of HI/OFF/LOW
positions. When operating, the The passenger armrest warmer mani-
blower draws air from the ACM main folds are along the outboard cabin
distribution duct if the temperature is walls. Air holes under the armrests
below 100°F or from the under-floor receive conditioned air from the
area when temperature in the duct is same source as the footwarmers.
above 100°F.

September 2005
CAE SimuFlite
Defog Fan Use the system only during ground

operation or in flight below 10,000
The defog fan under the floor in the ft. Do not use the system for cabin
conditioned air ducting to the cock- heating. If the system is used for
pit increases airflow to the cockpit heating above 10,000 ft, the temper-
foot warmers. In addition, the fan ature and/or pressure limitations of
supplies conditioned air to the wind- the tailcone duct may be exceeded.
shield and side window defog out-
lets. The cockpit switch has three
positions: HI/ OFF/LOW. Foot vents
Avionics Bay
must be closed before air reaches the Cooling System
defog outlets.
The avionics bay cooling system oper-
Fresh (Ram) Air ates automatically and continuously
anytime the battery switch is in BATT.
The cabin and tailcone receive fresh The system consists of one box type
air through flush scoops in the dorsal fan. The system circulates air using the
fin. An air duct adjacent to the scoop fan to pull air from the avionics bay
and cabin ventilation junction box into the baggage area; this cools avion-
distributes the fresh air. A check ics equipment in the avionics bay. The
valve in the fresh air line to the cabin RH Crossover bus supplies 28V DC
prevents reverse air flow when the power to the fan. The EQUIP COOL
pressure in the cabin is greater than CB protects the system.
ram air pressure. A drain hole in the
duct attachment connection at the aft A thermal switch monitors the avion-
pressure bulkhead allows moisture ics bay temperature. Should the tem-
in the duct to escape. perature in the bay drop to 80°F to
85°F, the thermal switch opens to
Flood Cooling interrupt power the fan. A temperature
above 95 ±5°F closes the switch to
The optional flood cooling system supply power to the fans for operation.
cools the cabin during ground or low
Flood Cooling Limitations
altitude operation. The system sup- Instrument Panel
Do not use flood cooling for cabin plies a high volume flow of condi-
heating: do not use above 10,000 ft tioned bleed air to flood the cabin for Cooling
pressure altitude quick and efficient cooling. The The cooling system consists of two
FLOOD COOLING ON/OFF switch exhaust fans and a centrifugal tube-
is on the environmental section of axial blower. The box-type exhaust
the tilt panel. fans mounted below the defog deck
When the switch is in ON, all ACM are to the left and right of the airplane
conditioned air diverts to the flood centerline. The system circulates and
cooling system, which mixes fresh exhausts air on the forward side of the
conditioned air with grill or upper instrument panel to cool the panel.
recirculated air and routes it to the The centrifugal type blower mounted
cabin outlet in the aft pressure bulk- below the right side floor at FS 94.00,
head. A check valve prevents routes air through ducting forward of
reverse flow when the cabin is pres- the instrument panel to cool radios.
surized and the system is in OFF.

September 2005
Pneumatic Systems
To prevent foreign object ingestion, Vapor Cycle Air
the blower uses a mesh screen over Conditioning Controls
the intake and exhaust. When the
temperature behind the instrument Controls for the air conditioning sys-
panel reaching 98°F, a thermal tem are located on the air condition-
switch automatically supplies 28V ing panel of the lower right
DC to operate the cooling fan. The instrument panel and consist of three
EQUIP COOL CB protects the switches and an indicator light.
instrument cooling system. The sys- Switches, from left to right, are
tem is operational anytime power is labeled MODE, FWD FAN and AFT
on the Main buses. FAN.
The indicator light, labeled COMP
Vapor Cycle Air ON, provides an indication of power
Conditioning as it is applied to the compressor.
Compressor MODE switch is a three-
The Vapor Cycle system for cooling position switch labeled A/C-OFF-
and air circulation during ground FANS. Positioning compressor
operation and flight below 18,000 ft
MODE switch to FANS or A/C acti-
may be operated alone or with the
vates the aft and forward evaporator
standard air conditioning system.
fans. FWD FAN is a 2-position
The GPU can supply power for the
switch labeled HI-LO, while the AFT
Vapor Cycle system if the engines
are shut down. FAN switch is labeled HI-OFF-LO.
The system comprises two evapora- A representative switch set is shown

tors - one in the forward cabin and (Figure 5K-8). A green light on the
one in the aft cabin - and a tailcone Freon AC panel illuminates when
mounted condenser/compressor. the compressor is powered.
5K-8

March 2009
CAE SimuFlite

September 2005
Pneumatic Systems CAE SimuFlite
Preflight repaired before flight. If the annuciator

illuminates while the aircraft is air- Servicing and Pressurization
System
Check that oil level in the ACM is
above fill line.
borne, reduce the amount of bleed air
entering the ACM by selecting RH for Procedures Schematic
the bleed air source, then reduce
In order to be able to see the oil
power on that source (engine).
level, try sliding the forward tailcone
light over the top of the ACM and ACM Overheat
rotating the coiled cord so that the
This malfunction will annunciate
light shines through the reservoir
EMER PRESS ON and indicates too
from the backside.
high a temperature between the com-
pressor and turbine components of
Servicing the ACM.
Servicing for the pneumatic and air The amber EMER PRESS ON annun-
conditioning systems is not per- ciator illuminates if the ACM shuts
formed by the pilot. down or the NORM pressurization CB
disengages. The NORM PRESS CB is
Pneumatic System on the pilot’s CB panel.
During an ACM overheat, a time delay
and Air Conditioning relay locks the system into the emer-
Abnormal gency pressurization if the ACM tem-
perature remains too high for 12
Procedures seconds, or more. If the ACM cools
This section discusses what happens sufficiently in less than 12 seconds, the
within the pneumatic and air condi- system automatically returns to the pre-
tioning systems during abnormal sit- viously selected mode.
uations. For a list of specific If EMER PRESS ON is still illumi-
procedural steps, please refer to the nated after 12 seconds, both flow con-
SimuFlite Operating Handbook. trol valves have closed and therefore
no bleed air is passing through the
Air Duct Overheat ACM. The procedure of selecting a
Cooling down the ventilation duct warmer cabin temperature will have
dominates this procedure. Through no effect in the ACM directly. It is
manual manipulation of the tempera- intended to prevent a recurrence of the
ture controls, cooler air is forced overheat condition, once the ACM has
though the duct to lower the tempera- cooled and is operating again.
ture. Once the light extinguishes the Ground operations and departures
temperature controls can be returned from unusually hot airports; and
to the automatic mode. high altitude, high pitch-angle
climbs at low airspeeds with a low
Air Cycle Machine temperature selected on the controls
Overpressure may cause overheating of the ACM.
If the ACM O’PRESS annunciator The combination of an airspeed
illuminates while the aircraft is on the increase and warmer cabin tempera-
ground, the malfunction must be ture selected corrects the problem.
Citation Bravo Developed for Training Purposes 5K-19 5K-20

March 2009
CAE SimuFlite
Pressurization System Schematic
MAX. ALT.
"CABIN LIMIT"
VALVE
AMBIENT
THROTTLE CABLE MAX. DIFF.
POSITION SWITCH VALVE
TAILCONE
AREA
VACUUM CLIMB
EJECTOR/ SOLENOID
PRESSURE
DIVE
REGULATOR SOLENOID
(LOCATED
ON PRIMARY MAX. ALT.
"CABIN LIMIT"
OUTFLOW VALVE
VALVE)
MAX. DIFF.
VALVE
PRIMARY
OUTFLOW
VALVE

September 2005
Pneumatic Systems
Pressurization Outflow Valves

Two outflow valves control airflow
Pressurization
System
As a constant source of conditioned
out of the aircraft. When closed, the
valves restrict cabin air outflow.
System
bleed air flows into the aircraft, out- Cabin altitude descends as the bleed
flow valves maintain cabin pressure air system continues to pump bleed
air into the cabin. The outflow valves
and differential to a maximum of 8.9
are under the cabin floor on the aft
±0.1 PSID. pressure bulk-head (Figure 5K-9).
Components The outflow valves have three
modes: ground, pre-pressurization,
Components of the pressurization and flight. In the ground mode the
system include: airplane is on the ground with either
engine operating below 85% N2
n
outflow valves RPM. Both outflow valves are kept
n
climb and dive solenoid valves fully open. In pre-pressurization
mode when both engines are set to
n pressurization controller greater than 85% N2 RPM, both out-
n max differential valves flow valves will slowly close to
bring the cabin altitude to a differen-
n altitude limit valves tial pressure of 200 feet below the
n cabin altimeter and pressure dif- field pressure altitude during the
ferential indicator takeoff roll. At lift-off the squat
switch will put the airplane pressur-
n cabin altitude annunciator ization system into flight mode. In
flight mode the cabin is pressurized
n emergency dump valve
by a constant 12 pounds-per-minute
n various controls and indicators. of temperature controlled air.
ALTITUDE LIMIT
PRIMARY CONTROL VALVE
MANUAL CONTROL OUTFLOW
VALVE VALVE SECONDARY
OUTFLOW
VALVE
AFT PRESSURE
BULKHEAD
MANUAL
PRESSURIZATION PRESSURIZATION
INPUT LINE SERVICE AIR
INPUT LINE
STATIC
INPUT LINE
VACUUM EJECTOR
EXHAUST LINE
5K-9 STATIC PORT

September 2005
CAE SimuFlite
Climb and Dive Solenoid valve, it will open and release cabin
Valves air into the out-flow valve control
chamber. This will cause the outflow
NOTE: Control of cabin pressure is The primary and secondary outflow valves to move toward the closed
automatic during taxi, takeoff roll, valves are identical to each other
and up to aircraft cruise altitude. The
position and re-establish cabin pres-
with the exception that the primary sure. The cabin dump switch,
cabin pressure control system
valve also has the vacuum ejector, and located on pressurization-environ-
requires no adjustments.
the cabin altitude climb and dive sole- mental control panel, may be actu-
noids mounted on it. These units can ated to reduce cabin pressure.
function through the secondary out- Complete cabin depressurization
flow valve, if necessary, through con- will be prevented by the cabin alti-
necting ports between the two valves. tude limit valves.
The flow rate of the exhausted cabin The maximum differential pressure
air is controlled by the modulated valve on each outflow valve has an
position of the diaphragm in the pri- independent pressure relief function,
mary and secondary outflow valves. which constantly compares cabin
Air can be added to or removed from pressure to the outside ambient/pres-
the control chamber of the valves by sure. If it senses a differential pres-
the climb and dive solenoids, which sure of 8.9 psi, ± 0.1 psi it will vent
respond to commands from the pres- outflow valve control chamber air to
surization controller. An increase of the out-side air, allowing the outflow
pressure in the outflow valve cham- valve to open and prevent excessive
ber will cause the cabin altitude to cabin pressurization.
decrease; an decrease in pressure in
the control chamber will cause the Emergency Dump Valve
cabin altitude to climb. If the pres-
The guarded EMER DUMP lever
sure in each side of the chamber is
(Figure 5K-10) next page, on the tilt
balanced the cabin pressure will
panel allows the crew to rapidly
remain static.
dump cabin pressure if required. The
Altitude Limit Valves guard covers the lever to prevent
accidental operation. The dump
The cabin altitude limit valves pre- switch routes 28V DC directly to the
vent cabin altitude from exceeding digital pressurization controller,
13,000 ±1,500 ft. The valves open to which activates the climb solenoid;
allow ambient air directly into the this releases cabin pressure and
outflow valve control changer to allows cabin altitude to equalize
reduce the vacuum. The resultant with aircraft altitude up to approxi-
increase in pressure causes the out- mately 13,000 ±1,500 ft.
flow valves to close to re-establish
cabin pressure. Select the PRESS SOURCE selector
to OFF to obtain complete cabin
In the event that control vacuum depressurization at altitudes above
should exceed limits due to a mal- 13,000 ±1,500 ft. The cabin altitude
function, the cabin attitude limit limit valves prevent a system failure
valves are provided to prevent or inadvertent pilot action from
cabin altitude from exceeding depressurizing the cabin above
13,000 ± 1500 feet. If the control 13,000 ±1,500 ft with bleed air
vacuum exceeds the barometric available in the distribution system.
reference in the cabin altitude limit

September 2005
Pneumatic Systems
Pressurization Controller If the air data sensor information is

interrupted, or other system failure
The pressurization controller (Figure should cause the AUTO mode to fail,
5K-11) is comprised of two digital the controller will switch the system
windows marked SET ALT and to isobaric mode of control. A yellow
RATE, an FL button, an EXER but- warning indicator on the display face
ton and a SET ALT knob. The con- will illuminate to advise of the
troller is normally operated in the change. The landing field altitude on
AUTO mode, which is selected by the con-troller display will then switch
positioning the MANUAL/AUTO to the selected flight level, which will
switch on the pressurization-environ- allow the operator to set the desired
mental control panel to AUTO. In airplane cruising flight level in order
AUTO mode the pilot normally to continue to cause automatic control
selects the landing field pressure alti- of the cabin pressure rate of change
tude before takeoff by setting the and the cabin altitude. A near maxi-
information into the upper window mum cabin differential pressure will
with the SET ALT knob. Then, in be maintained.
flight the controller will continuously
generate an auto-schedule based on In isobaric control the operator may
the departure field elevation, the recall the selected landing field alti-
maximum altitude in flight sensed by tude by pressing the FL (flight level)
the micro air data computer, and any button on the controller, and the select-
later operator changes of the landing ed flight level on the controller display
field pressure altitude. The controller will be replaced by landing field alti-
determines the pressure rate of tude annunciated as CA (cabin alti-
change and the cabin pressure altitude). Further pushes of the FL button
tude based on the auto-schedule and will cycle the display between Flight
the air data sensor indicated altitude. Level (FL) and Cabin Altitude (CA).
The auto-schedule will have the Cabin altitude function can be selected
cabin depressurized by an altitude of to set cabin altitude prior to landing. If
1,500 ± 200 feet, above the set desti- air data sensor information is restored
nation field elevation before landing. the controller will automatically
Cabin rate-of-change is an automatic switch back to AUTO mode and the
function of the system and is not yellow warning indication will be
directly selectable. extinguished.
5K-10 5K-11

September 2005
CAE SimuFlite
Neither AUTO nor ISOBARIC mode a yellow warning indicator on

modes are available in case of DC the display will continually flash.
electrical power failure since the None of these tests are performed by
controller does not receive power the flight crew.
from the emergency bus. The man-
ual control system functions without Differential/Cabin
electrical power and is used to Altimeter
directly control the outflow valves in
The CABIN ALT and CABIN differ-
case of electrical failure or failure of
ential indicator (Figure 5K-12) is
the automatic controller.
adjacent to the pressurization con-
The EXER button on the face of the troller on the tilt panel. The cabin
controller provides two sets of built- altimeter presents the existing cabin
in test features - a ground test func- altitude on the outer scale and pres-
tion and built in maintenance tests. sure differential on the inner scale.
The test is initiated by pressing the
A red line on the pressure differen-
EXER button and holding it for
tial scale indicates the maximum dif-
approximately two minutes. If the
ferential of 8.9 PSI.
engines are running the cabin will
gradually pressurize to 200 feet CABIN ALT Annunciator
below field elevation. Releasing the
button terminates the test, conducts a The red CABIN ALT 10,000 FT
display test, and gradually depres- annunciator illuminates when cabin
surizes the cabin. altitude exceeds 10,000 ft; illumina-
tion of the annunciator also triggers
The maintenance tests are initiated the MASTER WARNING lights. A
by pressing a hidden button between barometric pressure switch on the
the FL and EXER buttons. It left side console activates the annun-
requires a slender tool for depres- ciator at 10,000 ±350 ft on increas-
sion. The airplane must be on the ing altitude. The annunciator
ground to enable the maintenance extinguishes on decreasing altitude
mode. Once in the Maintenance prior to reaching 8,450 ft.
5K-12

September 2005
Pneumatic Systems
AIR DUCT O'HEAT valves to their normal positions. Con-

Annunciator sider selecting the LH or RH position
to temporarily reduce the volume of
The amber AIR DUCT O'HEAT air flow through the ACM.
annunciator advises the pilot that the
temperature in the duct leading to EMER PRESS ON
the cabin exceeds 315 ±8°F. The air Annunciator
duct overheat sensor is downstream The EMER PRESS ON annunciator
from the water separator. illuminates to notify the crew of an
emergency pressurization situation.
Emergency The annunciator illuminates through
Pressurization manual selection of the emergency
If the pilot selects EMER pressuriza- pressurization or with automatic acti-
tion on the PRESS SOURCE selec- vation due to an ACM overheat. If
tor switch or an overheat condition emergency pressurization is selected
occurs in the ACM, the emergency on the ground, manually or automati-
pressurization valve, off the left cally, the annunciator illuminates but
bleed air cluster, is automatically the emergency pressurization valve
powered open. Both bleed air flow does not open.
control valves are powered closed.
On the ground, the left squat switch Mixing Tube
input prevents the emergency pres- A multi-function mixing tube is
surization valve from opening. under the aft cabin flooring. During
The emergency pressurization valve emergency cabin pressurization
routes left engine hot bleed air operation, bleed air from the emer-
through the mixing tube into the gency pressurization valve ejects
cabin where it mixes with recirculat- through a nozzle into the mixing
ing air to maintain cabin pressure tube. A check valve assembly allows
during emergency pressurization. cabin air to mix with emergency
The pilot manually opens the emer- pressure bleed air.This lowers the
gency pressurization valve through bleed air temperature as it enters the
the selection of EMER on the air distribution system. Cabin pres-
PRESS SOURCE selector switch. surization remains without the bene-
The overheat sensor in the ACM acti- fit of the ACM.
vates emergency pressurization if the
temperature between the compressor
Tailcone
and the secondary heat exchanger Pressurization
exceeds 450°F. The tailcone pressurization system
If the ACM cools sufficiently within consists of a ram air scoop, a five-
12 seconds, the system automatically inch diameter dorsal fin air duct, and
returns to normal operation. If the tem- a cover plate over a gap aft of the
perature does not drop sufficiently vertical fin spar.
within 12 seconds, rotate the PRESS The ram air scoops, located in the
SOURCE selector switch to the dorsal fin provide pressurized air for
EMER position to reset the lockout the tailcone and fresh air for the cabin
relay (make switch match the valve). when the cabin is not pressurized.
Then wait at least one minute before The cover plate reduces leakage out
performing the next step. Rotate the of the tailcone, reducing the amount
PRESS SOURCE selector switch to of required pressurization air.
LH, RH, or NORMAL to return all the

March 2009
CAE SimuFlite

September 2005
Pneumatic Systems
Abnormal Cabin Pressurization

Controller Failure
Abnormal/
Procedures
Overpressurization
If cabin altitude is not being main- Emergency
Select the Pressurization Source to
tained, set the Pressurization Control
to MANUAL. Control cabin alti- Procedures
MANUAL. Control pressurization tude with the MANUAL toggle
with the manual toggle switch. valve. If not arrested by 10,000 feet
If still overpressurized, select Pres- (CAB ALT 10k FT warning light on
surization Source to LH or RH; con- and MASTER WARNING), don
trol cabin pressure with throttle. crew oxygen masks.
Attempt to control cabin pressure If not arrested by 14,000 feet cabin
with the appropriate throttle by altitude, initiate an Emergency
reducing power, thereby letting a Descent Procedure. Set Oxygen
smaller amount of air into the air- Control Valve to MANUAL DROP
plane to pressurize the cabin. and ensure passengers are receiving
Descend below 43,000 feet. oxygen. Refer to USE OF SUPPLE-
Note that rapid throttle movements MENTAL OXYGEN checklist.
above 43,000 feet with the bleed If cabin pressure is maintained, the
valve selected OFF may result in amber fail indicator is illuminated
engine surges. The surges will not (probably loss of air data sensor input,
damage the engine. rendering the auto-schedule inopera-
If unable to control, don Oxygen tive). Select 9,000 ft Cabin Altitude
Masks at 100% OXYGEN. Set the (9CA) on the pressurization controller;
Oxygen Control Valve to MANUAL or press the FL (flight level) button
DROP. Ensure passengers are and select the current Flight Level
receiving oxygen. Visually check Altitude.
mask drop has occurred. Set the
Set the pressurization ALT Knob as
Oxygen Microphone Switches to
desired (FL or CA. Prior to Descent
MIC OXY MASK in order to use
set ALT Knob to CA (destination
microphone in oxygen mask.
pressure altitude +200 FEET).
Set the passenger advisory light
(PASS SAFETY) ON, and the Pres- Cabin Door Not Locked
surization Source Selector to OFF, If the CABIN DOOR annunciator
and descend. illuminates it indicates failure or
If still overpressurized set the Emer- improper position of one or more
gency Dump Switch to DUMP. door switches, and/or possible disen-
gagement of the lower forward cabin
This switch manually opens the nor-
door pin.
mal dump valve to rapidly depres-
surize the airplane. Cabin pressure If the annunciator illuminates while
should equalize to the flight altitude the aircraft is on the ground, correct
up to a maximum cabin altitude of condition prior to flight. If in flight,
approximately 13,500 feet. All select Cabin Altitude to 9500 feet.
smoking mate-rial should be extin- Reduce airspeed and set the PASS
guished. Refer to Abnormal Proce- SAFETY passenger advisory light
dures, USE OF SUPPLEMENTAL ON. Keep the Cabin Door area clear,
OXYGEN. descend to a lower altitude, and land
as soon as practical.

March 2009
CAE SimuFlite
Emergency Environmental System

Procedures Smoke or Odor
After donning oxygen masks, turn
Rapid Decompression off the OVHD and DEFOG fans to
(CABIN ALT Annunciator isolate the source of smoke or odor.
Illuminated) The primary action is selecting a sin-
gle source (LH or RH) for bleed air
Ensure that the crew and passengers
and allowing time for system purg-
are using oxygen masks with crew
ing. If smoke continues, select
oxygen masks set to 100% oxygen;
EMER to maintain cabin pressuriza-
then execute emergency descent
tion with-out use of the ACM. Land
according to SOP.
as soon as possible.
Emergency Descent Smoke Removal
If unable to maintain cabin pressure, If smoke is intense, utilize crew and
reduce engine throttles to idle, passenger oxygen masks at 100%
extend the speedbrakes, extend the oxygen. Descend and use the EMER
landing gear (below 250 KIAS), roll DUMP valve at a safe altitude to
into a moderate bank, lower the nose clear the cabin.
(approximately 25 degrees), and
execute an emergency descent
according to SOP's. At no time dur-
ing this maneuver is exceeding the
aircraft limitations allowed or rec-
ommended.

March 2009
Pneumatic Systems
Pneumatic Systems Data

Air Conditioning System Summaries
Power Source LH/RH engine bleed air
Air cycle machine (ACM)
Ram air

Flood cooling duct (if installed)
Fresh air duct
Overhead ducts
Under-floor ducts
Control Air cycle machine

Automatic TEMPERATURE CONTROL rheostat
MANUAL HOT/COLD switch
Mixing valve (bypass modulating and shutoff valve)
CPT/CABIN FLOW DISTR selector
DEFOG fan
OVHD fan
CABIN fan
Bleed air shutoff/flow control valves
Monitor Cabin temperature air duct sensors

Annunciators
AIR DUCT O'HEAT
BLD AIR GND
ACM O'PRESS
EMER PRESS ON

March 2009
CAE SimuFlite

Engine Bleed Air System
Power Source Left/right engine bleed air
Distribution Air cycle machine (ACM)

Left engine to cabin (EMER position)
Wing and tail deice boots
Pressurization controller
Door seal
Engine fuel system
Engine anti-ice system
Windshield bleed air
Control Pressurization source select (bleed air selector) switch

Engine anti-ice switches
Windshield bleed air switch and manual valves
Surface deice switch
W/S AIR OVERHEAT
SURFACE DEICE
EMER PRESS ON
L/R ENG ANTI ICE
BLEED AIR GND

March 2009
Pneumatic Systems

Pressurization System
Power Source Emergency pressurization from left engine

HP bleed air from either/both engine(s)

Overhead ducts
Under-floor ducts
Control Aircraft pressurization controller

Control power (28V DC)
Landing gear squat switch (left)
Outflow valves
PRESS SOURCE rotary selector
Throttles
CABIN ALT 10,000 FT
BLD AIR GND
EMER PRESS ON
CABIN ALT/DIFF PRESS indicator
Protection Cabin altitude limit valves

Circuit breakers
Emergency dump switch
Oxygen system
Passenger oxygen system baro-sensor
10,000 ft cabin sensor

March 2009
CAE SimuFlite

September 2005
The Powerplant chapter contains information on the following:
n
Powerplant and Engine Indicating
Powerplant
n
Lubrication System
Chapter 5L
n Fuel and Fuel Control
n
Ignition
n
Bleed Air
n
Power Control
Two Pratt & Whitney of Canada PW530A turbofan engines
power the Bravo. The PW530A is a lightweight twin-spool, front
turbofan engine that produces 2,887 lbs of static thrust with a high
certificated fan speed limit to permit increased cruise thrust.
Citation Bravo Developed for Training Purposes 5L-1

March 2009
CAE SimuFlite
5L-2 Developed for Training Purposes Citation Bravo

March 2009
Powerplant
Pratt & Whitney PW530A Turbofan Engine . . . . . . . 5L-6

Table of
Turbofan Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-7
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5L-7
Contents
Low Pressure Compressor Rotor. . . . . . . . . . . . . . . . 5L-7
Low Pressure Compressor Case . . . . . . . . . . . . . . . . 5L-8
High Pressure Compressor Assembly . . . . . . . . . . . . 5L-8
Combustion Section . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-8
Turbine Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-9
Exhaust Duct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-9
Accessory Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-9
Engine Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-10
Fan Speed (N1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-10
Turbine Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-11
Interturbine Temperature (ITT) . . . . . . . . . . . . . . . . . 5L-11
Lubrication System Schematic . . . . . . . . . . . . . . . . 5L-12
Ignition System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-12
Powerplant Systems. . . . . . . . . . . . . . . . . . . . . . . . . . 5L-13
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-13
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-13
Oil Indicating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5L-14
Fuel and Fuel Control System . . . . . . . . . . . . . . . . . . 5L-16
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-16
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-20
Ignition Exciters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-20
Ignition Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-20
Igniter Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-20
Control and Indication . . . . . . . . . . . . . . . . . . . . . . . 5L-21
Bleed Air for Pneumatic System. . . . . . . . . . . . . . . . . 5L-22
Bleed Air for Engine . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-22
Bearing Sealing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-22
Engine Cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-22
Engine Anti-Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-23
Engine Inlet Anti-Icing . . . . . . . . . . . . . . . . . . . . . . . 5L-23

March 2009
CAE SimuFlite
Engine Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-24

Throttle Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-24
Engine Synchronizer . . . . . . . . . . . . . . . . . . . . . . . . . 5L-24
Preflight and Procedures . . . . . . . . . . . . . . . . . . . . . 5L-27
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-27
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-27
Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . 5L-27
False Engine Start (Engine Does Not Light) . . . . . . . 5L-28
Engine Starter Will Not Disengage . . . . . . . . . . . . . . 5L-28
Engine Fire During Ground Shutdown . . . . . . . . . . . 5L-28
Low Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-28
Firewall Shutoff Valve Closed . . . . . . . . . . . . . . . . . . 5L-28
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . 5L-29
Engine Failure or Fire During Takeoff . . . . . . . . . . . . 5L-29
Engine Failure/ Precautionary Shutdown . . . . . . . . . 5L-29
Engine Failure During Coupled Approach. . . . . . . . . 5L-29
Emergency Restart - One Engine . . . . . . . . . . . . . . 5L-30
Emergency Restart - Two Engines . . . . . . . . . . . . . . 5L-30
Engine Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5L-30
Powerplant Limitations. . . . . . . . . . . . . . . . . . . . . . . . . 5L-31
Engine Fan Inspection . . . . . . . . . . . . . . . . . . . . . . . . . 5L-31
EngineOperating Limits . . . . . . . . . . . . . . . . . . . . . . . . 5L-31
Engine Overspeed Limits. . . . . . . . . . . . . . . . . . . . . . . 5L-31
Interturbine Temperature Limits . . . . . . . . . . . . . . . . . . 5L-32

March 2009
Powerplant CAE SimuFlite
Pratt & Whitney PW530A

Turbofan Engine
Citation Bravo Developed for Training Purposes 5L-5 5L-6

March 2009
CAE SimuFlite
Pratt & Whitney PW530A Turbofan Engine
2-STAGE LOW PRESSURE (AXIAL) INTEGRAL STATOR VANES HIGH PRESSURE

COMPRESSOR (N2) OIL TANK TURBINE (N2)
BYPASS
FAN AIR
(N1)
TURBINE
AIR
AIR
INTAKE HIGH PRESSURE LOW PRESSURE
(CENTRIFUGAL) TURBINE N1
FRONT COMPRESSOR N2
GEARBOX IGNITER
-STARTER
GENERATOR AFT GEARBOX
-OIL PUMP — HYDRAULIC PUMP
ASSEMBLY — FUEL PUMP
— BREATHER

March 2009
Powerplant
Turbine engines (see Figure 5L-3,
following page) accelerate and com-
The relationship of the mass of
bypassed air to the mass of air going Turbofan
Engines
press air to produce thrust. Thrust through the combustion chamber is
can be generated two ways: a small the bypass ratio. The Pratt & Whit-
volume of air accelerated to a very ney of Canada PW530A is a high-
high velocity or a large volume of air bypass engine (3.2:1) with a static
accelerated to a lower velocity. thrust rating of 2,887 lbs at sea level.
The turbofan engine is essentially
two separate powerplants. The N1 Components
section uses a fan (Figure 5L-1) to Major components of the engine are:
move a large volume of cool, low n Low Pressure Compressor Rotor
velocity air through the engine Assemblies
bypass duct. This section is respon- n Low Pressure Compressor Case
sible for providing approximately and Stator Assemblies.
two-thirds of the total thrust at lower n
High Pressure Compressor
altitudes.
Assembly
The N2 section produces energy in n
Combustion Section
the form of high velocity hot air n
Turbine Section
through a high pressure turbine. The
high pressure turbine extracts energy
n Exhaust Duct
to drive its compressor and acces- n Accessory Gearbox.
sory gearbox. The low pressure tur-
bine extracts energy to drive the fan. Low Pressure
The remaining energy flows into the Compressor Rotor
exhaust section (Figure 5L-2) where The low pressure compressor con-
it joins with the bypass airflow to sists of a fan which rotates within the
provide thrust. A diffuser is installed low pressure com-pressor case. The
in the engine exhaust nozzle to mix front fan consists of a disk and 19
the bypass air and exhaust air to airfoil-shaped fan blades milled into
reduce engine noise to meet Stage III a single-piece titanium assembly. An
Engine Noise Restrictions. aluminum compressor inlet cone
A concentric drive shaft system sup- assembly is on the front of the com-
ports the fan and turbine rotors. The pressor fan disk. Together the front
inner drive shaft connects the fan at fan and inlet vanes accelerate air
the front of the engine to the two rear rearward into the engine.
low pressure turbines. The outer
drive shaft connects the axial and
centrifugal compressors (impeller)
and the high pressure turbine.
5L-1 5L-2

March 2009
CAE SimuFlite
Approximately two-thirds of the High Pressure

intake air flows to a bypass duct that Compressor Assembly
routes air around the engine. This
airflow passes around the engine From the lower pressure compressor,
core, then combines with the gas low pressure high velocity air enters
stream exiting the gas generator at the high pressure compressor assem-
the exhaust duct, the remaining one bly, which consists of two axial stages
third enters an axial compressor. and a single centrifugal stage.
After the two axial stages, the rotat-
Low Pressure ing impeller accelerates the airflow
Compressor Case from the low pressure compressor
The low pressure compressor case before directing the airflow toward
consists of a stainless steel housing the diffuser. The diffuser then con-
that contains a concentric stator verts this kinetic energy into high
assemblies. Each stator assembly pressure energy at a low velocity
consists of air-foil-shaped guide before directing the airflow to the
vanes that direct, straighten, and combustion section.
divide the airflow exiting the low
pressure compressor.
Combustion Section
The inner stator assembly consists of The combustion section is at the rear
40 guide vanes that direct the airflow of the gas generator case. It consists
from the front fan through the inter- of a combustion chamber liner.
mediate case to the high pressure com- Flowing aft from the diffuser, high
pressor. The outer stator assembly pressure air flows into the combus-
consists of 42 aluminum vanes that tion liner. The combustion liner turns
direct the airflow to the bypass duct. the airflow 180° and directs it for-
ward to the exit ducts. Fuel nozzles
FIFTH POSITION BLEED AIR FORWARD COWLING

EXHAUST NOZZLE/ IGNITER VALVE
THRUST REVERSER
ITT
THERMOCOUPLE
RIGHT SIDE
OIL TANK
SIGHT GLASS
FUEL/OIL HEAT EXCHANGER
ELECTRONIC
FUEL CONTROLLER
LEFT SIDE
LH PRIMARY
BLEED AIR
SECONDARY EXCITER
ACCESSORY GEARBOX BOX
BLEED
5L-3

March 2009
Powerplant
introduce fuel into the combustion Exhaust Duct
section where the air and fuel mix;
The exhaust duct consists of an
the air/fuel mixture ignites. The hot
exhaust case assembly, exhaust
expanding gases flow forward into
mixer, or diffuser, and exhaust cone.
the exit duct where they make
The thrust reverser attaches to the
another 180° turn before reaching
rear of the fan duct assembly. Hot
the high pressure turbine stator
gases from the turbine section flow
vanes in the turbine section.
through turbine exhaust duct assem-
Turbine Section blies where they mix with cold air-
flow from the bypass duct. Eleven
The turbine section consists of a sin- evenly spaced hollow struts support
gle-stage high pressure turbine and a the inner and outer assemblies. T6
two-stage low pressure turbine. The temperature probes are installed in
high and low pressure turbines turn the outer wall.
on separate concentric shafts.
The high pressure turbine inlet guide Accessory Gearbox
vanes direct the gas stream from the A vertical tower shaft drives the
combustion section at a correct angle accessory gearbox on the bottom of
to efficiently drive the high pressure the intermediate engine casing. The
turbine. tower shaft has bevel gears on either
After passing through the high pres- end; one end meshes with a bevel
sure turbine, the gas stream reaches gear on the high pressure compres-
the two low pressure turbines. Each sor rotor shaft and the other meshes
turbine stage consists of inlet guide with a bevel gear on the accessory
vanes followed by a turbine disk. drive gear-shaft in the accessory
High velocity gases rotate the tur- gearbox.
bines. The low pressure turbines, in The accessory gearbox drives the:
turn, drive the low pressure com- n Starter/Generator
pressor through a shaft. After exiting
the turbine section, the gas stream n Fuel Pump
enters the exhaust duct. n Hydraulic Pump
n Oil Pump
n N2 Tachometer Generator

March 2009
CAE SimuFlite
Engine Indicating The fan speed indicator (Figure 5L-

4, next page) is a dual-reading verti-
Engine indications include: cal tape display with two digital dis-
plays that show fan speed as a
n
Fan Speed (N1)
percentage of maximum RPM.
n Turbine Speed (N2) Each tape displays fan speed from 20
Fan Speed (N1) Limitations n Interturbine Temperature (ITT). to 110% RPM; the digital displays
show fan speed from 0 to 110%
Citation Bravo RPM. A green band on the tape indi-
Fan Speed (N1)
Takeoff (5 minutes) . . . . . . . . 100% cates the normal operating fan speed
Maximum continuous . . . . . . 100% The N1 sensor is secured to a pad on from 25 to 100.0% RPM; a red radial
Transient (20seconds) . . . . . . 102% top of the intermediate case. The line at 100.0% RPM indicates the
sensor passes down through a hol- maximum operating speed.
low strut and the lower end of the The transducer and indicator operate
sensor fits into a support bolted to on 28 VDC; the left and right fan
the rear flange of the No. 2 bearing speed indicating system receives
housing. The sensor is directed at a power from the Main DC buses
phonic ring on the LP shaft. The through the LH and RH FAN SPEED
resulting voltage is transmitted to the circuit breakers. If the left or right indi-
cockpit instrumentation via the main cator loses power, the vertical tape
control harness to display N1 speed. indicates accurately above 50% RPM
while the digital display is blank.)
ITT Indications
N2 Indications
N1 Indications
% RPM % RPM
N1 800 L N2 R
700
110 100
N N I I O O O 120 O
100 1 T T I I I I
1 80
L L L 100 L
T 600 T
90 P
P T 80 T
500 R 60 R E E
80 E E M M
60
60 400 S 40 S P P
S S
40
40 300
R 20
L 20 L R L R L 20 R
200
0 0 0
% RPM °C PSI °C
5L-4

March 2009
Powerplant CAE SimuFlite
Turbine Speed (N2) temperature probes and thermocou- Lubrication System

ples sense temperature in the bypass
The N2 speed sensor is located on duct, low compressor case, and Turbine Speed (N2) Limita- Ignition System
the accessory gearbox right-hand exhaust nozzle. tions Citation Bravo
side. the sensor is directed at the
T1 thermocouples in the inlet and Takeoff (5 minutes) . . . . . . . . 100%
teeth of the FCU drive gearshaft that
is geared to the HP rotor via the exhaust area. The bypass duct pro- Maximum Continuous . . . . . . 100%
accessory drive gearshaft and tower vide an average temperature reading Ground Idle Continuous. . . . .45.3%
shaft. The resulting voltage is trans- equal to three times the temperature Flight Idle Continuous . . . . . . 49.4%
mitted to the aircraft cockpit instru- rise though the bypass duct. T6 ther-
Transient (20 seconds) . . . . . . 102%
mentation via the main control mocouples in the leading edges of
harness. The N2 signal is also used the exhaust case nozzle struts con-
by the bleed valve control to com- nects in parallel to provide an aver-
pute correct bleed valve position. age temperature reading of the gas
The turbine speed indicator (Figure stream exiting the turbine section.
5L-4) is a dual-reading digital dis- The ITT indicating system adds the
play that indicates speed as a per- temperature rise sensed by the T1
centage of maximum RPM. Each thermocouples to the T6 temperature
three digit display shows N2 RPM to to provide a simulated temperature.
0.1%. At the maximum turbine The dual vertical scale ITT gauge on
speeds of 100% N2 RPM, the digits the top left center of the instrument
and a red light flash as warning. panel displays left and right engine
temperature. The vertical tape dis-
The tachometer/generator and indi-
plays ITT from 200° to 750°C. A
cator operate on 28 VDC from the
green band from 200° to 750°C. A
normal electrical system. The Left
green band from 200° to 700°C indi-
Main Extension bus powers the left
cates normal operating range of the
engine indicator though the LH
engine. A red radial line at 700°C
TURB SPEED circuit breaker; the
denotes the maximum takeoff and
Left Crossover bus powers the right
start ITT. The gauge also includes a
indicator though the RH TURB
red triangle at 740°C.
SPEED circuit breaker. If either ITT Limitations
indicator loses power, the respective The indicator operates on 28 VDC Takeoff (5 minutes . . . . . . . . 700°C
display blanks. for the normal electrical system. The
left engine ITT tape receives power Max. Continuous. . . . . . . . . . 700°C
Interturbine Temperature from the Left Main Extension bus Starting (2 seconds) . . . . . . . 740°C
(ITT) through the LH ITT circuit breaker; Transient (20 seconds) . . . . . 740°C
the right engine indicator receives
The ITT gauge (Figure 5L-4, previ- power from the Left Crossover bus
ous page) provides a synthetic or though the RH ITT circuit breaker. If
calculated indication of engine Inter- the indicator loses 28 VDC, a red
turbine Temperature (ITT). A series OFF flag appears above the respec-
of Chromel/Alumel tive tape display.
Citation Bravo Developed for Training Purposes 5L-11 5L-12

March 2009
CAE SimuFlite
Lubrication System Ignition System

BEARINGS
1, 2, 3, 4
TO BEARINGS 1, 2, 3, 4
IGNITION
CUTOFF INDICATOR
LIGHT
O A
O O O EXCITER
O B
THROTTLE
LEVER START
SWITCH IGNITION
GRAVITY FEED TO GEARBOX

CONTROL
TANK RELAY SWITCH
PRESSURE ON O O
O
RELIEF VALVE PUMP ASSEMBLY O IGNITER
O NORM
IGNITION CB
OIL
O
PRESSURE
O ON ENGINE
COOLER ELEMENT 28V DC
O ANTI-ICE
SWITCH
O OFF
ENGINE AIR ANTI-ICE O
BEARING 5 O
RH/LH MAIN DC BUSES O O
O IGNITER
START IGNITION HOT
POWER CB BATTERY
BUS
TEMP
PRESS
PRESS
CITATION BRAVO UNITS 801 AND SUBSEQUENT
SCAVENGE
ELEMENTS
OIL
SYSTEM DRAIN
FILTER
TO BEARINGS 1, 2, 3,4 TO BEARINGS 4 AND 5
% RPM
L N2 R
O SUPPLY
LO OIL I
L
PRESS 100
120
PUMP PRESSURE
O O O O
P I I I I
R L 80 L L 100 L RETURN
E
S P 60 P T 80 T
R R E E
S E E M 60 M
S 40 S P P
L S S 40
20 L R
L R 20
0 0
PSI °C

March 2009
Powerplant
Powerplant systems include:
n Lubrication
warn of impending filter bypass.
Cockpit indicators receive inputs Powerplant
n
n
Fuel and Fuel Control
Ignition
from the appropriate pressure switch.
Components
Systems
n Bleed Air and Anti-Icing The oil system consists of:
n
Engine Controls. n Oil Tank
Lubrication n Oil Pump
n Fuel-to-Oil Cooler
The system provides cooled, pres-
surized oil for lubrication and cool- n
Oil Filter
ing of engine bearings and accessory n
Transfer Tubes and Passages Cen-
drive gears and bearings. An integral trifugal Breather.
oil tank on each engine has a capac-
ity of 5.03 U.S. quarts, of which 3.17 Oil Pump Oil Pressure Limitations
U.S. quarts are unusable (Figure 5L- An engine-driven oil pump on the Takeoff . . . . . . . . . . 45 to 140 PSID
5). intermediate casing pressurizes oil
Max. Continuous . . . 45 to 140 PSID
Oil is drawn from the tank by the from the oil tank for circulation
through the engine and returns oil Idle (minimum) . . . . . . . . . 45 PSID
engine oil pump mounted on the
accessory gearbox. After leaving the from the engine to the oil tank. Transient (20 sec). . . 0 to 250 PSID
oil tank it passes by a chip collector The five-element oil pump consists of
and through a filtering screen. a single-element pressure side and a
Should the filter become clogged, a four-element scavenge side driven by
bypass valve opens, allowing lubri- a common shaft. The pump uses the
cation to continue. Before it enters intermeshing of gears to draw oil from
the oil cooler, which is a fuel/oil heat the oil tank (pressure pump) and the
exchanger, it passes a pressure relief accessory gearbox (scavenge pump).
valve, which bypasses excess pres- NOTE: The oil cooler is also
Oil Cooler referred to as the “Fuel Heater”
sure back into the tank. The oil then
when discussing the Fuel System.
passes through individual strainers An oil cooler mounted adjacent to
The assembly is officially labeled a
and to the engine bearings. Pressur- the engine-driven fuel pump circu-
“Fuel/Oil Heat Exchanger.”.
ized oil from the number five bear- lates oil and fuel through separate
ing continues to the accessory gear passages to cool hot oil flowing from
box to lubricate it. Four scavenge the pump to the filter. Hot oil flow-
pumps return the oil from the main ing through the cooler transfers heat
bearings and the accessory gear box, to fuel. If the oil passages clog, a
to the oil tank. The oil filter is bypass valve opens to route oil
equipped with an pressure switch to around the cooler.
5L-5

March 2009
CAE SimuFlite
Oil Filter Oil Indicating

The oil filter and housing are on the Oil indicating systems include:
accessory gearbox adjacent to the oil
pump. The housing contains a remov- n Oil Pressure Gauge
able filter element, two check valves, a n Low Oil Pressure Warning
pressure relief valve, and a bypass
valve. n
Oil Temperature Gauge.
If the filter starts to become See Figure 5L-6, next page for oil
obstructed, oil pressure opens the
system indications.
bypass valve; oil flow bypasses the fil-
ter. This is annunciated by the amber Oil Pressure Gauge
OIL FLTR BP light and MASTER
CAUTION. An oil pressure transmitter on the
forward cowling bulkhead assembly
Two check valves in the filter hous-
of each engine senses oil pressure
ing prevent the gravity flow of oil
from a boss on the oil filter housing.
from the engine. The pressure relief
valve maintains a fairly constant oil Each transmitter electrically drives
pressure by returning excess oil to the oil pressure gauge. The oil pres-
the oil pump inlet. sure gauge is a dual-reading vertical
scale indicator that displays oil pres-
Centrifugal Breather
sure for each engine from 0 to 250
The centrifugal breather uses a gear- PSI. Colored bands and a radial line
driven impeller to separate air and oil. indicate the minimum, warning, and
As the impeller rotates, it slings the oil normal operating pressures.
outward. The relatively oil-free air
passes through the hollow impeller
shaft to a breather adapter where a
tube carries it overboard for venting.

March 2009
Powerplant
A red radial line at 20 PSI indicates the annunciator also triggers the
the minimum oil pressure at engine MASTER WARNING annunciators.
idle. A yellow band from 20 to 45
The low oil pressure warning system Oil Temperature Limitations
PSI indicates the warning zone;
receives 28 VDC from the Main Takeoff. . . . . . . . . . . 10 TO 121.1°C
pressures below 45 PSI are undesir-
buses; there is no circuit protection.
able. A green band from 45 to 185 Max. Continuous . . .10 TO 121.1 °C
PSI is the normal operating range. Oil Temperature Gauge Idle. . . . . . . . . . . . . .40 TO 121.1 °C
The engine oil pressure gauges and A temperature transmitter on each Starting (Min) . . . . . . . . . . . . -40°C
transmitters receive 28V DC from engine senses oil temperature for Transient . . . . . . . . . . . . . . . . 135°C
their respective Main Extension bus display on cockpit indicators. The
through the RH/LH OIL PRESS cir- dual-reading vertical scale tempera-
cuit breaker. Both CBs are found on ture gauge displays engine oil tem-
the left CB panel If the system loses perature from 0 to 130°C. A green
power, a red OFF flag appears above band from 0 to 121°C indicates the
the affected scale and the tape falls normal temperature range. A red line
to zero. at 121°C indicates the maximum
operating oil temperature.
Low Oil Pressure Warning
The transmitter and gauge operate on
An oil pressure switch on each
28 VDC. The indicating systems
engine and annunciators in the cock-
receive power from their respective
pit warn of low oil pressure condi-
Main Extension bus through the RH/
tions. If an engine's oil pressure
LH OIL TEMP circuit breakers. Both
drops to approximately 45 PSIG or
CBs are found on the left CB panel. If
below, the pressure switch illumi-
the system loses DC power, a red OFF
nates the respective red LO OIL
flag appears above the affected scale
PRESS annunciator. Illumination of
and the value goes to zero.
% RPM
L N2 R
100
Oil Pressure O O O 120 O
I I I I
Indication L 80 L L 100 L
P P T 80 T
R 60 R E E
E E M 60 M
S 40 S P P
S S
40 Oil Temperature
20 L R Indication
L R 20
0 0
PSI °C
Low Oil
Pressure
Warning
> 160 O AC
FAIL L R L R L R L R L R L R L R L R
L R 1 2 INOP EXTEND L R PRESS L R GND L R DOOR
AP ROLL CHECK AOA HTR SURFACE ACM
MISTRIM L R FAIL L R L R DEICE O'PRESS
PFD 2
5L-6

March 2009
CAE SimuFlite
Fuel and Fuel From the FCU, fuel flows under

pressure through the flow meter
Control System before reaching the flow divider
The fuel and fuel control system (Fig- valve. The flow divider valve splits
ure 5L-7) supplies metered fuel under the fuel flow into two streams: pri-
pressure to atomize and mix fuel with mary and secondary (Figure 5L-8.
page 5L-18). The primary and sec-
air in the combustion chamber. The
ondary fuel streams travel through
system regulates the flow of fuel to the
the dual manifold to the fuel nozzles.
engine.
The fuel nozzles provide an atom-
Fuel under pressure from the wing ized spray of fuel into the combus-
fuel system enters the engine fuel tion chamber.
system from a T-fitting at the engine An emergency fuel shutoff system
firewall. The T -fitting connects to a uses a mechanical linkage to cut off
rigid line that carries fuel to the fuel to the engine and shut down the
engine-driven fuel pump. engine if a mechanical failure occurs
The engine fuel pump receives fuel within the engine.
at low pressure and increases fuel
pressure to approximately 200 to Components
600 PSI. A fuel filter integrated with The engine fuel system consists of:
the engine-driven fuel pump n
Engine-driven Fuel Pump
removes impurities and contamina- n
Hydro-mechanical Fuel Control
tion. After traveling through the fuel Unit (FCU)
filter and the engine-driven fuel n
Oil/Fuel Heat Exchanger
pump 2nd stage, the fuel enters a n
Flow Divider Valve
hydro-mechanical Fuel Control Unit n
Motive Flow Valve
(FCU). The FCU regulates engine n
Fuel Manifold Assembly
N2 speed by varying fuel flow.
n
Adapter Assemblies
n
Emergency Fuel Shutoff.
BLEED
AIR
SHUTOFF
BLEED
AIR
SHUTOFF
CONTROL
CONTROL
FROM
FROM
FUEL
FUEL ENGINE
TANK FUEL ENGINE
ENGINE
TANK DRIVEN FUEL OIL FUEL
DRIVEN OIL CONTROL
FUEL DRIVEN FLOW
FUEL FUEL FUEL
DIV. FUEL NOZZLES
PUMP
FUEL PUMP COOLER UNIT FUEL PUMP
FILTER
COOLERFLOW
CONTROL DIVIDER FUEL NOZZLES
UNIT
1ST STAGE 2ND STAGE
AUTOMATIC
FUEL AUTOMATIC
SHUTOFF
MOTIVE TO TO FUEL SHUTOFF
MOTIVE
FLOW FLOW
FLOW FLOW
VALVE METER METER
VALVE
MOTIVE FLOW
5L-7 TO FUEL TANK

March 2009
Powerplant
Fuel Pump The fuel-metering section contains a
The accessory-driven (engine- mechanically actuated metering
driven) fuel pump contains a 1st valve. The actions of the metering
stage centrifugal boost, and a 2nd valve establish fuel flow to the
stage spur-gear positive displace- engine. The bypass valve routes
ment unit. Fuel enters the 1st stage excess fuel back to the fuel pump to
of the pump through an inlet screen maintain a constant fuel pressure dif-
which, when obstructed, is unseated ferential across the metering valve.
by the fuel pressure to allow fuel to The fuel-metering section also uses a
flow past it to the oil cooler. The oil high pressure relief valve to prevent
cooler (fuel-oil heat exchanger) uses excess pressure in the FCU by
the cold fuel to cool engine oil rerouting fuel back to the fuel pump.
before it reaches the engine bearings The fuel-computing (air) section
and accessory gearbox. Oil and fuel uses an acceleration bellows (Px),
flow through separate passages governor bellows (Py), and com-
within the cooler where the hot oil pressor air (Pc) pressure to regulate
exchanges heat with the cold fuel. A fuel flow. Movement of the bellows
bypass valve within the cooler in response to pressure changes con-
bypasses oil around the passages trols the position of the metering
should the oil cooler become valve to regulate fuel flow. During
obstructed. The fuel, which has been engine operation, pressures increase
warmed by the oil circulating and decrease in response to engine
through the cooler, exits the cooler acceleration and deceleration. As
and enters the fuel filter. If the fuel pressures build, the bellows open the
filter becomes obstructed, the fuel metering valve to increase fuel flow.
filter bypass valve opens to allow As the engine decelerates, pressures
unfiltered fuel to flow around the decrease to close the metering valve.
obstructed fuel filter element to the The action of this section controls
fuel pump 2nd stage. the operation of the metering valve,
which provides efficient fuel sched-
Depending on engine speed, fuel
uling for engine operation.
exiting the 2nd stage pump is
boosted to 200 to 600 PSI. The power input and speed-governing
section uses a flyweight and springs to
Excess fuel from the pump routes to
operate. This section regulates pres-
the fuel pump bypass port. This fuel
sures supplied to the fuel computing
returns to the fuel tank.
section in response to engine speed
Hydro-mechanical Fuel and desired engine speed.
Control Unit A temperature sensor (T2) in the
The fuel pump transmits a speed sig- bypass duct monitors ambient air tem-
nal proportional to engine compres- perature. The sensor reacts to ambient
sor turbine speed (N2) to the air temperature changes by bleeding
governing section of the FCU. off more or less Px air to the FCU.
The FCU controls engine N2 speed Flow Divider Valve
by varying fuel flow to the engine.
The FCU meters fuel for engine After passing through the flow
meter, the fuel enters the fuel flow
starting, acceleration, governing,
divider. A valve in the flow divider
altitude compensation, deceleration, splits the fuel flow into two streams:
idle, and shutdown. one for the Primary Manifold, which
governs initial fuel flow during

March 2009
CAE SimuFlite
engine start; and the Secondary fuel operates a wing sump primary
Manifold, which opens during the ejector fuel pump. The ejector fuel
start sequence at 27 to 28% N2 to pump supplies high volume low
supply idle fuel flow (to finish the pressure fuel (20 to 25 PSI) to the
start sequence) and engine operating engine during normal operation.
fuel flow for flight. The divider
valve also controls fuel pressure to Fuel Manifold Assembly
both manifolds, dumps fuel from the The fuel manifold assembly delivers
manifolds during engine shutdown, fuel from the flow divider valve to
and ensures that fuel does not reach the primary and secondary passages
the manifolds until the divider of the fuel nozzles. The manifold
senses a minimum required fuel consists of 11 dual-orifice (primary
pressure. and secondary) adapter assemblies
During engine start, the flow divider connected by transfer tubes.
valve provides fuel only to the pri- Each of the 11 adapter assemblies
mary manifold; any excess fuel is contains a dual-orifice fuel nozzle
routed back to the fuel pump inlet. As with a swirl-type tip and a sheath
engine speed increases toward idle, (Figure 5L-8). Each fuel nozzle pro-
the divider valve begins supplying vides a finely atomized spray of fuel
fuel to the secondary manifold until into the combustion chamber. Com-
both the primary and secondary man- pressor discharge air flowing around
ifolds receive the same fuel flow. the sheath assists in fuel atomization
and nozzle cooling.
A manually operated shutoff lever
on the flow divider valve allows Emergency Fuel Shutoff
maintenance personnel to shut off The mechanical emergency fuel
FCU fuel flow to the manifolds. shutoff system shuts off the fuel
With the shutoff lever closed, the flow to the engine to prevent major
shutoff and windmill bypass valve damage from occurring during an
routes fuel back to the fuel pump. engine malfunction. The system
Motive Flow Valve consists of a mechanical linkage
between the No. 4 bearing housing
A motive flow valve releases,
and the fuel inlet and shutoff valve
returning the excess fuel to the fuel
assembly on the fuel manifold.
tanks. The returning high pressure
SHEATH ADAPTER COMPRESSOR

DISCHARGE AIR
NOZZLE
SLEEVE
PRIMARY
PASSAGE
SECONDARY
NOZZLE PASSAGE
STARTING FUEL FLOW MAXIMUM FUEL FLOW
5L-8

March 2009
Powerplant
Axial (front to rear) displacement aft Fuel Pressure
of the low pressure turbine shaft of
A fuel pressure switch in each
more than .007 of an inch activates a
engine's fuel line performs two func-
pin-and-seal mechanism in the shut-
tions: it illuminates a LO FUEL
off valve assembly to close the fuel
PRESS annunciator and activates a
inlet and stop fuel flow to the
boost pump. With the boost pump
engine.
switch in the normal mode and the
Fuel Flow throttles out of cutoff, if the fuel
A fuel flow transmitter in the fuel pressure drops below 4.65 +0.15/-0.25
line between the FCU and fuel flow PSIG the fuel pressure switch acti-
divider on each engine senses fuel vates a respective side boost pump.
flow and presents the information on Even if motive flow pressure
a digital display (Figure 5L-9). increases above 4.65 PSIG de-ener-
Throttle cutoff switches disable the gizing the pressure switch relay, the
indicators below 10% N2 RPM. boost pump switch must be cycled
The transmitters and fuel flow gauge OFF or ON and returned to NOR-
operate on 28 VDC supplied by the MAL to reset the system.
aircraft electrical system. Each
engine’s transmitter and indicator
receive power from its respective Main
Extension bus through the RH/LH
FUEL FLOW circuit breaker. Both
CBs are located on the left CB panel. If
either system loses 28 VDC power,
dashes appear in place of the digits.
LBS - kG
FUEL FLOW
Fuel Flow Indication
F
3000
F
Fuel Quantity Indication
U U
E E
L L
2000
Q Q
T T
Y Y
1000
L R
0
LBS
Low Fuel
Pressure
Annunciator
5L-9
> 160 O AC
FAIL L R L R L R L R L R L R L R L R
L R 1 2 INOP EXTEND L R PRESS L R GND L R DOOR
AP ROLL CHECK AOA HTR SURFACE ACM
MISTRIM L R FAIL L R L R DEICE O'PRESS
PFD 2

March 2009
CAE SimuFlite
Ignition System brackets at the 7 o'clock position on

the outer bypass duct.
During the engine start cycle, the
The exciter is a capacitance dis-
ignition system provides high-
charge unit that uses a step-up trans-
energy discharges for fuel/air mix-
former to generate, and a capacitor to
ture ignition. The system consists of:
store, a four joule charge at approxi-
n
Ignition Exciter mately 3,000 volts for the igniters.
n Ignition Cables The capacitor discharges automati-
n Igniter Plugs. cally. If the igniter becomes inopera-
During the engine start cycle, the tive or input voltage is switched off,
Hot Battery bus supplies power for the system discharges.
the left and right engine ignition sys-
tems. With the ignition switches or Ignition Cables
engine anti-ice switches on, the High tension output cables carry the
Right Crossover bus and the Left electrical output from the exciter to
Main Extension bus supply 28 VDC the igniter plugs. Each consists of an
to the left and right engine ignition electrical lead in a flexible metal
exciters through the LH and RH braiding.
IGNITION circuit breakers.
Igniter Plugs
Ignition Exciters
The igniter plugs are at the five and
The PW530A engine is equipped seven o'clock positions and protrude
with one exciter unit and two spark through the gas generator case into
igniters (Figure 5L-10). The exciter the combustion chamber.
is a sealed unit securely mounted to
FIFTH POSITION BLEED AIR FORWARD COWLING

EXHAUST NOZZLE/ IGNITER VALVE
THRUST REVERSER
ITT
THERMOCOUPLE
RIGHT SIDE
OIL TANK
SIGHT GLASS
FUEL/OIL HEAT EXCHANGER
ELECTRONIC
FUEL CONTROLLER
LEFT SIDE
LH PRIMARY
BLEED AIR
SECONDARY EXCITER
ACCESSORY GEARBOX BOX
BLEED
5L-10

March 2009
Powerplant
Control and Indication from the Hot Battery bus through the
START IGNITION POWER circuit
Controls for the ignition system breaker (aft J box), throttle lever cut-
(Figure 5L-11) include: off switch, and the closed start con-
n
Start Control Printed CB trol relay to the ignition exciters; the
n Throttle Lever Cutoff Switch system operates. The ignition light
illuminates to indicate the flow of
n Ignition Switches power to the ignition exciter(s).
n
Engine Anti-Ice Switches
Once the engine reaches approxi-
n Ignition Lights mately 38% N2 RPM, the Generator
Start Control PCB and Throttle Control Unit (GCU) terminates the
Lever Cutoff Switch start sequence. The GCU opens the
The start control relay, which the start control relay, cutting power to
generator control unit controls, sup- the starter/generator. Power is also
plies power from the Hot Battery bus removed from the respective boost
through the throttle lever cutoff pump and ignitors.
switch during engine start cycle. Ignition Switches
Pressing a starter switch supplies bat- The two-position (ON/NORM) igni-
tery power to the auxiliary start relay. tion switches on the pilot's switch
The auxiliary start relay closes to per- panel supply power to the ignition
mit power from the generator control systems. The ON position provides
unit to energize the start control PCB; 28 VDC to the system from the LH
the start control relay closes. and RH IGNITION circuit breakers
Advancing the throttle out of IDLE to operate igniters continuously.
CUTOFF closes the throttle lever cut- Placing the switch in NORM (off)
off switch. Power then flows from interrupts power to the igniters.
FUEL BOOST ENGINE START IGNITION
LH ON RH LH DISENGAGE RH LH ON RH
O START
F DISG
F
NORM NORM NORM NORM

ANTI ICE / DEICE
PITOT & W/S BLEED W/S ALCOHOL ENGINE SURFACE
STATIC HI ON LH RH AUTO
O O
F F
F F
OFF LOW OFF OFF OFF RESET

LH GYRO SLAVE EXTERIOR LIGHTS
VERT GYRO
HI MAN LH RECOG ANTI NAV WING
NORM AUTO RH COLL OFF INSP
5L-11

March 2009
CAE SimuFlite
Engine Anti-Ice Switches n Engine cooling

Positioning the engine anti-ice n Engine and airframe ice and rain
switches (Figure 5L-11) previous protection (see also Ice and Rain
page, to the ON position activates the Protection chapter)
engine inlet, inner stator, and inboard n Engine fuel system operation
wing leading edge anti-ice system as
well as the engine ignition system. n Air conditioning, pressurization,
and pressurization and temperature
Continuous engine ignition with the control (see Pneumatics chapter)
engine anti-icing switches ON pre-
vents engine flameout due to ice n
Door sealing (see Aircraft Over-
ingestion. view chapter).
Ignition Lights Two taps on the outer bypass duct pro-

vide high pressure compressor (Pc)
Power to the ignition exciter controls bleed air for airframe systems (see
the green ignition lights above the Pneumatic chapter); this discussion
ignition switch. During normal oper- concerns bleed air used by the engine.
ation, both lights illuminate. If
power to the exciter box fails, the Bearing Sealing
light extinguishes. Check the respec-
tive IGNITION circuit breaker. Compressor discharge air flowing
through the bearing labyrinth seals
Bleed Air for contains oil within the bearing com-
partments. Each labyrinth seal con-
Pneumatic System sists of a runner and a labyrinth that
Engine bleed air extracted from the form a seal to control the pressure
high-pressure compressor is referred gradient within each bearing com-
to as primary bleed air. partment. The bleed air flowing
Primary airflow is extracted from through the seals also forces excess
left and right sides of the engine in oil through the passages that carry
the final stage before combustion, oil to the bearing sumps to assist in
part of it is used for engine and oil scavenging.
nacelle pneumatic system. The rest
is routed to the tailcone for systems Engine Cooling
distribution. Primary bleed air is Compressor discharge air cools the
controlled to a maximum tempera- high pressure turbine disk, second-
ture of 500°F ±20°F. and third-stage turbine, and high
Primary bleed air is transferred to pressure turbine stator vanes. After
the precooler. cooling the turbine disks, the air dis-
On the right engine, bleed air tapped charges into the main gas stream
from the inboard duct assembly pro- through the engine. The stator vanes
vides pneumatic pressure for the auto- receive compressor discharge air for
matic mode of cabin temperature cooling through small holes in the
control (refer to Pneumatic chapter). small exit duct. The air flows
through the holes and enters the sta-
Bleed Air for Engine tor vanes through the outer stator
vane ring. Air flowing through the
The engine bleed air system uses
vanes provides cooling before dis-
high pressure bleed air to provide:
charging through holes in the vane
n
Engine bearing sealing trailing edges.

March 2009
Powerplant
Engine Anti-Icing An annular (i.e., ring-shaped) anti-

icing air manifold then routes the air
The engine bullet nose cone and T1
to the hollow stator vanes. After
thermocouple are continuously anti- travelling through the vanes, the air
iced by engine bleed air whenever discharges around the leading rotary
the engine is operating (Figure 5L- shroud where it mixes with the pri-
12). Each receives bleed air from
mary air stream.
different sources.
Compressor discharge air travelling An external transfer tube on the
down a hollow, low pressure com- engine bypass duct routes warm,
pressor shaft enters the double wall high pressure compressor air from
inlet cone where it provides anti- the gas generator case for T1 thermo-
icing protection. The bleed air trav- couple anti-icing.
els rear-ward where holes in the
inner wall allow it to discharge into Engine Inlet Anti-Icing
the engine bullet nose cone cavity. The engine inlet anti-icing system
From the cone cavity, it flows to the uses compressor bleed air to warm
No. 1 bearing labyrinth seal. the engine inlet duct. A stainless
A tube assembly and solenoid shut- steel duct carries compressor bleed
off valve carry bleed air from the gas air from the engine to an electrically
generator case to the intermediate closed anti-ice solenoid valve. The
casing. From the casing, the air trav- solenoid valve controls bleed air
els through the outer strut into the flow to the engine inlet duct.
inner bore of the intermediate case.
HOT AIR MANIFOLD
ANTI-ICING
AIR DUCTS
DOUBLE
WALL
INLET
CONE
FAN
SHAFT
DISCHARGE
TO PRIMARY
AIR STREAM
5L-12

March 2009
CAE SimuFlite
The anti-ice solenoid valve closes Engine Controls

with the application of DC power
and opens when power is removed. Engine controls include the throttle
If there is a power interruption and levers and engine synchronizer.
pressure exists at the valve, the valve
opens to provide inlet anti-icing. The Throttle Levers
LH and RH ENGINE anti-ice
The throttle levers (Figure 5L-13)
switches on the left instrument panel
manually connect through cables
(Figure 5L-11, page 5L-21) control
and bellcranks to their respective
the engine inlet anti-icing system.
FCU. Each throttle lever operates
Placing a switch on with engine
power above the 60% N2 position the FCU from the idle to full throttle
positions. The fuel CUTOFF posi-
supplies power to a thermal delay
tion connects to the fuel flow
relay heating element. After five
divider. Throttle travel ranges from
seconds, the relay opens to remove
CUTOFF (full aft), through IDLE, to
power to the solenoid valve; the
valve opens to supply bleed air to the FULL forward or maximum thrust.
engine inlet anti-icing system. A mechanical CUTOFF stop pre-
vents inadvertent selection of this
Air flowing through the valve enters position; a latch on the throttle must
the inlet manifold where it heats the be raised before it can be moved to
double-walled engine inlet duct. It or from CUTOFF.
then travels through the anti-icing
airducts where it flows rearward and Engine Synchronizer
mixes with the engine airflow.
The engine synchronizer provides
Placing the engine anti-ice switch automatic N1 or N2 RPM matching
off or positioning the throttle below
60% N2 applies power to the sole- of the right (slave) engine to the left
(master) engine. A turbine out-of-
noid valves; the valves close to stop
sync condition is generally more
airflow to the engine inlet duct and
noticeable in the cockpit; a fan out-
inner stator vanes.
of-sync condition is generally more
A temperature sensor monitors bleed noticeable in the passenger cabin.
air temperature in the inlet duct. Nor-
mally, the switch sensor opens at The synchronizer consists of a syn-
approximately 220°F ±8°F to extin- chronizer control box, speed-setting
guish its respective ENG ANTI-ICE actuator, a trimming assembly, and a
L/R annunciator when the system is flexible rotary shaft assembly.
operating. If its temperature falls to Tachometer/generators on the engine
approximately 200°F ±6°F, the sensor fans and turbines provide an alter-
closes to illuminate the annunciator. nating current to the control box that
Additionally, the inner stator anti-ice corresponds to the fan and turbine
valve position switch extinguishes its speeds of both engines.
respective ENG ANTI-ICE annuncia-
tor when the solenoid valve is open.

March 2009
Powerplant
The control box in the control pedes- slave engine does not match, the
tal operates on 28 VDC supplied by control box activates the speed set-
the Left Main Extension bus through ting actuator. Driven by the actuator,
the ENG SYNC circuit breaker. A the trimming and rotary shaft assem-
three-position (FAN/OFF/TURB) blies adjust the slave engine's FCU
rotary switch below the throttle to match the engine's turbine or fan
levers (Figure 5L-14) controls the speed to the master engine.
synchronizer. The FAN position syn-
The actuator has a 1.5% N1 RPM or
chronizes engine N1 RPM; TURB
1.0% N2 RPM range of authority.
synchronizes engine N2 RPM; and
This limited range of authority pre-
OFF deactivates the system and
vents the slave engine from losing
drives the speed setting actuator to
more than a fixed amount of power
its center range before stopping. An
as it tries to synchronize with a fail-
indicator light next to the switch illu-
ing master engine.
minates during system operation.
If the system fails to synchronize the
After manually synchronizing the
engines, the actuator has reached its
engines, select either FAN or TURB
full range of travel; turn the system
to activate the synchronizer. The
off and manually synchronize the
system then compares the slave
engines with the throttle levers.
engine to the master engine. If the
5L-13 5L-14

March 2009
CAE SimuFlite

March 2009
Powerplant
Preflight n
n
Mobil Jet II
Mobil Jet 254 (third generation
Preflight and
During the preflight inspection,
visually inspect the engine inlet for
n
oil)
Castro15000
Procedures
foreign objects. Inspect the fan
blades for any evidence of foreign n
Aero Shell Turbine 500 & 560
object damage (e.g., nicks, cracks, When changing from an existing
dents). Check the lower fan blades lubricant formulation to a third gen-
and floor of the bypass duct for eration lubricant formulation (Aero
traces of oil, which would be indica- Shell/Royco Turbine Oil 560 or
tions of oil leakage. (If found, main- Mobil Jet 254), Pratt & Whitney of
tenance technicians should Canada strongly recommends that
investigate the cause and clear the such a change be made only when an
aircraft for further flight). Verify that engine is new or freshly overhauled.
the generator cooling air exhaust and For additional information regarding
fuel drain masts are clear. Check the the use of third generation oils in the
condition of the T1 probe in the PW530A 72-00-00 engine mainte-
engine inlet. Check the engine nance manual and to the engine
exhaust and bypass ducts for condi- manufacturer's pertinent service bul-
tion and foreign objects. Check for letins.
fuel and oil leakage, damaged tur- Should it be necessary to replenish
bine blades, cracks, and general oil when oil of the same brand in the
security of the entire area. Check tank is unavailable, observe the fol-
that the oil filler cap and access door lowing:
are secure. n Total quantity added of a different
Check engine oil level within 10 brand of oil must not exceed two
minutes of engine shutdown. After U.S. quarts in any 400-hour period
10 minutes, oil may begin draining
from the oil tank into the accessory Abnormal
gear-box and oil reservoir. The oil
remains in the engine but gives a
Procedures
false reading on the dipstick. If the The following is a discussion of
oil level reads low after 10 minutes abnormal procedures for the system.
of engine shutdown, run the engine Please refer to the SimuFlite Operat-
for a minimum of two minutes, then ing Handbook for detailed check-
shut down and recheck. lists. Abnormal procedures for the
powerplant include:
Servicing n
False engine start
The oil tank holds 5.03 U.S. quarts n
Engine starter will not disengage
with a usable quantity of 1.86 U.S. n
Engine fire during ground shut-
quarts. Maximum oil consumption is down (High sustained ITT)
one quart in four hours. n
Low oil pressure
Approved types include the follow- n
Firewall shutoff valve closed.
ing and those listed in P & W SB
No. 7001:
n Exxon Turbo Oil 2380
n Aero Shell/Royco Turbine Oil 500
n Royco Turbine Oil 560 (third gen-
eration oil)

March 2009
CAE SimuFlite
False Engine Start If oil pressure is above 45 PSI, no

(Engine Does Not Light) action is required. If pressure is
between 20 and 45 PSI, reduce
False engine start indications include power on the affected engine. If the
no increase in ITT and no continued pressure stabilizes after reducing
increase in N2. Move the associated power, maintain the reduced power
throttle to CUTOFF and wait 15 sec- setting for the remainder of the flight
onds before pressing the STARTER and land as soon as practical.
DISENGAGE pushbutton; this
If oil pressure is below 20 PSI, place
clears excess fuel from the engine.
the throttle in CUTOFF to shut down
Engine Starter Will Not the engine. Land as soon as practical.
Disengage LO OIL PRESS L/R Illuminated
If the starter fails to disengage once If the LO OIL PRESS L/R annuncia-
the engine reaches approximately tor is illuminated and oil pressure is
40% N2 RPM, press the STARTER above 45 PSI, land as soon as practi-
DISENGAGE button. cal.If pressure is between 20 and 45
PSI, reduce power on the affected
If the start button light remains illu- engine. If the pressure stabilizes
minated, the start relay is stuck. Turn after reducing power, maintain the
the battery switch off to remove reduced power setting for the
power to the starter. Shut off both remainder of the flight and land as
generators or any ground power unit. soon as practical. If oil pressure is
Disconnect the battery in the tail- below 20 PSI, place the affected
cone to isolate the battery from the engine in cutoff.
electrical system. Bring the throt-
tle(s) to CUTOFF to shut down the Firewall Shutoff Valve
engine(s). Closed
Engine Fire During Illumination of the F/W SHUTOFF
Ground Shutdown L/R annunciator indicates the clos-
ing of both the fuel and hydraulic
NOTE: Although there may be A high or sustained interturbine tem- firewall shutoff valves. Pressing an
temptation to discharge the perature during ground shutdown is ENGINE FIRE PUSH switchlight
engine fire protection system, a positive indication of an internal closes the valves and isolates the
remember that this system will engine fire. Check that the throttle is thrust reversers (if installed); it also
only discharge agent to the out- in CUTOFF. Momentarily press the trips the field excitation on the asso-
side of the engine casing; NOT start button to motor the engine. ciated generator and arms both fire
to the inside where this fire Motoring the engine assists in clear- extinguisher bottles. To open fire-
would be. ing fuel from the engine and may wall shutoff valves and reset the sys-
blow the fire out. Press the tem, push the ENGINE FIRE PUSH
STARTER DISENGAGE button switchlight a second time.
after 15 seconds of engine motoring.
Emergency
Low Oil Pressure
Procedures
Decreasing oil pressure. The only Please refer to the SimuFlite Operat-
crew action is to accomplish a pre- ing Handbook for detailed check-
cautionary engine shutdown. The lists. Emergency procedures for the
annunciator is an independent sys- power-plant include:
tem from the oil pressure indicator.

March 2009
Powerplant
n Engine failure or fire during takeoff erratic fuel flow could necessitate an
n Engine failure/precautionary shut- engine shutdown in flight.
down Shut down the affected engine by
n Engine failure during coupled moving the throttle to CUTOFF and
approach placing the ignition switch to
n Emergency restart - one engine NORM and the generator switch off.
n Emergency restart - two engines Set the engine synchronizer to OFF.
n
Engine fire. Reduce the electrical load as
Engine Failure or Fire required to prevent overloading the
During Takeoff operating generator. Turn the engine
If speed is below V1 during an synchronizer off. Use the fuel cross-
feed system to maintain a balanced
engine failure or fire during takeoff,
fuel load; do not exceed a 200 lb
abort the takeoff. Apply brakes as
asymmetrical fuel load.
required to slow the aircraft, move
If no fire hazard exists, leave the fire-
the throttle to IDLE, extend the
wall shutoff valve open and turn the
speedbrakes, and deploy the thrust
fuel boost pump on to prevent dam-
reverser on the unaffected engine.
age to the engine-driven fuel pump.
Verify reverser operation by observ-
ing the illumination of the ARM, Engine Failure During
UNLOCK, and DEPLOY lights. To
Coupled Approach
obtain maximum braking action,
apply continuous pressure to the If an engine fails during a coupled
brake pedals; do not modulate brake approach, increase power on the oper-
pressure by pumping the brakes. If ating engine to maintain approach
there is an engine fire, perform an speed and correct rate of descent. Dis-
engine fire procedure. engage the autopilot and yaw damper
with the AUTO PILOT/TRIM disen-
If an engine failure occurs above Vl, gage switch (Big Red Button) on the
continue the takeoff. After establish- control wheel. Maintain airspeed at
ing a positive rate of climb, retract VREF + 10 KIAS before raising the
the landing gear. Maintain V2 to V2 + flaps to T.O. & APPR. Add rudder
10 in the climb until Level-off Alti- trim toward the operating engine to
tude. At Level -off Altitude, accelerate compensate for aircraft yaw away
to V2+10 KIAS (if not already); then from the operating engine. Continue
retract the flaps. Accelerate to VENR with the procedure by moving the
affected engine's throttle to CUTOFF.
(single engine enroute climb speed).
If the failure occurred due to an engine
If there is an engine fire, perform the
fire, perform the engine fire procedure.
engine fire procedure. If there is an
engine failure, accomplish an engine Restart - One Engine
shut down.
Engine Failure/ There are two methods for an emer-
Precautionary Shutdown gency engine restart: one with starter
assist, and one by windmilling the
Several conditions such as abnor-
engine.
mally high or low oil pressure,
abnormal or rising ITT, engine Starter-Assisted Restart
vibration, fan/turbine RPM fluctua- Place the throttle in CUTOFF and the
tions, abnormal oil temperature, or generator switch in GEN; check that
the firewall shutoff valves are open.

March 2009
CAE SimuFlite
Position the ignition switch to ON; to prevent exceeding the 680°C tem-
press the START button momen- perature limit for two seconds.
tarily. With weight off the wheels, the
If no start occurs in 10 seconds or
cross-generator start system disables
acceleration to 200 KIAS is not fea-
to prevent damage to the operating
sible, momentarily press either
engine generator. Move the throttle to
START button and attempt a starter-
IDLE when the engine reaches 8 to
assist restart.
10% N2. Monitor engine instruments
to prevent exceeding 680°C (maxi- Engine Fire
mum start I'IT). Place the ignition If an ENGINE FIRE PUSH switch-
switch to NORM. light illuminates, immediately bring
the affected throttle to IDLE.
Emergency Restart - Two
Engines If the switchlight remains illumi-
nated, lift the cover on the illumi-
Select both engine ignition and boost nated switch and push it. Pushing the
pump switches to ON. Automatic switch closes the firewall shutoff
sequencing and selection of these valves and cuts off fuel and hydrau-
functions does not occur when the lics; it also isolates the thrust
start button is not used. Leave both reverser (if installed), trips the gen-
throttles in IDLE. erator field, and arms the fire extin-
guisher bottles to prepare for
If altitude allows, increase airspeed
discharge to that engine. Push one of
to 200 KIAS to improve the possibil-
the illuminated fire bottle lights to
ity of an immediate start.
discharge an extinguisher to the
Windmilling Restart with engine.
Airspeed above 200 KIAS
Select CUTOFF with the affected
Place the throttle in CUTOFF. engine lever. Place the ignition
Ensure that the firewall shutoff switch in NORM. Reduce the electri-
valves are open (firewall shutoff cal load to prevent overloading the
annunciator extinguished). Engine operating generator. Turn the boost
Anti-ice switch for the affected pump off. If required, land as soon as
engine check OFF. Turn the respec- practical.
tive ignition switch and boost pump If the fire warning annunciator
on. When performing a wind-milling remains illuminated after 30 sec-
airstart, the automatic sequencing onds, push the second fire bottle
and selection of these functions does light. Land as soon as possible.
not occur because the start button is
not used. At airspeeds above 200 All conditions except starting
KIAS, advance the throttle to IDLE. If the ITT exceeds 740°C or if
Monitor the engine instruments as 700°C is exceeded for more than 7
the engine begins spooling up to idle seconds, refer to Engine mainte-
speed. nance manual.
After the engine stabilizes, position
the boost pump and ignition
switches to NORM. It may be neces-
sary to select the associated genera-
tor RESET position momentarily to
reinstate the generator. Monitor ITT

March 2009
Powerplant
Pratt and Whitney Turbofan PW530A Powerplant

Engine Fan Inspection
To ensure accurate fan speed thrust indication, inspect fan for damage prior to
Limitations
each flight.
Engine Operating Limits

ITT Oil
Thrust Setting Time Limit N2 % N 1% Oil Temperature
Temperature Pressure
Takeoff 5 700 °C 100 100 140 Max 121.1
45 Min. Max 10 Minutes
Maximum Continuous 700 °C 100 100 140 Max 121.1
Continuous 45 Min. Max 10 Minutes
Flight Continuous ______ 49.4 ______ 45 Min. 121.1 Idle Minimum
Max
-40 Min
Idle Continuous ______ 45.3 ______ 45 Min. 121.1 Idle Minimum
Max
-40 Min
Starting --------- 740°C --------- --------- -------- 40 Minimum
Acceleration _____ 740 °C 102 102 250 Max. -40 Minimum
0 Min.

No Action Refer to Engine Maintenance
State Log Entry Required
Required Manual
Turbine Speed Fan Speed Turbine Speed Turbine Speed Fan Speed
Transient 99 to 102% RPM 100 to 102% 100 to 102% Over 102% Over 102%
Steady ----------- 100 to 102% ------------ Over 102% Over 102%

March 2009
CAE SimuFlite
Interturbine Temperature Limits: PW530A
ENGINE OVERTEMPERATURE LIMITS

ALL CONDITIONS EXCEPT STARTING
INTERTURBINE TEMPERATURE (º C)
750
AREA B - (1) DETERMINE CAUSE
740 AND CORRECT
C - (2) INSPECT HOT SECTION
730 USING BORESCOPE
- (3) RECORD IN ENGINE LOG
720 BOOK
B
710 AREA C - RETURN ENGINE
TO OVERHAUL FACILITY
700
690 A - NO ACTION REQUIRED

680
0 20 1 2 3 4 5 6
(SEC) (MIN)
TIME
ENGINE OVERTEMPERATURE LIMITS

STARTING
INTERTURBINE TEMPERATURE (º C)
750
AREA B - (1) DETERMINE CAUSE
740 AND CORRECT
- (2) INSPECT HOT SECTION
730
C USING BORESCOPE
- (3) RECORD IN ENGINE LOG
720 BOOK
B
710 AREA C - RETURN ENGINE
TO OVERHAUL FACILITY
700
690
A - NO ACTION REQUIRED
680
0 5 10 15 20 25 30
TIME (SECONDS)

March 2009

Citation Bravo CAE Pilot Training Manual

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Citation Bravo CAE Pilot Training Manual

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Pilot Training Manual Pilot Training Manual Revision 2

Copyright 2013, CAE, Inc.

Excerpted Materials used in this Publication

Printed in the United States of America.

We urge you to participate actively in all training activities.

Thank you for choosing CAE SimuFlite. We recognize that

The Staff of CAE SimuFlite

Citation Bravo Developed for Training Purposes 1-1

1-2 Developed for Training Purposes Citation Bravo

This manual is a stand-alone document appropriate for various

Citation Bravo Developed for Training Purposes 1-3

1-4 Developed for Training Purposes Citation Bravo

This chapter contains the aircraft’s operating limits and require-

Citation Bravo Developed for Training Purposes 2-1

2-2 Developed for Training Purposes Citation Bravo

Citation Bravo Developed for Training Purposes 2-3

Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35

2-4 Developed for Training Purposes Citation Bravo

n VFR and IFR flight

Emergency Exit Door Pin

Citation Bravo Developed for Training Purposes 2-5

Noise Reference PW530A

Takeoff 85.2 EPNdB

Approach 91.2 EPNdB

Table 2-A; Effective Perceived Noise Levels (EPNL)

Passenger Seat Position

2-6 Developed for Training Purposes Citation Bravo

Maximum Design Weights Operational

Center of Gravity Moment Envelope

Citation Bravo Developed for Training Purposes 2-7

Center of Gravity Limits

2-8 Developed for Training Purposes Citation Bravo

Citation Bravo Developed for Training Purposes 2-9

n Confine the following to speeds below VA:

2-10 Developed for Training Purposes Citation Bravo

Takeoff and Landing Operational Limits NOTE: Maximum enroute operat-

-60 -40 -20 0 20 40 60

Citation Bravo Developed for Training Purposes 2-11

Maximum Crosswind . . . . . . . . . . . . . . . . DEMONSTRATED 24 KTS

Enroute Operational Limits

2-12 Developed for Training Purposes Citation Bravo

Citation Bravo Developed for Training Purposes 2-13

2-14 Developed for Training Purposes Citation Bravo

Avionics and Communications System Data

Citation Bravo Developed for Training Purposes 2-15

Honeywell Primus-1000 Flight Guidance System

2-16 Developed for Training Purposes Citation Bravo

Standby Gyro Horizon NOTE: Use of a GPU with volt-

Citation Bravo Developed for Training Purposes 2-17

WARNING: Anti-ice additives

EGME 20 fluid ounces per 20 fluid ounces per

Table 2-B; Fuel Anti-icing Additive

2-18 Developed for Training Purposes Citation Bravo

Fuel Limitations NOTE: JP-5 and JP-8 type fuels

MINIMUM FUEL MAXIMUM FUEL

Jet A ASTM-D1655 -35°C +50°C

Jet A-1 ASTM-D1655 -40°C +50°C

JP-5 MIL-T-5624 -40°C +50°C

JP-8 MIL-T-83133 -40°C +50°C

Table 2-C; Approved Fuels and Associated Limits

Citation Bravo Developed for Training Purposes 2-19

Ice and Rain Protection