C550 PTM V2 PDF 1

FlightSafety
international
CITATION II
PILOT TRAINING MANUAL
VOLUME 2
AIRCRAFT SYSTEMS
SECOND EDITION
FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.flightsafety.com
Pilot courses for the Citation II and other Citation aircraft are taught at:
Cessna Learning Center

1951 Airport Road
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(316) 943-2140
Long Beach Learning Center

Long Beach Municipal Airport
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Long Beach, CA 90808
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San Antonio Learning Center

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San Antonio, TX 78216-4806
Copyright © 2007 by FlightSafety International, Inc.

All rights reserved.
Printed in the United States of America.
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iii
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained
from the aircraft manufacturer’s Airplane Flight Manual, Pilot Manual and Mainten-
ance Manuals. It is to be used for familiarization and training purposes only.
At the time of printing, it contained then-current information. In the event of conflict

between data provided herein and that in publications issued by the manufacturer
or the FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our
training program.

CONTENTS
Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEMS
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 MISCELLANEOUS SYSTEMS
WALKAROUND
APPENDIX
ANNUNCIATOR PANEL
INSTRUMENT PANEL POSTER
CITATION II PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION .................................................................................................................. 1-1
GENERAL ............................................................................................................................. 1-2
STRUCTURES ....................................................................................................................... 1-2
Nose Section ................................................................................................................... 1-2
Flight Compartment ........................................................................................................ 1-5
Entrance Door and Emergency Exit ................................................................................ 1-7
Cabin ............................................................................................................................... 1-9
Wing ................................................................................................................................ 1-9
Tail Cone Compartment ................................................................................................ 1-11
Empennage .................................................................................................................... 1-12
SYSTEMS ............................................................................................................................ 1-12
Electrical System .......................................................................................................... 1-12
Fuel System ................................................................................................................... 1-12
Engines .......................................................................................................................... 1-12
Ice Protection ................................................................................................................ 1-12
Hydraulic System .......................................................................................................... 1-12
Flight Controls .............................................................................................................. 1-13
Environmental Control .................................................................................................. 1-13
Avionics ........................................................................................................................ 1-13
PUBLICATIONS .................................................................................................................. 1-13
FOR TRAINING PURPOSES ONLY 1-i

ILLUSTRATIONS
Figure Title Page

1-1 Cessna Citation II .................................................................................................... 1-2
1-2 Exterior Three-View Drawing ................................................................................. 1-3
1-3 Braked Taxi Turnaround .......................................................................................... 1-4
1-4 Nose Baggage Compartment ................................................................................... 1-5
1-5 Baggage Door Uplatch ............................................................................................ 1-5
1-6 Sight Gages .............................................................................................................. 1-5
1-7 Flight Compartment ................................................................................................ 1-6
1-8 Pilot’s Foul Weather Window .................................................................................. 1-7
1-9 Entrance Door, Pins, Interior Handle, and Latch Release ....................................... 1-7
1-10 Door Locking Indicator Windows ........................................................................... 1-8
1-11 Emergency Exit ....................................................................................................... 1-9
1-12 Interior Arrangements ........................................................................................... 1-10
1-13 Wing Trailing Edge ................................................................................................. 1-9
1-14 Tail Cone Baggage Compartment ......................................................................... 1-11
1-15 Empennage ............................................................................................................ 1-12
FOR TRAINING PURPOSES ONLY 1-iii

CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems
installed in the Cessna Citation II. The information contained herein is intended only
as an instructional aid. This material does not supersede, nor is it meant to substitute
for, any of the manufacturer’s maintenance or operating manuals. The material presented
has been prepared from current design data.
Chapter 1 covers the structural makeup of the airplane and gives an overview of the systems.
A comprehensive pictorial walkaround of the airplane can be found in the Walkaround
section. A display of all annunciator and other light indications is located in the
Annunciator section and should be folded out for reference while reading this manual.
Review questions are contained at the end of most chapters. These questions are included
as a self-study aid, and the answers can be found in the back of the book.
FOR TRAINING PURPOSES ONLY 1-1

GENERAL STRUCTURES
The Citation II is certified in accordance with The Citation II (Figure 1-1) is a pressurized
FAR Part 25 airworthiness standards for the low-wing monoplane. Two Pratt and Whitney
Model 550 and with FAR Part 23 for the Model Aircraft of Canada, Limited, JT15D-4 turbo-
551 and utilizes the fail-safe construction con- fan engines are pylon-mounted on the rear
cept. It combines systems simplicity with ease fuselage.
of access to reduce maintenance requirements.
Low takeoff and landing speeds permit oper- Figure 1-2 shows a three-view drawing of the
a t i o n a t s m a l l a n d u n i m p r ove d a i r p o r t s . Citation II, containing the approximate exte-
Medium bypass turbofan engines contribute to rior and cabin dimensions.
overall operating efficiency and performance.
The distances required for a braked taxi
The minimum crew requirements for opera- turnaround can be seen in Figure 1-3.
tions in the Model 550 are one pilot and one
copilot. The Model 551 (Citation II) may be
flown by one pilot in the left seat with the fol-
NOSE SECTION
lowing provisions: an autopilot with approach The nose section is an unpressurized area con-
coupling, a flight director, a boom micro- taining the avionics compartment, an equip-
phone, and a XPON IDNT switch on the pilot’s ment area, and a baggage storage area. The
control wheel. The pilot-in-command must avionics area is accessible through a remov-
have a Citation type rating and meet the re- able radome, whereas the baggage compart-
quirements of FAR 61.58 for two-pilot oper- ment (Figure 1-4) has two swing-up doors
ation or FAR 61.56 for single-pilot operation hinged in the center.
(Model 551 only). The copilot shall possess
a multiengine rating and meet the require- The nose baggage doors each incorporate two
ments of FAR 61.55. mechanical locks and one key lock. The door
locking system operates a microswitch in each
Figure 1-1. Cessna Citation II
1-2 FOR TRAINING PURPOSES ONLY

Figure 1-2. Exterior Three-View Drawing

Figure 1-3. Braked Taxi Turnaround

key lock assembly which is connected to the FLIGHT COMPARTMENT

DOOR NOT LOCKED warning circuit. A
manual light switch is located in the com- Two complete crew stations are provided with
partment. A microswitch located at the left and dual controls, including control columns, ad-
right baggage door uplatch assembly (Figure justable rudder pedals, and brakes (Figure 1-
1-5) will extinguish the baggage compartment 7). There are two fully adjustable seats with
light as the doors are closed if the manual seat belts and shoulder harnesses.
light switch is left on.
On UNs 0002 through 0603, 0605, and 0607

n o t m o d i fi e d b y S B 5 5 0 - 5 2 - 1 8 , t h e m i -
croswitch for the DOOR NOT LOCKED light
is in the forward quick-release latch. The key
lock is provided for additional security.
Figure 1-5. Baggage Door Uplatch
Figure 1-4. Nose Baggage

Compartment
CAUTION
Ensure the key is removed prior to

flight to prevent possible ingestion
of the key into an engine.
A locking mechanism on each door holds the

door in the full open position until the release
button is depressed. The alcohol and brake
reservoirs, the power brake accumulator, and Figure 1-6. Sight Gages
the pneumatic bottle are all located behind
the right aft bulkhead of the nose baggage
compartment (see Figure 1-6).

UNs 0002 THROUGH 0626
UNs 0627 AND SUBSEQUENT

Figure 1-7. Flight Compartment

The foul weather window on the pilot’s side ENTRANCE DOOR

can be opened, as seen in Figure 1-8.
AND EMERGENCY EXIT
The entrance door opens outboard and is held
open by a mechanical latch. (Figure 1-9.) A
latch release is located in the interior of the
CLOSED
OPEN
INTERIOR
Figure 1-8. Pilot’s Foul Weather Window
Figure 1-9. Entrance Door, Pins, Interior Handle, and Latch Release

cabin on the forward edge of the door open-

ing next to the light switch. This latch release
must be depressed before the door can be
closed.
The entrance door is secured in the closed po-

sition by twelve locking pins attached to a
handle. The handle linkage can be operated
from the inside or outside of the door. The
exterior handle can be secured with a key lock
for security. The lower forward locking pin ac-
tivates a microswitch in the door warning cir-
cuit that illuminates the DOOR NOT LOCKED
annunciator light whenever the door is not
closed and locked. The door also incorporates
five indicator windows in the locking system
to visually show a closed-and-locked condi-
tion. (Figure 1-10.) When the door is closed
and locked, the lower forward locking pin de-
presses a plunger. This opens a valve to allow
bleed air to inflate the pneumatic cabin door
seal, which is installed in the door perimeter
to prevent cabin pressure loss.
Figure 1-10. Door Locking Indicator

Windows

An emergency exit, located opposite the en- pilot must ensure this pin is removed prior to
trance door on the right side of the fuselage flight. Both the cabin entrance door and emer-
(Figure 1-11), opens inboard. It is a plug-type gency exit door can be opened from either
door installation and has a provision for in- outside or inside the airplane. The emergency
serting a locking pin to prevent unauthorized exit door is not connected to the door warning
entry while the airplane is on the ground. The circuit.
CABIN
The cabin extends from the forward to the aft
pressure bulkhead and measures approximately
20.9 feet in length, 5 feet in width, and 5 feet
in height. The cabin baggage compartment is
located aft of the rear seats and has a capac-
ity of 600 pounds. Figure 1-12 shows the var-
ious interior arrangements.
Additional baggage storage is available in the

nose compartment and in the tail cone. A typ-
ical interior arrangement consists of eight pas-
senger seats plus two pilot seats and a toilet.
The cabin is provided with dropout, constant
flow oxygen masks for emergency use. The
cabin overhead panels contain individual air
outlets and seat lighting for passenger com-
fort. Indirect lighting for the cabin is provided
by two rows of fluorescent bulbs running the
EXTERIOR length of the cabin which are controlled by a
switch near the cabin entrance.
WING
The wing is of all-metal construction and is
made up of two wing panels attached to two
30-inch wing stubs which are part of the fuse-
lage carry-through structure. Speedbrakes and
flaps are also on each wing (Figure 1-13).
INTERIOR
Figure 1-11. Emergency Exit Figure 1-13. Wing Trailing Edge

Figure 1-12. Interior Arrangements

All of the wing forward of the rear spar, ex- TAIL CONE COMPARTMENT
cept the main gear well area, is sealed for fuel
containment. The right and left integral wing The tail cone compartment is an unpressurized
fuel tanks normally supply fuel to their re- area and contains the major components of
spective engine. However, through cross- the hydraulic, environmental, electrical dis-
feeding, either tank may feed its own or both tribution, flight controls, and engine fire ex-
engines. tinguishing systems. Access is through an
entrance door on the left-hand side of the fuse-
The leading edge of the wing has two sections lage below the engine (Figure 1-14).
protected against ice buildup. The wing lead-
ing edge forward of the engines is electri- The tail cone compartment door is secured at
cally heated and anti-iced while the remainder the top by two mechanical latches and is hinged
of the leading edge is deiced by inflation of at the bottom.
rubber deicer boots with engine bleed air.
There is also a rubber stall strip attached to A microswitch, operated by the key lock, is
the inner portion of the booted section to ac- connected to the DOOR NOT LOCKED warn-
centuate the prestall buffet. ing circuit. A light switch on the forward edge
of the door opening is powered from the hot
The ailerons and electrically operated wing battery bus and provides illumination of the
flaps are attached to the rear of the wings. tail cone area for preflight inspection pur-
Hydraulically operated speedbrake panels are poses. A microswitch installed in the door
located on the upper and lower surfaces of the track will extinguish the light when the door
wing near the outboard end of the flaps. is closed if the manual switch is left on.
On UNs 0002 through 0603, 0605, and 0607

n o t m o d i fi e d b y S B 5 5 0 - 5 2 - 1 8 , t h e m i -
croswitch for the DOOR NOT LOCKED light
is in the forward quick-release latch.
Figure 1-14. Tail Cone Baggage Compartment

EMPENNAGE the fuel to its respective engine, and crossfeed

capability is incorporated. All controls and
The empennage consists of a vertical stabilizer, indicators are located in the cockpit.
horizontal stabilizers, and a dorsal fin. (See
Figure 1-15.)
ENGINES
The leading edges of the vertical and hori- Two Pratt and Whitney JT15D-4 turbofans,
zontal stabilizers are deiced by pneumatic installed on pylons mounted on the rear fuse-
boots. The dorsal fin, attached to the top side lage, produce 2,500 pounds of thrust each.
of the rear fuselage, has a ram-air duct to pro- Ice protection, fire detection, and extin-
vide air for use in the airplane air cycle ma- guishing systems are incorporated. Optional
chine heat exchangers and the windshield target-type thrust reversers, individually op-
bleed-air heat exchanger. erated by “piggyback” controls mounted on the
throttles, are available.
SYSTEMS ICE PROTECTION

Ice protection for the outboard section of the
ELECTRICAL SYSTEM wings and horizontal stabilizer leading edges
The airplane DC buses are supplied from two is provided by pneumatic boots. The inboard
starter-generators. Engine starting and sec- section of the wings, which are anti-iced by
ondary DC power are available from either electrically heated panels.
the battery or an external source. Two static
inverters provide AC power. Engine compressor bleed air heats the engine
nose cone, nacelle inlet, T 1 temperature probe,
and the first set of stator vanes on each engine.
FUEL SYSTEM Engine bleed air can be discharged through
nozzles directed at the front of the windshields.
The fuel system has two distinct, identical
Isopropyl alcohol is available to anti-ice the
halves. Each wing tank stores and supplies
left windshield in the event that windshield
bleed air is not available. Electrical heaters are
employed by pitot-static and angle-of-attack
sensors. All bleed-air and electrical anti-ice
systems should be turned on prior to operation
in visible moisture when the outside air tem-
perature is 10°C or colder.
HYDRAULIC SYSTEM
Engine-driven hydraulic pumps supply pres-
sure for operation of the landing gear, speed-
brakes, and optional thrust reversers through
an open center system. The main gears are
equipped with antiskid-controlled wheel
brakes, operated hydraulically from a separate
hydraulic system. Pneumatic backup is avail-
Figure 1-15. Empennage able for landing gear extension and braking.

FLIGHT CONTROLS PUBLICATIONS

Primary flight control is accomplished through
The FAA-approved Airplane Flight Manual
c o nv e n t i o n a l c a b l e - o p e r a t e d s u r f a c e s .
(AFM) is a required flight item. It contains the
Trimming is provided by aileron, elevator,
limitations, operating procedures, performance
and rudder tabs. The elevator trim is both me-
data pertinent to takeoffs and landings, and
chanically and electrically actuated.
weight and balance data. It does not contain
Hydraulically operated speedbrakes are in-
enroute performance information. The AFM al-
stalled on the upper and lower wing surfaces.
ways takes precedence over any other
The electrically operated flaps are installed on
publication.
the trailing edges. Nosewheel steering is me-
chanically controlled by the rudder pedals.
The Citation Operating Manual contains ex-
panded descriptions of the airplane systems
ENVIRONMENTAL CONTROL and operating procedures. It contains enroute
flight planning information as well as some
Cabin pressurization uses bleed air from the takeoff and landing performance information.
engines which is conditioned by an air cycle
machine. Cabin temperature is controllable, The Cessna checklist contains abbreviated op-
and the system provides sufficient pressure to erating procedures and abbreviated perfor-
maintain sea level pressure up to an approxi- mance data. If any doubt exists or if the
mate altitude of 23,000 feet and approximately conditions are not covered by the checklist, the
8,000 feet cabin pressure at a cruise altitude AFM must be consulted.
of 43,000 feet. These pressures are based on
a pressure differential of 8.7 psi. The oxygen The Citation Weight and Balance Manual con-
system supplies the cockpit through quick- tains detailed information in the form of tables
donning masks and the cabin through dropout and diagrams. Because the basic empty weight
masks automatically deployed in the event of and moment, and means of determining the
excessive cabin altitude. center-of-gravity location are all contained in
the AFM, it is not required to be in the aircraft.
AVIONICS
The standard factory-installed avionics pack-
age includes weather radar, altitude encoding
transponder, autopilot, and integrated flight di-
rector system. Communication is provided by
two VHF transceivers. Navigation equipment
includes digitally tuned ADF, DME, and two
VOR/localizer/glide slope/marker beacon re-
c e iv e r s . U N s 0 6 2 7 a n d s u b s e q u e n t a r e
equipped with electronic display (EFIS)
attitude and compass displays on the pilot’s in-
strument panel.

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL .............................................................................................................................. 2-1
DC POWER ............................................................................................................................ 2-2
Battery ............................................................................................................................. 2-2
Starter-Generators ........................................................................................................... 2-2
External Power ................................................................................................................ 2-2
Distribution ..................................................................................................................... 2-3
Control ............................................................................................................................ 2-8
Monitoring .................................................................................................................... 2-12
Protection ...................................................................................................................... 2-13
Operation ...................................................................................................................... 2-13
AC POWER—UNs 0550 AND SUBSEQUENT ................................................................. 2-13
General .......................................................................................................................... 2-13
Control .......................................................................................................................... 2-16
Monitor and Test ................................................................................................................... 2-16
Operation ...................................................................................................................... 2-16
AC POWER—UNs 0002 THROUGH 0505 ........................................................................ 2-17
General .......................................................................................................................... 2-17
Protection ...................................................................................................................... 2-17
Control .......................................................................................................................... 2-17
Monitoring .................................................................................................................... 2-17

Normal Operation ......................................................................................................... 2-17

Abnormal Operation ..................................................................................................... 2-17
AC POWER—UNs 0176 AND SUBSEQUENT WITH DUAL FLIGHT DIRECTOR ..... 2-18
QUESTIONS ........................................................................................................................ 2-19
2-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
2-1 Battery Location ...................................................................................................... 2-2
2-2 External Power Receptacle ...................................................................................... 2-2
2-3 External Power Circuit ............................................................................................ 2-3
2-4 DC Electrical System—UNs 0627 and Subsequent ................................................ 2-4
2-5 DC Elecrrical System—UNs 0550 through 0626 ................................................... 2-5
2-6 DC Electrical System—UNs 0002 through 0505 .................................................... 2-6
2-7 Generator Circuit ..................................................................................................... 2-7
2-8 Circuit-Breaker Panels—UNs 0627 and Subsequent .............................................. 2-8
2-9 Circuit-Breaker Panels—UNs 0550 through 0626 .................................................. 2-9
2-10 Circuit-Breaker Panels—UNs 0002 through 0505 ................................................ 2-10
2-11 DC Electrical Controls .......................................................................................... 2-11
2-12 Electrical Indicators and Battery Temperature Gage ............................................ 2-12
2-13 AC Controls ........................................................................................................... 2-16
2-14 AC Circuit-Breaker Subpanel ............................................................................... 2-16
2-15 AC Control Switch ................................................................................................ 2-17

CHAPTER 2
ELECTRICAL POWER SYSTEMS
G
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#1 IL
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#1 EN
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#1 SYS HO
ATT
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INTRODUCTION
This chapter provides a description of the electrical power system used on the Citation
II. Included is information on the DC and AC systems. The DC system consists of stor-
age, generation, distribution, and system monitoring. The AC system consists of gen-
eration, distribution, and system monitoring. Provision is also made for a limited supply
of power during emergency conditions in flight and connection of an external power unit
while on the ground.
GENERAL
Direct current provides the principal electric by working in parallel, share the system load.
power for the Citation II. Two generators are The hot battery and emergency buses are nor-
the primary power sources; as secondary mally tied to the main system, but may be
sources, battery or external power may also isolated to only the battery or external power
be used. Normal distribution of DC power sources. When the airplane is on the ground,
is via three left and three right buses con- an external DC power source (EPU) may be
nected by a tie bus. This arrangement allows used to supply electrical power to the buses.
either generator to power the entire system or,

operated independently, however, power is dis-

DC POWER tributed through systems that are in parallel ex-
cept under fault conditions. The generators
BATTERY share loads equally (± 10% of the total load)
during normal operation via an equalizer con-
A standard nickel-cadmium battery with 19 nection between the generator control units.
cells provides 24-volt power and is rated at 39
ampere-hours. An optional 25-volt, 20-cell
battery is available. The battery, located in the EXTERNAL POWER
tail-cone compartment (Figure 2-1), is pro-
vided with a manual quick-disconnect and is An external power unit may be connected to
accessible through the tail-cone door. The the airplane DC system through a receptacle
battery is always connected to the hot battery located in the fuselage below the left engine
bus. It is susceptible to, and must be pro- nacelle (Figure 2-2). External power is routed
tected from, overheat due to excessive charg- to the hot battery bus (Figure 2-3). The bat-
ing. Therefore, use of the battery is limited to tery charges from the external power unit re-
three engine starts per hour. During an external gardless of the battery switch position.
power start, the battery is separated from its
ground to prevent battery discharge during
the start cycle. A start using an external power
unit is not considered a battery start. A bat-
tery in good condition should supply power
to all buses for approximately 10 minutes. If
only the hot battery and emergency buses are
powered, battery life should be approximately
30 minutes.
Figure 2-2. External Power Receptacle

Figure 2-1. Battery Location
Before connecting an external power unit to
a Citation II, the voltage of the unit should be
STARTER-GENERATORS regulated to 28.5 volts, and the amperage out-
put should be between 800 and 1,000 amperes.
Two engine-driven DC starter-generators, one
mounted on each engine accessory gearbox, are Connecting the external power unit energizes
the primary source of power and supply all the external power relay, connecting the ex-
DC buses. Each generator is air-cooled, rated ternal power unit to the hot battery bus.
at 30 volts DC, regulated to 28.5 volts, 400 am- Placing the battery switch to the BATT posi-
peres, and is capable of 50% overload to 600 tion closes the battery relay (on UNs 0002
amperes for five minutes. The maximum total through 0626 the emergency relay also closes).
amperage load with all electrical equipment in This allows DC external power to be con-
operation is approximately 400 amperes. The nected to the battery bus, emergency bus, and
generators are used as motors for engine start- the left and right main buses. If either gener-
ing and become generators at the completion ator power relay is closed, the external power
of the start cycle. Each generator system is relay deenergizes which removes external

Figure 2-3. External Power Circuit
power from the hot battery bus. This prevents panels, are two main extension buses, two
the airplane generators and the EPU from crossover buses, and the emergency bus.
applying power to the airplane buses simul-
taneously. The two main DC buses are normally powered
by the right and left generators and are tied to-
gether by the battery bus. They may also re-
CAUTION ceive power from the battery or an external
power unit.
Some external power units do not
have reverse current protection. If
The hot battery bus is always connected di-
the unit is turned off while connected
rectly to the battery. It may receive power
to the airplane, rapid discharge and
from an external power unit, and during normal
damage to the battery can result.
operation is powered from the generators.
Always disconnect the EPU from the
airplane when not in use.
The battery bus functions solely as a bus tie
which connects the hot battery, emergency
bus, and the two main DC buses, tying the
DISTRIBUTION four parts into one integral system.
Direct current is distributed throughout the
Citation II by nine buses (Figures 2-4, 2-5, and DC power from the engine-driven generators
2-6). Located in the main junction box inside is distributed to two main DC buses. The two
the tail-cone compartment are two main DC main DC buses are paralleled through the bat-
buses, the battery bus, and the hot battery bus. tery bus by two 225-ampere current limiters
Inside the cockpit, at the pilot’s circuit-breaker connecting each main bus to the battery bus.
Generator power is routed through the battery

115 VAC 26 VAC 115 VAC 26 VAC
ON
OFF
INVERTER 1 INVERTER 2
INVERTER
SWITCH
LH CB PANEL RH CB PANEL
*
EMER EMER
RH X OVER LH X OVER
25 LH MAIN EXT 35 35 RH MAIN EXT 25
75 75
CIRCUIT BREAKERS
CURRENT LIMITERS
80 80
LH MAIN BATTERY BUS RH MAIN

225 225
A * 20 A
BAT
GEN LH RH GEN
BAT OFF EMER
PWR PWR
OFF OFF
LH EMER RH
GCU V V V GCU
START 20 START
LH GEN HOT BATTERY BUS RH GEN
O'VOLT
BAT
EXT O'CURRENT LEGEND
PWR SENSOR HOT BATTERY AND
EMERGENCY BUS
BAT
DISCONNECT EPU LH MAIN POWER
RH MAIN POWER
*UNs 0682 AND ON. AC POWER
Figure 2-4. DC Electrical System—UNs 0627 and Subsequent

115 VAC 26 VAC 115 VAC 26 VAC
ON
OFF
INVERTER
SWITCH
EMER
RH X OVER LH X OVER
75 75
CIRCUIT BREAKERS
CURRENT LIMITERS
80 80

225 225
A A
BAT
GEN LH RH GEN
BAT OFF EMER
PWR PWR
OFF OFF
LH EMER RH
GCU V V V GCU
START 20 START
O'VOLT
BAT
EMERGENCY BUS
BAT
RH MAIN POWER
AC POWER
Figure 2-5. DC Electrical System—UNs 0550 through 0626

115 VAC 26 VAC
INV 1
OFF
INV 2
EMER
INVERTER
SWITCH
RH X OVER LH X OVER
75 75
CIRCUIT BREAKERS
CURRENT LIMITERS
80 80

225 225
A A
BAT
GEN LH RH GEN
BAT OFF EMER
PWR PWR
OFF OFF
LH EMER RH
GCU V V V GCU
START 20 START
O'VOLT
BAT
EMERGENCY BUS
BAT
RH MAIN POWER
AC POWER
Figure 2-6. DC Electrical System—UNs 0002 through 0505

bus to the hot battery bus by a battery relay, position of the battery switch. On UNs 0002
and to the emergency bus via the battery bus through 0626, the emergency bus can be pow-
or the hot battery bus, depending on the ered by the hot battery bus only through the
emergency relay (Figure 2-7).

225 20 225
A A
TO EMERGENCY
BAT BUS
GEN LH RH GEN
BAT OFF EMER
PWR PWR
OFF OFF
EMER
GCU V LH V RH V GCU
START 20 START
LEGEND
BATTERY POWER LH MAIN BUS POWER RH MAIN BUS POWER

225
A A
TO
BAT EMERGENCY
BUS
GEN LH RH GEN
BAT OFF
PWR PWR
OFF OFF
EMER
GCU V LH V RH V GCU
20
START START
LEGEND
BATTERY POWER LH MAIN BUS POWER RH MAIN BUS POWER
Figure 2-7. Generator Circuit

From each main DC bus in the tail cone, an ex- In order to permit logical grouping of circuit
tension bus provides distribution of power to breakers (i.e., left and right fire detection), cir-
components through controls and circuit break- cuit connection is provided from the right or
ers in the cockpit. The left and right main ex- left main extension bus to the opposite circuit-
tension buses are located behind the pilot and breaker panel through the right and left
copilot circuit-breaker panels respectively crossover buses.
(Figures 2-8, 2-9, and 2-10).
LH FAN LH LH TURB LH FUEL LH FUEL LH OIL LH OIL NORM EMER LH LH LH FW LH FIRE

SPEED ITT SPEED FLOW QTY TEMP PRESS PRESS PRESS IGN BOOST SHUTOFF DET
2 2 2 2 2 2 2 5 5 721
15 721
2
ENGINE INSTRUMENTS
STDBY LH LH PITOT LH W/S BLEED TAS CABIN RH RH RH FW RH FIRE FLIGHT

GYRO OAT CLOCK STATIC ENG AIR TEMP HTR FAN TEMP IGN BOOST SHUTOFF DET RECORDER
5 2 2 721
5 5 5 20 5 71 2 15 72 1 2 5
ENVIRONMENTAL ENGINE-FUEL
RH RH RH PITOT RH W/S ANTI BATT LDG WARN WARN OVER VOICE

ALT FLT/HR CLOCK STATIC* ENG BLEED AIR NAV COLL TEMP GEAR LTS 1 LTS 2 SPEED RECORDER
2 2 2 72 1
5 5 5 72 1
2 2 5 5 2 5
FLIGHT INSTRUMENTS WARNING
AC AOA SURFACE W/S WING RETATING SKID LH THRUST FLAP ANG OF ENGINE NOSE
INVERTER HEATER DEICE ALCOHOL INSP BEACON CONTROL REVERSER MOTOR ATTACK SYNC WHL RPM
LH BUS 71 2 5 5 20 15 5 2 2
15 5 5 71 2
NO. 1 NO. 2 NO. 3
NO. 1 ANTI-ICE
RH CB
75 75 75 LH EL LH CENTER RH EQUIP RH THRUST FLAP GEAR PITCH SPEED
PANEL START PANEL PANEL PANEL PANEL COOL REVERSER CONTROL CONTROL TRIM BRAKE
35 71 2 1 5 5 5 71 2 71 2 5 5 5 5
DC POWER LH BUS LIGHTS SYSTEMS
*UNs 0682 AND SUBSEQUENT

LEFT CIRCUIT-BREAKER PANEL
LEGEND
LEFT MAIN EXTENSION BUS RIGHT CROSSOVER BUS
COMM NAV XPDR DME ADF AUDIO RH FAN RH RH TURB RH FUEL RH FUEL RH OIL RH OIL
1 1 1 1 1 1 WARN SPEED ITT SPEED FLOW QTY TEMP PRESS
721
3 3 3 3 3 ** 3 2 2 2 2 2 2 2
ENGINE INSTRUMENTS
COMM NAV XPDR DME ADF AUDIO FD EFIS EFIS 1 EHSI EADI DG RMI MFD MFD
2 2 2 2 2 2 1 1 CONT 1 1 1 1 SYM GEN DISP
71 2 3 3 3 3 3 5 1 5 5 5 2 72 1
5
COMM FD EFIS EFIS 2 EHSI EADI DG RMI

3 FMS VLF AFIS AP TAS 2 2 CONT 2 2 2 2 PHONE RADAR
5 5 5 71 2 71 2 2 3 5 1 5 5 5 2 5 71 2
AVIONICS DC
NAV RMI EFIS VG FD AIR RAD RH AC

DADC 1 1 1 AP 1 1 DATA ALT START INVERTER
RH BUS
1 1 2 2 1 1 1 2 2 71 2 15
NO. 1 NO. 2 NO. 3
NO. 2
HSI NAV RMI EFIS VG FD ADI 75 75 75 LH CB

2 2 2 2 2 2 RADAR 2 FLOOD PANEL
2 1 2 2 1 1 1 2 2 35
AC FLT INSTR AVIONICS DC PWR – RH BUS
LEGEND RIGHT CIRCUIT-BREAKER PANEL

LEFT CROSSOVER BUS RIGHT MAIN EXTENSION BUS EMERGENCY BUS AC BUS
** AUDIO 1 IS ON EMER BUS WITH BATT SWITCH IN EMER
Figure 2-8. Circuit-Breaker Panels—UNs 0627 and Subsequent

LH FAN LH LH TURB LH FUEL LH FUEL LH OIL LH OIL NORM EMER LH LH LH FW LH FIRE

SPEED ITT SPEED FLOW QTY TEMP PRESS PRESS PRESS IGN BOOST SHUTOFF DET
2 2 2 2 2 2 2 5 5 71 2 15 71 2 2
ENGINE INSTRUMENTS
LH STDBY LH LH PITOT LH W/S BLEED FREON CABIN RH RH RH FW RH FIRE FLIGHT

T&B GYRO OAT CLOCK STATIC ENG AIR TEMP AC FAN TEMP IGN BOOST SHUTOFF DET RECORDER
2 5 2 2 71 2 5 5 15 20 5 71 2 15 71 2 2 5
ENVIRONMENTAL ENGINE-FUEL
RH RH RH RH PITOT RH W/S ANTI BATT LDG WARN WARN OVER VOICE

T&B ALT FLT/HR CLOCK STATIC ENG BLEED AIR NAV COLL TEMP GEAR LTS 1 LTS 2 SPEED RECORDER
2 2 2 2 71 2 5 5 5 71 2 2 2 5 5 2 2
FLIGHT INSTRUMENTS WARNING
AC AOA SURFACE W/S WING HOT SKID LH THRUST FLAP ANG OF ENGINE NOSE
INVERTER HEATER DEICE ALCOHOL INSP BEACON CONTROL REVERSER MOTOR ATTACK SYNC WHL RPM
LH BUS 71 2 5 5 20 5 2 2
25 5 5 71 2 15
NO. 1 NO. 2 NO. 3
NO. 1 ANTI-ICE
RH CB
75 75 75 LH EL LH CENTER RH EQUIP RH THRUST FLAP GEAR PITCH SPEED
PANEL START PANEL PANEL PANEL PANEL COOL REVERSER CONTROL CONTROL TRIM BRAKE
35 71 2 1 5 5 5 71 2 71 2 5 5 5 5
DC POWER LH BUS LIGHTS SYSTEMS

LEGEND
COMM NAV DME XPDR ADF AUDIO RH FAN RH RH TURB RH FUEL RH FUEL RH OIL RH OIL
2 2 2 2 2 2 WARN SPEED ITT SPEED FLOW QTY TEMP PRESS
71 2 2 3 2 3 3 3 2 2 2 2 2 2 2
ENGINE INSTRUMENTS
EFIS RMI DG
COMM NAV DME XPDR ADF AUDIO VOICE FD
1 1 1 1 1 1 PHONE AP DISP ADI ADV 2 2 2
71 2 2 3 2 3 3 5 71 2 1 5 5 3 1 3
COMM AREA GROUND TAS VAL NAV DATA RAD FD RMI DG

3 NAV PROX HTR NAV BANK FMS RADAR EFIS HSI ALT 1 1 1
20 2 1 15 5 5 71 2 71 2 5 5 2 3 1 3
EFIS
AVIONICS DC
NAV RMI/ADF HSI ADI GROUND VERT FD RH AC
2 2 2 2 PROX GYRO 2 2 AP START INVERTER
RH BUS
1 2 2 1 1 1 1 1 71 2 25
NO. 1 NO. 2 NO. 3
NO. 2
NAV RMI/ADF HSI ADI AIR VERT FD

75 75 75 LH CB
EFIS 1 1 1 1 DATA GYRO 1 1 RADAR FLOOD PANEL
1 1 2 2 1 2 1 1 1 5 35
AC FLT INSTR AVIONICS DC PWR RH BUS

Figure 2-9. Circuit-Breaker Panels—UNs 0550 through 0626

LH LH STDBY LH NOSE WHL

LH LH F/W LH FIRE LH PITOT W/S T&B OAT RPM
IGN BOOST SHUTOFF DETECT STATIC ENGINE ALCOHOL GYRO
71 2 15 71 2 2 71 2 5 5 5 2 2 5
RH RH RH F/W RH FIRE RH PITOT RH W/S BLEED WING RH RH FLT/HOUR

IGN BOOST SHUTOFF DETECT STATIC ENGINE AIR TEMP INSP ALT T&B EQUIP COOL CLOCK
71 2 15 71 2 2 71 2 5 5 5 5 2 2 71 2 2
NAV
ENGINE-FUEL FLIGHT INSTRUMENTS
BATT LDG WARN WARN OVER SURFACE ANG OF ANTI LH CENTER RH EL

TEMP GEAR LTS 1 LTS 2 SPEED DE-ICE ATTACK COLL PANEL PANEL PANEL PANEL
2 2 5 5 2 5 71 2 71 2 5 5 5 1
WARNING ANTI-ICE LIGHTS
AC LH NORM CABIN LH THRU GEAR ANG OF FLAP FLAP SKID

INVERTER START PRESS FAN REV CONTROL ATTACK CONTROL MOTOR CONTROL
LH BUS 71 2 20 5 5 15 28
20 5 71 2 5
NO. 1 NO. 2 NO. 3
NO. 1
RH CB
75 75 75 EMER RH THRU WINDSHIELD PITCH ENTERTAIN'T SPEED ENGINE
PANEL PRESS TEMP REV BLEED AIR TRIM CENTER BRAKE SYNC
35 5 5 71 2 5 5 5 5 2
DC POWER LH BUS ENVIRONMENTAL SYSTEMS

LEGEND
COMM NAV DME XPDR ADF RH FAN RH RH TURB RH FUEL RH FUEL RH OIL RH OIL
2 2 2 2 2 SPEED ITT SPEED FLOW QTY TEMP PRESS
71 2 2 3 2 3 2 2 2 2 2 2 2
COMM NAV DME XPDR ADF LH FAN LH LH TURB LH FUEL LH FUEL LH OIL LH OIL
1 1 1 1 1 SPEED ITT SPEED FLOW QTY TEMP PRESS
71 2 2 3 2 3 5 2 2 2 2 2 2 2
PHONE
ENGINE INSTRUMENTS
COMM VLF AREA AUDIO AUDIO AC RMI FD FD RADIO DG DG

3 NAV NAV 1 2 SWITCH RADAR 2 2 1 ALT 1 2
20 5 2 3 3 3 5 1 3 3 2 3 3
AVIONICS DC AVIONICS DC
RMI ADF ADI VERT FD AC RMI RH AC
2 2 1 GYRO 2 2 MONITOR AP 1 START INVERTER
RH BUS
1 2 1 1 1 1 71 2 1 71 2 20
NO. 1 NO. 2 NO. 3
NO. 2
RMI ADF HSI VERT FD AIR FD

75 75 75 LH CB
1 1 1 GYRO 1 1 DATA 1 RADAR FLOOD PANEL
1 2 1 1 1 2 1 1 5 35
AC FLT INSTR AVIONICS DC PWR RH BUS

Figure 2-10. Circuit-Breaker Panels—UNs 0002 through 0505

The emergency bus is located at the copilot’s CONTROL

circuit-breaker panel.
Control of the DC power system is maintained
Primary items that receive power directly from with a battery switch and two generator
the hot battery bus are the following: switches (Figure 2-11). The battery switch
has three positions: BATT, OFF, and EMER.
• Lights—Cabin entrance (includes aft With the switch in the OFF position, the hot
cabin), nose and tail compartment, and battery bus is isolated from all other buses in
emergency exit the system. The battery switch in the BATT po-
sition closes the battery relay, which com-
• Ignition, start only pletes a circuit to the battery bus. In the EMER
position, only the emergency relay is ener-
• Voltmeter (battery switch in BATT or gized closed, which connects the emergency
EMER) LH/RH generator voltage re- bus to the hot battery bus, isolating the hot bat-
gardless of BATT switch position tery bus and emergency bus from the remain-
der of the DC system. The two buses are
• Emergency nicad battery pack (genera- powered by the battery or external power.
tors or GPU online)
When external power is not applied to the air-
Emergency bus items are the following: plane and the generators are on the line, plac-
ing the battery switch in OFF or EMER isolates
• COMM 1 the battery from any charging source without
the loss of power to any buses.
• NAV 2
On UNs 0002 through 0626, placing the bat-
• Copilot’s HSI (DG 2) tery switch to BATT closes the battery relay
and the emergency relay, completing circuits
• Cockpit floodlights to the battery bus and the emergency bus from
the hot battery bus. In the OFF position, both
Additional items on UNs 0627 and subsequent: the battery relay and the emergency relay
open, which isolates the hot battery bus from
• Cockpit overhead speakers (AUDIO 1 the generators and deenergizes the emergency
and 2) bus (see Figure 2-7).
• Copilot’s ADI
• Right pitot-static heat (UNs 0682 and

subsequent)
Figure 2-11. DC Electrical Controls

The generator switches have three positions: relay. The selector is spring-loaded to the
GEN, OFF, and RESET. Placing the switch to BATT position, in which hot battery bus volt-
GEN allows the generator control unit (GCU) age is indicated. The voltmeter indicates the
to close the power relay, and connects the gen- highest voltage of the source connected to the
erator to its main DC bus. With the switch in point being monitored. When one generator is
the OFF position, the power relay will not on the line and the voltmeter selector is in ei-
close, and the generator will not assume any ther BATT or the corresponding generator po-
load. Placing the switch in the spring-loaded sition, the voltmeter reads the generator’s
RESET position should close the generator voltage. If the voltmeter selector switch is
field relay if it has opened. moved to read a generator output (generator
not connected to the buses), it indicates only
On the center panel are two engine start but- the voltage output of the selected generator.
tons. When depressed, they activate a circuit The gage will not read hot battery bus voltage
to close the associated start relay and allow when the battery switch is in OFF.
current to flow from the hot battery bus di-
rectly to the starter-generator. A STARTER The ammeters read the current flow from
DISENGAGE button, located between the their individual generators, and during nor-
starter buttons, can be used to open the start mal operation their indication should be ap-
relay if manual termination of the start se- proximately equal (or within 40 amps).
quence is desired. Amperage in the circuit between the starter-
generator and the hot battery bus is not re-
flected on the ammeter.
MONITORING
The DC electrical system is monitored by a A temperature sensor in the battery initiates
voltmeter, two ammeters, two GEN OFF an- a steady BATT O’TEMP light on the annun-
nunciator warning lights, a BATT O’TEMP ciator panel (with the flashing MASTER
warning light, and an optional battery tem- WARNING lights) when battery temperature
perature gage (Figure 2-12). rises to 145°F. If the temperature rises to 160°
F, the BATT O’TEMP light flashes (with flash-
When illuminated, an amber L/R GEN OFF an- ing MASTER WARNING lights). An optional
nunciator light indicates an open power relay. temperature gage, which receives input from
If both annunciator lights are illuminated, the a separate sensor in the battery, reads tem-
MASTER WARNING lights also flash. perature from 0 to 180°F.
A voltmeter selector switch permits monitor- Each engine start button contains a light which
ing of voltage on the hot battery bus or from is illuminated when its associated start relay
a point between each generator and its power is closed.
Figure 2-12. Electrical Indicators and Battery Temperature Gage

The light inside the STARTER DISENGAGE this protection, the battery relay opens, thus in-
button has no significance for operation. It is terrupting the circuit between the battery bus
activated on when the panel lights are turned and the hot battery bus during the engine start
on for night operations. sequence. When the engine start sequence is
completed, the relay again closes.
The STARTER DISENGAGE button is nor-
mally used to manually terminate an engine When an external power unit is used for en-
start if start malfunctions occur. gine start, the battery disconnect relay opens
and removes the battery ground. This ensures
the battery is not used for starting power, and
PROTECTION therefore, battery start limitations do not apply.
Two generator control units (GCUs) regulate,
protect, and parallel the generators. Each unit Should an external power unit’s output be ex-
controls a power relay which connects the cessive, an overvoltage/overcurrent sensor
generator to its main DC bus. The GCU per- opens the external power relay and breaks the
mits the relay to close when the cockpit gen- circuit to the hot battery bus. External power
erator switch is in GEN and the generator disable relays also disconnect the external
output equals (within .3 volt) or exceeds sys- power unit from the hot battery bus whenever
tem voltage. A field relay, located in the gen- a power relay closes, bringing a generator on
erator control unit, allows or prevents field the line (see Figure 2-3). There is no airplane
excitation within the generator. When open, reverse current protection between the hot
this relay deprives the power relay solenoid of battery bus and the EPU.
its ground and causes the power relay to open.
When an internal feeder fault (short circuit) OPERATION
or an overvoltage is sensed, the field relay
opens. The field relay also opens when the Normal
engine fire switch is activated. A reverse cur-
rent (10% of total load) or undervoltage opens During the interior preflight, the generator
the power relay. switches should be placed to GEN if a battery
start is intended or OFF if external power is
The circuits between each main DC bus and to be used. The battery switch should be placed
its extension bus are protected by three 75-am- to BATT and the voltmeter checked for 24 or
pere circuit breakers in parallel on the corre- 25-volts minimum, depending on the rating of
sponding cockpit circuit-breaker panel. A the battery.
35-ampere circuit breaker on each extension
bus provides protection between the exten- After checking lights and pitot heat, the bat-
sion bus and the crossover bus on the opposite tery switch should be turned to OFF. During
circuit-breaker panel. Various other circuit the exterior preflight, the battery should be vi-
breakers on the main buses in the tail cone sually checked for signs of deterioration or cor-
protect against overloads. rosion. External power should not be connected
until these checks are complete.
Between each main DC bus and the battery
bus, a 225-ampere current limiter (fuse) pro- Before starting the engines, the generator
tects the system against overloading. Loss of switches should be rechecked for proper po-
either current limiter causes the system to split sition and battery voltage verified. The battery
and become two independent systems (right switch should be in the BATT position to allow
and left). When one generator power relay is power from the main DC extension bus to
closed, it is necessary to protect the 225-am- close the start relay when the start button is
pere current limiter from the high amperage re- depressed. Depressing the start button also
quired to start the opposite engine. To provide activates the electric fuel boost pump, arms the

ignition, and activates the engine instrument illuminates. The only difference between this
floodlight (power is supplied by the emer- start in flight and one accomplished on the
gency lighting nicad battery). ground with one generator on the line is the
start relay on the same side as the operating
Closure of the start relay, indicated by illu- generator will not close. This isolation of the
mination of the light in the start button, con- start circuit is required by certification reg-
nects hot battery bus power to the starter for ulations. The protection circuit for the
engine rotation. At between 8 and 10% turbine 225-ampere current limiter is the same as de-
rpm (N 2 ), the throttle should be moved from scribed above.
cutoff to idle. Ignition is activated by a throt-
tle switch, and a green light directly above An external power unit may also be used for
the ignition switches indicates current to the engine starts. However, prior to use the unit
exciter boxes. Within 10 seconds combustion should be checked for voltage regulation (28
should occur as evidenced by rising ITT. As volts) and an availability of 800 to 1,000 am-
the engine accelerates and reaches approxi- peres. When external power starts are planned,
mately 38% (N 2 ), the start sequence auto- the generator switches should remain in the
matically terminates. The electric boost pump OFF position until the external power has been
and ignition deactivate, the start relay opens, removed from the airplane. Otherwise, when
and the engine instrument floodlight goes out. the first generator comes on line, the external
A s p e e d - s e n s i n g s w i t c h o n t h e s t a r t e r- power is automatically disconnected from the
generator terminates the start sequence. hot battery bus, and the second engine start be-
comes a generator-assisted battery start.
The starter-generator reverts to generator op-
eration, and the GCU allows it to come online Abnormal
after start termination and when the genera-
tor output equals or exceeds system voltage. Battery overheat can result from an excessive
amount and rate of charge, discharge, or inter-
For a subsequent engine start on the ground, nal battery damage. The greatest damage from
the operating generator assists the battery in a battery overheat is in the possibility of run-
providing current to the starter. The operating away heating, in which internal failures cause
engine must be stabilized at 49 to 50% N 2 . the heat to continue building out of control.
When the remaining start button is activated,
the electric boost pump operates, the ignition Battery overheat is indicated initially by a
is armed, the engine instrument floodlight il- steady red BATT O’TEMP light on the an-
luminates, and both start relays close (the nunciator panel (145° F), which will trigger
light in each button illuminates). This the MASTER WARNING lights. Continued
generator-assist capability is disabled by the rising temperature (160° F) causes the BATT
squat switch when airborne. O’TEMP light to flash and reilluminate the
MASTER WARNING lights. The battery tem-
When one generator power relay is closed and perature gage (optional) should verify the
the other is energized as a starter, the battery temperatures. Whenever an overheat condi-
relay opens, thus interrupting the circuit be- tion exists, the battery switch should be
tween the battery bus and the hot battery bus placed in the EMER position to open the bat-
in order to protect the 225-ampere current tery relay, therefore removing the battery
limiter on the side of the operating engine. from generator charging, and the emergency
procedures checklist should be consulted.
A start accomplished in flight using the start Monitoring the amp gages for a drop and the
button is a battery start. Only the associated voltmeter for a minimum one-volt drop in 30
start relay closes, the boost pump on that side seconds to 2 minutes ensures the battery relay
activates, the ignition circuit to that engine has opened, isolating the hot battery and
arms, and the engine instrument floodlight emergency buses from system charging.

If the speed-sensing switch fails to terminate Failure of a 225-ampere current limiter after
a start sequence, the STARTER DISENGAGE start can be detected during the generator
button can be used to terminate the start. Its check which is accomplished after engine
use causes no damage to any component in start. When one generator switch is placed to
the system. The GCU permits the generator OFF, the other generator should pick up the en-
on the line only after the start sequence has tire system load as indicated on the ammeter.
been terminated. If this does not occur, a failed current limiter
could be the cause. If this is the case, when the
Monitoring the ammeters may provide the generator on the side with the failed limiter is
pilot indication of impending generator prob- selected to OFF, the buses on that side lose
lems. Ampere readings may indicate unpar- p ow e r, a n d t h e o p p o s i t e - s i d e M A S T E R
alleled operation if they differ by more than WARNING light illuminates steady and can-
40 amps. When a GEN OFF light illuminates not be reset. This is most easily detected by
on the annunciator panel, a check of the volt- checking for off flags in the instruments. The
meter indicates whether the field relay or only airplane should not be flown in this condi-
the power relay has opened. An open field tion. If the current limiter has failed prior to
relay could be caused by a feeder fault (short start, the engine start circuit on the side with
circuit), overvoltage, or actuation of the en- the failed limiter is not powered (because of
gine fire switch. A tripped field relay is indi- the loss of DC power to the START circuit
cated by near zero voltage; it can possibly be breaker on the respective extension bus), thus
reset with the generator switch. An under- preventing that engine from being started until
voltage or reverse current causes the genera- the limiter is replaced.
tor control unit to open the power relay. If
normal voltage is observed on the voltmeter
when the affected generator is selected with
the voltage selector switch, generator reset is
AC POWER—UNs 0550
not probable. AND SUBSEQUENT
Should it be necessary to disable the circuit-
breaker panel at the pilot’s position, it can be GENERAL
accomplished by pulling the three 75-am- The alternating current system consists of two
pere circuit breakers labeled “LH BUS” and, 115-VAC and two 26-VAC buses. Each set (a
on the copilot’s circuit-breaker panel, the 115-volt and a 26-volt bus) is normally pow-
35-ampere breaker labeled “LH CB PANEL.” ered by its corresponding inverter; however,
The first set of breakers disconnects the left either inverter can provide sufficient power to
main bus extension. The other circuit breaker supply both sets of buses, if necessary.
disconnects the crossover bus from the right
main bus extension. The reverse procedure is
necessary to disable the copilot’s circuit-
breaker panel, and because the emergency
bus is located behind the copilot’s panel, the
emergency item circuit breakers must also
be pulled.
NOTE
When the three 75-ampere main bus
breakers are pulled, the crossover
bus to the opposite circuit-breaker
panel is also disabled.

CONTROL failure and corresponding indications. When

the switch is positioned to INV 1, the No. 1
A two-position switch (Figure 2-13) activates inverter is disabled, causing illumination of the
both inverters when moved to the AC position. associated INVERTER FAIL 1 light, AC FAIL
Should an inverter fail, automatic switching light, and the MASTER WARNING lights.
connects the remaining inverter to the buses The MASTER WARNING and the AC FAIL
of the failed inverter. lights can be reset. Observe avionics operation,
and ensure the other inverter powers all AC-
operated equipment. Releasing the switch to
MONITOR AND TEST the center position repowers the associated
The AC system is monitored by a red AC FAlL inverter. When the switch is positioned to INV
annunciator light (which triggers the MASTER 2, the sequence is repeated for the No. 2 in-
WARNING lights) and two amber INVERTER verter system.
FAIL 1/2 lights. An inverter failure will illu- OPERATION

minate the appropriate INVERTER FAIL light,
the AC FAIL light, and the MASTER WARN- Normal
ING lights. Resetting the MASTER WARN-
ING lights resets the AC FAlL light as well, The inverters should be activated during ac-
but leaves the INVERTER FAIL light illumi- complishment of the Before Taxi checklist, and
nated. When no power is available to any of they should be tested during the Before Takeoff
the four AC buses, the AC FAIL light illumi- checklist. The inverters should be turned off
nates, along with the attendant MASTER prior to engine shutdown after parking.
WARNING lights. In this condition, resetting
the MASTER WARNING lights does not ex- Abnormal
tinguish the AC FAIL light. A test switch
(Figure 2-13) provides simulation of inverter In the event of failure in the AC system, check
the DC inverter circuit breakers and the AC bus
circuit breakers (Figure 2-14), and comply
with the appropriate checklist in the
Emergency Procedures section of the Flight
Manual. If both inverters fail, the battery
switch must be placed in EMER in order to
allow an integral inverter contained in the
copilot’s C-14D gyro to provide emergency AC
power to the copilot’s CDI needle in the VOR
mode of operation.
Figure 2-13 AC Controls Figure 2-14. AC Circuit-Breaker Subpanel

AC POWER—UNs 0002
THROUGH 0505
GENERAL
Normally, alternating current is provided from
either of two static inverters powered by the
main DC system. AC is distributed through two
buses: 115 volts and 26 volts (see Figure 2-6).
PROTECTION Figure 2-15. AC Control Switch
The power source to the inverters is protected

by circuit breakers on the left and right circuit- NORMAL OPERATION
breaker panels. The inverter switching relay
and inverter fail warning light are also pro- One inverter is used to supply AC power for all
tected by an AC SWITCH circuit breaker (see systems, and the second inverter is used as a
Figure 2-10). standby in case of failure of the other. However,
it is recommended that the inverters be used
The AC SWITCH circuit breaker, mounted in equally. Both inverters should be operationally
the right circuit-breaker panel, provides checked prior to flight. With DC power to the
power for the following items: AC FAIL light, left and right main DC extension buses, the
autopilot disengage light and horn, go-around inverters are operated as follows:
button, and inverter switch. AC power is not • To operate the No. 1 inverter, the con-
available from the No. 2 inverter when the AC trol switch is moved to the INV 1 po-
SWITCH circuit breaker is disengaged. If sition, supplying a ground path for
the No. 2 inverter is on line when the circuit the inverter on/off circuit for the No.
breaker is tripped, the inverter switch must 1 inverter, and AC power from the in-
be moved to the INV 1 position to restore verter is directed to the AC power
AC power. buses.
CONTROL • To operate the No. 2 inverter, the con-

trol switch is moved to the INV 2 po-
The control switch (Figure 2-15) is grouped sition, supplying a ground path for
with the master avionic ON–OFF switch under the inverter on/off circuit for the No.
the nomenclature of AVIONIC POWER. The 2 inverter; power is supplied to the
control switch has three positions labeled switching relay, energizing it, and AC
“INV 1,” “OFF,” and “INV 2.” power from the inverter is directed to
the AC power buses.
MONITORING
The system is monitored by one red AC FAlL
ABNORMAL OPERATION
light. This light illuminates for a loss of AC If an inverter should fail, the cockpit indica-
power on the 115-VAC bus due to any one of tions will be a red AC FAIL light and two
a number of reasons such as loss of DC power MASTER WARNING lights plus warning flags
to the inverter, voltage fluctuations which on the flight instruments. To restore AC power,
cause the inverter to shut down, etc. Since the the pilot should position the inverter switch to
AC FAIL light is a red annunciator light, it will the other inverter.
trigger the two MASTER WARNING lights.

If both inverters fail, the battery switch must

be placed in EMER in order to allow an in-
tegral inverter contained in the copilot’s C-
14D gyro to provide emergency AC power to
the copilot’s CDI needle in the VOR mode
of operation.
AC POWER-UNS 0176
AND SUBSEQUENT
WITH DUAL FLIGHT
DIRECTOR
The AC electrical system on these airplanes
is identical to the AC system on UNs 0550 and
subsequent with one exception: there are two
AC circuit breakers installed aft of the co-
pilot’s circuit-breaker panel instead of four.
These breakers are labeled 115-VAC BUS TIE
and 26-VAC BUS TIE. They permit automatic
bus tie if one inverter fails, allowing the op-
erating inverter to power all AC buses. All
controls, monitoring, and normal and abnor-
mal procedures are the same as for UNs 0550
and subsequent.

QUESTIONS
1. A good battery should supply power to the 6. If the generators are not operating, the
hot battery bus and the emergency bus voltmeter reads battery voltage when the
for approximately: battery switch is in:
A. 2 hours A. OFF
B. 1 hour B. BATT
C. 30 minutes C. EMER
D. 10 minutes D. Both B and C
2. The battery bus serves as: 7. The light in each engine start button
A. A power-off DC source illuminates to indicate:
B. An emergency power source A. Starting is complete.
C. An extension bus B. Opening of the start relay
D. A tie bus C. Closing of the start relay
D. Generator disconnect
3. In flight, with the generators on the line,
the battery is isolated from any charging 8. The generator field relay opens when:
source when the battery switch is in: A. An internal feeder fault is sensed
A. OFF B. An overvoltage condition is sensed
B. BATT C. An engine fire switch is activated
C. EMER D. All of the above
D. Both A and C
9. If a battery start is intended, the genera-
4. If manual termination of a start sequence tor switches should be placed to:
is desired, the switch to press is: A. OFF
A. ENGINE START B. GEN
B. STARTER DISENGAGE C. RESET
C. LH START D. ON
D. RH START
10. Select the correct statement:
5. The voltage read on the voltmeter with the A. O n e i nve r t e r w i l l s u p p l y a l l AC
selector switch in BATT is sensed from electrical power requirements.
the:
B. The No. 1 inverter is powered by the
A. Battery bus emergency DC bus.
B. Left main bus C. Illumination of the AC FAIL light will
C. Hot battery bus not cause the MASTER WARNING
D. Right main bus lights to illuminate.
D. Both inverters must be operating to
supply all AC power requirements.

11. Illumination of the AC FAIL annunciator 16. With only the hot battery and emergency
light and the MASTER WARNING lights buses powered, the following item is
indicate: inoperative:
A. Failure of the No. 1 inverter A. Cockpit floodlights, emergency exit
B. Failure of the No. 2 inverter light
C. Failure of both inverters B. NAV 1
D. Any of the above C. Copilot’s compass system, COM 1
D. NAV 2
12. If both inverters fail:
A. Refer to the pilot’s flight instruments, 17. The correct statement is:
and land as soon as possible. A. With external power connected and
B. The flight must be completed in VMC the battery switch in OFF, all DC
conditions. buses are powered from the external
C. Place the battery switch to EMER. power unit.
D. Place the battery switch to OFF. B. The battery continues to charge with
the generators on the line regardless
of the battery switch position.
13. With the battery as the only source of
power and the battery switch in the OFF C. With external power connected and
position, the bus(es) powered are: the battery switch in OFF, all DC
buses are powered from the external
A. Battery bus, hot battery bus unit except for the battery itself.
B. Hot battery bus D. The battery switch must be out of the
C. Emergency bus, battery bus OFF position before the voltmeter
D. E m e rg e n cy bu s , b a t t e r y bu s , h o t will indicate the voltage of the hot
battery bus battery bus.
14. Wi t h t h e b a t t e r y a s t h e o n l y s o u r c e 18. Regarding the engine starting sequence

of power and the battery switch in the (battery start on the ground):
EMER position, the following bus(es) A. It is normally terminated by the pilot
are powered: with the STARTER DISENGAGE
A. Battery bus, hot battery bus button.
B. E m e rg e n cy bu s , b a t t e r y bu s , h o t B. T h e b o o s t p u m p s a n d i g n i t i o n
battery bus switches must both be in the ON
C. Emergency bus only position before the start button is de-
D. Emergency bus, hot battery bus pressed.
C. A minimum of 50% N 2 is required on
15. With the battery as the only source of the operating engine prior to starting
power and the battery switch in the BATT the second engine.
position, the following condition exists: D. It is terminated normally by the speed-
sensing switch on the starter-
A. All DC buses are powered.
generator.
B. All buses are powered except the
emergency bus.
C. Only the left and right main DC buses
are powered.
D. Only the battery, emergency, and hot
battery buses receive power.

19. The incorrect statement is: 22. The correct statement regarding the
A. The illumination of the STARTER LH/RH GEN OFF annunciator light is:
DISENGAGE button is a function of A. Illumination of one light triggers the
the panel lights master switch. MASTER WARNING lights.
B. The generator switches are placed in B. Illumination of the light indicates that
the OFF position for an EPU start. both the power and field relays have
C. A failed left 225-ampere current opened.
limiter prevents starting of the left C. The light illuminates whenever the
engine. power relay is open.
D. The battery switch is placed in the D. It indicates that the generator is still
OFF position prior to EPU start. in its starter mode.
20. Regarding a generator-assist start: 23. The ignition during start:

A. 49 to 50% N 2 is set on the operating A. Occurs when the throttle is brought to
engine. idle
B. The operating generator’s switch must B. I s i n i t i a t e d a u t o m a t i c a l l y b y t h e
be placed to OFF before the start speed-sensing switch at 8 to 10% N 2
button is depressed. C. Occurs immediately when the start
C. A maximum of 49% N 2 rpm is set on button is depressed
the operating engine. D. Is terminated by the fuel control step
D. It is necessary to observe a drop in am- modulator when it senses ITT above
perage to below 150 before depress- 300° C
ing the second start button (to protect
the 225-ampere current limiter). 24. T h e BAT T O ’ T E M P l i g h t c o m e s o n
steady, but:
21. Placing the battery switch in EMER with A. The MASTER WARNING lights will
the generators on the line: n o t i l l u m i n a t e u n t i l t h e BAT T
A. Will cause loss of power to the emer- O’TEMP light begins to flash.
gency bus since the generators are on B. It will flash as the battery is cooling
the line down.
B. Will not cause the immediate loss of C. If it extinguishes prior to flight, the
any buses airplane may be dispatched without
C. Will still provide charging power to further action.
the battery D. It will extinguish if the battery cools
D. Should result in the battery voltage re- down.
maining at 28.5 volts

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL ............................................................................................................................. 3-1
INTERIOR LIGHTING ......................................................................................................... 3-2
Cockpit Lighting ............................................................................................................. 3-2
Passenger Compartment Lighting .................................................................................. 3-3
Emergency Lighting ....................................................................................................... 3-4
Baggage Compartment Lighting .................................................................................... 3-5
EXTERIOR LIGHTING ........................................................................................................ 3-6
Navigation Lights ........................................................................................................... 3-8
Anticollision Lights ........................................................................................................ 3-8
Tail Floodlights ............................................................................................................... 3-8
Landing/Taxi Lights ........................................................................................................ 3-8
Wing Inspection Light .................................................................................................... 3-8
Recognition Lights ....................................................................................................... 3-10
QUESTIONS ........................................................................................................................ 3-11

ILLUSTRATIONS
Figure Title Page

3-1 Interior Lighting Controls ....................................................................................... 3-2
3-2 Map Lights and Controls ........................................................................................ 3-2
3-3 Typical Control Panel Lighting ............................................................................... 3-3
3-4 Cabin Lighting Control ........................................................................................... 3-3
3-5 Rocker Switch ......................................................................................................... 3-4
3-6 Passenger Advisory Signs ....................................................................................... 3-5
3-7 Tail Cone Light and Switch .................................................................................... 3-5
3-8 Nose Baggage Compartment Light and Switch ..................................................... 3-6
3-9 Exterior Lighting Locations .................................................................................... 3-7
3-10 Exterior Lighting Switches ..................................................................................... 3-6
3-11 Navigation and Anticollision Lights ....................................................................... 3-8
3-12 Beacon ..................................................................................................................... 3-9
3-13 Tail Floodlight and Control Switch ........................................................................ 3-9
3-14 Landing/Taxi Light ................................................................................................. 3-9
3-15 Wing Inspection Light ............................................................................................ 3-9
3-16 Recognition Light ................................................................................................. 3-10

CHAPTER 3
LIGHTING
INTRODUCTION
Lighting on the Citation II is used to illuminate the cockpit area and all flight instru-
ments. The majority of the instruments are internally lighted. For general illumination,
floodlights are used and a map light is conveniently located for both the pilot and co-
pilot positions. An indirect lighting strip attached to the bottom side of the instrument
glareshield is available as an option. Standard passenger advisory lights are available
for the cabin area, and emergency lights are available to illuminate the exits in the event
of an emergency. Exterior lighting consists of navigation, anticollision, and landing lights.
A wing inspection light is also provided along with, as options, rotating beacon lights
and tail floodlights.
GENERAL
Airplane lighting is divided into interior and consists of indirect fluorescent lights, pas-
exterior lighting. Interior lighting is further di- senger reading lights, two floodlights illumi-
vided into cockpit, cabin, and emergency light- nating the main cabin door and emergency
ing. Cockpit lighting consists of instrument exit areas, an aft compartment light, and
panel lights, floodlights, map lights, lighted signs.
and optional indirect lighting. Cabin lighting

INTERIOR LIGHTING COCKPIT LIGHTING

Interior lighting is provided for the cockpit, Cockpit Floodlights
cabin, and tail cone area. Instruments are in-
Two cockpit floodlights located overhead,
ternally lighted. Switch functions are desig-
near the center of the flight compartment,
nated by electroluminescent panels. All lights
provide cockpit lighting and emergency light-
except the overhead and instrument flood-
ing for the instrument panel. Control is accom-
lights are controlled by a master switch and are
plished with the FLOOD LTS rheostat (Figure
adjusted by rheostats (Figure 3-1).
3-1).
An engine instrument floodlight is located on

the fire warning panel on the glareshield. The
light operates when either engine is in the
start cycle or when the FLOOD LTS switch is
turned on. Cockpit floodlight power is supplied
by the emergency bus through the FLOOD
circuit breaker on the copilot’s circuit-breaker
panel.
Map Lights
Map lights are located on the left and right
forward overhead panel (Figure 3-2).
Figure 3-1. Interior Lighting Controls
The rheostats are labeled “LEFT,” “CENTER,”

“RIGHT,” and “EL.” The LEFT rheostat con-
trols the intensity of the instrument lighting
on the pilot’s panel, the CENTER rheostat
controls lighting on the center instrument
panel, and the RIGHT rheostat controls in-
strument lighting on the copilot’s panel. The
rheostat labeled “EL” controls all electrolu-
m i n e s c e n t l i g h t i n g . Tu r n i n g t h e PA N E L
LIGHT CONTROL master switch to ON dims
the annunciator panel lights and the landing
gear indicator lights, illuminates the STARTER
DISENGAGE button, and actuates the con-
trol rheostats. Two overhead floodlights and Figure 3-2. Map Lights and Controls
an engine instrument floodlight are controlled
by a single rheostat switch, which are avail-
able for additional and emergency cockpit Their brilliancy is controlled by rheostats lo-
lighting. Intensity of the overhead floodlights cated on the forward side of the left and right
and the engine instrument floodlight is con- side consoles. Electrical power to operate the
trolled with the FLOOD LTS rheostat located map lights is routed from circuit breakers on
to the left of the PANEL LIGHT CONTROL the pilot’s circuit-breaker panel.
master switch.

Control Panel Lights The indirect fluorescent lights are controlled

by an OFF–BRIGHT–DIM switch mounted
The control panel lighting is provided by elec- on a switch panel just forward and above the
troluminescent light panels, consisting of a entrance door hinge (Figure 3-4).
layer of phosphor sandwiched between two
electrodes and encapsulated between layers of
plastic. White lettering on a grey background
is used on the panel faces (Figure 3-3).
Figure 3-3. Typical Control Panel Lighting
Control is accomplished with the lighting

rheostat labeled “EL.” Electroluminescent Figure 3-4. Cabin Lighting Control
panels are used on the circuit-breaker panels,
switch panel, light control panel, environmen-
tal control panel, landing gear control panel, When the switch is placed in the BRIGHT po-
and each throttle pedestal control panel. sition, the power is supplied through the two
Electrical power to the electroluminescent pilot inverters and the control units to the
light panels is supplied by an inverter located bulbs which illuminate bright. If the light
in the nose baggage compartment. The in- switch is in the DIM position, main DC power
verter is rated at 40–60 VAC and is powered is applied to the system, and the lights auto-
through the EL PANEL circuit breaker located matically illuminate bright for approximately
on the pilot’s circuit-breaker panel. three seconds, then go to dim. The power to
operate the lights is routed from the left main
DC bus through the BAR LIGHT circuit
PASSENGER COMPARTMENT breaker on the power junction box in the tail
LIGHTING cone.
The passenger compartment lighting includes
all cabin lights, utility lights, and the lighted NOTE
signs. Indirect fluorescent lights and passen-
It is recommended that ground op-
ger reading lights, including in the toilet area,
eration of the fluorescent lights be
are mounted overhead above the seats.
limited to the BRIGHT position
until the engines have been started
The indirect fluorescent light system consists
or until main DC power is continu-
of a three-position switch, inverters, control
ously available to the lighting sys-
units, and twelve fluorescent bulbs.
tem. During battery engine starts
where system voltage drops below

24 VDC, operate the lights in the NOTE

BRIGHT position only until the en-
gines are started. Optional safety chimes, when in-
stalled, operate in conjunction with
the sign to alert the passengers when
The passenger reading and cabin compart- smoking is prohibited or when to
ment lights are mounted in the overhead con- fasten seat belts.
sole. The passenger reading lights adjust fore
and aft, and each is controlled by an integrally
mounted switch. The entrance and emergency EMERGENCY LIGHTING
exit lights do not have an integrally mounted
switch and are not directionally controllable. Emergency lighting is a separate and inde-
They are controlled from the white rocker pendent system used to provide illumination
switch (Figure 3-5) located on the forward in case of primary electrical power failure or
side of the main cabin entrance door and are abnormal conditions. The emergency light-
powered from the hot battery bus. (An aft ing consists of a battery pack, an inertia switch,
cabin compartment light is controlled on and and single lights that respectively illuminate
off with this same switch on earlier model the cabin entrance and the emergency exit.
Citation II aircraft.) A lighted advisory sign
is installed on the forward (or forward and The battery consists of 20 nickel-cadmium
aft) cabin bulkheads (Figure 3-6). cells in a box. Each cell has a nominal volt-
age of 1.5 volts. The inertia switch is mounted
near the emergency battery box located above
the cockpit headliner. When a force of 5g’s is
applied to the inertia switch, it actuates and
turns on the floodlights above the entry door
and above the emergency exit. The emergency
battery does not require recharging because it
is charged by the main DC system through the
hot battery bus.
For normal entry and exit from the airplane,

the floodlights over the entry and emergency
exit doors are operated from the hot battery bus
by a switch at the cabin door. For in-flight
use of emergency lighting, the passenger ad-
visory switch on the instrument panel operates
Figure 3-5. Rocker Switch the emergency exit and main cabin entrance
lights when the switch is in the PASS SAFETY
position. The engine instrument floodlight
T h e l i g h t s a r e c o n t r o l l e d b y t h e PA S S mounted on the underside of the engine fire
SAFETY/SEAT BELT switch on the pilot’s warning tray illuminates any time the engine
switch panel and inform passengers when start circuit is activated or the cockpit flood-
smoking is prohibited and when to fasten light switch is in the ON position. It receives
seat belts. The switch has three positions: power from the emergency bus during other
PASS SAFETY–OFF–SEAT BELT. In PASS than the start condition. When an engine is
SAFETY position, both the no smoking and started, the power source for the floodlights
fasten seat belt portions of the signs are il- is the emergency lights battery pack.
luminated. In the SEAT BELT position, only
the fasten seat belt portion of the signs is il-
luminated. In the OFF position, the signs
are extinguished.

Figure 3-6. Passenger Advisory Signs
BAGGAGE COMPARTMENT
LIGHTING
Baggage and service compartment lighting
includes the tail cone compartment light and
the nose baggage compartment light. They are
wired directly to the hot battery bus and con-
sequently do not require the battery switch to
be turned on for operation.
Tail Cone
The manual toggle switch controls electrical
power to the tail cone light when the tail cone
access door is open (Figure 3-7). Electrical
power for the light is supplied from the hot bat-
tery bus. A microswitch installed in the access
door frame will remove power from the light
when the tail cone door is closed.
Figure 3-7. Tail Cone Light and Switch

Nose Baggage Compartment

The manual switch assembly of the nose bag-
gage light system is an illuminated rocker
switch (Figure 3-8).
The switch is mounted overhead adjacent to

the light assembly. The normal position for the
manual switch applies DC power from the hot
battery bus to the light. During daylight hours
or when the light is not desired, the manual
switch is positioned off. When the switch is
in off and the catch to hold the door open is
engaged, the light inside the switch is illumi-
nated so that it is easy to locate at night. A mi-
croswitch mounted on the left and right nose
baggage door catch turns the light off regard-
less of rocker switch position when both nose
baggage doors are closed.
Figure 3-8. Nose Baggage Compartment
Light and Switch
EXTERIOR LIGHTING
The exterior lighting system consists of nav- mination for airplane operation during the day
igation, landing/anticollision, taxi lights, and or night. Exterior lighting locations are illus-
a wing inspection light. Optional recognition trated in Figure 3-9, and exterior lighting con-
and tail floodlights can be provided. The trols are shown in Figure 3-10.
exterior light system provides necessary illu-
Figure 3-10. Exterior Lighting Switches

BEACON
ANTICOLLISION LIGHT
LANDING/TAXI LIGHT NAVIGATION LIGHT

RECOGNITION LIGHT
BEACON
TAIL FLOODLIGHTS
NAVIGATION LIGHT ANTICOLLISION LIGHT NAVIGATION LIGHT
Figure 3-9. Exterior Lighting Locations

NAVIGATION LIGHTS located on the pilot’s instrument panel (see

Figure 3-10). The switch furnishes 28-VDC
A green navigation light is installed in the power to the anticollision light power sup-
right wingtip, a red on the left, and a white on plies. Each light has its own power supply.
the tip of the tail cone (Figure 3-11). The nav-
igation lights are controlled with a NAV switch The optional beacon light is a red rotating
with ON and OFF positions located on the beacon mounted on top of the vertical stabi-
pilot’s instrument panel. lizer (Figure 3-12). Control is with the BEA-
CON switch located on the pilot’s instrument
panel.
TAIL FLOODLIGHTS
The optional tail floodlights are also known
as identification lights, logo lights, or telltale
lights. The floodlights are located on the left
and right horizontal stabilizers. The flood-
lights are fixed-position lights used primarily
NAVIGATION ANTICOLLISION
for additional airplane visibility.
LIGHT LIGHT
The BEACON light switch (Figure 3-13) has
an additional position (BCN/TL) to provide
switch contacts for the tail floodlights. The
light assemblies, one installed on the top side
of each horizontal stabilizer, illuminate the
vertical stabilizer.
LANDING/TAXI LIGHTS
NAVIGATION
LIGHT A landing light is mounted on each main gear
(Figure 3-14).
The landing lights are used during landings and

as taxi lights during taxiing. Each light is a
fixed-position, sealed-beam light, controlled
by LANDING LIGHTS switches with ON and
OFF positions located on the pilot’s instrument
panel. The control circuit is interconnected
with microswitches actuated by the landing
gear doors so that the lights come on only
Figure 3-11. Navigation and when the main landing gear doors are not fully
Anticollision Lights closed.
WING INSPECTION LIGHT

ANTICOLLISION LIGHTS The wing inspection light is a fixed-position
light located forward of the wing leading edge
The standard anticollision lights are strobe and mounted on the left side of the fuselage
lights mounted in each wingtip (Figure 3-11) (Figure 3-15).
and are controlled with the ANTI COLL switch

Figure 3-12. Beacon
Figure 3-14. Landing/Taxi Light
Figure 3-15. Wing Inspection Light
Figure 3-13. Tail Floodlight and

Control Switch

The light is used to visually check the wing

leading edge for ice accumulation. The in-
spection light is controlled by the WING INSP
switch with ON and OFF positions located on
the pilot instrument panel. The wing inspec-
tion light must be operational for flight at
night in known or forcasted conditions.
RECOGNITION LIGHTS
An optional recognition light, when installed,
is mounted in the leading edge of each wingtip
(Figure 3-16). The purpose of the lights is to
aid in the recognition of the airplane in high-
density areas. The recognition lights are con-
trolled with the RECOG switch with ON and
OFF positions located on the pilot’s instru-
ment panel.
Figure 3-16. Recognition Light

QUESTIONS
1. The lighting rheostat labeled “LEFT” 4. The map lights are controlled with
controls: rheostats located on:
A. Pilot’s instrument panel lights A. The center pedestal
B. Center instrument panel lights B. The pilot and copilot instrument
C. Copilot’s instrument panel lights panels
D. Both A and B C. The overhead lights panel
D. The forward side of the left and right
2. The lighting rheostat that controls the side consoles
electroluminescent lighting is labeled:
A. LEFT 5. When the indirect fluorescent lights
switch is positioned to DIM, the lights
B. CENTER
illuminate:
C. RIGHT
A. Bright for three seconds and then dim
D. EL
B. Dim
3. Turning the PANEL LIGHT CONTROL C. Bright until the switch is reactuated
master switch to ON: D. After three seconds
A. Activates the control rheostats
6. When the landing gear is retracted, the
B. Dims the annunciator panel lights
landing lights:
C. Illuminates the STARTER DISEN-
GAGE button A. Must be manually switched off
D. All of the above B. Remain illuminated
C. Automatically extinguish
D. Flash the MASTER WARN lights
until the switches are turned

CHAPTER 4
MASTER WARNING SYSTEMS
CONTENTS
Page
INTRODUCTION .................................................................................................................. 4-1
GENERAL .............................................................................................................................. 4-1
ANNUNCIATOR PANEL ...................................................................................................... 4-1
MASTER WARNING LIGHTS ............................................................................................. 4-2
INTENSITY CONTROL ........................................................................................................ 4-2
TEST FUNCTION .................................................................................................................. 4-2
ILLUMINATION CAUSES ................................................................................................... 4-2
AUDIO WARNING SYSTEM ............................................................................................... 4-2
QUESTIONS .......................................................................................................................... 4-6

ILLUSTRATION
Figure Title Page

4-1 Rotary Test Switch .................................................................................................. 4-2
TABLES
Table Title Page

4-1 Annunciator Illumination Causes ............................................................................ 4-3
4-2 Test Indications ........................................................................................................ 4-5

CHAPTER 4
MASTER WARNING SYSTEMS
TEST
INTRODUCTION
The master warning system on the Citation II provides a warning of airplane equipment
malfunctions, indication of an unsafe operating condition which requires immediate at-
tention, and indication a system is in operation.
GENERAL ANNUNCIATOR PANEL

The MASTER WARNING and annunciator The annunciator panel is located on the cen-
panel lights system consists of two MASTER ter instrument panel and contains a cluster of
WARNING switchlights and an annunciator caution/warning lights with selected colored
panel light cluster, which provides a visual in- lenses and legends arranged according to air-
dication to the operator of certain conditions plane systems. The annunciator panel lights
and/or functions of selected systems. Each operate in conjunction with the MASTER
annunciator segment has a legend which illu- WARNING lights. When a system malfunc-
minates to indicate an individual system fault. tions, the associated annunciator illuminates
Red lights indicate a warning malfunction and remains illuminated until that system
which requires corrective action. Amber or malfunction is corrected. If the illuminated
white lights indicate either a caution mal- light is red, the MASTER WARNING lights
function that requires attention, but not nec- also illuminate.
essarily immediate action, or normal system
operation.

MASTER WARNING ILLUMINATION CAUSES

LIGHTS Ta b l e 4 - 1 s h ow s e a c h a n n u n c i a t o r l i g h t
placard, color, and cause for illumination.
There are two MASTER WARNING lights,
one located on the pilot’s instrument panel
and one on the copilot’s instrument panel.
When any red light on the annunciator panel AUDIO WARNING
illuminates, the MASTER WARNING lights
illuminate simultaneously and flash until reset.
SYSTEM
There is only one condition during which
Various audio warnings are incorporated into
amber lights on the annunciator panel cause
airplane systems that warn of specific condi-
the MASTER WARNING lights to illuminate.
tions and malfunctions. The systems, sounds,
That condition is when both the L and R GEN
and conditions for actuation are shown in
OFF lights are illuminated. The seriousness of
Table 4-2.
this condition warrants MASTER WARNING
light actuation. The master warning light sys-
Provision to test the audio system and various
tem incorporates a reset switch which is ac-
other system functions is provided and wired
tuated by pushing in on either MASTER
into the same rotary test switch that is used to
WARNING light lens. Pressing the MASTER
test the annunciator system. When the switch
WARNING light resets the circuit and makes
is rotated through each position, the associated
the system available to alert the operator
system functions as described in Table 4-2
should another system fault occur. The MAS-
will occur.
TER WARNING light will stay illuminated and
flash until reset, even if the malfunction which
caused the light to illuminate has been cor-
rected. Pressing the MASTER WARNING
light does not normally extinguish the
annunciator segment light.
INTENSITY CONTROL
The annunciator lights will dim automatically
when the PANEL LIGHT CONTROL toggle
switch is placed in the ON position.
TEST FUNCTION
A rotary test switch (Figure 4-1) is located on
the left side of the pilot’s instrument panel.
Positioning the switch to ANNU causes all

annunciators and the MASTER WARNING
lights to illuminate. Illumination verifies only
annunciator lamp integrity. The master warn-
ing flashing condition will not reset while the
rotary test switch is in the ANNU position. A
red light above the test switch illuminates
when the switch is in any position except OFF. Figure 4-1. Rotary Test Switch
Some other associated system lights also il-
luminate when this switch is activated.

Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES
Annunciator Cause For Illumination Annunciator Cause For Illumination
UNs 0550 and subsequent: UNs 0482 and 0485 and subsequent
The red AC FAIL light indicates an AC only:
bus failure or that one or both inverters ACM O'PRESS indicates that the
have failed. Illumination of the light also secondary overpressure switch has
triggers the MASTER WARNING light. activated. The ground valve is closed
UNs 0002 through 0505: and cannot be reselected until normal
The red AC FAIL light advises that DC power is removed.
the selected inverter has The amber ENG ANTI-ICE light illu-
failed. Illumination of the light also ENG
ANTI-ICE
minates under any of the following
triggers the MASTER WARNING light. LH RH conditions:
The inverter power switch may be off. • Nacelle inlet temperature is less
The red BATT O'TEMP light will illuminate than 104°C.
steady when the battery temperature is • Engine stator anti-ice valve is not
over 145°F and will flash at temperatures fully open.
over 160°F. Illumination of the light also • Inboard wing leading edge temper-
triggers the MASTER WARNING light. ature is below 16°C.
• One or more wing leading edge
The red CAB ALT 10,000 FT light advises heating elements are inoperative.
that the cabin pressure altitude is above • Temperature controller has failed.
10,000 feet. Illumination of the light also • Throttle is below the 60% N2
triggers the MASTER WARNING light. microswitch position
HYD FLOW The amber HYD FLOW LOW light The amber GEN OFF light advises
GEN
LOW advises that the left or right hydraulic OFF that the associated generator power
LH RH pump flow rate is below normal. LH RH relay is open. Illumination of BOTH lights
UNs 0002 through 0505: will trigger the MASTER WARNING light.
Light is labeled L/R HYD PRESS LO
The amber POWER BRAKE LOW
POWER
OIL PRESS The red OIL PRESS WARN light advises BRAKE PRESS light advises that the power
WARN that oil pressure is below 35 psi in the left LOW PRESS brake hydraulic pressure is low. The
LH RH ANTISKID INOP light will also be on.
or right engine. Illumination of either
light also triggers the MASTER
WARNING light. The amber AIR DUCT O'HEAT light
advises that the temperature in the duct
The amber ANTISKID INOP light leading to the cabin past the ACM
advises that the antiskid system is exceeds safe limits.
inoperative, the system is in a test mode,
or the control switch is in the off position. The amber EMER PRESS ON light
The light is inactive with the gear handle advises that emergency pressuri-
in the UP position. zation has been manually selected or
automatically activated by an air cycle
UNs 0002 through 0436:
machine overheat.
There is no ANTISKID position on the
rotary TEST switch. UNs 0002 through 0481, 0483, and
L/R
PRECOOL 0484:
The amber W/S AIR O'HEAT light advises FAIL PRECOOLER FAIL light indicates that
that the bleed air to the windshield the engine bleed-air temperature
exceeds safe temperature limits (146°C) is excessive.
with the control switch in HI or LOW. With
the switch in OFF, it indicates the shutoff ACM UNs 0002 through 0481, 0483, and 0484:
valve has failed open or is leaking bleed EJECTOR ON ACM EJECTOR ON light indicates that
air, allowing line pressure to exceed 5 psi. the ejector valve is open (normal for
ground operation)

Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES (Cont)
Annunciator Cause For Illumination Annunciator Cause For Illumination
F/W
The amber F/W SHUTOFF lights advise Illumination of the white SURFACE
SHUT OFF that the left or right fuel and hydraulic SURFACE DE-ICE light twice during the twelve-
LH RH valves are both fully closed. The valves DE-ICE second surface deice boot cycle
can be opened by depressing the indicates proper boot inflation pressure.
ENG FIRE switchlights a second time.
SPEED
The white SPEED BRAKE EXTEND
BRAKE light advises that the left and right
FUEL LOW The amber FUEL LOW PRESS lights EXTEND speedbrakes are fully extended. The
PRESS advise that the fuel pressure is low in the
LH RH HYD PRESS ON light extinguishes
left or right engine fuel supply lines.
simultaneously.
The amber HYD PRESS ON light The amber FUEL FLTR BYPASS light
FUEL FLTR
advises that the hydraulic system BYPASS advises that the bypass of the respective
is pressurized. LH RH fuel filter is impending or occurring.
The amber DOOR NOT LOCKED light The amber FUEL LOW LEVEL light
advises that the main cabin, tail cone FUEL LOW
advises that the fuel quantity is 169–219
LEVEL
compartment, or either nose baggage LH RH pounds usable in the applicable tank
door is not locked. as determined by a float switch.
The amber BLD AIR GND light will
BLD AIR The amber INVERTER FAlL light
illuminate when the pressurization source INVERTER
GND advises that the No. 1 or No. 2 inverter
is in GND position and the ground valve FAIL
1 2 has failed. The failure of either inverter
is open.
BLEED AIR
also triggers the AC FAIL light which
UNs 0002 through 0481, 0483, and 0484: triggers the MASTER WARNING lights.
GND/HI
Indicates selection of either GND or Resetting the MASTER WARNING
BOTH HI on the PRESS SOURCE lights will extinguish the AC FAlL an-
selector nunciation unless both INVERTER FAIL
lights are illuminated.
The amber FUEL BOOST ON light
FUEL
illuminates in conjunction with the FUEL
BOOST ON UNs 0651 and subsequent:
LH RH PRESS LO light if the FUEL BOOST
NOSE COMP
PUMP switch is in NORM (in flight). It O’TEMP The amber NOSE COMP O'TEMP
also illuminates during engine start, light advises of a high-temperature
crossfeed, or with the FUEL BOOST condition in the nose compartment.
pump switch in ON. Light illumination RECORDER This may cause failure of avionics
indicates only that power is applied to PWR FAIL equipment, including EFIS displays.
the pump. The amber RECORDER PWR FAIL
light advises that the flight data
The amber HYD LOW LEVEL light
HYD LOW recorder has failed.
advises that the reservoir fluid level is
LEVEL below 0.2 gallon (minimum operating
volume).
The amber P/S HTR OFF light advises

P/S HTR
OFF
that the pitot heat switch is off or, if the
LH RH switch is on, that power has been lost to
the pitot tube heater or one or both static
port heaters in that system.

Table 4-2. TEST INDICATIONS
Switch Position Indication Switch Position Indication
OFF The red light is extinguished and the W/S W/S The WS/AIR O’HEAT light will
test system is inoperative. TEMP illuminate, and the bleed-air solenoid
control valve will close if LOW or HI is
selected with the W/S BLEED switch.
FIRE Both red ENG FIRE lights
This may not test properly if the aircraft
WARN illuminate, indicating continuity.
is cold soaked. Start the engines and
allow the aircraft to warm up, then
LDG The green NOSE, LH, and RH lights recheck prior to flight.
GEAR and the red GEAR UNLOCKED lights
illuminate, and the gear warning horn
OVER The audible Mach warning signal
sounds. The horn may be silenced by
SPEED sounds.
the HORN SILENCE button, provided
the flaps are not extended beyond 15°.
ANTI SKID UNs 0482 and 0485 and subsequent
BATT BATT O’HEAT annunciator illuminates, only:
TEMP the master warning lights illuminate, The ANTI-SKID INOP annunciator
and the battery temperature gage illuminates and goes out three
indicates 160°F. seconds after the test switch is
moved out of this position.
THRU REV The thrust reverser indicators and

ANNU All of the annunciator panel lights and
MASTER WARNING lights illuminate
the MASTER WARNING lights illu-
minate.The engine instrument digital
display will flash “8’s”. Both red turbine
lights will illuminate steady. When both
avionic switches are on, the altitude
alert horn will sound and the altitude
alert light and auto-pilot/flight director
mode selector panel lights will
illuminate. EFIS and FMS lights will
also illuminate. The MASTER WARN-
ING light cannot be reset when the
TEST selector is in the ANNU position.

QUESTIONS
1. An annunciator panel will extinguish: 3. The rotary test switch:
A. When pressed A. Illuminates all annunciators in the
B. Upon landing ANNU position
C. When the malfunction is corrected B. Is spring loaded to OFF
D. If the master warning system is reset C. Only illuminates all red annunciator
under all conditions in the ANNU position
D. Only illuminates all amber annunci-
2. The master warning lights illuminate: ators in the Annu position
A. When any annunciator panel light il-
luminates
B. When a red annunciator panel light il-
luminates
C. When both L and R GEN OFF an-
nunciators illuminate
D. Both B and C

CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL .............................................................................................................................. 5-1
DESCRIPTION AND OPERATION ..................................................................................... 5-2
Fuel Storage .................................................................................................................... 5-2
Major Components .......................................................................................................... 5-3
Controls ........................................................................................................................... 5-4
Indicating System ............................................................................................................ 5-5
Operation ......................................................................................................................... 5-5
FUEL SERVICING ................................................................................................................ 5-9
General ............................................................................................................................ 5-9
Safety Precautions ......................................................................................................... 5-10
Refueling ....................................................................................................................... 5-10
QUESTIONS ........................................................................................................................ 5-11

ILLUSTRATIONS
Figure Title Page

5-1 Fuel Vent Scoop ....................................................................................................... 5-2
5-2 Drain Valve Location................................................................................................ 5-2
5-3 Drain Valve .............................................................................................................. 5-2
5-4 Ejector Pump ........................................................................................................... 5-3
5-5 Fuel System Controls ............................................................................................... 5-4
5-6 CROSSFEED Selector Switch ................................................................................ 5-4
5-7 FUEL QTY and FUEL FLOW Indicators ............................................................... 5-5
5-8 Fuel System Normal Operation ............................................................................... 5-7
5-9 Fuel System Crossfeed (Left Tank Supplying Both Engines) ................................. 5-8
5-10 Filler Port (Typical) ................................................................................................. 5-9

CHAPTER 5
FUEL SYSTEM
4 6
MAIN
FUEL
2 8
LBS X 100
0 10
INTRODUCTION
This chapter describes the Citation II fuel system. Each wing contains a fuel tank that
normally supplies its respective engine; however, fuel crossfeed capability is provided.
GENERAL
Two tanks, one in each wing, provide fuel for and is monitored by colored annunciator lights
the engines. Fuel flow to the engines is ac- and gages. The airframe fuel system up to the
complished with electrically driven boost engine-driven fuel pump is presented in this
pumps and an ejector pump,which are in each chapter. For description and operation of the
tank. The system is controlled by switches engine fuel system, refer to Chapter 7,
and a selector on the pilot’s instrument panel, “Powerplant.”

DESCRIPTION AND servicing. The filler assembly consists of an

adapter, standpipe, cap, and a chain to attach
OPERATION the cap to the adapter.
Identical filler assemblies are used on each

FUEL STORAGE wing. Each cap is recessed for the flush fitting
handles and marked to indicate open and closed
Tanks positions. To remove the cap, lift the handle
The “wet wing” fuel tank in each wing is an and rotate counterclockwise.
integral part of the wing structure, which is
sealed to contain fuel. Each tank includes all Drain Valves
the wing area forward of the rear spar, except
the main gear wheel well. Holes in spars and Six fuel quick-drain valves and one filter drain
ribs permit fuel movement within the tanks; valve are provided for each tank. Figure 5-2
however, baffles in outboard ribs prevent rapid shown a typical drain and drain locations on
movement of fuel outboard during wing-low the lower side of the left wing. Locations for
attitudes. Each tank includes a vent system,
fuel quantity probes, a filler cap, sump drains,
ejector pumps, and an electrically driven boost
pump. Combined usable fuel quantity of both
tanks is 5,008 pounds. LOWER SURFACE
OF LEFT WING
Tank Vents FILTER

DRAIN
A vent system is installed in each wing to

maintain positive internal tank pressures
within the structural limitations of the wing.
It permits overflow of fuel due to thermal ex-
pansion and equalization of pressure within the DRAIN
VALVES
tank as fuel is consumed. The vent (Figure 5-
1) is anti-iced by design. Figure 5-2. Drain Valve Location
Tank Filler the right wing are identical.

The flush-mounted fuel filler assembly is lo-
cated on the upper surface of each wing near The drains (Figure 5-3) are used to remove
the outboard end and is used for normal fuel moisture and sediment from the fuel and to
drain residual fuel for maintenance. Each drain
Figure 5-1. Fuel Vent Scoop Figure 5-3. Drain Valve

contains a spring-loaded poppet that can be un- closed, isolate the right wing and left wing fuel
seated for fuel drainage. systems. They are electrically operated by a
selector on the pilot’s instrument panel. Valve
opening or closing is indicated by momen-
MAJOR COMPONENTS tary illumination of a green INTRANSIT light
near the selector. When the valves are open,
Boost Pumps fuel flow can occur from either tank to the
One DC-powered boost pump in each tank opposite wing fuel system.
supplies fuel to the engine-driven fuel pump.
The boost pump supplies fuel to its respective Filter
engine during start. During crossfeed the boost
pump is supplying fuel to both engines and is One filter is installed in the engine fuel sup-
also transferring fuel to the opposite tank. ply line of each wing fuel system. The filter
With the boost pump switch in the normal po- incorporates a differential pressure switch
sition and low pressure sensed by a pressure which illuminates the amber FUEL FILT BY-
switch at the engine, the boost pump will au- PASS annunciator to warn of an impending fil-
tomatically activate to provide positive pres- ter bypass. If the annunciator illuminates, the
sure to the engine driven pump. The pumps are filter must be inspected after landing to de-
controlled by switches on the pilot instrument termine the cause of the contamination which
panel. The LH and RH main DC buses supply blocked the filter.
power for boost pump operation.
Shutoff Valves
Ejector Pumps
Firewall
There are three ejector pumps in each wing
tank. Each is powered by motive-flow fuel Electrically operated motor-driven firewall
and operates on the venturi principle. The shutoff valves, one in each engine fuel supply
ejector receives motive flow from the engine- line, are controlled by red ENG FIRE switch-
driven fuel pump and is the primary source of lights on the glareshield. Normally, the valves
pressurized fuel to the engine-driven fuel are to be closed only in the event of engine fire.
pump. The two transfer ejectors operate on mo- When both the fuel and hydraulic firewall
tive flow from the primary ejector or boost shutoff valves are closed, the applicable amber
pump, and transfer fuel from the lowest point F/W SHUTOFF annunciator will illuminate.
in the tank to the sump. Figure 5-4 shows a
functional schematic of an ejector pump. NOTE
If an engine is shut down in flight for
Crossfeed Valve reasons other than fire, the valve
Two motor-driven crossfeed valves, normally must be left open and the fuel boost
OUTPUT
MOTIVE FLOW
INLET
SUCTION
Figure 5-4. Ejector Pump

pump operated to prevent damage Controls for the fuel system are located on
to the engine-driven fuel pump. the pilot’s instrument panel (Figure 5-5). The
LH and RH FUEL BOOST pump switches
control the electrically driven boost pumps.
Motive Flow Each switch has positions labeled
“NORM–OFF–ON.” During normal operation
One solenoid-operated motive-flow shutoff of the fuel system, the NORM position is se-
valve in each wing fuel system controls mo- lected. In this position, the boost pump oper-
tive-flow fuel from the engine-driven pump to ates automatically during engine start,
the primary ejector pump. The valves are nor- crossfeed operation, or when low fuel pressure
mally open. During crossfeed operation, the is sensed in the engine fuel supply line. If the
valve of the tank not supplying fuel closes throttle is in cutoff, the boost pump will not
when crossfeed is selected. There is no direct come on automatically for a low fuel pressure
indication of valve position. condition, even though the switch is in NORM.
On UNs 0002 through 0405 not modified by When the switch is in the OFF position, the
SB 550-28-1, a pressure switch is installed in boost pump operates automatically for en-
the motive-flow line between the engine-driven gine start and when crossfeed is selected from
pump and the primary ejector pump. The that tank. In the ON position, the pump op-
switch terminates the engine start sequence erates continuously.
when 180 psi is sensed in the motive-flow line
(approximately at 28 to 30% N 2 ). On UNs 406 The CROSSFEED selector has three positions
and on, and those incorporating SB 550-28-14, labeled LH TANK–OFF–RH TANK (Figure 5-
the pressure switch has been removed and the 6). Moving the selector out of OFF to either
start sequence is terminated by the generator of the operating positions selects the tank
speed sensing switch at approximately 38% from which fuel is to be taken and the engine
N2. to be supplied.
Manual Shutoff Valve Detailed operation of the fuel system during
A manual shutoff valve is provided in each
wing fuel system. The normally open valve,
located in the lower wing dry bay area, is for
maintenance use only and is not accessible
in flight.
CONTROLS
Figure 5-6. CROSSFEED Selector Switch

Figure 5-5. Fuel System Controls

normal and crossfeed operation is presented displaying quantity in pounds for left and
under Operation later in this chapter. right tanks.
Boost Pump Operation The indicator operates on main DC power

through LH and RH FUEL QTY circuit breakers
With the boost pump in ON, the pump will run in the cockpit. Power loss to either scale of the
as long as normal DC power is available. With indicator is indicated by the illumination of a
the switch in OFF, the boost pump will run au- red OFF flag at the top of the scale.
tomatically for engine start and cross feed. In
the NORM position, the boost pump will run Annunciator Lights
automatically for engine start, cross feed and
when fuel low pressure is sensed at the engine There are five annunciator lights associated
(as long as the throttle is not in cut off). with the fuel system. All are shown in the
Annunciator section.
INDICATING SYSTEM The amber F/W SHUTOFF light illuminates
when both the fuel and hydraulic firewall shut-
Quantity Indication off valves have been fully closed when the
The fuel system has a capacitance-probe quan- ENG FIRE switchlight is depressed.
tity indicating system which compensates for Depressing the ENG FIRE switchlight a sec-
changes in density caused by temperature ond time opens the shutoff valves and turns off
changes. Each tank contains five quantity the F/W SHUTOFF light.
probes which supply quantity information to The amber FUEL PRESS LO light comes on
the dual-indicating FUEL QTY indicator on when fuel pressure drops below 5 psi, and
the center instrument panel (Figure 5-7). The goes out at 7 psi increasing pressure.
i n d i c a t o r i s a ve r t i c a l s c a l e i n s t r u m e n t
The amber FUEL LEVEL LO light, actuated by
a float switch, comes on when usable fuel in a
tank drops to approximately 169 to 219 pounds.
The amber FUEL BOOST ON light illuminates
anytime a boost pump is energized for operation.
A differential pressure of approximately 4 psi
across either fuel filter will illuminate the
a m b e r F U E L F I LT B Y PA S S l i g h t . T h i s
indicates that either filter is on the verge of by-
passing, and the elements must be inspected
after landing.
In addition to the annunciator lights, a green
INTRANSIT light illuminates when power is
applied to open (or close) the two motor-driven
crossfeed valves and does not extinguish until
both valves are fully opened (or closed).
Figure 5-7. FUEL QTY and FUEL

FLOW Indicators

OPERATION Crossfeed
During crossfeed, fuel is provided to both
Normal engines and transfered to the opposite tank
Figure 5-8 illustrates the fuel system operation at a rate of 600 lbs. per hour. Fuel crossfeed
during engine starting. can be used to balance the fuel load on the
ground with the engines shut down and nor-
Wi t h t h e F U E L B O O S T p u m p s w i t c h i n mal DC power supplied to the aircraft.
NORM, depressing an engine START button
energizes the fuel boost pump, moving fuel Figure 5-9 shows the fuel system when the
through the manual shutoff valve, fuel filter, crossfeed selector is placed in the LH TANK
and firewall shutoff valve to the engine-driven position. Both electrically driven crossfeed
fuel pump. valves will open (green INTRANSIT light is
on during valve transit) and the boost pump
When the engine start terminates, the boost in the left tank will be energized (LH FUEL
pump is deenergized (FUEL BOOST ON light BOOST ON annunciator will illuminate).
goes out). Motive-flow fuel from the en- Three seconds later, the right motive-flow
gine-driven pump is directed to the primary shutoff valve is energized closed. The time
ejector pump, which continues to supply fuel delay is built in to allow the crossfeed valves
for the engine-driven fuel pump. Flow from the to open and stabilize pressure before the mo-
primary ejector pump is also directed to the two tive-flow pressure is shut off from the right
transfer ejector pumps which transfer fuel engine.
from the lowest point in the tank to the sump.
The crossfeed valves are closed; therefore, Left tank boost pump pressure supplies fuel
each engine is being supplied from its to the left engine; it also supplies fuel to the
respective wing tank. right engine through the open crossfeed valves.
Since the motive-flow shutoff valve in the
The firewall shutoff valve is a motor driven right fuel system is closed, motive-flow fuel
valve that can be closed by depressing the red from the right engine-driven pump cannot
ENG FIRE switchlight located on the flow to the primary ejector pump in the right
glareshield. The valve can be opened by press- tank. Therefore, no fuel pressure from the
ing the ENG FIRE switch light a second time. right tank can oppose the crossfeed pressure
Valve closing is indicated by illumination of from the left tank, and both engines are being
the amber F/W SHUTOFF annunciator. fed from the left tank.
A pressure switch illuminates the FUEL A portion of the fuel being crossfed from the
PRESS LO annunciator if fuel pressure be- left to the right fuel system is directed through
comes too low. If the FUEL BOOST pump the transfer ejector pumps in the right tank.
switch is in NORM, the boost pump is ener- Therefore, left tank fuel is also being trans-
gized as indicated by illumination of the FUEL ferred to the right tank. Transfer rate is ap-
BOOST ON annunciator. If the boost pump can proximately 600 pounds per hour. Monitor
build the pressure up in the fuel supply line, the FUEL QTY indicator on the pilot instru-
the FUEL PRESS LO light will go out. ment panel (see Figure 5-7) for fuel balanc-
However, th boost pump will remain on once i n g . To v e r i f y t h a t c r o s s f e e d i s i n f a c t
it is tripped on. occurring, it is necessary to monitor the fuel
Figure 5-8 illustrates normal operation of the quantity tapes to observe the quantity de-
fuel system. creasing in the tank selected and the quantity
increasing in the opposite tank.

CROSSFEED CROSSFEED TRANSFER ELECTRIC
TRANSFER CONTROL CONTROL
FUEL BOOST EJECTOR BOOST
EJECTOR VALVE VALVE
LH ON RH PUMPS PUMP
PUMPS
O

F
F
NORM NORM
CROSSFEED
INTRANSIT
LH OFF RH
TANK TANK
FUEL
LH RH FUEL
BOOST ON ENG ENG BOOST ON
LH RH
LH RH
ELECTRIC FUEL FLTR

BOOST BYPASS
PUMP LH RH
PRIMARY
F/W
EJECTOR
LH ENG RH ENG
FIRE SHUTOFF FIRE PUMP LEGEND
FUEL PUSH
LH RH
PUSH FUEL
PRIMARY FILTER
MOTIVE FILTER MOTIVE WING FUEL
EJECTOR
FLOW P FUEL LOW P FLOW
PUMP PRESS ENGINE FUEL
SHUTOFF SHUTOFF
LH RH
VALVE VALVE PRIMARY MOTIVE FLOW
TRANSFER MOTIVE FLOW

FIREWALL FIREWALL TRANSFER FUEL
SHUTOFF SHUTOFF
VALVE VALVE STATIC FUEL
Figure 5-8. Fuel System Normal Operation

5-7
5-8
CROSSFEED CROSSFEED TRANSFER ELECTRIC

TRANSFER
ELECTRIC CONTROL CONTROL EJECTOR BOOST
EJECTOR FUEL BOOST

BOOST VALVE VALVE PUMPS PUMP
PUMPS LH ON RH
PUMP O
F
F
NORM NORM
CROSSFEED
INTRANSIT
LH OFF RH
TANK TANK
LEGEND
LH RH
FUEL
ENG ENG
FUEL
WING FUEL
BOOST ON BOOST ON
LH RH LH RH
ENGINE FUEL
FUEL FLTR PRIMARY MOTIVE FLOW

BYPASS
LH RH TRANSFER MOTIVE FLOW
FUEL PRIMARY
PRIMARY F/W FILTER EJECTOR TRANSFER FUEL
LH ENG RH ENG
EJECTOR FUEL FIRE SHUTOFF FIRE PUMP
PUMP MOTIVE PUSH LH RH PUSH STATIC FUEL
FILTER
FLOW
P P MOTIVE
SHUTOFF FUEL LOW
PRESS FLOW
VALVE
LH RH SHUTOFF
VALVE
FIREWALL FIREWALL
SHUTOFF SHUTOFF
VALVE VALVE
Figure 5-9. Fuel System Crossfeed ( Left Tank Supplying Both Engines)
To terminate crossfeed and return the system FUEL SERVICING

to normal operation, move the crossfeed se-
lector to OFF. This immediately opens the
right motive-flow shutoff valve. A few seconds GENERAL
later (again on a time delay), the boost pump
is deenergized and both crossfeed valves are Fuel servicing includes those procedures nec-
closed (INTRANSIT light on as the valves essary for fueling, adding anti-icing additives,
close). The system is now back to normal and checking for contaminants and conden-
operation, each engine being supplied by its sation in the fuel.
respective tank.
Fueling is accomplished through flush filler
If electrical power fails during crossfeed op- caps, one on the outboard section of each wing
eration, both crossfeed valves fail in the po- (Figure 5-10).
sition attained at the time of power loss. The
motive-flow valve fails open. If both engines Anti-icing additives must be added to all
are operating, crossfeed ceases since each en- approved fuels not presently containing the ad-
gine pressure output is essentially equal. ditives.
NOTE
If both FUEL BOOST ON annunci-
ators come on when crossfeed is se-
lected, both boost pumps have been
e n e rg i z e d a n d c r o s s f e e d c a n n o t
o c c u r. C y c l e t h e F U E L B O O S T
pump switch for the nonselected tank
to ON, then back to NORM. This
should deenergize the pump in the
tank not selected and allow crossfeed
to begin.
Figure 5-10. Filler Port (Typical)

SAFETY PRECAUTIONS
Refueling should be accomplished only in
areas which permit free movement of fire
e q u i p m e n t . Fo l l ow a p p r ove d g r o u n d i n g
procedures for the airplane and the tender.
When adding anti-icing inhibitor, follow the

manufacturer’s instructions for blending. The
concentration level must be between 0.10 and
0.15% by volume. If a 20-ounce can of HI-
FLOW is used to inject the additive into the
fuel stream, use no less than one can per 156
gallons of fuel and no more than one can per
104 gallons of fuel.
REFUELING
Approved fuels for operation of Citation II
airplanes are listed in the Limitations and
Specifications section.

QUESTIONS
1. Concerning the fuel system, the incor- A. The engine-driven fuel pump has
rect statement is: failed.
A. The FUEL BOOST pump switches do B. The firewall shutoff valve has closed.
not have to be on for engine start. C. The low-pressure sensing switch has
B. Wi t h t h e F U E L B O O S T p u m p energized the boost pump.
switches off, the respective boost D. T h e f u e l f l ow c o m p e n s a t o r h a s
pump will automatically be energized energized the boost pump below 5 psi.
whenever the respective START but-
ton is depressed, or when crossfeed 5. To v e r i f y t h a t c r o s s f e e d i s i n f a c t
from that tank is selected. occurring, it is necessary to:
C. It is normal for both fuel boost pumps A. Monitor the FUEL QTY indicators
to operate during crossfeed operation. for appropriate quantity changes.
D. The fuel boost pump will be auto- B. Only observe that the INTRANSIT
m a t i c a l l y e n e rg i z e d a ny t i m e t h e light is out.
FUEL BOOST switches are in NORM
C. Ensure both FUEL BOOST ON lights
and the START button is depressed,
are illuminated.
crossfeed is selected, or low pressure
(5 psi) is sensed in the engine-supply D. Ensure that the FUEL BOOST pump
line (throttle at IDLE or above). switch for the tank being fed is on.
2. After engine start, the fuel boost pump is 6. When crossfeed is selected by position-
deenergized by: ing the crossfeed switch to LH TANK, and
the green INTRANSIT light stays on:
A. The FUEL BOOST pump switch
A. This is normal.
B. Start circuit termination
B. The boost pumps did not actuate.
C. Discontinuing crossfeed
C. One or both crossfeed valves did not
D. A time-delay relay
fully close.
D. One or both crossfeed valves did not
3. Concerning the fuel system, the correct
fully open.
statement is:
A. In the event of DC power loss, the 7. Operation of the primary ejector pump is
primary ejector pump ceases to directly dependent upon:
operate and the engine flames out.
A. DC electrical power
B. The respective engine should be shut
down if the respective FUEL FILT B. High-pressure fuel from the engine-
BYPASS annunciator illuminates. driven fuel pump
C. The FUEL BOOST switches should be C. AC electrical power supplied by the
on for takeoff and landing. No. 1 or No. 2 inverter
D. The fuel filters should be inspected D. Flow from the transfer ejector pump
prior to the next flight if the FUEL
FILT BYPASS light illuminates.
4. If the L or R FUEL BOOST ON annun-

ciators illuminate without any action by
the crew (engine operating normally),
the probable cause is:

8. If the engine-driven fuel pump fails: 9. If crossfeed has been selected and main
A. The engine will flame out. DC electrical power is lost (battery switch
in EMER with a dual generator failure):
B. The primary ejector pump will fail
also, but the boost pump will be en- A. The system will remain in crossfeed.
ergized by low pressure and will sus- B. The crossfeed valves will fail closed.
tain the engine. C. Both boost pumps will be energized
C. The transfer ejector pumps will also to terminate crossfeed.
be inoperative. D. The motive-flow shutoff valve will
D. Crossfeed must be selected in order to fail open.
obtain high-pressure motive flow from
the opposite engine.

CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION .................................................................................................................. 7-1
GENERAL .............................................................................................................................. 7-1
MAJOR SECTIONS ............................................................................................................... 7-2
Intake and Fan Section .................................................................................................... 7-2
Compressor Section ........................................................................................................ 7-2
Combustion Section ........................................................................................................ 7-3
Turbine Section ............................................................................................................... 7-3
Exhaust Section ............................................................................................................... 7-4
Accessory Section ........................................................................................................... 7-4
OPERATION .......................................................................................................................... 7-4
ENGINE SYSTEMS .............................................................................................................. 7-5
Oil System ....................................................................................................................... 7-5
Fuel System ..................................................................................................................... 7-6
Ignition System ............................................................................................................. 7-10
Instrumentation ............................................................................................................. 7-11
Engine Power Control ................................................................................................... 7-13
Synchronizing ............................................................................................................... 7-13
QUESTIONS ........................................................................................................................ 7-16

ILLUSTRATIONS
Figure Title Page

7-1 General View of JT15D-4 Engine ........................................................................... 7-2
7-2 Major Sections ......................................................................................................... 7-3
7-3 JT15D-4 Gas Flow .................................................................................................. 7-4
7-4 Oil Servicing Access ............................................................................................... 7-5
7-5 Center Instrument Panel .......................................................................................... 7-6
7-6 Engine Oil System ................................................................................................... 7-7
7-7 Engine Fuel System ................................................................................................. 7-9
7-8 Pilot Switch Panel ................................................................................................. 7-10
7-9 Ignition System ...................................................................................................... 7-11
7-10 Center Pedestal ...................................................................................................... 7-12
7-11 Airstart Envelope ................................................................................................... 7-14
7-12 ENGINE SYNC Switch ........................................................................................ 7-15

CHAPTER 7
POWERPLANT
#1 DC
GEN
INTRODUCTION
This chapter deals with the powerplant of the Citation II. In addition to the powerplant,
this chapter also describes such related systems as engine oil, fuel and ignition, engine
instrumentation, engine power control, engine starting, and engine synchronization.
GENERAL
Thrust is provided for the Citation II by two The engines (Figure 7-1) are lightweight,
aft fuselage-mounted turbofan engines man- twin-spool turbofans designated JT15D-4.
ufactured by Pratt & Whitney Aircraft of Each engine develops 2,500 pounds of thrust
Canada Limited. in static, standard day, sea level conditions.

Figure 7-1. General View of JT15D-4 Engine
MAJOR SECTIONS take air duct. It is anti-iced by bleed air when-

ever the engine is operating.
For the purpose of explanation, the engine
(Figure 7-2) is divided into six major sections: The fan assembly consists of a nose cone, a fan
stage, a single axial compression stage, and
1. Intake and fan two sets of stator vanes. The nose cone is
continuously anti-iced by engine bleed air
2. Compressor whenever the engine is operating. The stator
3. Combustion vanes aft of the fan and forward of the axial
4. Turbine compressor are anti-iced when engine anti-ice
is selected on.
5. Exhaust
6. Accessories COMPRESSOR SECTION
INTAKE AND FAN SECTION The compressor consists of a low-pressure
compressor and a high-pressure compressor.
This section includes the air intake and the fan
assembly. The low-pressure compressor, consisting of the
nongeared fan and booster stage, is an axial
The air intake divides into two concentric compressor unit functioning to compress and
ducts aft of the fan assembly. One duct forms accelerate air rearward.
a full-length bypass air duct, and the other
duct is the inlet air duct to the engine. A tem- The outer span section of the fan stage accel-
perature probe called T 1 is mounted in the in- erates a relatively large volume of air at a

Figure 7-2. Major Sections
moderately low velocity into the bypass duct. of the compressor airflow enters the combus-
The inner section of the fan accelerates air tion chamber. Fuel is added by 12 fuel nozzles,
rearward to the booster stage. This stage ex- and the mixture is ignited by two igniter plugs.
tends only into the primary air path and func- The expanding and accelerating gases are di-
tions to increase air pressure and direct it to rected rearward to the turbine.
the high-pressure compressor.
The bypass ratio is the difference in air mass TURBINE SECTION
flow between the bypass duct and the engine
This section consists of a single high-pressure
core. This is approximately 2.7:1; therefore,
and two low-pressure turbines.
the fan contributes approximately two-thirds
of the total thrust at sea level (because, for ex- The high-pressure turbine is connected to the
ample, for every pound of air flowing through high-pressure compressor by a rotor shaft.
the engine core, 2.7 pounds flow through the The function of the high-pressure turbine is to
bypass duct). extract sufficient energy from the expanding
combustion gases to drive the high-pressure
The high-pressure compressor is a single-
compressor and the accessory section.
stage centrifugal compressor which receives
airflow under pressure from the booster stage. The high-pressure compressor and turbine as-
It further increases the pressure and directs the sembly form the high-pressure spool. The rpm
airflow rearward. of the high-pressure spool is designated “N 2 ,”
or “turbine.”
COMBUSTION SECTION
The low-pressure turbine is two-stage. It is con-
This section consists of an annular reverse nected to the low-pressure compressor by a
flow combustion chamber. A precise volume rotor shaft that runs through the high-pressure

compressor rotor shaft. The function of the • Oil pump

low-pressure turbine is to extract sufficient en- • Hydraulic pump
ergy from the combustion gases to drive the
low-pressure compressor and fan. • Fuel control unit (FCU) and fuel pump
• Tach generator (N 2 )
The low-pressure compressor and its turbine
form the low-pressure spool. The rpm of the In addition to these accessories, a combination
low-pressure spool is designated “N1” or “fan.” D C s t a r t e r- g e n e r a t o r i s m o u n t e d o n t h e
accessory gearcase to provide the input for
engine starting.
EXHAUST SECTION
This section consists of the primary exhaust
duct and the bypass air duct. The primary ex-
haust duct includes a tapered cone and struts.
OPERATION
The combination of primary exhaust and by- Air is directed from the nacelle inlet to the en-
pass airflow produces the total propulsive gine air intake (Figure 7-3). The outer span sec-
force for the airplane. tion of the fan compresses and accelerates a
large volume of air at a low velocity into the
ACCESSORY SECTION full-length bypass duct.
The accessory section consists of a gear as- Simultaneously, the inner span section com-
sembly encased and mounted on the underside presses and accelerates a volume of air to the
of the engine. The accessory gear is driven by primary gas path axial compressor stage. Air
the high-pressure rotor shaft through a tower pressure is increased by the booster stage and
shaft and bevel gear. It functions to drive the directed to the high-pressure compressor which
following accessories: accelerates the air mass and directs it through
a diffuser. The diffusion process changes the
Figure 7-3. JT15D-4 Gas Flow

velocity energy to pressure energy. A rela-

tively small portion of the air enters the com-
bustion chamber where fuel is added and
ignition occurs. The combustion process pro-
duces expansion and acceleration. The rest of
the compressed air is used to operate various
bleed-air services on the airplane and for
internal cooling in the engine.
The high-pressure turbine extracts energy to
drive its compressor and the accessory section.
The low-pressure turbine extracts energy to
drive the low-pressure compressor (fan and
booster). The remaining energy is directed
into the exhaust section where it joins with the
bypass airflow to provide thrust.
ENGINE SYSTEMS Figure 7-4. Oil Servicing Access

The engine systems include the following:
• Oil system Oil Pump
• Fuel system An engine-driven oil pump (including one
pressure and two scavenge elements) provides
• Ignition system for pressure lubrication and scavenging. It is
• Instrumentation mounted on the accessory section.
• Power control
Oil Cooling
• Synchronization
Oil temperature is maintained within limits by
• Thrust reversing an oil-to-fuel heat exchanger.
OIL SYSTEM Oil Filter

General An oil filter with a bypass is used to remove
solid contaminants from the fluid. There is
The oil system is fully automatic and provides no indication or annunciation of filter bypass.
cooling and lubrication of the engine bearings
and the accessory section. Oil Pressure
Oil Tank Engine oil pressure is maintained within limits
by a mechanical relief valve.
The oil tank forms an integral part of the com-
pressor intermediate case. An oil filler and Indication
dipstick assembly (Figure 7-4) is accessible
for servicing and checking. Ensure that the dip- Oil pressure is sensed by dual transmitters
stick is fully secured after checking. The oil within the system. A pressure transducer sends
quantity should be checked approximately 10 the input to a dual vertical tape gage on the
minutes after engine shutdown. center instrument panel (Figure 7-5). The gage

Figure 7-5. Center Instrument Panel
is calibrated in psi. A pressure switch activates NOTE

an L or R OIL PRESS LO light.
The oil level should be checked as a
The oil pressure indicating system is powered postflight item. For a valid indication,
from the main DC electrical system. A red the check should be done approxi-
OFF flag appears at the top of the gage scale mately 10 minutes after engine shut-
when DC power is not available to the gage. down. The maximum allowable oil
consumption is 1 quart every 4 hours
An oil pressure switch also senses oil pres- measured over a 10-hour period.
sure. The switch contacts will close and power
a red annunciator labeled L or R OIL PRESS
LO when oil pressure decreases below 35 psi. Operation
Figure 7-6 illustrates the operation of the en-
Oil temperature is sensed by a resistance bulb, gine oil system.
then transmitted to a dual-scale vertical tape
gage on the center instrument panel (Figure
7-5). The scales are calibrated in degrees FUEL SYSTEM
Celsius and require main DC power. A red
OFF flag appears at the top of the scale when General
DC power is not available.
A hydromechanical fuel system supplies me-
tered fuel for engine starting, acceleration,
NOTE deceleration, and steady-state operation.
Engine oils approved for use are
listed in the Limitations section of The fuel system includes an engine-driven
the AFM. Different approved brands pump, a fuel filter, a fuel control unit (FCU),
are not normally mixed. a step modulator, a flow divider, an emergency
shutoff valve, two fuel manifolds, and 12
equally spaced spray nozzles in the
combustion chamber.

OIL
TANK
# # # # #

1 2 31/2 3 N1 SHAFT 4
N2 SHAFT
OIL
TANK
IMPELLER
OIL
PUMP
SCAVENGE
PUMP
PRESS
PUMP SCAVENGE 100
12
PUMP 80 0
MASTER
60 10
WARNING 40 0
FUEL FUEL OIL PRESS 80
IN OUT WARN 20 60
0 40
BYPASS PSI C
LH RH
LEGEND OIL LINE
RETURN (AIR NOT SEPARATED) COOLER
RETURN (AIR SEPARATED) LOW OIL OIL TEMP

OIL PRESS
OIL PRESS SWITCH TRANSMITTER TRANSMITTER
PRESSURE (COOLED OIL) FILTER
7-7
Figure 7-6. Engine Oil System

Fuel Pump flow to the nozzles until an efficient fuel pres-

sure is present. During engine starting and low
The fuel pump receives a fuel supply at fuel power settings, the flow divider directs fuel
tank pump pressure and delivers a high-pres- only to the primary nozzles. Fuel will be di-
sure fuel supply to the FCU. This pump is not rected to both nozzles at higher power set-
a suction pump and must receive fuel under tings. A drain valve on the flow divider drains
pressure from the wing tank. If this pump fails, the residual manifold fuel into a fuel collec-
the engine flames out since there is no other tor whenever the engine is shut down. The col-
source of high-pressure fuel available to the lected fuel is returned to the associated wing
engine. fuel tank during the subsequent engine start.
Fuel Filter Emergency Shutoff Valve

The primary and secondary fuel supplies from
A fuel filter with a bypass removes any solid
the flow divider pass through a normally open
contaminants from the fuel.
emergency shutoff valve. This valve is oper-
ated mechanically by aft movement of the
FCU low-pressure compressor rotor shaft beyond
.070 inch. It will automatically shut the engine
The FCU is hydromechanical and consists of
down if, for example, such movement is caused
a computing section, a governing section, and
by failure of the low-pressure compressor
a metering section.
rotor shaft, thus preventing an uncontrollable
overspeed of the N 1 turbines.
Five parameters are sensed by the computing
section: ( 1 ) P 3 or compressor discharge pres-
sure, (2) P A or ambient pressure, (3) T 1 or T 2
Fuel Spray Nozzles
compressor inlet temperature, (4) N 2 rpm, and The 12 fuel spray nozzles are duplex nozzles.
(5) throttle position. Each nozzle forms a precise atomized spray
pattern that is conducive to complete com-
The governing section senses N 2 rpm and bustion. The primary outlet supplies fuel for
throttle position and modifies the signals all operation. The secondary outlet, in
transmitted by the computing section to the conjunction with the primary, supplies fuel
metering section. The resultant of these sig- for higher power settings.
nals determines the position of the fuel me-
tering valve and, consequently, the volume of Indication
fuel delivered to the combustion chamber.
A flowmeter senses metered fuel flow down-
Step Modulator stream of the FCU and displays fuel flow in
pounds per hour on a dual vertical tape gage
An electrically controlled step modulator on on the center instrument panel (see Figure 7-
the FCU increases fuel scheduling whenever 5). The gage is calibrated in pounds per hour
the ignition system is operating, thus ensur- from 100 to 2,000.
ing efficient engine acceleration.
The power source for fuel flow indication is
Step modulator response may be checked main DC power. A red OFF flag appears at the
through ITT and N 1 indications, both of which top of the gage scale when DC power is not
will increase when the ignition is turned on. available.
Flow Divider Operation
The flow divider functions to divide the me- Figure 7-7 illustrates operation of the engine
tered fuel between a primary and a secondary fuel system.
manifold which supplies fuel to the spray noz-
zles. The flow divider also ensures against fuel

WING TANK
LEGEND
SUPPLY (LOW PRESSURE) SECONDARY MANIFOLD
HIGH PRESSURE COOLED OIL
RETURN HOT OIL
PRIMARY MANIFOLD

COMBUSTION CHAMBER
(FUEL NOZZLES)
MOTIVE FLOW
ENGINE START
LH STARTER
DISENGAGE
ENG
FIRE
FIREWALL
SHUTOFF
VALVE F/W
SHUTOFF F
2000
1800
F
FULL U U
1600
T E E
LH RH H L 1400
1200
L EMERGENCY
R
1000
SHUTOFF
O F F
T L 800 L MECHANISM
T 600
L O O
W 400 W
E
200
IDLE L 0 R
LBS/HR PRIMARY SECONDARY
ENGINE OFF OIL IN
DRIVEN MANIFOLD MANIFOLD
FUEL PUMP FLOW
FUEL METER
FLOW
CONTROL
DIVIDER
UNIT
RETURN LINES EPA

OIL OUT
CANISTER
7-9
Figure 7-7. Engine Fuel System

IGNITION SYSTEM
General
The Citation II incorporates a dual high-en-
ergy ignition system consisting of two en-
gine-mounted ignition exciter boxes, shielded
cables, and two igniter plugs mounted in the
combustion chamber. (On UNs 0002 through
0470 not modified by SB 550-74-1, a single
exciter box is provided for high-energy out-
put to both spark igniters.) Dual plugs are pro-
v i d e d f o r r e d u n d a n cy o n l y. O n e p l u g i s
sufficient to start or sustain the engine. With
one igniter inoperative, the start will be neither
slower nor hotter.
Ignition operation is divided into automatic
and selective phases.
Automatic ignition is available during engine Figure 7-8. Pilot Switch Panel
starting. It is terminated automatically when
the start sequence is terminated. Ignition also Selecting the IGNITION switch to ON pro-
automatically activates when engine anti-ice vides continuous ignition (for the selected en-
is selected on. gine) regardless of the position of the throttle.
In this case, the left engine ignition power is
Selective ignition is a continuous operation se- supplied by the right crossover bus, and the
lected by the pilot. right engine ignition power is supplied from
Anytime the ignition circuit is powered, the the left extension bus. The circuit breakers
step modulator of the FCU is also activated. are located on the pilot circuit-breaker panel.
When the IGNITION switch is at NORM, turn-
ing on an engine ANTI ICE switch (Figure 7-8)
Control will also provide continuous ignition for the
The ignition system is controlled by a switch selected engine. DC power is supplied from the
for each engine located on the pilot’s switch same sources as previously described for the
panel (Figure 7-8). The IGNITION switch is IGNITION switch.
labeled ON and NORM.
NOTE
When the IGNITION switch is at NORM, au-
tomatic ignition will occur during engine start- The IGNITION switch must be on for
ing when the desired START button (Figure all takeoff and landing operations
7-8) is pushed and the associated throttle is and during flight in heavy precipi-
moved from the cutoff position (at 8% to 10% tation, heavy turbulence, stalls, or
rpm). Ignition power, in this case, is supplied during emergency descents.
from the hot battery bus through a throttle-op-
erated microswitch. Ignition and starter op-
eration are both terminated by a speed-sensing Indication
switch on the starter-generator (or a mo-
tive-flow pressure switch on earlier models) A green light (Figure 7-8) near the IGNITION
when engine self-sustaining speed is achieved. switch will be on whenever power is avail-
able to the ignition exciter. These lights do not

indicate that the associated ignition exciter is TT (Interturbine Temperature)

operating or that the plug is firing.
ITT for the JT15D-4 is a computed synthetic
Figure 7-9 illustrates operation of the engine readout. Exhaust temperature is sensed by six
ignition system. thermocouples located in the exhaust aft of the
turbine. In addition, the temperature rise across
the fan is sensed by four T1 probes (one in front
INSTRUMENTATION of the fan and three at the aft end of the by-
pass duct).
General
Instrumentation for the powerplant is pro- A trim resistor in the thermocouple system is
vided by a horizontal row of gages on the top test cell adjusted. The ITT readout is the re-
of the center instrument panel (see Figure 7- sultant of adding three times the temperature
5). From left to right these gages are N 1 or fan rise in the bypass duct to the trimmed value
rpm, interturbine temperature or ITT, N 2 or of the thermocouple output. Consequently,
highpressure compressor rpm (identified as this system provides an accurate indication
turbine), oil temperature, and oil pressure. of engine combustion temperature under all op-
erating variables such as forward speed, alti-
t u d e , a n d p ow e r s e t t i n g . T h e c o m p u t e d
N1 (Fan) RPM temperature is displayed by vertical tapes (see
N 1 or fan rpm is supplied from a tach gener- Figure 7-5), and the scale is calibrated in de-
ator located on the top side of the compressor grees Celsius. An OFF flag at the top of each
case. It is driven by the low-pressure com- scale is in view when electrical power is not
pressor rotor shaft, and its output is amplified available. The electrical power source is as de-
and displayed on a vertical tape on the dual- scribed earlier for N 1 indication.
scale gage (see Figure 7-5), calibrated in per-
centage of rpm. A three-digit lighted display
is also provided below each vertical tape.
Turbine N2 (High-Pressure
Compressor) RPM
N l is the primary thrust indicator for the J15D-
Turbine or high-pressure compressor rpm is
4 engine. All engine power settings are made
supplied by a tach generator driven by the ac-
with reference to N 1 .
cessory section and is displayed in percentage
of rpm by dual lighted digital indications on
Normal power supply for the N 1 gages is main
the turbine gage (see Figure 7-5) located below
DC power.
the fuel flow gage.
When electrical power is not available to the
Power failure will produce loss of the lighted
gage, the lighted display will not be available.
display. A red light below each lighted read-
out will come on (and, in conjunction, the dig-
NOTE ital display, will flash) if N 2 rpm exceeds 96%.
The power supply for the lighted displays is
Loss of electrical power results in
as explained earlier for N 1 rpm.
loss of the amplifier circuit and the
lighted display. The vertical tape
will still receive tach generator out-
put and provide accurate indication
of fan rpm when the engine RPMis
in excess of 50% N 1 .

Figure 7-9. Ignition System

Oil Pressure
See Oil System, this chapter.
Oil Temperature
See Oil System, this chapter.
ENGINE POWER CONTROL

General
Engine power control is achieved by a throt-
tle operating in a quadrant on the center
pedestal (Figure 7-10). Throttle travel is from
full aft or cutoff, through idle to full forward
or maximum thrust position. A cutoff stop
prevents inadvertent selection of cutoff. A
latch on the throttle must be raised before the
throttle can be moved to or from the cutoff po-
sition.
Thrust reverser control levers are piggyback

mounted on each throttle. The throttle is me-
chanically connected to a power lever on the
fuel control unit.
Friction adjustment is provided for the throttle

by a twist knob on the right side of the pedestal.
Forward rotation increases friction as indicated
by arrows on the knob.
Engine Starting
Engine starting is divided into two general
categories: ground starting and airstarting.
Ground starting is divided into battery start- Figure 7-10. Center Pedestal
ing, generator-assist starting, and external
power unit (EPU) starting. Airstarting is di-
vided into starter-assist airstart and
windmilling airstart. SYNCHRONIZING
For a description of engine starting, see General
Chapter 2, Electrical Power Systems.
The engines on the Citation II incorporate a
All types of airstarts must be performed in ac- fan and/or turbine master slave rpm synchro-
cordance with the airstart envelope (Figure nizer, consisting of a synchronizer controller,
7-11). For control and procedures for air- an actuator, a control switch, and a light. The
starting, see Chapter 2, Electrical Power left engine is the master engine and the right
Systems. engine is the slave. When selected, the system

Figure 7-11. Airstart Envelope

functions to adjust the rpm of the right engine Control

to precisely that of the left engine. The sys-
tem operates in a very narrow band to prevent The engine synchronizer is controlled by a
serious spooldown of the slave engine caused three-position rotary switch (Figure 7-12) la-
by power loss or failure of the master engine. beled “ENGINE SYNC FAN–OFF–TURB.”
Turning the switch off permits the controller
Prior to engaging the synchronizer, the en- to run the actuator (located in the right nacelle)
gines should be manually synchronized with to a null or center position.
the throttles to within 1.5%. When power
changes are desired, the system should be Selecting FAN or TURB permits the controller
turned off, the power adjustment made, and the to synchronize the left and right fan or turbine
system reengaged. The system must also be off rpm as selected.
during takeoff, approach and landing, and
single-engine operation. Indication
The synchronizer functions to reduce the char- When the ENGINE SYNC switch is at FAN or
acteristic out-of-sync beat of turbine engines, TURB position, an amber ENGINE SYNC
consequently providing a quieter cabin for light (Figure 7-12) will be on.
maximum passenger comfort.
The system is turned on by the pilot when de-
sired after takeoff. The tach generators (tur-
bine and fan) supply rpm signals to the sync
controller. The controller computes the error
difference of the selected (fan or turbine) in-
puts and transmits an output signal to the ac-
tuator in the right nacelle, which, in turn,
adjusts the right FCU to synchronize the rpm
to that of the left engine.
Figure 7-12. ENGINE SYNC Switch

QUESTIONS
1. The primary thrust indicator for the 5. Power will be automatically applied to the
JT15D-4 is: igniters when the IGNITION switch is
A. Fuel flow in NORM anytime:
B. N 1 A. The start button is depressed and the
C. ITT throttle is out of idle cutoff.
D. N 2 B. The surface deice system is activated.
C. The engine anti-ice switch is on.
2. If one igniter should fail during engine D. Both A and C
start:
A. The engine will start normally. 6. Of the following statements concerning
the JT15D-4 engine, the correct one is:
B. It will result in a “hot” start.
C. Combustion will not occur. A. Fuel from the engine fuel system is
used to cool the engine oil through a
D. The exciter box will act as a backup
fuel-oil heat exchanger.
and the engine will start.
B. The engine accessory gearbox has its
ow n o i l l u b r i c a t i n g s y s t e m
3. Ignition during normal engine start is ac-
(independent of the engine itself).
tivated by:
C. The indication of low oil pressure is
A. Turning the IGNITION switches to only the L or R OIL PRESS LO
ON at 8 to 10% N 2 annunciator light.
B. Moving the throttle to IDLE at 8 to D. Electrical power is not required to
10% N 2 power the ITT instrument since it is
C. Depressing the start button self-generating.
D. Nothing. Ignition is not needed during
normal engine start. 7. The L or R OIL PRESS LO light on the
annunciator panel illuminates whenever:
4. Ignition during engine start is normally A. Oil temperature exceeds 121° C.
terminated by:
B. Oil pressure is less than 35 psi.
A. Turning the IGNITION switches to C. Oil filter clogs and bypasses oil.
OFF
D. The fuel-oil cooler becomes clogged.
B. The speed-sensing switch on the
starter-generator at approximately
8. The maximum allowable oil consumption
38% N 2
for the JT15D-4 engine is:
C. Turning the boost pump switch off
A. 1 quart every 10 hours
D. Opening the ignition circuit breakers
on the right-hand circuit-breaker panel B. 1 quart every 4 hours (measured over
a 10-hour period)
C. 5 gallon every 40 hours (measured
over a 10-hour period)
D. No specified figure since it depends
upon TBO

9. If the inner turbine shaft shifts to the rear 11. The ENGINE SYNC switch:
as much as .070 inch: A. Should be in FAN for takeoffs and
A. The engine automatically shuts down. landings
B. T h e v i b r a t i o n d e t e c t o r c a u s e s B. Should be in TURB at altitude
illumination of the master warning C. Can be placed in FAN or TURB after
lights. takeoff and should be left there for the
C. The synchronizer shuts the engine remainder of the flight
down. D. Should be off for large power changes
D. Nothing occurs.
10. The following engine instruments are

available in the event of a loss of main DC
electrical power:
A. N 1 rpm and ITT
B. N l rpm, N 2 rpm, and ITT
C. N 1 rpm (tape only)
D. N 1 rpm (tape and lighted display)

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION .................................................................................................................. 8-1
GENERAL .............................................................................................................................. 8-1
ENGINE FIRE DETECTION AND INDICATORS .............................................................. 8-2
Sensing Loops and Control Units ................................................................................... 8-2
ENG FIRE and BOTTLE ARMED Switchlights ........................................................... 8-2
Fire Detection System Test ............................................................................................. 8-3
ENGINE FIRE EXTINGUISHING ....................................................................................... 8-3
Extinguisher Bottles ........................................................................................................ 8-3
Operation ......................................................................................................................... 8-4
PORTABLE FIRE EXTINGUISHERS .................................................................................. 8-5
QUESTIONS .......................................................................................................................... 8-6

ILLUSTRATIONS
Figure Title Page

8-1 Engine Fire Detection System ................................................................................. 8-2
8-2 Fire Warning Switchlights and Controls ................................................................. 8-3
8-3 Rotary Test Switch .................................................................................................. 8-3
8-4 Engine Fire Bottles .................................................................................................. 8-3
8-5 Engine Fire-Extinguishing System .......................................................................... 8-4
8-6 Portable Fire Extinguishers ..................................................................................... 8-5

CHAPTER 8
FIRE PROTECTION
FIRE
WARN
FIRE PULL
INTRODUCTION
The Citation II is equipped with engine fire detection and fire-extinguishing systems as
standard equipment. The systems include detection circuits which give visual warning
in the cockpit and controls to activate one or both fire extinguisher bottles. There is a
test function for the fire detection system. Two portable fire extinguishers are stowed
inside the airplane.
GENERAL
The engine fire protection system is composed tle is available for discharge into the same en-
of two sensing loops, two control units (one for gine. The fire bottles are located in the tail
each engine) located in the tail cone, one ENG cone of the airplane. Abnormal ambient tem-
FIRE warning switchlight for each engine, two perature will also cause the bottles to auto-
fire extinguisher bottles which are activated matically discharge through relief valves into
from the cockpit, and a fire detection circuit the tail cone. Selected engine-related systems
test. The fire-extinguishing system is a two-shot are automatically shut down upon activation of
system; if an engine fire is not extinguished the fire protection system by the pilot.
with actuation of the first bottle, the second bot-

ENGINE FIRE plicable red ENG FIRE switchlight. The de-

tection system is powered by main DC power
DETECTION AND supplied through the LH and RH FIRE DE-
TECT circuit breakers on the LH cockpit cir-
INDICATORS cuit-breaker panel. Figure 8-1 shows the
routing of the fire sensing loop and the con-
SENSING LOOPS AND trol units.
CONTROL UNITS
ENG FIRE AND BOTTLE
Within each engine nacelle are two heat-
sensing cables, or loops, one mounted around ARMED SWITCHLIGHTS
the lower engine accessory section and one sur- The red LH and RH ENG FIRE warning
rounding the engine combustion section switchlights are located on the glareshield
(Figure 8-1). The sensing loops are flexible, (Figure 8-2). In the event of an engine fire or
stainless steel tubes containing a single wire overheat condition, the applicable fire warn-
centered in a semiconductor material. The ing switchlight illuminates (fire lights do not
loops are connected to control units that mon- trigger the MASTER WARNING lights).
itor their electrical resistance. As the loop is Depressing an illuminated ENG FIRE switch-
heated, its electrical resistance decreases. At light illuminates both white BOTTLE ARMED
a temperature of 500° F, a circuit is completed switchlights, which actuate the fire bottles
to the control unit which illuminates the ap- when depressed.
Figure 8-1. Engine Fire Detection System

BOTTLE 1 LH ENG RH ENG BOTTLE 2

ARMED FIRE FIRE ARMED
PUSH PUSH PUSH PUSH
Figure 8-2. Fire Warning Switchlights

and Controls
FIRE DETECTION
SYSTEM TEST
Figure 8-3. Rotary Test Switch
The rotary test switch (Figure 8-3) on the pilot
instrument panel is used to test the fire de-
tection system. When FIRE WARN is selected,
both ENG FIRE switchlights will come on.
ENGINE FIRE
EXTINGUISHING
EXTINGUISHER BOTTLES
Two extinguishing agent bottles are located in
the tail cone area (Figure 8-4). Both bottles use
common plumbing to both nacelles, providing
the airplane with a two-shot system. The bot-
tles are charged with monobromotrifluo-
romethane (CBrF 3 ) nitrogen pressurized to
600 psi at 70°F. A pressure gage is mounted
on each bottle with an adjacent temperature
correction table. Bottle pressures are checked
during the preflight inspection. The extin-
guishing agent is not corrosive, and its dis-
charge does not require cleaning of the engine
or nacelle area since it leaves no residue. TAIL CONE AREA
Release of the extinguishing agent is accom-
Figure 8-4. Engine Fire Bottles
plished by the electrical firing of an explosive
cartridge on the bottle.

The filler fitting on each bottle incorporates If the ENG FIRE switchlight remains on, in-
a fusible element that melts at approximately dicating the fire still exists, the remaining
210°F ambient temperature, releasing the BOTTLE ARMED switchlight may be de-
contents through the filler fitting into the pressed after 30 seconds to release the contents
tail cone. of the remaining bottle into the same nacelle.
Detection and extinguishing system electrical

OPERATION power is supplied from the main DC system.
An engine fire or overheat condition is indi-
cated by illumination of the applicable ENG Depressing the ENG FIRE switchlight a sec-
FIRE switchlight on the glareshield (see Figure ond time opens the fuel and hydraulic shutoff
8-2). After verifying a fire actually exists, valves and disarms the extinguishing system.
lifting the plastic cover and depressing the il- The generator field relay is energized when the
luminated ENG FIRE switchlight causes both engine is restarted with starter assist. If op-
white BOTTLE ARMED switchlights to illu- tional thrust reversers are installed, the
minate, arming the circuits to the bottles for isolation valve will be re-enabled.
operation. In addition, the fuel and hydraulic
firewall shutoff valves close (respective FUEL
PRESS LO, HYD PRESS LO, and F/W SHUT-
OFF annunciators illuminate), and the gener-
ator field relay is tripped off (GEN OFF
annunciator comes on). The circuit to the
thrust reverser isolation valve is also disabled,
which prevents inadvertent deployment of the
thrust reverser on that engine.
D e p r e s s i n g e i t h e r i l l u m i n a t e d B OT T L E
ARMED switchlight fires the explosive car-
tridge on the selected bottle (Figure 8-5), re-
leasing its contents into the engine nacelle. The
BOTTLE ARMED switchlight goes out.
Figure 8-5. Engine Fire-Extinguishing

System

PORTABLE FIRE Halon fire-extinguishers, charged with nitro-

gen to 125 psi. One of the extinguishers is lo-
EXTINGUISHERS cated under the copilot’s seat, the other one in
the cabin (Figure 8-6).
Two hand-held fire extinguishers provide for
interior fire protection. Both are 2 1⁄2-pound
Figure 8-6. Portable Fire Extinguishers

QUESTIONS
1. An ENG FIRE switchlight illuminates 4. When the fire-extinguishing system is
when: armed for operation:
A. It is depressed. A. T h e F U E L L OW P R E S S l i g h t
B. T h e M A S T E R WA R N I N G l i g h t s illuminates.
illuminate for an engine fire. B. T h e H Y D F L OW L OW l i g h t
C. Te m p e r a t u r e i n t h e n a c e l l e a r e a illuminates.
reaches 500° F. C. The GEN OFF light illuminates.
D. Electrical resistance of the sensing D. All the above
loop increases due to increasing na-
celle temperature. 5. If the contents of a bottle have been
discharged into a nacelle and the ENG
2. Depressing an illuminated ENG FIRE FIRE switchlight remains on:
switchlight: A. The fire has been extinguished.
A. Fires bottle No. 1 into the nacelle B. The other bottle can be discharged
B. Fires bottle No. 2 into the nacelle into the same nacelle by depressing
C. Fires both bottles into the nacelle t h e o t h e r B OT T L E A R M E D
D. Illuminates both BOTTLE ARMED switchlight.
switchlights, arming the system C. The fire still exists, but no further ac-
tion can be taken.
3. After a bottle has been discharged into a D. The same BOTTLE ARMED switch-
nacelle: light can be depressed again, firing a
second charge of agent from the same
A. No cleaning of the engine and nacelle
bottle.
area is required.
B. A thorough cleaning of the engine
6. Depressing the ENG FIRE switchlight a
and nacelle area is required.
second time:
C. An inspection of the engine and na-
celle area is required to determine if A. Opens the fuel shutoff valve
cleaning is necessary. B. Opens only the hydraulic shutoff valve
D. None of the above C. Resets the generator field relay
D. All the

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL............................................................................................................................... 9-1
SYSTEM DESCRIPTION—CITATION II UNs 0482, 0485, AND SUBSEQUENT ........... 9-2
Distribution ...................................................................................................................... 9-2
Control ............................................................................................................................. 9-2
SYSTEM DESCRIPTION—CITATION II UNs 0002 THROUGH 0481,
0483, AND 0484...................................................................................................................... 9-4
Description ....................................................................................................................... 9-4
Control ............................................................................................................................. 9-5
QUESTIONS ........................................................................................................................... 9-7

ILLUSTRATIONS
Figure Title Page

9-1 Pneumatic System Diagram .................................................................................... 9-3
9-2 PRESS SOURCE Selector (Six Position) ............................................................... 9-3
9-3 PRESS SOURCE Selector (Seven Position) ........................................................... 9-5

CHAPTER 9
PNEUMATICS
BLEED AIR CO
L R
AIR
15
5
20
LV
VA E
INTRODUCTION
The pneumatic system for the Citation II uses engine compressor bleed air. The air is ex-
tracted from both engines and routed into a pneumatic manifold for distribution to sys-
tems requiring pneumatic air for operation. In the event of single-engine operation, air
from one engine is sufficient to maintain all required system functions. Safety devices
are incorporated to prevent excessive pressure, and a control switch and condition indi-
cating lights are integral parts of the instrument panel. The Citation II uses the AiResearch
air cycle machine (ACM) in UNs 0002 through 0481, 0483, and 0484. The Hamilton
Standard ACM is installed in UNs 0482, 0485 through 0505, and 0550, and subsequent.
GENERAL
Hot bleed air is extracted from each engine
high-pressure compressor section and routed to • The emergency valve as an alternate
the following systems valves: means of pressurizing
• Through check valves for distribution to
• The left and right flow control valves for the windshield anti-ice, cabin door seal,
use by the air cycle machine i n s t r u m e n t a i r, d e i c e b o o t s , a n d
• The ground valve for use by the air cycle pressurization control systems
machine during ground operation

Control of airflow into the cabin area is ac- CONTROL

complished with the PRESS SOURCE selec-
tor located on the lower instrument panel on The PRESS SOURCE selector (Figure 9-2)
the right side of the pedestal. Sensors located determines the amount of air that enters the
in critical areas of the air system cause cabin and from what source it is supplied.
illumination of annunciator lights on the main
annunciator panel located on the center
instrument panel.
SYSTEM DESCRIPTION—
CITATION II UNS 0482,
0485, AND SUBSEQUENT
DISTRIBUTION
Bleed air from each engine is routed to the as-
sociated welded cluster assembly, then on to
several places (Figure 9-1). Air from the clus-
ter is routed through check valves to a duct-
ing system that distributes the air to the
windshield anti-ice system, the vacuum ejec-
tor, and the pneumatic distribution regulator.
The regulator, in turn, distributes the air to the
cabin door seal, instrument air system, and
deice boots. Air from the left engine cluster
is routed to the emergency pressurization valve
for distribution directly to the cabin. The emer-
gency pressurization valve can be opened only
in flight because it is used to provide pres-
surization air should normal sources fail. Air Figure 9-2. PRESS SOURCE Selector
from the right cluster is routed to the ground (Six Position)
valve for use by the air cycle machine (ACM)
during ground operation. The valve can be
opened only on the ground and allows a larger The control switch has positions labeled
draw of bleed air from the right engine for OFF–GND–LH–NORMAL–RH–EMER.
use by the ACM. Air from both clusters is
routed through flow control and shutoff valves The OFF position closes all environmental
and manifolded flow control and shutoff valves bleed-air valves. The LH and RH flow control
and manifolded for use by the ACM. Engine shutoff valves are energized CLOSED by DC
bleed air is routed into the tail cone through power and the EMER valve is deenergized
a precooler before entering the ACM. The closed. No air enters the ACM or pressure
same cooling air routed to the ACM heat ex- vessel from the engines. Bleed air is still avail-
changers cools the precooler. able to the service air system, which includes
the cabin door seal, vacuum ejector pump,
copilot’s ADI (UNs 0002 through 0626) and
the deicer boots. If depressurized, ram air
from the tail cone enters the pressure vessel
through the normal distribution ducting.

* BLOWUP
WINDSHIELD GROUND VALVE

ANTI-ICE DE-ENERGIZED CLOSED
MANUAL
VALVES
UNS 0002 THRU 0481,

0483 AND 0484
TEMPERATURE
CONTROL OF BLEED
AIR TO HEATED CUFF DEICE
DOOR
SEAL BOOTS
VACUUM
EJECTOR R
PRESSURIZATION LEGEND
VACUUM BLEED AIR
REGULATED
BLEED AIR
VACUUM
PRESSURE
PRESSURIZATION
PRESSURIZATION
STATIC AIR
EMERGENCY
PRESSURE
NORMAL
* SEE BLOWUP
74% N2
72% N2
P
P
FLOW CONTROL
SHUTOFF VALVES WELDED
EMERGENCY (NORMAL) GROUND CLUSTER
PRESSURIZATION VALVE
VALVE
Figure 9-1. Pneumatic System Diagram UNs 0482, 0485 and Subsequent

The GND position of the PRESS SOURCE If a complete DC electrical power failure oc-
selector is functional only on the ground. It c u r s i n f l i g h t , r eg a r d l e s s o f t h e P R E S S
opens the motorized ground valve and allows SOURCE selector position, the pneumatic air
a larger draw of air from the right engine to is supplied as if the switch were positioned to
enter the pneumatic manifold. When the valve NORMAL. Without electrical power, the emer-
is open, a BLD AIR GND light on the annun- gency pressurization valve fails closed, and the
ciator panel illuminates. two normal flow control valves fail open.
If the right engine is advanced above approx-

imately 72% N 2 , a primary pressure switch
causes the ground valve to close, thus pre-
SYSTEM DESCRIPTION—
venting too much air from being supplied to CITATION II UNS 0002
the ACM manifold. This action causes the
BLD AIR GND light to extinguish. When the THROUGH 0481, 0483,
throttle is retarded below 72% N 2 , the valve
opens again, and the BLD AIR GND light re-
AND 0484
illuminates. If the primary pressure switch
fails to close the valve, and the right engine DESCRIPTION
rpm exceeds approximately 74% N 2 , the sec- Bleed air from each engine is routed to the
ondary pressure switch closes the ground valve associated welded cluster assembly, then
and illuminates the ACM O’PRESS light. The on to several places (see Figure 9-1). Air
ground valve will not open again until main from the cluster is routed through pneumatic
DC power is interrupted by pulling and re- distribution valves to a ducting system that
setting the NORM PRESS circuit breaker on distributes the air to the windshield anti-ice
the LH circuit breaker panel. system, the vacuum ejector, and the pneu-
matic distribution regulator. The regulator, in
The LH and RH positions limit pneumatic turn, distributes the air to the cabin door seal,
bleed-air input to the ACM. The LH position instrument air system, and deice boots. Air
allows use of air from the left engine and shuts from the left engine cluster is routed to the
off air from the right engine. With the RH po- emergency pressurization valve for distri-
s i t i o n s e l e c t e d , t h e p r o c e s s i s r eve r s e d . bution directly to the cabin. The emergency
pressurization valve can be opened only in
The NORMAL position deenergizes open the flight because it is used to provide pressur-
left and right flow control and shutoff valves ization air should normal sources fail. Air
and allows bleed air from both engines to from the right cluster is routed to the ground
pass through the bleed-air manifold into the valve for use by the air cycle machine (ACM)
ACM. All takeoff performance data is based during ground operation. The valve should be
on this position. opened only on the ground and allows up to
18 pounds per minute of bleed air from the
When the EMER position is selected, the bleed right engine for use by the ACM. Air from
air from the left engine is routed directly into both clusters is routed through flow control
the cabin, bypassing the ACM, provided the and shutoff valves for use by the ACM.
aircraft is in flight. Temperature and volume
are controlled with the left throttle. Whenever Hot bleed air is routed from the compressor to
the selector is in EMER or the valve is opened a precooler mounted in the bypass duct of the
automatically, the EMER PRESS ON light engine. This is simply an air-to-air heat ex-
will illuminate, and all other valves allowing changer which reduces the temperature of the
air to the ACM are closed. bleed air to approximately 260°C (500°F) prior
to its entering the tail cone. The operation of
the valve which directs the hot bleed air into

the precooler is pneumatic and is not control-

lable by the pilot. If the temperature of the
bleed air down stream of the precooler exceeds
282°C (540°F), the L or R PRECOOL FAIL an-
nunciator is illuminated to alert the crew to the
excessive temperature. The ground valve is a
pressure-regulating valve and as such is not op-
erated by pressure switches.
CONTROL
The PRESS SOURCE selector (Figure 9-3)
determines the amount of air that enters the
cabin and from what source it is supplied.
The control switch has positions labeled

O F F – G N D – L H – N O R M A L – B OT H H I –
RH–EMER.
The OFF position closes all environmental

bleed-air valves. The LH and RH flow control
shutoff valves are energized closed by DC and
the EMER valve is deenergized closed. No
air enters the ACM or pressure vessel from the
engines. Bleed air is still available to the ser-
vice air system, which includes the cabin door
seal, copilot's ADI, vacuum ejector pump and Figure 9-3 PRESS SOURCE Selector
the deicer boots. If depressurized, ram air (Seven Position)
from the tail cone enters the pressure vessel
through the normal distribution ducting.
ACM and service air system is lost unless the
The GND position of the PRESS SOURCE source selector is turned to NORM or RH so
selector, intended for ground use only, opens the right engine can supply air to these systems.
the solenoid ground valve and allows up to 18
ppm air from the right engine to enter the The NORMAL position deenergizes open the
pneumatic manifold. When the valve is open, left and right flow control and shutoff valves
a BLD AIR GND light on the annunciator and allows bleed air from both engines to
panel illuminates. It takes approximately 60% pass through the bleed-air manifold into the
N 2 to achieve full 18 ppm regulated flow. ACM. All takeoff performance data is based
on this position.
The LH and RH positions limit pneumatic
bleed-air input to the ACM and service air The BOTH HI position energizes the left and
systems. The LH position allows use of air right flow control and shutoff valves open to
from the left engine and shuts off air from the allow 9 pounds of air per minute from each en-
right engine. With the RH position selected, gine to the ACM. This position is intended
the process is reversed. If the LH position is f o r u s e i n f l i g h t a t l ow p ow e r s e t t i n g s .
selected, i.e. due to a RH precooler overheat Whenever this mode is selected, the BLEED
and the LH engine then fails, all air to the AIR GND/HI annunciator is illuminated. The
use of the BOTH HI position is prohibited for

takeoffs, landings, and high engine power

settings. If main DC is lost, the valves fail to
the 6 ppm LOW FLOW mode.
If airborne when the EMER position is se-

lected , left engine bleed air is routed directly
i n t o t h e c a b i n , b y p a s s i n g t h e AC M .
Temperature and volume are controlled with
the left throttle. Whenever the selector is in
EMER or the valve is opened automatically,
the EMER PRESS ON light will illuminate,
and all other valves allowing air to the ACM
are closed. The emergency pressurization valve
will not open on the ground; however, the
EMER PRESS on annunciator will illuminate
if the EMER position is selected.
If a complete DC electrical power failure oc-

c u r s i n f l i g h t , r eg a r d l e s s o f t h e P R E S S
SOURCE selector position, pneumatic air is
supplied as if the switch were positioned to
NORMAL. Without electrical power, the
ground and emergency pressurization valves
fail closed, and the two flow control and shut-
off valves fail open to the low flow mode. The
pneumatic distribution valves fail open.

QUESTIONS
1. The source of bleed air for cabin pres- 3. The flow control valves, when open, allow
surization when the EMER PRESS ON engine bleed air to operate the:
light is illuminated in the air is: A. ACM
A. Either the left or right engine B. Instrument air regulator
B. The left engine only C. Entrance door seal
C. The right engine only D. All of the above
D. Ram air
4. The instrument air system is supplied by:
2. The systems that use pneumatic bleed air A. Regulated bleed air from the right en-
for operation are: gine only
A. Instrument air, emergency brakes, and B. Regulated bleed air from the left en-
the entrance door gine only
B. Surface deice, windshield anti-ice, C. Regulated bleed air when either en-
entrance door seal, and the ACM gine is operating
C. Entrance door seal, ACM, and thrust D. Regulated ram air
reversers
D. Entrance door seal, instrument air,
ACM, and emergency brakes

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................ 10-1
GENERAL ........................................................................................................................... 10-1
ANTI-ICE SYSTEMS .......................................................................................................... 10-2
Pitot and Static Anti-Ice System ................................................................................... 10-2
Windshield Anti-Ice and Rain Removal System .......................................................... 10-3
Engine Anti-Ice System ................................................................................................ 10-7
Wing Anti-Ice System ................................................................................................ 10-10
DEICE SYSTEM ................................................................................................................ 10-11
General ........................................................................................................................ 10-11
Operation .................................................................................................................... 10-12
QUESTIONS ...................................................................................................................... 10-15

ILLUSTRATIONS
Figure Title Page

10-1 Ice-Protected Surfaces ........................................................................................... 10-2
10-2 Pitot-Static Anti-ice Components ......................................................................... 10-3
10-3 Windshield Anti-ice Controls ................................................................................ 10-4
10-4 Windshield Anti-ice System .................................................................................. 10-5
10-5 Alcohol Sight Gage and Nozzles .......................................................................... 10-6
10-6 Rain Removal Doors and Controls ........................................................................ 10-7
10-7 Engine and Wing Anti-Ice System—Off ............................................................... 10-8
10-8 Engine and Wing Anti-Ice System ........................................................................ 10-9
10-9 Electrically Heated Leading Edge ....................................................................... 10-10
10-10 Deice Boots and Control Switch ......................................................................... 10-11
10-11 Wing Inspection Light and Control Switch ........................................................ 10-12
10-12 Empennage Deice System—Off .......................................................................... 10-13
10-13 Wing and Empennage Deice System.................................................................. 10-14

CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
The Cessna Citation II is equipped with both anti-icing and deicing systems. The air-
plane is approved for flight into known icing conditions when the required equipment
is installed and functioning properly. These systems should be checked prior to flight
if icing conditions are anticipated.
Anti-icing systems are incorporated into the wing, engine components, windshield, and
pitot-static and angle-of-attack systems. These systems should be activated prior to en-
tering icing conditions.
The deicing system consists of pneumatic boots on the wings, vertical stabilizer, and
horizontal stabilizers.
GENERAL
Engine compressor bleed air is used to prevent switch panel, control the flow of bleed air to
ice formation on the T 1 temperature probe, the inlet duct and stator vanes of each engine.
nose cone, nacelle inlet, and first set of stator The T 1 probe and nose cone are anti-iced
vanes of each engine. Electrically operated continuously during engine operation.
valves, controlled by a switch on the pilot’s

Electrical heaters, controlled by a switch on for the system are located on the pilot’s circuit-
the pilot’s switch panel, are used to anti-ice breaker panel and require main DC power. On
the inboard section of each wing. UNs 0682 and subsequent, right pitot-static
heat is powered from emergency DC power.
Engine bleed air is discharged through nozzles
in front of the windshield for anti-ice protec- Failure of the system is indicated by illumi-
tion of the windshield. Isopropyl alcohol is nation of the P/S HTR OFF annunciator light.
available for anti-icing of the left windshield The P/S HTR OFF light will illuminate when-
in the event bleed air is unavailable. Rain re- ever either pitot head or any static port heater
moval is provided by deflecting air away from fails or when the pitot heat switch is in the
the windshield via a set of doors. OFF position.
Figure 10-1 depicts the ice-protection sur-

faces on the airplane.
NOTE
The angle-of-attack probe heater is
not on this warning circuit. If power
fails only to this unit, the P/S HTR
ANTI-ICE SYSTEMS OFF light will not illuminate.
PITOT AND STATIC CAUTION

ANTI-ICE SYSTEM
Limit ground operation of the pitotstatic heater
The PITOT & STATIC ANTI ICE switch con- system to two minutes to preclude damage to
trols power to the two pitot tube heaters, the the pitot static heater.
four static port heaters (Figure 10-2), and the
angle-of-attack probe heater. Circuit breakers
Figure 10-1. Ice Protection Surfaces

LH STATIC PORTS (TYPICAL)
RH PITOT TUBE (TYPICAL) PITOT-STATIC ANTI-ICE SWITCH
Figure 10-2. Pitot-Static Anti-ice Components
WINDSHIELD ANTI-ICE AND The windshield anti-ice system (Figure 10-4)

is activated by placing the W/S BLEED switch
RAIN REMOVAL SYSTEM to either HI or LOW. This action deenergizes
The windshield may be anti-iced by use of a solenoid-operated bleed-air valve and acti-
engine bleed air, or pilot windshield by alco- vates a temperature controller. The bleed-air
hol in case the bleed-air system fails. The valve, when deenergized, opens to allow hot
bleed air to the windshield is controlled by a engine bleed air to flow into the duct.
W/S BLEED switch on the pilot’s switch panel
and two manually operated WINDSHIELD The air temperature controller automatically
BLEED AIR valves with knobs located on the maintains a windshield bleed-air temperature
copilot’s instrument panel. of 138 ±5°C in the HI position and 127 ±5°C
in the LOW position by modulating ram air
The switch is a three-position switch labeled through a heat exchanger. The controller re-
HI–OFF–LOW. The control knobs open and ceives three inputs: the position of the W/S
close shutoff valves, modulating the amount BLEED switch and input from each of the two
of bleed air going to the windshield. The temperature sensors in the bleed-air line. The
windshield anti-ice controls are shown in signal generated by the temperature controller
Figure 10-3. is transmitted to the motor-operated air con-
trol valve, which controls the amount of ram
air that passes through a heat exchanger. Ram

Figure 10-3. Windshield Anti-ice Controls
air passes across the heat exchanger, cooling This condition should not occur unless a sus-
the bleed air; then it exhausts overboard tained high-power, low-airspeed condition is
through a vent on the left side of the fuselage, maintained or a system malfunction occurs.
forward of the tail compartment access door. The overheat sensor will also automatically re-
The cooled engine bleed air is then directed open the windshield bleed-air solenoid valve
onto the windshield through a series of nozzles. and extinguish the annunciator light as the
system cools.
When windshield anti-icing is required, the
manual WINDSHIELD BLEED AIR valves If the overheat light illuminates, the
are opened, and the W/S BLEED switch is se- WINDSHIELD BLEED AIR valves should be
lected to LOW if the OAT is above –18°C or partially closed to reduce air flow.
to HI if the OAT is –18°C or below. Normal
system operation is indicated by an increase If the W/S AIR O’HEAT light illuminates with
in air noise as the bleed air discharges from the W/S BLEED switch in the OFF position,
the nozzles. this indicates the bleed-air valve has opened,
and the pressure in the duct is sensed via a pres-
An additional temperature sensor is located in sure switch. The pilot should ensure the
the bleed-air duct, which automatically WINDSHIELD BLEED AIR valves are posi-
energizes the electrical solenoid bleed-air tioned to OFF. This condition is not an over-
valve closed and illuminates the W/S AIR pressure situation, the pressure switch simply
O ’ H E AT a n n u n c i a t o r i f t h e b l e e d - a i r monitors the valve for a partial open condition
temperature exceeds 146°C. or seal leakage when the switch is off.

ALCOHOL SYSTEM
ELECTRICAL PUMP
T
WINDSHIELD
ALCOHOL
DC POWER BOTTLE
MANUAL MANUAL
CONTROL CONTROL
BATT VALVE VALVE

OFF
EMER
146° C T
W/S AIR
O'HEAT
WINDSHIELD BLEED AIR
W/S BLEED-W/S ALCOHOL HI 138 ± 5° C
5 PSI P
LH RH
HI ON TEMPERATURE
O CONTROLLER
F
F LOW 127 ± 5° C
LOW OFF
TC OFF MAX OFF MAX
HEAT EXCHANGER
T
TAILCONE
AIR
W/S BLEED
AIR TEMP
TEMP
5 CONTROL LEGEND
NACA WINDSHIELD
VALVE BLEED-AIR
W/S EXHAUST HOT BLEED AIR
BLEED AIR OUTLET VALVE
RAM AIR
5
W/S WINDSHIELD ALCOHOL
ALCOHOL
AMBIENT AIR
5
Figure 10-4. Windshield Anti-ice System

10-5
If normal DC failure occurs, the windshield

bleed-air solenoid valve will open, and hot en-
gine bleed air will be available to the wind-
shield. With an electrical power failure, the
automatic temperature control and the over-
heat warning are inoperative, but if the manual
control valves are open, the noise level will in-
crease as bleed air flows through the nozzles.
The airplane is normally flown with the man-
ual valves closed; they are opened only when
bleed air to the windshields is desired.
This procedure protects the windshield from

inadvertent application of hot bleed air and
possible damage in the event of an electri-
cal power loss or failure of the bleed-air
solenoid valve.
The windshield anti-ice system is tested by po-

sitioning the warning and test switch to W/S
TEMP and placing the W/S BLEED switch to
either HI or LOW. When this is accomplished,
a windshield overheat condition is simulated,
and the W/S AIR O’HEAT annunciator illu-
minates. Both the HI and LOW positions of Figure 10-5. Alcohol Sight Gage
the W/S BLEED switch should be tested for and Nozzles
proper operation.
Windshield Alcohol System Rain Removal System

The backup windshield anti-ice system
consists of an alcohol reservoir, pump, and The rain removal system uses normal bleed-air
n o z z l e s t o p r ov i d e u p t o 1 0 m i n u t e s o f from the windshield anti-ice system for rain re-
continuous alcohol anti-ice capability for the moval, with rain doors to provide deflected
pilot’s windshield only. The sight gage for airflow over each windshield in heavy rain.
the alcohol reservoir is located in the right- The doors are manually operated by pulling the
hand nose baggage compartment, and the PULL RAIN handle located under the WIND-
nozzles are shown in Figure 10-5. SHIELD BLEED AIR knobs on the copilot’s
panel. The rain removal doors and the PULL
The capacity of the alcohol reservoir is two RAIN handle are depicted in Figure 10-6.
quarts, and it uses an isopropyl alcohol-based
fluid (TT-I-735). The system is designed to be For rain removal, the WINDSHIELD BLEED
used in the event the windshield bleed-air an- AIR knobs on the copilot control panel should
tiice system fails. It is controlled by the W/S be rotated to the MAX position, the PULL
ALCOHOL switch (Figure 10-3), which has RAIN handle pulled out, and the W/S BLEED
positions labeled ON and OFF. The electrical switch positioned to LOW. Rain door opening
power source is through the W/S ALCOHOL is difficult if the windshield bleed air is already
circuit breaker on the left circuit-breaker panel. flowing out of the nozzles. To increase air-
flow to the pilot windshield during periods of
low-power settings, such as during landing
flare, rotate the copilot WINDSHIELD BLEED

The system consists of the electrically heated

portion of the wing leading edges, bleed-air
heated nacelle inlets and the first row of sta-
tionary stators directly behind the first stage
fan and before the booster stage (Figure 10-7).
With an engine operating, hot bleed air from
the compressor flows continuously to the nose
cone and the T 1 temperature probe mounted
ahead of the fan in the engine inlet. Selecting
ENGINE ANTI-ICE ON will initiate engine
ignition ON and activate the wing leading
edge heaters, and if the throttles are advanced,
allow bleed air to enter the nacelle inlet and
the first stage stator vanes.
With engines operating and the throttles set
above 60% N 2 (micro switch position) for more
than five seconds, placing the ENGINE ANTI-
ICE switches ON will cause two bleed-air
solenoid valves to immediately deenergize open
allowing bleed air to flow to the nacelle inlet
and the stator vanes (Figure 10-7). Observing
the engine gages at this, time will reflect a rise
in ITT and a slight drop in rpm (Figure 10-8).
If the throttles are below the 60% N 2 micro
Figure 10-6. Rain Removal Doors switch positionwhen the ENGINE ANTI-ICE
and Controls switches are placed ON, the two bleed-air
solenoid valves will not open (remain energized
closed) until the throttles are advanced. As
AIR knob to the OFF position. This will divert the throttles are advanced above the 60% N 2
all available bleed air to the pilot windshield. position, a thermal time delay is activated
In addition, the use of a rain repellent agent ap- which removes the ground from the bleed -air
plied to the windshield greatly enhances the ef- solenoids after five seconds allowing the valves
fectiveness of the rain removal system. open.This five-second time delay is required
for faster engine spool-up time during a missed
ENGINE ANTI-ICE SYSTEM approach as the throttles are advanced if the
throttles were reduced below 60% N 2 during
The engine anti-ice system is a preventive an approach for landing in icing conditions.
system. Use of the system should be antici-
pated and the system activated when flight The ENG ANTI-ICE LH/RH annunciators will
into visible moisture is imminent with indi- illuminate when the ENGINE ANTI-ICE
cated RAT from +10°C and colder. Failure to switches are placed ON and extinguish when
switch on the system before ice accumulation nacelle inlet temperature is 220°F/104°C or
has begun may result in engine damage due to above, stator vane bleed-air solenoid valve is
ice ingestion. For sustained ground operation open, and the wing leading edge heaters are
in visible moisture at the above temperatures, operating and their temperature is above
the system should be switched on for one 60°F/16°C.
minute out of four with throttles set above
65% N 2 rpm.

10-8
LH
200 DC POWER ENG
ENGINE IGNITION 200
DC AMPS DC AMPS
100 300 BATT 100 300
5 LH RH LH RH
10 400 RH 10 400
OFF ENG
5
EMER OFF OFF
NORMAL NORMAL

T T LOW LOW T T
TEMP TEMP TEMP TEMP

O/HEAT CONTROLLER CONTROLLER O/HEAT
SWITCH SWITCH
LOW LOW
L ENG ICE TEMP TEMP R ENG ICE
* FAIL
T T
FAIL
*
FULL
* LIGHTS "OFF"
WITH SYSTEM OFF. T
* LIGHTS “OFF”
WITH SYSTEM OFF.
H
R
O
T
T
L
E
OFF
Figure 10-7. Engine and Wing Anti-Ice System—Off

LH
200 DC POWER ENG
ENGINE IGNITION 200
DC AMPS DC AMPS
100 300 BATT 100 300
5 LH RH LH RH
10 400 RH 10 400
OFF ENG
5
EMER OFF OFF
NORMAL NORMAL
T LOW LOW T

T TEMP TEMP T
TEMP TEMP
O/HEAT CONTROLLER CONTROLLER O/HEAT
SWITCH SWITCH
LOW LOW
L ENG ICE TEMP TEMP R ENG ICE
** FAIL
T T
FAIL *
FULL
T
H
R
ABOVE
O 60% N2
T
T
L
E
OFF
** LIGHTS CYCLE DURING WING * LIGHTS “ON” WHEN SYSTEM IS INITIALLY

TURNED ON AND THEN EXTINGUISH
HEATER MALFUNCTIONS (1 OR 2 WHEN THE THROTTLES ARE ABOVE 60% N2
WING HEAT ELEMENTS INOPERATIVE OR AND ANTI-ICE VALVES ARE OPEN AND
TEMP CONTROLLER INOP). TEMPERATURES ARE ABOVE THE LOW LIMITS.
10-9
Figure 10-8. Engine and Wing Anti-Ice System

CAUTION A temperature overheat sensor, located on the

upper part of the heated surface where skin
temperature is not as hot as the forward lead-
During descents and/or approach to
ing edge, opens the heating circuit at 75° C if
landings in icing conditions, care
the temperature controller fails and reestab-
should be taken to avoid the throttles
lishes the circuit at 69° C. Actuation of the
being reduced below the 60% N 2 po-
overheat sensor also illuminates the ENG
sition. If this occurs, the ENG ANTI-
A N T I - I C E L H o r R H a n n u n c i a t o r, a s
ICE LH/RH annunciators will
applicable (see Figure 10-8).
illuminate and the engine bleed-air
solenoid valves will close. A low-temperature switch on the forward lead-
ing edge closes at 16° C skin temperature to
illuminate the ENG ANTI-ICE LH or RH an-
WING ANTI-ICE SYSTEM nunciator, provided the ENGINE ANTI ICE
switches are on. Illumination of the light until
Each wing’s inboard leading edge incorpo- the leading edge warms up after initial
rates an electrically heated, brushed-aluminum activation is normal (see Figure 10-8).
section located directly in front of each engine
Proper operation of the engine anti-ice system,
inlet (Figure 10-9).
when initially turned on, is indicated by illu-
Five electric heating elements are molded into mination of the small green lights above each
each wing inboard leading edge, each featur- ignition switch, illumination of the ENG
ing a circuit breaker and a current sensor. The ANTI-ICE LH or RH annunciators, and an in-
heating elements are powered by the respective crease of approximately 150 amps on each
main DC buses. ammeter. A 20 to 30° rise in ITT and a drop
The system is operative with the ENGINE in N 1 and N 2 ; rpm will also be noted if the
ANTI-ICE switches on, regardless of throttle throttles are set above 60% N 2 rpm. The ENG
position. The heating elements increase skin ANTI-ICE LH or RH annunciator will remain
temperature until the forward part of the lead- illuminated until the wings are heated
ing edge reaches 78° C, then a temperature con- 60°F/16°C or above, stator vane bleed-air
troller opens the circuit. When skin solenoid valve is open, and the nacelle inlet
temperature drops to 54 ±6° C, the controller temperature is 220°F/104°C or above, or will
closes the circuit for another heating cycle. reilluminate when any of the following con-
ditions exist:
• The stator valve fails to open. (A 5-sec-
ond delay is normal from the time the
throttle is advanced above 60% N 2 until
the valve opens.)
• The nacelle leading edge temperature
is below 104° C.
• The inboard wing section temperature is
below 16° C.
• Failure of one or more wing heating el-
ements occurs. (If the system is cycling
with a failed heater, the ENG ANTI-ICE
annunciator will illuminate each time
the system cycles on.)
Figure 10-9. Electrically Heated
Leading Edge • Failure of the temperature controller oc-
curs. (This will cause the light to cycle
off when the leading edges are being

heated and on when the temperature is supplied through the SURFACE DE-ICE
limit is reached.) circuit breaker on the left circuit-breaker panel.
If an electrical failure should occur, both the The system should be activated when ice buildup
nacelle inlet valve and the stator vane valve is estimated to be 1⁄4 to 1⁄2 inch thick on the wing
will fail to the open position, and the engine leading edge. The stall strip bonded to the boot
will be anti-iced continuously. extends 1⁄2 inch above the boot and can be used
as a guide to estimate ice thickness. Early acti-
vation of the system may result in ice bridging
DEICE SYSTEM on the wing; accumulations in excess of 1⁄2 inch
may not be removed by boot cycling.
GENERAL If electrical power is lost, the system is
Deicing of the outer wing leading edges and the inoperative, and icing conditions must be
vertical and horizontal stabilizer leading edges avoided.
is provided by inflatable boots controlled by the D o n o t a c t iva t e t h e s y s t e m i f t h e OAT
SURFACE DE-ICE switch on the pilot instru- temperature is suspected to be below –40°C.
ment panel (Figure 10-10). Permanent boot damage could result.
Bleed air is available to the system when the en- A wing inspection light (Figure 10-11) is
gines are operating. A timer controls automatic provided to illuminate the left wing to ob-
sequencing of boot operation. Electrical power serve ice buildup during night flight.
Figure 10-10. Deice Boots and Control Switch

Figure 10-11. Wing Inspection Light and Control Switch
OPERATION During the second six-second cycle, the em-

pennage control valve deenergizes, applying
With the SURFACE DE-ICE switch in the a va c u u m t o h o l d t h e b o o t s d e f l a t e d .
spring-loaded OFF position, all three control Simultaneously, the two wing boot control
va l v e s i n t h e s y s t e m ( F i g u r e 1 0 - 1 2 ) valves are energized, applying regulated bleed-
are deenergized. air pressure to inflate the wing boots.
In the deenergized condition, all three control After 12 seconds all three control valves are
valves are continuously dumping bleed air deenergized, and vacuum is applied to all
overboard through venturis that create vacuum boots to hold them deflated (Figure 10-12)
for holding the boots deflated. until another cycle of operation is initiated
with the SURFACE DE-ICE switch.
To cycle the boots, momentarily place the
SURFACE DE-ICE switch to the SURFACE As each set of boots is inflated, a pressure
DE-ICE position. This energizes a system switch illuminates the white SURF DEICE
timer to initiate two 6-second cycles. During annunciator to indicate actuating pressure has
the first cycle (Figure 10-13), the empennage been applied.
boots control valve is energized.
In the event the boots remain inflated at the end
Regulated bleed-air pressure is applied to of a cycle or it is desired to abort the cycle,
inflate the empennage boots for six seconds. place the SURFACE DE-ICE switch in the
The wing boot control valves are deener- RESET position. This overrides the system
gized, applying a vacuum to hold the wing timer and deenergizes the control valves, al-
boots deflated. lowing the boots to deflate.

P
VACUUM VACUUM

DC POWER
BATT
SURFACE OFF
DE-ICE
23 PSI
REGULATOR EMER
OFF
RESET
*
12 SEC
TIMER * EITHER ENGINE
OPERATING
SURFACE
DE-ICE
P
VACUUM VACUUM
10-13
Figure 10-12. Empennage Deice System—Off

P
VACUUM VACUUM
DC POWER
BATT
SURFACE OFF
DE-ICE
EMER
OFF
RESET
23 PSI
TIMER REGULATOR
6 SEC
FIRST CYCLE
SURFACE 12 SEC
DE-ICE
P
6 SEC
DC POWER
BATT
SURFACE OFF
DE-ICE
EMER
OFF
RESET
23 PSI
TIMER REGULATOR
SECOND CYCLE
SURFACE
12 SEC
DE-ICE
P
VACUUM VACUUM
Figure 10-13. Wing and Empennage Deice System—Operating

QUESTIONS
1. The correct statement regarding the pitot- 4. If the W/S AIR O’HEAT light illuminates
static anti-ice system is: with the W/S BLEED switch in OFF,
A. Electrical power is not required (if there is:
bleed air is available). A. A 5-psi pressure sensed in the duct
B. The squat switch will not allow full B. A 5-psi pressure buildup in the duct,
power to the heating elements while and the light is to alert the pilot to
the airplane is on the ground. open the WINDSHIELD BLEED AIR
C. Failure of one static port heater will valve to relieve the pressure to prevent
illuminate the P/S HTR OFF damage to the duct
annunciator. C. A s y s t e m m a l f u n c t i o n ; t h e l i g h t
D. Electrical power is always available should never illuminate with the W/S
to the pilot’s system (fail-safe oper- BLEED switch in OFF
ation of the emergency bus in the event D. An overtemperature in the duct
of a dual generator failure).
5. T h e W / S A I R O ’ H E AT l i g h t w i l l
2. Regarding the windshield anti-ice system: illuminate:
A. The W/S BLEED switch controls A. If 5-psi pressure is sensed in the duct
volume (HI or LOW). with the W/S BLEED switch in OFF
B. The W/S BLEED switch controls B. If the temperature of the air going to
temperature. the windshield exceeds 146° C with
C. Electrical power must be available to the W/S BLEED switch in the HI or
open the solenoid control valve in the LOW position
tail cone. C. Neither A nor B
D. Temperature is controlled by the D. Both A and B
WINDSHIELD BLEED AIR valves.
6. In order to operate the rain removal
3. Regarding use of the W/S BLEED switch: system, the pilot should:
A. HI position should be used with an A. Open the rain doors only.
OAT above –18°C. B. Open the rain doors, and turn on the
B. LOW position should be used with an W/S ALCOHOL switch.
OAT below –18°C. C. Open the rain doors, position the
C. HI position should be used if greater WINDSHIELD BLEED AIR knobs
airflow is desired. to MAX, and position the W/S
D. It deenergizes the solenoid control BLEED switch to LOW.
v a l v e o p e n w h e n H I o r L OW i s D. Open the rain doors, and position the
selected. W/S BLEED switch to LOW.

7. The windshield alcohol system: 11. A c o r r e c t s t a t e m e n t c o n c e r n i n g t h e

A. Is a backup system for the windshield surface deice system is:
anti-ice system A. The SURFACE DE-ICE switch must
B. E n e r g i z e s e j e c t o r s w h i c h a p p l y be held in the SURFACE DE-ICE po-
alcohol to both the pilot’s and the sition for 12 seconds to ensure that all
copilot’s windshields deice boots receive inflation pressure.
C. Utilizes a pump that supplies alcohol B. The SURFACE DE-ICE switch must
to the pilot’s windshield only for a be cycled to RESET to reset the timer
maximum of ten minutes circuit after each use.
D. Both A and C C. The system should not be used below
–40°C.
8. The surface deice system: D. Illumination of the white SURFACE
DEICE annunciator after the SUR-
A. Should not be activated until ice
FACE DE-ICE switch has been cy-
thickness exceeds 1⁄2 inch
cled to SURFACE DE-ICE indicates
B. Should not be activated until ice a lack of bleed air to the boots.
thickness exceeds 1⁄4 inch
C. Will function during an electrical 12. An incorrect statement regarding engine
failure because it is pneumatically anti-ice is:
operated
A. W h e n t h e E N G I N E A N T I - I C E
D. Has a maximum ice accumulation
switches are turned on, the two green
limit of one inch
lights above the ignition switches
should illuminate.
9. Switching on both engine anti-ice sys-
B. The throttles must be above 60% N 2
tems in flight increases the reading on
rpm before the wing leading edge
each of the generator ammeters by:
anti-ice system is activated.
A. 120 amps C. The T 1 temperature probe is anti-iced
B. 300 amps whenever the engine is operating.
C. 60 amps D. All the above
D. 150 amps
13. Switching on the engine anti-ice system
10. Regarding the P/S HTR OFF light: with the engines idling at 50% N 2 causes:
A. It will illuminate if the PITOT & A. An increase in ITT, an increase in am-
STATIC switch is OFF. perage, and illumination of the ENG
B. Illumination of the light could mean ICE FAIL annunciators for at least 5
the loss of electrical power to one of seconds
the pitot tubes. B. An increase in amperage only
C. If power is lost to one heated static C. A drop in N 2 rpm and a rise in ITT
port on the pilot system, the light will D. Illumination of the ENG ANTI-ICE
illuminate. annunciators and an increase in
D. All the above amperage

14. The ENG ANTI-ICE annunciator will il-

luminate when:
A. The wing leading edge temperature is
below 16°C.
B. The nacelle temperature exceeds
104°C.
C. The bleed-air valve to the nose cone
(bullet) closes.
D. The ENGINE ANTI-ICE switch is in
OFF.

CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION ................................................................................................................. 11-1
GENERAL............................................................................................................................. 11-1
SYSTEM DESCRIPTIONS ................................................................................................. 11-2
Air Conditioning—UNs 0482, 0485, and Subsequent .................................................. 11-2
Air Conditioning—UNs 0002 through 0481, 0483, and 0484 ...................................... 11-7
Air Distribution ........................................................................................................... 11-14
Supplemental Cockpit Ventilation .............................................................................. 11-15
Optional Flood Cooling .............................................................................................. 11-15
Optional Freon Air Conditioning (Zephyr) ................................................................ 11-16
QUESTIONS ...................................................................................................................... 11-18

ILLUSTRATIONS
Figure Title Page

11-1 PRESS SOURCE Selector .................................................................................... 11-2
11-2 Air Cycle Machine—UNs 0482, 0485, and Subsequent ....................................... 11-4
11-3 Air-Conditioning Controls—UNs 0482, 0485, and Subsequent ............................ 11-3
11-4 Environmental System—UNs 0482, 0485, and Subsequent .................................. 11-5
11-5 PRESS-ENVIRON Panel—UNs 0002 through 0481, 0483, and 0484.................. 11-7
11-6 Precooler—UNs 0002 through 0481, 0483, and 0484 .......................................... 11-9
11-7 Air Cycle Machine—UNs 0002 through 0481, 0143, and 0484.......................... 11-10
11-8 Cabin Air Distribution System ............................................................................ 11-12
11-9 Cockpit Fan Outlets ............................................................................................. 11-15
11-10 OVHD Fan Switch .............................................................................................. 11-15
11-11 Flood Cooling Outlet ........................................................................................... 11-15
11-12 FLOOD COOLING Switch ................................................................................ 11-16
11-13 Aft Blower Ducts ................................................................................................ 11-16
11-14 Freon System Control Panel ................................................................................ 11-17

CHAPTER 11
AIR CONDITIONING
INTRODUCTION
The air-conditioning system for the Citation II provides conditioned air to both cockpit
and cabin areas. Engine bleed air provides the air required to operate the system. The
cabin and cockpit temperature is regulated by mixing hot bleed air with air cooled by
an air cycle machine (ACM). Fans are provided to circulate cabin air. An optional flood
cooling system provides a means to rapidly reduce the cabin temperature.
GENERAL
The crew is provided automatic and manual Through the use of the pressurization source
temperature controls to operationally condi- selector switch, the pilot can select left, right,
tion the cabin and cockpit environment. Hot or both engines to supply bleed air for sys-
bleed air is tapped off each engine and pneu- tem operation on the ground or in flight. The
matically controlled, manifolded, and routed cabin can be supplied with ambient air in the
to the air cycle machine in the tail cone. The event the ACM is inoperative and the cabin
air is cooled and distributed through ducting is unpressurized.
to the cockpit and cabin outlets.

SYSTEM DESCRIPTIONS
AIR CONDITIONING—UNs 0482,
0485, AND SUBSEQUENT
General
Bleed air from the engines normally passes
through two solenoid-operated flow control
valves that restrict the bleed flow to six pounds
per minute per engine, equating to 78 cu/ft per
minute per engine at 15°C/59°F. The bleed-air
line from the right engine branches in the tail
cone. One branch is routed to the normal flow
control valve and the other to a motor-oper-
ated ground valve. The ground valve can be
opened only on the ground and allows a larger
draw of bleed air from the right engine for
use by the ACM (up to 18 pounds per minute).
Control Figure 11-1. PRESS SOURCE Selector

The source of the bleed air used by the air-
conditioning system is selected with the PRESS exceeds approximately 74% N 2, the secondary
SOURCE selector (Figure 11-1). This selec- pressure switch closes the ground valve and il-
tor, along with the other controls associated luminates the ACM OVER PRESS light. The
with the air-conditioning system, is located ground valve will not open again until main DC
on a tilt panel forward of the throttle quadrant. power is interrupted and then reestablished.
The NORMAL position opens the flow control When the EMER position is selected in flight,
shutoff valves and allows air from each engine the bleed air from the left engine is routed di-
to pass into the ACM. This is the position in rectly into the cabin, bypassing the ACM.
which the valves fail if main DC power is lost. Temperature is controlled by volume through
the left throttle setting and the bleed air to the
The GND position opens the ground valve and ACM is shut off. When the selector is in EMER
allows a larger draw (up to 18 PPM) of air or the valve opens automatically, the EMER
from the right engine to enter the ACM. When PRESS ON light illuminates. If the EMER po-
the valve is not fully closed, a BLEED AIR sition is selected on the ground, the EMER
GROUND light illuminates. PRESS ON annunciator illuminates, but no
air is supplied to the cabin.
If the right engine is advanced above approx-
imately 72% N 2 , a primary pressure switch The OFF position closes the valves controlling
engine bleed air, and no pressurization or tem-
causes the motorized ground valve to close,
perature control is available.
thus preventing too much air from being sup-
plied to the ACM. When the valve closes, the
BLEED AIR GROUND light extinguishes. Precooler
When the throttle is retarded below 70% N 2 ,
the valve opens again and the light reillumi- The bleed air from the engines passes through
nates. If the primary (72% N 2 ) pressure switch a precooler that is mounted in the ACM
fails to close the valve and the right engine rpm ambient-air duct. This air-to-air heat exchanger
cools the bleed air before it reaches the ACM

heat exchangers. The cooling medium used actual cabin temperature provided by a cabin
across the exchanger is ambient air. This air temperature sensor. This sensor is located in
is drawn into the tail compartment and blown the top of the cabin between the main cabin en-
through the duct by a fan attached to the trance door and the emergency exit. In addi-
ACM turbine shaft. tion, the controller receives a temperature
input from the supply duct temperature sen-
Air Cycle Machine sor in the tail cone. The cabin controller com-
pares all of the electrical inputs and then sends
After the air passes through the precooler in an output signal to the mixing valve motor in
the ram-air duct, it enters the ACM primary order to change the supply temperature. For
heat exchanger (Figure 11-2). The air then example, if the selector is rotated clockwise
passes into the ACM compressor, through the by the pilot, a higher temperature has been se-
secondary heat exchanger, and finally across lected. The controller receives this input, com-
the cooling turbine. This entire process re- pares it to the signals received from the cabin
duces the temperature of the bleed air sup- and supply duct sensors, and then causes the
plied by the engines. mixing valve to open up, allowing more bleed
air to bypass the ACM, thus increasing the
Water Separator temperature in the cabin.
A water separator is provided to remove mois- In the automatic mode, the system has a sup-
ture from the conditioned air before it enters ply air low temperature limit of 35°F (2°C) to
the cabin. The conditioned air from the ACM prevent the formation of ice in the water sep-
enters the water separator where it is filtered arator. The input to the controller for this is
and excess water is removed. The conditioned from the supply duct temperature sensor lo-
air is then ducted through a check valve into cated downstream of the water separator in the
the cabin ducts for distribution. The moisture supply duct.
is then injected into the air flowing over the
heat exchangers to increase cooling efficiency.
Temperature Control
The cabin temperature is controlled by a tem-
p e r a t u r e - s e l e c t r h e o s t a t o r a M A N UA L
HOT–MANUAL COLD switch (Figure 11-3).
The temperature is controlled by allowing

some of the engine bleed air to bypass the
ACM through a mixing valve. The valve is
positioned by an electric motor that requires
main DC electrical power to operate. This
valve can be opened (warmer temperature set-
ting) and closed (cooler temperature setting)
by either the automatic or manual mode of
temperature control.
The cabin temperature is controlled automat-

ically when the temperature rheostat is in the
automatic range. This temperature selector is
a rheostat which sends a variable temperature Figure 11-3 Air-Conditioning Controls—
setting to a cabin temperature controller. The UNs 0482, 0485, and
controller compares the desired setting to the Subsequent

COLD AIR TURBINE

2° C (35° F)
FAN DRAWS TAIL CONE COMPRESSOR

AMBIENT AIR
OVER THE HEAT
EXCHANGE UNITS
PRIMARY HEAT EXCHANGER
COOLING AIR
(VENTED OVERBOARD)
WATER FROM SEPARATOR

SPRAYED OVER HEAT PRECOOLER
SECONDARY
EXCHANGE UNITS HEAT
EXCHANGER 435° F ENGINE BLEED AIR VOLUME
410° F OVERTEMP (CONTROLLED BY BYPASS
ANTICIPATOR SENSOR VALVE–TEMPERATURE CONTROL)
WATER
SEPARATOR
ACM
T
MIXING
T VALVE
GND
VALVE
EMER
VALVE P P
LH FLOW RH FLOW
CONTROL CONTROL
SHUTOFF SHUTOFF
VALVE VALVE
LEGEND
SOLENOID VALVE
CONDITIONED AIR FRESH AIR SPRING-LOADED TO A
"FAIL SAFE" POSITION
COOLING AIR VENTED STATIC AIR
MOTOR-DRIVEN VALVE
HOT BLEED AIR COLD AIR OR MECHANICAL VALVE
Figure 11-2. Air Cycle Machine—UNs 0482, 0485, and Subsequent

With the temperature rheostat in the MANUAL When the ACM overheats on the ground, the
position, the mixing valve is controlled man- emergency pressurization valve does not open
u a l l y b y t h e M A N UA L H OT – M A N UA L because it has been deactivated by the left main
COLD switch. The switch has three positions gear squat switch. However, the EMER PRESS
and is spring-loaded to the center OFF posi- ON annunciator light does illuminate. The reset
tion. When the switch is deflected toward procedures are the same as for in flight.
MANUAL HOT, the mixing valve is driven
open, allowing more hot bleed air to mix with When the emergency pressurization valve is
the cold air exhausted from the ACM. When providing the source of air for pressurizing the
the switch is released, the mixing valve re- cabin, the pilot is unable to control the tem-
mains at the last position. Holding the switch perature except through manipulation of the
toward MANUAL COLD drives the mixing left throttle. Reducing power on the left engine
valve to the closed position, thus lowering the reduces the temperature and volume of air en-
temperature. The mixing valve, when manu- tering the cabin. Reducing it too much may
ally controlled, travels from fully open to fully cause a rise in cabin altitude, depending on air-
closed in approximately ten seconds. Caution craft altitude. The source of air for the emer-
should be observed when operating in the man- gency pressurization system is from the left
ual mode to prevent water separator freeze-up engine only (Figure 11-4).
(Figure 11-4).
The air duct from the ACM to the cabin is
System Protection protected from overheat damage by a duct
overheat sensor. If the temperature in the duct
If the bleed-air temperature in the duct be- ex c e e d s 1 5 7 ° C ( 3 1 5 ° F ) , t h e A I R D U C T
tween the compressor and turbine sections O’HEAT annunciator light illuminates. This
exceeds 435°F (224°C) (Figure 11-4), the over- condition will most likely occur when heat is
heat relay causes the flow control and shutoff being demanded and most of the bleed air is
valves or the ground valve (depending on bypassing the cooling process of the ACM. The
which is open) to close and the emergency pilot should select MANUAL with the tem-
pressurization valve to open. In flight, the perature select rheostat and close the mixing
ACM shuts down. The cabin is pressurized valve by holding the MANUAL HOT–MAN-
by bleed air from the left engine. This condi- UAL COLD switch to MANUAL COLD.
tion is indicated by the EMER PRESS ON an- Approximately ten seconds is required to drive
nunciator light and an increased noise level in the mixing valve from the fully hot to the fully
the cabin. If the overheat condition in the cold position. The pilot should also check that
ACM exists for longer than 12 seconds, the the TEMP circuit breaker on the left circuit-
emergency lockout relay is energized, and the breaker panel is in. Loss of power or opening
ACM remains inoperative. If the ACM cools of the circuit breaker renders the temperature
down within 12 seconds, it reverts to its pre- control system inoperative in both automatic
vious setting; the emergency pressurization and manual modes.
valve closes.
If complete DC electrical power failure occurs
To reset the system for normal operation after in flight regardless of the PRESS SOURCE se-
a shutdown for longer than 12 seconds, it is lector position, the system operates as though
necessary to rotate the PRESS SOURCE se- the switch is in the NORMAL position. If the
lector to the EMER position and then reselect selector is in the NORMAL position when
a position other than GND or OFF. This con- the electrical failure occurs, the air-condi-
dition is most likely to occur when maximum tioning system will continue to operate in
cooling is demanded of the system. that mode. Without electrical power, the emer-
gency pressurization valve fails closed. In

FOOT WARMER
VALVE
DEFOG
HI
OFF
LOW
RECIRCULATING
AIR DUCT
OVHD
CKPT CABIN F HI
OFF
FLOW DISTR LOW
AIR DUCT
F O'HEAT
MOTOR
VALVE
(100˚ F)
T
AUTOMATIC
OFF
435° F MANUAL COLD HOT
ACM 224° C COLD
MANUAL
T
O'HT BYPASS
MIXING
VALVE
ACM
74% O'PRESS
EMER 72%
VALVE P
P
LH FLOW BLD AIR

CONTROL NORMAL RH FLOW GND
SHUTOFF CONTROL
LH RH SHUTOFF
VALVE
VALVE
EMER
EMER PRESS ON
GND
OFF
PRESS SOURCE
LEGEND
FRESH AIR SOLENOID VALVE
CONDITIONED AIR
SPRING-LOADED TO A
STATIC AIR "FAIL SAFE" POSITION
OVERHEAD DUCTING
MOTOR-DRIVEN VALVE
HOT BLEED AIR OR MECHANICAL VALVE
Figure 11-4. Environmental System—UNs 0482, 0485, and Subsequent

addition, temperature control is lost because for ground operations. An emergency pres-
the motor-operated mixing valve fails to the surization control valve is installed in the left
position set when electrical power is lost engine bleed-air line and is used to route bleed
(Figure 11-4). air directly from the precooler to the cabin
for emergency pressurization.
AIR CONDITIONING— Control
UNs 0002 THROUGH 0481,
0483, AND 0484 The source of bleed air used to pressurize the
cabin is determined by the selection made with
General the PRESS SOURCE selector (Figure 11-5).
Air from two ports on the compressor case is The PRESS SOURCE selector has seven
routed through a precooler (heat exchanger) positions:
prior to entering the air cycle machine (ACM).
The precooler, located in the bottom of the en- 1. OFF—In this position, all bleed-air
gine nacelle between the nacelle skin and the control valves are closed. Therefore
bypass duct, uses ram air from the bypass duct no bleed air is being supplied to the
to cool the bleed air before entering the ACM. ACM or the cabin from any source.
Two dual, solenoid-operated, flow-control 2. GND—In this position, the left and
valves, one mounted in each engine bleed-air right cutoff and pressure-regulat-
line, limit the bleed outflow from the respec- ing valve is opened, allowing up to
tive engine through the ACM and into the 18 ppm of bleed air (235 cu ft per
cabin. The flow control valves will allow 6–9 minute at 15°C/59°F) to enter the
ppm of air into the ACM as selected by the ACM from the right engine only.
PRESS SOURCE selector in the cockpit. The This position is for ground use only
bleed line from the right engine branches after and will illuminate the BLEED AIR
it enters the tail-cone area, and a shutoff and GND/HI annunciator.
pressure-regulating valve is installed which al-
lows up to 18 ppm of air (235 cu ft per minute 3. LH—The left flow control and shut-
at 15°C/59°F) to flow to the ACM. The valve off valve will open,permitting up to
is energized open and is normally used only
Figure 11-5. PRESS-ENVIRON Panel—UNs 0002 through 0481, 0483, and 0484

6 ppm of bleed air (78 cu ft per minute Precooler

at 15°C/59°F) from only the left engine
to flow to the ACM. Air from two ports on the compressor case is
routed through a precooler prior to reaching
4. NORMAL—Opens both the left and
the tail-cone area (Figure 11-6).
right flow control and shutoff valves, per-
mitting up to 12 ppm of bleed air (156 cu
The precooler is a bypass-air/bleed-air heat ex-
ft per minute at 15°C/59°F) to the ACM
changer. Air from the bypass duct is routed
(6 ppm from each engine). In this position,
through a control valve to the precooler and
the valves deenergize. The takeoff thrust
then overboard through louvers on the lower
setting is also based upon this position.
inboard side of the engine nacelle. Compressor
5. BOTH HI—The left and right flow bleed air is routed through the precooler and
control and shutoff valves contain two into the tail-cone area. The precooler control
solenoid-operated valves: primary and valve modulates the flow of bypass air to main-
override. The primary valve, when open, tain the temperature of the engine bleed air at
allows 6 ppm flow; the override valve will the precooler outlet at an acceptable level. If
allow an additional flow of 3 ppm. In the outlet temperature exceeds 282° C, an L
the BOTH HI position, both the left and or R PRECOOL FAIL annunciator will illu-
right flow control valves are in the high minate. If either light illuminates, power on
mode, each allowing 9 ppm (117.5 cu ft that engine should be reduced until the light
per minute at 15°C/59°F) for a total of goes out (if practical). If not practical, or if the
18 ppm (235 cu ft per minute at light does not go out, air from only the other
15°C/59°F. This position should fulfill engine should be selected with the PRESS
the requirement for increased SOURCE selector.
conditioned air as required. Operation in
this position is not approved for take- Cooling Turbine
o ff , l a n d i n g , o r h i g h e n g i n e p ow e r
settings. The cooling turbine consists of a turbine
wheel and an impeller mounted on a single
6. RH—The right flow control and shut-
shaft enclosed by a turbine torus and a com-
off valve will open, permitting up to 6
pressor torus. The turbine shaft rotates in a
ppm of bleed air (78 cu ft per minute at
self-acting, Teflon-coated, foil air bearing.
15°C/59°F) from only the right engine to
The bearing segments grip the shaft with a
flow to the ACM.
preload. The assembly does not rotate freely
7. EMER—Opens the emergency pres- at startup as does a ball-bearing-mounted
surization valve, permitting left engine assembly. During startup, air is drawn into
bleed air from the precooler to bypass the the converging wedges until the pressure dif-
ACM and flow directly to the cabin. A re- ferential opposing the load equals the weight
strictor in the line reduces airflow; how- of the shaft. The bearings automatically ad-
ever, the only temperature control is left just the film clearance according to load,
throttle modulation.The emergency pres- speed, ambient air temperature, shaft ex-
surization line in the tail cone is coiled pansion, and misalignment. Since no lubri-
for heat dissipation as the bleed air flows cant is used in the cooling turbine, periodic
to the cabin. Operation of the emergency inspection is not required. A differential
pressurization system is indicated by in- pressure switch in the normal bleed-air sup-
creased noise level, temperatures above ply line ensures that the turbine and com-
normal, and illumination of the EMER pressor shaft are up to speed prior to the
PRESS ON annunciator. Emergency bleed-air extraction needed for operation of
pressurization is operative in flight only. an ejector pump to induce ram-air flow across
The left main gear squat switch prevents the heat exchangers on the ground.
the emergency pressurization valve from
opening with the airplane on the ground.

Bleed air from the precooler enters the ACM Air from the turbine enters an expansion
from any of the bleed-air sources and passes chamber where it is further cooled.
through a heat exchanger for further cooling
(Figure 11-7). Heat Exchanger
The air is compressed by the turbine-driven The heat exchanger is a primary/secondary, air-
compressor and is routed through a second to-air unit that reduces bleed-air temperature
heat exchanger. The air then drives the turbine, in two passes. On the first pass, the air is par-
which extracts energy and further cools the air. tially cooled in the primary section of the heat
Figure 11-6 Precooler—UNs 0002 through 0481, 0483, and 0484

COOL AIR
RAM
TURBINE COMPRERSSOR
AIR
DORSAL FIN
BYPASS VALVE
INLET
WATER FROM HEAT EXCHANGER

SEPERATOR UNITS
SPRAYED OVER COOLING AIR
HEAT VENTED OVER
EXCHANGERS BOARD
P
ACM EJECTOR
SHUT OFF VALVE
OVERHEAT
TEMPERATURE SENSOR BLEED AIR
435 F 224 C P
PRESSURE DIFFERENTIAL SWITCH (>2.8 PSI)
ACM
EJECTOR ON
AIR DUCT OVER HEAT

SENSOR (315 F)
BYPASS MIXING VALVE

(ELECTRICAL/PNEUMATIC IN AUTO MODE)
(PNEUMATIC ONLY IN MANUAL MODE)
EMERGENCY
(SQUAT SWITCH IN FLIGHT) GROUND VALVE
ACM
BYPASS NC BYPASS
AIR NC AIR
NO NO
FLOW CONTROL
SHUTOFF VALVE
PRECOOLER (NORMAL)
PRECOOLER
NO—NORMALLY OPEN (DE-ENERGIZED) LEGEND
NC—NORMALLY CLOSE (ENERGIZED) CONDITIONED AIR FRESH AIR
OVERHEAD DUCTING STATIC AIR
SOLENOID VALVE SPRING-LOADED

HOT BLEED AIR
TO A "FAIL SAFE" POSITION
Figure 11-7. Air Cycle Machine—UNs 0002 through 0481, 0483, and 0484

exchanger and is then ducted to the compres- Temperature Control

sor section of the ACM. It is compressed and
returned to the secondary section and then to General
the turbine section of the ACM. The cooling
medium in the heat exchanger is ram air, which Cabin temperature is maintained in either the
flows through both sections in one pass and manual or automatic mode of operation with
then vents overboard. The source of ram air is automatic being the normal mode. In addition
a closed duct connected to a ram-air scoop in to its own setting, the temperature controller
the dorsal fin. uses temperature signals from sensors in the
tail cone and the cabin to position the bypass
Due to the lack of ram air on the ground, air- mixing valve. Modulation of the valve controls
flow must be induced through the duct by the the amount of hot bleed air that mixes with cold
use of an ejector (jet) pump. The ejector pump, air from the ACM turbine to maintain the de-
located on the exit side of the heat exchanger, sired temperature. If manual control is se-
is powered by bleed air supplied by the nor- lected, the valve is positioned by movement
mal bleed-air supply. The cluster-type ejector of the manual temperature selector. During
pump consists of a ring of six jets which, manual mode operation, the automatic mode
through venturi effect, induce a flow of ram is disabled. The temperature control system
air across the heat exchangers. In flight, this is pneumatic, using regulated bleed air to po-
induced flow is not necessary. Therefore, a sition the bypass mixing valve. Normal bleed-
logic control panel on the power junction box air supply to the automatic temperature control
receives inputs from the brakes and throttle is from the right engine through a 15-psi reg-
switches to ensure that the ejector pump op- ulator. Manual temperature control uses air
erates only on the ground. When engine power from either engine through the 23-psi surface
is above 85% N 2 and the brakes have been re- deice pressure regulator. If the right engine
leased, the ejector valve is closed. In addi- fails, manual mode must be selected to main-
tion, the ejector pump shutoff valve does not tain cabin temperature. If operating on emer-
open until bleed-air pressure in the normal g e n c y D C p o w e r, t e m p e r a t u r e m a y b e
supply line and in the line between the com- regulated manually (Figure 11-8).
pressor and the turbine reaches 2.8 psid. This
ensures that the turbine shaft is up to speed be- Operation
fore the large amount of air required for op- The temperature control system operates in ei-
eration of the jet pump is taken from the normal ther of two modes: automatic or normal. A
bleed-air supply line. When the ejector pump s o l e n o i d s h u t o ff va l ve , c o n t r o l l e d b y a
valve is not fully closed, the ACM EJECTOR DC-powered selector switch in the cockpit,
ON annunciator will be illuminated. controls mode selection. When energized, the
valve places the system in automatic mode;
Water Separator when deenergized, the system is in manual mode.
A water separator is provided to remove mois-
ture from the conditioned air before it enters
Automatic Mode
the cabin. The conditioned air from the ACM When the selector switch is in AUTOMATIC,
enters the water separator where it is filtered the solenoid shutoff valve is energized to op-
and excess water is removed. The conditioned erate in automatic with the automatic solenoid.
air is then ducted through a check valve into
the cabin ducts for distribution. The moisture Energizing the solenoid shutoff valve blocks
is injected into the air flowing over the heat the 23 psi manual pressure source and opens
exchangers to increase cooling efficiency. the 15 psi autopneumatic line from the auto-
matic temperature control system to the bypass
mixing valve. The automatic control system
regulates the air pressure to control the oper-
ation of the mixing valve to maintain selected
temperature as desired by the flight crew.

FOOT WARMER
VALVE
DEFOG
HI
OFF
LOW
CKPT CABIN
F RECIRCULATING
AIR DUCT
FLOW DISTR
OVHD
HI
MOTOR F OFF
VALVE
(100˚ F) LOW
AIR DUCT OVER HEAT

SENSOR (315° F)
BYPASS MIXING VALVE

(ELECTRICAL IN AUTO MODE)
(PNEUMATIC IN MANUAL MODE)
EMERGENCY BLD AIR

GND/HI
(SQUAT SWITCH IN FLIGHT)
ACM
GROUND VALVE
BYPASS NC BYPASS
AIR NC AIR
NO NO
FLOW CONTROL
SHUTOFF VALVE
(NORMAL)
PRECOOLER PRECOOLER
NORMAL
NO—NORMALLY OPEN (DE-ENERGIZED)
NC—NORMALLY CLOSE (ENERGIZED) LH RH
EMER EMER
GND PRESS ON
OFF
PRESS SOURCE
LEGEND
CONDITIONED AIR FRESH AIR
OVERHEAD DUCTING STATIC AIR
SOLENOID VALVE SPRING-LOADED

HOT BLEED AIR
TO A "FAIL SAFE" POSITION
Figure 11-8. Cabin Air Distribution System

Operating in AUTOMATIC provides overheat exceeds 224°C (435°F), the overheat relay
protection for the ACM air duct outlet. If out- causes all bleed-air valves related to the ACM
let temperature is too high, bias air pressure to close and the emergency pressurization
on the mixing valve is reduced allowing it to valve to open. The ACM will shut down; the
close slightly to decrease temperature. cabin will be pressurized by bleed air from the
Conversely, if the outlet temperature is too left engine. This condition will be indicated
cold, the water separator may freeze and re- by illumination of the EMER PRESS ON an-
strict air flow to the cabin and/or cause ice nunciator and increased noise level in the
chips to flow through the cabin air distribution cabin. If the ACM cools down within 12 sec-
ducts. While operating in AUTOMATIC, if onds, it will revert to normal operation. The
the outlet temperature is becoming too cold, emergency pressurization valve will close. If
bias air pressure is increased, allowing the the overheat lasts longer than 12 seconds, the
mixing valve to open slightly, preventing the emergency lockout relay energizes, and the
water separator from freezing (Figure 11-8). ACM remains inoperative. To reset the system
for normal operation after a shutdown, rotate
the PRESS SOURCE selector to the EMER po-
CAUTION sition and then reselect LH, RH, NORMAL,
or BOTH HI. During an ACM overheat on the
During periods of high tempera- ground, the emergency pressurization valve
ture and high humidity conditions, does not open. It has been deactivated by the
care should be exercised to refrain left main gear squat switch. However, the
from taking off with the tempera- EMER PRESS ON annunciator illuminates.
ture control system in MANUAL Reset procedures are the same as in-flight
and FULL COLD. procedures.
When the emergency pressurization system
Manual Mode is providing cabin pressurization, the pilot
will be unable to control the temperature ex-
When the selector switch is placed in MAN-
cept by modulation of the left throttle.
UAL, the solenoid shutoff valve is deener-
Reducing power on the left engine will re-
gized, opening the pneumatic line from the
duce the temperature and volume of air en-
23-psi manual pressure source to the bypass
tering the cabin. Because the air for emergency
mixing valve through an orifice. Control pres-
pressurization is supplied only by the left en-
sure is regulated by the manual temperature se-
gine, a drastic reduction in left engine power
lector in the cockpit. Clockwise rotation of
could cause an increased cabin altitude.
the manual temperature rheostat increases con-
trol pressure, further opening the bypass mix- The air duct from the ACM to the cabin is pro-
ing valve and increasing air temperature. tected from overheat damage by an overheat
Counterclockwise rotation of the selector de- sensor. If duct temperature exceeds 157°C
creases air temperature. During manual mode (315°F), the AIR DUCT O’HEAT annuncia-
operation, the automatic mode is disabled. tor will illuminate. Illumination of the light
could indicate that the automatic tempera-
While operating in the automatic mode, elec-
ture control function may have driven the by-
trical failure will result in the solenoid shut-
pass mixing valve to the fully open position.
off valve reverting to the manual mode position.
The pilot should select MANUAL on the se-
lector switch and rotate the manual tempera-
System Protection ture control to COLD to close the bypass
mixing valve (the valve closes in approxi-
An overheat sensor installed between the com- mately ten seconds). The TEMP circuit
pressor and turbine sections of the ACM pre- breaker on the left circuit-breaker panel should
vents excessively hot air from entering the be checked for engagement. Electrical power
turbine. If air in the duct between the sections

to the selector switch solenoid is from the The temperature of the air in the supply duct
right crossover bus through the TEMP cir- determines the position of the recirculating air
cuit breaker. Loss of power on that bus or inlet door. At temperatures below 38° C (100°
opening of the circuit breaker automatically F), the door is fully closed and conditioned air
switches the temperature control system to flows through both the overhead and under-
manual mode. floor distribution ducts. With a temperature
above 38° C (100° F), the door is fully open;
If complete main DC electrical failure oc- all of the hot air from the ACM is diverted to
curs, the left and right flow control and shut- the underfloor ducting system. Air from the
off valves revert to the 6-ppm flow position, overhead ducts is now recirculated cabin air
ensuring a constant supply of air for cabin only, which is cooler than the air coming from
pressurization. The emergency pressuriza- the ACM. The air flowing through the over-
tion valve (EMER) and the shutoff and pres- head ducting is distributed and controlled by
sure regulation valve (GND) revert to the manipulation of the individual Wemac out-
closed position. Temperature control reverts lets. Increased airflow through these Wemac
to manual mode. outlets can be obtained by selecting HI or
LOW with the OVHD fan switch on the co-
pilot’s instrument panel. The baggage com-
AIR DISTRIBUTION partment smoke detector duct is also attached
to the overhead fan duct, which requires the
Description fan to be operating any time the aft cabin
The cabin air distribution system consists of baggage/toilet area is unoccupied and the pri-
an overhead conditioned air duct and outlets. vacy curtain is closed (UNs 0002 through
The passenger footwarmer and armrest warmer 0626). On UNs 0627 and subsequent, this re-
manifolds are supplied by an underfloor con- quirement has been eliminated.
ditioned air duct which supplies the wind-
shield defog outlets and the crew side console The air that flows to the underfloor ducting is
outlets. Figures 11-4 and 11-8 illustrate the air divided by the flow divider assembly. Part of
distribution system. The conditioned air en- the air flows to the flight compartment and part
ters the cabin through a single duct and then to the passenger footwarmer and armrest
branches at a flow divider, part going to the warmer manifolds. The position of the flow
cockpit and part going to the main and auxil- bias valve is determined by the AIR FLOW
iary plenums, then on to the passenger section. DISTR selector (Figure 11-3). It is a five-po-
Air circulation through both the overhead sition selector that allows selection of in-
ducting and underfloor ducting can be increased or decreased airflow to the cabin or
creased by actuating the overhead fan and cockpit. For example, selecting the CKPT po-
defog fans, respectively. sition diverts most of the air to the flight com-
partment, while selecting CABIN diverts most
of the air to the armrest and footwarmer man-
Operation ifolds. Using the defog fan in conjunction
With the engines operating, selecting a source with the flow divider increases the airflow to
of bleed air for the ACM with the PRESS the flight compartment. Maximum flow can be
SOURCE selector provides conditioned air obtained by selecting CKPT with the AIR
to the cabin (excluding EMER and OFF posi- FLOW DISTR selector and selecting HI with
tions). The air flows from the water separator the defog fan switch. The defog fan switch is
through ducting to the cabin, passing through located adjacent to the overhead fan switch on
a check valve at the aft pressure bulkhead. the copilot’s instrument panel and has three po-
sitions: HI, OFF, and LOW. The pilot’s foot-
wa r m e r o u t l e t m u s t b e c l o s e d t o o b t a i n
maximum defogging at the windshields. When
the footwarmer outlet is closed, a side window

defog valve is also closed, preventing moist

air from finding its way into the area between
the side windowpanes and condensing as it
meets the cold-soaked outer pane of glass.
SUPPLEMENTAL COCKPIT
VENTILATION
Two fans (one fan on some airplanes) are in-
stalled in the forward cabin divider: one in the
right divider and one in the left divider except
on airplanes with a forward deluxe refreshment
center. Air flows from the passenger com-
partment through the fans to the crew com-
partment. Figure 11-9 shows the cockpit
ventilation fan outlets.
Figure 11-10. OVHD Fan Switch
air by the hot-soaked distribution ducting. It

is intended for cooling purposes only and may
be used only below 10,000 feet. The right gen-
erator must be operable to power the system.
Operation
The FLOOD COOLING control switch (Figure
11-12) is located next to the pressurization
Figure 11-9. Cockpit Fan Outlets controller on the center panel in the cockpit. It
is a two-position switch labeled ON and OFF.
The fans are controlled by the OVHD fan
switch located on the copilot’s panel (Figure
11-10). The switch has three positions: HI,
OFF, and LOW.
OPTIONAL FLOOD COOLING

General
The flood cooling system provides an air out-
let grille on the upper aft pressure bulkhead
to supply a high volume of cool air directly
from the ACM (Figure 11-11). It bypasses the
normal overhead and underfoot duct system
and eliminates the heating of the conditioned Figure 11-11. Flood Cooling Outlet

OPTIONAL FREON AIR

CONDITIONING (ZEPHYR)
General
An optional Freon air-conditioning system is
available as a factory installation (Fort Worth
Airworks Freon STC). The Freon air condi-
tioner assists in rapid cooling of the airplane.
It is usable on the ground and up to an altitude
of 18,000 feet. This unit delivers 16,500 BTUs
of cold air through dual evaporators and dual
blower fans. The outlet blower ducts are lo-
cated on the floor in the aft cabin (Figure
11-13) and the forward cabin.
These outlets are louvered to direct cold air for-

ward from the aft cabin outlet, and both for-
ward and aft from the forward cabin outlet. The
Figure 11-12. FLOOD COOLING Switch forward outlet directs air into the cockpit and
into the cabin.
When the FLOOD COOLING switch is in
OFF, the conditioned air is directed through
the normal distribution system. When the
switch is placed to the ON position, the con-
ditioned air is blocked off from the normal dis-
tribution system; all conditioned air is directed
into the flood cooling duct.
Installed in the flood duct is a DC-powered

axial blower which increases the flow of air.
At low power settings, with the FLOOD
COOLING switch selected ON, the ACM does
not supply enough conditioned air to the Figure 11-13. Aft Blower Ducts
blower, so it draws in ambient air from the tail
cone and mixes it with the conditioned air. The Freon compressor is located in the tail
cone. The total air-conditioning package
As the engine power is increased, thus in- weighs approximately 85 pounds and has
creasing the supply of conditioned air, the a negligible effect on airplane CG due to
ambient air check valve closes. All of the air location of the compressor and associated
entering the cabin is then conditioned air. components.
The flood cooling control is wired directly to
the right generator through a 20-ampere cir- Operation
cuit breaker. Therefore, the right generator The Freon air-conditioning control panel is lo-
must be operating in order for flood cooling cated on the copilot’s instrument panel (Figure
to function. This prevents use of the flood 11-14). The MODE switch, with positions
cooling fan on the ground before engine start labeled A/C, FAN, and OFF, controls power
to prevent battery depletion. to the system. Two fan switches, labeled AFT
FAN and FWD FAN, control blower speeds.

An amber COMP ON light, when illuminated, Placing the MODE switch in the FAN position
indicates compressor engagement. turns on the forward blower and leaves the
compressor off (COMP ON light is out). The
forward blower may be operated in high or low
speed, depending on the FWD FAN switch
position (HI or LO). The aft blower may be op-
erated in high or low speed or turned off, de-
pending on the AFT FAN switch position (HI,
LO, or OFF). The blowers may be used at any
time to increase ventilation.
Placing the MODE switch in A/C powers the

compressor and the forward blower. The twist-
dimmable COMP ON light illuminates any
time the compressor is operating. The system
may not be used in the A/C mode above 18,000
feet. The aft blower may be operated in high
or low speed or turned off in A/C mode.
A ground auxiliary power unit or both gener-

ators must be on line to operate the air-
c o n d i t i o n i n g s y s t e m . T h e s y s t e m d r aw s
approximately 90 amperes with the compres-
sor operating. A 15-ampere circuit breaker
Figure 11-14. Freon System Control Panel for the Freon system is located on the left
circuit-breaker panel in the cockpit.

QUESTIONS
1. When controlling the cabin temperature 5. Closing the footwarmers on descent:
with the manual temperature switch, the A. Cuts off airflow to the windshields
mixing valve is positioned from full hot
B. C u t s o ff a l l f r e s h a i r t o t h e s i d e
to full cold in approximately:
windows
A. 18 seconds C. Increases airflow to the side windows
B. 6 seconds for defogging on descent
C. 3 seconds D. Results in side window fogging
D. 10 seconds
6. The source of bleed air when the EMER
2. The AIR DUCT O’HEAT annunciator PRESS ON annunciator is illuminated in
light illuminates when the: flight is:
A. ACM shuts down. A. Either the left or right engine
B. Temperature of air in the duct to the B. The left engine only
cabin is excessive. C. The right engine only (provided that
C. Temperature of the air going to the the GND position is not selected)
windshield is excessive. D. Ram air
D. EMER source is selected unless the
left throttle is retarded. 7. The OAT is 90° F; as the airplane passes
through 4,000 feet on climbout, the
3. If the ACM overheat switch has activated EMER PRESS ON light illuminates, and
and the ACM has shut down, it may be the noise level in the cockpit increases:
reset by placing the PRESS SOURCE se- A. The ACM has shut down due to an
lector in: ove r h e a t ; s e l e c t E M E R w i t h t h e
A. EMER PRESS SOURCE selector and a cooler
B. GND temperature with the automatic
C. NORMAL temperature selector.
D. Either LH or RH B. The ACM has shut down; turn the
PRESS SOURCE selector OFF, and
call for the checklist.
4. Selecting the HI position with the OVHD
fan switch: C. The ACM has shut down due to an
overheat; adjust to a warmer temper-
A. Increases the airflow from the over- ature, select EMER with the PRESS
head ducts SOURCE selector, and call for the
B. Increases airflow from the underfloor checklist.
ducts D. The ACM has not shut down; select
C. Increases the airflow in the wind- MAN and full cold to cool it down,
shield defog system thus preventing damage.
D. Keeps the toilet area ventilated

CHAPTER 12
PRESSURIZATION
CONTENTS
Page
INTRODUCTION ................................................................................................................ 12-1
GENERAL ........................................................................................................................... 12-1
SYSTEM DESCRIPTION ................................................................................................... 12-2
Pressurization Controller .............................................................................................. 12-2
Outflow Valves .............................................................................................................. 12-4
Operation ...................................................................................................................... 12-4
QUESTIONS ........................................................................................................................ 12-6

ILLUSTRATIONS
Figure Title Page

12-1 Pressurization System (Airborne) ......................................................................... 12-3
12-2 Pressurization Controls and Indicators .................................................................. 12-4
12-3 Manual Emergency Dump Valve .......................................................................... 12-4

CHAPTER 12
PRESSURIZATION
INTRODUCTION
The pressurization system on the Citation II is used to maintain a lower cabin (pressure
vessel) altitude than actual airplane altitude. This is accomplished by controlling the
amount of air allowed to escape overboard from the cabin. On the Citation II, the pres-
surization and air-conditioning systems employ a common airflow; therefore, cabin
pressurization is accomplished with conditioned air.
GENERAL
Two elements are required to provide cabin The cabin pressure control system includes a
pressurization. One is a constant source of pressure controller, two outflow valves, two
air. The other is a method of controlling the cabin altitude limit valves, and a pneumatic
flow of air into or out of the airplane to achieve relay. An emergency dump valve and a regu-
the desired differential pressure and resultant lated vacuum supply complete the cabin pres-
cabin altitude. In the Citation II, the inflow of sure control system.
air to the cabin is fairly constant (through a
wide range of engine power settings), and the Cabin pressurization is obtained by releasing
outflow of air is controlled by the two outflow conditioned air under pressure into the fuse-
valves located on the aft pressure bulkhead. lage and limiting the rate at which the air is

exhausted to the atmosphere. The purpose of Solenoids B and C are two-way, two-position,
the pressurization control system is to keep normally closed valves. The valves are ener-
the cabin of the airplane as near sea level gized open when either throttle is below 80%
pressure as possible throughout the varying N 2 and the airplane is on the ground.
altitudes during flight. The pressurized area
of the airplane can be maintained at sea level The three solenoid air valves are connected to
pressure up to a flight altitude of approxi- the airplane electrical system through the
mately 23,000 feet and at a pressure altitude NORM PRESS circuit breaker on the left
of approximately 8,000 feet while the air- circuit-breaker panel. Ground for the valves’
plane is at 43,000 feet. These pressures im- circuitry is completed through two parallel
pose a normal cabin-to-atmosphere pressure throttle switches on the aft quadrant and the
differential up to 8.8 psi on the airplane left gear squat switch. These three solenoid
structure. valves are further discussed under Operation.
Ram air is used to provide positive pressure It is the function of the controller to meter
to the tail cone (relative to outside static pres- control air (vacuum) to the outflow valves so
sure) to preclude entry of any external fluids. that desired cabin altitude and rate of climb are
achieved. The controller consists of two cham-
bers separated by a movable diaphragm. One
chamber senses cabin pressure while the other
SYSTEM DESCRIPTION chamber references ambient pressure outside
the pressure vessel. Pressure differences be-
PRESSURIZATION tween the two chambers, resulting from
CONTROLLER changes in altitude, cause the diaphragm to
move and route control air to the pneumatic
The pressurization control system uses a vari- relay. The pneumatic relay amplifies this sig-
able isobaric controller to drive two identical nal and, in turn, controls the two outflow
outflow valves through a compensated pneu- valves. Cabin pressure is then increased or
matic relay (Figure 12-1). Both outflow valves decreased until equilibrium between the two
modulate the flow of air discharging from the chambers is established. Desired cabin altitude
cabin during normal operation. Either or both is selected by rotating the cabin altitude se-
valves open automatically if required to pro- lector knob. This applies a spring bias to the
vide positive pressure relief protection. Each movable diaphragm and changes the pressure
valve is connected to a cabin altitude limit between the two chambers causing cabin pres-
control unit, which automatically overrides sure altitude to climb or descend.
any pressurization control system failure that
would cause cabin altitude to exceed 13,000 The rate at which the cabin climbs or descends
±1,500 feet. is controlled by the cabin rate knob. This valve
bleeds air between the two sealed chambers
The system incorporates three solenoid valves and, in conjunction with an isobaric bellows,
that are functional primarily during ground op- determines the rate at which the spring pressure
erations (Figure 12-1). Solenoid A, located on is applied to the movable diaphragm when a new
the controller, is a normally open valve that is cabin altitude is selected.
energized closed when either or both throttles
are above 85% N 2 and the airplane is on the The cabin altimeter and cabin rate-of-change
ground. This valve remains closed during the indicators are located on the center pedestal,
takeoff roll to disable the rate-control function adjacent to the pressurization controller
of the controller and allow the pneumatic relay (Figure 12-2). The cabin altimeter presents
to control pressurization. existing cabin altitude on the outer scale and

4 MAXIMUM
3
80%/85% N2 5 PRESSURE
MICROSWITCHES DIFFERENTIAL
AL
30
N
28
BI
T-
CA
VALVE
FT.
X10
PNEUMATIC
FT
"B" OUTFLOW
AC
00
FULL
VALVE RELAY VALVE
N.C. CABIN
H CABIN
R CO
NTROLLER
ALTITUDE
O LIMIT VALVE

T CABIN FILTER
T
L RATE
E
IDLE
"A"
OFF
VALVE
N.O.
CABIN
ALTITUDE
LIMIT VALVE
"C"
VALVE OUTFLOW
N.C. MAXIMUM VALVE
PRESSURE
DIFFERENTIAL
VALVE
E LEGEND
M
E VACUUM
R
VACUUM D AMBIENT AIR
EJECTOR MANUAL U
M CONDITIONED AIR
DUMP P
VALVE CONTROLLED VACUUM
N.O.—NORMALLY OPEN, DE-ENERGIZED
N.C.—NORMALLY CLOSED, DE-ENERGIZED SERVICE BLEED AIR
AIRBORNE MODE FOR VACUUM EJECTOR
12-3
Figure 12-1. Pressurization System—In Flight Mode (Deenergized)

pressure differential on the inner scale. The in the cabin altitude limit valves, they open and
pressure differential needle indicates multiple allow cabin air to enter the control air line, re-
malfunctions of the outflow system if a pres- ducing the vacuum. This causes the out-flow
sure differential in excess of 8.8 psi is shown valves to move toward the closed position and
on the gage. The cabin rate-of-change indica- reestablish cabin pressure. A manual emer-
tor shows the rate at which the cabin is as- gency dump valve (Figure 12-3) located in the
cending or descending. vacuum line can be utilized to route vacuum di-
rectly to the outflow valves and dump all cabin
pressure in case of an in-flight emergency.
Figure 12-2. Pressurization Controls

and Indicators
OUTFLOW VALVES Figure 12-3. Manual Emergency

There are two forces at work on the outflow Dump Valve
valves at all times. The first is a spring which
is always attempting to close the respective The dump valve lever is covered by a guard to
valve, restricting the outflow of air and causing prevent accidental operation.
the cabin to descend, or pressurize. Offsetting
this spring is the control air (vacuum) regulated The outflow valves are calibrated to regulate
by the cabin pressure controller and amplified cabin differential pressure at 8.7 ±0.1 psi.
by the pneumatic relay. This tends to pull the During taxi mode operation, vacuum through
outflow valve off the seat allowing air to escape, solenoid “C” is routed directly to fully open
climbing, or depressurizing, the cabin. In the both outflow valves, assuring the airplane is
event that control vacuum should exceed lim- depressurized during all ground operations.
its due to a malfunction, cabin altitude limit This is accomplished by solenoid valve “C”
valves are provided to prevent cabin altitude being energized open by the left squat switch
from exceeding 13,000 ±1,500 feet. If the con- and either or both throttles being below 80%
trol vacuum exceeds the barometric reference N 2 (see Figure 12-1).

OPERATION full-open signal provided by the solenoid valve

has little effect. This feature ensures the cabin
Prior to takeoff, the desired cruise altitude is unpressurized for ground operations.
plus 1,000 feet is selected on the pressurization
controller dial labeled ACFT (see Figure 12-2). Since the only electrical circuit involved in the
Cabin altitude at this cruise altitude is then pressurization system is the takeoff and land-
displayed on the adjacent scale labeled “CABIN.” ing function of the squat switch and throttle
Position the rate control selector so that the switches, loss of electrical power does not af-
pointer falls within the nominal white arc. fect the ability to pressurize or depressurize
the airplane in flight.
During the takeoff roll, advancement of the
throttles above 85% N 2 causes the three However, if the airplane vacuum system fails,
solenoid valves to close, moving the outflow the pressure controller becomes inoperative,
valves into the controlling range and trapping the outflow valves close, and the cabin pres-
ambient pressure for reference by the pneu- sure is maintained at 8.8 psid (full differen-
matic relay. This action removes applied air- tial) by the differential pressure limiters
plane vacuum from the outflow valves (C installed in each outflow valve. Partial de-
closed), permitting the pneumatic relay to as- pressurization may be accomplished by se-
sume control (B closed). The result is that the lecting LH or RH on the source selector and
outflow valves are positioned partially closed, reducing the appropriate throttle. This cuts
allowing the cabin to repressurize to approx- source air from 12ppm (156 cu ft per minute)
imately 60 feet below field pressure altitude. to less than 6ppm (78 cu ft per minute) flow
The rate control function of the controller is rate. Full depressurization is completed by
disabled (A closed) to provide the pneumatic selecting OFF on the source selector which
relay with a field altitude pressure as a refer- stops all air flow into the pressure vessel. This
ence signal during takeoff roll, until lift-off. allows existing differential pressure to mod-
The net result is that the outflow valves and erately leak out to achieve zero differential
control elements are in the controlling posi- pressure before touchdown.
tion at lift-off and provide sufficient pressur-
ization to prevent a pressure bump at lift-off.
After lift-off, all solenoids are deenergized
(A open, B and C closed) and normal control
of cabin pressurization and rate is returned to
the controller.
When preparing to land, the crew should se-

lect 200 feet above the landing field pressure
altitude on the controller and a rate compati-
ble with the intended rate of descent. When the
cabin reaches the selected altitude, the system
maintains the cabin at 200 feet above field
pressure altitude until the airplane descends
below this level. The valves are controlled
open as the airplane passes through the 200-
foot level, assuring an unpressurized cabin
during landing.
At touchdown, with the throttles at less than

the 80% N 2 position, the left landing gear
squat switch opens solenoid valve C. With the
a i r p l a n e p r ev i o u s l y u n p r e s s u r i z e d , t h e

QUESTIONS
1. Pressurization of the airplane is normally 4. The landing gear squat switch causes the
maintained by: airplane to completely depressurize while
A. Controlling the amount of air enter- on the ground by opening a solenoid
ing the cabin valve, routing vacuum directly to:
B. Controlling the amount of air escap- A. Both outflow valves
ing the cabin B. The pressure controller
C. Modulating the temperature of the C. The cabin altitude limit valve
ACM D. The emergency dump valve
D. Manipulating the throttles
5. While cruising at FL 350 the airplane vac-
2. If the main vacuum source to the pres- uum system fails. The cabin altitude:
surization controller is lost, the airplane A. Immediately goes to 13,500 feet
pressure differential will:
B. Remains at approximately 10,000 feet
A. Go to zero as the airplane depressurizes (as set by the limiters)
B. Go to maximum limits as allowed by C. Rapidly approaches 35,000 feet
the outflow valves D. Decreases to a value as determined
C. Stabilize at about 13,500 feet as con- by the maximum differential pressure
trolled by the altitude limit valve
D. Cause the passenger oxygen system to
activate
3. The emergency dump valve:

A. Fail-safes open if electrical power
is lost
B Is effective whether vacuum is avail-
able or not
C. Is intended for ground use only in the
event of a vacuum failure
D. Depends upon vacuum to have any
effect on pressurization

CHAPTER 13
HYDRAULIC POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 13-1
GENERAL ............................................................................................................................ 13-1
MAJOR COMPONENTS .................................................................................................... 13-2
Reservoir ....................................................................................................................... 13-2
Pumps ............................................................................................................................ 13-2
System Bypass Valve .................................................................................................... 13-2
Firewall Shutoff Valves ................................................................................................. 13-2
Filters ............................................................................................................................ 13-4
Flow Switches ............................................................................................................... 13-4
OPERATION ........................................................................................................................ 13-4
HYDRAULIC SUBSYSTEMS ............................................................................................ 13-6
THRUST REVERSERS (OPTIONAL) ................................................................................ 13-6
General .......................................................................................................................... 13-6
Protection ...................................................................................................................... 13-6
Control .......................................................................................................................... 13-6
Indication ...................................................................................................................... 13-7
Operation ..................................................................................................................... 13-8
Emergency Stow ........................................................................................................... 13-9
QUESTIONS ...................................................................................................................... 13-10

ILLUSTRATIONS
Figure Title Page

13-1 Hydraulic Reservoir .............................................................................................. 13-3
13-2 Hydraulic Servicing Connections ......................................................................... 13-2
13-3 ENG FIRE Switchlights ........................................................................................ 13-2
13-4 Hydraulic System Schematic ................................................................................ 13-5
13-5 Thrust Reversers .................................................................................................... 13-6
13-6 Thrust Reverser Schematic .................................................................................... 13-7
13-7 Thrust Reverser Levers .......................................................................................... 13-7
13-8 Emergency Stow Switches and Indicator Lights ................................................... 13-8

CHAPTER 13
HYDRAULIC POWER SYSTEM
INTRODUCTION
The Citation II hydraulic system is pressurized by two engine-driven pumps, one on each
engine. The system provides pressure for three subsystems: landing gear, speedbrakes,
and optional thrust reversers. System operation is monitored by annunciator lights.
GENERAL
The hydraulic system is classified as “open conditions. Fluid is filtered prior to entering a sub-
center,” bypassing pump output to return with system and enroute to the reservoir.
essentially no buildup of pressure. Fluid by-
passing ceases and pressure is provided when Annunciator lights warn of low fluid level in
operation of a subsystem is initiated. the reservoir, low hydraulic pressure, and
indicate when the system is pressurized. (All
The pumps are supplied with fluid through annunciators are shown in the Annunciator
electric motor-operated firewall shutoff valves Panel section.)
controlled from the cockpit.
The wheel brake system is hydraulically
The reservoir is pressurized to provide an adequate powered by a separate, completely indepen-
supply of fluid to the pumps under all operating dent hydraulic system.
DECEMBER 1996 FOR TRAINING PURPOSES ONLY 13-1

MAJOR COMPONENTS PUMPS

The constant-volume gear pumps, driven by
RESERVOIR the accessory section of the engines, are rated
at 3.25 gpm each. The pumps are in operation
The reservoir (Figure 13-1) is mounted in the when the engines are operating. Either pump
tail cone area on the engine carry-through is capable of operating all subsystems.
beams. It is pressurized to 15–16 psi by hy-
draulic system pressure applied to a small pis-
ton in the reservoir neck. When the hydraulic SYSTEM BYPASS VALVE
system is not under pressure, an internal spring
The solenoid-operated system bypass valve
provides 2.7–4.0 psi pressure on the fluid.
is the heart of the system. It is spring-loaded
open to route pump output to the return line.
A visual fluid level indicator on the aft end in-
When energized by selecting the operation of
dicates FULL when properly serviced with
a subsystem, the valve electrically closes and
0.5 gallon of fluid, OVERFULL at 0.65 gallon,
hydraulic pressure is produced. If electrical
or REFILL at 0.2 gallon. If the fluid level
power is interrupted, the valve fails “open”.
drops to 0.2 gallon, the amber HYD LEVEL
A mechanical relief valve in parallel with the
LO annunciator illuminates. Checking
bypass valve maintains the system pressure at
reservoir fluid level is an exterior inspection
a maximum of 1,500 psi.
item. A relief valve on top of the reservoir
opens at approximately 30 psi to prevent over-
pressurization. It can be manually opened for FIREWALL SHUTOFF VALVES
bleeding or fluid release.
A hydraulic firewall shutoff valve is installed
To service the reservoir, pressurizing equip- in the supply line to each hydraulic pump.
ment such as a hydraulic mule or hand- The valves are electric motor operated and
operated pump must be used. Servicing are controlled by ENG FIRE switchlights on
connections are provided on the right under- the glareshield (Figure 13-3).
side of the fuselage below the right engine
(Figure 13-2).
BOTTLE 1 LH ENG RH ENG BOTTLE 2
ARMED FIRE FIRE ARMED
PUSH PUSH PUSH PUSH
Figure 13-2. Hydraulic Servicing

Connections Figure 13-3. ENG FIRE Switchlights

Figure 13-1. Hydraulic Reservoir

The valves are normally kept open and are Pump output flow, through the flow switch,
closed only in the event of an engine fire or to opens a circuit to extinguish the LH or RH HYD
perform maintenance tests. Valve closing is in- FLOW LOW or HYD PRESS LO L/R light .
dicated by illumination of the respective amber
F/W SHUTOFF (L or R) annunciator. Assuming that no subsystem is being operated,
the deenergized system bypass valve is open,
bypassing pump output to return. As the second
FILTERS engine is started, the remaining HYD FLOW
The system incorporates three fluid filters, LOW annunciator is extinguished.
two for filtering fluid leaving the pumps and
one for filtering return fluid prior to entering When the operation of any subsystem is initi-
the reservoir. Each filter incorporates a bypass ated, a circuit is completed to energize the sys-
valve that opens at 100 psid if the filter ele- tem bypass valve to the closed position (closed
ment clogs. There is no cockpit indication of center). As pressure increases, the HYD PRESS
any filter bypass. ON annunciator illuminates. System pressure
is limited to 1,500 psi as the system relief valve
opens. When the selected operation is com-
FLOW SWITCHES pleted, the circuit to the system bypass valve
opens. The deenergized valve spring-loads to
A flow switch installed in each pump pressure
the open position, again bypassing pump out-
line controls the HYD FLOW LOW LH/RH an-
put to return. The system depressurizes, and the
nunciator (labeled “ HYD PRESS LO L/R” on
HYD PRESS ON annunciator goes out. The
UNs 0050 through 0505). As flow from a pump
system remains in the essentially unpressurized
exceeds 1.33 gpm, a circuit opens to extinguish
(open center) condition until another subsystem
the applicable annunciator. Decreasing flow to
is selected for operation.
0.35–0.55 gpm will close the circuit, illumi-
nating the annunciator. A check valve in the
When an engine is shut down, the applicable
flow switch prevents backflow into the pump.
HYD FLOW LOW annunciator illuminates.
With both engines shut down, both HYD
On UNs 0002 through 0049, the flow switch
FLOW LOW annunciators illuminate. Loss
incorporates a differential pressure switch.
of a pump during system operation is indicated
When a differential pressure of 25 psi or more
by illumination of the applicable annunciator.
exists, the pressure switch will close to illu-
minate the amber HYD PRESS LO annunci-
Depressing an ENG FIRE switchlight closes the
ator related to the pump that has low pressure
hydraulic shutoff valve and the fuel shutoff
when the system is in “open center” mode.
valve for that engine, which illuminates the re-
When the system is fully pressurized (1,500
spective LH/RH F/W SHUTOFF annunciator
psi), a differential of 170 psi or more will
light. In addition, the generator is electrically
cause the pressure switch to illuminate the
disconnected as the field relay trips, and the fire-
light. In this system, both HYD PRESS LO
extinguishing system is armed.
lights cannot be on simultaneously.
OPERATION
When an engine is started, the pump draws
fluid from the reservoir through the normally
open firewall shutoff valve (Figure 13-4).

F F
LANDING HYD FLOW
LOW
GEAR
LH RH
SPEED
BRAKES
EXTEND
THRUST
SPEED
REVERSERS BRAKE
SYSTEM EXTEND

BYPASS RETRACT
VALVE
PRESSURE
P
RELIEF VALVE
HYDRAULIC
PUMP
HYDRAULIC HYDRAULIC
PUMP PUMP
LEGEND
LOW PRESSURE HYD LOW F/W
LEVEL SHUT OFF
RETURN
HYD LH RH
PRESS ON
SUPPLY
FILTER
13-5
Figure 13-4. Hydraulic System Schematic

HYDRAULIC are maintained in the stowed position by an

overcenter condition of the operating bar
SUBSYSTEMS mechanism.
Hydraulically powered subsystems include PROTECTION

landing gear, speedbrakes, and optional thrust
reversers. Thrust reversers are discussed in A solenoid lock in the throttle quadrant pre-
this chapter. Application of hydraulic power vents increasing reverse thrust RPM until the
to the other two subsystems is presented in associated reverser reaches the fully deployed
Chapter 14, Landing Gear and Brakes, and in position. A throttle feedback system will move
Chapter 15, Flight Controls. the FCU lever and throttle to idle if the re-
versers deploy inadvertently.
THRUST REVERSERS Thrust reverser operation is limited to ground

operations only. The control circuitry is wired
(OPTIONAL) through the squat switches of the left and right
main landing gear (Figure 13-6).
GENERAL
NOTE
The Citation II may be equipped with hy-
draulically operated, electrically controlled, Following an inadvertent deploy-
target-type thrust reversers (Figure 13-5) to as- ment of the reversers, the intercon-
sist deceleration during a landing roll. necting linkage may be out of rig,
and full throttle power may not be
When deployed, the reversers are maintained possible. A maintenance check
in position by hydraulic pressure. should be requested to determine the
cause of the inadvertent operation,
In normal operation, hydraulic pressure is and the rigging of the feedback
isolated when the reversers are stowed. They system should be checked and reset.
STOWED DEPLOYED
Figure 13-5. Thrust Reversers

ARM S EMER. EMER. S ARM

T T
O O
UNLOCK W T
H
W UNLOCK
MASTER R
S O S
DEPLOY W NORMAL WARNING T NORMAL W DEPLOY
RESET T
L
E
S
IDLE
OFF
ISOLATION ISOLATION
VALVE VALVE
P P
THRUST THRUST
REVERSER REVERSER
CONTROL CONTROL
VALVE VALVE
LEGEND
FULL PRESSURE
RETURN
Figure 13-6. Thrust Reverser Schematic — Stowed
CONTROL
The thrust reversers are controlled by reverser
levers (Figure 13-7) piggyback-mounted on the
throttles. Each reverser lever has three posi-
tions—full forward or stow, a detented re-
verse idle (deploy) position, and full aft or
reverse thrust position.
When a reverser lever is moved to the reverse

idle (deploy) position, the solenoid lock (men-
t i o n e d e a r l i e r ) w i l l p r ev e n t f u r t h e r a f t
movement until the reverser is fully deployed.
Figure 13-7. Thrust Reverser Levers
A microswitch in the throttle quadrant pro-
vides for electrical control. The switch is closed draulic system, and (3) energize the reverser
when the reverser lever is moved from the stow control valve to the deploy position, provided
position, applying power to (1) close the hy- a ground is provided by either squat switch.
draulic bypass valve and pressurize the hy-
draulic system, (2) open the hydraulic isolation
valve and direct pressure to the reverser hy-

INDICATION OPERATION
E a c h r ev e r s e r h a s t h r e e l i g h t s o n t h e After landing, when the throttles are at idle and
glareshield panel—ARM, UNLOCK, and DE- the nosewheel is on the ground, raise the thrust
PLOY (Figure 13-8). The amber ARM light reverser levers to the idle deploy detent. The
circuit is completed by a pressure switch which ARM lights and the HYD PRESS ON light
indicates hydraulic pressure is available to will come on, followed almost immediately by
the reverser control valve. In addition to the the UNLOCK lights and within 1.5 seconds,
three reverser lights, a fourth light on the an- t h e D E P L OY l i g h t s . T h e r eve r s e r l eve r
solenoid lock will release. The reverser lever
may now be moved aft to accelerate the engine
if so desired. This last movement acts only on
the FCU to increase thrust in reverse. The en-
gine throttles themselves are held in idle by a
mechanical interlock in the pedestal. While re-
verse thrust is maintained, the ARM, UN-
LOCK, and DEPLOY lights will remain on, as
will the HYD PRESS ON light.
As the airplane decelerates toward 60 KIAS,

reverse thrust should be decreased to achieve
idle reverse power at 60 knots. The thrust re-
verser indicating lights and the HYD PRESS
ON light will all remain on. Reverse idle may
be maintained to assist further deceleration by
drag and attenuation of thrust.
To stow the reverser, move the reverser lever

fully forward and down. This energizes the
Figure 13-8. Emergency Stow Switches control valve to the stow position, which di-
and Indicator Lights rects hydraulic pressure to the stow side of the
reverser actuators. The DEPLOY light will
go out, followed almost immediately by the
nunciator panel labeled HYD PRESS ON will UNLOCK, ARM, and HYD PRESS ON lights,
come on to indicate that the hydraulic bypass indicating that the reverser doors are in the
valve is closed and the hydraulic system is fully stowed position.
pressurized.
Figure 13-6 illustrates hydraulic operation of
The amber UNLOCK light circuit is com- the thrust reverser system.
pleted by a microswitch which closes when the
reverser mechanism initially moves from the
mechanically locked stowed position. CAUTION
Do not attempt to restow reversers
The white DEPLOY light indicates the re-
and take off once reversers have
verser door mechanism has reached the fully
started to deploy. Throttle linkage
deployed position.
damage may occur, resulting in loss
of power or flameout.
Electrical power for the left thrust reverser is
from the left extension bus and for the right
thrust reverser from the right crossover bus.

If either an ARM or UNLOCK light comes on

CAUTION in flight, the master warning system will also
Deployment of the thrust reversers, come on.
especially at higher-than-normal
landing speeds, causes a noseup NOTE
pitching moment which must be
countered by forward pressure on For all normal and emergency
the control yoke. If not countered, procedures, consult the AFM.
this could lead to a “porpoise” and
possible nosewheel damage. The LH thrust reverser uses left main DC
through the LH thrust reverser CB for normal
stow-deploy operation but uses power from the
EMERGENCY STOW right main DC through the RH thrust reverser
circuit breaker for emergency stow.
General
If a fire switch light is pushed for test or for
An emergency stow system is incorporated engine fire, the isolation valve is deenergized
which bypasses the normal sequencing system. closed and the respective engine’s reversers
This system is used in case of an inadvertent cannot be hydraulically deployed.
deployment in flight or if the normal stow
system fails.
Control
A two-position switch (Figure 13-8) for each
reverser is located inboard of the reverser
lights. The switch is labeled STOW SW and
has positions labeled EMER and NORMAL.
Moving a STOW switch to the EMER position
will close the hydraulic bypass valve and cause
the control valve to energize to the stow po-
sition. If the reversers are deployed, the HYD
PRESS ON light will come on and the reverser
lights will go out in the sequence DEPLOY and
UNLOCK. The HYD PRESS ON light and the
ARM light will remain on continuously in the
stow position. The reverser is held stowed
with continuous hydraulic pressure (mechan-
ical overcenter stow locks may be inopera-
ble).This system is checked before each flight
following a normal deploy cycle.

QUESTIONS
1. The system bypass valve is: 6. The reservoir quantity indicator is lo-
A. Spring-loaded closed cated:
B. Spring-loaded open A. I n t h e r i g h t f o r w a r d b a g g a g e
C. Energized closed compartment
D. Both B and C B. On the copilot’s instrument panel
C. On the right engine near the oil filter
2. Depressing an ENG FIRE switchlight: D. In the tail cone area
A. Shuts off hydraulic fluid to the pump
7. Reservoir fluid level below 0.2 gallon is
B. Trips the generator field relay
indicated by illumination of the:
C. Arms the fire-extinguishing system
A. L or R HYD LEVEL LO annunciator
D. All of the above
B. HYD PRESS ON annunciator
3. Closing of a hydraulic firewall shutoff C. HYD LEVEL LO annunciator
valve is indicated by: D. L H o r R H H Y D F L OW L OW
annunciator
A. A warning horn
B. Illumination of the applicable F/W
8. Hydraulic system operation is indicated
SHUTOFF annunciator if the fuel
by illumination of the:
shutoff valve also closes
C. Illumination of the HYD PRESS ON A. HYD LEVEL LO annunciator
annunciator B. HYD PRESS ON annunciator
D. None of the above C. L or R HYD LEVEL LO annunciator
D. L H o r R H H Y D F L OW L OW
4. When using one of the subsystems, if annunciator
normal DC power is lost, the system by-
pass valve: 9. Of the following statements concerning
A. Spring-loads to the closed position the hydraulic system, the correct one is:
B. Is not affected A. The HYD PRESS ON annunciator il-
C. Spring-loads to the open position luminates any time the engine-driven
pumps are operating.
D. None of the above
B. A HYD PRESS ON annunciator illu-
minating while the gear is extending
5. The hydraulic system provides pressure
may indicate a failed hydraulic pump.
to operate the:
C. The HYD LEVEL LO annunciator il-
A. Landing gear, speedbrakes, and thrust luminates whenever reservoir fluid
reversers level is 0.5 gallon.
B. Landing gear and speedbrakes only D. A HYD FLOW LOW annunciator
(all airplanes) illuminating may indicate a failed hy-
C. Antiskid brakes, landing gear, and draulic pump.
flaps
D. Speedbrakes, landing gear, and wheel
brakes

10. The thrust reversers: 12. The incorrect statement regarding the
A. M a y b e d e p l o y e d o n l y w h e n t h e use of thrust reversers is:
throttles are in IDLE A. They may be used in flight to slow the
B. M u s t h ave b o t h e m e rg e n cy s t ow airplane.
switches in EMER for takeoffs to B. They should not be used on touch-
guard against inadvertent deployment and-go landings.
during that critical phase of flight C. The reversers must be in idle reverse
C. May be left in idle reverse until the by 60 KIAS.
airplane is brought to a full stop D. Thrust reverser airplanes have two
D. Both A and C squat switches.
11. When normal deployment of the thrust re- 13. The MASTER WARNING lights:
versers is obtained, the following an- A. Have nothing to do with the reverser
nunciator lights should be illuminated: system
A. ARM, UNLOCK, DEPLOY B. Wi l l i l l u m i n a t e i f a n A R M l i g h t
B. DOOR NOT LOCKED, ARM, UN- illuminates while in flight
LOCK, DEPLOY C. Will illuminate if the HYD PRESS
C. HYD PRESS ON, ARM, UNLOCK, ON light remains illuminated after
DEPLOY the DEPLOY light is illuminated
D. DOOR NOT LOCKED, HYD PRESS D. Will illuminate if a DEPLOY light -
ON, DEPLOY illuminates in flight.

CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION ................................................................................................................ 14-1
GENERAL ........................................................................................................................... 14-1
LANDING GEAR ................................................................................................................ 14-2
General .......................................................................................................................... 14-2
Controls and Indicators ................................................................................................. 14-4
Operation ...................................................................................................................... 14-6
NOSEWHEEL STEERING ............................................................................................... 14-10
BRAKES ............................................................................................................................ 14-10
General ........................................................................................................................ 14-10
Operation .................................................................................................................... 14-12
Emergency Brakes ...................................................................................................... 14-14
QUESTIONS ...................................................................................................................... 14-16

ILLUSTRATIONS
Figure Title Page

14-1 Right Main Gear and Door .................................................................................... 14-2
14-2 Main Landing Gear Actuator ................................................................................ 14-3
14-3 Nose Landing Gear and Doors .............................................................................. 14-4
14-4 Nosewheel Spin-Up System .................................................................................. 14-5
14-5 Landing Gear Control Panel .................................................................................. 14-5
14-6 Landing Gear Handle Locking Solenoid and Switches ........................................ 14-5
14-7 Gear Position Indications ...................................................................................... 14-7
14-8 Landing Gear Schematic—Retraction .................................................................. 14-8
14-9 Landing Gear Schematic—Extension ................................................................... 14-9
14-10 Landing Gear Schematic—Emergency Extension .............................................. 14-11
14-11 Power/Emergency Brake System ........................................................................ 14-13
14-12 Park Brake Handle .............................................................................................. 14-14

CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
The Citation II landing gear is electrically controlled and hydraulically actuated. When
retracted, the nose gear and the struts of the main gear are enclosed by mechanically
actuated doors. The main gear wheels remain uncovered in the wheel wells. Gear position
and warning are provided by colored indicator lights and a warning horn.
Nosewheel steering is mechanically actuated through linkage from the rudder pedals.
A self-contained shimmy damper is located on top of the nose gear strut.
Power braking is provided with or without antiskid. Emergency braking is also provided.
GENERAL
Each inboard-retracting main gear utilizes Gear position indication is provided by one red
two hydraulic actuators—one for gear actua- and three green position indicator lights on the
tion and one for uplock release. Two hydraulic landing gear control panel. In addition, a
actuators perform identical duties for the warning horn sounds when throttle or flap and
forward-retracting nose gear. An electrically gear position are not compatible.
positioned control valve directs hydraulic
pressure for gear operation.

The mechanically actuated nosewheel steer- the hydraulic pressure can reach the main hy-
ing system is actuated by cable linkage from draulic actuator to extend the gear. When the
the rudder pedals. The system is enabled with gear is extended, an internal locking mecha-
the gear extended, on or off the ground. Nose nism within the main gear actuator engages the
gear centering is accomplished mechanically mechanical locking ring (Figure 14-2).
during retraction.
The power brake system uses a separate hy-

draulic system powered by an electrically
driven pump. Each main gear wheel houses a
multiple disc brake assembly that can be ac-
tuated by pressure from the electrically driven
pump, master cylinder pressure, or stored air
pressure during emergency braking. A parking
brake is provided for engine starting and for
parking the airplane.
LANDING GEAR
GENERAL
The main and nose landing gear struts are
conventional air-oil struts. Each strut has a
floating piston with hydraulic fluid on one
side and a nitrogen pressure charge on the
Figure 14-1. Right Main Gear and Door
other side for shock absorption during taxi,
takeoff, and landing. A data plate on the strut
contains information to determine the proper The downlock mechanism consists of a locking
amount of visible chromed surface on the ring held in a groove on the actuator piston.
lower portion of the strut. The landing gear is It can be released only with hydraulic pressure
normally hydraulically actuated but can be applied to the retract side of the actuator;
mechanically and pneumatically extended if therefore, no external downlock pins are re-
the normal gear actuation system fails. quired.
Main Gear A door actuated by gear movement covers the

main gear strut when retracted; the tire wheel
The main gear assembly (Figure 14-1) in- fairs into the wheel well and is not covered.
cludes a strut, two hydraulic actuators, torque
links, a landing light, a single wheel with a Each main gear wheel incorporates a fusible
multiple disc brake, and a squat switch on the plug that melts to deflate the tire if exces-
left main gear only that senses in- sive tire pressure is generated by an over-
flight/on-ground conditions. If the airplane heated brake.
is equipped with thrust reversers, a squat
switch is also installed on the right main gear.
The main gear is locked in the retracted posi-

tion by a spring-loaded/hydraulic uplock ac-
tuator. Prior to extension, this uplock actuator
must be released by hydraulic pressure before

VISUAL
INDICATOR
(NOT LOCKED)
LEGEND
PNEUMATIC EXTENSION
RETRACTED
HYDRAULIC EXTENSION
HYDRAULIC RETRACTION
VISUAL
INDICATOR
(LOCKED)
RETRACT
PORT
PNEUMATIC HYDRAULIC
EXTEND EXTEND
PORT PORT
LOCKING
PISTON PISTON
LOCKING
RING
EXTENDED AND LOCKED

Figure 14-2. Main Landing Gear Actuator

Nose Gear Nosewheel Spin-Up System

The nose gear assembly (Figure 14-3) in- An optional gravel runway system is avail-
cludes a strut, two hydraulic actuators, torque able to reduce gravel spray at nosewheel touch-
links, a single wheel, and a self-contained down. On airplanes so equipped, the nosewheel
shimmy damper. spinup is initiated by positioning the W/S
BLEED air switch to either the LOW or the HI
position, the WINDSHIELD BLEED AIR
valve controls to OFF, and the NOSE WHEEL
SPIN-UP control to ON (Figure 14-4). This di-
rects engine bleed air to the system for wheel
spin-up.
Within 90 seconds, the N/W RPM indicator

should illuminate green as wheel speed in-
creases into the 1,600–2,400 rpm range.
Maintain wheel speed within this range by
adjusting the NOSE WHEEL SPIN-UP con-
trol. Overspeed is indicated by the N/W RPM
indicator changing from green to red. The
pilot’s (left) WINDSHIELD BLEED AIR valve
control may be turned on during approach if
rain removal or anti-icing is desired; how-
ever, wheel acceleration rate will be reduced.
As the nosewheel touches down, position the
NOSE WHEEL SPIN-UP control to OFF.
Figure 14-3. Nose Landing Gear During operation of the spin-up system, engine
and Doors power should be above 60% N 2 to ensure
adequate bleed air.
The nose gear is held in the retracted position
by a spring-loaded/hydraulic uplock mecha- CONTROLS AND INDICATORS
nism that is released by a hydraulic actuator
prior to gear extension. When the gear is ex- The landing gear is controlled by the LDG
tended, an internal locking mechanism in the GEAR control handle to the left side of the cen-
gear actuator engages to lock the gear down. ter panel (Figure 14-5). Gear position is shown
This locking device is similar to the one in the by one red and three green indicator lights on
main gear actuator. No external downlock pin t h e g e a r c o n t r o l p a n e l . A wa r n i n g h o r n
is required for the nose gear. The nose gear is provides warning of abnormal conditions.
mechanically centered during retraction.
Three doors are actuated by nose gear move-

Controls
ment to completely enclose the nose gear and The LDG GEAR control handle actuates
wheel at retraction. The two forward doors switches to complete circuits to the extend or
are closed with the gear extended or retracted retract solenoid of the gear control valve. On
and are open only during gear transit. The aft the ground, a spring-loaded plunger holds the
door remains open with the gear extended. handle in the DOWN position, preventing in-
The nose gear tire incorporates a chine to de- advertent movement of the handle to the UP
flect water away from the engine inlets dur- position (Figure 14-6). The DC power for the
ing takeoff, landing and taxi operations. gear position indicator lights, warning horn,
and the locking solenoid on the gear handle is

N/W RPM
Figure 14-4. Nosewheel Spin-Up System
PLUNGER
RETRACT SWITCH
EXTEND SWITCH
LOCKING FW
D
SOLENOID
Figure 14-6. Landing Gear Handle

Locking Solenoid
and Switches
Figure 14-5. Landing Gear Control Panel

through the LDG GEAR circuit breaker on Warning Horn

the left circuit-breaker panel. (This circuit
breaker is in the WARNING section of the A warning horn sounds if one or more gear are
panel and should not be confused with the not locked down and one or both throttles are
GEAR CONTROL circuit breaker in the retarded below 70% N 2 rpm. On airplanes SNs
SYSTEMS section of the same panel.) 0627 and subsequent, this only occurs when
the airspeed is below approximately 150 knots
Airborne, with the left main gear squat switch and either throttle is below 70% N 2 . The horn
in the in-flight position, the locking solenoid can be silenced by depressing the HORN SI-
is energized to retract the plunger. This frees LENCE PUSH button on the gear control panel
the handle for movement to the UP position. (see Figure 14-5).
This safety feature cannot be overridden. If the The warning horn also sounds if flaps are ex-
solenoid fails or electrical power is lost, the gear tended beyond 15° with one or more gear not
handle cannot be moved to the UP position. down and locked regardless of any other con-
dition. Under these conditions, the horn can-
The gear handle must be pulled out of a de- not be silenced.
tent prior to movement to either the UP or
DOWN position.
OPERATION
Indicators General
The green NOSE, LH, and RH lights on the In addition to energizing the gear control
gear control panel indicate gear down and valve, LDG GEAR handle movement to the UP
locked. As each gear locks down, its respective or DOWN position also closes the hydraulic
green light is illuminated. system bypass valve, creating pressure as in-
dicated by illumination of the HYD PRESS ON
The red GEAR UNLOCKED light indicates an annunciator. At the completion of either cycle,
unsafe gear condition. It illuminates when the the bypass valve opens, and the HYD PRESS
gear handle is moved out of the UP detent and ON annunciator goes out.
remains on until all three gear are down and
locked. At retraction, the light comes on when The DC power for the landing gear control
any downlock is released and remains on until circuit is through the GEAR CONTROL circuit
all three gear are up and locked. breaker located in the SYSTEMS section of the
left circuit-breaker panel.
Normal indication with the gear down is three
green lights illuminated. All lights should be
out with the gear retracted.
Retraction
Placing the LDG GEAR handle in the UP po-
Figure 14-7 shows indicator light displays for sition energizes the retract solenoid of the
va r i o u s g e a r p o s i t i o n s . T h e G E A R U N - gear control valve. The control valve is posi-
LOCKED light and warning horn can both be tioned to direct pressure to the retract side of
tested by positioning the rotary TEST switch each gear actuator and to preload the uplocks.
to LDG GEAR. The downlock mechanism in each actuator re-
leases, and retraction begins (Figure 14-8).
As each gear reaches the fully retracted posi-

tion, it is engaged by a spring-loaded uplock
mechanism, and an uplock switch is actuated.
When all three uplock switches have been ac-

tuated, the gear control valve circuit is inter- fully extended position, a downlock switch is
rupted, and the valve returns to the neutral actuated. When all three downlock switches
position. All position indicator lights on the are actuated, the control valve circuit is in-
control panel are out. terrupted, and the valve returns to the neutral
position. With pressure no longer being applied
Extension to the gear actuator, the internal locking mech-
anism within each actuator assumes the down-
Placing the LDG GEAR handle in the DOWN locked position, as indicated by extension of
position energizes the extend solenoid of the the downlock visual indicator pins (see Figure
gear control valve (Figure 14-9). The valve is 14-2) and illumination of the green NOSE,
positioned to direct pressure to the uplock ac- LH, and RH position indicator lights on the
tuators, releasing the gear uplocks. When the gear control panel.
uplocks have released, pressure continues to
the gear actuators. As each gear reaches the
LDG GEAR DOWN AND LDG GEAR

LOCKED
UP NOSE UP NOSE
ANTI- ANTI-
HORN SKID LH HORN SKID LH
RH RH
SILENCE ON SILENCE ON
PUSH OFF PUSH OFF
GEAR GEAR
UNLOCKED UNLOCKED
UP AND
DOWN LOCKED DOWN
NOSE GEAR
LDG GEAR LDG GEAR
NOT DOWN
AND LOCKED
UP NOSE UP NOSE
ANTI- ANTI-
HORN SKID LH HORN SKID LH
RH RH
SILENCE ON SILENCE ON
PUSH OFF PUSH OFF
GEAR ONE OR MORE GEAR

UNLOCKED GEAR NOT UP UNLOCKED
AND LOCKED
DOWN DOWN
Figure 14-7. Gear Position Indications

14-8
PRESSURE RETURN
MAIN LANDING GEAR CONTOL MAIN LANDING

GEAR ACTUATOR VALVE GEAR ACTUATOR

UPLOCK UPLOCK
HOOK BLOWDOWN
DUMP VALVE HOOK
ACTUATOR ACTUATOR
BLOW-
DOWN
FILL BOTTLE
SHUTTLE
UPLOCK
VALVE DRAIN
HOOK
ACTUATOR TO EMERGENCY
LEGEND BRAKES SYSTEM
HYDRAULIC
PRESSURE NOSE
ACTIVE RETURN GEAR
ACTUATOR EMERGENCY
STATIC FLUID PULL
VENTED LINE TO UPLOCK
HOOKS
PNEUMATIC PRESSURE
Figure 14-8. Landing Gear Schematic—Retraction

PRESSURE RETURN


UPLOCK UPLOCK
HOOK BLOWDOWN
DUMP VALVE HOOK
ACTUATOR ACTUATOR
BLOW-
DOWN
FILL BOTTLE
SHUTTLE
UPLOCK
VALVE DRAIN
HOOK
HYDRAULIC
PRESSURE NOSE
ACTIVE RETURN GEAR
ACTUATOR EMERGENCY
STATIC FLUID PULL
HOOKS
PNEUMATIC PRESSURE
Figure 14-9. Landing Gear Schematic—Extension

14-9
Emergency Extension For towing, ensure that the flight control lock
is disengaged and should not exceed 95° nose-
If the hydraulic system fails or an electrical wheel deflection. If 95° is exceeded, the
malfunction exists in the landing gear sys- attachment bolts will be sheared, with resultant
tem, the gear uplocks can be manually re- loss of steering capability.
leased for gear free fall. An air bottle which
is charged to 1,800 to 2,050 psi is located in
the right nose baggage compartment. This bot- CAUTION
tle is used for gear downlocking.
If the nosewheel steering bolts are
sheared (indicated by loss of nose-
Emergency extension is initiated by pulling the
wheel steering with the rudder
AUX GEAR CONTROL T-handle and rotat-
pedals), flight should not be at-
ing clockwise (Figure 14-10). This mechani-
tempted. This is due to the possibility
cally releases the gear uplocks, allowing the
of the nosewheel not remaining cen-
gear to free fall. If necessary, use the rudder
tered after takeoff even with the gear
to yaw the airplane to fully extend the main
extended.
gear actuators. After the gear has extended,
pull the round knob behind the T-handle. This
releases air bottle pressure to the gear actua- Flying the airplane with an inoperative nose-
tors and, at the same time, opens a dump valve wheel steering system can also result in violent
to assure a path for fluid return to the reser- nosewheel shimmy.
voir and to inhibit any further hydraulic op-
eration of the gear. Air pressure drives the Since the nosewheel deflects with rudder pedal
gear actuators to the fully extended position, movement any time the gear is extended, the
where they are maintained by the internal lock pedals should be centered just prior to
mechanism in each actuator. Once the air bot- nosewheel touchdown during a crosswind
tle has been actuated, hydraulic operation of landing.
the gear is not possible. Maintenance action
is required after an emergency extension to re-
store normal operation of the landing gear.
The optimum speed for this procedure is 150 BRAKES
KIAS or less with the flaps retracted.
GENERAL
The power brake system uses a multidisc brake
NOSEWHEEL STEERING assembly in each main gear wheel, powered by
a hydraulic system that is completely inde-
Nosewheel steering is manually actuated pendent of the airplane hydraulic system. The
through cables and mechanical linkage con- system automatically maintains constant pres-
nected to the rudder pedals. Steering is oper- sure for brake operation. The brakes are nor-
ative with the gear extended; with the gear mally used as antiskid power brakes but can be
retracted, rudder pedal movement does not operated as power brakes without antiskid pro-
deflect the nosewheel. tection. In the event that brake system hydraulic
pressure is lost, emergency braking is available.
Normally, steering is limited by rudder pedal
stops to 20° nosewheel deflection either side of Braking is initiated by rudder pedal-actuated
center. A spring-loaded bungee in the system master cylinders. If both the pilot and copi-
provides additional wheel deflection via cast- lot attempt to apply the brakes simultane-
ering accomplished with application of differ- ously, the one applying the greater force on
ential engine power or braking. The nosewheel the brake pedals has control, since they are
is mechanically centered during retraction. plumbed together in series.

PRESSURE RETURN


UPLOCK UPLOCK
HOOK BLOWDOWN
DUMP VALVE HOOK
ACTUATOR ACTUATOR
BLOW-
DOWN
FILL BOTTLE
SHUTTLE
UPLOCK
VALVE DRAIN
HOOK
HYDRAULIC
PRESSURE NOSE
ACTIVE RETURN GEAR
ACTUATOR EMERGENCY
STATIC FLUID PULL
HOOKS
PNEUMATIC PRESSURE
14-11
Figure 14-10. Landing Gear Schematic—Emergency Extension

System components include a hydraulic ac- OPERATION
cumulator and a reservoir pressurized by cabin
air. Reservoir fluid level and accumulator air With the LDG GEAR handle DOWN and main
precharge are exterior inspection items. DC power available, a pressure switch controls
the DC motor-driven hydraulic pump to main-
Use of the antiskid system permits maximum tain 900–1,300 psi for brake operation (Figure
braking without wheel skid under all runway 14-11). An accumulator dampens pressure
conditions. A speed transducer in each main surges. The power brakes and antiskid sys-
gear wheel transmits wheel speed signals to t e m r e c e iv e D C p ow e r f r o m t h e S K I D
an electronic control box. Detection of sudden CONTROL circuit breaker on the left circuit-
deceleration of a wheel (impending skid) breaker panel.
causes the control box to command the anti-
skid valve to interrupt pressure being applied The master cylinders are supplied with fluid
to the brakes. When the transducer signal re- from the brake reservoir. Depressing the brake
turns to normal, braking pressure is restored pedals applies master cylinder pressure to ac-
to the brakes. Touchdown protection is a fea- tuate the power brake valve, which meters
ture of the antiskid system that prevents touch- pump pressure to the brake assemblies in di-
ing down with locked brakes. The wheels must rect proportion to pedal force.
be rotating (same speed transducer voltage)
and weight-on-wheels (squat switch) for nor- With the ANTI-SKID switch on the LDG GEAR
mal operation of the power brake and anti- panel in the ON position and a groundspeed of
skid system. Optimum braking is obtained by at least 12 knots, maximum braking without
deployment of speedbrakes at touchdown, then wheel skid is available. Any tendency of a
firmly applying and holding the brakes until wheel to rapidly decelerate (skid) is detected
the desired speed has been reached. Do not by the wheel speed transducer, and the antiskid
pump the brakes. valve is signaled to momentarily dump pressure
from both brakes. As wheel speed returns to
On UNs 0002 through 0436, touchdown or normal, dumping ceases and pressure is once
locked-wheel protection is not available. again increased in the brake assemblies.
Allow the wheels to spin up prior to brake ap-
plication to prevent possible tire blowout. In When the wheel speed drops below approxi-
addition, the system must be switched off mately 12 knots, the antiskid function
during taxi (refer to the approved Airplane disengages.
Flight Manual). There is no test of the anti-
skid system initiated by gear extension or the Braking on each main wheel is controlled
rotary test switch. by the applicable master cylinder and pedal;
therefore, differential braking is available.
NOTE The ANTI-SKID switch, located on the LDG
The antiskid system is not operative GEAR control panel, is normally in the ON po-
with the parking brake set. sition. In the OFF position, the antiskid sys-
tem is deactivated, and the ANTI-SKID INOP
annunciator is on. The power brakes receive
UNs 0437 and on incorporate touchdown pro- DC power through the SKID CONTROL cir-
tection, locked wheel cross-over, dynamic cuit breaker on the left circuit-breaker panel.
self-test, and turning differences. These air-
planes may be taxied with the antiskid switch If a fault develops in the antiskid system, the
ON and have a self-test. ANTI-SKID INOP annunciator light comes
on, and the system should be switched off.
LEGEND
SUPPLY FLUID
NOTE:
MANUAL BRAKE PRESSURE DO NOT DEPRESS THE DC POWER
BRAKE PEDALS WHEN BRAKE
POWER BRAKE PRESSURE APPLYING EMERGENCY RESERVOIR BATT
RETURN FLUID AIR BRAKES.
OFF
METERED BRAKE PRESSURE
PNEUMATIC PRESSURE EMER
PUMP
STATIC AIR MOTOR
MASTER

ANTI-SKID ELECTRICAL SYSTEM CYLINDERS
POWER
EMERGENCY BRAKE
PRESSURE AIR BOTTLE LOW PRESS

GAGE FILL
PORT
P ANTISKID
INOP
PRESSURE
P GAGE
METERING
VALVE ACCUMULATOR
TO LANDING GEAR TEST
EMERGENCY OFF
EXTENSION SERVO FIRE
ANNU WARN
OVERBOARD VALVE PARKING
ANTI LND
EMERGENCY VENT BRAKE SKID GEAR
BRAKE OVER BATT
SPEED TEMP
W/S TEMP STICK
SHAKER
EMERGENCY
BRAKE VALVE T/REV
LDG GEAR
UP
ANTI-SKID ANTI-
CONTROL HORN SKID
(SPEED SILENCE ON
COMPARISON)
PUSH OFF
DOWN
SHUTTLE VALVE
(ONE IN EACH BRAKE ASSEMBLY)
14-13
Figure 14-11. Antiskid Power /Emergency Brake System

Brake operation remains the same except that NOTE

antiskid protection is not available. When
brake system pressure drops below 750 psi, the Do not set the brakes subsequent to
ANTI-SKID INOP and PWR BRK PRESS LO a hard stop. Brake heat transfer to the
annunciators will illuminate. wheel could melt the fusible plugs,
deflating the tire.
On the ground, test the antiskid system by mo-
mentarily selecting ANTISKID on the rotary
TEST switch. The ANTI-SKID INOP light EMERGENCY BRAKES
should illuminate and then go out in ap-
proximately 3 seconds after the TEST switch In the event the hydraulic brake system fails,
i s m ove d f r o m t h e A N T I S K I D p o s i t i o n . a pneumatic brake system is available. The
Airborne test of the system is automatically system uses air pressure from the pneumatic
accomplished when the LDG GEAR handle bottle, which can also be used for emergency
is placed DOWN. Results should be the same landing gear extension. Air bottle pressure is
as those obtained during the on-ground test. adequate for stopping the airplane even if the
If the antiskid system fails the self-test, the landing gear has been pneumatically extended.
ANTISKID INOP light will remain illumi-
nated. On UNs 0002 through 0460, if the power brake
pump should fail (no fluid loss in the brake
system), manual braking without antiskid
Parking Brakes p r o t e c t i o n m a y b e a va i l a b l e w h e n t h e
The parking brakes can be set by applying the accumulator pressure is exhausted. Be ready
brakes in the normal manner and then pulling to use the emergency brakes, if required.
out the PARK BRAKE handle (Figure 14-12)
on the left lower side of the pilot’s instrument Operation
panel. This mechanically actuates the parking
brake valve (see Figure 14-11), trapping fluid Pulling the red EMER BRAKE PULL lever aft
in the brakes. Release the parking brakes by mechanically actuates the emergency brake
pushing in the PARK BRAKE handle. valve (see Figure 14-11). The valve meters
air pressure through shuttle valves to the brake
assemblies in direct proportion to the amount
of lever movement.
Since air pressure is applied to both brakes si-

multaneously, differential braking is not
possible. Returning the lever to its original po-
sition releases pressure from the brakes and
vents it overboard, releasing the brakes.
NOTE
Do not depress the brake pedals
while applying emergency air brakes.
Shuttle valve action may be dis-
rupted, allowing air pressure to enter
the hydraulic lines and rupture the
brake reservoir.
Figure 14-12. Park Brake Handle

The emergency brakes should be applied only

enough to obtain the desired rate of deceler-
ation and then held until the airplane stops.
Repeated applications waste air pressure.
Antiskid protection is not available during
emergency braking. Do not attempt to taxi
after using the emergency brakes.
Maintenance action is required subsequent
to emergency braking

QUESTIONS
1. On the ground, the LDG GEAR handle is 5. At retraction, if the nose gear does not
prevented from movement to the UP po- lock in the up position, the gear panel
sition by: light indication will be:
A. Mechanical detents A. Red light on, green LH and RH lights
B. A spring-loaded locking solenoid on
C. Hydraulic pressure B. Red light out, green LH and RH lights
D. A manually applied handle locking on
device C. Red light on, all three green lights
out
2. The landing gear uplock mechanisms are: D. All four lights out
A. Mechanically held engaged by springs
6. The gear warning horn cannot be silenced
B. Hydraulically disengaged
when one or more gears are not down and
C. Electrically engaged and disengaged locked and:
D. Both A and B
A. Flaps are extended beyond the 15°
position.
3. Landing gear downlocks are disengaged:
B. Airspeed is less than 150 KIAS.
A. When hydraulic pressure is applied to C. Either throttle is retarded below 70%
the retract side of the gear actuators N 2 rpm.
B. By action of the gear squat switches D. Both throttles are retarded below 70%
C. By removing the external downlock N 2 rpm.
pins
D. By mechanical linkage as the gear be- 7. When the LDG GEAR handle is
gins to retract positioned either UP or DOWN:
A. The bypass valve (in the hydraulic
4. Each main gear wheel incorporates a system) is energized open.
fusible plug that:
B. The bypass valve is energized closed.
A. Blows out if the tire is overserviced C. The bypass valve is not affected.
with air
D. The HYD PRESS ON annunciator
B. Melts, deflating the tire if an over- light goes out.
heated brake temperature occurs
C. Is thrown out by centrifugal force if
maximum wheel speed is exceeded

8. Emergency extension of the landing gear 12. The DC motor-driven hydraulic pump in
is accomplished by actuation of: the brake system operates:
A. A s w i t c h f o r u p l o c k r e l e a s e a n d A. During the entire time the LDG GEAR
application of air pressure handle is in the DOWN position
B. One manual control to release the B. A s n e e d e d w i t h t h e L D G G E A R
uplocks and apply air pressure for handle DOWN in order to maintain
extension system pressure
C. Two manual controls—one to me- C. Only when the PWR BRK PRESS LO
chanically release the uplocks and an- annunciator illuminates
other to apply air pressure for gear D. Even when the LDG GEAR handle is
extension and downlocking UP to keep air out of the system as the
D. None of the above airplane climbs to altitude
9. Nosewheel steering is operative: 13. Concerning the landing gear, the correct
A. Only on the ground statement is:
B. With the gear extended or retracted A. The red GEAR UNLOCKED light will
C. With the gear extended, in flight or on illuminate and the warning horn will
the ground s o u n d w h e n ev e r e i t h e r o r b o t h
throttles are retarded below 70% N 2
and the gear is up.
B. The gear warning horn can be silenced
10. The power brake valve is actuated:
when the gear is not down and locked
A. Mechanically by the rudder pedals and the flaps are extended beyond 15°.
B. M e c h a n i c a l l y b y t h e e m e rg e n c y C. The landing gear pins must be inserted
airbrake control lever on the ground due to loss of hydraulic
C. Hydraulically by master cylinder pressure as the engines are shut down.
pressure D. The landing gear is secured in the ex-
D. Automatically at touchdown tended position by mechanical locks.
11. Do not actuate the brake pedals while ap- 14. C o n c e r n i n g l a n d i n g g e a r a u x i l i a r y

plying brakes with the emergency brake extension, the correct statement is:
system because: A. If three green lights are observed after
A. Air bubbles will be induced into the yawing the airplane, it is not necessary
brake fluid. to use the pneumatic bottle.
B. T h e s h u t t l e va l ve m a y a l l ow a i r B. T h e o p t i m u m a i r s p e e d f o r t h i s
pressure into the brake reservoir, procedure is 150 KIAS.
rupturing it. C. The LDG GEAR handle is placed in
C. The shuttle valve will move to the the DOWN position to release the gear
neutral position, and no braking action uplocks in order to allow the red
will occur. T-handle to release the doors.
D. The brakes will be “spongy.” D. After the gear is extended by this pro-
cedure, it can be retracted in flight if
the hydraulic system is returned to
normal operation.

15. Concerning the landing gear, an incorrect 17. When the emergency brakes are used:
statement is: A. T h e E M E R B R A K E P U L L l ev e r
A. The AUX GEAR CONTROL T-han- should be pumped in order to build up
dle is inoperative with loss of DC sufficient pressure to stop the air-
electrical power. plane.
B. The pneumatic system should be used B. The normal toe brakes must also be
to assure positive locking of the ac- applied to allow the bottle pressure to
tuators following a free-fall gear ex- reach the brakes.
tension even though all three green C. Differential braking is not available.
lights are illuminated. D. Braking action will be insufficient if
C. T h e L D G G E A R wa r n i n g c i r c u i t the gear has been extended pneumat-
breaker on the left circuit breaker ically, since that process will exhaust
panel controls the power to the land- the bottle pressure.
ing gear position light, warning horn
and solenoid lock. 18. The parking brake:
D. T h e G E A R C O N T RO L c i r c u i t
A. May be set immediately after a max-
breaker on the left circuit breaker
imum braking effort due to the mod-
panel controls the power to the land-
ulation of the anitskid system.
ing gear control valve; if open, the
gear cannot be extended or retracted B. Will still be operable if the emergency
normally. brakes have to be utilized.
C. Must be off to ensure proper operation
16. The wheel brakes: of the antiskid system.
D. Has thermal relief valves to prevent
A. Will be inoperative with a HYD LOW
the fusible plugs in the tire from melt-
LEVEL light illuminate.
ing.
B. Must be applied with the emergency
system if a HYD LOW LEVELlight is
illuminated.
C. Use a different type of approved fluid
from that used by the airplane hy-
draulic system.
D. Are totally independent of the open
center airplane hydraulic system.

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 15-1
PRIMARY FLIGHT CONTROLS ....................................................................................... 15-1
General .......................................................................................................................... 15-1
Control Lock System .................................................................................................... 15-2
TRIM SYSTEMS ................................................................................................................. 15-3
General .......................................................................................................................... 15-3
Rudder and Aileron Trim .............................................................................................. 15-3
Elevator Trim ................................................................................................................ 15-4
SECONDARY FLIGHT CONTROLS ................................................................................. 15-5
General .......................................................................................................................... 15-5
Flaps .............................................................................................................................. 15-5
Speedbrakes .................................................................................................................. 15-6
STALL WARNING ............................................................................................................ 15-10
YAW DAMPING ................................................................................................................ 15-10
QUESTIONS ...................................................................................................................... 15-11

ILLUSTRATIONS
Figure Title Page

15-1 Flight Control Surfaces ......................................................................................... 15-2
15-2 Flight Control Lock Handle .................................................................................. 15-3
15-3 Rudder and Aileron Trim Systems ........................................................................ 15-3
15-4 Elevator Trim System ............................................................................................ 15-4
15-5 Flap Handle and Position Indicator ....................................................................... 15-5
15-6 Flap Motors ........................................................................................................... 15-6
15-7 Speedbrake System ............................................................................................... 15-7
15-8 Speedbrake Extension ........................................................................................... 15-8
15-9 Speedbrake Retraction .......................................................................................... 15-9
15-10 Speedbrake Blowdown (Electrical Failure) ........................................................... 15-9
15-11 Stall Strip ............................................................................................................ 15-10
15-12 Yaw Damper System ........................................................................................... 15-10

CHAPTER 15
FLIGHT CONTROLS
20 20
10 10
G
5 5 S
5 5
10
20
L
O
C
INTRODUCTION
The primary flight controls of the Citation II consist of ailerons, rudder, and elevators.
They are manually actuated by rudder pedals and conventional control columns and can
be immobilized by control locks when on the ground. Trim is mechanical in all three
axes. Electrical elevator trim is also provided.
Secondary flight controls consist of electrically powered flaps and hydraulically actu-
ated speedbrakes. Stall warning is provided by a stall strip on the leading edge of each
wing. Yaw damping is provided as a function of the autopilot.
PRIMARY FLIGHT
CONTROLS
GENERAL
The ailerons, rudder, and elevators are man- transmitted to the control surfaces through
ually operated by either the pilot or the copilot cables and bellcranks. The rudder pedals can
through a conventional control column and be adjusted to three separate positions for
rudder pedal arrangement. Control inputs are comfort by depressing a spring-loaded latch
on the side of the rudder pedal.

Fences are mounted on the inboard edge of the CONTROL LOCK SYSTEM
right aileron and on the inboard edge of the left
aileron trim tab to aid the ailerons in returning With the control locks engaged, both of the
to neutral. throttles are locked in cutoff and the aileron,
rudder, and elevator are locked in a neutral
The rudder, right elevator, and left aileron are position. To engage the control lock, the throt-
each equipped with a trim tab mechanically ac- tles must be in cutoff and the controls held in
tuated from the cockpit. a neutral position while the CONTROL LOCK
handle (Figure 15-2) located at the base of the
The elevator tab can also be electrically pilot instrument panel is pulled out and ro-
positioned by a pitch trim switch on the pilot’s tated 45° clockwise.
control wheel. A pitch trim switch on the
copilot’s control wheel is optional. To unlock the flight controls and throttles, ro-
tate the handle 45° counter clockwise, and push
All flight control surfaces, including pri- in until it returns to the horizontal position.
mary, secondary, and trim tabs, are shown in
Figure 15-1.
TRIM TAB
ELEVATOR RUDDER
TRIM TAB
FLAP
SPEEDBRAKE
TRIM TAB
AILERON
Figure 15-1. Flight Control Surfaces

RUDDER AND AILERON TRIM

WARNING Operation
Rudder or aileron trim is initiated by rotation
Since the nosewheel steering and the of the aileron trim or rudder trim wheel on the
rudder are mechanically connected pedestal (Figure 15-3).
through the rudder pedal linkage,
the airplane must not be towed with
the control locks engaged. To do so
can damage the nosewheel steering
system. Do not fly the airplane if the
nosewheel steering is inoperative.
This condition cannot be detected
until steering is attempted during taxi.
TRIM SYSTEMS
GENERAL
Rudder and aileron trim are mechanical and
are operated by cables from trim wheels in
the cockpit. Mechanical and electrical trim
are provided for the right elevator and are con-
trolled by a trim wheel on the pedestal and a
pitch trim switch on the left control wheel.
Figure 15-2. Flight Control Lock Handle
LEGEND
MECHANICAL
AFT END OF
PEDESTAL VERTICAL
Figure 15-3. Rudder and Aileron Trim Systems

Cable systems transmit motion to position the ELEVATOR TRIM

tabs. A mechanical indicator adjacent to each
trim wheel indicates direction of trim input.
The rudder tab is a servo tab. It deflects at a
Manual Trim
rate half that of the rudder to aid the pilot in Manual elevator trim is initiated by rotating
rudder deflection. It is the only servo tab on the elevator trim wheel (Figure 15-4).
the airplane.
Motion is mechanically transmitted to position
the trim tab on the right elevator. As the tab
m ove s , a p o i n t e r o n t h e e l eva t o r T R I M
indicator moves toward the NOSE DOWN or
NOSE UP position, as applicable.
LEGEND
MECHANICAL MANUAL TRIM
ELECTRICAL
PILOT
CONTROL
WHEEL
ELECTRICAL TRIM
Figure 15-4. Elevator Trim System

Electrical Trim The speedbrakes consist of panels on the top

and bottom of the wing forward of the flaps.
Electrical trimming of the elevators is ac- Speedbrakes provide drag to allow high rates
complished with a trim switch on the outboard of descent, descents with increased power set-
side of the pilot control wheel (Figure 15-4). tings to provide enough bleed air for engine
Thumb actuation of the switch completes a anti-icing (see chapter 10), and aid in braking
circuit to an electric motor which provides a during landing rollout.
mechanical output to the trim actuator in the
trailing edge of the right horizontal stabilizer. FLAPS
Installation of a pitch trim switch on the copi- General
lot’s control wheel is optional. The pilot pitch
trim inputs override those made by the copilot. The flap selector handle (Figure 15-5) has a sin-
gle detent at the 15° position, but can be set to
The electric pitch trim is actuated by de- position the flaps anywhere between 0° and 40°.
pressing both halves of the pitch trim switch. Handle movement actuates switches that en-
Movement of only one section of the split ergize two electric motors for flap movement.
switch should not result in movement of the Flap position is shown on a pointer to the left
pitch trim. This should be checked on the pre- of the flap handle. The indicator is mechani-
flight to prevent a potential runaway trim. As cally positioned by flap panel movement.
the pitch trim switch is depressed the eleva-
tor trim tab is positioned by an electric trim Power to position the flaps (Figure 15-6) con-
motor. Trim travel will be indicated by rota- sists of two DC motors interconnected by
tion of the pitch trim wheel, and trim position driveshafts, sprockets, and a chain drive.
indicator moving in the appropriate direction. Normally, both motors operate in unison; how-
Runaway or malfunctioning trim can be in- ever, either motor is capable of actuating both
terrupted by depressing the AP/TRIM DISC flaps through their full operating range. Motive
switch on the control wheel or stopped by force is transmitted through cables to both
pulling the PITCH TRIM circuit breaker on the flaps simultaneously.
left circuit-breaker panel.
SECONDARY FLIGHT
CONTROLS
GENERAL
The secondary flight controls consist of wing
flaps and speedbrakes. Through mechanical
linkage the flaps are electrically controlled and
actuated. The speedbrakes are electrically
controlled and hydraulically actuated.
Two Fowler flaps, one on each wing, can be
positioned from zero to 40°. Mechanical in-
terconection of the left and right wing flap
segments prevent asymmetric flap operation
and permit operation of both flap panels with
one of the two flap motors inoperative. Figure 15-5. Flap Handle and
Position Indicator

Figure 15-6. Flap Motors
Operation The flap extension time from 0 to 40° is six

seconds. The retraction time from 40 to 0° is
Moving the flap handle to any position me- three seconds.
chanically actuates one of two control switches
located inside the center pedestal. These con- SPEEDBRAKES
trol switches actuate the flaps by providing
electrical power to both of the flap motors to General
position the flaps in the appropriate direction.
The flap position indicator, which is connected There are two speedbrake segments on each
to the flap panels, will reposition the control wing, one on top and one on the bottom. Each
switch to remove power from the flap motors wing contains one actuator that is mechanically
once the flaps reach the selected position. connected to both the upper and lower speed-
Inherent drag of the motors and gearboxes brake segment. The speedbrakes have two po-
holds the flaps in position. Limit switches sitions—extended and retracted. The system
prevent overrun in either the fully up or fully includes two hydraulic actuators, a solenoid
down position. valve, four speedbrake segments, and a white
SPD BRAKE EXTENDED annunciator. The
If electrical power is lost, the flaps cannot be system control switch and extended speed-
moved from the position where power failure brakes are shown in Figure 15-7.
occurred.

Operation the actuators. The speedbrakes are maintained

in the extended position with trapped hy-
Placing the speedbrake switch in the EXTEND draulic pressure.To retract the speedbrakes,
position causes the hydraulic system bypass place the switch in the RETRACT position.
valve to close, providing hydraulic pressure as The hydraulic system again pressurizes, the
indicated by illumination of the HYD PRESS safety valve is deenergized and moves to the
ON annunciator. The speedbrake solenoid open position, and the speedbrake solenoid
valve is also energized to direct hydraulic valve is positioned to direct pressure for re-
fluid to extend the actuators which move the traction (Figure 15-9).
speedbrakes segment out of their mechanical
downlocks and extend them (Figure 15-8). When the speedbrakes leave the fully extended
The safety valve, in parallel with the control position the SPD BRAKE EXTENDED an-
valve, is also energized closed. nunciator will extinguish. The speedbrakes re-
tract into mechanical locks, and the hydraulic
Airplanes UNs 0002 through 0231, except system will depressurize. The mechanical
those modified by SB 550-27-4, have a two- locks consist of two pins on the lower speed
position SPEED BRAKE switch spring-loaded brake panel hydraulically forced into retain-
to the RETRACT position. Operation is the ing clips in the lower wing.
same as on other airplanes except the speed-
brakes can be held extended with the throttles If either throttle is advanced past 85% N 2 with
above 85% N 2 by holding the switch in the EX- speedbrakes extended, circuitry is completed
TEND position. The three-position switch can to the solenoid and bypass valve for speedbrake
be fitted to these airplanes by SB 550-27-4. retraction.
With the speedbrakes on both wings fully ex- If electrical failure occurs with the speed-
tended, the white SPD BRAKE EXTENDED brakes extended, the safety valve (Figure
annunciator illuminates. Simultaneously, the 15-10) spring-loads open, allowing the speed-
hydraulic system bypass valve opens to re- brakes to blow down. If normal DC power is
lieve pressure, and the amber HYD PRESS lost with the speedbrakes retracted, mechan-
ON annunciator goes out. The solenoid valve ical locks will hold the speedbrakes retracted
returns to neutral, blocking all fluid lines to and they cannot be extended.
Figure 15-7. Speedbrake System

SPEEDBRAKES EXTENDING
HYD LOW
LEVEL SPEED
BRAKE
HYD EXTEND
PRESS ON
LH RH
SPEEDBRAKE SPEEDBRAKE
ACTUATOR ACTUATOR
T
H
R
O
T
T
L
E
S
ID
OFF SPEEDBRAKE SPEEDBRAKE

CONTROL SAFETY
SPEED
BRAKE VALVE VALVE
RETRACT
EXTEND
SPEED
BRAKE
SPEEDBRAKES EXTENDED
HYD LOW
LEVEL SPEED
BRAKE
HYD EXTEND
PRESS ON
LH RH
ACTUATOR ACTUATOR
T
H
R
O
T
T
L
E
S
ID
OFF
SPEED
BRAKE
RETRACT
EXTEND
SPEED
BRAKE
LEGEND 5
TRAPPED
PRESSURE
RETURN
FULL
PRESSURE
ELECTRICAL CIRCUIT
SOLENOID VALVE (FAIL SAFE)
Figure 15-8. Speedbrake Extension

HYD LOW
LEVEL SPEED
BRAKE
HYD EXTEND
PRESS ON
LH RH
ACTUATOR ACTUATOR
T
H
R
O
T
T
L
E
S
ID
OFF SPEEDBRAKE SPEEDBRAKE

CONTROL SAFETY
SPEED
BRAKE VALVE VALVE
RETRACT
EXTEND
SPEED
BRAKE
LEGEND 5
FULL
PRESSURE
RETURN
ELECTRICAL CIRCUIT

CHECK VALVE
Figure 15-9. Speedbrake Retraction
HYD LOW
LEVEL SPEED
BRAKE
HYD EXTEND
PRESS ON
LH RH
ACTUATOR ACTUATOR
T
H
R
O
T
T
L
E
S
ID SPEEDBRAKE
OFF SAFETY
SPEEDBRAKE VALVE
SPEED
BRAKE
CONTROL
RETRACT VALVE
EXTEND
SPEED
BRAKE
5
LEGEND
RETURN STATIC PRESSURE
LOW PRESSURE CHECK VALVE
Figure 15-10. Speedbrake Blowdown (Electrical Failure)

STALL WARNING
Stall warning consists of a stall strip on the
leading edge of each wing (Figure 15-11).The
stall strips create turbulent airflow at high an-
gles of attack, causing elevator buffet to warn
of approaching stall conditions. Buffet occurs
prior to the actual stall at approximately V SI
+ 10 knots in the clean configuration and V SO
+ 5 knots in the landing configuration. Figure 15-12. Yaw Damper System
Figure 15-11. Stall Strip
YAW DAMPING
Yaw damping is a function of the autopilot,
consisting of automatic application of rudder
against transient motion in the yaw axis. With
the autopilot engaged, the yaw damper is en-
gaged automatically. If the yaw damper only
is desired, it can be engaged by depressing the
YD ENGAGE switch on the autopilot control
panel (Figure 15-12). The yaw damper is dis-
engaged by pressing the AP/TRIM DISC
switch on either control yoke, or pressing the
GS button on the left throttle. The yaw damper
will NOT disengage when a trim switch is
pressed or when the YD ENGAGE button on
the autopilot panel is pushed.

QUESTIONS
1. The ailerons are operated by: 5. Regarding the gust lock:
A. Hydraulic pressure A. The engines may be started with it
B. Mechanical inputs from the control engaged.
wheels B. The airplane should not be towed with
C. A fly-by-wire system it engaged.
D. An active control system that totally C. It may be engaged for towing.
eliminates adverse yaw D. If the airplane is towed past the 60°
limit, nosewheel steering may be lost.
2. The aileron trim tab is operated by: It is still permissible to fly the airplane
if the gear is left extended.
A. An electrically operated trim tab
motor
6. Extended speedbrakes are maintained in
B. A hydraulically operated trim tab
that position by:
motor
C. A mechanical trim knob on the throttle A. Hydraulic pressure (HYD PRESS ON
control quadrant light remains illuminated).
D. Changing the angle of the aileron B. Trapped fluid in the lines from the
“fence” solenoid valve
C. Internal locks in the actuators
3. Regarding the rudder: D. External locks on the actuators
A. The pilot’s and copilot’s pedals are in-
terconnected. 7. The amber HYD PRESS ON light on the
annunciator panel will illuminate during
B. The trim tab actuator is powered only
speedbrake operation:
electrically.
C. The servo is connected to the air data A. When the speedbrakes are fully ex-
computer to restrict rudder pedal de- tended
flection at high airspeeds. B. While the speedbrakes are extending
D. It is independent of the nosewheel and retracting
steering on the ground. C. Both A and B
D. Neither A nor B
4. The elevator:
A. Tr i m t a b i s c o n t r o l l e d o n l y
electrically.
B. Runaway trim condition can be alle-
viated by pulling the PITCH TRIM
circuit breaker.
C. Electric pitch trim has both high- and
low-speed positions.
D. Trim tab is located on the left elevator
only.

8. A true statement concerning the speed- 10. The flaps are actuated by:
brakes is: A. The pneumatic system
A. The white SPD BRAKE EXTENDED B. The hydraulic system
light will illuminate whenever both C. One electric motor normally—the
sets of speedbrakes are extended. other is a reserve
B. If DC electrical failure occurs while D. Two electric motors
the speedbrakes are extended, they
will remain extended since the hy-
11. If main DC power is lost:
draulic pressure is trapped on the ex-
tend side of the actuators. A. The flaps will be inoperative.
C. If hydraulic pressure loss should occur B. The flaps will operate with the backup
while the speedbrakes are fully ex- motor but will extend at a reduced
tended (system bypass valve fails rate.
open), the speedbrakes will automat- C. T h e r e i s n o e ff e c t o n w i n g f l a p
ically blow to trail. operation.
D. The speedbrakes can be retracted only D. A split flap condition could result
by placing the speedbrake switch to since power is applied to only one
RETRACT. motor.
9. Moving the flap handle to any position:

A. Actuates both control switches in the
pedestal, connecting AC power to two
motors
B. Actuates one control switch in the
pedestal, connecting AC power to one
motor
C. Actuates one of two switches in the
pedestal, connecting DC power to two
motors

CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 16-1
FLIGHT INSTRUMENTATION—UNs 0627 AND SUBSEQUENT ................................. 16-1
Pilot Flight Instruments ................................................................................................ 16-1
Copilot Flight Instruments ............................................................................................ 16-2
Multifunction Display (MFD) System (Optional) ........................................................ 16-3
Flight Guidance ............................................................................................................. 16-4
Communication/Navigation Equipment—Collins Proline II ........................................ 16-6
Pulse Equipment ........................................................................................................... 16-8
Area Navigation—GNS-X Flight Management System ............................................... 16-9
Instrument Panel Annunciators .................................................................................. 16-10
True Airspeed Computer Valves ................................................................................. 16-11
Honeywell Primus II Remote Radio System (Optional) ............................................ 16-11
Angle-of-Attack System (Safe Flight Instrument
Corporation)—UNs 0637 and Subsequent ................................................................. 16-11
Airspeed Indicators ..................................................................................................... 16-13
Vertical Speed Indicators ............................................................................................ 16-13
Turn and Bank ............................................................................................................ 16-13
Digital Clock ............................................................................................................... 16-14
Outside Air Temperature Indicator ............................................................................. 16-14
Magnetic Compass ..................................................................................................... 16-14
Flight Hour Meter ....................................................................................................... 16-15
EFIS Annunciators ..................................................................................................... 16-15

FLIGHT INSTRUMENTATION—UNs 0210 THROUGH 0626 ...................................... 16-15

General ........................................................................................................................ 16-15
Pilot Flight Instruments .............................................................................................. 16-15
HSI................................................................................................................................ 16-15
ADI ............................................................................................................................... 16-16
Copilot Flight Instruments .......................................................................................... 16-16
Flight Guidance .......................................................................................................... 16-17
Communication/Navigation Equipment ..................................................................... 16-18
Pulse Equipment ......................................................................................................... 16-21
Area Navigation .......................................................................................................... 16-22
Angle-of-Attack System (Optional) ........................................................................... 16-22
Airspeed Indicators ..................................................................................................... 16-23
Vertical Speed Indicators ............................................................................................ 16-24
Turn and Bank ............................................................................................................ 16-24
Clock ........................................................................................................................... 16-25
Outside Air Temperature Indicator ............................................................................. 16-25
Magnetic Compass ..................................................................................................... 16-25
Flight Hour Meter ....................................................................................................... 16-26
FLIGHT INSTRUMENTATION—UNs 0002 THROUGH 0209 ...................................... 16-26
PITOT-STATIC SYSTEM .................................................................................................. 16-26
Pitot Tubes .................................................................................................................. 16-26
Static Ports .................................................................................................................. 16-28
Air Data Computer ..................................................................................................... 16-28
STATIC DISCHARGE WICKS ......................................................................................... 16-28
16-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page

16-1 EFIS Instruments ................................................................................................... 16-2
16-2 Display Controller ................................................................................................. 16-2
16-3 Heading and Course Select Knobs ........................................................................ 16-2
16-4 Copilot Flight Instruments .................................................................................... 16-2
16-5 Standby Gyro Switch ............................................................................................ 16-3
16-6 Multifunction Display (MFD) System .................................................................. 16-3
16-7 MFD Controller ..................................................................................................... 16-4
16-8 Heading Reversion Switch .................................................................................... 16-4
16-9 FD Mode Control Panel ........................................................................................ 16-5
16-10 Autopilot Control Panel (UNs 0627 and Subsequent) .......................................... 16-5
16-11 AP TRIM DISC Button ......................................................................................... 16-5
16-12 VNAV Computer/Controller ................................................................................. 16-6
16-13 CTL-22, 32, 62, and 92 Controls .......................................................................... 16-6
16-14 RMI-36 Radio Magnetic Indicator (RMI) ............................................................. 16-7
16-15 LH GYRO SLAVE Switches ................................................................................ 16-7
16-16 Audio Control Panel .............................................................................................. 16-8
16-17 DME IND-42A Indicator ...................................................................................... 16-8
16-18 EFIS Display Controller ........................................................................................ 16-9
16-19 Radio Altimeter ..................................................................................................... 16-9
16-20 Control Display Unit (CDU) ............................................................................... 16-10
16-21 TAS COMP Switches .......................................................................................... 16-11
16-22 Angle-of-Attack Sensing Vane ........................................................................... 16-12
16-23 Angle-of-Attack Indicator ................................................................................... 16-12
16-24 Airspeed Indicator ............................................................................................... 16-13
16-25 Vertical Speed Indicator ...................................................................................... 16-13
16-26 Davtron Model M877 Clock ............................................................................... 16-14

16-27 OAT Indicator ..................................................................................................... 16-14

16-28 Magnetic Compass .............................................................................................. 16-14
16-29 Flight Hour Meter ............................................................................................... 16-15
16-30 RD-650A HSI ..................................................................................................... 16-16
16-31 AD-650A ADI .................................................................................................... 16-16
16-32 Copilot Flight Instruments .................................................................................. 16-16
16-33 Mode Control Panel ............................................................................................ 16-17
16-34 Autopilot Control Panel (UNs 0210 through 0626) ............................................ 16-17
16-35 TCS Button ......................................................................................................... 16-18
16-36 VNAV Controller ................................................................................................ 16-18
16-37 VHF Transceiver, NAV, and Transponder Audio Panel ...................................... 16-19
16-38 Collins ADF-60 Control Panel ............................................................................ 16-19
16-39 Radio Magnetic Indicator (RMI) ........................................................................ 16-20
16-40 LH GYRO SLAVE Switches .............................................................................. 16-20
16-41 Audio Control Panel ........................................................................................... 16-21
16-42 Collins DME Indicator ........................................................................................ 16-22
16-43 AOA Probe .......................................................................................................... 16-22
16-44 AOA Indicator ..................................................................................................... 16-23
16-45 Airspeed Indicator ............................................................................................... 16-24
16-46 Vertical Speed Indicator (VSI) ............................................................................ 16-24
16-47 Turn-and-Bank Indicator ..................................................................................... 16-24
16-48 Pilot ADI ............................................................................................................. 16-25
16-49 Davtron Model 811B Clock ................................................................................ 16-25
16-50 Magnetic Compass .............................................................................................. 16-25
16-51 Flight Hour Meter ............................................................................................... 16-26
16-52 Pitot-Static System .............................................................................................. 16-27
16-53 Pitot Tube ............................................................................................................ 16-26
16-54 Static Ports .......................................................................................................... 16-28
16-55 Static Wicks (Typical) ......................................................................................... 16-28
16-iv FOR TRAINING PURPOSES ONLY

CHAPTER 16
AVIONICS
INTRODUCTION
The Citation II avionics covered in this chapter include flight instrumentation, the pitot-
static system, and the static discharge wicks. Specific avionics systems vary with air-
craft unit numbers and customer preference. Many optional avionics items are available.
The user should consult the applicable supplements in the AFM, Section III of the
Operating Manual, and vendor manuals for information on avionics systems installed
in specific airplanes.
FLIGHT 16-1). The pilot EFIS consists of two identi-

cal and interchangeable electronic displays, a
INSTRUMENTATION— symbol generator, a display controller, and
an instrument control. The heart of the EFIS
UNs 0627 AND system is the symbol generator, which re-
SUBSEQUENT ceives and processes all airplane sensor inputs.
The data is then transmitted to the two EFIS
PILOT FLIGHT INSTRUMENTS display tubes. The pilot controls display for-
matting with the display controller (Figure
The standard flight instrument configuration 16-2). The heading and course select knobs are
consists of a dual-tube Honeywell EDZ-605 on the instrument control panel (Figure 16-3),
electronic flight instrument system (EFIS) located on the center pedestal.
located on the pilot instrument panel (Figure

Figure 16-2. Display Controller
Figure 16-3. Heading and Course Select

Knobs
Figure 16-1. EFIS Instruments
COPILOT FLIGHT
INSTRUMENTS Figure 16-4. Copilot Flight Instruments
The copilot’s instrument panel incorporates an
electrically powered attitude director indica- Standby Attitude Gyro
tor (ADI) and an RD-450 horizontal situation A standby attitude indicator is located on the
indicator (HSI) (Figure 16-4), both powered copilot instrument panel (Figure 16-4). It nor-
from the emergency DC bus. Separate air- mally operates on main DC electrical power
speed indicators, vertical speed indicators, through the STDBY GYRO circuit breaker on
altimeters, and radio magnetic indicators the left circuit-breaker panel. Power to the
(RMIs) are installed on both sides of the in- gyro is controlled by the standby gyro switch,
strument panel for the pilot and copilot. The with STDBY GYRO, OFF, and TEST posi-
pilot’s encoding altimeter is electrically driven tions, located on the pilot lower instrument
by the air data computer. The copilot altime- panel (Figure 16-5). An emergency battery
t e r i s c o nv e n t i o n a l , b e i n g o p e r a t e d b y pack in the nose avionics compartment is an
barometric pressure. emergency source of power for the standby

gyro if main DC bus voltage falls below min- MULTIFUNCTION DISPLAY

imum. This is indicated by an amber POWER
ON light adjacent to the standby gyro switch,
(MFD) SYSTEM
provided the switch is in the STDBY GYRO (OPTIONAL)
position. The battery pack also provides power
An optional MDZ-605 multifunction display
for emergency instrument lighting for the
(MFD) system may be installed on the lower
copilot primary flight instruments.
center instrument panel (Figure 16-6). The
The battery pack is continuously charged by MFD tube serves as a radar indicator or as a
the main DC electrical system and should be backup to the EFIS system. The MFD symbol
fully charged in the event of an electrical generator can be used to back up the EFIS
power failure. The standby gyro power switch symbol generator. The MFD display tube can
must be in the STDBY GYRO position for au- also be used to back up the EFIS EHSI display
tomatic transfer to emergency battery power. tube. The MFD system expands on the navi-
The gyro will operate for a minimum of 30 gation mapping capability of the EFIS.
minutes on emergency battery power. When the
switch is held to the TEST position, a selftest The MFD system is controlled by an MFD
of the emergency battery pack and associated controller that is normally installed on the
electrical circuits is accomplished. The green center pedestal (Figure 16-7). The controller
light adjacent to the switch illuminates if is used to select various modes of operation:
the test is satisfactory and the battery pack MAP, PLAN, weather, checklist (normal and
is fully charged. emergency), and EFIS backup modes.
The standby gyro is caged by pulling the PULL

TO CAGE knob and rotating it clockwise
(Figure 16-5).
CAUTION
When uncaging, do not release the
PULL TO CAGE knob suddenly so
that it snaps back; this may damage
the gyro.
Figure 16-6. Multifunction Display
(MFD) System
Figure 16-5. Standby Gyro Switch

Figure 16-7. MFD Controller
Heading Reversion Switch

The heading reversion switch is located on
the pilot lower instrument panel (Figure 16-8).
It allows selection of the copilot C-14D di-
rectional gyro as an alternate heading source Figure 16-8. Heading Reversion Switch
for the pilot’s EHSI. The switch normally dis-
plays HDG NORMAL in green. In the event Mode Control Panel
the pilot C-14D gyro fails, depressing the
heading reversion switch selects the copilot C- The mode control panel consists of ten
14D gyro to drive the pilot EHSI. The rever- push-on/push-off back-lighted switches that
sion switch illuminates the amber HDG REV select various functions for flight director/
light to indicate reversionary mode. Both the autopilot modes of operation (Figure 16-9).
pilot and copilot HSIs are now being driven by The status of the selected mode is then dis-
the copilot C-14D gyro. played by amber lights when armed and by
green lights when engaged or captured. The
FLIGHT GUIDANCE flight director modes display ARM and CAP
along the top of the EADI, in white and green
SPZ-500 Autopilot/Flight respectively.
Director System The FD OFF switch causes the command bars
to bias out of view on the EHSI. However, op-
The SPZ-500 autopilot/flight director instru- eration of the flight director with the auto-
ment system is a complete automatic flight pilot is unaffected, but without a visible
control system, which includes a flight di- command cue.
rector, automatic pilot, air data computer,
autopilot controller, vertical navigation sys- Autopilot Control Panel
tem including altitude alerter, touch control
steering, rate gyro, and autopilot servos. The The autopilot control panel, located on the cen-
system operates through the EFIS displays ter pedestal, provides for engagement of the au-
for mode annunciations, command cue dis- topilot and yaw damper, as well as manual
play, and vertical and horizontal navigation control of the autopilot through the TURN knob
displays. The air data system provides pres- and the PITCH wheel (Figure 16-10). The push-
sure altitude, altitude reporting, altitude pre- on AP and YD switches are illuminated when
select, IAS hold, and vertical speed hold. The engaged. Neither the autopilot nor the yaw
complete system may be flown manually or au- damper can be disengaged using these switches.
tomatically and meets Category II equipment The autopilot and yaw damper are disengaged
requirements. with the AP TRIM DISC button on the pilotor
copilot control wheel (Figure 16-11).

Figure 16-9. FD Mode Control Panel
Figure 16-11. AP TRIM DISC Button
Figure 16-10. Autopilot Control Panel Touch Control Steering (TCS)

(UNs 0627 and Subsequent)
The touch control steering (TCS) button on the
pilot’s control wheel enables the airplane to
Depressing the SOFT RIDE switch (Figure be maneuvered manually during autopilot op-
16-9A) reduces autopilot gains while still main- eration without cancellation of any selected
taining stability in rough air. This mode may flight director modes. Depressing the TCS
be used with any flight director mode selected. button (Figure 16-11) causes autopilot inter-
When engaged, the BANK LIMIT mode lim- ruption only while it is held depressed; re-
its the autopilot bank angle to 12 ± 2°, and leasing the button re-engages the autopilot. The
LOW illuminates in the switchlight. This mode TCS button may be used to establish a new ref-
is operative only when the flight director is in erence for the flight director operating in the
the HDG mode and when using the HEADING indicated airspeed (IAS) mode, vertical speed
knob on the instrument controller. (VS) mode, or altitude hold (ALT) mode. If the
flight director is not engaged in any vertical
The TEST EACH FLT button (Figure 16-10) modes, then the TCS button can be used as a
activates a test of the autopilot torque (current) pitch sync reference for the command bar.
monitor and must be checked prior to each
flight. During the test, the AP TORQUE light VNAV Computer/Controller
on the pilot’s upper instrument panel illumi-
nates, followed by autopilot disengagement in The VNAV computer/controller (VNCC) pro-
approximately two seconds. The AUTO- vides the data inputs for altitude preselect
PILOT OFF annunciator on the pilot’s upper mode (ALT SEL), altitude alert, and vertical
instrument panel illuminates and the auto- navigation (VNAV) mode (Figure 16-12). Data
pilot-off warning horn sounds for one second. is entered into the computer by rotating the
The trim indicators adjacent to the TRIM data selector to the desired position and then
legend illuminate if an out-of-trim condition setting the required value with the data SET
occurs. Either UP or DOWN illuminates in knob. An operating DME must be selected to
amber when a sustained trim input is being the NAV receiver providing navigation infor-
applied to the elevator servo. mation to the flight director. The VNAV

Figure 16-12. VNAV Computer/Controller
information is valid only when flying directly

to or from a VOR/DME station.
The copilot may fly VNAV by selecting VOR

2 on the pilot EFIS display controller and fly-
ing the VNAV information, which is also dis-
played on the copilot’s HSI.
Figure 16-13. CTL-22, 32, 62,
COMMUNICATION/NAVIGATION and 92 Controls
EQUIPMENT—COLLINS
PROLINE II Automatic Direction Finder
VHF COMM Transceivers (ADF)
A Collins ADF-462 is installed in the nose
Dual VHF-22A transceivers are located in the avionics bay and is controlled by a CTL-62
nose avionics bay. They are individually con- electronic control head mounted on the right
trolled by CTL-22 control heads located on the side of the center instrument panel (Figure
right side of the center instrument panel 16-13). The control head has two digital read-
(Figure 16-13). The COMM 1 antenna is lo- outs to display the active frequency and a pre-
cated on the underside of the fuselage, and the set frequency. Four additional frequencies
COMM 2 antenna is mounted in the vertical may be stored in memory. ADF magnetic bear-
stabilizer cap. The COMM 1 radio is powered ings are displayed on the RMIs and on the
from the emergency DC bus. pilot’s EHSI. An optional additional ADF may
be installed, in which case the operation is
VHF Navigation Receivers identical to that of the No. 1 system. The No.
1 ADF bearings are displayed on the RMIs by
Dual VIR-32 navigation receivers provide the single-bar bearing pointers and on the pilot
VOR, localizer, glide-slope, and marker bea- EHSI by the single-bar (blue) bearing pointer.
con capability. The receivers are located in the The No. 2 ADF (if installed) bearings are dis-
nose avionics compartment. CTL-32 controls played on the RMIs by the double-bar bear-
are located on the lower right side of the cen- ing pointers and on the pilot EHSI by the
ter instrument panel (Figure 16-13). Each sys- double-bar (green) bearing pointer.
tem has 200 VOR/LOC operating channels
and 40 glide-slope channels and automatic
DME channeling. Multiple outputs drive the Radio Magnetic Indicator (RMI)
flight director, EHSI, RMIs, and the autopilot. Dual RMI-36 radio magnetic indicators are
All basic functions have a built-in self-test. mounted on both instrument panels (Figure
Consult Section III of the Airplane Operating 16-14). ADF and VOR magnetic bearing in-
Manual for self-test procedures. The NAV 2 re- formation is displayed on each RMI. The
ceiver is powered from the emergency DC bus. single-bar bearing pointers display VOR 1

this mode, the slaving indicator on the EHSI

disappears. Under normal operating condi-
tions, the gyros remain in the AUTO (slaved)
mode.
The copilot C-14D compass system is identi-

cal to the pilot system. The copilot system
drives the right side HSI and the pilot RMI. The
copilot C-14D compass system is powered
from the emergency DC bus. In the event of a
main DC power failure, positioning the bat-
tery switch to EMER regains the copilot HSI.
Figure 16-14. RMI-36 Radio Magnetic

Indicator (RMI)
and ADF 1. The double-bar bearing pointers

display VOR 2 and ADF 2. Push-type selec-
tor switches for each pointer are mounted
on the lower case of the RMI. The compass
card for each RMI is driven by the opposite- Figure 16-15. LH GYRO SLAVE Switches
side compass system.
C-14D Compass Systems Audio Control Panels

The pilot EHSI, the copilot RMI, and the flight Two audio control panels (Figure 16-16) pro-
director are driven by the pilot No. 1 C-14D vide individual audio selection by each pilot.
slaved gyro system. The system consists of a Three-position switches labeled “SPKR,”
directional gyro, a flux detector, a mode selector “OFF,” and “HDPH” enable all audio inputs
switch, a remote compensator, and a slaving in- to be selected to the overhead speakers or
dicator on the EHSI. The pilot system is pow- headphones. A two-position IDENT–VOICE
ered by the main DC electrical system. switch is used with the NAV and ADF switches
to monitor either voice or coded identifiers.
The LH GYRO SLAVE switch, located on the Two concentric MASTER VOLUME knobs
lower left switch panel (Figure 16-15), has control the headset or speaker volume of all
two positions labeled “MAN” and “AUTO.” selected audio sources. A PASS SPKR VOL-
UME knob controls the output volume of the
These positions allow the compass to be op- passenger compartment speakers.
erated in the slaved or free DG mode. In the
AUTO (slaved) mode, the compasses align at
approximately 3 to 5° per second. When MAN
is selected, the EHSI and the copilot compass
card can be moved left or right at a rate of 30°
per minute by toggling the LH–RH switch. In

The pilot and copilot audio panels are pow-

ered from the emergency DC bus. Circuit
breakers labeled “AUDIO 1” and “AUDIO 2”
are located on the left circuit-breaker panel.
In the event main DC power is lost, the audio
panels and the overhead speakers continue
to operate (COMM 1 and NAV 2 audio will
be received).
PULSE EQUIPMENT
Figure 16-16. Audio Control Panel
Transponders
A rotary microphone selector switch has four Two Collins TDR-90 transponders, each with
standard positions: COMM 1, COMM 2, PASS 4096 Mode A code capability, are installed in
SPKR, and EMER/COMM 1. A fifth position the nose avionics bay. A single CTL-92 elec-
labeled “HF” is included if an optional HF tronic controller with digital readouts is in-
radio is installed. COMM 1 or COMM 2 con- stalled on the lower center instrument panel
nects the microphone being used to the (see Figure 16-13). The transponders have au-
respective VHF transmitter. PASS SPKR pro- tomatic altitude reporting (Mode C) capabil-
vides for announcements to the passengers ity, which is electronically provided to the
through the cabin speakers; COMM 1, COMM transponders by the pilot altimeter. A two-po-
2, and HF audio is muted. EMER/ COMM 1 sition 1/2 switch on the controller selects the
provides for the use of COMM 1 when oper- No. 1 or No. 2 transponder. An IDENT button
ating only on emergency DC power. The is located on the front of the controller and on
EMER/COMM 1 position bypasses the audio each control wheel. Any of these three switches
amplifier, necessitating the use of a headset. will activate the identification circuit.
Volume control is available only at the radio
control head. Transmitting remains normal Distance Measuring Equipment
from all microphone sources.
(DME)
A three-position AUTO SEL switch with The DME installation consists of one DME-42
SPKR, OFF, and HDPH positions automati- receiver-transmitter and one IND-42A indi-
cally selects the proper speaker or headphone cator (Figure 16-17). Dual DME-42s and dual
to match the position of the rotary microphone IND-42As may be installed as an option. The
selector switch. All audio sources can be IND-42A indicator does not control selec-
m o n i t o r e d a t a ny t i m e b y t h e u s e o f t h e tion of DME data. It is used only to display
appropriate SPKR–OFF–HDPH switch re- d a t a t h a t h a s b e e n s e l e c t e d b y t h e NAV
gardless of the microphone selector switch or
the AUTO SEL switch positions. A MKR
MUTE button silences the marker beacon
audio for approximately 30 seconds.
A two-position switch on each control wheel

(see Figure 16-11) has a MIC position for key-
ing the transmitters and an INPH position for
interphone communications when using the lip
phone or the oxygen mask microphone. If a
hand-held microphone is used, transmission
is determined by the position of the MIC
selector switch. Figure 16-17. DME IND-42A Indicator

receivers. Depressing the CH button alter-

nately selects between NAV 1 and NAV 2.
DME information is displayed on the pilot’s
EHSI. Depressing the NAV SEL button on
the EFIS display controller (Figure 16-18)
determines which NAV receiver is providing
the distance readout. The mode selector (SEL)
switch sequentially selects KT (knots), MIN
(minutes-to-station), and ID.
Figure 16-19. Radio Altimeter
Figure 16-18. EFIS Display Controller yellow, red, and magenta showing progres-
sively stronger returns. In the ground map-
ping mode, levels of returns are displayed as
Radio Altimeter black, cyan, yellow, and magenta. The system
consists of a receiver-transmitter antenna in
Radio altitude is displayed in the lower right the nose section and a controller. Some func-
corner of the pilot EADI and on the conven- tions of the MFD and the EFIS systems inter-
tional radio altimeter indicator on the pilot or face with the radar. Consult the Airplane
copilot instrument panel (Figure 16-19). The Operating Manual and vendor handbooks for
altitude display in the EADI operates from operating instructions.
–20 to 2,500 feet. Between 200 and 2,500 feet,
the display is in ten-foot increments. Below
200 feet, it is in 5-foot increments. Above AREA NAVIGATION—GNS-X
2,500 feet, the display disappears. A rising run- FLIGHT MANAGEMENT
way appears on the EADI when the absolute SYSTEM
altitude of less than 200 feet is reached.
General
Weather Radar—Primus 650
ColoRadar The GNS-X FMS is a comprehensive navigation
management system that integrates multiple
The Primus 650 ColoRadar system is an X- systems and sensors into a total package capa-
band alphanumeric digital radar with display ble of precise navigation and aircraft perfor-
designed for weather location and ground mance computations. The system uses
mapping. The system can be operated in con- information from various navigation sources, in-
junction with the EFIS and the MFD equipment cluding DME, VOR, its own integral LORAN-C,
to provide radar video displays. Storm inten- and optional VLF/OMEGA, if installed. It alerts
sity is displayed at five color levels, with black the flight crew to any irregularities such as the
representing weak or no returns and green, loss of enough sensors to compute a valid posi-

tion. If the loss of a sensor over a predetermined stored. The NAV data base must be updated
length of time occurs, the system enters a dead every 28 days by a data transfer unit (DTU).
reckoning (DR) mode and informs the pilot on the The connection for the portable DTU is located
control display unit (CDU). at the lower right side of the copilot instrument
panel.
The system provides steering information to
the pilot through the flight director and the The CDU provides the pilot’s interface with the
EHSI. When connected to the autopilot, it system. It has a full alpha keyboard with a CRT
provides roll steering commands. The NAV to provide system readouts and to accept the
computer computes fuel flow information, pilot’s inputs into the system (Figure 16-20).
providing a current fuel status and airplane
gross weight throughout the flight, provided Autotune Annunciator/Switch
it is programmed prior to takeoff. The system
also provides active flight plan data to be A NAV 1/AUTOTUNE switchlight located on
displayed on the EHSI or the MFD tubes. the center instrument panel can be used to
control autotuning of the GNS-X. Pressing
Components that form the GNS-X system in- the switch alternately selects and deselects
clude a NAV management unit (NMU), which autotuning capability. If the switchlight is il-
also houses its own LORAN-C components, luminated, the FMS may autotune the NAV 1
a configuration module, a control display unit if needed for navigation. If NAV 1 has been
(CDU), an antenna, and an optional VLF/ channeled manually, the GNS-X will not au-
OMEGA sensor (if installed). The CDU is in- totune until the switch is pressed. If NAV 1 is
selected on the EFIS, it will not autotune.
CAUTION
Exercise caution that unanticipated
autotuning of NAV 1 does not occur
when the GNS-X is operating.
Autotuning is evidenced by an au-
tomatic change of frequency in the
NAV receiver control head.
INSTRUMENT PANEL
ANNUNCIATORS
Additional annunciators are located on the
Figure 16-20. Control Display Unit (CDU) pilot’s instrument panel directly above the
EADI. They are installed as redundant an-
nunciators (duplicating those on the CDU) to
stalled on the center pedestal (Figure 16-20). remind the pilot of selected conditions or to
call attention to the occurrence of certain
The NMU is the heart of the system. It incor- events. They are as follows:
porates the NAV computer, the VORTAC po-
sitioning unit (VPU), the navigation data bank • BATT—Battery (present only when
(NDB), memory capability, and the LORAN-C the optional VLF/OMEGA is in-
sensor. The NDB maintains 50,000 naviga- stalled). It illuminates when the GNS-
tion points in its data base, as well as 256 op- X RPU is being electrically powered
erator-generated waypoints. Forty-nine flight by its own internal standby battery.
plans with up to 30 waypoints each may be

• SX—Parallel track. Illuminates when TRUE AIRSPEED COMPUTER

the GNS-X has been programmed for
course guidance with respect to a
VALVES
course offset from, but parallel to, the Pitot-static pressure for the A and B true air-
leg shown on the CDU. speed computer is obtained from the copilot’s
pitot-static system. Two shutoff valve switches
• WPT—Waypoint. Illuminates when labeled “STATIC” and “PITOT TAS COMP,”
the airplane is within 30 seconds of the with OPEN and CLOSED positions, are lo-
next leg change. cated on the copilot’s meter panel (Figure
16-21). They are provided to isolate the true
• MSG—Message. Light is on in addi- airspeed computer from the copilot’s instru-
tion to the message light on the CDU. ments if a leak or other malfunction develops
When the VPU sensor is not supply- in the true airspeed system.
ing navigation or position update data,
the MSG light flashes, and the mes- When the shutoff valves are closed, manual
sage page describes the failure. true airspeed must be provided to the GNS-X
FMS. To ensure the FMS is not receiving er-
• DR—Dead reckoning. Illuminates roneous true airspeed data, pull the TAS cir-
when the GNS-X system is in the dead cuit breaker on the right circuit-breaker panel.
reckoning mode.
On UNs 0651 and subsequent, a NOSE COMP HONEYWELL PRIMUS II

O’TEMP light is added to the annunciator REMOTE RADIO SYSTEM
panel (refer to Chapter 4, “Master Warning (OPTIONAL)
Systems”). The light advises the crew that an
overtemperature condition exists in the nose The Honeywell Primus II remote radio system
avionics compartment. may be installed as an option. If this system
is installed, the VHF communication, navi-
gation, ADF, transponder, and DME control
heads are replaced with programmable CRT
tubes. The standard audio control panel is re-
placed by Primus II audio control panels.
Consult Section III of the Airplane Operating
Manual and the Honeywell pilot’s handbook
for operating instructions.
ANGLE-OF-ATTACK SYSTEM
(SAFE FLIGHT INSTRUMENT
CORPORATION)—UNs 0637
AND SUBSEQUENT
The angle-of-attack (AOA) system is pow-
ered by the main DC electrical system. The
AOA circuit breaker is located on the left cir-
cuit-breaker panel. The system incorporates
a signal summing unit (computer), external
sensing vane (Figure 16-22), flap position
sensor, and an angle-of-attack indicator
(Figure 16-23). An optional indexer light may
Figure 16-21. TAS COMP Switches

sor provides signals to the computer, allow-

ing compensation for any flap position se-
lected. The computer then provides signals to
drive the AOA indicator, EADI fast-slow in-
dicator, and the optional “heads up” indexer.
The signals generated are accurate throughout
the weight and CG range of the aircraft.
The AOA indicator is a full-range gage, cali-

brated from 0.1 to 1.0 and marked with red,
yellow, and white arcs. The 0.1 mark represents
a very low angle of attack; 1.0 indicates the
aircraft has exceeded the critical angle of at-
tack and has stalled. The area from 0.1 to 0.57
represents the normal operating range, except
for approach and landing. The white arc from
Figure 16-22. Angle-of-Attack 0.57 to 0.63 covers the approach and landing
Sensing Vane range, with the middle of the arc (0.6) indi-
cating the optimum landing approach airspeed
(V APP or V REF ). The yellow range of 0.63 to
0.85 represents a caution area, indicating ap-
proach of the critical angle of attack. The red
arc from 0.85 to 1.0 is a warning zone that in-
dicates the beginning of low-speed buffet
followed by a full stall.
If the AOA system loses electrical power or be-

comes inoperative for other reasons, the in-
dicator needle deflects to the top of the scale
and stows at the 1.0 indication. A red X appears
at the EADI slow-fast indicator.
The optional “heads up” approach indexer dis-

plays three illuminated symbols (red, green,
and yellow) used to indicate angle of attack.
Illumination of the symbols is progressive as
the airplane angle of attack changes. When air-
speed is on reference (0.6), the green center
Figure 16-23 Angle-of-Attack Indicator circle illuminates. As airspeed decreases from
the 0.6 reference (angle of attack increasing),
be installed on the top side of the pilot the green circle illumination dims and the top
glareshield near the center of the windshield. red chevron illumination increases until it is
This indexer provides a “heads up” display of fully bright; the circle extinguishes. As angle
deviation from the approach reference. of attack becomes excessive, the top chevron
begins to flash. When airspeed is increasing
The vane-type AOA sensor, including the from the 0.6 on-speed reference (angle of at-
transducer, is mounted on the right forward tack decreasing), the circle again dims and
fuselage. The wedge-shaped vane streamlines the bottom yellow chevron brightens until the
with the relative airflow. The transducer sends green circle is extinguished and the bottom
signals to the computer. The flap position sen- chevron is fully bright.

The top red chevron points down, indicating VERTICAL SPEED INDICATORS
the angle of attack should be decreased by
lowering the nose to eliminate the deviation. The two instantaneous vertical speed indica-
The bottom yellow chevron points upward, tors (VSIs) (Figure 16-25) indicate vertical ve-
indicating that the angle of attack should be locity of 0 to 6,000 fpm, either up or down.
increased by raising the nose to eliminate Accelerometers sense any change in normal ac-
the deviation. celeration and displace the needle before an
actual pressure change occurs. This causes
The optional indexer is active any time the much less time lag between airplane
nose gear is down and locked and the airplane displacement and instrument indication.
is airborne. There is a 20-second delay after
take-off before the indexer becomes operative.
The AOA vane is anti-iced electrically through

the pitot-static heater system (refer to Chapter
10, “Ice and Rain Protection”). There is no an-
nunciator to indicate AOA heater failure.
AIRSPEED INDICATORS
The pilot and copilot airspeed indicators
(Figure 16-24) are identical and are operated
by uncorrected pitot-static inputs. Mach input
is from the air data computer. A knob on the
lower left corner of the indicator controls a
movable index that can be set to any airspeed
as a reference.
Figure 16-25. Vertical Speed Indicator
TURN AND BANK

The pilot is provided with a built-in turn needle
in the EADI which is displayed at all times ex-
cept when an ILS frequency is tuned in on a
NAV radio and selected on the EFIS display
controller. A conventional inclinometer is at-
tached to the lower edge of the EADI case. The
copilot’s standard instruments do not include
a turn needle.
Figure 16-24. Airspeed Indicator

DIGITAL CLOCK
The Davtron model M877 clock (Figure 16-
26) can display four functions: local time,
GMT, flight time, and elapsed time. Two
versions of the elapsed time function may be
selected: count up or count down. Normally,
the clock is mounted on the pilot instrument
panel with provisions for an optional addi-
tional clock on the copilot instrument panel.
Figure 16-27. OAT Indicator
MAGNETIC COMPASS
A standard liquid-filled magnetic compass is
mounted above the glareshield (Figure 16-28).
Figure 16-26. Davtron Model M877 Clock
OUTSIDE AIR TEMPERATURE

INDICATOR
An OAT indicator (Figure 16-27) is mounted
below the clock on the pilot’s instrument panel.
It displays air temperature uncorrected for
ram rise. Two scales and a single pointer are
used to indicate both Celsius and Fahrenheit
readings. The temperature sensor is located in-
side the right dorsal fin ram-air inlet.
Figure 16-28. Magnetic Compass

FLIGHT HOUR METER MFD System (Optional)

The flight hour meter (Figure 16-29) displays The following annunciators are installed on the
the total flight time on the airplane in hours center instrument panel:
and tenths. The left landing gear squat switch
MFD FAN—MFD cooling fan inoperative
activates the meter when airplane weight is
off the gear. A small indicator on the face of MFD HOT—MFD tube overheating
the instrument rotates when the hour meter
is in operation. MFD SG HOT—MFD symbol generator
overheating
FLIGHT
INSTRUMENTATION—
UNS 0210 THROUGH
0626
GENERAL
Standard flight instrument configuration con-
sists of Sperry electrical/mechanical flight
Figure 16-29. Flight Hour Meter instruments on both the pilot and copilot in-
strument panels. The standard avionics pack-
age consists of dual audio control panels, dual
EFIS ANNUNCIATORS VHF COMM transceivers, dual NAVs, dual
RMIs, ADF, DME transponder, autoflight sys-
Pilot EFIS tem, and weather radar. Included as a part of
the autoflight system is altitude preselect, al-
Cooling fans are installed in the avionics bay titude alerting, altitude reporting, and verti-
to provide cooling airflow for the EFIS equip- cal navigation.
ment. Consequently, the following annuncia-
tors are installed on the upper portion of the
pilot’s instruments:
PILOT FLIGHT INSTRUMENTS
The pilot flight instrument panel includes an
DISP FAN—Cooling fan inoperative attitude director indicator (ADI) and a hori-
zontal situation indicator (HSI).
EADI HOT—EADI tube overheating
EHSI HOT—EHSI tube overheating

HSI
The RD-650A HSI (Figure 16-30) has various
SG HOT—Pilot’s EFIS symbol generator displays that indicate NAV sources in use, a
overheating bearing pointer that indicates relative bearing
to the selected navaid (VOR or ADF), course
selections, DME readouts, etc. Heading and
course knobs are remotely located on the
center pedestal.

play. The AD-650A also incorporates 12 an-

nunciator lights on top of the case “eyebrow”
that indicate which vertical and horizontal
modes are engaged in the flight director. The
ADI also displays, but is not limited to, angle-
of-attack, glide-slope, turn-and-bank, expanded
localizer, and radio altitude information.
COPILOT FLIGHT
INSTRUMENTS
The copilot instrument panel is equipped with
a basic bleed-air-driven attitude gyro and a
basic HSI, electrically powered from the emer-
gency DC bus system (Figure 16-32). Separate
airspeed indicators, vertical speed indicators,
Figure 16-30. RD-650A HSI altimeters, and RMIs are installed on both the
pilot and copilot instrument panels. The pilot’s
encoded altimeter is electrically driven by the
ADI air data computer. The copilot’s altimeter is a
Various ADIs may be installed, from 4-inch conventional barometric altimeter.
with double-cue flight director (FD) command
displays (one horizontal and one vertical) or a
single-cue FD display to 5-inch double-cue or
single-cue FD command displays. The most
common ADI installation is the AD-650A
5-inch ADI (Figure 16-31), which incorporates
the single-cue flight director command dis-
Figure 16-32. Copilot Flight Instruments
Figure 16-31. AD-650A ADI

FLIGHT GUIDANCE Autopilot Control Panel

SPZ-500 Autopilot/Flight The autopilot control panel on the center pedestal
(Figure 16-34) provides the means of engaging
Director System the autopilot and yaw damper, as well as man-
The SPZ-500 autopilot/flight director instru- ually controlling the autopilot through the TURN
ment system is a complete flight control sys- knob and PITCH wheel. On UNs 0162 and sub-
tem which includes a flight director, automatic sequent, the torque adaptive autopilot provides
pilot, pilot’s attitude director indicator (ADI), two levels of torque authority automatically for
pilot’s horizontal situation indicator (HSI), both the pitch and roll axes. The torque switch-
air data computer with associated outputs, au- ing is accomplished through a barometric pres-
topilot controller, vertical navigation system sure (set to 14,500 feet), which is installed in the
including altitude alerter, touch control steer- copilot’s static system.
ing (TCS), a rate gyro, and autopilot servos.
The system operates through the pilot’s ADI

and HSI for mode annunciations, command
cues, and vertical and horizontal navigation
displays. The air data system provides pressure
altitude, altitude reporting, altitude preselect,
IAS hold, and vertical speed hold. The system
may be flown manually or automatically, and
meets Category II equipment requirements on
UNs 0162 and subsequent. On UNs prior to
0162, the system meets Category II
requirements for flight director mode only.
Figure 16-34. Autopilot Control Panel
Mode Control Panel (UNs 0210 through 0626)
The mode control panel (Figure 16-33) con-
sists of 11 push-on, push-off back-lighted The AP switch is used to engage the autopilot
switches. The status of the selected mode is and the yaw damper. The YD switch engages
displayed by amber lights when armed or green the yaw damper only. Use of the yaw damper
lights when engaged or when capture has oc- while manually controlling the airplane aids
curred. On the top face “eyebrow” of the ADI, in stability and passenger comfort.
capture modes are also annunciated. The FD
OFF switch causes the command bar(s) to bias Depressing the SOFT RIDE switch reduces au-
out of view on the ADI; however, flight director topilot gains while still maintaining stability
operation with the autopilot is unaffected but in rough air. This mode may be used with any
without a visible command cue. flight director mode selected.
The TEST EACH FLT button activates a test

of the current monitor for the autopilot and
must be checked prior to each flight. Pressing
the button causes the autopilot to disengage by
simulating a failure in the torque limiters.
Disengagement must be within approximately
two seconds after depressing the button. The
AUTOPILOT OFF light on the pilot instrument
panel illuminates; the autopilot warning horn
Figure 16-33. Mode Control Panel sounds. On UNs 0162 and subsequent, the AP
TORQUE light also illuminates.

The TRIM light on the control panel illumi- VNAV Computer/Controller

nates UP or DN when a sustained signal is
being applied to the elevator servo. The VNAV computer/controller (VNCC) pro-
vides the data inputs for altitude preselect
mode (ALTSEL), altitude alert, and vertical
CAUTION navigation (VNAV) mode (Figure 16-36). Data
is entered into the computer by rotating the
data select switch to the desired position and
The servo trim pressure should be then setting the required value with the data
trimmed out manually before disen- set knob. The VNAV operates only when using
gaging the autopilot if the TRIM NAV 1 with the DME set to NAV 1 and locked
light illuminates. on the selected VORTAC (not in HOLD).
VNAV information is valid only when flying
directly to or from a VOR/DME station.
Touch Control Steering (TCS)
The touch control steering (TCS) button on the
pilot’s control wheel (Figure 16-35) enables
the airplane to be maneuvered manually dur-
ing autopilot operation without cancellation
of any selected flight director modes.
Depressing and holding the TCS button causes

autopilot operation to be interrupted. Releasing
the button reengages the autopilot. When fly-
ing the airplane manually and using the flight
director, the command bars may be matched Figure 16-36. VNAV Controller
to the existing pitch attitude or the vertical
modes may be reset by using the TCS button
(ALT HLD, VS, or IAS). COMMUNICATIONS/NAVIGATION
EQUIPMENT
VHF COMM Transceivers
Dual VHF-20A transceivers (VHF-22A on
UNs 0550 and subsequent) are located in the
nose avionics bay with control heads on the
center instrument panel. The COMM 1 an-
tenna is located on the underside of the fuse-
lage. The COMM 2 antenna is mounted in the
vertical stabilizer cap. The COMM 1 radio is
powered from the emergency DC bus.
VHF Navigation Receivers

Dual VIR-30A receivers (VIR-32 on UNs 0550
and subsequent) provide VOR, localizer,
glideslope, and marker beacon capability. The
receivers are located in the nose avionics com-
partment, with control heads located on the
center instrument panel (Figure 16-37). Each
Figure 16-35. TCS Button system has 200 VOR/LOC operating channels,

Automatic Direction Finder

(ADF)
The Collins ADF-60 is an automatic direc-
tion finder system operating in the frequency
range of 190 to 1749.5 kHz, tunable at .5 kHz
intervals and providing 3,120 channels. Tuning
is accomplished by concentric knobs on the
control panel located on the center instrument
panel (Figure 16-38).
Figure 16-37. VHF Transceiver, NAV, and

Transponder Audio Panel
40 glide-slope channels, and automatic DME

channeling. Multiple outputs drive the flight
director HSI, RMIs, auto-pilot, course devia-
tion indicator and RNAV, if installed. All basic
functions have a built-in self-test. Consult
Section III of the Airplane Operating Manual
for self-test procedures. The NAV 2 receiver is
powered from the emergency DC bus.
NOTE
Communication/navigation radio con-
trol heads may vary from one airplane
to another, depending on unit numbers Figure 16-38. Collins ADF-60 Control Panel
and customer options. Regardless of
the type of control head, they are The receiver is located in the nose avionics
mounted on the center instrument equipment bay. The antenna is mounted on
panel and operate essentially the same. the underside of the fuselage. ADF informa-
Refer to the vendor handbooks for tion is displayed on each RMI by the single-
specific operating instructions. bar bearing pointer. The bearing pointer on the
pilot’s HSI may also be selected to ADF by
pushing a selector switch on the left side of the
HSI case (UNs 0210 and subsequent). If a sec-
ond optional ADF system is installed, the dou-
ble-bar bearing pointers on the RMIs display
ADF 2 bearing information.

Radio Magnetic Indicator (RMI) a slaving indicator on the HSI. The pilot sys-
tem operates from the main DC bus system.
Dual RMl-30 radio magnetic indicators are Two LH GYRO SLAVE switches located on
mounted on the left and right instrument pan- the left switch panel (Figure 16-40), one with
els (Figure 16-39). ADF and VOR information AUTO and MAN positions and the other with
is displayed on each RMI. The single-bar LH and RH positions, allow selection of au-
bearing pointers display VOR 1 or ADF 1. tomatic (slaved) or manual (unslaved) opera-
The double-bar pointers present VOR 2 or tion of the pilot’s C-14D compass system. In
ADF 2 information. Push-type selectors are the AUTO mode, the compasses align at ap-
mounted on the lower case of the RMIs for se- proximately 3 to 5° per second. When MAN
lecting desired information. The compass card is selected, the HSI and the copilot’s RMI
for each RMI is driven by the oppositeside compass card can be moved left or right at a
compass system. In the event of RMI com- rate of 30° per minute by toggling the LH–RH
pass card failure, the VOR pointer remains switch. In the MAN mode, the slaving indicator
slaved to the compass card and continues to on the HSI disappears. Under normal operat-
indicate magnetic bearing to the selected sta- ing conditions, the gyros remain in the AUTO
tion. The ADF pointer indicates relative (slaved) mode.
bearing to the selected station.
Figure 16-40. LH GYRO SLAVE Switches
The copilot C-14D compass system is identi-

cal to the pilot system. The copilot system
drives the copilot HSI and the pilot RMI com-
pass card. The copilot system receives elec-
Figure 16-39. Radio Magnetic trical power from the emergency DC bus. In
Indicator (RMI) the event of a main DC power failure, placing
the battery switch to the EMER position re-
stores the copilot’s HSI operation.
C-14D Compass System
The pilot HSI, the flight director (when NAV
Audio Control Panels
1 is selected on the mode control panel), and Two audio control panels are installed to pro-
the copilot RMI are driven by the pilot C-14D vide individual audio selection by each pilot
slaved gyro system. The system consists of a (Figure 16-41). Switches with SPKR, OFF,
directional gyro, a flux detector, two mode and HDPH positions enable all audio inputs
selector switches, a remote compensator, and to be selected to the overhead speakers or

switch positions. A MKR MUTE button si-

lences the marker beacon audio for
approximately 30 seconds.
A two-position switch on each control wheel

has a MIC position for keying the transmitters
and an INPH position for interphone commu-
nications when using the lip phone or the oxy-
gen mask microphone. If a hand-held
microphone is used, transmission is determined
by the position of the MIC selector switch.
Figure 16-41. Audio Control Panel PULSE EQUIPMENT

headphones. A two-position IDENT–VOICE Transponders
switch is used with the NAV and ADF switches A Collins TDR-90 transponder with a 4096
to monitor either voice or coded identifiers. Mode A code capability is located in the cen-
Two concentric MASTER VOLUME knobs ter instrument panel (see Figure 16-37). The
control the headset or speaker volume of all transponder also has Mode C capability to
selected audio sources. A PASS SPKR VOL- provide automatic altitude reporting. An IDNT
UME knob controls the output volume of the switch is located on the controller and a remote
passenger compartment speakers. IDNT button on each control wheel. If an op-
tional second transponder is installed, a trans-
A rotary microphone selector switch has four fer (TFR) switch is located on the controller
standard positions: COMM 1, COMM 2, PASS to select the desired transponder.
SPKR, and EMER/COMM 1. A fifth position
labeled “HF” is included if an optional HF
radio is installed. COMM 1 or COMM 2 con- Distance Measuring Equipment
nects the microphone in use to the respective (DME)
VHF transmitter. The PASS SPKR position
permits announcements to the passengers The Collins DME-40 (DME-42 on UNs 0550
and subsequent) provides the pilot with slant
through the cabin speakers, but COMM 1, range distance information to the selected
COMM 2, and HF audio is muted. EMER/ VORTAC, as well as time-to-station and
COMM 1 provides for the use of COMM 1 groundspeed readouts. Dual DMEs are op-
when operating only on emergency DC power. tional. The indicator mounted on the instrument
The EMER/COMM 1 position bypasses the panel (Figure 16-42) does not control selection
audio amplifier, necessitating the use of a of DME data; it is used only to display data that
headset, and volume control is available only has been selected by the NAV receivers.
at the radio control head. Transmitting re-
mains normal from all microphone sources. Radio Altimeter (Optional)
A three-position AUTO SEL switch with An optional Sperry AA-215 radio altimeter
SPKR, OFF, and HDPH positions automati- (Collins ALT-50 on UNs 0162 and subsequent)
cally selects the proper speaker or headphone installed on the pilot instrument panel pro-
to match the position of the rotary microphone vides absolute altitude readout from 2,500
selector switch. All audio sources can be mon- feet AGL (2,000 feet for ALT-50) to ground
itored at any time by use of the appropriate level. In addition to the altitude display, aux-
SPKR–OFF–HDPH switch, regardless of the iliary outputs are available to drive the rising
microphone selector switch or the AUTO SEL runway bar on the pilot’s ADI. On UNs 0162

These radar systems are normally powered

from the main DC electrical system; however,
antenna stabilization requires AC power from
the inverters.
AREA NAVIGATION
Various optional area navigation systems may
be installed at customer request. Refer to Section
III of the Airplane Operating Manual and vendor
handbooks for operating instructions.
ANGLE-OF-ATTACK SYSTEM
(OPTIONAL)
The Teledyne angle-of-attack (AOA) system
consists of a transmitter, a flap position sen-
sor, and an indicator. A “heads up” approach
Figure 16-42. Collins DME Indicator indexer may be installed on the pilot wind-
shield center post as an optional addition to this
system.
and subsequent, an additional readout on the
ADI indicates absolute altitude at 200 feet The AOA transmitter is the basic sensor which
above ground level, calibrated in 50-foot detects airflow direction at the side of the
increments until touchdown. fuselage by means of a conical probe with
slots (Figure 16-43) that rotates to achieve
The Collins ALT-55B radio altimeter is op- uniform airflow. The probe is heated for anti-
tional for UNs 0356 and subsequent. This sys- icing by actuation of pitot-static anti-icing
tem operates essentially the same as the other (refer to Chapter 10, “Ice and Rain
systems except for an additional feature on the Protection”).
pilot’s ADI. Digital readouts are incorporated
to display absolute altitude above ground level
from 2,000 to 200 feet in 10-foot increments,
and from 200 feet to ground level in 5-foot
increments. A decision height (DH) window
is included on the ADI to set desired deci-
sion height.
Weather Radar
Various weather radar systems may be in-
stalled. Refer to Section III of the Airplane
Operating Manual and vendor handbooks for
operating instructions for the system installed.
Most of the systems have, in addition to
weather mapping, a ground mapping mode.
The radar display scope is mounted on the
center instrument panel. Remote controllers
may be located on the pilot, copilot, or center
instrument panels.
Figure 16-43 AOA Probe

NOTE climb. An index mark (triangle) at .35 repre-

sents maximum range.
A warning light is not included to
alert the crew if anti-icing heat to The optional “heads up” approach indexer dis-
the probe is lost. plays three illuminated symbols (red, green.
and yellow) used to indicate angle of attack.
A flap position sensor provides a signal to the Illumination of the symbols is progressive as
AOA indicator to compensate for flap position. angle of attack changes When airspeed is on ref-
The indicator computes angle of attack from erence (0.6), the green center circle illuminates.
transmitter and flap sensor signals for all con-
figurations and weights to provide accurate As airspeed decreases from the 0.6 reference
AOA readouts to the flight crew. (angle of attack increasing), the green circle il-
lumination dims and the top red chevron illu-
The full-range AOA indicator installed on the mination increases until it is fully bright, and
pilot instrument panel is calibrated from 0 to the circle extinguishes. As angle of attack be-
1.0 and is marked with red, yellow, and green comes excessive, the top chevron begins to
arcs (Figure 16-44). Lift is presented as a per- flash. When airspeed is increasing from the
centage. 1.0 represents full stall: 100% of the 0.6 on-speed reference (angle of attack de-
available lift is being produced. At 0, zero lift creasing), the circle again dims and the bottom
is being produced. The red arc range is a warn- yellow chevron brightens until the green circle
ing area from beginning of low-speed buffet is extinguished and the bottom chevron is fully
to full stall. The yellow range indicates a cau- bright.
tion area where the airplane is approaching a
critical angle of attack. The green arc is the The top red chevron points downward, indi-
normal operating range. The AOA indicator cating that the angle of attack should be de-
has reference indices at .8, where low-speed creased by lowering the nose to eliminate the
buffet begins, and at .6, which is optimum ap- deviation. The bottom yellow circle points
proach speed (1.3 V SO ), which equates to upward, indicating that the angle of attack
maximum endurance and maximum angle of should be increased by raising the nose to
eliminate deviation.
AIRSPEED INDICATORS
The pilot and copilot airspeed indicators, op-
erated by uncorrected pitot-static inputs, are
identical (Figure 16-45). Mach input is from the
air data computer. A knob on the lower left
corner of the instrument controls a movable
index that can be set to any airspeed as a ref-
erence. Slots in the airspeed dial at 262 and 277
KIAS show red below 14,000 feet and from
14,000 to 28,000 feet, indicating V MO limits
(standard 9,500 pounds ZFW). The Mach limit
of .705 above 28,000 feet is indicated by a sin-
gle red radial line. On aircraft certified at 11,000
pounds ZFW, a single slot at 262 KIAS shows
red from low altitude to 30,500 feet. The Mach
limit of .705 above 30,500 feet is indicated by
a single red radial line.
Figure 16-44. AOA Indicator

change occurs, resulting in much less time

lag between airplane displacement and
instrument indication.
TURN AND BANK

With 4-inch ADI
The pilot and copilot turn-and-bank indicators
(Figure 16-47) are powered by main DC elec-
trical power from the T&B circuit breakers on
the left circuit-breaker panel. An OFF flag
comes into view if electrical power is inter-
rupted.
Figure 16-45. Airspeed Indicator
VERTICAL SPEED INDICATORS

Two instantaneous vertical speed indicators
(VSIs) indicate vertical velocity of 0 to 6,000
fpm up or down (Figure 16-46). Accelerometers
sense changes in normal acceleration and
displace the needle before actual pressure
Figure 16-47. Turn-and-Bank Indicator
With 5-inch ADI

The pilot turn-and-bank indicator is incorpo-
rated into the ADI (Figure 16-48). The copi-
lot’s turn-and-bank indicator is powered by
main DC power from a RH T&B circuit breaker
on the left circuit-breaker panel.
Figure 16-46. Vertical Speed Indicator

(VSI)

Figure 16-48. Pilot ADI Figure 16-49. Davtron Model 811B Clock
CLOCK MAGNETIC COMPASS

An eight-day clock with a 24-hour dial is A standard liquid-filled magnetic compass is
mounted on the pilot instrument panel. GMT mounted above the glareshield (Figure 16-50).
and local time can be set simultaneously.
An optional Davtron Model 811B six-digit
display clock (Figure 16-49) presents either
24-hour elapsed flight time or elapsed time
from the stop-watch function, as selected by
the pilot. A separate battery supplies power to
keep the time circuit functional when airplane
electrical power is off.
OUTSIDE AIR TEMPERATURE

INDICATOR
An OAT indicator below the clock on the pilot
instrument panel displays air temperature un-
corrected for ram rise. Two scales and a sin-
gle pointer indicate both Celsius and Fahrenheit
readings. The temperature sensor is located
inside the right dorsal fin ram-air inlet.
Figure 16-50. Magnetic Compass

FLIGHT HOUR METER PITOT-STATIC SYSTEM

The flight hour meter, normally mounted on
The pitot-static system supplies dynamic and
the copilot instrument panel, displays the total
static air pressure for operation of the air data
airplane flight time in hours and tenths (Figure
computer (ADC), Mach/airspeed indicator,
16-51). The left landing gear squat switch ac-
altimeter, vertical speed indicator, Mach/ air-
tivates the meter when weight is off the gear.
speed warning switch, and cabin differential-
A small indicator on the face of the instrument
pressure indicator. The pitot-static system is
rotates when the hour meter is in operation.
shown in Figure 16-52.
PITOT TUBES
The pitot tubes are mounted on each lower
side of the fuselage nose (Figure 16-53). They
provide independent supplies as shown in
Figure 16-52.
Figure 16-51. Flight Hour Meter
FLIGHT
INSTRUMENTATION—
UNs 0002 THROUGH 0209 Figure 16-53. Pitot Tube
Standard flight instrument configuration is es-
sentially the same as for UNs 0210 through Both pitot tubes are electrically heated. Pitot
0626, with only minor differences. Refer to h e a t i s c o n t r o l l e d b y a s i n g l e P I TOT &
Section III of the Airplane Operating Manual and STATIC toggle switch located in the ANTI
vendor handbooks for operating instructions. ICE group on the pilot instrument panel (see
Chapter 10, “Ice and Rain Protection”, for
additional information).

LEFT PITOT RIGHT PITOT

TUBE TUBE
MACH
AIRSPEED
LIMIT
SWITCH
MACH
MACH
IAS ALT IAS ALT
VSI VSI
CABIN
DIFFERENTIAL
PRESSURE
INDICATOR
AIR
DATA
COMPUTER
(ADC)
UPPER LEFT UPPERRIGHT

STATIC PORT STATIC PORT
LOWER LEFT LOWERRIGHT

STATIC PORT STATIC PORT
LEGEND
PILOT'S PITOT
COPILOT'S PITOT
PILOT'S STATIC
COPILOT'S STATIC
ELECTRICAL
Figure 16-52. Pitot-Static System

STATIC PORTS AIR DATA COMPUTER

Upper and lower static vent ports are located The air data computer (ADC) electrically
on each side of the fuselage below and slightly drives the pilot altimeter and provides input
forward of the cockpit windows (Figure 16-54). to the flight director/autopilot system. Other
As shown in Figure 16-52, dual pickups are pro- equipment supplied by the ADC and the data
vided to the pilot and copilot instruments from received vary, depending on the installation of
both sides of the airplane. The dual pickups are specific avionics systems.
provided to reduce sideslip effects on the static
system. All static ports are heated and con-
trolled by the PITOT & STATIC switch. STATIC DISCHARGE
WICKS
A static electrical charge, commonly referred
to as “P” (precipitation) static, builds up on the
surface of an airplane while in flight and causes
interference in radio and avionics equipment
operation. The static wicks are installed on all
trailing edges (Figure 16-55) and dissipate
the static electricity in flight.
Figure 16-54. Static Ports
The copilot altimeter is a barometric instru-

ment. Due to the low vibration levels in tur-
bojet airplanes, an electric motor with an
eccentric shaft is attached to the barometric al-
timeter to ensure its accuracy by constantly vi- Figure 16-55. Static Wicks (Typical)
brating it. It is powered by the RH ALT circuit
breaker on the left circuit-breaker panel.

CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 17-1
OXYGEN SYSTEM ............................................................................................................. 17-1
General .......................................................................................................................... 17-1
Component Description ................................................................................................ 17-2
System Operation .......................................................................................................... 17-5
QUESTIONS ........................................................................................................................ 17-6

ILLUSTRATIONS
Figure Title Page

17-1 Oxygen Pressure Gage .......................................................................................... 17-2
17-2 Oxygen Selector .................................................................................................... 17-2
17-3 Overboard Discharge Indicator ............................................................................. 17-3
17-4 Crew Oxygen Mask ............................................................................................... 17-3
17-5 Crew Oxygen Mask Stowage ................................................................................ 17-3
17-6 Passenger Oxygen Mask ....................................................................................... 17-4
17-7 Oxygen System ..................................................................................................... 17-5

CHAPTER 17
MISCELLANEOUS SYSTEMS
RESET
ANTI-ICE
12 ON
TEST
OIL
16
8 BLOWER
OFF
NO 1 FUEL ENG 1 XMSN
TRANS CHIP OIL
NO 1 FUEL NO 1 FUEL 90° BOX
LOW FILTER OIL
4 BATT
HOT
NO 1 BATT
SYS
GEN 1
HOT
0
INTRODUCTION
This chapter covers the oxygen system installed on the Citation II. Oxygen is supplied to
the crew and passengers during pressurization system malfunctions, or whenever required.
OXYGEN SYSTEM
GENERAL
The oxygen system consists of the crew and by the pressurization system up to the
passenger distribution systems. Oxygen is maximum certified altitude.
available to the crew at all times and can be
made available to the passengers either auto- The system consists of an oxygen storage
matically above a predetermined cabin alti- cylinder with an integral shutoff valve and
tude, or manually at any altitude by a cockpit pressure regulator, servicing fitting, crew and
control. The system is primarily intended to passenger masks, altitude pressure switch,
provide emergency oxygen since a cabin ove r b o a r d d i s c h a rg e d i s c , a n d a c o n t r o l
altitude of 8,000 feet is normally maintained selector on the pilot’s console.

COMPONENT DESCRIPTION cylinder pressure any time the system is

charged, regardless of the positions of the
Oxygen Cylinder Assembly shutoff valve on the cylinder. The fully ser-
viced system should read 1,600–1,800 psi.
The oxygen cylinder, installed in the tail-cone Gage markings are listed in Chapter 1,
area of the fuselage immediately aft of the “Instrument Markings.”
tail-cone access door, may have a 22-cubic-
The system should be serviced anytime the
foot or 64-cubic-foot capacity. On UNs 0002
gage indicates out of the green arc. It must be
through 0254 not incorporating SB 550-35-2,
serviced if pressure drops below 400 psi, and
the oxygen bottle is located in the right side
the system must be purged if the bottle is al-
of the nose baggage compartment, beneath
lowed to deplete to empty.
the compartment floor. A shutoff valve and
pressure regulator located on the cylinder con-
trol the flow of oxygen to the distribution sys- Controls
tem. The shutoff valve is normally open; the
regulator reduces line pressure to 70 psi. The The OXYGEN selector on the pilot’s console
cylinder is serviced through the filler port in (Figure 17-2) controls oxygen flow to the pas-
the tail-cone area with aviators’ breathing sengers or restricts it to crew use only. NOR-
oxygen only (MIL-0-27210). MAL, CREW ONLY, and MANUAL DROP
positions mechanically actuate a control valve
for distribution as desired. On UNs 0002
Pressure Gage through 0500, the oxygen is controlled by two
A direct-reading oxygen pressure gage is lo- levers instead of one rotary valve.
cated on the right side of the copilot’s in-
strument panel (Figure 17-1). The gage reads

Figure 17-2. Oxygen Selector
Figure 17-1. Oxygen Pressure Gage

Overboard Discharge Indicator The optional mask is a quick-donning mask

with an integral microphone and a regulator
A green overboard discharge indicator (disc) with three positions. Selecting the EMER po-
is located aft of the tail-cone access door on sition on the mask regulator makes pressure
the fuselage (Figure 17-3). On UNs 0002 breathing possible by providing a steady flow
through 0254 not incorporating SB 550-35-2, to the mask. In the 100% position, the user is
the disc is located on the right side of the nose assured oxygen is being received when there
section, directly below the nose access door. is no apparent restriction to breathing. The
The disc provides a visual indication that an NORM position is for diluter demand. The
overpressure condition has occurred in the masks must be stowed in a retainer just aft of
oxygen cylinder and that the bottle is now each crewmember’s side window (Figure 17-5)
empty. If the disc is ruptured, maintenance to qualify as quick-donning masks. When
must be performed before flight. using the mask with fumes or smoke present,
select the EMER position.
Passenger masks (Figure 17-6) are stowed in

overhead containers and can be dropped au-
tomatically or manually. Oxygen does not
flow to the mask until the lanyard is pulled.
Figure 17-4. Crew Oxygen Mask

Figure 17-3. Overboard Discharge
Indicator
Oxygen Masks
The standard mask is supplied with the
22-cubic-foot oxygen cylinder. An optional
sweep-on mask is supplied with the optional
64-cubic-foot cylinder.
The standard mask incorporates a microphone

and an oxygen regulator. The regulator has a
control for selection of diluter demand
operation or 100% flow. It qualifies as a quick- Figure 17-5. Crew Oxygen Mask Stowage
donning mask when worn around the neck. It
should be set to 100%.

The solenoid valve is normally spring-loaded

closed, blocking flow to the passenger distri-
bution system. If cabin altitude exceeds 13,500
feet, an altitude pressure switch energizes the
solenoid valve open. Oxygen flowing into the
passenger distribution system releases latches
on the mask compartment doors, allowing the
doors to open and the masks to fall out. If
cabin pressure is restored to normal values, the
solenoid valve is deenergized at 8,000 feet
cabin altitude, shutting off oxygen flow to the
passengers.
If DC power fails, the solenoid valve cannot

route oxygen to the passenger system. Placing
the OXYGEN selector in MANUAL DROP
routes oxygen flow through the manual control
valve, dropping the masks.
The CREW ONLY position of the selector

blocks flow at the oxygen control valve,
Figure 17-6. Passenger Oxygen Mask shutting off all flow to the passengers. In this
position, only the crew has oxygen.
WARNING
SYSTEM OPERATION
No smoking is permitted when using
With the OXYGEN selector in the NORMAL oxygen. Oil, grease, soap, lipstick,
position, low-pressure oxygen at 70 psi is lip balm and other fatty materials
available to both crewmembers through out- constitute a serious fire hazard when
lets on the side consoles and to the solenoid in contact with oxygen.
valve on the oxygen selector (Figure 17-7).

SOLENOID OXYGEN
C/B
5A
TO PASSENGER
DISTRIBUTION 28-VOLT
SYSTEM DC
ALTITUDE
PRESSURE
SWITCH
MANUAL CONTROL VALVE

(NORMAL POSITION)
NORMAL
MANUAL
DROP CREW
ONLY
TO COPILOT'S
FACE MASK
PILOT'S FACE
MASK
OVERBOARD
DISCHARGE
INDICATOR
PRESSURE REGULATOR
SHUTOFF VALVE 1,600-1,800 PSI

KNOB
2,000 PSI
0-400
PSI CYLINDER
PRESSURE GAGE
* LEGEND
HIGH-PRESSURE OXYGEN
OXYGEN LOW-PRESSURE OXYGEN
CYLINDER
OXYGEN PRESSURE OVERBOARD
*OPERATES AS A CHECK VALVE

FILLER VALVE AND ONLY WHEN LINE IS REMOVED
PROTECTIVE CAP
Figure 17-7. Oxygen System

QUESTIONS
1. The cockpit oxygen pressure gage reads 4. The purpose of the altitude pressure
A. The oxygen pressure which is present switch is to:
at the crew masks A. Bypass oxygen flow directly to the
B. E l e c t r i c a l l y d e r ive d s y s t e m l ow passengers regardless of OXYGEN
pressure selector position.
C. Bottle pressure B. Open a solenoid at 13,500 feet cabin
D. Electrically derived system high altitude, allowing oxygen flow to the
pressure passenger oxygen distribution system.
C. Close a solenoid valve at 13,500 feet
2. Passenger masks are dropped when the: cabin altitude, stopping oxygen flow
to the passengers.
A. OXYGEN selector is in NORMAL
D. Restore cabin altitude to 8,000 feet so
and cabin altitude exceeds 13,500
that oxygen is not required.
feet.
B. Cabin altitude exceeds 13,500 feet, re-
5. If the oxygen selector is placed in CREW
g a r d l e s s o f OX Y G E N s e l e c t o r
ONLY:
position.
C. OXYGEN selector is in MANUAL A. T h e p a s s e n g e r m a s k s c a n n o t b e
DROP, regardless of altitude. dropped automatically.
D. Both A and C B. The passenger masks will not deploy
automatically, but they can still be
dropped manually.
3. If DC power fails, placing the OXYGEN
selector in: C. The passengers will still receive
oxygen if the cabin altitude is above
A. MANUAL DROP deploys the pas- 8,000 feet.
senger masks, regardless of the cabin
D. Normal DC power is removed from
altitude.
the passenger mask door actuators,
B. MANUAL DROP deploys the pas- thus preventing them from dropping
senger masks only if 13,500 feet cabin the masks.
altitude is exceeded.
C. CREW ONLY does not restrict oxy- 6. If normal DC power is lost with the
gen to the crew only if the cabin oxygen selector in NORMAL:
altitude is above 13,500 feet.
A. The passenger masks will deploy im-
D. Any of the three operating positions
mediately, regardless of the cabin al-
will not route oxygen to the
titude.
passengers—they have their own
oxygen. B. T h e p a s s e n g e r m a s k s c a n n o t b e
dropped manually.
C. The oxygen pressure gage on the co-
pilot’s panel will be inoperative.
D. Automatic dropping of the passenger
masks will not occur.

WALKAROUND
The following section is a pictorial walkaround. It shows each item called out in the
exterior power-off preflight inspection. The fold-out pages at the beginning and end
of the walkaround section should be unfolded before starting to read.
The general location photographs do not specify every checklist item. However, each
item is portrayed on the large-scale photographs that follow.
FOR TRAINING PURPOSES ONLY W-1

CITATION II PILOT TRAINING MANUAL CITATION II PILOT TRAINING MANUAL
WALKAROUND
LEFT NOSE
37
61
2
56
55
59
60 11
4 48 44
1. STATIC PORTS—CLEAR AND WARM 3. NOSE GEAR, DOORS, AND WHEEL—CONDITION
1
3 57 58 AND SECURE
33 15
16
6 7 8 9 10 2. BAGGAGE DOOR—SECURE AND LOCKED 4. PITOT TUBE—CLEAR AND HOT
21
RIGHT NOSE
14A
23 22 20 13 11A 5
27 17
19 12
18
5. PITOT TUBE—CLEAR AND HOT 6. BRAKE ACCUMULATOR PRESSURE—LIGHT

GREEN ARC (IF SYSTEM NOT PRESSURIZED)
W-2 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY

7. EMERGENCY GEAR AND BRAKE PRESSURE 10. BAGGAGE DOOR—SECURE AND LOCKED
GAGE—GREEN ARC
8. BRAKE RESERVOIR SIGHT GAGE—FLUID VISIBLE 11. OXYGEN BLOWOUT DISC—GREEN

(AIRPLANES WITH TAIL-MOUNTED BOTTLE)
9. WINDSHIELD ALCOHOL RESERVOIR SIGHT 11A. NOSE MOUNTED O2 BOTTLE OXYGEN

GAGE—FLUID VISIBLE BLOWOUT DISC—GREEN

12. OVERBOARD VENT LINES—CLEAR 14. ANGLE-OF-ATTACK SENSOR—CLEAR, HOT,

AND ROTATES
13. STATIC PORTS—CLEAR AND WARM 14A. ANGLE-OF-ATTACK SENSOR—CLEAR, HOT,

AND ROTATES (UNS 0637 AND SUBSEQUENT)
W-4 FOR TRAINING PURPOSES ONLY

RIGHT WING
15. DORSAL FIN AIR INLET—CLEAR 18. FUEL FILTER DRAIN—DRAIN
16. ENGINE FAN DUCT AND FAN—CHECK FOR 19. MAIN GEAR, DOOR, TIRE, AND LANDING
BENT BLADES, NICKS, AND BLOCKAGE OF FAN LIGHT—CONDITION AND SECURE
STATORS
17. FUEL QUICK DRAINS—DRAIN AND CHECK FOR 20. LEADING EDGE DEICE BOOT—CONDITION AND
CONTAMINATION SECURE

21. FUEL FILLER CAP—SECURE 24. STATIC WICKS—CHECK
22. FUEL TANK VENT—CLEAR 25. AILERON, TAB, FLAP, AND SPEEDBRAKES—
CONDITION, SECURE, AND MOVEMENT
23. NAVIGATION, STROBE, AND RECOGNITION

LIGHTS—CONDITION

RIGHT NACELLE
26. OIL LEVEL—CHECK FILLER CAP AND ACCESS 29. T2 SENSOR AND DRAIN LINES—CLEAR
DOOR—SECURE
27. GENERATOR COOLING AIR EXHAUST—CLEAR 30. DEICE BOOT OVERBOARD VENTS—CLEAR
28. ENGINE EXHAUST AND BYPASS DUCTS— 30A. FREON AIR CONDITIONING EXHAUST—
CONDITION AND CLEAR CLEAR

EMPENNAGE
31. AIR CONDITIONING OVERBOARD EXHAUST— 34. ELEVATORS AND TRIM TAB—MOVEMENT AND
CLEAR CONDITION (TAB POSITION MATCHES
POSITION INDICATOR)
32. HYDRAULIC FLUID DRAIN MAST—CLEAR AND 35. TAIL SKID—CONDITION AND SECURE
SECURE
33. RIGHT HORIZONTAL AND VERTICAL 36. RUDDER AND TRIM TAB—SECURE AND
STABLIZER DEICE BOOTS—CONDITION AND CORRECT SERVO TAB ACTION
SECURE

37. LEFT HORIZONTAL STABILIZER DEICE BOOT—

CONDITION AND SECURE
AFT COMPARTMENT
38. HYDRAULIC FLUID QUANTITY—CHECK 40. J-BOX CIRCUIT BREAKERS—IN
39. FIRE BOTTLE PRESSURE GAGES—CHECK 41. AFT COMPARTMENT BAGGAGE—SECURE

TEMPERATURE/PRESSURE RELATIONSHIP

42. AFT COMPARTMENT LIGHT—OFF 44. OXYGEN BLOWOUT DISC—GREEN

(AIRPLANES WITH BOTTLE IN TAIL CONE)
43. AFT COMPARTMENT ACCESS DOOR—SECURE 45. EXTERNAL POWER SERVICE DOOR—SECURE
AND LOCKED

LEFT NACELLE
46. T2 SENSOR AND DRAIN LINES—CLEAR 49. BATTERY COOLING INTAKE AND VENT LINES—
CLEAR
47. ENGINE EXHAUST AND BYPASS DUCTS— 50. WINDSHIELD HEAT EXCHANGER OVERBOARD
CONDITION AND CLEAR EXHAUST—CLEAR
48. GENERATOR COOLING AIR EXHAUST—CLEAR 51. OIL LEVEL—CHECK FILLER CAP AND ACCESS
DOOR—SECURE

LEFT WING
52. SPEEDBRAKES, FLAP, AILERON, AND TRIM 55. FUEL TANK VENT—CLEAR
TAB—CONDITION, SECURE, AND MOVEMENT
53. STATIC WICKS—CHECK 56. FUEL FILLER CAP—SECURE
54. NAVIGATION, STROBE, AND RECOGNITION 57. LEADING EDGE DEICE BOOT—CONDITION AND
LIGHTS—CONDITION SECURE

26
28
36
58. MAIN GEAR DOOR, WHEEL, TIRE, AND 60. FUEL FILTER DRAIN—DRAIN
LANDING LIGHT—CONDITION AND SECURE
24
34
31 25
32 30 29
35
47
51
54
59. FUEL QUICK DRAINS—DRAIN AND CHECK FOR 61. ENGINE FAN DUCT AND FAN—CHECK FOR
CONTAMINATION BENT BLADES, AND BLOCKAGE OF FAN
STATIONS
53
46 50 49 45
52
43 42 41 40 39 38
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY W-13

ANSWERS TO QUESTIONS
CHAPTER 2 CHAPTER 5 CHAPTER 10 CHAPTER 14
1. C 1. C 1. C 1. B
2. D 2. B 2. B 2. D
3. D 3. D 3. D 3. A
4. B 4. C 4. A 4. B
5. C 5. A 5. D 5. C
6. D 6. D 6. C 6. A
7. C 7. B 7. D 7. B
8. D 8. A 8. B 8. C
9. B 9. D 9. D 9. C
10. A 10. D 10. C
11. D CHAPTER 7 11. C 11. B
12. C 1. B 12. B 12. B
13. B 2. A 13. D 13. D
14. D 3. B 14. A 14. B
15. A 4. B 15. A
16. B 5. D CHAPTER 11 16. D
17. D 6. A 1. D 17. C
18. D 7. B 2. B 18. C
19. D 8. B 3. A
20. A 9. A 4. A CHAPTER 15
21. B 10. C 5. B 1. B
22. C 11. D 6. B 2. C
23. A 7. C 3. A
24. D CHAPTER 8 4. B
1. C 5. B
CHAPTER 12 6. B
CHAPTER 3 2. D 1. B
1. A 3. A 7. B
2. B
2. D 4. D 8. A
3. D
3. D 5. B 9. C
4. A
4. D 6. A 10. D
5. D
5. A 11. A
6. C CHAPTER 9 CHAPTER 13 CHAPTER 17
1. B 1. D 1. C
CHAPTER 4 2. B 2. D 2. D
1. C 3. A 3. B 3. A
2. D 4. C 4. C 4. B
3. A 5. A 5. A
6. D 6. D
7. C
8. B
9. D
10. D
11. C
12. A
13. B
FOR TRAINING PURPOSES ONLY APP-1

ANNUNICIATORS
The Annunciator section presents a color representation of all the annunciator lights
in airplanes UNs 0627 and subsequent.
Please unfold page ANN-3 to the right and leave it open for ready reference as the an-
nunciators are cited in the text.
FOR TRAINING PURPOSES ONLY ANN-1

EADI DISP MSG SX DR

S EMER EMER S
AUTOPILOT HOT FAN ARM T T ARM
MASTER BOTTLE 1 LH ENG RH ENG BOTTLE 2
OFF O O
EHSI SG WARNING UNLOCK W ARMED FIRE FIRE ARMED UNLOCK
WPT BATT W
AP TORQUE HOT HOT RESET
S PUSH PUSH PUSH PUSH S
DEPLOY W W DEPLOY
NORMAL NORMAL
OUTER MIDDLE INNER

MASTER
WARNING
RESET
AC BATT CAB ALT OIL PRESS FUEL LOW FUEL LOW HYD FLOW ENG
FAIL O'TEMP 10000 FT WARN LEVEL PRESS LOW ANTI-ICE SURFACE
DE-ICE
LH RH LH RH LH RH LH RH LH RH
GEN INVERTER EMERG FUEL FLTR FUEL HYD LOW P/S HTR
OFF FAIL PRESS ON POWER BYPASS BOOST ON LEVEL OFF
BRAKE
BLD AIR LOW PRESS HYD
LH RH 1 2 GND LH RH LH RH LH RH
PRESS ON
AIR DUCT ANTISKID F/W NOSE COMP W/S AIR

SPEED O'HEAT INOP O'TEMP O'HEAT
SHUT OFF
BRAKE
EXTEND ACM DOOR NOT LH RH
RECORDER
O'PRESS LOCKED PWR FAIL
*UN 0651 & On
TEST
OFF
FIRE
ANNU WARN
ANTI-SKID LDG
GEAR
OVER BATT
SPEED TEMP
HDG
W/S SPARE NORMAL
TEMP HDG XPDR
THRU REV REV ENG ALT
PRI SEC
NAV 1
AUTOTUNE
FUEL BOOST ENGINE START IGNITION
RH
LH
LH ON RH MFD
LH ON RH SG HOT NOSE
O ENGINE SYNC
O MFD MFD
STARTER F
F FAN HOT
DISENGAGED F LH RH
F
NORM NORM NORM NORM
CROSSFEED UNs 0627 & Subsequent

GEAR
UNLOCKED
IN TRANSIT
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY ANN-3

in airplanes UNs 0550 through 0626.
Please unfold page ANN-7 to the right and leave it open for ready reference as the an-
nunciators are cited in the text.

S EMER EMER S
AUTOPILOT OUTER MIDDLE INNER ARM T T ARM
MASTER BOTTLE 1 LH ENG RH ENG BOTTLE 2
OFF O O
WARNING UNLOCK W ARMED FIRE FIRE ARMED UNLOCK
W
AP TORQUE RESET
DEPLOY W W DEPLOY
NORMAL NORMAL
OUTER MIDDLE INNER

MASTER
WARNING
RESET
AC BATT CAB ALT OIL PRESS FUEL LOW FUEL LOW HYD FLOW ENG
FAIL O'TEMP 10000 FT WARN LEVEL PRESS LOW ANTI-ICE SURFACE
DE-ICE
LH RH LH RH LH RH LH RH LH RH
GEN INVERTER EMERG FUEL FLTR FUEL HYD LOW P/S HTR
OFF FAIL PRESS ON POWER BYPASS BOOST ON LEVEL OFF
BRAKE
BLD AIR LOW PRESS HYD
LH RH 1 2 GND LH RH LH RH LH RH
PRESS ON
AIR DUCT ANTISKID F/W NOSE COMP W/S AIR

SPEED O'HEAT INOP O'TEMP O'HEAT
SHUT OFF
BRAKE
EXTEND ACM DOOR NOT LH RH
RECORDER
O'PRESS LOCKED PWR FAIL
* 0550 – 0627
TEST with SB 550-31-01
OFF
FIRE
ANNU WARN
ANTI-SKID LDG
GEAR
OVER BATT
SPEED TEMP
W/S SPARE
TEMP
THRU REV

RH
LH
LH ON RH
LH ON RH NOSE
O ENGINE SYNC
O
STARTER F
F
DISENGAGED F LH RH
F
NORM NORM NORM NORM
CROSSFEED
UNs 0550 thru 0626
GEAR
UNLOCKED
IN TRANSIT

in airplanes UNs 0482 and 0485 through 0505.
Please unfold page ANN-11 to the right and leave it open for ready reference as the
annunciators are cited in the text.

S EMER EMER S
AUTOPILOT OUTER MIDDLE INNER ARM T ARM
MASTER BOTTLE 1 LH ENG RH ENG BOTTLE 2 T
OFF O O
W
AP TORQUE RESET
DEPLOY W W DEPLOY
NORMAL NORMAL
OUTER MIDDLE INNER

MASTER
WARNING
AC FAIL BATT CABIN ALT L HYD R HYD L OIL R OIL RESET
O'HEAT 10,000 FT PRESS LO PRESS LO PRESS LO PRESS LO

ANTISKID W/S AIR ACM OVER L ENG R ENG
INOP O'HEAT PRESS ICE FAIL ICE FAIL L GEN OFF R GEN OFF
PWR BRK AIR DUCT EMER L F/W R F/W L FUEL R FUEL

PRESS LO O'HEAT PRESS ON SHUTOFF SHUTOFF PRESS LO PRESS LO
HYD PRESS DOOR NOT BLEED AIR L FUEL R FUEL
SPARE SPARE
ON LOCKED GROUND BOOST ON BOOST ON
HYD LEVEL P/S HTR SPD BRAKE FUEL FILT L FUEL R FUEL
LO SURF DEICE BYPASS LEVEL LO
OFF EXTENDED LEVEL LO
TEST
OFF
ANNU FIRE
WARN
ANTI-SKID LDG
GEAR
OVER BATT
SPEED TEMP
W/S SPARE
TEMP
THRU REV

RH
LH
LH ON RH
LH ON RH NOSE
O ENGINE SYNC
O
STARTER F
F
DISENGAGED F LH RH
F
NORM NORM NORM NORM

UNs 0482 & 0485 thru 0505
CROSSFEED GEAR
UNLOCKED
IN TRANSIT

in airplanes UNs 0002 through 0481, 0483, and 0484.
Please unfold page ANN-15 to the right and leave it open for ready reference as the
annunciators are cited in the text.

S EMER EMER S
AUTOPILOT OUTER MIDDLE INNER ARM T ARM
MASTER BOTTLE 1 LH ENG RH ENG BOTTLE 2 T
OFF O O
W
AP TORQUE * RESET
DEPLOY W W DEPLOY
NORMAL NORMAL
* AP TORQUE not on
UNs 0002 through 0161
OUTER MIDDLE INNER
MASTER
WARNING
AC FAIL BATT CABIN ALT L HYD R HYD L OIL R OIL RESET
O'HEAT 10,000 FT PRESS LO PRESS LO PRESS LO PRESS LO

ANTISKID W/S AIR BLEED AIR L ENG ICE R ENG ICE
INOP O'HEAT GND/HI FAIL FAIL L GEN OFF R GEN OFF
PWR BRK AIR DUCT EMER L F/W R F/W L FUEL R FUEL

PRESS LO O'HEAT PRESS ON SHUTOFF SHUTOFF PRESS LO PRESS LO
HYD PRESS DOOR NOT ACM L PRECOOL R PRECOOL L FUEL R FUEL
ON LOCKED EJECTOR ON FAIL FAIL BOOST ON BOOST ON
HYD LEVEL P/S HTR SPD BRAKE FUEL FILT L FUEL R FUEL
LO SURF DEICE BYPASS LEVEL LO
OFF EXTENDED LEVEL LO
TEST
OFF
ANNU FIRE
WARN
ANTI-SKID LDG
GEAR
OVER BATT
SPEED TEMP
W/S SPARE
TEMP
THRU REV

RH
LH
LH ON RH
LH ON RH NOSE
O ENGINE SYNC
O
STARTER F
F
DISENGAGED F LH RH
F
NORM NORM NORM NORM

UNs 0002 thru 0481, 0483, and 0484
CROSSFEED GEAR
UNLOCKED
IN TRANSIT

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FlightSafety

FlightSafety International, Inc.

Cessna Learning Center

Long Beach Learning Center

Toledo Learning Center

Paris Learning Center

Miami Airline Center

San Antonio Learning Center

Copyright © 2007 by FlightSafety International, Inc.

LIST OF EFFECTIVE PAGES

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

At the time of printing, it contained then-current information. In the event of conflict

FOR TRAINING PURPOSES ONLY

Chapter 1 AIRCRAFT GENERAL

FOR TRAINING PURPOSES ONLY 1-i

Figure Title Page

FOR TRAINING PURPOSES ONLY 1-iii

FOR TRAINING PURPOSES ONLY 1-1

Figure 1-1. Cessna Citation II

1-2 FOR TRAINING PURPOSES ONLY

Figure 1-2. Exterior Three-View Drawing

FOR TRAINING PURPOSES ONLY 1-3

Figure 1-3. Braked Taxi Turnaround

1-4 FOR TRAINING PURPOSES ONLY

key lock assembly which is connected to the FLIGHT COMPARTMENT

On UNs 0002 through 0603, 0605, and 0607

Figure 1-5. Baggage Door Uplatch

Figure 1-4. Nose Baggage

Ensure the key is removed prior to

A locking mechanism on each door holds the

FOR TRAINING PURPOSES ONLY 1-5

UNs 0002 THROUGH 0626

UNs 0627 AND SUBSEQUENT

1-6 FOR TRAINING PURPOSES ONLY

The foul weather window on the pilot’s side ENTRANCE DOOR

FOR TRAINING PURPOSES ONLY 1-7

cabin on the forward edge of the door open-

The entrance door is secured in the closed po-

Figure 1-10. Door Locking Indicator

1-8 FOR TRAINING PURPOSES ONLY

Additional baggage storage is available in the

Figure 1-11. Emergency Exit Figure 1-13. Wing Trailing Edge

FOR TRAINING PURPOSES ONLY 1-9

Figure 1-12. Interior Arrangements

1-10 FOR TRAINING PURPOSES ONLY

On UNs 0002 through 0603, 0605, and 0607

Figure 1-14. Tail Cone Baggage Compartment

FOR TRAINING PURPOSES ONLY 1-11

EMPENNAGE the fuel to its respective engine, and crossfeed

SYSTEMS ICE PROTECTION

1-12 FOR TRAINING PURPOSES ONLY

FLIGHT CONTROLS PUBLICATIONS

FOR TRAINING PURPOSES ONLY 1-13

FOR TRAINING PURPOSES ONLY 2-i

Normal Operation ......................................................................................................... 2-17

2-ii FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY 2-iii

FOR TRAINING PURPOSES ONLY 2-1

operated independently, however, power is dis-

Figure 2-2. External Power Receptacle

2-2 FOR TRAINING PURPOSES ONLY

Figure 2-3. External Power Circuit

FOR TRAINING PURPOSES ONLY 2-3