Citation 550 II Training Manual

CITATION II C-550
MAINTENANCE TRAINING
WINGS Escola de Aviação Civil
CRIANDO NOVOS HORIZONTES
INDEX
Page.
Cap 1 - Aircraft General 3
Cap 2 – Warning System 17
Cap 3 – Electrical System 24
Cap 4 – Pneumatics 41
Cap 5 - Air Conditioning 48
Cap 6 - Pressurization 70
Cap 7 – Oxygen 75
Cap 8 – Hydraulics 81
Cap 9- Landing gear 91
Cap 10 - Flight Controls 105
Cap 11 – Ice and Rain Protection 116
Cap 12 – Fire Protection 131
Cap 13 – Avionics System 136
Cap 14 – Fuel System 150
Cap 15 – Engine System 161
CITATION 550 II - MAINTENANCE TRAINING PAGE 2

CHAPTER 1
AIRCRAFT GENERAL

INTRODUCTION
This training manual provides a description of the major airframe and engine systems installed in the
Cessna Citation 550. 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.
An annunciator section in this manual displays all annunciator and other light indications and should be
used 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.
GENERAL
The Citation II, is certified in accordance with FAR Part 25 airworthiness standards and utilizes the fail-safe
construction concept. It combines systems simplicity with ease of access to reduce maintenance
requirements. Low takeoff and landing speeds are permitted operations at small airports. High bypass
turbofan engines contribute to overall operating efficiency and performance.
The minimum crew requirements for operations in the Citation Bravo are one pilot and one copilot. The
pilot-in-command must have a Citation type rating and meet the requirements of FAR 61.58 for two-pilot
operation or FAR 61.56 for Single pilot operation.
STRUCTURES
The Citation 550 II (Figure 1-1) is a pressurized low-wing monoplane. Two Pratt and Whitney Aircraft of
Canada Limited JT15D-4 turbofan engines are pylon mounted on the rear fuselage. Figure 1-2 shows a
three-view drawing of the Citation Bravo containing the approximate exterior and cabin dimensions. Figure
1-3 shows braking taxi turning distance, and Figure 1-4 is a diagram of engine hazard areas.
Figure 1-1. Cessna Citation 550




NOSE SECTION
The nose section is an unpressurized area containing the avionics compartment, an equipment area, and a
baggage storage area. The avionics area is accessible through a removable radome. The radome can be
lifted off after releasing one quarter inch drive type lock on each side of the forward nose baggage
compartment and one quarter inch drive lock ahead of the pilot’s and copilot’s pitot tubes. The baggage
compartment has two swing-up doors hinged at the
upper edge. The nose baggage compartment has a
capacity of 310 lbs.
The nose baggage doors incorporate two mechanical

lock each. The door locking system operates a
microswitch in each key lock assembly, which is
connected to the DOOR NOT LOCKED warning circuit. A
manual light switch is located in the compartment.
When both nose compartment doors are closed, and the

door hinge assemblies (Figure 1-5) strike the respective
microswitches, the nose compartment light circuit opens
and extinguishes the nose compartment light.
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 fully

open position. The brake and alcohol reservoir, pneumatic
bottle power brake accumulator, are located behind the right
aft bulkhead of the nose baggage compartment.
Various sight indicators are located on the aft bulkhead of the

nose baggage compartment. Sight gauges for the wheel
brake’s hydraulic reservoir, windshield alcohol tank and
landing gear/wheel brake’s air bottle sight indicators(Figure 1-
6).
FLIGHT COMPARTMENT
Two complete crew stations are provided with dual controls, including control columns, adjustable rudder
pedals, and brakes. There are two fully-adjustable seats with seat belts and shoulder harnesses (Figure 1-
7). The foul weather window on the pilot’s side can be opened, as seen in Figure 1-8.

Figure 1-7. Flight Compartment

ENTRANCE DOOR 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 cabin on the forward edge of the door opening, next to the light switch. This
PULL TO RELEASE lever allows the door to be closed.
The entrance door is secured in the closed position by 12 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 activates a microswitch in the door warning circuit that
illuminates the DOOR NOT LOCKED annunciator light whenever the door is not closed and secured. The
door also incorporates five indicator windows in the locking system to show a visual closed-and-locked
condition (Figure 1-10). When the door is closed and locked, the lower forward locking pin depresses 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.
An emergency exit, located opposite the entrance door on the right side of the fuselage (Figure 1-11),
opens inboard. It is a plugtype door installation and has a provision for inserting a locking pin to prevent
unauthorized entry while the airplane is on the ground. The pilot must ensure this pin is removed prior to

flight. Both the cabin entrance door and emergency exit door can be opened from either outside or inside
the airplane. The emergency exit door is not connected to the door warning circuit.
Figure 1-11. Emergency Exit
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 capacity of 600 pounds. Figure 1-12 shows the various interior arrangements.
Additional baggage storage is available in the nose compartment and in the tail cone. A typical interior
arrangement consists of eight passenger seats plus two pilot seats and a toilet. The cabin area is provided
with dropout, constant-flow oxygen masks for emergency use. The cabin overhead panels contain
individual air outlets and seat lighting for passenger comfort. Indirect lighting for the cabin is provided by
two rows of fluorescent bulbs running the length of the cabin, controlled by a switch near the cabin
entrance.


WING
The wing is composed of all metal construction consisting of two wing panels attached to two 30-inch wing
stubs, which are part of the fuselage carry-through structure. Speedbrakes and flaps are installed on each
wing (Figure 1-13). The entire wing forward of the rear spar, except the main gear well area, is sealed for
fuel containment. The right and left integral wing fuel tanks normally supply fuel to the respective engines;
however, through crossfeeding, either tank may feed its own or both engines.
The leading edge of the wing has two sections protected against ice buildup. The wing leading edge
forward of the engines is electrically heated and anti-iced while the remainder of the leading edge is deiced
by inflation of rubber deicer boots with engine bleed air. (Figure 1-14).
TAIL CONE COMPARTMENT
The tail cone compartment is an unpressurized area and contains the major components of the hydraulic,
environmental, electrical distribution, and engine fire extinguishing systems.
Access is through an entrance door on the lefthand side of the fuselage below the engine. This entrance
door is to the tail cone baggage compartment (Figure 1-15) and entrance to the rest of the tail cone is via a
door on the forward bulkhead of the baggage compartment. The tail cone baggage compartment has a total
capacity of 500 lbs.
The tail cone compartment door is secured at the top by two mechanical latches and a key lock and is
hinged at the bottom. A microswitch, operated by the key lock, is connected to the DOOR NOT LOCKED
warning circuit. A light switch on the forward edge of the door opening is powered from the hot battery bus
and provides illumination of the tail cone area for preflight inspection purposes.

A microswitch, installed in the door track, will extinguish the light when the door is closed if the manual
switch is left on.
EMPENNAGE
The empennage consists of a vertical stabilizer, horizontal stabilizers, and a dorsal fin (Figure 1-16).
Pneumatic boots deice the leading edges of the horizontal stabilizers and vertical stabilizer.
The dorsal fin, attached to the top side of the rear fuselage, has a ram-air duct containing two NACA ducts
which provide air for use in the airplane air cycle machine heat exchangers and the windshield bleed-air
heat exchanger.
SYSTEMS
ELECTRICAL SYSTEM
The airplane DC buses are supplied from two engine-driven starter-generators. Engine starting and
secondary DC power is available from either the battery or an external source. Two static inverters provide
AC power for avionics systems.

FUEL SYSTEM
The fuel system has two distinct, identical halves. Each wing tank stores and supplies fuel to its respective
engine, but crossfeed capability is incorporated. All controls and indicators are located in the cockpit and
cabin.
ENGINES
Two (Pratt and Whitney) JT15D-4 turbofans, installed on pylons mounted on the rear fuselage, produce
2,500 pounds of thrust each. Ice protection, fire detection, and extinguishing systems are incorporated.
Target-type thrust reversers are individually operated by conventional “piggyback” controls mounted on the
throttles.
ICE PROTECTION
Ice protection for the wings and empennage leading edges is provided by pneumatic boots except for the
inboard section of the wings, which are anti-iced by electrically heated panels. Engine compressor bleed air
heats the engine nose cone, nacelle inlet, T1 temperature probe, and the first set of stator vanes on each
engine. Engine bleed air can be discharged through nozzles directed at the front of the windshields.
Isopropyl alcohol is available to anti-ice the left windshield in the event bleed-air is not available. Pitotstatic
and angle-of-attack sensors employ electrical heaters. All bleed-air and electrical deice systems must be
turned on prior to operation in visible moisture when the indicated ram air temperature is between +4ºC and
-30º C.
HYDRAULIC SYSTEM
Engine-driven pumps supply hydraulic pressure for operation of the landing gear, speedbrakes, and 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 available for landing
gear extension and braking.
FLIGHT CONTROLS
Primary flight control is accomplished through conventional cable-operated surfaces. Manual trimming is
provided by aileron, elevator, and rudder tabs. The elevator trim is both mechanically and electrically
actuated. Hydraulically operated speedbrakes are installed on the upper and lower wing surfaces and
electrically operated flaps are installed on the trailing edges. The rudder pedals mechanically control
nosewheel steering.
ENVIRONMENTAL CONTROL
Cabin pressurization utilizes bleed air from the engines, which is conditioned by an air-cycle machine.
Temperature is controllable and the system provides sufficient pressure to maintain sea level pressure up
to an approximate altitude of 23,000 feet, and approximately 8,000-feet cabin pressure at a cruise altitude
of 43,000 feet. These pressures are based on a pressure differential of 8.7 psi. The oxygen system supplies
the cockpit through quickdonning masks and the cabin through dropout masks automatically deployed in
the event of excessive cabin altitude.
AVIONICS
The standard factory-installed avionics package includes weather radar, altitude encoding transponder,
autopilot, and integrated flight director system. Communication is provided by two VHF transceivers.
Navigation equipment includes digitally tuned ADF, DME and two VOR/localizer/glide solpe/Marker beacon
receivers. UNs 0627 and subsequent are equipped with electronic displays (EFIS) attitude and compass
displays on the pilot’s instrument panel.

CHAPTER 2
WARNING SYSTEM

INTRODUCTION
The master warning system on the Citation II provides a warning of airplane equipment malfunctions,
indication of an unsafe operating condition requiring immediate attention, and indication that some specific
systems are in operation.
GENERAL
The master warning annunciator panel light system consist of two master warning light switches and an
annunciator panel light cluster which provides a visual indication to the pilots of certain conditions and/or
functions of selected systems. The annunciator panel has individual segments that illuminate to indicate an
individual system fault/operation.
Red lights indicate a warning malfunction , which requires immediate corrective action. The red warning
lights in the annunciator panel will cause the MASTER WARNING/RESET lights to flash..
The CAUTION lights are amber. Amber and white lights indicate either a caution malfunction that requires
immediate attention, but not necessarily immediate action, or abnormal system operation.
When a red annunciator light illuminates, it will flash until the MASTER WARNING/RESET light is reset.
The annunciator will then stop flashing and remain illuminated steady. If the condition, which caused the
annunciator to illuminate, is corrected prior to resetting the MASTER WARNING lights, the annunciator light
will extinguish, but the MASTER WARNING lights must be reset to extinguish.
ANNUNCIATOR PANEL
The annunciator panel is located in the center of the glareshield and contains a cluster of warning/caution
lights. Burned out bulbs can be replaced by pushing in the light assemblies to the left and right of the failed
bulb; then use a tool to remove the assembly with the burned out bulb. The annunciator lights operate in
conjunction with the master warning and master caution lights. When a system malfunctions, the associated
annunciator light illuminates until the condition/malfunction is corrected.

MASTER WARNING LIGHTS (RED)
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 illuminates, the master warning lights
illuminate simultaneously and flash until reset. There is only one condition during which amber lights on the
annunciator panel cause the master warning lights to illuminate. That condition is when both GEN OFF
lights illuminate.
The seriousness of this condition warrants master warning light system actuation. The master warning light
system incorporates a reset switch, which is actuated by pushing in on either master warning light lens.
Pressing the master warning light resets the circuit and makes the system available to alert the operator
should another system fault occur. The master warning light will stay illuminated and flash until reset, even
if the malfunction which caused the light to illuminate has been corrected. Pressing the master warning light
does not normally extinguish the annunciator segment light.
INTENSITY CONTROL
The annunciator panel lights will dim automatically when the PANEL LIGHT CONTROL toggle switch is
placed in the ON position.

TEST FUNCTION
A rotary test switch is located on the left side of the pilot’s instrument panel (Figure 4-1). Positioning the
switch to ANNU causes all the annunciator, master caution, and master warning lights to illuminate.
Illumination verifies only annunciator lamp integrity. Some other associated system lights also illuminate
when this switch is activated. Refer to Table 4-1 for appropriate indications.
Figure 4-1. Test Selector Switch

AUDIO WARNING SYSTEM
Various audio warnings are incorporated into airplane systems that warn of specific conditions and
malfunctions. The systems, sounds, and conditions for actuation are shown in Table 4-1.
Provision to test the audio system and various other system functions is provided and wired into the same
rotary test switch that is used to test the annunciator system.
When the switch is rotated through each position, the associated system functions as described in Table 4-
1 will occur.
Annunciator light Cause for illumination Annunciator light Cause for illumination
RED—Steady when AMBER—Flashes when the fuel
battery temperature filter impending bypass switch
exceeds 145°F the activates.
MASTER WARNING light
flashes.
RED—Flashes when AMBER—Flashes while airborne

cabin altitude exceeds when the boost pumps are
10,000 ft. activated ON by the crew or
activated automatically by low
pressure. Selecting fuel crossfeed
activates the boost pump but will
not illuminate the MASTER
CAUTION lights. If the boost pump
activates while on the ground, the
MASTER CAUTION lights will not
illuminate unless the boost pumps
come on automatically due to low
fuel pressure after engine(s)
starting or activated ON by the
crew.
RED—Flashes when both AMBER—Flashing, annunciator
inverters trip off line or an illuminates if an engine is
AC bus failure. shutdown using the RH or LH ENG
FIRE switchlight and both of the
respective fuel and hydraulic
firewall shutoff valves close. The
annunciator will initially illuminate
steady if both firewall shutoff
valves are closed on initial power
up (the MASTER CAUTION lights
will not illuminate).
RED—Flashes when left AMBER—Steady for approximately

and/or right engine oil two minutes to allow the engine
pressure drops below 20 anti-ice system to warm enough to
psid. extinguish the lights. After
approximately 2 minutes, if the
annunciator(s) did not extinguish,
the annunciator will flash and the

AMBER—Steady if fuel MASTER CAUTION lights will

quantity in the left and/or illuminate. If the annuniciator(s)
right wing fuel tank is low, extinguish within the normal 2-
approximately 200 lbs minute time period after activating
remaining. After a 4- the engine anti-ice system and the
second delay, the annunciator illuminates after a 5-
annunciator will flash and second delay, it will illuminate
the MASTER CAUTION flashing. If the annunciator(s)
will illuminate. illuminated flashing and the
MASTER CAUTION lights are
reset and the annunciator(s) cycle
periodically on “steady on-off-
steady on,” advises that a
malfunction exists with the wing
heaters and backup components
are operating the system
satisfactorily.
AMBER—Flashes if the AMBER—Flashes if one or both
left and/or right engine generator power relays are open
fuel pressure drops below and the generator(s) are off line. If
5 psi. both L and R annunciator
elements are illuminated, the
MASTER WARNING lights will
flash along with MASTER
CAUTION lights illuminated
steady.
AMBER—Flashes ndica- AMBER—Flashes, single inverter
tes the left and/or right failure, triggers the MASTER
engine driven hydraulic CAUTION lights only. Dual inverter
pump is inoperative. failure, triggers MASTER
CAUTION lights, red AC FAIL
annunciator, and MASTER
WARNING lights.
AMBER—Flashes if the AMBER—Flashes if the pitot &
hydraulic reservoir fluid static heater switch is OFF or a
level is too low, below loss of electrical current flow to one
approximately 0.2 gallons. or all heating elements associated
AMBER—Steady indica- with the either or both left and right
tes the main hydraulic main pitot/static system(s) (pitot
system is pressurized. tube and/or static ports).
After a 10-second delay,
the annunciator flashes
and MASTER CAUTION
lights illuminate, in flight
only.
AMBER—Flashes, ACM
manually shutdown
(PRESS selector to EMER)
or ACM shutdown due to
internal overheat.
AMBER—Steady advises
the bleed air ground valve
is open and high flow rate
of air is available to the
ACM from the right engine.

AMBER—Steady if the AMBER—Steady for 5 seconds.

gear handle is down and After 5 seconds, if the annunciator
power brake pressure is is still illuminated, the light will flash
low (accumulator bleeds and trigger the MASTER
down). After an 8 second CAUTION lights. If the W/S BLEED
delay, the annunciator switch is ON, the
flashes and MASTER annunciatorindicates that bleed air
CAUTION lights to the windshield is too hot and the
illuminate, in flight only. system shuts down. With the
The ANTI SKID INOP W/S BLEED switch OFF, the light
annunciator also indicates static pressure in the
illuminates. windshield bleed air duct exceeds
5 psi.
AMBER—Flashes, if air WHITE—Advisory only, both sets
temperature in the duct of speedbrakes are fully extended.
from the ACM to the cabin
exceeds safe limits.
AMBER—Flashes, if the
PRESS SOURCE selector
is positioned to GND and
the right engine throttle is
advanced beyond
approximately 74% N2 and
the primary pressure switch
fails. The secondary
pressure switch causes the
bleed air ground valve to
close (BLD AIR GND
annunciator will extinguish)
and illuminate the
annunciator.
AMBER—Steady if the WHITE—Steady. Advisory,
gear handle is down and indicates the system is operating
the antiskid system is normally, the light should cycle
inoperative or OFF and/or “steady” as the deice boots on the
the LO BRK PRESS leading edge of the wings and
annunciator illuminates. empennage inflate (12-second
After an 8-second delay, cycle).
the annunciator flashes and
MASTER CAUTION lights
illuminate, in flight only.
AMBER—Flashes if many
door is not properly latched
and locked.
.

CHAPTER 3
ELECTRICAL SYSTEM

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 storage, generation, distribution, and
system monitoring. The AC system consists of generation, 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 power for the Citation Bravo. Two generators are the primary
power sources; secondary sources consist of one battery and/or external power. Normal distribution of DC
power is via three left and three right buses connected by a tie bus (battery bus). This arrangement allows
either generator to power the entire system or, working in parallel, to share the system load. The hot battery
and emergency buses are normally tied to the main system, but may be isolated to only the battery or
external power sources. When the airplane is on the ground, an external DC power source (EPU) may be
utilized to supply electrical power to the buses.

DC POWER
BATTERY
A standard 39 ampere-hour nickel-cadmium battery provides 24-volt power (or optional 40-ampere hour).
The battery, located in the tail cone compartment (Figure 2-1), is provided with a manual quick-disconnect
and is accessible through the tail cone door. The battery is always connected to the hot battery bus. It is
susceptible to, and must be protected from, overheat due to excessive charging. Therefore, use of the
battery is limited to three engine starts per hour. During an external power start, the battery is separated
from its ground to prevent battery discharge during the start cycle.
Consequently, a start using an external power unit is not considered a battery start. A battery 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.

STARTER/GENERATORS
Two engine-driven DC starter-generators, one mounted on each engine accessory gearbox, are the primary
source of power and supply all DC buses. Each generator is air cooled, rated at 30-volts DC, regulated to
28.5 volts, 400 amperes, and is capable of 50% overload to 600 amperes for two minutes.
The generators are used as motors for engine starting, then become generators at the completion of the
start cycle. Each generator system is operated independently, but power is distributed through systems
that are in parallel except under fault conditions. The generators share loads equally (±10% of total load)
during normal operation via an equalizer connection between the generator control units (GCU).
DC power from the engine-driven generators is distributed to two main DC buses (Figure 2-2). The two
main DC buses are paralleled through two 225-ampere current limiters connected to the battery bus.
Generator power is routed to the hot battery bus through the battery relay and also to the emergency bus
through the emergency relay. The battery and emergency relays are operated by the battery switch.
EXTERNAL POWER
An external power unit may be connected to the airplane DC
system through a receptacle located in the fuselage below the
left engine nacelle (Figure 2-3). External power is connected
to the hot battery bus. The battery charges from the external
power unit regardless of the battery switch position.
Before connecting an external power unit, the voltage of the

unit should be regulated to 28.0 volts, and the amperage
output should be between 800 and 1,000 amperes.
Connecting the external power source energizes the external
power relay, connecting the external power source to the hot
battery bus. Placing the battery switch to the BATT position
energizes the battery relay, allowing the DC external power to
be connected to the battery bus, and the left and right main
buses. The external power relay is deenergized to remove external power from the hot battery bus when
either generator power relay is closed. This is to prevent the airplane generators and the EPU from applying
power to the airplane buses simultaneously
NOTE

It is recommended the EPU be turned on, allowed to stabilize, and then plug the power cord into the aircraft
while the EPU is powered. This prevents voltage spikes from damaging sensitive equipment. Some external
power units do not have reverse current protection and rapid discharge of the battery could occur if the cart
is turned off and left connected to the airplane. Therefore, it is good practice to disconnect the power cart
when the EPU is not in use.
DISTRIBUTION
Direct current is distributed throughout the airplane by 9 buses (Figures 2-4). Located in the main junction
box in the tail cone compartment are two main DC buses, the battery bus, and the hot battery bus. In the
cockpit, at the pilot’s circuit-breaker panels, are two main extension buses, two crossover buses, and the
emergency bus.
The two main DC buses are normally powered by the right and left generators and are tied together by the
battery bus. They may also receive power from the battery or an external power unit (Figure 2-4).
The hot battery bus is always connected directly to the battery. It may receive power from an external
power unit, and it is powered from the generators during normal operation.
The battery bus functions solely as a bus tie to connect the hot battery, the emergency, and the two main
DC buses, tying the four parts into one integral system.
From each main DC bus in the tail cone, an extension bus provides distribution of power to components
through controls and circuit breakers in the cockpit. The left and right main extension buses are located
behind the pilot and copilot circuit-breakers panels, respectively (Figure 2-5).
In order to permit logical grouping of circuit breakers (i.e., left and right ignition), circuit connections are
provided from the right or left main extension bus to the opposite circuitbreaker panel through the right and
left crossover buses (Figure 2-4). Emergency buses are located on each circuitbreaker panel.



Primary items that receive power directly from the hot battery bus are:
• Lights—Cabin entrance, nose baggage compartment, tail cone, and emergency exit
• Ignition, start only
• Voltmeter—Battery voltage (battery switch in BATT or EMER), left/right generator voltage

regardless of battery switch position
• Emergency Bus (battery switch, EMER)
• Emergency Nicad battery pack (Generators or GPU on line)
Emergency bus items are the following:
• COMM 1
• Copilot’s HIS (DG2)
• NAV 2
• Copilot’s ADI
• Cockpit floodlights
• Cockpit overhead speakers (AUDIO 1 and 2)
CONTROL
Control of the DC power system is maintained with a battery switch and two generator switches (Figure 2-
6). The battery switch has three positions: BATT, OFF, and EMER. With the switch in the OFF position, the
hot battery bus is isolated from all other buses in the system and the emergency buses are connected to
the battery bus. The battery switch in the BATT position closes the battery relay completing circuits to the
battery bus. In the EMER position, only the emergency relay is energized, connecting the emergency buses
to the hot battery bus. The buses are now powered by the battery or by external power. When external
power is not applied to the airplane and the generators are on the line, placing the battery switch in EMER
or OFF isolates the battery from any charging source without the loss of power to any buses.
Figure 2-6. DC Electrical Controls and Indicators

The generator switches are also three-position switches: GEN, OFF, and RESET. Placing the switch to
GEN allows the generator control unit (GCU) to close the power relay and connects the generator to its
main DC bus. With the switch in the OFF position, the power relay will not close, and the generator will not
assume any load. Placing the switch in the spring-loaded RESET position should close the generator field
relay if it has opened.
Two engine start buttons are located on the pilot’s switch panel. When
depressed, they activate a circuit to close the associated start relay and
allow current to flow from the hot battery bus directly to the
starter/generator. A STARTER DISENGAGE button, located between the
starter buttons, can be utilized to open the start circuit if manual
termination of the start sequence is desired.
MONITORING
The DC electrical system is monitored by a voltmeter, two ammeters, two GEN OFF LH/RH annunciator
warning lights, a BATT O’TEMP warning light, and a battery temperature gauge.
When illuminated, an amber GEN OFF L–R annunciator light indicates an open power relay. If both
annunciator lights are illuminated, the MASTER WARNING lights flash.

A voltmeter selector switch permits monitoring of voltage on the hot battery bus or from a point between
each generator and its power relay. The selector is spring loaded to the BATT position and indicates hot
battery bus voltage. The voltmeter indicates the highest voltage of the source connected to the point being
monitored.
When one generator is on the line and the voltmeter selector is in either BATT or the corresponding
generator position, the voltmeter reads the generator’s voltage. If the voltmeter selector switch is moved to
LH or RH GEN position with the selected generator off, it indicates only the voltage output of the selected
generator. The voltmeter gauge will not indicate voltage when the battery switch is OFF.
The ammeters read the current flow from the individual generators to the main DC bus and, during normal
operation, the indication should be approximately equal (± 10% of total load). Amperage in the circuit
between the starter/generator and the hot battery bus during engine starts is not indicated on the ammeter
gauges.
A temperature sensor in the battery initiates a steady BATT O’TEMP light on the annunciator panel (with
flashing MASTER WARNING lights) when battery temperature rises to 160°F. If the temperature continues
to rise to 160°F, the BATT O’TEMP light flashes and retriggers MASTER WARNING lights flashing. A
temperature gauge, located on the copilot’s instrument panel, receives input from a separate sensor in the
battery, and indicates temperature from 0°F to 180°F.
In each engine start button is a light that, when illuminated, indicates closure of the start relay. The light
inside the STARTER DISENGAGE button has no significance for operation. It is activated on when the
panel lights are turned on for night operations.
PROTECTION
Two generator control units (GCUs) regulate, protect, and parallel the generators. Each unit controls a
power relay which connects the generator to its main DC bus. The GCU permits the relay to close when the
cockpit generator switch is GEN and the generator output equals (within .3 volts) or exceeds system
voltage. A field relay, located in the generator control unit, allows or prevents field excitation within the
generator. When an internal feeder fault (short circuit) or an overvoltage is sensed, the field relay opens.
The field relay also opens when the engine fire switch is activated. A reverse current (10% of total load) or
under voltage opens the power relay.
The circuits between each main DC bus and its extension bus are protected by three 75-ampere circuit
breakers in parallel on the corresponding cockpit circuit-breaker panel. A 35-ampere circuit breaker on each
extension bus provides protection between the extension bus and the crossover bus on the opposite circuit-
breaker panel. Various other circuit breakers and current limiters on the main buses in the tail cone protect
against overload.
Between each main DC bus and the battery bus, a 225-ampere current limiter (fuse) protects the system
against overloading. Loss of either current limiter causes the system to split and become two independent
systems (right and left). When one generator power relay is closed, it is necessary to protect the 225-
ampere current limiter from the high amperage required to start the opposite engine (generator assisted
start). To provide this protection, a battery disable relay causes the battery relay to open the circuit between
the battery bus and the hot battery bus during the engine start sequence.
When an external power unit is utilized for engine start, the battery disconnect relay opens when the start is
initiated and removes the battery ground. This ensures the battery is not utilized for starting power, and
consequently, battery start limitations do not apply.

Should an external power unit’s output be excessive, an overvoltage sensor opens the external power relay
and breaks the circuit to the hot battery bus. If a generator is brought on line, external power disable relays
disconnect the external power unit from the hot battery bus when the power relay closes protecting the
generators. There is no built-in reverse current protection between the hot battery bus and the EPU.
CAUTION
Some external power units do not have reverse current protection. If the unit is turned off while connected
to the airplane, rapid discharge and damage to the battery can result. Always disconnect the EPU from the
airplane when not in use.
OPERATION
Normal
During the interior preflight, the generator switches should be placed to GEN if battery starts are intended or
OFF if external power is to be used. The battery switch should be placed to BATT and the voltmeter
checked for 24 volts minimum.
After checking lights and pitot heat, the battery switch should be turned to OFF. During the exterior preflight,
the battery should be visually checked for signs of deterioration or corrosion. External power should not be
connected until these checks are complete.
Before starting the engines, the generator switches should be rechecked for proper position and battery
voltage verified. The battery switch must be in the BATT position in order to allow power from the main DC
extension bus (L/R start CBs) to close the start relay when the start button is depressed. Depressing the
start button also activates the electric fuel boost pump, arms the ignition, and activates the engine
instrument floodlight.
Closure of the start relay, indicated by illumination of the light in the start button, connects hot battery bus
power to the starter for engine rotation. Between 8 and 10% turbine rpm (N2), the throttle should be brought
from cutoff to idle. Fuel flow commences, as observed, by increasing LCD display, and ignition is activated
by a throttle switch. A green light indicates current to the exciter box. Within 10 seconds, combustion should
occur as evidenced by rising ITT. As the engine accelerates and reaches approximately 38% (N2), the start
sequence automatically terminates. The electric boost pump and ignition deactivate, the start relay opens,
and the engine instrument floodlight goes out. A speed sensing switch on the starter/generator terminates
the start sequence.
The starter/generator reverts to generator operation, and the GCU allows the generator to come online after
start termination as the generator output equals or exceeds system voltage.
For a subsequent engine start on the ground, the operating generator assists the battery in providing
current to the starter. The operating engine must be at 49% to 50%. As soon as the second start button is
pressed, the battery relay will open disconnecting the hot battery bus from the battery bus. This protects the
225-amp current limiter on the side of the operating engine.
Simultaneously, the respective electric boost pump is activated, the ignition is armed, the engine instrument
flood light illuminates, and both start relays close. Both start button lights should be illuminated. At
approximately 38% N2, the start sequence should automatically be terminated.
Generator assist capability is disabled by the squat switch when the airplane is airborne. If an in-flight
restart is accomplished utilizing the start button, it will be a full battery start. Only the associated start relay
closes, the boost pump on that side activates, the ignition circuit to that engine arms, and the engine
instrument floodlight illuminates. The only difference between a start in flight and one accomplished on the
ground, with one generator on the line, is that the start relay on the same side as the operating generator
will not close. This isolation of the start circuit, from the operating generator, and buses in flight, is required
by certification regulations. The protection circuit for the 225-ampere limiter is the same as described above
(battery relay opens).

An external power unit may also be utilized for engine starts. However, prior to use the unit should be
checked for voltage regulation (28.0 volts) and availability of 800 to 1,000 amperes. When external power
starts are planned, the generator switches should remain in the OFF position until external power has been
removed from the airplane. Otherwise, when the first generator comes on line, the external power is
automatically disconnected from the hot battery bus, and the second engine start becomes a generator-
assisted battery start.
Abnormal
Battery overheat can result from an excessive amount and rate of charge or discharge and internal battery
damage may occur. The greatest damage which can result from a battery overheat lies in the possibility of
a thermal runaway heating, in which internal failures cause the heat to continue building out of control.
Battery overheat is indicated initially by a steady BATT O’TEMP light on the annunciator panel (145°F). This
red light triggers the MASTER WARNING lights flashing. Continued rising temperature (160°F) causes the
BATT O’TEMP light to flash and reilluminate the MASTER WARNING lights. The battery temperature
gauge should verify the temperatures. Whenever an overheat condition exists, the battery switch should be
placed in the EMER position to open the battery relay, thus removing the battery from generator charging,
and the emergency procedures checklist should be consulted. Monitoring the ammeters for a drop and the
voltmeter for a minimum 1-volt drop in 30 seconds to 2 minutes ensures the battery relay has opened,
isolating the hot battery and emergency buses and the battery from charging.
If the speed-sensing switch fails to terminate a start sequence, the STARTER DISENGAGE button can be
utilized to terminate the start. This button illuminates with the panel light control master switch ON. Its use
causes no damage to any component in the system. The GCU will only permit the generator on line after
the start sequence has been terminated (automatically or manually).
Monitoring the ammeters may provide the pilot an indication of impending generator problems. Ampere
readings may indicate unparalleled operation if they are misaligned by more than 10% of the total load.
When a GEN OFF L–R light illuminates on the annunciator panel, a check of the voltmeter indicates
whether the field relay or only the power relay has opened. An open field relay could be caused by a feeder
fault (short circuit), overvoltage, or by actuation of the engine fire switch. A tripped field relay is indicated by
near zero voltage; it can possibly be reset with the generator switch. An under voltage or reverse current
causes the generator 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 not probable.
Failure of a 225-ampere current limiter after start can be detected during the generator check accomplished
after engine start. When one generator switch is placed to OFF, the other generator should pick up the
entire system load as indicated on the ammeter. If this does not occur, a failed current limiter could be the
cause. If this is the case, when the generator on the side with the failed limiter is selected to OFF, the buses
on that side lose power. This is most easily detected by observing the engine instruments (OFF flags or
dashes) and a steady MASTER WARNING light on the side of the failed current limiter. The airplane should
not be flown in this condition. If the current limiter has failed prior to start, the engine start circuit on the side
with the failed limiter is not powered (because of loss of DC power to the extension bus), thus preventing
that engine from being started until the limiter is replaced.

AC POWER
GENERAL
AIRCRAFTS UN’S 0505 AND SUBSEQUENT
The alternating current system consists of two 250-volt AC static inverters that convert main DC electrical
power to AC power. The AC system is a dual split bus system that consists of two separate 115-volt and
26-volt AC bus systems. Each set of buses is normally powered by its corresponding inverter; however,
either inverter can power all set AC buses if required.
CONTROL
A two-position switch activates both inverters when moved to the AC position. Should an inverter fail,
automatic switching connects the remaining enverter to the buses of failed inverter.

MONITOR AND TEST
The AC system is monitored by a red AC FAIL annunciator light (which triggers the MASTER WARNING
lights), and two amber INVTR FAIL 1-2 annunciators. An inverter failure will “flash” the respective INVTR
FAIL 1 or 2 annunciator and AC FAIL light, and the MASTER WARNING light. Reseting the MASTER
WARNING light resets the AC FAIl light as well, but leaves the INVERTER FAIL light illuminated. When no
power is available to any of the four AC buses, the AC FAIL light illuminates, along with the attendat
MASTER WARNING lights In this condition, reseting the MASTER WARNING lights does not extinguish the
AC FAIL light. A test switch provides simulation of inverter failure and corresponding indications. When the
switch is positioned to INV 1, the Nº 1 inverter is disabled, causing illumination of the associated
INVERTER FAIL 1 light, AC FAIL and MASTER WARNIING lights.
The MASTER WARNING and the AC FAIL lights can be reset. Observe avionics operation, and ensure the
other inverter power all AC operated equipment. Releasing the switch to center position repowers the
associated inverter. When the switch is positioned to INV2, the sequence is repeated for the Nº 2 inverter
system.
OPERATION
Normal
The inverter should be activated during accomplishment of the Before Taxi Checklist, and they should be
tested during the Before takeoff Checklist. The invrters should be turned OFF prior to engine shutdown.
Abnormal
In the event of a failure in the AC system, check the DC INVERTER circuit breakers on both circuit breaker
panels (Figure 2-5), and comply with the appropriate checklist in the EMERGENCY PROCEDURES section
of the AFM. If both inverters should fail, the battery switch must be placed in EMER to restore AC power to
the 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.
LIMITATIONS
The battery and starter cycle limitations are shown in Table 2-2. Continuous ground operation of the
generator above 315 amperes is prohibited. If the BATT O’TEMP light illuminates during ground operation,
do not takeoff until proper maintenance procedures have been accomplished.

* This limitation is independent of starter power source (i.e., battery, generator assisted cross start, or external power
unit).
NOTES:
1. If battery limitation is exceeded, a deep cycle, including a capacity check, must be accomplished to detect possible
cell damage.
Refer to Chapter 24 of the MAINTENANCE MANUAL.
2. Three generator-assisted starts are equal to one battery start.
3. If an external power unit is used for start, no battery cycle is counted.
4. Use of an external power source with voltage in excess of 28 VDC or current in excess of 1,000 amps may damage
the starter.

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 distribuited through two buses: 115 volts and 26 volts AC.
PROTECTION
The power source to the inveters is protected by circuit breakers on the left and right circuit breakers
panels. The inverter swithcing relay and INVERTER FAILL warning light are also protected by AC SWITCH
circuit breaker.
The AC SWITCH circuit breaker, mounted in the right circuit-breaker panel, provides power for the following
items: AC FAIL light, autopilot disengage light and horn, go-around button, and inverter switch. AC power is
not available from the Nº 2 inverter when the AC SWITCH circuit breaker is disengaged. If the Nº 2 inverter
is on line when the circuit breaker is tripped, the inverter switch must be moved to the INV 1 position to
restore AC power.

CONTROL
The control switch is grouped with the master avionic ON-OFF switch under the nomemclature of
AVIONICS POWER. The control switch has three positions labeled “INV 1”, “OFF”, and “INV 2”.
MONITORING
The system is monitored by one red AC FAIL light. This light illuminates for a loss of AC power on the 115
VAC bus due to any one of a number of reasons such as loss of DC power to the inverter, voltage
fluctuations which cause the inverter to shutdown, etc. Since the AC FAIL light is red annunciator light , it
will trigger the two MASTER WARNING lights.
NORMAL OPERATION
One inverter is used to supply AC power for all systems, and the second inverter is used as a standby in
case of failure of the other. However, it is recommended that the inverters be used equally. Both inverters
should be operationally checked prior to flight. With DC power to the left and right main DC extension
buses, the inverters are operated as follows:
• To operate the Nº 1 inverter, the control switch is moved to the INV 1 position, supplying a ground
path for the inverter on/off circuit for the Nº 1 inverter, and AC power from the inverter is directed to
the AC power buses
• To operate the Nº 2 inverter, the control switch is moved to the INV 2 position, supplying a ground
path for the inverter on/off circuit for the Nº 2 inverter, power is supplied to the switching relay,
energizing it, and AC power from the inverter is directed to the AC power buses
ABNORMAL OPERATION
If both inverters should fail, the battery switch must be placed in EMER to restore AC power to the 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.

CHAPTER 4
PNEUMATIC SYSTEM

INTRODUCTION
The pneumatic system for the Citation II uses engine compressor bleed air (P3). The air is extracted from
both engines and routed through control valves into a pneumatic manifold for distribution to systems
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 control switches and condition indicating lights are integral parts of the instrument panel.
GENERAL
Bleed air from each engine is extracted from the engine high-pressure compressor section and routed to
four different items:
• To the flow control valves for use by the air cycle machine.
• To the ground valve for use by the air cycle machine during ground operation.
• Through check valves for distribution to the windshield anti-ice, cabin door seal, air instruments
system, deice boots and pressurization control systems.
• To the emergency valve for alternate pressurization
Control of airflow into the cabin area is accomplished with the PRESS SOURCE selector located on the
lower center instrument panel. Sensors located in critical areas of the air system cause 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 associated welded cluster assembly, then on to several different
areas (Figure 9-1). Air from the cluster is routed through check valves to a ducting system that distributes
the air to the windshield anti-ice system, the vacuum ejector system and the pneumatic distribution
regulator (service air). The regulator, in turn, distributes 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 cabin. The emergency pressurization valve can be opened only in flight. It is used to
provide alternate pressurization air should normal sources fail. Air from the right cluster is routed to the
ground 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 volume of bleed air from the right engine for use by the ACM. Air
from both clusters is routed through flow control shutoff valves and manifolded for use by the ACM. Engine
Bleed air is routed into the tail cone through a precooler before entering the ACM. The same cooling air
routed to the ACM heat exchangers cools the precooler.

CONTROL
The PRESS SOURCE selector determines the amount of air that

enters the cabin and from what source it is supplied. The control
switch has positions labeled OFF–GND–LH–NORMAL–RH–
EMER.
The OFF position closes all environmental bleed air valves. The L
and R flow control shutoff valves are energized closed by DC
power and the EMER valve is deenergized closed. No air enters
the ACM or the pressure vessel from the engines. Bleed air is still
available to the service air system; however, ram air from the tail
cone enters the pressure vessel through the normal distribution
ducting if the cabin is unpressurized.
The GND position of the PRESS SOURCE selector is functional only on the ground. It opens the ground
valve and allows a larger mass flow of air from the right engine to enter the pneumatic manifold. When the
valve isopen, a BLD AIR GND light on the annunciator panel illuminates. If the right engine is advanced
above approximately 72% N2, a primary pressure switch causes the ground valve to close, thus preventing
too much air from being supplied to the ACM manifold and turbine. This action causes the BLD AIR GND
light to extinguish. When the throttle is retarded below 72% N2, the valve opens again, and the BLD AIR
GND light reilluminates. If the primary pressure switch fails to close the valve, the right engine rpm exceeds
approximately 74% N2, the secondary pressure switch closes the ground valve and illuminates the ACM
O’PRESS light. The ground valve does not open again until normal DC power is interrupted by removing
power from the buses or by pulling the NORM PRESS circuit breaker.
The LH and RH positions limit pneumatic bleedair input, to the engine associated with the selected switch
position. The LH position allows use of air from the left engine and shuts off air from the right engine. With
the RH position selected, the process is reversed.
The NORMAL position deenergizes opens the left and right flow control valves and shutoff-valves and
allows bleed air from both engines to pass through into the bleed-air manifold, then into the ACM; all takeoff
performance data is based on this position.
When the EMER position is selected in flight, bleed air from the left engine is routed directly into the cabin,
bypassing the ACM. Temperature and volume are varied 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
aloowing air to the ACM are closed.
If a complete DC electrical power failure occurs, regardless of the PRESS SOURCE selector position,
pneumatic air is supplied as if the switch were positioned to NORMAL. Without electrical power, the
emergency pressurization valve fails closed, and the two flow control and shutoff valves fail open.

SYSTEM DESCRIPTION – CITATION II UNS 002 THROUGH 0481, 0483, AND 0484
DISTRIBUTION
Bleed air from each engine is routed to the associated welded cluster assembly, then on to several different
areas (Figure 9-3). Air from the cluster is routed through pneumatics distribuition valves to a ducting system
that distributes the air to the windshield anti-ice system, the vacuum ejector system and the pneumatic
distribution regulator (service air). The regulator, in turn, distributes 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 cabin. The emergency pressurization valve can be opened only in flight. It is used to
provide alternate pressurization air should normal sources fail. Air from the right cluster is routed to the
ground valve for use by the air cycle machine (ACM) during ground operation. The valve can be opened
only on the ground and allows up to 18 pounds per minute of volume of bleed air from the right engine for
use by the ACM. Air from both clusters is routed through flow control shutoff valves and manifolded for use
by the ACM.
Hot Engine Bleed air is routed from the compressor to a precooler mounted in the bypass duct od the
engine. This is simply an air-toa-r heat exchanger which reduces the temperature of the bleed air to
approximately 260ºC 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 controllable by pilot. If the temperature of the bleed air
downstream of the precooler exceeds 282ºC, the L or R PRECOOLER FAIL annunciator is illuminated to
alert the crew to the excessive temperature. The ground valve is a pressure regulating valve and as such is
not operated by pressure switches.

CONTROL
The PRESS SOURCE selector determines the amount of air that enters
the cabin and from what source it is supplied. The control switch has
positions labeled OFF–GND–LH–NORMAL– BOTH HI - RH–EMER.
The OFF position closes all environmental bleed air valves. The L and R
flow control shutoff valves are energized closed by DC power and the
EMER valve is deenergized closed. No air enters the ACM or the pressure
vessel from the engines. Bleed air is still available to the service air
system; however, ram air from the tail cone enters the pressure vessel
through the normal distribution ducting if the cabin is unpressurized.
The GND position of the PRESS SOURCE selector is functional only on the ground. It opens the solenoid
ground valve and allows up 18 ppm air from the right engine to enter pneumatic manifold. When the valve is
openm a BLD AIR GND light on the annunciator panel illuminates. It takes approximately 60% N2 to
achieve full 18 ppm regulated flow.
The LH and RH positions limit pneumatic bleedair input, to the engine associated with the selected switch
position. The LH position allows use of air from the left engine and shuts off air from the right engine. With
the RH position selected, the process is reversed.
The NORMAL position deenergizes opens the left and right flow control valves and shutoff-valves and
allows bleed air from both engines to pass through into the bleed-air manifold, then into the ACM; all takeoff
performance data is based on this position.
The BOTH HI position energizes the left and right flow control and shutoff valves open to allow 9 pounds of
air per minute from each to the ACM. This position is intended for use in flight at lower power settings.
Whenever this mode is selected, the BLEED AIR GND/HI annunciator is illuminated. The use of the BOTH
HI is prohibited for takeoffs, landings, and hi engine power settings. If main DC is lost, the valve fail to 6
ppm LOW FLOW mode.
When the EMER position is selected in flight, bleed air from the left engine is routed directly into the cabin,
bypassing the ACM. Temperature and volume are varied 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
aloowing air to the ACM are closed.
If a complete DC electrical power failure occurs, regardless of the PRESS SOURCE selector position,
pneumatic air is supplied as if the switch were positioned to NORMAL. Without electrical power, the
emergency pressurization valve fails closed, and the two flow control and shutoff valves fail open.

CHAPTER 5
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 temperature controls to operationally condition the cabin and
cockpit environment. Hot bleed air is tapped off each engine, pneumatically controlled, manifolded, and
routed to the air cycle machine located in the tail cone. The air is cooled and distributed through ducting
to the cockpit and cabin outlets.
Through the use of the pressurization source selector switch, the pilot can select either engine or both
engines to supply bleed air for system operation on the ground or in flight. The cabin will be supplied with
ambient air in the event the ACM is inoperative and the cabin is unpressurized.
For UNs 002 through 0481, 0483 and 0484, the precooler is located in the engine nacelle and uses ram air
from the engine bypass duct to precool the bleed air. For UNs 0482, 0485 and subsequent, the precooler is
mounted in the air cycle machine (ACM) ambient-air duct.

FOR UNS 0482, 0485 AND SUBSEQUENT
GENERAL
Bleed air from the engines normally passes through two solenoid-operated flow control valves which restrict
the bleed flow to six pounds per minute per engine, which equates to 78 cu/ft per minute per engine at 15°C
(59°F). The bleedair 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-operated ground valve. This 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.
Control
The source of the bleed air used by the air-conditioning system is selected with the PRESS SOURCE
selector (Figure 11-1). This selector, along with the other controls associated with the air-conditioning
system, is located on a tilt panel forward of the throttle quadrant.
The NORMAL position opens the flow control valves and allows air from each engine to pass into the ACM.
This is the position in which the valves fail if main DC power is lost.
The GND position opens the ground valve and allows a larger draw of air from the right engine to enter the
ACM. When the valve is not fully closed, a BLEED AIR GND light illuminates. If the right engine is
advanced above approximately 72% N2, a primary pressure switch causes the motorized ground valve to
close, thus preventing too much air from being supplied to the ACM. The valve closing causes the BLEED
AIR GND light to extinguish. When the throttle is retarded below 70% N2, the valve opens again, and the
light reilluminates. If the primary pressure switch fails to close the valve and the right engine rpm exceeds
approximately 74% N2, the secondary pressure switch closes the ground valve and illuminates the ACM
OVER PRESS light. The ground valve will not open again until main DC power is interrupted and then
reestablished.
When the EMER position is selected, the bleed air from the left engine is routed directly into the cabin,
bypassing the ACM. Temperature is controlled by volume through throttle setting, and the bleed air to the
ACM is shutoff. When the selector is in EMER or the valve opens automatically, the EMER PRESS light will
illuminate.
The OFF position closes the valves controlling engine bleed air, and no pressurization or temperature
control is available.
Precooler
The bleed air from the engines passes through a precooler that is mounted in the ACM ambient-air duct.
This air-to-air heat exchanger cools the bleed air before it reaches the ACM heat exchangers. The cooling
medium used across the exchanger is ambient air. This air is drawn into the tail compartment and blown
through the duct by a fan attached to the ACM turbine shaft.
Air Cycle Machine
After the air passes through the precooler in the ram-air duct, it enters the ACM primary heat exchanger
(Figure 11-2). The air then passes into the ACM compressor, through the secondary heat exchanger, and
finally across the cooling turbine. This entire process reduces the temperature of the bleed air supplied by
the engines.
Water Separator
A water separator is provided to remove moisture from the conditioned air before it enters the cabin. The
conditioned air from the ACM enters the water separator, where it is filtered and excess water is removed.
The conditioned air is then ducted through a check valve into the cabin ducts for distribution. The moisture
is injected into the air flowing over the heat exchangers to increase cooling efficiency.



Temperature Control
The cabin temperature is controlled by temperature select rheostat or a MANUAL 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 setting) and closed (cooler temperature setting) by either the
automatic or manual mode of temperature control.
The cabin temperature is controlled automatically when the temperature rheostat is in the automatic range.
This temperature selector is a rheostat which sends a variable temperature setting to a cabin temperature
controller.
The controller compares the desired setting to the actual cabin temperature provided by a cabin
temperature sensor. This sensor is located in the top of the cabin between the main cabin entrance door
and the emergency exit. In addition, the controller receives a temperature input from the supply duct
temperature sensor in the tail cone.
The cabin controller compares all of the electrical inputs and then sends an output signal to the mixing
valve motor in order to change the supply temperature. For example, if the selector is rotated clockwise by
the pilot, a higher temperature has been selected. The controller receives this input, compares it to the
signals received from the cabin and supply duct sensors, and then causes the mixing valve to open up,
allowing more bleed air to bypass the ACM, thus increasing the temperature in the cabin. In the automatic
mode, the system has a supply air low temperature limit of 35°F (2°C) to prevent the formation of ice in the
water separator. The input to the controller for this is from the supply duct temperature sensor located
downstream of the water separator in the supply duct.
With the temperature rheostat in the MANUAL position, the mixing valve is controlled manually by the
MANUAL HOT–MANUAL COLD switch. The switch has three positions and is spring-loaded to the center
OFF position. When the switch is deflected toward MANUAL HOT, the mixing valve is driven open, allowing
more hot bleed air to mix with the cold air exhausted from the ACM. When the switch is released, the
mixing valve remains at the last position. Holding the switch toward MANUAL COLD drives the mixing valve
to the closed position, thus lowering the temperature. The mixing valve, when manually controlled, travels
from fully open to fully closed in approximately 10 seconds. Caution should be observed when operating in
the manual mode to prevent water separator freeze-up (Figure 11-4).



System Protection
If the bleed-air temperature in the duct between the compressor and turbine sections exceeds 435°F
(224°C) (Figure 11-4), the overheat relay causes the flow control and shutoff valves or the ground valve
(depending on which is open) to close and the emergency pressurization valve to open. In flight, the ACM
shuts down, and the cabin is pressurized by bleed air from the left engine. This condition is indicated by the
EMER PRESS annunciator light and an increased noise level in the cabin. If the overheat condition in the
ACM exists for longer than 12 seconds, the emergency lockout relay is energized, and the ACM remains
inoperative. If the ACM cools down within 12 seconds, it reverts to its previous setting, and the emergency
pressurization valve closes.
To reset the system for normal operation after a shutdown for longer than 12 seconds, it is necessary to
rotate the PRESS SOURCE selector to the EMER position and then reselect a position other than GND or
OFF. This condition is most likely to occur when maximum cooling is demanded of the system.
On the ground, when the ACM overheats, the emergency pressurization valve does not open, since it has
been deactivated by the left main gear squat switch. However, the EMER PRESS ON annunciator light
does illuminate. The reset procedures are the same as for in flight.
When the emergency pressurization valve is providing the source of air for pressurizing the cabin, the pilot
is unable to control the temperature except through manipulation of the left throttle. Reducing power on the
left engine reduces the temperature and volume of air entering the cabin. Reducing it too much may cause
a rise in cabin altitude, depending on aircraft altitude. The source of air for the emergency pressurization
system is from the left engine only (Figure 11-4).
The air duct from the ACM to the cabin is protected from overheat damage by a duct overheat sensor. If the
temperature in the duct exceeds 157°C (315°F), the AIR DUCT O’HEAT annunciator light illuminate. This
condition will most likely occur when heat is being demanded and most of the bleed air is bypassing the
cooling process of the ACM. The pilot should select MANUAL with the temperature select rheostat and
close the mixing valve by holding the MANUAL HOT–MANUAL COLD switch to MANUAL COLD.
Approximately 10 seconds is required to drive the mixing valve from the fully hot to the fully cold position.
The pilot should also check that the TEMP circuit breaker on the left circuit breaker panel is in. Loss of
power or opening of the circuit breaker renders the temperature control system inoperative in both
automatic and manual modes.
If complete DC electrical power failure occurs in flight, regardless of the PRESS SOURCE selector position,
the system operates as though the switch is in the NORMAL position. If the selector is in the NORMAL
position when the electrical failure occurs, the air-conditioning system will continue to operate in that mode.
Without electrical power, the emergency pressurization valve fails closed. In addition, temperature control
is lost because the motor-operated mixing valve fails to the position set when electrical power is lost (Figure
11-4).

FOR UNS 002 THROUGH 0481, 0483 AND 0484
GENERAL
Bleed air from two ports on the compressor case is routed through a precooler (heat exchanger) prior to
entering the air cycle machine (ACM). The precooler, located in the bottom of the engine nacelle between
the nacelle skin and the bypass duct, uses ram air from the bypass duct to cool the bleed air before
entering the ACM. Two dual, solenoid-operated, flow control valves, limit the bleed outflow the respective
engine through the ACM and into the cabin. The flow control valves will allows 6-9 ppm of air into the ACM
as selected by the PRESS SOURCE selector in the cockpit. The bleed line from the right engine branches
after it enters the tail cone area, and shutoff and pressure-regulating valve is installed which allows 18 ppm
of air(235 cu ft per minute at 15ºC) to flow to the ACM. The valve is energized open and is normally used
only for ground operations. An emergency pressurization control valve is installed in the left engine bleed-
air line and is used to route bleed air directly from the precooler to the cabin for emergency pressurization.
Control
The source of the bleed air used by the air-conditioning system is selected with the PRESS SOURCE
selector . This selector wich has seven positions along with the other controls associated with the air-
conditioning system, is located on a tilt panel forward of the throttle quadrant.
1 – OFF - This position closes the valves controlling engine bleed air, and no pressurization or temperature
control is available.
2 – The GND position opens the ground valve and allows 18 ppm of bleed air from the right engine to enter
the ACM. This position is for ground operation only and will illuminate the BLEED AIR GND/HI light
annunciator.
3 – LH position – the left flow control valve and shutoff valve will open, permiting up to 6 ppm of bleed air
(78 cu ft at 15º C) from only the left engine to flow to the ACM.
4 - The NORMAL position opens the flow control valves and allows up to 12 ppm of bleed air, 6 ppm from
each engine to pass into the ACM. This is the position in which the valves fail if main DC power is lost. In
this position, the valves deenergize; the takeoff thrust setting is also based upon this position.
5 – BOTH HI position – The left and right flow control valve and shutoff valves contain two solenoid-
operated valves: primary and override. The primary valve, when open, allows 6 ppm flow; the override valve
will allow and additional flow of 3 ppm. In the BOTH HI position, both left and right flow control valves are in
the high mode, each allowing 9 ppm for a total de 18 ppm. This position should fulfill the requirement for
increased conditioned air as required. Operation in this position is not approved for takeoff, landing, or high
engine power settings.
6 – RH position – the right flow control valve and shutoff valve will open, permiting up to 6 ppm of bleed air
(78 cu ft at 15º C) from only the right engine to flow to the ACM.
7 - When the EMER position is selected, the bleed air from the left engine is routed directly into the cabin,
bypassing the ACM. Temperature is controlled by volume through throttle setting, and the bleed air to the
ACM is shutoff. When the selector is in EMER or the valve opens automatically, the EMER PRESS light will
illuminate.

Precooler
Air from two ports on the compressor case is routed through a precooler prior to reaching the tail cone area.
The precooler is a bypass-air/bleed-air heat exchanger. Air from the bypass duct is routed through a control
valve to the precooler and then overboard through louvers on the lower inboard side of the engine nacelle.
Compressor bleed air is routed through the precooler and into the tailcone area. The precooler control valve
modulates the flow of bypass air to maintain the temperature of the engine bleed air at the precooler outlet
at an acceptable level. If the oultlet temperature execeeds 282ºC, an L or R PRECOOL FAIL annunciator
will illuminate. If either light illuminates, power on that engine should be reduced until the light goes out (if
practical). If not practical, or if the light does not go out, air from only other engine should be selected with
the PRESS SOURCE selector.
COOLING TURBINE
The cooling turbine consists of a turbine wheel and a impeller mounted on a single shaft, enclosed by a
turbine torus and compressor torus. The turbine shaft rotates in a sef-acting, Teflon-coated, foil air beraing.
Since no lubricant is used in the cooling turbine, periodic inspection is not required.
Bleed air form the precooler enters the ACM from any of the bleed-air sources and passes through a heat
exchanger for further cooling.
The air is compressed by turbine-driven compressor and is routed through a second heat exchanger. The
air then drives a turbine which extracts energy and further cools the air. Air from the turbine enters an
expansion chamber, where is further cooled.

HEAT EXCHANGER
The heat exchanger is a primary/secondary, air-to-air unit that reduces bleed-air temperature in two passes.
On the first pass, the air partially cooled in the primary section of the heat exchanger and is then ducted to
the compressor section of the ACM, where it is compressed and returned to the secondary section and then
to the turbine section of the ACM. The cooling medium in the heat exchanger is ram air, which flows
through both sections in one pass and then vents overboard. The source of ram air is a closed duct
connected to a ram-air scoop in the dorsal fin.
Due to the lack of ram air on the ground, air-flow must be induced through the duct by the use of an ejector
(jet) pump. The ejector pump, located on exit side of the heat exchanger, is powered by bleed air supplied
by the normal bleed air supply. The cluster-type ejector pumpo consists of a ring of six jets wich, through
venture effect, induce a flow of ram air across the heat exchangers. In flight, this induced flow is not
necessary; therefore, a logic control panel on the power junction box receives inputs from the brakes and
throttle switches to ensure that the ejector pump operates only on the ground.
When engine power is above 85% N2 and the brakes have been released, the ejector valve is closed. In
addition, the ejector pump shutoff valve does not open until bleed-air pressure in the normal supply line and
in the line between the compressor and the turbine reaches 2.8 psi. This ensures that the turbine shaft is up
to speed before the large amount of air required for operation of the jet pump is taken from the normal
bleed-air supply line. When the ejector pump valve is not fully closed, the ACM EJECTOR ON annunciator
will be illuminated.
Water Separator
A water separator is provided to remove moisture from the conditioned air before it enters the cabin. The
conditioned air from the ACM enters the water separator, where it is filtered and excess water is removed.
The conditioned air is then ducted through a check valve into the cabin ducts for distribution. The moisture


Temperature Control
Cabin temperature is maintained in either the manual or automatic mode of operation, automatic being the
normal mode. The temperature controller uses temperature signals from sensors in the tail cone and the
cabin, in addition to its own setting, to position the bypass mixing valve. Modulation of the valve controls the
amount of hot bleed air that mixes with cold air from the ACM turbine to maintain the desired temperature. If
manual control is selected, the valve is positioned by movement of the manual temperature selector. During
manual mode operation, the automatic mode is disable. The temperature control system is pneumatic,
using regulated bleed air to position the bypass mixing valve. Normal bleed-air supply to the automatic
temperature control is from the right engine through a 15 psi regulator. Manual temperature control uses air
from either engine through the 23 psi surface deice pressure regulator. If the right engine fails, manual
mode must be selected to maintain cabin temperature. If operating on emergency DC power, temperature
may be regulated manually.
OPERATION
The temperature control system operates in either of two modes: automatic or manual a solenoid shutoff
valve, controlled by a DC-power selector switch in the cockpit, controls mode selection. When energized,
the valves places the system in automatic mode; when denergized, the system is in manual mode.

AUTOMATIC MODE
When the selector switch is in AUTOMATIC, the solenoid shutoff valve is energized to operate in automatic
mode with the automatic solenoid.
Energizing the solenoid shutoff valve blocks the 23 psi manual pressure source and opens the 15 psi
autopneumatic line from the automatic temperature control system to the bypass mixing valve. The
automatic control system regulates the air pressure to control the operation of the mixing valve to maintain
selected temperature as desired by the flight crew.
Operating in automatic provides overheat protection for the ACM air duct outlet. If outlet temperature is too
high, bias air pressure on the mixing valve is reduced allowing it to close slightly to decrease temperature.
Conversely, if the outlet temperature is too cold, the water separator may freeze and restrict air flow to the
cabin and/or cause cie chips to flow through the cabin air distibuition ducts. While operating in AUTOMATIC
mode, if the outlet temperature is becoming too cold, bias air pressure is increased, allowing the mixing
valve to open slightly and prevent the water separator from freezing.
CAUTION
During periods of high temperature and high humidity conditions, care should be exercised to refrain from
taking off with the temperature control system in MANUAL and FULL COLD.
MANUAL MODE
When the selector switch is placed in MANUAL, the solenoid shutoff valve is deenergized, opening the
pneumatic line from the 23 psi manual pressure source to the bypass mixing valve through an orifice.
Control pressure is regulated by the manual temperature selector in the cockpit. Clockwise rotation of the
manual temperature rheostat increase control pressure, further opening the bypass mixing valve and
increasing air temperature. Counterclockwise rotation of the selector decreases air temperature. During
manual mode operation, the automatic mode is disabled.
While operating in the automatic mode, electrical failure will result in the solenoid shutoff valve reverting to
the manual mode position.
SYSTEM PROTECTION
An overheat sensor installed between the compressor and turbine sections of the ACM prevents
excessively hot air from entering the turbine. If the bleed-air temperature in the duct between the
compressor and turbine sections exceeds 435°F (224°C), the overheat relay causes all bleed-air valves
related to the ACM to close and the emergency pressurization valve to open. In flight, the ACM shuts
down, and the cabin is pressurized by bleed air from the left engine. This condition is indicated by the
EMER PRESS annunciator light and an increased noise level in the cabin. If the overheat condition in the
ACM exists for longer than 12 seconds, the emergency lockout relay is energized, and the ACM remains
inoperative. If the ACM cools down within 12 seconds, it reverts to its previous setting, and the emergency
pressurization valve closes.
When the emergency pressurization valve is providing the source of air for pressurizing the cabin, the pilot
is unable to control the temperature except through manipulation of the left throttle. Reducing power on the
left engine reduces the temperature and volume of air entering the cabin. Reducing it too much may cause
a rise in cabin altitude, depending on aircraft altitude. The source of air for the emergency pressurization
system is from the left engine only.


The air duct from the ACM to the cabin is protected from overheat damage by a duct overheat sensor. If the
temperature in the duct exceeds 157°C (315°F), the AIR DUCT O’HEAT annunciator light illuminate. This
condition will most likely occur when heat is being demanded and most of the bleed air is bypassing the
cooling process of the ACM. The pilot should select MANUAL with the temperature select rheostat and
close the mixing valve by holding the MANUAL HOT–MANUAL COLD switch to MANUAL COLD. The
TEMP circuit breaker on the left circuit breaker panel should checked for engagement. Electrcia power to
the selector switch solenoid is from the right crossover bus through the TEMP circuit breaker. Loss of power
on that bus or opening of the circuit breaker automatically switches the temperature control system to
manual mode.
If complete main DC electrical failure occurs, the left and right flow control and shutoff valves revert to the 6
ppm flow position, ensuring a constant supply of air for cabin pressurization. The emergency pressurization
valve (EMER) and the shutoff and pressure regulation valve (GND) revert to the closed position , and
temperature control revert to manual mode.
AIR DISTRIBUTION
Description
The cabin air distribution system consists of an overhead conditioned air duct and outlets. The passenger
footwarmer and armrest warmer manifolds are supplied by an underfloor conditioned air duct which
supplies the windshield defog outlets, and the crew side console outlets. The figure illustrates the air
distribution system. The conditioned air enters the cabin through a single duct and then branches at a flow
divider, part going to the cockpit and part going to the main and auxiliary plenum, then on to the passenger
section. Air circulation through both the overhead ducting and underfloor ducting can be increased by
actuating the overhead fan and defog fan, respectively.
Operation
With the engines operating, selecting a source of bleed air for the ACM with the pressurization source
selector provides conditioned air to the cabin (EMER and OFF positions excepted). The air flows from the
water separator through ducting to the cabin, passing through a check valve at the aft pressure bulkhead.
The temperature of the air in the supply duct determines the position of the recirculating air inlet door. At
temperatures below 100°F (38°C), the door is fully closed, and conditioned air flows through both the
overhead and underfloor distributing ducts. With a temperature above 100°F (38°C), the door is fully open,
and all of the hot air from the ACM is diverted to the underfloor ducting system. Air from the overhead ducts
is now recirculated cabin air only, which is cooler than the air coming from the ACM. The air flowing through
the overhead ducting is distributed and controlled by manipulation of the individual Wemac outlets.
Increased airflow through these Wemac outlets can be obtained by selecting HI or LOW with the OVHD fan
switch on the copilot’s instrument panel. The baggage compartment smoke detector duct is also attached to
the overhead fan duct, which requires the fan to be operating any time the aft cabin baggage/toilet area is
unoccupied and the privacy curtain is closed (UNS 0002 through 0626). On UNs 0627 and subsequent, this
requirement has been eliminated.
The air that flows to the underfloor ducting is divided by the flow divider assembly. Part of the air flows to
the flight compartment and part to the passenger footwarmer and armrest warmer manifolds. The position
of the flow bias valve is determined by the AIR FLOW DISTR selector. It is a five-position selector that
allows selection of increased or decreased airflow to the cabin or cockpit (Figure 11-4). For example,
selecting the CKPT position diverts most of the air to the flight compartment, while selecting CABIN diverts
most of the air to the armrest and footwarmer manifolds. Using the defog fan in conjunction with the flow
divider increases t h e a i r f l ow to the flight compartment. Maximum flow can be obtained by selecting
CKPT with the AIR FLOW DISTR selector and selecting HI with the defog fan switch.
The defog fan switch is located adjacent to the overhead fan switch on the copilot’s instrument panel and
has three positions: HI, OFF, and LOW. The pilot’s footwarmer outlet must be closed to obtain 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 window panes and
condensing as it meets the cold-soaked outer pane of glass.


SUPPLEMENTAL COCKPIT VENTILATION
Two fans (one fan on some airplanes) are installed

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 compartment through the fans
to the crew compartment. The Figure shows the
cockpit ventilation fan outlets. The fans are
controlled by the OVHD fan switch located on the
copilot’s panel. The switch has three positions: HI,
OFF, and LOW.
OPTIONAL FLOOD COOLING

General
The flood cooling system provides an air outlet grille on the upper
aft pressure bulkhead to supply a high volume of cool air directly
from the ACM (Figure 11-7). It bypasses the normal overhead and
underfoot duct system and eliminates the heating of the
conditioned air by the hot-soaked distribution ducting. It is intended
for cooling purposes only, and in flight may be used only below
10,000 feet.
Operation
The FLOOD COOLING control switch (Figure 11-8) is

located next to the pressurization controller on the center
panel in the cockpit. It is a two-position switch labeled
“ON” and “OFF.” 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 conditioned air is blocked off from the normal
distribution system, and 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 blower, so
it draws in ambient air from the tailcone and mixes it with
the conditioned air.As the engine power is increased,
thus increasing the supply of conditioned air, the ambient
air check valve closes, and all of the air entering the
cabin is then conditioned air.

VAPOR CYCLE AIR CONDITIONER
A vapor cycle air conditioner discharges conditioned air

from floor-mounted evaporator/fans in the forward and aft
ends of the dropped isle to provide rapid cabin cooling
(Figure 11-9). The air conditioner is controlled by a switch
panel on the copilot’s instrument panel and can be used on
the ground or in flight up to 18,000 feet (Figure 11-10).

The MODE A/C FAN–OFF switch controls primary

power to the system. The A/C position turns on the
compressor and the forward blower. The FWD FAN HI–
LO switch controls the forward blower speed when the
MODE switch is in A/C or FAN. A COMP ON twist
dimmable light illuminates when the compressor is
engagement.
The system may not be operated in the A/C mode

above 18,000 feet. The compressor will automatically
shutoff above 18,000 feet. An EPU or any generator
must be on line to run the compressor on the ground.

CHAPTER 6
PRESSURIZATION SYSTEM

INTRODUCTION
The pressurization system in the CITATION II is used to maintain a lower cabin altitude than actual airplane
altitude. This is accomplished by ducting bleed air into the cabin and then controlling the amount of air
allowed to escape overboard. The CITATION II pressurization and air-conditioning systems employ a
common airflow; therefore, cabin pressurization is accomplished with conditioned air.
GENERAL
Two elements are required to provide cabin pressurization. One is a constant source of air. The other is a
method of controlling outflow to achieve the desired differential pressure and resultant cabin altitude. The
airflow to the cabin is fairly constant (through a wide range of engine power settings), and the outflow of air
is controlled by the two outflow valves located on the aft pressure bulkhead.
The cabin pressure control system includes a pressure controller, two outflows valves, two cabn altitude
limit valves, and a pneumatic relay. An emergency dunp valve and a regulator vacuum supply complete the
cabin pressure control system.
Cabin pressurization is obtained by releasing conditioned air under pressure into the fuselage and limiting
the rate at which the air is exhausted to the atmosphere. The purpose of pressurization control system is to
keep the cabin of the airplane as near sea level pressure as possible throughout the vaying altitudes during
flight, the pressurized area of the airplane can be maintained at sea level pressure up to a flight altitude of
approximately 23,000 feet and at a pressure altitude of approximately 8,000 feet while the airplane is at
43,000 feet. These pressures impose a normal cabin-to-atmosphere pressure differencial up to 8,8 psi on
the airplane structure.
Ram air is used to provide positive pressure to the tail cone (relative to outside static pressure) to preclude
entry of any external fluids.

SYSTEM DESCRIPTION
PRESSURIZATION CONTROLLER
The pressurization control system uses a variable isobaric controller to drive two identical outflow valves
through a compensated pneumatic relay. Both outflow valves modulate the flow of air discharging from the
cabin during normal operation. Either or both valves open automatically if required to provide positive
pressure relief protection. Each valve is connected to a cabin altitude limit control unit, which automatically
overrides any pressurization control system failure that would cause cabin altitude to exceed 13,000 +/-
1,500 feet.
The system incorporates three solenoid valves that are functional primarily during ground operations.
Solenoid A, located on the controller, is a normally open valve that is energized closed when either or both
throttles are above 85% N2 and the airplane is on the ground. This valve remains closed during the takeoff
roll to disable the rate-control function of the controller and allow the pneumatic relay to control
pressurization.
Solenoid B and C are two-way, two-position, normally closed valves. The valves are energized open when
either throttle is below 80% N2 and the airplane is on the ground.
The three solenoid air valves connected to the airplane electrical system through the NORM PRESS circuit
breaker on the left circuit breaker panel. Ground for the valves circuitry is completed through two parallel
throttle switches on the aft quadrant and the left gear squat switch. These three solenoid valves are further
discussed under Operation.
It is function of the controller to meter control air (vacuum) to the outflow valves so that desired cabin
altitude an rate of climb are achieved. The controller consists of two chambers separated by a movable
diaphragm. One chambers senses cabin pressure while the other chamber references ambient pressure
outside the pressure vessel. Pressure differences between the two chambers, resulting from changes in
altitude, cause the diaphragm to move and route control air to the pneumatic relay. The pneumatic relay
amplifies this signal and, in turn controls the two outflow valves. Cabin pressure in then increased or
decreased until equilibrium between the two chambers os established. Desired cabin altitude is selected by
rotating the cabin altitude selector knob. This applies a spring bias to the movable diaphragm and changes
the pressure between two chambers causing cabin pressure altitude to climb or descend.
The rate at wich cabin climb or descends is controlled by cabin rate knob. This valve bleeds air between the
sealed chambers and, in conjunction with an isobaric bellows, determines the rate at wich the springs
pressure is applied to the movable diaphragm when a new cabin altitude is selected.
The cabin altimeter and cabin rate-of-change indicators are located on the center pedestal, adjacent to
pressurization controller. The cabin altimeter presents existing cabin altitude on the outer scale and
pressure differential on the inner scale. The pressure differential needle indicates multiple malfunctionsos
the outflow system if a pressure differential in execess of 8.8 psi is shown on the gage. The cabin rate-of-
change indicator shows the rate at wich the cabin ascending ir descending.
OUTFLOW VALVES
There are two forces at work on the outflow valves at all times. The first is a spring which is always
attempting to close the respective valve, restricting the outflow of air and causing the cabin to descend, or

pressurize. Offsetting this spring is control air (vacuum) regulated by cabin pressure controller and amplified
by pneumatic relay. This tends to pull the outflow valve off the seat allowing air to scape, climbing, or
depressuring, the cabin. In event that control vacuum should exceed limits due to a malfunction, cabin
altitude limit valves are provided to prevent cabin altitude from exceeding 13,000 ft +/- 1,500 ft. if the control
vacuum exceeds the barometric reference in the cabin altitude limit valves, they open and allows cabin air
to enter the control air line, reducing the vacuum. This causes the out-flow valves to move toward the
closed position and reestablish cabin pressure.
A manual emergency dump valve located in the vaccum line can be utilized to route
vacuum directly to the outflow valves and dump all cabin pressure in case of an in-flight
emergency.
The dump valve lever is covered by a guard to prevent accidental operation.
The outflow valves are calibrated to regulate cabin differential pressure at 8.7 +/- 0.1 psi. During taxi mode
operation, vacuum through solenoid C is routed directly to fully open both outflow valves, assuring the
airplane is depressurized during all ground operations. This is accomplished by solenoid valve C being
energized open by the left squat switch and either or both throttles being below 80% N2.
OPERATION
Prior to takeoff, the desired cruise altitude plus 1,000 ft is selected on the pressurization controller dial
labeled “ACFT”. Cabin altitude at this cruise altitude is the displayed on the adjacent scale labeled “CABIN”.
Position the rate control selector so that pointer falls within the nominal white arc.

During the takeoff roll, advancement of the throttles above 85% N2 causes the three solenoid valves to
close, moving the outflow valves into the controlling range and trapping ambient pressure for reference by
the pneumatic relay. This action removes applied airplane vacuum from the outflow valves (C closed),
permiting the pneumatic relay to assume control (B closed). The result is that the outflow valves are
positioned partially closed, allowing the cabin to repressurize to approximately 60 ft below field pressure
altitude. The rate control function of the controller is disabled (A closed) to provide the pneumatic relay with
a field altitude pressure as reference signal during takeoff roll, until lift-off. The result is that the outflow
valves and control elements are in the controlling position at lift-off and provide sufficient pressurization to
prevent a pressure bump at lift-off. Afeter 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 be select 200 ft above the landing field pressure altitude on the
controller and rate compatible with the intended rate of descent. When the cabin reaches the selected
altitude, the system maintains the cabin at 200 ft above field pressure altitude until the airplane descends
below this level. The valves are controlled open as the passes through the 200 feet level, assuring an
unpressurized cabin during landing.
At touchdown, with the throttles at less than the 80% N2 position, the left landing gear squat switch open
solenoid valve C. With the airplane previously unpressurized the full-open signal provided by solenoid
valve has little effect. This feature ensures the cabin is unpressurized for ground operations.
Since the only electrical circuit involved in the pressurization system is the takeoff and landing function of
the squat switch and throttle switches, loss of electrical power does affect the ability to pressurize or
depressurize the airplane in flight.
However if the airplane vacuum system fails, the pressure controller becomes inoperative, the outflow
valves closed, and the cabin pressure is maintained at 8.8 psid (full differential) by the differential pressure
limiters installed in each outflow valve. Partial depressurization may be accomplished by selectinh L Hoe
RH on the source selector and reducing the appropriate throttle, this cuts source air from 12 ppm to less
than 6 ppm flow rate. Full depressurization is completed by selecting OFF on the source selector which
stops all air flow into the pressure vessel. This allows existing differential pressure moderately leak out to
achieve zero differential pressure before touchdown.

CHAPTER 7
OXYGEN SYSTEM

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.
GENERAL
The oxygen system consists of the crew and passenger distribution systems. Oxygen is available to the
crew at all times and can be made available to the passengers either automatically above a predetermined
cabin altitude, or manually at any altitude by a cockpit control.
The system is primarily intended to provide emergency oxygen since a cabin altitude of 8,000 feet is
normally maintained by the pressurization system up to the maximum certified altitude.
The system consists of an oxygen storage cylinder with an integral shutoff valve and pressure regulator,
servicing fitting, crew and passenger masks, altitude pressure switch, overboard discharge disc, and a
control selector on the pilot’s console.

COMPONENT DESCRIPTION
OXYGEN CYLINDER ASSEMBLY
The oxygen cylinder installed in the right side of the lower nose compartment has a 64-cubicfoot (1,812
liter) capacity. A shutoff valve and pressure regulator located on the cylinder control the flow of oxygen to
the distribution system. The shutoff valve is normally open; the regulator reduces line pressure to 70 psi.
The cylinder is serviced through the filler port in the lower aft sill of the right nose baggage compartment
door with aviators breathing oxygen (MIL-0-27210).
PRESSURE GAUGE
A direct-reading oxygen pressure gauge is located on the right side of the copilot’s instrument panel (Figure
1). The gauge reads cylinder pressure anytime the system is charged, regardless of the positions of the
shutoff valve on the cylinder. The fully serviced system should read 1,600-1,800 psi.
The system should be serviced anytime the gauge indicates out of the green arc. It must be serviced if
pressure drops below 400 psi, and the system must be purged if the bottle is allowed to deplete to empty.
CONTROLS
The oxygen selector on the pilot’s console (Figure 2) controls oxygen flow to the passengers or restricts it to
crew use only. NORMAL, CREW ONLY, and MANUAL DROP positions, mechanically actuate control valve
for distribution as desired.

OVERBOARD DISCHARGE INDICATOR
A green overboard discharge indicator (disc) is located aft of the tail

cone access door on the fuselage. On UNs 0002 through 0254 not
incorporating SB 550-35-2. The disc is is located below the right nose
compartment door. The disc provides a visual indication that an
overpressure condition has occurred in the oxygen cylinder and that
the bottle is now empty. If the disc is ruptured, maintenance must be
performed before flight.
OXYGEN MASKS
The mask is a quick-donning mask with an integral microphone and a regulator with three positions.
Selecting the EMER position on the mask regulator makes pressure breathing possible by providing a
steady flow to the mask. In the 100% position, the user is assured oxygen is being received when there is
no apparent restriction to breathing. The NORM position is for diluter demand. Oxygen pressure in the
mask is verified by observing a green band in the transparent portion of the supply line. The band indicates
red if no oxygen is present. The masks must be stowed in a retainer just aft of each crewmember’s side
window (Figure 4) to qualify as a quick-donning mask. When using the mask with fumes or smoke present,
select the 100% position. Passenger masks (Figure 5) are stowed in overhead containers and can be
dropped automatically or manually. Oxygen does not flow to the mask until the lanyard is pulled.
Figure 4 Figure 5
SYSTEM OPERATION
With the OXYGEN selector in the NORMAL position, low-pressure oxygen at 70 psi is available to both
crewmembers through outlets on the side consoles and to the solenoid valve on the oxygen selector
(Figure 6).
The solenoid valve is normally spring loaded closed, blocking flow to the passenger distribution 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, deploying the masks.
The CREW ONLY position of the selector blocks flow at the oxygen control valve, shutting off all flow to the
passengers. In this position, only the crew has oxygen available.


WARNING
No smoking is permitted when using oxygen; oil, grease, soap, lipstick, lip balm and other fatty material
constitute a serious fire hazard when in contact with oxygen.
NOTE
Headsets, eyeglasses, or hats worn by the crew may interfere with the quick-donning capabilities of the
oxygen masks.
Oxygen use limitations are defined by the applicable Federal Aviation Regulations, FAR Part 91.
WARNING
No smoking when oxygen is being used or following use of passenger oxygen until lanyards have been
reinstalled. Due to human physiological limitations, the passenger oxygen system is not satisfactory for
continuous operation above 25,000 feet cabin altitude and the crew oxygen system is not satisfactory for
continuous operation above 40,000 feet cabin altitude (EROS masks). Individual physiological limitations
may vary. If crew or passengers experience hypoxic symptoms, descend to a lower cabin altitude.

CHAPTER 8
HYDRAULIC 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 thrust reversers. System
operation is monitored by annunciator lights.
GENERAL
The hydraulic system is classified as “open center,” bypassing pump output to return with essentially no
buildup of pressure. Fluid bypassing ceases and pressure is provided when operation of a subsystem is
initiated.
The pumps are supplied with fluid through electric motor-operated firewall shutoff valves controlled from the
cockpit.
The reservoir is pressurized to provide an adequate supply of fluid to the pumps under all operating
conditions. Fluid is filtered prior to entering a subsystem and enroute to the reservoir.
Annunciator lights warn of low fluid level in the reservoir, low hydraulic pressure, and indicate when the
system is pressurized. (All annunciators are shown in the Annunciator Panel section.)
The wheel brake system is hydraulically powered by a separate, completely independent hydraulic system.

MAJOR COMPONENTS
RESERVOIR
The reservoir (Figure 1) is mounted in the tail cone area on the engine carry-through beams. It is
pressurized to 15-16 psi by hydraulic system pressure applied to a small piston in the reservoir neck. When
the hydraulic system is not under pressure, an internal spring provides 2.7 - 4.0 psi pressure on the fluid.
A visual fluid level indicator on the aft end indicates FULL when properly serviced with 0.5 gallon of fluid,
OVERFULL at 0.65 gallon, or REFILL at 0.2 gallon. If the fluid level drops to 0.2 gallon, the amber LO HYD
LEVEL annunciator illuminates. Checking reservoir fluid level is an exterior inspection item. A relief valve on
top of the reservoiropens at approximately 30 psi to prevent overpressurization. It can be manually opened
for bleeding or fluid release.
To service the reservoir, pressurizing equipment such as a hydraulic mule or

hand-operated pump must be used. Servicing connections are provided on
the right underside of the fuselage below the right engine (Figure 2).
PUMPS

The constant-volume gear pumps, driven by the accessory section of the engines, are rated at 3.25 gpm
each. The pumps are in operation when the engines are operating. Either pump is capable of operating all
subsystems.
SYSTEM BYPASS VALVE
The solenoid-operated system bypass valve is the heart of the system. It is spring-loaded open to route
pump output to the return line. When energized by selecting the operation of a subsystem, the valve
electrically closes and hydraulic pressure is produced. If electrical power is interrupted, the valve fails
“open.”A mechanical relief valve in parallel with the bypass valve maintains the system pressure at a
maximum of 1,500 psi.
FIREWALL SHUTOFF VALVES
A hydraulic firewall shutoff valve is installed in the supply line to each hydraulic pump. The valves are
electric motor operated and are controlled by ENG FIRE switchlights on the glareshield (Figure 13-3). The
valves are normally kept open and are closed only in the event of an engine fire or to perform maintenance
tests. Valve closing is indicated by illumination of the respective amber F/W SHUTOFF (L or R)
annunciator.
FILTERS
The system incorporates three fluid filters, two for filtering fluid leaving the pumps and one for filtering return
fluid prior to entering the reservoir. Each filter incorporates a bypass valve that opens at 100 psid if the filter
element clogs. There is no cockpit indication of any filter bypass.
FLOW SWITCHES
A flow switch installed in each pump pressure line controls the LH–RH HYD FLOW LOW annunciator. As
flow from a pump exceeds 1.33 gpm, a circuit opens to extinguish the applicable annunciator. Decreasing
flow to 0.35-0.55 gpm will close the circuit, illuminating the annunciator. A check valve in the flow switch
prevents backflow into the pump.

OPERATION
When an engine is started, the pump draws fluid from the reservoir through the normally open firewall
shutoff valve (Figure 4). Pump output flow, through the flow switch, opens a circuit to extinguish the LH or
RH HYD FLOW LOW light.
Assuming no subsystem is being operated, the deenergized system bypass valve is open, bypassing pump
output to return. As the second engine is started, the remaining HYD FLOW LOW annunciator is
extinguished.
When the operation of any subsystem is initiated, a circuit is completed to energize the system bypass
valve to the closed position (closed center). As pressure increases, the HYD PRESS ON annunciator
illuminates. System pressure is limited to 1,500 psi as the system relief valve opens. When the selected
operation is completed, the circuit to the system bypass valve opens. The deenergized valve spring-loads
to the open position, again bypassing pump output to return. The system depressurizes, and the HYD
PRESS on annunciator goes out. The system remains in the essentially unpressurized (open center)
condition until another subsystem is selected for operation.
When an engine is shutdown, the applicable HYD FLOW LOW annunciator illuminates. With both engines
shutdown, both HYD FLOW LOW annunciators illuminate. Loss of a pump during system operation is
indicated by illumination of the applicable annunciator.
Depressing an ENG FIRE switchlight closes the hydraulic shutoff valve and the fuel shutoff valve for that
engine, which illuminates the respective LH–RH F/W SHUTOFF annunciator light. In addition, the generator
is electrically disconnected as the field relay trips, and the fire extinguishing system is armed.


HYDRAULIC SUBSYSTEMS
Hydraulically powered subsystems include landing gear, speedbrakes, and thrust reversers. Thrust
reversers are discussed in this chapter. Application of hydraulic power to the other two subsystems is
presented in Chapter 14, LANDING GEAR AND BRAKES, and Chapter 15, FLIGHT CONTROLS.
THRUST REVERSERS
GENERAL
The Citation II is equipped with hydraulically operated, electrically controlled, targettype thrust reversers
(Figure 13-5) to assist deceleration during a landing roll. When deployed, the reversers are maintained in
position by hydraulic pressure. In normal operation, hydraulic pressure is isolated when the reversers are
stowed. They are maintained in the stowed position by an overcenter condition of the operating bar
mechanism.
PROTECTION
A solenoid lock in the throttle quadrant prevents increasing reverse thrust rpm until the associated reverser
reaches the fully deployedposition. A throttle feedback system will move the FCU lever and throttle to idle if
the reversers deploy inadvertently. Thrust reverser operation is limited to ground operations only. The
control circuitry is wired through the squat switches of the left and right main landing gear (Figure 6).
CONTROL
The thrust reversers are controlled by reverser levers (Figure

7) piggyback-mounted on the throttles. Each reverser lever
has three positions: full forward or stow, a detented reverse
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 (mentioned earlier) will prevent
further aft movement until the reverser is fully deployed. A
microswitch in the throttle quadrant provides for electrical
control. The switch is closed when the reverser lever is
moved from the stow position, applying power to (1) close the hydraulic bypass valve and pressurize the
hydraulic system, (2) open the hydraulic isolation valve and direct pressure to the reverser hydraulic
system, and (3) energize the reverser control valve to the deploy position, provided a ground is provided by
either squat switch.

INDICATION
Each reverser has three lights on the glareshield panel:

ARM, UNLOCK, and DEPLOY (Figure 8). The amber ARM
light circuit is completed by a pressure switch which
indicates hydraulic pressure is available to the reverser
control valve. In addition to the three reverser lights, a fourth
light on the annunciator panel labeled “HYD PRESS ON”
will illuminate to indicate the hydraulic bypass valve is
closed and the hydraulic system is pressurized.
The amber UNLOCK light circuit is completed by a

microswitch which closes when the reverser mechanism
initially moves from the mechanically locked stowed
position. The white DEPLOY light indicates the reverser
door mechanism has reached the fully deployed position.
Electrical power for the left thrust reverser is from the left
extension bus and for the right thrust reverser from the right
crossover bus.

OPERATION
After landing, when the throttles are at idle and the nosewheel is on the ground, raise the thrust reverser
levers to the idle deploy detent. The ARM lights and the HYD PRESS ON light will illuminate, followed
almost immediately by the UNLOCK lights and then by the DEPLOY lights. The reverser lever 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 engine throttles themselves are held in idle by a
mechanical interlock in the pedestal. While reverse thrust is maintained, the ARM, UNLOCK, 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 reverser 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 control valve to
the stow position, which directs hydraulic pressure to the stow side of the reverser actuators. The DEPLOY
light will go out, followed almost immediately by the UNLOCK, ARM, and HYD PRESS lights, indicating
that the reverser doors are in the fully stowed position.
WARNING
Do not attempt to fly the airplane if the thrust reverser preflight check is unsuccessful.
WARNING
Do not attempt to override the automatic throttle retarding mechanism or advance the throttle after it has
been retarded. This could result in a dangerous asymmetrical thrust condition.

EMERGENCY STOW
General
An emergency stow system is incorporated which bypasses the normal sequencing system. This system is
used in case of an inadvertent deployment in flight or if the normal stow system fails.
Control
A two-position switch (Figure 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 position. If
the reversers are deployed, the HYD PRESS light will illuminate and the reverser lights will go out in
sequence DEPLOY and UNLOCK. The HYD PRESS light and the ARM light will remain on continuously in
the stow position. The reverser is held stowed with continuous hydraulic pressure (mechanical overcenter
stow locks may be inoperable). This system is checked before flight following a normal deploy cycle.
If either an ARM or UNLOCK light illuminates in flight, the master warning light will also illuminate.
The LH thrust reverser uses left main DC through the LH thrust reverser CB for normal stow-deploy
operation but uses power from the right main DC through the RH thrust reverser circuit breaker for
emergency stow. If a fire switchlight is pushed for test or for engine fire, the isolation valve is deenergized
closed and the respective engine’s reversers cannot be hydraulically deployed.
LIMITATIONS THRUST REVERSERS
Reverse thrust power must be reduced to the idle reverse detent position at 60 KIAS on landing roll.
Maximum reverse thrust setting is limited to no more than maximum takeoff power less 2% N1 for the
existing ambient conditions. Maximum allowable thrust reverser deployed time is 15 minutes in any one-
hour period. Engine static ground operation is limited to idle power (if thrust reversers are deployed). Use of
thrust reversers is prohibited during touch-and-go landings. The thrust reverser(s) must be verified to be
operational by the Before Takeoff test in Section III, NORMAL PROCEDURES of the AFM.
Use of thrust reversers is prohibited at speeds greater than 115 KIAS. Nose down column pressure is
required with thrust reversers deployed at speeds greater than 60 KIAS. The use of thrust reversers to back
the airplane is prohibited.

CHAPTER 9
LANDING GEAR

INTRODUCTION
The Citation II landing gear is electrically controlled and hydraulically actuated. When retracted,
mechanically actuated doors enclose the nose gear and the struts of the main gear. The link main gear
wheels remain uncovered in the wheel wells. Gear position and warning are provided by colored indicator
lights and an aural warning.
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 two hydraulic actuators-one for gear actuation and one for uplock
release. Two hudraulic actuators perform identical duties for the forward-retrating nose gear. An electrically
positioned control valve directs hydraulic pressure for gear operation.
Gear position indication is provided by one red and three green position indicator lights on the landing gear
control panel. In addition, an aural warning sounds when throttle or flap and gear position are not
compatible.
The nosewheel steering system is mechanically actuated by cable linkage from the rudder pedals. The
system is enabled with the gear extended, on or off the ground. Nose gear centering is accomplished
mechanically during retraction.
The power brake system uses a separate hydraulic system powered by an electrically driven pump. Each
main gear wheel houses a multiple disc brake assembly that can be actuated by pressure from an
electrically driven pump, master cylinder pressure or stored nitrogen pressure during emergency braking. A
parking brake is provided for parking the airplane.
LANDING GEAR
GENERAL
The main and nose landing gear struts are conventional air-oil struts. The landing gear is normally
hydraulically actuated but can be mechanically and pneumatically released and extended if the normal gear
actuation system fails. The gear can be extended at airspeeds up to 250 KIAS and retracted at airspeeds
up to 200 KIAS (VLO), and operated with the gear extended (VLE) at airspeeds up to 260 KIAS. It takes
approximately 6 seconds to extend or retract the landing gear.
Main Gear
The main gear assembly (Figure 1) includes a trunion, oleo struts, two
hydraulic actuators, torque link, a single wheel with a multiple disc brake,
and a squat switch on the left main gear only that senses in-flight/on-
ground conditions. If airplane is equipped with thrust reversers, a squat
switch is installed on the right main gear.
The main gear is locked in the retracted position by a spring-

loaded/hydraulic uplock actuator. Prior to extension, an uplock hydraulic
actuator must release the uplock before hydraulic pressure can reach the
main actuators to extend the gear. When the gear is extended, an internal
locking mechanism within the gear actuator engages for downlocking.


The downlock mechanism consists of locking ring held in a groove on the actuator piston. It can be
released only with hydraulic pressure applied to the retract side of the actuator; therefore, no external
downlock pins are required.
A door actuated by gear movement covers the main gear strut when retracted. The wheel assembly fairs
into the wheel well.
Each main gear wheel incorporates a fusible plug that melts to deflate the tire if excessive temperature is
generated by an overheated brake.
Nose Gear
The nose gear assembly (Figure 2) includes a strut, two hydraulic actuators,
torque links, a single wheel, and a self-contained shimmy damper.
The nose gear is held in the retracted position by a spring-loaded/hydraulic

uplock mechanism that is released by an uplock hydraulic actuator prior to
gear extension. When the gear is extended, an internal locking mechanism in
the gear actuator engages to lock the gear down. This locking device is
similar to the one in the main gear actuator. No external downlock pin is
required for the nose gear. The nose gear is mechanically centered during
retraction.
Three doors are actuated by nose gear movement to completely enclose the nose gear and wheel at
retraction. The two forward doors are closed with the gear extended or retracted, and are open only during
gear transit. The aft spade door remains open with the gear extended.
CONTROLS AND INDICATORS
The landing gear is controlled by the LDG GEAR control handle to the left side of the center panel. Gear
position is shown by one red and three green indicator lights on the gear control panel. A warning horn
provides warning of abnormal conditions.
Controls
The LDG GEAR control handle actuates switches to complete circuits to the extend or retract solenoid of
the gear control valve. On the ground, a spring-loaded plunger holds the handle in the DOWN position,
preventing inadvertent movement of the handle to the UP position.
DC power for the gear position indicator lights, aural warning, and the locking solenoid on the gear handle
is through the LDG GEAR circuit breaker on the left circuit breaker panel. The LDG GEAR circuit breaker is
in the WARNING section of the panel and should not be confused with the GEAR CONTROL circuit breaker
in the SYSTEMS section of the same panel.
Airborne, with the left main gear squat switch in the in-flight position, the locking solenoid is energized to
retract the plunger. This frees the handle for movement to the UP position. This safety feature cannot be

overridden. If the solenoid fails or electrical power is lost, the gear handle cannot be moved to the UP
position.
The gear handle must be pulled out of a detent prior to movement to either the UP or DOWN position.
Indicators
The green NOSE, LH, and RH lights on the gear control panel indicate gear down and locked. As each gear
locks down, its respective green light is illuminated.
The red GEAR UNLOCKED light indicates an unsafe gear condition. It illuminates when the gear handle is
moved out of the UP detent and remains on until all three gear are down and locked. At retraction, the light
comes on when any downlock is released and remains on until all three gear are up and locked (Figure 3).
Normal indication with the gear down is three green lights illuminated. All lights should be out with the gear
retracted.
The GEAR UNLOCKED light and warning horn can both be tested by positioning the rotary TEST switch to
LDG GEAR.
Aural Warning
A LANDING GEAR aural warning is provided by the warning/caution advisory system if one or more gear
are not locked down, one or both throttles are retarded below 70% N2 rpm, and airspeed is below 150
KIAS. The warning can be silenced by pressing the HORN SILENCE pushbutton on the gear control panel.
The aural warning also sounds if flaps are extended beyond 15° with one or more gear not down and
locked regardless of any other condition. Under these conditions, the aural warning cannot be silenced with
the push button.
OPERATION
General
In addition to energizing the gear control valve, LDG GEAR handle movement to the UP or DOWN position
also closes the hydraulic system bypass valve, creating pressure as indicated by illumination of the HYD

PRESS ON annunciator. At the completion of either cycle, the bypass valve opens and the HYD PRESS
ON annunciator goes out.
DC power for the landing gear control circuit is through the GEAR CONTROL circuit breaker located in the
SYSTEMS section of the left circuit breaker panel.
Retraction
Placing the LDG GEAR handle in the UP position energizes the retract solenoid of the gear control valve.
The control valve is positioned to direct pressure to the retract side of each gear actuator and preload the
uplocks. The downlock mechanism in each actuator releases and retraction begins (Figure 4).
As each gear reaches the fully retracted position, it is engaged by a spring-loaded uplock mechanism, and
an uplock microswitch is actuated. When all three uplock microswitches have been actuated, the gear
control valve circuit is interrupted and the valve returns to the neutral position bleeding off hydraulic
pressure to return. The HYD PRESS ON annunciator should extinguish at this time. All position indicator
lights on the control panel are out.

Extension
Placing the LDG GEAR handle in the DOWN position energizes the extend solenoid of the gear control
valve. The valve is positioned to apply pressure to the uplock actuators, releasing the gear uplocks. When
the uplocks have released, pressure continues to the gear actuators. As each gear reaches the fully
extended position, a downlock microswitch is actuated.
When all three downlock switches are actuated, the control valve circuit is interrupted and the gear control
valve returns to the neutral position allowing hydraulic fluid to return to the reservoir. With pressure no
longer being applied to the gear actuator, the internal locking mechanism within each actuator assumes the
downlocked position and illumination of the green NOSE, LH, and RH position indicator lights on the gear
control panel (Figure 5).

Emergency Extension
If the hydraulic system fails or an electrical malfunction exists in the landing gear system, the gear uplocks
can be manually released for gear free fall . An air bottle (Nitrogen), which is charged to 1,800 to 2,050 psi,
is located in the right nose storage compartment. This bottle is used for positive gear uplock release and
gear downlocking.
Emergency extension is initiated by pulling the AUX GEAR CONTROL T-handle and rotating clockwise 45°
to lock. This mechanically releases the gear uplocks, allowing the gear to free fall. If necessary, use the
rudder to yaw the airplane, first in one direction, then the other to fully extend the main gear actuators.
After the gear has extended, pull the round knob (or collar) behind the T-handle. This releases air bottle
pressure to the uplocks first, releasing the gear, then flows to the actuators, extending the gear. The air
pressure also opens a dump valve returning hydraulic fluid to the reservoir thus inhibiting any further
hydraulic operation of the gear. Air pressure drives the gear actuators to the fully extended position where
they are maintained by the internal lock mechanism in each actuator. Once the air bottle has been
actuated, maintenance action is required to restore normal operation of the landing gear. The optimum
speed for this procedure is 150 Kt or less (Figure 6).

NOSEWHEEL STEERING
Nosewheel steering is accomplished by cables connected to the rudder pedals. The nosewheel steering
turning limit is limited by the rudder stops. The turning limit is approximately 20° either side of center. A
springloaded bungee provides additional steering capability with application of differential engine power and
braking.
The nosewheel is mechanically centered during retraction. The centerline of the steering universal joint is in
alignment with the centerline of the trunion supporting bolts. When the nosewheel is retracted, the lower
half of the steering universal joint remains in position while the upper half, pivoting with the strut, is moved
to the center position automatically centering the nosewheel. With the nosewheel fully retracted, the upper
half of the steering universal joint and the nosewheel remain stationary while the lower half of the steering
universal joint can move freely permitting normal operation of the rudder pedals.
During towing, ensure that the flight control lock is disengaged, and do not exceed 95° nosewheel
deflection. If 95° is exceeded, the attachment bolts will be sheared with resultant loss of steering capability.
If the control lock is engaged, towing beyond 60° may cause structural damage.
CAUTION
If the nosewheel steering bolts are sheared (indicated by loss of nosewheel steering with the rudder
pedals), flight should not be attempted. This is due to the possibility of the nosewheel not remaining
centered after takeoff even with the gear extended.
Flying the airplane with an inoperative nosewheel steering can also result in violent nosewheel shimmy.
Since the nosewheel deflects with rudder pedal movement anytime the gear is extended, the pedals should
be centered just prior to nosewheel touchdown during a crosswind landing.

BRAKES
GENERAL
The main landing gear wheels are equipped with disc-type brakes. The brakes are actuated hydraulically by
a power brake valve that is controlled from a master cylinder connected to each rudder pedal. The master
cylinders, at the pilot and copilot positions, are connected in series to permit either pilot or copilot control of
the brakes, the one applying the greater force on the rudder pedals has control.
A parking brake valve is incorporated in the brake system which, when manually operated, prevents the
return of hydraulic fluid pressure after the brakes are applied.
An emergency (pneumatic) braking system is provided for use when hydraulic braking fails. Auxiliary
braking is controlled with a hand operated valve that directs equal nitrogen pressure to each brake during
emergency braking conditions. High-pressure nitrogen is supplied from the emergency gear and brake
pneumatic storage bottle.
The main gear brake antiskid control is used to prevent wheel skidding on wet, dry or icy runways after a
minimum wheel spin is attained.
INTRODUCTION
The system consists of an electrical control box, power brake/servo valve, motor/pump assembly, hydraulic
accumulator, pressure switches, brake reservoir, mode switch, circuit breakers, indicator lights and a self-
test system. Reservoir fluid level and accumulator air precharge are exterior inspection items.
The wheel braking system utilizes a separate hydraulic system that is completely independent from the
main hydraulic system.
Major system components include a reservoir pressurized by cabin air, an electric DC motor-driven
hydraulic pump, and an accumulator to dampen pressure surges and provide backup pressure (Figure 7).
The system automatically maintains constant pressure for brake operation. The brakes are normally used
as antiskid power brakes, but can be operated as power brakes without antiskid protection. In event the
brake system hydraulic pressure is lost, emergency air brakes are available.
The antiskid brake system provides the crew with the option of an operative antiskid function or an
inoperative antiskid function by selecting the ANTISKID switch located on the landing gear control panel ON
or OFF as appropriate.
The power brake function is operative irrespective of the antiskid control switch.
The power brake function is active when the airplane’s main DC buses are powered and the landing gear
handle is in the extended position. In the event a main DC electrical failure occurs causing either a total or
partial antiskid brake failure, the antiskid brake/power brake system will not operate. The emergency air
brake system must be used.
Use of the digital antiskid system permits maximum braking without wheel skid under all runway conditions.
A speed transducer in each main gear wheel transmits wheel speed signals to an electronic control box.
Detection of sudden deceleration of a wheel (impending skid) causes the control box to command the
antiskid valve to reduce pressure being applied to the brakes. When the transducer signal returns to
normal, braking pressure is restored to the brakes. Touchdown protection is a feature of the antiskid system
that prevents touching down with locked brakes. The wheels must be rotating (some speed transducer
voltage) and weight-onwheels (squat switch) for normal operation of the power brake and antiskid system.
Optimum braking is obtained by deployment of speed brakes at touchdown, then firmly applying and
holding the brakes until the desired speed has been reached. Do not pump the brakes.
.

NOTE
The antiskid system is not operative with the parking brake set.
OPERATION
With the LDG GEAR handle DOWN and normal DC power available, a pressure switch controls the DC
motor-driven hydraulic pump to maintain 900-1,300 psi for brake operation (Figure 8). An accumulator
dampens pressure surges. The power brakes and antiskid system receive DC power from the SKID
CONTROL circuit breakers on the left circuit-breaker panel.
The master cylinders are supplied with fluid from the brake reservoir. Depressing the brake pedals applies
master cylinder pressure to actuate the power brake valve, which meters pump pressure to the brake
assemblies in direct proportion to pedal force.
With the ANTISKID switch on the LDG GEAR panel in the ON position and a ground speed of at least 12
knots, maximum braking without wheel skid is available. Any tendency of a wheel to rapidly decelerate
(skid) is detected by the wheel speed transducer, and the antiskid valve is signaled to momentarily dump
pressure from both brakes. As wheel speed returns to normal, dumping ceases and pressure is once again
increased in the brake assemblies.
When the wheel speed drops below approximately 12 knots, the antiskid function disengages.
Braking on each main wheel is controlled by the applicable master cylinder and pedal; therefore, differential
braking is available. With the ANTISKID switch located on the LDG GEAR control panel in the OFF
position, the antiskid system is deactivated and the ANTI SKD INOP annunciator is on.

NOTE
If the ANTISKID switch is OFF, it should not be turned on while the airplane is taxiing. The antiskid system
is not operative during self test when initially powered up.
If a fault develops in the antiskid system, the ANTI SKD INOP annunciator light comes on, and the system
should be switched off. Brake operation remains the same except that antiskid protection is not available.
When brake system pressure drops below 750 psi, the ANTI SKD INOP and PWR BRK PRESS LO
annunciators will illuminate.
On the ground, test the ANTISKID system by momentarily selecting ANTISKID on the rotary TEST switch.
The ANTI SKD INOP light should illuminate, then go out in approximately 3 seconds. Airborne test of the
system is automatically accomplished when the landing gear is extended. Results should be the same as
those obtained during the on-ground test. If the antiskid system fails the self test, the ANTI SKD INOP light
will remain illuminated.

Parking Brakes
The parking brakes can be set by applying the brakes in the normal
manner, then pulling out the PARK BRAKE handle on the left lower
side of the pilot’s instrument panel. This mechanically actuates the
parking brake valve, trapping fluid in the brakes. Release the parking
brakes by pushing in the PARK BRAKE handle. Release the brakes
before towing.
NOTE
Do not set the brakes subsequent to a hard stop. Brake heat transfer to
the wheel could melt the fusible plugs, deflating the tire.
EMERGENCY BRAKES
In the event the hydraulic brake system fails, a pneumatic brake system is available (Figure 8). The system
uses air pressure from the pneumatic bottle, which can also be used for emergency landing gear extension.
Air bottle pressure is adequate for stopping the airplane, even if the landing gear has been pneumatically
extended.
Operation
Pulling the red EMER BRAKE PULL lever aft

mechanically actuates the emergency brake
valve. 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

simultaneously, differential braking is not
possible. Returning the lever to its original
position 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 disrupted, allowing air pressure to enter the
hydraulic lines and rupture the brake reservoir or
apply uncommanded differential braking.
The emergency brakes should be applied only enough to obtain the desired rate of deceleration, 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.

CHAPTER 10
FLIGHT CONTROL

INTRODUCTION
The primary flight controls of the Citation II are aileron, 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 actuated 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 manually operated by either the pilot or the copilot through a
conventional control column and rudder pedal arrangement. Control inputs are transmitted to the control
surfaces through cables and bellcranks. The rudder pedals can be adjusted to three separate positions for
comfort by depressing a spring-loaded latch on the side of the rudder pedal.
Fences are mounted on the inboard edge of the inboard aileron and on the inboard edge of the left aileron
trim lab to aid the ailerons in returning to neutral.
The rudder, right elevator and left aileron are each equipped with trim tabs mechanically actuated from the
cockpit. Also, the elevator tabs can be electrically positioned by a pitch trim switch on each control wheel.
The pilot’s pitch trim switch has priority.
All flight control surfaces, including primary, secondary, and trim tabs, are shown in Figure 1.

CONTROL LOCK SYSTEM
Control locks, when engaged, lock the primary flight controls and
both throttles. Prior to engaging the control locks, move both throttles
to cutoff, and neutralize the flight controls. Rotating the CONTROL
LOCK handle (Figure 2) 45° clockwise and pulling out until the
handle returns to the horizontal position locks the flight controls in
neutral and the throttles in cutoff.
To unlock the flight controls and throttles, rotate the handle 45°
clockwise, and push in until it returns to the horizontal position.
NOTE
Towing the airplane with the gust lock engaged may damage the nosewheel steering system if the tow bar
deflects with gust lock engaged. Do not fly the airplane if the nosewheel steering is inoperative, which may
not be detected until taxiing is attempted.
TRIM SYSTEMS
GENERAL
Rudder and aileron trim are mechanical and are operated by cables from trim wheels in the cockpit.
Mechanical and electrical trim is provided for right elevator and is controlled by a trim wheel on the pedestal
and pitch trim switches on each control wheel.

RUDDER AND AILERON TRIM
Operation
Rudder or aileron trim is initiated by rotation of the aileron trim or rudder trim wheel on the pedestal (Figure
3).
Cable systems transmit motion to position the tabs. A mechanical indicator adjacent to each trim wheel
indicates direction of trim input. The rudder trim tab is a servo tab which reduces pedal pressures and
provides adjustable trim.
For each degree of angular displacement of the rudder, the trim tab moves approximately one half degree
in the opposite direction.

ELEVATOR TRIM
Manual Trim
Manual elevator trim is initiated by rotating the elevator trim wheel (Figure 4). Motion is mechanically
transmitted to position the trim tab on right elevator. As the tab moves, a pointer on the elevator TRIM
indicator moves toward the NOSE DOWN or NOSE UP position, as applicable.
Electrical Trim
Electrical trimming of the elevators is accomplished with a trim switch on the outboard side of each control
wheel (Figure 4). Thumb actuation of the switch completes a circuit to an electric motor which provides a
mechanical output to the trim actuator in the trailing edge of the right horizontal stabilizer. The pilot’s pitch
trim inputs override those made by the copilot.
As the pitch trim switch is moved to the UP or DN position, the right elevator tab is positioned accordingly
as indicated by the elevator TRIM position indicator and rotation of the pitch trim wheel.
Runaway or malfunctioning trim can be interrupted by depressing the AP/TRIM DISC switch on the control
wheel or stopped by pulling the PITCH TRIM circuit breaker on the 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 0 to 40°. Mechanical interconnection of left-
and right-wing flap segments prevents asymmetrical flap operation and permits flap operation with one
electrically powered actuator.
The speedbrakes, consisting of slotted panels on top and bottom of the wing forward of the flaps, provide
high descent rates and increased drag to aid braking during landing rollout.
FLAPS
General
The flap selector handle (Figure 5), detented at the 15°

position, can be set to position the flaps anywhere between 0
and 40°. Handle movement actuates switches that energize
two electric motors for flap movement. Flap position is shown
on a pointer to the left of the flap handle. The indicator is
mechanically positioned by flap movement.
Power to position the flaps (Figure 6) consists of two DC motors interconnected by driveshafts, sprockets,
and a drive chains. Normally, both motors operate in unison; however, either motor is capable of actuating
both flaps through its full operating range. Motive force is transmitted through cables to both flaps
simultaneously.
Operation

Moving the flap handle to any position mechanically actuates one of two switches in the center pedestal,
connecting electrical power to both motors.
When the flaps reach the selected position, the position indicator shows flap position and mechanically
repositions the control switch to remove power from the flap motors. Inherent drag of the motors and
gearboxes holds the flaps in position. Limit switches prevent overrun in either the fully up or fully down
position.
If electrical power is lost, the flaps remain in position at time of power failure.
The flap extension time from 0 to 40º is 6 seconds. The retraction time from 40 to 0º is 3 seconds.

SPEEDBRAKES
General
There are two speedbrake segments on the surface of each wing, one on the top and one on the bottom,
which are operated by hydraulic actuators. The speedbrakes have two positions: extended and retracted.
The system includes two hydraulic actuators, two solenoid valves, four speedbrake segments, and a white
SPD BRAKE EXTEND annunciator. The system control switch and extended speedbrakes are shown in
Figure 7.
Operation
Placing the speedbrake switch momentarily to EXTEND causes the hydraulic system bypass control valve
to close, providing pressure as indicated by illumination of the HYD PRESS ON annunciator. The
speedbrake solenoid valve is energized, directing pressure to force the speedbrakes out of the mechanical
downlocks and extend them (Figure 8). The safety valve, in parallel with the solenoid valve, is also
energized closed.
With the speedbrakes on both wings fully extended, the white SPD BRAKE EXTEND annunciator
illuminates. Simultaneously, the hydraulic system bypass valve opens to relieve pressure, and the amber
HYD PRESS ON annunciator goes out. The solenoid valve returns to neutral, blocking all fluid lines to the
actuators. The speedbrakes are maintained in the extended position with trapped hydraulic fluid. To retract
the speedbrakes, place the switch momentarily to RETRACT. The hydraulic system again pressurizes, the
safety valve is deenergized and moves to the open position, and the speedbrake solenoid valve is
positioned to direct pressure for retraction (Figure 9).
When the SPD BRK EXTEND annunciator goes out, the speedbrakes retract into mechanical locks, and the
hydraulic system depressurizes. The mechanical locks consist of two pins on the lower speedbrake panel
hydraulically forced into retaining clips in the lower wing.

If either throttle is advanced past 85% N2 with speedbrakes extended, circuitry is completed to the solenoid
and bypass valve for speedbrake retraction.
If electrical failure occurs with the speedbrakes extended, the safety valve (Figure 10) spring-loads open,
allowing the speedbrakes to blow down to a trail position. If electrical failure occurs with the speedbrakes
retracted, they cannot be extended.
If main system hydraulic failure occurs while the speedbrakes are extended, they remain extended until
either the switch is positioned to RETRACT or a throttle is advanced beyond 85% N2. This will energize the
solenoid valve and safety valve OPEN to release trapped hydraulic fluid. This will allow the airload to blow
the speedbrakes to a trail position.


SPEEDBRAKE RETRACTION
SPEEDBRAKE BLOWDOWN (ELECTRICAL FAILURE)
STALL WARNING

Stall warning consists of a stall strip on the leading edge of each wing (Figure 11). The stall strips create
turbulent airflow at high angles of attack, causing elevator buffet to warn of approaching stall conditions.
Buffet occurs prior to the actual stall at approximately VS1 + 10 knots in the clean configuration and VSO +
5 knots in the landing configuration.
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 engaged automatically. The yaw
damper can only be engaged by depressing the YD ENGAGE switch on the autopilot control panel. It is
disengaged by depressing the AP/TRIM DISC switch on either control wheel or by depressing the YD
ENGAGE switch. An operative yaw damper is not required for flight.

CHAPTER 11
ICE AND RAIN PROTECTION

INTRODUCTION
The Citation II is equipped with both anti-icing and deicing systems. The airplane 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, pitot-static and angle-of-
attack systems. These systems should be activated prior to entering 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 ice formation on the T1 temperature probe, nose cone,
nacelle inlet, and first set of stator vanes of each engine. Electrically operated valves, controlled by a switch
on the pilot’s switch panel, control the flow of bleed air to the inlet duct and stator vanes of each engine.
The T1 probe and nose cone are anti-iced continuously during engine operation.
Electrical heaters, controlled by a switch on the pilot’s switch panel, are used to anti-ice the inboard section
of each wing.
Engine bleed air is discharged through nozzles in front of the windshield for anti-ice protection of the
windshield. Isopropyl alcohol is available for anti-icing of the left windshield in the event bleed air is
unavailable. Rain removal provided by deflecting air away from the windshield via a set of doors.
Figure 10-1 depicts the ice-protection surfaces on the airplane.

ANTI-ICE SYSTEMS PITOT AND STATIC ANTI-ICE SYSTEM
The PITOT and STATIC anti-ice switch (Figure 10-2) controls power to the pilot’s and copilot’s pitot tube
heaters, the upper and lower pilot’s and copilot’s static ports (one on each side of the fuselage, below the
cockpit) and the angle-of attack probe heater.
Failure of the system is indicated by illumination of the P/S HTR OFF annunciator light if either pitot head or
any of the four crew static port heaters fail or when the pitot heat switch is in the OFF position. If the angle-
ofattack probe heater fails, the P/S HTR OFF light will not illuminte, because the angle-of-attack probe
heater is not on this warning circuit.
CAUTION
Limit ground operation of the pitotstatic heater system to two minutes to preclude damage to the pitot-static
and angle-of-attack probe heaters.
WINDSHIELD ANTI-ICE AND RAIN REMOVAL SYSTEM

The windshield may be anti-iced by use of engine bleed air, or pilot’s windshield only by alcohol in case the
bleed-air system fails. The bleed air to the windshield is controlled by a W/S BLEED switch on the pilot’s
switch panel and two manually operated WINDSHIELD BLEED AIR valves with knobs located on the
copilot’s instrument panel.
The switch is a three-position switch labeled HI–OFF–LOW. The control knobs open and close shutoff
valves, modulating the amount of bleed air going to the windshield. The windshield anti-ice controls are
shown in Figure 4.
The windshield anti-ice system (Figure 5) is activated by placing the W/S BLEED switch to either HI or
LOW. This action deenergizes a solenoid-operated bleed-air valve and activates a temperature controller.
The bleed-air valve, when deenergized, opens to allow hot engine bleed air to flow into the duct.
The air temperature controller automatically maintains a windshield bleed-air temperature of 138 ± 5°C in
the HI position and 127 ± 5°C in the LOW position by modulating ram air through a heat exchanger. The
controller receives three inputs: the position of the W/S BLEED switch and input from each of the two
temperature sensors in the bleed-air line. The signal generated by the temperature controller is transmitted
to the motor-operated air control valve, which controls the amount of ram air that passes through a heat
exchanger.
Ram air passes across the heat exchanger, cooling the bleed air; then it exhausts overboard through a vent
on the left side of the fuselage, forward of the tail compartment access door. The cooled engine bleed air is
then directed onto the windshield through a series of nozzles.
When windshield anti-icing is required, the manual WINDSHIELD BLEED AIR valves are opened, and the
W/S BLEED switch is selected LOW if the OAT is above –18°C or to HI if the OAT is –18°C or below.
Normal system operation is indicated by an increase in air noise as the bleed air discharges from the
nozzles.
An additional temperature sensor is located in the bleed-air duct, which automatically energizes the
electrical solenoid bleed-air valve closed and illuminates the W/S AIR O’HEAT annunciator if the bleed-air
temperature exceeds 146°C.
This condition should not occur unless a sustained high-power, low-airspeed condition is maintained or a
system malfunction occurs.
The overheat sensor will also automatically reopen the windshield bleed-air solenoid valve and extinguish
the annunciator light as the system cools.

If the W/S AIR O’HEAT light illuminates, the WINDSHIELD BLEED AIR valves should be partially closed to
reduce air flow.

If the W/S AIR O’HEAT light illuminates with the W/S BLEED switch in the OFF position, this indicates the
bleed-air valve has opened, and the pressure in the duct is sensed via pressure switch. The pilot should
ensure the WINDSHIELD BLEED AIR valves are positioned to OFF. This condition is NOT an overpressure
situation, the pressure switch simply monitors the valve for a partial open condition or seal leakage when
the switch is off.
If normal DC failure occurs, the windshield bleed-air solenoid valve will open, and hot engine bleed air will
be available to the windshield. With an electrical power failure, the automatic temperature control and the
overheat warning are inoperative, but if the manual control valves are open, the noise level will increase as
bleed air flows through the nozzles. The airplane is normally flown with the manual 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 electrical power loss or failure of the bleed-air solenoid valve.
The windshield anti-ice system is tested by positioning 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 illuminates. Both the HI and LOW position of
the W/S BLEED switch should be tested for proper operation.
Windshield Alcohol System

The backup windshield anti-ice system consists of an alcohol reservoir, pump, and nozzles to provide up to
10 minutes of continuous alcohol anti-ice capability for the pilot’s windshield only. The sight gauge for the
alcohol reservoir is located in the right-hand nose baggage compartment (Figure 10-6), and the nozzles are
shown in Figure 10-7.
The capacity of the alcohol reservoir is two quarts, and it

uses an isopropyl alcohol-based fluid (TT-I-735). The
system is designed to be used in the event the windshield
bleed-air antiice system fails. It is controlled by the W/S
ALCOHOL switch (Figure 10-4), which has positions
labeled ON and OFF The electrical power source is
through the W/S ALCOHOL circuit breaker on the left
circuit-breaker panel.
Rain Removal System
The rain removal system uses normal bleed air from the
windshield anti-ice system for rain removal, with rain doors
to provide deflected airflow over each windshield in heavy
rain. The doors are manually operated by pulling the PULL
RAIN handle located under the WINDSHIELD BLEED AIR
knobs on the copilot’s panel. The rain removal doors and
the PULL RAIN handle are depicted in Figure 10-7.
For rain removal, the WINDSHIELD BLEED AIR knobs on

the copilot’s control panel should be rotated to the MAX
position, the PULL RAIN handle pulled out, and the W/S
BLEED switch positioned to LOW. Rain door opening is
difficult if the windshield bleed air is already flowing out of
the nozzles. To increase airflow to the pilot’s windshield
during periods of low-power settings, such as during landing
flare, rotate the copilot’s WINDSHIELD BLEED AIR knob to
the OFF position. This will divert all available bleed air to the
pilot’s windshield. In addition, the use of a rain repellent
agent applied to the windshield greatly enhances the
effectiveness of the rain removal system.

ENGINE ANTI-ICE SYSTEM
The engine anti-ice system is a preventative system. Use of the system should be anticipated and the
system activated when flight into visible moisture is imminent with indicated OAT from +10°C to -30ºC.
Failure to switch on the system before ice accumulation has begun may result in engine damage due to ice
ingestion. For sustained ground operation in visible moisture at the above temperatures, the system should
be switched on for one minute out of four with throttles set above 65% N2 rpm.
The system consists of the electrically heated portion of the wing leading edges, bleed-air heated nacelle
inlets and the first row of stationary stators directly behind the first stage fan and before the booster stage
(Figure 10-8).
With an engine operating, hot bleed air from the compressor flows continuously to the nose cone and the
T1 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% N2 (microswitch position) for more than 5 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 10-8). Observing
the engine gauges at this time will reflect a rise in ITT and a slight drop in rpm (Figure 10-9).
If the throttles are below the 60% N2, microswitch position, when the ENGINE ANTI ICE switches are
placed ON, the two bleed-air solenoid valves will not open (remain energized closed) until the throttles are
advanced. As the throttles are advanced above the 60% N2 position, a thermal time delay is activated
which removes the ground from the bleed-air solenoids after 5 seconds allowing the valves open. This 5-
second time delay is required for faster engine spool-up time during a missed approach as the throttles are
advanced, if the throttles were reduced below 60% N2 during an approach for landing in icing conditions.

NOTE
The ENG ANTICE LH–RH annunciators will illuminate when the ENGINE ANTI ICE switches are placed ON
and extinguish when nacelle inlet temperatures are above 220°F/104°C, stator vane bleed-air solenoid
valves are open, and the wing leading edge heaters are operating with a temperature above 60°F/16°C.
NOTE
In flight, with the gear up and antiice switches ON, the system is engineered so the engine rpm will not drop
below 60% N2 regardless of throttle position including flight idle. Therefore, the ENG ANTICE LH–RH
annunciators should not illuminate during descents at low power settings. This design allowsthe 60% N2
microswitch to be bypassed in flight with the gear up.
CAUTION
During descents and/or approach to landing in icing conditions, care should be taken to avoid the throttles
being reduced below the 60% N2 position. If this occurs, the ENG ANTI-ICE LH/RH annunciators will
illuminate and the engine bleed –air solenoid valves will close.


WING ANTI-ICE SYSTEM
Each wing’s inboard leading edge incorporates an electrically heated, brushed-aluminum section located
directly in front of each engine inlet (Figure 10-10).
Five electric heating elements are molded into each wing

inboard leading edge, each featuring a circuit breaker and
a current sensor. The heating elements are powered by
the respective main DC buses.
The system is operative with the ENGINE ANTI ICE

switches on, regardless of throttle position. The heating
elements increase skin temperature until the forward part
of the leading edge reaches 78°C, then a temperature
controller opens the circuit. When skin temperature drops
to 54°C ± 6°C, the controller closes the circuit for another
heating cycle.
A temperature overheat sensor, located on the upper part of the heated surface where skin temperature is
not as hot as the forward leading edge, opens the heating circuit at 75°C if the temperature controller fails
and reestablishes the circuit at 69°C. Actuation of the overheat sensor also illuminates the ENG ANTICE
LH or RH annunciator, as applicable (Figure 10-9).
A low-temperature switch on the forward leading edge opens at 16°C skin temperature to extinguish the
ENG ANTICE LH or RH annunciator, provided the engine bleed air system has warmed sufficiently.
Illumination of the light until the leading edge warms up after initial activation is normally one to two minutes
(Figure 10-9).
Proper operation of the engine anti-ice system, when initially turned on, is indicated by illumination of the
small green ignition lights above each ignition switch, illumination of the ENG ANTICE LH or RH
annunciators, and an increase of approximately 150 amps on each ammeter. A 20° to 30° rise in ITT and a

drop in N1 and N2 rpm will also be noted if the throttles are set above 60% N2 rpm. The ENG ANTICE LH
or RH annunciator will remain illuminated until the wings are heated 60°F/16°C or above, stator vane bleed-
air solenoid valve is open, and the nacelle inlet temperature is 220°F/104°C or above, or will reilluminate
when any of the following conditions exist:
• The stator valve fails to open. (A five-second delay is normal from the time the throttle is advanced
above 60% N2 until the valve opens.)
• The nacelle leading edge temperature is below 220ºF/104°C.
• The inboard wing section temperature is below 60°F/16°C.
• Failure of one or more wing heating elements occurs. (If the system is cycling with a failed heater,
the ENG ANTICE annunciator will illuminate steady each time the system cycles on.)
• Failure of the temperature controller occurs. (This will cause the light to cycle off when the leading
edges are being heated and illuminate flashing when the temperature limit is reached and the
system shuts down.)
If an electrical failure should occur, both the nacelle inlet valve and the stator vane valve will fail to the open
position, and the engine will be bleed air anti-iced continuously.

DEICE SYSTEM
GENERAL
Deicing of the outer wing leading edges and the vertical and horizontal stabilizer leading edges is provided
by inflatable boots controlled by the SURFACE DEICE switch on the pilot’s instrument panel (Figure 10-11).
Bleed air is available to the system when the engines are operating. A timer controls automatic sequencing
of boot operation. Electrical power is supplied through the SURFACE DEICE circuit breaker on the left
circuit-breaker panel.
The system should be activated when ice buildup is estimated to be ¼ to ½ inch thick on the wing leading
edge. The stall strip bonded to the boot extends 1/2 inch above the boot and can be used as a guide to
estimate ice thickness. Early activation of the system may result in ice bridging on the wing; accumulations
in excess of ½ inch may not be removed by boot cycling.
If electrical power is lost, the system is inoperative and icing conditions must be avoided.
Do not activate the system if the OAT (RAT) temperature is suspected to be below –40°C. Permanent boot
damage could result. A wing inspection light (Figure 10-12) is provided to illuminate the left wing to observe
ice buildup during night flight.
OPERATION

With the SURFACE DEICE switch in the spring-loaded OFF position, all three control valves in the system
(Figure 10-13) are deenergized.
In the deenergized condition, all three control valves are continuously dumping bleed air overboard through
venturis that create vacuum for holding the boots deflated. To cycle the boots, momentarily place the
SURFACE DEICE switch to the SURFACE DEICE position. This energizes a system timer to initiate two 6-
second cycles. During the first cycle (Figure 10-14), the empennage boots control valve is energized.
Regulated bleed-air pressure is applied to inflate the empennage boots for six seconds. The wing boot
control valves are deenergized, applying a vacuum to hold the wing boots deflated.
During the second 6-second cycle, the empennage control valve deenergizes, applying a vacuum to hold
the boots deflated.
Simultaneously, the two wing boot control valves are energized, applying regulated bleedair pressure to
inflate the wing boots.
After 12 seconds all three control valves are deenergized, and vacuum is applied to all boots to hold them
deflated (Figure 10-13) until another cycle of operation is initiated with the SURFACE DEICE switch.
As each set of boots is inflated, a pressure switch illuminates the white SURFACE DEICE annunciator to
indicate actuating pressure has been applied.
In the event the boots remain inflated at the end of a cycle or it is desired to abort the cycle, place the
SURFACE DEICE switch in the RESET position. This overrides the system timer and deenergizes the
control valves, allowing the boots to deflate.


CHAPTER 12
FIRE PROTECTION

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 of two sensing loops, two control units (one for each engine)
located in the tail cone, one ENG FIRE warning switchlight for each engine, two fire extinguisher bottles
which are activated from the cockpit, a fire detection circuit test and a fire detection fault annunciator.
The fire-extinguishing system is a two-shot system; if an engine fire is not extinguished with actuation of the
first bottle, the second bottle is available for discharge into the same engine. The fire bottles are located in
the tail cone of the airplane . Abnormal ambient temperature will also cause the bottles to automatically
discharge through relief valves into the tail cone. Selected engine-related systems are automatically
shutdown upon activation of the fire protection system by the pilot.
ENGINE FIRE DETECTION AND INDICATORS SENSING LOOPS AND CONTROL UNITS
Within each engine nacelle are two heat sensing cables, or loops, one mounted around the lower engine
accessory section and one surrounding the engine combustion section. The sensing loops are flexible,
stainless steel tubes containing a single wire centered in the semiconductor material. The loops are
connected to control units that monitor electrical resistance.
As the loop is heated, it’s electrical resistance decreases. At a temperature of 500°F, a circuit is completed
to the control unit which illuminates the applicable red ENG FIRE switchlight. The detection system is
powered by main DC power supplied through the LH and RH FIRE DETECT circuit breakers on the LH
cockpit circuit-breaker panel. Figure 1 shows the routing of the fire sensing loop and the control units.
NOTE
If the fire detection loop experiences a fault, a FIRE DET SYS L or R annunciator will illuminate.

ENG FIRE AND BOTTLE ARMED SWITCHLIGHTS
The red LH and RH ENG FIRE warning switchlights are located on the glareshield (Figure 2). In the event
of an engine fire or overheat condition, the applicable fire warning switchlight illuminates (fire lights do not
trigger the MASTER WARNING lights). Depressing an illuminated ENG FIRE switchlight illuminates both
white BOTTLE ARMED switchlights, which fire the fire bottles when depressed.
FIRE DETECTION SYSTEM TEST
The rotary test switch (Figure 3) on the pilot’s instrument panel is used to test the fire detection system.
When FIRE WARN is selected, both ENG FIRE switchlights will illuminate.
ENGINE FIRE EXTINGUISHING
EXTINGUISHER BOTTLES
Two extinguishing agent bottles are located in the tail cone area
(Figure 4). Both bottles use common plumbing to both nacelles,
providing the airplane with a two-shot system. The bottles are
charged with monobromotrifluoromethane (CBrF3) nitrogen
pressurized to 600 psi at 70°F. A pressure gauge is mounted on each
bottle with an adjacent temperature correction table. Bottle pressures
are checked during the preflight inspection. The extinguishing agent is
not corrosive, and its discharge does not require cleaning of the
engine or nacelle area since it leaves no residue. Release of the
extinguishing agent is accomplished by the electrical firing of an
explosive cartridge on the bottle.
The filler fitting on each bottle incorporates a fusible element that melts at approximately 210°F ambient
temperature, releasing the contents through the filler fitting into the tail cone.

OPERATION
An engine fire or overheat condition is indicated by illumination of the applicable ENG FIRE switchlight on
the glareshield (Figure 2). After verifying a fire actually exists, lifting the plastic cover and depressing the
illuminated ENG FIRE switchlight causes both white BOTTLE ARMED switchlights to illuminate, arming the
circuits to the bottles for operation. In addition, the fuel and hydraulic firewall shutoff valves close
(respective FUEL PRESS LO, HYD PRESS LO, and F/W SHUTOFF annunciators illuminate), and the
generator 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.
Depressing either illuminated BOTTLE ARMED switchlight fires the explosive cartridge on the selected
bottle (Figure 5), releasing its contents into the engine nacelle. The BOTTLE ARMED switchlight goes out.
If the ENG FIRE switchlight remains on after approximately 30 seconds, indicating the fire still exists, the
remaining BOTTLE ARMED switchlight may be depressed to release the contents of the remaining bottle
into the same nacelle.
Detection and extinguishing system electrical power is supplied from the main DC system. Depressing the
ENG FIRE switchlight a second time opens the fuel and hydraulic shutoff valves and disarms the
extinguishing system. The generator field relay is energized when the engine is restarted with starter assist.
If optional thrust reversers are installed, the isolation valve will be reenabled.
NOTE
If the respective L or R FIRE DET SYS annunciator illuminates due to a defective fire detection system, the
ENG FIRE switchlight will not illuminate if an engine fire occurs on the respective engine.

PORTABLE FIRE EXTINGUISHERS
Two hand-held fire extinguishers provide for interior fire protection. Both are 2 ½ pound Halon fire-
extinguishers, charged with nitrogen to 125 psi. One of the extinguishers is located under the copilot’s seat,
the other one in the aft cabin (Figure 6).

CHAPTER 13
AVIONICS SYSTEM

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 airplane unit numbers and customer preference,
and many optional avionics items are available. The user should consult the applicable supplements in the
AFM, and vendor manuals for information on avionics systems installed in specific airplanes.
FLIGHT INSTRUMENTATION – UNS 0627 AND SUBSEQUENT
PILOT’S FLIGHT INSTRUMENTS
The standard flight instrument configuration consists of dual-tube Honeywell EDZ-605 Flight Instrument
System (EFIS) located on the pilot’s instrument panel. The pilot EFIS consists of two identical and
interchangeable electronic displays, a symbol generator, a display controller, and an instrument control.
The heart of the EFIS system is the symbol generator, which receives and processes all airplanes sensor
inputs. The data is then transmitted to the two EFIS display tubes. The pilot control display formatting with
the display controller. The heading and course select knobs are on the instrument control panel, located on
the center panel.

COPILOT’S FLIGHT INSTRUMENTS
The copilot’s instrument panel incorporates an electrically powered attitude director(ADI) and an RD-450
horizontal situation indicator (HIS), both powered from the emergency DC bus. Separate airspeed
indicators, vertical speed indicator, altimeters, and radio magnetic indicators (RMIs) are installed on both
sides of the instrument panel for the pilot and copilot. The pilot’s enconding altimeter is electrically driven by
the air data computer. The copilot’s altimeter is conventional, being operated by barometric pressure.
STANDBY ATTITUDE GYRO
A standby attitude indicator is located on the copilot’s instrument panel. It normally operates on main DC
electrical power through the STANDBY GYRO circuit breaker on the left circuit breaker panel. Power to the
gyro is controlled by the standby gyro switch, with STDBY GYRO, OFF, and TEST poaitions, located on the
pilot’s lower instrument panel. An emergency battery pack in the nose avionics compartment is an
emergency source of power for the standby gyro if main DC bus voltage fails below minium. This is
indicated by amber POWER ON light adjacent to the standby gyto switch is in the STDBY GYRO position.
The battery pack also provides power for emergency instrument lighting for the copilot’s primary flight
instruments.
The battery pack is continuously charged by the main DC electrical system and should be fully charged in
the event of an electrical power failure. The standby gyro power switch must be in the STDBY GYRO
position for automatic transfer to emergency battery power. The gyro will operate for a minimum of 30
minutes on emergency battery power. When thw switch is held to the TEST position, a selftest of the
emergency battery pack and associated electrical circuit is accomplished. The green light adjacent to the
switch illuminates if test is satisfactory and the battery pack is fully charged.
The standby gyro is caged by pulling the PULL TO CAGE knob and rotating it clockwise.
CAUTION
When uncaging, do not release the PULL TO CAGE knob suddenly so that it snaps back, this may damage
the gyro.

MULTIFUNCTION DYSPLAY (MFD) SYSTEM (OPTIONAL)
An optional MDZ-605 multifunction display (MFD) system may be installed on

the lower center instrument panel. The MFD tube serves as radar indicator or
as backup to EFIS system. The MFD symbol generator can be used to back uo
the EFIS symbol generator. The MFD display tube can also be used to back up
the EFIS EHSI display tube. The MFD system expand on the navigation
mapping capability of the EFIS.
The MFD system is controller by MFD controller that is normally

installed on the center pedestal. The controller is used to select
various modes of operation: MAP, PLAN, Weather, checklist
(Normal and emergency), and EFIS backup modes.
HEADING REVERSION SWITCH
The heading reversion switch is located on the pilot’s lower instrument panl. It allows selection of copilot’s
C-14D directional gyro as an alternate heading source for the pilot’s EHSI. The switch normally displays
HDG NORMAL in green. In the event the pilot’s C-14D gyro fails, depressing the heading reversion switch
selects the copilot’s C-14D gyro to drive the pilot’s EHSI. The reversion switch illuminates the amber HDG
REV light to indicate reversionary mode. Both the pilot’s and copilot’s HIS’s are now drive by copilot’sC-14D
gyro.
FLIGHT GUIDANCE
Spz-500 Autopilot/Flight Director System
The SPZ-500 autopilot/flight director instrument system is a complete automatic flight control system, which
includes a flight director, automatic pilot, air data computer, autopilot controller, vertical navigation system
including altitude alerter, touch control steering, rate gyro, and autopilot servos. The system operates
through the EFIS display for mode annunciations, command cue display, and vertical and horizontal
navigation displays. The air data system provides pressure altitude, altitude reporting, altitude preselect,
IAS hold, and vertical speed hold. The complete system may be flow manually or automatically and meets
Catgory II equipment requirements.
Mode control panel
The mode control panel consists of ten push-on-push off back lighted switches that selected various
functions for flight director/autopilot modes operation. The status of the selected mode is then displayed by
amber lights when armed and by green lights when engaged or captured. The flight director modes display
ARM and CAP along the top of EADI, in white and green respectively.
The FD OFF switch causes the command bars to bias out of view on the EHSI. However, operation of the
flight director with the autopilot is unaffected, but without a visible command cue.
Autopilot Control Panel

The autopilot control panel, located on the center pedestal, provides for engagement of the autopilot and
yaw damper, as well as manual control of the autopilot through the TURN knob and PITCH wheel. The
push-on AP and YD switches are illuminated when engaged. Neither the autopilot nor the yaw damper can
be disengaged using theses switches. The autopilot and yaw damper are disengaged with AP TRIM DISC
button on the pilot’s or copilot’s control whell.
Depressing the SOFT RIDE switch reduces autopilot gains while still maintaining stability in rough air. This
mode may be used with any flight director mode selected.
When engaged, the BANK LIMIT mode limits the autopilot bank angle to 12± 2º, and LOW illuminates in
the switchlight. This mode is operative only when the flight director is in the HDG mode and when using the
HEADING knob on the instrument controller.
The TEST EACH FLT button activates a test of the autopilot torque (current) monitor and must be checked
prior to each flight. During the test, the AP TORQUE light on the pilot’s upper instrument panel illuminates,
followed by autopilot disengagement in approximately two seconds. The AUTOPILOT OFF annunciator on
the pilot’s upper instrument panel illuminates and the autopilot-off warning horn sounds for one second.
The trim indicator adjacent to the TRIM legend illuminate if an out-of-trim condition occurs. Either UP or
DOWN illuminates in amber when a sustained trim input is being applied to the elevator servo.
Touch Control Steering (TCS)
Touch control steering (TCS) enables the airplane to be maneuvered manually

during autopilot operation without cancellation of any selected flight director
modes. To use touch control steering, press the TCS button, maneuver the
airplane, and release the TCS button. TCS is operable with all autopilot modes.
During TCS operation the yaw damper remains engaged.
The TCS button may be used to establish a new reference for the flight director
operating in the indicated airspeed mode (IAS), vertical speed mode (VS), or
altitude hold (ALT) mode. If the flight director is not engaged in any vertical
modes, then the TCS button can be used as a pitch sync reference for the
command bar.

VNAV Computer/Controller
The VNAV computer/controller (VNCC) provides the data inputs for

altitude preselect mode (ALT SEL), altitude alert, and vertical navigation
(VNAV) mode. Data is entered into the computer by rotating the data
selector to the desired position and then setting the required value with
the data SET knob. An operating DME must be selected to the NAV
receiver providing navigation information to the flight director. The
VNAV information is valid only when flying directly to or from a
VOR/DME station.
The copilot may fly VNAV by selecting VOR2 on the pilots EFIS display controller and flying the VNAV
information, which is also displayed on the copilot’s HSI.
COMMUNICATION/NAVIGATION EQUIPMENT – COLLINS PROLINE II
VHF COMM Transceivers
Dual VHF-22A transceivers are located in the nose avionics bay. They are individually
controlled by CTL-22 controle heads located on the right side of the center instrument
panel. The COMM 1 antenna is located on the underside of the fuselage, and 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-32 navigation receivers provide VOR, localizer, glide-slope, and marker
beacon capability. The receivers are located in the nose avionics compartment. CTL-32
controls are located on the lower right side of the center instrument panel. Each system
has 200 VOR/LOC operating channels and 40 glide-slope channels and automatic DME
channeling. Multiple outputs drive the flight director, EHSI, RMIs, and autopilot. All basic
functions have a built-in self test. The NAV 2 receiver is powered from the emergency
DC bus.
Automatic Direction Finder (ADF)
A Collins ADF-462 is installed in the nose avionics bay and is controlled by a CTL-62
electronic control head mounted on the right side of the center instrument panel. The
control head has two digital readouts to displays the active frequency and a preset
frequency. Four additional frequencies may be stored in memory. ADF magnetic
bearing are displayed on the RMI and on the pilot’s EHSI. An optional additional ADF
may be installed, in which case the operation is identical to the of Nº 1 system. The
Nº 1 ADF bearing are displayed on the RMIs by the single bar pointers and on the
pilot’s EHSI by single bar blue bearing pointer. The Nº 2 ADF bearing are displayed
on the RMIs by the double bar pointers and on the pilot’s EHSI by the double bar green bearing pointer.
Radio Magnetic Indicator (RMI)
Dual RMI-36 radio magnetic indicators are mounted on both instrument panel. ADF
and VOR magnetic bearing information is displayed on each RMI. The single bar
bearing pointers display VOR 1 or ADF1. The double pointers display VOR2 or
ADF2. Push-type selector switches for each pointer are mounted on the lower case
of the RMI. The compass card for each RMI is driven the opposte side compass
system.
C-14D Compass Systems

The pilot’s EHSI, the copilot’s RMI, and the flight director are driven by pilot’s nº1 C-14D slaved gyro
system. The system consists of a directional gyro, a flux detector, a mode selector switch, a remote
compensator, and a slaving indicator on the EHSI. The pilot’s system is powered by the main DC electrical
system.
The LH GYRO SLAVE switch, located on the lower left switch panel, has two positions ,
labeled MAN and AUTO, and allows the compass to be operated in the slaved or free
DG mode. In the AUTO (slaved) mode, the compass align at approximately 3 to 5º per
second. When MAN is selected, the EHSI and copilot’s compass card can be moved left
or right at rate of 30º per minute by toggling the LH-RH switch. In this mode, the slaving
indicator on the EHSI disappears. Under normal operating conditions, the gyros remain
in the AUTO (slaved) mode.
The copilot’s C-14D compass system is identical to the pilot’s system. The copilot’s system drive the right
side HIS and the pilot’s RMI. The copilot’s C-14D compass system is powered from the emergency DC bus.
In the event of a main DC power failure, positioning the battery switch to EMER regains the copilot’s HSI.
Audio Control Panel
Two audio control panels provide individual audio selection by each pilot. Three-position switches labeled
SPKR, OFF, and HDPH enable all audio inputs to be selected to the overhead speakers or headphones. A
two-sposition IDENT-VOICE switch is used with the NAV and ADF switches to monitor either voice or
coded identifiers. Two concentric MASTER VOLUME knobs control the headset or speaker volume of all
selected audio sources. A PASS SPKR VOLUME knob controls the output volume of the passenger
compartment speakers.
A rotary microphone switch has four standard positions: COMM1, COMM2, PASS SPKR, and
EMERG/COMM1. A fifth position labeled HF is included if an optional HF radio is installed. COMM1 or
COMM2 conects the microphone being used to the respective VHF transmitter. PASS SPKR provides for
annunciaments to the passengers through the cabin speakers; COMM1,COMM2, and HF audio is muted.
EMER/COMM1 provides for the use of COMM1 when operating only on emergency DC power. The
EMER/COMM1 position bypasses the audio amplifier, necessitating the use of headset, and volume
controle is available only ate radio control head. Transmitting remains normal from all microphone sources.
A three-position AUTO SEL switch with SPKR, OFF and HDPH positions automatically selects the proper
speaker or headphone to match the position of the rotary microphone selector switch. All audio sources can
be monitored at nay time by use of the appropriate SPKR-OFF-HDPH switch, regardless 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 has a MIC position for keying the transmitters and INPH
position for interphone communications when using lip phone or the oxygen mask microphone. If a han-
held microphone is used, transmission is determined by the position of the MIC selector switch.

The pilot’s and copilot’s audio panels are powered from the emergency DC bus. Circuit breakers labeled
AUDIO1 and AUDIO2 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 (COMM1 and NAV2 audio will be received).
PULSE EQUIPMENT
Two Collins TDR-90 transponders, each with 4096 mode A code capabilitu, are
installed in the nose avionics bay. A single CTL-92 electronic controller with digital
readouts is installed on the lower center instrument panel. The transponder have
automatic altitude reporting (mode C) capability, which is electronically provided to
the transponders by the pilot’s altimeter. A two position 1/2 switch on the controller
selects the nº1 or nº2 transponder. An IDENT button is located on the front of the
controller and on each control whell. Any of these three switches will activate the
identification circuit.
Distance Measuring Equipment (DME)
The DME installation consists of one DME-42 receiver-transmitter and

one IND-42A indicator. Dual DME-42s and dual IND-42A may be
installed as an option. The IND-42A indicator does not control selction
of DME data. Its is used only to display data that has been selected by
NAV receivers. Depressing the CH button alternately selects between
NAV1 or NAV2. DME information is displayed on the pilot’s EHSI,
depressing NAV SEL button on the EFIS display controller determines
which NAV receiver is providing the distance readout. The mode selector (SEL) switch sequentially selects
KT (knots), MIN (minutes to station), and ID.
Radio Altimeter
Radio altitude is displayed in the lower right corner of the pilot’s EADI and on the conventional radio
altimeter indicator on the pilot’s or copilot’s instrument panel. The altitude display in the EADI operates from
-20 to 2,500 ft. Between 200 and 2,500 ft, the display is in increments of ten foot. Below 200 ft, it is in 5 foot
increments. Above 2,500 ft, the display disappears. A rising runway appears on the EADI when the
absolute altitude of less than 200 ft is reached.

Weather Radar-Primus 650 Coloradar
The Primus 650 ColoRadar system is an Xband alphanumeric digital radar with a display designed for
weather location and ground mapping. The system can be operated in conjunction with the EFIS and the
MFD equipment to provide radar video displays. Storm intensity is displayed at five color levels, with black
representing weak or no returns and green, yellow, red, and magenta showing progressively stronger
returns. In the ground mapping mode, levels of returns are displayed as black, cyan, yellow, and magenta.
The system consists of a receiver-transmitter antenna in the nose section and a controller. Some functions
of the MFD system and the EFIS interface with the radar.

AREA NAVIGATION
GNS-X FLIGHT MANAGEMENT SYSTEM
The GNS-X Flight Management System (FMS) is a comprehensive navigation management system which
integrates multiple systems and sensors into an integrated whole, which is capable of precise navigation
and aircraft performance computations. The system takes information from various navigation sources
(DME, VOR, its own integral LORAC-C, and optional VLF/OMEGA, if installed), considers the strengths,
weaknesses and signal strengths of each system and sensor in use, and computes a most likely position
for the airplane. It advises them of components or systems requiring attention, as well as other irregularities
such as loss of enough sensors to compute a valid position. In the latter situation, if sensor loss endures
over a set length of time, the system will enter DR (dead reckoning) mode and so inform the pilot through a
message on the control display unit (CDU).
The GNS-X provides steering information to the pilot through the flight director and EHSI. When connected
to the autopilot, it provides roll steering commands. The NAV computer additionally computes fuel flow
information, providing a current fuel status and airplane gross weight throughout the flight, if the fuel and
gross weight are updated prior to takeoff. The system also provides navigation data outputs which enable
the active flight plan to be displayed on the EHSI or the multifunction display (MFD).
The following components comprise the GNSXLS system: a control display unit (CDU) which houses its
own global positioning system (GPS) sensor (Figure 16-18), a configuration module unit, and an antenna.
The GPS antenna is mounted on top of the fuselage near the cabin door.
Components that form the GNS-X system include a NAV management

unit (NMU), which also houses its own LORAN-C components, a
configuration module, a control display unit (CDU), the CDU is installed
on the center pedestal, an antenna, and optional VLF/OMEGA. The
NMU is the heart of the system, it incorporates the NAV computer, the
VORTAC position unit (VPU), the navigation data bank (NDB), memory
capability, and the LORAN-C sensor. The NDB maintains 50,00
navigation points in its data base, as well as 256 operator-generated
waypoints. Forty-nine flight plans with up to 30 waypoints each may be
stored. The NAV data base must be updated every 28 days by a data
transfer unit (DTU). The connection for the portable DTU is located at
lower right side of the copilot’s instrument panel.
The CDU provides the pilot’s interface with the system. It has a full alpha keyboard with a CRT to provide
system readout and accept the pilot’s inputs in the system.
Autotune Annunciator/Switch
A NAV1/AUTOTUNE switchlight located on the center instrument panel can be used to control autotuning
of the GNS-X. pressing the switch alternately selects and deselects autotuning capability. If the switchlight
is illuminated, the FMS may autotune the NAV1 if needed for navigation. If NAV1 has been channeled
manually, the GNS-X will not autotune until the switch is pressed. If NAV is selected on the EFIS, it will not
autotune.
CAUTION
Exercise caution that unanticipated autotuning of NAV1 does not occur when the GNS-X is operating.
Autotuning is evidenced by an automatic change of frequency in the NAV receiver control head.
TRUE AIRSPEED COMPUTER VALVES

Pitot-static pressure for the A and B true airspeed computer is obtained from the
copilot’s pitot-static system. Two shutoff valve switches labeled STATIC and PITOT
TAS COMP, with OPEN and CLOSED positions, are located on the copilot’s meter
panel. They are provided to isolate the true airspeed computer from the copilot’s
instrument if a leak or other malfunction develops in the true airspeed system.
When the shutoff valves are closed, manual true airspeed must be provided to the
GNS-X FMS. To ensure FMS is not receiving erroneous true airspeed data, pull the
TAS circuit breaker on the right circuit breaker panel.
ANGLE-OF-ATTACK SYSTEM
The angle-of-attack (AOA) system is powered by the main DC electrical system. The AOA circuit breaker is
located on the left circuit breaker panel. The system incorporates a signal summing unit (computer),
external sensing vane, flap position sensor, and an angle-of-attack indicator. An optional indexer light may
be installed on the top side of the pilot’s glareshield near the center of the windshield. This deviation from
the approach reference.
The vane-type AOA sensor, including the transducer, is mounted on the right forward fuselage. The wedge-
shaped vane streamlines with the relative airflow, and the transducer sends signal to the computer. The falp
position sensor provides signals to the computer, allowing compensation for any flap p osition selected.
The computer then provides signals to drive the AOA indicator, EADI fast-slow indicator, and optional
“heads up” indexer. The signal generated are accurate throughout the weight and CG range of the aircraft.
AIRSPEED INDICATORS
The pilot’s and copilot’s airspeed indicators 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.
VERTICAL SPEED INDICATOR
The two instantaneous vertical speed indicator (VSI) indicate vertical velocity of 0 to
6,000 fpm, either up or down. Accelerometers sense nay change in normal
acceleration and displace the needle before an actual pressure change occurs. This
causes much less time lag between airplane displacement and instrument indication.

TURN AND BANK
The pilot is provided with a built-in turn needle in the EADI which is displayed at all
times except when an ILS frequency is tuned in on a NAV radio and selected on the
EFIS display controller. A conventional inclinometer is attached to the lower edge of
the EADI case. The copilot’s standard instruments do not include a turn needle.
DIGITAL CLOCK
The Davtron model M877 clocks, 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. The clock has two control buttons: SEL (select) and CTL (control). The SEL
button is used to select the desired function, and the CTL button to start and reset
the selected mode.
OUTSIDE AIR TEMPERATURE INDICATOR
An OAT indicator is mounted below the clock on the pilot’s instrument panel. It display air
temperature uncorrected for ram rise. Two scales and single pointer are used to indicate
both Celsius and Fahrenheit readings. The temperature sensor is located inside the right
dorsal fin ram-air-inlet.
MAGNETIC COMPASS
A standard liquid-filled magnetic compass is mounted above glareshield.
FLIGHT HOUR METER
The flight hour meter displays the total flight time on the airplane in hours
and tenths. The left landing gear squat switch activates the meter when
airplane weight is off the gear. A small indicator on the face of the instrument
rotates when the hour meter is operation.

PITOT-STATI SYSTEM
The pitot-static system supplies dynamic and static pressure for operation of the air data computer (ADC),
Mach/airspeed indicator, altimeter, vertical speed indicator, Mach/airspeed warning switch, and cabin
differential pressure indicator. The pitot-static system is shown in figure below.
PITOT TUBES
The pitot tubes are mounted on each lower side of the fuselage nose. They
provide independent supllies. Both pitot tubes are electrically heated. Pitot heat is
controlled by a single PITO & STATIC toggle switch located in the ANTI ICE
group on the pilot’s instrument panel.
STATIC PORTS
Upper and lower static vent ports are located on each side of the fuselage below and
slightly forward of the cockpit windows. Dual pickups are provided to the pilot’s and
copilot’s instruments from both sides of the airplane. The dual pickups are provided to
reduce sideslip effects on the static system. All static ports are heated and controlled by
PITOT & STATIC switch.

AIR DATA COMPUTER
The air data computer (ADC) electrically drives the pilot’s altimeter and provides input to the flight
director/autopilot system. Other equipment supplied by the ADC and the data received vary, depending on
the installation of avioinics systems.
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 and dissipate the static electricity in flight.

CHAPTER 14
FUEL SYSTEM

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, each wing a “wet wing,” provide fuel for the engines. Fuel flow to the engines is accomplished
with electrically driven boost pumps and an ejector pump, which are in each tank The system is controlled
by switches and a selector on the pilot’s instrument panel, and is monitored by colored annunciator lights
and gauges. The airframe fuel system up to the engine-driven fuel pump is presented in this chapter. For
description and operation of the engine fuel system, refer to Chapter 7, POWERPLANT.
DESCRIPTION AND OPERATION
FUEL STORAGE
Tanks
The “wet wing” fuel tank in each wing is an integral part of the wing structure, which is sealed to contain
fuel. Each tank includes all the wing area forward of the rear spar, except the main gear wheel well. Holes
in spars and ribs permit fuel movement within the tanks; however, baffles in the outboard ribs prevent rapid
movement of fuel outboard during winglow 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.
Tank Vents
A vent system is installed in each wing to maintain positive internal tank pressures within the structural
limitations of the wing. It also permits overflow of fuel due to thermal expansion and equalization of
pressure within the tank as fuel is consumed. The vent (Figure 1) is anti-iced by design.
Tank Filler

The flush-mounted fuel filler assembly is located on the upper surface of each wing near the outboard end
and is used for normal fuel servicing. The filler assembly consists of an adapter, standpipe, cap, and a
chain to attach the cap to the adapter.
Identical filler assemblies are used on each wing. Each cap is recessed for the flush fitting handles and
marked to indicate open and closed position. To remove the cap, lift the handle and rotate
counterclockwise.
Drain Valves
Six fuel quick-drain valves and one filter drain valve are provided for each tank. Figure 2 shows typical drain
locations on the lower side of the left wing. Locations for the right wing are identical. The drains are used to
remove moisture and sediment from the fuel and to drain residual fuel for maintenance. Each drain contains
a spring-loaded poppet that can be unseated for fuel drainage (Figure 5-3).
MAJOR COMPONENTS
Boost Pumps
One DC powered boost pump in each tank supplies fuel to the engine-driven pump. The pump also
supplies fuel to the respective engine, opposite engine, or it can feed both engines during crossfeed
operation. The pumps are controlled by switches on the pilot’s instrument panel. The LH and RH main DC
buses supply power for boost pump operation.

Ejector Pumps
There are three ejector pumps in each wing tank (Figure 5-4). Each is powered by motive-flow fuel and
operates on the venturi principle. The primary ejector receives motive flow fuel from the engine-driven fuel
pump and is the primary source of pressurized fuel to the engine-driven fuel pump. The remaining two
(transfer) ejectors operate on motive flow from the primary ejector pump or the electric boost pump and
transfer fuel from lowest point of the wing to the sump area.
Crossfeed Valve
Two motor-driven crossfeed valves, normally closed, isolate the right wing and left wing fuel systems. They
are electrically operated by a selector switch on the pilot’s left instrument panel. Valve opening or closing is
indicated by momentary illumination of a green INTRANSIT light near the selector switch. When the valves
are open, fuel flow can occur from either tank to the opposite wing fuel system.
Filter
One filter is installed in each engine fuel supply line of each wing fuel system. The filter incorporates a
differential pressure switch which illuminates the FUEL FILT BYPASS L/R annunciator to warn of an
impending filter bypass. If the annunciator illuminates, the filter must be inspected after landing to determine
the cause of the contamination which blocked the filter.
SHUTOFF VALVES
Firewall
Electrically operated motor-driven firewall shutoff valves, one in each engine fuel supply line, are controlled
by the red ENG FIRE switchlights on the glareshield. Normally, the valves are to be closed only in the event
of engine fire. When both the fuel and hydraulic firewall shutoff valves are closed, the applicable amber F/W
SHUTOFF L/R annunciator will illuminate.
NOTE
If an engine is shutdown in flight for reasons other than fire, the valve must be left open and the fuel boost
pump operated to prevent damage to the engine-driven fuel pump.
Motive Flow
One solenoid-operated motive-flow shutoff valve in each wing fuel system controls motive-flow fuel from the
engine-driven pump to the primary ejector pump. The valves are normally open. During crossfeed
operation, the valve of the tank receiving fuel closes when crossfeed is selected. There is no direct
indication of valve position.
Manual Shutoff Valve
A manual shutoff valve is provided in each wing fuel system. The normally open valve, located in the lower
dry bay area, is for maintenance use only and is not accessible in flight.
CONTROLS

Controls for the fuel system are located on the pilot’s instrument panel (Figure 5). The LH and RH FUEL
BOOST pump switches control the electrically driven boost pumps. Each switch has positions labeled
NORM–OFF–ON. During normal operation of the fuel system, the NORM position is selected. In this
position, the boost pump operates automatically during engine start, crossfeed operation, or when low fuel
pressure is sensed in the engine fuel supply line. If the throttle is in cutoff, the boost pump will not come on
automatically for a low fuel pressure condition, even though the switch is in NORM.
When the switch is in the OFF position, the boost pump operates automatically for
engine start and when crossfeed is selected from that tank. In the ON position, the
pump operates continuously.
The CROSSFEED selector has three positions labeled LH TANK–OFF–RH TANK

(Figure 5). Moving the selector out of OFF to either of the operating positions
selects the tank from which fuel is to be taken and the engine and tank to be
supplied.
Detailed operation of the fuel system during normal and crossfeed operation is
presented under OPERATION later in this chapter.
INDICATING SYSTEM
Quantity Indication
The fuel system has a capacitance-probe quantity indicating system which

compensates for changes in density caused by temperature changes. Each tank
contains five probes that supply quantity information to the dual indicating FUEL QTY
indicator on the center instrument panel.
The indicator operates on main DC power through LH and RH FUEL QTY circuit
breakers in the cockpit. Power loss to either scale of the indicator is indicated by
illumination of a red OFF flag at top of scale.
ANNUNCIATOR LIGHTS
There are five annunciator lights associated with the fuel system. The respective amber F/W SHUTOFF
LH–RH light illuminates when both fuel and hydraulic firewall shutoff valves close when the respective ENG
FIRE switchlight is depressed.
Depressing the ENG FIRE switchlight a second time opens the shutoff valves and extinguishes the F/W
SHUTOFF LH–RH light. The amber FUEL PRESS LO LH–RH light illuminates when fuel pressure drops
below 5 psi, and extinguishes at 7 psi increasing pressure.
The amber FUEL LEVEL LO LH–RH light, actuated by a float switch, illuminates when usable fuel in a tank
drops to approximately 169 to 219 pounds.
The amber FUEL BOOST ON LH–RH light illuminates any time a boost pump is energized.
A differential pressure of approximately 4 psi across the fuel filter on either engine will illuminate the amber
FUEL FILT BYPASS LH–RH light. This light indicates the filter has or is on the verge of bypassing, and the
elements must be inspected after landing.
In addition to the annunciator lights, the green INTRANSIT light illuminates when power is applied to open
(or close) the two motor-driven crossfeed valves and extinguishes when both valves are fully opened (or
closed).

OPERATION
Normal
Figure 7 illustrates the fuel system operation during engine starting. With the FUEL BOOST pump switch in
NORM, depressing an engine START button energizes the fuel boost pump, moving fuel through the
manual shutoff valve and firewall shutoff valve to the engine-driven fuel pump.
NOTE
During an engine start, illumination of the FUEL BOOST L/R annunciator light does not cause illumination
of the MASTER CAUTION reset light.
When the engine start terminates, the boost pump is deenergized (FUEL BOOST light goes out). Motive-
flow fuel from the enginedriven pump is directed to the primary ejector pump, which continues to supply fuel
for the engine-driven fuel pump. Flow from the engine supply line is also directed to the two transfer ejector
pumps which transfer fuel from the lowest point in the tank to the sump cavity. The crossfeed valves are
closed; therefore, each engine is being supplied from its respective wing tank.

The firewall shutoff valve is normally open; it can be closed by depressing the ENG FIRE switchlight in the
event of an engine fire. Valve closing is indicated by the illumination of the amber F/W SHUTOFF LH–RH
annunciator light.
A pressure switch illuminates the FUEL PRESS LO LH–RH annunciator if fuel pressure is too low. If the
FUEL BOOST pump switch is in NORM, the boost pump is energized as indicated by illumination of the
FUEL BOOST ON LH–RH annunciator. If the boost pump increases pressure in the supply line, the FUEL
LOW PRESS LH–RH light willextinguish. However, the boost pump will remain on once it has tripped on for
the low pressure condition.

CROSSFEED
Operating in crossfeed, either engine can be supplied from the opposite wing tank or both engines can be
supplied from the same tank.
As an example, placing the crossfeed selector to LH TANK electrically opens both crossfeed valves (green
INTRANSIT light is on during valve opening) and energizes the boost pump in the left tank (LH FUEL
BOOST annunciator illuminates) ( Figure 8). Three seconds later the right motive-flow shutoff valve is
energized closed. The time delay is built in to allow the crossfeed valves to open and stabilize pressure
before motive-flow pressure is shutoff from the right engine (prevents a lowpressure drop from triggering
the right boost pump).
Left tank boost pump supplies fuel to the left engine; it also supplies fuel to the right engine through the
open crossfeed valves. Since the motive-flow shutoff valve in the right fuel system is closed, motive-flow
fuel from the right engine-driven pump cannot flow to operate the primary ejector pump in the right tank.
Therefore, no fuel pressure from the right tank can oppose the crossfeed pressure from the left tank, and
both engines are being fed from the left tank.
A portion of fuel being crossfed from the left to the right fuel system is directed through the transfer ejector
pumps in the right tank to supply fuel directly to the right tank. Therefore, left tank fuel is also being
transferred to the right tank. Transfer rate is approximately 600 pounds per hour. Monitor the FUEL QTY
indicators on the center instrument panel (Figure 5-6) for fuel balancing. To verify that crossfeed is in fact
occurring, it is necessary to monitor the fuel quantity tapes to observe the quantity decreasing in the tank
selected and the quantity increasing in the opposite tank.
To terminate crossfeed and return the system to normal operation, move the crossfeed selector to OFF.
This immediately opens the right motive-flow shutoff valve. A few seconds later (time delay), the boost
pump is deenergized and both crossfeed valves commence closing (INTRANSIT light on as valves close).
When the INTRANSIT light extinguishes, the system is now back to normal operation, each engine being
supplied by its respective tank.
If electrical power fails during crossfeed operation, both crossfeed valves fail in the position attained at the
time of power loss. The motive-flow shutoff valves fail open. If both engines are operating, crossfeed
ceases since each engine pressure output is essentially equal.
NOTE

If both FUEL BOOST ON annunciators come on when crossfeed is selected, both boost pumps have been
energized and crossfeed cannot occur. Cycle the FUEL BOOST 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.

FUEL SERVICING
GENERAL
Fuel servicing includes those procedures necessary for fueling and checking for contaminants and
condensation in the fuel. Fueling is accomplished through flush filler caps, one on the outboard section of
each wing (Figure 9). Anti-icing additive use is mandatory for all Citation II airplanes.
SAFETY PRECAUTIONS
Refueling should be accomplished only in areas which permit free movement of fire equipment. Follow
approved grounding 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.
REFUELING
Approved fuels for operations of Citation II airplanes are listed in the Limitations and Specifications section.
FUEL LIMITATIONS
The following fuels are approved for use in accordance with Table 5-1.
COMMERCIAL KEROSENE JET A, JET A- 1, JP-5 and JP-8 per CPW 204 specification.
NOTE
JP-5 and JP-8 type fuels have antiicing additive preblended by the refinery.
Refer to Section III of the AFM, NORMAL PROCEDURES for blending and checking fuel anti-ice additives.
Boost Pumps-ON; when low fuel lights illuminate or at approximately 190 pounds or less indicated fuel. To
crossfeed, turn boost pump OFF on side opposite selected tank.

Maximum asymmetrial fuel differential for normal operations. . . . . . . . . . . . 200 pounds

Maximum emergency asymmetrical fuel differential . . . . . . . . . . . . . . . . . . . 600 pounds
NOTE
Flight characteristics requirements were not demonstrated with unbalanced fuel above 200 pounds.
Unusable Fuel
Fuel remaining in the fuel tanks when the fuel quantity indicator reads zero is not usable in flight.

CHAPTER 15
ENGINE SYSTEM

INTRODUCTION
This chapter deals with the powerplant of the CITATION II. In addition to the powerplant, this chapter also
describes suc related systems as engine oil, fuel and ignition, engine instrumentation, engine power control,
starting, and engine synchronization.
GENERAL
Thrust is provided by two aft fuselage-mounted turbofan engines manufactured by Pratt & Whitney Aircraft
of Canada Limited.
The JT15D-4 model engine is a lightweight twin spool, front turbofan, jet propulsion engine with a fulllength
annular bypass duct. Each engine develops 2,500 pounds of thrust in Static, standard day, sea level
conditions. The low compressor consists of a front compressor (fan) followed by a primary gas path booster
stage rotor. A concentric shaft system supports the high and low rotors. The inner shaft supports the fan
and booster stage and is driven by a two-stage turbine supported at the rear. The outer shaft supports the
high-pressure centrifugal compressor and is driven by a singlestage turbine.
Air entering the engine through the low compressor case and fan stage is driven rearward through
concentric dividing ducts. The air at the inlet of the bypass (outer) duct passes through a row of fan exit
stator vanes and flows rearward to discharge through the annular nozzle.
The inner duct features one row of inlet stator vanes immediately behind the fan, and a second row behind
the boost rotor. The second row of stator vanes guides primary air to the centrifugal impeller. The high-
pressure air from the impeller passes through a diffuser assembly, which returns flow direction to axial; the
air then passes around the combustion chamber liner.
The combustion chamber liner consists of an annular reverse flow weldment provided with varying sized
perforations that allow entry of compressed air. The primary combustion air enters the combustion chamber
liner and mixes with fuel. Secondary dilution air enters the liner downstream to lower the temperature and
smooth temperature peaks.
Fuel is injected into the combustion chamber by 12 dual orifice type nozzles, supplied by a dual manifold.
Two spark igniters that protrude into the combustion chamber liner ignite the mixture. The resultant gases
expand from the combustion chamber liner, reverse direction, and pass through the high-pressure
compressor turbine guide vanes to the highpressure compressor turbine. The turbine guide vanes ensure
that theexpanding gases impinge on the turbine blades at the proper angle, with maximum velocity and
minimum loss of energy. The still expanding gases pass rearward to the twostage low-pressure turbine and
associated guide vanes, then to atmosphere through the exhaust duct.
All engine driven accessories, with the exception of the N1 low-pressure rotor speed sensor, are mounted
on the accessory gearbox secured to the bottom of the intermediate case. The accessories are driven by a
tower drive shaft geared to the high-pressure rotor shaft (N2), passing vertically downward through the
intermediate case to mesh with a bevel gear in the accessory gearbox.
The N1 speed sensor is an electromagnetic pulse-type indicator located at the 12 o’clock position on the
intermediate case. The proximity of the probe to an integral toothed wheel on the LP compressor shaft
causes a pulse to be generated as the shaft rotates. The impulse is converted to an electrical signal by the
probe, then transmitted to the EEC via the engine wiring harness.
The engine oil supply is contained within the intermediate case and is located between the primary and
bypass flow passages. The oil tank is sealed at the rear by a separate diaphragm cover.

MAJOR SECTIONS
For purpose of explanation, the engine is divided into seven major section:
1 – Intake air
2 - Fan Assembly
3 – Compressor
4 – Combustion
5 – Turbine
6 – Exhaust
7 – Accessories

INTAKE AIR
This section includes the air intake and fan assembly. The air intake divides into two concentric ducts aft
the fan assembly. One duct forms a full-length bypass air duct, and the other duct is the inlet air duct to the
engine. A temperature probe called T1 is mounted in the intake air duct. It is anti-iced by bleed air
whenever the engine is operating.
FAN ASSEMBLY
The fan assembly consists of a nose cone, a fan stage, a single axial compression stage, and two sets of
stator vanes. The nose cone is continuously anti-iced by engine bleed air whenever the engine is operating.
The stator vanes aft the fan and forward of the axial compressor are anti-iced when engine anti-ice is
selected on.
COMPRESSOR SECTION
The compressor section extends from the low-pressure (LP) compressor case at the front of the engine
through the engine intermediate case and into the forward part of the gas generator case. The compressor
consists of two stages, a low-pressure rotor assembly (fan), associated stators, inlet guide vanes and a
highpressure (HP) centrifugal impeller and diffuser. A compressor bleed valve system is incorporated to
bleed high-pressure compressor air to the bypass duct, under certain flight conditions.
The low-pressure compressor, consisting of the nongeared fan and booster stage, is an axial compressor
unit functioning to compress and accelerate air rearward. The outer span section of the fan stage
accelerates a relatively large volume of air at a moderately low velocity into the bypass duct. The inner
section of the fan accelerates air rearward to the booster stage. This stage extends only to increase air
pressure and direct it to the high-pressure compressor.
The bypass ratio is the difference in air mass flow between the bypass duct and the engine core. This is
approximately 2,7:1; therefore, the fan contributes approximately two-tirds of the total thrust at sea level
(because, for example for every pound of aoir flowing through the engine core, 2,7 pounds flow through the
bypass duct).
The high-pressure compressor is a single-stage centrifugal compressor which receives airflow under
pressure from booster stage. It further increases the pressure and directs the airflow rearward.
COMBUSTION SECTION
The engine combustion section is comprised of the combustion chamber liner and the small and large exit
ducts. The large exit duct is secured at the forward end of the gas generator case. The small exit duct
locates with the high-pressure turbine stator assembly and the LP turbine stator support assembly. The
forward end of the combustion chamber liner locates with the small and large exit ducts, whereas the rear
end is located by support pins entered from the LP turbine stator support assembly.
Compressor discharge air is directed from the diffuser section and discharges into the combustion chamber
through metered holes, where it is mixed with fuel from the manifold and ignited. The expanding gases flow
forward into the exit duct where they are turned inward through 180 degrees, then through the HP turbine
stator vanes to the HP turbine.
Combustion Chamber
The reverse-flow combustion chamber liner is contained within the gas generator case. Twelve fuel nozzle
adapters are inserted equally around the domed end of the liner through floating washer housing
assemblies. Two similar housings at the 5 and 7 o’clock positions provide for insertion of spark igniters. The
floating housings allow liner expansion and contraction during engine operation.
A series of perforations allows air to enter the liner in a manner designed to provide the best fuel/air ratios
for engine starting and sustained combustion with minimum exhaust smoke. Airflow direction is controlled

by cooling rings. The perforations ensure uniform temperature distribution at the HP compressor turbine
inlet.
TURBINE SECTION
The engine incorporates a single stage HP turbine and a two-stage LP turbine, both arranged as a two-
spool concentric shaft system. The LP turbine drives the LP compressor through a common inner shaft and
the HP turbine drives the HP impeller through the outer shaft.
The high-pressure compressor and turbine assembly form the high pressure spool. The rpm of the high-
pressure spool is designated N2 or TURBINE.
The low pressure compressor and its turbine form the low-pressure spool. The rpm of the low-pressure
spool is designated N1 or FAN.
Each turbine stage is preceded by an inlet guide vane assembly that directs the gas flow to the turbine
blades at an angle that ensures the turbines are driven with maximum efficiency. The turbine disk faces and
the highpressure inlet guide vanes are aircooled by HP compressor (P3) discharge air.
The HP turbine rotates within a segmented shroud assembly. The HP turbine blades, together with the
preceding inlet guide vanes, are located at the combustion chamber exit in the gas generator case. The
low-pressure two-stage turbine assembly is positioned immediately to the rear of the HP turbine.
The gas flow from the combustion chamber is directed to, and expands through, the HP turbine, to rotate
the HP rotating assembly. The discharged gases next expand through the two-stage LP turbine, to rotate
the LP rotating assembly and are then are vented to the atmosphere through the exhaust system.
EXHAUST SECTION
The exhaust section combines the primary gas path and the bypass air exhaust and directs them into the
atmosphere. This equal and opposite reaction force propels the aircraft forward.
ENGINE DRIVEN ACCESSORIES
All engine-driven accessories, except the N1 (LP compressor) speed sensor, are mounted on the
accessory gearbox that is located on the bottom of the intermediate case. Gearbox-mounted accessories
are driven by a vertical drive shaft that is geared to the HP compressor rotor.
The drive shaft passes through a strut at the 6 o’clock position on the intermediate case and is splined at
both ends to engage bevel gears. The upper bevel gear meshes with the bevel gear on the HP compressor
rotor shaft and the lower bevel gear meshes with the bevel gear on the starter-generator drive shaft in the
accessory gearbox.
Two N2 speed sensor units, located in the accessory gearbox case (LH side), generate electrical pulses
when the teeth of the oil pump drive gear pass closely to the sensor pole pieces. An accessory starter-
generator mounts on the starter-generator pad of the housing, to provide and receive drive by means of a
coupling to the gearbox main shaft assembly. The fuel pump mounts on a pad located on the right of the
gearbox cover. The left-hand pad is spare and provides for the mounting of an airframe accessory e.g.,
hydraulic pump.

Lubrication System
The engine oil system is a closed cycle oil system whose major components are the oil tank, pressure
pump, scavenge pump, filter and screens, check valves, bypass valves, cooler, plumbing and galleys.
The oil access door on each nacelle provides access to the oil filler cap and oil filler neck. The engine
should only be serviced with oil meeting the requirements of Pratt Whitney Canada Service Bulletin
No.7001. If the oil system should become contaminated, it should be drained, flushed and filled with
approved engine oil.
The system capacity is 2.03 US gallons. Each engine oil system is monitored by two separate methods
(pressure and temperature) with indicators mounted in the instrument panel. There are also one warning
systems (low oil pressure) with light in the annunciator panel.
Oil Tank
The oil tank is an integral part of the intermediate case. The tank is provided with an oil filler-neck, dipstick
and cap assembly, which can be mounted to either side of the intermediate case. The oil level in the tank is
equal to the level in the filler-neck and is indicated by the dipstick. The tank vents to the intermediate case.

Pressure Oil System
Oil drawn from the tank by the pressure oil pump element is ducted through a check valve to the pressure
relief valve inlet of the oil filter assembly. The oil is then passed through the oil cooler, which is mounted on
the oil filter housing and the filter element, which, in the event of clogging, is bypassed by a valve. Oil
pressure in excess of specification pressure at the oil filter outlet opens the pressure regulating valve and
some of the oil is bypassed and ducted externally through a second check valve to the oil pressure pump
inlet.
An external transfer tube routes oil to a boss located in the 5 o’clock position at the rear of the engine, and
an internal transfer tube takes the oil to the No. 4 bearing housing. In the No. 4 bearing housing, part of the
oil is passed through two calibrated lubrication nozzles that spray the No.4 bearing cage and rollers.
Pressure oil is also directed through a central port in the bearing housing cover directly into the intershaft oil
transfer tube.
A second external transfer tube routes oil to a boss in the 4 o’clock position on the intermediate casing, to
provide lubrication for the Nos. 1, 2 and 3 bearings. An internal transfer tube located between the oil filter
housing and the accessory gearbox routes pressure oil to the gearbox for gearbox bearing lubrication.
Scavenge Oil System
The function of the scavenge oil system is to return used oil to the tank. This is achieved by allowing the oil
from Nos. 1, 2, 3 and 3-1/2 bearings to drain into the accessory gearbox. The No.4 bearing scavenge oil is
pumped by a separate pump element in the oil pump assembly.
The scavenge oil returns to the accessory gearbox and collects in a sump at the bottom of the housing.
Sump oil is pumped out by a separate and larger scavenge pump element. This pump element returns
gearbox-scavenged oil to the oil tank. Scavenge oil is returned to the oil tank through an external transfer
tube on the left-hand side of the engine.
Breather System
Breather air from the engine bearing compartments and from the accessory gearbox is vented overboard
through an impeller-type centrifugal breather installed in the accessory gearbox. The bearing compartments
are connected to the accessory gearbox by cored passages and existing scavenge oil return lines.
Oil Filter
The oil filter housing assembly is mounted on the accessory gearbox, on the right side of the engine. The
housing contains the 10-micron oil filter that may be cleaned and reused. Oil passes from the outside of the
filter to the center and then out through the housing at the top. In the event that the oil filter becomes
blocked, the bypass valve in the housing will open, allowing unfiltered oil to pass through to the engine. A
plug at the bottom of the cover allows the filter assembly to be drained before removal.
The two check valves in the system close under spring loading to prevent gravity oil flow when the engine is
not running and also allow oil system components, such as the oil filter and external transfer tubes
downstream of the check valves, to be removed for servicing without draining the oil tank. A spring-loaded
piston type valve that operates in a ported sleeve regulates engine oil pressure.
The valve senses oil pressure downstream of the filter and all excess oil in excess of the regulated pressure
is returned directly to the tank.

Centrifugal Breather
Air from the engine bearing compartments and the accessory gearbox is extracted from the air/oil mist and
vented overboard through the impeller- type centrifugal breather. The breather is mounted on the main
shaft assembly of the gearbox. The pressure difference between the air in the gearbox and the ambient
atmosphere causes the air/oil mist in the gearbox to flow radially inward through the impeller.
As the mist passes through the impeller, the oil particles adhere to the vanes and are thrown radially
outward by centrifugal force. The relatively oil free air passes through the hollow main shaft to a breather
adapter, mounted at the rear on the gearbox cover. An airframe- supplied overboard vent line must be
connected to the gearbox breather adapter.
Oil Cooler
The oil cooler is secured to the oil filter and relief valve housing located on the intermediate case at the
right-hand lower side of the engine. The cooler is essentially an oil-to-fuel heat exchanger and is considered
adequate to handle all the cooling requirements of the engine. For this reason it is not necessary to install
an oil cooler in the airframe. The oil cooler consists of an assembly of passages for oil flow surrounding a
separate fuel flow chamber core. Hot engine oil is channeled through passages surrounding the fuel
chamber core.
Pressure fuel from the HMU circulates through the tubes within the core and absorbs heat from the engine
oil through the core walls. During the heat exchange, engine oil is cooled before it is distributed back into
the engine bearings and the accessory gearbox.

Oil Indicating
Oil pressure is sensed by dual transmitters within the system. A pressure transducer sends the input to a
dual vertical tape gage on the center instrument panel. The gage is calibrated in psi. a pressure activates
an L or R OIL PRESS LO light.
The oil pressure indicating system is powered from the main DC electrical system. A red OFF flag appears
at the top of gage scale when DC power is noit available to the gage.
An oil pressure switch also senses oil pressure. The switch contatcts will close and power a red annunciator
labeled L or R OIL PRESS LO when oil pressure decreases below 35 psi.
Oil temperature is sensed by a resistance bulb, then transmitted to a dual-scale vertical tape gage on the
center instrument panel. The scales are calibrated in degrees Celsius and require main DC power. A red
OFF flag appears at top of the scale when DC power is not available.

FUEL SYSTEM
Engine Fuel and Control System
The engine fuel distribution system is comprised of fuel feed lines, a fuel control unit (FCU), a step
modulators, flow divider, emergency shutoff valve, 12 spray nozzles, two fuel manifolds and motive flow
pressure lines.
Fuel feed lines supply fuel to the engines. After routing through the HMU, the fuel returns as motive flow to
the jet pump that raises the pressure of the fuel to a level capable of gathering and supplying fuel even
during low fuel conditions.
If a fire breaks out in either engine area, the materials used in the construction of the firewall, hoses, fittings
and lines are capable of with standing the excess temperature until the fire extinguishing system can be
activated.
The engine fuel supply is controlled by a Hydromechanical Metering Unit (HMU). The HMU determines the
proper fuel schedule for engine steady-state operation, acceleration and deceleration.
The FDV separates the metered fuel flow from the HMU between the primary and secondary fuel manifolds.
It also provides the minimum back pressure on the fuel control that is required for proper metering head
regulation. A dump valve, sensitive to primary manifold flow, serves to drain both manifolds overboard after
shutdown.

Fuel Pump and Filter
The engine-driven fuel pump is mounted on and driven from the engine accessory gearbox. It is a two-
stage low-pressure and highpressure pump. The pump housing contains a 74-micron inlet screen with an
internal bypass feature, and a 10-micron disposable element discharge filter with a bypass valve. Should
the inlet screen on the pump, become restricted, the increased pressure drop across the screen will cause
it to unseat, allowing unfiltered fuel to enter the pump element. Similarly, obstructions to the discharge filter
will open the bypass valve allowing pump delivery fuel to bypass the filter. At the same time, a pressure
switch on the filter will illuminate either the LH or RH FUEL FLTR BYPASS annunciator. Pressure switches
will illuminate the appropriate LH or RH FUEL LOW PRESS annunciator, if any decrease in fuel pressure is
sensed. The pressure switch will also activate the boost pump if the boost pump switch is in AUTO.
Fuel Control Unit (FCU)
The FCU is hydromechanical and consists of a computing section, a governing section, and a metering
section. Five parameters are sensed by compunting section: (1) p3 or compressor discharge pressure, (2)
PA or ambient pressure, (3) T1 or compressor inlet temperature, (4) N2 rpm, and (5) throttle eposition.
The governing section senses N2 rpm and throttle position and modifies the signals transmitted by
computing section to metering section. The resultant of these signals determines the position of the fuel
metering valves and, consequently, the volume of fuel delivered to the combustion chamber.
Step Modulator
An electrically controlled step modulator on the FCU increases fuel scheduling whenever the ignition
system is operating, thus ensuring efficient engine acceleration.
Step modulator response may be checked through ITT and N1 indications, both of which will increase when
the ignition is turned on.
Flow Divider Valve (FDV)
The FDV divides the metered fuel flow between the primary and secondary manifolds as a scheduled
function of primary fuel pressure. It also provides the minimum back pressure on the fuel control that is
required for proper metering head regulation. A drain valve serves to drain the residual manifold fuel into a
fuel collector whenever the engine is shut down. The collected fuel is returned to the associated wing fuel
tank during subsequent engine start.
Emergency Shutoff Valve
The primary and secondary fuel supplies from the flow divider pass through a normally open emergency
shutoff valve. This valve is operated mechanically by aft movement of the low-pressure compressor rotor
shaft beyond 0.070 inch. It will automatically shut the engine down if, for example, such movement is
caused by failure of the low-pressure compressor rotor shaft, thus preventing an uncontrollable overspeed
of the N1 turbines.
Fuel Manifolds and Nozzle
The fuel manifold delivers metered fuel from the flow divider valve to the primary and secondary passages
in the 12 dual orifice-type fuel nozzles. The manifold consists of 12 adapter assemblies, one of which is an
inlet adapter, interconnected by transfer tubes. The inlet adapter incorporates an integral section that
houses components of an automatic fuel shut-off valve. A fuel manifold adapter houses each dual orifice
fuel nozzle. The manifold adapters project the nozzle assemblies through the low-pressure turbine stator
support assembly into the combustion chamber liner.

Fuel Flow Indicating
The engine fuel flow rate indicating system is provided for both engines and consists of two transmitters,
two flow indicators. A flowmeter senses metered fuel flow downstream of the FCU and displays fuel flow in
pounds per hour on a dual vertical tape gage on the center instrument panel. The fuel flow gage is
calibrated in pounds per hour from 0 to 2000.
The power source for fuel flow indicator is main DC power. A red OFF flag appears at the top of gage scale
when DC power is not available.

Engine Ignition Systems
The engine ignition system is a high energy- type capable of quick lightups over a wide temperature range.
An identical system is provided for each engine. The engine ignition system consists of two engine-
mounted ignition exciter boxes, shielded cables, and two igniters plugs mounted in the combustion
chamber. (On UNs 002 through 0470 not modified by SB550-74-1, a single exciter box is provided for high-
energy output to both spark plugs). The system is energized from the airplane nominal 28-volt DC supply
and will operate in the 9 to 30-volt range (airplane supply drops to about 10V DC during battery start). The
system is capable of continuous operation if required by flight conditions.
Ignition operation is divided into automatic and selective phases.
Automatic ignition is available during engine starting. It is terminated automatically when the start sequence
is terminated. Ignition also automcatically activates when engine anti-ice is selected on. Selective ignition is
a continuous operation selected by pilot.
Anytime the ignition circuit is powered, the step modulator of the FCU is also activated.
Ignition Exciter
The ignition exciter generates the high voltage electrical energy required to ignite the fuel/air mixture in the
engine combustion chamber. The unit is energized only during the engine starting sequence to initiate
combustion in the combustion chamber. The exciter transforms the DC input to a pulsed high voltage output
through solid state circuitry, a transformer and diodes.
Ignition Cable

The two individual ignition cable assemblies carry the high voltage electrical energy output from the ignition
exciter to the enginemounted spark igniters. Each cable assembly consists of an electrical lead contained in
a flexible metal braiding. Coupling nuts at each end of the assembly facilitate connection to respective
connectors on the ignition exciter and spark igniter.
Switching
Ignition switching is that portion of the ignition system that provides a means of rendering the electrical
power supply to the ignition units inoperative. This includes items such as control switches, relays, wiring,
etc.
Thrust Lever Cutoff Switch
The thrust lever ignition cutoff microswitches are located on the thrust lever quadrant in the center pedestal
control panel and are actuated by movement of the thrust levers. The switches are adjustable and remain
closed throughout the range of thrust lever movement, except in the CUTOFF position.
Engine Anti-Ice Switch
The ENGINE ANTI-ICE switches are located on the overhead switch panel. With the IGNITION switches in
STBY, actuation of either ANTI-ICE switch provides continuous 28V DC power through the thrust lever
cutoff switch to the associated engine ignition exciter.
Ignition Switch
Ignition is controlled primarily by a two-position switch for each engine. They are located on the pilot’s
switch panel and marked ON and NORM .
When the IGNITION switch is at NORM, automatically ignition will occur during engine starting when
START button is pushed and the associated throttle is moved from the cutoff position(at 8% to 10% rpm).
Ignition power, in this case, is supplied from the hot battery bus through a throttle-operated microswitch.
Ignition and starter operation both terminated by a speed-sensing switch on the starter-generator( or a
motive flow pressure switch on earlier models) when engine self-sustaining speed is achieved.
Selecting the IGNITION switch to ON provides continuous ignition regardless of the position of throttle. In
this case, the left engine ignition power is supplied by the right crossover bus, and the right engine ignition
power is supplied from the left extension bus. The circuit breakers are located on the pilot’s circuit breakers
panel. When the switch is at NORM, turning on a engine ANTI ICE switch will also provide continuous
ignition for the selected engine. DC power is supplied from the same sources as previously described for
the IGNITION switch.
NOTE
The IGNITION switch must be on for all takeoff and landing operations and during flight in heavy
precipitation, heavy turbulence, stalls, or during emergency descents.
Ignition Operation Light
A green indicator light is located above each ignition switch. These lights illuminate whenever the
associated ignition system is powered. These lights do not indicate that the associated ignition exciter is
operating or that the plug is firing.

Engine Controls
Engine controls are also known as thrust controls, engine power controls or power controls. They are linked
to the engine fuel control by a system of cables and bell cranks. Similar systems are symmetrically provided
for the left and right engines.
Power Controls
The engine control system consists of a lever base assembly, two bellcrank assemblies and two engine
control cable assemblies for each engine.
Two thrust levers assembled in the lever assembly are located on the center pedestal control panel A
forward engine control cable connects to the forward bellcrank under the lever base assembly and routes
under the cabin floor to an aft bellcrank mounted on the forward face of the aft engine pylon carry-through.
The aft engine control cable connects to the bellcrank and routes through the pylon and connects to the fuel
control lever of the Hydromechanical Metering Unit (HMU) on the engine.
The lever base assembly consists of two thrust levers, a flap control lever, a friction lever, two guide
assemblies and a shaft assembly.
The thrust lever is manually operated to obtain the desired engine power. Angular displacement of the
thrust lever is converted to stroke displacement of the cable connected to the fuel control lever in the
engine.
When the thrust lever is moved forward, the engine thrust increases and when moved aft, the engine thrust
decreases. Throttle travel is form full aft or cutoff, through idle to full forward position 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 cutoff position
A friction lever is right side of pedestal to the thrust lever to prevent lever movement when both are set.
Thrust reverser control levers are piggyback mounted on each throttle. The throttle is mechanically
connected to a power lever on the FCU.

Engine Synchronizer
The synchronizer principle is based on a master engine and a slave engine to automatically synchronize
the speeds of the fans or turbines of the left and right engines. The speed of the slave (right) engine will
follow changes in the speed of the master (left) engine over a predetermined limited RPM range. This
limited range in synchronizing prevents the slave engine from losing more than a fixed amount of RPM in
case the master engine is shut down while the synchronizer is in the FAN or TURB position. Normal RPM
setting and procedures are unchanged.
The engine synchronization system consists of CONTROLLER, ENGINE SYNC switch and ENGINE SYNC
ON operation light. The engine EEC is installed on the engine top.
Prior to enganging the synchronizer, the engine should be manually synchronized with the throttles to within
1,5%. When power changes are desired, the system should be turned off, the power adjustment made, and
system reengaged. The system must also be off during takeoff, approach and landing, and single-engine
operation.
The synchronizer functions to reduce the characteristic out-of-sync beat of turbines engines, consequently
providing a quiter cabin for maximum passenger comfort.
The operation of synchronization is established by the selection of the ENGINE SYNC switch on the center
pedestal control panel. Assuming both thrust meter readings are identical at time of selection, the slave
engine's speed will reduce with consequent reduction in power meter indication. The change should be in
the order of 1.0%.
Turning the switch off permits the controller to run the actuator (located in the right nacelle) to a null or
center position.
The system is turned on by the pilot when desired after takeoff. The tach generators (turbine or fan) supply
rpm signals to the synchronizer controller. The controller computes the error difference of the selected
(turbine or fan) inputs and transmits an output signal to the actuator in the right nacelle, which, in turn,
adjusts the right FCU to synchronizer the rpm to that of the left engine.

Starter System
The starter and electrical generator are combined into a single unit. The starter-generator is mounted on the
forward center pad of the engine accessory gearbox of each engine. An integral fan that pulls air through
the starter-generator accomplishes ground cooling of the startergenerator.
During forward movement of the airplane, cooling ram air enters the front and exhausts overboard at the
rear of the starter- generator.
Engine starting (cranking) is a semiautomatic operation. Once power is applied to the airplane and the ENG
START button is actuated, the starter-generator operates as a starter until engine speed (N2) reaches
approximately 35% to 40% RPM. At this time, the starter ceases to turn the engine and power is
automatically removed from the starter by the generator control unit. As engine RPM increases, the starter-
generator begins to function as a generator.
The generator output is automatically connected to the DC bus system when the ENG START SELECT
switch is placed in the OFF position.
The 28V DC, 400-ampere startergenerator units are utilized for starting the engines and to generate DC
power for airplane electrical systems.
The starter-generators both function with a generator control unit (GCU). The GCU provides the regulation,
control, and protective functions required for overall electrical system operation.
The starter portion of the starter-generator operates from electrical power supplied by the airplane battery,
external power, or by generator assist. An electrical terminal block and receptacle is located on the starter-
generator housing for electrical power connections. The startergenerator drive shaft is splined to match the
output shaft of the engine accessory gearbox. A drive coupling with a shear section is incorporated in the
starter-generator between the drive spline and the armature to prevent damage to the accessory gearbox.
Engine Starting Modes
Engine starting is divided into ground starts and air starts.
Ground Starts
Ground starts are divided into battery starts, generator-assisted starts, and external power starts.
Battery Start
During a battery start, the BATTERY switch must be ON with the battery supplying a minimum of 22 volts.
Momentarily press the respective ENG START button, then release. Verify illumination of the ENG START
button and the BOOST PUMP light and monitor N2 RPM. At 8% N2 RPM, move the thrust lever to IDLE
and check that the IGNITION operation light illuminates. Monitor N1, N2, ITT, and oil pressure during start.
Generator Assisted Start
Because the external power unit is automatically taken off line when a generator comes on the line, the
second engine start is normally powered by the battery with the operating generator assisting even though
external power is connected. The only difference between a generator assisted start and a battery only start
is that the operating engine must have the MASTER GEN switch in the NORM position, GEN RESET
switch in the NORM position and the engine N2 set at 52 to 54%.

External Power Starts
The GEN RESET switch of the operating engine must be turned OFF to start the second engine with
external power. If the associated GEN RESET switch is in the NORM position following a start of the first
engine, the generator will be automatically connected to the bus system and the external power unit will be
disconnected when the start select switch is placed to OFF.
Air Starts
Air starts are divided into two modes:
■ starter-assisted air starts and

■ windmilling air starts.
All air starts must be performed within specific airspeed/altitude limits in accordance with the air start
envelope in the FAA Approved Airplane Flight Manual.

ENGINE INDICATING SYSTEMS
The engine indicating systems provide the visual indications of engine performance throughout the engine's
operating range. The instruments, located on the instrument panel, are arranged according to the
importance of each indication. The engine indicating systems consist a horizontal row of gages on the top
of the center instrument panel. From left to right these gages are N1 or fan rpm, interturbine temperature or
ITT, N2 or high-pressure compressor rpm (identified as turbine), oil temperature, and oil pressure.
Power
Indications relating to power or thrust are fan speed (N1) and turbine speed (N2) percentage displays for
each engine. The operation and instrumentation of the two systems are quite similar. Each system consists
of two indicators (LH and RH) and two tach-generators (LH and RH). The power indicating system is
interfaced with the engine synchronizing system.
Fan Speed (N1) Indicating
The fan speed (N1) indicating system consists of an indicator and speed sensor for each engine. The N1
speed sensor is located on a the top side of the compressor case.It is driven by theh low-pressure
compressor rotor shaft, and is output is amplified and displayed on a vertical tape on the dual scale gage. A
three digit lighted display is also provided below each vertical tape.
This indexer is set by the flight crew as a reminder for optimum flight performance based on airplane flight
manual performance data. N1 is the primary thrust indicator for the J15D-4 engine. All engine power
settings are made with reference to N1.
Normal power supply for the N1 gage is main DC power. When electrical power is not available to the gage,
the lighted display will not be available.
NOTE
Loss of electrical power results in loss of the amplifier circuit and the lighted displays. The vertical tape will
still receive tach generator output and provide accurate indication of fan rpm when the engine RPM is in
excess of 50% N1.

Interturbine Temperature Indicating (ITT)
ITT is a computed synthetic readout. Exhaust temperature is sensed by six 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 of the fan and three ate the aft end of the bypass duct).
A trim resistor in the thermocouple system is test cell adjusted. The ITT readout is the resultant of adding
three times the temperature rise in the bypass duct to the trimmed value of the thermocouple output.
Consequently, this system provides an accurate indication of engine combustion temperature under all
operation variables such as forward speed, altitude, and power setting. The computed temperature is
displayed by vertical tapes, and the scale is calibrated in degrees Celsius. An OFF flag the top each scale
is in view when electrical power is not available. The electrical power source is a described earlier N1
indication.
Turbine Speed (N2) Indicating
The turbine speed (N2) indicating system consists of an indicator and N2 speed sensors for each engine.
The N2 speed sensor (tach generator) is mounted on the engine accessory gearbox. The turbine speed
indicator is a dual lighted indications on the turbine gage located below the fuel gage.
Power failure will produce loss of the lighted display. A red light below each lighted readout will come on
(and, in conjunction, the digital display will flash) if N2 rpm exceeds 96%. The power suplly for the lighted
displays is as explained earlier for N1 rpm.

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CITATION II C-550

Cap 1 - Aircraft General 3

Cap 2 – Warning System 17

Cap 3 – Electrical System 24

Cap 5 - Air Conditioning 48

Cap 9- Landing gear 91

Cap 10 - Flight Controls 105

Cap 11 – Ice and Rain Protection 116

Cap 12 – Fire Protection 131

Cap 13 – Avionics System 136

Cap 14 – Fuel System 150

Cap 15 – Engine System 161

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Figure 1-1. Cessna Citation 550

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The nose baggage doors incorporate two mechanical

When both nose compartment doors are closed, and the

A locking mechanism on each door holds the door in the fully

Various sight indicators are located on the aft bulkhead of the

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Figure 1-7. Flight Compartment

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ENTRANCE DOOR AND EMERGENCY EXIT

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Figure 1-11. Emergency Exit

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TAIL CONE COMPARTMENT

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MASTER WARNING LIGHTS (RED)

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Figure 4-1. Test Selector Switch

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AUDIO WARNING SYSTEM

RED—Flashes when AMBER—Flashes while airborne

RED—Flashes when left AMBER—Steady for approximately

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AMBER—Steady if fuel MASTER CAUTION lights will

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AMBER—Steady if the AMBER—Steady for 5 seconds.

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Before connecting an external power unit, the voltage of the

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• Ignition, start only

• Voltmeter—Battery voltage (battery switch in BATT or EMER), left/right generator voltage

• Emergency Bus (battery switch, EMER)

• Emergency Nicad battery pack (Generators or GPU on line)

Emergency bus items are the following:

• Copilot’s HIS (DG2)

• Cockpit overhead speakers (AUDIO 1 and 2)