C550 PTM V2 PDF
C550 PTM V2 PDF
C550 PTM V2 PDF
international
CITATION II
PILOT TRAINING MANUAL
VOLUME 2
AIRCRAFT SYSTEMS
SECOND EDITION
NOTE:
For printing purposes, revision numbers in footers occur at the bottom of every page
that has changed in any way (grammatical or typographical revisions, reflow of pages,
and other changes that do not necessarily affect the meaning of the manual).
iii
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained
from the aircraft manufacturer’s Airplane Flight Manual, Pilot Manual and Mainten-
ance Manuals. It is to be used for familiarization and training purposes only.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our
training program.
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION .................................................................................................................. 1-1
GENERAL ............................................................................................................................. 1-2
STRUCTURES ....................................................................................................................... 1-2
Nose Section ................................................................................................................... 1-2
Flight Compartment ........................................................................................................ 1-5
Entrance Door and Emergency Exit ................................................................................ 1-7
Cabin ............................................................................................................................... 1-9
Wing ................................................................................................................................ 1-9
Tail Cone Compartment ................................................................................................ 1-11
Empennage .................................................................................................................... 1-12
SYSTEMS ............................................................................................................................ 1-12
Electrical System .......................................................................................................... 1-12
Fuel System ................................................................................................................... 1-12
Engines .......................................................................................................................... 1-12
Ice Protection ................................................................................................................ 1-12
Hydraulic System .......................................................................................................... 1-12
Flight Controls .............................................................................................................. 1-13
Environmental Control .................................................................................................. 1-13
Avionics ........................................................................................................................ 1-13
PUBLICATIONS .................................................................................................................. 1-13
ILLUSTRATIONS
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems
installed in the Cessna Citation II. The information contained herein is intended only
as an instructional aid. This material does not supersede, nor is it meant to substitute
for, any of the manufacturer’s maintenance or operating manuals. The material presented
has been prepared from current design data.
Chapter 1 covers the structural makeup of the airplane and gives an overview of the systems.
A comprehensive pictorial walkaround of the airplane can be found in the Walkaround
section. A display of all annunciator and other light indications is located in the
Annunciator section and should be folded out for reference while reading this manual.
Review questions are contained at the end of most chapters. These questions are included
as a self-study aid, and the answers can be found in the back of the book.
GENERAL STRUCTURES
The Citation II is certified in accordance with The Citation II (Figure 1-1) is a pressurized
FAR Part 25 airworthiness standards for the low-wing monoplane. Two Pratt and Whitney
Model 550 and with FAR Part 23 for the Model Aircraft of Canada, Limited, JT15D-4 turbo-
551 and utilizes the fail-safe construction con- fan engines are pylon-mounted on the rear
cept. It combines systems simplicity with ease fuselage.
of access to reduce maintenance requirements.
Low takeoff and landing speeds permit oper- Figure 1-2 shows a three-view drawing of the
a t i o n a t s m a l l a n d u n i m p r ove d a i r p o r t s . Citation II, containing the approximate exte-
Medium bypass turbofan engines contribute to rior and cabin dimensions.
overall operating efficiency and performance.
The distances required for a braked taxi
The minimum crew requirements for opera- turnaround can be seen in Figure 1-3.
tions in the Model 550 are one pilot and one
copilot. The Model 551 (Citation II) may be
flown by one pilot in the left seat with the fol-
NOSE SECTION
lowing provisions: an autopilot with approach The nose section is an unpressurized area con-
coupling, a flight director, a boom micro- taining the avionics compartment, an equip-
phone, and a XPON IDNT switch on the pilot’s ment area, and a baggage storage area. The
control wheel. The pilot-in-command must avionics area is accessible through a remov-
have a Citation type rating and meet the re- able radome, whereas the baggage compart-
quirements of FAR 61.58 for two-pilot oper- ment (Figure 1-4) has two swing-up doors
ation or FAR 61.56 for single-pilot operation hinged in the center.
(Model 551 only). The copilot shall possess
a multiengine rating and meet the require- The nose baggage doors each incorporate two
ments of FAR 61.55. mechanical locks and one key lock. The door
locking system operates a microswitch in each
CAUTION
CLOSED
OPEN
INTERIOR
Figure 1-8. Pilot’s Foul Weather Window
Figure 1-9. Entrance Door, Pins, Interior Handle, and Latch Release
An emergency exit, located opposite the en- pilot must ensure this pin is removed prior to
trance door on the right side of the fuselage flight. Both the cabin entrance door and emer-
(Figure 1-11), opens inboard. It is a plug-type gency exit door can be opened from either
door installation and has a provision for in- outside or inside the airplane. The emergency
serting a locking pin to prevent unauthorized exit door is not connected to the door warning
entry while the airplane is on the ground. The circuit.
CABIN
The cabin extends from the forward to the aft
pressure bulkhead and measures approximately
20.9 feet in length, 5 feet in width, and 5 feet
in height. The cabin baggage compartment is
located aft of the rear seats and has a capac-
ity of 600 pounds. Figure 1-12 shows the var-
ious interior arrangements.
WING
The wing is of all-metal construction and is
made up of two wing panels attached to two
30-inch wing stubs which are part of the fuse-
lage carry-through structure. Speedbrakes and
flaps are also on each wing (Figure 1-13).
INTERIOR
All of the wing forward of the rear spar, ex- TAIL CONE COMPARTMENT
cept the main gear well area, is sealed for fuel
containment. The right and left integral wing The tail cone compartment is an unpressurized
fuel tanks normally supply fuel to their re- area and contains the major components of
spective engine. However, through cross- the hydraulic, environmental, electrical dis-
feeding, either tank may feed its own or both tribution, flight controls, and engine fire ex-
engines. tinguishing systems. Access is through an
entrance door on the left-hand side of the fuse-
The leading edge of the wing has two sections lage below the engine (Figure 1-14).
protected against ice buildup. The wing lead-
ing edge forward of the engines is electri- The tail cone compartment door is secured at
cally heated and anti-iced while the remainder the top by two mechanical latches and is hinged
of the leading edge is deiced by inflation of at the bottom.
rubber deicer boots with engine bleed air.
There is also a rubber stall strip attached to A microswitch, operated by the key lock, is
the inner portion of the booted section to ac- connected to the DOOR NOT LOCKED warn-
centuate the prestall buffet. ing circuit. A light switch on the forward edge
of the door opening is powered from the hot
The ailerons and electrically operated wing battery bus and provides illumination of the
flaps are attached to the rear of the wings. tail cone area for preflight inspection pur-
Hydraulically operated speedbrake panels are poses. A microswitch installed in the door
located on the upper and lower surfaces of the track will extinguish the light when the door
wing near the outboard end of the flaps. is closed if the manual switch is left on.
HYDRAULIC SYSTEM
Engine-driven hydraulic pumps supply pres-
sure for operation of the landing gear, speed-
brakes, and optional thrust reversers through
an open center system. The main gears are
equipped with antiskid-controlled wheel
brakes, operated hydraulically from a separate
hydraulic system. Pneumatic backup is avail-
Figure 1-15. Empennage able for landing gear extension and braking.
CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL .............................................................................................................................. 2-1
DC POWER ............................................................................................................................ 2-2
Battery ............................................................................................................................. 2-2
Starter-Generators ........................................................................................................... 2-2
External Power ................................................................................................................ 2-2
Distribution ..................................................................................................................... 2-3
Control ............................................................................................................................ 2-8
Monitoring .................................................................................................................... 2-12
Protection ...................................................................................................................... 2-13
Operation ...................................................................................................................... 2-13
AC POWER—UNs 0550 AND SUBSEQUENT ................................................................. 2-13
General .......................................................................................................................... 2-13
Control .......................................................................................................................... 2-16
Monitor and Test ................................................................................................................... 2-16
Operation ...................................................................................................................... 2-16
AC POWER—UNs 0002 THROUGH 0505 ........................................................................ 2-17
General .......................................................................................................................... 2-17
Protection ...................................................................................................................... 2-17
Control .......................................................................................................................... 2-17
Monitoring .................................................................................................................... 2-17
ILLUSTRATIONS
Figure Title Page
2-1 Battery Location ...................................................................................................... 2-2
2-2 External Power Receptacle ...................................................................................... 2-2
2-3 External Power Circuit ............................................................................................ 2-3
2-4 DC Electrical System—UNs 0627 and Subsequent ................................................ 2-4
2-5 DC Elecrrical System—UNs 0550 through 0626 ................................................... 2-5
2-6 DC Electrical System—UNs 0002 through 0505 .................................................... 2-6
2-7 Generator Circuit ..................................................................................................... 2-7
2-8 Circuit-Breaker Panels—UNs 0627 and Subsequent .............................................. 2-8
2-9 Circuit-Breaker Panels—UNs 0550 through 0626 .................................................. 2-9
2-10 Circuit-Breaker Panels—UNs 0002 through 0505 ................................................ 2-10
2-11 DC Electrical Controls .......................................................................................... 2-11
2-12 Electrical Indicators and Battery Temperature Gage ............................................ 2-12
2-13 AC Controls ........................................................................................................... 2-16
2-14 AC Circuit-Breaker Subpanel ............................................................................... 2-16
2-15 AC Control Switch ................................................................................................ 2-17
CHAPTER 2
ELECTRICAL POWER SYSTEMS
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INTRODUCTION
This chapter provides a description of the electrical power system used on the Citation
II. Included is information on the DC and AC systems. The DC system consists of stor-
age, generation, distribution, and system monitoring. The AC system consists of gen-
eration, distribution, and system monitoring. Provision is also made for a limited supply
of power during emergency conditions in flight and connection of an external power unit
while on the ground.
GENERAL
Direct current provides the principal electric by working in parallel, share the system load.
power for the Citation II. Two generators are The hot battery and emergency buses are nor-
the primary power sources; as secondary mally tied to the main system, but may be
sources, battery or external power may also isolated to only the battery or external power
be used. Normal distribution of DC power sources. When the airplane is on the ground,
is via three left and three right buses con- an external DC power source (EPU) may be
nected by a tie bus. This arrangement allows used to supply electrical power to the buses.
either generator to power the entire system or,
power from the hot battery bus. This prevents panels, are two main extension buses, two
the airplane generators and the EPU from crossover buses, and the emergency bus.
applying power to the airplane buses simul-
taneously. The two main DC buses are normally powered
by the right and left generators and are tied to-
gether by the battery bus. They may also re-
CAUTION ceive power from the battery or an external
power unit.
Some external power units do not
have reverse current protection. If
The hot battery bus is always connected di-
the unit is turned off while connected
rectly to the battery. It may receive power
to the airplane, rapid discharge and
from an external power unit, and during normal
damage to the battery can result.
operation is powered from the generators.
Always disconnect the EPU from the
airplane when not in use.
The battery bus functions solely as a bus tie
which connects the hot battery, emergency
bus, and the two main DC buses, tying the
DISTRIBUTION four parts into one integral system.
Direct current is distributed throughout the
Citation II by nine buses (Figures 2-4, 2-5, and DC power from the engine-driven generators
2-6). Located in the main junction box inside is distributed to two main DC buses. The two
the tail-cone compartment are two main DC main DC buses are paralleled through the bat-
buses, the battery bus, and the hot battery bus. tery bus by two 225-ampere current limiters
Inside the cockpit, at the pilot’s circuit-breaker connecting each main bus to the battery bus.
Generator power is routed through the battery
ON
OFF
INVERTER 1 INVERTER 2
INVERTER
SWITCH
LH CB PANEL RH CB PANEL
*
EMER EMER
RH X OVER LH X OVER
75 75
CIRCUIT BREAKERS
CURRENT LIMITERS
80 80
GEN LH RH GEN
BAT OFF EMER
PWR PWR
OFF OFF
LH EMER RH
GCU V V V GCU
START 20 START
O'VOLT
BAT
EXT O'CURRENT LEGEND
PWR SENSOR HOT BATTERY AND
EMERGENCY BUS
BAT
DISCONNECT EPU LH MAIN POWER
RH MAIN POWER
ON
OFF
INVERTER 1 INVERTER 2
INVERTER
SWITCH
LH CB PANEL RH CB PANEL
EMER
RH X OVER LH X OVER
75 75
CIRCUIT BREAKERS
CURRENT LIMITERS
80 80
GEN LH RH GEN
BAT OFF EMER
PWR PWR
OFF OFF
LH EMER RH
GCU V V V GCU
START 20 START
O'VOLT
BAT
EXT O'CURRENT LEGEND
PWR SENSOR HOT BATTERY AND
EMERGENCY BUS
BAT
DISCONNECT EPU LH MAIN POWER
RH MAIN POWER
AC POWER
INV 1
INVERTER 1 INVERTER 2
OFF
LH CB PANEL RH CB PANEL
INV 2
EMER
INVERTER
SWITCH
RH X OVER LH X OVER
75 75
CIRCUIT BREAKERS
CURRENT LIMITERS
80 80
GEN LH RH GEN
BAT OFF EMER
PWR PWR
OFF OFF
LH EMER RH
GCU V V V GCU
START 20 START
O'VOLT
BAT
EXT O'CURRENT LEGEND
PWR SENSOR HOT BATTERY AND
EMERGENCY BUS
BAT
DISCONNECT EPU LH MAIN POWER
RH MAIN POWER
AC POWER
bus to the hot battery bus by a battery relay, position of the battery switch. On UNs 0002
and to the emergency bus via the battery bus through 0626, the emergency bus can be pow-
or the hot battery bus, depending on the ered by the hot battery bus only through the
emergency relay (Figure 2-7).
TO EMERGENCY
BAT BUS
GEN LH RH GEN
BAT OFF EMER
PWR PWR
OFF OFF
EMER
GCU V LH V RH V GCU
START 20 START
LEGEND
BATTERY POWER LH MAIN BUS POWER RH MAIN BUS POWER
TO
BAT EMERGENCY
BUS
GEN LH RH GEN
BAT OFF
PWR PWR
OFF OFF
EMER
GCU V LH V RH V GCU
20
START START
LEGEND
BATTERY POWER LH MAIN BUS POWER RH MAIN BUS POWER
From each main DC bus in the tail cone, an ex- In order to permit logical grouping of circuit
tension bus provides distribution of power to breakers (i.e., left and right fire detection), cir-
components through controls and circuit break- cuit connection is provided from the right or
ers in the cockpit. The left and right main ex- left main extension bus to the opposite circuit-
tension buses are located behind the pilot and breaker panel through the right and left
copilot circuit-breaker panels respectively crossover buses.
(Figures 2-8, 2-9, and 2-10).
2 2 2 2 2 2 2 5 5 721
15 721
2
ENGINE INSTRUMENTS
5 2 2 721
5 5 5 20 5 71 2 15 72 1 2 5
ENVIRONMENTAL ENGINE-FUEL
2 2 2 72 1
5 5 5 72 1
2 2 5 5 2 5
FLIGHT INSTRUMENTS WARNING
AC AOA SURFACE W/S WING RETATING SKID LH THRUST FLAP ANG OF ENGINE NOSE
INVERTER HEATER DEICE ALCOHOL INSP BEACON CONTROL REVERSER MOTOR ATTACK SYNC WHL RPM
15 LH BUS 71 2 5 5 5 5 20 71 2 15 5 2 2
NO. 1 NO. 2 NO. 3
NO. 1 ANTI-ICE
RH CB
75 75 75 LH EL LH CENTER RH EQUIP RH THRUST FLAP GEAR PITCH SPEED
PANEL START PANEL PANEL PANEL PANEL COOL REVERSER CONTROL CONTROL TRIM BRAKE
35 71 2 1 5 5 5 71 2 71 2 5 5 5 5
DC POWER LH BUS LIGHTS SYSTEMS
COMM NAV XPDR DME ADF AUDIO RH FAN RH RH TURB RH FUEL RH FUEL RH OIL RH OIL
1 1 1 1 1 1 WARN SPEED ITT SPEED FLOW QTY TEMP PRESS
721
3 3 3 3 3 ** 3 2 2 2 2 2 2 2
ENGINE INSTRUMENTS
COMM NAV XPDR DME ADF AUDIO FD EFIS EFIS 1 EHSI EADI DG RMI MFD MFD
2 2 2 2 2 2 1 1 CONT 1 1 1 1 SYM GEN DISP
71 2 3 3 3 3 3 5 1 5 5 5 2 72 1
5
5 5 5 71 2 71 2 2 3 5 1 5 5 5 2 5 71 2
AVIONICS DC
2 1 2 2 1 1 1 2 2 35
2 2 2 2 2 2 2 5 5 71 2 15 71 2 2
ENGINE INSTRUMENTS
2 5 2 2 71 2 5 5 15 20 5 71 2 15 71 2 2 5
ENVIRONMENTAL ENGINE-FUEL
2 2 2 2 71 2 5 5 5 71 2 2 2 5 5 2 2
FLIGHT INSTRUMENTS WARNING
AC AOA SURFACE W/S WING HOT SKID LH THRUST FLAP ANG OF ENGINE NOSE
INVERTER HEATER DEICE ALCOHOL INSP BEACON CONTROL REVERSER MOTOR ATTACK SYNC WHL RPM
25 LH BUS 71 2 5 5 5 5 20 71 2 15 5 2 2
NO. 1 NO. 2 NO. 3
NO. 1 ANTI-ICE
RH CB
75 75 75 LH EL LH CENTER RH EQUIP RH THRUST FLAP GEAR PITCH SPEED
PANEL START PANEL PANEL PANEL PANEL COOL REVERSER CONTROL CONTROL TRIM BRAKE
35 71 2 1 5 5 5 71 2 71 2 5 5 5 5
DC POWER LH BUS LIGHTS SYSTEMS
COMM NAV DME XPDR ADF AUDIO RH FAN RH RH TURB RH FUEL RH FUEL RH OIL RH OIL
2 2 2 2 2 2 WARN SPEED ITT SPEED FLOW QTY TEMP PRESS
71 2 2 3 2 3 3 3 2 2 2 2 2 2 2
ENGINE INSTRUMENTS
EFIS RMI DG
COMM NAV DME XPDR ADF AUDIO VOICE FD
1 1 1 1 1 1 PHONE AP DISP ADI ADV 2 2 2
71 2 2 3 2 3 3 5 71 2 1 5 5 3 1 3
20 2 1 15 5 5 71 2 71 2 5 5 2 3 1 3
EFIS
AVIONICS DC
NAV RMI/ADF HSI ADI GROUND VERT FD RH AC
2 2 2 2 PROX GYRO 2 2 AP START INVERTER
RH BUS
1 2 2 1 1 1 1 1 71 2 25
NO. 1 NO. 2 NO. 3
NO. 2
1 1 2 2 1 2 1 1 1 5 35
71 2 15 71 2 2 71 2 5 5 5 2 2 5
71 2 15 71 2 2 71 2 5 5 5 5 2 2 71 2 2
NAV
ENGINE-FUEL FLIGHT INSTRUMENTS
2 2 5 5 2 5 71 2 71 2 5 5 5 1
WARNING ANTI-ICE LIGHTS
20 LH BUS 71 2 5 20 71 2 5 5 5 15 28
NO. 1 NO. 2 NO. 3
NO. 1
RH CB
75 75 75 EMER RH THRU WINDSHIELD PITCH ENTERTAIN'T SPEED ENGINE
PANEL PRESS TEMP REV BLEED AIR TRIM CENTER BRAKE SYNC
35 5 5 71 2 5 5 5 5 2
DC POWER LH BUS ENVIRONMENTAL SYSTEMS
COMM NAV DME XPDR ADF RH FAN RH RH TURB RH FUEL RH FUEL RH OIL RH OIL
2 2 2 2 2 SPEED ITT SPEED FLOW QTY TEMP PRESS
71 2 2 3 2 3 2 2 2 2 2 2 2
COMM NAV DME XPDR ADF LH FAN LH LH TURB LH FUEL LH FUEL LH OIL LH OIL
1 1 1 1 1 SPEED ITT SPEED FLOW QTY TEMP PRESS
71 2 2 3 2 3 5 2 2 2 2 2 2 2
PHONE
ENGINE INSTRUMENTS
20 5 2 3 3 3 5 1 3 3 2 3 3
AVIONICS DC AVIONICS DC
RMI ADF ADI VERT FD AC RMI RH AC
2 2 1 GYRO 2 2 MONITOR AP 1 START INVERTER
RH BUS
1 2 1 1 1 1 71 2 1 71 2 20
NO. 1 NO. 2 NO. 3
NO. 2
1 2 1 1 1 2 1 1 5 35
• Copilot’s ADI
The generator switches have three positions: relay. The selector is spring-loaded to the
GEN, OFF, and RESET. Placing the switch to BATT position, in which hot battery bus volt-
GEN allows the generator control unit (GCU) age is indicated. The voltmeter indicates the
to close the power relay, and connects the gen- highest voltage of the source connected to the
erator to its main DC bus. With the switch in point being monitored. When one generator is
the OFF position, the power relay will not on the line and the voltmeter selector is in ei-
close, and the generator will not assume any ther BATT or the corresponding generator po-
load. Placing the switch in the spring-loaded sition, the voltmeter reads the generator’s
RESET position should close the generator voltage. If the voltmeter selector switch is
field relay if it has opened. moved to read a generator output (generator
not connected to the buses), it indicates only
On the center panel are two engine start but- the voltage output of the selected generator.
tons. When depressed, they activate a circuit The gage will not read hot battery bus voltage
to close the associated start relay and allow when the battery switch is in OFF.
current to flow from the hot battery bus di-
rectly to the starter-generator. A STARTER The ammeters read the current flow from
DISENGAGE button, located between the their individual generators, and during nor-
starter buttons, can be used to open the start mal operation their indication should be ap-
relay if manual termination of the start se- proximately equal (or within 40 amps).
quence is desired. Amperage in the circuit between the starter-
generator and the hot battery bus is not re-
flected on the ammeter.
MONITORING
The DC electrical system is monitored by a A temperature sensor in the battery initiates
voltmeter, two ammeters, two GEN OFF an- a steady BATT O’TEMP light on the annun-
nunciator warning lights, a BATT O’TEMP ciator panel (with the flashing MASTER
warning light, and an optional battery tem- WARNING lights) when battery temperature
perature gage (Figure 2-12). rises to 145°F. If the temperature rises to 160°
F, the BATT O’TEMP light flashes (with flash-
When illuminated, an amber L/R GEN OFF an- ing MASTER WARNING lights). An optional
nunciator light indicates an open power relay. temperature gage, which receives input from
If both annunciator lights are illuminated, the a separate sensor in the battery, reads tem-
MASTER WARNING lights also flash. perature from 0 to 180°F.
A voltmeter selector switch permits monitor- Each engine start button contains a light which
ing of voltage on the hot battery bus or from is illuminated when its associated start relay
a point between each generator and its power is closed.
The light inside the STARTER DISENGAGE this protection, the battery relay opens, thus in-
button has no significance for operation. It is terrupting the circuit between the battery bus
activated on when the panel lights are turned and the hot battery bus during the engine start
on for night operations. sequence. When the engine start sequence is
completed, the relay again closes.
The STARTER DISENGAGE button is nor-
mally used to manually terminate an engine When an external power unit is used for en-
start if start malfunctions occur. gine start, the battery disconnect relay opens
and removes the battery ground. This ensures
the battery is not used for starting power, and
PROTECTION therefore, battery start limitations do not apply.
Two generator control units (GCUs) regulate,
protect, and parallel the generators. Each unit Should an external power unit’s output be ex-
controls a power relay which connects the cessive, an overvoltage/overcurrent sensor
generator to its main DC bus. The GCU per- opens the external power relay and breaks the
mits the relay to close when the cockpit gen- circuit to the hot battery bus. External power
erator switch is in GEN and the generator disable relays also disconnect the external
output equals (within .3 volt) or exceeds sys- power unit from the hot battery bus whenever
tem voltage. A field relay, located in the gen- a power relay closes, bringing a generator on
erator control unit, allows or prevents field the line (see Figure 2-3). There is no airplane
excitation within the generator. When open, reverse current protection between the hot
this relay deprives the power relay solenoid of battery bus and the EPU.
its ground and causes the power relay to open.
When an internal feeder fault (short circuit) OPERATION
or an overvoltage is sensed, the field relay
opens. The field relay also opens when the Normal
engine fire switch is activated. A reverse cur-
rent (10% of total load) or undervoltage opens During the interior preflight, the generator
the power relay. switches should be placed to GEN if a battery
start is intended or OFF if external power is
The circuits between each main DC bus and to be used. The battery switch should be placed
its extension bus are protected by three 75-am- to BATT and the voltmeter checked for 24 or
pere circuit breakers in parallel on the corre- 25-volts minimum, depending on the rating of
sponding cockpit circuit-breaker panel. A the battery.
35-ampere circuit breaker on each extension
bus provides protection between the exten- After checking lights and pitot heat, the bat-
sion bus and the crossover bus on the opposite tery switch should be turned to OFF. During
circuit-breaker panel. Various other circuit the exterior preflight, the battery should be vi-
breakers on the main buses in the tail cone sually checked for signs of deterioration or cor-
protect against overloads. rosion. External power should not be connected
until these checks are complete.
Between each main DC bus and the battery
bus, a 225-ampere current limiter (fuse) pro- Before starting the engines, the generator
tects the system against overloading. Loss of switches should be rechecked for proper po-
either current limiter causes the system to split sition and battery voltage verified. The battery
and become two independent systems (right switch should be in the BATT position to allow
and left). When one generator power relay is power from the main DC extension bus to
closed, it is necessary to protect the 225-am- close the start relay when the start button is
pere current limiter from the high amperage re- depressed. Depressing the start button also
quired to start the opposite engine. To provide activates the electric fuel boost pump, arms the
ignition, and activates the engine instrument illuminates. The only difference between this
floodlight (power is supplied by the emer- start in flight and one accomplished on the
gency lighting nicad battery). ground with one generator on the line is the
start relay on the same side as the operating
Closure of the start relay, indicated by illu- generator will not close. This isolation of the
mination of the light in the start button, con- start circuit is required by certification reg-
nects hot battery bus power to the starter for ulations. The protection circuit for the
engine rotation. At between 8 and 10% turbine 225-ampere current limiter is the same as de-
rpm (N 2 ), the throttle should be moved from scribed above.
cutoff to idle. Ignition is activated by a throt-
tle switch, and a green light directly above An external power unit may also be used for
the ignition switches indicates current to the engine starts. However, prior to use the unit
exciter boxes. Within 10 seconds combustion should be checked for voltage regulation (28
should occur as evidenced by rising ITT. As volts) and an availability of 800 to 1,000 am-
the engine accelerates and reaches approxi- peres. When external power starts are planned,
mately 38% (N 2 ), the start sequence auto- the generator switches should remain in the
matically terminates. The electric boost pump OFF position until the external power has been
and ignition deactivate, the start relay opens, removed from the airplane. Otherwise, when
and the engine instrument floodlight goes out. the first generator comes on line, the external
A s p e e d - s e n s i n g s w i t c h o n t h e s t a r t e r- power is automatically disconnected from the
generator terminates the start sequence. hot battery bus, and the second engine start be-
comes a generator-assisted battery start.
The starter-generator reverts to generator op-
eration, and the GCU allows it to come online Abnormal
after start termination and when the genera-
tor output equals or exceeds system voltage. Battery overheat can result from an excessive
amount and rate of charge, discharge, or inter-
For a subsequent engine start on the ground, nal battery damage. The greatest damage from
the operating generator assists the battery in a battery overheat is in the possibility of run-
providing current to the starter. The operating away heating, in which internal failures cause
engine must be stabilized at 49 to 50% N 2 . the heat to continue building out of control.
When the remaining start button is activated,
the electric boost pump operates, the ignition Battery overheat is indicated initially by a
is armed, the engine instrument floodlight il- steady red BATT O’TEMP light on the an-
luminates, and both start relays close (the nunciator panel (145° F), which will trigger
light in each button illuminates). This the MASTER WARNING lights. Continued
generator-assist capability is disabled by the rising temperature (160° F) causes the BATT
squat switch when airborne. O’TEMP light to flash and reilluminate the
MASTER WARNING lights. The battery tem-
When one generator power relay is closed and perature gage (optional) should verify the
the other is energized as a starter, the battery temperatures. Whenever an overheat condi-
relay opens, thus interrupting the circuit be- tion exists, the battery switch should be
tween the battery bus and the hot battery bus placed in the EMER position to open the bat-
in order to protect the 225-ampere current tery relay, therefore removing the battery
limiter on the side of the operating engine. from generator charging, and the emergency
procedures checklist should be consulted.
A start accomplished in flight using the start Monitoring the amp gages for a drop and the
button is a battery start. Only the associated voltmeter for a minimum one-volt drop in 30
start relay closes, the boost pump on that side seconds to 2 minutes ensures the battery relay
activates, the ignition circuit to that engine has opened, isolating the hot battery and
arms, and the engine instrument floodlight emergency buses from system charging.
If the speed-sensing switch fails to terminate Failure of a 225-ampere current limiter after
a start sequence, the STARTER DISENGAGE start can be detected during the generator
button can be used to terminate the start. Its check which is accomplished after engine
use causes no damage to any component in start. When one generator switch is placed to
the system. The GCU permits the generator OFF, the other generator should pick up the en-
on the line only after the start sequence has tire system load as indicated on the ammeter.
been terminated. If this does not occur, a failed current limiter
could be the cause. If this is the case, when the
Monitoring the ammeters may provide the generator on the side with the failed limiter is
pilot indication of impending generator prob- selected to OFF, the buses on that side lose
lems. Ampere readings may indicate unpar- p ow e r, a n d t h e o p p o s i t e - s i d e M A S T E R
alleled operation if they differ by more than WARNING light illuminates steady and can-
40 amps. When a GEN OFF light illuminates not be reset. This is most easily detected by
on the annunciator panel, a check of the volt- checking for off flags in the instruments. The
meter indicates whether the field relay or only airplane should not be flown in this condi-
the power relay has opened. An open field tion. If the current limiter has failed prior to
relay could be caused by a feeder fault (short start, the engine start circuit on the side with
circuit), overvoltage, or actuation of the en- the failed limiter is not powered (because of
gine fire switch. A tripped field relay is indi- the loss of DC power to the START circuit
cated by near zero voltage; it can possibly be breaker on the respective extension bus), thus
reset with the generator switch. An under- preventing that engine from being started until
voltage or reverse current causes the genera- the limiter is replaced.
tor control unit to open the power relay. If
normal voltage is observed on the voltmeter
when the affected generator is selected with
the voltage selector switch, generator reset is
AC POWER—UNs 0550
not probable. AND SUBSEQUENT
Should it be necessary to disable the circuit-
breaker panel at the pilot’s position, it can be GENERAL
accomplished by pulling the three 75-am- The alternating current system consists of two
pere circuit breakers labeled “LH BUS” and, 115-VAC and two 26-VAC buses. Each set (a
on the copilot’s circuit-breaker panel, the 115-volt and a 26-volt bus) is normally pow-
35-ampere breaker labeled “LH CB PANEL.” ered by its corresponding inverter; however,
The first set of breakers disconnects the left either inverter can provide sufficient power to
main bus extension. The other circuit breaker supply both sets of buses, if necessary.
disconnects the crossover bus from the right
main bus extension. The reverse procedure is
necessary to disable the copilot’s circuit-
breaker panel, and because the emergency
bus is located behind the copilot’s panel, the
emergency item circuit breakers must also
be pulled.
NOTE
When the three 75-ampere main bus
breakers are pulled, the crossover
bus to the opposite circuit-breaker
panel is also disabled.
AC POWER—UNs 0002
THROUGH 0505
GENERAL
Normally, alternating current is provided from
either of two static inverters powered by the
main DC system. AC is distributed through two
buses: 115 volts and 26 volts (see Figure 2-6).
AC POWER-UNS 0176
AND SUBSEQUENT
WITH DUAL FLIGHT
DIRECTOR
The AC electrical system on these airplanes
is identical to the AC system on UNs 0550 and
subsequent with one exception: there are two
AC circuit breakers installed aft of the co-
pilot’s circuit-breaker panel instead of four.
These breakers are labeled 115-VAC BUS TIE
and 26-VAC BUS TIE. They permit automatic
bus tie if one inverter fails, allowing the op-
erating inverter to power all AC buses. All
controls, monitoring, and normal and abnor-
mal procedures are the same as for UNs 0550
and subsequent.
QUESTIONS
1. A good battery should supply power to the 6. If the generators are not operating, the
hot battery bus and the emergency bus voltmeter reads battery voltage when the
for approximately: battery switch is in:
A. 2 hours A. OFF
B. 1 hour B. BATT
C. 30 minutes C. EMER
D. 10 minutes D. Both B and C
2. The battery bus serves as: 7. The light in each engine start button
A. A power-off DC source illuminates to indicate:
B. An emergency power source A. Starting is complete.
C. An extension bus B. Opening of the start relay
D. A tie bus C. Closing of the start relay
D. Generator disconnect
3. In flight, with the generators on the line,
the battery is isolated from any charging 8. The generator field relay opens when:
source when the battery switch is in: A. An internal feeder fault is sensed
A. OFF B. An overvoltage condition is sensed
B. BATT C. An engine fire switch is activated
C. EMER D. All of the above
D. Both A and C
9. If a battery start is intended, the genera-
4. If manual termination of a start sequence tor switches should be placed to:
is desired, the switch to press is: A. OFF
A. ENGINE START B. GEN
B. STARTER DISENGAGE C. RESET
C. LH START D. ON
D. RH START
10. Select the correct statement:
5. The voltage read on the voltmeter with the A. O n e i nve r t e r w i l l s u p p l y a l l AC
selector switch in BATT is sensed from electrical power requirements.
the:
B. The No. 1 inverter is powered by the
A. Battery bus emergency DC bus.
B. Left main bus C. Illumination of the AC FAIL light will
C. Hot battery bus not cause the MASTER WARNING
D. Right main bus lights to illuminate.
D. Both inverters must be operating to
supply all AC power requirements.
11. Illumination of the AC FAIL annunciator 16. With only the hot battery and emergency
light and the MASTER WARNING lights buses powered, the following item is
indicate: inoperative:
A. Failure of the No. 1 inverter A. Cockpit floodlights, emergency exit
B. Failure of the No. 2 inverter light
C. Failure of both inverters B. NAV 1
D. Any of the above C. Copilot’s compass system, COM 1
D. NAV 2
12. If both inverters fail:
A. Refer to the pilot’s flight instruments, 17. The correct statement is:
and land as soon as possible. A. With external power connected and
B. The flight must be completed in VMC the battery switch in OFF, all DC
conditions. buses are powered from the external
C. Place the battery switch to EMER. power unit.
D. Place the battery switch to OFF. B. The battery continues to charge with
the generators on the line regardless
of the battery switch position.
13. With the battery as the only source of
power and the battery switch in the OFF C. With external power connected and
position, the bus(es) powered are: the battery switch in OFF, all DC
buses are powered from the external
A. Battery bus, hot battery bus unit except for the battery itself.
B. Hot battery bus D. The battery switch must be out of the
C. Emergency bus, battery bus OFF position before the voltmeter
D. E m e rg e n cy bu s , b a t t e r y bu s , h o t will indicate the voltage of the hot
battery bus battery bus.
19. The incorrect statement is: 22. The correct statement regarding the
A. The illumination of the STARTER LH/RH GEN OFF annunciator light is:
DISENGAGE button is a function of A. Illumination of one light triggers the
the panel lights master switch. MASTER WARNING lights.
B. The generator switches are placed in B. Illumination of the light indicates that
the OFF position for an EPU start. both the power and field relays have
C. A failed left 225-ampere current opened.
limiter prevents starting of the left C. The light illuminates whenever the
engine. power relay is open.
D. The battery switch is placed in the D. It indicates that the generator is still
OFF position prior to EPU start. in its starter mode.
CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL ............................................................................................................................. 3-1
INTERIOR LIGHTING ......................................................................................................... 3-2
Cockpit Lighting ............................................................................................................. 3-2
Passenger Compartment Lighting .................................................................................. 3-3
Emergency Lighting ....................................................................................................... 3-4
Baggage Compartment Lighting .................................................................................... 3-5
EXTERIOR LIGHTING ........................................................................................................ 3-6
Navigation Lights ........................................................................................................... 3-8
Anticollision Lights ........................................................................................................ 3-8
Tail Floodlights ............................................................................................................... 3-8
Landing/Taxi Lights ........................................................................................................ 3-8
Wing Inspection Light .................................................................................................... 3-8
Recognition Lights ....................................................................................................... 3-10
QUESTIONS ........................................................................................................................ 3-11
ILLUSTRATIONS
CHAPTER 3
LIGHTING
INTRODUCTION
Lighting on the Citation II is used to illuminate the cockpit area and all flight instru-
ments. The majority of the instruments are internally lighted. For general illumination,
floodlights are used and a map light is conveniently located for both the pilot and co-
pilot positions. An indirect lighting strip attached to the bottom side of the instrument
glareshield is available as an option. Standard passenger advisory lights are available
for the cabin area, and emergency lights are available to illuminate the exits in the event
of an emergency. Exterior lighting consists of navigation, anticollision, and landing lights.
A wing inspection light is also provided along with, as options, rotating beacon lights
and tail floodlights.
GENERAL
Airplane lighting is divided into interior and consists of indirect fluorescent lights, pas-
exterior lighting. Interior lighting is further di- senger reading lights, two floodlights illumi-
vided into cockpit, cabin, and emergency light- nating the main cabin door and emergency
ing. Cockpit lighting consists of instrument exit areas, an aft compartment light, and
panel lights, floodlights, map lights, lighted signs.
and optional indirect lighting. Cabin lighting
Map Lights
Map lights are located on the left and right
forward overhead panel (Figure 3-2).
Figure 3-1. Interior Lighting Controls
BAGGAGE COMPARTMENT
LIGHTING
Baggage and service compartment lighting
includes the tail cone compartment light and
the nose baggage compartment light. They are
wired directly to the hot battery bus and con-
sequently do not require the battery switch to
be turned on for operation.
Tail Cone
The manual toggle switch controls electrical
power to the tail cone light when the tail cone
access door is open (Figure 3-7). Electrical
power for the light is supplied from the hot bat-
tery bus. A microswitch installed in the access
door frame will remove power from the light
when the tail cone door is closed.
BEACON
ANTICOLLISION LIGHT
BEACON
TAIL FLOODLIGHTS
TAIL FLOODLIGHTS
The optional tail floodlights are also known
as identification lights, logo lights, or telltale
lights. The floodlights are located on the left
and right horizontal stabilizers. The flood-
lights are fixed-position lights used primarily
NAVIGATION ANTICOLLISION
for additional airplane visibility.
LIGHT LIGHT
The BEACON light switch (Figure 3-13) has
an additional position (BCN/TL) to provide
switch contacts for the tail floodlights. The
light assemblies, one installed on the top side
of each horizontal stabilizer, illuminate the
vertical stabilizer.
LANDING/TAXI LIGHTS
NAVIGATION
LIGHT A landing light is mounted on each main gear
(Figure 3-14).
RECOGNITION LIGHTS
An optional recognition light, when installed,
is mounted in the leading edge of each wingtip
(Figure 3-16). The purpose of the lights is to
aid in the recognition of the airplane in high-
density areas. The recognition lights are con-
trolled with the RECOG switch with ON and
OFF positions located on the pilot’s instru-
ment panel.
QUESTIONS
1. The lighting rheostat labeled “LEFT” 4. The map lights are controlled with
controls: rheostats located on:
A. Pilot’s instrument panel lights A. The center pedestal
B. Center instrument panel lights B. The pilot and copilot instrument
C. Copilot’s instrument panel lights panels
D. Both A and B C. The overhead lights panel
D. The forward side of the left and right
2. The lighting rheostat that controls the side consoles
electroluminescent lighting is labeled:
A. LEFT 5. When the indirect fluorescent lights
switch is positioned to DIM, the lights
B. CENTER
illuminate:
C. RIGHT
A. Bright for three seconds and then dim
D. EL
B. Dim
3. Turning the PANEL LIGHT CONTROL C. Bright until the switch is reactuated
master switch to ON: D. After three seconds
A. Activates the control rheostats
6. When the landing gear is retracted, the
B. Dims the annunciator panel lights
landing lights:
C. Illuminates the STARTER DISEN-
GAGE button A. Must be manually switched off
D. All of the above B. Remain illuminated
C. Automatically extinguish
D. Flash the MASTER WARN lights
until the switches are turned
CHAPTER 4
MASTER WARNING SYSTEMS
CONTENTS
Page
INTRODUCTION .................................................................................................................. 4-1
GENERAL .............................................................................................................................. 4-1
ANNUNCIATOR PANEL ...................................................................................................... 4-1
MASTER WARNING LIGHTS ............................................................................................. 4-2
INTENSITY CONTROL ........................................................................................................ 4-2
TEST FUNCTION .................................................................................................................. 4-2
ILLUMINATION CAUSES ................................................................................................... 4-2
AUDIO WARNING SYSTEM ............................................................................................... 4-2
QUESTIONS .......................................................................................................................... 4-6
ILLUSTRATION
TABLES
CHAPTER 4
MASTER WARNING SYSTEMS
TEST
INTRODUCTION
The master warning system on the Citation II provides a warning of airplane equipment
malfunctions, indication of an unsafe operating condition which requires immediate at-
tention, and indication a system is in operation.
INTENSITY CONTROL
The annunciator lights will dim automatically
when the PANEL LIGHT CONTROL toggle
switch is placed in the ON position.
TEST FUNCTION
A rotary test switch (Figure 4-1) is located on
the left side of the pilot’s instrument panel.
UNs 0550 and subsequent: UNs 0482 and 0485 and subsequent
The red AC FAIL light indicates an AC only:
bus failure or that one or both inverters ACM O'PRESS indicates that the
have failed. Illumination of the light also secondary overpressure switch has
triggers the MASTER WARNING light. activated. The ground valve is closed
UNs 0002 through 0505: and cannot be reselected until normal
The red AC FAIL light advises that DC power is removed.
the selected inverter has The amber ENG ANTI-ICE light illu-
failed. Illumination of the light also ENG
ANTI-ICE
minates under any of the following
triggers the MASTER WARNING light. LH RH conditions:
The inverter power switch may be off. • Nacelle inlet temperature is less
The red BATT O'TEMP light will illuminate than 104°C.
steady when the battery temperature is • Engine stator anti-ice valve is not
over 145°F and will flash at temperatures fully open.
over 160°F. Illumination of the light also • Inboard wing leading edge temper-
triggers the MASTER WARNING light. ature is below 16°C.
• One or more wing leading edge
The red CAB ALT 10,000 FT light advises heating elements are inoperative.
that the cabin pressure altitude is above • Temperature controller has failed.
10,000 feet. Illumination of the light also • Throttle is below the 60% N2
triggers the MASTER WARNING light. microswitch position
HYD FLOW The amber HYD FLOW LOW light The amber GEN OFF light advises
GEN
LOW advises that the left or right hydraulic OFF that the associated generator power
LH RH pump flow rate is below normal. LH RH relay is open. Illumination of BOTH lights
UNs 0002 through 0505: will trigger the MASTER WARNING light.
Light is labeled L/R HYD PRESS LO
The amber POWER BRAKE LOW
POWER
OIL PRESS The red OIL PRESS WARN light advises BRAKE PRESS light advises that the power
WARN that oil pressure is below 35 psi in the left LOW PRESS brake hydraulic pressure is low. The
LH RH ANTISKID INOP light will also be on.
or right engine. Illumination of either
light also triggers the MASTER
WARNING light. The amber AIR DUCT O'HEAT light
advises that the temperature in the duct
The amber ANTISKID INOP light leading to the cabin past the ACM
advises that the antiskid system is exceeds safe limits.
inoperative, the system is in a test mode,
or the control switch is in the off position. The amber EMER PRESS ON light
The light is inactive with the gear handle advises that emergency pressuri-
in the UP position. zation has been manually selected or
automatically activated by an air cycle
UNs 0002 through 0436:
machine overheat.
There is no ANTISKID position on the
rotary TEST switch. UNs 0002 through 0481, 0483, and
L/R
PRECOOL 0484:
The amber W/S AIR O'HEAT light advises FAIL PRECOOLER FAIL light indicates that
that the bleed air to the windshield the engine bleed-air temperature
exceeds safe temperature limits (146°C) is excessive.
with the control switch in HI or LOW. With
the switch in OFF, it indicates the shutoff ACM UNs 0002 through 0481, 0483, and 0484:
valve has failed open or is leaking bleed EJECTOR ON ACM EJECTOR ON light indicates that
air, allowing line pressure to exceed 5 psi. the ejector valve is open (normal for
ground operation)
F/W
The amber F/W SHUTOFF lights advise Illumination of the white SURFACE
SHUT OFF that the left or right fuel and hydraulic SURFACE DE-ICE light twice during the twelve-
LH RH valves are both fully closed. The valves DE-ICE second surface deice boot cycle
can be opened by depressing the indicates proper boot inflation pressure.
ENG FIRE switchlights a second time.
SPEED
The white SPEED BRAKE EXTEND
BRAKE light advises that the left and right
FUEL LOW The amber FUEL LOW PRESS lights EXTEND speedbrakes are fully extended. The
PRESS advise that the fuel pressure is low in the
LH RH HYD PRESS ON light extinguishes
left or right engine fuel supply lines.
simultaneously.
The amber HYD PRESS ON light The amber FUEL FLTR BYPASS light
FUEL FLTR
advises that the hydraulic system BYPASS advises that the bypass of the respective
is pressurized. LH RH fuel filter is impending or occurring.
The amber DOOR NOT LOCKED light The amber FUEL LOW LEVEL light
advises that the main cabin, tail cone FUEL LOW
advises that the fuel quantity is 169–219
LEVEL
compartment, or either nose baggage LH RH pounds usable in the applicable tank
door is not locked. as determined by a float switch.
The amber BLD AIR GND light will
BLD AIR The amber INVERTER FAlL light
illuminate when the pressurization source INVERTER
GND advises that the No. 1 or No. 2 inverter
is in GND position and the ground valve FAIL
1 2 has failed. The failure of either inverter
is open.
BLEED AIR
also triggers the AC FAIL light which
UNs 0002 through 0481, 0483, and 0484: triggers the MASTER WARNING lights.
GND/HI
Indicates selection of either GND or Resetting the MASTER WARNING
BOTH HI on the PRESS SOURCE lights will extinguish the AC FAlL an-
selector nunciation unless both INVERTER FAIL
lights are illuminated.
The amber FUEL BOOST ON light
FUEL
illuminates in conjunction with the FUEL
BOOST ON UNs 0651 and subsequent:
LH RH PRESS LO light if the FUEL BOOST
NOSE COMP
PUMP switch is in NORM (in flight). It O’TEMP The amber NOSE COMP O'TEMP
also illuminates during engine start, light advises of a high-temperature
crossfeed, or with the FUEL BOOST condition in the nose compartment.
pump switch in ON. Light illumination RECORDER This may cause failure of avionics
indicates only that power is applied to PWR FAIL equipment, including EFIS displays.
the pump. The amber RECORDER PWR FAIL
light advises that the flight data
The amber HYD LOW LEVEL light
HYD LOW recorder has failed.
advises that the reservoir fluid level is
LEVEL below 0.2 gallon (minimum operating
volume).
OFF The red light is extinguished and the W/S W/S The WS/AIR O’HEAT light will
test system is inoperative. TEMP illuminate, and the bleed-air solenoid
control valve will close if LOW or HI is
selected with the W/S BLEED switch.
FIRE Both red ENG FIRE lights
This may not test properly if the aircraft
WARN illuminate, indicating continuity.
is cold soaked. Start the engines and
allow the aircraft to warm up, then
LDG The green NOSE, LH, and RH lights recheck prior to flight.
GEAR and the red GEAR UNLOCKED lights
illuminate, and the gear warning horn
OVER The audible Mach warning signal
sounds. The horn may be silenced by
SPEED sounds.
the HORN SILENCE button, provided
the flaps are not extended beyond 15°.
ANTI SKID UNs 0482 and 0485 and subsequent
BATT BATT O’HEAT annunciator illuminates, only:
TEMP the master warning lights illuminate, The ANTI-SKID INOP annunciator
and the battery temperature gage illuminates and goes out three
indicates 160°F. seconds after the test switch is
moved out of this position.
QUESTIONS
1. An annunciator panel will extinguish: 3. The rotary test switch:
A. When pressed A. Illuminates all annunciators in the
B. Upon landing ANNU position
C. When the malfunction is corrected B. Is spring loaded to OFF
D. If the master warning system is reset C. Only illuminates all red annunciator
under all conditions in the ANNU position
D. Only illuminates all amber annunci-
2. The master warning lights illuminate: ators in the Annu position
A. When any annunciator panel light il-
luminates
B. When a red annunciator panel light il-
luminates
C. When both L and R GEN OFF an-
nunciators illuminate
D. Both B and C
CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL .............................................................................................................................. 5-1
DESCRIPTION AND OPERATION ..................................................................................... 5-2
Fuel Storage .................................................................................................................... 5-2
Major Components .......................................................................................................... 5-3
Controls ........................................................................................................................... 5-4
Indicating System ............................................................................................................ 5-5
Operation ......................................................................................................................... 5-5
FUEL SERVICING ................................................................................................................ 5-9
General ............................................................................................................................ 5-9
Safety Precautions ......................................................................................................... 5-10
Refueling ....................................................................................................................... 5-10
QUESTIONS ........................................................................................................................ 5-11
ILLUSTRATIONS
CHAPTER 5
FUEL SYSTEM
4 6
MAIN
FUEL
2 8
LBS X 100
0 10
INTRODUCTION
This chapter describes the Citation II fuel system. Each wing contains a fuel tank that
normally supplies its respective engine; however, fuel crossfeed capability is provided.
GENERAL
Two tanks, one in each wing, provide fuel for and is monitored by colored annunciator lights
the engines. Fuel flow to the engines is ac- and gages. The airframe fuel system up to the
complished with electrically driven boost engine-driven fuel pump is presented in this
pumps and an ejector pump,which are in each chapter. For description and operation of the
tank. The system is controlled by switches engine fuel system, refer to Chapter 7,
and a selector on the pilot’s instrument panel, “Powerplant.”
contains a spring-loaded poppet that can be un- closed, isolate the right wing and left wing fuel
seated for fuel drainage. systems. They are electrically operated by a
selector on the pilot’s instrument panel. Valve
opening or closing is indicated by momen-
MAJOR COMPONENTS tary illumination of a green INTRANSIT light
near the selector. When the valves are open,
Boost Pumps fuel flow can occur from either tank to the
One DC-powered boost pump in each tank opposite wing fuel system.
supplies fuel to the engine-driven fuel pump.
The boost pump supplies fuel to its respective Filter
engine during start. During crossfeed the boost
pump is supplying fuel to both engines and is One filter is installed in the engine fuel sup-
also transferring fuel to the opposite tank. ply line of each wing fuel system. The filter
With the boost pump switch in the normal po- incorporates a differential pressure switch
sition and low pressure sensed by a pressure which illuminates the amber FUEL FILT BY-
switch at the engine, the boost pump will au- PASS annunciator to warn of an impending fil-
tomatically activate to provide positive pres- ter bypass. If the annunciator illuminates, the
sure to the engine driven pump. The pumps are filter must be inspected after landing to de-
controlled by switches on the pilot instrument termine the cause of the contamination which
panel. The LH and RH main DC buses supply blocked the filter.
power for boost pump operation.
Shutoff Valves
Ejector Pumps
Firewall
There are three ejector pumps in each wing
tank. Each is powered by motive-flow fuel Electrically operated motor-driven firewall
and operates on the venturi principle. The shutoff valves, one in each engine fuel supply
ejector receives motive flow from the engine- line, are controlled by red ENG FIRE switch-
driven fuel pump and is the primary source of lights on the glareshield. Normally, the valves
pressurized fuel to the engine-driven fuel are to be closed only in the event of engine fire.
pump. The two transfer ejectors operate on mo- When both the fuel and hydraulic firewall
tive flow from the primary ejector or boost shutoff valves are closed, the applicable amber
pump, and transfer fuel from the lowest point F/W SHUTOFF annunciator will illuminate.
in the tank to the sump. Figure 5-4 shows a
functional schematic of an ejector pump. NOTE
If an engine is shut down in flight for
Crossfeed Valve reasons other than fire, the valve
Two motor-driven crossfeed valves, normally must be left open and the fuel boost
OUTPUT
MOTIVE FLOW
INLET
SUCTION
pump operated to prevent damage Controls for the fuel system are located on
to the engine-driven fuel pump. the pilot’s instrument panel (Figure 5-5). The
LH and RH FUEL BOOST pump switches
control the electrically driven boost pumps.
Motive Flow Each switch has positions labeled
“NORM–OFF–ON.” During normal operation
One solenoid-operated motive-flow shutoff of the fuel system, the NORM position is se-
valve in each wing fuel system controls mo- lected. In this position, the boost pump oper-
tive-flow fuel from the engine-driven pump to ates automatically during engine start,
the primary ejector pump. The valves are nor- crossfeed operation, or when low fuel pressure
mally open. During crossfeed operation, the is sensed in the engine fuel supply line. If the
valve of the tank not supplying fuel closes throttle is in cutoff, the boost pump will not
when crossfeed is selected. There is no direct come on automatically for a low fuel pressure
indication of valve position. condition, even though the switch is in NORM.
On UNs 0002 through 0405 not modified by When the switch is in the OFF position, the
SB 550-28-1, a pressure switch is installed in boost pump operates automatically for en-
the motive-flow line between the engine-driven gine start and when crossfeed is selected from
pump and the primary ejector pump. The that tank. In the ON position, the pump op-
switch terminates the engine start sequence erates continuously.
when 180 psi is sensed in the motive-flow line
(approximately at 28 to 30% N 2 ). On UNs 406 The CROSSFEED selector has three positions
and on, and those incorporating SB 550-28-14, labeled LH TANK–OFF–RH TANK (Figure 5-
the pressure switch has been removed and the 6). Moving the selector out of OFF to either
start sequence is terminated by the generator of the operating positions selects the tank
speed sensing switch at approximately 38% from which fuel is to be taken and the engine
N2. to be supplied.
Manual Shutoff Valve Detailed operation of the fuel system during
A manual shutoff valve is provided in each
wing fuel system. The normally open valve,
located in the lower wing dry bay area, is for
maintenance use only and is not accessible
in flight.
CONTROLS
normal and crossfeed operation is presented displaying quantity in pounds for left and
under Operation later in this chapter. right tanks.
OPERATION Crossfeed
During crossfeed, fuel is provided to both
Normal engines and transfered to the opposite tank
Figure 5-8 illustrates the fuel system operation at a rate of 600 lbs. per hour. Fuel crossfeed
during engine starting. can be used to balance the fuel load on the
ground with the engines shut down and nor-
Wi t h t h e F U E L B O O S T p u m p s w i t c h i n mal DC power supplied to the aircraft.
NORM, depressing an engine START button
energizes the fuel boost pump, moving fuel Figure 5-9 shows the fuel system when the
through the manual shutoff valve, fuel filter, crossfeed selector is placed in the LH TANK
and firewall shutoff valve to the engine-driven position. Both electrically driven crossfeed
fuel pump. valves will open (green INTRANSIT light is
on during valve transit) and the boost pump
When the engine start terminates, the boost in the left tank will be energized (LH FUEL
pump is deenergized (FUEL BOOST ON light BOOST ON annunciator will illuminate).
goes out). Motive-flow fuel from the en- Three seconds later, the right motive-flow
gine-driven pump is directed to the primary shutoff valve is energized closed. The time
ejector pump, which continues to supply fuel delay is built in to allow the crossfeed valves
for the engine-driven fuel pump. Flow from the to open and stabilize pressure before the mo-
primary ejector pump is also directed to the two tive-flow pressure is shut off from the right
transfer ejector pumps which transfer fuel engine.
from the lowest point in the tank to the sump.
The crossfeed valves are closed; therefore, Left tank boost pump pressure supplies fuel
each engine is being supplied from its to the left engine; it also supplies fuel to the
respective wing tank. right engine through the open crossfeed valves.
Since the motive-flow shutoff valve in the
The firewall shutoff valve is a motor driven right fuel system is closed, motive-flow fuel
valve that can be closed by depressing the red from the right engine-driven pump cannot
ENG FIRE switchlight located on the flow to the primary ejector pump in the right
glareshield. The valve can be opened by press- tank. Therefore, no fuel pressure from the
ing the ENG FIRE switch light a second time. right tank can oppose the crossfeed pressure
Valve closing is indicated by illumination of from the left tank, and both engines are being
the amber F/W SHUTOFF annunciator. fed from the left tank.
A pressure switch illuminates the FUEL A portion of the fuel being crossfed from the
PRESS LO annunciator if fuel pressure be- left to the right fuel system is directed through
comes too low. If the FUEL BOOST pump the transfer ejector pumps in the right tank.
switch is in NORM, the boost pump is ener- Therefore, left tank fuel is also being trans-
gized as indicated by illumination of the FUEL ferred to the right tank. Transfer rate is ap-
BOOST ON annunciator. If the boost pump can proximately 600 pounds per hour. Monitor
build the pressure up in the fuel supply line, the FUEL QTY indicator on the pilot instru-
the FUEL PRESS LO light will go out. ment panel (see Figure 5-7) for fuel balanc-
However, th boost pump will remain on once i n g . To v e r i f y t h a t c r o s s f e e d i s i n f a c t
it is tripped on. occurring, it is necessary to monitor the fuel
Figure 5-8 illustrates normal operation of the quantity tapes to observe the quantity de-
fuel system. creasing in the tank selected and the quantity
increasing in the opposite tank.
CROSSFEED
FOR TRAINING PURPOSES ONLY
INTRANSIT
LH OFF RH
TANK TANK
FUEL
LH RH FUEL
BOOST ON ENG ENG BOOST ON
LH RH
LH RH
PUMP LH RH
PRIMARY
F/W
EJECTOR
LH ENG RH ENG
FIRE SHUTOFF FIRE PUMP LEGEND
FUEL PUSH
LH RH
PUSH FUEL
PRIMARY FILTER
MOTIVE FILTER MOTIVE WING FUEL
EJECTOR
FLOW P FUEL LOW P FLOW
PUMP PRESS ENGINE FUEL
SHUTOFF SHUTOFF
LH RH
VALVE VALVE PRIMARY MOTIVE FLOW
CROSSFEED
INTRANSIT
LH OFF RH
TANK TANK
LEGEND
LH RH
FUEL
ENG ENG
FUEL
WING FUEL
BOOST ON BOOST ON
LH RH LH RH
ENGINE FUEL
FIREWALL FIREWALL
SHUTOFF SHUTOFF
VALVE VALVE
Figure 5-9. Fuel System Crossfeed ( Left Tank Supplying Both Engines)
CITATION II PILOT TRAINING MANUAL
NOTE
If both FUEL BOOST ON annunci-
ators come on when crossfeed is se-
lected, both boost pumps have been
e n e rg i z e d a n d c r o s s f e e d c a n n o t
o c c u r. C y c l e t h e F U E L B O O S T
pump switch for the nonselected tank
to ON, then back to NORM. This
should deenergize the pump in the
tank not selected and allow crossfeed
to begin.
SAFETY PRECAUTIONS
Refueling should be accomplished only in
areas which permit free movement of fire
e q u i p m e n t . Fo l l ow a p p r ove d g r o u n d i n g
procedures for the airplane and the tender.
REFUELING
Approved fuels for operation of Citation II
airplanes are listed in the Limitations and
Specifications section.
QUESTIONS
1. Concerning the fuel system, the incor- A. The engine-driven fuel pump has
rect statement is: failed.
A. The FUEL BOOST pump switches do B. The firewall shutoff valve has closed.
not have to be on for engine start. C. The low-pressure sensing switch has
B. Wi t h t h e F U E L B O O S T p u m p energized the boost pump.
switches off, the respective boost D. T h e f u e l f l ow c o m p e n s a t o r h a s
pump will automatically be energized energized the boost pump below 5 psi.
whenever the respective START but-
ton is depressed, or when crossfeed 5. To v e r i f y t h a t c r o s s f e e d i s i n f a c t
from that tank is selected. occurring, it is necessary to:
C. It is normal for both fuel boost pumps A. Monitor the FUEL QTY indicators
to operate during crossfeed operation. for appropriate quantity changes.
D. The fuel boost pump will be auto- B. Only observe that the INTRANSIT
m a t i c a l l y e n e rg i z e d a ny t i m e t h e light is out.
FUEL BOOST switches are in NORM
C. Ensure both FUEL BOOST ON lights
and the START button is depressed,
are illuminated.
crossfeed is selected, or low pressure
(5 psi) is sensed in the engine-supply D. Ensure that the FUEL BOOST pump
line (throttle at IDLE or above). switch for the tank being fed is on.
2. After engine start, the fuel boost pump is 6. When crossfeed is selected by position-
deenergized by: ing the crossfeed switch to LH TANK, and
the green INTRANSIT light stays on:
A. The FUEL BOOST pump switch
A. This is normal.
B. Start circuit termination
B. The boost pumps did not actuate.
C. Discontinuing crossfeed
C. One or both crossfeed valves did not
D. A time-delay relay
fully close.
D. One or both crossfeed valves did not
3. Concerning the fuel system, the correct
fully open.
statement is:
A. In the event of DC power loss, the 7. Operation of the primary ejector pump is
primary ejector pump ceases to directly dependent upon:
operate and the engine flames out.
A. DC electrical power
B. The respective engine should be shut
down if the respective FUEL FILT B. High-pressure fuel from the engine-
BYPASS annunciator illuminates. driven fuel pump
C. The FUEL BOOST switches should be C. AC electrical power supplied by the
on for takeoff and landing. No. 1 or No. 2 inverter
D. The fuel filters should be inspected D. Flow from the transfer ejector pump
prior to the next flight if the FUEL
FILT BYPASS light illuminates.
8. If the engine-driven fuel pump fails: 9. If crossfeed has been selected and main
A. The engine will flame out. DC electrical power is lost (battery switch
in EMER with a dual generator failure):
B. The primary ejector pump will fail
also, but the boost pump will be en- A. The system will remain in crossfeed.
ergized by low pressure and will sus- B. The crossfeed valves will fail closed.
tain the engine. C. Both boost pumps will be energized
C. The transfer ejector pumps will also to terminate crossfeed.
be inoperative. D. The motive-flow shutoff valve will
D. Crossfeed must be selected in order to fail open.
obtain high-pressure motive flow from
the opposite engine.
CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION .................................................................................................................. 7-1
GENERAL .............................................................................................................................. 7-1
MAJOR SECTIONS ............................................................................................................... 7-2
Intake and Fan Section .................................................................................................... 7-2
Compressor Section ........................................................................................................ 7-2
Combustion Section ........................................................................................................ 7-3
Turbine Section ............................................................................................................... 7-3
Exhaust Section ............................................................................................................... 7-4
Accessory Section ........................................................................................................... 7-4
OPERATION .......................................................................................................................... 7-4
ENGINE SYSTEMS .............................................................................................................. 7-5
Oil System ....................................................................................................................... 7-5
Fuel System ..................................................................................................................... 7-6
Ignition System ............................................................................................................. 7-10
Instrumentation ............................................................................................................. 7-11
Engine Power Control ................................................................................................... 7-13
Synchronizing ............................................................................................................... 7-13
QUESTIONS ........................................................................................................................ 7-16
ILLUSTRATIONS
CHAPTER 7
POWERPLANT
#1 DC
GEN
INTRODUCTION
This chapter deals with the powerplant of the Citation II. In addition to the powerplant,
this chapter also describes such related systems as engine oil, fuel and ignition, engine
instrumentation, engine power control, engine starting, and engine synchronization.
GENERAL
Thrust is provided for the Citation II by two The engines (Figure 7-1) are lightweight,
aft fuselage-mounted turbofan engines man- twin-spool turbofans designated JT15D-4.
ufactured by Pratt & Whitney Aircraft of Each engine develops 2,500 pounds of thrust
Canada Limited. in static, standard day, sea level conditions.
moderately low velocity into the bypass duct. of the compressor airflow enters the combus-
The inner section of the fan accelerates air tion chamber. Fuel is added by 12 fuel nozzles,
rearward to the booster stage. This stage ex- and the mixture is ignited by two igniter plugs.
tends only into the primary air path and func- The expanding and accelerating gases are di-
tions to increase air pressure and direct it to rected rearward to the turbine.
the high-pressure compressor.
The bypass ratio is the difference in air mass TURBINE SECTION
flow between the bypass duct and the engine
This section consists of a single high-pressure
core. This is approximately 2.7:1; therefore,
and two low-pressure turbines.
the fan contributes approximately two-thirds
of the total thrust at sea level (because, for ex- The high-pressure turbine is connected to the
ample, for every pound of air flowing through high-pressure compressor by a rotor shaft.
the engine core, 2.7 pounds flow through the The function of the high-pressure turbine is to
bypass duct). extract sufficient energy from the expanding
combustion gases to drive the high-pressure
The high-pressure compressor is a single-
compressor and the accessory section.
stage centrifugal compressor which receives
airflow under pressure from the booster stage. The high-pressure compressor and turbine as-
It further increases the pressure and directs the sembly form the high-pressure spool. The rpm
airflow rearward. of the high-pressure spool is designated “N 2 ,”
or “turbine.”
COMBUSTION SECTION
The low-pressure turbine is two-stage. It is con-
This section consists of an annular reverse nected to the low-pressure compressor by a
flow combustion chamber. A precise volume rotor shaft that runs through the high-pressure
The accessory section consists of a gear as- Simultaneously, the inner span section com-
sembly encased and mounted on the underside presses and accelerates a volume of air to the
of the engine. The accessory gear is driven by primary gas path axial compressor stage. Air
the high-pressure rotor shaft through a tower pressure is increased by the booster stage and
shaft and bevel gear. It functions to drive the directed to the high-pressure compressor which
following accessories: accelerates the air mass and directs it through
a diffuser. The diffusion process changes the
# # # # #
OIL
TANK
IMPELLER
OIL
PUMP
SCAVENGE
PUMP
PRESS
PUMP SCAVENGE 100
12
PUMP 80 0
MASTER
60 10
WARNING 40 0
FUEL FUEL OIL PRESS 80
IN OUT WARN 20 60
0 40
BYPASS PSI C
LH RH
LEGEND OIL LINE
PRIMARY MANIFOLD
MOTIVE FLOW
ENGINE START
LH STARTER
DISENGAGE
ENG
FIRE
FIREWALL
SHUTOFF
VALVE F/W
SHUTOFF F
2000
1800
F
FULL U U
1600
T E E
LH RH H L 1400
1200
L EMERGENCY
R
1000
SHUTOFF
O F F
T L 800 L MECHANISM
T 600
L O O
W 400 W
E
200
IDLE L 0 R
LBS/HR PRIMARY SECONDARY
ENGINE OFF OIL IN
DRIVEN MANIFOLD MANIFOLD
FUEL PUMP FLOW
FUEL METER
FLOW
CONTROL
DIVIDER
UNIT
IGNITION SYSTEM
General
The Citation II incorporates a dual high-en-
ergy ignition system consisting of two en-
gine-mounted ignition exciter boxes, shielded
cables, and two igniter plugs mounted in the
combustion chamber. (On UNs 0002 through
0470 not modified by SB 550-74-1, a single
exciter box is provided for high-energy out-
put to both spark igniters.) Dual plugs are pro-
v i d e d f o r r e d u n d a n cy o n l y. O n e p l u g i s
sufficient to start or sustain the engine. With
one igniter inoperative, the start will be neither
slower nor hotter.
Ignition operation is divided into automatic
and selective phases.
Automatic ignition is available during engine Figure 7-8. Pilot Switch Panel
starting. It is terminated automatically when
the start sequence is terminated. Ignition also Selecting the IGNITION switch to ON pro-
automatically activates when engine anti-ice vides continuous ignition (for the selected en-
is selected on. gine) regardless of the position of the throttle.
In this case, the left engine ignition power is
Selective ignition is a continuous operation se- supplied by the right crossover bus, and the
lected by the pilot. right engine ignition power is supplied from
Anytime the ignition circuit is powered, the the left extension bus. The circuit breakers
step modulator of the FCU is also activated. are located on the pilot circuit-breaker panel.
When the IGNITION switch is at NORM, turn-
ing on an engine ANTI ICE switch (Figure 7-8)
Control will also provide continuous ignition for the
The ignition system is controlled by a switch selected engine. DC power is supplied from the
for each engine located on the pilot’s switch same sources as previously described for the
panel (Figure 7-8). The IGNITION switch is IGNITION switch.
labeled ON and NORM.
NOTE
When the IGNITION switch is at NORM, au-
tomatic ignition will occur during engine start- The IGNITION switch must be on for
ing when the desired START button (Figure all takeoff and landing operations
7-8) is pushed and the associated throttle is and during flight in heavy precipi-
moved from the cutoff position (at 8% to 10% tation, heavy turbulence, stalls, or
rpm). Ignition power, in this case, is supplied during emergency descents.
from the hot battery bus through a throttle-op-
erated microswitch. Ignition and starter op-
eration are both terminated by a speed-sensing Indication
switch on the starter-generator (or a mo-
tive-flow pressure switch on earlier models) A green light (Figure 7-8) near the IGNITION
when engine self-sustaining speed is achieved. switch will be on whenever power is avail-
able to the ignition exciter. These lights do not
Oil Pressure
See Oil System, this chapter.
Oil Temperature
See Oil System, this chapter.
Engine Starting
Engine starting is divided into two general
categories: ground starting and airstarting.
Ground starting is divided into battery start- Figure 7-10. Center Pedestal
ing, generator-assist starting, and external
power unit (EPU) starting. Airstarting is di-
vided into starter-assist airstart and
windmilling airstart. SYNCHRONIZING
For a description of engine starting, see General
Chapter 2, Electrical Power Systems.
The engines on the Citation II incorporate a
All types of airstarts must be performed in ac- fan and/or turbine master slave rpm synchro-
cordance with the airstart envelope (Figure nizer, consisting of a synchronizer controller,
7-11). For control and procedures for air- an actuator, a control switch, and a light. The
starting, see Chapter 2, Electrical Power left engine is the master engine and the right
Systems. engine is the slave. When selected, the system
QUESTIONS
1. The primary thrust indicator for the 5. Power will be automatically applied to the
JT15D-4 is: igniters when the IGNITION switch is
A. Fuel flow in NORM anytime:
B. N 1 A. The start button is depressed and the
C. ITT throttle is out of idle cutoff.
D. N 2 B. The surface deice system is activated.
C. The engine anti-ice switch is on.
2. If one igniter should fail during engine D. Both A and C
start:
A. The engine will start normally. 6. Of the following statements concerning
the JT15D-4 engine, the correct one is:
B. It will result in a “hot” start.
C. Combustion will not occur. A. Fuel from the engine fuel system is
used to cool the engine oil through a
D. The exciter box will act as a backup
fuel-oil heat exchanger.
and the engine will start.
B. The engine accessory gearbox has its
ow n o i l l u b r i c a t i n g s y s t e m
3. Ignition during normal engine start is ac-
(independent of the engine itself).
tivated by:
C. The indication of low oil pressure is
A. Turning the IGNITION switches to only the L or R OIL PRESS LO
ON at 8 to 10% N 2 annunciator light.
B. Moving the throttle to IDLE at 8 to D. Electrical power is not required to
10% N 2 power the ITT instrument since it is
C. Depressing the start button self-generating.
D. Nothing. Ignition is not needed during
normal engine start. 7. The L or R OIL PRESS LO light on the
annunciator panel illuminates whenever:
4. Ignition during engine start is normally A. Oil temperature exceeds 121° C.
terminated by:
B. Oil pressure is less than 35 psi.
A. Turning the IGNITION switches to C. Oil filter clogs and bypasses oil.
OFF
D. The fuel-oil cooler becomes clogged.
B. The speed-sensing switch on the
starter-generator at approximately
8. The maximum allowable oil consumption
38% N 2
for the JT15D-4 engine is:
C. Turning the boost pump switch off
A. 1 quart every 10 hours
D. Opening the ignition circuit breakers
on the right-hand circuit-breaker panel B. 1 quart every 4 hours (measured over
a 10-hour period)
C. 5 gallon every 40 hours (measured
over a 10-hour period)
D. No specified figure since it depends
upon TBO
9. If the inner turbine shaft shifts to the rear 11. The ENGINE SYNC switch:
as much as .070 inch: A. Should be in FAN for takeoffs and
A. The engine automatically shuts down. landings
B. T h e v i b r a t i o n d e t e c t o r c a u s e s B. Should be in TURB at altitude
illumination of the master warning C. Can be placed in FAN or TURB after
lights. takeoff and should be left there for the
C. The synchronizer shuts the engine remainder of the flight
down. D. Should be off for large power changes
D. Nothing occurs.
CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION .................................................................................................................. 8-1
GENERAL .............................................................................................................................. 8-1
ENGINE FIRE DETECTION AND INDICATORS .............................................................. 8-2
Sensing Loops and Control Units ................................................................................... 8-2
ENG FIRE and BOTTLE ARMED Switchlights ........................................................... 8-2
Fire Detection System Test ............................................................................................. 8-3
ENGINE FIRE EXTINGUISHING ....................................................................................... 8-3
Extinguisher Bottles ........................................................................................................ 8-3
Operation ......................................................................................................................... 8-4
PORTABLE FIRE EXTINGUISHERS .................................................................................. 8-5
QUESTIONS .......................................................................................................................... 8-6
ILLUSTRATIONS
CHAPTER 8
FIRE PROTECTION
FIRE
WARN
FIRE PULL
INTRODUCTION
The Citation II is equipped with engine fire detection and fire-extinguishing systems as
standard equipment. The systems include detection circuits which give visual warning
in the cockpit and controls to activate one or both fire extinguisher bottles. There is a
test function for the fire detection system. Two portable fire extinguishers are stowed
inside the airplane.
GENERAL
The engine fire protection system is composed tle is available for discharge into the same en-
of two sensing loops, two control units (one for gine. The fire bottles are located in the tail
each engine) located in the tail cone, one ENG cone of the airplane. Abnormal ambient tem-
FIRE warning switchlight for each engine, two perature will also cause the bottles to auto-
fire extinguisher bottles which are activated matically discharge through relief valves into
from the cockpit, and a fire detection circuit the tail cone. Selected engine-related systems
test. The fire-extinguishing system is a two-shot are automatically shut down upon activation of
system; if an engine fire is not extinguished the fire protection system by the pilot.
with actuation of the first bottle, the second bot-
FIRE DETECTION
SYSTEM TEST
Figure 8-3. Rotary Test Switch
The rotary test switch (Figure 8-3) on the pilot
instrument panel is used to test the fire de-
tection system. When FIRE WARN is selected,
both ENG FIRE switchlights will come on.
ENGINE FIRE
EXTINGUISHING
EXTINGUISHER BOTTLES
Two extinguishing agent bottles are located in
the tail cone area (Figure 8-4). Both bottles use
common plumbing to both nacelles, providing
the airplane with a two-shot system. The bot-
tles are charged with monobromotrifluo-
romethane (CBrF 3 ) nitrogen pressurized to
600 psi at 70°F. A pressure gage is mounted
on each bottle with an adjacent temperature
correction table. Bottle pressures are checked
during the preflight inspection. The extin-
guishing agent is not corrosive, and its dis-
charge does not require cleaning of the engine
or nacelle area since it leaves no residue. TAIL CONE AREA
Release of the extinguishing agent is accom-
Figure 8-4. Engine Fire Bottles
plished by the electrical firing of an explosive
cartridge on the bottle.
The filler fitting on each bottle incorporates If the ENG FIRE switchlight remains on, in-
a fusible element that melts at approximately dicating the fire still exists, the remaining
210°F ambient temperature, releasing the BOTTLE ARMED switchlight may be de-
contents through the filler fitting into the pressed after 30 seconds to release the contents
tail cone. of the remaining bottle into the same nacelle.
D e p r e s s i n g e i t h e r i l l u m i n a t e d B OT T L E
ARMED switchlight fires the explosive car-
tridge on the selected bottle (Figure 8-5), re-
leasing its contents into the engine nacelle. The
BOTTLE ARMED switchlight goes out.
QUESTIONS
1. An ENG FIRE switchlight illuminates 4. When the fire-extinguishing system is
when: armed for operation:
A. It is depressed. A. T h e F U E L L OW P R E S S l i g h t
B. T h e M A S T E R WA R N I N G l i g h t s illuminates.
illuminate for an engine fire. B. T h e H Y D F L OW L OW l i g h t
C. Te m p e r a t u r e i n t h e n a c e l l e a r e a illuminates.
reaches 500° F. C. The GEN OFF light illuminates.
D. Electrical resistance of the sensing D. All the above
loop increases due to increasing na-
celle temperature. 5. If the contents of a bottle have been
discharged into a nacelle and the ENG
2. Depressing an illuminated ENG FIRE FIRE switchlight remains on:
switchlight: A. The fire has been extinguished.
A. Fires bottle No. 1 into the nacelle B. The other bottle can be discharged
B. Fires bottle No. 2 into the nacelle into the same nacelle by depressing
C. Fires both bottles into the nacelle t h e o t h e r B OT T L E A R M E D
D. Illuminates both BOTTLE ARMED switchlight.
switchlights, arming the system C. The fire still exists, but no further ac-
tion can be taken.
3. After a bottle has been discharged into a D. The same BOTTLE ARMED switch-
nacelle: light can be depressed again, firing a
second charge of agent from the same
A. No cleaning of the engine and nacelle
bottle.
area is required.
B. A thorough cleaning of the engine
6. Depressing the ENG FIRE switchlight a
and nacelle area is required.
second time:
C. An inspection of the engine and na-
celle area is required to determine if A. Opens the fuel shutoff valve
cleaning is necessary. B. Opens only the hydraulic shutoff valve
D. None of the above C. Resets the generator field relay
D. All the
CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL............................................................................................................................... 9-1
SYSTEM DESCRIPTION—CITATION II UNs 0482, 0485, AND SUBSEQUENT ........... 9-2
Distribution ...................................................................................................................... 9-2
Control ............................................................................................................................. 9-2
SYSTEM DESCRIPTION—CITATION II UNs 0002 THROUGH 0481,
0483, AND 0484...................................................................................................................... 9-4
Description ....................................................................................................................... 9-4
Control ............................................................................................................................. 9-5
QUESTIONS ........................................................................................................................... 9-7
ILLUSTRATIONS
CHAPTER 9
PNEUMATICS
BLEED AIR CO
L R
AIR
15
5
20
LV
VA E
INTRODUCTION
The pneumatic system for the Citation II uses engine compressor bleed air. The air is ex-
tracted from both engines and routed into a pneumatic manifold for distribution to sys-
tems requiring pneumatic air for operation. In the event of single-engine operation, air
from one engine is sufficient to maintain all required system functions. Safety devices
are incorporated to prevent excessive pressure, and a control switch and condition indi-
cating lights are integral parts of the instrument panel. The Citation II uses the AiResearch
air cycle machine (ACM) in UNs 0002 through 0481, 0483, and 0484. The Hamilton
Standard ACM is installed in UNs 0482, 0485 through 0505, and 0550, and subsequent.
GENERAL
Hot bleed air is extracted from each engine
high-pressure compressor section and routed to • The emergency valve as an alternate
the following systems valves: means of pressurizing
• Through check valves for distribution to
• The left and right flow control valves for the windshield anti-ice, cabin door seal,
use by the air cycle machine i n s t r u m e n t a i r, d e i c e b o o t s , a n d
• The ground valve for use by the air cycle pressurization control systems
machine during ground operation
SYSTEM DESCRIPTION—
CITATION II UNS 0482,
0485, AND SUBSEQUENT
DISTRIBUTION
Bleed air from each engine is routed to the as-
sociated welded cluster assembly, then on to
several places (Figure 9-1). Air from the clus-
ter is routed through check valves to a duct-
ing system that distributes the air to the
windshield anti-ice system, the vacuum ejec-
tor, and the pneumatic distribution regulator.
The regulator, in turn, distributes the air to the
cabin door seal, instrument air system, and
deice boots. Air from the left engine cluster
is routed to the emergency pressurization valve
for distribution directly to the cabin. The emer-
gency pressurization valve can be opened only
in flight because it is used to provide pres-
surization air should normal sources fail. Air Figure 9-2. PRESS SOURCE Selector
from the right cluster is routed to the ground (Six Position)
valve for use by the air cycle machine (ACM)
during ground operation. The valve can be
opened only on the ground and allows a larger The control switch has positions labeled
draw of bleed air from the right engine for OFF–GND–LH–NORMAL–RH–EMER.
use by the ACM. Air from both clusters is
routed through flow control and shutoff valves The OFF position closes all environmental
and manifolded flow control and shutoff valves bleed-air valves. The LH and RH flow control
and manifolded for use by the ACM. Engine shutoff valves are energized CLOSED by DC
bleed air is routed into the tail cone through power and the EMER valve is deenergized
a precooler before entering the ACM. The closed. No air enters the ACM or pressure
same cooling air routed to the ACM heat ex- vessel from the engines. Bleed air is still avail-
changers cools the precooler. able to the service air system, which includes
the cabin door seal, vacuum ejector pump,
copilot’s ADI (UNs 0002 through 0626) and
the deicer boots. If depressurized, ram air
from the tail cone enters the pressure vessel
through the normal distribution ducting.
* BLOWUP
MANUAL
VALVES
TEMPERATURE
CONTROL OF BLEED
AIR TO HEATED CUFF DEICE
DOOR
SEAL BOOTS
VACUUM
EJECTOR R
PRESSURIZATION LEGEND
VACUUM BLEED AIR
REGULATED
BLEED AIR
VACUUM
PRESSURE
PRESSURIZATION
PRESSURIZATION
STATIC AIR
EMERGENCY
PRESSURE
NORMAL
* SEE BLOWUP
74% N2
72% N2
P
P
FLOW CONTROL
SHUTOFF VALVES WELDED
EMERGENCY (NORMAL) GROUND CLUSTER
PRESSURIZATION VALVE
VALVE
Figure 9-1. Pneumatic System Diagram UNs 0482, 0485 and Subsequent
The GND position of the PRESS SOURCE If a complete DC electrical power failure oc-
selector is functional only on the ground. It c u r s i n f l i g h t , r eg a r d l e s s o f t h e P R E S S
opens the motorized ground valve and allows SOURCE selector position, the pneumatic air
a larger draw of air from the right engine to is supplied as if the switch were positioned to
enter the pneumatic manifold. When the valve NORMAL. Without electrical power, the emer-
is open, a BLD AIR GND light on the annun- gency pressurization valve fails closed, and the
ciator panel illuminates. two normal flow control valves fail open.
CONTROL
The PRESS SOURCE selector (Figure 9-3)
determines the amount of air that enters the
cabin and from what source it is supplied.
QUESTIONS
1. The source of bleed air for cabin pres- 3. The flow control valves, when open, allow
surization when the EMER PRESS ON engine bleed air to operate the:
light is illuminated in the air is: A. ACM
A. Either the left or right engine B. Instrument air regulator
B. The left engine only C. Entrance door seal
C. The right engine only D. All of the above
D. Ram air
4. The instrument air system is supplied by:
2. The systems that use pneumatic bleed air A. Regulated bleed air from the right en-
for operation are: gine only
A. Instrument air, emergency brakes, and B. Regulated bleed air from the left en-
the entrance door gine only
B. Surface deice, windshield anti-ice, C. Regulated bleed air when either en-
entrance door seal, and the ACM gine is operating
C. Entrance door seal, ACM, and thrust D. Regulated ram air
reversers
D. Entrance door seal, instrument air,
ACM, and emergency brakes
CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................ 10-1
GENERAL ........................................................................................................................... 10-1
ANTI-ICE SYSTEMS .......................................................................................................... 10-2
Pitot and Static Anti-Ice System ................................................................................... 10-2
Windshield Anti-Ice and Rain Removal System .......................................................... 10-3
Engine Anti-Ice System ................................................................................................ 10-7
Wing Anti-Ice System ................................................................................................ 10-10
DEICE SYSTEM ................................................................................................................ 10-11
General ........................................................................................................................ 10-11
Operation .................................................................................................................... 10-12
QUESTIONS ...................................................................................................................... 10-15
ILLUSTRATIONS
CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
The Cessna Citation II is equipped with both anti-icing and deicing systems. The air-
plane is approved for flight into known icing conditions when the required equipment
is installed and functioning properly. These systems should be checked prior to flight
if icing conditions are anticipated.
Anti-icing systems are incorporated into the wing, engine components, windshield, and
pitot-static and angle-of-attack systems. These systems should be activated prior to en-
tering icing conditions.
The deicing system consists of pneumatic boots on the wings, vertical stabilizer, and
horizontal stabilizers.
GENERAL
Engine compressor bleed air is used to prevent switch panel, control the flow of bleed air to
ice formation on the T 1 temperature probe, the inlet duct and stator vanes of each engine.
nose cone, nacelle inlet, and first set of stator The T 1 probe and nose cone are anti-iced
vanes of each engine. Electrically operated continuously during engine operation.
valves, controlled by a switch on the pilot’s
Electrical heaters, controlled by a switch on for the system are located on the pilot’s circuit-
the pilot’s switch panel, are used to anti-ice breaker panel and require main DC power. On
the inboard section of each wing. UNs 0682 and subsequent, right pitot-static
heat is powered from emergency DC power.
Engine bleed air is discharged through nozzles
in front of the windshield for anti-ice protec- Failure of the system is indicated by illumi-
tion of the windshield. Isopropyl alcohol is nation of the P/S HTR OFF annunciator light.
available for anti-icing of the left windshield The P/S HTR OFF light will illuminate when-
in the event bleed air is unavailable. Rain re- ever either pitot head or any static port heater
moval is provided by deflecting air away from fails or when the pitot heat switch is in the
the windshield via a set of doors. OFF position.
air passes across the heat exchanger, cooling This condition should not occur unless a sus-
the bleed air; then it exhausts overboard tained high-power, low-airspeed condition is
through a vent on the left side of the fuselage, maintained or a system malfunction occurs.
forward of the tail compartment access door. The overheat sensor will also automatically re-
The cooled engine bleed air is then directed open the windshield bleed-air solenoid valve
onto the windshield through a series of nozzles. and extinguish the annunciator light as the
system cools.
When windshield anti-icing is required, the
manual WINDSHIELD BLEED AIR valves If the overheat light illuminates, the
are opened, and the W/S BLEED switch is se- WINDSHIELD BLEED AIR valves should be
lected to LOW if the OAT is above –18°C or partially closed to reduce air flow.
to HI if the OAT is –18°C or below. Normal
system operation is indicated by an increase If the W/S AIR O’HEAT light illuminates with
in air noise as the bleed air discharges from the W/S BLEED switch in the OFF position,
the nozzles. this indicates the bleed-air valve has opened,
and the pressure in the duct is sensed via a pres-
An additional temperature sensor is located in sure switch. The pilot should ensure the
the bleed-air duct, which automatically WINDSHIELD BLEED AIR valves are posi-
energizes the electrical solenoid bleed-air tioned to OFF. This condition is not an over-
valve closed and illuminates the W/S AIR pressure situation, the pressure switch simply
O ’ H E AT a n n u n c i a t o r i f t h e b l e e d - a i r monitors the valve for a partial open condition
temperature exceeds 146°C. or seal leakage when the switch is off.
T
WINDSHIELD
ALCOHOL
DC POWER BOTTLE
MANUAL MANUAL
CONTROL CONTROL
BATT VALVE VALVE
EMER
FOR TRAINING PURPOSES ONLY
146° C T
W/S AIR
O'HEAT
WINDSHIELD BLEED AIR
W/S BLEED-W/S ALCOHOL HI 138 ± 5° C
5 PSI P
LH RH
HI ON TEMPERATURE
O CONTROLLER
F
F LOW 127 ± 5° C
LOW OFF
TC OFF MAX OFF MAX
HEAT EXCHANGER
T
TAILCONE
AIR
W/S BLEED
AIR TEMP
TEMP
5 CONTROL LEGEND
NACA WINDSHIELD
VALVE BLEED-AIR
W/S EXHAUST HOT BLEED AIR
BLEED AIR OUTLET VALVE
RAM AIR
5
W/S WINDSHIELD ALCOHOL
ALCOHOL
AMBIENT AIR
5
10-5
LH
200 DC POWER ENG
ENGINE IGNITION 200
DC AMPS DC AMPS
100 300 BATT 100 300
5 LH RH LH RH
10 400 RH 10 400
OFF ENG
5
EMER OFF OFF
NORMAL NORMAL
LOW LOW
L ENG ICE TEMP TEMP R ENG ICE
* FAIL
T T
FAIL
*
FULL
* LIGHTS "OFF"
WITH SYSTEM OFF. T
* LIGHTS “OFF”
WITH SYSTEM OFF.
H
R
O
T
T
L
E
OFF
10 400 RH 10 400
OFF ENG
5
EMER OFF OFF
NORMAL NORMAL
T LOW LOW T
LOW LOW
L ENG ICE TEMP TEMP R ENG ICE
** FAIL
T T
FAIL *
FULL
T
H
R
ABOVE
O 60% N2
T
T
L
E
OFF
heated and on when the temperature is supplied through the SURFACE DE-ICE
limit is reached.) circuit breaker on the left circuit-breaker panel.
If an electrical failure should occur, both the The system should be activated when ice buildup
nacelle inlet valve and the stator vane valve is estimated to be 1⁄4 to 1⁄2 inch thick on the wing
will fail to the open position, and the engine leading edge. The stall strip bonded to the boot
will be anti-iced continuously. extends 1⁄2 inch above the boot and can be used
as a guide to estimate ice thickness. Early acti-
vation of the system may result in ice bridging
DEICE SYSTEM on the wing; accumulations in excess of 1⁄2 inch
may not be removed by boot cycling.
GENERAL If electrical power is lost, the system is
Deicing of the outer wing leading edges and the inoperative, and icing conditions must be
vertical and horizontal stabilizer leading edges avoided.
is provided by inflatable boots controlled by the D o n o t a c t iva t e t h e s y s t e m i f t h e OAT
SURFACE DE-ICE switch on the pilot instru- temperature is suspected to be below –40°C.
ment panel (Figure 10-10). Permanent boot damage could result.
Bleed air is available to the system when the en- A wing inspection light (Figure 10-11) is
gines are operating. A timer controls automatic provided to illuminate the left wing to ob-
sequencing of boot operation. Electrical power serve ice buildup during night flight.
In the deenergized condition, all three control After 12 seconds all three control valves are
valves are continuously dumping bleed air deenergized, and vacuum is applied to all
overboard through venturis that create vacuum boots to hold them deflated (Figure 10-12)
for holding the boots deflated. until another cycle of operation is initiated
with the SURFACE DE-ICE switch.
To cycle the boots, momentarily place the
SURFACE DE-ICE switch to the SURFACE As each set of boots is inflated, a pressure
DE-ICE position. This energizes a system switch illuminates the white SURF DEICE
timer to initiate two 6-second cycles. During annunciator to indicate actuating pressure has
the first cycle (Figure 10-13), the empennage been applied.
boots control valve is energized.
In the event the boots remain inflated at the end
Regulated bleed-air pressure is applied to of a cycle or it is desired to abort the cycle,
inflate the empennage boots for six seconds. place the SURFACE DE-ICE switch in the
The wing boot control valves are deener- RESET position. This overrides the system
gized, applying a vacuum to hold the wing timer and deenergizes the control valves, al-
boots deflated. lowing the boots to deflate.
SURFACE OFF
DE-ICE
23 PSI
REGULATOR EMER
OFF
RESET
*
12 SEC
TIMER * EITHER ENGINE
OPERATING
SURFACE
DE-ICE
P
VACUUM VACUUM
10-13
P
VACUUM VACUUM
DC POWER
BATT
SURFACE OFF
DE-ICE
EMER
OFF
RESET
23 PSI
TIMER REGULATOR
6 SEC
FIRST CYCLE
SURFACE 12 SEC
DE-ICE
P
6 SEC
DC POWER
BATT
SURFACE OFF
DE-ICE
EMER
OFF
RESET
23 PSI
TIMER REGULATOR
SECOND CYCLE
SURFACE
12 SEC
DE-ICE
P
VACUUM VACUUM
QUESTIONS
1. The correct statement regarding the pitot- 4. If the W/S AIR O’HEAT light illuminates
static anti-ice system is: with the W/S BLEED switch in OFF,
A. Electrical power is not required (if there is:
bleed air is available). A. A 5-psi pressure sensed in the duct
B. The squat switch will not allow full B. A 5-psi pressure buildup in the duct,
power to the heating elements while and the light is to alert the pilot to
the airplane is on the ground. open the WINDSHIELD BLEED AIR
C. Failure of one static port heater will valve to relieve the pressure to prevent
illuminate the P/S HTR OFF damage to the duct
annunciator. C. A s y s t e m m a l f u n c t i o n ; t h e l i g h t
D. Electrical power is always available should never illuminate with the W/S
to the pilot’s system (fail-safe oper- BLEED switch in OFF
ation of the emergency bus in the event D. An overtemperature in the duct
of a dual generator failure).
5. T h e W / S A I R O ’ H E AT l i g h t w i l l
2. Regarding the windshield anti-ice system: illuminate:
A. The W/S BLEED switch controls A. If 5-psi pressure is sensed in the duct
volume (HI or LOW). with the W/S BLEED switch in OFF
B. The W/S BLEED switch controls B. If the temperature of the air going to
temperature. the windshield exceeds 146° C with
C. Electrical power must be available to the W/S BLEED switch in the HI or
open the solenoid control valve in the LOW position
tail cone. C. Neither A nor B
D. Temperature is controlled by the D. Both A and B
WINDSHIELD BLEED AIR valves.
6. In order to operate the rain removal
3. Regarding use of the W/S BLEED switch: system, the pilot should:
A. HI position should be used with an A. Open the rain doors only.
OAT above –18°C. B. Open the rain doors, and turn on the
B. LOW position should be used with an W/S ALCOHOL switch.
OAT below –18°C. C. Open the rain doors, position the
C. HI position should be used if greater WINDSHIELD BLEED AIR knobs
airflow is desired. to MAX, and position the W/S
D. It deenergizes the solenoid control BLEED switch to LOW.
v a l v e o p e n w h e n H I o r L OW i s D. Open the rain doors, and position the
selected. W/S BLEED switch to LOW.
CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION ................................................................................................................. 11-1
GENERAL............................................................................................................................. 11-1
SYSTEM DESCRIPTIONS ................................................................................................. 11-2
Air Conditioning—UNs 0482, 0485, and Subsequent .................................................. 11-2
Air Conditioning—UNs 0002 through 0481, 0483, and 0484 ...................................... 11-7
Air Distribution ........................................................................................................... 11-14
Supplemental Cockpit Ventilation .............................................................................. 11-15
Optional Flood Cooling .............................................................................................. 11-15
Optional Freon Air Conditioning (Zephyr) ................................................................ 11-16
QUESTIONS ...................................................................................................................... 11-18
ILLUSTRATIONS
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
The air-conditioning system for the Citation II provides conditioned air to both cockpit
and cabin areas. Engine bleed air provides the air required to operate the system. The
cabin and cockpit temperature is regulated by mixing hot bleed air with air cooled by
an air cycle machine (ACM). Fans are provided to circulate cabin air. An optional flood
cooling system provides a means to rapidly reduce the cabin temperature.
GENERAL
The crew is provided automatic and manual Through the use of the pressurization source
temperature controls to operationally condi- selector switch, the pilot can select left, right,
tion the cabin and cockpit environment. Hot or both engines to supply bleed air for sys-
bleed air is tapped off each engine and pneu- tem operation on the ground or in flight. The
matically controlled, manifolded, and routed cabin can be supplied with ambient air in the
to the air cycle machine in the tail cone. The event the ACM is inoperative and the cabin
air is cooled and distributed through ducting is unpressurized.
to the cockpit and cabin outlets.
SYSTEM DESCRIPTIONS
AIR CONDITIONING—UNs 0482,
0485, AND SUBSEQUENT
General
Bleed air from the engines normally passes
through two solenoid-operated flow control
valves that restrict the bleed flow to six pounds
per minute per engine, equating to 78 cu/ft per
minute per engine at 15°C/59°F. The bleed-air
line from the right engine branches in the tail
cone. One branch is routed to the normal flow
control valve and the other to a motor-oper-
ated ground valve. The ground valve can be
opened only on the ground and allows a larger
draw of bleed air from the right engine for
use by the ACM (up to 18 pounds per minute).
The NORMAL position opens the flow control When the EMER position is selected in flight,
shutoff valves and allows air from each engine the bleed air from the left engine is routed di-
to pass into the ACM. This is the position in rectly into the cabin, bypassing the ACM.
which the valves fail if main DC power is lost. Temperature is controlled by volume through
the left throttle setting and the bleed air to the
The GND position opens the ground valve and ACM is shut off. When the selector is in EMER
allows a larger draw (up to 18 PPM) of air or the valve opens automatically, the EMER
from the right engine to enter the ACM. When PRESS ON light illuminates. If the EMER po-
the valve is not fully closed, a BLEED AIR sition is selected on the ground, the EMER
GROUND light illuminates. PRESS ON annunciator illuminates, but no
air is supplied to the cabin.
If the right engine is advanced above approx-
imately 72% N 2 , a primary pressure switch The OFF position closes the valves controlling
engine bleed air, and no pressurization or tem-
causes the motorized ground valve to close,
perature control is available.
thus preventing too much air from being sup-
plied to the ACM. When the valve closes, the
BLEED AIR GROUND light extinguishes. Precooler
When the throttle is retarded below 70% N 2 ,
the valve opens again and the light reillumi- The bleed air from the engines passes through
nates. If the primary (72% N 2 ) pressure switch a precooler that is mounted in the ACM
fails to close the valve and the right engine rpm ambient-air duct. This air-to-air heat exchanger
cools the bleed air before it reaches the ACM
heat exchangers. The cooling medium used actual cabin temperature provided by a cabin
across the exchanger is ambient air. This air temperature sensor. This sensor is located in
is drawn into the tail compartment and blown the top of the cabin between the main cabin en-
through the duct by a fan attached to the trance door and the emergency exit. In addi-
ACM turbine shaft. tion, the controller receives a temperature
input from the supply duct temperature sen-
Air Cycle Machine sor in the tail cone. The cabin controller com-
pares all of the electrical inputs and then sends
After the air passes through the precooler in an output signal to the mixing valve motor in
the ram-air duct, it enters the ACM primary order to change the supply temperature. For
heat exchanger (Figure 11-2). The air then example, if the selector is rotated clockwise
passes into the ACM compressor, through the by the pilot, a higher temperature has been se-
secondary heat exchanger, and finally across lected. The controller receives this input, com-
the cooling turbine. This entire process re- pares it to the signals received from the cabin
duces the temperature of the bleed air sup- and supply duct sensors, and then causes the
plied by the engines. mixing valve to open up, allowing more bleed
air to bypass the ACM, thus increasing the
Water Separator temperature in the cabin.
A water separator is provided to remove mois- In the automatic mode, the system has a sup-
ture from the conditioned air before it enters ply air low temperature limit of 35°F (2°C) to
the cabin. The conditioned air from the ACM prevent the formation of ice in the water sep-
enters the water separator where it is filtered arator. The input to the controller for this is
and excess water is removed. The conditioned from the supply duct temperature sensor lo-
air is then ducted through a check valve into cated downstream of the water separator in the
the cabin ducts for distribution. The moisture supply duct.
is then injected into the air flowing over the
heat exchangers to increase cooling efficiency.
Temperature Control
The cabin temperature is controlled by a tem-
p e r a t u r e - s e l e c t r h e o s t a t o r a M A N UA L
HOT–MANUAL COLD switch (Figure 11-3).
COOLING AIR
(VENTED OVERBOARD)
WATER
SEPARATOR
ACM
T
MIXING
T VALVE
GND
VALVE
EMER
VALVE P P
LH FLOW RH FLOW
CONTROL CONTROL
SHUTOFF SHUTOFF
VALVE VALVE
LEGEND
SOLENOID VALVE
CONDITIONED AIR FRESH AIR SPRING-LOADED TO A
"FAIL SAFE" POSITION
COOLING AIR VENTED STATIC AIR
MOTOR-DRIVEN VALVE
HOT BLEED AIR COLD AIR OR MECHANICAL VALVE
With the temperature rheostat in the MANUAL When the ACM overheats on the ground, the
position, the mixing valve is controlled man- emergency pressurization valve does not open
u a l l y b y t h e M A N UA L H OT – M A N UA L because it has been deactivated by the left main
COLD switch. The switch has three positions gear squat switch. However, the EMER PRESS
and is spring-loaded to the center OFF posi- ON annunciator light does illuminate. The reset
tion. When the switch is deflected toward procedures are the same as for in flight.
MANUAL HOT, the mixing valve is driven
open, allowing more hot bleed air to mix with When the emergency pressurization valve is
the cold air exhausted from the ACM. When providing the source of air for pressurizing the
the switch is released, the mixing valve re- cabin, the pilot is unable to control the tem-
mains at the last position. Holding the switch perature except through manipulation of the
toward MANUAL COLD drives the mixing left throttle. Reducing power on the left engine
valve to the closed position, thus lowering the reduces the temperature and volume of air en-
temperature. The mixing valve, when manu- tering the cabin. Reducing it too much may
ally controlled, travels from fully open to fully cause a rise in cabin altitude, depending on air-
closed in approximately ten seconds. Caution craft altitude. The source of air for the emer-
should be observed when operating in the man- gency pressurization system is from the left
ual mode to prevent water separator freeze-up engine only (Figure 11-4).
(Figure 11-4).
The air duct from the ACM to the cabin is
System Protection protected from overheat damage by a duct
overheat sensor. If the temperature in the duct
If the bleed-air temperature in the duct be- ex c e e d s 1 5 7 ° C ( 3 1 5 ° F ) , t h e A I R D U C T
tween the compressor and turbine sections O’HEAT annunciator light illuminates. This
exceeds 435°F (224°C) (Figure 11-4), the over- condition will most likely occur when heat is
heat relay causes the flow control and shutoff being demanded and most of the bleed air is
valves or the ground valve (depending on bypassing the cooling process of the ACM. The
which is open) to close and the emergency pilot should select MANUAL with the tem-
pressurization valve to open. In flight, the perature select rheostat and close the mixing
ACM shuts down. The cabin is pressurized valve by holding the MANUAL HOT–MAN-
by bleed air from the left engine. This condi- UAL COLD switch to MANUAL COLD.
tion is indicated by the EMER PRESS ON an- Approximately ten seconds is required to drive
nunciator light and an increased noise level in the mixing valve from the fully hot to the fully
the cabin. If the overheat condition in the cold position. The pilot should also check that
ACM exists for longer than 12 seconds, the the TEMP circuit breaker on the left circuit-
emergency lockout relay is energized, and the breaker panel is in. Loss of power or opening
ACM remains inoperative. If the ACM cools of the circuit breaker renders the temperature
down within 12 seconds, it reverts to its pre- control system inoperative in both automatic
vious setting; the emergency pressurization and manual modes.
valve closes.
If complete DC electrical power failure occurs
To reset the system for normal operation after in flight regardless of the PRESS SOURCE se-
a shutdown for longer than 12 seconds, it is lector position, the system operates as though
necessary to rotate the PRESS SOURCE se- the switch is in the NORMAL position. If the
lector to the EMER position and then reselect selector is in the NORMAL position when
a position other than GND or OFF. This con- the electrical failure occurs, the air-condi-
dition is most likely to occur when maximum tioning system will continue to operate in
cooling is demanded of the system. that mode. Without electrical power, the emer-
gency pressurization valve fails closed. In
FOOT WARMER
VALVE
DEFOG
HI
OFF
LOW
RECIRCULATING
AIR DUCT
OVHD
CKPT CABIN F HI
OFF
FLOW DISTR LOW
AIR DUCT
F O'HEAT
MOTOR
VALVE
(100˚ F)
T
AUTOMATIC
OFF
435° F MANUAL COLD HOT
ACM 224° C COLD
MANUAL
T
O'HT BYPASS
MIXING
VALVE
ACM
74% O'PRESS
EMER 72%
VALVE P
P
EMER
EMER PRESS ON
GND
OFF
PRESS SOURCE
LEGEND
FRESH AIR SOLENOID VALVE
CONDITIONED AIR
SPRING-LOADED TO A
STATIC AIR "FAIL SAFE" POSITION
OVERHEAD DUCTING
MOTOR-DRIVEN VALVE
HOT BLEED AIR OR MECHANICAL VALVE
addition, temperature control is lost because for ground operations. An emergency pres-
the motor-operated mixing valve fails to the surization control valve is installed in the left
position set when electrical power is lost engine bleed-air line and is used to route bleed
(Figure 11-4). air directly from the precooler to the cabin
for emergency pressurization.
AIR CONDITIONING— Control
UNs 0002 THROUGH 0481,
0483, AND 0484 The source of bleed air used to pressurize the
cabin is determined by the selection made with
General the PRESS SOURCE selector (Figure 11-5).
Air from two ports on the compressor case is The PRESS SOURCE selector has seven
routed through a precooler (heat exchanger) positions:
prior to entering the air cycle machine (ACM).
The precooler, located in the bottom of the en- 1. OFF—In this position, all bleed-air
gine nacelle between the nacelle skin and the control valves are closed. Therefore
bypass duct, uses ram air from the bypass duct no bleed air is being supplied to the
to cool the bleed air before entering the ACM. ACM or the cabin from any source.
Two dual, solenoid-operated, flow-control 2. GND—In this position, the left and
valves, one mounted in each engine bleed-air right cutoff and pressure-regulat-
line, limit the bleed outflow from the respec- ing valve is opened, allowing up to
tive engine through the ACM and into the 18 ppm of bleed air (235 cu ft per
cabin. The flow control valves will allow 6–9 minute at 15°C/59°F) to enter the
ppm of air into the ACM as selected by the ACM from the right engine only.
PRESS SOURCE selector in the cockpit. The This position is for ground use only
bleed line from the right engine branches after and will illuminate the BLEED AIR
it enters the tail-cone area, and a shutoff and GND/HI annunciator.
pressure-regulating valve is installed which al-
lows up to 18 ppm of air (235 cu ft per minute 3. LH—The left flow control and shut-
at 15°C/59°F) to flow to the ACM. The valve off valve will open,permitting up to
is energized open and is normally used only
Figure 11-5. PRESS-ENVIRON Panel—UNs 0002 through 0481, 0483, and 0484
Bleed air from the precooler enters the ACM Air from the turbine enters an expansion
from any of the bleed-air sources and passes chamber where it is further cooled.
through a heat exchanger for further cooling
(Figure 11-7). Heat Exchanger
The air is compressed by the turbine-driven The heat exchanger is a primary/secondary, air-
compressor and is routed through a second to-air unit that reduces bleed-air temperature
heat exchanger. The air then drives the turbine, in two passes. On the first pass, the air is par-
which extracts energy and further cools the air. tially cooled in the primary section of the heat
COOL AIR
RAM
TURBINE COMPRERSSOR
AIR
DORSAL FIN
BYPASS VALVE
INLET
P
ACM EJECTOR
SHUT OFF VALVE
OVERHEAT
TEMPERATURE SENSOR BLEED AIR
435 F 224 C P
PRESSURE DIFFERENTIAL SWITCH (>2.8 PSI)
ACM
EJECTOR ON
ACM
BYPASS NC BYPASS
AIR NC AIR
NO NO
FLOW CONTROL
SHUTOFF VALVE
PRECOOLER (NORMAL)
PRECOOLER
NO—NORMALLY OPEN (DE-ENERGIZED) LEGEND
NC—NORMALLY CLOSE (ENERGIZED) CONDITIONED AIR FRESH AIR
Figure 11-7. Air Cycle Machine—UNs 0002 through 0481, 0483, and 0484
FOOT WARMER
VALVE
DEFOG
HI
OFF
LOW
CKPT CABIN
F RECIRCULATING
AIR DUCT
FLOW DISTR
OVHD
HI
MOTOR F OFF
VALVE
(100˚ F) LOW
ACM
GROUND VALVE
BYPASS NC BYPASS
AIR NC AIR
NO NO
FLOW CONTROL
SHUTOFF VALVE
(NORMAL)
PRECOOLER PRECOOLER
NORMAL
NO—NORMALLY OPEN (DE-ENERGIZED)
NC—NORMALLY CLOSE (ENERGIZED) LH RH
EMER EMER
GND PRESS ON
OFF
PRESS SOURCE
LEGEND
CONDITIONED AIR FRESH AIR
Operating in AUTOMATIC provides overheat exceeds 224°C (435°F), the overheat relay
protection for the ACM air duct outlet. If out- causes all bleed-air valves related to the ACM
let temperature is too high, bias air pressure to close and the emergency pressurization
on the mixing valve is reduced allowing it to valve to open. The ACM will shut down; the
close slightly to decrease temperature. cabin will be pressurized by bleed air from the
Conversely, if the outlet temperature is too left engine. This condition will be indicated
cold, the water separator may freeze and re- by illumination of the EMER PRESS ON an-
strict air flow to the cabin and/or cause ice nunciator and increased noise level in the
chips to flow through the cabin air distribution cabin. If the ACM cools down within 12 sec-
ducts. While operating in AUTOMATIC, if onds, it will revert to normal operation. The
the outlet temperature is becoming too cold, emergency pressurization valve will close. If
bias air pressure is increased, allowing the the overheat lasts longer than 12 seconds, the
mixing valve to open slightly, preventing the emergency lockout relay energizes, and the
water separator from freezing (Figure 11-8). ACM remains inoperative. To reset the system
for normal operation after a shutdown, rotate
the PRESS SOURCE selector to the EMER po-
CAUTION sition and then reselect LH, RH, NORMAL,
or BOTH HI. During an ACM overheat on the
During periods of high tempera- ground, the emergency pressurization valve
ture and high humidity conditions, does not open. It has been deactivated by the
care should be exercised to refrain left main gear squat switch. However, the
from taking off with the tempera- EMER PRESS ON annunciator illuminates.
ture control system in MANUAL Reset procedures are the same as in-flight
and FULL COLD. procedures.
When the emergency pressurization system
Manual Mode is providing cabin pressurization, the pilot
will be unable to control the temperature ex-
When the selector switch is placed in MAN-
cept by modulation of the left throttle.
UAL, the solenoid shutoff valve is deener-
Reducing power on the left engine will re-
gized, opening the pneumatic line from the
duce the temperature and volume of air en-
23-psi manual pressure source to the bypass
tering the cabin. Because the air for emergency
mixing valve through an orifice. Control pres-
pressurization is supplied only by the left en-
sure is regulated by the manual temperature se-
gine, a drastic reduction in left engine power
lector in the cockpit. Clockwise rotation of
could cause an increased cabin altitude.
the manual temperature rheostat increases con-
trol pressure, further opening the bypass mix- The air duct from the ACM to the cabin is pro-
ing valve and increasing air temperature. tected from overheat damage by an overheat
Counterclockwise rotation of the selector de- sensor. If duct temperature exceeds 157°C
creases air temperature. During manual mode (315°F), the AIR DUCT O’HEAT annuncia-
operation, the automatic mode is disabled. tor will illuminate. Illumination of the light
could indicate that the automatic tempera-
While operating in the automatic mode, elec-
ture control function may have driven the by-
trical failure will result in the solenoid shut-
pass mixing valve to the fully open position.
off valve reverting to the manual mode position.
The pilot should select MANUAL on the se-
lector switch and rotate the manual tempera-
System Protection ture control to COLD to close the bypass
mixing valve (the valve closes in approxi-
An overheat sensor installed between the com- mately ten seconds). The TEMP circuit
pressor and turbine sections of the ACM pre- breaker on the left circuit-breaker panel should
vents excessively hot air from entering the be checked for engagement. Electrical power
turbine. If air in the duct between the sections
to the selector switch solenoid is from the The temperature of the air in the supply duct
right crossover bus through the TEMP cir- determines the position of the recirculating air
cuit breaker. Loss of power on that bus or inlet door. At temperatures below 38° C (100°
opening of the circuit breaker automatically F), the door is fully closed and conditioned air
switches the temperature control system to flows through both the overhead and under-
manual mode. floor distribution ducts. With a temperature
above 38° C (100° F), the door is fully open;
If complete main DC electrical failure oc- all of the hot air from the ACM is diverted to
curs, the left and right flow control and shut- the underfloor ducting system. Air from the
off valves revert to the 6-ppm flow position, overhead ducts is now recirculated cabin air
ensuring a constant supply of air for cabin only, which is cooler than the air coming from
pressurization. The emergency pressuriza- the ACM. The air flowing through the over-
tion valve (EMER) and the shutoff and pres- head ducting is distributed and controlled by
sure regulation valve (GND) revert to the manipulation of the individual Wemac out-
closed position. Temperature control reverts lets. Increased airflow through these Wemac
to manual mode. outlets can be obtained by selecting HI or
LOW with the OVHD fan switch on the co-
pilot’s instrument panel. The baggage com-
AIR DISTRIBUTION partment smoke detector duct is also attached
to the overhead fan duct, which requires the
Description fan to be operating any time the aft cabin
The cabin air distribution system consists of baggage/toilet area is unoccupied and the pri-
an overhead conditioned air duct and outlets. vacy curtain is closed (UNs 0002 through
The passenger footwarmer and armrest warmer 0626). On UNs 0627 and subsequent, this re-
manifolds are supplied by an underfloor con- quirement has been eliminated.
ditioned air duct which supplies the wind-
shield defog outlets and the crew side console The air that flows to the underfloor ducting is
outlets. Figures 11-4 and 11-8 illustrate the air divided by the flow divider assembly. Part of
distribution system. The conditioned air en- the air flows to the flight compartment and part
ters the cabin through a single duct and then to the passenger footwarmer and armrest
branches at a flow divider, part going to the warmer manifolds. The position of the flow
cockpit and part going to the main and auxil- bias valve is determined by the AIR FLOW
iary plenums, then on to the passenger section. DISTR selector (Figure 11-3). It is a five-po-
Air circulation through both the overhead sition selector that allows selection of in-
ducting and underfloor ducting can be in- creased or decreased airflow to the cabin or
creased by actuating the overhead fan and cockpit. For example, selecting the CKPT po-
defog fans, respectively. sition diverts most of the air to the flight com-
partment, while selecting CABIN diverts most
of the air to the armrest and footwarmer man-
Operation ifolds. Using the defog fan in conjunction
With the engines operating, selecting a source with the flow divider increases the airflow to
of bleed air for the ACM with the PRESS the flight compartment. Maximum flow can be
SOURCE selector provides conditioned air obtained by selecting CKPT with the AIR
to the cabin (excluding EMER and OFF posi- FLOW DISTR selector and selecting HI with
tions). The air flows from the water separator the defog fan switch. The defog fan switch is
through ducting to the cabin, passing through located adjacent to the overhead fan switch on
a check valve at the aft pressure bulkhead. the copilot’s instrument panel and has three po-
sitions: HI, OFF, and LOW. The pilot’s foot-
wa r m e r o u t l e t m u s t b e c l o s e d t o o b t a i n
maximum defogging at the windshields. When
the footwarmer outlet is closed, a side window
SUPPLEMENTAL COCKPIT
VENTILATION
Two fans (one fan on some airplanes) are in-
stalled in the forward cabin divider: one in the
right divider and one in the left divider except
on airplanes with a forward deluxe refreshment
center. Air flows from the passenger com-
partment through the fans to the crew com-
partment. Figure 11-9 shows the cockpit
ventilation fan outlets.
Operation
The FLOOD COOLING control switch (Figure
11-12) is located next to the pressurization
Figure 11-9. Cockpit Fan Outlets controller on the center panel in the cockpit. It
is a two-position switch labeled ON and OFF.
The fans are controlled by the OVHD fan
switch located on the copilot’s panel (Figure
11-10). The switch has three positions: HI,
OFF, and LOW.
An amber COMP ON light, when illuminated, Placing the MODE switch in the FAN position
indicates compressor engagement. turns on the forward blower and leaves the
compressor off (COMP ON light is out). The
forward blower may be operated in high or low
speed, depending on the FWD FAN switch
position (HI or LO). The aft blower may be op-
erated in high or low speed or turned off, de-
pending on the AFT FAN switch position (HI,
LO, or OFF). The blowers may be used at any
time to increase ventilation.
QUESTIONS
1. When controlling the cabin temperature 5. Closing the footwarmers on descent:
with the manual temperature switch, the A. Cuts off airflow to the windshields
mixing valve is positioned from full hot
B. C u t s o ff a l l f r e s h a i r t o t h e s i d e
to full cold in approximately:
windows
A. 18 seconds C. Increases airflow to the side windows
B. 6 seconds for defogging on descent
C. 3 seconds D. Results in side window fogging
D. 10 seconds
6. The source of bleed air when the EMER
2. The AIR DUCT O’HEAT annunciator PRESS ON annunciator is illuminated in
light illuminates when the: flight is:
A. ACM shuts down. A. Either the left or right engine
B. Temperature of air in the duct to the B. The left engine only
cabin is excessive. C. The right engine only (provided that
C. Temperature of the air going to the the GND position is not selected)
windshield is excessive. D. Ram air
D. EMER source is selected unless the
left throttle is retarded. 7. The OAT is 90° F; as the airplane passes
through 4,000 feet on climbout, the
3. If the ACM overheat switch has activated EMER PRESS ON light illuminates, and
and the ACM has shut down, it may be the noise level in the cockpit increases:
reset by placing the PRESS SOURCE se- A. The ACM has shut down due to an
lector in: ove r h e a t ; s e l e c t E M E R w i t h t h e
A. EMER PRESS SOURCE selector and a cooler
B. GND temperature with the automatic
C. NORMAL temperature selector.
D. Either LH or RH B. The ACM has shut down; turn the
PRESS SOURCE selector OFF, and
call for the checklist.
4. Selecting the HI position with the OVHD
fan switch: C. The ACM has shut down due to an
overheat; adjust to a warmer temper-
A. Increases the airflow from the over- ature, select EMER with the PRESS
head ducts SOURCE selector, and call for the
B. Increases airflow from the underfloor checklist.
ducts D. The ACM has not shut down; select
C. Increases the airflow in the wind- MAN and full cold to cool it down,
shield defog system thus preventing damage.
D. Keeps the toilet area ventilated
CHAPTER 12
PRESSURIZATION
CONTENTS
Page
INTRODUCTION ................................................................................................................ 12-1
GENERAL ........................................................................................................................... 12-1
SYSTEM DESCRIPTION ................................................................................................... 12-2
Pressurization Controller .............................................................................................. 12-2
Outflow Valves .............................................................................................................. 12-4
Operation ...................................................................................................................... 12-4
QUESTIONS ........................................................................................................................ 12-6
ILLUSTRATIONS
CHAPTER 12
PRESSURIZATION
INTRODUCTION
The pressurization system on the Citation II is used to maintain a lower cabin (pressure
vessel) altitude than actual airplane altitude. This is accomplished by controlling the
amount of air allowed to escape overboard from the cabin. On the Citation II, the pres-
surization and air-conditioning systems employ a common airflow; therefore, cabin
pressurization is accomplished with conditioned air.
GENERAL
Two elements are required to provide cabin The cabin pressure control system includes a
pressurization. One is a constant source of pressure controller, two outflow valves, two
air. The other is a method of controlling the cabin altitude limit valves, and a pneumatic
flow of air into or out of the airplane to achieve relay. An emergency dump valve and a regu-
the desired differential pressure and resultant lated vacuum supply complete the cabin pres-
cabin altitude. In the Citation II, the inflow of sure control system.
air to the cabin is fairly constant (through a
wide range of engine power settings), and the Cabin pressurization is obtained by releasing
outflow of air is controlled by the two outflow conditioned air under pressure into the fuse-
valves located on the aft pressure bulkhead. lage and limiting the rate at which the air is
exhausted to the atmosphere. The purpose of Solenoids B and C are two-way, two-position,
the pressurization control system is to keep normally closed valves. The valves are ener-
the cabin of the airplane as near sea level gized open when either throttle is below 80%
pressure as possible throughout the varying N 2 and the airplane is on the ground.
altitudes during flight. The pressurized area
of the airplane can be maintained at sea level The three solenoid air valves are connected to
pressure up to a flight altitude of approxi- the airplane electrical system through the
mately 23,000 feet and at a pressure altitude NORM PRESS circuit breaker on the left
of approximately 8,000 feet while the air- circuit-breaker panel. Ground for the valves’
plane is at 43,000 feet. These pressures im- circuitry is completed through two parallel
pose a normal cabin-to-atmosphere pressure throttle switches on the aft quadrant and the
differential up to 8.8 psi on the airplane left gear squat switch. These three solenoid
structure. valves are further discussed under Operation.
Ram air is used to provide positive pressure It is the function of the controller to meter
to the tail cone (relative to outside static pres- control air (vacuum) to the outflow valves so
sure) to preclude entry of any external fluids. that desired cabin altitude and rate of climb are
achieved. The controller consists of two cham-
bers separated by a movable diaphragm. One
chamber senses cabin pressure while the other
SYSTEM DESCRIPTION chamber references ambient pressure outside
the pressure vessel. Pressure differences be-
PRESSURIZATION tween the two chambers, resulting from
CONTROLLER changes in altitude, cause the diaphragm to
move and route control air to the pneumatic
The pressurization control system uses a vari- relay. The pneumatic relay amplifies this sig-
able isobaric controller to drive two identical nal and, in turn, controls the two outflow
outflow valves through a compensated pneu- valves. Cabin pressure is then increased or
matic relay (Figure 12-1). Both outflow valves decreased until equilibrium between the two
modulate the flow of air discharging from the chambers is established. Desired cabin altitude
cabin during normal operation. Either or both is selected by rotating the cabin altitude se-
valves open automatically if required to pro- lector knob. This applies a spring bias to the
vide positive pressure relief protection. Each movable diaphragm and changes the pressure
valve is connected to a cabin altitude limit between the two chambers causing cabin pres-
control unit, which automatically overrides sure altitude to climb or descend.
any pressurization control system failure that
would cause cabin altitude to exceed 13,000 The rate at which the cabin climbs or descends
±1,500 feet. is controlled by the cabin rate knob. This valve
bleeds air between the two sealed chambers
The system incorporates three solenoid valves and, in conjunction with an isobaric bellows,
that are functional primarily during ground op- determines the rate at which the spring pressure
erations (Figure 12-1). Solenoid A, located on is applied to the movable diaphragm when a new
the controller, is a normally open valve that is cabin altitude is selected.
energized closed when either or both throttles
are above 85% N 2 and the airplane is on the The cabin altimeter and cabin rate-of-change
ground. This valve remains closed during the indicators are located on the center pedestal,
takeoff roll to disable the rate-control function adjacent to the pressurization controller
of the controller and allow the pneumatic relay (Figure 12-2). The cabin altimeter presents
to control pressurization. existing cabin altitude on the outer scale and
AL
MICROSWITCHES 30
N
28
BI
T-
CA
VALVE
FT.
X10
PNEUMATIC
FT
"B" OUTFLOW
AC
00
FULL
VALVE RELAY VALVE
N.C. CABIN
H CABIN
R CO
NTROLLER
ALTITUDE
O LIMIT VALVE
"A"
OFF
VALVE
N.O.
CABIN
ALTITUDE
LIMIT VALVE
"C"
VALVE OUTFLOW
N.C. MAXIMUM VALVE
PRESSURE
DIFFERENTIAL
VALVE
E LEGEND
M
E VACUUM
R
VACUUM D AMBIENT AIR
EJECTOR MANUAL U
M CONDITIONED AIR
DUMP P
VALVE CONTROLLED VACUUM
N.O.—NORMALLY OPEN, DE-ENERGIZED
N.C.—NORMALLY CLOSED, DE-ENERGIZED SERVICE BLEED AIR
AIRBORNE MODE FOR VACUUM EJECTOR
12-3
pressure differential on the inner scale. The in the cabin altitude limit valves, they open and
pressure differential needle indicates multiple allow cabin air to enter the control air line, re-
malfunctions of the outflow system if a pres- ducing the vacuum. This causes the out-flow
sure differential in excess of 8.8 psi is shown valves to move toward the closed position and
on the gage. The cabin rate-of-change indica- reestablish cabin pressure. A manual emer-
tor shows the rate at which the cabin is as- gency dump valve (Figure 12-3) located in the
cending or descending. vacuum line can be utilized to route vacuum di-
rectly to the outflow valves and dump all cabin
pressure in case of an in-flight emergency.
QUESTIONS
1. Pressurization of the airplane is normally 4. The landing gear squat switch causes the
maintained by: airplane to completely depressurize while
A. Controlling the amount of air enter- on the ground by opening a solenoid
ing the cabin valve, routing vacuum directly to:
B. Controlling the amount of air escap- A. Both outflow valves
ing the cabin B. The pressure controller
C. Modulating the temperature of the C. The cabin altitude limit valve
ACM D. The emergency dump valve
D. Manipulating the throttles
5. While cruising at FL 350 the airplane vac-
2. If the main vacuum source to the pres- uum system fails. The cabin altitude:
surization controller is lost, the airplane A. Immediately goes to 13,500 feet
pressure differential will:
B. Remains at approximately 10,000 feet
A. Go to zero as the airplane depressurizes (as set by the limiters)
B. Go to maximum limits as allowed by C. Rapidly approaches 35,000 feet
the outflow valves D. Decreases to a value as determined
C. Stabilize at about 13,500 feet as con- by the maximum differential pressure
trolled by the altitude limit valve
D. Cause the passenger oxygen system to
activate
CHAPTER 13
HYDRAULIC POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 13-1
GENERAL ............................................................................................................................ 13-1
MAJOR COMPONENTS .................................................................................................... 13-2
Reservoir ....................................................................................................................... 13-2
Pumps ............................................................................................................................ 13-2
System Bypass Valve .................................................................................................... 13-2
Firewall Shutoff Valves ................................................................................................. 13-2
Filters ............................................................................................................................ 13-4
Flow Switches ............................................................................................................... 13-4
OPERATION ........................................................................................................................ 13-4
HYDRAULIC SUBSYSTEMS ............................................................................................ 13-6
THRUST REVERSERS (OPTIONAL) ................................................................................ 13-6
General .......................................................................................................................... 13-6
Protection ...................................................................................................................... 13-6
Control .......................................................................................................................... 13-6
Indication ...................................................................................................................... 13-7
Operation ..................................................................................................................... 13-8
Emergency Stow ........................................................................................................... 13-9
QUESTIONS ...................................................................................................................... 13-10
ILLUSTRATIONS
CHAPTER 13
HYDRAULIC POWER SYSTEM
INTRODUCTION
The Citation II hydraulic system is pressurized by two engine-driven pumps, one on each
engine. The system provides pressure for three subsystems: landing gear, speedbrakes,
and optional thrust reversers. System operation is monitored by annunciator lights.
GENERAL
The hydraulic system is classified as “open conditions. Fluid is filtered prior to entering a sub-
center,” bypassing pump output to return with system and enroute to the reservoir.
essentially no buildup of pressure. Fluid by-
passing ceases and pressure is provided when Annunciator lights warn of low fluid level in
operation of a subsystem is initiated. the reservoir, low hydraulic pressure, and
indicate when the system is pressurized. (All
The pumps are supplied with fluid through annunciators are shown in the Annunciator
electric motor-operated firewall shutoff valves Panel section.)
controlled from the cockpit.
The wheel brake system is hydraulically
The reservoir is pressurized to provide an adequate powered by a separate, completely indepen-
supply of fluid to the pumps under all operating dent hydraulic system.
The valves are normally kept open and are Pump output flow, through the flow switch,
closed only in the event of an engine fire or to opens a circuit to extinguish the LH or RH HYD
perform maintenance tests. Valve closing is in- FLOW LOW or HYD PRESS LO L/R light .
dicated by illumination of the respective amber
F/W SHUTOFF (L or R) annunciator. Assuming that no subsystem is being operated,
the deenergized system bypass valve is open,
bypassing pump output to return. As the second
FILTERS engine is started, the remaining HYD FLOW
The system incorporates three fluid filters, LOW annunciator is extinguished.
two for filtering fluid leaving the pumps and
one for filtering return fluid prior to entering When the operation of any subsystem is initi-
the reservoir. Each filter incorporates a bypass ated, a circuit is completed to energize the sys-
valve that opens at 100 psid if the filter ele- tem bypass valve to the closed position (closed
ment clogs. There is no cockpit indication of center). As pressure increases, the HYD PRESS
any filter bypass. ON annunciator illuminates. System pressure
is limited to 1,500 psi as the system relief valve
opens. When the selected operation is com-
FLOW SWITCHES pleted, the circuit to the system bypass valve
opens. The deenergized valve spring-loads to
A flow switch installed in each pump pressure
the open position, again bypassing pump out-
line controls the HYD FLOW LOW LH/RH an-
put to return. The system depressurizes, and the
nunciator (labeled “ HYD PRESS LO L/R” on
HYD PRESS ON annunciator goes out. The
UNs 0050 through 0505). As flow from a pump
system remains in the essentially unpressurized
exceeds 1.33 gpm, a circuit opens to extinguish
(open center) condition until another subsystem
the applicable annunciator. Decreasing flow to
is selected for operation.
0.35–0.55 gpm will close the circuit, illumi-
nating the annunciator. A check valve in the
When an engine is shut down, the applicable
flow switch prevents backflow into the pump.
HYD FLOW LOW annunciator illuminates.
With both engines shut down, both HYD
On UNs 0002 through 0049, the flow switch
FLOW LOW annunciators illuminate. Loss
incorporates a differential pressure switch.
of a pump during system operation is indicated
When a differential pressure of 25 psi or more
by illumination of the applicable annunciator.
exists, the pressure switch will close to illu-
minate the amber HYD PRESS LO annunci-
Depressing an ENG FIRE switchlight closes the
ator related to the pump that has low pressure
hydraulic shutoff valve and the fuel shutoff
when the system is in “open center” mode.
valve for that engine, which illuminates the re-
When the system is fully pressurized (1,500
spective LH/RH F/W SHUTOFF annunciator
psi), a differential of 170 psi or more will
light. In addition, the generator is electrically
cause the pressure switch to illuminate the
disconnected as the field relay trips, and the fire-
light. In this system, both HYD PRESS LO
extinguishing system is armed.
lights cannot be on simultaneously.
OPERATION
When an engine is started, the pump draws
fluid from the reservoir through the normally
open firewall shutoff valve (Figure 13-4).
EXTEND
THRUST
SPEED
REVERSERS BRAKE
SYSTEM
PRESSURE
P
FOR TRAINING PURPOSES ONLY
RELIEF VALVE
HYDRAULIC
PUMP
HYDRAULIC HYDRAULIC
PUMP PUMP
LEGEND
LOW PRESSURE HYD LOW F/W
LEVEL SHUT OFF
RETURN
HYD LH RH
PRESS ON
SUPPLY
FILTER
13-5
STOWED DEPLOYED
Figure 13-5. Thrust Reversers
IDLE
OFF
ISOLATION ISOLATION
VALVE VALVE
P P
THRUST THRUST
REVERSER REVERSER
CONTROL CONTROL
VALVE VALVE
LEGEND
FULL PRESSURE
RETURN
CONTROL
The thrust reversers are controlled by reverser
levers (Figure 13-7) piggyback-mounted on the
throttles. Each reverser lever has three posi-
tions—full forward or stow, a detented re-
verse idle (deploy) position, and full aft or
reverse thrust position.
INDICATION OPERATION
E a c h r ev e r s e r h a s t h r e e l i g h t s o n t h e After landing, when the throttles are at idle and
glareshield panel—ARM, UNLOCK, and DE- the nosewheel is on the ground, raise the thrust
PLOY (Figure 13-8). The amber ARM light reverser levers to the idle deploy detent. The
circuit is completed by a pressure switch which ARM lights and the HYD PRESS ON light
indicates hydraulic pressure is available to will come on, followed almost immediately by
the reverser control valve. In addition to the the UNLOCK lights and within 1.5 seconds,
three reverser lights, a fourth light on the an- t h e D E P L OY l i g h t s . T h e r eve r s e r l eve r
solenoid lock will release. The reverser lever
may now be moved aft to accelerate the engine
if so desired. This last movement acts only on
the FCU to increase thrust in reverse. The en-
gine throttles themselves are held in idle by a
mechanical interlock in the pedestal. While re-
verse thrust is maintained, the ARM, UN-
LOCK, and DEPLOY lights will remain on, as
will the HYD PRESS ON light.
Control
A two-position switch (Figure 13-8) for each
reverser is located inboard of the reverser
lights. The switch is labeled STOW SW and
has positions labeled EMER and NORMAL.
Moving a STOW switch to the EMER position
will close the hydraulic bypass valve and cause
the control valve to energize to the stow po-
sition. If the reversers are deployed, the HYD
PRESS ON light will come on and the reverser
lights will go out in the sequence DEPLOY and
UNLOCK. The HYD PRESS ON light and the
ARM light will remain on continuously in the
stow position. The reverser is held stowed
with continuous hydraulic pressure (mechan-
ical overcenter stow locks may be inopera-
ble).This system is checked before each flight
following a normal deploy cycle.
QUESTIONS
1. The system bypass valve is: 6. The reservoir quantity indicator is lo-
A. Spring-loaded closed cated:
B. Spring-loaded open A. I n t h e r i g h t f o r w a r d b a g g a g e
C. Energized closed compartment
D. Both B and C B. On the copilot’s instrument panel
C. On the right engine near the oil filter
2. Depressing an ENG FIRE switchlight: D. In the tail cone area
A. Shuts off hydraulic fluid to the pump
7. Reservoir fluid level below 0.2 gallon is
B. Trips the generator field relay
indicated by illumination of the:
C. Arms the fire-extinguishing system
A. L or R HYD LEVEL LO annunciator
D. All of the above
B. HYD PRESS ON annunciator
3. Closing of a hydraulic firewall shutoff C. HYD LEVEL LO annunciator
valve is indicated by: D. L H o r R H H Y D F L OW L OW
annunciator
A. A warning horn
B. Illumination of the applicable F/W
8. Hydraulic system operation is indicated
SHUTOFF annunciator if the fuel
by illumination of the:
shutoff valve also closes
C. Illumination of the HYD PRESS ON A. HYD LEVEL LO annunciator
annunciator B. HYD PRESS ON annunciator
D. None of the above C. L or R HYD LEVEL LO annunciator
D. L H o r R H H Y D F L OW L OW
4. When using one of the subsystems, if annunciator
normal DC power is lost, the system by-
pass valve: 9. Of the following statements concerning
A. Spring-loads to the closed position the hydraulic system, the correct one is:
B. Is not affected A. The HYD PRESS ON annunciator il-
C. Spring-loads to the open position luminates any time the engine-driven
pumps are operating.
D. None of the above
B. A HYD PRESS ON annunciator illu-
minating while the gear is extending
5. The hydraulic system provides pressure
may indicate a failed hydraulic pump.
to operate the:
C. The HYD LEVEL LO annunciator il-
A. Landing gear, speedbrakes, and thrust luminates whenever reservoir fluid
reversers level is 0.5 gallon.
B. Landing gear and speedbrakes only D. A HYD FLOW LOW annunciator
(all airplanes) illuminating may indicate a failed hy-
C. Antiskid brakes, landing gear, and draulic pump.
flaps
D. Speedbrakes, landing gear, and wheel
brakes
10. The thrust reversers: 12. The incorrect statement regarding the
A. M a y b e d e p l o y e d o n l y w h e n t h e use of thrust reversers is:
throttles are in IDLE A. They may be used in flight to slow the
B. M u s t h ave b o t h e m e rg e n cy s t ow airplane.
switches in EMER for takeoffs to B. They should not be used on touch-
guard against inadvertent deployment and-go landings.
during that critical phase of flight C. The reversers must be in idle reverse
C. May be left in idle reverse until the by 60 KIAS.
airplane is brought to a full stop D. Thrust reverser airplanes have two
D. Both A and C squat switches.
11. When normal deployment of the thrust re- 13. The MASTER WARNING lights:
versers is obtained, the following an- A. Have nothing to do with the reverser
nunciator lights should be illuminated: system
A. ARM, UNLOCK, DEPLOY B. Wi l l i l l u m i n a t e i f a n A R M l i g h t
B. DOOR NOT LOCKED, ARM, UN- illuminates while in flight
LOCK, DEPLOY C. Will illuminate if the HYD PRESS
C. HYD PRESS ON, ARM, UNLOCK, ON light remains illuminated after
DEPLOY the DEPLOY light is illuminated
D. DOOR NOT LOCKED, HYD PRESS D. Will illuminate if a DEPLOY light -
ON, DEPLOY illuminates in flight.
CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION ................................................................................................................ 14-1
GENERAL ........................................................................................................................... 14-1
LANDING GEAR ................................................................................................................ 14-2
General .......................................................................................................................... 14-2
Controls and Indicators ................................................................................................. 14-4
Operation ...................................................................................................................... 14-6
NOSEWHEEL STEERING ............................................................................................... 14-10
BRAKES ............................................................................................................................ 14-10
General ........................................................................................................................ 14-10
Operation .................................................................................................................... 14-12
Emergency Brakes ...................................................................................................... 14-14
QUESTIONS ...................................................................................................................... 14-16
ILLUSTRATIONS
CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
The Citation II landing gear is electrically controlled and hydraulically actuated. When
retracted, the nose gear and the struts of the main gear are enclosed by mechanically
actuated doors. The main gear wheels remain uncovered in the wheel wells. Gear position
and warning are provided by colored indicator lights and a warning horn.
Nosewheel steering is mechanically actuated through linkage from the rudder pedals.
A self-contained shimmy damper is located on top of the nose gear strut.
Power braking is provided with or without antiskid. Emergency braking is also provided.
GENERAL
Each inboard-retracting main gear utilizes Gear position indication is provided by one red
two hydraulic actuators—one for gear actua- and three green position indicator lights on the
tion and one for uplock release. Two hydraulic landing gear control panel. In addition, a
actuators perform identical duties for the warning horn sounds when throttle or flap and
forward-retracting nose gear. An electrically gear position are not compatible.
positioned control valve directs hydraulic
pressure for gear operation.
The mechanically actuated nosewheel steer- the hydraulic pressure can reach the main hy-
ing system is actuated by cable linkage from draulic actuator to extend the gear. When the
the rudder pedals. The system is enabled with gear is extended, an internal locking mecha-
the gear extended, on or off the ground. Nose nism within the main gear actuator engages the
gear centering is accomplished mechanically mechanical locking ring (Figure 14-2).
during retraction.
LANDING GEAR
GENERAL
The main and nose landing gear struts are
conventional air-oil struts. Each strut has a
floating piston with hydraulic fluid on one
side and a nitrogen pressure charge on the
Figure 14-1. Right Main Gear and Door
other side for shock absorption during taxi,
takeoff, and landing. A data plate on the strut
contains information to determine the proper The downlock mechanism consists of a locking
amount of visible chromed surface on the ring held in a groove on the actuator piston.
lower portion of the strut. The landing gear is It can be released only with hydraulic pressure
normally hydraulically actuated but can be applied to the retract side of the actuator;
mechanically and pneumatically extended if therefore, no external downlock pins are re-
the normal gear actuation system fails. quired.
VISUAL
INDICATOR
(NOT LOCKED)
LEGEND
PNEUMATIC EXTENSION
RETRACTED
HYDRAULIC EXTENSION
HYDRAULIC RETRACTION
VISUAL
INDICATOR
(LOCKED)
RETRACT
PORT
PNEUMATIC HYDRAULIC
EXTEND EXTEND
PORT PORT
LOCKING
PISTON PISTON
LOCKING
RING
Figure 14-3. Nose Landing Gear During operation of the spin-up system, engine
and Doors power should be above 60% N 2 to ensure
adequate bleed air.
The nose gear is held in the retracted position
by a spring-loaded/hydraulic uplock mecha- CONTROLS AND INDICATORS
nism that is released by a hydraulic actuator
prior to gear extension. When the gear is ex- The landing gear is controlled by the LDG
tended, an internal locking mechanism in the GEAR control handle to the left side of the cen-
gear actuator engages to lock the gear down. ter panel (Figure 14-5). Gear position is shown
This locking device is similar to the one in the by one red and three green indicator lights on
main gear actuator. No external downlock pin t h e g e a r c o n t r o l p a n e l . A wa r n i n g h o r n
is required for the nose gear. The nose gear is provides warning of abnormal conditions.
mechanically centered during retraction.
N/W RPM
PLUNGER
RETRACT SWITCH
EXTEND SWITCH
LOCKING FW
D
SOLENOID
This safety feature cannot be overridden. If the The warning horn also sounds if flaps are ex-
solenoid fails or electrical power is lost, the gear tended beyond 15° with one or more gear not
handle cannot be moved to the UP position. down and locked regardless of any other con-
dition. Under these conditions, the horn can-
The gear handle must be pulled out of a de- not be silenced.
tent prior to movement to either the UP or
DOWN position.
OPERATION
Indicators General
The green NOSE, LH, and RH lights on the In addition to energizing the gear control
gear control panel indicate gear down and valve, LDG GEAR handle movement to the UP
locked. As each gear locks down, its respective or DOWN position also closes the hydraulic
green light is illuminated. system bypass valve, creating pressure as in-
dicated by illumination of the HYD PRESS ON
The red GEAR UNLOCKED light indicates an annunciator. At the completion of either cycle,
unsafe gear condition. It illuminates when the the bypass valve opens, and the HYD PRESS
gear handle is moved out of the UP detent and ON annunciator goes out.
remains on until all three gear are down and
locked. At retraction, the light comes on when The DC power for the landing gear control
any downlock is released and remains on until circuit is through the GEAR CONTROL circuit
all three gear are up and locked. breaker located in the SYSTEMS section of the
left circuit-breaker panel.
Normal indication with the gear down is three
green lights illuminated. All lights should be
out with the gear retracted.
Retraction
Placing the LDG GEAR handle in the UP po-
Figure 14-7 shows indicator light displays for sition energizes the retract solenoid of the
va r i o u s g e a r p o s i t i o n s . T h e G E A R U N - gear control valve. The control valve is posi-
LOCKED light and warning horn can both be tioned to direct pressure to the retract side of
tested by positioning the rotary TEST switch each gear actuator and to preload the uplocks.
to LDG GEAR. The downlock mechanism in each actuator re-
leases, and retraction begins (Figure 14-8).
tuated, the gear control valve circuit is inter- fully extended position, a downlock switch is
rupted, and the valve returns to the neutral actuated. When all three downlock switches
position. All position indicator lights on the are actuated, the control valve circuit is in-
control panel are out. terrupted, and the valve returns to the neutral
position. With pressure no longer being applied
Extension to the gear actuator, the internal locking mech-
anism within each actuator assumes the down-
Placing the LDG GEAR handle in the DOWN locked position, as indicated by extension of
position energizes the extend solenoid of the the downlock visual indicator pins (see Figure
gear control valve (Figure 14-9). The valve is 14-2) and illumination of the green NOSE,
positioned to direct pressure to the uplock ac- LH, and RH position indicator lights on the
tuators, releasing the gear uplocks. When the gear control panel.
uplocks have released, pressure continues to
the gear actuators. As each gear reaches the
GEAR GEAR
UNLOCKED UNLOCKED
UP AND
DOWN LOCKED DOWN
NOSE GEAR
LDG GEAR LDG GEAR
NOT DOWN
AND LOCKED
UP NOSE UP NOSE
ANTI- ANTI-
HORN SKID LH HORN SKID LH
RH RH
SILENCE ON SILENCE ON
PRESSURE RETURN
UPLOCK UPLOCK
HOOK BLOWDOWN
DUMP VALVE HOOK
ACTUATOR ACTUATOR
BLOW-
DOWN
FILL BOTTLE
SHUTTLE
UPLOCK
VALVE DRAIN
HOOK
ACTUATOR TO EMERGENCY
LEGEND BRAKES SYSTEM
HYDRAULIC
PRESSURE NOSE
ACTIVE RETURN GEAR
ACTUATOR EMERGENCY
STATIC FLUID PULL
VENTED LINE TO UPLOCK
HOOKS
PNEUMATIC PRESSURE
UPLOCK UPLOCK
HOOK BLOWDOWN
DUMP VALVE HOOK
ACTUATOR ACTUATOR
BLOW-
DOWN
FILL BOTTLE
SHUTTLE
UPLOCK
VALVE DRAIN
HOOK
ACTUATOR TO EMERGENCY
LEGEND BRAKES SYSTEM
HYDRAULIC
PRESSURE NOSE
ACTIVE RETURN GEAR
ACTUATOR EMERGENCY
STATIC FLUID PULL
VENTED LINE TO UPLOCK
HOOKS
PNEUMATIC PRESSURE
14-9
Emergency Extension For towing, ensure that the flight control lock
is disengaged and should not exceed 95° nose-
If the hydraulic system fails or an electrical wheel deflection. If 95° is exceeded, the
malfunction exists in the landing gear sys- attachment bolts will be sheared, with resultant
tem, the gear uplocks can be manually re- loss of steering capability.
leased for gear free fall. An air bottle which
is charged to 1,800 to 2,050 psi is located in
the right nose baggage compartment. This bot- CAUTION
tle is used for gear downlocking.
If the nosewheel steering bolts are
sheared (indicated by loss of nose-
Emergency extension is initiated by pulling the
wheel steering with the rudder
AUX GEAR CONTROL T-handle and rotat-
pedals), flight should not be at-
ing clockwise (Figure 14-10). This mechani-
tempted. This is due to the possibility
cally releases the gear uplocks, allowing the
of the nosewheel not remaining cen-
gear to free fall. If necessary, use the rudder
tered after takeoff even with the gear
to yaw the airplane to fully extend the main
extended.
gear actuators. After the gear has extended,
pull the round knob behind the T-handle. This
releases air bottle pressure to the gear actua- Flying the airplane with an inoperative nose-
tors and, at the same time, opens a dump valve wheel steering system can also result in violent
to assure a path for fluid return to the reser- nosewheel shimmy.
voir and to inhibit any further hydraulic op-
eration of the gear. Air pressure drives the Since the nosewheel deflects with rudder pedal
gear actuators to the fully extended position, movement any time the gear is extended, the
where they are maintained by the internal lock pedals should be centered just prior to
mechanism in each actuator. Once the air bot- nosewheel touchdown during a crosswind
tle has been actuated, hydraulic operation of landing.
the gear is not possible. Maintenance action
is required after an emergency extension to re-
store normal operation of the landing gear.
The optimum speed for this procedure is 150 BRAKES
KIAS or less with the flaps retracted.
GENERAL
The power brake system uses a multidisc brake
NOSEWHEEL STEERING assembly in each main gear wheel, powered by
a hydraulic system that is completely inde-
Nosewheel steering is manually actuated pendent of the airplane hydraulic system. The
through cables and mechanical linkage con- system automatically maintains constant pres-
nected to the rudder pedals. Steering is oper- sure for brake operation. The brakes are nor-
ative with the gear extended; with the gear mally used as antiskid power brakes but can be
retracted, rudder pedal movement does not operated as power brakes without antiskid pro-
deflect the nosewheel. tection. In the event that brake system hydraulic
pressure is lost, emergency braking is available.
Normally, steering is limited by rudder pedal
stops to 20° nosewheel deflection either side of Braking is initiated by rudder pedal-actuated
center. A spring-loaded bungee in the system master cylinders. If both the pilot and copi-
provides additional wheel deflection via cast- lot attempt to apply the brakes simultane-
ering accomplished with application of differ- ously, the one applying the greater force on
ential engine power or braking. The nosewheel the brake pedals has control, since they are
is mechanically centered during retraction. plumbed together in series.
UPLOCK UPLOCK
HOOK BLOWDOWN
DUMP VALVE HOOK
ACTUATOR ACTUATOR
BLOW-
DOWN
FILL BOTTLE
SHUTTLE
UPLOCK
VALVE DRAIN
HOOK
ACTUATOR TO EMERGENCY
LEGEND BRAKES SYSTEM
HYDRAULIC
PRESSURE NOSE
ACTIVE RETURN GEAR
ACTUATOR EMERGENCY
STATIC FLUID PULL
VENTED LINE TO UPLOCK
HOOKS
PNEUMATIC PRESSURE
14-11
POWER
EMERGENCY BRAKE
FOR TRAINING PURPOSES ONLY
METERING
VALVE ACCUMULATOR
TO LANDING GEAR TEST
EMERGENCY OFF
EXTENSION SERVO FIRE
ANNU WARN
OVERBOARD VALVE PARKING
ANTI LND
EMERGENCY VENT BRAKE SKID GEAR
BRAKE OVER BATT
SPEED TEMP
W/S TEMP STICK
SHAKER
EMERGENCY
BRAKE VALVE T/REV
LDG GEAR
UP
ANTI-SKID ANTI-
CONTROL HORN SKID
(SPEED SILENCE ON
COMPARISON)
PUSH OFF
DOWN
SHUTTLE VALVE
(ONE IN EACH BRAKE ASSEMBLY)
14-13
NOTE
Do not depress the brake pedals
while applying emergency air brakes.
Shuttle valve action may be dis-
rupted, allowing air pressure to enter
the hydraulic lines and rupture the
brake reservoir.
QUESTIONS
1. On the ground, the LDG GEAR handle is 5. At retraction, if the nose gear does not
prevented from movement to the UP po- lock in the up position, the gear panel
sition by: light indication will be:
A. Mechanical detents A. Red light on, green LH and RH lights
B. A spring-loaded locking solenoid on
C. Hydraulic pressure B. Red light out, green LH and RH lights
D. A manually applied handle locking on
device C. Red light on, all three green lights
out
2. The landing gear uplock mechanisms are: D. All four lights out
A. Mechanically held engaged by springs
6. The gear warning horn cannot be silenced
B. Hydraulically disengaged
when one or more gears are not down and
C. Electrically engaged and disengaged locked and:
D. Both A and B
A. Flaps are extended beyond the 15°
position.
3. Landing gear downlocks are disengaged:
B. Airspeed is less than 150 KIAS.
A. When hydraulic pressure is applied to C. Either throttle is retarded below 70%
the retract side of the gear actuators N 2 rpm.
B. By action of the gear squat switches D. Both throttles are retarded below 70%
C. By removing the external downlock N 2 rpm.
pins
D. By mechanical linkage as the gear be- 7. When the LDG GEAR handle is
gins to retract positioned either UP or DOWN:
A. The bypass valve (in the hydraulic
4. Each main gear wheel incorporates a system) is energized open.
fusible plug that:
B. The bypass valve is energized closed.
A. Blows out if the tire is overserviced C. The bypass valve is not affected.
with air
D. The HYD PRESS ON annunciator
B. Melts, deflating the tire if an over- light goes out.
heated brake temperature occurs
C. Is thrown out by centrifugal force if
maximum wheel speed is exceeded
D. None of the above
8. Emergency extension of the landing gear 12. The DC motor-driven hydraulic pump in
is accomplished by actuation of: the brake system operates:
A. A s w i t c h f o r u p l o c k r e l e a s e a n d A. During the entire time the LDG GEAR
application of air pressure handle is in the DOWN position
B. One manual control to release the B. A s n e e d e d w i t h t h e L D G G E A R
uplocks and apply air pressure for handle DOWN in order to maintain
extension system pressure
C. Two manual controls—one to me- C. Only when the PWR BRK PRESS LO
chanically release the uplocks and an- annunciator illuminates
other to apply air pressure for gear D. Even when the LDG GEAR handle is
extension and downlocking UP to keep air out of the system as the
D. None of the above airplane climbs to altitude
9. Nosewheel steering is operative: 13. Concerning the landing gear, the correct
A. Only on the ground statement is:
B. With the gear extended or retracted A. The red GEAR UNLOCKED light will
C. With the gear extended, in flight or on illuminate and the warning horn will
the ground s o u n d w h e n ev e r e i t h e r o r b o t h
throttles are retarded below 70% N 2
D. None of the above
and the gear is up.
B. The gear warning horn can be silenced
10. The power brake valve is actuated:
when the gear is not down and locked
A. Mechanically by the rudder pedals and the flaps are extended beyond 15°.
B. M e c h a n i c a l l y b y t h e e m e rg e n c y C. The landing gear pins must be inserted
airbrake control lever on the ground due to loss of hydraulic
C. Hydraulically by master cylinder pressure as the engines are shut down.
pressure D. The landing gear is secured in the ex-
D. Automatically at touchdown tended position by mechanical locks.
15. Concerning the landing gear, an incorrect 17. When the emergency brakes are used:
statement is: A. T h e E M E R B R A K E P U L L l ev e r
A. The AUX GEAR CONTROL T-han- should be pumped in order to build up
dle is inoperative with loss of DC sufficient pressure to stop the air-
electrical power. plane.
B. The pneumatic system should be used B. The normal toe brakes must also be
to assure positive locking of the ac- applied to allow the bottle pressure to
tuators following a free-fall gear ex- reach the brakes.
tension even though all three green C. Differential braking is not available.
lights are illuminated. D. Braking action will be insufficient if
C. T h e L D G G E A R wa r n i n g c i r c u i t the gear has been extended pneumat-
breaker on the left circuit breaker ically, since that process will exhaust
panel controls the power to the land- the bottle pressure.
ing gear position light, warning horn
and solenoid lock. 18. The parking brake:
D. T h e G E A R C O N T RO L c i r c u i t
A. May be set immediately after a max-
breaker on the left circuit breaker
imum braking effort due to the mod-
panel controls the power to the land-
ulation of the anitskid system.
ing gear control valve; if open, the
gear cannot be extended or retracted B. Will still be operable if the emergency
normally. brakes have to be utilized.
C. Must be off to ensure proper operation
16. The wheel brakes: of the antiskid system.
D. Has thermal relief valves to prevent
A. Will be inoperative with a HYD LOW
the fusible plugs in the tire from melt-
LEVEL light illuminate.
ing.
B. Must be applied with the emergency
system if a HYD LOW LEVELlight is
illuminated.
C. Use a different type of approved fluid
from that used by the airplane hy-
draulic system.
D. Are totally independent of the open
center airplane hydraulic system.
CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 15-1
PRIMARY FLIGHT CONTROLS ....................................................................................... 15-1
General .......................................................................................................................... 15-1
Control Lock System .................................................................................................... 15-2
TRIM SYSTEMS ................................................................................................................. 15-3
General .......................................................................................................................... 15-3
Rudder and Aileron Trim .............................................................................................. 15-3
Elevator Trim ................................................................................................................ 15-4
SECONDARY FLIGHT CONTROLS ................................................................................. 15-5
General .......................................................................................................................... 15-5
Flaps .............................................................................................................................. 15-5
Speedbrakes .................................................................................................................. 15-6
STALL WARNING ............................................................................................................ 15-10
YAW DAMPING ................................................................................................................ 15-10
QUESTIONS ...................................................................................................................... 15-11
ILLUSTRATIONS
CHAPTER 15
FLIGHT CONTROLS
20 20
10 10
G
5 5 S
5 5
10
20
L
O
C
INTRODUCTION
The primary flight controls of the Citation II consist of ailerons, rudder, and elevators.
They are manually actuated by rudder pedals and conventional control columns and can
be immobilized by control locks when on the ground. Trim is mechanical in all three
axes. Electrical elevator trim is also provided.
Secondary flight controls consist of electrically powered flaps and hydraulically actu-
ated speedbrakes. Stall warning is provided by a stall strip on the leading edge of each
wing. Yaw damping is provided as a function of the autopilot.
PRIMARY FLIGHT
CONTROLS
GENERAL
The ailerons, rudder, and elevators are man- transmitted to the control surfaces through
ually operated by either the pilot or the copilot cables and bellcranks. The rudder pedals can
through a conventional control column and be adjusted to three separate positions for
rudder pedal arrangement. Control inputs are comfort by depressing a spring-loaded latch
on the side of the rudder pedal.
Fences are mounted on the inboard edge of the CONTROL LOCK SYSTEM
right aileron and on the inboard edge of the left
aileron trim tab to aid the ailerons in returning With the control locks engaged, both of the
to neutral. throttles are locked in cutoff and the aileron,
rudder, and elevator are locked in a neutral
The rudder, right elevator, and left aileron are position. To engage the control lock, the throt-
each equipped with a trim tab mechanically ac- tles must be in cutoff and the controls held in
tuated from the cockpit. a neutral position while the CONTROL LOCK
handle (Figure 15-2) located at the base of the
The elevator tab can also be electrically pilot instrument panel is pulled out and ro-
positioned by a pitch trim switch on the pilot’s tated 45° clockwise.
control wheel. A pitch trim switch on the
copilot’s control wheel is optional. To unlock the flight controls and throttles, ro-
tate the handle 45° counter clockwise, and push
All flight control surfaces, including pri- in until it returns to the horizontal position.
mary, secondary, and trim tabs, are shown in
Figure 15-1.
TRIM TAB
ELEVATOR RUDDER
TRIM TAB
FLAP
SPEEDBRAKE
TRIM TAB
AILERON
TRIM SYSTEMS
GENERAL
Rudder and aileron trim are mechanical and
are operated by cables from trim wheels in
the cockpit. Mechanical and electrical trim
are provided for the right elevator and are con-
trolled by a trim wheel on the pedestal and a
pitch trim switch on the left control wheel.
Figure 15-2. Flight Control Lock Handle
LEGEND
MECHANICAL
AFT END OF
PEDESTAL VERTICAL
LEGEND
MECHANICAL MANUAL TRIM
ELECTRICAL
PILOT
CONTROL
WHEEL
ELECTRICAL TRIM
Figure 15-4. Elevator Trim System
SECONDARY FLIGHT
CONTROLS
GENERAL
The secondary flight controls consist of wing
flaps and speedbrakes. Through mechanical
linkage the flaps are electrically controlled and
actuated. The speedbrakes are electrically
controlled and hydraulically actuated.
Two Fowler flaps, one on each wing, can be
positioned from zero to 40°. Mechanical in-
terconection of the left and right wing flap
segments prevent asymmetric flap operation
and permit operation of both flap panels with
one of the two flap motors inoperative. Figure 15-5. Flap Handle and
Position Indicator
With the speedbrakes on both wings fully ex- If electrical failure occurs with the speed-
tended, the white SPD BRAKE EXTENDED brakes extended, the safety valve (Figure
annunciator illuminates. Simultaneously, the 15-10) spring-loads open, allowing the speed-
hydraulic system bypass valve opens to re- brakes to blow down. If normal DC power is
lieve pressure, and the amber HYD PRESS lost with the speedbrakes retracted, mechan-
ON annunciator goes out. The solenoid valve ical locks will hold the speedbrakes retracted
returns to neutral, blocking all fluid lines to and they cannot be extended.
SPEEDBRAKES EXTENDING
HYD LOW
LEVEL SPEED
BRAKE
HYD EXTEND
PRESS ON
LH RH
SPEEDBRAKE SPEEDBRAKE
ACTUATOR ACTUATOR
T
H
R
O
T
T
L
E
S
ID
EXTEND
SPEED
BRAKE
SPEEDBRAKES EXTENDED
HYD LOW
LEVEL SPEED
BRAKE
HYD EXTEND
PRESS ON
LH RH
SPEEDBRAKE SPEEDBRAKE
ACTUATOR ACTUATOR
T
H
R
O
T
T
L
E
S
ID
OFF
SPEED
BRAKE
RETRACT
EXTEND
SPEED
BRAKE
LEGEND 5
TRAPPED
PRESSURE
RETURN
FULL
PRESSURE
ELECTRICAL CIRCUIT
SOLENOID VALVE (FAIL SAFE)
HYD LOW
LEVEL SPEED
BRAKE
HYD EXTEND
PRESS ON
LH RH
SPEEDBRAKE SPEEDBRAKE
ACTUATOR ACTUATOR
T
H
R
O
T
T
L
E
S
ID
EXTEND
SPEED
BRAKE
LEGEND 5
FULL
PRESSURE
RETURN
ELECTRICAL CIRCUIT
HYD LOW
LEVEL SPEED
BRAKE
HYD EXTEND
PRESS ON
LH RH
SPEEDBRAKE SPEEDBRAKE
ACTUATOR ACTUATOR
T
H
R
O
T
T
L
E
S
ID SPEEDBRAKE
OFF SAFETY
SPEEDBRAKE VALVE
SPEED
BRAKE
CONTROL
RETRACT VALVE
EXTEND
SPEED
BRAKE
5
LEGEND
RETURN STATIC PRESSURE
STALL WARNING
Stall warning consists of a stall strip on the
leading edge of each wing (Figure 15-11).The
stall strips create turbulent airflow at high an-
gles of attack, causing elevator buffet to warn
of approaching stall conditions. Buffet occurs
prior to the actual stall at approximately V SI
+ 10 knots in the clean configuration and V SO
+ 5 knots in the landing configuration. Figure 15-12. Yaw Damper System
YAW DAMPING
Yaw damping is a function of the autopilot,
consisting of automatic application of rudder
against transient motion in the yaw axis. With
the autopilot engaged, the yaw damper is en-
gaged automatically. If the yaw damper only
is desired, it can be engaged by depressing the
YD ENGAGE switch on the autopilot control
panel (Figure 15-12). The yaw damper is dis-
engaged by pressing the AP/TRIM DISC
switch on either control yoke, or pressing the
GS button on the left throttle. The yaw damper
will NOT disengage when a trim switch is
pressed or when the YD ENGAGE button on
the autopilot panel is pushed.
QUESTIONS
1. The ailerons are operated by: 5. Regarding the gust lock:
A. Hydraulic pressure A. The engines may be started with it
B. Mechanical inputs from the control engaged.
wheels B. The airplane should not be towed with
C. A fly-by-wire system it engaged.
D. An active control system that totally C. It may be engaged for towing.
eliminates adverse yaw D. If the airplane is towed past the 60°
limit, nosewheel steering may be lost.
2. The aileron trim tab is operated by: It is still permissible to fly the airplane
if the gear is left extended.
A. An electrically operated trim tab
motor
6. Extended speedbrakes are maintained in
B. A hydraulically operated trim tab
that position by:
motor
C. A mechanical trim knob on the throttle A. Hydraulic pressure (HYD PRESS ON
control quadrant light remains illuminated).
D. Changing the angle of the aileron B. Trapped fluid in the lines from the
“fence” solenoid valve
C. Internal locks in the actuators
3. Regarding the rudder: D. External locks on the actuators
A. The pilot’s and copilot’s pedals are in-
terconnected. 7. The amber HYD PRESS ON light on the
annunciator panel will illuminate during
B. The trim tab actuator is powered only
speedbrake operation:
electrically.
C. The servo is connected to the air data A. When the speedbrakes are fully ex-
computer to restrict rudder pedal de- tended
flection at high airspeeds. B. While the speedbrakes are extending
D. It is independent of the nosewheel and retracting
steering on the ground. C. Both A and B
D. Neither A nor B
4. The elevator:
A. Tr i m t a b i s c o n t r o l l e d o n l y
electrically.
B. Runaway trim condition can be alle-
viated by pulling the PITCH TRIM
circuit breaker.
C. Electric pitch trim has both high- and
low-speed positions.
D. Trim tab is located on the left elevator
only.
8. A true statement concerning the speed- 10. The flaps are actuated by:
brakes is: A. The pneumatic system
A. The white SPD BRAKE EXTENDED B. The hydraulic system
light will illuminate whenever both C. One electric motor normally—the
sets of speedbrakes are extended. other is a reserve
B. If DC electrical failure occurs while D. Two electric motors
the speedbrakes are extended, they
will remain extended since the hy-
11. If main DC power is lost:
draulic pressure is trapped on the ex-
tend side of the actuators. A. The flaps will be inoperative.
C. If hydraulic pressure loss should occur B. The flaps will operate with the backup
while the speedbrakes are fully ex- motor but will extend at a reduced
tended (system bypass valve fails rate.
open), the speedbrakes will automat- C. T h e r e i s n o e ff e c t o n w i n g f l a p
ically blow to trail. operation.
D. The speedbrakes can be retracted only D. A split flap condition could result
by placing the speedbrake switch to since power is applied to only one
RETRACT. motor.
ILLUSTRATIONS
CHAPTER 16
AVIONICS
INTRODUCTION
The Citation II avionics covered in this chapter include flight instrumentation, the pitot-
static system, and the static discharge wicks. Specific avionics systems vary with air-
craft unit numbers and customer preference. Many optional avionics items are available.
The user should consult the applicable supplements in the AFM, Section III of the
Operating Manual, and vendor manuals for information on avionics systems installed
in specific airplanes.
COPILOT FLIGHT
INSTRUMENTS Figure 16-4. Copilot Flight Instruments
The copilot’s instrument panel incorporates an
electrically powered attitude director indica- Standby Attitude Gyro
tor (ADI) and an RD-450 horizontal situation A standby attitude indicator is located on the
indicator (HSI) (Figure 16-4), both powered copilot instrument panel (Figure 16-4). It nor-
from the emergency DC bus. Separate air- mally operates on main DC electrical power
speed indicators, vertical speed indicators, through the STDBY GYRO circuit breaker on
altimeters, and radio magnetic indicators the left circuit-breaker panel. Power to the
(RMIs) are installed on both sides of the in- gyro is controlled by the standby gyro switch,
strument panel for the pilot and copilot. The with STDBY GYRO, OFF, and TEST posi-
pilot’s encoding altimeter is electrically driven tions, located on the pilot lower instrument
by the air data computer. The copilot altime- panel (Figure 16-5). An emergency battery
t e r i s c o nv e n t i o n a l , b e i n g o p e r a t e d b y pack in the nose avionics compartment is an
barometric pressure. emergency source of power for the standby
CAUTION
When uncaging, do not release the
PULL TO CAGE knob suddenly so
that it snaps back; this may damage
the gyro.
Figure 16-6. Multifunction Display
(MFD) System
PULSE EQUIPMENT
Figure 16-16. Audio Control Panel
Transponders
A rotary microphone selector switch has four Two Collins TDR-90 transponders, each with
standard positions: COMM 1, COMM 2, PASS 4096 Mode A code capability, are installed in
SPKR, and EMER/COMM 1. A fifth position the nose avionics bay. A single CTL-92 elec-
labeled “HF” is included if an optional HF tronic controller with digital readouts is in-
radio is installed. COMM 1 or COMM 2 con- stalled on the lower center instrument panel
nects the microphone being used to the (see Figure 16-13). The transponders have au-
respective VHF transmitter. PASS SPKR pro- tomatic altitude reporting (Mode C) capabil-
vides for announcements to the passengers ity, which is electronically provided to the
through the cabin speakers; COMM 1, COMM transponders by the pilot altimeter. A two-po-
2, and HF audio is muted. EMER/ COMM 1 sition 1/2 switch on the controller selects the
provides for the use of COMM 1 when oper- No. 1 or No. 2 transponder. An IDENT button
ating only on emergency DC power. The is located on the front of the controller and on
EMER/COMM 1 position bypasses the audio each control wheel. Any of these three switches
amplifier, necessitating the use of a headset. will activate the identification circuit.
Volume control is available only at the radio
control head. Transmitting remains normal Distance Measuring Equipment
from all microphone sources.
(DME)
A three-position AUTO SEL switch with The DME installation consists of one DME-42
SPKR, OFF, and HDPH positions automati- receiver-transmitter and one IND-42A indi-
cally selects the proper speaker or headphone cator (Figure 16-17). Dual DME-42s and dual
to match the position of the rotary microphone IND-42As may be installed as an option. The
selector switch. All audio sources can be IND-42A indicator does not control selec-
m o n i t o r e d a t a ny t i m e b y t h e u s e o f t h e tion of DME data. It is used only to display
appropriate SPKR–OFF–HDPH switch re- d a t a t h a t h a s b e e n s e l e c t e d b y t h e NAV
gardless of the microphone selector switch or
the AUTO SEL switch positions. A MKR
MUTE button silences the marker beacon
audio for approximately 30 seconds.
Figure 16-18. EFIS Display Controller yellow, red, and magenta showing progres-
sively stronger returns. In the ground map-
ping mode, levels of returns are displayed as
Radio Altimeter black, cyan, yellow, and magenta. The system
consists of a receiver-transmitter antenna in
Radio altitude is displayed in the lower right the nose section and a controller. Some func-
corner of the pilot EADI and on the conven- tions of the MFD and the EFIS systems inter-
tional radio altimeter indicator on the pilot or face with the radar. Consult the Airplane
copilot instrument panel (Figure 16-19). The Operating Manual and vendor handbooks for
altitude display in the EADI operates from operating instructions.
–20 to 2,500 feet. Between 200 and 2,500 feet,
the display is in ten-foot increments. Below
200 feet, it is in 5-foot increments. Above AREA NAVIGATION—GNS-X
2,500 feet, the display disappears. A rising run- FLIGHT MANAGEMENT
way appears on the EADI when the absolute SYSTEM
altitude of less than 200 feet is reached.
General
Weather Radar—Primus 650
ColoRadar The GNS-X FMS is a comprehensive navigation
management system that integrates multiple
The Primus 650 ColoRadar system is an X- systems and sensors into a total package capa-
band alphanumeric digital radar with display ble of precise navigation and aircraft perfor-
designed for weather location and ground mance computations. The system uses
mapping. The system can be operated in con- information from various navigation sources, in-
junction with the EFIS and the MFD equipment cluding DME, VOR, its own integral LORAN-C,
to provide radar video displays. Storm inten- and optional VLF/OMEGA, if installed. It alerts
sity is displayed at five color levels, with black the flight crew to any irregularities such as the
representing weak or no returns and green, loss of enough sensors to compute a valid posi-
tion. If the loss of a sensor over a predetermined stored. The NAV data base must be updated
length of time occurs, the system enters a dead every 28 days by a data transfer unit (DTU).
reckoning (DR) mode and informs the pilot on the The connection for the portable DTU is located
control display unit (CDU). at the lower right side of the copilot instrument
panel.
The system provides steering information to
the pilot through the flight director and the The CDU provides the pilot’s interface with the
EHSI. When connected to the autopilot, it system. It has a full alpha keyboard with a CRT
provides roll steering commands. The NAV to provide system readouts and to accept the
computer computes fuel flow information, pilot’s inputs into the system (Figure 16-20).
providing a current fuel status and airplane
gross weight throughout the flight, provided Autotune Annunciator/Switch
it is programmed prior to takeoff. The system
also provides active flight plan data to be A NAV 1/AUTOTUNE switchlight located on
displayed on the EHSI or the MFD tubes. the center instrument panel can be used to
control autotuning of the GNS-X. Pressing
Components that form the GNS-X system in- the switch alternately selects and deselects
clude a NAV management unit (NMU), which autotuning capability. If the switchlight is il-
also houses its own LORAN-C components, luminated, the FMS may autotune the NAV 1
a configuration module, a control display unit if needed for navigation. If NAV 1 has been
(CDU), an antenna, and an optional VLF/ channeled manually, the GNS-X will not au-
OMEGA sensor (if installed). The CDU is in- totune until the switch is pressed. If NAV 1 is
selected on the EFIS, it will not autotune.
CAUTION
Exercise caution that unanticipated
autotuning of NAV 1 does not occur
when the GNS-X is operating.
Autotuning is evidenced by an au-
tomatic change of frequency in the
NAV receiver control head.
INSTRUMENT PANEL
ANNUNCIATORS
Additional annunciators are located on the
Figure 16-20. Control Display Unit (CDU) pilot’s instrument panel directly above the
EADI. They are installed as redundant an-
nunciators (duplicating those on the CDU) to
stalled on the center pedestal (Figure 16-20). remind the pilot of selected conditions or to
call attention to the occurrence of certain
The NMU is the heart of the system. It incor- events. They are as follows:
porates the NAV computer, the VORTAC po-
sitioning unit (VPU), the navigation data bank • BATT—Battery (present only when
(NDB), memory capability, and the LORAN-C the optional VLF/OMEGA is in-
sensor. The NDB maintains 50,000 naviga- stalled). It illuminates when the GNS-
tion points in its data base, as well as 256 op- X RPU is being electrically powered
erator-generated waypoints. Forty-nine flight by its own internal standby battery.
plans with up to 30 waypoints each may be
ANGLE-OF-ATTACK SYSTEM
(SAFE FLIGHT INSTRUMENT
CORPORATION)—UNs 0637
AND SUBSEQUENT
The angle-of-attack (AOA) system is pow-
ered by the main DC electrical system. The
AOA circuit breaker is located on the left cir-
cuit-breaker panel. The system incorporates
a signal summing unit (computer), external
sensing vane (Figure 16-22), flap position
sensor, and an angle-of-attack indicator
(Figure 16-23). An optional indexer light may
Figure 16-21. TAS COMP Switches
The top red chevron points down, indicating VERTICAL SPEED INDICATORS
the angle of attack should be decreased by
lowering the nose to eliminate the deviation. The two instantaneous vertical speed indica-
The bottom yellow chevron points upward, tors (VSIs) (Figure 16-25) indicate vertical ve-
indicating that the angle of attack should be locity of 0 to 6,000 fpm, either up or down.
increased by raising the nose to eliminate Accelerometers sense any change in normal ac-
the deviation. celeration and displace the needle before an
actual pressure change occurs. This causes
The optional indexer is active any time the much less time lag between airplane
nose gear is down and locked and the airplane displacement and instrument indication.
is airborne. There is a 20-second delay after
take-off before the indexer becomes operative.
AIRSPEED INDICATORS
The pilot and copilot airspeed indicators
(Figure 16-24) are identical and are operated
by uncorrected pitot-static inputs. Mach input
is from the air data computer. A knob on the
lower left corner of the indicator controls a
movable index that can be set to any airspeed
as a reference.
DIGITAL CLOCK
The Davtron model M877 clock (Figure 16-
26) can display four functions: local time,
GMT, flight time, and elapsed time. Two
versions of the elapsed time function may be
selected: count up or count down. Normally,
the clock is mounted on the pilot instrument
panel with provisions for an optional addi-
tional clock on the copilot instrument panel.
MAGNETIC COMPASS
A standard liquid-filled magnetic compass is
mounted above the glareshield (Figure 16-28).
FLIGHT
INSTRUMENTATION—
UNS 0210 THROUGH
0626
GENERAL
Standard flight instrument configuration con-
sists of Sperry electrical/mechanical flight
Figure 16-29. Flight Hour Meter instruments on both the pilot and copilot in-
strument panels. The standard avionics pack-
age consists of dual audio control panels, dual
EFIS ANNUNCIATORS VHF COMM transceivers, dual NAVs, dual
RMIs, ADF, DME transponder, autoflight sys-
Pilot EFIS tem, and weather radar. Included as a part of
the autoflight system is altitude preselect, al-
Cooling fans are installed in the avionics bay titude alerting, altitude reporting, and verti-
to provide cooling airflow for the EFIS equip- cal navigation.
ment. Consequently, the following annuncia-
tors are installed on the upper portion of the
pilot’s instruments:
PILOT FLIGHT INSTRUMENTS
The pilot flight instrument panel includes an
DISP FAN—Cooling fan inoperative attitude director indicator (ADI) and a hori-
zontal situation indicator (HSI).
EADI HOT—EADI tube overheating
COPILOT FLIGHT
INSTRUMENTS
The copilot instrument panel is equipped with
a basic bleed-air-driven attitude gyro and a
basic HSI, electrically powered from the emer-
gency DC bus system (Figure 16-32). Separate
airspeed indicators, vertical speed indicators,
Figure 16-30. RD-650A HSI altimeters, and RMIs are installed on both the
pilot and copilot instrument panels. The pilot’s
encoded altimeter is electrically driven by the
ADI air data computer. The copilot’s altimeter is a
Various ADIs may be installed, from 4-inch conventional barometric altimeter.
with double-cue flight director (FD) command
displays (one horizontal and one vertical) or a
single-cue FD display to 5-inch double-cue or
single-cue FD command displays. The most
common ADI installation is the AD-650A
5-inch ADI (Figure 16-31), which incorporates
the single-cue flight director command dis-
NOTE
Communication/navigation radio con-
trol heads may vary from one airplane
to another, depending on unit numbers Figure 16-38. Collins ADF-60 Control Panel
and customer options. Regardless of
the type of control head, they are The receiver is located in the nose avionics
mounted on the center instrument equipment bay. The antenna is mounted on
panel and operate essentially the same. the underside of the fuselage. ADF informa-
Refer to the vendor handbooks for tion is displayed on each RMI by the single-
specific operating instructions. bar bearing pointer. The bearing pointer on the
pilot’s HSI may also be selected to ADF by
pushing a selector switch on the left side of the
HSI case (UNs 0210 and subsequent). If a sec-
ond optional ADF system is installed, the dou-
ble-bar bearing pointers on the RMIs display
ADF 2 bearing information.
Radio Magnetic Indicator (RMI) a slaving indicator on the HSI. The pilot sys-
tem operates from the main DC bus system.
Dual RMl-30 radio magnetic indicators are Two LH GYRO SLAVE switches located on
mounted on the left and right instrument pan- the left switch panel (Figure 16-40), one with
els (Figure 16-39). ADF and VOR information AUTO and MAN positions and the other with
is displayed on each RMI. The single-bar LH and RH positions, allow selection of au-
bearing pointers display VOR 1 or ADF 1. tomatic (slaved) or manual (unslaved) opera-
The double-bar pointers present VOR 2 or tion of the pilot’s C-14D compass system. In
ADF 2 information. Push-type selectors are the AUTO mode, the compasses align at ap-
mounted on the lower case of the RMIs for se- proximately 3 to 5° per second. When MAN
lecting desired information. The compass card is selected, the HSI and the copilot’s RMI
for each RMI is driven by the oppositeside compass card can be moved left or right at a
compass system. In the event of RMI com- rate of 30° per minute by toggling the LH–RH
pass card failure, the VOR pointer remains switch. In the MAN mode, the slaving indicator
slaved to the compass card and continues to on the HSI disappears. Under normal operat-
indicate magnetic bearing to the selected sta- ing conditions, the gyros remain in the AUTO
tion. The ADF pointer indicates relative (slaved) mode.
bearing to the selected station.
AREA NAVIGATION
Various optional area navigation systems may
be installed at customer request. Refer to Section
III of the Airplane Operating Manual and vendor
handbooks for operating instructions.
ANGLE-OF-ATTACK SYSTEM
(OPTIONAL)
The Teledyne angle-of-attack (AOA) system
consists of a transmitter, a flap position sen-
sor, and an indicator. A “heads up” approach
Figure 16-42. Collins DME Indicator indexer may be installed on the pilot wind-
shield center post as an optional addition to this
system.
and subsequent, an additional readout on the
ADI indicates absolute altitude at 200 feet The AOA transmitter is the basic sensor which
above ground level, calibrated in 50-foot detects airflow direction at the side of the
increments until touchdown. fuselage by means of a conical probe with
slots (Figure 16-43) that rotates to achieve
The Collins ALT-55B radio altimeter is op- uniform airflow. The probe is heated for anti-
tional for UNs 0356 and subsequent. This sys- icing by actuation of pitot-static anti-icing
tem operates essentially the same as the other (refer to Chapter 10, “Ice and Rain
systems except for an additional feature on the Protection”).
pilot’s ADI. Digital readouts are incorporated
to display absolute altitude above ground level
from 2,000 to 200 feet in 10-foot increments,
and from 200 feet to ground level in 5-foot
increments. A decision height (DH) window
is included on the ADI to set desired deci-
sion height.
Weather Radar
Various weather radar systems may be in-
stalled. Refer to Section III of the Airplane
Operating Manual and vendor handbooks for
operating instructions for the system installed.
Most of the systems have, in addition to
weather mapping, a ground mapping mode.
The radar display scope is mounted on the
center instrument panel. Remote controllers
may be located on the pilot, copilot, or center
instrument panels.
Figure 16-43 AOA Probe
AIRSPEED INDICATORS
The pilot and copilot airspeed indicators, op-
erated by uncorrected pitot-static inputs, are
identical (Figure 16-45). Mach input is from the
air data computer. A knob on the lower left
corner of the instrument controls a movable
index that can be set to any airspeed as a ref-
erence. Slots in the airspeed dial at 262 and 277
KIAS show red below 14,000 feet and from
14,000 to 28,000 feet, indicating V MO limits
(standard 9,500 pounds ZFW). The Mach limit
of .705 above 28,000 feet is indicated by a sin-
gle red radial line. On aircraft certified at 11,000
pounds ZFW, a single slot at 262 KIAS shows
red from low altitude to 30,500 feet. The Mach
limit of .705 above 30,500 feet is indicated by
a single red radial line.
Figure 16-44. AOA Indicator
Figure 16-48. Pilot ADI Figure 16-49. Davtron Model 811B Clock
PITOT TUBES
The pitot tubes are mounted on each lower
side of the fuselage nose (Figure 16-53). They
provide independent supplies as shown in
Figure 16-52.
FLIGHT
INSTRUMENTATION—
UNs 0002 THROUGH 0209 Figure 16-53. Pitot Tube
Standard flight instrument configuration is es-
sentially the same as for UNs 0210 through Both pitot tubes are electrically heated. Pitot
0626, with only minor differences. Refer to h e a t i s c o n t r o l l e d b y a s i n g l e P I TOT &
Section III of the Airplane Operating Manual and STATIC toggle switch located in the ANTI
vendor handbooks for operating instructions. ICE group on the pilot instrument panel (see
Chapter 10, “Ice and Rain Protection”, for
additional information).
MACH
AIRSPEED
LIMIT
SWITCH
MACH
MACH
VSI VSI
CABIN
DIFFERENTIAL
PRESSURE
INDICATOR
AIR
DATA
COMPUTER
(ADC)
LEGEND
PILOT'S PITOT
COPILOT'S PITOT
PILOT'S STATIC
COPILOT'S STATIC
ELECTRICAL
CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 17-1
OXYGEN SYSTEM ............................................................................................................. 17-1
General .......................................................................................................................... 17-1
Component Description ................................................................................................ 17-2
System Operation .......................................................................................................... 17-5
QUESTIONS ........................................................................................................................ 17-6
ILLUSTRATIONS
CHAPTER 17
MISCELLANEOUS SYSTEMS
RESET
ANTI-ICE
12 ON
TEST
OIL
16
8 BLOWER
OFF
NO 1 FUEL ENG 1 XMSN
TRANS CHIP OIL
NO 1 FUEL NO 1 FUEL 90° BOX
LOW FILTER OIL
4 BATT
HOT
NO 1 BATT
SYS
GEN 1
HOT
0
INTRODUCTION
This chapter covers the oxygen system installed on the Citation II. Oxygen is supplied to
the crew and passengers during pressurization system malfunctions, or whenever required.
OXYGEN SYSTEM
GENERAL
The oxygen system consists of the crew and by the pressurization system up to the
passenger distribution systems. Oxygen is maximum certified altitude.
available to the crew at all times and can be
made available to the passengers either auto- The system consists of an oxygen storage
matically above a predetermined cabin alti- cylinder with an integral shutoff valve and
tude, or manually at any altitude by a cockpit pressure regulator, servicing fitting, crew and
control. The system is primarily intended to passenger masks, altitude pressure switch,
provide emergency oxygen since a cabin ove r b o a r d d i s c h a rg e d i s c , a n d a c o n t r o l
altitude of 8,000 feet is normally maintained selector on the pilot’s console.
Oxygen Masks
The standard mask is supplied with the
22-cubic-foot oxygen cylinder. An optional
sweep-on mask is supplied with the optional
64-cubic-foot cylinder.
WARNING
SYSTEM OPERATION
No smoking is permitted when using
With the OXYGEN selector in the NORMAL oxygen. Oil, grease, soap, lipstick,
position, low-pressure oxygen at 70 psi is lip balm and other fatty materials
available to both crewmembers through out- constitute a serious fire hazard when
lets on the side consoles and to the solenoid in contact with oxygen.
valve on the oxygen selector (Figure 17-7).
SOLENOID OXYGEN
C/B
5A
TO PASSENGER
DISTRIBUTION 28-VOLT
SYSTEM DC
ALTITUDE
PRESSURE
SWITCH
TO COPILOT'S
FACE MASK
PILOT'S FACE
MASK
OVERBOARD
DISCHARGE
INDICATOR
PRESSURE REGULATOR
* LEGEND
HIGH-PRESSURE OXYGEN
OXYGEN LOW-PRESSURE OXYGEN
CYLINDER
OXYGEN PRESSURE OVERBOARD
QUESTIONS
1. The cockpit oxygen pressure gage reads 4. The purpose of the altitude pressure
A. The oxygen pressure which is present switch is to:
at the crew masks A. Bypass oxygen flow directly to the
B. E l e c t r i c a l l y d e r ive d s y s t e m l ow passengers regardless of OXYGEN
pressure selector position.
C. Bottle pressure B. Open a solenoid at 13,500 feet cabin
D. Electrically derived system high altitude, allowing oxygen flow to the
pressure passenger oxygen distribution system.
C. Close a solenoid valve at 13,500 feet
2. Passenger masks are dropped when the: cabin altitude, stopping oxygen flow
to the passengers.
A. OXYGEN selector is in NORMAL
D. Restore cabin altitude to 8,000 feet so
and cabin altitude exceeds 13,500
that oxygen is not required.
feet.
B. Cabin altitude exceeds 13,500 feet, re-
5. If the oxygen selector is placed in CREW
g a r d l e s s o f OX Y G E N s e l e c t o r
ONLY:
position.
C. OXYGEN selector is in MANUAL A. T h e p a s s e n g e r m a s k s c a n n o t b e
DROP, regardless of altitude. dropped automatically.
D. Both A and C B. The passenger masks will not deploy
automatically, but they can still be
dropped manually.
3. If DC power fails, placing the OXYGEN
selector in: C. The passengers will still receive
oxygen if the cabin altitude is above
A. MANUAL DROP deploys the pas- 8,000 feet.
senger masks, regardless of the cabin
D. Normal DC power is removed from
altitude.
the passenger mask door actuators,
B. MANUAL DROP deploys the pas- thus preventing them from dropping
senger masks only if 13,500 feet cabin the masks.
altitude is exceeded.
C. CREW ONLY does not restrict oxy- 6. If normal DC power is lost with the
gen to the crew only if the cabin oxygen selector in NORMAL:
altitude is above 13,500 feet.
A. The passenger masks will deploy im-
D. Any of the three operating positions
mediately, regardless of the cabin al-
will not route oxygen to the
titude.
passengers—they have their own
oxygen. B. T h e p a s s e n g e r m a s k s c a n n o t b e
dropped manually.
C. The oxygen pressure gage on the co-
pilot’s panel will be inoperative.
D. Automatic dropping of the passenger
masks will not occur.
WALKAROUND
The following section is a pictorial walkaround. It shows each item called out in the
exterior power-off preflight inspection. The fold-out pages at the beginning and end
of the walkaround section should be unfolded before starting to read.
The general location photographs do not specify every checklist item. However, each
item is portrayed on the large-scale photographs that follow.
WALKAROUND
LEFT NOSE
37
61
2
56
55
59
60 11
4 48 44
1. STATIC PORTS—CLEAR AND WARM 3. NOSE GEAR, DOORS, AND WHEEL—CONDITION
1
3 57 58 AND SECURE
33 15
16
6 7 8 9 10 2. BAGGAGE DOOR—SECURE AND LOCKED 4. PITOT TUBE—CLEAR AND HOT
21
RIGHT NOSE
14A
23 22 20 13 11A 5
27 17
19 12
18
7. EMERGENCY GEAR AND BRAKE PRESSURE 10. BAGGAGE DOOR—SECURE AND LOCKED
GAGE—GREEN ARC
RIGHT WING
16. ENGINE FAN DUCT AND FAN—CHECK FOR 19. MAIN GEAR, DOOR, TIRE, AND LANDING
BENT BLADES, NICKS, AND BLOCKAGE OF FAN LIGHT—CONDITION AND SECURE
STATORS
17. FUEL QUICK DRAINS—DRAIN AND CHECK FOR 20. LEADING EDGE DEICE BOOT—CONDITION AND
CONTAMINATION SECURE
22. FUEL TANK VENT—CLEAR 25. AILERON, TAB, FLAP, AND SPEEDBRAKES—
CONDITION, SECURE, AND MOVEMENT
RIGHT NACELLE
26. OIL LEVEL—CHECK FILLER CAP AND ACCESS 29. T2 SENSOR AND DRAIN LINES—CLEAR
DOOR—SECURE
27. GENERATOR COOLING AIR EXHAUST—CLEAR 30. DEICE BOOT OVERBOARD VENTS—CLEAR
28. ENGINE EXHAUST AND BYPASS DUCTS— 30A. FREON AIR CONDITIONING EXHAUST—
CONDITION AND CLEAR CLEAR
EMPENNAGE
31. AIR CONDITIONING OVERBOARD EXHAUST— 34. ELEVATORS AND TRIM TAB—MOVEMENT AND
CLEAR CONDITION (TAB POSITION MATCHES
POSITION INDICATOR)
32. HYDRAULIC FLUID DRAIN MAST—CLEAR AND 35. TAIL SKID—CONDITION AND SECURE
SECURE
33. RIGHT HORIZONTAL AND VERTICAL 36. RUDDER AND TRIM TAB—SECURE AND
STABLIZER DEICE BOOTS—CONDITION AND CORRECT SERVO TAB ACTION
SECURE
AFT COMPARTMENT
43. AFT COMPARTMENT ACCESS DOOR—SECURE 45. EXTERNAL POWER SERVICE DOOR—SECURE
AND LOCKED
LEFT NACELLE
46. T2 SENSOR AND DRAIN LINES—CLEAR 49. BATTERY COOLING INTAKE AND VENT LINES—
CLEAR
47. ENGINE EXHAUST AND BYPASS DUCTS— 50. WINDSHIELD HEAT EXCHANGER OVERBOARD
CONDITION AND CLEAR EXHAUST—CLEAR
48. GENERATOR COOLING AIR EXHAUST—CLEAR 51. OIL LEVEL—CHECK FILLER CAP AND ACCESS
DOOR—SECURE
LEFT WING
52. SPEEDBRAKES, FLAP, AILERON, AND TRIM 55. FUEL TANK VENT—CLEAR
TAB—CONDITION, SECURE, AND MOVEMENT
54. NAVIGATION, STROBE, AND RECOGNITION 57. LEADING EDGE DEICE BOOT—CONDITION AND
LIGHTS—CONDITION SECURE
26
28
36
58. MAIN GEAR DOOR, WHEEL, TIRE, AND 60. FUEL FILTER DRAIN—DRAIN
LANDING LIGHT—CONDITION AND SECURE
24
34
31 25
32 30 29
35
47
51
54
59. FUEL QUICK DRAINS—DRAIN AND CHECK FOR 61. ENGINE FAN DUCT AND FAN—CHECK FOR
CONTAMINATION BENT BLADES, AND BLOCKAGE OF FAN
STATIONS
53
46 50 49 45
52
43 42 41 40 39 38
ANSWERS TO QUESTIONS
CHAPTER 2 CHAPTER 5 CHAPTER 10 CHAPTER 14
1. C 1. C 1. C 1. B
2. D 2. B 2. B 2. D
3. D 3. D 3. D 3. A
4. B 4. C 4. A 4. B
5. C 5. A 5. D 5. C
6. D 6. D 6. C 6. A
7. C 7. B 7. D 7. B
8. D 8. A 8. B 8. C
9. B 9. D 9. D 9. C
10. A 10. D 10. C
11. D CHAPTER 7 11. C 11. B
12. C 1. B 12. B 12. B
13. B 2. A 13. D 13. D
14. D 3. B 14. A 14. B
15. A 4. B 15. A
16. B 5. D CHAPTER 11 16. D
17. D 6. A 1. D 17. C
18. D 7. B 2. B 18. C
19. D 8. B 3. A
20. A 9. A 4. A CHAPTER 15
21. B 10. C 5. B 1. B
22. C 11. D 6. B 2. C
23. A 7. C 3. A
24. D CHAPTER 8 4. B
1. C 5. B
CHAPTER 12 6. B
CHAPTER 3 2. D 1. B
1. A 3. A 7. B
2. B
2. D 4. D 8. A
3. D
3. D 5. B 9. C
4. A
4. D 6. A 10. D
5. D
5. A 11. A
6. C CHAPTER 9 CHAPTER 13 CHAPTER 17
1. B 1. D 1. C
CHAPTER 4 2. B 2. D 2. D
1. C 3. A 3. B 3. A
2. D 4. C 4. C 4. B
3. A 5. A 5. A
6. D 6. D
7. C
8. B
9. D
10. D
11. C
12. A
13. B
ANNUNICIATORS
The Annunciator section presents a color representation of all the annunciator lights
in airplanes UNs 0627 and subsequent.
Please unfold page ANN-3 to the right and leave it open for ready reference as the an-
nunciators are cited in the text.
GEN INVERTER EMERG FUEL FLTR FUEL HYD LOW P/S HTR
OFF FAIL PRESS ON POWER BYPASS BOOST ON LEVEL OFF
BRAKE
BLD AIR LOW PRESS HYD
LH RH 1 2 GND LH RH LH RH LH RH
PRESS ON
TEST
OFF
FIRE
ANNU WARN
ANTI-SKID LDG
GEAR
OVER BATT
SPEED TEMP
HDG
W/S SPARE NORMAL
TEMP HDG XPDR
THRU REV REV ENG ALT
PRI SEC
NAV 1
AUTOTUNE
FUEL BOOST ENGINE START IGNITION
RH
LH
LH ON RH MFD
LH ON RH SG HOT NOSE
O ENGINE SYNC
O MFD MFD
STARTER F
F FAN HOT
DISENGAGED F LH RH
F
IN TRANSIT
The Annunciator section presents a color representation of all the annunciator lights
in airplanes UNs 0550 through 0626.
Please unfold page ANN-7 to the right and leave it open for ready reference as the an-
nunciators are cited in the text.
S EMER EMER S
AUTOPILOT OUTER MIDDLE INNER ARM T T ARM
MASTER BOTTLE 1 LH ENG RH ENG BOTTLE 2
OFF O O
WARNING UNLOCK W ARMED FIRE FIRE ARMED UNLOCK
W
AP TORQUE RESET
S PUSH PUSH PUSH PUSH S
DEPLOY W W DEPLOY
NORMAL NORMAL
AC BATT CAB ALT OIL PRESS FUEL LOW FUEL LOW HYD FLOW ENG
FAIL O'TEMP 10000 FT WARN LEVEL PRESS LOW ANTI-ICE SURFACE
DE-ICE
LH RH LH RH LH RH LH RH LH RH
GEN INVERTER EMERG FUEL FLTR FUEL HYD LOW P/S HTR
OFF FAIL PRESS ON POWER BYPASS BOOST ON LEVEL OFF
BRAKE
BLD AIR LOW PRESS HYD
LH RH 1 2 GND LH RH LH RH LH RH
PRESS ON
* 0550 – 0627
TEST with SB 550-31-01
OFF
FIRE
ANNU WARN
ANTI-SKID LDG
GEAR
OVER BATT
SPEED TEMP
W/S SPARE
TEMP
THRU REV
CROSSFEED
UNs 0550 thru 0626
GEAR
UNLOCKED
IN TRANSIT
The Annunciator section presents a color representation of all the annunciator lights
in airplanes UNs 0482 and 0485 through 0505.
Please unfold page ANN-11 to the right and leave it open for ready reference as the
annunciators are cited in the text.
S EMER EMER S
AUTOPILOT OUTER MIDDLE INNER ARM T ARM
MASTER BOTTLE 1 LH ENG RH ENG BOTTLE 2 T
OFF O O
WARNING UNLOCK W ARMED FIRE FIRE ARMED UNLOCK
W
AP TORQUE RESET
S PUSH PUSH PUSH PUSH S
DEPLOY W W DEPLOY
NORMAL NORMAL
TEST
OFF
FIRE
ANNU
WARN
ANTI-SKID LDG
GEAR
OVER BATT
SPEED TEMP
W/S SPARE
TEMP
THRU REV
IN TRANSIT
The Annunciator section presents a color representation of all the annunciator lights
in airplanes UNs 0002 through 0481, 0483, and 0484.
Please unfold page ANN-15 to the right and leave it open for ready reference as the
annunciators are cited in the text.
S EMER EMER S
AUTOPILOT OUTER MIDDLE INNER ARM T ARM
MASTER BOTTLE 1 LH ENG RH ENG BOTTLE 2 T
OFF O O
WARNING UNLOCK W ARMED FIRE FIRE ARMED UNLOCK
W
AP TORQUE * RESET
S PUSH PUSH PUSH PUSH S
DEPLOY W W DEPLOY
NORMAL NORMAL
* AP TORQUE not on
UNs 0002 through 0161
OUTER MIDDLE INNER
MASTER
WARNING
AC FAIL BATT CABIN ALT L HYD R HYD L OIL R OIL RESET
TEST
OFF
FIRE
ANNU
WARN
ANTI-SKID LDG
GEAR
OVER BATT
SPEED TEMP
W/S SPARE
TEMP
THRU REV
IN TRANSIT