Citationjet 3 525B Pilot Training Manual: Escuela de Aviación

CAAM
Escuela de Aviación
CITATIONJET 3 525B
PILOT TRAINING
MANUAL
CAAM
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CITATIONJET 3 525B TRAINING MANUAL

CITATIONJET 3 525B PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine sys-
tems installed in the CitationJet 3 aircraft. The information contained herein is in-
tended only as an instructional aid. This material does not supersede, nor is it meant
to substitute for, any of the manufacturer’s maintenance or flight manuals. The ma-
terial presented has been prepared from current design data.
Chapter 1 covers the structural makeup of the aircraft and gives an overview of
the systems.
The master warning chapter in this manual displays all WARNING, CAUTION and
ADVISORY light functions associated with the annunciator panel, and can be uti-
lized for reference while reading this manual.
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GENERAL DESCRIPTION
The CJ3 is certified in accordance with The CitationJet 3 (Figure 1-1) is a pressur-
FAR Part 23 Commuter Category and com- ized low-wing monoplane. Two Williams
plies with FAR Part 36, Amendment 24 FJ 4 4 - 3 A t u r b o f a n e n g i n e s a re p y l o n -
Noise Standards, thereby meeting Stage 3 mounted on the rear fuselage.
noise requirements. Takeoff and landing
performance, and other special condition Figure 1-2 shows a three-view drawing of
certification requirements are similar to the CJ3 containing the approximate exte-
Part 25. It combines systems simplicity with rior and cabin dimensions. Figure 1-3 shows
ease of access to reduce maintenance re- braking taxi turning distance, and Figure 1-
quirements. Low takeoff and landing speeds 4 is a diagram of engine hazard areas.
permit operation at small airports. Medium
bypass turbofan engines contribute to over-
all operating efficiency and performance.
Figure 1-1. CJ3 Aircraft
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SPEEDBRAKE SPEEDBRAKE
AILERON FLAP FLAP AILERON
AILERON TRIM
TAB
HORIZONTAL STABILIZER
ELEVATOR ELEVATOR TRIM TAB ELEVATOR

20.78 FT (6.33M)
VERTICAL STABILIZER
HORIZONTAL STABILIZER
PYLON PYLON
NACELLE NACELLE
WING WING
15.98 FT (4.87M)
52.85 FT (16.11M)
HORIZONTAL
STABILIZER
VERTICAL
STABILIZER
RUDDER
15.11 FT
(4.61M)
RUDDER
TRIM TAB
50.2 FT (15.30M)
Figure 1-2. Exterior Three-View Drawing
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WALL-TO-WALL 69.2 FT (21.1M)
CURB-TO-CURB
32.0 FT (9.8M)
16.0 FT
(4.9 M)
21.6 FT
(6.6 M)
Figure 1-3. Braking Taxi Turning Distance
STRUCTURES two swing-up doors. Baggage is limited to

400 pounds and 32 pounds per square foot.
NOSE SECTION The nose storage doors each

incorporate a mechanical lock.
The nose section is an unpressurized area The door locking system oper-
containing the avionics compartment, an ates a microswitch in each key
equipment area, and a baggage storage lock assembly, which is con-
a r e a . Th e a v i o n i c s a r e a i s a c c e s s i b l e n e c t e d t o t h e BAG GAG E
through a removable radome, whereas the DOOR FWD warning circuit.
20.4-cubic feet storage compartment has
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MAX POWER VELOCITY

DROPS TO 20 MPH
MAX POWER TEMPERATURE

DROPS TO 30°C
6 M (20 FT) RADIUS
11 M (35 FT) 22 M (70 FT)
25 M (80 FT)
2 M (7 FT)
46 M (150 FT)
LEGEND
AREA TO BE CLEARED OF PERSONNEL/EQUIPMENT BEFORE ENGINE START OR DURING IDLE.
THIS ADDITIONAL AREA MUST BE CLEARED OF PERSONNEL BEFORE OPERATING AT MAX. THRUST.
Figure 1-4. Danger Areas During Starts and Ground Operation
A manual light switch is in the compart- A pneumatic actuator on each door holds
ment. A microswitch at the left and right the door in the full-open position until the
storage door assemblies (Figure 1-5) extin- door is closed. The windshield alcohol and
guishes the storage compartment light as brake reservoirs, and a high pressure ni-
the doors are closed if the manual light trogen bottle are all behind the right aft
switch is left on. bulkhead of the nose storage compartment
(Figure 1-6).
Figure 1-5. Baggage Door Light Figure 1-6. Sight Gauges

Microswitch
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release is in the interior of the cabin on the

CAUTION forward edge of the door opening, next to the
Ensure the key is removed prior to light switch.This latch release must be pulled
flight to prevent possible inges- before the door can be closed.
tion of the key into an engine.
The entrance door is secured in the closed
position by 12 locking pins attached to a
FLIGHT COMPARTMENT handle. The handle linkage can be operated
from the inside or outside of the door. The
Two complete crew stations have dual con- exterior handle can be secured with a key
trols, including control columns, brakes, lock for security.
and adjustable rudder pedals with forward,
middle, and aft detents. There are two fully Four door locking pins acti-
adjustable seats with five-point seat belts vate microswitches in the door
and shoulder harnesses. warning light circuit that illu-
minate the CABIN DOOR an-
nunciator whenever the door
ENTRANCE DOOR AND is not properly secured. The
EMERGENCY EXIT door also incorporates five visual indicator
windows in the locking system to show
The entrance door is on the forward left side closed and secured (Figure 1-8). The for-
of the fuselage (Figure 1-7). The entrance ward lower locking pin depresses a plunger,
door opens outboard and is held open by a opening a valve to allow bleed air to inflate
mechanical “pull to release” latch.The latch
Figure 1-7. Entrance Door, Pins, Interior Handle, and Latch Release
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PILOT MANUAL
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around the door frame (which is not inflat-

able) holds the cabin pressure.
An emergency exit on the aft

right side of the cabin section
(Figure 1-9) opens inboard. It is
a plug-type door and has a pro-
vision for inserting a locking
Figure 1-8. Door Locking Indicator

Windows
the pneumatic cabin door seal. The door

seal is installed in the door perimeter to
prevent cabin pressure loss.
If the door seal loses inflation

pressure, the DOOR SEAL
a n n u n c i a t o r i l l u m i n a t e s.
Cabin pressurization is not lost
because the secondary seal Figure 1-9. Emergency Exit
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pin with a red streamer to prevent unautho-

rized entry while the airplane is parked.The
locking pin must be removed prior to flight.
The emergency exit door is connected to a
warning system containing the EMER EXIT
annunciator to warn if the emergency exit is
not properly installed.
CABIN
The cabin extends from the forward to the
aft pressure bulkheads, and measures ap-
proximately 20.8 feet in length, 4.9 feet in Figure 1-11. Wing Trailing Edge
width, and 4.9 feet in height. Figure 1-10
shows two interior arrangements.
The leading edge of the wings are anti-iced
A typical interior arrangement consists of by engine bleed-air heat (Figure 1-12).
four club seats with two forward-facing aft Stall strips are attached to the leading
passenger seats. Option 1 installs a sidefac- edge panels (Figure 1-13).
ing chair behind the copilot seat and changes
the full refreshment center to a slim line re-
freshment center. Two options exist for a
toilet.A non-belted toilet is under the emer-
gency exit on the right rear side of the fuse-
lage. This arrangement allows for a 10 0
pound, 4 cubic foot cabin storage area on the
left rear side of the fuselage.The second op-
tion is a belted toilet on the left rear side of
the fuselage, opposite the emergency exit,
providing an extra passenger seat.
The cabin area has dropout, constant-flow

oxygen masks for emergency use. The
cabin overhead panels contain individual
air outlets and seat lighting for passenger
comfort. Indirect overhead lighting for
the cabin is provided by two rows of LED
lights running the length of the cabin and
illuminate both sides of the dropped aisle.
The lighting is controlled by a switch near
the cabin entrance.
WING
The wing is a one-piece natural laminar
flow (NLF) airfoil assembly that attaches
to the bottom of the fuselage. It is con-
structed of aluminum. Each wing is a fuel
tank. Hydraulically actuated speedbrakes,
flaps, and main landing gear are attached Figure 1-12. Wing Leading Edge
to each wing (Figure 1-11).
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CREW AND PASSENGER MOMENT ARMS
FS 131.00 1 2 FS 131.00 1 2
FS 174.19
FS 202.51 FS 202.51
3 4 3 4
5 6 5 6
FS 260.50 FS 260.50
7 8 FS 295.50 7 8
FS 295.50
T FS 323.79 FS 322.50 T
STANDARD OPTION 1
Figure 1-10. Interior Arrangements
TAIL CONE COMPARTMENT gine fire extinguishing systems. Access is

through an entrance door on the left side of
The tail cone compartment is an unpressur- the fuselage below the engine. The aft bag-
ized area and contains the major compo- gage compartment is limited to 600 pounds
nents of the hydraulic, environmental, in 50 cubic feet of space.
electrical distribution, flight controls, and en-

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EMPENNAGE
The empennage consists of a vertical sta-
bilizer with high T-tail mounted horizon-
tal stabilizers (Figure 1-15). The leading
edges of the horizontal stabilizers are de-
iced by rubber boots. Five vortex gener-
ators (Figure 1-16) are on each side of the
vertical fin just under the horizontal sta-
bilizer, one above the other, just in front
of the rudder. The vortex generators sta-
bilize airflow across the elevators.
Figure 1-13. Stall Strips
The tail cone compartment door is secured

at the aft side by mechanical latches and a
key lock and is hinged at the left forward
edge (Figure 1-14).
Figure 1-15. Empennage
Figure 1-14. Tail Cone Baggage Door
The aft baggage compartment

door lock incorporates a mi-
croswitch to the BAGGAGE
DOOR AFT annunciator
warning circuit. The annunci-
ator warning extinguishes
when the door is key locked. Figure 1-16. Vortex Generators

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SYSTEMS speedbrakes, and flaps. The landing gear

are equipped with antiskid-controlled
wheel brakes, operated hydraulically from
ELECTRICAL SYSTEM a separate electrically-driven hydraulic
system. Pneumatic backup is available for
The CJ3 is considered to be an all DC aircraft. landing gear extension and braking.
The 29 VDC buses are supplied electrical
power from two starter-generators. Engine
starting and secondary DC power is available FLIGHT CONTROLS
from either the battery or an external source.
Primary flight control is accomplished
through conventional cable-operated sur-
FUEL SYSTEM faces. Trimming is provided by the aileron,
elevator, and rudder trim tabs. The eleva-
The fuel system has two distinct, identical tor trim is both mechanically and electri-
halves. Each wing tank stores and supplies cally actuated. Hydraulically operated
the fuel to its respective engine. Fuel trans- speedbrakes are on the upper and lower
fer capability is provided. All controls and wing surfaces. The flaps are hydraulic and
indicators are in the cockpit. a re o n t h e t ra i l i n g e d g e s o f t h e w i n g.
Nosewheel steering is mechanically con-
ENGINES trolled by the rudder pedals.
Two Williams FJ44-3A turbofan engines
are pylon-mounted on the rear fuselage, ENVIRONMENTAL CONTROLS
and each produces 2,780 pounds of thrust.
Cabin pressurization utilizes bleed air
Ice protection, fire detection, and extin- from the engines. The air entering the
guishing systems are incorporated. The en- cabin is conditioned by pylon ram scoop
gine pylons have ram-air inlets to provide air and or vapor cycle A/C. Cabin pressur-
cooling air for cabin and windshield air ization is controllable, and the system can
heat exchangers in the tail cone. maintain sea level pressure up to 23,586
feet, and approximately an 8,0 0 0-foot
cabin pressure altitude at an aircraft al-
ICE PROTECTION titude of 45,0 0 0 feet.
Ice protection is provided to the wing lead- The oxygen system supplies quick-don-
ing edges and pylon ram-air inlets by hot ning masks in the cockpit. The cabin uses
bleed air. Bleed air is used for heating the overhead dropdown masks that automat-
nacelle and the generator air inlets. The ically deploy in the event of excessive
horizontal stabilizer is deiced by inflatable cabin altitude.
boots. Engine bleed air can be discharged
through nozzles directed across the outer
windshields. Isopropyl alcohol is available AVIONICS
to anti-ice the left windshield in the event
bleed air is not available. Electrical heat is The standard CJ3 avionics package includes
applied to anti-ice the pitot-static systems, Collins ProLine21, weather radar, dual
an angle-of-attack (AOA) vane, and the transponders with altitude encoding and
engine temperature probes (PT 2 /TT 2 ). autopilot. Navigation equipment includes
a Collins FMS-30 0 0, dual navigation re-
ceivers and DME. Communication is pro-
HYDRAULIC SYSTEM vided by two VHF transceivers.
Engine-driven hydraulic pumps supply
pressure for operation of the landing gear,

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CHAPTER 2
ELECTRICAL POWER SYSTEMS
INTRODUCTION
This chapter provides a description of the electrical power system used on CitationJet
3 aircraft. Included is information on the DC system. The DC system consists of
storage, generation, distribution, and system monitoring. Provision is also made
for a limited supply of power during emergency conditions in flight, and connec-
tion of an external power unit (EPU).
GENERAL
Direct current provides the principal elec- each other by a crossfeed bus. This arrange-
tric power for the CJ3 aircraft. Two genera- ment allows either generator to power the
tors are the primary power sources (one entire system or, working in parallel, to share
generator is capable of supplying all standard the system load. The hot battery and emer-
requirements). Secondary sources, battery or gency buses normally are tied to the main sys-
external power, may also be used. Normal tem, but they may be isolated to only the
distribution of DC power is via three left battery or external power sources.When the
and three right buses, connected to a left aircraft is on the ground, an EPU may be used
feed bus and a right feed bus, connected to to supply electrical power to all buses.

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DESCRIPTION
The CJ3 electrical system primarily pro-
vides 29 VDC power to operate most of
the electrical devices throughout the air-
craft. When an engine is not operating, that
engines starter-generator is used for start-
ing. Starting power may come from the bat-
tery (with or without assist from the other
starter-generator if that engine is operat-
ing) or from an EPU. Normally, when both
engines are operating, the starter-genera-
tor in each engine provides 29 VDC power.
Cockpit indicators (including voltmeter,

ammeters, and annunciators) monitor elec-
trical system status and performance.
Cockpit panel controls allow the pilot to di-
rectly manage the generation and distri-
bution of electrical power. Relays, circuit Figure 2-1. Battery Location
breakers, current limiters, and generator
control units (GCUs) protect the electrical A battery DISCONNECT switch is in the
system and assist the pilot in managing the cockpit next to the oxygen control valve
supply and flow of electrical power. (Figure 2-2). This switch opens the battery
disconnect relay. It is used in case of a bat-
AC power subsystems include DC pow- tery overheat or stuck start relay.
ered inverters that power the electrolumi-
nescent cockpit panels (SNs 0001 through
0293) and the 110 VAC cabin power outlets.
Refer to Chapter 3—“Lighting” for more
information.
COMPONENTS Figure 2-2. Battery DISCONNECT and

INTERIOR MASTER Switch
BATTERY
A standard nickel-cadmium (NiCad) bat- The NiCad battery is susceptible to, and
tery provides 25 volts rated at 44 amp hours. must be protected from, overheat due to ex-
An optional 24 volt 42 amp hour, lead-acid cessive charging or discharging. The battery
battery is available. The battery is in the tail is limited to three engine starts per hour.
cone compartment (Figure 2-1). It has a During an engine external power start, the
manual quick-disconnect and is accessible battery is automatically separated from its
through the tail cone compartment door. ground by the battery disconnect relay to
The battery is connected to the hot battery prevent battery discharge during the EPU
bus.A battery disconnect relay is between the start cycle. An EPU start is not considered
battery and its ground to provide an electri- a battery start. A battery in good condi-
cal disconnect during certain conditions. tion should supply power to all buses for ap-
proximately 10 minutes with maximum

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load. If only the hot battery and emergency feet. Generators are capable of 50% over-
buses are powered, the battery should last load to 450 amps for 2 minutes. The gener-
for a minimum of 30 minutes. ators are used as motors for engine starting,
then become generators at the completion
An INTERIOR MASTER switch is in the of the start cycle. Each generator system op-
cockpit next to the oxygen control valve erates independently and is in parallel ex-
(see Figure 2-2). When the switch is moved cept under fault conditions.
from NORMAL to OFF, the master inte-
rior relay is opened, which shuts off all The generators share loads equally (within
electrical power in the cabin. 10% of total load) during normal opera-
tion via an equalizer connection between
the generator control units.
STARTER-GENERATORS
Two engine-driven DC starter-generators, DC power from the engine-driven gener-
one on each engine accessory gearbox, are ators is distributed to two feed buses
the primary sources of electrical power and (Figure 2-3). The two feed buses are paral-
supply power to all DC buses. Each gener- leled through two 225-amp current limiters
ator is air cooled, rated at 30 VDC, regu- connected to the crossfeed bus. Generator
lated to 29 volts. The ammeters have a power is routed to the hot battery bus
yellow arc from 250 to 300 amps and a red through the battery relay (closed), and also
line at 300 amps. The maximum load is 200 to the emergency bus from the crossfeed
amps during ground operations. The max- bus. The battery and emergency relays are
imum load in flight is 30 0 amps below operated by the BATT switch.
41,0 0 0 feet and 250 amps above 41,0 0 0
L FEED CROSSFEED R FEED

225 225
20A
A
A
BATTERY TO
DISABLE BATT EMERGENCY
RELAY BUSES
L OFF R
BATT EMER
POWER PWR
RELAY RELAY
RELAY RELAY
EMER
GCU GCU
V START V V
20A
RELAY
L GEN HOT BATTERY BUS R GEN
LE G END
BATTERY POWER
LEFT NORMAL BUS POWER
RIGHT NORMAL BUS POWER
Figure 2-3. Generator Circuit

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EXTERNAL POWER UNIT NOTE

An EPU may be connected to the aircraft DC Normal starter current draw is ap-
system through a receptacle in the fuselage proximately 1,000 amps at peak.
on the left tail cone (Figure 2-4). External External power units with vari-
power is routed to the hot battery bus (Figure able maximum current shutoff
2-5). The battery charges from the EPU re- should be set to 1,100 amps. Use
gardless of the BATT switch position. of external power sources with
voltage in excess of 29 VDC or
Before connecting an EPU, the voltage of current in excess of 1,10 0 amps
the EPU should be regulated to 28 to 29 may damage the starter.
volts maximum, and the amperage output
should be between 800 and 1,100 amps.
CAUTION
Some EPUs do not have reverse

current protection. If the unit is
turned off while connected to the
aircraft, rapid discharge and dam-
a g e t o t h e b a tt e r y c a n re s u l t .
Always disconnect the EPU from
the aircraft when not in use.
Connecting a external power source ener-

gizes the external power relay, connecting
the external power source to the hot battery
bus. Placing the BATT switch to the BATT
position energizes the battery relay, allow-
ing external power to be connected to the
crossfeed bus, emergency bus, and the left
Figure 2-4. External Power Receptacle and right feed buses. The external power
relay is deenergized to remove external
VOLTMETER
HOT BAT BUS
BATTERY EXT POWER

DISABLE RELAYS
EXT
POWER
RELAY
BATTERY
DISCONNECT
RELAY
EXT OVERVOLTAGE
POWER SENSOR
Figure 2-5. External Power Circuit

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power from the hot battery bus when either The two feed buses are normally powered
generator power relay is closed. This is to by the right and left generators and are tied
prevent the aircraft generators and the EPU together by the crossfeed bus. They may
from applying power to the aircraft buses also receive power from the battery or EPU .
simultaneously.
The hot battery bus is always connected di-
rectly to the battery. It may receive power
CAUTION from a external power unit and, during nor-
If the battery is charged using an mal operation, is powered from one or both
EPU, it must be visually moni- generators.
tored. Current from the EPU is
not regulated and a battery over- The crossfeed bus functions solely as a bus
heat may occur. tie connecting the hot battery bus, the emer-
gency bus, and the two feed buses into one
integral system.
DISTRIBUTION
From each feed bus in the tail cone, an ex-
Direct current is distributed throughout the tension bus provides distribution of power
aircraft by 10 buses (Figure 2-6). The main to components through controls and cir-
junction box in the tail cone compartment cuit breakers in the cockpit. The left and
(Figure 2-7) contains two feed buses, the right feed extension buses are behind the
crossfeed bus, and the hot battery bus. Two pilot and copilot CB panels, respectively
feed extension buses, two crossover buses, (Figures 2-8 and 2-9).
and the emergency buses are in the cockpit.
RIGHT DC LEFT DC
CIRCUIT CIRCUIT
BREAKERS BREAKERS
HOT BATTERY
BUS CIRCUIT
BREAKERS
EMERGENCY
BUS 20 AMP
CIRCUIT BREAKERS
Figure 2-7. J-Box on Left Side of Aft Baggage Compartment

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L CB PANEL R CB PANEL
EMER EMER
R X OVER L X OVER
L FEED EXT R FEED EXT

35 35
75 75
CIRCUIT BREAKERS
CURRENT LIMITERS
80 80
L FEED CROSSFEED BUS R FEED

225 225
20 A
A BATTERY
DISABLE BATT
RELAY
L OFF
BATT EMER R
POWER
RELAY RELAY PWR
RELAY
RELAY
EMER
GCU GCU
V START V V
RELAY 20 A
L GEN HOT BATTERY BUS R GEN
EXT OVER-
POWER VOLTAGE
BATT RELAY SENSOR
BATT BATTERY
DISC DISCONNECT
EPU
RELAY
NORMAL
Figure 2-6. Electrical System Schematic—SNs 0001 and Subsequent

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LEFT CIRCUIT-BREAKER PANEL
RI G HT CIRCUIT-BREAKER PANEL
Figure 2-8. Circuit-Breaker Panels—SNs 0001 Through 0293

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LEFT CIRCUIT-BREAKER PANEL
RI G HT CIRCUIT-BREAKER PANEL
Figure 2-9. Circuit-Breaker Panels—SNs 0294 and Subsequent

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In order to permit logical grouping of cir-

cuit breakers (e.g., left and right ignition), ° Emergency exit door white light
and EXIT light
circuit connection is from the right or left
feed extension bus to the opposite CB panel ° Two right wing walkway lights
through the right and left crossover
buses.The hot battery bus items are:
° Left dropped aisle lights
The emergency bus is on the right CB panel,
• Lights—Nose compartment light, with an emergency branch bus to the left CB
cabin entry door EXIT and white panel. The emergency bus items are listed
light, emergency exit door EXIT and in Table 2-1.
white lights, the two right wing walk-
way lights, the right dropped aisle
lights, and the aft baggage compart-
ment light. Table 2-1. EMERGENCY BUS ITEMS
• Voltmeter—It reads hot battery bus
voltage with the BATT switch in LEFT CB PANEL RI G HT CB PANEL
BATT or EMER (and the VOLTAGE • L STBY N1 • COMM 1
SEL switch in BATT), and zero volt- • STBY PITOT STATIC • NAV 1
age in OFF. With the BATT switch
• GEAR WARNING • R STBY N1
OFF, the voltmeter reads generator
output voltage when L or R GEN is • GEAR CONTROL • STBY HSI
momentarily selected by the VOLT- • FLOOD LIGHTS • AHRS 2
AGE SEL switch (Figure 2-10). • FLAP CONTROL • AUDIO 1
• ELT—If it is activated by the G im- • HYD CONTROL • AUDIO 2
pact switch, it may be deactivated by * VOLTMETER • RTU 1
placing the ELT switch to ON for 1- * HOT BATT BUS SNs 525B-0042 AND
second and reselecting ARM. SUBSEQUENT
• E m e r g e n c y b a t t e r y p a c k s — Tw o • DME 1
emergency battery packs, charged • TRANSPONDER 1
via the hot battery bus, power the • RTU 2
engine instruments and cockpit
fl o o d l i g h t s d u r i n g t h e s t a r t s e - • FMS 2 (GPS 500
quence. Inertia switches on each bat- ONLY)
tery pack, when activated by a 2 G SNs 525B-0096 AND
lateral force, powers: SUBSEQUENT
Cabin entry door white light and
° EXIT • ADF 1
light
Figure 2-10. DC Electrical Controls

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SYSTEM PROTECTION and the hot battery bus to the respective

engine starter. A blown 225 amp current
Generator Control Units limiter would split the feed buses, prevent-
ing generator paralleling.
Two GCUs regulate, parallel, and protect
the generators. Each unit controls a power Pressing the starter button for EPU starts
relay, which connects the generator to its first opens the battery disconnect relay to
feed bus. The GCU permits the power relay protect the battery, then closes the start relay.
to close when the cockpit generator switch
is in GEN and the generator output equals Should EPU voltage be excessive, an over-
(within .3 volts) or exceeds system volt- voltage sensor opens the external power
age. A field relay in the generator control relay to protect the electrical system (see
unit allows or prevents field excitation Figure 2-6). After engine start and the re-
within the generator. When open, the field spective engine generator is placed online,
relay deprives the power relay of its ground the EPU disconnects automatically (exter-
and causes the power relay to open. When nal power relay opens). Engine generators
an internal feeder fault (short circuit) or have priority over the EPU.
overvoltage is sensed, the field relay opens.
The field relay also opens when the engine
fire switch is activated. A reverse current External Power Unit Safety
(10% of total load), or undervoltage, opens Procedures
only the power relay, removing the gener-
ator from the system but leaving the field There is no reverse current protection be-
relay closed and the generator output at 29 tween the hot battery bus and the EPU. If
volts or lower. the external power relay opens due to high
voltage and then EPU voltage returns to
normal voltage, the EPU must be manu-
Circuit Breakers and Current ally disconnected and reconnected to allow
Limiters the external power relay to close. The EPU
should be disconnected from the aircraft
The three parallel feeder cables between when not in use.
each DC feed bus in the tail cone and each
feed extension bus on the cockpit CB pan-
els are protected by three 75 amp cockpit CAUTION
circuit breakers. Three 80 amp current lim-
iters protect the main J-box in the tail cone. Some EPUs do not have reverse
A 35 amp circuit breaker on each feed ex- current protection. If the EPU is
tension bus provides protection between turned off while connected to the
the extension bus and the crossover bus on aircraft, rapid battery discharge
the opposite CB panel. Various other circuit c o u ld re s u l t i n d a m ag e t o th e
breakers on the feed buses in the tail cone battery.
protect against overload (see Figure 2-6).
Relays and Engine Starting CONTROLS AND

During generator-assisted second engine INDICATION
starts, a battery disable relay opens the bat-
tery relay to prevent high current flow from Control of DC power is maintained with the
the crossfeed bus to the hot battery bus and BATT switch and the L and R GEN switches
protects the 225 amp current limiters. Engine (see Figure 2-10). The BATT switch has a
starting current flows from the generator BATT, OFF, and EMER position.
and battery through the two starter relays

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CITATIONJET 3 525B
PILOT MANUAL
TRAINING MANUAL
BATTERY SWITCH
If the BATT switch is in the OFF position,
the hot battery bus is isolated from all other
buses in the system and the emergency bus
is connected to the crossfeed bus. In the
BATT position, the battery relay closes, com-
pleting a circuit to the crossfeed bus. The
emergency relay is deenergized while the
battery relay is in the BATT position and
completes a circuit to the emergency bus Figure 2-11. Engine Start Buttons
from the crossfeed bus. In the EMER posi-
tion, only the emergency relay is energized,
connecting the emergency bus to the hot BATTERY DISCONNECT
battery bus. The two buses are powered by SWITCH
the battery or external power. When exter-
nal power is not applied to the aircraft and A guarded battery DISCONNECT switch
the generators are online, placing the BATT (see Figure 2-2) is on the pilot armrest
switch in EMER or OFF isolates the battery behind the oxygen control selector. It dis-
from any charging source without a loss of connects the battery and is used only for
power to any bus. abnormal operations involving a stuck
start relay or battery overtemperature.
Activating this switch uses battery power
GENERATOR SWITCHES to open the battery disconnect relay on the
The L and R GEN switches have a GEN, ground side of the battery. The BATT
OFF, and RESET position. Placing the switch must be in the BATT position for
switch to GEN allows the GCU to close t h i s s w i t c h t o o p e ra t e. I f t h e b a tt e r y
the power relay and connects the genera- ground is open, the battery cannot supply
tor to its feed bus. The ammeter indicates e l e c t r i c a l p o w e r t o t h e a i rc ra f t o r b e
the generator output to the feed buses. charged by the generators.
With the switch in the OFF position, the
power relay opens and the ammeter shows CAUTION
no generator load to the feed buses. Placing
the switch in the spring-loaded RESET po- Do not activate the battery DIS-
sition closes the generator field relay if it CONNECT switch for an ex-
has opened and no fault exists. t e n d e d p e r i o d . Th e b a t t e r y
disconnect relay draws low cur-
rent from the battery until the bat-
ENGINE START BUTTONS tery is discharged. After the
Two ENGINE START buttons (Figure 2-11) battery is discharged, the discon-
on the left panel activate a circuit to close nect relay closes which may result
the associated start relay and allow starting in the battery receiving a high
current to flow from the hot battery bus to charge rate and a probable over-
the starter. A starter disengage button be- heat condition.
tween the starter buttons can open the start
circuit if manual termination of the start se-
quence is desired (Figure 2-11).

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TRAININGMANUAL
MANUAL
L OR R GEN OFF If the VOLTMETER SEL switch is posi-

ANNUNCIATOR tioned to L GEN or R GEN and the re-
spective engine is running and the
A fl a s h i n g a m b e r L o r R generator switch is OFF, the voltmeter only
GEN OFF annunciator indi- indicates voltage output of the selected
cates an open generator generator.
p o w e r re l a y. I f b o t h G E N
OFF L and R annunciators The ammeters indicate current flow from
i l l u m i n a t e, t h e M AS T E R the individual generators to the respective
WARNING RESET switchlight and the DC feed bus. During normal operation, the
M AST E R CAU T I O N R E S ET s w i t c h - indication should be parallel within ±10%
lights illuminate (Figure 2-12). o f t o t a l l o a d . A m p e ra g e b e t w e e n t h e
starter-generator and the hot battery bus
A VOLTMETER SEL switch permits mon- is not reflected on the ammeter.
itoring voltage on the hot battery bus or
from a point between each generator and ENGINE START BUTTON LIGHT
its power relay (see Figure 2-6). The selec-
tor is spring loaded to the BATT position. Pushing the engine start button illuminates
the starter button white light as a direct
With the selector switch in the BATT po- indication that the start relay is closed. The
sition, the voltmeter indicates battery light inside the START DISG button is a
voltage, if the generators are off line, or courtesy light. It is activated when the panel
generator voltage if one or both genera- lights master switch is turned on for night
tors are online. Placing the BATT switch operations.
to OFF with the selector in the BATT po-
sition, the voltmeter registers zero.
S TANDARD PANEL— S Ns 0294 AND S UB S EQUENT
S TANDARD PANEL— S Ns 0001 THROU G H 029 3
Figure 2-12. Electrical Indicators and Annunciator Panel

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CITATIONJET 3 525B
TRAININGMANUAL
MANUAL
the operating generator in flight is pro-

vided by left squat switch logic. The protec-
tion circuit for the 225 amp current limiters
is the same as previously described.
STARTING (ASSISTED BY S Ns 0001

THOU G H 029 3
S Ns 0294 AND
S UB S EQUENT
EXTERNAL POWER UNIT)
Figure 2-13. Battery Overtemperature
An EPU may also be used for engine starts. Annunciators
However, prior to use, the unit should be
checked for voltage regulation (28 to 29 volts
maximum) and an availability of 800 to 1,100 exists, the BATT switch should be placed in
amp maximum. When external power starts EMER to open the battery relay. If amps
are planned, the generator switches should drop slightly when the BATT switch is moved
remain in the OFF position until both en- to EMER, this indicates the battery relay
gines have been started. Otherwise, when opened and the battery is isolated. If no amp
the first generator comes online, the exter- drop is observed, check the voltmeter for 1-
nal power relay is opened and the EPU is au- volt drop in 30 seconds to 2 minutes.A 1-volt
tomatically disconnected from the hot drop from 29 volts to 28 volts over 30 seconds
battery bus.The second engine start becomes to 2 minutes confirms the battery relay
a generator-assisted start. opened and isolation took place. The BATT
switch is then selected OFF. If after 2 min-
utes, the voltage is still 29 volts, the battery
EMERGENCY/ relay is stuck or welded closed. The check-
list requires the BATT switch to be selected
ABNORMAL to BATT to enable the BATTERY DISCON-
SITUATIONS NECT switch circuit to function.
Selecting the BATTERY DISCONNECT
BATTERY OVERHEAT switch to DISCONNECT opens the bat-
tery disconnect relay. This action stops gen-
Battery overheat can result from an exces- erator current flow into the battery and
sive rate of charge or discharge, or internal allows the battery to cool down. The volt-
battery damage. The greatest damage from meter is inoperative with the BATT switch
a battery overheat is the possibility of run- in the OFF position.
away heating, in which internal failures cause
the heat to continue increasing out of control.
START TERMINATION
A battery overtemperature warning system
warns the pilot of abnormally high battery If the speed-sensing switch fails to termi-
temperatures. An internal temperature of nate the engine start sequence, the START
63°C (145°F) illuminates a flashing red BATT DISG button (see Figure 2-11) is depressed
O’TEMP or BATT FAULT annunciator and to terminate the start sequence.
flashing MASTER WARNING RESET
switchlights (F igure 2-13).
GENERATOR PROBLEMS
If the temperature reaches 71°C (160°F) the Monitoring the ammeters may provide an
red >160° and BATT O’TEMP or BATT indication of impending generator prob-
FAULT and BATT FAIL annunciators both lems. Ampere readings may indicate un-
flash (Figure 2-13). The MASTER WARN- paralleled operation if they are different by
ING RESET switchlights also flash (if pre- more than 10% of the total load.
viously reset). When an overheat condition

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CITATIONJET 3 525B
PILOT MANUAL
TRAINING MANUAL
When a flashing L or R GEN • LANDING GEAR (WARNING)

OFF annunciator illuminates • FLOOD
on the annunciator panel, a
check of the voltmeter indi- • FLAP CONTROL
cates whether the field relay • HYD CONTROL
or only the power relay has
opened.An open field relay could be caused • GEAR CONTROL
by a feeder fault (short circuit), overvoltage, Also, the left CB panel 35 amp cir-
or by actuation of the ENG FIRE switch- cuit breaker on the lower right
light. A tripped field relay is indicated by side of the right CB panel, must be
near zero voltage; it may be possible to reset pulled to disable the right
the generator. An undervoltage or reverse crossover bus items.
current causes the generator control unit
to open the power relay. The reverse procedure is neces-
sary to disable the right CB panel.
Loss of a single generator is Ten component circuit breakers
a n n u n c i a t e d b y a fl a s h i n g must also be pulled:
amber L or R GEN OFF an-
nunciator and steady MAS- • COMM 1
T E R C AU T I O N R E S ET • NAV 1
switchlight. Dual generator
failure is annunciated with flashing L and • R STBY N1
R GEN OFF annunciator, a steady MAS- • STDBY HSI
TER CAUTION RESET switchlight and
flashing red MASTER WARNING RESET • AHRS 2
switchlights. • AUDIO 1
If unable to restore either generator, the • AUDIO 2
GEN OFF L and R (Generators
• RTU 1
Inoperative—DUAL) checklist directs
the pilot to place the BATT switch to • RIU L–B
EMER. In this situation, the pilot has
• SN 42+
emergency bus items, the standby attitude
indicator and emergency battery packs ° DME 1
for cabin lighting.
° Transponder 1
° RTU 2
DISABLING A CB PANEL
° FMS 2
To disable the CB panel at the pilot posi-
tion (left CB panel), pull the three 75 amp • SN 96+
L BUS NO 1, NO 2, and NO 3 circuit break-
ers that are under the DC power L BUS sec- ° ADF 1
tion of the left CB panel. NOTE
NOTE When the three 75 amp main bus
breakers are pulled, the crossover
To tota lly d isa bl e th e left CB bus to the opposite CB panel is
panel, the following emergency also disabled.
bus items must be pulled:
• L STBY N1
• STBY PITOT STATIC

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CHAPTER 3
LIGHTING
INTRODUCTION
Lighting on the CitationJet 3 aircraft illuminates the cockpit area and all flight in-
struments. The majority of the instruments are internally lighted. For general il-
lumination, floodlights and a map light are conveniently located at the pilot and
copilot positions. Standard passenger advisory lights are available for the cabin
area, and emergency exit lights are over the cabin door and emergency exit. Exterior
lighting consists of navigation, anticollision (strobes), landing, wing inspection, and
a red flashing beacon.
GENERAL
Aircraft lighting is divided into interior emergency exit, an aft compartment light,
and exterior lighting. Interior lighting is lighted signs, and indirect LED lights.
further divided into cockpit, cabin, and
emergency lighting. Cockpit lighting con- Lighting upgrades were introduced with
sists of instrument panel lights, floodlights, aircraft SN 294. Aircraft before SN 294
LED panels, and map lights. Cabin lighting primarily used incandescent light bulbs
consists of passenger reading lights, flood- for exterior lighting and electrolumines-
lights illuminating the main cabin door and cent panels were used for instrument panel
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labels and lighting. SN 294 and on use • Powers the control rheostats
LEDs for exterior lighting and LED pan-
• Powers the red windshield ice detec-
els for instrument panel lighting. tion lights
Two overhead floodlights and a standby

INTERIOR LIGHTING instrument floodlight, controlled by the
floodlight rheostat, are available for nor-
DESCRIPTION mal or emergency cockpit lighting. Intensity
of the overhead floodlights is controlled
Interior lighting is provided for the cock- with the FLOOD LTS rheostat left of the
pit, cabin, and tail cone area. Instruments PANEL LIGHT CONTROL NIGHT DIM
are internally lighted. SNs 0 0 0 1 through ON–OFF switch. During engine starts,
0293 have electroluminescent panels for these lights are powered full bright by the
panel lighting. SNs 0294 and subsequent emergency battery packs on the forward
have LED panels for panel lighting. All and aft cabin sidewall areas.
lights, except the overhead map and instru-
ment floodlights, are controlled by a night
dim switch and are adjusted by rheostats COCKPIT LIGHTING
(Figure 3-1).
Cockpit Floodlights
The rheostats positions are INSTR, LED, The cockpit floodlights (Figure 3-2) are
and STBY. The INSTR rheostat controls above and behind the pilot stations and il-
simultaneously the intensity of the lighting luminate full bright when either engine is
of the instruments on the pilot panel, the in the start cycle, or when the FLOOD
instrument lighting on the center instru- LTS rheostat is turned to bright (full
ment panel, and the instrument lighting on clockwise). The emergency bus, through
the copilot instrument panel. The LED the FLOOD circuit breaker, on the pilot
rheostat controls all LED panel lighting. CB panel, supplies cockpit floodlight
Turning the PANEL LIGHT CONTROL p o w e r. Th e b a tt e r y s w i t c h m u s t b e i n
NIGHT DIM ON–OFF switch to ON re- BATT or EMER for operation.
sults in the following:
• Dims the annunciators, ignition, and On SNs 0001 through 0293 a standby instru-
landing gear indicators ment floodlight is under the fire warning
• Illuminates the STARTER DISG panel on the glareshield.
(starter disengage) button
Figure 3-1. PANEL LIGHT CONTROL and LIGHTS Panels
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OVERHEAD MAP LI G HT
Figure 3-2. Cockpit Floodlights
Map Lights
Map lights are on the left and right for-
ward overhead panel (Figure 3-3). The in-
tensity of the map lights is controlled by
rheostats on the forward side of the left
a n d r i g h t s i d e c o n s o l e s ( Fi g u re 3 - 3 ) .
Electrical power to operate the map lights
is routed from the left DC bus for both the
pilot and copilot through the NAV circuit
breaker on the pilot CB panel.
MAP LI G HT RHEO S TAT (EACH S IDE)
Panel Light Control Figure 3-3. Map Lights and Controls
LED Lighting
LED light panels provide panel lighting Instrument Lights
(Figure 3-4). The LED lighting rheostat
(Figure 3-1) controls the panels. Instruments are internally lighted. The
instrument panel lights are dimmed by the
LED lighting illuminates: INSTR rheostat, or on the instrument itself.
• CB panels PFD and MFD lighting changes are accom-
plished with the PFD/MFD/RTUs/CDU
• Left switch panel rheostat on the lower pilot and copilot
• Light control panel switch panels (Figure 3-5). The rocker
BRT–DIM switch at the lower right corner
• Environmental control panel (tilt of each adaptive flight display (PFD and
panel) MFD) makes small lighting changes.
• Landing gear control panel
• Power quadrant Standby Instrument Lighting
The STBY rheostat under the PANEL
LED light panels receive power from the LIGHT CONTROL panel (see Figure 3-
LED Panel circuit breaker on the pilot CB 1) (SNs 0001 through 0041) illuminates the
panel. standby instruments on the center instru-
ment panel (HSI and N 1 indicators).
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Figure 3-4. Typical LED Control Panel Lighting
PILOT PFD COPILOT PFD PFD/MFD

DIM RHEO S TAT DIM RHEO S TAT ROCKER S WITCH
Figure 3-5. PFD/MFD–DIM Rheostats
CABIN LIGHTING function is selected, and red when the

function has failed.
There are five buttons on the CABIN
LIGHT control panel on the upper re- Th e p a s s e n g e r c o m p a r t m e n t l i g h t i n g
freshment center cabinet behind the copi- includes:
lot seat. They include the ENTRY LIGHT,
C A B I N L I G H T, D I M , B R I G H T, a n d • All cabin lights
HOT LIQUID (Figure 3-6). The five but- • Utility lights and lighted signs
tons incorporate one of three colored
lights. The button is amber when it is avail- • Indirect LED lights
able to select a function, green when the • Passenger reading lights (Figure 3-7)
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indirect light circuit breaker is on the J-box

in the tail cone.
Pressing the CABIN LIGHT button switch
turns on the cabin lights to bright. Pressing
the DIM button switch dims the cabin
lights. Pressing the BRIGHT button re-
Figure 3-6. Cabin Light Control Panel turns the cabin lights from DIM to bright.
Pressing the CABIN LIGHT button switch
a second time turns the cabin lights off.
Entry Lights
When pressed, the ENTRY LIGHT switch
at the main entry door post turns on
(Figure 3-8):
• Main door entry light and exit sign
light
Figure 3-7. Passenger Reading Lights • Escape hatch light and exit sign light
• Two right wing walk lights
The passenger reading lights are in the • Light in the vanity
overhead console. The passenger reading
lights adjust fore and aft, and each is con- • Aisle lights (Figure 3-9)
trolled by an integrally mounted switch.
Passenger reading lights are protected by
the cabin light circuit breaker on the J-box
in the tail cone.
Indirect LED Lights

The CABIN LIGHT switch on the upper
refreshment center cabinet controls the Figure 3-9. Drop Down Aisle Lights
indirect LED lights (see Figure 3-6). The
Figure 3-8. ENTRY LIGHT Switch
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The ENTRY LIGHT switch on the upper

refreshment center turns on and off the
same lights. Power to the system is from
the hot battery bus through the EMER LTS
circuit breaker on the aft J-box.
The entry lights are also controlled by the

PASS SAFETY–OFF–SEAT BELT switch Figure 3-12. Seat Belt and No Smoking
on the lower pilot switch panel, and informs Light
passengers when smoking is prohibited and
when to fasten seat belts. The switch has
three positions: PASS SAFETY–OFF–SEAT standard non-smoking configuration, the
BELT (Figure 3-10). In addition, the entry no smoking sign will remain on.
lights may also be controlled by the emer-
gency lighting switch. EMERGENCY LIGHTING
The emergency lighting system provides il-
lumination if normal DC power fails or
during abnormal conditions. The EMER-
GENCY LIGHTING switch is on the pilot
lower switch panel.The switch has three po-
sitions; ARMED, ON, and OFF. The NOT
ARMED light, left of the switch, illuminates
if the switch is not in the ARMED position.
The emergency lights (forward exit sign, for-

ward entry light, forward no-smoking sign,
Figure 3-10. Lighting Control Switches left-hand dropped aisle lights, aft no-smok-
ing sign, aft exit sign, escape hatch light, and
the two wing-walk lights) illuminate when
Selecting PASS SAFETY powers the fol- any of the five following conditions exist:
lowing lights through the emergency lights 1. The 2-g lateral force, inertia switches
circuit breaker on the aft J-box hot bat- close.
tery bus:
• Main entry door light and exit sign 2. The passenger safety switch is selected
light (Figure 3-11) to PASS SAFETY (Figure 3-10).
• Escape hatch light and exit sign light 3. The door ENTRY LIGHT switch is
(Figure 3-11) selected on (main entry door or
• Two wing walk lights (Figure 3-11) upper refreshment center).
• L and R dropped aisle lights (see 4. Th e E M E RG E N C Y L I G H T I N G
Figure 3-9) switch is selected ON (on the instru-
ment panel).
All seat belt/no smoking lights (Figure 3-
12) and optional chimes (if installed) are 5. Th e E M E RG E N C Y L I G H T I N G
energized through the oxygen/seat belt switch is selected ARM and both gen-
circuit breaker on the aft J-box by nor- erators are off line and operating on
mal DC power. The SEAT BELT position EMER bus.
turns on all seat belt lights and the op-
tional chimes (if installed). The signs are The crossfeed/emergency buses charge the
extinguished in the OFF position. In the emergency battery packs.
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MAIN ENTRY DOOR LI G HT E S CAPE HATCH LI G HT

AND EXIT S IG N LI G HT AND EXIT S IG N LI G HT
RI G HT WIN G WALKWAY LI G HT S
Figure 3-11. Entry or Emergency Exit Lights
The emergency battery packs that power the start sequence, from start button activa-
emergency lighting system are each acti- tion to start termination at 45% N 2 , the
vated by a 2-g inertia switch that senses a 2- floodlights are powered full bright by the
g (or greater) lateral deceleration, thus emergency battery packs, regardless of
activating the emergency lighting system. rheostat position. Floodlight protection is
The packs are as follows: provided by the flood circuit breaker on the
• The forward battery pack is directly left CB panel.
in line with the main cabin door, op-
posite side of cabin, in the upper right BAGGAGE COMPARTMENT
sidewall.
LIGHTING
• The aft battery pack is directly in line
with the escape hatch, opposite side Baggage compartment lighting includes
of cabin, and is under the floorboard the tail cone compartment light and the
on the left side. nose baggage compartment light. The lights
are wired directly to the hot battery bus and
The FLOOD LTS rheostat normally pro- do not require the battery switch to be
vides emergency bus power to the two over- turned on for operation.
head cockpit floodlights. During the engine
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Nose Compartment A microswitch turns the light off regardless

of switch position when the door is closed.
The baggage light system manual switch as-
sembly is an illuminated rocker switch. The
overhead switch is adjacent to the light as-
sembly (Figure 3-13).The normal position for EXTERIOR LIGHTING
the manual switch applies DC power to the
light. During daylight hours or when the light DESCRIPTION
is not desired, the manual switch is posi-
tioned to OFF, which disconnects power from The exterior lighting system consists of:
the light. When the switch is OFF, it is illu-
minated to make it is easy to locate at night. • Navigation
• Landing/recognition/taxi
• Anticollision
• Flashing red beacon
• Wing inspection light
The exterior light system provides neces-

sary illumination for airplane operation
during the day or night. Exterior lighting
locations are illustrated in Figure 3-15 and
Figure 3-13. Nose Baggage Compartment EXTERIOR LIGHTS panel is shown in
Light and Switch Figure 3-16.
A microswitch on the left and right baggage

door hinge turns the light off regardless of
rocker switch position when both baggage
doors are closed.
Aft Baggage Compartment

Lighting
A manual toggle switch on the forward side Figure 3-15. EXTERIOR LIGHTS Panel
of the access door frame in the tail cone
(Figure 3-14) controls DC power to the
light assembly. NAVIGATION LIGHTS
A green navigation light is in the right
wingtip, a red light on the left, and a white
light on the top rear of the upper vertical
stabilizer (Figure 3-17). Navigation lights
are controlled by a NAV ON–OFF switch
(Figure 3-15). The NAV circuit breaker is
on the left CB panel.
ANTICOLLISION LIGHTS
The anticollision lights are white strobe
Figure 3-14. Aft Baggage Compartment lights in each wingtip (Figure 3-17) and con-
Lighting trolled with the ANTI-COLL switch on the
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NAVIGATION
BEACON LIGHTS
LANDING/RECOG/TAXI WING ANTICOLLISION TAIL

LIGHTS INSPECTION LIGHT FLOOD
BEACON LIGHT
ANTICOLLISION LIGHT NAVIGATION LIGHT TAIL FLOOD EMERGENCY

EXIT LIGHTS
Figure 3-16. Exterior Lighting Locations
NAVIGATION BEACON
(TAIL) LIGHT
ANTICOLLISION
LIGHT
NAVIGATION LIGHT
Figure 3-17. Navigation, Anticollision, and Beacon Lights
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CITATIONJET 3 525B
TRAININGMANUAL
MANUAL
instrument panel (Figure 3-15). Each light

has its own DC power supply. The ANTI-
COLL circuit breaker is on the left CB panel.
BEACON LIGHT
The beacon light is a red flashing beacon
on top of the vertical stabilizer (Figure 3-
17) controlled by the BEACON ON–OFF
switch (Figure 3-15). The BEACON circuit
breaker is on the left CB panel. Figure 3-19. Pilot LIGHTS Panel
LANDING/RECOGNITION/TAXI side of the fuselage (Figure 3-20). The light

LIGHTS is used to visually check the left wing lead-
The combination landing/recognition/taxi ing edge at night for ice accumulation. A
lights are below the fuselage in front of the WING INSP/ON–OFF switch on the pilot
bottom fairing (Figure 3-18). The landing switch panel (see Figure 3-15) controls the
lights are fixed position LED lights, con- light. The WING INSPECT circuit breaker
trolled by the landing light switch on the on the left CB panel provides protection.
pilot lower switch panel (Figure 3-19). The
LANDING position produces the highest in-
tensity and is used for takeoff and landing.
The RECOG/TAXI position produces a
lower intensity light for taxi operations and
in-flight collision avoidance. The standard
Pulselite system flashes the RECOG/TAXI
lights in flight when the RECOG/TAXI po-
sition of the switch is selected. The Pulselite
system is disabled by squat switch logic when
on the ground. Landing light circuit break-
ers are on the aft J-box.
Figure 3-20. Wing Inspection Light
TAIL FLOODLIGHTS
The tail floodlights (Figure 3-21) are on
the lower surface of the right and left hor-
izontal stabilizers and illuminate the left
Figure 3-18. Landing/Recognition/Taxi and right sides of the vertical stabilizer.
Lights The TAIL FLOOD switch is just to the
left of the landing light switch (Figure 3-
19) with circuit protection through the
WING INSPECTION LIGHT TAIL FLOOD LTS circuit breaker in the
aft J-box.
The wing inspection light (see Figure 3-16)
is a fixed-position light above and slightly
forward of the wing leading edge on the left

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CITATIONJET 3 525B
PILOT MANUAL
TRAINING MANUAL
Normal Procedures
Before Landing
Select LANDING ON prior to 30 0 feet
AGL.
NOTE
The RECOG/TAXI lights must be
ON for the automatic Pulselite
system to operate.
Figure 3-21. Tail Floodlights The landing lights must be turned
ON prior to 300 feet AGL on land-
ing approach to deactivate the
AUTOMATIC PULSELITE pulsing.
SYSTEM
The automatic Pulselite system provides The automatic Pulselite system is
pulsing of the RECOG/TAXI lights. The automatically deactivated on the
system automatically activates when ground.
RECOG/TAXI lights are selected ON and
the airplane is airborne. The automatic With the Pulselite system, the aircraft may
Pulselite system is overridden (steady illu- be dispatched with the system OFF. In
mination of RECOG/ TAXI lights) when case of a system malfunction, the circuit
the left main squat switch indicates the air- breaker may be pulled to deactivate the
plane is on the ground. Selecting the land- system for dispatch.
ing light switch to OFF or LANDING
deactivates the automatic Pulselite system.
On SNs 0 0 0 1 through 0293 the Pulselite Abnormal Procedures
system was optional. Selecting either one Uncontrolled pulse operation or dispatch-
or both switches to OFF or LANDING de- ing with inoperative system:
activates the automatic Pulselite system.
• PULSE circuit breaker
In aircraft with a TCAS II and the Pulselite (L CB panel) ............................ PULL
system interconnect installed, the system
activates with a TCAS TA and/or RA. The
lights will flash in flight or on the ground
with the LANDING light switch in the off
position.

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CITATIONJET 3 525B
PILOT MANUAL
TRAINING MANUAL
CHAPTER 4
MASTER WARNING SYSTEM
INTRODUCTION
The master warning system on the Citation CJ3 aircraft provides a warning of air-
craft equipment malfunctions, indication of an unsafe operating condition requiring
immediate attention, and indication that some specific systems are in operation.
GENERAL
The master warning and master caution an- caution, and advisory.All except those asso-
nunciator panel system consists of two MAS- ciated with electronic flight instrument sys-
TER WARNING RESET switchlights and tem (EFIS), autopilot, avionics, and engine
two MASTER CAUTION switchlights, and fi re w a r n i n g / s u p p re s s i o n a re i n t h e
an annunciator panel that provides a visual glareshield annunciator panel.The abnormal
indication to the pilots of certain conditions and emergency procedures in this section
and/or functions of selected systems. Each are keyed, where applicable to these annun-
annunciator segment has a legend, which il- ciators.Warning annunciators are generally
luminates to indicate an individual system red (except failure of both generators).
fault.Annunciators are classified as warning, Re d a n n u n c i a t o r s i n d i c a t e a w a r n i n g

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TRAININGMANUAL
MANUAL
malfunction, which requires immediate cor- Advisory annunciators are white and do
rective action.Any red warning annunciators n o t t r i g g e r a M A S T E R WA R N I N G
on the annunciator panel cause the MAS- RESET or MASTER CAUTION RESET
TER WARNING RESET switchlights to switchlight. When an advisory annuncia-
flash. Failure of both generators (amber an- tor illuminates, the checklist may require
nunciators) is a red function and triggers action. If required, the action is found in
the MASTER WARNING RESET switch- the Abnormal Procedures Checklist or in
lights. Illumination of the L or R ENGINE the Aircraft Flight Manual (AFM) .
FIRE light does not trigger the MASTER
WARNING RESET switchlights.
CONTROLS AND
DESCRIPTION INDICATIONS
Caution annunciators are amber. Any ANNUNCIATOR PANEL
amber annunciator that illuminates indi-
cates a malfunction that requires immedi- The annunciator panel (Figure 4-1) is on the
ate attention, but not necessarily immediate center instrument panel and contains a
action, or abnormal system operation. Any cluster of warning/caution/advisory annun-
amber annunciator that illuminates on the ciators. The annunciators are composed of
annunciator panel commences “flashing” liquid crystal display (LCD) shutters and
and causes both MASTER CAUTION light emitting diodes (LEDs) and do not
RESET switchlights to illuminate steady. have replaceable bulbs. The annunciators
P re s s i n g e i t h e r M AST E R CAU T I O N operate in conjunction with the MASTER
RESET switchlight causes the associated WARNING RESET switchlights and MAS-
flashing annunciator to revert to “steady” T E R CAU T IO N R E S ET s w itc h l ig h t s.
illumination and both MASTER CAU- When a system malfunctions, the associ-
TION RESET switchlights to extinguish. If ated annunciator illuminates until the mal-
the problem is solved, the associated steady function is corrected.
amber annunciator extinguishes.
MASTER WARNING RESET
NOTE SWITCHLIGHTS (RED)
There are specific amber annunci-
ators that may initially illuminate There are two MASTER
steady for a few seconds before they WA R N I N G R E S ET
begin to flash.They are normally as- switchlights, one on the
sociated with the anti-ice systems. pilot instrument panel
and one on the copilot in-
When a red annunciator illumi- s t r u m e n t p a n e l . Wh e n
nates, it flashes until the MASTER any red annunciator on
WARNING RESET switchlight is the annunciator panel illuminates, the
acknowledged. The annunciator MASTER WARNING RESET switchlights
then stops flashing and remains il- illuminate simultaneously and flash until
luminated steady. If the condition reset.There is only one condition during
that caused the annunciator to il- which amber annunciators on the annun-
luminate is corrected prior to reset- ciator panel cause the MASTER WARN-
ting the MASTER WARNING ING RESET switchlights to illuminate in
RESET switchlight, the annuncia- flight. That condition is when both GEN
tor extinguishes, but the MASTER OFF annunciators illuminate. The serious-
WARNING RESET switchlight ness of this condition warrants MASTER
must be reset to extinguish. WARNING RESET switchlights system

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CITATIONJET 3 525B
PILOT MANUAL
TRAINING MANUAL
SN 0294 AND SUBSEQUENT
SNs 0001 THROUGH 0293

Figure 4-1. Annunciator Panel
a c t u a t i o n . T h e M AS T E R W A R N I N G MASTER CAUTION RESET

RES ET switchlights system incorpo rates a SWITCHLIGHTS (AMBER)
reset switch that is actuated by depressing
e i t h e r M AS T E R W A R N I N G R E S ET T here are two MAS TE R
switchlight. Pr essing this switchlight r esets CA UTION R E S ET
the circuit and allows the system to alert the switchlight s, one on the
operator should another system fault occur. pilot instrument panel
T he MAS TER W ARNING RES ET switch- and one on the copilot in-
light stays illuminated and unti l strument panel (adjacen t
reset. Pr essing the MAS TER W ARNIN G to the MAS TER W ARN -
RES ET switchlight does not extinguish the ING RES ET switchlights) . T he MAS TE R
annunciato r. If the left or right 225-amp W ARNING RES ET switchlight stays illu -
cur rent limiter opens on the ground, both minated and until r eset. T he amber
MAS TER W ARNING RES ET switchlights annunciators when initially illumi -
come on steady. T he MAS TER CA UTIO N n a t e d u n t i l t h e M AS T E R CA U T I O N
RES ET switchlight s, if illuminated , should RES ET switchlights are r eset, at which time
extinguish if pr essed. they illuminate steady until the fault is cor -
rected. T he MAS TER CA UTION RES ET
switchlights may be cancelled by pr essing
e i t h e r M AS T E R C A U T I O N R E S ET
switchlight or cor recting the pr oblem.

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TRAININGMANUAL
MANUAL
ANNUN PNL FAULT 1

The ANNUN PNL FAULT 1 annunciator
on the bottom right corner of the annunci-
ator panel indicates the status of the con-
troller circuits for the master warning
display. Two controller circuits provide re-
dundant master warning capability.
If either circuit fails, the ANNUN PNL

FAU LT 1 a n n u n c i a t o r i l l u m i n a t e s.
However, the other circuit continues to pro-
vide full capability to illuminate any (and
all) annunciators. If both circuits fail, no Figure 4-2. Rotary TEST Knob
annunciator can illuminate (including the
ANNUN PNL FAULT 1 annunciator) and
the entire annunciator panel extinguishes. There are three rows of annunciators (see
Figure 4-1). During the ANNU test, the top
The ANNUN PNL FAULT 1 annunciator row illuminates momentarily and then ex-
was introduced at SN 0294. In aircraft SNs tinguishes, and the center row illuminates
0001 through 0293, this annunciator is la- momentarily and extinguishes, and the bot-
beled VIDEO FAIL. The function is the tom row illuminates momentarily and ex-
same for both annunciators. tinguishes. If the rotary TEST knob remains
in the ANNU position, the annunciator
rows continue to cycle on and off as de-
NOTE scribed above.
When DC power is first enabled,
the ANNUN PNL FAULT 1 an-
nunciator illuminates for 2 min- NOTE
utes while the master warning When DC power is first enabled,
system performs a self-test. At the the ANNUN PNL FAULT 1 an-
end of the 2-minute self test, if nunciator illuminates for 2 minutes
both master warning controller while the master warning system
circuits are functioning correctly, performs a self-test. Do not initi-
the ANNUN PNL FAULT 1 an- ate rotary test until the ANNUN
nunciator extinguishes. PNL FAULT 1 annunciator extin-
guishes. Attempting rotary test
while the ANNUN PNL FAULT 1
ROTARY TEST KNOB annunciator is illuminated causes
a failure of one or more test, in-
A rotary TEST knob (Figure 4-2) is on the cluding the ANNU test.
left side of the pilot instrument panel.
Positioning the knob to ANNU causes all
a n n u n c i a t o r s, M AS T E R C AU T I O N INTENSITY CONTROL
RESET, and the MASTER WARNING
R E S ET s w i t c h l i g h t s t o i l l u m i n a t e. The annunciators dim automatically when
Illumination verifies only annunciator lamp the NIGHT/DIM switch on the LIGHT
integrity. Some other associated system CONTROL panel is placed in the ON po-
lights also illuminate when this switch is ac- sition. The annunciator automatically
tivated. Table 4-1 shows the individual test dims if there are more than 12 annuncia-
indications. tors on and nothing has occurred related

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PILOT MANUAL
TRAINING MANUAL
Table 4-1. ROTARY TEST INDICATIONS
R O T A R Y S WITCH
PO S I T I O N I N D I C AT I O N
OFF The red light extinguishes and the test system is inoperative. When the rotary TEST switch is
not off, the red light indicates you are in the test modes.
FIRE WARN Both L or R red ENGINE FIRE lights illuminate and an associated aural warning is heard. The
voice annunciation “LEFT ENGINE FIRE/RIGHT ENGINE FIRE” is heard (voice system only).
Avionics power must be on or a headset must be worn to hear the audio warnings. The
BAGGAGE SMOKE and MASTER WARNING RESET switchlights also illuminate.
LDG GEAR The green NOSE–LH–RH and the red UNLOCK lights illuminate. Associated aural warning tone
or the voice annunciation “LANDING GEAR” (voice system) is heard. The voice announcement
or tone may be silenced by pressing the horn silence button on the landing gear panel if flap
position is 15° or less. Avionics power must be on or a headset must be worn to hear the audio
warnings.
BATT TEMP The BATT FAULT annunciator first flashes for >145°F and is followed by the whole annunciator
segment flashing for BATT FAIL to show circuit integrity. The MASTER WARNING switchlights
illuminate, accompanied with associated aural warning. Avionics power must be on or a headset
must be worn to hear the audio warnings. The BATT FAULT is on for 8 seconds after it is
deselected.
AOA The stick shaker operates. The angle-of-attack meter needle rotates past the red area. The
indexer red chevron light (optional) flashes on and off. Avionics power must be on to test the
indexer functions.
RUDDER BIAS Moving the rotary test knob to the RUDDER BIAS position deenergizes the control valve, spring
loading the valve to the bleed air not available position. The crew detects the illumination of
the amber RUDDER BIAS annunciator (and MASTER CAUTION switchlight) indicating the valve
has failed to the bleed air not available position. Selecting the rotary test knob to any other
position energizes the valve back to the normal bias available position, extinguishing the
RUDDER BIAS annunciator.
W/S TEMP The W/S AIR O'HEAT annunciator should illuminate if LOW or HI is selected on the
WINDSHEILD BLEED AIR switch, and the bleed-air solenoid control valve will close. The
MASTER CAUTION switchlight illuminates after a 4-second timer delay in HI and LOW
positions. Check both HI and LOW positions.
OVER SPEED The audible overspeed warning signal sounds (a rapid chirping sound.) The avionics power
must be on or a headset worn to hear the audio warnings.
ANTI SKID Selecting the ANTI SKID test position initiates a full dynamic self-test of the digital antiskid
system. The ANTI SKID annunciator flashes approximately 6 seconds and extinguishes.
ANNU The annunciators illuminate by rows, beginning with the top row and proceeding down. The
extinguishes. The MASTER WARNING and MASTER CAUTION lights cannot be reset during
this test. The standby N1 (if installed, SN -0001 through -0293 only) display "88.8" for 15
seconds, then "0.0". The mode select panel(s) amber button lights illuminate. GPWS/TAWS
lights are tested. Tilt panel compressor green light illuminates. The autopilot panel amber TURB
and AP XFR button lights illuminate. The radar altimeter (at the bottom of the attitude indicator
on the PFDs) will display RA TEST and a radar altitude of 50 feet. The altimeter scale will also
indicate 50 feet AGL. If installed, the voice annunciation system will say the word "test" each
time the top row of annunciators illuminates. If all tests are successful, the voice annunciation
"ready" is heard when the rotary test switch is returned to the OFF position.

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TRAININGMANUAL
MANUAL
to annunciators for more than 5 minutes.

Any action affecting the annunciators re-
turns them to normal intensity.
ILLUMINATION CAUSES
Table 4-2 shows each annunciators plac-
ard, color, and cause for illumination.
AUDIO WARNING SYSTEM

Various audio warnings are incorporated
into aircraft systems that warn of specific
conditions and malfunctions. The systems,
sounds, and test conditions are shown in
Table 4-1.
Testing the audio system and various other

system functions is provided by the same
rotary test switch used to test the annun-
ciator system. When the switch is rotated
through each position, the associated sys-
tem functions as described in Table 4-1.
ANNUN PNL FAULT 2

ANNUNCIATOR
on the bottom right corner of the annunci-
ator panel indicates the status of the con-
troller circuit for the audio warning system.
I f t h e c i r c u i t f a i l s, t h e A N N U N P N L
FAULT 2 annunciator illuminates.

was introduced at SN 0294. In aircraft SNs
0001 through 0293, this annunciator is la-
beled AUDIO FAIL. The function is the
same for both annunciators.

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CITATIONJET 3 525B
PILOT MANUAL
TRAINING MANUAL
Table 4-2. ANNUNCIATOR ILLUMINATION CAUSES
voice annunciation advises "Battery fault" or "Battery fail" as appropriate.
160°F (71°C). Illumination of the annunciator also triggers the MASTER WARNING switchlights
The red CABIN ALT annunciator illuminates as a function of where the automatic cabin pressure
controller is set by the pilot. If set under 8,000 feet in the normal mode, the CABIN ALT
annunciator illuminates at 9,500 feet cabin pressure. If set for high altitude landing mode above
8,000 feet, the CABIN ALT annunciator illuminates at 14,500 feet cabin pressure. Illumination also
“CABIN PRESSURE.”
The red BAGGAGE SMOKE annunciator indicates either the NOSE or AFT baggage smoke
detectors have detected smoke.
The red OIL PRESS WARN L–R annunciator advises that oil pressure is below 25 psi in the
respective engine. Illumination of either annunciator triggers the MASTER WARNING switchlights
ENGINE OIL PRESSURE.”
The amber CABIN DOOR annunciator indicates the main cabin door is not secure.
The amber DOOR SEAL annunciator indicates a loss of 23 psi service air pressure to the primary
cabin door seal. The annunciator indicates door seal pressure is less than 8.5 psi.
extended beyond 35° and both throttles are advanced beyond approximately 85% N 2 . Illumination
triggers the MASTER CAUTION switchlights.
extended beyond 35° and the throttles are retarded below 85% N 2 . If the throttles are above 85%
N2
Illumination triggers the MASTER CAUTION switchlights.
The amber NO TAKEOFF annunciator illuminates when the throttles are in the TAKEOFF detent and
the takeoff range, or the speedbrakes are extended. The optional voice annunciation advises “NO
TAKEOFF.”
The amber BAGGAGE DOOR FWD annunciator indicates either nose baggage door is not properly
closed and locked.
The amber BAGGAGE DOOR AFT annunciator indicates the AFT baggage door is not properly
closed and locked.

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Table 4-2. ANNUNCIATOR ILLUMINATION CAUSES (Cont)
The amber EMER EXIT annunciator indicates the emergency exit is not properly installed and
latched.
The amber P/S STBY HTR OFF annunciator advises that the PITOT HEAT switch is off or, if the
switch is on, that power has been lost to the standby pitot tube heater or standby static port
heater(s).
The amber EMERG PRESS ON annunciator indicates the emergency pressurization system was
selected on by the air source select switch or activated by the emergency pressurization mode.
The amber FRESH AIR annunciator indicates the air source selector is set to the fresh air
position.
The amber BLD AIR O’HEAT L–R annunciator indicates that a malfunction has caused the bleed
air leaving the respective precooler to exceed allowable temperature of 293°C (560° F). It
extinguishes on cool down below 282°C (540°F).
The amber ENG ANTI-ICE L–R annunciator indicates engine inlet temperature is below safe level
for satisfactory ice protection if the engine anti-ice system is ON. The annunciator illuminates
steady if inlet temperature is below 10°C (50°F) after 1 minute. If undertemperature exists after 2
The amber ENGINE T2 HTR FAIL annunciator illuminates when the ENG or ENG/WING anti-ice is
selected on and the T2 heater has failed. The annunciator also illuminates if the anti-ice is
selected OFF and the T2 heater is drawing power.
The amber ENG CTRL SYS FAULT L–R annunciator illuminates to indicate the respective FADEC
channel has detected a control system fault.
The amber F/W SHUTOFF L–R annunciator indicates the respective FUEL and HYDRAULIC
ENGINE FIRE switchlight a second time.
The amber GEN OFF L–R annunciator indicates the respective generator power relay is open.
optional voice annunciation advises "generator fail" in the event of a dual generator failure.
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Table 4-2. ANNUNCIATOR ILLUMINATION CAUSES (CONT)
The amber HYD FLOW LOW L–R annunciator illuminates to advise the respective hydraulic pump
triggers the MASTER CAUTION switchlights.
The white HYD PRESS ON annunciator indicates the hydraulic loading valve is energized closed
and the system is pressurized.
The white SPD BRK EXTEND annunciator advises that the left and right speedbrakes are fully
extended.
On the ground, the white GROUND IDLE annunciator illuminates with NORMAL selected on the
are reduced to the idle stop.
The amber P/S HTR OFF L–R annunciator advises that the PITOT HEAT switch is off or, if the
switch is on, that power has been lost to the respective pitot tube heater or static port heater.
The amber W/S AIR O’HEAT annunciator advises that bleed air to the windshield exceeds safe
temperature limits 149°C (300°F) with the control switch in HI or LOW. With the switch in OFF, it
indicates the shutoff valve has failed open or is leaking bleed air, allowing line pressure to exceed 5
psi.
The amber AOA HTR FAIL annunciator advises that the heating element in the angle-of-attack
probe is inoperative, or the pitot heat switch is off.
The amber WING O’HEAT L–R annunciator indicates the respective wing leading edge overheat
switch has detected a temperature in excess of 160°F (71°C).
The amber WING ANTI-ICE L–R annunciator indicates the wing leading edge is
undertemperature, 86°F (30°C). There is a 1-minute delay for the annunciator to illuminate steady
MASTER CAUTION switchlights illuminate steady.
The amber RUDDER BIAS annunciator illuminates during rotary test to indicate the rudder bias
solenoid is deenergized to the bypass or bias not available position. During normal operations, the
amber RUDDER BIAS annunciator illuminates to indicate the rudder bias control valve is in the bypass
position, whether commanded or not. The annunciator extinguishes when the rudder bias solenoid is
energized or loss of DC power. Illumination of the RUDDER BIAS annunciator triggers the MASTER
CAUTION switchlights.
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The amber PWR BRK LOW PRESS annunciator advises that power brake hydraulic pressure is
low. The ANTISKID INOP is also illuminated.
The amber ANTISKID INOP annunciator advises that the antiskid system is inoperative, that the
system is in a test mode, or the control switch is in the off position. An open or short fault can
illuminate this annunciator with the gear handle in the up or down position.
The amber FUEL LOW PRESS L–R annunciator advises that fuel pressure is below normal limits in
the left or right engine fuel supply lines. The annunciator illuminates through 4.4 psi falling and
extinguishes through 6.4 psi rising.
The white FUEL BOOST ON L–R annunciator indicates that the respective fuel boost pump is
powered either automatically or was turned on manually.
The white FUEL TRANSFER annunciator indicates that the fuel transfer valve is open for fuel
transfer operation. The supplying tank fuel boost pump annunciator is also illuminated.
The amber FUEL LOW LEVEL L–R annunciator advises that fuel quantity is below 190 ± 20
pounds in either tank. The MASTER CAUTION lights illuminate after a 4-second delay to avoid
nuisance trips in rough air.
The amber FUEL FLTR BYPASS L–R

5 psid and actual bypass at 10 psid.
The amber FUEL GAUGE L–R annunciator indicates that a fault has been detected in the
respective fuel gauging system.
The amber AFT J-BOX LMT annunciator advises that the aft J-box left or right 225 amp current
limiter is open, indicating a blown current limiter. Triggers the MASTER WARNING and MASTER
The amber AFT J-BOX CB annunciator indicates the left or right start control aft J-box
circuit breaker(s) is opened.
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The amber TAIL DEICE FAIL annunciator illuminates during any one of the following conditions:
1. When either low voltage to the tail bleed air valve or low pressure to the deice boots
2. When the deice timer has failed.

3. When the TAIL DEICE circuit breaker is open.
The amber AIR DUCT O’HEAT annunciator advises that the temperature in the duct leading to the
cabin exceeds safe limits over 149°C (300°F)
than 16 psig): Left 6 seconds ON, then 6 seconds OFF; then Right 6 seconds ON, then OFF for a
balance of 3 minutes and cycles again, while the switch is in AUTO position. While held in manual
position, both annunciators are ON steady.
SN 0294 and Subsequent:

ANNUN PNL FAULT 1 (except for initial self-test) indicates a level of redundancy is inoperative.
There is no impact on the ability to display faults.
ANNUN PNL FAULT 2 (except for initial self-test) indicates a level of redundancy is inoperative.
There is no impact on the ability to generate audio/tone warnings.
SN 0001 through 0293:

VIDEO FAIL (except for initial self-test) indicates a level of redundancy is inoperative. There is no
impact on the ability to display faults.
AUDIO FAIL (except for initial self-test) indicates a level of redundancy is inoperative. There is no
impact on the ability to generate audio/tone warnings.
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CHAPTER 5
FUEL SYSTEM
INTRODUCTION
This chapter presents the CitationJet 3 aircraft fuel system. Information is provided
on the fuel storage system and the fuel transfer system. The fuel transfer system
is incorporated for both normal feed and fuel balancing operations.
GENERAL
Each wing tank provides fuel to its respec- displays on the multifunction display (MFD)
tive engine. Fuel flow to the engines is ac- or primary flight displays (PFDs) if reverted.
complished with electrically driven boost The airframe fuel system up to the engine-
pumps and ejector pumps. The system is driven fuel pump is presented in this chap-
controlled by switches and a fuel transfer se- ter. For description and operation of the
lector on the pilot instrument panel and is engine fuel system, refer to Chapter 7—
monitored by colored annunciators and fuel “Powerplant.”
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FUEL STORAGE The outer 18 inches at the wingtips are dry.

Combined usable fuel quantity of both
tanks is approximately 4,710 pounds (351
DESCRIPTION U.S. gallons per wing, 703 gallons total).
The “wet wing” fuel tank in each wing is an
integral part of the wing structure and is Tank Vents
sealed to contain fuel (Figure 5-1). The fuel A NACA vent system is in each wing to
storage system includes: maintain positive internal tank pressures
• Tanks within the structural limitations of the wing
(Figure 5-2). It permits overflow of fuel due
• Tank vents to thermal expansion and equalization of
• Tank filler pressure within the tank as fuel is consumed.
The vent is anti-iced by design (NACA).
• Drain valves
Figure 5-1. Left Wing Tank

Figure 5-2. Fuel Vent Scoop (NACA)
COMPONENTS
Tanks Tank Filler
Each tank includes all the wing area for- Each wing has one flush-mounted fuel
ward of the rear spar and aft of the front filler assembly on the upper surface near
spar, except for the main gear wheel well. the wingtip (identical on each wing). The
Holes in spars and ribs permit fuel move- filler assembly consists of an adapter, a
ment within the tanks; however, baffles in military-style cap, and a lanyard attached
the outboard ribs prevent rapid movement to the cap that is secured to the inside of
of fuel outboard during wing-low attitudes. the filler neck.
Each tank includes:
Each cap is recessed with flush-fitting tabs,
• Vent system and is marked to indicate open and closed
• Fuel quantity probes positions (Figure 5-3). To remove the cap,
lift the tab and rotate counterclockwise.
• Filler cap The tab should be down and aft when prop-
• Sump drains erly fastened.
• Ejector pumps
• Electrically driven boost pump.
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drains before the first flight of the day and

after each refueling.
Allow as much time as possible for water

and contaminates to settle to the drain
points before the drain check.
Push the drain valve straight up to get the

fuel sample and pull straight out to a valve
seated, no leaking condition. If unable to
shut off a leak, use a Phillips screwdriver
to turn the valve a quarter-turn counter-
clockwise (CCW) to pop out and expose
the leaking primary O-ring. This O-ring
can easily be removed and replaced. Push
up flush and turn a quarter-turn clockwise
(CW) to seal back on the primary O-ring.
Figure 5-3. Fuel Filler Cap—Open If no O-ring is available, the airplane may
be flown with the valve popped out, sealed
Drain Valves on the secondary O-ring (not leaking), to
an airport where an O-ring is available.
There are 10 total fuel quick drains, with
three quick drains on each side of the skid NOTE
pad and two quick drains outboard of the
wheel well (Figure 5-4). The drains remove All aviation fuels absorb moisture
moisture and sediment from the fuel and from the air and contain water in
drain residual fuel for maintenance. Each both suspended particle and liquid
drain contains a spring-loaded poppet that forms. Water contamination of the
can be unseated for fuel drainage. Check the fuel is normally remedied by daily
draining of water from the tanks
utilizing the poppet drain valves.
THREE DRAINS EACH SIDE OF SKID PAD

UNDER WING CENTERLINE
Figure 5-4. Fuel Quick Drains
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CONTROLS AND INDICATIONS The fuel quantity system operates on DC

power through the respective FUEL QTY
Indicating System circuit breaker on the left and right CB
panels, powered from the left and right
Quantity Indication feed buses. If the IAPS computer cannot
process fuel quantity data from the nor-
The fuel system has 14 fuel level capaci- mal sources or internal diagnostics has
tance probes, seven in each wing tank, which failed, the white tapes are removed from the
compensate for changes in density caused affected scale and the boxed readout is re-
by temperature changes. Fuel quantity read- placed by four amber dashes. If the MFD
outs are normally in pounds (LBS) or by goes blank, fuel quantity can be displayed
strapping change to KGS. Changing strap- by reversion on the PFDs in the compressed
ping settings is done in the Collins Pro Line format (Figure 5-6) as a digital display only.
21 integrated avionic processing system If the PFDs and MFD all go blank, all fuel
(IAPS) computer, which is in the nose. quantities disappear.
Adaptive flight display (AFD) digital fuel
quantity readout display range is 0 to 2,400 Fuel flow displays consist of green digital
pounds (0 to 1,089 kgs) per side (Figure 5- readouts for each engine (Figures 5-5 or
5). The pointer is white and the digital read- 5-6). Fuel flow is normally in pounds per
out is green. The probes supply analog hour (PPH), or by strapping can be
quantity information to the fuel quantity changed to kilograms per hour (KPH).
signal conditioner. The signal conditioner DCU fuel flow output is set to valid zero
supplies primary and secondary data to the PPH (or zero KPH) when the onside en-
concentrator units (DCUs) in the tail cone. gine fuel is cutoff and onside N 2 <12%.
The DCUs convert analog data to digital
data normally displaying the fuel quantity
in pounds on the MFD in the center instru- OPERATION
ment panel, or on the PFDs when selecting
REV TO PFD (Figure 5-6). Maintenance Considerations
Fuel Servicing
Fuel servicing includes those procedures
necessary for fueling and checking for con-
taminants and condensation in the fuel.
Fuel servicing is accomplished through the

flush filler cap on the outboard section of
each wing (Figure 5-7). Refuel to the top of
Figure 5-5. Normal MFD FUEL QTY the filler port.
and Fuel Flow Display All motive flow fuel is heated as it circu-
lates through the oil/fuel heat exchanger.
Periodic use of a biocidal agent is necessary,
such as Sohio Biobor EGME/DIEGME or
other anti-ice additives. Biological growth
in jet fuel is possible. Illumination of the
FUEL FLTR BYPASS annunciator and fuel
heating is discussed in Chapter 7—
“Powerplant.”
Figure 5-6. MFD/PFD Reversion Switch
and Compressed Displays
5-4 FOR
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TRAINING PURPOSES
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ONLY Revision 0
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Defueling
The quickest fuel downloading is through
the fuel filler on the top of the wing. Further
defueling is accomplished through the fuel
drains.
FUEL TRANSFER
SYSTEM
DESCRIPTION
A boost pump in each tank supplies fuel to
the respective engine-driven fuel pump,
ejector pumps, or through the fuel transfer
Figure 5-7. Filler Port
balancing system to the opposite sump. The
ejector pumps deliver fuel to the engine.
Safety Precautions Pilots control the pumps with switches on
the instrument panel.
Fueling should be accomplished only in areas
that permit free movement of fire equip-
ment. Follow approved grounding proce- COMPONENTS
dures for the airplane and the tender. One
approved grounding point is under each Boost Pumps
wingtip. Use approved radar procedures.
One DC electric, centrifugal-type boost
When adding a biocidal agent, follow the pump in each tank supplies fuel to the re-
Airplane Flight Manual (AFM) for blend- spective engine-driven fuel pump, ejector
ing instructions. pumps, or through the fuel transfer balanc-
ing system to the opposite sump.The left and
right feed extension DC buses supply power
NOTE for boost pump operation. Operating the
Fuel is considered contaminated boost pump(s) without fuel in the wing dam-
when it contains any foreign sub- ages the boost pump(s).
stances that are not provided under
the fuel specification. These for- Ejector Pumps
eign substances normally consist
of water, rust, sand, dust/dirt, micro- Three ejector pumps in each wing are pow-
bial growth, unapproved additives, ered by fuel flow (commonly referred to as
and approved additives mixed at motive flow) and deliver fuel to the engine
improper ratios to the fuel. by the venturi principal:
• Primary ejector pump—Receives mo-
Refueling tive flow from the engine-driven fuel
pump. Primary source of pressurized
Approved fuels for operation of the Model fuel to the engine-driven fuel pump
525B are listed in the Limitations and and transfer ejector pumps.
Specifications section of the AFM . Avgas is
not allowed. • Two transfer ejector pumps—Operate
on fuel flow from either the primary
ejector pump or electric boost pump.
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CITATIONJET 3 525B
TRAININGMANUAL
MANUAL
The pumps transfer fuel from the lowest Shutoff Valves

point in the forward and aft areas of the
tank and move it to the fully enclosed Firewall
s u m p. Fi g u r e 5 - 8 s h o w s a f u n c t i o n a l Electrically operated motor-driven fuel
schematic of an ejector pump. firewall shutoff valves, one in each engine
fuel supply line, are controlled by the red
Fuel Transfer Valve L or R ENG FIRE switchlights on the
glareshield.The valves are closed only in the
The fuel transfer valve is attached to the event of engine fire or test. When both the
rear spar in the left wing sump. It is an elec- fuel and hydraulic firewall shutoff valves are
trically opened solenoid valve and is spring- closed, the applicable amber L or R F/W
loaded (fail-safe) closed. The transfer valve SHUTOFF annunciator illuminates.
is controlled by the FUEL TRANSFER
switch (Figure 5-9).
CONTROLS AND INDICATIONS
Controls for the fuel system are on the pilot
left switch panel (Figure 5-9). The L or R
FUEL BOOST pump switches control the
electrically driven boost pumps. Each
switch has a L (or R), ON, OFF, and NORM
position. During normal operation of the
fuel system, the NORM position is selected.
In this position, the boost pump operates
automatically during engine start, fuel
transfer operation, or when low fuel pres-
sure is sensed in the engine fuel supply line.
Figure 5-9. Fuel System Controls If the throttle is OFF, the boost pump does
not come on automatically in a low fuel
pressure condition, even though the switch
Fuel Heaters and Sump is in NORM. When the switch is OFF, the
Temperature Sensors boost pump does not operate. In the ON po-
sition, the pump operates continuously.
The right and left fuel temperature sensors
in each sump measure and display sump tem-
perature (___°C FUEL). Fuel temperature Fuel Transfer Controls
appears just above FUEL PPH on the MFD
engine display (see Figure 5-5). The FUEL TRANSFER knob has a OFF,
R TANK–R ENG, and L TANK–L ENG
EJECTOR PUMP
OUTPUT
MOTIVE FLOW
INLET
SUCTION
Figure 5-8. Ejector Pump

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CITATIONJET 3 525B
PILOT MANUAL
TRAINING MANUAL
position (see Figure 5-9). The selector arrow limit) to ≤50°C (upper limit), and yellow if
determines the fuel flow path when moved operating outside this range. Two yellow
out of OFF to R TANK or L TANK. The tail dashes flash for 5 seconds, then steady, if all
of the arrow is normally the heavy wing fuel temperature sources fail.
from which fuel is drawn and the arrow
points to the tank to be filled (i.e., the di-
rection fuel is to be moved). Moving the OPERATION
knob out of OFF to either of the operating
positions selects the tank to be supplied. Normal Operation
With the FUEL BOOST pump switch in
When the FUEL TRANSFER knob is uti- NORM, pressing the respective engine
lized, the selector knob on the pilot switch START button energizes the fuel boost
panel (see Figure 5-9) is rotated toward the pump, moving wing fuel through the fire-
side that you want the fuel to transfer to. wall shutoff valve to the engine-driven fuel
Fuel transfers from the supply-side to the pump (Figure 5-10).
receive-side tank system. The white FUEL
TRANSFER annunciator on the annunci- When the engine start sequence terminates,
ator panel illuminates when the fuel trans- the boost pump is deenergized (FUEL
fer valve is open. BOOST ON annunciator extinguishes).
Motive-flow fuel from the engine-driven
S e l e c t i n g L TA N K t o R pump is directed to the primary ejector
TANK immediately activates pump, which continues to supply fuel to the
the left wing electric boost engine-driven fuel pump and transfer ejec-
pump, turning on the L FUEL tor pumps. The transfer ejector pumps
BOOST ON annunciator. The transfer fuel from the forward area of the
white FUEL TRANSFER an- tank to the sump. The transfer valve is
nunciator illuminates within 1.5 seconds as closed; therefore, each engine is being sup-
the transfer valve opens. Fuel from the left plied from its respective wing tank.
boost pump is pumped from the left sump
through the open transfer valve, through The firewall shutoff valves are normally
the right wing, nonoperating electric boost open, and are closed by pressing the L or
pump, into the right wing sump. The arrow R ENG FIRE switchlight in the event of an
on the fuel transfer selector points to the engine fire or test.
wing sump that fuel is directed to. When the
transfer valve is open, the white FUEL Illumination of the amber L
TRANSFER annunciator illuminates. or R F/W SHUTOFF annunci-
When fuel transfer is complete, the FUEL ator verifies that both the fuel
TRANSFER knob is turned to the OFF and hydraulic firewall shutoff
position. The transfer valve closes imme- valves are closed.
diately and the boost pump shuts down
after a 3 second delay. A pressure switch illuminates the amber L
or R FUEL LOW PRESS annunciator if
Fuel Temperature Indications fuel pressure is low. If the L or R FUEL
BOOST pump switch is in NORM, the
Fuel temperature appears just above FUEL boost pump is energized, as indicated by il-
PPH on the MFD engine display (see Figure lumination of the white L or R FUEL
5-5). Examples of displayed sump fuel tem- BOOST ON annunciator. If the boost pump
perature are 30°C or –15°C. Display range can provide adequate pressure in the fuel
is –64°C to 64°C in 1° increments. The dis- supply line, the amber L or R FUEL LOW
play is green in the range of ≥ –40°C (low PRESS annunciator extinguishes. However,

5-8
TRANSFER
EJECTOR TRANSFER
PUMP EJECTOR
PUMP
CHECK
VALVE
CITATIONJET
CITATIONJET
3 525B
SUMP TRANSFER
SUMP
3 525B
PRIMARY VALVE
PRIMARY
EJECTOR FAILSAFE
EJECTOR
PUMP CLOSED
PUMP
LEFT FUEL RIGHT FUEL

FIREWALL LEFT RIGHT FIREWALL
SHUTOFF BOOST PUMP TEMP BOOST PUMP SHUTOFF
SENSOR
ENGINE- TEMP
PILOTTRAINING
DRIVEN SENSOR
FUEL PUMP

TRAININGMANUAL
MANUAL
ENGINE-
DRIVEN
FUEL PUMP
FUEL LOW FUEL LOW

PRESSURE SWITCH P P PRESSURE
SWITCH
FUEL FILTER
CAAM
FUEL FILTER
(BYPASS)
(BYPASS)
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HM
FCU SLINGER SLINGER HM
FCU
START NOZZLE
9 PPH INCLUDED
IN F/F
Figure 5-10. Fuel Transfer System—Normal Operation
Revision 0
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CITATIONJET 3 525B
PILOT MANUAL
TRAINING MANUAL
the boost pump remains on until it is man- The rate of change in fuel quantity from
ually reset. side to side, or fuel transfer, is dependent
upon many factors, such as whether one or
both engines are operating, aircraft alti-
Fuel Transfer Operation tude, etc. The only way to know that fuel
Fuel balancing is controlled by using the transfer is actually taking place is by mon-
FUEL TRANSFER knob on the left pilot i t o r i n g t h e f u e l q u a n t i t y i n d i c a t i o n s.
switch panel (Figure 5-11). Monitor the fuel quantity white tape point-
ers on the MFD, or the digital indicators on
the PFD, if operating in the reversionary
mode. Maximum normal fuel imbalance is
200 pounds. The maximum emergency fuel
imbalance is 600 pounds.
To terminate fuel transfer and return the

system to normal operation, move the
FUEL TRANSFER knob to the OFF po-
sition. The FUEL TRANSFER white an-
nunciator extinguishes when the fuel
Figure 5-11. FUEL TRANSFER Knob transfer valve is in the closed position. The
supply-side boost pump shuts down after a
3 second delay. The system is now back in
normal operation, with each engine being
The FUEL TRANSFER white annunciator supplied by its respective tank. If a loss of
extinguishes when the fuel transfer valve normal DC electrical power occurs during
is in the closed position. Selecting FUEL fuel transfer, the fuel transfer solenoid
TRANSFER immediately activates the valve fails to the closed position, terminat-
electric boost pump on the supply-side (the ing fuel transfer.
tail of the arrow), resulting in a white L or
R FUEL BOOST ON annunciator illumi-
nation. The white FUEL TRANSFER an- NOTE
nunciator illuminates, indicating that the If a FUEL BOOST switch is OFF,
fuel transfer valve has been powered open that boost pump does not func-
(Figure 5-12). The supply-side boost pump, tion during fuel transfer.
pumps fuel from the supply-side sump,
through the open transfer valve, through the
receive-side electric boost pump, as well
NOTE
as through the transfer ejector pumps, and If both FUEL BOOST ON annun-
into the sump on the receive-side wing. ciators illuminate when fuel trans-
fer is selected, both boost pumps
Both engines continue to receive a supply have been energized, and fuel trans-
of fuel through their respective ejector fer does not occur. Cycle the FUEL
pump systems. BOOST pump switch for the re-
ceive-side tank to ON, then back to
The transfer ejector pumps continue to op- NORM.This should deenergize the
erate during fuel transfer operations. In electric boost pump in the receive-
the event that the engine on the supply- side tank and allow fuel transfer to
side was not operating, the flow to operate begin.
the transfer ejector pumps on that side
comes from the electric boost pump.

5-10
LH RH
EN G EN G
FIRE FIRE
FUEL TRAN S FER

TRANSFER TRANSFER
FUEL BOO S T
EJECTOR OFF EJECTOR
FUEL LOW PUMP L ON R PUMP FUEL LOW
LEVEL O LEVEL
L R F
L R CHECK TANK TANK F L R
VALVE
CITATIONJET
L R NORM NORM
EN G EN G
CITATIONJET
FUEL FUEL
3 525B
BOO ST ON BOO ST ON
TRANSFER
3 525B
L R SUMP SUMP L R
PRIMARY VALVE
PRIMARY
EJECTOR ENERGIZED
EJECTOR
PUMP OPEN
FUEL FLTR FUEL PUMP
BYPA SS GAUGE
LEFT FUEL L R L R RIGHT FUEL
FIREWALL OPERATING NONOPERATING FIREWALL
SHUTOFF BOOST PUMP TEMP BOOST PUMP SHUTOFF
SENSOR
F/W FUEL
ENGINE- SHUTOFF TRAN SFER TEMP
PILOTTRAINING
DRIVEN SENSOR
L R

FUEL PUMP
FUEL LOW
TRAININGMANUAL
PRE SS
MANUAL
ENGINE-
L R DRIVEN
FUEL PUMP
FUEL LOW FUEL LOW

PRESSURE SWITCH P P PRESSURE
MA S TER SWITCH
FUEL FILTER
CAAM
(BYPASS)
CAUTION FUEL FILTER
CAAM
DC POWER RE S ET (BYPASS)
HM
L GEN BATT R GEN FCU HM
SLINGER SLINGER
FCU
OFF OFF START NOZZLE
9 PPH INCLUDED
RE S ET EMER RE S ET
IN F/F
Revision 0
Figure 5-12. Fuel Transfer System—Fuel Transfer Operations
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CITATIONJET 3 525B
PILOT MANUAL
TRAINING MANUAL
Fuel Heaters and Sump when the fuel quantity is 190 ± 20 pounds
Temperature Sensors in the respective tank. The MASTER CAU-
TION RESET switchlights for this annun-
Motive flow is continuously routed through ciator are delayed 4 seconds to minimize
the engine, fuel/oil heat exchanger, heating inadvertent illumination in turbulent con-
the fuel to eliminate suspended water icing. ditions with low fuel.
The heated fuel eliminates the need for
Prist. Heated fuel is routed to power the pri-
mary ejector pump. Warmed primary ejec- NOTE
tor fuel is routed to the engine fuel pump, The FUEL BOOST switch should
the transfer ejector pump, and helps warm be positioned ON, if the L or R
sump fuel. FUEL LOW LEVEL annunciator
is illuminated, or individual fuel
quantity is below 210 pounds.
FUEL SYSTEM
ANNUNCIATORS A fault detected by the fuel
quantity system flashes the
There are seven annunciators associated amber L or R FUEL GAUGE
with the fuel system, each incorporating a annunciator, and the MASTER
L or R capsule, one of which also illumi- CAUTION RESET switch-
nates with the annunciator. All are shown lights illuminates steady.
in Chapter 4—“Master Warning Systems”
of this manual. If fuel filter bypass is impend-
ing, a fuel filter differential
The amber L or R F/W SHUT- pressure switch on the fuel
OFF annunciator and MAS- pump illuminates the amber
T E R C AU T I O N R E S ET L or R FUEL FLTR BYPASS
switchlights illuminate when annunciator and the MAS-
both fuel and hydraulic fire- TER CAUTION RESET switchlights at
wall shutoff valves have fully approximately 5 psi across the fuel filter.
closed by depressing the red L or R ENG Actual full bypass occurs at 10 psid. Land
FIRE switchlight. Depressing the ENG as soon as practical.
FIRE switchlight a second time opens the
shutoff valves and turns off the F/W SHUT- Th e w h i t e L o r R F U E L
OFF annunciator. BOOST ON annunciator illu-
minates when the boost pump
Th e a m b e r L o r R F U E L is energized for operation.
LOW P R E S S a n n u n c i a t o r
a n d M AS T E R C AU T I O N
RESET switchlights illumi-
nates if fuel pressure drops A white FUEL TRANSFER
below 5 (4.65) psi, and goes annunciator illuminates when
out above 7 (6.4) psi. the transfer solenoid valve is
open.
The amber L or R FUEL LOW
LEVEL annunciator and
MASTER CAUTION RESET
switchlights are actuated by a
float switch. They illuminate

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CITATIONJET 3 525B
PILOT MANUAL
TRAINING MANUAL
CHAPTER 7
POWERPLANT
INTRODUCTION
This chapter describes the powerplants on the CitationJet 3 aircraft. The follow-
ing associated powerplant monitoring and operating systems are discussed: oil, fuel,
ignition, instrumentation, engine power control, idle control, and synchroniza-
tion. Collins Pro Line 21 electronic flight instrument system (EFIS) displays the
engine indicating system (EIS) on the upper half of the multifunction display
(MFD) or during reversion the EIS is compressed on the primary flight displays
(PFDs)/MFD(s) as appropriate.
GENERAL
The FJ44-3A is a twin-spool corotating, axial Thrust is controlled through electronic
flow turbofan engine with medium bypass thrust lever input to the full authority dig-
ratio. The engine produces 2,780 pounds of ital engine control (FADEC). The FADEC
static thrust at takeoff power at sea level and then controls fuel flow through a fuel de-
is flat rated to 22°C (72°F). The FJ44-3A livery unit (FDU). The FDU includes a fuel
has a 4,0 0 0 hour time between overhaul pump and is driven by the engine gearbox.
(TBO) and a 2,000 hour hot section inspec-
tion interval (HSI).

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MAJOR SECTIONS • LP turbine group—Consists of the 1st

stage LP turbine rotor, 2nd stage LP
The FJ44-3A is comprised of six distinct turbine nozzle assembly, 2nd stage LP
groups (Figures 7-1 and 7-2). turbine rotor, rear housing, heat ex-
changer, and the rear case with exhaust
• LP shaft—The low-pressure (LP) mixer.
shaft module consists of the LP shaft,
No.1 and No. 1.5 bearing supports, • Fifth group—Accessory gearbox mod-
No. 1 ball bearing, No. 1.5 roller bear- ule and engine-mounted accessories
ing, and No. 1 carbon seal. consisting of an oil pump, hydraulic
pump, FDU, and a starter-generator.
• Fan group—The fan group consists
of the spinner, fan rotor, fan housing, • S i x t h g ro u p — A i r f ra m e - m o u n t e d
fan stator, three-stage LP compressor, FADEC and PT 2TT 2 sensor.
and LP stator stages.
• Core module—The core module con- OPERATION
sists of the interstage housing with
integral oil tank and 1st reduction Air is directed from the nacelle inlet (Figure
bevel gear, high pressure compressor 7-3) to the engine air intake (Figure 7-2).
(HPC), high-pressure (HP) shaft, pin- The outer span section of the fan com-
ion gear and No. 2 ball bearing, dif- presses and accelerates a large mass of air
fuser assembly, and the combustor at a low velocity into the full-length by-
cover assembly, fuel manifold, fuel pass duct.
slinger and seal, HP turbine nozzle,
HP turbine, 1st low-pressure turbine Simultaneously, the inner span section com-
(LPT) nozzle, and the No. 3 and No. presses and accelerates a volume of air to the
4 roller bearings and seals. primary gas path axial compressor stage.Air
pressure is increased by the three booster
Figure 7-1. General View of Williams International FJ44-3A Engine
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CORE
AIR FLOW
BYPASS
DUCT AIR
Figure 7-2. Major Sections/Gas Flow
operate various bleed-air services on the

aircraft and for internal cooling in the engine.
The HP turbine extracts energy to drive

its compressor and the accessory section.
The LP turbine extracts energy to drive
the LP compressor (fan and boosters). The
remaining energy is directed into the ex-
haust section where it joins with the by-
pass airflow to provide thrust (Figure 7-4).
Figure 7-3. Engine Inlet
stages and directed to the HPC which accel-

erates the air mass and directs it through a
diffuser. The diffusion process changes the
velocity energy to pressure energy. A rela-
tively small portion of the air enters the com-
bustion chamber where fuel is added and
ignition occurs.The combustion process pro-
duces expansion and acceleration. The re-
mainder of the compressed air is used to Figure 7-4. Exhaust
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NOTE N1 %
–––.–
ITT °C
1000 0.0 N2
% 0.0
FUEL QTY
LBS
900 2000
Airflow disturbances across the T
100
T
800
OIL PSI OIL °C
engine intake, particularly during O 90 O 1500

70
gusty or crosswind conditions, may 50
700
0 0 25 25
1000
result in rpm fluctuations. This is 30

600 23 °C 23
500
normal at high-power settings dur- 0.0 0.0

400
200
FUEL
0 PPH 0 0 0
ing static or low-speed operations.
Start the downwind engine first.
VOR1 HDG 137 137 15
12
ENGINE INDICATING SYSTEM CRS 166
TTG – – : – – S
– – – – NM
The engine indicating system (EIS) engine
E
display format is made up of full-time dis-
5
play of N 1, an N 1 reference (bug), inter-
stage turbine temperature (ITT), N 2, oil 2.5
pressure, oil temperature, and fuel flow TERR
LX/RDR
(separate for each engine). Fuel quantity is
also provided. Alerts and warnings are pro- ADF TFC
TA ONLY
vided for operation outside normal limits. ADF
Two data sources for N 1, N 2, and ITT exist

for each engine. One is the data concentra- Figure 7-5. MFD EIS Display
tor unit (DCU) and the other is the engine
data concentrator (EDC). The DCU is nor- • OIL °C—Consists of full-time ana-
mally the source of all displayed engine log scales, moving pointers, and part-
data. The EDC is a secondary source for N 1, time digital readouts.
N 2, and ITT.
• FUEL °C—Digital readout of tem-
perature in each wing tank.
ENGINE INDICATING • FUEL PPH—Digital readout of fuel
SYSTEM—MFD flow for each engine.
The EIS display format on the MFD is nor- • FUEL QTY LBS—Consists of verti-
mally a full-time expanded display (Figure cal analog scales, moving pointers,
7-5). The display consists of: and a digital readout for each tank.
• N 1 —Vertical analog scales, moving
pointers, digital readouts, and refer- NOTE
ence bugs. If the pilot PFD or MFD fails, the
• N 2—Boxed digital readouts. reversionary switch (Figure 7-6) is
used to display a combined PFD/
• ITT—Vertical analog scales and mov- MFD on the operational display.
ing pointers. Engine and navigation displays be-
• IGN—Legend appears on the top left come compressed on the combined
or right side of the ITT scale to indicate display (refer to Chapter 16—
the left or right engine ignition system “Avionics”). Figure 7-5 displays the
provides power to the exciter boxes. normal expanded EIS, and Figures
7-7 and 7-8 display the compressed
• OIL PSI—Consists of full-time ana- EIS during reverted MFD/ PFD
log scales, moving pointers, and part- modes of operation.
time digital readouts.
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Several other discrete inputs are sent to the

DC NORM DCUs as needed to determine engine oper-
V REV TO REV TO ating parameters. Others are forwarded to
PFD MFD the integrated avionics processor system
(IAPS) for use by the avionics units. The
DCUs interface with the IAPS to log mal-
function data to the maintenance diagnos-
tics computer. Some of these discrete codes
RM include the following:
Figure 7-6. MFD/PFD Reversionary Switch • Gear not down and locked
• L main gear WOW
Data Concentration Units • Ship clock flight management system/
The DCUs receive data from both engines global positioning system (FMS/GPS)
clock date-time stamps faults
through its cross-data buses. If an onside
DCU fails, the cross-side DCU provides • Gear aural warning inhibit
the affected engine data to the PFDs and • Ignition—Selected
the MFD.
• R main gear WOW
NOTE • Elevator engaged
A unique DCU function is to add • Speedbrakes fully extended
9 pph to each engine fuel flow • Fuel cutoff switch
input in order to account for the
unmetered start nozzle fuel flow. • Flap position (15°)
• AP disconnect
• AOA valid (0–10 VDC)
N1 % ITT °C OIL PSI OIL °C N2

100 900 0.0 % 0.0
800
FF
80 700 0 PPH 0
60 600 QTY
430 LBS 520
200
0.0 0.0
Figure 7-7. Compressed Engine Display
N1 ITT
OIL PSI OIL °C
100 900 50.0 N2 47.4
800
FF
80 700 190 PPH 210
60 600 QTY
200
1040 LBS 930
39.7 35.9 ROLL ALT
Figure 7-8. N 1, ITT, and N 2 Comparator Fail Indications
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Engine Data Concentrators

The EDCs are concerned with its own en-
g i n e ( i . e. , l e f t E D C – l e f t e n g i n e, r i g h t
EDC–right engine). EDCs act as a backup
for the DCUs and function as a DCU in
terms of software. The EDCs primarily pro-
vide N 1, N 2, and ITT data.
MFD or PFD Engine Displays

Green indicates normal limits. Yellow indi-
cates transient limits above or below normal
limits, typically bounded by time.Yellow in-
dicates the possible need for future correc-
tive action, and red indicates red-line limits
and need for immediate corrective action.
ENGINE SYSTEMS Figure 7-9. Oil Servicing Access
The engine systems include the following: quart.The way the engine is mounted on the
airframe makes this volume appear to be
• Oil system approximately 3/4 quart (slightly canted and
• Fuel system tilted). Do not fill above the FULL mark.
Total oil in each engine is 4.0 U.S. quarts.
• Ignition system
• Instrumentation The CJ3 aircraft engines include a sight
glass with FULL and ADD marks, and a
• Power control sight-glass access door under the oil filler
• Synchronization door to make it more convenient to check
the sight gauge oil level. If it becomes nec-
essary to service oil, a three-step ladder is
OIL SYSTEM required to reach the door. After servicing
the engine, ensure the engine oil cap is cor-
Description rectly installed and the doors secured. The
The oil system is fully automatic and pro- FJ44-3A engine is equipped with a check
vides cooling and lubrication of the engine valve feature to ensure that oil loss is pre-
bearings and the accessory section. vented if the cap is not installed or is im-
properly installed.
Components Oil Pump

Oil Tank An engine-driven oil pump (including one
pressure and two scavenge elements) pro-
The 2.5-quart oil reservoir is an integral vides for pressure and lubrication and scav-
part of the interstage housing that incorpo- enging. It is on the accessory section.
rates a filler port that is accessible for serv-
icing and checking (Figure 7-9).
Oil Cooling
Check the oil 10 minutes after shutdown. The oil cooler is an oil-to-fuel heat ex-
Ensure the cowl door is secured. On the test changer on the engine gearbox. It uses out-
stand, the oil volume FULL and ADD is 1.0 put fuel from the fuel control to cool engine
7-6 FOR
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oil. Fuel is heated in the process so that Oil Pressure Indicating

water in the fuel does not form ice.
The oil pressure indicating system is pow-
ered from DC power (the left indicator
Oil Filter from the left extension bus and the right in-
The oil filter, which is a disposable cartridge, dicator from the right extension bus).
is used to remove solid contaminants. It has
bypass capability; however, there is no an- NOTE
nunciator indicating the filter is bypassing.
Starting under cold weather con-
A bypass warning indicator on the oil filter
ditions:
is checked “not extended” during the exte-
rior preflight and postflight by touching the • When starting a cold-soaked en-
indicator button through an access panel on gine below freezing tempera-
the lower right engine nacelle (Figure 7-10). ture, high oil pressure can occur.
The pilot feels the metal button to see if it As oil temperature rises at idle,
is extended (popped). More than 15-psi dif- oil pressure falls. The engine
ferential pressure pops the button. The fin- should not be run above 80%
gertip is pointed straight up through the hole N 2 until oil temperature is above
in the cowl to feel the button. 10°C (50°F). The relief valve
opens if oil pressure rises over
100 psi to speed oil warmup.
The oil pressure display consists of a digi-

tal display for each engine.
Oil pressure scale markings are as follows:

Red band ...................................... ≤22 psi
≥101 psi
Yellow band ............................ 23–34 psi
91–100 psi
Green band .............................. 35–90 psi
Figure 7-10. Oil Filter Bypass Access NOTE

Oil pressure indicator scale mark-
ings do not change with varying N 2.
Controls and Indications
Oil pressure is sensed by dual transmitters Oil pressure pointer markings with N 2
within the system. A pressure transducer <80% are as follows:
sends the input to the DCU and EDC, then Red................................................ ≤22 psi
to the MFD on the center instrument panel. 23–34 psi ≥5 min
91–100 psi ≥5 min
OIL PRESS WARN Light ≥101 psi
A 25-psi pressure switch acti- Yellow .......................... 23–34 psi <5 min
OIL PRESS vates a red L or R OIL PRESS 91–100 psi <5 min
WARN
WARN annunciator and the Green ........................................ 35–90 psi
L R M AS T E R WA R N I N G
RESET switchlights.
PURPOSESONLY
ONLY 7-7
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Oil pressure digital readout is as follows: selection between data sources is provided.
L DCU is priority source for left engine. R
Red................................................ ≤22 psi DCU is priority source for the right engine.
23–34 psi ≥5 min Cross-side DCU is secondary source.
91–100 psi ≥5 min
≥101 psi Digital readout for oil pressure is only dis-
Yellow .......................... 23–34 psi <5 min played when the oil pressure pointer is yel-
91–100 psi <5 min low or red, and it is the same color as the
pointer. Readout flashes for 5 seconds, then
Oil pressure pointer markings with N 2 steady, when yellow or red is first displayed.
≥80% are as follows: The oil pressure readout is removed when
Red................................................ ≤44 psi oil pressure is no longer yellow or red.
91–100 psi ≥5 min
≥101 psi Oil Temperature Indicating System
Yellow........................ 91–100 psi <5 min Oil temperature is sensed by a resistance
bulb, then analog data is transmitted to a
Green ........................................ 45–90 psi DCU and EDC, and converted to digital
Oil pressure digital readout is as follows: data to display on the MFD.
Red ................................................ ≤44 psi
91–100 psi ≥5 min
Oil Temperature
≥101 psi The oil temperature scale is a simple wide
line with linear scaling from 0°C to
Yellow ........................ 91–100 psi <5 min 140°C. The scale is yellow below 9°C, green
from 10°C to 135°C, and red ≥136°C.
NOTE Digital readout oil temperature is only dis-
Pointer and digital readout flashes played when the oil temperature pointer is
red or yellow for 5 seconds, then re- yellow or red and is the same color as the
mains steady if outside normal op- pointer. Readout flashes for 5 seconds, then
erating limits with the following steady, when yellow or red is first displayed.
exception: for oil pressure 91 to 100 The oil temperature readout is removed
psi, the pointer change.s to yellow, when oil temperature is no longer yellow
but digits are not displayed until 4 or red. A minus (–) is displayed for nega-
minutes have elapsed, at which time tive values.
both yellow digits and pointer flash
for 5 seconds, then remain steady. The oil pointer is as follows:
Red ................................................ ≥136°C
Digital readout is displayed only
when pressure is outside normal Yellow ................................................ ≤9°C
operating limits.
Green ........................................ 10°–135°C
The oil pressure pointer stops flashing if ap- Oil Temperature Digital Readout
plicable when oil pressure is no longer yel-
low or red.Three yellow dashes are displayed The oil digital readout is as follows:
if oil pressure from all sources has failed. Red ................................................ ≥136°C
Yellow ................................................ ≤9°C
Oil Pressure Abnormals
The oil pressure pointer is removed if no
DCU data is available. Automatic source
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NOTE System Operation

Pointer and digital readout flashes Figure 7-11 illustrates the operation of the
red or yellow for 5 seconds, then engine oil system.
remains steady if outside normal
operating limits.
ENGINE FUEL SYSTEM
Digital readout is displayed only
when temperature is outside nor- Components
mal operating limits.
Fuel Delivery Unit
A lever-lock switch on the right lower The FADEC controlled engine-driven FDU
pedestal, to the left of the copilot left rud- provides fuel metering and transient bleed
der pedal, turns the MFD diagnostics page valve actuation. The FDU also includes a
ON or OFF. The toggle switch just ahead of permanent magnet alternator (PMA) elec-
the lever-lock switch turns on oil temper- trical power generation to the FADEC,
ature digital readout for maintenance. fuel heating (fuel/oil heat exchanger), and
fuel shutoff during an LP shaft separation.
Oil temperature is removed if no DCU data
is available. Automatic source selection be- The FDU contains a fuel pump and an as-
tween data sources is provided. L DCU is sociated disposable fuel filter element.
the priority source for left engine. R DCU
is the priority source for the right engine. Controls and Indications
Cross-side DCU is the secondary source.
Three yellow dashes are displayed if oil An impending filter bypass
temperature data from all sources is failed. FUEL FLTR switch is connected to the
BYPASS FUEL FLTR BYPASS L–R
L R annunciator that notifies the
Approved Oils crew if differential pressure
Mobil Jet II and Mobil 254 are the only ap- across the filter occurs due
proved oils. Mixing of approved oils is per- to a clogged filter (5 psi). The fuel pump
missible. All oils are MIL-L-23699. Check supplies fuel to a manifold leading to the
the current list of engine oils in the limita- fuel slinger, a fuel shutoff valve, and a
tions section of the Airplane Flight Manual . start nozzle. The fuel slinger rotates with
the high-pressure rotary group (N
ejects fuel radially through a series of
NOTE holes into the combustion chamber.
Continuous operation at all en-
gine speeds is permitted when en- A fuel metering unit integral to the FDU
gine oil temperature is between controls fuel flow. The FDU also contains
10° and 135°C (50° and 275°F). a drop tight pressurizing valve to seal the
fuel supply from the engine combustor
when the engine is shut down. The FDU
NOTE provides regulated motive flow fuel pres-
Maximum permissible normal op- sure to the wing tank ejector pumps.
erating oil consumption is .023
gallon per hour or approximately
0.1 quart per hour. In-flight shut-
down windmilling oil consump-
tion is 0.2 gallon per hour or
approximately 0.8 quart per hour.

INTEGRAL OIL
RESERVOIR
LEGEND
COOL SUPPLY OIL
HEATED RETURN OIL
CITATIONJET 3 525B
OIL PUMP TO ACCESSORY

GEAR BOX
RELIEF
VALVE SCAVENGE
PUMP

OIL TO
ACCESSORY
TRAINING MANUAL
GEAR BOX
SCAVENGE ACCESSORY
PUMP GEAR BOX
OIL COOLER
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FUEL IN FUEL OUT

15-PSI 25-PSI
BYPASS SPRING TRANSDUCER TEMP
SENSOR
TOTAL OIL—4 U S QT S
RE SERVOIR—2.5 QT S
OIL FILTER
Figure 7-11. Oil System

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ENGINE OPERATION—FADEC Advancing the throttle to the TO position

CONTROL while remaining on the ground, the T 2 sen-
sor inputs are locked for 120 seconds or until
the throttle is retarded below the TO posi-
Description tion.The T 2 sensor is also locked while on the
The FADEC governs N 1 and N 2 speeds to set ground with anti-ice selected ON. Turning
engine thrust.At power settings from partial anti-ice OFF while still on the ground causes
power to takeoff, the FADEC governs N 1 as the T 2 sensor to unlock 3 minutes after se-
a function of throttle angle (TLA), engine lecting anti-ice OFF.
inlet total pressure (PT 2), engine inlet total
temperature (TT 2), and bleed air extraction Thrust Schedules
level (Figure 7-12).
The FADEC recognizes five set power set-
tings (or flats):
• Shutdown
• Idle
• Max cruise (CRU)
• Max continuous thrust (climb) (MCT)
• Takeoff (TO)
Maximum thrust schedules are depend-

ent upon a combination of anti-ice inputs
from the aircraft:
• Bleed level 0 is for normal pressur-
ization
• Bleed level 1 is for addition of en-
gine anti-ice
Figure 7-12. PT 2 /TT 2 Sensor • Bleed level 2 is for addition of wing
anti-ice
At low power settings, the FADEC gov- Idle Schedules

erns N 2 as a function of TLA, PT 2 /TT 2 , Idle power (flight or ground) is commanded
bleed air extraction level, and aircraft when the throttle is in the idle “gate.” Flight
weight-on-wheels (WOW). idle is scheduled based on the aircraft
weight-on-wheels (WOW) or weight-off-
Fuel Filter Bypass wheels. There is a 2 second delay from
ground idle to flight idle after takeoff,
T 2 Sensor Lock WOW. During landing, WOW, the FADEC
commands ground idle after an 8-second
WOW and landing gear down and locked delay. The GRD IDLE switch on the tilt
control T 2 sensor lock during takeoff and panel is used to command the FADEC to
go-around situations. select HIGH (flight idle) for touch-and-
go landings or if a malfunction occurs in
During takeoff, the T 2 sensor inputs are flight, otherwise it is left in NORMAL.
locked until liftoff (WOW) +19 seconds has
elapsed or until the landing gear is retracted
+19 seconds, or throttle is retarded below
the TO position or 120 seconds has elapsed.

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Acceleration/Deceleration Bleed NOTE

Valve Fuel-flow indication is disabled
The FADEC commands the FDU to open when the associated throttle is
the engine acceleration/deceleration bleed moved to cutoff. This prevents er-
valve via mechanical linkage whenever ac- ratic fuel-flow indications when
celeration or deceleration is commanded. rpm decreases below 10%.
The valve is open during starts and closes
at approximately 73% N 2 during accelera-
tion, and reopens at approximately 73% Fuel flow is normally displayed in pph
N 2 during deceleration. The bleed valve (pounds per hour). Optional kilograms per
unloads the HP compressor, which allows hour (Kph) may be displayed. The fuel flow
improved acceleration response by venting displays consist of digital readouts for each
bleed air into the bypass duct. engine. A white FUEL FLOW legend is dis-
played between the left and right digital
readouts.The CJ3 legend is FUEL PPH; dis-
Emergency Fuel Shutoff play range is 0 to 2,000 pph (0 to 907 Kph).
Fuel flow values are displayed in green.
An N 1 shaft separation detection device
detects N 1 shaft movement. This prevents The displayed fuel flow values include 9
N 1 rotor overspeed if N 1 shaft separation pph for unmetered start nozzle fuel flow.
occurs. If the N 1 shaft moves aft, the FDU The fuel flow signal must be valid. Four
fuel shutoff lever is automatically closed, yellow dashes are displayed if fuel flow
terminating fuel flow. from all sources is failed. Automatic source
selection between DCUs is as follows:
Fuel Flow Indication • L DCU is priority source for left engine
A flow meter senses metered fuel flow • R DCU is priority source for right
downstream from the FDU and displays engine
fuel flow in pounds per hour digitally on
the MFD (Figure 7-13). • Cross-side DCU is secondary source
The fuel-flow display is DC powered (the left Fuel System Operation

display from the left extension bus and the
right display from the right extension bus). Figure 7-14 illustrates operation of the en-
If normal DC fails, the MFD goes blank. gine fuel system.
N1 % ITT °C N2 FUEL QTY

1000 91.8 % 91.8 LBS
2000
100 900
OIL PSI OIL °C
800 1500
90
70 1000
700
50
500
30
600 12 °C 12
400 FUEL
99.2 99.2 200 430 PPH 430 1220 1210
Figure 7-13. Collins Multifunction Display and Engine Indicating System

LEGEND
LOW-PRESSURE FUEL
HIGH-PRESSURE FUEL
THROTTLE
CITATIONJET 3 525B
DUAL
FUEL LOW FUEL FLTR CHANNEL A B
PRESS BYPASS FADEC FUEL FLOW
L R 430 PPH 430

L R

TRAINING MANUAL
ESV .05”
FROM WING
P
FUEL TANKS FUEL FUEL FLOW
FUEL CONTROL
FILTER METER
CENTRIFUGAL UNIT OIL
ENGINE-DRIVEN OUT
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FUEL PUMP HIGH-PRESSURE

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ENGINE-DRIVEN
FUEL PUMP
Figure 7-14. Engine Fuel System

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Fuel Temperature and if environmental conditions warrant.

There is no limit for manual ignition oper-
Fuel temperature readouts display the tem- ation; however, minimum use increases ig-
perature in the respective wing tank sumps nition component life.
in degrees centigrade (°C) only. The white
left and right digital readout displays are di-
rectly above the respective fuel flow read- Controls and Indications
outs with the white °C legend between them. Th e i g n i t i o n s y s t e m i s c o n t r o l l e d b y
FADEC or the IGNITION switches for
Each fuel temperature readout consists of each engine (Figure 7-15). The IGNITION
up to two digits with a leading negative switch has ON and NORM positions.
sign, when appropriate. The display range
is –64° to 64°C in 1° increments. The display
is green when operating the region of ≥–40°
(lower limit) to ≤50°C (upper limit) and yel- IGNITION
low if operating outside this range.
L ON R
Two yellow dashes are displayed if fuel
temperature from all sources is failed. The
readouts flash for five seconds, then be-
come steady.
NORM NORM
IGNITION SYSTEM
Description
The CJ3 aircraft incorporates a dual high- When the IGNITION switch is in NORM,
energy ignition system on each engine, con- automatic ignition occurs during engine
sisting of two side-by-side exciter boxes at start and as required as engine conditions
the one o’clock position. Each exciter pow- warrant.
ers its respective igniter plug, one at the 5
o’clock and the other at the 7 o’clock po- Selecting the IGNITION switch to ON pro-
sition on the combustion chamber. The ig- vides continuous ignition (for the selected
nition system provides the spark to ignite engine) regardless of the position of the
the air-fuel mixture inside the combustion throttle. In this case, the left engine ignition
section. Each system includes a capacitive- power is supplied by the right crossover
discharge, single-output ignition exciter bus, and the right engine ignition power is
firing through an igniter lead. Dual plugs supplied from the left extension bus.
are provided for redundancy only. One plug
i s n o r m a l l y u s e d t o s t a r t t h e e n g i n e. A green light near each IGNITION switch
FADEC fires both plugs for an automatic is illuminated whenever power is available
restart during an in-flight engine failure. to one or both exciters. These lights do not
indicate that the associated exciter or plugs
Ignition operation is divided into auto- are firing.
matic (NORM) or manual operation (ON).
The green IGN legend is displayed adjacent
Ignition is automatically controlled by the to the upper center of the applicable ana-
FADEC. Manual ignition is not required log ITT scale when the respective engine
during takeoff, in-flight turbulence, final ignition discrete is received by a DCU
approaches, landings, and heavy precipita- (from the on-side ignition system).
tion, etc.The FADEC automatically turns on
ignition for engine starts, engine flameout,

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The left DCU is the priority source for the The N 1 markings are as follows:
left engine; the right DCU is the priority
source for the right engine. The cross-side Scale markings—Red line .......... 102.8% rpm
DCU is the secondary source for both. Source
selection between the DCUs is automatic. Tape/pointer/
digital readout—Re d .............. ≥103.9% rpm
Figure 7-16 illustrates operation of the en- 102.8–103.9% rpm
gine ignition system. for ≥20 sec
Yellow .. ≥102.8–103.9% rpm
for <20 sec
INSTRUMENTATION Tape/pointer/
Powerplant displays are in the upper half digital readout—W hite ............ ≤102.7% rpm
of the MFD (see Figures 7-5, 7-7, and 7-13). Green .............. ≤102.7% rpm
From left to right, they display N 1 or fan
rpm, ITT or interturbine temperature, N 2 NOTE
o r H P t u r b i n e r p m , o i l p r e s s u r e, o i l The tape, pointer, and digital read-
temperature, sump fuel temperature, fuel out turn red or yellow if outside
flow, and fuel quantity. normal operating limits.
N1 %RPM The pointer and digital readout

flash 5 seconds and then remain
N 1 or fan rpm is supplied from a monopole steady if outside normal operating
pickup in the compressor case, next to the oil limits.
filler cap. The monopole produces a two-
phase AC frequency, proportional to N 1 rpm. The white tape pointer represents
The output is sent to the FADEC, from the green band.
FADEC to the Collins EIS, and then it is
displayed on a tape pointer display (see
Figure 7-13) calibrated in a percentage of N 1 REF
rpm. A three-digit LCD is also provided
above the N 1 vertical tapes. The N 1 REF consists of a single digital N1
REF readout and individual N 1 REF bugs
N 1 is the primary thrust indicator for the on each N 1 scale. The N 1 REF is set auto-
FJ44-3A engine. All engine power settings matically by the FADEC channel based
are made with reference to N 1. upon ambient conditions. There is no pilot
input, nor any pilot control.
The FAN speed N 1 %RPM displays indi-
cates engine fan rpm. N 1 is measured against N 1 Flag
a fixed 100% (18,000 rpm) value (expressed
in percent). The N 1 displays consist of an The N 1 pointer is removed if no FADEC N 1
analog and digital display for each engine. data is available. Four yellow dashes and a
Scale range is 0 to 100% with tick marks at decimal point are displayed for the digital
30, 40, 50, 60, 70, 80, 90, 95, 100, and 105%. readout, if all sources of N 1 are failed.
There is a N 1 red-line mark with leading Automatic source selection between data
edge at 102.8%. Scaling is linear between sources is provided. Cross-side DCU is the
30% and 90%, and between 90% and 110%. secondary source.
A scale change occurs at 90%. The N 1
%RPM digital displays are a boxed readout
below the N 1 scale.

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T
H
R
O
T
T
L
E
S
IDLE
OFF
L IGNITER R IGNITER
PC BOARD PC BOARD
LEGEND
L NORMAL DC POWER
R NORMAL DC POWER
HIGH ENERGY IGNITION
Figure 7-16. Ignition System (Left Engine Start)

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Standby N 1 Indicators (L and R) ITT pointer is white when less than

SNs 0001 through 0293 1,000°C, and red when 1,002°C to 1,050°C.
Standby N 1 indicators (L and R) are on the NOTE

pilot panel, above and to the right of the
pilot PFD (see Figure 7-17). These indica- ITT normal limit and transient
tors are always operating. In the event of limit do not apply while ITT start
loss of normal DC power, these standby limit mark is in view, but they be-
N 1 indicators are the only engine parame- come active when ITT start limit
ters available to the crew. mark is removed. The start limit
mark is removed when the throt-
tle is selected to OFF or when out
of the start sequence.
N1 %RPM
ITT After Start—Normal Operations
0.0 0.0 The ITT gauge indicates the temperature
L R between the first and second compressor
stages in degrees centigrade. The display of
ITT consists of an analog scale and pointer
for each engine. The ITT pointer only shows
when ITT is above 10 0°C.
Both standby N 1 indicators are powered Scale range is 100°C to 1,050°C, with tick
off of the emergency electrical bus. As a re- marks at 20 0, 400, 600, 650, 700, 750, 800,
sult, when normal DC power is lost (i.e., loss 850, 90 0, 950, 1,000 and 1,050°C. Four lin-
of electrical output from both generators), ear scale portions exist, with scaling charge
N 1 speed indication is still available from above 60 0°C, 80 0°C, and changing again
the standby N 1 indicators. above 900°C.
The standby N 1 signal is the analog N 1 sig- ITT markings are as follows:
nal from the monopole of the engine.
For engine start cycle:
ITT (Interstage Turbine Scale markings—Red triangle......... >1,000°C
Red line .................... >840°C
Temperature) Yellow band ... 840°–1,000°C
I T T f o r t h e FJ 4 4 - 3 A i s s e n s e d b y s i x Tape/pointer/
chromel alumel thermocouples in the ex- digital readout—Red ...................... ≥1,002°C
haust. The analog output of the ITT probes White .................... ≤1,000°C
is averaged in the harness connector then
sent to the DCUs and onside EDC for con-
version to digital data, then to the MFD for NOTE
ITT display. If the MFD fails and the EIS The tape turns red and the pointer
displays are not available, use the REV TO flashes red for 5 seconds, then re-
PFD reversion switch (see Figure 7-6) to mains steady red if outside nor-
compress engine data on the PFD(s). mal starting limits.
Engine running red line and yellow
Engine Start ITT Display band do not apply, white ITT start
During engine starts, a red ITT start limit limit (red triangle) is in view.
mark is positioned at the ITT red start limit.
ITT START red triangle is 1,0 0 0°C. The The white tape pointer represents
green band.

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For engine running: above the oil temperature and oil pressure
tapes (see Figures 7-5 and 7-13). The N
Scale markings—Red line .................... 822°C
monopole pickup produces an N 2 AC fre-
Yellow band...... 806°–820°C
quency proportional to N 2 based on the
Tape/pointer—Red ............................ ≥822°C fuel pump gear shaft speed.
806°C–820°C for ≥5 min
Yellow.................... 806°–820°C N 2 is a standardized display of engine tur-
for <5 min bine rpm measured against a fixed 100%
White ............................ ≤804°C (41,200 rpm) value.
N 2 digital readout is as follows:

NOTE
The tape turns red or yellow and Red ........................................ >100% rpm
the pointer flashes red or yellow Green .................................... ≤100% rpm
for 5 seconds, then remains steady
if outside normal operating limits. NOTE
The white tape pointer represents The digital readout flashes red for
green band. 5 seconds, then remains steady if
outside normal operating limits.
ITT Flag Four yellow dashes and a decimal point are

The ITT pointer is removed and a yellow displayed if all sources of N 2 are failed.
FAIL legend is written vertically outside of Left FADEC is priority source for left en-
the associated ITT scale if ITT from all gine. Right FADEC is priority source for
sources failed (Figure 7-18). Automatic the right engine.
source selection between data sources is pro-
vided. L DCU is priority source for left en- DC power failure causes the MFD and
gine. R DCU is priority source for right EIS displays to fail. Refer to Chapter 10—
engine. Cross-side DCU is secondary source. “Ice and Rain Protection” for the N 2 fail-
EDC is third priority source. ure effect on wing and engine anti-ice
protection.
Oil Pressure
Refer to the Oil System section of this chap-
ter for information on the oil pressure.
F F
A A Oil Temperature
I I Refer to the Oil System section of this chap-
L L ter for information on the oil temperature.
FADEC CONTROL SYSTEM

Description
Turbine N 2 RPM Each FADEC (one per engine) includes
(HP Compressor) two channels, Channel A and Channel B, in
Turbine or HP compressor rpm is supplied a single electronic box and airframe
by the gearbox section and is digitally dis- mounted. The two channels can be manu-
played in percentage of rpm on the MFD ally switched by the crew (Figure 7-19).

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L ENG R ENG
FADEC FADEC
CH B CH B
FADEC FADEC
RESET RESET
Figure 7-19. FADEC Switches
Either channel can be selected as primary

control with automatic switchover to the
opposite channel in the event of channel
failure. Channel switchover also normally
occurs at engine shutdown in preparation
for the next engine start.
The FADEC provides automatic control

via the FDU of engine power settings, tran- Figure 7-20. Throttle Quadrant on Pedestal
sient control, and fuel delivery during
starts. The FADEC controls fuel valve po- This activates automatic ignition. With fuel
sition to modulate fuel flow, controls the and ignition, the ITT should increase within
solenoid fuel shutoff valve, and control of 10 seconds.
engine bleed state, all integral to the FDU.
The FADEC provides limiting for critical
parameters (i.e., N 1 , N 2 , and ITT). N 1 is The start sequence terminates at 45% N 2 by
governed at high power and N 2 at low the starter-generator speed sensor. The en-
power. Overspeed function limits for both gine then drives to GND IDLE rpm 53.4 ±
N 1 and N 2 are governed by FADEC. 2.5% N 2. If the ground idle switch is se-
lected to high, the N 2 drives to FLT IDLE
Engine power control is achieved by a of 60.7 ± 2.5% N 2.
throttle operating in a quadrant on the
center pedestal (Figure 7-20) providing A friction adjustment is provided for the
electronic inputs to the FADEC. Throttle throttle by a twist knob on the right side of
travel is from full aft or off, through idle, the pedestal. Forward rotation increases
c r u i s e ( C RU ) , m a x i m u m c o n t i n u o u s friction as indicated by arrows on the knob.
thrust (MCT), and TO positions. An IDLE
stop prevents inadvertent selection to off. Throttle Positions
A latch on the throttle must be raised be-
fore the throttle can be moved to, or from, TO—Takeoff thrust is commanded when
the OFF position. the throttle is in the takeoff position (TO)
and scheduled based on inputs of N 1, TT 2,
During the start sequence and upon read- PT 2 , and anti-ice and TT 2 heat discrete
ing 8% N 2, the throttle is advanced to idle. (Figure 7-20).

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MCT—Maximum continuous thrust is com- push the aircraft into the wind. When mov-
manded when the throttle is in the MCT po- ing the aircraft by hand, have a person in
sition (Figure 7-20). the cockpit guarding the brakes.
CRU—Maximum cruise thrust is com- Engine startups should be aborted for any
manded when the throttle is in the CRU of the following starting conditions:
position (Figure 7-20).
• False start—No ITT/fuel flow within
Engine Starting 10 seconds after advancing the throt-
tle to idle.
Engine Starts • Hot start—ITT rapidly approaching
1,000°C.
Aircraft electrical power is supplied to the
FADEC for engine starting. The FADEC • No N 1 rotation by 25% N 2.
does not control the engine starter but does • Hung start—Slow or no rotation after
control ignition sequencing. The FADEC ITT increases and prior to reaching
only uses one of the two ignitors for ground idle rpm.
starting and alternates between ignitors
during subsequent starts. The FADEC uses To abort the start, move the throttle to
both ignitors for in-flight restarts and OFF, motorize for 15 seconds, then start
flameout protection. disengage.
Engine starting is divided into two general
categories: ground starting and air starting. IDLE CONTROL SYSTEM
Ground starting is divided into battery Description
starting, generator-assist starting, and
ground power unit (GPU) starting. Air The idle control system consists of a GND
starting is divided into starter-assist (bat- IDLE switch, and left and right idle control
tery) and wind-milling airstart. unit. Right engine idle control protection
is from the 5 amp circuit breaker on the
right J-box. Left engine idle control protec-
Permanent Magnet Alternator tion is from the 5 amp circuit breaker on the
left J-box.
After engine start, the PMA, integral to the
FDU, is the primary power source for the The ground idle switch is on the environ-
FADEC and aircraft power is secondary mental tilt panel with a white GND IDLE
(standby). If a complete loss of airframe annunciator in the annunciator panel
electrical power occurs, the FADEC(s) (Figure 7-22).
maintain the engine(s) running.
For a description of engine starting, refer

to Chapter 2—“Electrical Power Systems.”
GND IDLE
HIGH
All types of airstarts must be performed in
accordance with the airstart envelope
(Figure 7-21). Controls and procedures for
air starting are in Chapter 2—“Electrical
Power Systems.” NORMAL
To remain within the limitations for start- Figure 7-22. GND IDLE Switch
ing in a crosswind condition, tow or hand

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35
30
25
20
ALTITUDE—1,000 FEET
15
10
0
0 50 100 150 200 250 300
AIRSPEED—KIAS
LEGEND
STARTER ASSIST ONLY
WINDMILLING OR STARTER ASSIST
NOTE:
• AT LOW AIRSPEEDS, IT MAY APPROACH 1,000 °C. THE ITT MUST BE
MONITORED SO AS NOT TO EXCEED THE LIMITS OF FIGURE 2-4 IN THE
AFM. INTENTIONAL STARTER ASSISTED AIRSTARTS SHOULD BE
CONDUCTED ABOVE 150 KIAS TO ENSURE COOLER START TEMPERATURE
AND TO PROLONG ENGINE LIFE.
• IF THE ENGINE IS TO BE SHUT DOWN FOR INTENTIONAL AIRSTARTS, IT
SHOULD BE ALLOWED TO COOL AT IDLE FOR THREE MINUTES PRIOR TO
SHUTDOWN AND THEN ALLOWED TO COOL FIVE MINUTES WHILE SHUT
DOWN PRIOR TO RESTARTING.
Figure 7-21. Airstart Envelope

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Controls and Indications Operation

GND IDLE Switch NORMAL is selected for all engine starts,
taxi, takeoffs, and landings. In NORMAL,
On the ground—An advisory GND IDLE the white GND IDLE annunciator is illu-
annunciator illuminates when the FADEC minated for all ground operations at 54%
selects ground idle on the ground (normal N 2 and extinguished by squat switch po-
indication with the GND IDLE switch in sition in flight with 65 ± 2.5% N 2 . During
NORMAL). The GND IDLE annunciator approach and landing with NORMAL se-
extinguishes during lift-off after 2 seconds. lected, minimum flight idle is 65 ± 2.5%
N 2 . During touchdown and ground roll
In flight—If the GROUND IDLE annunci- out, the squat switch holds 65 ± 2.5% N 2
ator illuminates, the engines may spool down for 8 seconds, then automatically rolls
to ground idle if the throttle(s) are retarded rpm back to ground idle 54% N 2 . This
to idle. If a go-around condition is required, lower rpm minimizes brake energy during
engine spool up time increases. Selecting taxi. Holding flight idle rpm to 65% N 2 for
HIGH with the GND IDLE switch prevents approximately 8 seconds allows the pilot
the engines from spooling down below flight to spool up to required takeoff rpm within
idle as the throttles are retarded. the required 5 seconds, should a go-around
The following three rpms are associated be initiated.
with the ground idle solenoid:
By limitation, HIGH is required for all
1. Ground Idle—53.4 ± 2.5% N 2 (54%) touch-and-go landings. HIGH is not required
conditions: during any engine starts or taxi. Sufficient
a. NORMAL is selected rpm is available to prevent bog-down.
b. Weight on wheels
c. Throttles at idle Selecting WING/ENG or ENG ON during
the approach phase with gear up, in icing
conditions, resets to anti-ice idle 70% N 2.
NOTE
Any time engine rpm is at GND Extending the landing gear resets to flight
IDLE rpm, the white GND IDLE idle 65% N 2. Gear drag makes the pilot ad-
light is illuminated. vance the throttles to safe anti-ice on rpm
above 75% N 2.
2. Flight Idle—65 ± 2.5% N 2 conditions:
a. In flight Should normal DC fail, the solenoid spring
b. Weight off wheels loads to anti-ice idle 70% N 2.
c. Any GND IDLE switch position
3. Anti-ice Idle—70.4 ± 2.5% N (70%) SYNCHRONIZING
2
conditions:
Description
a. Weight off wheels
The engine FADEC incorporates a fan and
b. Gear up
turbine rpm synchronizer. The system con-
c. Selecting WING/ENG or ENG ON sists of the left and right FADEC, a control
switch, and a light. The left engine and
NOTE FADEC is the master and the right engine
Selecting gear down returns to and FADEC is the slave.
flight idle 65%.

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When selecting the system functions to ad- When the ENGINE SYNC switch (Figure
just the speed of the right engine to match 7-23) is at the ON position, an amber EN-
that of the left, the system operates in a nar- GINE SYNC light illuminates. After take-
row band to prevent serious spool down of off, when the pilot so desires, the system
the slave engine in the event of power loss m a y b e t u r n e d o n . Th e s l a v e e n g i n e
or failure of the master engine. Between idle FADEC receives the fan or turbine speed
and partial power, when the FADEC governs requested from the master engine FADEC
N 2, selecting SYNC ON results in turbine and schedules fuel flow to achieve the de-
or N 2 synchronization. Between partial sired (requested) engine rotational speed.
power and MCT, when the FADEC is gov-
erning N 1, selecting SYNC ON results in fan
or N 1 synchronization. Synchronization is
not active at TLA settings above MCT, re-
MAINTENANCE
gardless of synchronization switch position. CONSIDERATIONS
Prior to engaging synchronization, the
engines should be at similar power set- FJ44-3A SALTY/SANDY/SMOG
tings. The system must be OFF during ENVIRONMENT WATER WASH
takeoff, approach and landing, and sin- POLICY
gle-engine operation.
Operators who routinely fly at low altitudes
The synchronizer reduces the characteris- (4,0 0 0 feet or below for more than 30 min-
tic out-of-sync beat of turbine engines, pro- utes) over saltwater environments should
viding a quieter cabin for maximum perform the powerplant desalinization pro-
passenger comfort. cedure (71-00-03, P.B. 701) at the end of op-
erations each day.
Controls and Indications Operators who fly at higher altitudes or
A two-position ENGINE SYNC switch occasionally lower altitudes (4,000 feet or
controls engine synchronization (Figure 7- higher or below 4,000 feet for less than 30
23). Selecting ON when the engines are minutes) over saltwater environments
within the capture band, results in fan or should perform the powerplant desaliniza-
turbine synchronization, depending on tion procedure (71-00-03, P.B. 701) at least
throttle lever angle (TLA) position. once a week.
Operators who routinely takeoff or land

in sandy or smog environments should per-
ENGINE SYNC form the powerplant desalinization proce-
dure (71-00-03, P.B. 701) at least once per
OFF ON ON week.
Perform compressor cleaning to improve

MUST BE compressor efficiency by removing normal
OFF FOR accumulations of dirt and grime (71-00-03,
TAKEOFF P.B. 70 1). Williams International recom-
AND mends that all operators perform this pro-
cedure at every routine periodic inspection
LANDING (Check 1 or Check 2), as a minimum.
Consult Williams International FJ44-3A
Engine Training Manual, Level II, Ramp
Figure 7-23. ENGINE SYNC Switch and Transit.

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ENGINE CYCLES
Engine operating life limits are determined
by mechanical and thermal stresses, which
occur during engine operation. It is there-
fore necessary to record flight cycles (both
partial and full in addition to operating
hours. The total true cycles are the sum of
full and partial cycles accrued during each
flight and must be recorded in the aircraft
log book for each individual engine at the
completion of each flight as follows:
1. Full Cycle:
a. Engine start, takeoff power setting,
followed by engine shutdown, re-
gardless of duration
b. In-flight start
2. Partial Cycle:
a. A touch-and-go landing—0.50 cycle
b. A full stop landing without engine
shutdown—0.50 cycle
c. Ground running: Idle to maximum
continuous thrust—0.50 cycle

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CAAM

CITATIONJET 3 525B TRAINING MANUAL

CITATIONJET 3 525B TRAINING MANUAL

Figure 1-1. CJ3 Aircraft

1-2 FOR TRAINING

CITATIONJET 3 525B TRAINING MANUAL

AILERON FLAP FLAP AILERON

ELEVATOR ELEVATOR TRIM TAB ELEVATOR

Figure 1-2. Exterior Three-View Drawing

CITATIONJET 3 525B TRAINING MANUAL

WALL-TO-WALL 69.2 FT (21.1M)

Figure 1-3. Braking Taxi Turning Distance

STRUCTURES two swing-up doors. Baggage is limited to

NOSE SECTION The nose storage doors each

1-4 FOR TRAINING

CITATIONJET 3 525B TRAINING MANUAL

MAX POWER VELOCITY

MAX POWER TEMPERATURE

6 M (20 FT) RADIUS

11 M (35 FT) 22 M (70 FT)

Figure 1-4. Danger Areas During Starts and Ground Operation

Figure 1-5. Baggage Door Light Figure 1-6. Sight Gauges

CITATIONJET 3 525B TRAINING MANUAL

release is in the interior of the cabin on the

1-6 FOR TRAINING

around the door frame (which is not inflat-

An emergency exit on the aft

Figure 1-8. Door Locking Indicator

the pneumatic cabin door seal. The door

If the door seal loses inflation

Revision 0 FOR TRAINING PURPOSES ONLY 1-7

pin with a red streamer to prevent unautho-

The cabin area has dropout, constant-flow

1-8 FOR TRAINING PURPOSES ONLY Revision 0

CREW AND PASSENGER MOMENT ARMS

TAIL CONE COMPARTMENT gine fire extinguishing systems. Access is

Revision 0 FOR TRAINING PURPOSES ONLY 1-9

Figure 1-13. Stall Strips

The tail cone compartment door is secured

Figure 1-15. Empennage

Figure 1-14. Tail Cone Baggage Door

The aft baggage compartment

1-10 FOR TRAINING PURPOSES ONLY Revision 0

SYSTEMS speedbrakes, and flaps. The landing gear

Revision 0 FOR TRAINING PURPOSES ONLY 1-11

Revision 0 FOR TRAINING PURPOSES ONLY 2-1

Cockpit indicators (including voltmeter,

COMPONENTS Figure 2-2. Battery DISCONNECT and

2-2 FOR TRAINING PURPOSES ONLY Revision 0

L FEED CROSSFEED R FEED

L GEN HOT BATTERY BUS R GEN

Figure 2-3. Generator Circuit

Revision 0 FOR TRAINING PURPOSES ONLY 2-3

EXTERNAL POWER UNIT NOTE

Some EPUs do not have reverse

Connecting a external power source ener-

HOT BAT BUS

BATTERY EXT POWER