CJ2 PTM

CITATION CJ2 525A
PILOT TRAINING MANUAL

VOLUME 2
AIRCRAFT SYSTEMS
SECOND EDITION
FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.flightsafety.com i
Pilot courses for the Citation CJ2 CE-525A aircraft are taught at the following FlightSafety
learning centers:
Orlando Learning Center

4105 Bear Road
Orlando, Florida 32827-5001
(321) 281-3200
(800) 205-7494
FAX (321) 281-3299
Farnborough Learning Center (2005)

Farnborough Airport
Farnborough, Hampshire
GU14 6XA United Kingdom
Citation Learning Center

FlightSafety International
1851 Airport Road
PO Box 12323
Wichita, KS 67277
(316) 220-3100
(800) 488-3214
FAX (316) 220-3134
San Antonio Learning Center

San Antonio International Airport
9027 Airport Boulevard
San Antonio, TX 78216-4806
(210) 826-6385
(800) 889-7917
FAX (210) 826-4008
Copyright © 2007 by FlightSafety International, Inc.

All rights reserved.
Printed in the United States of America.
INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
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Dates of issue for original and changed pages are:
Second Edition ..........................0 July 2007
NOTE:
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that has changed in any way (grammatical or typographical revisions, reflow of pages,
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FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s Pilot Manuals and Maintenance Manuals. It is to be used for famil-
iarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict

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

CONTENTS
Chapter 1 AIRCRAFT GENERAL
Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER UNIT
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEMS
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 MISCELLANEOUS SYSTEMS
WALKAROUND
APPENDIX
ANNUNCIATOR PANEL
INSTRUMENT PANEL POSTER

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CITATION CJ2 525A PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
GENERAL .............................................................................................................................. 1-1
Structures ......................................................................................................................... 1-2
Nose Section .................................................................................................................... 1-5
Flight Compartment......................................................................................................... 1-5
Entrance Door and Emergency Exit ................................................................................ 1-6
Cabin................................................................................................................................ 1-8
Wing................................................................................................................................. 1-8
Tail Cone Compartment................................................................................................... 1-8
Empennage .................................................................................................................... 1-10
SYSTEMS............................................................................................................................. 1-10
Electrical System ........................................................................................................... 1-10
Fuel System ................................................................................................................... 1-10
Engines .......................................................................................................................... 1-10
Ice Protection ................................................................................................................. 1-11
Hydraulic System........................................................................................................... 1-11
Flight Controls ............................................................................................................... 1-11
Environmental Controls ................................................................................................. 1-11
Avionics ......................................................................................................................... 1-11
PUBLICATIONS................................................................................................................... 1-11
FOR TRAINING PURPOSES ONLY 1-i

ILLUSTRATIONS
Figure Title Page
1-1 Cessna Citation CJ2 ................................................................................................. 1-2
1-2 Exterior Three-View Drawing.................................................................................. 1-3
1-3 Braking Taxi Turning Distance ................................................................................ 1-4
1-4 Engine Hazard Areas................................................................................................ 1-4
1-5 Baggage Door Microswitch ..................................................................................... 1-5
1-6 Sight Gages .............................................................................................................. 1-5
1-7 Entrance Door, Pins, Interior Handle, and Latch Release ....................................... 1-6
1-8 Door Locking Indicator Windows............................................................................ 1-7
1-9 Emergency Exit (Interior and Exterior) ................................................................... 1-7
1-10 Interior Arrangements .............................................................................................. 1-9
1-11 Wing Trailing Edge .................................................................................................. 1-8
1-12 Wing Leading Edge.................................................................................................. 1-8
1-13 Stall Strips ............................................................................................................... 1-8
1-14 Tail Cone Baggage Door ....................................................................................... 1-10
1-15 Empennage............................................................................................................. 1-10
FOR TRAINING PURPOSES ONLY 1-iii

INTRODUCTION
This training manual provides a description of the major airframe and engine systems
installed in the Cessna Citation CJ2. The information contained herein is intended only
as an instructional aid. This material does not supersede, nor is it meant to substitute
for, any of the manufacturer’s maintenance or flight manuals. The material presented
has been prepared from current design data.
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Structures Figure 1-2 shows a three-view drawing of the

Citation CJ2 containing the approximate ex-
The Citation CJ2 (Figure 1-1) is a pressur- terior and cabin dimensions. Figure 1-3 shows
ized low-wing monoplane. Two Williams braking taxi turning distance, and Figure 1-4
FJ44-2C turbofan engines are pylon- mounted is a diagram of engine hazard areas.
on the rear fuselage.
Figure 1-1. Cessna Citation CJ2
1-2 FOR TRAINING PURPOSES ONLY

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49.79 FT (15.18 M)
15.95 FT
(4.86 M)
DIHEDRAL
WING 5° NOSE GEAR DOORS
ENGINE PYLONS 23°
HORIZONTAL 0° BAGGAGE DOORS
WING AREA 264.34 FT2
(24.56 M2)
CABIN DOOR
EMERGENCY EXIT
AILERON TRIM TAB

SPEEDBRAKES (UPPER
(LEFT SIDE ONLY) MAIN GEAR AND LOWER PANEL)
DOOR
THRUST ATTENUATORS
ELEVATOR
FIVE VORTEX POSITION LIGHT

GENERATORS/SIDE (WHITE)
20.79 FT (6.34 M)
RUDDER
EMERGENCY EXIT TRIM TAB
(RIGHT SIDE ONLY)
14.45 FT
BAGGAGE DOORS (4.40 M)
TAIL CONE
ACCESS DOOR
(LEFT SIDE ONLY)
47.34 FT (14.43 M)
18.27 FT (5.57 M) HYDRAULIC RESERVOIR
ACCESS (RIGHT SIDE)
Figure 1-2. Exterior Three-View Drawing
FOR TRAINING PURPOSES ONLY 1-3

WALL-TO-WALL 66.71 FT (20.33 M) CITATION CJ2 525A PILOT TRAINING MANUAL
32.88 FT (10.02 M)
CURB-TO-CURB
16.44 FT
(5.01 M)
20.43 FT
(6.23 M)
Figure 1-3. Braking Taxi Turning Distance
70 FT
(20 M)
20 FT
(6 M)
DISTANCE IN FEET
0 20 40 60 80 100 120 140 160
0 10 20 30 40 60
DISTANCE IN METERS
Figure 1-4. Engine Hazard Areas

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Nose Section A pneumatic actuator on each door holds the

door in the full open position until the door is
The nose section is an unpressurized area closed.
containing the avionics compartment, an
equipment area, and a baggage storage area. The windshield alcohol and brake reservoirs,
The avionics area is accessible through a re- the power brake accumulator, and a high pres-
movable radome, whereas the 20.4-cubic feet, sure nitrogen bottle are all located behind the
400-pound storage compartment has two right aft bulkhead of the nose storage compart-
swing-up doors. ment (Figure 1-6).
The nose storage doors each in-
DOOR NOT
LOCKED corporate a mechanical lock.
The door locking system oper-
ates a microswitch in each key lock assembly,
w h i c h i s c o n n e c t e d t o t h e D O O R N OT
LOCKED warning circuit.
CAUTION
Ensure that the key is removed prior
to flight to prevent possible ingestion
of the key into an engine.
A manual light switch is located in the com-

partment. A microswitch, located at the left and
right storage door assembly (Figure 1-5), will
extinguish the storage compartment light as the
doors are closed if the manual light switch is
left on.
Figure 1-6. Sight Gages
Flight Compartment
Two complete crew stations are provided with
dual controls, including control columns,
brakes, and adjustable rudder pedals with fore,
mid, and aft detents. There are two fully ad-
justable seats with five-point seat belts and
shoulder harnesses.
Figure 1-5. Baggage Door Microswitch

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Entrance Door and Emergency DOOR NOT

The lower forward door locking
pin activates a microswitch in
Exit LOCKED
the door warning light circuit
The entrance door is located on the forward left- that illuminates the DOOR NOT LOCKED
hand side of the fuselage (Figure 1-7). The en- annunciator light whenever the door is not se-
trance door opens outboard and is held open by cured. The door also incorporates five visual
a mechanical “pull to release” latch. The latch indicator windows in the locking system to
release is located in the interior of the cabin on show closed and secured (Figure 1-8). The
the forward edge of the door opening, next to lower forward locking pin depresses a plunger
the light switch. This latch release must be opening a valve to allow bleed air to inflate the
pulled before the door can be closed. pneumatic cabin door seal. The door seal is in-
stalled in the door perimeter to prevent cabin
The entrance door is secured in the closed po- pressure loss.
sition by 12 locking pins attached to a handle.
The handle linkage can be operated from the in-
side or outside of the door. The exterior han-
dle can be secured with a key lock for security.
Figure 1-7. Entrance Door, Pins, Interior Handle, and Latch Release

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Figure 1-9. Emergency Exit

(Interior and Exterior)
DOOR
If the door seal loses inflation
SEAL pressure, the DOOR SEAL an-
nunciator light illuminates.
Cabin pressurization will not be lost because
the secondary seal (which is not inflatable) will
hold the cabin pressure.
An emergency exit, located on the aft right-

hand side of the cabin fuselage (Figure 1-9),
opens inboard. It is a plug-type door installa-
tion and has a provision for inserting a lock-
i n g p i n w i t h r e d s t r e a m e r t o p r ev e n t
unauthorized entry while the aircraft is on the
ground. The pilot must ensure that this pin is
removed prior to flight. Both the cabin en-
trance door and emergency exit door can be
opened from outside or inside the aircraft.
The emergency exit door is not connected to
the door warning circuit.
Figure 1-8. Door Locking
Indicator Windows

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Cabin
The cabin extends from the forward to the aft
pressure bulkhead and measures approximately
18.9 feet in length, 4.9 feet in width, and 4.8
feet in height. Figure 1-10 shows two interior
arrangements.
A typical interior arrangement consists of four

club seats with two forward facing aft passen-
ger seats. Option 1 removes the cabinette behind
the copilot chair and installs a side-facing chair. Figure 1-11. Wing Trailing Edge
There is a toilet under the escape hatch with a
100-pound, 4-cubic foot cabin storage area. An
option moves the toilet to the left side of the fuse-
lage abeam the emergency exit door. It is a com-
plete seat assembly with seatbelt provided and
extra passenger seat. This belted toilet seat
eliminates the 100-pound rear baggage storage
area because nothing may be placed on the right
side under the emergency exit.
The cabin area is provided with dropout,

constant-flow oxygen masks for emergency
use. The cabin overhead panels contain indi-
vidual air outlets and seat lighting for pas- Figure 1-12. Wing Leading Edge
senger comfort. Indirect lighting for the cabin
(optional) is provided by two rows of fluores-
cent bulbs running the length of the cabin,
controlled by a switch near the cabin entrance.
A vortex generator is mounted under the gen-

erator cooling-air inlet on each engine cowl to
reduce the aft cabin sound level.
WING
The wing is a one-piece assembly, natural
laminar flow (NLF) airfoil that attaches to
the bottom of the fuselage, constructed of
aluminum. Each wing is a fuel tank. Hydrauli- Figure 1-13. Stall Strips
cally actuated speedbrakes, flaps, and main
landing gear are attached to each wing (Fig-
ure 1-11).
TAIL CONE COMPARTMENT
The leading edge of the wings are anti-iced The tail cone compartment is an unpressurized
by engine bleed-air heat (Figure 1-12). Stall area and contains the major components of
strips are attached to the leading edge pan- the hydraulic, environmental, electrical distri-
els (Figure 1-13). bution, flight controls, and engine fire extin-
guishing systems. Access is through an

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1 2 1 2
SIDE-FACING
SEAT
CABINETTE
3 4 3 4
5 6 5 6
7 8 7 8
T T
STANDARD OPTION 1
Figure 1-10. Interior Arrangements

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entrance door on the left-hand side of the fuse-

lage below the engine. This entrance door
opens the tail cone baggage compartment (Fig-
ure 1-14). It holds 600 pounds in 50 cubic feet
of space.
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.
A microswitch, operated by the

DOOR NOT key lock, is connected to the
LOCKED Figure 1-15. Empennage
DOOR NOT LOCKED warn-
ing circuit. A light switch on the forward edge
of the door opening is powered from the hot SYSTEMS
battery bus and provides illumination of the
tail cone area for preflight inspection pur-
poses. A microswitch installed in the door ELECTRICAL SYSTEM
track will extinguish the light when the door The CJ2 is an all DC aircraft. The 29V DC
is closed if the manual switch is left on. buses are supplied from two starter-genera-
tors. Engine starting and secondary DC power
is available from either the battery or an
external source.
FUEL SYSTEM
The fuel system has two distinct, identical
halves. Each wing tank stores and supplies
the fuel to its respective engine. Fuel transfer
capability is provided. All controls and indi-
cators are located in the cockpit.
ENGINES
Two Williams FJ44-2C turbofan engines are
Figure 1-14. Tail Cone Baggage Door
pylon-mounted on the rear fuselage, and each
produces 2,400 pounds thrust.
Ice protection, fire detection, and extinguish-

EMPENNAGE ing systems are incorporated. Thrust attenu-
ators are installed on each engine to assist in
The empennage consists of a vertical stabilizer deceleration during a landing roll and to avoid
with high T-tail mounted horizontal stabiliz- excessive use of brakes while taxiing. The en-
ers (Figure 1-15). The leading edges of the hor- gine pylons have ram-air inlets to provide
izontal stabilizers are deiced by rubber boots. cooling air to cabin air and windshield air
heat exchangers located in the tail cone.
Five vortex generators are mounted on each
side of the vertical fin just under the horizon-
tal stabilizer, positioned downward, one above
the other, just in front of the rudder.

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ICE PROTECTION In the event of excessive cabin altitude, supple-

mental oxygen is supplied by EROS sweep-on
Ice protection is provided to the wing leading masks in the cockpit and through automati-
edges and pylon ram-air inlets by hot bleed air. cally deployed dropout masks in the cabin.
Bleed air is used for heating the nacelle and
the generator air inlets. The horizontal stabi-
lizer is deiced by inflatable boots. Engine AVIONICS
bleed air can be discharged through nozzles di- The standard factory-installed avionics pack-
rected across the outer windshields. Isopropyl age includes weather radar, dual transponders
alcohol is available to anti-ice the left wind- with altitude encoding, autopilot, and a Collins
shield in the event that bleed air is not avail- Pro Line 21 integrated EFIS flight director sys-
able. Electrical heaters anti-ice the pitot-static tem. Communication is provided by two VHF
systems, an angle-of-attack vane, and TT2 ’s. transceivers. Navigation equipment includes
digitally tuned ADF, DME, and two VOR/lo-
HYDRAULIC SYSTEM calizer/glide slope/marker beacon receivers.
Engine-driven hydraulic pumps supply pres-
sure for operation of the landing gear, speed- PUBLICATIONS
brakes, flaps, and thrust attenuators through
an open center system. The main gear are The FAA-approved Airplane Flight Manual
equipped with antiskid-controlled wheel (AFM) is required to be carried on board the
brakes, operated hydraulically from a separate aircraft and contains the limitations, operat-
hydraulic system. Pneumatic backup is avail- ing procedures, Part 25 performance data per-
able for landing gear extension and braking. tinent to takeoffs and landings, and weight
and balance data. It does not contain climb,
cruise, descent, or holding performance infor-
FLIGHT CONTROLS mation. The AFM always takes precedence
over any other publication.
Primary flight control is accomplished through
conventional cable-operated surfaces. Trim- The Citation CJ2 Operating Manual contains
ming is provided by aileron, elevator, and rud- expanded descriptions of the aircraft systems
der tabs. The elevator trim is both mechanically and operating procedures. It contains enroute
and electrically actuated. Hydraulically oper- flight planning information (climb, cruise,
ated speedbrakes are installed on the upper and descent, and holding data) as well as some
lower wing surfaces. The flaps are hydraulic takeoff and landing performance information.
and are installed on the trailing edges of the
wing. Nosewheel steering is mechanically The Cessna Citation CJ2 Checklist contains ab-
controlled by the rudder pedals. breviated operating procedures and abbreviated
performance data. If any doubt exists or if the
ENVIRONMENTAL CONTROLS conditions are not covered by the checklist, the
AFM must be consulted. The FlightSafety ver-
Cabin pressurization utilizes bleed air from the sion of the Cessna Citation CJ2 Checklist is in
engines. The air entering the cabin is condi- a slightly different format.
tioned by pylon ram scoop air and or vapor
cycle A/C. Cabin pressurization is control- The Citation CJ2 Weight and Balance Manual
lable and the system can maintain sea level contains detailed information in the form of
pressure up to 23,586 feet, and approximately tables and diagrams. However, it is not re-
8,000 feet cabin cruise altitude of 45,000 feet. quired to be in the aircraft because the basic
These pressures are based on a maximum dif- empty weight and moment and means of de-
ferential of 9.0 psi. termining the center-of-gravity location are all
contained in the AFM.

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The AlliedSignal KLN-900 GPS Pilot’s Guide,

P/N 006-08796-0000, dated July 1996 or later
revision, must be immediately available to the
flight crew when navigation is predicated on
the use of this system.
The Universal UNS-1 (Csp/-1k/UNS-1k) FMS

Pilot’s Operating Manual, Universal Systems
Report No. 2423 sv 601 (UNS-1Csp) or 2423
sv 602 (UNS-1Csp or UNS-1k), latest change
must be immediately available to the flight
crew when navigation is predicated on the use
of this system.
The Global-Wulfsberg GNS-XLs Operator’s

Manual, P/N 006-08845-0000, dated Febru-
ary 1999, Revision 7 or later revision, must
be immediately available to the flight crew
whenever navigation is predicated on the use
of the system.
The AlliedSignal KLN-90B GPS Pilot’s Guide,

P/N 006-08773-0000 ORS 20, dated Decem-
ber 1994 or later revision, must be immediately
available to the flight crew when navigation
is predicated on the use of this system.
The Garmin GPS-400 Pilot’s Guide, P/N 190-

00140-60 dated August 1999, or later revi-
sion, as applicable to the specific software
modification status and sensor installation,
and must be immediately available to the flight
of this system.
The Garmin GNC-420 Pilot’s Guide, P/N 190-

00140-20, Revision A, dated July 1999 or later
revision, as applicable to specific software
modifications status and sensor installation,
and must be immediately available to the flight
of this system.
The Garmin GNS-530 Pilot’s Guide, P/N 190-

00181-00, dated May 2001, Revision B or
later revision, must be immediately available
to the flight crew when navigation is predicated
on the use of this system.

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL .............................................................................................................................. 2-1
DC POWER............................................................................................................................. 2-2
Battery.............................................................................................................................. 2-2
Starter-Generators ............................................................................................................ 2-2
External Power................................................................................................................. 2-3
Distribution ...................................................................................................................... 2-4
Control ............................................................................................................................. 2-9
Monitoring ..................................................................................................................... 2-10
Protection ....................................................................................................................... 2-11
OPERATION......................................................................................................................... 2-12
Normal ........................................................................................................................... 2-12
Abnormal ....................................................................................................................... 2-13
QUESTIONS......................................................................................................................... 2-16

ILLUSTRATIONS
Figure Title Page
2-1 Battery Location....................................................................................................... 2-2
2-2 Battery Disconnect Switch....................................................................................... 2-2
2-3 Generator Circuit...................................................................................................... 2-3
2-4 External Power Receptacle ...................................................................................... 2-3
2-5 External Power Circuit............................................................................................. 2-4
2-6 Electrical System Schematic—SNs 0001 and Subsequent...................................... 2-5
2-7 J-Box on Aft Side of Aft Baggage Compartment.................................................... 2-6
2-8 Circuit-Breaker Panels—SNs 0001 and Subsequent (One PFD) ............................ 2-7
2-9 Circuit-Breaker Panels—SNs 0001 and Subsequent (Two PFDs) .......................... 2-8
2-10 DC Electrical Controls and Start Buttons.............................................................. 2-10
2-11 Electrical Indicators ............................................................................................... 2-11
2-12 Audio Control Panel .............................................................................................. 2-15
TABLE
Table Title Page
2-1 Emergency Bus Items .............................................................................................. 2-9

CHAPTER 2
ELECTRICAL POWER SYSTEMS
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INTRODUCTION
This chapter provides a description of the electrical power system used on the Cita-
tion CJ2, and is divided into the following subchapters: general, battery, starter-gen-
erators, external power, distribution, control, monitoring, protection, normal and
abnormal operations.
GENERAL to power the entire system or, working in par-

allel, to share the system load. The hot battery
Direct current provides the principal electric and emergency buses normally are tied to the
power for the Citation CJ2. Two generators are main system, but they can be isolated to only
the primary power sources (one generator is the battery or external power sources depend-
capable of supplying all standard require- ing on the battery switch position. When the
ments). Secondary sources, battery or exter- aircraft is on the ground, an external DC power
n a l p o w e r, m a y a l s o b e u s e d . N o r m a l unit (EPU) may be used to supply electrical
distribution of DC power is via three left and power to all buses.
three right buses connected by a crossfeed
bus. This arrangement allows either generator

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DC POWER
BATTERY
A standard nickel-cadmium battery provides
25 volts rated at 28 ampere-hours. Optional bat-
teries available are a 25-volt 44-ampere hour
nicad battery and a 24-volt 42-ampere hour
lead acid battery. A battery in good condition
should supply power to all buses for a maxi- Figure 2-2. Battery Disconnect Switch
mum of 10 minutes with maximum load. If
only the hot battery and emergency buses are valve. This switch opens the battery discon-
powered, battery life should be a minimum of nect relay. It is used in case of a battery over-
30 minutes. heat or stuck start relay.
The battery, located in the tail cone compart- The nicad battery is susceptible to, and must
ment (Figure 2-1), is provided with a manual be protected from, overheat due to excessive
quick-disconnect and is accessible through the charging or discharging. The nicad battery is
tail cone door. limited to three engine starts per hour.
During an external power start, the battery is

separated from its ground by the battery dis-
connect relay to prevent battery discharge dur-
ing the EPU start cycle. An external power
unit start is not considered a battery start.
STARTER-GENERATORS
Two engine-driven DC starter-generators, one
mounted on each engine accessory gearbox,
are the primary sources of power and supply
all DC buses. Each generator is air cooled,
rated at 30 volts DC, regulated to 29 volts. The
ammeters have a yellow arc from 250 to 300
amps and a red line at 300 amps. The maximum
load is 250 amps during ground operations
and enroute above 41,000 feet. The maximum
load enroute through 41,000 feet is 300 amps.
Generators are capable of 50% overload to
Figure 2-1. Battery Location 450 amperes for two minutes. The generators
are used as motors for engine starting, then be-
The battery is connected to the hot battery bus. come generators at the completion of the start
A battery disconnect relay is installed between cycle. Each generator system is operated in-
the battery and its ground to provide an dependently, but power is distributed through
electrical disconnect during certain abnormal systems that are in parallel except under fault
conditions. conditions. The generators share loads equally
(10% of total load) during normal operation
A BATTERY DISC switch (Figure 2-2) is in- via an equalizer connection between the gen-
stalled in the cockpit behind the pilots oxygen erator control units.

DC power from the engine-driven generators

is distributed to two feed buses (Figure 2-3).
The two feed buses are paralleled through two
225-ampere current limiters connected to the
crossfeed bus. Generator power is routed to the
hot battery bus through the battery relay, and
also to the emergency bus from the crossfeed
bus. The battery and emergency relays are
operated by the battery switch.
EXTERNAL POWER
An external power unit may be connected to Figure 2-4. External Power Receptacle
the aircraft DC system through a receptacle lo-
cated in the fuselage on the left tail cone (Fig- When using the external power for prolonged
ure 2-4). Before connecting an external power ground operation (over 30 minutes), the battery
unit, the voltage of the EPU should be regu- should be disconnected at the quick-disconnect
lated to 28 to 29 volts maximum, and the am- plug to preclude overheating the battery. Do
perage output should be between 800 and not use the battery disconnect switch in the
1,100 amperes. External power is routed to the flight deck for this because it will discharge
hot battery bus (Figure 2-5). The battery the battery.
charges from the external power unit regard-
less of the battery switch position.
L FEED CROSSFEED BUS R FEED

225 225
20 A
A
BATT
GEN EMER GEN
OFF L RELAY OFF
OFF R
POWER BATT
L RELAY PWR LH R
RELAY
RELAY
EMER
GCU GCU
V START V 20 A START V
RELAY RELAY
L GEN HOT BATTERY BUS R GEN
QUICK-DISCONNECT
PLUG
OVER
EXT
POWER VOLTAGE
BATT
RELAY SENSOR
BATT BATTERY
DISC DISCONNECT
RELAY EPU
NORMAL LEGEND
BATTERY POWER
LEFT NORMAL BUS POWER
RIGHT NORMAL BUS POWER
Figure 2-3. Generator Circuit

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VOLTMETER
HOT BAT BUS

QUICK-DISCONNECT PLUG
BATTERY
EXT POWER
DISABLE RELAYS
EXT
POWER
RELAY
BATTERY
DISCONNECT
RELAY
EXT OVERVOLTAGE
POWER SENSOR
Figure 2-5. External Power Circuit
NOTE crossfeed bus, emergency bus, and the left

and right feed buses.
Normal starter current draw is ap-
proximately 1,000 ampere at peak. The external power relay is deenergized to re-
External power units with variable move external power from the hot battery bus
maximum current shutoff should be when either generator power relay is closed.
set to 1,100 amperes. Use of external This is to prevent the aircraft generators and
power sources with voltage in excess the EPU from applying power to the aircraft
of 29 VDC or current in excess of buses simultaneously.
1,100 amps may damage the starter.
CAUTION
CAUTION
If the battery is charged using the
Some external power units do not external power unit, it must be visu-
have reverse current protection. If ally monitored. Current from the
the unit is turned off while connected external power unit is not regulated
to the aircraft, rapid discharge and and a battery overheat may occur.
damage to the battery can result. Al-
ways disconnect the EPU from the Distribution
aircraft when not in use.
Direct current is distributed throughout the
Connecting the external power source ener- aircraft by ten buses (Figure 2-6). The main
gizes the external power relay, connecting junction box in the tail cone compartment
the external power source to the hot battery (Figure 2-7) contains two feed buses, the cross-
bus. Placing the battery switch to the BATT feed bus, and the hot battery bus. Two feed ex-
position energizes the battery relay, allow- tension buses, two crossover buses, and the
ing external power to be connected to the emergency buses are located in the cockpit.

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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 A 225 A
20 A
A
BATT
GEN GEN
OFF L OFF OFF
BATT R
POWER
L RELAY POWER LH R
RELAY
RELAY
EMER
GCU GCU
V START V 20 A START V
RELAY RELAY
L GEN HOT BATTERY BUS R GEN
QUICK-DISCONNECT
PLUG OVER
EXT
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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RIGHT DC LEFT DC
CIRCUIT CIRCUIT
BREAKER’S BREAKER’S
HOT BATTERY
BUS CIRCUIT
BREAKER’S
EMERGENCY
BUS 20 AMP
CIRCUIT BREAKER
Figure 2-7. J-Box on Aft Side of Aft Baggage Compartment
The two feed buses are normally powered by In order to permit logical grouping of circuit
the right and left generators and are tied to- breakers (e.g., left and right ignition), circuit
gether by the crossfeed bus. They may also re- connection is provided from the right or left
ceive power from the battery or an external feed extension bus to the opposite circuit-
power unit. breaker panel through the right and left
crossover buses.
The hot battery bus is always connected di-
rectly to the battery. It may receive power The hot battery bus items are:
from an external power unit, and, during nor-
mal operation, is powered from any generator. • Lights—Nose compartment light, cabin
entry door EXIT and white light, emer-
The crossfeed bus functions solely as a bus gency exit door EXIT and white lights,
tie connecting the hot battery bus, the emer- the two right wing walkway lights, the
gency bus, and the two feed buses into one in- optional right footwell strip lights, and
tegral system. the aft baggage compartment light.
• Voltmeter—It reads hot battery bus volt-
From each feed bus in the tail cone, an exten- age in BATT or EMER and zero voltage
sion bus provides distribution of power to in OFF. In OFF, the voltmeter will read
components through controls and circuit break- generator output voltage when L or R
ers in the cockpit. The left and right feed ex- GEN is momentarily selected on the
tension buses are located behind the pilot and voltage selector switch.
copilot circuit-breaker panels, respectively
(Figure 2-8 and 2-9). • ELT (optional)—If it is turned on by the
G switch, the ARM position uses hot

LEFT CIRCUIT-BREAKER PANEL—SINGLE OR DUAL PFD

ENGINE INSTRUMENTS ENVIRONMENTAL ENGINE - FUEL
L STBY L L DCU L DCU L L FUEL L NORM EMER L FUEL L L FW L L
N1 EDC PRIM SEC OIL PRESS FLOW FUEL QTY PRESS PRESS CONTROL BOOST SHUTOFF FIRE DET IGNITION
5 2 2 2 5 5 5 5 5 5 15 7.5 5 5
ANTI-ICE MISC INSTRUMENTS
L PITOT L AOA W/S BLEED W/S BLEED STBY DEFOG FRESH AIR R FUEL R R FW R R
STATIC ENGINE HTR AIR TEMP AIR GYRO CLOCK FAN FAN TEMP CONTROL BOOST SHUTOFF FIRE DET IGNITION
7.5 5 15 5 5 5 5 5 10 5 5 15 7.5 5 5
WARNING
R PITOT R TAIL W/S AS / ALT AIR AFT EVAP FWD EVAP BATTERY WARNING WARNING LANDING RUDDER
STATIC ENGINE DEICE ALCOHOL VIB FLT / HR COND FAN FAN TEMP LTS I LTS II GEAR BIAS
7.5 5 5 5 5 5 5 15 20 5 5 5 5 2
DC POWER L BUS LIGHTS SYSTEMS
L ANTI- WING L EL L THRUST ANG OF ENGINE PITCH SPEED BRAKE
START COLL NAV INSPECT PANEL PANEL ATTEN ATTACK SYNC TRIM BRAKE SYSTEM
L BUS
7.5 7.5 5 5 5 5 5 5 5 5 5 15
NO. 1 NO. 2 NO. 3
R CB R CENTER R THRUST EQUIP FLAP HYD GEAR SKID

PANEL 75 75 75 FLOOD PULSE BEACON PANEL PANEL ATTEN COOL CONTROL CONTROL CONTROL CONTROL
35 5 5 5 5 5 5 5 5 5 5 5
LEFT FEED EXTENSION RIGHT CROSSOVER EMERGENCY BUS

RIGHT CIRCUIT-BREAKER PANEL—SINGLE PFD WITH
COPILOT ROUND INSTRUMENTS (STD)
AVIONICS DC ENGINE INSTRUMENTS
COMM NAV NAV 1 XPDR ADF DME R R FUEL R OIL R R DCU R DCU R STBY
1 1 CONVERT 1 1 1 FUEL QTY FLOW PRESS EDC PRI SEC N1
10 5 5 5 5 5 5 5 5 2 2 2 5
COMM NAV NAV 2 XPDR ADF DME MKR TCAS FMS R ALT/ STDBY AHRS # AUDIO
2 2 CONVERT 2 2 2 BCN 1 1 L IAPS L FGC AS VIB HSI 1 1
10 5 5 5 5 5 5 5 5 7.5 5 5 5 5
*
PFD 1
COMM TELE STORM ADC DCP RAD # FMS # ADI HSI AHRS AUDIO
3 PHONE SCOPE 1 PRI HTR 1 ALT 2 R IAPS R FGC 2 2 2 2
5 5 5 5 10 10 5 5 5 7.5 5 5 5
PFD 2 MFD DC PWR - R BUS
IAPS ADC DCP GROUND R
RADAR HTR WARN 2 PRI HTR 2 PROX PRI HTR POWER START
R BUS
7.5 7.5 5 5 10 10 15 7.5

NO. 1 NO. 2 NO. 3
STBY POWER
AHRS AHRS CABIN CABIN N1 75 75 75 L CB
1 2 ** DISPLAY BRIEFER IND PANEL
5 5 5 5 5 35
RIGHT FEED EXTENSION OPTIONS POWERED FROM # SNs 001 THROUGH 006—YELLOW
RH CROSSOVER SNs 007 AND SUBSEQUENT—BLUE
LEFT CROSSOVER
AVIONIC BUS OPTIONS ** AHRS NO. 2 ALSO USES STBY
ATTITUDE: 30-MINUTE BATTERY
EMERGENCY BUS
* AUDIO 1 ON EMER BUS
RESERVED IF BATT SWITCH IN EMER
Figure 2-8. Circuit-Breaker Panels—SNs 0001 and Subsequent (One PFD)

LEFT CIRCUIT-BREAKER PANEL—SINGLE OR DUAL PFD

ENGINE INSTRUMENTS ENVIRONMENTAL ENGINE - FUEL
L STBY L L DCU L DCU L L FUEL L NORM EMER L FUEL L L FW L L
N1 EDC PRIM SEC OIL PRESS FLOW FUEL QTY PRESS PRESS CONTROL BOOST SHUTOFF FIRE DET IGNITION
5 2 2 2 5 5 5 5 5 5 15 7.5 5 5
ANTI-ICE MISC INSTRUMENTS
L PITOT L AOA W/S BLEED W/S BLEED STBY DEFOG FRESH AIR R FUEL R R FW R R
STATIC ENGINE HTR AIR TEMP AIR GYRO CLOCK FAN FAN TEMP CONTROL BOOST SHUTOFF FIRE DET IGNITION
7.5 5 15 5 5 5 5 5 10 5 5 15 7.5 5 5
WARNING
R PITOT R TAIL W/S AS / ALT AIR AFT EVAP FWD EVAP BATTERY WARNING WARNING LANDING RUDDER
STATIC ENGINE DEICE ALCOHOL VIB FLT / HR COND FAN FAN TEMP LTS I LTS II GEAR BIAS
7.5 5 5 5 5 5 5 15 20 5 5 5 5 2
DC POWER L BUS LIGHTS SYSTEMS
L ANTI- WING L EL L THRUST ANG OF ENGINE PITCH SPEED BRAKE
START COLL NAV INSPECT PANEL PANEL ATTEN ATTACK SYNC TRIM BRAKE SYSTEM
L BUS
7.5 7.5 5 5 5 5 5 5 5 5 5 15
NO. 1 NO. 2 NO. 3
R CB R CENTER R THRUST EQUIP FLAP HYD GEAR SKID

PANEL 75 75 75 FLOOD PULSE BEACON PANEL PANEL ATTEN COOL CONTROL CONTROL CONTROL CONTROL
35 5 5 5 5 5 5 5 5 5 5 5
LEFT FEED EXTENSION RIGHT CROSSOVER EMERGENCY BUS
RIGHT CIRCUIT-BREAKER PANEL—DUAL PFD

AVIONICS DC ENGINE INSTRUMENTS
COMM NAV NAV 1 XPDR ADF DME R R FUEL R OIL R R DCU R DCU R STBY
1 1 CONVERT 1 1 1 FUEL QTY FLOW PRESS EDC PRI SEC N1
10 5 5 5 5 5 5 5 5 2 2 2 5
COMM
2
NAV
2
NAV 2
CONVERT
XPDR
2
ADF
2
DME
2
MKR
BCN
TCAS
1
FMS
1 L IAPS L FGC
R ALT/
AS VIB
STDBY
HSI
AHRS
1
# AUDIO
1
10 5 5 5 5 5 5 5 5 7.5 5 5 5 5
*
PFD 1
COMM
3
TELE
PHONE
STORM
SCOPE
ADC
1 PRI HTR
DCP
1
RAD
ALT
# FMS
2
# R IAPS R FGC
ADI
2
HSI
2
AHRS
2
AUDIO
2
5 5 5 5 10 10 5 5 5 7.5 5 5 5
PFD 2 MFD DC PWR - R BUS
IAPS ADC DCP GROUND R
RADAR HTR WARN 2 PRI HTR 2 PROX PRI HTR POWER START
R BUS
7.5 7.5 5 5 10 10 5 5 10 10 15 7.5

NO. 1 NO. 2 NO. 3
STBY POWER
AHRS AHRS CABIN CABIN N1 75 75 75 L CB
1 2 ** DISPLAY BRIEFER IND PANEL
5 5 5 5 5 35
RIGHT FEED EXTENSION OPTIONS POWERED FROM # SNs 001 THROUGH 006—YELLOW
RH CROSSOVER SNs 007 AND SUBSEQUENT—BLUE
LEFT CROSSOVER
AVIONIC BUS OPTIONS ** AHRS NO. 2 ALSO USES STBY
ATTITUDE: 30-MINUTE BATTERY
EMERGENCY BUS
* AUDIO 1 ON EMER BUS
RESERVED IF BATT SWITCH IN EMER
Figure 2-9. Circuit-Breaker Panels—SNs 0001 and Subsequent (Two PFDs)

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battery bus power to turn the ELT off and CONTROL

arms the G-switch.
Control of DC power is maintained with a
• Emergency Battery Pack—Powers the battery switch and two generator switches
engine instrument and cockpit flood- (Figure 2-10). The battery switch has three
lights during the start sequence. A 5-G
force activates an inertia switch to power positions: BATT, OFF, and EMER.
the cabin entry door white light and
EXIT light, the emergency exit door If the battery switch is in the OFF position, the
EXIT light and white light, the two right hot battery bus is isolated from all other buses
wing walkway lights, and the optional in the system and the emergency bus is con-
left/right footwell strip lights. nected to the crossfeed bus. The battery switch
in the BATT position closes the battery relay,
NOTE completing a circuit to the crossfeed bus. The
emergency relay is deenergized while the bat-
The 525A optional left and right tery relay is in the BATT or OFF position and
footwell strip lights both operate completes a circuit to the emergency bus from
when normal DC power is available. the crossfeed bus. In the EMER position, only
During the loss of normal DC power, the emergency relay is energized, connecting
a single emergency battery pack is re- the emergency bus to the hot battery bus. The
quired to power all items and a sin- two buses are powered by the battery or exter-
gle footwell strip light. The 525 nal power. When external power is not ap-
requires two emergency battery packs plied to the aircraft and the generators are on
to power both left and right footwell the line, placing the battery switch in EMER
strip lights. or OFF isolates the battery from any charging
source without a loss of power to any bus.
The emergency bus is located on the right
circuit-breaker panel, with an emergency The generator switches are three-position
branch bus to the left circuit-breaker panel. The switches: GEN, OFF, and RESET. Placing the
emergency bus items are listed in Table 2-1. switch to GEN allows the GCU to close the
power relay and connects the generator to its
feed bus. The ammeter indicates the genera-
Table 2-1. EMERGENCY BUS ITEMS tor output to the feed buses. With the switch
in the OFF position, the power relay opens and
LEFT CB PANEL RIGHT CB PANEL the ammeter shows no generator load to the
• L STBY N1 • COMM 1
feed buses. Placing the switch in the spring-
loaded RESET position closes the generator
• R PITOT STATIC • NAV 1 AND MARKER field relay if it has opened and no fault exists.
• AS/ALT VIB BEACON
• LDG GEAR (WARNING) • AUDIO 1 (BATT Two engine start buttons (Figure 2-10) lo-
SWITCH IN EMER)
• FLOOD cated on the left panel activate a circuit to
• AUDIO 2 close the associated start relay and allow start-
• FLAP CONTROL
• GEAR CONTROL
• R STBY N1 ing current to flow from the hot battery bus to
• STDBY HSI the starter. A starter disengage button, located
• HYDRAULIC CONTROL between the starter buttons, can be used to
• AHRS 2
open the start circuit if manual termination of
the start sequence is desired (Figure 2-10).

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Figure 2-10. DC Electrical Controls and Start Buttons
A guarded battery disconnect switch (see disconnect relay then deenergizes

Figure 2-2) (BAT DISC/NORMAL) is located closed resulting in a very high charge
above the pilot armrest behind the oxygen rate and probable overheat.
control selector. It disconnects the battery and
is used only for abnormal operations involv-
ing stuck start relay or battery overtempera- MONITORING
ture. Activating this switch uses battery power
to open the battery disconnect relay on the The DC electrical system is
GEN
ground-side of the battery. The battery switch OFF monitored by two GEN OFF
must be in the BATT position for this switch L/R annunciator warning lights
to operate. If the battery ground is opened, the L R and two BATT O’TEMP warn-
battery cannot supply electrical power to the ing lights located on the main
aircraft or be charged by the generators. annunciator panel (Figure 2-11), along with
two ammeters and a voltmeter on the electri-
cal control panel.
CAUTION
Do not use the battery disconnect When illuminated, a flashing amber L or R
switch for extended time. The battery GEN OFF annunciator light indicates an
disconnect relay will continue to draw open power relay. If both annunciator lights
a small current from the battery until are illuminated, the MASTER WARNING
the battery is discharged. The battery lights also flash with steady MASTER
CAUTION lights.

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Figure 2-11. Electrical Indicators
A voltmeter selector switch permits monitor- PROTECTION

ing of voltage on the hot battery bus or from
a point between each generator and its power Two generator control units (GCUs) regulate,
relay. The selector is spring-loaded to the parallel, and protect the generators. Each unit
BATT position, in which case, hot battery bus controls a power relay which connects the gen-
voltage is indicated. The voltmeter indicates erator to its feed bus. The GCU permits the
the highest voltage of the source connected to power relay to close when the cockpit genera-
the point being monitored. When one gener- tor switch is in GEN and the generator output
ator is on line and the voltmeter selector is in equals (within .3 volts) or exceeds system volt-
either BATT or the corresponding generator age. A field relay, located in the generator con-
position, the voltmeter reads the generator’s trol unit, allows or prevents field excitation
voltage. If the voltmeter selector switch is within the generator. When open, the field relay
moved to read generator output (generator not deprives the power relay of its ground and
connected to the buses), it indicates only the causes the power relay to open. When an inter-
voltage output of the selected generator. The nal feeder fault (short circuit) or an overvolt-
gage will not read “hot battery bus voltage” age is sensed, the field relay opens. The field
when the battery switch is in OFF (i.e., goes relay also opens when the engine fire switch is
to zero). activated. A reverse current (10% of total load),
or undervoltage, opens only the power relay, re-
The ammeters read the current flow from their moving the generator from the system but leav-
individual generators to their respective DC ing the field relay closed and the generator
feed bus, and during normal operation, their output at 29 volts or lower.
indication should be parallel within ±30 amps
(±10% of total load). Amperage in the circuit The three parallel feeder cables between each
between the starter/generator and the hot DC feed bus in the tail cone and each feed ex-
battery bus is not reflected on the ammeter. tension bus on the cockpit circuit-breaker
panels are protected by three 75-ampere cock-
Pushing the engine start button illuminates pit circuit breakers. Three 80-ampere current
the starter button white light as a direct indi- limiters protect the main J-box in the tail
cation that the start relay is closed. The light cone. A 35-ampere circuit breaker on each
inside the START DISG button is a courtesy feed extension bus provides protection be-
light. It is activated when the NIGHT DIM is tween the extension bus and the crossover
turned on for night operations. bus on the opposite circuit-breaker panel.

FlightSafety
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Various other circuit breakers on the feed OPERATION

buses in the tail cone protect against overload.
For generator-assisted second engine starts, the NORMAL

battery disable relay opens the battery relay
to prevent high current flow from the cross- During the interior preflight, the generator
feed bus to the hot battery bus and protect the switches should be placed to GEN if a battery
225-amp current limiters. This forces starting start is intended or OFF if external power is
current from the generator and battery to flow to be used. The battery switch should be placed
through the two starter relays and hot battery to BATT and the voltmeter checked for 24
bus to the starter. A blown 225-amp current volts minimum.
limiter would split the feed buses, preventing
generator paralleling. After checking lights and pitot heat, the bat-
tery switch should be turned to OFF. During
Pressing the starter button for EPU starts, the exterior preflight, the battery should be vi-
first opens the battery disconnect relay to sually checked for signs of deterioration or cor-
prevent NICAD battery cycles, then closes rosion. External power should not be connected
the start relay. until these checks are complete.
Should external power unit (EPU) voltage be Before starting the engines, the generator
excessive, an overvoltage sensor opens the switches should be rechecked for proper po-
external power relay and breaks the circuit to sition and battery voltage verified. The battery
the hot battery bus. External power disable switch should be in the BATT position in order
relays also disconnect the external power unit that power from the feed extension bus may
from the hot battery bus whenever a power close the start relay when the start button is
relay closes, bringing a generator online. There depressed. Depressing the start button also
is no reverse current protection between the activates the electric fuel boost pump, arms the
hot battery bus and the EPU. When the EPU ignition, and activates the engine instrument
relay is opened due to high voltage and the EPU and overhead floodlights to full bright.
voltage is returned to normal, the EPU plug
must be pulled and reconnected to close the Closure of the start relay, indicated by illumi-
EPU relay. nation of the start button white light, connects
hot battery bus power to the starter for engine
CAUTION rotation. At 8 to 12% turbine rpm (N 2 ) and
verification of N1 rotation, the throttle is moved
Some external power units do not from cutoff to idle. Fuel is now able to flow
have reverse current protection. If through the FCU (fuel control unit) to the fuel
the EPU is turned off while connected slinger and start nozzle at the same time the ig-
to the aircraft, rapid discharge and nition is activated by a throttle switch. A green
damage to the battery can result. Al- light directly above the ignition switch and
ways disconnect the EPU from the IGN appears on the MFD at the upper ITT
aircraft when not in use. scale and indicates voltage to one or both ex-
citer boxes. Within ten seconds, combustion
should occur as evidenced by rising ITT. As the
engine accelerates through 45% N 2 , the GCU
starter overspeed sensor automatically termi-
nates the start sequence. The electric boost
pump is deenergized, the GEN OFF and igni-
tion lights go out. The start relay opens, and
the engine instrument and overhead flood-
lights return to the FLOOD rheostat. The 45%
N 2 GEN overspeed sensor terminates the start

FlightSafety
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sequence and the engine accelerates to idle power starts are planned, the generator switches
rpm of 53.4% (53.4 ±2.5%) N 2 . should remain in the OFF position until exter-
nal power has been removed from the aircraft.
The starter-generator reverts to generator Otherwise, when the first generator comes on
operation, and the GCU closes the power relay line, the external power relay is opened and the
after start termination and when the genera- EPU is automatically disconnected from the hot
tor output equals or exceeds system voltage. battery bus, and the second engine start be-
comes a generator-assisted start. First engine
For a second engine start on the ground, the ground starts through 10,000 feet MSL may be
operating generator assists the battery in battery or EPU starts.
providing current to the starter. The operating
engine must be at idle rpm. When the
remaining start button is activated, the elec- ABNORMAL
tric boost pump operates, the ignition is armed, Battery overheat can result from an exces-
the engine instrument and overhead flood- sive rate of charge or discharge, or internal
lights illuminate to full bright, and both battery damage. The greatest damage which
start relays close (the light in each starter can result from a battery overheat lies in the
button illuminates). possibility of runaway heating, in which in-
ternal failures cause the heat to continue in-
When one generator power relay is closed and creasing out of control.
the other is energized as a starter, the battery
disable relay causes the battery relay to open A battery overtemperature
the circuit between the crossfeed bus and the BATT warning system is provided to
hot battery bus in order to protect the 225- O’TEMP
warn the pilot of abnormally
ampere current limiter. high battery temperatures. An internal temper-
ature of 145°F (63°C) will illuminate a flash-
An engine start accomplished in flight using the i n g r e d BAT T O ’ T E M P a n d a f l a s h i n g
start button is a battery start only. Generator- MASTER WARNING light.
assist capability is disabled by the squat switch
when airborne. Only the associated start relay If the temperature reaches
closes, the boost pump on that side activates, > 160° 160°F (71°C) the red >160°
the ignition circuit to that engine arms, and the light and BATT O’TEMP light
engine instrument floodlight illuminates. The will both flash. The master warning will also
only difference between this start in flight and flash (if previously reset). When an overheat
one accomplished on the ground with one gen- condition exists, the battery switch should be
erator on line is that the start relay on the same placed in the EMER position to open the bat-
side as the operating generator will not close. tery relay. If the amps drop slightly when the
This isolation of the start circuit from the op- battery switch is moved to EMER, this is con-
erating generator and buses in flight is through firmation that the battery relay opened and
left squat switch logic and is required by cer- isolation occurred. The drop in amps on the
tification regulations. The protection circuit ammeter was the charging current flowing to
for the 225-ampere current limiter is the same the malfunctioning battery. If no amp drop is
as previously described. observed, the view shifts to the voltmeter to
see a one volt drop in 30 seconds to two min-
An external power unit may also be used for utes. A one volt drop from 29 volts to 28 volts
engine starts. However, prior to use, the unit over 30 seconds to two minutes confirms the
should be checked for voltage regulation (28 battery relay opened and isolation took place.
to 29 volts maximum) and an availability of 800 If so, the battery switch is selected to OFF. If
to 1,100 amperes maximum. When external

FlightSafety
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at the end of two minutes the voltage is still It self-tests all LEDs at power-up. Flashing
29 volts, the battery relay is stuck or welded LEDs can be extinguished by resetting the ap-
closed. The checklist requires the battery propriate generator switch three times within
switch to be selected to BATT so the battery three seconds if no fault exist.
disconnect switch circuit can function.
Loss of a single generator is an-
The battery disconnect switch is selected to GEN nunciated by a flashing amber
OFF
DISC, opening the battery disconnect relay. L or R GEN OFF light and a
This stops generator current flow into the bat- L R steady MASTER CAUTION
tery and allows the battery cool-down time. If light. Dual generator failure is
the pilot cannot get the charging current off of annunciated with flashing L and R GEN OFF
the battery using the battery relay, then the bat- lights, a steady MASTER CAUTION, and a
tery disconnect relay on the ground-side of the flashing red MASTER WARNING.
battery should be used to get the current off.
The voltmeter is inoperative with the battery If unable to restore any generator, the “Loss of
switch off. Both Generators” checklist will direct the pilot
to place BATTERY SWITCH to EMER. In this
If the speed-sensing switch fails to terminate situation, the pilot would have the emergency
start sequence, the START DISG button can be bus items, the standby vertical gyro, and an
used to terminate the start. Its use causes no emergency battery pack for cabin lighting and
damage to any component in the system. The egress through the cabin escape hatch.
GCU then permits the generator to come on line
after the start sequence has been terminated. Should it be necessary to disable the circuit-
breaker panel at the pilot position (left CB
Monitoring the ammeters may provide an in- panel), it can be accomplished by pulling
dication of impending generator problems. the three 75-ampere circuit breakers labeled
Ampere readings may indicate unparalleled L BUS NO 1, NO 2, NO 3, under DC power
operation if they are different by more than L BUS. It must be noted that, to totally dis-
10% of the total load. able the circuit-breaker panel, the following
emergency bus items must be pulled:
When a flashing L or R GEN
GEN OFF light illuminates on the • L STBY N1
OFF
annunciator panel, a check of • R PITOT STATIC
L R the voltmeter indicates whether
the field relay or only the power • AS/ALT VIB
relay has opened. An open field relay could be • LANDING GEAR (WARNING)
caused by a feeder fault (short circuit), over-
voltage, or by actuation of the engine fire • FLOOD
switch. A tripped field relay is indicated by
near zero voltage; it may possibly be reset • FLAP CONTROL
with the generator switch. An undervoltage or • HYD CONTROL
reverse current causes the generator control
unit to open the power relay. If voltage is ob- • GEAR CONTROL
served on the voltmeter when the affected gen-
erator is selected with the voltage selector Also, the L CB panel 35-ampere circuit
switch, generator reset is not probable. breaker, on the lower right side of the copilot
circuit-breaker panel, must be pulled to dis-
The GCUs have four built-in test equipment able the right crossover bus items.
(BITE) lights for fault detection. GCU fault
lights may indicate a GCU fault, overvoltage, The reverse procedure is necessary to disable
a ground fault, or a system wiring problem. the copilot circuit-breaker panel, and because

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the emergency bus is located behind the copi- failed prior to ground start, neither engine can
lot panel, SEVEN component circuit breakers be started until the limiter is replaced.
must also be pulled:
The flashing AFT J-BOX or CB amber light
• COMM 1
indicates the left or right start circuit breaker
• NAV 1 on the aft J-box has popped. This would deen-
ergize the starting PC board and no engine
• R STBY N1
start would be possible. Try resetting the cir-
• STDBY HSI cuit breakers (if popped). If unable to reset,
circuit-breaker maintenance is required.
• AHRS 2
• AUDIO 1 When the battery switch is in the EMER posi-
tion, emergency DC power is supplied from the
• AUDIO 2
hot battery bus through the emergency power
relay to the emergency bus circuit breakers on
NOTE each cockpit circuit-breaker panel. If the bat-
When the three 75-ampere main bus tery switch is in the BATT position, generator
breakers are pulled, the crossover power is supplied through the battery relay
bus to the opposite circuit-breaker from the crossfeed bus to the hot battery bus
panel is also disabled. and charges the battery. The emergency bus is
powered from the crossfeed bus while the bat-
tery switch is in either BATT or OFF.
Failure of a 225-ampere cur-
AFT rent limiter can be detected by
J-BOX Power is available to these items (see Table 2-
the AFT J-BOX LMT annunci- 1) for a minimum of 30 minutes from a nor-
LMT CB ator and during the generator mally charged battery with the generators OFF
check which is accomplished and the battery switch in EMER. The pilot
after engine start. When one generator switch audio panel is normally powered by normal DC
is placed to OFF, the other generator should but is powered by the hot battery bus when the
pick up the entire system load as indicated on battery switch is in EMER.
the respective ammeter. If this does not occur,
a failed current limiter could be the cause. If In the event of loss of normal DC power and the
this is the case, when the generator on the side selection of emergency on the battery switch,
with the failed limiter is selected to OFF, the communications can be maintained in the COMM
buses on that side lose power. This is most eas- 1 transmit and receive position with the speaker
ily detected by observing the engine instru- system or headphones (Figure 2-12). The use of
ments. The aircraft should not be flown in this EMER/COMM 1 might conserve battery power
condition. If a 225-amp current limiter has but necessitates the use of headsets.
Figure 2-12. Audio Control Panel

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QUESTIONS
1. A good battery should supply power to the 6. If the generators are not operating, the
hot battery bus and the emergency bus voltmeter reads battery voltage when the
for approximately: battery switch is in:
A. 2 hours A. OFF
B. 1 hour B. BATT
C. 30 minutes C. EMER
D. 10 minutes D. B and C
2. The crossfeed bus serves as: 7. The light in each engine start button
A. A power-off DC source illuminates to indicate:
B. An emergency power source A. Starting is complete
C. An extension bus B. Opening of the start relay
D. A generator tie bus C. Closing of the start relay
D. Generator disconnect
3. In flight, with the generators on line, the
battery is isolated from any charging 8. The generator field relay opens when:
source when the battery switch is in: A. An internal feeder fault is sensed
A. OFF B. An overvoltage condition is sensed
B. BATT C. An engine fire switch is activated
C. EMER D. All of the above
D. Both A and C
9. If a battery start is intended, the genera-
4. If manual termination of a start sequence tor switches should be placed to:
is desired, the switch to press is: A. OFF
A. ENGINE START B. GEN
B. START DISG C. RESET
C. L START D. ON
D. R START
10. With the battery as the only source of
5. The voltage read on the voltmeter with power and the battery switch in the OFF
the selector switch in BATT is sensed position, the bus(es) powered are:
from the: A. Crossfeed bus, hot battery bus
A. Crossfeed bus B. Hot battery bus
B. L feed bus C. Emergency bus, crossfeed bus
C. Hot battery bus D. Emergency bus, crossfeed bus, hot
D. R feed bus battery bus

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11. With the battery as the only source of power 15. Regarding the engine starting sequence
and the battery switch in the EMER posi- (battery start on the ground):
tion, the following bus(es) are powered: A. It is normally terminated by the
A. Crossfeed bus, hot battery bus pilot with the START DISG button.
B. Emergency bus, crossfeed bus, hot B. The boost pumps and ignition
battery bus switches must both be in the ON po-
C. Emergency bus only sition before the start button is de-
D. Emergency bus, hot battery bus pressed.
C. A minimum of 57% N 2 is required
on the operating engine prior to
12. With the battery as the only source of starting the second engine.
power and the battery switch in the BATT D. It is terminated normally by the 45%
position, the following condition exists: N2 speed-sensing switch on the
A. All DC buses are powered for 10 starter-generator.
minutes.
B. All buses except the emergency bus
16. The most correct statement is:
are powered.
C. Only the left and right main DC A. The illumination of the engine
buses are powered. START DISG button is a function of
the panel lights control night-dim
D. Only the battery, emergency, and hot
switch.
battery buses receive power.
B. The generator switches are placed
in the OFF position for an EPU
13. The primary item that receives power start.
directly from the hot battery bus is: C. A failed left 225-ampere current
A. Seat belt sign limiter prevents starting of the left
B. Nose baggage compartment light engine.
C. L pitot-static heater D. All of the above.
D. Audio 1 and Audio 2
17. With the electrical system operating nor-
mally (both generators on the line with the
14. In flight, an engine start accomplished battery switch in BATT):
with the start button (not a windmilling
start): A. The generator control units (GCUs)
serve to automatically regulate,
A. Is a generator-assist start to prevent parallel, and protect the generators.
excessive battery drain
B. The battery will supply power to the
B. Is not possible; only windmilling hot battery and emergency buses.
air starts are possible
C. Each generator will supply power to
C. Is a battery start as the generator the equipment on its respective feed
assist is disabled in flight to protect and feed extension buses.
the operating generator
D. The voltage of the battery and gener-
D. Must be manually terminated by the ators may be read by momentarily
starter disengage button. selecting the desired position with the
voltage selector switch.

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18. Placing the battery switch in EMER with 21. The NiCad BATT O’TEMP light comes on
the generators on the line: steady and remains steady when the flash-
A. Will cause loss of power to the ing MASTER WARNING is pressed out:
emergency bus since the generators A. A fire and explosion hazard now
are on the line exists.
B. The emergency bus is powered by B. Move the battery switch to EMER
the battery and see the amps and volts drop.
C. Will still provide charging power to C. Select BATT switch to OFF.
the battery D. All of the above.
D. Should result in the battery voltage
remaining at 29.0 volts
22. Both engines are started and the AFT
J-BOX LMT light is observed on:
19. Loss of both generators: A. You are airworthy; go ahead and fly.
A. R and L GEN OFF annunciator light B. The start relay is stuck closed.
illuminates. C. A 225 amp current limiter is blown
B. R and L GEN OFF annunciator light repair this before flight.
will not illuminate, but the MAS- D. If a generator fails, the other one will
TER CAUTION will flash. be able to pick up the load.
C. R and L GEN OFF annunciator light
and MASTER CAUTION lights
illuminate. 23. The battery disconnect switch is used for:
D. R and L GEN OFF annunciator light A. Stuck start relay
and MASTER CAUTION and warn- B. Stuck battery relay during battery
ing lights illuminate. overtemperature
C. Test
20. During engine start, the speed sensing D. All of the above.
switch will terminate the start sequence
thus removing power from the:
A. Starter-generator, engine-driven
fuel pump, and the fuel firewall
shutoff valve
B. Electric fuel boost pump, ignitors,
and the starter-generator
C. Electric fuel boost pump, motive
flow shutoff valve, and the fuel low
pressure sensor
D. Starter-generator, generator power
relay, and manual fuel shutoff valve

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL .............................................................................................................................. 3-1
INTERIOR LIGHTING .......................................................................................................... 3-2
Cockpit Lighting.............................................................................................................. 3-2
Passenger Compartment Lighting.................................................................................... 3-4
Emergency Lighting ........................................................................................................ 3-7
Baggage Compartment Lighting ..................................................................................... 3-7
EXTERIOR LIGHTING ......................................................................................................... 3-8
Navigation Lights ............................................................................................................ 3-8
Anticollision Lights ......................................................................................................... 3-8
Beacon Light.................................................................................................................... 3-8
Landing/Recognition/Taxi Lights .................................................................................... 3-8
Wing Inspection Light ..................................................................................................... 3-9
Tail Floodlights (Optional) ............................................................................................ 3-11
Automatic Pulselite System........................................................................................... 3-11
QUESTIONS......................................................................................................................... 3-12

ILLUSTRATIONS
Figure Title Page
3-1 Interior Lighting Controls ........................................................................................ 3-2
3-2 Cockpit Floodlights.................................................................................................. 3-3
3-3 Map Lights and Controls ......................................................................................... 3-3
3-4 Typical Electroluminescent Control Panel Lighting................................................ 3-3
3-5 PFD/MFD–DIM Rheostat........................................................................................ 3-4
3-6 Passenger Reading Lights ........................................................................................ 3-4
3-7 Cabin Lighting Control ON ..................................................................................... 3-5
3-8 Entry Light Switch ................................................................................................... 3-5
3-9 Entry or Emergency Exit Lights .............................................................................. 3-6
3-10 Lighting Control Switches ....................................................................................... 3-6
3-11 Seat Belt/No Smoking Light.................................................................................... 3-7
3-12 Optional Aisle (Footwell) Lights ............................................................................. 3-7
3-13 Nose Baggage Compartment Light and Switch....................................................... 3-7
3-14 Aft Baggage Compartment Lighting ....................................................................... 3-8
3-15 Exterior Lighting Locations ..................................................................................... 3-9
3-16 Exterior Lighting Switches ...................................................................................... 3-9
3-17 Navigation, Anticollision, and Beacon Lights....................................................... 3-10
3-18 Landing Lights (Recessed) .................................................................................... 3-10
3-19 Pilot Switch Panel.................................................................................................. 3-10
3-20 Wing Inspection Light ........................................................................................... 3-10
3-21 Optional Tail Floodlights ....................................................................................... 3-11

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CHAPTER 3
LIGHTING
EXIT
INTRODUCTION
Lighting on the Citation CJ2 is used to illuminate the cockpit area and all flight instru-
ments. The majority of the instruments are internally lit. For general illumination, flood-
lights 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
located over the cabin door and emergency exit. Exterior lighting consists of the naviga-
tion, anticollision (strobes), landing, wing inspection, and red flashing beacon lights.
GENERAL
Aircraft lighting is divided into interior and panels, and map lights. Cabin lighting consists
exterior lighting. Interior lighting is further di- of passenger reading lights, floodlights illu-
vided into cockpit, cabin, and emergency light- minating the main cabin door and emergency
ing. Cockpit lighting consists of instrument exit, an aft compartment light, lighted signs,
panel lights, floodlights, electroluminescent and optional indirect fluorescent lights.

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INTERIOR LIGHTING COCKPIT LIGHTING

Interior lighting is provided for the cockpit and Cockpit Floodlights
cabin both fore and aft compartments. Instru- Two cockpit floodlights (Figure 3-2), located
ments are internally lighted. Switch labels and overhead near the center of the flight compart-
functions are backlit by electroluminescent ment, provide cockpit lighting and emergency
lighting. All panel light control rheostats are lighting for the instrument panel. Dim-bright
powered by a NIGHT DIM switch (Figure 3-1). control is accomplished with the FLOOD LTS
Once powered by the NIGHT DIM switch, these rheostat. The battery switch must be in BATT
rheostats may be individually adjusted. or EMER for operation.
The rheostats are labeled LEFT, CENTER, A standby instrument floodlight is located
RIGHT, and EL. The LEFT rheostat controls under the fire warning panel on the glareshield
the intensity of the lighting of the instruments and cockpit floodlights are located overhead
on the pilot panel, the CENTER rheostat con- (Figure 3-2). These lights illuminate full bright
trols instrument lighting on the center instru- when either engine is in the start cycle or when
ment panel, and the RIGHT rheostat controls the FLOOD LTS rheostat is turned to bright
instrument lighting on the copilot panel. The (full clockwise). Cockpit floodlight power is
rheostat labeled EL controls all electrolumi- supplied by the emergency bus through the
nescent panel lighting. The operation of the FLOOD circuit breaker on the pilot circuit-
NIGHT DIM switch to ON has six functions: breaker panel.
it dims the annunciator lights, igniter lights, and
landing gear indicator lights; and, illuminates
the STARTER DISENGAGE button, powers Map Lights
the control rheostats, and powers the red wind-
Map lights are located on the left and right for-
shield ice detection lights. Two overhead flood-
ward overhead panel (Figure 3-3).
lights and a standby instrument floodlight
controlled by the floodlight rheostat, are avail-
Rheostats located on the forward side of the left
able for normal or emergency cockpit lighting.
and right side consoles control their brilliancy.
Intensity of the overhead floodlights and the
Electrical power to operate the map lights is
standby instrument floodlight is controlled
routed from the left DC bus for both the pilot
with the FLOOD LTS rheostat located to the
and copilot through the NAV circuit breaker on
left of the NIGHT DIM master switch. During
the pilot circuit-breaker panel.
the starting sequence, these three lights are
powered full bright by the emergency battery
pack, located in the cockpit headliner.
Figure 3-1. Interior Lighting Controls

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OVERHEAD MAP LIGHT

OVERHEAD FLOOD LIGHTS
STANDBY INSTRUMENT
FLOOD LIGHT
Figure 3-2. Cockpit Flood Lights
MAP LIGHT RHEOSTAT (EACH SIDE)
Control Panel Lights Figure 3-3. Map Lights and Controls
The control of panel lighting is provided by
electroluminescent light panels, consisting of
a layer of phosphor sandwiched between two
electrodes and encapsulated between layers of
plastic (Figure 3-4). White lettering on a gray
background is used on the panel faces.
Control is accomplished with the lighting rheo-

stat labeled EL (Figure 3-1). Electroluminescent
panels are used on the circuit-breaker panels,
switch panel, light control panel, environmental
control panel, landing gear control panel, and
power quadrant panel. Electrical power to the
electroluminescent light panels is supplied by an Figure 3-4. Typical Electroluminescent
inverter located in the nose baggage compart- Control Panel Lighting
ment. The inverter is rated at 40 to 60 VAC and is
powered through the EL PANEL circuit breaker
on the left extension bus located on the pilot cir-
cuit-breaker panel.

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Instrument Lights PASSENGER

Instruments are internally lighted. The COMPARTMENT LIGHTING
instrument panel lights are dimmed by the The passenger compartment lighting includes
appropriate control panel or on the instru- all cabin lights, utility lights and lighted signs,
ment itself. indirect fluorescent lights (optional), and pas-
senger reading lights (Figure 3-6).
Large PFD and MFD lighting changes are ac-
complished with the PFD/MFD rheostat on
the lower pilot switch panel. The rocker switch
labeled BRT–DIM, located at the lower right
corner of each adaptive flight display, makes
small lighting changes when the NIGHT–DIM
switch is on.
The standard single-PFD installation with

round copilot instruments uses the R
EFIS/STBY rheostat (Figure 3-5) for internal
LCD lighting control in the Smith’s STANDBY
HSI, copilot ADI, and copilot HSI. Bezel light-
ing control is via the CENTER lighting rheo- Figure 3-6. Passenger Reading Lights
stat for the STANDBY HSI and the RIGHT
lighting rheostat for the copilot ADI and HSI The passenger reading lights are mounted in
bezels. The optional dual-PFD installation re- the overhead console. The passenger reading
labels R EFIS/STBY rheostat to STBY HSI and lights adjust fore and aft, and each is con-
controls the LCD lighting in the STANDBY trolled by an integrally-mounted switch. Pas-
HSI. The CENTER rheostat controls senger reading lights are protected by the
STANDBY HSI bezel light intensity. cabin light circuit breaker on the J-box in the
tailcone.
Power is supplied by three 5-VDC inverters.
The electrical power source for the left panel
lights is from the left feed DC extension bus Indirect Fluorescent
and the right crossover bus for the right and Lights (Optional)
center panels. Circuit protection is provided
through appropriately labeled circuit breakers The CABIN LIGHT switch, located on the
on the left circuit-breaker panel. upper refreshment center cabinette behind the
CP PFD
DIM SWITCH
Figure 3-5. PFD/MFD–DIM Rheostat

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copilot seat, controls the optional indirect 29 VDC is continuously available to

(fluorescent) lights (Figure 3-7). The indirect the lighting system. For battery
light circuit breaker is on the J-box in the tail engine starts where system voltage
cone. First press of the button causes the dig- drops below 24 DC, operate the lights
ital LED indicator lights above the switch in the BRIGHT position only until the
CABIN LIGHTS and the fluorescent cabin engines are started.
lights to go to full bright. A second press of
the button causes the LEDs and fluorescent Entry Lights
lights to light at half bright. A third press of
the button extinguishes the LED indicator and The entry light switch at the main entry door
the indirect lights in the overhead. post (Figure 3-8), when pressed, turns on the
main door entry light and exit sign light, the es-
cape hatch light and exit sign light, the two
NOTE right wing walkway lights (Figure 3-9), the
light in the vanity, and optional aisle lights.
It is recommended that ground oper- The entry light switch on the upper refresh-
ation of the fluorescent lights be lim- ment center turns ON/OFF the same lights.
ited to the BRIGHT position until Power to the system is off the hot battery bus
the engines have been started or until through the EMER LTS circuit breaker on the
aft J-box. The green LCD digital readout is
visible all the time. A solid green circle ap-
pears to the left of the switch label when the
lights are selected ON.
The entry lights are also controlled by the

PASS SAFETY–OFF–SEAT BELT switch on
the lower pilot switch panel, and informs pas-
sengers when smoking is prohibited and when
to fasten seat belts. The switch has three po-
Figure 3-7. Cabin Lighting Control ON sitions: PASS SAFETY–OFF–SEAT BELT
(Figure 3-10).
Figure 3-8. Entry Light Switch

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MAIN ENTRY DOOR LIGHT ESCAPE HATCH LIGHT

AND EXIT SIGN LIGHT AND EXIT SIGN LIGHT
RIGHT WING WALKWAY LIGHTS

Figure 3-9. Entry or Emergency Exit Lights
Selecting PASS SAFETY on the passenger

safety switch turns on the forward main entry
door light and its exit sign light, the aft van-
ity light and escape hatch light and its exit sign
light, two wing walk lights, and the optional
aisle lights through the emergency lights cir-
cuit breaker on the aft J-box hot battery bus.
Also, all seat belt/no smoking lights (Figure
3-11) and optional chimes (if installed) are en-
ergized through the oxygen/seat belt circuit
breaker on the aft J-box by normal DC power.
Figure 3-10. Lighting Control Switches The SEAT BELT position turns on all seat
belt lights and the optional chimes (if in-
stalled) through the oxygen/seat belt circuit
breaker on the aft J-box by normal DC power.
In OFF, the signs are extinguished.

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Figure 3-12. Optional Aisle (Footwell) Lights

Figure 3-11. Seat Belt/No Smoking Light by the emergency battery pack, regardless of
rheostat position. Floodlight protection is from
EMERGENCY LIGHTING the flood circuit breaker on the left panel.
The emergency lighting system provides illu-
mination if normal DC power fails or during BAGGAGE
abnormal conditions. The emergency light- COMPARTMENT LIGHTING
ing system can be powered by one of three
methods: selecting the passenger safety switch Baggage compartment lighting includes the
to PASS SAFETY (Figure 3-10), or pushing tailcone compartment light and the nose bag-
the ENTRY LIGHT switch on the main entry gage compartment light. They are wired
door post or refreshment center, or activating directly to the hot battery bus and do not
the emergency battery pack in the overhead require the battery switch to be turned on for
above the pilot heads through a 5-G impact. operation.
The hot battery bus powers the switches and
trickle charges the emergency battery pack.
Nose Baggage Compartment
Emergency battery pack power to the emer- The manual switch assembly of the baggage
gency lighting system is by activation of a light system is an illuminated rocker switch.
5-G inertia switch. The emergency battery The switch is mounted overhead, adjacent to
pack consists of 20 small 1.25-volt nickel- the light assembly (Figure 3-13). The normal
cadmium batteries on a box with attached in- position for the manual switch applies DC
ertia switch and fuse protection, located above power to the light. During daylight hours or
the cockpit headliner. when the light is not desired, the manual
switch is positioned to OFF, which discon-
Emergency battery pack lighting through PASS nects power from the light. When the switch
SAFETY switch selection turns on the door is in OFF, it is illuminated so that it is easy
light and emergency exit sign light above the to locate at night.
main entry door (Figure 3-9), the light over the
emergency exit and the emergency exit sign
light, and the two right wing walk lights for
emergency egress over the right wing. If the
5-G switch is activated, the optional aisle
lights will also illuminate (Figure 3-12).
The FLOOD LTS rheostat normally provides

emergency bus power to the standby instru-
ment floodlight under the fire warning panel
on the glareshield and the two cockpit flood-
lights located overhead. During the engine
start sequence from start button activation to Figure 3-13. Nose Baggage Compartment
start termination at 45% N 2 , these three lights Light and Switch
are powered to a higher intensity than full bright

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A microswitch mounted on the left and right controlled by a NAV switch with ON and OFF
baggage door hinge turns the light off regard- positions. The NAV circuit breaker is on the
less of rocker switch position when both left circuit-breaker panel.
baggage doors are closed.
ANTICOLLISION LIGHTS
Aft Baggage
The anticollision lights are white strobe lights
Compartment Lighting mounted in each wingtip (Figure 3-17) and are
A manual toggle switch mounted on the for- controlled with the ANTI-COLL switch lo-
ward side of the access door frame in the cated on the instrument panel (Figure 3-16).
tailcone (Figure 3-14) controls DC power to The switch furnishes DC power to the anti-
the light assembly. collision lights. Each light has its own power
supply. The ANTI-COLL circuit breaker is on
A microswitch will turn the light off regard- the left circuit-breaker panel.
less of switch position when the door is closed.
BEACON LIGHT
The beacon light is a red flashing beacon
mounted on top of the vertical stabilizer (Fig-
ure 3-17) controlled by the BEACON switch
with ON and OFF positions (Figure 3-16).
The BEACON circuit breaker is on the left cir-
cuit-breaker panel.
LANDING/RECOGNITION/TAXI
LIGHTS
Figure 3-14. Aft Baggage The combination LANDING/RECOGNI-
Compartment Lighting TION/TAXI lights are mounted below the
fuselage in front of the bottom fairing (Figure
3-18). Each light is a fixed-position, sealed
EXTERIOR LIGHTING beam lamp, controlled by separate switches lo-
cated on the pilot switch panel (Figure 3-19).
The exterior lighting system consists of nav- The landing lights are protected behind tem-
igation, landing/recognition/taxi, anticolli- pered glass covers and are situated and in-
sion, flashing red beacon, and wing inspection stalled so the crew is shielded from the glare
lights. The exterior lighting system provides and halation from the lamps. The LANDING
necessary illumination for aircraft operation selection causes the brightest illumination for
during the day or night. Exterior lighting lo- landing; RECOG/TAXI position inserts a
cations are illustrated in Figure 3-15 and ex- resistor into the circuit causing a lower illu-
terior lighting controls are shown in Figure mination. Lamp life can be significantly ex-
3-16. tended by using the RECOG/TAXI position.
The LANDING position is to be used just
prior to takeoff roll and secured shortly after
NAVIGATION LIGHTS landing. An optional pulse light switch is avail-
A green navigation light is installed on the able which makes the landing lights pulse on
right wingtip, a red light on the left, and a and off. Landing light circuit breakers are on
white light on top of the upper vertical stabi- the aft J-box.
lizer (Figure 3-17). The navigation lights are

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BEACON NAVIGATION
LIGHTS
LANDING/RECOG/TAXI WING ANTICOLLISION TAIL

LIGHTS INSPECTION LIGHT FLOOD
LIGHT
BEACON
NAVIGATION LIGHT TAIL FLOOD WING WALKWAY

ANTICOLLISION LIGHT LIGHTS
Figure 3-15. Exterior Lighting Locations
WING INSPECTION LIGHT

The wing inspection light (Figure 3-15) is a
fixed-position light located above and slightly
forward of the wing leading edge and mounted
on the left side of the fuselage (Figure 3-20).
The light is used at night to visually check the
wing leading edge for ice accumulation. The
inspection light is controlled by a WING
INSP/ON–OFF switch located on the pilot
Figure 3-16. Exterior Lighting Switches switch panel (Figure 3-16). The WING IN-
SPECT circuit breaker on the left circuit-
breaker panel provides protection.

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NAVIGATION LIGHT
ANTICOLLISION
LIGHT
BEACON
NAVIGATION
(TAIL) LIGHT
Figure 3-17. Navigation, Anticollision, and Beacon Lights
Figure 3-18. Landing Lights

(Recessed)
Figure 3-20. Wing Inspection Light
Figure 3-19. Pilot Switch Panel

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TAIL FLOODLIGHTS Operating Limitations

(OPTIONAL) The landing lights must be turned ON prior to
The optional tail floodlights (Figure 3-21) are 300 feet AGL on landing approach.
located on the lower surface of the right and
left horizontal stabilizers and illuminate the Abnormal Procedures
left and right verticals. The TAIL FLOOD
switch (if installed) is just to the left of the Uncontrolled pulse operation or dispatching
landing light switches (Figure 3-19) with cir- with inoperative system:
cuit protection through the TAIL FLOOD LTS
circuit breaker in the aft J-box. 1. PULSE Circuit Breaker
(L Circuit-Breaker Panel) ........... PULL
Normal Procedures
Before Landing
Select LANDING L AND R–ON prior to 300
feet AGL.
NOTE
The RECOG/TAXI lights must be
ON for the automatic Pulselite
system to operate.
Figure 3-21. Optional Tail Floodlights
The landing lights must be turned

AUTOMATIC ON prior to 300 feet AGL on landing
approach to deactivate the pulsing.
PULSELITE SYSTEM
General The automatic Pulselite system is
automatically deactivated on the
The automatic Pulselite system provides puls-
ground.
ing of the RECOG/TAXI lights. The system is
automatically activated when both
RECOG/TAXI LIGHTS are selected ON and
the aircraft is airborne. The automatic Pulselite
system is overridden (steady illumination of
RECOG/TAXI lights) when the left main squat
switch indicates the aircraft is on the ground.
Selecting one or both lighting switches to OFF
or LANDING will deactivate the automatic
Pulselite system. See Supplement 8 for further
information.
The Pulselite system is considered optional

equipment and the aircraft may be dispatched
with the system turned OFF. In case of a sys-
tem malfunction, the circuit breaker may be
pulled to deactivate the system for dispatch.

QUESTIONS
1. The lighting rheostat labeled “LEFT” 4. The map lights are controlled with
controls: rheostats located on the:
A. Pilot instrument panel lights A. Center pedestal
B. Center instrument panel lights B. Pilot and copilot instrument panels
C. Copilot instrument panel lights C. Overhead lights panel
D. Both circuit-breaker panel lights D. Forward side of the left and right side
consoles
2. The lighting rheostat that controls the
electroluminescent lighting is labeled: 5. When the CABIN LIGHT switch is
A. LEFT pressed the first time, the fluorescent
lights illuminate:
B. CENTER
C. RIGHT A. Full bright
D. EL B. Dim
C. And dim should be used during engine
ground starts
3. Turning the NIGHT DIM master switch D. After three seconds
to ON:
A. Activates the control rheostats
6. When the landing gear is retracted, the
B. Dims the annunciator panel lights
landing lights:
C. Illuminates the STARTER DISEN-
GAGE button A. Automatically extinguish
D. All of the above. B. R e m a i n i l l u m i n a t e d a n d m u s t b e
manually switched OFF
C. Are selected to LAND for longest life
D. Alternately flash right, left, etc.

CHAPTER 4
MASTER WARNING SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL .............................................................................................................................. 4-1
ANNUNCIATOR PANEL....................................................................................................... 4-2
MASTER WARNING RESET LIGHTS (RED)..................................................................... 4-2
MASTER CAUTION RESET LIGHTS (AMBER) ............................................................... 4-3
INTENSITY CONTROL ........................................................................................................ 4-3
TEST FUNCTION .................................................................................................................. 4-3
ILLUMINATION CAUSES .................................................................................................... 4-3
AUDIO WARNING SYSTEM................................................................................................ 4-3
QUESTIONS ......................................................................................................................... 4-11

ILLUSTRATIONS
Figure Title Page
4-1 Rotary Test Switch ................................................................................................... 4-3
4-2 Annunciator Panel.................................................................................................... 4-4
TABLES
Table Title Page
4-1 Annunciator Illumination Causes ............................................................................ 4-5
4-2 Rotary Test Indications ............................................................................................ 4-8
4-3 PFD Flags and Warnings ....................................................................................... 4-10

FlightSafety
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CHAPTER 4
MASTER WARNING SYSTEMS
INTRODUCTION
The master warning systems on the Citation CJ2 provide a warning of aircraft equip-
ment malfunctions, indication of an unsafe operating condition requiring immediate at-
tention, and indication that some specific systems are in operation.
GENERAL
The master warning and master caution annun- WARNING, CAUTION, and ADVISORY. All
ciator panel light system consists of two mas- except those associated with Electronic Flight
ter warning light switches and two master Instrument System (EFIS), autopilot, avionics
caution light switches, and an annunciator and engine fire warning/suppression are lo-
panel light cluster which provides a visual cated in the glareshield annunciator panel.
indication to the pilots of certain conditions The abnormal and emergency procedures in
and/or functions of selected systems. Each this section are keyed, where applicable to
annunciator segment has a legend which these annunciators. Warning lights are gener-
illuminates to indicate an individual system ally red (except failure of both generators). Red
fault. Annunciator lights are classified as lights indicate a warning malfunction which

FlightSafety
international
requires immediate corrective action. The red ADVISORY lights are white and do not trig-
warning lights in the annunciator panel will ger a MASTER WARNING but will cause a
cause the MASTER WARNING RESET lights MASTER CAUTION when the aircraft is in
to flash. Failure of both generators (amber flight and the thrust attenuators are unlocked.
annunciators) is a red function and triggers the When an advisory light illuminates, the check-
MASTER WARNING lights. Illumination of list may require an action. If required, the ac-
the L or R ENGINE FIRE light does not trig- t i o n w i l l b e f o u n d i n t h e “A b n o r m a l
ger the MASTER WARNING lights. Procedures” check list or in the AFM.
CAUTION lights are amber. Amber lights in-

dicate either a caution malfunction that re-
quires immediate attention, but not necessarily
ANNUNCIATOR PANEL
immediate action, or abnormal system oper-
The annunciator panel is located on the center
ation. The amber lights, located in the annun-
instrument panel and contains a cluster of warn-
ciator panel, come on flashing and cause the
ing/caution/advisory lights. The annunciator
MASTER CAUTION RESET lights to come
panel lights are composed of liquid crystal,
on steady. When the MASTER CAUTION is
display (LCD) shutters and light emitting
reset, the amber lights go steady until the con-
diodes (LEDs) and do not have replaceable
dition is solved. If the amber light problem is
bulbs. The annunciator lights operate in
solved, the MASTER CAUTIONs automati-
conjunction with the MASTER WARNING
cally go out.
and MASTER CAUTION lights. When a sys-
tem malfunctions, the associated annunciator
The wing and engine anti-ice amber lights do
illuminates until the malfunction is corrected.
not operate like other amber lights. During
inflight icing conditions they come on steady
one minute after an undertemperature and/or
underspeed condition occurs for wing anti- MASTER WARNING
ice, with no MASTER CAUTION lights. If
the undertemperature or underspeed still ex- RESET LIGHTS (RED)
ists at the two minute point the wing and en-
gine anti-ice lights come on flashing and There are two MASTER WARNING lights,
MASTER CAUTION lights steady. This is to one located on the pilot instrument panel and
avoid nuisance trips of the lights if the pilot one on the copilot instrument panel. When
corrects the situation before one minute or any red light on the annunciator panel illumi-
after the first warning of the problem at the nates, the MASTER WARNING lights illu-
one-minute point. If the situation is not cor- minate simultaneously and flash until reset.
rected by the two-minute point, the pilot is There is only one condition during which
given a more aggressive warning. amber lights on the annunciator panel cause
the master warning lights to illuminate. That
When a red annunciator light illuminates, it condition is when both GEN OFF lights illu-
will flash until the MASTER WARNING light minate. The seriousness of this condition war-
is reset. The annunciator will then stop flash- rants master warning light system actuation.
ing and remain illuminated steady. If the con- The master warning light system incorporates
dition which caused the annunciator to a reset switch which is actuated by pushing in
illuminate is corrected prior to resetting the on either master warning reset light lens. Press-
MASTER WARNING lights, the annunciator ing the master warning light resets the circuit
will extinguish, but the MASTER WARNING and makes the system available to alert the op-
lights must be reset to extinguish. erator should another system fault occur. The
master warning light will stay illuminated and
flash until reset, even if the malfunction which

L INTENSITY CONTROL
GEN
The annunciator lights will dim automa-
tically when the PANEL LIGHT CONTROL
TEST NIGHT/DIM switch is placed in the ON position.
OFF FIRE
ANNU WARN
TEST FUNCTION
ANTI LDG A rotary test switch (Figure 4-1) is located on
SKID GEAR the left side of the pilot instrument panel.
Positioning the switch to ANNU causes all
OVER BATT annunciators, MASTER CAUTION, and the
SPEED TEMP MASTER WARNING lights to illuminate.
Illumination verifies only annunciator lamp in-
W/S TEMP AOA tegrity. Some other associated system lights
RUDDER also illuminate when this switch is activated.
BIAS
Figure 4-1. Rotary Test Switch ILLUMINATION CAUSES

caused the light to illuminate has been cor- Ta b l e 4 - 1 s h ow s e a c h a n n u n c i a t o r l i g h t
rected. Pressing the MASTER WARNING placard, color, and cause for illumination.
light does not normally extinguish the annun-
ciator segment light. If the left or right 225-
a m p c u r r e n t l i m i t e r o p e n s ( b l ow s ) b o t h AUDIO WARNING SYS-
MASTER WARNING lights come on steady.
The MASTER CAUTION lights, if on, should TEM
go out if pressed.
Various audio warnings are incorporated into
aircraft systems that warn of specific condi-
MASTER CAUTION tions and malfunctions. The systems, sounds,
and test conditions are shown in Table 4-2.
RESET LIGHTS (AMBER)
Testing the audio system and various other
There are two MASTER CAUTION lights, one system functions is provided by the same ro-
located on the pilot instrument panel and one lo- tary test switch that is used to test the annun-
cated on the copilot instrument panel (located ciator system. When the switch is rotated
adjacent to the MASTER WARNING lights). through each position, the associated system
The MASTER CAUTION lights illuminate functions as described in Table 4-2 will occur.
steady when any amber annunciator panel light
illuminates flashing. The amber annunciators
will flash when initially illuminated until the
MASTER CAUTION lights are reset at which
time they will illuminate steady until the fault
is corrected. The MASTER CAUTION lights
may be cancelled by pressing either MASTER
CAUTION light switch or fixing the problem.

4-4

BATT CABIN OIL PRESS FUEL FUEL LOW FUEL LOW FUEL FLTR FUEL FUEL
O’TEMP ALT WARN GAUGE LEVEL PRESS BYPASS BOOST ON TRANSFER
VF > 160° L R L R L R L R L R L R
I
DA
E I F/W EMERG W/S AIR P/S HTR ENG WING BLD AIR TAIL DEICE TAIL DEICE
OL SHUT OFF PRESS ON O’HEAT OFF ANTI-ICE ANTI-ICE O’HEAT FAIL PRESS
FRESH AOA HTR AIR DUCT
AF L R L R L R L R L R L R
UA AIR FAIL O’HEAT
D I
I GEN AFT DOOR NOT FLAPS PWR BRK HYD FLOW HYD PRESS ATTEN ATTN STOW
OL OFF J-BOX LOCKED > 35° LOW PRESS LOW ON UNLOCK SELECT
DOOR ANTI-SKID SPD BRK GROUND
L R LMT CB L R L R
SEAL INOP EXTEND IDLE
MASTER MASTER RUDDER

WARNING CAUTION BIAS
RESET RESET
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Figure 4-2. Annunciator Panel
Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES
The red battery overtemperature The amber FUEL LOW LEVEL

BATT light, upper half, will flash when the FUEL LOW light advises that the fuel quantity
O’TEMP battery temperature is over 145°F LEVEL is below 200 ±10 pounds in either
(63°C). The whole light will flash at tank. The MASTER CAUTION
> 160° temperatures over 160°F (71°C). L R illuminates with a 4-second delay
Illumination of the light also to avoid nuisance trips in rough air.
triggers the MASTER WARNING
lights flashing. The optional voice The amber FUEL LOW PRESS
annunciation will sound an alert FUEL LOW light advises that the fuel pressure
tone followed by “Battery Overtemp”. PRESS is below normal limits in the left or
right engine fuel supply lines, ON
The red CABIN ALT light L R through 4.4 psi falling and OFF
CABIN illuminates as a function of where through 6.4 psi rising.
ALT the automatic cabin pressure
con-troller is set by the pilot. If set The amber FUEL FLTR BYPASS
under 8,000 feet in the normal FUEL FLTR light indicates fuel filter bypass is
mode, the CABIN ALT light BYPASS impending or is actually bypassing.
illuminates at 10,000 feet cabin
pressure. If set for high altitude L R
landing mode above 8,000 feet,
the CABIN ALT light illuminates at
14,500 feet cabin pressure. The white FUEL TRANSFER light
Illumination of the light also
FUEL indicates that the fuel transfer
triggers the MASTER WARNING TRANSFER valve is energized for fuel transfer
lights flashing. The optional voice operation. The supplying tank fuel
annunciation will sound an alert boost pump annunciator will also
tone followed by “Cabin Pressure”. be illuminated.
The red oil pressure warning light The white ATTN STOW
advises that oil pressure is below ATTN STOW SELECTED annunciator indicates
OIL PRESS
25 psi in the left or right engine. SELECTED that the stow position has been
WARN
Illumination of either light also selected on the thrust attenuator
triggers the MASTER WARNING switch. The thrust attenuators will
L R
lights flashing. The optional voice not operate.
annunciation advises “Left Engine Oil
Pressure” or “Right Engine Oil The external yellow RUDDER
RUDDER BIAS light illuminates during rotary
Pressure”.
BIAS test to indicate the rudder bias
solenoid is spring loaded to the
FUEL The amber FUEL GAUGE light
tailcone ambient pressure
indicates that a fault has been
GAUGE reference or bias not available
detected in the respective fuel
position. The light is out when the
gauging system.
L R rudder bias solenoid is energized
or during loss of normal DC power.
The white FUEL BOOST ON light

FUEL indicates that the respective fuel
BOOST ON boost pump is either automatically
or manually receiving power.
L R

Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES (Cont)
The amber GEN OFF light advises The white HYD PRESS ON light
GEN that the associated generator power HYD PRESS indicates the hydraulic bypass
OFF relay is open. Illumination of both ON valve is closed and the system is
lights will trigger the MASTER pressurized.
L R WARNING lights flashing. The
optional voice annunciation advises The white SPD BRK EXTEND light
“Generator Failure” for a single SPD BRK advises that the left and right
GEN OFF light. EXTEND speedbrakes are fully extended.
The amber AFT J-BOX LMT light The white ATTEN UNLOCK light
AFT advises that the aft J-box left or ATTEN indicates that the respective thrust
J-BOX right 225A current limiter circuit UNLOCK attenuator is not in the stowed
breaker is opened, indicating (locked) position.
LMT CB probable blown current limiter. L R
The amber AFT J-BOX CB light

indicates left or right start control The amber FLAPS >35° light will
FLAPS illuminate if the flaps are extended
aft J-box circuit breaker(s) is
> 35° beyond 35° and both throttles are
opened.
advanced beyond approximately
The amber F/W SHUTOFF light 85% N2, on the ground. This light
F/W indicates the left or right FUEL and is on anytime the flaps are
SHUTOFF HYDRAULIC valves are both fully extended beyond 35° in flight.
closed. The valves can be opened
L R by depressing the L or R ENGINE The amber PWR BRK LOW
FIRE switchlights a second time.
PWR BRK PRESS advises that the power
LOW PRESS brake hydraulic pressure is low.
The amber EMERG PRESS ON The ANTI-SKID INOP light will also
EMERG light indicates the emergency be on.
PRESS ON pressurization system was selected
on the air source select switch. The amber ANTISKID INOP light
ANTISKID advises that the antiskid system is
The amber FRESH AIR light INOP inoperative, the system is in a test
FRESH indicates the air source selector is mode, or the control switch is in
AIR set to the fresh air position. the off position. An open or short
fault can turn this light on with the
The amber HYD FLOW LOW light gear handle up or down.
HYD FLOW advises that the left or right
LOW hydraulic pump flow rate is below The amber DOOR NOT LOCKED
normal and the pump is
DOOR NOT light advises that the main cabin
L R inoperative below .35 to .55 gpm. LOCKED door is not secured and the tail
cone compartment or either nose
baggage door is not key locked.

Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES (Cont)
The amber DOOR SEAL light The amber ENG ANTI-ICE light
DOOR indicates a loss of 23 psi service air ENG indicates engine inlet temperature
SEAL pressure to primary cabin door seal. ANTI-ICE is below safe level for satisfactory
The light indicates door seal pressure ice protection. The light illuminates
is 5.5 psi above cabin pressure. L R steady one minute after the cowl
undertemperature of 10°C (50°F). If
The white TAIL DEICE PRESS light still undertemperature after 2
TAIL DEICE indicates proper boot inflation
PRESS minutes, the light flashes and
pressure: L 6 seconds ON, then 6 MASTER CAUTION comes on
seconds OUT; then R 6 seconds ON,
steady.
L R then OUT for the balance of 3 minutes
and cycles again, while the switch is
The amber WING ANTI-ICE
ON. In manual, both lights are ON. WING
indicates wing leading edge is
ANTI-ICE
undertemperature, overtemperature,
The amber TAIL DEICE fail light or when in flight under 75% N2 rpm.
TAIL DEICE illuminates during any one of the L R There is a one-minute delay for the
FAIL following conditions: 1) when either light to come on steady for under-
the voltage to the valve or pressure speed in flight, or undertemperature.
to the deice boots are not what If still undertemperature or under-
they should be during a boot speed after 2 minutes, the light
inflation or deflation cycle, 2) when flashes and MASTER CAUTION
the clock to the deice timer has comes on steady.
stopped, or 3) when the TAIL
DE-ICE circuit breaker is pulled.
The amber BLD AIR O’HEAT light
The amber W/S AIR O’HEAT light BLD AIR indicates that a malfunction has
W/S AIR advises that bleed air to the O’HEAT caused the bleed air leaving the
O’HEAT windshield exceeds safe temperature respective precooler to exceed
limits 149°C (300°F) with the control L R allowable temperature of 293°C
switch in HI or LOW. With the switch (560°F). It goes out on cool down
in OFF, it indicates the shutoff valve below 282°C (540°F).
has failed open or is leaking bleed air,
allowing line pressure to exceed 5 psi. The amber AIR DUCT O’HEAT light
AIR DUCT
The amber AOA HTR FAIL light advises that the temperature in the
O’HEAT
AOA HTR advises that the heating element in duct leading to the cabin exceeds
FAIL the angle-of-attack probe is safe limits, over 149°C (300°F).
inoperative, or the pitot heat switch The amber VIDEO FAIL light
is off. VF indicates failure of the visual annun-
I A ciator test. Pressing either of the
P/S HTR The amber P/S HTR OFF light D I MASTER WARNING RESET
OFF advises that the PITOT HEAT switch EL switches for 2 to 3 seconds will cause
is off or, if the switch is on, that O the annunciator to leave the test
power has been lost to any pitot tube
L R heater or any static port heaters.
mode and resume operation until
AF cause of the test failure can be
UA determined.
On the ground, the white GND IDLE D I
GND I L The amber AUDIO FAIL light
light illuminates with NORMAL
IDLE selected on the GND IDLE switch. In O indicates failure of the audio annun-
flight, it means the engines may ciator test. Caution: one or more
reduce to ground idle speed if audio warnings may be inoperative.
throttles are reduced to idle stop.

Table 4-2. ROTARY TEST INDICATIONS
ROTARY SWITCH
INDICATION
POSITION
OFF The red light is extinguished 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 associated aural warning will be
heard. The voice annunciation LEFT ENGINE FIRE/RIGHT ENGINE FIRE will be heard
(voice system only). Avionics power must be on or a headset must be worn to hear the
audio warnings.
LDG GEAR The green NOSE, LH, RH, and the red GEAR UNLOCKED lights, and associated aural
warning tone or the voice annunciation LANDING GEAR (voice system) will be 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 O’TEMP light first flashes for over 145°F then followed by the whole light
segment flashing for >160°F to show circuit integrity. The MASTER WARNING lights
illuminate, accompanied with associated aural warning. Avionics power must be on or a
headset must be worn to hear the audio warnings. The BATT O’TEMP is on for eight
seconds after it is deselected.
AOA The stick shaker will operate. The angle-of-attack meter needle rotates past the red area.
The indexer red chevron light (optional) will flash on and off. Avionics power must be on to
test the EADI and indexer functions. THE AOA1 and AOA2 red lights in the AFDs are on.
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 remote annunciator (and MASTER CAUTION)
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 light should illuminate when LOW or HI is selected on the
windshield bleed-air switch, and the bleed air-solenoid control valve closes. The MASTER
CAUTION light will illuminate after a four-second timer delay in HI and LOW positions.
Check both HI and LOW positions.
OVER SPEED The audible Mach warning signal sounds (four rapid chirps and a pause, then repeats
eight times). Avionics power must be on or a headset worn to hear the audio warnings.
With the optional voice annunciatorion system, a series of ten tones will be heard four
times.

Table 4-2. ROTARY TEST INDICATIONS (Cont)
ROTARY SWITCH
INDICATION
POSITION
Selecting the ANTISKID test position initiates a full dynamic self-test of the digital
ANTISKID
anti-skid system. The ANTISKID INOP light flashes about 6 seconds and goes out.
The annunciator panel video and audio fail lights illuminate. The annunciator panel
lights illuminate by rows. The MASTER WARNING and MASTER CAUTION lights
repetitively flash four times and pause as the top row illuminates and goes out. The
MASTER WARNING and MASTER CAUTION lights again flash four times and pause
as the middle row of lights illuminate and go out, repeating for the lower row, top row,
etc., until any other rotary test position is selected. The MASTER WARNING and
MASTER CAUTION lights cannot be reset during this test. The standby N1 LCDs flash
ANNU 88.8’s for 15 seconds, then two zeros. The mode select panel(s) yellow button lights
illuminate. The FAN 1 (COMM 1) and FAN 2 (COMM 2) amber lights illuminate. The
standard altimeter ALT amber light comes on steady. The optional Honeywell Ametek
AM-250 round digital altimeter amber light is on steady. Extinguished GPWS and DME
lights are tested. The RUDDER BIAS amber light and tilt panel compressor on green
light illuminates. The autopilot panel yellow TURB light is on and the XFR button light, if
installed. If a voice annunciation is installed, a voice annunciation TEST will be heard
periodically. The three optional AOA indexer lights illuminate steady. The Davtron and
digital cabin pressure controller lights are not tested. If all tests are successfully
completed with the voice system, READY will be heard at the end.

Table 4-3. PFD FLAGS AND WARNINGS
FLAG COLOR MEANING
ALT RED* Altitude data fail

AOA# RED* Angle-of-attack data fail
AP RED* Autopilot disconnect warn
ATT RED* Attitude fail
DCP RED* Display control panel fail
FD RED* Flight director fail/bars removed/pitch or roll data failure
FMS# RED* FMS data fail
G/S RED* Glideslope data fail
HDG RED* Heading data fail
IAS RED* Airspeed data fail
LOC# RED* Localizer data fail
RA RED* Radio altitude fail
TRIM RED* Pitch trim fail (autopilot engaged)
For non-runaway failures—remains till the fault is cleared.
For runaway failures—TRIM remains until the autopilot is
disengaged, even if the fault is cleared.
VOR# RED* VOR data fail
VS RED* Vertical speed data fail
XTLK YELLOW AFD crosstalk fail
Displays when any AFD loses crosstalk input from any other
PFD or MFD. XTLK is removed when communication is
restored. Does not show in PFD or MFD reversion.
NOTE:
Where # is 1 or 2; and for AHS and ADC.
*Flag flashes for five seconds when first in view, then is steady.
FLIGHT CONTROL SYSTEM (FCS) MODE MESSAGES
IN BOTH PFDs—MODERATE MISTRIM
R YELLOW The arrow is the direction to relieve forces.
YELLOW The arrow is the direction to relieve forces.

A
E YELLOW The arrow is the direction to relieve forces.
TEST YELLOW In both PFDs—FCS in the test mode
FD1 or YELLOW Displayed if the cross-side flight director is displayed

FD2 on the on-side PFD.
ENG 1 or WHITE These messages are NO COMPARATOR FLAGS.

ENG 2 ON BLACK Valid data is being supplied for one or more engine
parameters, but independently sourced data required for
the display’s comparison function for that parameter is not
available. If all parameters are available, or if all parameters
are flagged invalid, the ENG 1 or ENG 2 light goes out.

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QUESTIONS
1. An annunciator panel light will 3. The rotary test switch:
extinguish: A. Illuminates all annunciators in the
A. When pressed ANNU position
B. Upon landing B. Is spring-loaded to OFF
C. When the malfunction is corrected C. Only illuminates all red annunciators
D. If the master warning system is reset in the ANNU position
under all conditions D. Only illuminates all amber annunci-
ators in the ANNU position
2. The MASTER WARNING lights illumi-
nate flashing: 4. Amber annunciator lights illuminate:
A. When any annunciator panel light A. Steady
illuminates B. Flashing, then go steady when the
B. When a red annunciator panel light il- steady MASTER CAUTION switch-
luminates light is pressed out
C. When both the L and R GEN OFF C. And go out only when they burn out
annunciators illuminate D. Then are pressed out by the MASTER
D. Both B and C WARNING switchlights

CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL .............................................................................................................................. 5-1
DESCRIPTION AND OPERATION ...................................................................................... 5-2
Fuel Storage ..................................................................................................................... 5-2
MAJOR COMPONENTS FUEL TRANSFER SYSTEM—NORMAL OPERATION ......... 5-4
Boost Pumps .................................................................................................................... 5-4
Ejector Pumps .................................................................................................................. 5-4
Fuel Transfer Valve .......................................................................................................... 5-4
Fuel Heaters and Sump Temperature Sensors ................................................................. 5-4
SHUTOFF VALVES................................................................................................................ 5-5
Firewall ............................................................................................................................ 5-5
Controls............................................................................................................................ 5-5
INDICATING SYSTEM ......................................................................................................... 5-5
Quantity Indication .......................................................................................................... 5-5
Fuel Quantity Signal Conditioner.................................................................................... 5-6
Annunciator Lights .......................................................................................................... 5-7
OPERATION ........................................................................................................................... 5-7
Fuel Transfer System Operation ...................................................................................... 5-9
FUEL SERVICING............................................................................................................... 5-11
General........................................................................................................................... 5-11
Safety Precautions ......................................................................................................... 5-11

Refueling ....................................................................................................................... 5-11

Defueling ....................................................................................................................... 5-11
QUESTIONS......................................................................................................................... 5-12
5-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
5-1 Right Wing Tank ...................................................................................................... 5-2
5-2 Fuel Vent Scoop (NACA) ....................................................................................... 5-2
5-3 Fuel Port Assemblies................................................................................................ 5-3
5-4 Fuel Filler Cap ......................................................................................................... 5-3
5-5 Three Drains Per Wing............................................................................................. 5-3
5-6 Ejector Pump............................................................................................................ 5-4
5-7 Fuel System Controls............................................................................................... 5-5
5-8 Normal MFD Fuel Quantity and Fuel Flow Display............................................... 5-6
5-9 MFD/PFD Reversion Switch and Compressed Displays ........................................ 5-6
5-10 Fuel Quantity Signal Conditioner ............................................................................ 5-6
5-11 Fuel Transfer System—Normal Operation .............................................................. 5-8
5-12 Fuel Transfer Switch ................................................................................................ 5-9
5-13 Fuel Transfer System—Fuel Transfer Operations.................................................. 5-10
5-14 Filler Port ............................................................................................................... 5-11

FlightSafety
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CHAPTER 5
FUEL SYSTEM
4 6
MAIN
FUEL
2 8
LBS X 100
0 10
INTRODUCTION
This chapter presents the fuel system of the Citation CJ2. The fuel transfer system is
used for both normal feed and fuel balancing operations.
GENERAL
Each wing tank provides fuel to its respective on the multifunction display (MFD) or primary
engine. Fuel flow to the engines is accom- flight displays (PFDs) if reverted. The airframe
plished with an electrically driven boost pump fuel system up to the engine-driven fuel pump
and an ejector pump, one in each tank. The sys- is presented in this chapter. For description
tem is controlled by switches and a selector on and operation of the engine fuel system, refer
the pilot instrument panel, and is monitored to Chapter 7, “Powerplant.”
by colored annunciator lights and fuel displays

FlightSafety
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DESCRIPTION Tank Vents

AND OPERATION A NACA vent system is installed in each wing
to maintain positive internal tank pressures
within the structural limitations of the wing.
FUEL STORAGE It permits overflow of fuel due to thermal ex-
pansion and equalization of pressure within
Tanks the tank as fuel is consumed. The vent (Figure
5-2) is anti-iced by design (NACA).
The “wet wing” fuel tank in each wing is an
integral part of the wing structure, sealed to
contain fuel (Figure 5-1). Each tank includes
all the wing area forward of the rear spar and
aft of the front spar, except for the main gear
wheel well. Holes in spars and ribs permit
fuel movement within the tanks; however, baf-
fles in the outboard ribs prevent rapid move-
m e n t o f f u e l o u t b o a r d d u r i n g w i n g - l ow
attitudes. Each tank includes a vent system,
fuel quantity probes, a filler cap, sump drains,
ejector pumps, and an electrically driven boost
pump. The outer 18 inches at the wingtips are
dry bay. Combined usable fuel quantity of Figure 5-2. Fuel Vent Scoop (NACA)
both tanks is approximately 3,960 pounds (293
U.S. gallons per wing, 586 gallons total).
Tank Filler
Each wing has one, flush-mounted fuel filler
assembly located on the upper surface near
the wingtip. The filler assembly consists of
an adapter, a military-type cap, and a chain
attached to the cap that is secured to a flat
metal tab halfway down the inside of the
filler neck. The full mark is visibly stamped
on the metal tab (Figure 5-3). Fuel is not to
be loaded above the full mark.
Each cap is recessed with flush-fitting tabs, and

is marked to indicate open and closed posi-
tions. To remove the cap, lift the tab and ro-
tate counterclockwise. The tab should be down
and aft when properly fastened (Figure 5-4).
Figure 5-1. Right Wing Tank

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TWO DRAINS EACH SIDE OF SKID PAD

UNDER WING CENTERLINE
Figure 5-3. Fuel Port Assemblies
Figure 5-5. Three Drains Per Wing
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, a Phillips screwdriver can be used
to turn the valve a quarter-turn counterclock-
wise (CCW) to pop out and expose the leak-
Figure 5-4. Fuel Filler Cap ing primary O-ring. This O-ring can easily be
removed and replaced. Push up flush and turn
Drain Valves a quarter-turn clockwise (CW) to seal back on
the primary O-ring. If no O-ring is available,
There are six total fuel quick drains, with three the aircraft may be flown with the valve
valves in the lower surface of each wing popped out, sealed on the secondary O-ring
(Figure 5-5). The drains are used to remove (not leaking), to an airport where an O-ring
moisture and sediment from the fuel and to is available.
drain residual fuel for maintenance. Each drain
contains a spring-loaded poppet that can be un-
seated for fuel drainage. One flush drain is out- NOTE
board of the wheel well cutout and the other All aviation fuels absorb moisture
two are located under the wing just outboard from the air and contain water in both
of the skid pad near the wing centerline. Check suspended particle and liquid forms.
the drains before the first flight of the day and Water contamination of the fuel is
after each refueling. normally remedied by daily drain-
ing of water from the tanks utilizing
Allow as much time as possible for water and the poppet drain valves.
contaminates to settle to the drain points be-
fore the drain check.

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MAJOR COMPONENTS closed. The transfer valve is controlled by the

fuel transfer switch.
FUEL TRANSFER SYS-
Selecting L TANK to R TANK
TEM—NORMAL FUEL
TRANSFER on the fuel transfer switch im-
OPERATION mediately activates the left
wing electric boost pump, turning on the L
FUEL BOOST ON light. The FUEL TRANS-
BOOST PUMPS FER white annunciator light comes on and
One DC electric, centrifugal-type boost pump the transfer valve opens within 1.5 seconds.
in each tank sump supplies fuel to the respec- The left boost pump pumps fuel from the left
tive engine-driven fuel pump, transfer ejector sump through the open transfer valve, through
pump, or through the fuel transfer balancing the right wing, nonoperational electric boost
system to the opposite sump. Switches on the pump, into the right wing sump. Minimum
pilot instrument panel control the pumps. The discharge pressure is 15 psi. The arrow on the
left and right feed extension DC buses supply fuel transfer switch points to the wing sump
power for boost pump operation. Running the fuel is directed to. When the transfer valve is
boost pump(s) without fuel in the wing will energized, the FUEL TRANSFER white light
damage the boost pump(s). illuminates. When fuel transfer is completed,
the fuel transfer switch is turned OFF. The
transfer valve closes immediately and the
EJECTOR PUMPS boost pump shuts down after a 3-second delay.
There are two ejector pumps in each wing.
Both pumps are powered by fuel flow and de- FUEL HEATERS AND SUMP
liver fuel to the engine by the venturi princi- TEMPERATURE SENSORS
ple. The primary ejector pump receives motive
flow from the engine-driven fuel pump and is The right and left fuel temperature sensors in
the primary source of pressurized fuel to the each sump measure and display sump temper-
engine-driven fuel pump and transfer ejector ature (___°C FUEL). Fuel temperature appears
pump. The transfer ejector pump operates on just above FUEL PPH on the MFD engine dis-
fuel flow from either the primary ejector pump play. Examples of displayed sump fuel tem-
or boost pump, and transfers fuel from the perature are 30°C or –15°C. Display range is
lowest point in the forward area of the tank to –64°C to 64°C in one-degree increments. The
the sump. Figure 5-6 shows a functional display is green in the range of ≥–40°C (low
schematic of an ejector pump. limit) to ≤50°C (upper limit), and yellow if op-
erating outside this range. Two yellow dashes
EJECTOR PUMP flash for 5 seconds, then steady, if all fuel
OUTPUT
MOTIVE FLOW temperature sources fail.
INLET Motive flow fuel heating is accomplished by
routing fuel through the oil to fuel heat ex-
SUCTION
changer. The heated fuel eliminates the need
Figure 5-6. Ejector Pump for Prist. This heated fuel is routed to power
the primary ejector pump. Warmed primary
ejector fuel is routed to the engine fuel pump,
the transfer ejector pump, and helps warm the
FUEL TRANSFER VALVE sump fuel.
The fuel transfer valve is attached to the rear
spar in the left wing sump. It is an electrically
opened solenoid and spring-loaded (fail-safe)

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SHUTOFF VALVES the electrically driven boost pumps. Each

switch has positions labeled ON–OFF–
NORM. During normal operation of the fuel
FIREWALL system, the NORM position is selected. In
this position, the boost pump operates auto-
Electrically operated motor-driven fuel fire- matically during engine start, fuel transfer op-
wall shutoff valves, one in each engine fuel eration, or when low fuel pressure is sensed
supply line, are controlled by the red L or R in the engine fuel supply line. If the throttle
ENGINE FIRE switchlights on the glareshield. is OFF, the boost pump will not come on au-
The valves are closed only in the event of en- tomatically in a low fuel pressure condition,
gine fire or test. When both the fuel and hy- even though the switch is in NORM. When
draulic firewall shutoff valves are closed, the the switch is OFF, the boost pump will not op-
applicable amber L or R F/W SHUTOFF amber erate. In the ON position, the pump operates
annunciator light illuminates. continuously.
The FUEL TRANSFER selector has three po-

NOTE sitions, each labeled L TANK–OFF–R TANK.
If an engine is shut down in flight for The selector arrow determines the fuel flow path
reasons other than fire, the firewall when moved out of OFF to R TANK or L TANK.
shutoff valves must be open and the The tail of the arrow is normally the heavy
boost pump manually turned on to wing from which fuel will be drawn and the
prevent damage to the windmilling arrow points to the tank to be filled, i.e., the di-
engine-driven fuel pump. rection fuel is to be moved. Moving the selec-
tor out of OFF to either of the operating
positions selects the tank to be supplied.
Motive Flow Shutoff Valve
The motive flow shutoff valve on each side is Detailed operation of the fuel system during
normally springloaded open. It is electrically normal and fuel balancing operations is pre-
closed, by the engine start PC board in the tail sented under Operation later in this chapter.
cone, during the engine start sequence through
45% N 2 . Fuel circulates in the engine-driven
pump through 45% N 2 allowing the pump to
stay warmer, enhancing cold weather starting
INDICATING SYSTEM
capability.
QUANTITY INDICATION
CONTROLS The fuel system has 14 capacitance probes,
seven in each wing tank, which compensate for
Controls for the fuel system are located on changes in density caused by temperature
the pilot left switch panel (Figure 5-7). The changes. Fuel quantity readouts are normally
L or R FUEL BOOST pump switches control in pounds (LBS) or by strapping change to
KGS. Changing strapping settings is done in
FUEL TRANSFER the Collins Pro Line 21 integrated avionic
OFF FUEL BOOST
processing system (IAPS) computer in the
L ON R nose. Adaptive flight display (AFD) digital
L R O
F
fuel quantity readout display range is 0 to
TANK TANK
F 2,300 pounds (0 to 1,022 KGS) per side
L R NORM NORM (Figure 5-8). The pointer is white and the dig-
ENG ENG
ital readout is green. The probes supply ana-
log quantity information to the fuel quantity
Figure 5-7. Fuel System Controls signal conditioner. The signal conditioner

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The fuel flow displays consist of green digital

ITT °C N2 FUEL QTY readouts for each engine (Figure 5-8 or 5-9).
1000 0.0 % 0.0 LBS Fuel flow is normally in pounds per hour (PPH),
900 2000
OIL PSI OIL °C or by strapping can be changed to kilograms per
800 1500 hour (KPH). DCU fuel flow output is set to
valid zero PPH (or zero KPH) when on-side en-
700
1000 gine fuel cutoff and on-side N 2 <12%.
500
600 12 °C 12 FUEL QUANTITY
400 FUEL
200 0 PPH 0 1220 1210 SIGNAL CONDITIONER
The dual channel (left and right wing) fuel
quantity signal conditioner (Figure 5-10) is a
Figure 5-8. Normal MFD Fuel Quantity microprocessor mounted just to the right of
and Fuel Flow Display center, on the aft pressure bulkhead under the
aft evaporator cover. A velcro cover is re-
supplies the primary and secondary data con- moved and the unit is observed with a flash-
centrator units (DCUs), located in the tail light, several inches below the small opening.
cone behind the J-box on either side of the bat- The microprocessor has right and left tank
tery compressor compartment. The DCUs con- fault indications. It displays opens, shorts,
vert analog data to digital data normally out of range, and self-test faults. A fault causes
displaying the fuel quantity in pounds on the the R or L FUEL GAUGE annunciator lights
multifunction display (MFD) in the center in- to illuminate along with one or more of the six
strument panel or the PFDs, when using the re- LED bit fault lights on the signal conditioner
version switch (Figure 5-9). (three bit lights per wing). A specific pattern
of the LED BITE fault lights indicates a spe-
cific fault. The right channel of the signal con-
ditioner receives the current flow from each
84.6 N2 84.6 of the seven right wing capacitive probes and
NORM %
REV TO REV TO computes right wing fuel quantity. Right wing
PFD MFD FF fuel quantity is sent to the right DCU and is
440 PPH 450
displayed by white tape pointers and digital
930 QTY
LBS 930 indications on the MFD for each tank. Fuel
quantity indication is from 0 to 2,300 pounds.
Figure 5-9. MFD/PFD Reversion Switch The sump capacitive probe also serves as a di-
and Compressed Displays electric sensor to adjust the signal conditioner
for fuel density changes (changes in the dielec-
The fuel quantity system operates on DC power tric constant).
through the respective FUEL QTY circuit
breaker on the left and right circuit-breaker
2
1
0
panels. These are powered from the left and

E
F
right feed buses. If the MFD can’t find FUEL RIGHT

QUANTITY from any of the normal sources,
or is reported failed by the internal diagnos-
2
1
0
E
F
tics, the white tapes(s) is (are) removed and LEFT

the boxed readout is replaced by four yellow
dashes. If the MFD goes blank, fuel quantity LED BIT FAULT
can be displayed by reversion on the PFDs in INDICATORS
the compressed format as a digital display
Figure 5-10. Fuel Quantity
only. If the PFD and MFD go blank, there is
Signal Conditioner
no fuel quantity display.

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ANNUNCIATOR LIGHTS the fuel quantity signal conditioner before

turning off the battery switch. Record the
There are seven annunciator lights associated pounds of fuel in each tank in flight at the
with the fuel system, each incorporating a L time the light(s) comes on.
or R capsule, one of which also illuminates
with the annunciator. All are shown in Chapter If fuel filter bypass is impend-
FUEL FLTR
4, “Master Warning Systems.” BYPASS ing, a fuel filter differential
pressure switch mounted on the
The amber L or R F/W SHUT- L R fuel pump will illuminate the
F/W
SHUT OFF OFF and MASTER CAUTION amber L or R FUEL FLTR BY-
lights illuminate when both fuel PASS annunciator and MASTER CAUTION
L R and hydraulic firewall shutoff lights at approximately 5 psi across the fuel fil-
valves have fully closed by deter. Actual full bypass occurs at 10 psid. Land
pressing the red L or R ENGINE FIRE switch- as soon as practical.
light. Depressing the ENGINE FIRE
switchlight a second time opens the shutoff FUEL The white L or R FUEL BOOST
valves and turns off the F/W SHUT OFF light. BOOST ON ON light illuminates when the
boost pump is energized for op-
The amber L or R FUEL LOW L R eration.
FUEL LOW
PRESS PRESS and MASTER CAU-
TION lights come on if fuel A white FUEL TRANSFER
L R pressure drops below 5 (4.4) psi, FUEL
TRANSFER annunciator will illuminate
and goes out above 7 (6.4) psi. when the transfer solenoid
valve is energized.
FUEL LOW The amber L or R FUEL LOW
LEVEL LEVEL and MASTER CAU-
TION annunciator lights are ac-
L R tuated by a float switch. They OPERATION
come on when the fuel quan-
tity is 200 ±10 pounds in that tank. The MAS- Wi t h t h e F U E L B O O S T p u m p s w i t c h i n
TER CAUTION for this annunciator is delayed NORM, pressing an engine START button en-
4 seconds to minimize inadvertent MASTER ergizes the fuel boost pump, moving wing fuel
CAUTION illumination in turbulent condi- through the firewall shutoff valve to the
tions with low fuel. engine-driven fuel pump (Figure 5-11).
When the engine start terminates, the boost

NOTE pump is deenergized (FUEL BOOST ON light
The fuel boost pump should be po- goes out). Motive-flow fuel from the engine-
sitioned to ON if the L or R FUEL driven pump is directed to the primary ejec-
LOW LEVEL annunciator is illumi- tor pump, which continues to supply fuel to
nated or indicated fuel quantity is the engine-driven fuel pump and transfer ejec-
below 250 ±10 pounds. tor pump. The transfer ejector pump transfers
fuel from the forward area of the tank to the
sump. The transfer valve is closed; therefore,
FUEL A fault detected by the fuel each engine is being supplied from its respec-
GAUGE quantity signal conditioner tive wing tank.
flashes the amber L or R FUEL
L R GAUGE annunciator light and The firewall shutoff valves are normally open.
gives a steady yellow MASTER They can be closed by pressing the L or R
CAUTION annunciator light. The pilot should ENGINE FIRE switchlight in the event of an
record the pattern of the six bit fault lights on engine fire or test.

5-8
L R
ENGINE ENGINE
TRANSFER FIRE FIRE
EJECTOR
PUMP TRANSFER
EJECTOR
FUEL LOW FUEL TRANSFER PUMP FUEL LOW
LEVEL OFF FUEL BOOST LEVEL
L R L ON R L R

L R O
TANK TANK F
CHECK F
FUEL VALVE L R
FUEL
NORM NORM
BOOST ON ENG ENG BOOST ON
L R L R
SUMP TRANSFER
SUMP
PRIMARY VALVE
PRIMARY
EJECTOR FAILSAFE
EJECTOR
PUMP CLOSED FUEL FILTER FUEL PUMP
BYPASS GAUGE
LEFT FUEL L R L R RIGHT FUEL
FIREWALL LEFT RIGHT FIREWALL
SHUTOFF BOOST PUMP TEMP TEMP BOOST PUMP SHUTOFF
F/W FUEL
SENSOR SENSOR
ENGINE- SHUT OFF TRANSFER
DRIVEN L R
FUEL PUMP
FUEL LOW ENGINE-

PRESS DRIVEN
FUEL PUMP
L R
FUEL LOW FUEL LOW

PRESSURE SWITCH P P PRESSURE
MASTER SWITCH
FUEL FILTER
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CAUTION FUEL FILTER
(BYPASS)
DC POWER (BYPASS)
HM RESET
L GEN BATT R GEN FCU HM
SLINGER SLINGER
FCU
OFF OFF
international
START NOZZLE
RESET EMER RESET
9 PPH INCLUDED
IN F/F
Figure 5-11. Fuel Transfer System—Normal Operation

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F/W
Illumination of the amber L or The left and right engines continue to receive
SHUT OFF R F/W SHUT OFF annunciator their normal supply of fuel from the primary
light verifies that the fuel and ejector pumps. A slight back-pressure from
L R hydraulic firewall shutoff normal primary ejector pump supply to the
valves have closed. engines moves the one-way check valves
closed just downstream of the electric boost
A pressure switch illuminates the amber L or pumps, creating a closed route for fuel to move
R FUEL LOW PRESS annunciator if fuel pres- from one operating electric boost pump to the
sure fails. If the L or R FUEL BOOST pump other nonoperating boost pump.
switch is in NORM, the boost pump is ener-
gized, as indicated by illumination of the white Monitor the FUEL QTY indicator on the MFD
L or R FUEL BOOST ON annunciator. If the for fuel balancing or the QTY LBS indicator
boost pump can provide adequate pressure in on the PFDs if reverted. To verify that fuel
the fuel supply line, the amber L or R FUEL transfer is occurring, it is necessary to moni-
LOW PRESS light will go out. However, the tor the fuel quantity white tape pointers or
boost pump will remain on until it is manually digital indicators. Fuel will normally transfer
reset (Figure 5-13). to the selected tank at approximately 10
pounds-per-minute, or 600 pounds-per-hour.
Maximum normal fuel imbalance is 200
FUEL TRANSFER pounds. Maximum emergency fuel imbalance
SYSTEM OPERATION is 600 pounds.
Fuel balancing is controlled by the fuel trans- To terminate fuel transfer and return the sys-
fer switch on the pilot left switch panel tem to normal operation, move the fuel trans-
(Figure 5-12). fer switch to OFF. The electric boost pump is
deenergized, the FUEL TRANSFER white
light goes out, and the fuel transfer valve
FUEL TRANSFER
springloads closed. The system is now back
OFF
to normal operation, with each engine being
supplied by its respective tank. If electrical
L R power fails during fuel transfer operation,
TANK TANK
the fuel transfer solenoid valve fails to the
L R closed position.
ENG ENG
NOTE
Figure 5-12. Fuel Transfer Switch If the boost pump switch is OFF, the
fuel transfer circuit will not function.
Using the fuel transfer system, fuel from the
heavy wing tank sump can be transferred to
the opposite wing tank sump. Selecting the
NOTE
fuel transfer switch L TANK to R TANK If both FUEL BOOST ON annunci-
energizes the left tank electric boost pump ators come on when fuel transfer is
and electrically opens the fuel transfer valve. selected, both boost pumps have
Left tank boost pump pressure supplies fuel been energized and fuel transfer can-
from the left wing tank sump through the open not occur. Cycle the FUEL BOOST
transfer valve, through the nonoperational pump switch for the nonselected tank
right electric boost pump into the right wing to ON, then back to NORM. This
tank sump. should deenergize the pump in the
tank not selected and allow fuel
transfer to begin.

5-10
L R
ENGINE ENGINE
TRANSFER FIRE FIRE
EJECTOR
PUMP TRANSFER
EJECTOR
FUEL LOW FUEL TRANSFER PUMP FUEL LOW
LEVEL OFF FUEL BOOST LEVEL
L R L ON R L R

L R O
TANK TANK F
CHECK F
FUEL VALVE L R
FUEL
NORM NORM
BOOST ON ENG ENG BOOST ON
L R L R
SUMP SUMP
PRIMARY TRANSFER PRIMARY
TEMP EJECTOR
EJECTOR VALVE
FUEL SENSOR PUMP
PUMP ENERGIZED FUEL FILTER
OPEN BYPASS GAUGE
LEFT FUEL L R L R RIGHT FUEL
FIREWALL OPERATING FIREWALL
SHUTOFF NONOPERATING SHUTOFF
BOOST PUMP TEMP F/W FUEL RIGHT
SENSOR BOOST PUMP
ENGINE- SHUT OFF TRANSFER
DRIVEN L R
FUEL PUMP
FUEL LOW ENGINE-

PRESS DRIVEN
FUEL PUMP
L R
FUEL LOW FUEL LOW

PRESSURE SWITCH P P PRESSURE
MASTER SWITCH
FlightSafety
FUEL FILTER CAUTION
(BYPASS) FUEL FILTER
DC POWER (BYPASS)
HM RESET
L GEN BATT R GEN FCU HM
SLINGER SLINGER
FCU
international
OFF OFF START NOZZLE
RESET EMER RESET
9 PPH INCLUDED
IN F/F
Figure 5-13. Fuel Transfer System—Fuel Transfer Operations

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FUEL SERVICING Biological growth in jet fuel is possible.

Illumination of the FUEL FLTR BYPASS light
and fuel heating is discussed in Chapter 7,
GENERAL “Powerplant.”
Fuel servicing includes those procedures nec-
essary for fueling and checking for contami- SAFETY PRECAUTIONS
nants and condensation in the fuel.
Refueling should be accomplished only in
Fuel servicing is accomplished through flush areas that permit free movement of fire equip-
filler cap on the outboard section of each wing ment. Follow approved grounding procedures
(Figure 5-14). for the aircraft and the tender. One approved
grounding point is installed under each wingtip.
Use approved radar procedures.
When adding a biocidal agent, follow the man-

ufacturer’s instructions.
NOTE
Figure 5-14. Filler Port Fuel is considered contaminated
when it contains any foreign sub-
Refuel to the FULL indicating tab in the filler stances that are not provided under
neck for maximum usable fuel for flight plan- the fuel specification. These foreign
ning. If the wing is fueled to the refueling cap substances normally consist of water,
level, this may not allow room for expansion rust, sand, dust/dirt, microbial
and may result in fuel spillage through the growth, unapproved additives, and
NACA vents. approved additives mixed at im-
proper ratios to the fuel.
Fuel is filtered by a screen in the filler neck.
This screen is the in-tank system filter in each
wing and must not be damaged or removed. REFUELING
Approved fuels for operation of the Model 525A
All motive flow fuel is heated as it circulates are listed in the limitations and specifications
through the oil/fuel heat exchanger. Periodic section of the AFM. No Avgas is allowed.
use of a biocidal agent is necessary, such as
Sohio Biobor or Prist.
DEFUELING
Defueling is accomplished by uncowling the
engine, disconnecting the main fuel supply
line and using the wing tank fuel boost pump
to offload fuel. Remember, no fuel can be off
loaded from the wing fuel caps due to the filler
neck design. Do not run the boost pumps dry.
Any further defueling is accomplished through
fuel drains.

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QUESTIONS
1. The most correct answer is: 4. If the L or R FUEL BOOST ON white an-
A. The FUEL BOOST pump switches do nunciators illuminate without any action
not have to be on for engine start. by the crew (engine operating normally),
the probable cause is:
B. Wi t h t h e F U E L B O O S T p u m p
switches off, the respective boost A. The engine-driven fuel pump has
pump cannot turn on. failed
C. The fuel boost pump will be automat- B. The firewall shutoff valve has closed
ically energized anytime the FUEL C. The low-pressure sensing switch has
BOOST switches are in NORM and energized the boost pump
the START button is depressed, FUEL D. The fuel flow compensator has ener-
TRANSFER is selected, or low fuel gized the boost pump below 4.4 psi
pressure (4.4 psi) is sensed in the en-
gine supply line (throttle at IDLE or
above). 5. To verify that fuel transfer is in fact oc-
D. All of the above. curring, it is necessary to:
A. Monitor the fuel quantity indicators
for appropriate quantity changes
2. After engine start, the fuel boost pump is
B. Only observe that the white FUEL
deenergized by:
TRANSFER light is on
A. The FUEL BOOST pump switch C. Ensure both white FUEL BOOST ON
B. Start circuit termination lights are illuminated
C. Discontinuing fuel transfer D. Ensure that the FUEL BOOST pump
D. A time-delay relay switch for the tank being fed is on
3. If a L or R FUEL LOW LEVEL annunci- 6. When fuel transfer is selected by position-

ator light illuminates: ing the fuel transfer switch to L TANK and
A. The fuel quantity indicator must read the white FUEL TRANSFER light comes
less than 200 pounds. on:
B. The electric boost pump in the appro- A. The transfer valve is energized to open
priate tank will automatically be ac- B. The boost pump did not turn on
tivated. C. The transfer valve did not fully close
C. The pilot should activate the appropri- D. Fuel transfer is occurring normally
ate fuel boost pump.
D. The MASTER WARNING light will
flash.

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7. Operation of the primary ejector pump is 9. If R TANK or L TANK FUEL TRANS-

directly dependent upon: FER has been selected and normal DC
A. DC electrical power electrical power is lost (battery switch in
EMER with a dual generator failure):
B. High-pressure fuel from the engine-
driven fuel pump (motive flow) A. The system will continue transferring
C. AC electrical power supplied by the fuel
No. 1 or No. 2 inverter B. The transfer valve fails closed
D. Flow from the transfer ejector pump C. The boost pump will be energized to
terminate fuel transfer
D. Continue normal flight to destination
8. If the engine-driven fuel pump fails:
A. The engine will flame out
10. The maximum normal asymmetric fuel
B. The primary ejector pump will fail
differential is:
also, but the boost pump will be en-
ergized by low pressure and will sus- A. 600 pounds
tain the engine B. 400 pounds
C. The transfer ejector pump will also be C. 1,000 pounds
inoperative D. 200 pounds
D. R or L FUEL TRANSFER must be
selected in order to obtain high-
pressure motive flow from the oppo-
site engine

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The information normally contained in this chapter is

not applicable to this particular aircraft.
CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION ................................................................................................................... 7-1
GENERAL .............................................................................................................................. 7-1
MAJOR SECTIONS ............................................................................................................... 7-1
Intake and Fan Section ...................................................................................................... 7-3
Compressor Section ........................................................................................................... 7-3
Combustion Section........................................................................................................... 7-3
Turbine Section.................................................................................................................. 7-4
Exhaust Section ................................................................................................................. 7-4
Accessory Section.............................................................................................................. 7-4
OPERATION ........................................................................................................................... 7-4
ENGINE INDICATING SYSTEM (EIS) ............................................................................... 7-5
Oil Pressure........................................................................................................................ 7-7
Controls and Indications.................................................................................................... 7-7
Data concentration Units (DCUs) ..................................................................................... 7-7
Engine Data Concentrators (EDCs)................................................................................... 7-8
ENGINE SYSTEMS ............................................................................................................... 7-8
Oil System ......................................................................................................................... 7-8
Fuel System ..................................................................................................................... 7-12
Ignition System................................................................................................................ 7-15
Instrumentation................................................................................................................ 7-17
N1 REF ............................................................................................................................ 7-18

Engine Power Control ..................................................................................................... 7-21

Idle Control System......................................................................................................... 7-23
FJ44-2C Salty/Sandy/Smog Environment Water Wash Policy ....................................... 7-24
Synchronizing.................................................................................................................. 7-24
QUESTIONS......................................................................................................................... 7-26

ILLUSTRATIONS
Figure Title Page
7-1 General View of Williams FJ44-2C Engine............................................................. 7-2
7-2 Major Sections ......................................................................................................... 7-2
7-3 Inlet .......................................................................................................................... 7-3
7-4 Exhaust..................................................................................................................... 7-4
7-5 FJ44-2C Gas Flow ................................................................................................... 7-5
7-6 Engine Indicating System Display........................................................................... 7-6
7-7 MFD Expanded Engine Instrument Display (EIS).................................................. 7-6
7-8 Oil Servicing Access ................................................................................................ 7-9
7-9 Nacelle...................................................................................................................... 7-9
7-10 Oil System.............................................................................................................. 7-13
7-11 Collins Multifunction Display (MFD) Engine Indicating System (EIS) .............. 7-14
7-12 Engine Fuel System (CJ2) ..................................................................................... 7-15
7-13 Ignition Switches ................................................................................................... 7-16
7-14. Ignition System (Left Engine Start) ...................................................................... 7-17
7-15 L and R Standby N1s on Emergency Bus (LCD).................................................. 7-18
7-16 MFD/PFD Reversion Switch ................................................................................. 7-19
7-17 ITT Source Data Fails............................................................................................ 7-20
7-18 Throttle Quadrant on Pedestal ............................................................................... 7-21
7-19 Airstart Envelope ................................................................................................... 7-22
7-20 Engine SYNC Switch ............................................................................................ 7-25

CHAPTER 7
POWERPLANT
#1 DC
GEN
INTRODUCTION
This chapter deals with the powerplant installed in the Citation CJ2. The following as-
sociated powerplant monitoring and operating systems are discussed: engine oil, fuel,
ignition, engine displays, engine power control, engine starting, and engine synchro-
nization. Thrust attenuators are discussed in Chapter 13, “Hydraulic Power Systems.”
Collins Pro Line 21 EFIS is used to normally display the engine indicating system (EIS)
on the upper half of the multifunction display (MFD) or during reversion to display the
EIS compressed on the PFD(s).
GENERAL MAJOR SECTIONS

Thrust is provided for the Citation CJ2 by two For the purpose of explanation, the engine
aft fuselage-mounted turbofan engines man- (Figure 7-2) is divided into the following six
ufactured by Williams. The engines (Figures major sections:
7-1 and 7-2) are lightweight, twin-spool,
medium bypass ratio FJ44-2C. Each engine de- 1. Intake and fan
velops 2,400 pounds of thrust in static, sea- 2. Compressor
level, flat rated to 22°C (72°F).
3. Combustion
4. Turbine

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5. Exhaust The outer span section of the fan stage accel-

erates a relatively large mass of air to a low ve-
6. Accessories
locity into the bypass duct. The inner section
of the fan accelerates air rearward to the booster
INTAKE AND FAN SECTION stage. This stage extends only into the primary
air path and functions to increase core air pres-
This section includes the air intake and the sure directed to the high-pressure compressor.
fan assembly.
The bypass ratio is the difference in air mass
The air intake (Figure 7-3) divides into two flow between the bypass duct and the engine
concentric ducts aft of the fan assembly. One core. This is approximately 3.3:1. The fan
duct forms a full length bypass air duct, and contributes 68% of the total thrust at sea level
the other duct is the inlet air duct to the engine. and 65% at FL350. For every pound of air
flowing through the engine core, 3.3 pounds
The fan assembly consists of a nose cone, a fan flow through the bypass duct.
stage, a three-stage axial compressor, and four
sets of stator vanes. The high-pressure compressor is a single-
stage centrifugal compressor that receives
airflow under pressure from the booster stage.
It further increases the pressure and directs the
airflow rearward.
COMBUSTION SECTION
This section consists of a single folded
annular-flow, infusion-cooled combustor. A
precise volume of the compressor airflow en-
ters the combustion chamber. Fuel is added by
a rotating slinger that atomizes and delivers
fuel uniformly to the primary combustion
zone. The expanding and accelerating gases are
directed rearward to the turbine.
The combustion section includes the combus-

tor cover, fuel slinger, start fuel nozzle, and
combustor/HP turbine nozzle assembly. When
assembled, these parts form the combustion
Figure 7-3. Inlet chamber, minimizing the use of external tub-
ing and individual spray nozzles. Electric ig-
COMPRESSOR SECTION niters provide the spark for ignition. A start
fuel nozzle continuously sprays fuel into the
The compressor section consists of a low- combustion chamber.
pressure compressor and a high-pressure
compressor.
Start Fuel Nozzle
The low-pressure compressor consists of the A stationary fuel nozzle provides enhanced al-
nongeared fan and three booster stages. It is titude restart capability. The nozzle receives
an axial compressor unit functioning to com- high-pressure metered fuel from the fuel con-
press and accelerate air rearward. trol unit (FCU) and delivers approximately 9
pounds per hour (pph) of continuous flow any-
time the engine is running. The 9 pph start

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fuel nozzle consumption is added into the

MFD fuel flow indicating system. A start noz-
zle control valve provides positive shutoff to
the nozzle when the throttle is off.
Fuel Slinger
The fuel slinger is part of the HP rotary group.
Fuel is supplied to the underside of the slinger
by the fuel manifold. Fuel is then ejected ra-
dially outboard by high pressure and centrifu-
gal force into the combustion chamber through
a series of tiny laser-drilled holes/slots in the
slinger.
Figure 7-4. Exhaust
TURBINE SECTION
This section consists of a single high- bypass airflow produces the total propulsive
pressure and two low-pressure turbines. force for the aircraft. The exhaust diffuser
mixes bypass air with core air reducing the
The high-pressure turbine is connected to the sound level.
high-pressure compressor by a rotor shaft.
The function of the high-pressure turbine is to
extract sufficient energy from the expanding
ACCESSORY SECTION
combustion gases to drive the high-pressure The accessory section consists of a gear assem-
compressor and the accessory section. bly encased and mounted on the underside of
the engine. The accessory gear is driven by the
The high-pressure compressor and turbine as- high-pressure rotor shaft through a tower shaft
sembly form the high-pressure spool. The rpm and bevel gear. It functions to drive the follow-
of the high-pressure spool is designated “N 2 ” ing accessories:
or “turbine.”
• Oil pump
The low-pressure turbine is two-stage. It is
connected to the low-pressure compressor by • Hydraulic pump
a rotor shaft that runs through the high- • Fuel pump and fuel control unit
pressure compressor rotor shaft. The function
of the low-pressure turbine is to extract suf- • Starter-generator
ficient energy from the combustion gases to The starter spins up the N 2 shaft for starting,
drive the low-pressure compressor and fan. and when powered, the N 2 shaft will spin the
generator shaft for DC electrical power.
The low-pressure compressor and its turbine
form the low-pressure spool. The rpm of the
low-pressure spool is designated “N1,” or “fan.”
OPERATION
EXHAUST SECTION Air is directed from the nacelle inlet to the en-
gine air intake (Figure 7-5). The outer span sec-
This section consists of the primary exhaust tion of the fan compresses and accelerates a
duct and the bypass air duct. The primary ex- large mass of air at a low velocity into the
haust includes a tapered cone (Figure 7-4) and full-length bypass duct.
struts. The combination of primary exhaust and

CORE
AIR FLOW
BYPASS
DUCT AIR
Figure 7-5. FJ44-2C Gas Flow
Simultaneously, the inner span section com- or crosswind conditions, may result
presses and accelerates a volume of air to the in rpm fluctuations. This is normal at
primary gas path axial compressor stage. Air high-power settings during static or
pressure is increased by the three booster l ow - s p e e d o p e r a t i o n s . S t a r t t h e
stages and directed to the high-pressure com- downwind engine first.
pressor which accelerates the air mass and di-
rects it through a diffuser. The diffusion
process changes the velocity energy to pres-
sure energy. A relatively small portion of the
ENGINE INDICATING
air enters the combustion chamber where fuel SYSTEM (EIS)
is added and ignition occurs. The combustion
process produces expansion and acceleration. The EIS engine display format (Figures 7-6
The rest of the compressed air is used to op- and 7-7) is made up of full-time display of N 1,
erate various bleed-air services on the aircraft an N 1 reference (bug), interstage turbine tem-
and for internal cooling in the engine. perature (ITT) N 2, oil pressure, oil tempera-
ture, and fuel flow (separate for each engine).
The high-pressure turbine extracts energy to Fuel quantity is also provided. Alerts and warn-
drive its compressor and the accessory section. ings are provided for operation outside normal
The low-pressure turbine extracts energy to limits.
drive the low-pressure compressor (fan and
boosters). The remaining energy is directed Two data sources for N 1 , N 2 , and ITT exist for
into the exhaust section where it joins with the each engine. One is the data concentrator unit
bypass airflow to provide thrust. (DCU) and the other is the engine data con-
centrator (EDC). The DCU is normally the
NOTE source of all displayed engine data. The EDC
is a secondary source for N 1 , N 2 , and ITT.
Airflow disturbances across the en-
gine intake, particularly during gusty

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OIL OIL OIL

PRESSURE PRESSURE TEMPERATURE
LEGEND POINTERS POINTERS
N1 REF ITT START N 2
OIL
READOUT N1 N2 TEMPERATURE
UNIT BUGS READ- LEGEND
LEGEND LEGEND
ITT OUTS
IGNITORS LEGEND FUEL
N1 QUANTITY
N1 REF SCALE LEGEND
BUGS
N1 % ITT °C N2 FUEL QTY
100.1 1000 91.0 % 91.5 LBS
I I 2000 FUEL
100 900 QUANTITY
G G OIL PSI OIL °C UNITS
N N
800 1500
90
FUEL
70 1000 QUANTITY
700 SCALE
50 32 32 130 130
500
FUEL
30
600 –2 °C –2 QUANTITY
400 FUEL POINTERS
1050 PPH 1000 840 800
93.2 94.9 200
ITT FUEL
SCALE FUEL FLOW TEMPERATURE FUEL
N1 FUEL
READOUTS OIL READOUTS FLOW FUEL READOUTS QUANTITY
N1 ITT PRESSURE UNITS TEMPERATURE READOUTS
POINTERS POINTERS READOUTS FUEL FLOW
LEGEND UNITS
Figure 7-6. Engine Indicating System Display

Collins

1000 91.8 % 91.8 LBS
2000
100 900
OIL PSI OIL °C
800 1500
90
70 1000
700
50
500
600 5 °C 5
30
400 FUEL
99.2 99.2 200 430 PPH 430 1220 1210
FMS1 HDG 230 230 24

DTK 227 21
LMN
TTG 12:00 W
75.6NM KCNC
DSB
S
KTKK
I-S
50 KOXV
< FMS1 FORMAT >
FMS2
25 KPEA
KDTM KTNU LX/RDR >

DTM KDBI WX
T+2.0
KGGI
KFFL
< DATA
GS 450 TAS 400 RAT–34 °C SAT–39 °C ISA 0 °C
BRT
DIM
Figure 7-7. MFD Expanded Engine Instrument Display (EIS)

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OIL PRESSURE 4. Oil pressure

Engine oil pressure is maintained within lim- 5. Fuel flow
its by a mechanical relief valve located on the 6. Fuel quantity
pump housing.
7. Left ITT chromel alumel
thermocouple
CONTROLS AND INDICATIONS
Oil pressure is sensed by dual transmitters NOTE
within the system. A pressure transducer sends
the input to the DCU and EDC, then to the A unique DCU function is to add 9
MFD on the center instrument panel (Figure pph to each engine’s fuel flow input
7-7). The indicator is calibrated in psi. in order to account for the unmetered
start nozzle fuel flow.
DATA CONCENTRATION UNITS Several other discrete inputs go to the DCU.

(DCUs) Some are needed to determine engine operat-
ing parameters. Others are forwarded on to the
The data concentration units (DCUs) acquire, IAPS card cage input/output/card (IOC) for
process, and transmit a number of discretes, use by other avionics units. The left and right
such as N 1 , N 2 , ITT, oil temperature and pres- DCUs interface to the IAPS card cage in the
sure, fuel flow, and fuel quantity, as well as nose compartment to log malfunction data to
weight on wheels, gear down and locked, flap the maintenance diagnostics computer, if in-
position, AOA, speedbrake extension, avion- stalled. All fault codes being sent to the main-
ics radios, the AlliedSignal ADF, and transpon- tenance diagnostic computer require time-date
der. DCUs receive data from both engines. stamping in the IOC by the ship’s clock, before
Both left and right DCUs cross-talk so each going to the maintenance diagnostic computer
DCU provides data on both engines through (if installed). Some of these discrete codes
their cross-data buses. The cross-talk buses include the following:
shall not allow propagation of an electrical
fault from one channel to the other. The left 1. Gear not down and locked
DCU outputs data to both the L PFD, MFD,
and a right PFD, if installed. The right DCU 2. L main gear WOW
outputs data to both the L PFD, MFD and the 3. Ship’s clock FMS/GPS clock
right PFD, if installed. The MFD displayed date-time stamps faults
data comes first from the on-side DCU, and if
it fails, it comes from the cross-data DCU. 4. Gear aural warning inhibit
The DCUs are the source of all engine data,
while the EDCs are the source of N 1 , N 2 , and 5. Ignition—Selected
ITT. DCUs and EDCs are identical as hard- 6. R main gear WOW
ware, but the location and strapping determine
whether they function as DCU or EDC in terms 7. Elevator engaged
of software. These units may be swapped at
will for troubleshooting purposes. The seven 8. Speedbrakes fully extended
left-engine inputs to the left DCU are as follows: 9. Fuel cutoff switch
1. N 1 monopole 10. Flap position (15°)
2. N 2 monopole 11. AP disconnect
3. Oil temperature 12. AOA valid (0–10 VDC)

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ENGINE DATA For example, to correct an overtemp or over-

speed condition, the scales themselves are
CONCENTRATORS (EDCs) gray. All are displayed on a black background.
The EDCs are concerned only with their own The display priority normally looks 1) to the
engines N 1 , N 2 , and ITT. DCUs and EDCs are onside DCU, 2) to the cross-side DCU, then
identical as hardware but the location and to 3) the on-side EDC.
strapping determine whether they function as
DCU or EDC in terms of software. Similarly,
the right EDC provides only right-engine data
AFD Cross-Talk Flag
to the left PFD and MFD and to the right PFD, A yellow, boxed, XTLK flag is displayed in the
if installed. These units can be swapped at PFD message window, and beneath the N 1
will for troubleshooting purposes. The left readouts on the MFD, when applicable, when
and right EDCs interface to the IAPS card any AFD loses cross-talk input from any other
cage in the nose compartment to log malfunc- PFD or MFD. The XLTK flag flashes for 5
tion data to the maintenance diagnostics com- seconds, then is steady. It is removed when
puter, if installed. The DCUs are the source of communication is restored. PFDs or MFDs
all engine data, while the EDCs are the source that have been deselected by pilot reversion
of N 1 , N 2 , and ITT. The left EDC concentrates will not cause the message.
only the left main engine displays. The only
left-engine analog inputs to the left EDC are
the following:
ENGINE SYSTEMS
1. N 1 monopole
The engine systems include the following:
2. N 2 monopole
• Oil system
3. ITT alumel chromel thermocouple
• Fuel system
4. ADF DC sin/cos
• Ignition system
The left EDC outputs data to the left PFD and
• Instrumentation
MFD and the right PFD, if installed. The left
EDC provides diagnostic data to the left IOC • Power control
to be forwarded to the maintenance diagnos-
tics computer, if installed. • Synchronization
The left EDC also output Gillham code to

the AlliedSignal KT-70 transponder. These are
OIL SYSTEM
pulses transmitted to the air traffic controller
over the transponder frequency that provides General
altitude. The oil system is fully automatic and provides
cooling and lubrication of the engine bear-
ings and the accessory section.
MFD or PFD Engine Displays
Green indicates normal limits. Yellow indicates
transient limits above or below normal limits,
typically bounded by time. Yellow indicates
the possible need for future corrective ac-
tion, and red indicates red-lines limits and the
need for immediate corrective action (see Fig-
ures 7-6 and 7-7).

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Oil Tank Oil Pump

The 2.5-quart oil reservoir is an integral An engine-driven oil pump (including one
part of the interstage housing that incorpo- pressure and two scavenge elements) provides
rates a filler port and a calibrated dipstick for pressure and lubrication and scavenging.
(Figure 7-8), that is accessible for servicing It is mounted on the accessory section.
and checking.
Oil Cooling
The oil cooler is an oil-to-fuel heat exchanger
mounted on the engine gearbox. It uses out-
put fuel from the fuel control to cool engine
oil. Fuel is heated in the process so that water
in the motive flow fuel will not form ice.
Oil Filter
The oil filter, which is a disposable cartridge,
is used to remove solid contaminants. It has
bypass capability; however, there is no an-
nunciator light indicating the filter is bypass-
ing. A bypass warning indicator on the oil
filter is checked “not extended” during the
exterior preflight and postflight by touching
the indicator button through an access panel
on the lower right engine nacelle (Figure 7-9).
Figure 7-8. Oil Servicing Access The pilot feels the metal button to see if it is
extended (popped). More than 15-psi differ-
ential pressure pops the button. The fingertip
Check the oil within 10 minutes after shut- is pointed straight up through the hole in the
down. Ensure the dipstick is properly secured cowl to feel the button.
after the oil check and the cowl door are se-
cured. The dipstick is marked at FULL and
ADD. On the test stand, the oil volume be-
tween FULL and ADD is 1.0 quart. The way
the engine is attached to the airframe makes this
volume approximately 3/4 quart (slightly
canted and tilted). Do not fill above the FULL
mark. Total oil in each engine is 4.0 U.S. quarts.
The CJ2 engines include a sight glass with

FULL and ADD marks and a push-panel on
the engine cowl under the dipstick door to Figure 7-9. Nacelle
make it more convenient to check the sight
gage oil level. If it becomes necessary to
service oil, a three-step ladder is required to
reach the door and dipstick. Lock the dipstick
down correctly or oil can leak. If checking oil,
pull and wipe the dipstick; then reinsert to
check the oil level, then lock the dipstick
down correctly. The dipstick can be reached
through the open push-panel.

Controls and Indications Oil pressure pointer markings with N2

<80% are as follows:
OIL PRESS WARN Light
Red ........................................................ ≤25 psi
OIL PRESS
A 25-psi pressure switch acti- 25–34 psi ≥5 min
WARN vates a red L or R OIL PRESS 91–100 psi ≥5 min
WARN light and the MASTER ≥101 psi
L R WARNING annunciators.
Yellow.................................... 26–34 psi <5 min
91–100 psi <5 min
Oil Pressure Indicating Green .................................................. 35–90 psi
The oil pressure indicating system is powered
from DC power (the left indicator from the left Oil pressure digital readout is as follows:
extension bus and the right indicator from the Red ........................................................ ≤25 psi
right extension bus). 25–34 psi ≥5 min
91–100 psi ≥5 min
NOTE ≥101 psi
Starting under cold weather conditions: Yellow.................................... 26–34 psi <5 min
91–100 psi <5 min
When starting a cold-soaked engine
Oil pressure pointer markings with N2
below freezing temperature, high oil
≥80% are as follows:
pressure can occur. As oil tempera-
ture rises at idle, oil pressure will Red ........................................................ ≤44 psi
fall. The engine should not be run 91–100 psi ≥5 min
above 80% N 2 until oil temperature ≥101 psi
is above 10°C (50°F). The relief valve
opens if oil pressure rises over 100 Yellow.................................. 91–100 psi <5 min
psi to speed oil warmup. Green .................................................. 45–90 psi
The oil pressure display consists of an analog Oil pressure digital readout is as follows:
and part-time digital display for each engine. Red ........................................................ ≤44 psi
A digital readout of oil pressure is displayed 91–100 psi ≥5 min
if an overlimit condition is detected with any ≥101 psi
oil parameter.
Yellow.................................. 91–100 psi <5 min
Oil pressure scale markings are as follows:
Red band ................................................ ≤25 psi NOTE
≥101 psi
Pointer and digital readout will flash
Yellow band........................................ 26–34 psi red or yellow for five seconds, then
91–100 psi remain steady if outside normal op-
erating limits with the following ex-
Green band ........................................ 35–90 psi
ception: for oil pressure 91 to 100
psi, the pointer will change to yel-
low, but digits will not be displayed
NOTE until 4 minutes have elapsed, at
Oil pressure indicator scale mark- which time both yellow digits and
ings do not change with varying N 2 . pointer will flash for 5 seconds, then
remain steady.

Digital readout is displayed only The oil pointer is as follows:

when pressure is outside normal op-
erating limits. Red ........................................................ ≥136°C
Yellow........................................................ ≤9°C
The oil pressure pointer stops flashing if appli- Green ................................................ 10°–135°C
cable when oil pressure is no longer yellow or
red. Three yellow dashes are displayed if oil
pressure from all sources is failed. Oil Temperature Digital Readout
The oil digital readout is as follows:
Oil Pressure Abnormals Red ........................................................ ≥136°C
The oil pressure pointer is removed if no DCU Yellow........................................................ ≤9°C
data is available. Automatic source selection
between data sources is provided. L DCU is pri- NOTE
ority source for left engine. R DCU is priority
source for the right engine. Cross-side DCU is Pointer and digital readout will flash
secondary source. red or yellow for five seconds, then
remain steady if outside normal op-
Digital readout for oil pressure is only dis- erating limits.
played when the oil pressure pointer is yellow
or red, and it is the same color as the pointer. Digital readout is displayed only
Readout flashes for 5 seconds, then steady, when temperature is outside normal
when yellow or red is first displayed. The oil operating limits.
pressure readout is removed when oil pres-
sure is no longer yellow or red. A lever-lock switch located on the right lower
pedestal, to the left of the copilot left rudder
Oil Temperature Indicating System pedal, turns the MFD diagnostics page ON or
OFF. The toggle switch, just ahead of the
Oil temperature is sensed by a resistance bulb,
lever-lock switch, turns on oil temperature
then analog data is transmitted to a data con-
digital readout for maintenance.
centrator unit (DCU) and engine data concen-
trator unit (EDC), converted to digital data to
Oil temperature is removed if no DCU data is
display on the MFD.
available. Automatic source selection between
data sources is provided. L DCU is the prior-
Oil Temperature ity source for left engine. R DCU is the prior-
The oil temperature display consists of an ity source for the right engine. Cross-side
analog and part-time digital display for each DCU is the secondary source. Three yellow
engine. The oil temperature scale is a simple dashes are displayed if oil temperature data
wide line with linear scaling from 0°C to from all sources is failed.
140°C. The scale is yellow below 9°C, green
from 10°C to 135°C, and red above ≥136°C.
Approved Oils
Digital readout oil temperature is only dis- Mobil Jet II, Mobil 254, and Exxon 2380 are
played when the oil temperature pointer is approved oils. Mixing of approved oils is per-
yellow or red and is the same color as the missible. All oils are MIL-L-23699. Check
pointer. Readout flashes for 5 seconds, then the current list of approved engine oils in the
steady, when yellow or red is first displayed. AFM limitations section.
The oil temperature readout is removed when
oil temperature is no longer yellow or red. A
minus (–) is displayed for negative values.

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NOTE Fuel Pump

Continuous operation at all engine The dual-stage fuel pump receives high-volume
speeds is permitted when engine oil fuel supply and delivers high-pressure fuel to
temperature is between 10° and 135°C the FCU. This pump is not a suction pump and
(50° and 275°F). must receive fuel under pressure from the wing
tank. If this pump fails, the engine flames out
since there is no other source of high-pressure
NOTE fuel available to the engine.
Maximum permissible normal oper-
ating oil consumption is .023 gallon Fuel Filter
per hour or approximately 1 quart
per 10 hours of operation. In-flight A disposable fuel filter removes any solid con-
shutdown windmilling oil consump- taminants from the fuel. This fuel filter is con-
tion is 0.2 gallon per hour or approx- tained in a stainless-steel bowl located between
imately 0.8 of a quart per hour. the engine pump and fuel control unit. If the fuel
filter becomes blocked, a filter bypass valve will
bypass total fuel flow (contaminated) around
System Operation the filter.
Figure 7-10 illustrates the operation of the If fuel filter bypass is immi-
engine oil system. FUEL FLTR
BYPASS nent, a fuel filter differential
pressure switch mounted on the
L R fuel pump will illuminate the
FUEL SYSTEM
amber L and R FUEL FLTR
General BYPASS annunciator and a MASTER CAU-
TION light at approximately 5 psi across the
A hydromechanical fuel control unit supplies fuel filter. If the FUEL FLTR BYPASS caution
metered fuel for engine starting, acceleration, light illuminates, it indicates impending or ac-
deceleration, and steady-state operation.The tual bypass. Land as soon as practical.
engine fuel system includes an engine-driven
pump, a high-pressure pump with a fuel filter,
a fuel control unit (FCU), a manifold leading Control Unit
to a fuel slinger, a fuel control shutoff valve, The FCU is hydromechanical and consists of
and a start nozzle. computing, governing, and metering sections.
High-volume low-pressure fuel enters the en- The FCU is contained within an aluminum body
gine fuel pump, where it is pressurized (motive that is bolted to the engine fuel pump. Fuel flow
flow), and delivered to the hydromechanical fuel between the fuel pump and the FCU is through
control unit (FCU). internal passages and there are no external fuel
lines connecting the pump to the FCU.
Metered fuel leaves the FCU, passes through
the fuel flow meter and enters the oil cooler Five parameters are sensed by the comput-
(heat exchanger). From the oil cooler, the me- ing section:
tered fuel then enters the combustor through
the fuel manifold tube and fuel slinger. The fuel • P 3 or compressor discharge pressure
slinger rotates with the high-pressure rotary
group (N 2 ) and ejects fuel radially through a • P A or ambient pressure T T2
series of holes into the combustion chamber. • Compressor inlet temperature
• N 2 rpm
• Throttle position

INTEGRAL OIL
RESERVOIR
1 2 3 4 5 LEGEND

COOL SUPPLY OIL
HEATED RETURN OIL
OIL PUMP TO ACCESSORY

GEAR BOX
RELIEF
VALVE SCAVENGE
PUMP
N2
OIL TO 91.8 % 91.8
ACCESSORY
GEAR BOX OIL PSI OIL °C
SCAVENGE ACCESSORY
PUMP GEAR BOX
MASTER OIL PRESS
WARNING WARN
OIL COOLER FUEL FLOW
RESET
L R
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FUEL IN FUEL OUT
15-PSI 25-PSI
BYPASS SPRING TRANSDUCER TEMP
SENSOR
international
TOTAL OIL—4 US QTS
RESERVOIR—2.5 QTS
OIL FILTER
7-13
Figure 7-10. Oil System

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The governing section senses N2 rpm and throt- The fuel-flow display is DC powered (the left
tle position then modifies the signals transmit- display from the left extension bus and the right
ted by the computing section to the metering display from the right extension bus). If nor-
section. This determines the position of the fuel mal DC fails, the MFD goes blank.
metering valve, and consequently, the volume
of fuel delivered to the combustion chamber.
NOTE
Fuel-flow indication is disabled when
Acceleration Bleed Valve the associated throttle is moved to
A fuel control unit (FCU) moves a cable con- cutoff. This prevents erratic fuel-
nected to a butterfly bleed valve on top of the flow indications when rpm decreases
engine in the interstage housing. The acceler- below 10%.
ation bleed valve is open at start, closes over 85%
N 2 during engine acceleration, and reopens at Fuel flow is normally in pph. Optional kilo-
approximately 85% N 2 during deceleration. grams per hour (kph) may be displayed. The
The bleed valve unloads the HP compressor, al- fuel flow displays consist of digital readouts
lowing improved acceleration response by vent- for each engine. A white FUEL FLOW legend
ing bleed air into the bypass duct. is displayed between the left and right digital
readouts. The CJ2 legend is FUEL PPH; dis-
Emergency Fuel Shutoff play range is 0 to 1,050 pph (0 to 1,000 kph).
Fuel flow values are displayed in green.
An N1 shaft separation detection device detects
N 1 shaft movement. This prevents N 1 rotor The displayed fuel flow values include 9 pph
overspeed if N 1 shaft separation occurs. If N 1 for unmetered start nozzle fuel flow. The fuel
shaft moves more than .050 inches, the FCU flow signal must be valid. Four yellow dashes
fuel shutoff lever is automatically closed- are displayed if fuel flow from all sources is
, terminating fuel flow. failed. Automatic source selection between
DCUs: L DCU is priority source for left en-
Fuel Flow Indication gine; R DCU is priority source for right engine;
cross-side DCU is secondary source.
A flow meter senses metered fuel flow down-
stream from the FCU and displays fuel flow
in pounds per hour digitally on the MFD
(Figure 7-11).

1000 91.8 % 91.8 LBS
2000
100 900
OIL PSI OIL °C
800 1500
90
70 1000
700
50
500
600 12 °C 12
30
400 FUEL
99.2 99.2 200 430 PPH 430 1220 1210
Figure 7-11. Collins Multifunction Display (MFD) Engine Indicating System (EIS)

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Fuel System Operation Two yellow dashes are displayed if fuel

temperature from all sources is failed. The
Figure 7-12 illustrates operation of the en- readouts flash for 5 seconds, then become
gine fuel system. steady.
Fuel Temperature IGNITION SYSTEM

The fuel temperature readouts display the tem-
perature in their respective wing tank sumps General
in degrees centigrade (°C) only. The white left The Citation CJ2 incorporates a dual high-
and right digital readout displays are located energy ignition system on each engine, con-
directly above their respective fuel flow read- sisting of two side-by-side, exciter boxes,
outs with the white °C legend between them. mounted at the one o’clock position. Each ex-
citer powers its respective igniter plug, one at
Each fuel temperature readout consists of up the 5-o’clock and the other at the 7-o’clock po-
to two digits with a leading negative sign, sition on the combustion chamber. The igni-
when appropriate. The display range is –64° tion system provides the spark to ignite the
to 64°C in 1° increments. The display is green air-fuel mixture inside the combustion sec-
when operating the region of ≥–40° (lower tion. Each system includes a capacitive-
limit) to ≤50°C (upper limit) and yellow if discharge, single- output ignition exciter firing
operating outside this range.
COMBUSTION
CHAMBER
FUEL
SLINGER
LEGEND
LOW-PRESSURE FUEL
HIGH-PRESSURE FUEL
START NOZZLE
9PPH
INCLUDED IN FUEL
FUEL FLOW MANIFOLD
FUEL
FUEL LOW FUEL FLTR FILTER
PRESS BYPASS FUEL FLOW
L R L R 430 PPH 430 OIL

IN
ESV .05” OIL

COOLER
FROM WING
P
FUEL TANKS FUEL FUEL CONTROL FUEL FLOW
FILTER UNIT METER OIL
CENTRIFUGAL
OUT
ENGINE-DRIVEN HIGH-PRESSURE
FUEL PUMP ENGINE-DRIVEN
FUEL PUMP
Figure 7-12. Engine Fuel System (CJ2)

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through an igniter lead. Dual plugs are pro- In this case, the left engine ignition power is
vided for redundancy only. One plug is suffi- supplied by the right crossover bus, and the
cient to start or sustain the engine. With one right engine ignition power is supplied from
igniter inoperative, the start will be neither the left extension bus.
slower nor hotter.
When the IGNITION switch is in NORM, turn-
Ignition operation is divided into automatic ing on an engine ANTI-ICE switch (Figure
and selective phases. 7-14) will also provide continuous ignition for
the selected engine (refer to Chapter 10, “Ice and
Automatic ignition is available during engine Rain Protection”). DC power is supplied from
starting and is terminated automatically when the same sources as previously described for the
the start sequence is terminated. Ignition also IGNITION switch.
automatically activates when engine anti-ice
is selected on. There is no time limit for ignition operation;
however, continuous use will reduce igniter life.
Control
NOTE
The ignition system is controlled by a switch
for each engine, located on the pilot switch The IGNITION switches must be on
panel (Figure 7-13). The IGNITION switch is for all takeoff and landing operations
labeled ON and NORM. and during flight in heavy precipita-
tion or turbulence, and stall practice.
When the IGNITION switch is in NORM, au-
tomatic ignition will occur during engine start-
ing when the desired START button (Figure Indication
7-13) is pushed to arm the ignition circuit A green light near each IGNITION switch
and the associated throttle is moved from the will be on whenever power is available to one
cutoff position to idle at 8 to 12% N 2 and N 1 or both exciters. These lights do not indicate
rotation. Ignition and starter operation are that the associated exciter or plugs are firing.
both terminated by a 45% N 2 speed sensor on
t h e s t a r t e r- g e n e r a t o r w h e n e n g i n e s e l f - The green IGN legend is displayed adjacent
sustaining speed is achieved. to the upper center of the applicable analog ITT
scale when the respective engine’s ignition
Selecting the IGNITION switch to ON pro- discrete is received by a DCU (from the
vides continuous ignition (for the selected en- on-side ignition system).
gine) regardless of the position of the throttle.
Figure 7-13. Ignition Switches

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The left DCU is the priority source for the INSTRUMENTATION

left engine; the right DCU is the priority source
for the right engine. The cross-side DCU is the General
secondary source for both. Source selection be-
tween the DCUs is automatic. Powerplant displays are located in the upper
half of the MFD (see Figures 7-6, 7-7,and 7-
Figure 7-14 illustrates operation of the en- 11). From left to right, they display N 1 or fan
gine ignition system. rpm, ITT or interturbine temperature, N 2 or
high-pressure turbine rpm, oil pressure, oil
temperature, sump fuel temperature, fuel
flow, and fuel quantity.
T
H
R
O
T
T
L
E
S
IDLE
OFF
L IGNITER R IGNITER
PC BOARD PC BOARD
ENGINE FUEL
ENGINE START IGNITION
L FUEL L L FW L L
CONTROL BOOST SHUT OFF FIRE DET IGNITION
L DISENGAGE R L R
START 5 15 71/2 5 5
DISG
NORM NORM R FUEL R R FW R R

CONTROL BOOST SHUT OFF FIRE DET IGNITION
ANTI-ICE/DE-ICE
SHIELD WING/ENGINE 5 15 71/2 5 5

TAIL
ALCOHOL ON WING XFLOW L WING/ENG R WING/ENG AUTO
O O
F F
F F
OFF OFF ENG ON ENG ON
LEGEND
MANUAL
L NORMAL DC POWER
R NORMAL DC POWER
HIGH ENERGY IGNITION
Figure 7-14. Ignition System (Left Engine Start)

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N1 (Fan) RPM The N 1 markings are as follows:

N 1 or fan rpm is supplied from a monopole Scale markings—Red line.............. 105.3% rpm
pickup located in the compressor case next to
the oil dipstick. The monopole consists of a
coil of wire wound around a permanent mag- Tape/pointer/
net, positioned near the teeth of a gear on the digital readout—Red.................... ≥106.5% rpm
low speed or inner shaft. The monopole pro- 105.3–106.4% rpm
duces a two-phase AC frequency proportional for ≥30 sec
to N 1 rpm. The output is displayed on a tape, Yellow .......... ≥105.3 ≤106.7%
pointer display (see Figure 7-11), calibrated rpm for <30 sec
in percentage of rpm. A three-digit LCD is Tape/pointer/
also provided above N 1 vertical tapes. digital readout—White ................ ≤105.2% rpm
Green ................ ≤105.2% rpm
N 1 is the primary thrust indicator for the FJ44-
2C engine. All engine power settings are made
with reference to N 1 . NOTE
Tape, pointer, and digital readout
The power supply for both standby N1 LCD dis- will turn red or yellow if outside nor-
plays (Figure 7-15) is from the emergency bus. mal operating limits.
Pointer and digital readout will flash

5 seconds and then remain steady if
N1 %RPM
outside normal operating limits.
White tape pointer represents green

L R band.
Figure 7-15. L and R Standby N1s on N1 REF

Emergency Bus (LCD)
The N 1 REF consists of a single digital N 1 REF
readout and individual N 1 REF bug on each N 1
If a DC failure occurs, the standby N1, LCD dis- scale. Initially, no N 1 REF value is displayed.
plays will be powered off the emergency bus. The N 1 displays appear on the MFD when ei-
ther pilot selects any N 1 REF value other than
The FAN speed N1 display indicates engine fan the power-up value. The initial power-up value
rpm. N 1 is measured against a fixed 100% for N 1 on the ground is 95.9. After initial
(17,245 rpm) value (expressed in percent). power up, the N 1 value is the last set value.
The N 1 displays consist of an analog and dig- When powered up in the air, the N 1 REF value
ital display for each engine. Scale range is 0 is the last selected value.
to 110% with tick marks at 30, 40, 50, 60, 70,
80, 90, 95, 100, and 105%. There is a larger, The N 1 REF value is set by the pilot using the
red N 1 red-line mark with leading edge at REFS menu. When the REFS menu is selected
105.3%. Scaling is linear between 20% and on the display control panel (DCP), if the box
90% and between 90% and 110%. A scale is not around the N 1 REFS value, pressing the
change occurs at 90%. The N 1 digital display line select key adjacent to the N 1 REF legend
is a boxed readout with decimal point between (R3) will bring the box around the N 1 REF
third and fourth digits. value. The N 1 REFS value is initially dis-
played in smaller white characters and is con-
sidered inactive. It becomes larger cyan

characters when it is made the active value.

When the box is around the N 1 REF value,
that value is set using the DCP MENU SET ro-
tary knob. N 1 REF readout range is 70.0% to NORM
N 1 normal limit % value. The N 1 value is syn- REV TO REV TO
chronized so that when either pilot changes his PFD MFD
on-side controls, the N 1 REF value on all dis-
plays is set to the same value. N 1 REF is au-
tomatically removed from the display when
airspeed first goes above 200 knots. If N 1 REF
is set above 200 KIAS, it remains regardless Figure 7-16. MFD/PFD Reversion Switch
of speed changes.
Engine Start ITT Display
N1 Flag During engine starts, a red ITT start limit mark
N 1 pointer is removed if no EDC and DCU N 1 is positioned at the ITT red start limit. ITT
data is available. Four yellow dashes and a dec- START red triangle is 1,000°C. The ITT
imal point are displayed for the digital readout pointer is white when less than 1,000°C, and
if all sources of N 1 are failed. Automatic source red when 1,001°C to 1,050°C.
selection between data sources is provided. L
DCU is priority source for left engine. R DCU NOTE
is priority source for right engine. Cross-side
DCU is the secondary source. EDC is the third ITT normal limit and transient limit
priority source. N 1 REF is automatically re- do not apply while ITT start limit
moved from the display when either engine N 1 mark is in view, but they become ac-
miscompare is present. t ive w h e n I T T s t a r t l i m i t m a r k
is removed. The start limit mark is re-
moved when the throttle is selected to
ITT (Interstage Turbine OFF or when out of the start sequence.
Temperature)
ITT for the FJ44-2C is sensed by six chromel ITT After Start—Normal Operations
alumel thermocouples located in the exhaust. The display of ITT consists of an analog scale
The analog output of the ITT probes is aver- and pointer for each engine. The ITT pointer
aged in the harness connector then sent to the only shows when ITT is above 100°C.
data concentrator units and on-side engine data
concentrator for conversion to digital data, Scale range is 100°C to 1,050°C, with tick
then to the MFD for N 1 display. The standby marks at 200, 400, 600, 650, 700, 750, 800,
N 1 LCD displays powered by the emergency 850, 900, 950, 1,000 and 1,050°C. Four lin-
bus also displays digital N 1. If the MFD fails ear scale portions exist, with scaling charge
and the EIS displays are not available, use the above 600°C, 800°C, and changing again
REV to PFD reversion switch (Figure 7-16) to above 900°C.
compress engine data on the PFD(s). If both
MFD and PFD(s) displays fail, use the standby
N 1 LCD digital read out of N 1 .

ITT markings are as follows: ITT Flag

For engine start cycle: The ITT pointer is removed and a yellow FAIL
legend is written vertically outside of the as-
Scale markings—Red triangle .............. 1,000°C sociated ITT scale if ITT from all sources is
Red line........................ 820°C failed (Figure 7-17). Automatic source selec-
Yellow band..... 806°C–820°C tion between data sources is provided. L DCU
Tape/pointer/ is priority source for left engine. R DCU is
digital readout—Red .......................... >1,000°C priority source for right engine. Cross-side
White........................ ≤1,000°C DCU is secondary source. EDC is third
priority source.
NOTE ITT °C
Tape will turn red and pointer will
flash red for five seconds, then re- F 600 F
main steady red if outside normal A A
starting limits. I 400 I
L L
200
Engine running red line and yellow
band do not apply, white ITT start Figure 7-17. ITT Source Data Fails
limit (red triangle) is in view.
White tape pointer represents green Turbine N2 RPM

band. (High-Pressure Compressor)
Turbine or high-pressure compressor rpm is
For engine running: supplied by the gearbox section and is digitally
displayed in percentage of rpm on the MFD lo-
Scale markings—Red line ...................... 821°C cated above the oil temperature and oil pres-
Yellow band .... 806°C–820°C sure tapes (see Figures 7-4 and 7-16). The N 2
Tape/pointer—Red ................................ >820°C monopole pickup produces an N 2 AC fre-
806°C–820°C for ≥5 min quency proportional to N 2 based on fuel pump
Yellow .................. 806°C–820°C gear shaft speed.
for <5 min
White.............................. ≤804°C N 2 is a standardized display of engine turbine
rpm measured against a fixed 100% (41,200
rpm) value.
NOTE
Tape will turn red or yellow and N 2 digital readout is as follows:
pointer will flash red or yellow for Red ................................................ ≥98.9% rpm
five seconds, then remain steady if
outside normal operating limits. Green.............................................. ≤98.8% rpm
White tape pointer represents green NOTE

band. Digital readout will flash red for five
seconds, then remain steady if out-
side normal operating limits.

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Four yellow dashes and a decimal point are dis- During the start sequence and upon reading 8
played if all sources of N 2 are failed. L DCU to 12% N 2 and indication of N 1 rotation, the
is priority source for left engine. R DCU is pri- throttle is advanced to idle. Lift the latch and
ority source for right engine. Cross-side DCU quickly advance the throttle halfway up the
is secondary source. EDC is third priority race, releasing the latch, and snap it back
source. Automatic source selection between against the idle stop. This will activate the ig-
data sources is provided. nition microswitch. With fuel and ignition,
the ITT should increase within 10 seconds.
DC power failure will cause the MFD and EIS
displays to fail. See Chapter 10, “Ice and The start sequence terminates at 45% N 2 by
Rain,” for N 2 failure’s effect on wing and en- the starter-generator overspeed sensor. The
gine anti-ice protection. engine then drives to GND IDLE rpm 53.4
±2.5% N 2 . If the ground idle switch is se-
Oil Pressure lected to high, the N 2 drives to FLT IDLE of
See Oil System, this chapter. 64.3 ±2.5% N 2 .
Oil Temperature A friction adjustment is provided for the throt-

tle by a twist knob on the right side of the
See Oil System, this chapter. pedestal. Forward rotation increases friction
as indicated by arrows on the knob.
ENGINE POWER CONTROL
Engine Starting
General Engine starting is divided into two general
Engine power control is achieved by a throt- categories: ground starting and air starting.
tle operating in a quadrant on the center
pedestal (Figure 7-18). Throttle travel is from Ground starting is divided into battery start-
full aft or off, through idle to full forward or ing, generator-assist starting, and external
maximum thrust position. An OFF stop power unit (EPU) starting. Air starting is di-
prevents inadvertent selection of off. A latch vided into starter-assist (battery) and wind-
on the throttle must be raised before the throt- milling airstart.
tle can be moved to, or from, the OFF position.
For a description of engine starting, see Chap-
ter 2, “Electrical Power Systems.”
All types of airstarts must be performed in

accordance with the airstart envelope (Figure
7-19). Control and procedures for airstarting,
are in Chapter 2, “Electrical Power Systems.”
To remain within the limitations for starting

in a crosswind condition no greater than 16
knots, tow or hand-push the aircraft into the
wind. When moving the aircraft by hand, have
a person in the cockpit guarding the brakes.
Figure 7-18. Throttle Quadrant on
Pedestal

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Engine startups should be aborted for any of • No N 1 rotation by 12% N 2

the following starting conditions:
• Hung start—slow or no rotation after ITT
increases and prior to reaching idle rpm
• False start—No ITT/fuel flow within 10
seconds after advancing the throttle to idle
To abort the start, move the throttle to OFF,
• Hot start—ITT rapidly approaching motorize for 15 seconds, then start disengage.
1,002°C
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 7-19. Airstart Envelope

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IDLE CONTROL SYSTEM Operations

NORMAL is selected for all engine starts, taxi,
General takeoffs, and landings. In NORMAL, the white
The idle control system consists of a GND GND IDLE light is on for all ground operations
IDLE switch, L and R idle control unit, and L at 54% N 2 and off by squat switch position in
and R hydromechanical fuel control units. Idle flight with 65% N 2. During approach and land-
settings are based on switch settings. Right ing with NORMAL selected, minimum flight
engine idle control protection is from the 5- idle is 65% N 2 . During touchdown and ground
amp circuit breaker on the right J-box. Left en- roll out, the squat switch holds 65% N 2 for 8
gine idle control protection is from the 5-amp seconds, then automatically rolls rpm back to
circuit breaker on the left J-box. ground idle 54% N 2 . This lower rpm mini-
mizes brake energy during taxi. Holding flight
The ground idle switch is located on the en- idle rpm to 65% N 2 for 8 seconds allows the
vironmental tilt panel with a white GND IDLE pilot to spool up to required takeoff rpm within
annunciator light in the annunciator panel. the required 5 seconds, should a go-around be
The following three rpm’s are associated with initiated. At the end of 8 seconds the aircraft
the ground idle solenoid: would have been braked to a stop using max-
imum braking.
1. Ground Idle—53.4 ±2.5% N 2 (54%)
Conditions: By limitation, HIGH is required for all touch-
and-go landings. HIGH is not required during
a. NORMAL is selected any engine starts or taxi. Sufficient rpm is
b. Weight on wheels available to prevent bog-down.
c. Throttles at idle
Selecting WING/ENG or ENG ON during the
NOTE approach phase with gear up, in icing condi-
Any time engine rpm is at GND IDLE tions, resets to anti-ice idle 70% N 2 .
rpm, the white GND IDLE light is on.
Extending the landing gear resets to flight
2. Flight Idle—64.3 ±2.5% N 2 (65%) idle 65% N 2 . Gear drag makes the pilot ad-
vance the throttles to safe anti-ice on rpm’s
Conditions: above 75% N 2 .
a. In flight
b. Weight off wheels Should normal DC fail, the solenoid spring-
c. Any GND IDLE switch position loads to anti-ice idle 70% N 2 .
3. Anti-ice Idle—70.4 ±2.5% N 2 (70%)
Conditions:
a. Weight off wheels
b. Gear up
c. Selecting WING/ENG or ENG ON
NOTE
Selecting gear down returns to flight
idle 65%.

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FJ44-2C SALTY/SANDY/SMOG 2. Partial Cycle:

ENVIRONMENT WATER WASH a. A touch-and-go landing—0.50
POLICY cycle
b. A full stop landing without engine
Operators who routinely fly at low altitudes shutdown—0.50 cycle
(4,000 feet or below for more than 30 minutes) c. Ground running: Idle to maximum
over saltwater environments should perform the continuous thrust—0.50 cycle
powerplant desalinization procedure (71-00-
03, P.B. 701) at the end of each day’s operations.
SYNCHRONIZING
Operators who fly at higher altitudes or occa-
sionally lower altitudes (4,000 feet or higher General
or below 4,000 feet for less than 30 minutes)
over saltwater environments should perform The engines incorporate a fan or turbine rpm
the powerplant desalinization procedure synchronizer. The system consists of a syn-
(71-00-03, P.B. 701) at least once a week. chronizer controller, an actuator, a control
switch, and a light. The left engine is the mas-
Operators who routinely takeoff or land in ter engine and the right engine is the slave.
sandy or smog environments should perform
the powerplant desalinization procedure When selected, the system functions to ad-
(71-00-03, P.B. 701) at least once per week. just the FCU rpm of the right engine to pre-
cisely that of the left engine. The system
Perform compressor cleaning to improve com- operates in a very narrow band to prevent se-
pressor efficiency by removing normal accu- rious spool down of the slave engine caused
mulations of dirt and grime (71-00-03, P.B. by power loss or failure of the master engine.
701). Williams recommends that all operators
perform this procedure at every routine peri- Prior to engaging the synchronizer, the en-
odic inspection (Check 1 or Check 2), as a gines should be manually synchronized with
minimum. Consult Williams FJ44-2C Engine the throttle to within ± 1.5%. When large power
Training Manual, Level II, Ramp and Transit. changes are desired, the system should be
turned off, the power adjusted and synchro-
Engine Cycles nized, and the system reengaged. The system
must be off during takeoff, approach and
Engine operating life limits are determined by landing, and single-engine operation.
mechanical and thermal stresses which occur
during engine operation. It is therefore nec- The synchronizer reduces the characteristic
essary to record flight cycles (both partial and out-of-sync beat of turbine engines, providing
full in addition to operating hours. The total a quieter cabin for maximum passenger comfort.
true cycles will be the sum of full and partial
cycles accrued during each flight and must be
recorded in the aircraft log book for each in-
dividual 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

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Control
The engine synchronizer is controlled by a
three-position rotary switch (Figure 7-20)
labeled “ENGINE SYNC FAN–OFF–TUR-
BINE.” Turning the switch off permits the con-
troller to run the actuator (located in the right
nacelle) to a null or center position. Selecting
FAN or TURBINE permits the controller to
synchronize the left and right fan or turbine
rpm as selected. Select FAN for passenger com-
fort or TURBINE for crew comfort. Figure 7-20. ENGINE SYNC Switch
Indication
When the ENGINE SYNC switch is at the
FAN or TURBINE position, an amber EN-
GINE SYNC light (Figure 7-20) will be on.
The system is turned on by the pilot when de-
sired after takeoff. The monopoles (turbine
and fan) supply rpm signals to the synchro-
nizer controller. The controller computes the
error difference of the selected (fan or turbine)
inputs and transmits an output signal to the
actuator in the right nacelle, which adjusts the
right FCU to synchronize the right rpm to
that of the left engine.

QUESTIONS
1. The primary thrust indicator for the 6. Of the following statements concerning
Williams FJ44-2C is: the FJ44-2C engine, the correct one is:
A. Fuel flow A. Fuel from the engine fuel system is
B. N 1 used to cool the engine oil through a
C. ITT fuel-oil heat exchanger.
D. N 2 B. The engine accessory gearbox has its
own oil lubricating system (independ-
ent of the engine itself).
2. If one igniter should fail during engine C. The indication of low oil pressure is
start: only the L or R OIL PRESS WARN an-
A. The engine will start normally. nunciator light.
B. It will result in a “hot” start. D. Electrical power is not required to
C. Combustion will not occur. power the ITT instrument since it is
self-generating.
D. The exciter box will act as a backup
and the engine will start.
7. The L or R OIL PRESS WARN light on
the annunciator panel illuminates when-
3. Ignition during normal engine start is ever:
activated by:
A. Oil temperature exceeds 136°C
A. Turning the IGNITION switches on at
8 to 12% N 2 B. Oil pressure is less than 25 psi
B. Moving the throttle to IDLE at 8 to C. Oil filter clogs and bypasses oil
12% N 2 and N 1 rotation D. The fuel-oil cooler becomes clogged
C. Depressing the start button
D. Nothing; ignition not needed during 8. The maximum allowable operating oil
normal engine start consumption for the FJ44-2C engine is:
A. 0.8 quart per hour
4. Ignition and boost pump operation during B. .023 U.S. gallon per hour
engine start are normally terminated by: C. .5 gallon every 40 hours
A. Turning the IGNITION switches off D. No specified figure since it depends
B. T h e s p e e d - s e n s i n g s w i t c h o n t h e upon TBO
starter-generator at approximately
45% N 2
9. I f t h e N 1 fa n s h a f t s h i f t s m o r e t h a n
C. Turning the boost pump switch off .050 inch:
D. Opening the ignition circuit breakers
A. The engine automatically shuts down.
on the right circuit-breaker panel
B. T h e v i b r a t i o n d e t e c t o r c a u s e s
illumination of the MASTER WARN-
5. Power will be automatically applied to
ING lights.
the igniters when the IGNITION switch
is in NORM anytime: C. The synchronizer shuts the engine down.
D. Nothing occurs.
A. The start button is depressed and the
throttle is out of OFF.
B. The surface deice system is activated.
C. The engine anti-ice switch is on.
D. Both A and C

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10. The following engine instruments are 14. What is the maximum engine ground start
available in the event of a loss of normal tailwind component?
DC electrical power: A. 15 KTS
A. N 1 rpm and ITT B. 16 KTS
B. N 1 rpm, N 2 rpm, and ITT C. 13 KTS
C. N 1 rpm (pointer only) D. 10 KTS
D. N 1 rpm (standby LCD digital display)
15. Maximum oil consumption for an operat-
11. The ENGINE SYNC switch: ing engine is:
A. Should be in FAN for takeoffs and A. 0.5 gallon per hour
landings B. 1.5 pints per hour
B. Should be in TURBINE at altitude C. 0.5 quarts per hour
C. Can be placed in FAN or TURBINE D. .023 gallon per hour
after takeoff and should be left there
for the remainder of the flight
D. Should be off for large power changes 16. During inflight windmilling, the engine
will vent oil overboard. Typical consump-
tion is approximately:
12. The FJ44-2C: A. .20 gallon per hour
A. Start fuel nozzle pump 9 pph constant B. 2 gallons per hour
B. Green ignition light confirming one or C. 1 quart per minute
both exciters powered D. 3 quarts per hour
C. Mobil Jet II and Mobil 254 are approved
D. All of the above
17. What is the maximum engine ground start
crosswind component?
13. Left fuel filter is bypassed: A. 16 KTS
A. The engines will flame out immedi- B. 10 KTS
ately, and the aircraft should be landed C. 21 KTS
immediately.
D. 12 KTS
B. The fuel boost pump will automati-
cally be activated.
C. Fuel transfer should be selected to -
in-sure that the fuel is filtered before
reaching the engine.
D. Dirty fuel bypasses through the left
engine’s fuel filter. The L fuel filter by-
pass annunciator will illuminate.
Flame out is possible.

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................... 8-1
GENERAL .............................................................................................................................. 8-1
ENGINE FIRE DETECTION AND INDICATORS............................................................... 8-2
Components ....................................................................................................................... 8-2
Engine Fire Sensor............................................................................................................. 8-2
ENGINE FIRE Switchlights.............................................................................................. 8-2
ENGINE FIRE-DETECTION TEST ...................................................................................... 8-4
ENGINE FIRE EXTINGUISHING ........................................................................................ 8-4
Extinguishing Bottles ........................................................................................................ 8-4
Operation ........................................................................................................................... 8-4
PORTABLE FIRE EXTINGUISHER..................................................................................... 8-6
QUESTIONS ........................................................................................................................... 8-7

ILLUSTRATIONS
Figure Title Page
8-1 Engine Fire-Detection Sensor ................................................................................. 8-3
8-2 ENGINE FIRE Switchlights and Controls ............................................................. 8-3
8-3 Rotary Test Switch .................................................................................................. 8-4
8-4 Engine Fire-Extinguishing System ......................................................................... 8-5
8-5 Portable Fire Extinguisher ...................................................................................... 8-6

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CHAPTER 8
FIRE PROTECTION
FIRE
WARN
FIRE PULL
INTRODUCTION
The Citation CJ2 is equipped with engine fire-detection and fire extinguishing systems
as standard equipment. The detection system consists of two separate detection circuits
(one for each engine) which provide visual and aural warnings. The fire-extinguishing
system consists of two fire bottles that are activated from the cockpit. The two fire bot-
tles are interconnected so that both bottles may be used for either engine. A hand-held
fire extinguisher provides fire protection inside the aircraft.
GENERAL
The engine fire and overheat detection system two fire bottles charged with extinguishing
consists of a detector/sensor, detection con- agent, pressurized with nitrogen, and dis-
trol unit, and a fire warning light. The system charged by electrically activated squibs. The
requires normal DC power and is tested by bottles are armed and activated manually from
the rotary test switch located on the left panel. the cockpit. In addition, the bottles are guarded
The engine-extinguishing system consists of against overpressure.

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ENGINE FIRE DETEC- the guard is lifted and the switchlight is de-
pressed, the following occurs:
TION AND INDICATORS
• The fuel and hydraulic firewall shutoff
valves close.
COMPONENTS
• The field relay on the generator is tripped.
The engine fire-detection system consists
of engine fire sensors, detection control units, • Both fire bottles are armed, white lights
ENGINE FIRE switchlights, and a rotary illuminate.
test switch.
Firewall shutoff and extinguisher arming are
ENGINE FIRE SENSOR indicated by the illumination of the following
annunciator panel lights:
Each engine fire sensor (Figure 8-1) is a flex-
ible stainless steel tube containing a fixed vol- • BOTTLE 1/2 ARMED
ume of inert gas (helium). An increase in • L or R F/W SHUTOFF
temperature on any part of the tube increases
the pressure of the gas. A detector unit con- • L or R FUEL LOW PRESS
taining two pressure switches is connected to • L or R FUEL BOOST ON
the end of the tube. One switch is for alarm and
the other for integrity. When a fire or overheat • L or R HYD FLOW LOW
condition causes the gas pressure to increase • L or R GEN OFF
sufficiently to close the alarm switch, an elec-
trical signal is sent to the fire detection con- • MASTER CAUTION
trol unit. This illuminates the red ENGINE • L or R OIL PRESS Warning
FIRE switchlight in the cockpit. When the
pressure decreases, the alarm switch opens If the fire switchlight has been activated, de-
and deactivates the ENGINE FIRE switch- pressing the switchlight a second time reopens
light. The integrity switch is normally closed. the appropriate valves and extinguishes the
respective annunciator lights. It should be em-
phasized that it will not reset the generator
NOTE field relay.
Illumination of the ENGINE FIRE
switchlight does not activate the
MASTER WARNING lights.
NOTE
The red L or R OIL PRESS WARN
annunciator will illuminate as oil
ENGINE FIRE SWITCHLIGHTS pressure drops below 25 psi as engine
spools down. The MASTER WARN-
The red ENGINE FIRE switchlights (Figure ING also illuminates.
8-2) are located in the center of the cockpit
glareshield. Four bulbs are in each FIRE
switchlight. These lights are guarded switch-
lights labeled L or R ENGINE FIRE. When

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LOWER COWL
DOOR
FIRE DETECT
SENSOR TUBE
ELECTRICAL
CONNECTOR
CLAMP
CLAMP
CLAMP
CLAMP
Figure 8-1. Engine Fire-Detection Sensor
L R
ENGINE ENGINE
FIRE FIRE
BOTTLE 1 BOTTLE 2
ARMED ARMED
PUSH PUSH
Figure 8-2. ENGINE FIRE Switchlights and Controls

ENGINE FIRE-DETEC- cartridge-operated discharge valves. Each fire

bottle contains a charge of Halon 1301. The
TION TEST bottle uses a combination fill fitting and safety
relief valve. If the temperature of the bottle
The engine fire-detection system requires DC should rise above 210°F, the bottle will ther-
power for operation. The rotary test switch mally relieve.
(Figure 8-3) on the pilot instrument panel is
used to test the fire-detection system. When
FIRE WARN is selected, both ENGINE FIRE OPERATION
switchlights will illuminate steady. An engine fire or overheat condition is indi-
cated by illumination of the applicable L or R
ENGINE FIRE switchlight on the glareshield.
The throttle is retarded to IDLE to verify that
a fire actually exists. The plastic cover is lifted
and depressing the illuminated ENGINE FIRE
s w i t c h l i g h t c a u s e s b o t h w h i t e B OT T L E
ARMED switchlights to illuminate, arming
the circuits to the bottles for operation. In ad-
dition, the fuel and hydraulic firewall shutoff
valves close (respective FUEL LOW PRESS,
FUEL BOOST ON, HYD FLOW LOW, and
TEST F/W SHUT OFF annunciators illuminate), and
the generator field relay is tripped open with
OFF s t e a d y a m b e r M A S T E R C AU T I O N . T h e
FIRE tripped field relay opens the power relay illu-
ANNU WARN minating the GEN OFF annunciator light. The
ANTI LDG engine flames out, spools down, and reduces
SKID GEAR oil pressure below 25 psi illuminating the en-
OVER BATT gine oil pressure warning and master warning
SPEED TEMP lights.
W/S TEMP AOA D e p r e s s i n g e i t h e r i l l u m i n a t e d B OT T L E
RUDDER ARMED switchlight fires the explosive car-
BIAS tridge on the selected bottle, releasing its con-
tents into the engine nacelle. The BOTTLE
Figure 8-3. Rotary Test Switch ARMED switchlight goes out. The BOTTLE
ARMED switchlight does not confirm the bot-
tle is serviced. This can only be confirmed by
ENGINE FIRE EXTIN- visual check of the bottle gages at 600 psi on
a 70°F day. A placard on the door is used to ad-
GUISHING just for different temperatures, approximately
600 psi on a 70°F day.
EXTINGUISHING BOTTLES If the ENGINE FIRE switchlight remains on,
The engine fire-extinguishing system (Figure indicating that the fire still exists, the remain-
8-4) consists of two fire bottles in the tail- ing BOTTLE ARMED switchlight may be de-
cone area, deployment tubes and nozzles, and pressed after 30 seconds to release the contents
discharge control switches. The fire bottles in- of the remaining bottle into the same nacelle.
corporate fill and pressure relief valves, tem-
perature compensating switches, and explosive

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Detection and extinguishing system electri- NOTE

cal power for the left engine is supplied by the
right crossover bus. Power for the right engine Mechanical damage to the pneumatic
systems is from the left feed extension bus. detector sensor tube cannot result in
a false alarm. Damage to the unit will
Depressing the ENGINE FIRE switchlight a result in a NO TEST rather than a
second time opens the fuel and hydraulic shut- false alarm.
off valves and disarms the extinguishing sys-
tem. The generator field relay is energized NOTE
when the engine is restarted or by resetting the No residue remains from the fire
generator switch. exinguishing agent.
L R
ENGINE ENGINE LEGEND
FIRE FIRE P PRESSURE SWITCH
EXTINGUISHING AGENT
BOTTLE 1 BOTTLE 2
ARMED ARMED CONTROL BOX
PUSH PUSH
ELECTRICAL WIRING
CONTROL
UNIT
BOTTLE 1
P FUSIBLE PLUG P
FIRE
DETECTION
LOOP
HELIUM-FILLED
GAGE TUBE
BOTTLE 2
PLACARD
ON DOOR
Figure 8-4. Engine Fire-Extinguishing System

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PORTABLE FIRE
EXTINGUISHER
One portable hand-held fire extinguisher is
installed in the cockpit and is accessible from
either the pilot or copilot positions (Figure 8-
5). The portable 2 1⁄2-pound hand-held fire ex-
tinguisher is mounted to the floor to the left
side of the copilot seat in a quick-release
mounting bracket. The portable extinguisher
is a pressurized bottle containing Halon Type
1211 extinguishing agent. The extinguisher is
rated for class A, B, and C fires. Check pres-
sure in the green arc.
Figure 8-5. Portable Fire Extinguisher

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QUESTIONS
1. An ENGINE FIRE switchlight illumi- 5. If the contents of a bottle have been dis-
nates when: charged into a nacelle and the ENGINE
A. It is depressed. FIRE switchlight remains on for 30 sec-
onds:
B. T h e M A S T E R WA R N I N G l i g h t s
illuminate for an engine fire. A. The fire has been extinguished.
C. Temperature in the engine reaches B. The other bottle can be discharged into
500°F. the same nacelle by depressing the other
D. A pressure switch trips due to ther- BOTTLE ARMED switchlight.
mally induced inert gas expansion in C. The fire still exits, but no further ac-
a stainless tube. tion can be taken.
D. The same BOTTLE ARMED switch-
light can be depressed again, firing a
2. In order to fire the explosive cartridges on second charge of agent from the same
the fire-extinguisher bottles: bottle.
A. DC power need only be available to
the emergency bus.
6. Depressing the ENGINE FIRE switch-
B. Normal system DC power is required.
light a second time:
C. The right BOTTLE ARMED light
must be pressed for a right engine fire A. Opens the fuel firewall shutoff valve
and the left BOTTLE ARMED light B. Opens only the hydraulic firewall
for a left engine fire. shutoff valve
D. The ENGINE FIRE switchlight need C. Resets the generator field relay
not be previously activated. D. All of the above.
3. After a bottle has been discharged into a 7. An engine fire or overheat is indicated by:
nacelle: A. Illumination of a red ENGINE FIRE
A. No cleaning of the engine and nacelle light and a flashing MASTER WARN-
area is required. ING light
B. A thorough cleaning of the engine B. Illumination of the ENGINE FIRE
and nacelle area is required. light and automatic arming of the ex-
C. An inspection of the engine and na- tinguisher bottles
celle area is required to determine if C. Illumination of the red ENGINE FIRE
cleaning is necessary. warning light
D. None of the above. D. Automatic closing of the firewall shut-
off valves and subsequent engine
flameout
4. When the fire-extinguishing system is
armed (both white bottle armed lights
ON):
A. The FUEL LOW PRESS and FUEL
BOOST ON lights come ON.
B. T h e H Y D F L OW L OW l i g h t
illuminates.
C. The GEN OFF light illuminates.
D. All of the above.

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL .............................................................................................................................. 9-1
SYSTEM DESCRIPTION ...................................................................................................... 9-2
Distribution ...................................................................................................................... 9-2
Precoolers......................................................................................................................... 9-4
Control ............................................................................................................................. 9-4
QUESTIONS ........................................................................................................................... 9-7

ILLUSTRATIONS
Figure Title Page
9-1 Pneumatic System Diagram ..................................................................................... 9-3
9-2 Air Source Selector .................................................................................................. 9-4
TABLE
Table Title Page
9-1 Source Selections, Valve Positions, and Flow Rates ............................................... 9-6

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CHAPTER 9
PNEUMATICS
BLEED AIR CO
L R
AIR
15
5
20
LV
VA E
INTRODUCTION
The pneumatic system in the Citation CJ2 uses engine compressor bleed air. The air is
extracted from both engines and routed through control valves into a pneumatic mani-
fold for distribution to systems requiring pneumatics for operation. In the event of
single-engine operation, air from one engine is sufficient to maintain all required sys-
tem functions. Safety devices are incorporated to prevent excessive pressure. A control
switch and condition indicating lights are installed in the cockpit.
GENERAL
Bleed air from each engine is extracted from Precooler discharge air temperature is regulated
the engine high-pressure compressor section by a fan bypass air modulating valve system
at approximately 900°F and routed to: (uses 23-psi air) to approximately 246°C
(475°F) and is directed to the following:
• The engine inlet and generator inlet
when anti-iced • Wing anti-ice system and pylon ram-air
inlets
• The precooler
• Rudder bias system

• Service system regulator for 23 psi SYSTEM DESCRIPTION

• Windshield anti-ice valve and heat ex-
changer for temperature-regulated air
to the windshields and/or the emergency DISTRIBUTION
pressurization valve Major components of the bleed-air distribu-
• P r e s s u r e r e g u l a t i n g s h u t o ff va l v e tion systems are the manifold assemblies, pre-
(PRSOV) for a constant 16-psi output to coolers, precooler actuators, and bleed-air
the 4- or 8-pound-per-minute (ppm) flow ducts (Figure 9-1).
control valve (FCV) supplying air to the
cabin heat exchanger Engine bleed air is routed from the nacelles
through the precooler to the respective man-
The service system regulator supplies 23-psi ifold assembly. Each manifold assembly pro-
air to the following: vides three individual outlets.
• Hydraulic reservoir A cross fitting accepts bleed-air pressure from
• Cabin door seal (inflatable) either or both operating engines. The aft side
of the cross fitting supplies bleed air to a serv-
• Horizontal tail deice boots ice air pressure regulator, which regulates 23
• Fan bypass air modulating valve to reg- psi to the service air systems and to the wind-
ulate precooler discharge air to approx- shield anti-ice system.
imately 246°C (475°F)
• Flood cooling vent solenoid (fail-safe Bleed air is supplied out of the forward side
open to flood cool position) o f t h e c r o s s fi t t i n g t o t h e w i n g a n t i - i c e
PRSOVs.
• Pressure controller “AUTO” selected dive
solenoid pressure to close the outflow An inboard outlet provides bleed air to the
valves increasing cabin differential pres- PRSOV, passing into the 4- and 8-ppm FCV.
sure (PSID) or lowering cabin altitude Air from the FCV provides air to the cabin dis-
• Pressure controller “AUTO” selected tribution system.
climb solenoid vacuum ejector that gen-
erates a vacuum to open the outflow An aft outlet routes air aft to the rudder bias
valves to decrease cabin differential control valve and to the rudder bias cylinder
pressure (PSID) raising cabin altitude and mechanism to automatically displace the
rudder in the proper direction to assist the
• The cockpit/cabin four-position diverter pilot should an engine fail during takeoff.
valve at the aft, lower, and right pressure
bulkhead Right and left pylon ram scoop air is routed to
• Cockpit flush floor louver diverter valve the cabin distribution system if depressurized
or during FRESH AIR selection.
Control of engine bleed air into the cabin area
is accomplished with the AIR SOURCE selec- The entrance door seal is operated with 23-
tor located on the tilt panel at the lower cen- psi service air. The system consists of a check
ter instrument panel. Sensors located in critical valve, pressure regulating and relief valve,
areas of the air system cause illumination of spring-loaded door seal valve, inflatable door
annunciator lights on the main annunciator seal, and necessary pneumatic lines and fit-
panel located on the center instrument panel. tings. The lower forward door lockpin actu-
ates the cabin door seal control valve in the
door locked position, allowing bleed air to in-
flate the door seal. The DOOR SEAL light il-
luminates if pressure drops to a minimum
value. The secondary door seal should main-
tain cabin pressure.

WINDSHIELD BLEED AIR
LEFT RIGHT AIR SOURCE SELECTOR
L R MASTER
FULL FULL CABIN HEAT, BOTH
T T PRESSURIZATION, CAUTION L R
H H VALVES CABIN RESET
R R AND FRESH AIR
O O EMERGENCY
T T EMERG PRESSURIZATION
T T PRESS ON
L L FRESH EMER
E E
S S EMERGENCY AIR OFF
IDLE IDLE PRESSURIZATION
OFF OFF VALVE 6 PPM
AFT PRESSURE BULKHEAD TEMP
TEMP SELECT
M HOT

149°C (300°F) MAX A
A U
AIR DUCT N T
RAM AIR MUFFLER U O
O’HEAT A COLD
WING XFLOW MODULATING L COLD HOT
VALVE VALVE MANUAL
T
L WING ANTI-ICE WINDSHIELD CABIN FRESH

SHUTOFF VALVE MODULATING ANTI-ICE HEAT AIR
VALVE HEAT EXCHANGER EXCHANGER BLEED-AIR HEATED
BLEED-AIR HEATED
R WING PYLON INLET WHEN
PYLON INLET WHEN WING ANTI-ICE ON
WING ANTI-ICE ON ANTI-ICE
SHUTOFF
T VALVE T
HEAT VENT
L ENG R ENG
ANTI-ICE ANTI-ICE
SHUTOFF SHUTOFF
23 PSI WINDSHIELD PR 23 PSI VALVE
VALVE PR
SOV ANTI-ICE SOV
FCV CONTROL FCV
VALVE
REG 4 4 REG
T 475°F 8 8
475°F T
293°C (560°F) MAX 293°C (560°F) MAX
PRSOV—16-PSI PRESSURE
BLD AIR REGULATING AND SHUTOFF
O’HEAT VALVE; FAILSAFES OPEN
FCV—FLOW CONTROL VALVE PYLON
PYLON L R REGULATES AT 4 OR 8 PPM;
PRECOOLER 23-PSI SERVICE AIR REG. PRECOOLER
FAILSAFE TO 4 PPM
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BIAS
RUDDER BIAS
CONTROL
VALVE
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LEGEND
WINDSHIELD ANTI-ICE AIR/
ENGINE BLEED AIR RAM AIR SERVICE BLEED AIR CABIN AIR (NORMAL)
EMERGENCY PRESSURIZATION
9-3
Figure 9-1. Pneumatic System Diagram (SNs 0001 and Subsequent)

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PRECOOLERS
The precoolers are stainless steel crossflow AIR SOURCE SELECT
heat exchangers, mounted in the pylons, that BOTH
reduce hot bleed air from 482°C (900°F) to
246°C (475°F) that is suitable for use in the L R
aircraft anti-ice, environment, and pneumatic
systems. The precoolers are the primary means
of regulating the upper temperature of the FRESH
bleed air going to all bleed-air systems. The AIR EMER
precoolers have two fundamental paths: the hot OFF
bleed-air path and the cooling air path.
The 482°C (900°F) bleed air entering the pre-

cooler must be cooled. The cooling medium Figure 9-2. Air Source Selector
is the relatively cooler engine bypass air. Some
fan bypass air is ported away from the engine, air is still available to the service air system
regulated through the crossflow heat exchanger only, and no air enters the pressure vessel
by a temperature controller modulating valve from the engines. Cabin altitude rises at leak
(needing 23 psi to operate), and the heat ex- rate to cruise altitude.
tracted is vented into the rear pylon area next
to the exhaust tube to atmosphere. Precooler The FRESH AIR position of the
system components in the CJ2 are not visible FRESH
AIR air source selector will not
during preflight walkaround. pressurize the aircraft, and is
intended for ground use or low altitude un-
If bleed air is too hot for system pressurized flight if fresh air is desired. The
BLD AIR use, 293°C (560°F), the L or R
O’HEAT source of air entering the cabin in FRESH AIR
BLD AIR O’HEAT annunciator is ram air from the ram air scoops on the for-
L R and MASTER CAUTION lights ward edge of the pylons. Selecting FRESH
will illuminate.
AIR will cause the FRESH AIR annunciator to
illuminate flashing, then steady when the
NOTE steady MASTER CAUTION is reset. It ener-
Hot bleed-air supply temperature gizes the L and R PRSOVs and W/S anti-ice
will shut off the wing anti-ice valves closed. The EMER valve is deenergized
PRSOV on the side of the overheat, closed. The FCVs are relaxed at the 4-ppm po-
until the system cools. sition. It turns on the fresh air fan to deliver
pylon inlet fresh air to the lower environmen-
tal ducts.
CONTROL
The L and R positions limit pneumatic bleed
The AIR SOURCE SELECT switch (Figure air from the engine associated with the se-
9-2) determines the amount of air that enters the lected switch position. The L position allows
cabin and from what source it is supplied. The use of air from the left engine and shuts off air
control switch has positions labeled from the right engine. In the L position, the R
“OFF–FRESH AIR–L–BOTH–R–EMER.” PRSOV and W/S anti-ice shutoff valves are en-
ergized closed, and the L PRSOV is relaxed
The OFF position closes all environmental open, the left FCV is energized to 8 ppm. With
bleed-air valves. It energizes the L and R the R position selected, the process is reversed.
PRSOVs and the W/S anti-ice valve closed. The amount of airflow entering the cabin is 8
The EMER valve is deenergized closed. The ppm using L, R or BOTH.
FCVs are relaxed at the 4-ppm position. Bleed

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The BOTH position opens the L and R PRSOVs EMERG

Selecting EMER in flight or on
and closes the W/S bleed-air shutoff valve, PRESS ON the ground will cause the
allowing bleed air from both engines to pass EMERG PRESS ON annuncia-
through the bleed-air manifold to the cabin heat tor to flash and the MASTER CAUTION lights
exchanger. The FCVs are relaxed open at 4 ppm to come on steady. In flight, the emergency
(left) plus 4 ppm (right) for 8 ppm total flow. valve opens under the floor, near the backside
The EMER valve is deenergized closed. The of the copilot seat, making a loud hissing sound
valves fail to the BOTH position if normal as an alternate means of pressurization. When
DC power is lost. All take-off performance this mode is selected with windshield anti-ice
data is based on the source selector being in OFF, the W/S AIR O’HEAT light and 5-psi pres-
the BOTH position.
sure switch are deactivated so the W/S AIR
If a complete DC electrical power failure oc- O’HEAT light won’t illuminate for pressure. Air
curs, regardless of the AIR SOURCE selector at 120°F from the windshield heat exchanger is
position, pneumatic air is supplied as if the regulated to 6 ppm mass flow through the emer-
source selector switch is positioned to BOTH. gency valve to heat and pressurize the cabin.
The emergency pressurization valve fails
closed, the L and R PRSOVs fail open, and the If the left engine fails in flight, the signal to
FCVs fail to the 4 ppm flow for a total of 8 ppm the right engine FCV (4 ppm) to energize to the
flow to the cabin. The windshield bleed-air 8-ppm flow rate is delayed until the pilot moves
shutoff valve fails open, directing air to the two the failed engine (left) throttle to OFF. While
windshield bleed-air manual valves. The wing at half normal flow rate the cabin altitude may
anti-ice valves also fail open. be rising. The pilot must be aware that during
engine failure the sooner the dead engine throt-
When the EMER position is selected in flight, tle is selected to OFF, the sooner normal 8-ppm
bleed air from one or both engines is routed flow is restored.
directly into the cabin through the windshield
bleed-air system. In EMER, the L and R Source selections, valve positions, and flow
PRSOVs are energized closed and the EMER rates may be traced through Table 9-1 for the
valve is energized open regulating 6 ppm mass normal source selector positions and several
flow. The windshield anti-ice valve is deener- possible abnormals.
gized open, providing 49°C (120°F) air when
the windshield anti-ice switch is in the OFF
position, or 138° ±6°C (280° ±10°F) air when
the windshield anti ice switch is in the HI po-
sition, and 127° ±6°C (260° ±10°F) when in
the LOW position. On the ground, the EMER
pressurization valve cannot open by the left
squat switch logic.

Table 9-1. SOURCE SELECTIONS, VALVE POSITIONS, AND FLOW RATES
SOURCE
L PRSOV/ R PRSOV/ EMER NET FLOW TO CABIN
CONDITION SELECTOR
FCV–PPM FCV–PPM VALVE–PPM PPM/TEMP/PRESS
POSITION
Two engines operating BOTH Open 4 Open 4 Closed 0 8 ppm 65°–85°F
Two engines operating L Open 8 Closed 0 Closed 0 8 ppm 65°–85°F
Two engines operating R Closed 0 Open 8 Closed 0 8 ppm 65°–85°F
Two engines operating EMER Closed 4/0 Closed 4/0 Open 6 6 ppm 120°F***
Two engines operating FRESH AIR Closed 0 Closed 0 Closed 0 0 Depressurize to ambient
Two engines operating OFF Closed 0 Closed 0 Closed 0 0 Leak rate
until depressurized
L throttle OFF,
R engine operating BOTH/R Closed 0 Open 8 Closed 0 8 ppm 65°–85°F
L engine operating,
R throttle OFF L/BOTH Open 8 Closed 0 Closed 0 8 ppm 65°–85°F
L engine OFF and
lost DC power Any position Open 4 Open 4 Closed 0 4 ppm cabin may rise
R engine OFF and
lost DC power Any position Open 4 Open 4 Closed 0 4 ppm cabin may rise
L engine flameout, L throttle
idle, R engine operating BOTH/R Open 4 Open 4 Closed 0 4 ppm cabin may rise
R engine flameout, L throttle
idle, R engine operating L/BOTH Open 4 Open 4 Closed 0 4 ppm cabin may rise
NOTES:
1. The (4 or 8 ppm) flow control valve (FCV) failsafes to the 4 ppm position with lost DC power and the pressure regulating
and shutoff valve (PRSOV) normally regulates 16 psi is a failsafe open valve.
2. With both engines operating in BOTH at 4 + 4 = 8 ppm flow to the cabin.
3. With L or R selected, the selected FCV is energized to a full 8 ppm to cabin, while the nonselected FCV is closed by logic.
4. Anytime a throttle is selected to OFF, the remaining engine FCV is energized to 8 ppm flow to the cabin by logic.
5. In the unlikely event of engine failure and the loss of normal DC power, the operating engine FCV failsafes open to 4 ppm
flow to the cabin. At half the normal flow rate to the cabin, cabin pressure may rise and differential pressure reduce.
6. Should an engine flameout, the 8 ppm command will not signal the live engine FCV until the dead engine throttle is
selected to OFF. In the meantime, 4 ppm is available from the live engine FCV and the cabin may rise.
*** Windshield bleed air OFF = 49°C (120°F)
Windshield bleed air HI = 138°C (280°F)
Windshield bleed air LOW = 127°C (260°F)

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QUESTIONS
1. The EMER PRESS ON light can only be 3. The L and R PRSOVs, when open, allow
selected ON by the source selector and the engine bleed air to feed:
air source is: A. L and R FCVs at 4 ppm (total 8 ppm)
A. Left engine bleed air only and cabin heat exchanger for normal
B. Either/both engine bleed air through heating, cooling, and pressurization
the W/S heat exchanger at 120°F and B. 23-psi service air to the main cabin
regulated by the EMER valve at 6 ppm door seal
C. Right engine bleed air only C. The windshield anti-ice valve
D. Ram pylon inlet air D. All of the above.
2. The systems that use pneumatic bleed air 4. Fresh air draws pylon ram inlet air:
for operation are: A. To pressurize the cabin
A. Instrument air, emergency brakes, and B. To circulate air during unpressurized
the entrance door ground/inflight operations
B. Ta i l d e i c e , w i n d s h i e l d a n t i - i c e , C. Turns on a fan to the lower ducts
entrance door seal, and cabin or D. B and C above.
emergency pressurization
C. Entrance door seal, ACM, and thrust
reversers
D. Ta i l d e i c e , w i n d s h i e l d a n t i - i c e ,
entrance door seal, and ACM

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................. 10-1
GENERAL ............................................................................................................................ 10-2
ANTI-ICE SYSTEMS .......................................................................................................... 10-3
Pitot and Static Anti-ice System.................................................................................... 10-3
Ice Detection System..................................................................................................... 10-4
Precooler........................................................................................................................ 10-4
Windshield Anti-ice and Rain Removal System ........................................................... 10-5
Windshield Alcohol System .......................................................................................... 10-7
Rain Removal System ................................................................................................... 10-8
Engine Anti-ice System ................................................................................................. 10-8
Pylon Ram-Air Scoops................................................................................................ 10-10
Wing Anti-ice System ................................................................................................. 10-10
TAIL DEICE ....................................................................................................................... 10-16
Operation ..................................................................................................................... 10-16
QUESTIONS ...................................................................................................................... 10-19

ILLUSTRATIONS
Figure Title Page
10-1 Ice-Protected Surfaces .......................................................................................... 10-2
10-2 ANTI-ICE/DE-ICE Switches ............................................................................... 10-3
10-3 Windshield Ice Detection Lights and Switch ........................................................ 10-4
10-4 Wing Inspection Light and Switch ....................................................................... 10-4
10-5 Precooler Intake and Exhaust Bypass ................................................................... 10-5
10-6 Windshield Bleed-Air Knobs ................................................................................ 10-6
10-7 Windshield Anti-ice System ................................................................................. 10-6
10-8 Alcohol Sight Gage and Nozzles .......................................................................... 10-7
10-9 Rain Removal Controls and Doors ........................................................................ 10-8
10-10 Pylon Ram-Air Scoops ........................................................................................ 10-10
10-11 Wing/Engine Anti-ice System—Both Engines ................................................... 10-11
10-12 Wing/Engine Anti-ice System—One Engine ..................................................... 10-12
10-13 Tail Deice System ............................................................................................... 10-18
TABLE
Table Title Page
10-1 WING/ENG ANTI-ICE Light Operation ............................................................ 10-13

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CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
The Citation CJ2 is equipped with both anti-icing and deicing systems. The aircraft is
approved for flight into known icing conditions when the equipment is functioning prop-
erly. These systems should be checked prior to flight if icing conditions are anticipated.
Anti-ice protection systems are incorporated into wing, engine components, windshield,
pitot-static, and angle-of-attack systems, and pylon ram-air scoops. These systems
should be activated prior to entering icing conditions.
The tail deice system consists of pneumatic boots on the horizontal stabilizers.

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GENERAL NOTE
Anti-ice systems and the tail deice
Electrically operated solenoid valves, controlled system should be turned on in flight
by switches on the pilot panel, control the flow when icing conditions exist. Icing
of bleed air to anti-ice the wing leading edge and conditions exist when the MFD dis-
engine nacelle lip. played RAT in flight is +10°C or
below, and visible moisture in any
Engine bleed air is discharged through nozzles form is present. Icing conditions
in front of the windshield for anti-ice protection exist on the ground when RAT is
of the windshield. Isopropyl alcohol is available +10°C or below and where surface
for anti-icing the left windshield in the event that snow, slush, ice or standing water
bleed air is unavailable. Rain removal is provided may be ingested by the engines or
by deflecting air away from the windshield via freeze on engine nacelles, or engine
a set of doors. sensor probes. The wing/engine anti-
ice systems may be operated in the
Ice formation on the windshield causes a red WING/ENG position and the wind-
halo reflection of the glareshield ice detector shield anti-ice and tail deice may be
lights at night. The ice and rain system switches OFF provided it can be visually ver-
are green capped for easy identification. ified that no ice is accumulating. Se-
lecting engine anti-ice also initiates
continuous ignition.
Figure 10-1 depicts the ice-protected areas on

the aircraft.
Figure 10-1. Ice-Protected Surfaces

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ANTI-ICE SYSTEMS HTR OFF light will illuminate whenever cur-

rent failure occurs to either pitot head or any
static port heater or when the pitot heat switch
PITOT AND STATIC is in the off position.
ANTI-ICE SYSTEM
AOA HTR
The AOA HTR FAlL annunci-
The pitot and static anti-ice systems are com- FAIL ator light illuminates when the
prised of two electrically heated pitot tubes, vane heater has failed. Op-
two ADCs, four electrically heated static ports, eration may be checked on preflight by turn-
and the angle-of-attack vane heater. The pitot ing the switch to ON for approximately 30
tubes are located on each lower side of the nose seconds, then to OFF, then feeling each ele-
section of the aircraft. There are two static ment during the external inspection.
ports located just below the flight compartment
windows on each side of the aircraft. Electri-
cal power for the heating elements is con- CAUTION
trolled by the ANTI-ICE/DE-ICE, PITOT & Limit ground operation of the
STATIC–OFF switch on the left cockpit instru- pitot-static heater system to two min-
ment panel (Figure 10-2). The PITOT & STA- utes to preclude damage to the pitot
TIC switch also controls electrical power to static heaters and angle-of-attack
the angle-of-attack vane heater located on the probe.
right side of the fuselage.
During the preliminary cockpit checks, turn NOTE

on pitot for 30 seconds. Touch check the pitots,
static ports, and AOA on the hot items/lights Should the pitot tube(s) and or static
walkaround exterior check. port(s) become restricted or blocked
from ice formation, unreliable or
complete failure of flight instruments
Power to operate the right pitot and static port and other pitot-static supported
system is from the emergency bus. The left systems will occur.
pitot and static system is powered from the nor-
mal DC bus. The angle-of-attack heater is
powered from the normal DC bus. CAUTION
A failure in the pitot and static Remove the pitot tube cover(s) prior
P/S HTR to energizing the anti-ice system.
OFF system is indicated by illumi-
nation of the L or R P/S HTR
L R OFF annunciator light on the
annunciator panel. The P/S
Figure 10-2. ANTI-ICE/DE-ICE Switches

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ICE DETECTION SYSTEM A wing inspection light is a fixed-position

light located forward of the wing leading edge
Icing can be detected at night by the windshield and mounted on the left side (optional—right
ice detection lights (Figure 10-3). These lights, side) of the fuselage (Figure 10-4).
are located on the glareshield and alert the
pilot that ice is accumulating on the wind- The standard wing inspection light will illu-
shield by reflection of a circular red glow on minate the left wing to observe ice buildup dur-
the pilot and copilot windshields. The pilot ing night flight. The light is controlled by a
windshield ice detect light is located two-position on/off switch located on the pilot
approximately in the center of the pilot clear instrument panel below the tail deice switch
vision area, and the copilot ice detect light is (Figure 10-4).
located just inboard of the protected clear vi-
sion area.
Figure 10-4. Wing Inspection

Light and Switch
Figure 10-3. Windshield Ice Detection
Lights and Switch
PRECOOLER
NOTE The pneumatic temperature probe regulates 23-
When the anti-ice systems are oper- psi service air to the fan air modulating valve.
ative, the copilot windshield ice de- The fan air modulating valve opens allowing rel-
tection light must be monitored for atively cooler engine bypass air through the
ice accumulation. precooler. The 900°F engine core air heat is ex-
tracted and vented overboard through the gap
between the engine cowling and engine nozzle.
The windshield ice detection lights are turned Precooler discharge air is regulated between
on by switching the panel light control NIGHT 450° to 500°F as source air flows to the 23-psi
DIM ON–OFF switch in the ON position. In service system regulator, windshield anti-ice
the OFF position, the lights are turned off. system, wing anti-ice pylon scoop, and main
cabin heat exchanger (Figure 10-5).
Normal operation of the ice detection lights
is verified by positioning the panel light con- If bleed air exiting the precooler
BLD AIR
trol NIGHT DIM ON–OFF switch to the ON O’HEAT is over 293°C (560°F) the L or
position, placing a fingertip over the post R BLD AIR O’HEAT annunci-
lights, and observing a red glow. L R ator light illuminates, warning
the pilot of the overheat.

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BLD AIR
23-PSI SERVICE AIR
O’HEAT
WINDSHIELD PNEUMATIC TEMPERATURE
L R PROBE REGULATOR
ANTI-ICE SYSTEM
WING ANTI-ICE 23-PSI

PYLON INLET (450 TO 500°F) SERVICE AIR
CABIN AIR CONTROL

ENGINE PYLON LINE
PRECOOLER
FAN AIR
ENGINE MODULATING
VALVE
900°F
CORE AIR
CROSSFLOW
EXHAUST
(HEAT
COOLER EXTRACTED)
BYPASS
DUCT
AIR
PNEUMATIC
ACTUATOR REGULATED
SERVICE AIR
Figure 10-5. Precooler Intake and Exhaust Bypass
NOTE BLEED air, HI-OFF-LOW, switch on the pilot

switch panel and two manually operated
When the BLD AIR O’HEAT annun- WINDSHIELD BLEED AIR knobs on the pilot
ciator illuminates, it shuts off the lower instrument panel. The manual knobs
wing anti-ice pressure regulating rotate CW to MAX to open and CCW to OFF
s h u t o ff va l ve o n t h e s i d e o f t h e to close the shutoff valves, varying the volume
overheat, until the system cools to of bleed air going to the windshield. The wind-
protect that wing from excessive heat. shield anti-ice controls are shown in Figures
10-2 and 10-6.
WINDSHIELD ANTI-ICE AND The windshield anti-ice system (Figure 10-7)
RAIN REMOVAL SYSTEM is activated by placing the WINDSHIELD
Both windshields may be anti-iced by use of BLEED air switch to HI or LOW. This action
engine bleed air or by alcohol (pilot side only) deenergizes the windshield bleed-air shutoff
in the event that the bleed-air system fails. valve open to allow hot engine bleed air to flow
The bleed air to the windshields is controlled to the system and activates an automatic tem-
by an electrically controlled WINDSHIELD perature controller.

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switch and two temperature probes. The con-

WINDSHIELD BLEED AIR troller signal is transmitted to the motorized
LEFT RIGHT ram-air control valve, which controls the
amount of pylon ram scoop cooling air across
the heat exchanger, cooling the bleed air; the
extracted heat then exhausts overboard under
the fuselage. Temperature-regulated engine
bleed air is then directed onto the windshields
through a series of nozzles.
OFF MAX OFF MAX
When icing conditions exist, the manual wind-
Figure 10-6. Windshield Bleed-Air Knobs shield bleed-air knobs are opened, and the
WINDSHIELD BLEED air switch is selected
The automatic temperature controller main- to LOW if the indicated RAT on the MFD is
tains windshield bleed-air temperature at 138 warmer than –18°C (0°F) or to HI if the indi-
±6°C (280 ±10°F) in the HI position and 127 cated RAT is –18°C (0°F) or colder. Normal
±6°C (260 ±10°F) in the LOW position by reg- system operation is indicated by an increase
ulating pylon ram cooling air through a heat ex- in air noise as the bleed air discharges from the
changer. The controller receives three inputs: nozzles.
the position of the WINDSHIELD BLEED air
LEFT NOZZLE LEFT RIGHT RIGHT NOZZLE
OFF MAX OFF MAX

EMERGENCY
LEGEND PRESSURE VALVE
(FAILSAFE CLOSED)
PRECOOLED BLEED AIR
NOSE
RAM AIR TEMPERATURE TEMPERATURE
SENSOR SWITCH
WARM AIR
149°C
TAIL
TEMPERATURE PRESSURE W/S AIR
BLEED HI SENSOR SWITCH O'HEAT
O AIR
F TEMP
F CONTR
HI 138 ±6°C 5 PSI
LOW RAM-AIR
LOW 127 ±6°C CONTROL
HEAT VALVE
HEAT PYLON RAM
EXTRACTED, AIR IN
DUCTED EXCH
OVERBOARD
W/S BLEED-AIR
SOLENOID VALVE
(FAILS OPEN)
L R
BLEED AIR SUPPLY
Figure 10-7. Windshield Anti-ice System

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W/S AIR
An overtemperature sensor, is pressure monitoring, and when the switch
O’HEAT located near the discharge noz- is on HI or LOW it is temperature monitoring.
zles, automatically energizes
the electrical solenoid bleed-air shutoff valve If the EMER position is selected in flight on
closed and illuminates the W/S AIR O’HEAT the source selector, with the windshield bleed-
annunciator if the temperature exceeds 149°C air system off the 5-psi pressure switch and W/S
(300°F). This condition should not occur un- AIR O’HEAT light are deactivated for pressure.
less a sustained high-power, low-airspeed con-
dition is maintained or a system malfunction
occurs. The overheat sensor will also auto- WINDSHIELD
matically reopen the windshield bleed-air so- ALCOHOL SYSTEM
lenoid valve and extinguish the annunciator
light as the system cools. If the overheat light The backup windshield anti-ice system con-
illuminates, the windshield bleed-air valves sists of an alcohol reservoir, electrical pump,
should be partially closed to reduce airflow. and nozzles to provide ten minutes of contin-
uous alcohol anti-ice capability for the pilot
A pressure switch in the windshield duct illu- windshield only. Six alcohol spray tubes are
minates the W/S AIR O’HEAT light if the duct incorporated in the pilot windshield bleed-air
pressure exceeds 5 psi with the WINDSHIELD nozzle assembly. The sight gage for the alco-
BLEED AIR switch in the OFF position. The hol reservoir is located in the right-hand nose
pilot should ensure that the manual windshield storage compartment, and the nozzles are
bleed-air valves are in the OFF position. When shown in Figure 10-8.
OFF is selected, the ram-air control valve
drives closed within 12 seconds.
If an electrical failure occurs, the windshield

bleed-air solenoid valve fails open, and hot en-
gine bleed air is available to the manual wind-
shield bleed-air valves. With an electrical
power failure, the automatic temperature con-
trol and overheat warning are inoperative. If
the manual control valves are opened, the
noise level will increase as bleed air flows
through the nozzles. The aircraft is normally
flown with the manual valves closed; they are
opened only when bleed air to the windshields
is desired. This procedure protects the wind-
shields from possible hot bleed-air damage
in the event of an electrical power failure of
the bleed-air solenoid valve.
The windshield anti-ice system is tested by po-

sitioning the rotary test switch to W/S TEMP
and placing the WINDSHIELD BLEED air
switch to both HI and LOW. A windshield
overheat condition is simulated and the W/S
AIR O’HEAT annunciator light illuminates.
The switch varies temperature and the valves Figure 10-8. Alcohol Sight Gage
vary volume. When the switch is off the light and Nozzles

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The capacity of the alcohol reservoir is 1.9 For rain removal, the PULL RAIN handle
liters (2 quarts), and it uses an isopropyl al- should be pulled out, the WINDSHIELD
cohol-based fluid (TT-I-735). The system is BLEED AIR knobs on the pilot control panel
designed to be used in the event the wind- should be rotated to the MAX position, and the
shield bleed-air anti-ice system fails. It is con- W/S BLEED switch positioned to LOW. Rain
trolled by the WINDSHIELD ALCOHOL door opening is difficult above 175 KIAS and
switch, which has positions “ON” and “OFF.” if the windshield bleed-air is already flowing
The electrical power source is the crossover out of the nozzles. To increase airflow to the
bus through the windshield alcohol circuit windshield during periods of low-power set-
breaker on the left circuit-breaker panel. tings, such as during landing flare, rotate the
copilot WINDSHIELD BLEED AIR–RIGHT
knob to the OFF position. This will divert all
RAIN REMOVAL SYSTEM available bleed air to the pilot windshield. In
The rain removal system uses the normal bleed- addition, the use of an approved rain repellent
air anti-ice system for rain removal, with rain agent applied to the windshield before flight
doors to provide deflected airflow over each greatly enhances the effectiveness of the rain
windshield in heavy rain. The doors are manu- removal system.
ally operated by pulling the PULL RAIN handle
located under the WINDSHIELD BLEED AIR During takeoffs or landings, the nosewheel
knobs on the pilot panel (Figure 10-9). chine deflects water and slush away from the
engine inlets to prevent flameout. For normal
operations, takeoffs, and landings, avoid slush
and water depths of more than 3/4 inch.
ENGINE ANTI-ICE SYSTEM

The engine fan, stators, and spinner are
aerodynamically deiced. Ice will build on the
spinner and shed due to centrifugal and aero-
dynamic forces. Minor acoustical vibrations
may be evident at some power settings as this
ice builds and sheds.
Selecting the L and R WING/ENG anti-ice

switches to the ENG ON position (see Fig-
ure 10-2) during ground icing conditions
deenergizes both engine anti-ice shutoff
valves open, allowing hot engine bleed air to
anti-ice the engine inlet and generator cool-
ing air inlets. Bleed air is available on the
ground regardless of N 2 rpm setting by the
left squat switch.
ENG
The ENG ANTI-ICE system is
ANTI-ICE monitored by an undertemper-
ature sensor on the ground and
Figure 10-9. Rain Removal Controls L R in flight. The L or R ENG
and Doors ANTI-ICE annunciator lights
illuminate if the temperature drops below
10°C (50°F) (undertemperature). The ENG

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ANTI-ICE lights do not come on for the first Leave the switches in ENG ON and pull the
minute of undertemperature on the ground or throttles to IDLE. If the ENG ANTI-ICE lights
in flight to avoid nuisance trips of the lights. come on for undertemperature, cycle the throt-
The vigilant pilot would notice and correct the tles as often as required to keep the ENG
situation during that first minute, avoiding ANTI-ICE lights out.
unwanted caution lights. At the end of a
minute, the ENG ANTI-ICE lights illuminate Ground operations are similar for the
steady (no MASTER CAUTION lights) to at- WING/ENG selection, except the switches
tract the pilot’s attention to correct the under- are moved from WING/ENG to ENG ON when
temperature on the ground or in flight. At the the lights extinguish to protect the wings from
end of two minutes, the ENG ANTI-ICE lights overheat and the engines from icing.
flash with steady MASTER CAUTION lights
to attract the pilot’s attention to correct the un- During in flight icing operations, anti-ice idle
dertemperature. There is no overtemperature 70% N 2 is automatically selected on by ENG-
protection installed or needed for the engine ON or WING/ENG anti-ice switch position. If
anti-ice system. throttles were pulled to the IDLE stop, the
minimum idle rpm is 70% N 2 , which assures
The MASTER CAUTION lights are initially minimum heat to anti-ice the engine.
disabled when ENG ON is first selected, until
the system heats and the ENG ANTI-ICE lights Preheating the inlets and wings speeds extin-
extinguish the first time. guishing the ENG ANTI-ICE and WING
ANTI-ICE lights when ready for takeoff.
NOTE Selecting ENG ON or WING/ENG uses nor-
Bleed air will be supplied to the engine mal DC to operate the following:
anti-ice regardless of power setting
while in ENG ON or WING/ENG on • Igniters
the ground or in flight.
• T T2 heaters
These DC-powered items do not cause engine
Engines should be heated at all times in icing power loss like windshield, wing, and engine
conditions in flight and during ground taxi. To heat that use engine bleed air.
test only the engine anti-ice system when not
in icing conditions, set the throttle(s) above Landing distance is predicated on flight idle
75% N 2 power setting and select ENG ON (this 65% N 2 . Anti-ice idle 70% N 2 assures mini-
75% is for volume of bleed air not valve open- mum bleed air heat to anti-ice the engines.
ing/closing). Observe the ENG ANTI-ICE lights Lowering the landing gear increases drag and
initially on for undertemperature and out in as forces the pilot to increase throttle position for
little as 30 seconds on the ground or about two speed and the higher throttle setting assures
minutes in flight. The nacelle and generator sufficient heat to anti-ice the engines. Idle
inlets are now properly heated over 10°C (50°F). speed logic automatically changes anti-ice
Turn the switches OFF and pull the throttles to idle 70% N 2 to flight idle 65% N 2 when the
IDLE. The test is complete. The ITT may rise landing gear is extended so that landing dis-
slightly and N1 and N2 drop slightly, proving tance is correct.
the engine anti-ice valves opened.
If DC power fails, the engine anti-ice shutoff
During ground operations in icing conditions, valves fail open and N 1 power should be com-
advance the throttles above 75% N 2 and select puted with engine anti-ice ON. Opening the
ENG ON. The ENG ANTI-ICE lights come on engine anti-ice valve causes ITT to increase
as undertemperature lights for a few seconds and N 1 and N 2 to decrease.
and go out. The nacelle and generator inlets are
now properly heated warmer than 10°C (50°F).

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PYLON RAM-AIR SCOOPS wing leading edges and pylon ram-air scoops.
Hot bleed air travels by the undertemperature
When the wing/engine anti-ice switches are se- sensors at the wing root outward through the
lected to WING/ENG, bleed air is supplied to wing leading edge and exits through louvers
the pylon ram-air scoops (Figure 10-10). The on the lower surface of the wingtips. During
heat prevents ice from blocking ram cooling the walkaround, check the louvers are unob-
air to the cabin and windshield heat exchang- structed. A crossflow valve (XFLOW–OFF
ers, which could result in the loss of cabin switch) provides anti-ice capability to both
and windshield bleed temperature control. wings and pylon ram-air scoops if one engine
is shut down.
During flight, ambient air is rammed into a

finger-sized hole, the purge-air ram inlet, located
just under the root of each wing leading edge
to the purge passage. Confirm the holes are un-
obstructed during the walkaround. The purge
passage is installed between the heated wing
leading edge and the forward portion of the fuel
cell. Cool ambient air is rammed through this
passageway to the wingtip to provide a cool air
barrier between the hot air at the wing leading
edge and the fuel tank to the rear. Hot bleed air
and purge passage bleed air never mix. Purge
passage air vents in the outermost drybay at the
wingtip and vents at the wing trailing edge.
The amber L or R ENG ANTI-ICE annunciator

Figure 10-10. Pylon Ram-Air Scoops light(s) illuminate during ground or flight op-
erations if engine nacelle inlet temperature
drops below the 10°C (50°F) undertempera-
ture sensor setting (Table 10-1). The amber L
WING ANTI-ICE SYSTEM or R WING ANTI-ICE annunciator light(s)
The engines must be heated at all times in illuminate during ground or flight operations
icing conditions during ground or flight op- if wing root temperature drops below the
erations (Figures 10-11 and 10-12). The pilot 110°C (230°F) undertemperature sensor or in
may choose not to heat the wings in icing con- flight below the 75% N 2 underspeed sensor
ditions if no ice accumulations are observed setting. The WING ANTI-ICE light(s) also il-
on the wings. If ice is observed accumulating luminate for any wing root bleed-air leak over-
on the wings, and pylon ram-air scoops on the heat over the 104°C (220°F) overtemperature
ground, preheating is required. The wings and sensor setting.
pylon ram-air scoops must be heated at all
times during flight if ice is visibly accumulat-
ing (Figures 10-11 and 10-12).
The L and R wing and engine anti-ice

switches are selected to WING/ENG (see
Figure 10-2) for ground test of the system or
for ground and/or flight icing conditions.
Selecting WING/ENG during ground oper-
ations deenergizes the L and R wing pressure
regulating and shutoff valves open. This
feeds precooler, hot engine bleed air to the

ANTI-ICE/DE-ICE
WING/ENGINE
WING XFLOW L WING/ENG R WING /ENG
10°C (50°F) T
O MINIMUM
F
F
OFF ENG ON ENG ON

BLEED-AIR HEATED PYLON
RAM-AIR SCOOPS WHEN 293°C (560°F) MAX
WING ANTI-ICE IS ON T
104°C
TO WINDSHIELD BLEED AIR, EMER, PRESS,

(220°F)
MAX
AND SERVICE BLEED-AIR SYSTEMS

110°C (230°F) MIN
PURGE AIR T BLD AIR ENG
TO LEFT AND RIGHT

SHUTOFF VALVES
INTAKE
T O’HEAT ANTI-ICE
WING CROSSFLOW WING ANTI-ICE PRESSURE
SHUTOFF VALVE REGULATING SHUTOFF VALVES
(FAILSAFE OPEN) L R L R
(FAILS CLOSED)
PURGE AIR T
INTAKE
T
110°C (230°F) MIN
104°C
(220°F)
MAX
T
293°C (560°F) MAX
WING RAM-AIR SCOOPS WHEN
ANTI-ICE LEGEND WING ANTI-ICE IS ON
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ENGINE BLEED AIR
L R
PRECOOLED BLEED AIR 10°C (50°F)
MINIMUM TT
RAM AIR
international
ELECTRICAL HEATER
10-11
Figure 10-11. Wing/Engine Anti-ice System—Both Engines

10-12
ANTI-ICE/DE-ICE
WING/ENGINE
WING XFLOW L WING/ENG R WING /ENG
10°C (50°F) T
O MINIMUM
F
F
OFF ENG ON ENG ON

RAM-AIR SCOOPS WHEN 293°C (560°F) MAX
WING ANTI-ICE IS ON T
104°C
TO WINDSHIELD BLEED AIR, EMER, PRESS,

(220°F)
MAX
AND SERVICE BLEED-AIR SYSTEMS

110°C (230°F) MIN
PURGE AIR T
BLD AIR ENG
TO LEFT AND RIGHT

INTAKE
SHUTOFF VALVES
T
O’HEAT ANTI-ICE
WING CROSSFLOW WING ANTI-ICE PRESSURE
SHUTOFF VALVE REGULATING SHUTOFF VALVES
L R L R
(FAILS CLOSED) (FAILSAFE OPEN)
PURGE AIR T
INTAKE
T
110°C (230°F) MIN
104°C
(220°F)
MAX
T
293°C (560°F) MAX
WING RAM-AIR SCOOPS WHEN
ANTI-ICE WING ANTI-ICE IS ON
LEGEND
ENGINE BLEED AIR
L R
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PRECOOLED BLEED AIR 10°C (50°F)
MINIMUM TT
RAM AIR
ELECTRICAL HEATER
international
Figure 10-12. Wing/Engine Anti-ice System—One Engine
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Table 10-1. WING/ENG ANTI-ICE LIGHT OPERATION
This is a description of how the amber WING and ENG

ANTI-ICE lights and MASTER CAUTION lights operate.
MASTER WING ENG MASTER

CAUTION ANTI-ICE ANTI-ICE CAUTION
RESET RESET
L R L R
O N G RO U N D (After Heated and Lights Go Out)

GROUND CAUTION CAUTION CAUTION
EVENT LIGHTS LIGHTS LIGHTS
DURING THE 1st DURING THE 2nd DURING THE 3rd
MINUTE MINUTE MINUTE
AND BEYOND
UNDERTEMP No Lights ENG ANTI-ICE ENG ANTI-ICE

Steady Lights & No Flashing Lights
MASTER CAUTION & Steady MASTER
LIghts CAUTION LIghts
WING ANTI-ICE WING ANTI-ICE
OVERTEMP
Lights Immediately Lights
On Steady & No Flashing/Cycling &
MASTER CAUTION MASTER CAUTION Same
Lights Lights On Steady
1st Minute
Wing may already be
damaged
I NF L I G H T (75% N2 Minimum For Wings)

FLIGHT CAUTION CAUTION CAUTION
EVENT LIGHTS LIGHTS LIGHTS
DURING THE 1st DURING THE 2nd DURING THE 3rd
MINUTE MINUTE MINUTE
AND BEYOND
UNDERTEMP No Lights WING ANTI-ICE WING ANTI-ICE

Pilot Corrects Steady Lights & No Flashing Lights
Avoids Lights MASTER CAUTION And Steady
Lights MASTER CAUTION
Lights
UNDERSPEED No Lights WING & ENG WING & ENG

Pilot Corrects ANTI-ICE Steady ANTI-ICE
Avoids Lights Lights & No Flashing Lights
MASTER CAUTION And Steady
Lights MASTER CAUTION
Lights
OVERTEMP WING ANTI-ICE WING ANTI-ICE

(Any WING/ENG Lights Lights
ANTI-ICE Immediately On Flashing/Cycling & Same
Switch Flashing & No MASTER CAUTION
Positions)
MASTER CAUTION Lights On Steady
Lights
NOTE: The wing underspeed sensor is removed on the ground.

NOTE: The MASTER CAUTION lights and the timers are activated after
warmup when the WING and ENG ANTI-ICE lights extinguish.

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For preheating the wing and engine system WING

minute (no MASTER CAU-
during ground operations, it is recommended ANTI-ICE TION lights) after the throttle is
that the throttles be above 75% N 2 power set- retarded to an underspeed or an
ting for sufficient bleed air. This power setting L R undertemperature condition,
provides sufficient heat and pressure to heat which-ever occurred first. If the
the wing and engine anti-ice system and ex- pilot does not advance the throttle above 75%
tinguish the wing and engine anti-ice lights N 2 by the end of the second minute, the MAS-
quickly. Selecting WING/ENG illuminates TER CAUTION lights illuminate steady and the
the wing and engine anti-ice lights as under- amber WING ANTI-ICE lights flash to attract
temperature lights. With sufficient heat and the pilot’s attention to increase rpm and tem-
pressure available, the wing and engine sys- perature. The 75% N 2 speed sensor minimum
tem warms up and the lights extinguish in rpm setting must be maintained during flight
approximately 30 seconds. icing. It may take up to two minutes to extin-
guish undertemperature lights.
For flight (weight-off-wheels [WOW]) the
squat switch inputs the wing 75% N 2 under- The MASTER CAUTION lights and one-
speed sensor. During operation in icing con- minute timers are disabled when WING/ENG
ditions, reducing the throttles below the 75% or ENG ON is first selected until achieving nor-
underspeed sensor electrically closes both mal heated temperatures as indicated by the
wing anti-ice valves. Once the throttles have WING and/or ENG ANTI-ICE lights extin-
been advanced to a safe power setting above guishing. The MASTER CAUTION light
75% N 2 , following an undertemperature sit- timers are really 50-second timers, but are re-
uation, it may take up to two minutes to reheat ferred to as one-minute timers for simplicity.
and extinguish the WING ANTI-ICE lights.
The throttles should be kept above the 75% N 2 To ground test the wing and engine anti-ice sys-
range in icing conditions to keep the wing tems, set the throttles above 75% N2 and select
anti-ice valves open and provide sufficient WING/ENG. Note the ITT increases slightly and
heat to prevent ice from forming. the N1 and N2 drops slightly indicating the wing
and engine anti-ice valves opened. Observe that
During ground operations, engine bleed air is the WING ANTI-ICE and ENG ANTI-ICE
available to the wing and engine system at all annunciator lights initially illuminate steady for
throttle rpms (no wing underspeed sensor). For undertemperature and extinguish in approximate-
prolonged ground operations, heating the wings ly 30 seconds. It is during this time, while the
is limited to one minute after the WING ANTI- throttles are advanced waiting for the
ICE lights extinguish. Longer than this may WING/ENG ANTI-ICE lights to go out, to run
cause structural damage to the wing leading the 18-second test of the TAIL DEICE boots (if
edge. When the wings are correctly heated, as the RAT is warmer than –35°C). The engines are
indicated by the WING ANTI-ICE lights extin- properly heated when the ENG ANTI-ICE lights
guishing, the system is switched OFF (for a sys- extinguish and the wing is properly heated when
tem test) or ENG ON (if in icing conditions) and the wing anti-ice lights extinguish. Select both
the throttles reduced to idle. This stops heat to switches to OFF and reduce the throttles to
the wings until the next time the wings need to IDLE. The wing and engine anti-ice tests are
be preheated, as indicated by visible accumu- complete.
lations of ice on the wing leading edges.
CAUTION
Undertemperature is a ground and inflight pos-
sibility. During flight, if the throttles are reduced During ground operation, for test or
below the wing underspeed sensor, wing anti- icing conditions, turn the WING/ENG
ice valves immediately close and the one-minute switch to OFF immediately when the
timer is activated. The WING ANTI-ICE amber WING ANTI-ICE lights go out to
annunciator light(s) illuminate steady one prevent wing overheat damage.

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During ground operation in icing conditions, just as before the failure. If either WING ANTI-
advance the throttles above 75% N 2 and select ICE light comes on, it is a wing undertemper-
WING/ENG. Note the ITT increases slightly ature and the pilot knows to advance the
and the N 1 and N 2 drop slightly, indicating the remaining good engine for more heat. The
wing engine anti-ice valves opened. The WING bleed-air-heated pylon ram-air scoops are
and ENG ANTI-ICE lights illuminate as un- heated to avoid ice blockage of pylon ram-air
dertemperature lights for approximately 30 scoop cooling air to the main cabin and wind-
seconds and then extinguish. The engine and shield heat exchangers. During an inflight en-
wings are now properly heated. Select the gine shutdown, set above 75% N 2 to prevent
switches down to ENG ON and reduce the illumination of the WING and ENG ANTI-ICE
throttles to IDLE. lights for undertemperature. If normal DC fails
(no generators and BATT switch in EMER
If visible accumulations of ice are observed on position), the XFLOW valve fail-safes closed
the wing leading edges, preheating is again and the inoperative engine wing cannot be
required. Advance the throttles above 75% N 2 heated.
and select WING/ENG until the lights
extinguish. Then select ENG ON and reduce The XFLOW selection is used (1) to anti-ice the
the throttles to IDLE. If the ENG ANTI-ICE inoperative engine wing, (2) to heat a wing if the
lights illuminate at IDLE RPM (undertemper- operating engine wing anti-ice valve has failed
ature) and no ice is accumulating on the wings, closed, and (3) during an overtemperature in non-
remain in ENG ON and cycle the throttles icing flight conditions with the switches off. An
above 75% N 2 until the ENG ANTI-ICE lights overtemperature of the wings is improbable dur-
extinguish, then reduce the throttles to idle. Pre- ing flight, but if the switches are off and a WING
heat as often as required. If stopped, set the ANTI-ICE light illuminates, a wing overtemper-
parking brakes and guard the brakes to prevent ature is indicated. Undertemperature and under-
inadvertent movement of the aircraft at mod- speed monitoring is turned off in this case. This
erate power settings. When ready for takeoff, could mean a wing anti-ice valve has failed open
request a 30-second delay to activate the anti- allowing hot bleed air to flow to a wing. Reduc-
ice systems. When cleared into position, line- ing power and selecting XFLOW directs half the
up, with the nosewheel centered and brakes on. bleed air to the apparently overheated wing and
Set the throttles above 75% N 2 , and wait for half to the opposite wing to reduce heat.
the lights to extinguish (approximately 30 sec-
onds). When cleared for takeoff, you’re rolling Wing overtemperature is normally not a
down the runway with full confidence the anti- problem during flight; however, it can be a
ice equipment is operating correctly. During problem during ground operations where cool-
day operations, the wings can be easily ob- ing air is not available to extract the wing
served for ice accumulation and the need to bleed-air heat. Any wing structural overtem-
anti-ice them. During night operations, the perature over 104°C (220°F) or BLD AIR
wing inspection light may be used to see ice O’HEAT light (precooler discharge air over
accumulations on the left wing (standard). 293°C (560°F) could damage the wing lead-
Don’t forget the very important check for wing ing edge. Either overtemperature situation
icing five minutes prior to takeoff. If ice is immediately closes the wing anti-ice valves to
accumulating behind the heated wing leading- protect the wings. This condition can occur
edge area, deice fluid spray is required prior during sustained ground operation at high
to takeoff. That same icing is on the horizon- rpm. Checklist procedure has the pilot retard-
tals and other wing. ing the throttle to assist in cooldown for either
kind of overtemperature malfunction. Wing
I f a n e n g i n e i s s h u t d ow n , l e av i n g t h e structural overtemperature protection is active
WING/ENG switch on the inoperative engine in any switch position (WING/ENG, OFF, and
side in the WING/ENG position allows the ENG ON). If a wing overtemperature occurs
pilot to monitor for undertemp on that side, the (1) WING ANTI-ICE light(s) immediately

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come on flashing, (2) the wing anti-ice valves TAIL DEICE

immediately close to protect the overheated
wing, and (3) the MASTER CAUTION lights Deicing of the horizontal stabilizer leading edges
are armed to come on in one minute. The is provided by inflatable boots controlled by
affected wing anti-ice valve and light may the tail deice AUTO–OFF–MANUAL switch
cycle on the overtemperature sensor until the (see Figure 10-2) on the pilot instrument panel.
overtemperature is corrected. During pro-
longed ground test there is a one-minute limit When the engine/or engines are operating 23
to heat the wings after the WING ANTI-ICE psi, service air is used to inflate and deflate
lights extinguish. the deice boots. A timer controls automatic se-
quencing of boot operation. Electrical power
Before any ground static engine power runups, is from the right crossover bus through the
confirm after engines reach idle rpm that the TAIL DEICE circuit breaker on the left circuit-
WING/ENG switches are off and that the wing breaker panel.
anti-ice valves are properly closed (electrically
closed by normal DC). Have maintenance per- If electrical power is lost, the system is inop-
sonnel check that no hot bleed air is venting from erative, and icing conditions must be avoided.
the louvers at each wingtip. If no air is venting
from the wingtip louvers, the wing anti-ice Do not activate the boots if the indicated RAT
valves are properly closed and the static ground is below –35°C (–31°F). Permanent boot dam-
power checks may be accomplished. If hot air age could result.
is venting from the louvers, the wing anti-ice
valves(s) are failed open. Shut down the en-
gines and perform maintenance on the affected OPERATION
wing anti-ice valves(s) before attempting the
static ground power runups. Avoid touching the AUTO is the normal system mode. When the
wing leading edge when a defective wing anti- switch is in the AUTO position, 23 psi service
ice valve might be leaking hot bleed air into the air is routed to the left boot for inflation then
wing. This could result in burns to the hand. to the right boot, providing one six-second
cycle for each boot followed by approximately
If the N 2 speed display fails (mimicking rpms three minutes of rest counting from the time
below 75% N 2 ), the wing anti-ice valves will the system was initialized. Boot cycling is
energize closed, if selected on, terminating controlled by two control valves. The MAN-
needed bleed air to the wings. If normal DC UAL position overrides AUTO and inflates
fails, the engine and wing anti-ice valves fail both boots simultaneously as long as the switch
open and the wings and engines are heated. To is held.
avoid overboosting the engines, calculate N 1
power with anti-ice on. If the engine anti-ice When the tail deice switch is off, both horizon-
circuit breakers pop and are not resetable, the tal stabilizer boot control valves are deenergized
wing and engine anti-ice valves are open, and the 23 psi service air is routed through
deenergized open, heating the wing and ejectors, creating a vacuum to hold the boots
engines, and the WING and ENG ANTI-ICE deflated.
annunciators are failed.
To cycle the boots, place the tail deice switch
to the AUTO position. This energizes a system
If any amount of ice is visible on the wing, add timer initiating the inflation cycle. During the
six knots to V APP . This six knot increase does first six seconds, the left horizontal stabilizer
not apply when selecting flaps to land. The boot control valve is energized closed for in-
aircraft may be slowed to V REF for round out flation. After six seconds, the control valve is
and touchdown to assure landing distance. deenergized open to create vacuum to return
the left boot to its deflated position. During the

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middle six-second time period, both control If the tail deice boot(s) fail, if able, monitor
valves remain deenergized open. Then, the the tips of the horizontal stabilizers for ob-
right control valve closes inflating the right hor- served icing and limit flaps to 15° maximum
izontal boot for six seconds. At the completion to avoid unexpected pitch transients due to
of the last cycle, both control valves remain tailplane icing.
deenergized for three minutes from initiation
of the cycle, and then repeat the cycle. Keep the speed of 160 KIAS minimum in
sustained icing until necessary to slow down
As each set of boots is inflated, for approach and landing.
TAIL DEICE a 16-psi pressure switch illu-
PRESS
minates the white L or R TAIL The descent from high altitude, cold soaked
L R DEICE PRESS annunciator airframe into icing conditions at temperatures
light to indicate actuating pres- near –35°C require the following thoughtful
sure has been applied (Figure consideration: should the pilot inflate the tail
10-13). deice boots at temperatures slightly warmer
than –35°C? The boots could be damaged
The amber TAIL DEICE FAIL because they are still cold soaked colder than
TAIL DEICE light illuminates during any –35°C. No guidance in this area is available.
FAIL
one of the following condi- The pilot should exercise caution before start-
tions: (1) when either the voltage to the valve ing inflation cycles on the boots. If activated
or pressure to the deice boots are not correct too early after being cold soaked, boot failure
during boot inflation cycle (pressure), (2) is possible.
when the clock to the deice timer has stopped,
or (3) when the TAIL DEICE circuit breaker
is pulled.

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23-PSI REGULATOR
EJECTOR
VALVES
16-PSI
PRESSURE
SWITCH
PS PS
TAIL DEICE
PRESS
TAIL DEICE
L R FAIL
ANNUNCIATOR ACTIVATED BY PRESSURE
LEGEND NOTE:
FOR ANY ICING ENCOUNTER WITH INOPERATIVE HORIZONTAL BOOTS,
VACUUM AIR
THE MAXIMUM FLAP SETTING THROUGH LANDING IS 15°. MAINTAIN
SERVICE BLEED AIR 160 KIAS MINIMUM UNTIL THE APPROACH PHASE.
Figure 10-13. Tail Deice System

QUESTIONS
1. Anti-ice systems should be turned on in 5. S e l e c t t h e o n e c o r r e c t s t a t e m e n t
flight when operating in visible moisture c o n c e r n i n g t h e W / S A I R O ’ H E AT
with a MFD displayed RAT of: annunciator light:
A. +10°F and +30°F A. If the light illuminates when the sys-
B. –30°F tem is operating, the solenoid valve
C. –20°C should close, cutting off windshield
air.
D. +10°C or below
B. The light can only illuminate when
the windshield bleed-air switch is po-
2. The P/S HTR OFF light: sitioned to the MAX, LEFT or RIGHT.
A. Will illuminate, with the system se- C. T h e l i g h t a l w a y s i n d i c a t e s t h a t
lected, when current fails to any pitot the temperature of the air is
or static heating element uncontrolled.
B. Will illuminate, with the system se- D. When the light is illuminated, the
lected, if the AOA heating element rain removal augmenter doors will
has failed not operate.
C. Will not illuminate if the pitot heat
switch is OFF 6. Failure of the normal electrical system
D. Indicates that icing has caused all will result in:
pitot static instruments to be inoper-
A. Complete failure of the windshield
ative
anti-icing system
B. Continuous flow of hot bleed air, with
3. At night, ice formation can be detected by: windshield temperature control pos-
A. Wing inspection lights on the right sible only through regulation of the
side (only) of the aircraft volume of bleed air permitted to the
windshield
B. Red windshield ice detection lights
C. Continued windshield anti-icing with
C. I l l u m i n a t i o n o f t h e I C I N G D E - complete control of the bleed-air tem-
TECTED annunciator light perature
D. Any of the above are correct. D. Continuous isopropyl alcohol flow to
the windshield, to replace the normal
4. In the windshield anti-icing system: bleed-air anti-icing
A. The windshield bleed-air control valve
will fail electrically in the closed po- 7. T h e W / S A I R O ’ H E AT l i g h t w i l l
sition. illuminate:
B. An overtemperature condition is not A. If 5-psi pressure is sensed in the duct
critical since neither the ducting nor with the WINDSHIELD BLEED AIR
the windshield are vulnerable to over- switch in OFF
heat. B. If the temperature of the air going to
C. An overheat light, with the system the windshield exceeds 149°C with
ON, indicates excessive bleed-air tem- the WINDSHIELD BLEED AIR
perature. switch in the MAX, LEFT or RIGHT
D. During rain removal, the W/S AIR position
O’HEAT light will not function. C. If DC power fails
D. Both A and B are correct.

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8. When using rain removal: 12. The L or R ENG ANTI-ICE light illumi-
A. The augmenter doors can be easily nates if the engine inlet temperature of the
pulled open with windshield bleed air engine drops below:
in LOW or HI flow. A. 300°C
B. The volume of bleed air to the wind- B. 10°C
shield is regulated by the LEFT–MAX C. 90°C
or RIGHT–MAX WINDSHIELD D. 120°C
BLEED AIR switch.
C. A windshield bleed overheat will not
affect rain removal. 13. The cockpit indications of the engine anti-
D. T h e a u g m e n t e r d o o r s s h o u l d b e ice system operating, and the opening of
opened prior to applying bleed air on the valves will be:
the windshield. A. Illumination of the MASTER CAU-
TION lights
B. The stator valve opens and the ENG
9. The windshield alcohol system:
ANTI-ICE light comes ON
A. Is a backup system for the windshield C. ITT rise, N 1 and N 2 decrease and the
anti-ice system amber L and R ENG ANTI-ICE annun-
B. Energizes ejectors that apply alcohol ciator panel lights ON
to both the pilot and the copilot wind- D. The nacelle temperature exceeds
shields 320°F, and the MASTER CAUTION
C. Utilizes a pump that supplies alcohol light illuminates
to the pilot windshield only for a max-
imum of ten minutes
D. Both A and C are correct. 14. If the MASTER CAUTION and WING
ANTI-ICE lights illuminate:
A. Bleed-air temperature entering the
10. Once conditions necessary to extinguish wing leading edge is less than 110° C
the ENG ANTI-ICE annunciator lights (230°F).
are satisfied, a minimum power setting
B. T h e m i n i m u m p ow e r s e t t i n g t o
to sustain the operation in flight is:
extinguish the WING ANTI-ICE is
A. 70% N 1 rpm 85% N 2 .
B. Anti-ice idle 70% N 2 rpm C. If the left engine is shut down, the
C. 60% N 2 rpm left wing cannot be anti-iced.
D. 80% N 2 rpm D. T h e m i n i m u m p ow e r s e t t i n g t o
extinguish the WING ANTI-ICE is
60% N 2 .
11. The time for the ENG ANTI-ICE annun-
ciator lights to extinguish after initiat-
ing operation in flight will vary with 15. When using the TAIL DEICE boots:
outside air temperature at cruise or climb A. They may be cycled at any temperature
thrust settings. Normally, no more than:
B. If the AUTO mode of operation is in-
A. 30 seconds operative, then the switch must be
B. 2 minutes placed to MANUAL twice to inflate
C. 10 seconds all boots
D. 5 minutes C. Illumination of the SURFACE DEICE
light always indicates a system
malfunction
D. MANUAL mode serves as a backup
way to inflate the boots

CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION ................................................................................................................. 11-1
GENERAL ............................................................................................................................ 11-1
SYSTEM DESCRIPTIONS .................................................................................................. 11-2
General........................................................................................................................... 11-2
Pylon Precoolers ............................................................................................................ 11-2
SOURCE CONTROL............................................................................................................ 11-3
Temperature Control ...................................................................................................... 11-5
System Protection .......................................................................................................... 11-8
VAPOR-CYCLE AIR CONDITIONING ............................................................................. 11-8
Introduction.................................................................................................................... 11-8
General........................................................................................................................... 11-9
Evaporators .................................................................................................................. 11-10
Controls ....................................................................................................................... 11-10
Compressor Controls ................................................................................................... 11-12
Fan Controls ................................................................................................................ 11-12
Flood-Cooling Vent ..................................................................................................... 11-13
AIR DISTRIBUTION ......................................................................................................... 11-13
Description................................................................................................................... 11-13
COCKPIT AIR DIST Knob ........................................................................................ 11-15
Defog Fan .................................................................................................................... 11-15
QUESTIONS....................................................................................................................... 11-18

ILLUSTRATIONS
Figure Title Page
11-1 PRESSURIZATION–ENVIRONMENTAL Control Panel ................................... 11-2
11-2 Precooler Intake and Exhaust................................................................................. 11-3
11-3 Air Source Selector ................................................................................................ 11-4
11-4 Left Pylon Ram-Air Scoop .................................................................................... 11-4
11-5 Windshield Bleed-Air Valves................................................................................. 11-5
11-6 Environmental Control Panel................................................................................. 11-5
11-7 Air Supply to Cabin ............................................................................................... 11-6
11-8 Pneumatic Equipment in Aft Baggage Compartment............................................ 11-7
11-9 COMPRESSOR ON Light..................................................................................... 11-8
11-10 Overhead WEMAC Valves..................................................................................... 11-9
11-11 Air-Conditioning Equipment ............................................................................... 11-10
11-12 Vapor Cycle Air-Conditioning System ................................................................ 11-11
11-13 Forward Evaporator.............................................................................................. 11-11
11-14 Fan Switches ........................................................................................................ 11-12
11-15 Flood-Cooling Vent.............................................................................................. 11-13
11-16 Cabin/Cockpit Distribution.................................................................................. 11-14
11-17 COCKPIT AIR DIST Knob................................................................................. 11-15
11-18 Cockpit Tilt Panel ................................................................................................ 11-16
TABLE
Table Title Page
11-1 Recommended Environmental Panel Comfort Settings ...................................... 11-17

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CHAPTER 11
AIR CONDITIONING
INTRODUCTION
The environmental system uses engine bleed air to heat, cool, and pressurize the cabin
and defog the cabin and cockpit windows. Most functions are automatic. The only man-
ual inputs required are temperature and fan selection. Controls for air conditioning are
on the environmental control panel. A vapor-cycle air conditioner is standard.
GENERAL
The aircraft has a conditioned environment The pilot can select the left engine, the right
with automatic and manual temperature control. engine, or both engines to supply bleed air for
Hot bleed air is tapped off each engine, cooled system operation on the ground or in flight. The
by precoolers located in the pylons, pneumat- cabin can be supplied with fresh air during
ically controlled, manifolded to and cooled in ground or low altitude operations. Emergency
the main cabin heat exchanger by the air from pressurization is also available in flight from
the pylon ram-air inlet, and routed to the cabin. either engine.
If further cooling is necessary, two vapor-cycle
evaporator units in the cabin are plumbed to a
compressor and condenser in the tail cone.

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SYSTEM DESCRIPTIONS PYLON PRECOOLERS

The precoolers are conventional stainless steel
GENERAL crossflow heat exchangers mounted in each
engine pylon (Figure 11-2). They are com-
The cabin environment, airflow, and temper- pletely hidden from view. The pneumatic tem-
ature are controlled by switches on the PRES- perature probe regulator senses precooler
SURIZATION–ENVIRONMENTAL control discharge air temperature and uses 23-psi serv-
panel (Figure 11-1). Engine hot bleed air is ice system air to open the fan air modulating
cooled by the precooler heat exchanger then valve. Opening the modulating valve allows the
further cooled to comfort level by pylon ram relatively cooler fan bypass air to vent, as a
scoop air through the cabin heat exchanger. cooling medium, through the crossflow heat ex-
This bleed air flows to the pressure changer. 900°F-centrifugal compressor hot
vessel/cabin area. bleed air is routed through the crossflow heat
exchanger and regulated automatically to be-
The vapor-cycle evaporators in the cabin are tween 450° to 500°F. Precooler discharge air
used to extract moisture and further cool the is directly routed to anti-ice the wing and pylon
air, if desired. ram air scoop. Precooler discharge air is routed
to the windshield anti-ice system and main
Engine core air goes through five compression cabin heat exchangers for further temperature
stages; the fan, three IP stages, and the centrifu- control and the 23-psi service air system reg-
gal compressor. This 900°F-source air flows to ulator. Heat extracted from the precooler is
the combustion chamber and aircraft systems. routed overboard in the aft pylon area next to
Bleed air is too hot for most aircraft systems, the end of the engine exhaust tubes.
so a precooler is used to reduce temperature.
The engine anti-ice is the only system that uses
bleed air directly from the compressor section.
AIR CONDITIONING SWITCH
AFT FAN SWITCH
AIR SOURCE SELECT

CABIN DUMP COCKPIT AIR DIST BOTH
AIR CONDITIONING
L R
AUTO
SET ALT O
NORM MAX F
FL EXER F FRESH
AIR EMER
FAN OFF
COMPRESSOR FAN
SET PRESS SYSTEM SELECT ON AFT FWD DEFOG
ALT
RATE FLOOD HI HI
MANUAL M UP A
DEPRESSURIZE CABIN BEFORE LANDING A O
H U F
N T
U I F
O
A
L LOW LOW LOW
AUTO DOWN TEMPERATURE SELECT
M HOT A
GND IDLE A U
HIGH N T
U O
A
SET
L COLD COLD
ALT HOT
NORMAL MANUAL
FWD FAN SWITCH
MANUAL SWITCH TEMPERATURE

SELECT SWITCH
Figure 11-1. PRESSURIZATION–ENVIRONMENTAL Control Panel

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MAIN CABIN BLD AIR

HEAT EXCHANGER O’HEAT
PNEUMATIC
L R TEMPERATURE
23-PSI SERVICE AIR PROBE REGULATOR
WINDSHIELD
ANTI-ICE SYSTEM 23-PSI
SERVICE AIR
WING ANTI-ICE
PYLON SCOOPS
ENGINE PYLON CONTROL LINE
FAN AIR
PRECOOLER
MODULATING
ENGINE VALVE
900°F
COOLER CENTRIFUGAL
BYPASS CROSSFLOW
COMPRESSOR
DUCT EXHAUST
AIR
AIR (HEAT EXTRACTED)
REGULATED
SERVICE AIR
PNEUMATIC
ACTUATOR
Figure 11-2. Precooler Intake and Exhaust
BLD AIR
As cooled bleed air exits the SOURCE CONTROL
O’HEAT precooler, it passes a 293°C
(560°F) overtemperature sensor The AIR SOURCE SELECT switch (Figure
L R that illuminates the yellow L 11-3) determines the sources and amount of
or R BLD AIR O’HEAT annun- bleed air that enters the cabin. The control
ciator light to inform the pilot that bleed air switch has positions labeled OFF–FRESH
entering aircraft systems is too hot. Reducing AIR–L–BOTH–R–EMER.
power (rpm) should extinguish the light below
282°C (540°F). The OFF position energizes the L and R pres-
sure regulating and shutoff valves (PRSOVs)
NOTE and the W/S bleed-air shutoff valve closed. The
When the BLD AIR O’HEAT annun- EMER valve is deenergized closed. Bleed air
ciator illuminates it shuts off the is still available to the service air system, but
wing anti-ice pressure regulating no bleed air enters the pressure vessel from the
valve on the side of the overheat, engines. The aircraft will fully depressurize
until the system cools to protect the at normal leak rate.
wing leading edge from heat damage.

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The yellow FRESH AIR annun-

FRESH ciator and MASTER CAUTION
AIR
lights will illuminate when fresh
air is selected.
The BOTH position deenergizes the L and R

PRSOVs and flow control valves (FCVs) open
and energizes the windshield anti-ice shutoff
valve closed. The EMER valve is deenergized
closed. This allows regulated bleed air from
L, R, or BOTH engines to enter the cabin at 8
pounds per minute (ppm). Check valves pre-
vent bleed-air flow to any inoperative engine.
Figure 11-3. Air Source Selector
The L position flows left engine air and shuts
off right engine air. The selected PRSOV is
The FRESH AIR position will not pressurize deenergized open and the nonselected engine
the aircraft and is intended for ground and un- PRSOV is energized closed. The windshield
pressurized low altitude operation only. The anti-ice control valve is energized closed and
L and R PRSOVs and windshield bleed-air the EMER pressurization valve is deenergized
shutoff valve are energized closed. The EMER closed. With the R position selected, the process
valve is deenergized closed. The source of air is from the right engine air and shuts off left
entering the cabin in FRESH AIR is pylon engine air. The amount of airflow entering the
ram-air inlet. These inlets are mounted on the cabin is regulated to 8 ppm in the L or R posi-
leading edge of the pylons (Figure 11-4). An tion by the flow control valves (FCVs).
axial fan boosts airflow. If pressurized at the
time of selection, no air will flow until inter- Selecting EMER provides windshield anti-ice
nal pressure leaks out to equal pylon ram inlet heat exchanger bleed air at 49°C (120°F) to be
pressure. One-way check valves then unseat regulated by the emergency valve at 6 ppm to
and the fan ventilates the cabin. the pressure vessel. Cooling air to the windshield
anti-ice heat exchanger is from the left and right
pylon ram-air scoops. Warm air from the EMER
valve, located under the floor just to the aft side
of the copilot seat, flows to the right side duct-
ing. EMER provides an alternate source of bleed
air from one or both engines to continue pres-
surization should the normal source fail. It is not
intended for extended use. The windshield anti-
i c e va l ve i s d e e n e rg i z e d O P E N a n d t h e
emergency valve is energized OPEN. The L and
R PRSOVs are energized closed.
Selecting EMER in flight or on

EMERG
PRESS ON the ground will cause the yellow
EMERG PRESS ON annuncia-
Figure 11-4. Left Pylon Ram-Air Scoop tor to flash and the MASTER CAUTION lights
to illuminate steady. Selecting EMER closes
both L and R PRSOVs and opens the EMER
valve in flight, but not on the ground by the left

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squat switch. The emergency valve fails closed

with the loss of normal DC. Selecting the wind-
shield anti-ice system ON greatly impacts
EMER operations reducing source air volume
and increasing source air temperature from
the windshield anti-ice heat exchanger to 138°C
(280°F) in HI or 127°C (260°F) in LOW.
If complete DC electrical failure occurs, regard-

less of the AIR SOURCE SELECT position, air
is supplied to the cabin as if the source selec-
tor switch were positioned to BOTH. Without Figure 11-6. Environmental Control Panel
electrical power, the emergency pressurization
valve fails closed, and the left and right PRSOVs forward of the aft baggage compartment where
fail open, the FCVs fail to the 4-ppm flow for further cooling takes place. The extracted heat
a total of 8-ppm flow to the cabin. The wind- is exhausted overboard (Figure 11-7 and Figure
shield bleed-air shutoff valve fails open, deliv- 11-8) through louvers on the underside of the
ering air to the two windshield bleed-air manual fuselage, near the normal hydraulic reservoir.
valves that are normally closed, except in icing A ram-air modulating valve controls the amount
conditions (Figure 11-5). of pylon scoop ram cooling air that passes
through the cabin heat exchanger. The ram-air
modulating valve has limit switches used to
WINDSHIELD BLEED AIR control the air-conditioning compressor. When
LEFT RIGHT the valve is full open and the compressor switch
is in the AUTO position, the compressor oper-
ates. At approximately 50% closed, the compres-
sor is disengaged.
Rotating the TEMPERATURE SELECT knob

in the AUTO range will allow the temperature
OFF MAX OFF MAX controller to control cabin temperature. The
cabin temperature sensor is located in the aft fan
Figure 11-5. Windshield Bleed-Air Valves evaporator inlet at the lower rear pressure bulk-
head. The automatic temperature range is ap-
proximately 18° to 29°C (65° to 85°F). Best
results are obtained with a constant setting at
TEMPERATURE CONTROL one o’clock.
Cabin temperature is controlled automatically
by an automatic TEMPERATURE SELECT Hot engine bleed air to the cabin is automat-
rheostat or a MANUAL HOT–COLD switch ically shutoff during ground taxi at less than
(Figure 11-6). The system consists of the cabin 85% N2 when the cabin temperature is
temperature sensor, cabin temperature con- warmer than 18°C (65°F) and when no pylon
troller, duct temperature anticipator, air duct ram inlet cooling air is available to cool the
overheat switch, TEMPERATURE SELECT main cabin heat exchanger. The 18°C (65°F)
MANUAL switch and TEMPERATURE SE- cabin temperature sensor energizes both
LECT AUTO knob. PRSOVs closed, stopping hot bleed air en-
tering the cabin. The forward and aft evap-
After engine bleed air exits the precooler, it orators may be used to cool the air inside the
enters a cabin air heat exchanger located

11-6
WINDSHIELD BLEED AIR

LEFT RIGHT AIR SOURCE SELECTOR
LH RH MASTER
FULL FULL CABIN HEAT, BOTH
T T PRESSURIZATION, CAUTION L R
H H CABIN RESET
R R AND FRESH AIR
O O EMERGENCY
T T EMERG PRESSURIZATION
T T PRESS ON
L L FRESH EMER
E E
S S EMERGENCY AIR OFF
IDLE IDLE PRESSURIZATION

OFF OFF VALVE 6 PPM
AFT PRESSURE BULKHEAD TEMP
TEMP SELECT
M HOT A
149°C (300°F) MAX A U
AIR DUCT N T
RAM AIR MUFFLER U O
O’HEAT A COLD
WING XFLOW MODULATING L COLD HOT

VALVE VALVE MANUAL
T
L WING ANTI-ICE WINDSHIELD CABIN FRESH
SHUTOFF VALVE MODULATING ANTI-ICE HEAT AIR
VALVE HEAT EXCHANGER EXCHANGER BLEED AIR HEATED
BLEED-AIR HEATED
R WING PYLON RAM SCOOP
PYLON RAM SCOOP WHEN WING ANTI-ICE ON
ANTI-ICE
WHEN WING ANTI-ICE ON
SHUTOFF
T VALVE T
HEAT VENT
L ENG R ENG
ANTI-ICE ANTI-ICE
SHUTOFF
SHUTOFF 23 PSI WINDSHIELD PR 23 PSI
PR VALVE
VALVE ANTI-ICE SOV
SOV
FCV CONTROL FCV
VALVE
REG 4 4 REG
T 475°F 8 8
475°F T
293°C (560°F) MAX 293°C (560°F) MAX
PRSOV—16 PSI PRESSURE

BLD AIR 23-PSI SERVICE AIR REG. REGULATING AND SHUTOFF
O’HEAT VALVE; FAILSAFES OPEN
FlightSafety
FCV—FLOW CONTROL VALVE PYLON
PYLON L R REGULATES AT 4 OR 8 PPM;
PRECOOLER PRECOOLER
FAILSAFE TO 4 PPM
LEGEND
ENGINE BLEED AIR SERVICE BLEED AIR
international
PRECOOLED BLEED AIR CABIN AIR (NORMAL)
WINDSHIELD ANTI-ICE AIR/
RAM AIR EMERGENCY PRESSURIZATION
Figure 11-7. Air Supply to Cabin

WINDSHIELD HEAT
LEFT PYLON RAM SCOOP EXCHANGER MAIN CABIN RIGHT PYLON RAM
COOL AIR HEAT EXCHANGER SCOOP COOL AIR
MUFFLER
EXTRACTED HEAT
FRESH AIR FAN
OVERBOARD
AFT PRESSURE BULKHEAD
Figure 11-8. Pneumatic Equipment in Aft Baggage Compartment
cabin or extract moisture, if desired. Bleed Tu r n i n g t h e t e m p e r a t u r e s e l e c t o r t o t h e

air may be restored at 8-ppm flow by: MANUAL position enables the MANUAL
HOT–COLD switch for control of the cabin
• Selecting MANUAL temperature control temperature. The manual switch takes about
• Moving both throttles above 85% N 2 15 seconds to motorize the ram-air modu-
lating valve from one extreme to the other.
Moving the throttles above 85% N 2 for takeoff The manual switch does not select temper-
will open both PRSOVs, restoring normal bleed- ature; it only positions the ram-air modulat-
air flow for pressurization during takeoff. ing valve.

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SYSTEM PROTECTION VAPOR-CYCLE AIR

The temperature controller, mounted on the aft CONDITIONING
pressure bulkhead, receives signals from the
TEMPERATURE SELECT MANUAL switch
or TEMPERATURE SELECT AUTO knob, the INTRODUCTION
cabin temperature sensor, and the duct tem- The master switch for the system is the AIR
perature anticipator. The controller then sends COND AUTO–OFF–FAN switch. In the OFF
a signal to the ram-air modulating valve to es- position, the vapor cycle air-conditioning
tablish the necessary ram airflow across the system is turned off and the cabin bleed-air
cabin heat exchanger. A duct temperature an- temperature control system is turned off
ticipator is installed between the heat exchanger (Figure 11-9).
and aft pressure bulkhead. The anticipator
senses the temperature of incoming conditioned The air-conditioning system provides condi-
air to the cabin, and sends a signal to the tem- tioned air to both cockpit and cabin areas. The
perature controller to maintain desired cabin vapor-cycle system functions in conjunction
temperature. The cabin temperature sensor is with temperature-controlled bleed air. The
installed on the inlet of the aft evaporator, im- compressor can operate from the right gener-
mediately forward of the aft pressure bulk- ator or EPU on the ground. It must have both
head. It senses actual cabin temperature and generators operating when airborne. The com-
sends a signal to the temperature controller to pressor is automatically loadshed if a gener-
maintain the desired cabin temperature. ator fails while airborne. The Citation CJ2
uses R-134A refrigerant.
AIR DUCT A duct overheat temperature
O’HEAT sensor is mounted between the
cabin heat exchanger and aft AIR CONDITIONING
pressure bulkhead. When cabin supply air tem-
peratures exceeds 149°C (300°F) downstream
of the cabin air-to-air heat exchanger, the AUTO
temperature sensor illuminates an AIR DUCT
O ’ H E AT a n n u n c i a t o r a n d t h e M A S T E R
CAUTION light. In the automatic tempera- O
ture mode, AIR DUCT O’HEAT protection F
should be provided by the system. F
The TEMPERATURE SELECT AUTO knob FAN
provides a signal to the cabin temperature
controller. The cabin temperature controller
limits the high and low temperature adjust-
ments received from the ram-air modulating COMPRESSOR
valve. The cabin temperature controller does ON AFT
a comparison between desired temperature
and actual temperature, and signals the actu- FLOOD
ator to move the ram-air modulating valve to
adjust the cabin air supply temperature. Au- H
tomatic air duct overheat protection is dis- I
abled while using manual temperature control,
but the AIR DUCT O’HEAT annunciator will
continue to function. LOW
Figure 11-9. COMPRESSOR ON Light

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GENERAL The compressor compresses the warm low-

pressure refrigerant gas into a hot, high-
Cabin air is circulated through two evapora- pressure gas. The hot high-pressure gas is then
tors: one on the aft pressure bulkhead and one passed through the condenser, where it rejects
in the forward left cabin, just ahead of the the heat picked up from the cabin along with
cabin entry door. The aft evaporator provides the heat of compression and then condenses the
conditioned air to overhead rotatable refrigerant into a warm, high-pressure liquid.
WEMACs (Figure 11-10) or the 4- by 8-inch This liquid is then passed through a
flood-cooling vents. receiver/dryer where the remaining gas is sep-
arated from the liquid and any moisture is re-
moved by a desiccant. The receiver/dryer
also acts as a reservoir for the liquid refriger-
ant. The warm, high-pressure liquid then trav-
els to the constant pressure expansion valves
where the warm, high-pressure liquid is ex-
panded to a low-pressure, low-temperature liq-
uid vapor mixture. This mixture then travels
through the evaporators and absorbs heat from
the cabin air that evaporates the liquid refrig-
erant. The refrigerant vapor then returns to the
Figure 11-10. Overhead WEMAC Valves compressor to repeat the process.
A green COMPRESSOR ON light on the
PRESSURIZATION–ENVIRONMENTAL
control panel (Figure 11-9) indicates that the
compressor, located in the tail cone, has been
turned on.
The compressor is wired to operate in the

OFF/FAN position if DEFOG HI or LOW is
selected. The compressor can automatically
turn off and on at all altitudes.
R-134A refrigerant is pumped through the

system which alternately evaporates and con-
denses to move heat from one location to
another. The compressor is driven by an elec-
tric motor at a constant speed and capacity.
The heat extracted from the condenser is
ducted overboard through louvers under the
right tail cone area (Figure 11-11). The com-
pressor is located behind the aft baggage
compartment J-box.

FlightSafety
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THIS OPENING IS
BEHIND THE
ATTENUATOR
COOLING AIR IN
COOLING AIR IN
HEAT
EXCHANGER
FAN
HEAT
EXTRACTED
OUT
CONDENSOR
AIR CONDITIONING IN
RIGHT REAR TAIL CONE
HEAT
EXTRACTED
OUT
AIR CONDITIONER COMPRESSOR

Figure 11-11. Air-Conditioning Equipment
EVAPORATORS CONTROLS
There are two evaporators (Figure 11-12) in Controls for the air-conditioning system con-
the vapor-cycle system. The forward evapora- sist of a three-position compressor control
tor is on the left side, forward of the cabin entry switch and two three-position fan switches,
door, while the rear evaporator is mounted on located on the environmental control panel.
the cabin side at the bottom of the aft pressure The aft fan (evaporator) switch also controls
bulkhead under the hump cover. The aft evap- the flood-cooling diverter door solenoid valve.
orator is connected to the overhead WEMAC Additionally, the system is controlled by the
distribution system as well as a flood-cooling cabin temperature control system. The air-
outlet located near the upper rear bulkhead. craft is also equipped with automatic load
Care should be taken to ensure evaporator in- shedding. In flight, both generators must be
lets are not blocked. The air is driven across operating in order for the compressor drive
the evaporator coils with electrically powered motor to operate. In the event of a generator
blowers (Figure 11-13). failure, the compressor is automatically dis-
connected from the power source. The fans are
energized anytime the air-conditioning se-
lect switch is placed in the AUTO or FAN po-
sitions. A COMPRESSOR ON green light
will illuminate when there is power applied
to the compressor.

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RECEIVER/DRYER
CONDENSOR
MODULE
DEFOG FAN
AFT PRESSURE
BULKHEAD
FLOOR WEMACS
GRILL
DEFLECTOR AFT EVAPORATOR

VALVE FAN UNIT
FWD VAPOR
EVAPORATOR (BLOWS COOL, CYCLE
FAN UNIT MOISTURE-FREE MACHINE
AIR TO THE
FLOOD VENT
OR THE
WEMACS)
Figure 11-12. Vapor Cycle Air-Conditioning System
Figure 11-13. Forward Evaporator

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COMPRESSOR CONTROLS bleed air) and the limit switch on. This will
power the compressor. The cabin is provided
The air-conditioning switch is labeled with refrigerant cooling while the ram-air
AUTO–OFF–FAN (Figure 11-14). The com- modulating valve controls bleed-air
pressor is wired to run in OFF/FAN if DEFOG temperature to the cabin. As conditions change
HI or LOW is selected. and the ram-air modulating valve drives 50%
closed, a second limit switch will remove
The cabin temperature sensor is located in the power from the compressor. On the ground
inlet duct to the aft evaporator. Therefore, the no ram air is available, the ram-air valve will
AIR COND switch must be in AUTO or FAN drive full open any time the cabin temperature
to enable the aft fan to operate in LOW, HI or is above the cabin temperature control set
FLOOD, and for the automatic cabin temper- point engaging the compressor. The ram-air
ature control system to function properly (have modulating valve will drive toward closed any
steady air flow). Care must be taken not to time the cabin temperature is below the se-
block the aft evaporator fan inlet, at the rear lected temperature removing power from the
of the dropped aisle, with baggage. Blocking compressor. This provides temperature control
the aft evaporator fan inlet will cause erratic of the vapor-cycle system in flight and on the
cabin temperature control. ground.
In the AUTO position, the blowers and the
cabin temperature control system are ener- FAN CONTROLS
gized. Power is also applied to the ram-air The forward (FWD) evaporator fan switch,
modulating valve, which controls the amount labeled LOW–AUTO–HI (Figure 11-14), con-
of pylon ram inlet air used for the cabin air heat trols the forward evaporator fan. In the AUTO
exchanger and operates the compressor limit position, the forward fan will operate at a low
switches. In flight, with warm cabin condi- speed only while the compressor is activated.
tions, the ram-air modulating valve will drive The LOW and HI positions will continuously
full open (asking for maximum cooling of the
AIR SOURCE SELECT

BOTH
AIR CONDITIONING
L R
AUTO
O
F FRESH EMER
F AIR
OFF
FAN
FAN
COMPRESSOR AFT FWD DEFOG
ON FLOOD HI HI
A
H U O
I T F
O F
LOW LOW LOW
Figure 11-14. Fan Switches

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run the fan with or without compressor opera- AIR DISTRIBUTION

tion. Air from the forward evaporator fan is di-
rected to the flush-floor louvers between the
pilot seats. The flush-floor louvers must not be DESCRIPTION
obstructed by briefcases, etc. Some of the air
is directed forward and some aft by the angle The cabin bleed-air distribution system (Figure
of the louvers. 11-16) delivers air throughout the cabin and
cockpit. Components in the system are cockpit
The AFT fan switch, labeled LOW–HI– FLOOD, foot warmer outlets, passenger foot warmer
controls two speeds of aft fan operation and the outlets, passenger armrest outlets, windshield
flood-cooling door. The LOW and HI positions defog outlets, flow divider, windshield defog
provide airflow through the aft evaporator and fan, and fresh air fan.
exhaust it to the cabin through the overhead dis-
tribution system. In the FLOOD position, all Fresh air is available directly to the cabin for
the air is diverted out of a flood-cooling vent near ground or unpressurized low altitude ventilation
the top of the aft pressure bulkhead, bypassing in lieu of bleed air. A fresh air blower, located
the overhead distribution ducting. In AFT aft of the aft pressure bulkhead, delivers fresh
FLOOD position, the fan runs at high speed. air through the bleed-air distribution system.
The circuit breakers for the evaporator fans are When selecting fresh air, a yel-
FRESH
located on the left-side cockpit circuit-breaker AIR low FRESH AIR annunciator and
panel with the other environmental breakers. a yellow MASTER CAUTION
light illuminates steady.
FLOOD-COOLING VENT
The flood-cooling vent assembly (4 inches by OPERATION
8 inches) is located behind the interior panel The overhead ventilation system is routed
near the top of the aft pressure bulkhead (Fig- along the ceiling forward of the aft pressure
ure 11-15). The flood solenoid is spring-loaded bulkhead. The system recirculates cabin air
to the flood position in the absence of 23-psi through the aft evaporator and operates only
service air pressure, i.e., no engine running. The when the AIR COND switch is set to FAN or
flood-cooling door closes if the AFT fan switch AUTO. At least one engine must be operating
is in the LOW or HI position when the service to provide engine bleed air to move the flood
air system is pressurized (any engine operating) vent solenoid closed, forcing all aft evapora-
and the air flows to the overhead WEMACs. tor air to the overhead WEMACs.
The overhead ducting system incorporates the

aft evaporator flood-cooling vent and condi-
tioned air ducting and outlets. Air outlets
(WEMACs), located at each passenger and
flight crew position, are operated from full
open to full closed position individually. Many
holes are drilled in the overhead ducts to assure
positive airflow to the cabin temperature sen-
sor. All overhead air vents can be opened and
closed. The flood-cooling door is pneumati-
cally actuated and controlled by the AFT evap-
orator fan switch in the FLOOD (high fan speed)
position. The flood vent solenoid is spring-
Figure 11-15. Flood-Cooling Vent loaded to the FLOOD position, thus blocking
air to the overhead ventilation WEMACs.

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COCKPIT/ MAIN CABIN

EMER DUCT HEAT EXCHANGER
DEFOG FAN
FRESH
AIR FAN
WING ANTI-ICE DUCT
ARMREST DUCT
FLOOR DUCT
WINDSHIELD
BLEED-AIR DUCT MUFFLER
RAM AIR
MODU-
FLOOR DUCT
23 PSI
LATING
VALVE
ARMREST DUCT
WING ANTI-ICE DUCT
FWD PRESSURE EMERGENCY TO DOOR TEMP SENSORS

BULKHEAD PRESSURIZATION SEAL WINDSHIELD ANTI-ICE
VALVE HEAT EXCHANGER
LEGEND
CHECK VALVES
SHUTOFF VALVES
TEMP SENSORS
Figure 11-16. Cabin/Cockpit Distribution

FlightSafety
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COCKPIT AIR DIST KNOB and armrest outlets. Passenger armrest outlets
are located along the outboard cabin wall at
The left half of the PRESSURIZATION– passenger seat armrest level. Air outlet holes
ENVIRONMENTAL tilt panel has the COCK- are located under the armrest cover assembly
PIT AIR DIST knob in the top center panel area with the origin of air being identical to the
(Figure 11-17). There are two solenoid valves footwarmer outlets.
at the lower right aft pressure bulkhead giving
four positions. The four detents of the COCK-
PIT AIR DIST knob electrically controls and DEFOG FAN
pneumatically actuates the two spring-loaded A DEFOG fan is located in the right cockpit
(retracted) valves, using 23-psi service air. This sidewall (Figure 11-18). The two-speed blower
provides the crew a more comfortable environ- is controlled by a DEFOG (HI–OFF–LOW)
ment and better windshield moisture control. switch on the environmental control panel (see
Figure 11-14). The forward evaporator diverter
The selected positions are as follows: valve is installed under the pilot and copilot
SWITCH CREW PASSENGER
floor area. It is spring-loaded to direct the for-
DETENTS AIR AIR ward evaporator air to the flush-floor grille. The
DEFOG fan switch should be selected to HI
NORM (9 O’CLOCK) 50% 50% prior to descent and approach.
(11 O’CLOCK) 60% 40%
(1 O’CLOCK) 70% 30%
Selecting HI or LO operates the vapor-cycle air-
conditioning system at all altitudes if the re-
MAX (3 O’CLOCK) 80% 20%
frigerant is sufficiently warm, regardless of
switch position (even OFF). Selecting HI or LO
The COCKPIT AIR DIST knob is normally
automatically turns on the vapor-cycle com-
kept in NORM for climb and cruise and is se-
pressor, the FWD evaporator fan speed to HI,
lected to MAX for descent and approach.
and sends 23-psi service air to the diverter
valve pneumatic actuator. This overcomes the
Pilot and copilot footwarmer air flows from the
spring moving the diverter door to direct the
sidewall ducts at floor level under the rudder ped-
majority of air from the floor grille to the
als and picollos the air vertically across the feet.
DEFOG fan inlet. The DEFOG fan, at HI or LO
fan speed, boosts the dry evaporator air to the
Passenger footwarmer outlets are located along
inside windshield surface. Water condensa-
the outboard cabin walls at floor level. The
tion is routed overboard through two heat vents
outlets receive air from underfloor ducting
under the fuselage, one near the forward evap-
near the aft pressure bulkhead. A single cabin
orator and the other near the aft evaporator.
side duct supplies air to both the footwarmer
Table 11-1 shows AFM-recommended envi-
ronmental panel comfort settings. Cabin nor-
COCKPIT AIR DIST mal settings are listed in the left column and
variations from normal are listed for the con-
ditions in the columns to the right. It is rec-
ommended that the autotemperature selector
N remain at the 1-o’clock position. Recom-
O M mended settings for descent are also listed.
R A
M X
Figure 11-17. COCKPIT AIR DIST Knob

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COCKPIT AIR DIST AIR SOURCE SELECT

BOTH
AIR CONDITIONING
N M L R
O AUTO
A
R X
M O
F FRESH EMER
F AIR
OFF
FAN
FAN
COMPRESSOR AFT FWD DEFOG
ON FLOOD HI A HI
H U O
I T F
O F
LOW LOW LOW
TEMPERATURE SELECT
M HOT A
A U
N T
U O
A COLD HOT
L COLD MANUAL
NORMAL CRUISE AND CLIMB
COCKPIT AIR DIST AIR SOURCE SELECT

BOTH
AIR CONDITIONING
N M L R
O AUTO
A
R X
M O
F FRESH EMER
F AIR
OFF
FAN
FAN
AFT FWD DEFOG
COMPRESSOR HI
ON FLOOD HI A
H U O
I T F
O F
LOW LOW LOW
TEMPERATURE SELECT
M HOT A
A U
N T
U O
A COLD HOT
L COLD MANUAL
DESCENT AFTER COLD SOAK
Figure 11-18. Cockpit Tilt Panel

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Table 11-1. RECOMMENDED ENVIRONMENTAL PANEL COMFORT SETTINGS
CABIN IF IF IF
NORMAL CABIN COCKPIT COCKPIT
SETTINGS WARM COOL
AIR SOURCE
OR IF INITIALLY
INITIALLY WARM
COOL OR OR
COLD HOT
SELECT BOTH
AIR COND AUTO
AFT FAN LOW HI OR FLOOD
FWD FAN AUTO HI LOW/HI AUTO
TEMP SELECT AUTO

(AVOID CHANGING) (1 O’CLOCK)
DEFOG FAN OFF
COCKPIT AIR DIST NORM NORM AND THIRD PSN

SECOND PSN (1 O’CLOCK)
(4 DETENTS TO (11 O’CLOCK) OR MAX
PROPORTION AIR) DAY OPS NIGHT OPS
FOR DESCENT AFTER COLD SOAK AT ALTITUDE

NOTE:
A. FWD EVAPORATOR FAN SPEED “HI.”
B. SELECT THE DEFOG FAN SWITCH TO “HI” PRIOR TO DESCENT AND APPROACH.
C. COCKPIT AIR DIST TO MAX ROUTES ADDITIONAL WARM AIR FORWARD FOR CREW COMFORT AND
WINDSHIELD WARMUP (MAX = 80% AIR TO CREW AND 20% AIR TO PASSENGERS).
D. SELECT WINDSHIELD ANTI-ICE BLEED AIR TO LOW AND OPEN VALVES.
E. USE CRUISE DESCENT WITH ITS HIGHER N1S FOR WARMER BLEED-AIR TEMPERATURE TO BETTER
HEAT THE CABIN AND COCKPIT.

QUESTIONS
1. When controlling the cabin temperature 5. The cabin heat exchanger ram-air
with the manual temperature toggle modulating valve is opened for cooler
switch, the ram-air modulating valve is cabin air or closed for warmer cabin
positioned from full hot to full cold in ap- source air by:
proximately: A. Automatic temperature control
A. 18 seconds B. Manually toggling the 15-second
B. 6 seconds motorized valve
C. 3 seconds C. A and B
D. 15 seconds D. COCKPIT AIR DIST knob
2. The AIR DUCT O’HEAT annunciator 6. The source of bleed air when the EMER
light illuminates when the: PRESS ON annunciator is illuminated in
A. ACM shuts down flight is:
B. Temperature of air in the duct to the A. Either the left, right, or both engines
cabin is over 149°C (300°F). B. Left engine only
C. Temperature of the air going to the C. Right engine only
windshield is excessive. D. Ram air
D. EMER source is selected unless the
left throttle is retarded.
7. The vapor-cycle compressor may be on
(green light—on) when:
3. How can the windshield anti-ice shutoff A. Air conditioner in AUTO on a hot day
valve be opened? with the ram-air modulating valve full
A. Lost DC power open
B. S e l e c t w i n d s h i e l d a n t i - i c e t o H I B. Any altitude in AUTO
or LOW C. On the ground without ram air, the
C. S e l e c t E M E R p r e s s u r e m o d e ram valve will motorize FULL OPEN
(6 ppm) any time cabin temperature is above
D. All of the above the cabin temperature control set point
engaging the compressor
D. All of the above
4. Hot engine bleed air through the precooler
is cooled by:
A. Engine bypass air 8. The vapor-cycle compressor is off (green
light—out) when:
B. A 23-psi fan air modulating valve
system A. AIR COND circuit breaker is popped
C. Ram scoop air B. Ram-air modulating valve more than
D. A and B 50% closed in AUTO
C. A u t o m a t i c l o a d - s h e d d i n g c i r c u i t
during engine or generator failure
D. All of the above

9. What closes the L and/or R PRSOVs: 14. During climb and cruise, the COCKPIT
A. Selecting L or R AIR DIST knob is selected to:
B. S e l e c t i n g F R E S H A I R , E M E R A. MAX, 80% air to crew
or OFF B. 11 o’clock, 60% air to crew
C. In AUTO, during cabin taxi tempera- C. NORM, 50% air to crew
tures over 18°C (65°F), temperature D. 10 o’clock, 70% air to crew
sensor closes the PRSOVs
D. All of the above
15. Cabin air is circulated through two evap-
orators; one is in the forward left cabin,
10. The pilot and copilot footwarmer outlets just ahead of the main cabin entry door,
are located: and one is on the aft pressure bulkhead.
A. On the cockpit sidewalls The aft evaporator provides conditioned
air to the:
B. Under the pilot and copilot rudder
pedals A. Forward diffuser
C. On the side of the throttle pedestal B. Overhead WEMAC valves
D. Under the pilot and copilot seats C. Side-wall outlets
D. Flood-cooling vent only
11. In the AUTO position, the forward fan is
OFF except: 16. The cabin air temperature in the AUTO
A. When flood cooling is selected mode will keep the cabin temperature in
a selectable range of:
B. When the compressor is on, then op-
erating at low speed A. 12° to 35°C
C. When the compressor is on, then op- B. 50° to 75°F
erating at high speed C. 65° to 85°F
D. When the compressor is on, then op- D. 18° to 29°C
erating at medium speed
17. The ram-air modulating valve controls:
12. The AFT fan switch is labeled: A. The amount of cooling ram inlet air
A. LOW, OFF or HI that passes through the main cabin
B. LOW, HI, and FLOOD heat exchanger
C. LOW, AUTO or HI B. The amount of air flowing into the
D. LOW, MED or HI cabin from the pylon ram air inlets
when the FRESH AIR position is se-
lected
13. The forward fan switch is labeled: C. B e l ow 1 8 , 0 0 0 f e e t , a b a r o m e t r i c
A. LOW, AUTO or HI switch shuts OFF the operation of the
B. LOW, OFF or HI ram air modulating valve
C. LOW, MED or HI D. Air to the aft evaporator
D. AUTO, OFF or HI

18. Selecting the FRESH AIR position: 19. The EPU is powering the compressor and
A. Turns on the refrigerant to cool the both evaporators in AUTO on a hot day be-
cabin fore engine start. The pilot is concerned
t h a t n o c o o l a i r i s ve n t i n g t h e c r ew
B. Depressurizes the cabin in flight
o v e r h e a d W E M AC s w h e n t h e A F T
C. Must not be used during ground op- evaporator fan switch is in HI or LOW:
erations
A. This is normal.
D. Will not affect normal pressurized
flight B. The flood-cooling door springloads to
the flood cool (open) position without
23-psi service air.
C. With any engine running, 23-psi serv-
ice air will close the flood-cooling doors,
thus sending all aft evaporator cooling
air to the overhead WEMACs.
D. All of the above

CHAPTER 12
PRESSURIZATION
CONTENTS
Page
INTRODUCTION................................................................................................................. 12-1
GENERAL ............................................................................................................................ 12-1
SYSTEM DESCRIPTION .................................................................................................... 12-2
Digital Pressure Controller ............................................................................................ 12-2
Outflow Valves .............................................................................................................. 12-2
PRESSURIZATION CONTROL .......................................................................................... 12-3
General........................................................................................................................... 12-3
Automatic Mode ............................................................................................................ 12-5
Isobaric Mode ................................................................................................................ 12-5
Manual Pressurization Control ...................................................................................... 12-6
Exercise Test Button...................................................................................................... 12-6
Emergency Cabin Dump ............................................................................................... 12-7
High Altitude Departures............................................................................................... 12-8
KAPS Autoschedule Control Zones—Takeoff, Climb, and Cruise............................ 12-10
QUESTIONS ...................................................................................................................... 12-18

ILLUSTRATIONS
Figure Title Page
12-1 Environmental Control Panel................................................................................. 12-2
12-2 Pressurization System Diagram ............................................................................. 12-3
12-3 Primary Outflow Valve Operation ......................................................................... 12-4
12-4 Pressurization Controller ....................................................................................... 12-5
12-5 Pressurization MANUAL–AUTO Switch ............................................................. 12-5
12-6 Cabin Controller—EXER Exercise Test Button.................................................... 12-7
12-7 CABIN DUMP Switch .......................................................................................... 12-7
12-8 Modified Cabin Rate Limits .................................................................................. 12-8
12-9 Autopressurization Schedule ................................................................................. 12-8
12-10 Climb/Descent Examples on Pressurization Controller with Autoschedule ......... 12-9
12-11 Pressurization Example........................................................................................ 12-11
12-12 Aircraft Altitude vs Cabin Altitude Chart ........................................................... 12-17

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CHAPTER 12
PRESSURIZATION
INTRODUCTION
The pressurization system on the Citation CJ2 is used to maintain a lower cabin (pres-
sure vessel) altitude than actual airplane altitude. This is accomplished by ducting bleed
air into the cabin, and then controlling the amount of air allowed to escape overboard.
On the Citation CJ2, the pressurization and air-conditioning system employ a common
airflow; therefore, cabin pressurization is accomplished with conditioned air.
GENERAL
Two elements are required to provide cabin automatically or manually. Automatic control
pressurization. One is a constant source of air. requires DC power and is not available dur-
The other is a method of controlling outflow ing emergency electrical power operations.
to achieve the desired differential pressure and Selecting AUTO mode with the air data sen-
resultant cabin altitude. In the Citation CJ2, sor operating, generates an autoschedule
airflow to the cabin is fairly constant (through based on the departure field elevation, the
a wide range of engine power settings), and maximum altitude reached, and the pilot input
the outflow of air is controlled by the two of destination elevation. Maximum cabin dif-
outflow valves located on the aft pressure ferential pressure is 9.0 psid.
bulkhead. The outflow valves are controlled

SYSTEM DESCRIPTION to the automatic altitude inputs from the Collins

air data computer and what the pilot sets for
The components of the pressurization control takeoff, normally destination elevation. The
system are: the primary and secondary outflow digital pressure controller automatically com-
valves, pressurization controller (Figure 12-1), pensates for nonstandard altimeter settings.
manual toggle valve, and the cabin dump switch.
Both outflow valves contain maximum differ- OUTFLOW VALVES
ential safety valves, and maximum cabin alti-
tude safety valves. The cabin altitude safety The primary and secondary outflow valves
valves are capable of overriding the controller are identical to each other with the exception
inputs to the outflow valves avoiding the pos- that the primary valve has a vacuum ejector and
sibility of under- or overpressurization. c a b i n a l t i t u d e c l i m b a n d d ive s o l e n o i d s
mounted on it. The primary and secondary
CABIN DUMP
COCKPIT AIR DIST outflow valves are connected through a port
F
that allows equal pressure or negative pressure
L N
O
M
A
to be applied to both valves (Figure 12-2,
SET ALT R
M
X Sheet 1 of 2).
FL EXER
The flow rate of exhausted cabin air is con-

SET
RATE
trolled by the position of a control chamber in
ALT
PRESS SYSTEM SELECT
the primary and secondary outflow valves.
DEPRESSURIZE CABIN BEFORE LANDING
MANUAL UP Air is added or removed from the control
M
A
N
chamber by climb and dive solenoids located
15 20 U
A
on the primary outflow valve. The climb and
10 25
3
4 5
6 30 AUTO
L
DOWN dive solenoids respond to commands from the
2 7 pressurization controller. If the controller
5 1 8 35 GND IDLE
0 9 40 HIGH opens the dive solenoid, 23-psi service air is
0 45 used to apply pressure on the back side of
both outflow valves and drive them to the
NORMAL closed position. If the controller opens the
climb solenoid, a vacuum created by 23-psi
Figure 12-1. Environmental Control Panel service air opens the outflow valves. If elec-
trical power is lost, the air chamber will remain
at a fixed position and cabin altitude will be
DIGITAL PRESSURE CON- dependent upon the relative psid sensed in the
TROLLER outflow valve diaphragms.
The digital pressure controller is set to main- In the event that control vacuum should exceed
tain 8.9 ±0.1 psid maximum. To get 9 psid, it limits due to a malfunction, cabin altitude
is necessary to use the red knob or cherry limit valves are provided to prevent cabin al-
picker or drive onto the L or R MAX DIFF (ΔP) titude from exceeding 14,500 ±500 feet. If
valves. The controller will maintain an 8,000- the control vacuum exceeds the barometric
foot cabin pressure at 45,000 feet. reference in the cabin altitude limit valves, they
open and allow cabin air to enter the control
The system can be adjusted to hold sea level air line, reducing the vacuum. This causes the
pressure to 23,586 feet. An automatic schedule outflow valves to move toward the closed po-
built into the controller maintains proper cabin sition and reestablish cabin pressure.
pressurization and rate of climb in accordance

CHERRY PICKER CABIN ALTITUDE MAX DIFF DIAPHRAGM

PRESSURE LIMIT VALVE VALVE
CHERRY PICKER
NOSEWHEEL SECONDARY
VACUUM OUTFLOW
CHERRY VALVE
PICKER
CABIN DIFFERENTIAL VALVE
PRESSURE GAGE
15 20 FILTER
10 25
FL 13%
4 5 SET ALT
3 6 30
2 7 DIGITAL PRESSURE
FL EXER
5 1 8 35 CONTROLLER
0 9 40
0 45 0%
SET
RATE
ALT
PRESSURIZATION - ENVIRONMENTAL
C
A PRESS SYSTEM SELECT
B MANUAL UP
I
N DEPRESSURIZATION CABIN
D
BEFORE LANDING PRIMARY
U
M AUTO OUTFLOW
P DOWN VALVE
LH RH CHERRY
FULL FULL PICKER
T T
H H CABIN ALTITUDE MAX DIFF
R R 85% N2 CLIMB DIAPHRAGM
O O LIMIT VALVE VALVE
T T SOLENOID
T T
L L DIVE
E E DC POWER
S S
BATT SOLENOID
OFF
SQUAT 23-PSI SERVICE SYSTEM AIR
OFF OFF SWT
EMER
VACUUM
EJECTOR NOTE:
Condition—Ground Taxi Mode
LEGEND
CABIN PRESSURIZED AIR VACUUM OR PRESSURE TO OUTFLOW VALVES VENTURI AIR
VACUUM FROM NOSE WHEELWELL OUTFLOW AIR TO TAIL CONE CLIMB SOLENOID VACUUM FROM EJECTOR
CABIN PRESSURIZED AIR TO CHERRY PICKER 23-PSI SERVICE SYSTEM AIR
Figure 12-2. Pressurization System Diagram (Sheet 1 of 2)
PRESSURIZATION puts the system into the flight mode (Figure

12-2, Sheet 2 of 2).
CONTROL
In flight, the cabin is pressurized by a constant
8 ppm of temperature-controlled engine bleed
GENERAL air. The cabin pressure altitude is maintained
Squat switches and engine throttle lever set- by controlling the exhaust airflow rate out of
tings are used to define three outflow valve op- the cabin into the unpressurized tail cone. The
erating modes (Figure 12-3). On the ground pressurization system controls the cabin ex-
with either engine operating below 85% N 2 haust airflow rate by positioning the modulat-
(ground taxi mode), both outflow valves are ing diaphragm in the primary and secondary
kept fully open. When both throttles are set outflow valves. The diaphragm is positioned
greater than 85% N 2 on the ground (prepres- by varying the pressure in the valve control
surization mode) both outflow valves slowly chamber behind the diaphragm. The primary
close to bring cabin delta pressure to a maxi- and secondary outflow valve control chambers
mum of 200 feet below field altitude during are connected together by a tube and a flow-
takeoff roll. At liftoff, the right squat switch limiting orifice in each outflow valve.

CABIN VACUUM FROM

PRESSURE IN NOSE WHEEL WELL
UP
(VACUUM)
MANUAL
PRESSURIZATION
CONTROL VALVE
MAX
DIFF
DOWN
(PRESSURE)
CABIN ALT
LIMIT VALVE
FLIGHT
LANDING GEAR
SQUAT SWITCH
> 85% N2 GROUND

FILTER
< 85% N2 FLIGHT

(AUTO SCHEDULE)
EJECTOR
29 VDC
VACUUM
CLIMB
29 VDC DUMP DIGITAL CABIN 29 VDC
PRESSURE CONTROLLER DIVE
AUTO
PRESSURE
MAX
SENSOR PORT DIFF
(WORKING WITH ADC)
CABIN ALT
MANUAL PRESSURE LIMIT VALVE
MANUAL–AUTO
SWITCH CABIN DUMP
SWITCH
LEGEND
SERVICE
AMBIENT AIR PRESSURE (23 PSI) AIR 23 PSI
CABIN AIR VACUUM CONTROL AIR
Figure 12-2. Pressurization System Diagram (Sheet 2 of 2)
CABIN AIR FREELY CABIN AIR RESTRICTED NO FLOW TO TAIL CONE

FLOWS TO TAIL CONE FLOW TO TAIL CONE
MAX DIFF VALVE
DIAPHRAGM DIAPHRAGM DIAPHRAGM DIAPHRAGM

VACUUMED OPEN RELAXED OPEN INFLATED FULLY INFLATED
NO PRESSURIZATION NO PRESSURIZATION SOME DIFFERENTIAL (DRIVE TO MAX DIFF LIMIT
DEVELOPING VALVE PULSES DIAPHRAGM
OPEN AND CLOSED TO
HOLD 9.0 PSI)
Figure 12-3. Primary Outflow Valve Operation

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The primary outflow valve has two normally When the AUTO–MANUAL switch (Figure
closed solenoids that let air into and out of the 12-5) is in the AUTO position, the pilot selects
valve control chambers. When the cabin dive destination elevation (accomplished during
solenoid is energized open, it allows 23-psi the “Before Taxi” checklist). Descent and
service air to pressurize both valve control landing are made by setting the controller to
chambers and push the valves toward closed. destination elevation.
When the cabin climb solenoid is energized
open, it allows vacuum from the 23-psi serv-
ice air ejector to move both valves toward PRESS SYSTEM SELECT
open. The solenoid airflow is designed so it MANUAL UP
cannot overpower (1) the maximum cabin al-
titude limit valves, (2) the maximum differen-
tial pressure valves, or (3) the manual toggle
valve. The solenoids receive DC electrical AUTO
pulses from the controller that cause the so- DOWN
lenoids to momentarily pop open and gener-
ate gradual pressure changes in the control Figure 12-5. Pressurization
chambers. Audible clicks are produced when MANUAL–AUTO Switch
the solenoids pop open. The clicks can be
heard when the engines are off. The system is In flight, the controller continuously gener-
designed to respond rapidly to small cabin ates an autoschedule based on the departure
pressure variations and correct them before field elevation, the maximum altitude reached
passengers and crew detect any discomfort. in the current flight (per the air data sensor
computer), and the operator input destina-
tion elevation. The controller determines the
AUTOMATIC MODE pressure rate of change and the cabin pressure
The pressurization controller is comprised of altitude based on the autoschedule and the
two digital windows marked SET ALT and air data computer pressure altitude. The con-
RATE, an FL button, an EXER button, and a troller sends DC pulses through the primary
SET ALT knob (Figure 12-4). outflow valve climb and dive solenoids to ob-
tain a specific cabin pressure. The autosched-
ule will have the cabin completely
depressurized at the SLA (selected landing
pressure altitude) before touchdown.
ISOBARIC MODE
If the left air data computer information is in-
SET ALT terrupted, the controller will automatically
switch the flight mode from AUTO to ISO-
FL EXER BARIC. A yellow caution light appears on the
upper left corner of the pressurization con-
troller display face to advise of this malfunc-
tion. The pilot-selected destination elevation
on the controller display will be replaced with
flight level (FL), allowing the pilot to set the
SET RATE desired cruising altitude. The controller uses
ALT the flight level to control the cabin pressure rate
of change and the cabin pressure altitude to
maintain near maximum differential pressure
Figure 12-4. Pressurization Controller (Figure 12-6).

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The pilot may recall the selected destination The cabin pressure rate of change is limited
field altitude by pressing the FL pushbutton by the orifice in the MANUAL toggle valve and
on the controller. The selected flight level on is not adjustable by the pilot. The MANUAL
the controller display will be replaced with toggle valve orifice cannot overpower the
cabin altitude (CA), allowing the pilot to set maximum differential pressure valve or the
the desired cabin altitude prior to landing. maximum altitude limit valve, but can over-
The controller then controls the cabin pressure ride the solenoid valves. Manual toggle valve
rate of change to maintain the displayed cabin operation requires considerable attention to as-
altitude. The pilot may “flip-flop” between sure reaching desired cabin altitude.
the FL and CA displays at any time by press-
ing the FL pushbutton on the controller. CABIN
The cabin pressure controller
ALT and ARINC 421 bus will cause
If the air data computer information resumes, the CABIN ALT warning light
the controller automatically removes the FL to illuminate at 10,000 feet if the pressure
indication and the yellow caution light extin- controller is set at or below 8,000 feet. The
guishes to normal operation. cabin pressure controller will cause the CABIN
ALT light to illuminate at 14,500 feet if the
Complete cabin pressure controller failure is controller is set to land above 8,000 to 14,000
indicated by a steady red light in the upper left feet destination elevation. The controller is ad-
corner of the controller. The digits go blank justed for nonstandard baro settings.
and the outflow valves capture and hold cur-
rent cabin pressure. The red knob must then
be used to manually control cabin pressure. EXERCISE TEST BUTTON
The pilot is provided with a preflight ground
MANUAL PRESSURIZATION test function. It is activated with an engine run-
ning and the entrance door closed and locked
CONTROL by pressing and holding the system exercise
When the MANUAL–AUTO switch is in the (EXER) button on the face of the pressuriza-
MANUAL position, electric power to open tion controller on the cockpit tilt panel (Fig-
the climb and dive solenoids is removed. The ure 12-6). If the button is held, the cabin will
pilot must control the cabin pressure altitude gradually pressurize at 100 fpm to 200 feet
by moving the MANUAL toggle valve. Cabin below field elevation in about two minutes. Re-
altitude can be increased or decreased by hold- leasing the button terminates the exercise.
ing the red knob (cherry picker) in the UP or Punching the EXER button in flight is a light
DOWN positions. Manual control uses cabin test and does not effect pressurization.
air for positive pressure to stop outflows, and
it uses nosewheel compartment air, through a The light test consists of pressing the EXER
regulator, for vacuum to open both outflow button for approximately one second and re-
valves. This system is independent of airplane leasing the button. The SET ALT and RATE
vacuum or electrical power. The UP position displayed numbers disappear and the four
allows outflow valve control chamber air to be LEDs illuminate in sequence. First, the SET
vented into the nose wheel well. The DOWN ALT LEDs and yellow light (upper left corner)
position allows cabin air pressure into the out- come on briefly, then the SET ALT goes blank
flow valve control chamber, closing the out- (yellow light still on). Then, the RATE LEDs
flow valve causing cabin pressure altitude to come on with the yellow light (upper left cor-
dive (see Figure 12-2). ner) still on. The test ends as the former num-
bers reappear to set destination elevation for
takeoff in the SET ALT window from (–) 1,000
feet to 14,000 feet.

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C
FL A
SET ALT B
I
FL EXER N
D
U
SET RATE M
ALT
P
Figure 12-7. CABIN DUMP Switch

CA
SET ALT the amount of time the cabin altitude spends
above 8,000 feet while the aircraft is above
FL EXER FL 250.
When the controller activates the high alti-

tude mode, a signal is sent to the cabin alti-
tude warning system to delay the CABIN ALT
SET RATE warning light from occurring at 10,000 feet
ALT until the cabin reaches 14,500 feet (the cabin
oxygen masks drop with the CABIN ALT
Figure 12-6. Cabin Controller—EXER warning at 14,500 feet). The cabin climb and
Exercise Test Button dive rates are increased to minimize the time
the cabin altitude spends above 8,000 feet.
EMERGENCY CABIN DUMP While operating out of airfield elevations of
8,000 feet and below, the maximum cabin rates
An emergency cabin pressure dump switch of climb and dive remain normal +600/–500
(Figure 12-7) may be manually actuated at any fpm. When operating out of a 14,000-foot el-
time to reduce cabin pressure. The CABIN evation airport, the maximum rates are in-
DUMP switch activates the climb solenoid to creased to +2,500/–1,500 fpm. Operating out
remove air from the outflow valve control of airport altitudes between 8,000 and 14,000
chamber. The maximum altitude limit (ΔP) feet, the cabin maximum climb and descent
valves will prevent complete cabin depressur- rates are proportional to the takeoff and/or
ization above 14,500 ±500 feet altitude. The landing airfield elevations between these two
switch requires normal DC and is protected altitudes. The cabin rates are also proportional
from accidental operation by a red guard. to the aircraft climb rates during this period.
The cabin rate will return to zero upon level
The CJ2 has the high altitude mode– off, with the exception of departing from a
autoschedule for takeoffs and landings be- high altitude airport, the cabin dive rate will
tween 8,000- and 14,000-foot elevations. This reduce to a minimum of 100 fpm at level off
mode prevents nuisance high altitude cabin (Figure 12-8).
annunciations (CABIN ALT) and minimizes

2,500 will climb at an increased climb rate until the

SLA is reached.
MAXIMUM CABIN
RATES (FT/MIN)
2,000
1,500
1,000
HIGH ALTITUDE DEPARTURES
500 Departing from high altitude airports between
0
8,000 and 14,000 feet require the three follow-
8,000 9,000 10,000 11,000 12,000 13,000 14,000 ing conditions before the controller switches
AIRFIELD ALTITUDE (FT) to the high altitude mode:
LEGEND
DIVE CLIMB • Aircraft on the ground (left squat switch
GOG)
Figure 12-8. Modified Cabin Rate Limits • Aircraft altitude greater than 8,000 feet
Landing at high altitude airfields between • Cabin altitude greater than 8,000 feet
8,000 and 14,000 feet, the two following con- For a 14,000-foot elevation airport takeoff
ditions have to be met before the controller and landing at a 3,000-foot elevation airport:
switches to the high altitude mode: After takeoff, the cabin altitude begins a dive
toward 8,000 feet at 1,500 fpm. The cabin al-
• Set landing altitude (SLA) is greater titude should reach 8,000 feet at or before the
than 8,000 feet aircraft is at FL 250, depending upon the air-
• Aircraft altitude is between 8,000 and craft climb rate. During descent, as the aircraft
25,000 feet descends 500 feet below cruise altitude, the
cabin begins to rate down towards SLA (3,000
Landing at a high altitude airport, cabin pres- feet). The cabin should reach SLA when the
sure should not exceed 8,000 feet prior to the aircraft is 1,500 feet above landing field ele-
aircraft altitude descending below FL 245. vation and maintain this altitude until landing
Descending below FL 245, the cabin altitude (Figures 12-9 and 12-10).
45,000 AUTOSCHEDULE BOUNDARY
40,000 CRUISE AT FL 450

MAX DP LIMIT
35,000 CABIN ALT HOLDS AT 8,000 FT UNTIL
ACFT DESCENDS BELOW FL 245
AIRCRAFT ALTITUDE (FT)
30,000
DESCENT TO SET
25,000 LANDING FIELD
20,000 CLIMB TO FL 450

CABIN RATES TO TAKEOFF
15,000 8,000 FT FROM 3,000 FT
10,000
5,000 NEGATIVE DP LIMIT
0
0 2,000 4,000 6,000 8,000 10,000 12,000 14,000
CABIN ALTITUDE (FT)
Figure 12-9. Autopressurization Schedule

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TAKEOFF AND PRESSURIZATION DEPRESSURIZATION

IN CLIMBS IN DESCENTS
CRUISE TO LANDING AIRPORT
45,000 FEET
500 FEET
500 FEET UNDER
45,000 FEET HIGHEST CRUISE
ALTITUDE, THE CABIN
PASSING 1,500 FEET AGL STARTS DOWN
IN CL CABIN DRIVES STRAIGHT-LINE
DOWN TO 8,000 FEET 1,500 FEET AGL TO AIRPORT
ELEVATION
8,500 FEET
8,300 FEET
HIGH ALTITUDE AIRPORT
(AUTOSCHEDULE) CABIN PRESSURE
8,000 FEET
NORMAL AIRPORT
(AUTOSCHEDULE)
7,500 FEET
7,300 FEET
NOTE:
USE CHERRY PICKER
TO DRIVE CABIN LOWER,
IF DESIRED, AT HIGHER
TAKEOFF ELEVATIONS.
20,000 FEET
1,500 FEET
1,300 FEET AGL
1,100 FEET CABIN AT
AIRPORT ELEVATION
15,500 FEET ACFT 1,500 FEET AGL

CABIN AT AIRPORT ELEVATION
NEAR 0 PSID
CABIN STARTS UP AT
SL –200 FEET
AUTOSCHEDULED ALTITUDE
Figure 12-10. Climb/Descent Examples on Pressurization Controller with Autoschedule

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KAPS AUTOSCHEDULE Zone 3

CONTROL ZONES—TAKEOFF, Cabin Altitude Below SLA and At
CLIMB, AND CRUISE or Below Autoschedule Boundary
Takeoff, climb, and cruise portions of a flight Zone 3 control—Whenever the aircraft is in
are collectively defined as the condition when proximity to the aircraft’s top altitude, cabin
aircraft altitude is within proximity (500 feet) altitude is less than the SLA and less than or
of the top aircraft altitude achieved since the equal to the autoschedule boundary, the con-
squat switch indicated the aircraft was in flight. troller maintains cabin altitude with zero rate.
The controller provides the lowest possible
cabin altitude consistent with operation within
the autoschedule envelope. The autoschedule Zone 4
envelope is divided into four control zones Cabin Altitude Above SLA and At
based upon the SLA and the cabin operational or Below Autoschedule Boundary
ceiling (Figure 12-11, Sheets 1 through 6).
Refer to Figure 12-12 for aircraft altitude ver- Zone 4 control—Whenever the aircraft is in
sus cabin altitude for all four zones. proximity to the aircraft’s top altitude, and
cabin altitude is greater than the SLA and less
than or equal to the autoschedule boundary, the
Zone 1 controller commands cabin altitude to descend
toward the SLA at a fixed rate of –100 fpm.
Cabin Altitude Above
Cabin Operational Ceiling
Zone 1 control—Whenever the aircraft is in
proximity to the aircraft’s top altitude and
cabin altitude is greater than the cabin oper-
ational ceiling, the controller commands cabin
altitude to dive (pressurize) to the cabin op-
erational ceiling at the maximum cabin dive
rate of –500 fpm.
Zone 2
Cabin Altitude Above
Autoschedule Boundary
Zone 2 control—Whenever the aircraft is in
proximity to the aircraft’s top altitude and
cabin altitude is greater than the autoschedule
boundary, but less than the cabin operational
ceiling, the controller commands cabin altitude
to climb (depressurize) to the autoschedule
boundary at the maximum cabin climb rate of
600 fpm.

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PRESSURIZATION EXAMPLE 1:
• TAKEOFF ELEVATION—1,000 FT
• TOP CRUISE ALTITUDE—16,000 FT
• SELECTED LANDING ELEVATION—3,000 FT
20
CJ2 SCHEDULE
BOUNDARY 16,000 FT TOP
CRUISE ALTITUDE ZONE 4
15
TO 15,000 FT
AIRCRAFT ALTITUDE (X 1,000 FEET)
10
ZONE 3
CLIMB/CRUISE 4,500 FT
5
NEGATIVE
1,500 FT
ΔP LINE
TO 1,000 FT
3,000 FT ELEVATION
800 FT
–2 –1 0 1 2 3 4 5 6 7 8 9
CABIN ALTITUDE (X 1,000 FEET)
AUTOSCHEDULE
BOUNDARY 16,000 FT TOP
CRUISE ALTITUDE 15,500 FT
4,500 FT
1,500 FT
3,000 FT ELEV
1,000 FT ELEV
CABIN PRESSURE
800 FT 800 FT
PREPRESSURIZATION
MODE
Figure 12-11. Pressurization Example (Sheet 1 of 6)

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SLA
35
FL345
ZONE 2
30
25
ZONE 2
CJ2 SCHEDULE
20 BOUNDARY
19,000 FT
ZONE 4
15
10
5,100 FT
ZONE 3
CLIMB 4,500 FT
5
1,500 FT
TO 1,000 FT
NEGATIVE
0 3,000 FT ΔP LINE
800 FT ELEVATION
–2 –1 0 1 2 3 4 5 6 7 8 9
35,000 FT
500 FT 34,500 FT
ULE 19,000 FT
ED
S CH RY
TO A
AU OUND CABIN PRESSURE 4,500 FT MSL
B
5,100 FT 1,500 FT
3,000 FT ELEV
1,000 FT ELEV
800 FT

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45
40
FL370
36,500 FT
35 SLA
ZONE 2
30
CJ2 SCHEDULE
25 BOUNDARY
20 ZONE 1
ZONE 4
15
10
TO 7,000 FT
ZONE 3 6,800 FT
4,500 FT
5
1,500 FT 5,600 FT
LANDING NEGATIVE
0 3,000 FT ΔP LINE
–2 –1 0 1 2 3 4 5 6 7 8 9
37,000 FT
36,500 FT LE
U
ED RY
H A
SC ND
O
T U
AU BO 7,000 FT ELEV
1,000 FT ELEV
CABIN PRESSURE 6,800 FT

5,600 FT (–) 100 FT/MIN
4,500 FT TO 5,600 FT
1,500
FT
3,000 FT ELEV

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45
40
(–) 100 FPM
FL370
TO 5,600 FT
36,500 FT CABIN
35 BOUNDARY
SLA
ZONE 4
ZONE 2
(–) 100 FPM
30
CJ2 SCHEDULE
25 BOUNDARY
20 ZONE 1
ZONE 4
15
ZONE 1
(–) 500 FPM
10
6,500 FT
ZONE 3
9,000 FT
1,500 FT
5 8,000 FT
5,600 FT
LANDING
5,000 FT
0
NEGATIVE
ΔP LINE
–2 –1 0 1 2 3 4 5 6 7 8 9
37,000 FT
36,500 FT
9,000 FT ELEV
LE
DU 8,800 FT
C HE Y
S R 7,800 FT
TO DA
AU OUN
B (–) 500 FPM
CABIN PRESSURE ZONE 1
5,600 FT (–) 100 FPM
6,500 FT 1,500 ZONE 4
FT
5,000 FT ELEV

PRESSURIZATION EXAMPLE 5
(HIGH ALTITUDE LANDING MODE):
45
40
37,000 FT
35
30 CJ2 SCHEDULE
BOUNDARY
DESCENT THROUGH
7,800 FT 24,500 FT
25 CABIN
PRESSURE
CABIN RISES
AT 2,500 FPM
20
1,500 FT
CABIN RISES 15,500 FT

15 AT 2,500 FPM 14,000 FT
7,800 FT
CABIN SLA
10
600 FPM
6,500 FT/SLA +1,500 FT
5,000 FT
5 4,800 FT NEGATIVE
ΔP LINE
TAKEOFF 1,500 FT
–2 –1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
34,000 FT 37,000 FT 24,500 FT
E 15,500 FT
D UL 1,500 FT
Y
HE AR 14,000 FT ELEV
SC ND
TO U 2,500 FPM
AU BO
7,800 FPM
5,000 FT ELEV 600 FPM

4,800 FT

PRESSURIZATION EXAMPLE 6
(HIGH ALTITUDE TAKEOFF MODE):
45
CABIN (–)100 FPM

40 37,000 FT
36,500 FT
35
CJ2 SCHEDULE CABIN DESCENT

30 (–) 100 FPM
BOUNDARY
25
7,800 FT ZONE 1
CABIN
AUTO
20 PRESSURE
SCHEDULE 1,500 FT
15,000 FT
ZONE 4 14,000 FT
15 13,800 FT
CABIN RISES
(–) 1,500 FPM
TAKEOFF
10
(–) 100 FPM
6,500 FT HIGH ALTITUDE TAKEOFFS:
1,500 FT
• WEIGHT ON WHEELS
5 5,000 FT • ARINC ACFT ALT >8,000 FT
7,800 FT NEGATIVE
ΔP LINE ZONE 4
SLA CABIN • CABIN ALT >8,000 FT
5,800 FT
0
–2 –1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
37,000 FT
36,500 FT
Y LE
AR U
14,000 FT ELEV
D D
N E
U CH
BO OS
7,800 13,800 FT
T
AU
FPM
(–)1,500 FPM
5,800 FT
6,500 FT (–)100 FPM
1,500 FT ZONE 4
5,000 FT ELEV

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45
40
35 SLA
ZONE 2
30
CJ2 SCHEDULE
25 BOUNDARY
20 ZONE 1
ZONE 4
15
10
ZONE 3
NEGATIVE
0 ΔP LINE
–2 –1 0 1 2 3 4 5 6 7 8 9
Figure 12-12. Aircraft Altitude vs Cabin Altitude Chart

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QUESTIONS
1. Pressurization of the airplane is normally 5. What CLOSES the two outflow valves to
maintained by: dive the cabin?
A. Controlling the amount of air enter- A. AUTO uses digital cabin pressure con-
ing the cabin troller to meter 23-psi service air pres-
B. Controlling the amount of air escap- sure to close the primary valve
ing the cabin B. In the MANUAL switch position,
C. Modulating the temperature of the using the red knob to manually meter
cabin temperature controller cabin pressurized air to the secondary
D. Manipulating the throttles valve
C. None of the above
D. A and B above
2. The normal outflow valve control modes
are:
A. Ground taxi mode 6. If control vacuum becomes excessive in
flight, cabin altitude:
B. Prepressurization mode
C. Flight mode A. Explosively decompresses to cruise
altitude
D. All of the above
B. Stays where it is
C. Rises to the maximum altitude limit
3. Both throttles are advanced above 85% N2 valve setting of 14,500 feet, where
on the ground. The outflow valves slowly cabin pressure enters the valve reduc-
close, driving cabin pressure 200 feet ing vacuum effect and the cabin lev-
below field altitude. This is the: els at 14,500 feet
A. Flight mode D. Decreases to a value as determined
B. Ground mode by the maximum differential pressure
C. Prepressurization mode valve setting
D. None of the above
7. The normal mode for controlling cabin
pressure is the:
4. What OPENS the two outflow valves to
climb the cabin? A. AUTO mode
A. AUTO uses the digital cabin pressure B. MANUAL mode
controller to meter ejector vacuum to C. Isobaric mode
the climb solenoid of the primary D. None of the above
valve
B. The CABIN DUMP switch sends DC
8. The source of bleed air for cabin pressur-
power to the climb solenoid and the
ization when the EMERG PRESS ON
cabin rises to the 14,500 feet cabin al-
light is illuminated in flight is:
titude limit valve
C. With the MANUAL switch selection A. Vapor-cycle air
and using the red knob to manually B. Right engine
meter ambient low pressure air to the C. Either or both engines
secondary valve D. Pylon ram air
D. All of the above

9. The source of bleed air for cabin pressur- 12. During taxi out, the controller is set to:
ization when the EMERG PRESS ON A. Destination elevation
light is illuminated is:
B. Cruise plus 1,000 feet in the FL mode
A. Freon C. Field pressure altitude plus 500 feet
B. 120°F bleed air from the windshield D. 300 to 500 fpm on the cabin rate-of-
anti-ice bleed-air shutoff valve and 6 climb control
ppm flow from the EMER valve
C. Left and right bleed-air shutoff valves
D. Pylon ram-scoop air 13. The controller on the tilt panel continu-
ously generates an autoschedule while in
flight, based on:
10. The DC-powered pressure controller A. Departure field elevation, the maxi-
modes are: mum altitude reached, and pilot input
A. Isobaric mode of destination elevation
B. AUTO mode B. I n f o r m a t i o n i n p u t s m a d e i n
C. MANUAL mode MANUAL using red knob
D. A and B above C. Cabin always at maximum differential
pressure
D. Departure field elevation only
11. I f t h e a i r d a t a c o m p u t e r f a i l s
in flight:
A. T h e c o n t r o l l e r a m b e r l i g h t 14. O n t h e g r o u n d , w i t h e i t h e r e n g i n e
illuminates and CA switches to operating below 85% N 2 :
FL isobaric mode. A. Only the primary outflow valve opens.
B. It remains in the CA AUTO mode. B. Neither outflow will open.
C. Only manual control remains. C. Both outflow valves are open.
D. It automatically switches to the EXER D. Only the secondary outflow valve
mode. opens.

CHAPTER 13
HYDRAULIC POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................ 13-1
GENERAL ........................................................................................................................... 13-1
MAJOR COMPONENTS .................................................................................................... 13-2
Reservoir ....................................................................................................................... 13-2
Pumps ........................................................................................................................... 13-2
System Bypass Valve .................................................................................................... 13-2
Firewall Shutoff Valves ................................................................................................ 13-3
Filters ............................................................................................................................ 13-3
Flow Switches .............................................................................................................. 13-3
OPERATION ........................................................................................................................ 13-3
HYDRAULIC SUBSYSTEMS ............................................................................................ 13-5
Thrust Attenuators ........................................................................................................ 13-5
QUESTIONS ...................................................................................................................... 13-11

ILLUSTRATIONS
Figure Title Page
13-1 Hydraulic Reservoir .............................................................................................. 13-2
13-2 Hydraulic Reservoir Access Door ........................................................................ 13-2
13-3 ENGINE FIRE Switchlights ................................................................................. 13-3
13-4 Hydraulic System Schematic ................................................................................ 13-4
13-5 Thrust Attenuator .................................................................................................. 13-5
13-6 Thrust Attenuator Switch ...................................................................................... 13-6
13-7 Thrust Attenuator System Schematics (Stowing) ................................................. 13-7
13-8 Thrust Attenuator System Schematics (Deploying) ............................................. 13-8
13-9 Thrust Attenuator Actuator .................................................................................. 13-10

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CHAPTER 13
HYDRAULIC POWER SYSTEMS
INTRODUCTION
The Citation CJ2 hydraulic system is pressurized by two engine-driven pumps, one on
each engine. The system provides pressure for four subsystems: landing gear, speedbrakes,
flaps, and thrust attenuators. The system operation is monitored by annunciator lights.
GENERAL
The hydraulic system is classified as “open The reservoir is pressurized to provide an ad-
center,” bypassing pump output to return with equate supply of fluid to the pumps under all
essentially no buildup of pressure. Fluid by- operating conditions. Fluid is filtered prior to
passing ceases and pressure is provided when entering a subsystem enroute to the reservoir.
operation of a subsystem is initiated.
Annunciator lights warn of low flow and in-
The pumps are supplied with fluid through dicate when the system is pressurized.
motorized firewall shutoff valves controlled
from the cockpit.

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The wheelbrake system is powered by a sepa-

rate, completely independent hydraulic system. CAUTION
The use of any purple phosphate
Approved hydraulic fluid for both systems is esther-based hydraulic fluid will
red MIL-H-83282 as well as in the gear struts. damage O-rings and the system and
is prohibited.
MAJOR COMPONENTS
RESERVOIR
The reservoir (Figure 13-1) is mounted on the
right side of the fuselage under the right en-
gine pylon. It is pressurized by the 23-psi
service bleed-air system to reduce foaming
and assure positive flow. A relief valve on top
of the reservoir opens at approximately 30 psi
to prevent overpressurization.
Figure 13-2. Hydraulic Reservoir

Access Door
PUMPS
The constant-volume hydraulic pumps, driven
by the accessory section of the engines, are
Figure 13-1. Hydraulic Reservoir rated at 3.25 gpm each. The pumps are in op-
eration when the engines are operating. Either
Service connections are provided below the hy- pump is capable of operating all subsystems.
draulic reservoir under the hydraulic access The pumps are cooled, when operating, by
door (Figure 13-2) and do not require equip- system fluid.
ment capable of delivering hydraulic fluid
under pressure. A sight gage is marked at
FULL and ADD levels. The reservoir capac- SYSTEM BYPASS VALVE
ity at the FULL level is 2 liters (125 cubic The solenoid-operated hydraulic bypass valve
inches). The hydraulic reservoir can be hand- is spring-loaded open to route hydraulic pump
filled. Verify that the flaps are zero to 15°, output to the return line. When energized by
speedbrakes and attenuators are retracted, and selecting the operation of a subsystem, the
the landing gear is extended. Push the manual valve energizes closed, increasing hydraulic
relief valve on top of the reservoir to relieve pressure. If electrical power is interrupted,
trapped service air pressure before removing the valve fails to the open position. A me-
filler cap. Pour in clean, red MIL-H-83282 chanical relief valve in parallel with the by-
fluid to the FULL mark and recap. pass valve maintains the system pressure at a
maximum of 1,500 psi.

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FIREWALL SHUTOFF VALVES As flow decreases below .35 to .55 gpm, the
HYD FLOW LOW annunciator will illumi-
F/W A hydraulic firewall shutoff nate accompanied by MASTER CAUTION
SHUTOFF valve is installed in the supply lights. A check valve in the flow switch pre-
line to each hydraulic pump. vents backflow into the pump.
L R The valves are motorized and
are controlled by ENGINE
FIRE switchlights on the glareshield (Figure
13-3). The valves are normally open and are OPERATION
to be closed only in the event of an engine
fire or to perform maintenance. The hydraulic When an engine is started, the pump draws
L or R SHUTOFF lights come on when an fluid from the reservoir through the normally
ENGINE FIRE switchlight is pressed. open firewall shutoff valve (Figure 13-4).
Pump output flow through the flow switch
opens a circuit to extinguish the L or R HYD
FLOW LOW light.
Assuming that no subsystem is being operated,

the deenergized system bypass valve is open,
bypassing pump output to return. As the sec-
ond engine is started, the entire HYD FLOW
LOW annunciator is extinguished.
Figure 13-3. ENGINE FIRE Switchlights
When any subsystem is electrically activated,
a circuit is completed to energize the system
FILTERS bypass valve to the closed position.
The system incorporates three filters: two for As pressure increases, the HYD
filtering fluid leaving the pumps and one for HYD PRESS
ON PRESS ON annunciator illumi-
filtering return fluid prior to entering the reser- nates. System pressure is lim-
voir. Each filter incorporates a bypass valve that ited to 1,500 psi as the system relief valve
opens at 100 psid if the filter element clogs. opens. When system operation is completed,
the circuit to the system bypass valve opens.
There is no cockpit indication of filter by- The deenergized hydraulic bypass valve
passing. spring-loads to the open position, again by-
passing pump output to return. The system
FLOW SWITCHES depressurizes and the HYD PRESS ON annun-
ciator goes out. The system remains in the by-
A flow switch installed in each pump pressure passing (open center) condition until another
line controls the L or R HYD subsystem is selected for operation.
HYD FLOW FLOW LOW annunciators. As
LOW
flow from a pump exceeds 1.33 When an engine is shut down, the applicable
L R gpm, a circuit opens to extin- segment of the HYD FLOW LOW annunciator
guish the L or R segment of the illuminates. With both engines shut down, the
annunciator, as applicable. entire annunciator illuminates. Loss of a pump
during system operation is indicated by illumi-
nation of the L or R segment, as applicable.

13-4
L FLOW ONE-WAY
SWITCH CHECK VALVE
F F
LANDING
GEAR R FLOW
SWITCH
HYD FLOW
SPEED- LOW
BRAKES HYDRAULIC
SYSTEM
BYPASS VALVE L R
SPEED SPD BRK RETRACT

THRUST BRAKE
EXTEND
ATTENUATOR EXTEND L R
FAILSAFE
1,500 OPEN EXTEND
WING PSI
FLAPS P
FILTER RELIEF VALVE FILTER

FILTER
L MLG R MLG
L SPEED- L PWR BRK R PWR BRK R SPEED-

BRAKE ANTISKID ANTISKID BRAKE
L HYD
F/W
SHUTOFF R HYD
F/W
SHUTOFF
L HYD R HYD
PUMP PUMP
F/W
HYD PRESS RESERVOIR SHUTOFF
ON
L R ATTEN
SPD BRK UNLOCK
L THRUST R THRUST
EXTEND ATTENUATOR ATTENUATOR L R
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CAUTION
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RESET
Figure 13-4. Hydraulic System Schematic

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Depressing an ENGINE FIRE switchlight system consists of a control switch, hydraulic

closes the hydraulic firewall shutoff valve control valves and actuators, exhaust deflect-
and the fuel firewall shutoff valve for that ing paddles, stow limit switches, electrical
engine. The generator field relay trips open control circuitry, a hydraulic PC board, and ad-
and the fire-extinguishing system is armed. visory lights. Each actuator is contained in a
Closing of both fuel and hydraulic firewall spring-loaded, surrounding cylinder. A strong
shutoff valves illuminates the L or R F/W spring seats the actuator at the end of the cylin-
SHUT OFF annunciator. der for normal deployment and stowing.
If inadvertent in flight deployment occurs,

engine exhaust blast against deployed pad-
HYDRAULIC dles moves the hydraulic actuator up the cylin-
SUBSYSTEMS der against spring tension, allowing the paddles
to move toward stow.
Hydraulically powered subsystems include
landing gear, speedbrakes, flaps, and thrust at- A three-position, lever-lock control switch
tenuators. Thrust attenuators are discussed in labeled “STOW–AUTO–TEST” is mounted
this chapter. Application of hydraulic power on the control quadrant below the throttles
to the other three subsystems is presented in (Figure 13-6). This switch is spring-loaded
Chapter 14, “Landing Gear and Brakes,” and out of TEST to AUTO, and must be pulled up
in Chapter 15, “Flight Controls.” and forward from AUTO into the STOW po-
sition and will slide aft and drop into the AUTO
position. This prevents accidentally selecting
THRUST ATTENUATORS STOW. Thrust attenuator position is moni-
tored by observing the L or R HYD PRESS
General ON, ATTEN UNLOCK, and ATTN STOW SE-
A thrust attenuator vertical “paddle” is posi- LECTED annunciator lights.
tioned at the rear of each engine pylon. Elec-
trically controlled by retarding the throttles
to idle, the thrust attenuators will deploy. The
thrust attenuators are hydraulically stowed
when either throttle is advanced 1/4-inch ahead
of idle (Figure 13-5). Deployment reduces idle
thrust by approximately 50% to minimize brake
Figure 13-6. Thrust Attenuator Switch
Figure 13-5. Thrust Attenuator
energy levels during ground operations. The

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Operation • Aircraft is on the ground and either throt-

tle is above 85% N 2 , with attenuator
The CJ2 thrust attenuators do not operate like stow selected.
the CJ and CJ1, due to the HYDRAULIC
POWER circuit breaker powering the hydraulic The thrust attenuator paddles are deployed
PC boards on the emergency bus. During en- and stowed by main hydraulic system pressure
gine starts, only the paddle for that engine de- (Figures 13-7 and 13-8). The thrust attenua-
ploys. In CJ and CJ1, both paddles deploy. tors are hydraulically locked at the DEPLOY
and STOW positions.
Selecting AUTO, with L and R THRUST
ATTEN CB power and one or both engines The “Thrust Attenuator—Checked/Auto” test
running, automatically deploys both paddles: is performed during the “Before Taxiing”
checklist with both engines running, the throt-
• At landing touchdown any time both tles at idle, both squat switches on the ground,
throttles are in idle and the paddles deployed.
• If one throttle is at idle and the other is Selecting STOW brings on the ATTEN STOW
in the cutoff position with either squat SELECTED light. Advancing the right throt-
switch on the ground for FAA certifica- tle quickly above 85% N 2 illuminates the
tion, or both squat switches on the MASTER CAUTION lights and quickly re-
ground for CAA certification duces the right throttle to IDLE before rpm in-
B o t h t h r u s t a t t e n u a t o r s s t ow a u t o m a t i - creases and MASTER CAUTION lights go
cally when: out. Repeat the same action on the left throt-
tle and see similar light indications. This is a
• Either or both throttles are advanced test of the rejected takeoff circuitry that illu-
above IDLE during ground operations minates the MASTER CAUTION lights to in-
(Figure 13-7). form the pilot the STOW–TEST–AUTO switch
is incorrectly in STOW for takeoff. The thrust
• The thrust attenuator switch is in STOW.
attenuator TEST must be correct or repaired
• The left and right throttles are both before flight.
moved to the cutoff position.
• Both squat switches in the air prevent in TEST is then selected, with both throttles at
flight deployment for FAA certification. IDLE, turning on the MASTER CAUTION
lights. This is a test of the inflight unlock
• Either squat switch in the air position, circuitry, i.e., if the thrust attenuators un-
prevents in flight deployment for CAA lock in flight, the MASTER CAUTION lights
certification. illuminate to warn the pilot of the problem.
The TEST circuit is inoperative in flight be-
NOTE cause the thrust attenuators are stowed and
If a throttle is moved to OFF, the TA both squat switches are in flight.
STOW.
Selecting AUTO, with the throttles at IDLE,
automatically deploys the paddles illuminat-
The MASTER CAUTION lights illuminate ing the L or R ATTEN UNLOCK lights. The
when: right throttle is advanced slightly above IDLE
and both paddles stow as indicated by the L
• Aircraft is in flight and the attenuators and R ATTEN UNLOCK lights going out. The
are unlocked. right throttle is then pulled to IDLE and both
• Aircraft is in flight, attenuator stow is paddles deploy, as indicated by the L and R
selected, and flaps are beyond 15°. ATTEN UNLOCK lights illuminating. The
left throttle is then advanced and reduced with

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STOWING
STOWING THRUST ATTENUATOR STOWING
ACTUATORS
NOTE:
PISTONS EXTEND MOVING
BELL CRANKS TO STOW
PADDLES
THRUST
ATTENUATOR
SOLENOID
VALVES
STOW
A THRUST
U ATTENUATOR
T
O TEST
PRESSURE
RETURN
ATTEN
UNLOCK
L R HYD PRESS
ON
STOWED
THRUST ATTENUATOR
ACTUATORS
THRUST
ATTENUATOR
SOLENOID
VALVES
LEGEND
ATTEN
UNLOCK TRAPPED FLUID
PRESSURE
L R
RETURN
STATIC PRESSURE
Figure 13-7. Thrust Attenuator System Schematics (Stowing)

DEPLOYING
DEPLOYING THRUST DEPLOYING
ATTENUATOR
ACTUATORS
NOTE:
PISTONS RETRACT MOVING
BELLCRANKS TO DEPLOY
PADDLES
THRUST
ATTENUATOR
SOLENOID
VALVES THRUST
ATTENUATOR
STOW
A
DEPLOY
U
T
O TEST
PRESSURE
IDLE
STOW
RETURN
ATTEN
UNLOCK
HYD PRESS
L R ON
DEPLOYED
THRUST
ATTENUATOR
ACTUATORS
THRUST
ATTENUATOR
SOLENOID
VALVES
LEGEND
ATTEN
UNLOCK TRAPPED FLUID
PRESSURE
L R
RETURN
STATIC PRESSURE
Figure 13-8. Thrust Attenuator System Schematics (Deploying)

the similar light indications. Remember the movement of the operating engine throttle
HYD PRESS ON light flashes on and off with will actuate only that engine’s attenuator. If
each deployment and each stowing. one of the thrust attenuator circuit breakers
were popped, the control valve would fail and
On deployment, the attenuator that thrust attenuator would not respond.
ATTEN paddles will deflect to a position
UNLOCK
30° from the exhaust plane of STOW should not be selected during tailwind
L R the engine (68° of movement engine starts. Tailwinds of ±30° could flow
from the stowed position) and into the tailpipe, making warmer starting tem-
will illuminate the white L and peratures. In AUTO, the operating engine’s
R ATTEN UNLOCK annunciator light. De- thrust attenuator paddle automatically de-
ployment of the thrust attenuators in flight ploys when the throttle is moved from OFF to
will also illuminate the MASTER CAUTION IDLE and helps block tailwinds from enter-
lights. ing the tailpipe.
The thrust attenuators can be stowed manually
by moving the stow switch to STOW. Hy- Limitations
draulic pressure causes the actuators to stow
the paddles, and they will move to the stow po- Take off is permitted for flaps 0° and 15°.
sition on the engine pylon. The paddles are held Takeoff field length required is increased by
stowed by trapped hydraulic pressure and are 1.05. Landing is permitted using normal land-
inoperative. In the STOW position, the L and ing procedures with thrust attenuator switch
R ATTEN UNLOCK lights extinguish. in STOW.
A w h i t e AT T N S T OW S E - Emergency
ATTN STOW LECTED light will illuminate
SELECTED If a malfunction causes either thrust attenu-
any time the switch is in the
STOW position. ator to deploy, with either squat switch in
flight, the MASTER CAUTION lights imme-
diately illuminate. Selecting STOW should
NOTE move the paddles to the stow position and
If an attenuator unlock advisory light landing distance is the same. If selecting
should illuminate during flight, the STOW fails to stow the errant thrust attenu-
thrust attenuator switch should be ators, use sufficient power to keep the air-
placed in the STOW position. s p e e d a t s a f e m a rg i n s t h r o u g h f l i g h t t o
touchdown. Engine exhaust blasts on the pad-
dles (hydraulically locked deployed), forcing
During the first engine start, when the throt- the actuator to slide up the cylinder against
tle is advanced to IDLE, only that engine’s spring tension. The paddles should “blow
thrust attenuator bucket deploys. When the back,” even to the full stow position, result-
throttle is advanced during second engine ing in only a small loss of available thrust. If
start, that engine’s thrust attenuator deploys. power is reduced, the internal spring forces
Both paddles deploy or stow at the same time the actuator toward its normal spring-loaded
because a single microswitch controls both position and the paddles redeploy.
left and right thrust attenuator hydraulic ac-
tuators (Figure 13-9). During ground taxi,
with either engine shut down (throttle OFF),

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DEPLOY
MICROSWITCH
THRUST ATTENUATOR
LINE
ACTUATOR
IS CENTER
PUSH-PULL
TUBE
SPRING
ENGINE AX
BELL CRANK
THRUST ATTENUATOR
PADDLE STOWED
TOP VIEW OF THRUST ATTENUATOR ASSEMBLY

(PYLON SKIN REMOVED FOR CLARITY)
Figure 13-9. Thrust Attenuator Actuator

QUESTIONS
1. The hydraulic system bypass valve is: 6. Access to the hydraulic reservoir sight
A. Spring-loaded closed glass is:
B. Spring-loaded open A. I n t h e r i g h t f o r w a r d b a g g a g e
C. Energized closed compartment
D. Both B and C B. On the copilot instrument panel
C. A h e a d o f t h e t a i l c o n e b a g g a g e
compartment
2. Depressing an ENGINE FIRE switch- D. Under a door behind the right flap
light: under right engine
A. Shuts off hydraulic fluid to the pump
B. Trips the generator field relay
7. The hydraulic system:
C. Arms the fire-extinguishing system
A. Uses only red MIL-H-83282 fluid
D. All of the above
B. Has a reservoir capacity of 2 liters
(125 in. 3 )
3. C l o s i n g o f a h y d r a u l i c va l v e i s C. Is limited to 1,500 psi when loaded
indicated by: D. All of the above
A. A warning horn
B. Illumination of the applicable F/W
8. Hydraulic system operation is indicated
SHUTOFF annunciator if the fuel fire-
by illumination of the:
wall shutoff valve also closes
C. Illumination of the HYD PRESS ON A. HYD LEVEL LO annunciator
annunciator B. HYD PRESS ON annunciator (1,500
D. A flashing MASTER CAUTION light psi)
C. L or R HYD LEVEL LOW annuncia-
tor
4. If DC power is lost, the system bypass D. L or R HYD FLOW LOW
valve: annunciator
A. Spring-loads to the closed position
B. Motorizes open
9. A hydraulic leak may be detected by:
C. Spring-loads to the open position
A. Visible red fluid observed during pre-
D. Pressurizes the system through landing
or post-flight walkaround
B. May be a possibility if both HYD
5. The hydraulic system provides pressure FLOW LOW lights illuminate
to operate the: C. Below ADD on the sight gage
A. Landing gear, speedbrakes, flaps, and D. All of the above
thrust attenuators
B. Landing gear and speedbrakes only
(all aircraft)
C. Antiskid brakes, landing gear, and
flaps
D. Speedbrakes, landing gear, and
wheelbrakes

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10. The thrust attenuators are stowed any 12. Thrust attenuators in AUTO will:
time: A. Deploy automatically at touchdown
A. The switch is in STOW. (both squat switches on the ground)
B. During taxi, the switch is in AUTO B. Stow automatically with the throttles
with either throttle forward of the above IDLE for taxi
IDLE STOP. C. Deploy when both piggyback throttles
C. The left and right throttles are both in are pulled up to IDLE–DEPLOY
CUTOFF. D. A and B above
D. All of the above
11. T h e M A S T E R C AU T I O N l i g h t s
illuminate:
A. If in flight and unlocked
B. If in flight with STOW selected and
flaps beyond 15° (normally AUTO for
landing)
C. During taxi with STOW selected and
either throttle above 85% N2
(normally AUTO for takeoff)
D. All of the above

CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION................................................................................................................. 14-1
GENERAL ............................................................................................................................ 14-1
LANDING GEAR................................................................................................................. 14-2
General........................................................................................................................... 14-2
Controls and Indicators ................................................................................................. 14-3
Operation ....................................................................................................................... 14-6
NOSEWHEEL STEERING................................................................................................ 14-10
BRAKES ............................................................................................................................. 14-11
General......................................................................................................................... 14-11
Nosewheel Center Lock .............................................................................................. 14-12
Operation ..................................................................................................................... 14-13
Antiskid System Operation ......................................................................................... 14-15
Touchdown Protection................................................................................................. 14-16
Locked Wheel Crossover Protection........................................................................... 14-16
Self-Monitoring Antiskid System ............................................................................... 14-16
Parking Brakes ............................................................................................................ 14-17
Emergency Brakes....................................................................................................... 14-17
QUESTIONS ...................................................................................................................... 14-19

ILLUSTRATIONS
Figure Title Page
14-1 Left Main Gear and Door ...................................................................................... 14-2
14-2 Nose Landing Gear and Doors .............................................................................. 14-3
14-3 Landing Gear Control Panel .................................................................................. 14-3
14-4 Landing Gear Handle Locking Solenoid and Switches......................................... 14-4
14-5 Landing Gear Position Indicators .......................................................................... 14-5
14-6 Landing Gear Schematic—Retraction ................................................................... 14-7
14-7 Landing Gear Schematic—Extension.................................................................... 14-8
14-8 Landing Gear Emergency Extension ..................................................................... 14-9
14-9 AUX GEAR CONTROL T-Handle ..................................................................... 14-10
14-10 Nose Gear Center Lock (FLY–TOW) ................................................................. 14-12
14-11 Powerbrake and Digital Antiskid System............................................................ 14-14
14-12 PARK BRAKE Handle........................................................................................ 14-17
14-13 Emergency Brake System.................................................................................... 14-18

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CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
The Citation CJ2 landing gear is electrically controlled and hydraulically actuated. When
retracted, the nose gear and the struts of the main gear are enclosed by mechanically ac-
tuated doors. The trailing link main gear wheels remain uncovered in the wheel wells. Gear
position and warning are provided by colored indicator lights and an aural warning.
Nosewheel steering is mechanically actuated through linkage from the rudder pedals.
A self-contained shimmy damper is located on top of the nose gear strut.
Power braking is provided with or without antiskid. Emergency braking is also provided.
GENERAL
Each inboard-retracting main gear uses two hy- Gear position indication is provided by one red
draulic actuators—one for gear actuation and and three green position indicator lights on the
one for uplock release. Two hydraulic actua- landing gear control panel. In addition, an
tors perform identical duties for the forward aural warning sounds when throttle or flap
retracting nose gear. An electrically positioned and gear position are not compatible when the
gear control valve directs hydraulic pressure airspeed is less than 130 KIAS at <85% N 2 .
for gear extension or retraction.

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The nosewheel steering system is mechani-

cally actuated by cable linkage from the rud-
der pedals. The system is enabled with the
gear extended, on or off the ground. Nose gear
centering is accomplished mechanically
during retraction.
The powerbrake system uses a separate hy-

draulic system powered by an electrically
driven pump. Each main gear wheel houses a
multiple-disc brake assembly that can be ac-
tuated by pressure from an electrically driven
pump or stored nitrogen pressure during
e m e rg e n cy b r a k i n g . A p a r k i n g b r a k e i s
provided for parking the aircraft.
LANDING GEAR
Figure 14-1. Left Main Gear and Door
GENERAL
The main and nose landing gear struts are con- uplock is normally electrically controlled and
ventional air-oil struts. The landing gear is nor- hydraulically unlocked, but it also may be un-
mally hydraulically actuated, but can be locked by the T-handle mechanical cable or by
mechanically and pneumatically released and the round concentric knob releasing high pres-
extended if the normal gear actuation system sure nitrogen from the bottle in the right nose
fails. The gear can be extended or retracted up compartment to push the piston to its unlocked
to 200 KIAS. The maximum airspeed with the position. Fluid is now sequenced to the down
gear extended is 200 KIAS. It takes less than six side of the strut actuator until mechanically
seconds to extend or retract the landing gear. locked at the fully extended position.
The downlock mechanism consists of a spring-

Main Gear loaded slider ring which is pushed along the
The main gear assembly (Figure 14-1) in- piston shaft till it spring-loads down into a slot
cludes a trunnion, oleo struts, actuators, trail- at the fully extended position. A second lock-
ing link, a single wheel with a multiple disc ing ring is now hydraulically forced over the
brake, and a squat switch that senses in slider ring striking the down-and-locked mi-
flight/on-ground conditions. croswitch illuminating the strut down-and-
locked green indicating light. The downlocks
The main landing gear struts are mechanically can only be released by applying hydraulic
locked in the retracted position by the uplock pressure to the retract side of the actuator;
cylinder. This cylinder has a piston that is therefore, no blocks or external downlock
spring-loaded extended and mechanically holds pins are required.
the strut in the up-and-locked position. To re-
lease any strut from its uplock, fluid is first se- A door actuated by gear movement covers the
quenced to the uplock piston, pushing the piston main gear strut when retracted; the wheel fairs
against spring tension fully inside the cylinder. into the wheel well.
The strut is now unlocked to start extension (the
strut roller is freed from the uplock slot). The Each main gear wheel incorporates a fusible
plug that melts to deflate the tire if excessive
temperature is generated by an overheated brake.

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Nose Gear CONTROLS AND INDICATORS

The nose gear assembly (Figure 14-2) includes The landing gear is controlled by the LDG
a strut, two hydraulic actuators, torque links, GEAR control handle to the left side of the cen-
a single wheel, and a self-contained shimmy ter panel (Figure 14-3). Gear position is shown
damper. The nose gear is held in the retracted by one red and three green indicator lights on
position by a spring-loaded uplock mecha- the gear control panel. A warning horn pro-
nism that is released by a hydraulic actuator vides warning of abnormal conditions with
prior to gear extension. When the gear is ex- the battery switch in BATT or emergency. The
tended, an internal locking mechanism in the avionics master switch must be on to hear the
gear actuator engages to lock the gear down. gear warning horn.
This locking device is similar to the one in the
main gear actuator. No external downlock
blocks or pins are required for the nose gear.
The nose gear is mechanically centered dur-
ing retraction. The heads-up angle-of-attack
indicator is activated when the nose gear strut
locks down.
Figure 14-3. Landing Gear Control Panel
Controls
The LDG GEAR control handle actuates
switches to complete circuits to the extend or
retract solenoid of the gear control valve. On
the ground, the solenoid spring-loaded plunger
holds the handle in the DOWN position, pre-
Figure 14-2. Nose Landing Gear venting inadvertent movement of the handle
and Doors to the UP position (Figure 14-4). If the gear
handle is UP at any time on the ground, the red
Three doors are actuated by nose gear move- GEAR UNLOCKED light is on.
ment to completely enclose the nose gear and
wheel at retraction. The two forward doors are
closed with the gear extended or retracted, and
are open only during gear transit. The aft spade
door remains open with the gear extended.

PLUNGER Indicators
The green NOSE, LH, and RH lights on the
gear control panel indicate gear down and
locked. As each gear locks down, its respec-
RETRACT
SWITCH tive green light is illuminated.
EXTEND The red GEAR UNLOCKED light indicates an
SWITCH
unsafe gear condition. It illuminates when the
gear handle is moved out of the UP detent and
remains on until all three gear are down and
LOCKING
SOLENOID
locked. At retraction, the light comes on when
FW
any downlock is released and remains on until
D all three gear are up and locked.
Figure 14-4. Landing Gear Handle
Locking Solenoid and Normal indication with the gear down is three
Switches green lights illuminated. All lights should be
out with the gear retracted.
CAUTION Figure 14-5 shows indicator light displays for

va r i o u s g e a r p o s i t i o n s . T h e G E A R U N -
Never attempt to pull the gear han- LOCKED light and warning horn can both be
dle up during taxi and special atten- tested by positioning the rotary TEST switch
tion must be given to checking the to LDG GEAR.
gear handle in the down position be-
fore punching the start button to pre-
vent inadvertent nose gear retraction. Aural Warning
A LANDING GEAR aural warning is pro-
DC power for the gear position indicator lights, vided by the warning/caution advisory system
aural warning, and the locking solenoid on if one or more gear are not locked down, one
the gear handle is through the LANDING or both throttles are retarded below 85% N 2
GEAR circuit breaker on the left feed exten- rpm, and airspeed is below 130 KIAS. The
sion bus located on the left circuit-breaker warning can be silenced by pressing the
panel. The LANDING GEAR circuit breaker HORN/VOICE SILENCE PUSH on the gear
is in the WARNING section of the panel and control panel (see Figure 14-3).
should not be confused with the GEAR CON-
TROL circuit breaker in the SYSTEMS sec- The aural warning also sounds if flaps are ex-
tion of the same panel. tended beyond TAKE OFF AND APPROACH
(15) with one or more gear not down-and-
Airborne, with the left main gear squat switch locked, regardless of any other condition.
in the in flight position, the locking solenoid Under these conditions, the aural warning can-
is energized to retract the plunger. This frees not be silenced with the pushbutton.
the handle for movement to the UP position.
This safety feature cannot be overridden. If the NOTE
solenoid fails or electrical power is lost, the The CJ2 has an optional voice warn-
g e a r h a n d l e c a n n o t b e m ove d t o t h e U P ing system.
position. The gear handle must be pulled out
of a detent prior to movement to either the UP
or DOWN position.

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DOWN AND
LDG GEAR
LOCKED LDG GEAR
NOSE NOSE
UP UP
LH RH LH RH
ANTI- ANTI-
HORN SKID HORN SKID
SILENCE ON SILENCE ON
PUSH OFF PUSH OFF

GEAR GEAR
UNLOCKED UNLOCKED
DOWN UP AND DOWN

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

GEAR GEAR
UNLOCKED UNLOCKED
ONE OR MORE
DOWN GEAR NOT UP DOWN
AND LOCKED
Figure 14-5. Landing Gear Position Indications

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OPERATION As each gear reaches the fully retracted posi-

tion, it is engaged by a spring-loaded uplock
General mechanism, and an uplock microswitch is ac-
tuated. When all three uplock microswitches
In addition to energizing the gear control have been actuated, the gear control valve
valve, LDG GEAR handle movement to the UP circuit is interrupted and the valve returns to
or DOWN position also closes the hydraulic the neutral position. All position indicator
system bypass valve, creating pressure as lights on the control panel are out.
indicated by illumination of the HYD PRESS
ON annunciator.
Extension
At the completion of either Placing the LDG GEAR handle in the DOWN
HYD PRESS
ON cycle, the bypass valve opens position energizes the extend solenoid of the
and the HYD PRESS ON an- gear control valve (Figure 14-7). The valve is
nunciator goes out. positioned to apply pressure to the uplock ac-
tuators, releasing the gear uplocks. When the
The DC power for the landing gear control uplocks have released, pressure continues to
circuit is through the GEAR CONTROL cir- the gear actuators. As each gear reaches the
cuit breaker located in the SYSTEMS section fully extended position, a downlock mi-
of the feed extension bus of the left circuit- croswitch is actuated. When all three downlock
breaker panel. switches are actuated, the control valve circuit
is interrupted and the gear control valve returns
It is important to note the HYD control, gear to the neutral position. With pressure no longer
control, and flap control circuit breakers are being applied to the gear actuator, the internal
located under the SYSTEM side of the left locking mechanism within each actuator as-
circuit-breaker panel. The landing gear circuit sumes the downlocked position and illumina-
breaker under the WARNING side of the left tion of the green NOSE, LH, and RH position
circuit-breaker panels are on the emergency indicator lights on the gear control panel.
bus. After the loss of both generators (nonre-
storable) due to a dual generator failure, with
the battery switch in the EMER position to con-
serve battery life, the pilot can lower the gear, Emergency Extension
operate the flaps, and see the three green lights If the hydraulic system fails or an electrical
or a GEAR UNLOCKED light, and/or hear malfunction exists in the landing gear system,
the gear unsafe horn. The landing distance the gear uplocks can be manually released for
must be increased by 1.3 with the battery gear free-fall. An air bottle (Nitrogen), which
switch in EMER without powerbrake or anti- is charged to 1,800 to 2,050 psi, is located in
skid. the right nose storage compartment. This bot-
tle is used for positive gear uplock release and
gear downlocking (Figure 14-8).
Retraction
Placing the LDG GEAR handle in the UP po-
sition energizes the retract solenoid of the
gear control valve. The control valve is posi-
tioned to direct pressure to the retract side of
each gear actuator and to preload the uplocks.
The downlock mechanism in each actuator re-
leases and retraction begins (Figure 14-6).

PRESSURE
MAIN LANDING MAIN LANDING
GEAR ACTUATOR RETURN GEAR ACTUATOR
GEAR CONTROL
SOLENOID VALVE
UPLOCK HOOK UPLOCK HOOK

ACTUATOR PNEUMATIC ACTUATOR

DUMP VALVE
SHUTTLE
VALVE
LEGEND PRESSURE FILL BLOW

GAGE PORT DOWN
HYDRAULIC PRESSURE BOTTLE
HYDRAULIC RETURN (ACTIVE)
STATIC HYDRAULIC FLUID
VENTED LINE
PNEUMATIC (NITROGEN) PRESSURE VENT EMERGENCY
BRAKE
EMERGENCY GEAR
EXTENSION
HANDLE
UPLOCK HOOK
ACTUATOR NOSE
GEAR
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14-7
Figure 14-6. Landing Gear Schematic—Retraction

14-8
PRESSURE
MAIN LANDING MAIN LANDING
GEAR ACTUATOR RETURN GEAR ACTUATOR
GEAR CONTROL
SOLENOID VALVE
UPLOCK HOOK PNEUMATIC UPLOCK HOOK

ACTUATOR DUMP VALVE ACTUATOR

SHUTTLE
VALVE
LEGEND PRESSURE FILL BLOW

GAGE PORT DOWN
HYDRAULIC PRESSURE BOTTLE
VENTED LINE
PNEUMATIC (NITROGEN) PRESSURE VENT EMERGENCY
BRAKE
EMERGENCY GEAR
EXTENSION
HANDLE
UPLOCK HOOK
ACTUATOR NOSE
GEAR
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Figure 14-7. Landing Gear Schematic—Extension
PRESSURE
MAIN LANDING GEAR CONTROL MAIN LANDING
GEAR ACTUATOR SOLENOID VALVE RETURN GEAR ACTUATOR

UPLOCK HOOK PNEUMATIC UPLOCK HOOK
ACTUATOR DUMP VALVE ACTUATOR
SHUTTLE
VALVE
LEGEND
HYDRAULIC PRESSURE
PRESSURE BLOW
VENTED LINE GAGE DOWN
FILL
PNEUMATIC (NITROGEN) PRESSURE BOTTLE
PORT
NITROGEN/HYDRAULIC FLUID MIX PRESSURE
VENT EMERGENCY
BRAKE
UPLOCK HOOK
ACTUATOR
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EMERGENCY GEAR
TO UPLOCK EXTENSION HANDLE
NOSE GEAR HOOKS
ACTUATOR
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14-9
Figure 14-8. Landing Gear Emergency Extension

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Emergency extension is initiated by pulling the

AUX GEAR CONTROL T-handle and rotat-
ing clockwise 45° to lock (Figure 14-9). This
mechanically releases the gear uplocks, al-
lowing the gear to free-fall. After the gear has
extended, pull the round knob (or collar) be-
hind the T-handle. This releases air bottle
pressure to the gear uplocks and actuators
and: at the same time, opens a dump valve to
assure a path for fluid return to the reservoir
and to inhibit any further hydraulic operation
of the gear (Figure 14-8). Air pressure drives
the gear actuators to the fully extended posi-
tion where they are maintained by the inter-
nal lock mechanism in each actuator. Once
the air bottle has been actuated, hydraulic op-
eration of the gear is not possible. Mainte-
nance action is required after an emergency
extension to restore normal operation of the
landing gear. The optimum speed for this pro-
cedure is 150 KIAS with flaps up.
NOTE
Pneumatic pressure should be used to Figure 14-9. AUX GEAR CONTROL
assure positive locking of all three T-Handle
gear actuators.
ing attachment bolts will be sheared with re-
sultant loss of steering capability. If the con-
NOSEWHEEL STEERING trol lock is engaged, towing beyond 60° may
cause structural damage. (Note: Towing oper-
Nosewheel steering is manually actuated ation can be found in the section “Nosewheel
through cables and a mechanical linkage con- Center Lock”.)
nected to the rudder pedals. Steering is oper-
ative with the gear extended. With the gear
retracted, rudder pedal movement does not CAUTION
deflect the nosewheel. If the nosewheel steering bolts are
sheared (indicated by loss of nose-
Normally, steering is limited by rudder pedal wheel steering with the rudder pedals),
stops to 20° nosewheel deflection either side flight should not be attempted. This is
of center. A spring-loaded bungee in the sys- due to the possibility of the nosewheel
tem provides an additional 64° nosewheel de- not remaining centered after takeoff
flection via castering accomplished with even with the gear extended.
application of differential engine power or
braking. The nosewheel is mechanically
centered for retraction. Flying the aircraft with inoperative nose-wheel
steering can also result in violent nosewheel
For towing, ensure that the flight control lock shimmy.
is disengaged, and do not exceed 90° nose
wheel deflection. If 90° is exceeded, the steer-

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BRAKES The brake cable system connected to the rud-

der pedals is routed to the mixer through the
airframe and to the brake metering/antiskid
GENERAL valve in the left forward fairing. From the
brake metering/antiskid valve, the left and
The powerbrake system, (a 900- to 1,300-psi right brake hydraulic pressure lines are routed
closed center system), uses a multidisc steel over the wing, down the rear spar, into the
brake assembly on each main gear wheel, pow- wheel wells, down the gear trunnions, and to
ered by a hydraulic system that is completely the brake assemblies.
independent of the aircraft hydraulic system.
The system automatically maintains constant The antiskid system is designed to provide
pressure for brake operation. The brakes are maximum braking efficiency on all runway
normally used as antiskid powerbrakes, but can surfaces. A speed transducer in each main gear
operate as powerbrakes without antiskid pro- axle transmits 36-Hz wheel-speed signals to
tection. In the event that brake system hy- the digital antiskid control unit as a variable
draulic pressure is lost, emergency braking is frequency. Detection of sudden deceleration
available. The brake system circuit breaker of a wheel (impending skid) causes the con-
protects the powerbrake and antiskid systems. trol unit to command the antiskid servo valve
to reduce pressure being applied to the brakes.
Braking is initiated by the brake pedal-actuated When the slow wheel catches up to the fast
antiskid servo valve. If both the pilot and copi- wheel and the transducer signal returns to nor-
lot apply brakes simultaneously, the one apply- mal, braking pressure is restored to the brakes.
ing the greater force on the rudder pedals has Touchdown protection is a feature of the an-
control. tiskid system that prevents touching down
with locked brakes. The skid control circuit
System components include a hydraulic accu- breaker provides touchdown system protec-
mulator and a reservoir pressurized by cabin tion. The wheels must be rotating (same speed
air. Reservoir fluid level and accumulator air transducer voltage) and weight on wheels
precharge are exterior inspection items in the (both squat switches) for normal operation of
right nose baggage compartment area. the powerbrake and antiskid system. Opti-
mum braking technique is obtained by lower-
The hydraulic system provides pressured Mil- ing the nose to the ground, applying brakes,
H-83282 fire resistant hydraulic fluid to the and then selecting the ground flap position
brake metering/antiskid valve that regulates the which automatically extends the speedbrakes,
pressure supplied to the brake assemblies in firmly applying and holding the brakes until
accordance with pilot command. The left and the desired speed has been reached. Do not
right brakes are independently controlled by pump the brakes.
either the pilot or copilot through left or right
rudder/brake pedal deflections. Cables are
used to convert pedal deflection into propor- NOTE
tionate inputs to the brake metering/antiskid The antiskid system is not operative
valve. The independent control is achieved with the parking brake set.
by way of a mixing device located under the
pilot side floorboard. Extension springs at the
mixer and at the bellcranks, located above the
rudder pedals, combined with the internal
springs of the metering/antiskid valve, give the
brake pedals “feel” to the pilot. Full brake
pedal deflection supplies 800 ±20 psi to the
intended brake assembly.

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NOSEWHEEL CENTER LOCK show red for towing and green for taxi and
flight. Centering lock engagement is a pre-
The nosewheel center lock (Figure 14-10) is and postflight item. During the Left Nose
mounted on the nose landing gear shock strut. Check, Nosewheel Centering Lock Assembly,
The main components of the assembly consists disconnect the locking mechanism and verify
of a cam, lever, lock, and spring. While in that the FLY placard is visible (do not tow the
flight and the landing gear extended, the nose aircraft with the nosewheel centering lock as-
wheel center lock assembly holds the nose sembly in the FLY position). If the nose strut
gear in the center position. is overpressurized by maintenance, no turns
would be possible during taxi. During cross-
The centering lock engages with the nose gear wind landings the nose strut will stay cen-
at full strut extension at liftoff and disengages tered. To taxi or fly in TOW or tow in FLY could
as weight compresses the nose strut. The sys- damage the aircraft. A large yellow placard
tem must be manually disengaged by the pilot on each side of the nose gear strut reminds the
at the nose gear strut by rotating a lever to pilot to select the appropriate setting.
PUSH HERE TO
RELEASE FOR FLIGHT
NOSE WHEEL CENTER LOCK
PUSH HERE TO DISENGAGE

CENTER LOCK FOR TOWING
LEGEND
RELEASE
DISENGAGE
Figure 14-10. Nose Gear Center Lock (FLY–TOW)

OPERATION To ensure optimum braking on water, snow,

and ice-covered, hard-surface runways and
With the LDG GEAR handle DOWN and DC all unimproved surfaces, it is necessary for the
power available, a pressure switch controls the pilot to apply maximum effort to the brake
DC motor-driven hydraulic pump to maintain pedals throughout the braking run.
900 to 1,300 psi for brake operation (Figure 14-
11). An accumulator dampens pressure surges The ANTI-SKID switch, located on the LDG
and provides a reserve of pressure. The power- GEAR control panel, is normally in the ON po-
brake and antiskid systems receive normal DC sition. In the OFF position, the antiskid sys-
power from the BRAKE SYSTEM circuit tem is deactivated and the ANTI-SKID INOP
breaker located on the left circuit-breaker panel. annunciator is on. The powerbrakes receive DC
power through the BRAKE SYSTEM circuit
The antiskid servo valve is supplied with fluid breaker on the left circuit-breaker panel.
from the brake reservoir. Depressing the brake
pedals applies pressure to actuate the antiskid The 5-amp SKID CONTROL circuit breaker
servo valve, which meters pump pressure to powers the antiskid system. If the SKID CON-
the brake assemblies in direct proportion to TROL circuit breaker is pulled, powerbrake
pedal deflection. is still available. If the brake system circuit
b r e a ke r i s p u l l e d , b o t h p ow e r b r a ke a n d
With the ANTI-SKID switch, located on the antiskid systems fail. The SKID CONTROL
LDG GEAR control panel, in the ON position circuit breaker is in series with the brake
and the aircraft on the ground for three seconds, system circuit breaker. Pneumatic braking is
with a ground speed of at least 59±2 knots, still available.
maximum braking without wheel skid is avail-
able. Any tendency of a wheel to rapidly decel- If a fault develops in the digi-
ANTISKID
erate (skid) is detected by the wheel speed INOP tal antiskid system, the ANTI-
transducer, and the antiskid control unit signals SKID INOP annunciator light
the servo valve to momentarily dump pressure comes on, and the system should be switched
from both brakes. As wheel speed returns to nor- off. Brake operation remains the same except
mal, dumping ceases and pressure is once again that antiskid protection is not available. Care
increased in the brake assemblies. When wheel should be taken to ensure that brake pressure
speed drops below approximately 12 knots, the is released prior to turning the antiskid system
antiskid function disengages. off, and that the aircraft is not moving prior
to turning the antiskid system on.
Braking on each main wheel is controlled by
the applicable pedal deflection angle by either When brake system pressure
PWR BRK
pilot or copilot; therefore, differential brak- drops below 750 psi, the ANTI-
LOW PRESS
ing is available. Manual braking is possible if SKID INOP and PWR BRK
the powerbrake system fails, but pneumatic LOW PRESS annunciators will illuminate.
braking is recommended.
Ground test of the antiskid system is accom-
plished by rotation of the rotary test switch to
CAUTION the ANTISKID test position. The ANTISKID
INOP light will flash for approximately five
Do not pull the brake system circuit seconds and then go out. The antiskid system
breaker to prevent the power brake test is failed if theANTISKID INOP light re-
pump from cycling. With the circuit mains illuminated. This is a full dynamic self-
breaker disengaged, the power brake
system is inoperative and the rudder test of the antiskid system. The full dynamic
pedal toe brakes are disabled. Brak- self-test may be done by turning the ANTI-
ing is then available only by use of SKID switch OFF and then ON at a full stop.
the pneumatic brake system. The ANTISKID INOP light comes on for 6 sec-
onds and then goes out. The aircraft should be

14-14
DC POWER
BRAKE SYSTEM L GEN BATT R GEN
HYDRAULIC
OFF OFF
RESERVOIR
PILOT/COPILOT RESET EMER RESET
RUDDER PEDALS
29 VDC
HYDRAULIC

PUMP TEST
ACCUMULATOR OFF
ANNU FIRE
WARN
ANTI LND
SKID GEAR
P
OVER BATT
SPEED TEMP
PRESSURE W/S TEMP AOA
SWITCH RUDDER
BIAS
ANTISKID DIGITAL
SERVO VALVE ANTISKID
CONTROL UNIT PWR BRK
LO PRESS
ANTI-SKID
INOP BIT FAULT
INDICATOR
PARKING
BRAKE
NOSE
SHUTTLE VALVE SHUTTLE VALVE
LH RH
GEAR
EMERGENCY UNLOCKED
VENT
BRAKE HANDLE ANTI-SKID
UP
FlightSafety
ON
DOWN OFF
TO EMERGENCY NITROGEN
international
GEAR EXTENSION BLOW DOWN
BOTTLE
Figure 14-11. Powerbrake and Digital Antiskid System

stopped prior to moving the rotary test switch open or short occurs with the gear
to ANTISKID because the test could inter- handle up or down in flight, the AN-
fere with system operation. TISKID INOP light will illuminate.
Two circuit breakers are located in

NOTE the systems section of the pilot cir-
When the antiskid system fails the cuit-breaker panel. The first is a 15-
ANTISKID INOP annunciator light amp brake system circuit breaker.
will illuminate. Differential power Disengaging the brake system cir-
braking is available. However, since cuit breaker electrically deenergizes
the antiskid is inoperative, excessive the antiskid system and the power-
pressure on the brake pedals may brake system.
cause wheelbrakes to lock, resulting
in tire blowout. The second is a 5-amp skid control
circuit breaker. Disengaging the skid
control circuit breaker turns off the
NOTE antiskid system.
If the powerbrake pump fails after the
accumulator pressure exceeds 750
psi, the PWR BRK LOW PRESS light ANTISKID SYSTEM OPERA-
may not illuminate until normal TION
brakes are used.
The cockpit controls for the antiskid system
consist of a single ANTISKID switch that is
CAUTION an ON/OFF lever-lock switch, located just
right of the gear handle.
If the powerbrake system fails, the
PWR BRK LOW PRESS and ANTI- The primary function of the antiskid system
SKID INOP caution annunciators is to provide maximum braking efficiency
will illuminate. The antiskid system under all runway conditions. In addition, the
does not function when power brakes antiskid system provides touchdown protec-
are inop. Excessive pressure on the tion that prevents braking until adequate wheel
emergency brake handle can cause spinup has occurred, and locked-wheel
both wheelbrakes to lock, resulting crossover protection that prevents adverse dif-
in blowout of both tires. ferential braking.
ANTISKID PROTECTION
NOTE
Antiskid protection is provided to allow max-
When the aircraft is in flight with imum braking efficiency, which in turn mini-
the ANTISKID switch on, the anti- mizes landing distances. If the pilot applies
skid control unit is constantly mon- enough brake pedal force to cause slippage
itoring for shorts and opens in the between the tires and the runway, the wheel
transducer and servo-valve circuits. speed transducer data received by the control
This is the self-test function. If an box will indicate a sudden deceleration for the
slipping wheel. The control box will deter-
mine the severity of the impending skid and
send the appropriate current signal to the an-
tiskid servo valve to reduce brake pressure ac-
c o r d i n g l y. A s i n g l e s e r vo va l ve r e d u c e s

FlightSafety
international
pressure for both brakes simultaneously. conditions. The velocity of the two wheels
Therefore, a single wheel skid will result in are compared to each other to determine if
the reduction of brake pressure at both wheels. one wheel is locked. If the velocity of one
wheel falls to less than 30% of the velocity of
Antiskid-assisted braking will begin when ei- the other wheel, the control box will send a full
ther of the following conditions are met: dump command to the antiskid servo valve.
Since the servo valve regulates pressure to
• Either main gear squat switch indicat- both wheels simultaneously, a locked wheel
ing weight on wheels (WOW) for at least condition will result in a full dump of brake
3 seconds pressure to both wheels. The full dump will re-
• The average wheel speed of the left and main in effect until the velocity of the slow
right wheels together exceed 59 ±2 knots wheel increases above the 30% threshold.
The antiskid feature is fully functional when The locked wheel crossover feature is inactive
the average wheel speeds are between 10 and at wheel speeds below 25 knots to allow for
175 knots. low speed taxiing maneuvers.
TOUCHDOWN PROTECTION SELF-MONITORING

Touchdown protection is provided to prevent ANTISKID SYSTEM
the application of brake pressure prior to wheel The antiskid system performs continuous in-
spinup. During a landing, the wheels must be tegrity checks on the wheel speed transducer
allowed to spin up to provide the antiskid sys- circuits, the antiskid servo valve circuit, and
tem a reference velocity to which individual the regulated power to the control box. If a fault
wheel speeds can be compared. is detected during the continuous monitoring,
the ANTISKID INOP annunciator illuminates
Touchdown protection is active only when an and a signal is sent to the antiskid fault dis-
AIR signal is sensed by both main gear squat play unit. The fault display unit is located in
switches. In touchdown protection mode, the the right nose compartment on the forward
control box commands the antiskid servo valve side of the forward pressure bulkhead. The
to dump all brake pressure. The full dump com- fault display unit consists of five rotary flags
mand will remain active for 3 seconds after to aid in the troubleshooting of an ANTISKID
WOW or until wheel spin up has occurred. INOP indication. There is one rotary flag for
Under normal circumstances, the wheels will each of the following conditions:
spin up almost immediately after touchdown.
Therefore, the system incorporates a spin up • Left transducer fault
override feature. When the average velocity of
both wheels exceed 59 ±2 knots, touchdown • Right transducer fault
protection is overridden and brake pressure • Servo valve fault
application is allowed. The wheel spinup over-
ride will remain active until the average wheel • Control box fault
velocity falls below 15 ±2 knots. • Squat switch disagree
Both main gear squat switch signals are mon-
LOCKED WHEEL itored and compared. If the signals disagree
CROSSOVER PROTECTION for more than 12.8 ±1 seconds, the squat switch
disagree flag is tripped. However, this fault
Locked wheel crossover protection prevents does not cause the ANTISKID INOP annun-
inadvertent turning of the aircraft due to dif- ciator to illuminate.
ferential braking caused by adverse runway

FlightSafety
international
There is also one condition, low supply volt-

age, that causes the ANTISKID INOP annun-
ciator to illuminate, but does not result in a
tripped flag on the fault display unit. The con-
tinuous monitor function evaluates the volt-
age supplied to the control box. Any time the
input voltage is less than 7 ±1 volts, the AN-
TISKID INOP annunciator is illuminated, but
the control box flag will not be tripped. This
feature is intended to alert the crew that the an-
tiskid system is either switched off or is un-
available due to insufficient power.
In addition to continuous monitoring, the an-

tiskid control box performs a dynamic self-test Figure 14-12. PARK BRAKE Handle
that is initiated by any of the following events:
• Initial powerup of the antiskid system NOTE

Do not set the brakes subsequent to
• Transition of the gear handle to the down a hard stop. Brake heat transfer to the
position
wheel could melt the fusible plugs,
• Selection of ANTISKID on the rotary deflating the tire.
test switch
During a dynamic self-test, a signal is sent to A 1,200-psi thermal relief valve is incorpo-
illuminate the ANTISKID INOP annunciator. rated in the parking brake valve and will reset
Upon successful completion of the test, the to maintain a trapped pressure of 600 psi.
ANTISKID INOP annunciator will extinguish.
If a fault is detected during the self-test, the
annunciator will remain illuminated. A dy- EMERGENCY BRAKES
namic self-test performed in the air takes ap-
In the event the hydraulic brake system fails,
proximately 3 seconds, while a dynamic
a pneumatic brake system is available. The
self-test performed on the ground takes ap-
system uses nitrogen air pressure from a pneu-
proximately 6 seconds. The dynamic self-test
matic bottle that can also be used for emergency
routine is inhibited if wheel speed is greater
landing gear extension. Air bottle pressure is
than 15 ±5 knots.
adequate for stopping the aircraft, even if the
landing gear has been pneumatically extended.
PARKING BRAKES
The parking brakes can be set by applying the Operation
brakes in the normal manner, then pulling out Pulling the red EMER BRAKE PULL lever aft
the PARK BRAKE handle (Figure 14-12) on mechanically actuates the emergency brake
the left lower side of the pilot instrument valve (Figure 14-13). The valve meters equal
panel. This mechanically actuates the parking air pressure through shuttle valves to the brake
brake valve in the left over wing fairing, trap- assemblies in direct proportion to the amount
ping fluid in the brakes. Release the parking of lever movement up to a maximum of 678 psi.
brakes by depressing the brake pedals, then
pushing in the PARK BRAKE handle. One- Since air pressure is applied equally to both
way check valves allow setting increased, brakes simultaneously, differential braking is
trapped pressure once the brakes are set by sim- not possible. Returning the lever to its origi-
ply depressing the brake pedals harder. nal position releases pressure from the brakes
and vents it overboard, releasing the brakes.

FlightSafety
international
POWER BRAKE SYSTEM
SHUTTLE VALVE
(ONE IN EACH
BRAKE ASSEMBLY)
EMERGENCY
BRAKE VALVE
OVERBOARD
LEGEND
AIR PRESSURE
EMERGENCY
MECHANICAL AIR BOTTLE
Figure 14-13. Emergency Brake System
The emergency brakes should be applied only NOTE

enough to obtain the desired rate of deceler-
ation, then held until the aircraft stops. Re- Best performance can be obtained
peated applications waste air pressure. using a smooth, steady, continuous
Antiskid protection is not available during pull of the handle to obtain the de-
emergency braking. Do not attempt to taxi sired deceleration rate. Multiple pulls
after clearing the runway when using the emer- and releases of the handle will de-
gency brakes. Approximately ten applications plete the nitrogen charge.
are available for emergency braking if the
emergency air bottle is full, five applications
may be available if the bottle has been used for NOTE
emergency gear extension. Do not depress the brake pedals while
applying emergency airbrakes. Shuttle
Maintenance action is required subsequent to valve action may be disrupted, allow-
emergency braking. ing air pressure to enter the hydraulic
lines and rupture the brake reservoir.

FlightSafety
international
QUESTIONS
1. On the ground, the LDG GEAR handle is 5. At retraction, if the nose gear does not
prevented from movement to the UP lock in the up position, the gear panel
position by: light indication will be:
A. Mechanical detents A. Red light on, green LH and RH lights
B. A spring-loaded locking solenoid on
C. Hydraulic pressure B. Red light out, green LH and RH lights
D. A manually applied handle locking on
device C. Red light on, all three green lights out
D. All four lights out
2. The landing gear uplocks are:
A. Mechanically held engaged by springs 6. T h e g e a r w a r n i n g h o r n c a n n o t b e
silenced when one or more gears are not
B. Hydraulically disengaged
down-and-locked and:
C. Pneumatically engaged
A. Flaps are extended beyond the 15°
D. Both A and B
position.
B. Airspeed is less than 130 KIAS.
3. Landing gear downlocks are disengaged: C. Either throttle is retarded below 85%
A. When hydraulic pressure is applied to N 2 rpm.
the retract side of the gear actuators D. Both throttles are retarded below 85%
B. By action of the gear squat switches N 2 rpm.
C. By removing the external down-lock
pins 7. W h e n t h e L D G G E A R h a n d l e i s
D. By mechanical linkage as the gear positioned either UP or DOWN:
begins to retract
A. T h e h y d r a u l i c b y p a s s va l v e i s
energized open.
4. Each main gear wheel incorporates a B. T h e h y d r a u l i c b y p a s s va l v e i s
fusible plug that: energized closed.
A. Blows out if the tire is overserviced C. The bypass valve is not affected.
with air D. The HYD PRESS ON annunciator
B. Melts, deflating the tire if an over- light goes out.
heated brake temperature occurs
C. Is thrown out by centrifugal force if
maximum wheel speed is exceeded

FlightSafety
international
8. Emergency extension of the landing gear 12. The DC motor-driven hydraulic pump in
is accomplished by actuation of: the brake system operates:
A. A s w i t c h f o r u p l o c k r e l e a s e a n d A. During the entire time the LDG GEAR
application of air pressure handle is in the DOWN position
B. One manual control to release the up- B. A s n e e d e d w i t h t h e L D G G E A R
locks and apply air pressure for exten- handle DOWN in order to maintain
sion system pressure
C. Two manual controls—one to me- C. Only when the PWR BRK PRESS LO
chanically release the uplocks and an- annunciator illuminates
other to apply air pressure for gear D. Even when the LDG GEAR handle is
extension and downlocking UP to keep air out of the system as the
D. None of the above aircraft climbs to altitude
9. Nosewheel steering is operative: 13. When using the emergency brake:

A. Only on the ground A. Differential braking is not available
B. With the gear extended or retracted B. Antiskid protection is provided
C. With the gear extended, in flight or on C. The handle should be pumped
the ground D. Nosewheel steering is inoperative
14. C o n c e r n i n g t h e l a n d i n g g e a r, t h e
10. The powerbrake valve is actuated: correct statement is:
A. Mechanically by the rudder pedals A. The red GEAR UNLOCKED light will
B. M e c h a n i c a l l y b y t h e e m e rg e n c y illuminate and the warning horn will
airbrake control lever sound whenever either or both throt-
C. Hydraulically by master cylinder tles are retarded below 85% N2 and the
pressure gear is up.
D. Automatically at touchdown B. The gear warning horn can be silenced
when the gear is not down and locked
and the flaps are extended beyond
11. Do not actuate the brake pedals while ap- 15°.
plying brakes with the emergency brake C. The landing gear pins must be inserted
system because: on the ground due to loss of hydraulic
A. Air bubbles will be induced into the pressure as the engines are shut down.
brake fluid. D. The landing gear is secured in the ex-
B. The shuttle valve may allow air pres- tended position by mechanical locks.
sure into the brake reservoir, ruptur-
ing it.
C. The shuttle valve will move to the
neutral position, and no braking action
will occur.
D. The brakes will be “spongy.”

15. C o n c e r n i n g l a n d i n g g e a r a u x i l i a r y 18. The parking brake:

extension, the correct statement is: A. M a y b e s e t i m m e d i a t e l y a f t e r a
A. If three green lights are observed after maximum braking effort due to the
yawing the aircraft, it is not necessary modulation of the antiskid system
to use the pneumatic bottle. B. Will still be operable if the emergency
B. T h e o p t i m u m a i r s p e e d f o r t h i s brakes have to be utilized
procedure is 150 KIAS. C. Must be off to ensure proper operation
C. The LDG GEAR handle is placed in of the antiskid system
the DOWN position to release the gear D. Has thermal-relief valves to prevent
uplocks in order to allow the red the fusible plugs in the tire from
T-handle to release the doors. melting
D. After the gear is extended by this pro-
cedure, it can be retracted in flight if
the hydraulic system is returned to 19. The HYD PRESS ON light remains illu-
normal operation. minated after the landing gear is up and
locked. The corrective action is to:
16. The wheelbrakes: A. Extend the gear, and leave it down for
the remainder of the flight.
A. Will be inoperative with a HYD LOW B. P u l l t h e h y d r a u l i c p u m p c i r c u i t
LEVEL light illuminate breaker to prevent system damage.
B. Must be applied with the emergency C. Pull the GEAR CONTROL c i r c u i t
system if a HYD LOW LEVEL light breaker to allow the system bypass valve
is illuminated to open.
C. Use a different type of approved fluid D. Do nothing. The landing gear are held
from that used by the aircraft hy- in the retracted position by hydraulic
draulic system pressure.
D. Are totally independent of the open
center aircraft hydraulic system
20. Which is the incorrect statement?
17. When the emergency brakes are used: A. When the landing gear are extended
outside the OM, powerbrake and an-
A. The EMER BRAKE PULL lever should tiskid are inoperative.
be pumped in order to build up suffi- B. There is no powerbrake or antiskid
cient pressure to stop the aircraft. until the main wheels touch down and
B. The normal toe brakes must also be ap- spin up and the squat switch(es) go to
plied to allow the bottle pressure to ground.
reach the brakes. C. To defeat touchdown protection, pull
C. Differential braking is not available. the skid control circuit breaker.
D. Braking action will be insufficient if D. To defeat antiskid protection, pull the
the gear has been extended pneumat- skid control circuit breaker.
ically, since that process will exhaust
the bottle pressure.

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION................................................................................................................. 15-1
PRIMARY FLIGHT CONTROLS........................................................................................ 15-1
General........................................................................................................................... 15-1
Control Lock System..................................................................................................... 15-2
TRIM SYSTEMS.................................................................................................................. 15-3
General........................................................................................................................... 15-3
Rudder and Aileron Trim............................................................................................... 15-3
Elevator Trim ................................................................................................................. 15-4
SECONDARY FLIGHT CONTROLS.................................................................................. 15-5
General........................................................................................................................... 15-5
Flaps............................................................................................................................... 15-5
Speedbrakes ................................................................................................................... 15-6
Stall Warning ............................................................................................................... 15-11
RUDDER BIAS SYSTEM.................................................................................................. 15-11
General......................................................................................................................... 15-11
Description .................................................................................................................. 15-13
QUESTIONS ...................................................................................................................... 15-16

ILLUSTRATIONS
Figure Title Page
15-1 Flight Control Surfaces.......................................................................................... 15-2
15-2 Control Lock Handle ............................................................................................. 15-3
15-3 Rudder and Aileron Trim Systems ........................................................................ 15-3
15-4 Elevator Trim System ............................................................................................ 15-4
15-5 Flap Lever and Position Indicator.......................................................................... 15-5
15-6 Flap Operation ....................................................................................................... 15-7
15-7 Speedbrake System ................................................................................................ 15-9
15-8 Speedbrake Extension.......................................................................................... 15-10
15-9 Speedbrake Retraction ......................................................................................... 15-11
15-10 Speedbrake Blowdown—Electrical Failure......................................................... 15-12
15-11 Stall Strip ............................................................................................................. 15-12
15-12 Rudder Bias System—Normal Operation ........................................................... 15-13
15-13 Rudder Bias System—Left Engine Flameout ..................................................... 15-15

CHAPTER 15
FLIGHT CONTROLS
20 20
10 10
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5 5 S
5 5
10
20
L
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C
INTRODUCTION
The primary flight controls of the Citation CJ2 consist of ailerons, rudder, and eleva-
tors. They are manually actuated by rudder pedals and conventional control columns and
can be immobilized by control locks when on the ground. Trim is mechanical in all three
axes. Electrical elevator trim is also provided.
Secondary flight controls consist of electrically controlled and hydraulically actuated
flaps, speedbrakes, and a pneumatically actuated bleed-air rudder bias system.
PRIMARY FLIGHT
CONTROLS rudder pedal arrangement. Control inputs
are transmitted to the control surfaces
GENERAL through cables and bellcranks. The rudder
pedals can be adjusted to the forward, mid-
The ailerons, rudder, and elevators are man- dle, and aft detented positions for comfort by
ually operated by either the pilot or the copi- depressing a spring-loaded latch on the side
lot through a conventional control column and of each rudder pedal.

The rudder, both elevators, and the left aileron (Figure 15-2) 90° clockwise and pulling out
are each equipped with a trim tab mechanically until the handle returns to the horizontal po-
actuated from the cockpit. sition locks the flight controls in neutral and
the throttles in the OFF position.
The elevator tabs can also be electrically po-
sitioned by pitch trim switches on the control To unlock the flight controls and throttles, ro-
wheels. The pilot switch has priority. tate the handle 90° clockwise and push in until
it returns to the horizontal position.
All flight control surfaces, including pri-
mary, secondary, and trim tabs, are shown in
Figure 15-1.
NOTE
The nosewheel steering and the rud-
der are connected through the rudder
CONTROL LOCK SYSTEM pedal linkage. The aircraft must not
Control locks, when engaged, restrain the pri- be towed with the locks engaged. To
mary flight controls and lock both throttles off. do so can damage the steering system.
Prior to engaging the control lock, move both Do not fly the aircraft if the nose-
throttles to OFF and neutralize the flight con- wheel steering is inoperative. This
trols. Rotating the CONTROL LOCK handle condition cannot be detected until
steering is attempted during taxi.
ELEVATOR
TRIM TABS
TRIM TAB
FLAP
RUDDER
SPEEDBRAKE
TRIM TAB
AILERON
Figure 15-1. Flight Control Surfaces

FlightSafety
international
TRIM SYSTEMS
GENERAL
Rudder and aileron trim are mechanically op-
erated by cables from trim wheels in the cock-
pit. Mechanically and electrically operated
trim tabs are provided for the elevators and are
controlled by a manual trim wheel on the
pedestal or electrical elevator trim switches on
the outboard control wheel grips.
RUDDER AND AILERON TRIM

Operation
Rudder or aileron trim is initiated by rotation
of the rudder trim wheel or aileron trim knob
on the pedestal (Figure 15-3). Cable systems
position the rudder and aileron trim tabs. A me-
chanical indicator adjacent to the trim wheel
or knob indicates direction of trim input. The
rudder servo tab deflects 1⁄3° in the opposite
Figure 15-2. Control Lock Handle direction for each degree of rudder deflection
to aid the pilot in rudder deflection. It is the
only servo tab on the aircraft.
LEGEND AFT END OF

MECHANICAL PEDESTAL VERTICAL
Figure 15-3. Rudder and Aileron Trim Systems

FlightSafety
international
ELEVATOR TRIM is mechanically transmitted to position the

elevator tabs. As the tabs move, a pointer on
Manual Trim the elevator TRIM indicator moves toward the
NOSE UP or NOSE DOWN position.
Manual elevator trim is initiated by rotating
the elevator trim wheel (Figure 15-4). Motion
LEGEND
MECHANICAL
ELECTRICAL
MANUAL TRIM
ELECTRIC TRIM
Figure 15-4. Elevator Trim System

Electrical Trim The speedbrakes consist of smooth panels on

top and panels with holes on the bottom of the
Electrical trimming of the two elevator trim wing forward of the flaps. They provide in-
tabs is accomplished with a split-element trim creased descent rates and increased drag to aid
switch on the outboard side of each control braking during landing rollout.
wheel (Figure 15-4). Both elements of the
switch must be moved simultaneously to com-
plete a circuit to the electric motor trim FLAPS
actuator in the tail cone. The pilot pitch trim
inputs override those made by the copilot. General
As the trim switch is moved to the UP or DOWN The flap selector lever (Figure 15-5) has de-
position, the elevator tabs are repositioned as tents at the following positions:
indicated by the elevator TRIM indicator. UP .............................................................. 0°
Prior to flight, the system can be checked for TAKEOFF AND APPROACH .............. 15°
proper operation by moving both elements of LAND ...................................................... 35°
the switch, in turn, in both directions, noting GROUND FLAPS .................................. 60°
that trim occurs in the appropriate directions.
Check for system malfunction by attempting to A slight downward pressure is required to
trim with one element of the switch. If trimming move the handle out of the TAKEOFF AND
occurs, the system is malfunctioning and must APPROACH detent to the LAND position.
be restored to normal operation prior to flight.
Runaway or malfunctioning trim can be inter-

rupted by depressing the red AP/TRIM DISC
switch on the control wheel and pulling the
PITCH TRIM circuit breaker on the left cir-
cuit breaker panel.
NOTE
Do not engage the autopilot with
electric trim inoperable.
Figure 15-5. Flap Lever and
Position Indicator
SECONDARY FLIGHT
CONTROLS The handle must be lifted at the landing stop
before it can be moved aft to the GROUND
GENERAL FLAPS (60°) position.
The secondary flight controls consist of wing The GROUND FLAPS (60°) flap position pro-
flaps and speedbrakes; both are electrically vides increased aerodynamic drag for landing
controlled and hydraulically actuated. rollout. Landing performance data is based
on touchdown, nose down, brakes on, then se-
A single flap section on each wing can be hy- lecting the GROUND FLAPS position. Se-
draulically positioned from 0° to 60°. Mechan- lecting the GROUND FLAPS position closes
ical interconnection of left and right wing flap the 60° flap position switch in the quadrant,
segments prevent asymmetrical flap operation extending the speedbrakes, and directs the
and permits flap operation with one hydraulic flaps from 35° to 60°. Selecting the FLAPS
actuator.

handle from 60° to 35° opens the 60° flap po- Operation
sition switch, retracting the speedbrakes, and
moving the flaps from 60° to 35°. Avoid cy- Moving the flap lever to any position causes
cling the throttles above and below 85% N 2 the hydraulic system bypass valve to close for
while in the ground flap position. pressure buildup as indicated by illumination
of the HYD PRESS ON annunciator. It also en-
e rg i z e s t h e f l a p s o l e n o i d va l ve , r o u t i n g
WARNING pressure for flap operation (Figure 15-6).
The ground flap position is not When the flaps reach the selected position, the
locked out in flight. Selection of bypass valve opens to relieve hydraulic pres-
GROUND FLAPS will significantly sure, and the flap solenoid valve deenergizes
increase drag and sink rate. Inten- and moves to the neutral position. In the neu-
tional selection of GROUND FLAPS tral position, the valve blocks all fluid lines
in flight is prohibited. to the actuators, hydraulically locking the
flaps in that position.
If an inflight malfunction results in 60° flaps In the event of electrical failure, the flap so-
and can not be corrected, consider carrying lenoid valve remains in the neutral position,
power to touchdown. Reducing power to idle and the flap position cannot be changed.
at 50 feet could result in high sink rate.
If hydraulic system failure occurs with the
Even though the ground flap position is pro- flaps retracted, they cannot be extended. With
hibited in flight, it has been demonstrated the flaps in an extended position, the flaps
that the aircraft can be safely flown at the will remain in the selected position unless the
60° position whether caused by malfunction handle is moved. Once the solenoid valve is
or inadvertent selection. Do not exceed 140 energized, the flaps may “blow upward” to a
KIAS. deflection proportionate to air loads.
The FLAPS >35° annunciator and MASTER
CAUTION lights illuminate immediately on SPEEDBRAKES
the ground if the flaps are beyond 35° and
both throttles are above 85% N2. On the ground General
with throttles below 85% N 2 , no annunciator Two speedbrake panels on each wing, one on
lights come on. top and one on the bottom surface of the wing,
are operated by hydraulic actuators. They pro-
In flight, with the throttles below 85% N 2 , vide increased descent rates and increased
the MASTER CAUTION and FLAPS >35° drag to aid braking during the landing rollout.
lights illuminate after an 8-second delay any- The speedbrakes have two positions: extended
time flaps are beyond 35°. The lights illumi- and retracted. The system includes two hy-
nate immediately if the throttles are above draulic actuators, a solenoid valve, four speed-
85% N 2 . brake panels, a safety valve, and a white
SPEED BRAKE EXTEND annunciator. The
Go-around should not be attempted once system control switch and extended speed-
GROUND FLAPS have been selected. brakes are shown in Figure 15-7.

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RETRACTION
RETRACTING RETRACTING
FLAP ACTUATOR
RESTRICTED FITTINGS
UP 0
F
L
A
P
S
T.O. &
APPR 15
FLAP CONTROL SOLENOID
200 KIAS
LAND 35
161 KIAS
PRESSURE GROUND
60
HYD PRESS FLAPS
RETURN GROUND
ON USE ONLY
NOTE:
CABLE INTERCONNECT BETWEEN ACTUATORS NORMALLY
PREVENTS ASYMMETRIC FLAPS IF ONE ACTUATOR FAILS.
RETRACTED RETRACTED
FLAP ACTUATOR
RESTRICTED FITTINGS
UP 0
F
L
A
P
S
T.O. &
APPR 15
200 KIAS
LAND 35
161 KIAS
GROUND
60 PRESSURE
FLAPS
GROUND RETURN
USE ONLY
LEGEND
TRAPPED FLUID
PRESSURE
RETURN
Figure 15-6. Flap Operation (Sheet 1 of 2)

FlightSafety
international
EXTENSION
EXTENDING EXTENDING
FLAP ACTUATOR
RESTRICTED FITTINGS
UP 0
F
L
A
P
S
T.O. &
APPR 15
200 KIAS
LAND 35
161 KIAS
PRESSURE GROUND
60
HYD PRESS FLAPS
RETURN GROUND
ON USE ONLY
NOTE:
CABLE INTERCONNECT BETWEEN ACTUATORS NORMALLY
PREVENTS ASYMMETRIC FLAPS IF ONE ACTUATOR FAILS.
EXTENDED EXTENDED
FLAP ACTUATOR
RESTRICTED FITTINGS
UP 0
F
L
A
P
S
T.O. &
APPR 15
200 KIAS
LAND 35
161 KIAS
GROUND
60 PRESSURE
FLAPS
GROUND RETURN LEGEND
USE ONLY
TRAPPED FLUID
PRESSURE
RETURN
Figure 15-6. Flap Operation (Sheet 2 of 2)

FlightSafety
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Figure 15-7. Speedbrake System
Operation To retract the speedbrakes, place the switch in

the RETRACT position. The hydraulic system
Placing the speedbrake switch in the EXTEND again pressurizes, the safety valve is de-ener-
position causes the hydraulic system bypass gized and moves to the open position, and the
valve to close, providing pressure as indicated speedbrake solenoid valve is positioned to di-
by illumination of the white HYD PRESS ON rect pressure for retraction (Figure 15-9). The
annunciator. The speedbrake solenoid valve is SPEED BRAKE EXTEND annunciator goes
energized, directing pressure to force the out, the speedbrakes retract, and the solenoid
speedbrakes out of their mechanical locks and valve returns to neutral, hydraulically locking
extend them (Figure 15-8). The speedbrake the speedbrakes in the retract position, and the
safety valve, in parallel with the control valve, hydraulic system depressurizes.
is also energized closed.
If either throttle is advanced past 85% N 2
With the speedbrakes fully extended, the white with speedbrakes extended, circuitry is com-
SPEED BRAKE EXTEND annunciator illumi- pleted to the solenoid and bypass valve for
nates. Simultaneously, the hydraulic system by- speedbrake retraction.
pass valve opens to relieve pressure, and the
HYD PRESS ON annunciator goes out. The so- The speedbrakes can be extended with the
lenoid valve returns to neutral, trapping all fluid SPEED BRAKE switch or by moving the
lines to the actuator, thus hydraulically locking FLAPS handle to the GROUND FLAPS po-
the speedbrakes in the extended position. sition. The speedbrakes retract with the

EXTENDING
L SPEEDBRAKE R SPEEDBRAKE
ACTUATOR ACTUATOR
THERMAL
RELIEF
SPEEDBRAKE VALVE
SOLENOID
VALVE
SAFETY
VALVE
EXTENDED
ACTUATOR ACTUATOR
FAILS THERMAL
OPEN RELIEF
SPEEDBRAKE VALVE
SOLENOID
VALVE
SAFETY
VALVE
LEGEND
PRESSURE DRAIN LINE
RETURN SPRING RETURN
CHECK VALVE SOLENOID OPERATED
Figure 15-8. Speedbrake Extension

FlightSafety
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ACTUATOR ACTUATOR
THERMAL
RELIEF
SPEEDBRAKE VALVE
SOLENOID
VALVE
SAFETY
VALVE
LEGEND
PRESSURE DRAIN LINE
Figure 15-9. Speedbrake Retraction
SPEED BRAKE switch, or either throttle Stall strips (Figure 15-11) create turbulent
above 85% N 2 , or if FLAPS are selected to airflow at high angles of attack, causing a buf-
FLAPS 35°. fet to warn of approaching stall conditions.
If electrical failure occurs with the speed-

brakes extended, the safety valve (Figure
15-10) spring-loads open, allowing the speed-
NOTE
brakes to blow down. If electrical failure oc- The stall strips are critical items for
curs with the speedbrakes retracted, they favorable stall characteristics and
cannot be extended. should be replaced if damaged.
Limitation requires speedbrakes to be retracted

within 50 feet of touchdown. RUDDER BIAS SYSTEM
STALL WARNING GENERAL
Stall warning consists of one stall strip on the The rudder bias system on the Model 525A air-
leading edge of each wing and a stick shaker craft assists the pilot in maintaining direc-
operated by the angle-of-attack system. The tional control in the event of loss of thrust
stick shaker and angle-of-attack system are dis- from one engine. Figure 15-12 is a rudder bias
cussed in Chapter 16, “Avionics”. system schematic.

ACTUATOR ACTUATOR
THERMAL
RELIEF
SPEEDBRAKE VALVE
SOLENOID
VALVE
SAFETY
VALVE
LEGEND
PRESSURE DRAIN LINE
Figure 15-10. Speedbrake Blowdown—Electrical Failure
Figure 15-11. Stall Strip

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RUDDER COCKPIT
BIAS AREA
L R
+28 2A ENGINE ENGINE
VDC
OFF
ROTARY
TEST
KNOB (RB TEST
POSITION) CONTROL HP BLEED
VALVE
RUDDER (ENERGIZED)
BIAS
WARN
LTS NO. 1
RUDDER
BIAS RUDDER BIAS TEST BIAS
+28 AVAILABLE BIAS NOT
VDC AVAILABLE CONTROL VALVE
BIAS NOT (DEENERGIZED/
AVAILABLE BYPASS POSITION)
MASTER ANNUN
CAUTION
ACTUATOR
ORIFICE
LEGEND
BLEED-AIR PRESSURE RUDDER
AMBIENT
Figure 15-12. Rudder Bias System—Normal Operation
The bias system is pneumatically powered moving the primary rudder system, back drives
from engine bleed air, and when active, will the bias actuator. In the event of an engine
automatically assist the pilot in positioning the failure, the bias actuator back drives the pri-
rudder to compensate for asymmetric thrust. mary rudder system and autopilot servo.
The system consists of the following major
components:
DESCRIPTION
• Separate engine bleed-air plumbing for The major components of the Model 525A
left and right engine rudder bias system are as follows:
• Solenoid-operated control valve
• Control valve
• Balanced pneumatic actuator
• Actuator
• Annunciators
• Bleed-air plumbing
• Associated wiring
• RUDDER BIAS Annunciator
The bias system is installed parallel to the
primary rudder control system, with the only
common component being the rudder. With Control Valve
both engines operating (balanced bleed pres-
The rudder bias control valve is a solenoid-
sure across the bias actuator), both engines shut
operated pneumatic shutoff valve. The valve
down, or the bias valve in bypass position,
is normally spring-loaded to the bypass

FlightSafety
international
(ambient) position. Supplying power to the so- to the other. With the valve in the bypass (deen-
lenoid moves the valve to the bias available ergized) position, both sides of the actuator are
position (right and left bleed air available). Re- ported to each other and to ambient pressure.
moving electrical power from the solenoid
lets the bias actuator solenoid spring-load to The actuator rod is connected to the rudder
ambient. Electrically powering the rudder torque tube via a roller-slot linkage. Extension
bias solenoid valve electrically moves the so- springs on the link provide a centering force
lenoid to the bias position porting to the re- at large rudder deflections.
spective side of the bias actuator.
Normal System Operation Bleed-Air Plumbing

Separate bleed-air plumbing for the left and
Before Engine Start right engines connect each engine’s bleed sup-
When normal DC power energizes the electri- ply to the rudder bias control valve, and in turn,
cal bus (BATT position, generator power, or connect the valve to the rudder bias actuator.
ground power), DC power moves the solenoid A small orifice is located at the low point of
valve to the bias available position. When the each routing to allow any moisture in the lines
valve moves from the bypass (nonpowered) po- to be vented overboard.
sition, the RUDDER BIAS annunciator ex-
tinguishes indicating that the valve is RUDDER BIAS Annunciator
positioned to provide rudder bias, if needed.
A single-cube annunciator is located on the in-
Moving the rotary test knob to the RUDDER strument panel near the upper left pilot PFD
BIAS position interrupts power to the control for rudder bias system annunciations. The cube
valve, causing the valve to temporarily spring- contains an amber RUDDER BIAS annuncia-
load to the bypass position. The crew detects tor, and whenever this annunciator is illumi-
the illumination of the RUDDER BIAS an- nated, the MASTER CAUTION annunciates.
nunciator (and MASTER CAUTION) as indi- RUDDER BIAS is illuminated whenever the
cation that the valve has moved to the bypass rudder bias control valve is in the bypass po-
position. Moving the rotary test knob to the sition, whether commanded or not, indicating
next position, or to OFF, reapplies power to the to the flightcrew that the rudder bias system is
valve, causing it to move back to the bias referencing ambient air and is unavailable.
available position extinguishing the RUDDER
BIAS annunciator. After Engine Start
Once the generators are online providing nor-
An internal switch in the valve is used to de- mal DC power, there is no change in the sta-
tect when the valve is in the bypass, or deen- tus of the rudder bias system.
ergized (ambient), position.
Before Takeoff
Actuator Prior to takeoff, the crew will perform a rud-
The rudder bias actuator (see Figure 15-12) is der bias functional check. With the valve in the
a balanced pneumatic actuator. The actuator available position and the RUDDER BIAS
is of dual-tandem configuration with two annunciator cleared the crew would run up
chambers and two pistons on a single shaft. the left engine, verify that bias (left engine
bleed-air pressure) moves the rudder trailing
Bleed-air lines connect the control valve to the edge left (left pedal forward), return the left
actuator. With the valve in the bias (energized) engine to idle, and verify that the pedals are
position, left engine bleed air is ported to one free to move. The crew would then run up the
side of the actuator and right engine bleed air right engine, verify that bias moves the rud-

FlightSafety
international
der trailing edge right (right pedal forward), actuator is balanced and, aside from seal fric-
return the right engine to idle, and verify that tion, does not help or hinder motion of the pri-
the pedals are free to move. mary rudder system.
Takeoff In the event of a loss of thrust from one engine,

that engine will no longer provide bleed-air
As long as engine thrust (and in turn, bleed-
pressure to the bias actuator and the resulting
air pressure) from both engines is approxi-
pressure differential across the actuator will
mately equal, there is no pressure differential
cause the actuator and rudder to move in a di-
across the bias actuator. In such a case, the
rection to aid directional control (Figure 15-13).
L R
ENGINE ENGINE
CONTROL VALVE HP BLEED

(ENERGIZED, BIAS
AVAILABLE)
CONTROL VALVE
(DEENERGIZED TO
AMBIENT DURING
LOSS OF NORMAL
DC OR RUDDER
BIAS TEST)
ORIFICE (LOW POINT

TO DRAIN CONDENSATION)
NOTE:
LEGEND DURING TAKEOFF:
LEFT ENGINE FLAMEOUT
BLEED-AIR PRESSURE YAW LEFT
AMBIENT
NEED RIGHT RUDDER
Figure 15-13. Rudder Bias System—Left Engine Flameout

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QUESTIONS
1. The ailerons are operated by: 5. If hydraulic power is lost:
A. Hydraulic pressure A. The flaps will be inoperative.
B. Mechanical inputs from the con- B. The flaps will operate with the
trol wheels backup electrical system, but will
C. A fly-by-wire system extend and retract at a reduced rate.
D. An active control system that totally C. There is no effect on wing flap
eliminates adverse yaw operation.
D. A split flap condition could result if
the flaps are lowered.
2. The aileron trim tab is operated by:
A. An electrically operated trim tab
motor 6. The wing flaps:
B. A hydraulically operated trim tab A. Can be preselected to only four
motor positions (up, 15°, 35°, 60°)
C. A mechanical trim knob on the B. Depend on both actuators to func-
throttle control quadrant tion to prevent a split flap condition
D. Changing the angle of the aileron C. Can be lowered manually if electri-
“fence” cal power is lost, but only if all hy-
draulic fluid has not been lost
D. Can be selected to GROUND FLAP
3. Regarding the rudder: position on the ground or inflight; the
A. The pilot and copilot pedals are in- ground flap selection is prohibited in
terconnected. flight
B. The trim tab actuator is powered
only electrically.
7. Regarding the gust lock:
C. The servo is connected to the air
data computer to restrict rudder A. The engines may be started with it
pedal deflection at high airspeeds. engaged.
D. It is independent of the nose-wheel B. The aircraft should not be towed
steering on the ground. with it engaged.
C. It may be engaged for towing.
D. If the aircraft is towed past the 60°
4. The elevator: limit, nosewheel steering may be lost.
A. Trim tabs are controlled only It is still permissible to fly the aircraft
electrically. if the gear is left down.
B. Runaway trim condition can be alle-
viated by depressing the AP/TRIM
8. Moving the flap selector lever to any
DISC switch and pulling the PITCH
position:
TRIM circuit breaker.
C. Electric pitch trim has both high A. Energizes the hydraulic system by-
speed and low speed positions. pass valve closed
D. Tr i m t a b i s l o c a t e d o n t h e r i g h t B. Energizes the flap solenoid valve to
elevator only. the selected position
C. A and B
D. Energizes the electric hydraulic pump
for flap operation

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international
9. If hydraulic failure occurs with the 13. Speedbrakes must not be extended
flaps extended and the FLAPS handle is within:
moved, the flaps: A. 50 feet on landing
A. May move upward depending on B. 110 feet on landing
air-load C. 40 meters
B. Cannot be fully retracted D. 50 meters
C. Can be retracted to the midrange
position
D. Can be completely retracted 14. The speedbrakes will fully retract if:
A. A complete electrical failure occurs
B. A hydraulic failure occurs
10. Extended speedbrakes are maintained
in that position by: C. Either throttle is advanced above
85% N 2 position with the electri-
A. Hydraulic pressure cal and hydraulic systems operat-
B. Trapped fluid in the lines from the ing normally
control and safety valves D. Hydraulic quantity drops below
C. Internal locks in the actuators 0.2 gallons
D. External locks on the actuators
15. If the RUDDER BIAS light illuminates:
11. The white HYD PRESS ON light on the A. Rudder BIAS (bleed air) is not
annunciator panel will illuminate dur- available from either engine to the
ing speedbrake operation: actuator
A. When the speedbrakes are fully B. Rudder BIAS (bleed air) is avail-
extended able to the actuator
B. While the speedbrakes are extend- C. The rotary test switch is OFF.
ing and retracting D. Both hydraulic pumps have failed.
C. Both A and B
D. Neither A nor B
12. A true statement concerning the speed-

brake is:
A. The white SPD BRK EXTEND light
will illuminate when both sets of
speedbrakes are fully extended.
B. If DC electrical failure occurs while
the speedbrakes are extended, they
will remain extended since the hy-
draulic pressure is trapped on the
extend side of the actuators.
C. If hydraulic pressure loss should
occur while the speedbrakes are ex-
tended (system bypass valve fails
open), the speedbrakes will auto-
matically blow to trail.
D. The speedbrakes can only be retracted
by placing the speedbrake switch to
RETRACT.

CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 16-1
FLIGHT INSTRUMENTATION (SNS 0001 AND SUBSEQUENT) .................................. 16-1
General........................................................................................................................... 16-1
Electronic Flight Instrument System (EFIS) ................................................................. 16-4
Pitot-Static ..................................................................................................................... 16-5
Airspeed and Altimeter Indications ............................................................................... 16-5
Vertical Speed Indicator................................................................................................. 16-7
Engine Instruments ........................................................................................................ 16-7
Magnetic Compass......................................................................................................... 16-7
Flight Hour Meter .......................................................................................................... 16-7
Standby Attitude Indicator............................................................................................. 16-8
Copilot (and Standby) Horizontal Situation Indicator................................................... 16-9
Standby Airspeed Altimeter Indicator......................................................................... 16-10
Angle-of-Attack System .............................................................................................. 16-10
Digital Clock................................................................................................................ 16-12
AVIONICS .......................................................................................................................... 16-13
VHF Communication Transceiver............................................................................... 16-13
VHF Navigation Receivers .......................................................................................... 16-16
KMR-675 Marker Beacon ........................................................................................... 16-17
KR-87 AutomaticDirection Finder.............................................................................. 16-18
HF KHF-950 with KFS-594 Control (Optional) ......................................................... 16-19

HF KHF-950 with KCU-951 Control (Optional) ........................................................ 16-20

Universal Aero-M SATCOM Telephone System (Optional)....................................... 16-21
AirCell AGT.01 Phone System (Optional) .................................................................. 16-23
Audio Control Panels................................................................................................... 16-23
A-200S Cockpit Voice Recorder (Optional)................................................................ 16-24
Artex Locator Beacon.................................................................................................. 16-25
AIR DATA SYSTEM (ADS) .............................................................................................. 16-25
Airspeed, Mach, and Airspeed Trend Vector............................................................... 16-26
Barometric Altitude ..................................................................................................... 16-30
Selected Altitude.......................................................................................................... 16-33
Vertical Speed .............................................................................................................. 16-34
ATTITUDE HEADING SYSTEM (AHS).......................................................................... 16-36
General......................................................................................................................... 16-36
Initialization................................................................................................................. 16-37
Auto (Slaved Gyro Mode) ........................................................................................... 16-40
Manual (Free Gyro Mode or DG Mode) ..................................................................... 16-40
Attitude ........................................................................................................................ 16-43
INTEGRATED AVIONICS PROCESSOR SYSTEM (IAPS)............................................ 16-44
General......................................................................................................................... 16-44
MAINT ENABLE and OIL TEMP DISPLAY–STBY Switches ................................ 16-45
Display Control Panel (DCP) ...................................................................................... 16-45
FLIGHT GUIDANCE SYSTEM ........................................................................................ 16-48
Primary Flight Display (PFD) ..................................................................................... 16-48
Radio Altitude.............................................................................................................. 16-66
Decision Height and Minimum Descent Altitude ....................................................... 16-67
Navigation Formats ..................................................................................................... 16-69

Heading........................................................................................................................ 16-72
Track ............................................................................................................................ 16-75
Lateral Navigation Course and Deviation ................................................................... 16-75
ILS Vertical Deviation ................................................................................................. 16-79
Marker Beacon ............................................................................................................ 16-80
Bearing Pointers .......................................................................................................... 16-80
Display Range.............................................................................................................. 16-83
Multifunction Display (MFD) ..................................................................................... 16-84
ENGINE INDICATION SYSTEM (EIS) ........................................................................... 16-88
N1 (Turbine Speed) ...................................................................................................... 16-89
N1 REF......................................................................................................................... 16-90
Interstate Turbine Temperature (ITT)—Engine Start .................................................. 16-91
ITT—Engine Run ........................................................................................................ 16-91
N2 ................................................................................................................................. 16-91
Oil Pressure.................................................................................................................. 16-92
Oil Temperature ........................................................................................................... 16-93
Fuel Flow ..................................................................................................................... 16-93
Fuel Quantity ............................................................................................................... 16-93
Fuel Temperature ......................................................................................................... 16-94
Ignition Operating........................................................................................................ 16-94
MFD Navigation Format ............................................................................................. 16-94
Full-Time Displays ...................................................................................................... 16-96
FLIGHT CONTROL SYSTEM (FCS) ............................................................................... 16-99
General......................................................................................................................... 16-99
FGC-3000 Flight Guidance Computer (FGC)........................................................... 16-100
Servos ........................................................................................................................ 16-100

APP-85 Autopilot Panel ............................................................................................ 16-101

Flight Control Displays ............................................................................................. 16-103
Mode Select Panel (MSP) ......................................................................................... 16-108
Remote Switches ....................................................................................................... 16-120
Course/HeadingPanel (CHP)..................................................................................... 16-127
PULSE EQUIPMENT ...................................................................................................... 16-128
KT-70 Transponders .................................................................................................. 16-128
KT-70 Control Panel ................................................................................................. 16-128
Distance Measuring Equipment ................................................................................ 16-130
RADIO ALTIMETER....................................................................................................... 16-131
Collins ALT-55B ....................................................................................................... 16-131
WEATHER RADAR......................................................................................................... 16-132
WXR-800 Weather Radar Overlay............................................................................ 16-132
Preflight Checks ........................................................................................................ 16-133
Operational Notes...................................................................................................... 16-134
Collins WXR-852 Weather Radar (Optional) ........................................................... 16-139
Lightning Detection System (Optional) .................................................................... 16-139
BEFORE USING THE SYSTEM..................................................................................... 16-140
Cautions and Warnings.............................................................................................. 16-140
Miscompare Warnings............................................................................................... 16-141
Second PFD Configuration........................................................................................ 16-142
No Comparator Flags ................................................................................................ 16-142
Alternate and Common (Reversion) Annunciation ................................................... 16-143
PFD Flags .................................................................................................................. 16-143
Static Discharge Wicks.............................................................................................. 16-148
FMS INTERFACES.......................................................................................................... 16-149
16-iv FOR TRAINING PURPOSES ONLY

Long-Range Navigation—KLN-900 with GPS Fault Detection

and Exclusion (FDE) (STANDARD) ..........................................................................16-149
Universal UNS-1K Flight Management System(Optional) ...................................... 16-154
Garmin GPS-400 (OPTIONAL)................................................................................ 16-161
HONEYWELL CAS66A TRAFFIC ALERT AND COLLISION
AVOIDANCE SYSTEM 1 (OPTIONAL) ........................................................................ 16-163
General ...................................................................................................................... 16-163
Operating Limitations................................................................................................ 16-165
SAFEFLIGHT N1 REMINDER (OPTIONAL) ................................................................ 16-166
General ...................................................................................................................... 16-166
Preflight ..................................................................................................................... 16-166
Before Takeoff........................................................................................................... 16-167
In Flight ..................................................................................................................... 16-167
Landing...................................................................................................................... 16-167
Safeflight N1 Reminder Normal Procedures ............................................................. 16-167
Safeflight N1 Reminder Operating Limitations......................................................... 16-168
HONEYWELL AMETEK AM-250 DIGITAL
ALTIMETER WITH AIR DATA COMPUTER .................................................................16-168
General ...................................................................................................................... 16-168
REDUCED VERTICAL SEPARATION MINIMUM (RVSM) ....................................... 16-170
Required Equipment.................................................................................................. 16-170
RVSM Operations Authorized .................................................................................. 16-171
RVSM Normal Procedures ........................................................................................ 16-171
Special Use Airspace................................................................................................. 16-171
RVSM Preflight Planning.......................................................................................... 16-173
COCKPIT SPEAKER AUDIO INHIBIT SWITCH (OPTIONAL) ................................. 16-173
FOR TRAINING PURPOSES ONLY 16-v

General ...................................................................................................................... 16-173

Normal Procedures .................................................................................................... 16-173
HONEYWELL ENHANCED GPWS (OPTIONAL) ....................................................... 16-174
Operating Procedures ................................................................................................ 16-176
Emergency Procedures .............................................................................................. 16-177
Abnormal Procedures ................................................................................................ 16-178
Normal Procedures .................................................................................................... 16-181
SKYLIGHT AVIONICS CDI-500 COURSE DEVIATION
INDICATOR (CDI) (OPTIONAL) .....................................................................................16-182
General ...................................................................................................................... 16-182
System Annunciators................................................................................................. 16-182
Navigation Operational Approvals ............................................................................ 16-183
AVIONICS DISPATCH SWITCH (OPTIONAL) ............................................................ 16-183
General ...................................................................................................................... 16-183
CJ2 COLLINS PRO LINE 21 EFIS QUESTIONS .......................................................... 16-184
CJ2 FLIGHT MANAGEMENT SYSTEMS QUESTIONS ............................................. 16-186
16-vi FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
16-1 Standard Instrument Panel—Single PFD............................................................... 16-3
16-2 Optional Instrument Panel—Dual PFDs ................................................................ 16-3
16-3 Primary Flight Display (PFD)................................................................................ 16-4
16-4 Multifunction Flight Display (MFD) ..................................................................... 16-5
16-5 Copilot Standard Airspeed Indicator...................................................................... 16-6
16-6 Altimeters............................................................................................................... 16-6
16-7 Magnetic Compass ................................................................................................. 16-8
16-8 Flight Hour Meter .................................................................................................. 16-8
16-9 Standby Attitude Indicator ..................................................................................... 16-8
16-10 Copilot Standard Attitude Indicator—Smith’s....................................................... 16-9
16-11 Standby or Copilot Standard HSI........................................................................... 16-9
16-12 Standby Airspeed Altimeter Indicator ................................................................. 16-10
16-13 Angle-of-Attack Indicator and Indexer ................................................................ 16-11
16-14 AOA Vane ............................................................................................................ 16-11
16-15 Davtron Digital Clock.......................................................................................... 16-12
16-16 AlliedSignal CNI-5000 Consolidated Control Panel ........................................... 16-14
16-17 HF COMM KFS-594 Control (Optional) ............................................................ 16-19
16-18 HF COMM KCU-951 Control (Optional) ........................................................... 16-20
16-19 AERO-M-TT-5621A Handset—TT-3000AERO-M System ............................... 16-22
16-20 Audio Control Panel ............................................................................................ 16-23
16-21 A-200S Cockpit Voice Recorder (Optional) ........................................................ 16-24
16-22 Airspeed Scale ..................................................................................................... 16-26
16-23 Low-Speed Cues with AOA Displays.................................................................. 16-27
FOR TRAINING PURPOSES ONLY 16-vii

16-24 Overspeed Cue Displays ...................................................................................... 16-28

16-25 Autopilot Speed Bug Display and Controls......................................................... 16-30
16-26 Altitude Display and BARO Control ................................................................... 16-31
16-27 Standby Altimeter ................................................................................................ 16-32
16-28 Barometric Altitude Information—Failed ........................................................... 16-32
16-29 Selected AltitudeDisplay and Controls................................................................ 16-33
16-30 Vertical Speed Display......................................................................................... 16-35
16-31 Vertical Speed Display and Control..................................................................... 16-35
16-32 Attitude Heading System Controls ...................................................................... 16-37
16-33 AHRS Initialization ............................................................................................. 16-37
16-34 Slip-Skid Display ................................................................................................. 16-44
16-35 MAINT, ENABLE and OIL TEMP DISPLAY–STBY Switches........................ 16-45
16-36 Display Control Panel—Standard DCP-102 Version .......................................... 16-45
16-37 Display Control Panel—Optional DCP-002 Version........................................... 16-46
16-38 Primary Flight Display (PFD) or Adaptive Flight Display (AFD) ...................... 16-49
16-39 REV to PFD–MFD Selector ................................................................................ 16-50
16-40 Display Control Panel (DCP) REFS Button
and PUSH–MENU–ADV Buttons.........................................................................16-51
16-41 REFS Menu—Setting Takeoff and Landing V-Speeds........................................ 16-53
16-42 Radio Altitude—During Takeoff at 100 Feet AGL ............................................. 16-67
16-43 PFD/MFD Rose Format ....................................................................................... 16-70
16-44 PFD/MFD Arc Format ......................................................................................... 16-71
16-45 PFD/MFD FMS Map Format (Present Position) ................................................. 16-71
16-46 MFD Optional TCAS 1 Format (If Installed) ...................................................... 16-73
16-47 MFD FMS Plan Map (True North Up) ................................................................ 16-73
16-48 MFD FCS Diagnostics Format (Diagnostics Switch On).................................... 16-74
16-viii FOR TRAINING PURPOSES ONLY

16-49 PFD in Rose Format............................................................................................. 16-74

16-50 Pilot and Copilot Course Heading Panels Controls ............................................. 16-76
16-51 PFD in Arc Format............................................................................................... 16-76
16-52 PFD NAV/BRG Page ........................................................................................... 16-77
16-53 Lateral Deviation Attitude Display ...................................................................... 16-78
16-54 Bearing Pointers (Sheet 1 of 2)............................................................................ 16-81
16-55 Multifunction Display (MFD).............................................................................. 16-86
16-56 MFD—FMS1/FMS2............................................................................................ 16-87
16-57 MFD—PREV/NEXT........................................................................................... 16-88
16-58 Engine Indicating System (EIS)........................................................................... 16-89
16-59 MFD—Expanded EIS Display ............................................................................ 16-90
16-60 Oil Display ........................................................................................................... 16-92
16-61 FMS Plan Map ..................................................................................................... 16-95
16-62 DCP TILT–RANGE Knob................................................................................... 16-96
16-63 Map Flap .............................................................................................................. 16-96
16-64 MFD—Wind Display........................................................................................... 16-97
16-65 PFD NAV/BRG Source Selection using DCP and PFD LSKs ............................ 16-98
16-66 MFD Full-Time Display—Lower Edge............................................................... 16-98
16-67 FCS Mode Messages ......................................................................................... 16-104
16-68 FCS Mode Annunciator Locations .................................................................... 16-105
16-69 MSP-85 Mode Select Panel ............................................................................... 16-109
16-70 Roll Hold Mode ................................................................................................. 16-109
16-71 Half-Bank Mode................................................................................................. 16-111
16-72 ROLL and PTCH Basic Mode ........................................................................... 16-113
16-73 Takeoff Modes ................................................................................................... 16-114
16-74 GA Button.......................................................................................................... 16-114
FOR TRAINING PURPOSES ONLY 16-ix

16-75 After Takeoff, HDG Control and Display.......................................................... 16-114

16-76 Flight Level Change Airspeed Mode ................................................................. 16-115
16-77 APP Pitch Wheel................................................................................................ 16-115
16-78 Localizer Straight-in Approach Display ............................................................ 16-115
16-79 VOR Radial to a VOR Display .......................................................................... 16-116
16-80 VOR Approach Display ..................................................................................... 16-117
16-81 ILS Approach Display ....................................................................................... 16-118
16-82 Localizer Back-Course Approach...................................................................... 16-119
16-83 FMS Approach Display ..................................................................................... 16-119
16-84 Autopilot Panel—Standard Single PFD (APP-85-227)..................................... 16-122
16-85 Autopilot Panel—Optional Dual PFD (APP-85-223) ........................................ 16-122
16-86 Autopilot Controls and Indications.................................................................... 16-123
16-87 Autopilot—Disconnect Controls ....................................................................... 16-124
16-88 Autopilot—Pitch and Roll Controls .................................................................. 16-125
16-89 Course HeadingPanel (CHP-3000).................................................................... 16-127
16-90 Course Knob Panel (CKP)................................................................................. 16-128
16-91 KN-574 DME Indicator..................................................................................... 16-130
16-92 Collins WXR-800 Weather Radar Overlay Display .......................................... 16-133
16-93 Weather Radar Display ...................................................................................... 16-136
16-94 PFD with Lightning Data Display ..................................................................... 16-140
16-95 PFD Yellow Display Messages.......................................................................... 16-141
16-96 PFD Flags .......................................................................................................... 16-143
16-97 PFD Display with Failed MFD.......................................................................... 16-145
16-98 PFD/MFD in Compressed Format..................................................................... 16-146
16-99 PFD–NORM–MFD Reversion Switch .............................................................. 16-146
16-100 Static Wicks—Wing .......................................................................................... 16-148
16-x FOR TRAINING PURPOSES ONLY

16-101 Static Wicks—Rudder ....................................................................................... 16-149

16-102 KLN-900 GPS ................................................................................................... 16-150
16-103 UNS-1K Display................................................................................................ 16-155
16-104 Message Display................................................................................................ 16-158
16-105 DCP Range Knob .............................................................................................. 16-163
16-106 Honeywell CAS66A TCAS 1 (Optional) .......................................................... 16-164
16-107 TCAS 1 Display on Arc or FMS Map Pages on PFD/MFD.............................. 16-164
16-108 SafeFlight Reminder Displays........................................................................... 16-167
16-109 Honeywell-AmetekAM-250 Altimeter.............................................................. 16-168
16-110 Terrain Display Control ..................................................................................... 16-176
16-111 EGPWS Controls and Display........................................................................... 16-182
TABLES
Table Title Page
16-1 Speed Reference................................................................................................... 16-51
16-2 FMS Messages ..................................................................................................... 16-85
16-3 PFD Lateral Modes............................................................................................ 16-106
16-4 PFD Flight Guidance Vertical Modes................................................................ 16-107
16-5 PFD Couple Arrows........................................................................................... 16-107
16-6 WXR-800 Color Display versus Rate of Rainfall ............................................. 16-135
16-7 PFD Flags .......................................................................................................... 16-144
16-8 TCAS Traffic Advisory Annunciations (TA) .................................................... 16-166
16-9 EGPWS Aural Warnings, Cautions, and Advisories ......................................... 16-175
16-10 Terrain Map Enhanced Modes........................................................................... 16-175
16-11 Basic GPWS Modes .......................................................................................... 16-177
16-12 Enhanced GPWS Modes.................................................................................... 16-177
FOR TRAINING PURPOSES ONLY 16-xi

16-13 Basic GPWS Modes—Function of Radio Altitude ........................................... 16-179

16-14 Enhanced Ground Proximity Alerts................................................................... 16-180
16-15 Advisory Callouts—Mode 6.............................................................................. 16-180
16-xii FOR TRAINING PURPOSES ONLY

FlightSafety
international
CHAPTER 16
AVIONICS
INTRODUCTION
The Citation CJ2 avionics include flight instrumentation, flight guidance, communication/nav-
igation, pitot-static system, and the static discharge wicks. Specific avionics may vary with cus-
tomer preference and few optional avionics items are available. The user should consult the
applicable supplements in the AFM, Section III of the Airplane Operating Manual, and vendor
manuals for detailed information on avionics systems.
FLIGHT EFIS displays on the pilot instrument panel.

The IAPS is a completely integrated dual fail-
INSTRUMENTATION (SNs passive autopilot/flight director and display
system with wraparound and crosstalk pro-
0001 AND SUBSEQUENT) tection. Conventional electrical/mechanical
flight instruments are located on the copilot
GENERAL instrument panel. The standard avionics pack-
age includes dual audio control panels, dual
The flight instrument configuration consists VHF COMM transceivers, dual NAVs, ADF,
of Collins Pro Line 21 integrated avionics DME, dual transponders, autoflight system,
processing systems (IAPS), that includes dual and weather radar.

The Citation CJ2 is equipped with Collins Pro • Course knob panel (CKP)
Line 21 electronic flight instrument system
• Autopilot panel (APP)
(EFIS). The standard Collins installation
(Figure 16-1) has a single primary flight dis- • Only connects on the left to the pilot
play (PFD) with Collins digital air data com- flight guidance system (FGS)
puter (DADC) and a multifunction display
(MFD) on the pilot side. The copilot has round Copilot Side:
instruments, consisting of pneumatic airspeed,
altimeter and vertical speed, or the optional • Round instruments
RVSM altimeter is available with DADC. The
• Pneumatic airspeed
optional Collins installation (Figure 16-2) is
similar to the standard Collins installation on • Airspeed
the pilot side with PFD and MFD, but on the
• Altimeter
copilot side, the round gages are replaced with
PFD similar to the pilot PFD with associated • V/S
equipment and adds a second Collins air data
computer, good for RVSM operations. Only an • Optional RVSM digital altimeter
LOA, proving runs, and operating manual are with ADC (AM250)
needed for RVSM.
• Right AHS
The standard Collins installation (Figure 16-1) The standard system has switching for AHRS
includes the following: reversion right to left only and no ADC re-
version. If the PFD or MFD display fail, a re-
Pilot Side: version switch allows reverting all data to the
remaining good display in a compressed for-
• PFD or adaptive flight display (AFD) mat including the engine instrument display,
• Mode select panel (MSP) ADI, and HSI.
• Display control panel (DCP) The optional Collins installation (Figure 16-2)
• MFD or adaptive flight display (AFD) includes the following:
• PFD/MFD dimmer switch Pilot Side:

• Flight guidance system (FGS)
• S a m e a s t h e a b ove - l i s t e d s t a n d a r d
• Radio altimeter system (RAS) installation
• Weather radar system (WXR) Pedestal:
• Left attitude heading system (AHS)
• Same as the standard, except the au-
• Left digital air data computer (DADC) topilot panel can connect to the pilot or
copilot FGS
Pedestal:
Copilot:
• FMS:
• PFD (AFD)
• KLN-900
• MSP
• UNS1K • DCP
• GNS-X LS • Course knob panel (CKP)
• PFD dimmer switch
• KLN-90B
• Right ADC

xoxo x oxoox
xoxoxx xoxoxx xoxoxx
OCWO xoxoxxoo oxxoo

300 320
280
M
0
40 9 0 1
ALT
CODE
260 A 60 OFF Mb
.7
C
240 .6 H
80 8 1013
2
xoxo KNOTS
LNV1 AP ALTS 220 .5 100
300
17000 200 7
1000 FT
2992 3
.4
260 120 IO Mb HG
20 16000 4
4
180
160
140 6 5
2
240 OCWO
10 900
SE DEX
IN
T
1
20
220 15800
80
1
N1 % ITT °C 91.0 N2 % 91.5 FUEL QTY
10
200 700 2
1001 1000 LBS
I I 1500
G 900 G OIL PSI OIL °C
20 4 100
180 600 xoxo oxo N N
800
M.456 90 1000
3D
HDG 340 33 340 N 29.92 70
700
32 32 130 130 500
FMS1 50
DTK 350 30 600
30 FUEL FLOW
KCID 400
3
95.0 NN 93.2 94.9 200 1050 PPH 1100 690 650
200 FORMAT >
100 3D HDG 340

340
< PRESET RDR
VDR1 VX FMS1
T-1.5
xoxo x oxoox DTK 350 30
KCID
3
95.0 NN
200 FORMAT >
BRT
100
DIM < PRESET RDR
VDR1 VX
T-1.5
GS 254 TAS 250 RAT–15°C SAT–12°C JSA–5°C
BRT
DIM
Figure 16-1. Standard Instrument Panel—Single PFD
xoxo x oxoox
OCWO OCWO xoxoxxoo oxxoo
xoxo xoxo
LNV1 AP ALTS LNV1 AP ALTS
300
17000 300
17000
260 260
20 16000 4 20 16000 4
2 2
240 OCWO 240
10 900 10 900
1 1
20 20
220 15800
80
220 15800
80
1 1
N1 % ITT °C 91.0 N2 % 91.5 FUEL QTY
10 10
200 700 2
1001 1000 LBS 200 700 2
I I 1500
20 4 100 20 4
180 600 xoxo oxo N N 180 600 xoxo oxo
800
M.456 90 1000 M.456
3D 3D
HDG 340 33 340 N 29.92 70 HDG 340 33 340 N 29.92
700
32 32 130 130 500
FMS1 50 FMS1
DTK 350 30 600 DTK 350 30
30 FUEL FLOW
KCID 400 KCID
3
95.0 NN 93.2 94.9 200 1050 PPH 1100 690 650 95.0 NN
200 FORMAT > 200 FORMAT >
100 3D HDG 340 100

340
< PRESET RDR < PRESET RDR
VDR1 VX FMS1 VDR1 VX
T-1.5
xoxo x oxoox DTK 350 30 T-1.5
xoxo x oxoox
KCID
3
95.0 NN
200 FORMAT >
BRT
100 BRT
DIM < PRESET RDR DIM
VDR1 VX
T-1.5
GS 254 TAS 250 RAT–15°C SAT–12°C JSA–5°C
BRT
DIM
Figure 16-2. Optional Instrument Panel—Dual PFDs

The optional system has switching for AHRS COLLINS
and ADC reversion in both directions. Both

standard and optional systems include the
AlliedSignal CNI-5000 radio stack. LNV1 AP ALTS
17000
300
260
20 16000 4
Other optional equipment includes the 240
10 900
2
BFGoodrich WX-1000E lightning detection 20

1
220 15800
system. It can be turned on and off by the radar 80
1
line-select key (LSK) on the PFD or MFD. 200
10
700 2
20 4
180 600
M.456
Should the pilot primary flight instruments 30
HDG 340 33 340 N 29.92
fail, the copilot secondary instruments are avail- FMS1

DTK 350 30
able. The copilot pitot-static system is con- KCID
3
95.0 NM
nected to the emergency bus. Should the pilot
and copilot instruments fail or the loss of nor- 200 FORMAT >
mal DC occur, the standby instruments on the 100

< PRESET RDR
upper center instrument panel are available to VOR1 WX
T–1.5
either pilot, providing 30-minute navigation
for descent and landing when the battery switch
is placed in EMER position. The standby in-
struments include a self-powered attitude in- BRT
dicator, pneumatic combined altimeter/airspeed DIM
indicator, emergency-bus-powered left and Figure 16-3. Primary Flight Display (PFD)
right N 1 LCD rpm and emergency-bus-pow-
ered horizontal situation indicator (HSI). On the MFD (Figure 16-4), the upper portion
of the screen displays the engine indication
ELECTRONIC FLIGHT system. The lower portion displays a rose,
arc, FMS map, or FMS plan map format as se-
INSTRUMENT SYSTEM (EFIS) lected by the pilot. The area on either side of
The upper portion of the PFD (Figure 16-3) the rose, arc, or map format is used to display
displays the basic T flight instruments: an at- a lateral navigation data field, a weather radar
titude director indicator (ADI), altitude scale, mode field, and selected menu fields. A data
airspeed scale, and vertical speed scale. In line is displayed along the bottom of the MFD
addition, flight control system mode infor- display with groundspeed, true airspeed, and
mation is displayed in the area above the ADI, temperature readouts. Normal control, re-
and radio altitude data is shown on the attitude version, and warning annunciations also are
display. The lower portion of the PFD screen displayed. Like the PFD, the MFD can be
is used to display a rose, arc, or optional FMS pilot-configured as a combined PFD/MFD to
MAP navigation format as selected by the serve as a backup in the event of PFD failure.
pilot. Weather radar and lightning symbology
can be overlayed on the ARC or MAP format. Line-select keys on both the PFD and MFD
The area on either side of the rose, arc, or map provide the primary pilot interface. Control
format is used to display a lateral navigation of the basic display formats is via the bezel-
data field, a weather radar mode field, system mounted line-select keys located on each dis-
messages, and selected menu data. Normal play. Control of the radar, navigation sources,
control, reversion, and warning annuncia- bearing pointers, speed and altitude refer-
tions are also displayed. The PFD can be pilot- ences are via the line-select keys. Control of
configured as a combined PFD/MFD to serve the course, selected heading, and selected al-
as a backup in the event of multifunction dis- titude is via the course/heading panel (CHP).
play (MFD) failure. In the optional second-PFD configuration, an
autopilot transfer button is provided.

FlightSafety
international
COLLINS
tem and the Mach airspeed warning are pro-
vided by the Pro Line 21 avionics system via
the air data computer.
N1 % ITT °C 91.0 N2 91.5 FUEL QTY
% LBS
1001 1000
2000
I I
100
90
N 800 N 1500
1000
AIRSPEED AND ALTIMETER
INDICATIONS
70
700
50 500
600 12°C 12
30 FUEL
400
93.2 94.9 200 1050 PPH 1100 1220 1210
Altitude and airspeed data to the primary flight
displays (PFDs) is provided by information
30 HDG 340
generated through the Rockwell Collins ADC-
33 340 N
FMS1
3000 air data computer, which is transmitted
DTK 350
KCID
30
3
in digital form to the PFDs. This information
95.0 NM is then presented in color on the display in the
200 FORMAT >
PFDs. The ADC-3000 processes the follow-
100 ing air data: pressure altitude (uncorrected),
< PRESET
VOR1
RDR
WX
barometric corrected altitude, barometric pres-
T–1.5
sure, total pressure, static pressure, vertical
speed, airspeed (IAS/CAS), Mach, maximum
speed (VMO /M MO ), true airspeed, total air
GS 254 TAS 250 RAT–15°C SAT–12°C ISA–5°C
BRT
temperature, static air temperature, and ISA
DIM delta temperature.
Figure 16-4. Multifunction Flight The indicated airspeed display is to the left of
Display (MFD) the attitude display on the primary flight dis-
play. The display consists of a “rolling digit”
PITOT-STATIC window in the center of an airspeed vertical
tape. The resolution of the rolling digits is
The model 525A Citation CJ2 is equipped one knot. The moving vertical tape moves be-
with separate pilot-static systems, located on hind the window and displays digital airspeed
the left and right sides of the aircraft. For the at 20-knot intervals, with the larger numbers
two-display system, the left side pitot tube at the top of the scale. The range of the airspeed
supplies pressure to the air data computer that, scale is 40 to 450 knots, with tick marks at 10-
after converting the data into digital infor- knot intervals.
mation, forwards the data through the system
to the pilot primary flight display. The pitot
tube on the right side of the aircraft supplies Copilot Standard
pressure to the copilot airspeed indicator. In Airspeed Indicator
the optional three-display system, pitot pres-
sure from the tube of the right side of the air- The airspeed indicator (Figure 16-5) has a set
craft serves the copilot air data computer. The index knob with an airspeed bug that can be
copilot right pitot-static system is powered rotated 360° around the face of the indicator.
by emergency bus power. Maximum speed limit (VMO /M MO ) is indi-
cated by a red and white slashed barber pole,
Two static ports are located on each side of the and there is an overspeed switch.
aircraft, providing a static source for the pilot
air data computer. The other port on each side Four finger-adjustable plastic airspeed bugs
provides a static source for the copilot air- make handy references and may be moved
speed indicator, altimeter, instantaneous ver- around the instrument bezel to set V 1 (red), V 2
tical speed indicator, and the cabin differential (green), V 2 + 10 (yellow), and V ENR (white)
pressure gage. The gear warning airspeed sys- in the takeoff phase. Normal plastic bugs have
a point at the middle of the tip. Some aircraft

300 320
280
M
0
40
CODE
9 100
0 FT
1
260 A 60 OFF
ALT Mb
.7
C
240 .6 H
80 8 1013
2
KNOTS
220 .5 100
200 7
1000 FT
2992 3
.4
120 IO Mb HG
180 140 6 4
160 5
SE DEX
IN
T
Figure 16-5. Copilot Standard Figure 16-6. Altimeters

Airspeed Indicator
vides altitude information to the No. 1
have the optional red and green plastic bugs,
transponder and the copilot altimeter provides
which allow them to be pushed together to
like data to the No. 2 transponder. The two al-
look like one bug with one tip because V 1 and
timeter transponder combinations work in
V R are often the same speed. The point of these
pairs and the encoding altimeters are not
red and green bugs is at the inboard edge. In
switchable. When XPDR 1 is selected on the
the approach phase, the bugs are set to V REF
XPDR 1/XPDR 2 switch, located on the con-
(red), V APP (green), V REF + 10 (yellow), and
solidated control panel, traffic control and al-
V ENR (white). The plastic bugs may be in-
titude information will be supplied by the No.
stalled/removed through a slot at the top of
1 transponder and altitude information is pro-
the instrument bezel on the pilot and copilot
vided by the air data computer. If XPDR 2 is
airspeed indicators. The set index bug allows
selected, transponder No. 2 and the copilot
for a possible fifth bug to be set. However, you
altimeter will supply the data. If altitude (mode
use the colored airspeed bugs and consistently
C) data transmission to air traffic control is
fly and train the same to avoid confusion.
lost, it will be necessary to select the opposite
transponder.
The copilot airspeed indicator operates from
uncorrected pitot-static inputs.
The altimeter is equipped with a red CODE
OFF warning flag that will show on the face
Encoding Altimeters of the altimeter if the transmission of altitude
data to its mated transponder fails. If the CODE
The copilot altimeter (single-PFD installa- OFF flag appears, the opposite transponder
tion) (Figure 16-6) is provided with a servoed should be selected. The encoding altimeter
drum/pointer display of barometrically cor- receives power from 5-ampere circuit breakers
rected pressure altitude. The barometric pres- (ENC ALT 1 and ENC ALT 2) on the right
sure is set manually with the baro-knob and is circuit-breaker panel.
displayed in both inches of mercury and mil-
libars on the baro-counters. Both altimeters are An amber altitude alert light (ALT) on the al-
encoding altimeters; the pilot altimeter pro- timeter bezel illuminates to provide a visual

FlightSafety
international
indication when the aircraft is within 1,000 feet 20 seconds, and red for valid data (1) from
of the preselected altitude and extinguishes 104.5 to 105.3% for 20 seconds or more, or (2)
when the aircraft is within 250 feet of the pre- equal to or more than 105.4%. The N 2 dis-
selected altitude. After capture, the light will play consists of the N 2 legend and the N 2 dig-
illuminate if the aircraft departs more than ital readouts. The two N 2 readouts are green
250 feet from the selected altitude and a warn- for valid data less than or equal to 99.3% and
ing tone or the voice annunciator will an- red for valid data equal to or more than 99.4%
nounce ALTITUDE. (100% = 41,200 rpm).
The ITT display shows the interstage turbine

VERTICAL SPEED INDICATOR temperature for each engine in degrees centi-
The copilot instantaneous vertical speed in- grade on a scale range from 100° to 1,050°C.
dicator indicates vertical velocity from 0 to The display consists of the ITT legend, ITT
6,000 feet per minute, either up or down. pointers, ITT scale, and ITT start limit bugs.
Operation of the flight instrument differs from The scale values (starting engine) are green if
conventional VSIs in that there is less time lag from 100° to 1,000°C, and red if from 1,002°
between aircraft displacement and instrument to 1,050°C. The scale values (engine running)
indication. Accelerometers sense any change are green if from 100° to 796°C, yellow if
in normal acceleration and displace the nee- from 798° to 820°C for less than 5 minutes and
dle before an actual pressure change occurs. red if (1) from 798° to 820°C for 5 minutes or
more, or (2) from 822° to 1,050°C.
ENGINE INSTRUMENTS The fuel flow display shows the fuel flow in
pounds per hour or kilograms per hour for each
The engine operating parameters of fan rpm, engine. The fuel quantity display shows the fuel
interturbine temperature (ITT), turbine rpm, quantity remaining for each engine in pounds
fuel flow, oil temperature, and oil pressure or kilograms. This consists of the fuel quan-
are monitored by the engine indicating system tity legend, the fuel quantity pointers, the fuel
(EIS) through a color display on the upper quantity scale, fuel quantity readouts, and fuel
screen segment of the center MFD. The EIS quantity units. The oil pressure display shows
consists of four identical data concentration the current oil pressure for each engine in
units. Of the four units, two are configured as pounds per square inch, while oil temperature
data concentrator units, receiving analog and is displayed on a scale from 0° to 140°C.
discrete data inputs from the engines and other
aircraft systems. The left and right data con-
centrator units output engine data to the re- MAGNETIC COMPASS
spective EFIS displays.
A standard liquid-filled magnetic compass
Engine data from the EIS is shown in either (Figure 16-7) is mounted above the glareshield.
normal or compressed format at the top of the
MFD. The fan (N 1 ) display consists of the N 1 FLIGHT HOUR METER
legend, N 1 pointers, N 1 scale and N 1 read-
outs. Two N 1 pointers (analog) are used with The meter (Figure 16-8), located on the copi-
the N 1 scale to show the current fan speeds for lot meter panel, displays the total flight time
the left and right engines. These pointers are on the aircraft in hours and tenths. The land-
white vertical bars that extend from the bot- ing gear squat switch activates the meter when
tom of the scale to the current N 1 value. The the weight is off the gear. A small indicator on
N 1 digital readouts show the current fan speeds the face of the instrument rotates when the
as numerical values (100% fan rpm = 17,245). hour meter is in operation. It is powered by the
The two N 1 readout values are green for valid FLT/HR circuit breaker on the left circuit-
data less than or equal to 104.4%, yellow for breaker panel by right-hand crossover power.
valid data from 104.5 to 105.3% for less than

30
20 20
10 10
O
F
F
10 10
20 20
PU
LL
TO
CA
GE
Figure 16-9. Standby Attitude Indicator

Figure 16-7. Magnetic Compass
gency battery pack, located in the nose avion-
ics compartment of the aircraft. If the aircraft
bus voltage falls below a minimum amount,
gyro power will be supplied from the battery
pack. The battery pack also provides emer-
gency instrument lighting for the standby gyro
and a second power source to AHRS 2 standby
power.
The battery pack is constantly charged by the

aircraft’s electrical system and should there-
fore be fully charged in the event of an elec-
Figure 16-8. Flight Hour Meter trical power failure. The gyro power switch
must be on for automatic transfer to battery
power to occur. The standby gyro will oper-
STANDBY ATTITUDE ate for a minimum of 30 minutes on battery
INDICATOR power. An amber POWER ON light next to the
STDBY GYRO switch illuminates when the
In both the two- and three-PFD instrument gyro is turned on and the aircraft’s electrical
panel configurations, the standby attitude in- system is not charging the emergency power
dicator (Figure 16-9) is located on the upper supply batteries. When the STDBY GYRO
right side of the center panel. The gyro nor- switch is held to the spring-loaded TEST po-
mally operates on 29-volt direct current (VDC) sition, a self-test of the battery and circuits is
power from the left system bus. It is powered accomplished. The green GYRO TEST light,
through a 5-ampere circuit breaker marked also next to the STDBY GYRO switch, will il-
STDBY GYRO on the left circuit-breaker luminate if the test is satisfactory and the bat-
panel. Power to the gyro is controlled by a tery is sufficiently charged. The gyro is caged
switch marked “STDBY GYRO/OFF/TEST,” by pulling the PULL TO CAGE knob.
located on the pilot switch panel. The gyro has
an emergency source of power from an emer-

Copilot Standard Attitude COPILOT (AND STANDBY)

Indicator (Smith’s) HORIZONTAL SITUATION
The copilot Smith’s attitude indicator (AI) INDICATOR
(Figure 16-10) is an electrically driven in- The standby horizontal situation indicator
strument that allows 360° of roll without tum- (HSI) (Figure 16-11) is a three-inch instrument
bling. The four-inch instrument is supplied located on the left side of the center instrument
attitude information by the copilot AHRS. panel. In the two-PFD standard panel config-
There is no flight director capability. uration, a second HSI is situated on the copi-
lot side of the panel. Dual glide-slope pointers
are provided, one on each side of the instru-
ment, without digital readouts of course or
distance.
CRS 360 175 HDG 360

10
A S
D 15 21
F 12
10 L 24
O E
20 C W
2 6
30
3 33
N
Figure 16-10. Copilot Standard Attitude

CRS HDG
Indicator—Smith’s S G
CR HD
Pitch attitude reference marks of 10°, 20°,

and 30° up and down are marked on the atti- Figure 16-11. Standby or Copilot
tude sphere. Bank angle increments of 10°, Standard HSI
20°, 30°, 45°, 60°, and 90° are provided. The
symbolic sky is blue and the ground is brown. The HSI displays compass heading, glide-
A conventional inclinometer is attached to the slope and localizer deviation, and aircraft po-
bottom of the instrument. sition relative to VOR radials. The compass
card is graduated in 5° increments, and a lub-
An ATT button on the lower left side of the in- ber line is fixed at the forward position.
strument case may be used to test the indica- Azimuth markings are fixed at 45°, 135°, 225°,
tor. Pressing and holding the ATT button will and 315° on the compass face. A fixed refer-
cause the indicator to assume a 30° right bank ence aircraft is in the center of the HSI, aligned
and 15° noseup attitude, which indicates longitudinally with the lubber line markings.
proper operation.
The heading cursor and course cursor are set
A red ATT warning flag will appear in the top by knobs located on the instrument. Once set,
of the instrument to warn of instrument power the heading and course cursors rotate with the
failure. The attitude indicator will operate compass card.
anytime the battery switch is in the BATT po-
sition and the avionics master switch is on.

FlightSafety
international
A heading flag (HDG) will appear in the in-

strument when the compass system is off, the
heading signal from the directional gyro be-
comes invalid, primary power to the indicator 0
is lost, or the error between the displayed head- 9 1
ing and the received signal becomes excessive. 000 2
The course knob sets the course cursor. The
course deviation bar, which forms the inner 7 3
MB ALT IN HG
segment of the course cursor, rotates with the 6 4 299 2
course cursor. Like the HDG cursor, the course
101 3 5
cursor rotates in its set position with the com-
pass card.
0 0 60
The course deviation bar moves laterally in the
HSI in relation to the course cursor. Course de- IAS
viation dots in the HSI act as a displacement BARO
reference for the course deviation bar. When
tracking a VOR, the outer dot represents 10°,
while on an ILS localizer, it represents 2.5°. Figure 16-12. Standby Airspeed
White TO–FROM flags point to or from a sta- Altimeter Indicator
tion along the VOR radial when operating on
a VOR. A red NAV warning flag comes into ANGLE-OF-ATTACK SYSTEM
view when power is off, when NAV informa-
tion is unreliable, or when signals from the The angle-of-attack system is powered by 29
NAV receiver are not valid. The copilot HSI volts direct current (DC) through a 5-ampere
can normally display only NAV 2 informa- circuit breaker on the left system DC bus. It
tion. An optional NAV 1/NAV 2 switch is incorporates a signal summing unit (com-
available and, if installed, is mounted adjacent puter), an angle-of-airflow sensing vane, a
to the copilot HSI. flap position sensor, an angle-of-attack indi-
cator, and an optional indexer (Figures 16-13
The copilot HSI (standard) is powered by the and 16-14). The angle-of-attack system acti-
HSI 2 circuit breaker on the right circuit- vates a stick shaker, located on the pilot con-
breaker panel by the right extension bus power. trol column, at a predetermined angle of attack.
The STDBY HSI is powered by emergency The stick shaker provides tactile warning of
bus power. Both the HSIs heading readouts are impending stall.
powered by AHRS 2 off the emergency bus.
The vane-type angle of airflow sensor, in-
cluding associated transducer, is mounted on
STANDBY AIRSPEED the right forward fuselage of the aircraft. The
ALTIMETER INDICATOR swept airfoil-shaped vane streamlines with
the relative airflow and the transducer sends
A combination standby airspeed altimeter in- a signal to the computer located in the right
dicator (Figure 16-12) is mounted on the in- console.
strument panel above the pilot multifunction
display (MFD). The instrument uses the right The flap position sensor provides a signal to the
electrically heated pitot-static source and re- computer, allowing compensation for any flap
quires no other electrical power other than position selected. The computer then provides
that which operates the altimeter vibrator, a signal to drive the AOA indicator (and EADI
which is supplied from the emergency DC Low Speed Awareness (LAA) display and op-
bus. An airspeed limit placard is located above tional indexer), which is accurate throughout
the standby indicator. the weight and CG range of the aircraft.

FlightSafety
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1.0
ANGLE OF .8
ATTACK
.6
.4
.2
Figure 16-13. Angle-of-Attack Indicator and Indexer
The yellow range (0.63 to 0.85) represents a cau-

tion area, indicating the aircraft is approach-
ing the critical angle of attack. The red arc
(0.85 to 1.0) is a warning zone that represents
the beginning of low-speed buffet, followed
by full stall. Stick-shaker activation for the
Citation CJ2 begins at a point between 0.80
and 0.95 on the angle-of-attack indicator, de-
pending on flap setting. If the angle-of-attack
system loses power or becomes inoperative for
other reasons, the needle will deflect to the top
of the scale and stow at a 1.0 indication. A de-
fault LAA setting will also be displayed if the
angle-of-attack system loses power.
Figure 16-14. AOA Vane An optional approach indexer, mounted on

the pilot glareshield, provides a “heads-up”
display of deviation from the approach refer-
The AOA indicator is a full-range type, cali- ence. The display is in the form of three lighted
brated from 0.1 to 1.0 and marked with red, yel- (red-green-yellow) symbols, which are used
low, and white arcs. The 0 represents a very low to indicate the aircraft angle of attack. High
angle of attack, whereas the 1.0 indicates the angle of attack is analogous to low airspeed;
aircraft has exceeded the critical angle of at- low angle of attack is analogous to high air-
tack and has stalled. The area from 0.1 to 0.57 speed. Illumination of the symbols is pro-
represents the normal operating range of the gressive as the aircraft angle of attack changes.
aircraft, except for approach and landing. The When the aircraft speed is on reference, the
white arc (0.57 to 0.63) covers the approach and center circle will be illuminated. As the speed
landing range with the middle of the arc. For decreases from reference (.6), the circle illu-
each flap configuration, 0.60 is calibrated to mination will dim and the top chevron illu-
represent 1.3 V S1 ; this equates to VAPP for 15° mination will increase until the top chevron is
flaps and VREF for 35° flaps. fully illuminated and the circle is extinguished.
As the angle of attack becomes high, the top
chevron will begin to flash.

FlightSafety
international
When the aircraft is accelerating from the on- in 24-hour format, and local time is 12-hour
speed reference, the illumination of the circle format. Pressing the SEL button sequentially
will dim and illumination of the bottom chevron displays GMT, local time, flight time, and
will increase until the circle is extinguished and elapsed time. The displayed mode is annun-
only the bottom chevron is illuminated. ciated GMT, LT, FT, and ET, as applicable,
under the time display window.
The top chevron points down, indicating that
the angle of attack must be decreased to elim- To set GMT or local time, select the desired
inate the deviation. The bottom chevron points function by pressing the SEL button.
up to indicate that the angle of attack must be Simultaneously press both the SEL and the
increased to eliminate the deviation. CTL buttons to enter the set mode. The tenths
of hours digit will start flashing and may be
The optional indexer is active anytime the incremented by pressing the CTL button. The
nose gear is down and locked. next digit is then selected by pressing the SEL
button, and similarly set by means of the CTL
button. When the last digit has been set, press
DIGITAL CLOCK the SEL button to exit the set mode. At that
The Davtron model M877 clock (Figure 16- time the clock will start running and the lighted
15) can be made to display four time functions: annunciator will resume flashing. When no
local time, Greenwich Mean Time (GMT), aircraft power is applied to the clock, the SEL
flight time, and elapsed time. Two versions of and CTL buttons will not operate.
the elapsed time function may be selected:
count up or count down. To use the clock as a stopwatch to time ap-
proaches, etc., select ET with the SEL button
and press the CTL button to start the timing.
M877 The clock will start counting elapsed time in
minutes and seconds up to 59 minutes and 59
CHRONOMETER seconds. It will then switch to hours and min-
utes and continue up to 99 hours and 59 min-
utes. Pressing the CTL button will reset the
elapsed time to zero.
To use the clock for an elapsed time countdown

GMT LT FT ET display, select ET for display and enter the set
SELECT CONTROL mode by pressing both buttons simultaneously.
A maximum countdown time of 59 minutes
SEL CTL and 59 seconds can be set. The time from which
it is desired to count is entered in the same man-
DAVTRON
ner as setting GMT or local time. When the last
digit is set, press the SEL button to exit the set
mode. Pressing the CTL button will start the
Figure 16-15. Davtron Digital Clock countdown. The display will flash when the
time reaches zero. After reaching zero, the ET
The clock has two control buttons: SEL (select) counter will count up. Pressing the CTL but-
and CTL (control). The SEL button is used to ton again resets ET to zero.
select the desired function and the CTL but-
ton to start and reset the selected mode. The flight time mode of the clock is enabled
by a ground-in-air landing gear squat switch
For normal operation, either local time or that causes the clock to operate anytime the air-
GMT may be selected. GMT is displayed only craft weight is off the landing gear. The flight
time may be reset to zero by selecting FT

FlightSafety
international
mode with the SEL button and holding down of a malfunction to the cooling fans. The FAN
the CTL button for three seconds. Flight time 1 annunciator monitors the top two fans and
is zeroed when the CTL button is released. A will illuminate if one or both of those fans
total of 99 hours and 59 minutes can be shown. fail. The FAN 2 annunciator will illuminate if
the lower cooling fan fails.
A flight time alarm mode is provided, which
will flash the clock display when the desired
flight time is reached. To set the alarm func- VHF COMMUNICATION
tion, select FT with the SEL button and enter TRANSCEIVER
the set mode by pressing both buttons simul-
taneously. Enter the desired alarm time in the Dual KY-196A transceivers and controls are
identical manner that GMT or local time is set. mounted at the top of the consolidated control
When flight time equals the alarm time, the dis- panel (Figure 16-16), located on the center
play will flash. If FT is not being displayed instrument panel. Each radio is a very-high-
when the alarm time is reached, the clock will frequency (VHF) unit with a frequency range
automatically select FT for display. Pressing from 118.000 to 136.975 megahertz (MHz)
either the SEL or CTL button will turn off the with 25-kHz spacing. The frequency displays
alarm and reset the alarm time to zero. Flight are self-dimming seven-segment gas discharge
time is unchanged and continues counting. digital readouts. During ground operation,
radio transmissions can be blocked by sur-
The clock display may be tested when power rounding terrain or structures. This may pos-
is on the aircraft by holding the SEL button sibly be overcome by using the other COMM
down for three seconds. The display will show because of aircraft antenna location. The
88:88 and activate all four annunciators. COMM 1 antenna is on the underside of the
fuselage and the COMM 2 antenna is on top
of the fuselage. When flying through dry pre-
cipitation, it is possible for static electricity
AVIONICS to build up and cause the VHF COMMs to au-
tomatically squelch to a point where reception
The standard avionics package includes dual range is greatly reduced. Disabling the auto-
audio control panels, dual VHF COMM matic squelch by pulling out the on/off/vol-
transceivers, dual NAVs, ADF, and DME, dual ume control (OFF PULL/TEST) knob will
t r a n s p o n d e r s , a u t o f l i g h t s y s t e m , a t wo - cause background static in the speaker or
display Rockwell Collins Pro Line 21 inte- headset, but normal reception range will be
grated avionics system, and a GPS long-range restored. Pushing the knob back in will restore
navigational system. Included as part of the the automatic squelch. If the headset micro-
autoflight system is altitude preselect, alti- phone fails to function properly, check the
tude alerting, and altitude reporting. An op- side console switch in MIC HEADSET, and
tional third flight display is available for the verify that the hand microphone is fully en-
Pro Line 21 system. gaged in its socket.
The two COMMs, two NAVs, two transpon-
ders, and single ADF receiver are mounted in KY-196A Controls
a stacked arrangement behind the consoli- The KY-196A control uses two digital read-
dated control panel, located in the center in- outs to display the controlling (USE) fre-
strument panel. Three fans cool the quency and a pilot selected preset (STBY)
communications rack; fans 1 and 2 (located in frequency. It has four modes of operation: fre-
the rack) cool the rack and fan 3 (located at quency mode, channel mode, channel pro-
floor level) cools the rack in the pedestal. The gramming mode, and direct tuning mode. The
FAN 1 and FAN 2 annunciators, located at the frequency mode of operation allows the pilot
top right of the panel, will illuminate to warn to tune a frequency in the standby frequency

FlightSafety
international
K
25 LL
USE STBY CHAN PU
COMM 1 PULL
CHAN
OFF TEST
FAN 1
PULL
25K
USE STBY CHAN
COMM 2 PULL
CHAN
OFF TEST
FAN 2
USE STBY
NAV 1 PULL
OFF ID
USE STBY
NAV 2 PULL
OFF ID
ANT
ET
USE STBY/TIMER
ADF VOL
FRQ FLT SET
ADF BFO ET RST
OFF
GND
TST ON
IDT SBY ALT
FL GND
OFF
XPDR 1 VFR
PUSH
GND
TST ON
IDT SBY ALT
FL GND
OFF
XPDR 2 VFR
PUSH
Figure 16-16. AlliedSignal CNI-5000 Consolidated Control Panel

FlightSafety
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display and then “flip-flop” the standby and changes the kHz portion. This smaller knob is
active frequencies by pressing the frequency designed to change the indicated frequency in
transfer (double arrow) button. The channel steps of 50-kHz when it is pushed in and in 25-
mode allows up to nine frequencies and the cor- kHz steps when it is pulled out. At either band
responding channel numbers to be recalled edge, the frequency will wraparound; thus it
from memory. During channel mode of oper- is not required to move completely across the
ation, the channel number is displayed in the frequency display in order to select a much
CHAN window, and rotation of either the small lower or higher frequency. In the frequency
or large knob will increase or decrease the mode of operation, the tuning knobs control
channel number and the corresponding fre- the frequency in the STBY window, which
quency in the STBY window, one channel at may then be transferred to the active (USE)
a time. The channel display will roll over at window by pressing the frequency transfer
either end of the corresponding channel se- (double arrow) button.
lection. The channel programming mode al-
lows the pilot to program desired frequencies The channel mode of operation is entered by
for use in the channel mode of operation. The momentarily pressing the CHAN button while
direct tuning mode is a backup mode that al- in the frequency mode. (Channel program-
lows frequency changes to be made directly ming mode is discussed below.) If there is no
into the active frequency display. The use activity for approximately five seconds, the
(USE) display is the left window and the radio will return to the frequency mode of op-
standby (STBY) display is the right window. eration. In this case, the channel frequency will
Dimming of the digital readouts is automatic be placed in the STBY window. The system
and is controlled by the background lighting. may also be returned to the frequency mode
Refer to Figure 16-16 for a depiction of the by pressing the CHAN button again before
COMM controls. five seconds have elapsed, and the status of the
frequency mode will remain the same as it
The KY-196’s “flip-flop” preselect feature was prior to entering the channel mode. When
enables the pilot to store one frequency in the CHAN is selected, the last active frequency
standby display while operating on another and will remain tuned and displayed in the USE
then interchange them instantly with the touch window. The last used channel number (1 to
of a button. Both the active (USE) and the 9) will be displayed in the CHAN window un-
standby (STBY) frequencies are stored in a cir- less no channels have been programmed; in
cuit component called EAROM (electrical al- which case the system defaults to channel 1 and
terable read-only memory) that provides a dashes are displayed in the STBY window.
nonvolatile storage of frequencies and pro- When either end of the display is reached, the
grammed channels, so that when the radio is display will roll over and start again at the re-
turned off and then back on, channel infor- spective end of the display.
mation is retained.
The CHAN button is pressed and held for three
When the transmitter is in operation, an illu- seconds to enter the channel programming
minated T will appear in the center of the dig- mode. The last used channel number will flash
ital display. in the CHAN window, and the last used active
frequency will remain displayed in the USE
window. Channel numbers from 1 through 9 can
Mode/Frequency/Channel then be selected by rotating either the small or
Selector large knob. Pressing the frequency transfer
In the frequency mode of operation the outer, button (double arrow) will cause the frequency
larger, selector knob of the two concentric associated with that channel to flash; the fre-
knobs located to the right of the display is quency select knobs will then change the fre-
used to change the MHz portion of the frequency as described in the frequency mode of
quency display; the smaller knob (PULL 25K) operation, above, with the exception that be-
tween the rollover points dashes are displayed.

FlightSafety
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To exit the channel programming mode, press frequency and a pilot-selected preset (STBY)
the CHAN button, or after twenty seconds of frequency. The displays are dimmed auto-
no programming activity, the system will au- matically by means of automatic photo sens-
tomatically exit the mode. ing. Dual concentric frequency select knobs
control the display. The larger (outer con-
To enter the direct tuning mode of operation, centric) knob increments or decrements the
the frequency transfer (double arrow) button MHz portion of the display in one-MHz steps.
must be depressed for more than two seconds. The small tuning knob (inner concentric) in-
The standby window frequency will disap- crements or decrements in 50-kHz steps. The
pear, and the window will remain blank; the frequency will roll over or under, as applica-
tuning knobs will then tune the active (USE) ble, at the end of the tuning band so that tun-
frequency directly. Increments, and decre- ing completely across the band to a much
ments of the tuning knobs will be as explained higher or lower frequency is not required.
in the frequency mode of operation, above.
Tuning of the NAV frequencies in normal
The KY-196 is also equipped with a stuck- mode of operation is done in the STBY win-
microphone indicator. If the mic switch re- dow and then “flip-flopped” into the USE win-
mains keyed for two minutes, the display will dow by pressing the frequency transfer (double
begin flashing and the transmitter will shut arrow) button. This allows the pilot to pretune
down, preventing jamming of the frequency. the desired frequency and then interchange
the old and new frequencies with a touch of a
button. The STBY window is then available for
VHF NAVIGATION RECEIVERS a new pretuned frequency.
Dual KN-53 navigation receivers provide
VOR, localizer, and glide-slope capability. The OFF PULL/ID knob operates as an
The receivers are mounted with other avion- on/off/volume control as well as a control for
ics navigation and communication (NAV/ selecting voice/code identification (ID), or
COM) equipment in the center of the consol- only code ID signals of VOR stations. Pulling
idated control panel, which is located on the the knob out allows the station identification
left side of the center instrument panel. The tone signals to be heard, as well as the station
controls/receivers of both NAV radios are one- voice announcements. Pushing it in will allow
piece units. only NAV voice signals to be heard. Rotation
of the knob allows volume control of the audio
Each system has 200 VOR/LOC operating fre- signals; complete counterclockwise rotation
quencies and 40 glide-slope frequencies. VOR turns off power to the NAV receiver.
and localizer (VOR/LOC) frequencies are
from 108.00 to 117.95 MHz. Glide-slope fre- Interface of the NAV receivers with other equip-
quencies are from 329.15 to 335.00 MHz. The ment that use and display NAV signals is also
localizer/glide-slope frequencies are paired discussed in the various parts of this section.
and are automatically tuned together. When the Controls and displays of the distance measur-
published localizer frequency is tuned, the ing equipment (DME), the copilot horizontal
glide-slope frequency is also tuned. Multiple situation indicator (HSI), and the pilot pri-
outputs drive the flight director, HSIs, RMI, mary flight display are discussed separately.
and autopilot. All the basic functions have a
built-in self-test. The pilot can select NAV 1 or NAV 2 on the
primary flight display by utilizing the line-se-
lect keys on the NAV SOURCE and BRG
KN-53 Controls SOURCE menus on the PFD. The NAV/BRG
button on the display control panel is used to
The KN-53 controls use two seven-digit gas
s e l e c t a n d d e s e l e c t t h e NAV a n d B R G
discharge displays for the controlling (USE)
SOURCE menus on the on-side PFD. The

FlightSafety
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available NAV sources are FMS1/FMS2 and and glide-slope pointer are removed from view
VOR1/VOR2 or LOC1/LOC2. The active NAV when a LOC is no longer the active NAV source.
source selection is displayed on the PFD in
color-coded text as on-side (magenta) or cross- Refer to Figure 16-16 for a depiction of the
side (yellow). Inactive source legends are dis- KN-53 NAV controls.
played in smaller white text.
The PFD displays the active lateral navigation KMR-675 MARKER BEACON
course and deviation information on the com- The KMR-675 marker beacon receiver system
pass rose and arc. Lateral navigation course is remotely mounted in the lower forward part
and deviation information is made up of a of the nose avionics compartment. The marker
course pointer, to/from arrow, lateral deviation beacon receiver provides marker beacon sig-
bar, and scale. The course pointer is a single- nals to the pilots through the marker beacon
bar arrow that points to the selected course. presentations on the pilot primary flight
display (copilot PFD optional) and the copi-
To change the NAV source, if the desired lot panel lights (STD). The marker beacon re-
source is the partner of a currently selected ceiver is in operation whenever the avionics
source, a single press of the adjacent line- power switches are on and power is available.
select key on the PFD will toggle the source They operate on a frequency of 75.00 MHz.
selection. If the desired source is an on-side
sensor located against a currently not active The annunciators in the pilots primary flight
sensor pair, a single press of the adjacent line- displays are part-time displays. A white box,
select key will select the desired source. A located in the left side of the ADI, identifies
second press of the same line-select key will the location of the marker beacon annuncia-
toggle to the cross-side source, if installed. The tor when a localizer frequency is tuned. The
NAV SOURCE menu is removed either by marker beacon is annunciated by the appro-
pressing the NAV/BRG pushbutton, or by priately colored letters: a blue 0 for outer
pressing LSK-R4 RETURN. marker, an amber M for middle marker, and a
white I for inner marker. The letters appear in
Selecting the active NAV source on the PFD the white box when the marker beacon re-
also automatically selects the distance mea- ceiver is activated. A marker beacon tone is
suring equipment (DME) display to that of transmitted to the audio control panel and will
the NAV selected. Since the AlliedSignal DME be heard in the speaker/headset, if selected. A
does not provide station identification, no 400-Hz tone is heard at the outer marker, a
identification is available when VOR or LOC 1,300-Hz tone at the middle marker, and a
is the active NAV source. The distance display 3,000-Hz tone for the inner marker.
provides distance information in nautical miles
to the station. Distance is associated with the The audio muting system (MKR MUTE) pro-
active NAV source, thus providing distance to vides the pilots with a method of temporarily
the next waypoint for FMS, distance to the cutting out the marker beacon audio. When
VOR/DME (or VORTAC) station for VOR, pressed, the marker beacon signal is muted for
and distance to the runway for LOC. Lateral approximately 30 seconds. The MKR MUTE
navigation information normally is color- switches (pushbuttons) are located on the
coded as on-side (green) or cross-side (yellow). audio control panels.
The vertical deviation scale on the PFD comes The marker beacon antenna is mounted under
into view between the attitude ball and the al- the fuselage abeam the main cabin entry door.
titude scale when a LOC is the active NAV System protection is from the MKR BCN cir-
source. The glide-slope deviation pointer is cuit breaker on the right circuit-breaker panel.
diamond shaped, and color follows the active
NAV source color. The vertical deviation scale

FlightSafety
international
KR-87 AUTOMATIC The BFO (beat frequency oscillator) mode is

selected by pressing in the BFO button on the
DIRECTION FINDER face of the control. BFO will then be annun-
The KR-87 ADF is a single-unit receiver/con- ciated. BFO mode is used to better identify
trol mounted in the consolidated control panel coded station identifier signals from stations
on the left side of the center instrument panel. that are unmodulated.
The digitally tuned automatic direction finder
system operates in the frequency range of 200 To perform a preflight or in-flight test of the
to 1,799 kHz. The KR-87 control panel uses ADF system, tune and identify a station with
two gas-discharge digital readouts to display a strong usable signal and select ADF mode.
the controlling (active) frequency and a pilot- The pointer should seek the station without
selected preset (STBY) frequency. The system hesitation. Wavering, hesitation, or reversals
is comprised of a receiver, a built-in elec- indicate that the station is too weak or that there
tronic timer, and a KA-44B combined loop is a system malfunction.
and sense antenna. The control of audio sig-
nals from the ADF is discussed under Audio
Control Panels in this section. Refer to Figure
Timer Operation
16-16 for a depiction of the ADF control panel. The flight timer incorporated into the ADF will
always be reset when the power to it is inter-
Power to the system is controlled by the rupted, either by the ON/OFF switch, the
ON/OFF/VOL knob on the control panel. avionics master switch, or the loss of power
Rotating the knob clockwise from the detented to the system. Flight time should be read be-
position applies power to the ADF. Rotation of fore shutdown for that reason. Flight time may
the control also adjusts audio volume. Control also not be accurate since it is time from elec-
of the frequency is by the two concentric knobs trical power on. The timer has two functions—
on the right side of the control panel. The inner flight time and elapsed time. Flight time and
knob controls the “1” digits when pulled out, elapsed time are displayed and annunciated al-
and the “10” digits when pushed in. The outer ternately by depressing the FLT/ET button on
concentric knob controls the 100 and 1,000 the control panel. The flight timer continues
digits up to a frequency of 1,799 kHz. When to count up until the unit is turned off. The
FRQ is annunciated in the display, the fre- elapsed timer may be set back to :00 by press-
quency select knobs control the tuning of the ing the SET/RESET button on the control
standby (STBY) window digits. Once tuned, panel. It will then start counting up again.
the standby frequency may then be inserted into Pressing the SET/RESET button will reset the
the active window by pressing the FRQ (dou- elapsed time whether it is being displayed or
ble arrow) button which will “flip-flop” the not. There is also a countdown mode in the
standby and active frequencies. elapsed time function. To enter the countdown
mode, the SET/RESET button is depressed
for about two seconds, or until the ET annun-
Operating Modes ciation begins to flash.
Two modes of operation are selected by the
ADF button (push-in, push-out) on the control When the annunciation flashes, it indicates
face. When the button is out, antenna (ANT) that the system is in ET set mode and a time
mode is selected and will be annunciated. of up to 59 hours and 59 minutes may be pre-
ANT mode provides improved audio signal set into the elapsed timer, with the concentric
reception for tuning and is used for identifi- knobs. The preset time will be displayed and
cation. In ANT mode, the ADF pointer will remain unchanged until SET/RESET is pressed
park at 90° to the aircraft heading. When the again, which will start the countdown from the
ADF button is in the depressed position, ADF preset time. When the timer reaches :00 it will
mode is selected and annunciated and relative begin to count up and the display will flash for
bearing will be indicated. about 15 seconds. While flight time (FLT) or

elapsed time (ET) modes are being displayed, increments, with 19 channel preset capability
the standby frequency is kept in memory. It in the HF band (2.0000 to 29.9999.9 MHz). It
may be called back by pressing the FRQ but- operates in AM and single sideband. Upper
ton, and then transferred to the active fre- sideband (USB) is normally used for sideband
quency by pressing the FRQ button again. operation, but lower sideband (LSB) is avail-
able where that mode may be used.
While FLT or ET is displayed, the in-use fre-
quency on the left side of the display may be In TEL (A3J) mode, any of the ITU telephone
directly changed by using the frequency select channels (401 through 2241) may be selected.
knobs, without any effect on the stored standby
frequency or the other modes. This feature is
useful when tuning for stations the exact fre- Control and Indicators
quency of which the operator may not know. All controls and indicators are located on the
radio set control, which is normally mounted
A second KR-87 ADF may be installed, in low and to the left on the copilot instrument
which case the first system is duplicated with panel. The smaller left-most knob controls
a second complete system, and operation of the power to the receiver/transmitter and con-
second ADF is identical to the first. If a sec- t r o l s t h e vo l u m e o f t h e r e c e ive d a u d i o .
ond ADF is installed, its bearing information Clockwise rotation turns the unit on and in-
may be displayed on the bearing needle on creases the volume.
the pilot or copilot HSI.
The larger left-most knob controls the thresh-
old of the received signal above which the
HF KHF-950 WITH KFS-594 audio is enable (squelch). Turning the knob
CONTROL (OPTIONAL) clockwise reduces the signal threshold (de-
The KHF-950 with KFS-594 control (Figure creases squelch).
16-17) is a 150-watt transceiver system that
provides 280,000 frequencies at 100-Hz The larger right-most knob selects the emis-
sion modes: LSB, lower sideband; USB, upper
sideband; AM, amplitude modulation; and
TEL (A3J, or ITU mode). When LSB, USB,
or AM is selected, the radio is set to the cor-
CH responding mode and a frequency is displayed
in the control head, which may be directly se-
M lected on one of the 19 user-programmable
H
Z channels. When TEL (A3J) is selected, the
radio is set to the corresponding mode and an
K ITU channel is displayed in the control head.
H S
Z T
O The smaller right-most knob, when pushed
in, moves the cursor (represented by a flash-
HF USB ing digit) from left to right. One push incre-
AM
VOL ments the cursor one digit to enable that digit
LSB TEL to be selected as required. When the small
OFF (A3J)
SQ knob is turned, it increments or decrements the
digit selected by the cursor.
HF The STO button is used to perform three sep-
arate functions: (1) When in the channel mode
(not in program mode—program mode is an-
Figure 16-17. HF COMM KFS-594 nunciated by the flashing dash adjacent to
Control (Optional)

FlightSafety
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the channel number), pressing and holding If the user desires to operate the radio in the
the STO button causes the control to display directly tuned mode without a channel num-
the letters TX and the tuned transmit fre- ber annunciated or a flashing dash, he may
quency while the receiver monitors the trans- tune the channel selector to zero and then
mit frequency. This enables the pilot to listen tune a frequency. The zero will disappear and
for signals on the transmit frequency of du- the annunciated frequency will be relocated.
plex channels; (2) If STO is pushed while the Other frequencies may not be selected in like
microphone is keyed, a 1,000-Hz tone is manner as long as a channel other than zero
broadcast, which may be used to break the is not selected.
squelch of some stations; (3) In the program
mode, selected by incrementing the cursor A photocell-activated dimming circuit adjusts
until the dash appears in flashing mode, the the brightness of the display to compensate for
selected frequency may be entered into the changes in the ambient light level.
channel appearing under the CH designation
on the display.
HF KHF-950 WITH KCU-951
In order to program any one of the 19 user- CONTROL (OPTIONAL)
programmable channels, proceed as follows:
(1) Select the channel to be programmed; (2) The KHF-950 with KCU-951 control (Figure
Step the cursor to the frequency digits, as de- 16-18) is a 150-watt transceiver that provides
scribed above, and set in the desired fre- 280,000 frequencies at 100-Hz increments,
quency. Changing the displayed frequency of with 99 channel preset capability in the HF
a programmable channel will automatically band (2.0000 to 29.9999 MHz). It operates in
place the control head in program mode, as in- AM and single sideband. Upper sideband
dicated by the flashing dash adjacent to the (USB) is normally used for sideband operation,
channel number; (3) Press STO to transfer but lower sideband (LSB) is available where
the frequency into the T/R unit receiver. The that mode is used.
flashing TX will appear in the upper right of
the display and the cursor will move to the Controls and Indicators
10/1-MHz digits; (4) Change the display to the
desired transmit frequency (if different from All controls and indicators are located on the
the receive frequency); (5) Press STO again. radio set control. A two-position FREQ/CHAN
When the transmit frequency is accepted, the switch in the upper right corner determines
letters TX and the cursor will disappear. the form of operation. The depressed position
establishes the channelized form of operation.
The flush positions provides direct frequency
USB
MODE FREQ CHAN
FREQ KHZ CHANNEL
PULL
ON
OFF
CLARIFIER SQUELCH VOLUME
STO PGM
Figure 16-18. HF COMM KCU-951 Control (Optional)

FlightSafety
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operation. A momentary MODE pushbutton upper sideband. AME allows communication

switch, next to the FREQ/CHAN switch, selects with the older AM or AME stations. AME
the mode of operation (AME or USB). This mode is not compatible with stations operat-
switch is not active during transmit. Frequency ing on USB. LSB mode is disabled.
or channel selection is controlled by two con-
centric knobs on the lower right of the panel. To tune the HF system antenna coupler to the
The outer knob is used for frequency selection frequency selected, rotate the VOLUME knob
and the inner knob for channel. Frequency out of the OFF detent. Receiver frequency
control is not functional when the will be displayed after approximately one
FREQ/CHAN switch is in the CHAN position. minute of warmup. Key the transmitter by mo-
mentarily pressing the microphone button.
FREQ/CHAN—Selects frequency or chan- The antenna coupler will tune automatically.
nelized mode of operation. The channel number will continue to be dis-
played; however, the frequency will be blanked
MODE—Selects LSB, AME, or USB mode until automatic tuning is complete. After tun-
of operation. Mode is displayed in lower part ing, adjust for desired squelch threshold.
of frequency display. During reception, adjust CLARIFIER control
for maximum signal clarity or the most natu-
PGM—Selects programming of frequency for ral sounding voice.
channelized operation.
STO—When pressed, stores selected fre- UNIVERSAL AERO-M SATCOM

quency for channelized operation. TELEPHONE SYSTEM
(OPTIONAL)
Tuning knobs—Two concentric tuning knobs
for selecting frequency display. Control chan- The optional Universal avionics/Thrane &
nel or frequency mode of operation as selected Thrane TT-3000 series Aero-M SATCOM sys-
by FREQ/CHAN switch. tem (Figure 16-19) provides one-channel
data/voice/fax telephone communications to
OFF/VOLUME—ON/OFF switch; volume the aircraft via the INMARSAT satellite net-
control when set is on. work. The Aero-M utilizes spot-beams for
voice and data services at 2,400 bits per sec-
SQUELCH—Controls squelch threshold. ond (bps), one-channel voice coding at 4,800
bps, fax 2,400 bps on two-wire RJ-11-type
CLARIFIER—Used for improving clarity of interface and can be interfaced with a per-
reception during SSB operation. sonal computer (PC) via a RS232 serial port
for data communication. The system utilizes
Channel frequency can be changed by use of an intermediate gain, mechanically steered
the PGM or STO switches on either side of the SATCOM antenna with an integrated GPS
concentric tuning knobs. An ON/OFF/VOL- navigational reference system to enable the
UME control applies power to the system and Aero-M antenna to locate and track commu-
controls volume. A SQUELCH knob provides nications satellites independent of aircraft
control of the squelch threshold. A pull/on navigation systems.
CLARIFIER knob is used for fine tuning up
to +250, –250 Hz and is active during receive The TT-5621A handset is the main user inter-
operation only. face of the Aero-M system. Handsets are located
both in the cockpit and cabin. The individual
USB is used for communication with other handset contains a keypad with 21 separate
stations operating in single sideband on the function keys, a built-in liquid crystal display

FlightSafety
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card is seated properly; then close the card door

and tighten the thumbscrew. The Aero-M sys-
tem utilizes a multi-level PIN code system to
limit access to maintenance and configura-
tion levels. Normal usage and operation of
2nd ABC
(GREEN) (RED) (YELLOW) (GREEN)

the system usually requires only PIN 1.
Exit OK
The following are the five dialing formats that
can be used to initiate a telephone call:
A
CIns Edit B
C
Del
2nd Mute
• Standard telephone numbers—Dialing a
telephone number by entering call pre-
1
Menu Lock
2abc
Area
3 def fixes, area codes, and number.
4 ghi
Fax R
5 jkl
Print
6m n o • Short codes (speed dialing)—Short
Data
codes are two-digit codes that corre-
7 pqrs 8 tuv 9wxyz spond to number addresses in the system
0 # phonebook.
*
• Handset to handset—If an auxiliary
handset is connected to the AUX/FAX
port, it is possible to call handset to
handset.
UNIVERSAL AVIONICS
Thrane & Thrane • Last number redial—The handset keeps
a list of the last 20 numbers dialed.
• Call handoff—Call handoff is like call
transfer on a standard telephone. If an
Figure 16-19. AERO-M-TT-5621A auxiliary handset is used, it is possible
Handset—TT-3000 to receive a call on either the number 1
AERO-M System or number 2 (AUX) handset and trans-
fer the call to the other handset.
(LCD) for operational and diagnostic readout,
four indicator LEDs, and a volume control. NOTE
The handset allows the user to utilize a menu
of operations that include placing and receiv- SATCOM reception may be inter-
ing calls, forwarding calls, saving and recall- rupted briefly during turns, due to
ing phonebook entries, viewing a phone log, and shadowing of the antenna by aircraft
monitoring system operations. structure. Continuing the turn or re-
ducing bank angle should restore
The Aero-M SATCOM system may require communication. A limitation re-
an INMARSAT SIM card inserted into the quires that the AERO-M SATCOM
satellite data unit before it will operate cor- telephone switch, located adjacent to
rectly. The SIM card contains system IDs and the ADF, must be selected to the
additional stored information (phonebooks). OFF position to remove power from
To insert the SIM card into the satellite data the AERO-M SATCOM system (in-
unit: (1) loosen the thumbscrew on the SIM cluding the antenna) during any ADF
card door (located on the front panel of the navigation (see Supplement 12 for
unit; (2) open the door and insert the SIM card further information).
into the slot with the gold contact pointing
toward the right; and (3) ensure that the SIM

FlightSafety
international
AIRCELL AGT.01 PHONE device), the operator must deter-

mine that the device will not cause
SYSTEM (OPTIONAL) interference with the navigation or
communication system of the air-
General craft on which it is to be used.
The AirCell AGT.01 phone system consists of
a transceiver, a handset in the cabin, a hand-
set in the cockpit, and an antenna. The AUDIO CONTROL PANELS
transceiver uses two separate internal
Two audio control panels (Figure 16-20) are
transceivers. One transceiver is used for op-
installed to provide individual audio selection
eration on the ground, and the other for oper-
by each pilot. Three-position switches
ation in the air. AirCell uses the aircraft squat
(SPKR–OFF–HDPH) enable all audio inputs
switch to determine whether the aircraft is on
to be selected to the speakers or headphones.
the ground or in the air. On the ground, the sys-
A two-position IDENT/VOICE switch is used
tem accesses common cellular phone stations.
i n c o n j u n c t i o n w i t h t h e NAV a n d A D F
In the air, the system communicates over a
switches to monitor either voice or coded
system of ground stations operated by AirCell.
identifiers. Two concentric MASTER VOL-
The phone call will be terminated when mak-
UME knobs control the headset or speaker
ing the transition between inflight and ground
volume of all selected audio sources. A
operation. The system has different phone
PASS–SPKR–VOLUME knob controls the
numbers for on ground and inflight operation.
output volume of the passenger compartment
Fax/data ports are supplied in the cabin and
speaker.
cockpit for use with user-supplied computers
or fax machines. See Supplement 14 for fur-
A rotary microphone selector switch has four
ther information.
standard positions. COMM 1 or COMM 2 con-
nects the microphone in use to the respective
NOTE VHF or HF transmitter. PASS SPKR allows for
Per FAR 91.21, prior to operating announcements to passengers through the
any laptop computer or fax machine cabin speakers, but in PASS SPKR position,
(or any other portable electronic the COMM 1, COMM 2, and HF AUDIO are
EMER/COMM 1 AUTO COMM ADF
PASS
SPKR
SEL 1 2 HF 1 2
HF
C DME NAV SPKR
O
M 2
M OFF
1
VOLUME 1 2 1 2
HDPH
IDENT MKR
PS H S
S AP D
P
P
T SK H K
SR R
VOICE 1 2 MUTE
Figure 16-20. Audio Control Panel

FlightSafety
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muted. The EMER/COMM 1 bypasses the The copilot audio panel is powered by the
audio amplifier, necessitating the use of a emergency bus, causing battery power to al-
headset to receive, and volume control is avail- ways be available to that panel when the BATT
able only at the radio. Transmitting remains switch is in any position except OFF. In the
normal from all microphone sources. An op- EMER position of the battery (BATT) switch,
tional audio control panel has a fifth position the audio normal/emergency relay relaxes and
to be used for the HF system, if installed. connects the pilot audio panel to the emer-
gency bus; thus, in case of loss of both gen-
A side tone control knob, which is concentric erators, both audio panels will continue to
to the passenger speaker volume control knob, operate with the battery switch in the EMER
is located on the lower left side of the audio position. COMM 1 transmit and audio will be
control panel. The side tone control allows operative and NAV 1 audio may be received.
the pilot and copilot to select individual side
tone volumes within certain limits. The side
tone cannot be completely removed; some A-200S COCKPIT VOICE
side tone will always remain. When the oper- RECORDER (OPTIONAL)
ator positions the control knob, side tone vol-
ume for all of the transmitters being operated An A-200S cockpit voice recorder system pro-
from the respective audio control panel, and vides a continuous 120-minute record of all
the interphone side tone, will be set. voice communications originating from the
cockpit as well as sounds from warning horns
A t h r e e - p o s i t i o n AU T O S E L s w i t c h and bells. The system is protected by a 5-
(SPKR–OFF–HDPH) automatically selects ampere circuit breaker located in the tail cone
the proper speaker or headphone to match the electrical junction box.
position of the rotary microphone selector
switch. All audio sources can be monitored at The sensitive microphone is located to the left
any time by use of the appropriate side of the fire tray. The system is energized
SPKR–OFF–HDPH switch, regardless of the when the battery switch is in the BATT posi-
microphone selector switch or the AUTO SEL tion. The control panel (Figure 16-21), nor-
switch positions. A MKR MUTE button, when mally located on the right instrument panel,
pressed, silences the marker beacon audio for contains a TEST button and an ERASE button.
approximately 30 seconds. System operation is checked by pressing the
TEST button. When the TEST button is held
A two-position switch on the control wheel has down for five seconds, illumination of the
a MIC position for keying the transmitters green light on the control panel indicates cor-
and INPH for interphone communication when rect functioning of the voice recorder system.
using the lip microphone or oxygen mask mi- Pressing the ERASE button for approximately
crophone. If a hand-held microphone is used, two seconds will cause the entire record to be
transmission is determined by the position of erased. Erasure can only be accomplished on
the microphone selector switch. the ground with the main entry door opened.
COCKPIT VOICE
RECORDER
HOLD
5 SEC
TEST HEADSET ERASE
Figure 16-21. A-200S Cockpit Voice Recorder (Optional)

The installation is equipped with a five-G position. It is impossible to disarm

switch that will activate anytime the aircraft the ELT by improper placement of the
is subjected to a 5-G force; this will disable cockpit (or transmitter) switches.
the system’s erasure mechanism until a reset
button on the G-switch is pressed. The switch
and the unit are located forward of the tail System testing is accomplished by placing
cone baggage compartment. the cockpit switch in the ON position, ob-
s e r v i n g s t e a d y i l l u m i n a t i o n o f t h e E LT
ACTIVATED WHEN LIT indicator light for
ARTEX LOCATOR BEACON the first three seconds and confirming audio
tone through a COMM radio tuned to either
The Artex 110-4 is a second-generation emer- 121.5 or 243.0 MHz. Once testing is com-
gency locator transmitter (ELT) system that plete, ELT must be reset.
transmits the standard swept tone signal on
121.5 and 243.0 MHz. The system consists of
an antenna mounted on top of the fuselage, a
transmitter and tray mounted in the tail cone AIR DATA
area, and a remote switch mounted on the in-
strument panel. When transmitting, the cock-
SYSTEM (ADS)
pit ELT ACTIVATED WHEN LIT light will The standard CJ2 air data system consists of
flash continuously. a single Collins ADC-3000 air data com-
puter (ADC). The air data system supplies
The transmitter is activated by one of the fol- data to the FCS (flight control system), AHS
lowing three methods: (attitude heading system), EFIS (electronic
flight instrument system), IAPS (integrated
• In the event of a crash (provided the avionics processor system), and navigation
transmitter has been securely mounted systems. The air data system provides data
and locked in its tray)
to the following:
• When the cockpit switch is placed in
the ON position 1. Airspeed (IAS/CAS)
• When the transmitter switch is placed in • Mach
the ON position • Maximum airspeed (V MO /M MO )
Once activated, the ELT must be reset using • True airspeed (TAS)
one of the following methods:
2. Altitude pressure (uncorrected)
• From the cockpit, place the switch to • Baro corrected altitude
the ON position. Ensure the ELT AC-
TIVATED WHEN LIT indicator light is • Barometric pressure (an echo of the
illuminated. Immediately place the received input)
switch to the ARM position. Ensure that • Total pressure
the light is extinguished. • Static pressure
• From the transmitter, place the switch to
the ON position, and then immediately 3. Vertical speed (altitude rate of change)
place the switch to the OFF position.
4. Temperature (on MFD or reverted PFD)
NOTE • Total air temperature (TAT)
Normal switch configuration is for • Static air temperature (SAT)
the transmitter switch to be placed in • ISA delta temperature
the OFF position and the cockpit
switch to be placed in the ARM

FlightSafety
international
The air data computer receives pitot tube and AIRSPEED, MACH, AND
static port pneumatic data, Collins air tem-
perature data, and IAPS inputs to compute the
AIRSPEED TREND VECTOR
air data parameters. The ADC is programmed The air data computer(s) provide displays of
with static source error correction (SSEC), as airspeed, Mach, overspeed, airspeed trend,
well as the aircraft’s maximum operating four pilot-selectable airspeed references for
speeds (V MO /M MO ), which it then uses to takeoff, and three references for landing
compensate for deficiencies in the aircraft (Figure 16-22).
static system when sending data outputs.
The altimeter setting (BARO) is selected with Airspeed

the BARO knob on the display control panel The PFD presents a vertical scale for the air-
(DCP). No other pilot control operation is re- speed indicator (ASI). Indicated airspeed is
quired. If the pilot ADC fails, no reversion is displayed as a moving airspeed scale with a
available. The pilot uses secondary or standby fixed position airspeed pointer. Scale range is
instruments. 40 to 400 knots, with 80 knots of airspeed dis-
played at one time. Short tick marks are dis-
The optional CJ2 configuration includes a played every 5 knots, long tick marks every 10
copilot PFD and ADC. The pilot and copilot knots, and numerals every 20 knots. Current
ADCs are isolated, independent, air data sys- airspeed is displayed inside the fixed posi-
tems. If either ADC fails, either pilot can re- tion airspeed pointer window in the middle of
vert to the opposite ADC by using the DADC the airspeed scale.
REV switch on the lower switch panel.
150
T
140
60
120
11 5
4 1R
2
100
80
M .456
AIRSPEED SCALE AIRSPEED SCALE
AT POWER UP > M .45
Figure 16-22. Airspeed Scale

FlightSafety
international
Airspeed information is displayed in green Low-Speed Cues (with AOA)

when the on-side ADS is selected, and in yel-
low when the cross-side ADS is selected. The low-speed cues (Figure 16-23) are made
up of the reference approach speed (RAS) cue
and the impending stall speed (ISS) cue. The
Mach low-speed cues provide an approximation of
The Mach display is a digital readout located stall speed. Both low-speed cues are based on
below the airspeed scale. A green three-digit airspeed and angle of attack (AOA).
readout of the Mach number is displayed, pre-
ceded by a decimal point. A gray M legend ap- The reference approach speed (RAS) cue is a
pears in front of the readout when the digital small green circle displayed against the air-
readout is displayed, or when airborne and speed scale. The RAS cue indicates the cal-
the Mach input fails. If Mach data fails, or is culated reference approach speed. The RAS
missing at any time while airborne, the Mach cue is variable and is calculated using 1.3V S ,
number is removed and replaced by a red dec- airspeed, AOA, and normal acceleration. The
imal point and three red dashes that flash for RAS cue is not displayed when it is less than
five seconds, then are steady. or equal to impending stall speed (ISS).
Airspeed information is displayed in red when The impending stall speed (ISS) range marker
the airspeed is less than or equal to impend- is a thick red vertical line displayed against
ing stall greater than or equal to V MO /M MO . the airspeed scale. The top of the ISS range
marker indicates the calculated impending stall
speed. Impending stall speed variable is cal-
culated using 1.1V S , airspeed, and AOA. The
IAS readout changes to yellow when ap-
proaching ISS.
OVERSPEED
CUE (RED)
140
AIRSPEED
INDICATOR
220 RAS
1.3VS1
120
AIRSPEED
TREND VECTOR 240
120
(MAGENTA)
AP AP
AIRSPEED
220
4 RF 1.1VS 8
100 RF
DIGITAL
READOUT
200
103
100 97
M .458
2 6
LOW-SPEED HDG
20
CUE 80
(YELLOW) FMS1
30
DTK 350
KCID
80
95.0NM
IMPENDING
STALL SPEED 200 60
(RED)
< PRESET
VOR1 LOW AIRSPEED LOW AIRSPEED
MACH WITH AOA NO AOA
DISPLAY VOR1
Figure 16-23. Low-Speed Cues with AOA Displays

FlightSafety
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The ISS caution is displayed if the airspeed The ISS and RAS markers are removed when
trend vector is below ISS for five seconds or on the ground and their display is inhibited
more or when airspeed is 2 knots below ISS. until the aircraft has been airborne at least
For the warning, the ISS range marker changes three seconds.
to an alternating red and dark blue segmented
line. In addition, the airspeed digital readout
turns yellow and flashes for five seconds, Overspeed Cue
then is steady. If the Mach readout is dis- The overspeed cue is displayed (Figure 16-24)
played, the readout changes to red and flashes on the airspeed scale when VMO/MMO is within
for five seconds. display range. The overspeed cue is a vertical,
variable-length, solid red bar. The bottom of the
overspeed cue is positioned at V MO until the
Low-Speed Cues (without AOA) M MO becomes more restrictive, then the bot-
When AOA data is invalid, the ISS range tom is positioned at the airspeed that corre-
marker is replaced by a fixed low-speed range sponds with the M MO for the current altitude.
marker and a fixed ISS range marker warning. V MO /M MO is calculated by the ADC as a func-
tion of aircraft type, airspeed, and altitude.
The fixed low-speed range marker is a verti-
cal yellow line displayed against the airspeed
scale. Range is fixed from 97 to 72 knots. The Overspeed Mode
bottom of the fixed low-speed range marker Characteristics of overspeed mode are
abuts the top of the fixed ISS range marker as follows:
warning. The top of the fixed ISS range marker
warning indicates 72 knots. • Overspeed mode is automatically selected
when a significant overspeed occurs from
280 SOLID 300

RED
OVERSPEED
CUE
280
MAGENTA
TREND 280
280 BOTTOM INDICATOR
1 RED
MMO HIGH
6
280 100
6
250 AND VMO 255 26260
5
AIRSPEED
POINTER 9
240
LOW
4
WINDOW
240
220 240
220
IMPENDING ACTUAL
OVERSPEED OVERSPEED
Figure 16-24. Overspeed Cue Displays

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all vertical modes, except altitude select The low-speed cues are removed when the
capture or track and altitude hold. IAS flag is in view. If V MO/M MO data is failed,
• A significant overspeed is defined as the overspeed cue is removed and the IAS
.015 Mach above M MO or five knots flag is displayed.
above V MO .
• Overspeed generates commands to cap- Airspeed Trend Vector
ture the reference airspeed. The airspeed trend vector is a vertical, variable-
• At selection, if above the transition length, magenta line that extends up or down
altitude, the reference airspeed is au- on the airspeed scale. The end of the airspeed
tomatically set to M MO . If below the trend vector provides an approximation of what
transition altitude, the reference the airspeed will be in 10 seconds at the pre-
airspeed is automatically set to V MO . sent rate of acceleration. The trend vector is cut
The IAS, or Mach reference will never off at ±40 knots. The calculation of trend is
increase but may decrease to maintain based on airspeed, airspeed rate, longitudinal
V MO /M MO (as V MO /M MO changes with acceleration, and pitch angle. The airspeed
altitude). The IAS, or Mach reference, trend vector is not displayed until the aircraft
cannot be adjusted by the pitch wheel has been airborne for three seconds, and it is
while in overspeed. removed at all times on the ground. The air-
• A speed reference bug is displayed next speed trend vector is also removed if any data
to the airspeed scale on the PFD when needed to calculate it is failed.
the speed reference is IAS. When the
speed reference is Mach, a Mach refer- The overspeed caution annunciation is trig-
ence bug is displayed next to the IAS gered by airspeed trend vector greater than
scale. V MO /M MO +2 knots for two seconds or more.
It shows yellow IAS digits and the solid red
• Overspeed mode inhibits the selection line changes to an alternating red and dark
or activation of any other vertical mode, blue segmented line.
except altitude hold and altitude select
capture.
• Overspeed automatically transitions to Overspeed Alert
flight level change when the IAS/Mach The overspeed warning is triggered when the
has dropped below V MO /M MO . actual airspeed exceeds V MO /M MO by more
• The flight guidance system (FGS) will than two knots. When the overspeed alert is
pitch the aircraft up to slow down but not active, the V MO /M MO cue is changed to an al-
above the horizon. ternating red and dark blue segmented line.
The airspeed readout changes to red and
flashes for five seconds, then steady. If the
IAS Flag Mach readout is displayed, the readout
changes to red and flashes for five seconds,
Air data information then steady, and the cockpit aural warning
comes from the air data horn sounds. OVERSPEED TEST is activated
computer (ADC). In the on the ground with the rotary test switch to
IAS optional second PFD in-
stallation, the on-side or
trigger the overspeed aural.
cross-side ADC can be
selected as the on-side
source. The airspeed flag
IAS is displayed in red on the airspeed scale,
and all airspeed information is removed when
IAS data from the selected ADC is failed.

FlightSafety
international
AOA Flag The speed bug is initially commanded in view

at the current airspeed or Mach. The
AOA data comes from the stall warning com- SPD/VS/pitch wheel on the APP is used to
puter. The AOA flag, a red, boxed AOA1 or set the value of the speed bug. Range is (V 1
AOA2 is displayed to the left of the airspeed Min or Mach equivalent or ISS, whichever is
scale if the AOA data fails. The RAS low- higher) to V MO/M MO. If the system is powered
speed cue is removed when the AOA flag is in up in flight, the speed bug setting is that last
view. selected value, unless the FCS commands a dif-
ferent value.
Autopilot Speed Bug The digital readout automatically changes from
The autopilot speed bug is displayed on the IAS to Mach when climbing through the
airspeed scale when commanded by the FCS IAS/MACH transition altitude of 30,810 feet,
(Figure 16-25). The autopilot speed bug is a and changes from Mach to IAS when descend-
right-facing hollow pointer. The pointer indi- ing through 30,410 feet. When IAS is active, a
cates the reference airspeed for flight level display of up to three digits with leading zeroes
change (FLC) mode and is only in view when suppressed is shown. When Mach is active, a
FLC mode is active. A pointer and digital read- letter M and a two-digit display of the Mach
out are also displayed above the airspeed dis- value with leading decimal point is shown. The
play and a miniature pointer and digital readout IAS/MACH button on the mode selected panel
also appear in the FCS mode field. The point- is used to manually select the display of IAS or
ers and digital readouts are displayed in cyan. Mach. The IAS/MACH button is not functional
when overspeed mode is active.
AUTOPILOT
SPEED BUG
NOTE
The speed bug comes into view when
FLC FCS overspeed is active. When over-
speed mode is active, the position of
220 the speed bug is controlled by the
FCS (the APP PITCH wheel is not
240 functional).
SPD CHG 220
200
BAROMETRIC ALTITUDE
The pilot reads current barometric altitude in
MODE SELECT PANEL
M .458 the fine window in the middle of the vertical
(MSP) “FILCH” MODE HDG
20 moving altitude scale (Figure 16-26). The
FMS1 moving altitude scale displays 450 feet total
DTK 350 30 or 225 feet above and below the fine window
DN KCID
95.0NM in thousands of feet, with tick marks every
hundred feet. The fine window displays alti-
200
tude every 20 feet from –1,000 to 55,000 feet
(–300 to 16,765 meters).
UP < PRESET
VOR1
The ten thousands, thousands, and hundreds
AUTO PILOT PANEL (APP) VOR1 digits are larger digits than the tens and ones
SPD/VS PITCH WHEEL units. This presents the altitude in a flight level
PFD DISPLAY predominant manner. Negative altitudes are in-
Figure 16-25. Autopilot Speed Bug dicated by a small, white, vertically positioned
Display and Controls NEG in the thousands digit place.

ALTITUDE
50 00 PRESELECT
30
6 00 ALTITUDE
SCALE
20
5 00 BARO
40
10 #14 20 FINE
WINDOW
PU S H
00 (BARO SCALE)
STD
BROWN
3 00 ALTITUDE
SCALE
100 10 2 00 DISPLAY CONTROL
30.12 KNOB (DCP)
BARO SET KNOB
ADI AND RADIO ALTITUDE 100 FT AND PUSH STD BUTTON
ALTIMETER SETTING (BARO)
Figure 16-26. Altitude Display and BARO Control
Optional, metric barometric selected altitude Barometric Pressure Setting

and hPa can be displayed in addition to the dis-
play of altitude in feet. If selected for display, Barometric pressure setting is displayed below
the white, up to five-digit metric readout is con- the altitude scale on the PFD. The unit of mea-
tained in a box with a white M following the surement can be either inches of mercury (in.)
digits, located above the selected altitude. A or hectopascals (hPa) as selected by an optional
flight-deck-mounted meters/feet (M/Ft) switch external switch. The BARO knob on the DCP
is used to control the display of metric altitude. is used to set the barometric pressure setting
between 22.00 to 32.50 inches of mercury.
Ground elevation is displayed as a moving The PUSH STD button in the BARO knob on
brown-colored scale at the lower blue altitude the DCP is used to selected standard pressure
scale. Radio altimeter data displays ground setting (29.92).
level as the aircraft passes below 225 feet.
The brown scale rises up the altitude scale Another method for setting the altimeter in
and centers in the fine current altitude window inches of mercury when only hPa is known
at touchdown (or zero in the radio altitude is to set the standby altimeter (Figure 16-27)
readout). Radio altitude is displayed in the in MB for hPa, read in HG, then set inches in
lower, middle altitude indicator in the brown the PFDs.
area. Green digits count down from 2,500 feet
AGL to 0 feet at touchdown.

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Altitude Flag
Barometric altitude information comes from
the ADS (air data system). In the optional
second PFD installations, the on-side or cross-
1000 FEE side ADS can be selected as the on-side
9 1
T
source. Barometric altitude information is
1000 2 displayed in green when the on-side ADS is
selected and when cross-side ADC is selected,
7 3 a yellow ADC 1 (or ADC 2) indication is dis-
MB IN HG
9 ALT played on the right side of the PFD. The pilot
101 4 2993
5 or copilot DADC REV switch is used to se-
lect and deselect the on-side source. A boxed,
0 60 red ALT flag replaces the barometric altitude
60 8 pointer when barometric altitude information
is failed (Figure 16-28), or there is no avail-
IAS KNOTS
BARO able barometric pressure for correction. The
barometric altitude scales, digital thousands
readout, metric altitude readout, selected al-
titude readout, and selected altitude refer-
Figure 16-27. Standby Altimeter ence (bug) are removed when barometric
altitude data is failed.
Default Pressure Setting Alert

The barometric pressure setting is stowed in 50 00
nonvolatile memory and is recalled at powerup.
At powerup, if the recalled value for the baro- 4 00
metric pressure is outside the range of 22.00
to 32.50 inches, the barometric pressure is set
to 22.00 (or its hPa equivalent, if selected), and 3 00
it is displayed in yellow and flashes continu-
ously until the pilot sets current barometric 00
pressure to resume normal operations. ALT #4 80
60
FL180 Alert 1 00
The optional FL180 alert causes the baro-
metric pressure readout to flash if entering
FL180 from below 17,800 feet, and baromet- 0 00
ric setting is not 29.92 inches; and if de-
scending through FL180, from above 18,500
feet, and barometric setting is 29.92 inches.
ADC 30.12
FAILURE
The alert is canceled by pushing the PUSH
STD button (climbing through FL180) or turn- Figure 16-28. Barometric Altitude
ing the BARO knob (descending through Information—Failed
FL180) on the DCP.

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Barometric Pressure The Course Heading Panel (CHP) ALT knob

is used to adjust the selected altitude. When ad-
Cross Check justing preselect altitude (PSA), the knob is rate
In the optional second PFD installations, if the aided so that faster turning results in value
pilots have selected barometric pressure that changes of progressively larger amounts from
differ by more than 0.02 inches, a yellow box 0 to 55,000 feet.
is drawn around the barometric pressure dis-
play, and a yellow line is drawn under the pre- Enabling the BARO MIN bug shall allow the
select altitude display on the noncoupled side. PSA to be set at the value of BARO MIN by
rotating the ALT knob.
SELECTED ALTITUDE • BARO MIN set at 10-foot increments—
The present value of selected altitude is dis- The PSA reference bug shall be allowed
played digitally above the altitude scale on the to setup from the 100-foot altitude in-
PFD (Figure 16-29). A selected altitude ref- crement preceding the BARO MIN, di-
rectly to the BARO MIN value and then
erence bug is displayed on the altitude scale on to the next 100-foot increment. When
when within scale range. Selected altitude is the BARO MIN bug is disabled, no such
a reference value used by the FCS in altitude increments shall be allowed.
select mode. The selected altitude reference
is also used by the EFIS to present selected al- • Changing the value of BARO MIN when
titude alerts to the pilot. the PSA is a BARO MIN shall have no
effect on the PSA bug or digital readout.
CRS ALT HDG • BARO MIN set at a 100-foot incre-
ment—The PSA reference bug shall op-
PU S H PU S H PU S H
erate as normal.
IRE C T ANCEL SYNC
D
Selected Altitude Alerts

Automatic color changing of the selected al-
SELECTED titude digital display is used to present se-
ALTITUDE lected altitude alerts to the pilot. Selected
altitude alerts are based on barometric alti-
300 tude. The selected altitude alert limits are de-
160 00 scribed below:
SELECTED
4 BLUE ALTITUDE
REFERENCE BUG
• The steady cyan (blue) readout flashes
160 00 2
blue and the warning horn sounds when
1
the aircraft closes to within 1,000 feet
20 of the selected altitude.
158 00
80
ALTITUDE SCALE
• The flashing blue changes to steady blue
8 00 1 when the aircraft closes to within 200
feet (the deviation limit) of the selected
2 altitude.
7 00
4
• The steady cyan readout changes to
6 00 flashing yellow and the warning horn
29 92 sounds if the aircraft then departs the de-
Figure 16-29. Selected Altitude viation limit (200 feet). The flashing
Display and Controls yellow continues until the aircraft again
closes to within 200 feet, a new altitude
is selected, or the ALT knob on the CHP
is pressed.

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• The readout flashes blue and the warn- VERTICAL SPEED

ing horn sounds when the aircraft closes
to within 1,000 feet of the selected al- The PFD presents a vertical scale for the ver-
titude, does not close within 200 feet, tical speed indicator (VSl) (Figure 16-30). The
and then departs the acquisition limit present value of vertical speed is indicated by
(1,000 feet). The flashing readout con- the position of the VS pointer on the VS scale.
tinues until the aircraft is again within A part-time digital readout of vertical speed is
1,000 feet, a new altitude is selected, or also provided.
the ALT knob on the CHP is pressed.
• The warning horn sounds for one second The vertical speed scale is an analog scale
each time the aircraft acquisition limit which allows representation of vertical speed
is crossed. between ±4,000 feet per minute. The scale is
nonlinear with an expansion between ±2,000
• When an altitude alert is active, chang- feet per minute to increase readability during
ing the altitude setting or pushing the approach maneuvers. As the vertical speed
ALT knob will cancel the warning. pointer departs from the center of the vertical
speed scale, it drags a green vertical line.
NOTE The present value of vertical speed is dis-
The selected altitude visual and aural played digitally either at the top or at the bot-
alerts are inhibited during FCS ver- tom of the vertical speed scale. If the aircraft
tical approach modes which are in is climbing greater than 300 feet per minute,
the capture state, when the FCS vertical speed is displayed digitally at the top
mode is valid. of the vertical speed scale. If the aircraft is de-
scending greater than 300 feet per minute,
vertical speed is displayed digitally at the bot-
Altitude Select Mode tom of the vertical speed scale. The vertical
speed digital display range is from 100 to
Altitude select mode is armed whenever a flight 15,000 fpm in 100-fpm increments.
director is active or the autopilot is engaged.
Selection of any vertical mode, other than
glide-slope track or altitude hold mode, also Autopilot VS Bug
arms altitude select mode. Preselect altitudes
of 0 feet to +55,000 feet can be captured from The present value of selected vertical speed
vertical rates within +12,000 ft/min. When (VS) is indicated by the position of the au-
armed, altitude select mode monitors aircraft topilot speed bug on the VS scale (Figure 16-
closure rate toward the selected altitude and de- 31). A digital readout of selected vertical
termines the optimum capture point. speed is also provided in the FCS vertical
mode field. The VS bug and readout are only
During capture, altitude select mode generates displayed when FCS VS mode is active.
commands to capture the selected altitude. The vertical speed bug, digital readout, and
Selection of a new preselect altitude or oper- arrow are magenta.
ation of the APP pitch wheel during altitude
select capture clears altitude select capture, se- Selected vertical speed is a reference value
lects pitch hold, and rearms altitude select used by the FCS in vertical speed mode. Upon
mode. After capture, altitude select mode au- selection of VS mode, the selected vertical
tomatically transitions to altitude hold mode speed reference value is set to the current ver-
to maintain the selected altitude. tical speed. Thereafter, the selected VS value
can be changed with the VS wheel on the APP.
The selected vertical speed bug goes off scale
and out of view for greater than 4,000 feet per
minute. Digital selected vertical speed dis-

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------
4 4
5 00
2 2
4 00 1 1 DRAGS A
VERTICAL LINE
#13 VS POINTER
1 1
2 00 2 2 DIGITAL READOUT
IF OVER 300 FPM
4 4 DESCENDING
1 00 800
29.92
Figure 16-30. Vertical Speed Display
1500 HAS
VS BUG BEEN SET CLIMBING
VERTICAL SPEED
VS VALUE DIGITAL DN
SELECTED VS 1500 READOUT OVER
ALTS 300 FPM UP
50 00 1500
AUTOPILOT
FCS MODE UP
FIELD 30 4 VERTICAL SPEED
BUG AT 1,500 FPM
2
3 00
20 MANUAL PITCH WHEEL
1 VERTICAL SPEED SET TO CLIMB
00 POINTER AT 1,500 FPM
10 #4 80
60
1
1 00 VERTICAL SPEED
INDICATOR
2 VS
10 0 00 4
VS SELECTED
30.12 ON MSP
Figure 16-31. Vertical Speed Display and Control

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play range is 0 to 8,000 feet per minute in • LDS (lightning detection system) (as an
100-feet-per-minute increments. option)
• FMS (flight management system)
The selected VS readout in the FCS mode field
is followed by an up or down arrow. Arrow di- The left and right attitude heading computers
rection is upward for a selected climb or down- (AHC) are in the forward nose baggage com-
ward for a selected descent. The digital display partment on the left side under the floor. The
is boxed while the wheel is in motion. AHC utilizes inertial sensors to generate an-
gular rate and linear acceleration about the
body of the aircraft and digitally processes
VS Flag this data to obtain three-axis angle, rate, and
Vertical speed source is direct from each in- acceleration information. The AHC receives
stalled ADC. On a second PFD magnetic flux inputs from the flux detector
installation, the flight-deck- unit, compass compensation from the external
VS mounted ADC reversion switch compensation unit, and strut switch logic from
controls which ADC is the on- the integrated avionics processor system. In
side source. If VS information turn, the AHC supplies attitude, stabilized
from the selected ADC is failed, the vertical magnetic (or free gyro) heading, and linear ac-
speed digital readout, scale, and pointer are re- celeration outputs.
moved, and a red, boxed VS flag is displayed.
The flux detector unit (FDU) uses a pendulous
sensing element to detect the direction of the
magnetic field of the earth. FDU data is sup-
ATTITUDE HEADING plied to the AHC, where it is used for com-
SYSTEM (AHS) puting stabilized magnetic heading.
The external compensation unit (ECU) pro-

GENERAL vides alignment and compass correction data
needed to cancel compass errors caused by
The attitude heading system is the Collins at-
misalignment of the flux detector unit and the
titude heading reference system (AHRS), made
aircraft on the magnetic field of the earth.
up of two AHC-3000 attitude heading com-
This data is aircraft specific and is obtained
puters, two FDU-3000 flux detector units, and
during AHRS leveling and compass swing
two ECU-3000 external compensation units.
procedures. ECU data is supplied to the AHC
The attitude heading reference system sup-
where it is used for computing stabilized mag-
plies linear acceleration data to the flight con-
netic heading.
trol system as well as the following:
• Attitude For normal operation, no pilot control opera-

tion is required. However, for each AHS, a
• Stabilized magnetic (or free gyro) flight-deck-mounted switch (Figure 16-32)
heading provides a means to allow the pilot to select
The AHRS also supplies data to the following the DG mode. Additionally, switches are pro-
subsystems: vided for left and right slewing. AHS transfer
(reversion) to the cross-side AHS is also se-
• EFIS (electronic flight instrument sys- lected via the flight-deck-mounted switches.
tem) No other pilot control operation is required.
• IAPS (integrated avionics processor
system)
• WXR (weather radar system)

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L AHRS SLAVE R AHRS SLAVE PANEL LIGHTING

PFD/MFD AHRS AHRS DADC
MANUAL L SLEW REV MAN L SLEW REV REV
PFD
AUTO R SLEW NORM NORM DIM

AUTO R SLEW DIM NORM
LEFT AHRS SLAVE PILOT’S PFD/MFD RIGHT AHRS SLAVE SWITCHES

SWITCHES AHRS REV SWITCH WITH COPILOT’S PFD (OPTIONAL)
Figure 16-32. Attitude Heading System Controls
The AHS supplies attitude, magnetic head- ROLL PTCH

ing, rate, and acceleration data to the flight ALTS
control system, EFIS, navigation systems,
weather radar system, and optional lightning
detection system.
INITIALIZATION ATT / HDG ALIGNING

The AHS is not operational until a successful DO NOT TAXI
initialization cycle (Figure 16-33) is com-
plete. This initialization occurs automatically
when DC power is applied to the computer.
The following are the three types of initial-

ization that can be performed by the crew: 2200
• Normal initialization (in the slaved HDG 037 HDG
mode) 3
33
• DG mode initialization
• Airborne initialization
Before describing each of the types, there are
CLOCKWISE ROTATION TO NORTH,
some important things to know about a normal THEN JUMPS TO ACTUAL HEADING
(slaved mode) or DG mode initialization.
These are as follows: Figure 16-33. AHRS Initialization
• First, apply power to the EFIS to see

the initialization. • Do not remove power or switch electri-
cal buses that can interrupt power to the
• Do not move, tow, or taxi the aircraft computer. This causes a delay because
from the time power is applied until initialization starts again.
initialization is complete. It is also
recommended that the parking brake be • Do not change the position of the nose-
set (ground initialization). Normal pas- wheel by operating the nosewheel steer-
senger movement is okay. ing system, and do not change the
position of speedbrakes and flaps until
initialization is complete.

FlightSafety
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• Do not initialize in the hangar, near mag- D. Compass card rotation—Rotates in a

netic disturbances or power cables, and clockwise direction back to north.
expect to see an accurate heading.
In all cases, a successful initialization is in- E. 70 to 80 seconds—Approximate time
dicated by the following: it takes to complete initialization (in-
dicated by the compass cards clock-
• The heading and attitude flags clear (go wise rotation back to north), then the
out of view). flags clear, attitude is valid, magnetic
heading is correct, and the system is
• The aircraft current magnetic heading is now ready for use.
displayed by the compass cards.
• The current pitch and roll attitude is Orientation Failure
shown on the EFIS.
If the AHC detects an orientation failure dur-
ing initialization (which is the only time an
Normal Initialization orientation failure can be detected), the atti-
The normal procedure is to initialize the sys- tude (ATT) and heading (HDG) flags show on
tem on the ground after engine start, and with the attitude and heading displays respectively,
manual (DG mode) not selected. Turn on the and the compass card(s) rotate to north and
avionics master switch; the heading and atti- park. When the 70- or 80-second (approxi-
tude flags remain in view, the compass cards mate) initialization is complete, the follow-
rotate to north and briefly pause, then rotate ing occur:
clockwise back to north in approximately 35
seconds for the No. 1 unit, and 45 seconds for • The ATT flag continues to show on the
the No. 2 unit. After the compass card rotates attitude displays.
back to north, the heading and attitude flags • The attitude horizon and command bars
clear and the compass cards immediately ro- are removed from view.
tate to the actual magnetic heading of the air-
craft. The aircraft is now ready to be moved, • The HDG flag turns off and the compass
and pitch, roll, and heading indications should cards rotate to the aircraft actual head-
ing. (Compass card operation is not af-
be correct. fected by an orientation failure.)
A normal ground initialization takes ap- When the orientation fault is cleared or an al-
proximately 35 seconds for the pilot-side ternate attitude sensor is selected, the attitude
computer and approximately 45 seconds for flag turns off, and the attitude display and
the copilot-side computer. This difference in command bars show on the display.
time for the initialization prevents duplica-
tion of motion induced initialization
errors in both systems.
NOTE
Prior to takeoff, if the two headings
For a normal initialization, the following steps disagree (pilot and copilot), but are
must be completed: not slewing away from the aircraft
heading, momentarily select MAN-
A. Power—Turn on the avionics master UAL (DG mode), then select AUTO.
switch. This allows the headings to quickly
align with the magnetic field sensed
B. Flags—HDG and ATT flags in view by the flux detector.
during initialization.
C. Compass card—Rotates to north and

pauses.

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Normal Initialization 3. Turn on the standby gyro switch (backup)

and then the avionics master switch (pri-
with Aircraft Motion or mary) DC power sources to the computer.
Power Transient
This is similar to the normal initialization, 4. Observe the instruments for indications
except this time it is assumed that significant of the normal 35-second and 45-second
aircraft motion has been detected by the in- (approximate) initializations.
ternal monitors of the AHC-3000 computer, or
the electrical system causes a power transient
before completion of the initialization. NOTE
Remember that after selecting
As the compass card rotates and the aircraft AUTO (deselecting DG mode), you
moves, sensors in the computer detect the air- must cycle the primary DC power
craft motion and prevent completion of the ini- sources before a normal initializa-
tialization. In this case, the compass card tion can start.
simply continues past north for a second ini-
tialization period or more. A power inter-
ruption or a large acceleration of the aircraft Airborne Initialization
(such as release of brakes with power ap-
plied) will cause the initialization sequence This is the third type of initialization that can
to restart immediately. occur with the AHS-3000 system. As the name
implies, airborne initialization can be per-
formed when the aircraft is in flight. An air-
DG Mode Initialization borne initialization is the same as a normal
If MANUAL (DG mode) is selected prior to initialization, except that the compass card
turning on primary DC power to the computer, may either: (1) rotate to north and park until
the compass card rotates clockwise as de- the initialization is complete, then rotate to the
scribed for a normal initialization, but the ro- actual heading of the aircraft; or (2) park at the
tation is very slow. This happens because the currently indicated heading until initializa-
flux detector input is not used in the DG mode. tion is complete, then rotate to the actual head-
With DG mode selected, it takes approxi- ing of the aircraft.
mately 4.5 minutes for the compass card to re-
turn to north and complete the initialization. Airborne initialization takes place automati-
At the end of the 4.5-minute period, the HDG cally if a momentary loss of both primary and
and ATT flags will clear, attitude becomes backup DC power occurs. Airborne initial-
valid, but heading comes up in the DG mode. ization should be attempted following an
extended interruption of primary DC power
If the 4.5-minute period is undesirable, per- (see warning below). In either case, the pilot
form the following steps to return to normal must maintain straight, level, and not accel-
initialization: erating or decelerating flight before and dur-
ing airborne initialization.
1. Select AUTO (deselect DG mode) WARNING
2. Turn off both the avionics master switch

(primary power) and standby gyro switch Errors in displayed pitch and roll at-
(backup DC power) to the AHC-3000 titude may result if the aircraft is ac-
computer. celerated or decelerated or not
maintained in straight-and-level

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flight during and airborne initial- NOTE

ization. If errors do occur, they will
s l ow l y d i m i n i s h w i t h c o n t i n u e d When switching from MANUAL
steady-state flight. During any air- (DG mode) to AUTO (slaved mode),
borne initialization, the pilot should the computer fast slaves to the mag-
always cross-check with the standby netic heading sensed by the flux de-
attitude indicator to detect any ini- tector. (Momentarily selecting, then
tialization errors. deselecting, MANUAL [DG mode]
on both the pilot and copilot sides
prior to takeoff may help correct any
To initialize the AHS-3000 system while heading splits between the two com-
airborne: pass cards.)
1. Fly the aircraft straight, level, and do not

accelerate or decelerate. The left and right slew controls for both pilot
and copilot are used in both DG and slaved
2. Turn DC power to the AHC-3000 com- modes to slew the heading computations in the
puter off, then back on to begin the air- computer (and the heading displayed on the
borne initialization. compass cards) toward the selected direction.
For an airborne initialization, valid attitude
and heading information is available in ap- NOTE
proximately 35 to 45 seconds for pilot and Operating the slew control(s) when
copilot AHC in AUTO (slave mode). DG mode slaved mode is active causes the
initialization will take approximately 4.5 min- heading computations in the com-
utes. If a condition causing the need to reini- puter (and the heading displayed on
tialize occurs while the AHC-3000 is operating the compass cards) to slew toward the
i n M A N UA L ( D G m o d e ) , p l a c e t h e selected direction. However, when
AUTO–MANUAL switch in AUTO (slave the slew control(s) are released, the
mode) before cycling primary and backup heading will slowly slave back to the
power. Following the 35- to 45-second ini- heading sensed by the flux detector
tialization, place the AUTO–MANUAL switch unit (FDU).
back in the MANUAL (DG mode) position.
AUTO (SLAVED GYRO MODE) MANUAL (FREE GYRO MODE

OR DG MODE)
The AHC is intended to operate in AUTO
(slaved gyro mode) in regions where other Operation at Near
slaved magnetic compass systems operate. In Polar Latitudes
AUTO, the heading computations (and the head-
ing displayed on the compass cards) are slaved The AHS-3000 system is not designed for use
to the long-term input from the flux detector. as a polar navigator, and flying in or around
the fringe of low magnetic flux areas can cause
temporary dropouts in required flux levels for
Controls the system. The AHC-3000 computer inter-
The AUTO–MANUAL switch is used to select nally monitors the flux level intensity and
MANUAL (free gyro DG mode) and AUTO shows the heading flag HDG when the mag-
(slaved gyro mode). netic flux level is below the threshold for re-
liable magnetic navigation. Also, in areas of
magnetic anomalies or low magnetic flux, the
slaved magnetic heading error may be larger
than normal. However, the geographic areas

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where these phenomena occur are usually well Heading Flag in View Prior to
known, and entry and exit of these areas can
be anticipated.
Departure at Specific Airports
Airports that are located just inside low flux
The appearance of a heading flag when oper- areas may have sufficient flux during approach
ating in areas of known low magnetic flux can and departure, but not on the field. The sug-
be dealt with by prudent use of the directional gested corrective action is as follows:
gyro (DG) mode. In DG mode, the long-term
input from the flux detector is not used. 1. Perform a MANUAL (DG mode) initial-
ization.
NOTE
2. Slew compass to known heading reference
DG mode is only for brief operation (i.e., runway).
near magnetic anomalies. DG mode
is not intended for use as a long-term
heading reference. 3. After departure, return to AUTO (slaved
mode) periodically (while in straight,
level, and not accelerating or decelerat-
Heading Flag in View ing flight) to check for absence of the
While Enroute heading flag.
If the heading flag cycles in and out of view 4. If the heading flag does not show, remain
erratically during transit of a low flux area, the in AUTO (slaved mode) operation.
suggested corrective action is as follows:
1. Switch to MANUAL (DG mode); verify 5. If the heading flag does show, and if
that heading flag (HDG) is removed. MANUAL (DG mode) is selected for an
extended period of time (based on the
24°/hour drift rate of the free-gyro mode);
2. Return to AUTO (slaved mode) periodi- then another means to verify the heading
cally while in straight, level, and not ac- must be used, as required.
celerating or decelerating flight, to check
for the absence of the heading flag.
Absence of the heading flag in AUTO Heading Flag in View during
(slaved mode) indicates that required lev- Takeoff Roll at Specific Airports
els of magnetic flux are available to the
computer for normal operation. Some airports are located in fringe areas that
have insufficient flux levels only during some
3. If the heading flag does not show, remain dynamic conditions. The acceleration during
in the AUTO (slaved mode) operation. a takeoff roll on southerly runways in the
northern hemisphere may cause a heading flag
to show because of the pendulum movement
4. If the heading flag does show and MAN- of the flux detector coils. The heading flag goes
UAL (DG mode) is selected for an ex- out of view when the acceleration is reduced.
tended period of time (based on the The suggested corrective action is as follows:
24°/hour drift rate of the free-gyro mode),
then another means to verify the heading 1. While at the terminal, perform a normal
must be used, as required. initialization.
2. Just prior to starting the takeoff roll,
switch to MANUAL (DG mode).

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3. After departure, and while in straight, location, and therefore may become known
level, and not accelerating or decelerating to the pilot.
flight, switch from MANUAL (DG mode)
back to AUTO (slaved mode) operation. The suggested corrective action is as follows:
• Wait until the aircraft has moved out of

Operations that Adversely the distorted magnetic field, (or the dis-
Affect Heading Accuracy torting object has moved away), and use
MANUAL to fast slave the compass sys-
Some routine aircraft operations can result in tem to the actual heading. In AUTO, the
heading errors in the compass system. By un- compass will slave back to the actual
derstanding how these errors are induced, cor- heading, but the process will be at the
rective measures can be applied to reduce their 3°-per-minute slaving rate.
effect. The heading errors can be generally
grouped into two classes: those caused by dis-
tortions of the magnetic field of the earth, and Errors Generated by
those caused by the vertical component, or Acceleration or Deceleration
dip, of the magnetic field of the earth.
The sensing coils in the flux detector are gim-
Operations that subject the compass system to baled so that they remain horizontal to the
magnetic distortions usually occur on the earth. When the aircraft is accelerating or de-
ground, such as operation while parked at the celerating, the force moves the flux detector
gate and/or taxiing the aircraft. The vertical coils off of horizontal. The vertical component
component of the earth’s magnetic field will of the magnetic field of the earth is then sensed
induce errors into the compass system when- by the flux detector and this becomes an error.
ever the flux detector tilts away from the hor- The compass system will be pulled by the
izontal position. Since the magnetic dip angle error at the 3°-per-minute slaving rate, so the
increases with latitude, errors caused by this longer the acceleration or deceleration exists,
effect will also be greater as latitude increases. the greater the heading error will be.
Operations subject to this effect include shal-
low turns and those associated with aircraft ac- Either of the following is the suggested cor-
celeration/deceleration. rective action:
• When the aircraft has returned to nonac-

Deviation during celerating/decelerating flight, fast slave
Ground Operations the compass system to return it to the ac-
tual heading, then return to AUTO.
Whenever the flux detector is near a large fer-
rous structure, the displayed heading can be • Prior to entering an operation where ac-
pulled away from the actual heading by the celerations or decelerations are likely to
magnetic field distortion caused by the struc- induce unacceptable heading errors,
ture. In dual systems, this could affect only one switch the compass system into the DG
of the compass systems, and result in a head- mode. When the operation is complete,
ing comparator warning. return the system to the slaved mode of
operation.
Trucks, tugs, power carts, buildings, and even
buried objects in the ramp or taxiways have the Errors Generated in
potential to distort the magnetic field. These Shallow Turns
sources are usually easy to identify because a
potential object close to the flux detector may The forces generated during turns will move
be visible. Buried objects are not as easy to the flux detector coils away from their hori-
identify, but they tend to reoccur at the same zontal position. The vertical component of

FlightSafety
international
the magnetic field of the earth is then sensed Either of the following is the suggested cor-
by the flux detector, thus becoming an error. rective action:
At bank angles less than about 7°, the compass
system will be pulled by the error from the ac- • When the aircraft is in turbulence, do not
tual heading at a 3°-per-minute rate. manually fast slave the compass sys-
tem. Let the slaving action remove the
When bank angles are greater than about 7°, heading error.
the compass system goes into slaving cutout. • When the aircraft is free of the turbu-
In this state, the errors induced into the flux lence and is in level, nonaccelerating
detector have no effect on the displayed head- flight, go to MANUAL and fast slave the
ing because the compass system will ignore the compass system to return it to the actual
flux detector data while in slaving cutout. heading, then return to AUTO.
Either of the following is the suggested cor-
rective action: ATTITUDE
• When a shallow turn has induced a head- General
ing error and the aircraft has returned to
level, nonaccelerating flight, go to The attitude display used in the EFIS system
MANUAL and fast slave the compass provides the traditional attitude ball with a
system to return it to the actual heading, blue sky and brown earth separated by a white
then return to AUTO. horizon line. A V-shaped single cue aircraft
symbol is located in the center of the attitude
• Prior to entering a shallow turn that is display. The attitude ball displays pitch, roll,
likely to induce heading error, switch the and slip-skid information.
compass system into MANUAL (DG
mode). When the turn has been com-
pleted and the aircraft has returned to Pitch
level, nonaccelerating flight, return the
system to the slaved mode of operation. The horizon line is part of the pitch scale, and
it pivots in roll around the aircraft symbol.
Pitch marks are in 2.5° increments up to ±30°.
Operation in Turbulence Expanded markings are displayed from ±30°
up to ±90°. When the pitch attitude exceeds
The forces encountered in turbulence will +30° or –20°, excessive pitch attitude warn-
move the flux detector coils away from their ing chevrons are displayed on the pitch scale,
horizontal position. When this happens, errors and the PFD is decluttered. Downward point-
will result because of the influence of the ver- ing chevrons appear at +30° and slide out at
tical field. However, errors due to turbulence +25°. Upward pointing chevrons appear at
tend to cancel out, so this type of induced –20° and slide out at –15°.
heading error is not as common as others.
The primary issue concerning the compass Roll

system in turbulence is the use of fast slave.
Because the fast slave action takes a snapshot Roll attitude is indicated by the position of the
of the heading sensed by the flux detector, the roll pointer on the roll scale. White tick marks
snapshot could have occurred when significant indicate 0°, 10°, 20°, and 30° of roll. Small
vertical field influence was present. This may white triangles indicate 45° of roll. White
actually increase the heading error. ticks located to the outside of the 45° triangles,
indicate 60° of roll.

Slip-Skid attitude flag remains in view until the failure

is cleared, or until an alternate AHS is selected.
Slip-skid attitude is indicated by the position Selecting AHS reversion selects the cross-side
of the white rectangular symbol at the base of AHS to the pilot PFD only in single-PFD in-
the roll pointer (Figure 16-34). The slip-skid stallations and to pilot or copilot attitude and
indicator moves with the roll pointer, but heading in dual-PFD installations.
moves laterally from the pointer proportional
to lateral acceleration. A one-rectangle dis-
placement is equal to a one-ball displacement
of a conventional inclinometer. INTEGRATED AVIONICS
PROCESSOR SYSTEM
GA GA
ALTS
SLIP-SKID
(IAPS)
SKY
POINTER INDICATOR
20
GENERAL
ONE HALF
The integrated avionics processor system
(IAPS) is a physical collection of several func-
10 BALL OUT
tional modules combined into an efficient me-
chanical package to minimize size, weight,
cost, and aircraft wiring. It consists of the
ONE BALL OUT following:
10 • One integrated card cage (ICC), in-
cluding lightning/HIRF protection
Figure 16-34. Slip-Skid Display

• IAPS environmental controller (IEC)
• Two c o n fi g u r a t i o n s t r a p p i n g u n i t s
(CSUs)
Unusual Attitude • Two input/output concentrates (IOCs)
When pitch is greater than +30° or –20°, or roll • Two power supplies (PWR)
is greater than ±65°, the PFD is decluttered to
ensure the pilot recognizes and corrects the • Two flight guidance computers (FGCs)
unusual attitude. All information (except The ICC provides integral HIRF and lightning
engine information, attitude, airspeed, alti- protection for all installed modules. The ICC
tude, vertical speed, compass, YD disengage, provides physical and electrical segregation be-
AP engage/disengage, TRIM fail, and mistrim tween left- and right-side signals. The CSUs pro-
annunciations) is removed. The display is re- vide DIP switches to enable selection of the
stored to normal when pitch is less than or required optional or alternative configurations.
equal to +25° or –15° and roll is less than or The IOCs perform data concentration for the
equal to ±60°. avionics system. The card cage is portioned off
in the right forward nose baggage compartment.
Attitude Flag The two input/output concentrators compare,
crosstalk, and wrap around all data going out of
The on-side or cross-side AHS system may be the card cage for display. Any flight guidance
selected to drive the on-side attitude displays. computer errors are stored in the diagnostics
The sensor selected is determined by the cock- page as 16-bit code.
pit switch selection. The attitude flag ATT is
displayed in red on the PFD and the attitude ball
is removed, when attitude data is failed. The

MAINT ENABLE AND OIL TEMP Collins
DISPLAY–STBY SWITCHES
The MAINT ENABLE switch is located near BARO
floor level, on the right side of the pedestal, PUSH
just to the left of the copilot rudder pedal.

When this lever-lock switch is in the up posi- STD
tion, maintenance or pilots can access the di- 50 00

agnostics page only on the MFD by pressing 4
the format LSK. 5 00
2
REFS
The OIL TEMP DISPLAY switch (Figure 16- 4 00 1
35) is in the same location forward of the 60
MAINT ENABLE switch. When selected, oil #13 40
20
00 MENU SET
temperature will digitally display. It is a two- 1
position toggle switch. PU S H
2 00 2 MENU
ADV
4
1 00
MAINT OIL TEMP 29.92
NAV / BRG
ENABLE DISPLAY BARO

RADAR
UNITS
IN
HG hPa
GCS
BARO UNITS SWITCH
TILT RANGE
STBY
Figure 16-35. MAINT ENABLE and OIL
TEMP DISPLAY–STBY
Switches
Collins
Figure 16-36. Display Control Panel—

DISPLAY CONTROL PANEL Standard DCP-102 Version
(DCP)
Second PFD Configuration
A left DCP-3000 display control panel lo-
cated to the right side of the pilot PFD provides In the optional second PFD configuration, a
control of several display parameters for the copilot-side DCP provides control of display
pilot PFD and MFD (Figure 16-36). The DCP parameters for the copilot-side PFD (Figure
provides control of the barometric pressure set- 16-37). The optional DCP-002 version has
ting, the REFS, NAV/BRG SOURCE, and autotilt for radar with turbulence mode.
RADAR menus on the PFD, the weather radar
GCS mode (ground clutter suppression), the
weather radar antenna tilt function, and the dis-
play range.

FlightSafety
international
the BARO setting; counterclockwise decreases

it. Range is 22.00 to 32.50 inches of mercury.
The PUSH STD button is used to select stan-
BARO
dard BARO setting (29.92 inches of mercury).
The unit of measurement can be either inches
PU S H
of mercury (in) or hectopascals (hPa) as se-
STD
lected by an optional external switch located
below the DCP. Turning the BARO knob can-
cels the optional FL 180 alert when descend-
ing through FL 180. Pushing the PUSH STD
button cancels the FL 180 alert when ascend-
ing through FL 180.
REFS
The PUSH STD switch selects the standard
barometric pressure correction of 29.92
MENU SET inches of mercury or 1,013 hPa. The baro-
metric pressure correction is always shown
PU S H as a numeric readout.
MENU
ADV
Reference (REFS) Button
NAV / BRG
The DCP REFS button is used to select and de-
select the v-speed REFS menu on the PFD. Two
pages of REFS menus are provided. V1, VR,
RADAR V2, VT, N1 REF and their associated values
are shown on reference page 1. VRF, VAP,
VT, RA, or BARO minimum setting, N1 REF
GCS
and their associated values are shown on ref-
erence page 2. When the aircraft is on the
ground, page 1 is the first page displayed when
the REFS button is pushed. A second push of
TILT RANGE the REFS button calls up page 2. A third push
of the REFS button removes the REFS menu.
PU SH When the aircraft is airborne, page 2 is the first
AUTO
T I LT page displayed, and page 1 is displayed with
the second push of the REFS button. Go to PFD
for a full pictorial explanation of setting take-
off and landing data. Push the RETURN LSK
Collins to remove the REFS menu.
Figure 16-37. Display Control Panel—

Optional DCP-002 Version
MENU SET Knob/Advance
Button
BARO Knob/PUSH STD Button The DCP MENU SET knob is used to set the
value in the movable box (cursor) on the se-
The DCP BARO knob is used to change the lected PFD menu. Initially, the movable box
BARO setting and the optional flight level is shown around the last selected value on the
180 alert. This barometric altimeter setting menu. The value box can be advance from its
(in HG or hPa) is shown below the PFD al- starting position to each settable value on that
timeter scale. Clockwise rotation increases menu by pushing the MENU ADV button.

FlightSafety
international
NAV/BRG Button TGT

Push the NAV/BRG button to display the BRG The target alert function (WXR-852 only) is
SOURCE and NAV SOURCE menus on the toggled between ARM or OFF by pushing the
PFD. The BRG SOURCE menu shows a sin- TGT line-select key.
gle-bar pointer and a double-bar pointer.
Repeatedly pushing the associated line se- TEST
lects the key to cycle through the pointer se-
lections. Possible bearing sources are: OFF, The test display pattern can be selected by
FMS, VOR, and ADF. The enlarged annunci- pushing the TEST line-select key. The TEST
ation is the active source. The NAV SOURCE annunciation is enlarged while active.
menu shows the possible active navigation
sources. FMS1 and FMS2 annunciations are STBY Mode
adjacent to the top right line-select key. Push the STBY line-select key to select the
VOR1/LOC1 and VOR2/LOC2 annunciations weather radar standby mode. The STBY an-
are adjacent to the second line-select key. nunciator is enlarged while active.
Push the line-select key to select the active on-
side navigation source. Pushing the line-select WX and WX + T Modes
key again toggle source to the cross-side sen-
sor. The enlarged annunciation is the active Push the WX line-select key again to select the
source. Pushing the RETURN line-select key weather and turbulence detection mode (WXR-
removes the menu. 852 only). The WX + T annunciation is
enlarged while active.
RADAR Button MAP Mode
The RADAR button shows the weather radar Push the MAP line-select key to select the
menus on the PFD. The left side RADAR menu ground mapping mode. The MAP annunciation
shows GAIN, SEC (sector) scan, STAB is enlarged while active.
(stabilization), TGT (target alert), and TEST.
The right side RADAR menu displays the radar
modes: STBY, WX, WX + T, MAP, and TURB. TURB Mode
When the WX + T mode is selected the RE-
Gain TURN annunciation changes to TURB. Push
the TURB line-select key to show turbulent
The current gain setting is shown in a box weather only. After 10 seconds, this mode re-
next to the GAIN legend. Turn the MENU turns to the WX + T mode.
SET knob to set the gain at NORM, plus or
minus 1, 2, or 3. Push the RETURN line-select key to remove
the RADAR menu.
SEC
The sector scan function (WXR-852 only) is GCS Mode (Ground Clutter
toggled between ON or OFF by pushing the Suppression Display)
SEC line-select key. The enlarged annunciation
is the active state. When active, ground clutter returns are sup-
pressed for 10 seconds, easing the interpreta-
tion of rainfall.
STAB
The stabilization function is toggled between Pressing the GCS button on the DCP causes
ON or OFF by pushing the STAB line-select key. GCS to time out in 30 seconds. The GCS fea-
ture is INOP during MAP mode operation.

FlightSafety
international
Select GCS by pressing the GCS button. A and a multifunction display (MFD) to the left
cyan GCS annunciation replaces the active side of the center instrument panel. Both PFD
radar mode legend for 10 seconds. GCS may and MFD are exactly the same units. The func-
be selected ON or OFF when the RDR mode tion of each is controlled by the IAPS card
menu is active or anytime the radar is dis- cage strapping units located in the right nose
played on the on-side PFD or MFD. baggage compartment. The PFDs and MFDs
each weigh 12.9 pounds. The symbol genera-
tors are built into each unit. The PFD and MFD
TILT Knob can be reverted, should a display failure occur.
The DCP TILT knob is used to adjust the Either display can be formatted in the com-
weather radar antenna tilt. Clockwise rota- pressed mode, displaying all three of the fol-
tion adjusts the antenna above the horizon, lowing:
counterclockwise rotation adjusts the antenna
below the horizon. Range is ±15°. Tilt may be 1. The engine indicating system (EIS) at
adjusted when the RADAR menu is active or the top
anytime the radar is being displayed on the on-
side PFD or MFD. 2. The ADI for altitude in the middle
3. The HSI for heading and navigation at
Display Range the bottom
The DCP RANGE knob controls the range For this reason, they are also called adaptive
displayed on the on-side PFD and MFD. flight displays (AFDs), able to perform more
Clockwise rotation increases display range, than one function.
counterclockwise decreases it. Map displays
radar displays, and optional lightning displays The PFD and MFD generate little internal
require range to be shown. Range is 300 nm heat. Warm ambient temperatures do require
anytime the weather radar is on. cooling fans and very cold ambient tempera-
tures require internal heaters in each PFD and
MFD. The AFM “Limitations” section de-
DCP Flag scribes hot and cold requirements and limits.
PFD and MFD use a liquid-crystal display,
The DCP fail flag DCP is displayed in red on which has clarity when viewed at wide an-
the PFD when data from the DCP is failed. The gles. The upper half of the PFD displays the
display formats, NAV source, and bearing basic pilot T displays of the attitude director
source remain unchanged when the DCP flag indicator (ADI), with airspeed vertical scale
is in view. at the left, and altitude vertical scale and ver-
tical speed (VS) to the right.
FLIGHT GUIDANCE Above the ADI is a dark blue field that displays
the flight control system (FCS) lateral modes
SYSTEM to the left of the sky pointer and vertical modes
to the right, which are programmed into the
PRIMARY FLIGHT DISPLAY mode select panel (MSP). The lower half of
the PFD displays heading and navigation data
(PFD) in several formats. The upper right line-select
The standard Rockwell Collins Pro Line 21 key (LSK) next to format> (blue), when
EFIS installation consists of two 8" x 10", pressed successively, gives the rose, ARC,
color, liquid-crystal displays (Figure 16-38). and FMS MAP (if an FMS flight plan has been
The pilot primary flight display (PFD) is selected), as selected by the pilot. Weather
located in the pilot instrument panel, with a radar and optional lightning symbology can be
display control panel (DCP) at the right side overlaid on the ARC or FMS MAP formats.

Collins
BARO
GA PUSH
GA
ALTS
50 00 STD
30 4
6 00
1 2
140
20
5 00 1
40 REFS
11 8 2 10 #14 20
7 1R 00
1
100
3 00 2 MENU SET
80
100 10 4 PU S H
2 00 MENU
23 HDG 30.12
013 013 ADV
NAV / BRG
VOR1 N 3
CRS 009
9.1 NM 33
6
RADAR
30
FORMAT >
GCS
W
12
< PRESET LX/RDR

FMS1
TILT RANGE
24
15
VOR1
21 S
Collins
Figure 16-38. Primary Flight Display (PFD) or Adaptive Flight Display (AFD)
The ARC and FMS MAP displays 125° of PFD (MFD failure) or REV TO MFD (PFD
ARC. The space at the right or left of the HSI failure). The reverted selection formats the
displays LSK data, lateral navigation data selected PFD or MFD, and the optional copi-
field (upper left of HSI), weather radar mode lot MFD (if installed) to the compressed for-
field (at right), PRESET (at left), system mes- mat displaying the following:
sages, and selected menus. Normal warning
and control annunciations are also displayed. 1. Engine data (top)
2. ADI (middle)
If the MFD or PFD goes blank, a switch (Figure
16-39) on the lower pilot instrument panel 3. HSI (bottom)
may be selected out of NORM to REV TO

FlightSafety
international
Primary Flight Display

(PFD) Controls
NORM The bezel-mounted line-select keys (LSK) on
REV TO REV TO the PFD, along with function keys located on
the DCP, provide the primary pilot interface
PFD MFD to control the PFD. Function keys on the DCP
are used for menu selection. Selected menus
are displayed on the PFD. Line-select keys
on the PFD and controls located on the DCP
are used to control the menu items. Active
line-select keys are indicated by a side-facing
carat (< or >).
Figure 16-39. REV to PFD–MFD Selector
PFD and MFD line-select keys have been
The NORM switch position selects the ex- numbered as follows to facilitate explanation:
panded engine instrument display in the upper L1 (top left) through L4 (bottom left) are on the
half of the MFD. PFD formats and displays are left side of the display, and R1 (top right)
pilot controlled by the display control panel through R4 (bottom right) are on the right side
(DCP), the course heading panel (CHP) on of the display.
the lower pedestal, and the line-select keys
(LSK) on the PFD and MFD. FORMAT LSK (R1)
Control of the PFD display format is via the
The optional configuration replaces the copi- bezel-mounted FORMAT line-select key R1.
lot round gages with the same equipment the Alternate presses of the FORMAT LSK enable
pilot has: the PFD, DCP, MSP, a second ADC, the rose, ARC, MAP, and optional TCAS
and a course knob panel (CKP), so that the format to be displayed. Map is only included in
copilot can set course data in the HSI. the sequence if FMS is the active navigation
source. At system powerup, the previously
selected format will be displayed. On the
ground, the on-side VOR will be displayed.
LX/RDR LSK (R2)

The LX/RDR line-select key controls the display
of weather radar and optional lightning displays.
The first push selects radar returns. The second
push selects lightning returns. The third push
removes the radar and lightning returns. The
LX/RDR line-select key is only available in
formats that support the weather radar and
lightning displays (ARC and FMS map).
Radar Menu
The RADAR button on the DCP is used to
select the RADAR menu on the PFD. When the
radar menu is active, PFD line-select keys are
used to set the active radar mode. In the
optional second PFD configuration, each pilot
display is controlled by the on-side DCP/PFD.

FlightSafety
international
NAV and BRG SOURCE Menus

Line-select keys on the PFD are used to control
the menu items on the NAV SOURCE and
REFS
BRG SOURCE menus on the PFD. The
NAV/BRG button on the DCP is used to select
and deselect the NAV and BRG SOURCE
menus on the on-side PFD.
PRESET LSK (L2)

MENU SET
The PRESET line-select key allows a preset
NAV SOURCE to be selected via the DCP
MENU SET knob. This preset NAV SOURCE
can be swapped with the active NAV SOURCE PU S H
by pressing the L2 line-select key.
MENU
ADV
Figure 16-40. Display Control Panel

(DCP) REFS Button and
PUSH–MENU–ADV Buttons
DATA LSK (L4)

The DATA line-select key is displayed on the
PFD when the FMS map format is active.
Pressing the DATA line-select key causes the
map menu to be displayed on the PFD. The
data menu controls the display of NAVAIDS
(L3), AIRPORTS (LU), INTERS (R4), and
ALTS (R3).
Table 16-1. SPEED REFERENCE
VSPEED REFERENCE DEFAULT MIN MAX

V1 — Takeoff decision speed 109 86 150
VR — Rotation speed 109 89 150
V2 — Takeoff safety speed 115 91 150
VRF — Reference airspeed at the 50-foot 118 89 150

runway threshold
VAP —Approach climb airspeed 129 95 150

(1.3VS1) 15° flaps and gear up
VT — General purpose target speed or VENR 138 86/ISS VMO/MMO

FlightSafety
international
V-Speed References speed or N 1 data is displayed.

Pilot-settable V-speeds are set using the 2. Takeoff and landing data can easily be
REFS menu. set by using the MENU SET knob and
the PUSH MENU ADV button inside
The REFS button (Figure 16-40) on the DCP the MENU SET knob. Press the PUSH
is used to control the display of the REFS MENU ADV button to cursor around
menu. Two pages of REFS menus are pro- V 1 , then set the speed by turning the
vided. V 1 , V R , V 2 , and V T are shown on page MENU SET knob; Again, press the
REFS 1/2 and V RF , V AP , and V T are shown on PUSH MENU ADV button to cursor
page REFS 2/2. Active values are shown in over V R , then spin the MENU SET knob
larger cyan characters and are displayed at to set the correct speed, etc., to V 2 , then
their correct locations (which may be out of V T . Generally, V ENR is set for V T (tar-
view) on the airspeed scale or in the speed get speed), then to N 1 REF. Check that
REF table (Table 16-1). Inactive values are dis- the data is correctly set in the cursor
played in white and do not show on the airspeed area and at the bottom of the airspeed
scale or speed REF table. scale each time airspeed is set. Check
that the N 1 REF setting is displayed in
The squat switch affects which page comes up the N 1 display on the MFD engine in-
first. On the ground, the first push of the REFS dicating system (EIS).
button brings up the REFS 1/2 page to set
takeoff speeds. A second push displays the All pilot speeds, N 1 REF, and minimum set-
REFS 2/2 page to set landing speeds. A third tings on the REFS menu are initially set to the
push removes the REFS menu. When in flight, value last set since powerup. The MENU SET
the first push of the REFS button displays the knob on the DCP is used to set the selected
REFS 2/2 page to set landing data. A second value on the REFS menu. Rotation of the knob
push displays the REFS 1/2 page, and the third also changes the selected V-speed state from
press removes the REFS menu. The default off to on if the state was off. A movable box
speeds were originally intended as powerup de- is shown around one of the values on the se-
faults to the AFM heavy-weight simplified lected REFS menu. The box indicates the se-
criteria. Any speed shown can easily be lected value. The line-select keys on the PFD
changed and activated so the moving airspeed are used to position the box. A second press
tick marks display on the desired page and of the same line-select key toggles the se-
should be set not to display on the undesired lected value from off to on if the state was off.
page. All active tick marks display, and can In the optional second PFD installation, if ei-
clutter, the airspeed scale. Presetting the land- ther pilot adjusts their own on-side controls,
ing speeds before takeoff can expedite the set- the values automatically appear on both PFDs.
ting of the landing tick marks and the landing
speed can be easily deactivated, if necessary. V 1, V R, V 2, and V T are also displayed digitally
in a speed reference field located in the lower
There are two ways to quickly select the cur- half of the airspeed scale. As airspeed increases
sor over an item to be set or set the data, and above 40 knots, the speed reference table scrolls
activate the V-speed tick marks or N 1 REF off of the bottom of the airspeed scale.
data. They are as follows:
V2 greater than or equal to VR greater than or
1. Press the line-select key (LSK) for the equal to V1 is automatically maintained. VAP
item to be set, observe the appearance greater than or equal to VRF is automatically
of the cursor, then spin the MENU SET maintained. When V T , which has a variable
knob and set the data. Repeat this first maximum (i.e., V MO /M MO ), is set to the cur-
setting V 1 , V R , V 2 , V T , and N 1 REF. rent maximum value, it will be decreased auto-
Observe in each step that the correct matically if the associated variable decreases.

When V T , which has a variable minimum (i.e., To set the takeoff speed data on the pilot TOLD
ISS LSC), is set to the current minimum value, card, first, press the REFS button to display
it will be increased automatically if the asso- REFS 1/2 page (Figure 16-41, Sheet 1).
ciated variable increases.
Collins
BARO
PUSH
------ STD
80 20 4
5 00
2
60
10
4 00 1
40 REFS
--- #13 20
00
1
10
2 00 2 MENU SET
4 PU S H
0 20 1 00 MENU
29.92
HDG 193 S 193 21
ADV
NAV / BRG
VOR1
CRS 177 15 24
9.1 NM
RADAR
REFS 1/2 REFS 1/2
50
< VT
149 GCS
25
< V2
110
TILT RANGE
< VR N1 REF >
108 95.9
VOR1
< V1 ADF2 RETURN >
108
Collins
Figure 16-41. REFS Menu—Setting Takeoff and Landing V-Speeds (Sheet 1 of 14)
V 1 , V R , V 2 , and N 1 REF are automatically re-

moved from the display at 200 knots. V-speeds
can be manually removed by positioning the
movable box around the value (with the adja-
cent LSK) and then selecting the adjacent LSK
a second time.

To set V 1 (Figure 16-41, Sheet 2), either push is set in larger blue numbers and confirm
the LSK or press the PUSH MENU ADV but- above that V 1 115 appears in the bottom of the
ton and cursor over V 1 , then spin the MENU airspeed scale.
SET knob and set the speed. Check the speed
Collins
BARO
PUSH
------ STD
80 20 4
5 00
2
60
10
4 00 1
60 REFS
40
--- #13 20
00
1
10
2 00 2 MENU SET
V1 115 4 PU S H
0 20 1 00 MENU
29.92
HDG 193 S 193 21
ADV
NAV / BRG
VOR1
CRS 177 15 24
9.1 NM
RADAR
REFS 1/2 REFS 1/2
50
< VT
149 GCS
25
< V2
115
TILT RANGE
< VR N1 REF <
115 95.9
VOR1
< V1 ADF2 RETURN <
115
Collins
SET V1

To set VR (Figure 16-41, Sheet 3), there are two speed. Confirm that the tick mark is activated
ways to advance the cursor to V R : (1) PUSH by the larger, blue numbers under V R and that
MENU ADV (2) Press LSK (L3); then spin V R appears in the lower airspeed scale.
the MENU SET knob, setting and verifying the
Collins
BARO
PUSH
------ STD
80 20 4
5 00
2
60
10
4 00 1
60 REFS
40
--- #13 20
00
1
10
2 00 2 MENU SET
VR 115
V1 115 4 PU S H
0 20 1 00 MENU
29.92
HDG 193 S 193 21
ADV
NAV / BRG
VOR1
CRS 177 15 24
9.1 NM
RADAR
REFS 1/2 REFS 1/2
50
< VT
149 GCS
25
< V2
115
TILT RANGE
< VR N1 REF >
115 95.9
VOR1
< V1 ADF2 RETURN >
115
Collins
SET VR

Similar to setting V1 and VR, now set V2 (Figure

16-41, Sheet 4). Confirm and check it in the
lower section of the vertical airspeed area.
Collins
BARO
PUSH
------ STD
80 20 4
5 00
2
60
10
4 00 1
60 REFS
40
--- #13 20
00
1
V2 118 10
2 00 2 MENU SET
VR 115
V1 115 4 PU S H
0 20 1 00 MENU
29.92
HDG 193 S 193 21
ADV
NAV / BRG
VOR1
CRS 177 15 24
9.1 NM
RADAR
REFS 1/2 REFS 1/2
50
< VT
149 GCS
25
< V2
118
TILT RANGE
< VR N1 REF >
115 95.9
VOR1
< V1 ADF2 RETURN >
115
Collins
SET V2

Set V T to V ENR (Figure 16-41, Sheet 5), then

verify and confirm it.
Collins
BARO
PUSH
------ STD
80 20 4
5 00
2
60
10
4 00 1
60 REFS
40
--- #13 20
00
VT 149 1
V2 118 10
2 00 2 MENU SET
VR 115
V1 115 4 PU S H
0 20 1 00 MENU
29.92
HDG 193 S 193 21
ADV
NAV / BRG
VOR1
CRS 177 15 24
9.1 NM
RADAR
REFS 1/2 REFS 1/2
50
< VT
149 GCS
25
< V2
115
TILT RANGE
< VR N1 REF >
118 95.9
VOR1
< V1 ADF2 RETURN >
115
Collins
SET VT

Set the N 1 REF (Figure 16-41, Sheet 6) power

setting that assures engine out 35-foot distance;
confirm and verify it in the MFD, N 1 area.
Collins
BARO
PUSH
------ STD
80 20 4
5 00
2
60
10
4 00 1
60 REFS
40
--- #13 20
00
VT 149 1
V2 118 10
2 00 2 MENU SET
VR 115
V1 115 4 PU S H
0 20 1 00 MENU
29.92
HDG 193 S 193 21
ADV
NAV / BRG
VOR1
CRS 177 15 24
9.1 NM
RADAR
REFS 1/2 REFS 1/2
50
< VT
149 GCS
25
< V2
118
TILT RANGE
< VR N1 REF >
115 95.9
VOR1
< V1 ADF2 RETURN >
115
Collins
SET N1

FlightSafety
international
Verify that the N 1 blue bugs appear at 95.9%, V-speeds must be cursored over and deacti-
with blue 95.9 in a white box (Figure 16-41, vated to small white numbers to unclutter the
Sheet 7). If the takeoff and departure are nor- vertical airspeed scale. The landing speeds, if
mal, this data will unclutter above 200 KIAS. preset (small white letters), must be cursored
If a circuit and landing must be made, N 1 REF over the large blue numbers to get the tick
is ready for the landing phase. However, the marks on the moving airspeed scale.
N1 %
95.9
100
90
70
50
30
20.5 21.8

To set the landing data, press the REFS button

to display the REFS 2/2 landing data page
(Figure 16-41, Sheet 8). In flight, the squat
switch logic tells the system to bypass REFS 1/2.
Collins
BARO
PUSH
HDG ALT
50 00 STD
2 00 4
280
20 2
1 00
260 1 REFS
10 20
250 #50 00
80
240 1
MENU SET
49 00
10 2
220 PU S H
GS
8 00 4 MENU
ADV
29.92
HDG 060 060 NAV / BRG
MIN 200 RA
LOC1 6
CRS 013 3 E
RADAR
10.2 NM
12
N
REFS 2/2 REFS 2/2

GCS
VT RA
33
15
151 200
V AP BARO TILT RANGE

30
1700
S
119
21
V RF W N1 REF
24
112 95.9
LOC1
ADF 2 RETURN
Collins
BRT
DIM

FlightSafety
international
To set V RF , press the LSK (L3) to box V RF 16-41, Sheet 9). The tick marks are off scale
speed and turn the MENU SET knob to set the here, until the aircraft slows sufficiently to
desired speed in big blue numbers. To ensure see them.
that the tick marks will be displayed (Figure
Collins
BARO
PUSH
HDG ALT
50 00 STD
2 00 4
280
20 2
1 00
260 1
10 20
REFS
250 #50 00
80
240 1
49 00 MENU SET
10 2
220 GS PU S H
8 00 4 MENU
ADV
29.92
MIN 200 RA
LOC1 6
CRS 013 3 E
RADAR
10.2 NM
12
N
REFS 2/2 REFS 2/2
VT RA GCS
33
15
151 200

30
1700
S
119
21
V RF W N1 REF
24
108 95.9
LOC1
ADF 2 RETURN
Collins
BRT
DIM

FlightSafety
international
To set V AP , press the LSK (L2) to obtain the

cursor, and set the speed with the MENU SET
knob (Figure 16-41, Sheet 10).
Collins
BARO
PUSH
HDG ALT
50 00 STD
2 00 4
280
20 2
1 00
260 1 REFS
10 20
250 50 00
80
240 1
MENU SET
49 00
10 2
220 PU S H
GS
8 00 4 MENU
ADV
29.92
MIN 200 RA
LOC1 6
CRS 013 3 E
RADAR
10.2 NM
12
N
REFS 2/2 REFS 2/2

GCS
VT RA
33
15
151 200

30
1700
S
115
21
V RF W N1 REF
24
108 95.9
LOC1
ADF 2 RETURN
Collins
BRT
DIM

FlightSafety
international
To set V T or target velocity to V ENR , set and

verify blue numbers to ensure tick mark
(Figure 16-41, Sheet 11).
Collins
BARO
PUSH
HDG ALT
50 00 STD
2 00 4
280
20 2
1 00
260 1 REFS
10 20
250 #50 00
80
240 1
MENU SET
49 00
10 2
220 PU S H
GS
8 00 4 MENU
ADV
29.92
MIN 200 RA
LOC1 6
CRS 013 3 E
RADAR
10.2 NM
12
N
REFS 2/2 REFS 2/2

GCS
VT RA
33
15
147 200

30
1700
S
115
21
V RF W N1 REF
24
108 95.9
LOC1
ADF 2 RETURN
Collins
BRT
DIM

Set minimums using BARO (recommended blue pointer that comes into view on the right
for all approaches, both precision and non- side of the altitude scale. This is BARO ref-
precision) (Figure 16-41, Sheet 12). Press erenced to the MSL based on a minimum al-
LSK (R2) and cursor over BARO altitude. titude of 1,700 feet. It is not radar-altitude
Enter the MSL altitude using the MENU SET based. Notice at minimums (on the left), the
knob (1,700 feet in this case). Confirm the al- blue pointer turns yellow and the yellow MIN
titude by looking under the altimeter setting box appears. BARO minimums can be set in
and observing MIN 1,700 BARO. As the air- 10-foot increments through 15,000 feet.
craft descends toward minimums, observe the
BLUE POINTER TURNS YELLOW
HERE AND MIN BOX APPEARS
Collins Collins
BARO
PUSH
1 AP ALT
17 00 17 00 STD
20 9 00 4
20 00 4
2 2
10 8 00 9 00
1 1
MIN REFS
20 40
#17 00 #18 20
00
1 1
MENU SET
6 00 2
7 00 2
PU S H
1630 4 4 MENU
ADV
060 29.92 29.92

MIN 1700 BARO NAV / BRG
MIN 1700 BARO
6
E E
RADAR
12
12
REFS 2/2 REFS 2/2
RA RA GCS
15
15
200 200
BARO BARO TILT RANGE

S
1700 1700
21 21
N1 REF N1 REF
24
95.9 95.9
RETURN RETURN
Collins
BRT BRT
DIM DIM

Another way to set minimums for a precision approaches. To the left, observe the different
approach is to press the RA LSK (R1) and appearance of minimums when using RA to set
cursor over RA altitude and set the altitude minimums. A blue box at the left of the alti-
with the MENU SET knob (Figure 16-41, tude scale appears. As the aircraft passes below
Sheet 13). Confirm that minimums are cor- minimums, the blue box turns yellow and the
rectly set by observing under the altimeter MIN box appears yellow. Brown ground ref-
setting MIN 200 RA. This is a radar altimeter erence appears below 225 AGL. RA mini-
based on minimum altitude. Because all ap- mums can be set in one-foot increments
proaches use baro for minimums, our counsel through 999 feet.
i s t o u s e t h e BA RO m e t h o d f o r a l l
Collins Collins
BARO
PUSH
1 GS
3000 50 00 STD
20 2 00 4
9 00 4
2 2
10 1 00
8 00 1 1
MIN 20 REFS
40
15 20 50 00
00 80
1 1
10 49 00
4 00 2 2
MENU SET
4 PU S H
200 20 4 8 00 MENU
800 ADV
29.92 29.92
013
MIN 200 RA MIN 200 RA NAV / BRG
N 3 E
RADAR
6
12
REFS 2/2
E
FORMAT RA GCS
15
200
12
LX/RDR BARO
TILT RANGE
S
1700
15
21
2 S N1 REF
95.9
RETURN
Collins
BRT BRT
DIM DIM

Set N 1 REF in the same manner as for takeoff. RADIO ALTITUDE

Cursor over N 1 REF using LSK (R3). Turn the
MENU SET knob on the DCP to set the power A digital readout of radio altitude (RALT) is
setting (see Figure 16-41, Sheet 14). Notice on height above terrain displayed in the lower part
this page, FORMAT> is missing on LSK (1R). of the attitude display from 2,500 feet to zero
This is the function of the RETURN key (4R). at touchdown (Figure 16-42). Also, an analog
Pressing RETURN immediately returns FOR- radio altitude display is shown on the baro-
MAT> to LSK (1R) and RETURN disappears. metric altitude scale to improve ground aware-
In the optional configuration with two PFDs, ness. Range is 0 to 2,500 feet. Resolution is in
if either pilot sets the data, it is automatically 5-foot increments from 0 to 199 feet, 10-foot
displayed on the other PFD. increments from 200 to 999 feet, and 50-foot
Collins
BARO
PUSH
HDG ALT
50 00 STD
2 00 4
280
20 2
1 00
260 1 REFS
10 20
250 50 00
80
240 1
MENU SET
49 00
10 2
220 PU S H
GS
8 00 4 MENU
ADV
29.92
MIN 200 RA
LOC1 6
CRS 013 3 E
RADAR
10.2 NM
12
N
REFS 2/2 REFS 2/2

GCS
VT RA
33
15
147 200

30
1700
S
115
21
V RF W N1 REF
24
108 95.9
LOC1
ADF 2 RETURN
Collins
BRT
DIM

FlightSafety
international
increments from 1,000 to 2,500 feet. The dig- The radio altimeter system is made up of one
ital readout is green, unless a DH alert is in view, ALT-55B receiver/transmitter (RT) and one
then the radio altitude readout is yellow. Radio RAC-870 radio altitude converter. The RT
altitude is used by the EFIS and FGS. provides analog radio altitude and FCS warn-
ing discrete to the RAC. The RAC converts the
The analog radio altitude display is a brown analog DC altitude and FCS warning discrete
scale that replaces the normal background color from the RT to digital data for use by the
of the barometric altitude scale. The brown flight control system and the electronic flight
scale comes into view at the bottom of the baro- instrument system.
metric altitude scale when the radio altitude is
approximately 225 feet. At the same time, a 0
feet tick mark is displayed in the center of the DECISION HEIGHT AND
altitude scale. As the aircraft descends, the MINIMUM DESCENT ALTITUDE
brown scale moves up to meet the 0 FT tick mark
when the radio altitude is 0 feet. Radio altitude-based decision height (DH, re-
ferred to as RADIO) alerts the pilot that the
Turn the rotary test switch to ANNUNCIATOR aircraft has descended to the selected RADIO
TEST to test the radio altimeter. When acti- decision height. RADIO DH is a function of
vated, the test provides a radio altitude read- radio altimeter altitude and all references to
out of 50 feet. A yellow RA TEST is displayed RADIO DH altitude are above ground level
adjacent to the digital radio altimeter readout, (AGL). Barometric altitude based minimum
over the normal position for the RA flag, when descent altitude (MDA, referred to as BARO)
the radio altimeter is in test. Selection of FCS alerts the pilot that the aircraft has descended
APPR mode prevents the activation of the to the selected minimum descent altitude.
radio altitude test switch. MDA is a function of barometric altitude; all
references to MDA altitude are with respect
to the pilot altimeter display. Either RADIO
Radio Altitude Flag or BARO is active on a given approach; there-
fore, the selection of one precludes the other.
A red boxed RA flag appears to the left of the
RA digital readout when radio altitude data is MIN (minimum) is displayed to the pilot if the
failed. Annunciation and box flash for five currently active height is reached. The MIN
seconds, then are steady. setting is displayed digitally below the baro-
metric altitude display. Individual RA and
GA GA
ALTS
50 00
6 00
20 5 00
40 GROUND
10 14 20 REFERENCE
100 FT (ANALOG)
3 00 225 FT
00
125 FT
100
8 00
30.12
Figure 16-42. Radio Altitude—During Takeoff at 100 Feet AGL

FlightSafety
international
BARO set fields on the PFD display RA (de- RA and BARO MlN are mutually exclusive.
cision height) or BARO (minimum descent Selecting either one while the other is selected
altitude) value, depending on which is active. will cause the one in view to be deselected, and
These separate analog indications are used to the MIN value to be replaced by the newly
cue the pilots that the aircraft is approaching selected reference’s value. When the box is
the RA or BARO minimum setting. When at around an RA or BARO menu readout value,
the point radio altitude is equal to, or below, pressing the adjacent line-select key will de-
the MIN readout, yellow MIN, to the right of select the associated function.
the pitch scale, is displayed, which first flashes
for five seconds, then on steady. The yellow
MIN is removed if the following occurs: BARO
When active, the BARO analog MDA is shown
• RA MlN altitude becomes greater than on the fine altitude scale. The BARO reference
50 feet above the MIN value. is a cyan triangle with a protruding extension
• Radio altitude is less then five feet AGL. line, placed on the fine altitude scale at the
BARO (MDA) altitude. At BARO MIN alert,
• MIN readout is removed. the analog BARO (MDA) reference changes
• RA MIN value is changed to a value to yellow, flashes for five seconds, then steady.
more than 50 feet lower than the current
radio altitude value. (E.g., if radio alti- RA
tude is more than 50 feet below the RA
MIN value, the yellow MIN annuncia- When active, the RA analog reference is shown
tion is never displayed.) on the left side of the barometric altitude scale.
MIN is inhibited below five feet. The RA reference is a cyan rectangle with a
dark blue background that extends up from
There are two pages of REFS menus. The RA the analog radio altitude display. The RA ref-
MIN and BARO set values are located on the erence rises toward the radio altitude’s 0-feet
REFS MENU, page 2. This page is accessed tick mark as a function of radio altitude. At RA
by one press of the DCP REFS button while MIN alert, the RA analog reference color turns
airborne, or two presses while on the ground. from cyan to yellow, flashes for five seconds,
then steady. The analog DH reference con-
A movable cyan box is shown around one of tinues to rise up the left side of the baromet-
the values on the REFS menu. The movable box ric altitude scale until radio altitude is zero.
surrounds the value that can be changed with
the MENU SET knob on the DCP. The box is MIN Readout
brought to the BARO or RA MIN value by
pressing the respective adjacent LSK. The ini- The MIN readout is the same value selected
tial value displayed is the last value set by the as active in the REFS menu. The cyan, MIN
pilot. When the box is around an inactive RA readout and MIN nomenclature are displayed
MIN or BARO value, rotating the DCP MENU part-time below the barometric altitude scale.
SET knob adjusts the selected value and selects The MIN readout is displayed when either the
the value if the value was deselected. Settable RA or BARO has a value set, and the follow-
values are initially displayed in smaller white ings constraints are met:
characters and are considered inactive. They
become larger cyan characters when they are • When at or below 2,500 feet AGL and
made the active values. RA MIN range is 0 to an RA value of other than OFF has been
999 feet in 1-foot increments. BARO MIN set, unless RA readout is off.
range is 0 to 15,000 feet in 10-foot increments. • When within 2,500 feet of the selected
MDA and a BARO value of other than
OFF has been set.

• When the RA or BARO value is selected Rose Format

(boxed) on the REFS menu, and a value
of other than OFF is shown in the box. The FORMAT line-select key (first push) on
the AFD is used to select the rose format
The RA alert is disabled on the ground, and (Figure 16-43). Rose format is a conventional
until the aircraft reaches greater than 50 feet EHSI display. The familiar navigation displays
above the selected RA value. present in rose format include the following:
The BARO alert is disabled on the ground, • Heading
and until the aircraft reaches greater than 50
feet above the selected BARO value. • Selected heading
• Track
MIN Alert • S e l e c t e d c o u r s e , l a t e r a l d ev i a t i o n ,
When at the point barometric altitude is equal to/from
to or below the MDA readout, yellow MIN is • Bearing pointers (2)
displayed to the right of the pitch scale. MIN
flashes for five seconds, then on steady. The Normal control and warning annunciations
MIN alert is removed when MIN readout is re- are also displayed.
moved; or it is removed if barometric altitude
becomes greater than 50 feet above the current Arc Format
MIN value; or it is removed if the BARO value
is changed to a value more than 50 feet lower The FORMAT line-select key on the AFD
than the current barometric altitude value (e.g., (second push) is used to select the arc format
if barometric altitude is more than 50 feet (Figure 16-44). The arc format is an expanded
below the BARO value, the yellow MIN an- 125° section of the compass rose that is used
nunciation is never displayed). to display navigation, weather radar, and op-
tional lightning displays. The familiar navi-
MIN alert and MIN readout are removed if gation displays present in arc format include
there is a radio altitude flag and MIN is RADIO the following:
based. MIN alert and MIN readout are also re-
moved if there is a barometric altitude flag and • Heading
MIN is BARO based. • Selected heading
Each PFD outputs a discrete sound for one • Track
second as an aural warning. The discrete is • S e l e c t e d c o u r s e , l a t e r a l d ev i a t i o n ,
sounded for one second each time the RA or to/from
BARO alert is initially triggered.
• Bearing pointers (2)
NAVIGATION FORMATS The weather radar and lightning displays are

selected with line-select key R2. Range in-
The FORMAT line-select key (R1) is used to formation is displayed on the arc format for
select the current PFD navigation format. A use with weather radar and optional lightning
right-facing carat points at R1 to indicate that displays. Display range is controlled with the
the line select key can change the current for- RANGE knob on the DCP. Normal control
mat. The selectable PFD formats are rose, arc, and warning annunciations are also displayed.
FMS map, and optional TCAS (if installed
and tuned on).
Repeated presses of the FORMAT line-select

key will cycle through the available formats
in the order shown.

FlightSafety
international
HDG 230 230 29.99
VOR1 24
CRS 190 21
W
3.4 NM S
30
15
FORMAT
33
12
PRESET LX/RDR
FMS1 STBY
T+2.0
N
E
6 3
BRT
DIM
Figure 16-43. PFD/MFD Rose Format
FMS Map Format map is a heading-up moving map that graph-

ically displays FMS-supplied navigation sym-
The FMS map format page (Figure 16-45) is bols in the area surrounding the aircraft. If
only available if the pilot first inserts and ac- there is a flight plan in the FMS, the flight plan
tivates a long-range flight plan using the de- legs and waypoints are shown. FMS naviga-
sired or available FMS. (The blue dashed line tion symbology may be accompanied by iden-
in the figure is the location of the HDG bug tifier data. The map display extends up to the
off scale.) Some CJ2s have one or two FMS heading arc.
units. The current available flight manage-
ment systems (FMSs) are as follows: The heading arc is a 125° section of compass
rose similar to the arc format. The heading arc
1. AlliedSignal KLN-900 (GPS sensor) is used to depict heading, selected heading,
2. Universal UNS1K (GPS sensor) track, and range. Range is controlled with the
3. AlliedSignal GNSXLS (GPS sensor) RANGE knob on the DCP. Lateral deviation
is displayed immediately above the heading arc
4. AlliedSignal KLN90B (GPS sensor) (when the difference between aircraft heading
and FMS desired track is less than 105°).
The FORMAT line-select key on the AFD is
used to select the FMS map format. The FMS

FlightSafety
international
TRAFFIC 29.92
HDG
S 193 21
VOR1
CRS 252 FORMAT
15
24
9.0NM
PRESET LX/RDR
FMS1 25 +01
–01 WX
T +O.5
12.5 TFC
–05 SAT 0 °C
ISA 0 °C
RAT 50 °C
Figure 16-44. PFD/MFD Arc Format
29.92
10 HDG 013 143 5
MIN 420 RA
12
FMS1 S
DTK 142
ICNB
E
2.9NM
PT
10
FORMAT
ICNB
5
PRESET RW01R LX/RDR
1332
LOC1
VOR2
DATA
DASHED LINE IS HDG BUG OFFSCALE LOCATION
Figure 16-45. PFD/MFD FMS Map Format (Present Position)

FlightSafety
international
Weather radar and optional lightning displays The FORMAT line-select key (R1) on the PFD
are available for display on the FMS map will select rose, arc, rose, arc, etc. If an FMS
format. Line-select key R2 is used to select flight plan is first selected, successive dashes
weather radar and/or lightning displays. select rose, arc, FMS map, rose, arc, FMS
Normal control and warning annunciations are map, etc. If the FMS is on the FMS map, and
also displayed. the TCAS is available, successive pushes se-
lect rose, arc, FMS map, TCAS I, rose, arc,
Navigation Symbology FMS map, TCAS I, etc.
The DATA line-select key is used to select the The first three pages available on the PFD are
DATA menu. The DATA menu is used to con- also available on the MFD. The FORMAT line-
trol the selection of background navigation select key (R1) when pressed a fourth time on
symbology when the FMS map display is ac- the MFD (only) selects the FMS PLAN map
tive. The DATA menu only controls the sym- (true north up) (Figure 16-47) for planning
bols not associated with the active flight plan purposes. The PREV or NEXT line-select keys
(map symbols associated with the active flight move the flight plan waypoints (WPT) for-
plan (if any) are always displayed when the ward or backward. The NEXT LSK advances
map is displayed). The potential map menu se- the WPTs, one by one, to the end of the flight
lections, depending upon the installed FMS, plan. PREV backs each WPT through the cen-
are as follows: ter to the first WPT. The DATA LSK on this
• NAVAIDS (L3) page and the FMS map page selects the DATA
menu with NAVAIDS (L3), AIRPORTS (L4),
• AIRPORTS (L4) INTERS (R4), and ALTS (R3).
• INTERS (R4)
The FORMAT line-select key (R1) when
• ALTS (R3) ON–OFF pressed a fifth time selects the optional TAS 1
Turning on the ALTS (R3) displays the top of page if TAS 1 is turned on.
climb (TOC) or level-off point and the top of
descent (TOD) point. TOC and TOD are un- The FORMAT line-select key (R1) when
marked, white circles that appear on the FMS pressed a sixth time on the MFD (only) can dis-
great circle track show the computed climb play the FCS diagnostics format pages (Figure
level-off point or start descent point based on 16-48). The diagnostics page will only display
current climb or cruise data. Turning off ALTS if the maintenance diagnostics lever-lock
removes the circles from view. The DATA LSK switch is in the UP position. Normally, the
does not appear on the arc format page. switch is down and that prevents the diag-
nostics page from displaying. The switch is on
Pressing the adjacent line-select key alter- the lower right, forward pedestal above the
nately selects or deselects the associated menu copilot inboard rudder pedal. Though the crew
selections. Navigation symbology may be ac- has access to the switch, it is normally left in
companied by identifier data. Different FMSs its DOWN–OFF position and is only used for
provide different map symbol capabilities. maintenance purposes.
Refer to the appropriate vendor documenta-
tion for the specific symbol types that each
FMS supports.
HEADING
The PFD displays heading information imme-
diately beneath the attitude display for all nav-
TCAS I Format—Optional igation formats. Either a full compass rose or
If TCAS I is installed and tuned on, the FOR- a partial compass arc is displayed (Figure 16-
MAT line-select key on the AFD is used to se- 49), depending on the active navigation format.
lect a dedicated TCAS I page (Figure 16-46).

093
ABOVE
25
FORMAT
RDR
STBY
T +1.0
TFC
CS 0 TAS 0 RAT 22 °C SAT 22 °C ISA +9 °C
BRT
DIM
Figure 16-46. MFD Optional TCAS 1 Format (If Installed)
FMS1
N
DTK 204
KICT
TTG – – : – –
2.8NM
KCID
864
IOW
200
FMS1 FORMAT
FMS2 STJ
NEXT LX/R D R
PREV DIRECT
DATA
GS TAS O RAT 7 ° C SAT 7 ° C ISA –7 ° C
BRT
DIM
Figure 16-47. MFD FMS Plan Map (True North Up)

FCS DIAGNOSTICS
©1998 ROCKWELL COLLINS, INC.
REPORT MODE
LEFT RIGHT
R E PA I R CODE = 000000 000000
AP D I S CODE = 000000 000000
A P ENG CODE = 020400 020400
YD D I S CODE = 000000 000000
Y D ENG CODE = 020000 020000
MOVE FORMAT
CURSOR
A R R O W I N D I C AT E S F C S S O U R C E
SCROLL CHANNEL (PUSH & HOLD MOVE– NEXT
UP C U R S O R K E Y T O S WA P C H A N N E L ) MODE
SCROLL
DOWN
LEFT ( P U S H & H O L D A S U M M A RY K E Y RIGHT

SUMMARY T O C L E A R E R R O R H I S T O RY ) SUMMARY
BRT
DIM
Figure 16-48. MFD FCS Diagnostics Format (Diagnostics Switch On)
Current heading is read opposite the lubber line Collins
SELECTED
on the compass rose or compass arc. Tick HEADING
marks are provided every 5°. Heading numbers LNV1 AP ALT
170 00 TRACK
are located at 30° marks with letters at the 260
20 160 00
2
4
POINTER
cardinal points. Compass reference marks 240 10 900 1 HEADING
(compass rose only) are triangular pointers 220
20
158 00
80 BUG (BLUE)
located outside the rose, apex pointing to the 200 10 700
1
2 ACTIVE
rose, at ±45° and ±135° from the lubber line. 180
M.458
20 600 4
COURSE
White tick marks are located at 90°, 180°, and 30
HDG 340 340
29.92
TO/FROM
270° from the lubber line. FMS1
DTK 350
33 N INDICATOR
KCID 30
LATERAL
3
95.ONM
Heading data is supplied by the currently se-

W
FORMAT
DEVIATION
6
lected AHS. A flight-deck-mounted AHS XFR

24
PRESET RDR
E
(transfer) switch selects the source of on-side VOR1 WX

T-1.5A
21
AHS data. The AHS has two operational modes,

12
S 15
auto and manual (DG) mode. Manual selection

is made using a flight-deck-mounted BRT
AUTO/MANUAL switch for an AHRS source. DIM
Figure 16-49. PFD in Rose Format

FlightSafety
international
Heading Flag The on-side FMS will be the source for the
track pointer unless the cross-side FMS is the
active navigation source. If only a single FMS
For a heading input failure, the compass rose is installed, it shall be the data source for the
or arc is rotated to north up, the lubber line and track pointer for displays on both sides. The
digital heading readouts are removed, and a track pointer is normally green. However, if
red, boxed HDG flag is displayed. the cross-side FMS is the source, the track
pointer will be yellow. Different FMSs have
Heading Bug varying requirements on when they will out-
put a valid track for display. Refer to appro-
A dual filled rectangular cyan bug is posi- priate FMS documentation.
tioned on the compass rose, arc, or FMS map.
When the bug is off scale in arc or map mode,
a heading vector (dashed line) is displayed LATERAL NAVIGATION
that originates at the compass center and ex- COURSE AND DEVIATION
tends toward the selected heading. At system
power up, selected heading value is that which The PFD displays the active lateral navigation
was previously selected. The heading bug is (NAV) course and deviation information on the
controlled by the HDG knob on the CHP. The compass rose and arc. Lateral navigation
center SYNC button on the end of the HDG course and deviation information is made up
knob causes the heading bug to be set to the of a course pointer, to/from arrow, lateral de-
current heading. viation bar, and scale.
A digital readout of the selected heading is dis- The course pointer is a single bar arrow that
played to the left of the lubber line. The read- points to the selected course. The selected
out is preceded by a HDG legend. The selected course at powerup will be the last valid value
heading readout shares a location with the before powerdown. The CRS knob on the CHP
heading comparator flag. When active, the is used to set the pilot side VOR course pointer
heading comparator flag is the priority display. (Figure 16-50). In the optional second PFD
configuration, the CRS knob on the CKP is
In the optional second PFD configuration, the used to set the copilot side VOR course pointer
APP and AP XFR (autopilot transfer) button (Figure 16-50). The associated CRS knob is
selects which heading all heading bugs move inactive for FMS as the active NAV source. The
to. The transfer status is displayed on the PFDs center DIRECT button on the CHP selects a
in the FCS mode field by the direction of the course directly to the on-side PFDs valid VOR
XFR arrow. If transferred to the pilot, the pilot station, if VOR is the active NAV source. When
heading is used. If transferred to the copilot, enabled by CDU selection and FMS is the ac-
then the copilot heading is used. tive NAV source, the CRS button is used to se-
lect a course direct to the active waypoint
(applicable only to FMSs with an OBS func-
TRACK tion). To/from indicator rotates as part of the
course pointer and is displayed when the ac-
The track pointer is positioned on the compass tive NAV source is valid VOR or valid FMS.
rose or arc at the current aircraft track over the The course pointer and to/from arrow is dis-
earth. The track pointer is an open circle. The played green for on-side source and yellow for
difference between the position of the track a cross-side source. The display is removed if
pointer and the lubber line is the drift angle. the map display is active.
Thus, the track pointer has been referred to as
a drift pointer. The lateral deviation bar moves left or right
of the course pointer on the lateral deviation
scale to indicate relative position of the course

to the aircraft, moves an amount proportional NAV Menu

to the magnitude of the deviation. The lateral
deviation scale has scale markings of two dots Pressing the DCP NAV/BRG button selects
left and two dots right of the course pointer the NAV menu on the right side of the PFD
center line (Figure 16-51). Scale is displayed (Figure 16-52). For aircraft with standard
for all active NAV sources. The display is re- single-PFD installations, the available NAV
moved if the map display is active. sources are FMS1/FMS2 and VOR1/VOR2 or
LOC1/LOC2. If a single FMS is installed, the
CRS ALT HDG
CRS PU S H PU S H PU S H
PUSH
DIR CA SYNC
SETS COURSE ECT NCEL
DIRECT
ON COPILOT’S
PFD (IF INSTALLED)
Collins SETS PILOT PFD SETS ALTITUDE SETS HEADING BUG
AND MFD COURSE PRESELECT IN THE PFD(s) ON THE PFD AND MFD
AND COPILOT PFD
COURSE KNOB PANEL (CKP) (IF INSTALLED)
NEAR COPILOT’S PFD
COURSE HEADING PANEL (CHP)
ON LOWER PEDESTAL
Figure 16-50. Pilot and Copilot Course Heading Panels Controls

ACTIVE
TRACK Collins
COURSE ARROW
POINTER ONSIDE-GREEN
CROSS-SIDE YELLOW
LNV1 AP ALT
170 00
ACTIVE 20 160 00 4
NAV
2 BLUE SINGLE LINE
SOURCE
240 10 900 1
BEARING POINTER
DISPLAY (NO. 1 NAV-ADF or FMS)
20
220 158 00
80
1
COURSE/
200 10 700 WHITE SINGLE LINE
2
BEARING POINTER
DESIRED 20
TRACK
600 4 (NO. 2 NAV, ADF, or FMS)
M.458
DISPLAY 29.92
20
HDG 340 340
33 N
FMS1
OTK 350 30
KCID TO/FROM
3
STATION 95.ONM INDICATOR

WAYPOINT
IDENTIFIER 200 FORMAT
DISPLAY
100
LATERAL
PRESET RDR DEVIATION
VOR1 WX C+3
T+10.7A SCALE (CDI)
DISTANCE VOR1
DISPLAY
FMS1
BRT
DIM
Figure 16-51. PFD in Arc Format

Collins
BARO
USH
ROLL PITCH
P
ALTS
30 00 STD
7 00 4
220
2
10 6 00
200 1 REFS
20
189 35 00
80
180 1 MENU SET
10 4 00
2 USH
P
160 MENU
2200 3 00 4 ADV
29.92 NAV/BRG
HDG 037 193
MIN 1700 BARO
VOR1 S 21
CRS 013 RADAR
NM 15
24
BRG NAV
SOURCE SOURCE GCS
12
FMS1
VOR1 FMS2
TILT RANGE
E
30
VOR1
OFF LOC2
33
6
3 N
VOR1
Collins
RETURN
BRT DCP NAV/BRG

DIM BUTTON
Figure 16-52. PFD NAV/BRG Page
active NAV source legend is FMS. The active lection. If the desired source is an on-side
NAV source selection is displayed in medium sensor located against a currently not active
size text, color coded as on-side (magenta) or sensor pair, a single press of the adjacent line-
cross-side (yellow). Inactive source legends are select key will select the desired source. A
displayed in smaller white text. second press of the same line-select key will
toggle to the cross-side source, if installed. The
To change the active NAV source, if the desired NAV SOURCE menu is removed either by
source is the partner of a currently selected pressing the NAV/BRG pushbutton or by press-
source, a single press of the adjacent line-se- ing R-LSK4 RETURN.
lect key on the PFD will toggle the source se-

FlightSafety
international
Preset NAV Function Lateral Deviation

The preset navigation function is only active Attitude Display
if there are no PFD menus selected. When The attitude display lateral (course) deviation
preset NAV is active, rotation of the MENU pointer (CDI) is a pointer against a scale of
SET knob will scroll through the list of in- four white round and deviation scale markings
stalled navigation sensors. The current active on a black background (Figure 16-53). The
NAV source shall not be repeated in the list of pointer is the same color as the NAV source
preset NAV sources. Pushing the MENU ADV annunciation. The pointer is a waypoint shape
button or L-LSK2 causes the current preset for FMS and a diamond shape for all other
navigation source to become the new active NAV sources. Pointer movement is automat-
source and the active navigation source to be- ically reversed by the AFD when back-course
come the new preset source (swap positions). localizer logic is active. If the associated data
Changing the active NAV source through the is failed, the attitude display lateral deviation
NAV/BRG menu causes the old active NAV pointer is removed, and a red boxed flag,
source to become the new preset NAV source. using the same nomenclature as the active
APPR LOC1 GS
LNV1 AP ALT
140
200
10 20
120 MM
AP 10
110 RF 175
100
10 150
80
140 10
300 1850
HDG 060 013 10 HDG 013 143 5
12
LOC1 N 3 FMS1 S
CRS 013 DTK 142
1.9 NM 33 ICNB
6
2.9NM
PT
30
10
E
ICNB
5
W
12
PRESET PRESET RW01R

1332
FMS1 LOC1
24
15
ADF 1
21 S
VOR2
DATA
LOCALIZER TRACKING FMS MAP PAGE TRACKING

LATERAL AND VERTICAL DEVIATION G/S LATERAL DEVIATION
MM LOCATION
Figure 16-53. Lateral Deviation Attitude Display

FlightSafety
international
NAV source, is displayed. Annunciation and Information displayed in the lateral navigation
box flash for five seconds, and then steady. data field is normally color coded as on-side
The scale is displayed for active NAV sources (green) or cross-side (yellow).
of LOC and FMS. When the FMS map is the
active NAV format, the scale is displayed if
the difference between aircraft heading and Distance Flag
FMS desired track is less than 105°. The distance display is four dashes, and NM
nomenclature is shown, it is the same color as
the active NAV source if the distance infor-
Lateral Navigation Data Field mation is not received.
The lateral navigation data field is located to
the left of the selected navigation format on
the PFD. The lateral navigation data field dis- LNAV Alert
plays the following information: If the active NAV source is FMS and a lateral
navigation alert occurs, the waypoint identi-
• Active NAV source (e.g., VOR1) fication field and the distance display flash.
• Course/desired track readout (e.g., CRS
351)
FMS MAG VAR Fail
• FMS waypoint identification (e.g., CID)
The active NAV source flashes for 15 sec-
• Distance (e.g., 5.9 nm) onds, then returns to normal, if MAG or DG
The identifying nomenclature in front of the heading is selected when the active NAV
course/desired track readout is as follows: source is FMS, and the magnetic variation
normally supplied by the FMS is unavailable
• CRS for VOR due to a failure.
• DTK for FMS desired track
NAV Flag
• HDG for FMS with heading leg active
(only with compatible FMS) The active NAV source legend VOR1, VOR2,
LOC1, LOC2, FMS1, or FMS2 is displayed in
• OBS for FMS with OBS mode active red and surrounded by a red box if the asso-
(only with compatible FMS) ciated data is failed. For VOR, the NAV source
The FMS provides the waypoint ID when FMS legend does not change, but the lateral devi-
is the active NAV source. Standard CJ2s come ation bar and to/from indicators are removed.
equipped with AlliedSignal DME. Allied-
Signal DME does not provide station ID; there-
fore, no station ID is available when VOR or
ILS VERTICAL DEVIATION
LOC is the active NAV source. The vertical deviation scale is displayed be-
tween the attitude ball and the altitude scale
The distance display provides distance infor- on the AFD. The scale comes into view when
mation in nautical miles (nm) to the pilot. a LOC is the active NAV source. The GS (glide
Distance is associated with the active NAV slope) deviation pointer is diamond shaped,
source, thus providing distance to the next and the color follows the active NAV source
waypoint for FMS, distance to the VOR/DME color. The vertical deviation scale and GS
(or VORTAC) station for VOR, and distance pointer are removed from view when a LOC
to the runway for LOC. Distance readout is dis- is no longer the active NAV source.
played followed by NM nomenclature. Range
is 0 to 4,999 nm for FMS. If the distance is
greater than 9,999 nm when FMS sourced, the
readout is replaced with four dashes.

FlightSafety
international
G/S Flag LOC is displayed adjacent to the bearing

source icon and the bearing pointer is removed.
The GS deviation pointer is removed, and a red, With subsequent menu selections, the associ-
boxed GS flag is displayed at the lower end of ated bearing source will not be included in
the vertical deviation scale when the GS sig- the menu until a VOR frequency is tuned. The
nal is failed. bearing pointer displayed at powerup will be
the last selected. The bearing pointer is re-
MARKER BEACON moved when data is failed, except for ADF not
received, and the bearing pointer is parked at
The marker beacon field is located to the left the last valid input.
of the pitch scale in the attitude ball. An outer
marker, inner marker, and airway marker bea- Bearing source icons are displayed to the left
con is available for display in the marker bea- of the navigation format on the PFD. Bearing
con field. The outer marker legend flashes on source icons are miniature representations of
and off when the aircraft is flying over an the bearing pointers that are used to identify
outer marker beacon. The outer marker is a the selected bearing pointers. Color follows
boxed, cyan OM legend. The middle marker bearing pointers. The bearing source display
legend flashes on and off when the aircraft is is blank if the BRG source selection is OFF.
flying over a middle marker beacon. The mid- Bearing source icons are accompanied by an
dle marker is a boxed, yellow, MM legend. The identifying nomenclature of FMS, VOR, or
airway/inner marker legend flashes on and off ADF. The sensor-side number of 1 or 2 is at
when the aircraft is flying over an airway or the end of the identifying nomenclature.
inner marker beacon. The airway/inner is a
boxed, white IM legend. If more than one
marker beacon is active at the same time, the Bearing Distance
display alternates between the active markers. If available, valid bearing distance associated
with the bearing source is displayed to the
right of the bearing icon. Readout is up to four
BEARING POINTERS digits with an NM trailing nomenclature. Color
On-side and cross-side bearing pointers can be follows bearing pointers convention. If the
displayed on the rose, arc, and FMS present bearing pointer source is also the active NAV
position map format (Figure 16-54). The source, then the bearing distance is not
on-side bearing pointer is a cyan single bar displayed. The FMS distance flag operates as
arrow. The cross-side bearing pointer is a described for the active NAV source distance
white double bar arrow. display, except the dashes will be the same
color as the associated bearing pointer.
The BRG SOURCE on the PFD is used to se-
lect the bearing pointer source: VOR Bearing with True Heading
• OFF If a VOR bearing pointer is displayed with
true heading selected, the bearing pointer is
• FMS displayed geometrically correct, and a white
• VOR T is displayed after the VOR bearing icon. If
the MAG VAR data is failed, the white T be-
• ADF comes yellow to inform the pilot that raw VOR
The sensor-side number of 1 (pilot side) or 2 bearing is being used to position the VOR
(copilot side) is at the end of the identifying bearing pointer, and the geometry is incor-
nomenclature. If a localizer is tuned, the as- rect by the amount of MAG VAR. The bear-
sociated VOR selection is not included in the ing source, icon, and associated T, if displayed,
menu. If a VOR is selected as the bearing first flash for five seconds, then display
source, and then a localizer frequency is tuned, steadily, upon initial true heading selection.

29.92
HDG 037 193
MIN 1700 BARO
VOR1 S 21
CRS 013
NM 15
24
BRG NAV
SOURCE SOURCE
12
W
FMS1
VOR1 FMS2
30
VOR1
OFF LOC2
33
6
3 N
VOR1
RETURN
NAV/BRG SOURCE MENU

VOR1 BLUE SINGLE-LINE POINTER DISPLAYED
WHITE DOUBLE LINE OFF
29.92
HDG 193 S 193 21
VOR1
CRS 177
15
9.1 NM 24
REFS 1/2 REFS 1/2

50
VT
149
25
V2
110
VR N1 REF
108 95.9
VOR1
V1 RETURN
ADF 2
108
BLUE VOR1 SINGLE-LINE POINTER SELECTED

WHITE ADF2 DOUBLE-LINE POINTER SELECTED
Figure 16-54. Bearing Pointers (Sheet 1 of 2)

FlightSafety
international
29.92
HDG 037 037
FMS1 3 6
DTK 037
KCID N
361 NM
E
33
FORMAT
12
PRESET 30
15
LX/RDR
VOR1 W
S
FMS1 24 21
BLUE FMS1 SINGLE-LINE POINTER SELECTED
29.92
HDG 193 193
MIN 1700 BARO
VOR2 S 21
CRS 013
15
24
12
FORMAT
E
30
PRESET LX/RDR
VOR1
33
6
3 N
VOR2
VOR2 CROSS-SIDE VOR SELECTED ON COURSE POINTER

VOR2 WHITE DOUBLE-LINE POINTER SELECTED, LOC 1 IS PRESET
Figure 16-54. Bearing Pointers (Sheet 2 of 2)

FlightSafety
international
DISPLAY RANGE Map Source

Range symbology is displayed on the PFD or The FMS map display is available regardless
MFD when the arc or FMS map format is se- of the PFD active NAV source. For dual FMS
lected for display. Map displays, radar dis- systems, the active NAV source legend (FMS1
plays, and optional lightning symbology or FMS2 ) shows on the left side of the map
require range to be shown. The selected range format. The map source legend is color-coded
is displayed beneath the left corner of the magenta for on-side or yellow for cross-side.
compass arc. The compass arc serves as the Pressing the adjacent line-select key toggles
range arc. The range readout is the full range the map source between FMS1 or FMS2.
selected in nautical miles (nm). A half-range
ring is provided for all arc and map displays.
The half-range ring is a circle encompassing
Map Flag
the aircraft symbol. A half-range readout is dis- The map flag MAP is displayed in yellow
played in the left portion of the half-range characters in the top center of the display if a
ring. The half-range is always one half the fault is detected in any data required to display
full range value, in nautical miles (nm). the map. Map symbology is removed when
the MAP flag is in view.
The RANGE knob on the DCP is used to con-
trol the display range. Clockwise rotation in-
creases the range, counterclockwise decreases OBS or Pseudo-VORTAC Mode
it. The available display range is 5 (optional), Some FMSs provide guidance to a waypoint
10, 25, 50, 100, 200, 300, and 600 (optional) as though the waypoint is a VOR. The pilot is
nm. Maximum radar range is 300 nm. The able to select the inbound track (OBS) value
600-nm range is not selectable when the to the waypoint using a pilot entered value on
weather radar is active. If radar is selected for the CDU or by rotating the on-side course
display, and the 600-nm range is being dis- knob. Selection of OBS mode is integral to the
played, the range will automatically decre- FMS. Refer to the FMS operations description
ment to 300 nm. The optional 600-nm range for details.
is available if at least one FMS is installed.
When the FMS is in OBS mode, map sym-
Normal range control exists in the rose/TCAS bology is positioned on the FMS map using
mode, but the maximum rose/TCAS full range magnetic variation derived from the TO way-
is 50 miles. When TCAS is overlaid on the arc point. In FMS leg mode, map symbology is po-
format, the arc range rings serve as the TCAS sitioned using magnetic variation data at the
range rings. The TCAS half-range hash marks aircraft present position.
are added to the ARC/s half-range arc. When
TCAS is overlaid on the map format, the map Therefore, when transitioning from FMS leg
range rings serve as the TCAS range rings. The mode to OBS mode, or vice-versa, the pa-
TCAS half-range hash marks are added to the rameters displayed on EFIS that are corrected
map’s half-range arc. with magnetic variation (desired track, track
angle, wind direction, and map symbols) will
shift position on the display an amount equal
MAP INCOMPLETE Message to the difference between the magnetic vari-
This message is displayed in white at the bot- ation at the present position and the magnetic
tom center of the display when the AFD can- variation at the two waypoint.
not display all the data sent by the FMS. The
message RADAR RANGE XXXNM shows in The course/desired track nomenclature in the
the same field as the MAP INCOMPLETE lateral navigation data field on the AFD is
message and takes priority. OBS when OBS mode is active.

FlightSafety
international
FMS Message Window • Rose

The PFD displays a number of messages from • Arc
data sent by the FMS that is the active NAV • FMS present position map
source (Table 16-2). FMS messages are dis-
played in the FMS message window on the • FMS plan map
PFD. The FMS message window is located • Optional TCAS I
above the active NAV source legend.
• Diagnostics page
MULTIFUNCTION DISPLAY The diagnostics page is normally not selectable
in flight unless the maintenance switch is se-
(MFD) lected to its lever-lock-up position. This switch
The MFD is an adaptive flight display (AFD), is located to the left of the copilot left rudder
8 by 10 inches, color, liquid-crystal mounted pedal, at floor level, on the right side of the
to the left side of the center instrument panel pedestal.
(Figure 16-55). The PFD and MFD are inter-
nally the same units; the MFD functions as an The EFIS color convention for the MFD is as
MFD because of strapping in the IAPS card follows:
cage in the right, forward nose baggage com-
partment area. • Red is used for flight envelope and sys-
tem limit warnings.
The upper region of the MFD is used to dis- • Yellow is used for abnormal source an-
play the engine indicating system (EIS). The nunciations, primary cross-side data,
lower region displays a rose, arc, FMS map, and abnormal/caution messages.
optional TCAS, FMS plan map, and a diag-
nostic page (switch properly selected) as se- • White is used for fixed legends, scales,
lected by the crew. and flight plan data.
• Green is used for primary on-side data.
The space to either side of the rose, arc or
map format is used to display a lateral navi- • Magenta is used for FMS data.
gation data field, a weather radar mode field, • Cyan is used for pilot-selected values.
and selected menu fields. An MFD data line
is displayed along the bottom of the display The bezel-mounted line-select keys on the
with groundspeed, true airspeed, and temper- MFD allow the pilot to control the MFD. The
ature readouts. Normal warning and control an- MFD follows the selections of the radar menu
nunciations are also displayed. and NAV and BRG source menu on the PFD.
The bezel-mounted line-select keys on the MFD, Line-select keys on the MFD are used to se-
in conjunction with the DCP and CHP, provide lect the MFD navigation format, the weather
the primary pilot interface with the MFD. radar and optional lightning overlays, the FMS
map source, the FMS map background sym-
The FORMAT line-select key is used to select bology, and the FMS plan map center. Active
the current MFD format. A right-facing carat line-select keys are indicated by a side-facing
points at R1 to indicate that the line-select carat (< or >).
key can change the current format. Repeated
presses of the FORMAT LSK will cycle AFD line-select keys have been arbitrarily num-
through the available formats in the order bered to facilitate explanation. L1 (top left)
shown as follows: through L4 (bottom left) are on the left side of
the display, and R1 (top right) through R4 (bot-
tom right) are on the right side of the display.

Table 16-2. FMS MESSAGES
MESSAGE COLOR BLINK FIELD MEANING
SX (selected White NO TOP LEFT Parallel crosstrack

crosstrack) offset selected
MSG (message) Yellow YES TOP RIGHT Message alert
DR (dead Yellow YES TOP LEFT FMS is in dead

reckoning) reckoning mode
APPR Cyan NO TOP LEFT Vertical and lateral

(approach) deviation set to
approach scaling
HDG White NO BOTTOM FMS HDG submode

(heading mode) RIGHT mode is selected
INT (integrity) Yellow YES TOP LEFT Navigation approach

integrity is degraded
DEV CHG BOTTOM Lateral deviation

(deviation White YES LEFT scaling in transition
change)
OBS White NO BOTTOM Pseudo VORTAC or

(OBS mode) RIGHT OBS mode enabled
Note 1: Top left field priority, from highest to lowest, is DR, INT, and APP
Note 2: Bottom left field priority, from highest to lowest, is DEV CHG and SX
Note 3: The bottom right field priority, from highest to lowest, is HDG and OBS.
If the bottom left field is DEV CHG, the bottom right field is blanked.
Note 4: All messages that blink do so for 5 seconds, then remain steady

Collins

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
FMS1 HDG 230 230 24

DTK 227 21
LMN
TTG –– : –– W
75.6 NM KCNC
DSD
S
KTVK
I-D
50 KOXV
FMS1 FORMAT
FMS2
25 KPEA
KTNU
KDTM LX/RDR
OTM KOBA
WX
T+2.0
KGGI
KFFL
DATA
GS 400 TAS 360 RAT –34 °C SAT –39 °C ISA 0 °C
BRT
DIM
Figure 16-55. Multifunction Display (MFD)
FORMAT LSK (R1) LX/RDR LSK (R2)

Control of the MFD display format is via the The LX/RDR line-select key controls the dis-
bezel-mounted FORMAT line-select key R1. play of weather radar and optional lightning
Alternate presses of the FORMAT LSK en- displays. The first push selects radar returns.
able rose, arc, or map format to be displayed. The second push selects lightning returns. The
Map is only included in the sequence if FMS third push removes the radar and lightning re-
is the active navigation source. At system turns. The LX/RDR line-select key only op-
powerup, the previously selected format will erates in formats that support the weather radar
be displayed. and lightning displays (arc and FMS map).

FlightSafety
international
NOTE The potential map menu selections, depend-

ing upon the installed FMS, are as follows:
The MFD follows the selections of
the RADAR menu on the PFD. • NAVAIDS (L3)
• AIRPORTS (L4)
FMS1/FMS2 (L1) • INTERS (R4)
In dual-FMS installations, the FMS1/FMS2
line-select key is used to select the map source • ALTS (R3) ON–OFF
(FMS1 or FMS2). The active map source se- Turning on the ALTS (R3) displays the top of
lection is displayed in magenta and in larger climb (TOC) or level-off point and the top of
text. The inactive map source selection is dis- descent (TOD) point. TOC and TOD are un-
played in smaller white text. The FMS button marked white circles that appear on the FMS
is inactive for single or non-FMS installa- great circle track to show the computed climb
tions. The map source legend (FMS 1 or FMS level-off point or start descent point based on
2) is displayed to the left of the FMS map on current climb or cruise data. Turning off ALTS
the MFD (Figure 16-56). removes the circle from view.
Pressing the adjacent line-select key alter-

DATA LSK (L4) nately selects or deselects the associated menu
The DATA line-select key is displayed on the selections. Navigation symbology may be ac-
MFD when the FMS map or FMS plan map for- companied by identifier data. Different FMSs
mat is active. Pressing the DATA line-select provide different map symbol capabilities.
key causes the map menu to be displayed on Refer to the appropriate vendor documenta-
the MFD. The map menu controls the display tion for the specific symbol types that each
of background map symbols (map symbols FMS supports.
not associated with the active flight plan) on
the MFD.
FMS1 FORMAT
FMS2
2.5
KICT
LX/RDR
STBY
USTB
VOR1
DATA
GS O TAS O RAT 7 ° C SAT 7 ° C ISA –6 ° C
BRT
DIM
Figure 16-56. MFD—FMS1/FMS2

FlightSafety
international
PREV/NEXT LSK (L2 and L3) If the waypoint currently used as plan map
center is modified/deleted, the plan map cen-
The PREV and NEXT legends are displayed ter defaults back to the TO waypoint. When the
adjacent to L2 and L3 respectively when the plan map is selected, if there is no valid TO
FMS plan map is the active MFD format waypoint, PREV/NEXT are not displayed.
(Figure 16-57). In the FMS plan map format,
the active FMS flight plan is displayed cen-
tered about a position or waypoint.
ENGINE INDICATION
The TO waypoint is initially used as the plan
map center. If there is no valid TO waypoint,
SYSTEM (EIS)
the present position is used for plan map cen- The EIS (engine indication system) serves as
ter. Repeatedly pressing L2 when NEXT is an interface between the Collins avionic sys-
displayed will advance through each way- tem and the Williams engine. The primary
point, one at a time, until the end of the cur- function is acquisition, concentration, data
rent flight plan is reached. Repeatedly pressing transmittal, and display on the upper half of
L3 when PREV is displayed will descend the MFD. The MFD presents full-time dis-
through each waypoint until the first waypoint plays of N 1 and N 1 reference (bug), ITT (in-
being transmitted by the FMS is displayed. terstage turbine temperature), N 2, oil pressure,
FMS1
N
DTK 204
KICT
TTG – – : – –
2.8NM
KCID
864
IOW
200
FMS1 FORMAT
FMS2 STJ
NEXT LX/RDR
PREV DIRECT
DATA
GS TAS O RAT 7 ° C SAT 7 ° C ISA –7 ° C
BRT
DIM
Figure 16-57. MFD—PREV/NEXT

and oil temperature (Figure 16-58 and 16-59). quired in the Citation CJ2. The left DCU and
Fuel quantity analog data is changed to digi- EDC are grouped together and located on the
tal data in the fuel signal conditioner and sent left side of the fuselage, below and to the rear
to the MFD. Abnormal alerts and warnings of the left engine.
are also provided.
The DCUs crosstalk to each other and do not
The MFD first looks for left engine data from allow propagation of an electrical fault from
the left DCU (on-side data concentrator unit). one channel to the other.
If the left engine data is not available from the
on-side DCU, the MFD looks to the cross- Each DCU adds 9 pph to the fuel flow input
side DCU. The DCUs read all data from both for each engine to account for the unmetered
engines. The EDC (engine data concentrator) start nozzle fuel flow.
provides a third path for N 1 , ITT, and N 2 dis-
play to the MFD, if the on-side and cross-side
DCUs fail. A DCU and EDC are the same unit N1 (TURBINE SPEED)
but perform a different function in the re- The turbine speed (N 1 ) gage indicates engine
spective positions by IAPS strapping. The fan rpm. N 1 is measured against a fixed 100%
DCUs also provide other miscellaneous in- value (expressed in percent). The N 1 displays
terfaces with the aircraft. Four DCUs are re- consist of an analog and digital display for
OIL OIL
ITT PRESSURE TEMPERATURE
START POINTERS POINTERS
UNIT BUGS
N2 OIL
IGNITORS ITT READOUTS N2 TEMPERATURE
N1 LEGEND LEGEND DIGITAL LEGEND LEGEND
N1 REF FUEL
DIGITAL OIL QUANTITY
PRESSURE LEGEND
N1 SCALE LEGEND
FUEL
N1 REF QUANTITY
BUGS
N1 % ITT °C 91.0 N2 91.5 FUEL QTY UNITS
100.1 1000 % LBS
I I 2000
900 OIL °C
100 G G OIL PSI
1500
N 800 N FUEL
90 QUANTITY
70 1000 SCALE
700
50
32 32 130 130
500 FUEL
600 °C
–2 –2 QUANTITY
30
N1 400 FUEL POINTERS
POINTERS 93.2 94.9 200 1050 PPH 1050 840 800
OIL
TEMPERATURE FUEL
FUEL DIGITAL QUANTITY
ITT FLOW DIGITAL
N1 FUEL
SCALE LEGEND FUEL
DIGITAL OIL FLOW
ITT FUEL TEMPERATURE
PRESSURE DIGITAL
POINTERS FLOW UNITS
DIGITAL UNITS
Figure 16-58. Engine Indicating System (EIS)

N1 % I ITT °C I FUEL QTY

95.9 G 1000 G 0.0 N2% 0.0 LBS
2000
100 N 900 N OIL PSI OIL °C
800 1500
90
70 1000
700
50 500
30
600 12 °C 12
400 FUEL
55.1 53.9 200 0 PPH 0 1220 1210
Figure 16-59. MFD—Expanded EIS Display
each engine. Scale range is 0 to 120% with tial powerup value for N 1 on the ground is
tick marks at 30, 40, 50, 60, 70, 80, 90, 95, 100, 95.9. After initial powerup, the N 1 value is the
and 105%. There is a larger red N 1 redline last set value. When powered up in the air, the
mark with leading edge at 105.3%. Scaling is N 1 REF value is the last selected value.
linear between 20% and 90% and between 90%
and 110%. A scale change occurs at 90%. The The N 1 REF value is set by the pilot using the
N1 digital display is a boxed readout with a dec- REFS menu. When the REFS menu is selected,
imal point between the third and fourth digits. if the box is not around the N 1 REFS value,
pressing the line-select key adjacent to the N 1
The normal limit for N 1 is 105.2%. The N 1 REF legend (R3) will bring the box around the
pointer is white and the digital readout is green N 1 REF value. The N 1 REFS value is initially
when N 1 is equal to or less than 105.2%. The displayed in smaller white characters and is
N 1 scale pointer and the digital readout both considered inactive. It becomes larger cyan
remain white if N 1 reads equal to or less than characters when it is made the active value.
105.2% for less than 20 seconds. If N 1 be- When the box is around the N 1 REF value, that
comes equal to or greater than 106.5%, or if N 1 value is set using the DCP MENU SET rotary
remains 105.3 for 20 seconds, it becomes red. knob. N 1 REF readout range is 70.0% to N 1
The N 1 pointer and digital readout flashes for normal limit % value. The N 1 value is syn-
five seconds, then steady, when N 1 first turns chronized so that when either pilot changes his
red. The N 1 pointer and digital readout stops on-side controls, the N 1 REF value on all dis-
flashing when N 1 is no longer red. plays is set to the same value. N 1 REF is au-
tomatically removed from the display when
airspeed first goes above 200 knots.
N1 REF
The N 1 REF consists of a single digital N 1 REF N1 Flag
readout (blue)and individual N 1 REF bug
(blue) on each N 1 scale. Initially, no N 1 REF The N 1 pointer is removed if no EDC and DCU
value is displayed. The N 1 displays appear on N 1 data is available. Four yellow dashes and
the MFD when either pilot selects any N 1 REF a decimal point are displayed for the digital
value other than the powerup value. The ini- readout if all sources of N1 are failed.

FlightSafety
international
Automatic source selection between data The ITT transient limit is 806°C to 820°C (cau-
sources is provided. L DCU is priority source tion range) for less than five minutes. A five-
for the left engine. R DCU is the priority minute timer is started when ITT reaches 806°C.
source for the right engine. Cross-side DCU If ITT is within the caution range for less than
is the secondary source. EDC is the third pri- five minutes, the ITT pointer is yellow. If ITT
ority source. N 1 REF is automatically removed remains between 806°C and 820°C for five
from the display when either engine N 1 mis- minutes or longer, or exceeds 822°C, the ITT
compare is present. pointer becomes red. The timer is reset each
time ITT returns to the normal limit of 806°C.
INTERSTATE TURBINE The ITT pointer flashes for five seconds, then
TEMPERATURE (ITT)— remains steady, when it first turns yellow or
ENGINE START red. The ITT pointer stops flashing when ITT
is no longer yellow or red.
During engine starts, advancing the throttle to
idle turns on the 1,002°C red ITT start limit
triangle. The ITT pointer is white when equal ITT Flag
to or less than 1,000°C, and red when greater The ITT pointer is removed and a yellow FAIL
than or equal to 1,002°C and 1,050°C. legend is written vertically outside of the as-
sociated ITT scale if ITT from all sources is
NOTE failed. Automatic source selection between
data sources is provided. L DCU is priority
ITT normal limit and transient limit source for the left engine. R DCU is priority
do not apply while ITT start limit source for the right engine. Cross-side DCU
mark is in view but become active is the secondary source. EDC is the third pri-
when ITT start limit mark is removed. ority source.
The start limit mark is removed when
the throttle is selected to OFF or
when out of the starting sequence. N2
N 2 is a standardized digital display of engine
ITT—ENGINE RUN turbine rpm measured against a fixed 100%
value. The N 2 displays consist of digital read-
The display of ITT consists of an analog scale outs for each engine. Display range is 0 to
and pointer for each engine. The ITT pointer 120%. The normal limit for N 2 is 98.8%. N 2
only shows when ITT is above 100°C. is always green when equal to or less than
98.8%, and red when equal to or greater than
Scale range is 100° to 1,050°C, with tick marks 98.9%. Readout flashes for five seconds, then
at 200, 400, 600, 650, 700, 750, 800, 850, 900, steady, when N 2 first turns red. The N 2 read-
950, 1,000, and 1,050°C. Four linear scale por- out stops flashing, if applicable, when N 2 is
tions exist, with scaling change above 600°C, no longer red. Four yellow dashes and a dec-
800°C, and changing again above 900°C. imal point are displayed if all sources of N 2
are failed. L DCU is the priority source for the
ITT normal limit is 804°C. The ITT pointer is left engine. R DCU is the priority source for
white when ITT is less than or equal to 804°C. the right engine. Cross-side DCU is the sec-
ITT caution yellow range is 806° to 820°C. ITT ondary source. EDC is the third priority source.
takeoff red line limit is 822°C. Automatic source selection between data
sources is provided.

OIL PRESSURE Digital Readout

Red....................................................... ≤22 PSI
The oil pressure display is shown in 23 to 34 PSI ≥ 5 MIN
Figure 16-60. 91 to 100 PSI ≥ 5 MIN
≥ 101 PSI
N2
91.8 % 91.8 Yellow.......................... 23 to 34 PSI < 5 MIN
91 to 100 PSI < 5 MIN
OIL PSI OIL °C
N2 ≥ 80%
Pointer
Red....................................................... ≤44 PSI
91 to 100 PSI ≥ 5 MIN
≥ 101 PSI
Figure 16-60. Oil Display
Yellow ....................... 91 to 100 PSI < 5 MIN
Green ........................................... 45 to 90 PSI

Oil Pressure Indicators
Scale Markings Digital Readout
Red....................................................... ≤44 PSI
Red Band ............................................ ≤22 PSI 91 to 100 PSI ≥ 5 MIN
≥ 101 PSI ≥ 101 PSI
Yellow Band ............................... 23 to 34 PSI Yellow ....................... 91 to 100 PSI < 5 MIN
91 to 100 PSI
Green Band ................................. 35 to 90 PSI Oil Pressure Flag

Oil pressure pointer is removed if no DCU
data is available. Automatic source selection
NOTE between data sources is provided. L DCU is
the priority source for the left engine. R DCU
Oil pressure indicator scale mark- is the priority source for the right engine.
ings do not change with varying N 2 . Cross-side DCU is the secondary source.
N2 < 80% Digital readout for oil pressure is only dis-

played when the oil pressure pointer is yellow
Pointer or red, and is the same color as the pointer.
Red....................................................... ≤22 PSI Readout flashes for five seconds, then steady,
23 to 34 PSI ≥ 5 MIN when yellow or red is first displayed. The oil
91 to 100 PSI ≥ 5 MIN pressure readout is removed when oil pressure
≥ 101 PSI is no longer yellow or red.
Yellow.......................... 23 to 34 PSI < 5 MIN
91 to 100 PSI < 5 MIN NOTE
Green ........................................... 35 to 90 PSI Pointer and digital readout will flash
red or yellow for 5 seconds, then re-
main steady if outside normal oper-
ating limits with one exception: For
oil pressure 91 to 100 psi, the pointer

FlightSafety
international
will change to yellow but digits will selection between data sources is provided. L
not be displayed until 4 minutes have DCU is the priority source for the left engine.
elapsed, at which time both yellow R DCU is the priority source for the right en-
digits and pointer will flash for 5 gine. Cross-side DCU is the secondary source.
seconds, then remain steady. Three yellow dashes are displayed if oil tem-
perature from all sources is failed.
Digital readout is displayed only
when pressure is outside normal FUEL FLOW
operating limits.
Fuel flow is normally in pounds per hour (pph).
Optional kilograms per hour (kph) may be dis-
OIL TEMPERATURE played. The fuel flow displays consist of dig-
ital readouts for each engine. A white fuel flow
The oil temperature display consists of an legend is displayed between the left and right
analog and part-time digital display for each digital readouts. The CJ2 legend is FUEL PPH,
engine. The oil temperature scale is a simple display range is 0 to 1,050 pph (0 to 1,000
wide line with linear scaling from 0°C to kph). Fuel flow values are displayed in green.
140°C. The scale is yellow below 9°C, green
from 9°C to 135°C, and red equal to or greater The displayed fuel flow values include 9
than 136°C. pounds/hour for unmetered start nozzle fuel
flow. The fuel flow signal must be valid. Four
Digital readout oil temperature is only dis- yellow dashes are displayed if fuel flow from
played when the oil temperature pointer is yel- all sources is failed. Automatic source selec-
low or red and is the same color as the pointer. tion between DCUs is provided. L DCU is the
Readout flashes for five seconds, then steady, priority source for the left engine. R DCU is
when yellow or red is first displayed. The oil the priority source for the right engine. Cross-
temperature readout is removed when oil tem- side DCU is the secondary source.
perature is no longer yellow or red. A minus
sign (–) is displayed for negative values.
FUEL QUANTITY
The oil temperature normal upper limit is
135°C and the oil temperature normal lower The fuel quantity display (FUEL QTY LBS)
limit is 10°C. The oil temperature pointer is consists of an analog and digital display for
green and the digital readout is not displayed the fuel in each wing tank. Fuel quantity is nor-
when equal to or less than 135°C and greater mally in pounds (lbs). The scale range is from
than 9°C. The oil temperature pointer turns red 0 to 2,200 pounds, with large tick marks at 500,
and the digital readout is displayed when 1,000, 1,500, and 2,000 pounds. Smaller tick
greater than or equal to 136°C. The oil tem- marks indicate 100-pound increments up to
perature pointer turns yellow and the digital 2,000 pounds. The fuel quantity scale pointer
readout is displayed when less than or equal is always white.
to 9°C.
The fuel quantity digital readout is displayed
below the associated analog scale. The fuel
Oil Temperature Flag quantity digital readout has the same source
of data as the fuel quantity analog pointer.
The oil temperature pointer flashes for five sec-
The CJ2 readout range is from 0 to a maximum
onds, then remains steady, when oil tempera-
of 2,200 pounds. The boxed fuel quantity read-
ture first turns yellow or red. The oil
out is green.
temperature pointer stops flashing if applica-
ble when oil temperature is no longer yellow
Fuel quantity pointer is removed if no DCU
or red. Oil temperature pointer is removed if
data is available. Four yellow dashes are dis-
no DCU data is available. Automatic source
played for the fuel quantity digital readout if

FlightSafety
international
all sources of fuel quantity are failed. Rose Format

Automatic source selection between data
sources is provided. L DCU is the priority The first press of the format LSK R1 selects
source for the left wing tank. R DCU is the pri- the rose format in the lower half of the MFD.
ority source for the right wing tank. Cross-side Rose format surround the aircraft’s symbol.
DCU is the secondary source.
Arc Format
FUEL TEMPERATURE The second press of the format LSK R1 selects
The fuel temperature readouts display the tem- the arc format on the MFD (same as the PFD).
perature in their respective wing tanks in de- The arc format displays the aircraft symbol
grees centigrade (°C) only. The white left and below the 125° heading arc. Weather and op-
right digital readout displays are located di- tional lightning detection may be displayed,
rectly above their respective fuel flow read- if desired. When weather is displayed, 300
outs with the white °C legend between them. nm is the maximum range displayed.
Each fuel temperature readout consists of up FMS Map Format

to two digits with a leading negative sign;
when appropriate. The display range is –64° The third press of the format LSK R1 selects
to 64°C in 1° increments. The display is green the FMS map format only if the crew has input
when operating in the region of ≥–40° (lower a long-range flight plan into the FMS. Weather
limit) to ≤50°C (upper limit), and yellow if op- and optional lightning detection may be dis-
erating outside this range. played, if desired. When weather is displayed,
300 nm is the maximum range displayed.
Two yellow dashes are displayed if fuel tem-
perature from all sources is failed. The read- If dual FMSs are installed, line-select key L1
outs flash for 5 seconds, then become steady. controls the source of FMS map data (FMS1
or FMS2). The currently selected map source
is displayed in larger cyan text, and the non-
IGNITION OPERATING selected source is displayed in smaller white
text. Pressing the map source line-select key
A green IGN legend is displayed adjacent to alternates which FMS is the source of FMS
the upper center of the applicable analog ITT map data and causes the associated legend to
scale when the respective engine’s ignition is change accordingly.
on by a DCU (from the on-side ignition sys-
tem). IGN is displayed from any of the igni-
tion sources. FMS Plan Map Format
(True North Up)
The left DCU is the priority source for the
left engine; the right DCU is the priority source The FMS plan map is a fixed “true north up”
for the right engine. The cross-side DCU is the stationary map that graphically depicts the
secondary source for both. Source selection be- active FMS flight plan. The FMS plan map is
tween the DCUs is automatic. selected for display with the FORMAT line-
select key on the MFD.
MFD NAVIGATION FORMAT The active FMS flight plan is displayed cen-
tered about a position or waypoint selected by
MFD (multifunction display) formatting is
the pilot. The TO waypoint is initially used as
the same as PFD formatting with two addi-
the plan map center.
tional pages. LSK R1 is the format key. If
LSK R1 is not displayed, then observe LSK R4
“return.” Pressing the RETURN LSK will re-
store FORMAT> to LSK R1.

FlightSafety
international
AlliedSignal KLN-900, Universal UNS1K, PREV is displayed will back the center of the
AlliedSignal GNS-X LS , AlliedSignal KLN- map through each waypoint to the first way-
90B, and Garmin equipment are available for point. If the waypoint currently used as plan
FMS installation of single or dual FMS. The map center is modified/deleted, the plan map
appropriate manual must be consulted to center defaults back to the TO waypoint.
determine how FMS functions are controlled
and/or accessed. The FMS symbols allowed are identical to
those allowed on the FMS present position
If there is no valid TO waypoint, the present map. The operation of the DATA line-select
position is used for plan map center (Figure 16- key (L4) is the same as on the FMS present po-
61). When the plan map is selected, L2 is the sition map.
map center advance key, and L3 is the previ-
ous map center key, except if there is no valid If the aircraft present position is within dis-
TO waypoint, the NEXT/PREV legends are play range, an aircraft symbol is displayed
not displayed. Repeatedly pressing L2 when the on the FMS plan map in correct relationship
NEXT is displayed will advance the center of to the flight plan and oriented according to
the map through each waypoint, to the end of its heading.
the flight plan. Repeatedly pressing L3 when
FMS1
N
DTK 204
KICT
TTG – – : – –
2.8NM
KCID
864
IOW
200
FMS1
FMS2 STJ
NEXT
PREV DIRECT
DATA
GS TAS O RAT 7 ° C SAT 7 ° C
Figure 16-61. FMS Plan Map

FlightSafety
international
The selection of the FMS plan map back- At system powerup, the MFD format and map
ground symbology is identical to that de- source selections that were last selected prior
scribed for the FMS present position map. to powerdown will be recalled.
Display range (Figure 16-62) is selected with

the RANGE knob on the DCP. Clockwise ro- MAP INCOMPLETE Message
tation increases the range, counterclockwise The message MAP INCOMPLETE is dis-
decreases it. The available display ranges are played in the bottom center of the MFD when
5 (optional), 10, 25, 50, 100, 200, 300, and 600 the FMS sends a map containing more data
nm. Range symbology is made up of a full- than the display is capable of processing (refer
range ring and a full-range readout. The full- to separate FMS document).
range ring is a circle encompassing the aircraft
symbol. The full-range readout is displayed in
a cutout of the full-range ring. If weather radar Map Flag
is operating, range is restricted to 300 nm. The map flag MAP is displayed in yellow in
the top center part of the MFD (Figure 16-63)
when a fault is detected in the map data pro-
TILT RANGE vided by the FMS. MAP symbology is re-
moved when the MAP flag is in view. Refer
to separate FMS document for details.
HDG 132 263 W

24
30
MAP
Collins
Figure 16-62. DCP TILT–RANGE Knob 50 +17
If dual FMSs are installed, line-select key L1

controls the map source (source of FMS map Figure 16-63. Map Flag
data, FMS1 or FMS2). Pressing the map
source line-select key alternates which FMS
is the source of FMS map data and causes the
associated legend to change accordingly.
FULL-TIME DISPLAYS
The currently selected map source legend is The MFD full-time displays are as follows:
displayed in larger text. The color of the map
source legend follows the color of the active • NAV/map source legend
NAV source if the map source and the active • DME
NAV source are the same FMS. If the map
source and the active NAV source are not the • Lateral navigation data field
same FMS, the map source legend is displayed • Heading
in cyan. The map source is also displayed
above the lateral navigation data field. • Wind

• Bearing pointers from the same source as distance. The color

of information displayed in the lateral navi-
• Groundspeed (GS)
gation data field follows the color of the dis-
• True airspeed (TA) played NAV source.
• Ram-air temperature (RAT)
• Static air temperature (SAT) Heading
• ISA deviation (international standard The MFD displays heading in-
atmosphere) VOR1 formation for all MFD formats
CRS 117
except plan map. The symbol-
ogy varies for different for-
NAV/Map Source Legend 9.1 NM mats, but is similar to the PFDs
display of the same informa-
A NAV source legend (VOR#, LOC#, or FMS#; tion. AHS reversion is annunciated only on the
# indicates 1 or 2) is displayed above line- PFD. Current heading to PFD and MFD comes
select key L1 when the MFD NAV format is from the left AHRS. Current heading to copi-
displaying information from the same source lot and standby display comes from the right
selected on the PFD. Under these conditions, AHRS.
the color of the NAV source legend follows the
color of the active NAV source (green for on- The MFD always uses the same heading type,
side and yellow for cross-side). selected heading, and range (when applicable)
that is selected for the on-side PFD. The PFD
The map source legend (FMS1 or FMS2) is dis- serves as the control (master) for those items
played above line-select key L1 when the NAV on the MFD.
format is FMS map or FMS plan. When the
NAV format is FMS map or plan map, the map
source can be selected separate from the NAV Wind
source via the FMS1/FMS2 line-select key
adjacent to L1. When the NAV format is rose The windspeed magnitude digital readout
or arc, this is not possible (the NAV source and the wind direction arrow are located to
tracks the source selection on the PFD). The the left of the compass lubber line on the
color of the map source legend follows the MFD (Figure 16-64). An arrow pointing rel-
color of the NAV source selected on the PFD ative to aircraft heading (6 o’clock = direct
when the map source and the NAV source are head wind) indicates wind direction. The
the same FMS (green for on-side and yellow range is 5 to 255 knots. The wind display is
for cross-side). The map source legend (FMS1 blank while the aircraft is stationary and
or FMS2) is displayed in cyan when the map when the windspeed magnitude is less than
source and the NAV source are not the same. approximately 7 knots (each FMS establishes
its own minimum winds value, below which
it does not output valid winds for display).
Lateral Navigation Data Field Wind information is color-coded as either
The information displayed 23 HDG
in the lateral navigation data 013 013
FMS1
DTK 204
field on the MFD is identical VOR1 N 3
KICT to display of the same infor- CRS 009
TTG – – : – – mation on the PFD, with one 9.1 NM 33
6
2.8NM exception. TTG (time to go)

is displayed above the dis-
30
tance readout in the lateral

navigation data field on the MFD. TTG is dis-
played in the HH:MM format. TTG is sourced Figure 16-64. MFD—Wind Display

on-side (magenta) or cross-side (yellow). True Airspeed (TAS)

Wind magnitude and direction are displayed
regardless of active NAV source, and they The MFD displays true airspeed (TA) on the
are sourced from the on-side FMS unless MFD data line along the bottom of the display.
cross-side FMS is the active NAV source; A full-time TAS legend is displayed, followed
then the cross-side FMS is the wind source. by the digital TAS readout in white. The dis-
play range is 0 to 999 knots in 1-knot incre-
m e n t s . Tr u e a i r s p e e d i s s u p p l i e d b y t h e
Bearing Pointers currently selected ADC.
Two bearing pointers can be displayed on the
rose, arc, and FMS present position map, sim- Ram-Air Temperature (RAT)
ilar to the PFD display. The bearing pointers
displayed on the MFD are the same as the The ram-air temperature consists of a full-
bearing pointers selected on the PFD. Bearing time digital readout of ram-air temperature
pointer menu is only available on the PFD by (RAT) on the MFD. A full-time gray-scaled
use of the DCP NAV/BRG selection. The point- RAT legend precedes the digital readout. RAT
ers, when selected, appear in the PFD and is always displayed in °C. A minus sign (–) pre-
MFD (see Figure 16-63 and Figure 16-65). cedes the readout for negative values. Range
is –99°C to 99°C. Valid values received out-
side this range are displayed as the maximum
Groundspeed (GS) (99) or minimum (–99) and valid. The digital
Groundspeed (GS) is displayed on the MFD readout is white.
data line (Figure 16-66). A full-time GS leg-
end is displayed in front of the digital GS RAT is supplied by the currently selected ADC.
readout. The range is 0 to 999 knots in 1-knot
increments. Groundspeed is color-coded as DATA
RAT 7 ° C SAT 7 ° C ISA –7 ° C
either on-side (magenta) or cross-side (yel- GS TAS O
low). The on-side FMS provides groundspeed

source data unless the cross-side FMS is se- Figure 16-66. MFD Full-Time Display—
lected as the active NAV source. Lower Edge
220 2 PU S H
MENU
3 00
2200 20 4 ADV
29.92 NAV / BRG

HDG 037 193 MIN 1700 BARO
VOR1 S 21
CRS 013 RADAR
– – – – NM 15
24
BRG NAV
SOURCE SOURCE GCS
12
<
FMS1 >
VOR1
FMS2
TILT RANGE
E
30
<
OFF
VOR1 >
6
LOC2
33
3 N NAV / BRG
VOR1
Collins
RETURN >
Figure 16-65. PFD NAV/BRG Source Selection using DCP and PFD LSKs

FlightSafety
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NOTE (MSP), APP roll and pitch wheel inputs for

vertical speed or airspeed/Mach, autopilot en-
TAT data from ADCs is used for RAT gage logic from the autopilot panel (APP),
display. TAT probe heating, if in- on-side attitude and heading data from the on-
stalled, may affect the readout when side attitude heading system (AHS or AHRS),
there is insufficient airflow over the or cross-side attitude and heading data from
TAT probe (i.e., on ground). the cross-side attitude heading system. The
three-axis APP provides engage clutching
Static Air Temperature (SAT) power to the three servos and autopilot engage
inputs to both FGCs. For single PFD, the au-
and International Standard topilot panel input includes yaw damper (YD)
Atmosphere (ISA) Deviation and autopilot (AP) engage levers, roll and
The air temperature information displayed on pitch wheel inputs, and TURB mode. The dual-
the MFD data line is SAT and ISA deviation PFD installation includes the same single-
(the difference between SAT and ISA in °C). PFD autopilot items and the AP XFR mode for
Air temperature information is color-coded the autopilot to connect to the right FGC flight
as either on-side (green) or cross-side (yellow). director bars in the copilot PFD. Control in-
SAT and ISA are supplied by the currently se- puts from the APP are input to both FGCs.
lected ADC. The ADC switch is used for ADC
reversion. ADC reversion is annunciated on the Properly programmed flight guidance com-
PFDs. ADC reversion is only available with mands from the FGC may be hand flown by the
the optional copilot PFD. pilots with the autopilot disengaged by visu-
ally maneuvering the miniature aircraft in for-
mation with the magenta flight director bars.
NOTE The flight director bars give a visual depiction
RAT, SAT, and ISA deviation are dis- of the selected flight path.
played on the PFD if MFD is failed.
The APP-85 autopilot, when engaged, will
maneuver the aircraft in accord to those same
flight director bar displayed commands, and
FLIGHT CONTROL the pilot monitors the flight path by observ-
SYSTEM (FCS) ing the commands displayed by the flight di-
rector. In fact, the MSP FD button will allow
removal of the flight director bars and the au-
GENERAL topilot will still fly the MSP programmed
The Rockwell-Collins Pro Line 21 integrated commands. Other inputs to the FGC are the
flight control system consists of an autopilot MSP pushbuttons, the AP SYNC (vertical syn-
panel (APP), two flight guidance computers chronization), and AP TRIM/DISC (AP and
(FGCs), one mode select panel (MSP) with a YD disconnect) buttons on the outboard con-
single PFD or two mode select panels with trol grip of the control wheels, and the go-
dual PFDs, and three primary servos. The left around (GA) switch on the left throttle.
and right flight guidance computers are con-
tained in the IAPS card cage in the right, for- The yaw damper provides yaw damping and
ward nose baggage compartment. FGC turn coordination.
commands are displayed to the pilot by ma-
genta flight director bars in the attitude indi- The automatic pitch trim system trims out
cators (ADIs) located in the upper primary sustained elevator forces when the autopilot
flight displays (PFDs). The FGC receives is engaged.
flight director input from pilot-selected modes

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Whether autopilot is engaged or disengaged,

the flight control system provides commands CAUTION
to accomplish the following: Under no circumstances should
the autopilot be overpowered by man-
• Hold a pressure altitude ually applying force to the control
• Hold a vertical speed column or wheel. If manual control
of the aircraft is necessary, disen-
• Hold an indicated speed gage the autopilot by pushing the AP
• Capture and track a selected altitude disconnect button.
• Capture and track a selected heading
• Capture and track a selected radio course FGC-3000 FLIGHT GUIDANCE
(VOR, LOC, G/S) COMPUTER (FGC)
• Capture and track a lateral navigation Two identical flight computer modules use mag-
course netic heading, radio data, acceleration, attitude,
• Maintain a wings-level, fixed pitchup mode select panel, autopilot panel, servo, and
attitude for go-around data inputs to develop dual flight guidance, yaw
damping, autopilot, and automatic pitch trim
functions. Each FGC generates pitch and roll
NOTE flight director commands. The pilot flight di-
rector commands are computed in the left FGC
The FCS (APS-3000) is available in using sensor data from the left side sensor set.
a standard installation for single-
pilot operation with single PFD (sin-
gle flight director display) and single Second PFD Configuration
ADC. It is also available in an op-
tional installation for crew opera- In the optional second PFD configuration, the
tion with dual PFD (dual flight copilot flight director commands are com-
director display) and dual ADC. All puted in the right FGC using sensor data from
installations have dual AHSs. the right side sensor set. Both modules work-
ing together provide redundant autopilot, yaw
damper, and pitch trim computations and re-
The left FGC, in the IAPS card cage, receives spective servo drives. The dual computation
discrete control data from cockpit switches, at- channels ensure that the copilot flight guid-
titude and heading data from the left AHRS, ance functions are isolated from the pilot flight
concentrator data from the left and right IAPS guidance.
card cage IOCs (input and output concentra-
tors), crosstalk data from the right FGC, and
flight director mode select/engage data from SERVOS
the left MSP. The right FGC operates in the The primary servos position the aircraft con-
same way, except that it functions with right trol surfaces in response to commands from the
side circuits. The two systems operate to- flight control computer.
gether to drive the servos and the electric trim.
Any error codes to the FGS are stored in the
diagnostics page and can be observed on the
MFD if the maintenance switch is selected.

APP-85 AUTOPILOT PANEL • Provides commands to drive the eleva-

tor and aileron servos
The APP-85 autopilot panel is the cockpit
control center for the autopilot function of When the autopilot is engaged and no lateral
the system. The autopilot panel contains both modes are selected on the MSP, the basic lat-
autopilot and yaw damper engage/disengage eral mode (roll hold) is selected by default.
levers, the roll knob and pitch wheel, and the Likewise, when the autopilot is engaged and no
turbulence mode select button. An autopilot vertical mode is selected on MSP, the basic
transfer select button is present in the optional vertical mode (pitch hold) is selected by default.
second PFD configuration.
I n b a s i c l a t e r a l a n d ve r t i c a l m o d e s , t h e
The following text is a description of each of autopilot accepts pitch commands from the
the controls on the APP. APP pitch wheel and roll commands from
the roll knob.
Autopilot Failure or loss of any engage criteria during

operation automatically disengages the au-
The autopilot may be engaged anywhere in the topilot. The conditions that may cause auto-
flight envelope from normal pitch and roll at- matic autopilot disengagement are as follows:
titudes. The autopilot cannot be engaged with-
out the yaw damper (interlocked mechanically). • A failure condition is detected by the
FGC
Engage the autopilot and yaw damper by mov-
ing the guarded engage levers on the APP to • The stick shaker activates
the ENGAGED position. If all preengage cri- • An excessive attitude occurs (a pitch at-
teria are satisfied, the levers are magnetically titude beyond 25° noseup or 15° nose-
held in the ENGAGED position. down or a roll attitude beyond 45°).
The conditions that may prevent the autopilot Any of the following actions will manually dis-
from engaging are any of the following auto- engage the autopilot:
matic disengage criteria:
• Pushing the control yoke AP DISC
• An open AP disconnect button button
• Failure to pass powerup self-test • Lowering the AP or YD lever on the
APP
• Aircraft or FGC incorrectly configured
• Pushing the go-around button on the
At engagement, the autopilot does the throttle handle
following:
• Operating either side manual pitch trim
• Couples to the selected flight guidance switch
(pilot or copilot) Pushing the AP TRIM/DISC button disen-
• Synchronizes the active mode references gages the autopilot as well as the yaw damper.
Appropriate annunciation is provided on the
• Clears go-around mode PFD and the autopilot disconnect warning
• Selects the flight directors if they were horn sounds.
deselected
• Engages the elevator and aileron servo
clutches

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Automatic Pitch Trim Pitch Wheel

Automatic pitch trim is selected upon en- With the autopilot engaged and operating in
gagement of the autopilot. An inoperative, selected altitude track, altitude hold or verti-
stuck, or runaway condition inhibits selection. cal go-around modes, rotation of the pitch
Automatic pitch trim generates commands to wheel clears the active vertical mode, selects
drive the aircraft pitch trim system to relieve pitch hold, and slews the pitch reference.
elevator servo forces. Automatic pitch trim is
disabled by autopilot disengagement. It is also When operating in pitch, vertical speed, or
disabled if an automatic pitch trim fault (i.e., FLC mode, rotation of the pitch wheel slews
inoperative, stuck, or runaway) is detected. A the appropriate vertical reference (pitch, VS,
fault detected before autopilot engagement or IAS).
prevents the autopilot from engaging. A fault
detected after engaging the autopilot does not The pitch reference can be set to any value be-
disengage the autopilot. tween 20° up and 12° down. The VS reference
can be set to a maximum value of ±8,000
feet/minute. The IAS reference can be set to
Yaw Damper any value between 70 knots and V MO /M MO ).
The yaw damper is selected by moving the
YD engage lever to the ENGAGED position. After pitch wheel operation, altitude select
Upon selection, the yaw damper is engaged if mode is rearmed. If the previous mode was
the FGC is detecting no damper failures and selected altitude track, the rearm of altitude
no unusual attitudes, rates, or accelerations. select mode causes an immediate transition
Engagement is indicated by the YD lever re- back to the capture and track states. Commands
maining in the up position. from the VS/pitch wheel are ignored after GS
capture is in approach mode and during alti-
The yaw damper provides yaw damping and tude capture prior to track.
turn coordination commands to the yaw servo.
It is automatically disengaged if a yaw damper
failure is detected by the FGC or the aircraft
Turbulence Mode
yaw rate exceeds established limits. Pushing (TURB Button)
the AP DISC button or lowering the YD en- The TURB button is active only when the au-
gage lever on the APP manually disengages topilot is engaged. It is used to select turbu-
the yaw damper. Disengaging the yaw damper lence mode (except when the onside localizer
returns the rudder surface to a near-stream- is captured or APPR mode is captured).
lined position.
When active, turbulence mode reduces au-
Roll Knob topilot gains to provide proper lateral and ver-
tical control in turbulent flight conditions.
The roll knob is active only when the autopi- Turbulence mode is cleared by on-side local-
lot is engaged. Rotation of the roll knob clears izer or APPR mode capture. Turbulence mode
all lateral modes (except in NAV or APPR mode is annunciated by illumination of an integral
after localizer capture) and selects roll hold. lamp in the TURB button.
The autopilot holds the selected roll angle
when the roll angle is greater than 5°. For a roll
angle of 5° or less, the autopilot holds the cur-
rent heading. The roll knob is inoperative after
localizer capture in NAV or APPR modes.

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Autopilot Transfer (AP XFR)— current conditions. The autopilot then

smoothly returns to following the flight di-
Optional Second PFD rector commands.
Configuration Only
Autopilot transfer is selected with the AP XFR In the optional second PFD configuration, if AP
button on the APP. Selection of AP XFR trans- XFR is selected left, the references are set to
fers flight guidance to the cross-side. conditions as measured by the left sensors. If
Appropriate annunciation is continuously pro- AP XFR is selected right, the references are set
vided in the FGS mode field. Autopilot trans- to conditions as measured by the right sensors.
fer will clear any selected lateral and vertical
modes, and cause the system to use roll and If the flight directors are operating indepen-
pitch basic operating modes. If the cross-side dently (glideslope track), A/P SYNC button
FD was off, autopilot transfer selects the cross- operation is selected independently by the on-
side FD on. side SYNC button and the references are set
independently to the current condition as mea-
sured by the on-side sensors (optional second
Go-Around Mode PFD configuration only).
The GA button is used to select go-around
mode (except during an overspeed condition). During go around operation of the SYNC but-
Selection of go-around mode disengages the ton selects roll hold, synchronizes the appro-
autopilot (if previously engaged) and acti- priate roll hold reference (ROLL or HDG),
vates both flight directors. The yaw damper re- selects pitch hold, and synchronizes the pitch
mains engaged. The flight directors display reference to the current pitch attitude.
fixed pitchup (10°) and heading-hold com-
mands. In flight, the heading reference is set The datum for the following modes shall be
to the existing aircraft heading (additional synchronized to the current aircraft value
pushes of the GA switch have no effect). On while the A/P SYNC button is pressed:
the ground, the heading reference is continu-
ously set to the current aircraft heading. • ROLL
Selection of go-around mode automatically • VS
arms the altitude preselector unless the aircraft
is within ±75 feet of the preselector when go • ALT
around is selected. • IAS
Pushing the SYNC button in go around se- • Mach

lects basic pitch and roll modes. The pitch • Pitch
reference is reset to the current pitch attitude.
Selecting another lateral or vertical mode, ro- The overspeed and vertical approach modes
tating the pitch wheel, or engaging the au- are not affected by SYNC button operation.
topilot clears go-around mode. GA mode is Aircraft electric pitch trim operation does
inhibited during an overspeed condition. not disengage the autopilot during SYNC
button operation.
A/P SYNC Mode FLIGHT CONTROL DISPLAYS

The A/P SYNC button is used to synchronize
the roll, pitch, altitude, vertical speed, and The flight control system displays on the PFD
FLC reference to current conditions. When the consist of single-cue flight director command
autopilot is engaged, operation of the SYNC bars and FCS mode annunciators. FCS mode
button momentarily releases the autopilot ser- annunciators are displayed along the top of
vos and then synchronizes the references to the PFD. The flight director command bars

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are displayed over or about the miniature air- Synchronization (SYNC)

craft symbol in the attitude ball (Figure 16-67).
FD symbology is removed from view when the The FCS synchronization message (SYNC)
flight director is turned off or flagged, or when is displayed in white in the roll/yaw warn field
the attitude is extreme. on the PFD when either control wheel A/P
SYNC button is selected. The SYNC message
is displayed to indicate lateral and/or vertical
Flight Director Command Bars reference synchronization. The mistrim warn-
Single-cue flight director (FD) steering com- ings take priority over the SYNC message.
mands are displayed in the attitude display on
the PFD. The command bars present pitch and FCS Mode Messages
roll guidance information from the FCS to the
pilot when the FD is active. With zero input, FCS mode messages (Figure 16-68) are dis-
the command bars are centered on the aircraft played on both PFDs if either the flight director
symbol. The command bars move up or down is selected or the autopilot is engaged. Active
to command a climb or descent, and rotate FCS modes are displayed in green; armed
right or left to command a right or left bank. modes and submodes are displayed in white.
When a FCS mode is automatically selected,
Collins
FCS MODE
MESSAGES
LNV1 AP ALT
170 00
COMMAND 20 160 00 4
BARS 2
240
10 9 00
1
20
1
220 158 00
9 80
1
200 10 7 00
2
20 6 00 4
M.458
340 29.92
20
HDG 33 340 N
FMS1
DTK 350 30
KCID 3
95.0NM
200
FORMAT >
100
< PRESET RDR >
VOR1 WX G+3
T+10.7A
VOR1
FMS1
Figure 16-67. FCS Mode Messages

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Lat YD/AP Vert Active

Active Eng
Pitch Roll/Yaw
Warn Warn Lat Arm XFR ALTS FMS APPR
Arrow Arm Vert Vert
Arm Arm
Figure 16-68. FCS Mode Annunciator Locations
the mode annunciator flashes for five seconds Autopilot Engaged/

before becoming steady. Loss of any or all Disengaged (AP)
FCS data is indicated by a flashing FCS an-
nunciator that eventually blanks. If a mode AP is displayed in green in the AP/YD en-
becomes invalid, a yellow line is inserted gage field on the PFD when the autopilot is en-
through the white (armed) or green (active) gaged. If the autopilot is manually
mode messages. disconnected for any reason, AP flashes in
yellow for 1.5 seconds (cancelable). For an au-
tomatic disengage, AP flashes in yellow con-
Lateral Modes tinuously (cancelable). To cancel the autopilot
disconnect warning, push the control wheel AP
Lateral modes are displayed in the lateral mode DISC button, go-around button, or reengage
field on the PFD. When armed, the applicable the autopilot with the AP button on the flight
navigation sensor LNV, VOR, or LOC is control panel (FCP).
displayed in white in the lateral arm field; and
ROLL or HDG is displayed in green in the
lateral capture field on the PFD. Upon capture, Half-Bank Mode
the applicable navigation sensor is displayed in The half-bank submode, which is available in
green in the lateral capture field on the PFD, some lateral modes, is annunciated by a white
and the HDG annunciation disappears. During half-bank arc on the top of the altitude scale.
dead reckoning operation, DR is displayed in With half bank selected, the roll limit is re-
white in the lateral arm field on the PFD. After duced to 15°.
lateral capture, VOR, LOC, B/C, or LNV is
displayed in green in the lateral capture field on
the PFD. FCS lateral mode annunciations are Vertical Modes
listed in Table 16-3.
FCS vertical modes are displayed in the ver-
tical mode field on the PFD. Armed modes are
Yaw Damper Engaged/ displayed in white in the bottom half of the
Disengaged (YD) field, and captured modes are displayed in
YD is displayed in green in the AP/YD engage green in the top of the field. One active mode
field on the PFD when the yaw damper is can be present with up to three armed modes
engaged. If the YD is manually disconnected, at the same time.
YD flashes yellow for five seconds (cancelable).
For an automatic disengage, YD flashes
continuously in yellow until acknowledged by
the pilot. The AP engage/disengage warning
takes priority over YD disconnect warning.

FlightSafety
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Table 16-3. PFD LATERAL MODES
LATERAL MODES
BUTTON LEGEND FUNCTION
Roll ROL Heading hold, roll hold

(no button)
HDG (MSP) HDG Heading select
NAV (MSP) LNV# FMS navigation arm/capture/track
VOR#’ VOR navigation arm/capture
LOC# LOC navigation arm/capture/track
APPR (MSP) APPR LNV# FMS approach arm/capture/track
APPR VOR# VOR approach arm/capture
APPR VOR#, DR VOR approach over station

(‘DR’ is white)
APPR LOC# LOC approach arm/capture/track
B/C (MSP) APPR B/C# B/C approach arm/capture/track
GA (throttle) GA Go around—Heading hold (FD only mode)
NOTE:
# May be 1 or 2 (1 = Pilot side and 2 = Copilot side).
The FCS vertical mode annunciations are listed Couple Arrow

in Table 16-4.
The arrow below the autopilot engaged legend
ALTS is displayed in flashing yellow in the in the AP/YD engage field on the PFD is the
vertical arm field on the PFD when altitude se- couple arrow (Table 16-5). A closed arrowhead
lect capture is aborted due to operation of the points to the FGC which is driving the servos
ALT SEL knob or the APP pitch wheel. FLC if AP is engaged, or would be upon AP en-
NNN is displayed in flashing yellow in the ver- gagement. An open arrowhead indicates the
tical capture field on the PFD when overspeed on-side FD guidance is being provided by the
is active. on-side FGC, but the on-side FGC is not the
FGC which is driving the servos. The couple
NNN is the value of the reference airspeed arrow flashes yellow when AP disengage warn-
in knots, or .NN would be the Mach refer- ing is active.
ence value.

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Table 16-4. PFD FLIGHT GUIDANCE VERTICAL MODES
FLIGHT GUIDANCE VERTICAL MODES
BUTTON LEGEND FUNCTION
Pitch ‘PTCH’ Pitch hold

(no button)
ALT (MSP) ALT CAP (green) Altitude hold acquisition/track
Preselect altitude ALTS (white) Preselect altitude arm/capture/track

(no button) ALT (green)
VS (MSP) VS NNNN Vertical speed acquisition/track
APPR (MSP) GS Vertical approach arm/capture/track
GA (throttle) GA Pitch hold (FD only mode)
FLC (MSP) FLC NNNN IAS or Mach aquire/track
NOTE:
For VS mode, NNNN is the VS value (e.g., 3000), the arrow indicates direction. For LVL CHG mode, NNNN
is the airspeed value (e.g., 250 or M.70).
Table 16-5. PFD COUPLE ARROWS
COLOR DESCRIPTION
None Single PFD configuration
Green Left FD selected with autopilot engaged
Green Right FD selected with autopilot engaged
Green Independent FD active with autopilot engaged
White Left FD selected with autopilot not engaged
White Right FD selected with autopilot not engaged
White Independent FD with autopilot not engaged
FD Flag other displayed FCS annunciation will also

flash for five seconds, then disappear. The half-
The FD flag, FD, is displayed in red on the bank arc in the attitude display does not flash
PFD, the FD command bars are removed, and and is immediately removed. The single-cue
the active modes flash for five seconds, then dis- display is removed entirely if either the pitch
appear when a failure of either the flight director or the roll steering calculations are flagged.
or autopilot pitch or roll data is detected. All

FD Alert crosstalk data from the right FGC, and flight

director mode select-engage data from the left
The alert FD1 or FD2 is displayed in yellow on mode select panel. The right FGC operates in
the PFD whenever the cross-side flight direc- the same manner, except that it functions with
tor information is displayed on the on-side PFD right-side circuits. The two systems operate to-
and the flight directors should be independent. gether to drive the servos and the electric trim.
Trim Fail (TRIM) For single-PFD installations, all flight direc-

tor steering commands displayed on the PFD
In the event of a detected fault, TRIM is dis- come from the left FGC. No XFR side arrow
played in red to the far left of the autopilot en- is displayed and there is no AP XFR switch.
gage field on the PFD. For nonrunaway-type For the optional second PFD configuration, a
failures, the flag remains in view until the c o p i l o t - s i d e f l i g h t d i r e c t o r i s p r ov i d e d .
fault is cleared. For runaway-type failures, Additional hardware on the copilot side in-
the flag remains in view until the autopilot is cludes an MSP and an APP with an autopilot
disengaged, even if the fault clears. transfer button. The pilot and copilot flight di-
rector modes are synchronized so that either
pilot may select the new mode from the asso-
Elevator Mistrim (E) ciated MSP. The exception to this is, when in
The elevator mistrim warning (E) is an APPR and GA mode, where independent
E guidance information is provided to each pilot.
OR displayed in the pitch warning field to
E indicate an elevator mistrim condition. With dual PFDs, the pilot selects which FGS
The arrow indicates the direction of is in control via the AP XFR switch located on
trim needed to relieve the mistrim condition. the APP-85. A XFR arrow in each PFD indi-
A yellow E is used to indicate a moderate el- cates which FGS is active. Each PFD displays
evator mistrim condition. There is no annun- the FD commands from the FGS computer se-
ciation to indicate normal automatic pitch trim lected with the XFR switch, except for go-
activity. Sustained pitch trim actuation may be around (GA) and approach (APPR) modes.
indicated by a trim in motion aural system The APPR and GA modes are referred to as in-
provided elsewhere in the cockpit. dependent modes, and only the on-side FGS
is used by the respective PFD for indepen-
dent modes.
Aileron Mistrim (A)
The aileron mistrim warning (A) The primary means of selecting and dese-
A OR A is displayed in the roll/yaw warn- lecting flight guidance modes is by pressing
ing field on the PFD to indicate an the appropriate button on the mode select
aileron mistrim condition. A left or right point- panel located above the PFD (Figure 16-69).
ing arrow is displayed above the A. The arrow The following mode select buttons are located
indicates the direction of trim needed to relieve on the MSP HDG, NAV, APPR, B/C, FLC,
the mistrim condition. A yellow A indicates SPD CHG, ALT, and VS. The MSP incorpo-
a moderate aileron mistrim. rates a 1/2 BANK button, which reduces the
normal roll limit to 15° for the lateral modes.
The MSP also incorporates an FD OFF button,
MODE SELECT PANEL (MSP) that allows the associated flight director to
be toggled on or off. Except for SPD CHG,
The two FGCs are installed within the IAPS each of the mode select buttons and the 1/2
card cage located in the right forward nose BANK button have push-on/push-off actions,
compartment area. Computation circuits in meaning that the first push selects the mode
the left FGC receive discrete control data from and a second push clears the mode. Pushing a
cockpit switches, altitude and heading data button for a mode that is not currently se-
from the left attitude/heading computer, lected clears all noncompatible modes and

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Collins
HDG 1/2 BANK B/C FLC ALT
NAV APPR FD SPD CHG VS
Figure 16-69. MSP-85 Mode Select Panel
causes the new mode to latch if all conditions the APP roll knob is rotated (except after lat-
for the mode are satisfied. An integral yellow eral APPR capture has occurred). When active,
lamp in the mode select button illuminates if roll hold generates commands to hold the roll
the selected FGC mode has latched. The FCS reference, unless the roll reference is 5° or less,
defaults to the basic lateral and vertical flight in which case, roll hold generates commands
guidance modes when no modes are selected to hold the heading reference.
by the MSP.
The roll reference may be set to any roll angle
The optional second PFD configuration in- up to 32°. The roll knob on the APP is used to
cludes a copilot side MSP. In dual-MSP in- adjust the roll reference. The roll reference is
stallations, pilot-side and copilot-side modes set to the current roll angle upon the occurrence
are synched. Selecting a lateral or vertical of any of the following:
mode on the copilot MSP selects that mode on
the pilot-side MSP. • Selection of roll mode
• Selection of the SYNC button
NOTE • Autopilot engagement
Except for overspeed mode, turning
off the flight directors and disen- Roll hold is cleared upon selection of another
gaging the autopilot cancels the ac- lateral mode.
tive mode.
Pitch Mode
Roll Hold Mode Pitch mode is the basic vertical operating
mode. Pitch mode is active when no other ver-
Roll hold is the basic lateral operating mode tical mode is active. Pitch mode generates
(Figure 16-70). Roll hold is active when no commands to hold the pitch reference.
other lateral mode is active. Roll hold has no
mode select button. Roll hold is automatically The pitch reference is manually adjusted by ro-
selected when the autopilot is engaged and tating the pitch wheel on the APP. The pitch ref-
erence is synchronized to the current pitch angle
PITCH upon the occurrence of any of the following:
ROLL
ALTS
• Selection of pitch mode
• SYNC button selection (manually fly
20 the aircraft to establish a new pitch at-
titude and then push the SYNC button)
Figure 16-70. Roll Hold Mode
• Autopilot engagement

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Pitch mode is automatically deselected upon Navigation mode is armed upon selection if a
manual selection or automatic capture of an- valid NAV source is selected. The NAV source
other vertical mode. is determined by the NAV/BRG menu on the
PFD. The course knob on the CHP is used to
select the course, or CKP for the optional
Altitude Select Mode (ALTS) copilot PFD. Prior to capture, the navigation
Altitude select mode is armed whenever a mode operates in the active lateral mode that
flight director is active or the autopilot is en- existed at the time of NAV mode selection.
gaged. Selection of any vertical mode other NAV indicator lights illuminate if the NAV
than glide-slope track or altitude hold mode mode is active. At capture, the navigation
also arms altitude select mode. When armed, mode generates commands to capture and
altitude select mode monitors aircraft clo- track the selected course.
sure rate toward the selected altitude and de-
termines the optimum capture point. During Dead-reckoning operation is provided during
capture, altitude select mode generates com- VOR station passage. Selecting a new navi-
mands to capture the selected altitude. gation source clears navigation capture and au-
Selection of a new preselect altitude or op- tomatically selects heading hold.
eration of the APP pitch wheel during altitude
select capture clears altitude select capture,
selects pitch hold, and rearms altitude select
Approach Mode
mode. After capture, altitude hold mode gen- (Lateral And Vertical)
erates commands to hold the selected alti- The APPR button on the MSP
tudes. It preselects altitudes of 0 to 55,000 feet is used to select approach
from vertical rates of ±12,000 feet/minute. APPR
m o d e ( p u s h o n / p u s h o ff ) .
Lateral approach mode arms
Heading Select Mode upon selection if a valid NAV source is se-
lected. The NAV source is determined by the
The HDG button on the MSP is NAV/BRG menu on the PFD. The CRS knob
used to select heading select on the CHP is used to select the course.
HDG
mode (push-on/push-off).
Heading select mode generates Approach mode is capable of performing
commands to capture and track the heading ref- course captures from intercepts, which differ
erence. The heading reference is adjusted with from the selected course by up to 90°. When
the HDG knob on the CHP. armed, lateral approach mode monitors aircraft
closure rate toward the selected course and cal-
The roll limit is 27° in heading select mode. culates the optimum capture point while con-
Heading select mode is cleared upon capture tinuing to operate in the currently active lateral
of another lateral mode. The HDG indicator mode. Lateral capture occurs when the course
light illuminates if HDG mode is active. deviation is less than .6 dot (LOC) or less than
.1 dot (VOR). After lateral capture, approach
mode generates commands to track the se-
Navigation Mode lected course.
The NAV button on the MSP
is used to select navigation
NAV
mode (push-on/push-off).
Navigation mode generates
commands to capture and track guidance for
enroute navigation and nonprecision ap-
proaches. Enroute guidance may be from a
VOR or FMS. Approach guidance may be from
a VOR or localizer.

FlightSafety
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After lateral capture, vertical approach mode Back-Course Mode

is automatically armed if a valid glide-slope
signal is being received. When armed, verti- The B/C button on the MSP
cal approach mode monitors aircraft closure is used to select the back-
B/C
rate toward the approach path and calculates course mode (push on/push
the optimum capture point while continuing off). Selection of B/C pro-
to operate in the currently active vertical mode. vides the arm, automatic capture, and track-
ing of the nonprecision approach localizer
At capture, vertical approach mode generates back-course beam.
commands to capture and track vertical guid-
ance from the precision approach source. After
capture, vertical approach mode is automati- NOTE
cally deselected when go-around mode is se- Vertical guidance is not provided in
lected, a lateral mode other than lateral approach the back-course mode.
is selected, or when the NAV source or fre-
quency is changed. The APPR indicator light
illuminates only if approach mode is active. The FCS generates steering commands to cap-
ture and track lateral guidance. A LOC fre-
quency must be selected with the CRS knob
Half-Bank Mode on the CHP (CKP or PFD) used to select the
The 1/2 BANK button on the established inbound localizer (front) course.
MSP is used to select and de- An intercept that differs from the final in-
1/2 BANK
select half-bank mode (push- bound back course by more than 90° is not rec-
on/push-off). Half-bank mode ommended. The B/C indicator light illuminates
is automatically selected when climbing only if the back-course mode is active.
through the half-bank transition altitude of
30,600 feet in the CJ2, or above the transition The back-course mode will arm when selected,
altitude when the flight director is selected. but will not capture until the active NAV source
(LOC) is valid and the capture criteria have
Selection of half-bank mode is inhibited when been met.
approach (capture or track), go-around, or
NAV (with a localizer or FMS source) modes If no FCS mode is selected prior to back-course
are active (Figure 16-71). mode selection, or if roll (basic) is active, the
FCS operates in roll mode from back-course
When active, half-bank mode limits the max- mode selection until back-course capture oc-
imum commanded roll angle to 15°. Half bank curs. The roll mode is cleared upon back-course
is automatically deselected by localizer or capture. If HDG mode is selected prior to back-
LNAV capture. Descent through the half-bank course mode selection, the FCS operates in
transition altitude automatically deselects heading select mode from back-course mode
half-bank mode. selection until back-course capture occurs.
The HDG mode is cleared at LOC capture.
At the capture point, the capture state is se-

lected, the back-course mode becomes active,
ROLL ALT and the FGC calculates performance to ac-
quire the flight path. When the track point is
reached, the FGC provides display informa-
tion to assist in maintaining the flight path.
20
Figure 16-71. Half-Bank Mode

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ALT Button altitude while maintaining the reference

airspeed. Otherwise, FLC mode gener-
The ALT button on the MSP ates commands to fly level.
is used to select and deselect
ALT
altitude hold (push-on/push- • If the selected altitude is below the cur-
off). When active, altitude rent altitude and the thrust setting is ap-
hold generates commands to hold the current propriate to accomplish a descent, FLC
pressure altitude. Manual selection or auto- mode generates commands to capture
matic capture of another vertical mode, go- the selected altitude while maintaining
around mode selection, or pitch wheel the reference airspeed. Otherwise, FLC
mode generates commands to fly level.
operation when the autopilot is engaged clears
altitude hold mode. Manual selection of ALT The ALT SEL knob on the CHP is used to ad-
is inhibited when glide-slope track is active. just the selected altitude.
The reference airspeed is indicated by the au-

Vertical Speed Mode topilot target speed bug (V BUG ) on the air-
The VS button on the MSP is speed scale. The reference airspeed is set to
used to select and deselect the current airspeed at the time of mode se-
VS
vertical speed mode (push- lection and, thereafter, may be adjusted by
on/push-off). Selection of ver- the PITCH wheel on the APP. The airspeed ref-
tical speed mode is inhibited when glide-slope erence is limited to settings between 70 knots
track or overspeed mode is active. Vertical and V MO /M MO .
speed mode generates commands to capture and
track the vertical speed reference. The pitch Pushing the SPD CHG button on the MSP tog-
wheel on the APP is used to set the vertical gles the airspeed reference from Mach to IAS,
speed reference. The SYNC button is used to or IAS to Mach. When the speed reference is
set the vertical speed reference to the current IAS, climbing through the lAS/Mach transi-
vertical speed. The VS indicator light illumi- tion altitude automatically toggles the speed
nates if the vertical speed mode is active. reference to Mach. When the speed reference
is Mach, descending through the lAS/Mach
transition altitude automatically toggles the
FLC (Flight Level speed reference to IAS.
Change) Mode
FLC mode automatically transitions to altitude
The FLC button on the MSP select capture upon capture of the selected al-
is used to select and deselect titude. FLC mode is automatically deselected
FLC
FLC mode (push-on/push- upon manual selection or automatic capture of
off). FLC mode is inhibited another vertical mode.
when glide-slope track or overspeed mode is
active. When active, FLC mode generates com-
mands to capture the selected altitude while SPD CHG Button
maintaining the reference airspeed, taking
into account the aircraft’s ability (e.g., thrust Pushing the SPD CHG button
level) to accomplish that intent. The FLC in- on the MSP toggles the air-
SPD CHG
dicator light illuminates if the FLC mode is ac- speed reference from Mach to
tive, generating the following commands: IAS, or IAS to Mach. When
the speed reference is IAS, climbing through
• If the selected altitude is above the cur- the IAS/Mach transition altitude automatically
rent altitude and there is sufficient thrust toggles the speed reference to Mach. When
to accomplish a climb, FLC mode gen- the speed reference is Mach, descending
erates commands to capture the selected through the IAS/Mach transition altitude au-
tomatically toggles the speed reference to IAS.

The FCS speed bug is displayed on the air- ROLL and PTCH Basic
speed scale, the speed bug icon and a digital
readout are displayed above the airspeed scale, If there is no current mode selected on the
a miniature speed bug icon, and the current MSP, ROLL, and PTCH basic automatically ap-
value (IAS or Mach) are also displayed in the pears in the MSP window above the ADI when
FCS mode field when commanded by the the AP is engaged or if the FD MSP button is
flight control system. The speed bug auto- pressed (Figure 16-72). The roll knob is only
matically changes from IAS to Mach when active when the AP is engaged. The APP pitch
climbing through 30,810 feet of altitude, and wheel is active with or without the AP coupled
changes from Mach to IAS when descending in the basic PTCH mode to set desired pitch at-
through 30,410 feet of altitude. The SPD CHG titude. The pitch wheel snaps back to neutral.
pushbutton on the mode select panel alterna- The roll knob stays where it is released and does
tively selects either IAS or Mach. The SPD not snap back to neutral.
CHG button on the MSP is only functional
when the speed bug is in view and overspeed
mode is not active. When IAS is active, the ROLL PTCH
icon and up to three-digit display is shown,
with leading zeroes suppressed. When Mach
is active, then the icon, letter M, and a two- 20
digit display of the Mach value, with leading
decimal point and leading tenths and hun-
dredths zeroes, if required, is shown. There 10
is no indicator light in this button.
Flight Director Mode

The flight director is the FCS 10
steering commands and mode
FD annunciations displayed on
the PFD. At powerup, the
flight director is off. With the 2200 20
FD off (autopilot not engaged), pushing the FD HDG 037 193
button selects the on-side FD with basic modes S 21
pitch and roll. Figure 16-72. ROLL and PTCH
Basic Mode
A second push of the FD button (autopilot
not engaged) cancels all modes and removes
the commands bars from the PFD (except
whenever overspeed mode is active). With Takeoff Modes Setup
the autopilot engaged, the FD button is used
The left GA mode is a lateral mode that keeps
to deselect the steering command portion of
the FD bars level during taxi and takeoff
the FD only. Appropriate mode annunciation
(Figure 16-73). This lateral GA mode selects
is continuously provided as long as the AP is
the aircraft azimuth at lift-off and will com-
engaged. In the optional second PFD config-
mand turns back to the lift-off azimuth in the
uration, the FD button for the nontransferred
event of departure from that azimuth due to
side FD, functions as an on/off toggle switch.
inattention or engine failure. Lateral GA mode
One push turns on the flight director; the next
lets the pilot set the HDG bug to a heading
push turns it off. There is no indicator light
other than runway azimuth to a first turn after
in this button.
takeoff azimuth in a clearance. If the engine

Pressing the HDG button (on the MSP) when

GA GA cleared after takeoff, changes the lateral GA to
ALTS HDG and the FGC commands a turn to the pre-
set HDG bug azimuth at 27° roll (Figure 16-75).
20
HDG HDG
10
HDG 037 037
3
6
10 N
Figure 16-75. After Takeoff, HDG
Control and Display
0 20
Flight Level Change (FLC)
HDG 013 013 Airspeed Mode
Figure 16-73. Takeoff Modes 1. Preselect the new higher altitude to
climb (Figure 16-76).
fails at or just prior to lift-off, the rudder must 2. Press FLC.
be controlled in order to maintain runway az- 3. Set required power.
imuth throughout lift-off.
4. ALTS preselect at capture mode to
level-off.
The right GA mode is a vertical mode that
sets the FD bars at +10° pitch, wings level. The 5. ALTS preselect track.
ALTS with the up arrow reflects the first climb M AC H a p p e a r s a b o v e
to altitude after takeoff and appears automat- M.450. The SPD CHG but-
ically when the altitude preselector is used to SPD CHG ton toggles between Mach
set the first level-off altitude. Press the GA but- and IAS. Mach goes off scale
ton (Figure 16-74) on the throttle knob to set below M.400.
GA for takeoff.
IAS/MACH transition altitude:
CLIMBING: DESCENDING:
MACH MACH
30,810 FT 30,410 FT
IAS IAS
FLC or filch mode may be changed using the

pitch wheel on the APP (Figure 16-77).
Figure 16-74. GA Button

HDG FLC NAV

ALTS
HDG ALTS CAP

3 HDG ALT
5
HDG ALTS 4 HDG ALT

LOC1
1
2 5 LOC1 ALT
ALT
PU S H
FLC
AN
C
CEL
Figure 16-76. Flight Level Change 20

Airspeed Mode
10
L R
DN
10
1650
UP DG 060 040 H
Figure 16-78. Localizer Straight-in

Approach Display
Figure 16-77. APP Pitch Wheel
4. Press the MSP NAV button to arm the
Flying Technique Localizer localizer APPR mode, observing the
button light on and the LOC1 white
Straight-in Approach lights appear in the MSP window.
Refer to Figure 16-78 for steps to intercept and 5. At capture, track, turn on, and observe
track a localizer straight-in approach course: the LOC1 white command replace HDG
to LOC1 green capture, turn on, and
1. Tune and identify the VOR frequency. track mode for the localizer straight-in
2. Set the localizer approach course. approach.
3. On the MSP, select HDG and ALT for
the intercept mode.

The maximum roll in NAV is 27°. The inter-

cept may be made up to a 90° angle. The NAV
button is used to avoid arming the GS. The sys- NAV
tem senses that a localizer frequency is set

when the NAV button is pressed and logic
prevents the GS from arming. Localizer track- 2
ing is the same as ILS. HDG ALT
Intercept and Track a VOR 3 HDG ALT

Radial to a VOR Technique VOR1
Refer to Figure 16-79 for steps to intercept and
track a VOR radial to the VOR: 4
VOR1 ALT
1. Tune and identify the VOR frequency.
2. ATC instructions were to fly heading
045° to intercept the 270° radial into
the VOR. Set the tail of the CDI to 270°
and check the 090° is in the NAV data
block as the inbound course to the 20
VOR. On the MSP, select HDG and
ALT for the intercept mode. 10
3. Arm the NAV mode and observe the
button light on and VOR1 in the MSP
window.
4. Capture and turn on mode at the cap-
ture point VOR1 white light replaces 10
HDG with VOR1 green tracking and
turn on mode. Maximum roll in NAV 1650
mode is 27°.
The intercept can be made up to a 90° angle.
Figure 16-79. VOR Radial to
a VOR Display

Intercept and Track a VOR

Approach Technique APPR
Refer to Figure 16-80 for steps to intercept and
track the VOR approach course:
1. Tune and identify the VOR frequency. 2 HDG ALT

2. Set the VOR approach course in the
NAV data block.
On the MSP, select HDG and ALT for 3 HDG ALT
the intercept mode. APPR VOR1
3. Press the MSP APPR button to arm the
VOR APPR mode, observing that the APPR VOR1 ALT
button light is on and APPR VOR1
white lights appear in the MSP window.
4. At capture, track, turn on, and observe APPR VOR1 VS 1000
the APPR VOR1 white command re- ALTS
place the HDG to APPR VOR1 in
green, and turn on the tracking mode
for the VOR approach. Maximum roll
in APPR is 15°. The intercept can be
made up to a 90° angle.
20
5. Descent to minimums.
At the descent point, press the VS button
(MSP) to cancel ALT hold mode and roll the 10
APP manual pitch wheel to set 1,000 feet per
minute to start the descent toward minimums.
Observe the VS green light cancels the green
ALT light and that 1,000 fpm is displayed in
green with the white down arrow. The ALTS 10
white light will be on if minimum altitude has
been selected for level-off. Maximum roll in 1650
APPR is 15°. The intercept may be made up
to a 90° angle. HDG 165 142 15
12
Figure 16-80. VOR Approach Display

Flying an ILS
Approach Technique APPR
Refer to Figure 16-81 for steps to fly an ILS

approach:
1. Tune and identify the localizer fre-

quency. 2 HDG ALT
2. Set the inbound front course in the
NAV data block. Program the MSP with
HDG and ALT for radar vectors around 3 HDG ALT
the traffic pattern (intercept mode). APPR LOC1 GS
3. On a dog leg to final and when cleared
for the ILS approach, press the APPR ALT
(MSP) button and see the button light
4 APPR LOC1
GS
on. Observe that APPR LOC1 appears
in the display (armed). The approach
mode is armed. 5 APPR LOC1 GS
4. The capture and turn on mode is armed
at approximately .5 dot or less. APPR
LOC1 white replaces HDG to green
APPR LOC1. The localizer is captured
and turned on and tracking occurs.
Maximum roll in APPR is 15°. 20
5. The GS capture point is at .5 dot or
less. The white GS replaces ALT to
green GS and the glide slope is cap- 10
tured and tracked by the FGC. The pilot
may hand fly the flight director bars
and stay on LOC and GS or, if coupled,
the APP will automatically track the
LOC and GS. The AP must be disen- 10
gaged at 70 feet AGL or higher.
1650
The final approach can be intercepted up to
90°, but should be programmed early. HDG 060 040
Flying a Localizer Back-Course Figure 16-81. ILS Approach Display
Approach Technique
Refer to Figure 16-82 for steps to fly a local- 3. For the intercept mode, use HDG and
izer back-course approach: ALT (MSP) for vectors to final.
1. Tune and identify the localizer 4. On a dog leg to final, when cleared for
frequency. the localizer back-course approach,
press the B/C button and observe the
2. Set the inbound front course in the amber light in the switch illuminate and
NAV DATA block. The left/right APPR B/C1 white light shows the ap-
needle is directional. proach is armed. The B/C button re-
verses the flight director bars to turn in
the proper direction.

Flying an FMS
B/C Approach Technique
Refer to Figure 16-83 for steps to accomplish
an FMS approach:
3 HDG ALT 1. Load a current desired FMS approach

out of the database (database no older
than 28 days) into the current FMS
flight plan.
4
HDG ALT 2. If the approach has an associated NDB
APPR B/C 1 or VOR approach overlay, set that ap-
proach on the NAV 2 and NAV 2 copilot
display.
5 APPR B/C 1 ALT
3. Select the NAV/BRG key and select
FMS on the pilot PFD and the NAV
mode (MSP).
20 APPR
10
5a LNV1 AP ALT
APPR LNV1
10
5b APPR LNV1 AP ALT
1850
HDG 013 211
Figure 16-82. Localizer Back-
20
Course Approach
10
5. At the capture point, observe that the
white APPR B/C 1 replaces the HDG
mode and turns green.
At capture, the aircraft is turned on to final ap-
proach at 27° bank. The final approach can be 10
intercepted up to 90°, but the pilot must arm
the approach early so the FGC can properly 1850
compute the capture and turn-on points.
HDG 013 211
Figure 16-83. FMS Approach Display

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4. The aircraft is now flying the long- The glide-slope approach (arm or track) is au-
range FMS flight plan on the FMS map tomatically deselected when go-around mode
page of the pilot PFD. is selected, a lateral mode other than lateral
5. Press APPROACH TO ARM FMS approach is selected, the NAV source or fre-
APPR. quency is changed or becomes invalid.
a. Observe APPR LNV1 armed for After capture, vertical approach mode inhibits
FMS approach mode. the activation of any other vertical mode ex-
b. At capture point, observe APPR cept go-around and overspeed mode.
LNV1 white light replace LNV1
green to APPR LNV1 green FMS
approach mode. Overspeed Mode
With RAIM (receiver autonomous integrity Overspeed mode is automatically selected
monitoring) and the proper horizontal position when a significant overspeed occurs from all
error quality factors, the indications of going vertical modes except altitude select capture
into FMS approach mode occur within the final or track and altitude hold.
two miles to the FAF. These may be the
APPROACH ACTV light coming on with
KLN-900 to the blue APPR that appears above
REMOTE SWITCHES
the NAV data box in the PFD. Different Several switches and buttons with avionics
indications with different FMSs. functions are located throughout the flight
deck and on the control wheels. The controls
Slip-Skid Indicator located on the control wheels are the A/P SYNC
button (2), AP and TRIM DISC button (2), and
The slip-skid indicator, under the sky pointer electric trim controls. The GA button is lo-
is about 1/8-inch scale to the right, is the same cated in the throttle handle. Other controls lo-
as a ball in a turn-and-slip race. Step on the cated on the flight deck are the AHRS
ball, recenter, then slowly trim out the forces. AUTO–MANUAL L–R SLEW controls, ADC
reversion switches (dual PFD only), display re-
Approach Mode (Vertical) version switches, attitude heading reversion
Vertical approach mode is automatically armed switches, rotary test switch AOA test and over-
after lateral approach mode capture when a speed warning test, and display dimming knobs.
valid glide-slope signal is being received.
A/P SYNC Switch
Vertical approach mode generates commands
to capture and track vertical guidance from the SYNC switches are provided as part of the
precision approach source (ILS). aircraft system and mounted on each control
wheel. The A/P SYNC button is used to syn-
When armed, vertical approach mode moni- chronize the roll, pitch, altitude, vertical speed,
tors aircraft closure rate toward the approach and FLC reference to the current conditions.
path and calculates the optimum capture point
while continuing to operate in the currently ac-
tive vertical mode.
AP and TRIM DISC Button
AP and TRIM DISC red buttons are provided
At capture, vertical approach mode generates as part of the aircraft system and mounted on
commands to capture the flight path. each control wheel. Pushing either control
wheel AP and TRIM DISC button disengages
After capture, it generates commands to track the autopilot and activates the aural warning.
vertical guidance from the precision approach
source (ILS).

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Go-Around (GA) Button BARO Units Switch

Pushing the GA button on the throttle knob se- Optionally, the unit of measurement for baro-
lects the go-around mode. metric pressure setting can be either inches of
mercury (in hg) or hectopascals (hPa). Select
the unit measurement with the optional baro
AHRS Control units switch. Hectopascals can be set on the
The AHRS requires an AUTO/MANUAL standby altimeter to read inches, then set the
switch and left/right slew switches. The AHRS altimeter in inches in the PFD.
has two operational modes: Auto slave and
manual directional gyro (DG) mode. DG
selection is made using a flight-deck-mounted
Meters/Feet Switch
AU T O / M A N UA L s w i t c h f o r a n A H R S Optionally, a flight-deck-mounted meters/feet
AHS source. (m/ft) switch is used to control the display of
metric barometric altitude and selected altitude.
When selected, the white, up to five-digit met-
DADC Reversion ric readout of barometric altitude is contained
In the optional second PFD configuration, a in a box with an M following the digits, located
flight-deck-mounted DADC REV–NORMAL above the display of selected altitude. The
switch selects which sensor will be the on-side metric readout of selected altitude is followed
air data source. by an M and replaces the readout of selected
altitude in feet above the altitude scale.
AHS Reversion
Radio Altitude Test Switch
A flight-deck-mounted AHRS REV switch
selects which sensor will be the on-side atti- Turn the rotary test switch to ANNUNCIATOR
tude/heading source. TEST to test the radio altimeter. When acti-
vated, the radio altitude test provides a radio
altitude readout of 50 feet, ensuring pilot con-
Display Reversion fidence in the RALT system functionality. A
To allow for the failure of either display, each yellow RA TEST is displayed adjacent to the
shall be capable of providing all the instru- digital radio altimeter readout, over the nor-
mentation for the safe operation of the air- mal position for the RA flag, when the radio
craft. The engine parameters shall normally be altimeter is in test. Selection of FCS APPR
displayed on the MFD, and on the PFD dur- mode prevents the activation of the radio al-
ing display reversion. titude test switch.
Overspeed Warning Test A/P SYNC Button

Selecting overspeed on the rotary test switch The A/P SYNC button allows momentary dis-
tests the overspeed aural alert. connect of all servos while the pilot or copi-
lot hand-flies the aircraft and manually retrims.
When the button is released, the servos re-
Display Dimming clutch and hold the current MSP or attitude se-
lectors electric trim switch to electrically trim
Dimming controls for the AFDs are the
the elevator trim wheel position.
PFD/MFD dim rheostat below the pilot PFD
and the PFD dim rheostat for optional copilot
PFD. The R EFIS/STBY rheostat dims the
standby HSI and the copilot HSI in the stan-
dard installation.

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Autopilot Control Panel NOTE

The APP-85 autopilot control panel (Figure Engaging the autopilot also engages
16-84), mounted on the center pedestal, pro- t h e y a w d a m p e r, i f n o t a l r e a d y
vides the means of engaging the autopilot and engaged.
yaw damper, as well as manually controlling the
autopilot through the pull knob and pitch wheel If the flight guidance system turns the au-
and turbulence (TURB) mode select button. topilot off, the AP engage lever will drop and
The -223 version (with XFER) is used with the green AP on the primary flight display
dual flight director autopilot systems and the changes to flashing yellow. Push the yoke-
-227 version (without XFER) is used with sin- mounted AP and TRIM DISC button to turn
gle flight director systems. The descriptions that the autopilot off.
follow apply to both versions unless otherwise
noted.
NOTE
The autopilot (AP) engage switch is used to Disengaging the autopilot does not
engage the autopilot and yaw damper. Push the disengage the yaw damper.
AP engage lever up and hold for one second
to select the autopilot mode for the flight guid-
ance system. If no faults are detected during An autopilot transfer select button is present
the preengage test, the autopilot mode will in the optional second PFD configuration.
engage and the lever will remain up in the
ENGAGE position. If a fault is detected, the The AP XFR button (-223 only) (Figure 16-85)
autopilot will not engage and the lever will switches control of the autopilot from the pilot
drop to the DISENGAGE position. flight director to the copilot flight director.
ENGAGE
L R
YD AP
DN
UP TURB
Collins DISENGAGE
Figure 16-84. Autopilot Panel—Standard Single PFD (APP-85-227)
ENGAGE
L R
YD AP
DN
AP XFR
UP TURB
Collins DISENGAGE
Figure 16-85. Autopilot Panel—Optional Dual PFD (APP-85-223)

FlightSafety
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To operate, push the button once to switch engage position. If the left flight guidance
control from the pilot to copilot side. Push computer magnetic clutch and the right flight
the button again to switch control of the au- guidance computer magnetic clutch preengage
topilot back from the copilot flight director to criteria is met, the levers are magnetically
the pilot flight director. The AP XFER indi- held in the ENGAGE position (Figure 16-86).
cator is illuminated if the autopilot is being
controlled by the copilot flight director sys- The autopilot may be engaged anywhere in
tem. If the indicator is not illuminated, the the flight envelope from normal pitch and roll
autopilot is being controlled by the pilot flight attitudes. The autopilot cannot be engaged
director system. without prior or simultaneous engagement of
the yaw damper.
Autopilot Lever
The autopilot lever interlocks with the yaw
damper. Both guarded levers move forward
when only the autopilot lever is moved to the
ROLL PTCH ENGAGE

YD AP
10
DISENGAGE
AP AND YD ENGAGED
10 L R
DN
22000 Collins
HDG 037 S 193 21 UP
BASIC ROLL AND BASIC PTCH APPEAR

MANUAL ROLL PITCH KNOB
Figure 16-86. Autopilot Controls and Indications

FlightSafety
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When the autopilot is engaged and no lateral NOTE

modes are selected on the MSP, the basic lat-
eral mode (roll hold) is selected by default. Disengaging the yaw damper also
Likewise, when the autopilot is engaged and no disengages the autopilot, if not al-
vertical mode is selected on MSP, the basic ready disengaged.
vertical mode (pitch hold) is selected by default.
In basic lateral and vertical modes, the au- The autopilot is manually disconnected by the
topilot accepts pitch and roll commands from following:
the APP pitch wheel and roll knob respectively.
1. Turning off the YD or AP levers on the
If no faults are detected during a preengage AP panel.
test, the yaw damper mode will engage, the
lever will remain up in the ENGAGE posi- 2. Pressing the red AP and TRIM DISC
tion, and a green YD is shown on the PFD. If button (Figure 16-87) on the outboard
a fault is detected, the yaw damper will not en- control grip.
gage and the lever will drop to the DISEN- 3. Pressing the GA button (Figure 16-87)
GAGE position. on the throttle knob (YD stays on).
4. P or CP electric trim switch (YD stays
NOTE on).
Engaging the yaw damper does not 5. Press and hold the A/P SYNC button
engage the autopilot. (AP and YD momentarily unclutched).
The autopilot is automatically disconnected if
the following occur:
If the flight guidance system turns the yaw
damper off in automatic yaw damper discon- 1. Either FGC fails
nect, the lever will drop and the green YD on
the primary flight display changes to flash- 2. Stick shaker activation occurs
ing yellow. Push the yoke-mounted AP and 3. Excessive attitude of the following:
TRIM DISC switch to change YD to steady a. >25° noseup
white. For manual yaw damper disconnect,
push the YD engage lever down or push the b. >15° nosedown
yoke-mounted AP/YD DISC switch to turn the c. >45° roll
yaw damper off.
RED AP AND TRIM DISC BUTTON GA BUTTON
Figure 16-87. Autopilot—Disconnect Controls

FlightSafety
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When engaged, the yaw damper provides yaw

CAUTION damping and turn coordination commands to
Under no circumstances is the au- the yaw servo.
topilot to be overpowered by manu-
ally applying force to the control Pushing the AP and TRIM DISC button or
column or wheel. lowering the YD engage lever on the APP
m a n u a l l y d i s e n g a g e s t h e y a w d a m p e r.
Disengagement of the yaw damper returns the
Appropriate PFD annunciations and aural tests rudder surface to a near-streamlined position.
are provided for AP DISCONNECT.
Turn Knob
Yaw Damper Lever The turn knob is used to manually input a roll
Engage the yaw damper by moving the YD en- command to the autopilot when the autopilot
gage lever to the ENGAGE position and hold is engaged (Figure 16-88). Rotation of the roll
for one second. Upon selection, the yaw knob clears all lateral modes (except in NAV
damper is engaged if the FCC is detecting no or APPR mode after localizer capture) and se-
yaw damper failures and no unusual attitudes, lects roll hold. The autopilot holds the selected
rates, or accelerations are present. Engagement roll angle when the roll angle is greater than
is indicated by the YD lever remaining in the 5°. For a roll angle of 5° or less, the autopilot
up position. holds the current heading. The roll knob is in-
operative after localizer capture in NAV or
APPR modes. The manual roll limit is 32°.
ENGAGE
L R
YD AP
DN
AP XFR
UP TURB
DISENGAGE
AUTOPILOT PANEL (APP-85)
FLC
ALT
VS
MSP VERTICAL MODES
Figure 16-88. Autopilot—Pitch and Roll Controls

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NOTE Turbulence (TURB) Button

If the turn knob is out of detent when The TURB button is used
the autopilot is engaged, the existing to select turbulence mode
aircraft heading will be maintained TURB when the autopilot is en-
and the autopilot will not accept the g a g e d ( ex c e p t w h e n t h e
turn knob input until the knob is first on-side localizer is captured
centered to the detent position. or APPR mode is captured). When active, tur-
bulence mode reduces autopilot gains to the
aileron and elevator channel in turbulent flight
PITCH Wheel conditions. Turbulence mode is cleared by
The pitch wheel is used to apply vertical slew on-side localizer or APPR mode capture.
commands to the autopilot when the autopi- Turbulence mode is annunciated by illumina-
lot is engaged. The reference that is slewed tion of an integral lamp in the TURB button.
depends on the active lateral mode. With the It is deactivated by pressing the TURB button,
autopilot engaged and operating in selected then the yellow indicator light goes out.
a l t i t u d e t r a c k , a l t i t u d e h o l d , o r ve r t i c a l
go-around modes, rotation of the pitch wheel Flight Guidance Transfer
clears the active vertical mode, selects pitch
hold, and slews the pitch reference. When op- (AP XFR) Button
erating in pitch, vertical speed, or FLC mode, In the optional second PFD
rotation of the pitch wheel slews the associ- configuration, the APP AP
ated vertical reference (pitch, VS, and IAS XFR button is used to se-
respectively). After pitch wheel operation, al- AP XFR
lect the NAV side (left or
titude select mode is rearmed. If the previous right) for autopilot cou-
mode was selected altitude track, the rearm of pling. Selecting autopilot transfer couples the
altitude select mode causes an immediate tran- flight guidance to the cross-side. Appropriate
sition back to the capture and track states. annunciation is continuously provided in the
Commands from the VS/pitch wheel are ig- FCS mode field. All vertical commands, ex-
nored after GS capture in approach mode and cept for vertical capture in APPR mode, are
during altitude capture prior to track. Manual synchronized during flight guidance transfer.
pitch limit is 20° up to 15° down. Using VS If the cross-side FD is off, autopilot transfer
mode, ±8,000 fpm and IAS mode 70 KIAS to turns on the cross-side FD.
V MO /M MO can be set.
The pilot has the AP coupled to the left FD and
The pitch wheel allows manual pitch control left FGS with HDG and ALT selected on the
of the aircraft proportional to the rotation of MSP. The copilot has no modes selected. When
the wheel and in the direction of wheel move- AP XFR is pressed, suddenly the AP is con-
ment. Rotate the pitch wheel to change the ex- nected to the copilot FD and FGS. The FD
isting vertical command reference to the flight and FGS will default to ROLL and PITCH.
guidance system. Rotating the wheel toward UP
increases the existing reference value. Rotating
the wheel toward DN decreases the existing ref-
erence value. The wheel is spring-loaded and
will return to the center detent if released.

FlightSafety
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COURSE/HEADING • HDG knob (heading bug setting con-

trol)
PANEL (CHP)
• HDG SYNC button (synchronizes the
The CHP-3000 course heading panel (Figure heading bug to current heading)
16-89), located in the center pedestal, is used
to input desired course, altitude, and heading The course/heading panel is located above the
reference to the flight guidance system. The autopilot panel on the lower pedestal.
ALT (altitude) knob sets the desired altitude
reference in the left and right side (if installed) Course (CRS) Knob/CRS
flight guidance system. Clockwise rotation
of the knob increases the selected altitude DIRECT Button
value. The CRS knob sets the desired course The CRS knob provides control of the pilots
reference in the left side flight guidance sys- selected VOR or LOC course CHP pointer on
tem. Clockwise rotation of the knob increases the pilot PFD and MFD.The center CRS DI-
the selected heading value. The PUSH 100 RECT button selects a course directly to the
FT CANCEL switch deactivates the 100-foot on-side AFDs VOR station if VOR is the ac-
altitude warning margin. The PUSH DIRECT tive NAV source. With FMS as the active NAV
switch automatically selects a course direct to source, the CRS knob is inactive. When en-
the tuned left side NAV station and returns abled by CDU selection, and FMS is the ac-
the left side course deviation to zero. The tive NAV source, CRS DIRECT button selects
PUSH SYNC switch is used to synchronize the a course direct to the active way point (appli-
heading reference to the current aircraft head- cable only to FMSs with this feature enabled).
ing. This switch simultaneously synchronizes The optional copilot PFD uses the course knob
the heading bug on the left PFD and right PFD panel to set course.
(if installed).
CRS A LT HDG ALT Knob
The CHP ALT knob is used to set the preselect
PU S H PU S H PU S H
altitude. The ALT knob is a two-position ro-
DIR
ECT
CA
NCEL SYNC
tary switch, spring-loaded in the out position.
Collin s The preselect altitude increments are 100 feet
(30 meters). The range is 0 to 55,000 feet.
Figure 16-89. Course Heading
Panel (CHP-3000)
HDG KNOB/HDG SYNC Button
The CHP provides course and heading select The CHP HDG knob is used to adjust the po-
functions for the associated displays as well sition of the heading bug. Clockwise rotation
as selection of altitude preselect. The fol- of the knob increases the selected heading and
l ow i n g r o t a r y k n o b s / c e n t e r p u s h bu t t o n counterclockwise rotation decreases the se-
switches are located on the CHP. lected heading. The center HDG SYNC but-
ton is used to set the heading bug to the current
• CRS knob (course pointer setting con- aircraft heading (under the lubber line). In
trol) the optional second PFD installations, the AP
XFR button on the APP selects which head-
• CRS DIRECT button (selects course di- ing all heading bugs move to.
rect-to active NAV source)
• ALT knob (preselect altitude setting
control)

FlightSafety
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Optional Course Knob coded pulse-train relay signals on 1,090 MHz.

It can reply to mode A (aircraft identifica-
Panel (CKP-3000) tion) and mode C (altitude reporting) inter-
The course knob panel (CKP) (Figure 16-90) rogations on a selective reply basis on any of
is located on the instrument panel below the 4,096 information code selections.
right display control panel. The course knob Transponder No. 2 obtains its altitude data
panel is used by the copilot to input the de- from the copilot pneumatic altimeter. The al-
sired course reference to the right-side flight titude reporting capability is provided by the
guidance system. Desired altitude and head- mated altimeter to each transponder set. The
ing references to the right-side flight guidance pilot encoding altimeter electronically trans-
are input using the course heading panel. mits the altitude information to transponder
Rotate the course knob (CRS) to set the de- No. 1, and the copilot encoding altimeter pro-
sired course reference in the right-side flight vides like data for the No. 2 transponder. The
guidance system. Clockwise rotation of the encoding altimeters are not switchable be-
knob increases the selected course value. The tween the two transponders. The transpon-
PUSH DIRECT switch automatically selects ders have mode S capability, which enables the
a course direct to the tuned right-side NAV sta- ground station to individually select the air-
tion and is used to return the right-side course craft by its preprogrammed aircraft address,
deviation to zero. which is assigned to the aircraft by the FAA.
A XPDR 1/XPDR 2 switch, located on the
control panel to the left of the two transpon-
der controls, selects which transponder is op-
erating. The nonselected transponder is placed
in force standby mode so that it can be se-
CR S lected at a moment’s notice, if required. A
landing gear squat switch removes power from
the transponder circuit when the aircraft is on
PU SH the ground and disables both mode A and
mode C, so that it is not necessary to select
SBY on the ground. Refer to Figure 16-16 for
DIR an illustration of the transponder control panel.
ECT
C o llin s
KT-70 CONTROL PANEL
Figure 16-90. Course Knob The KT-70 uses a digital readout to display the
Panel (CKP) pilot selected transponder code. The four-digit
code is set into the display by four knobs, one
for each digit. A photocell on the face of the
control automatically dims the display ac-
PULSE EQUIPMENT cording to ambient cabin light. Power and
mode of operation are controlled by the power
KT-70 TRANSPONDERS and mode switch, which has OFF, SBY, TST,
GND, ON, and ALT positions. OFF removes
The KT-70 mode S transponder system consists power from the system. SBY applies power to
of two panel-mounted units, two external an- the system for warmup and allows momentary
tennas mounted on the bottom of the aircraft power interruptions that may be desired with-
nose section, and a control wheel mounted out having to turn the system off. When a
XPDR IDNT switch for each pilot. Transponder transponder is in standby, either because of
No. 1 receives its altitude encoding informa- the SBY position being selected on the power
tion from the air data computer and transmits and mode switch or because of the selection on

FlightSafety
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the XPDR 1/XPDR 2 switch, SBY will be an- When the transponder is turned from OFF to
nunciated in the center of the digital display. any other selection, the unit will display the in-
In ON, the transmitter is enabled for normal op- staller programmed aircraft address and max-
eration, except the altitude information of the imum airspeed, in three two-second segments,
mode C reply and the altitude fields of the according to a preprogrammed sequence.
mode S are suppressed. ALT position causes
transmission of uncorrected barometric altitude The function selector has a PUSH VFR func-
(based on a barometric pressure of 29.92, which tion that may be preprogrammed. Momentarily
is supplied by the encoding altimeter in mode depressing the function selector knob causes
C and mode S interrogations. ON or ALT will the preprogrammed VFR code to supersede
be annunciated respectively when either of whatever code was previously entered. The
those selections are made. ID code will immediately be accepted for in-
terrogation reply sequence. The VFR code is
The TST position initiates a system self-test. programmed by the following sequence:
To test the system, select the desired transpon-
der and turn the selector to TST position. The 1. Place the unit in standby mode (SBY).
TST position causes the selected transponder
to respond to internal interrogation, verifying 2. Select the desired code (VFR, 1200, for
memory data and making hardware squitter instance).
checks. The transmitter is disabled. All dis-
play segments will illuminate. Should a squit-
ter error occur, the transmitter is considered 3. Depress the VFR pushbutton (function
inoperative and the message FO 1 will appear select knob) while holding the IDT but-
in the altitude display. Should a memory error ton depressed.
occur, the message FO 2 (internal) or FO 3 (ex- If the VFR pushbutton (function select knob)
ternal) will appear. Should a failure occur, is inadvertently pressed, the previous nonpro-
normal operation is prohibited and FO 4 will grammed 4096 code may be retrieved by press-
appear. If no errors are detected, the unit will ing the VFR pushbutton again for three seconds.
remain in the test mode.
The KT-70 transponder has an altitude (FL)
GND mode is designed to be used only when display in the left side of the digital readout.
the aircraft is on the ground. GND position It is in hundreds of feet and FL is annunciated
turns the set on and enables the transponder to indicate that the display is of a flight level,
to transmit mode S reply pulses. The ID 4096 which is an altitude that corresponds to an al-
code is shown on the right side of the display titude above sea level (above the standard
with altitude shown on the left side. GND is datum plane) with the altimeter set at 29.92
annunciated in the display in this mode. Mode inches of mercury. It corresponds to the alti-
A and C interrogations are inhibited. tude that is being transmitted to the air traf-
fic control, and will seldom agree exactly to
An IDT switch (button) is located on the front the indicated altitude on the altimeter. The al-
of each transponder control. These switches titude display will only be active when altitude
perform the same function as the XPDR IDNT reporting is enabled in ALT and GND modes.
switches on the pilots’ control wheels. Pressing
either button (control wheel or IDT button on An R reply indicator is also on the digital dis-
active transponder) will cause a distinctive play. The R will illuminate when the transpon-
return to appear on a ground controller’s radar der is replying to a valid interrogation by a
screen for approximately 30 seconds after the ground station, and will illuminate for ap-
IDENT button is pressed and released. It proximately 18 seconds after the initiation of
should not be depressed unless requested by an “ident.”
a ground controller.

FlightSafety
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DISTANCE MEASURING
EQUIPMENT
I00 NM
2
00 99
KT MIN
KN-63 with KDI-574
Indicators KING
The standard DME installation consists of one
KN-63 receiver-transmitter, one KN-574 in-
dicator, and an antenna mounted on the bot- Figure 16-91. KN-574 DME Indicator
tom of the fuselage below the cockpit. The
KN-574 is installed on the right side of the cen- alternately selects NAV 1 and NAV 2 for dis-
ter instrument panel. The DME is turned on and play. If the pilot selects NAV 2 on the EFIS
off by the illuminated DME ON/DME/OFF controller, the NAV annunciation (VOR 2)
(green/white, push-on/push-off) switch on the will be in amber, to indicate selection of the
center instrument panel. Dual DMEs and dual off-side NAV. The selected DME will always
indicators may be installed as an option. be the same as the NAV source (VOR).
The KN-63 transmits interrogating pulse pairs If dual DMEs are installed, dual KN-574 DME
on 200 channels between 1041 MHz and 1150 indicators will be installed, usually one on the
MHz; it receives associated ground-to-air pilot instrument panel and one on the copilot
replies between 978 MHz and 1213 MHz. The instrument panel. The pilot KN-574 will be
KN-574 digitally displays distances in nauti- permanently connected to the No. 1 NAV and
cal miles, groundspeed in knots, and time-to- the copilot KN-574 will be permanently con-
station in minutes. All displays are in nected to the No. 2 NAV. Only No. 2 NAV can
self-dimming gas-discharge numerics. be displayed on the copilot HSI. A separate
switch is required for a single-DME installa-
The VOR/DME tuning is controlled by the tion to determine which NAV is channeling
KN-53 NAV receiver on the consolidated con- the DME.
trol panel. When a VOR station is tuned, the
DME frequency is automatically tuned. The Distance measuring equipment (DME) ground-
DME ident can be verified by selecting the ap- speed or time-to-station readouts are only ac-
propriate DME on the DME selector switch on curate when the aircraft is proceeding directly
the audio control panel. The NAV (1 or 2) se- to or from the selected station. Since it is slant
lected is displayed in the KDI-574 indicator range that is computed, groundspeed or time-
to the right of the nautical mile (nm) display. to-station accuracy increases with distance
Channel 1 always refers to NAV 1 and chan- from the station. The readouts can be consid-
nel 2 always refers to NAV 2. The DME ered reasonably close to actual speed or time
ON/DME OFF switch below the indicator when distance from the station in miles is
turns the DME on and off. equal to or greater than the aircraft altitude in
thousands of feet. The distance display on the
DME information is also displayed on the DME indicator is in 0.1-nm increments up to
pilot EHSI by pressing the NAV button on the 99.9 nm, then in increments of one nm to a
display controller. If the pilot selects NAV 1 maximum of 389 nm. The groundspeed display
on the display controller, the DME informa- can indicate a maximum range of 999 knots,
tion displayed on the EHSI and the KN-574 and the time-to-station indication has a max-
DME indicator (Figure 16-91) will be from imum indication of 99 minutes.
NAV 1, and so annunciated on the EFIS dis-
play. If NAV 2 is selected, the DME will be If the pilot desires to retune the KN-53 NAV
tuned to NAV 2, and NAV 2 will be displayed control but to retain the DME readout of the
and annunciated on the EFIS and the KN-574 present station, HOLD is selected by pressing
DME indicator. Pressing the NAV button the DME HOLD/SELECTED illuminated

FlightSafety
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switch, located just below the DME indicator, The decision height warning tone is controlled
before the set is retuned. The switch will il- only by the DH setting in the pilot PFD. The
luminate in amber and the DME will hold on copilot attitude sphere decision height selec-
the previously tuned frequency. H1 or H2 (as tion has no effect on the sounding of the DH
applicable) will be annunciated in the KN- warning horn.
574 display to warn the pilot that the DME is
in the hold mode. It will also be annunciated When the aircraft descends below an altitude
in amber to the left of the distance display on of 100 feet above the selected radio altitude
the PFD to indicate the DME frequency and decision height, a black box with a white
that information is being held. background appears in the upper left side of
the ADI. When the decision height is reached,
If optional dual KN-63 DMEs are installed, the an amber MIN appears inside the box. The dis-
respective DMEs will interfere with each other play flashes for 10 seconds and then goes
when the NAV frequencies differ by 5.3 MHz steady.
(for example, 108.00 MHz and 113.3 MHz).
This interference results in premature flags or A low-altitude awareness display, which is a
loss of “lock-on.” Should this occur, one of the brown strip along the right side of the DU-870
KN-63s should be either turned off or tuned primary flight display, is used as a visual an-
to a different NAV frequency so that the 5.3- nunciation of the aircraft’s nearness to the
MHz difference is eliminated. ground. The low-altitude awareness display is
inside the bottom part of the altitude display
and begins to appear when a radio altitude of
less than 550 feet is reached. At touchdown,
RADIO ALTIMETER the low-altitude awareness display reaches
the horizon line. The yellow line, which divides
COLLINS ALT-55B the brown area from the rest of the display, will
disappear at a radio altitude below 60 feet.
The Collins ALT-55B radio altimeter displays
altitude at all times up to an absolute altitude If radio altimeter information is invalid, the
of 2,500 feet. The system becomes operational radio altitude display will be amber dashes,
when the aircraft electrical system is pow- and the low-altitude awareness display will
ered up and it remains operational throughout not appear.
the flight. Radio altitude is displayed in green
digits located in the bottom center of the al- Functional testing of the radio altimeter sys-
titude sphere in the ADI displays. tem and the ADI display digital readout is ac-
complished on the ground by depressing the
The altitude display in the ADIs operates from TEST button on the ALT-55B display con-
–20 to 2,500 feet. Between 200 and 2,500 feet, troller. The following displays will occur:
the display is in 10-foot increments. Below 200
feet, it is in 5-foot increments. Above 2,500 • A radio altitude of 50, ±5 feet will be in-
feet, the display will disappear. dicated until the bottom is released, at
which time the actual altitude will be dis-
Radio altitude, radio altitude-based decision played
height (DH, referred to as RADIO), and a de-
cision height alert are displayed on the PFD. • The radio altitude decision height dis-
The RADIO value is set via the REFS (refer- play shows dashes when the TEST but-
ence) menu on the PFD. The REFS menu is se- ton is held down, and then displays the
lected with the REFS button on the DCP. Turn current set altitude for the remainder of
the test.
the ROTARY TEST switch to ANNUNCIA-
TOR TEST to test the radio altimeter. No other • The radio altimeter TEST cannot be ac-
pilot control operation is required. complished when APR CAP function of

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the flight director is selected. the aircraft facing away from build-
ings or large metal structures that
• The radio altitude decision height tone
check will depend on the radio altitude are likely to reflect radar energy back
selection (RA) set on the pilot ADI dis- to the aircraft.
play.
Testing the radio altimeter system with the The Collins Pro Line 21 weather radar system,
TEST button on the display controller will also or the RTA-800, is a fully integrated radar
test the EFIS failure flags and annunciators system that utilizes the aircraft electronic
(lamps) in the flight director mode selector. flight instrument systems (EFIS) equipment to
provide the pilot and/or copilot with a video
display of radar indications relative to outside
NOTE moisture precipitation (Figure 16-92).
The test function activated by the
TEST button is disabled after the Weather radar targets and mode information
glide slope has been captured during are available for display on both pilot-side
an ILS approach using the autopilot MFD and PFD as well as the optional copilot-
or flight director. side PFD. Radar overlay and menu are se-
lected for display with the RADAR button on
the DCP. The radar is then turned on by press-
While taxiing over ice or snow, the radio al- ing LSK R2 and turning white WX> to blue
timeter may fluctuate as much as 50 feet. WX>. The radar is not transmitting. There is
Outputs from the radio altimeter system are no forced standby in this radar. The RTA-800
used to desensitize the flight director and au- operates on X-band frequency and is capable
topilot as the aircraft passes 1,100 feet AGL of detecting wet precipitation along the flight
with the glide slope engaged during an ILS ap- path and in front of the aircraft within an arc
proach. If the radio altitude is invalid, gain pro- of the heading angle ±60°, at a selectable dis-
gramming becomes a function of glide-slope play range of up to 300 nautical miles.
capture, time, and airspeed.
An optional installation configuration, the
RTA-852, is physically and functionally
WEATHER RADAR identical to the RTA-800 except for featuring
autotilt operation and the additional capa-
bility of detecting moisture-based turbulence.
WXR-800 WEATHER RADAR The RTA-800 and RTA-852 accept radar con-
OVERLAY trol data from the left PFD/MFD. The RTA-
800 can also accept radar control data from
the right PFD. The weather radar system may
WARNING be operated in a split mode, where the radar
functions like two independent radars, each
updating on alternate sweeps of the antenna.
The radar will transmit on the ground
if selected to the ON position. The
area within the scan area and within WARNING
15 feet of an operating weather radar
system constitutes a hazardous area.
Do not operate the radar system The system performs only the func-
within 15 feet of personnel or tions of weather detection and ground
flammable or explosive material or mapping. It should not be used or re-
during fueling operations. For ground lied upon for proximity warning, an-
operation of a radar system, position ticollision, or terrain avoidance.

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international
NAV/BRG
HDG 037 S 193 21
VOR1
CRS 013 RADAR
15
24
- - - -NM
RADAR RADAR
GCS
GAIN NORM
STBY
2.5
TILT RANGE
STAB WX
ON OFF
MAP
TEST RETURN
Collins
BRT
DIM
Figure 16-92. Collins WXR-800 Weather Radar Overlay Display
The weather radar system, located in the air- PREFLIGHT CHECKS

craft’s radome, operates on a nominal output
of 25 watts. The integrated physical compo- The following preflight may be accomplished
nents consist of a receiver-transmitter at- on the ground prior to takeoff and prior to
tached to a 12-inch flat-plate antenna and a energizing the radar:
pedestal-base assembly. Scan and tilt motors
within the pedestal assembly are activated
by respective circuits to sweep the antenna WARNING
horizontally and vertically. The tilt function
controls the antenna assembly up or down
30° above or below the horizon. When a In order to prevent possible serious
changeable item on the menu is active, it is injury to ground personnel or igni-
cyan and in larger characters. When a change- tion of flammable or explosive ma-
able item is not active, it is white and in terials, the following tests must be
smaller characters. At system power-up on the accomplished with the mode con-
ground, the active mode will be STBY. A trol switch in the STBY or TEST
power-up in flight will result in the radar positions.
b e i n g i n i t s p r ev i o u s l y s e l e c t e d m o d e .
Pressing the RETURN line select key (R4) re- 1. RADAR on DCP–STBY (standby)
moves the RADAR menu. The RETURN leg- mode—Selecting STBY mode ap-
end remains displayed for 5 seconds. During plies power to the RTA-800, and
this time, pressing the RETURN line-select within a few seconds executes a
key returns to the RADAR menu. short initialization process. The
antenna is driven to the boresight
position (0° azimuth and 0° tilt)
and remains in this position as
long as STBY is selected.

FlightSafety
international
2. TEST Mode—The self-test func- 5. STB mode—Release (STAB off).

tion appears, with the word TEST Ground return moves back to
displayed on the MFD (LSK L4). earlier position and USTB is
The radar self-test display con- annunciated.
sists of six colored arcs, evenly
spaced across the full sector of 6. STB switch—Press in (STAB on).
the display. Each arc verifies the Ground return position does
system’s ability to process and not change and USTB is not
display the precipitation inten- annunciated.
sity level or other display data
represented by that color. The 7. Pitch control—Apply 4° to 8° UP
transmitter is OFF in TEST. input. Ground return moves closer
to the apex of display.
3. MODE Select—STBY
8. Pitch control—Set to zero (null).
Ground return moves back to ear-
The following preflight may be accomplished lier position.
on the ground prior to takeoff; however the
radar will be energized and the following 9. Roll control—Apply 4° to 8°
warning must be observed: RIGHT input (right wing down).
Ground return moves away or
disappears on right side of display
WARNING and moves closer on left.
10. STB switch (on WXP-800A/B)—

The aircraft must be outside when
Press in (STAB off). Ground return
the transmitter is turned on. Be cer-
moves back to original position
tain that no personnel or com-
and USTB is annunciated.
bustible materials are within 60 feet
of the hazardous area in front of the
aircraft. 11. Roll control—Set to zero (null)
and press STB switch (STAB on).
Ground return remains and USTB
1. Ensure safety precautions have
is not displayed.
been observed
2. M O D E S e l e c t – W X — A d j u s t OPERATIONAL NOTES
range to 10 or 25 and make sure
GCS is not selected. The controls and special features of the WXR-
800 control panel are defined on Table 16-6.
3. T I LT k n o b — A d j u s t s o t h a t
ground return is shown at or near
max distance. Note display of CAUTION
ground return.
4. Pitch control—Apply 4° to 8° Not all fault conditions can be mon-

D OW N i n p u t . G r o u n d r e t u r n itored. The pilot must continually
should disappear or move away assess reasonableness of data
from apex as antenna tilts up. displayed.

Table 16-6. WXR-800 COLOR DISPLAY VERSUS RATE OF RAINFALL
VIP
RATE OF (VIDEO RATE OF
PDF OR MDF STORM
RAIN FALL INTEGRATED RAIN FALL REMARKS
DISPLAY CATEGORY
(IN/HR) PROCESSOR) (IN/HR)
LEVEL
Greater
Severe turbulence,
than 5.0
Extreme 6 large hail, lightning,
Greater than inches per
extensive wind gusts
2.0 inches hour (81.93 ml)
MAGENTA
per hour
2.0 to 5.0
(32.77 ml) Severe turbulence,
Intense 5 inches per
lightning, wind gusts,
hour (32.77
hail likely
to 81.93 ml)
1.02 to 1.97
Very inches per Severe turbulence
4 likely, lightning
0.47 to 2.0 Strong hour (16.71
inches per to 32.28 ml)
RED hour (7.70 0.48 to 0.98
to 32.77 ml) inches per Severe turbulence,
Strong 3 hour (7.86 possible lightning
to 16.06 ml)
0.16 to 0.47 0.10 to 0.48
inches per inches per
YELLOW Moderate 2
hour (2.62 hour (1.64
to 7.70 ml) to 7.86 ml) Light to moderate
turbulence possible,
0.01 to 0.10 lightning
0.04 to 0.16
Weak 1 inches per
GREEN inches per
hour (0.164
hour
to 1.64 ml)
BLACK Less than

0.04 (0.65 ml)
NOTE Path Attenuation

An experienced pilot can use GAIN Compensation (PAC) Alert
control for estimating precipitation The RTA provides a path attenuation com-
greater than levels 3 (red) or 5 (ma- pensation (PAC) feature that compensates au-
genta). Targets continuing to display tomatically for radar beam absorption by
after reduced gain imply hail and/or heavier rainfall rates. The RTA commands the
heavy rainfall likely. display to present a yellow PAC alert bar (arc)
at the perimeter of the radar display to indi-
cate the range of compensation has been ex-
NOTE ceeded. The PAC alert indicates areas of
Sensitivity time control (STC) is au- unknown rainfall rates may exist beyond in-
tomatically provided to compensate tervening areas of precipitation. PAC alert
for the stronger radar returns caused may result from ground returns if the antenna
by storms. STC helps the WXR to is aimed at the ground.
provide correct representation out to
approximately 65 nm (for 12-inch
antennas).

FlightSafety
international
NOTE button on the DCP. With two PFDs installed,

selecting STBY on either side causes both
PAC alert may result from ground sides to go to STBY. When both sides are in
returns if the antenna is aimed at the STBY, and one side selects an active opera-
ground. tional mode, then both sides will go to that op-
erational mode. Independent radar modes may
Controls then be selected by each pilot.
Mode Control Knob The radar display, radar transmitter, and an-
tenna scan drive are inhibited whenever STBY
The mode control knob selects choice of is selected.
operating modes of the WXR-800 system
as follows:
CAUTION
OFF—Primary power is removed from the
system. The word OFF is displayed on the
PFD/MFD. The WXR should be in the STBY
mode when on the ground to ensure
STBY (standby)—Applies power to RTA-800. the safety of people and equipment
The letters STBY display on the PFD/MFD from possible radar radiation.
within 20 seconds. At system powerup on the
ground, the radar will be in STBY mode. A
powerup in flight will result in the radar being TEST
in its previously selected mode. STBY is au- Test mode runs a self-test for radar. The word
tomatically selected 60 seconds after air/ground TEST displays on the PFD/MFD. If TEST is
transition to ground. STBY is manually se- deselected with LSK L4, the previously active
lected by pressing line-select key R1 when the radar mode becomes active.
RADAR menu is active (Figure 16-93). The
RADAR menu is selected with the RADAR
FORMAT >
RDR >
WX
BRT
DIM
Figure 16-93. Weather Radar Display

FlightSafety
international
MAP view. Selections are NORM, 1, 2, and 3. Each

step away from NORM represents a 6-dB
MAP mode is selected and deselected by press- change to the NORM (calibrated) radar gain.
ing line-select key R3 on the PFD when the Higher gain settings are sometimes useful for
radar mode menu is active. The RADAR menu identifying lighter levels of precipitation.
is selected for display with the RADAR but- Lower gain settins are sometimes useful for
ton on the DCP. evaluating intense weather targets.
Selecting MAP from the RADAR menu puts If the radar gain is set to other than NORM,
the WXR in terrain mapping mode. In terrain the GAIN setting is displayed on the first line
mapping mode, signal processing and target of text below theRDR legend on the PFD,
display colors are changed to accentuate whenever radar is selected for display on the
ground features. The path attenuation com- PFD. Radar information in this field is dis-
pensation (PAC), ground clutter suppression played full time on a single PFD (a PFD with-
(GCS), and sensitivity time control STC) fea- out an on-side MFD). GAIN is shown as a G
tures used for weather detection are automat- with a plus or minus sign and 1, 2, or 3.
ically disabled, therefore MAP mode should
not be used for weather detection.
NOTE
Map mode is most effective if shorter ranges When the GAIN value is any value
are selected and the antenna is tilted down. other than NORM, radar returns are
uncalibrated and display colors may
WX no longer be indicative of rainfall
Selecting the WX mode places the unit in rates.
weather detection mode. Precipitants that are
detectable display in one of four colors, least TILT
reflective to most reflective: green, least
reflective; yellow, increasing; red, increasing; With STB off—Allows vertical aim adjust-
magenta, most reflective. ment of 15° up, to 15° down. It displays on the
MFD within 1/4° of exact tilt angle.
GAIN With STB on—Allows vertical aim adjust-
CAL—Calibrates the receiver with a preset ment 30° up, to 30° down. It displays on the
value. It displays G + 0 on the upper left on MFD within 1/4° of exact tilt angle.
the MFD. In the map mode and GAIN position,
the MFD shows four colors. The TILT knob on the DCP is used to adjust the
antenna tilt. Clockwise rotation adjusts the
–1, –2, –3—Reduces receiver sensitivity by antenna above the horizon, counterclockwise
value selected. It is displayed on the upper rotation adjusts the antenna below the horizon.
left on the MFD. The range is ±15°. Tilt may be adjusted when
the RADAR menu is active, or anytime the radar
+1, +2, +3—Reduces receiver sensitivity by is being displayed on the on-side PFD or MFD.
the value selected. It is displayed on the upper If the antenna tilt setting is set to any value other
left on the MFD. than zero, the antenna tilt readout is displayed on
the second line of text below the RDR legend on
The current GAIN value is located inside a the PFD, whenever radar is selected for display.
cyan box adjacent to the GAIN legend. It is If tilt is changed while RADAR menu is
controlled by selecting radar GAIN with displayed, a tilt angle readout is displayed for
MENU SET knob on the DCP when the five seconds between R2 and R3. The antenna
RADAR menu is active. The radar GAIN can- tilt angle readout consists of a T followed by a
not be adjusted unless the RADAR menu is in plus or minus sign and up to three digits for the

FlightSafety
international
readout. Range is ±15.0° with .25° resolution. GCS

The tilt angle readout is shown in degrees plus a
single tenths digit. (N.0, N.2, N.5, N.7). The Ground clutter suppression display, when ac-
0.0X digit is truncated. For tilt angles less than tive, suppresses ground clutter to differentiate
10°, only two digits are shown. The USTB weather returns from ground returns (WX mode
annunciation shares the same location as the only). It enables for 12 seconds, followed by
TILT readout and takes priority. With USTB return of normal operation mode and displays
displayed, if the TILT angle is changed, the on the PFD. It is inoperative in map mode.
USTB display is replaced by the TILT display,
which remains displayed for five seconds after Push the GCS button to activate the GCS
the tilt setting has stopped changing. The display function. Immediately following GCS activation,
then reverts to the USTB display. a cyan GCS annunciation replaces the active
radar mode legend for 12 seconds. GCS may be
selected to ON or OFF when the radar mode
RANGE menu is active or anytime the radar is being
RANGE allows selection of desired range of displayed on the on-side PFD or MFD.
operation from zero to 300 nautical miles.
Displays on MFD or PFD with 1/2 scale at right STAB
end of range arc and full scale at left end.
STAB enables/disables pitch and roll stabi-
Precipitation-related targets are displayed in lization circuitry. It displays on the MFD as
up to a 250-nautical mile range. The RANGE USTB (unstabilized) or STAB (stabilized).
knob on the DCP controls the display range.
Maximum radar range is 300 nm. The 600 nm Antenna stabilization is selected ON or OFF
range is not selectable when the weather radar with the line-select key L1 when the RADAR
is active. If radar is selected for display and menu is selected with the RADAR button on the
the 600 nm range is being displayed, the range DCP. Stabilization is set to ON, and the radar
will automatically decrement to 300 nm. antenna is gyrostabilized to eliminate aircraft
pitch and roll effects. Antenna stabilization can
be turned off with the STAB selection on the
NOTE RADAR menu. USTB (unstabilized) replaces
One-eighth of the range nearest the the radar tilt annunciation when STAB is off.
aircraft is blanked (no weather radar USTB is displayed in cyan when STAB is set to
returns show). OFF. USTB is displayed in yellow if an attitude
to the RTA input fault occurs. For an attitude
fault, the USTB legend flashes for five seconds,
RADAR RANGE XXX NM message—If the then steady.
radar range is set to a range different from the
currently displayed on-side range, this message Fault Monitor
is displayed in white characters at the bottom of
the MFD, and the radar display is removed. RTA is built in as an automatic function should
XXX represents the actual range the radar is any faults be detected in the system. Displays
currently reporting it is set to. This annun- on the MFD as flashing yellow FAULT for five
ciation can be removed by deselecting the radar seconds, if system malfunction, and as non-
from display. f l a s h i n g FAU LT i f c o m m u n i c a t i o n s
malfunction. FAULT can be removed by de-
selecting the radar from the display.

FlightSafety
international
COLLINS WXR-852 WEATHER LIGHTNING DETECTION

RADAR (OPTIONAL) SYSTEM (OPTIONAL)
General The Collins system is capable of providing dis-
play functions for BFGoodrich WX-1000E
Turbulence Mode (Only Available lightning detection system. The lightning de-
in Single-PFD Aircraft) tection system detects various levels of light-
ning activity and processes that information for
NOTE display on the AFDs lightning data from the
lightning detection system (LDS) may be su-
Not all turbulence will be detected by perimposed on the arc and FMS map formats.
the RADAR.
Lightning symbology is displayed as light-
The turbulence mode of the RADAR system is ning bolt icons (Figure 16-94). Lightning
capable of detecting turbulence only when it is icons are positioned by the lightning detec-
accompanied by precipitation, and only when tion computer. The icons are displayed as
the relative motion of the precipitation is toward relative bearing and distance to the aircraft.
or away from the aircraft. This mode will not Lightning icons are drawn above weather
detect turbulence when the relative motion of the radar data. The lightning bolt icons are color
precipitation is vertical. For example, turbulence coded to identify different levels of light-
in the core of a mature thunderstorm may not be ning intensity. Intensity levels are classified
detected due to the vertical motion of the as light, medium, and heavy.
precipitation in the up-and-down drafts. It • Light intensity thunderstorm cells are
should not be assumed that areas of precipitation yellow.
are free of turbulence based on the lack of
detection by the RADAR. The turbulence mode • Medium intensity thunderstorm cells
is most useful for detecting turbulence in areas are red.
of light precipitation, such as developing • Heavy intensity thunderstorm cells are
thunderstorms, that may not otherwise appear to magenta.
be a threat.
Lightning detection is generally limited to
approximately 100 nm from the aircraft by
Target Mode the lightning detection system.
With a valid precipitation or turbulence target
range, several minutes may pass before the tar- Cyan LX/RDR is displayed when Lightning
get alert (YELLOW TGT and/or TRB) is an- Detection is selected for display. Yellow LX
nunciated on the PFD. This mode should not be with cyan /RDR legend is displayed when
relied upon while maneuvering close to storms. Lightning Detection is selected for display and
an LDS fault is reported. The LX legend flashes
The tilt angle displayed on the PFD/MFD will for five seconds, and then steady. LX is larger
only reflect the actual tilt angle of the RADAR than /RDR when a LDS fault is reported.
antenna if the tilt was in manual and set at 0.0°
prior to entering the target mode. The displayed
value of the tilt angle during target mode should
not be used as a reference for searching for a
target after receiving a target alert.

FlightSafety
international
Collins
LNV1 AP FLC 220

AUTOPILOT ALTS 300
SPEED BUG 220
17000
260
20 16000 4
2
240
10 900
1
20
220 15800
80
1
10
200 700 2
20 4
180 600
M.458
20 HDG 340 33 340 N 29.92
FMS1
DTK 350 30
KCID
3
95.0NM
200 FORMAT >
100
< PRESET LX/RDR >
VOR1 WX G+3
T+10.7A
VOR1
FMS1
BRT
DIM
Figure 16-94. PFD with Lightning Data Display
in operation of the system from the

BEFORE USING general operation described in this
THE SYSTEM pilot guide.
CAUTIONS AND WARNINGS • The FCS has been designed to ex-

hibit a very high degree of func-
tional integrity. The monitoring,
CAUTION diagnostics, and self-test capabil-
ities of the system detect more sys-
The following statements should be tem failures than previous systems.
read carefully and thoroughly un- However, the pilot is reminded that
derstood by the pilot before using even though an undetected failure
the system: condition would be very unusual,
100% failure detection is not pos-
sible, and the pilot must continue
• Each Airplane Flight Manual con- using instrument cross-check pro-
tains detailed data on the operation cedures in the unlikely event that
of the FCS in that specific aircraft. an undetected failure does occur.
The Airplane Flight Manual should
be used to determine any variations

FlightSafety
international
If any of the above or similar conditions exist, legend associated with each parameter is re-
modify operation to correct the problem or moved and replaced with a N 1 , N 2 , or ITT as
use emergency procedures as required. appropriate, and a direction arrow pointing
to the side with the engine that is causing the
comparator warn. If both engines have a mis-
MISCOMPARE WARNINGS comparing parameter, the direction arrows
Miscompare warnings are used to alert the pi- show on both sides.
lots that redundant data from dual independent
systems does not agree within limits (Figure Pitch
16-95). Comparator monitoring is performed
full time for attitude and heading data when The pitch comparator is enabled when both
dual attitude heading reference systems are in- sides are not using a common attitude source
stalled (baseline). Comparator monitoring is and both sides are not failed (no ATT flags).
performed full time for airspeed and altitude When the pitch comparator is enabled, and
data when dual air data systems are installed the pilot and copilot pitch difference is greater
(optional second PFD configuration). than 4°, not G/S capture, or greater than 3°,
Comparator monitoring is performed full time G/S capture; the pitch miscompare warning
for N 1 , N 2 , and ITT. PIT is displayed in yellow in the center of the
attitude ball.
The miscompare warning annunciations are
displayed in yellow, flash for five seconds
when a miscompare condition first exists, then
Roll
are steady. They are removed when the mis- The roll comparator is enabled when both sides
compare condition is removed. For the N 1 , are not using a common attitude source and
N 2 , and ITT comparator warns, the respective both sides are not failed (no ATT flags). When
the roll comparator is enabled, and the pilot and
C o llin s copilot roll difference is greater than 4°, not
G/S capture, or greater than 3°, G/S capture;
YD
the roll miscompare warning ROL is displayed
E A R
17000 in yellow on the attitude ball.
FD1 ATT
260
AHS2
20 ALT000 4
ADC2 240 FD 2
10 900
20
1 Pitch and Roll
220 15800
80
XTLK
WINDSHEAR
10
1
The pitch and roll comparators are enabled
200 700 2 when both sides are not using a common at-
20 4
180
RA TEST RA
200 LOC GS
600 titude source and both sides are not failed (no
M.456
3D
HDG 33 340 N 29.92 CAT2
ATT flags). When the pitch and roll com-
LOC1
CRS 340 30 parators are enabled, and both the pitch and
95.0 NN roll comparator limits are exceeded (de-
3
scribed above), the pitch and roll miscompare

200
100
FORMAT >
warning ATT is displayed in yellow on the at-
< PRESET RDR >
titude ball.
FMS1 FOR FAULT
TCAS FAIL
BRT
DIM
Figure 16-95. PFD Yellow Display

Messages

FlightSafety
international
Heading when a no-comparator condition first exists,

and are then steady. They are removed when
The heading comparator is enabled when the no-comparator condition is removed.
both sides are using the same heading type
(MAG or TRU), both sides are not using a
common source, and both sides are not failed Attitude/Heading Data
(no HDG flags). When the heading com- If valid data is being displayed for an AHS pa-
parator is enabled, and the pilot and copilot rameter but the independent source data re-
heading difference is greater than 6°, the quired for the display comparison function
heading comparator warning HDG is dis- for that parameter is not available, then a white
played in yellow above and to the left of the XAHS No Comparator flag is displayed in the
compass card. PFD message window to the left of the airspeed
scale. The flag is removed when independent
SECOND PFD sources of data for all three AHS parameters
are available, or when all three AHS parame-
CONFIGURATION ters are flagged as invalid.
Altitude
The altitude comparator is enabled when both Air Data
sides are not using a common air data source If valid data is being displayed for an ADC pa-
and both sides are not failed (no ALT flags). rameter but the independent source data re-
When the altitude comparator is enabled and quired for the display comparison function
the difference between the pilot and copilot al- for that parameter is not available, then a white
titude difference is not within limits, the alti- XADC (No Comparator) flag is displayed in
tude miscompare warning ALT is displayed in the PFD message window to the left of the
yellow on the altitude scale. The comparator airspeed scale. The flag is removed when in-
limit for altitude is variable and increases as dependent sources of data for both ADC pa-
a function of altitude. Difference greater than rameters are available, or when both ADC
60 + (ALT1 + ALT2/460). parameters are flagged as invalid.
Airspeed Engine Data

The airspeed comparator is enabled when both If valid data is being displayed for an engine
sides are not using a common air data source, parameter but the independent source data re-
both sides are not failed (no IAS flags), and quired for the display comparison function
the IAS is greater than 90 knots. If the airspeed for that parameter is not available, then a white
comparator is enabled and the airspeed dif- ENG1 or ENG2 No Comparator flag (for the
ference is greater than 10 knots, the airspeed respective engine the parameter is associated
miscompare warning IAS is displayed in yel- with) is displayed in the PFD message window
low on the airspeed scale. to the left of the airspeed scale. The flag is re-
moved when independent sources of data for
all three engine parameters are available, or
NO COMPARATOR FLAGS when all three engine parameters are available,
A “No Comparator” flag is shown on the PFD or when all three engine parameters are flagged
when a compared parameter is shown as valid, as invalid.
but no valid data is being received from an in-
stalled second source to allow the comparator
to work. The No Comparator flags are boxed
and displayed in white, flash for five seconds

ALTERNATE AND COMMON NOTE

(REVERSION) ANNUNCIATION Autopilot and/or yaw damper oper-
ation may be impaired in reversion.
Alternate and common annunciators are dis-
played to alert the pilots that the same data
source is being displayed, or that an alternate AOA Reversion
source has been selected. There are two al-
ternate and common annunciations that may If the AOA on the on-side DCU AOA fails, the
be displayed at the left side of the PFD display AFD automatically selects the cross-side DCU
in the PFD message window: AHS 1 or 2 and as the AOA source and displays a yellow AOA1
ADC1 or 2. or AOA2 (as appropriate) reversion flag in
the PFD message window. When the yellow
AOA box first appears, it flashes for five sec-
AHS Reversion onds, then steady. If no AOA is available, then
A flight-deck-mounted AHS switch selects the AOA fail flag is shown.
which sensor will be the on-side attitude/head-
ing source. When AHS reversion is selected, PFD FLAGS
both sides display the reversion annunciation
inside a yellow box to the left of the airspeed Each of the PFD flags and warnings available
display, reflecting the actively selected (com- for display on the PFD are listed in Figure 16-
mon) AHS source. AHS1 is displayed when the 96 and Table 16-7, along with the color and the
pilot AHS is the common source, and AHS2 meaning of the flag. Each of these flags and
is displayed when the copilot AHS is the com- warnings are described in greater detail in the
mon source. appropriate section of this chapter.
NOTE
Common source AHS data to the FCS C o llin s
is forbidden. AHS reversion does not

remove the AHS data to the FCS. No AP
automatic AP/YD disconnect occurs AHS2
TRIM E A R
FD1 ATT V
strictly as a function of reverting the ADC2
RA2
IAS FD N ALT
V
AHS; however, the normal FCS mon- AOA2

ATT
MM MIN
itors remain active and the FCS will XTLK
XRA IAS ALT VS
disconnect if the AHS sources vio- XAHS
WINDSHEAR
XADC
late the AHS monitors. ENG1
ENG2 RA LOC GS
DCP
HDG
ADC Reversion HDG
N
CAT2
33 3
If only a single ADC is installed, no ADC re-
30
version is possible. A flight-deck-mounted

6
ADC reversion switch selects which ADC will

W
be the on-side air data source. When ADC re-

version is selected, data from (the cross-side
12
24
LOC1
ADC becomes a common source of ADC data). 21

15
The common ADC source annunciation is dis-

S
TCAS TEST
played in yellow to the left of the airspeed

display on both PFDs when ADC reversion is BRT
DIM
selected from either side. ADC1 is displayed
when the pilot ADC is the common sensor, and
ADC2 is displayed when the copilot ADC is Figure 16-96. PFD Flags
the common sensor.

FlightSafety
international
Table 16-7. PFD FLAGS
FLAG COLOR MEANING
ALT Red Altitude data fail
AOA# Red Angle of attack data fail
AP Yellow Autopilot disconnect warn
ATT Red Attitude fail
DCP Red Display control panel fail
FD Red Flight director fail
FMS# Red FMS data fail
G/S Red Glidescope data fail
HDG Red Heading data fail
IAS Red Airspeed data fail
LOC# Red Localizer data fail
RA Red Radio altitude fail
TRIM Red Pitch trim fail (autopilot engaged)
VOR# Red VOR data fail
VS Red Vertical speed data fail
XTLK Yellow AFD crosstalk fail
FLAG flashes for five seconds when first in view, then steady.
# Indicates 1 or 2
AP flashes red for manual disengage, yellow for automatic disengage.
AFD Cross-Talk Flag PFD or MFD. The XTLK flag flashes for five
seconds, then is steady. It is removed when
A yellow, boxed, XTLK flag is displayed in communication is restored. PFDs or MFDs
the PFD message window, and beneath the N 1 that have been deselected by pilot reversion
readouts on the MFD, when applicable, when will not cause the message.
any AFD loses cross-talk input from any other

FlightSafety
international
PFD Operation If the MFD fails in the standard installation,

manually select PFD on the PFD/MFD
with Loss of MFD reversion switch to enable the combined
PFD operation with a loss of MFD (MFD may PFD/MFD display on the PFD. In the second
be failed or PFD may be reverted) is normal PFD configuration, if the MFD fails, select-
except for the addition of EIS (engine indi- ing PFD enables the combined PFD/MFD dis-
cating system) and air temperature displays play on the pilot PFD, and adds the EIS display
(Figure 16-97). This format contains the EIS only to the copilot PFD.
across the top of the display with the primary
T information displayed below. The engine If the MFD display fails, select REV TO PFD
and navigation information are compressed and observe the normal PFD display change
formats. The altitude, altitude airspeed, and to the compressed format (Figure 16-98) with
FGS annunciation remain at their normal size the EIS compressed at top. ADI in middle
but are relocated to allow the EIS to be dis- area, and HSI in rose, arc, or FMS map at bot-
played. The PFD engine display operation is tom. Any reversion selection with this switch
identical to the MFD engine display. Air tem- (Figure 16-99) automatically compresses the
perature displays include optional SAT and optional copilot PFD.
ISA. The SAT and ISA legends are displayed
above and to the right of RAT readout. All
other annunciations are the same as listed in
the respective directions.
Collins
N1 % ITT°C OIL PSI OIL °C 910 N2

910
%
100 900
I I FF
G G
310 PPH
310
800
80
N 700 N QTY
600 600 LBS
650
60 200 24 24 121 121
93.2 93.2 LNV1 AP ALTS

17000
260
20 16000 4
2
240
10 900
MM 1
20
220 15800
80
1
10
200 700 2
20 4
180 600
M.456
33 340 22.92
20 HDG 340 N
FMS1
DTK 350 30 FORMAT >
KCID DBQ
3
25. ONM ALO MXO
TNU RDR
< PRESET
KCID WX
VOR1 200
CO T–1.5A
100 IA
IOW
RETURN >
< DATA
OTM
RAT–15°C
BRT
DIM
Figure 16-97. PFD Display with Failed MFD

FlightSafety
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Collins
N1 % ITT°C OIL PSI OIL °C 0.0 N2

0.0
%
100 900
FF
0 PPH
0
800
80 700 QTY
600 430 LBS
520
60 200
0.0 0.0
------
50 3 00 4
AOA1
10 2
60 2 00
1
20
–– 51 00
80
10 1
VT150
V2112 0 00
20 2
VR109 GS
V1109 LOC 09 00 4
0
29.92
HDG 015 039
LOC1
CRS 013 3 6
------- NM N FORMAT
E
33
12
PRESET LX/RDR
FMS
30
15
ADF
W
S SAT 17°C
ADF ISA+4°C
24 21
RAT 17°C
BRT
DIM
Figure 16-98. PFD/MFD in Compressed Format
DISPLAY
NORM
REV TO
PFD REV TO
MFD
Selected to REV TO PFD

Figure 16-99. PFD–NORM–MFD Reversion Switch

FlightSafety
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MFD Reversion to trifugal force to indicate the need for direc-

tional trim. The CKP provides control of the
PFD Operation copilot selected course.
Should the PFD fail, the MFD can be recon-
fi g u r e d t o f u n c t i o n a s a P F D . W h e n t h e
PFD/MFD reversion switch (REV TO MFD Reversion
PFD–NORM–REV TO MFD) is activated to If display reversion causes the MFD to be-
the MFD position, the PFD is powered down come a PFD, the engine information remains
and the MFD becomes a PFD. The MFD op- displayed. When display reversion shuts off the
eration in PFD reversion is identical to the MFD, then the engine information is displayed
PFD operation with loss of the MFD. Controls on both PFDs.
for the MFD acting as the PFD are the same
as for the PFD operating without a MFD. In the event of failure of either the pilot PFD
or the MFD, the remaining display may be
NOTE manually reverted to a combined PFD/MFD
format. This format contains the EIS across the
MFD reversion to PFD only applies top of the display with the primary T infor-
to the pilot PFD in the second PFD mation displayed below. The engine and nav-
configuration. If the copilot PFD igation information is in a compressed format.
fails, the MFD cannot be reverted to The altitude, altitude airspeed, and FGS in-
replace the PFD. formation remains at the normal size, but is re-
located to allow the EIS to be displayed.
Second PFD Configuration If MFD in the standard configuration fails,
In the optional second configuration, the copi- manually select REV TO PFD on the PFD/MFD
lot PFD operates similarly to the pilot PFD. reversion switch to enable the combined
Control of various copilot PFD parameters PFD/MFD display on the pilot PFD. In the
(map, engines, SAT/ISA) are controlled by second PFD configuration, if the MFD fails,
discretes on the rear of the AFD, which means selecting REV TO PFD enables the combined
the interconnect wiring controls these func- PFD/MFD display on the pilot PFD, and adds
tions. the EIS display only to the copilot PFD. If the
copilot PFD fails, the MFD cannot be reverted to
If the copilot PFD fails, display capability act as the PFD.
on that side is lost. However, if the pilot PFD
fails and the MFD is reverted to combined N1
PFD/MFD operation, EIS and air tempera-
ture displays are added to the copilot PFD. Same as normal EIS format, except for the N1
scale range and tick marks. The N1 scale has tick
Regardless of the FMS installed, the copilot marks at the top and at 50, 60, 70, 80, 90, and
PFD includes a full-time MAP format selec- 100%. Scale and scale pointer range is linear
tion capability because it has no associated from 47% to 110%. The reversion EIS format
MFD. Weather radar may be overlaid on the does not display the N1 REF.
map or arc.
ITT
When the second PFD option is installed the Same as normal EIS format, except for the ITT
following equipment is added to the baseline, scale range and tick marks. The ITT scale is
AFD-3010, DCP-3000, MSP-85, and CKP- gray-scaled with tick marks at 200°, 400°, 600°,
3000. In addition, the baseline APP is re- 700°, 800°, 900°, and 1,000°C. Three linear
placed by a version with an autopilot transfer scale portions exist, with a scaling change
button. The ball reacts to gravity and cen- above 600°C, and changing again above 900°C.

FlightSafety
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Fuel Quantity Powerup Displays

Same as normal EIS format, except no legend At system power-up, the MFD FORMAT and
and no scale, digital readout only. map source (FMS1/FMS2) selections that were
last selected prior to power-down will be re-
DCP Reversion called and displayed on the MFD; additionally,
if there is no input from the PFD, data normally
In the event of failure of the DCP, the display controlled by the PFD (e.g., heading type,
formats, navigation source, and bearing source range, etc.) that was last displayed will be re-
remains unchanged. If the AFD is powered-up called and redisplayed.
with a failed DCP, the AFD utilizes default se-
lections for formats, navigation source, and
bearing source. STATIC DISCHARGE WICKS
A static electrical charge, commonly referred
Miscompare Warnings to as P (precipitation) static, builds up on the
Miscompare warnings are used to alert the pi- surface of an aircraft while in flight and causes
lots that redundant data from dual indepen- interference in radio and avionics equipment
dent systems does not agree within specified operation. Static wicks are installed on vari-
limits. Comparator monitoring is performed ous points to dissipate the static electricity in
full-time for attitude and heading data. flight.
Comparator monitoring is performed full-time
for airspeed and altitude data when dual air data Fifteen static wicks are installed and should
systems are installed (optional). Comparator be checked periodically. Three static wicks are
monitoring is performed full-time for N 1 , N 2 , installed on each wing, two on each aileron and
and ITT. one outboard on the trailing edge of each
wingtip (Figure 16-100). Three static wicks are
The miscompare warning annunciations are installed on each elevator, two on the rudder
displayed in yellow, flash for five seconds (Figure 16-101), and one on the tail cone. One
when a miscompare condition first exists, then static wick may be missing from any control
are steady. They are removed when the mis- surface. No more than two may be missing.
compare condition is removed. For the N 1 ,
N 2 , and ITT comparator warns, the respective
legend associated with each parameter is re-
moved and replaced with a N 1 , N 2 , or ITT, as
appropriate, and a direction arrow pointing
to the side of the engine that is causing the
comparator warn. If both engines have a mis-
comparing parameter, the direction arrows
show on both sides.
Figure 16-100. Static Wicks—Wing

FlightSafety
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LONG-RANGE NAVIGATION—
KLN-900 WITH GPS FAULT
DETECTION AND EXCLUSION
(FDE) (STANDARD)
The AlliedSignal KLN-900 (P/N057-02203-
0004) with GPS fault detection and exclusion
(FDE) is a single-unit panel or pedestal-
mounted, long-range, global positioning sys-
tem (GPS)-based airborne navigation system
with a database (Figure 16-102). Besides the
panel or pedestal-mounted GPS receiver, the
system is comprised of a KLN-900 configu-
ration module and a KA-91 antenna mounted
on top of the forward fuselage. All output data
is read from the unit front panel display, and
Figure 16-101. Static Wicks—Rudder all input to the unit is via the front panel con-
trols. The primary purpose of the equipment
is to provide the pilot with present position
FMS INTERFACES information and to display guidance infor-
mation with respect to a flight plan defined
The Collins system provides interfaces to by the pilot.
the following navigation/flight management
systems: Flight plan information is entered by the pilot
• KLN-900 (standard) via various knobs and buttons on the front
panel. The screen display normally is divided
• UNS-1K (optional) into five segments defined by vertical and
• GNS-X LS (optional) horizontal lines on the screen. The larger top
left segment is called the left page and the
• KLN-90B (optional) larger top right segment is called the right
page. The lower left segment displays the
The KLN-900 is the standard, with any of the name of the left page being displayed while
above being provided as an alternative. the smaller lower-right segment displays the
name of the right page being displayed. The
NOTE lower middle segment displays the mode of
operation, for example ENG-LEG is enroute-
In this installation, the FMS is a non- leg mode, which is the normal mode for en-
Collins external navigator. The ca- route operations. There are eight types of
pabilities of the installed FMS is pages that may be displayed on the left side
manufacturer dependent. Refer to the of the screen and 10 types of pages that may
appropriate approved FMS operator’s be displayed on the right side. The abbrevi-
manual for information on how FMS ations for these page types are displayed
functions are controlled/accessed. around the outside of the left and right outer
knobs. Some types of pages, such as NAV,
have more than one page. Once the type of
page is selected using the outer knob, the
inner knob is used to select the specific page.

GPS
KHUT 2 KHUT A
4 1 GPS 31
DI S 2 8 6 NM 2 NDB 13
GS 10 KT 3 VOR 03 BRT
PUSH
ETE : 4 VORD 21 ON
BRG 314°
NAV 1 ENR 314 MSG ACT 8
CRSR CRSR
D CLR ENT
NAV APT
NAV CALC
D/T VOR
FPL STAT
ACTV NDB
MODE SETUP
REF INT
TRIP OTHER
CTR SUPL
OBS ALT NRST
PULL SCAN
MSG SAVE
Figure 16-102. KLN-900 GPS
The information stored in the database even-

tually becomes out of date; therefore, to pro-
vide a means of updating the information, the WARNING
database is housed in a PCMCIA card, which
plugs directly into the front of the KLN-900.
It is designed so that there are two ways for The accuracy of the database infor-
the operator to keep the database current. The mation is assured only if it is used
first method of database update is to remove before the expiration date. Use of
the old card and insert a current card. This out-of-date database information is
method involves returning the old card to done at the operator’s own risk.
AlliedSignal. The second is to electronically
update the database by means of 3.5-inch
diskettes supplied by AlliedSignal and a lap- The KLN-900 can be coupled to the autopilot
top computer. This method does not involve when FMS is selected as the navigation source
removing the KLN-900 from the aircraft. A and NAV is selected on the mode select panel.
data port on the front of the KLN-900 provides A white (armed) or green (captured) LNAV
a means of interfacing the unit with the com- message on the PFD will indicate that the
puter via an interface cable. For more infor- KLN-900 GPS is being coupled to the NAV
mation on updating the database of the mode of the Collins Pro Line 21 system. Prior
KLN-900 refer to the KLN-900 Pilot’s Guide. to waypoints in the KLN-900 active flight
plan, the waypoint and waypoint identifier
will flash.

FlightSafety
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Instrument Panel Annunciators will nominate the first waypoint of the pub-
lished missed approach procedure when
The approach switch/light annunciator indi- DIRECT TO is pressed, and the active waypoint
cates the KLN-900 mode of operation while is the MAP, and the MAP has been passed.
in the approach environment and allows for the
manual selection of the APPROACH ARM
mode of operation. The APPROACH ARM NOTE
mode will automatically engage when the air- The KLN-900 does not provide guid-
craft is within 30 nm of the destination airport ance in accordance with the pub-
and an approach has been loaded into the ac- lished missed approach procedure.
tive flight plan. When the APPROACH ARM When executing a missed approach,
mode is engaged, the FMS switches from the use the autopilot HDG mode or man-
enroute mode of operation to the terminal ually fly the aircraft to ensure the
mode of operation. The CDI sensitivity will missed approach procedure is exe-
change from ±5.0 nm to ±1.0 nm for full-scale cuted as published.
deflection. The APPROACH ARM mode can
be manually activated by pressing the ap-
proach annunciator in any phase of flight. Fuel flow information is supplied directly to
the KLN-900 from the fuel signal conditioner
The APPROACH ACTV mode cannot be man- unit. Air data and temperature are provided to
ually selected outside of 2 nm from the final the KLN-900 via an air data computer inter-
approach fix (FAF). The APPROACH ACTV face. Absence of these inputs or improper in-
mode will engage only when the following puts will not affect the navigational accuracy
criteria are satisfied: of the system. Otherwise, data must be man-
ually entered for the KLN-900 functions using
1. The aircraft is 2 nm from the FAF this information, e.g., TAS, wind computa-
tion, range, etc.
2. The leg mode is selected
NOTE
3. RAIM is available Start nozzle fuel is supplied continu-
ously at a flow rate of approximately
4. The aircraft is heading toward the FAF 9 pounds per hour while the engine is
operating and is not accounted for in
the fuel flow indication on the KLN-
5. The FAF is the active waypoint 900. The fuel flow on the MFD does
account for the 9-pounds-per-hour
When the APPROACH ACTV mode is en- start nozzle fuel.
gaged, the FMS switches from the terminal
mode of operation to the approach mode of op-
KLN-900 calculations using temperature input
eration. CDI sensitivity will change respec-
are based on ram-air temperature (RAT).
tively from ±1.0 nm to ±0.3 nm for full-scale
deflection. APPR will display in the upper
left quadrant of the PFD.
At the missed approach point (MAP), the KLN-

900 will not automatically sequence to the
next waypoint. The appropriate waypoint must
be manually selected. By default, the KLN-900

Operator’s Manual 3. E n r o u t e a n d t e r m i n a l — I n c l u d i n g
BRNAV/RNP5, in accordance with AC20-
For detailed operating information, consult 138A, AC90-96, and JAA AMJ 20X2.
the KLN-900 GPS Pilot’s Guide, P/N 006- For two crew operations, BRNAV/RNP5
08796-0000 dated July 1996, or later revision. requires that FMS CDI data must be dis-
The Pilot’s Guide, as applicable to the spe- played on the copilot instrument panel.
cific software modification status and sensor (Dual-PFD installations or single-PFD
installation, must be immediately available installations with a separate dedicated
to the flight crew whenever navigation is CDI displaying FMS aircraft position rel-
predicated on the use of the system. The ative to track on the copilot side).
Bendix/King Operator’s Manual is generic to
many aircraft installations. The “Operational
Revision Status” (ORS) of the Pilot’s Guide 4. Nonprecision approach—In accordance
must match the ORS level annunciated on with AC20-138A and AC90-94
the self-test page. All functions discussed in NOTE
t h e m a n u a l m a y n o t b e ava i l a b l e i n t h e
Citation CJ2 installation. Some oceanic/remote NAT routes
may require two FMSs with inde-
pendent long-range navigation sen-
Navigation Operation sors (GPS or IRS).
Approvals
The KLN-900 flight management system KLN-900 Operating Limitations
(FMS) with FDE is approved under TSO
C129A1 and has been demonstrated capable
of meeting the requirements for the following 1. The KLN-900 Pilot’s Guide, P/N 006-
VFR/IFR operations (provided it is receiving 08796-0000, Revision 2, dated January
usable navigation data from the GPS sensor): 1999, or later revision, as applicable to the
specific software modification status and
1. O c e a n i c / r e m o t e ( p e r FA A N o t i c e sensor installation, must be immediately
8110.60)—Two FMSs are required to be available to the flight crew whenever nav-
installed, operating, and receiving usable igation is predicated on the use of the
signals from independent GPS sensors KLN-900. The “Operational Revision
(or one FMS and one GPS sensor for those Status” (ORS) of the Pilot’s Guide must
routes requiring only one long range nav- match the ORS level annunciated on the
igation (LRN) sensor). self-test page.
NOTE
2. North Atlantic Track (NAT) Minimum
Navigational Performance Specification The KLN-900 Operator’s Manual is
(MNPS) airspace (as defined in AC91-49 generic to many aircraft installations.
and AC91-70)—Provided that the proper All equipment, options, and features
documentation and approval is obtained. in the KLN-900 Operator’s Manual
Two FMSs are required to be installed, op- may not be available in the Citation
erating, and receiving usable signals from CJ2 installation.
independent GPS sensors.
2. With the exception of oceanic/remote,
other navigation equipment appropriate
to the ground facilities along the intended
route must be installed and operable as re-
quired by the operating rules applicable
to the specific type of operation (i.e.,
VOR, DME, etc.).

FlightSafety
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3. IFR navigation is prohibited unless the 8. When using FMS guidance for conduct-
pilot verifies the currency of the database ing instrument approach procedures that
or verifies each selected waypoint for do not include “or GPS” in the title of the
accuracy by reference to current approved published procedure, the flight crew must
data. verify that the procedure specified navaid
and associated avionics are operational.
4. The internal database (IDB) must be up-
dated to the latest revision every 28 days; 9. IFR nonprecision approach approval is
updating to be accomplished with the limited to published approaches within
update disk or equivalent. Update disks the U.S. National Airspace System.
will be delivered by mail (to subscribers) Approaches to airports in other airspace
or obtained from authorized installation are not approved unless authorized by
centers or update centers. the appropriate governing authority.
5. The use of manually inserted runway co- 10. ILS, LOC, LOC-BC, LDA, SDF, and MLS
ordinates for FMS approaches is limited approaches using the KLN-900 for final
to VFR operations only. approach guidance are not approved.
6. Instrument approaches must be accom- 11. When the approach at the destination is
plished in accordance with approved in- based on GPS and an alternate airport is
strument approach procedures that are required by the applicable operating rules,
r e t r i eve d f r o m t h e F M S n av i g a t i o n it must be served by an approach not based
database. The database must incorporate on GPS, the aircraft must have opera-
the current update cycle. tional equipment capable of using that
navigation aid, and the required naviga-
NOTE tion aid must be operational.
• Not all published approaches are in
the FMS database. The flight crew 12. The KLN-900 does not provide guidance
must ensure that the planned ap- in accordance with the published missed
proach is in the database. approach procedure. The aircraft must
be flown manually to ensure that certain
portions of the missed approach procedure
• When an instrument approach pro- are flown properly.
cedure missed approach point is
not identified in the database as a
runway (i.e., RW02, etc.), VNAV 13. Operation above 74°00.0 north latitude
guidance may not be appropriate and below 60°00.0 south latitude is pro-
for straight-in approach operations. hibited due to unreliable magnetic head-
ing, unless manual magnetic variation is
entered into the FMS.
7. At the final approach fix, the KLN-900 14. The fuel management mode is for advi-
APPROACH ACTV and ARM switch- sory purposes only and does not replace
lights must be illuminated and RAIM the aircraft primary fuel flow and fuel
must be available. quantity.
15. The A/P TURB mode must be selected to

OFF to conduct GPS (LNAV) approaches.

FlightSafety
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KLN-900 Abnormal FMS to derive a “best computed position”

(BCP). It accomplishes these computations
Procedures and advises the flight crew of components or
RAIM Not Available systems requiring attention, as well as other
irregularities, such as loss of enough sensors
to compute a valid position. In the latter sit-
1. Continue to navigate using GPS equip- uation, if sensor loss endures over a set length
ment, or revert to an alternate means of of time, the system will enter dead-reckon-
navigation appropriate to the route and ing (DR) mode and so inform the pilot through
phase of flight. a message on the control display unit (CDU)
and display a red boxed FMS on the MFD.
2. If continuing to navigate using GPS
equipment, verify position every 15 min- The UNS-1K provides lateral steering infor-
utes using another IFR approved naviga- mation to the pilot through the PFD. When
tion system. connected to the autopilot, it provides roll
steering commands. The VNAV function pro-
vides vertical steering information displayed
MESSAGE (MSG on the UNS-1K CDU. VNAV guidance is not
Annunciator Illuminated) provided to the flight director or autopilot.
KLN-900 MSG Button—Press The NAV computer additionally computes
fuel flow information, providing a current
fuel status and aircraft gross weight through-
NOTE out the flight if the fuel and gross weight are
• KLN-900 message descriptions updated prior to takeoff.
are outlined in the KLN-900 Pilot’s
Guide.
NOTE
Start nozzle fuel is supplied contin-
• T h e “A d j u s t N a v C o u r s e t o uously at a flow rate of approximately
XXX°” message will appear each 9 pounds per hour while the engine
time a waypoint is sequenced. The is operating and is not accounted for
course is automatically adjusted. in the fuel flow indication on the
The only crew action is to cancel UNS-1K. The fuel flow on the MFD
the message by pressing the MSG does account for the 9-pounds-per-
button on the KLN-900. hour start nozzle fuel.
UNIVERSAL UNS-1K FLIGHT

MANAGEMENT SYSTEM NOTE
(OPTIONAL) The CDI sensitivity depicted by the
UNS-1K changes with respect to the
The Universal UNS-1K is an integrated nav- mode of operation (enroute, termi-
igation management system designed to pro- nal, and approach). The CDI may
vide the pilot with centralized control for the display some momentary fluctua-
aircraft navigation sensors, computer-based tions during the transition from ter-
flight planning, and fuel management (Figure minal to approach modes. It should
16-103). The FMS accepts primary position be noted that the command bars still
information from short- and long-range nav- provide accurate guidance, and the
igation sensors. The primary position data re- autopilot does not attempt to follow
ceived from the sensors is filtered within the the CDI.

FlightSafety
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UNIVERSAL
NAV APPR 1 / 3 M
K I C T GPS 19L
MSG F R KONYA 2900 F T HDG NAV
194 ° 3 . 8 NM – 2 . 9 °
DATA T O RW 1 9 L * 1369 F T MNVR DTO
M I S S D
FUEL NX * EOA * APPR FPL
TUNE XTK ( A ) L0 . 00 VDEV +19 VNAV

XWIND R 6 GS 144
PREV WIND 238 ° / 9 VSR –744 LIST
NEXT MENU
A B C D E F G 1 2 3
PWR
DIM H I J K L M N 4 5 6 PERF
O P Q R S T U 7 8 9
V W X Y Z ENTER BACK 0 +
–
Figure 16-103. UNS-1K Display
The UNS-1K database incorporates SIDs, UNS-1K Navigation

STARs, and approaches including GPS ap-
proaches. These procedures may be flown
Operational Approvals
coupled to the autopilot or flight director. The Universal UNS-1K flight management
The internal database must be updated to the system (FMS) is approved under TSO C129
latest revision every 28 days; updating is to Class B1 and C1 and has been demonstrated
be accomplished with the Universal Avionics capable of, and has been shown to, meet the
update disk or equivalent. requirements for the following operations pro-
vided it is receiving useable navigation data
from the GPS sensor:
Operator’s Manual
For dated operating information, consult the 1. Oceanic/remote—When used in con-
Universal UNS-1K Pilot’s Operating Manual, junction with Universal FDE prediction
Universal Systems report number 2423sv602, program P/N 10751, with software con-
latest change. The software status stated in the trol number SCN 21 or FAA-approved
Pilot’s Manual must match that displayed on later version. Two FMSs are required to
the FMS control display unit (CDU). be installed, operating, and receiving us-
able signals from independent GPS

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international
sensors (or one FMS and one GPS sensor 2. The UNS-1K must be used in conjunction
for those routes requiring only one long- with the Universal off-line RAIM pre-
range navigation [LRN] sensor). diction program, P/N 10751, with SCN 21
or later FAA-approved versions, when
2. North Atlantic Track (NAT) Minimum used as the primary means of navigation
Navigational Performance Specification in oceanic and remote airspace.
(MNPS) airspace (as defined in AC 91-49
and AC-91-70)—Provided that the proper 3. Navigation within the national airspace
documentation and approval is obtained. system shall not be predicated upon the
Two FMSs are required to be installed, UNS-1K during periods of dead reckon-
operating and receiving usable signals ing (DR).
from independent GPS sensors.
4. The internal database (IDB) must be up-
3. E n r o u t e a n d t e r m i n a l — I n c l u d i n g dated to the latest revision every 28 days;
BRNAV/RNP5 in accordance with AC20- updating to be accomplished with the
138A, AC90-96, and JAA AMJ 20X2. Universal Avionics update disk or equiv-
For two crew operations, BRNAV/RNP5 alent. When latitude/longitude transferred
requires that FMS CDI data must be dis- from the IDB is displayed on the CDU,
played on the copilot instrument panel. the pilot will ensure that it is a reasonable
(Dual-PFD installations or single-PFD position for the requested identifier.
installations with a separate dedicated
CDI displaying FMS aircraft position rel- 5. The fuel management mode is for advi-
ative to track on the copilot side.) sory purposes only and it does not re-
place the aircraft primary fuel flow and
4. Nonprecision approach—In accordance fuel quantity systems.
with AC20-138A and AC90-94.
6. GPS manually entered altitude may be
UNS-1K Operating used only after failure of the automatic
inputs and must be updated every five
Limitations minutes.
General
7. When operating outside the magnetic
variation model area (north of 72°45
1. The UNS-1K Flight Management System
minutes north latitude or south of 59°45
Pilot’s Operating Manual, Universal
minutes south latitude), the pilot must
Systems report number 2423sv604 dated
manually insert magnetic variation.
October 8, 1999 (or later applicable re-
vision), must be immediately available to
the flight crew whenever navigation is 8. The UNS-1K displayed VNAV infor-
predicated on the use of the FMS. The mation is advisory only. Vertical cou-
software status stated in the Pilot’s pling to the flight director or autopilot
Manual must match that displayed on the is not available.
FMS control display unit (CDU).
9. The A/P TURB mode must be selected
OFF to conduct LNAV GPS approaches.

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10. Instrument approaches must be accom- 14. The GPS INTEG light/annunciator must
plished in accordance with approved in- be extinguished prior to beginning the
strument approach procedures that are approach.
r e t r i eve d f r o m t h e F M S n av i g a t i o n
database. The FMS database must incor- 15. Instrument approaches must be conducted
porate the current update cycle. with the FMS in the approach mode of op-
eration, the FMS approach annunciator
must be illuminated (cyan APP on EHSI)
NOTE prior to the final approach fix, and RAIM
• When an instrument approach pro- must be available at the final approach fix.
cedure missed approach point is
not identified in the database as a 16. ILS, LOC, LOC-BC, LDA, SDF, and MLS
runway (e.g., RW02, etc.), VNAV approaches using the UNS-1K for final
guidance may not be appropriate approach guidance are not approved.
for straight-in approach opera-
tions.
17. With the exception of oceanic/remote,
other navigation equipment appropriate
• Not all published approaches are to the ground facilities along the intended
in the FMS database. The flight route must be installed and operable, as
crew must ensure that the planned required by the operating rules applica-
approach is in the database. ble to the specific type of operation (i.e.,
VOR, DME, etc.).
11. IFR nonprecision approach approval is 18. The FMS is approved for FMS VFR ap-
limited to published approaches within proaches as a VFR pilot aid only.
the U. S. National Airspace System.
Approaches to airports in other airspace 19. The use of manually inserted runway co-
are not approved unless authorized by ordinates is limited to VFR operations
the appropriate governing authority. only.
12. When the approach at the destination is

based on GPS and an alternate airport is
required by the applicable operating rules,
it must be served by an approach not based
on GPS, the aircraft must have opera-
tional equipment capable of using that
navigation aid and the required navigation
aid must be operational.
13. When using FMS guidance for conduct-

ing instrument approach procedures that
do not include “or GPS” in the title of the
published procedure, the flight crew must
verify that the procedure specified navaid
and associated avionics are operational.

Abnormal Procedures LIST Key

The LIST key is used to provide a list of options
Dead Reckoning (DR) Displayed on appropriate to the data to be entered. While
FMS CDU Message Page performing data entry, pressing the LIST key
presents a list of selections appropriate to the
1. Do not predicate navigation on the FMS entry being made.
until the DR message has extinguished.
MENU Key
RAIM Not Available Message on FMS
CDU Message Page The MENU key is used to present a list of
alternate formats or options for the FUEL, FPL
or TUNE mode being displayed. A small letter
1. Continue to navigate using GPS equip- “m” in a box will appear on the title line of any
ment or revert to an alternate means of page in which the MENU key is active. Refer to
navigation appropriate to the route and the applicable section for further details.
phase of flight.
DATA Key
2. If continuing to navigate using GPS
equipment, verify position every 15 min- The DATA function is used to obtain
utes using another IFR-approved navi- information and status about the FMS, its NAV
gation system. database, and the attached sensors which operate
with the FMS. Although sensor control is totally
automatic, selection and deselection of
Amber MSG Annunciator Illuminated individual sensors may be accomplished using
this function. The DATA function is also used to
1. UNS-1K MSG Button—PRESS make additions, deletions, or changes to pilot
defined locations.
NOTE
UNS-1K message descriptions are MSG Key
contained in the UNS-1K Pilot’s
Operating Manual. Pressing the MSG key will cause the MESSAGE
page (Figure 16-104) to be displayed showing
the active messages. The current messages
Function Keys (those messages generated since the page was
last accessed) will be displayed. When a system
Eight function or mode select keys are located message becomes active, MSG will appear on
on the left and right side of the display (see the far right side of the top line on the display.
Figure 16-103). These keys are used to select After the messages are viewed, the display may
the basic operating modes of the system for data
entry or command inputs. When one of the
function keys is pressed, the display will MESSAGE 1/1
immediately change to the first display page of
P O S I T I O N U N C E R TA I N
the selected mode. Where multiple pages exist, OSS 2 MINOR FAIL
subsequently pressing the function key will ROUTE OVERFLOW
cycle the display forward one page at a time. STEERING FAIL
WPT ALERT
The following paragraphs describe the
selectable modes in general terms. For a
detailed description of each mode and the
various display pages under each mode, refer to UNILINK RETURN
the function and page descriptions later in this
section. Figure 16-104. Message Display

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be returned to the previous page by selecting the OFF

RETURN option on the MESSAGE page, by
pressing the MSG key again, or by pressing the Pressing the line-select key for OFF will cause
BACK key. Line-select key 5L will either be the CONFIRM OFF window to be displayed.
blank or display a UNILINK, or AFIS if the This window has two options (CONFIRM OFF
system is so configured. Pressing this key will and CANCEL) selectable using the line-select
access the UNILINK or AFIS Menu page. keys. Selecting CONFIRM OFF will turn the
system off. Selecting CANCEL will return the
display to the main (BRIGHT/DIM/CANCEL/
ENTER Key OFFSET/OFF) window.
The ENTER key is used to store input data. The
cursor marks variable parameters by means of PREV Key
reverse field printing (dark letters on a light
background). Parameters which cannot be The PREV (previous) key is used to cycle
marked by the cursor are not variable and can backward, one page at a time, through multiple
not be changed by the normal input processes. pages of the same mode.
Each time the ENTER key is pressed, the
variable marked by the cursor will be stored in NEXT Key
memory. When the cursor marks a variable, it The NEXT key is used to cycle forward, one
may be altered through the alpha numeric keys page at a time, through multiple pages of the
and then stored by pressing the ENTER key. same mode.
Pressing the ENTER key completes entry of the
data and is required for all data entries.
BACK Key
DISPLAY When the cursor is over a data entry field, the
BACK key serves as a delete or backspace key.
Pressing the line-select key for DISPLAY will
cause the display adjustment window to be
displayed. The display adjustment window ± Key
presents four options (UP, DOWN, CANCEL, The state change key (±) is used in conjunction
and VIDEO) selectable using the line-select keys. with the alphanumeric keys to enter data. It
changes + to –, N to S, and L to R. It is also used
in strictly alpha fields as a dash or period.
NOTE
VIDEO is only applicable to certain MSG Key
CDU part numbers.
When a system message becomes active, MSG
will appear on the far right side of the top line on
Selecting UP will cause the entire display to the display. If the Position Uncertain message is
shift upward by as much as one-half character to active, POS will be displayed on the far left side
adjust the parallax for the line-select keys. of the top line on the display.
Selecting DOWN will adjust the display
downward an equal amount. Selecting VIDEO ON/OFF–DIM Key
will cause the display to switch to the video
source. Pressing any key while in video mode The ON/OFF–DIM key for initial powerup will
will cancel video mode. Selecting CANCEL will energize the system and initiate self-test of the
return the display to the main (BRIGHT/ navigation computer. When self-test is initiated,
DIM/CANCEL/DISPLAY/OFF) window. the self-test page will appear. The initialization
page will automatically follow the self-test
page if all tests are successfully completed. If a
failure, which would cause the system to be
unuseable, occurs, the initialization page will

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not appear. Once the initialization page Alphabetic and Numeric

appears, no other page can be displayed until
the initialization data is accepted.
Keyboards
The alphabetic and numeric keys are used to
After the system is turned on, pressing the input characters into a variable field marked
ON/OFF–DIM key will cause a control window by the cursor. The alphabetic keys are located
to be displayed on the right side of the active immediately below the function keys and the
page with the options BRIGHT, DIM, numeric keys are to the right.
CANCEL, DISPLAY, and OFF selectable using
the line-select keys. Line-Select Keys
Normally, data is entered by using the line-
NOTE select keys to position the cursor, using the al-
The BRIGHT/DIM provides display phanumeric keys to input the desired data,
dimming only and does not dim the and then pressing the ENTER key to complete
key backlighting. Key backlighting the entry.
is dimmed along with aircraft in-
strument dimming. UNS-1K Standard Features
• Active matrix color flat panel display
BRIGHT
• 8 megabyte (64-megabit) NAV database
Pressing the line-select key for BRIGHT will
cause the display to steadily brighten as the key • 3-D approach mode (RNAV, VOR/DME,
is held down. TACAN)
• VNAV
DIM • Fuel management
Pressing the line-select key for DIM will • Five long-range sensor inputs
cause the display to steadily dim as the key is
held down. • Rho/Rho/Rho and Rho/Theta navigation
• System X-fill
NOTE • 200 stored routes (up to 3,000 wpts)
If the display is dimmed completely • 200 pilot waypoints, 100 runways, 100
off and other keys are pressed or the airports, 100 arrivals/departures, 100
location of the BRIGHT key can alignment waypoints, 25 radar waypoints
not be remembered, press the
ON–OFF DIM key twice to restore • ARINC 429 AFIS interface compatible
display. • Holding pattern capability
• Plain language, airports, and NAV names
CANCEL • High- and low-altitude airways
Pressing the line-select key for CANCEL will
cause the control window to be removed from • SIDs, STARs, approaches, and missed
approach procedures in database
the active display page.
• Configuration module—For aircraft
systems and sensor configuration
• Capability for aircraft specific
performance

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• Internal, 12-channel GPS receiver At the missed approach point (MAP), the GPS-
400 will not automatically sequence to the
• GPA primary means NAV capable
next waypoint. The GPS-400 continues to give
• TSO C129a B1/C1 compliant guidance along an extension of the final course
segment until the missed approach procedure
• Optional UniLink (text only)
is initiated. When the OBS key is used to ini-
• H o n ey w e l l f l i g h t g u i d a n c e s y s t e m tiate the missed approach procedure, the
compatible missed approach holding point is automatically
offered as the destination waypoint. The OBS
course must be selected on the GPS-400 CDU.
GARMIN GPS-400 (OPTIONAL) The remote course knobs will not change the
selected OBS course.
General
The GPS-400 can be coupled to the autopilot NOTE
when FMS is selected as the navigation source
and NAV is selected on the mode select panel. The GPS-400 does not provide guid-
A white (armed) or green (captured) LNAV ance in accordance with the pub-
message on the PFD will indicate that the lished missed approach procedure.
GPS-400 is being coupled to the NAV mode When executing a missed approach,
of the Collins Pro Line 21 system. Prior to way- use the autopilot HDG mode or man-
points in the GPS-400 active flight plan, the ually fly the aircraft to ensure the
waypoint and waypoint identifier will flash. missed approach procedure is exe-
cuted as published.
NOTE
The red boxed FMS annunciation will Garmin GPS-400 Navigation
appear briefly during flight plan mod- Operational Approvals
ifications and selection of the direct The Garmin GPS-400 is approved under TSO
to function. This is normal while the C129 A1 and has been demonstrated capable
FMS updates navigation data. of meeting the requirements for the following
VFR/IFR operations (provided it is receiving
The terminal mode will automatically engage usable navigation data from the GPS sensor):
when the aircraft is within 30 nm of the des-
tination airport and an approach has been
loaded into the active flight plan. The CDI 1. North Atlantic Track (NAT) Minimum
sensitivity will change from ±5.0 nm to ±1.0 Navigational Performance Specification
nm for full-scale deflection. (MNPS) airspace—In accordance with
AC91-49 and AC120-33
NOTE 2. Enroute and terminal—In accordance
The map format on the PFD/MFD with AC20-138
will not display the ARC portion of
a GPS approach. The ARC will be 3. Enroute BRNAV/RNP5—In accordance
displayed on the GPS-400 CDU. with AC90-96 and JAA AMJ 20X2 for air-
craft with FMS CDI information dis-
The approach mode will engage when the air- played on the copilot instrument panel
craft is 2.0 nm from the FAF. CDI sensitivity (dual-PFD installations, or single-PFD
will change respectively from ±1.0 nm to ±0.3 installations with a separate dedicated
nm for full-scale deflection. APPR will dis- CDI displaying FMS aircraft position rel-
play in the upper left quadrant of the PFD. ative to track on the copilot side)

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4. Nonprecision approach—In accordance 5. The internal database (IDB) must be up-

with AC20-138 and AC90-94 dated to the latest revision every 28 days.
NOTE 6. The use of manually inserted runway co-
Some NAT routes may require two ordinates for GPS approaches is limited
FMSs’ with independent long-range to VFR operations only.
navigation sensors (GPS or IRS).
7. Instrument approaches must be accom-
Garmin GPS-400 plished in accordance with approved in-
strument approach procedures that are
Operating Limitations retrieved from the GPS 400 navigation
database.
1. The Garmin GPS-400 Pilot’s Guide, P/N
190-00140-60, Revision A, dated August 8. Not all published approaches are in the
1999, or later revision, as applicable to the GPS 400 database. The flight crew must
specific software modification status and ensure that the planned approach is in
sensor installation, must be immediately the database.
available to the flight crew whenever nav-
igation is predicated on the use of the
GPS-400. 9. Instrument approaches utilizing the GPS
receiver must be conducted in the ap-
NOTE proach mode and receiver autonomous
integrity monitoring (RAIM) must be
The GPS-400 Pilot’s Guide is generic available.
to many aircraft installations. All
equipment, options and features in
the GPS-400 Pilot’s Guide may not 10. When using GPS 400 guidance for con-
be available in the Citation CJ2 ducting instrument approach procedures
installation. that do not include “or GPS” in the title
of the published procedure, the flight
crew must verify that the procedure spec-
ified navaid and associated avionics are
2. Use of the Garmin GPS-400 is prohibited operational.
during single-pilot operation except fol-
lowing the in-flight failure of the pedestal- 11. IFR nonprecision approach approval is
mounted FMS. limited to published approaches within
the U.S. National Airspace System.
3. Other navigation equipment appropriate Approaches to airports in other airspace
to the ground facilities along the intended are not approved unless authorized by
route must be installed and operable, as the appropriate governing authority.
required by the FARs applicable to the
specific type of operation (e.g., VOR, 12. ILS, LOC, LOC-BC, LDA, SDF, MLS, or
DME etc.). any other type of approach not approved
for GPS overlay, is not authorized for the
4. IFR navigation is prohibited unless the GPS-400.
pilot verifies the currency of the database
or verifies each selected waypoint for 13. When an alternate airport is required by
accuracy by reference to current the applicable operating rules, it must be
approved data. served by an approach based on other than
GPS or Loran-C navigation, the aircraft

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must have operational equipment capable HONEYWELL CAS66A

of using that navigation aid, and the re-
quired navigation aid must be operational. TRAFFIC ALERT AND
14. VNAV information may be utilized for
COLLISION AVOIDANCE
advisory information only. Use of VNAV SYSTEM 1 (OPTIONAL)
information for instrument approach pro-
cedures does not guarantee step-down fix GENERAL
altitude protection, or arrival at approach
minimums in a normal position to land. The Honeywell CAS66A TCAS 1 traffic alert
and collision avoidance system is an inde-
15. The GPS-400 does not provide guidance pendent airborne system. It is designed as a
in accordance with the published missed backup to the air traffic control system and the
approach procedure. Autopilot FMS cou- “see and avoid concept.” The system consists
pled operation is prohibited during a of two aircraft-mounted antennas, a TCAS
missed approach until vertical and lat- computer unit, and a mode S transponder.
eral course requirements can be accom- TCAS displays and controls are located in the
plished per the published procedure. cockpit (Figures 16-105 and 16-106).
Garmin GPS-400 GCS
Abnormal Procedures
TILT RANGE
RAIM not Available
1. Continue to navigate using GPS equip-

ment, or revert to a alternate means of
navigation appropriate to the route and
phase of flight. Collins
2. If continuing to navigate using GPS Figure 16-105. DCP Range Knob

equipment, verify position every 15 min-
utes using another IFR approved naviga- The following features are available with the
tion system. CAS66A TCAS 1:
Message MSG 1. The TCAS range will correspond to the

Annunciator Illuminated range selected on the PFD or MFD on
which TCAS is being displayed. The max-
GPS-400 MSG button—PRESS imum TCAS range is 50 nm. The TCAS
display will be scaled on the PFD/MFD
NOTE for ranges greater than 50 nm.
GPS-400 message descriptions are
outlined in the GPS-400 Pilot’s 2. The TCAS system will not automatically
Guide. revert to STANDBY when on the ground.

TCAS FAIL
TEST FL
ON ABOVE
SBY NORM
OFF BELOW
PUSH TO TST PUSH FOR FL
Figure 16-106. Honeywell CAS66A TCAS 1 (Optional)
3. The self-test function is not inhibited in altitude. If TCAS determines that a possible col-
flight. A test pattern is displayed on the lision hazard exists, it issues both visual and
TCAS during pilot initiated TCAS 1 self- aural advisories to the crew.
test (Figure 16-107).
TCAS has a minimum surveillance volume
defined by a horizontal radius of 14nm and a
TCAS detects and tracks other aircraft by in-
vertical range of ±12,700 feet. TCAS may
terrogating their transponders. Aircraft de-
track aircraft outside its minimum volume de-
tected, tracked, and displayed by TCAS are
pending on the transponder type being inter-
referred to as “intruders.” TCAS analyzes the
rogated, the range of the intruder, and the
transponder replies to determine range and
density of intruders. The selected TCAS dis-
bearing, which it presents to the crew on the
play range does not affect the TCAS airspace
TCAS display. Relative altitude is also pre-
surveillance volume.
sented if the intruding transponder is reporting
TRAFFIC 29.92
HDG
S 193 21
VOR1
CRS 252 FORMAT
15
24
9.0NM
PRESET LX/RDR
FMS1 25 +01
–01 WX
T +O.5
12.5 TFC
–05 SAT 0 °C
ISA 0 °C
RAT 50 °C
Figure 16-107. TCAS 1 Display on Arc or FMS Map Pages on PFD/MFD

TCAS 1 will display three different traffic 2. TCAS selected—ON

symbols based on the intruder’s location and
closure rate. Nonthreat traffic, depicted by an If TCAS fail light remains on:
open blue diamond on the TCAS display, in-
dicates that an intruder’s relative altitude is 2. TCAS attitude, heading, ADC1, and radio
greater than ±1,200 feet or its range is beyond altitude input circuit breakers—CHECK
5 nm. Proximity traffic, depicted by a filled
cyan diamond indicates that the intruder is TCAS 1 Normal Procedures
within ±1,200 feet and within a 5-nm range but
is still not considered a threat (Figure 16-109). 1. R e f e r t o t h e a p p r o p r i a t e H o n ey w e l l
CAS66A TCAS 1 Pilot’s Manual described
Traffic advisory (TA) traffic, depicted by a in the “Limitation” section.
filled yellow circle, indicates that the intruder
is considered a threat. An intruder is consid- 2. The TCAS 1 aural warning is inhibited
ered a threat when its closest point of approach below 400 feet AGL during descent and
meets specific range and closure rate criteria. below 600 feet during ascent.
TCAS continuously calculates intruder pro- 3. Preflight test—Activate the self-test mode
jected positions. TA’s are therefore constantly by pressing the test button on the TCAS
updated and provide real-time advisory in- control panel. The aural annunciation
formation. Intruders not considered as threats “TCAS system test OK” and visual con-
may not be displayed, depending on traffic firmation TRAFFIC on the PFD advise
density, even though they may be acquired vi- that the minimum required equipment is
sually by the flight crew. Intruders consid- available and operational. “TCAS sys-
ered to be threats will be displayed as such, tem test fail” is announced if the minimum
regardless of traffic density or other factors. required equipment is not available and
operational.
OPERATING LIMITATIONS
1. The TCAS 1 Pilot’s Manual, Publication NOTE
No. 006-08746-000, Revision 5 dated May
If initiated in flight, the self-test will
1999 or appropriate later revision, must
affect normal TCAS operation for
be readily available to the flight crew
up to 12 seconds. Normal operation
when operating the CAS 66A TCAS 1
will resume when the self-test is suc-
unit.
cessfully completed.
2. If ATC requires that the transponder alti-
tude reporting be disabled, TCAS must be 4. Ground operation
turned OFF.
Abnormal Procedures Before Takeoff

The TCAS 1 should be selected to TFC (traffic
TCAS Failure (Amber TCAS FAIL advisory) mode on the PFD line-select key just
Annunciator on PFD/MFD, and prior to takeoff.
Amber FAIL Annunciator on TCAS
Control Panel After Landing
1. TCAS circuit breaker—CHECK IN The TCAS 1 should be selected to STANDBY
mode immediately after clearing runway.

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5. TCAS 1 Flight Procedures SAFEFLIGHT N1

TCAS Traffic Advisory (TA)—Using the
information on the TCAS display, com- REMINDER (OPTIONAL)
mence a visual search for the intruder. If,
and only if, the intruder is visually ac-
quired, maneuver the aircraft to main- GENERAL
tain safe separation. The SafeFlight N 1 Reminder presents a con-
tinuous display of target percent fan speed (N 1)
for takeoff, go-around, climb and maximum
CAUTION cruise thrust settings (Figure 16-108). N 1 is
Evasive maneuvers based solely on computed based on air data from the digital air
TCAS traffic advisories, without vi- data bus along with anti-ice configuration.
sual acquisition of intruder, are not
recommended. PREFLIGHT
Upon initial powerup, the computer performs
a self-test. If the results are satisfactory, the
6. TCAS 1 range selection: display will indicate 888. If the results are
unsatisfactory, the display will be blank. The
a. A 10-nm (or lower) range may be se- display will blank for any failure.
lected for takeoff, low-altitude climb
a p p r o a c h a n d l a n d i n g , a n d b e l ow The N 1 reminder is now ready to accept a se-
10,000 feet. lected ground temperature to determine the
takeoff N 1 setting.
b. A 10 nm (or greater) range may be se-
lected for high-altitude cruise. Place the switch in the center (TO/GA) posi-
tion. Press and hold the control knob. The
display will indicate the ram-air temperature
c. The range selected has no effect on the (RAT) in degrees celsius. Rotating the pressed
TCAS 1 logic for giving TAs. control knob clockwise will increase the dis-
played temperature. Rotating the pressed con-
7. TCAS traffic advisory annunciations (TA) trol knob counterclockwise will decrease the
(Table 16-8). displayed temperature.
8. Pushing the FL button will display alti- Set the reported airfield temperature on the dis-
tude reporting targets at barometrically play. Once the knob is released, the display will
corrected altitudes. indicate the percent N 1 for takeoff based on the
selected temperature. If any other mode is se-
lected on the ground, or if there is no N1 charted
data for the anti-ice conditions, the display will
indicate “_ _ _ .”
Table 16-8. TCAS TRAFFIC ADVISORY ANNUNCIATIONS (TA)
AURAL VISUAL CREW POSITION

“TRAFFIC, TRAFFIC” • Amber TRAFFIC on Conduct visual search for
the PFD. the intruder. If successful,
maintain visual acquisition
• Amber filled circle on
to ensure safe operation.
the TCAS display.

N1 SETTING N1 SETTING N1 SETTING
TO / GA TO / GA TO / GA
CLB CRU CLB CRU CLB CRU
SAFE FLIGHT SAFE FLIGHT SAFE FLIGHT
PUSH TEMP SET PUSH TEMP SET PUSH TEMP SET
TAKEOFF/GO-AROUND CLIMB CRUISE
Figure 16-108. SafeFlight Reminder Displays
BEFORE TAKEOFF Pushing the control knob in any mode will

display the RAT in degrees Celsius.
Selecting takeoff (TA)/go-around (GA) will
display the Flight Manual target N 1 thrust set-
ting for takeoff. LANDING
After landing, the N 1 display will indicate
Ram-air temperature may be displayed by “888” after one minute.
pressing the mode switch. If necessary, the
display may be changed to show a pilot-
selected (ATIS) temperature by pressing and SAFEFLIGHT N1 REMINDER
rotating the mode switch. NORMAL PROCEDURES
IN FLIGHT Preflight
Once airborne, select N 1 thrust settings for
climb (CLB), cruise (CRU), or go-around 1. Select anti-ice—AS REQUIRED
(GA) with the mode switch. The system in-
stantly and continuously displays the appro- 2. Place switch in the TO/GA position
priate N 1 thrust setting schedule for the
selected mode and given conditions. 3. Set air temperature by depressing switch
and turning
After the aircraft is in flight, the display will
continue to indicate takeoff percent N 1 based
on the selected temperature, field elevation and 4. Read takeoff power on display
anti-ice until another mode is selected. After
another mode is selected, the display will in-
dicate percent N 1 based on RAT and current
In Flight
pressure altitude instead of selected temper-
ature and field elevation for that mode. 1. Place switch in the CLB position to read
normal climb power
Rotating the control knob counterclockwise to
the CLB position will display the percent N 1 2. Place switch in the CRU position to read
for normal climb thrust; rotating the control maximum cruise power
knob clockwise to the CRU position will dis-
play the percent N 1 for maximum cruise thrust;
and reselecting the center TO/GA position 3. Place switch in the TO/GA position to
will display the percent N 1 for go-around when read go-around power
at or below 15,500 feet.

NOTE HONEYWELL AMETEK

• At maximum cruising altitude, (FL
410), display of N1 may be AM-250 DIGITAL
intermittent. ALTIMETER WITH AIR
DATA COMPUTER
• All bleed-air anti-ice (WS, ENG,
WING) must be selected ON for
anti-ice power setting. If anti-ice GENERAL
is partially activated, “ _ _ _ ” will The Honeywell AM-250 altimeter/air data
be displayed. computer provides the aircraft with an altitude
display and an air data computer (ADC) with
SAFEFLIGHT N1 REMINDER static source error correction (SSEC) (Figure
16-109). The optional Collins Pro Line 21
OPERATING LIMITATIONS dual PFD and dual ADC is equipped and ready
for the pilot to do his or her accuracy tests and
The SafeFlight N 1 reminder is a secondary obtain his LOA (letter of authorization). The
means of computing approximate N 1. The pri- standard Collins Pro Line 21 installation with
mary means of determining N 1 settings under the pilot PFD and left ADC, and a pneumatic
all conditions is the FAA-approved Airplane copilot altimeter does not qualify as RVSM
Flight Manual. equipped. If the copilot pneumatic altimeter
is replaced with the Honeywell AM-250 dig-
WARNING ital altimeter with air data computer, the air-
craft is now equipped with dual ADCs and is
RV S M e q u i p p e d ( C i t a t i o n C J 1 A F M
N 1 is computed for normal opera- Supplement 50 under RSVM Group Approval
tions only. Consult the Airplane January 4, 2000).
Flight Manual for single-engine
operations. Honeywell
NOTE 0
9 FEET 1
35 800
If any anti-ice item required by N 1 re-
minder is not turned on, the display
will remain blank.
8 2
60,000 FT
ALT (18,288M)
7 3
hPa IN HG
6 5 4
STD BARO
Figure 16-109. Honeywell-Ametek

AM-250 Altimeter

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The pilot ADC receives 29-VDC power from 2. The PFD ADC altimeter and AM-250
the left crossover bus. Its ADC 1 circuit breaker altimeter and a sensitive standby altime-
is located on the right circuit-breaker panel and ter are required for all kinds of opera-
is labeled ADC 1. The copilot AM-250 re- tions (e.g., VFR day and night, IFR day
ceives 29-VDC power from the right extension and night, and icing).
bus. Its circuit breaker is located on the right-
hand circuit-breaker panel and is labeled
ADC/ALT 2.
The pilot ADC 1 display on PFD provides al-

titude data to the pilot, the number one
transponder, the flight management system,
and the flight guidance system. The altitude
information required by pressurization system
for autoscheduling also is provided by the
pilot ADC. In addition, the pilot ADC provides
barometric correction input to the autopilot and
the optional fuel/air data computer.
The copilot AM-250 provides altitude data to

the copilot and the No. 2 transponder.
The pneumatic standby altimeter on the pilot

instrument panel shares the copilot static port
and displays uncorrected altitude (without
SSEC). The standby altimeter receives 29-VDC
power from the emergency bus. Its circuit
breaker is located on the right-hand circuit-
b r e a ke r p a n e l a n d i s l a b e l e d S TA N D B Y
ALT/VIB. Power is required to operate the fail-
ure flag and the internal vibrator.
NOTE
In the event of any discrepancy be-
tween the primary altimeters, the
pneumatic standby altimeter will not
be used in determining which of the
two primary altimeters is correct.
1. In the event of any discrepancy between
the primary altimeters, the pneumatic
standby altimeter will not be used in de-
termining which of the two primary al-
timeters is correct.

REDUCED VERTICAL REQUIRED EQUIPMENT

SEPARATION MINIMUM This aircraft is approved for operations in
R e d u c e d Ve r t i c a l S e p a r a t i o n M i n i m u m
(RVSM) (RVSM) airspace when the following equip-
ment is installed and operating normally upon
Operating under reduced vertical separation entering the RVSM airspace:
minimum (RVSM supplement 1) permits 1,000
feet vertical separation of aircraft at flight lev- 1. Pilot and copilot primary altimeters
els from FL-290 to FL-410. The pitot-static sys-
tem and instruments must be maintained in
accordance with the aircraft Maintenance 2. Autopilot
Manual, Section 34, “Navigation,” as it pertains
to aircraft operating under RVSM rules. 3. Altitude alerter
Each operator must ensure compliance with re- 4. ATCRBS transponder

quired flight crew training and operating prac-
tices and procedures.
NOTE
Any changes to the pitot-static, air
data computer, autopilot, altitude
alerting and/or transponder systems,
or other changes that affect operation
of these systems, must be approved
b y t h e Wi c h i t a FA A A i r c r a f t
Certification Office (ACO).

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RVSM OPERATIONS Cruise

AUTHORIZED 1. Verify A/P in ALT, unless severe turbu-
This aircraft is approved for operations in re- lence is encountered.
duced vertical separation minimum (RVSM)
airspace when required equipment is main- 2. Altimeters—Crosscheck pilot and copilot
tained in accordance with the aircraft altimeters at one-hour intervals or less.
Maintenance Manual. This does not constitute Maximum allowed difference 200 feet.
operational approval. Operational approval
must be obtained in accordance with applica-
ble operating rules. Flight Crew Training
Each operator must ensure compliance with re-
RVSM NORMAL PROCEDURES quired crew training and operating practices
and procedures.
Cockpit Inspection
1. Hot Items/Lights—Static ports and sur- Airspeed Limitations
rounding fuselage skin (left and right): Minimum airspeed in RVSM airspace is 150
Check clean, clear, and no damage. Upper KIAS. Maximum airspeed in RVSM airspace
and lower static vent ports are located on is 0.72 Mach (indicated).
each side of the fuselage below the aft
cockpit windows.
Weight Limitations
Before Takeoff CJ2 minimum weight in RVSM airspace is
8,750 pounds.
1. Altimeters (pilot and copilot)—Confirm
and compare. Altimeters must both in-
dicate departure field elevation within SPECIAL USE AIRSPACE
±50 feet when set to local altimeter set-
Member nations of the International Civil
ting. Altimeters must indicate within 75
Aviation organization (ICAO) have instituted
feet of each other when set to local al-
special procedures requiring aircraft to ob-
timeter setting.
tain certification from their counties of reg-
istry to fly in its airspace. In the United States,
this certification takes the form of a Letter of
Authorization, or LOA, issued by the FAA. The
LOA substantiates the training and qualifica-
tions of each approved pilot as well as ensur-
ing that the navigation and communications
equipment aboard the aircraft meet specific
criteria. Previously the operators LOA was
good for an indefinite period, provided that
there were no major changes in their operations
procedures or training practices.

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The Approval Process Coordinating Approval

Gaining approval for conducting operations in Gaining aircraft approval for RVSM operations
RVSM airspace is a two-part process: is a team effort involving:
• The aircraft itself must be approved by • The operator

the FAA. • The manufacturer
• The flight crews must be trained in • The FSDO
RVSM-specific procedures
An individual operator seeking approval for
its aircraft should contact the manufacturer of
Aircraft Airworthiness their specific aircraft type and their local flight
RVSM aircraft air worthiness approval is systems district office (FSDO) to coordinate
granted after a specific aircraft or an aircraft the process of RVSM approval.
group:
Sufficient documentation must be available to
• Is outfitted with the specific avionics, al- show that the aircraft has been approved by
timetry, and altitude alerting systems appropriate airworthiness authorities.
• Has documented the accuracy and in-
tegrity of such systems FAA Inspection
• Has documented the effects of flight op- Operators applying for a LOA to operate in
erating conditions on static source error MNPS airspace can expect the following from
throughout the aircraft’s flight envelope. the FAA inspector:
• Has documented engineering data to en- • Inspection of the navigation equipment
sure continued in-service RVSM integrity installation
• Has submitted a maintenance inspec- • Verification that the aircraft has the re-
tion program that provides for continu- quired communications and navigation
ous airworthiness approval equipment
• Verification that the crew have the qual-
Avionics Required ifications to use such equipment
The avionics required include: • Verification that a single individual in
the corporation is responsible for crew
• Two independent altitude measurement operation in MNPS airspace
systems
• One SSR altitude-reporting transpon- Operational Approval
der. (If only one is provided, it must
have the capability to switch between the RVSM Operational Approval is granted after
altitude measurement systems.) an operator has submitted:
• An altitude alerting system • Standard practices and procedures to be
• An automatic altitude control system used in RVSM operations
capable of maintaining altitude within • An operations training program that cov-
65 feet of that assigned. ers operating practices and procedures
r e l e v a n t t o RV S M o p e r a t i o n s .
Completion of this course constitutes
the required training program

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• Information/guidance to be included in COCKPIT SPEAKER

operations manuals and checklists
• A Minimum Equipment List (MEL) that AUDIO INHIBIT SWITCH
includes items pertinent to operating in
RVSM airspace
(OPTIONAL)
• A plan for participation in the verifica- Enabling the cockpit speaker
tions/monitoring program audio inhibit switch prevents
audio broadcast over the cock-
In addition, the operator must: pit speakers from all avionics
radios as well as audio from op-
• Prepare an International Operations tional systems such as traffic
Procedures Manual, or alert and collision avoidance system (TCAS)
• Incorporate those procedures as a sep- and ground proximity warning system
arate chapter of the Aircraft Operations (GPWS). The cockpit speaker audio inhibit
Manual switch allows the crew to deselect the overhead
speakers, preventing passengers from be-
coming alarmed in the event a TCAS or GPWS
Crew Qualification warning activates. Operation of this switch
AC91-RVSM specifies that practices and pro- will not affect aural warnings that are exter-
cedures in the following areas should be stan- nal to the audio amplifiers (e.g., phone calls,
dardized: selcal, and autopilot off on French/German
registered aircraft) nor will it alter operation
• Flight planning of the headphone audio system.
• Preflight procedures at the aircraft
• Procedures prior to RVSM airspace entry GENERAL
• In-flight normal procedures Pilot(s) must be using headset(s) when
the overhead cockpit speaker audio is
• Contingency procedures inhibited.
• Special emphasis items
NORMAL PROCEDURES
RVSM PREFLIGHT PLANNING At initial power-up, the cockpit speaker audio
During flight planning, verify the specific air- inhibit system defaults to the normal operat-
craft you are about to fly has been certified for ing mode, indicated by AUDIO SPK/HPH il-
RVSM operations. Next, review tropopause luminated in the switch. This allows normal
charts for performance capability, and wind audio operation through the overhead speak-
charts for turbulence conditions, to determine ers and the flight crew headsets.
if either could exceed altitude keeping equip-
ment parameters. Review minimum equipment Overhead speaker audio is inhibited by de-
lists if any height-keeping equipment is listed pressing the cockpit speaker audio inhibit
as being inoperative. If required for a specific switch and verifying that AUDIO HPH ONLY
aircraft group, account for any aircraft operat- is illuminated in the switch. When the cock-
ing restriction related to RVSM approval. pit speaker audio inhibit switch is activated

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(i.e. overhead speakers are muted), any one of 5. Inadvertent descent below glide slope
the following actions will revert the system (mode 5)
back to the normal operating mode resulting
in AUDIO SPK/HPH being illuminated in the 6. SMART 500 callout—Altitude callout at
switch: 500 AGL (mode 6)
1. Deselecting cockpit speaker audio inhibit
switch 7. Excessive bank angle alerting (mode 6)
2. Interruption of DC power 8. Windshear alerting and warning (mode 7)
3. Either the pilot or the copilot selects MIC In addition, the enhanced ground proximity
OXY MASK position on the microphone warning system provides the following ter-
select switch rain map enhanced modes (Table 16-10):
NOTE 1. Terrain clearance floor exceedance

It is the flight crew’s responsibility
to verify and maintain vigilance as to 2. “Look-Ahead” cautionary terrain and ob-
which mode is in operation and com- stacle alerting and warning awareness
ply with and understand the limita-
tions associated with operation of the 3. Terrain and obstacle awareness display.
cockpit speaker audio inhibit system. The EGPWS provides display of approx-
imate terrain and obstacles. The terrain
display is color- and intensity-coded (by
HONEYWELL density) to provide visual indication of the
relative vertical distance between the air-
ENHANCED GPWS craft and the terrain. The color bands are
as shown in Table 16-10.
(OPTIONAL)
The enhanced ground proximity warning sys-
tem provides visual and aural warnings in the
NOTE
following basic GPWS modes (Table 16-9): • The yellow-green boundary will
be automatically adjusted to a
1. Excessive rate-of-descent with respect –250 feet value when landing gear
to terrain (mode 1) is selected DOWN and to –500
feet when the landing gear is se-
2. Excessive closure rates to terrain (mode 2) lected UP.
3. N e g a t iv e c l i m b b e f o r e a c q u i r i n g a
predetermined terrain clearance after • If there is no terrain data in the
takeoff or missed approach (mode 3) database for a particular area, then
terrain awareness alerting is not
available for that area. The af-
4. Insufficient terrain clearance based on fected area is colored magenta.
the aircraft configuration (a flap over-
ride switch is provided to disable the flap
configuration input to the system to pre-
vent nuisance warnings when landing
with less than full flaps) (mode 4)

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Table 16-9. EGPWS AURAL WARNINGS, CAUTIONS, AND ADVISORIES
Mode 1 pullup “PULL UP” immediately repeated

Mode 2 pullup preface “TERRAIN–TERRAIN” not repeated
Mode 2 pullup “PULL UP” immediately repeated
Enhanced terrain
awareness preface “TERRAIN–TERRAIN” immediately repeated
Enhanced terrain
awareness warning “PULL UP”
Obstacle preface “OBSTACLE–OBSTACLE” not repeated
Obstacle warning “PULL UP” immediately repeated
Mode 2 terrain “TERRAIN”
Enhanced terrain
awareness caution “CAUTION TERRAIN (pause) CAUTION TERRAIN (7-second pause)”
Obstacle awareness
caution “CAUTION–OBSTACLE”
Mode 4 too low terrain “TOO LOW TERRAIN”
TCF too low terrain “TOO LOW TERRAIN”
Mode 6 altitude “FIVE HUNDRED” one message per nonprecision approach
Mode 4 gear “TOO LOW, GEAR” repeated twice, unless terrain clearance
continues to decrease
Mode 4 flaps “TOO LOW, FLAPS” repeated twice, unless terrain clearance
continues to decrease
Mode 1 sinkrate “SINKRATE–SINKRATE” one message
Mode 3 don’t sink “DON'T SINK” repeated twice, unless terrain clearance continues to decrease
Mode 5 glide slope “GLIDE SLOPE” variable delay, more frequent and louder if condition worsens
Mode 6 bank angle “BANK ANGLE–BANK ANGLE”
Mode 7 caution windshear “CAUTION WINDSHEAR” one message
Mode 7 windshear (siren) “WINDSHEAR, WINDSHEAR, WINDSHEAR” one message per encounter
NOTE:
EGPWS aural alerts and warnings above will override all other aural warnings except overspeed.
Table 16-10. TERRAIN MAP ENHANCED MODES
RELATIVE ALTITUDE IN FEET

DISPLAYED DOT PATTERN AND COLOR
(ABOVE OR BELOW AIRCRAFT)
+2,000 and greater Heavy density red
+1,000 to +2,000 Heavy density bright yellow
–250/–500 to +1,000 Medium density dark yellow (appears brown)
–1,000 to –250/–500 Medium intensity bright green
–2,000 to –1,000 Light density dark green
Caution alert, regardless of altitude Bright solid yellow
Warning alert, regardless of altitude Bright solid red

1. The use of this system is limited to per-
forming a caution/warning function only.
The Honeywell enhanced ground prox-
imity warning system (EGPWS) is not
intended as a primary flight instrument. Figure 16-110. Terrain Display Control
The Enhanced Ground Proximity Warning
System Pilot’s Guide, P/N 060-4241-000, a. The airport has no approved instru-
Revision C dated June 1999 (or later ap- ment approach procedure.
plicable revision), must be available to the
flight crew when operating the EGPWS. b. The longest runway is less than
3,500 feet in length.
2. Pilot are authorized to deviate from their
current air traffic control (ATC) clear-
ance to the extent necessary to comply c. The airport/approach is not listed in
with an EGPWS warning. AlliedSignal Avionics, Inc. docu-
ment 060-4267-00, Revision A or
latest revision (reference URL
3. The windshear warning portion of the http://www.egpws.com).
system should not be relied upon as the
sole source of windshear detection and
avoidance. The system utilizes many in- 7. In the event that the accuracy of aircraft
puts from other aircraft systems for the position data (from the flight manage-
detection of windshear and cannot pre- ment system(s) or global positioning sys-
dict severe windshear that may be ahead t e m [ G P S ] ) o r a ny o t h e r m o n i t o r e d
of the aircraft. Pilot judgment must be parameter becomes invalid or unavail-
based on airspeed, angle of attack able, the terrain alerting and display
(AOA), sink rate, and other factors in- (TAD) and terrain clearance floor (TCF)
cluding the windshear warning system. functions are automatically inhibited. If
this occurs, the MFD will display TERR
FAIL to indicate to the pilot that the en-
hanced modes of the EGPWS are not
4. The terrain display is intended to serve as available. This will not affect the basic
a situational awareness tool only. The GPWS functions.
terrain/obstacle database does not include
100% of all terrain, nor does it include
100% of all obstacles. Navigation is not OPERATING PROCEDURES
to be predicated upon use of the terrain
database display. The operating procedures are the same as those
in the basic FAA-approved Airplane Flight
Manual except as follows:
5. The terrain display must be INHIBITED
by selecting TERR INHIB when using
QFE as altitude reference (Figure 16-110). NOTE
• When an EGPWS CAUTION oc-
curs, adjust the aircraft flight path
6. EGPWS must be INHIBITED by select- or configuration until the caution
ing TERR INHIB when within 15 nm of ceases.
landing at an airport for which any of the
following conditions apply:
• If an EGPWS warning occurs, im-
mediately initiate and continue a

climbing, vertical escape maneuver EMERGENCY PROCEDURES

that will provide maximum terrain
clearance capability, until all alerts Basic Ground
cease. Only vertical maneuvers are
recommended unless operating in vi- Proximity Warnings
sual meteorological conditions The modes listed in Table 16-11 are basic
(VMC) and/or the pilot determines, GPWS modes. If any of these warnings occur,
based on all available information, immediately initiate the corrective action to
that turning in addition to the verti- eliminate the cause for the warning.
cal escape maneuver is the safest
course of action.
Enhanced Ground
Proximity Warnings
• When flying under daylight VFR,
should a warning threshold be de- Table 16-12 lists enhanced modes based on
liberately exceeded or encoun- proximity to database terrain. If any of these
tered due to specific terrain or warnings occur, immediately initiate the cor-
operating procedure at certain lo- rective action to clear the terrain.
cations, the warnings may be re-
garded as cautionary and the
approach or other procedure con-
tinued, provided visual terrain
clearance is maintained.
Table 16-11. BASIC GPWS MODES
VISUAL
AURAL WARNING
MODE WARNING MESSAGE ACTION
MESSAGE (COLOR/DISPLAY)
2* “PULL UP, PULL UP, PULL UP Execute a vertical escape maneuver
TERRAIN, TERRAIN” (Red/PFD ADIs) (indicates rapidly rising terrain ahead as a
function of rate of change in radio altimeter).
*GPWS mode 2 will not provide warning for flight into precipitous or very rapidly rising terrain with little or no rising preamble terrain.
Table 16-12. ENHANCED GPWS MODES
VISUAL
AURAL WARNING
WARNING MESSAGE ACTION
“TERRAIN–TERRAIN, PULL UP Immediately execute a vertical escape maneuver.
PULL UP–PULL UP” (Red/PFD ADIs) (This message indicates less than 30 seconds to
impact with terrain that is within 250 to 500 feet
below or higher than airplane altitude.)
“OBSTACLE–OBSTACLE, PULL UP Immediately execute a vertical escape maneuver.

PULL UP–PULL UP” (Red/PFD ADIs) (This message indicates less than 30 seconds to
impact with terrain that is within 250 to 500 feet
below or higher than aircraft altitude.)

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ABNORMAL PROCEDURES After Positive Rate of Climb is

Established at an Airspeed of at
GPWS FAIL (Amber Least 1.3 VS1
Message in PFD and MFD)
The GPWS system computer has detected a 5. Flaps 15°, if LAND
fault or a required aircraft system input has
been lost to the GPWS system. All GPWS 6. Climb speed—AS REQUIRED
functions will be inoperative and the annun-
ciations will be inhibited. 7. Landing Gear—UP (ground contact no
longer probable)
Windshear Warning (Mode 7)
8. Flaps—AS REQUIRED
When a red WINDSHEAR annunciator warn-
ing and siren aural “Windshear, Windshear,
Windshear” warning activate, immediately 9. Thrust—AS REQUIRED
initiate corrective action to eliminate the cause
for the warning as follows (windshear escape
flight guidance is not provided): TERR (Amber Message
in PFD and MFD)
The EGPWS is unable to display terrain or pro-
1. Thrust—INCREASE TO MAXIMUM vide enhanced mode warnings.
AVAILABLE
2. Aircraft pitch attitude—Smoothly rotate

NOTE
to an initial pitch attitude of 10° (flight di- • In the event that the radio altime-
rector go around pitch command). ter is not functioning, the basic
GPWS modes (modes 1 to 6 and
enhanced terrain clearance floor
NOTE mode) will not be available. The
other enhanced features, however,
Pitch altitude should be increased will be available.
smoothly and in small increments,
bleeding airspeed as necessary to
stop the descent. Pitch attitudes in ex- • Any degradation of radio altime-
cess of 15° may be required for ter- ter signal can significantly de-
rain avoidance. Stop rotation grade basic GPWS mode
immediately if stick shaker or buffet operation. Unexplained dropouts
occurs. Flight at intermittent stick in radio altimeter indication
shaker may be required to obtain a should be investigated.
positive rate of climb.
Ground Proximity Alerts

3. Speedbrakes—CONFIRM RETRACTED The modes listed in Table 16-13 are basic
GPWS modes which are a function of radio al-
4. Do not retract flaps or landing gear until titude. If any of these alerts occur, immediately
safe climbout is assured. initiate the corrective action to eliminate the
cause for the warning.

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Table 16-13. BASIC GPWS MODES—FUNCTION OF RADIO ALTITUDE
VISUAL
AURAL WARNING
WARNING ACTION
MODE MESSAGE
1 “SINK RATE” GND/PROX Reduce rate of descent until the warning ceases
(Amber/PFD ADIs) (indicates excessive sink rate below 1,100 feet
AGL in landing configuration).
2 “TERRAIN” GND PROX Maneuver aircraft to avoid terrain (climb, turn
(Amber/PFD ADIs) as required). If terrain clearance continues to
decrease, the aural message TERRAIN will be
given until the terrain clearance stops decreasing.
3 “DON’T SINK” GND PROX Establish a positive rate of climb (indicates radio
(Amber/PFD ADIs) altitude loss after takeoff with gear and flaps not
in landing configuration, below 300 feet AGL).
4A “TOO LOW, GND PROX Immediately level off or initiate a climb as required.
TERRAIN” (Amber/PFD ADIs) (This message indicates the aircraft has descended
below 1,100 feet AGL, is not in landing configuration,
and airspeed is greater than 190 KIAS.)
4A “TOO LOW, GEAR” GND PROX Immediately level off, initiate a climb or lower landing
(Amber/PFD ADIs) gear as required. (This message indicates the
aircraft has descended below 500 feet AGL, landing
gear is not down, and airspeed is below 150 KIAS.)
4B** “TOO LOW, FLAPS” GND PROX Immediately level off, initiate a climb or extend
(Amber/PFD ADIs) flaps, as required. (This message indicates the
aircraft has descended below approximately
245 feet AGL, airspeed is below 160 KIAS and
flaps are not in the 35° position.)
5 “GLIDE SLOPE” –––– Maneuver the airplane to recapture the glide
slope, go-around, or continue the approach—
if visual—as required. (This message indicates
the aircraft has descended more than
approximately 1.6 dots below glide slope on an
ILS, is below 1,000 feet AGL, and is descending
greater than 500 feet per minute.)
7 “CAUTION WINDSHEAR During takeoff up to 1,500 feet AGL or during landing
WINDSHEAR” (Amber Annunciator) from 1,500 feet AGL to 10 feet, the aircraft has
entered an area of possible windshear. Be prepared
to execute windshear recovery.
** If landing with flaps less than 35°, FLAP OVERRIDE must be selected to prevent inappropriate TOO LOW, FLAPS alert.
Enhanced Ground Advisory Callouts (Mode 6)

Proximity Alerts Mode 6 provides the following advisory call-
Table 16-14 lists the enhanced GPWS modes. outs (Table 16-15). No visual alert is associ-
If any of the following warnings occur, im- ated with mode 6.
mediately initiate the corrective action to elim-
inate the cause for the warning.

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Table 16-14. ENHANCED GROUND PROXIMITY ALERTS
VISUAL
AURAL WARNING
WARNING ACTION
MESSAGE
“TOO LOW, TERRAIN” GRD PROX Immediately level off, climb, or continue (if visual)
(Amber/PFD ADIs) as required. (This message indicates the aircraft
has passed through the EGPWS minimum terrain
clearance floor, based on proximity to nearest airport.)
“CAUTION–TERRAIN, GND PROX Adjust the aircraft flightpath to avoid terrain until
CAUTION–TERRAIN” (Amber/PFD ADIs) the caution ceases. (This message indicates the
airplane is within 30 to 60 seconds of impact with
terrain which is within 250 to 500 feet below or higher
than airplane altitude. This message will repeat every
seven seconds.)
“CAUTION–OBSTACLE, GND PROX Turn or initiate a vertical escape maneuver to

CAUTION–OBSTACLE” (Amber/PFD ADIs) avoid obstacles. (This message indicates the aircraft
is within 30 to 60 seconds of impact with terrain
which is within 250 to 500 feet below or higher than
airplane altitude. This message will repeat every
seven seconds.)
NOTE:
If any of the above occur, immediately initiate corrective action to eliminate the cause of the condition.
Table 16-15. ADVISORY CALLOUTS—MODE 6
AURAL
MODE ACTION
ADVISORY
6 “FIVE HUNDRED” This callout will occur on every approach at 500-foot

AGL provided an ILS glide slope is not selected to
the pilot instruments, or if an ILS glide slope is
selected and the aircraft is two dots below glide slope.
6 “BANK ANGLE, This callout alerts the pilot to excessive bank angles.
BANK ANGLE” The bank angle that causes this alert varies lineraly
from 10° at 30 feet AGL to 40° at 150 feet AGL to
55° at 2,450 feet AGL.

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NORMAL PROCEDURES • The PULL UP annunciator will illumi-

nate and the “TERRAIN, TERRAIN,
Cockpit Preparation PULL UP” aural warning will sound.
Warning Systems—CHECK/OFF • The optional terrain display self-test
will be presented on the EHSIs and
MFD, if TERRAIN selected, with the
Ground Proximity and TERR TEST cyan displayed.
Windshear Warning System
• The optional terrain display self-test
NOTE will terminate after one sweep of the
terrain display.
GPWS self-test is inhibited in flight.
1. With the EGPWS system configured as NOTE

follows: If GROUND PROX test switch is
• Terrain “inhibit” switch is in held for more than 2 seconds, a long
the normal mode (off) test of all modes will be completed.
• Set EFIS t o di sp la y TER -
RAIN EGPWS Mode Selections
EGPWS modes are selected as follows (Figure
2. Press the GROUND PROX test switch 16-111):
for less than 2 seconds.
• TERRAIN—The terrain map can be dis-
3. Verify the following: played by selecting TERRAIN on the
PFD/MFD line-select key. The terrain
• The GPWS, WS, and TERR AMBER map can be selected/deselected by con-
annunciators will illuminate secutive presses of this button. Terrain
• Below glideslope aural warning sounds map cannot be selected if terrain in-
and GPWS annunciator illuminates hibit is selected. Terrain mode is dese-
lected if PFD/MFD RDR is selected,
• The GPWS annunciator will extinguish and visa-versa.
and the GPWS G/S CANCELED an-
nunciator will illuminate. • BELOW G/S CANCEL—The BELOW
GLIDESLOPE alert may be cancelled at
• The GPWS G/S CANCELED annunci- any time and any altitude by pressing the
ator will extinguish. GPWS G/S switch/annunciator.
• The PULL UP annunciators will illu- • GPWS FLAP O’RIDE—To avoid nui-
minate and the PULL-UP aural warning sance TOO LOW, FLAPS warning dur-
will sound. ing training or other flights during
• The PULL UP annunciators will extin- landings of flaps less than 35°, the alert
guish. may be inhibited by pressing the FLAP
OVRD switch/annunciator.
• The red WINDSHEAR annunciator will
flash. • TERRAIN INHIBIT—The terrain in-
hibit function can be enabled by select-
• A siren “WINDSHEAR, WINDSHEAR, ing the TERR INHIB switch/annunciator.
W I N D S H E A R ” a u r a l wa r n i n g w i l l When terrain inhibit is selected, the EN-
sound. HANCED GPWS warnings and terrain
map are inhibited. The basic GPWS
• The red WINDSHEAR annunciator will modes 1–6 will remain active. Selecting
extinguish, then the amber WINDSHEAR this mode will display cyan TERRAIN
annunciator will flash and extinguish. INHIB on the PFD/MFD.

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RIGHT LOWER PFD INDICATIONS

Figure 16-111. EGPWS Controls and Display
SKYLIGHT AVIONICS SYSTEM ANNUNCIATORS

CDI-500 COURSE Six annunciators are located on the CDI-500
display on the right-hand pilot panel. In dual-
DEVIATION INDICATOR FMS-equipped aircraft, two annunciators are
(CDI) (OPTIONAL) located separately and to the right of the CDI-
500. The annunciators operate as follows:
GENERAL 1. MSG (amber)—Indicates an FMS mes-
sage has been posted on the FMS CDU
The Skylight avionics CDI-500 course devi-
ation indicator is installed to display FMS air- 2. WPT (amber)—Illuminates prior to a lat-
craft position relative to track on the copilot eral or vertical waypoint
instrument panel. The CDI-500 receives power 3. GPS (amber)—Illuminates when the FMS
when the avionics switch is on. Dimming is ac- GPS integrity monitor has detected GPS
complished with a knob on the unit for the in- system integrity out of tolerance
dicator lights, and with the right panel light 4. SX (amber)—Selected crosstrack illu-
control for the legends. The CDI scaling is .625 minated when a parallel course has been
nm per light and two dots of deflection rep- selected for the current navigation leg
resent 5 nm. In dual-FMS-equipped aircraft,
FMS1 or FMS2 guidance can be selected with 5. FLG (red)—Illuminated if the CDI-500
a switchlight located adjacent to the CDI-500. has failed, the CDI is not receiving valid
data, or there is not a flight loaded on the
FMS
6. FMS (green)—Illuminated with FMS
heading mode selected

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CDI-500-equipped aircraft with TO/FROM an-

nunciators in lieu of FMS, GPS annunciators:
1. TO (green)—Indicates FMS intended pro-

gression to the active waypoint
2. FROM (amber)—Indicates past the active
waypoint
NAVIGATION OPERATIONAL
APPROVALS
The CDI-500 course deviation indicator is ap-
proved for enroute navigation only.
The CDI-500 must be operated full bright dur-
ing daylight operations. Dimming the indica-
tor may result in inability to see track deviation.
AVIONICS DISPATCH
SWITCH (OPTIONAL)
GENERAL
The AVIONICS DISPATCH switch provides
capability to turn on COMM II, both audio am-
plifiers, and the FMS without repositioning the
battery and avionics switches. The pushbut-
ton switch labeled AVIONICS DISPATCH
will illuminate ON whenever the switch is se-
lected ON and the battery switch is OFF.
Pushing the switch a second time will turn
the power off.
Selection of the battery switch to BATT will

disengage the AVIONICS DISPATCH switch
and will provide power through the aircraft’s
normal system. See Supplement 13 for further
information.

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CJ2 COLLINS PRO LINE 21 EFIS QUESTIONS

1. The purpose of the pilot display con- C. The PFD for the engine indicating
trol panel (DCP) is: system (EIS) in the reversionary
mode, if the MFD is inoperative
A. The main way to control the PFD D. Collins Pro Line 21 Pilot’s Guide
B. The primary way to control the MFD reachable, pilot in the seat with lap
C. To control the PFD and MFD belt on, and EFIS turned on, and timed
D. To control the TCAS 1 out with no fault codes
2. The integrated avionics processor sys- 5. The MFD went blank with the loss of the
tem (IAPS) is: engine instrument system (EIS) and nav-
igation display.
A. The heart of the Collins Pro Line 21
located in the right forward nose bag- A. There is no reversion possibility, ob-
gage compartment serve the standby L and R N 1 s
B. Changes analog engine data to digi- B. Use the L AHRS reversion switch
tal and directs that data to the MFD for C. Use the DADC reversion switch
display D. Select the PFD/MFD reversion switch
C. Changes fuel quantity to analog and to REV TO PFD
directs it to the PFD for display
D. Has no way to store fault codes from 6. Select the NAV button on the mode select
the flight guidance system (FGS) panel (MSP) when cleared for:
A. VOR approach
3. Things that trip the autopilot and yaw B. ILS approach
damper are: C. Localizer straight-in approach
A. Pressing the electric trim switch D. Localizer back-course approach
B. Pressing the AP TRIM DISC red
button
C. Pressing the electric trim switch or the 7. The pilot PFD airspeed, altitude, and ver-
go-around button on the left throttle tical speed data just failed to red lettered
IAS, ALT, and VS in red boxes.
D. Pressing the AP SYNC button and
EFIS turned on and timed out with no A. The left air data computer failed.
fault codes Single PFD cannot revert. Dual PFD
can revert.
B. With single PFD, the copilot round
4. Which of the following is required for instruments are inoperative.
normal takeoff operation of the EFIS C. The standby airspeed and altimeter
system: use the left air data computer.
A. Pilot in the seat with lap belt on and D. Properly flying the single PFD con-
the FMS flight plan loaded in the FMS figuration, fly the standby instruments
B. The avionics master switch on prior backed up by the copilot instruments.
to starting engines and EFIS turned on
and timed out with no fault codes

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8. The MFD FORMAT line-select key page 13. The PFD went blank with the loss of the
possibilities in order are: ADI and HSI displays.
A. FMS MAP, rose, diagnostics page A. There is no reversion possibility, ob-
B. Rose, arc, FMS MAP, TCAS 1, FMS serve the standby L and R N 1 s
planning map north up, and diagnos- B. Use the L AHRS reversion switch
tics page C. Use the DADC reversion switch
C. Arc, diagnostics page, Jeppesen chart D. Select the PFD/MFD reversion switch
D. Rose, arc, FMS MAP, TCAS 1 to REV TO MFD
9. The pilot PFD and MFD are primarily 14. What are the indications if the pilot air
controlled by the: data computer fails (single-PFD
A. Mode select panel (MSP) configuration)?
B. TCAS 1 control panel A. The left PFD, red ATT, and HDG fail
C. Autopilot panel (APP) flags appear
D. Display control panel (DCP) B. The copilot round instruments are in-
operative
C. The pilot airspeed, altimeter, and ver-
10. The rudder servo is engaged by the: tical speed go to red lettered IAS,
A. Yaw damper (YD) lever on the APP ALT, and VS in red boxes
B. Autopilot lever (AP) on the APP D. Properly flying the single PFD con-
C. A/P SYNC button figuration, fly the standby instruments
backed up by the copilot instruments
D. Go-around button (GA) on the throt-
tle knob
15. The pilot PFD FORMAT line-select key
page possibilities are:
11. The autopilot minimum disengagement
altitude during an ILS is: A. Rose, arc, FMS MAP, TCAS 1
A. 70 feet B. Rose, arc, FMS MAP, TCAS 1, FMS
planning map north up, and diagnos-
B. 110 feet tics page
C. 200 feet C. FMS MAP rose, diagnostics page
D. 50 feet D. Arc, diagnostics page, Jeppesen chart
12. What mode select panel (MSP) button do 16. To set the course on the course pointer and
you arm when cleared for the localizer CDI (LDI) and select the single line
straight-in approach? pointer:
A. APPR A. Select the radar key on the DCP
B. NAV B. Select the NAV/BRG key on the DCP
C. B/C C. Select the APPR button on the MSP
D. FLC D. Press the RETURN line-select key to
the FORMAT page

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CJ2 FLIGHT MANAGEMENT SYSTEMS QUESTIONS

1. GPS position data is normally accurate to 5. If there is more than one waypoint with
within: the same identifier:
A. 1 meter A. The waypoint entry will flash until
B. 10 meters the coordinates are verified.
C. 100 meters B. The waypoints will be displayed in
D. 1,000 meters alphabetical order
C. The ICAO identifier for the country or
zone must be entered as an identifier
2. If fewer than four satellites are available: suffix
A. GPS data will not be used by the FMS D. The database will first display the
B. Altitude must manually be entered country with waypoint closest to pre-
and updated every five minutes sent position
C. GPS will revert to DR mode
D. Position information will be avail- 6. To fly an approved FMS approach:
able between 45° N latitude and 45°
A. The long range NAV must be in the ap-
S latitude
proach mode
B. RAIM must be available at the FAF
3. The MSG key will flash if: C. The internal database must be updated
A. There is a message on the system or every 28 days
sensor page D. A, B, and C
B. Prior to a change of active waypoints
C. Whenever GPS altitude requires up- 7. The approved FMS manual is required:
dating
A. To be on the aircraft for flight
D. Fuel reserves are less than total fuel
on board B. Only during IFR conditions
C. Only during VFR conditions
D. Only for training conditions
4. When flying an approved FMS approach
with GPS sensor:
A. The pilot is allowed to program the lat- 8. WAAS (wide area augmentation system)
itude longitude coordinates manually requires how many satellites?
B. The internal database must be updated A. 7
every 28 days B. 4
C. Receiver autonomous integrity mon- C. 5
itoring (RAIM) is available D. 6
D. Both B and C

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9. Receiver autonomous integrity monitor- 12. If the CDI moves from the left side of
ing requires no less than _______ satellites the HSI to the right side of the HSI dur-
to be properly oriented, above the hori- ing an FMS flight, what distance from
zon in view. the center line are you?
A. 5 (good satellites) or 4 (satellites and A. Terminal phase; ±1.0 nm of center
baro-aiding) B. Enroute phase; ±5.0 nm of center
B. 6 (satellites) or 5 (satellites with baro- C. Approach phase; ±0.3 nm of center
aiding to eliminate a corrupted satel- D. A, B, and C
lite)
C. Both A and B
D. 3 13. What manuals are required on the air-
craft when FMS flight is intended?
A. FMS Flight Manual
10. To fly a GPS NDB-approved FMS ap-
B. Airplane Flight Manual (AFM)
proach:
C. Both A and B
A. The internal database must be updated
D. Newspaper
within 28 days
B. RAIM must be available
C. The FMS must be in the approach
mode over the FAF
D. All of the above
11. FMS computed fuel is:

A. Always correct
B. Advisory only
C. A lwa y s 3 0 0 p o u n d s g r e a t e r t h a n
actual
D. Most useful when read at climb power
shortly after liftoff

CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
INTRODUCTION................................................................................................................. 17-1
OXYGEN SYSTEM ............................................................................................................. 17-1
Component Description................................................................................................. 17-2
System Operation .......................................................................................................... 17-4
Oxygen Mask Mic and Headset Mic............................................................................. 17-6
QUESTIONS......................................................................................................................... 17-8

ILLUSTRATIONS
Figure Title Page
17-1 Oxygen Filler Port ................................................................................................. 17-2
17-2 Oxygen Pressure Gage........................................................................................... 17-2
17-3 Oxygen Control Valve............................................................................................ 17-3
17-4 Overboard Discharge Indicator.............................................................................. 17-3
17-5 Crew Masks ........................................................................................................... 17-3
17-6 Passenger Oxygen Mask........................................................................................ 17-4
17-7 Oxygen System ...................................................................................................... 17-5
17-8 HEAD SET Oxygen Panels ................................................................................... 17-6
TABLE
Table Title Page
17-1 Oxygen Supply Chart ............................................................................................ 17-7

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CHAPTER 17
MISCELLANEOUS SYSTEMS
RESET
ANTI-ICE
12 ON
TEST
OIL
16
8 BLOWER
OFF
NO 1 FUEL ENG 1 XMSN
TRANS CHIP OIL
NO 1 FUEL NO 1 FUEL 90° BOX
LOW FILTER OIL
4 BATT
HOT
NO 1 BATT
SYS
GEN 1
HOT
0
INTRODUCTION
This chapter covers the oxygen system installed on the Citation CJ2. Oxygen is supplied
to the crew and passengers during pressurization system malfunctions, or whenever
required. Additionally, cold-weather operation, servicing, and airplane cleaning and care
are discussed.
OXYGEN SYSTEM
The oxygen system consists of the crew and the pressurization system up to the maximum
passenger distribution systems. Oxygen is certified altitude of 45,000 feet.
available to the crew at all times and can be
made available to the passengers either auto- The system consists of an oxygen storage
matically above a predetermined cabin alti- cylinder with an integral shutoff valve and
tude, or manually at any altitude by a cockpit pressure regulator, servicing fitting, crew
control. The system is primarily intended to and passenger masks, altitude pressure
provide emergency oxygen since a cabin alti- switch, overboard discharge disc, and a con-
tude of 8,000 feet is normally maintained by trol selector on the pilot’s console.

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COMPONENT DESCRIPTION
Oxygen Cylinder Assembly
The oxygen cylinder, installed in the nose stor-
age compartment under the floor on the right
side, may have a 619-liter (22-cubic-foot) or
a optional 1,407-liter (50-cubic-foot) capac-
ity. A shutoff valve and pressure regulator lo-
cated on the cylinder control the flow of oxygen
to the distribution system. The shutoff valve
is normally open. The regulator reduces line
pressure to 70 psi. The cylinder is serviced
through the filler port near the aft bulkhead just
inside the flight nose baggage door (Figure
17-1). The fill valve incorporates a check valve
and filter. A pressure sealing cap prevents con-
taminants from entering the oxygen system.
The cylinder is serviced with aviator’s oxygen
only (MIL-O-2720, Type 1). Figure 17-1. Oxygen Filler Port
Pressure Gage
The oxygen pressure gage is located on the
right side of the copilot’s instrument panel
(Figure 17-2). The gage is internally illuminated
and the range markings are as follows:
Yellow arc ............................ 0 to 400 psi

Green arc .................. 1,600 to 1,800 psi
Red line .................................... 2,000 psi
The system should be serviced any time the

gage indicates below the green arc. It must be
serviced if pressure drops below 400 psi, and
the system must be purged if the bottle is al-
lowed to deplete to empty.
Controls
Figure 17-2. Oxygen Pressure Gage
The OXYGEN CONTROL VALVE on the
pilot’s console (Figure 17-3) controls oxygen
flow to the passengers or restricts it to crew Overboard Discharge Indicator
use only. NORMAL, CREW ONLY, and MAN- A green overboard discharge indicator (disc) is
UAL DROP positions mechanically actuate a located on the right side of the nose section di-
control valve for distribution as desired. rectly below the nose access door (Figure 17-4).
The disc provides a visual indication that an

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Figure 17-3. Oxygen Control Valve
P. R
.
X Y. H
E
LI EF
O
OXYGEN HIGH
PRESSURE RELIEF
NOTE: THIS AREA IS GREEN DO NOT COVER
Figure 17-4. Overboard Discharge

Indicator
overpressure condition has occurred in the

oxygen cylinder and that the bottle is now
empty. If the disc is ruptured, maintenance Figure 17-5. Crew Masks
must be performed before flight.
The crewmember is assured that oxygen is
Oxygen Masks being received when no restriction to breath-
ing is present with the mask donned and 100%
The EROS oxygen mask is a quick-donning selected. Selecting EMER will provide a
mask with a built-in microphone and regula- steady flow of pressurized oxygen to the face
tor (Figure 17-5). The mask is a diluter/ cone. To qualify as a quick-donning mask, the
pressure-demand-type with 100% pressure mask must be properly stowed in the recep-
demand oxygen provided by moving a lever tacle located behind and outboard of each
on the underside of the mask to the 100% po- crewmember on the forward cabin divider
sition. Pressure breathing is provided by ro- and set to 100%.
tating the TEST button to the EMER position.

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To conserve oxygen when using the mask, the

regulator may be set to normal if the cabin al-
titude is at or below 20,000 feet. When using WARNING
an oxygen mask for smoke protection, the
100% position should be selected. The emer-
gency position may be used with the optional No smoking when oxygen is being used
oxygen mask. This mask must be removed or following use of passenger oxygen
from the airplane and kept warm if the tem- until lanyards have been reinstalled.
perature is colder than 0°C.
Passenger masks (Figure 17-6) are stowed in SYSTEM OPERATION

overhead containers and can be dropped au-
With the OXYGEN selector in the NORMAL
tomatically or manually. Oxygen does not
position, low pressure oxygen at 70 psi is
flow to the mask until the lanyard is pulled.
available to both crewmembers through out-
lets on the side consoles and to the solenoid
NOTE valve on the oxygen selector (Figure 17-7).
Cockpit masks are assumed to be se-
lected to normal at 20,000 feet and Passenger masks are stowed in overhead con-
tainers and can be dropped automatically or
below, and on 100% oxygen above manually.The solenoid valve is normally
20,000 feet. spring-loaded closed, blocking flow to the
passenger distribution system. In normal or
manual drop position (see Figure 17-3), if
cabin altitude exceeds 14,500 ±500 feet, an al-
titude pressure switch energizes the solenoid
valve open. Oxygen flowing into the passen-
ger distribution system releases latches on the
mask compartment doors, allowing the doors
to open and the masks to fall out. Oxygen does
not flow to the mask until the lanyard is pulled.
If cabin pressure is restored to normal val-
ues, the solenoid valve is deenergized closed
at 8,000 feet cabin altitude, shutting off oxy-
gen flow to the passengers.
If DC power fails, the solenoid valve cannot

route oxygen to the passenger system. Plac-
ing the OXYGEN selector in MANUAL DROP
routes oxygen flow through the manual con-
trol valve, dropping the masks.
The CREW ONLY position of the selector

blocks flow at the oxygen control valve,
shutting off all flow to the passengers. In this
Figure 17-6. Passenger Oxygen Mask
position, only the crew has oxygen.
Oxygen may be supplied to the passengers at

any cabin altitude by placing the OXYGEN
CONTROL VALVE selector in the MANUAL
DROP position. This will cause all masks in the
cabin to deploy. Oxygen flow may be shut off
from passenger masks by positioning the oxy-
gen control valve to the CREW ONLY position.

TO PASSENGER SOLENOID OXYGEN

DISTRIBUTION CIRCUIT BREAKER
SYSTEM
5A
28-VOLT
DC
ALTITUDE
PRESSURE
SWITCH
MANUAL CONTROL VALVE

(NORMAL POSITION) NORMAL
MANUAL
DROP CREW
ONLY
TO COPILOT’S
FACE MASK
PILOT’S FACE
MASK EROS
OVERBOARD
DISCHARGE
INDICATOR
CYLINDER PRESSURE
SHUTOFF VALVE GAGE
KNOB
0 TO 400 PSI 1,600 TO 1,800 PSI
2,000 PSI
PRESSURE
REGULATOR LEGEND
HIGH-PRESSURE OXYGEN
* CHECK VALVE LOW-PRESSURE OXYGEN
OXYGEN OXYGEN PRESSURE OVERBOARD

CYLINDER
FILLER VALVE AND * OPERATES A CHECK VALVE ONLY
PROTECTIVE CAP WHEN LINE IS REMOVED
Figure 17-7. Oxygen System

WARNING lights flash. The crew should im-

mediately don their oxygen masks and check
WARNING existing cabin altitude and differential pres-
sure. If cabin pressure is above 14,000 feet, the
Emergency Descent checklist should be ac-
Due to human physiological limita- complished to a safe lower altitude. The
tions, the passenger oxygen system is CABIN ALT light should go out as the altitude
not satisfactory for continuous oper- pressure switch closes descending through
ation above 25,000 feet cabin altitude 12,000 feet.
and the crew oxygen system is not
satisfactory for continuous operation
above 40,000 feet cabin altitude. In- OXYGEN MASK MIC
dividual physiological limitations AND HEADSET MIC
may vary. If crew or passengers expe-
rience hypoxia symptoms, descend A two-position toggle switch is provided on
to a lower cabin altitude. the pilot’s and copilot’s side consoles (Figure
17-8). The switch is marked MIC OXY MASK
and MIC HEAD SET. Depressing the micro-
phone button on the appropriate control wheel
NOTE allows a crewmember to transmit through the
Oil, grease, soap, lipstick, lip balm headset microphone or oxygen mask micro-
and other fatty materials constitute phone, whichever is selected.
a serious fire hazard when in con-
tact with oxygen.
Oxygen use limitations are defined by the ap-

plicable Part 91 or Part 135 rules.
The oxygen mask must be on the face during

normally pressurized flight for single pilot
Part 135 operations above FL 250 and single
pilot Part 91 operations above FL 350. If the
red CABIN ALT annunciator illuminates in
flight the cabin is underpressurized. This could
be caused by cabin pressurization controller
failure, a failed door seal, or ruptured line or
hose clamp in the tailcone piping. Checklist
procedure requires the crew to don oxygen
masks and, if unable to arrest the loss of cabin
pressure by 14,000 feet cabin altitude, initi-
ate emergency descent procedure.
The red CABIN ALT light il-

CABIN
ALT luminates under two condi-
Figure 17-8. HEAD SET Oxygen Panels
tions. When the pressure
controller is set to landing field elevations
under 8,000 feet, the CABIN ALT light will NOTE
illuminate at 10,000 feet cabin pressure (nor- Headsets, eyeglasses, or hats worn by
mal mode). If the controller is set above 8,000 t h e c r ew m a y i n t e r f e r e w i t h t h e
feet, the high altitude mode causes the CABIN quick-donning capabilities of the
ALT light to illuminate at 14,500 feet and the oxygen masks.
passenger masks drop. The MASTER

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Table 17-1. OXYGEN SUPPLY CHART

22 FT3
AVAILABLE TIME IN MINUTES
CABIN 1 1 1 1 1 1 1 1 1
ALTITUDE COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT
0 CABIN 1 CABIN 2 CABIN 3 CABIN 4 CABIN 5 CABIN 6 CABIN 7 CABIN 8 CABIN
8,000 376 95 54 38 29 24 20 17 15
10,000 431 98 56 39 30 24 20 17 15
15,000 431 100 57 40 30 25 21 18 16
20,000 339 96 56 39 30 25 21 18 16
25,000 181 78 50 36 29 24 20 18 16
30,000 248
34,000 315
35,000 335
37,000 381
39,000 464
40,000 468
2
CABIN COCKPIT 2 2 2 2 2 2 2 2
COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT
ALTITUDE 0 CABIN 1 CABIN 2 CABIN 3 CABIN 4 CABIN 5 CABIN 6 CABIN 7 CABIN 8 CABIN
8,000 188 76 47 34 27 22 19 16 15
10,000 216 80 49 35 28 23 19 17 15
15,000 216 81 50 36 28 23 20 17 15
20,000 169 75 48 35 28 23 20 17 15
25,000 90 54 39 30 25 21 18 16 14
30,000 124
34,000 158
35,000 167
37,000 190
39,000 232
40,000 234
CHART 50 FT3
1
CABIN COCKPIT 1 1 1 1 1 1 1 1
COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT
ALTITUDE 0 CABIN 1 CABIN 2 CABIN 3 CABIN 4 CABIN 5 CABIN 6 CABIN 7 CABIN 8 CABIN
8,000 853 215 123 86 66 54 45 39 34
10,000 980 224 126 88 67 55 46 40 35
15,000 980 228 129 90 69 56 47 41 36
20,000 769 217 127 89 69 56 47 41 36
25,000 441 177 112 83 65 54 46 40 35
30,000 562
34,000 717
35,000 760
37,000 865
39,000 1054
40,000 1063
CABIN 2 2 2 2 2 2 2 2 2
ALTITUDE COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT
0 CABIN 1 CABIN 2 CABIN 3 CABIN 4 CABIN 5 CABIN 6 CABIN 7 CABIN 8 CABIN
8,000 427 172 107 78 61 51 43 37 33
10,000 490 182 112 81 63 52 44 38 34
15,000 490 185 114 82 64 53 45 39 34
20,000 385 169 109 80 63 52 45 39 34
25,000 206 124 88 69 56 48 41 36 33
30,000 281
34,000 358
35,000 380
37,000 432
39,000 537
40,000 531
NOTE:
COCKPIT MASKS ARE ASSUMED TO BE AT NORMAL SETTING AT 20,000 FEET WITH A RESPIRATORY RATE OF 10
LITERS PER MINUTE; BODY TEMPERATURE PRESSURE SATURATED AND AT 100% SETTING ABOVE 20,000 FEET.

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QUESTIONS
1. The cockpit oxygen pressure gage reads: 4. The purpose of the altitude pressure
A. The oxygen pressure which is present switch is to:
at the crew masks A. Bypass oxygen flow directly to the
B. E l e c t r i c a l l y d e r ive d s y s t e m l ow passengers regardless of OXYGEN
pressure selector position.
C. Bottle pressure B. Open a solenoid at 14,500 feet cabin
D. Electrically derived system high altitude, allowing oxygen flow to the
pressure passenger oxygen distribution system.
C. Close a solenoid valve at 14,500 feet
cabin altitude, stopping oxygen flow
2. Passenger masks are dropped when: to the passengers.
A. The OXYGEN selector is in NOR- D. Restore cabin altitude to 8,000 feet so
M A L a n d c a b i n a l t i t u d e ex c e e d s that oxygen is not required.
14,500 feet.
B. The cabin altitude exceeds 14,500 5. If the oxygen selector is placed in CREW
feet, regardless of OXYGEN selec- ONLY:
tor position.
A. T h e p a s s e n g e r m a s k s c a n n o t b e
C. The OXYGEN selector is in MAN- dropped automatically.
UAL DROP, regardless of altitude.
B. The passenger masks will not deploy
D. Both A and C automatically, but they can still be
dropped manually.
3. If DC power fails, placing the OXYGEN C. The passengers will still receive
selector in: oxygen if the cabin altitude is above
8,000 feet.
A. MANUAL DROP deploys the passen-
ger masks, regardless of the cabin al- D. Normal DC power is removed from the
titude. passenger mask door actuators, thus
preventing them from dropping the
B. MANUAL DROP deploys the passen-
masks.
ger masks only if 14,500 feet cabin al-
titude is exceeded.
C. CREW ONLY does not restrict oxy- 6. If normal DC power is lost with the
gen to the crew only if the cabin alti- oxygen selector in NORMAL:
tude is above 14,500 feet. A. The passenger masks will deploy im-
D. Any of the three operating positions mediately, regardless of the cabin
will not route oxygen to the altitude.
passengers—they have their own B. T h e p a s s e n g e r m a s k s c a n n o t b e
oxygen. dropped manually.
C. The oxygen pressure gage on the
copilot’s panel will be inoperative.
D. Automatic dropping of the passenger
masks will not occur.

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WALKAROUND
The following section is a pictorial walkaround. It shows each item
called out in the exterior power-off preflight inspection. The fold-
out pages at the beginning and the end of the walkaround section
should be unfolded before starting to read.
The general location photographs do not specify every checklist item.

However, each item is portrayed on the large-scale photographs
that follow.
FOR TRAINING PURPOSES ONLY WA-1

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CITATION CJ2 525A PILOT TRAINING MANUAL CITATION CJ2 525A PILOT TRAINING MANUAL
WALKAROUND
LEFT NOSE—CHECK
47
71
5 2 77 46
75
43
44
68
67 69 66
74 73
3 1 72 70
76
4 3. NOSE GEAR, DOORS, WHEEL, AND TIRE—CONDI-
TION AND SECURE
1. STATIC PORTS—CLEAR AND WARM
41 48 37
36
23 24
15 7 8 9 10 11
17
44 16
43 12 6
27
29
28 4. NOSEWHEEL CENTERING LOCK ASSEMBLY—DIS-
19 CONNECT LOCKING MECHANISM AND VERIFY FLY
(GREEN) PLACARD IS VISIBLE. (DO NOT TOW [RED]
35 AIRPLANE WITH NOSEWHEEL CENTERING LOCK
ASSEMBLY IN FLY [GREEN] POSITION.)
2. BAGGAGE DOOR—SECURED AND LOCKED
26 34
22 25 21 20 18 14 13
5. PITOT TUBE—CLEAR AND HOT

AVIONIC BAY LATCH—SECURE (FLUSH)
WA-2 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY

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RIGHT NOSE AND FUSELAGE RIGHT SIDE—CHECK
6. PITOT TUBE—CLEAR AND HOT 9. POWER BRAKE ACCUMULATOR CHARGE—LIGHT

AVIONIC BAY LATCH—SECURE GREEN ARC (IF SYSTEM NOT PRESSURIZED);
DARK GREEN ARC (OPERATING PRESSURE IF
BATTERY WAS TURNED ON AND CIRCUIT BREAKER
WAS IN DURING COCKPIT INSPECTION)
7. WINDSHIELD ALCOHOL RESERVOIR

SIGHT GAGE —FLUID VISIBLE 10. BRAKE FLUID RESERVOIR SIGHT
GAGES—FLUID VISIBLE
8. GEAR AND BRAKE PNEUMATIC 11. BAGGAGE DOOR—SECURED AND LOCKED

PRESSURE GAGE—GREEN ARC

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15. TOP ANTENNAS—CONDITION AND SECURE
12. OXYGEN BLOWOUT DISC—GREEN
16. STATIC PORTS—CLEAR AND WARM
13. OVERBOARD VENT LINES—CLEAR

ROSEMONT PROBE—CHECKED
17. ANGLE-OF-ATTACK VANE—FREE AND HOT,

ROTATES
14. BOTTOM ANTENNAS—CONDITION AND SECURE
WA-4 FOR TRAINING PURPOSES ONLY

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18. LANDING LIGHT—CONDITION
RIGHT WING—CHECK
19. WING WALKWAY LIGHTS (2)—CHECK
22. MAIN GEAR DOOR, WHEEL, AND TIRE—

CONDITION AND SECURE
20. WING LEADING EDGE VENT—CLEAR
23. ENGINE AIR INLET—CLEAR

ENGINE FAN DUCT AND FAN—CHECK FOR BENT
BLADES, NICKS, AND BLOCKAGE OF FAN STATORS
PYLON RAM-AIR SCOOPS—CLEAR
21. FUEL QUICK DRAINS (THREE PER SIDE)—DRAIN GENERATOR COOLING AIR INLET—CLEAR
AND CHECK FOR CONTAMINATION

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27. FUEL TANK VENT—CLEAR
24. CABIN ESCAPE HATCH—SECURE
28. FUEL FILLER CAP—SECURE
25. STALL STRIP—CONDITION (NO NICKS OR

DENTS), SECURE
HEATED LEADING EDGE—CONDITION
29. NAVIGATION AND STROBE LIGHTS—CHECK
26. HEATED LEADING EDGE EXHAUST—CLEAR

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30. STATIC WICKS—CHECK (THREE INSTALLED, ONE

MAY BE MISSING. NO MORE THAN TWO TOTAL
MISSING ON ENTIRE AIRPLANE.)
32. HYDRAULIC RESERVOIR—CHECK
31. AILERON, FLAP, AND SPEEDBRAKES—

CONDITION AND SECURE. ASSURE FLAP 33. AIR-CONDITIONING EXHAUST, LOWER ANTENNA,
POSITION MATCHES INDICATOR AND DRAINS—CONDITION AND CLEAR
RIGHT NACELLE—CHECK
35. GENERATOR COOLING AIR EXHAUST—CLEAR
34. ENGINE FLUID DRAIN AND TT2 INLET—CLEAR

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36. OIL FILTER DIFFERENTIAL PRESSURE 38. ENGINE EXHAUST AND BYPASS DUCTS—
INDICATOR—NOT EXTENDED CONDITION AND SECURE
37. OIL LEVEL—PUSH PANEL CHECK 39. THRUST ATTENUATOR—CONDITION AND SECURE
FILLER CAP AND ACCESS DOORS—SECURE
EMPENNAGE—TEST
40. VAPOR CYCLE COMPRESSOR COOLING INLET

(BEHIND RIGHT THRUST ATTENUATOR BUCKET
AND EXHAUST OPENING BELOW)—CLEAR
41. RIGHT HORIZONTAL STABILIZER DEICE 42. LEFT AND RIGHT HORIZONTAL STABILIZER,
BOOT—CONDITION ELEVATOR, AND TRIM TAB—CONDITION

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43. RUDDER AND TRIM TAB—SECURE AND CORRECT

SERVO TAB ACTION
46. VORTEX GENERATORS—CHECK
(FIVE ON EACH SIDE OF VERTICAL STABILIZER)
47. LEFT HORIZONTAL STABILIZER DEICE

BOOT—CONDITION
44. STATIC WICKS (RUDDER, BOTH ELEVATORS, AND

TAIL CONE)—CHECK (NINE INSTALLED, ONE MAY
BE MISSING. NO MORE THAN TWO TOTAL MISSING
ON ENTIRE AIRPLANE).
48. BEACON LIGHT—CHECK
45. TAIL NAVIGATION LIGHT—CHECK
49. TAIL FLOODLIGHTS (OPTIONAL)—CHECK

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AFT COMPARTMENT
50. FIRE BOTTLE PRESSURE GAGES—

CHECK PER PLACARD
53. AFT COMPARTMENT BAGGAGE—SECURE
51. J-BOX CIRCUIT BREAKERS—IN 54. AFT COMPARTMENT LIGHT—OFF
52. EQUIPMENT AND JUNCTION BOX

ACCESS DOORS—SECURE
55. AFT COMPARTMENT ACCESS

DOOR—SECURED AND LOCKED

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56. EXTERNAL POWER SERVICE DOOR—SECURE
57. BATTERY COOLING INTAKE AND

VENT LINES—CLEAR
LEFT NACELLE—CHECK
58. ENGINE EXHAUST AND BYPASS DUCTS—

CONDITION AND CLEAR
60. ENGINE FLUID DRAINS AND TT2 INLET—CLEAR
59. THRUST ATTENUATOR—CONDITION AND SECURE 61. GENERATOR COOLING AIR EXHAUST—CLEAR

62. OIL LEVEL—PUSH PANEL CHECK 63. OIL FILTER DIFFERENTIAL PRESSURE
FILLER CAP AND ACCESS DOORS—SECURE INDICATOR—NOT EXTENDED
LEFT WING—CHECK
66. NAVIGATION AND STROBE LIGHTS—CHECK
64. FLAPS, SPEEDBRAKE, AILERON, AND TRIM TAB—

CONDITION AND SECURE. ASSURE FLAP
POSITION MATCHES INDICATOR
65. STATIC WICKS—CHECK (THREE INSTALLED, ONE

MAY BE MISSING. NO MORE THAN TWO TOTAL 67. FUEL TANK VENT—CLEAR
MISSING ON ENTIRE AIRPLANE.)

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68. FUEL FILLER CAP—SECURE
71. ENGINE AIR INLET—CLEAR

PYLON RAM-AIR SCOOPS—CLEAR
ENGINE FAN DUCT AND FAN—CHECK FOR BENT
BLADES, NICKS, AND BLOCKAGE OF FAN STATORS
69. HEATED LEADING EDGE EXHAUST—

CONDITION, EXHAUST CLEAR
72. MAIN GEAR DOOR, WHEEL, AND TIRE—

CONDITION AND SECURE
70. STALL STRIP—CONDITION (NO NICKS OR DENTS),

SECURE
73. FUEL QUICK DRAINS—DRAIN AND CHECK FOR

CONTAMINATION (TWO AT WING CENTERLINE AND
ONE OUTSIDE THE MAIN LANDING GEAR)

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74. WING LEADING EDGE VENT—CLEAR
FUSELAGE LEFT SIDE—CHECK
75. WING INSPECTION LIGHT—CONDITION
77. CABIN DOOR SEALS (PRIMARY AND

SECONDARY)—CHECK FOR RIPS AND TEARS
76. LANDING LIGHT—CONDITION

45 48 42
49
46
39 38
43
40 32 33 31 30
42 45
45
45
62 58 59
55 43
56 63
66 68
44
61 60
56
69 65 67 50 51 52 53 54 55
64
57

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APPENDIX
CONTENTS
Page
ABBREVIATIONS AND ACRONYMS (COLLINS RELATED) ................................... APP-1
ANSWERS TO QUESTIONS .......................................................................................... APP-4
FOR TRAINING PURPOSES ONLY APP-i

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ABBREVIATIONS CHP—course heading panel
AND ACRONYMS CKP—course knob panel

(COLLINS RELATED) COM—communication
A CPA—closest point of approach
ADC—air data computer CPL—couple
ADI—attitude director indicator CPN—Collins part number
ADS—air data system CRS—course
AFD—adaptive flight display D

AFMS—Aircraft Flight Manual supplement DCP—display control panel
AGL—above ground level DCU—data concentrator unit
AHC—attitude/heading computer DG—directional gyro
AHRS—attitude/heading reference system DISC—disconnect
AHS—attitude heading system DH—decision height
ALT—altitude DTK—desired track
AMI—alpha-margin indicator DME—distance measuring equipment
AOA—angle of attack DR—dead reckoning
AP—autopilot
E
AP DISC—autopilot disconnect
ECU—external compensation unit
APP—autopilot panel
EFD—electronic flight display
ARP—air data reference panel
EFIS—electronic flight instrument system
ATC—air traffic control
EGPWS—enhanced ground proximity warn-
ing system
B
EHSI—electronic horizontal situation
BRG—bearing indicator
EIS—engine indicating system
C
ET—elapsed time
CAS—computed airspeed
ETA—estimated time of arrival
CAT II—operational performance category II
CDU—control display unit
FOR TRAINING PURPOSES ONLY APP-1

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F IOC—input/output concentrator
FCC—flight control computer in. hg.—inches of mercury
FCP—flight control panel IRS—inertial reference system
FCS—flight control system ISA—International Standard Atmosphere
FD—flight director ISS—impending stall speed
FDU—flux detector unit ITT—interstage turbine temperature
FGC—flight guidance computer K

FL—flight level KIAS—knots, indicated airspeed
FLC—flight level change KT—knots
FMC—flight management computer
L
FMS—flight management system
LDS—lightning detection system
G LOC—localizer
GA—go-around LSK—line select key
GPWS—ground proximity warning system
M
GS—glideslope
Mb—millibars
H MDA—minimum descent altitude
HGS—Head-Up Guidance System MDC—maintenance diagnostic computer
HSI—horizontal situation indicator MFD—multifunction display
I MSP—mode select panel
IAPS—integrated avionics processor system N

IAS—indicated airspeed Nav—navigation
ICC—integrated card cage NAVAID—navigational aid
IEC—IAPS environmental controller nm—nautical mile
ILS—instrument landing system
O
INC—inclinomenter
OT—other traffic
APP-2 FOR TRAINING PURPOSES ONLY

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P V
PAC—path attenuation compensation VHF—very high frequency
PFD—primary flight display VIR—VOR/ILS receiver
VNAV—vertical speed
R
VOR—VHF omnidirectional range
RA—radio altimeter or resolution advisory
VS—vertical speed
RAS—radio altimeter system or reference
approach speed VSR—vertical speed required
RSP—reversionary switching panel
W
RSS—radio sensor system
WPT—waypoint
RTA—receiver/transmitter/antenna
WX—weather
RTU—radio tuning unit
Y
S
YD—yaw damper
SAT—static air temperature
STBY—standby
T
TA—traffic advisory
TAS—true airspeed
TAT—total air temperature or true air
temperature
TCAS—traffic collision avoidance system
TERR—terrain
TFC—traffic
TRK—track, track angle
TTG—time to go
U
UTC—Universal time correlation

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

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6. A 6. C
7. B 7. A
8. C 8. B
9. C 9. D
10. C 10. A
11. B 11. A
12. B 12. B
13. A 13. D
14. D 14. C
15. B 15. A
16. D 16. B
17. C
18. C CJ2 FLIGHT
19. C MANAGEMENT
20. D SYSTEMS
CHAPTER 16
CHAPTER 15 1. C
1. B 2. B
2. C 3. A
3. A 4. D
4. B 5. D
5. A 6. D
6. D 7. A
7. B 8. D
8. C 9. C
9. B 10. D
10. B 11. B
11. B 12. D
12. A 13. C
13. A
14. C CHAPTER 17
15. A 1. C
2. D
CJ2 COLLINS 3. A
PRO LINE 21 4. B
EFIS 5. A
CHAPTER 16 6. D
1. C
2. A
3. B
4. C
5. D

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ANNUNCIATORS
The Annunciator section presents a color repre-
sentation of all the annunciator lights in the airplane.
Please unfold page ANN-3 to the right and leave

it open for ready reference as the annunciators
are cited in the text.
FOR TRAINING PURPOSES ONLY ANN-1

CITATION CJ2 525A PILOT TRAINING MANUAL CITATION CJ2 525A PILOT TRAINING MANUAL
V
I
F
BATT
O’TEMP
CABIN
ALT
OIL PRESS
WARN
FUEL
GAUGE
FUEL LOW
LEVEL
FUEL LOW
PRESS
FUEL FLTR
BYPASS
FUEL
BOOST ON
FUEL
TRANSFER DUAL PFD
A
Collins
L D
I
> 160° ----------------- L R L R L R L R L R L R ----------------- R Collins
E
ENGINE O
L
F/W EMERG WIS AIR P/S HTR ENG WING BLD AIR TAIL DEICE TAIL DEICE ENGINE
MASTER MASTER HDG 1/2 BANK B/C FLC ALT FIRE SHUT OFF PRESS ON O’HEAT OFF ANTI-ICE ANTI-ICE O’HEAT FAIL PRESS
FIRE HDG 1/2 BANK B/C FLC ALT
MASTER MASTER
WARNING CAUTION A L R FRESH
AIR
AOA HTR
FAIL L R L R L R L R AIR DUCT
O’HEAT L R WARNING CAUTION
F
RESET RESET U RESET RESET
A GEN AFT DOOR NOT FLAPS PWR BRK HYD FLOW HYD PRESS ATTEN ATTN STOW
D
I OFF J-BOX LOCKED > 35 LOW PRESS LOW ON UNLOCK SELECT
I
NAV APPR FD SPD CHG VS BOTTLE 1 O
L
DOOR ANTI-SKID SPD BRK GROUND
BOTTLE 2 NAV APPR FD SPD CHG VS
ARMED L R LMT CB ----------------- L R L R ARMED
SEAL INOP EXTEND IDLE
PUSH PUSH
AVIONICS
M877
DISPATCH N1 %RPM
CHRONOMETER
GNS-X GNS-X GNS-X KLN-900 ONE PFD ONE PFD RVSM
95.6 95.9
APPROACH S/X WAYPOINT WAYPOINT ON
GNS-X GNS-X GNS-X KLN-900
HEADING DR MESSAGE MESSAGE OUTER MIDDLE INNER
GMT LT FT ET L R
SELECT CONTROL 0
SEL CTL 9 1
FEET
DAVTRON
AUDIO
8 320 2
SPK/HPH 60,000 FT
RUDDER AUDIO ALT (18,288 M)
TEST BIAS HPH ONLY
7 hPa 3
IN HG
OFF 29 .92
ANNU
FIRE 6 4
WARN STD 5 BARO
ANTI LDG
SKID GEAR
OVER BATT AVIONICS
SPEED TEMP POWER
AOA STDBY
W/S TEMP GYRO ON
RUDDER
O
BIAS F
F ELT
ACTIVATED PULL
WHEN LIT USE STBY CHAN 25K
TEST OFF COMM 1 PULL
EMERGENCY USE ONLY
EMERGENCY USE ONLY

CHAN OFF TEST
FUEL BOOST ENGINE STATT IGNITION ON
FAN 1
L R L DISENGAGE R L R
ON ON
USE STBY CHAN PULL
25K
O COMM 2
F START ARM
TEST/RESET CHAN OFF
PULL
TEST
F DISG NOSE 0 SELECT ON
FAN 2
0 WAIT 1 SECOND
SELECT ARM
NORM NORM NORM NORM LH RH
SET ALT
FL EXER
AIR CONDITIONING
BARO
UNITS GEAR 0 00 AUTO
SET RATE COCKPIT VOICE
INCHES hPa UNLOCKED ALT O RECORDER
TERR GPWS FLAP GPWS F HOLD
NORM NORM G/S GPWS HG DEPRESSURIZE CABIN BEFORE LA F 5 SEC
TERR GPWS FLAP CANCELED TEST
INHIB OVRD FAN
COMPRESSOR FAN
TEST HEADSET ERASE
ON AFT FWD DEFOG
TCAS FAIL FLOOD HI
A
HI
O
H U F
I T F
DME O
ON ABOVE LOW LOW
NAV 1
DME SBY TST NORM FL
NAV 1 OFF BELOW ENGINE SYNC
PUSH TO TEST PUSH FOR FL OFF ON
FAN TURBINE CH
9.0 90
1 MUST BE M
OFF FOR H
NM KT MIN Z
TAKEOFF
AND K
BENDIX/KING
ENGAGE LANDING
H S
L R Z T
YD AP O
DN GPS APR GPS CRS
AP XFR HF USB
OBS VOL AM
OFF LSB
DME 1 DME 2 SQ
HOLD ON TEL
(A3J)
SELECTED DME
OFF UP TURB HF
Collins DISENGAGE
Figure ANN-1. Annunciators
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY ANN-3

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CITATION CJ2 525A

PILOT TRAINING MANUAL

FlightSafety International, Inc.

Orlando Learning Center

Farnborough Learning Center (2005)

Citation Learning Center

San Antonio Learning Center

Copyright © 2007 by FlightSafety International, Inc.

LIST OF EFFECTIVE PAGES

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Page *Revision Page *Revision

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

FOR TRAINING PURPOSES ONLY

Chapter 2 ELECTRICAL POWER SYSTEMS

Chapter 4 MASTER WARNING SYSTEM

Chapter 5 FUEL SYSTEM

Chapter 6 AUXILIARY POWER UNIT

Chapter 8 FIRE PROTECTION

Chapter 10 ICE AND RAIN PROTECTION

Chapter 11 AIR CONDITIONING

Chapter 13 HYDRAULIC POWER SYSTEMS

Chapter 14 LANDING GEAR AND BRAKES

Chapter 15 FLIGHT CONTROLS

Chapter 17 MISCELLANEOUS SYSTEMS

INSTRUMENT PANEL POSTER

CITATION CJ2 525A PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY 1-i

CITATION CJ2 525A PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY 1-iii

CITATION CJ2 525A PILOT TRAINING MANUAL

Structures Figure 1-2 shows a three-view drawing of the

Figure 1-1. Cessna Citation CJ2

1-2 FOR TRAINING PURPOSES ONLY

CITATION CJ2 525A PILOT TRAINING MANUAL

AILERON TRIM TAB

FIVE VORTEX POSITION LIGHT

Figure 1-2. Exterior Three-View Drawing

FOR TRAINING PURPOSES ONLY 1-3

WALL-TO-WALL 66.71 FT (20.33 M) CITATION CJ2 525A PILOT TRAINING MANUAL

Figure 1-3. Braking Taxi Turning Distance

0 20 40 60 80 100 120 140 160

Figure 1-4. Engine Hazard Areas

1-4 FOR TRAINING PURPOSES ONLY

CITATION CJ2 525A PILOT TRAINING MANUAL

Nose Section A pneumatic actuator on each door holds the

A manual light switch is located in the com-

Figure 1-6. Sight Gages

Figure 1-5. Baggage Door Microswitch

FOR TRAINING PURPOSES ONLY 1-5

CITATION CJ2 525A PILOT TRAINING MANUAL

Entrance Door and Emergency DOOR NOT

1-6 FOR TRAINING PURPOSES ONLY

CITATION CJ2 525A PILOT TRAINING MANUAL

Figure 1-9. Emergency Exit

An emergency exit, located on the aft right-

Page Revision Page Revision