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CITATION BRAVO
PILOT TRAINING MANUAL
VOLUME 2
AIRCRAFT SYSTEMS
Courses for the Cessna Citation Bravo Aircraft are taught at:
Cessna Learning Center
1851 Airport Rd.
P.O. Box 12323
Wichita, Kansas 67277
(316) 220-3100
(800) 488-3214
FAX (316) 220-3134
San Antonio Learning Center
San Antonio International Airport
9027 Airport Blvd.
San Antonio, Texas 78216-4806
(210) 248-0100
(800) 889-7917
FAX (210) 826-4008
Cessna Learning Center
4105 Bear Rd.
Orlando, Florida 32827-5001
(321) 281-3200
(800) 205-7494
FAX (321) 281-3299
F O R T R A I N I N G P U R P O S E S O N LY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturers pilot manuals and maintenance manuals. It is to be used for
familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict
between data provided herein and that in publications issued by the manufacturer or the
FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our training
program.
F O R T R A I N I N G P U R P O S E S O N LY
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CONTENTS
Chapter 1
Chapter 2
Chapter 3
Chapter 4
Chapter 5
Chapter 7
Chapter 8
Chapter 9
Chapter 10
Chapter 11
Chapter 12
Chapter 13
Chapter 14
Chapter 15
Chapter 16
Chapter 17
APPENDIX
AIRCRAFT GENERAL
ELECTRICAL POWER
LIGHTING
MASTER WARNING SYSTEM
FUEL SYSTEM
POWERPLANT
FIRE PROTECTION
PNEUMATICS
ICE AND RAIN PROTECTION
AIR CONDITIONING
PRESSURIZATION
HYDRAULIC POWER SYSTEMS
LANDING GEAR AND BRAKES
FLIGHT CONTROLS
AVIONICS
MISCELLANEOUS SYSTEMS
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CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-2
STRUCTURES ........................................................................................................................ 1-2
Nose Section .................................................................................................................... 1-2
Flight Compartment ......................................................................................................... 1-5
Entrance Door and Emergency Exit ................................................................................ 1-5
Cabin ................................................................................................................................ 1-8
Wing................................................................................................................................. 1-8
Tail Cone Compartment................................................................................................... 1-9
Empennage....................................................................................................................... 1-9
SYSTEMS ............................................................................................................................. 1-10
Electrical System ........................................................................................................... 1-10
Fuel System ................................................................................................................... 1-10
Engines........................................................................................................................... 1-10
Ice Protection ................................................................................................................. 1-10
Hydraulic System........................................................................................................... 1-10
Flight Controls ............................................................................................................... 1-10
Environmental Control................................................................................................... 1-11
Avionics ......................................................................................................................... 1-11
PUBLICATIONS................................................................................................................... 1-11
CITATION BRAVO SPECIFICATIONS .............................................................................. 1-12
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ILLUSTRATIONS
Figure
Title
Page
1-1
1-2
1-3
1-4
1-5
1-6
1-7
1-8
1-9
Entrance Door, Pins, Interior Handle and Latch Release ........................................ 1-7
1-10
1-11
1-12
1-13
1-14
1-15
1-16
Empennage............................................................................................................. 1-10
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CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems
installed in the Cessna Citation Bravo. 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 manufacturers maintenance or operating manuals. The material presented
has been prepared from current design data.
Chapter 1 covers the structural makeup of the airplane and gives an overview of the
systems.
An annunciator section in this manual displays all annunciator and other light indications and should be used for reference while reading this manual.
Review questions are contained at the end of most chapters. These questions are included
as a self-study aid, and the answers can be found in the back of the book.
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GENERAL
STRUCTURES
The Citation Bravo, UNs 0801 and subsequent, is certified in accordance with FAR
Part 25 airworthiness standards and utilizes
the fail-safe construction concept. It combines systems simplicity with ease of access
to reduce maintenance requirements. Low
takeoff and landing speeds are permitted operations at small airports. High bypass turbofan engines contribute to overall operating
efficiency and performance.
The Citation Bravo (Figure 1-1) is a pressurized low-wing monoplane. Two Pratt and
Whitney Aircraft of Canada Limited PW530A
turbofan engines are pylon mounted on the
rear fuselage.
The minimum crew requirements for operations in the Citation Bravo are one pilot and
one copilot. The pilot-in-command must have
a Citation type rating and meet the requirements of FAR 61.58 for two-pilot operation.
The copilot shall possess a multiengine rating
and meet the requirements of FAR 61.55.
NOSE SECTION
The nose section is an unpressurized area containing the avionics compartment, an equipment area, and a baggage storage area. The
avionics area is accessible through a removable
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51.70 FEET
13.10 FEET
ELEVATOR
TRIM TABS
19.00 FEET
SPEED BRAKE
(UPPER AND LOWER)
NAV/ANTI-COLLISION
EMERGENCY EXIT
EMERGENCY EXIT
(RIGHT SIDE ONLY)
CABIN DOOR
15.00 FEET
POSITION LIGHT
(WHITE)
18.50 FEET
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CURB TO CURB
25.01 FEET (7.623 M)
150
140
125
110
100
87
75
30
23
22
15
TEMPERATUREF
537.8 107
65
60
51
43
37
TEMPERATUREC
640
315
150
85
60
43
30
VELOCITYKNOTS
45 FEET
(13.71 M)
ET )
FE
35 .67 M
(10
30
18
27
36
45
54
64
73
210
240
DISTANCE IN METERS
60
90
120
150
180
DISTANCE IN FEET
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radome. The radome can be lifted off after releasing one quarter inch drive type lock on each
side of the forward nose baggage compartment
and one quarter inch drive lock ahead of the
pilots and copilots pitot tubes. The baggage
compartment has two swing-up doors hinged
at the upper edge. The nose baggage compartment has a capacity of 310 lbs.
FLIGHT COMPARTMENT
Two complete crew stations are provided with
dual controls, including control columns, adjustable rudder pedals, and brakes. There are
two fully-adjustable seats with seat belts and
shoulder harnesses (Figure 1-7).
The foul weather window on the pilots side
can be opened, as seen in Figure 1-8.
Figure 1-5. Baggage Door Lifters
(Pneumatically Opened)
CAUTION
The entrance door is secured in the closed position by 12 locking pins attached to a handle.
The handle linkage can be operated from the
inside or outside of the door. The exterior handle can be secured with a key lock for security.
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The lower forward locking pin activates a microswitch in the door warning circuit that illuminates the CABIN DOOR not locked
annunciator light whenever the door is not
closed and secured. The door also incorporates five indicator windows in the locking
system to show a visual closed-and-locked
condition (Figure 1-10). When the door is
closed and locked, the lower forward locking pin depresses a plunger. This opens a
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valve to allow bleed air to inflate the pneumatic cabin door seal, which is installed in
the door perimeter to prevent cabin pressure loss.
If the door seal loses inflation pressure, the
DOOR SEAL annunciator light illuminates.
Cabin pressurization will not be lost, as the
secondary seal (which is not inflatable) will
hold the cabin pressure.
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Figure 1-9. Entrance Door, Pins, Interior Handle and Latch Release
An emergency exit, located opposite the entrance door on the right side of the fuselage
(Figure 1-11), opens inboard. It is a plugtype door installation and has a provision for
inserting a locking pin to prevent unauthorized
entry while the airplane is on the ground. The
pilot must ensure this pin is removed prior to
flight. Both the cabin entrance door and emer-
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CABIN
STANDARD
OPTIONAL
10
10
WING
The wing is composed of all metal construction consisting of two wing panels attached
to two 30-inch wing stubs, which are part of
the fuselage carry-through structure.
Speedbrakes and flaps are installed on each
wing (Figure 1-13).
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EMPENNAGE
Figure 1-14. Wing Leading Edge
The empennage consists of a vertical stabilizer, horizontal stabilizers, and a dorsal fin
(Figure 1-16).
Pneumatic boots deice the leading edges of
the horizontal stabilizers and vertical stabilizer. The dorsal fin, attached to the top
side of the rear fuselage, has a ram-air duct
containing two NACA ducts which provide
air for use in the airplane air cycle machine
heat exchangers and the windshield bleedair heat exchanger.
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ICE PROTECTION
SYSTEMS
ELECTRICAL SYSTEM
The airplane DC buses are supplied from two
engine-driven starter-generators. Engine starting and secondary DC power is available from
either the battery or an external source. Two
static inverters provide AC power for avionics systems.
FUEL SYSTEM
The fuel system has two distinct, identical
halves. Each wing tank stores and supplies
fuel to its respective engine, but crossfeed capability is incorporated. All controls and indicators are located in the cockpit and cabin.
ENGINES
Two United Aircraft (Pratt and Whitney)
P W 5 3 0 A t u r b o fa n s , i n s t a l l e d o n py l o n s
mounted on the rear fuselage, produce 2,887
pounds of thrust each. Ice protection, fire detection, and extinguishing systems are incorporated. Target-type thrust reversers are
individually operated by conventional piggyback controls mounted on the throttles.
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HYDRAULIC SYSTEM
Engine-driven pumps supply hydraulic pressure for operation of the landing gear, speedbrakes, and thrust reversers through an open
center system. The main gears are equipped
with antiskid-controlled wheel brakes, operated hydraulically from a separate hydraulic
system. Pneumatic backup is available for
landing gear extension and braking.
FLIGHT CONTROLS
Primary flight control is accomplished
through conventional cable-operated surf a c e s . M a n u a l t r i m m i n g i s p r ov i d e d b y
aileron, elevator, and rudder tabs. The elevator trim is both mechanically and electrically
actuated. Hydraulically operated speedbrakes
are installed on the upper and lower wing
surfaces and electrically operated flaps are installed on the trailing edges. The rudder pedals mechanically control nosewheel steering.
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ENVIRONMENTAL CONTROL
Cabin pressurization utilizes bleed air from the
engines, which is conditioned by an air-cycle
machine. Temperature is controllable and the
system provides sufficient pressure to maintain sea level pressure up to an approximate
altitude of 25,000 feet, and approximately
8,000-feet cabin pressure at a cruise altitude
of 45,000 feet. These pressures are based on
a pressure differential of 8.9 psi. The oxygen
system supplies the cockpit through quickdonning masks and the cabin through dropout
masks automatically deployed in the event of
excessive cabin altitude.
AVIONICS
The standard avionics package includes dual
audio control panels (amplifiers), dual VHF
COMM transceivers, dual NAVs, dual remotely
mounted marker beacon receivers, dual DMEs,
dual transponders, ADF, automatic flight guidance system, dual electronic flight instrument
system (EFIS) (which is part of the flight guidance system), a GNS-X/LS flight management system with GPS capability, standby
horizontal situation indicator, a cockpit voice
recorder, a standby ADI/altimeter/airspeed
indicator, and weather radar. Included as part
of the automatic flight guidance system is altitude reporting. The vertical navigation
(VNAV) function is advisory and does not
couple to the autopilot/flight director. The
flight guidance system provides Category II
equipment capability. Optional equipment includes: traffic collision avoidance system
(TCAS I), a second ADF, a flight data recorder,
an emergency locator transmitter (ELT), the
Universal UNS-Csp, UNS-1K, UNS-1C, and
Honeywell FMZ are optional FMS.
The two COMMs, two NAVs, two transponders, and single DF receiver are mounted in a
stacked arrangement behind the consolidated
control panel located in the center instrument
panel. Two fans cool the communications rack;
fan 1 (internally located in the rack and composed of two units) and fan 2 (located beneath
the cockpit floor and providing cooling air
through ducts).
PUBLICATIONS
The FAA Approved Flight Manual (AFM) is a
required flight item. It contains the limitations, operating procedure, performance data
pertinent to takeoffs and landings, and weight
and balance data. It does not contain enroute
performance information. The AFM always
takes precedence over any other publication.
The Citation Operating Manual contains expanded descriptions of the airplane systems
and operating procedures. It contains enroute
flight planning information as well as some
takeoff and landing performance information.
The Cessna checklist contains abbreviated operating procedures and abbreviated performance data. If any doubt exists or if the checklist
does not cover the conditions, the AFM must
be consulted.
The Citation Weight and Balance Manual contains detailed information in the form of tables
and diagrams. However, it is not required to
be in the airplane as the basic empty weight
and moment and means of determining the
center-of-gravity location are all contained
in the AFM.
The Honeywell Primus 1000 Integrated
Avionics System for the Citation Bravo Manual
is a required flight item. It contains operating
procedures for use of the two Primary Flight
Displays and Display Controllers and the
Multifunction Display with MFD and Radar
Controllers. Complete operational procedures
for use of the Flight Directors Mode Panel
and Autopilot Controller are included.
The Allied Signal Aerospace Global Wulfsberg
GNS-X/LS Operators Manual is a required
flight item (if installed). It describes operational procedures for use of the Flight
Management System (FMS), its equipment, capabilities, and its operation. How to initialize,
select or build a flight plan, navigate using the
various navigation sources, such as: DME,
VOR, and GPS sensors, and optional AFIS
are also described in the Allied Signal
A e ro s p a c e G l o b a l Wu l f s b e rg G N S - X / L S
Operators Manual.
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Ceiling
45,000 feet (13,216 m) maximum certified; 27,750 feet (8,485 m single engine)
Airspeed Limit
V MO below 8,000 feet .................................................................................. 260 KIAS (482 km/hr)
V MO between 8,000 feet to 27,900 feet (2,438 m to 8,504 m) .............. 275 KIAS (510 km/hr)
M MO 27,900 feet (8,504 m) and above ............................................................................ 0.70 Mach
Rate of Climb
Single Engine .................................................................................................. 1,133 fpm (345 mpm)
Two Engine ...................................................................................................... 3,195 fpm (974 mpm)
Stall Speed
86 knots CAS (159 km/hr) in landing configuration at 13,500 lbs. (6,123 kg)
Pressurization
Normal pressure differential is 8.9 psi (61.4 kP)
Range (3%)
1,900 nautical miles (3,519 km) with four passengers and full fuel, and 45-minutes reserves
Engine
Pratt & Whitney PW530A
Takeoff Thrust .................................................................................................... 2,887 lbs (12.83 kN)
Bypass Ratio ................................................................................................................................ 1:3.24
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Outside Dimensions
Wing Span .................................................................................................................... 51.7 (15.90 m)
Overall Height .............................................................................................................. 15.0 (4.57 m)
Overall Length ............................................................................................................ 47.3 (14.39 m)
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CHAPTER 2
ELECTRICAL POWER
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL............................................................................................................................... 2-1
DC POWER............................................................................................................................. 2-2
Battery.............................................................................................................................. 2-2
Starter/Generators ............................................................................................................ 2-2
External Power................................................................................................................. 2-2
Distribution ...................................................................................................................... 2-4
Control ............................................................................................................................. 2-7
Monitoring ....................................................................................................................... 2-7
Protection ......................................................................................................................... 2-8
Operation.......................................................................................................................... 2-8
AC POWER........................................................................................................................... 2-10
General........................................................................................................................... 2-10
Control ........................................................................................................................... 2-10
Monitor and Test............................................................................................................ 2-11
Operation ....................................................................................................................... 2-12
LIMITATIONS ...................................................................................................................... 2-12
REVIEW QUESTIONS ........................................................................................................ 2-13
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ILLUSTRATIONS
Figure
Title
Page
2-1
2-2
2-3
2-4
2-5
2-6
2-7
AC Controls............................................................................................................ 2-11
TABLES
Table
Title
Page
2-1
2-2
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CHAPTER 2
ELECTRICAL POWER
G
EN PL
#1 IL
O
DC
#1 EN
G
FF
O
RV M
T
SE TE
#1 SYS
HO
T
T
BA
BA
ACEN
G
INTRODUCTION
This chapter provides a description of the electrical power system used on the Citation
Bravo. Included is information on the DC and AC systems. The DC system consists of
storage, generation, distribution, and system monitoring. The AC system consists of generation, distribution, and system monitoring. Provision is also made for a limited supply of power during emergency conditions in flight and connection of an external power
unit while on the ground.
GENERAL
Direct current provides the principal electric
power for the Citation Bravo. Two generators are the primary power sources; secondary sources consist of one battery and/or
external power. Normal distribution of DC
power is via three left and three right buses
connected by a tie bus (battery bus). This
arrangement allows either generator to power
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DC POWER
BATTERY
A standard 44 ampere-hour nickel-cadmium
battery provides 24-volt power (or optional 40ampere hour). The battery, located in the tail
cone compartment (Figure 2-1), is provided
with a manual quick-disconnect and is accessible through the tail cone door. The battery
is always connected to the hot battery bus. It
is susceptible to, and must be protected from,
overheat due to excessive charging. Therefore,
use of the battery is limited to three engine
starts per hour. During an external power start,
the battery is separated from its ground to prevent battery discharge during the start cycle.
Consequently, a start using an external power
unit is not considered a battery start. A battery
in good condition should supply power to all
buses for approximately 10 minutes. If only
the hot battery and emergency buses are powered, battery life should be approximately 30
minutes.
EXTERNAL POWER
An external power unit may be connected to
the airplane DC system through a receptacle
located in the fuselage below the left engine
nacelle (Figure 2-3). External power is connected to the hot battery bus. The battery
charges from the external power unit regardless of the battery switch position.
Before connecting an external power unit, the
voltage of the unit should be regulated to 28.0
volts, and the amperage output should be between 800 and 1,000 amperes.
STARTER/GENERATORS
Two engine-driven DC starter-generators,
one mounted on each engine accessory gearbox, are the primary source of power and
supply all DC buses. Each generator is air
cooled, rated at 30-volts DC, regulated to
28.5 volts, 400 amperes, and is capable of
50% overload to 600 amperes for two minutes.
2-2
Connecting the external power source energizes the external power relay, connecting
the external power source to the hot battery
bus. Placing the battery switch to the BATT
position energizes the battery relay, allowing
the DC external power to be connected to the
battery bus, and the left and right main buses.
The external power relay is deenergized to remove external power from the hot battery
bus when either generator power relay is
closed. This is to prevent the airplane generators and the EPU from applying power to the
airplane buses simultaneously.
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80 A
80
A
BATTERY BUS
LH
MAIN
LH MAIN
225 A
20 A
BATT
50
LH
POWER
GEN
RH MAIN
AMMETER
BATT
RELAY
225 A
AMMETER 50
EMERGENCY
RELAY
OFF
RH
POWER
GEN
OFF
OFF
EMER
28.5
GCU
28.5
28.5
GCU
20 A
RESET
LH
GEN
RH
GEN
FIELD
RELAY
BATTERY
DISCONNECT
RELAY
FIELD
RELAY
O'VOLT
BATT
RESET
EPU
NOTE
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DISTRIBUTION
Direct current is distributed throughout the
airplane by 10 buses (Figures 2-4). Located in
the main junction box in the tail cone compartment are two main DC buses, the battery bus,
and the hot battery bus. In the cockpit, at the
pilots circuit-breaker panels, are two main
extension buses, two crossover buses, and the
emergency buses.
The two main DC buses are normally powered
by the right and left generators and are tied together by the battery bus. They may also receive
power from the battery or an external power
unit (Figure 2-4).
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MASTER
WARNING
115 VAC 1
115 VAC 2
RESET
26 VAC 1
26 VAC 2
AC
FAIL
INVERTER
FAIL
1
INV 1
N
O
R
M
INVERTER #1
INVERTER #2
INV 2
PILOTS CB PANEL
COPILOTS CB PANEL
EMER
EMER
RH X OVER
LH X OVER
35 A
10 A
35 A
10 A
LH MAIN EXT
RH MAIN EXT
CIRCUIT BREAKERS
75 A
75 A
CURRENT LIMITERS
80 A
80 A
BATTERY BUS
LH
MAIN
LH MAIN
225 A
50
BATT
RH MAIN
20 A
225 A
AMMETER
AMMETER
50
EMERGENCY
RELAY
LH
POWER
RELAY
GEN
OFF
OFF
BATT
RELAY
RH
POWER
RELAY
GEN
OFF
EMER
28.5 VOLTMETER
GCU
VOLTMETER 28.5
28.5
GCU
20 A
RESET
LH
GEN
HOT
BUS
BATTBUS
HOTBATT
START
RELAY
START
RELAY
QUICK
DISCONNECT
FIELD
RELAY
OVOLT RELAY
RH
GEN
RESET
FIELD
RELAY
BATT
BATTERY DISCONNECT
RELAY
EPU
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CONTROL
Control of the DC power system is maintained
with a battery switch and two generator
switches (Figure 2-6). The battery switch has
three positions: BATT, OFF, and EMER. With
the switch in the OFF position, the hot battery
bus is isolated from all other buses in the system and the emergency buses are connected to
the battery bus. The battery switch in the BATT
position closes the battery relay completing
circuits to the battery bus. In the EMER position, only the emergency relay is energized,
connecting the emergency buses to the hot
battery bus. The buses are now powered by the
battery or by external power. When external
power is not applied to the airplane and the
generators are on the line, placing the battery
switch in EMER or OFF isolates the battery
from any charging source without the loss of
power to any buses.
MONITORING
The DC electrical system is monitored by a
voltmeter, two ammeters, two GEN OFF
LH/RH annunciator warning lights, a BATT
OTEMP warning light, and a battery temperature gauge.
When illuminated, an amber GEN OFF LR
annunciator light and master caution lights
indicates an open power relay. If both annunciator lights are illuminated, the MASTER
WARNING lights flash and the MASTER
CAUTION lights illuminate steady.
A voltmeter selector switch permits monitoring
of voltage on the hot battery bus or from a point
between each generator and its power relay.
The selector is spring loaded to the BATT position and indicates hot battery bus voltage. The
voltmeter indicates the highest voltage of the
source connected to the point being monitored.
When one generator is on the line and the voltmeter selector is in either BATT or the corresponding generator position, the voltmeter reads
the generators voltage. If the voltmeter selector switch is moved to LH or RH GEN position
with the selected generator off, it indicates only
the voltage output of the selected generator.
The voltmeter gauge will not indicate voltage
when the battery switch is OFF.
The ammeters read the current flow from the individual generators to the main DC bus and,
during normal operation, the indication should
be approximately equal ( 10% of total load).
Amperage in the circuit between the starter/generator and the hot battery bus during engine
starts is not indicated on the ammeter gauges.
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PROTECTION
Two generator control units (GCUs) regulate,
protect, and parallel the generators. Each unit
controls a power relay which connects the
generator to its main DC bus. The GCU permits the relay to close when the cockpit generator switch is GEN and the generator output
equals (within .3 volts) or exceeds system
voltage. A field relay, located in the generator control unit, allows or prevents field excitation within the generator. When an internal
feeder fault (short circuit) or an overvoltage
is sensed, the field relay opens. The field relay
also opens when the engine fire switch is activated. A reverse current (10% of total load)
or under voltage opens the power relay.
The circuits between each main DC bus and
its extension bus are protected by three 75-ampere circuit breakers in parallel on the corresponding cockpit circuit-breaker panel. A
35-ampere circuit breaker on each extension
bus provides protection between the extension
bus and the crossover bus on the opposite circuit-breaker panel. Various other circuit breakers and current limiters on the main buses in
the tail cone protect against overload.
Between each main DC bus and the battery bus,
a 225-ampere current limiter (fuse) protects
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the system against overloading. Loss of either current limiter causes the system to split
and become two independent systems (right
and left). When one generator power relay is
closed, it is necessary to protect the 225-ampere current limiter from the high amperage
required to start the opposite engine (generator assisted start). To provide this protection,
a battery disable relay causes the battery relay
to open the circuit between the battery bus
and the hot battery bus during the engine start
sequence.
When an external power unit is utilized for engine start, the battery disconnect relay opens
when the start is initiated and removes the
battery ground. This ensures the battery is not
utilized for starting power, and consequently,
battery start limitations do not apply.
Should an external power units output be excessive, an overvoltage sensor opens the external power relay and breaks the circuit to the hot
battery bus. If a generator is brought on line, external power disable relays disconnect the external power unit from the hot battery bus when
the power relay closes protecting the generators.
There is no built-in reverse current protection
between the hot battery bus and the EPU.
CAUTION
Some external power units do not
have reverse current protection. If
the unit is turned off while connected
to the airplane, rapid discharge and
damage to the battery can result.
Always disconnect the EPU from the
airplane when not in use.
OPERATION
Normal
During the interior preflight, the generator
switches should be placed to GEN if battery
starts are intended or OFF if external power
is to be used. The battery switch should be
placed to BATT and the voltmeter checked
for 24 volts minimum.
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After checking lights and pitot heat, the battery switch should be turned to OFF. During
the exterior preflight, the battery should be visually checked for signs of deterioration or corrosion. External power should not be connected
until these checks are complete.
Before starting the engines, the generator
switches should be rechecked for proper position and battery voltage verified. The battery
switch must be in the BATT position in order
to allow power from the main DC extension
bus (L/R start CBs) to close the start relay
when the start button is depressed. Depressing
the start button also activates the electric fuel
boost pump, arms the ignition, and activates
the engine instrument floodlight.
Closure of the start relay, indicated by illumination of the light in the start button, connects
hot battery bus power to the starter for engine
rotation. Between 8 and 10% turbine rpm (N 2),
the throttle should be brought from cutoff to
idle. Fuel flow commences, as observed, by
increasing LCD display, and ignition is activated by a throttle switch. A green light indicates current to the exciter box. Within 10
seconds, combustion should occur as evidenced
by rising ITT. As the engine accelerates and
reaches approximately 38% (N 2 ), the start sequence automatically terminates. The electric
boost pump and ignition deactivate, the start
relay opens, and the engine instrument floodlight goes out. A speed sensing switch on the
starter/generator terminates the start sequence.
The starter/generator reverts to generator operation, and the GCU allows the generator to come
online after start termination as the generator
output equals or exceeds system voltage.
For a subsequent engine start on the ground,
the operating generator assists the battery in
providing current to the starter. The operating engine GRD IDLE switch must be in the
HIGH position. As soon as the second start
button is pressed, the battery relay will open
disconnecting the hot battery bus from the
battery bus. This protects the 225-amp current
Abnormal
Battery overheat can result from an excessive
amount and rate of charge or discharge and internal battery damage may occur. The greatest
damage which can result from a battery overheat lies in the possibility of a thermal runaway
heating, in which internal failures cause the
heat to continue building out of control.
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fault lights may indicate a GCU fault, overvoltage, a ground fault, or a system problem.
It self tests all LEDs at power-up. Flashing
LEDs can be extinguished by resetting the appropriate generator switch three times within
three seconds if no faults exist.
Failure of a 225-ampere current limiter after
start can be detected during the generator
check accomplished after engine start. When
one generator switch is placed to OFF, the
other generator should pick up the entire
system load as indicated on the ammeter. If
this does not occur, a failed current limiter
could be the cause. If this is the case, when
the generator on the side with the failed limiter is selected to OFF, the buses on that side
lose power. This is most easily detected by
observing the engine instruments (OFF flags
or dashes) and a steady MASTER WARNING
light on the side of the failed current limiter.
The airplane should not be flown in this condition. If the current limiter has failed prior
to start, the engine start circuit on the side
with the failed limiter is not powered (because of loss of DC power to the extension
bus), thus preventing that engine from being
started until the limiter is replaced.
AC POWER
GENERAL
The alternating current system consists of
two 250-volt AC static inverters that convert
main DC electrical power to AC power. The
AC system is a dual split bus system that
consists of two separate 115-volt and 26-volt
AC bus systems. Each set of buses is normally powered by its corresponding inverter;
however, either inverter can power all four AC
buses if required.
CONTROL
Two avionics power switches, one labeled INV
1NORMINV 2 and one labeled ONOFF are
located on the pilots switch panel (Figure 2-7).
Placing the two position ONOFF switch ON
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AVIONIC POWER
INV1
ON
INV2
OFF
N
O
R
M
1. IF ANY OF THE FOUR AC BUSES ARE LOST, NEITHER THE AUTOPILOT NOR THE FLIGHT DIRECTOR CAN BE USED.
NOTE
The AC FAIL annunciator will not
illuminate during a single inverter
failure.
2. NO AC BUS SUBPANEL.
NOTE
The autopilot and the flight directors will not operate if any of the
four AC buses are lost.
Test
The AC system may be tested by placing the
left switch from NORM to INV 1 which disables inverter No. 2, illuminating INVTR
FAIL 2 annunciator flashing and illuminating the MASTER CAUTION lights steady.
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OPERATION
Normal
The avionics switch is placed ON, and the inverter switch in NORM to power up both inverters and all AC and DC avionics equipment.
The avionics switch should be turned OFF
prior to engine start and prior to engine shutdown. The inverters and avionics systems are
tested during the BEFORE TAXIING checklist after all avionics systems are powered up
and the gyros have erected.
Abnormal
In the event of a failure in the AC system,
check the INVERTER circuit breakers on
both circuit breaker panels (Figure 2-5), and
LIMITATIONS
The battery and starter cycle limitations are
shown in Table 2-2.
Continuous ground operation of the generator
above 315 amperes is prohibited. If the BATT
OTEMP light illuminates during ground operation, do not takeoff until proper maintenance procedures have been accomplished.
Battery
LIMITATION
Three engine starts per 30 minutes. Three cycles of operation with a 30-second rest
period between cycles is permitted.
Three engine starts per hour. See notes 2 and 3.
AIRPLANE BATTERY
If the BATT OTEMP light illuminates during ground operation, do not takeoff until after the proper maintenance
procedures have been accomplished.
* This limitation is independent of starter power source (i.e., battery, generator assisted cross start, or external power unit).
NOTES:
1. If battery limitation is exceeded, a deep cycle, including a capacity check, must be accomplished to detect possible cell damage.
Refer to Chapter 24 of the MAINTENANCE MANUAL.
2. Three generator-assisted starts are equal to one battery start.
3. If an external power unit is used for start, no battery cycle is counted.
4. Use of an external power source with voltage in excess of 28 VDC or current in excess of 1,000 amps may damage the starter.
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REVIEW QUESTIONS
1. A good battery should supply power to the
hot battery bus and the emergency bus
for approximately:
A.
B.
C.
D.
A.
B.
C.
D.
2 hours
1 hour
30 minutes
10 minutes
A power-off DC source
An emergency power source
An extension bus
A generator tie bus
OFF
BATT
EMER
Both A and C
ENGINE START
STARTER DISENGAGE
LH START
RH START
Battery bus
Left main bus
Hot battery bus
Right main bus
6. If the generators are off line, the voltmeter reads battery voltage when the battery switch is in:
OFF
BATT
EMER
Both B and C
Starting is complete
Opening of the start relay
Closing of the start relay
Generator disconnect
9. If battery starts are intended, the generator switches should be placed to:
A.
B.
C.
D.
OFF
GEN
RESET
ON
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CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL............................................................................................................................... 3-1
INTERIOR LIGHTING .......................................................................................................... 3-2
Cockpit Lighting .............................................................................................................. 3-2
Compartment Lighting..................................................................................................... 3-3
Emergency Lighting......................................................................................................... 3-4
Baggage Compartment Lighting...................................................................................... 3-4
EXTERIOR LIGHTING ......................................................................................................... 3-6
Navigation Lights............................................................................................................. 3-7
Anticollision Lights ......................................................................................................... 3-7
Landing, Recognition and Taxi Lights ............................................................................ 3-7
Wing Inspection Light ..................................................................................................... 3-8
Tail Floodlights ................................................................................................................ 3-8
REVIEW QUESTIONS .......................................................................................................... 3-9
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ILLUSTRATIONS
Figure
Title
Page
3-1
3-2
3-3
3-4
3-5
3-6
3-7
3-8
3-9
3-10
3-11
3-12
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CHAPTER 3
LIGHTING
EXIT
INTRODUCTION
Lighting on the Citation Bravo is used to illuminate the cockpit area and all flight instruments. The majority of the instruments are internally lighted. For general illumination, floodlights are used and a map light is conveniently located for both the pilot and
copilot position. Standard passenger advisory lights are available for the cabin area, and
emergency lights are available to illuminate the exits in the event of an emergency. Exterior
lighting consists of navigation, anticollision, landing, taxi, wing inspection, and rotating beacon lights, and optional tail floodlights.
GENERAL
Airplane lighting is divided into interior and
exterior lighting. Interior lighting is further divided into cockpit, cabin, and emergency lighting. Cockpit lighting consists of instrument
panel lights, floodlights, and map lights. Cabin
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INTERIOR LIGHTING
Interior lighting is provided for the cockpit
cabin, and tail cone area. Instruments are internally lighted. Switch functions are designated by electroluminescent panels. All lights
except the overhead and instrument floodlights are controlled by a master switch and are
adjusted by rheostats (Figure 3-1). The
rheostats are labeled LEFT, CENTER, RIGHT,
and EL. The LEFT rheostat controls lighting
intensity of the instruments on the pilots panel
except the pilots primary flight display (PFD)
screen. The CENTER rheostat controls the
intensity on the tilt and center panel instruments except for the multifunction display
(MFD) screen. The rheostat labeled EL controls all electroluminescent lighting.
Clockwise rotation increases light intensity.
Turning the PANEL LIGHT CONTROL master switch to ON dims the annunciator panel,
ignition, and landing gear lights, illuminates
the STARTER DISENGAGE button, and powers the control rheostats. The LEFT, CENTER, RIGHT, and EL knobs are deenergized
with a loss of main DC electrical or if the
PANEL LIGHT CONTROL master switch is
OFF. Two overhead floodlights and the engine instrument floodlight under the engine fire
tray, provide additional cockpit lighting or
emergency cockpit lighting from the emergency DC bus. Intensity is controlled by the
FLOOD LTS rheostat located to the left of the
PANEL LIGHT master switch.
Indirect fluorescent lighting, moon light recessed under the forward portion of the instrument panel glare shield is controlled by a
rheostat mounted on the forward portion of the
pilots armrest directly above the map light
rheostat.
In case of a loss of main DC electrical power,
e m e rg e n c y l i g h t i n g i s p r o v i d e d f o r t h e
Secondary Flight Display (Meggitt EFIS) or
standby Gyro Display, Standby HSI and the left
and right fan RPM (N 1 ) engine gauges from
the standby battery that operates the Meggitt
EFIS or standby Gyro Display (provided the
STBY GYRO switch is on (Figure 3-1).
3-2
COCKPIT LIGHTING
Cockpit Floodlights
Two cockpit floodlights located overhead,
near the center of the flight compartment, provide cockpit lighting and emergency lighting
for the instrument panel. Control is accomplished with the FLOOD LTS rheostat.
An engine instrument floodlight is located
under the fire warning panel on the glareshield.
The light operates when either engine is in
the start cycle or when the FLOOD LTS switch
is turned on. Cockpit floodlight power is supplied by the emergency DC bus through the
FLOOD circuit breaker on the copilots circuitbreaker panel.
Map Lights
Map lights are located on the left and right forward overhead panel. The map lights intensity
is controlled by rheostats located on the forward
side of the left and right side consoles.
Electrical power to operate the map lights is
routed from the right DC crossover bus for both
the pilot and copilot through the RH PANEL circuit breaker on the pilots circuit-breaker panel.
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COMPARTMENT LIGHTING
The passenger compartment lighting includes
all cabin lights, utility lights, and the lighted
signs. Indirect fluorescent lights, passenger
reading lights, and aft cabin compartment
lights are mounted overhead.
The indirect fluorescent light system consists
of a touch-pad switch, inverters, control units,
and fluorescent bulbs.
Indirect fluorescent lights are controlled by
a B RT OV R H D D I M t o u c h - p a d s w i t c h
mounted on a switch panel just forward and
above the entrance door hinge (Figure 3-3).
When the switch is placed to BRIGHT, power
is supplied through two control units to the
bulbs, which illuminate bright. If the light
switch is in the DIM position, 28 VDC is applied to the system, and the lights automatically illuminate bright for approximately
three seconds, then go to dim. The power to
operate the lights is routed from the left main
DC bus through the INDIRECT LIGHT circuit breaker on the power junction box in the
tail cone.
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NOTE
It is recommended ground operation
of the fluorescent lights be limited to
the bright position until the engines
have been started or until 28 VDC is
continuously available to the lighting system. For engine battery starts,
where system voltage drops below
24 VDC, operate the lights in the
bright position only, until the engines are started.
The passenger reading and cabin compartment lights are mounted in the overhead
console. The passenger reading lights adjust
fore and aft, and each is controlled by an integrally mounted switch. The entrance, emergency exit, and aft cabin compartment lights
do not have integrally mounted switches and
are not directionally controllable. They are
controlled from the touch-pad switch located on the forward side of the main cabin
entrance door and are powered from the hot
battery bus (Figure 3-3).
Lighted advisory signs are molded into the
forward and aft cabin ceiling areas. The lights
are controlled by the pass safety/seat belt
switch on the pilots switch panel and inform
passengers when smoking is prohibited and
when to fasten seat belts. The switch has three
positions: PASS SAFETYOFFSEAT BELT.
In PASS SAFETY position, both the NO
SMOKING and FASTEN SEAT BELT portions of the sign are illuminated. In SEAT
BELT position only the FASTEN SEAT BELT
portion of the sign is illuminated. In OFF position, the sign is extinguished. Safety chimes
operate in conjunction with the sign to alert
the passengers when smoking is prohibited or
when to fasten seat belts.
EMERGENCY LIGHTING
Emergency lighting is a separate and independent system used to provide illumination in case of primary electrical power
failure or abnormal conditions. The emergency lighting consists of a battery pack, an
3-4
inertia switch, and single lights that respectively illuminate the cabin entrance and the
emergency exit.
The emergency battery pack consists of 20
nickel-cadmium cells in a box. Each cell has
a nominal voltage of 1.28 volts. The inertia
switch is mounted near the emergency battery box located above the forward cabin headliner. A force of 5 g actuates the inertia switch
and turns on the floodlights above the entry
door and above the emergency exit. The emergency battery is connected to the hot battery
bus and is charged by the main DC system
with the generators on line.
For normal entry and exit from the airplane,
the floodlights over the entry and emergency exit
doors and the aft baggage compartment light are
operated from the hot battery bus by a touch pad
switch at the cabin door. For in-flight use of
emergency lighting, the passenger advisory
switch on the instrument panel operates the
emergency exit and main cabin entrance lights
when the switch is in the PASS SAFETY position. Electrical power is supplied from the hot
battery bus or the emergency battery pack. The
engine instrument floodlight mounted on the underside of the engine fire warning tray illuminates full bright during engine start as a test of
the emergency battery pack. At all other times,
the engine instrument floodlight is powered by
the emergency bus, and controlled through the
cockpit floodlight rheostat.
BAGGAGE COMPARTMENT
LIGHTING
Baggage compartment lighting includes the tail
cone compartment light and the nose baggage
compartment light. They are wired directly
to the hot battery bus and consequently do not
require the battery switch to be turned on for
operation.
Tail Cone
The microswitch installed in the tail cone access door frame is designed to remove 28 VDC
from the lights regardless of the manual toggle
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EXTERIOR LIGHTING
The exterior lighting system consists of navigation, anticollision, landing, taxi, wing
inspection, and recognition lights, and optional tail floodlights. The exterior light
system provides necessary illumination for
WING INSPECTION LIGHT
BEACON
TAIL
FLOODLIGHTS
TAXI
LIGHTS
BEACON
NAVIGATION
LIGHT
NAVIGATION LIGHT
ANTICOLLISION LIGHT
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ANTICOLLISION
LIGHT
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NAVIGATION LIGHTS
A green navigation light is installed in the
right wingtip, a red on the left, and a white on
the tip of the tail cone (Figure 3-8).
The navigation lights are controlled with a
NAV ONOFF switch located on the pilots instrument panel.
ANTICOLLISION LIGHTS
The anticollision lights are strobe lights
mounted in each wingtip (Figure 3-8) and are
controlled with the ANTI COLL ONOFF
light switch located on the pilots instrument
panel. The switch furnishes 28-volts DC power
to the anticollision light power supplies. Each
light has its own AC power supply. When DC
power is supplied to the lighting inverters,
they supply a pulsating current to the anticollision strobe lights and cause them to flash.
The beacon light is a red rotating beacon
mounted on top of the vertical stabilizer
(Figure 3-9). Control is with the BEACON
switch located on the instrument panel.
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3-8
TAIL FLOODLIGHTS
The optional tail floodlights are also known
as identification lights, logo lights, or tell tale
lights. The floodlights are fixed-position lights
located on the left and right horizontal stabilizers. The floodlights are used primarily for
additional airplane visibility.
The TAIL FLOODOFF switch (Figure 3-7)
controls these lights. The light assemblies, one
installed on the top side of each horizontal stabilizer, illuminate the vertical stabilizer.
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REVIEW QUESTIONS
1. The lighting rheostat labeled LEFT
controls:
A.
B.
C.
D.
LEFT.
CENTER.
RIGHT.
EL.
4. T h e m a p l i g h t s a r e c o n t r o l l e d w i t h
rheostats located on:
A. The center pedestal.
B. The pilot and copilot instrument
panels.
C. The overhead lights panel.
D. The pilot and copilot side armrests.
5. When the indirect fluorescent lights are
turned on and positioned to DIM, the
lights illuminate:
A.
B.
C.
D.
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CHAPTER 4
MASTER WARNING SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL............................................................................................................................... 4-1
ANNUNCIATOR PANEL....................................................................................................... 4-2
Master Warning Lights (Red) ......................................................................................... 4-2
Master Caution Lights (Amber)....................................................................................... 4-2
INTENSITY CONTROL......................................................................................................... 4-2
TEST FUNCTION .................................................................................................................. 4-3
ILLUMINATION CAUSES .................................................................................................... 4-4
AUDIO WARNING SYSTEM ................................................................................................ 4-4
REVIEW QUESTIONS .......................................................................................................... 4-7
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ILLUSTRATIONS
Figure
4-1
Title
Page
TABLES
Table
Title
Page
4-1
4-2
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CHAPTER 4
MASTER WARNING SYSTEMS
TEST
INTRODUCTION
The master warning system on the Citation Bravo provides a warning of airplane equipment malfunctions, indication of an unsafe operating condition requiring immediate attention, and indication that some specific systems are in operation.
GENERAL
The master warning and master caution annunciator panel light system consist of two
master warning light switches and two master caution light switches, and an annunciator panel light cluster which provides a visual
indication to the pilots of certain conditions
and/or functions of selected systems. The
annunciator panel has individual segments
that illuminate to indicate an individual system fault/operation. Annunciator lights are
classified as WARNING, CAUTION, and
ADVISORY. The annunciator panel, engine
fire warning/suppression, and thrust reverser
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ANNUNCIATOR PANEL
The annunciator panel is located in the center
of the glareshield and contains a cluster of warning/caution/advisory lights. Burned out bulbs
can be replaced by pushing in the light assemblies to the left and right of the failed bulb; then
use a tool to remove the assembly with the
burned out bulb. The annunciator lights operate in conjunction with the master warning and
master caution lights. When a system malfunctions, the associated annunciator light illuminates until the condition/malfunction is
corrected.
4-2
INTENSITY CONTROL
The annunciator panel lights will dim automatically when the PANEL LIGHT CONTROL
toggle switch is placed in the ON position.
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TEST FUNCTION
TEST
OFF
ANNU
AVN
SPARE
FIRE
WARN
LDG
GEAR
BATT
TEMP
ANTI
AOA
SKID
OVER
T/REV
SPEED W/S TEMP
INDICATION
OFF
FIRE
WARN
LDG
GEAR
BATT
TEMP
AOA
T/REV
W/S
TEMP
OVER
SPEED
SWITCH
POSITION
ANTISKID
INDICATION
Initiates a self test in the antiskid system.
ANTISKID INOP will flash and the MASTER
CAUTION
will
illuminate
steady
for
approximately six seconds. If the system checks
operational, both the ANTISKID INOP and
MASTER CAUTION will extinguish. If the system
does not check operational, the light will remain
illuminated.
AVN
ANNU
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ILLUMINATION CAUSES
Table 4-2 shows each annunciator light placard, color, and cause for illumination.
AUDIO WARNING
SYSTEM
Various audio warnings are incorporated
into airplane systems that warn of specific
CAB ALT
10 K
AC
FAIL
LO OIL
PRESS
L
FUEL
BOOST
L
OIL FLTR
BP
LO FUEL
LEVEL
L
4-4
LO FUEL
PRESS
FUEL
FLTR BP
filter
R
AMBERFlashes when the fuel filter
impending bypass switch activates.
FUEL
GAUGE
L
L
L
FIRE DET
SYS
L
GEN
OFF
L
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INVTR
FAIL
1
LO BRK
PRESS
ANTI SKID
INOP
EMER
PRESS
SPD BRK
EXTEND
sets
of
BAGG
DOOR
L
CABIN
DOOR
AFT BAG
DOOR
AP PITCH
MISTRIM
AP ROLL
MISTRIM
CHECK
PFD 1
Or
LO HYD
FLOW
L
LO HYD
LEVEL
HYD
PRESS
ENG
VIB
L
DOOR
SEAL
BLD AIR
GND
CHECK
PFD 2
NOSE AVN
FAN
GROUND
IDLE
TAS HTR
FAIL
F/W
SHUTOFF
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STBY P/S
HTR
AOA HTR
FAIL
P/S
HTR
L
ENG
ANTICE
L
4-6
WS AIR
OHEAT
SURFACE
DEICE
AIR DCT
OHEAT
ACM
OPRESS
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REVIEW QUESTIONS
1. An annunciator panel light will extinguish:
A.
B.
C.
D.
When pressed.
Upon landing.
When the malfunction is corrected.
If the master warning system is reset
under all conditions.
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CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL............................................................................................................................... 5-1
DESCRIPTION AND OPERATION ...................................................................................... 5-2
Fuel Storage ..................................................................................................................... 5-2
Major Components........................................................................................................... 5-2
Shutoff Valves .................................................................................................................. 5-3
Controls............................................................................................................................ 5-4
Indicating System............................................................................................................. 5-4
Annunciator Lights .......................................................................................................... 5-5
Operation.......................................................................................................................... 5-5
Crossfeed.......................................................................................................................... 5-7
FUEL SERVICING ................................................................................................................. 5-9
General ............................................................................................................................. 5-9
Safety Precautions............................................................................................................ 5-9
Refueling.......................................................................................................................... 5-9
FUEL LIMITATIONS ............................................................................................................. 5-9
REVIEW QUESTIONS ........................................................................................................ 5-11
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ILLUSTRATIONS
Figure
Title
Page
5-1
5-2
5-3
5-4
5-5
5-6
5-7
5-8
5-9
TABLES
Tables
5-1
Title
Page
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CHAPTER 5
FUEL SYSTEM
4
MAIN
FUEL
2
LBS X 100
0
10
INTRODUCTION
This chapter describes the Citation Bravo fuel system. Each wing contains a fuel tank that
normally supplies its respective engine; however, fuel crossfeed capability is provided.
GENERAL
Two tanks, each wing a wet wing, provide
fuel for the engines. Fuel flow to the engines
is accomplished with electrically driven boost
pumps and an ejector pump, which are in each
tank The system is controlled by switches and
a selector on the pilots instrument panel, and
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DESCRIPTION AND
OPERATION
FUEL STORAGE
Tanks
The wet wing fuel tank in each wing is an
integral part of the wing structure, which is
sealed to contain fuel. Each tank includes all
the wing area forward of the rear spar, except
the main gear wheel well. Holes in spars and
ribs permit fuel movement within the tanks;
however, baffles in the outboard ribs prevent
rapid movement of fuel outboard during winglow attitudes. Each tank includes a vent system, fuel quantity probes, a filler cap, sump
drains, ejector pumps, and an electrically
driven boost pump. Combined usable fuel
quantity of both tanks is 4,860 pounds (720
U.S. gallons).
Drain Valves
Five fuel quick-drain valves are provided for
each tank. Figure 5-2 shows typical drain locations on the lower side of the left wing.
Locations for the right wing are identical.
The drains are used to remove moisture and
sediment from the fuel and to drain residual
fuel for maintenance. Each drain contains a
spring-loaded poppet that can be unseated for
fuel drainage (Figure 5-3).
Tank Vents
A vent system is installed in each wing to
maintain positive internal tank pressures
within the structural limitations of the wing.
It also permits overflow of fuel due to thermal
expansion and equalization of pressure within
the tank as fuel is consumed. The vent (Figure
5-1) is anti-iced by design.
LOWER SURFACE
OF LEFT WING
DRAIN
VALVES
MAJOR COMPONENTS
Boost Pumps
Tank Filler
The flush-mounted fuel filler assembly is located on the upper surface of each wing near
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Filter
One filter is installed in each engine-driven
fuel pump between the first and second stages.
The filter incorporates a differential pressure
switch which illuminates the FUEL FLTR BP
L/R annunciator to warn of an actual or impending filter bypass. If the annunciator illuminates, the filter must be inspected after
landing to determine the cause of the contamination which blocked the filter.
Ejector Pumps
There are three ejector pumps in each wing
tank (Figure 5-4). Each is powered by motive-flow fuel and operates on the venturi principle. The primary ejector receives motive
flow fuel from the engine-driven fuel pump and
is the primary source of pressurized fuel to the
engine-driven fuel pump. The remaining two
(transfer) ejectors operate on motive flow from
the primary ejector pump or the electric boost
pump and move fuel from low points of the
wing to the sump area.
SHUTOFF VALVES
Firewall
Electrically operated motor-driven firewall
shutoff valves, one in each engine fuel supply
line, are controlled by the red ENG FIRE
switchlights on the glareshield. Normally, the
valves are to be closed only in the event of engine fire. When both the fuel and hydraulic
firewall shutoff valves are closed, the applicable amber F/W SHUTOFF L/R annunciator
will illuminate.
Crossfeed Valve
Two motor-driven crossfeed valves, normally
closed, isolate the right wing and left wing fuel
systems. They are electrically operated by a selector switch on the pilots left instrument panel.
Valve opening or closing is indicated by momentary illumination of a green INTRANSIT light
NOTE
If an engine is shutdown in flight for
reasons other than fire, the valve
must be left open and the fuel boost
pump operated to prevent damage to
the engine-driven fuel pump.
OUTPUT
MOTIVE FLOW
INLET
SUCTION
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Motive Flow
One solenoid-operated motive-flow shutoff
valve in each wing fuel system controls motive-flow fuel from the engine-driven pump to
the primary ejector pump. The valves are normally open. During crossfeed operation, the
valve of the tank receiving fuel closes when
crossfeed is selected. There is no direct indication of valve position.
INDICATING SYSTEM
CONTROLS
Controls for the fuel system are located on
the pilots instrument panel (Figure 5-5). The
LH and RH FUEL BOOST pump switches
control the electrically driven boost pumps.
Each switch has positions labeled
NORMOFFON. During normal operation of
the fuel system, the NORM position is selected. In this position, the boost pump operates automatically during engine start,
crossfeed operation, or when low fuel pressure
is sensed in the engine fuel supply line. If the
throttle is in cutoff, the boost pump will not
come on automatically for a low fuel pressure
condition, even though the switch is in NORM.
When the switch is in the OFF position, the
boost pump operates automatically for engine
start and when crossfeed is selected from that
tank. In the ON position, the pump operates
continuously.
The CROSSFEED selector has three positions
labeled LH TANKOFFRH TANK (Figure 55). Moving the selector out of OFF to either
of the operating positions selects the tank
from which fuel is to be taken and the engine
and tank to be supplied.
Detailed operation of the fuel system during
normal and crossfeed operation is presented
under OPERATION later in this chapter.
5-4
Quantity Indication
The fuel system has a capacitance-probe quantity indicating system which compensates for
changes in density caused by temperature
changes. Each tank contains seven probes that
supply quantity information in pounds to the
signal conditioner.
The signal conditioner is a twochannel microprocessor mounted inside the rear on the
left side cabin under an access panel. It sends
the proper quantity signal to the Fuel Quantity
L and R indicators. The signal conditioner
has two windows that can display up to three
LED (light emitting diodes) for each respective side fuel tank indicators. If the FUEL
GAUGE L/R annunciator illuminates, a check
of the signal conditioner will show fault patterns of LEDs on the affected side(s). The pattern will assist maintenance in troubleshooting
the fault.
NOTE
After engine shutdown, do not turn
off the battery switch until the pattern of LEDs on the signal conditioner has been recorded.
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OPERATION
Normal
Figure 5-7 illustrates the fuel system operation during engine starting.
Figure 5-6. FUEL QTY and FUEL FLOW
Indicators
ANNUNCIATOR LIGHTS
There are six annunciator lights associated
with the fuel system (refer to Chapter 4).
The respective amber F/W SHUTOFF LHRH
light illuminates when both fuel and hydraulic
firewall shutoff valves close when the respective ENG FIRE switchlight is depressed.
Depressing the ENG FIRE switchlight a second time opens the shutoff valves and extinguishes the F/W SHUTOFF LHRH light.
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
NORM, depressing an engine START button
energizes the fuel boost pump, moving fuel
through the manual shutoff valve and firewall
shutoff valve to the engine-driven fuel pump.
NOTE
During an engine start, illumination
of the FUEL BOOST L/R annunciator light does not cause illumination
of the MASTER CAUTION reset
light.
5-5
5-6
CROSSFEED
CONTROL
VALVE
CROSSFEED
CONTROL
VALVE
TRANSFER
EJECTOR
PUMPS
ELECTRIC
BOOST
PUMP
PRIMARY
EJECTOR
PUMP
MOTIVE
FLOW
SHUTOFF
VALVE
FIREWALL
SHUTOFF
VALVE
FIREWALL
SHUTOFF
VALVE
ELECTRIC
BOOST
PUMP
PRIMARY
EJECTOR
PUMP
MOTIVE
FLOW
SHUTOFF
VALVE
LEGEND
WING FUEL
ENGINE FUEL
PRIMARY MOTIVE FLOW
TRANSFER
EJECTOR
PUMPS
PRESSURE SWITCH
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STATIC FUEL
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CROSSFEED
Figure 5-8 illustrates crossfeed operation of
the fuel system.
Operating in crossfeed, either engine can be
supplied from the opposite wing tank under
single-engine operations or both engines can
be supplied from the same tank.
As an example, placing the crossfeed selector
to LH TANK electrically opens both crossfeed
valves (green INTRANSIT light is on during
valve opening) and energizes the boost pump
in the left tank (LH FUEL BOOST annunciator illuminates) ( Figure 5-8). Three seconds
later the right motive-flow shutoff valve is
energized closed. The time delay is built in to
allow the crossfeed valves to open and stabilize pressure before motive-flow pressure is
shutoff from the right engine (prevents a lowpressure drop from triggering the right boost
pump).
Left tank boost pump and ejector pump supplies fuel to the left engine; it also supplies fuel
to the right engine through the open crossfeed
valves. Since the motive-flow shutoff valve in
the right fuel system is closed, motive-flow
fuel from the right engine-driven pump cannot flow to operate the primary ejector pump
in the right tank. Therefore, no fuel pressure
from the right tank can oppose the crossfeed
pressure from the left tank, and both engines
are being fed from the left tank.
A portion of fuel being crossfed from the left
to the right fuel system is directed through
the transfer ejector pumps in the right tank to
supply fuel directly to the right tank. Transfer
rate is approximately 600 pounds per hour.
Monitor the FUEL QTY indicators on the center instrument panel (Figure 5-6) for fuel balancing. To verify that crossfeed is in fact
occurring, it is necessary to monitor the fuel
quantity tapes to observe the quantity decreasing in the tank selected and the quantity increasing in the opposite tank.
To terminate crossfeed and return the system
to normal operation, move the crossfeed selector to OFF. This immediately opens the
right motive-flow shutoff valve. A few seconds
later (time delay), the boost pump is deenergized and both crossfeed valves commence
closing (INTRANSIT light on as valves close).
When the INTRANSIT light extinguishes, the
system is now back to normal operation, each
engine being supplied by its respective tank.
If electrical power fails during crossfeed operation, both crossfeed valves fail in the position attained at the time of power loss. The
motive-flow shutoff valves fail open. If both
engines are operating, crossfeed ceases since
each engine pressure output is essentially
equal.
5-7
5-8
TRANSFER
EJECTOR
PUMPS
CROSSFEED
CONTROL
VALVE
CROSSFEED
CONTROL
VALVE
ELECTRIC
BOOST
PUMP
TRANSFER
EJECTOR
PUMPS
LEGEND
WING FUEL
ENGINE FUEL
PRIMARY MOTIVE FLOW
PRIMARY
EJECTOR
PUMP
MOTIVE
FLOW
SHUTOFF
VALVE
FIREWALL
SHUTOFF
VALVE
FIREWALL
SHUTOFF
VALVE
PRIMARY
EJECTOR
PUMP
MOTIVE
FLOW
SHUTOFF
VALVE
ELECTRIC
BOOST
PUMP
PRESSURE SWITCH
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NOTE
If both FUEL BOOST ON annunciators come on when crossfeed is selected, both boost pumps have been
e n e rg i z e d a n d c r o s s f e e d c a n n o t
occur. Cycle the FUEL BOOST pump
switch for the nonselected tank to
ON, then back to NORM. This should
deenergize the pump in the tank not
selected and allow crossfeed to begin.
FUEL SERVICING
GENERAL
REFUELING
Fuel servicing includes those procedures necessary for fueling and checking for contaminants and condensation in the fuel.
FUEL LIMITATIONS
SAFETY PRECAUTIONS
The following fuels are approved for use in accordance with Table 5-1.
COMMERCIAL KEROSENE JET A, JET A1, JP-5 and JP-8 per CPW 204 specification.
FUEL GRADE
FUEL SPECIFICATIONS
MINIMUM FUEL
TEMPERATURE
(TAKEOFF)
JET A
ASTM-D1655
35C
+56C
JET A-1
ASTM-D1655
40C
+56C
JET B*
ASTM-D1655
45C
+56C
JP-4*
MIL-T-5624
54C
+56C
JP-5
MIL-T-5624
40C
+56C
JP-8
MIL-T-83133
40C
+56C
MAXIMUM FUEL
TEMPERATURE
(TAKEOFF)
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NOTE
JP-5 and JP-8 type fuels have antiicing additive preblended by the refinery. Refer to Section III of the
AFM, NORMAL PROCEDURES for
blending and checking fuel anti-ice
additives.
Boost Pumps-ON; when low fuel lights illuminate or at approximately 190 pounds or less
indicated fuel. To crossfeed, turn boost pump
OFF on side opposite selected tank.
NOTE
Flight characteristics requirements
were not demonstrated with unbalanced fuel above 200 pounds.
Unusable Fuel
Fuel remaining in the fuel tanks when the fuel
quantity indicator reads zero is not usable in
flight.
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REVIEW QUESTIONS
1. Concerning the fuel system, the INCORRECT statement is:
A. The FUEL BOOST pump switches do
not have to be on for engine start.
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
pump will automatically be energized
whenever the respective START button is depressed, or when crossfeed
from that tank is selected.
C. It is normal for both fuel boost pumps
to operate during crossfeed operation.
D. The fuel boost pump will be automatically energized anytime the FUEL
BOOST switches are in NORM and
the START button is depressed, crossfeed is selected, or low pressure
(5 psi) is sensed in the engine-supply
line (throttle at IDLE or above).
2. After engine start, the fuel boost pump is
deenergized by:
A.
B.
C.
D.
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CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION ................................................................................................................... 7-1
GENERAL............................................................................................................................... 7-1
ENGINE DESCRIPTION ....................................................................................................... 7-1
General Operation ............................................................................................................ 7-2
ENGINE SECTIONS .............................................................................................................. 7-3
Compressor Sections........................................................................................................ 7-3
Combustion and Turbine Sections ................................................................................... 7-5
Tower Shaft and Accessory Gearbox ............................................................................... 7-7
Engine Systems ................................................................................................................ 7-7
Engine Fuel System ......................................................................................................... 7-7
Power Control ................................................................................................................ 7-10
Engine Lubricating (Oil) System................................................................................... 7-10
Secondary Air System.................................................................................................... 7-13
Ignition System .............................................................................................................. 7-14
Synchronization ............................................................................................................. 7-15
Ground Idle System ....................................................................................................... 7-15
Engine Indicating Systems............................................................................................. 7-16
NORMAL OPERATIONS .................................................................................................... 7-17
Engine Starting .............................................................................................................. 7-17
REVIEW QUESTIONS ........................................................................................................ 7-24
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ILLUSTRATIONS
Figure
Title
Page
7-1
7-2
7-3
7-4
7-5
7-6
7-7
7-8
7-9
7-10
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CHAPTER 7
POWERPLANT
#1 DC
GEN
INTRODUCTION
This chapter deals with the powerplants of the Citation Bravo. It also includes information regarding related powerplant systems such as engine oil, fuel and ignition, monitoring, engine power control, starting, and engine synchronization.
GENERAL
ENGINE DESCRIPTION
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high-pressure turbine. Engine power is controlled through a hydromechanical fuel control unit (FCU). The engine incorporates a
reverse flow annular combustion chamber to
reduce weight. The turbine exhaust assembly
incorporates a lobe style forced mixer which
enhances performance. This mixer assembly
is also designed to reduce turbulence by gradually mixing hot core air and bypass flow for
a smoother exhaust evacuation and noise level
reduction.
The PW530A engine is assembled by a computerized part stacking procedure of the two
rotor assemblies which optimizes rotor alignment and minimizes rotor plane deviations
which significantly reduces vibration levels.
Engine Specifications:
Maximum dry weight616.5 lbs.
(365.1 kg)
Flat rated thrust2,887 lbs, SLS to 83F
(28.5C)
Bypass ratio3.24:1
Oil quantity (maximum)5.03 qts.
(4.76L)
Oil quantity (usable)1.86 qts (1.76L)
GENERAL OPERATION
The PW530A engine is a lightweight, twinspool, high bypass ratio, turbofan unit with a full
length annular bypass duct. The twin-spool design incorporates two major counter rotating assemblies that comprise the heart of the engine.
One assembly consists of the single-stage lowpressure (LP) compressor consisting of a single stage fan driven by two lowpressure
turbines, commonly referred to as the N 1 section. The other assembly consists of the threestage high-pressure (HP) compressor consisting
of two axial compressor stages and one centrifugal stage compressor driven by a single-stage
high-pressure turbine wheel, commonly referred to as the N2 section. The two rotor assemblies are not mechanically connected. The low
speed N 1 rotor assembly shaft that connects the
low-pressure turbines to the fan, travels through
the hollow center core of the HP rotor assem7-2
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high-pressure turbine in turn drives the threestage high-pressure compressor assembly. The
still expanding gases accelerate rearward
through the low-pressure guide vanes and rotate the two low-pressure turbines to drive the
fan. The hot gases are then directed to atmosphere through the exhaust forced (lobe) mixer.
The hot gases from the core mix with compressed air from the bypass duct to provide
total thrust of the engine.
The engine is started by activating the starter
on the accessory gear box to spin the HP rotor.
As rpm is increased, ignition and fuel are introduced to complete the combustion process
to drive the turbines and through the concentric shaft arrangement, spin the compressors.
When the high speed compressor reaches sufficient speed to sustain engine operation, the
starter and ignition source is switched off. At
that point, the engine produces thrust as requested from the cockpit by throttle movement. The FCU governs N 2 rotor speed by
modulating fuel flow to the combustion chamber. Engine shutdown is accomplished by cutting fuel off to the combustion chamber from
the cockpit (throttles to cutoff).
ENGINE SECTIONS
COMPRESSOR SECTIONS
The engine compressor section (cold section) consists of the low pressure (LP) rotor
assembly, intermediate case, LP shaft with
number 1, 2, and 5 bearings (Figure 7-1),
high pressure (HP) compressor, and the gas
generator case.
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Fan Case
The fan case permits shrouding of the LP
compressor, establishes tip clearance specifications, and provides containment in case
of blade fracture. There are stainless steel
inner guide vanes attached that direct primary air flow toward the HP compressor
inlet. The first set of inner guide vanes are
anti-iced by HP compressor discharge (P3)
air selected by the pilot (see Chapter 10,
ICE AND RAIN PROTECTION). A set of
aluminum outer guide vanes direct air flow
toward the bypass duct. The outer guide
vanes are not anti-iced.
Intermediate Case
The intermediate case is the main structural
case of the engine and machined from magnesium casting. The case supports the No. 1, 2,
and 3 bearings, fan case, gas generator case and
the bypass duct. The accessory gear box is integrally casted as part of the bottom section
of the intermediate case and a saddle type
oil tank is incorporated. A mount pad is provided for the P2.8 compressor bleed off valve
(BOV) assembly and a bracket located at top
dead center (TDC) is provided to mount the engine vibration sensor. The case has four frontmounted engine attachments to install the
engine on the airframe.
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28 VOLT
DC
P3 AIR
TORQUEMOTOR
(Control Valve)
T1.4 TEMP
SENSOR
BLEED
OFF
VALVE
PX AIR
BLEED
OFF
CONTROL
P
O
S
I
T
I
O
N
BYPASS
S
E
N
S
O
R
N2 SPEED
SENSOR
P2.8 AIR
NOTE
If the BOV sticks open there will
be a corresponding increase of approximately 30 increase in ITT on
the effected engine.
Turbine Section
The turbine section is composed of a singlestage HP turbine disk rotor (first stage), a twostage LP turbine rotor (second and third
stages), and an exhaust assembly.
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EXHAUST CASE
ASSEMBLY
TURBINE CASE
LP TURBINE
ROTOR ASSEMBLY
EXHAUST CASE
EXHAUST MIXER
END CONE
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Tower Shaft
Chip collector
NOTE
ENGINE SYSTEMS
NOTE
If an engine is shutdown in flight
and windmilling longer than 15 minutes without the wing fuel boost
pump ON and supplying fuel to the
engine, the engine-driven fuel pump
must be inspected after landing. The
7-7
7-8
WING TANK
MOTIVE FLOW
EMER
SHUTOFF
VALVE
FUEL/OIL
HEAT
EXCHANGER
BYPASS
VALVE
FLOW
DIVIDER
FCU
PRESSURE
ENG FUEL
PUMP
OIL FLOW
IMPENDING
BYPASS
SWITCH
PRESSURE
ENG FUEL
PUMP
FUEL
FLOW
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MANIFOLD
DRAIN
PISTON
11 HYBRID
FUEL
NOZZLES
PRIMARY &
SECONDARY
FUEL
MAINFOLD &
NOZZLES
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Fuel Manifold
The fuel manifolds, primary and secondary,
deliver highpressure fuel to the 11 hybrid
(primary and secondary) fuel nozzles to atomize fuel within the combustion chamber.
Fuel delivered to the nozzles is under extreme pressure in order to mix with the high
air pressure being injected into the combustion chamber. Primary fuel through the primary port of the fuel nozzles is atomized
utilizing fuel pressure. Secondary fuel atomization relies on the flow of P3 air through
the combustion chamber liner.
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POWER CONTROL
The throttle system uses throttle levers in the
cockpit connected to a hydromechanical fuel
control unit (FCU) which controls fuel supply
to the engine.
Power source for the fuel flow gauges is supplied by main DC power with circuit breaker
protection located on the pilots circuit breaker
panel. A loss of main DC power will cause the
gauges to go blank.
NOTE
Fuel flow indication is disabled
when the associated throttle is
moved to cutoff. This prevents erratic fuel flow indication as the rpm
decreases below 10%.
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Oil Tank
The oil tank is an integral part of the intermediate case and comprises a saddle-back dualtank design. There is one tank on each side of
the intermediate case and interconnected. Both
tanks are equipped with sight indicators to
determine quantity. This arrangement allows
the engines to be installed on either side of the
fuselage; however, the nacelle oil access door
is only mounted on the outboard nacelle
(Figure 7-7).
Oil Cooling
Oil temperature is maintained within limits by
the fuel/oil heat exchanger.
Oil Filter
The main oil filter is used to remove solid
contaminates from the oil. The filter incorporates an impending bypass switch and bypass
valve. The impending bypass switch will activate if the filter starts to become blocked
and triggers the amber OIL FLTR BP L and/or
R annunciator warning. If the filter becomes
blocked to the point the bypass valve activates, oil will bypass both the filter and the
fuel/oil heat exchanger (FOHE).
NOTE
Oil Pumps
There are five gear oil pumps (Figure 7-8):
1. Pressure pump
2. AGB scavenge pump
3. Nos. 1, 2, and 3 bearing scavenge pump
4. No. 4 bearing scavenge pump
5. No. 5 bearing scavenge pump
The pressure pump is flow regulated and supplies oil to satisfy the lubricating requirements throughout the engine operating range.
Oil supplied from the oil tank passes through
a magnetic chip collector (no associated warning light) prior to reaching the pressure pump.
From the pressure pump, oil flows through
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NOTE
The oil level should be checked as a
post flight item. For a valid check, the
check should be accomplished 10
minutes after engine shutdown. The
maximum allowable oil consumption is one quart per 10hour period.
NOTE
It is normal to observe large pressure changes during large power
changes due to the pressure transmitters recording differential pressure (pressure output vs. scavenge
return pressure).
NOTE
Engine oils approved for use are
listed in the LIMITATIONS section.
Normally, brands must not be mixed.
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IGNITION SYSTEM
Two ignitors protrude into the combustion
chamber at the 5 oclock and the 7 oclock
positions. They provide the spark necessary
for ignition of the fuel/air mixture in the
chamber. The ignition system is a single
dual channel high-energy system. The two
ignitor plugs are connected by way of two
hightension cables to a single exciter box,
mounted on the left side of the fan bypass
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NOTE
When green ignition lights located
adjacent to the ignition switches are
illuminated, they only indicate a DC
power source is completed to the exciter box. They do not necessarily
indicate the ignitor plugs are firing.
SYNCHRONIZATION
A three-position engine synchronization
switch located on the lower right portion of the
throttle quadrant labeled ENGINE SYNC,
FANOFFTURB provides the crew with the
capability of synchronizing engine speeds.
The left engine serves as the MASTER and the
right engine the SLAVE. Positioning the synchronization switch to either FAN or TURB
will activate the system and an amber light adjacent to the switch will illuminate to indicate
the system is operating. The system should
maintain the slave engine (RH) within 0.1%
N 1 or N 2 depending on switch position. The
switch should be placed OFF during major
power changes and single-engine operation.
NOTE
The engine synchronization switch is
required to be OFF during takeoff
and landing.
NOTE
When operating in visible moisture
and ambient air temperature is +10C
or lower, position ground idle switch
to HIGH, turn pitot and static heat ON
and engine L and R anti-ice systems
ON. If temperature is above 18C,
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7-16
NOTE
All engine indicators require main
DC electrical except the N 1 , which
are powered by the emergency DC
bus system. Circuit breakers for engine gauges are located on the pilots
and copilots CB panels.
T1 System
When sensing the inlet (T1) and outlet (T1.4)
temperatures of the bypass air flow, and subtracting T1 from T1.4; the temperature rise
across the fan in the bypass duct is established. The T1 and T1.4 probes contain three
thermocouples connected in series. The rise in
temperature across the fan is thus multiplied
by three to provide the required data.
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T5.1 System
Eight thermocouples installed at station 5.1
(T5.1) are connected in parallel. These thermocouples are installed on the exhaust case and
protrude through the case into the exhaust gas
path. Adding three times the fan rise temperature, (T1.4 T1) to the exhaust gas temperature (T5.1); will provide a total readout of
interturbine temperature at the outlet from the
HP turbine vane ring (T4.5). Therefore, a simulated ITT, T4.5 readout is computed from
the integrated T1 and T5.1 subsystems. The
following mathematical formula applies
to ITT:
T4.5= 3(T1.4 - T1) + T5.1
T1 = Inlet temp obtained from the T1 probe
T1.4 = Bypass air flow temperature taken
from station 1.4
T5.1 = Average exhaust gas temperature
Vibration Detector
The engine vibration detector system is mounted
top dead center (TDC) on the intermediate case
of the engine. The system consists of an engine
accelerometer connected to an engine vibration
monitor unit (EVMU). The system is designed to
detect minute changes in engine frequency
induced by slight rpm changes or vibrations. If
the vibration monitor detects engine vibration
higher than a predetermined normal level, a
white advisory ENG VIB L or R light
illuminates on the annunciator panel. The white
advisory light will illuminate at a vibration level
well below a level hazardous to rotor integrity.
Oil Pressure
See Oil System, this chapter.
Oil Temperature
See Oil System, this chapter.
Fuel Flow
See Fuel System, this chapter.
Fuel Quantity
See Chapter V, FUEL SYSTEMS.
NORMAL OPERATIONS
ENGINE STARTING
Description
Engine starting is a semiautomatic function.
Once electrical power is applied to the airplane
and the starter switch is actuated, power is
applied to the starter until a predetermined
engine speed is reached at which time power
is released from the starter.
The starter portion of the starter/generator
operates from electrical power supplied by
the airplane battery or an external power unit
(EPU). The starter/generator drive shaft is
splined to match the output shaft inside the accessory gear box (AGB). A flexible drive coupling and shear section is incorporated in the
starter/generator between the drive spline and
the armature to prevent damage to the AGB if
a failure occurs.
The generator control unit (GCU), in conjunction with the start logic printed circuit board
(PCB), controls the start cycle including field
weakening for the start mode and discontinuance of the start cycle when the engine has
reached a specific speed.
The starting system components in addition to
the starter/generator and the GCU, (start PCBs,
relays and switches) are located in the aft main
power J-box, and on the pilots lower instrument (switch) panel.
NOTE
The start logic PCB (Printed Circuit
Board) provides switching and actuation control for the GCU, start relays, battery relay, external power
relay, battery disconnect relay and
power relays as they function during
starting.
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Operation
First Engine Battery Powered
Ground Start
Electrical Action
Generator switches should be placed
GEN ON to allow the GCU to close the
power relay automatically after the engine start is complete and bring the generator on line.
Place the battery switch to BATT and ensure the battery voltage is at least 24
volts minimum. The battery switch supplies a ground to the start logic PCB. The
start logic PCB then provides a ground
which energizes the battery relay and
provides power to the battery bus, left
and right main buses, and the emergency
buses, all in the aft J-box. Power is further supplied through the main distribution system to the left and right extension
and crossover buses (cockpit circuit
breaker panel).
NOTE
Power has to be available through
t h e L a n d R S TA RT C B s o n t h e
pilots and copilots CB panel in
order to energize the respective start
engine circuits.
7-18
Pilot Action
Generator SwitchesON
Place battery switch to BATT, check
battery voltage minimum 24 volts.
Press the start button for the engine to
start (left or right). Notice the respective
starter button light illuminated and the
engine instrument flood lights illuminate. The instrument panel lighting will
begin to fade as the battery voltage decreases to approximately 10 - 15 volts.
Note the respective FUEL BOOST LH
or RH annunciator illuminates and the
associated LO FUEL PRESS LH or RH
light extinguishes.
Observe N 2 speed. As speed reaches 8%
N 2, advance throttle to idle. Verify green
ignition light illuminates (adjacent to
the ignition switch). Engine should ignite within 10 seconds. Observe ITT and
N 2 for sign of light off.
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NOTE
NOTE
A rapid ITT rise during starts is normal; however, if ITT is rapidly rising past 690, abort start.
NOTE
Abort the start by placing the throttle to cutoff, ensure ignition lights are
out, and continue to motor the engine
with the starter for 15 seconds to
clear fuel from the combustor. Push
the starter disengage switch.
Determine the cause and correct before proceeding. Allow N 2 to reach
zero rpm before attempting restart.
Observe starter minimum cool time,
30 seconds, before attempting a
restart.
CAUTION
If engine speed increases rapidly during starts or at any steady state setting with no throttle movement,
shutdown engine immediately.
WARNING
If internal engine fire follows shutdown (visual indications or high
ITT), engage starter and motor engine for 15 seconds, disengage starter
and if the fire persists, press engine
fire switch to arm fire extinguishers
and fire the fire extinguisher(s) into
the nacelle.
CAUTION
The operating engine must be at high
idle for a cross generator start.
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Pilot Action
Ground idle switch HIGH.
Press the start button for the engine to
be started. Notice both starter button
lights illuminate and the engine instrument flood lights illuminate. The
instrument panel lighting will begin
to fade again as the majority of the
operating engine generator power is
directed to the opposite starter through
the hot battery bus. The main feed bus
circuitry is isolated from the starter
as the battery relay opens to prevent
blowing a 225-amp current limiter.
Note the respective FUEL BOOST L or
R annunciator illuminates and the associated LO FUEL PRESS L or R light
extinguishes.
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NOTE
Power has to be available through
the L and R START CBs on the pilots and copilots CB panels in order
to energize the respective engine start
circuits.
Pilot Action
Note battery voltage minimum of 24
volts prior to connecting an EPU.
Generator switches OFF.
Place battery switch to BATT, check
voltmeter minimum 28 volts.
Press the start button for the engine to
be started (left or right). Notice the respective starter button light illuminated
and the engine instrument flood lights
illuminate. The instrument panel lighting will begin to fade but not as noticeable as during battery starts. Note the
respective FUEL BOOST LH or RH annunciator illuminates and the associated LO FUEL PRESS LH or RH light
extinguishes.
Observe N 2 speed. As speed reaches 8%
N 2, advance throttle to idle. Verify green
ignition light illuminates. Engine should
ignite within 10 seconds. Observe ITT
and N 2 for sign of light off.
Observe ITT and N 2 increasing. Ensure
ITT doesnt exceed limits. Observe the
same notes, caution and warning as
stated during the first engine battery
powered ground start above.
At 38 42% N2, verify starter disengagement (starter switch light OFF, ignition
light OFF, respective FUEL BOOST L
or R annunciator extinguished, and the
engine instrument floods OFF). GEN
OFF L and R annunciators remain illuminated. The voltmeter should indicate
28-28.5 VDC and the ammeters should
not register.
Verify oil pressure is within starting
limits.
Engine rpms should increase and stabilize at approximately 49.5 1.0% N 2 in
HIGH IDLE (45.5 1.0% N 2 in NORM)
with ignition NORM, cockpit bleed air
NORM, and anti-icing bleeds OFF.
Observe all engine instruments are
within limits. Check respective fuel,
oil, and hydraulic annunciator lights
are extinguished.
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Electrical Action
Same action as First Engine EPU Start.
Pilot Action
NOTE
If the generator(s) were in the GEN
position, the operating generator will
be on line and the EPU will be off line
and the second engine start will be a
generator assisted cross generator
start.
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Pilot Action
Press the start button. Notice only the respective starter button light illuminates.
Note the respective FUEL BOOST L or
R annunciator illuminates and the associated LO FUEL PRESS L or R light
extinguishes.
Observe N 2 speed. As speed reaches 8%
N 2, advance throttle to idle. Verify green
ignition light illuminates. Engine should
ignite within 10 seconds. Observe ITT
and N 2 for sign of light off.
Observe ITT and N 2 increasing. Ensure
ITT doesnt exceed limits.
At 38 42% N2, verify starter disengagement (starter switch light OFF, ignition
light OFF, and the respective FUEL
BOOST L or R annunciator extinguished).
Note GEN OFF L and R annunciators extinguished, the ammeter gauges should
reflect equal loads indicating the generators are sharing the total load (within
10% of the total) and voltmeter should
indicate 28.5 VDC.
Verify oil pressure is within starting
limits.
Engine rpms should increase and stabilize at idle power. Observe all engine instruments are within limits.
Check the respective engine annunciators extinguished.
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REVIEW QUESTIONS
1. The primary thrust indicator for the PW
530 A is:
A.
B.
C.
D.
Fuel flow
N1
ITT
N2
N 1 and ITT
N 1 , N 2 , and ITT
N 1 tapes and digits
N 1 tapes only
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A.
B.
C.
D.
7-25
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7-26
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CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................... 8-1
GENERAL............................................................................................................................... 8-1
ENGINE FIRE DETECTION AND INDICATORS............................................................... 8-2
Sensing Loops and Control Units .................................................................................... 8-2
ENG FIRE and BOTTLE ARMED Switchlights ............................................................ 8-2
Fire Detection System Test .............................................................................................. 8-3
ENGINE FIRE EXTINGUISHING ........................................................................................ 8-3
Extinguisher Bottles......................................................................................................... 8-3
Operation.......................................................................................................................... 8-4
PORTABLE FIRE EXTINGUISHERS................................................................................... 8-5
REVIEW QUESTIONS .......................................................................................................... 8-6
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ILLUSTRATIONS
Figure
Title
Page
8-1
8-2
8-3
8-4
8-5
8-6
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CHAPTER 8
FIRE PROTECTION
FIRE
WARN
FIRE PULL
INTRODUCTION
The Citation Bravo is equipped with engine fire detection and fire-extinguishing systems as standard equipment. The systems include detection circuits which give visual
warning in the cockpit and controls to activate one or both fire extinguisher bottles. There
is a test function for the fire detection system. Two portable fire extinguishers are stowed
inside the airplane.
GENERAL
The engine fire protection system is composed of two sensing loops, two control units
(one for each engine) located in the tail cone,
one ENG FIRE warning switchlight for each
engine, two fire extinguisher bottles which are
activated from the cockpit, a fire detection circuit test and a fire detection fault annunciat o r. T h e fi r e - e x t i n g u i s h i n g s y s t e m i s a
two-shot system; if an engine fire is not extinguished with actuation of the first bottle,
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ENGINE FIRE
DETECTION AND
INDICATORS
SENSING LOOPS AND
CONTROL UNITS
NOTE
Within each engine nacelle are two heat sensing cables, or loops, one mounted around the
lower engine accessory section and one surrounding the engine combustion section. The
sensing loops are flexible, stainless steel tubes
containing a single wire centered in the semiconductor material. The loops are connected
to control units that monitor electrical resistance. As the loop is heated, its electrical resistance decreases. At a temperature of 500F,
a circuit is completed to the control unit which
illuminates the applicable red ENG FIRE
CONTROL
UNITS
SENSING
CABLE
SUPPORT
FRAME
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ENGINE FIRE
EXTINGUISHING
EXTINGUISHER BOTTLES
Two extinguishing agent bottles are located
in the tail cone area (Figure 8-4). Both bottles use common plumbing to both nacelles,
providing the airplane with a two-shot system. The bottles are charged with monobromotrifluoromethane (CBrF3) nitrogen
pressurized to 600 psi at 70F. A pressure
gauge is mounted on each bottle with an adjacent temperature correction table. Bottle
pressures are checked during the preflight
inspection. The extinguishing agent is not
corrosive, and its discharge does not require
cleaning of the engine or nacelle area since
it leaves no residue. Release of the extinguishing agent is accomplished by the electrical firing of an explosive cartridge on the
bottle.
FIRE
WARN
LDG
GEAR
BATT
TEMP
ANTI
AOA
SKID
OVER
T/REV
SPEED W/S TEMP
8-3
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OPERATION
An engine fire or overheat condition is indicated by illumination of the applicable ENG
FIRE switchlight on the glareshield (Figure 82). After verifying a fire actually exists, lifting the plastic cover and depressing the
illuminated ENG FIRE switchlight causes
both white BOTTLE ARMED switchlights to
illuminate, arming the circuits to the bottles
for operation. In addition, the fuel and hydraulic firewall shutoff valves close (respective FUEL PRESS LO, HYD PRESS LO, and
F/W SHUTOFF annunciators illuminate), and
the generator field relay is tripped off (GEN
OFF annunciator comes on). The circuit to
the thrust reverser isolation valve is also disabled, which prevents inadvertent deployment
of the thrust reverser on that engine.
D e p r e s s i n g e i t h e r i l l u m i n a t e d B OT T L E
ARMED switchlight fires the explosive cartridge on the selected bottle (Figure 8-5),
releasing its contents into the engine nacelle. The BOTTLE ARMED switchlight
goes out.
If the ENG FIRE switchlight remains on after
approximately 30 seconds, indicating the fire
still exists, the remaining BOTTLE ARMED
switchlight may be depressed to release the
contents of the remaining bottle into the same
nacelle.
Detection and extinguishing system electrical
power is supplied from the main DC system.
Depressing the ENG FIRE switchlight a second time opens the fuel and hydraulic shutoff
valves and disarms the extinguishing system.
The generator field relay is energized when the
engine is restarted with starter assist. If optional thrust reversers are installed, the isolation valve will be reenabled.
CONTROL UNIT
BOTTLE 1
FIRE
DETECTION
LOOP
BOTTLE 2
LEGEND
EXTINGUISHING
AGENT
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NOTE
If the respective L or R FIRE DET
SYS annunciator illuminates due to
a defective fire detection system, the
ENG FIRE switchlight will not illuminate if an engine fire occurs on
the respective engine.
PORTABLE FIRE
EXTINGUISHERS
Two hand-held fire extinguishers provide for
interior fire protection. Both are 2 1/2-pound
Halon fire-extinguishers, charged with nitrogen to 125 psi. One of the extinguishers is located under the copilots seat, the other one in
the aft cabin (Figure 8-6).
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REVIEW QUESTIONS
1. An ENG FIRE switchlight illuminates
when:
A. It is depressed.
B. The MASTER WARNING lights illuminate for an engine fire.
C. Te m p e r a t u r e i n t h e n a c e l l e a r e a
reaches 500F.
D. Electrical resistance of the sensing
loop increases due to increasing nacelle temperature.
2. Depressing an illuminated ENG FIRE
switchlight:
A.
B.
C.
D.
8-6
5. If the contents of a bottle have been discharged into a nacelle and the ENG FIRE
switchlight remains on:
A. The fire has been extinguished.
B. The other bottle can be discharged into
the same nacelle by depressing the
other BOTTLE ARMED switchlight.
C. The fire still exists, but no further action can be taken.
D. The same BOTTLE ARMED switchlight can be depressed again, firing a
second charge of agent from the same
bottle.
6. Depressing the ENG FIRE switchlight a
second time:
A. Opens the fuel shutoff valve.
B. Opens only the hydraulic shutoff
valve.
C. Resets the generator field relay.
D. All the above.
7. If a FIRE DET SYS L or R annunciator
illuminates:
A. An engine fire will illuminate the red
ENG FIRE RH or LH switchlight.
B. An engine fire will not illuminate the
red ENG FIRE RH or LH switchlight.
C. During the rotary test function, indicates the FIRE detection system is
defective.
D. During the rotary test function, indicates the fire detection system is
operational.
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CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL............................................................................................................................... 9-1
SYSTEM DESCRIPTION....................................................................................................... 9-2
Distribution ...................................................................................................................... 9-2
Control ............................................................................................................................. 9-2
REVIEW QUESTIONS........................................................................................................... 9-5
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ILLUSTRATIONS
Figure
Title
Page
9-1
9-2
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CHAPTER 9
PNEUMATICS
BLEED AIR CO
R
AIR
15
20
LV
VA E
INTRODUCTION
The pneumatic system for the Citation Bravo uses engine compressor bleed air (P3). The
air is extracted from both engines and routed through control valves into a pneumatic
manifold for distribution to systems requiring pneumatic air for operation. In the event
of single-engine operation, air from one engine is sufficient to maintain all required system functions. Safety devices are incorporated to prevent excessive pressure, and control switches and condition indicating lights are integral parts of the instrument panel.
GENERAL
Bleed air from each engine is extracted from
the engine high-pressure compressor section
and routed to four different items:
To the flow control valves for use by
the air cycle machine.
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Control of airflow into the cabin area is accomplished with the PRESS SOURCE selector located on the lower center instrument tilt
panel. Sensors located in critical areas of the
air system cause illumination of annunciator
lights on the main annunciator panel located
on the center instrument panel.
SYSTEM DESCRIPTION
DISTRIBUTION
Bleed air from each engine is routed to the associated welded cluster assembly, then on to
three different areas (Figure 9-1). Air from
the cluster is routed through check valves to
a ducting system that distributes the air to the
windshield anti-ice system and the pneumatic
distribution regulator (service air). The regulator, in turn, distributes air to the cabin door
seal, the outflow valves, and deice boots. Air
from the left engine cluster is routed to the
emergency pressurization valve for distribution to the system mixing tube. The emergency pressurization valve can be opened only
in flight. It is used to provide alternate pressurization air should normal sources fail. Air
from the right cluster is routed to the ground
valve for use by the air cycle machine (ACM)
during ground operation. The valve can be
opened only on the ground and allows a larger
volume of bleed air from the right engine for
use by the ACM. Air from both clusters is
routed through flow control shutoff valves
and manifolded for use by the ACM.
CONTROL
The PRESS SOURCE selector (Figure 9-2)
determines the amount of air that enters the
cabin and from what source it is supplied.
The control switch has positions labeled
OFFGNDLNORMALREMER.
The OFF position closes all environmental
bleed air valves. The L and R flow control
shutoff valves are energized closed by DC and
9-2
DEICE BOOTS
WINDSHIELD
ANTI ICE
OUTFLOW VALVES
VACUUM EJECTOR
2-WING
1-TAIL
MANUAL VALVES
CABIN AIR
BLEED AIR
L WINDSHIELD
R
OFF
MAX
OFF
23 PSI PRESSURE
REGULATOR
MAX
PULL RAIN
CABIN AIR
RESTRICTER
HEAT
EXCHANGER
EMERGENCY
PRESSURIZATION
CABIN
74%
DOOR SEAL
72%
ACM
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FLOW CONTROL
SHUTOFF VALVES
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9-4
If a complete DC electrical power failure occurs, regardless of the PRESS SOURCE selector position, pneumatic air is supplied as if
the switch were positioned to NORMAL.
Without electrical power, the emergency pressurization valve fails closed, and the two flow
control and shutoff valves fail open. If selected, the GND valve (motorized) will fail
where it was when power was lost (normally
closed in flight).
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REVIEW QUESTIONS
1. The source of bleed air for cabin pressurization when the EMER PRESS light is
illuminated in flight is:
A.
B.
C.
D.
ACM.
Windshield anti-ice.
Entrance door seal.
All of the above.
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CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................. 10-1
GENERAL ............................................................................................................................. 10-1
ANTI-ICE SYSTEMS........................................................................................................... 10-2
Pitot and Static Anti-Ice System .................................................................................... 10-2
TAS Temperature Probe................................................................................................. 10-3
Windshield Anti-Ice and Rain Removal System............................................................ 10-4
Engine Anti-Ice System ................................................................................................. 10-6
Wing Anti-Ice System.................................................................................................. 10-10
DEICE SYSTEM................................................................................................................. 10-11
General......................................................................................................................... 10-11
Operation ..................................................................................................................... 10-11
LIMITATIONS .................................................................................................................... 10-12
Windshield Ice Protection Fluid .................................................................................. 10-12
Deice/Anti-Ice Systems ............................................................................................... 10-12
RAT Indicator .............................................................................................................. 10-12
REVIEW QUESTIONS ...................................................................................................... 10-15
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ILLUSTRATIONS
Figure
Title
Page
10-1
10-2
10-3
10-4
10-5
10-6
10-7
10-8
10-9
10-10
10-11
10-12
10-13
10-14
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CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
The Citation Bravo is equipped with both anti-icing and deicing systems. The airplane
is approved for flight into known icing conditions when the required equipment is installed and functioning properly. These systems should be checked prior to flight if icing
conditions are anticipated.
Anti-icing systems are incorporated into the wing, engine components, windshield,
pitot-static and angle-of-attack systems. These systems should be activated prior to entering icing conditions.
The deicing system consists of pneumatic boots on the wings, vertical stabilizer, and
horizontal stabilizers.
GENERAL
Engine compressor bleed air is used to prevent ice formation on the T1 temperature
probe, nose cone, nacelle inlet, and first set
of stator vanes of each engine. Electrically
operated valves, controlled by a switch on
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ANTI-ICE SYSTEMS
PITOT AND STATIC ANTI-ICE
SYSTEM
T h e P I TOT a n d S TAT I C a n t i - i c e s w i t c h
(Figure 10-2) controls power to the pilots and
copilots pitot tube heaters, the upper and
10-2
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the TAS HTR circuit breaker on the left circuit-breaker panel. The probe is anti-iced only
in flight with the avionics master switch ON.
There are no warning lights associated with
this system.
CAUTION
Limit ground operation of the pitotstatic heater system to two minutes
to preclude damage to the pitot-static
and angle-of-attack probe heaters.
10-3
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10-4
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ALCOHOL SYSTEM
ELECTRICAL PUMP
T
DC POWER
MANUAL
CONTROL
VALVE
BATT
WINDSHIELD
ALCOHOL
BOTTLE
MANUAL
CONTROL
VALVE
OFF
EMER
146C
T
W/S AIR
OHEAT
5 PSI
HI 138 5C
TEMPERATURE
CONTROLLER
LOW 127 5C
OFF
TC
HEAT EXCHANGER
OFF
MAX
OFF
MAX
T
TAILCONE
AIR
W/S BLEED
AIR TEMP
5
W/S
BLEED AIR
NACA
EXHAUST
OUTLET
TEMP
CONTROL
VALVE
WINDSHIELD
BLEED-AIR
VALVE
LEGEND
HOT BLEED AIR
RAM AIR
WINDSHIELD ALCOHOL
W/S
ALCOHOL
AMBIENT AIR
This condition should not occur unless a sustained high-power, low-airspeed condition is
maintained or a system malfunction occurs.
The overheat sensor will also automatically reopen the windshield bleed-air solenoid valve
and extinguish the annunciator light as the
system cools.
If the W/S AIR OHEAT light illuminates, the
WINDSHIELD BLEED AIR valves should be
partially closed to reduce air flow.
If the W/S AIR OHEAT light illuminates with
the W/S BLEED switch in the OFF position,
this indicates the bleed-air valve has opened,
and the pressure in the duct is sensed via pressure switch. The pilot should ensure the
WINDSHIELD BLEED AIR valves are positioned to OFF. This condition is NOT an overpressure situation, the pressure switch simply
monitors the valve for a partial open condition
or seal leakage when the switch is off.
If normal DC failure occurs, the windshield
bleed-air solenoid valve will open, and hot
engine bleed air will be available to the windshield. With an electrical power failure, the automatic temperature control and the overheat
warning are inoperative, but if the manual
control valves are open, the noise level will increase as bleed air flows through the nozzles.
The airplane is normally flown with the manual valves closed; they are opened only when
bleed air to the windshields is desired.
This procedure protects the windshield from
inadvertent application of hot bleed air and
possible damage in the event of an electrical
power loss or failure of the bleed-air solenoid
valve.
The windshield anti-ice system is tested by positioning the warning and test switch to W/S
TEMP and placing the W/S BLEED switch to
either HI or LOW. When this is accomplished,
a windshield overheat condition is simulated,
and the W/S AIR OHEAT annunciator illuminates. Both the HI and LOW position of the
W/S BLEED switch should be tested for proper
operation.
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NOTE
In flight, with the gear up and antiice switches ON, the system is engineered so the engine rpm will not
drop below 60% N 2 regardless of
throttle position including flight idle.
Therefore, the ENG ANTICE
LHRH annunciators should not illuminate during descents at low
power settings. This design allows
the 60% N 2 microswitch to be bypassed in flight with the gear up.
NOTE
During taxi, when operating in visible moisture and ambient air temperature is +10C or lower, position
ground idle switch to HIGH, turn
pitot/static heat ON, and engine L
and R anti-ice systems ON. If temperature is above 18C, turn W/S
BLEED air switch to LOW. If temperature is 18C or below, turn W/S
BLEED air switch to HI. Check W/S
bleed air valves to MAX. For sustained ground operation, the engines
should be operated for one out of
every four minutes at 65% turbine
rpm or above. Limit ground operation
of pitot/static heat to two minutes on
with two minutes off between cycles
to preclude system damage.
NOTE
CAUTION
Lowering the gear will cause the engine anti-ice solenoid valves to close
if the throttles are below approximately 60% N2 and the ENG ANTICE
LHRH annunciators will illuminate.
10-7
10-8
DC POWER
200
DC AMPS
100
300
BATT
400
10
LH
ENG
ENGINE
LH
RH
OFF
LOW
TEMP
OFF
NORMAL
ANTI-ICE
400
NORMAL
LOW
TEMP
TEMP
TEMP
CONTROLLER
CONTROLLER
ENG
*
300
T
O/HEAT
SWITCH
ENG
LOW
TEMP
LOW
TEMP
ANTI-ICE
FULL
* LIGHTS OFF
WITH SYSTEM OFF.
* LIGHTS OFF
WITH SYSTEM OFF.
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T
H
R
O
T
T
L
E
O/HEAT
SWITCH
LH
100
10
RH
RH
ENG
EMER
200
DC AMPS
5
OFF
IGNITION
DC POWER
200
DC AMPS
100
300
BATT
400
10
OFF
200
DC AMPS
LH
RH
LH
RH
OFF
LOW
TEMP
OFF
NORMAL
300
400
LOW
TEMP
TEMP
TEMP
CONTROLLER
CONTROLLER
NORMAL
T
O/HEAT
SWITCH
ENG
**
100
10
RH
ENG
O/HEAT
SWITCH
IGNITION
ENG
ANTI-ICE
LOW
TEMP
LOW
TEMP
ANTI-ICE
FULL
T
H
R
O
T
T
L
E
ABOVE
60% N2
ENGINE
EMER
LH
ENG
OFF
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DEICE SYSTEM
GENERAL
Deicing of the outer wing leading edges and
the vertical and horizontal stabilizer leading
edges is provided by inflatable boots controlled by the SURFACE DEICE switch on the
pilots instrument panel (Figure 10-11).
Bleed air is available to the system when
the engines are operating. A timer controls
OPERATION
With the SURFACE DEICE switch in the
spring-loaded OFF position, all three control valves in the system (Figure 10-13) are
deenergized.
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LIMITATIONS
Figure 10-12. Wing Inspection Light
and Control Switch
During the second 6-second cycle, the empennage control valve deenergizes, applying
a vacuum to hold the boots deflated.
Simultaneously, the two wing boot control
valves are energized, applying regulated bleedair pressure to inflate the wing boots.
10-12
DEICE/ANTI-ICE SYSTEMS
All anti-ice systems must be ON when operating in visible moisture and the indicated
RAT is +10C or lower.
RAT INDICATOR
P
VACUUM
VACUUM
OFF
SURFACE
DE-ICE
23 PSI
REGULATOR
EMER
OFF
RESET
EITHER ENGINE
OPERATING
TIMER
LEGEND
6 SEC
PRESSURE
12 SEC
SURFACE
DE-ICE
VACUUM
DC POWER
BATT
P
VACUUM
VACUUM
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P PRESSURE SWITCH
VACUUM
VACUUM
DC POWER
BATT
VACUUM GENERATORS
SURFACE
DEICE
OFF
EMER
OFF
RESET
23 PSI
REGULATOR
TIMER
6 SEC
SURFACE
DEICE
FIRST CYCLE
12 SEC
LEGEND
PRESSURE
VACUUM
P PRESSURE SWITCH
6 SEC
VACUUM
GENERATORS
DC POWER
BATT
OFF
SURFACE
DE-ICE
EMER
OFF
RESET
23 PSI
REGULATOR
TIMER
SECOND CYCLE
SURFACE
DEICE
12 SEC
P
VACUUM
VACUUM
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REVIEW QUESTIONS
1. The correct statement regarding the pitotstatic anti-ice system is:
A. Electrical power is not required (if
bleed air is available).
B. The squat switch will not allow full
power to the heating elements while
the airplane is on the ground.
C. Failure of one main system static port
heater will illuminate the P/S HTR
LR annunciator.
D. Electrical power is always available
to the pilots system (fail-safe operation of the emergency bus in the event
of a dual generator failure).
2. R e g a r d i n g t h e w i n d s h i e l d a n t i - i c e
system:
A. The W/S BLEED switch controls volume (HI or LOW).
B. The W/S BLEED switch controls
temperature.
C. Electrical power must be available to
open the solenoid control valve in the
tail cone.
D. Temperature is controlled by the
WINDSHIELD BLEED AIR valves.
3. Regarding use of the W/S BLEED switch:
A. HI position should be used with an
OAT above 18C.
B. LOW position should be used with an
OAT below 18C.
C. HI position should be used if greater
airflow is desired.
D. It deenergizes the solenoid control valve
open when HI or LOW is selected.
4. If the W/S AIR OHEAT light illuminates with the W/S BLEED switch in
OFF, there is:
A. 5-psi pressure sensed in the duct.
B. 5-psi pressure buildup in the duct,
and the light is to alert the pilot to
open the WINDSHIELD BLEED AIR
valve to relieve the pressure to prevent
damage to the duct.
C. A s y s t e m m a l f u n c t i o n ; t h e l i g h t
should never illuminate with the W/S
BLEED switch in OFF.
D. An overtemperature in the duct.
5 . T h e W / S A I R O H E AT l i g h t w i l l
illuminate:
A. If 5-psi pressure is sensed in the duct
with the W/S BLEED switch in OFF.
B. If the temperature of the air going to
the windshield is too hot (146C) with
the W/S BLEED switch in the HI or
LOW position.
C. Neither A nor B.
D. Both A and B.
6. In order to operate the rain removal system, the pilot should:
A. Open the rain doors only.
B. Open the rain doors, and turn on the
W/S ALCOHOL switch.
C. Open the rain doors, position the
WINDSHIELD BLEED AIR knobs to
MAX, and position the W/S BLEED
switch to LOW.
D. Open the rain doors, and position the
W/S BLEED switch to LOW.
10-15
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120 amps
300 amps
60 amps
150 amps
10-16
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10-17
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CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION ................................................................................................................. 11-1
GENERAL............................................................................................................................. 11-1
SYSTEM DESCRIPTIONS .................................................................................................. 11-2
General ........................................................................................................................... 11-2
Air Distribution .............................................................................................................. 11-7
Supplemental Cockpit Ventilation.................................................................................. 11-8
Optional Flood Cooling ................................................................................................. 11-8
Vapor Cycle Air Conditioner.......................................................................................... 11-9
REVIEW QUESTIONS ...................................................................................................... 11-10
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ILLUSTRATIONS
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CHAPTER 11
AIR CONDITIONING
INTRODUCTION
The air-conditioning system for the Citation Bravo provides conditioned air to both cockpit and cabin areas. Engine bleed air provides the air required to operate the system. The
cabin and cockpit temperature is regulated by mixing hot bleed air with air cooled by
an air cycle machine (ACM). Fans are provided to circulate cabin air. An optional flood
cooling system provides a means to rapidly reduce the cabin temperature.
GENERAL
The crew is provided automatic and manual
temperature controls to operationally condition the cabin and cockpit environment. Hot
bleed air is tapped off each engine, pneumatically controlled, manifolded, and routed to the
air cycle machine located in the tail cone. The
air is cooled and distributed through ducting
to the cockpit and cabin outlets.
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SYSTEM DESCRIPTIONS
GENERAL
Bleed air from the engines normally passes
through two solenoid-operated flow control
valves which restrict the bleed flow to six pounds
per minute per engine, which equates to 78 cu/ft
per minute per engine at 15C (59F). The bleedair line from the right engine branches in the tail
cone. One branch is routed to the normal flow
control valve and the other to a motor-operated
ground valve. This valve can be opened only on
the ground and allows a larger draw of bleed air
from the right engine for use by the ACM.
Control
The source of the bleed air used by the air-conditioning system is selected with the PRESS
SOURCE selector (Figure 11-1). This selector, along with the other controls associated
with the air-conditioning system, is located on
a tilt panel forward of the throttle quadrant.
If the right engine is advanced above approximately 72% N 2 , a primary pressure switch
causes the motorized ground valve to close,
thus preventing too much air from being supplied to the ACM. The valve closing causes the
BLEED AIR GND light to extinguish. When
the throttle is retarded below 70% N 2 , the
valve opens again, and the light reilluminates.
If the primary pressure switch fails to close the
valve and the right engine rpm exceeds approximately 74% N2, the secondary pressure switch
closes the ground valve and illuminates the
ACM OPRESS light. The ground valve will
not open again until main DC power is interrupted and then reestablished.
When the EMER position is selected, the bleed
air from the left engine is routed directly into
the cabin, bypassing the ACM. Temperature is
controlled by volume through throttle setting,
and the bleed air to the ACM is shutoff. When
the selector is in EMER or the valve opens automatically, the EMER PRESS light will illuminate. The EMER PRESS will function only
while airborne due to left squat switch input.
The OFF position closes the valves controlling
engine bleed air, and no pressurization or temperature control is available.
Precooler
The NORMAL position opens the flow control valves and allows air from each engine to
pass into the ACM. This is the position in
which the valves fail if main DC power is lost.
The GND position opens the ground valve and
allows a larger draw of air from the right engine
to enter the ACM. When the valve is not fully
closed, a BLEED AIR GND light illuminates.
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COOL AIR
TURBINE
COMPRESSOR
FAN
BYPASS
VALVE
TAIL CONE
AIR
WATER FROM
SEPERATOR
SPRAYED OVER
HEAT
EXCHANGERS
COOLING AIR
VENTED OVER
BOARD
HEAT
EXCHANGERS
OVERTEMPERATURE
PROTECTION CIRCUIT
405F/193C
EMERGENCY
PRESSURIZATION VALVE
(SQUAT SWITCH IN FLIGHT)
GROUND VALVE/SQUAT
SWITCH ON GROUND
ACM
38 PSI
(74% N2)
NC
34 PSI
(72% N2)
NO
NO
FLOW CONTROL
SHUTOFF VALVE
(NORMAL)
NONORMALLY OPEN (DEENERGIZED)
NCNORMALLY CLOSED (ENERGIZED)
LEGEND
CONDITIONED AIR
FRESH AIR
OVERHEAD DUCTING
STATIC AIR
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Water Separator
A water separator is provided to remove
moisture from the conditioned air before it
enters the cabin. The conditioned air from
the ACM enters the water separator, where
it is filtered and excess water is removed. The
conditioned air is then ducted through a
check valve into the cabin ducts for distribution. The moisture is injected into the air
flowing over the heat exchangers to increase
cooling efficiency.
Temperature Control
The cabin temperature is controlled by temp e r a t u r e s e l e c t r h e o s t a t o r a M A N UA L
HOTMANUAL COLD switch (Figure 11-3).
The cabin temperature is controlled automatically when the temperature rheostat is in the automatic range. This temperature selector is a
rheostat which sends a variable temperature
setting to a cabin temperature controller. The
controller compares the desired setting to the
actual cabin temperature provided by a cabin
temperature sensor. This sensor is located in the
top of the cabin aft of the rear seat on the copilots side of the airplane. In addition, the
controller receives a temperature input from the
supply duct temperature sensor in the tail cone.
The cabin controller compares all of the electrical inputs and then sends an output signal to
the mixing valve motor in order to change the
supply temperature. For example, if the selector is rotated clockwise by the pilot, a higher
temperature has been selected. The controller
receives this input, compares it to the signals
received from the cabin and supply duct sensors, and then causes the mixing valve to open
up, allowing more bleed air to bypass the ACM,
thus increasing the temperature in the cabin.
In the automatic mode, the system has a supply
air low temperature limit of 35F (2C) to prevent the formation of ice in the water separator.
The input to the controller for this is from the
supply duct temperature sensor located downstream of the water separator in the supply duct.
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FOOT WARMER
VALVE
DEFOG
HI
OFF
LOW
RECIRCULATING
AIR DUCT
OVHD
HI
CABIN
CKPT
OFF
FLOW DISTR
LOW
MOTOR
VALVE
(100 F)
AUTOMATIC
OFF
435 F
224 C
ACM
LH FLOW
CONTROL
SHUTOFF
VALVE
(FAILS OPEN)
74%
NORMAL
LH
COLD
COLD
MANUAL
HOT
BYPASS
MIXING
VALVE
405 F
193 C
EMER
VALVE
(FAILS
CLOSED)
MANUAL
RH
72%
RH FLOW
CONTROL
SHUTOFF
VALVE
(FAILS OPEN)
EMER
GND
OFF
PRESS SOURCE
LEGEND
CONDITIONED AIR
FRESH AIR
OVERHEAD DUCTING
STATIC AIR
MOTOR-DRIVEN VALVE
OR MECHANICAL VALVE
WATER SEPARATOR
CHECK VALVE
FAN
TEMPERATURE SENSOR
PRESSURE SWITCH
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System Protection
If the bleed-air temperature in the duct between the compressor and turbine sections
exceeds 435F (224C) (Figure 11-4), the
overheat relay causes the flow control and
shutoff valves or the ground valve (depending
on which is open) to close and the emergency
pressurization valve to open. In flight, the
ACM shuts down, and the cabin is pressurized
by bleed air from the left engine. This condition is indicated by the EMER PRESS annunciator light and an increased noise level in the
cabin. If the overheat condition in the ACM exists for longer than 12 seconds, the emergency
lockout relay is energized, and the ACM remains inoperative. If the ACM cools down
within 12 seconds, it reverts to its previous setting, and the emergency pressurization valve
closes.
To reset the system for normal operation after
a shutdown for longer than 12 seconds, it is
necessary to rotate the PRESS SOURCE selector to the EMER position and then reselect
a position other than GND or OFF. This condition is most likely to occur when maximum
cooling is demanded of the system.
On the ground, when the ACM overheats, the
emergency pressurization valve does not
open, since it has been deactivated by the
left main gear squat switch. However, the
EMER PRESS ON annunciator light does illuminate. The reset procedures are the same
as for in flight.
When the emergency pressurization valve is
providing the source of air for pressurizing
the cabin, the pilot is unable to control the
temperature except through manipulation of
the left throttle. Reducing power on the left
engine reduces the temperature and volume
of air entering the cabin. Reducing it too
much may cause a rise in cabin altitude, depending on aircraft altitude. The source of air
for the emergency pressurization system is
from the left engine only (Figure 11-4).
11-6
Overtemperature Protection
Circuit
During high altitude flights at low speed and
high power settings while attempting to cool
a warm cabin, the capability of the ACM may
be exceeded. This can result in an ACM
overtemperature, which can shutdown the
ACM and cause the EMERGENCY PRESSURIZATION VALVE to automatically activate. To preclude this, an overtemperature
protection circuit is incorporated which will
bias the temperature controller when the ACM
discharge temperature reaches 405F (193C).
The controller will switch from a cooling mode
to a heating mode; opening the mixing valve
until the ACM compressor discharge temperature has cooled. It then returns to a cooling
mode. The controller will cycle from cooling
to heating mode until the cabin temperature
reaches the selected value. The ACM overtemperature protection circuit only operates in
the AUTOMATIC temperature controller
modes. Therefore, operations above 31,000
feet should be restricted to the AUTOMATIC
mode. It is possible at high altitude, when in
MANUAL mode, to select a cold enough temperature to cause the ACM to shutdown and trip
the emergency pressurization on.
The air duct from the ACM to the cabin is protected from overheat damage by a duct overheat
sensor. If the temperature in the duct exceeds
157C (315F), the AIR DUCT OHEAT annunciator light illuminate. This condition will most
likely occur when heat is being demanded and
most of the bleed air is bypassing the cooling
process of the ACM. The pilot should select
MANUAL with the temperature select rheostat
and close the mixing valve by holding the MANUAL HOTMANUAL COLD switch to MANUAL COLD. Approximately 10 seconds is
required to drive the mixing valve from the
fully hot to the fully cold position. The pilot
should also check that the TEMP circuit breaker
on the left circuit breaker panel is in. Loss of
power or opening of the circuit breaker renders
the temperature control system inoperative in
both automatic and manual modes.
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AIR DISTRIBUTION
Description
The cabin air distribution system consists of
an overhead conditioned air duct and outlets.
The passenger footwarmer and armrest warmer
manifolds are supplied by an underfloor conditioned air duct which supplies the windshield defog outlets, and the crew side console
outlets. Figure 11-4 illustrates the air distribution system. The conditioned air enters the
cabin through a single duct and then branches
at a flow divider, part going to the cockpit and
part going to the main and auxiliary plenum,
then on to the passenger section. Air circulation through both the overhead ducting and underfloor ducting can be increased by actuating
the overhead fan and defog fan, respectively.
Operation
With the engines operating, selecting a source
of bleed air for the ACM with the pressurization
source selector provides conditioned air to the
cabin (EMER and OFF positions excepted).
The air flows from the water separator through
ducting to the cabin, passing through a check
valve at the aft pressure bulkhead.
The temperature of the air in the supply duct
determines the position of the recirculating
air inlet door. At temperatures below 100F
(38C), the door is fully closed, and conditioned air flows through both the overhead and
underfloor distributing ducts. With a temperature above 100F (38C), the door is fully
open, and all of the hot air from the ACM is diverted to the underfloor ducting system. Air
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SUPPLEMENTAL COCKPIT
VENTILATION
Two fans (one fan on some airplanes) are installed in the forward cabin divider: one in the
right divider and one in the left divider except
on airplanes with a forward deluxe refreshment center. Air flows from the passenger comp a r t m e n t t h r o u g h t h e f a n s t o t h e c r ew
compartment. Figure 11-6 shows the cockpit
ventilation fan outlets.
Operation
The FLOOD COOLING control switch
(Figure 11-8) is located next to the pressurization controller on the center panel in the
cockpit. It is a two-position switch labeled
ON and OFF.
The flood cooling system provides an air outlet grille on the upper aft pressure bulkhead
to supply a high volume of cool air directly
from the ACM (Figure 11-7). It bypasses the
normal overhead and underfoot duct system
and eliminates the heating of the conditioned
air by the hot-soaked distribution ducting. It
is intended for cooling purposes only, and in
flight may be used only below 10,000 feet.
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REVIEW QUESTIONS
1. When controlling the cabin temperature
with the manual temperature switch, the
mixing valve is positioned from full hot
to full cold in approximately:
A.
B.
C.
D.
18 seconds.
6 seconds.
3 seconds.
10 seconds.
EMER.
GND.
NORMAL.
Either LH or RH.
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CHAPTER 12
PRESSURIZATION
CONTENTS
Page
INTRODUCTION ................................................................................................................. 12-1
GENERAL ............................................................................................................................ 12-1
SYSTEM DESCRIPTION .................................................................................................... 12-2
Outflow Valves............................................................................................................... 12-2
PRESSURIZATION CONTROL .......................................................................................... 12-2
General........................................................................................................................... 12-2
Automatic Mode ............................................................................................................ 12-4
Operation ....................................................................................................................... 12-4
Isobaric Mode .............................................................................................................. 12-13
Manual Pressurization Control .................................................................................... 12-15
Exercise Test Button .................................................................................................... 12-15
Emergency Cabin Dump.............................................................................................. 12-15
REVIEW QUESTIONS ...................................................................................................... 12-16
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ILLUSTRATIONS
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CHAPTER 12
PRESSURIZATION
INTRODUCTION
The pressurization system in the Bravo is used to maintain a lower cabin altitude than
actual airplane altitude. This is accomplished by ducting bleed air into the cabin and then
controlling the amount of air allowed to escape overboard. The Bravo pressurization and
air-conditioning systems employ a common airflow; therefore, cabin pressurization is
accomplished with conditioned air.
GENERAL
Two elements are required to provide cabin
pressurization. One is a constant source of air.
The other is a method of controlling outflow
to achieve the desired differential pressure and
resultant cabin altitude. The airflow to the
cabin is fairly constant (through a wide range
of engine power settings), and the outflow of
air is controlled by the two outflow valves located on the aft pressure bulkhead.
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SYSTEM DESCRIPTION
The components of the pressurization control
system are: the primary and secondary outflow
valves, pressurization controller (Figure 12-1),
manual toggle valve, and the cabin dump
switch. Both outflow valves contain maximum differential safety valves, and maximum
altitude safety valves. The safety valves are capable of overriding the controller inputs to
the outflow valves avoiding the possibility of
underpressurization or overpressurization.
PRESSURIZATION
CONTROL
GENERAL
Figure 12-1. Pressurization Control Panel
OUTFLOW VALVES
The primary and secondary outflow valves
are similar to each other with the exception of
a vacuum ejector, a cabin altitude climb, and
the dive solenoids mounted mounted on to the
primary outflow valve. The primary and secondary outflow valves are connected through
a port which allows positive pressure or negative pressure to be applied to both valves
(Figure 12-2).
The flow rate of exhausted cabin air is controlled by the position of a control chamber
in the primary and secondary outflow valves.
Air is added or removed from the control
chamber by climb and dive solenoids located
on the primary outflow valve. The climb and
dive solenoids respond to commands from
the pressurization controller. When the controller opens the dive solenoid, 1.5 psi service air or cabin air pressure is used to apply
12-2
Squat switches and engine throttle lever settings are used to define four outflow valve
operating modes. On the ground with either engine operating below 85% N 2 (ground taxi
mode), both outflow valves are positioned
fully open (Figure 12-2). When both throttles
are above 85% N 2 on the ground (prepressurization mode), both outflow valves slowly
close to bring cabin delta pressure to a maximum of 200 feet below field altitude during
takeoff roll. At liftoff, the left squat switch activates the system into the flight mode (Figure
12-2). The descent mode begins when the airplane descends 500 ft below its top altitude.
In flight, the cabin is pressurized by a constant
8 pounds per minute of temperature controlled
engine bleed air at sea level and approximately
6 ppm at 45,000 feet. The cabin pressure altitude is maintained by controlling the exhaust airflow rate out of the cabin into the
unpressurized tail cone. The pressurization
system controls the cabin exhaust airflow rate
TEMPERATURE CONTRO
OFF
D
COLD
MANUAL
L
NORMA
ON
OFF
FLOOD COO
CABIN
PRESS SY
NOSE WHEEL
WELL STATIC
NOSE WHEEL
WELL STATIC
SOURCE
OUTSIDE
STATIC
SOURCE
FLOW DISTR
28 VDC
No. 1 AIR
DATA
COMPUTER
23 PSI
BLE
CABIN AIR
CABIN A
VACUUM
EJECTOR
NORM
1.5 PSI
ORIFICE
VACUUM
orifice
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OPERATION
Operating in the autoscheduling mode, the
crew only needs to set in the SET ALT window the landing field elevation any time prior
to or during flight. The controller automatically controls cabin pressurization for operation at the highest practical differential
pressure with minimum rates and changes.
The BARO correction is automatically provided to the controller by the number one air
data computer.
Cabin pressure is maintained within an operating envelope defined by the aircraft ceiling
and maximum differential pressure, cabin operational ceiling, and negative differential
pressure boundaries (Figure 12-3).
Ground Mode
AUTOMATIC MODE
The pressurization controller has two digital
windows marked SET ALT and RATE, an FL
button, an EXER button and a SET ALT knob
(Figure 12-1).
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NOTE
If the cabin is pressurized on landing,
the controller provides thirty (30) seconds of controlled depressurization
at 1,000 fpm upon squat switch activation (GOG). After 30 seconds, the
outflow valves will be fully opened.
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NOTE
If the left squat indicates GOG while
airborne, the controller will remain
in the prepressurization mode, cabin
remains at 200 feet below departure field elevation, RATE window
should indicate zero change and
the CABIN ALT/DP gauge indicates
pressure differential increasing.
Retarding one or both throttles below
approximately 85% N 2 will cause
the system to enter the ground mode
and the cabin will begin depressurizing at 1,000 fpm for 30 seconds.
After 30 seconds, the outflow valves
will be fully open and the cabin will
commence depressurizing at an ext r e m e l y h i g h r a t e . S w i t ch i n g t o
Manual mode will not stop depressurization; however, the cabin pressure
can be controlled with the manual
toggle valve.
12-6
Cabin pressure is maintained within an operating envelope defined by the Bravo ceiling of
45,000 feet and maximum differential pressure
of 8.9 psid, cabin operational ceiling of 8,000 feet,
and negative differential pressure (Figure 12-3).
The controller schedules within predetermined
cabin rate limits that provide passenger and crew
comfort. The cabin climb and descent rates are
normally limited to +600 fpm climb and 500 fpm
descent.
Due to predetermined cabin climb and descent rate limits (+600, 500 fpm), high aircraft climb and descent rates may exceed the
controllers ability to control cabin altitudes
within the autoschedule envelope.
Example: Due to the controllers +600 fpm maximum climb rate and a 3:1 autoschedule boundary ratio, if cabin pressure reaches the boundary
limit, an aircraft climb rate greater than 1,800 fpm
(600 fpm X 3) exceeds the controllers ability to
maintain cabin altitude within the autoschedule
envelope.
Inversely, rapid aircraft descent rates may cause
the cabin to depressurize prematurely due to the
controllers ability to limit the maximum cabin
dive rate of 500 fpm.
Each flight is divided into two sections based on
the aircrafts relationship to the top altitude during the flight. The two sections are: (l) TAKEOFF, CLIMB and CRUISE and (2) DESCENT
from CRUISE to LANDING. The control algorithm is different for each section.
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Zone l:
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upon the selected landing elevation (SLA), aircraft top altitude, and the cabin altitude at aircraft top altitude. The cabin altitude is scheduled
to reach the SLA when the aircraft is 1,500
feet above the selected landing elevation (SLA).
The controller continually updates the pressurization schedule during takeoff, climb and
cruise. The controller begins implementing
the descent schedule when the aircraft leaves
500 feet of the top altitude.
Should the aircraft cruise at a lower altitude
during descent, the controller maintains cabin
pressure at the scheduled cabin altitude for the
aircrafts cruise altitude. The schedule is a
simple correlation between aircraft and cabin
altitudes.
Should the aircraft climb to an altitude above
the previous top altitude following initiation
of descent, the controller reverts to zone control (Figure 12-5) and computes a new schedule based upon cabin altitude and the new top
aircraft altitude. The controller implements the
new schedule when the aircraft descends 500
feet from the new top altitude.
As stated earlier, the controller schedules the
cabin altitude to reach the selected landing
altitude when the aircraft is 1,500 feet above
SLA. The controller enters the on-ground, depressurized mode when the squat switch indicates an onground condition (touchdown).
Four examples are provided to demonstrate controller operation.
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NOTE
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ISOBARIC MODE
If the No.1 Air Data Computer information is
interrupted, the controller will automatically
switch the flight mode from AUTO to ISOBARIC. A yellow caution indicator on the pressurization controller display face will illuminate
to advise of this change. The pilot selected destination field altitude on the controller display
will be replaced with flight level (FL) allowing
the pilot to set the desired cruising altitude. The
controller uses the flight level to control the
No. 1
KAPSFAILURE MODES
PRESSURIZATION
A
D
C
28
VDC
0
15
0
L 450
SET ALT
FL
EXER
+3
RATE
KAPSFAILURE MODES
PRESSURIZATION
A
D
C
0
A 40 0
28
VDC
SET ALT
FL
EXER
+3
RATE
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MANUAL PRESSURIZATION
CONTROL
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REVIEW QUESTIONS
1. Pressurization is normally maintained by:
A. Controlling the amount of air entering the cabin.
B. Controlling the amount of air escaping the cabin.
C. Modulating the temperature of the
cabin temperature controller.
D. Manipulating the throttles.
2. The normal outflow valve control modes
are:
A.
B.
C.
D.
Flight mode
Ground mode
Prepressurization mode
None of the above
12-16
Isobaric mode.
Auto mode.
Manual mode.
A and B above.
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CHAPTER 13
HYDRAULIC POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 13-1
GENERAL ............................................................................................................................ 13-1
MAJOR COMPONENTS ..................................................................................................... 13-2
Reservoir ........................................................................................................................ 13-2
Pumps............................................................................................................................. 13-3
System Bypass Valve ..................................................................................................... 13-3
Firewall Shutoff Valves .................................................................................................. 13-3
Filters ............................................................................................................................. 13-4
Flow Switches................................................................................................................ 13-4
OPERATION......................................................................................................................... 13-4
HYDRAULIC SUBSYSTEMS ............................................................................................. 13-4
THRUST REVERSERS ........................................................................................................ 13-4
General........................................................................................................................... 13-4
Protection ....................................................................................................................... 13-6
Control ........................................................................................................................... 13-6
Indication ....................................................................................................................... 13-6
Operation ....................................................................................................................... 13-8
Emergency Stow ............................................................................................................ 13-8
LIMITATIONS ...................................................................................................................... 13-9
Thrust Reversers ............................................................................................................ 13-9
REVIEW QUESTIONS ...................................................................................................... 13-10
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ILLUSTRATIONS
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CHAPTER 13
HYDRAULIC POWER SYSTEMS
INTRODUCTION
The Citation Bravos hydraulic system is pressurized by two engine-driven pumps, one
on each engine. The system provides pressure for three subsystems: landing gear, speedbrakes, and thrust reversers. System operation is monitored by annunciator lights.
GENERAL
The hydraulic system is classified as open
center, bypassing pump output to return with
essentially no buildup of pressure. Fluid bypassing ceases and pressure is provided when
operation of a subsystem is initiated.
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The reservoir is pressurized to provide an adequate supply of fluid to the pumps under all
operating conditions. Fluid is filtered prior
to entering a subsystem and enroute to the
reservoir.
MAJOR COMPONENTS
RESERVOIR
The wheel brake system is hydraulically powered by a separate, completely independent hydraulic system.
A visual fluid level indicator on the aft end indicates FULL when properly serviced with
RELIEF
VALVE
LO HYD
LEVEL
LOW FLUID
SWITCH
SUCTION
RETURN/
DRAIN
REFILL
VENT
RELIEF
VALVE
PISTON
SPRING
LEGEND
MANUAL
PRESSURE
RELEASE
FULL
LOW
FLUID
SWITCH
SYSTEM PRESSURE
SUPPLY
ELECTRICAL
FLUID
LEVEL
INDICATOR
SUCTION
RESERVOIR
PRESSURIZATION
RETURN/DRAIN
SUCTION
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0.5 gallon of fluid, OVERFULL at 0.65 gallon, or REFILL at 0.2 gallon. If the fluid level
drops to 0.2 gallon, the amber LO HYD
LEVEL annunciator illuminates. Checking
reservoir fluid level is an exterior inspection
item. A relief valve on top of the reservoir
opens at approximately 30 psi to prevent overpressurization. It can be manually opened for
bleeding or fluid release.
PUMPS
To service the reservoir, pressurizing equipment such as a hydraulic mule or hand-operated pump must be used. Servicing connections
are provided on the right underside of the
fuselage below the right engine (Figure 13-2).
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FILTERS
The system incorporates three fluid filters,
two for filtering fluid leaving the pumps and
one for filtering return fluid prior to entering
the reservoir. Each filter incorporates a bypass
valve that opens at 100 psid if the filter element clogs. There is no cockpit indication of
any filter bypass.
FLOW SWITCHES
A flow switch installed in each pump pressure
line controls the LR LO HYD FLOW annunciator. As flow from a pump exceeds 1.33 gpm,
a circuit opens to extinguish the applicable annunciator. Decreasing flow to 0.35-0.55 gpm
will close the circuit, illuminating the annunciator. A check valve in the flow switch prevents backflow into the pump.
HYDRAULIC
SUBSYSTEMS
OPERATION
When an engine is started, the pump draws
fluid from the reservoir through the normally
open firewall shutoff valve (Figure 13-4).
Pump output flow, through the flow switch,
opens a circuit to extinguish the L or R LO
HYD FLOW light.
Assuming no subsystem is being operated,
the deenergized system bypass valve is open,
bypassing pump output to return. As the second engine is started, the remaining LO HYD
FLOW annunciator is extinguished.
When the operation of any subsystem is initiated, a circuit is completed to energize
the system bypass valve to the closed position (closed center). As pressure increases,
the HYD PRESS annunciator illuminates.
System pressure is limited to 1,500 psi as
the system relief valve opens. When the selected operation is completed, the circuit to
the system bypass valve opens. The deenergized valve spring-loads to the open position, again bypassing pump output to
return. The system depressurizes, and the
13-4
HYD PRESS annunciator goes out. The system remains in the essentially unpressurized
(open center) condition until another subsystem is selected for operation.
THRUST REVERSERS
GENERAL
The Citation Bravo is equipped with hydraulically operated, electrically controlled, targettype thrust reversers (Figure 13-5) to assist
deceleration during a landing roll.
When deployed, the reversers are maintained
in position by hydraulic pressure.
In normal operation, hydraulic pressure is isolated when the reversers are stowed. They are
maintained in the stowed position by an overcenter condition of the operating bar mechanism.
F
LO HYD
FLOW
LANDING
GEAR
SPEED
BRAKES
PRESSURE
RELIEF VALVE
LEGEND
LOW PRESSURE
RETURN
SUPPLY
SPEED
BRAKE
EXTEND
SYSTEM
BYPASS
VALVE
RETRACT
HYDRAULIC
PUMP
LO HYD
LEVEL
HYD
PRESS
EXTEND
THRUST
REVERSERS
F/W
SHUT OFF
L
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PROTECTION
A solenoid lock in the throttle quadrant prevents increasing reverse thrust rpm until the
associated reverser reaches the fully deployed
position. A throttle feedback system will move
the FCU lever and throttle to idle if the reversers deploy inadvertently.
Thrust reverser operation is limited to ground
operations only. The control circuitry is wired
through the squat switches of the left and right
main landing gear (Figure 13-6).
CONTROL
The thrust reversers are controlled by reverser
levers (Figure 13-7) piggyback-mounted on the
throttles. Each reverser lever has three positions: full forward or stow, a detented reverse
idle (deploy) position, and full aft or reverse
thrust position.
When a reverser lever is moved to the reverse
idle (deploy) position, the solenoid lock (mentioned earlier) will prevent further aft movement
until the reverser is fully deployed.
13-6
INDICATION
Each reverser has three lights on the
glareshield panel: ARM, UNLOCK, and DEPLOY (Figure 13-8). The amber ARM light circuit is completed by a pressure switch which
indicates hydraulic pressure is available to
the reverser control valve.
In addition to the three reverser lights, a fourth
light on the annunciator panel labeled HYD
PRESS will illuminate to indicate the hydraulic bypass valve is closed and the hydraulic system is pressurized.
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ARM
UNLOCK
DEPLOY
S
T
O
W
S
W
EMER.
NORMAL
EMER.
T
H
R
O
T
T
L
E
S
MASTER
WARNING
RESET
NORMAL
S
T
O
W
S
W
ARM
UNLOCK
DEPLOY
IDLE
OFF
ISOLATION
VALVE
ISOLATION
VALVE
THRUST
REVERSER
CONTROL
VALVE
THRUST
REVERSER
CONTROL
VALVE
LEGEND
FULL PRESSURE
RETURN
The amber UNLOCK light circuit is completed by a microswitch which closes when the
reverser mechanism initially moves from the
mechanically locked stowed position.
The white DEPLOY light indicates the reverser door mechanism has reached the fully
deployed position.
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OPERATION
WARNING
EMERGENCY STOW
General
An emergency stow system is incorporated
which bypasses the normal sequencing system.
This system is used in case of an inadvertent
deployment in flight or if the normal stow
system fails.
Control
A two-position switch (Figure 13-8) for each reverser is located inboard of the reverser lights.
The switch is labeled STOW SW and has positions labeled EMER and NORMAL. Moving a
STOW switch to the EMER position will close
the hydraulic bypass valve and cause the control valve to energize to the stow position. If the
reversers are deployed, the HYD PRESS light
will illuminate and the reverser lights will go
out in sequence DEPLOY and UNLOCK. The
HYD PRESS light and the ARM light will remain on continuously in the stow position. The
reverser is held stowed with continuous hydraulic pressure (mechanical overcenter stow
locks may be inoperable). This system is
checked before flight following a normal deploy
cycle.
If either an ARM or UNLOCK light illuminates
in flight, the master warning light will also illuminate.
WARNING
Do not attempt to fly the airplane if
the thrust reverser preflight check is
unsuccessful.
13-8
NOTE
For all normal and emergency procedures, consult the AFM.
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If a fire switchlight is pushed for test or for engine fire, the isolation valve is deenergized
closed and the respective engines reversers
cannot be hydraulically deployed.
LIMITATIONS
THRUST REVERSERS
Reverse thrust power must be reduced to the
idle reverse detent position at 60 KIAS on
landing roll.
Maximum reverse thrust setting is limited to
no more than maximum takeoff power less
2% N 1 for the existing ambient conditions.
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REVIEW QUESTIONS
1. The system bypass valve is:
A.
B.
C.
D.
Spring-loaded closed.
Spring-loaded open.
Energized closed.
Both B and C.
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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 ....................................................................................................................... 14-4
Nosewheel Steering ....................................................................................................... 14-7
WHEELS AND BRAKES..................................................................................................... 14-9
General........................................................................................................................... 14-9
Wheels ........................................................................................................................... 14-9
Brakes ............................................................................................................................ 14-9
Operation .................................................................................................................... 14-10
Emergency Brakes ....................................................................................................... 14-12
REVIEW QUESTIONS ...................................................................................................... 14-14
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ILLUSTRATIONS
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CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
The Bravo landing gear is electrically controlled and hydraulically actuated. When retracted, mechanically actuated doors enclose the nose gear and the struts of the main
gear. The 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
The Bravo features tricycle gear, with a fuselage-mounted, single-wheel telescoping nose
gear and two wing-mounted, single-wheel,
trailing link main gear.
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The nosewheel steering system is mechanically actuated by cable linkage from the rudder pedals. The system is enabled with the gear
extended, on or off the ground. Nose gear centering is accomplished mechanically during
retraction.
The power brake system uses a separate hydraulic system powered by an electrically driven
pump. Each main gear wheel houses a multiple disc brake assembly that can be actuated by
pressure from an electrically driven pump or
stored nitrogen pressure during emergency
braking. A parking brake is provided for parking the airplane.
T h e d ow n l o c k m e c h a n i s m c o n s i s t s o f a
springloaded locking ring held in a groove on
the actuator piston. It can be released only
with hydraulic pressure applied to the retract
side of the actuator; therefore, no external
downlock pins are required.
LANDING GEAR
GENERAL
The main and nose landing gear struts are conventional air-oil struts. The landing gear is norm a l l y h y d r a u l i c a l l y a c t u a t e d bu t c a n b e
mechanically and pneumatically released and
extended if the normal gear actuation system
fails. The gear can be extended at airspeeds up
to 250 KIAS and retracted at airspeeds up to 200
KIAS (V LO ), and operated with the gear extended (V LE ) at airspeeds up to 260 KIAS. It
takes approximately 6 seconds to extend or retract the landing gear.
Main Gear
The main gear assembly (Figure 14-1) includes
a trunion, oleo struts, actuators, trailing link,
a single wheel with a multiple disc brake, and
a squat switch that senses in-flight/on-ground
conditions.
The main gear is locked in the retracted position by a spring-loaded uplock mechanism.
Prior to extension, an uplock hydraulic actuator must release the uplock before hydraulic
pressure can reach the main actuators to extend
the gear. When the gear is extended, an internal locking mechanism within the gear actuator engages for downlocking.
14-2
Nose Gear
The nose gear assembly (Figure 14-2) includes a strut, hydraulic actuator, torque
links, a single wheel, and a self-contained
shimmy damper. The nose gear is held in
the retracted position by a spring-loaded
uplock mechanism that is released by an uplock hydraulic actuator prior to gear extension. When the gear is extended, an internal
locking mechanism in the gear actuator engages to lock the gear down. This locking device is similar to the one in the main gear
actuator. No external downlock pin is required for the nose gear. The nose gear is mechanically centered during retraction.
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Three doors are actuated by nose gear movement to completely enclose the nose gear and
wheel at retraction. The two forward doors
are closed with the gear extended or retracted, and are open only during gear transit. The aft spade door remains open with the
gear extended.
Controls
Indicators
The green NOSE, LH, and RH lights on the
gear control panel indicate gear down and
locked. As each gear locks down, its respective green light is illuminated.
The red GEAR UNLOCKED light indicates an
unsafe gear condition. It illuminates when the
gear handle is moved out of the UP detent and
remains on until all three gear are down and
locked. At retraction, the light comes on when
any downlock is released and remains on until
all three gear are up and locked (Figure 14-3).
CAUTION
Never attempt to pull the gear handle up during taxi and special attention must be given to checking the
gear handle in the down position before depressing an engine start button to prevent inadvertent nose gear
retraction.
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Aural Warning
A LANDING GEAR aural warning is provided by the warning/caution advisory system
if one or more gear are not locked down, one
or both throttles are retarded below 70% N 2
rpm, and airspeed is below 150 KIAS. The
warning can be silenced by pressing the HORN
SILENCE pushbutton on the gear control
panel.
The aural warning also sounds if flaps are extended beyond TAKEOFF AND APPROACH
(15) with one or more gear not down and
locked regardless of any other condition.
Under these conditions, the aural warning cannot be silenced with the push button.
OPERATION
General
In addition to energizing the gear control
valve, LDG GEAR handle movement to the
UP or DOWN position also closes the hydraulic system bypass valve, creating pressure as indicated by illumination of the HYD
PRESS annunciator.
At the completion of either cycle, the bypass
valve opens and the HYD PRESS annunciator
goes out.
Retraction
Placing the LDG GEAR handle in the UP position energizes the retract solenoid of the
gear control valve. The control valve is positioned to direct pressure to the retract side of
each gear actuator. The downlock mechanism
in each actuator releases and retraction begins (Figure 14-4).
As each gear reaches the fully retracted position, it is engaged by a spring-loaded uplock
mechanism, and an uplock microswitch is actuated. When all three uplock microswitches
have been actuated, the gear control valve circuit is interrupted and the valve returns to the
neutral position bleeding off hydraulic pressure to return. The HYD PRESS annunciator
should extinguish at this time. All position
indicator lights on the control panel are out.
Extension
Placing the LDG GEAR handle in the DOWN
position energizes the extend solenoid of the
gear control valve. The valve is positioned to
apply pressure to the uplock actuators, releasing the gear uplocks. When the uplocks have
released, pressure continues to the gear actuators. As each gear reaches the fully extended
position, a downlock microswitch is actuated.
When all three downlock switches are actuated,
the control valve circuit is interrupted and the
gear control valve returns to the neutral position allowing hydraulic fluid to return to the
reservoir. With pressure no longer being applied to the gear actuator, the internal locking
mechanism within each actuator assumes the
downlocked position and illumination of the
green NOSE, LH, and RH position indicator
lights on the gear control panel (Figure 14-5).
14-4
LO HYD
LEVEL
HYD
PRESS
EMERGENCY-FLUID
TURN VALVE
CONTROL
VALVE
LANDING GEAR
ACTUATOR
UPLOCK
UPLOCK
SHUTTLE VALVE
LO BRK
PRESS
ANTI-SKID
INOP
T-HANDLE
UPLOCK
LANDING
GEAR
ACTUATOR
LANDING
GEAR
ACTUATOR
SHUTTLE VALVE
LDG GEAR
HORN ANTISKID
SILENCE ON
RH
GEAR
UNLOCKED
NITROGEN
BLOW DOWN
BOTTLE
OFF
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DOWN
NOSE
LH
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UP
14-6
LO HYD
LEVEL
HYD
PRESS
EMERGENCY-FLUID
RETURN VALVE
CON
NTROL
V
VALVE
UPLOCK
UPLOCK
LANDING GEAR
ACTUATOR
TTLE VALVE
LO BRK
PRESS
ANTI-SKID
INOP
LANDING
GEAR
ACTUATOR
T-HANDLE
LANDING
GEAR
ACTUATOR
SHUTT
TLE VALVE
LDG GEAR
HORN ANTISKID
SILENCE ON
NOSE
LH
RH
NITROGEN
BLOW DOWN
BOTTLE
GEAR
UNLOCKED
OFF
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Emergency Extension
NOSEWHEEL STEERING
Nosewheel steering is accomplished by cables connected to the rudder pedals. The nosewheel steering turning limit is limited by the
rudder stops. The turning limit is approximately 20 either side of center. A springloaded bungee provides additional steering
capability with application of differential engine power and braking.
The nosewheel is mechanically centered during retraction. The centerline of the steering
universal joint is in alignment with the centerline of the trunion supporting bolts. When
the nosewheel is retracted, the lower half of
the steering universal joint remains in position
while the upper half, pivoting with the strut,
is moved to the center position automatically
centering the nosewheel. With the nosewheel
fully retracted, the upper half of the steering
universal joint and the nosewheel remain stationary while the lower half of the steering universal joint can move freely permitting normal
operation of the rudder pedals.
NOTE
CAUTION
NOTE
If a gear(s) uplock fails to release
mechanically by pulling the T-handle, pulling the round knob (collar)
behind the T-handle will release air
bottle pressure to open the uplock.
Flying the airplane with an inoperative nosewheel steering can also result in violent nosewheel shimmy.
14-7
14-8
LO HYD
LEVEL
HYD
PRESS
EMERGENCY-FLUID
RETURN VALVE
CONTRO
VALV
VE
UPLOCK
LANDING GEAR
ACTUATOR
UPLOCK
SHUTTLE VALVE
LO BRK
PRESS
ANTI-SKID
INOP
UPLOCK
LANDING
GEAR
ACTUATOR
T-HANDLE
LANDING
GEAR
ACTUATOR
SHUTT
TLE VALV
LDG GEAR
HORN ANTISKID
SILENCE ON
NOSE
LH
RH
NITROGEN
BLOW DOWN
BOTTLE
GEAR
UNLOCKED
OFF
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WHEELS
Main Gear Wheels
Each main wheel consists of two halves to facilitate tire installation and removal. A valve
assembly is installed in each outboard wheel
half to inflate and deflate the tires. Fusible
plugs installed in the inboard wheel halves
will melt and release tire pressure if the wheel
is overheated to prevent the wheels from exploding. The main tires should be inflated to
130 5 psig.
BRAKES
General
The wheel braking system utilizes a separate hydraulic system that is completely independent from the main hydraulic system.
Major system components include a reservoir
pressurized by cabin air, an electric DC
motor-driven hydraulic pump, and an accumulator to dampen pressure surges and provide backup pressure (Figure 14-7). The
system automatically maintains constant pressure for brake operation. The brakes are normally used as antiskid power brakes, but can
be operated as power brakes without antiskid protection. In event the brake system
hydraulic pressure is lost, emergency air
brakes are available.
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14-10
NOTE
The antiskid system is not operative
with the parking brake set.
OPERATION
With the LDG GEAR handle DOWN and normal DC power available, a pressure switch
controls the DC motor-driven hydraulic pump
to maintain 900-1,300 psi for brake operation
(Figure 14-8). An accumulator dampens pressure surges. The power brakes and antiskid system receive DC power from the SKID
CONTROL circuit breakers on the left circuit-breaker panel.
The master cylinders are supplied with fluid
from the brake reservoir. Depressing the brake
pedals applies master cylinder pressure to actuate the power brake valve, which meters
pump pressure to the brake assemblies in direct proportion to pedal force.
TEST
BRAKE SYSTEM
HYDRAULIC
RESERVOIR
ANNU
AVN
SPARE
LDG GEAR
UP
ANTISKID
HORN
SILENCE ON
OFF
ANTI
SKID
OVER
SPEED
NOSE
LH
RH
FIRE
WARN
LDG
GEAR
BATT
TEMP
AOA
T/REV
W/S TEMP
GEAR
UNLOCKED
OFF
ACCUMULATOR
28 VDC
HYDRAULIC
PUMP
P
POWER BRAKE
VALVE
EMERGENCY BRAKE HANDLE
LO BRK
PRESS
ANTI-SKID
INOP
ANTI-SKID
SERVO VALVE
VENT
SHUTTLE VALVE
SHUTTLE VALVE
DOWN
NITROGEN
BLOW DOWN
BOTTLE
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The digital antiskid control module incorporates test circuitry, which continually monitors the antiskid system. If a fault is detected,
the ANTI SKD INOP light will illuminate on
the annunciator panel. Certain faults in the
system are displayed on the built-in test equipment (BITE) indicator (fault display unit),
which is located under a panel on the left aft
bulkhead of the nose baggage compartment.
Parking Brakes
NOTE
If the ANTISKID switch is OFF, it
should not be turned on while the
airplane is taxiing. The antiskid system is not operative during self test
when initially powered up.
14-12
NOTE
Do not set the brakes subsequent to
a hard stop. Brake heat transfer to the
wheel could melt the fusible plugs,
deflating the tire.
EMERGENCY BRAKES
In the event the hydraulic brake system fails,
a pneumatic brake system is available (Figure
14-8). The system uses air pressure from the
pneumatic bottle, which can also be used for
emergency landing gear extension. Air bottle
pressure is adequate for stopping the airplane,
even if the landing gear has been pneumatically
extended.
Operation
Pulling the red EMER BRAKE PULL lever aft
mechanically actuates the emergency brake
valve. The valve meters air pressure through
shuttle valves to the brake assemblies in direct
proportion to the amount of lever movement.
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Since air pressure is applied to both brakes simultaneously, differential braking is not possible. Returning the lever to its original
position releases pressure from the brakes and
vents it overboard, releasing the brakes.
NOTE
Do not depress the brake pedals while
a p p l y i n g e m e rg e n cy a i r b r a ke s .
Shuttle valve action may be disrupted, allowing air pressure to enter
the hydraulic lines and rupture the
brake reservoir or apply uncommanded differential braking.
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REVIEW QUESTIONS
1. On the ground, the LDG GEAR handle is
prevented from movement to the UP position by:
A.
B.
C.
D.
Mechanical detents.
A spring-loaded locking solenoid.
Hydraulic pressure.
A manually applied handle locking
device.
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CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 15-1
PRIMARY FLIGHT CONTROLS ........................................................................................ 15-1
General........................................................................................................................... 15-1
Control Lock System .................................................................................................... 15-2
TRIM SYSTEMS .................................................................................................................. 15-2
General........................................................................................................................... 15-2
Rudder and Aileron Trim ............................................................................................... 15-3
Elevator Trim ................................................................................................................. 15-3
SECONDARY FLIGHT CONTROLS .................................................................................. 15-4
General........................................................................................................................... 15-4
Flaps............................................................................................................................... 15-5
Speedbrakes ................................................................................................................... 15-6
STALL WARNING ............................................................................................................... 15-9
YAW DAMPING................................................................................................................... 15-9
REVIEW QUESTIONS ...................................................................................................... 15-10
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ILLUSTRATIONS
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CHAPTER 15
FLIGHT CONTROLS
20
20
10
10
G
S
5
10
20
INTRODUCTION
The primary flight controls of the Citation Bravo are aileron, rudder, and elevators. They
are manually actuated by rudder pedals and conventional control columns and can be
immobilized by control locks when on the ground. Trim is mechanical in all three axes.
Electrical elevator trim is also provided.
Secondary flight controls consist of electrically powered flaps and hydraulically actuated speedbrakes. Stall warning is provided by a stall strip on the leading edge of each
wing. Yaw damping is provided as a function of the autopilot.
PRIMARY FLIGHT
CONTROLS
GENERAL
The ailerons, rudder, and elevators are manually operated by either the pilot or the copilot
through a conventional control column and rudder pedal arrangement. Control inputs are transmitted to the control surfaces through cables and
15-1
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NOTE
All flight control surfaces, including primary, secondary, and trim tabs, are shown
in Figure 15-1.
TRIM SYSTEMS
GENERAL
Rudder and aileron trim are mechanical and
are operated by cables from trim wheels in
the cockpit. Mechanical and electrical trim is
provided for each elevator and is controlled by
a trim wheel on the pedestal and pitch trim
switches on each control wheel.
ELEVATOR
TRIM TAB
RUDDER
TRIM TAB
FLAP
SPEEDBRAKE
TRIM TAB
AILERON
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ELEVATOR TRIM
Manual Trim
Manual elevator trim is initiated by rotating
the elevator trim wheel (Figure 15-4).
Electrical Trim
Operation
Electrical trimming of the elevators is accomplished with a trim switch on the outboard side
of each control wheel (Figure 15-4). Thumb actuation of the switch completes a circuit to an
electric motor which provides a mechanical
output to the trim actuator in the trailing edge
of the elevator. The pilots pitch trim inputs
override those made by the copilot.
LEGEND
MECHANICAL
15-3
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LEGEND
MANUAL TRIM
MECHANICAL
ELECTRICAL
ELECTRICAL TRIM
SECONDARY FLIGHT
CONTROLS
15-4
GENERAL
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FLAPS
General
The flap selector handle (Figure 15-5), detented at the 15 position, can be set to position the flaps anywhere between 0 and 40.
Handle movement actuates switches that energize two electric motors for flap movement.
Flap position is shown on a pointer to the left
of the flap handle. The indicator is mechanically positioned by flap movement.
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Operation
Moving the flap handle to any position mechanically actuates one of two switches in the
center pedestal, connecting electrical power
to both motors.
When the flaps reach the selected position, the
position indicator shows flap position and mechanically repositions the control switch to remove power from the flap motors. Inherent
drag of the motors and gearboxes holds the
flaps in position. Limit switches prevent overrun in either the fully up or fully down position.
If electrical power is lost, the flaps remain in
position at time of power failure.
SPEEDBRAKES
General
There are two speedbrake segments on the
surface of each wing, one on the top and one
on the bottom, which are operated by hydraulic
actuators. The speedbrakes have two positions: extended and retracted. The system includes two hydraulic actuators, two solenoid
valves, four speedbrake segments, and a white
SPD BRK EXTEND annunciator. The system
control switch and extended speedbrakes are
shown in Figure 15-7.
Operation
Placing the speedbrake switch momentarily to
EXTEND causes the hydraulic system bypass
control valve to close, providing pressure as
indicated by illumination of the HYD PRESS
annunciator. The speedbrake solenoid valve is
energized, directing pressure to force the
speedbrakes out of the mechanical downlocks
and extend them (Figure 15-8). The safety
valve, in parallel with the solenoid valve, is
also energized closed.
With the speedbrakes on both wings fully
extended, the white SPD BRK EXTEND
annunciator illuminates. Simultaneously,
the hydraulic system bypass valve opens
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SPEEDBRAKE EXTENDING
LH
SPEEDBRAKES
ACTUATOR
RH
SPEEDBRAKE
ACTUATOR
SPEEDBRAKE
SAFETY
VALVE
SPEEDBRAKE
SOLENOID
VALVE
SPEEDBRAKE EXTENDED
LH
SPEEDBRAKES
ACTUATOR
RH
SPEEDBRAKE
ACTUATOR
LEGEND
TRAPPED
PRESSURE
RETURN
FULL
PRESSURE
ELECTRICAL CIRCUIT
SOLENOID VALVE (FAIL SAFE)
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LH
SPEEDBRAKE
ACTUATOR
RH
SPEEDBRAKE
ACTUATOR
SPEEDBRAKE
SAFETY
VALVE
SPEEDBRAKE
SOLENOID
VALVE
LEGEND
FULL
PRESSURE
RETURN
ELECTRICAL CIRCUIT
SOLENOID VALVE (FAIL SAFE)
CHECK VALVE
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LH
SPEEDBRAKE
ACTUATOR
RH
SPEEDBRAKE
ACTUATOR
SPEEDBRAKE
SAFETY
VALVE
SPEEDBRAKE
SOLENOID
VALVE
LEGEND
RETURN
STATIC PRESSURE
LOW PRESSURE
CHECK VALVE
STALL WARNING
Stall warning consists of a stall strip on the
leading edge of each wing (Figure 15-11).
The stall strips create turbulent airflow at high
angles of attack, causing elevator buffet to
warn of approaching stall conditions. Buffet
occurs prior to the actual stall at approximately V S1 + 10 knots in the clean configuration and VSO + 5 knots in the landing
configuration.
only be engaged by depressing the YD ENGAGE switch on the autopilot control panel.
It is disengaged by depressing the AP/TRIM
DISC switch on either control wheel or by depressing the YD ENGAGE switch. An operative yaw damper is not required for flight.
YAW DAMPING
Yaw damping is a function of the autopilot,
consisting of automatic application of rudder
against transient motion in the yaw axis. With
the autopilot engaged, the yaw damper is engaged automatically. The yaw damper can
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REVIEW QUESTIONS
1. The ailerons are operated by:
A. Hydraulic pressure.
B. Mechanical inputs from the control
wheels.
C. A fly-by-wire system.
D. An active control system that totally
eliminates adverse yaw.
2. The aileron trim tab is operated by:
A. An electrically operated trim tab
motor.
B. A hydraulically operated trim tab
motor.
C. A mechanical trim knob on the rear
face of the center pedestal.
D. Changing the angle of the aileron
fence.
3. Regarding the rudder:
A. The pilots and copilots pedals are
interconnected.
B. The trim tab actuator is powered only
electrically.
C. The servo is connected to the air data
computer to restrict rudder pedal deflection at high airspeeds.
D. It is independent of the nosewheel
steering on the ground.
4. The elevator:
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CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 16-1
GENERAL ............................................................................................................................ 16-1
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)................................................ 16-3
Controllers ..................................................................................................................... 16-3
Autopilot Control Panel............................................................................................... 16-21
Primus 1000 Integrated Operation (EFIS/Flight Director/Autopilot) ......................... 16-22
Comparison Monitor Annunciations ........................................................................... 16-29
EMERGENCY FLIGHT INSTRUMENTS ........................................................................ 16-30
Secondary Flight Display System (MEGGITT Tube) ................................................. 16-30
Standby Horizontal Situation Indicator (HSI) ............................................................. 16-32
C-14D Compass System.............................................................................................. 16-33
VG-14A Vertical Gyro System .................................................................................... 16-34
MISCELLANEOUS FLIGHT INSTRUMENTS ............................................................... 16-34
Ram-Air Temperature (RAT) Indicator ....................................................................... 16-34
True Airspeed (TAS) Temperature Probe .................................................................... 16-34
Magnetic Compass ...................................................................................................... 16-35
Flight Hour Meter........................................................................................................ 16-35
Digital Clock................................................................................................................ 16-35
Stall Warning and Angle-of-Attack System................................................................. 16-36
COMMUNICATION/NAVIGATION ................................................................................. 16-37
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ILLUSTRATIONS
Figure
Title
Page
16-1
16-2
16-3
16-4
16-5
16-6
16-7
16-8
16-9
16-10
16-11
16-12
16-13
16-14
16-15
16-16
16-17
16-18
16-19
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TABLES
Table
Title
Page
16-1
16-2
16-3
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CHAPTER 16
AVIONICS
INTRODUCTION
The Citation Bravo avionics covered in this chapter includes a Primus 1000 display
and flight guidance system, emergency flight instruments, communication/navigation,
pulse equipment, long-range navigation, pitot-static systems, and static discharge
wicks. Avionics limitations are listed in the Limitations and Specifications section
in the back of this manual. Many optional avionics items are available. The user should
consult the applicable supplements in the AFM, Section III of the Airplane Operating
Manual, and vendor handbooks for detailed information on standard and optional
avionics system installed.
GENERAL
The Primus 1000 integrated avionics system
(IAS) is an advanced integrated system that
provides display, flight director guidance, autopilot, yaw damper, and trim functions.
16-1
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The IC-600 IAC is the focal point of information flow in the system. The two IACs are interconnected by High Level Data Link control
lines. This bus and other interconnects allow the
flight guidance computers and symbol generators associated with each IAC to share, compare,
and communicate large blocks of information.
FD1/FD2
28 VDC
FMS, GNS-X/ES
GPS/LORAN C
VLF- OMEGA
RPU
FULL
ARC
FULL
ARC
VG-14A
VERTICAL
GYRO
NO. 1
VG-14A
VERTICAL
GYRO
NO. 2
RADIO
ALTIMETER
DME
(YD ONLY)
RG-204
RATE GYRO
FULL
FULL
ARC
ARC
FULL
ARC
FMS 1
ADF 1
VOR 1
OFF
FULL
ARC
ADF 1
OFF
PR IMUS
WU-650
WX RECEIVER/
TRANSMITTER/
ANTENNA
1 000 SYSTEM
IC-600 (SG/FD/AP)
IAC
NO.1
NAV
RADIOS
WC-650
WEATHER RADAR
CONTROLLER
RIGHT
CONTROL BUS
IC-600 (SG/FD)
IAC
NO. 2
DME
NAV
RADIOS
AG-222
ACCELEROMETER
IC-IC BUS
PC-400
AUTOPILOT
CONTROLLER
AG-222
ACCELEROMETER
AZ-850
MICRO AIR DATA
COMPUTER
NO. 1
DC-IC BUS
C-14D
DIRECTIONAL
GYRO NO. 1
DC-IC BUS
FROM
CS-412
C-14D
DIRECTIONAL
GYRO
NO. 2
AZ-850
MICRO AIR DATA
COMPUTER
NO. 2
TO C-14D
DIRECTIONAL
GYRO
NO. 2
RI-553 REMOTE
INSTRUMENT
CONTROLLER
MS-560
MODE SELECTOR
NO. 1
CS-412
DUAL REMOTE
COMPENSATOR
FULL
MAP
ARC
SM-200
RUDDER SERVO
FMS 1
GSPD
WX
ET
TTG
BRG
MS-560
MODE SELECTOR
NO. 2
FULL
FMS
COURSE
ADF 1
VOR 1
OFF
V/L
FMS 1
HEADING
MAP
ARC
COURSE
FMS 1
ADF 1
DH
BRG
TST
PRIMUS
GSPD
WX
ET
TTG
BRG
V/L
OFF
ADI
DIM
BRG
150
HDG
20
20
10
20
20
10
10
10
PDF 1
10
MFD
10
PFD 2
VOR1
24 W
21
21
VOR2
HDG
HDG
30 33
ADF
24 W
VOR1
12 15
30 33
ADF
IC-DU BUS
150
HDG
10
10
FX-220
FLUX
VALVE
12 15
SM-200
ELEVATOR SERVO
PRIMUS
DC-550
DISPLAY
CONTROLLER
NO. 2
SM-200
AILERON SERVO
VOR2
ADF 1
DH
TST
DC-550
DISPLAY
CONTROLLER
NO. 1
FX-220
FLUX
VALVE
FMS
FMS 1
ADF 1
VOR 1
OFF
OFF
ADI
DIM
LEFT PICTURE
BUS
RIGHT PICTURE
BUS
IC-DU BUS
TRIM
SERVO
(ELEC)
MAP
SCR
PLAN
MC-800 MFD
CONTROLLER
INC
WX
VOR
R
N
G
DEC
APT
MFD
HSI
SG
HSI
SG
DAT
MODE
DIM
NORM
EMER
RCL
SKP
PAG
ENT
SPERRY
MC-IC BUS
MC-IC BUS
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The IACs have a built-in multilevel test capability, which includes an automatic power-up
self-test and pilot-initiated testing. It also includes on-ground maintenance testing and fault
storage. The system is powered by 28 VDC.
ELECTRONIC FLIGHT
INSTRUMENT SYSTEM
(EFIS)
Reversion switches allow for substituting operational sensors for failed ones (i.e.,
Directional Gyros, Vertical Gyros, air data
computers, symbol generators, and PFD reversion to MFD).
CONTROLLERS
BL-870 PFD Bezel Controller
Symbol Generator
Sensor Interfaces
Autopilot Computer (IAC No. 1 only)
DU-870 display units (DUs): PFDs
and MFD
BL-870 PFD bezel controllers (2)
BL-871 MFD bezel controller
DC-550 display controllers (2)
RI-553 remote instrument controller
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BARO
STD
NOTE
All menu pages of the MFD display the digital readout of the selected altitude. The altitude preselect value is set in increments of
100 feet and can be changed at any time regardless of the status of any other set parameters.
When the pilots are displaying crossside micro air data computer (amber
MADC) data on their PFDs, only the
operating side MADC PFD bezel has
control over both BARO settings.
NOTE
The BARO set operates independently from the display controllers
and does not require the display controller be functional to set data.
SC
CP
HSI
NAV
OFF
IN
HPA
GSPD
TTG
ET
ADF
NAV
FMS
BRG O
NAV
TEST
PFD
DH
DIM
TST
16-4
ADF
FMS
OFF
OFF
FMS
BRG
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FLOOD LTS
ATT REV
ON
ADC REV
LEFT
CENTER
RIGHT
EL
STBY
GYRO
TEST
OFF
OFF
O
F
F
PASS
SAFETY
O
F
F
SEATBELT
BEACON
OFF
ATT REV
RH
FAN
OVHD
HI
ADC REV
DEFOG
HI
VERT GYRO
GYRO
MAN
SLAVE
LH
LOW
NORM
AUTO
RH
F
MIN
MAX
MIN
MAX
LOW
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25000
GA
HDG
ANNUNCIATIONS
1500
140
20
20
120
10
10
4
10
20
99
40
103
10 00
10
10
28
9
20
20
160-E
111-2
103-R
99-1
80
A/S
DISP
EADI
DISPLAY
ALT
DISP
200 DH
29.96 IN
CRS
119
VOR1
10.0 NM
+|O
E
6
12
15
ADF
33
EHSI
DISPLAY
21
24
30
HDG
090
VOR2
GSPD
80 KTS
VERT
SPD
DISP
BARO
BARO
STD
STD
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16-10
Full-Time Displays
The airplane symbol is present and provides
a visual cue of airplane position relative to a
selected course or heading. Other full-time
presentations are similar to those on a mechanical HSI.
Heading Dial and Digital Heading
ReadoutHeading information is presented on standard-type compass dial
format, and digital heading readout is
shown above the heading dial when in
the ARC mode.
Heading Select Bug and Heading
Select ReadoutThe heading bug is
positioned around a compass dial with
the HEADING knob on the remote instrument controller. The bug then retains its position in relation to the dial.
A digital heading select readout is provided at the lower left of the display
(cyan or blue digits, white HDG label).
The heading bug provides a heading
error signal to the flight director.
C o u r s e D ev i a t i o n I n d i c a t o r
Navigation or localizer course. Course
deviation and airplane position relationships are depicted as on a mechanical HSI
instrument. The course deviation indicator also operates in conjunction with the
long-range NAV system. Refer to PartTime Displays, later in chapter, for
Desired Track information. The CDI is positioned by the COURSE knob on the remote instrument controller. The COURSE
knob is not functional when FMS mode
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Part-Time Displays
Part-time displays are present when selected
on the display controller or the flight director
mode selector panel. The mode and bearing
pointers available depend upon optional equipment installed and may not be present in all
installations. Some annunciations also concern
other systems, which will be discussed under
headings pertaining to those systems.
Bearing Pointer and Source AnnunciationThe bearing pointers indicate
relative bearing to the selected navaid
and can be selected as desired on the
display controller. Bearing pointers appear on the compass rose when they
are selected by means of the knobs on
the display controller, and the bearing
pointer source annunciations are in the
lower left of the EHSI display. If NAV
source is invalid or LOC frequency is
tuned, the NAV bearing pointer and the
annunciation will disappear. The O
bearing pointer is always NAV1, ADF1,
or FMS1. The bearing pointer is always NAV2, ADF1 (ADF2 in dual ADF
installations), FMS1 (FMS2 in dual
FMS installations).
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NOTE
A magenta TX is displayed in the
same area when radar is transmitted but is not selected for display
on the PFD.
MODE ANNUNCIATION
ANNUNCIATION COLOR
R/t in Warm up
REACT Mode
Ground Clutter Reduction
RCT and GCR Modes Active
Forced Standby
Standby
Test Mode
Weather Mode
Variable
Weather and Turbulence
RCT and Turbulence
Ground Map Mode
Flight Plan Mode
R/t Fail
R/t Off
WAIT
RCT
GCR
GR/R
FSBY
STBY
TEST
WX
VAR
WX/T
R/T
GMAP
FPLN
FAIL
OFF
Green
Green
P870 option
P870 option
Green
Green
Green
Green
Amber
P870 option
P870 option
Green
Green
Amber
Green
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16-14
Airspeed Displays
The airspeed section of the PFD display is to
the left of the ADI display. The display consists of a rolling digit window in the center
of an airspeed vertical tape. The resolution in
the window is in 1-knot intervals. The moving vertical tape moves behind the window
and displays airspeed at 20-knot intervals.
The tape rolls downward; larger numbers roll
down from the top of the scale. The range of
speed is 40 to 400 knots with tick marks at 10knot intervals.
Trend VectorsAn airspeed trend vector (magenta), which displays an indication of the direction and rate of
airspeed change, extends vertically from
the apex of the current airspeed value
display window. It extends upward for
acceleration and downward for deceleration. The trend vector represents a prediction of what the airspeed will be in
ten seconds if the current change in airspeed is maintained.
V-Speed IndicationsBugs for six V
speeds are provided to allow pilot selection of key airspeeds by means of the
multifunction display (MFD) bezel buttons. They are labeled 1 (V1), R
(VR), 2 (V2), and E (VENR) (this
airspeed is automatically displayed
whenever V1, VR, or V2 is selected for
display) and RF (VREF) and AP
(VAPP). When the takeoff speeds are
selected, digital indications appear at
the bottom of the PFD display, as well
as the bugs being placed into position.
The bugs are positioned on the right outside edge of the airspeed tape. They consist of a horizontal T-shaped symbol
with its respective label positioned to the
right of the symbol. All the takeoff set
bugs are removed from the display when
the airplane airspeed exceeds 230 knots,
and the landing speed bugs are removed
when power is turned off.
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NOTE
The flight guidance system annunciates the SPD command in terms of
IAS or MACH (if programmed) at
the top of the airspeed scale.
Altitude Indications
The altitude display is located to the right of
the EADI. The altitude tape is a moving scale
display with a fixed pointer (center of window). The scale markings on the tape are labeled in 100-foot increments. The scale tape
displays larger numbers at the top.
The range of altitude window is from 1,000
to 60,000 feet with tick marks located at 500foot increments. The scale is labeled in 500foot intervals, and single-line chevrons are
located at each 500-foot increment. Doubleline chevrons are located at each 1,000-foot
increment. The chevrons extend back to the approximate midpoint of the altitude tape and are
connected with each other by a vertical line.
The left side of the rolling digit window
has the same angle as the chevrons.
Altitude Digital DisplayA digital
display (green) of the actual altitude
value is contained in the display window. This data is a magnification of the
digits on the scale and is readable to
within a 20 foot resolution. The digits
within the pointer scale are white. For
climb/descent rates greater than 1,000
feet per minute, the rolling drum digits are replaced by two dashes to enhance altitude scale readability. Below
10,000 feet, boxed hash marks are used
to show that the10,000-foot digit is
missing.
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altitude display window. The vector extends up for positive vertical trends and
down for negative values. The vector
represents a prediction of what the altitude will be in 10 seconds if the current vertical speed is maintained. The
MADC outputs altitude rate of change.
Standby AltitudeStandby altitude
indications are always available from
the Secondary Flight Display System
(Meggitt Tube), which is discussed later
in this chapter under Emergency Flight
Instruments.
Low Altitude AwarenessAt radio altitudes of 550 feet or less, the lower
part of the altitude tape linearly changes
from a gray raster to brown and the altimeter scale markings are removed.
At zero radio altitude, the brown raster
touches the altimeter reference line.
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MAP
PLAN
TCAS
INC
VOR
R
N
G
DEC
WX
APT
NORM
SG1
SG2
MODE
DIM
DAT
NORM
EMER
RCL
SKP
PAG
ENT
Honeywell
MAP Mode
The MAP function is a partial-arc, headingup display which is selected by the alternateaction MAP/PLAN pushbutton. The MFD
display cycles from MAP to PLAN as the
MAP/PLAN button is pressed. The MAP format allows totally independent use of the
MFD display for navigation mapping and allows increasing the maximum range, beyond
normal radar range, on the display which
normally serves as the radar indicator. Powerup mode is the MAP mode. To add weather
to the display, press the WX button on the
MFD controller.
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The MAP format is always oriented to the airplane heading, and the airplane symbol is located
at the center of the display. When coupled to the
FMS, the NAV route, with up to 10 waypoints,
can be displayed to the range limit. When
weather returns are selected, range control defaults to the weather radar controller.
Honeywell
FMS
31.5 NM
HUT
- - - MIN
PLAN Mode
In PLAN mode (Figure 16-10), the top of the
display is oriented to True North; a three-inch
range is displayed and centered horizontally
on the displayed area. An aircraft symbol is
plotted at present position (if present position is on the display) and is oriented with respect to heading. The PLAN mode display
encompasses 360. Weather radar returns cannot be presented in the PLAN mode.
50
50
TAS
368
GSPD
389
VNAV
I n T C A S ( Tr a f f i c A l e r t a n d C o l l i s i o n
Avoidance System) mode, the TCAS button is
optional and its button selects TCAS traffic display on the MFD display.
|
|
|
|
|
|
15000
|
|
|
|
31.5 NM
HUT
- - - MIN
12
50
50
TCAS TEST
ABV
NORMAL PROCEDURES
FLCHECKLIST INDEX
RA 12.5 + 12
TA 14.5 - 02
1/1
1 DISCLAIMER
-12
2 BEFORE STARTING RNGINES
3 STARTING ENGINES
4 BEFORE TAXI
-10
5 DURING TAXI
-05
6 BEFORE TAKEOFF
7 TAKEOFF
8 AFTER TAKEOFF
9 BEFORE LANDING
10 AFTER LANDING SHUTDOWN
VNAV
Checklist Modes
FMS
090
15
16-18
ALT
LNDG
TO
SPEED SPEED
|
|
|
|
TAS
368
GSPD
389
ALT
LNDG
TO
SPEED SPEED
|
|
|
|
15000
|
|
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MFD Controls
DimThis knob controls overall MFD CRT
dimming in addition to the automatic dimming feature accomplished by CRT-mounted
photodiodes. Turning the knob counterclockwise dims the display. The WX display is
dimmed at the same time.
JoystickThe function of the joystick depends upon the type of MFD display:
MAP or PLANMoves the designator
in directions shown.
TEXTVertical actuationsActs as a
cursor control by changing the active
line. This provides an additional means
of skipping lines or returning to a previously skipped line.
Horizontal ActuationsControls
paging. Actuation to the right increases
the page number, and actuation to the
left decreases the page number.
MAP/PLANPressing the MAP/PLAN button selects the MAP MFD display mode.
Pressing it again selects north-up PLAN mode.
WXWeather radar data may be displayed
with the MAP mode. The toggling sequence
of this button is: WX on, WX off. If PLAN
mode is selected, selection of MAP mode
will be forced when WX mode is selected.
VORThis button is used to display the
four closest VORs, that are not on the active
flight plan list, on the MFD MAP and PLAN
displays.
APTThe APT button is used to display the
four closest airports, that are not on the active
flight plan list, on the MFD MAP and PLAN
displays.
DATThis button is used to add long-range
NAV information to the MFD MAP and PLAN
displays.
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R a n g e C o n t ro l s ( I N C a n d D E C ) T h e
MFD range controls are active only when
W X i s n o t s e l e c t e d d i s p l a y. S e l e c t a b l e
ranges are 5, 10, 25, 50, 100, 200, 300, 600,
and 1200 NM. The INC switch position increases the selected range, and the DEC position decreases the selected range.
NORMWhen this button is pressed, the
MFD displays the index page containing the
lowest numbered uncompleted or unskipped
checklist with the active line at that checklist.
All waypoints of the current flight plan may
be displayed.
While operating in this mode, as a checklist is
completed, the system automatically steps to the
next uncompleted procedure of the index.
EMERActuation results in the display of the
first page of the emergency checklist index.
RCLThe function of this button depends
upon the type of MFD display:
MAP or PLANRecalls the designator to its home position.
TEXTRecalls the lowest numbered
skipped line in a checklist by changing
the active page and/or line.
SKPThe function of this button depends
upon the type of MFD display:
MAP or PLANSkips the designator
to the next waypoint. If the designator
is not at the home position, the displacement line is moved to the next waypoint.
TEXTActuation skips the active line
in a checklist or index and advances the
active selection to the subsequent line.
If the line skipped is the last line, the active selection reverts to the lowest numbered skipped line.
PAGActuation advances the page count and
places the active line selection at the first line
of the page. Actuation with the last page displayed results in display of the lowest numbered page containing a skipped line with the
active line selection at the lowest numbered
skipped line.
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HDG
NAV
APR
BC
VNAV
ALT
VS
FLC
Honeywell
P
I
T
C
H
BANK
LIMIT
TURN
LOW
DN T
R
I
UP M
CLIMB
ENG
ENG
AP
YD
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of AP engagement and the pitch attitude existing at the moment of disengagement of a vertical mode.
The autopilot can be engaged in any reasonable attitude; however, unless touch control steering (TCS) is used in conjunction
with autopilot engagement, the autopilot
rolls wings level if engaged while in a bank.
If the bank is less than 6 at engagement, the
autopilot holds the heading indicated when
the autopilot is engaged. If the bank is over
6 at engagement, it holds the heading indicated when the airplane rolls through 6 of
bank on the way to wings level. If a lateral
mode is disengaged, the autopilot holds the
heading existing at the moment of disengagement. If the turn controller is out of the
center detent position, the autopilot will not
engage (annunciated in amber on the PFDs).
Basic Autopilot
The basic autopilot, without any inputs from
the flight director system, can be used for
pitch, roll, and heading hold. The autopilot
holds the pitch attitude existing at the moment
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Pitch Synchronization
When flying the airplane manually and using
the flight director, the command bar may be
matched to the existing pitch attitude by pressing the TCS button (command bar assumes a
neutral position) and releasing it; the command bar synchronizes to the airplane attitude at the moment of release.
In both NAV and APR modes, a station passage feature incorporates bank angle limits
and a course hold (plus wind drift) mode.
The station passage mode for enroute tracking (NAV mode) is of long enough duration
to provide smooth transition of a VOR station
at any altitude. The station passage mode for
APR mode is of short duration to provide
approach accuracy. This does not provide the
degree of ride smoothing that is present in the
enroute case.
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conjunction with the flight director or the autopilot or both. Once ALT mode is engaged, resetting the BARO setting on the pilots altimeter
causes the airplane to climb or descend to recapture the same indicated altitude. Moving
the autopilot pitch wheel causes ALT or ASEL
CAP modes to be canceled if either is selected.
Selection of a vertical mode without a lateral
mode provides autopilot tracking of the mode.
16-26
Go-Around Mode
A go-around mode (GA) is available through
buttons on the left and right outboard throttles. Depressing one of the buttons drops
all other FD modes and disconnects the autopilot except, for the yaw damper. The FD
command bars will command a wings-level
12 noseup climb attitude. GA illuminates
in green on the EADI. After go-around has
been selected, the selection of any lateral
mode cancels the wings level roll command,
but pitch-up command remains. The goaround mode is canceled by selecting another
pitch mode, pressing the TCS button, or engaging the autopilot.
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The desired altitude, station elevation (VORTAC only) to the nearest 100 feet, and the
TO/FROM bias (if required) must be set into
the VNAV system. If the FMS is being used
for navigation, the next waypoint may be
used, with or without TO or FROM bias, and
station elevation (STA EL) data is not required. Attempts to insert VNAV problems
behind the airplane or outside the parameters
of the system will be ignored by the system.
Programming
Programming is possible when a VOR station
is tuned, lock-on of azimuth and DME occurs,
and the waypoint desired is within selectable
parameters, or when FMS navigation is in use
and the next waypoint is used to define the
VNAV problem. Arming of the VNAV to any
waypoint consists of selection of the desired
waypoint, and selection of waypoint data
which will enable the flight director computer
to compute a viable VNAV problem.
VNAV selections can be made using shortr a n g e NAV, w h e n a VO RTAC s t a t i o n i s
tuned, identified, and lock-on is achieved.
Set the desired altitude in the preselect window. If TO or FROM (FR) bias is required,
the second button from the left on the bezel
of the multifunction display (MFD) is
pressed which results in display of a box into
which may be set the TO or FR bias by turning the left knob on the MFD. TO or FROM
is selected before the distance selection is
made by toggling the button, resulting in annunciation of TO or FR above the selection
window. Station elevation (STA EL) of the
VORTAC station in use is then set by pressing the second button from the right and
setting the correct elevation, to the nearest
100 feet, into the window above it. The
V NAV p r o b l e m i s n ow e s t a b l i s h e d , a n d
VNAV may be selected. If long-range NAV
is used, the problem is similarly defined;
FMS must be selected on the display controller, which results in long range data
being displayed on the menu at the bottom
of the MFD display, and therefore being selected by the respective knobs discussed
above. If FMS is being used, station elevation (STA EL) is not required.
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If a valid problem has been defined, the computed angle will be displayed on the MFD
VNAV menu located at the bottom right of
the MFD display. A NAV problem is valid
only if the vertical angle is less than 6. The
flight director computer will continually compute the vertical angle based on aircraft position and update the display on the vertical
path indicator on the PFD. If the pilot desires,
he can rotate the VNAV set knob and increase
the vertical angle up to a maximum of 6,
which creates a vertical path intercept point
some distance ahead of the aircraft. Once a
valid VNAV problem has been defined, the
pilot can select the VNAV mode on the FD
mode selector. VNAV mode will, however,
not activate until it is selected, or selection is
affirmed, by pilot action. Adjacent to the calculated VANG display is a vertical speed (VS)
display. It is used for monitoring the climb or
descent and cannot be set.
If the pilot has selected an intercept point
ahead of the airplane by increasing the vertical angle before selecting the VNAV mode, the
flight director remains in the previous mode
until the appropriate time. Approximately one
minute prior to the flare point the altitude
alert horn sounds two short beeps. The vertical track alert (VTA) on the PFD and the
VNAV annunciator on the FD mode selector
flash. Pilot action is required before the VNAV
capture phase can commence. The pilot must
press the flashing VNAV button on the mode
selector before it stops flashing to allow the
mode to capture. Once the button is pressed,
the annunciation in the mode selector stops
flashing and remains on, as with the VTA annunciator on the PFD. If the pilot wishes to
cancel the mode, he can press the VNAV button twice on the mode selector when it flashes,
or he can do nothing and wait for the flashing to stop, at which time the mode automatically disengages.
When the VNAV mode is engaged, the VNAV
parameters are frozen. This includes STA EL,
TO, FROM, and VANG; changing the ALT
SEL value also causes the mode to drop out.
The pilot may still view any of these parameters, but the set knob will have no affect.
16-28
After the airplane has leveled off at the waypoint altitude and transitioned into altitude
hold mode, the VNAV parameters for the current problem are erased.
If the pilot deselects the VNAV mode by pressing the VNAV button, the flight director cancels the mode, but the data for the current
waypoint are retained. The angle from the
present position to the waypoint is still tracked,
but the parameters are no longer frozen and can
be modified as desired by the pilot. The VNAV
mode can be reselected as long as the problem
remains valid.
Altitude Alerting
The altitude alerting system is automatically
engaged in conjunction with the altitude preselect mode (ASEL) and the vertical navigation (VNAV) mode. The desired altitude is set
into the system for use of the VNAV or ASEL
modes. In both cases the altitude is set into the
lower right comer of the MFD with the right
knob on the MFD bezel. The desired flight
director mode which is to be used to reach the
designated altitude is then selected on the
flight director/autopilot mode control panel.
Refer to Altitude Hold and Altitude Preselect,
above. If the pilot does not desire to select a
flight director mode, the airplane can be flown
manually, and the altitude alerting system will
still provide the appropriate annunciations.
Mode Annunciations
Flight director vertical and lateral modes are annunciated along the top of the PFDs. Armed
modes are annunciated in white slightly to the
left of the captured vertical and lateral mode annunciations, which are displayed in green.
Lateral modes are displayed to the left of top
center and vertical modes displayed to the right
of top center on the PFDs. A white box appears
around a capture or hold mode for five seconds
after mode transition from armed to capture. A
summary of the lateral and vertical mode annunciations and transitions are listed below:
VORA NAV mode (VOR) is armed
or has been captured and is being
tracked.
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Miscellaneous Annunciations
A P E N G AU T O P I L O T E N G A G E D
(green). A green arrow points either left or
right, indicating to which flight director
(pilots or copilots) the autopilot is coupled for guidance.
Lateral Transitions
Selected pilot and copilot input data are compared in the symbol generator. If the difference between the data exceeds predetermined
levels, the out-of-tolerance symbol is displayed
on the PFD in amber. A list of the compared signals and the displayed cautionary symbols is
given in Table 16-2. When the compared pitch
and roll attitude or glide slope and localizer signals are out of tolerance, a combined level
(ATT or ILS) is displayed.
Vertical Transitions
VNAV arm to VNAV cap
COMPARISON MONITOR
ANNUNCIATIONS
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EMERGENCY FLIGHT
INSTRUMENTS
Display Reversion
In the event of failure of one of the PFDs,
turning off the failed display DIM knob of the
respective display controller causes that display to be presented on the multifunction display (MFD). Control of the PFD is still through
the respective display controller.
ANNUNCIATION
TRIGGERING DIFFERENCE
Pitch Attitude
PIT
Roll Attitude
Heading
Localizer
Glide Slope
Pitch and Roll Attitude
Localizer and Glide Slope
Indicated Airspeed
Altitude
ROL
HDG*
LOC**
GS**
ATT
ILS**
IAS***
ALT***
6
12
Approximately 1/2 dot
Approximately 3/4 dot
5 and 6, respectively
1/2 and 3/4 dot, respectively
5 knots
200 feet
If the compared heading sources are not the same (both MAG or TRU), the comparison monitor
is disabled.
** These comparisons are active only during flight director, localizer, and glide-slope capture with
both NAV receivers tuned to the same LOC frequency.
*** Airspeed and altitude displays flash for ten seconds and then go steady.
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ANNUNCIATION
FLIGHT DIRECTOR
PILOT ACTION
Symbol
Generator
Failure
Display
Controller
Failure
N/A
PFD
Failure
None
Heading
Failure
Attitude
Failure
None
Course
Deviation
Failure
Flight Director
Failure
FD FAIL on PFD
* Full counterclockwise OFF position of the DIM knob turns off the failed display and selects the respective display to
the multifunction display (MFD) tube.
The attitude display has an instantaneous display range of 360 of bank and 50 of pitch.
A moving tape on the right side of the display
includes a rolling digit depiction of altitude;
the tape is calibrated in 100 foot increments
(Figure 16-14). Baro data is set in the altitude
display by a knob on the bottom right of the
bezel; clockwise rotation increases the pressure setting and counterclockwise decreases it.
The setting is displayed in hectopascals at the
top right of the display or in inches of mercury.
On the left side of the display is a moving tape
showing airspeed. The tape is marked in 10-knot
increments with a rolling digit display in the
center. The airspeed display becomes active at
40 knots. The Mach number is displayed in the
upper left corner of the display. The Mach display range is 0.35 to 0.999 Mach.
Failure flag indications for airspeed and altitude are red crosses covering the appropriate
M. 000
1013 HP 00
5
100
10
10
10
10
20
20
1200
80
70
5 00
APR
ATT
BARO
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NOTE
The standby HSI has no input to the
secondary flight display system.
16-32
STANDBY HORIZONTAL
SITUATION INDICATOR (HSI)
The standby horizontal situation indicator is
a three-inch instrument located on the pilots
instrument panel. It provides navigational
guidance in case of PFD/flight director failure, and is powered by the Emergency Bus.
The standby HSI displays compass heading,
glide slope, and localizer deviation and airplane position relative to VOR radials. The
compass card is graduated in 5 increments,
and a lubber line is fixed at the fore and aft positions. A fixed reference airplane is in the
center of the HSI, aligned longitudinally with
the lubber line markings.
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The course cursor is set by a knob on the instrument. Once set, the cursor rotates in its
set position with the compass card. The course
deviation bar, which forms the inner segment
of the course cursor, rotates with the course
cursor (Figure 16-15).
E
6
V
E
R
T
15
N
A
V
12
21
33
24
30
The flight director and the flight director display on the pilots PFD, the autopilot (except
when AP XFER FD 2 is selected), and the
standby horizontal situation indicator are
driven by the pilots C-14D slaved gyro system. The system consists of a directional gyro,
a flux detector, a mode selector switch, a remote compensator, and a slaving indicator on
the PFD. The directional gyro operates on
28V DC from the emergency bus. In the event
of a DC power failure, placing the battery
switch to the EMER position regains the pilots
C-14D and provides gyro-stabilized heading
information through the standby HSI. The
mode selector switch is located on the left
s w i t c h p a n e l a n d i s l a b e l e d L H G Y RO
SLAVE. It has two positions: MAN and
AUTO. In the MAN position, the C-14D gyro
operates in unslaved (gyro) mode. In the AUTO
position, it operates in slaved (gyro-stabilized
magnetic) mode. When MAN is selected, the
HSI compass card can be moved left or right
at a rate of 30 per minute by toggling the
LHRH switch, located to the right of the
MANAUTO switch, to the RH or LH position.
Manual operation gives accurate short-term
heading reference when magnetic information is unreliable (DG 1 will be displayed on
the PFD).
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MISCELLANEOUS
FLIGHT INSTRUMENTS
Copilots System
NOTE
A digital ram-air temperature (RAT) indicator, located on the upper left side of the center instrument panel, displays air temperature
uncorrected for ram rise. Either Celsius or
Fahrenheit may be selected by a switch on the
indicator. The temperature sensor is located inside the right dorsal fin ram-air inlet.
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MAGNETIC COMPASS
A standard liquid-filled magnetic compass is
mounted above the glareshield. Directly
above the compass are the seating height indicator balls.
DIGITAL CLOCK
Two Davtron model M877 clocks, located on
the pilots and copilots upper instrument panels, can display four functions: local time,
GMT, flight time, and elapsed time. Two versions of the elapsed time function may be selected: count up or count down.
The clock has two control buttons: SEL (select) and CTL (control). The SEL button is
used to select the desired function, and the CTL
button to start and reset the selected mode.
For normal operation, either local time or
Greenwich Mean Time (GMT) may be selected.
GMT is displayed only in 24-hour format, and
local time is 12-hour format. Pressing the SEL
button sequentially displays GMT, local time,
flight time, and elapsed time. The display mode
is annunciated GMT, LT, FT, and ET, as applicable, under the time display window.
To set GMT or local time, select the desired
function by pressing the SEL button.
Simultaneously press both the SEL and the
CTL buttons to enter the set mode. The tens
of hours digit will start flashing and may be
incremented by pressing the CTL button. The
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
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16-36
NOTE
The airplane must not be flown if the
stick shaker is found to be inoperative on the preflight check or if the
angle-of-attack system is otherwise
inoperative.
The stick shaker is located on the pilots control column about 9 inches down from the control wheel and on the forward side. The stick
shaker provides tactile warning of impending
stall. The angle-of-attack transmitter causes
the stick shaker to be powered when the proper
threshold is reached.
WARNING
If the angle-of-attack vane heater
fails and the vane becomes iced, the
stick shaker may not operate or may
activate at normal approach speeds.
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COMMUNICATION/
NAVIGATION
The two COMMs, two NAVs, two transponders, and single ADF receiver are mounted in
a stacked arrangement behind the consolidated control panel located in the center instrument panel. Two fans cool the communications
rack: Fan 1 (internally located in the rack)
and Fan 2 (located beneath the cockpit floor)
providing air through ducts).
VHF COMM
TRANSCEIVERS
Dual KY 196A transceivers and controls are
mounted at the top of the consolidated control
panel located on the center instrument panel
(Figure 16-15). Each radio is a very high frequency (VHF) unit with a frequency range
from 118,000 to 136,975 megahertz (MHz)
with 25 kHz spacing. The frequency displays
are self-dimming seven-segment gas discharge
digital readouts.
The 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
precipitation, it is possible for static electricity to build-up and cause the VHF COMMs to
automatically squelch to a point where reception range is greatly reduced. Disabling the automatic squelch by pulling out the onoff
volume control (OFFPULL TEST) knob will
cause background static in the speaker or headset, but normal reception range will be restored. Pushing the knob back in will restore
the automatic squelch. If the headset microphone fails to function properly, check the
side console switch in MIC HEADSET. and
verify that the hand microphone is fully engaged in its socket.
KY-196A CONTROLS
The KY-196A control uses 2 digital readouts
to display the controlling (USE) frequency
and a pilot selected preset (STBY) frequency.
It has four modes of operation: frequency
mode, channel mode, channel programming
mode, and direct tuning mode. The frequency
mode of operation allows the pilot to tune a
frequency in the standby frequency display
and then flip-flop the standby and active
frequencies by pressing the frequency transfer (double arrow button). The Channel mode
allows up to 9 frequencies and the corresponding channel numbers to be recalled from
memory. During channel mode of operation,
the channel number i~ displayed in the CHAN
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MODEFREQUENCYCHANNEL
SELECTOR
In the frequency mode of operation the outer,
larger, selector knob of the two concentric
knobs located to the right of the display is
used to change the MHz portion of the frequency display; the smaller knob (PULL 25K)
changes the kHz portion. This smaller knob is
designed to change the indicated frequency in
steps of 50kHz when it is pushed in and in 25kHz steps when it is pulled out. At either band
edge the frequency will wrap-around; thus
it is not required to move completely across
the frequency display in order to select a much
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OPTIONAL KING HF
TRANSCEIVER
VHF NAVIGATION
RECEIVERS
FREQ/CHANSelects frequency or
channelize mode of operation.
MODESelects LSB, AME, or USE
mode of operation. Mode is displayed in
lower part of frequency display.
PGMSelects programming of frequency for channelized operation.
STOWhen pressed, stores selected
frequency for channelized operation.
Tuning knobsTwo concentric tuning
knobs for selecting frequency display.
Control channel or frequency mode of
operation as selected by FREQI CHAN
switch.
OFF/VOLUMEONOFF switch; volume control when set is ON.
SQUELCHControls squelch threshold.
CLARIFIERUsed for improving clarity of reception during SSB operation.
To tune the HF system antenna coupler to
the frequency selected, rotate the VOLUME
knob out of the OFF detent. Receiver frequency will be displayed after approximately
one minute of warm-up. Key the transmitter
by momentarily pressing microphone button. The antenna coupler will tune automatically. The channel number will continue to
be displayed; however, frequency will be
blanked until automatic tuning is complete.
After tuning, adjust for desired squelch
threshold. During reception, adjust CLARIFIER control for maximum signal clarity or
most natural sounding voice.
Each system has 200 VOR/LOC operating frequencies and 40 glide-slope frequencies. VOR
and localizer (VOR/LOC) frequencies are
from 108.00 to 117.95 MHz. Glide-slope frequencies are from 329.15 to 335.00 MHz. The
localizer/glide-slope frequencies are paired
and are automatically tuned together. When the
published localizer frequency is tuned, the
glide-slope frequency is also tuned. Multiple
outputs drive the flight director, HSIs, RMI,
and autopilot. All the basic functions have a
built-in self test.
KN-53 CONTROLS
The KN-53 controls use two seven-digit gas
discharge displays for the controlling (USE)
frequency and a pilot-selected preset (STBY)
frequency. The displays are dimmed automatically by means of automatic photo sensing.
Dual concentric frequency select knobs control the display. The larger (outer concentric)
knob dials the MHz portion of the display in
one MHz steps. The small tuning knob (inner
concentric) dials in 50 kHz steps. The frequency will roll over or under, as applicable,
at the end of the tuning band so that tuning
completely across the band to a much higher
or lower frequency is not required. Tuning of
the NAV frequencies in normal mode of operation is done in the STBY window and then
flip-flopped into the USE window by pressing the frequency transfer (double arrow) button. This allows the pilot to pretune the desired
frequency and then interchange the old and
new frequencies with a touch of a button. The
STBY window is then available for a new pretuned frequency.
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16-40
AUTOMATIC DIRECTION
FINDER KR-87 (ADF)
The KR-87 ADF is a single-unit receiver/control mounted in the consolidated control panel.
The digitally tuned automatic direction finder
system operates in the frequency range of 200
to 1799 kHz. The KR-87 control panel uses two
gas-discharge digital readouts to display the
controlling (active) frequency and a pilot-selected preset (STBY) frequency. The system
is comprised of a receiver, a built-in electronic timer, the bearing indicator on the RMI,
and a KA-44B combined loop and sense antenna. The control of audio signals from the
ADF is discussed under Audio Control Panels
in this section.
Power to the system is controlled by the
ONOFFVOL knob on the control panel.
Rotating the knob clockwise from the detented OFF position applies power to the
ADF. Rotation of the control also adjusts
audio volume. Control of the frequency is by
the two concentric knobs on the right side of
the control panel. The inner knob controls the
1 digits when pulled, and the 10 digits
when pushed in. The outer concentric knob
controls the 100 and 1000 digits up to a frequency of 1799 kHz. When FRQ is annunciated in the display the frequency select knobs
control the tuning of the standby (STBY)
window digits. Once tuned, the standby frequency may then be inserted into the active
window by pressing the FRQ (double arrow)
button which will flip-flop the standby and
active frequencies.
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OPERATING MODES
Two audio control panels (Figure 16-16) provide individual audio selection by each pilot.
Three position switches labeled SPKR, OFF,
and HDPH enable all audio inputs to be selected to the overhead speakers or headphones.
A two-position INDENTVIOCE switch is
used with the NAV and ADF switches to monitor either voice or coded identifiers. Two concentric MASTER VOLUME knobs control the
headset or speaker volume of all selected audio
sources. A PASS SPKR VOLUME knob controls the output volume of the passenger compartment speakers.
TIMER OPERATION
The flight timer incorporated into the ADF
will always be reset when the power to it is
interrupted, either by the ONOFF switch,
the avionics master switch, or the loss of
power to the system. Flight time should be
read before shutdown for that reason. Flight
time may also not be accurate since it is time
from electrical power on. The timer has two
functions flight time and elapsed time. Flight
time and elapsed time are displayed and annunciated alternately by depressing the
FLTET button on the control panel. The
flight timer continues to count up until the
unit is turned off. The elapsed timer may be
set back to :00 by pressing the SETRESET
button on the control panel. It will then start
counting up again.
COMM
1
COMM
ADF
NAV
1
2
AUTO IDENT
2
DME
SPKR
OFF
HDPH
VOLUME
S
S P
T K
R
H
D
P
H
PASS SPKR
SEL
VOICE
1
MKR
MUTE
S
P
K
R
MASTER
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LOCATOR BEACON
The emergency locator beacon (ELT) system
is an emergency transmitter designed to assist
in locating a downed airplane. The transmitter has a self-contained battery pack which
must be changed every three years or after a
cumulative total of one hour of operation. The
system is activated automatically by an impact
of 5.0 +2/0 gs along the flight axis of the airplane, or manually by a remote EMERNORM
switch on the copilots lower instrument panel.
When the transmitter is activated, a modulated omnidirectional signal is transmitted simultaneously on emergency frequencies
121.50 and 243.00 MHz. The modulated signal is a downward-swept tone signal starting
at approximately 1,600 to 13,300 Hz and
sweeping down every two to four seconds continuously and automatically.
The transmitter has an ARMONOFF switch
which is normally left in ARM. The ON position is used to test the system from the ground,
and the OFF position turns the system off.
The guarded EMERNORM switch on the instrument panel provides a manual activation
of the system as well as a means of testing the
operation. In NORM position, the system is
armed for activation by the impact switch. In
EMER position, the impact switch is bypassed,
and the emergency signal is transmitted.
EMER position can be used to test the system;
however, prior approval from control tower and
flight service must be obtained. A RESET button is located next to the EMERNORM switch
on the copilots instrument panel. Pressing
the RESET button resets the ELT transmitter
if it has been energized by the impact switch.
The RESET button must be held depressed
for a minimum of three seconds. A remote
control, accessible from outside the airplane,
is located on the left side of the dorsal fin
under a plug button. The ELT can be turned
ON, OFF, or RESET from that control. Two
flush-mounted antennas are located on either
side of the dorsal fin just forward of the vertical fin.
16-42
ALLIEDSIGNAL CAS66A
TRAFFIC ALERT AND
COLLISION AVOIDANCE
SYSTEM (TCAS I)
The TCAS I system is an on board collision
avoidance and traffic display system with computer processing to identify and display potential and predicted collision targets. From the
transponder replies, TCAS I determines range,
bearing, and the relative altitude (if the target
is reporting altitude, i.e., aircraft equipped
with a mode C or S transponder) of intruding
traffic. From this, TCAS I will determine the
threat using standardized algorithms. Threat
aircraft with mode A transponders will not
provide altitude information; however, the
TCAS I will still issue a traffic advisory. TCAS
will assume that non-altitude reporting aircraft
are at the same altitude as own airplane and
will issue an advisory when threat criteria are
met. The TCAS I will not detect aircraft without operating transponders.
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NOTE
Pilots must not maneuver the aircraft
solely based on the traffic display.
The traffic display is intended to assist in visually locating other air traffic. The traffic display lacks the
resolution necessary for use in evasive
maneuvering. Evasive maneuvers
based solely on TCAS traffic advisories, without visual acquisition of
intruders, are not recommended.
The TCAS I is a single system installation consisting of one TCAS I processor, one topmounted bearing antenna, and one bottom
mounted bearing antenna; it uses the multifunction display (MFD) as the traffic advisory
(TA) display. Aural alerts are available through
the headphones and individual pilot and copilots speakers. This system is controlled through
the CP66B control panel. The TA display is informative only, displaying area traffic without
attempting to provide any form of conflict resolution. If TCAS cannot establish an azimuth,
it will issue a NO BEARING message on the
screen when the system computes that the intruder is close enough to become a threat.
TCAS I does not perform algorithmic, bearing accuracy, or track rate computations which
are incorporated in TCAS II or TCAS III that
are necessary for evasive maneuvering (rapid
changes in pitch, roll, normal acceleration,
thrust or speed). In general, TCAS I does not
provide adequate information for pilots to determine reliably which horizontal or, in some
cases, vertical direction to move to increase
separation, and there is some likelihood that
such maneuvers will actually result in reduced
separation.
The system may be preflight tested by pushing the TST button on the TCAS I control
panel (Figure 16-17). The aural annunciation
TCAS SYSTEM OK advises that the minimum required equipment for system operation
is available and operational. If TCAS SYSTEM TEST FAIL is announced, the minimum required equipment for system operation
is not available. If initiated in flight the selftest will affect normal TCAS operation for up
to 12 seconds.
TCAS
20 40
SBY
OFF
ABOVE
15
ON
10
TST
5
3
PUSH TO TST
WX
NORM
T/WX
BELOW
FL
PUSH FOR FL
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The red PULL UP light illuminates concurrently with the aural pull up warning if any
of the six terrain proximity mode windows is
entered as noted above. During ILS glideslope approaches, the below-glide-slope warning may be canceled if desired (runway in
sight and deliberately flying below glide slope
for landing) by depressing the BELOW G/S
switchlight and illuminating the lower half
labeled G/S CANCELED.
The TCAS system is powered through a 5ampere circuit breaker (TCAS) on the right circuit breaker panel.
The bottom two light buttons of the pushbutton/annunciator strip lights adjacent to the
MFD are dedicated to the GPWS. The switchlight labeled GPWS FLAP OVRD/ACTIVE
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AREA NAVIGATION
GNS-XLS FLIGHT
MANAGEMENT SYSTEM
The GNS-XLS Flight Management System
is a comprehensive navigation management
system which integrates multiple systems
and sensors into an integrated whole, which
is capable of precise navigation and aircraft performance computations. The system
takes information from various navigation
sources (DME, VOR, and GPS sensors),
considers the strengths, weaknesses and
signal strengths of each system and sensor
in use, and computes a most likely position
for the airplane. The GPS sensor has priority unless degraded sensor accuracy has
been detected by the system. It accomplishes
these computations with a minimum of attention by the flight crew, and advises them
of components or systems requiring attention, as well as other irregularities such as
loss of enough sensors to compute a valid
position. In the latter situation, if sensor
loss endures over a set length of time, the
system will enter DR (dead reckoning) mode
and so inform the pilot through a message
on the control display unit (CDU). The GPS
sensor will normally be the dominant sensor during position blending; due to the excellent characteristics of the GPS sensor,
d u r i n g a va i l a b i l i t y o f t h e r e c e iv e r a u tonomous integrity monitoring system
(RAIM) the GPS sensor will be the sole
contributor to the composite position.
VNAV
AFIS
FPL
ON
BRT
PLAN
73.2
00:11.3
299
390
275/ 13
DIS
ETE
DTK
GS
WIND
N
X
T
15:22
TO FNT
P
R
V
TUNE
HOLD
NAVIGATION 1/4
FR PSB
15:01
MSG
HDG
AUTO
BACK
GLOBAL
GLOBAL
SP
ENTER
The CDU is the heart of the system, possessing the computer, the VORTAC positioning
unit (VPU), the navigation data bank (NDB),
and the memory capability, as well as the GPS
receiver. The NDB maintains 50,000 navigation points in its database as well as up to 999
operator-generated waypoints. Fifty-six flight
plans with up to fifty waypoints each may be
stored. The NAV database must be updated
every 28 days by means of a memory card. The
card is inserted into in a personal Computer
Memory card international Association (PCMCIA) slot under the lower portion of the alpha
keyboard on the CDU.
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The FMS will supply waypoint (WPT) information to the IC-600 Display guidance
Computer for use in micro air data computer
vertical navigation (VNAV) computations,
which are displayed on the multifunction display (MFD). An advisory vertical navigation
capability is also provided through the GNSXLS CDU. Vertical waypoints may be programmed and viewed on the CDU, and used
as indicators for climb and descent points.
The altitude changes may be programmed both
with and without vertical path angles. The
FMS VNAV function will not couple to the autopilot/flight director.
The CDU provides the pilots interface with
the system. It has a compact full alpha keyboard with a color cathode ray tube (CRT) to
provide system readouts and to accept pilot inputs into the system.
Operators Manual
For detailed operating information, consult
Revision 2 of the Global Wulfsberg GNSXLS Flight Management System Operators
Manual, Report Number 006-08845-0000,
Revision 2, issued 2 January, 1996 or later
revision.
Limitations
The single installation of the GNS-XLS, with
GPS sensor, is not approved as a sole means
of navigation. Therefore, when the GNS-XLS
is to be used as the primary means of navigation, or when coupled to the autopilot,
flight director or primary flight display
(PFD), the navigation equipment required by
the FARs applicable to the specified type of
operation being conducted must be installed
and operating. Refer to the Airplane Flight
Manual for additional limitations and operating information.
16-46
AIRBORNE FLIGHT
INFORMATION SYSTEM
(AFIS) (OPTIONAL)
The Global Airborne Flight Information
System (AFIS) interfaces the flight planning
and performance management functions of
the standard GNS-XLS Flight Management
System with Global Data Center Computers.
AFIS interfaces with various VHF and satellite communications facilities, thereby providing the computer data link between the airplane
and the Global Data Center, by which transfer of digital data concerning flight plans,
weather, and message traffic is possible.
The Model 550 Bravo AFIS installation consists of a Data Management Unit (DMU), a
configuration module, a data transfer unit
(DTU), a satellite communications unit (SCU),
an antenna switching unit (in installations
having a shared antenna), and an antenna. The
Global Data Center, with its VHFF/satellite/
ground telephone system interface, makes up
the ground portion of the system. The global
data system provides the services of flight
planning, aviation, weather, and flight related
message forwarding, through its mainframe
computers which accept and process digital
data, and provides the requested information
on a real time basis.
OPERATORS MANUAL
For detailed operating information, consult
Section Seven of the Global Wulfsberg GNSXLS Flight Management System Operators
Manual (Revision 2), Report Number 006088450000, issued 2 January, 1996 or later
revision. This section constitutes the Airborne
Flight Information System and Satellite Data
Communications System Supplement for the
AFIS system.
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PITOT-STATIC SYSTEM
GENERAL
The Citation Bravo is equipped with three
separate and independent pitot-static systems.
The two primary systems serve the pilots and
copilots systems. The third (backup) or
standby system provides pitot and static air
pressure to the secondary flight display system (Meggitt) on the center instrument panel
and to the gear warning-horn pressure switch,
and it provides a source of static pressure for
the cabin pressure differential pressure gauge
(Figure 16-19).
PITOT TUBES
Pitot pressure from the tube mounted on the
left nose of the airplane supplies pressure to
the pilots AZ-850 micro air data computer
which, after converting the information into
digital information, forwards the data to the
pilots Integrated Avionics Computer (IAC).
The pitot tube on the right nose of the airplane serves the same function in the copilots
system. The pitot tube on the right side of the
fuselage, provides pitot pressure to the secondary flight display system (Meggitt), and the
gear warning-horn pressure switch.
systems are powered from the main DC system through the LH PITOT STATIC and
RH PITOT STATIC circuit breakers, located on the pilots circuit-breaker panel.
The backup (standby) pitot-static anti-ice
system is powered from the emergency DC
system through the STBY P/S HTR circuit
b r e a k e r l o c a t e d o n t h e p i l o t s c i r c u i t breaker panel.
NOTE
Do not wax the aircraft with products
containing silicones. They can contribute to P-static buildup, especially
if the surfaces are buffed to produce
a shine.
STATIC PORTS
Three static ports are located on each side of
the airplane. The lower port on the left side and
the upper port on the right side provide the
static source for the pilots system. The upper
port on the left side and the lower port on the
right side provide the static source for the
copilots system. The center/aft ports on each
side provide static pressure for the standby
pitot-static system.
ANTI-ICE PROTECTION
All pitot tubes and static ports are heated
and controlled by the PITOT and STATIC
s w i t c h o n t h e p i l o t s s w i t c h p a n e l . T h e
pilots and copilots pitot-static anti-ice
NOTE
One static wick may be missing from
each aileron. Refer to the MMEL.
16-47
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PRIMARY
FLIGHT
DISPLAY
LEFT
PITOT
TUBE
PRIMARY
FLIGHT
DISPLAY
RIGHT
PITOT
TUBE
160 00
120
20
20
10
10
11 00
1
80
9
160
111
103
96
160 00
120
2
R
1
100
12
E
2
R
1
10
10
00
90
200 DH
CRS
030
20
10
10
11 00
12
E
2
R
1
10
200 DH
CRS
030
39.98 IN
VOR1
10.0 NM
+|O
3
N
3
N
33
33
30
30
24
1
VOR2
21
15
GSPD
KTS
HDG
000
1
GSPD
KTS
24
ADF
12
12
21
HDG
000
15
ADF
VOR2
BARO
IN/HPA
10
00
90
10
39.98 IN
VOR1
10.0 NM
+|O
20
1
80
9
160
111
103
96
10
2
R
1
100
BARO
STD
STD
IN/HPA
AZ-850 MICRO
AIR DATA
COMPUTER
AZ-850 MICRO
AIR DATA
COMPUTER
TRUE AIRSPEED
SENSOR
(TEMPERATURE INPUT)
LEFT
STATIC
PORTS
STANDBY
AIRSPEED
ALTIMETER/
INDICATOR
OR
SDF MEGGITT
RIGHT
STATIC
PORTS
M. 000
1013MB
GEAR
WARNING
HORN
500
100
10
10
10
10
20
20
1200
80
70
GEAR WARNING
HORN PRESSURE
SWITCH
00
29.92IN 5
APR
ATT
BARO
CABIN DIFFERENTIAL
PRESSURE GAGE
STANDBY
PITOT
TUBE
LEGEND
LEFT PITOT PRESSURE
ELECTRICAL CONNECTIONS
16-48
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CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 17-1
GENERAL ............................................................................................................................ 17-1
COMPONENT DESCRIPTION ........................................................................................... 17-2
Oxygen Cylinder Assembly ........................................................................................... 17-2
Pressure Gauge .............................................................................................................. 17-2
Controls.......................................................................................................................... 17-2
Overboard Discharge Indicator...................................................................................... 17-2
Oxygen Masks ............................................................................................................... 17-3
SYSTEM OPERATION ........................................................................................................ 17-4
LIMITATIONS ...................................................................................................................... 17-4
REVIEW QUESTIONS ........................................................................................................ 17-7
17-i
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ILLUSTRATIONS
Figure
Title
Page
17-1
17-2
17-3
17-4
17-5
17-6
TABLES
Figure
Title
Page
17-1
17-2
17-iii
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CHAPTER 17
MISCELLANEOUS SYSTEMS
ANTI-ICE
ON
12
16
8
4
0
RESET
TEST
OIL
NO 1 FUEL
TRANS
BLOWER
OFF
ENG 1
CHIP
XMSN
OIL
NO 1 FUEL
LOW
NO 1 FUEL
FILTER
90 BOX
OIL
BATT
HOT
NO 1 BATT
SYS
GEN 1
HOT
INTRODUCTION
This chapter covers the oxygen system installed on the Citation Bravo. Oxygen is supplied to the crew and passengers during pressurization system malfunctions, or whenever required.
GENERAL
The oxygen system consists of the crew and passenger distribution systems. Oxygen is available to the crew at all times and can be made
available to the passengers either automatically above a predetermined cabin altitude, or
manually at any altitude by a cockpit control.
17-1
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COMPONENT
DESCRIPTION
OXYGEN CYLINDER
ASSEMBLY
The oxygen cylinder installed in the right side
of the lower nose compartment has a 64-cubicfoot (1,812 liter) capacity. A shutoff valve
and pressure regulator located on the cylinder
control the flow of oxygen to the distribution
system. The shutoff valve is normally open;
the regulator reduces line pressure to 70 psi.
The cylinder is serviced through the filler port
in the lower aft sill of the right nose baggage
compartment door with aviators breathing
oxygen (MIL-0-27210).
PRESSURE GAUGE
A direct-reading oxygen pressure gauge is located on the right side of the copilots instrument panel (Figure 17-1). The gauge reads
cy l i n d e r p r e s s u r e a ny t i m e t h e s y s t e m i s
charged, regardless of the positions of the
shutoff valve on the cylinder. The fully serviced system should read 1,600-1,800 psi.
Gauge markings are listed in the LIMITATIONS section of Volume I, PTM.
The system should be serviced anytime the
gauge indicates out of the green arc. It must
be serviced if pressure drops below 400 psi,
and the system must be purged if the bottle is
allowed to deplete to empty.
17-2
CONTROLS
The oxygen selector on the pilots console
(Figure 17-2) controls oxygen flow to the passengers or restricts it to crew use only. NORMAL, CREW ONLY, and MANUAL DROP
positions, mechanically actuate control valve
for distribution as desired.
OVERBOARD DISCHARGE
INDICATOR
A green overboard discharge indicator (disc)
is located below the right nose compartment
door (Figure 17-3). The disc provides a visual
indication that an overpressure condition has
occurred in the oxygen cylinder and that the
bottle is now empty. If the disc is ruptured,
maintenance must be performed before flight.
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green band in the transparent portion of the supply line. The band indicates red if no oxygen
is present. The masks must be stowed in a retainer just aft of each crewmembers side window (Figure 17-4) to qualify as a quick-donning
mask. When using the mask with fumes or
smoke present, select the 100% position.
OXYGEN MASKS
The mask is a quick-donning mask with an integral microphone and a regulator with three
positions. Selecting the EMER position on the
mask regulator makes pressure breathing possible by providing a steady flow to the mask.
In the 100% position, the user is assured oxygen is being received when there is no apparent restriction to breathing. The NORM
position is for diluter demand. Oxygen pressure in the mask is verified by observing a
17-3
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NOTE
SYSTEM OPERATION
With the OXYGEN selector in the NORMAL
position, low-pressure oxygen at 70 psi is
available to both crewmembers through outlets on the side consoles and to the solenoid
valve on the oxygen selector (Figure 17-6).
The solenoid valve is normally spring loaded
closed, blocking flow to the passenger distribution system. If cabin altitude exceeds 13,500
feet, an altitude pressure switch energizes the
solenoid valve open. Oxygen flowing into the
passenger distribution system releases latches
on the mask compartment doors, allowing the
doors to open and the masks to fall out. If cabin
pressure is restored to normal values, the solenoid valve is deenergized at 8,000 feet cabin alt i t u d e , s h u t t i n g o ff o x y g e n f l ow t o t h e
passengers.
Oxygen use limitations are defined by the applicable Federal Aviation Regulations, FAR
Part 91.
Table 17-1 depicts the average time of useful
consciousness (time from onset of hypoxia
until loss of effective performance) at various
cabin altitudes.
Table 17-1. AVERAGE TIME OF USEFUL
CONSCIOUSNESS
WARNING
WARNING
LIMITATIONS
The pressure demand sweep-on oxygen masks
must be properly stowed to qualify as a quickdonning oxygen mask.
17-4
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OXYGEN
C/B
5A
28 - VOLT
DC
SOLENOID
TO PASSENGER
DISTRIBUTION
SYSTEM
ALTITUDE
PRESSURE
SWITCH
CREW
ONLY
CREW
NORMAL
MANUAL
DROP
TO COPILOT'S
FACE MASK
PILOT'S FACE
MASK
OVERBOARD
DISCHARGE
INDICATOR
PRESSURE REGULATOR
SHUTOFF
VALVE
KNOB
LEGEND
HIGH PRESSURE OXYGEN
LOW PRESSURE OXYGEN
CYLINDER
PRESSURE GAUGE
* CHECK VALVE
OXYGEN
CYLINDER
17-5
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17-6
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REVIEW QUESTIONS
1. The cockpit oxygen pressure gauge reads:
A. The oxygen pressure which is present
at the crew masks.
B. Electrically, system low pressure.
C. Bottle pressure.
D. Electrically, system high pressure.
2. Pa s s e n g e r m a s k s a r e a u t o m a t i c a l l y
dropped when the:
A. Oxygen selector is in NORMAL and
cabin altitude exceeds 13,500 feet.
B. Cabin altitude exceeds 13,500 feet, regardless of oxygen selector position.
C. O x y g e n s e l e c t o r i s i n M A N UA L
DROP, regardless of altitude.
D. A and C.
3. If DC power fails, placing the oxygen selector in:
A. MANUAL DROP deploys the passenger masks, regardless of the cabin
altitude.
B. MANUAL DROP deploys the passenger masks only if 13,500 feet cabin altitude is exceeded.
C. CREW ONLY does not restrict oxygen to the crew if cabin altitude is
above 13,500 feet.
D. Any of the three operating positions
will not route oxygen to the passengers; they have their own dedicated
oxygen supply system.
17-7
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ANSWERS TO QUESTIONS
CHAPTER 2
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
C
D
D
B
C
D
C
D
B
D
C
C
B
D
A
B
D
C
D
A
B
C
A
CHAPTER 3
1.
2.
3.
4.
5.
6.
A
D
D
D
A
C
CHAPTER 4
1.
2.
3.
C
D
A
CHAPTER 5
1.
2.
3.
4.
5.
6.
7.
8.
9.
C
B
D
C
A
D
B
A
D
CHAPTER 7
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
B
A
B
B
D
A
A
A
C
D
D
B
A
C
D
D
B
C
C
D
CHAPTER 8
1.
2.
3.
4.
5.
6.
7.
C
D
A
D
B
A
B
CHAPTER 9
1.
2.
3.
4.
B
D
A
C
CHAPTER 10
1.
2.
3.
4.
5.
6.
7.
8.
9.
C
B
D
A
D
C
D
B
D
CHAPTER 10
10.
11.
12.
13.
14.
D
C
B
D
A
CHAPTER 11
1.
2.
3.
4.
5.
6.
7.
D
B
A
A
B
B
C
CHAPTER 12
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
B
D
C
D
D
C
B
D
A
A
CHAPTER 13
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
D
D
B
C
A
D
C
B
D
D
C
A
B
CHAPTER 14
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
B
D
A
B
C
A
B
C
C
C
B
B
D
B
CHAPTER 15
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
B
C
A
B
B
B
B
A
C
D
A
CHAPTER 17
1.
2.
3.
4.
5.
6.
C
D
A
B
A
D
APP-1