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CITATIONJET 525
PILOT TRAINING MANUAL
VOLUME 1
OPERATIONAL INFORMATION
NOTICE
The material contained in this training manual is based on infor-
mation obtained from the aircraft manufacturers Pilot Manuals
and Maintenance Manuals. It is to be used for familiarization
and training purposes only.
Normal Procedures
Abnormal Procedures
Emergency Procedures
LIMITATIONS
PERFORMANCE
RECURRENT
Recurrent Syllabus
Systems Review
EXPANDED CHECKLISTS
CONTENTS
NORMAL PROCEDURES
CONTENTS
Page
PREFLIGHT........................................................................................ NP-1
Preflight Inspection................................................................... NP-1
Preliminary Cockpit Inspection ................................................ NP-1
Exterior Inspection.................................................................... NP-3
Cabin Inspection ..................................................................... NP-12
Cockpit Inspection .................................................................. NP-13
NORMAL PROCEDURES.............................................................. NP-15
Quick Turnaround................................................................... NP-15
Before Starting Engines.......................................................... NP-16
Starting Engines...................................................................... NP-17
Before Taxiing ........................................................................ NP-20
Taxiing .................................................................................... NP-23
Before Takeoff ........................................................................ NP-25
Takeoff .................................................................................... NP-27
After TakeoffClimb............................................................. NP-28
Cruise...................................................................................... NP-29
Descent ................................................................................... NP-30
Approach................................................................................. NP-32
Before Landing ....................................................................... NP-34
Landing ................................................................................... NP-36
All Engines Go-Around.......................................................... NP-38
After Landing.......................................................................... NP-38
Shutdown ................................................................................ NP-39
Turbulent Air Penetration ....................................................... NP-41
NORMAL PROCEDURES
PREFLIGHT
PREFLIGHT INSPECTION
1. Battery ................................................................................. CONNECTED
Check the quantity gage at 1600-1800 psi and crew masks connected to
the side console outlets. Pilots side console oxygen control valve properly
positioned to NORMAL. Caution should be exercised as inadvertently
placing the oxygen control valve to MANUAL DROP will result in
deployment of the cabin masks. The standard crew masks must be worn
around the neck for flight above FL 250. The optional crew masks must be
stowed in the quick donning holder and set on 100% for flight above FL 250.
The crew can verify oxygen flow by donning the mask with the regulator
in the 100% position and ensuring that no restrictions to breathing are
present.
Confirm LH and RH pitot/static and AOA heater fail lights went out (ON)
and come on (OFF) correctly.
NOTE
Expedite all checks with electrical power on and en-
sure that the air-conditioner switch is OFF, if an ex-
ternal power unit is not used.
EXTERIOR INSPECTION
During inspection, make a general check for security, condition, and clean-
liness of the aircraft and components. Check particularly for damage, fuel,
oil, hydraulic fluid leakage, security of access panels, and removal of keys
from locks.
At high outside temperatures it is difficult to feel heat from the static port.
Running the back of a finger from the airplane skin over the static port and
onto the skin again is the easiest way to sense the higher temperature of
the port.
Do not grasp the pitot tube firmly as severe burns may result.
Use caution in checking the vane when it is hot. Check for freedom of
movement.
11. Left Wing Inspection, Navigation and Strobe Lights ............. ON (IF NOT
OBSERVED FROM COCKPIT)
Station A
Left Nose .................................................................................................... CHECK
Check latches firmly closed. The baggage and avionics bay doors must be
key locked to actuate the door locked microswitches. The DOOR NOT
LOCKED annunciator will not extinguish if the baggage doors are not
locked.
Chine and tread of the nose tire must be in good condition to meet the
water/slush runway operating limitations. Nose tire inflation pressure is
120 5psi. On the ground, the two forward gear doors are closed, but the
rear door is open, allowing a visual inspection of the nose gear assembly,
shimmy damper, and nose gear steering bellcrank. Proper nose oleo strut
extension of a fully fueled airplane is approximately 2.5 inches.
H D
F
E
Stations B and C
Right Nose and Fuselage Right Side........................................................... CHECK
Light green arc indicates precharged pressure, while a dark green arc
indicates operating pressure if battery was turned on and the brake system
circuit breaker was in during the cockpit inspection.
The metal star in the upper sight gage will have a purple tint when the
reservoir is full. The ball should be at the top of the upper sight gage if the
annunciator charge is in the light green arc (discharged).
Check latches firmly closed. The baggage doors must be key locked to
actuate the door locked microswitch. The DOOR NOT LOCKED
annunciator will not extinguish if the baggage doors are not locked.
The green disc should be in place. If it is missing, the oxygen bottle may
be empty.
Check vacuum vent, brake reservoir vent, alcohol bottle vent, and gear and
brake air bottle vent.
Station D
Right Wing................................................................................................... CHECK
Push straight up on the drains when taking fuel samples. The drain may
lock open if it is turned.
Check tire for wear and inflation to 98 5psi; and the door for security.
Check wheel hubcap for condition and security of fastening. Check gear
for general security, fluid leakage, and an approximate oleo strut extension
of 2.5 inches if the airplane is fully fueled.
5. Engine Fan Duct and Fan ........................ CHECK FOR BENT BLADES,
NICKS, BLOCKAGE OF FAN
STATORS, AND FOREIGN OBJECTS
If the fan is windmilling, place hand on the bullet nose or install the engine
cover to stop the rotation. If damage is observed, refer to the FJ44-1A
Engine Maintenance Manual. (Remove cover if installed.)
There should be one static wick on the wing trailing edge outboard of the
aileron, and two on the trailing edge of the aileron. If an aileron static wick
is missing, it should be replaced before the airplane is flown to ensure
proper control surface balance.
14. Aileron, Flap, and Speed Brakes ................. CONDITION AND SECURE
Ensure flap position matches indicator. Check the aileron for freedom and
the hinge points for security. Check the flap and speedbrakes for security.
Station E.
Right Nacelle ............................................................................................. CHECK
Check for fuel leakage, damage to turbine blades, cracks, and general
security.
CAUTION
Station F
Empennage .................................................................................................. CHECK
Check boots for cuts that might prevent inflation and for signs of
delamination.
Assure trim tab position matches elevator trim tab position indicator.
4. Static Wicks (Rudder, Both Elevators, and Tailcone) ........ CHECK (NINE
REQUIRED)
There should be three static wicks on the trailing edge of each elevator,
two on the trailing edge of the rudder, and one on the tailcone. If a rudder
or elevator static wick is missing, it should be replaced before flight in
order to ensure proper control surface balance.
Ensure trim tab position matches the elevator trim tab position indicator.
Check boots for cuts that might prevent inflation and for signs of
delamination.
Station G
Aft Compartment......................................................................................... CHECK
Check that the pressure in the bottles is within limits for the ambient
temperature. A pressure/temperature chart is located between the bottles in
the tailcone compartment. Checking for correct bottle pressure is the only
way to determine the bottles are full. The BOTTLE ARMED light on the
glareshield will illuminate when the ENG FIRE switch is pushed
regardless of bottle condition.
Check that the inner tailcone access door is closed and firmly latched.
Station H
Left Nacelle ................................................................................................. CHECK
Check for fuel leakage, damage to turbine blades, cracks, and general
security.
Station I
Left Wing..................................................................................................... CHECK
Ensure flap position matches indicator. Check the aileron for freedom and
the hinge points for security. Check the flap and speedbrakes for security.
There should be one static wick on the wing trailing edge outboard of the
aileron and two on the trailing edge of the aileron. If an aileron static wick
is missing, it should be replaced before the airplane is flown to ensure
proper control surface balance.
10. Engine Fan Duct and Fan .......................... CHECK FOR BENT BLADES
NICKS, BLOCKAGE OF FAN
STATORS, AND FOREIGN OBJECTS
If the fan is windmilling, place hand on the bullet nose or install the engine
cover to stop the rotation. If damage is observed, refer to the FJ44-1A
Engine Maintenance Manual. (Remove cover if installed.)
11. Main Gear Door, Wheel, and Tire............... CONDITION AND SECURE
Check tire for wear and inflation to 98 5 psi and the door for security.
Check wheel hubcap for condition and security of fastening. Check gear
for general security, fluid leakage, and an approximate oleo strut extension
of 2.5 inches if the airplane is fully fueled.
Push straight up on the drains when taking fuel samples. The drain may
lock open if it is turned.
Station J
Fuselage Left Side....................................................................................... CHECK
CABIN INSPECTION
1. Emergency Exit ............................................................................ SECURE
Check fit of door, handle stowed, and guard in place; handle lock pin
removed.
The door entry light switch is located on the entry door post.
COCKPIT INSPECTION
1. Oxygen Control Valve ............................................ CHECK IN NORMAL
NOTE
With the battery switch in the EMER position, power
should be supplied to COMM 1, NAV 1, marker bea-
con, overhead floodlights, pilot and copilot audio
panels, voltmeter, LH pitot static heater, standby
gyro, pilot standby HSI, DG2, pilot altimeter, and en-
gine N 1 indicator.
21. Control Lock ............... OFF (ENSURE THAT THE HANDLE IS FULLY
IN AND CONTROLS AND THROTTLES ARE FREE)
Rotate the handle clockwise 45 from horizontal and push it in to release.
With the control lock on, the throttles are held in the off detent. It is
possible however, to force a throttle past the lock which may require
disassemably of the quadrant to restore normal operation of the controls.
NOTE
Bleed air enters the cabin hot (unconditioned) if
TEMPERATURE SELECT is set to MANUAL with
the AIR SOURCE SELECT in LH, RH, or BOTH.
CAUTION
ITT may approach 1000C during battery starts at
higher elevation airports. External power unit with
at least 800 amp capacity is required for first engine
start at airports with elevation above 10,000 feet. If
external power unit with variable shutoff current is
used, it should be set to 1100 amps.
35. Battery and Standby Gyro Switches .......... OFF (IF THERE IS A DELAY
BEFORE ENGINE START, OR
ON WITH EXTERNAL POWER UNIT)
NORMAL PROCEDURES
This chapter presents the abbreviated version of the expanded cockpit check-
list provided with each CitationJet. Should any conflict exist between this in-
formation and the checklist in the FAA approved Airplane Flight Manual, the
flight manual shall take precedence. Any implied technique presented assumes
that proper pilot skill and judgment are exercised.
QUICK TURNAROUND
When a complete preflight has already been accomplished and the condition
of the airplane has previously been thoroughly checked, it may be desirable
to use the Quick Turnaround checklist in circumstances such as prior to suc-
ceeding flights on the same day.
Check green indicators for proper door pin position, handle vertical and in
detent.
5. Seats, Seat Belts, Shoulder Harnesses, and Rudder Pedals ..ADJUST AND
SECURE
Crew seats adjust fore and aft with the handle below the forward center
seat section, vertically with the handle on the aisle side forward corner,
and tilt with the handle at the lower rear on the aisle side. Check seats
locked in the desired position. Check seat belts snug and shoulder
harnesses latched to the buckle. Rudder pedals adjust individually by
depressing the tab on the inboard side and moving fore or aft. Three
positions are available. Check pedals locked in the desired position.
STARTING ENGINES
Clear the area behind the airplane and check for foreign objects in front of
the engine inlets.
Due to hazards of foreign object ingestion and noise, the left engine should
not be running during boarding or deplaning. If last minute boarding is an-
ticipated, the right engine should be started first.
NOTE
In crosswind conditions, starting the downwind en-
gine first (for battery start) will produce a lower ITT.
Otherwise either engine can be started first.
Lower start ITT can be achieved by allowing N2 to peak (but not exceed
12% N2) prior to advancing the throttle lever to idle.
At a minimum of 8% turbine rpm, lifting the off latch and advancing the
throttle to start activates the ignition and the associated igniter light, and
initiates fuel flow.
CAUTION
If engine maintenance has been performed, air in the
fuel lines may cause a hot start. Ensure that proper
purging procedures have been accomplished prior to
attempting a start. Be prepared to abort the start.
Check engine instruments within limits. Check that the starter has
disengaged and that all annunciator lights are out except INVERTER
FAIL, AOA HTR FAIL, P/S HTR OFF, AND ATTEN UNLOCK.
Check the FUEL LOW PRESS, FUEL BOOST ON, and FUEL LOW
LEVEL lights extinguished. After light-off occurs, at approximately 45%
turbine rpm, the starter relay opens, terminating ignition and fuel boost,
and turns off the start button and the instrument floodlights. During a
battery start with the GEN switch on, the generator will come on line,
extinguishing the GEN OFF light at approximately 45% turbine rpm.
With external power in use, the GEN switches can be off until starting is
complete. It may not be possible to bring the generators on line until the
external power unit is removed. In any case, electrical equipment should
not be turned on until both GEN OFF lights are extinguished.
Should automatic start sequencing not terminate, the boost pump, ignition,
and associated lights will remain on. The starter however, will discontinue
cranking due to speed sensing governed at approximately 45% N2 rpm.
Depressing the STARTER DISENGAGE button will terminate the
automatic start sequence. This button is illuminated any time the PANEL
LIGHT CONTROL master switch is ON.
It may not be possible to bring the generators on line until the external
power is removed.
b. RH Generator.................................................................................. OFF
Check RH AMP drop, Check voltage drop to battery voltage (24 volts
minimum).
While the generator is off line, the MASTER CAUTION and the
applicable GEN OFF light will illuminate. If both generators are off
line at the same time, the MASTER WARNING and both GEN OFF
lights will flash.
BEFORE TAXIING
1. Air Conditioner, Fans, Temperature Control..................... AS REQUIRED
NOTE
Select both LH and RH positions, pause long enough
between selections to verify airflow from each po-
sition. The selector should be positioned to BOTH
after checking the pressure sources, unless conditions
are such that FRESH AIR may be desired before
takeoff.
Turn on the interior and exterior lights as required, and adjust the interior
and instrument light intensity as desired.
NOTE
Bulb life is extended considerably by using the recog-
nition/taxi light position for taxi.
The right avionics switch serves as the master avionics power switch,
supplying DC power to the avionics equipment requiring it, and to the left
ON/OFF or NORM switch which controls the inverters.
NOTE
To obtain pressure altitude, add 100 feet to field el-
evation for every 0.1 inch hg below 29.92 of baro-
metric pressure. Subtract 100 feet for every 0.1 inch
hg above 29.92.
NOTE
When departing from airport elevations above 8,000
feet, differences in pressure altitude and system tol-
erances may cause the CAB ALT 10,000 FT annun-
ciator and MASTER WARNING to illuminate.
Operate electric elevator trim nose up and push AP/TRIM DISC switch.
Verify elevator trim wheel stops rotating. The trim should not operate
while pressing only one side of the split switch. Repeat the check for nose
down trim. Repeat the check for the copilots AP/TRIM DISC switch. Set
the trim as required for center of gravity.
Set the flaps to ground flaps and verify that both speedbrakes deploy.
Advance the throttles to above 85% N2 and verify that the speedbrakes
retract and that the flaps >35 annunciator light illuminates. Retard the
throttles to idle and verify that the annunciator lights extinguish and that
the speedbrakes redeploy. Set the flaps to TAKEOFF AND APPROACH
and verify that the speedbrakes retract.
NOTE
For operations in extreme cold weather (below
10C/14F), the flap system must be checked for full
extension to GROUND flaps and full retraction to UP
prior to takeoff (until completion of SB 525-27-15).
Check for full travel of all controls. Observe the ailerons and elevator for
correct movement. The ailerons and elevator can be seen from the cockpit.
Check that the navigation radios are tuned to desired frequencies and
courses set. Check that the transponder is on the proper code and in
standby, set to ALT just before takeoff.
Press the ATT button and observe 30 right bank, 15 pitch, and fail flag.
Release the button and observe straight and level indications and no flag.
a. Radio altimeter test value on the pilots display is 50 feet (if installed).
g. TEST annunciated.
h. After five seconds, the text page appears showing each test function
status. As each function is tested, the FAIL annunciation will change to
PASS.
TAXIING
Gradually apply just enough thrust to break inertia. Reduce power to the
amount necessary to achieve the desired taxi speed. Avoid riding the brakes
and always place the throttles to idle before commencing braking. Caution
should be exercised in congested areas to reduce the possibility of jet blast
damage to personnel and equipment.
CAUTION
NOTE
If the antiskid is turned off prior to or during taxi-
ing, it must be turned on prior to takeoff. The anti-
skid must be turned on and the selftesting sequence
completed (antiskid annunciator light out) while the
airplane is stationary. If the airplane is taxiing when
the antiskid system is turned on the antiskid test se-
quence may not be completed successfully and the
antiskid may not be operational during takeoff.
Check the pilots EADI and EHSI have the desired functions selected and
displayed. Check that the copilots ADI is erect and that no flag is
showing. Observe that the heading indicators, radio magnetic indicator
(RMI), and magnetic compass are in agreement. Check the pilots GYRO
SLAVE in AUTO and the copilots in SLAVE, and that the vertical speed
indicators (VSIs) are at zero.
It is suggested that the pilot brief the copilot and crew on takeoff
procedures at this point. This briefing may consist of discussion
concerning crew coordination with respect to flap setting, use of anti-ice,
review of takeoff power setting, V speeds and other call-outs desired,
and normal and emergency procedures. A review of the planned departure
and climb out procedures, as well as NAV aids to be used, may also be
conducted at this time.
BEFORE TAKEOFF
1. Anti-Ice/Deice Systems .........................................CHECK (WHEN ICING
CONDITIONS ARE ANTICIPATED)
Clearing the area behind the aircraft, set engine speed above 70% N2 rpm
and turn on the engine and wing anti-ice and tail deice. Check for
annunciators to illuminate and extinguish (approximately 1 minute). Turn
the wing and engine anti-ice off until ready to take off. Open the
windshield bleed air valves; turn on the windshield anti-ice; check flow
and turn the anti-ice switches off and close the manual valves. Check for
proper sequencing of the TAIL DEICE system. The TAIL DEICE (LH and
RH) annunciators will illuminate, and remain illuminated only during the
period of inflation of the automatic cycle. The left boot will inflate for six
seconds and deflate for 6 seconds, followed by six seconds of inflation of
the right boot. Three minutes from the initial left boot inflation the cycle
will repeat, and continue repeating until the switch is turned off.
CAUTION
8. Ignition................................................................................................... ON
NOTE
Do not operate the anticollision lights in conditions
of fog, clouds, or haze as the reflection of the light
beam can cause disorientation or vertigo.
NOTE
The thrust ATTENUATOR UNLOCKED LH and RH
annunciator lights will be illuminated with the throt-
tles at idle but will extinguish when the throttles are
advanced for takeoff.
TAKEOFF
1. Throttles ............................................................ SET TAKEOFF THRUST
AFTER TAKEOFFCLIMB
1. Landing Gear.......................................................................................... UP
When a positive rate of climb is indicated, pulling the gear handle out and
moving it to UP initiates the retraction cycle, illuminating the GEAR
UNLOCKED and HYD PRESS ON lights. Check that both lights
extinguish indicating the gear are up and locked.
2. Flaps ....................................................................................................... UP
When clear of any bird hazard and cockpit workload permits, return the
IGNITION switches to NORM.
When N1 is set within 2%, or N2 within 1% (left to right), turn the engine
synchronizer selector switch to FAN or TURB as desired. Cross-check the
remaining engine instruments within limits.
With the yaw damper engaged, airplane control is improved and passenger
comfort enhanced.
Placing the switch to SEAT BELT leaves that cabin advisory light
illuminated and extinguishes the NO SMOKING and emergency exit
lights. If no turbulence is anticipated, placing the switch to OFF
extinguishes both the advisory and emergency exit lights.
NOTE
Crossfeed may not be possible above flight level 290.
Fuel should be balanced prior to climbing above
FL290 except for aircraft modified with the fuel
transfer system (SNs 001-358 without SB 525-28-10).
CRUISE
1. Cruise Power ........................................................................................ SET
Climb thrust is normally maintained upon level off until acceleration to the
desired cruise mode takes place. As the airplane accelerates and the ram
air temperature (RAT) increases, N1 rpm may have to be adjusted to the
appropriate setting. If the optional engine synchronizer is installed and
engine rpm does not automatically synchronize at the desired cruise
setting, turn the engine synchronizer switch to OFF. This allows the
synchronizer actuator to center. Manually synchronize the engines by
adjusting the throttles and turn the synchronizer switch to FAN or TURB.
When operating at maximum range cruise, the thrust necessary to maintain
optimum angle-of-attack diminishes with fuel burn-off due to increased
performance and lower airspeed requirements as weight decreases.
NOTE
Check the deice system for proper operation prior to
entering areas in which icing might be encountered.
DESCENT
1. Defog Systems .................................................................. AS REQUIRED
AT Configured:
a. Defog fanHI at start of descent
b. Cockpit air distribution knob ................................................ MAX
c. Windshield bleed-air manual valvesMAX and windshield bleed-
air switchLOW below 18,000 feet if landing temperature/dew
point spread is less than 10F (5C).
AS Configured:
a. Defog FanHI prior to descent
b. Windshield bleed-air manual valvesMAX and windshield
bleed-air switchLOW prior to descent if landing
Warming the windshield with W/S BLEED air will assist in defrosting.
NOTE
When departing from airport elevations above 8,000
feet, differences in pressure altitude and system tol-
erances may cause the CAB ALT 10,000 FT annun-
ciator and MASTER WARNING to annunciate.
NOTE
To obtain pressure altitude, add 100 feet to the field
elevation for every 0.1 inch hg below 29.92 of baro-
metric pressure. Subtract 100 feet for every 0.1 inch
hg above 29.92.
Maintain sufficient power for engine anti-icing and tail deicing if systems
are operating. The engine anti-ice lights will remain OFF above 70% N2
(minimum).
NOTE
At higher altitudes and lower outside air temperatures,
higher N 2 (73-78%) may be required to keep the an-
nunciators extinguished and to operate the tail deice
boots if all anti-ice systems are operating.
Refer to performance tables for VREF based on arrival gross weight. Check
runway requirements based on gross weight and destination field
information. Ascertain N 1 and V 2 for use in the event of a missed
approach.
NOTE
Bulb life is extended considerably by using the recog-
nition/taxi light position.
APPROACH
1. Seats, Seat Belts, and Shoulder Harnesses................................... SECURE
Check seats locked in the desired position. Check seat belts snug and
shoulder harnesses latched to the buckle.
Check NAV receivers on proper frequency and the required heading and
course information set. Cross-check flight instruments for correct
indications.
Set decision height (DH) or minimum descent altitude on the EADI. For
VFR operation another desired altitude may be set to provide terrain
proximity warning. Additional altitude selection (100 feet above DH, for
instance) may be set with the bug on a conventional radio altimeter
indicator.
WARNING
NOTE
Observe pertinent operational regulations for use of
supplemental oxygen.
NOTE
For operations in extreme cold weather (below
10C/14F), the flap system must be checked for full
retraction back to the UP position after selecting flaps
TAKEOFF AND APPROACH. This check must be
completed prior to selecting flaps LAND (SNs 001359
without SB525-27-15).
BEFORE LANDING
1. Ignition................................................................................................... ON
Pulling the gear handle out and moving it to DOWN illuminates the HYD
PRESS ON and GEAR UNLOCKED lights while the gear is extending.
Check three green flights on and the GEAR UNLOCKED and HYD
PRESS ON lights extinguished. Maximum landing gear operating (VLO)
and maximum landing gear extended (VLE) speed are both 186 KIAS.
The flaps may be extended to LAND below 161 KIAS. Flaps should be in
the LAND position for all normal landings. Check the indicator to verify
flap position. The flap handle must be pushed in to clear the T.O. and
APPR detent when LAND flaps are selected.
Turn the yaw damper to OFF to assure complete rudder authority to the
pilot for landing. Utilize the AP/TRIM DISC button on either control
wheel or the YD ENGAGE button on the autopilot control panel.
After passing the instrument approach fix outbound or nearing the airport
traffic area, airspeed should be reduced to below 200 KIAS and the flaps
extended to the T. O. & APPR (15 degree) position. Approaching the final
instrument fix inbound (one dot from glideslope intercept on an instrument
landing system approach (ILS), or a downwind abeam position, extend the
landing gear. At the point where the final descent to landing is begun,
extend the flaps to LAND, establish the desired vertical descent rate, and
adjust the power to maintain VREF to VREF +10 KIAS.
NOTE
Do not allow turbine (N 2 ) rpm to be less than ap-
proximately 56%.
LANDING
1. Throttles.............................................................................................. IDLE
CAUTION
NOTE
To obtain maximum braking performance from the
antiskid system, the pilot must apply continuous
maximum effort (no modulation) to the brake pedals.
NOTE
Dropout of the antiskid system occurs at approx-
imately 12 knots where braking reverts to the power
brake mode.
Select GROUND FLAPS by lifting the flap handle and moving it to the
extreme down position; the speedbrakes will be automatically selected
when the flap handle is placed in the GROUND FLAPS position and the
flaps pass 38. The FLAPS > 35 annunciator light may illuminate if the
squat switch is not activated during the landing rollout.
The FLAPS >35 annunciator may illuminate and thrust attenuators may
not deploy if the nose is held up for aerodynamic braking.
6. Flaps ........................................................................................................ UP
AFTER LANDING
It is recommended that the use of the checklist be delayed until the airplane
is clear of the runway.
1. Flaps ........................................................................................................ UP
Check that the HYD PRESS ON light extinguishes after the flaps are up.
NOTE
Bulb life is extended considerably by using the recog-
nition/taxi position for taxi.
NOTE
High humidity conditions may require the defog and
windshield bleed systems to remain on.
SHUTDOWN
1. Parking Brake ........................................... SET OR WHEELS CHOCKED
NOTE
If brakes are very hot, do not set the parking brake.
Be sure that the first engine is correctly shutting down before shutting
down the second engine.
BATT switch in the center (OFF) position. Care should be exercised that it
is not placed in EMER. Emergency bus items (COMM 1, NAV 1, DG 2,
flood lights and left pitot static system, etc.) (if not turned off individually)
and the left and right fan speed indicators, could drain the battery over a
period of time.
For deplaning at night, the battery switch may be left in BATT to make
available all cabin lighting until passengers and cabin baggage are
deplaned. Turning the EXTERIOR WING INSP LIGHT switch ON
provides additional illumination in front of the cabin door. An illuminated
courtesy light switch near the forward door post on the refreshment center
is wired to the hot battery bus and turns on the emergency exit lights, and
one forward passenger compartment light.
When securing the aircraft, install the engine and pitot tube covers. Check
the BATT, passenger advisory and courtesy light switches off. Closing the
door extinguishes the integral courtesy light switch illumination. All doors
and the nose avionics compartment can be key locked. A locking pin can
be installed in the internal emergency exit door handle to prevent access
from the outside. This pin must be removed prior to flight.
CAUTION
Towing aircraft with control lock engaged will dam-
age nosewheel steering mechanism.
14. Engine Oil Level ............ CHECK (10 MINUTES AFTER SHUTDOWN)
1. Ignition................................................................................................... ON
ABNORMAL PROCEDURES
CONTENTS
Page
ENGINE.............................................................................................. AP-1
False Engine Start (Engine Does Not Light)............................. AP-1
Engine Starter Will Not Disengage ........................................... AP-1
High Sustained ITT during Ground Shutdown ......................... AP-1
FUEL .................................................................................................. AP-1
Low Fuel Pressure..................................................................... AP-1
Low Fuel Quantity .................................................................... AP-2
Fuel Boost Pump On ................................................................. AP-2
Fuel Filter Bypass ..................................................................... AP-3
Fuel Gauging System Fault ....................................................... AP-3
Fuel Crossfeed/Transfer ............................................................ AP-3
ELECTRICAL .................................................................................... AP-4
Single Generator Failure ........................................................... AP-4
Single Inverter Failure (SNs 0100 through 0359) ..................... AP-4
Aft J-Box Circuit Breaker Not Engaged ................................... AP-6
225 Amp Current Limiter Blown .............................................. AP-6
ENVIRONMENTAL/PRESSURIZATION ........................................ AP-7
Bleed Air Overheat.................................................................... AP-7
Fresh Air Selected ..................................................................... AP-7
Environmental System Air Duct Overheat................................ AP-7
Cabin Pressurization Controller Failure.................................... AP-8
Cabin Door Pressure Seal Failure ............................................. AP-9
Emergency Pressurization On ................................................... AP-9
Environmental System Cabin Overheat .................................. AP-10
Use of Supplemental Oxygen (Unpressurized)....................... AP-10
High Altitude (above 8,000 ft)
Takeoff and Landings (Cab Alt 10,000 ft
Warning Lights ON)................................................................ AP-11
TABLE
Table Title Page
AP-1 Flaps Inoperative Landing Distance Factors ......................AP-34
ABNORMAL PROCEDURES
ENGINE
FALSE ENGINE START (ENGINE DOES NOT LIGHT)
1. Throttle ................................................................................................ OFF
If the starter does not disengage and the start button light remains illuminated
(start relay stuck):
FUEL
LOW FUEL PRESSURE FUEL LOW
The LH or RH FUEL PRESS caution and MASTER CAUTION PRESS
lights come on. LH RH
Low fuel pressure should activate the boost pump automatically with the
boost pump switch in NORM, but the switch should be turned on to ensure
the pump is powered.
Check that the fuel pump circuit breakers are in and the FUEL BOOST
ON advisory lights are illuminated. To ensure uninterrupted fuel flow to
the engines, the boost pump switches must be positioned ON when the low
fuel lights illuminate.
Check for the FUEL LOW PRESS CAUTION light to illuminate and
extinguish. The MASTER CAUTION light may come on steady.
CAUTION
If the fuel boost pump ON light remains illuminated
and/or the FUEL LOW PRESS light and MASTER
CAUTION light come on steady, leave the fuel boost
switch in NORM with the pump running. If low fuel
pressure has caused the boost pump to trip on, turn-
ing the boost pump off could possibly result in en-
gine flameout.
Consider the possibility of partial or total loss of both engines thrust. If the
FUEL FLTR BYPASS light illuminates during high altitude flight, suspect
ice formation across the filter. If one FUEL FLTR BYPASS light is on and
the cause is contaminated fuel, it is possible that fuel in the other wing fuel
is contaminated.
Check the tank sump and filter quick drains for water accumulation after
landing and refer to the airplane maintenance manual for additional
information.
NOTE
The fuel gauging B.I.T.E. (built-in test equipment)
signal conditioner control box indications should be
checked prior to battery switch OFF. Record the fuel
quantity in each tank at the time of the fault to assist
in maintenance troubleshooting.
FUEL CROSSFEED/TRANSFER
The FUEL XFEED open advisory light comes on. Illumination of FUEL
the light indicates the fuel crossfeed valve is open. This is normal CROSSFEED
during crossfeed/transfer operation. The supply tank FUEL BOOST
PUMP annunciator is also illuminated.
ELECTRICAL
SINGLE GENERATOR FAILURE
GEN GEN
The LH or RH GEN OFF caution and MASTER CAU- OFF OFF
TION lights come on.
LH RH LH RH
Rotating the voltage selector knob to the appropriate position may aid in
isolating the problem. If the voltage is normal, it indicates the generator
power relay is tripped due to an undervoltage or reverse current and
generator reset is unlikely. A reading of zero indicates the generator field
relay is tripped due to an overvoltage or feeder fault (short). In this case, a
reset may be possible.
If unable to reset:
NOTE
If the INVERTER FAIL 1 light extinguishes, the in-
verter has experienced a temporary fault, and the in-
verter has recovered.
NOTE
If the INVERTER FAIL 2 light extinguishes, the in-
verter has experienced a temporary fault, and the in-
verter has recovered.
NOTE
If inverter 1 is failed, the pilot EADI, EHSI, RMI
No. 1 bearing pointer, and radar stabilization is not
available. NAV 1 course and glideslope are available
on the pilot OBS or standby HSI with INV 1/INV 2
switch in NORM.
On ground:
In flight:
1. The respective engine can be started only using a windmilling air start.
On the ground:
In Flight:
1. Be prepared for the loss of the left or right extension and associated buses
in the event of a generator failure.
ENVIRONMENTAL/PRESSURIZATION
BLEED AIR OVERHEAT
The LH or RH BLD AIR OHEAT caution and MASTER CAU- BLD AIR
TION lights come on. Illumination of the light(s) indicates a mal- O'HEAT
function has caused the bleed air leaving the respective precooler
to exceed the allowable temperature. This would likely occur if LH RH
engine, wing, and/or windshield anti-ice is on, and/or the precooler
door actuator is failed closed and engine power is high.
NOTE
When the overheat occurs, the wing anti-ice valve
on the side of the overheat, if on, automatically
shuts off and cycles.
CAUTION
The airplane will not pressurize in the fresh air mode.
NOTE
TEMP control circuit breaker on left circuit breaker
panel must be in for automatic temperature control.
Hold the switch in this position until the overheat light goes out (30
seconds maximum).
NOTE
If the AIR DUCT OHEAT light illuminates again,
select MANUAL on the auto temperature selector
and control the temperature with the MANUAL
HOT/MANUAL COLD switch.
NOTE
Failure of the cabin to pressurize after takeoff indi-
cates possible failure of a squat switch in the ground
mode, which could result in thrust attenuators being
deployed in flight.
WARNING
If cabin pressure is maintained, but the amber fail annunciator in the pres-
sure controller is illuminated (Probable loss of air data computer input, auto-
schedule inoperative):
EMERGENCY PRESSURIZATION ON
The EMER PRESS ON caution and MASTER CAUTION lights EMERG
come on. Illumination of the lights indicates the emergency PRESS ON
pressurization system has been turned on at the AIR SOURCE
SELECT knob.
NOTE
Pressurization air will enter the cabin through the
cockpit air distribution system (foot warmers, side
panels, defog). EMER PRESS air will be controlled
at approximately 120F.
NOTE
Due to cabin altitude warning sensor tolerances, the
CAB ALT 10,000 FT warning light may illuminate
during operations at high altitude airports above
8,000 feet pressure altitude.
FLIGHT CONTROLS
ELECTRIC ELEVATOR TRIM RUNAWAY
1. Autopilot/Trim Disengage Switch ................................................. PRESS
Pull the PITCH TRIM circuit breaker to permanently remove power from
the trim motor before releasing the autopilot/trim disengage switch.
NOTE
Do not attempt to use the autopilot if the electric trim
is inoperative. The autopilot is not able to trim-out
servo torque, and disengaging the autopilot with light
servo torque could result in a significant pitch upset.
If still inoperative:
NOTE
Do not attempt to use the autopilot if the electric
trim is inoperative. The autopilot is not able to trim-
out servo torque, and disengaging the autopilot could
result in a significant pitch upset.
NOTE
Do not attempt to use the autopilot if the electric
trim is inoperative. The autopilot will not be able to
trim-out servo torque, and disengaging the autopilot
could result in a significant pitch upset.
Takeoff or Go-Around
1. Reduce power as necessary to maintain 120 KIAS or less. Do not change
flap position. Minimum speed is VREF for flaps LAND, VAPP for flaps in
TAKEOFF AND APPROACH, or V REF +15 KIAS for flaps UP or
unknown. Do not retract the landing gear. Land as soon as practical.
ICING
ENGINE OR WING ANTI-ICE FAILURE
LH or RH ENG and/or LH or RH WING ANTI-ICE caution and ENG
MASTER CAUTION lights come on. Illumination of the lights in- ANTI-ICE
dicates that engine inlet or wing leading edge temperature is below
a safe level for satisfactory ice protection. This is normal when LH RH
wing/engine anti-ice is first actuated, until normal temperature is
achieved, and if engine speed is reduced below approximately 70%
N 2 . Once the engine inlet and/or wing leading edge is at normal WING
a temperature, subsequent illumination of the annunciator illu- ANTI-ICE
minates the MASTER CAUTION light. The wing anti-ice LH or LH RH
RH lights may also indicate wing overtemperature. In this case the
wing anti-ice automatically shuts off and cycles back on when the
overtemperature condition is clear. This condition should not
occur except on the ground at high power settings with engine and
wing anti-ice on.
NOTE
Respective WING and ENGINE ANTI-ICE annun-
ciators are inoperative and the wing/engine anti-ice
valves opens. The wing/engine anti-ice switch should
remain in ENG ON or WING/ENG to operate the
pylon inlet heater.
6. After leaving the icing environment, reset circuit breaker (if applicable)
and select anti-ice switches OFF.
NOTE
If landing in icing environment, use Anti-ice On
procedures.
If only wing anti-ice light is on and the WING/ENG anti-ice switch is se-
lected off:
NOTE
If landing in icing environment, use Anti-Ice On pro-
cedures.
The failure indicates the valve will not open or there is a possible line failure.
NOTE
There is ten minutes alcohol available to the pilot
windshield only.
Windshield bleed switch LOW or HI (air flow cycles OFF and ON)
NOTE
If the controller has detected an overtemp and shut
off the windshield bleed air, the system cycles back
on when the air temperature cools. Increased air-
speed and selecting warmer cabin may improve con-
t r o l l e r e ffi c i e n cy a n d e l i m i n a t e t h e ove r t e m p
condition. Satisfactory anti-ice is provided under
most icing conditions while the system cycles.
The manually controlled bleed-air valves reduce the amount of bleed air
reaching the windshield. When the windshield bleed-air temperature cools,
the annunciator light extinguishes and the windshield bleed-air solenoid
valve automatically opens, restoring flow.
NOTE
The use of emergency pressurization reduces the ef-
fectiveness of windshield anti-ice.
CAUTION
If continuing airflow, the air will still be too hot and
flow is reduced. Monitor the windshield for evidence
of heat damage and close the windshield bleed-air
manual valves if evidence occurs.
NOTE
Ten minutes alcohol is available to the pilots wind-
shield only.
If the W/S AIR OHEAT light remains on, it indicates the windshield
bleed-air shutoff valve is failed in the open position. The amount of air
reaching the windshield can still be regulated and/or shutoff by the manual
control valves. Continued use of the windshield bleed-air system with the
W/S AIR OHEAT light illuminated may cause windshield damage.
CAUTION
If continuing airflow, the air will still be too hot but
flow will be reduced. Monitor windshield for evidence
of heat damage and close the windshield bleed-air
manual valves if evidence occurs.
NOTE
Ten minutes alcohol is available to the pilots wind-
shield only.
NOTE
The autopilot references the pilots pitot-static sys-
tem; therefore, the altitude hold, altitude select, ver-
tical speed hold, and indicated airspeed hold
functions may be inoperative if the pilots pitot-
static system fails.
WARNING
If the tail deice boots continue to cycle with the tail deice switch in the OFF
position (tail deice advisory light cycles):
1. Tail Deice Circuit Breaker (LH Panel) .............................................. PULL
2. Reset the tail deice circuit breaker as needed to actuate the system.
NOTE
The following weather conditions may be conducive
to severe in-flight icing:
Visible rain at temperatures colder than 0C am-
bient air temperature
Droplets that splash or splatter at temperatures
colder than 0C ambient air temperature
Severe icing conditions are indicated by one or more of the following visual cues:
Accumulation of ice on the upper surface of the wing aft of the pro-
tected area
CAUTION
Be prepared for control wheel force required to main-
tain desired flight path.
5. If unusual or uncommanded
roll is encountered .................................. REDUCE ANGLE OF ATTACK
FLIGHT GUIDANCE
AUTOPILOT OUT OF TRIM
AP
The AP OUT OF TRIM annunciator illuminated. OUT OF
TRIM
Momentary Illumination
Illumination of the light indicates the autopilot pitch servo current has reached
a threshold level as a result of elevator trim not keeping up with demand. This
is normal in some maneuvers or near either end of the elevator trim limits.
Continuous Illumination
CAUTION
High elevator forces may be present when the au-
topilot is disengaged.
NOTE
The auto pilot reverts to normal operation. The pitch
thumb wheel and turn knob are operational.
2. Continue the flight using the pilots OBS and RMI for navigation and
cross reference the co-pilots navigation instruments.
Turning off the applicable DIM knob on the DC-550 display controller
selects the composite display on the other display indicator.
NOTE
Failure of the EADI and/or EHSI will not effect the
autopilot operation. Failure of both tubes eliminates
mode selection indications. Use only manual pitch and
roll commands and ALT mode.
Pull the circuit breaker if ground operating time will exceed 10 minutes or
if the IC HOT message is displayed.
CAUTION
Power must be removed and remain off from the
flight guidance system to prevent it from overheat-
ing during ground operations exceeding 10 minutes.
NOTE
After landing following IC FAN message on the
ground or in flight, refer to the airplane maintenance
manual for proper maintenance procedures.
Aim grill to direct air forward along the cockpit floor (if installed).
NOTE
If a long flight is anticipated, EFIS display tube tem-
perature can be minimized by operating the EFIS in
composite mode and alternating tubes.
NOTE
For older AS configurations with rotatable nozzles,
and the newer ATs with the cockpit air distribution
knob and flush floor grill louvers.
CAUTION
The message indicates the IC 500 flight guidance
computer has exceeded its temperature limits. Con-
tinued operation will likely result in computer fail-
ure, (loss of EFIS, autopilot and flight director).
2. Continue the flight using the standby gyro, pilots air data instruments,
pilots RMI, pilots NAV 1 OBS, and cross referencing the copilots
instruments.
NOTE
After landing, refer to the airplane maintenance man-
ual for proper maintenance before further flight.
CAUTION
High temperature may cause failure of avionics equip-
ment, including EFIS displays.
NOTE
The NOSE COMP O-TEMP annunciator should not
illuminate within the operating temperature limits of
the airplane unless some failure has occurred.
On the ground:
In flight:
On the ground:
In flight:
HYDRAULICS/BRAKES
LANDING GEAR WILL NOT EXTEND
IDEAL: With 150 KIAS and flaps up.
With the gear handle in the down position, the gear warning lights will be
available for subsequent gear free-fall. If the gear handle is left up,
hydraulic pressure may attempt to override the free-fall when the up
latches are released.
If the handle fails to move (from the up position) or gear will not extend:
Pull the handle to the full extent and rotate clockwise approximately 45 to
mechanically release the three landing gear up latches.
Yawing provides an aerodynamic side load on the main gear, which assists
the locking process. If practical, for the optimum speed/configuration for
free-fall extension, stabilize the aircraft at 150 KIAS with the flaps up.
This routes high-pressure air to the down side of the hydraulic cylinders,
forcing them to the locked position. Do not reset the knob If the blow-
down bottle is fully serviced (1,800 to 2050 psi), it will take
approximately 1,000 psi to blow the gear down. Since each brake
application take approximately 100 psi, enough pressure for at least 8
brake applications should remain.
NOTE
Pneumatic pressure should be used to assure positive
locking of all three gear actuators.
CAUTION
Prior to using emergency extension, the landing gear
handle must be down and/or the gear control circuit
breaker pulled. This prevents possible energizing of
the gear hydraulic system to the retract position.
Once the emergency gear extension system is used,
do not attempt to raise the gear.
If the gear handle remains up, power brakes and anti-
skid are inoperative.
If gear retracts:
4. Continue flight.
NOTE
The gear failing to retract after takeoff indicates pos-
sible failure of a squat switch in the ground mode,
which could result in thrust attenuators deploying
in flight.
WARNING
NOTE
One or both pumps may cavitate for a short time fol-
lowing maneuvering at near zero or less than zero G.
Cavitated pumps should be inspected for damage
prior to next flight.
NOTE
Landing gear, flaps, speedbrakes, and thrust attenua-
tors are inoperative. Plan to use Landing Gear Will Not
Extend, Flaps Inoperative Approach and Landing, and
Attenuator Unlocked Prior to Landing procedures.
WARNING
NOTE
During normal operation, the thrust attenuators may
creep out slightly from the stow position resulting in
a brief pressurization of the hydraulic system. No ac-
tion should be taken unless the MASTER CAUTION
light is illuminated.
If system depressurized:
7. Land as soon as practical. Reset the pulled circuit breaker prior to landing.
WARNING
CAUTION
Differential power braking is available. However,
since the antiskid is inoperative, excessive pressure
on the brake pedals may cause the wheel brakes to
lock, resulting in tire blowout.
NOTE
If the antiskid hydraulic pump fails after the accu-
mulator pressure exceeds 750 psi, the POWER
BRAKE LOW PRESS light may not illuminate until
normal brakes are used.
CAUTION
Differential power braking is available. However,
since the antiskid is inoperative, excessive pressure
on the brake pedals may cause wheel brakes to lock,
resulting in tire blowout.
Takeoff
1. Multiply scheduled takeoff field length 1.4.
Landing
1. Multiply the landing distance in AFM Figure 4-40 by 1.4.
CAUTION
Antiskid system does not function during emergency
braking. Excessive pressure on the emergency brake
handle can cause both wheel brakes to lock, result-
ing in blowout of both tires.
NOTE
Best performance can be obtained using a smooth,
steady, continuous pull on the handle to obtain the
desired deceleration rate. Multiple pulls and releases
of the handle will deplete the nitrogen charge.
If the brakes are depressed while the emergency air brakes are actuated,
high-pressure will bypass the shuttle valve and possibly rupture the brake
fluid reservoir.
Pulling the emergency brake handle applies equal pressure on both brakes.
The emergency air bottle holds enough air for approximately ten full
applications, but excessive modulation should be avoided. Best results are
CAUTION
Antiskid system does not function during emergency
braking. Excessive pressure on the emergency brake
handle can cause both wheel brakes to lock, result-
ing in blowout of both tires.
NOTE
Best performance can be obtained using a smooth,
steady, continuous pull of handle to obtain the desired
deceleration rate. Multiple pulls and releases of the
handle will deplete the nitrogen charge.
ATTENUATOR UNLOCKED
The LH and/or RH ATTENUATOR UNLOCK advisory light ATTEN
comes on. Illumination of the light(s) indicates the respective UNLOCK
thrust attenuator is not in the stowed (locked) position. This is
normal if the attenuator switch is in AUTO and throttles are at LH RH
idle on the ground.
In flight:
Prior to landing:
WARNING
13. Ignition.................................................................................................... ON
2. Use caution during approach. Thrust attenuator will deploy at low thrust
settings and blow back at higher thrust.
WARNING
Takeoff
1. Multiply scheduled takeoff field length by 1.05.
NOTE
Takeoff is prohibited with flaps at 0, but allowed with
flaps at 15 and corrected field lengths not greater than
4,500 feet.
Landing
1. Multiply the landing distance in AFM Figure 4-40 by 1.05.
SPEEDBRAKES EXTENDED
The SPD BRK EXTENDED advisory light comes on. Illumina- SPD BRK
tion of the light indicates the speedbrakes are in the fully EXTEND
extended position.
ABNORMAL LANDING
FLAPS INOPERATIVE APPROACH
AND LANDING (NOT IN LANDING POSITION)
1. Flap Control Circuit Breaker (LH Panel)....................................... CHECK
CAUTION
If a flap system failure causes the flaps to extend to
the ground flap (60) position in flight and the flaps
will not retract, execute a normal landing. Use cau-
tion not to reduce power early, as a high sink rate may
result. Do not exceed 140 KIAS with flaps 60.
ALTITUDE FEET
FLAPS
DEGREES SL-4,000 4,001-8,000 ABOVE 8,000
NOTE
Refer to the Landing Gear Will Not Extend procedure
if both hydraulic pumps have failed.
On the ground:
The FLAPS >35 light illuminates and activates the MASTER CAUTION if
the flaps are extended beyond 35 (exampleto ground flap) and both throt-
tles are advanced beyond approximately 85% N 2 . There is an eight-second
delay in flight to prevent nuisance illuminations during landing, such as
when GROUND FLAPS is selected before the squat switch is made.
NOTE
The FLAPS > 35 annunciator is disabled on the
ground with throttles below approximately 85% N 2 .
In flight:
2. After touchdown, lower the nose and deploy ground flaps as soon as
possible. Lowering the nose provides nosewheel steering to override trim.
Aileron
1. Use the rudder for directional control, limiting the bank angle to 15
maximum. Do not use aileron trim except for gross adjustments.
3. After touchdown, lower the nose and deploy ground flaps as soon as
possible.
Elevator
1. Use the manual elevator trim wheel for primary pitch control. Do not use
electric trim.
2. Make small pitch and power changes and setup the landing configuration
early.
If the flaps are in the LAND position when the engine fails, they should be
raised to the T.O. & APPR position for optimum maneuvering. If the
airplane is established on the glideslope when the engine fails, a 45% N1
power addition when the flaps are brought to T.O. & APPR should be
sufficient to maintain a stabilized rate of descent and approach speed.
At the pilots discretion, flaps may be left at T.O. & APR or lowered to
LAND. If T.O. & APR flaps are used, maintain VREF +10 KIAS or on
speed angle of attack. LAND flaps are used under most conditions since
little pitch change is encountered when they are selected and touchdown
speed can be reduced.
SINGLE-ENGINE GO-AROUND
1. Throttle (Operating Engine) ................................................. T.O. POWER
NOTE
The landing gear warning horn cannot be silenced if
the landing gear is retracted prior to the flaps reach-
ing the TAKEOFF AND APPROACH position.
MISCELLANEOUS
DOOR NOT LOCKED
The DOOR NOT LOCKED caution and MASTER CAUTION DOOR NOT
lights come on. Illumination of the lights indicates unlocked LOCKED
(key) nose or tailcone doors, failure or improper position of one
or more door switches, and/or possible disengagement of the
lower forward cabin door pin.
On the ground:
In flight:
NOTE
In flight, if the thrust attenuators are selected stowed,
the ATT STOW SELECTED advisory light is illu-
minated, and the flaps are extended beyond 15, the
MASTER CAUTION will illuminate.
CAUTION
One or more audio/tone warnings may be inoperative.
DITCHING
Ditching is not FAA approved and was not conducted during certification test-
ing of the aircraft. Should ditching be required, the following procedures are
recommended:
Preliminary
1. Air Source Select.................................................................................. OFF
4. Locator Beacon...................................................................................... ON
Approach
1. Landing Gear Handle ............................................................................. UP
NOTE
Plan approach to parallel any uniform swell pattern
and attempt to touch down along a wave crest or just
behind it. If the surface wind is very strong or the
water surface rough and irregular, ditch into the wind
on the back side of a wave.
Water Contact
1. Aircraft Pitch Attitude ............... SLIGHTLY HIGHER THAN NORMAL
LANDING ATTITUDE
2. Reduce airspeed and rate of descent to a minimum, but do not stall the
aircraft.
WARNING
FORCED LANDING
All the considerations for a successful forced landing are similar to those for
ditching. Attempt to establish radio contact, squawk the emergency code, and
brief the passengers. For one engine inoperative, the approach should be
made with the gear down, flaps in land position, speed V REF , and a 200 to 300-
foot-per-minute rate of descent. If possible, establish an abeam position with
gear extended and altitude sufficient to enable a safe landing to be made in
the event of power loss. Just before touchdown, place the throttles in off and
turn off the battery. Touchdown should be made in a normal landing attitude,
and emergency braking employed if necessary. For two engines inoperative,
refer also to the Maximum Glide-Emergency Landing procedure.
EMERGENCY PROCEDURES
CONTENTS
Page
ENGINE.............................................................................................. EP-1
Engine Failure or Fire or Master
Warning during Takeoff............................................................. EP-1
Engine Failure/Precautionary Shutdown ................................... EP-2
Engine Failure During Coupled Approach................................ EP-3
Engine Fire (LH or RH ENG FIRE
Warning Light/Switch Illuminated)........................................... EP-5
Emergency RestartOne Engine.............................................. EP-6
Emergency RestartTwo Engines............................................ EP-9
Maximum GlideEmergency Landing.................................. EP-10
Low Oil Pressure Warning (LH or RH OIL PRESS
WARN Light On, and Master Warning).................................. EP-11
Low Oil Pressure Indication (LH or RH OIL PRESS
WARN Light Off).................................................................... EP-12
ENVIRONMENTAL/PRESSURIZATION ...................................... EP-13
Electrical Fire or Smoke.......................................................... EP-13
Environmental System Smoke or Odor................................... EP-16
Smoke Removal ...................................................................... EP-17
Overpressurization .................................................................. EP-18
Cabin Decompression ............................................................. EP-19
Emergency Descent................................................................. EP-20
ELECTRICAL .................................................................................. EP-21
Battery Overheat (BAT OTEMP Warning
Light ON and Master Warning) .............................................. EP-21
Loss of Both Generators (LH and RH GEN OFF
Caution Lights and Master Warning and Master Caution) ..... EP-23
Dual Inverter Failure (SNs 0100 through 0359)...................... EP-25
Single Inverter Failure (SNs 0001 through 0099) ................... EP-26
Dual Inverter Failure (SNs 0001 through 0099)...................... EP-26
FLIGHT GUIDANCE ...................................................................... EP-27
EFIS Red Gun Failure (EADI or EHSI).................................. EP-27
ILLUSTRATIONS
Figure Title Page
EP-1 Air-Start Envelope ........................................................ EP-7
EP-2 Horizontal Distance from Runway in Feet.................. EP-28
EMERGENCY PROCEDURES
ENGINE
ENGINE FAILURE OR FIRE OR MASTER WARNING
DURING TAKEOFF
Speed Below V1
1. Brakes................................................................................ AS REQUIRED
2. Throttles.............................................................................................. IDLE
If Engine Fire
4. Accomplish ENGINE FIRE procedures.
If Engine Failure
4. Accomplish ENGINE FAILURE/PRECAUTIONARY SHUTDOWN
procedure.
NOTE
To obtain maximum braking performance from the
anti-skid system, the pilot must apply continuous
maximum effort (no modulation) to the brake pedals.
Speed Above V1
1. Maintain direction control.
2. Accelerate to VR.
4. Landing Gear.......................................................................................... UP
(AFTER POSITIVE RATE-OF-CLIMB)
5. At 400 feet AGL or minimum safe altitude, retract flaps at V2 +10 or
VENR, whichever is lower, and accelerate to VENR, if required.
If Engine Fire
6. Accomplish ENGINE FIRE procedure.
If Engine Failure
6. Accomplish EMERGENCY RESTARTONE ENGINE or ENGINE
FAILURE/ PRECAUTIONARY SHUTDOWN procedure.
Do not exceed 200 pounds asymmetric fuel load. If no fire hazard exists,
leave the firewall shutoff OPEN and turn the boost pump ON to prevent
damage to the engine-driven fuel pump. If engine windmills with the fire
wall shutoff CLOSED, or with no indicated oil pressure, after landing
refer to the engine maintenance manual.
NOTE
If no fire hazard or engine damage exists, leave the
firewall shutoff OPEN and turn the boost pump ON
to prevent damage to the engine fuel pump. If engine
windmills with the firewall shutoff CLOSED or with
no indication of oil pressure, after landing refer to en-
gine maintenance manual.
NOTE
The WING and ENG ANTI-ICE annunciators on the
affected engine side comes ON continuously after one
minute. Use the operating engine side WING ANTI-
ICE annunciator to monitor the system.
With the one engine shutdown by the throttle, the appropriate OIL PRESS
WARN, GEN OFF, FUEL BOOST ON (if the fuel boost pump switch is
ON), and HYD FLOW LOW lights will be on. If the engine is shutdown
by the firewall shutoff switch (Fire Switch), the appropriate F/W
SHUTOFF, OIL PRESS WARN, FUEL LOW PRESS, GEN OFF, and
HYD FLOW LOW lights are will be on. The low fuel pressure turns on the
fuel boost pump, but in this case, manually place it to OFF and then to
NORM for future crossfeed. Placing the throttle in the cutoff position
causes the FUEL LOW PRESS light to extinguish. In either case, the
MASTER WARNING light flashes, and should be extinguished to reduce
distraction.
Passing approximately 500 feet above ground level (AGL), check that
the cabin differential pressure is near zero. If it is above about one-half
psi, select a higher cabin altitude. Differential pressure should be at zero
for landing. Any pressure existing at touchdown is dumped by the
outflow valve (actuated by the left main landing gear squat switch) and
may cause discomfort.
If landing above 12,000 feet pressure altitude, turn the oxygen control
valve to CREW ONLY to preclude passenger mask deployment, and turn
pressurized bleed air OFF.
At the pilots discretion, flaps may be left at T.O. & APPR. or lowered to
LAND. If T.O. & APPR. flaps are used, maintain VREF +10 KIAS (or on
speed angle-of-attack). LAND flaps are used under most conditions since
little pitch change is encountered when selected and touchdown speed can
be reduced.
Check for the fire light to extinguish. A bleed-air leak at high power can
cause the fire light to illuminate. If the throttle is reduced below 130 KIAS
(copilots airspeed indicator) and the landing gear is up, the landing gear
warning sounds and is silenced by pressing the horn silence button.
If Light Remains On
2. Engine Fire Switch .......................................... LIFT COVER AND PUSH
The switchlight cuts off fuel to the engine, hydraulic fluid supply to the
engine-driven pump, trips the generator field, positions a valve to allow
both bottles to fire into the affected engine, and illuminates the bottle
armed lights.
NOTE
Affected engine side ENG ANTI-ICE annunciator will
be ON continuously. WING ANTI-ICE annunciator will
function normally when WING XFLOW is selected.
Generator cross start is disabled with weight off the left main landing gear
(squat switch), to preclude generator damage from excessive N2 rpm on
the operating engine.
NOTE
At low airspeeds, ITT may approach 1,000 C.
Intentional (training) starter-assisted airstarts are
conducted above 150 KIAS to ensure cooler start
temperature and prolong engine life.
If Start Occurs
9. Ignition (Affected Engine)............................................................... NORM
The engine ignition and boost pump switches must be selected ON since
automatic sequencing and selection of these functions does not occur
when the start button is not used.
Maintain airspeed above 240 KIAS and place the throttle to IDLE.
If Start Occurs
8. After Engine Stabilizes,
Fuel Boost Pump and Ignition (Affected Engine) ........................... NORM
1. Ignition....................................................................................... BOTH ON
3. Throttles.............................................................................................. IDLE
Place the throttles at IDLE for attempted immediate light-off.
4. If altitude allows........................... INCREASE AIRSPEED TO 240 KIAS
The possibility of immediate start is increased if the airspeed is above
240 KIAS.
If N2 Is Less Than 8%
7. Either Start Button............................................. PRESS MOMENTARILY
If Start Occurs
8. Opposite Engine Start Button............................ PRESS MOMENTARILY
NOTE
Maximum glide airspeed is 130 KIAS at 10,000
pounds, decreasing approximately 3 KIAS per 500
pounds in weight. However, the turbines may not
2. Flaps... .................................................................................................... UP
4. Landing Gear.......................................................................................... UP
CAUTION
Landing gear, flaps, and speedbrakes operate slowly
above 150 KIAS and may not operate below 150
KIAS. Do not attempt to extend speedbrakes below
150 KIAS. Plan on the possibility of a flaps inoper-
ative landing and use the emergency landing gear
extension procedures.
Above 45 psi
2. Throttle (Affected Engine) ................................................ AS REQUIRED
NOTE
During idle periods after high thrust operation, oil
pressure may drop below 35 psi. Operation below 35
psi at idle is allowed for five minutes.
ENVIRONMENTAL/PRESSURIZATION
ELECTRICAL FIRE OR SMOKE
1. Oxygen Masks............................................... DON AND 100% OXYGEN
Ensure that the selector is on 100% oxygen when the mask is used. Ensure
that the oxygen mic switch is in the MIC OXY MASK position.
Known Source
5. Faulty Circuit(s) ....................................... PULL CIRCUIT BREAKER(S)
TO ISOLATE
Pull circuit breaker(s) to remove power from faulty equipment.
Unknown Source
5. Flood Lights....................................................................... FULL BRIGHT
With the battery switch in the emergency position and the generators off,
power is supplied for at least 30 minutes to:
COMM 1
NAV 1
Marker beacon
Voltmeter
LH pitot-static heater
Standby gyro
Pilots OBS
unless replaced by pilots standby HSI for course and heading
Pilots RMI
unless replaced by pilots standby HSI for course and heading
DG2
Engine N 1 indicator
CAUTION
The following items are not available. Items marked
with an asterisk (*) are restored when the left gen-
erator is turned on at step 21.
With electrical power lost, the windshield bleed air shutoff valve is failed
open. The bleed air manual valves are closed to prevent an excessive
volume of high-temperature air from reaching the windshield.
NOTE
Antiskid systems will be inoperative. Power brakes
will be available until the accumulator discharges.
Multiply the landing distance by 1.4. Be prepared to
use the emergency brake system.
Place the oxygen mask microphone switch in the MIC OXY MASK
position to use the microphone in the oxygen mask, if required.
Turn the air-conditioning system and defog fan off to prevent further
circulation of smoke through the airplane. This also helps identify either
fan as the source.
NOTE
The air source selector must remain in each position
long enough to allow adequate system purging to de-
termine the source of smoke. If smoke does not begin
to clear in one minute, switch to another source.
If Smoke Continues
7. Air Source Selector Knob.................................. RH (ALLOW TIME FOR
SMOKE TO DISSIPATE)
SMOKE REMOVAL
NOTE
No action is normally required; However, if smoke
is intense, proceed with the following procedure.
NOTE
If the smoke source is the environmental systems, do
no use the source producing the smoke. Some air in-
flow is required to clear heavy smoke.
OVERPRESSURIZATION
1. Press System Select Switch........................................................ MANUAL
If Still Overpressurized
2. Air Source Select Knob ........................................................... LH OR RH;
CONTROL CABIN PRESSURE
WITH THROTTLE
9. Descend
If Still Overpressurized
10. Emergency Dump Switch ................................................................ DUMP
CABIN DECOMPRESSION
This situation is indicated by the CAB ALT 10,000 FT CAB ALT
warning and the MASTER WARNING lights coming on. 10,000 FT
Visually check mask drop when cabin pressure reaches 13,500 600 feet.
If the masks are not down, drop them by placing the OXYGEN
CONTROL VALVE, on the left console, to MANUAL DROP.
EMERGENCY DESCENT
1. Ignition....................................................................................... BOTH ON
2. Throttles.............................................................................................. IDLE
ELECTRICAL
BATTERY OVERHEAT (BATT OTEMP WARNING BATT
LIGHT ON AND MASTER WARNING) 0 TEMP
1. Amp/Volt........................................................................................... NOTE
Note the current position of the amp and volt meter needles.
NOTE
If current decreases and battery voltage is one volt
less than generator voltage in 30 seconds to 2 min-
utes, monitor the battery overtemp annunciator for
possible change. In 30 seconds to 2 minutes after
disconnect, battery voltage reads at least one volt less
than the generators.
If Amp/Volt Decrease
4. Battery Switch ........................... OFF (VOLTMETER IS INOPERATIVE)
Proceed to the applicable step 7 of this procedure. (Operative in LH or RH
GEN position).
If battery voltage is one volt less than the generator in 30 seconds to two
minutes, monitor the battery overtemp annunciator for possible change.
CAUTION
Prolonged operation with the battery disconnect
switch in BATT DISC and the battery switch off or
both generators off depletes the battery through the
battery disconnect relay until the relay closes.
With the battery switch in the the emergency position and the generators
off, power is supplied for at least 30 minutes for:
COMM 1
NAV 1 and marker beacon
Overhead floodlights
Pilots and copilots audio panels
Voltmeter
LH pitot-static heater
Standby gyro
Pilots OBS
Unless replaced by pilots standby HSI for course and heading.
Pilots RMI
Unless replaced by pilots standby HSI for course and heading.
DG2
Pilots altimeter vibrator
Engine N 1 indicator
CAUTION
The following items are not available but are restored
when the battery switch is turned on at step 7.
The flight guidance system, including EFIS displays and the au-
topilot are not available.
Landing gear normal operation is not available and the landing gear
warning lights will not illuminate.
The flaps are not operable.
The antiskid/power brake system is inoperative.
The engine, wing, and windshield anti-ice valves will be open. Refer
to the anti-ice on thrust charts.
The rat gage is inoperative. Use caution when applying power (ex-
cept for go-around where ground temperature can be used).
All engine instruments except N1 are inoperative.
Automatic pressurization control, cabin dump, and source selec-
tion are inoperative. Cabin altitude must be manually controlled
using the manual toggle switch.
The fuel quantity gages are inoperative.
Be aware of the fuel duration.
All warnings, cautions, and annunciators are inoperative.
All external and internal lights, except the overhead flood and
emergency lights, are inoperative.
5. Windshield Bleed-Air Manual Valves ....................... OFF OR MINIMUM
(for clear vision through the windshield)
With electrical power lost, the windshield bleed air shutoff valve will fail
open. The bleed air manual valves are closed or adjusted to a lower flow
setting to prevent an excessive volume of high-temperature air from
reaching the windshield
NOTE
If inverter 1 is failed, the pilot's EADI, EHSI, RMI
No. 1 bearing pointer, NAV 2 DISPLAY and radar sta-
bilization is not available. NAV 1 course and glides-
lope will be available on the pilots OBS or optional
pilots standby by HSI (replaces OBS and RMI).
If inverter 2 is failed, the copilots ADI is not available.
4. Land as soon as practical.
NOTE
If inverter 2 recovers, do not reset the INV No. 1 cir-
cuit breaker.
NOTE
If inverter 1 recovers, do not reset INV No. 2 circuit
breaker.
If Inverter 1 or 2 Recovers
(INVTR FAIL 1 or 2 Annunciator Extinguished)
If either inverter recovers, the associated inverter FAIL 1 or 2
annunciator(s) extinguish.
8. INV 1/INV 2 Switch ......................... SELECT OPERATING INVERTER
9. Land as soon as practical.
NOTE
The Honeywell flight guidance system is inoperative.
NOTE
If the inverter does not come back on line after the
circuit breaker is reset, the Honeywell flight guidance
system is inoperative. Complete the flight by using
the standby gyro horizon and the pilots RMI and air
data instruments. NAV 1 course and glideslope in-
formation is presented on the pilots OBS indicator.
Heading information is presented on the pilots RMI
and copilots HSI or optional pilots standby HSI
(replace OBS and RMI).
FLIGHT GUIDANCE
EFIS RED GUN FAILURE (EADI OR EHSI)
Failure of a red gun in an electronic display indicator results in the follow-
ing presentations:
EADIThe sky turns from dark blue to dull dark blue. The ground
turns from brown to green.
EHSIThe compass rose turns from white to blue.
1. Use the display with caution and monitor other indicators to verify
information validity.
WARNING
Depending on the cause of the failure, the air data sensor/computer may be
inoperative and the pressurization controller may trip to the barometric
(isobaric) mode. Set the cabin altitude (CA) to the destination pressure
altitude +200 feet.
AUTOPILOT MALFUNCTION
NOTE
The autopilot monitors normally detect failures and
automatically disengage the autopilot.
Press the switch on either yoke. The flight director modes remain selected.
NOTE
The maximum altitude loss during autopilot malfunction:
Climb0 feet
Airspeed110 KIAS
Flaps35
Landing geardown
Initiate corrective action one second after fault recognition. Pilots hands on
the control wheel and power levers during approach Refer to Figure EP-2.
EVACUATION
EMERGENCY EVACUATION
1. Throttles.................................................................................... BOTH OFF
NOTE
The battery switch must be in BATT position in order
for firewall shutoff valves and fire extinguisher bot-
tles to operate normally.
MISCELLANEOUS OPERATING
MANUAL PROCEDURES
DITCHING
Good crew coordination is essential to the success of any ditching. Radio con-
tact should be attempted giving the airplane identification, position, heading,
and altitude. Set the transponder on 7700 and the locator beacon (if installed)
on EMER. Brief the passengers and instruct them to don life jackets, keep-
ing the life jackets uninflated until outside the aircraft. Plan an approach to
parallel any uniform swell pattern and attempt to touchdown along a wave
crest or just behind it. If the surface wind is strong or the water rough and ir-
regular, ditch into the wind on the back side of a wave.
Leave the landing gear up with flaps in the LAND position. Pull the LDG GEAR
WARNING circuit breaker to silence the gear warning horn. Maintain speed
at V REF with the rate of descent at 200300 fpm. Ditch while power is avail-
able if possible, so the most desirable approach is made. Touchdown slightly
nose high and cut the throttles off just before water contact. Passengers and
crew exit through the emergency escape hatch, inflating life jackets when clear.
Ditching is not FAA approved and was not conducted during certification test-
ing of the aircraft. Should ditching be required, the following procedures are
recommended:
Preliminary
1. AIR SOURCE SELECT Knob............................................................. OFF
2. Radio........................................................................................... MAYDAY
4. Locator Beacon...................................................................................... ON
Approach
1. Landing Gear .......................................................................................... UP
2. Flaps.................................................................................................. LAND
NOTE
Plan approach to parallel any uniform swell pattern
and attempt to touch down along a wave crest or just
behind it. If the surface wind is very strong or the
water surface rough and irregular, ditch into the wind
on the back side of a wave.
Water Contact
1. Aircraft Pitch Attitude ............... SLIGHTLY HIGHER THAN NORMAL
LANDING ATTITUDE
2. Reduce airspeed and rate of descent to a minimum, but do not stall the
aircraft.
WARNING
SPINS
Intentional spins are prohibited and were not conducted during flight tests of
the airplane. Should a spin occur, the following recovery procedures are
recommended:
3. Approximately 1/2 turn of spin after applying rudder, push yoke forward.
FORCED LANDING
The considerations for a successful forced landing are simular to those for
ditching. Attempt to establish radio contact, squawk the emergency code and
brief the passengers. For one engine inoperative, make the approach with gear
down, flaps in the LAND position, speed at V REF , and 200300 fpm descent
rate. If possible, establish an abeam position with the landing gear extended
and altitude sufficient to enable a safe landing in the event of a power loss.
Just before touchdown, place the throttle at cutoff and turn off the battery.
Touchdown in a normal landing attitude with emergency braking used if nec-
essary. For two engines inoperative, refer to the Emergency Landing infor-
mation under Maximum Glide in this section.
1. Radio........................................................................................... MAYDAY
7. Speed.....................................................................................................VREF
Use a rate of descent to effect the touchdown in the landing selected area.
ILLUSTRATIONS
Figure Title Page
LIM-1 Maximum Maneuvering Speeds.................................. LIM-3
LIM-2 Takeoff/Landing/Enroute
Temperature Limitations ............................................ LIM-5
LIM-3 Overtemperature Limits
(Except Starting)........................................................ LIM-11
LIM-4 Overtemperature Limits (Starting) ............................ LIM-12
LIM-5 N2 Engine Overspeed Limits .................................... LIM-13
LIM-6 N1 Engine Overspeed Limits .................................... LIM-14
TABLES
Table Title Page
LIM-1 Airspeed Limitations .................................................. LIM-2
LIM-2 Engine Operating Limits .......................................... LIM-10
LIM-3 Fuel Limitations ........................................................ LIM-16
LIM-4 Kinds of Operations
Equipment List .......................................................... LIM-21
CERTIFICATION STATUS
This airplane is certified in accordance with 14 CFR Normal Category and
14 CFR 36 (noise). Takeoff and Landing performance special condition re-
quirements are equivalent to 14 CFR 25.
Specifications
Length ..................................................................................... 42.58 feet (13.0M)
Height ....................................................................................... 13.80 feet (4.3M)
Wing Span .............................................................................. 46.38 feet (14.3M)
Horizontal ................................................................................ 18.75 feet (5.8M)
Stance........................................................................................ 12.96 feet (4.0M)
Wheelbase ................................................................................ 15.40 feet (4.7M)
Curb to Curb Turning Distance............................................. 22.63 feet (6.9M)
Wall to Wall Turning Distance ......................................... 59.34 feet (18.09M)
WEIGHT
Maximum Design Ramp Weight................................ 10,500 Pounds, 4763 kg
Maximum Design Takeoff Weight ........................... 10,400 Pounds, 4717 kg
Maximum Design Landing Weight ............................ 9,700 Pounds, 4400 kg
Maximum Design Zero Fuel Weight .......................... 8,400 Pounds, 3810 kg
Takeoff weight is limited by the most restrictive of the following requirements:
CONDITION SPEED
M MO (above 30,500 ft)...................................................................... 0.710 MACH
V MO (S.L. to 30,500 ft) ............................................................................ 263 KIAS
V A .........................................................................................Refer to Figure LIM-1
Turbulent Air Penetration .......................................................................180 KIAS
V FE TAKEOFF and APPROACH FLAP 15 ..........................................200 KIAS
V FE FLAP LAND 35 ................................................................................161 KIAS
V FE GROUND FLAP 60 ........................................................Prohibited In Flight
MAX SPEED WITH FLAPS FAILED TO GROUND 60 ......................140 KIAS
V LO ..............................................................................................................186 KIAS
V LE ..............................................................................................................186 KIAS
V SB maximum speedbrake operating speed .......................................NO LIMIT
V X 2 ENG FLAP 15 (Not a limit) ...........................................................113 KIAS
V Y 2 ENG FLAP 15 (Not a limit) ...........................................................167 KIAS
V MCA (Not a limit) ........................................................................................92 KIAS
V MCG (Not a limit) ........................................................................................95 KIAS
Maximum Tire Ground Speed ................................................................165 KIAS
Minimum Speed for sustained flight in Icing (except approach
and landing) ..............................................................................................160 KIAS
Maximum Autopilot Operating Speed .........................263 KIAS or .710 MACH
M
A
IN CH
DI =
CA 0.7
TE 10
S
40,000 D
S
ND
ND
S
ND
DS
OU
OU
OU
UN
S
0P
0P
ND
P
PO
7,00
00
OU
8,00
9,0
00
0P
10,0
40
10,
35,000
30,000
PRESSURE ALTITUDE - FEET
25,000
20,000
15,000
10,000
5,000
0
140 150 160 170 180 190 200 210 220 230
NOTE
For minimum control speeds (V MCA and V MCG) refer
to the respective definition in Section IV, Performance
General.
AIRSPEED
The maximum operating limit speeds may not be deliberately exceeded in any
regime of flight (climb, cruise, or descent) unless a higher speed is authorized
for flight test or pilot training.
Full application of rudder and aileron controls as well as maneuvers that in-
volve angle-of-attack near the stall should be confined to speeds below max-
imum maneuvering speed. Refer to LOAD FACTOR limitations for pitch
maneuvering limitations.
CENTER-OF-GRAVITY
Forward Limit:
At 7,700 pounds or less ................................................ 16.50% MAC (240.14)
At 8,800 pounds ............................................................ 19.81% MAC (242.40)
(Straight-line variation)
At 10,400 pounds ............................................................ 22.14% MAC (243.9)
(Straight-line variation)
Aft limit .......................................................................... 29.00% MAC (248.78)
WARNING
NOTE:
AMBIENT AIR TEMPERATURE LIMIT IS INDICATED RAM AIR TEMPERATURE (RAM)
ADJUSTED FOR RAM RISE (REFER TO AFM FIGURE 4-3).
Takeoff with thrust attenuators stowed is prohibited for flaps 0, but allowed
for flaps 15 corrected takeoff field lengths not greater than 4,500 feet.
The autopilot and yaw damper must be OFF for takeoff and landing.
Engine synchronizer must be OFF for takeoff and landing.
Goodyear tire part number 184F68-1 and Michelin tire part number 030-611-0
are the only nose tires approved. The nose tire must be inflated to 120 PSI +5
or 5 PSI.
NOTE
The cabin must be heated to a temperature of 0C
(32F) prior to operation above FL240. This tem-
perature ensures proper deployment and operation of
the passenger oxygen masks. A handheld thermometer
is acceptable to determine cabin temperature.
OPERATIONS AUTHORIZED
This airplane is approved for day and night, VFR, IFR flight and flight into
known icing when the required equipment is installed as defined within the
KINDS OF OPERATIONS EQUIPMENT LIST (Table LIM-4).
MINIMUM CREW
Except where otherwise prescribed by applicable operating limitations,
1. Pilot, provided:
a. The pilot holds a CE525(S), single pilot, type rating.
Or
LOAD FACTOR
In Flight:
PASSENGER SEATING
For all takeoffs and landings, adjustable seats must be fully upright and outboard.
Maximum passenger seating, not including two crew seats, is five. (Six with
optional belted toilet installed.)
ELECTRICAL
GENERAL
Minimum Ambient Temperature for Battery Start
(If aircraft is cold soaked) ................................................................... 30C
NOTE
If the aircraft is cold soaked for more than two hours
below 30C, it must be preheated prior to engine start.
If the battery is warm (removed and stored above
18C) and the engine is preheated, battery starts
may be conducted at ambient temperature below
30C.
NOTE
Normal starter current draw is approximately 1,000 am-
peres peak. External power units with variable max-
imum current shutoff should be set to 1,100 amperes.
Use of an EPU with voltage in excess of 29 VDC or
current in excess of 1,100 amps may damage the starter.
NOTE
This limitation is independent of starter power source:
i.e. battery, generator-assisted cross start, or external
power unit.
NOTE
(1)
If battery limitation is exceeded, ground main-
tenance procedures are required. Refer to Chapter
24 of the Maintenance Manual for procedure.
(2) Three generator assisted cross starts are equal
to one battery start.
(3) If an external power unit is used for start, no bat-
tery cycle is counted.
The battery temperature warning system must be operational for all ground and
flight operations. The battery warning system must be operational as verified
by a satisfactory preflight test as contained in Section III, Electrical System.
If the BATT OTEMP light illuminates during ground operation, do not take
off until after the proper maintenance procedures have been accomplished.
ENGINE
GENERAL
The limitations outlined in the AFM must be complied with regardless of the
type of operation. The following are extracts from the AFM.
APPROVED OILS
APPROVED BRAND SPECIFICATION
Mobile Jet II MIL-L-23699
Mobile 254 MIL-L-23699
EXXON 2380/BP 2380 MIL-L-23699
(Emergency only)
Exxon 2380/BP 2380 oil may be used pure or mixed with approved oil only
for a maximum of 25 hours run time between major periodic inspections. Record
in the engine log book the total amount of run time with Exxon 2380/BP 2380
oil. Following any usage of Exxon 2380/BP 2380 oil, the oil tank must be
drained, flushed with approved oil, and serviced with pure approved oil.
(Definition of oil flush is removal of chip collector screens and pouring one
quart of approved oil through the oil fill port).
NOTE
During in-flight windmilling, the engine will vent oil
overboard. Typical consumption is approximately
0.20 gallons per hour.
NOTE
If it appears that the oil is over-full or there is more
oil registered than has been added, smell the oil to
detect the possible presence of fuel. If you smell fuel
in the oil reject the engine.
LIMITATION NOTES
1. ENGINE LIMIT: Time is 5 minutes, provided engine limits above are not
exceeded, and begins when the throttle lever is advanced for takeoff
thrust. THRUST LIMIT: Takeoff thrust (5 minutes limit), for the engine
life to TBO, is defined in Figure 4-8, AFM. Performance data, including
V MCA and V MCG in Section IV of the AFM is based on use of the takeoff
thrust setting, (Figure 4-8, AFM).
2. Continuous operation is acceptable provided the engine limits above are
not exceeded. Recommended maximum continuous climb thrust is de-
fined in Figures 4-9 and 4-10 of the AFM. Recommended maximum con-
tinuous cruise thrust is defined in Figure 4-11 and 4-11A of the AFM. For
extended component life, to achieve TBO (CZI), the recommended lim-
its should be observed. Performance data in Section IV of the AFM is based
on use of the recommended thrust setting.
3. Minimum oil pressure is 45 psig when operating above 80% N 2 ; 35 psig
when operating below 80% N 2 .
4. During idle periods after high thrust operation for up to 5 minutes maximum.
5. During periods of high thrust operation for up to 5 minutes maximum.
6. Maximum allowable cold day start oil pressure is 100 psig for 5 minutes
with oil pressure returning to normal range.
7. The engine should not be operated above 85% N 2 until oil temperature
is above 10C.
840
830
INTERTURBINE TEMPERATURE (C)
820
810
800
796
0 1 2 3 4 5 6 7 8 9 10
TIME (MINUTES)
1. NO ACTION REQUIRED
1050
1000
950
INTERTURBINE TEMPERATURE (C)
900
850
800
750
700
650
600
550
0 5 10 15 20 25 30 35 40
TIME (SECONDS)
1. NO ACTION REQUIRED
112
110
108
106
104
N2 SPEED (%)
103
102
100
99.3
98
96
94
92
0:20 1:00 2:00 3:00 4:00
TIME (MINUTES)
NO ACTION REQUIRED
110
108
N1 SPEED (%)
105.3
104.4
104
102
0:20 1:00 2:00 3:00 4:00
TIME (MINUTES)
NO ACTION REQUIRED
NOTE
Thrust attenuator switch must be in AUTO for tail-
wind within 30 degrees of the tail.
NOTE
Time to light-off is defined as the time after the throt-
tle lever is moved from cutoff to idle position until
light-off is indicated.
Prior to engine start, the Engine Fan Duct and Fan Inspection procedures in AFM
Section III, Normal Procedures, must be satisfactorily completed.
NOTE
Refer to the EXTERIOR INSPECTION in the NOR-
MAL PROCEDURES Section of the AFM for engine
duct and fan inspection.
NOTE
Time to light-off is defined as the time after the throt-
tle lever is moved from cutoff to idle position until
light-off is indicated.
IGNITION may be returned to NORM after the engines have stabilized at the
reduced power setting.
FUEL
Approved anti-icing additive must be added to all approved fuels not presently
containing the additive.
NOTE
If crossfeed or transfer is required, turn boost pump
OFF on side that is receiving fuel.
The following fuels are approved for use (Refer to Table LIM-3).
NOTE
No AV gas usage is permitted
CAUTION
Fuel not having anti-icing additive pre-blended at the
refinery must have anti-icing fluid added. The mini-
mum anti-ice additive concentration shall be 0.10
percent by volume and maximum concentration shall
be 0.15 percent by volume per MIL-I-85470
(DIEGME) and MIL-I-27686(EGME). Fuel, when
added to the tank, should have a minimum concen-
tration of 0.10 percent by volume.
NOTE
Dupont Stadis 450 anti-ice additive or equivalent is
permitted to bring fuel up to 300 conductive units,
but not to exceed 1 ppm (parts per million).
SOHIO Biobor JF biocide additive is approved at a
concentration not to exceed 20 ppm (270 ppm total
additive) of elemental boron.
Approved anti-icing additive must be added to all ap-
proved fuels not presently containing the additive.
UNUSABLE FUEL
Fuel remaining in the fuel tanks when the fuel quantity indicator reads zero
is not usable in flight.
ANTI-ICE
GENERAL
Limit ground operation of pitot/static heat to two minutes to preclude damage
to the pitot static tubes and angle-of-attack probe.
Prolonged ground operation at high engine RPM with engine, wing, and/or
windshield anti-ice on is prohibited. Do not operate with the wing anti-ice
on more than one minute after the LH or RH WING ANTIICE annunciators
have extinguished.
ICING
NOTE
In flight: Icing conditions exist when the indicated
RAT in flight is +10C or below, and visible mois-
ture in any form is present.
1. Minimum engine N 2
speed for effective anti-icing .......................................................... 70% N 2
2. Minimum temperature for
operation of tail deicing
boots (Indicated RAT) ........................................................................ 35C
3. Engine anti-ice shall be ENG On, (or ENG/WING) for operations with
indicated RAT of +10C or below when flight free of visible moisture can-
not be assured.
4. After an icing encounter with inoperative tail deice boots, maximum flap
deflection is 15 . Refer to the Flaps Inoperative Approach and Landing
Abnormal Procedure for landing with flaps 15.
WARNING
All wing icing inspection lights must be operative prior to flight into known
or forecast icing conditions at night.
NOTE
This supersedes relief provided by the Master
Minimum Equipment List.
Severe icing conditions that exceed those for which the airplane is certificated
shall be determined by the following visual cues:
1. Unusually extensive ice accumulation on the airframe and windshield
in areas not normally observed to collect ice.
2. Accumulation of ice on the upper surface of the wing aft of the
protected area.
Since the autopilot, when installed and operating, may mask tactile cues that
indicate adverse changes in handling characteristics, use of the autopilot is
prohibited when:
1. Unusual lateral trim is required while the airplane is in icing
conditions.
2. Autopilot trim warnings are encountered while the airplane is in icing
conditions.
HYDRAULIC
GENERAL
Hydraulic Fluid
Use RED MIL-H-83282 Type fluids only.
Thrust Attenuators
Thrust attenuators switch must be in AUTO for tailwind within 30 degrees
of the tail.
ENVIRONMENTAL
CABIN PRESSURIZATION LIMITATIONS
Normal Cabin Pressurization Limitations............ 0.0 to 8.6 PSI Differential
OXYGEN MASK
1. The crew oxygen mask(s) must be used in accordance with applicable
operating rules when flying above FL 350.
NOTE
Headsets, eyeglasses, or hats worn by the crew may
interfere with the quick-donning capabilities of the
oxygen masks.
2. For single pilot operations, a crew oxygen mask must be available for a
passenger occupying the right crew seat. The mask must be checked dur-
ing preflight and passenger briefed on its use.
NOTE
The same side cockpit speaker is muted when PASS
SPKR is selected with the audio control panel rotary
switch. All incoming transmissions and auxiliary warn-
ings (GPWS and TCAS, if installed) will be received
NOTE
The Honeywell pilots manual is published by
Honeywell and, while written specifically for the
CitationJet, is written generically. Some SPZ 5000
capabilities in the Honeywell pilots manual are not
available in the CitationJet installation.
2. One pilot must remain in his/her seat with the seat belt fastened during
all autopilot operations.
4. EFIS ground operation with the IC FAN message or the DISPLAY FAN
FAIL caution light illuminated is limited to 10 minutes or until the IC
HOT message illuminates, whichever occurs first.
7. The pilots EADI and EHSI must be installed and operational in the nor-
mal (non-composite) mode for takeoff.
The following equipment list identifies the systems and equipment upon
which type certification for each kind of operation was predicated. The sys-
tems and items of equipment listed must be installed and operable unless:
NOTE
The following systems and equipment list does not
include all equipment required by the Parts 91 and
135 Operating Requirements. It also does not in-
clude components obviously required for the airplane
to be airworthy such as wings, primary flight controls,
empennage, engine, etc.
V I
F F
V R I R
F F
R N R N I
I I C
D G D G I
A H A H N
SYSTEM and/or COMPONENT Y T Y T G COMMENTS
AVIONICS
1) VHF Transceiver * * 1* 1* 1* *or as required by operating regulation
2) Static Wicks 15 15 15 15 15
3) Transponder * * 1* 1* 1* *or as required by operating regulation
KIND OF OPERATION
V I
F F
V R I R
F F
R N R N I
I I C
D G D G I
A H A H N
SYSTEM and/or COMPONENT Y T Y T G COMMENTS
AVIONICS (Cont.)
4) EFIS Display Cooling Fan 1 1 1 1 1
5) VHF NAV Receiver * * 1* 1* 1* *or as required by operating regulation
6) Cockpit Voice Recorder * * * * * *required for operations requiring two
pilots with six passenger seats installed
ELECTRICAL
1) Battery 1 1 1 1 1
2) Battery Overheat Annunciator 1 1 1 1 1
3) DC Generator 2 2 2 2 2
4) DC Generator Annunciator 2 2 2 2 2
5) DC Loadmeter 2 2 2 2 2
6) DC Voltmeter and Select Switch 1 1 1 1 1
7) AC Inverter 1 1 1 1 1
8) Inverter Annunciator 2 2 2 2 2
ENVIRONMENTAL/
PRESSURIZATION
1) Bleed Air Shutoff Valve 2 2 2 2 2
2) Cabin Bleed Air Flow Control 1 1 1 1 1
Valve
3) Outflow Valve/Safety Valve 2 2 2 2 2
4) Primary Door Seal 1 1 1 1 1
5) Secondary Door Seal 1* 1* 1* 1* 1* *required above FL310
6) Pressurization Controller 1 1 1 1 1
7) Emergency Press Dump Valve 1 1 1 1 1
8) Fresh Air Fan 1 1 1 1 1
9) Defog Fan 1 1 1 1 1
10) Differential Press/Cabin Altitude 1 1 1 1 1
Gage
11) Cabin Temperature Control 1 1 1 1 1
System (except air conditioner)
12) Duct Over Temperature 1 1 1 1 1
Annunciator
13) Cabin Altitude Warning System 1 1 1 1 1 required above FL240
EQUIPMENT AND FURNISHINGS
1) Exit Sign (lighted) 2 2 2 2 2
2) Seat Belt * * * * * *one per occupied seat
3) Shoulder Harness * * * * * *crew seats and all occupied
passenger seats
FIRE PROTECTION
1) Engine Fire Detection System 2 2 2 2 2
2) Engine Fire Extinguisher System 2 2 2 2 2
3) Portable Fire Extinguisher 1 1 1 1 1
KIND OF OPERATION
V I
F F
V R I R
F F
R N R N I
I I C
D G D G I
A H A H N
SYSTEM and/or COMPONENT Y T Y T G COMMENTS
FLIGHT CONTROLS
1) Flap Position Indicator 1 1 1 1 1
2) Flap System (including 1 1 1 1 1
annunciators)
3) Trim Tab Position Indicator 3 3 3 3 3
(rudder, aileron, and elevator)
4) Trim Systems (rudder, aileron, 3 3 3 3 3
and elevator)
5) Stick Shaker System 1 1 1 1 1
6) Speed Brake System (both 1 1 1 1 1
sides)
FLIGHT/NAVIGATION
INSTRUMENTS
1) Airspeed Indicator 2 2 2 2 2
2) Sensitive Altimeter 2 2 2 2 2
3) EADI (including VG-14A gyro) 1 1 1 1 1
4) EHSI (including C-14D gyro) 1 1 1 1 1
5) Vertical Speed Indicator 0 0 2 2 2
6) Pilot's RMI 0 0 1 1 1
7) Pilot's NAV 1 OBS 0 0 1 1 1
8) Standby Attitude Indicator 1 1 1 1 1
9) Copilot's Attitude Indicator 1 1 1 1 1
10) Copilot's HSI/ Directional gyro 1 1 1 1 1
11) Clock 0 0 1 1 1
12) Magnetic Compass 1 1 1 1 1
13) Pilot's Standby HSI 0 0 1 1 1 (AY CONFIG)
KIND OF OPERATION
V I
F F
V R I R
F F
R N R N I
I I C
D G D G I
A H A H N
SYSTEM and/or COMPONENT Y T Y T G COMMENTS
FUEL/ENGINE
1) Fuel Boost Pumps (including 2 2 2 2 2
annunciators)
2) Fuel Flow Indicator System 2 2 2 2 2
3) Fuel Quantity System 2 2 2 2 2
4) Fuel Crossfeed/Transfer System 1 1 1 1 1
(including annunciator)
5) Firewall Shutoff System 2 2 2 2 2
6) Fuel Low Level Annunciators 2 2 2 2 2
7) Fuel Low Pressure 2 2 2 2 2
Annunciators
8) Engine Driven Fuel Pump 2 2 2 2 2
9) Dual Ignitor System, Each En- 2 2 2 2 2
gine (including indicator lights)
10) Engine Indicators, N1, ITT, 2 2 2 2 2 N1 required for emergency bus
N2, Oil Pressure, and Oil operations
Temperature
11) Engine Oil Pressure 2 2 2 2 2
Annunciators
12) Hydraulic Pressure On 1 1 1 1 1
Annunciator
13) Hydraulic Flow Low 2 2 2 2 2
Annunciators
14) Thrust Attenuators 2* 2* 2* 2* 2* * For thrust attenuators stowed, multi-
ply flaps 15 takeoff field length and
landing distance by 1.05. Takeoff
prohibited for flaps 0, but allowed
for flaps 15 if the corrected field
length is not greater than 4,500 feet.
KIND OF OPERATION
V I
F F
V R I R
F F
R N R N I
I I C
D G D G I
A H A H N
SYSTEM and/or COMPONENT Y T Y T G COMMENTS
LANDING GEAR/BRAKES
1) Landing Gear Position 3 3 3 3 3
Indicator
2) Unsafe Indicator 1 1 1 1 1
3) Landing Gear Aural Warning 1 1 1 1 1
System
4) Emergency Extension System 1 1 1 1 1
5) Power Brake System 1 1 1 1 1
6) Antiskid System 1* 1* 1* 1* 1* *For inoperative antiskid, multi-
(including annunciator) ply takeoff field length and
7) Emergency Brake System 1 1 1 1 1 landing distance by 1.4
LIGHTING
1) Cockpit and Instrument Light 0 1 0 1 0
System
2) Landing Lights 0 2 0 2 0
3) Navigation Light 0 3 0 3 0
4) Anti-collision Light (Wing Tip 0 2 0 2 0
Strobe)
5) Wing Inspection Light 0 0 0 1* 1* *required for night ice detection
6) Passenger Safety System 1 1 1 1 1
OXYGEN
1) Oxygen System Including 1 1 1 1 1 required if unpressurized or if
Pressure Gage flight is above FL240
2) Passenger Masks * * * * * *one for each occupied seat
3) Crew Oxygen Mask 2* 2* 2* 2* 2* *one for each occupied crew seat
WARNING/CAUTION
1) Annunciator Panel 1 1 1 1 1
2) Master Caution 1 1 1 1 1 pilot's is required
3) Master Warning 1 1 1 1 1 pilot's is required
4) Audio Warnings (red * * * * * *all audio warning are required
annunciators, engine fire, dual (Verbal Warning System)
generator fail, autopilot,
minimums, altitude, and
landing gear)
or
4) Tone Warnings (autopilot, * * * * *
minimums, altitude, and *all audio warning are required
landing gear) (Tone Warning System)
5) Overspeed Warning System 1 1 1 1 1
6) Miscellaneous Annunciators, * * * * *
(DME, display fan, nose avionics *all are required
fan, thrust attenuator stow)
KIND OF OPERATION
V I
F F
V R I R
F F
R N R N I
I I C
D G D G I
A H A H N
SYSTEM and/or COMPONENT Y T Y T G COMMENTS
MISCELLANEOUS EQUIPMENT
1) FAA Approved Airplane Flight 1 1 1 1 1
Manual
2) Honeywell SPZ 5000 IFCS 1 1 1 1 1
Pilot's Manual
3) Approved FMS Pilot's Manual 1 1 1 1 1
4) Hand Microphones 2 2 2 2 2
5) Passenger Briefing Cards
* * * * * *one required for each occupied seat
SINGLE PLOT
The following are required when the airplane is operated with a crew of one pilot; per
applicable operating rules:
1) Operable SPZ 5000 IFCS/Autopilot.
2) Headset with microphone (must be worn).
3) FAA Approved Pilot's Abbreviated Checklist, Cessna PN 525CL-011 or later approved
revision.
4) 4-bug reference ring on the pilot's airspeed indicator.
5) Provisions for storage and retention of navigation charts, accessible to the pilot from the
pilot station.
INSTRUMENT MARKINGS
Left and Right
Oil Pressure Indicators
Red Line.............................................. 25 PSI
Yellow Band ............................. 25 to 45 PSI
Green Band ............................... 45 to 90 PSI
Airspeed Indicator
Red Line.................... 263 KIAS/0.71 Mach 0
320
300 40
280 M
60
260 A
C
H
240 4
KNOTS 80
220
3
200 100
180 120
160 140
SET
INDEX
0
320
300 40
280 M
A 60
260 C
H
240
KNOTS 80
4
220
200 100
180 120
160 140
SET
INDEX
SNs 00010080
Cabin Differential
Pressure Indicator
Red Line ............................................ 8.6 PSI
Green Arc ............................... 0.0 to 8.6 PSI
SERVICING................................................................................. MAP-44
Fuel ..................................................................................... MAP-44
Oil ....................................................................................... MAP-45
Hydraulics .......................................................................... MAP-45
Oxygen ............................................................................... MAP-46
Alcohol ............................................................................... MAP-46
Fire Bottles ......................................................................... MAP-46
Gear and Brake Pneumatic System .................................... MAP-46
Tires .................................................................................... MAP-46
Toilet................................................................................... MAP-47
AIRPLANE CLEANING AND CARE ....................................... MAP-47
Painted Surfaces ................................................................. MAP-47
Deice Boots ........................................................................ MAP-48
Engines ............................................................................... MAP-49
Interior Care ....................................................................... MAP-49
Windows and Windshields ................................................. MAP-50
Oxygen Masks .................................................................... MAP-50
ILLUSTRATIONS
Figure Title Page
MAP-1 Part 25 Climb Profile ................................................ MAP-5
MAP-2 Takeoff Data Card...................................................... MAP-8
MAP-3 Landing Data Card .................................................... MAP-9
MAP-4 TakeoffNormal .................................................... MAP-16
MAP-5 TakeoffEngine Failure at or after V1 .................. MAP-18
MAP-6 Approach Plate (Typical) ........................................ MAP-20
MAP-7 VFR ApproachNormal/Single Engine ................ MAP-22
MAP-8 ILS ApproachNormal/Single Engine .................. MAP-23
MAP-9 Nonprecision Approach
Normal/Single Engine ............................................ MAP-25
MAP-10 Missed ApproachPrecision/Nonprecision .......... MAP-26
MAP-11 Missed ApproachSingle Engine .......................... MAP-27
MAP-12 Visual Approach and Landing with
Flaps Inoperative .................................................... MAP-29
MAP-13 Approach to StallEnroute Configuration ............ MAP-30
MAP-14 Approach to StallTakeoff Configuration ............ MAP-31
MAP-15 Approach to StallLanding Configuration ............ MAP-32
MAP-16 Steep Turns.............................................................. MAP-33
MAP-17 Emergency Descent and Flight Profile.................... MAP-35
TABLES
Table Title Page
MAP-1 Takeoff Flight Path Profile ........................................ MAP-4
MAP-2 Climb Configurations ................................................ MAP-6
MAP-3 Minimum Maneuvering Speeds .............................. MAP-10
MAP-4 Standard Callouts (IFR and VFR) .......................... MAP-12
MAP-5 Flaps Inoperative Landing Distance Factors .......... MAP-21
MAP-6 Zero Flaps Inoperative Landing
Distance Factors ...................................................... MAP-28
OPERATING TECHNIQUES
GENERAL
This section contains a description of the flight profiles that are likely to be
encountered in training and in most line-flying operations. There is always
more than one way to fly any airplane; however, these procedures have evolved
from many Citation flying hours. They have been proven safe, expedient, and
readily manageable and are recommended by the manufacturer. Actual in-flight
procedures may differ due to aircraft configuration, weight, weather, traffic,
ATC instructions, etc. Procedures outlined are consistent with the Airplane
Flight Manual (AFM). If a conflict should develop between these procedures
and the AFM, the AFM procedures must be followed.
CAUTION
Do not tow with the control lock engaged, to prevent
damage to the nosewheel steering mechanism.
During ground operation, do not ride the brakes, as suf-
ficient heat to melt the fusible plugs may be generated.
NOTE
With the gust lock on, the flight controls are locked in
neutral and the throttles are locked in the off position.
TAKEOFF PROCEDURES
General
The pilot will advance the throttles, slowly at first, to allow the engines to
accelerate, then more rapidly to the computed takeoff power setting. The copi-
lot will back up the pilot on the throttles and make the final setting and ad-
justments as necessary. In addition, the copilot will make the following
airspeed calls:
1. Initial airspeed indications on both instruments (airspeed alive)
3. V 1
4. V R (call rotate)
5. V 2
Takeoff-Abort
If an abnormal situation, annunciator light, system failure, etc., occurs dur-
ing the takeoff roll, the copilot notifies the pilot-in-command, who makes the
final decision to take off or abort.
NOTE
If the decision is made to abort the takeoff prior to
reaching V 1, the following procedure from the check-
list should be used:
1. Brakes ............................................AS REQUIRED
2. Throttles ...........................................................IDLE
3. Speedbrakes .............................................EXTEND
Normal Takeoff
At V R , the pilot will rotate the airplane to a 10 noseup attitude on the ADI
and, when a positive rate of climb is indicated, retract the gear. As the air-
speed increases through a minimum of V 2 +10 knots (V FS ), retract the flaps.
Continue to accelerate to normal climb speed, and complete the After Takeoff-
Climb checklist.
NOTE
Do not let the emergency distract you from flying the
airplane. Wait until you are safely airborne and above
400 feet before taking care of the emergency and the
After takeoff-Climb checklist.
PERFORMANCE
The CitationJet is certified under Part 23. The following discussion on speeds
will be of use in understanding the capabilities of the airplane.
Speeds
Holding Speeds
Manufacturers published holding speeds are 160 KIAS at 10,000 pounds down
to 130 KIAS at 7,000 pounds. If fuel is critical, flying .6 (3 oclock position)
on the angle-of-attack indicator will provide best endurance or maximum flight
time per gallon of fuel.
Hydroplaning Speeds
The formula used to determine the speed at which a tire is likely to hydroplane
on a wet runway is stated as:
_____________
Hydroplane Speed= 7.7 Tire Pressure
From the above formula, the nose gear hydroplane speed is about 84 knots
and the main gear is about 76 knots.
for the takeoff to be continued, ensuring that the airplane reaches a height
of 35 feet (reference zero) by the time it reaches the end of the takeoff
distance. When the accelerate-stop and takeoff distances are the same, the
takeoff field length is referred to as the balanced field length.
The pilot should also consider the landing weight restrictions at the destina-
tion airport. The limited landing weight plus the expected fuel to be burned
enroute may be more limiting than any restrictions at the departure airport,
especially if the trip is of short duration.
Finally, the pilot may choose to limit the takeoff weight to ensure single-en-
gine safety when flying over mountainous terrain.
NOTE
When using charts to determine the V 1 speeds, re-
member that V 1 is a function of configuration, weight,
and all of the field conditions, while VR and V2 are func-
tions solely of configuration and weight. Remember,
too, that V 1 must be equal to or less than V R.
NOTE
The second segment is generally the most limiting seg-
ment, and the third segment is a level flight segment
(at 400 feet) with the gear up and the airplane ac-
celerating to single engine climb speed (V ENR ).
Enroute Limitations
The AFM chart, Single Engine Enroute Net Climb Gradient, is not an op-
erating limitation of the airplane under Part 91. It does, however, allow the
pilot to calculate the maximum enroute altitude that the airplane will main-
tain on one engine. The chart depicts the actual or gross gradient of climb re-
duced by 1.1%.
Landing Limitations
The maximum landing weight is restricted by:
For high pressure altitudes and temperatures, the approach climb configura-
tion may be more restrictive and require a lower landing weight than the
landing climb configuration. The Maximum Landing Weight Permitted by
Climb Requirement or Brake Energy Limits chart, found in the AFM, depicts
the landing weight as limited by the approach climb or brake energy.
NOTE
For a no-flap landing, the final approach speed is
based on the normal V REF plus 15 KIAS. This will
result in an increase of approximately 60% in the
landing field length below 4,000 feet.
V-SPEED DEFINITIONS
V1 Decision Speed
This speed is obtained from the performance charts in the AFM and varies with
airplane weight, flap setting, engine bleeds, altitude, and temperature. It
must always be less than or equal to V R .
VR Rotation Speed
This speed is a function of weight and airplane configuration. It must always
be equal to or greater than V 1 . If V 1 is greater than V R for a particular set of
takeoff conditions, V 1 must be lowered to equal V R .
Flap RetFlap retracting speed. (V 2 +10 knots) also used as minimum final
segment climb speed.
TOLD CARD
Figures MAP-2 and MAP-3 on the following pages show takeoff and landing
data (TOLD) cards.
FLAPS The actual takeoff flap setting for the takeoff data.
TAKEOFF DATA
ATIS - CLEARANCE
ARPT ELEV
FLAPS TRIM
N1% SPEEDS
T/O V1
CLB VR
V2
VENR
EMERGENCY RETURN
LANDING DATA
ATIS - CLEARANCE
ARPT ELEV
GO-AROUND N1%
GW: MAX M a x i m u m g r o s s w e i g h t a l l ow e d c o n s i d e r i n g :
Maximum certified landing weight; Maximum weight
permitted by climb requirement; Maximum weight
permitted by landing field length and Maximum
weight permitted by brake limits
GW: Actual Actual weight for landing at the destination airport
ATIS-Clearance Space provided for copying pertinent information and
clearance
Maneuvering Spd Minimum maneuvering speed. V REF corrected for
flap setting. Clean V REF + 25, approach flap V REF
+20, and land flaps V REF +10 kts. Use these speeds
for circling approaches.
V REF Threshold speed for full flaps. Correct for no flaps
if necessary. Taken from AFM or checklist and based
on weight
V APP Single-engine go-around landing approach climb
airspeed (1.3V S1 ) with 15 flaps and gear up from
the AFM
RWY REQD Fifty-foot driftdown and maximum braking roll out
distance with two engines at idle power and thrust
attenuators deployed at touchdown
Go-AROUND N 1 Go around fan setting. This is the takeoff thrust set-
ting from the AFM or checklist (five minute limit).
Must be corrected for anti-ice ON/OFF.
FLAP
CONFIGURATION CITATIONJET
The cross-check on final approach is, therefore, enhanced by tuning both pi-
lots' navigation aids to the same frequencies.
Scan Transfer
The transfer from instruments to visual flight differs with the approach being made.
Noncoupled approaches:
Departure/
Enroute/ Prior to intercepting an assigned Course alive
Approach course
1,000 feet prior to level off State altitude
leaving and assigned
level-off altitude
Climb and Approaching transition altitude Transition altitude
Descent (IFR and VFR) altimeters reset
On, Aboveor
Below glide slope
if available
*NOTES*
2. Care must be exercised to preclude callouts which can influence the pilot
flying and result in premature abandonment of instrument procedures.
UNUSUAL ATTITUDES
General
An unusual attitude is an airplane attitude occurring inadvertently. It may
result from one factor or a combination of several factors, such as turbulence,
distraction from cockpit duties, instrument failure, inattention, spatial dis-
orientation, etc. In most instances, these attitudes are mild enough for the pilot
to recover by re-establishing the proper attitude for the desired flight condi-
tion and resuming a normal cross-check.
RECOVERY PROCEDURES
Attitude lndicator(s) Operative
Normally, an unusual attitude is recognized in one of two ways: an unusual
attitude "picture" on the attitude indicator or unusual performance on the per-
formance instruments. Regardless of how the attitude is recognized, verify
that an unusual attitude exists by comparing control and performance in-
strument indications prior to initiating recovery on the attitude indicator.
This precludes entering an unusual attitude as a result of making control
movements to correct for erroneous instrument indications. If there is any doubt
as to proper attitude indicator operation, then recovery should be made using
attitude indicator inoperative procedures:
2. "I will advance the throttles, and you set takeoff power."
3. Call: 'Airspeed alive,' '70 knots,' 'V1,' 'Rotate,' 'V2,' and 'Positive rate.
4. "Monitor all engine instruments and the annunciator panel during takeoff. At
the '70 knots' call, cross-check both airspeed indicators."
5. "In the event of a serious malfunction prior to V1, call 'Abort. " (Captain may
reserve authority to call abort.)
6. "If a malfunction occurs at or after V1, we will continue the takeoff. Advise
me of the malfunction, and we will handle it as an in-flight emergency. Plan
to fly ______________ .
(state intentions)
8. Any questions?
V2 + 10 KT
2
V1 VR
FlightSafety
NOSE UP ATTITUDE
international
Revision 3
TAKEOFF REJECTED
If the decision is made to abort the takeoff prior to reaching V 1 , the follow-
ing memory items should be used:
1. Brakes................................................................................ AS REQUIRED
2. Throttles.............................................................................................. IDLE
The computed takeoff field lengths assume that the pilot has maximum ef-
fort applied to the brakes at the scheduled V 1 speed during the aborted
takeoff.
3, 4, 5
1 2
FlightSafety
1. LOSS OF ENGINE AT 2. AT VRROTATE SMOOTHLY TO
OR ABOVE V1 10 NOSE UP ATTITUDE
international
Revision 3
3. Assign the NAV frequency and course SEL changes for the entire
approach.
Stabilized Approach
This training program uses the stabilized approach concept. The approach pro-
files are based upon achieving a stabilized approach. Configuration changes
at low altitude are limited to those changes that can be easily accommodated
without adversely affecting pilot workload. A stabilized approach must be es-
tablished before descending below the following minimum stabilized
approach heights:
500 feet above the airport elevation during VFR or visual approaches
and during straight-in instrument approaches in VFR weather conditions.
NOTE
On single-engine approaches, do not lower the flaps
to LAND until the landing is assured.
ALTITUDE FEET
2. ABEAM TOUCHDOWN:
*
GEARDOWN
4. FINAL APPROACH:**
FLAPSLAND
AIRSPEEDVREF TO
VREF + 10 KT
REDUCE TO VREF SPEED
WHEN LANDING IS ASSURED
3. BASE LEG:
BEGIN DESCENT
AIRSPEED MINIMUMMINIMUM MANEUVERING SPEED
BEFORE LANDING CHECKLIST COMPLETED
NOTE:
IN GUSTY WIND CONDITIONS, INCREASE VREF BY
1/2 OF THE GUST FACTOR IN EXCESS OF 5 KNOTS
3. GLIDESLOPE CAPTURE:
GEARDOWN *
FLAPSLAND **
AIRSPEEDAS DESIRED **
BEFORE LANDING CHECKLISTCOMPLETE
5. MISSED APPROACH:
REFER TO
MISSED APPROACH NORMAL OR
MISSED APPROACH SINGLE ENGINE
4. RUNWAY IN SIGHT:
AIRSPEEDREDUCE TO VREF
NOTE:
IN GUSTY WIND CONDITIONS INCREASE VREF BY
1/2 OF THE GUST FACTOR IN EXCESS OF 5 KNOTS.
NOTE:
THE PILOT WILL MAINTAIN THE DESIRED AIRSPEED 5 KT, NOT TO BE LESS THAN
VREF (TWO ENGINES) OR VREF + 10 KT (SINGLE ENGINE) UNTIL LANDING IS ASSURED.
Crosswind Landing
Method No. 1:
The CitationJet will be flown down final approach with runway centerline align-
ment maintained with normal drift correction. Approaching the threshold, lower
the upwind wing to maintain no drift, and apply opposite rudder to maintain
alignment with runway centerline. Fly the airplane onto the runway; do not
allow drift to develop.
Method No. 2:
The "crab" or wings-level method may be continued until just before touch-
down. Then, with wings level, apply rudder pressure to align the airplane with
the runway centerline at the moment of touchdown. Fly the airplane onto the
runway; do not allow drift to develop.
Circling Approaches
A circling approach may follow any authorized instrument approach. Although
CitationJet aircraft are in approach category B, category C minimums are used
during the circling approach due to the higher maneuvering airspeeds. A nor-
mal instrument approach is flown until visual contact with the airport is made
at the MDA published for the particular circling approach. With the airport
in sight, the approach becomes a visual reference approach with a continued
cross-check of the flight instruments. At this point, configuration and speeds
will be the same as for a normal visual approach.
Leaving the final approach fix, maintain minimum maneuvering speed with
the flaps at takeoff and approach and the landing gear down. Reduce the
power to provide a 1,000-foot-per-minute rate of descent. When approach-
ing MDA, power should be added to maintain airspeed while leveling off,
thereby reducing the rate of descent and ensuring that the airplane does not
go below MDA. There are many recommended circling procedures once the
airport is in sight. Any procedure is acceptable, provided the following cri-
teria are met:
3. FIX INBOUND:
GEARDOWN *
AIRSPEEDAS DESIRED **
BEFORE LANDING CHECKLISTCOMPLETE
4. MINIMUM ALTITUDE:
WHEN LANDING IS ASSURED:
FLAPSLAND
AIRSPEEDREDUCE TO VREF
NOTE:
IN GUSTY WIND CONDITIONS, INCREASE VREF BY
1/2 OF THE GUST FACTOR IN EXCESS OF 5 KNOTS.
NOTE:
THE PILOT WILL MAINTAIN THE DESIRED AIRSPEED 5 KT, NOT TO BE LESS THAN
VAPP (TWO ENGINES) OR VREF + 10 KT (SINGLE ENGINE) UNTIL LANDING IS ASSURED.
2. DECISION POINT:
"GO-AROUND"; SIMULTANEOUSLY APPLY TAKEOFF POWER,
FOR TRAINING PURPOSES ONLY
1. FINAL APPROACH:
GEARDOWN
FLAPSLAND
AIRSPEEDVREF TO VREF + 10 KT
FlightSafety
international
Revision 3
2. DECISION POINT:
"GO-AROUND"; SIMULTANEOUSLY APPLY TAKEOFF POWER,
ROTATE 10 NOSE UP ATTITUDE, (GO-AROUND MODE ON FLIGHT
DIRECTOR FOR REFERENCE) AND CHECK / SET FLAPS TO
TAKEOFF & APPROACH.
1. FINAL APPROACH:
FLAPSTAKEOFF & APPROACH
AIRSPEED (MINIMUM)VREF + 10 KT
FlightSafety
international
MAP-27
Altitude Feet
Flaps
Degrees SL through 4000 4001 through 8000 Above 8000
0* 1.6 2.0** Prohibited
3. TURNING BASE:
START DESCENT OF 300 TO 500 FPM
MAXIMUM BANK ANGLE 30
MINIMUM SPEED ADJUSTED VREF + 10 KT
4. FINAL:
SET UP A 500 FPM SINK RATE AIMING FOR THE
END OF THE RUNWAY AT A SPEED OF ADJUSTED
VREF + 10 KT (MAXIMUM)
PLAN TO REDUCE SPEED TO ADJUSTED VREF
PRIOR TO CROSSING THE THRESHOLD
FlightSafety
international
MAP-29
1 2 3
1. LEVEL FLIGHT: 2. SET POWER TO 50% N1. 3. TO RECOVER, ADD MAXIMUM ALLOWABLE POWER
CLEAN AIRCRAFT MAINTAIN ALTITUDE, FOR ALTITUDE/TEMPERATURE, AND CALL FOR OR
TRIM, AS REQUIRED. SET FLAPS TO TAKEOFF AND APPROACH. MAINTAIN
THE SAME PITCH ATTITUDE, KEEPING THE WINGS
LEVEL. ALLOW THE SPEED TO INCREASE TO
V + 10 KT, AND RETRACT THE FLAPS.
REF
FlightSafety
international
Revision 3
1 2 3
1. LEVEL FLIGHT: 2. ROLL INTO A 20 BANK. SET POWER 3. TO RECOVER, ADD MAXIMUM ALLOWABLE POWER FOR
FLAPSTAKEOFF AND APPROACH TO 50% N1. MAINTAIN ALTITUDE, TRIM ALTITUDE AND TEMPERATURE. CHECK THAT THE
AS REQUIRED. FLAPS ARE AT THE TAKEOFF & APPROACH POSITION.
MAINTAIN THE SAME PITCH ATTITUDE, AND ROLL THE
WINGS LEVEL. * ALLOW THE SPEED TO INCREASE TO
VREF + 10 KT AND RETRACT THE FLAPS.
* NOTE:
USE THE RUDDER TO AID IN LEVELING THE WINGS. THIS WILL
MINIMIZE THE ADVERSE YAW PRODUCED BY DOWN AILERON.
FlightSafety
international
MAP-31
1 2 3 4
1. LEVEL FLIGHT: 2. SET POWER TO 50% N1. 3. TO RECOVER, SIMULTANEOUSLY 4. AS AIRSPEED REACHES VREF,
GEARDOWN MAINTAIN LEVEL FLIGHT ADD MAXIMUM ALLOWABLE ROTATE SLOWLY AND SMOOTHLY
FLAPSLAND UNTIL THE STALL POWER, LOWER PITCH ATTITUDE TO 10 NOSE UP, AND HOLD THIS
INDICATION OCCURS. SLIGHTLY, KEEPING WINGS SPEED UNTIL A POSITIVE RATE
TRIM, AS REQUIRED. LEVEL. WHEN THE STICK SHAKER OF CLIMB IS ATTAINED. RETRACT
STOPS SHAKING, CALL FOR / SET THE GEAR. CLIMB TO YOUR MDA
FLAPS TO TAKEOFF AND APPROACH. AT VREF THEN ALLOW THE
AIRSPEED TO INCREASE TO
VREF + 10 KT, AND RETRACT
THE FLAPS.
FlightSafety
international
Revision 3
PROCEDURE
AIRSPEED200 KIAS
BANK ANGLE45
MAINTAIN ALTITUDE
INCREASE THRUST PASSING THROUGH 30 BANK
(APPROXIMATELY 50 POUNDS FUEL FLOW OR 3% N1)
INITIATE ROLLOUT 10 PRIOR TO DESIRED HEADING
FOR TRAINING PURPOSES ONLY
FlightSafety
international
MAP-33
Limitations (stalls) ................................. Stalls with flaps at other than zero, or with
gear down are prohibited above 18,000 feet.
WINDSHEAR
The best windshear procedure is avoidance. Recognize the indications of po-
tential windshear and then
The key to recovery from windshear is to fly the aircraft so that it is capable
of a climb gradient greater than the windshear-induced loss of performance.
Normally, the standard wind/gust correction factor, 1/2 gust, will provide a
sufficient margin of climb performance. If a shear is encountered that jeop-
ardizes safety, initiate a rejected landing procedure. If the sink rate is arrested,
continue with the procedure for microbursts.
Microbursts
If a microburst is encountered, the first indication will be a rapid increase in
the rate of descent accompanied by a rapid drop below glide path (visual or
electronic).
3. If the aircraft is not climbing, smoothly increase pitch until a climb is es-
tablished, or stall warning is encountered. If stall warning is
encountered, decrease pitch sufficiently to depart the stall warning regime.
NOTE
The positive rate of climb should be verified on at least
two (2) instruments. Leave the gear down until you
2. AUTOPILOTDISCONNECT
INITIATE A MODERATE BANK AND LOWER
THE NOSE TO 15. AVOID ANY NEGATIVE Gs.
PROCEDURE ROLL WINGS LEVEL AFTER REACHING
DESIRED PITCH ANGLE.
1. CREW OXYGEN MASKSDON AND 100% SPEEDVMO/MMO (USE REDUCED SPEED
PASSENGER OXYGENMANUAL DROP IF THERE IS STRUCTURAL DAMAGE).
OXYGEN MICROPHONE SWITCHESMIC OXY MASK
IGNITIONON
PASSENGER SAFETY SWITCHON
FOR TRAINING PURPOSES ONLY
3. ATCNOTIFY
ALTIMETER SETTINGREQUEST
PRESSURIZATION RESETIF ABLE
FlightSafety
4. AT 1,000 FEET ABOVE DESIRED
ALTITUDE, INITIATE THE LEVEL-OFF
international
MAP-35
SPECIAL PROCEDURES
SHORT-FIELD OPERATION
For takeoff, taxi into a position as close to the approach end as possible and
apply takeoff thrust while holding the brakes. Airplane Flight Manual take-
off field length data assumes a static runup and use of all available runway.
When specified thrust is set, release the brakes. Rotate smoothly precisely at
V R as a delay will result in degradation of takeoff performance. Retract the
gear when positively climbing and climb at V 2 (V 2 + 15 KIAS multiengine)
with T.O. & APPR (15-degree) flaps until clear of any obstacles.
Landing field length data in the FAA-approved Airplane Flight Manual as-
sumes a steady 3 approach angle and a threshold crossing speed of V REF at
an altitude of 50 feet, with thrust reduced to idle at that point. In practice, it
is suggested that for minimum field operations the threshold be crossed at a
comfortable obstacle clearance altitude allowing some deceleration to take
place approaching the runway. Touchdown should occur with maximum avail-
able runway remaining at minimum safe speed.
will safely clear any obstacles and result in touchdown as comfortably close
to the approach end as feasible. A very flat approach generally requires excessive
power in close, and for that reason should be avoided. It also results in a re-
duction of vertical gust margin. At approximately 50 feet AGL, power reduction
is normally begun to cross the threshold at a speed not in excess of V REF. Check
the throttles at idle and avoid an excessive flare that may cause the airplane
to float. Deceleration will take place much more rapidly on the runway than
it will airborne.
After touchdown on the main gear, lower the nose and apply the wheel brakes.
When the squat switches compress, the thrust attenuators will extend auto-
matically and the white ATTEN UNLOCK LH and RH annunciators will il-
luminate. While they are extending, the white HYD PRESS ON annunciator
will also illuminate; when they reach the extended position, it will extinguish.
Pull the flap lever out to clear the detent and place the handle all the way down
into the GROUND FLAPS/60 position. Selecting GROUND FLAPS/60
will also extend the speedbrakes. Once braking has begun, backpressure on
the yoke will provide additional weight on the main gear, providing the nose
is not raised.
ENGINE ANTI-ICE
The importance of proper system use cannot be overemphasized because seri-
ous engine damage can result from ice ingestion. Its function is preventative
in nature and flight into visible moisture with an outside air temperature from
+10C or below indicated RAT should be anticipated, so that the system is on
and operating when icing conditions are encountered. A significant delay in
turning it on after ice has accumulated could result in ice from the inlet being
freed and ingested by the engine. However, if icing conditions are inadvertently
encountered while the anti-ice system is off, it should be turned on.
A minimum of 70% N 2 is required to maintain the system in operation. In de-
scent, it should be turned on well before entering an icing environment to en-
sure that sufficient time is available for all system parameters to be met.
Engine icing may occur before the ice formation is observed on the wings;
therefore, surface icing should not be used to verify possible engine icing.
The engine anti-ice system must be operating any time the airplane is oper-
ated in visible moisture between +10C or below indicated ram-air temper-
ature (RAT) or when airframe icing is occurring. Refer to Section II of the
AFM for an explanation of the ice protection systems. During ground opera-
tions in visible moisture at ambient temperatures at +10C and below, the en-
gine anti-ice should be on.
PASSENGER COMFORT
When parked during daylight in hot weather, it is suggested that the cabin win-
dow shades be closed to reduce solar heat transfer. An optional exterior wind-
shield cover performs the same function for the cockpit and is very effective.
To circulate cool air in the interior, increased air circulation in the cockpit is
available by turning the forward and aft fans to HI.
On the ground, the following rules of thumb apply: With the TEMPERA-
TURE SELECT in MANUAL and the AIR SOURCE SELECT in LH, RH or
BOTH, heated bleed air is always available; with TEMPERATURE SELECT
in AUTO and the AIR SOURCE in LH, RH, or BOTH, heated bleed air is avail-
able if cabin air is below 65F, and no heated bleed air will be available with
the TEMPERATURE SELECT in either AUTO or MANUAL. Temperature con-
trol in the heat mode is not operative on the ground because the required cross-
flow of cooling air through the air-to-heat exchangers is not available.
On the ground or in flight, optimum cabin heating and cooling system oper-
ation is achieved by making small changes and waiting for results, rather than
by making large temperature-control changes, which may result in over-
shooting the desired temperature.
The flood cooling system provides an air outlet grille, at the upper aft end of
the cabin to initially supply a high-volume of conditioned bleed air to pro-
vide the cabin with faster and more efficient cooling. The system is controlled
by a position (FLOOD) on the AFT FAN switch (FLOOD/HI/LO) on the en-
vironmental control panel. When the FLOOD position is selected, air is di-
verted from the overhead distribution system directly into the cabin, through
the outlet grille. The flood cooling door is actuated by service bleed air and,
therefore, its position cannot be changed if the engines are not operating.
The abbreviated checklist is designed to enable the crew to perform all prestart
functions in advance. This permits items such as the Warning Test to be com-
plete before passenger boarding and accelerates the ramp departure without
compromising safety or thoroughness.
Leaving the chocks, brake checks can be done lightly and smoothly. If heavy
braking is required on landing roll, using up elevator to create drag also
counters the nosedown pitching moment so that deceleration feel in the cabin
is less abrupt.
Although it is not mandatory, use of the yaw damper is recommended when hand-
flying the airplane. It reduces pilot rudder input required and the plane rides bet-
ter in rough air. The yaw damper must be off for takeoff and landing.
Good crew coordination and smooth operation of the controls and systems
serves the best interests of safety, economy, and passenger comfort.
COLD-WEATHER OPERATIONS
Operation of the airplane has been demonstrated after prolonged exposure to
ground ambient temperature of 30C (22F). If prolonged cold soak is an-
ticipated, refer to maintenance manual procedures to prepare the airplane for
cold soak. If the airplane has been cold soaked on the ground for more than
1.5 hours at temperatures colder than 18C, refer to the maintenance man-
ual procedures to prepare the airplane for flight. The following operational
procedures are recommended if the airplane is anticipated to be exposed to
cold soak:
Remove EROS crew oxygen masks (if installed), if temperature will be less
than 0C, and drain all cabin fluids.
If the airplane is to be parked outside for more than a few hours at tempera-
tures below 15C, the following special considerations are advised:
After cold soak at extremely cold temperatures, the W/S AIR OHEAT an-
nunciator may not illuminate when W/S TEMP is selected on the rotary test
switch during the cockpit inspection. If this occurs, repeat the test after the
cabin has warmed up. A satisfactory test of the W/S AIR OHEAT annunci-
ator must be accomplished prior to flight.
Some electrical systems and avionics computers and displays may be slow to
warm up. Cabin fluorescent lighting will be slow to illuminate and should be
turned on if its use is anticipated. LCD displays may require several minutes
to reach full brightness. FMS computers may require several minutes to give
accurate initial position. Typically, warmup may take 20 minutes or more.
NOTE
Dispatch is prohibited until all required avionics sys-
tems are verified to be functioning properly.
Following engine start, all flight controls, flaps, and speed brakes must be
cycled through full travel several times to verify that all controls reach full
travel and operate normally.
NOTE
Dispatch is prohibited following cold soak unless it
is visually confirmed that all flight controls operate
normally and that speed brake panels fully extend and
retract normally. Several cycles of the controls may
be required to verify proper operation.
Use EPU after extended cold soak. If a start is attempted using an external
power unit and/or preheated battery and the starter will not motor to 8% N 2
minimum, terminate the starting sequence. Advancing the throttle to idle
below 8% N 2 can be damaging to the engine and the battery. Battery voltage
below 11 volts after the start button is pressed indicates a potential for an un-
successful start.
NOTE
If the aircraft has been cold soaked below 18C and
the battery has been removed and kept warm, a bat-
tery start may be made if the engines have not been
cold soaked for more than two hours below 30C.
If the aircraft is cold soaked below 30C, it must be
preheated or warmed in a heated hangar prior to at-
tempting an engine start. If a start is attempted and
the starter will not motor to 8% N 2 minimum, ter-
minate the start sequence.
Engine starts using ground power or battery should be normal except that the
exhaust will smoke initially and engine oil pressure will be high. Engine oil
pressure up to 100 psi for five minutes is normal during cold starts. Once en-
gine oil temperature is above 10, the engine may be operated above 85% N 2 .
Fuel tank temperature limits for the type of fuel being used must be observed.
Refer to Operating Limitations, Fuel Limitations in the AFM.
Maximum heat is obtained with the right/left or both engine(s) operating and
the PRESS SOURCE SELECT in BOTH. Switching the TEMPERATURE
CONTROL SELECTOR to MANUAL and selecting MANUAL HOT for 10
seconds ensures that the temperature mixing valve is in the hot position.
Turning the COCKPIT AIR DIST valve to MAX will increase air circulation
in the cockpit. Operating the engine(s) above idle rpm increases temperature
and airflow. The engine should not be operated above 85% N 2 until the en-
gine oil temperature is above 10C. It is not recommended to operate air con-
ditioning in AUTO, and defog should be off to prevent the vapor cycle
air-conditioning system from operating.
NOTE
The cabin must be heated to a temperature 0C (32F)
prior to operation above FL240. This temperature
ensures proper deployment and operation of the pas-
senger oxygen masks. A handheld thermometer is
acceptable to determine cabin temperature.
Operating in extremely cold temperatures super cools and reduces the solu-
bility of any water particles in the fuel, increasing the possibility of fuel sys-
tem icing. The tank and fuel filter drains under each wing should be drained
frequently and thoroughly. It is possible for water to settle in the sump and
freeze, which would block the drain. Heat should be applied until fuel flows
freely. Maintain heat after flow begins to ensure that all particles have melted.
Collect the drainage in a clear, clean container to inspect for water globules.
NOTE
When the aircraft has been cold soaked, it is possi-
ble to see the HYD PRESS ON annunciator for a sec-
ond time after a flap retraction to UP has been
commanded. This is due to the normal flap retraction
switches warming up and commanding the flaps be-
yond the setting of the secondary flap retract switch
(SN 001359 with SB 525-27-15).
TURBULENT-AIR PENETRATION
Flight through severe turbulence should be avoided if possible. The follow-
ing procedures are recommended for flight in severe turbulence.
1. IgnitionON
of stall warning depends upon tactile sensation, if the airplane is being flown
on autopilot it is possible to approach the stall warning envelope without the
pilot being aware of it. Therefore, it is advisable to use caution when oper-
ating the airplane on autopilot at slow speeds or under conditions in which
the airplane could be expected to approach stalling speeds.
If the airplane should stall while flying in autopilot, the autopilot will auto-
matically disconnect and all of the normal autopilot off annunciations will
be in evidence. The flight director will remain engaged.
SERVICING
FUEL
a variety of fuels can be used in the airplane, but each must have anti-icing
additive incorporated or added to the fuel during refueling. Commercial
kerosene Jet A, Jet A-1, Jet B, JP-4, JP-5, and JP-8 are approved fuels. refer
to the FAA approved Airplane Flight Manual for limitations.
WARNING
CAUTION
Ensure that the additive is directed into the flowing
fuel stream and that the additive flow is started after
the fuel flow starts and is stopped before fuel flow
stops. Do not allow concentrated additive to contact
coated interior of fuel tank or airplane painted sur-
face. Use no less than 20 fluid ounces of additive per
156 gallons of fuel or more than 20 fluid ounces of
additive per 104 gallons of fuel.
Prolonged storage of the airplane will result in a water buildup in the fuel which
leaches out the additive. An indication of this is when an excessive amount
of water accumulates in the fuel tank sumps. The concentration of additive
OIL
Each engine oil tank has an oil filler neck with a dipstick and cap assembly.
Oil is added to each engine directly through the filler neck and quantity is
measured on th dipstick in U.S. quarts. Engines with serial numbers 1051 and
subsequent have a sight glass to facilitate the checking of oil quantity.
CAUTION
Persons who handle engine oil are advised to mini-
mize skin contact with used oil, and promptly re-
move any used oil from their skin. A laboratory study,
while not conclusive found substances which may
cause cancer in humans. Thoroughly wash used oil
off skin as soon as possible with soap and water. Do
not use kerosene, thinners, or solvents to remove
used engine oil. If waterless hand cleaner is used, al-
ways apply skin cream after using.
Mobil Jet Oil II and Mobil 254 are the only approved oils. Unapproved brands
of oil should not be used or mixed with oil already in the tank. Mobil Jet II
and Mobil 254 Oil can be mixed with Exxon 2380/BP 2380 in any ratio for a
maximum of 25 running hours between major periods.
HYDRAULICS
Servicing the main hydraulic reservoir is normally performed by mainte-
nance personnel. The reservoir should be serviced with fluid conforming to
MIL-H-83282 only. Phosphate esther type hydraulic fluids must not be used;
system deterioration will occur. Servicing of the hydraulic system does not
require equipment capable of delivering hydraulic fluid under pressure.
The hydraulic brake reservoir can be serviced by removing the right nose bag-
gage compartment aft liner to allow access to the reservoir. The filler plug
can then be removed and the reservoir filled to within one-half inch of the
opening. The brake reservoir should also be serviced with only MIL-H-83282
fluid; any other type of fluid will cause system deterioration.
OXYGEN
The oxygen filler valve is located on the bulkhead just inside the door in the
right nose compartment. Oxygen servicing should be done by maintenance
personnel using breathing oxygen conforming to MIL-O-27210, Type I. Refer
to the cockpit gage while servicing to prevent overfill.
Oxygen pressure will vary with ambient temperature. In very cold ambient
temperatures the oxygen pressure indication may appear low, but may in ac-
tuality be appropriate for the temperature condition.
NOTE
Refer to chapter 12 of the Airplane Maintenance
Manual, Oxygen Cylinder Fill Pressure for Various
Fahrenheit Temperatures table.
ALCOHOL
An alcohol reservoir is located next to the brake reservoir behind the right
baggage compartment aft liner. The liner must be removed for servicing. The
filler plug on the reservoir should be removed and alcohol added to bring the
fluid level up to the neck of the filler plug. Filling to above the sight gage pro-
vides a reserve supply of alcohol to perform preflight or operational checks
without replenishing the reservoir.
FIRE BOTTLES
Underserviced fire bottles must be exchanged by authorized maintenance
facilities.
TIRES
Main gear tire pressure should be maintained at 98 psi, +5 or 5 psi and the
nose tire at 120 psi, +5 or 5 psi. Since tire pressure will decrease as the tem-
perature drops, a slight overinflation can be used to compensate for cold
weather. Main tires inflated at 21C should be overinflated 1.5 psi for each
6C anticipated drop in temperature.
Worn tires and underinflation of tires both contribute to lowering the speed
at which hydroplaning occurs on precipitation covered runways. Refer to
Adverse Field Conditions in this section for discussion of hydroplaning.
TOILET
The standard toilet is serviced by removing the waste container and plastic
bag. The optional flush toilet reservoir should be service after every flight;
however, it must be serviced when the liquid levels becomes too low or when
liquid appears to have incorrect chemical balance. To properly service the
reservoir it must be removed from the toilet by disconnecting it and pulling
it through the door in front of the cabinet. Instructions for removing and ser-
vicing the reservoir are found in Chapter 12 of the Airplane Maintenance
Manual. Servicing the reservoir requires the addition of the proper mixture
of water and chemical (1.5 ounces of chemical per quart of water) to the reser-
voir. It will take approximately 2 quarts of liquid if the reservoir is empty. If
outside temperatures are below freezing and the airplane is kept in an unheated
hangar, add antifreeze to both the reservoir and the waste container.
The finish should be cleaned only by washing with clean water and mild
soap, followed by rinse water and drying with a soft cloth or chamois.
DEICE BOOTS
The deice boots on the horizontal stabilizer leading edges have a special elec-
trically conductive coating to bleed-off static charges which cause radio in-
terference and may perforate the boots. Maintenance operations should be
done carefully, to avoid damaging this conductive coating or tearing the boots.
To prolong the life of surface deice boots, they should be washed and serviced
on a regular basis. Keep the boots clean and free from oil, grease and other
solvents which cause rubber to swell and deteriorate. Outlined below are
recommended cleaning and servicing procedures.
CAUTION
Use only the following instructions when cleaning
boots. Disregard instructions which recommend
p e t r o l e u m b a s e l i q u i d s ( m e t h y l - e t h y l - ke t o n e ,
nonleaded gasoline, etc.) which can harm the boot
material. Clean the boots with mild soap and water,
then rinse thoroughly with clean water.
NOTE
Isopropyl alcohol can be used to remove grime which
cannot be removed using soap. If isopropyl alcohol
is used for cleaning, wash area with mild soap and
water, then rinse thoroughly with clean water.
To possibly improve the service life of deice boots and to reduce the adhe-
sion of ice, it is recommended that the deice boots be treated with Age Master
Number 1 and ICEX.
Age Master Number 1, used to protect the rubber against deterioration from
ozone, sunlight, weathering, oxidation and pollution, and ICEX, used to help
retard ice adhesion and for keeping deice boots looking new longer, are both
products of and recommended by B.F.Goodrich.
The application of both Age Master Number 1 and ICEX should be in accordance
with the manufacturers recommended directions as outlined on the containers.
CAUTION
Protect adjacent areas, clothing, and use plastic
or rubber gloves during application, as Age Master
Number 1 stains and ICEX contains silicone
which makes paint touchup almost impossible.
Wichita, KS 67202) may be used in lieu of Age Master Number 1 and/or ICEX.
Apply a thin layer of ACROSEAL on the clean and dry surface of the deice
boot with a cloth swab. Let it dry thoroughly and hand buff with a soft cloth.
Small tears and abrasions can be repaired temporarily without removing the
boots and the conductive coating can be renewed.
ENGINES
The engine compartments should be cleaned using a suitable solvent. Most
efficient cleaning is done using spray-type cleaner. Before spray cleaning,
ensure protection is afforded for other components which might be adversely
affected by the solvent. All bleed valves must be closed to prior to any clean-
ing operations. Refer to the Airplane Maintenance Manual for proper lubri-
cation of components after engine cleaning.
INTERIOR CARE
To remove dust and loose dirt from the upholstery, headliner, and carpet, clean
the interior regularly with a vacuum cleaner.
Blot up any spilled liquid promptly with cleansing tissue or rags. Do not pat
the spot; press the blotting material firmly and hold it for several seconds.
Continue blotting until no more liquid is taken up. Scrape off sticky materi-
als with a dull knife, then spot clean the area.
Oily spots may be cleaned with household spot removers, used sparingly. Before
using any solvent, read the instructions on the container and test it on an ob-
scure place on the fabric to be cleaned. Never saturate the fabric with a
volatile solvent it may damage the padding and backing materials.
WARNING
Use all cleaning agents in accordance with the
manufacturers recommendations.
Soiled upholstery and carpet may be cleaned with foam-type detergent, used
according to the manufacturers instructions. To minimize wetting the fab-
ric, keep the foam as dry as possible and remove it with a vacuum cleaner.
The plastic trim, instrument panel, and control knobs need only be wiped with
a damp cloth. Oil and grease on th control wheel and control knobs can be re-
moved with a cloth moistened with kerosene. Volatile solvents, such as men-
tioned in paragraphs on care of the windshields, must never be used since they
soften and craze the plastic.
Remove oil and grease with a cloth moistened with kerosene. Never use gaso-
line, benzine, acetone, carbon tetrachloride, fire extinguisher fluid, lacquer
thinner, or glass cleaner. These materials will soften the acrylic and may cause
it to craze.
After removing dirt and grease, if the surface is not badly scratched, it should
be waxed with a good grade of commercial wax. The wax will fill in minor
scratches and help prevent further scratching. Apply a thin, even coat of wax
and bring it to a high polish by rubbing lightly with a clean, dry soft flannel
cloth. Do not use a power buffer; the heat generated by the buffing pad may
soften the acrylic. If the surface is badly scratched refer to the Airplane
Maintenance Manual for approved repairs.
Do not use a canvas cover on the windshield unless freezing rain or sleet is
anticipated. Canvas covers may scratch the acrylic surface.
Oxygen Masks
The crew masks are permanent-type masks which contain a microphone for
radio transmissions. The passenger masks are oro-nasal type which form
around the mouth and nose area. All masks can be cleaned with alcohol. Do
not allow solution to enter microphone or electrical connections. Apply
talcum powder to external surfaces of passenger mask rubber face-piece.
Page
WEIGHT AND BALANCE ............................................................ WB-1
General ................................................................................... WB-1
Definitions .............................................................................. WB-2
Forms ..................................................................................... WB-3
Airplane Weighing Form ........................................................ WB-3
Weight-and-Balance Record ................................................... WB-4
Baggage/Cabinet Weight and Moment Table ......................... WB-4
Fuel Loading Weight and Moment Table ............................... WB-4
Weight-and-Balance Computation Form ................................ WB-4
Center-of-Gravity Limits Envelope Graph ............................. WB-5
ILLUSTRATIONS
Figure Title Page
WB-1 Airplane Weighing Form (Form 1886) ...................... WB-6
WB-2 Fuel Loading Weight-and-Moment Table
(Form 1888) ................................................................ WB-7
WB-3 Crew/Passenger Weight-and-Moment Table/Standard
(Form 1889A, 14 July 1993) ...................................... WB-8
WB-4 Crew/Passenger Weight-and-Moment Table/Standard
(Form 1889, 14 July 1993) ........................................ WB-9
WB-5 Crew/Passenger Weight-and-Moment Table
Option 1 (Form 1889-1A, 14 July 1993,
Configuration Code AC) .......................................... WB-10
WB-6 Crew/Passenger Weight-and-Moment Table
Option 1 (Form 1889-1, 14 July 1993,
Configuration Code AD) .......................................... WB-11
WB-7 Baggage and Cabinet Weight-and-Moment Table
(Form 1890, 14 July 1993) ...................................... WB-12
WB-8 Form 1891 ................................................................ WB-13
WB-9 Weight-and-Balance Record
(Form 1892, 1 Sept. 1992) ........................................ WB-14
WB-10 Weight-and-Balance
Sample Loading Problem Cover .............................. WB-15
WB-11 Form 1891 ................................................................ WB-16
WB-12 Weight-and-Balance Worksheet
Sample Loading Problem ........................................ WB-17
WB-13 Weight and Balance Worksheet ................................ WB-22
WB-14 CitationJet Center-of-Gravity Envelope .................... WB-23
Balance
Balance, or the location of the center of gravity (CG), deals with airplane sta-
bility. The horizontal stabilizer must be capable of providing an equalizing
moment to that which is produced by the remainder of the airplane. Since the
amount of lift produced by the horizontal stabilizer is limited, the range of
movement of the CG is restricted so that proper airplane stability and con-
trol is maintained.
The aft of limits CG situation is considerably worse because the stability de-
creases. Here the horizontal stabilizer may not have enough nosedown ele-
vator travel to counteract a nose up pitching movement, resulting in a possible
loss of control.
Basic Formula
Weight x Arm = Moment
This is the basic formula upon which all weight and balance calculations are
based. Remember that the arm or CG location can be found by adapting the
formula as follows:
Arm = Moment
Weight
The above formula can be utilized to shift weight if the CG is found to be out
of limits. Use of this formula avoids working the entire problem over again
by trial and error.
DEFINITIONS
Manufacturers Empty Weight
Weight of structure, powerplants, furnishings, sys-
tems, and other items of equipment that are an
integral part of a particular configuration.
Unusable Fuel Fuel remaining after a fuel runout test has been com-
pleted in accordance with government regulations. It
includes drainable unusable fuel plus unusable por-
tion of trapped fuel.
FORMS
The Weight-and-Balance forms are discussed below, and examples of the forms
are included in Figures WB-1 through WB-9 at the end of this section. If the
airplane has a different seating configuration from the one depicted in the ex-
ample, the form appropriate to that configuration will be found in the AFM.
The airplane weight, CG arm, and moment (divided by 100) are all listed at the
bottom of this form as the airplane is delivered from the factory. Ensure that
the basic empty weight figures listed are current and have not been amended.
WEIGHT-AND-BALANCE RECORD
(FORM 1892)
The tables already have computed moments/100 for weights in various seat-
ing locations in the airplane.
Notice in the cabinet and cargo compartments tables that the last weight that
a moment/100 is listed for under the nose compartment column is 400 lb. This
corresponds to the placard limit in that compartment. Remember that this limit
is structural in nature. It is based on the maximum weight that the flooring
in that area can support. This same point applies to the aft cabin and tail cone
compartments as well.
All of the tables have arms listed for the various locations except the fuel table.
Notice that the arm varies depending on the quantity of usable fuel.
The way to plot the location of the CG on the graph is to determine the CG lo-
cation in inches aft of datum, then plot it against the weight. To determine the
CG arm, the total moment (moment x 100) is divided by the total airplane weight.
CAUTION
CERTIFIED MAXIMUM USABLE FUEL QUANTITY IS
3220 POUNDS WITH EACH WING FILLED TO THE
BOTTOM OF THE FILLER STANDPIPE. DO NOT FILL
ABOVE THE STANDPIPE, AS ADEQUATE FUEL
EXPANSION VOLUME MAY NOT BE AVAILABLE.
FUELING ABOVE THE STANDPIPE MAY RESULT IN
AS MUCH AS 3446 POUNDS OF FUEL. CHECK
WEIGHT AND BALANCE.
CitationJet
11000
243.94"
Maximum Ramp
10,500 lbs.
Maximum T/O
10,400 lbs.
10000
Maximum Land
9,700 lbs.
242.43"
8800#
9000
Maximum ZFW
8,400 lbs.
8000
240.14"
7700#
7000
lbs. 6000
239 241 243 245 247 249 251 253
240.14" inches 248.78"
Weight Adjustment:
Wt. Shifted = CG Moved Inches
Total Weight Wt. Shifted Inches
WEIGHT-AND-BALANCE RECORD
(CONTINUOUS HISTORY OF CHANGES IN STRUCTURE MODIFICATION
OR EQUIPMENT AFFECTING WEIGHT AND BALANCE)
Pilot 131.00
3 Calculate Fuel Load and Ramp Weight
Copilot 131.00
Seat 3 Item Weight
Takeoff MOM =
Takeoff CG
Takeoff Weight
Loading Information:
Total Fuel 2400 lb 6 Calculate Landing Weight
Pilot 180 lb
Item Weight
Copilot 160 lb
Passenger 180 lb Zero Fuel Weight *
Passenger 200 lb
Passenger 140 lb + Reserves
Passenger 150 lb Landing Weight
Passenger Baggage 100 lb
Cargo Package 50 lb
7
* See limitations
on reverse.
1 The first step in completing weight-and-balance computation is to determine the total weight
and moment of the payload. This is accomplished using the left portion of the worksheet.
The weights and moments of the pilots, passengers and cargo are
added to determine the total payload weight and moment. The
totals are then copied to the Weight-and-Balance Worksheet.
PAYLOAD
From the payload worksheet copy
the total payload weight and
moment onto the Payload line in
the spaces provided.
2 Calculate Zero Fuel Weight, Moment and CG
ZERO FUEL WEIGHT
Add the Basic Empty Weight and Item Weight MOM/100
the Payload weight. This is the
Zero Fuel Weight (ZFW). Enter the Basic Empty Weight
or
number in the space provided. Basic Operating Weight
RAMP WEIGHT
Add the zero fuel weight and the
total fuel load. The result is the
Ramp Weight.
Note:
The Zero Fuel Weight (ZFW) and the Ramp Weight may not exceed the certified limits.
If the Zero Fuel Weight exceeds the certified limit, passengers or cargo must be removed to reduce
the weight.
If the Ramp Weight exceeds the certified limit, either the fuel load or the payload must be reduced.
4
Calculate
Takeoff Fuel
Total Fuel
Taxi Fuel
100
TAKEOFF FUEL Takeoff Fuel
Enter the takeoff fuel weight.
(Total Fuel Load minus 100 lb.)
Using the fuel loading chart 5 Calculate Takeoff Weight, Moment and CG
provided by Cessna, determine the
moment for the takeoff fuel weight. Item Weight MOM/100
Zero Fuel Weight *
TAKEOFF WEIGHT
Add the takeoff fuel weight and the + Takeoff Fuel
zero fuel weight. The takeoff Takeoff Weight
weight must be less than the
certified limit. Takeoff MOM =
Takeoff CG
Takeoff Weight
LANDING WEIGHT
Add the landing fuel and the zero
fuel weight. The landing weight
must not exceed certified limits.
Takeoff MOM =
Takeoff Weight
247.2 Takeoff CG
Loading Information:
Total Fuel 2400 lb 6 Calculate Landing Weight
Pilot 180 lb
Item Weight
Copilot 160 lb
Passenger 180 lb Zero Fuel Weight * 7595
Passenger 200 lb
Passenger 140 lb + Reserves 1150
Passenger 150 lb Landing Weight 8745
Passenger Baggage 100 lb
Cargo Package 50 lb
7
* See limitations
on reverse.
11000
243.94"
Maximum Ramp
10,500 lbs.
Maximum T/O
10,400 lbs.
10000 4
3 Maximum Land
9,700 lbs.
Fuel
242.43" The total fuel load is determined by the mission
8800# requirements. As fuel is loaded, the weight
9000 increases vertically. The balance point moves
aft. Likewise, after takeoff, the balance point
will move forward as fuel is consumed. Fuel is
depicted as the line between 2 and 4 .
Maximum ZFW
8,400 lbs.
Payload 1
The payload includes the
crew, passengers and cargo.
The balance point (Arm)
lbs. 6000 normally moves forward as
payload increases. The
239 241 243
payload 245
is depicted as the 247 249 251 253
240.14"
line between 1 and inches
2 . 248.78" Basic Empty Weight (BEW)
The basic empty weight does not
Landing Weight include any payload or usable
The aircraft may land at any time fuel. The balance point is normally
after takeoff if the weight of the aft of the envelope boundary.
aircraft is less than the maximum The basic empty weight is
certified landing weight. The weight indicated in the diagram as 1 .
and balance point for landing will This is the point where the basic
be between point 3 (takeoff) and Weight Adjustment:
empty weight (lb.) and the empty
point 2 (zero fuel). Wt. Shifted CG Moved Inches CG arm (in.) intersect.
=
Total Weight Wt. Shifted Inches
Pilot 131.00
3 Calculate Fuel Load and Ramp Weight
Copilot 131.00
Seat 3 Item Weight
Takeoff MOM =
Takeoff CG
Takeoff Weight
7
* See limitations
on reverse.
Maximum T/O
10,400 lbs.
10000
Maximum Land
9,700 lbs.
9000
Maximum ZFW
8,400 lbs.
8000
240.14"
7700#
7000
lbs. 6000
239 241 243 245 247 249 251 253
240.14" inches 248.78"
Weight Adjustment:
Wt. Shifted = CG Moved Inches
Total Weight Wt. Shifted Inches
PERFORMANCE
CONTENTS
Page
PERFORMANCE ............................................................................ PER-1
General ................................................................................... PER-1
Standard Performance Conditions .......................................... PER-1
Single-Engine TakeoffAccelerate-Go.................................. PER-2
Single-Engine TakeoffAccelerate-Stop ............................... PER-2
Multi-Engine Takeoff .............................................................. PER-3
Landing................................................................................... PER-3
Variable Factors Affecting Performance ................................. PER-4
Definitions .............................................................................. PER-4
Noise Characteristics .............................................................. PER-8
Assumptions ........................................................................... PER-9
Weight .................................................................................. PER-12
ADVISORY PERFORMANCE INFORMATION ........................ PER-12
Definitions ............................................................................ PER-13
Wet Runway Takeoff Performance....................................... PER-13
Adverse Runway Takeoff Performance................................ PER-13
Wet and Adverse Runway Landing Performance ................ PER-14
PERFORMANCE PROBLEM ....................................................... PER-14
Answers to Performance Problems and References............. PER-24
MISSION PLANNING.................................................................. PER-32
Fuel Reserves ....................................................................... PER-34
ILLUSTRATIONS
Figure Title Page
PER-1 Part 25 Climb Profile ................................................ PER-11
PER-2 South Lake Tahoe, California Airport 11-1
Jeppesen Chart .......................................................... PER-19
PER-3 South Lake Tahoe, California 10-3A
Shole One Departure (SID) ...................................... PER-20
PER-4 South Lake Tahoe, California 11-1
LDA DME-1 RWY 18 Approach Chart .................. PER-21
PER-5 Weight and Balance Calculations.............................. PER-22
PER-6 Weight and Balance Form ........................................ PER-27
TABLES
Table Title Page
PER-1 Configurations ............................................................ PER-8
PER-2 Noise Levels .............................................................. PER-8
PER-3 A-Weighted Noise Levels ............................................PER-9
PER-4 Oxygen Supply Chart ................................................ PER-26
PER-5 Wind Correction ........................................................ PER-33
PERFORMANCE
GENERAL
Certification
The Model 525 CitationJet is certified under Part 23 Normal Category and
Part 36 Amendment 18 (noise). Takeoff and landing performance are under
special condition certification requirements and are equivalent to Part 25
which governs the certification of transport category airplanes. This ensures
Part 25 performance requirements, which basically ensures specific single-
engine climb capability throughout flight.
1. Thrust ratings, including the installation, bleed air and accessory losses.
2. Full temperature accountability within the operational limits for which the
airplane is certified.
NOTE
Should ambient air temperature or altitude be below
t h e l ow e s t t e m p e r a t u r e o r a l t i t u d e s h ow n o n
performance charts, use the performance at the low-
est value shown.
5. The takeoff performance data was obtained using the following procedures
and conditions:
SINGLE-ENGINE TAKEOFFACCELERATE-GO
a. The power was set static, then the brakes were released. Power was
retrimmed at approximately 60 KIAS.
d. The landing gear was retracted when a positive climb rate was
established.
f. Takeoff thrust was maintained to 400 feet AGL and throughout the
acceleration to VENR.
h. The climb was continued to 1,500 feet AGL at VENR using maximum
continuous single engine thrust.
SINGLE-ENGINE TAKEOFF
ACCELERATE-STOP
a. The power was set static, then the brakes were released. Power was
retrimmed at approximately 60 KIAS.
c. Maximum pilot braking effort was started at V1 and continued until the
airplane came to a stop.
MULTI-ENGINE TAKEOFF
a. The power was set static, and then the brakes were released. Power was
retrimmed at approximately 60 KIAS.
c. The landing gear was retracted when a positive climb rate was
established.
6. The landing performance was obtained using the following procedures and
conditions:
LANDING
a. Landing preceded by a steady three degree angle approach down to the
50-foot height point with airspeed at VREF in the landing configuration.
b. Two engine thrust setting during approach was selected to maintain the
three degree approach angle at VREF.
c. Idle thrust was established at the 50-foot height point and throttles
remained in that setting until the airplane had stopped.
Conditions
Wing Flaps LAND
Engines TWO ENGINES OPERATING
Landing Gear EXTENDED
Antiskid OPERATIVE
Cabin pressurization.
Anti-ice off.
DEFINITIONS
Accelerate-Stop DistanceThe distance required to accelerate to V 1 , and
abort the takeoff and come to a complete stop with maximum braking applied
at V 1 .
Altitude: AllAltitudes used in this chapter and the AFM are pressure alti-
tudes unless otherwise stated.
Additionally, the pylon inlet heaters and the pitot-static and angle-of-attack
anti-ice systems are anti-ice systems which do not affect performance.
Calibrated Airspeed (KCAS)Indicated airspeed (knots) corrected for po-
sition error and assumes zero instrument error.
Deice SystemsThe horizontal stabilizer, tail deice system is the only deice
system.
Engine Cycle: Engine operating life limits are determined by mechanical and
thermal stresses which occur during engine operation. It is therefore neces-
sary to record flight cycles (both partial and full) in addition to operating hours.
The total true cycles will be the sum of the number of full and partial cycles
accrued during each flight and must be recorded in the airplane log book for
each individual engine at the completion of each flight. Cycles will be com-
puted as follows:
1. Full Cycle:
a. Engine start, takeoff power setting, followed by engine shut-
down, regardless of duration.
b. In flight start.
2. Partial Cycle:
a. A touch-and-go landing shall be recorded as 0.50 cycle.
b. A full stop landing without engine shutdown shall be recorded
as 0.50 cycle.
c. Ground running: Idle to max continuous thrust shall be recorded
as 0.50 cycle.
Engine Out Accelerate-Go DistanceThe horizontal distance from brake
release to the point at which the airplane attains a height of 35 feet above the
runway surface, on a takeoff during which an engine is recognized to have
failed at V 1 and the takeoff is continued.
Gross Climb GradientThe climb gradient that the airplane can actually
achieve with ideal ambient conditions (smooth air).
Landing DistanceThe distance from a point 50 feet above the runway sur-
face to the point at which the airplane would come to a full stop on the runway.
Reference ZeroThe point in the takeoff flight path at which the airplane is
35 feet above the takeoff surface and at the end of the takeoff distance required.
Takeoff Field LengthThe Takeoff Field Length given for each combina-
tion of gross weight, ambient temperature, altitude, wind and runway gradi-
ents is the greatest of the following:
V2 Takeoff Safety Speed. This climb speed is the actual speed at 35 feet
above the runway surface as demonstrated in flight during takeoff
with one engine inoperative.
V 35 This climb speed is the actual speed at 35 feet above the runway
surface as demonstrated in flight during takeoff with both engines
operating.
V APP The landing approach climb airspeed (1.3 V S1 ) with 15 flap posi-
tion, landing gear UP.
V MCA Minimum airspeed in the air at which directional control can be main-
tained, when one engine is suddenly made inoperative. V MCA is a
function of engine thrust which varies with altitude and temperature.
The V MCA presented in the AFM was determined for maximum take-
off thrust. V MCA = 92 KIAS.
V MO/
M MO Maximum operating limit speed.
V REF The airspeed equal to the landing 50-foot point speed (1.3 V SO )
with landing flaps and landing gear extended.
V SO The stalling speed or the minimum steady flight speed in the land-
ing configuration (Table PER-1).
MAXIMUM
ENROUTE CLIMB 1 CONTINUOUS SINGLE UP UP
ENGINE THRUST
APPROACH CLIMB 1 TAKEOFF 15 UP
LANDING CLIMB 2 TAKEOFF 35 DOWN
NOISE CHARACTERISTICS
Certified Noise Levels
The following noise levels (Table PER-2) were established using test data ob-
tained and analyzed under procedures of Part 36, Amendment 18. The
CitationJet complies with Part 36, Stage 3 requirements.
TAKEOFF 73.4
SIDELINE 83.6
APPROACH 89.5
Takeoff and sideline noise levels were obtained at a takeoff weight of 10,400
pounds with 15 flaps and climb speed of 119 KIAS. For takeoff, thrust was
cut back from takeoff N 1 to 84.4% N 1 at 2,647 feet AGL. Approach data was
obtained at 9,700 pounds, landing gear down, flaps 35 and 118 KIAS.
Takeoff and sideline noise levels were obtained at a takeoff weight of 10,400
pounds with 15 flaps and climb speed of 119 KIAS. For takeoff, thrust was
cut back from takeoff N 1 to 84.4% N 1 at 2,647 feet AGL. Approach data was
obtained at 9,700 pounds, landing gear down, flaps 35 and 118 KIAS.
ASSUMPTIONS
The data obtained from the tables in the AFM is based upon the previously
discussed conditions and factors. In addition, each chart or table lists the spe-
cific conditions that apply to it. The following discussions expand or clarify
these areas.
distance is the limiting factor because if the runway available meets or ex-
ceeds the runway required, the airplane can abort or continue the takeoff within
the allowable distance.
The takeoff field length is also based on holding the brakes while setting the
N 1 rpm to the value computed for the pressure altitude and temperature con-
ditions. Once the N 1 is set and stabilizes, the brakes are released. No data or
corrections to date are published for running takeoffs.
Landing Distance
The landing distance tables are based upon the airplane arriving at a point 50
feet above the landing runway threshold with the airspeed at V REF , pre-
ceded by a 3-degree approach angle. The power is reduced to idle at 50 feet,
and maximum wheel braking is initiated upon nosewheel contact and continues
throughout the landing roll. The landing distance obtained from the tables is
the total distance from the threshold to the point where the airplane comes to
a complete stop.
Antiskid
The power brake system with antiskid is standard equipment; therefore, all
of the takeoff and landing distances obtained from the AFM are predicated
on an operative antiskid system. If the antiskid is inoperable, then both the
takeoff field length and landing distance obtained from the AFM must be in-
creased by 40%.
Takeoff Speeds
V 1 is defined in the AFM as the takeoff decision speed. If the engine fails below
V 1 , the takeoff must be aborted since the accelerate-go distance is based on
twin-engine acceleration to that point. Engine failure past V 1 dictates con-
tinuing the takeoff since the accelerate-stop distance is based on applying the
brakes at V 1 .
V 2 is defined as the takeoff safety speed. The airplane must accelerate to this
speed in the takeoff configuration at a point 35 feet above the runway. This
speed is maintained through gear retraction to 400 feet AGL. V 2 is the speed
the manufacturer determines in order to assure the minimum specified climb
gradient in the second segment of the climb, which is 2.4% gross climb gra-
dient (Part 25). For all practical purposes, V 2 could be equated to V XSE , or
best angle-of-climb speed, single engine.
V ENR is the single-engine enroute climb speed. This is the only speed that
the final segment of the Part 25 climb profile is based on. It could be equated
to the best rate-of-climb speed, single-engine or V YSE .The Part 25 climb
profile (Figure PER-1) is the standard that all transport category airplanes are
certificated to. The airplane must be flown in accordance with this profile dur-
ing single-engine takeoffs to ensure the specified climb performance and, most
importantly, obstacle clearance.
Reference zero is the point at the end of the takeoff field length where the
airplane is at least 35 feet in the air. It is at this point that gear retraction is
assumed to begin. The airplane speed is V 2 . Obstructions are measured in Part
25 from reference zero.
The first segment of the climb profile begins at reference zero and ends when
the landing gear is up and locked. There is no minimum specified climb gra-
dient other than a positive climb. The airplane cannot level out or descend
with the speed at V 2 .
The second segment of the profile begins when the gear is up and locked. The
pitch attitude must be increased slightly in order to maintain V 2 since the drag
of the extended landing gear has been eliminated. The airplane now must
demonstrate a minimum gross climb gradient of 2.4%. This particular seg-
ment is usually the limiting segment when weight reductions for climb re-
quirements are required. This segment ends at 400 feet AGL or obstruction
clearance altitude.
The airplane now enters the third segment of the profile. This segment has
no climb requirement since it is an acceleration segment. The airplane is ac-
celerated through V 2 , the flaps are retracted, and the acceleration is contin-
ued to VENR. During this segment, the power is reduced to maximum continuous
if the 5-minute limitation on takeoff power has expired.
The pitch attitude is increased to maintain V ENR , the thrust is reduced to max-
imum continuous, and the airplane enters the final segment. The minimum
required gross climb gradient in this segment is 1.2%. Even though the
airplane is climbing at a greater rate than in the second segment, it is cover-
ing much more horizontal distance; therefore the gradient achieved decreased
from that in the second segment. This underscores the importance of climb-
ing at V 2 until 400 feet. The final segment ends at 1,500 feet where the air-
plane is considered to be enroute.
Remember that the Part 25 climb profile only applies during single-engine
takeoff situations. During a normal two-engine takeoff, the airplane will ex-
ceed all of the required gradients.
WEIGHT
Weight is the performance variable which is most easily controlled by the crew.
The discussion of performance boils down to the single fact that the airplane
must be at or below a given weight in order to obtain a specific performance
parameter, whether it is a climb gradient, field length, etc.
WARNING
DEFINITIONS
Runway Contaminated by Compacted SnowA runway is considered con-
taminated by compacted snow when covered by snow which has been com-
pressed into a solid mass which resists further compression and will hold
together or break into lumps if picked up.
NOTE
If the runway has a gradient, the dry takeoff field
length must be adjusted in accordance with the
takeoff correction factors in Section IV before ap-
plying Figure 7-5 or Figure 7-6.
NOTE
If the runway has a downhill gradient, the dry land-
ing distance must be adjusted in accordance with
the landing distance correction factors in Section
IV before applying Figure 7-7 or Figure 7-8.
PERFORMANCE PROBLEM
The following performance problem is offered for your practice and review
(Figures PER-2 through PER-9).
To complete this performance problem you will need the following references
and materials.
Part 91
b. How much additional fuel is required to meet the requirement for IFR
fuel reserves?
c. What is the total fuel load you will need for the flight?
e. How long will the oxygen last at a cabin altitude (See Table PER-4) of
25,000 ft.?
2. Weight and Balance: When you depart on September 22nd you will
have the following passengers and cargo:
Aircraft
CGArm
Passenger
Pilot 190
Copilot 160
Passenger 175
Passenger 160
Cargo
Hang-up Bags 50
Engineers Luggage 50
Survey Kit 40
d. What is the maximum amount of cargo you can place in the nose
compartment?
NOTE
Use Figure PER-6 Weight and Balance Form for cal-
culations and compare your numbers with Figure
PER-5. Use the standard AC seating configuration
chart for crew and passengers in the weight and bal-
ance pages.
3. Equipment: When the landing gear was extended to land at South Lake
Tahoe, the antiskid annunciator light came on and stayed on. On land-
ing roll there was no antiskid.
a. If the antiskid is inoperative and you could not obtain repairs at South
Lake Tahoe,
b. If the navigation light on the right wing tip is burned out and you
cannot obtain a new bulb at South Lake Tahoe,
f. What takeoff gross weight will guarantee 5.0% net climb gradient
through 9,000 feet MSL for both 0 and 15 flap settings?
g. What flap setting will you use for takeoff and why?
h. Will the pilot be able to complete the flight as originally planned on the
weight and balance sheet?
i. The object is to fly. What will the pilot do to complete the flight?
o. The Part 25 0 and 15 flap flight path profile distances are increased
by what factor with anti-ice on?
r. If the engine fails after V1 and you are in the clouds at V2 at 100 feet,
will you level off at the Part 25-400 foot AGL altitude?
5. Climb: The ceiling was higher than forecast. You entered the clouds
at 1,100 feet AGL and broke out on top at 15,000 feet.
a. How long will it take you to climb to FL370 using a maximum rate
climb?
d. What is the highest Flight Level attainable after takeoff without a step
climb?
e. If you returned to Tahoe for an emergency landing 15 minutes after
takeoff, what is the landing distance?
f. What is your adjusted landing distance if the runway is wet < 0.01
inch? (AFM Advisory Information Tab)
b. What are two things you can do to arrive at Denver with the same fuel
reserves as originally planned?
7. Descent: Denver weather is VFR. Fifty miles from Denver you are ad-
vised that due to traffic you will be required to hold at 20,000 feet.
The temperature is 15 C and 6,000 feet pressure altitude with calm
winds.
a. If you arrive at the holding fix with 1,200 pounds of fuel, how long can
you hold?
8. Landing: You are cleared to land with 500 pounds of fuel remaining.
Figure PER 8 may be helpful.
a. What is your VAPP and VREF speed and landing distance?
Figure PER-2. South Lake Tahoe, California Airport 11-1 Jeppesen Chart
Item Weight
Zero Fuel Weight * 7247
+ Reserves 500 600
Landing Weight
7747 7847
7
* See limitations
on next page.
ANSWERS TO PERFORMANCE
PROBLEMS AND REFERENCES
Questions based on 10,400 pounds conservative takeoff gross weight.
1. Flight Planning
a. Trip/flight time: 2+10 (Ref: O.M., Figure 7-15 (7 of 9)
Trip/flight fuel: 1,700 pounds
This is 100 pounds taxi fuel + 1,600 pounds flight fuel = 1,700 pounds.
c. Least fuel required: 1,700 lbs + 500 lbs = 2,200 lbs @ 239 KTAS
Conservative: 1,700 lbs + 838 lbs @377 KTAS
(Use 600 on the weight and balance sheet)
(Ref: From 1a to 1b)
d. See Part 91.211 (b) (i): 10 for each occupant plus more if cabin
pressure goes above 12,500 feet MSL.
c. =246.7 inches
d. 400 lbs
(Ref: Placard in the nose compartment or see
Weight and Moment table in AFM, page 6-11,
Figure 6-2, nose compartment, FS 14.00
400 lbs is the maximum listed.)
3. Equipment
a. Yes. See (KOEL) Kinds of Operating Equipment List in the AFM
limitations (Authority).
NOTE
Cockpit masks are assumed to be at the normal set-
ting of 20,000 feet cabin altitude, with a respiratory
rate or 10 liters per minutebody temperature pres-
sure saturated and at 100% setting at and above
25,000 feet.
Item Weight
Zero Fuel Weight *
+ Reserves
Landing Weight
7
* See limitations
on next page.
ANSWERS TO PERFORMANCE
PROBLEMS AND REFERENCES (CONTD)
4. Takeoff
a. Yes
(Ref: Part 91 not addressed)
b. A positive climb (Ref: Figure PER-11)
c. 2.4 % () 0.8 % = 1.6% Net CL gradient
(Ref: AFM, Performance, Definitions
Net Climb Gradient page 4-9)
d. 200 ft/NM Rise Run 200 600 = 3.3% (Ref: AIM 5-2-6b.3)
(Ref: Figure PER-2)
e. IFR departure procedure 400 ft/NM to
8,300 ft MSL using runway 36
Rise Run = 400 ft NM = 400 ft 6,000 ft = 6.6% Net CL Gradient
to 8,300 ft MSL.
OR
10-3A Shole 1 SID, 5% to 9000 ft MSL using runway 36
(Ref: Figure PER-3)
f. 0 flaps, takeoff GWT:
9,600 lbs @ 6,000 PA/15 C (Ref: Figure 4-30 [3 of 8])
9,000 lbs @ 9,000 feet PA @ (8,300 ft and 10C [6 of 8]).
15 flaps takeoff GWT: 9,000 lbs @ 6,000 ft PA/15 C
(Ref AFM Figure 4-31 [Sheet 4 of 6])
8,400 lbs @ 9,000 feet PA @ (8,300 feet and 10 C)
(Ref: AFM Figure 4-31 [Sheet 6 of 6]).
9,600/9,000 lbs Ave 0 flap GWT = 9,300 lbs 8,500/7,600 lbs.
9,000/8,400 Ave 15 flaps GWT 8,700 lbs.
Data block for takeoff:
Takeoff GWT 0 flaps ................8,250 lbs
Takeoff GWT 15 flaps..............8,050 lbs
Pressure altitude........................6,000 feet
Temperature .......................................15 C
WX 500 feet overcast .....................1/2 sm
Wind ...................................................330/2
Runway ...............................357 magnetic
Flaps .......................................................15
Engine A/IO.........................................OFF
HWC...................................................17 kts
CL gradient .........................................5.0%
g. 0 flaps (Ref: 4f above) to carry more fuel
h. No
i. Load 147 lbs less fuel to make climb gradient 5%, use FL 370 LRC
power setting, and refer to answer 1b. Use the LRC minimum fuel
reserve at destination (150 lbs).
j. 6,264 6,251 = 13 feet and 13 8,544 = 0.1% (negligible)
NO RWY GRADIENT
(Ref: Figure PER-2)
k. 0 TFL 5,160 ft @ 9,300 lbs
(Ref: AFM Figure 4-19 [13 of 30])
15 TFL 3,260 ft @ 8,700 lbs
(Ref: AFM Figure 4-21 [14 of 22])
l. 5,160 ft less 3,260 ft = 1,900 ft more TFL
(Ref: See answer k)
m. All @ 4% loss (net climb gradient)
(Ref: 1st segment 0 flap Figure 4-28 [1 of 4])
(Ref: 2nd segment 15 flap Figure 4-29 [1 of 3])
(Ref: 1st segment 0 flap Figure 4-30 [1 of 8])
(Ref: 2nd segment 15 flap Figure 4-31 [1 of 6])
n. 5% plus 4% loss (anti-ice on) = 9.0% net climb gradient actual
aircraft performance
o. 0 = 2.5 (Ref: AFM Figure 4-23)
15 = 3.0 (Ref: AFM Figure 4-26)
p. 35 ft (Ref: Part 25)
q. 48 ft per nautical mile (Ref: AIM 5-2-6 b. 2.)
r. No. Level off at safe altitude, i.e. obstruction clearance altitude
MEA, or assigned altitude (not 400 ft AGL).
s. Maintain TOP, V 2 , takeoff flap setting and do not change,
maximum bank 15.
(Ref: Part 25 1st and 2nd climb gradient criteria)
Maximum rate, ISA Flaps 0
Anti-ice on 6K-15K feet GWT 9,300 lbs
SL to 15K (-) SL to K = Total 6K to 15K anti-ice on
: 06 : 02 : 04
17 NM 5 NM 12 NM + 4 =
15 NM wind effect
135 lbs 46 lbs 89 lbs
2,368 ft/min 2,844 ft/min
(Ref: O.M. Figure 7-20 [2 of 2])
s. (Continued)
Anti-ice off 15K-37K
SL to 37K () SL to 15K = Total 15K to 37K anti-ice off
: 21 : 05 : 16
78 NM 16 NM 62 NM
347 NM 121 NM 226 lbs
698 ft/min 2,678 ft/min
(Ref: O.M. Figure 7-20 [1 of 2])
5. Climb
a. SL to 15K anti-ice on: 04
15K to 37K anti-ice off: 16
Total: 20 time 6K to 37K,z
(Ref: Climb data above)
b. SL to 15K anti-ice on: 89 lbs
15K to 37K anti-ice off: 226 lbs
Total: 315 lbs
(Ref: Climb data above)
c. 689 ft/min anti-ice off (Ref: Climb data above)
d. FL 390 (See asterisk) (Ref: O.M. Figure 7-20 [1 of 2])
e. Takeoff GWT ...........................9,300 lbs
Flaps ......................................................0
Pressure altitude ........................6,000 ft
Temperature ...................................15 C
Ceiling.........................................1,100 ft
Visibility .......................................1/2 sm
Wind ..............................................330/20
Runway ...................36 (357 magnetic)
Engine anti-ice ........Off below 8,500 ft
HWC.............................................+17 kts
Estimated landing GWT:
9,300
315 climb fuel
8,985 (use 9,100 lbs)
6. Enroute
a. 1,875 lbs
1,700 lbs
175 lbs based on original conditions at 10, 400 lbs
(Ref: O.M Figure 7-15 [7 of 9])
b. Go 4,000 ft higher (FL 410 if possible) or use F370 NCT in lieu
of MCT.
(Ref: O.M. Figure 7-15 [9 of 9])
(Ref: O.M. Figure 7-16 [6 of 7])
c. Approximate GWT 8,800 lbs, FL 270
(Ref: O.M. Figure 7-23 [9 of 10])
d. Cruising at 37,000 ft with 50 KTWC doing 56 NM/100 ISA and
57.9 NM/100 ISA = 10 C
N 8,800 lbs
Use 9,000 lbs
50 Kt TWC
58.5-56.4 56.4 = 3.7% more fuel
(Ref: Figure 7-22 [14 of 16])
7. Descent
a. Fuel for hold equals 1,200 600 reserves = 600 lbs to hold
Anti-ice off, 8,000 lbs GWT, 20K, 140KIAS, 446 pph
60 min 446 X 600 = 80.7 min
(Ref: O.M. Figure 7-25)
b. 140 lbs
(Ref: O.M. Figure 7-25)
8. Landing
a. GWT ..........................................7,747 lbs
Temperature ...................................15 C
Pressure altitude ........................6,000 ft
Winds ...............................................Calm
Landing distance .......................2,820 ft
V APP 105 and V REF 98
(Ref: O.M. Figure 4-35 [14 of 30])
b. 244.9 OK. See weight and balance sheet:
Pick off CG for known GWT 7,747 lbs.
(Ref: Weight and balance sheet)
c. 1.7 (Ref: AFM Figure 7-1)
MISSION PLANNING
Criteria
The following mission planning table provides flight time and fuel burn
statistics for selected distances and altitudes.
Flight time represents the time for the climb, cruise, and descent portion of
the mission. No allowance has been added for taxi, takeoff, or approach. Fuel
burn represents the total amount of fuel consumed for taxi, climb, cruise, and
descent. There is a taxi allowance of 80 pounds of fuel included in all fuel
burn figures. IFR fuel reserves are considered in each case but are not included
in the fuel burn figure.
The mission planning table reflects a climb using the cruise climb and max-
imum cruise thrust, and descent using the high-speed descent schedule.
Standard day conditions are assumed with zero wind enroute. The effects of
wind can be determined from the wind correction factors table (Table PER-
5). Apply the wind correction factor to the zero wind flight time and fuel burn
to estimate the impact of wind.
FUEL RESERVES
Fuel reserves are based on three passengers, standard day, and zero wind.
ILLUSTRATIONS
INTRODUCTION
Experience has shown that adherence to SOPs helps to enhance individual and
crew cockpit situational awareness and will allow a higher performance level
to be attained. Our objective is for standards to be agreed upon prior to flight
and then adhered to, such that maximum crew performance is achieved. These
procedures are not intended to supercede any individual company SOP, but
rather are examples of good operating practices.
COMMON TERMS
PIC Pilot in Command
F Pilot Flying
B Both
CLUES TO IDENTIFYING:
Loss of Situational Awareness
Links in the Error Chain
2. UNDOCUMENTED PROCEDURE
3. DEPARTURE FROM SOP
4. VIOLATING MINIMUMS OR LIMITATIONS
5. NO ONE "FLYING AIRPLANE"
6. NO ONE "LOOKING OUT WINDOW"
7. COMMUNICATIONS
8. AMBIGUITY
HUMAN
9. UNRESOLVED DISCREPANCIES
10. PREOCCUPATION OR DISTRACTION
11. CONFUSION OR EMPTY FEELING
12.
LEADERSHIP STYLES
LAISSEZ-
AUTOCRATIC AUTHORITARIAN DEMOCRATIC
FAIRE
STYLE LEADERSHIP LEADERSHIP
STYLE
(EXTREME) STYLE STYLE
(EXTREME)
PARTICIPATION
LOW HIGH
1. Review the departure procedure (route and altitude, type of takeoff, sig-
nificant terrain features, etc.).
3. Review required callouts, unless standard calls have been agreed upon,
in which case a request for "Standard Callouts" may be used.
NAdvises the pilot of current destination weather, approach in use, and spe-
cial information pertinent to the destination.
REMEMBER
Questions enhance communication flow.
Don't give in to the temptation to ask questions when Advocacy is required.
Use of Advocacy or inquiry should raise a "red flag."
HINTS:
Identify the problem:
EVALUATE
RESULT RECOGNIZE Communicate it
NEED
Achieve agreement
IDENTIFY Obtain commitment
AND
IMPLEMENT DEFINE Consider appropriate SOP's
PROBLEM
RESPONSE
Think beyond the obvious
COLLECT alternatives
FACTS
Make decisions as a result
SELECT A
RESPONSE IDENTIFY
ALTERNATIVES
of the process
WEIGH IMPACT
OF ALTERNATIVES
Resist the temptation to
make an immediate decision
and then support it with facts
FTransfers control of the aircraft to the pilot not flying, advising, You have
control, heading _________, altitude ___________ and special in-
structions. (Communications duties should be transferred back to the
pilot not flying at this point.)
FAt the completion of the approach briefing, the pilot flying advises,
Approach Briefing Complete.
NOTE
The above sequence should be completed prior to the FAF.
NOTE
During the above sequence, the terms F and N have not been re-
versed during the time that transfer of control occurs.
ALTITUDE CALLOUTS
ENROUTE
1000 Feet Prior to Level Off
N F
APPROACHPRECISION
N F
OR
Minimums, runway at CONTINUING
(clock position)
OR
Minimums, runway not in sight GO AROUND
APPROACHNONPRECISION
N F
Minimums LEVEL
OR
OR
IAS 10 KIAS
Heading 10 enroute
5 on approach
Bank in excess of 30
RECURRENT SYLLABUS
CONTENTS
Page
GENERAL INFORMATION ............................................................ RS-1
Specialty Curriculum61.58 ................................................ RS-1
Type of Aircraft: Citation Jet (CE-525) ................................... RS-1
Curriculum Prerequisites ......................................................... RS-1
GROUND TRAINING CURRICULUM SEGMENT ...................... RS-2
Programmed Training Hours.................................................... RS-2
Curriculum Segment Outline ................................................... RS-2
Training Module Outlines ........................................................ RS-4
FLIGHT TRAINING CURRICULUM SEGMENT....................... RS-13
Curriculum Segment Outline ................................................. RS-13
Programmed Training Hours ................................................. RS-14
Flight Training Module Outlines ........................................... RS-16
GRADING AND EVALUATION ................................................... RS-21
COMPLETION STANDARDS....................................................... RS-22
ILLUSTRATIONS
Figure Page
RS-1 Typical 91 or 135 Pilot Recurrency Schedule................ RS-24
TABLES
Table Title Page
RS-1 Flight Simulator as a 91 Crew.......................................... RS-15
RS-2 Flight Simulator for 91 Single Pilots ............................... RS-15
RS-3 Flight Simulator as a 135 Crew........................................ RS-15
RS-4 Flight Simulator for 135 Single Pilots ............................. RS-16
RECURRENT SYLLABUS
GENERAL INFORMATION
SPECIALTY CURRICULUM61.58
This CFR 142 Training Center approved course satisfies the requirements
of PIC Proficiency Check: Operation of aircraft requiring more than one
pilot flight crew member. A 142 approved Level C Simulator is used with
approved school, curriculum, instructors, and course.
NOTE
Completion of the 61.63 or 61.157 Core
Curriculums satisfies the requirements of the 61.58
curriculum.
CURRICULUM PREREQUISITES
A pilot may enroll in the 61.58 curriculum if that person holds:
TOTAL 13.0
B. Performance Module
Aircraft Systems
The training modules presented in the aircraft systems subject area consist
of a breakdown of the various systems of the aircraft. These modules may be
taught in any sequence; however, all modules will be covered.
A. Aircraft General
B. Master Warning
C. Lighting
D. Powerplant
E. Fire Protection
F. Electrical
G. Fuel
H. Hydraulics
I. Thrust Attenuators
K. Flight Controls
L. Pneumatics
M. Air Conditioning
N. Pressurization
O. Oxygen
Q. Avionics
Systems Integration
Systems Integration provides the pilot with instruction on aircraft systems in-
terrelationships with respect to normal, abnormal, and emergency procedures.
Pilots will be introduced to, and will exercise in, the elements of Crew Resource
Management as part of the integration process, including, but not limited to
such elements as: Situational Awareness and the Error Chain, Synergy and Crew
Concept, and Workload Assessment and Time Management. Systems Integration
training is conducted during a separate Ground Training session.
Completion Standards
A. Aircraft SystemsThe pilot must demonstrate adequate knowledge of
the aircraft systems, performance, and flight planning by successfully
completing a knowledge test with a minimum score of 80% that is
corrected to 100%.
2. Operations
3. Limitations
B. Performance Module
2. Operations
3. Limitations
3. Limitations Section
5. Systems Description
1. Windshear Weather
2. Respiration
2. Communication
5. Briefing
6. Reliance on Automation
8. Stress
1. General
b. Training Manuals
c. System Description
(1) Structures
(3) Publications
2. Operations
3. Limitations
1. General
a. Rotary Test
b. Annunciators
2. Operations
C. Lighting Module
1. General
a. Interior Lighting
b. Exterior Lighting
c. Annunciators
2. Operations
D. Powerplant Module
1. General
a. System Description
e. Synchronizing
f. Annunciators
2. Operations
3. Limitations
a. General
(2) Controls
(3) Annunciators
(4) Servicing
b. Operations
a. General
(2) Controls
(3) Annunciators
(4) Servicing
b. Operations
a. Location
b. Preflight
F. Electrical Module
1. General
a. System Description
b. DC Power
d. Annunciators
2. Operations
3. Limitations
G. Fuel Module
1. General
a. System Description
b. Fuel Storage
c. Controls
e. Annunciators
f. Preflight/Servicing/Postflight
2. Operations
3. Limitations
H. Hydraulics Module
1. General
a. System Description
2. Operations
3. Limitations
1. General
a. System Description
c. Annunciators
2. Operations
3. Limitations
1. General
a. System Description
d. Annunciators
e. Nosewheel Steering
2. Operations
3. Limitations
1. General
d. Stall Warning
f. Yaw Damping
2. Operations
3. Limitations
L. Pneumatics Module
1. General
a. System Description
b. Distribution
c. Controls
d. Annunciators
2. Operations
3. Limitations
M. Air-Conditioning Module
1. General
a. System Description
b. Distribution
c. Controls
d. Annunciators
2. Operations
3. Limitations
N. Pressurization Module
1. General
a. System Description
d. Annunciators
2. Operations
3. Limitations
O. Oxygen Module
1. General
a. System Description
2. Operations
3. Limitations
1. General
a. System Description
b. Protected Areas
c. Controls and Indicators
2. Operations
a. Anti-ice System
b. Deice System
3. Limitations
Q. Avionics Module
1. General
a. Communications
b. Standard Flight Instruments
c. Navigation Equipment
d. Automatic Flight Systems
e. Controls and Components
f. Indicators and Indications
g. Annunciators
2. Operations
3. Limitations
Day 1
Systems Integration Module .......................................................................... 0.5
Day 2
Systems Integration Module .......................................................................... 0.5
NOTE
Systems Integration Training is conducted during
separate ground training sessions.
the following tables. The Pilot Flying (PF) and Pilot Not Flying (PNF) are
also specified in the following tables. Landings accomplished in a level A
simulator cannot be counted for landing credit toward program completion.
* Three options are available to the pilot based on the pilots personal
training needs. Option 1 is a Line Oriented Flight Training lesson
(Progressive Check completed). Option 2 is a Pilot Proficiency Check
flown in accordance with 61.58 (Progressive Check not completed).
Option 3 is a review of systems, normal and abnormal operations, flight
characteristics, or instrument approach procedures, as determined by
the trainee and the instructor (Progressive Check completed).
Flight training for approaches conducted as part of core or specialty curricula will
be accomplished using guidance and criteria for stabilized approaches provided
by the operator or as specified by the Federal Aviation Administration.
a. Preparation
b. Surface Operation
(1) Starting
(2) Taxi
c. Takeoff
d. Enroute
f. Approaches
(3) Holding
g. Landings
(1) Windshear/Microburst
b. Electrical
c. Autopilot
f. Communications Equipment
g. Navigation Systems
a. Powerplant Malfunctions
b. Electrical Systems
a. Takeoff
b. Enroute
c. Descent
d. Approaches
e. Landings
f. Postflight Procedures
a. Pneumatic/Pressurization
b. Air Conditioning
c. Hydraulic
d. Flight Controls
a. Aircraft Fires
b. Smoke Control
c. Powerplant Malfunctions
d. Hydraulic Systems
g. EFIS Failure
a. Preflight Procedures
b. Ground Operations
d. Inflight Maneuvers/Procedures
e. Instrument Procedures
h. Emergency Procedures
i. Postflight Procedures
COMPLETION STANDARDS
Completion is based on proficiency. Syllabus times are estimates. Pilots must
demonstrate satisfactory performance through formal and informal exami-
nations in the classroom and flight simulator, and in flight to ensure they meet
the knowledge and skill requirements necessary to meet the course objectives.
The Minimum Acceptable Performance Guidelines are as follows:
Each pilot shall fly the flight simulator and/or aircraft within the ap-
propriate standard. Depending on the type of operation, passenger seat-
ing, configuration within the aircraft, and/or pilots level of
certification, the tolerance of the appropriate standard will be speci-
fied in one of the following publications:
Precision Nonprecision
IFR Approaches............................................ 1/4 scale 1/4 scale deflection
deflection* 5 bearing pointer
*During a precision approach, allow no more than 1/4 scale deflection of ei-
ther the glide slope or localizer indications to decision height, the missed ap-
proach point, or the point over the runway where glide slope must be abandoned
to accomplish a normal landing.
RECURRENT SYLLABUS
CONTENTS
Page
GENERAL INFORMATION ............................................................ RS-1
Specialty Curriculum61.58 ................................................ RS-1
Type of Aircraft: Citation Jet (CE-525) ................................... RS-1
Curriculum Prerequisites ......................................................... RS-1
GROUND TRAINING CURRICULUM SEGMENT ...................... RS-2
Programmed Training Hours.................................................... RS-2
Curriculum Segment Outline ................................................... RS-2
Training Module Outlines ........................................................ RS-4
FLIGHT TRAINING CURRICULUM SEGMENT....................... RS-13
Curriculum Segment Outline ................................................. RS-13
Programmed Training Hours ................................................. RS-14
Flight Training Module Outlines ........................................... RS-16
GRADING AND EVALUATION ................................................... RS-21
COMPLETION STANDARDS....................................................... RS-22
ILLUSTRATIONS
Figure Page
RS-1 Typical 91 or 135 Pilot Recurrency Schedule................ RS-24
TABLES
Table Title Page
RS-1 Flight Simulator as a 91 Crew.......................................... RS-15
RS-2 Flight Simulator for 91 Single Pilots ............................... RS-15
RS-3 Flight Simulator as a 135 Crew........................................ RS-15
RS-4 Flight Simulator for 135 Single Pilots ............................. RS-16
RECURRENT SYLLABUS
GENERAL INFORMATION
SPECIALTY CURRICULUM61.58
This CFR 142 Training Center approved course satisfies the requirements
of PIC Proficiency Check: Operation of aircraft requiring more than one
pilot flight crew member. A 142 approved Level C Simulator is used with
approved school, curriculum, instructors, and course.
NOTE
Completion of the 61.63 or 61.157 Core
Curriculums satisfies the requirements of the 61.58
curriculum.
CURRICULUM PREREQUISITES
A pilot may enroll in the 61.58 curriculum if that person holds:
TOTAL 13.0
B. Performance Module
Aircraft Systems
The training modules presented in the aircraft systems subject area consist
of a breakdown of the various systems of the aircraft. These modules may be
taught in any sequence; however, all modules will be covered.
A. Aircraft General
B. Master Warning
C. Lighting
D. Powerplant
E. Fire Protection
F. Electrical
G. Fuel
H. Hydraulics
I. Thrust Attenuators
K. Flight Controls
L. Pneumatics
M. Air Conditioning
N. Pressurization
O. Oxygen
Q. Avionics
Systems Integration
Systems Integration provides the pilot with instruction on aircraft systems in-
terrelationships with respect to normal, abnormal, and emergency procedures.
Pilots will be introduced to, and will exercise in, the elements of Crew Resource
Management as part of the integration process, including, but not limited to
such elements as: Situational Awareness and the Error Chain, Synergy and Crew
Concept, and Workload Assessment and Time Management. Systems Integration
training is conducted during a separate Ground Training session.
Completion Standards
A. Aircraft SystemsThe pilot must demonstrate adequate knowledge of
the aircraft systems, performance, and flight planning by successfully
completing a knowledge test with a minimum score of 80% that is
corrected to 100%.
2. Operations
3. Limitations
B. Performance Module
2. Operations
3. Limitations
3. Limitations Section
5. Systems Description
1. Windshear Weather
2. Respiration
2. Communication
5. Briefing
6. Reliance on Automation
8. Stress
1. General
b. Training Manuals
c. System Description
(1) Structures
(3) Publications
2. Operations
3. Limitations
1. General
a. Rotary Test
b. Annunciators
2. Operations
C. Lighting Module
1. General
a. Interior Lighting
b. Exterior Lighting
c. Annunciators
2. Operations
D. Powerplant Module
1. General
a. System Description
e. Synchronizing
f. Annunciators
2. Operations
3. Limitations
a. General
(2) Controls
(3) Annunciators
(4) Servicing
b. Operations
a. General
(2) Controls
(3) Annunciators
(4) Servicing
b. Operations
a. Location
b. Preflight
F. Electrical Module
1. General
a. System Description
b. DC Power
d. Annunciators
2. Operations
3. Limitations
G. Fuel Module
1. General
a. System Description
b. Fuel Storage
c. Controls
e. Annunciators
f. Preflight/Servicing/Postflight
2. Operations
3. Limitations
H. Hydraulics Module
1. General
a. System Description
2. Operations
3. Limitations
1. General
a. System Description
c. Annunciators
2. Operations
3. Limitations
1. General
a. System Description
d. Annunciators
e. Nosewheel Steering
2. Operations
3. Limitations
1. General
d. Stall Warning
f. Yaw Damping
2. Operations
3. Limitations
L. Pneumatics Module
1. General
a. System Description
b. Distribution
c. Controls
d. Annunciators
2. Operations
3. Limitations
M. Air-Conditioning Module
1. General
a. System Description
b. Distribution
c. Controls
d. Annunciators
2. Operations
3. Limitations
N. Pressurization Module
1. General
a. System Description
d. Annunciators
2. Operations
3. Limitations
O. Oxygen Module
1. General
a. System Description
2. Operations
3. Limitations
1. General
a. System Description
b. Protected Areas
c. Controls and Indicators
2. Operations
a. Anti-ice System
b. Deice System
3. Limitations
Q. Avionics Module
1. General
a. Communications
b. Standard Flight Instruments
c. Navigation Equipment
d. Automatic Flight Systems
e. Controls and Components
f. Indicators and Indications
g. Annunciators
2. Operations
3. Limitations
Day 1
Systems Integration Module .......................................................................... 0.5
Day 2
Systems Integration Module .......................................................................... 0.5
NOTE
Systems Integration Training is conducted during
separate ground training sessions.
the following tables. The Pilot Flying (PF) and Pilot Not Flying (PNF) are
also specified in the following tables. Landings accomplished in a level A
simulator cannot be counted for landing credit toward program completion.
* Three options are available to the pilot based on the pilots personal
training needs. Option 1 is a Line Oriented Flight Training lesson
(Progressive Check completed). Option 2 is a Pilot Proficiency Check
flown in accordance with 61.58 (Progressive Check not completed).
Option 3 is a review of systems, normal and abnormal operations, flight
characteristics, or instrument approach procedures, as determined by
the trainee and the instructor (Progressive Check completed).
Flight training for approaches conducted as part of core or specialty curricula will
be accomplished using guidance and criteria for stabilized approaches provided
by the operator or as specified by the Federal Aviation Administration.
a. Preparation
b. Surface Operation
(1) Starting
(2) Taxi
c. Takeoff
d. Enroute
f. Approaches
(3) Holding
g. Landings
(1) Windshear/Microburst
b. Electrical
c. Autopilot
f. Communications Equipment
g. Navigation Systems
a. Powerplant Malfunctions
b. Electrical Systems
a. Takeoff
b. Enroute
c. Descent
d. Approaches
e. Landings
f. Postflight Procedures
a. Pneumatic/Pressurization
b. Air Conditioning
c. Hydraulic
d. Flight Controls
a. Aircraft Fires
b. Smoke Control
c. Powerplant Malfunctions
d. Hydraulic Systems
g. EFIS Failure
a. Preflight Procedures
b. Ground Operations
d. Inflight Maneuvers/Procedures
e. Instrument Procedures
h. Emergency Procedures
i. Postflight Procedures
COMPLETION STANDARDS
Completion is based on proficiency. Syllabus times are estimates. Pilots must
demonstrate satisfactory performance through formal and informal exami-
nations in the classroom and flight simulator, and in flight to ensure they meet
the knowledge and skill requirements necessary to meet the course objectives.
The Minimum Acceptable Performance Guidelines are as follows:
Each pilot shall fly the flight simulator and/or aircraft within the ap-
propriate standard. Depending on the type of operation, passenger seat-
ing, configuration within the aircraft, and/or pilots level of
certification, the tolerance of the appropriate standard will be speci-
fied in one of the following publications:
Precision Nonprecision
IFR Approaches............................................ 1/4 scale 1/4 scale deflection
deflection* 5 bearing pointer
*During a precision approach, allow no more than 1/4 scale deflection of ei-
ther the glide slope or localizer indications to decision height, the missed ap-
proach point, or the point over the runway where glide slope must be abandoned
to accomplish a normal landing.
SYSTEMS REVIEW
CONTENTS
Page
SQUAT SWITCH INPUTS ................................................................ SR-1
EMERGENCY BUS CONDITION .................................................... SR-3
General...................................................................................... SR-3
ELECTRICAL SYSTEM................................................................... SR-4
General...................................................................................... SR-4
POWERPLANT ............................................................................... SR-10
General ................................................................................... SR-10
Ignition.................................................................................... SR-12
Oil ........................................................................................... SR-12
Fire Protection ........................................................................ SR-16
FJ441A Salty/Sandy/Smog Environment
Water Wash Policy .................................................................SR-16A
FUEL................................................................................................ SR-19
HYDRAULICS ................................................................................ SR-24
FLIGHT CONTROLS...................................................................... SR-36
FLAPS AND SPEED BRAKES ...................................................... SR-36
ICE AND RAIN PROTECTION ..................................................... SR-37
ENGINE/WING ANTI-ICE............................................................. SR-38
TAIL DEICE BOOTS ...................................................................... SR-44
ENVIRONMENTAL........................................................................ SR-44
CitationJet Pilot ChecklistModel 525................................. SR-50
PRESSURIZATION......................................................................... SR-51
OXYGEN ......................................................................................... SR-52
VENTS, DRAINS, ANTENNAS..................................................... SR-52
ILLUSTRATIONS
Figure Title Page
SR-1 Electrical System Schematic
SNs 0001 through 0359 ................................................ SR-5
SR-2 Circuit-Breaker Panels .................................................. SR-6
SR-3 AC/Avionics PowerSNs 0001 through 0359 ............ SR-9
SR-4 FJ44-1A Gas Flow ...................................................... SR-11
SR-5 Oil System .................................................................. SR-13
SR-6 Engine Fuel System .................................................... SR-14
SR-7 Ignition........................................................................ SR-15
SR-8 ENG FIRE Switchlights and Controls........................ SR-16
SR-9 Engine Fire Detection Sensor .................................... SR-17
SR-10 Engine Fire-Extinguishing System ............................ SR-18
SR-11 Fuel Crossfeed System
Normal Operation (SNs 0001 through 0358) ............ SR-20
SR-12 Fuel Crossfeed System
Fuel Crossfeed Operations
(SNs 0001 through 0358) .......................................... SR-21
SR-13 Fuel Transfer System
Normal Operation (SN 0359 and Earlier
Modified by SB525-28-10) ........................................ SR-22
SR-14 Fuel Transfer System
Fuel Transfer Operation (SN 0359 and Earlier
Modified by SB525-28-10) ........................................ SR-23
SR-15 Hydraulic System Schematic...................................... SR-27
SR-16 Landing Gear Retraction ............................................ SR-28
SR-17 Landing Gear Extension ............................................ SR-29
SR-18 Landing Gear Emergency Extension .......................... SR-30
SR-19 Speedbrake Operation ................................................ SR-31
SR-20 Flap Operation ............................................................ SR-32
SR-21 Thrust Attenuator System Schematics (Stowing) ...... SR-33
SR-22 Thrust Attenuator System Schematics (Deploying) .. SR-34
SR-23 Antiskid Brake System Schematic ............................ SR-35
SR-24 Pitot-Static System .................................................... SR-40
SR-25 Windshield Anti-ice System ...................................... SR-41
SR-26 Engine/Wing Anti-ice System .................................... SR-42
TABLES
Table Title Page
SR-1 Environmental Panel Comfort Settings ...................... SR-50
SR-2 Source Selections, Valve Positions,
and Flow Rates (SNs 0349 thru 0359) .................... SR-46B
SYSTEMS REVIEW
SQUAT SWITCH INPUTS
Left main squat switch only
In flight, it enables:
Master caution lights with either throttle above 85% N 2 and thrust,
attenuator switch in STOW
Master caution lights and flaps 35 annunciator light with both throt-
tles above 85% N 2 with flaps selected beyond the 35 position.
Inflight it enables:
On ground, it enables:
Thrust attenuators
20 seconds after down and locked the optional AOA heads-up display
lights up
1. COMM 1
6. DG 2
8. Audio 1 and 2
9. Left and right fan (N1 vertical tapes and LCD digits, uses
monopoles, Emer Bus)
12. Voltmeter
29. J.E.T. standby attitude indicator (:30 lead acid battery in nose
compartment)
ELECTRICAL SYSTEM
GENERAL
Electrical system schematics (Figures SR-1 and SR-2) are shown behind the
electrical system text.
OFF
LH CB PANEL AC INV 2 RH CB PANEL
*SNs 0001-0099
EMER EMER
RH X OVER LH X OVER
15 15
LH FEED EXT RH FEED EXT
35 35
75 75
CIRCUIT BREAKERS
CURRENT LIMITERS
80 80
EXT OVER
POWER VOLTAGE
BATT RELAY SENSOR
BATT BATTERY
DISC DISCONNECT
EPU
RELAY
NORMAL
10 5 5 5 5 5 5 5 5 5 5 5 5 5
COMM NAV NAV 2 XPDR ADF DME ENC FMS EFIS RAD DG AUDIO
2 2 CONVERT 2 2 2 VLF ALT 2 2 CONT EHSI EADI ALT 1 1
10 5 5 5 5 5 5 5 5 5 5
1 1 1 1 1 1 RH BUS 35
NO. 1 NO. 2 NO. 3
NAV ADI** VG* RH AC INV
2 2 2 START 75 75 75 NO. 2
1 1 1 71/2 15
The GCUs parallel the generators to share the load; the generators
must be within 0.3 volts and 10% of system load.
COMM 1
NAV 1
DG 2
Left and right fan (N1 vertical tapes and LCD lights from N1
monopoles)
The crossfeed bus has a circuit with a 20-amp circuit breaker that
connects the emergency bus to the crossfeed bus any time the
battery switch is in OFF or BATT. Placing the battery switch in
EMER energizes the EMER relay to connect the emergency bus to
the Hot Battery Bus.
If voltage indicates normal, the power relay is open and the field
relay is not tripped open; reset is not probable.
O
F
F
AC INV2 OFF
IN NORM, INVERTER 1 POWERS THE NO. 1 115 AND NO. 1 26 VAC BUSES.
INVERTER 2 POWERS THE NO. 2 115 AND NO. 2 26 VAC BUSES.
Dual inverter failure: use standby gyro, pilots RMI and OBS. The
battery switch remains in BATT.
1. VG No. 1
3. DG No. 1
1. VG No. 2
POWERPLANT
GENERAL
Williams/Rolls Royce FJ44-1A (Figure SR-4)
HP TURBINE ROTOR
FlightSafety
HP TURBINE NOZZLE
LP SHAFT
IP COMPRESSOR COMBUSTION CHAMBER
international
SR-11
IGNITION
See Figure SR-7.
Switch:
Only Mobil Jet II and Mobil 254 oils are approved for normal oil use
in this engine.
Exxon 2380 oil may be used pure or mixed with Jet II oil only, for a maxi-
mum of 25 hours run time between major periodic inspections. Record in the
engine log the total amount of run time with Exxon 2380 oil. Following any
useage Exxon 2380 oil, the oil tank must be drained, flushed with Mobil Jet
II oil, and serviced with pure Mobil Jet II oil. (Definition of oil flush is re-
moval of chip collector screens and pouring one quart of Mobil Jet II oil through
the oil fill port).
1 2 3 4 LEGEND
RELIEF
VALVE SCAVENGE
PUMP % RPM
L N2 R
OIL TO
ACCESSORY
GEAR BOX
O 100 O 140
SCAVENGE ACCESSORY O O
I I 120
PUMP GEAR BOX L 80 L I I
L 100 L
MASTER P
R
60 P
R T 80 T
OIL PRESS
WARNING WARN
E
S 40
E
S
E
M
60 E
M
S S P 40 P
20
RESET OIL COOLER L R L 20 R
FlightSafety
LH RH 0 0
PSI PSI
FUEL IN FUEL OUT
15 PSI 25 PSI
BYPASS SPRING TRANSDUCER TEMP
SENSOR
international
TOTAL OIL - 4 US QTS
RESERVOIR - 2.5 QTS
SR-13
OIL FILTER
COMBUSTION
CHAMBER
FUEL
SLINGER
START
NOZZLE
9 PPH
LEGEND
LOW PRESSURE FUEL
HIGH PRESSURE FUEL
FUEL
MANIFOLD
THROTTLE
LEVER
LBS/HR FUEL
FUEL FLOW
FUEL FLTR FILTER
BYPASS 200 MICRON
LH RH
OIL
IN
FROM WING
FUEL TANKS .05" ESV
FUEL OIL
P
FlightSafety
FLOW COOLER
6-8 PSI METER
HI-VOLUME FUEL
CENTRIFUGAL FILTER FUEL OIL
FUEL PUMP OUT
HIGH PRESSURE CONTROL UNIT
international
30 MICRON
FUEL PUMP
Revision 2
T
H
R
O
T
T
L
E
S
IDLE
OFF
LH IGNITOR RH IGNITOR
PC BOARD PC BOARD
ENGINE-FUEL
LH FUEL LH LH FW LH FIRE LH
ENGINE-START IGNITION CONTROL BOOST SHUTOFF DETECT IGN
LH DISENGAGE RH 1
LH RH 5 15 7 2 5 5
START
DISG
RH FUEL RH RH FW RH FIRE RH
NORM NORM CONTROL BOOST SHUTOFF DETECT IGN
5 15 7 12 5 5
ANTI-ICE/DE-ICE
SHIELD WING/ENGINE
TAIL
ALCOHOL ON WING XFLOW LH WING/ENG RH WING/ENG AUTO
LEGEND
O O O
F
F
F
F
F
F
LH MAIN DC POWER
OFF OFF ENG ON ENG ON MANUAL RH MAIN DC POWER
HIGH ENERGY IGNITION
FIRE PROTECTION
See Figures SR-8 through SR-10.
Engine flames out and spools down with oil pressure warning and mas-
ter warning lights
LH RH
ENG ENG
FIRE FIRE
BOTTLE 1 BOTTLE 2
ARMED ARMED
PUSH PUSH
LOWER COWL
DOOR
FIRE DETECT
SENSOR TUBE
ELECTRICAL
CONNECTOR
CLAMP
CLAMP
CLAMP CLAMP
LH RH
ENG ENG
FIRE FIRE LEGEND
EXTINGUISHING AGENT
BOTTLE 1 BOTTLE 2
ARMED ARMED CONTROL BOX
PUSH PUSH ELECTRICAL WIRING
P P
BOTTLE 2
BOTTLE 1
FUEL
Total capacity = 476 gallons (3,220 lb, 1,461 kg)
Fuel low level lights illuminate at 185 +15 lb in the respective tank
with input from float switch.
Fuel gage light illuminates when a fault has been detected by the sig-
nal conditioner in the fuel quantity system.
The crossfeed valve is failsafe closed located in the left wing sump.
Balances the fuel using the fuel transfer selector to the RIGHT or LEFT
tank position fuel will flow to. The heavy wing electric boost pump
(alone) flows fuel through the energized open crossfeed solenoid
valve into the sump of the lighter wing through the nonoperative elec-
tric boost pump.
LH RH
ENG ENG
TRANSFER FIRE FIRE
EJECTOR
PUMP TRANSFER
EJECTOR
FUEL LOW CROSSFEED PUMP FUEL LOW
LEVEL LH OFF RH LEVEL
TANK TANK FUEL BOOST
LH RH LH ON RH LH RH
CROSSFEED
SUMP SUMP
VALVE
PRIMARY PRIMARY
FAILSAFE
EJECTOR EJECTOR
CLOSED FUEL FILTER FUEL
PUMP PUMP
BYPASS GAUGE
LEFT FUEL LH RH LH RH RIGHT FUEL
FIREWALL LEFT RIGHT FIREWALL
SHUTOFF BOOST PUMP BOOST PUMP SHUTOFF
F/W FUEL
SHUTOFF CROSSFEED
ENG-
DRIVEN LH RH
FUEL PUMP
FlightSafety
FUEL FILTER
(BYPASS) CAUTION FUEL FILTER
DC POWER (BYPASS)
HM RESET
LH GEN BATT RH GEN FCU HM
SLINGER SLINGER
FCU
international
OFF OFF
START NOZZLE
Revision 1
Figure SR-11. Fuel Crossfeed SystemNormal Operation (SNs 0001 through 0358)
Revision 2
LH RH
ENG ENG
TRANSFER FIRE FIRE
EJECTOR
PUMP TRANSFER
EJECTOR
FUEL LOW CROSSFEED PUMP FUEL LOW
LEVEL LH OFF RH LEVEL
TANK TANK FUEL BOOST
LH RH LH ON RH LH RH
FUEL F FUEL
BOOST ON LH RH NORM NORM BOOST ON
ENG ENG
LH LH
CROSSFEED
SUMP SUMP
VALVE
PRIMARY PRIMARY
FAILSAFE
EJECTOR EJECTOR
CLOSED FUEL FILTER FUEL
PUMP PUMP
BYPASS GAUGE
LEFT FUEL LH RH LH RH RIGHT FUEL
FIREWALL LEFT RIGHT FIREWALL
SHUTOFF BOOST PUMP BOOST PUMP SHUTOFF
F/W FUEL
SHUTOFF CROSSFEED
ENG-
DRIVEN LH RH
FUEL PUMP
FlightSafety
FUEL FILTER
(BYPASS) CAUTION FUEL FILTER
DC POWER (BYPASS)
HM RESET
LH GEN BATT RH GEN FCU HM
SLINGER SLINGER
FCU
international
OFF OFF
START NOZZLE
RESET EMER RESET 9 PPH NOT IN F/F
SR-21
Figure SR-12. Fuel Crossfeed SystemFuel Crossfeed Operations (SNs 0001 through 0358)
SR-22
LH RH
ENG ENG
TRANSFER FIRE FIRE
EJECTOR
PUMP TRANSFER
EJECTOR
FUEL LOW FUEL TRANSFER PUMP FUEL LOW
LEVEL OFF LEVEL
FUEL BOOST
LH RH LH ON RH LH RH
LH RH O
CROSSFEED
SUMP SUMP
VALVE
PRIMARY PRIMARY
FAILSAFE
EJECTOR EJECTOR
CLOSED FUEL FILTER FUEL
PUMP PUMP
BYPASS GAUGE
LEFT FUEL LH RH LH RH RIGHT FUEL
FIREWALL LEFT RIGHT FIREWALL
SHUTOFF BOOST PUMP BOOST PUMP SHUTOFF
F/W FUEL
SHUTOFF CROSSFEED
ENG-
DRIVEN LH RH
FUEL PUMP
FUEL LOW
ENG-
PRESS DRIVEN
FUEL PUMP
LH RH
FlightSafety
(BYPASS) FUEL FILTER
DC POWER (BYPASS)
HM RESET
LH GEN BATT RH GEN FCU HM
SLINGER SLINGER
FCU
OFF OFF
START NOZZLE
international
RESET EMER RESET 9 PPH NOT IN F/F
Revision 2
LH RH
ENG ENG
TRANSFER FIRE FIRE
EJECTOR
PUMP TRANSFER
EJECTOR
FUEL LOW FUEL TRANSFER PUMP FUEL LOW
LEVEL OFF LEVEL
FUEL BOOST
LH RH LH ON RH LH RH
CROSSFEED
SUMP SUMP
VALVE
PRIMARY PRIMARY
FAILSAFE
EJECTOR EJECTOR
CLOSED FUEL FILTER FUEL
PUMP PUMP
BYPASS GAUGE
LEFT FUEL LH RH LH RH RIGHT FUEL
FIREWALL FIREWALL
SHUTOFF OPERATING LEFT NON-OPERATING SHUTOFF
BOOST PUMP F/W FUEL RIGHT BOOST
SHUTOFF CROSSFEED PUMP
ENG-
DRIVEN LH RH
FUEL PUMP
FUEL LOW
ENG-
PRESS DRIVEN
FUEL PUMP
LH RH
FlightSafety
FUEL FILTER
(BYPASS) CAUTION FUEL FILTER
DC POWER (BYPASS)
HM RESET
LH GEN BATT RH GEN FCU HM
SLINGER SLINGER
FCU
international
OFF OFF
START NOZZLE
RESET EMER RESET 9 PPH NOT IN F/F
SR-23
HYDRAULICS
1. Quantities
Either throttle less than 85% N2 and the speed below 130 KIAS; the horn
can be silenced.
5. Landing gear:
Held retracted by trapped fluid; they are held extended by trapped fluid.
Retracted normally with the switch in RETRACT; they are also retracted
if either throttle is advanced above 85% N2 and by flap movement
through the 38 flap position switch.
Master caution and FLAPS >35 lights illuminate on the ground with
both throttles above 85% N2 with FLAPS in the 60 position. In flight
FLAPS >35 will illuminate at any throttle setting with flaps beyond 35.
On the ground, one squat switch and throttles in idle are required for
deployment.
Master caution lights with either throttle above 85% N 2 and thrust
attenuator switch in STOW position.
Separate from the main airplane hydraulic system with the reservoir
located in the nose.
Power brake and antiskid operate through the brake system CB.
LH FLOW ONE-WAY
SWITCH CHECK VALVE
F F
LANDING
GEAR RH FLOW
SWITCH
HYD FLOW
SPEED- LOW
BRAKES HYDRAULIC
SYSTEM
BYPASS VALVE LH RH
RETRACT
FAILSAFE
OPEN EXTEND
WING 1,500 psi
FLAPS P
FILTER RELIEF VALVE FILTER FILTER
LH MLG RH MLG
LH HYD RH HYD
F/W F/W
SHUTOFF SHUTOFF
LH HYD RH HYD
PUMP PUMP
ATTEN
HYD PRESS RESERVOIR F/W UNLOCK
ON SHUTOFF
MASTER LH RH
FlightSafety
SPD BRK
CAUTION EXTEND
LH THRUST
ATTENUATOR
RH THRUST
ATTENUATOR
LH RH
RESET
international
SR-27
PRESSURE
MAIN LANDING GEAR CONTROL MAIN LANDING
RETURN
GEAR ACTUATOR SOLENOID VALVE GEAR ACTUATOR
SHUTTLE
VALVE
LEGEND
HYDRAULIC PRESSURE
HYDRAULIC RETURN (ACTIVE)
STATIC HYDRAULIC FLUID
VENTED LINE PRESSURE BLOW
GAGE FILL DOWN
PNEUMATIC (NITROGEN) PRESSURE PORT BOTTLE
NITROGEN / HYDRAULIC FLUID MIX
PRESSURE
VENT
EMERGENCY BRAKE
UPLOCK HOOK
ACTUATOR
FlightSafety
EMERGENCY GEAR
EXTENSION HANDLE
NOSE GEAR
ACTUATOR
international
Revision 1
PRESSURE
MAIN LANDING GEAR CONTROL MAIN LANDING
RETURN
GEAR ACTUATOR SOLENOID VALVE GEAR ACTUATOR
SHUTTLE
VALVE
LEGEND
HYDRAULIC PRESSURE
HYDRAULIC RETURN (ACTIVE)
STATIC HYDRAULIC FLUID
VENTED LINE PRESSURE BLOW
GAGE FILL DOWN
PNEUMATIC (NITROGEN) PRESSURE PORT BOTTLE
NITROGEN / HYDRAULIC FLUID MIX
PRESSURE
VENT
EMERGENCY BRAKE
UPLOCK HOOK
ACTUATOR
FlightSafety
EMERGENCY GEAR
EXTENSION HANDLE
NOSE GEAR
ACTUATOR
international
SR-29
PRESSURE
MAIN LANDING GEAR CONTROL MAIN LANDING
SOLENOID VALVE RETURN GEAR ACTUATOR
GEAR ACTUATOR
SHUTTLE
VALVE
LEGEND
HYDRAULIC PRESSURE
HYDRAULIC RETURN (ACTIVE)
STATIC HYDRAULIC FLUID
PRESSURE BLOW
VENTED LINE GAGE DOWN
FILL
PNEUMATIC (NITROGEN) PRESSURE BOTTLE
PORT
NITROGEN/HYDRAULIC FLUID MIX PRESSURE
VENT
EMERGENCY BRAKE
UPLOCK HOOK
FlightSafety
ACTUATOR
international
ACTUATOR
Revision 1
SPEEDBRAKES EXTENDED
HYD PRESS
ON
T
H SPD BRK
R EXTEND
O LH RH
T SPEEDBRAKE SPEEDBRAKE
T ACTUATOR ACTUATOR
L
E
S
IDL
OFF
SPEEDBRAKE
SPEED SAFETY VALVE
SPEEDBRAKE
BRAKE CONTROL
RETRACT VALVE
EXTEND
SPEED
BRAKE
5
LEGEND
TRAPPED
ELECTRICAL CIRCUIT
PRESSURE
RETURN SOLENOID VALVE (FAIL SAFE)
FULL CHECK VALVE
PRESSURE
SPEEDBRAKES RETRACTED
HYD PRESS
ON
T
H SPD BRK
R EXTEND
O LH RH
T SPEEDBRAKE SPEEDBRAKE
T ACTUATOR ACTUATOR
L
E
S
IDL
OFF
SPEEDBRAKE
SPEED SAFETY VALVE
SPEEDBRAKE
BRAKE CONTROL
RETRACT VALVE
EXTEND
SPEED
BRAKE
5
LEGEND
RETURN CHECK VALVE
LOW
PRESSURE SOLENOID VALVE (FAIL SAFE)
TRAPPED ELECTRICAL CIRCUIT
PRESSURE
FLAPS EXTENDING
UP
F
0 HYD FLOW HYD PRESS
LOW ON
L
A LH RH
P FLAP
INTERCONNECT
S FLAP FLAP
15 ACTUATOR ACTUATOR
TAKEOFF
AND
APPROACH
200 KIAS
LAND 35
161 KIAS
GROUND
FLAPS
GROUND 60
USE ONLY
FLAP
CONTROL
5
FLAPS RETRACTING
UP
0 HYD FLOW HYD PRESS
F
LOW ON
L
A LH RH
P FLAP
INTERCONNECT
S LH FLAP RH FLAP
15 ACTUATOR ACTUATOR
TAKEOFF
AND
APPROACH
200 KIAS
LAND 35
161 KIAS
GROUND
FLAPS
GROUND 60
USE ONLY
FLAP
CONTROL
5
LEGEND
RETURN
FULL PRESSURE
ELECTRICAL CIRCUIT
STOWING
STOW
A THRUST
U ATTENUATOR
T
O TEST
PRESSURE
RETURN
ATTEN
UNLOCK
LH RH HYD PRESS
ON
STOWED
THRUST ATTENUATOR
ACTUATORS
THRUST
ATTENUATOR
SOLENOID
VALVES
LEGEND
TRAPPED FLUID
PRESSURE
RETURN
STATIC PRESSURE
DEPLOYING
STOW
A
DEPLOY
U
T
O TEST
PRESSURE
IDLE
STOW
RETURN
ATTEN
UNLOCK
HYD PRESS
LH RH ON
DEPLOYED
THRUST
ATTENUATOR
ACTUATORS
THRUST
ATTENUATOR
SOLENOID
VALVES
LEGEND
ATTEN TRAPPED FLUID
UNLOCK
PRESSURE
LH RH
RETURN
STATIC PRESSURE
LEGEND
SUPPLY FLUID
MANUAL BRAKE PRESSURE
POWER BRAKE PRESSURE
DC POWER
RETURN FLUID BRAKE BATT
METERED BRAKE PRESSURE RESERVOIR PUMP OFF
STATIC AIR
P
ACCUMULATOR
METERING
TO LANDING GEAR VALVE TEST
LDG GEAR
ANTI-SKID
CONTROL UP
ANTI-
(SPEED HORN SKID
COMPARISON) SILENCE ON
FlightSafety
PUSH OFF
DOWN
SHUTTLE SHUTTLE
international
VALVE VALVE
SR-35
FLIGHT CONTROLS
1. Rudder
2. Elevators:
3. Ailerons:
Pitot tubes
Windshield anti-ice:
The bleed-air solenoid fails open with the loss of normal DC power,
but automatic temperature control is lost.
ENGINE/WING ANTI-ICE
See Figures SR-26 and SR-27.
Ground and in flight icing conditions exist when the indicated RAT
is +10C or below in any kind of visible moisture.
The wing and engine anti-ice valves failsafe open and the wing xflow
valve failsafes closed.
2. To heat the wing when a wing anti-ice valve has failed closed, and
3. If the wing anti-ice light illuminates in flight when not in icing con-
ditions and the switches are OFF. (i.e. a wing anti-ice valve ap-
parently failed open with overheat).
During ground operation the squat switch removes the 70% speed sen-
sor, and the wing and engine anti-ice valves are continuously open at
all throttle positions in engine ON or wing/engine.
The wing undertemp sensor is mounted in the bleed-air line at the shank
of the wing and the 63C (145F) overtemp sensor is also at the shank
of the wing to sense a bleed-air line leak.
Come on flashing with steady master caution at the end of the sec-
ond minute to more vigorously prompt the pilot to correct the un-
dertemp or underspeed (if in flight) condition.
LH PITOT RH PITOT
AIR AIR
ALTIMETER IVSI IVSI ALTIMETER
SPEED SPEED
AIR DATA
SENSOR/COMPUTER ELECTRICAL
LH RH
LEGEND
PRECOOLED BLEED AIR EMERG VALVE
OFF MAX OFF MAX (FAILS CLOSED)
RAM AIR
BLEED HI 149C
TAIL W/S AIR
TEMPERATURE PRESSURE O'HEAT
O SENSOR SWITCH
F AIR
F TEMP
CONTR
LOW HI 1386C 5 PSI
LOW 1276C
AIR
CONTROL
VALVE HEAT
AIR INTO TAIL CONE RAM AIR IN
EXCH
W/S BLEED-AIR
FlightSafety
SOLENOID VALVE
(FAILS OPEN)
international
LH RH
BLEED-AIR SUPPLY
SR-41
ANTI-ICE/DE-ICE
WING/ENGINE
WING XFLOW LH WING/ENG RH WING/ENG
O 104C (220F) T
MINIMUM
F
F
OFF ENG ON ENG ON
63C
PURGE AIR T
SHUTOFF VALVES
INTAKE T
WING ANTI-ICE O'HEAT ANTI-ICE
WING CROSSFLOW PRESSURE FAIL SAFE
SHUTOFF VALVE REGULATING OPEN LH RH LH RH
(FAILS CLOSED) SHUTOFF VALVES
PURGE AIR T
INTAKE
T
110C (230F) MIN
63C
(145F)
MAX
T
282C (540F) MAX
ELECTRICALLY HEATED
WING PYLON INLET WHEN
ENG ANTI-ICE IS ON
ANTI-ICE LEGEND
FlightSafety
ENGINE BLEED AIR
LH RH
PRECOOLED BLEED AIR 104C (220F) T
MINIMUM
international
RAM AIR
Revision 3
ELECTRICAL HEATER
LEGEND
SUPPLY FLUID
MANUAL BRAKE PRESSURE
POWER BRAKE PRESSURE
DC POWER
RETURN FLUID BRAKE BATT
METERED BRAKE PRESSURE RESERVOIR PUMP OFF
STATIC AIR
P
ACCUMULATOR
METERING
TO LANDING GEAR VALVE TEST
LDG GEAR
ANTI-SKID
CONTROL UP
ANTI-
(SPEED HORN SKID
COMPARISON) SILENCE ON
FlightSafety
PUSH OFF
DOWN
SHUTTLE SHUTTLE
international
VALVE VALVE
SR-35
LH RH
LEGEND
PRECOOLED BLEED AIR EMERG VALVE
OFF MAX OFF MAX (FAILS CLOSED)
RAM AIR
BLEED HI 149C
TAIL W/S AIR
TEMPERATURE PRESSURE O'HEAT
O SENSOR SWITCH
F AIR
F TEMP
CONTR
LOW HI 1386C 5 PSI
LOW 1276C
AIR
CONTROL
VALVE HEAT
AIR INTO TAIL CONE RAM AIR IN
EXCH
W/S BLEED-AIR
FlightSafety
SOLENOID VALVE
(FAILS OPEN)
international
LH RH
BLEED-AIR SUPPLY
SR-41
ANTI-ICE/DE-ICE
WING/ENGINE
WING XFLOW LH WING/ENG RH WING/ENG
O 104C (220F) T
MINIMUM
F
F
OFF ENG ON ENG ON
63C
PURGE AIR T
SHUTOFF VALVES
INTAKE T
WING ANTI-ICE O'HEAT ANTI-ICE
WING CROSSFLOW PRESSURE FAIL SAFE
SHUTOFF VALVE REGULATING OPEN LH RH LH RH
(FAILS CLOSED) SHUTOFF VALVES
PURGE AIR T
INTAKE
T
110C (230F) MIN
63C
(145F)
MAX
T
282C (540F) MAX
ELECTRICALLY HEATED
WING PYLON INLET WHEN
ENG ANTI-ICE IS ON
ANTI-ICE LEGEND
FlightSafety
ENGINE BLEED AIR
LH RH
PRECOOLED BLEED AIR 104C (220F) T
MINIMUM
international
RAM AIR
Revision 3
ELECTRICAL HEATER
ANTI-ICE/DE-ICE
WING/ENGINE
WING XFLOW LH WING/ENG RH WING/ENG
O 104C (220F) T
MINIMUM
F
F
OFF ENG ON ENG ON
ELECTRICALLY HEATED
63C
(145F)
SHUTOFF VALVES
WING ANTI-ICE O'HEAT ANTI-ICE
WING CROSSFLOW PRESSURE
SHUTOFF VALVE REGULATING FAIL SAFE LH RH LH RH
(FAILS CLOSED)
SHUTOFF VALVES OPEN
PURGE AIR T
INTAKE
T
110C (230F) MIN
63C FAILS
(145F) OPEN
MAX
T
282C (540F) MAX
ELECTRICALLY HEATED
WING PYLON INLET WHEN
ANTI-ICE LEGEND ENG ANTI-ICE IS ON
FlightSafety
ENGINE BLEED AIR
LH RH
PRECOOLED BLEED AIR 104C (220F)
T
MINIMUM
RAM AIR
international
ELECTRICAL HEATER
SR-43
Engine bleed air (23 psi) is used to inflate and deflate the horizontal
boots.
The boots have an 18 second cycle: 6 seconds for inflation of the left
stabilizer boot, 6 seconds for deflation, and 6 seconds for right sta-
bilizer boot and repeat sequence every 3 minutes in AUTO (up posi-
tion of switch).
During tail deice boot failure, do not extend flaps beyond 15 in icing
conditions.
ENVIRONMENTAL
The air selector (Figures SR-29 through SR-31) has the following positions:
OFFAll valves are closed; bleed air is still available for service air
and anti-icing/deicing (23 psi).
LHThe left shutoff valve and flow control shutoff valve are deen-
ergized open to allow air to flow to the cabin at 8 pounds per minute.
BOTHdeenergized both the LH, RH, and flow control and shutoff
valves open allowing 8 pounds per minute flow into the cabin.
RHThe right shutoff valve and flow control shutoff valve are deen-
ergized open to allow air to flow to the cabin at 8 pounds per minute.
BLD AIR OHEAT light illuminates when cooled bleed air exiting the pre-
cooler exceeds 540F. Reducing engine rpm should extinguish light.
FRESH AIR light illuminates flashing when FRESH AIR is selected on AIR
SOURCE SELECTOR switch. MASTER CAUTION also illuminates.
23 PSI REGULATOR
EJECTOR VALVES
LEGEND E E
VACUUM AIR
EJECTOR
SERVICE BLEED AIR
PS PS 16 PSI
PRESS SWT
TAIL
DE-ICE
LH RH
ANNUNCIATOR ACTIVATED BY PRESSURE
EMERGENCY A COLD
PRESSURIZATION L COLD HOT
MANUAL
VALVE 6 PPM
T
WINDSHIELD
ELECTRICALLY RAM AIR WINDSHIELD ANTI-ICE HEAT ELECTRICALLY
HEATED PYLON MODULATING CABIN MODULATING EXCHANGER
yyy
;;;
INLET WHEN HEAT HEATED PYLON
VALVE VALVE
;;;
yyy
ENGINE ANTI-ICE ON FRESH EXCHANGER INLET WHEN
EXHAUST
;;;
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AIR ENGINE ANTI-ICE ON
INTO
;;;
yyy
;;;
yyy
T TAIL CONE T
ENGINE ENGINE
ANTI-ICE EXHAUST
OVERBOARD ANTI-ICE
VALVE VALVE
yyyy
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SHUTOFF VALVE CONTROL VALVE
;@yy;@y;@y;@y;@y;@y;@y;@y;@y;@y;@y;@y;@y;@
8 PPM
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yyyy
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PYLON VALVE VALVE PYLON
PRECOOLER 282C (540F) MAX 282C (540F) MAX PRECOOLER
FlightSafety
BLD AIR 23 PSI SERVICE AIR
OHEAT
LH RH LEGEND
PRECOOLER
PRECOOLER
international
EXHAUST ENGINE BLEED AIR RAM AIR CABIN AIR NORMAL EXHAUST
DOOR
Revision 1
Figure SR-29. Air Supply to Cabin (CitationJet SNs 0001 through 0348)
AIR SOURCE SELECTOR
Revision 2
EMERGENCY A COLD
PRESSURIZATION L COLD HOT
MANUAL
VALVE 6 PPM
T
WINDSHIELD
ELECTRICALLY RAM AIR WINDSHIELD ANTI-ICE HEAT ELECTRICALLY
HEATED PYLON MODULATING CABIN MODULATING EXCHANGER HEATED PYLON
AINLET WHEN VALVE HEAT VALVE
ENGINE ANTI-ICE ON FRESH EXCHANGER AINLET WHEN
AIR EXHAUST ENGINE ANTI-ICE ON
INTO
T TAILCONE T
ENGINE ENGINE
ANTI-ICE EXHAUST
OVERBOARD ANTI-ICE
VALVE VALVE
WINDSHIELD ANTI-ICE
LH PR CONTROL VALVE RH PR
SOV SOV
LH RH
FCV FCV
4 4
T 8 8 T
PYLON PYLON
PRECOOLER 282C (540F) MAX 282C (540F) MAX PRECOOLER
FlightSafety
SHUTOFF VALVE
23 PSI SERVICE AIR FCV - FLOW CONTROL VALVE 4 OR 8
BLD AIR PPM (POUNDS PER MINUTE)
OHEAT
PRECOOLER LH RH LEGEND
PRECOOLER
EXHAUST
international
ENGINE BLEED AIR RAM AIR CABIN AIR NORMAL EXHAUST
DOOR
SR-46A
Figure SR-29A. Air Supply to Cabin (CitationJet SNs 0349 through 0359)
SOURCE
SR-46B
LH RH EMER NET FLOW TO CABIN
CONDITION SELECTOR FCV/PPM FCV/PPM VALVE/PPM PPM/TEMP/PRESS
POSITION
2 Engines Operating BOTH Open 4 Open 4 Closed 0 8 ppm 6585 F
2 Engines Operating OFF Closed 0 Closed 0 Closed 0 0 Leak Rate till Depressurized
LH Throttle OFF,
BOTH/RH Closed 0 Open 8 Closed 0 8 ppm 6585 F
RH Engine Operating
LH Engine Operating, LH/BOTH Open 8 Closed 0 Closed 0 8 ppm 6585 F
RH Throttle OFF
LH Engine OFF
Any Position Closed 0 Open 4 Closed 0 4 ppm Cabin May Rise
and Lost DC Power
RH Engine OFF Any Position Open 4 Closed 0 Closed 0 4 ppm Cabin May Rise
and Lost DC Power
NOTE:
1. The FVC (4 or 8 ppm) (flow control valve) failsafes to the 4 ppm position with lost DC power, and the PRSOV (pressure
regulating and shutoff valve) which normally regulates 16 psi is a failsafe open valve.
FlightSafety
3. With LH or RH selected, the selected FCV is energized to a full 8 ppm to cabin while the nonselected FCV is closed by logic.
4. Anytime a throttle is selected OFF, the remaining engine FCV is energized to 8 ppm flow to the cabin logic.
international
5. in the unlikely event of engine failure and the loss of normal DC power, the operating engine FCV failsafes open to
Revision 2
4 ppm flow to the cabin. At half the normal flow rate to the cabin, cabin pressure may rise and differential pressure reduce.
Tablee SR-2. SOURCE SELECTIONS, VALVE POSITIONS, AND FLOW RATES (SNs 0349 THRU 0359)
Revision 1
"AT" CONFIGURATION
RH
MAX
FOUR POSITION
ROTATABLE NOZZLE BY "COCKPIT AIR
"AS" CONFIG DIST" SELECTOR
MAX OFF
LH
FIXED LOUVERS
"AT" CONFIG AFT
OFF
EVAPORATOR
WINDSHIELD
BLEED-AIR VALVE
AIR COND
AUTO
O
F
FAN F
FAN
COMPRESSOR
AFT FWD DEFOG
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ON
FLOOD HI A HI O
FWD PRESS H U AFT PRESS
BULKHEAD T F BULKHEAD
I
F
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LOW LOW O LOW
SR-47
AIR DUCT OHEAT illuminates flashing when the temperature of air enter-
ing the cabin ducts exceed 149C (300F). MASTER CAUTION comes on
steady. The system is protected in auto temperature mode.
Before first engine start only flood cooling air is available. After first
engine start with 23 psi service air available, flood cooling or over-
head WEMAC air is selectable.
Cabin air flowing into the aft evaporator inlet which is warmer than
the 65F temp sensor shuts off all engine bleed air to the cabin by clos-
ing the 8 PPM flow control and shutoff valve. Existing warm cabin
air can be cooled by the vapor cycle compressor using EPU or RH gen-
erator power.
IF IF IF
CABIN CABIN COCKPIT COCKPIT
NORMAL WARM COOL
SETTINGS
OR IF
INITIALLY INITIALLY
COOL WARM
OR OR
COLD HOT _____ _____
MAX is used after high altitude cold soak for descent to increase air for crew com-
fort and windshield warmup.
Configuration AA
PRESSURIZATION
Normal DC power required and 23 psi air/vacuum for AUTO and
ISOBARIC MODE operation
Provides a sea level cabin to 22,027 feet with 8.6 psid differential in
manual. Provides an 8,000 foot cabin at 41,000 feet with 8.3 psid in
AUTO on digital controller.
Normal DC power required for cabin dump to operate and it will not
override cabin limit valves
OXYGEN
22 cubic-foot (619 liter) bottle is standard, 50 cubic-foot (1,407 liter)
bottle is optional.
The bottle pressure green arc is marked from 1,600 to 1,800 psi; this
does not ensure oxygen availability to the crew.
Automatic mask drop occurs at 13,500 600 feet cabin altitude only
if normal DC power is available; the solenoid closes at 8,000 feet
cabin altitude.
NOSE WHEEL
WELL VACUUM
CABIN
PRESSURE
AIR
MANUAL
PRESSURIZATION MAX
CONTROL VALVE DIFF
CABIN ALT
LIMIT VALVE
FLIGHT
CABIN PRESS
LANDING GEAR
SQUAT SWITCH
AUTO
PRESSURE
MAX
SENSOR PORT DIFF
(WORKING WITH ADS)
MANUAL CABIN ALT
PRESSURE
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LIMIT VALVE
MANUALAUTO
SWITCH CABIN DUMP
SWITCH
LEGEND
international
SERVICE
AMBIENT AIR PRESSURE (23 psi) AIR 23 psi
SR-53
SOLENOID OXYGEN
C/B
5A
TO PASSENGER
DISTRIBUTION 29-VOLT
SYSTEM DC
ALTITUDE
PRESSURE
SWITCH
TO COPILOT'S
FACE MASK
PILOT'S FACE
MASK
OVERBOARD
DISCHARGE
INDICATOR
PRESSURE REGULATOR
SHUTOFF VALVE
1,600-1,800 PSI
KNOB
2,000 PSI
0-400
PSI CYLINDER
PRESSURE GAGE
*CHECK VALVE
LEGEND
HIGH-PRESSURE OXYGEN
OXYGEN LOW-PRESSURE OXYGEN
CYLINDER
OXYGEN PRESSURE OVERBOARD
FILLER VALVE AND
PROTECTIVE CAP * OPERATES AS A CHECK VALVE
ONLY WHEN LINE IS REMOVED
EPU DOOR
O2 BLOWOUT DISC
ALCOHOL RESERVOIR VENT
PNEUMATIC RESERVOIR VENT
O2 FILL POINT
GEAR AND BRAKE PNEUMATIC BOTTLE
BRAKE FLUID RESERVOIR VENT
COCKPIT RELIEF TUBE
FORWARD EVAPORATOR DRAIN LINE REFRESHMENT CENTER DRAIN
REFUEL CAP AND
REFUEL CAP AND PURGE PASSAGE FUEL FILTER
FUEL FILTER RAM AIR
FUEL DRAINS
INLETS FUEL DRAINS
FUEL VENT FUEL VENT
WING WING
ANTI-ICE GND POINT GND POINT ANTI-ICE
VENT AFT RELIEF TUBE VENT
NAV 1 AND 2
ADF ANTENNA
SN 023 AND ON NO. 2 FLUX
ADF SN 010-022 DETECTOR
GPS ANTENNA HF
COMM 2
ELT
LORAN C
DME 1
RADAR
FLITE FONE DME 2
GLIDE ADF COMM 1
MARKER
SLOPE TEMP ANTENNA BEACON
SN 001-009 RAD ALT
PROBE
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TRANSPONDERS (2)
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Revision 1
TABLES
Table Title Page
MWS-1 Annunciator Illumination Causes ............................ MWS-4
MWS-2 Test Indications ........................................................ MWS-7
BATT CAB ALT OIL PRESS FUEL FUEL FUEL LOW FUEL LOW FUEL FLTR FUEL
V
I F
> 160 ------ LH RH LH RH LH RH LH RH LH RH LH RH ------
DA
E I
OL INVERTER GEN AFT F/W EMERG HYD FLOW HYD PRESS ATTEN FLAPS
FAIL OFF J-BOX SHUTOFF PRESS ON LOW ON UNLOCK > 35
FRESH SPD BRK
A
UF
------ LH RH LMT CB LH RH
AIR
LH RH
EXTEND
LH RH ------
DA
I I
OL PWR BRK DOOR NOT TAIL W/S AIR P/S HTR ENG WING BLD AIR NOSE ANV
LOW PRESS LOCKED DE-ICE OHEAT OFF ANTI-ICE ANTI-ICE OHEAT OTEMP
ANTISKID AOA HTR AIR DUCT
INOP ------ LH RH
FAIL
LH RH LH RH LH RH LH RH
OHEAT
ATTEN STOW
MASTER MASTER SELECTED
WARNING CAUTION EXTERNAL LIGHTS
RESET RESET DOOR
FlightSafety
SEAL
international
MWS-1
BATT CAB ALT OIL PRESS FUEL FUEL FUEL LOW FUEL LOW FUEL FLTR FUEL
ATTN STOW
V
I F
> 160 ------ LH RH LH RH LH RH LH RH LH RH LH RH
SELECTED
DA
E I
OL INVERTER GEN AFT F/W EMERG HYD FLOW HYD PRESS ATTEN FLAPS
FAIL OFF J-BOX SHUTOFF PRESS ON LOW ON UNLOCK > 35
FRESH SPD BRK DISPLAY
A
UF ------ LH RH LMT CB LH RH
AIR
LH RH
EXTEND
LH RH
FAN FAIL
DA
I I
OL PWR BRK DOOR NOT TAIL W/S AIR P/S HTR ENG WING BLD AIR NOSE AVN
LOW PRESS LOCKED DE-ICE OHEAT OFF ANTI-ICE ANTI-ICE OHEAT FAN FAIL
ANTISKID DOOR AOA HTR AIR DUCT
LH RH LH RH LH RH LH RH LH RH
INOP SEAL FAIL OHEAT
MASTER MASTER
WARNING CAUTION
RESET RESET
FlightSafety
international
Revision 1
V ATTN STOW
> 160 AC FAIL LH RH LH RH LH RH LH RH LH RH LH RH
I F SELECTED
DA
E I
OL GEN INVERTER AFT F/W EMERG HYD FLOW HYD PRESS ATTEN FLAPS
OFF FAIL J-BOX SHUTOFF PRESS ON LOW ON UNLOCK > 35
FRESH SPD BRK DISPLAY
A LH RH 1 2 LMT CB LH RH LH RH LH RH
UF AIR EXTEND FAN FAIL
DA
I I
OL PWR BRK DOOR NOT TAIL W/S AIR P/S HTR ENG WING BLD AIR NOSE AVN
LOW PRESS LOCKED DE-ICE OHEAT OFF ANTI-ICE ANTI-ICE OHEAT OTEMP
ANTISKID DOOR AOA HTR AIR DUCT
LH RH LH RH LH RH LH RH LH RH
INOP SEAL FAIL OHEAT
MASTER MASTER
WARNING CAUTION
FlightSafety
RESET RESET
international
MWS-3
FUEL Indicates fuel filter bypass is im- SPD BRK Advises that the left and right
BYPASS pending. EXTEND speedbrakes are fully extended.
LH RH
ATTEN Indicates that the respective
UNLOCK thrust attenuator is not in the
Indicates that fuel crossfeed stowed (locked) position.
FUEL valve is open for crossfeed op- LH RH
CROSSFEED eration. The selected tank fuel
boost pump annunciator will also Flaps >35 light will illuminate if
be illuminated. FLAPS the flaps are extended beyond
>35 35 and the throttles are advanced
SNs 032 and subsequent. The beyond approximately 85% N2 on
ATTN STOW the ground. It is on inflight anytime
SELECTED white annunciator indicates that
the stow position has been se- flaps are exended beyond 35.
SNs 001
THROUGH 031
lected on the thrust attenuator Indicates that the EFIS display
Remotely located switch. DISPLAY
tube cooling fan has failed.
FAN FAIL
Advises that the associated gen- SNs 001
GEN erator power relay is open. THROUGH 031
OFF Illumination of both lights will Remotely located
LH RH trigger the MASTER WARNING Advises that the power brake hy-
light flashing. PWR BRK draulic pressure is low. The
LOW PRESS ANTI-SKID INOP light will also
AFT be on.
Indicates left or right start con-
J-BOX
trol aft J-box circuit breaker(s)
Advises that the antiskid system
CB is opened. ANTISKID is inoperative, the system is in a
INOP test mode, or the anti-skid switch
is in the off position. The light is
AFT The aft J-box left or right 225A active with the gear handle in the
J-BOX current limiter circuit breaker is UP position.
opened, indicating probable
LMT blown current limiter. Advises that the tail cone com-
DOOR NOT partment, or either nose baggage
The left or right fuel and hydraulic
LOCKED door is not key locked, or the
F/W main cabin door is not secured.
valves are both full closed. The
SHUTOFF
valves can be opened by de-
pressing the ENG FIRE switch- DOOR Indicates a loss of bleed-air pres-
LH RH
lights a second time. SEAL sure to primary cabin door seal.
SNs 001
Indicates the emergency pres- THROUGH 031
EMERG Remotely located
PRESS ON surization system was selected
on the air source select switch. Indicates proper boot inflation
TAIL
DE-ICE pressure. LH 6 seconds ON then
FRESH Indicates the air source selector 6 seconds OUT then RH 6 sec-
AIR is set to the fresh air position. LH RH onds ON.
HYD FLOW Advises that the left or right hy- Advises that bleed air to the wind-
W/S AIR
LOW draulic pump flow rate is below shield exceeds safe temperature
OHEAT limits (149C, 300F) with the
normal and the pump is inoper-
LH RH ative below .35 to .55 gpm. control switch in HI or LOW. With
the switch in OFF, it indicates the
shutoff valve has failed open or is
HYD PRESS Advises the hydraulic system is leaking bleed air, allowing line
ON pressurized. pressure to exceed 5 psi.
OFF The red light is extinguished and the test system is inoperative.
FIRE WARN Both red ENG FIRE lights illuminate and associated aural warning will be
heard. The voice annunciation "LEFT ENGINE FIRE/RIGHT ENGINE FIRE"
will be heard (voice system only). Avionics power must be on or a headset
must be worn to hear the audio warnings.
LDG GEAR The green NOSE, LH, RH. and the red GEAR UNLOCKED lights, and
associated aural warning tone or the voice annunciation "LANDING GEAR"
(voice system) will be heard. The voice announcement or tone may be
silenced by pressing the horn silence button on the landing gear panel if flap
position is 15 or less. Avionics power must be on or a headset must be worn
to hear the audio warnings.
BATT TEMP BATT O'TEMP and >160 lights will flash showing circuit integrity. The
MASTER WARNING lights illuminate, accompanied with associated aural
warning. Avionics power must be on or a headset must be worn to hear the
audio warning BATT O'TEMP.
AOA The angle-of-attack meter needle will go past the red area and the EADI
fast/slow needle will go past slow. The indexer red chevron light (optional)
will flash on and off. The stick shaker will operate. Avionics power must
be on to test the EADI and indexer functions.
W/S TEMP The W/S AIR O-HEAT light will illuminate if LOW or HIGH is selected on the
windshield bleed-air switch. Both HIGH and LOW should be tested. The
MASTER CAUTION light will illuminate.
OVERSPEED The audible overspeed warning signal sounds. Avionics power must be on
or a headset worn to hear the audio warnings.
ANTI-SKID ANTI-SKID INOP annunciator illuminates and will remain on for five seconds
as the anti-skid system completes a dynamic self-test. If the system does not
check operational, the light will remain illuminated. The MASTER CAUTION
lights also illuminate. This light does not illuminate upon gear extension due
to the eight second timer delay.
ANNU All of the ANNUNCIATOR PANEL lights, MASTER WARNING lights, and
MASTER CAUTION lights illuminate. The annunciator panel lights illuminate
one row at a time. Also, the engine instrument LCDs will show all 8's and will
flash. Both red and green turbine lights will illuminate steady on N2. Autopilot
control head panel lights illuminate, KLN 88 or optional KLN 90
APPROACH/MSG/WPT lights the ATTITUDE REV/VG#2 INVALID, and EFIS
lights will illuminate. If a voice system is installed, a voice annunciation "TEST"
will be heard during the test and "READY" will be heard after all tests are
successfully completed. The optional angle-of-attack indexer lights will
illuminate in a steady mode.
ANSWERS TO QUESTIONS
CHAPTER 2 CHAPTER 5 CHAPTER 9 CHAPTER 12
1. C 1. D 1. B 1. B
2. D 2. B 2. B 2. D
3. D 3. C 3. A 3. C
4. B 4. C 4. D 4. D
5. C 5. A CHAPTER 10 5. D
6. C 6. A 1. D 6. C
7. C 7. B 2. A 7. A
8. D 8. A 3. B 8. C
9. B 9. B 4. C 9. B
10. A 10. D 5. A 10. D
11. A 6. B 11. A
CHAPTER 7 12. A
12. A 7. D
1. B 13. A
13. B 8. D
2. A 14. C
14. D 9. D
3. B
15. A 10. B
4. B CHAPTER 13
16. B 11. B
5. D 1. D
17. C 12. B
6. A 2. D
18. D 13. C
7. B 3. B
19. D 14. A
8. B 4. C
20. A 15. D
9. A 5. A
21. B
10. D CHAPTER 11 6. D
22. D
11. D 1. D 7. D
23. B
12. D 2. B 8. B
24. D
13. D 3. D 9. D
25. C
14. B 4. D 10. D
26. D
15. D 5. C 11. D
CHAPTER 3 16. A 6. A 12. D
1. A 17. A 7. D
2. D 8. D
CHAPTER 8 9. D
3. D
1. D 10. B
4. D
2. B 11. B
5. A
3. A 12. B
6. B
4. D 13. A
CHAPTER 4 5. B 14. C
1. C 6. A 15. B
2. D 7. C 16. C
3. A 17. A
4. B 18. B
19. D
FOR TRAINING PURPOSES ONLY APP-1
FlightSafety
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