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CITATION CJ4
PILOT TRAINING MANUAL
SECOND EDITION
“The best safety device in any aircraft is a well-trained crew.”™
CITATION
CJ4
PILOT
TRAINING
MANUAL
SECOND
EDITION
Revision 0.01
REVISION 0.01
FlightSafety International, Inc.
Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.FlightSafety.com
F O R T R A I N I N G P U R P O S E S O N LY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s Airplane Flight Manual, Pilot Manual, and Maintenance Manuals. It is
to be used for familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict between
data provided herein and that in publications issued by the manufacturer or the FAA, that
of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any suggestions you might have for improving this manual or any other aspect of our training p
­ rogram.
F O R T R A I N I N G P U R P O S E S O N LY
Courses for the CJ4 aircraft are taught at the following FlightSafety Learning Centers:
Wichita Cessna Learning Center
FlightSafety International
1851 Airport Road
Wichita, Kansas 67209
Phone: (316) 220-3100
Toll Free: (800) 488-3124
Fax: (316) 220-3134
Copyright © 2014 FlightSafety International, Inc.
Unauthorized reproduction or distribution is prohibited.
All rights reserved.
INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:
Second Edition............. 0.0.......January 2013
Revision...................... 0.01......... March 2014
NOTE:
For printing purposes, revision numbers in footers occur at the bottom of every page that has
changed in any way (grammatical or typographical revisions, reflow of pages, and other
changes that do not necessarily affect the meaning of the manual).
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CONTENTS
Chapter 1
AIRCRAFT GENERAL
Chapter 2
ELECTRICAL POWER SYSTEMS
Chapter 3
LIGHTING
Chapter 4
MASTER WARNING SYSTEM
Chapter 5
FUEL SYSTEM
Chapter 6
AUXILIARY POWER SYSTEM
Chapter 7
POWERPLANT
Chapter 8
FIRE PROTECTION
Chapter 9
PNEUMATICS
Chapter 10
ICE AND RAIN PROTECTION
Chapter 11
AIR CONDITIONING
Chapter 12
PRESSURIZATION
Chapter 13
HYDRAULIC POWER SYSTEM
Chapter 14
LANDING GEAR AND BRAKES
Chapter 15
FLIGHT CONTROLS
Chapter 16
AVIONICS
Chapter 17
OXYGEN SYSTEM
Chapter 18
MANEUVERS AND PROCEDURES
Chapter 19
WEIGHT AND BALANCE
Chapter 20
FLIGHT PLANNING AND PERFORMANCE
Chapter 21
CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX A
APPENDIX B
APPENDIX C
ANNUNCIATOR PANEL
INTENTIONALLY LEFT BLANK
1 AIRCRAFT GENERAL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
INTRODUCTION.................................................................................................................. 1-1
STRUCTURES....................................................................................................................... 1-2
Nose Section.................................................................................................................... 1-2
Flight Compartment........................................................................................................ 1-5
Cabin............................................................................................................................... 1-7
Emergency Exit............................................................................................................... 1-8
Wing................................................................................................................................ 1-8
Tail Cone Compartment.................................................................................................. 1-8
Empennage...................................................................................................................... 1-9
SYSTEMS.............................................................................................................................. 1-9
Electrical System............................................................................................................. 1-9
Fuel System..................................................................................................................... 1-9
Engines............................................................................................................................ 1-9
Ice Protection................................................................................................................. 1-10
Hydraulic System.......................................................................................................... 1-10
Flight Controls............................................................................................................... 1-10
Environmental Controls................................................................................................ 1-10
Avionics......................................................................................................................... 1-11
WEIGHTS..................................................................................................................... 1-11
PUBLICATIONS.......................................................................................................... 1-11
LIMITATIONS...................................................................................................................... 1-11
EMERGENCY/ABNORMAL.............................................................................................. 1-11
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ILLUSTRATIONS
Figure
Title
Page
1-1.
CJ4 Aircraft................................................................................................................ 1-2
1-2.
Exterior and Interior Dimensions............................................................................... 1-3
1-3.
Braking Taxi Turning Radius...................................................................................... 1-4
1-4.
Danger Areas During Starts and Ground Operation................................................... 1-5
1-5.
Left Nose Baggage Door............................................................................................ 1-5
1-6.
Right Nose Baggage Door.......................................................................................... 1-5
1-7. Cabin Entry Door....................................................................................................... 1-6
1-8. Entry Door and Release Button.................................................................................. 1-6
1-9. Door Pin Indicator...................................................................................................... 1-7
1-10. Interior Arrangements................................................................................................. 1-7
1-11. Emergency Exit.......................................................................................................... 1-8
1-12. Wing Trailing Edge..................................................................................................... 1-8
1-13. Tail Cone Baggage Door............................................................................................ 1-8
1-14. Empennage ................................................................................................................ 1-9
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CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This manual provides a description of the major airframe and engine systems in the CJ4 aircraft.
This material does not supersede, nor is it meant to substitute for, any of the manufacturer’s
maintenance or flight manuals. The material presented has been prepared from design data available at printing.
This chapter covers the structural makeup of the aircraft and gives an overview of the systems.
GENERAL
The CJ4 aircraft is certified in accordance with
CFR Part 23 Commuter Category, including day,
night, VFR, IFR, and flight into known icing con-
ditions. The CJ4 aircraft is certified for single
pilot operations. This aircraft is compliant with all
reduced vertical separation minimums (RVSM).
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STRUCTURES
The CJ4 aircraft is a pressurized low-wing aircraft
(Figure 1-1). Two Williams FJ44-4A full-authority digital engine controlled (FADEC) turbofan
engines are pylon- mounted on the rear fuselage.
The airframe is conventional in design, incorporating aluminum alloys, steel, and other materials
as appropriate.
Each door has two hinges at the top, a key-operated security cam lock, forward pin latch, and two
independent paddle latches (Figure 1-5). If the pin
latch and paddle latches are not latched, the amber
NOSE DOOR L or R CAS message appears on
the CAS window, a chime sounds, and the MASTER CAUTION RESET switchlights illuminate.
Refer to the appropriate procedure in the approved
checklist.
Figure 1-2 illustrates the approximate exterior and
interior dimensions of the CJ4 aircraft.
An over center gas spring on each door holds the
door in the full open position until the door is
manually closed.
Figure 1-3 illustrates braking taxi turning radius
and Figure 1-4 is a diagram of engine hazard areas.
CAUTION
NOSE SECTION
The nose section is an unpressurized baggage area.
The nose baggage compartment is 15 cubic feet
and holds up to 400 pounds total with a 35 pound
per square foot floor limit. The compartment is
accessible through lockable doors on either side
of the aircraft.
Ensure the keys are removed prior to
flight to prevent possible ingestion of a
key into an engine.
Various airframe systems components, the oxygen
bottle, and various avionics components are located
behind the walls and underneath the floor of the
nose baggage area (Figure 1-6).
Figure 1-1. CJ4 Aircraft
1-2
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50 FEET 10 INCHES (15.49 M)
22 FEET 1 INCH (6.73 M)
57 INCHES
(1.45 M)
58 INCHES
(1.47 M)
12 FEET 4 INCHES
(3.76 M)
60 INCHES
(1.52 M)
CABIN
DOOR
181 INCHES
(4.60 M)
27 INCHES
(.69 M)
24 INCHES
(.61 M)
48 INCHES
(1.22 M)
15 INCHES
(.38 M)
11 INCHES
(.28 M)
EMERGENCY
EXIT
19 INCHES
(.48 M)
15 FEET
4 INCHES
(4.67 M)
29 INCHES
(.74 M)
21 FEET 2 INCHES (6.45 M)
GROUND LINE
53 FEET 4 INCHES (16.26 M)
Figure 1-2. Exterior and Interior Dimensions
FOR TRAINING PURPOSES ONLY
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CE-525C CITATION CJ4 PILOT TRAINING MANUAL
WING-TIP LIGHT TO WING-TIP LIGHT
63.05 FEET (19.22 M)
CURB-TO-CURB
34.42 FEET (10.49 M)
12.30 FEET
(3.75 M)
22.12 FEET
(6.74 M)
Figure 1-3. Braking Taxi Turning Radius
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CE-525C CITATION CJ4 PILOT TRAINING MANUAL
MAX POWER VELOCITY
DROPS TO 20 MPH
MAX POWER TEMPERATURE
DROPS TO 33°C
24 FEET (7.3 M) RADIUS
27 FEET (8.3 M)
70 FEET (21.3 M)
100 FEET (30.48 M)
7 FEET (2 M)
180 FEET (54.87 M)
LEGEND
AREA TO BE CLEARED OF PERSONNEL/EQUIPMENT BEFORE ENGINE START OR DURING IDLE.
THIS ADDITIONAL AREA MUST BE CLEARED OF PERSONNEL BEFORE OPERATING AT MAX THRUST.
Figure 1-4. Danger Areas During Starts and Ground Operation
FLIGHT COMPARTMENT
CABIN ENTRY DOOR
The aircraft is equipped with dual controls, including control yokes, brakes, and rudder pedals at
each crew seat. The crew seats are fully adjustable
with five-point restraint systems. The entire suite
is designed for single pilot operations but has two
complete crew stations. Interior cockpit lighting for
panels, backlighting, and overhead flood and map
lights are provided by LEDs (light emitting diodes).
The cabin entry door is on the forward left side of
the fuselage (Figure 1-7). The entry door opens
outboard and forward.
Figure 1-5. Left Nose Baggage Door
Figure 1-6. Right Nose Baggage Door
The door is secured in the closed position by eight
locking pins attached to a handle. The handle can
be operated from the inside and outside of the aircraft. The exterior handle can be locked with a key.
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Figure 1-7. Cabin Entry Door
CAUTION
Ensure the key is removed prior to flight
to prevent possible ingestion of a key
into an engine.
The door is held in the fully open position (100°) by
a gust-lock mechanism (Figure 1-8). An adjustable
stop prevents the door from opening too far. Pushing the gust-lock release button on the left inside
edge of the door unlatches the door and allows
the door to move freely (Figure 1-8). A folding air
stair is mounted inside the entrance and may be
deployed when the door is opened.
The cabin door seal operates passively as the cabin
is pressurized. The seal does not inflate.. Cabin
pressure <1/2 psig is vented through the door when
the handle is pulled. If cabin pressure is >1/2 psig
the handle can not be pulled to open the door.
CAUTION
The locking pins will contact and damage the painted surface of the fuselage if
an attempt is made to shut the door with
the handle in the closed (up) position.
When the door is closed and the handle is latched,
the eight locking pins are pushed into the locked
position. The position on the pins is verified
through eight view ports on the inside panel of the
entry door (Figure 1- 9). When the door is closed
1-6
Figure 1-8. Entry Door and Release Button
the pilot should see the white and black indicators
in each port.
The locking mechanism is also electronically monitored by proximity switches on the doorway surround, the pin locking bracket, and the inner handle.
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Figure 1-9. Door Pin Indicator
If any of the proximity switches do not sense the
door mechanism is closed, the amber CABIN
DOOR CAS message appears on the EICAS,
a chime sounds, and the MASTER CAUTION
RESET switchlights illuminate. Refer to the appropriate procedure in the approved checklist.
CABIN
DOOR
A hinged panel at the main cabin door threshold
is used as a water barrier during ditching. When
raised and latched, it reduces water entry into the
aircraft and enables the use of the entrance door as
an exit during ditching.
WARNING
The water barrier must be manually
raised and latched into position prior to
ditching.
CABIN
The cabin extends from the forward to the aft pressure bulkheads and measures approximately 22 feet
in length, 4.8 feet in width, and 4.75 feet in height.
The standard cabin configuration consists of six
center club seats (two facing aft and four facing
forward) with a seventh seat across from the entry
door (side facing) (Figure 1-10). The side facing
seat includes an armrest storage cabinet.
The cabin area has dropout, constant-flow oxygen masks for emergency use. The cabin over-
EMERGENCY
EXIT
Figure 1-10. Interior Arrangements
head panels contain individual air outlets and seat
lighting for passenger comfort. A dropped aisle
extends from just behind the cockpit through the
lavatory. Two rows of dropped aisle and four rows
of overhead LED lights run the length of the aisle
providing indirect cabin lighting. The lighting is
controlled by a switch near the cabin entrance.
Each seat is equipped with a switch panel for controlling the cabin management system.
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EMERGENCY EXIT
A plug-type emergency exit (escape hatch) is on
the aft right side of the cabin, above the wing. The
emergency exit door can be opened inward from
outside or inside the aircraft (Figure 1-11).
The D-shaped inner door handle is recessed behind
a plastic cover. The flush-mounted outer handle is
located at the top of the door. The closing mechanism is electronically monitored by a proximity
switch on the pin locking bracket.
Control surfaces on the wing include outboard
aileron, hinged flaps, ground spoiler panels, and
speedbrake panels (Figure 1-12). The right hand
aileron incorporates a trim tab.
The wing leading edges are anti-iced using engine
bleed air. Each leading edge incorporates six
boundary layer energizers and two stall strips.
There are also six vortex generators on the aft lower
wing surface near the lower speedbrake panels.
If the proximity switch does not sense the locking
bracket is closed, the amber EMERGENCY EXIT
CAS message appears on the EICAS, a chime
sounds, and the MASTER CAUTION RESET
switchlights illuminate. Refer to the appropriate
procedure in the approved checklist.
Because no other provisions are provided for securing the escape hatch when the aircraft is unattended, a safety pin with a REMOVE BEFORE
FLIGHT streamer is installed on the inside of the
hatch. The pilot must ensure this pin is removed
prior to flight.
WING
The wing assembly attaches to the bottom of the
fuselage and is constructed of aluminum. The
wing’s structure is a three spar design with integral fuel tanks in each wing.
Figure 1-12. Wing Trailing Edge
TAIL CONE COMPARTMENT
The tail cone contains an unpressurized baggage
compartment that is accessed through the baggage door on the left side of the fuselage below
the engine (Figure 1-13). The baggage compartment has 50 cubic feet of space and holds up to
600 pounds total with a 150 pound per square foot
floor limit..
The door is secured by a mechanical key lock and
is monitored by a position switch. If the switch does
not sense the door is closed and locked, the amber
Figure 1-11. Emergency Exit
Figure 1-13. Tail Cone Baggage Door
1-8
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AFT BAGGAGE DOOR CAS message appears on
the CAS window, a chime sounds, and the MASTER CAUTION RESET switchlights illuminate.
Refer to the appropriate procedure in the approved
checklist.
The tail cone compartment also contains major
components for the environmental, electrical distribution, flight controls, and engine fire extinguishing system. The electrical box is accessed through
the forward hinged access door of the compartment and other systems are accessed through the
aft hinged door.
EMPENNAGE
The empennage consists of a vertical stabilizer
with T-tail mounted horizontal stabilizers (Figure
1-14). The leading edges of the horizontal stabilizers are deiced by inflatable deice boots.
Figure 1-14. Empennage
SYSTEMS
essential electrical systems are supplied by the
remaining generator through the respective main
and crossfeed busses.
Each engine also drives an alternator for use in
an AC power distribution system. The AC system
supplies electrical power for anti-icing and defogging of the glass windshields and cockpit side
windows. This system also provides backup power
in the event of a dual generator failure by supplying power through the transformer rectifier unit
to the converted power bus. The converted power
bus powers most components of the avionics system including all four display units and autopilot.
Only one alternator is required to keep the converted power bus on line. If all engine-driven power
sources are lost, a 44 amp-hour battery serves as
a limited backup.
FUEL SYSTEM
There are two integral fuel tanks, one per wing. The
fuel system operation is fully automatic throughout
the normal flight profile with each engine receiving
fuel from its respective wing tank. Fuel is heated
through a fuel/oil heat exchanger and anti-ice additive is not required. Refueling is accomplished
through over wing filler ports with flush mounted
locking caps or through the single point refueling
system. The single point refueling system incorporates a standard fueling receptacle forward of the
right wing in the fairing capable of refueling the
aircraft at a rate of 120 gpm (454 lmp) at a refueling pressure up to 55 psig. The system can also be
used to defuel one or both fuel tanks.
ELECTRICAL SYSTEM
ENGINES
The CJ4 electrical power system features traditional parallel bus architecture. A DC starter-generator
is mounted on each engine’s gearbox. These units
provide engine rotation for ground or air starts as
well as providing 300 amps at 29 volts DC each
when online for power distribution. Each generator is connected to a remote digital generator control unit (DGCU) in the tail cone. The two DGCUs
are connected to each other to allow proportionate
load sharing. If one generator becomes disabled
in flight, the vapor cycle air conditioning system,
if in use, operates at a reduced output. All other
The Williams FJ44-4A engines each produce 3621
pounds of static takeoff thrust at sea level, flatrated
to 26oC. Engine thrust must be managed by the
pilot within the limits prescribed in this manual.
Thrust is managed by throttle lever input to a Full
Authority Digital Engine Control (FADEC). Fuel
conditioning, fuel metering, motive flow, and bleed
valve actuation.
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ICE PROTECTION
Engine bleed air is used for anti-ice protection of
the engine inlets and the wing leading edges. The
horizontal stabilizer leading edges are fitted with
pneumatic deice boots that are inflated by engine
bleed air through the service air system. A timer
manages the inflation cycle. The pitot tubes, static
ports, and the AOA sensor are electrically anti-iced.
The glass windshields and cockpit side windows
are electrically heated by AC alternators. A water
repellent coating is used on all four panes for rain
removal. Two windshield ice detection lights on
the glareshield and a wing inspection light on the
left side of the fuselage assist in the detection of
ice buildup during night flights.
HYDRAULIC SYSTEM
A closed-center, constant pressure 3,000 psi (206.8
bar) hydraulic system operates the landing gear,
speedbrakes, ground spoilers, and flaps. Hydraulic pressure is supplied by two engine-driven pressure compensating pumps. Either pump can supply
enough flow to operate the system. An independent,
electrically powered hydraulic system in the fairing behind the left wing operates the wheel brakes.
The hydraulic system is serviced through ground
connections on the right side below the engine. The
brake system is serviced through connections on
the left side forward of the engine.
FLIGHT CONTROLS
Dual flight controls are provided consisting of control yokes, adjustable rudder pedals, brakes, and
mechanical nosewheel steering. All primary and
secondary systems use corrosion resistant stainless steel cables.
spoiler panels on the wing provide additional liftdump capability on the ground. The speedbrake
and ground spoiler panels are controlled by the
SPEEDBRAKE handle on the center pedestal. The
speedbrakes and ground spoilers are electrically
controlled and hydraulically actuated.
Trim is provided in all three axis. For roll and yaw,
trim is controlled by electric trim switches on the
aft switch panel of the center pedestal. The primary
pitch trim is controlled by an electric switch on the
yoke. A secondary pitch trim switch is on the aft
switch panel of the center pedestal. Trim position
is shown on the EFIS for all three systems.
Three electric servos are installed for autopilot
functions. The yaw servo also performs yaw damping. The yaw damper system works with the autopilot to augment stability at high altitudes. A rudder
bias system is incorporated to automatically assist
directional control during an engine-out situation.
The system uses bleed air to control rudder movement. An integral control lock below the pilot panel
holds the rudder, elevators, ailerons, and throttles
during storage.
ENVIRONMENTAL CONTROLS
The aircraft has a two-zone automatic temperature
control system that is split into cabin and cockpit.
The cooling system is independent of the heating system and is divided into separate cabin and
cockpit zones. The cockpit is divided for fan speed
control for each crew member. Rheostats mounted
on the left and right tilt panel provide temperature
control for each zone. A separate controller for the
cabin only is provided at the VIP cabin seat.
Hinged aluminum flap panels are on each wing.
The FLAPS handle on the center pedestal commands three flap positions only: up (0°), takeoff/
approach (15°), and landing (35°). Electric sensing
allows flap position to be displayed on the EFIS.
A cable interconnect protects against asymmetric
extension.
The pressurization control system automatically
schedules cabin altitude. The basic components
include an avionics linked digital controller and
two outflow valves mounted in the aft pressure
bulkhead. The controller automates all functions
of pressurization including capture of the destination field elevation from FMS flight plan information. A pressurization switch panel is on the left
side of the tilt panel and all related parameters are
displayed on the EFIS.
Modulated speedbrake panels are provided on
the wing for use in flight at any speed. Ground
A 50 cubic foot (1.42 m3) oxygen bottle in the nose
is fitted with a bottle-mounted pressure regulator.
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FOR TRAINING PURPOSES ONLY
Pressure indications are shown on the EFIS. Quickdonning pressure demand masks with microphones
are provided at each crew seat, while automatic
dropout constant-flow oxygen masks are provided
at each passenger seat and the toilet.
AVIONICS
The Collins Pro Line 21 is the featured avionics
suite on the CJ4. It includes an integrated flight
director/autopilot and EFIS system utilizing four
color displays in portrait orientation. The two outer
displays are PFD 1 and PFD 2 (left and right) and
the two inner are MFD 1 and MFD 2 (left and
right). Each display is capable of providing critical
flight, navigation, and engine indications by using
reversion modes. Dispatch is permitted with MFD
2 inoperative if proper maintenance procedures are
followed prior to departure.
A variety of information is available to the crew
through a graphical menu system on the EFIS. The
PFD functions are controlled via two DCPs. The
MFD functions are primarily controlled by dual
CCPs. The CDUs, forward of the throttle quadrant,
are the means for radio tuning and the interface
with the FMS. A second FMS computer is available as an option.
The pitot/static system includes three heated pitot
sources and six heated static sources to provide
information for the pilot and copilot flight instruments and the secondary attitude reference system.
WEIGHTS
At present the maximum authorized operating
weights in pounds are:
Ramp ......................17,230
Takeoff ....................17,110
Landing ..................15,660
Zero Fuel ................12,500
PUBLICATIONS
The FAA-approved Airplane Flight Manual (AFM)
is required to be carried on board the aircraft and
contains the limitations, operating procedures, data
pertinent to takeoffs and landings, and weight and
balance data. It does not contain climb, cruise,
descent, or holding performance information.
The AFM always takes precedence over any other
publication.
The FAA-approved Cessna Citation CJ4 Checklist contains abbreviated operating procedures and
abbreviated performance data. If any doubt exists
or if the conditions are not covered by the checklist,
the AFM must be consulted.
The Citation CJ4 Weight and Balance Manual
contains detailed information in the form of tables
and diagrams. However, it is not required to be in
the airplane because the basic empty weight and
moment and means of determining the center-ofgravity location are all contained in the AFM.
Other publications include:
• Collins Pro Line 21 Operator Guide
• Collins FMS-3000 Pilot Manual
• IFIS-5000 Operator’s Guide
• Collins RTA-4100 Weather Radar Guide
• GH-3000 Standby Flight Display Pilot’s
Guide
LIMITATIONS
For specific information on limitations, refer to the
FAA-approved AFM.
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
FOR TRAINING PURPOSES ONLY
1-11
1 AIRCRAFT GENERAL
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1 AIRCRAFT GENERAL
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CHAPTER 2
ELECTRICAL POWER SYSTEM
CONTENTS
DC POWER............................................................................................................................ 2-2
Description...................................................................................................................... 2-2
Components..................................................................................................................... 2-2
Controls and Indications.................................................................................................. 2-6
Operation......................................................................................................................... 2-7
AC POWER............................................................................................................................ 2-8
Description...................................................................................................................... 2-8
Components..................................................................................................................... 2-8
Operation......................................................................................................................... 2-8
Controls and Indications.................................................................................................. 2-9
LIMITATIONS........................................................................................................................ 2-9
EMERGENCY/ABNORMAL................................................................................................ 2-9
QUESTIONS........................................................................................................................ 2-12
FOR TRAINING PURPOSES ONLY
2-i
2 ELECTRICAL
POWER SYSTEMS
INTRODUCTION.................................................................................................................. 2-1
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2 ELECTRICAL
POWER SYSTEMS
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ILLUSTRATIONS
Figure
Title
Page
2-1. Battery Access Door..................................................................................................... 2-2
2-3. External Power Receptacle........................................................................................... 2-4
2-4. ELECTRICAL POWER panel..................................................................................... 2-6
2-5. BATT DISC and INT MASTER Switchlights.............................................................. 2-6
2-6. ENGINE RUN/STOP Switchlights.............................................................................. 2-7
2-7. ENGINE STARTER panel............................................................................................ 2-7
2-8. DC ELEC and BATT Indications................................................................................. 2-7
2-9. AC Power Generation................................................................................................. 2-10
TABLES
Table
Title
Page
2-1. Shed components during converted power operation................................................... 2-5
2-2. Emergency Bus Items................................................................................................... 2-5
2-3. CAS Messages............................................................................................................ 2-10
2-3. CAS Messages (continued)........................................................................................ 2-11
FOR TRAINING PURPOSES ONLY
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2 ELECTRICAL
POWER SYSTEMS
2-2. DC Power Distribution System..................................................................................... 2-3
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POWER SYSTEMS
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2 ELECTRICAL
POWER SYSTEMS
CHAPTER 2
ELECTRICAL POWER SYSTEMS
INTRODUCTION
This chapter provides a description of the electrical power system for the CJ4. Included is
information on the DC and AC systems. The DC system consists of storage, generation, and
distribution. The AC system consists of generation and distribution. Provision is also made for a
limited supply of power during emergency conditions in flight.
GENERAL
The CJ4 uses two DC starter-generators to spin the
engine for starts and to provide primary electrical
power after the engines are running. An external
power unit (EPU) may be used to supply power
to the aircraft prior to and during the first engine
start. Two AC alternators provide power for wind-
shield anti-ice heat. These alternators can also
provide backup power for essential systems in the
event both generators fail. The aircraft battery can
provide engine start power and a limited backup
power source in flight if all generator and alternator power is lost.
FOR TRAINING PURPOSES ONLY
2-1
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
DC POWER
Digital Generator Control Unit
DESCRIPTION
Two DGCUs in the tailcone are connected to each
other and remotely to each generator. The DGCU
provide proportionate load-share capability during
normal operations.
DC power is generated by two engine-driven starter-generators. DC power is distributed by a parallel
crossfeed bus system. This allows either startergenerator to power the entire system (Figure 2-2).
2 ELECTRICAL
POWER SYSTEMS
DC power status is normally displayed on the left
multi-function display (MFD 1) during ground
operations through the first engine start. After the
first engine is started, pilots may display this information on either MFD or PFD by selecting SYSTEM 1/2 for display. The system is controlled by
switches on the ELECTRICAL POWER panel in
the cockpit. Relays, circuit breakers, current limiters, and digital generator control units (DGCUs)
protect and assist the crew in managing the electrical system.
The DGCUs protect the starter-generators in the
event an overvoltage or undervoltage condition
exists. If either event occurs, the DGCU takes the
affected starter-generator offline to protect the system from damage. A CAS message indicates that
a generator is offline.
Generator amp limitations are normally a result of
available cooling air. For ground operations each
generator is limited to 240 amps. In flight through
FL250 the limit is 300 amps. Above FL250 the
allowable amps decrease linearly to 170 amps at
FL450. AFM Figure 2-410-3 shows this linear
decrease.
COMPONENTS
Battery
Starter-Generators
At present an operator may choose from three batteries to be installed. These are:
One 300-amp engine-driven DC starter-generator
is mounted on each engine’s accessory gearbox.
These two units are used to rotate the respective engine for start. At about 45% N2 the starter
becomes a generator connected to the normal system and begins supplying DC power.
The units are air-cooled and normally operate in
parallel sharing the electrical load. They can supply all normal power needs independently if needed. The normal output of each generator is 29
volts. When an online generator assists the opposite side during engine start, it provides about 2/3 of
the power required – the battery provides 1/3. DC
power from the engine-driven starter-generators
is distributed to the left and right main feed buses
(Figure 2-2).
• A 26.4-volt, 44 amp-hour Lithium-Ion (LiIon) battery (standard installation)
• A 24-volt, 44 amp-hour Nickel-Cadmium
(Ni-Cad) battery
• A 24-volt, 42 amp-hour lead-acid battery
The two main feed buses are paralleled through
two current limiters connected to the crossfeed bus.
Power is routed from the hot battery bus through
the starter relay for engine starts.
Figure 2-1. Battery Access Door
2-2
FOR TRAINING PURPOSES ONLY
MASTER
CAUTION
RESET
LEFT
BUS
LEFT
NON-CONVERTED
CONTACT
MASTER
WARNING
RESET
CROSSFEED
FOR TRAINING PURPOSES ONLY
RH WINDSHIELD
DE-ICE ZONES
LH WINDSHIELD
DE-ICE ZONES
LEFT
GEN
LEFT
POWER
RIGHT
ALT
BATTERY
HOT
BATTERY
BUS
EXT
POWER
BATTERY
DISCONNECT
RIGHT
START
EMERGENCY
CONTACTOR
Figure 2-2. DC Power Distribution System
LEFT
ALT
AC
CONT
TRU
LEFT
START
BATTERY
RELAY
RIGHT
GEN
2 ELECTRICAL
POWER SYSTEMS
RIGHT
POWER
RIGHT
CONVERTER
POWER
LEFT
CONVERTED
POWER
RIGHT
CURRENT
LIMITER
EMER
EMER
LEFT
CURRENT
LIMITER
RIGHT CB PANEL
LEFT CB PANEL
RIGHT
BUS
RIGHT
NON-CONVERTED
CONTACT
LEFT ALTERNATOR
RIGHT ALTERNATOR
RIGHT GENERATOR
LEFT GENERATOR
GROUND
DC POWER
LEGEND
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2-3
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
The battery is mounted in the left fairing, aft of the
wing and is accessible through an access door (Figure 2-1). It is manually connected to the aircraft
system by a mechanical connector and cable. The
battery connects to the hot battery bus through the
cable to allow use of some items, such as lights,
without turning the battery switch to ON.
2 ELECTRICAL
POWER SYSTEMS
The battery is equipped with an electrical disconnect relay (controlled from the cockpit) on the
ground side of the battery. In the event of certain
malfunctions the pilot can disconnect the battery
from the system using the BATT DISC switch.
The battery is used for engine starts. It is limited
to three engine starts per hour. The Li-Ion battery
must be at -10oC or warmer prior to start. The NiCad battery must be at -18oC or warmer prior to
start. Lead-acid batteries should follow Ni-Cad
limitations.
If all engine-driven power sources are lost, the battery serves as limited backup power. With emergency power only selected, the battery should
power the emergency bus items for a minimum
of 30 minutes if the EMER position was selected
within 5 minutes of loss of all generated power.
The battery is monitored by a central monitoring system (CMS). Under specific conditions the
CMS will trigger CAS messages to pilot action or
notification.
Figure 2-3. External Power Receptacle
Three EPU starts with EPU current 1000 amps or
more is equivalent to one engine battery start. One
EPU start with EPU current less than 1000 amps is
equivalent to one engine battery start.
Emergency Battery Packs
Three emergency battery packs provide a source of
power for the emergency light system. The packs
are in the aft, middle, and forward cabin areas. The
battery packs are kept charged through the main
feed bus or hot battery bus.
Distribution
External Power Unit (EPU)
Aft Junction Box
The EPU can supply power to the aircraft. The
voltage should be rated at 28-29V and have a
capacity of 800-1200 amps. The EPU connects
through a receptacle in the fuselage just aft of the
battery access door (Figure 2-3). When connected,
power is routed through the external power relay to
the hot battery bus. An overvoltage sensor opens
the external power relay when EPU voltage limits
are exceeded.
DC power is distributed throughout the aircraft by
distribution buses. The aft J-box in the tailcone
compartment contains the following buses:
The aircraft battery is charged from the EPU
regardless of the BATTERY switch position. There
is no CAS message indicating that external power
is connected. The only way to see if the aircraft is
receiving external power is to observe the BATT
AMPS on SYSTEMS 1/2.
The left and right main feed buses are normally
powered by both generators. They may also receive
power from the battery or EPU. The buses are tied
together through the crossfeed bus. This allows one
generator to supply power to the entire system if
the other generator fails.
2-4
• Left and right main feed buses
• Crossfeed bus
• Hot battery bus
Main Feed Buses
FOR TRAINING PURPOSES ONLY
Crossfeed Bus
Converted Power Buses
The crossfeed bus functions as a connection
between the two main buses and also connects
those with the hot battery bus.
The converted power buses are on each CB panel
and receive power from the main buses. The converted power buses provide backup power for most
of the avionics systems in the event of dual generator failure. Table 2-1 lists the components that
are lost (shed) when operating on converted power.
Hot Battery Bus
The hot battery bus is connected directly to the
battery. This allows use of certain electrical items
without turning the battery to ON. The hot battery bus provides power to the generators during
the start cycle. During normal operation, the bus
receives power from one or both starter-generators.
It can also receive power from the EPU.
Emergency Buses
The emergency buses on each CB panel in the
cockpit receive power from the hot battery bus
through the emergency contactor.
Table 2-2 lists the components that are available
when the emergency buses are powered.
Table 2-1. SHED COMPONENTS DURING CONVERTED POWER OPERATION
R WINDSHIELD HEAT
RADIO ALTIMETER (AND TCAS)
R LANDING LIGHT
NAV 2
WING INSPECTION LIGHT
DME 2
LOGO LIGHT
XM WEATHER
BEACON LIGHT
STORMSCOPE (OPTIONAL)
STROBE LIGHTS
SATELLITE PHONE (OPTIONAL)
INTERIOR POWER (AND CLIMATE CONTROL)
HF 9000 (OPTIONAL)
COM 3/DATALINK WX (OPTIONAL)
GPS 2 (OPTIONAL)
Table 2-2. EMERGENCY BUS ITEMS
ACTIVE EMERGENCY BUS ITEMS
HYDRAULIC PRESSURE INDICATION
FLAPS
LANDING GEAR CONTROL AND INDICATION
RUDDER BIAS
AUDIO PANELS
TRANSPONDER 1
ADC1
PFD 1
AHRS1
DISPLAY CONTROL PANEL (DCP1)
CDU 1
NAV1/COM1
*Windshield heat controllers
PITOT/STATIC HEAT 1 (PILOT AND STANDBY)
SPEEDBRAKES
GROUND SPOILERS
PRIMARY PITCH, AILERON, RUDDER TRIMS
SECONDARY PITCH TRIM
CABIN DUMP
LOW FUEL ANNUNCIATORS
FLOOD LIGHTS
DCU CH B
PASS LIGHTS SAFETY
*Windshield heat will be inoperative if red AC ALTERNATOR FAIL L-R message is displayed.
Revision 0.01
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2-5
2 ELECTRICAL
POWER SYSTEMS
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CONTROLS AND INDICATIONS
L GEN and R GEN Switches
The L GEN and R GEN switches on the ELECTRICAL POWER panel controls the normal operation
of the corresponding starter-generator (Figure 2-4).
The switch has the following positions:
2 ELECTRICAL
POWER SYSTEMS
• ON - DGCUs close the appropriate power
relay connecting the starter-generator to the
corresponding main bus.
• OFF - Power relay is open causing no startergenerator load to reach the main bus.
• RESET (spring-loaded)—Resets the field
relay to the closed position. The switch
springs back to the OFF position.
BATTERY Switch
The BATTERY switch on the ELECTRICAL
POWER panel controls the operation of the aircraft battery (Figure 2-4). The switch has the following positions:
• ON—Closes the battery relay, completing a
circuit to the crossfeed bus. The emergency
relay is deenergized while the battery relay
is in the BATT position and completes a circuit to the emergency bus from the crossfeed
bus.
• EMER—Only the emergency contactor is
energized, connecting the emergency bus
to the hot battery bus. The emergency bus
is powered by the battery.
BATT DISC Switchlight
The BATT DISC switchlight on the left CB panel
provides an electrical disconnect of the battery
ground from the disconnect relay during certain
conditions (Figure 2-5).
The NORM position closes the disconnect relay
connecting the battery ground to the battery. This
allows the battery to supply power to the system.
The DISC position opens the battery disconnect
relay disconnecting the ground from the battery.
This isolates the battery from the system.
CAUTION
Do not use BATT DISC for extended periods of time (approximately 12 hours).
The battery disconnect relay will continue to draw a small current from the
battery until the battery is completely
discharged. The battery disconnect relay
will then close, resulting in a very high
charge rate and probably overtemp.
• OFF—Hot battery bus is isolated from all
other buses in the system. The emergency bus is connected to the crossfeed bus
through the emergency contactor.
Figure 2-5. BATT DISC and INT
MASTER Switchlights
Figure 2-4. ELECTRICAL POWER panel
2-6
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
INT MASTER Switchlight
The INT MASTER switchlight on the left CB
panel controls the electrical power to the cabin
area (Figure 2-5).
Figure 2-6. ENGINE STARTER panel
ENGINE STARTER Switchlights
The L, R, and DISENG ENGINE STARTER
switchlights are on the aft center pedestal, below
the throttle quadrant. Each is a momentary-contact
switchlight (Figure 2-6).
The L and R ENGINE STARTER switchlights
control the corresponding engine starters. Pressing
either switchlight closes the corresponding start
relay causing power to flow to the starter. The DISENG switch manually disengages the start relay.
DC Generator and Battery
Indications
Electrical system indications are normally displayed on the left multi-function display (MFD 1)
during ground operations through the first engine
start (Figure 2-7). With all avionics powered, any
display can show electrical status by selecting
SYSTEM 1/2 for display. The indications can be
selected to display full-time or as an overlay with
the AVIONICS switch ON. The following indications are displayed:
• DC generator volts
• DC generator amps
Figure 2-7. DC ELEC and BATT Indications
If the AVIONICS switch is in OFF or DISPATCH,
only the left MFD is active and shows both the
CAS window and aircraft systems. The BATT
indications will show negative amps (discharge),
voltage (24 minimum), and temperature. The DC
ELEC (generator) indications will show zero amps
and volts. If an EPU were connected, the BATT
AMPS indication would show positive (charging)
and voltage would be that of the EPU (28-29V).
During the first engine start without an EPU, battery amps will show a large initial discharge when
the starter is engaged. When the generator comes
online, the battery amps will show a charge, and
the generator will show voltage and an amp reading. This first engine start was solely on the battery
and counts as one of the three permitted within one
hour. The second engine start without an EPU will
look about the same. However, with one generator
online and assisting, the second start only counts
as one-third of a battery start.
If using an EPU for ground starts, only the first
engine start will use the EPU. Since there is no
way to monitor the EPU’s current, consider this
start as 1/3 against the battery. The second engine
start is generator-assisted and counts as 1/3 of a
battery start.
• Battery volts
• Battery amps
• Battery temperature
OPERATION
The battery must be manually connected to the system. This connection allows battery power to reach
the hot battery bus. With the BATTERY switch in
ON, the battery relay closes and connects the battery to available buses.
Each start in flight count as one each against the
battery – the generator does not assist airstarts. See
AFM for other electrical limitations.
FOR TRAINING PURPOSES ONLY
2-7
2 ELECTRICAL
POWER SYSTEMS
When placed in the OFF position, the interior master relay is opened which shuts off all electrical
power in the cabin area.
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
AC POWER
AC Switching J-Box
DESCRIPTION
The AC switching J-box is on the equipment shelf
above the J-box. The unit switches AC power from
a single alternator to the TRU to power the converted power buses.
2 ELECTRICAL
POWER SYSTEMS
The AC alternator power system primarily provides electricity to the heated windshield. Refer to
Chapter 10, Ice and Rain Protection for more information. The alternators are also used for backup
power to the DC power system in the event of a
dual generator failure (Figure 2-8).
OPERATION
The alternators automatically power windshield
heat after engine start – no action required by the
pilot.
COMPONENTS
If a dual generator failure occurs, the AC switching
J-box automatically switches right alternator AC
power from the windshield to the TRU. The TRU
converts the AC power to DC power and connects
to the DC system. The battery continues to be
charged and most avionics systems continue to be
powered. The maximum altitude using converted
power is FL350. Certain items are automatically
shed (lost) in order to provide more important items
with power. A list of “shed” components can be
seen in Table 2-1.
AC Alternators
The CJ4 has two 3-kva AC alternators – one mounted under each engine. The alternators are the
sole source of windshield anti-ice heat. Refer to
Chapter 10 – Ice and Rain Protection for more
information. There are no cockpit controls for the
alternators.
Transformer Rectifier Unit
The transformer rectifier unit (TRU) is on the
equipment shelf above the J-box. The TRU converts
three-phase AC power to aircraft DC power. The
TRU has an internal fan to keep the unit cooled.
This switching results in an amber WINDSHIELD
HEAT FAIL R message. The left alternator continues to provide windshield heat to its zones. If the
HOT BATTERY BUS
RH ENGINE
LH ENGINE
W/S
CONTROLLER
W/S
CONTROLLER
TRU
AC
ALT
AC SWITCHING BOX
LEGEND
AC POWER
DC POWER
Figure 2-8. AC Power Generation
2-8
FOR TRAINING PURPOSES ONLY
AC
ALT
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
right alternator was not available, the left alternator
would provide AC power to the TRU.
A dual alternator failure would result in no windshield heat and loss of charging to the battery. Placing the BATTERY switch to EMER might regain
windshield heat depending on alternator and TRU
status.
2 ELECTRICAL
POWER SYSTEMS
CONTROLS / INDICATIONS
There are no physical controls for the AC system
and no indicators other than CAS messages for
problems.
LIMITATIONS
For specific information on limitations and procedures, refer to the appropriate checklist or FAAapproved Airplane Flight Manual (AFM).
EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.
FOR TRAINING PURPOSES ONLY
2-9
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table 2-3. CAS Messages
MESSAGE
DESCRIPTION
2 ELECTRICAL
POWER SYSTEMS
AC ALTERNATOR FAIL L and R
Indicates a loss of one or both AC Alternators and both DC Generators offline.
There is no windshield anti-ice heat available. Follow procedures for red DC
GENERATOR OFF L-R message
AC-DC CONVERTER FAIL
Indicates failure of the converter or the converter is not receiving any alternator power and both generators are offline. This message is not seen if the red AC
ALTERNATOR FAIL L-R message is displayed. Follow procedures for red DC GENERATOR OFF L-R message
BATTERY FAIL
• This red message is only associated with a Lithium-Ion battery. The
central monitoring system (CMS) is detecting one or more of the
following:
• Battery discharge > -1600 amps
• Battery charge > 1000 amps
• One or more modules is > 71oC
•
Memory items should be accomplished followed by checklist procedures.
BATTERY OVERTEMP
This red message is only associated with a Ni-Cad or lead-acid battery and indicates the temperature is between 63-71oC. Memory items should be accomplished
followed by checklist procedures.
BATTERY OVERTEMP >71°C
This red message is only associated with a Ni-Cad or lead-acid battery and indicates the temperature is greater than 71oC. Memory items should be accomplished
followed by checklist procedures.
DC GENERATOR OFF L and R
The DC GENERATOR OFF message indicates the affected generator(s) is disconnected from the system by either automatic or pilot action. The message is red if
both generators are offline and both alternators are not providing AC-to-DC power.
Follow appropriate DC GENERATOR OFF procedures.
Amber AC ALTERNATOR FAIL L and R
An amber AC ALTERNATOR FAIL message indicates the affected alternator(s) has
failed or the affected side W/S (windshield) HEAT CB(s) is out. Loss of one alternator results in loss of that alternator’s wind-shield anti-ice heat. Loss of both
alternators results in loss of all windshield anti-ice heat and loss of any generated
AC-to-DC power. Follow procedures for amber AC ALTERNATOR FAIL.
BATTERY FAULT
An amber message indicates the CMS has failed or the CMS is detecting one of the
following:
• Four or more modules have failed
• Battery voltage is > 30V or < 22V
• Estimated capacity is < 32 amp-hours
• Battery temperature is < -10oC or > 63oC
BATTERY OVERCURRENT
2-10
This amber message indicates a sustained charge or discharge greater than 200
amps when not conducting an engine start. A momentary display may occur 2 minutes after an engine start and is not abnormal. Follow checklist procedures.
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table 2-3. CAS Messages (continued)
DC GENERATOR OFF
L and R
DC GEN
OVERCURRENT L and R
DESCRIPTION
The DC GENERATOR OFF message indicates the affected generator(s) is disconnected from the system by either automatic or pilot action. The message is amber
for one or both generators offline provided at least one of the alternators is providing
AC-to-DC power.
The amber DC GEN OVERCURRENT message indicates the affected generator
amperage output has exceeded limits for a prolonged time. Momentary display of this message 2 minutes after an engine start is not abnormal. Sustained
display of this message requires checklist procedures.
J-BOX LIMITER OPEN L and R
This amber message indicates the affected 225-amp current limiter has failed. Prior
to ground engine start, numerous other messages may be present along with a
steady, non-resettable MASTER WARNING light. Engine start would be inhibited
on the ground. In flight the normal electrical system has basically been divided with
each side’s generator powering that half. With a single limiter failure, one half is also
connected to the battery which is being charged. With a dual limiter failure, the battery will discharge. An engine restart in flight may be possible using windmill start
procedures.
J-BOX REMOTE CB TRIP
This amber message indicates one or more of the monitored circuit breakers in
the J-box has tripped. All breakers are not monitored.
BATTERY FAULT
This message is only associated with a Lithium-Ion battery. A cyan message
indicates the central monitoring system (CMS) has detected a failure of three
modules.
FOR TRAINING PURPOSES ONLY
2-11
2 ELECTRICAL
POWER SYSTEMS
MESSAGE
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
QUESTIONS
2 ELECTRICAL
POWER SYSTEMS
1. Prior to first engine start, electrical system
indications are displayed where?
A. PFD 1
B. MFD 1
C. MFD 2
D. B and C
6. The maximum generator amps on the ground
is:
A. 300
B. 240
C. 170
D. 200
2. When connected and powered, the EPU charges the aircraft battery?
A. Yes, if the battery switch is in the BATTERY position.
B. Yes, if the battery switch is in the BATTERY or EMER position.
C. No, the EPU cannot charge the aircraft
battery.
D. Yes, the EPU connects to the Hot Battery
Bus which is prior to the Battery relay.
7. What is the difference between an amber and
a red GENERATOR OFF L–R message?
A. One generator off line indicates amber,
both generators off line indicates red
B. Both generators off line indicates amber,
both generators off line and both alternators off line indicates red
C. If one generator relay is tripped the message indicates amber, if one generator field
is tripped the message indicates red
D. One generator off line for more than 20
seconds and low voltage on the battery,
the message indicates red, one generator
off line for less than 20 seconds, the message indicates amber
3. Battery power supplies _____minutes if the
battery switch is in EMER position, with a loss
of all engine driven power sources in flight.
A. 25 minutes
B. 60 minutes
C. 30 minutes
D. 88 minutes
4. With the BATT DISC Switch in the DISC
position, the battery disconnect relay is powered by:
A. Battery with BATTERY Switch in ON
(available power for 12 hours)
B. Standby attitude indicator battery (available power for 88 minutes)
C. Relay is not powered, it is mechanical
D. Generator power since the battery is
disconnected
5. The light in the ENGINE STARTER buttons
illuminate to indicate:
A. Starting is complete
B. Opening of the start relay
C. Closing of the start relay
D. Generator disconnect
2-12
8. What does a red AC-DC CONVERTER FAIL
message indicate?
A. Both alternators are operating normally
B. Both generators are operating normally
C. This red message does not exist
D. Both generators have failed and the aircraft is on battery power only
9. What do the engine-driven alternators (AC)
normally power?
A. Collins flight displays
B. Collins flight displays and Collins FMS
CDU
C. Collins flight displays, FMS CDU, and
heated windshield
D. Only the heated windshield
FOR TRAINING PURPOSES ONLY
Revision 0.01
10.What are the memory items with a red
BATTERY FAIL message:
A. Note volts and amps, BATTERY
Switch - OFF, Notes volts and amps
B. Note volts and amps, BATTERY
Switch - EMER, Note volts and amps
C. Shut off Generators and BATTERY Switch
to EMER, alternators provide power to the
TRU
D. Note volts and amps, alternators to OFF,
Note volts and amps
13. What condition makes the left alternator power
the battery bus?
A. Dual generator failure and a right alternator failure
B. Dual generator failure, the left alternator
powers the TRU and the right alternator
powers half the heated windshield
C. Dual generator failure and battery power
is below 24 volts
D. Dual generator failure and only the PFD
1 and MFD 1 are available
11. What is the function of the transformer rectifier unit (TRU)?
A. Converts DC to AC power in order to
power the AC converted power buses
B. Converts AC to DC to normally power
the DC powered heated windshield, or the
converted power bus in an emergency
C. Converts AC power to DC power in order
to power the DC converted power buses
D. Monitors the AC alternators and maintains
proper paralleling between the left and
right alternators
14. With the generators online and no external
power, the battery is isolated from any charging source when the BATTERY switch is in:
A. ON
B. OFF
C. EMER
D. Both B and C
12. When would an alternator power the battery
bus?
A. Alternators can never power the battery
bus, only the heated windshield
B. Alternators power the battery bus with
a dual generator failure and the heated
windshield switch in the OFF position
C. Dual generator failure, the right alternator powers the TRU which powers the hot
battery bus
D. Dual generator failure, the left alternator
powers the TRU and the right alternator
powers half the heated windshield
15. What is the maximum cruise altitude with a
dual generator failure (alternators working)?
A.FL240
B.FL350
C.FL410
D.FL450
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2 ELECTRICAL
POWER SYSTEMS
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2 ELECTRICAL
POWER SYSTEMS
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CHAPTER 3
LIGHTING
CONTENTS
INTRODUCTION.................................................................................................................. 3-1
GENERAL ............................................................................................................................. 3-1
INTERIOR LIGHTING.......................................................................................................... 3-2
Cockpit Lighting............................................................................................................. 3-2
Cabin Lighting................................................................................................................. 3-2
INT MASTER Switchlight.............................................................................................. 3-5
Navigation and Anticollision........................................................................................... 3-5
Beacon Light................................................................................................................... 3-5
Landing/Taxi Lights........................................................................................................ 3-6
Tail Logo lights................................................................................................................ 3-6
LIMITATIONS........................................................................................................................ 3-6
QUESTIONS.......................................................................................................................... 3-8
FOR TRAINING PURPOSES ONLY
3-i
3 LIGHTING
EXTERIOR LIGHTING......................................................................................................... 3-5
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ILLUSTRATIONS
Figure
Title
Page
Figure 3-1. DIMMING Panels......................................................................................... 3-2
Figure 3-2.
Overhead Light Controls............................................................................... 3-2
Figure 3-3. Entry Light.................................................................................................... 3-2
Figure 3-4. Client Switch Panel....................................................................................... 3-3
Figure 3-5. Master Switch Panel...................................................................................... 3-3
Figure 3-6. Master Switch and VIP Panels...................................................................... 3-3
Figure 3-7. Cabin Lighting............................................................................................... 3-3
Figure 3-8. Passenger Reading Lights............................................................................. 3-4
Figure 3-10. NO SMOKING and SEAT BELT Signs........................................................ 3-4
Figure 3-11. EMER LIGHTS Switch................................................................................. 3-5
Figure 3-12. Navigation, Anticollision, Recognition Beacon,
and White Aft-Facing Lights......................................................................... 3-6
Figure 3-13. Landing/Taxi Lights...................................................................................... 3-7
Figure 3-14. Tail Logo Light.............................................................................................. 3-7
Figure 3-15. Figure Nose Baggage Switch........................................................................ 3-7
Figure 3-16. Aft Baggage Compartment Light Switch...................................................... 3-7
FOR TRAINING PURPOSES ONLY
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3 LIGHTING
Figure 3-9. Lighting Control Switches............................................................................. 3-4
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
3 LIGHTING
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3 LIGHTING
CHAPTER 3
LIGHTING
INTRODUCTION
This chapter describes the lighting system on the CJ4 aircraft. The lighting system consists of
four groups: interior, emergency, exterior, and nose/tail cone baggage compartment lighting. All
lighting is controlled by switches and protected by circuit breakers and relays.
GENERAL
The majority of all lights on the CJ4 are light emitting diodes (LEDs), which produce little heat and,
therefore, last longer.
The nose and tail baggage compartment lights
aid in stowing and removing stowed items when
needed.
Interior lighting consists of direct and indirect
lighting for the cockpit and cabin areas. Emergency
lighting provides illumination in case of electrical
power failure or a 2G impact.
The lighting system is controlled by switchlights
and knobs on the instrument panel, switch panels
in the cabin, and toggle switches in the baggage
compartment areas.
Exterior lighting consists of lights for navigation,
anticollision, left wing inspection, landing/taxi,
and tail logo lights.
FOR TRAINING PURPOSES ONLY
3-1
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
INTERIOR LIGHTING
Floodlights and Map Lights
COCKPIT LIGHTING
Floodlights and two individual map lights are overhead in the cockpit (Figure 3-2). The lights are
controlled by three knobs in the center of the overhead panel.
The cockpit lighting system provides variable lighting for the instrument control panels, displays,
floodlights, and map lights.
FLOODLIGHT
The cockpit lighting system is supplied by main
DC power through the aft J-box. When main DC
power is not available, some system items receive
power from the emergency battery bus.
Instrument Lighting
3 LIGHTING
The cockpit instrument lights utilize LEDs for
backlighting the panels and illuminating the switchlights. The lights are controlled by the PANEL knob
on the DIMMING panel of the center pedestal (Figure 3-1). The light intensity is controlled by rotating
the knob clockwise to increase and counterclockwise to decrease the brightness. The knob also has
a DAY position. Selecting the DAY position turns
the panel lighting off for day operation.
MAP
Figure 3-2. Overhead Light Controls
CABIN LIGHTING
The cabin lighting consists of cabin entry lights,
reading/table lights, lavatory lights, passenger safety lights, emergency exit signs, and overhead and
dropped aisle lights.
Figure 3-1. DIMMING Panels
Flight Displays
The primary flight displays (PFDs) and multifunction flight displays (MFDs) are powered by main
DC power. When normal and converted power
are not available, the left PFD is powered by the
emergency battery bus.
Cabin Entry Light
The cabin entry light is in the center of the cabin
door entry area (Figure 3-3). The light is controlled
by either the entry lights switch panel on the left
side of the cabin door or the client switch panel on
the forward cabinet wall (Figure 3-4). The entry
light turns off automatically after 10 minutes.
The displays intensity is controlled by the PFD 1/
MFD 1 and MFD 2/PFD 2 rheostat knobs on the
DIMMING panel of the center pedestal (Figure
3-1). The inside of each knob controls the MFDs
and the outside controls the PFDs. Rotating either
knob clockwise increases the brightness and rotating counterclockwise decreases the brightness.
Figure 3-3. Entry Light
3-2
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CE-525C CITATION CJ4 PILOT TRAINING MANUAL
The master switch panel is on the right forward
cabinet (Figure 3-5). The lights can also be controlled by the client switch panel.
Cabin Overhead and
Dropped Aisle Lighting
When the battery switch is in the ON position, the
overhead lights automatically come on. Pushing
the cabin lights switch on the client switch panel
turns overhead and aisle lights off. Pushing the
switch a second time only turns the overhead lights
back on. The overhead and dropped aisle lights can
also be independently controlled from the master
switch panel or the executive (VIP) control panel
(Figure 3-6).
Figure 3-5. Master Switch Panel
Cabin Overhead Lighting
Figure 3-6. Master Switch and VIP Panels
The following lights come on when either the entry
switch is pushed:
• Cabin entry light
• Seat 6 reading/table light
• Emergency exit signs
• Right lavatory light (escape hatch)
A white indicator light on the switches illuminates
to indicate the switch is on.
Dropped Aisle Lighting
Figure 3-7. Cabin Lighting
FOR TRAINING PURPOSES ONLY
3-3
3 LIGHTING
Figure 3-4. Client Switch Panel
The cabin overhead lighting consists of four rows
of LED lights that extend the full length of the
cabin (Figure 3-7). The cabin dropped aisle lighting consists of one row of LED lights on each side
of the aisle. Both require main DC power.
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Reading/Table Lights
Adjustable overhead reading/table lights are above
each seat (Figure 3-8). Passenger table lights are
also available. Adjacent to each overhead reading
light are two touch switches, one for the reading
light and one for the table light.
Exit and Passenger Advisory
Message Lights
The EXIT and SEAT BELT/NO SMOKING signs
are controlled by the PASS LIGHTS panel on the
center pedestal (Figure 3-9). There is no chime
associated with these lights.
Figure 3-9. Lighting Control Switches
Passenger Reading Light
When the SAFETY switchlight is activated, the
SEAT BELT, NO SMOKING, and all emergency
EXIT signs are illuminated (Figure 3-10).
3 LIGHTING
When the BELT switchlight is activated, the SEAT
BELT ON sign is illuminated. All emergency EXIT
signs are extinguished.
EMERGENCY LIGHTING
The emergency light system provides lighting for
the interior and exterior along the overwing escape
path. When normal DC power fails, the system is
Table Light
Figure 3-8. Passenger Reading Lights
Aft Lavatory Lights
The aft lavatory lighting consists of two lights, one
over the toilet and one over the aft emergency exit.
The lights can be lit by touch switches, overhead
reading/table light switches, or the entry switch
panel. If turned on by the entry switch panel, the
touch switches can no longer control the light.
Figure 3-10. NO SMOKING and
SEAT BELT Signs
3-4
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
powered by three emergency battery packs. The
packs are in the aft, middle, and forward cabin
area. The battery packs are kept charged by the
main DC power and protected by circuit breakers
on the main J-box.
The system is controlled by the EMER LIGHTS
switch on the ELECTRICAL POWER panel (Figure 3-11). The switch has the following positions:
LIGHTS switch to the OFF position and then back
to the ARM position.
INT MASTER SWITCHLIGHT
The INT MASTER switchlight on the left CB panel
controls the electrical power to the cabin.
When placed in the OFF position, the master interior relay is opened which shuts off all electrical
power to the cabin area.
EXTERIOR LIGHTING
• OFF—Extinguishes all emergency lights
and causes the amber EMER LIGHTS
NOT ARMED CAS message to appear.
The MASTER CAUTION switchlights also
illuminate and a chime sounds.
• ARM—Lights are off until activated by the
2-G switch or loss of DC power.
• ON—Emergency lights illuminate
The following lights are illuminated when the
emergency light system is activated:
• Right dropped aisle lights only
• Cabin entry light (no overhead lights)
• Table light between seats 4 and 6
• Seat 7 reading/table light
3 LIGHTING
Figure 3-11. EMER LIGHTS Switch
The exterior light system provides necessary illumination for aircraft operations. The system is controlled by switchlights on the EXTERIOR LIGHTS
panel on the center pedestal. The switchlights are
protected by circuit breakers on either the left or
right J-boxes in the tail cone.
NAVIGATION AND
ANTICOLLISION
The navigation and anticollision lights consists of
LEDs mounted in a single assembly on each wingtip (Figure 3-12).
The navigation lights are red on the left and green
on the right. Each assembly also contains aft-facing white position lights and an anticollision light
that flashes.
The navigation lights are controlled by the NAV
switchlight and the anticollision lights are controlled by the STROBE switchlight. Both switchlights are on the EXTERIOR LIGHTS panel (see
Figure 3-9).
BEACON LIGHT
• Emergency EXIT signs
• Three exterior overwing lights (right wing)
The emergency battery packs that power the emergency lighting system are each activated by a 2-G
switch that senses a 2-G (or greater) deceleration,
thus activating the emergency lighting system.
The 2-G switches are reset by turning the EMER
The CJ4 is equipped with a beacon light for added
safety during taxiing of the aircraft. The light is a
flashing red LED on top of the vertical stabilizer
(Figure 3-12). The light is controlled by the BEACON switchlight on the EXTERIOR LIGHTS
panel.
FOR TRAINING PURPOSES ONLY
3-5
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
LANDING/TAXI LIGHTS
The landing/taxi lights are LEDs on the belly fairing forward of the wing spar (Figure 3-13). The
lights are controlled by the switchlights on the
EXTERIOR LIGHTS and PULSE LIGHTS panels.
The panels consist of the following switchlights
(see Figure 3-9):
• EXTERIOR LIGHTS panel
°° TAXI switchlight—Illuminates the lights
at a normal steady illumination
°° LNDG switchlight—Illuminates the
lights at the highest steady illumination
• PULSE LIGHTS panel
°° TCAS switchlight—Arms the pulsing
feature and turns off the lights until a traffic advisory is activated which causes the
lights to pulse
3 LIGHTING
°° ON switchlight—Pulses the lights
Only one of four switchlights can be activated at a
time. Pushing one deactivates the other.
TAIL LOGO LIGHTS
NOSE AND TAIL CONE
BAGGAGE LIGHTING
The baggage lighting provides lighting for the nose
and tail cone baggage compartments. The nose
baggage LED lights are controlled by a toggle
switch in the center of the overhead area which is
accessible from the left side only (Figure 3-15). The
tail baggage LEDs are controlled a toggle switch
on the inside lip of the tail baggage door (Figure
3-16). The lights can be manually turned on or off.
The lights are automatically turned off when the
compartment doors are closed.
LIMITATIONS
For specific information on limitations, refer to the
FAA-approved AFM.
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
The tail logo lights are on the underside of the left
and right horizontal stabilizers and illuminate both
sides of the vertical stabilizer (Figure 3-14). The
lights are controlled by the LOGO switchlight on
the EXTERIOR LIGHTS panel.
TAIL NAVIGATION LIGHT
NAVIGATION LIGHT
BEACON
ANTICOLLISION
LIGHT
Figure 3-12. Navigation, Anticollision, Recognition Beacon, and White Aft-Facing Lights
3-6
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CE-525C CITATION CJ4 PILOT TRAINING MANUAL
3 LIGHTING
Figure 3-13. Landing/Taxi Lights
Figure 3-14. Tail Logo Light
Figure 3-16. Aft Baggage Compartment
Light Switch
Figure 3-15. Nose Baggage Switch
FOR TRAINING PURPOSES ONLY
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CE-525C CITATION CJ4 PILOT TRAINING MANUAL
QUESTIONS
1. What is the function of the DAY position on
the instrument lighting panel?
A. Turns the instrument panel to high
intensity
B. Turns the instrument panel off
C. Answer A and brightens electronic charts
D. Answer B and brightens electronic charts
2. What initially turns on the cabin overhead
lights?
A. The Battery Switch to ON turns on the
cabin overhead lights
B. The Entry light switch automatically turns
on the cabin overhead lights
C. The 1st push of the cabin lights on the client switch panel
D. The 1st push of the cabin lights before the
battery switch is selected on
3 LIGHTING
3. Amber EMER LIGHTS NOT ARMED message is the result of:
A. The EMER LIGHTS switch in the
ARMED position and the emergency
lights fail to illuminate
B. The EMER LIGHTS switch in the ON
position and 2 Gs of lateral force on the
airplane
C. The EMER LIGHTS switch in the OFF
position
D. The aircraft experiences 2 Gs of
lateral force but the emergency lights do
not come on
5. How can the pilot determine if the Beacon
light is activated?
A. White indicator light on the BEACON
switch is not illuminated
B. Amber indicator light on the BEACON
switch is illuminated
C. Cyan indicator light on the BEACON
switch is illuminated
D. CAS message and white halo around
BEACON switch is not illuminated
6. The TCAS switchlight can be armed on the
ground with LNDG lights ON:
A. True—if the Transponder is selected to
ON and ALT
B. False—only one mode can be selected at
a time
C. True—landing light will automatically
switch to TCAS at 500 feet
D. False—Squat switch logic prevents ground
pulse lights
4. The INT MASTER switchlight in the OFF
position will:
A. Remove all electrical power to the lights
in the cabin except emergency lights
B. Remove all electrical power to the lights
in the entire aircraft
C. Turns on all lighting in the cabin of the
aircraft
D. Removes all electrical power to lights in
the cockpit
3-8
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CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
INTRODUCTION.................................................................................................................. 4-1
GENERAL ............................................................................................................................. 4-1
DESCRIPTION....................................................................................................................... 4-2
MASTER WARNING RESET SWITCHLIGHTS................................................................. 4-2
MASTER CAUTION RESET SWITCHLIGHTS.................................................................. 4-2
CREW ALERT SYSTEM....................................................................................................... 4-2
AUDIO WARNING SYSTEM............................................................................................... 4-3
SYSTEM TEST...................................................................................................................... 4-3
OPERATION.......................................................................................................................... 4-3
LIMITATIONS........................................................................................................................ 4-4
EMERGENCY/ABNORMAL................................................................................................ 4-4
QUESTIONS.......................................................................................................................... 4-7
Figure
Title
Page
4-1. CCP............................................................................................................................... 4-4
4-2. DCP............................................................................................................................... 4-4
TABLES
Table
Title
Page
4-1. AURAL ALERTS......................................................................................................... 4-5
4-2. TEST CONDITIONS.................................................................................................... 4-6
FOR TRAINING PURPOSES ONLY
4-i
4 MASTER
WARNING SYSTEM
ILLUSTRATIONS
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4 MASTER
WARNING SYSTEM
4-ii
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CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 4
MASTER WARNING SYSTEM
The master warning system on the CJ4 aircraft provides notification of aircraft equipment malfunctions or conditions. It provides warning indications of an unsafe operating condition requiring
immediate attention, caution indications that require attention but not necessarily immediate
action, and advisory indications that some specific systems are, or are not, in operation.
GENERAL
The master warning system includes a pair of
MASTER WARNING and MASTER CAUTION
RESET switchlights and crew alerting system
(CAS) messages, which provide visual indications to the flight crew of certain conditions and/
or functions of selected systems. CAS messages
are displayed by the Collins Pro Line 21 CAS system, normally on the right multifunction display
(MFD 2) when the AVIONICS switch is in the
ON position. During engine starts when the AVIONICS switch is in the OFF or DISPATCH position, CAS messages appear on the CAS section of
MFD 1 (left).
The red CAS messages are accompanied by aural
alerts that announce the text of the message. The
amber CAS messages are accompanied by an attention chime to alert the crew.
FOR TRAINING PURPOSES ONLY
4-1
4 MASTER
WARNING SYSTEM
INTRODUCTION
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
DESCRIPTION
CREW ALERT SYSTEM
The CJ4 master warning system uses cockpit indications (visual and aural) to advise the crew of
important warnings, cautions, and advisory information about the aircraft and its systems.
The master warning system has the following
indications:
• MASTER WARNING RESET switchlights
• MASTER CAUTION RESET switchlights
• CAS messages
• Aural Alerts
MASTER WARNING RESET
SWITCHLIGHTS
A red MASTER WARNING RESET switchlight
is on each end of the upper instrument panel.
When red CAS messages display, both MASTER
WARNING RESET switchlights illuminate and
flash simultaneously until reset by pushing either
switchlight.
MASTER CAUTION RESET
SWITCHLIGHTS
4 MASTER
WARNING SYSTEM
A MASTER CAUTION RESET switchlight is on
each end of the upper instrument panel adjacent
to the MASTER WARNING RESET switchlight.
These switchlights illuminate steady when amber
CAS messages illuminate flashing. The system is
designed to prevent nuisance illuminations of the
MASTER CAUTION RESET switchlights. The
system is designed to prevent nuisance illuminations of amber CAS messages and MASTER
CAUTION illuminations by use of debounce (time
delay) or inhibits for message activation.
Reset the MASTER CAUTION RESET switchlights by pushing either one. This extinguishes both
switchlights and causes the amber CAS message
to display steady until the malfunction is cleared.
4-2
The EICAS section of MFD 2 normally displays
the various CAS messages. The messages can also
display on other displays when commanded. The
messages are classified as warning (red), caution
(amber), and advisory (cyan). They operate in conjunction with the MASTER WARNING RESET
and MASTER CAUTION RESET switchlights.
NOTE
Numerous CAS messages and the
MASTER WARNING RESET and
MASTER CAUTION RESET switchlights are inhibited from illuminating
during various phases of ground and
flight operation. This prevents nuisance
illuminations of the switchlights.
Red (Warning) CAS messages
Red indicates a warning (hazardous situation) that
requires immediate pilot corrective action. When a
red CAS message is displayed, the message and the
MASTER WARNING RESET switchlights flash
until acknowledged or the condition is corrected.
Pushing either MASTER WARNING RESET
switchlight acknowledges the message and cancels the aural alert..
All red CAS messages are grouped together at the
top of the CAS window. Any new red CAS message
displays at the top of the red CAS group. Refer to
the EICAS appendix for a complete list of the red
CAS messages and causes.
Accomplish pilot memory items (if needed) and
consult the appropriate procedure in the approved
checklist for any possible corrective action required
or advisory information which may require systems
monitoring.
Amber (Caution) CAS Messages
Amber indicates a caution (abnormal or special
situation) that requires immediate attention, but
not necessarily immediate action.
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Pushing either MASTER CAUTION RESET
switchlight acknowledges the message. This extinguishes the MASTER CAUTION RESET switchlights and changes the CAS message to steady
until the condition is corrected. If the condition is
cleared prior to pushing the MASTER CAUTION
RESET switchlights, both switchlights extinguish
and the message disappears without further action
by the pilot.
All amber CAS messages are grouped together
below any red messages on the CAS window. Any
new amber messages display at the top of the amber
group. Refer to the CAS appendix for a complete
list of the amber CAS messages and causes.
Consult the appropriate procedure in the approved
checklist for any possible corrective action required
or advisory information which may require systems
monitoring.
Cyan (Advisory) CAS Messages
Cyan messages are normally advisory and provide
information which may not require any pilot action.
Refer to the CAS appendix for a complete list of
the cyan CAS messages and causes.
Inhibits
°° The aircraft transitions from on ground
to in air.
°° Either the left or right airspeed transitions
from less than 80 knots.
°° N1 greater than 70%
• TOPI/LOPI - becomes inactive when any of
the following is true:
°° The aircraft has been in the air for more
than 30 seconds.
°° Radio altitude is more than 400 feet above
the field elevation.
°° Either the left or right airspeed is less
than 80 knots.
AUDIO ALERTING SYSTEM
Various audio alerts, tones, and chimes are incorporated into the aircraft to notify the pilot of specific
conditions or malfunctions.
The red CAS messages are accompanied by aural
alerts and/or tones. The aural alerts announce the
text of the CAS message displayed. If two or more
alerts are triggered at the same time, the one with
the highest priority sounds until:
• Acknowledged via the MASTER WARNING RESET switchlight
• Aural alert with a higher priority becomes
active
• Associated condition that caused the aural
alert is resolved
Inhibits are the DCU restricting which CAS messages appear under certain conditions. Refer to
Appendix B for specific CAS message inhibits.
Table 4-1 shows each alert, priority, and duration.
• EMER - Anytime the battery switch is in the
EMER position.
The amber CAS messages are accompanied by
a chime sound and cyan messages have no audio
alert associated with them.
• ENG FAIL - When an engine fail is posted.
• ENG SHUTDOWN - When one of the
engines has been shutdown
• ENG START - During an engine start
• TOPI/LOPI - becomes active when any of
the following is true:
The terrain awareness and warning system (TAWS)
and traffic alert and collision avoidance system
(TCAS) aurals are generated by the respective system units. When the TAWS or TCAS aural alerts
become active while a lesser priority is playing, the
aural warning system immediately stops announcing the lower priority alert and immediately begins
announcing the TCAS or TAWS aural.
FOR TRAINING PURPOSES ONLY
4-3
4 MASTER
WARNING SYSTEM
When an amber CAS message is displayed, the
message flashes, the MASTER CAUTION RESET
switchlights illuminate steady, and a chime is heard.
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
SYSTEM TEST
To perform the test on a PFD (see Figure 4-2):
The system test can be accomplished several ways.
Access to the test may be through either of the cursor control panels (CCP) for display on the same
side MFD or through either of the display control
panels (DCP) for display on the same side PFD.
The test menu will appear on the left side of the
chosen display. Complete tests are required prior
to flight. Single item test may be used in flight to
resolve an issue. Table 4-1 shows the test item,
aural alert, CAS message (if any) and notes.
OPERATION
To perform the test on an MFD (see Figure 4-1):
Figure 4-2. DCP
1. Press the CCP MENU button on the DCP – the
CCP menu displays on the left side of the PFD.
2.Turn the MENU ADV knob right to scroll the
blue box down to SYS TEST.
3.Remaining steps as shown above.
As each system is tested, a check mark is added to
the box on the left to show that the system test is
completed. Refer to Table 4-2 for information on
each system and what is tested.
Figure 4-1. CCP
LIMITATIONS
1. Press the LWR MENU button on the CCP – the
CCP menu displays on the left side of the MFD.
4 MASTER
WARNING SYSTEM
2.Turn the MENU ADV knob right to scroll the
blue box down to SYS TEST.
For specific information on limitations, refer to the
FAA-approved AFM.
3.Push the DATA knob to select the test menu –
blue box surrounds the first item.
EMERGENCY/
ABNORMAL
4.Push the DATA knob to initiate the test – check
mark appears in box.
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
5.When that test is done, use the MENU ADV and
DATA knobs to test each item.
6.When complete, use the MENU ADV and DATA
knobs to select OFF.
4-4
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CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table 4-1. AURAL ALERTS
PRIORITY
TAWS MINIMUM
TCAS
1
2
CABIN ALTITUDE
ALERT TYPE
VOICE NONE
DURATION
As required
3
X
X
X
LANDING GEAR
4
X
Repetitive, noncancelable-Gear horn input conditions must be
satisfied to cease aural.
AUTO-PILOT
DISCONNECT
5
X
Repetitive, until acknowledged twice by way of AP disconnect
switch input (not CAS associated).
ALTITUDE ALERT
6
X
Single announcement, not CAS associated, no acknowledgement required.
NO TAKEOFF
7
X
Repetitive, until CAS logic conditions are satisfied, acknowledgment ceases CAS flashing (red CAS only).
ENGINE FAILED L
8
X
Single announcement, MASTER WARNING and CAS messages
flash until acknowledged.
ENGINE FAILED R
9
X
Single announcement, MASTER WARNING and CAS messages
flash until acknowledged.
ENGINE FIRE L
10
X
Single announcement, MASTER WARNING and CAS messages
flash until acknowledged.
ENGINE FIRE R
11
X
Single announcement, MASTER WARNING and CAS messages
flash until acknowledged.
BATTERY FAULT
12
X
Single announcement, MASTER WARNING and CAS messages
flash until acknowledged (red CAS only).
BATTERY FAIL
13
X
Single announcement, MASTER WARNING and CAS messages
flash until acknowledged (not required for V1.0).
OIL PRESSURE L
14
X
Single announcement, MASTER WARNING and CAS messages
flash until acknowledged. CAS flashing.
OIL PRESSURE R
15
X
Single announcement, MASTER WARNING and CAS messages
flash until acknowledged.
DC GEN OFF L
16
X
Single announcement, MASTER WARNING and CAS messages
flash until acknowledged (red CAS only).
DC GEN OFF R
17
X
Single announcement, MASTER WARNING and CAS messages
flash until acknowledged (red CAS only).
AC ALTERNATOR
18
X
Single announcement, MASTER WARNING and CAS messages
flash until acknowledged (red CAS only).
AC ALTERNATOR
19
X
Single announcement, MASTER WARNING and CAS messages
flash until acknowledged (red CAS only).
AC-DC
20
X
Single announcement, MASTER WARNING and CAS messages
flash until acknowledged.
FWD BAGGAGE
21
X
Single announcement, MASTER WARNING and CAS messages
flash until acknowledged.
AFT BAGGAGE
22
X
Single announcement, MASTER WARNING and CAS messages
flash until acknowledged.
OVERSPEED
1
X
Repetitive, noncancelable--Airspeed reduction required to cease
aural.
MASTER CAUTION
2
X
Single announcement, acknowledgment required to cancel MASTER Caution and cause flashing CAS message to go steady.
SELCAL
4
5
X
X
Single announcement
PHONE CALL
As required
S i n g l e a n n o u n c e m e n t , a c k n o w l e d g m e n t re q u i re d
(red CAS only).
Repetitive, acknowledged when handset picked
FOR TRAINING PURPOSES ONLY
4-5
4 MASTER
WARNING SYSTEM
ALERT
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table 4-2. TEST CONDITIONS
4 MASTER
WARNING SYSTEM
TEST CONTROL
AURAL
CAS
NOTE
OFF
None
None
No test modes are active
FIRE WARN
“Left engine fire”
“Right engine fire”
“Forward baggage smoke”
“Aft baggage smoke”
Red ENGINE FIRE L-R
Red BAGGAGE SMOKE FWD-AFT
Red ENGINE FIRE L and R buttons illuminate. Aural alerts may
not fall in the listed order, but all
should be heard.
LDG GEAR
“Landing Gear”
Amber GEAR DOWN MONITOR FAIL
Both red and green gear status
lamps illuminate for all three
gear positions.
BLEED LEAK
Chime
Amber PYLON BLEED LEAK L-R
Amber WING BLEED LEAK L-R
TAIL DE-ICE
Chime
Amber TAIL DE-ICE Fail L-R
AOA
None
None
RUDDER BIAS
Chime
Amber RUDDER BIAS FAIL
W/S TEMP
Chime
Amber WINDSHIELD HEAT FAIL L-R
Amber WINDSHIELD OVERTEMP L-R
OVERSPEED
Overspeed tone beeps
approximately 5 times
None
ANTI-SKID
Chime
Amber ANTISKID FAIL
ANNUNCIATOR
“Test”
None
CABIN PRESS
“Cabin altitude”
Red CABIN ALTITUDE
Amber SUPPLEMENTAL PRESS
ELEV TRIM
None
None, Initially
When ELEV TRIM is selected,
move either primary elevator
trim switch (both sides) nose
up or nose down briefly. The
amber PRIMARY ELEVATOR
TRIM FAIL should post and the
primary trim should not move
if commanded. The message
should extinguish when the
systems test cursor is moved to
another test control.
TAWS
Enhanced TAWS callouts,
windsheer, all basic GPWS
modes, and smart 500
callouts
Amber TAWS TERRAIN FAIL
Amber TAWS GPWS FAIL
Amber TAWS WINDSHEAR FAIL
Amber TAWS TERRAIN NOT AVAILABLE
Amber TAWS SYSTEM FAIL
This position tests all the TAWS
callouts as configured for the
aircraft. Windsheer items apply
to Mark V only.
4-6
FOR TRAINING PURPOSES ONLY
AOA indexer (if installed) illuminates from fly up to fly down,
shaker activates, AOA indicators
on PFDs shift from low to high,
and an amber AOA flag flashes
approximately three times on
the PFD gauge fields.
Interrupts power to the control
valves causing the valves to
move to the bypass position.
Overtemperature message
clears.
None
Message posts and remains on
for six seconds as the anti-skid
system completes a self test.
Upon completion of the self test
the message clears. If the system does not check operational,
the message will remain posted
while the test is active.
White BOTTLE ARMED button lights, red ELEV TRIM NO
TAKEOFF and amber FUEL
LOW L-R annunciators, and
lighted buttons illuminate.
Radio altimeter indication will
be “50” feet with an amber RA
TEST on both PFDs.
CAB ALT field on MFD turns
red.
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
QUESTIONS
1.Where are CAS messages displayed during the 1st
engine start (avionics switch in DISPATCH)?
A. PFD 1
B. PFD 2
C. MFD 1
D. MFD 2
6. Aural alerts will always:
A. Alert what CAS message appears at the
time
B. Alert the highest priority CAS message
C. Alert every CAS message in sequence
D. Alert all CAS messages
2. Where are CAS messages displayed during
normal flight operations?
A. PFD 1
B. PFD 2
C. MFD 1
D. MFD 2
7. System test is accomplished by:
A. LWR menu on PFD 1, controlled by the
DCP
B. UPR menu on PFD 1, controlled by the
DCP
C. LWR menu on MFD 1 controlled by the
CCP
D. UPR menu on MFD 1, controlled by the
CCP
3. If a new red CAS message appears
A. It is displayed at the top of the red group
of CAS messages
B. The message and the MASTER WARNING switch light will flash until depressed
C. The voice annunciation will repeat the
message until the MASTER WARNING
button is pushed
D. All of the above
4 MASTER
WARNING SYSTEM
4. Amber CAS messages:
A. Are grouped below red CAS messages
B. Will cause an aural message stating the
CAS message
C. Will cause the MASTER CAUTION
switch light to steadily illuminate
D. Both A and C
5. Cyan CAS messages:
A. Require immediate checklist procedures
B. Require a memory item action
C. Are normal considered advisory only
D. Have no emergency procedures
FOR TRAINING PURPOSES ONLY
4-7
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
LEFT INTENTIONALLY BLANK
4 MASTER
WARNING SYSTEM
4-8
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 5
FUEL SYSTEM
CONTENTS
INTRODUCTION.................................................................................................................. 5-1
GENERAL ............................................................................................................................. 5-1
WING FUEL TANK............................................................................................................... 5-2
Description...................................................................................................................... 5-2
Components..................................................................................................................... 5-2
FUEL DISTRIBUTION.......................................................................................................... 5-3
Description...................................................................................................................... 5-3
Components..................................................................................................................... 5-3
Controls and Indications.................................................................................................. 5-5
Operations....................................................................................................................... 5-5
SINGLE POINT REFUEL/DEFUEL SYSTEM.................................................................... 5-6
Description...................................................................................................................... 5-6
Components..................................................................................................................... 5-6
Controls and Indications.................................................................................................. 5-6
Operations....................................................................................................................... 5-6
FUEL QUANTITY GAUGING SYSTEM............................................................................. 5-9
Description...................................................................................................................... 5-9
Components..................................................................................................................... 5-9
Controls and Indications.................................................................................................. 5-9
Operations..................................................................................................................... 5-11
FUEL VENT SYSTEM........................................................................................................ 5-11
Components................................................................................................................... 5-11
LIMITATIONS...................................................................................................................... 5-11
EMERGENCY/ABNORMAL.............................................................................................. 5-11
QUESTIONS........................................................................................................................ 5-13
FOR TRAINING PURPOSES ONLY
5-i
5 FUEL SYSTEM
Description.................................................................................................................... 5-11
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
LEFT INTENTIONALLY BLANK
5 FUEL SYSTEM
5-ii
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
5-1.
Right Wing Tank......................................................................................................... 5-2
5-2.
Fuel Filler Cap - Open................................................................................................ 5-2
5-3.
Fuel Drain Valves....................................................................................................... 5-3
5-4.
Ejector Pump.............................................................................................................. 5-4
5-5.
FUEL BOOST Switchlights and FUEL TRANSFER Knob...................................... 5-4
5-6.
SPR Access Panel....................................................................................................... 5-5
5-7.
Normal Operation....................................................................................................... 5-7
5-8.
Fuel Transfer Operations............................................................................................ 5-8
5-9. Fuel System Display................................................................................................... 5-9
5-10. Single-Point Refueling............................................................................................. 5-10
5-11. Fuel Vent................................................................................................................... 5-11
TABLES
5-1.
Title
Page
CAS Messages....................................................................................................... 5-12
5 FUEL SYSTEM
Table
FOR TRAINING PURPOSES ONLY
5-iii
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LEFT INTENTIONALLY BLANK
5 FUEL SYSTEM
5-iv
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 5
FUEL SYSTEM
INTRODUCTION
This chapter presents information on the fuel system of the CJ4 aircraft. The fuel system is
comprised of various subsystems that include: wing fuel tanks, fuel distribution system, single
point refuel/defuel (SPR) system, fuel quantity gauging system, and the fuel vent system. Crew
alert system (CAS) messages alert the pilot to fuel system abnormal situations.
GENERAL
The fuel distribution system supplies fuel to each
engine from its respective tank or transfers fuel to
the opposite tank. The SPR system utilizes a single
adapter to pressure refuel and defuel the left and
right wing fuel tanks.
The quantity gauging system utilizes an AC passive capacitance system. The system calculates fuel
quantity and sends this data to be displayed on the
multifunction displays (MFDs).
The fuel vent systems provide ventilation to the
fuel tanks during flight maneuvers, fuel expansion,
refueling and defueling.
FOR TRAINING PURPOSES ONLY
5-1
5 FUEL SYSTEM
The CJ4 aircraft utilizes two integral wet wing
tanks. The tanks are filled separately via overwing
filler ports or through the SPR system.
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
WING FUEL TANK
DESCRIPTION
The left and right wings contain integral wet wing
fuel tanks that are separated and symmetrical (Figure 5-1). Each tank has a usable fuel capacity of
approximately 435 gallons (2,905 pounds) for a
total capacity of 867 gallons (5,828 pounds). The
standard fuel for the CJ4 aircraft is Jet A or A-1.
The following fuels are also approved for the CJ4:
Grade (Type)
Specification
Min Fuel
Temperature
Max Fuel
Temperature
Jet A
Jet A1
ASTM-D1655
-40 oC
-40 oC
+57.2 oC
+57.2 oC
JP-5
MIL-PRF-5624
-40 oC
+57.2 oC
JP-6
MIL-T-83133
-40 oC
+57.2 oC
Fuel anti-ice additives may be used but are not
required.
Each tank can be filled separately through filler caps on the upper wing skin or through the
SPR system. Maximum fuel capacities achieved
through both methods of refueling is placarded at
the respective fueling ports. Fuel in the wet wings
moves by gravity to the integral engine feed hopper. The vent surge tank collects fuel that may travel
outboard through the climb vent line. Drain valves
are provided in the low areas of each tank where
water could collect.
5 FUEL SYSTEM
Figure 5-1. Right Wing Tank
Figure 5-2. Fuel Filler Cap - Open
COMPONENTS
Overwing Filler Port
Each wing has one filler port with locking cap on
the upper surface near the outboard end (Figure
5-2). The filler port is placarded with maximum
capacity. Ensure the aircraft is properly grounded
(ground point near wing tip on underside). Do not
fill higher than the FULL indicator. Ensure caps
are securely fastened when finished. There is no
indication that this cap is secure other than visual
inspection.
Engine Feed Hopper
An integral engine feed hopper at the root of each
wing is aft of the main spar. The hopper is sealed,
except for one air vent at the top, in order to maintain a full engine feed hopper under low fuel conditions. The vent allows the hopper to fill during
refueling and system operation.
Flapper valves inside and outside the hopper allow
fuel to gravity flow into the feed hopper. The flapper valves inside the hopper keep fuel in the hopper
during negative-G conditions. The flapper valves
outside the hopper minimize outboard fuel movement during banked maneuvers.
The feed hopper contains the following components:
• Primary ejector pump
• Electric boost pump
5-2
FOR TRAINING PURPOSES ONLY
Revision 0.01
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
• Compensator probe
The drains are used to drain fuel or water from the
wing tank cavities and engine feed hopper. They
also provide fuel samples for testing.
• Drain valve
Fuel is constantly transferred to the engine feed
hopper by two scavenge ejector pumps.
Vent Surge Tank
The vent surge tank, in the most outboard wet bay
of the wing fuel tank, is physically isolated from,
but integral to the main tank. The tank collects
fuel that travels outboard through the climb vent
line through movement or expansion.. As fuel is
removed from the main tank, the surge tank drains
fuel back into the main tank through the climb vent
line and flapper valves.
The surge tank is vented to the atmosphere through
a flush-mounted NACA vent on the underside of
the wing, just inboard of the surge tank.
Drain Valves
Each wing has five drain valves at low points where
water could collect. The drains are located in the
following areas (Figure 5-3):
• Outboard of the landing gear well behind the
main spar
• In the engine feed hopper
• Between the feed hopper and the main spar
• Inboard between the forward and main spars
• On the most inboard access panel
Due to the tank arrangement not all unusable fuel
is drainable. Some fuel cannot be drained from
the lowest points and various small pockets in the
wing.
FUEL DISTRIBUTION
DESCRIPTION
The fuel distribution system supplies fuel to each
engine from its respective tank or transfers fuel to
the opposite tank.
The engines are supplied with fuel by the primary
ejector pump and secondarily by the electric boost
pump. Check valves are incorporated in the supply
line to prevent backflow.
The primary ejector pump, electric boost pump, and
scavenge ejector pumps have wire mesh screens on
their inlets to prevent unacceptable contamination
from reaching the engine.
COMPONENTS
The fuel distribution system utilizes the following
components in and near the wing root:
• Wing fuel tanks
• Primary ejector pump
• Electric boost pumps
• Scavenge ejector pumps
• Fuel transfer valve
Figure 5-3. Fuel Drain Valves
A primary ejector pump is located in each engine
feed hopper. It has no moving parts and requires
no electricity. Fuel under motive flow pressure –
supplied by the engine-driven fuel pump – creates
a suction that draws a high volume of low-pressure
fuel from the hopper and sends it to the enginedriven pump (Figure 5-4).
FOR TRAINING PURPOSES ONLY
5-3
5 FUEL SYSTEM
Primary Ejector Pump
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
HIGH VOLUME
FUEL
EJECTOR PUMP
HIGH PRESSURE
FUEL
MOTIVE FLOW
(FROM ENGINE DRIVEN
FUEL PUMPS)
TO ENGINE DRIVEN
FUEL PUMPS
FUEL IN TANK
FUEL INLET
Figure 5-4. Ejector Pump
The ejector pump only operates when the respective engine is running. The engine-driven pump is
part of the engine’s fuel delivery unit. See Chapter
7, Powerplant for more information.
Electric Boost Pumps
The left and right fuel boost pumps are located
inside their respective feed hoppers. The pumps
operate using normal or converted DC power
through automatic or manual activation. The
pumps are used for engine start, fuel transfer and
to provide adequate pressure to the engine if a low
fuel pressure situation exists. If the FUEL BOOST
- MANUAL switchlights on the left tilt panel are
not illuminated, the pumps are set for automatic
activation when needed (Figure 5-5).
The pumps can be manually controlled by pushing
the respective FUEL BOOST switchlight.
Scavenge Ejector Pumps
Two scavenge ejector pumps, in each wing, are supplied with low-pressure (motive flow) fuel from the
primary ejector or electric boost pumps.
The scavenge pumps constantly transfer fuel from
the wing tanks to the feed hopper to keep it full.
This keeps the primary ejector and electric boost
pumps submerged until the wing tank is near empty
and the fuel level is drained from the feed hopper.
This prevents low fuel conditions during descent,
cruise, and climb attitudes.
Fuel Transfer Valve
The fuel transfer valve (installed in left wing tank)
is normally closed. It is a solenoid operated valve
that requires normal or converted DC power to
open. It fails closed when power is removed.
5 FUEL SYSTEM
Figure 5-5. FUEL BOOST Switchlights
and FUEL TRANSFER Knob
5-4
When the valve is opened, the corresponding
boost pump starts transferring fuel. This allows
fuel to be pumped from that feed hopper into the
opposite feed hopper through an orifice union,
which restricts the transfer flow. The fuel back
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
flows through the opposite boost pump into its
fuel hopper.
illuminate. Refer to the appropriate procedure in
the approved checklist.
Firewall Shutoff Valves
When the engine is running, high-pressure fuel
(motive flow) from the FDU is supplied to the primary ejector fuel pump in the feed hopper. The
ejector pump outputs metered fuel flow to the
engine during normal operation.
A fuel firewall shutoff valve in installed in each
fuel supply line inside the fuselage just aft of the
wing. Cockpit switches require pilot action to close
these valves, thereby stopping fuel from reaching
the engine. Refer to Chapter 8 – Fire Protection
for more information.
CONTROLS AND INDICATIONS
FUEL BOOST Switchlights
The L and R FUEL BOOST – MANUAL switchlights are on the left end of the tilt panel (Figure
5-5). Pushing an unlit switchlight activates the
respective boost pump and illuminates the switchlight blue. The cyan FUEL BOOST PUMP ON
message appears on the CAS window.
FUEL TRANSFER Knob
The FUEL TRANSFER rotary knob on the left
instrument panel controls the fuel transfer valve
(Figure 5-5). When in either L TANK or R TANK
position, the normally closed transfer valve is
opened and activates the boost pump on the respective side that fuel is being transferred from. This
allows fuel to be pumped from one feed hopper
into the opposite feed hopper.
The forward and aft scavenge ejector pumps constantly transfer fuel from the wing tanks to the feed
hopper. This keeps the primary ejector and electric
boost pumps submerged until the wing tank is near
empty and the fuel level is drained from the feed
hopper.
If a fuel imbalance occurs, the condition may be
alleviated by transferring fuel. Position the FUEL
TRANSFER knob in the direction of transfer
desired – normally higher tank to lower tank (Figure 5-7). The transfer valve opens and the boost
pump is activated on the side you wish to transfer from. The cyan FUEL TRANSFER and corresponding FUEL BOOST PUMP ON messages
appear. When the balance desired is reached, turn
the knob to OFF. Normal fuel imbalance is 200
pounds; demonstrated emergency imbalance is
600 pounds.
OPERATIONS
During engine start the electric boost pumps inside
of the feed hopper automatically activate when the
ENGINE STARTER button is pressed to supply
fuel to the engine (Figure 5-7). At about 45% N2
the pump is automatically turned off.
Figure 5-6. SPR Access Panel
FOR TRAINING PURPOSES ONLY
5 FUEL SYSTEM
If low fuel pressure is detected, the corresponding
amber FUEL PRESSURE LOW message appears
momentarily on the CAS then extinguishes, and
amber FUEL BOOST PUMP ON CAS message
appears and a chime sounds. The FUEL PRESSURE LOW message extinguishes when the fuel
boost pump restores normal fuel pressure. The
MASTER CAUTION RESET switchlights also
5-5
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
SINGLE POINT REFUEL/
DEFUEL SYSTEM
DESCRIPTION
The SPR system utilizes a single adapter to pressure refuel and defuel the left and right wing fuel
tanks. The system is operated by fuel level and
positive (refuel) or negative (defuel) pressure. A
precheck system is incorporated to test the automatic high level shutoff system prior to starting
refueling operations. The precheck procedure must
be performed prior to every SPR filling. The system is accessed through the SPR access panel just
forward of the right wing (Figure 5-6).
COMPONENTS
A precheck valve is installed in each precheck line
going to the high level pilot valve in each wing.
During defueling operations, the valve closes the
precheck system to allow negative pressure to be
applied to the defuel valve actuation port.
Pressure Relief Valves
The valves prevent excessive positive or negative
tank pressures during single point refueling if the
system fails to shutoff when the tank is full. It also
relieves pressure during other conditions if the normal vent system fails closed or is blocked. Pressure relief occurs to regulate internal tank pressure
so not to exceed a positive 6.0 psig and a negative
0.7 psig.
CONTROLS AND INDICATIONS
Refuel/Defuel Adapter
The refuel/defuel adapter is behind the SPR access
panel just forward of the right wing on the fairing
below the fuselage.
The adapter is a spring-loaded coupling valve used
to connect the refueling equipment to the aircraft.
The adapter housing also has a port for supplying
fuel to the precheck valve.
Refuel Valves
The refuel shutoff valves are outboard of the last
flapper rib of each wing tank. The valves are springloaded shutoff valves and are opened by positive
fuel pressure. Part of the refuel flow is bypassed
and redirected to the pilot line. Increased back pressure closes the refuel valve when the pilot port flow
is stopped by the high level pilot valve.
High Level Pilot Valve
5 FUEL SYSTEM
The high level pilot valve is just below the full
fuel level in each tank. The pilot valve shuts off the
corresponding pilot flow when either the precheck
flow or full tank fuel level fills the float bowl.
5-6
Precheck Valves
Precheck Valve Levers
The two precheck levers are next to the SPR adapter. These are used to verify that fuel will stop going
into the wing tank when it is full. Opening (raising)
the lever allows a precheck flow of fuel to each
wing. The precheck flow comes from an auxiliary
port on the adapter and moves to the selected high
and low level pilot valves.
OPERATIONS
SPR Refueling
Ensure the aircraft is properly grounded and the
wing drain valves are all properly closed. Attach
the refuel/defuel nozzle to the refuel/defuel adapter
in the SPR access compartment just forward of the
right wing on the fairing below the fuselage.
Perform the precheck procedure by raising (opening) the precheck lever of the wing(s) to be refueled. Provide refuel pressure (10-55 psi) to the
system to precheck the auto-shutoff function. The
fuel flow should stop. Place the lever back down
(closed) and allow the wing(s) to refuel. Watch for
evidence of any overboard spillage at the wing tank
vent scoop or wing pressure tank relief valve. Shut
down refuel flow upon evidence of overboard spillage or after automatic shutdown.
FOR TRAINING PURPOSES ONLY
CAP
FOR TRAINING PURPOSES ONLY
5 FUEL SYSTEM
PRESSURE RELIEF
VALVE
SHUTOFF
FLOW LINE
FUEL
BOOST PUMP PRESSURE
ENGINE HIGH PRESSURE FUEL
EJECTOR PUMP PRESSURE
TRANSFER PUMP PRESSURE
REFUEL SYSTEM
VENT
LEGEND
NACA VENT
SURGE TANK
VENT FLOAT
VALVE
HIGH LEVEL
PILOT VALVE
PRECHECK
FLOW LINE
EMERGENCY FUEL
SHUTOFF VALVE
(MECHANICAL) (N/O)
FUEL METERING UNIT
FLOW DIVIDE
FUEL FLOW
FUEL METERING UNIT
ENGINE DRIVEN
FUEL PUMP
FUEL FILTER
FUEL TEMPERATURE
FUEL/OIL
HEAT EXCHANGER
Figure 5-7. Normal Operation
CLIMB VENT LINE
SPR
REFUEL
VALVE
SPR FUEL LINE
FUEL
FIREWALL
SHUTOFF
VALVE
5/7 PSI
PRESSURE
SWITCH
P
LOW FUEL
LEVEL FLOAT
SWITCH
T
TRANSFER VALVE
(SOLENOID)
T
SCAVENGE
EJECTOR
P
PRIMARY
EJECTOR
SCAVENGE
EJECTOR
SPR ADAPTOR
PRECHECK
LEVERS
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
5-7
5 FUEL SYSTEM
5-8
CAP
FOR TRAINING PURPOSES ONLY
PRESSURE RELIEF
VALVE
SHUTOFF
FLOW LINE
FUEL
BOOST PUMP PRESSURE
ENGINE HIGH PRESSURE FUEL
EJECTOR PUMP PRESSURE
TRANSFER PUMP PRESSURE
REFUEL SYSTEM
VENT
LEGEND
NACA VENT
SURGE TANK
VENT FLOAT
VALVE
HIGH LEVEL
PILOT VALVE
EMERGENCY FUEL
SHUTOFF VALVE
(MECHANICAL) (N/O)
FUEL METERING UNIT
FLOW DIVIDE
FUEL FLOW
FUEL METERING UNIT
ENGINE DRIVEN
FUEL PUMP
FUEL FILTER
FUEL TEMPERATURE
FUEL/OIL
HEAT EXCHANGER
SPR FUEL LINE
Figure 5-8. Fuel Transfer Operations
CLIMB VENT LINE
SPR
REFUEL
VALVE
PRECHECK
FLOW LINE
FUEL
FIREWALL
SHUTOFF
VALVE
5/7 PSI
PRESSURE
SWITCH
P
LOW FUEL
LEVEL FLOAT
SWITCH
T
TRANSFER VALVE
(SOLENOID)
T
SCAVENGE
EJECTOR
P
PRIMARY
EJECTOR
SCAVENGE
EJECTOR
SPR ADAPTOR
PRECHECK
LEVERS
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
discrete return signal to determine the fuel height
at each probe.
Fuel Probes
When done, ensure the precheck levers are both in
the down (closed) position and disconnect the refuel/defuel nozzle. Ensure the access door is closed.
SPR Defueling
When done, ensure the aircraft is properly grounded and attach the refuel/defuel nozzle to the refuel/
defuel adapter in the SPR access compartment.
Raise (open) the precheck levers for the wing(s) to
be defueled. Provide negative defuel pressure (-10
psi maximum) to the system.
When done, ensure the precheck levers are both in
the down (closed) position and disconnect the refuel/defuel nozzle. Ensure the access door is closed.
FUEL QUANTITY
GAUGING SYSTEM
DESCRIPTION
The fuel quantity gauging system utilizes an AC
passive capacitance system. The signal conditioner
channel provides signals to the seven fuel probes
in each wing and measures the return signals to
determine the fuel height at each probe. The fuel
quantity data is displayed on the MFD.
Fuel Float Switches
Each wing tank has a low fuel level float switch on
the inboard side of the main wheel well. The float
switch sends a signal to activate the respective side
amber FUEL LEVEL LOW message 90 seconds
after the quantity drops below 240 pounds. The
respective FUEL LOW annunciator light above the
standby flight display illuminates 30 seconds after
the quantity drops below 240 pounds.
CONTROLS AND INDICATIONS
Fuel System Display
Fuel system data is shown on appropriate displays
with a digital readout for each wing fuel quantity.
Fuel system data (quantity, temperature and fuel
flow) is normally displayed on the left MFD after
avionics is powered (Figure 5-9). The data may
also be shown on other displays by using various
menus or reversion buttons. If data is dashed, it
is invalid.
FUEL LOW LEVEL Annunciator
A FUEL LOW LEVEL annunciator light above
the standby flight display illuminates along with
the FUEL LOW LEVEL CAS message.
COMPONENTS
OPERATIONS
Signal Conditioner
Under normal operations no control action is
required of the pilot. Fuel quantity is sensed by
the probes and displayed.
The signal conditioner in the right aft fuselage
fairing is a dual channel microprocessor-based
conditioner. The conditioner provides an excitation signal to the fuel probes and measures the
FOR TRAINING PURPOSES ONLY
5-9
5 FUEL SYSTEM
Figure 5-9. Fuel System Display
There are seven fuel probes in each wing. The #7
probe in the feed hopper also functions as a compensator probe when covered to correct the calculated quantity. The probes measure the capacitance
between the inner and outer cylinders to determine
the fuel height at each probe.
5 FUEL SYSTEM
5-10
CAP
FOR TRAINING PURPOSES ONLY
FUEL
SHUTOFF
FLOW LINE
PRESSURE RELIEF
VALVE
REFUEL PRESSURE
VENT
LEGEND
NACA VENT
SURGE TANK
VENT FLOAT
VALVE
HIGH LEVEL
PILOT VALVE
EMERGENCY FUEL
SHUTOFF VALVE
(MECHANICAL) (N/O)
FUEL METERING UNIT
FLOW DIVIDE
FUEL FLOW
FUEL METERING UNIT
ENGINE DRIVEN
FUEL PUMP
FUEL FILTER
FUEL TEMPERATURE
FUEL/OIL
HEAT EXCHANGER
SPR FUEL LINE
Figure 5-10. Single-Point Refueling
CLIMB VENT LINE
SPR
REFUEL
VALVE
PRECHECK
FLOW LINE
FUEL
FIREWALL
SHUTOFF
VALVE
5/7 PSI
PRESSURE
SWITCH
P
LOW FUEL
LEVEL FLOAT
SWITCH
T
TRANSFER VALVE
(SOLENOID)
T
SCAVENGE
EJECTOR
P
PRIMARY
EJECTOR
SCAVENGE
EJECTOR
SPR ADAPTOR
PRECHECK
LEVERS
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
FUEL VENT SYSTEM
DESCRIPTION
The left and right wing fuel tanks have separate
vent systems. The systems provide ventilation to
the fuel tanks during flight maneuvers, fuel expansion, and refueling/defueling operations.
COMPONENTS
Figure 5-11. Fuel Vent
Vent Float Valve
The surge tank drains fuel back into the main tank
through the climb vent and flapper valves as fuel
is removed from the main tank.
The vent float valve is in the outboard end of the
main tank. The vent valve is float actuated and
allows air to either enter or leave the main tank.
LIMITATIONS
Climb Vent Line
The climb vent line extends from an inboard point
in the wing and terminates within the surge tank. It
provides venting in a steep climb and/or wing low
flight condition and during low quantity refueling.
Fuel Vent
Two fuel vents (NACA style) are flush-mounted on
the lower side of each wing inboard of the surge
tank (Figure 5-11). The vent is connected to the
surge tank at the high point in the surge tank. This
prevents fuel from siphoning or spilling overboard.
The surge tank is vented to the atmosphere through
this vent.
For specific information on limitations and procedures, refer to the appropriate checklist or FAAapproved Airplane Flight Manual (AFM).
EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.
Operations
The normally open vent float valve acts as the primary vent for the wing tank during descent, refueling, and defueling.
5 FUEL SYSTEM
When fuel undergoes thermal expansion, it expands
in the main tank and air is vented into the surge
tank through the vent float valve. When the fuel
level reaches the vent float valve, it closes. The fuel
is forced up the climb vent line until high enough
to overflow into the surge tank.
If the fuel level in the surge tank reaches the standpipe for the vent scoop, it is vented to the atmosphere through the vent scoop.
FOR TRAINING PURPOSES ONLY
5-11
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table 5-1. CAS Messages
MESSAGE
DESCRIPTION
FUEL BOOST PUMP ON L–R
Indicates when the respective side boost pump has been activated automatically due to a low fuel pressure condition.
FUEL LEVEL LOW L–R
Indicates when the fuel level is below 200 lbs for 30 seconds. This message will
not be cleared until the level is more than 200 lbs for 90 seconds.
FUEL FILTER BYPASS L–R
Indicates when the respective engine-mounted fuel filter detects a rise in pressure. This indicates an impending bypass condition. Do not transfer fuel unless
absolutely required. Refer to appropriate checklist procedures.
FUEL PRESSURE LOW L–R
When the fuel pressure in the fuel line is below 4.65 psig, this message appears
on the EICAS and a chime sounds. The MASTER CAUTION RESET switchlights
also illuminate. Refer to the appropriate checklist procedures.
FUEL TRANSFER
Indicates when the transfer valve is open and the receiving side is greater than
60 pounds imbalance.
FUEL BOOST PUMP ON L–R
Indicates when the respective side boost pump has been activated manually
(button pushed) or automatically (engine start or fuel transfer).
FUEL TRANSFER
Indicates when the FUEL TRANSFER knob has been moved out of OFF.
5 FUEL SYSTEM
5-12
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
QUESTIONS
1. What is the total capacity of the fuel system?
A. 6,000 lbs
B. 5,828 lbs
C. 5,180 lbs
D. 5,018 lbs
2. The SPR system:
A. Is a service pressure regulator for venting
back pressure in the fuel
B. Is a single point refuel/defuel system
C. Is supplemental priest recycling for reusing fuel additives
D. Is a FDU mode for adding fuel during start
sequence
3. If an amber FUEL LEVEL LOW message
appears:
A. The respective wing quantity has just
reached 200 pounds
B. The boost pump on that side will automatically activate
C. The pilot must manually turn on the boost
pump
D. The MASTER WARNING light
illuminates
6. Fuel transfer knob allows fuel to be transferred:
A. From wing to wing
B. From wing to engine
C. From engine to SPR
D. From SPR to wing
7. What is the difference between the amber and
cyan FUEL TRANSFER CAS message?
A. Cyan indicates transfer valve open and
imbalance greater than 60 lbs, Amber indicates transfer failure
B. Cyan indicates transfer failure, Amber
indicates the fuel transfer valve is open
and an imbalance greater than 60 lbs in
the direction of transfer
C. Cyan indicates normal transfer, Amber
indicates the fuel transfer valve is open
and an imbalance greater than 60 lbs in
the direction of transfer
D. Cyan indicates normal transfer, Amber
indicates transfer failure
5 FUEL SYSTEM
4. What is the function of the surge tank?
A. Allows extra fuel to be used during extended flights
B. Acts as an overflow tank and is fed by the
climb vent line
C. Stores fuel bypassed by the FDU for ejector pump use
D. Contains the electric fuel pump and is the
main pickup for the engine
5.What is the function of the scavenge ejector
pumps?
A. Pressurize fuel for the slinger ring
B. Move fuel from other areas in the wing
tank for transfer to the other wing
C. Move fuel from other areas in the wing
tank for transfer to the other engine
D. Moves fuel from other areas in the wing
tank to that tanks’ fuel hopper
FOR TRAINING PURPOSES ONLY
5-13
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
8. When using the SPR, how is the fuel delivery
stopped when the wing(s) are full to prevent
overfueling?
A. The pilot valve will open by rising with the
fuel and allow incoming fuel to close the
SPR refuel valve which will stop incoming fuel flow
B. The pilot valve closes and prevents fuel
from entering the SPR refuel valve
C. The pilot valve open when the wing is
pressurized which will allow some fuel to
enter the vent tank
D. The pilot valve electrically activates the
dead man switch and shuts off fuel flow
from the truck, requires electrical power
(28 VDC)
9. What position must the precheck levers be in
for defuel operations?
A. Closed
B. Open
C. Defuel
D. Normal
10. If fuel transfer has been selected and normal
and converted DC electrical power is lost:
A. The system continues to transfer fuel
B. The transfer valve fails closed, and the
boost pump stops working
C. The boost pump is energized by the alternators to continue transfer
D. Continue normal flight to destination
11. Asymmetric fuel limitations are:
A. 400 normal; 800 emergency
B. 200 normal; 800 emergency
C. 200 normal; 600 emergency
D. 400 normal; 1000 emergency
5 FUEL SYSTEM
5-14
FOR TRAINING PURPOSES ONLY
6 AUXILIARY
POWER SYSTEM
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
The information normally contained in this chapter
is not applicable to this aircraft.
Revision 0.01
FOR TRAINING PURPOSES ONLY
6-i
6 AUXILIARY
POWER SYSTEM
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
LEFT INTENTIONALLY BLANK
6-ii
FOR TRAINING PURPOSES ONLY
Revision 0.01
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 7
POWERPLANT
CONTENTS
GENERAL ............................................................................................................................. 7-1
MAJOR SECTIONS............................................................................................................... 7-2
OIL SYSTEM......................................................................................................................... 7-3
Description...................................................................................................................... 7-3
Components..................................................................................................................... 7-3
Controls and Indications.................................................................................................. 7-4
Operation......................................................................................................................... 7-4
FUEL SYSTEM...................................................................................................................... 7-6
Description...................................................................................................................... 7-6
Components..................................................................................................................... 7-6
Controls and Indications.................................................................................................. 7-6
Operations....................................................................................................................... 7-6
FADEC SYSTEM................................................................................................................... 7-6
Description...................................................................................................................... 7-6
Components..................................................................................................................... 7-8
IGNITION SYSTEM.............................................................................................................. 7-9
Controls and Indications.................................................................................................. 7-9
ENGINE INDICATING SYSTEM....................................................................................... 7-11
Components................................................................................................................... 7-11
Controls and Indications................................................................................................ 7-11
LIMITATIONS...................................................................................................................... 7-14
EMERGENCY/ABNORMAL.............................................................................................. 7-14
QUESTIONS........................................................................................................................ 7-15
FOR TRAINING PURPOSES ONLY
7-i
7 POWERPLANT
INTRODUCTION.................................................................................................................. 7-1
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
7 POWERPLANT
LEFT INTENTIONALLY BLANK
7-ii
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
7-2.
Engine Inlet................................................................................................................ 7-3
7-3.
Exhaust....................................................................................................................... 7-3
7-4.
Oil Sight Glass Door.................................................................................................. 7-3
7-5.
Oil System.................................................................................................................. 7-5
7-6.
Engine Fuel System.................................................................................................... 7-7
7-7.
Throttle Quadrant....................................................................................................... 7-8
7-8.
Engine Inlet PT2 and TT2 Sensor................................................................................ 7-8
7-9.
IGNITION-MANUAL Switchlights.......................................................................... 7-9
7-10. ENGINE START Switchlights................................................................................... 7-9
7-11. ENGINE RUN/START Switchlights........................................................................ 7-10
7-12. MFD 1 Display......................................................................................................... 7-11
TABLES
Table
7-1.
Title
Page
CAS Messages....................................................................................................... 7-15
FOR TRAINING PURPOSES ONLY
7-iii
7 POWERPLANT
7-1. Major Sections/Gas Flow........................................................................................... 7-2
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
7 POWERPLANT
LEFT INTENTIONALLY BLANK
7-iv
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
7 POWERPLANT
CHAPTER 7
POWERPLANT
INTRODUCTION
This chapter describes the engines on the CJ4 aircraft. The following associated powerplant
monitoring and operating systems are discussed: oil, fuel, and the full-authority digital engine
control (FADEC).
GENERAL
The Williams FJ44-4A engines each produce 3621
pounds of static takeoff thrust at sea level, flatrated
to 26oC. Engine thrust must be managed by the
pilot within limits prescribed in the AFM.
Thrust is managed by throttle level input to a Full
Authority Digital Engine Control (FADEC). A Fuel
Delivery Unit (FDU) is gearbox mounted and provides four functions: Fuel conditioning, fuel metering, motive flow, and bleed valve actuation.
FOR TRAINING PURPOSES ONLY
7-1
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
MAJOR SECTIONS
• LP turbine group—Consists of the 1st stage
LP turbine rotor, 2nd stage LP turbine nozzle assembly, 2nd stage LP turbine rotor, rear
housing, heat exchanger, and the rear case
with exhaust mixer.
The FJ44-4A is comprised of six distinct groups
(Figures 7-1).
• LP shaft—The low-pressure (LP) shaft module consists of the LP shaft, No.1 and No.
1.5 bearing supports, No. 1 ball bearing, No.
1.5 roller bearing, and No. 1 carbon seal.
7 POWERPLANT
• Fifth group—Accessory gearbox module
and engine-mounted accessories. Accessories consist of an oil pump, hydraulic pump,
fuel delivery unit (FDU), starter-generator,
and alternator. A shaft connected to the HP
shaft (N2) drives the accessory gearbox.
• Fan group—Consists of the spinner, fan
rotor, fan housing, fan stator, three-stage LP
compressor, and LP stator stages.
• Core module—The core module consists
of the interstage housing with integral oil
tank and 1st reduction bevel gear, high pressure compressor (HPC), high-pressure (HP)
shaft, pinion gear and No. 2 ball bearing,
diffuser assembly, and the combustor cover
assembly, fuel manifold, fuel slinger and
seal, HP turbine nozzle, HP turbine, 1st lowpressure turbine (LPT) nozzle, and the No.
3 and No. 4 roller bearings and seals.
SPINNER
FAN
FAN STATOR
HP COMPRESSOR
• Sixth group—Airframe-mounted FADEC
and PT2 and TT2 sensor.
Air is directed from the engine inlet to the engine
air intake (Figure 7-2). The bypass section of the
fan compresses and accelerates a large mass of air
at a low velocity into the ­full-length bypass duct.
Simultaneously, the core section compresses and
accelerates a volume of air to the primary axial
compressor. Air pressure is increased by the three
booster stages and directed to the HPC, which
N2 BLEED AIR IGNITOR
FIRST LP TURBINE
SECOND LP
TURBINE
3-STAGE LP
COMPRESSOR
FUEL
SLINGER
HP TURBINE
ACCESSORY
GEAR BOX
Figure 7-1. Major Sections/Gas Flow
7-2
FOR TRAINING PURPOSES ONLY
DE-SWIRL RING
7 POWERPLANT
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Figure 7-2. Engine Inlet
accelerates the air mass and directs it through a
diffuser. The diffusion process changes the velocity energy to pressure energy. A relatively small
portion of the air enters the combustion chamber
where fuel is added and ignition occurs. The combustion process produces expansion and acceleration. The remainder of the compressed air is used
to operate various bleed-air systems on the aircraft
and for ­internal cooling in the engine.
The HP turbine extracts energy to drive the compressor and the engine accessory section. The LP
turbine extracts energy to drive the LP compressor (fan and boosters). The remaining energy is
directed into the exhaust section where it joins with
the bypass airflow to provide thrust (Figure 7-3).
Figure 7-3. Exhaust
COMPONENTS
Oil Reservoir
The 5.65-quart oil reservoir is an integral part of
the interstage housing, which incorporates a filler
port that is accessible through the access door on
the upper section on each engine cowling.
The engines include a sight glass that is accessible
through a spring-loaded push-in access door under
the oil filler door (Figure 7-4).
OIL SYSTEM
DESCRIPTION
The oil system is fully automatic and provides cooling and lubrication of the engine bearings and the
accessory section.
Figure 7-4. Oil Sight Glass Door
Approved Oils
Mobil Jet II and Mobil 254 are the only approved
oils. Mixing of approved oils is permissible. Both
oils are MIL-L-23699. Check the current list of
engine oils in the Aircraft Flight Manual (AFM).
FOR TRAINING PURPOSES ONLY
7-3
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Oil Pump
An engine-driven oil pump on the accessory section (including one pressure and two scavenge
elements) provides for pressure, lubrication, and
scavenging.
7 POWERPLANT
Oil Cooler (Oil-to-Fuel
Heat Exchanger)
The oil cooler is an oil-to-fuel heat exchanger on
the engine gearbox. It uses output fuel from the
FDU to cool engine oil. Fuel is heated in the process so water in the fuel does not form ice. The fuel
and oil do not mix; heat is exchanged through the
metal housing.
Oil Filter
The oil filter is a disposable cartridge that removes
solid contaminants from the oil. The filter incorporates an electronic oil filter impending bypass
switch. The bypass valve allows oil to bypass the
filter if the filter becomes blocked and sends a signal to the EICAS system for indication to the pilot.
CONTROLS AND INDICATIONS
Oil Pressure Indicators
Oil pressure is sensed by a pressure switch and displayed on the MFD. A single analog color-coded
scale is displayed with a pointer on each side representing the oil pressure in the engine on the corresponding side.
The color of the pointer (and digits, if displayed)
indicates the status. The pointer is green when
operating in the normal range. The pointer is amber
when operating in the caution range, either above
or below the normal range. After 5 minutes in the
caution range, the pointer changes from amber to
red. The pointer turns red immediately when operating below the minimum or above the maximum
oil pressure. For more detail, refer to Section II of
the AFM.
this change, but the scale on the display does not
change.
Digital readout for oil pressure only displays when
the oil pressure pointer is amber or red. When the
readout first displays, it flashes for 5 seconds, then
displays steady in corresponding color. The readout
is removed when oil pressure is no longer amber
or red. Continuous display of oil pressure digits
may be set using a switch behind a panel behind
the copilot’s seat.
Oil Temperature Indicators
A sensor in each engine transmits oil temperature
signals through the data concentration unit (DCU)
to be displayed on the MFD. A single analog colorcoded scale is displayed with a pointer on each side
representing the oil temperature in the engine on
the corresponding side.
The color of the pointer (and digits, if displayed)
indicates the status. The pointer is green when
operating in the normal range. The pointer is
amber when operating in the caution range, either
above or below the normal range. After 5 minutes
in the caution range, the pointer changes from
amber to red. The pointer turns red immediately
when operating above the maximum oil temperature. For more detail, refer to Section II of the AFM.
Oil temperature digital readout only displays when
the oil temperature pointer is amber or red. When
the readout first displays, it flashes for 5 seconds,
then displays steady. A minus (–) is displayed for
negative values. Continuous display of oil pressure
digits may be set using a switch behind a panel
behind the copilot’s seat.
If no oil temperature data is available, the oil temperature pointer is removed and three amber dashes
are displayed in the readout.
OPERATION
Figure 7-5 illustrates the operation of the engine
oil system.
The minimum oil pressure for normal operation
depends on engine rpm, with the change occurring at 80% N2. The color of the pointer reflects
7-4
FOR TRAINING PURPOSES ONLY
BRG
#1.5
FOR TRAINING PURPOSES ONLY
GEARBOX LUBE JET FOR
2ND REDUCTION GEAR
TOWER SHAFT AND
GENERATOR SPLINE
BRG
#2
VENT
GEARBOX
AIR/OIL
SEPERATOR
INJECTOR
NOZZLE
SIPHON
BREAK
GEARBOX
BRG BRG
#3
#4
7 POWERPLANT
OIL DRAIN
SCAV MAGNETIC
PARTICLE
COLLECTOR
RELIEF
VALVE
TANK MAGNETIC
PARTICLE
COLLECTOR
OIL/FUEL HEAT
EXCHANGER
PRESSURE
PUMP
MAIN SYSTEM
FILTER
BYPASS VALVE
BYPASS VALVE
INDICATOR
PRESSURE TAP
TEMPERATURE SENSOR TAP
MAGNETIC PARTICLE COLLECTOR
SCREEN FILTERS
SUPPLY OIL
STORAGE OIL
SCAVENGE OIL
PUMP PRESSURE (LOW TEMP)
PUMP PRESSURE (HIGH TEMP)
BYPASS OIL
OIL PUMP HOUSING
SCAV.
PUMPS
BYPASS
DUCT VENT
DISCHARGE
OIL TANK
Figure 7-5. Oil System
GB MAGNETIC
PARTICLE COLLECTOR
1/2
CAVITY
DRAIN
TOWER SHAFT
BEARINGS & SPLINE
BRG
#1
HP SHAFT AND 1ST
REDUCTION LUBE JET
OIL FILL CAP
& DIPSTICK
PRESSURE REGULATOR
LEGEND
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
7-5
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
FUEL SYSTEM
Fuel Temperature Indicators
DESCRIPTION
The fuel distribution system supplies fuel to each
engine from its respective tank. Refer to Chapter
5—“Fuel System” for more information.
7 POWERPLANT
COMPONENTS
Fuel Delivery Unit
The FADEC-controlled engine-driven fuel delivery
unit (FDU) is driven through the FDU-to-gearbox
attachment. The FDU includes the main engine fuel
pump, main engine fuel filter, metering components, and a permanent magnet alternator (PMA),
which powers the FADEC system after engine start.
The FDU fuel pump supplies fuel to the manifold
leading to the fuel slinger, a fuel shutoff valve, and
a start nozzle. The fuel shutoff valve is closed if
the emergency fuel shutoff lever is activated. This
lever detects N1 shaft movement and shuts off the
engine automatically.
Fuel Filter
The fuel filter is a disposable cartridge that removes
solid contaminants from the fuel. The filter incorporates an electronic fuel filter impending bypass
switch. The bypass valve allows fuel to bypass the
filter if the filter becomes blocked.
CONTROLS AND INDICATIONS
Fuel Flow Indicators
Fuel temperature readouts on the MFD fuel display
indicate the temperature in the respective wing tank
in degrees centigrade (°C) only. The digital readouts are displayed directly below the respective
fuel flow readouts.
Each fuel temperature readout consists of up to two
digits with a leading negative sign when appropriate. The display range is –64° to 64°C in 1° increments. The display is green when operating in the
region of greater than –40° (lower limit) to less
than 57°C (upper limit) and amber if operating outside this range. The readouts flash for 5 seconds,
then illuminate steady. Two amber dashes display
if fuel temperature information from all sources
are invalid.
OPERATIONS
Figure 7-6 illustrates operation of the engine fuel
system.
The FDU supplies fuel to a manifold leading to the
fuel slinger and the start nozzle. The fuel slinger
rotates with the HP rotary group (N2) and ejects
fuel radially through a series of holes into the combustion chamber. The start nozzle provides fuel
flow to assists with engine starts.
A fuel metering unit integral to the FDU controls
fuel flow. The FDU also contains a fuel shutoff
valve to seal the fuel supply from the engine combustor when the engine is shut down. The FDU
provides regulated motive flow fuel pressure to
the wing tank ejector pumps. Refer to Chapter
5—“fuel system” for more information.
Fuel flow readouts display on the MFD below the
oil readouts. Fuel flow is normally displayed in
pph. Optional kilograms per hour (Kph) may be
displayed.
FADEC SYSTEM
The fuel flow displays consist of digital readouts
for each engine. Display range is 0 to 2,500 pph (0
to 907 Kph). If the fuel flow signal is invalid, four
amber dashes replace the readout amounts.
FADEC provides automatic control via the FDU of
engine power settings, transient control, and fuel
delivery during starts. FADEC controls fuel valve
position to modulate fuel flow, controls the solenoid fuel shutoff valve, and control of engine bleed
state, all integral to the FDU. FADEC provides lim-
7-6
DESCRIPTION
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
L FUEL TANK
(FROM)
(TO)
OIL OUT
FUEL-OIL HEAT
EXCHANGER
LOW PRESSURE
SWITCH
7 POWERPLANT
TWO STAGE
FUEL PUMP
FIREWALL
SHUTOFF
VALVE
LP
LOW PRESSURE
ENGINE PUMP
FUEL
FILTER
HIGH PRESSURE
ENGINE PUMP
OIL IN
INTEGRATED FUEL
METERING AND FUEL
PUMP UNIT
FUEL
BYPASS
FUEL
CONTROL
TORQUE
MOTOR
EMERGENCY
SHUTOFF
VALVE
(ESOV)
FUEL FLOW
TRANSMITTER
LEGEND
EJECTOR PUMP PRESSURE
ENGINE HIGH PRESSURE FUEL
FUEL
BYPASS FUEL
TO FUEL
SLINGER
RING
TO FUEL
SLINGER
RING
Figure 7-6. Engine Fuel System
FOR TRAINING PURPOSES ONLY
7-7
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
iting for critical parameters (i.e., N1, N2, and ITT).
N1 is governed at high power and N2 at low power.
7 POWERPLANT
Each engine has one FADEC, and each FADEC has
two independent channels. Both channels operate
at the same time; however, only one channel is in
actual control of the engine at any given time. The
channels automatically alternate which is in command according to the last successful engine start.
Engine power control is achieved by a throttle on
the center pedestal providing electronic inputs to
the FADEC (Figure 7-7).
The FADEC governs N1 at high power settings as a
function of throttle lever angle (TLA), engine inlet
total pressure (PT2), engine inlet total temperature
(TT2), and bleed air extraction level (Figure 7-8).
At low throttle settings, the FADEC governs N2 as
a function of TLA, PT2, TT2, bleed air extraction
level, and aircraft weight-on-wheels (WOW).
With the engine running a FADEC fan bug is displayed near the top of the N1 scale. The bug is normally cyan, even if a fault is registered. If the bug
is amber, one channel has failed. If both channels
on the same engine fail, the engine fails, rpm data
is lost, and the engine cannot be restarted.
Figure 7-7. Throttle Quadrant
TT2 SENSOR
PT2 SENSOR
COMPONENTS
Acceleration/Deceleration
Bleed Valve
The FADEC commands the FDU to open the engine
acceleration/deceleration bleed valve via mechanical linkage whenever acceleration or deceleration
is commanded. The valve is open during acceleration, deceleration, and at low engine power settings. The valve is closed during normal operation
at high power settings. During normal operation,
the FADEC commands the FDU to open the bleed
valve for engine N2 speeds below approximately
78% N2. The bleed valve reduces the air load on
the HP compressor and increases the transient
surge margin.
Permanent Magnet Alternator
After engine start the PMA (part of the FDU)
becomes the primary source of power for the
7-8
Figure 7-8. Engine Inlet PT2 and TT2 Sensor
FADEC. This is indicated when the cyan FADEC
fan bug appears near the top of the N1 scale. If a
PMA fails, the aircraft electrical system becomes
the source of power. With an operable PMA all
aircraft generated power and the battery can fail,
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
but the engine will continue to operate and respond
to throttle movements.
IGNITION SYSTEM
7 POWERPLANT
Each engine is equipped with a dual ignition system. Each ignitor is driven by a dedicated high
energy exciter powered by the converted bus. Each
FADEC is equipped with an automatic ignition control feature capable of activating one or both exciters when needed on the respective engine. When
the FADEC commands ignition, an IGN indication
is displayed on the N1 tapes if the FADEC detects
28V is present at one or both of the exciters. With
the respective RUN STOP button in the RUN position, the FADEC commands ignition during the
following events:
1. Both ignitors when airborne with the gear down
(not on takeoff).
2. Both ignitors when loss of combustion or an
abnormally low engine speed detected.
3. Both ignitors when ignition manually activated.
4. Both ignitors when abnormally rapid engine
deceleration is detected.
5. Both ignitors when initiating an airborne start
– windmill or starter assisted.
6. One ignitor during engine ground start.
CONTROLS AND INDICATIONS
FADEC RESET Switch
The L and R FADEC RESET switch, on the left tilt
panel, allow FADEC faults to be reset (Figure 7-9).
Push the switch to reset the corresponding FADEC.
L and R IGNITIONMANUAL Switchlights
The L and R IGNITION-MANUAL switchlights
are on the left tilt panel, under the FADEC RESET
switchlights (Figure 7-9). When the switchlights
are not illuminated (normal position) the ignition
is controlled by the respective engine FADEC to
automatically energize ignitors as necessary.
Figure 7-9. IGNITION-MANUAL Switchlights
When the switchlight is illuminated (manual position), and the ENGINE RUN/ STOP buttons are
in the RUN position, the ignitors are energized
manually.
ENGINE START Switchlights
The L and R ENGINE START switchlights and
DISENG switch are on the center pedestal, below
the throttle quadrant. Each is a momentary-contact
switch (Figure 7-10).
The L and R ENGINE START switchlights control the corresponding engine start relay when the
engines are not running. Pressing either switch
energizes the corresponding engine start relay.
Figure 7-10. ENGINE START Switchlights
FOR TRAINING PURPOSES ONLY
7-9
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Refer to Chapter 2—“Electrical Systems” for more
information.
The DISENG switch (starter-disengage) opens the
start relay. This may be required if the engine fails
to start or start relay remains closed after engine
reaches approximately 45% N2.
Figure 7-11. ENGINE RUN/START
Switchlights
7 POWERPLANT
Throttles
The two throttles are on the throttle quadrant of
the center pedestal (see Figure 7-8). Each throttle
controls a dual-coil position sensor, which sends
pilot commands to the FADEC.
Detents are IDLE, CRU (cruise), CLB (climb),
and TO (takeoff). All but IDLE are displayed in
green on the N1 scale when the throttle is at that
detent position.
ENGINE RUN/STOP
Switchlights
The ENGINE RUN/STOP L–R switchlights are
on the center pedestal, above the throttle quadrant.
Each is a guarded pushbutton switchlight that latches up for STOP and down for RUN (Figure 7-11).
The RUN position commands the FADEC to schedule fuel flow and ignition sequence based on the
other inputs to the FADEC. The STOP position
commands the fuel metering valve and FDU shutoff valve closed.
OPERATION
Engine Start
Battery Start (First Engine)
Before starting the engines, place the L GEN and
R GEN switches into the up (ON) positions.
Place the battery switch to the ON position. The
battery relay is closed connecting the hot battery
bus to the crossfeed bus. The DC ELEC and BATT
indications appear on the MFD.
light illuminates cyan indicating the start relay has
closed connecting the hot battery bus power to the
starter for engine rotation.
Turbine rpm (N2) begins to increase.
Without hesitation lift the guard and press the
appropriate ENGINE RUN/STOP switchlight –
RUN illuminates cyan indicated logic is enabled.
At about 11% N2 IGN is indicated next to the
ITT scale and fuel flow is indicated – cyan FUEL
BOOST PUMP ON message is on CAS. A rise
in ITT indicates light-off (must see within 10 seconds of fuel flow; otherwise, abort the start). Fan
rpm should rise soon after light-off (must see N1
rise no later than 25% N2; otherwise, abort the
start). At about 45% N2 the starter sequence terminates (START switchlight extinguishes, cyan
FUEL BOOST PUMP ON message goes away,
generator comes online).
Starter-Generator Assisted
Start (Second Engine)
The second engine start sequence is the same
except the operating starter-generator assists the
battery in providing power to the starter. Both start
relays are closed allowing the operating startergenerator to assist in energizing the other starter.
The battery relay is opened disconnecting the hot
battery bus from the crossfeed bus in order to protect the current limiters.
External Power Unit Start
Starting the first engine with an EPU connected is
identical to a battery start. The EPU only assists
the first engine start – not the second.
Press the appropriate ENGINE STARTER switchlight to activate the start sequence. The switch-
7-10
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Air Starts
COMPONENTS
Engine starts in flight utilize battery power
only. The start sequence is the same as the first
engine start on the ground. Windmilling airstarts
do not use electrical power to the starter-generator.
Refer to the approved checklist in the AFM for
proper procedure and limitations.
Data Concentration Units
CONTROLS AND INDICATIONS
Engine
If the engine start sequence fails to terminate, press
the DISENG switch on the ENGINE STARTER
panel. This disengages the corresponding starter
relay.
N1 (Fan) Indication
ENGINE INDICATING
SYSTEM
The N1 signal is supplied from a monopole pickup
in the compressor case, next to the oil filler cap.
The signal is sent through the FADEC to the MFD.
The engine indicating system (EIS) presents various engine related indications on the upper half
of MFD 1 under normal situations (Figure 7-12).
N1 is the primary pilot thrust indicator for the
engine most of the time. The fan percentage is
based on maximum rpm (100% = 16,360 rpm).
The N1 % display consists of an analog and digital
display for each engine. N1 is displayed on a tape
pointer display as a percentage of rpm (see Figure
7-4). The data is also displayed digitally below the
N1 scale.
NOTE
• Tape/Pointer and Digital Readout
will flash red for 5 seconds, then remain steady red, if operating limits
are exceeded.
• White Tape/Pointer represents Green
band.
Scale Markings................Red Line..............104.8% RPM
Tape/Pointer and Digital Readout....Red....RPM≥104.8%
Tape/Pointer.....................White.................≤104.7% PRM
Digital Readout................Green.................≤104.7% PRM
Normal N1 rpm operating range is indicated by
white tapes on the analog indications and green
digits on the digital indications. Operation beyond
limits is indicated by amber or red tapes and digital readouts.
Figure 7-12. MFD 1 Display
FOR TRAINING PURPOSES ONLY
7-11
7 POWERPLANT
Abnormal Conditions
The DCU receives analog and digital data from
various sources. Analog data for oil pressure and
temperature and for fuel temperature is converted
to digital signals. All data is sent to the MFD via
digital data buses.
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Interstage Turbine Temperature
NOTE
When the RPM indications exceed the
normal operating range, the indications
flash for 5 seconds and then return to
steady illumination.
N1 Fan Bugs
7 POWERPLANT
On the MFD display, the N1 fan (reference) consists of individual cyan N1 fan bugs on each N1
scale. The N1 fan display is automatically set by the
FADEC, based upon ambient conditions. There is
no pilot input, nor any pilot control of the N1 fan
display. The cyan bug appears when the engine
reaches idle (ground or flight). When N1 speed
matches the takeoff reference bug, a green chevron
replaces the cyan bug.
The N1 reference bug is normally cyan. If either
FADEC channel fails, the bug changes to amber.
N1 Data Failure (N1 Flag)
On the MFD display, the N1 tape pointer is removed
if no FADEC N1 data is available. The left FADEC
active channel supplies data for the left indications,
while the right FADEC active channel supplies data
for the right indications. Redundancy is provided
by automatic switchover to the opposite channel in
the event of active channel failure.
If all sources of N1 have failed, four amber dashes
and a decimal point display for the N1% digital
readout on the MFD/PFD displays and the tape
pointer disappears.
Thrust Mode Indicator (TMI)
Thrust mode indicators appear on the inside of the
N1 scale markings on the EICAS. The indicators
correspond to the throttle detent settings as follows:
• TO—Takeoff thrust setting
• CLB—Climb thrust setting
• CRU—Cruise thrust setting
ITT for the FJ44-4A is sensed by six chrome alumel thermocouples in the engine. Signals from one
half of the probes are averaged together and input
into the A channel of the FADEC. Signals from
the other half of the probes are averaged together
and input into the B channel. The average ITT
data from each FADEC channel is shared with the
other channel and the resulting average is sent to
the MFD as the ITT indication.
ITT Normal Operations
The ITT gauge indicates the temperature between
the first and second turbine stages in degrees centigrade. The display of ITT consists of an analog
scale and pointer for each engine. The ITT pointer
only shows when ITT is above 100°C.
Scale range is 100° to 1,050°C, with tick marks at
200, 400, 600, 650, 700, 750, 800, 850, 900, 950,
1,000, and 1,050°C. Four linear scale portions
exist, with scaling change above 600°C, 800°C,
and changing again above 900°C.
ITT markings are as follows:
Scale marking limits:
• Red line (running) .........856°C
• Amber. .................836°–855°C
NOTE
The analog tape is white when operating
in the normal ITT range.
The analog tape and digital display remains white for 3 minutes when operating in the amber range (836°–855°C).
After 3 minutes of continuous operation in the amber range, the tape turns
amber. After 5 minutes of operation in
the amber range, the tape turns red and
flashes for 5 seconds. This represents
the 5-minute limit for operation above
835°C ITT.
The indicators are green when the throttles are in
the corresponding detent.
7-12
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
The ITT limit for engine starting is displayed as
a red triangle at 1,001°C. When this triangle is in
view, the normal red and amber markings do not
apply. The analog tapes are white when operating
below the start limit. If the limit is exceeded the
tapes turn red and flash for 5 seconds.
When the start sequence is completed, the red triangle disappears from the display and the normal
ITT limits apply.
NOTE
ITT is allowed to exceed 900°C for a
maximum of 15 seconds during start.
This limit is not indicated on the display.
ITT Data Failure (ITT Flag)
If ITT data from all sources is failed, the ITT pointer is removed and an amber FAIL legend is written
vertically outside of the associated ITT scale.
N2 (Turbine) Indications
Turbine or N2 compressor rpm is supplied by the
gearbox section and is digitally displayed in percentage of N2 rpm on the MFD above the oil temperature and oil pressure tapes. The N2 monopole
pickup produces an N2 signal proportional to N2
based on the fuel pump gear shaft speed.
The signal is sent through the FADEC to the EICAS
on the MFD or PFD, where it is displayed digitally
as a percentage of rpm (100% = 37,450 rpm).
The N2 digital readout is green when operating in
the normal range. When operating in the caution
range, the readout is amber for 120 seconds and
then turns red.
NOTE
The digital readout flashes red for 5 seconds, then remains steady red, if operating limits are exceeded.
Four amber dashes and a decimal point are displayed if all sources of N2 are failed. Left FADEC
is the only source for the left engine. Right FADEC
is the only source for the right engine.
Operation
The EICAS display format on the MFD is normally
a full-time expanded display (see Figure 7-12). The
display consists of:
• N1—Vertical analog scales, moving
pointers, digital readouts, and fan bugs.
7 POWERPLANT
Engine Start ITT Display
• TO—Takeoff thrust setting
• CLB—Climb thrust setting
• CRU—Cruise thrust setting
• ITT—Vertical analog scales and moving pointers.
• IGN—Legend appears on the top left
or right side of the ITT scale to indicate
the left or right engine ignition exciter
boxes.
• N2—Boxed digital readouts.
• OIL PSI—Consists of full-time analog scales and moving pointers. Digits appear when pressure not in normal
range (may be displayed full-time as an
option).
• OIL °C—Consists of full-time analog scales and moving pointers. Digits appear when pressure not in normal
range (may be displayed full-time as an
option).
• FUEL °C—Digital readout of temperature in each wing tank.
• FUEL PPH—Digital readout of fuel
flow for each engine.
• FUEL QTY LBS—Digital readout
for each tank.
NOTE
If either MFD or PFD fails, the reversionary switch
is used to display a combined MFD/PFD on the
operational display. Engine and navigation displays become compressed on the combined display. Refer to Chapter 16—“Avionics” for more
information.
FOR TRAINING PURPOSES ONLY
7-13
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
The data sources for N1, N2, and ITT are the
FADECs. The left engine FADEC active channel supplies data for the left engine indications,
while the right engine FADEC active channel supplies data for the right engine indications. For
redundancy, if an active channel fails, the affected
FADEC automatically switches over to the opposite channel.
7 POWERPLANT
LIMITATIONS
For specific information on limitations and procedures, refer to the appropriate checklist or FAAapproved Airplane Flight Manual (AFM).
EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.
7-14
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table 7-1. CAS Messages
DESCRIPTION
ENGINE FAILED L-R
This message appears on the EICAS if N2 has dropped below idle speed when
corresponding ENGINE RUN/STOP switchlight is pushed (RUN position) and an
engine start is not in progress. When these conditions exist, a U-shaped amber
indicator also illuminates around the RUN/STOP button for the affected engine.
This assists the pilot in locating the correct RUN/STOP button to complete the
Emergency checklist procedure. The MASTER WARNING RESET switchlights
also flash and an aural alert is heard. Refer to the appropriate procedure in the
approved checklist.
OIL PRESSURE LOW L-R
This message appears on the EICAS when the oil pressure is below minimums.
The MASTER WARNING RESET switchlights also flash and an aural alert is
heard. Refer to the appropriate procedure in the approved checklist.
ENGINE CTRL SYS FAULT L-R
This message appears on the EICAS when the FADEC detects a fault or a
channel failure. This message is inhibited on the ground with throttles in the TO
detent and when airborne with the gear down. The MASTER CAUTION RESET
switchlights also illuminate and a chime sounds. Refer to the appropriate procedure in the approved checklist.
FUEL FILTER BYPASS L-R
This message appears on the EICAS when the fuel filter impending bypass
switch has latched due to an increase in pressure beyond the defined limits. The MASTER CAUTION RESET switchlights also illuminate and a chime
sounds. Refer to the appropriate procedure in the approved checklist.
OIL FILTER BYPASS L-R
This message appears on the EICAS when the oil filter impending bypass
switch has latched due to an increase in pressure beyond the defined limits.
The message remains displayed until the switch has been manually reset. Refer
to the appropriate procedure in the approved checklist.
FOR TRAINING PURPOSES ONLY
7-15
7 POWERPLANT
MESSAGE
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
QUESTIONS
7 POWERPLANT
1.What results if the pilot depresses the IGNITION–MANUAL button?
A. Commands one ignitor
B. Commands both ignitors
C. Commands both ignitors on the ground
only, no manual function in flight
D. Commands one ignitor only in flight
2. The OIL FILTER BYPASS message indicates:
A. Aircraft is grounded and maintenance is
required
B. Aircraft may be flown for up to 5 hours of
flight after the CAS message appears
C. Informative message resets with a normal
DC power cycle
D. Message may be canceled after pressing
FADEC reset buttons
3. The limitations for the engine oil for the CJ4
are:
A. Only use Mobil JET II or Mobil 254
B. Approved oils may be mixed
C. Oil must be checked during pre and post
flight inspections
D. All of the above
6. A red ENGINE FAILED L–R message
indicates:
A. N2 is below idle
B. RUN/STOP switch is in RUN
C. Engine is not in a start sequence
D. All of the above
7. Pressing the ENGINE STARTER switchlight:
A. Commands only the engine starter
B. Commands the engine starter and
ignition
C. Commands the engine starter, ignition and
add fuel flow
D. Commands the engine starter, ignition,
fuel flow and PMA
8. What activates ignition during a normal engine
start?
A. RUN/STOP switch
B. Pilot controlled IGNITION–MANUAL
switch
C. ENGINE STARTER switchlight
D. Moving the throttle from OFF to IDLE
position
4. Where are the oil temp and oil pressure indications normally displayed in flight?
A. PFD 1
B. PFD 2
C. MFD 1
D. MFD 2
5. What normally powers FADEC in flight?
A. Hot battery bus
B. Crossfeed bus
C. Converted bus
D. PMAs in the FDU
7-16
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 8
FIRE PROTECTION
CONTENTS
INTRODUCTION.................................................................................................................. 8-1
GENERAL ............................................................................................................................. 8-1
ENGINE FIRE PROTECTION SYSTEM.............................................................................. 8-2
Description...................................................................................................................... 8-2
Components..................................................................................................................... 8-2
Controls and Indications.................................................................................................. 8-3
BAGGAGE SMOKE DETECTION SYSTEM...................................................................... 8-4
Description...................................................................................................................... 8-4
Components..................................................................................................................... 8-4
Operation......................................................................................................................... 8-4
CABIN FIRE PROTECTION SYSTEM................................................................................ 8-4
Description...................................................................................................................... 8-4
Components..................................................................................................................... 8-4
Operation......................................................................................................................... 8-4
LIMITATIONS........................................................................................................................ 8-5
EMERGENCY/ABNORMAL................................................................................................ 8-5
QUESTIONS.......................................................................................................................... 8-7
FOR TRAINING PURPOSES ONLY
8-i
8 FIRE PROTECTION
Operation......................................................................................................................... 8-3
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
8 FIRE PROTECTION
LEFT INTENTIONALLY BLANK
8-ii
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
8-1. Engine Fire Protection System..................................................................................... 8-2
8-2. ENG Fire and BOTTLE ARMED Switchlights............................................................ 8-3
8-3. Portable Fire Extinguisher............................................................................................ 8-4
TABLES
Table
Title
Page
8 FIRE PROTECTION
7-1. CAS Messages.............................................................................................................. 8-6
FOR TRAINING PURPOSES ONLY
8-iii
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
8 FIRE PROTECTION
LEFT INTENTIONALLY BLANK
8-iv
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
8 FIRE PROTECTION
CHAPTER 8
FIRE PROTECTION
INTRODUCTION
This chapter describes the fire protection systems on the CJ4 aircraft. The systems include fire
protection for the engine, baggage compartment, and the interior of the aircraft.
GENERAL
The engine fire protection system for the CJ4 aircraft detects and extinguishes fires in the nacelle
areas. The system utilizes one fire bottle charged
with extinguishing agent, pressurized with nitrogen, and discharged by electrically activated squibs.
The bottle is armed and activated manually from
the cockpit.
The baggage smoke detection system detects
smoke or high temperatures in the forward and aft
baggage compartments.
FOR TRAINING PURPOSES ONLY
8-1
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
ENGINE FIRE
PROTECTION SYSTEM
COMPONENTS
DESCRIPTION
Within each engine nacelle is a heat-sensing loop.
The loops are flexible stainless steel tubes containing an inert gas. The detector control units contain
one pressure switch that is connected to the end of
each tube. When a fire or overheat condition heats
the loops, the gas pressure in the loops is increased.
This causes the pressure switches to close and the
detection control units to illuminate the red L or
R ENG FIRE switchlight on the instrument panel.
Engine Fire Loop
The engine fire protection system monitors temperatures in each engine nacelle (Figure 8-1). The
system utilizes one fire bottle in the tailcone area.
If a high-temperature from a fire or bleed air leak
is detected, the crew is alerted by switchlights and
CAS messages on the instrument panel. The system
requires normal or converted dc power to operate.
LEGEND
FIRE DETECTION LOOPS
LEFT DISCHARGE
RIGHT DISCHARGE
8 FIRE PROTECTION
FIRE LOOP
FIRE LOOP
RELIEF/FILL
PORT
P
P
P
P
BOTTLE
P
TEMPERATURE
COMPENSATED
PRESSURE
SWITCH (TCPS)
(210° F)
Figure 8-1. Engine Fire Protection System
8-2
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
The corresponding red ENGINE FIRE L or R CAS
message also appears.
White BOTTLE ARMED
Switchlights
When the pressure decreases, the pressure switches
open and the control units extinguish the appropriate ENG FIRE switchlight and CAS message.
A white BOTTLE ARMED switchlight is below
each red ENG FIRE switchlight under the center
glareshield (Figure 8-2).
Fire-Extinguishing Bottle
The fire extinguishing bottle in the tailcone contains a charge of Halon 1301. The bottle can release
extinguishing agent to either engine when needed.
The bottle consists of a relief/fill port, two squib
valves, and a temperature compensated pressure
switch (TCPS).
CONTROLS AND INDICATIONS
Red L and R ENG
FIRE Switchlights
The guarded red L and R ENG FIRE switchlights
are under the center glareshield (Figure 8-2). The
switchlights illuminate when an excessively high
temperature is present in either engine nacelle. The
appropriate ENGINE FIRE CAS message appears,
MASTER WARNING RESET switchlights flash,
and an aural alert is heard.
When the guard is lifted and the illuminated switchlight is pushed, the following occurs:
• Respective engine fuel and hydraulic firewall shutoff valves close
• Respective generator field is disabled
• • Fire bottle is armed, indicated by the
respective BOTTLE ARMED switchlight
illuminating steady
• The appropriate CAS messages appear
Pushing the switchlight a second time reopens the
appropriate valves and extinguishes the respective
CAS messages. The generators must be manually
reset. Refer to the appropriate procedure in the
approved checklist.
Figure 8-2. ENG Fire and BOTTLE ARMED
Switchlights
When either ENG FIRE switchlight is pushed, the
corresponding BOTTLE ARMED switchlight illuminates indicating the fire bottle is armed.
Pushing the illuminated switchlight releases the
extinguishing agent into the respective engine
nacelle. After the extinguishing agent is released,
the switchlight extinguishes, indicating the fire
bottle is empty and is no longer available for use.
OPERATION
When the ENG FIRE switchlight or ENGINE
FIRE message is announced, retard the affected
throttle to IDLE (may delay some if on takeoff)
– then wait 15 seconds. Cancel the MASTER
WARNING light as soon as feasible.
If the fire indications go out before 15 seconds, it’s
very possible there was a bleed leak – hot air reaching the fire loop. Leave the throttle at IDLE and
check the fire warning by use of SYSTEM TEST.
FOR TRAINING PURPOSES ONLY
8-3
8 FIRE PROTECTION
If the pressure of the bottle rises above 1,790 psig,
the TCPS discharges the bottle through the relief/
fill port.
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
If a good test results, the problem was a bleed leak.
If a bad test results, assume the fire is still active.
If the fire indications remained after the first 15
seconds, lift the cover and press the affected ENG
FIRE switchlight and wait another 15 seconds. If
the fire indication continues, press the illuminated
white BOTTLE ARMED switchlight. Any time the
fire indications go out, test the system.
BAGGAGE SMOKE
DETECTION SYSTEM
DESCRIPTION
8 FIRE PROTECTION
The CJ4 is equipped with smoke detectors in both
the forward and aft baggage compartments. The
detectors monitor the baggage areas for indications
of smoke or high temperature.
CABIN FIRE
PROTECTION SYSTEM
DESCRIPTION
Two hand-held fire-extinguishers are onboard for
interior fire protection. One in the cockpit and one
in the aft area of the cabin.
COMPONENTS
Portable Fire Extinguishers
The two portable hand-held fire extinguishers are
a Halon Type 1211 extinguisher and rated for class
A, B, and C fires. One fire extinguisher is in the aft
cabin, forward of the left aft cabin wall. The other
extinguisher is in the cockpit, on the floor to the
left side of the copilot seat (Figure 8-3). Both extinguishers are mounted in quick-release brackets.
COMPONENTS
Smoke Detector
A dual wavelength smoke detector is overhead in
both the forward and aft baggage compartments.
Smoke is detected by reflecting pulsating red and
blue LEDs off a mirror to a photodiode. The smoke
detectors require normal or converted DC electrical power from the BAGGAGE SMOKE DETECT
circuit breaker on the right J-Box in the tailcone.
A temperature sensor, within the detector, provides
overheat protection. A flashing green light on the
bottom of each smoke detector indicates the detector is operational.
Figure 8-3. Portable Fire Extinguisher
OPERATION
OPERATION
When smoke is present, the colored lightwaves are
independently scattered and the photodiode monitors the ratio of the scatter. If the ratio is above a
set level, the red BAGGAGE SMOKE FWD or
AFT CAS message appears, the MASTER WARNING RESET switchlights flash, and an aural alert
is heard. Refer to the appropriate procedure in the
approved checklist.
If smoke or fire is present, immediately don oxygen
masks and set oxygen to 100%. Ensure that passengers have supplemental oxygen, if applicable.
8-4
Remove extinguisher from quick-release bracket and hold the extinguisher upright. Using the
attached ring, pull the pin from the extinguisher.
Squeeze the handles of the extinguisher together to release the extinguishing agent. Spray the
extinguishing agent using a side-to-side motion
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
while aiming at the base of the fire. Anytime the
extinguisher is used, even partially, maintenance is
required before further dispatch.
LIMITATIONS
For specific information on limitations and procedures, refer to the appropriate checklist or FAAapproved Airplane Flight Manual (AFM).
EMERGENCY/
ABNORMAL
8 FIRE PROTECTION
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.
FOR TRAINING PURPOSES ONLY
8-5
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table 7-1. CAS Messages
MESSAGE
DESCRIPTION
8 FIRE PROTECTION
BAGGAGE SMOKE FWD-AFT
Indicates when the smoke detector senses smoke, the temperature reaches
100°C (212°F), or a fault is detected in the appropriate baggage compartment.
The MASTER WARNING RESET switchlights also flash and an aural alert is
heard. Refer to the appropriate procedure in the approved checklist.
ENGINE FIRE
Indicates when an excessive high temperature condition is sensed by the
detection control units. The MASTER WARNING RESET switchlights also flash
and an aural alert is heard. Refer to the appropriate procedure in the approved
checklist.
DC GENERATOR OFF L-R
Indicates when an ENG FIRE switchlight is pushed to stop a fire. The MASTER
CAUTION RESET switchlights also illuminate. This indicates that the corresponding generator field is disconnected.
ENGINE FIRE BOTTLE LOW
Indicates the bottle pressure has dropped without the bottle being used. Refer
to the appropriate procedure in the approved checklist.
ENG FIRE BOTTLE LOW
Indicates when the fire bottle pressure is below 90% of the normal operating
pressure and the bottle was activated by the pilot.
FUEL F/W SHUTOFF L–R
Indicates when an ENG FIRE switchlight is pushed to stop a fire and the corresponding fuel shutoff valve has closed.
HYD F/W SHUTOFF L–R
Indicates when an ENG FIRE switchlight is pushed to stop a fire and the corresponding hydraulic shutoff valve has closed.
8-6
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
QUESTIONS
2. A flashing green light on the bottom of the
forward baggage smoke detector indicates:
A. Battery in the smoke detector is bad (low
voltage) and needs to be replaced with a
9 VDC battery from Cessna
B. Detector is operational, normal
C. Detector is not receiving a charge and
requires the SMOKE DETECTOR switch
to be place in EMER
D. Detector is sensing a yellow refraction in
reflectivity with the pulsating blue LED
3. A red ENG FIRE L–R message indicates:
A. Excessively high temperature is sensed in
the engine burner can
B. Excessively high temperature is sensed in
the engine exhaust
C. Excessively high temperature is sensed in
the engine cowling
D. Excessively high temperature is sensed in
the engine intake
5. What CAS displays if a fire bottle is armed
(ENG FIRE switchlight is pushed)?
A. Cyan FUEL F/W SHUTOFF message
appears
B. Cyan HYD F/W SHUTOFF message
appears
C. Amber DC GENERATOR message
appears
D. All of the above
6. What would result if the pressure in the FireExtinguishing Bottle in the tailcone increases
too high due to temperature?
A. The bottle bursts and the cyan ENG FIRE
BOTTLE LOW message appears.
B. The bottle discharges into the engine and
the red ENGINE FIRE L–R message
appears.
C. The temperature compensated pressure
switch (TCPS) discharges the bottle and
the cyan ENG FIRE BOTTLE LOW message appears.
D. The temperature compensated pressure
switch (TCPS) discharges the bottle and
the amber ENG FIRE BOTTLE LOW
message appears.
4. What message displays if a fire occurs in the
nose baggage compartment?
A. Amber BAGGAGE SMOKE FWD
B. Red BAGGAGE SMOKE
C. Red BAGGAGE SMOKE FWD
D. Amber BAGGAGE SMOKE
FOR TRAINING PURPOSES ONLY
8-7
8 FIRE PROTECTION
1. If the fire bottle was used, activated by the
pilot, what CAS message would advise the
pilot of that action?
A. Cyan ENG FIRE BOTTLE LOW
B. Amber ENG FIRE BOTTLE LOW
C. No CAS message, the onside BOTTLE
ARMED switchlight extinguishes, the
other BOTTLE ARMED switchlight
remains illuminated
D. No messages are indicated–pilot action
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
8 FIRE PROTECTION
LEFT INTENTIONALLY BLANK
8-8
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 9
PNEUMATICS
CONTENTS
INTRODUCTION.................................................................................................................. 9-1
GENERAL.............................................................................................................................. 9-1
BLEED AIR CONTROL SYSTEM....................................................................................... 9-2
Description...................................................................................................................... 9-2
Components..................................................................................................................... 9-2
Controls and Indications.................................................................................................. 9-2
Operation......................................................................................................................... 9-4
SERVICE AIR SYSTEM........................................................................................................ 9-4
Description...................................................................................................................... 9-4
Components..................................................................................................................... 9-4
Operation......................................................................................................................... 9-4
LEAK DETECTION SYSTEM.............................................................................................. 9-5
Controls and Indications.................................................................................................. 9-5
Operation......................................................................................................................... 9-8
LIMITATIONS........................................................................................................................ 9-8
EMERGENCY/ABNORMAL................................................................................................ 9-8
QUESTIONS........................................................................................................................ 9-10
FOR TRAINING PURPOSES ONLY
9-i
9 PNEUMATICS
Description...................................................................................................................... 9-5
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LEFT INTENTIONALLY BLANK
9 PNEUMATICS
9-ii
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
9-1. ICE PROTECTION Panel............................................................................................ 9-2
9-2. AIR SOURCE SELECT Switch................................................................................... 9-2
9-3. Pneumatic System Diagram.......................................................................................... 9-3
9-4. Service Air System....................................................................................................... 9-5
9-5. Pylon Leak Detection Loop.......................................................................................... 9-6
9-6. Overwing Leak Detection Loop................................................................................... 9-6
9-7. Tailcone Leak Detection Loop...................................................................................... 9-7
9-8. Leak Detection System................................................................................................. 9-8
TABLES
Table
Title
Page
9 PNEUMATICS
9-1. CAS Messages.............................................................................................................. 9-9
FOR TRAINING PURPOSES ONLY
9-iii
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LEFT INTENTIONALLY BLANK
9 PNEUMATICS
9-iv
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 9
PNEUMATICS
This chapter describes the pneumatic system on the CJ4 aircraft. The pneumatic system routes
bleed air from the engines to the aircraft systems that utilize pneumatics for heating, cooling,
pressurization, rudder bias, service air, and anti-ice. This chapter provides a brief overview of each
system with references for additional information available in each respective chapter.
GENERAL
The pneumatic system utilizes two bleed air control systems to extract hot high-pressure bleed air
from each engine at separate locations; one for the
environmental control system (ECS) and one for
the anti-ice system. This provides an independent
means of regulating both temperature and pressure
for use in the bleed air systems.
The bleed air leak detection system provides for the
identification of an overtemperature condition in
the areas of the tailcone, pylon, and over the wing.
FOR TRAINING PURPOSES ONLY
9-1
9 PNEUMATICS
INTRODUCTION
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
BLEED AIR CONTROL
SYSTEM
CONTROLS AND INDICATIONS
DESCRIPTION
The SOURCE knob is on the left tilt panel on the
PRESSURIZATION panel. It provides automatic
and manual control of the ECS PRSOVs suppling
engine bleed air to the aircraft. The SOURCE knob
has the following positions (Figure 9-2):
The pneumatic bleed air control systems supply
bleed air to the ECS and anti-ice system (Figure
9-3). The bleed air is regulated by the pressure
regulating shutoff valves (PRSOVs).
COMPONENTS
ECS Pressure Regulating
Shutoff Valves
The ECS PRSOVs in the nacelles are electrically
controlled but pneumatically actuated. The valves
are operated by the SOURCE knob on the left tilt
panel.
The valves use modulated upstream pressure to
regulate the downstream pressure. If electrical
power is lost, the valves are driven open by the
upstream pressure.
Wing Anti-Ice Pressure
Regulating Shutoff Valves
9 PNEUMATICS
The wing anti-ice PRSOVs in the nacelles on
the bottom side of the engine are pneumatically
controlled and electrically actuated. The valve
is operated by the WING/ENG ANTI-ICE L–R
switchlights on the left-center tilt panel (Figure
9-1).
SOURCE Knob
NORM—Allows automatic control of the conditioned bleed air at a predetermined temperature
range to enter the aircraft.
L or R—When either position is selected, the opposite ECS PRSOV is closed. When in the L position,
bleed air is supplied to the cockpit from the left
engine. When in the R position, bleed air is supplied to the cockpit and cabin from the right engine.
OFF—Both ECS PRSOVs are closed. This shuts
off the flow of bleed air into the cabin and cockpit.
FRESH AIR—Both ECS PRSOVs are closed. This
position turns on a fresh air blower which helps
pull outside air into the aircraft through the right
pylon ram air inlet.
ICE PROTECTION Panel
Some of the ICE PROTECTION switchlights control engine bleed air to anti-ice and de-ice systems.
The valves use modulated upstream pressure to
regulate the downstream pressure to 16 psi. If electrical power is lost, the valves are driven open by
the upstream pressure.
Figure 9-2. AIR SOURCE SELECT Switch
Figure 9-1. ICE PROTECTION Panel
9-2
FOR TRAINING PURPOSES ONLY
FOR TRAINING PURPOSES ONLY
VENT AIR
RAM AIR
MIXED BLEED AIR
LP BLEED AIR
HP BLEED AIR
COLD AIR
LEGEND
COCKPIT FOOT
WARMER OUTLETS
COCKPIT SHOULDER
VENTS
9-3
MIXING
MUFF
RAM AIR INLET
AFT PRESSURE
BULKHEAD
CROSSOVER
CHECK VALVE
Figure 9-3. Pneumatic System Diagram
9 PNEUMATICS
CABIN DROPPED
AISLE OUTLETS
CABIN FOOT WARMER
OUTLETS
CABIN ARMREST
OUTLETS
AFT PRESSURE BULKHEAD
CHECK VALVE
FRESH AIR
CHECK VALVE
T
T
PRECOOLER
VORTEX
COOLER
PNEUMATIC
SOV
VORTEX COOLER
SOV
ECS PRSOV
VORTEX COOLERS
SUPPLEMENTAL
PRESSURIZATION
VALVE
T
T
RAM AIR
MODULATING
VALVE
SUPPLY DUCT
OVERTEMP
FRESH AIR
SENSOR
BLOWER
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Refer to Chapter 10 – Ice and Rain Protection for
more information.
OPERATION
When in flight, the cyan PRESSURE SOURCE
NOT NORM CAS message appears on the EICAS
anytime the SOURCE knob is not in the NORM
position.
Normal automatic operation of the pneumatic bleed
air system occurs when the SOURCE knob is in the
NORM position. This allows automatic control of
conditioned bleed air at a predetermined temperature range to enter the aircraft from the engines.
When on the ground and either pitot static switch
is activated or anytime the cabin temperature is 5o
less than what is selected, the ECS PRSOVs are
powered open. In flight the PRSOVs are always
open with the SOURCE knob in NORM.
When on the ground and anytime the SOURCE
knob is not in the NORM position, the amber
PRESSURE SOURCE NOT NORM CAS message appears on the EICAS, a chime sounds, and
the MASTER CAUTION RESET switchlights
illuminate. Refer to the appropriate procedure in
the approved checklist.
If the SOURCE knob is put to L or R, the opposite
ECS PRSOV is closed. With L selected bleed air
from the left engine goes to the cockpit. With R
selected bleed air from the right engine goes to both
the cabin and cockpit. A crossover check valve in
the aft cabin allows right engine air to the cockpit
if the left engine is shut down.
DESCRIPTION
The OFF position closes both ECS PRSOVs and
no air enters the cabin or cockpit.
9 PNEUMATICS
The FRESH AIR position closes both ECS PRSOVs
and turns on a blower which helps pull outside air
into the cabin through the right pylon ram air inlet.
Depending on altitude this air may be cooler than
that from the bleed air system. This position will
not completely pressurize the cabin. It is intended
for ground or low altitude use if desired.
Turn the SOURCE knob to the OFF position to shut
off the flow of bleed air to the cockpit and cabin.
This closes the ECS PRSOVs.
Position the SOURCE knob to FRESH AIR to turn
on the fresh air blower (ECS PRSOVs close) allowing outside air into the aircraft through the right
pylon ram air scoop. This air may be cooler than
that from the bleed air system allowing the system
to better cool the aircraft.
The FRESH AIR position does not pressurize the
aircraft. It is intended for ground use or low-altitude unpressurized flight when fresh air is desired.
Refer to Chapter 11—“Air Conditioning” for more
information.
9-4
SERVICE AIR SYSTEM
The pneumatic system extracts engine bleed air
upstream of the ECS PRSOV for use in the service
air system (Figure 9-4). This supplies bleed air to
the horizontal stabilizer boots, rudder bias system,
and anti-ice temperature control system.
COMPONENTS
Service Air Regulator
The service air regulator in the tailcone regulates
the bleed air to be used in the service air system
to 23 psi. The two ECS lines suppling the bleed
air from the engines join together at the regulator.
Service Air Check Valves
The service air check valves are upstream of the
regulator on both supply lines. The check valves
prevent bleed air from flowing from one engine
to the other.
OPERATION
Engine high-pressure bleed air from each engine
upstream of the ECS PRSOVs tees together at the
service air regulator. This allows either engine to
supply service air. The service air check valves in
either supply line prevents bleed air from flowing
from one engine to the other when there is a pressure difference between the two supply lines.
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
RUDDER BIAS NO. 2/SERVICE AIR SUPPLY
SERVICE AIR
RUDDER BIAS NO. 1
Figure 9-4. Service Air System
Service air is used by the horizontal stabilizer deice boots to remove ice and by the anti-ice system
to prevent ice buildup. Refer to Chapter 10 – Ice
and Rain Protection for more information.
The tailcone loops monitor for leaks within the
tailcone area. An RTD also monitors the tailcone
area for leaks that may not be detected by the loops.
CONTROLS AND INDICATIONS
DESCRIPTION
The bleed air leak detection system provides identification of an over temperature condition in areas
where bleed air lines are installed.
The system has 12 detection loops located in the
following area:
• Left and right pylon
• Left and right overwing
• Tailcone
The left and right pylon loops monitor for leaks
from the ECS and wing anti-ice lines in each pylon.
The left and right overwing loops monitor for leaks
from the wing anti-ice lines from the tailcone to
the leading wing edge on both sides of the aircraft.
Leak Detect Controller
The leak detect controller monitors the twelve leak
detect loops (Figures 9-5 through 9-7). When a leak
is detected, the controller causes the appropriate
BLEED LEAK message to appear. If the SOURCE
knob is in NORM, PRSOVs will automatically
close appropriately. If the knob is out of NORM,
no valves move – only the message appears.
BLEED LEAK detection is tested during preflight through the SYSTEM TEST menu from the
CCP. The amber PYLON BLEED LEAK L-R and
WING BLEED LEAK L-R messages appear during test. The amber TAILCONE BLEED LEAK
is not tested.
Leak Detect Loops
The leak detect loops are eutectic salt filled sensing
elements connected via wiring to the leak detect
controller.
FOR TRAINING PURPOSES ONLY
9-5
9 PNEUMATICS
LEAK DETECTION
SYSTEM
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
SUPPLEMENTAL
PRESSURIZATION
VALVE
VORTEX COOLER
VORTEX COOLER
PNEUMATIC SOV
VORTEX COOLER SOV
ANTI-ICE
PRECOOLER
PYLON LOOP LEAK
DETECTION (310° F)
ECS PRECOOLER
T
T
ECS
PRSOV
WING ANTI-ICE
SOV
Figure 9-5. Pylon Leak Detection Loop
LH WING LOOP #3
9 PNEUMATICS
LH WING
LOOP #4
WING AI
BLEED AIR
LH WING LOOP #5
Figure 9-6. Overwing Leak Detection Loop
9-6
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
RH WING
FWD ENGINE BEAM LOOP #1 AFT ENGINE BEAM
RH WING LOOP #2
WING AI
BLEED AIR
LH WING LOOP #1
Figure 9-7. Tailcone Leak Detection Loop
When the loops are exposed to air temperatures
higher than the set resistance point a signal is sent
to the leak detect controller.
Tailcone Bleed Leak RTD
The tailcone bleed leak RTD (resistance temperature device) monitors for an overtemperature condition in the tailcone area (Figure 9-8). When the
RTD sensor indicates excessive tailcone air temperatures, a signal is sent to illuminate the amber
TAILCONE BLEED LEAK message on the CAS.
This also causes a chime to sound and the MASTER CAUTION RESET switchlights to illuminate.
OPERATION
Position the SOURCE knob to the NORM position
to fully activate the leak detection system.
When the leak detect loops are exposed to high
temperatures, their resistance drops to zero causing
the appropriate BLEED LEAK message to appear
on the CAS, a chime to sound, and the MASTER CAUTION RESET switchlights illuminate.
Refer to the appropriate procedure in the approved
checklist. The corresponding PRSOV also closes
automatically.
FOR TRAINING PURPOSES ONLY
9-7
9 PNEUMATICS
LH WING LOOP #2
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
WING ANTI-ICE TEMP
CONTROL VALVES
TAIL DEICE
SERVICE AIR REGULATOR
U
P
AFT
OU
TBD
TAILCONE BLEED LEAK RTD
AFT BAGGAGE WALL
Figure 9-8. Leak Detection System
If the SOURCE knob is not in the NORM position
and a leak is detected, the leak detection system
only provides the appropriate CAS message. The
corresponding PRSOV stays open until manually
closed.
9 PNEUMATICS
LIMITATIONS
For specific information on limitations and procedures, refer to the appropriate checklist or FAAapproved Airplane Flight Manual (AFM).
EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.
9-8
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table 9-1. CAS Messages
MESSAGE
DESCRIPTION
Appears on the CAS when the knob is not in the NORM position when on the
ground.
PYLON BLEED LEAK L - R
If a leak is detected in the pylon loop, the PYLON BLEED LEAK message
appears on the CAS. The corresponding ECS and wing anti-ice PRSOVs close
automatically.
TAILCONE BLEED LEAK
Indicates when an overtempterature is signaled by the tailcone bleed leak RTD.
WING BLEED LEAK L - R
If a leak is detected near the wing anti-ice lines in the tailcone or overwing area,
the amber WING BLEED LEAK message appears. If the WING/ENG ANTI-ICE
switchlights are ON, both wing anti-ice PRSOVs will close automatically.
PRESS SOURCE NOT NORM
Appears on the CAS anytime the SOURCE knob is not in the NORM position
when in flight.
9 PNEUMATICS
PRESS SOURCE NOT NORM
FOR TRAINING PURPOSES ONLY
9-9
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
QUESTIONS
1. What air ducts inside the aircraft are supplied if the AIR SOURCE SELECT switch is
in the L position?
A. Cockpit
B. Cabin
C. Cockpit and Cabin
D. None
2. What air ducts inside the aircraft are supplied
if the AIR SOURCE SELECT switch is in the
R position?
A. Cockpit
B. Cabin
C. Cockpit and Cabin
D. None
3. What happens when the AIR SOURCE
SELECT knob is selected to FRESH AIR?
A. Draws air to the cabin from the right pylon
and turns on a blower
B. Closes both PRSOVs, stopping air from
the engines to reach the cabin
C. Maintains normal service air
D. All of the above
9 PNEUMATICS
4. The TAILCONE BLEED LEAK detection is
tested during the BLEED LEAK system test.
A. True
B. False
5. What happens if the aircraft system detected
a pylon leak?
A. The PYLON BLEED LEAK message
appears
B. Both the ECS and wing anti-ice PRSOVs
on that side close automatically only if the
SOURCE knob is in NORM
C. Both the ECS and wing anti-ice PRSOVs
on that side close automatically regardless
of the position of the SOURCE knob
D. Both A and B
9-10
6. What is the difference between a cyan and an
amber PRESSURE SOURCE NOT NORM
message?
A. Cyan indicates SOURCE knob is not in
NORM in flight
B. Amber indicates SOURCE knob is not in
NORM on the ground
C. Amber indicates SOURCE knob is not in
NORM in flight
D. Both A and B
7. What results if the aircraft is in flight with both
wing anti-ice on and the amber WING BLEED
LEAK L message appears?
A. The wing anti-ice valve remains open and
flight may be continued as normal
B. The wing anti-ice valve closes stopping
bleed air to the wing, pilot must start
checklist procedures
C. The wing anti-ice valve closes and CAS
message disappears, pilot has no checklist
procedures.
D. The wing anti-ice valve remains open but
the pilot must start checklist procedures
8. What happens if a leak is detected and the
SOURCE knob is not in the NORM position?
A. There is not any indication or automatic
PRSOV activation
B. Both wing anti-ice valves close, stopping
bleed air to the wing. Pilot initiates checklist procedures
C. There is an appropriate CAS message but
the corresponding PRSOV remains open
D. There is not any indication but the corresponding PRSOV automatically closes
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
INTRODUCTION................................................................................................................ 10-1
GENERAL ........................................................................................................................... 10-1
ICE DETECTION SYSTEM................................................................................................ 10-2
Description.................................................................................................................... 10-2
Components................................................................................................................... 10-2
Controls and Indications................................................................................................ 10-2
WING ANTI-ICE SYSTEM................................................................................................. 10-2
Description.................................................................................................................... 10-2
Components................................................................................................................... 10-4
Description.................................................................................................................... 10-6
Components................................................................................................................... 10-6
Controls and Indications................................................................................................ 10-6
Operation....................................................................................................................... 10-6
SENSOR ANTI-ICE SYSTEMS.......................................................................................... 10-8
Description.................................................................................................................... 10-8
Controls and Indications................................................................................................ 10-8
Operation....................................................................................................................... 10-8
Description.................................................................................................................... 10-9
Components................................................................................................................... 10-9
Operation....................................................................................................................... 10-9
FOR TRAINING PURPOSES ONLY
10-i
10 ICE AND RAIN PROTECTION
WINDSHIELD ANTI-ICE SYSTEM................................................................................... 10-9
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
TAIL DEICE SYSTEM........................................................................................................ 10-9
Description.................................................................................................................... 10-9
Components................................................................................................................ 10-10
Controls and Indications............................................................................................. 10-10
Operation.................................................................................................................... 10-10
LIMITATIONS................................................................................................................... 10-10
EMERGENCY/ABNORMAL........................................................................................... 10-10
QUESTIONS..................................................................................................................... 10-15
10 ICE AND RAIN PROTECTION
10-ii
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
10-1. Windshield Ice Detection Lights.............................................................................. 10-2
10-2. Wing Inspection Light.............................................................................................. 10-2
10-3. ICE PROTECTION PANEL..................................................................................... 10-2
10-4. Wing Anti-Ice System.............................................................................................. 10-3
10-5. Piccolo Tube Area..................................................................................................... 10-4
10-6. Engine Inlet.............................................................................................................. 10-7
10-7. Engine Anti-Ice System - Both Engines................................................................... 10-7
10-8. Windshield Anti-Ice System.................................................................................. 10-11
10-9. Tail Deice System.................................................................................................. 10-12
TABLES
Table
Title
Page
10 ICE AND RAIN PROTECTION
Table 10-1. CAS Messages............................................................................................ 10-13
FOR TRAINING PURPOSES ONLY
10-iii
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
LEFT INTENTIONALLY BLANK
10 ICE AND RAIN PROTECTION
10-iv
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
The CJ4 aircraft is approved for ground and flight operations in known icing conditions. This
chapter describes the systems that utilize bleed air and electrical power for preheating or removing
ice from the engine inlets, wings, tail, and windshield.
Flight into known icing is the intentional flight into
icing conditions that are known to exist by either
visual observation or pilot weather report information. Icing conditions exist any time the indicated
static air temperature (SAT) is 10°C (50°F) or
below, and visible moisture in any form is present.
SAT is displayed at the bottom of the right MFD. It
can also be found through the FMS (IDX > PROG
> page 2).
Bleed air anti-ice protection is provided for the
engine inlets and wing leading edges. The tail
horizontal stabilizer is provided deice protection
through inflatable boots.
Sensor anti-ice protection is provided by DC electricity for the pitot tubes, static ports, AOA vane,
and temperature probes in the engine inlet. AC
electricity provides windshield anti-ice heat.
FOR TRAINING PURPOSES ONLY
10-1
10 ICE AND RAIN PROTECTION
GENERAL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
ICE DETECTION
SYSTEM
DESCRIPTION
During day operations the pilot can observe ice
accumulating on the windshields and wings. During night operations two light systems are used to
illuminate the windshield and left wing.
Figure 10-2. Wing Inspection Light
COMPONENTS
Windshield Ice Detection Lights
Two red light-emitting diode (LED) ice detection
lights are on the instrument panel glareshield (Figure 10-1). These ice detection lights operate automatically when normal DC power is available. The
lights are aimed at an unprotected area near the
inboard edge of each windshield. When ice begins
to form on this area, a red glow is reflected on the
glass, indicating that ice may be accumulating on
the aircraft.
CONTROLS AND INDICATIONS
WING LIGHT Switchlight
The WING LIGHT switchlight is on the right side
of the ICE PROTECTION control panel (Figure
10-3). When the WING LIGHT switchlight is ON,
the wing ice inspection light is illuminated.
Figure 10-3. ICE PROTECTION PANEL
WING ANTI-ICE SYSTEM
Figure 10-1. Windshield Ice Detection
Lights
Wing Inspection Light
10 ICE AND RAIN PROTECTION
The wing inspection light is on the left fuselage forward of the left wing and is aimed down the wing
leading edge. The light illuminates the outboard
portion of the leading edge of the left wing during
night or low visibility operations (Figure 10-2).
10-2
DESCRIPTION
The wing anti-ice system utilizes bleed air vented
through piccolo tubes to heat the leading edges of
the wing. (Figure 10-4).
The temperature of the bleed air is regulated by the
precoolers in the pylon. The temperature is monitored by overtemperature and undertemperature
sensors in each wing tip.
The wing crossflow system supplies engine bleed
air to both wing leading edges during single-engine
operation. Wing anti-ice check valves prevent air
from venting into the opposite engine.
FOR TRAINING PURPOSES ONLY
OVERTEMP SENSOR
T (BOTTOM)
FOR TRAINING PURPOSES ONLY
10 ICE AND RAIN PROTECTION
EXHAUST AIR
VENTS (BOTTOM)
T
UNDERTEMP
SENSOR (TOP)
WING ANTI-ICE
PRSOV
TEMPERATURE
SENSOR/
REGULATOR
ENGINE ANTI-ICE
PRSOV
T
Figure 10-4. Wing Anti-Ice System
BLEED AIR
PRECOOLED BLEED AIR
LEGEND
PICCOLO TUBE
T
PRECOOLER WING ANTI-ICE
CROSSFLOW
VALVE
T
T
T
CHECK
VALVE
549°F
549°F
WING RAM
AIR SCOOPS
(BOTTOM)
T
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
10-3
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
COMPONENTS
Wing Anti-Ice PRSOVs
The wing anti-ice PRSOVs are on the bottom of
each engine. They are electrically closed (fail open
with loss of normal/converted DC power) and are
pneumatically actuated. The valve is operated by
the WING/ENG ANTI-ICE L–R switchlights on
the left tilt panel.
The valves regulate the downstream pressure to 16
psig. If electrical power is lost, the valves are driven
open by the upstream pressure.
face (one each side of center) allow ram air to travel
the length of the wing and purge any fuel vapors.
Spent air from both chambers is discharged through
separate vents on the lower surface of each wing
tip.
Temperature Sensor/Regulator
Bleed air RTDs are between the wing anti-ice
precoolers and the lines going to the wing leading
edges. These monitor the temperature in the
bleed air supply lines. The RTD automatically
closes the wing anti-ice PRSOV when it senses
an overtemperature condition.
Wing Anti-Ice Precoolers
Wing Anti-ice Crossflow valve
The wing anti-ice precooler in each pylon is a conventional crossflow heat exchanger that limits the
maximum bleed air temperature the wing anti-ice
receives. The spent air is exhausted through the
pylon exhaust duct.
The wing anti-ice crossflow valve is mounted on
the aft engine beam (see Figure 10-4). During single-engine operation, the valve can be opened to
allow the operating engine to supply bleed air to
both wings. The valve is controlled by the WING
XFLOW switchlight on the ICE PROTECTION
panel.
Wing Anti-Ice Leading
Edge Assemblies
The wing anti-ice leading edge assembly is divided
into two distinct chambers (Figure 10-5). The first
chamber consists of a circular piccolo tube that
runs the entire length of the wing. The tubes have
holes at various spacing and angles to provide proper bleed air distribution to the wing leading edges.
The second chamber is between the leading edge
and the fuel tank. Two vents on the lower body sur-
1.5 INCH DIAMETER
PICCOLO TUBE
Wing Anti-Ice
Undertemperature Sensors
10 ICE AND RAIN PROTECTION
ALUMINUM
SENSOR
COVERS
Wing Anti-Ice
Overtemperature Sensors
HEAT
SHIELD
The wing anti-ice overtemperature sensors are
mounted to the lower surface of the leading edge
near the wing tip. When the wing anti-ice system is
active, the sensors monitor the bleed air for increases in temperature within each wing tip. If the temperature is too high, a CAS message alerts the pilot.
OVER
TEMPERATURE
SENSOR
Figure 10-5. Piccolo Tube Area
10-4
The wing anti-ice check valves in the supply lines
prevent bleed air from one engine backflowing to
the opposite engine during single-engine operation
(see Figure 10-4).
The wing anti-ice undertemperature sensors are
mounted to the upper surface of the leading edge
near the wing tip. The sensors monitor the leading
edge skin at all times for low temperatures within
each wing tip.
UNDER
TEMPERATURE
SENSOR
DIFFUSER
Wing Anti-Ice Check Valves
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CONTROLS AND INDICATIONS
WING/ENG ANTI-ICE
L–R Switchlights
The WING/ENG ANTI-ICE L and R switchlights
are on the ICE PROTECTION panel. When pushed
(illuminated), the wing and engine inlet anti-ice
systems are activated (see Figure 10-3).
WING XFLOW Switchlight
The WING XFLOW switchlight allows the pilot to
have continued ice protection on both wings from
one engine in the event of an engine or PRSOV
failure. The pilot must press the switchlight to
activate (open) the valve.
OPERATION
Ground Operations
An operational check of the anti-ice system is
required prior to flying into known icing conditions. On the ground N2 must be set to 70% before
opening the wing anti-ice PRSOVs. Both the cyan
WING/ENG ANTI-ICE ON and WING ANTIICE COLD messages will initially be seen. If the
wings warm up sufficiently within 60 seconds, the
WING ANTI-ICE COLD messages extinguish.
If still cold, the cyan message changes to amber.
Advance N2 to 80% - messages should extinguish
within another 60 seconds. If not, do not fly into
known icing. Do not continue to operate any antiice system on the ground at high rpm after the CAS
messages have cleared.
flight, the temperature must be greater than 20°C
(68°F) to extinguish the CAS message. There is
no requirement for the temperature to increase by
10°C (18°F) while in flight. The MASTER CAUTION RESET switchlights also illuminate and a
chime sounds. Refer to the appropriate procedure
in the approved checklist.
If the overtemperature sensors indicate either wing
leading edge temperature is greater than 65°C
(149°F), the amber WING ANTI-ICE OVERTEMP
message appears on the CAS, a chime sounds and
the MASTER CAUTION RESET switchlights illuminate. Refer to the appropriate procedure in the
approved checklist.
The WING ANTI-ICE OVERTEMP message also
appears if the bleed air overtemperature RTDs
indicate either bleed air line temperature is greater
than 287°C (549°F) for more than 20 seconds or
304°C (580°F) instantly. If in crossflow, set point
changes to 310°C (590°F) for 20 seconds or 343°C
(650°F) instantly.
The MASTER CAUTION RESET switchlights
also illuminate and a chime sounds. Refer to the
appropriate procedure in the approved checklist.
NOTE
Do not operate the WING/ENG ANTIICE on the ground at high engine rpm
after anti-ice messages have cleared.
In Flight Operation
When in icing conditions, push the WING/ENG
ANTI-ICE switchlights to activate the wing antiice system. The engine inlet anti-ice system is also
activated.
NOTE
In flight a minimum of 70% N2 should be maintained to ensure sufficient bleed air is available to
the system.
Minimum engine N2 speed for effective
wing anti-icing...........................75% N2
The cyan WING ANTI-ICE COLD message
extinguishes after 60 seconds if the wing bleed
air temperature increases by 10°C (18°F) and is
greater than 20°C (68°F). If the temperature has
not increased or has increased but is less than
20°C (68°F), the message changes to amber. In
The cyan WING ANTI-ICE ON message appears
on the CAS to indicate the system is activated. The
cyan WING ANTI-ICE COLD L–R CAS message
also appears on the EICAS when the switchlights
are initially pushed.
FOR TRAINING PURPOSES ONLY
10-5
10 ICE AND RAIN PROTECTION
The respective wing anti-ice PRSOV closes until
the temperature decreases; then it will reopen.
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
If the temperature falls below 20°C (68°F) for
more than 60 seconds, the amber WING ANTIICE COLD message appears on the CAS. The
MASTER CAUTION RESET switchlights also
illuminate. Refer to the appropriate procedure in
the approved checklist.
If a wing anti-ice PRSOV fails, push the WING
XFLOW switchlight. This opens the crossflow
valve allowing the ice protection system to continue operating while exiting the icing environment.
ENGINE INLET ANTI-ICE
SYSTEM
engine inlet skin. The air exits the plenum through
slots on the bottom portion of the engine inlet.
Undertemperature Sensor
The engine inlet undertemperature sensor measures
the exhaust air temperatures on the inside of each
engine inlet forward leading edge. The sensors are
electrical resistance temperature devices (RTDs).
When the engine anti-ice system is active, the sensors monitor the bleed air temperatures within each
engine inlet assembly. No overtemperature sensing
or protection is provided for the engine.
CONTROLS AND INDICATIONS
ENG ONLY ANTI-ICE
L–R Switchlights
DESCRIPTION
The engine inlet anti-ice system utilizes bleed air
that is routed through piccolo tubing and exhausted
through slots on the bottom portion of the engine
inlet (Figure 10-6). No provisions are available
for crossfeeding to the opposite engine if engine
failure occurs. The temperature of the bleed air is
controlled by the throttle settings.
The ENG ONLY ANTI-ICE L and R switchlights
are on the ICE PROTECTION panel. When pushed
(illuminated), they only activate the engine inlet
anti-ice system (Figure 10-7).
COMPONENTS
The WING/ENG ANTI-ICE L and R switchlights
are on the ICE PROTECTION panel. When pushed
(illuminated), the engine inlet and wing anti-ice
systems are activated (Figure 10-6).
Engine Inlet Pressure
Regulating Shutoff Valve
The engine anti-ice PRSOVs are on the top of each
engine. They are electrically closed (fail open
with loss of normal/converted DC power) and are
pneumatically actuated. The valve is operated by
either WING/ENG ANTI-ICE L–R or ENG ONLY
ANTI-ICE L–R switchlights on the left tilt panel.
The valves regulate the downstream pressure to 16
psi. If electrical power is lost, the valves are driven
open by the upstream pressure.
10 ICE AND RAIN PROTECTION
Engine Inlet Assemblies
Each engine inlet assembly consists of a circular
piccolo tube inside a plenum behind the leading
edge of the forward surface of the skin (Figure
10-6). Bleed air enters the piccolo tube at the top
of the engine and heats the forward surface of the
10-6
WING/ENG ANTI-ICE
L–R Switchlights
OPERATION
Ground Operation
Preflight of the anti-ice system is required prior to
flying into known icing conditions. When in icing
conditions, push the ENG ONLY ANTI-ICE to
activate the engine anti-ice system only.
NOTE
The engine anti-ice systems should be
operated at all times in icing conditions.
The cyan ENGINE ANTI-ICE ON message
appears on the CAS when either ENG only or
WING/ENG switchlights have been activated. The
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
cyan ENGINE ANTI-ICE COLD message also
appears on the CAS when the switchlights are initially pushed.
The cyan ENGINE ANTI-ICE COLD message
extinguishes after 60 seconds when the undertemperature sensors indicate a temperature increase of
more than 22°C (72°F) with throttles at idle.
If after 60 seconds the temperature has not increased
by 15°C (27°F) and is not over 21°C (70°F), the
message changes to amber, the MASTER CAUTION RESET switchlights illuminate, and a chime
sounds. Refer to the appropriate procedure in the
approved checklist.
NOTE
Do not continue operating the engine
anti-ice systems on the ground at high
engine rpm after CAS messages have
cleared.
Figure 10-6. Engine Inlet
T
T
549°F
549°F
T
T
ENGINE ANTI-ICE
PRSOV
TEMPERATURE
SENSOR/
REGULATOR
CHECK
VALVE
T
PRECOOLER
T
WING ANTI-ICE
CROSSFLOW
VALVE
10 ICE AND RAIN PROTECTION
WING ANTI-ICE
PRSOV
LEGEND
BLEED AIR
Figure 10-7. Engine Anti-Ice System - Both Engines
FOR TRAINING PURPOSES ONLY
10-7
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
In Flight Operation
When in icing conditions, push either the ENG
ONLY or WING/ENG ANTI-ICE switchlights to
activate the engine inlet anti-ice system.
The cyan ENGINE ANTI-ICE ON CAS message
appears on the EICAS to indicate the system is
activated.
If the temperature is below 22°C (72°F) after 150
seconds, the amber ENGINE ANTI-ICE COLD
L–R CAS message appears on the EICAS, a chime
sounds, and the MASTER CAUTION RESET
switchlights illuminate. Refer to the appropriate
procedure in the approved checklist.
If at any time after 150 seconds the temperature
drops below 22°C (72°F), the amber message
appears on the EICAS and a chime sounds. The
MASTER CAUTION RESET switchlights also
illuminate. Refer to the appropriate procedure in
the approved checklist.
SENSOR ANTI-ICE
SYSTEMS
DESCRIPTION
Ice that forms on the pitot tubes, static ports, P2
probes, T2 probes, and angle-of-attack (AOA) vane
cause unreliable flight instrument readings and possible system failure. To prevent this, the sensors are
electrically heated.
The heating element for each sensor is monitored
by a current sensor to detect failures. Failure of any
heating element is indicated on the CAS display.
CONTROLS AND INDICATIONS
10 ICE AND RAIN PROTECTION
PITOT/STATIC HEAT
1—2 Switchlights
The PITOT/STATIC HEAT 1 and 2 switchlights are
on the ICE PROTECTION panel in front of the left
seat pilot. The PITOT/STATIC HEAT 1 switchlight
controls heat to the left pitot and standby tubes and
the left static ports. The PITOT/STATIC HEAT 2
10-8
switchlight controls heat to the right pitot tube,
right static ports, and AOA vane. Both switchlights
also control heat to several drains on the belly of
the aircraft.
WING/ENG ANTI-ICE and ENG
ONLY ANTI-ICE Switchlights
The WING/ENG ANTI-ICE and/or ENG ONLY
ANTI-ICE switchlights on the ICE PROTECTION
panel activate the heaters for the P2 and T2 probes.
OPERATION
When in icing conditions, push the WING/ENG
ANTI-ICE and/or ENG ONLY ANTI-ICE switchlights to activate the anti-ice on the P2 and T2
probes.
If either P2 and T2 sensor is not drawing electrical
current, the amber T2 HEATER FAIL CAS message appears on the EICAS, a chime sounds, and
the MASTER CAUTION RESET switchlights
illuminate. Refer to the appropriate procedure in
the approved checklist.
When ready for takeoff, push the PITOT/STATIC
HEAT switchlight to activate the heaters to the pitot
probes, static ports, and AOA vane.
CAUTION
Limit ground operation of pitot/static
heat to two minutes to prevent damage
to pitot tubes and angle of attack vane.
On the ground, if either PITOT/STATIC HEAT
switchlight is not pushed and the TLA is less than
11.5°, the cyan PITOT/STATIC COLD L–R–STBY
message appears on the CAS.
The amber PITOT/STATIC COLD L–R–STBY
and AOA HEATER FAIL messages appear on the
CAS when either PITOT/STATIC HEAT switchlight is selected on and the respective sensors are
not drawing electrical current. The same messages
also appears when on the ground if the throttles are
at a TLA of 11.5° or greater while one or both of
the PITOT/ STATIC HEAT switchlights is selected
off. The MASTER CAUTION RESET switchlights
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
also illuminate and a chime sounds. Refer to the
appropriate procedure in the approved checklist.
OPERATION
WINDSHIELD ANTIICE SYSTEM
When engines are running, the windshield anti-ice
system is operating. The windshield controllers
provide a slow increase in temperature at engine
start to avoid thermal shock to the windshield
panels.
DESCRIPTION
Each windshield controller monitors the windshield temperature sensor in the zones it controls.
The windshield anti-ice system provides anti-ice
and defog capabilities for the main and side windshield (Figure 10-8). The windshields are heated
automatically anytime the engines are running.
The system is powered by an AC alternator on
each engine.
The left and right windshields are each divided
into three zones. The left windshield heat controller heats the left inboard and defog zones, the right
outboard zone, and the right side window. The right
windshield heat controller heats the right inboard
and defog zones, the left outboard zone, and the
left side window (see Figure 10-8).
The windshield temperature is monitored through
two integral temperature sensors incorporated in
each windshield assembly.
COMPONENTS
If the temperature of the windshields is greater than
68°C (155°F), the amber WINDSHIELD OVERTEMP CAS message appears on the CAS and a
chime sounds. The MASTER CAUTION RESET
switchlights also illuminate. Refer to the appropriate procedure in the approved checklist.
If the windshields temperature cools to 46°C
(115°F), the amber WINDSHIELD OVERTEMP
message automatically extinguishes.
If no electrical power is being provided to the
windshield controllers, the amber WINDSHIELD
HEAT FAIL message appears on the CAS, a chime
sounds, and the MASTER CAUTION RESET
switchlights illuminate. Refer to the appropriate
procedure in the approved checklist.
TAIL DEICE SYSTEM
The left alternator supplies AC power to half of the
left inboard windshield, left defog zone area, right
outboard windshield, and the right side defog zone
panels. In a similar manner, AC power from the
right alternator is supplied to the opposite panels
and windshields (see Figure 10-8).
Windshield Temperature
Sensors
Two temperature sensors, on each inboard windshield, monitor the panels for overheat conditions
(see Figure 10-8). One is utilized as the primary
and the other as the secondary. The sensors are connected to their respective control units and provide
constant temperature monitoring to the controllers.
DESCRIPTION
The tail deice system utilizes regulated bleed air
from the service air system to inflate pneumatic
boots to remove ice (Figure 10-9). The boots are
bonded to the leading edges of the horizontal stabilizer. When inflated, the boots crack and separate
the accumulated ice allowing aerodynamic forces
to remove the ice.
COMPONENTS
Horizontal Stabilizer Deice
Boots
The horizontal stabilizer boots are comprised of
pneumatic chambers that inflate and deflate. When
FOR TRAINING PURPOSES ONLY
10-9
10 ICE AND RAIN PROTECTION
AC Alternators
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
deflated the boots are pulled against the tail skin by
vacuum (Figure 10-9).
Horizontal Stabilizer Deice
Valves
The horizontal stabilizer valves are electrical flow
control valves (EFCVs). The valves allow airflow
to the boots and apply vacuum when the deice system is not activated (Figure 10-9).
Horizontal Stabilizer Deice
Pressure Switches
The horizontal stabilizer pressure switches are
upstream of each pneumatic boot. The switches
monitor the pressure of the air supplied to the boots
(Figure 10-9).
CONTROLS AND INDICATIONS
cycle is incorrect, the amber TAIL DE-ICE FAIL
L–R CAS message appears on the EICAS. The
MASTER CAUTION RESET switchlights also
illuminate. Refer to the appropriate procedure in
the approved checklist.
LIMITATIONS
For specific information on limitations and procedures, refer to the appropriate checklist or FAAapproved Airplane Flight Manual (AFM).
EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.
TAIL DEICE Switchlights
The TAIL DEICE switchlights on the ICE PROTECTION panel activate the tail deice system
inflation cycle. When pushed, the deice EFCVs
are opened allowing service bleed air to inflate the
deice boots.
This starts the boot inflation cycle. The left boot
is inflated first for 6 seconds then the right boot is
inflated for 6 seconds while the left boot deflates.
The inflation and deflation cycle repeats every 2
minutes.
OPERATION
When in icing conditions, push the L and R TAIL
DEICE switchlights to activate the tail deice system. The cyan TAIL DE-ICE ON CAS message
appears to indicate the system is operating.
10 ICE AND RAIN PROTECTION
If the outside air temperature is below –30°C
(–22°F), the CAS message changes to amber and
a chime sounds. The MASTER CAUTION RESET
switchlights also illuminate. Refer to the appropriate procedure in the approved checklist.
If at any time, the deice system fails, boot inflation pressure drops below 16 psig, or boot inflation
10-10
FOR TRAINING PURPOSES ONLY
FOR TRAINING PURPOSES ONLY
10 ICE AND RAIN PROTECTION
DC POWER
DEFOG ZONE
(.9 W/in2)
LH SIDE WINDOW
DEFOG ZONE
(2.0 W/in2)
C
B
A
INBOARD
ANTI-ICE ZONE
(5.0 W/in2)
A
TEMP
SENSOR
RIGHT
ALT
RH CONTROLLER
B
OUTBOARD
ANTI-ICE ZONE
(5.0 W/in2)
RH WINDSHIELD
Figure 10-8. Windshield Anti-Ice System
LEFT
ALT
LH CONTROLLER
TEMP
SENSOR
OUTBOARD
ANTI-ICE ZONE
(5.0 W/in2)
LH WINDSHIELD
C
DEFOG ZONE
(2.0 W/in2)
DC POWER
DEFOG ZONE
(.9 W/in2)
RH SIDE WINDOW
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
10-11
10 ICE AND RAIN PROTECTION
10-12
BLEED AIR
SERVICE AIR
LEGEND
CHECK
VALVE
FOR TRAINING PURPOSES ONLY
P
HORIZONTAL STABILIZER
DEICE PRESSURE
SWITCHES (16 PSIG)
Figure 10-9. Tail Deice System
HORIZONTAL STABILIZER
DEICE BOOTS
P
HORIZONTAL STABILIZER
DEICE EJECTOR
CONTROL VALVES
RIGHT PC
BOARD
SERVICE AIR
REGULATOR
LEFT PC
BOARD
CHECK
VALVE
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table 10-1. CAS Messages
MESSAGE
DESCRIPTION
AOA HEATER FAIL
This message appears on the CAS and a chime sounds when the sensor is not
drawing electrical current. The MASTER CAUTION RESET switchlights also illuminate. Refer to the appropriate procedure in the approved checklist.
ENGINE ANTI-ICE COLD L–R
This message appears on the CAS if:
• On the ground—During the initial 60 seconds, the temperature has
increased by 4°C (7°F) and is below 22°C (72°F) During the initial 60 seconds, the temperature does not increase to 22°C (72°F), the message is
latched until the ANTI-ICE switchlight is pushed
• On the ground—Temperature sensors do not senses an increase in temperature within 60 seconds after the switchlights are pushed or increase
above 22°C (72°F) within 150 seconds
• In flight—After 150 seconds, the temperature is below 22°C (72°F) The
MASTER CAUTION RESET switchlights also illuminate and a chime
sounds. Refer to the appropriate procedure in the approved checklist.
PITOT/STATIC COLD L–R–STBY
This message appears on the CAS when either PITOT/STATIC HEAT switchlight
is selected on and the respective heaters are not drawing electrical current. The
message also appears when on the ground if the PITOT/STATIC HEAT switchlights are selected off and the TLA is greater than or equal to 11.5°. The MASTER CAUTION RESET switchlights also illuminate and a chime sounds. Refer to
the appropriate procedure in the approved checklist.
TAIL DE-ICE FAIL L–R
The amber TAIL DE-ICE FAIL L–R CAS message appears on the EICAS and a
chime sounds when any of the following conditions occur:
• One or more modules is > 71oC• Tail deice system fails
• Boot inflation pressure drops below 16 psi
TAIL DE-ICE ON
The cyan TAIL DE-ICE ON CAS message appears on the EICAS when both
TAIL DEICE switchlights are illuminated. The message changes to amber and a
chime sounds when the outside air temperature is below –30°C (–22°F).
T2 HEATER FAIL
This message appears on the CAS and a chime sounds when the sensor is
not drawing electrical current when switched on or is drawing electrical current
when switched off. The MASTER CAUTION RESET switchlights also illuminate.
Refer to the appropriate procedure in the approved checklist.
WINDSHIELD HEAT FAIL L–R
This message appears on the CAS and a chime sounds when no electrical
power is being provided to the windshields. The MASTER CAUTION RESET
switchlights also illuminate. Refer to the appropriate procedure in the approved
checklist.
WINDSHIELD OVERTEMP
This message appears on the CAS and a chime sounds when the respective
windshield temperature is greater than 68°C (155°F). The MASTER CAUTION
RESET switchlights also illuminate. Refer to the appropriate procedure in the
approved checklist.
FOR TRAINING PURPOSES ONLY
10-13
10 ICE AND RAIN PROTECTION
• Boot inflation cycle is incorrect
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
MESSAGE
DESCRIPTION
WING ANTI-ICE COLD L–R
Indicates the respective wing temperature has not reached normal operating
temperature after a period of 60 seconds.
WING ANTI-ICE OVERTEMP L–R
Indicates the RTD at the wing tip has detected an abnormally high temperature.
The wing anti-ice PRSOV should close automatically to reduce the heat. When
cooled, the PRSOV will reopen to protect the wing. Refer to the appropriate
procedure in the approved checklist.
WING/ENG ANTI-ICE ON
Indicates when both WING/ENG ANTI-ICE switchlights are activated (blue light).
WING ANTI-ICE COLD L–R
Indicates the respective WING/ENG switchlight was activated and the wing has
not reached normal operating temperature yet (sensed by the RTD at the wing
tip).
ENGINE ANTI-ICE ON
Indicates when both ENGINE ANTI-ICE switchlights are activated.
ENGINE ANTI-ICE COLD L–R
This message appears on the CAS anytime either WING/ENG or ENG ONLY
ANTI-ICE switchlights are initially pushed. The message disappears when the
temperature has increased 15°C (27°F) and is greater than 21°C (70°F) within 60
seconds.
PITOT/STATIC COLD L–R–STBY
On the ground, this message appears on the CAS when either PITOT/STATIC
HEAT switchlight is not illuminated and the throttle lever angle (TLA) is less than
11.5°. The message extinguishes when either PITOT/STATIC HEAT switchlight is
pushed and the sensors are drawing electrical current.
TAIL DE-ICE ON
The cyan TAIL DE-ICE ON CAS message appears on the EICAS when both
TAIL DEICE switchlights are illuminated. The message changes to amber and a
chime sounds when the outside air temperature is below –30°C (–22°F).
10 ICE AND RAIN PROTECTION
10-14
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
QUESTIONS
1.What is the temperature indicated in visible
moisture in which icing conditions exist in
flight?
A. RAT 10°C
B. SAT 10°C
C. RAT 5°C
D. SAT 5°C
2. What items are heated with the PITOT/STATIC HEAT 2 switch?
A. Pilot’s pitot tubes, static ports and the
standby pitot tube
B. Copilot’s pitot tubes, static ports and the
AOA vane
C. Pilot’s and copilot’s pitot tubes and static
ports
D. Only the standby pitot tube and the AOA
vane
5. What does the amber TAIL DE-ICE FAIL L-R
message indicate?
A. Boot inflation cycle is wrong – timer failure
B. The tail de-ice system has failed
C. Both boot inflation pressure is below 16 psi
D. All the above
6. Regarding windshield heat:
A. It’s operating anytime the engines are
running
B. It requires DC power from the generators
C. The W/S HEAT switchlight on the ICE
PROTECTION panel is used to activate
the system
D. It should be used anytime RAT is +10oC
or colder
10 ICE AND RAIN PROTECTION
3. What does an amber PITOT/STATIC COLD
L–R–STBY message indicate?
A. The appropriate PITOT/STATIC HEAT
switch is selected on but the appropriate
items are not receiving heat
B. The appropriate PITOT/STATIC HEAT
switch is selected off and the appropriate
items are not receiving heat
C. The appropriate PITOT/STATIC HEAT
switch is selected off and the throttles are
greater then a TLA of 11.5° on the ground
only
D. Both A and C
4. What is the tail boot inflation and deflation
cycle?
A. Left inflates for 6 seconds immediately
followed by the right for 6 seconds, cycle
repeats every 2 minutes
B. Left inflates for 6 seconds then no boots
for 6 seconds then the right boot for 6 seconds, cycle repeats every 3 minutes
C. Both boots inflate at the same time for 12
seconds, cycle repeats every 2 minutes
D. Both boots inflate at the same time and
remains inflated as long as the pilot presses and holds the TAIL DEICE switchlight
FOR TRAINING PURPOSES ONLY
10-15
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
LEFT INTENTIONALLY BLANK
10 ICE AND RAIN PROTECTION
10-16
FOR TRAINING PURPOSES ONLY
11 AIR
CONDITIONING
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 11
AIR CONDITIONING
CONTENTS
INTRODUCTION................................................................................................................ 11-1
GENERAL ........................................................................................................................... 11-1
ENVIRONMENTAL CONTROL SYSTEM........................................................................ 11-2
Description.................................................................................................................... 11-2
Components................................................................................................................... 11-2
Controls and Indications................................................................................................ 11-5
Operation....................................................................................................................... 11-6
VAPOR-CYCLE SYSTEM.................................................................................................. 11-7
Description.................................................................................................................... 11-7
Components................................................................................................................... 11-7
Controls and Indications................................................................................................ 11-9
Operation....................................................................................................................... 11-9
LIMITATIONS...................................................................................................................... 11-9
EMERGENCY/ABNORMAL.............................................................................................. 11-9
QUESTIONS .................................................................................................................... 11-10
FOR TRAINING PURPOSES ONLY
11-i
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
11 AIR
CONDITIONING
LEFT INTENTIONALLY BLANK
11-ii
FOR TRAINING PURPOSES ONLY
ILLUSTRATIONS
Figure
Title
Page
11-1. Air Conditioning Normal Operation........................................................................ 11-2
11-2. Cabin/Cockpit Distribution...................................................................................... 11-3
11-3. Right Pylon Ram-Air Scoop..................................................................................... 11-4
11-4. Right Pylon Ram-Air Scoop..................................................................................... 11-5
11-5. Left and Right - Environmental Controls................................................................. 11-6
11-6. Cabin Management System...................................................................................... 11-6
11-7. Vapor-Cycle Air-Conditioning System..................................................................... 11-8
TABLES
Table
Title
Page
11-1. CAS Messages.......................................................................................................... 11-9
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11 AIR
CONDITIONING
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11 AIR
CONDITIONING
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11-iv
FOR TRAINING PURPOSES ONLY
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
This chapter describes the air conditioning system for CJ4 aircraft. Information is provided on the
environmental control system (ECS) and the vapor-cycle system. System alerts are presented by
the engine indicating and crew alert system (EICAS).
GENERAL
The air conditioning system utilizes the ECS to provide ventilation and temperature control for crew
and passenger comfort. The vapor-cycle system
provides cooling to the cockpit and cabin when on
the ground and in flight. The air conditioning normally operates automatically when required with
the engines running.
FOR TRAINING PURPOSES ONLY
11-1
11 AIR
CONDITIONING
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11 AIR
CONDITIONING
ENVIRONMENTAL
CONTROL SYSTEM
COMPONENTS
ECS Pressure Regulating
Shutoff Valves
DESCRIPTION
The ECS PRSOVs in the nacelles are electrically
controlled and pneumatically actuated. The valve
is operated by the SOURCE knob on the left tilt
panel.
The ECS utilizes conditioned bleed air and outside air to regulate the temperature and provide
continuous ventilation to the cabin and cockpit.
(Figure 11-2).
The valves use modulated upstream pressure to
regulate the downstream pressure. If electrical
power is lost, the valves are driven open by the
upstream pressure.
Left engine bleed air is used for cockpit air, and
right engine bleed air is used for both cabin and
cockpit air. Each supply line has a pressure regulating shutoff valve (PRSOV), a precooler to lower
the initial temperature, and a vortex cooler to control temperature into the vessel.
Precoolers
The precooler in each pylon is a conventional
crossflow heat exchanger that limits the maximum bleed air temperature feeding the cockpit
and cabin. There are two primary airflow paths;
hot bleed airflow and cold ram airflow.
The SOURCE knob on the left tilt panel provides
both automatic and manual control of the engine
bleed air supply for the cockpit and cabin.
In flight, the precoolers are provided cooling air by
the pylons ram air. When on the ground, cooling
RAM AIR
MODULATING
VALVE
SUPPLY DUCT
OVERTEMP
FRESH AIR
SENSOR
BLOWER
ECS PRSOV
FRESH AIR
CHECK VALVE
AFT PRESSURE BULKHEAD
CHECK VALVE
T
LEGEND
T
CABIN AIR
CROSSOVER
CHECK VALVE
VORTEX COOLERS
T
VORTEX
COOLER
PNEUMATIC
SOV
AFT PRESSURE
BULKHEAD
RAM AIR INLET
MIXING
MUFF
PRECOOLER
VORTEX COOLER
SOV
Figure 11-1. Air Conditioning Normal Operation
11-2
PRECOOLED BLEED AIR
VENTED HEAT
ENGINE BLEED AIR
T
SUPPLEMENTAL
PRESSURIZATION
VALVE
PYLON RAM AIR
FOR TRAINING PURPOSES ONLY
FOR TRAINING PURPOSES ONLY
ENGINE BLEED AIR
VENTED HEAT
PRECOOLED BLEED AIR
PYLON RAM AIR
CABIN AIR
LEGEND
COCKPIT FOOT
WARMER OUTLETS
COCKPIT HIP
VENTS
CABIN DROPPED
AISLE OUTLETS
CABIN FOOT WARMER
OUTLETS
CABIN ARMREST
OUTLETS
Figure 11-2. Cabin/Cockpit Distribution
NOTE:
WHEN ON THE GROUND, COOLING AIR IS PROVIDED BY FAN AIR
AND PYLON INLET AIR THAT IS PULLED ACROSS THE PRECOOLER.
MIXING
MUFF
RAM AIR INLET
AFT PRESSURE
BULKHEAD
CROSSOVER
CHECK VALVE
AFT PRESSURE BULKHEAD
CHECK VALVE
FRESH AIR
CHECK VALVE
T
T
PRECOOLER
VORTEX
COOLER
PNEUMATIC
SOV
11 AIR
CONDITIONING
VORTEX COOLER
SOV
ECS PRSOV
VORTEX COOLERS
SUPPLEMENTAL
PRESSURIZATION
VALVE
T
T
RAM AIR
MODULATING
VALVE
SUPPLY DUCT
OVERTEMP
FRESH AIR
SENSOR
BLOWER
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11-3
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11 AIR
CONDITIONING
air is provided by fan air and pylon inlet air that
is pulled across the precooler. The temperature at
the exit of each precooler is controlled above 16°C
(61°F) over ambient air and below 149°C (300°F)
by modulating the amount of cooling air that passes across the precooler. The spent air is exhausted
through the pylon exhaust duct.
Vortex Coolers
The vortex coolers in the tailcone have two shutoff valves. When the shutoff valves are opened, hot
air is separated from cooler air and exhausted into
the pylon exhaust ducts. This cools the air an additional 22°C (40°F) before it is sent to the cockpit
and cabin.
When the SOURCE knob is not in the NORM
position, the vortex coolers are bypassed allowing warmer higher flowing air to feed the cockpit
and cabin.
Pylon Ram Air Inlets
The pylon ram air Inlets are on the leading edge of
each pylon (Figure 11-3). The ram air flows through
the inlet past the ram air modulating valve into the
precooler.
The pylon ram air scoops have a wire screen to
prevent the ram air valves from icing over. When
the screen is iced over, fan air is used for cooling.
Air Flow Volume
When the vortex coolers are used (SOURCE
NORM), air flow to the cabin is 3–5.5 pounds/minutes per side (6–11 pounds/minutes total.) When
the vortex coolers are off, air flow to the cabin is
5.5–8 pounds/minutes per side (11–16 pounds/
minutes total.) If supplemental pressurization is
operating, the air flow increases by approximately
4 pounds/minutes on the left side.
Ram Air Modulating Valve
The ram air valve is upstream of the precooler and
is electrically powered. The valve modulates the
ram airflow that passes across the precooler.
Mixing Muffs
Air is drawn from the engine fan and mixes with
pylon air for cooling on the ground or when the
pylon is iced over.
Fresh Air Blower
The fresh air blower is on the right side of the aircraft between the aft pressure bulkhead and the
baggage compartment. The blower is controlled by
the FRESH AIR position of the SOURCE knob on
the left tilt panel. The blower pulls outside air from
the right pylon ram-air inlet into the cabin when the
aircraft is on the ground or during flight.
Sensors
Supply Duct Overtemp Sensor
The supply duct overtemp sensors are downstream
of the precoolers in the cockpit and cabin supply
lines. If for any reason the temperature of the bleed
air in either supply duct exceeds 149°C (300°F),
the sensor causes either the amber COCKPIT or
CABIN OVERTEMP messages to appear on the
CAS.
Temperature/Humidity Sensor
Figure 11-3. Right Pylon Ram-Air Scoop
11-4
Temperature/humidity sensors are in both the cockpit and cabin. They are on a printed circuit board
along with a fan that provides airflow across the
sensor. The signal from the sensors is used to match
FOR TRAINING PURPOSES ONLY
the temperature in the cockpit or cabin with the
selection on the climate control system.
NORM—Allows automatic control of the conditioned bleed air to enter the cockpit and cabin.
Solar Sensor
L or R—When either position is selected, the opposite ECS PRSOV and fixed cooler unit are closed.
When in the L position, bleed air is supplied to the
cockpit from the left engine. When in the R position, bleed air is supplied to the cabin and cockpit
from the right engine.
The solar sensor is in the cockpit and senses the
amount of sunlight being provided to the cockpit.
The sensor signals the left environmental printed circuit board to automatically adjust the ram
air modulating valve and evaporator fan speeds
accordingly.
Interior Air Outlets
The cockpit and cabin air is distributed through
interior air outlets. The two forward evaporators
supply air to the left/right shoulder outlets, cockpit
sidewall continuous flow outlets, cockpit overhead
outlets, and forward cabin fixed overhead outlets.
The aft evaporator supplies air to the cabin passenger overhead outlets. They are operated by turning
the outer ring to the desired airflow. The inner ring
is used for directing the airflow.
CONTROLS AND INDICATIONS
SOURCE Knob
The SOURCE knob is on the left tilt panel below
the PRESSURIZATION panel. It provides automatic and manual control of the ECS PRSOVs
suppling engine bleed air to the cockpit and cabin.
The SOURCE knob has the following positions
(Figure 11-4):
OFF—Both ECS PRSOVs and the Vortex coolers close.
FRESH AIR—Turns on the fresh air blower pulling outside air into the cockpit and cabin through
the right pylon ram air scoop.
PILOT and COPILOT
FAN Knobs
The airflow into the cockpit is controlled by the
PILOT and COPILOT FAN rotary knobs on the
left and right tilt panel (Figure 11-5). The knobs
control the speed of the respective evaporator fans
for the cockpit. The fan speed can be increased or
decreased by rotating the knobs between the DECR
and INCR positions.
CABIN FAN Knob
The airflow into the cabin is controlled by the
CABIN FAN knob on the right tilt panel (Figure
11-5). The knob controls the speed of the evaporator fan for the cabin. It is normally in the NORM
(middle) position. The fan speed can be increased
or decreased by rotating the knob between the
DECR and INCR positions.
COCKPIT TEMP Knob
The COCKPIT TEMP knob on the left tilt panel
is a variable rotary knob (Figure 11-5). The knob
adjusts the temperature of the cockpit. The temperature can be raised or lowered by rotating the knob
between the COLD and HOT positions.
CABIN TEMP Knob
Figure 11-4. Right Pylon Ram-Air Scoop
The CABIN TEMP knob on the right tilt panel
is a variable rotary knob (Figure 11-5). The knob
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11-5
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CONDITIONING
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11 AIR
CONDITIONING
adjusts the temperature of the cabin. The temperature can be raised or lowered by rotating the
knob between the COLD and HOT positions. The
REMOTE position gives control to the cabin management system.
Cabin Management System
The cabin management system is next to each forward facing seat (Figure 11-6). The panel allows
the passengers to control electronic devices, along
with cabin temperature and fan speed. The VIP
panel is assigned to seat 6, but can be reassigned.
The VIP panel overrides inputs from the other
panels. Refer to Chapter 1—“Aircraft General” for
more information.
bleed air is supplied to the cockpit from the left
engine. When in the R position, bleed air is supplied to the cabin from the right engine. A crossover
check valve allows bleed air to the cockpit if the left
engine shuts down, but does not allow bleed air to
the cabin if the right engine shuts down.
Turn the SOURCE knob to the OFF position to shut
off the flow of bleed air to the cockpit and cabin.
This closes the ECS PRSOVs and the Vortex coolers allowing the aircraft to depressurize.
OPERATION
When on the ground or in flight, rotate the SOURCE
knob on the left tilt panel to the NORM position to
open the PRSOVs and supply bleed air to the ECS
system. This provides automatic control of conditioned bleed air at a predetermined temperature
range to enter the cockpit and cabin.
Turn the SOURCE knob to the L or R position to
close the opposite PRSOV. When in the L position,
Figure 11-6. Cabin Management System
Pilot Controls
Copilot Controls
Figure 11-5. Left and Right - Environmental Controls
11-6
FOR TRAINING PURPOSES ONLY
When on the ground, the SOURCE knob can be
turned to the FRESH AIR position to turn on the
fresh air blower. This allows outside air into the aircraft through the right pylon ram air scoop. This air
may be cooler than that from the precoolers allowing the system to better cool the aircraft.
Turn the PILOT or COPILOT FAN knobs, on either
tilt panel, between DECR and INCR to increase or
decrease the evaporator fan speeds to control the
airflow in the cockpit.
Rotate the CABIN FAN knob, on the right tilt
panel, counterclockwise toward DECR or clockwise toward INCR to control the evaporator fan
speeds and airflow to the cabin.
Rotate the COCKPIT or CABIN TEMP knobs
between the COLD and HOT positions to control
the temperature in the cockpit or cabin.
The vapor-cycle system is available on the ground
and in flight. The system consists of the following
components:
• Compressor
• Condenser
• Receiver/dryer bottle
• Refrigerant pressure sensor
• Evaporators
COMPONENTS
Compressor
The compressor, in the tailcone, is a variable displacement rotary piston unit. It is powered by a 28
VDC brushless electric motor at a constant speed
and capacity.
The passengers have cabin management system
at each forward facing seat. The panel allows the
passengers to control electronic devices, along with
cabin temperature and fan speed. The VIP panel
overrides inputs from the other panels.
The unit compresses warm, low-pressure refrigerant vapor from the evaporators into a hot, highpressure gas, then pumps it through the condenser.
Turn the CABIN TEMP knob to the REMOTE
position to give cabin temperature and fan speed
control to the cabin management system.
The condenser is upstream of the compressor.
The condenser transfers heat from the refrigerant
to cooler ambient air passing over the condenser
coils. The cooled refrigerant condenses into a highpressure subcooled liquid.
When either cockpit or cabin supply duct temperature exceeds 149°C (300°F), the amber COCKPIT
or CABIN DUCT OVERTEMP CAS message
appears on the EICAS. The MASTER CAUTION
RESET switchlights also illuminate and a chime
sounds. Refer to the appropriate procedure in the
approved checklist.
Condenser
This ambient air is ducted through the condenser by
an inlet on the upper right side of the aft tailcone.
The cooling air is then routed over the condenser
coils, allowing for the transfer of heat, and then is
ducted overboard through a duct on the lower right
side of the tail cone.
VAPOR-CYCLE SYSTEM
Receiver/Dryer Bottle
DESCRIPTION
The receiver/dryer bottle is below the condenser
where refrigerant passes through the bottle and
moisture is removed by a desiccant.
The CJ4 aircraft has a vapor-cycle air conditioning
system to provide cool, dry air for the cockpit and
cabin. The system is in the tailcone downstream of
the precooler (Figure 11-7). The system extracts
moisture and cools the air that is already in the
cockpit and cabin. This system functions in conjunction with the ECS bleed air system.
Evaporators
The CJ4 utilizes three evaporators; one behind each
cockpit seat and one in the aft cabin. Each evaporator consists of an electrically powered centrifu-
FOR TRAINING PURPOSES ONLY
11-7
11 AIR
CONDITIONING
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11-8
FOR TRAINING PURPOSES ONLY
SOLAR
SENSOR
T
FORWARD
AIR VENTS
VENTED AIR
INLET AIR
PILOT
EVAPORATOR
T
CO-PILOT
EVAPORATOR
COMPRESSED FREON
WARM FREON
COOLED FREON
CONDITIONED AIR
AFT EVAPORATOR
T
CABIN TEMP
SENSOR
Figure 11-7. Vapor-Cycle Air-Conditioning System
AIR OUTLETS
COCKPIT TEMP
SENSOR
P
PRESSURE
SENSOR
CONDENSER
OUTLET
AFT PRESSURE
BULKHEAD
INLET
RECEIVER/DRYER
BOTTLE
COMPRESSOR
PALLET
11 AIR
CONDITIONING
LEGEND
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
gal blower that draws air across a fin and tube heat
exchanger.
Liquid phase refrigerant flows into the heat
exchanger, which is heated by the air drawn across
the heat exchanger. The low pressure refrigerant
evaporates into a gas phase in the evaporator as it
picks up heat from the air drawn across the coil.
The cooled air is then distributed to the cockpit
and cabin.
CONTROLS AND INDICATIONS
CLIMATE CONTROL Knob
The CLIMATE CONTROL rotary knob on the
left tilt panel controls the vapor-cycle system. If
the knob is in the NORM position, the system is
controlled by the ECS. The COMP ON position
manually activates the compressor. The cyan light
is on anytime the compressor is on.
OPERATION
When on the ground or in flight, position the CLIMATE CONTROL knob to the NORM position to
allow the system to be controlled by the ECS.
Turn the CLIMATE CONTROL knob to the COMP
ON position to manually turn on the compressor. This causes the cyan light next to the knob to
illuminates.
The compressor operates at reduced output with
one generator operating on the ground or in the
air. The compressor does not operate above 28,000
feet.
LIMITATIONS
For specific information on limitations and procedures, refer to the appropriate checklist or FAAapproved Airplane Flight Manual (AFM).
EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.
Table 11-1. CAS Messages
MESSAGE
COCKPIT and CABIN DUCT
OVERTEMP
DESCRIPTION
This message appears on the CAS, a chime sounds, and the MASTER CAUTION RESET switchlights illuminate when either supply duct overtemp sensors
signal that the supply lines temperature exceeds 149°C (300°F). Refer to the
appropriate procedure in the approved checklist.
FOR TRAINING PURPOSES ONLY
11-9
11 AIR
CONDITIONING
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CE-525C CITATION CJ4 PILOT TRAINING MANUAL
11 AIR
CONDITIONING
QUESTIONS
1. What does the PILOT FAN or COPILOT FAN
knobs control?
A. Both knobs adjust the volume of airflow
through the vortex cooler
B. Both knobs adjust the volume of airflow
through the fresh air blower
C. Each knob independently controls the
appropriate evaporator fan speed
D. Each knob independently controls the
appropriate fresh air fans
5. What switch position(s) are required to allow
the cabin management system (CMS) to control the cabin temperature?
A. CABIN TEMP–PASS
B. CABIN TEMP–REMOTE
C. COCKPIT TEMP–REMOTE
D. COCKPIT TEMP and CABIN
TEMP–PASS
2. When does the air condition compressor
operate?
A. If the CLIMATE CONTROL knob is in
NORM, the ECS commands the compressor on or off as required
B. If the CLIMATE CONTROL knob is in
COMP ON, the compressor is commanded on all the time
C. Below 28,000 feet
D. All of the above
3. How would a generator failure in flight affect
the air conditioning compressor?
A. The compressor automatically shuts off for
electrical load shedding
B. The compressor continues to operate but
at a reduced output
C. The compressor continues to operate as
normal
D. The compressor automatically shuts off but
can be restored with checklist procedures
4. The COCKPIT DUCT OVERTEMP message
indicates:
A. Supply line to the cockpit has exceeded
normal operation temperature
B. Supply line to the cockpit has exceeded
normal operation pressure
C. Common supply line to the cockpit and
the cabin has exceeded normal operation
temperature
D. Supply line to the cabin has exceeded normal operation temperature
11-10
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 12
PRESSURIZATION
CONTENTS
GENERAL ........................................................................................................................... 12-1
DESCRIPTION..................................................................................................................... 12-2
COMPONENTS................................................................................................................... 12-2
Digital Pressure Controller............................................................................................ 12-2
Outflow Valves............................................................................................................... 12-2
Outflow Valve Static Sources........................................................................................ 12-4
CONTROLS AND INDICATIONS...................................................................................... 12-4
OPERATION........................................................................................................................ 12-5
Pressurization System Setup......................................................................................... 12-5
Ground/Taxi Mode........................................................................................................ 12-5
Prepressurization Mode................................................................................................. 12-5
Flight Mode................................................................................................................... 12-5
Pneumatic STBY Mode................................................................................................ 12-6
High Altitude Mode....................................................................................................... 12-6
LIMITATIONS...................................................................................................................... 12-6
EMERGENCY/ABNORMAL.............................................................................................. 12-6
QUESTIONS........................................................................................................................ 12-9
FOR TRAINING PURPOSES ONLY
12-i
12 PRESSURIZATION
INTRODUCTION................................................................................................................ 12-1
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12 PRESSURIZATION
LEFT INTENTIONALLY BLANK
12-ii
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ILLUSTRATIONS
Figure
Title
Page
12-1. Pressurization System............................................................................................... 12-3
12-3. MFD 1 Display......................................................................................................... 12-5
12-4. High Altitude Landing Cabin Rate of Change......................................................... 12-7
12-5. High Altitude Departure Cabin Rate of Change....................................................... 12-7
TABLES
Table
Title
Page
12-1. CAS Messages.......................................................................................................... 12-8
FOR TRAINING PURPOSES ONLY
12-iii
12 PRESSURIZATION
12-2. PRESSURIZATION Panel....................................................................................... 12-4
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12 PRESSURIZATION
LEFT INTENTIONALLY BLANK
12-iv
FOR TRAINING PURPOSES ONLY
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12 PRESSURIZATION
CHAPTER 12
PRESSURIZATION
INTRODUCTION
The pressurization system on the CJ4 aircraft maintains the cabin altitude (pressure) to provide
a suitable environment for the crew and passengers regardless of aircraft altitude. This is accomplished by ducting a constant supply of bleed air into the cockpit/cabin (pressure vessel) area, then
controlling the amount of air allowed to escape overboard.
GENERAL
The pressurization system utilizes two elements to
pressurize the aircraft. One is a continuous inflow
of temperature controlled engine bleed air provided
by the pneumatic system. The other is a method of
controlling outflow of air to achieve the desired
differential pressure and resultant cabin altitude.
The CJ4 aircraft is capable of holding a 7,800 ±
200 feet cabin pressure altitude at 45,000 feet aircraft altitude.
FOR TRAINING PURPOSES ONLY
12-1
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
DESCRIPTION
increase pressure in the chamber if the differential
pressure in the chamber is inadequate.
12 PRESSURIZATION
The system is pressurized by inflow and outflow of
conditioned bleed air (Figure 12-1). The inflow of
bleed air is constant through the normal range of
engine power settings and only varies slightly with
aircraft altitude. A stable cabin to ambient pressure
differential is established by creating equilibrium
between the air entering the cabin and the air leaving the cabin.
The pressurization system consists of the following components:
• Digital pressure controller
Both solenoids are orifice type and cannot overpower the maximum altitude limit valve or the
maximum ∆P valve.
OUTFLOW VALVES
Two outflow valves are on the lower aft pressure
bulkhead and vent cabin air to the tailcone. Both
valves have the following components:
• Diaphragm
• Independent maximum altitude
Limiter (Max Alt)
• Two outflow valves
• Independent maximum differential pressure
limiter (Max ∆P limiter)
• Two static sources
COMPONENTS
DIGITAL PRESSURE
CONTROLLER
The digital pressure controller on the aft pressure
bulkhead contains an electronic microprocessorbased computer and electromechanical components used to position the outflow valves. The
controller drives the outflow valves open, on the
ground, during low engine power settings. In flight,
the controller compares internally generated cabin
pressure altitude to actual aircraft altitude to adjust
the cabin pressure up or down.
The pressure controller has climb and dive solenoids with associated pumps internal to the
controller.
The controller opens the climb solenoid when the
cabin altitude needs to be raised. This allows outflow valve reference chamber air to vent to ambient. The controller commands the climb pump on
to evacuate the chamber if the differential pressure
in the chamber is inadequate.
The diaphragm covers a 4-inch diameter outlet grill
and has a reference pressure chamber. The pressure
of the air in the chamber causes the diaphragm to
increase or decrease, thereby changing the cabin
pressure and altitude. A pneumatic interconnect
tube between the chambers matches the positions
of both valves to ensure balanced operation.
Isolation is also provided between the outflow valve
chambers to prevent a single fault from disabling
both maximum differential pressure valves.
The Max Alt limiter consists of a maximum altitude safety valve connected to the cabin pressure
source. This limiter prevents the cabin altitude from
exceeding 14,800 feet. The Max Alt function is set
up on each outflow valve to override the climb solenoid valve signal and the Max ∆P limiter.
The Max ∆P limiter consists of a maximum differential pressure safety relief valve connected to
an independent static pressure source. This limiter
prevents the cabin differential from exceeding the
fuselage structural limit. The limiters are also isolated between outflow valve chambers to prevent
a single fault from disabling both maximum differential pressure valves.
The controller opens the dive solenoid when the
cabin altitude needs to be lowered. This allows
cabin air into the outflow valve reference chamber. The controller commands the dive pump on to
12-2
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CABIN
PRESS
THROTTLE
SWITCH
<85% N2
GRILLE
MAX ∆P
LIMITER
CABIN
PRESS
ISOLATOR
RESTRICTOR
CABIN
EXHAUST
MAX ALT
LIMITER
TRANSDUCERS
CABIN
PRESS
PUMP
WEIGHT-ONWHEEL SWITCH
PUMP
DIVE
SOLENOID
CLIMB
SOLENOID
OUTFLOW
VALVES
FLEXIBLE
DIAPHRAGM
PRESSURIZATION
CONTROLLER
MAX ∆P
LIMITER
CABIN
EXHAUST
MAX ALT
LIMITER
STATIC PRESSURE (FLOW)
PRESSURE VESSEL BOUNDARY
LEGEND
CABIN PRESSURE
STATIC PRESS
INFLATION/DEFLATION
Figure 12-1. Pressurization System
FOR TRAINING PURPOSES ONLY
12-3
12 PRESSURIZATION
STATIC SOURCE
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
OUTFLOW VALVE STATIC
SOURCES
12 PRESSURIZATION
The outflow valve static sources are in the fuselage/
wing fairing area and are not directly exposed to
ambient air. The upper static source is connected
to the left outflow valve and the controller climb
pump. The lower static source is connected to the
right outflow valve and the controller pressure
transducer. The sources provide sensing of outside
ambient air for the maximum differential pressure
limiters on the outflow valves. They also provide
a static pressure reference and vacuum source for
the controller.
CONTROLS AND
INDICATIONS
In pneumatic mode, the outflow valves will maintain current inflation until influenced by altitude
changes.
CABIN PRESSURE DUMP
Switchlight
The CABIN PRESSURE DUMP switchlight is on
the PRESSURIZATION section of the left tilt panel
(Figure 12-2). The switchlight has a red guarded
cover to prevent accidental activation. Pushing the
switchlight disables the pressure controller and
energizes the climb solenoid causing both outflow
valves to open and quickly depressurize the cabin.
The cabin altitude is rapidly increased to 14,300
± 300 feet allowing cabin pressure to be reduced.
SOURCE KNOB
PRESSURE CONTROL STBY
Switchlight
The PRESSURE CONTROL STBY switchlight,
on the PRESSURIZATION section of the left tilt
panel, is a momentary action switchlight (Figure
12-2). When the switchlight is not illuminated
(normal mode), the pressure controller automatically maintains the pressurization of the aircraft.
When the switch is illuminated (STBY position),
the system deenergizes the pressure controller. This
places the system into pneumatic standby mode.
The SOURCE knob is on the left tilt panel on the
PRESSURIZATION panel. It provides automatic
and manual control of the ECS PRSOVs suppling
engine bleed air to the aircraft. The SOURCE knob
has the following positions (Figure 12-2):
NORM—Allows automatic control of the conditioned bleed air at a predetermined temperature
range to enter the aircraft.
L or R—When either position is selected, the opposite ECS PRSOV is closed. When in the L position,
bleed air is supplied to the cockpit from the left
engine. When in the R position, bleed air is supplied to the cockpit and cabin from the right engine.
OFF—Both ECS PRSOVs are closed. This shuts
off the flow of bleed air.
FRESH AIR—Both ECS PRSOVs are closed.
Outside air is allowed into the aircraft through the
right pylon ram air inlet. A fresh air blower is also
turned on.
PRESSURIZATION DISPLAY
The following cabin pressurization indications are
displayed on the lower section of multifunction
flight display 1 (MFD 1) (Figure 12-3):
Figure 12-2. PRESSURIZATION Panel
12-4
• Altitude (ALT)
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
If elevation is incorrectly set below the actual destination field altitude, the pressure controller automatically depressurizes the cabin at touchdown.
GROUND/TAXI MODE
With weight on wheels (WOW) and either engine
operating below 85% N2, the pressure controller
commands the outflow valves to the full open position for unpressurized ground operation.
PREPRESSURIZATION MODE
Figure 12-3. MFD 1 Display
With weight on wheels and both engines operating
greater than 85% N2 or Pitot/Static On, the pressure controller begins to close the outflow valves
to bring the cabin pressure difference to an altitude
up to 200 feet below field elevation. This minimizes
cabin climb pressure bumps at takeoff.
FLIGHT MODE
• Rate-of-change (RATE)
• Differential pressure (DIFF)
• Destination field elevation (DEST ELV)
If any indication is disabled by invalid data, a red X
replaces that specific indication. If the data is out of
range of a digital readout, the digits are dashed out.
OPERATION
PRESSURIZATION
SYSTEM SETUP
The destination field elevation is set automatically
through the FMS or can be manually set through
the REFS MENU on the PFD DCP (display control panel). After elevation has been set, the aircraft
depressurizes automatically at the field elevation
when landing.
At takeoff, the pressure controller switches to
flight mode. During climb, the controller stays at
the takeoff cabin pressure until the auto schedule
requires a higher cabin pressure based on aircraft
altitude. This schedule maintains the lowest possible cabin altitude that the aircraft permits. This
only allows the cabin altitude to reach 7,800 ± 200
feet at the aircraft ceiling altitude of 45,000 feet.
During descent, the pressure controller creates a
pressurization schedule based on the cabin altitude
at the highest aircraft altitude during flight and the
set destination field elevation. The schedule sets the
cabin altitude equal to the destination field altitude
when the aircraft is approximately 1,000 above the
destination field. This minimizes cabin altitude
pressure changes during final approach, limiting
cabin pressure bumps on landing.
The pressure controller uses altitude and altimeter
baro correction settings to determine the flight level
of the aircraft. If this information is unavailable,
FOR TRAINING PURPOSES ONLY
12-5
12 PRESSURIZATION
If elevation is incorrectly set above the actual destination field altitude, the pressure controller automatically depressurizes the cabin as the aircraft
passes through the set field elevation and maintains
the aircraft altitude until landing.
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
12 PRESSURIZATION
the pressure controller uses the standby mode to
control cabin altitude.
increases the rates of the climb and dive solenoids
(Figure 12-4).
If the cabin is not depressurized prior to landing,
push the CABIN PRESSURE DUMP switchlight
to quickly depressurize the cabin.
If the cabin altitude is above 9,800 feet for more
than 30 minutes, the amber HIGH ELEVATION
CAS message appears on the EICAS, a chime
sounds, and the MASTER CAUTION RESET
switchlights illuminate. Refer to the appropriate
procedure in the approved checklist.
If the cabin altitude is greater than 9,800 ± 200
feet and the system is not in high altitude mode,
the red CABIN ALTITUDE CAS message appears
on the EICAS. The MASTER WARNING RESET
switchlights also flash and an aural alert is heard.
Refer to the appropriate procedure in the approved
checklist.
PNEUMATIC STBY MODE
If electrical power or pressure controller failure occurs, the pneumatic mode automatically
activates.
When activated, the system commands the outflow valves to open or close as the aircraft climbs
and descends to maintain the cabin altitude. This
adjusts the pressure trapped in the reference chamber preventing the aircraft from passing through
cabin pressure safety limits.
Push the CABIN PRESSURE DUMP switchlight
to depressurize the cabin quickly before landing or
to increase the cabin altitude.
HIGH ALTITUDE MODE
The high altitude mode is activated before departure if the following conditions are met (Figure
12-5):
• Weight-on-wheels
• Altitude is greater than 8,000 feet
• Cabin altitude is greater than 8, 000 feet
The mode displays the cyan HIGH ELEVATION
CAS message on the EICAS. The pressure controller shifts the settings for the red CABIN ALTITUDE CAS message to 14,800 ± 200 feet and
decreases the rates of the climb and dive solenoids.
If the cabin altitude is above 9,800 feet for more
than 30 minutes, the amber HIGH ELEVATION
CAS message appears on the EICAS, a chime
sounds, and the MASTER CAUTION RESET
switchlights illuminate. Refer to the appropriate
procedure in the approved checklist.
LIMITATIONS
Landings
The pressurization system automatically activates
the high altitude mode for landing if the following
conditions are met:
• Set destination elevation is greater than
8,000 feet
• Aircraft descends below 24, 500 feet
The mode minimizes the amount of time the cabin
altitude spends above 8,000 feet.
The mode displays the cyan HIGH ELEVATION
CAS message on the EICAS. The pressure controller shifts the settings for the red CABIN ALTITUDE CAS message to 14,800 ± 200 feet and
12-6
Departures
For specific information on limitations and procedures, refer to the appropriate checklist or FAAapproved Airplane Flight Manual (AFM).
EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAD-approved AFM.
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CJ4 Flight Profile
High Altitude Landing
45000
Auto Schedule Line
High Altitude Takeoff
Negative DP Line
Nominal DP
DP Limiters
40000
Aircraft Altitude - Feet
30000
12 PRESSURIZATION
Cruise at 45k
35000
Descent holds Cabin Alt @ 7800 ft
until A/C alt @ 24500 ft
AutoSchedule Boundary
25000
20000
Descent to set LFE
15000
A/C Climbs to 45k
Cabin Climbs @ 600 ft/m
until Cabin Alt @ 7800 ft
10000
LFE + 1500 ft
LFE @ 13500 ft
Prepressurization
5000
Negative DP Line
Takeoff @ 3500 ft
0
0
2000
4000
6000
8000
10000
12000
14000
Cabin Altitude - Feet
Figure 12-4. High Altitude Landing Cabin Rate of Change
CJ4 Flight Profile
High Altitude Departure
45000
Auto Schedule Line
High Altitude Takeoff
Negative DP Line
Nominal DP
DP Limiters
40000
Cruise at 45k
Aircraft Altitude - Feet
35000
Cabin climbs to follow
AutoSchedule Boundary
30000
AutoSchedule Boundary
Cabin descends @ 100 ft/m toward
LFE until the AutoSchedule Boundary
25000
20000
A/C descends to LFE
Cabin descends until Cabin
alt is 3500 ft @ A/C of 5000
15000
Cabin descends to 7800
while A/C climbs to 24500
Prepressurization
10000
Takeoff @ 13500
LFE + 1500 ft
5000
Negative DP Line
LFE @ 3500 ft
0
0
2000
4000
6000
8000
10000
12000
14000
Cabin Altitude - Feet
Figure 12-5. High Altitude Departure Cabin Rate of Change
FOR TRAINING PURPOSES ONLY
12-7
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table 12-1. CAS Messages
MESSAGE
CABIN ALTITUDE
DESCRIPTION
12 PRESSURIZATION
Normal Mode:
When in normal mode, the red CABIN ALTITUDE CAS message appears on
the EICAS anytime cabin altitude is greater than 9,800 ± 200 feet . The MASTER WARNING RESET switchlights also flash and an aural alert is heard.
The message extinguishes at 7,800 ± 200 feet after the MASTER WARNING
RESET switchlight has been pushed. Refer to the appropriate procedure in the
approved checklist.
High Elevation Mode:
When in high elevation mode, the red CABIN ALTITUDE CAS message appears
when the cabin altitude is greater than 14,800 ± 200 feet. The MASTER WARNING RESET switchlights also flash and an aural alert is heard. The message
extinguishes when cabin altitude is less than 12,600 ± 200 feet. Refer to the
appropriate procedure in the approved checklist.
HIGH ELEVATION
This message appears on the EICAS when the cabin altitude reaches 9,800 ±
200 but less than 14,800 ± 200 for more than 30 minutes. The MASTER CAUTION RESET switchlights also illuminate and a chime sounds. Refer to the
appropriate procedure in the approved checklist.
PRESSURIZATION CONTROL
Indicates when the controller is unable to automatically control cabin pressure
due to one of the following:
• Absence of landing field elevation (manually input or through FMS)
• An internal fault
• PRESSURE CONTROL STBY has been selected
• AVIONICS switch is not ON
SUPPLEMENTAL PRESS
This message appears on the CAS and a chime sounds when the cabin altitude exceeds 14,800 ± 200 feet. The MASTER CAUTION RESET switchlights
also illuminate. The message disappears when the cabin altitude descends
below 13,150 ± 200 feet. Refer to the appropriate procedure in the approved
checklist.
HIGH ELEVATION
This message appears on the CAS when the pressure controller is in high
elevation mode.
12-8
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
1. Where does the pressurization controller get
the landing field elevation information?
A. FMS entries
B. Manual settings on PFD 1 displayed on
MFD 1
C. Manual settings on MFD 2
D. Both A and B
2. How does the pilot know when the pressurization controller is in HIGH ELEVATION
mode?
A. Cyan HIGH ELEVATION message
B. Amber HIGH ELEVATION message
C. Red CABIN ALTITUDE message
D. Both A and B
6. What is the difference between the cyan and
amber HIGH ELEVATION message?
A. Cyan is normal, amber is when cabin altitude is above approximately 10,000 feet
for 30 minutes
B. Cyan is when cabin altitude is above
approximately 10,000 feet for 30 minutes, amber is when cabin altitude is above
approximately 15,000 feet
C. Cyan is normal, amber is when cabin altitude is above approximately 10,000 feet in
manual mode
D. Both messages are normal, for pilot information only
3. Where is the CAB RATE of climb displayed?
A. On the FMS CDU 1
B. On the PFD 1 lower format
C. On the MFD 1 lower line
D. On the MFD 2 CAS message section
4. What occurs if the pilot pushes the CABIN
PRESSURE–DUMP button?
A. The outflow valves close, and the cabin
depressurizes
B. The outflow valves open, and the cabin
depressurizes
C. The PRSOV closes, and the cabin
depressurizes
D. The PRSOV opens, and the cabin
depressurizes
5. What is the cabin altitude if the red CABIN
ALTITUDE message displays?
A. Approximately 10,000 feet in all modes
B. Approximately 10,000 feet in normal
mode
C. Approximately 15,000 feet in high elevation mode
D. Both B and C
FOR TRAINING PURPOSES ONLY
12-9
12 PRESSURIZATION
QUESTIONS
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
12 PRESSURIZATION
LEFT INTENTIONALLY BLANK
12-10
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 13
HYDRAULIC POWER SYSTEM
CONTENTS
INTRODUCTION................................................................................................................ 13-1
GENERAL ........................................................................................................................... 13-1
DESCRIPTION..................................................................................................................... 13-2
COMPONENTS................................................................................................................... 13-2
Engine-Driven Pumps................................................................................................... 13-2
Reservoir....................................................................................................................... 13-2
Main System Manifold.................................................................................................. 13-2
Drain Masts................................................................................................................... 13-2
Service Panels............................................................................................................... 13-4
HYDRAULIC FIREWALL SHUTOFF VALVES......................................................... 13-5
HYDRAULIC SHUTOFF Switchlights........................................................................ 13-5
Hydraulic Subsystems................................................................................................... 13-5
LIMITATIONS...................................................................................................................... 13-6
EMERGENCY/ABNORMAL.............................................................................................. 13-6
QUESTIONS........................................................................................................................ 13-8
FOR TRAINING PURPOSES ONLY
13-i
13 HYDRAULIC
POWER SYSTEM
Fluid Filters................................................................................................................... 13-2
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
13 HYDRAULIC
POWER SYSTEM
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13-ii
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ILLUSTRATIONS
Figure
Title
Page
13-1. Hydraulic System Schematic.................................................................................... 13-3
13-2. Drain Masts.............................................................................................................. 13-4
13-3. Hydraulic Service Panel........................................................................................... 13-4
13-4. Aft Fairing Service Panels........................................................................................ 13-5
13-5. HYDRAULIC SHUTOFF Switchlights................................................................... 13-5
TABLES
Title
Page
13-1. CAS Messages.......................................................................................................... 13-7
FOR TRAINING PURPOSES ONLY
13-iii
13 HYDRAULIC
POWER SYSTEM
Table
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
13 HYDRAULIC
POWER SYSTEM
LEFT INTENTIONALLY BLANK
13-iv
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13 HYDRAULIC
POWER SYSTEM
CHAPTER 13
HYDRAULIC POWER SYSTEM
INTRODUCTION
This chapter provides information on the hydraulic system for the CJ4 aircraft. The system is
comprised of a single, closed-center hydraulic system with two engine-driven hydraulic pumps to
provide hydraulic power to four subsystems; landing gear, flaps, ground spoilers, and speedbrakes.
System operation is presented by the engine indication and crew alert system (EICAS). This
hydraulic system has nothing to do with the brake hydraulic system.
GENERAL
The hydraulic system uses MIL-PRF-87257
hydraulic fluid contained in a pressurized reservoir in the aft fairing behind the right wing.
The bulk of the hydraulic system components are
housed in the aft fairing just behind the right wing
trailing edge.
The fluid is powered by two engine-driven constant
speed hydraulic pumps that supply 3,000 psi to the
pressure side of the system and 50 psi to the return
side of the system.
Various crew alerting system (CAS) messages and
position indicators in the cockpit provide information about the integrity of the hydraulic system.
FOR TRAINING PURPOSES ONLY
13-1
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
DESCRIPTION
The hydraulic system has two engine-driven pumps
that pressurize a single system. The system is
designed to operate within an ambient temperature range of –54°C to 72°C (Figure 13-1).
COMPONENTS
The hydraulic system is comprised of the following components:
• Engine-driven pumps
When in operation, the hydraulic pumps maintain
a pressure of 50 psi in the main chamber of the
reservoir.
When not in operation, spring force inside the reservoir supplies a constant pressure of 4 psi to the
return side of the system. This provides fluid to the
pumps during startup to prevent cavitations.
The reservoir is protected from excessive internal
pressure by a relief valve. Excessive pressure is discharged overboard through the center drain mast.
The hydraulic reservoir manual dump valve empties all fluid through the same center drain mast.
• Reservoir
FLUID FILTERS
• Fluid filters
Hydraulic fluid flows through a two stage system
consisting of four filters. The return side has a main
system filter and a landing gear filter. The main
system and landing gear filters are placed between
the reservoir and system manifold. On the pressure side the filters are between the engine-driven
pumps and the system manifold.
• Main system manifold
• Drain masts
13 HYDRAULIC
POWER SYSTEM
• Service panels
• Firewall Shutoff Valves
ENGINE-DRIVEN PUMPS
An engine-driven pump is located on each engine
accessory drive pad. The pumps supply a continuous flow of hydraulic fluid. Any fluid not utilized
by the system is fed back to the reservoir via the
case drain lines.
The left pump acts as the primary supply and the
right pump acts as the backup. Either pump can
handle any normally anticipated hydraulic system
demand.
Because each pump is within the engine fire zones,
a motor driven ball valve (firewall shutoff valve)
outside the fire and rotor noncontainment zones
is utilized to stop the flow of fluid to the pumps.
RESERVOIR
The aircraft has a bootstrap style pressurized reservoir. The unit has a capacity of 335 cubic inches,
and is serviced with 200 cubic inches of fluid at
21°C ambient temperature.
13-2
MAIN SYSTEM MANIFOLD
The main system manifold is a single control unit
that is used to control the landing gear, flaps, and
to provide pressure to the speedbrakes and ground
spoilers. The manifold also contains pressure transducers for sensing pump pressure and a system
relief valve.
DRAIN MASTS
Three drain masts on the underside of the aft fairing
provide for excess fluid to drain from the aircraft
(Figure 13-2).
In the event of a hydraulic leak, fluid from the
engine pylons, tailcone, and far aft fairing drains
through the farthest aft drain mast.
Components in the aft fairing immediately behind
the wing would drain through the center drain mast.
The reservoir overfill relief/dump valve is piped
directly to this drain.
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
SYSTEM
MANIFOLD
LANDING
GEAR
SPEEDBRAKES
13 HYDRAULIC
POWER SYSTEM
WING FLAPS
GROUND
SPOILERS
CHECK
VALVE
FILTER
CHECK
VALVE
LEFT ENGINE
PUMP
FIREWALL
SHUTOFF
FIREWALL
SHUTOFF
RIGHT ENGINE FILTER
PUMP
HYDRAULIC RESERVOIR
(TAIL CONE)
Figure 13-1. Hydraulic System Schematic
FOR TRAINING PURPOSES ONLY
13-3
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Figure 13-2. Drain Masts
Fluid in the forward fairing and finger fairing
would drain through the forward drain mast.
SERVICE PANELS
13 HYDRAULIC
POWER SYSTEM
The hydraulic system is preflighted and serviced
through the service panel on the aft right fuselage
behind the wing (Figure 13-3). The following components are accessed through this panel:
• Pressure and return ports
• Remote hydraulic fluid level gauge and
indicator switch
• Manual dump valve (pull)
Pressure and return quick disconnect ports connect
to the aircraft hydraulic system at the respective
circuits. A hydraulic mule connects to the pressure
or return ports for testing the flaps, speedbrakes,
landing gear, and ground spoilers. The mule is also
used for servicing the reservoir.
The pressure and return ports have quick-disconnect fittings that allow the aircraft to be serviced
and tested from a hydraulic mule.
The remote hydraulic gauge indicates reservoir
fluid level when the indicator switch to the left of
the gauge is activated. A potentiometer within the
reservoir provides the signal. This only requires
that the battery is mechanically connected to the
aircraft. The remote gauge also provides an input
to the CAS message logic if volume is low.
13-4
Figure 13-3. Hydraulic Service Panel
The manual dump valve to the right of the return
port is used to bleed the system and can dump all
the fluid from the reservoir out the center drain
mast.
All primary components (except pumps) and filters are accessed through one of three maintenance
panels on the underside of the fuselage aft of the
wing (Figure 13-4).
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
When the engines are operating, engine-driven
hydraulic pumps continuously supply fluid from
the reservoir through the system (see Figure 13-1).
In the event of a loss of hydraulic pressure a pneumatic system is available to deploy the landing
gear. The pneumatic bottle and the pressure gauge
on the forward pressure bulkhead can be viewed
from the right nose baggage compartment. Refer
to chapter 14—“Landing Gear and Brakes” for
more information.
HYDRAULIC FIREWALL
SHUTOFF VALVES
A firewall shutoff valve is installed between the
reservoir and hydraulic pump on each engine.
These motor-driven ball valves are normally open
and require main DC power to close. Certain malfunctions may require that the valve be closed by
the pilot.
In the event of certain malfunctions, an electrically
actuated shutoff valve is used to isolate the pump
from the rest of the system. The shutoff valves
are controlled by the HYDRAULIC SHUTOFF
switchlights on the pilot’s left tilt panel (Figure
13-5).
13 HYDRAULIC
POWER SYSTEM
Figure 13-4. Aft Fairing Service Panels
HYDRAULIC SHUTOFF
SWITCHLIGHTS
Two HYDRAULIC SHUTOFF switchlights are
mounted on the left tilt panel. These have a yellow guarded cover to prevent accidental activation.
When the switchlight is not lit, the firewall shutoff
valve is open. When the switchlight is illuminated
with a yellow light, the firewall shutoff valve was
manually commanded to close.
OPERATION
Hydraulic fluid level is checked using the remote
hydraulic gauge in the service panel on the aft right
fuselage. Depress the indicator switch to the left of
the gauge to energize the gauge. After verifying
fluid level, release the switch and verify that the
needle has returned to the off position.
NOTE
Aircraft power does not need to be on to
utilize the remote gauge.
Figure 13-5. HYDRAULIC SHUTOFF
Switchlights
Transducers in the manifold provide pump pressure
indications to the EICAS system.
If both hydraulic pumps malfunction or if hydraulic
fluid is lost, the landing gear, flaps, speedbrakes,
and ground spoilers do not function. The aircraft
must not be flown higher than FL410. However,
emergency descent is not necessary. Use the emergency landing gear system to extend the landing
gear and land as soon as practical. Diversion to a
longer runway may be required.
HYDRAULIC SUBSYSTEMS
Hydraulically powered subsystems include landing
gear, speedbrakes, and ground spoilers, and flaps.
For detailed information on each subsystem, refer
to Chapter 14—“Landing Gear and Brakes” and
Chapter 15—“Flight Controls”.
FOR TRAINING PURPOSES ONLY
13-5
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
LIMITATIONS
For specific information on limitations and procedures, refer to the appropriate checklist or FAAapproved Airplane Flight Manual (AFM).
EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.
13 HYDRAULIC
POWER SYSTEM
13-6
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table 13-1. CAS Messages
MESSAGE
DESCRIPTION
This message appears and a chime sounds when the system pressure increases above 3,400 psi. The MASTER CAUTION RESET switchlights also illuminate.
Refer to the appropriate procedure in the approved checklist.
HYD PRESSURE LOW L–R
This message indicates the respective pump pressure is below 2200 psi and
not due to a closed firewall shutoff valve. Response time of gear, flaps, and
speedbrakes or ground spoilers may be slower than normal.
HYD F/W SHUTOFF
This message appears on the EICAS when either HYD SHUTOFF switchlight is
depressed or either ENG FIRE switch is pushed.
HYD PRESSURE LOW L–R
This message indicates the respective pump pressure is below 2200 psi due to
a closed firewall shutoff valve. Response time of gear, flaps, and speedbrakes
or ground spoilers may be slower than normal.
13 HYDRAULIC
POWER SYSTEM
HYD PRESSURE HIGH L–R
FOR TRAINING PURPOSES ONLY
13-7
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
QUESTIONS
1.The only hydraulic fluid approved for the CJ4 is:
A. MIL–PRF–83282
B. MIL–PRF–5606
C. SKYDROL
D. MIL–PRF–87257
2. The hydraulic fluid level can be checked:
A. At the hydraulic service panel, must have
BATTERY switch ON
B. At the hydraulic service panel, BATTERY
switch may be ON or OFF
C. Hydraulic reservoir dipstick, reservoir
must be depressurized
D. Service mule gauge only
13 HYDRAULIC
POWER SYSTEM
3. The pilot may display hydraulic pressure levels
in normal flight on:
A. Hydraulic service panel
B. MFD 1 or 2
C. PFD 1 or 2
D. FMS CDU
4. The cyan HYD F/W SHUTOFF L message
indicates:
A. Left hydraulic pump has internally failed
B. Left hydraulic pump is over pressure
C. Pilot pressed the HYDRAULIC SHUTOFF switchlight on the left side
D. Both B and C
5. The subsystems of the hydraulic system are:
A. Landing gear and brakes, flaps and
speedbrakes
B. Landing gear, flaps and speedbrakes only
C. Landing gear, flaps, speedbrakes and
ground spoilers
D. Speedbrakes and ground spoilers and
brakes
13-8
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
INTRODUCTION................................................................................................................ 14-1
GENERAL ........................................................................................................................... 14-1
LANDING GEAR................................................................................................................ 14-2
Description.................................................................................................................... 14-2
Controls and Indications................................................................................................ 14-2
Operations..................................................................................................................... 14-3
BRAKES............................................................................................................................... 14-6
Description.................................................................................................................... 14-6
Components................................................................................................................... 14-8
Controls and Indications................................................................................................ 14-8
Operations..................................................................................................................... 14-8
ANTISKID SYSTEM........................................................................................................... 14-9
Operations.................................................................................................................. 14-12
LIMITATIONS................................................................................................................... 14-13
EMERGENCY/ABNORMAL........................................................................................... 14-13
QUESTIONS..................................................................................................................... 14-14
FOR TRAINING PURPOSES ONLY
14-i
14 LANDING GEAR
AND BRAKES
Description.................................................................................................................... 14-9
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
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14 LANDING GEAR
AND BRAKES
14-ii
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ILLUSTRATIONS
Figure
Title
Page
14-1. Landing Gear Assemblies......................................................................................... 14-2
14-2. LANDING GEAR Panel.......................................................................................... 14-2
14-3. AUXILIARY GEAR CONTROL Handle................................................................ 14-3
14-4. Landing Gear Schematic - Retraction...................................................................... 14-4
14-5. Landing Gear Schematic - Extension....................................................................... 14-5
14-6. Brake Service Door.................................................................................................. 14-6
14-7. Landing Gear Schematic - Emergency Extension.................................................... 14-7
14-8. PARK BREAK Handle............................................................................................. 14-8
14-9. Emergency Brake System...................................................................................... 14-10
14-10. Power Brake and Digital Antiskid System.......................................................... 14-11
TABLES
Table
Title
Page
14 LANDING GEAR
AND BRAKES
14-1. CAS Messages....................................................................................................... 14-14
FOR TRAINING PURPOSES ONLY
14-iii
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
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14 LANDING GEAR
AND BRAKES
14-iv
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CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 14
LANDING GEAR AND BRAKES
14 LANDING GEAR
AND BRAKES
INTRODUCTION
This chapter describes the landing gear, towing, and brake systems of the CJ4 aircraft.
GENERAL
The aircraft utilizes a hydraulically actuated landing gear and brake system. A pneumatically controlled back-up system is provided for landing gear
extension and wheel brake operation in the event
of a hydraulic or electrical failure.
The landing gear position is provided by colored
indicator lights on the LANDING GEAR panel
in the cockpit. The status of the landing gear and
brake systems are indicated by the crew alert system (CAS) messages that appear on the MFD.
The brake system is operated by a separate hydraulic system. An electronic antiskid system monitors
the gear wheel speeds and reduces brake pressure
as necessary.
FOR TRAINING PURPOSES ONLY
14-1
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
LANDING GEAR
DESCRIPTION
The landing gear system utilizes three double acting actuators to extend and retract both main and
the nose landing gear. All three gear actuators have
internal mechanical downlocks. The uplock hooks
are attached to the wheel bays and hold the gear in
the up-and-locked position.
In order to improve the free-fall ability of the gear
and to decrease the landing gear extension time,
regenerative shuttle valves are used in the main
landing gear system.
The maximum landing gear operating speed (VLO)
and maximum landing gear extended speed (VLE)
is 200 KIAS.
The CJ4 uses a trailing link landing gear assembly
with conventional air-over-oil struts (Figure 14-1).
Squat switches on each gear sense weight-onwheels or weight-off-wheels. If there is a miscompare between the switches, a signal is sent to the
CAS system for display.
The pneumatic back-up system for the gear and
brakes is provided by a single nitrogen storage
bottle that provides sufficient pneumatic pressure
to extend the gear and provide emergency braking.
Figure 14-1. Landing Gear Assemblies
14 LANDING GEAR
AND BRAKES
The nose gear and tire provide nose wheel steering
through rudder pedal inputs. Cables from the pedals move the nose wheel up to 20 degrees. Bungees are used to assist centering prior to retraction.
The nosewheel steering system provides directional control on the ground through cables to the
rudder pedals.
CONTROLS AND INDICATIONS
LANDING GEAR Control Panel
The landing gear is controlled by the GEAR UP
and GEAR DOWN positions of the landing gear
handle on the LANDING GEAR control panel in
the center of the instrument panel (Figure 14-2).
14-2
Figure 14-2. LANDING GEAR Panel
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Gear position is indicated by six indicator lights on
the LANDING GEAR panel.
When the handle is down and all landing gear are
locked down, three green indicator lights illuminate. When the handle is up and all gear are locked
up, no lights are illuminated. If any gear does not
match the position of the handle (up or down), a
red light illuminates for the affected gear.
AUXILIARY GEAR CONTROL
Handles
The AUXILIARY GEAR CONTROL handle in the
cockpit floor between the pilot and copilot seats
controls the landing gear pneumatic system (Figure 14-3). The auxiliary gear control consists of a
manual release handle and a red blow down handle.
Figure 14-3. AUXILIARY GEAR CONTROL
Handle
Landing Gear Aural Warning
The landing gear aural warning sounds for the following conditions when one or more gear is not
locked down and one throttle is below the CRU
detent:
• Landing gear systems test is active and both
throttles are <CRU
• Flaps > 15o and both throttles < CRU
• Flaps ≤ 15o, throttles < CRU, and RADALT
< 500 feet
• Flaps ≤ 15o, both throttles <CRU, RADALT
is invalid, and AOA > 0.4
• Single Engine without securing the failed
engine to STOP:
°° Flaps > 15o, either engine is off, and
opposite throttle < CRU
°° Flaps ≤ 15o, either engine is off, opposite
throttle < CRU, and RADALT < 500 feet
°° Flaps ≤ 15o, both throttles <CRU, RADALT is invalid, and AOA > 0.4
The landing gear aural warning cannot be canceled.
OPERATIONS
Gear Retraction
To retract the landing gear, the LANDING GEAR
handle is pulled out then placed upward into the
GEAR UP position. This commands the gear control valve to the retract position which provides
hydraulic pressure for retraction (Figure 14-4). The
pressure is directed to the retract port of the actuator and disengages the downlocks of all three gear
(red lights appear on the panel). The uplock hooks
are positioned to engage the rollers on the retracted
gear. The uplock hooks hold the gear in the upand-locked position. As each gear locks up, the
corresponding red light extinguishes on the panel.
Retract pressure is removed once all three gear
sensors indicate the uplock hooks are in the locked
position. The gear control valve returns to a neutral position.
If one of the landing gear does not agree with
the gear handle, the red light remains on and the
retract pressure remains applied.
Gear Extension
To extend the landing gear, the LANDING GEAR
handle is pulled out then placed downward into the
GEAR DOWN position. This commands the gear
control valve to the extend position which provides
hydraulic pressure for extension (Figure 14-5). The
pressure is directed to the extend port of the actua-
FOR TRAINING PURPOSES ONLY
14-3
14 LANDING GEAR
AND BRAKES
Gear Indicator Lights
UPLOCK
14 LANDING GEAR
AND BRAKES
14-4
LANDING GEAR
ACTUATOR
SHUTTLE
VALVE
CONTROL VALVE
LANDING GEAR
ACTUATOR
EMERGENCY FLUID
RETURN VALVE
FOR TRAINING PURPOSES ONLY
UPLOCK
NITROGEN
BLOWDOWN
BOTTLE
LANDING GEAR
BLOWDOWN
LANDING GEAR
ACTUATOR
REGENERATIVE
SHUTTLE VALVE
TO HYDRAULIC RESERVOIR
Figure 14-4. Landing Gear Schematic - Retraction
NITROGEN PRESSURE
LOW PRESS RETURN FLUID
HIGH PRESS HYDRAULIC FLUID
LEGEND
REGENERATIVE
SHUTTLE VALVE
PRESSURE FROM
HYDRAULIC PUMP
UPLOCK
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
UPLOCK
LANDING GEAR
ACTUATOR
EMERGENCY FLUID
RETURN VALVE
LANDING GEAR
ACTUATOR
SHUTTLE
VALVE
CONTROL VALVE
FOR TRAINING PURPOSES ONLY
UPLOCK
NITROGEN
BLOWDOWN
BOTTLE
LANDING GEAR
BLOWDOWN
14-5
14 LANDING GEAR
AND BRAKES
LANDING GEAR
ACTUATOR
REGENERATIVE
SHUTTLE VALVE
TO HYDRAULIC RESERVOIR
Figure 14-5. Landing Gear Schematic - Extension
NITROGEN PRESSURE
LOW PRESS RETURN FLUID
HIGH PRESS HYDRAULIC FLUID
LEGEND
REGENERATIVE
SHUTTLE VALVE
PRESSURE FROM
HYDRAULIC PUMP
UPLOCK
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
tor and retracts the uplock hooks of all three gear
(red lights appear on the panel).
A shuttle valve in each main gear line allows fluid
from the retract side of the actuator to flow back to
the extend side. This improves gear free-fall capability and reduces pump demand during extension.
As each gear locks down, the corresponding red
light is replaced with a green light on the panel.
Extend pressure remains on the actuators for 60
seconds, then the gear control valve returns to a
neutral position.
If one of the landing gear does not agree with the
gear handle, the red light remains on and the extend
pressure remains applied. If any of the downlock
sensors fail, the amber GEAR DOWN MONITOR
FAIL message appears.
Emergency Extension
In the event of a hydraulic or electrical failure, gear
extension is provided by the pneumatic back-up
system. The back-up system uses both gear freefall and gear blow down to ensure landing gear is
down-and-locked.
Prior to using the nitrogen bottle for emergency
extension, the landing gear handle must be down
and/or the gear control circuit breaker pulled, to
prevent possibly energizing the gear hydraulic system to the retract position. Once nitrogen has been
entered into the hydraulic lines, do not attempt to
retract the gear.
BRAKES
DESCRIPTION
The brakes are operated by a separate hydraulic
system with an independent reservoir, electric
pump, and accumulator. The brake metering valve
regulates hydraulic pressure from the reservoir
to the brakes based on pilot or copilot input via a
series of cables from the toe brakes on the rudder
pedals.
The PARK BRAKE handle engages the parking
brake system which traps pressure applied to the
brakes.
The AUXILIARY GEAR CONTROL handle in the
cockpit floor between the pilot and copilot seats
controls the landing gear pneumatic system.
14 LANDING GEAR
AND BRAKES
To manually extend the gear, reach into the PUSH
plate with palm facing aft. Grasp the PULL handle
and pull up and back until it locks vertically. This
manually disengages the uplock hooks and allows
the gear to free-fall (Figure 14-7). At higher airspeeds all three gear may show green lights. The
red knob under the handle is pulled to activate the
nitrogen bottle, placing nitrogen into the extend
side of the actuators, unlocking the uplocks (if
they did not release manually) and locking the gear
down. Hold the knob extended for a few seconds
and then ease it down.
Once the gear indicates down-and-locked, the manual handle may be stowed to clear the aisle. Pull
back on the large handle and then pull up on a small
release latch on the underside of the handle. Ease
the handle forward until flush with the floor.
14-6
Figure 14-6. Brake Service Door
A pneumatic back-up system is used to supply
pressure to the brake assemblies in the event of a
brake system failure.
Each main gear wheel has three fuseplugs to deflate
the tires in the event of an overtemperature of the
brakes.
FOR TRAINING PURPOSES ONLY
UPLOCK
LANDING GEAR
ACTUATOR
EMERGENCY FLUID
RETURN VALVE
FOR TRAINING PURPOSES ONLY
UPLOCK
NITROGEN
BLOWDOWN
BOTTLE
LANDING GEAR
BLOWDOWN
14-7
14 LANDING GEAR
AND BRAKES
LANDING GEAR
ACTUATOR
REGENERATIVE
SHUTTLE VALVE
TO HYDRAULIC RESERVOIR
Figure 14-7. Landing Gear Schematic - Emergency Extension
NITROGEN PRESSURE
LOW PRESS RETURN FLUID
HIGH PRESS HYDRAULIC FLUID
LANDING GEAR
ACTUATOR
SHUTTLE
VALVE
CONTROL VALVE
LEGEND
REGENERATIVE
SHUTTLE VALVE
PRESSURE FROM
HYDRAULIC PUMP
UPLOCK
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
COMPONENTS
CONTROLS AND INDICATIONS
Brake Service Door
Brake Metering Valve
Access for the reservoir sight gauges, accumulator
pressure gauge, and manual dump valve is accomplished through the brake service door at the trailing edge of the left wing (Figure 14-6).
The brake metering valve is the mechanical interface between the pilots and the brake hydraulic
system. The valve regulates hydraulic pressure to
the brake stacks based on pilot or copilot input via
cables from the brake pedals. The pilot applying
the greater force to the corresponding pedal determines the braking pressure up to a maximum of
1,000 psig.
Reservoir
The reservoir is a 100 cubic inch unit pressurized with outflow air from the cabin. Fluid level
is checked using sight gauges through the brake
service door at the trailing edge of the left wing.
Electric Pump
The electric pump is capable of supplying 1,500
psi at 0.6 gpm. It houses a removable integrated
fluid filter. The pump is powered on anytime the
LANDING GEAR handle is in the GEAR DOWN
position and the accumulator pressure is below
1,175 ± 75 psi. When the accumulator pressure
reaches 1,500 ± 50 psi, the power is removed from
the pump.
Accumulator
14 LANDING GEAR
AND BRAKES
The accumulator provides pressurized fluid to the
brake metering valve which regulates pressure (0
to 1,000 +50/–20 psi) to the brake assemblies in
proportion to the brake pedal deflection.
PARK BRAKE Handle
The PARK BRAKE handle is under the instrument
panel near the pilots left knee. The handle controls the parking brake valve which traps pressure
applied to the brakes (Figure 14-8).
Parking Brake Valve
The parking brake valve, which is downstream of
the antiskid control valve, is equipped with a check
valve in each of the brake lines. The valve also has
thermal relief valves to accommodate pressure rise
due to fluid expansion. The thermal relief valves
relieve pressure in excess of 1,200 ± 50 psig and
reseat to maintain a trapped pressure of at least
600 psig.
EMER BRAKE Handle
The EMER BRAKE handle below the pilot instrument panel controls the pneumatic back-up brake
system.
Pulling back on the EMER BRAKE handle increases brake pressure in proportion to the handle position. Pressure is reduced and the nitrogen in the
brake lines is vented overboard when the handle
is released.
OPERATIONS
Preflight
The pneumatic bottle pressure gauge in the right
nose baggage compartment is also checked during preflight.
Figure 14-8. PARK BREAK Handle
14-8
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Push the brake dump valve above the brake accumulator pressure gauge and verify the precharge
level is in the green band on the gauge. Verify that
brake fluid is showing in the upper sight gauge of
the reservoir and release the dump valve. If the
battery is on, the brake pump energizes pressurizing the brakes.
Brakes
The brakes are applied when either pilot applies
pressure to the top of the rudder pedals. The brake
cable system is designed so inputs from the pedals
on one side do not cause the other pedals to move.
The pilot applying the greater force to the corresponding pedal determines the braking pressure.
Parking Brake
The PARK BRAKE handle is on the left side of the
cockpit, under the instrument panel. When pulled,
it places check valves into the brake lines and traps
existing hydraulic pressure in the brake lines. Additional pressure may be applied to the wheel brakes
by pressing on the brake pedals. Push the handle to
release the parking brake.
Thermal relief valves incorporated in the parking
brake valve accommodate for any pressure rise in
the system due to fluid expansion when the parking brake is engaged shortly after heavy braking
activity.
assemblies according to pilot demand up to a maximum of 450 ± 50 psi.
Pulling back more on the lever increases brake
pressure in proportion to the lever position. Brake
pressure is reduced and the nitrogen is vented overboard as the spring-loaded lever is allowed to move
forward. Repeatedly increasing and decreasing
brake pressure rapidly depletes the nitrogen supply. For the most efficient use of the emergency
brake system, the lever should be pulled and held
in a position that provides the desired deceleration.
The nitrogen storage bottle has a volume of 105 ±
5 cubic inches. The storage bottle is pressurized to
a precharge pressure of 2,200 ± 200 psi.
The pneumatic system does not provide antiskid or
differential braking.
ANTISKID SYSTEM
DESCRIPTION
The antiskid system provides maximum braking
efficiency under all runway conditions. The antiskid system also provides touchdown protection
and locked wheel crossover protection (Figure
14-10). The system can not be switched off in the
cockpit. If the system fails, the antiskid valve is
forced open to allow for power braking.
The antiskid system performs continuous integrity
checks and displays any failures on the CAS portion of an MFD.
CONTROLS AND INDICATIONS
Emergency Braking
In the event of a brake system failure, braking
is accomplished using a back-up pneumatic system. The pneumatic system is independent of the
hydraulic brake system. Dedicated pneumatic lines
are routed from the emergency brake valve to the
brake shuttle valves (Figure 14-9).
Antiskid Control Unit
The antiskid control unit interprets data from the
wheel speed transducers to determine if a skid is
occurring. The unit prevents a skid by using the
antiskid control valve.
When the EMER BRAKE handle below the pilot
instrument panel is pulled, the system pneumatic
bottle is activated. The system uses compressed
nitrogen to supply equal pressure to both brake
FOR TRAINING PURPOSES ONLY
14-9
14 LANDING GEAR
AND BRAKES
Open the brake service door, on the aft fairing
at the trailing edge of the left wing, and visually
inspect the reservoir sight gauges and the brake
accumulator pressure gauge.
14-10
PEDAL CABLES
CABIN PRESSURE
NITROGEN PRESSURE
HIGH PRESSURE FLUID
BRAKE FLUID PRESSURE
LEGEND
14 LANDING GEAR
AND BRAKES
FOR TRAINING PURPOSES ONLY
VENT
EMERGENCY
BRAKE
VALVE
P
900 PSI
FLUID RESERVOIR
ANTISKID
SERVO
VALVE
BRAKE SHUTTLE
VALVES
NITROGEN
BLOWDOWN
BOTTLE
WHEEL SPEED
TRANSDUCER
28 VDC MAIN
ACCUMULATOR
CABIN PRESSURE
DIGITAL ANTISKID
CONTROL UNIT
P 1,100–1,500 PSI
POWER
BRAKE
VALVE
PARKING BRAKE
VALVE
POWER BRAKE
PUMP MOTOR
Figure 14-9. Emergency Brake System
WHEEL SPEED
TRANSDUCER
PILOT/COPILOT RUDDER PEDALS
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
RETURN FLUID
CABIN PRESSURE
NITROGEN PRESSURE
HIGH PRESSURE FLUID
BRAKE FLUID PRESSURE
LEGEND
WHEEL SPEED
TRANSDUCER
VENT
EMERGENCY
BRAKE
VALVE
P
900 PSI
ANTISKID
SERVO
VALVE
BRAKE SHUTTLE
VALVES
14-11
14 LANDING GEAR
AND BRAKES
NITROGEN
BLOWDOWN
BOTTLE
WHEEL SPEED
TRANSDUCER
28 VDC MAIN
ACCUMULATOR
CABIN PRESSURE
DIGITAL ANTISKID
CONTROL UNIT
P 1,100–1,500 PSI
POWER
BRAKE
VALVE
PARKING BRAKE
VALVE
POWER BRAKE
PUMP MOTOR
FLUID RESERVOIR
Figure 14-10. Power Brake and Digital Antiskid System
PEDAL CABLES
PILOT/COPILOT RUDDER PEDALS
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
OPERATIONS
Locked Wheel Crossover
Protection
Antiskid Protection
Antiskid protection is provided to allow maximum
braking efficiency, which in turn minimizes landing distances.
When enough brake pedal force is applied to cause
slippage between the tires and the runway, the
wheel speed transducer sends data to the antiskid
control unit to indicate a sudden deceleration for
the slipping wheel. The control unit determines the
severity of the impending skid and sends the appropriate current signal to the antiskid control valve
to reduce brake pressure accordingly. Dual control
valves reduce pressure for either brake independently. Therefore, a single wheel skid results in the
reduction of brake pressure at the skidding wheel
only. Antiskid protection is available unless the
touchdown protection mode is active.
Touchdown Protection
Touchdown protection prevents the application
of brake pressure prior to wheel spin-up. During
a landing, the wheels must be allowed to spin-up
to provide the antiskid system with a reference
velocity to which individual wheel speeds can be
compared.
14 LANDING GEAR
AND BRAKES
Touchdown protection is activated when an AIR
signal is sensed by both main gear squat switches.
When touchdown protection is active, the antiskid
control unit commands the antiskid control valves
to dump all brake pressure. The command remains
active for 3 seconds after weight-on-wheels or until
wheel spin-up has occurred. Under normal circumstances, the wheels spin-up almost immediately
after touchdown.
System operation is conventional with power braking at all speed and anti-skid protection available at
speeds above approximately 12 knots. The anti-skid
protection feature is designed to operate with maximum pilot applied brake pressure. Do not pump the
brakes when maximum braking is desired.
Locked wheel crossover protection prevents inadvertent turning of the aircraft due to differential
braking caused by adverse runway conditions.
The antiskid control unit compares the velocities of the two wheels to determine if one wheel
is locked. If the velocity of one wheel falls to less
than 30% of the velocity of the other, the antiskid
control unit commands the antiskid control valve
controlling the slower wheel to dump brake pressure. The command remains until the velocity of
the slow wheel increases above the threshold. The
locked wheel crossover feature is inactive at wheel
speeds below 25 kts to allow for low speed taxiing
maneuvers.
Antiskid System Self Monitoring
The antiskid system performs continuous integrity
checks on the wheel speed transducer circuits, the
antiskid control valve circuit, and the regulated
power to the antiskid control unit.
If a fault is detected during the monitoring, the
amber ANTISKID FAIL message appears on the
CAS and further troubleshooting is available via
the MFD maintenance pages.
The system monitors the following:
• Left and right transducers
• Antiskid control valve
• Antiskid control unit
• All squat switches
The system performs a self test when initiated by
the following events:
• Initial power-up of the antiskid system
• Transition of the LANDING GEAR handle
to the GEAR DOWN position
• Selection of ANTISKID from the system
test menu of the MFD
The test takes approximately 3 seconds to perform in the air and 6 seconds on the ground. When
14-12
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
the self test is initiated through the system test
menu, the ANTISKID FAIL CAS with be displayed immediately and will clear if the self test
is passed successfully. Otherwise the ANTISKID
FAIL CAS only displays after the self test fails.
Further troubleshooting is available via the MFD
maintenance pages. The test is inhibited if wheel
speed is greater than 15 ± 5 kts.
EMERGENCY/
ABNORMAL
For specific information emergency/abnormal procedures, refer to the appropriate abbreviated checklists or the FAA-approved AFM.
LIMITATIONS
For specific information emergency/abnormal procedures, refer to the appropriate abbreviated checklists or the FAA-approved Airplane Flight Manual
(AFM).
Table 14-1. CAS Messages
DESCRIPTION
ANTISKID FAIL
If the antiskid system fails, this message appears on the CAS and a chime
sounds. The MASTER CAUTION RESET switchlights also illuminate. A longer landing distance is required. Refer to the appropriate procedure in the
approved checklist.
BRAKE PRESSURE LOW
A low pressure switch in the power pack monitors the system pressure. If the
system pressure drops below 900 ± 50 psig and the LANDING GEAR handle is
in the GEAR DOWN position, the amber BRAKE PRESSURE LOW CAS message
appears on the EICAS and a chime sounds. The MASTER CAUTION RESET
switchlights also illuminate. The emergency brake system may be required when
landing. The MASTER CAUTION cannot be reset when on the ground. Refer to
the appropriate procedure in the approved checklist.
GEAR DOWN MONITOR FAIL
This message is displayed on the CAS and a chime sounds when a down and
lock sensor has failed. The MASTER CAUTION RESET switchlights also illuminate.
WT ON WHEELS MISCOMPARE
This amber message indicates the three squat switches do not agree. Various
systems may not have accurate ground or air information.
FOR TRAINING PURPOSES ONLY
14-13
14 LANDING GEAR
AND BRAKES
MESSAGE
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
QUESTIONS
1. The red landing gear indicators indicate:
A. Inner gear doors are open
B. Gear is not down and locked
C. Gear is in transit
D. Gear position differs from the handle
position
2. The landing gear aural warning sounds if the
throttles are below CRU detent and:
A. Gear is up and flaps are >15°
B. Gear is up and aircraft is below 500 feet
AGL and throttles < CRU
C. AOA is >0.4 and radar altimeter has failed
D. All of the above
14 LANDING GEAR
AND BRAKES
3. Emergency extension of the landing gear
requires:
A. Use the checklist and pull the AUXILIARY GEAR CONTROL only
B. Use the checklist and pull the AUXILIARY GEAR CONTROL then pull the red
EMERGENCY GEAR BLOWDOWN to
activate the nitrogen bottle
C. Use the checklist and pull the AUXILIARY GEAR CONTROL then side load the
aircraft for main gear extension
D. Use the checklist and PUMP the AUXILIARY GEAR CONTROL until 3 green
and no red indication
4. What does the amber WT ON WHEELS MISCOMPARE message indicate?
A. Weight on one of the main wheels differs
12.8 pounds from the other
B. Squat switch signals disagree for greater
than approximately 12.8 seconds
C. Squat switch signals disagree at any time
D. FMS weight and the squat switch signal
weight differs 12.8 pounds
14-14
5. If heavy braking was required, and the brakes
are excessively high in temperature:
A. The tires increase in pressure and ruptures
B. The tires deflate through the fuseplugs
C. The tires start to adhere to the taxi surface
D. The TIRE OVERTEMPERATURE–WOW
THAT WAS CLOSE message indicates
6. When is antiskid protection not available?
A. During initial touch down–prior to wheel
spinup
B. If ANTISKID FAIL CAS is posted
C. Taxi speeds below 12 kts for taxiing
maneuvers
D. All of the above
7. The ANTISKID FAIL message displays:
A. Only if the antiskid circuit breaker is
pulled
B. If the antiskid circuit breaker is pulled or
during the antiskid test
C. If the selection of BRAKE TEST on system test
D. Only if the system requires maintenance
8. During emergency braking:
A. The antiskid system modulates brake
application with normal DC
B. The EMER BRAKE handle routes hydraulic pressure to the wheel brakes, bypassing
the antiskid servo valve
C. The EMER BRAKE handle routes hydraulic pressure directly from the engine driven
hydraulic pumps to the wheel brakes
D. The EMER BRAKE handle routes nitrogen pressure directly to the wheel brakes
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 15
FLIGHT CONTROLS
CONTENTS
INTRODUCTION................................................................................................................ 15-1
GENERAL ........................................................................................................................... 15-1
PRIMARY FLIGHT ............................................................................................................. 15-2
CONTROLS.................................................................................................................. 15-2
Ailerons......................................................................................................................... 15-2
Elevators........................................................................................................................ 15-3
Rudder........................................................................................................................... 15-3
Control Lock System..................................................................................................... 15-4
Trim Systems................................................................................................................. 15-4
SECONDARY FLIGHT CONTROLS.................................................................................. 15-7
Flaps.............................................................................................................................. 15-7
Speedbrakes and Ground Spoilers................................................................................. 15-9
RUDDER BIAS SYSTEM................................................................................................ 15-11
Description................................................................................................................. 15-11
Components................................................................................................................ 15-11
LIMITATIONS................................................................................................................... 15-12
EMERGENCY/ABNORMAL........................................................................................... 15-12
15 FLIGHT CONTROLS
QUESTIONS..................................................................................................................... 15-16
FOR TRAINING PURPOSES ONLY
15-i
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
LEFT INTENTIONALLY BLANK
15 FLIGHT CONTROLS
15-ii
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
15-1. Control Surfaces....................................................................................................... 15-2
15-2. CTRL LOCK PULL Handle.................................................................................... 15-4
15-3. Trim Switches........................................................................................................... 15-5
15-4. Left Control Yoke...................................................................................................... 15-5
15-5. Trim Indications....................................................................................................... 15-6
15-6. Secondary Flight Controls........................................................................................ 15-8
15-7. Secondary Flight Control Handles........................................................................... 15-8
15-8. Flap Operation....................................................................................................... 15-10
15-9. Rudder Bias System.............................................................................................. 15-13
TABLES
Table
Title
Page
15 FLIGHT CONTROLS
15-1. CAS Messages....................................................................................................... 15-14
FOR TRAINING PURPOSES ONLY
15-iii
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
LEFT INTENTIONALLY BLANK
15 FLIGHT CONTROLS
15-iv
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 15
FLIGHT CONTROLS
INTRODUCTION
This chapter describes the flight controls for the CJ4 aircraft. The flight controls include the
primary flight control systems, secondary flight control systems, trim and rudder bias systems.
GENERAL
Secondary flight controls consist of flaps, speedbrakes, and ground spoilers. The controls are
hydraulically actuated and electrically controlled.
The trim system is electro-mechanically operated
by actuators and controlled by trim switches on the
control yoke and aft center pedestal panel.
The rudder bias system is pneumatically powered
from engine bleed air to assist the pilot during an
engine failure.
FOR TRAINING PURPOSES ONLY
15-1
15 FLIGHT CONTROLS
The primary flight controls consist of the ailerons,
elevators, and rudder. The system is operated manually through a conventional control column with
yoke and rudder pedal arrangement. The primary
flight controls can be immobilized by a control lock
when on the ground.
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
PRIMARY FLIGHT
CONTROLS
The primary flight controls consist of ailerons,
elevators, and a rudder operated by either the pilot
or the autopilot through a conventional control column and rudder pedal arrangement. Control inputs
are transmitted to the control surfaces through push
rods and cables.
Left Aileron
The right aileron, both elevators, and the rudder are
equipped with electromechanical trim tab systems.
All flight control surfaces, including trim tabs, are
shown in Figure 15-1.
AILERONS
Description
The ailerons on the outboard trailing edge of each
wing provide lateral (roll) control of the aircraft
(Figure 15-1). The system is manually controlled
through a three cable loop system connected to
the control yokes. The electric autopilot aileron
servo is also connected to the system at the feedthrough sector.
Elevators
Controls and Indications
Control Yokes and Columns
The pilot and copilot control yokes and columns
are connected to the aileron cable system. The control yokes rotate 70° in each direction to provide
maximum aileron deflection.
Aileron Autopilot Servo
15 FLIGHT CONTROLS
The aileron autopilot servo is mechanically connected to the aileron cable system and receives
inputs from the autopilot system. The servo
includes a clutch that engages the servo when the
autopilot is activated. Refer to Chapter 16—“Avionics” for more information on the operation of the
autopilot system.
Rudder
Figure 15-1. Control Surfaces
15-2
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Operation
Operation
When either control yoke is rotated counterclockwise (left), the right aileron rotates down and the
left aileron rotates up causing the aircraft to roll
left. When either control yoke is rotated clockwise
(right), the left aileron rotates down and the right
aileron rotates up causing the aircraft to roll right.
When either control yoke is moved aft, the elevator’s trailing edges rotate up causing the nose of
the aircraft to pitch up. When either control yoke is
moved forward, the elevator’s trailing edges rotate
down causing the nose of the aircraft to pitch down.
Applying force to either control yoke manually
overrides the aileron servo but does not disconnect the autopilot.
ELEVATORS
Description
The elevators are on the trailing edge of the horizontal stabilizer and provide longitudinal (pitch)
control of the aircraft (see Figure 15-1). The elevators are mechanically controlled through a single
cable loop connected to the control yokes and the
electric elevator autopilot servo.
Controls and Indications
Control Columns
The pilot and copilot control columns are connected to the elevator cable system. The elevators
are controlled by moving the columns forward or
aft to provide elevator deflection.
Elevator Autopilot Servo
The elevator servo is mechanically connected in
parallel to the elevator cable system and receives
inputs from the autopilot system. The servo
includes a clutch that engages the servo when the
autopilot is activated. Refer to Chapter 16—“Avionics” for more information on the operation of the
autopilot system.
When the autopilot is engaged, the elevator servo
provides autopilot input to the elevator system in
response to the automatic flight control system
(AFCS) commands. Refer to Chapter 16—“Avionics” for more information on the operation of the
autopilot system.
RUDDER
Description
The rudder on the trailing edge of the vertical stabilizer provides yaw control (see Figure 15-1). The
rudder is controlled through three cable loop systems connected to the rudder pedals and the electric
rudder autopilot servo.
Controls and Indications
Rudder Pedals
Adjustable rudder pedals are connected to the rudder through interconnect cables.
The pilot and copilot pedals are mechanically
linked so the pilot applying the greater force controls the amount of pedal movement. The rudder
pedals adjust to forward, middle, and aft detent
positions for comfort by pressing a spring-loaded
latch on the inside of each rudder pedal.
Pressing the left or right pedal moves the rudder in
that direction. Pressing the top of the rudder pedals
activates the brakes.
The rudder pedals also control the nosewheel steering. Refer to Chapter 14—“Landing Gear and
Brakes” for more information.
Rudder Autopilot Servo
The rudder autopilot servo is mechanically connected to the rudder cable system and receives
inputs from the autopilot system. The servo
FOR TRAINING PURPOSES ONLY
15-3
15 FLIGHT CONTROLS
When the autopilot is engaged, the aileron servo
provides autopilot input to the aileron cable system
in response to the automatic flight control system
(AFCS) commands. Refer to Chapter 16—“Avionics” for more information on the operation of the
autopilot system.
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
includes an engage clutch that engages the servo
when the autopilot is activated. Refer to Chapter
16—“Avionics” for more information on the operation of the autopilot system.
Operation
Press either the left or right rudder pedal to move
the rudder in the that direction. The pilot applying
the greater force controls the pedal movement and
yawing of the aircraft.
When the autopilot is engaged, the rudder autopilot servo provides autopilot input to the rudder
system in response to the automatic flight control
system (AFCS) commands. Applying force to the
rudder pedals manually overrides the rudder autopilot servo. Refer to Chapter 16—“Avionics” for
more information on the operation of the autopilot system.
CONTROL LOCK SYSTEM
The control lock system locks the primary flight
controls and both throttles. The system prevents
damage to the control surfaces from wind gusts
striking the aircraft while on the ground. The nosewheel steering is also locked via the rudder control
system.
Figure 15-2. CTRL LOCK PULL Handle
the primary flight controls in the neutral positions
and the throttles in the IDLE position.
The nosewheel steering is also locked via the rudder control system. Aircraft towing is still possible
up to ±60° nosewheel deflection. The steering system may be damaged if the tow bar deflects beyond
the ±60° angle.
To unlock the flight controls and throttles, rotate the
handle 90° clockwise, push in and rotate left until
the handle returns to the forward position.
TRIM SYSTEMS
Controls and Indications
Description
CTRL LOCK PULL Handle
The trim systems are utilized to adjust the aerodynamic characteristics of the ailerons, elevators,
and rudder. The systems are operated by electromechanical actuators and controlled by switches
on the yokes and the aft center pedestal.
The CTRL LOCK PULL T-handle is under the
left tilt panel, behind the left control column
(Figure 15-2). Pulling the handle out, locks the primary flight controls in the neutral position and the
throttle levers in the IDLE position.
Components
15 FLIGHT CONTROLS
Operation
Trim Tabs
Prior to engaging the control lock, move both throttles to the IDLE position and neutralize the primary
flight controls.
The trim tabs are single panels that are adjusted by
electromechanical actuators. The trim tabs are in
the following locations:
Rotate the CTRL LOCK PULL handle 90° clockwise to the UNLOCK position, pull out until the
handle stops, and return the handle to the horizontal position. Move the controls slightly to ensure
the locking mechanism has engaged. This locks
15-4
• Right aileron inboard trailing edge
• Left and right elevator inboard trailing edges
• Rudder trailing edge
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Trim Tab Actuators
Primary Elevator Trim Switches
The trim system utilizes electromechanical trim
actuators to operate the aileron, elevator, and rudder trim tabs. The actuators use two independent
pushrods to move the trim tabs.
The actuators are in the following locations:
• Aileron—Aft wing spar, forward of the right
aileron
The primary elevator trim split switches are on both
control yokes (Figure 15-4). Pushing both split
switches forward ( DOWN position), rotates the
trailing edge of the trim tabs up causing the elevator system to pitch the nose of the aircraft down.
Pushing the split switch aft (UP position), rotates
the trim tabs down causing the elevator system to
pitch the nose of the aircraft up.
• Elevator—Aft spar of the left and right horizontal stabilizers
• Rudder—Aft spar of the vertical stabilizer
Controls and Indications
Trim Switches
AILERON TRIM Switches
The AILERON TRIM split switches are on the left
side of the aft center pedestal panel (Figure 15-3).
Pressing both trim switches to the L WING DN
position raises the trim tab trailing edge causing
the right aileron to deflect down and a resulting roll
to the left. Pressing the trim switches to R WING
DN results in the opposite effect.
Figure 15-4. Left Control Yoke
Figure 15-3. Trim Switches
The yellow-guarded SECONDARY ELEV TRIM
ENABLE switchlight is on the lower right side of
the aft center pedestal panel. The switchlight disables the primary elevator trim switches on the control yokes and enables the SECONDARY ELEV
TRIM switches. If the autopilot is not engaged
before secondary trim is enabled, the autopilot
cannot engage. If the autopilot is engaged prior to
enabling secondary trim, the autopilot will remain
engaged – however, use of both at the same time
is prohibited.
FOR TRAINING PURPOSES ONLY
15-5
15 FLIGHT CONTROLS
SECONDARY ELEV TRIM ENABLE
Switchlight
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
SECONDARY ELEV TRIM Switches
The SECONDARY ELEV TRIM split switches are
on the upper right side of the aft center pedestal
panel (see Figure 15-3). When enabled, pushing
both switches forward (NOSE DOWN position)
rotates the trim tabs up causing the elevator system
to pitch the nose of the aircraft down. Pushing the
switch aft (NOSE UP position) rotates the trim tabs
down causing the elevator system to pitch the nose
of the aircraft up.
RUDDER TRIM Knob
The RUDDER TRIM knob on the lower left side
of the aft center pedestal panel controls the rudder trim system (see Figure 15-3). Push and rotate
the knob to the NOSE LEFT (counterclockwise)
position to rotate the trim tab to the right causing
the rudder system to yaw the aircraft to the left.
Push and rotate the knob to the NOSE RIGHT
(clockwise) position to rotate the trim tab to the
left causing the rudder system to yaw the aircraft
to the right.
Trim Indications
Trim indications are displayed in the TRIM section of a normal or reverted EICAS display (Figure
15-5). Trim indications can also be displayed as an
overlay at the bottom of a display when selecting
SYSTEMS page 2/2.
The indications are displayed as a white analog
scale. The position of the trim tabs is displayed
with white arrow pointers that move with the corresponding trim tab position.
When on the ground, the green band indicates the
safe takeoff trim range. The white arrows change
from white to amber when the trim tabs are outside
of the safe takeoff range.
15 FLIGHT CONTROLS
The elevator trim arrow changes to amber when
a primary elevator trim failure is detected. When
displayed on the SYSTEMS page, the left and right
elevator trim arrows are displayed amber when the
trim is out of takeoff or failure is detected.
T
R
I
M
Figure 15-5. Trim Indications
Red NO TAKEOFF Annunciator Light
If elevator trim is outside of safe takeoff range, the
red NO TAKEOFF annunciator light above the
standby flight display illuminates.
Operation
Aileron and Rudder Trim
Aileron and rudder trim is adjusted by using the
AILERON TRIM split switch or by pushing and
rotating the RUDDER TRIM knob on the left side
of the aft center pedestal panel.
Press both AILERON TRIM switches to the L
WING DN or R WING DN to roll the aircraft in
the corresponding direction. This commands the
actuator to move the aileron trim tab up or down
causing the aircraft to roll in that direction.
Push and rotate the RUDDER TRIM knob to the
NOSE LEFT (counterclockwise) or NOSE RIGHT
(clockwise) positions to yaw the aircraft in the corresponding direction. This commands the actuator
15-6
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
As the trim tabs move, a white indication arrow
on the AIL or RUD section of the EICAS moves
to indicate the corresponding trim tab positions.
Elevator Trim
Primary elevator trim is initiated by pressing both
split switches on either control yoke.
Press the trim switches UP or DOWN to adjust the
pitch of the aircraft up or down. As the trim tabs
move up and down, a white indication arrow on
the ELEV section of the MFD moves to indicate
the trim tab position. The elevator trim tabs have
separate actuators. Trim actuator movement varies based on actuator position. At takeoff or more
nose up positions, both actuators move together at
a nominal rate. With more nose down trim positions, the rate of change slows and the actuators
may move independently.
If a primary elevator trim failure is detected, the
amber PRIMARY ELEVATOR TRIM FAIL CAS
message appears on the EICAS, a chime sounds,
and the MASTER CAUTION RESET switchlights
illuminate. Refer to the appropriate procedure in
the approved checklist.
The elevator trim arrow changes to amber when
a primary elevator trim failure is detected. When
displayed on the SYSTEMS page, the left and right
elevator trim arrows are displayed amber when the
trim is out of takeoff or failure is detected.
Lift the guard and push the SECONDARY ELEV
TRIM ENABLE switchlight to deactivate the primary elevator trim system and enable the secondary system.
Push the SECONDARY ELEV TRIM switches to
the NOSE DOWN or NOSE UP position to pitch
the nose of the aircraft up or down. Secondary trim
actuators are constant speed.
If any of the white arrows are not within the green
band indicated on the shared white analog scale
while on the ground, the cyan NO TAKEOFF CAS
message appears on the EICAS.
If the cyan NO TAKEOFF message is displayed
and either throttle is moved to CRU detent, the
message is replaced with the red NO TAKEOFF
CAS message and an aural alert is heard.
The MASTER WARNING RESET switchlights
also illuminate. Refer to the appropriate procedure
in the approved checklist.
SECONDARY FLIGHT
CONTROLS
The secondary flight controls consist of flaps,
speedbrakes, and ground spoilers (Figure 15-6).
They are electrically controlled and hydraulically
actuated.
Each wing has a flap panel, upper and lower speedbrake panel, and three ground spoiler panels.
FLAPS
Description
The flap panels on the inboard trailing edge of each
wing consist of hydraulic, electrical, and mechanical components. The flaps have 0°, 15°, and 35°
positions.
Components
Hydraulic Actuators
The flap panels are connected to hydraulic actuators on the rear spar of each wing. The flow of
hydraulic fluid to the actuator is controlled by solenoid valves in the hydraulic manifold. Each actuator has an internal mechanical lock that engages
when the flaps are fully retracted. The lock disengages when sufficient hydraulic pressure is applied.
Interconnect Cables
Interconnect cables connect the left and right flap
panels together. This interconnect ensures each flap
panel changes position at the same time and equally
in the event of a malfunction.
FOR TRAINING PURPOSES ONLY
15-7
15 FLIGHT CONTROLS
to move the rudder trim tab left or right causing the
aircraft to yaw in the opposite direction.
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
SPEEDBRAKE
GROUND SPOILERS
FLAP
Figure 15-6. Secondary Flight Controls
Controls and Indications
FLAPS Handle
The FLAPS handle is to the right of the THROTTLE levers on the center pedestal (Figure 15-7).
The handle has three positions:
• 0° (up)
• 15° (takeoff/approach)
• 35° (landing)
Three mechanical detents require the handle to
be pushed down before it can be moved to a new
position. The handle position is detected by three
proximity switches.
15 FLIGHT CONTROLS
FLAPS Indicator
The white FLAPS indicator is graphically displayed on the upper right section of the MFD 1
(see Figure 15-5). The indicator is displayed full
time in compressed, uncompressed, or reversionary modes. The indicator arrow changes to amber
and locks if a system failure occurs.
15-8
Figure 15-7. Secondary Flight Control
Handles
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
The flap monitoring system compares the handle
position to the flap position.
SPEEDBRAKES AND GROUND
SPOILERS
Operation
Description
Flaps are normally at 0o during preflight and after
flight. This allows a mechanical lock to keep them
at 0o. Flaps may be set at 0o or 15o for takeoff
– conditions and runway length permitting. All
normal landing data assumes flaps will be at 35o
(Figure 15-8).
The speedbrakes provide increased drag in flight
and during landing roll. The ground spoilers add
increased drag only during landing roll.
To move the flaps push the flap handle down to
clear the detent and select the desired position. Flap
speeds are placarded on the PFD airspeed scale if
current altitude is below FL180. The speeds are
removed if above FL180. The maximum speed to
select flap 15o is 200 knots; the maximum for flap
35o is 160 knots.
The flap solenoid valve energizes open, allowing
hydraulic pressure to the actuators. The hydraulic pressure causes the internal mechanical lock
to disengage. When fully opened, the actuators
move the flaps to the selected position. The interconnect cables between the flaps synchronizes the
flaps. When the flaps stabilize, the solenoid valve
de-energizes to the neutral position and hydraulic
pressure maintains the flap position.
The flap monitoring system activates the white
FLAPS indicator on the MFD to move to the corresponding position.
If the monitoring system indicates a fault, the
amber FLAPS FAIL CAS message appears on
the EICAS, a chime sounds, and the MASTER
CAUTION RESET switchlights illuminate. The
FLAPS indicator also changes from white to amber
and locks in the last known position. Refer to the
appropriate procedure in the approved checklist.
Components
Hydraulic actuators
One speedbrake and three ground spoiler hydraulic actuators are mounted in the trailing edge of
each wing.
The ground spoiler actuators incorporate a mechanical hold down check valve that holds the panels in
the retracted position when an electric or hydraulic
failure occurs.
Speedbrake Controller
The speedbrake controller evaluates signals from
the speedbrake handle and the actuator to control
a torque motor.
Proximity Switch
Proximity switches on each speedbrake and ground
spoiler panel independently monitor the individual
panel positions.
Solenoids
Dual solenoids in each ground spoiler actuator provide protection against uncommanded deployment
of the panels.
FOR TRAINING PURPOSES ONLY
15-9
15 FLIGHT CONTROLS
If the flaps were not at 0o at hydraulic pressure was
removed (engine shutdown), the flaps will droop
over time. At power up the flap indicator will show
the flap position unless the droop has exceeded 35o,
but there will be no message for FLAPS FAIL. As
the first engine is started and hydraulic pressure
becomes available, the flaps and indicator will
move to the handle position.
The speedbrake panels can be deployed to any
angle between 0° (stowed) to approximately 40°
(fully deployed in flight). When on the ground,
placing the speedbrake handle in the ground spoiler
detent extends the speed brakes to approximately
54°. The ground spoiler panels have only two positions: 0° or 55°.
15 FLIGHT CONTROLS
FLAP ACTUATOR INTERNAL
MECHANICAL LOCK
15-10
FOR TRAINING PURPOSES ONLY
HYDRAULIC
RESERVOIR
FLAP CONTROL VALVE
(EMERGENCY BUS)
P
Figure 15-8. Flap Operation
FLAP INTERCONNECT
SYSTEM
LOW PRESSURE HYDRAULIC FLUID
RETURN FLUID
HIGH PRESSURE HYDRAULIC FLUID
LEGEND
HYDRAULIC PUMP
HYDRAULIC PRESSURE
SWITCH
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
SPEEDBRAKE Handle
The SPEEDBRAKE handle is on the center pedestal left of the throttle levers. The speedbrake
handle controls the deployment of the speedbrake
and ground spoiler panels.
When the SPEEDBRAKE handle is in the 0%
detent position, all speedbrakes and all ground
spoilers are stowed (fully retracted). The speedbrakes are deployed as the handle is pulled from
the 0% to the 100% (fully deployed) position.
The ground spoilers remain retracted until the
handle is pulled through the 100% detent to the
GROUND SPOILERS EXTEND detent and at
least two of the three weight on wheels switches
are activated. At this position, all speedbrakes and
all ground spoilers are fully deployed.
Operation
Speedbrakes
Pull aft on the SPEEDBRAKE handle to deploy
the speedbrake panels. The speedbrake panels can
be positioned between 0% (stowed) to 100% (fully
deployed).
The cyan SPEED BRAKES EXTENDED CAS
message appears on the CAS to indicate the speedbrake panels are deployed.
In flight at speeds greater than approximately 150
knots with about 50% or more speedbrakes extended a slight aileron rocking motion can be seen and
felt in the control yoke. The movement is quick
enough not to cause bank changes.
Ground Spoilers
Pull the SPEEDBRAKE handle further aft (downward), through the 100% detent, to the GROUND
SPOILER EXTEND detent position. If at least
two weight-on-wheels switches are activated, the
ground spoiler panels are deployed.
If deployed, the cyan GROUND SPOILER
EXTENDED CAS message appears on the CAS
to indicate the panels have deployed.
If deployment fails, the amber GROUND SPOILER FAIL CAS message appears on the EICAS and
a chime sounds indicating a failure has been detected. The MASTER CAUTION RESET switchlights
also illuminate. Refer to the appropriate procedure
in the approved checklist.
RUDDER BIAS SYSTEM
DESCRIPTION
The rudder bias system is pneumatically powered
from engine bleed air. The system automatically
assists the pilot in maintaining directional control
in the event thrust is lost from one engine.
COMPONENTS
Control Valves
The rudder bias control valves are solenoid-operated pneumatic shutoff valves. Without DC power
available to the valves (such as during systems test),
the valves close preventing bleed air movement.
When DC power is available, the control valves
open to the bias (energized) position allowing left
and right engine bleed air to port to the respective
side of the bias actuators.
Pneumatic Actuator
The rudder bias system uses dual actuators. The
actuators are balanced pneumatic actuators, each
with a single bore and a single piston with dual
seals and chambers. Each actuator rod is connected
to the rudder torque tube via a roller-slot linkage.
The actuators receive bleed air through the control
valves. The valves port bleed air to both sides of
the actuators when energized. When de-energized,
both sides are ported to ambient pressure.
Engine Bleed Air Lines
Separate bleed air lines from the left and right
engines connect to the rudder bias control valves.
One valve receives air from the service air prior
to the service air regulator and the other receives
FOR TRAINING PURPOSES ONLY
15-11
15 FLIGHT CONTROLS
Controls and Indications
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
air from the anti-ice system to ensure availability
of bleed air.
Operation
When main DC power is available, the rudder bias
control valve is energized open allowing left and
right engine bleed air to port to the respective side
of the bias actuator (Figure 15-9).
As long as engine thrust from both engines is equal,
there is no pressure differential across the actuator.
The actuators remain balanced and rudder pedal
operation is normal.
When engine thrust is lost or reduced from one
engine, a pressure differential across the actuator
occurs. This causes the actuator to move the rudder
toward the engine that is supplying more bleed air,
thereby automatically assisting the pilot to maintain
directional control.
If the control valve, at anytime, is in the bypass
(closed) position, the amber RUDDER BIAS FAIL
CAS message appears on the EICAS, a chime
sounds, and the MASTER CAUTION RESET
switchlights illuminate. This indicates the rudder
bias system is not available. Refer to the appropriate procedure in the approved checklist.
LIMITATIONS
For specific information on limitations and procedures, refer to the appropriate checklist or FAAapproved Airplane Flight Manual (AFM).
EMERGENCY/
ABNORMAL
15 FLIGHT CONTROLS
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.
15-12
FOR TRAINING PURPOSES ONLY
FOR TRAINING PURPOSES ONLY
RUDDER BIAS
CONTROL VALVES
15 FLIGHT CONTROLS
HIGH PRESSURE BLEED AIR
LEGEND
LEFT ENGINE
BLEED AIR
RIGHT ENGINE
BLEED AIR
Figure 15-9. Rudder Bias System
RUDDER BIAS
ACTUATORS
RUDDER
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
15-13
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table 15-1. CAS Messages
MESSAGE
DESCRIPTION
NO TAKEOFF
The red NO TAKEOFF message appears (with an aural alert) when a cyan message was present and either throttle is above the CRU detent.
FLAPS FAIL
The amber FLAPS FAIL CAS message appears on the EICAS when the flap
monitoring system indicates a fault. The faults include:
•
Multiple FLAPS handle proximity switches are closed at the same time
or none are closed
•
Flaps do not move to commanded position
•
Uncommanded flap motion
•
Flap movement not symmetrical (within 6°)
The MASTER CAUTION RESET switchlights also illuminate and a chime
sounds. Refer to the appropriate procedure in the approved checklist.
GROUND SPOILERS FAIL
The amber GROUND SPOILERS FAIL CAS message appears on the EICAS and
a chime sounds when the data concentrator unit (DCU) has detected the following system faults:
•
Proximity switch fault
•
Mechanical failure of the system
•
Uncommanded motion
•
Selected in flight
The MASTER CAUTION RESET switchlights also illuminate and a chime
sounds. Refer to the appropriate procedure in the approved checklist.
PRIMARY ELEVATOR TRIM FAIL
This message appears on the CAS and a chime sounds if any of the following
failures occur:
• Either or both actuators do not respond to command
• Elevator trim run away
• Trim information not valid
• Split elevator trim miscompare
The MASTER CAUTION RESET switchlights also illuminate. Refer to the appropriate procedure in the approved checklist.
RUDDER BIAS FAIL
The amber RUDDER BIAS FAIL CAS message appears on the EICAS and a
chime sounds whenever either or both rudder bias control valves are in the
closed position, indicating the rudder bias system is not available.
15 FLIGHT CONTROLS
The MASTER CAUTION RESET switchlights also illuminate. Refer to the appropriate procedure in the approved checklist.
15-14
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
MESSAGE
SPEED BRAKES EXTENDED
DESCRIPTION
This message appears and a chime sounds when the speedbrakes are
deployed and the radio altimeter indicates less than 500 feet AGL.
NOTE
The amber message does not appear when the aircraft is in
a steep approach mode or on the ground.
The MASTER CAUTION RESET switchlights also illuminate. Refer to the appropriate procedure in the approved checklist.
SPEED BRAKES FAIL
The amber SPEED BRAKES FAIL CAS message appears on the EICAS and a
chime sounds when the following system faults are detected:
•
Speedbrake handle fault
•
Speedbrake controller fault
•
Mechanical failure of the system
•
Uncommanded motion
The MASTER CAUTION RESET switchlights also illuminate. Refer to the appropriate procedure in the approved checklist.
This message appears on the CAS any time the proximity switches indicate a
ground spoiler panel is deployed.
NO TAKEOFF
This message appears if the elevator trim is not within the safe takeoff range
(green band) or elevator trim information is not valid on the ground. This must
be corrected before takeoff.
SPEED BRAKES EXTENDED
This message appears on the CAS any time the proximity switches indicate a
speedbrake panel is deployed.
15 FLIGHT CONTROLS
GROUND SPOILERS EXTENDED
FOR TRAINING PURPOSES ONLY
15-15
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
QUESTIONS
1. The CTRL LOCK handle locks:
A. Primary flight controls in neutral
B. Nosewheel steering via the rudder control
system
C. Throttles in IDLE
D. All of the above
6. Where are the flap position indications during
normal flight operations?
A. PFD 1
B. MFD 1
C. STBY ATTITUDE INDICATOR
D. Both B and C
2. What activates the electric aileron trim?
A. Either AILERON TRIM switch
B. Both AILERON TRIM switches
simultaneously
C. AILERON TRIM HAT on the pilot or
copilot flight controls
D. Manual AILERON TRIM knob on the aft
section of the pedestal
7. What condition(s) command GROUND
SPOILERS to extend?
A. Flaps Ground
B. Power Idle
C. SPEEDBRAKE handle in GROUND
SPOILERS EXTEND with at least 2 squat
switches indicating weight on wheels
D. All of the above
3. What activates the primary electric elevator
trim?
A. Both primary elevator trim switches on
either flight control
B. SECONDARY ELEV TRIM switch on the
pedestal
C. Manual ELEVATOR TRIM wheel on the
left of the pedestal
D. Both A or B
8. What does the amber SPEED BRAKES
EXTENDED CAS message indicate?
A. Speedbrakes are deployed
B. Radar altimeter indicates less than 500 feet
AGL
C. Aircraft is not on the ground or in steep
approach mode
D. All of the above
4. The SECONDARY ELEV TRIM is enabled
if:
A. Primary elevator trim is enabled
B. SECONDARY ELEV TRIM switch is
ENABLED
C. Primary elevator trim circuit breaker is
pulled
D. All of the above
15 FLIGHT CONTROLS
5. Where are the trim indications during normal
flight operations?
A. PFD 1
B. MFD 1 or 2
C. MFD 2 only
D. Indicators next to the manual trim knobs
15-16
9. What does the cyan GROUND SPOILERS
EXTENDED CAS message indicate?
A. Ground spoiler fault and the ground spoilers are not deployed
B. Ground spoilers fault and spoilers are
deployed on the ground
C. Ground spoilers deployed on the ground
D. Ground spoilers deployed on the ground
or in the air
10. What does the amber RUDDER BIAS FAIL
CAS message indicate?
A. Both rudder bias control valves are in
bypass position, no rudder bias
B. Either rudder bias control valve is in
bypass position
C. Either rudder bias actuator has an imbalance in bleed air pressure
D. Both A and B
FOR TRAINING PURPOSES ONLY
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CHAPTER 16
AVIONICS
CONTENTS
INTRODUCTION................................................................................................................ 16-1
GENERAL ........................................................................................................................... 16-1
SYSTEM POWER ............................................................................................................... 16-2
STBY FLT DISPLAY Switch ...................................................................................... 16-2
AVIONICS Power Switch............................................................................................. 16-2
AIR DATA SYSTEM............................................................................................................ 16-2
ATTITUDE HEADING REFERENCE SYSTEM (AHRS)................................................. 16-4
STANDBY FLIGHT INSTRUMENTS................................................................................ 16-5
Standby Flight Display.................................................................................................. 16-5
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)............................................... 16-5
Primary Flight Display (PFD)....................................................................................... 16-6
Display Control Panel (DCP)........................................................................................ 16-8
Multifunction Display (MFD) ................................................................................... 16-10
Cursor Control Panel (CCP)....................................................................................... 16-12
FLIGHT GUIDANCE SYSTEM....................................................................................... 16-14
Flight Guidance Computer (FGC) ............................................................................. 16-14
Flight Guidance Panel................................................................................................ 16-15
Autopilot System........................................................................................................ 16-19
SHORT RANGE NAVIGATION....................................................................................... 16-21
LONG RANGE NAVIGATION........................................................................................ 16-21
FMS-3000................................................................................................................... 16-21
INTEGRATED FLIGHT INFORMATION (IFIS)............................................................ 16-41
FOR TRAINING PURPOSES ONLY
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16 AVIONICS
Electronic Charts........................................................................................................ 16-41
Graphic Weather......................................................................................................... 16-43
RADAR ALTIMETER....................................................................................................... 16-43
ANGLE OF ATTACK (AOA)............................................................................................ 16-43
TERRAIN AWARENESS AND WARNING SYSTEMS (TAWS).................................... 16-44
Honeywell MARK V.................................................................................................. 16-44
RUNWAY AWARENESS AND ADVISORY SYSTEM (OPTIONAL)............................ 16-46
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS)........................ 16-46
AIRCRAFT WEATHER RADAR..................................................................................... 16-47
Radar Menu................................................................................................................ 16-47
AUTO/MANUAL OPERATION................................................................................ 16-49
WX-1000E Lightning Detection Stormscope ........................................................... 16-49
AUDIO PANELS............................................................................................................... 16-49
Microphones............................................................................................................... 16-50
LIMITATIONS................................................................................................................... 16-50
EMERGENCY/ABNORMAL........................................................................................... 16-50
QUESTIONS..................................................................................................................... 16-51
16-ii
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ILLUSTRATIONS
Figure
Title
Page
16-1. STBY FLT DISPLAY and AVIONICS Switches................................................... 16-2
16-2.
PFD ADC Fail Flags............................................................................................... 16-3
16-3.
Reversion Switches................................................................................................. 16-3
16-4. Standby Air Data Fail Xs........................................................................................ 16-3
16-5. Pilot AHRS Switches............................................................................................. 16-4
16-6. AHRS Alignment.................................................................................................... 16-4
16-7. AHRS Fail Flags..................................................................................................... 16-4
16-8. Standby Instruments............................................................................................... 16-5
16-9. EFIS System Panels............................................................................................... 16-6
16-10. Primary Flight Display........................................................................................... 16-6
16-11. Display Control Panel............................................................................................. 16-7
16-12. MFD 1 - Start-Up Display...................................................................................... 16-9
16-13. Both MFDs - Avionics and battery on................................................................. 16-10
16-14. Cursor Control Panel........................................................................................... 16-10
16-15. Display Failures................................................................................................... 16-11
16-16. Flight Guidance Panel......................................................................................... 16-14
16-17. FMS-3000............................................................................................................ 16-22
16-18. STATUS Page...................................................................................................... 16-24
16-19. POS INT Page..................................................................................................... 16-24
16-20. FPLN Page.......................................................................................................... 16-25
16-21. DEPART Page..................................................................................................... 16-26
16-22. PERF INIT Page.................................................................................................. 16-26
16-23. ACT LEGS Page.................................................................................................. 16-27
16-24. ARRIVAL Page................................................................................................... 16-27
FOR TRAINING PURPOSES ONLY
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16-25. DEP/ARR INDEX Page...................................................................................... 16-27
16-26. TRANS List......................................................................................................... 16-27
16-27. INDEX Menus (Typical)..................................................................................... 16-28
16-28. Flyover Point........................................................................................................ 16-31
16-29. ACT DIRECT-TO Page....................................................................................... 16-31
16-30. HOLD AT Options.............................................................................................. 16-32
16-31. MOD FPLN HOLD Page.................................................................................... 16-32
16-32. PEGS Page with EXIT HOLD............................................................................ 16-33
16-33. MFD MENU Key Selected................................................................................. 16-33
16-34. VNAV Descents Indications................................................................................ 16-36
16-35. RADIO TUNE Page............................................................................................ 16-40
16-36. FREQUENCY DATA Page................................................................................. 16-41
16-37. Chart Menu.......................................................................................................... 16-42
16-38. AOA Indication................................................................................................... 16-44
16-39. DCP TAWS MENU Button................................................................................. 16-45
16-40. Wx Radar Test..................................................................................................... 16-48
16-41. Audio Panel......................................................................................................... 16-49
iv
FOR TRAINING PURPOSES ONLY
CHAPTER 16
AVIONICS
INTRODUCTION
This chapter provides an overview and basic operation of the avionics systems in the CJ4 aircraft.
It does not provide complete details of every part for each system. The Airplane Flight Manual
(AFM) and manufacturer pilot guides should be consulted for more detailed information. Classroom presentations along with systems integration training (SIT) sessions are used to familiarize
pilots with the systems and allow hands-on application. Each simulator session also permits
hands-on use of the avionics.
GENERAL
The CJ4 aircraft uses the Pro Line 21 as the foundation for aircraft avionics. This includes flight
instruments and guidance, autopilot, communications, and both short- and long-range navigation
sources. This avionics package also includes terrain and traffic avoidance, onboard weather radar,
electronic airport terminal charts, and graphic
NEXRAD weather.
The FAA Flight Standards Board has directed that
holders of U.S. pilot certificates who are flying
under the rules of Part 135 and/or Part 91 Subpart
K be trained and checked on the use of the Flight
Management System (FMS), electronic charts, and
graphic weather systems.
FOR TRAINING PURPOSES ONLY
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SYSTEM POWER
The STBY FLT DISPLAY and AVIONICS power
switches control power input for all avionics (Figure 16-1). The STBY FLT DISPLAY switch controls power to the standby attitude indicator and
the AVIONICS power switch controls power to the
remaining systems. Some systems can be operated
from emergency DC power while others require
normal DC power. Refer to Chapter 2—“Electrical Power Systems” or Section 3, Electrical System
description of the AFM.
STBY FLT DISPLAY SWITCH
The three-position STBY FLT DISPLAY switch is
located on the ELECTRICAL POWER panel (Figure 16-1). With the switch in OFF the instrument
is totally disabled. When the switch is held in the
TEST position, the cyan light to the lower right of
the switch illuminates to indicate proper charge of
the instrument’s dedicated battery. This test may
be done at any time.
When the switch is in the ON position, the amber
light to the upper light illuminates to indicate discharge of the dedicated battery. If the aircraft main
battery or either generator or either alternator is
online, the amber light is out. When fully charged,
the battery provides at least 55 minutes of operation
in the event of total power loss of airplane electrical power. The amber light goes out when normal
DC power is available.
AVIONICS POWER SWITCH
The three-position AVIONICS POWER switch
is located on the ELECTRICAL POWER panel
(Figure 16-1). With the switch in OFF only the
left multifunction display (MFD 1) will be powered if the battery switch is selected to ON. With
the switch in ON power is applied to all avionics
systems.
With this switch in DISPATCH and the battery
switch in OFF, power is supplied to Com 1 radio,
left and right audio panels, FMS CDU 1, the file
server unit (FSU), the database update (DBU)
panel, the left cursor control panel (CCP), and
other items. This permits the pilot to update data-
16-2
Figure 16-1. STBY FLT DISPLAY and AVIONICS Switches
bases, obtain ATIS and clearance, and install a
flight plan into the FMS without a large demand
on the battery. With this switch in DISPATCH and
the battery switch in ON, ADC 2 and DCU channel B are also powered for engine start, and power
is removed from the FSU and DBU panel. In this
condition, battery depletion occurs in approximately 20 minutes.
AIR DATA SYSTEM
The air data system consists of two independent
digital air data computers (ADCs), one standby air
data system, three pitot probes, 6 static ports (3 per
side on the forward fuselage), and two temperature
probes (each engine inlet). The ADCs receive the
pressure and temperature inputs and process data
through the integrated avionics processing system (IAPS) to end users. The IAPS is simply the
storage bin for circuit boards in the right forward
nose section. Data is typically shown as airspeed,
altitude and vertical speed on any display that is
selected to present this data.
ADC 1 requires either normal or emergency DC
power and is normally shown on primary flight
display 1 (PFD 1). ADC 1 is also the supplier of
altitude encoder information for either transponder
under normal conditions. ADC 2 requires normal DC power, is normally shown on PFD 2, and
may provide altitude data for either transponder if
needed. The standby air data system only appears
on the standby flight display and does not connect
to transponders.
ADC 1 can only receive ram air pressure from the
left pitot tube, static air pressure from its two dedi-
FOR TRAINING PURPOSES ONLY
cated static ports (one on each side) and air temperature from the left engine probe. ADC 2 does the
same but from the right side sources. The standby
air data system has its own pitot tube and two static
sources but no temperature input.
If the standby air data system fails, air data may
be removed and/or large red Xs may appear on
the standby indicator in lieu of performance data
(Figure 16-4). There is no reversion capability for
this instrument.
ADC 2 receives ram and static air pressure from the
right pitot tube and two dedicated static ports (one
on each side of the fuselage). ADC 2 processes the
inputs and sends the data to PFD 2.
When an ADC fails, air data on that PFD is
removed and large red flags (IAS, ALT, and V/S)
are displayed. A white boxed XADC flag displays
on the left side of the opposite PFD, near the airspeed tape, indicating loss of comparison. If both
ADCs fail, air data is removed and large red flags
(IAS, ALT, and V/S) are displayed (Figure 16-2).
Figure 16-2. PFD ADC Fail Flags
To receive valid data from the operational ADC, the
faulty side ADC button, on the PILOT or COPILOT REVERSION panels above the displays, is
pushed to place the system in reversion mode (Figure 16-3). A loss of ADC 1 automatically selects
ADC 2 for transponder altitude encoding (does not
change transponders).
With an ADC 1 or 2 failure, it may be necessary
to press the AP XFR button on the flight guidance
panel to transfer flight guidance computer (FGC)
sources. The autopilot may continue to operate.
Refer to the Flight Guidance System section in this
chapter for more information.
PILOT
COPILOT
Figure 16-3. Reversion Switches
If ADC 1 fails, the pressurization system automatically reverts to pneumatic mode. If both ADCs fail,
the standby flight display must be used for altitude
and airspeed.
If airspeed or altitude data does not agree between
ADC 1 and ADC 2, an amber miscompare flag
(amber boxed IAS or ALT) appears on each PFD
at the top of the airspeed or altitude scale. The
standby airspeed or altitude is used to determine
which is valid.
If altimeter settings between PFD 1 and PFD 2
disagree by 30 feet or more, an amber line appears
under the setting on both PFDs, regardless if the
setting is in inches, Hg or hectopascals.
Figure 16-4. Standby Air Data Fail Xs
FOR TRAINING PURPOSES ONLY
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ATTITUDE HEADING
REFERENCE SYSTEM
(AHRS)
Two attitude heading reference systems (AHRS)
provide attitude and heading information. AHRS
1 requires normal or emergency DC power and
normally displays on the PFD 1. AHRS 2 requires
normal DC power and displays on PFD 2. The autopilot require both AHRS to be functional with no
miscompares in attitude in order to operate.
Each pilot has AHRS SLAVE buttons on the
REVERSION panel above the displays (Figure
16-5).
Figure 16-5. Pilot AHRS Switches
Pressing the MAN button switches the system from
normal operation to manual operation. A white DG
annunciation appears just to the right of the heading for that side only. The MAN position allows
the pilot to slew the headings with the L or R buttons if needed.
The AHRS alignment is automatic and takes about
35 to 45 seconds to complete (Figure 16-6). Headings begin at north and rotate (showing left turn)
until north is reached again and then display proper heading. Do not taxi or tow the aircraft during
Figure 16-6. AHRS Alignment
16-4
ground alignment or the alignment stops. Once
the aircraft is stopped, the alignment begins again.
If one AHRS fails, large red flags (ATT and HDG)
replace normal data (Figure 16-7). The autopilot
is inoperative. With a single failure, a white boxed
XAHS flag displays on the left side of the opposite
PFD, indicating loss of comparison. If attitude data
does not agree between AHRS 1 and AHRS 2, an
amber boxed miscompare flag (ROL, PIT, or ATT)
appears in the upper left corner of both PFDs attitude indicators. The standby flight display is used
to determine which is valid.
If heading data does not agree between AHRS 1
and AHRS 2, an amber boxed miscompare flag
(HDG) appears to the left of the heading readout on
both PFDs. Refer to the standby flight display for
valid headings. Ensure both AHRS SLAVE buttons
are not pushed. Flying with one side in manual can
cause heading miscompares. If the MAN button is
pushed, slewing may be required to more closely
align headings. Then deselect the MAN button to
place the system into auto mode. If slewing does
not correct the miscompare, AHRS reversion on
the faulty side is required.
To receive valid attitude and/or heading data (in the
event of a failure or miscompare) from the operational side, the faulty side AHRS button should
be pushed to place that side in reversion mode
(see Figure 16-3). It may be necessary to transfer
the FGC control to the other side. This is done by
pressing the AP XFR button on the flight guidance
panel. The autopilot may continue to function after
a heading fail. Refer to the Flight Guidance System section in this chapter for more information.
Figure 16-7. AHRS Fail Flags
FOR TRAINING PURPOSES ONLY
STANDBY FLIGHT
INSTRUMENTS
The standby flight instrument consists of a standby
flight display and provides raw performance data.
There are no command bars for guidance or navigation information.
STANDBY FLIGHT DISPLAY
The standby flight display shows attitude, airspeed,
altitude, and heading (Figure 16-8). After applying
power, the standby flight display takes about 180
seconds to perform self tests and align. During this
time a failure flag is present along with a countdown of seconds to complete alignment. Air data
displays about 20 seconds after power application.
The knob in the lower right corner adjusts altimeter settings (push for STD) and functions with the
installed menu. A small ambient lighting sensor is
to the left of the M (menu) button.
The standby flight display air data system operates from its dedicated battery for a minimum
of 55 minutes when normal aircraft power is not
available. The airspeed has a red overspeed bar
which appears when approaching limits. Mach
is displayed in the upper left corner when above
approximately 0.4 Mach.
The standby air data system receives ram and static
air pressure from the standby pitot tube (right side
fuselage) and two dedicated static ports (one on
each side of the fuselage).
ELECTRONIC FLIGHT
INSTRUMENT SYSTEM
(EFIS)
The electronic flight instrument system (EFIS) is
a multicolor, flight instrument display and control
system that supplies display and control functions
for the following (Figure 16-9):
• Flight instruments
STD
80
60
1
40
9
• Flight guidance
• Engine instruments
• Navigation
10
10
10
10
1500
13 20
00
1000
N
03
• Communication
• Hazard avoidance
• Crew alerting systems (CAS)
• Weather
• System Information
The primary components of the EFIS are:
M
• PFD 1 and PFD 2
Figure 16-8. Standby Instruments
• Two display control panels (DCP)
• MFD 1 and MFD 2
Pushing the M button accesses the menu, which
only has three options: fast erect, brightness, and
baro type (inches or HPa/MB). Rotate the knob to
the desired option and then push the knob. Make
the desired choice or follow instructions, then push
the knob again.
• Two cursor control panels (CCP)
• Dual channel DCU
• One flight guidance panel (FGP)
• Dual integrated avionics computer
FOR TRAINING PURPOSES ONLY
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T
R
I
M
PFD 1
MFD 1
MFD 2
PFD 2
Figure 16-9. EFIS System Panels
PRIMARY FLIGHT
DISPLAY (PFD)
no changes are made. Mach appears under the airspeed tape when it exceeds 0.4.
Two PFDs show the performance of the aircraft
(attitude, heading, altitude, airspeed, and vertical speed) (Figure 16-10). The displays also show
aircraft position from selected navigation (NAV)
sources (course deviation indicator (CDI) and/or
bearing pointers), time and distance to FMS waypoints, and distance measuring equipment (DME)
information from VOR or LOC sources. Wind
information is displayed using a directional arrow
and speed value when the FMS detects a wind
speed of 7 knots or greater. Other data is presented
at the bottom of the PFD. The following are displayed on the PFDs:
A red overspeed bar appears along the speed scale
and extends upward when nearing limits. The bar
is set at 260 knots if below 8,000 feet MSL. Above
8,000 feet it adjusts to represent the appropriate
overspeed value (VMO or MMO) relative to the altitude of the aircraft.
Attitude—Indicator shows cyan over brown with
pitch marks aligned in the center and bank indices
at the top. The lower portion of the sky pointer is
the slip/skid indicator.
The PFD declutters (removes unnecessary information) automatically if pitch exceeds 30° nose up,
20° nose down, or 65° of bank. Only attitude and
heading are displayed in the declutter mode. As
pitch and/or bank is reduced (5° less than declutter
onset), all normal displays return.
Airspeed—The lowest value that registers on the
ground is 40 knots; below that dashes display. The
higher speeds appear from the top. Current speed
is shown in the window with values. Three seconds
after becoming airborne a speed trend bar extends
from the current speed. The end of this trend bar
is the speed the aircraft will be in 10 seconds, if
16-6
Figure 16-10. Primary Flight Display
FOR TRAINING PURPOSES ONLY
If the speed trend bar extends into the over- speed
bar, the current speed turns amber. If the aircraft
does overspeed, the speed turns red and the overspeed aural alert is heard.
As airspeed is reduced, a low-speed awareness tape
appears from the bottom of the airspeed scale. The
top of the low-speed tape indicates stick shaker
activation (about .8 AOA) which occurs slightly
before stall speed.
Takeoff and landing speed bugs can be manually
placed on the airspeed scale through the REFS
MENU. If below FL180, flap speed placards are
shown on the scale. F15 is for flaps 15o at 200 kts
and F35 is for flaps 35o at 160 kts.
Altitude scale—Displays about ±220 feet either
side of the current altitude. The higher altitudes
appear from the top. The current altitude window
digitally displays every 20 feet of altitude. When
outside of the current altitude window, altitudes
display at 100 feet increments. An altitude preselector bug shows its position relative to current altitude, and the bug value is shown digitally above the
altitude scale. The barometric setting is read just
below the altitude scale. If the baro setting value
is displayed as inches (IN) or hecto-pascals (HPA),
turning the BARO knob on the DCP directly controls the value of that PFD. If the displayed setting is STD (standard), turning the knob allows the
pilot to set the local altimeter in a preset window
just below the standard setting. When the pilot is
ready to use the new preset, the pilot pushes the
BARO knob.
If metric altitude is selected for display on one
PFD, the other PFD also shows metric altitude.
The current altitude readout remains in feet, and a
converted value in meters is shown just above the
altitude in feet. The altitude preselector changes to
meters. Any baro altitude minimum remains in feet.
Vertical speed indicator (VSI)—Displays to the
right of the altimeter. The VSI shows current rates
using a green needle and digital readouts. The readout is at the top of the scale when climbing and at
the bottom when descending. The VSI can also
display a rate required bubble to meet vertical navigation (VNAV) altitude constraints from the FMS.
Navigation—The lower portion of the PFD can
display different formats (styles) depending on
NAV source. Current NAV source and its data are
shown at the upper left of the navigation display.
A preset (standby) NAV source is also available
for selection. The course arrow relates to the NAV
selected. Two bearing pointers to various NAV
sensors (VOR, FMS, and ADF) are also available.
The PFD is normally controlled by buttons and
knobs on the DCP above the PFD (Figure 16-11).
Some PFD functions may be accessed through the
LWR MENU on the same side CCP.
Figure 16-11. Display Control Panel
The DCP activates menus on the PFD to control
what is displayed. For certain functions or displays to work, the active choices are highlighted
in cyan. If the function or display item is white, it
is not engaged or displayed. If it is gray, it can not
be selected.
The PFD main display shows PRESET on the left
side with a standby NAV source inside the cyan
cursor box. This NAV source becomes the current
NAV source if the NAV key on the DCP is pressed.
The old active source becomes the standby source
and appears within the box. The source within the
box can be changed by turning the DATA knob in
the middle of the MENU ADV knob. The other
available sources appear in the box as the knob is
turned. Pushing the DATA knob makes the selected
navigation source active.
All aircraft have two NAV radios. The active NAV
source on a PFD is color coded and usually numbered. PFD 1 typically uses NAV 1 radio and the
FMS. If the source is the onside NAV radio, the
course arrow/CDI color is green. The source (VOR
1 or LOC 1) is determined by the frequency of the
NAV 1 radio. If the source is the onside long range
NAV system, it is magenta (FMS 1). Selecting any
FOR TRAINING PURPOSES ONLY
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offside NAV source would make the data amber
(VOR 2, LOC 2, or FMS 2).
and on the MFD at the left central position just
above the navigation source.
PFD 2 typically uses NAV 2 radio and the second
long range source (if installed). The VOR 2 or LOC
2 would be green, FMS 2 would be magenta, and
any offside source would be amber.
The DCP has the following controls and functions:
Flight director window—Displayed in the top area
of the PFD. Refer to the Flight Guidance System
section in this chapter for more information.
PFD MENU button—Used to access or remove the
PFD MENU. The menu contains all the features of
the quick-access buttons on the DCP except for ET
(elapsed time). The menu is divided into FORMAT
and CONTROLS each with submenus. The FORMAT submenu allows changes to the PFD’s lower
half. The CONTROLS submenu allows changes
to navigation source, map ranges, and other PFD
related items.
Traffic (TFC), aircraft weather radar (WX), and
terrain (TERR) may be displayed, depending upon
the format selected. A full compass rose cannot
show terrain or weather. TFC can show on any of
the PFD formats. Refer to the appropriate sections
in this chapter for more information.
If a PFD symbol generator fails, that PFD goes
blank. The pilot can move the entire PFD picture
onto the adjacent MFD pushing that side’s PFD
button on the REVERSION panel (Figure 16-3).
This causes engine data to compress and display
above each PFD’s attitude indicator. The DCP on
that side continues to function except for the CCP
MENU button. The CCP on that side becomes
nonfunctional.
Each PFD’s intensity is controlled by their respective rheostat knob on the DIMMING panel on the
center pedestal (Figure 3-1).
DISPLAY CONTROL PANEL
(DCP)
Above each PFD is a DCP, which is used to control the information displayed on the PFD (Figure
16-11). Avionics power must be on for the DCP to
function. Each DCP generally controls the corresponding PFD with some exceptions. Any changes
to the PFD MENU CONFIG items on one PFD will
change the other PFD to match. Changing radar
control (STANDBY, AUTOMATIC, MANUAL,
or TEST) affects both PFDs and MFDs. Changing
radar modes (WX, WX + TURB, TURB, or MAP)
affects only the on-side PFD and MFD.
If a DCP cannot communicate with its display
units, an amber boxed DCP annunciation appears
on the PFD to the left of the baro altimeter setting
16-8
NAV (transfer) button—Used to exchange the
active NAV source with the preset NAV source.
ESC (escape) button—Steps one level out of a
selected menu.
ET (elapsed time) button—Starts, stops, and resets
the PFD elapsed time readout.
FRMT (format) button—Selects the next available
PFD display format. When the displays are not
reverted, the format selections are ROSE, ARC,
and PPOS Map.
If the PFD is in a reverted mode (PFD or MFD
reversion selected or using only the emergency DC
bus) pressing the FRMT button toggles the lower
half of the display between ROSE, ARC, PPOS (if
FMS NAV source), SYS 1, SYS 2, and CAS.
TERR/WX (terrain/weather) button—Used to
select or deselect the terrain, weather radar, and
optional lightning overlays on the PFD. Each push
of the button steps to the next available overlay or
to OFF. Both terrain and weather require an ARC
display (plain or PPOS map) in order to display
those overlays; however, both terrain and weather
cannot be displayed on the PFD at the same time.
Pressing the TERR/WX button down longer than
1 second changes the PFD to a plain arc with the
terrain overlay displayed on a 10 nm range. The
maximum range for terrain or weather display is
300 nm. If the prior display was set at 600 nm, it
will reduce to 300 nm automatically when TERR
or WX is selected for display. Refer to the TAWS
FOR TRAINING PURPOSES ONLY
and Aircraft Weather Radar sections of this chapter
for more information.
TFC (traffic) button—Used to select and deselect
the traffic overlay. Pressing the TFC button down
longer than 1 second changes the PFD to the ROSE
format with traffic selected at the present display
range. The maximum range of a ROSE display
with traffic is 50 nm, unless traffic was selected
after the ROSE format was selected. Refer to the
Traffic Alert and Collision Avoidance System section of this chapter for more information.
BARO knob—Used to set the barometric pressure
for the on-side PFD altimeter. The type of pressure (IN for inches; HPA for hecto-pascals) is set
using the PFD MENU and CONFIG option. With
IN or HPA displayed after the pressure value, turning the knob instantly changes the value set. With
IN or HPA displayed, pushing the BARO knob
instantly changes the value to standard – STD now
follows the value of 29.92 or 1013. When STD is
displayed, turning the BARO knob allows setting a
local pressure in a “preset window” under the STD
readout. Pushing the knob would then change the
setting to the local pressure.
RADAR MENU (weather radar) button—Used
to select the RADAR MENU on the PFD (pushon/push-off). It is used to select weather radar
modes, stabilization, gain, and other weather radar
controls.
TAWS MENU button—Used to select the various
TAWS functions.
TILT knob (outer knob)—Used to change the
weather radar tilt angle for that PFD when the
radar is in manual control mode of operation. The
tilt may be changed by quarter of degrees from 15o
up to 15o down.
RANGE knob (inner knob)—Used to set the display range for the on-side MFD and PFD. The pos-
CCP MENU (cursor control panel menu) button—
Allows the DCP to control some of the features on
the MFD. Refer to the CCP section in this chapter.
REFS MENU (references) button—Used to manually set and display the V speed references and altitude minimums associated with takeoff and landing
procedures.
MENU ADV knob (outer knob)—Used to position
the cyan selection box on a menu or submenu. A
menu is a window that shows one or more control
selections. The control selections may be separated
into groups within a menu by way of submenus resident on the parent menu. Alternatively, submenu
links may be provided to select submenus that are
not resident on the parent menu.
Figure 16-12. MFD 1 - Start-Up Display
DATA knob (inner knob)—Used to change the
value highlighted by the cyan selection box between
predefined limits, change the state of a highlighted
item (e.g., on/off), or select or change an item when
turned or pushed.
sible settings are 5, 10, 25, 50, 100, 200, 300, and
600 NM. The 600 NM range is not available when
either a terrain or weather radar overlay is active
on either the PFD or MFD on the same side. The
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allows the pilot(s) to vary displays. The FORMAT
options are:
PPOS (Present position) map—A heading up map
with the aircraft at the center. This format can display the flight plan, terrain, on board radar, and
traffic.
PLAN map—A north up display with the center
at a navigation fix the operator chooses. This format can display the flight plan, as well as graphic
weather.
MFD 1
MFD 2
Figure 16-13. Both MFDs - Avionics and
battery on
PFD and MFD ranges will always be the same
when using the RANGE knob.
GRAPHIC WEATHER (GWX) display—Displays
all of the functions of graphic weather. Zoom levels, METAR and TAF information, and a variety of
weather related items are possible here.
STBY/WXR/ON button – Pushing this button
(same as RANGE knob) toggles the weather radar
between STBY and ON.
MULTIFUNCTION DISPLAY
(MFD)
The left MFD (MFD 1) is powered anytime normal
DC power is available (from battery, generator, or
alternator) (Figure 16-12). With any generator or
alternator online and the battery switch in EMER,
MFD 1 blanks.
With DC and avionics power on, both MFDs display in normal flight configuration (Figure 16-3).
The top of MFD 1 displays engine data in a large
or small format. The top of MFD 2 displays CAS
messages when appropriate. Between the top data
and the lower navigation data is an upper text window that may be shown. Options for this upper
format window are found by using the UPR MENU
button on the applicable CCP. This menu removes
itself after 10 seconds of no action. The MENU
ADV and DATA knobs on the CCP are used to
select sub-menus and functions. Additional choices for the upper format window are made through
the DSPL MENU button on the FMS CDUs.
The lower half of each MFD is controlled by the
LWR MENU and its options. The FORMAT option
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Figure 16-14. Cursor Control Panel
TCAS page—TCAS display – Removes all other
data and shows traffic symbols around the aircraft.
When an MFD fails, the display is blank. The pilot
should push the failed side MFD reversion button
on the reversion panel. This action places engine
data in small format at the top of each PFD. If
MFD 2 fails, the CAS message window reverts to
the top of MFD 1 when the right side MFD reversion button is pressed. When an MFD has failed
or is displaying PFD information, that MFD cannot show charts or graphic weather, and that MFD’s
CCP becomes inactive. Refer to Figure 16-14 for
examples of display failures.
With all displays normal, if no display (PFD or
MFD) is showing a TERR overlay, MFD 2 will
automatically display terrain on a 10 nm range if
the EGPWS activates either a “caution” or “warning” for either an obstacle or terrain.
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Figure 16-15. Display Failures
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Each MFD’s intensity is controlled by their respective rheostat knob on the DIMMING panel on the
center pedestal (Figure 3-1).
With all displays normal, if no display (PFD or
MFD) is showing a TERR overlay, MFD 2 will
automatically display terrain on a 10 nm range if
the EGPWS activates either a “caution” or “warning” for either an obstacle or terrain.
Each MFD’s intensity is controlled by their respective rheostat knob on the DIMMING panel on the
center pedestal (Figure 3-1).
CURSOR CONTROL
PANEL (CCP)
The cursor control panel (CCP) provides MFD
display control through quick access buttons and
menus (Figure 16-15). Each CCP only controls the
MFD above it but can also control the same side
PFD. If the same side MFD is in reversion (showing PFD data), the same side CCP is no longer
functional. If a CCP cannot communicate with its
on-side display units, an amber boxed CCP annunciation appears on the PFD to the left of the baro
altimeter setting and on the MFD at the left central
position just above the navigation source. The CCP
has the following controls:
MENU ADV (advance) knob – Used to position a
cyan cursor box within a menu or submenu. Turning the knob clockwise moves the cursor down;
turning counter-clockwise moves it up.
DATA—Used to change the value highlighted by
the cyan selection box between predefined limits,
change the state of a highlighted item (e.g., on/off),
or select an item from a list.
PUSH SELECT—Selects the item highlighted by
the menu cursor. The PUSH SELECT button is also
used for checklist control.
UPR MENU (upper menu)—Used to access or
remove menu options for the upper format area
of the MFD. The UPR MENU is divided into
FORMAT and CONTROLS submenus. FORMAT has options of OFF, FMS TEXT, CAS, and
CHECKLIST. FMS TEXT is not available unless
the MFD source is FMS and the lower display is
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a map (PPOS or PLAN). The ENGINE option
under CONTROLS resizes the engine data between
large and small views. If the CHART button was
pushed in order to see a chart, the UPR MENU
button may be used to access or remove the main
chart index menu.
LWR MENU (lower menu)—Used to access or
remove menu options for the lower format area of
the MFD. The LWR MENU is divided into FORMAT and CONTROLS submenus based on what
the MFD is currently showing on the lower half of
the screen. The lower half of the MFD can show
navigation data, airport charts, database information, and graphic weather. If the MFD is showing
navigational data, changing the FORMAT will
change the CONTROLS available for that display.
The basic FORMAT options are ROSE, ARC,
PPOS map, PLAN map, GWX (graphic weather),
and TCAS. Based on the format selected certain
overlays (TERR, WX, and TFC) may be available.
If the CHART button was pushed in order to see
a chart, the LWR MENU button may be used to
access or remove the main chart index menu.
CURSR (cursor)—At present this button has no
apparent function.
ENG (engine)—Toggles the EIS format size of the
on-side MFD.
ESC (escape)—Used to back out of a submenu,
clear a parent menu, and to abort a data entry
action.
DATA BASE—Selects and deselects the DATABASE MENU on the MFD. The DATABASE
MENU provides access to the following:
• SUBSCRIPTIONS
• DATABASE EFFECTIVITY
• FILE SERVER CONFIGURATION
• FCS DIAGNOSTICS
• MDC MAINTENANCE
• THROTTLE LEVEL ANGLE
The last three items on this list are not available
in flight.
FOR TRAINING PURPOSES ONLY
NAV DATA (navigation data)—Selects and deselects FMS data text on the MFD. The DSPL MFD
button on the FMS CDU is used to control which
text data will be shown from its menu. The MFD
must be showing text data for the DSPL MFD
menu to present correct options. The last data format selected will show (or be removed) when the
NAV DATA button is pressed.
TERR/WX (terrain/weather)—Each push of the
button steps to the next available overlay or to
OFF. Both terrain and weather require an ARC
display (plain or PPOS map) in order to display
those overlays; however both terrain and weather
cannot be displayed on the MFD at the same time.
Pressing the TERR/WX button down longer than
1 second changes the PFD to a plain arc with the
terrain overlay displayed on a 10 nm range. The
maximum range for terrain or weather display is
300 nm. If the prior display was set at 600 nm, it
will reduce to 300 nm automatically when TERR
is selected for display. Refer to the TAWS and
Aircraft Weather Radar sections of this chapter for
more information.
SYS (system) – Used to display or remove two
pages of aircraft systems synoptic data at the bottom of the MFD. Pressing button toggles to next
option.
TFC (traffic)—Used to select and deselect the
TCAS traffic overlay and the TCAS only format
on the MFD. When a compatible display format
is active, momentary operation of the TFC button
selects the TCAS traffic overlay. When the current MFD format is not compatible with a traffic
overlay or a TCAS traffic advisory is active on
the MFD, operation of the TFC button selects the
TCAS Only format. The TCAS Only format is also
selected when the TFC button is held in for more
than 1 second. The display range is set automatically to 10 NM when the TCAS Only format is
initially selected.
CKLST (checklist)—Used to select and deselect
the Checklist mode in the upper window. When
Checklist is deselected, the upper window shall
return to the previously displayed upper window
display. The checklist is only available on one MFD
at a time.
PASS BRIEF (passenger briefing) – Used to access
and initiate automated briefings (if installed).
CAS PAGE (crew alerting system)—Used to see
more messages if both sides of the CAS window
are full.
MEM (memory)—MEM (memory) buttons – Used
to store and recall pilot choices of MFD upper and
lower formats along with overlays of terrain, weather radar, and traffic. The pilot sets up the MFD as
desired then holds one the MEM buttons down.
In a few seconds the word STORE appears near
the left center position. As the button is released
STORE COMPLETE is shown. If the pilot desires
to see the stored display later, the same MEM button is pressed and released (not held down). Charts
and FMS text displays cannot be stored. Possible
annunciations are:
• STORE – Memory button has been pressed
for more than 3 seconds. Pilot should release
button to complete the action.
• STORE COMPLETE – Current displays
successfully stored.
• STORE FAULT – A fault is detected that
prevents storing the current displays.
• RECALL COMPLETE – Recall of display
was successful.
• RECALL FAULT – A fault is detected that
prevents recall of display.
CHART—Turns electronic charts on and off.
When pushed, the last chart viewed is displayed.
If no chart has been selected since power up, NO
CHART AVAILABLE appears. Push the LWR
MENU key to access the chart menu.
Orientation key—Rotates charts 90° to aid in
viewing.
ZOOM—Charts and graphic weather displays have
different zoom levels to aid in viewing the information. Pushing the end of the key ( + or – ) changes
charts between 1x and 2x zoom levels. If the XM
graphical weather map is displayed, zoom levels of
1x, 4x, and 16x can be selected.
When a specific chart is recalled, the last viewed
orientation and zoom is also recalled for that chart.
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Joystick—Used to view or control E-charts, GWX
(graphical weather), checklist (if installed), and
maintenance functions. The joystick functions as
follows depending on display shown:
• Charts – Moving the joystick up, down, left
or right repositions the view of the chart.
• GWX – Moving the joystick up, down, left
or right repositions the view of the graphic
weather map.
• Checklist – Moving the joystick up or down
checks off an item or moves on a menu.
Moving left or right selects prior or next
checklist.
• Maintenance – Moving the joystick is used
for maintenance page control.
FLIGHT GUIDANCE
SYSTEM
The flight guidance system consists of two AHRSs,
two ADCs, two flight guidance computers (FGCs),
the flight guidance panel (FGP)(Figure 16-16), the
autopilot with yaw damper, and switches on each
control yoke and each throttle. The two FGCs work
independently but at the same time, and generally
only one is controlling the command bars. Only
one FGC can control the autopilot at any given
time. The system uses lateral and vertical inputs
from the pilot, a nav radio, or the FMS to maintain
desired direction and altitude.
The system powers up with the left seat pilot initially in control of the autopilot and command
bars. The left seat pilot would normally have NAV
1 radio for navigation; the right seat pilot NAV
2 radio. If only one FMS is installed, both sides
have access to that nav sensor. If two FMSs are
installed, the left side normally has FMS 1 and the
right side FMS 2.
The top of each PFD contains a flight director window which tells the pilot(s) what is happening now
(active modes) and what may happen in the future
(armed modes). At power up the window is blank.
When a flight guidance mode is selected, an arrow
(or two) appears in the window. A solid arrow
points to the side that controls the command bars
(if displayed) and the autopilot (if engaged). A thin
arrow (if displayed) points the opposite direction
for monitoring capabilities. When two arrows are
present, each FGC has control of its own command
bars. Dual arrows only occur when a go-around
(GA) button is pushed with no other mode active,
or when an ILS glideslope is actively being tracked
with both PFDs on the same localizer frequency.
Pushing a GA (go-around) button on either throttle
while on the ground positions the command bars
in a takeoff position (10o pitch up). Each FGC
controls its command bars while in takeoff (TO)
mode, but the left side would normally control the
autopilot (solid arrow). When another command
mode is chosen, the thin arrow is removed – both
command bars are being controlled from the left
side. The same would occur if airborne, but the
annunciation would be GA and the bars would be
at 7o pitch.
FLIGHT GUIDANCE
COMPUTER (FGC)
The FGC takes mode selections and navigation
information to command the flight director to arm,
capture, and track lateral and vertical guidance. If
the autopilot is on, the FGC drives the pitch and
roll servos.
The pilot directs the FGC through selection of lateral and vertical modes on the flight guidance panel
(FGP) (Figure 16-16). The autopilot requires both
FGCs to be operational in order to function.
Figure 16-16. Flight Guidance Panel
16-14
FOR TRAINING PURPOSES ONLY
A red boxed FD displays when the controlling flight
director cannot function. Swapping FGCs (using
the AP XFR button) may regain the flight director
and command bars; however, the autopilot would
not operate with an FGC failed. If flying an ILS
approach with only one FGC, the side with the
failed FGC loses command bars when GS becomes
active, even though the autopilot transfer has been
moved to the operative side.
FLIGHT GUIDANCE PANEL
The flight guidance panel (FGP) under the
glareshield allows the pilot(s) to select manual or
autopilot guidance for lateral and/or vertical aircraft control (Figure 16-16). The FGP has the following controls:
FD (flight director) buttons – Used to display or
remove command bars on the attitude indicator. If
the bars are in view, pressing the FD button on the
side that has FGC control (solid arrow) removes
the bars from both PFDs. If the bars are not in
view, pressing the FD button on the side that has
FGC control (solid arrow) displays the bars on
both PFDs. The side that has the thin arrow can
only control the bars on that PFD. Deselecting the
command bars does not disengage the autopilot,
and any active and armed modes continue to show
and function.
If the autopilot is turned on while the controlling flight director is off, command bars appear
and operate in basic roll and pitch modes. If the
autopilot is turned on while flight director modes
are active, the command bars move to the aircraft symbol, and then the autopilot attempts to fly
the selected modes. This may cause small excursions away from desired course. Always display
command bars and have the aircraft symbol near
the bars before engaging the autopilot in order to
reduce excursions.
CRS1 / CRS2 knobs – The independent course
knobs only function when the corresponding PFD
active navigation source is VOR or LOC. The knob
has no function if the nav source is FMS. Turning
the knob sets the course value on the PFD. With a
valid VOR signal received, pushing the knob centers the CDI with a TO indication.
VS button—Turns the vertical speed mode on
or off; it is never armed. This mode uses a commanded rate of climb or descent, which is read at
the top of the flight director window. A small cyan
arrow appears inside the VSI and matches the
commanded rate. The current rate of movement
is read within the top or bottom of the VSI. The
commanded rate is adjusted by using either the AP
pitch wheel or the AP SYNC button. The AP pitch
wheel changes rate by 100 fpm with each click if
the wheel is moved slowly. If the wheel is rapidly
moved, a large rate change will occur. When either
AP SYNC button is released, the current rate is
selected. Both methods are active at the same time.
VNAV button—Pressing the button turns the
VNAV function on or off – VNAV is never armed.
The active NAV source must be either a FMS or
LOC. For allowed FMS approaches, VNAV can
guide the aircraft to cross a runway threshold at
50 feet. VNAV can function on localizer based
approaches to the last altitude displayed in the
flight plan. VNAV cannot function after GS capture. Based on other vertical mode selections, the
letter V preceding the active vertical mode is an
indication that VNAV is on. Altitude changes using
VNAV may be done using any vertical mode from
the FGP or a path angle from the FMS to an FMS
altitude (seen above the vertical speed scale) or to
a preset altitude (seen above the altimeter). VNAV
climbs can only be done in PTCH, FLC, or VS
modes. VNAV descents may be done in the same
modes or by using PATH or GP (angles). More
details on VNAV are in the FMS section of this
chapter.
FLC (flight level change) button—Activates the
current speed as a command (IAS or Mach) for
climbs or descents. The altitude preselector (altitude value) must be set above or below the current
aircraft altitude. Sufficient thrust must be applied
for climbs, otherwise the aircraft stays level. A
large thrust increase near max airspeed may cause
an overspeed. If no thrust reduction is made for
descents, the aircraft remains in level flight. The
system automatically uses IAS below about 27,800
feet and Mach when above. If FLC is active, pressing the button changes to the other criteria (IAS or
Mach). A third push removes FLC and results in
PTCH mode.
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The value selected is displayed to the right side
of the FGC arrow in the flight director window,
over the airspeed tape, and next to a bug on the
airspeed tape. This value can be changed by using
the SPEED knob under FLC on the flight guidance
panel, the AP SYNC button (hold depressed until
reaching desired speed), or using the FMS (discussed later). Only the FMS can arm FLC mode.
SPEED knob—Allows the pilot to select a different speed while in FLC mode. Pushing this knob
changes FLC mode between indicated airspeed
and Mach.
NAV button—Pushing the NAV button causes the
following:
• Arms the active NAV source for capture
(ROLL or HDG mode still active).
• Activates the source for tracking if close
enough to quickly capture the guidance signal (prior mode is deselected).
• Deactivates the NAV, APPR, or B/C mode
(if selected prior).
VOR or LOC shows in the flight director window
if the active NAV source is short range NAV radio.
LNV shows if the active source is long range sensor. The number following the source is either 1
or 2.
NAV, B/C, and APPR modes cannot be active or
armed at the same time. Pushing one deselects the
other. If flying a localizer approach without glideslope, the NAV button should be used after the NAV
source is LOC to ensure any available GS signal
is not captured.
1/2 BANK button—Activates or deactivates a maximum commanded bank angle of 15°. A small
white arc appears at the top of the attitude indicator showing that bank limiting is active. Certain
lateral modes prevent 1/2 BANK operation. This
mode automatically activates climbing through and
deactivates descending through 26,515 feet.
HDG button—Activates the flight director to follow the heading bug.
HDG Knob—Sets the cyan heading bug on all
PFDs and the MFDs. Pushing the knob syncs the
16-16
bug to present aircraft heading. Holding the knob
down does not keep the bug on the aircraft nose.
The aircraft FGC (with or without autopilot) follows the heading bug past the tail of the aircraft
(greater than 180° of turn) if HDG is the active
flight director mode before moving the bug past
the tail. If HDG is selected after moving the bug
past the tail, the command bars takes the shortest
direction.
If the PFD is in an arc or map display, the heading
bug disappears off the sides. A dashed cyan line
extends from the aircraft symbol to the location
of the bug. This cyan line is not shown on a rose
display.
APPR button—Pushing the APPR button causes
the following:
• Arms the active NAV source for capture
(current lateral mode still active)
• Activates the source for tracking if close
enough to quickly capture the guidance signal (the prior mode is deselected)
• Deactivates the APPR, NAV, or B/C mode
(if selected prior)
The APPR VORx or APPR LOCx show in the flight
director window if the active NAV source is short
range NAV radio. The APPR LNVx shows if the
active source is long range sensor. The number following the source is either 1 or 2.
The APPR button is used to arm localizer and
glideslope capture whether using LOC or FMS as
the active NAV source and to arm FMS vertical
glidepath (GP) capture (assuming VNAV is on)
when flying a GPS approach to a DA (decision
altitude).
If flying a VOR approach using VOR as the active
navigation source, certain AFM limitations apply.
• Do not use the NAV mode of the flight director – use APPR or HDG. APPR mode with
a VOR frequency has greater tracking accuracies than the NAV mode. This applies to
flight director only and autopilot coupled
operations.
FOR TRAINING PURPOSES ONLY
• Autopilot coupled operation with APPR
mode is prohibited during any portion of
the approach when the VOR is greater than
15 nm behind the aircraft – radials become
wider. Either use APPR without the autopilot or use HDG mode with or without the
autopilot.
• VOR approaches conducted without DME
must be intercepted greater than 6 nm from
the VOR.
B/C button—Pushing the B/C button causes the
following:
• Arms the active localizer source for back
course capture (current lateral mode still
active)
• Activates the localizer source for back
course tracking if close enough to quickly
capture the guidance signal (the prior mode
is deselected)
AP SYNC is pressed and released during ALTS
CAP, a new altitude value is used for tracking.
ALT knob—Presets a target altitude (seen on both
PFDs above the altimeter) for capture. Each click
of the knob changes altitude 100 feet if turned
slowly. Rapid turning of the knob yields larger
changes. With a BARO minimum set on the controlling PFD, that minimum value can be set using
this knob to stop the aircraft at an MDA.
Preset altitudes normally display in cyan. When
passing ±1,000 feet of the altitude set (regardless
of getting closer to or further from the value set), an
aural alert is heard. Once tracking that altitude, the
single alert sounds if the aircraft deviates more than
200 feet. The preset altitude flashes amber until the
aircraft is returned to within 200 feet. Press the
knob to cancel the flashing amber altitude.
APPR BCx shows; the number following the source
is either NAV 1 or 2.
YD (yaw damp) button – Each push turns the
yaw damper on or off. Yaw damp is automatically
engaged when the autopilot is engaged. Pressing
the YD button with the autopilot engaged will disengage the autopilot. A green YD is shown above
the flight guidance arrow when only the yaw damp
is on.
Pressing APPR or NAV buttons deactivates the
back course but arms or activates the front course
tracking, causing the aircraft to turn the wrong
direction. If flying a back course approach, only
push the B/C button when appropriate.
AP XFR (autopilot transfer) button – Each push
transfers flight guidance from one side to the other.
Any active and armed modes are eliminated in the
flight director window, and desired modes must
be reselected.
ALT button—Turns altitude tracking mode on at
the current altitude or it turns the mode off. Normally altitude tracking is done automatically after
capturing an altitude from either the altitude preselector or the FMS altitude constraint. There is
no altitude arming mode button. The arming for
capture is automatic.
AP (autopilot) button – A push will engage both
the autopilot and yaw damp or disengage the autopilot only. If no command bars are present when
the autopilot is turned on, they will appear, and
flight guidance will be in ROLL and PTCH modes.
• Deactivates the APPR, NAV, or B/C mode
(if selected prior)
Altitude tracking is deactivated when another vertical mode is active, either by automation or pilot
action. If the altitude preselector is still set for the
current altitude, it may recapture and track that
altitude again.
If ALT is active and the aircraft is maneuvered
away from that altitude and the AP SYNC button
is pressed and released, a new altitude value is used
for tracking (not the altitude preselector value). If
YD/AP DISC (disconnect) bar – Disconnects both
yaw damp and autopilot when pushed down. Bar
stays in down position until pushed up by pilot.
Lateral Modes
All lateral modes are seen to the left of the FGC
arrow within the flight director window.
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Roll Mode
ROLL is the active mode when the flight director is on and no other lateral mode active. If a
NAV, APPR, or B/C modes is active and either
the navigation source is changed (type of source
or frequency) or the autopilot is transferred to the
opposite side, the ROLL mode results. If the GA
button was used, the mode displays as either TO
or GA, but is in reality the ROLL mode. ROLL
can only be active; never armed. There are two
submodes of ROLL: heading hold and bank hold.
Roll heading hold results when the bank angle is
5o or less and one of the following occurs:
• Aircraft becomes airborne in TO mode
• Active lateral mode is deselected
• GA button pushed while airborne
• AP XFR is pushed
line of the flight director window and the prior
vertical mode is removed. Any reselection of a
vertical mode cancels the capture, causing the system to recalculate and try again. A change in the
altitude preselector causes PTCH to become the
active mode unless VNAV is active with an altitude
constraint present. Pressing and releasing the AP
SYNC button during ALTS CAP commands a vertical value other than that in the altitude preselector.
If the current aircraft speed is MMO + 0.015 Mach
or VMO + 5 kts, and the system is not in altitude track or capture, FLC OSPD automatically
engages and the pitch increases to slow the aircraft. FLC OSPD prevents the flight director from
being turned off or vertical modes changed. FLC
becomes the current mode of operation at current
speed once the overspeed condition is removed.
Pitch Mode
• AP SYNC is pressed and release while airborne in TO or GA mode
PTCH is the active mode when the flight director
is on and no other vertical mode active. If the GA
button was used, the mode displays as either TO
or GA, but is in reality the pitch mode. PTCH can
be active or armed. Pitch angles may be adjusted
by using the AP pitch wheel or the AP SYNC button. The attitude indicator is the only measure of
pitch angle.
• Active lateral mode is deselected
Emergency Descent Mode (EDM)
• AP XFR is pushed
The controlling FGC activates an emergency
descent mode (EDM) under the conditions listed
below. A red EDM shows in the flight director
window and cannot be removed until the autopilot
is disengaged. The aircraft flies current heading,
resets the altitude preset value to 15,000 feet, and
attempts to descend slightly slower than MMO/
VMO. To expedite descent in EDM the pilot must
put the throttles to IDLE and extend the speed
brakes.
• AP is disengaged while both flight directors
are off
Roll bank hold results when the bank angle is more
than 5o and one of the following occurs:
• AP is disengaged while both flight directors
are off
Vertical Modes
All vertical modes and associated values are seen
to the right side of the FGC arrow within the flight
director window. FLC cues are also seen above and
on the airspeed tape. VS cues are also seen within
the vertical speed indicator. There are several ways
to make the aircraft climb or descend toward an
altitude. Any motion toward the preselected altitude (altitude value) or an FMS flight plan altitude
(seen above the vertical speed tape) arms altitude
capture. This armed mode is seen on the right side
of the flight director window as ALTS (for the altitude selector) or ALTV (for the VNAV altitude).
When the system starts to capture that altitude,
ALTS CAP, or ALTV CAP flashes on the active
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EDM is automatically activated when all the following exist:
• Autopilot is engaged
• Approach mode is not active
• Aircraft altitude is greater than 30,000 feet
• Red CABIN ALTITUDE message is
displayed
FOR TRAINING PURPOSES ONLY
AUTOPILOT SYSTEM
The autopilot system maneuvers the aircraft
through control surface movements in response to
FGC commands activated automatically or through
pilot input. The system consists of controls on the
FGP, controls on each control yoke and each throttle, a rudder yaw damper, electric servos for moving ailerons and elevators, and pitch trim inputs to
relieve elevator forces. In order to function properly, the autopilot system needs two fully operational AHRSs with no attitude miscompares, two
fully operational FGCs, and two fully operational
ADCs. Single-pilot aircraft operation requires a
fully operational autopilot system.
Yaw Damper
The yaw damper reduces dutch roll tendencies
and aids turn coordination. When engaged, the
yaw damper reduces rudder inputs by the pilot;
therefore, the yaw damper must be off anytime
the aircraft is on the ground. The maximum flight
altitude without yaw damper engaged is FL240.
The yaw damper requires two functioning AHRSs
in order to work.
To engage only the yaw damp, push the YD button
on the FGP (Figure 16-16). A green YD indication
is seen above the FGC arrow in the flight director
window at the top of each PFD. If the rudder is
displaced prior to engagement, the pilot will feel
the yaw damper reduce pedal displacement. Rudder trim may be adjusted with the yaw damper
engaged. Pressing the AP button on the FGP also
engages the yaw damper, but the green YD will
not be seen.
An amber YD in the flight director window indicates an abnormal automatic disengagement (no
aural alert). Pressing the red AP/TRIM DISC button on either yoke removes the amber YD indication. Abnormal disengagements may be caused
by events such as stick shaker activation or loss
on one AHRS.
Autopilot
Pushing the AP button on the FGP engages the
autopilot (yaw damper also engages). A green
AP indication is seen above the FGC arrow in the
flight director window at the top of each PFD. The
aircraft now responds to inputs through the flight
guidance system from the PFD displaying the solid
FGC arrow. The minimum altitudes (feet AGL) for
autopilot use are:
• Engagement after takeoff/go-around – 300
• Cruise – 1000
• ILS/LPV approaches (flaps 0o-35o) – 200
• Non-precision approaches – 200
Autopilot disconnect by a pilot is done by one of
the actions listed below. This results in removal
of the AP indication from the PFD and a repeating
aural alert “autopilot”. Some of the actions below
will also disconnect the yaw damper. The pilot
cancels the aural alert by doing one of the first four
actions listed below.
• Press the red AP TRIM DISC button on
either yoke (AP and YD off)
• Activate electric pitch trim on either yoke
(YD remains on)
Yaw damper disengagement may occur through
manual action. Normal disengagement removes
the YD indication. To manually disengage the yaw
damper perform one of the following actions:
• Push either throttle GA button (YD remains
on)
• Press the red AP TRIM DISC button on
either control yoke
• Press the YD button on the FGP (AP and YD
off)
• Press the YD button on the FGP
• Move the YD/AP DISC bar down (AP and
YD off)
• Lower the YD/AP DISC bar on the FGP
• Press the AP button on the FGP (autopilot
reengages)
FOR TRAINING PURPOSES ONLY
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Abnormal disconnects result from one of the causes
listed below. These change the AP indication to
amber, and a repeating aural alert “autopilot” is
heard. Some of the causes will also disconnect
the yaw damper. The pilot cancels the aural alert
by doing one of the first four actions listed above.
• Stick shaker activation
• Yaw damp or autopilot failure
• AHRS failure or miscompare of attitude
• Loss of normal and backup DC power (no
aural alert)
• Excessive attitudes (>25o deg nose up; >15o
nose down; >65o bank)
• FGC failure
Overriding the autopilot in pitch does not cancel
the autopilot or its automatic trim and will result
in trim changes to overcome pilot force. Releasing
the force would then lead to large pitch oscillations.
Do not attempt to override the autopilot in pitch.
Trim
If the autopilot experiences an elevator out-of-trim
condition, the amber RETRIM NOSE UP or NOSE
DOWN CAS message appears, a chime sounds,
and the MASTER CAUTION switchlights illuminate. This may occur with large power and configuration changes along with pitch changes. If
the autopilot can relieve the pressure, the message
and MASTER CAUTION lights extinguish. If the
message remains, refer to the appropriate procedure in the approved checklist.
If the autopilot pitch trim fails, the amber AP
PITCH TRIM FAIL CAS message appears, a chime
sounds, and the MASTER CAUTION switchlights
illuminate. Refer to the appropriate procedure in
the approved checklist. The use of secondary pitch
trim will not disconnect the autopilot, and use of
the autopilot is prohibited if primary elevator trim
is inoperative.
If the autopilot experiences an aileron out-oftrim condition, the amber RETRIM L WING or
R WING DOWN CAS message appears, a chime
sounds, and the MASTER CAUTION switchlights illuminate. This may occur with manual
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aileron trim changes or a growing fuel imbalance.
Refer to the appropriate procedure in the approved
checklist.
All trim positions may be seen on appropriate
displays. The need for rudder trim is also shown
as a displacement of the slip/skid indicator at the
bottom of the sky pointer located at the top of the
attitude indicator. If the indicator is left of neutral,
left rudder or left rudder trim is needed.
AP XFR button – Used to transfer autopilot commands from the left FGC (normal at power up) to
the right or back. Transfer changes the direction of
the solid FGC arrow and removes all prior active/
armed FD modes, resulting in ROLL and PTCH
modes being active. ALT may become active if
capture occurs. This button does not turn the autopilot off.
Pitch wheel – Changes commanded values for pitch
(PTCH) and vertical speed (VS). For VS each click
of the wheel is 100 fpm. A large movement of the
wheel would create a large rate change.
AP SYNC button (outside handle of each yoke) –
Provides a momentary interruption of autopilot (if
on) and flight guidance while it is held, allowing the
pilot to change parameters. A white SYNC annunciation is seen above each airspeed scale while
the button is held down. At release the autopilot
(if on) reengages with new command values for
ALT, VS, FLC, PTCH and/or ROLL angle. Pilots
must be careful if using this button during climbs
or descents. If depressed after ALTS CAP is displayed in the flight director window, a new tracking
altitude will be followed.
The autopilot is automatically tested internally
when avionics power is applied. This is all that is
required per the AFM; however, this does not test
the aileron and elevator servos. A functioning autopilot is required for single-pilot operation and anytime the autopilot is intended to be used. Engaging
heading and turning the HDG knob verifies aileron
servo function (yoke shows movement). Moving
the pitch wheel up and down verifies elevator servo
function (yoke shows movement).
FOR TRAINING PURPOSES ONLY
SHORT RANGE
NAVIGATION
Short range navigation is accomplished by using
NAV 1 or NAV 2 radio, or the ADF receiver. VOR
position can be monitored by using the CDI or
bearing pointers. LOC position can only be monitored by using the CDI. ADF position can only be
monitored by using the bearing pointers. The PFD
displays VOR or LOC, based on the frequency of
the selected radio.
If a VOR or LOC has DME capability and is the
current navigation source of the PFD or MFD, the
DME identifier and distance is shown within the
navigation data window. If the navigation source
is FMS, DME is not shown in the data window. If
bearing pointers are displayed, the lower left data
field of the PFD/MFD shows the bearing pointer
source, distance (if VOR) and identifier provided
the bearing pointer menu is not displayed.
The aircraft may have one or two DME receivers
installed. Each DME receiver has three channels.
For a single DME receiver installation channel 1
is tied to NAV 1, channel 2 is tied to NAV 2, and
channel 3 is tied to FMS. For a dual-receiver installation channel 1 of each receiver is tied to NAV 1
and NAV 2 respectively. Channels 2 and 3 of each
dual-receiver are used by the FMS.
The ADF receivers are optional equipment on the
CJ4. An ADF receiver is required if intending to
use the FMS to fly NDB approaches that do not
specify “or GPS” in the approach title.
Tuning and control of communication, navigation,
ADF, and transponders (ATC) are done through the
TUNE pages of the FMS CDU – press the TUN
key to access. COM, NAV, and ADF radios may be
tuned directly from a scratch pad entry or by use of
presets. The PRESET feature lets the pilot set up
to 20 frequencies for each installed radio. COM
and NAV frequencies cannot be copied and pasted
from one side of the TUNE page to the other. See
Frequency Management later in this chapter.
The radios are tuned in several different ways.
COM, NAV, and ADF radios can be tuned directly
with the scratch pad entry method or by selection
of a preset frequency. Communication frequencies
are differentiated by three digits after the decimal
point to accommodate 8.33 MHz tuning (optional).
NAV receivers can be tuned through entry of the
stations frequency (either manually or through preset channels), or through entry of the stations three
letter identifier. Frequencies cannot be copied and
pasted between NAV radios. NAV receivers can
also be set to be automatically tuned by the FMS
as described above. ADF receivers must be tuned
directly with the applicable frequency.
The PRESETS feature lets the operator set up to
20 preset frequencies for each installed radio. The
CONTROL page for each radio supplies access to
the PRESETS channels for that radio.
LONG RANGE
NAVIGATION
The Collins FMS-3000 can provide long-range,
terminal and approach navigation using GPS (with
or without SBAS), DME/ DME, or VOR-DME
inputs. The system can also perform departure
and arrival procedures and instrument approaches
as specified by the AFM Supplement. It has the
capability to perform a large number of other flight
operation functions. The basic installation is a single FMS with two CDUs. A second FMS may be
installed. Dual FMS installations (two GPS sensors) are required for certain operations – see AFM
Supplement. SBAS is discussed later.
FMS-3000
The system is used to tune all installed COM, NAV,
HF and ADF radios, change transponder codes, and
control TCAS operations. The FMS can also look
up takeoff and landing data when that database is
installed.
The pilot uses the CDUs under the MFDs to interface with the FMC, which is in the IAPS card
cage in the right nose area. The AVIONICS switch
serves as the on/off control and normal DC power
must be available.
The FMS navigation database updates may be
received via CD or internet download and are
FOR TRAINING PURPOSES ONLY
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installed in the FMS via USB drive. Refer to applicable AFM Supplement and Operator’s Guide for
more information.
Control Display Unit (CDU)
The CJ4 has two CDUs. This allows control of
two FMS units or two different page displays for a
single FMS. The CDU is normally read like a book
(left to right and down the page). The title of the
page is at the top with page numbers, if needed.
Some pages are menu lists.
The scratch pad (area between two cyan brackets at
bottom of display) is used to enter or transfer data.
When data is placed in the scratch pad, it remains
there until the pilot moves it to another position or
clears it. The aircraft does not automatically place
any data into the scratch pad.
Controls
The 12 line select keys (6 each side of display) are
used for various purposes. There may be a prompt
(< or >) next to an item. The keys can:
• Move data from the display to the scratch
pad
• Move data from the scratch pad to the
display
• Select an item, function, or menu
Function Keys
The labeled keys below the display allow the pilot
Font size differentiates the source of some data.
Computer derived data is usually small size and
pilot entered data is usually large size. The difference may be imperceptible.
Various colors are used to identify information on
the CDU:
• Amber—Something is not quite right and
should be corrected, if needed
• White—Used for primary information,
flight plans, data for waypoints, and modified flight plans
• Cyan—The FROM waypoint (origin of current active leg) and all data on a second flight
plan
• Magenta—The TO waypoint (at the end of
current active leg)
• Green—Used for angle, airspeed and altitude data, and active selection of menu
options
Boxes (
) indicate data must normally be
entered at that position to complete a function. If
a particular function is not needed, the boxes may
be left empty. Dashes (– – –) indicate data may be
entered at that position.
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Figure 16-17. FMS-3000
to program and control information
and have the following functions
(Figure 16-17):
MSG key—Used to acknowledge a
message (shown at bottom of display) and select
the MESSAGE page. A second push returns to the
previous displayed page. Messages are inhibited for
2 minutes after takeoff to reduce distractions. The
MSG displays under the airspeed tape when a message is present. Messages are only white or amber.
FOR TRAINING PURPOSES ONLY
DIR key—Permits direct-to commands to lateral waypoints, direct-to
commands for descents to vertical
waypoints, and direct-to commands
to a selected nearest airport.
IDX key—Provides access to numerous functions of the FMS. Commonly called the “I don’t know” button.
TUN key – Allows access to tune
and control any installed radio, transponder, and TCAS. Also allows the
FMS to auto tune VORs for position
updating if needed.
FPLN key—Goes to the first page
of the active flight plan. This page is
used to establish the mission statement (origin, and destination airports) so that other data (charts and
departure/approach procedures) is sorted. This
page is used to build a flight plan consisting of waypoints (navaids or intersections). It is the only page
where airways or an offset track may be entered.
LEGS key—Goes to the first page of
the active legs page. The legs pages
show the list of waypoints that make
up the flight plan. It shows both lateral and performance (angle, speed,
altitude) data. Waypoints including airports can
be directly added to the route. The legs page does
not show airports unless they have been entered
as waypoints.
DEP ARR key—Allows quick access
to departure runways and procedures
when on the ground. Just after takeoff it provides quick access to origin
airport approaches and arrivals, if
needed for immediate returns. Pushing this key a
second time displays the DEP/ARR INDEX that
allows access to either departure or arrival procedures for both the origin and destination airports.
If this key is pushed after 50 NM from the origin, it shows the arrival airport approaches and
procedures.
PERF key—Accesses a menu of
performance related functions.
Menu items are explained later in
this chapter.
DSPL MENU key—Selects or deselects menus for desired information
on the left or right PFD or MFD. If
the highlighted display is a map, the
menu is map related. If the MFD is
text, the menu shows text options which can only
be placed on MFDs. These menu items are not
stored after power is removed.
MFD ADV key—Allows the pilot
to turn pages on the MFD if it is
displaying text information. If
the MFD is a plan map, it allows
the pilot to recenter the map on a
particular waypoint. A second push of the key turns
the function off.
MFD DATA key—Allows the pilot
to change the MFD between map
and text displays. If the DISPLAY
MENU is also being shown on the
CDU, the menu changes to agree
with the MFD.
EXEC key—Allows the pilot to execute or save changes to a modified
lateral, vertical or performance flight
plan. Modifications are displayed but
not active until this button is pushed.
Changes can be accumulated then executed. Canceling any modification removes all changes up to
the last execute.
PREV key—Allows the pilot to
move backwards if multiple CDU
pages exist. If the displayed page
is ACTIVE DIRECT-TO, this key
allows the pilot to look back 15
waypoints.
NEXT key—Allows the pilot to
move forwards if multiple CDU
pages exist.
FOR TRAINING PURPOSES ONLY
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CLR DEL key—Allows the pilot
to clear data from the scratch pad.
A single press and release removes
one character. Pressing and holding clears the entire scratch pad. If
the scratch pad is clear, pressing this key places a
DELETE command into the scratch pad. Pressing
one of the line select keys would then either remove
the item on the line or change it to a memorized
default or sensed value. Deleting an item may or
may not require the EXEC button to be pressed.
can only be done while on the ground. It does not
change automatically. Changing databases deletes
any active flight plan installed. When an engine
and performance database is installed, the second
page shows that information. The bottom right key
of either page shows a POS INIT prompt.
To clear the DELETE command, press CLR DEL
key one time. If the delete action is not allowed,
INVALID DELETE appears in the scratch pad for
1.5 seconds.
Basic Operations
Pretakeoff
There is no absolute, one-way method for completing preflight operations. Situations can be different as well as databases and available software. If
planning to use the FMS, the pilot would normally:
1. Check the NAV database status
2. Tell the FMS where it is
3. Tell the FMS the origin and destination airports
4. Tell the FMS how you want to get there (DP,
airways, waypoints, etc)
Figure 16-18. STATUS Page
POS INIT (position initialization)
Pages
POS INIT page is used to tell the FMS where to
start (Figure 16-19). The FMS does not automatically determine its position; the pilot must do it. A
prompt for this page can be found on the INDEX
menu (left side) or the lower right corner of the
STATUS page.
5. Tell the FMS weights and cruise altitude
6. Obtain takeoff performance (speeds and distance) when proper database installed.
STATUS Pages
The STATUS page is the first page to appear when
applying avionics power, provided power was off
longer than 2 minutes (Figure 16-18). It shows the
type of database installed, database dates, time/date
from the GPS, and the program software installed.
If nothing is amber, nothing is wrong. If the active
database date is amber, it is too old or too new. To
fix this, press the key next to SEC DATABASE
(assuming the date is correct) to copy the date to the
scratch pad, then press the key next to the ACTIVE
DATABASE to paste the date to this line. This
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Figure 16-19. POS INT Page
The top line (FMS POS) shows the position where
the FMS was powered down. The AIRPORT line
shows the last destination and its center point (normally the ORIGIN for the new flight). When GPS
FOR TRAINING PURPOSES ONLY
acquires sufficient data (about 30–45 seconds from
avionics power on), the SET POS TO GNSS line
fills with the aircraft current lat/long position.
Pushing the line key next to this data transfers it
into the boxes SET POS. Normally this is a onepush operation.
The pilot may elect to copy the old FMS POS (top
left key) to the scratch pad and paste it into the
boxes SET POS.
If the old FMS POS and the new position disagree
by more than 40 nm, an amber RESET INITIAL
POS message appears on the CDU. If an error was
made, fix it. If the new position is correct, simply
repeat the steps. After about 6 seconds the old FMS
POS line changes to show the new location. The
bottom right key is a shortcut to FPLN.
FPLN (flight plan) Page
The origin airport on the ACT FPLN page is normally prefilled as the last destination airport (Figure 16-20). If not present, type the airport identifier
(must use ICAO format) into the scratch pad and
paste it under ORIGIN. Any change of the origin
deletes all existing waypoints. Changing the origin
can only be done on the ground.
approaches to include transitions. But it is not a
flight plan because there are no waypoints.
If an alternate airport is needed, it can be entered
on the ALTN line. This adds extra pages under both
the ACT FPLN and LEGS pages for completing
the desired routing to that alternate. This does not
define departure or arrival procedures, but adds that
airport to airport COM frequencies, chart menu,
and graphic weather. Having an alternate airport
designated provides an alert annunciation if fuel is
not sufficient to reach that airport with the established reserve fuel.
The first available line under the TO column on the
right is the first waypoint the pilot uses to define the
desired flight plan routing. NAVaids or intersections
are entered under the TO column. As soon as data is
pasted there, the next page (2/2) appears waiting for
more waypoints. When entering NAVaids or intersections, the FMS automatically places DIRECT
under the VIA column on the left. The plan goes
from one waypoint direct to the next.
If you want to go directly from the origin airport to
the destination airport, copy and paste the DEST
airport onto the first blank line under the TO column. This connects the two airports and provides
a leg to fly.
If you want to install an airway, first tell the FMS
the waypoint where the aircraft joins the airway
(under the TO column). On the next line under the
VIA column, enter only the airway identifier. This
causes a discontinuity with boxes under the TO
column. Now enter the waypoint where the aircraft
exits the airway in the boxes under the TO column.
This is the only method available for entering airways. The second line on the left side of FPLN is
labeled ROUTE. This is not for airway entry. It is
for stored flight plans discussed later.
Figure 16-20. FPLN Page
Enter the destination airport at the top right under
DEST. Executing only the origin and destination
airports establishes a mission statement. This statement presorts airport COM frequencies, graphic
weather TAFs and METARs, electronic terminal charts, departure and arrival procedures and
While on the ground pressing the DEP ARR key
allows the pilot to select and execute a specific runway for takeoff (Figure 16-21). This becomes the
first waypoint on the LEGS page.
If the pilot is flying an instrument departure procedure, selecting the proper runway first eliminates
inappropriate departure procedures and completes
the waypoints from the runway to the named depar-
FOR TRAINING PURPOSES ONLY
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Figure 16-21. DEPART Page
Figure 16-22. PERF INIT Page
ture point. When a departure procedure is selected, any available transitions (TRANS) are shown.
Make the appropriate selection and execute (Figure 16-26).
total weight of all passengers and bags, just enter
it under CARGO.
Since the mission statement contains the destination airport, there is no need to enter that airport as
a waypoint. If the airport is entered, it is replaced
later when you install an approach. The bottom
right key of the page has a prompt for PERF INIT.
This is a shortcut to the next task.
PERF INIT (performance
initialization) Page
The PERF INIT page allows entry of aircraft
weights (Figure 16-22), however it is not a weight
and balance program. The center of gravity is not
computed. The FMS reads fuel quantity from the
fuel gauges at power-up and then uses current fuel
flow to calculate fuel remaining. The pilot may
update the fuel quantity at any time by manually
entering the desired quantity or by deleting the
fuel weight.
If you enter total gross weight, The FMS disregards
BOW, passengers and cargo, and computes the zero
fuel weight. If you enter a zero fuel weight, the
FMS disregards BOW, passengers and cargo, and
computes the total gross weight.
The BOW displayed is set on a DEFAULTS page
and cannot be changed on the PERF INIT page.
Entering values under PASS/ WT and/or CARGO
computes the zero fuel weight. If you know the
16-26
Entering an altitude under CRZ ALT provides a
DES (descent) point on the FMS map for the purpose of alerting the pilot to descend toward the airport. This altitude may be entered with all numbers
(27000), or by using F or FL with the level (F270
or FL270). The proper value based on the transition level will be shown when the value is entered.
The DES point does not provide any flight guidance to landing. This line is not required to be used
on any flight.
When proper database software is installed, the
PERF menu allows access to TAKEOFF performance. With a runway identified, an OAT entered,
and pressure altitude available the pilot can select
anti-ice on or off and the desired flap setting. The
FMS looks up data from its database tables and can
provide required takeoff field length and Vspeeds.
If a problem exists, the database may be able to
provide clues to solution – reduce weight, change
runways, change flaps, etc.
Enroute
ACT LEGS Page
The ACT LEGS page is considered the working page of the FMS (Figure 16-23). It shows the
sequential order of waypoints with data between
them. It also shows any performance-type data,
retrieved from the database or pilot entered, on the
right. The top waypoint on page 1 is the FROM
waypoint (cyan); the second is the TO waypoint
FOR TRAINING PURPOSES ONLY
If the airport shown is not the one desired, either
press the same key again or use the prompt for
DEP/ARR INDEX on the left. This index (Figure 16-25) shows both the origin and destination
airports with departure procedures on the left and
arrivals on the right. This feature aids in reprogramming the FMS for a return to the origin airport.
Figure 16-23. ACT LEGS Page
(magenta). This defines the active navigation leg
and is displayed as a magenta line on the map.
During an instrument approach with proper waypoint sequencing set on the LEGS page, the automatic sequencing of waypoints is inhibited after
passing the final approach fix. Pressing either GA
button or pressing the top right line select key on
page 1 of LEGS restores sequencing to AUTO in
the event of a missed approach.
DEP/ARR INDEX page
Pressing the DEP ARR key allows the pilot to
select an arrival and/or approach to the airport listed on the top line (Figure 16-24). If the DEP ARR
key is pressed within 50 NM of the origin airport,
that airport shows on the top line of the page. If
pressed after passing 50 NM from the origin airport, the destination airport shows on the top line.
Figure 16-24. ARRIVAL Page
Figure 16-25. DEP/ARR INDEX Page
When selecting an instrument approach, the FMS
automatically selects a vector transition. This transition forces a discontinuity into the flight plan and
ACT LEGS page. If needing a course reversal, the
appropriate initial fix must be selected from the
TRANS list (Figure 16-26). This may or may not
insert a discontinuity, depending on current routing. Selecting a visual approach always inserts a
discontinuity. System-entered discontinuities cannot be deleted if they are part of an approach. Either
move a desired waypoint into the discontinuity to
maintain proper sequence or execute a direct-to
when needed.
Figure 16-26. TRANS List
FOR TRAINING PURPOSES ONLY
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Regardless of the type approach selected, pilots
must ensure obstacle/terrain clearance by adhering to restrictions. FMS visual approach provides
no obstacle/terrain clearance.
If returning to the ARRIVAL page after executing
a procedure, the active procedure shows at the top
of the list.
• GNSS CTL—RAIM availability for GPS
approaches and usage selection
• FMS CTL—Dual FMS interaction
• FREQUENCY—Flight plan airport COM
frequencies
• FIX—Lateral references from varied sources
• HOLD—Create or review holding patterns
After Landing
If flight data is needed for documentation, the
FLIGHT LOG page of PERF MENU can provide
takeoff, enroute and landing times, fuel used, and
air miles flown. This menu is found by pressing the
PERF key then selecting FLT LOG. The FLIGHT
LOG can be programmed to automatically appear
after landing by selecting that option within the
DEFAULTS pages.
• PROG—Flight parameters; FMS position
sensors
• SEC FPLN—Second flight plan
• ROUTE MENU—Storage of saved flight
plans
• DATABASE – Information on waypoints,
airports, navaids. Allows pilot defined waypoints to be defined and stored.
• DB DISK OPS—Uploading databases
Other Operations
• DEFAULTS—Stored FMS values and
functions
INDEX Page
Pressing the IDX key presents two menu pages of
various functions (Figure 16-27). Exact titles may
differ with software. Typical item titles are:
• MCDU MENU—Data links (if installed)
and GPS position data
• STATUS—Database validity
• POS INIT—Position initialization
• VORDME CTL—Usage selection
• ARR DATA—Data on loaded approach to
runway
Defaults
To ease operation, values of certain items are stored
and automatically used when the system powers up
or a new flight plan is created. These values can
only be permanently changed within DEFAULTS.
None, except BOW (basic operating weight), takes
effect until the next power cycle occurs. Numerical defaults can be temporarily changed at various
locations. This temporary change only lasts for
Figure 16-27. INDEX Menus (Typical)
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FOR TRAINING PURPOSES ONLY
the duration of the current power cycle. Typical
items are:
• BOW—Basic operating weight (used for
performance initialization)
• AVG PASS WT
Normal accuracy of the system depends upon the
type and area of operation. The system should be
within the following criteria at least 95% of the
time:
• Oceanic/remote – 4 nm
• Enroute – 2 nm
• RESERVE FUEL
• MAX MAP SYMB (40 is max)
• Terminal – 1 nm
• CLIMB SPEED
• FMS or GPS approach
(non-SBAS) – 0.3 nm
• CRUISE SPEED
• LPV approach (SBAS) – 0.02 nm
• DESCENT SPEED
• SPEED/ALTITUDE LIMIT
• DESCENT ANGLE
• VOR Usage
• DME Usage
• NEAREST ARPT MIN RWY
• FLIGHT LOG ON LDG
• TAKEOFF FLAPS
• ANTI-ICE
Lateral Navigation (LNAV)
The FMS navigates from and to waypoints that are
defined by latitude and longitude. The named and
coded waypoints within a nav database all have lat/
long positions. If the pilot enters a navaid with a
bearing and distance, it is converted to a lat/long
position.
The type 7 FMS uses GNSS sensor data (GPS
position) as the primary tool of navigation when
it is available (not disabled) and reliable. This is
seen by pressing IDX then PROG. The navigation sensor(s) being used are shown at the bottom
of the CDU screen – GNSS. If satellite inputs
become degraded, the pilot must disable the GNSS
sensor(s) to allow the FMS to use DME/DME or
VOR/DME inputs for position updating. At times
the pilot may be required to disable the GNSS
sensor(s) for a particular approach (discussed
later). Current performance of the FMS can be
seen at the bottom of page 2 of PROGRESS. XTK
near the upper left shows the lateral deviation from
the active (magenta) line.
The area of operation can be partially determined
by the annunciation above the FMS nav data information on the PFD. Anytime the aircraft is greater
than 31 nm from the origin or destination, there is
no annunciation above the nav data. When at or
less than 31 nm, TERM or LPV TERM appears.
When proper criteria are met, LPV APPR, GPS
APPR, or APPR is displayed prior to reaching the
FAF when using the FMS for the approach.
Satellite-Based Augmentation Systems (SBAS)
enhance normal GPS accuracies laterally and vertically and eliminate altitude errors due to temperature variations from standard. There are four
systems identified within the FMS nav database.
Only one (U.S. WAAS – Wide Area Augmentation
System) is currently approved for use as specified in AFM Supplement 1. WAAS supported
approaches are discussed later.
The system is capable of RNAV 1 and RNAV 2
operations (U.S. airspace) provided guidelines of
AC 90-100A are followed. RNAV 1 deals with
departures and arrivals. RNAV 2 deals with airways (high altitude Q-routes and low altitude
T-routes) over the contiguous U.S. landmass.
Storing Flight Plans
Both active and secondary flight plans may be
stored for future use. From the INDEX menu select
ROUTE MENU and then select PILOT ROUTE
LIST. Any stored flight plans are shown in alphabetical order. Any active and/or second flight plan
is shown at the bottom with the word STORE
above it.
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Pressing the key next to either of these stores the
remaining portions of that flight plan. You may
enter a new name. If a plan with the same name
exists, the question “OVERWRITE ROUTE?” is
presented. YES replaces with the new plan and NO
assigns a number to the name.
CAUTION
Stored flight plans may contain outdated
procedures, waypoints, and/or altitudes
and are not updated when selected.
Loading Stored Flight Plans
From the pilot route list, select the desired plan. It
becomes the second flight plan. Press ACTIVATE
to make it the modified plan. Press EXEC to make
it active. If you know the correct name of the stored
flight plan, you may enter it on the ROUTE line
under ORIGIN on the first page of ACT FPLN.
This is the only function of this line entry.
Pilot-Defined Waypoints
Pilot-defined waypoints may be created. These may
be given special names or the FMS can assign a
name and number based on the first three characters
and how many are already in the system. These can
also be stored for future use by pressing INDEX,
DATABASE, and PLT DEFINED WPTS. There
are several types of pilot-defined waypoints and the
format must be recognized by the FMS.
3. Place/distance—Uses a reference way- point
along the current routing to create a new waypoint. Enter the reference waypoint to the
scratch pad and the desired distance (ICT/100).
Insert the waypoint at the reference waypoint.
A new waypoint 100 NM beyond the waypoint
is created. If a new waypoint is needed before
the waypoint, place a negative sign before the
distance ( /–xx).
If the distance you enter extends beyond another existing waypoint, the FMS does not accept
it. The message DISTANCE TOO LARGE
appears. Redefine it from another waypoint.
4. Latitude/longitude—There is a long-hand and
short-hand version.
• Long-hand—Type N or S and the two-digit
latitude. Type W or E and the three-digit
longitude. If using minutes, use two digits.
If using a decimal point, one digit must follow. Spaces are not needed.
N3220.l W09718.3 N30W101
• Short-hand—Type only the latitude and longitude degrees followed by a letter. Placing
the letter in the hundreds position tells the
FMS to add 100 to the longitude.
Example:
1.Placebearing/distance – A waypoint at the
TOM 070o radial and 50 nm is entered as
TOM070/50. The FMS will name this TOM01
if it is the first temporary waypoint of this flight
plan. If the pilot wanted to name this point
SAM, an entry of TOM070/50/SAM would
be used – the FMS would name it SAM (or
SAM1 if SAM already existed).
2. Placebearing/placebearing – The intersection
of the ICT 040o radial and the SLN 130o radial
is entered as ICT040/SLN130. The FMS will
name this ICT03 if it is the third temporary
waypoint of this flight plan.
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N
E
W
S
N = NORTH AND WEST
W = SOUTH AND WEST
5030N = N50W30
E = NORTH AND EAST
S = SOUTH AND EAST
5030E = N50E30
Join a Route Leg
If being vectored to intercept a leg in the system,
make the start of that leg segment the cyan FROM
waypoint on ACT LEGS page 1, execute, and then
press the NAV button. The LNV1 would become
the armed or active flight director mode.
FOR TRAINING PURPOSES ONLY
Flyover and Flyby Waypoints
Most FMS routing is done using flyby waypoints.
While the map shows individual legs from waypoint to waypoint, the aircraft may turn before
passing over the waypoint. How far depends on
the speed and angle of course change. The purpose of this turn anticipation is to prevent the aircraft from overshooting the new course. Very large
course changes and high airspeeds may result in
some overshooting. Any vertical constraints are
met when abeam the point.
Some departures, arrivals, and approaches contain
flyover waypoints. The installed database should
already be coded with this information. On a terminal chart flyover waypoints are the four-pointed
stars with a circle around it. If the subsequent turn
after the flyover is large enough, a curved arrow
appears on the map. This clues the pilot to the correct coding. Holding and procedure turn fixes are
automatically flyover waypoints.
The pilot may designate other waypoints as a flyover. Copy the reference waypoint to the scratch
pad and type /0 (slant zero). Paste it back onto
the same reference waypoint— a cyan @ symbol
appears; then execute (Figure 16-28). If the subsequent turn after the flyover is large enough, a
curved arrow appears on the map.
To remove a pilot designated flyover waypoint,
repeat the process above. The cyan @ symbol only
appears when a pilot creates a flyover point. It does
not appear on database flyover points.
Figure 16-28. Flyover Point
Course Offset Waypoints
If required to offset (or parallel) the planned route,
press the FPLN key. An OFFSET prompt appears
in the bottom right corner (only on page 1 and only
when airborne). Enter distance (99 maximum) and
direction (L or R) in any order. Both the old and
new tracks appear. An offset track cannot exceed a
100° turn and does not display.
Two minutes prior to automatic offset termination,
OFFSET WILL END message displays. Automatic termination occurs for discontinuities, arcs,
holding, approach legs and track changes greater
than 100°. To manually remove an offset, delete
the entry. Executing a direct-to a waypoint also
removes the offset.
Lateral Directs
Lateral navigation direct to waypoint is performed
using the DIR key. Pushing the DIR key changes
the CDU to the ACT DIRECT-TO page.
Select the direct waypoint from the list (pushing
the PREV shows a history of the previous 15 waypoints). Push the EXEC key to activate the modification to the flight plan.
NAV direct to a waypoint can also be performed
using the LEG page. Using the scratch pad, place
the desired waypoint into the TO (magenta) position. Push to activate the flight plan modification.
The ACT DIRECT-TO page allows selection of the
NEAREST APTS (Figure 16-29). The five closest
Figure 16-29. ACT DIRECT-TO Page
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airports, based on the minimum runway length set
in DEFAULTS, appear. The data above the airport
shows direction, distance, time and fuel remaining
(data does not change while observing the page; it
is frozen). The far right shows the longest runway
with its length just to the left.
Selecting either the airport or the longest runway
changes the flight plan destination and reorganizes
all associated data. Selecting the airport navigates
to the center of the airport. Selecting the longest
runway navigates to a 5 NM final for a visual
approach to the designated runway.
When the lateral navigation direct to waypoint is
started, the bottom right corner shows INTC CRS.
If you desire a specific track to the waypoint, enter
it here. The new course is displayed above the TO
(magenta) waypoint and on the map. If the waypoint is part of an approach, the approach track
should already be shown below INTC CRS. Select
the INTC CRS prompt in order to obtain that track.
This extends the displayed approach course on the
map.
Holding Patterns
Holding patterns that are part of an approach
(course reversal) or part of a missed approach are
normally in the FMS database but not always. Patterns depicted on arrival, departure charts, or on
enroute charts are not in the database. The pilot
can also create a holding pattern.
To create or review a pattern, press IDX key then
press HOLD. If there are no patterns currently in
the flight plan, LEGS page 1 reappears with HOLD
AT options at the bottom (Figure 16-30). Either
select PPOS as the holding fix or enter a waypoint
into the boxes on the left using the scratch pad. If
the waypoint is not part of the active plan, HOLD
AT waypoint then appears in the scratch pad. Place
the hold at the location desired within the flight
plan on the ACT LEGS page. When the holding
fix is defined, the MODFPLN HOLD page is displayed and the holding pattern can be modified as
required (Figure 16-31).
The FMS assumes the current inbound track as the
inbound course and defaults to right turns. Leg time
is based on current altitude. If the inbound course is
different but easily determined, enter it. If needed,
16-32
Figure 16-30. HOLD AT Options
Figure 16-31. MOD FPLN HOLD Page
the FMS can compute the inbound course if you
tell it the quadrant/radial.
To change turn direction, enter an L on the INBD
CRSE/DIR line. The FMS can use either time
(default) or distance for legs. It computes an ETA
at the fix. An EFC time may be entered. When that
time is reached, HOLD EFC EXPIRED displays.
A choice of FAA or ICAO holding speeds can be
made.
All parameters can be changed prior to entering
the hold. Only the leg length can be changed once
established in the holding pattern.
After executing the modification, the LEGS page
shows HOLD AT above the holding fix. To cancel
holding prior to reaching the holding fix, delete
the HOLD AT waypoint. When the aircraft crosses
the fix, it enters holding as defined. The bottom of
the LEGS page shows a prompt for EXIT HOLD
FOR TRAINING PURPOSES ONLY
(Figure 16-32). When this prompt is pushed and
executed, lateral navigation is provided to overfly
the fix on the inbound track. Once the EXIT hold
has been executed, a CANCEL EXIT prompt is
available if needed.
Performance
The PERF button provides access to the following
performance functions:
PERF INIT—Discussed earlier.
VNAV SETUP—Three pages (climb, cruise,
descent) allow parameter changes for this flight
plan without disrupting stored default data. A primary use is to change transition altitudes/flight
levels.
FUEL MGMT—Three pages used to monitor fuel,
time, and range to reserve fuel, set a new reserve
for this flight plan, and a trip calculator.
Figure 16-32. PEGS Page with EXIT HOLD
FLT LOG—Displays takeoff and landing time,
flight time, fuel used, and air miles flown for documentation. DEFAULTS allow the pilot to choose
whether it appears or not after landing.
If there is a holding pattern already in the flight
plan (maximum of six), a list showing those waypoints appears when HOLD is first pushed. A NEW
HOLD prompt is also available. The FMS only
allows one user-created holding pattern at any waypoint. If the approach procedure is selected from the
database, both the transition and missed approach
holding patterns may use the same waypoint.
TAKEOFF/APPROACH—When installed, provides takeoff and approach performance data.
If 1/2 BANK has been selected on the mode select
panel, the HALF BANK SELECTED message
appears on the CDU before reaching the holding
fix. If this mode remains active, the aircraft may
not remain within the protected airspace.
In addition to the DCP, the CDU can be used to
control the data displayed on the MFD. Pressing the
DSPL MENU key presents a menu on the CDU for
the current MFD display (Figure 16-33). A display
MFD/PFD and SIDE L/R option is shown on the
menu screen. Pressing the MFD DATA key toggles
Position Updates by Pilot
The FMS uses only GNSS position provided it is
available (if not, it blends updates from VOR/DME
and DME/DME). As sensors become unusable,
messages alert the pilot. If the FMS loses its position, an amber CHECK POS message appears. In
the rare event that the FMS loses its position, press
the IDX key then press POS INIT. Pages 1 and 2
show both the last FMS position and the current
(if available) GPS position. Copy the GPS position
into the SET POS line on page 1. The FMS can also
be updated from a VOR station tuned into NAV
1 provided the old FMS position and the aircraft
are within 30 NM of the NAV aid. Page 2 shows a
prompt to UPDATE FROM NAVAID.
RESUME PLAN SPD—Allows sending the VNAV
SETUP climb and descent speeds to the PFD if
VFLC is active mode on flight director.
FMS MFD Displays
Figure 16-33. MFD MENU Key Selected
FOR TRAINING PURPOSES ONLY
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the MFD between a map display and text display.
The MFD menu must agree with the display.
the preselected altitude is reached based on
present climb or descent rates
Map Data
Maps can show a maximum of 40 symbols. The
first page of DEFAULTS can be set to a lower number if desired (this affects all maps). The priority for
symbol display is NAV aids, intersections, NDBs,
airports, and then terminal waypoints. Map range
also has an effect on the symbols shown. Selected
options are shown in green; not selected in white.
The bottom right key on page 1 allows selection of
left or right map displays:
• GNSS POSITION—Shows an X at the
long range sensor position (normally on the
aircraft)
• NEAREST APTS—Closest 5 airports show
at all ranges; continuously updates
• HI NAVAIDS—Show at all ranges
• LO NAVAIDS—Show at all ranges
• INTERS—Intersections show at ranges of
50 NM or less
• TERM WPTS—Terminal waypoints show
at ranges of 25 NM or less
• WINDOW OFF/ON/VNAV—Controls the
MFD upper text window if FMS TEXT
selected at top left MFD line select key;
this option is not displayed if the R side map
menu is shown
• ALTN FPLN—Shows the route (cyan) from
destination to alternate
Text Data
There are text display options which can be presented only on the MFD. The MFD MENU key
shows the menu choices. The highlighted green
item is the one showing. If the display has more
than one page available, the MFD ADV key provides page turning options.
• TO + APPR REFS—Two pages showing
takeoff and approach data
• ACT FPLN PROG—Shows remainder of
active flight plan. FPLN HISTORY can
be seen by using the MFD ADV key on
the CDU and the resulting PREV/NEXT
prompts.
• NAV STATUS—Shows FMS NAV data for
the TO waypoint along with winds, temperatures, and other data
• POS SUMMARY—Shows NAV sensors in
use and relative position to FMS position
• ETA—Shows arrival times
• POS REPORT—Shows information needed
for position reporting
• SPEED—Shows speed constraints from
FMS
• VOR STATUS—Shows information regarding NAV/DME receivers
• ALTITUDE—Shows altitude constraints
from FMS
• APTS—Airports show at all ranges
• MISS APCH—Shows the missed approach
of the FMS executed instrument approach
• NDBS—Show at ranges of 50 NM or less
• RNG: ALT SEL—Shows a white arc
(banana) on PPOS map when climbing or
descending; range from aircraft is where
16-34
• GNSS STATUS—Each installed GNSS sensor shows its data on individual pages. Information on position, track, speed, differences,
heights, number of satellites, and more is
shown.
Vertical Navigation (VNAV)
The FMS can provide vertical navigation information only if there is an altitude shown in the right
column on the active LEGS page. Climb information is advisory only. Descent information can be
advisory or coupled to the flight guidance. VNAV
can command a descent path angle to meet altitude
FOR TRAINING PURPOSES ONLY
constraints of an arrival, approach, or one imposed
by ATC.
the altitude would designate that altitude as a maximum (at or below).
For the flight guidance system to follow the vertical navigation information, the coupled side must
be using the FMS as the NAV source with VNAV
active (button on flight guidance panel pushed—
flight director displays the letter V prior to any
active vertical mode). VNAV uses pilot-entered
data, the NAV database, and current aircraft performance to compute solutions.
Climbs
Altitude constraints in the first half of the flight
are considered climbs. A small arrow pointing
up appears next the altitude value on the LEGS
page. VNAV honors the first altitude limit it reaches, either the waypoint altitude or the altitude
preselector.
Altitude Preselector
The altitude preselector is the master control of altitude. Normally flight guidance keeps the aircraft at
the altitude of the preselector (ALT or VALT active)
or prevents the aircraft from going above or below
the preselector if it is set different from the current
aircraft altitude (ALTS or ALTV armed). There is
one exception to both of these conditions: if GS
or VGP is the active vertical mode and APPR is
selected, flight guidance disregards the preselector
or aircraft altitude.
Example: “Cross TUL at 7,000, maintain 11,000”.
Vertical Data
If the flight plan does not contain any altitude constraint, the FMS computes a single point along the
route where the pilot should descend on a 3° path
(default) to reach a point 10 NM from the airport
at 1,500 feet AGL. This point is identified as DES
with a green circle on the map. It does not show
on the LEGS page. This point is not a waypoint;
therefore, there is no descent guidance. It is for
planning only. If the PERF INIT page does not
have a value in CRZ ALT, the DES circle will not
appear. Some departures and arrivals have altitude
constraints built in (refer to the chart, to verify altitude constraints).
A pilot can enter an altitude constraint by pasting
the value on the right side of the LEGS page, on
the same line as the waypoint. Normally just the
altitude value is needed. If the altitude is less than
500 feet MSL, type a slant (/) prior to the value so
the FMS understands it is not an airspeed. Entering just the altitude designates it as a mandatory
altitude. Adding the letter A (for above) after the
altitude would designate that altitude as a minimum
(at or above). Adding the letter B (for below) after
Set the altitude preselector to 11,000. Enter 7,000
on same line as TUL. Engage VNAV and start a
climb using VPTCH, VFLC or VVS. If the current
rate of climb is greater than the bubble, the aircraft levels off at the intermediate altitude–ALTV
is initially armed in the flight director window. If
the constraint is a mandatory or minimum altitude,
a bubble appears in the vertical speed indicator
showing the climb rate required. The constraint
altitude appears above the VSI. If the current rate
of climb is below the VSI bubble, an amber message UNABLE NEXT ALT appears.
As the aircraft captures the intermediate altitude,
FLC arms in the flight director and VALT finally
becomes active. One minute prior to reaching TUL,
BOC. One minute prior to reaching TUL, BOC
(bottom of climb) appears on the PFD above the
navigation data. Five seconds prior to TUL, BOC
flashes. At TUL VALT changes to VFLC at the
current airspeed. Use care not to cruise too close
to maximum airspeeds and adding a large thrust
input when VFLC engages (you may overspeed
the aircraft).
Cruise
During cruise with the aircraft at the altitude preselector value and VNAV engaged, VALT is the
active mode. As long as a lower preselector value
and a lower altitude preselect value is not set, there
is no armed vertical mode – VNAV will not initiate a descent. If there are no altitude constraints in
the flight plan, a lower preselector value would not
arm any descent.
FOR TRAINING PURPOSES ONLY
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Descents
Altitude constraints in the last half of the flight
are considered descents. A small arrow pointing
down appears next to the altitude value on the
LEGS page. One minute before reaching the TOD,
the white TOD annunciation appears on the PFD
above the navigation data. Five seconds prior to
TOD, TOD flashes. At the TOD VALT changes to
VPATH (or possibly VGP) VNAV honors the first
altitude limit it reaches, either waypoint altitude
or the altitude preselector. Until the altitude preselector is lowered, there is no descent unless GP is
captured on approach.
The next FMS altitude constraint appears above the
VSI and does not change until the lateral waypoint
is passed. With a lower altitude selected, the path is
armed and a vertical deviation scale appears on the
right side of the attitude indicator. A magenta circle
appears on the VSI indicating the required vertical
speed to meet the constraint (Figure 16-34).
TAE is track angle error, which means the angle
from current heading to the desired track is too
large. XTD is cross-track distance error, which
means the distance from aircraft to desired track is
too large. If the direct path to the altitude exceeds
6°, the altitude would be removed from the ACT
DIRECT-TO page when attempting a vertical direct
action.
A pilot could also perform a vertical direct to
an assigned lower altitude. When the DIR key is
pressed, the value of the altitude preselector (ALT
SEL) is shown in the lower right area of the CDU.
If no altitude appears on the same line as the waypoint, copy the ALT SEL value (if correct) and
paste it on the right side across from the waypoint
or type in the desired value and paste it on the right
side. If the desired altitude is already on the right
side of LEGS, simply press the right line select key.
Remember to execute.
If the required path is greater than the maximum
descent angel (6°), a NO VPATH message appears
on the CDU. The required descent rate to meet the
altitude constraint appears on the VSI as a magenta
circle. The pilot can use VPTCH, VFLC, or VVS
modes to achieve a descent rate equal to or greater
than the target to meet the altitude constraint.
If the pilot wishes to use a path angle different from
the default value, an angle from 1 to 6° may be
entered on the LEGS page (tenths of degrees are
allowed) without changing the DEFAULTS. This
is entered on the right side of the LEGS page and
repositions the TOD point on the map.
Figure 16-34. VNAV Descents Indications
With VNAV selected on the pilot can use one of
the other three modes (VPTCH, VFLC, or VVS)
for descent. Intermediate altitudes from the FMS
are honored. PATH may remain armed; if the aircraft is close enough, it captures and replaces the
prior mode. If the aircraft position is too far from
the path or with too much lateral angular change,
the path becomes unavailable and PATH shows in
the flight director window. When conditions permit path capture, PATH becomes armed or active.
Other conditions can make a path unavailable and
are usually described as messages on the CDU.
16-36
If approaching a holding fix at an altitude higher
than shown on the LEGS page, PTCH is an armed
vertical mode. Once in holding, VPATH does not
function. The message NO VPATH THIS LEG
appears in the CDU. VPATH resumes function after
crossing the INTC point on the inbound leg. The
other vertical modes are available to continue the
decent while holding.
Arrivals
To install an arrival press the DEP ARR key.
Ensure the airport identified on the top line is the
one you want. If not, press the DEP ARR key again
or press the DEP/ARR INDEX prompt at the lower
FOR TRAINING PURPOSES ONLY
left of the CDU. Either method displays the DEP/
ARR INDEX page with the origin airport on top
and the destination on the next line. Select ARR
on the right side. Once on the ARRIVAL page for
the desired airport all arrivals appear on the left
side of the CDU (may be more than one page) in
alphabetical order of coding (example: a Quiet
Two arrival could be coded as Cuit2 because of
the aviation pronunciation of the letter Q). Selecting an arrival then displays available transitions
(TRANS) – make your choice. When executed, the
arrival shows on the chart menu. Holding patterns
depicted on charts and expected altitudes are not in
the database. Any mandatory speeds and altitudes
should be in the database – check it.
Some arrivals serve more than one runway direction. Selecting any approach to the expected direction of landing will insert the remaining waypoints
and restrictions. Some arrivals reach an end point
and then have a vector heading – the database most
likely has this installed. As long as LNV remains
active after reaching the final waypoint, the FMS
will track on that direction. If HDG is selected,
LNV cannot be reselected.
Approaches without
FMS assistance
Pilots may tune, identify, manually set up and fly
any short-range nav radio (LOC or VOR) or NDB
approach for which they have charts and suitable equipment. Obviously if no ADF receiver
is installed, NDB approaches are not possible.
The CJ4 is a category B aircraft for straight-in
approaches. Depending on the anticipated landing speed, it may also be a category B aircraft for
circling approaches.
Approaches with
FMS assistance
The FMS is certified to complete any approach
(other than localizer-based) within approved airspace provided the approach was extracted from
a valid database and certain other criteria is met
– see AFM Supplement 1 for complete guidance.
Pilots are prohibited from creating approaches to
fly in instrument conditions. No alterations of
waypoints are allowed. Altitudes may be changed
if needed for compliance with the approach chart.
The CJ4 is a category B aircraft for straight-in
approaches. Depending on the anticipated landing speed, it may also be a category B aircraft for
circling approaches.
If planning to fly an approach using GPS, APPR
RAIM (receiver autonomous integrity monitoring)
should be checked. RAIM deals with the number and geometry of the satellites to provide the
required navigation performance (RNP). Press the
IDX key, the GNSS CTL key, then the NPA RAIM
key to see the airport, RAIM availability and ETA.
Airport and ETA may be entered manually at any
time. Once availability has been determined, it is
recommended to delete the manual ETA in order
to obtain a more realistic time. The FMS continuously performs RAIM checks once an approach is
loaded until crossing the FAF. If APPR RAIM will
not result, the pilot is alerted with CDU message
and display annunciations.
Approaches to runways are selected the same
as arrivals – from the ARRIVAL page – except
they are listed on the right side with instrument
approaches first followed by visual approaches.
Normally the order of instrument approaches is
based on DAs followed by MDAs, but it may differ. The name of the approach in the database may
differ slightly from the title of the chart. RNAV
(RNP) approaches are currently not in the database, and therefore, are prohibited. Selecting any
instrument approach will automatically select a
VECTORS transition (no need to push the key to
select it). Any VECTORS transition and any visual
approach will always result in a DISCONTINUITY
within the flight plan. This remains until resolved
by the pilot.
Selecting a listed transition extends the waypoints
of the approach and may or may not result in a
DISCONTINUITY. A transition must be selected
in order to fly a course reversal (procedure turn or
holding pattern). Holding patterns may be created by the pilot if needed; procedure turns cannot
be created. A transition labeled D120M is an arc
starting on the 120o radial at the 13 DME fix (M is
the 13th letter of the English alphabet). Arcs may
be intercepted midcourse by placing the start of
the arc in the FROM position of LEGS page one.
After executing an approach check the LEGS page
for waypoint sequence.
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A single white (or magenta), dashed line shows on
the map to show the runway centerline. If matched,
the approach course will cover the runway centerline. Otherwise, the pilot gains situational awareness of the angle the approach makes to the runway.
approach point on the LEGS page right side shows
--/----, an MSL altitude may be entered. This altitude should be where the aircraft would be if a
normal path could be followed all the way toward
the runway.
Localizer-based Approaches
All localizer-based approaches (ILS, LOC, B/C,
LDA, and SDF) must be flown using LOC as the
PFD NAV source from the FAF point to the runway.
The FMS can assist the pilot in joining the localizer
(flying a transition) and setting up the avionics, as
well as executing the missed approach procedure.
Example: MAP is over threshold–enter TDZE plus
50 feet. If MAP is 1/2 mile from runway, enter
TDZE plus 150 feet. When the altitude is entered,
a path angle is generated on the LEGS page. The
pilot is responsible for complying with any intermediate stepdown altitudes between the FAF and
MAP. The MDA should be set with the preselector. When conditions permit descent below MDA,
lower the preselector.
When the aircraft reaches the airport TERM area
(30 NM from the airport) with the FMS as the NAV
source and an approach loaded, the FMS tunes the
NAV radio to the localizer frequency (LOC WILL
BE TUNED message in CDU). The FMS also previews the final approach course. The NAV source
PRESET window on the left side of the PFD is
removed. LOC 1 or LOC 2 and the frequency is
displayed in cyan beneath the magenta FMS data
at the upper left HSI position.
When cleared for the approach and on a proper
heading to capture the course, the pilot can push
either APPR (or B/C) on the flight guidance panel.
This arms the localizer and glideslope (or back
course) for capture. When the localizer is captured, the NAV source automatically changes from
FMS to LOC with the course arrow set on the final
approach course. The glideslope does not capture
unless the localizer has already captured. If flying a
front course localizer to an MDA, the pilot should
push NAV on the FGP to disable the capture of
any glideslope.
If the aircraft is flown outside the 30 NM TERM
area, the previewed cyan data is removed but the
frequency remains. Upon reentering the TERM
area, the previewed cyan data returns.
Any interference by the pilot (changing the PFD
NAV source or manually tuning the NAV radio)
after the FMS has completed its tuning, cancels
the ability of the FMS to automatically switch to
the localizer.
VNAV may provide vertical guidance after the FAF
during localizer-based approaches. If the missed
16-38
If executing a missed approach from a LOC source
approach, the FMS may be used to fly the missed
approach. The source must be changed to FMS
before pushing the NAV button on the flight guidance panel.
VOR or NDB Approaches (Without FMS)
If the pilot wishes to fly a VOR or NDB approach
without the use of the FMS, the pilot is responsible
for all station tuning and course/guidance/altitude
selections. MDAs should be preset in the altitude
selector. Setting BARO minimum allows the preselector to be set at the exact MDA value. NDB
guidance can only be provided by reference to a
bearing pointer (NAV/BRG menu button on DCP).
If flying a VOR approach with VOR as the NAV
source, do not use the NAV button of the mode
select panel. Use either HDG (pilot maintains
course) or APPR (better automated course tracking). The autopilot may be used with either mode
except do not combine autopilot and APPR when
the VOR is more than 15 NM behind the aircraft
(lateral excursions get bigger).
FMS Instrument Approaches
The FMS is certified to complete any approach
(other than localizer-based) that is extracted
from a current database. Pilots must not create
the approach by manually adding waypoints. The
approach title from a chart may differ slightly with
what is seen in the database. Only approaches in
the database may be performed.
FOR TRAINING PURPOSES ONLY
For any nonprecession approach in the FMS database that does not contain GPS in the title, the
corresponding ground base navigation aid for the
approach must be monitored. A bearing pointer or
CDI must be used for this reference.
The altitude to enter would be the MSL altitude
you want to be at the MAP if you could still be on
a path to the runway. The altitude entry generates a
path angle from the FAF to the MAP. The ALT SET
knob stops the aircraft at the MDA (if set properly).
If the aircraft does not have an ADF receiver, the
pilot cannot fly an NDB approach using the FMS.
If the right side of the last waypoint shows the
letters V-MDA above an altitude, no path can be
generated since the MAP is not over a runway
threshold. This altitude should be the highest category MDA on the approach. All approaches without straight-in minima have this. Ensure the altitude
is correct for the category you wish to fly; change
if needed.
If planning to fly any approach using the FMS,
RAIM (receiver autonomous integrity monitoring)
can be checked by selecting IDX, GNSS CTL, NPA
RAIM. The landing airport, RAIM availability, and
ETA are shown on the page. Pilots can change airports or enter new ETAs. If a manual ETA entry is
made (such as on the ground), it is recommended
to delete it when airborne in order to have a more
realistic time.
The FMS continuously preforms RAIM checks
once an approach procedure is loaded into the flight
plan until crossing the final approach fix.
If an approach does contain LPV minima, the
annunciation LPV TERM appears under the airspeed tape when the aircraft reaches 31 NM from
the airport. This annunciation should change to
LPV APPR when passing the waypoint prior to
the FAF.
If a GPS approach does not contain LPV minima,
TERM appears at 30 nm from the airport and
GPS APPR 2 nm prior to the FAF. For VOR and
NDB approaches without “or GPS” in the title NO
APPR appears under the airspeed and APPR FOR
REF ONLY message appears in CDU. For these
approaches the FMS may be the PFD NAV source,
but the ground station must be verified operational
and displayed in the cockpit.
FMS instrument approaches terminate in one of
two ways. The last waypoint of the approach (left
side of LEGS) is either the runway ID (RW22) or
the missed approach point (MA34; HUGIK). If
the right side of the same line shows an angle to
an altitude, then a path provides vertical guidance
that terminates at that lateral waypoint. An example
would be 3.0°/RWY or 3.0°/1881.
If the right side of the last approach waypoint
shows - - - / - - - - , the pilot can enter an altitude.
RWY Approach
A RWY approach displays a path angle to the RWY
on the right side of the LEGS page. The approach
terminates 50 feet over the landing threshold. The
terminal chart usually shows a path to the runway.
The angle cannot be changed (obstacle/terrain protection). RWY, or an altitude value, appears over
the VSI when passing the FAF. A RWY approach
may be flown to either a DA (if available on the
chart) or an MDA. Part 135/Part 91 Subpart K ops
specs may not allow flying to a DA.
Flying to a DA
Only when LPV or LNAV/VNAV minima are
shown on an RNAV approach chart can the FMS be
used to fly to a DA. Use the APPR and VNAV flight
director buttons. When cleared for the approach,
set the ALT SET knob to the FAF altitude until
assured that the system captures and tracks the GP
to the runway.
Descents early in the approach use VPATH.
Approaching the FAF, the system should capture
and track the glidepath (VGP in the flight director
window).
Flying to an MDA
When using LNAV MDA minima on an approach,
use the NAV and VNAV flight director buttons.
When cleared for the approach, set the ALT SET
knob to the MDA altitude. All descents use a
VPATH (with ALTS armed) to the MDA. Leave
the altitude preselector at the MDA until assured
that altitude track (VALT) is active.
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Flying to a V-MDA
When the FMS is used for a circling-only approach
or a straight-in that does not terminate at a threshold, the FMS can be used to fly to an MDA. Use
the NAV and VNAV flight director buttons. When
cleared for the approach, set the ALT SET knob
to the MDA altitude (unless using it to stop at a
step-down altitude after the FAF). Since this type
approach has no path angle from the FAF to anywhere on the airport, PTCH is armed prior to the
FAF and active after the FAF. A path cannot be created. Pilots may use other vertical modes if they
wish for the final descent.
Using VNAV during missed approaches may be
useful if there are altitude constraints at waypoints.
Normally the altitudes for missed approaches all
have the trailing letter A. Read the missed approach
procedure carefully. Consider removing the letter
A in order to stop the climb until the waypoint is
reached. Set the final altitude in the preselector. Be
careful not to set a value higher than that shown
on the chart if the FMS still contains the letter A
after the value.
Visual Approach on FMS
The visual approaches in the FMS database are
not the charted visual approaches found in terminal charts. Selecting a visual approach to a runway always results in a DISCONTINUITY. A
default 5 NM final is provided. This distance may
be shortened or extended to a maximum of 25 nm.
A default 3° decent path is provided, which can be
changed as required. However, the path provides
no obstacle/terrain clearance. The FMS remains in
TERM (scale sensitivity) regardless of using NAV,
APPR, or any other lateral mode. Setting the altitude preselector to runway elevation allows VNAV
to descend along the path.
Frequency Management
To locate airport COM frequencies press the IDX
key, then press the FREQUENCY key. The origin,
destination, alternate, and pilot option airport can
be selected by toggling the top left key (Figure
16-35). The frequency may be copied to the scratch
pad and pasted on the TUNE page.
Missed Approaches Using FMS
The FMS may be used to fly instrument missed
approaches. If flying the approach on short-range
data (VOR or LOC), ensure the navigation source
is changed to the FMS before selecting NAV on
the FGP.
If signal integrity is lost during an FMS approach,
perform a missed approach. Visual approaches do
not contain missed approaches.
Figure 16-35. RADIO TUNE Page
Pushing the GA button on either throttle allows the
FMS to auto-sequence to the missed approach procedure. If the missed approach is commenced after
maneuvering laterally (e.g., circling approach),
the proper sequencing of the waypoint occurs, but
proper lateral guidance may not occur.
The TUNE page allows changing frequencies and
transponder code through the CDU (Figure 16-36).
Touching the line select key next to COM, NAV,
ADF, ATC, and TCAS allows access to that item’s
control page, where further changes may be made.
Because the database can only use one element
(waypoint or altitude) to define the missed approach
procedure, it may be necessary to fly heading to
intercept a desired leg. Altitude waypoints and
those defined as INTC cannot be manually placed
into the FROM waypoint position.
The COM, NAV and ADF frequencies do not
require a decimal point or trailing zeroes for entry.
COM frequencies may omit the leading 1 (182
equals 118.2)–but NAV frequencies require the
leading 1. No frequency can be copied from one
side of this page and pasted onto the other. Navaids
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FOR TRAINING PURPOSES ONLY
• New NAV frequency is selected using the
FMS
• New NAV source is selected on the PFD
• DME hold is activated
• FMS selects the localizer frequency for the
loaded approach
• NAV receiver fails
Page 2 of TUNE allows tuning and control of HF
radio (if installed) and setting of callsign / tail
number.
Figure 16-36. FREQUENCY DATA Page
can be entered using frequency or identifier. DME
HOLD requires a frequency; use of an identifier
is not allowed. If multiple identifiers exist, a list
is shown (may be more than one page) indicating
the identifier, type of navaid, name, country code,
etc. Pressing the left or right line select key will
use the navaid you choose.
The top line of each side is the active COM frequency. Placing a new frequency in the second line
creates a preset on the CDU. To transfer the active
and preset frequencies press the second line select
key. The old active becomes a standby.
Pasting a frequency from the scratch pad to the
active frequency position causes the old active
frequency to become the recall frequency in the
standby position.
The transponder code is entered on the ATC line.
TCAS functions are controlled and accessed using
the right side keys.
The MODE line on the TUNE page allows the
FMS to autotune the NAV radios for FMS position
updating using VOR and DME data.
In order for auto tuning to work, the PFD must be
using FMS as the nav source and the pilot selects
AUTO. Auto tuning of a localizer frequency for the
approach does not require the AUTO mode to be
selected on the TUNE page.
Auto tuning is cancelled when:
• Pilot selects MAN
INTEGRATED FLIGHT
INFORMATION (IFIS)
The integrated flight information system (IFIS)
provides the following features:
• Electronic charts (E-charts)
• Graphical weather (GWX)
• Enhanced maps (E-Map)
• Database information
ELECTRONIC CHARTS
The area of chart coverage is at the discretion
of the owner/operator. Only terminal charts are
retrievable (not enroute charts). Backup charts
(paper or electronic) should be readily available in
flight. With a valid FMS position an aircraft symbol
appears on the primary airport diagram, approach
charts, and airspace charts. If the chart does not
support the display of the current aircraft position,
a “no” symbol ( Ø ) appears above the top right corner of the chart and is super-imposed over the aircraft symbol. If a chart is out-of-date, those words
are shown in amber above the top right corner of
the chart. The title of the chart appears above the
top left corner and remains in view when the chart
is slewed. Charts have the normal white page look
when the DIMMING knob on the center pedestal is
in DAY. If the knob is out of DAY, charts become
a dull green to reduce glare.
Chart control is done using buttons on the CCP
(CHART, either UPR or LWR MENU, rotation
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and zoom) or by using the CCP MENU button on
the DCP. The CHART button turns the chart function on or off. Selecting any other display removes
charts. Upon pushing the button the first time after
power up, NO CHART AVAILABLE appears on
the MFD. Press the MENU button to access the
CHART MAIN INDEX, or chart menu as it is
commonly called. The chart index is divided into
airport groups: origin, destination, and alternate
(all entered through the FMS), and other (direct
pilot entry). Within each group there are numerous
chart types: airport, departure, arrival, approach,
and other. If cyan brackets are visible for a chart
type, there is at least one in the database. If dashes appear, there are no charts available for that
type. The sequence of chart types uses the normal
sequence of flight operations.
If departures, arrivals, and approaches are loaded
through the FMS, the selection would appear on the
chart index in magenta. The MENU ADV knob is
rotated to position the cursor on the desired chart
in the desired airport group. The DATA knob is
pushed to display that chart. Pushing the DATA
knob again would show a menu of all charts in
that type. Moving the cursor and pushing the data
knob would replace the first chart with a new one.
If no chart was preselected through the FMS but
cyan brackets are present, placing the cursor on
that chart type and pressing the small knob shows
a menu of all charts in that type. Again place the
cursor and push the small knob. That manually
selected chart appears in cyan on the chart index.
Once several charts have been selected in an airport
group with chart displayed on the MFD, turning
the DATA knob displays the other charts within
the airport group in the order shown on the index.
Turn the knob left to move up the list; right to move
down. This can only be done for one airport at a
time. Using the CCP’s UPR or LWR MENU button
or the DCP’s CCP MENU button, different airport
groups can be selected (Figure 16-37).
To designate an OTHER airport, position the cursor on the airport name line, then press and hold
the DATA knob. Any prior airport blinks with a
cursor on the first character. Turn the small knob
to fill in the first character; turn the large knob to
move the cursor; turn the DATA knob for the second character, etc. When the ICAO airport identifier is complete, press and release the small knob to
16-42
Figure 16-37. Chart Menu
lock in that airport. Move the cursor to either line
of ANY CHART and manually select charts. To
change from one chart type to another (example;
airport to approach) when using the OTHER airport, turn on the UPR or LWR MENU, place the
cursor on the chart to change, then hold the DATA
knob down until the menu of chart types appear.
Select the type; select the chart.
Charts can be rotated 90° by pushing the orientation button on the panel. Moving the joystick
allows viewing of other areas of the chart. If in
level 1 zoom, a green view box appears when using
the joystick.
There are two zoom levels for charts—Level 1
and 2. The ZOOM key toggles between the levels.
Pushing the + end of the key goes to 2; the – end
goes to 1. The joystick can be used in either zoom
level. The ESC key exits the current menu level. If
the main menu window is present, it is removed.
FOR TRAINING PURPOSES ONLY
GRAPHIC WEATHER
Graphic weather (GWX) gives the pilot the ability
to view NEXRAD weather radar of the covered
area and to obtain METARs, TAFs, SIGMETs, and
AIRMETs. The service is supplied by either XM
Radio Weather or Universal Weather. XM Radio
Weather currently only covers the U.S.; Universal
Weather covers more of the world. GWX is not
“real-time” information due to data processing and
transmission time – refer to the time (or age) the
data was transmitted. Use it in conjunction with
the aircraft weather radar to gain the best information available.
To view the GWX, push the LWR MENU button
on the DCP and select GWX. For XM this displays
a view of the U.S. on a zoom level l, 4, or 16. The
+ and – end of the ZOOM key is pushed to change
levels (Figure 16-14). The display may show precipitation, echo tops and movement, general weather conditions, etc. It also shows a geographical/
political background for situational awareness.
Above the display is the current zoom level of the
display. The UTC is shown along with the times the
displayed items were generated. If a time is shown
in yellow, the image may not be reliable. The time
turns yellow for: NEXRAD after 15 minutes; echo
after 4.5 minutes; METAR circles and SIGMET
data after 36 minutes.
Moving the DCP joystick shows a small rectangular
view box which is the next zoom level field of view.
An aircraft symbol along with highlighted origin
and destination airports may be shown.
With GWX displayed, pushing the MENU key
shows the GRAPHICAL WEATHER menu. Origin destination and alternate airports are entered
through the FMS. OTHER airports are entered
manually. Navigate the menus using the cursor and
ESC key function the same as electronic charts.
When viewing METARs, a turn of the small knob
to the right shows the forecast (TAF) weather on
the next page. When viewing SIGMETs, a turn
of the small knob to the right shows all the active
SIGMETs in numerical/letter order. The SIGMET
number can be seen on the GWX display, either
within an outlined area or along a line.
The pilot has the option of displaying various items
on the GWX display. These are turned on or off via
the menu. Viewing the OVERLAY LEGENDS at
the bottom of the menu defines the symbols used.
NEXRAD images can be display on the MFD
PLAN map. Use the LWR MENU button to select
the NEXRAD menu to be displayed. A cyan GWX
is shown at the bottom right of the MFD.
RADAR ALTIMETER
A single radar (radio) altimeter displays height
measurement from 2,500 feet AGL to the ground, at
the bottom of the attitude indicator in green digits.
A visual display of height above ground is seen in
the lower half of the altimeter. When the aircraft is
about 200 feet AGL or less, AGL or less, the brown
background of the altimeter is overlaid with diagonal yellow lines rising from the bottom. The Honeywell TAWS and the Collins TCAS II both require
radar altimeter data for operation. Failure of the
radar altimeter displays a red RA flag at the bottom of the attitude indicators, amber TCAS FAIL
annunciations on displays, and associated TAWS
CAS messages.
The Honeywell TAWS and the Collins TCAS II
both require radar altimeter data for operation.
Failure of the radar altimeter displays a red RA
flag at the bottom of the attitude indicators, amber
TCAS FAIL annunciations on displays, and associated TAWS CAS messages.
ANGLE OF ATTACK
(AOA)
The AOA primary components are:
• Sensing vane on right side fuselage
• Flap position sensor
• AOA indication (PFD upper left) (Figure
16-38)
• Computer
• Indexer lights above glareshield
• Stick shaker mounted on left control column
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A small green circle supplied by the AOA computer appears on the airspeed tape regardless of gear
position. This airspeed target represents approach
speed VREF for the current aircraft weight and
flap setting.
The stick shaker disconnects the autopilot; however, it does not disconnect the yaw damper.
The AOA system is tested through the SYS TEST
function of the LWR MENU on the CCP or through
the same function of the PFD MENU on the DCP.
Testing of AOA in flight is inhibited.
TERRAIN AWARENESS
AND WARNING
SYSTEMS (TAWS)
Figure 16-38. AOA Indication
The AOA indicator on the PFD may be selected
off, on or automatically displayed when flaps reach
35°. To set the choice use the PFD MENU, then
select CONFIG.
Vane position sends a signal to the computer, which
displays the AOA on the PFD. Approach speed for
any flap setting and current weight corresponds to
approximately 0.6 on the AOA display.
Stall warning via the stick shaker (impending stall)
corresponds to about 0.8 on the display. A full stall
occurs at 1.0 on the display.
The indexer lights provide a heads-up indication of
being on speed (at VREF). The lights do not illuminate on the ground except during SYS TEST. In
flight the lights do not illuminate unless the nose
gear is down and locked. The green circle is illuminated when the aircraft is at VREF, which is 0.6
AOA. The yellow chevron appears when faster than
VREF; the red chevron when slower. The indexer
light colors do not correlate to AOA displayed,
except for green being at VREF or 0.6 AOA. Being
on speed does not ensure touchdown on the runway.
16-44
The terrain awareness and warning systems
(TAWS) are three independent systems in one. The
TAWS contains the traditional GPWS functionality
which produces reactive warnings intended to help
prevent controlled flight into terrain. The TAWS
also provides a graphical representation of terrain
elevation that is available for display on the MFDs.
There are currently two Honeywell systems available. The Mark VIII EGPWS (Enhanced Ground
Proximity Warning System) is standard (no windshear alerting), and the Mark V (with windshear)
is an option. The Mark V may also be fitted with
RAAS – Runway Awareness and Advisory System
(audio alerts of runway and taxiway data). See the
applicable AFM Supplement for more detailed
information and limitations.
HONEYWELL MARK VIII EGPWS
The Honeywell VIII is identical the Mark V except
there is no windshear alert capability and no steep
approach override function.
HONEYWELL MARK V
The Honeywell Mark V uses radar altitude and vertical movement combined with algorithms to provide visual and aural alerts for ground and obstacle
proximity. An audible “500” is heard during all
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approaches except during an ILS with a captured
GS. The system alerts the pilot for excessive bank
angles at lower altitudes; greater bank at higher
altitudes. The system also provides visual and aural
alerts for windshear, landings without gear, landings with flaps less than 35°, and when 1.3 dots or
more below GS after capture and tracking.
A predictive display of terrain and obstacles ahead
is provided from an internal database as long as
GPS position is available. The database contains
terrain and obstacles; however, it does not contain
100% of each. The database is stored on a card
within the GPWS box. The display has a maximum
range of 300 nm. Obstacles appear as squares or
rectangles. MSL altitudes are shown which represent the highest threat (terrain or obstacle) of the
same color.
Red terrain/obstacles are above the aircraft altitude.
Yellow terrain/obstacles are at or near the aircraft
altitude. Green terrain is below the aircraft. Cyan
represents water, and magenta background appears
when the location is not in the database.
The PFDs and/or MFDs can display terrain overlays. The TERR/WX button on the DCP is used to
select the terrain overlay on the PFD. The TERR/
WX button on the CCP is used to select the terrain
overlay on the MFD.
Pushing the TAWS MENU button on the DCP or
CCP displays the TAWS menu (Figure 16-39). The
following TAWS functions can be selected:
G/S CANCEL—Cancels the “glideslope” aural
alert if 1.3 dots or more below any received GS signal. Reception of the signal is through the GPWS
and not the nav radios – the radios can be on VOR
frequencies and still get the alert. Activating places
a cyan TAWS GLIDESLOPE CANCELLED message on the CAS. The alert may also be cancelled
by pressing the G/S CANCEL button on the tilt
panel below the right side DCP. Pushing either
button when cancel is active releases the cancel.
The system resets automatically when the aircraft
climbs above 2000 feet AGL.
FLAP OVRD—Cancels the “too low flaps” aural
alert if landing is attempted with less than 35° flaps.
Figure 16-39. DCP TAWS MENU Button
TERR INHIB—Activation inhibits visual and aural
alerts from the EGPWS database. If flying into an
airport that is displayed in magenta background,
inhibiting prevents inaccurate alerts. Other functions of the system still work. Activating places
a cyan TAWS TERRAIN INHIBITED message
on the CAS. If inhibited, the TAWS test will not
function.
RAAS INHIB (optional)—Enables or disables
the aural alerts based on aircraft location relative
to taxiways and runways at airports that are in the
RAAS database.
STEEP APPR—When active cancels certain aural
alerts when flying a steeper than normal approach
at an airport not listed in the AFM Supplement.
The aircraft is not yet certified for steep approaches, and this function is not yet usable.
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Windshear alerts do not provide attitude guidance. A yellow WINDSHEAR alert appears in the
attitude indicator without any audible alert. This
indicates increased performance (a headwind condition). A red WINDSHEAR alert appears with
audible alert. This indicates decreased performance
(a tailwind condition).
The “too low gear” aural alert cannot be silenced.
Refer to the AFM for more information.
RUNWAY AWARENESS
AND ADVISORY
SYSTEM (OPTIONAL)
A runway awareness and advisory system (RAAS)
(from Honeywell) relies on GPS position inputs to
provide pilots with audible alerts at airports that
are in the RAAS database. Not all airports in the
EGPWS database are in the RAAS database. A list
is available at http://www.egpws.com. The system
provides various aural alerts to increase situational
awareness of aircraft location relative to taxiways
and runways.
There is a cyan RAAS INHIBITED CAS message
while airborne. Pilots may hear RAAS alerts during ATC radio calls. RAAS alerts have the lowest
level of ground proximity alerts. Pilots may inhibit
RAAS alerts by using the DCP or CCP MENU,
selecting TAWS MENU, then selecting RAAS
INHIB. This generates a cyan RAAS AUDIO
INHIBITED CAS message.
TRAFFIC ALERT AND
COLLISION AVOIDANCE
SYSTEM (TCAS)
The CJ4 uses TCAS II to detect threat and nonthreat aircraft that reply to ATC interrogations
within the area surrounding the aircraft. The system generates target displays that may be shown
on the PFDs and MFDs, aural alerts (informative
or directive), and pitch cues on the attitude indicators if directive.
16-46
Maximum range for target display is normally
40–80 NM. Altitudes (relative or absolute) are
shown next to the threat symbols. Arrows up or
down indicate at least 500 fpm climb or descent.
If the PFD is on a full compass rose with TFC
selected, the maximum map range is 50 NM on
the PFD/MFD. The map range can be extended to
300 NM if the PFD format is changed to an arc or
if TFC is removed while the format remains on a
full rose. Display on the PFD/MFD is controlled
by the TFC button on the CCP or DCP. Refer to the
AFM for more information.
The system provides traffic and resolution advisories using a Mode S capable transponder. The
system can track and display 30 targets. In the TA/
RA mode resolution advisories are inhibited below
1,100 feet while climbing and below 900 feet while
descending (the PFD/MFD displayed mode shows
TA ONLY).
If the system cannot determine azimuth, when the
range creates a traffic callout, amber text showing
traffic range and altitude appears at the lower right
corner of the display(s) showing TFC. If the system cannot determine intruder altitude, no altitude
is shown.
Traffic is displayed by four symbols:
• Open cyan diamond—Nonthreat/ other traffic greater than ±1,200 feet and beyond 5
NM
• Solid cyan diamond—Proximate traffic
within ±1,200 feet and 5 NM
• Solid amber circle—Traffic within 20–45
seconds and considered a threat. Audible
traffic callout
• Solid red square—Traffic within critical
range and altitude.Audio gives a directive
command. Attitude indicator shows a green
“fly to” box and red “no fly” boundary lines
or areas.
If a command to monitor or maintain vertical speed
is heard, do not change the current rate. If a climb
or descend command is heard, disconnect the autopilot and pitch into the green “fly to” box and avoid
the area bounded by red lines. Do not go above or
FOR TRAINING PURPOSES ONLY
below the box. The aircraft symbol will be red if in
the potential collision area (bounded by red lines);
green if in the “fly to” box; black if not in box and
opposite the area bounded in red lines (assuming no multiple threats). Directive command may
reverse depending upon the threat aircraft flight
path. When “clear of conflict” is heard, return to
assigned altitude and notify ATC.
Control of the TCAS is through the TUNE page on
the FMS. Current modes are highlighted cyan. The
control page allows the pilot the following options:
TA/RA, TA ONLY, and STBY—The highlighted
mode is the current TCAS mode. Toggling the line
select key changes the mode.
REL/ABS—Altitude display; relative is ± to own
ship; absolute is FL readout (not permanently available below transition altitude)
TRAFFIC (other)—On or off
ABOVE—Look area extended to 9,900 feet up
NORM—Look area is ±2,700 feet of own aircraft
BELOW—Look area extended to 9,900 feet down
(ABOVE and BELOW can both be active)
TEST—Four symbols on PFD/MFD; red TRAFFIC under attitude; green “fly to” box and red “no
fly” boundary lines or areas on attitude indicator;
audio “TCAS system test ok”.
If the radar altimeter is inoperative, TCAS II will
also be inoperative.
AIRCRAFT WEATHER
RADAR
The Collins MultiScan™ RTA-4112 weather radar
is contained in the nose of the aircraft. It has a
12-inch phased-array (no motion) antenna, operates in X-band, and requires normal DC or converted power for operation. Do not transmit radar
energy when either people or sensitive equipment
are within 2 feet of the nose.
The radar can be used for ground mapping terrain features, however, the primary use is to detect
and display precipitation. Based on precipitation
rate of fall the colors of black, green, yellow or
red are seen out to 320 nm. It can detect and display precipitation related turbulence (magenta)
out to 40 nm even if displayed range is greater. It
will not detect clear air turbulence. Another feature of the radar is Path Attenuation Compensation (PAC) which compensates for radar energy
absorbed when the radar beam penetrates a precipitation cell. This keeps the correct display of
storm intensity. PAC has a maximum range of 80
NM. If the beam requires full range of attenuation correction, a yellow PAC alert arc shows at the
edge of the outer range arc. PAC alert is disabled
in manual operation, MAP mode, and for all gain
settings other than NORM.
The bottom third of a storm below the freezing
level is normally just water and most efficiently
reflects radar energy. The middle third of a storm
is normally a combination of supercooled water
and ice crystals – reflectivity begins to diminish
as ice crystals are poor radar reflectors. The top
third of a storm is usually ice crystals and almost
invisible to radar.
Radar displays may be placed on either of the PFDs
or MFDs. The weather radar (WX) overlay can be
selected through either the DCP or the CCP. Each
panel has a TERR/WX button for quick access.
The overlay menu can also be accessed by using
the PFD MENU or LWR MENU options. The
STBY/WXR/ON button (same as DATA knob) on
the DCP is a quick way to turn the radar on or to
standby simply by pushing. The RADAR MENU
button on the DCP (or the same menu through the
CCP LWR MENU button) allows control of modes
and features.
RADAR MENU
The RADAR MENU provides full control of the
system. There are two operating choices – AUTOMATIC and MANUAL. Selecting one deselects
the other for both sides. Certain modes will not be
available based on operation. In MANUAL each
pilot has control of on-side tilt (± 15o) and gain
but no control of ground clutter. AUTOMATIC
eliminates the pilot’s control of tilt, eliminates
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about 98% of ground clutter, but allows changing
gain. AUTOMATIC is the recommended mode
of operation.
reduced gain levels indicate heavier precipitation.
When GAIN is not in NORM, displayed colors are
uncalibrated (not true).
In AUTOMATIC the radar uses multiple scans
at preselected tilt angles (based on range selected and aircraft altitude) to detect short, mid, and
long-range weather. It also has an Overflight™
Protection feature that reduces the possibility of
inadvertent thunderstorm top penetration by retaining that storm’s display without scanning. If the
automatic feature fails, an AUTO FAULT annunciation is displayed. See the Collins radar guide
and/or AFM for other fault indications.
An operational ground test of the radar is suggested to ensure proper function anytime the radar
is intended to be used. The Collins guide has the
following:
STBY (standby) – The system powers up in STBY
(no energy transmitted). Selecting STBY affects
both sides.
TEST – Selecting TEST affects both sides. Only
use this mode on the ground. Wait at least 12 seconds for the test pattern to appear and ensure no
radar faults are seen.
WX (weather) – Weather returns displayed without
turbulence data.
1. Turn on the radar and select on display to show
WX
2. Select TEST mode – verify test pattern (Figure
16-40) in about 12 seconds with no faults
3. Select WX + TURB mode and 10 NM range
4. Select Manual mode
5. Adjust tilt between −5 and +10 degrees to display close range ground clutter
6. Ensure any available and detectable weather
shows at higher tilt settings
Once tested, select AUTOMATIC and STBY.
When ready for takeoff, set as desired.
WX+T (weather plus turbulence) – Weather returns
and turbulence data displayed.
TURB (turbulence) – Only turbulence data
displayed.
MAP (terrain mapping) - Used to help identify terrain features such as coastlines, mountains, bodies
of water, etc. In MAP no weather returns are seen.
The pilot selects manual operation from the RDR
MENU and adjusts range, gain, and tilt.
TCAS FAIL
GCS (ground clutter suppression) –Enabled in
AUTOMATIC. May be disabled for 30 seconds,
then it re-enables. Not available in MANUAL.
TILT (tilt angle) – Only available in MANUAL.
Using the TILT knob on the DCP (or menu item
through PFD/MFD menus) each side has ability to
individually adjust its tilt ±15o from level.
GAIN – Each side has ability to adjust gain by
using the menu item and DATA knob. NORM
is the default. Weather returns that appear with
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Figure 16-40. Wx Radar Test
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AUTO/MANUAL OPERATION
When the radar is selected, the automatic function
first makes a sweep that looks along the aircraft
flight path. This ensures that weather directly in
front of the aircraft is immediately visible to the
flight crew. The second sweep is at a relatively low
tilt angle. Significant ground clutter may be visible.
The ground clutter suppression algorithms begin to
have affect during the second sweep of the antenna
and is fully initialized by the beginning of the fifth
sweep (16 seconds). When the initialization process
is complete, the flight crew receives an optimized
weather picture with minimal ground clutter for
any range scale selected. In addition, overflight protection is fully engaged to prevent thunderstorms
that are a threat to the aircraft from falling below
the radar beam.
In manual, the pilot and copilot are able to select
the tilt and gain controls independently of one
another.
WX-1000E LIGHTNING
DETECTION STORMSCOPE
The L-3 Communications Stormscope is offered
as optional equipment. This aids in detecting the
position and intensity of thunderstorms by showing up to 63 lightning strike symbols – a small
x – 360o around the aircraft. The symbol’s color
varies based on intensity. All strikes are acquired
and recorded simultaneously for display at ranges
from 25 to 200 nm. The presentation is heading
stabilized and may be shown on the PFDs or MFDs.
No separate controller, indicator, switch, or other
function is provided. Lightning display (LX) is
controlled through the TERR/WX menu from the
DCP or CCP. Spurious strikes may display as a
result of engine ground operation, particularly at
high thrust settings.
AUDIO PANELS
Audio panels are in the upper left and right corners
of the instrument panel and require emergency DC
power to operate (Figure 16-41). The panels control microphone selection and speaker/headphone
reception.
Figure 16-41. Audio Panel
The audio panels have the following controls and
functions:
COM 1, COM2, HF, and PA buttons ( square buttons on the top row)—Designates which transmitter
is being used and automatically opens that receiver. Selecting one deselects the prior. A green light
appears over the button pushed. The PA button connects to the cabin speaker to speak with passengers.
The round knobs below the mic select buttons are
push-to-listen (extended) for the various radios.
The knob does not have to be extended to receive
audio on the selected radio (green light). Turning
the knob adjusts the volume for that radio only.
INPH knob—Controls the volume of the other pilot
over interphone audio. Transmission momentarily
mutes the interphone audio.
NAV 1, NAV 2, DME 1, DME 2, and ADF knobs—
Controls reception of the voice/identifier code
audio from the NAV and ADF receivers.
ST knob—Controls the side tone level when the
mic is keyed.
VOX (Voice-on-Transmit) knob—Enables, if
extended, hot mic operation for interphone use
without using the yoke-mounted microphone
switch. Turning the knob adjusts a dynamic noise
cancellation function. Full left is minimal cancellation; full right maximum.
MKR knob—When extended, the marker beacon audio is heard over an outer, middle, or inner
marker.
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MUTE knob—Cancels the current audio and resets
for the next marker beacon.
SPKR knob—When extended, allows all selected
audio to be heard from the overhead speaker on
that side of the cockpit. Turning the knob adjusts
volume of all selected audio. Aural warnings are
not affected by SPKR volume setting.
Normally pilots wear headsets, and all audio would
be routed through the headphones. If the SPKR
knob is extended, all audio can also heard in the
cabin. It is recommended that the SPKR knob
be extended and the CKPT SPKR MUTE button
selected on (tilt panel under right CCP) to prevent
passengers from hearing all the alerts but allow
pilots to hear needed audio if the OXYGEN MASK
MIC button is selected on.
HDPH knob—Turning the knob adjusts volume of
all selected audio. Aural warnings are not affected
by HDPH volume settings.
This permits right seat pilot radio transmission
(over the selected right audio panel radio) without
interfering with the left seat pilot’s control yoke
inputs while hand-flying the airplane. The button
is held down for duration of transmission.
LIMITATIONS
For specific information on limitations and procedures, refer to the appropriate checklist or FAAapproved Airplane Flight Manual (AFM).
EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.
MICROPHONES
The aircraft has two hand-held mics mounted on
the control columns, two headset boom mics, and
two oxygen mask mics.
Each yoke has a microphone switch on the outboard handle. Pushing the switch inboard transmits
outside the cockpit on the selected radio (indicated
by green dot light). Radio transmit is indicated by
a cyan TX indication on the CDU TUNE page next
to the selected radio. Transmit is also indicated on
the PFDs by a blue background behind COM 1 or
COM 2. Releasing the switch allows it to spring
back to the center position. Pulling the switch outboard allows interphone connection to the other
pilot. This position does not spring back to center.
If wearing an oxygen mask, the microphone switch
at the front end of the outboard arm rest must be in
the MIC OXY MASK position. This switch action
results in a hot interphone mic for both pilots (if the
VOX knob is out) and turns off the speakers mute if
selected. Intercome can be heard over the speakers
if the SPKR knob is not selected.
A push-to-talk button (COPILOT MIC PTT) is
located on the tilt panel in front of the co-pilot.
16-50
FOR TRAINING PURPOSES ONLY
QUESTIONS
1. What indicates that the heading on the PFD is
not auto-slaved to AHRS?
A. Amber DG right of the heading indication
B. White DG right of the heading indication
C. AHRS slave switch in MANUAL
D. CAS message
2. How long does the standby attitude indicators
battery power last if normal aircraft power is
not available in flight?
A. 10 minutes
B. 30 minutes
C. 45 minutes
D. 55 minutes
3. What knob cycles through the standby navigation sources on the PFD?
A. DCP DATA knob
B. DCP MENU knob
C. CCP DATA knob
D. CCP MENU knob
4. What menu displays the SYS TEST?
A. DCP UPPER MENU
B. DCP LOWER MENU
C. CCP UPPER MENU
D. CCP LOWER MENU
5. The RADAR can be turned ON by:
A. Pushing the STBY/WXR/ON
button
B. Pushing the RADAR MENU and selecting
AUTOMATIC
C. Right line select key RADAR
D. Both A and B
6. What button displays the RADAR on the
PFD?
A. RADAR MENU on DCP
B. RADAR MENU on CCP
C. TERR/WX on DCP
D. TERR/WX on CCP
7. What displays the graphical weather onto the
MFD?
A. CCP LWR MENU—Format–GWX
B. CCP LWR MENU–Controls–GWX
MENU
C. CCP TERR/WX button
D. CCP LWR MENU–Controls– MAP-SRC
8. How are approach charts displayed on the
MFD?
A. Press the CHART button on CCP
B. Press the CHART button on DCP
C. If NO CHART AVAILABLE appears,
press LWR MENU on CCP
D. Both A and C
9. What turns on the flight director?
A. FD button on the flight guidance panel
B. Pressing NAV on the flight guidance panel
C. Pressing the GA button on the throttle
levers
D. All of the above
10. How does the pilot turn on the autopilot?
A. Push the NAV button on the flight guidance panel
B. Push the AP button on the flight guidance
panel
C. Slide the AP lever forward
D. Pull the AP lever down
11. What knob adjusts the FLC speed if the autopilot is on and FLC is selected?
A. DOWN/UP vertical knob on the flight
guidance panel
B. SPEED knob on the flight guidance panel
C. HDG knob on the flight guidance panel
D. ALT knob on the flight guidance panel
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12. If above the transition level with STD showing
next to 29.92 (or 1013), how does the pilot set
a local altimeter setting?
A. Turn BARO knob to set value in altimeter
preset window; then push BARO when
change is needed
B. Turn BARO knob which instantly changes
the current STD value
C. Push the BARO knob to access the altimeter preset window; then push and hold the
knob when desired
D. Set the altimeter in the FMS, and it changes the setting when passing transition level
13. Where are departures selected in the FMS?
A. IDX–DEPARTURES
B. FPLN–DEPARTURES
C. DEP/ARR button
D. LEGS–DEPARTURES
14. What is the color of the “FROM” waypoint in
the FMS?
A. White
B. Amber
C. Cyan
D. Magenta
15. What button(s) recalls a previous waypoint
during a flight in the FMS?
A. Hold PREV for 5 seconds and LEGS HISTORY page displays
B. Press DIR then press PREV and LEGS
HISTORY page displays
C. IDX–LEGS HISTORY
D. Both B and C
16. Where are ARC transitions to approaches
selected in the FMS?
A. Transitions are on the APPROACH page
after the approach with the transition is
selected
B. Transitions are on the TRANS page for the
FPLN DEST airport
C. Transitions are selected with the DCP
MENU
D. Transitions are selected with the CCP
MENU
16-52
17. What is required navigation from FAF inbound
on a localizer based approach?
A. FMS–magenta needles
B. LOC–green needles
C. Bearing pointer for the localizer course
D. Autopilot must be off or in HDG mode
18. What steps are required to display waypoint
altitude from the FMS on the PFD?
A. On the FMS, push MFD MENU–select
ALTITUDE
B. On the FMS, push DSPL MENU–select
ALTITUDE
C. DCP– select FRMT–select PPOS
D. Both B and C
19. Where is the HOLD page in the FMS?
A. HOLD button
B. IDX‒HOLD
C. IDX‒FPLN‒HOLD
D. DCP‒HOLD
20. What sequences the FMS to start a missed
approach?
A. FMS automatically sequences upon arrival
at the MAP
B. FMS automatically sequences at the start
of a climb for the missed approach
C. TO/GA button on either throttle
D. Pressing GO AROUND on the flight guidance panel
21. What page is frequency management in the
FMS?
A. LEGS
B. COMMS
C. TUNE
D. FLTPLAN
22. What selection displays terrain on the PFD?
A. PFD MENU
B. TFC button
C. TERR/WX
D. DCP MENU
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23. What selection displays traffic on the MFD?
A. PFD MENU
B. TFC button
C. TERR/WX
D. DCP MENU
24. Which limitation(s) is/are correct?
A.Minimum autopilot altitude for any
approach is 200 ft AGL
B.Minimum cruise altitude without a yaw
damper is FL240
C.Both A and B
D.Neither A nor B
25. What page in the FMS manipulates the TCAS?
A. DCP MENU
B. CCP MENU
C. FMS TUNE
D. FMS DSPL MENU button
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16 AVIONICS
INTENTIONALLY LEFT BLANK
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CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 17
OXYGEN SYSTEM
CONTENTS
GENERAL ........................................................................................................................... 17-1
DESCRIPTION..................................................................................................................... 17-2
COMPONENTS................................................................................................................... 17-2
Oxygen Bottle Assembly............................................................................................... 17-2
Oxygen Masks............................................................................................................... 17-2
CONTROLS AND INDICATIONS...................................................................................... 17-4
Oxygen Pressure Gauge................................................................................................ 17-4
OXY PSI Indication...................................................................................................... 17-4
OXYGEN CONTROLS................................................................................................ 17-5
OXYGEN SUPPLY Handle.......................................................................................... 17-5
OXY H.P. RELIEF disc................................................................................................. 17-5
Oxygen Mask MIC buttons........................................................................................... 17-5
Cockpit Side Panel........................................................................................................ 17-5
OPERATION........................................................................................................................ 17-6
Oxygen Masks............................................................................................................... 17-6
Oxygen Control............................................................................................................. 17-7
Preflight......................................................................................................................... 17-8
LIMITATIONS...................................................................................................................... 17-8
EMERGENCY/ABNORMAL.............................................................................................. 17-8
QUESTIONS ...................................................................................................................... 17-9
FOR TRAINING PURPOSES ONLY
17-i
17 OXYGEN SYSTEM
INTRODUCTION................................................................................................................ 17-1
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17 OXYGEN SYSTEM
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ILLUSTRATIONS
Figure
Title
Page
17-1. Oxygen Filter Port.................................................................................................... 17-2
17-3. Oxygen System Normal Operation.......................................................................... 17-3
17-4. Passenger Oxygen Mask and Canister..................................................................... 17-4
17-5. Oxygen Controls....................................................................................................... 17-5
17-6. OXY H.P. RELIEF Disc........................................................................................... 17-5
17-7. Cockpit Side Panel................................................................................................... 17-6
TABLES
Table
Title
Page
17-1. CAS Messages ......................................................................................................... 17-8
FOR TRAINING PURPOSES ONLY
17-iii
17 OXYGEN SYSTEM
17-2. Standard Crew Masks............................................................................................... 17-2
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17 OXYGEN SYSTEM
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17 OXYGEN SYSTEM
CHAPTER 17
OXYGEN SYSTEM
INTRODUCTION
This chapter presents information on the oxygen system in the CJ4 aircraft. Oxygen is supplied
to the crew and passengers during pressurization system malfunctions, or whenever required.
System parameters are monitored and warnings supplied by the engine indication and crew alert
system (EICAS).
GENERAL
The oxygen system supplies breathing oxygen to
the crew at all times and to the passengers when
required. The pilot can manually drop the passenger oxygen masks or allow the flow of oxygen to
the crew only. The system automatically drops the
passenger masks at approximately 14,800 cabin
altitude.
FOR TRAINING PURPOSES ONLY
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DESCRIPTION
The oxygen system uses a single bottle installed in
the nose section. Controls are located within the
cockpit (Figure 17-3).
17 OXYGEN SYSTEM
The passengers are supplied oxygen by the mask
deployment system (MDS). The MDS consists of
manifolds, canisters, and optional plugs.
COMPONENTS
OXYGEN BOTTLE ASSEMBLY
Figure 17-1. Oxygen Filler Port
The single oxygen bottle assembly is in the right
nose storage compartment directly below the avionics equipment area. The 50 cubic feet capacity
bottle is equipped with a pressure regulator and
a manual control valve mounted directly on the
bottle.
The regulator has four ports. One supplies regulated oxygen to the cockpit/cabin. The other three
are used for servicing, monitoring pressure, and
relieving excessive pressure from the bottle.
A filler port at the lower aft edge of the right nose
baggage door is used to fill the oxygen bottle (Figure 17-1).
OXYGEN MASKS
Crew Masks
The crew masks are stored in receptacles mounted
on the upper and outboard position of the pilots
seat (Figure 17-2). The mask is a quick-donning
pressure demand mask with an inflatable harness,
a mask-mounted regulator, and an internal microphone. When oxygen is in use the internal microphones provide communication for the crew. The
mask regulator allows the pilot to select between
diluter demand, 100% demand, or pressure oxygen flow. The N-100% lever on the mask switches
between normal (N) and 100% oxygen.
Cabin pressure is sensed by the regulator on the
mask to control the ratio of air to oxygen.
17-2
Figure 17-2. Standard Crew Masks
Smoke Goggles
The smoke goggles are secured on the pilot side
panels. When the goggles and masks are used
together they provide adequate protection during
smoke conditions.
FOR TRAINING PURPOSES ONLY
FOR TRAINING PURPOSES ONLY
P
CHECK VALVE
SOLENOID VALVE
(NORMALLY CLOSED)
REGULATED OXYGEN
HIGH PRESSURE OXYGEN
LEGEND
OXYGEN CONTROL
VALVE
OXYGEN
CUTOFF VALVE
OXYGEN
BOTTLE
REGULATOR
OXYGEN
BLOWOUT DISC
FILL PORT
PRESSURE
SENSOR
FILL GAUGE
PILOT OXYGEN
MASK
17-3
LEFT CABIN ALTITUDE PCB
(PRESSURE BULKHEAD)
MASK DEPLOYMENT SYSTEM (MDS)
DOUBLE MASK MANIFOLD (4 TOTAL)
RIGHT CABIN ALTITUDE PCB
(PRESSURE BULKHEAD)
17 OXYGEN SYSTEM
Figure 17-3. Oxygen System Normal Operation
OXYGEN CONTROL
VALVE SELECTOR
OXYGEN SUPPLY
CUTOFF
MASK DEPLOYMENT SYSTEM (MDS)
SINGLE MASK MANIFOLD (3 TOTAL)
COPILOT OXYGEN
MASK
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Passenger Masks
The passenger masks are a constant pressure/continuous flow type. Each mask has a head strap,
plastic tubing, and an oxygen dispensing valve
(Figure 17-4).
17 OXYGEN SYSTEM
The masks are stowed in canisters in the overhead
panel behind decorative interior covers. Each canister contains a diaphragm and dispensing valve.
They are installed in four dual and three single
manifolds. An optional plug replaces a canister
when there is no passenger seat at that position.
Each canister can be removed from the manifold
and repacked. The mask cannot be removed from
the canister.
The canisters can be in the following positions on
the manifold (Figure 17-4):
• INSTALL
• TEST
• ARM
The plug can also be in the following positions on
the manifold (Figure 17-4):
• INSTALL
• TEST
• PLUG
The masks are deployed when the MDS supplies
oxygen through the manifolds to the canisters. (see
Figure 17-1).
MDS Manifold
MDS Canister
CONTROLS AND
INDICATIONS
OXYGEN PRESSURE GAUGE
The oxygen pressure gauge, in the right nose baggage compartment, measures the oxygen bottle
pressure. The gauge is primarily used for servicing
and may be checked during preflight.
OXY PSI INDICATION
The OXY PSI indication displays oxygen pressure
on the multifunction display (MFD) (see Figure
17-1). The indication appears green until pressure decreases below 330 psi and then changes to
amber. The amber OXYGEN PRESSURE CAS
message appears on the CAS, the MASTER CAUTION RESET switchlights illuminate, and a chime
sounds.
OXYGEN CONTROLS
The rotary OXYGEN CONTROL knob on the left
tilt panel controls the oxygen control valve manually or electrically (Figure 17-5). The knob has the
following three positions:
• CREW ONLY
• NORM
• DROP MASK
The CREW ONLY position shuts off the passenger supply of oxygen. This prevents the passenger
masks from being deployed and conserves the oxygen supply for the crew.
The NORM position allows the oxygen control
valve to be electrically controlled by the cabin altitude printed circuit board. When the cabin altitude
is 14,800 ± 200 feet a solenoid on the oxygen control valve is opened causing the passenger masks
to automatically drop.
Figure 17-4. Passenger Oxygen Mask
and Canister
17-4
The DROP MASK position manually activates the
MDS causing the passenger masks to drop.
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
OXYGEN SUPPLY HANDLE
COCKPIT SIDE PANEL
The OXYGEN SUPPLY handle on the left instrument tilt panel allows the supply of oxygen to be
shutoff at the pilot’s discretion.
The cockpit side panels are aft of the circuit breaker panels on the left and right side of the cockpit.
Each panel has the following jacks (Figure 17-7):
• AUX HEADSET
A green OXY H.P. RELIEF disc on the right exterior below the nose baggage door provides over-
• STD MIC
17 OXYGEN SYSTEM
OXY H.P. RELIEF DISC
Figure 17-6. OXY H.P. RELIEF Disc
• STD PHONE
• OXYGEN
• OXYGEN MIC
Figure 17-5. Oxygen Controls
pressure protection. Preflight inspection of this
indicator is required. If disc is missing, the oxygen
cylinder has been overpressurized activating the
overpressure relief system (Figure 17-6). Maintenance is required before flight.
OXYGEN MASK MIC BUTTONS
The OXYGEN MASK MIC buttons on the left and
right pilot tilt panels activates microphones in their
respective masks.
When pushed, the radio transmission and intercom
communication is carried on through the mask
microphone.
When the switchlight is not illuminated the mask
microphone is inactive. All communication must
be carried on through the headset or through the
use of the hand microphone and cockpit speakers.
The pilots oxygen masks are plugged into the
OXYGEN MIC and OXYGEN jacks at all times.
The AUX HEADSET, STD MIC, or STD PHONE
may be used at any time.
OPERATION
OXYGEN MASKS
Crew Masks
When oxygen is required, remove the crew mask
from the receptacle mounted on the upper and outboard position of the seat. Press the inflation button on either side of the mask to inflate the harness
and place over the head. Release the button for a
secure fit.
The N-100% lever on the red inflation button
selects between 100% oxygen and oxygen diluted
with cabin air. When the selector is in the 100%
position, the regulator is in the Demand mode, and
supplies 100% oxygen to the pilot each time he/she
inhales. The mask should be stored with the selector in this position so that 100% oxygen is imme-
FOR TRAINING PURPOSES ONLY
17-5
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
may interfere with proper sealing of the
oxygen mask. Mask fit and seal should
be checked on the ground prior to flight.
17 OXYGEN SYSTEM
Crew masks are equipped with a tension adjustment lever on the front. The mask should be stowed
with the lever down to ensure tight fit if the mask
is used for emergencies. When the pilot puts the
mask on for normal requirements, flipping the
lever up will also a lessening of the tension with
each quick squeeze and release of the inflation
buttons. This improves comfort for long duration
mask usage.
Passenger Masks
Figure 17-7. Cockpit Side Panel
diately available to the pilot in case of emergency.
In the N position, the regulator is in the Diluter
demand mode and meters oxygen flow according
to cabin pressure. The oxygen is supplied each
time the pilot inhales, but in a smaller quantity and
mixed with cabin air. This provides the pilot with
additional oxygen and extends the endurance of
the oxygen supply, but is not appropriate for emergency situations as it allows the pilot to breathe any
smoke or fumes that may be in the cabin.
If smoke or fumes are present, rotate the EMERGENCY knob to the EMER position. When wearing the mask, rotate the knob toward your left
shoulder. Selecting EMER places the regulator in
the Pressure Demand mode. This provides oxygen
under continuous pressure, except while the pilot
exhales. This maintains positive pressure inside the
mask to protect the pilot from smoke and fumes.
When smoke goggles are worn, opening a valve on
the top of the mask allows oxygen to flow into the
goggles and displace smoke to clear the pilots view.
Select the appropriate OXYGEN MASK MIC
button to activate the microphone in the mask. All
radio transmission and crew communication is
conducted through the mask.
NOTE
Unless carefully trimmed, mustaches
and/or beards worn by crew members
17-6
Deployment
The passenger masks are deployed when oxygen
pressure from the MDS inflates the diaphragms
inside the canisters. This pushes the masks against
the canister lids and the decorative covers to force
both open, dropping the masks from the canisters.
The passenger pulls the mask downward to extend
the lanyard that pulls the pin from the dispensing
valve. This starts the flow of oxygen to the mask.
Place the mask over the nose and mouth and breath
normally.
Accidental Deployment
Passenger masks can be repacked and reinstalled
when accidentally deployed.
Perform the following procedure to repack and
reinstall the passenger masks:
1. Remove the canister by pulling the springloaded pin back and rotating the canister, counterclockwise out of the manifold.
2. Invert the canister and repack the mask into
the canister, then close the cartridge lid.
3. To install, align the three canister tabs with
the three slots on the manifold. When the tabs
push through the slots and the markings on the
canister label and manifold align, the canister
is in the INSTALL position. The spring-loaded
pin on the canister is pushed back against the
surface of the manifold plate.
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
The canister must be in the ARM position to be
available for use.
The optional plug is installed in the same manner
as the canister. The plug has INSTALL, TEST, and
PLUG positions. The plug must be in the PLUG
position at takeoff.
OXYGEN CONTROL
When in flight, an oxygen pressure sensor in the
nose near the oxygen bottle transmits the oxygen
bottle pressure to the OXY PSI indication on the
MFD.
If pressure is less than or equal to 330 psig the
amber OXYGEN PRESSURE CAS message
appears on the EICAS, the MASTER CAUTION
RESET switchlights illuminate, and a chime
sounds. When the pressure in the bottle reaches
370 psig, the CAS message disappears. Refer to the
appropriate procedure in the approved checklist.
If oxygen level is low, position the OXYGEN
CONTROL knob on the left instrument panel to
the CREW ONLY position. This shuts off the flow
of oxygen to the MDS and supplies oxygen to the
crew only. This conserves the remaining oxygen
for the crew.
With the OXYGEN CONTROL knob in the NORM
position, the system is electrically controlled by the
cabin altitude printed circuit board.
The red CABIN ALTITUDE CAS message appears
on the EICAS when aircraft altitude is 9,800 ± 200
feet in normal mode or at 14,800 feet in high elevation mode. The MASTER WARNING RESET
switchlights also flash and an aural alert is heard.
The cabin altitude printed circuit board provides a
ground to the solenoid opening the oxygen control
valve. This allows oxygen pressure to flow to the
MDS causing the passenger mask to drop automatically. The oxygen to the masks is shutoff when the
cabin altitude is below 13,150 feet.
Don the crew mask and press either MASTER
WARNING RESET switchlight to acknowledge.
Refer to the appropriate procedure in the approved
checklist.
If manual activation of the MDS is needed, position the OXYGEN CONTROL knob to the DROP
MASK position. The oxygen control valve is manually opened supplying 70 ± 10 psig oxygen to the
passenger system. This activates the MDS causing
the passenger masks to drop.
If a fire is detected near oxygen system components, pull the OXYGEN SUPPLY handle to the
PULL TO CUTOFF position to shutoff the supply
of oxygen from the bottle. Returning the handle
to the PUSH TO RESTORE position restores the
flow of oxygen.
PREFLIGHT
Visual inspection of the OXY H.P. RELIEF indicator disc below the right nose baggage door is
required during preflight.
For specific information on preflight procedures,
refer to the appropriate checklist or the FAAapproved Airplane Flight Manual (AFM).
LIMITATIONS
For specific information on limitations and procedures, refer to the appropriate checklist or FAAapproved AFM.
EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.
FOR TRAINING PURPOSES ONLY
17-7
17 OXYGEN SYSTEM
4. Rotate the canister clockwise through the
TEST position until it stops and the marks
on both the canister and manifold align. The
canister is now in the ARM position. Align the
spring-loaded pin with the hole in the manifold. This locks the canister into place to keep
it from rotating out of position.
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table 17-1. CAS Messages
MESSAGE
OXYGEN PRESSURE
DESCRIPTION
When oxygen pressure is equal to or less than 330 psi, this message appears
on the EICAS, the MASTER CAUTION RESET switchlight illuminate, and a
chime sounds. Refer to the appropriate procedure in the approved checklist.
17 OXYGEN SYSTEM
17-8
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
QUESTIONS
17 OXYGEN SYSTEM
1.Where is the OXY PSI indication displayed?
A. PFD Systems
B. MFD Systems
C. Gauge located on the left panel
D. Cabin Management System
2. How can the pilot check the crew oxygen system in flight?
A. Don the mask, select OXYGEN MASK
switch to MIC and check for airflow
B. Check the OXY PSI for pressure
C. Check the OXYGEN CONTROL knob
and OXYGEN SUPPLY handle position
D. All of the above
3. What cabin altitude automatically drops the
passenger oxygen mask?
A. Approximately 10,000 feet cabin altitude
B. Approximately 14.800 feet cabin altitude
C. Approximately 13,150 feet cabin altitude
D. Both A and B
4. Is it possible to drop the passenger mask at any
cabin altitude?
A. Yes—With the OXYGEN CONTROL
knob in DROP MASK
B. Yes—With the OXYGEN SUPPLY handle
C. No—Mask only drops automatically
D. Both A and B
5. What action is required by the passengers
to activate the oxygen flow to the passenger
mask?
A. The passenger mask has flow as soon as
the mask has dropped
B. The passenger must position the canister
in the passenger position to start oxygen
flow
C. The passenger must pull the lanyard to
start oxygen flow
D. The passenger must pull the straps on the
mask to start oxygen flow
FOR TRAINING PURPOSES ONLY
17-9
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
17 OXYGEN SYSTEM
INTENTIONALLY LEFT BLANK
17-10
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 18
MANEUVERS AND PROCEDURES
CONTENTS
INTRODUCTION................................................................................................................ 18-1
PERFORMANCE................................................................................................................. 18-2
Takeoff and Landing Speeds.......................................................................................... 18-2
Weights.......................................................................................................................... 18-2
FLIGHT OPERATIONS....................................................................................................... 18-3
Preflight and Taxi........................................................................................................... 18-3
AIRWORK MANEUVERS.................................................................................................. 18-6
Steep Turns.................................................................................................................... 18-6
Approach to Stalls......................................................................................................... 18-6
Unusual Attitude Recoveries......................................................................................... 18-6
Miscellaneous................................................................................................................ 18-7
FOR TRAINING PURPOSES ONLY
18-i
18 MANEUVERS
AND PROCEDURES
Takeoff........................................................................................................................... 18-5
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
18 MANEUVERS
AND PROCEDURES
LEFT INTENTIONALLY BLANK
18-ii
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
ILLUSTRATIONS
Title
Page
18-1.
Takeoff and Landing Data Card.............................................................................. 18-3
18-2.
Takeoff - Normal..................................................................................................... 18-9
18-3.
Takeoff - Engine Failure at or above V1................................................................................. 18-10
18-4.
VFR Approach - Normal/Single Engine.............................................................. 18-11
18-5.
Precision or Precision Like.................................................................................. 18-12
18-6.
Nonprecision Approach - Normal/Single Engine................................................ 18-13
18-7.
Missed Approach - Precision/Nonprecision........................................................ 18-14
18-8.
Missed Approach - Single Engine....................................................................... 18-15
18-9.
Visual Approach................................................................................................... 18-16
18-10. Approach to Stall - Clean Configuration............................................................. 18-17
18-11. Approach to Stall - Flaps 15o Configuration....................................................... 18-18
18-12. Approach to Stall - Landing Configuration......................................................... 18-19
18-13. Steep Turns.......................................................................................................... 18-20
18-14. Circling Approach............................................................................................... 18-21
18-15. Emergency Decent.............................................................................................. 18-22
18-16. Rejected Takeoff.................................................................................................. 18-23
18-17. Visual No Flap..................................................................................................... 18-24
TABLES
Table
Title
Page
18-1. Minimum Maneuvering Speeds............................................................................... 18-2
18-2. Example Callouts (IFR and VFR)............................................................................ 18-4
FOR TRAINING PURPOSES ONLY
18-iii
18 MANEUVERS
AND PROCEDURES
Figure
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
18 MANEUVERS
AND PROCEDURES
LEFT INTENTIONALLY BLANK
18-iv
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
18 MANEUVERS
AND PROCEDURES
CHAPTER 18
MANEUVERS AND PROCEDURES
INTRODUCTION
This chapter contains information and flight profiles likely to be encountered during training and
in most daily flight operations. The procedures are consistent with the CJ4 Airplane Flight Manual
(AFM) and may be affected by location, weather, facilities, etc.
GENERAL
The flight profiles in this chapter show some normal and emergency operating procedures. They
are a general guide for training purposes. Actual
in-flight procedures may differ due to aircraft con-
figuration, weight, weather, traffic, ATC instructions, etc. Procedures are consistent with the AFM.
If a conflict develops between these procedures and
the AFM, then AFM procedures must be followed.
FOR TRAINING PURPOSES ONLY
18-1
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
PERFORMANCE
The CJ4 performance is certified to Part 23 Commuter Category with FAA Special Conditions similar to Part 25, Transport Category. The following
areas will help to familiarize the pilot with terms
in the AFM and to help the pilot understand the
capabilities of the aircraft.
TAKEOFF AND LANDING
SPEEDS
Refer to the CJ4 AFM for takeoff and landing
speeds.
18 MANEUVERS
AND PROCEDURES
V1 (takeoff decision speed)—The distance to continue the takeoff to 35 feet above the runway surface (accelerate-go) will not exceed the scheduled
takeoff field length if recognition occurs at or after
V1. The distance to bring the aircraft to a full stop
(accelerate-stop) will not exceed the scheduled
takeoff field length provided that the brakes are
applied at or before V1. V1 is always less than or
equal to VR.
VR—The rotation speed is the speed at which
rotation is initiated during takeoff to attain the V2
climb speed (one engine inoperative) at or before
a height of 35 feet above the runway surface has
been reached.
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. V2 must be maintained in order
to achieve AFM second segment climb gradients.
VENR (single engine enroute climb speed)—Utilize the speed bug VT for display of VENR on
the primary flight display (PFD). VENR must be
maintained in order to achieve AFM enroute climb
gradients.
VREF —The landing reference airspeed (1.3 VSO)
with the landing flap position and landing gear
down. VREF must be attained at 50 feet above the
runway surface in order to meet landing distance
criteria.
18-2
VAPP—The landing approach climb airspeed (1.3
VS1) with the approach flap position, landing gear
up, and one engine inoperative. VAPP must be
maintained in order to achieve AFM approach
climb gradients.
Speeds are generally posted on the primary flight
display (PFD) for quick reference during takeoff
or approach. The VT bug may be used as the pilot
chooses.
Minimum maneuvering speeds provide a safety
margin above stall speed (for current flap setting
and weight) when maneuvering prior to establishing a stabilized final approach. Flying a minimum
of 10 kt above 0.6 angle of attack (AOA) (the green
donut on the airspeed tape) for the current flap setting provides this margin. As flaps are extended, the
stall speed lowers about 10 kt.
Table 18-1 lists minimum maneuvering speed.
Table 18-1. Minimum Maneuvering Speeds
FLAP
CONFIGURATION
CITATION CJ4
Clean
VREF + 30
Flaps 15°
VREF + 20
Flaps 35°
VREF + 10
WEIGHTS
Maximum takeoff weight is limited by the most
restrictive of:
1. Maximum certif ied weight (structural)—16,950 pounds
2. Maximum weight permitted by climb
requirements
3. Maximum weight permitted by takeoff field
length
Takeoff weight may be further limited by obstacle
clearance requirements of a departure runway or
procedure, or by the landing weight restrictions at
destination.
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Maximum landing weight is limited by the most
restrictive of:
1. Maximum certif ied weight (structural)—15,500 pounds
FLIGHT OPERATIONS
Sample flight profiles are shown in Figures 18-2
through 18-13.
2. Maximum weight permitted by climb requirements or brake energy limits
PREFLIGHT AND TAXI
3. Maximum weight permitted by landing field
length
If flying as a crew, the pilot-in-command ensures
that the copilot understands the normal and emergency procedures to be used for that takeoff. This
includes verbal callouts during takeoff roll and initial climb (Table 18-2).
Some flight departments use preprinted cards for
computations, ATIS and clearances. Sample takeoff and landing (TOLD) cards are shown in Figure
18-1.
TAKE OFF DATA
T/O N1
Sample Takeoff Briefing
“This will be a static (or rolling) runup with flaps
at 15° (or 0°). Check takeoff power and call “speed
alive, 70 knots, V1 and rotate.” I will call for gear
up, flaps, and yaw damp. The departure is _____.
CITATION
CLB N1
LANDING DATA
VREF
VAPP
RWY REQ’D
V1
VR
V2
GA N1
VFR
VENR
FLAPS
CLEARANCE
18 MANEUVERS
AND PROCEDURES
Landing weight may be further limited by obstacle
clearance requirements of a missed approach procedure or due to flap malfunction.
CITATION
CLEARANCE
ARPT _____________ ELEV ______ RWY ______
ATIS______ WIND _____ VIS________________
CIG _________________ TEMP/DP_____ / ____
ALT ___________RMKS ____________________
ARPT _____________ ELEV ______ RWY ______
RWY LENGTH__________ RWY REQ’D ________
ATIS______ WIND _____ VIS________________
ZFW_______________ T.O. WT. ______________
CIG _________________ TEMP/DP_____ / ____
EMERGENCY RETURN
ALT ___________RMKS ____________________
VREF___________ VAPP _______ MSA _________
ZFW_______________ T.O. WT. ______________
Figure 18-1. Takeoff and Landing Data Card
FOR TRAINING PURPOSES ONLY
18-3
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table 18-2. Example Callouts (IFR and VFR)
PHASE
CONDITION
Takeoff
Both airspeed indicators moving
“Airspeed alive”
Both airspeed indicators indicating 70 KIAS
“70 knots”
Airspeed indicators at computed V1
Airspeed indicators at computed VR
“V1”
“Rotate”
Airspeed indicators at computed V2
Prior to intercepting an assigned course
“V2”
“Course alive”
Approaching transition altitude (IFR and VFR)
“Transition altitude altimeters reset”
1,000 feet above/below assigned altitude (IFR)
State altitude leaving and assigned
level-off altitude
At final approach fix
(Fix) altimeters and instruments
check (NOTE 1)
500 feet above minimums
“500 above minimums”
100 feet above minimums
“100 above minimums”
Runway acquisition
“Runway at (clock position)” or
“Approach lights at (clock position)”
(NOTE 2)
After pilot flying reports “visual,” pilot not
flying reverts to instruments and callouts
“VREF ”
Departure/
Enroute/
Approach
Climb and descent
Final
CALLOUT
18 MANEUVERS
AND PROCEDURES
“Sink (rate of descent)”
“On,” “Above,” or “Below glide
slope,” if required
At decision height (DH)
“Minimums, runway not in sight” or
“Minimums, runway at (clock
position)” or “Minimums, approach
lights, at (clock position)” (NOTE 2)
At minimum descent altitude (MDA)
“Minimums” (NOTE 2)
At missed-approach point (MAP)
“Missed-approach point, runway
not in sight” or “Missed-approach
point, runway at (clock position)”
or “missed-approach point, approach
lights, at (clock position)”
NOTES:
1. CHECK FOR APPEARANCE OF WARNING FLAGS AND GROSS INSTRUMENT DISCREPANCIES.
2. CARE MUST BE EXERCISED TO PRECLUDE CALLOUTS, WHICH CAN INFLUENCE THE PILOT FLYING AND RESULT IN PREMATURE
ABANDONMENT OF INSTRUMENT PROCEDURES.
18-4
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
If flying as a single pilot, the pilot in command
(PIC) does not perform any checklist items while
the aircraft is moving. The only flight instrument
check to perform while moving is a check of heading changes.
TAKEOFF
than 1,500 feet above the airport). Use minimum
safe, minimum enroute, or ATC assigned altitudes.
Rudder trim may be used. After level off accelerate
toward 180 kt and raise the flaps no earlier than V2
+ 10 kt. If further climbs are needed, use computed
VENR. Retrim rudder and aileron as needed as
speed increases.
Climb
Ensure gear and flaps are up, set power as needed
and select autopilot (if desired). Monitor pressurization and fuel. Climb at approximately 240
KIAS/0.64 mach. Complete appropriate checks
(refer to the AFM).
Cruise
Adjust throttles as needed to prevent aircraft overspeed. Check pressurization for destination. Complete appropriate checks.
Normal
It is recommended to use the flight director during
takeoff. Press a TO/GA button on the throttles, then
select the HDG mode. After lining up on centerline,
press the heading knob to assure selected heading
is lined up with runway heading. Advance power
to takeoff detent. At V1 move your hand from the
throttles to the yoke and rotate at VR toward the
command bars. With a definite climb, raise the
gear; raise flaps no earlier than V2 + 10 kt. Continue climb in the pitch mode until nearing 170
kt, then select FLC mode (if desired) and reduce
throttles as needed.
Descent
Rejected (Before V1)
Sample Approach Briefing
Simultaneously apply brakes, reduce throttles to
idle and extend ground spoilers while using nosewheel steering for directional control (ensure nosewheel is on the ground). Notify the tower and
accomplish any other memory items needed.
“We are flying the ______ approach to runway
____. NAV 1 and 2 are set to ____; minimums are
set at ____ both sides. V speeds are set at _____.
We will use the _____ modes to a DA (or MDA)
of _____. Landing flaps and gear by the FAF. Call
1,000, 500 and 200 feet above minimums. Tell
me where the runway is; I will call landing or
go-around. In the event of a missed, change NAV
source to FMS after gear up. The missed approach
is _____ to ____ and hold. If I do not respond to
you or I do something dangerous or stupid, assume
controls and we will sort it out later. Any questions
or comments?”
Engine Failure (After V1)
Control direction, rotate at VR and raise the gear
with a positive climb. A small amount of aileron
into the good engine (pick up the dead engine) is
needed to keep the wings level (the yoke will be
displaced). Climb at V2 until reaching an altitude
you determine to be clear of obstacles (no lower
Begin arrival/approach tasks. Complete appropriate checks.
Approach and Landing
Ensure proper navigation aids are set for planned
approach. Load the planned approach into the
flight management system (FMS) and utilize its
capabilities as desired. Discuss crew actions for
the approach and any potential missed approach.
FOR TRAINING PURPOSES ONLY
18-5
18 MANEUVERS
AND PROCEDURES
Call abort for any malfunction below 70 knots. I
will control the aircraft and extend the speedbrakes
– you call tower. Between 70 and V1 we will only
abort for red lights, loss of directional control or
loss of major displays. After V1 we will handle
all problems in flight. We will climb to _____ feet
before doing any actions. I will fly and talk to ATC,
and you can then get into the checklist. If I do not
respond to you or I do something dangerous or stupid, assume controls and we will sort it out later.
Any questions or comments?”
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
When nearing approach altitudes, use about
55–60% fan if near 200 kt. As you configure
the aircraft, speed will decrease. Plan to reach
the glideslope (GS) intercept or final approach
fix (FAF) with the landing gear down, flaps set,
and speed set. If flying a straight-in two-engine
approach, plan to have flaps set at 35° by the FAF;
this permits a stabilized approach throughout final.
If flying a one-engine approach, use flaps 15° on
final. Decide early if the landing will be with flaps
15° or 35°; ensure sufficient runway is available for
reduced flaps. Landing with flaps 15° allows for a
stabilized approach throughout final. If circling to
land, plan to fly the approach with flaps 15° until
you decide landing is assured; then select 35°.
18 MANEUVERS
AND PROCEDURES
Plan to arrive over the threshold at VREF for the
flap setting desired at 50 feet above the runway
with the yaw damper off. Idle power can then be
selected. Following a normal touchdown lower the
nosewheel to the runway and then deploy ground
spoilers. When clear of the runway, accomplish the
after landing checks.
After Landing
If flying as a crew, the checks may be performed
while taxiing. If flying single pilot, after leaving the
runway, complete all checks before taxiing.
AIRWORK MANEUVERS
STEEP TURNS
Steep turns are flown at 45° of bank and 200 kt. The
PNF may make specific power adjustments and call
roll out leads as briefed and directed by PF. Power
adjustment requests must be very specific, ie. “add
2%”. Establish a base heading and altitude. Maintain the altitude during the maneuver and use the
base heading for the turn reversal and final roll out.
Use of the flight director, elevator trim, and yaw
damper is an option for the pilot.
A pitch attitude of about 2.5° should hold level
flight in the turns. A small power increase will be
needed to maintain 200 kt. If a moderate roll in
rate is used to begin the maneuver, plan to use a
18-6
10° heading lead point for reversing the turn and
for the final roll out.
APPROACH TO STALLS
Full stalls are not permitted. Initiate recovery at
the first indication of an impending stall (the stick
shaker). Maintain altitude during the approach to
stall. If wings level, maintain heading. If in a turn,
use 15–30° bank. Trim as needed until nearing 0.6
AOA or VREF for current flaps. When initiating
recovery, use takeoff power and level the wings.
Reduce pitch approximately 5° until stick shaker stops then pitch up to minimize altitude loss.
Return to the starting altitude as soon as performance allows. The goal is minimum altitude loss.
Clean
Set power at approximately 40% N1; use speedbrakes to assist speed reduction. At stick shaker,
reduce pitch attitude and add takeoff power. As
speed increases, return to the starting altitude and
retrim; adjust power.
Flaps 15°
Set power at approximately 45% N1 and set flaps to
15°. At stick shaker, reduce pitch attitude and add
takeoff power. As speed increases, return to starting altitude and retrim; adjust power. Raise flaps
no earlier than 10 kt above the AOA donut on the
airspeed tape.
Landing
Set power at approximately 50% N1 and configure
the aircraft. At stick shaker, reduce pitch attitude
and add takeoff power; then select flaps 15°. As
speed increases to the AOA donut, increase pitch
to stop descent; then raise the gear. Return to starting altitude and retrim; adjust power. Raise flaps
no earlier than 10 kt above the AOA donut on the
airspeed tape.
UNUSUAL ATTITUDE
RECOVERIES
Unusual attitudes do not have to be severe to be
unusual; they are simply not what you expected.
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Nose High
If needed, add power to preserve airspeed. Do not
push the nose down. Relax any back pressure you
may be applying. Consider using some bank to help
lower the nose.
Nose Low
increases the temperature of the brake and wheel
assembly, resulting in an increased tire pressure.
Each main wheel incorporates fuse plugs, which
melt at a predetermined temperature, to prevent a
possible tire explosion due to excessively high tire
pressure.
Cessna does not recommend that flight crews conduct multiple landings and/or rejected takeoffs
(RTOs) due to the risk of overheating the brakes
and melting the fuse plugs. Loss of all tire pressure may result in damage to the tire and wheel.
It is strongly recommended that consideration be
given to the following guidelines if it is necessary to
conduct training or proficiency flights that involve
multiple landings and/or RTOs:
If needed, reduce power and/or use speedbrakes
to control airspeed. Roll to an upright attitude and
add back pressure to stop descent.
1. Use the longest runway available. Minimize
use of brakes, runway length permitting, and
maximize use of other deceleration devices
such as speedbrakes and ground spoilers.
MISCELLANEOUS
2. If taxi operations are necessary following a
stop on the runway, keep the airplane moving
at a safe speed and minimize brake usage as
much as possible.
Shorter Runway Takeoff or
Landing
When the dry runway in use offers limited length
for takeoff or landing, certain precautions must be
taken. Accurate performance data for the existing
conditions must be obtained and used.
For takeoff, lineup as close to the end of the runway as possible and perform a static runup to takeoff power. Ensure strict adherence to V1 and VR
speeds. Consider impact of aborting a takeoff on
a short field.
For landing, ensure airspeed is at VREF at 50 feet
over the threshold. Do not float the flare. As soon
as the main tires are on the ground, lower the nose,
then apply maximum toe brakes and select ground
spoilers. Excess airspeed over the threshold will
result in a longer landing roll.
Multiple Landings and/or
Rejected Takeoffs
Brake application reduces the speed of an airplane by means of friction between the brake stack
components. The friction generates heat, which
3. Conduct operations with minimum crew and at
minimum practical weight for the flight. Fuel
load not to exceed more than 50% of full.
4. An RTO should not be initiated at a speed
greater than 50 KIAS during training or proficiency flights, unless required by an actual
emergency.
5. An RTO should not be conducted immediately
after a landing (plan the RTO as the first stop
of the flight, to be followed by a normal takeoff
for in-flight brake cooling).
6. Between successive stops on the runway, and
at a safe altitude, conduct a 15 minute brake
cooling period with landing gear extended.
7. At the completion of the flight, chock the airplane and do not set the parking brake.
The above guidelines are presented to the operator for their consideration in conducting multiple
landing/RTO operations. Cessna Aircraft Company cannot provide assurance that the release of a
wheel fusible plug will not occur due to the many
combinations of events beyond it’s control.
FOR TRAINING PURPOSES ONLY
18-7
18 MANEUVERS
AND PROCEDURES
Recognize the attitude by looking at all three attitude indicators. Confirm by reference to airspeed,
altitude, and heading changes. Use the best instrument available to control the recovery. Return to
wings-level, level flight before chasing command
bars. Do not put yourself into a second unusual
attitude with rapid control inputs.
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Adverse Runway Conditions
7. Two missed approaches (one from an ILS; one
published; and one single-engine)
Ensure the proper performance charts are used
when taking off or landing on runways with adverse
conditions. If the chart does not cover your particular situation, strongly consider not doing it. Hydroplaning occurs at 9.0 times the square root of the
tire pressure for a water-covered runway. Approximate speeds equate to 85–90 kt.
10. Special emphasis areas such as CRM, runway
incursion, traffic avoidance, etc.
If landing or taxiing on slush, inspect drains, control surfaces, and wheels after shutdown.
FAA PTS Tolerances
(Abbreviated)
8. Landings (normal, crosswind, rejected, from
an ILS, circling, and with an engine failed)
9. Normal, abnormal, and emergency procedures
Cold Weather
1. Takeoffs and missed approaches: heading ± 5°;
speed ± 5 kt; altitude ± 100 feet
Comply with the cold weather operations outlined
in the AFM, Section 3.
2. Steep turns: heading ± 10°; speed ± 10 kt; altitude ± 100 feet; bank ± 5°
Servicing
3. Stalls—Announces first indication of impending stall; applies smooth, positive control during entry and recovery
18 MANEUVERS
AND PROCEDURES
Comply with fluid requirements outlined in the
AFM, Section 2.
Type/ATP/61.58 PIC Checkride
A type or ATP practical test has a ground portion
and a flight portion. The ground portion is a knowledge examination of aircraft systems, limitations,
and normal, abnormal and emergency procedures.
Also included is a weight and balance problem with
a weight shift. The type, ATP, or 61.58 PIC flight
portion includes an aircraft exterior inspection and
the following operations:
1. Interior preflight, ground operations, engine
start, and taxi
2. Takeoffs (normal, crosswind, instrument,
rejected, and with an engine failed)
3. Departure, arrival, and holding
4. Unusual attitude recovery—Uses proper controls to return to normal flight
5. ILS—Stabilized approach from GS intercept
to decision altitude (DA) with no more than
1/2 dot deviation in localizer or glideslope
during instrument and visual portion; speed ±
5 kt
6. Nonprecision approach‚MDA + 50 to –0 feet;
CDI within 1/2 dot of center; bearing pointer
within ± 5°; speed ± 5 kt
7. Circling—MDA +100 to –0 feet until ready
to land; angle of bank should not exceed 30°;
speed ± 5 kt; maneuvers by visual reference
without exceeding visibility criteria
8. Landing—500 to 3,000 feet past threshold
on centerline; sufficient runway for abnormal
condition
4. Airwork (steep turns, approaches to stalls,
unusual attitude recoveries)
5. Two ILS approaches (a normal, two-engine
approach and a hand-flown single-engine
approach)
6. Two different nonprecision approaches (one
hand flown; one a GPS; and one that concludes
with a circle to land)
18-8
FOR TRAINING PURPOSES ONLY
ROTATE
FOR TRAINING PURPOSES ONLY
18-9
18 MANEUVERS
AND PROCEDURES
Figure 18-2. Takeoff - Normal
1. CHECKLIST / BRIEFING—
COMPLETE
BEFORE TAKEOFF
1. THROTTLES—SET FOR TAKEOFF
2. ENGINE INSTRUMENTS—CHECK
3. BRAKES—RELEASE
CLEARED FOR TAKEOFF
1. VR—SMOOTHLY ROTATE
TO 10˚ NOSE UP ATTITUDE
AFTER TAKEOFF / CLIMB
1. POSITIVE RATE OF CLIMB—GEAR UP
2. AT A PRE-DETERMINED ALTITUDE
CONSIDERING TERRAIN, AND AT A
MINIMUM AIRSPEED OF V2 + 10 KT—
FLAPS UP
GEAR / FLAP RETRACTION
1. ACCELERATE TO NORMAL CLIMB SPEED
2. THROTTLES—MCT OR AS REQUIRED
3. AFTER TAKEOFF/CLIMB CHECKLIST—COMPLETED
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
18-10
GEAR RETRACTION / INITIAL CLIMB
CLEARED FOR TAKEOFF
FOR TRAINING PURPOSES ONLY
ENGINE FAILURE
1. LOSS OF ENGINE AT
OR ABOVE V1
Figure 18-3. Takeoff - Engine Failure at or above V1
1. CHECKLIST / BRIEFING—
COMPLETE
BEFORE TAKEOFF
1. THROTTLES—SET FOR TAKEOFF
2. ENGINE INSTRUMENTS—CHECK
3. BRAKES—RELEASE
1. AT V2 + 10 KT (MIN)—FLAPS UP
2. ACCELERATE TO VENR
FLAP RETRACTION
1. CLIMB, AS REQUIRED, AT VENR
2. THROTTLES—MCT, OR AS REQUIRED
3. AFTER TAKEOFF / CLIMB / ENGINE
FAILURE CHECKLISTS—COMPLETED
1. POSITIVE RATE CLIMB—GEAR UP
2. AIRSPEED—V2
3. TO 1,500' AGL OR CLEAR OF OBSTACLES,
WHICHEVER IS HIGHER
1. VR—SMOOTHLY ROTATE
TO 10˚ NOSE UP ATTITUDE
ROTATE
18 MANEUVERS
AND PROCEDURES
AFTER TAKEOFF / CLIMB
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
1. DOWNWIND LEG (1,500' AGL):
• AIRSPEED—150 KIAS
• FLAPS—TAKEOFF AND APPROACH ABEAM MIDFIELD
2. ABEAM TOUCHDOWN:
*
• GEAR—DOWN
4. FINAL APPROACH:**
18 MANEUVERS
AND PROCEDURES
• FLAPS—LAND
• AIRSPEED—VREF TO
VREF + 10 KT
• REDUCE TO VREF SPEED
WHEN LANDING IS ASSURED
3. BASE LEG:
• BEGIN DESCENT
• AIRSPEED MINIMUM—MINIMUM 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
*
IF BEING RADAR-VECTORED TO A VISUAL APPROACH, LOWER THE GEAR
ON BASE LEG OR NO LATER THAN THREE MILES FROM THE THRESHOLD ON
A STRAIGHT-IN APPROACH.
** SINGLE ENGINE—VREF + 10 KT MINIMUM AND MAINTAIN FLAPS
APPROACH UNTIL LANDING IS ASSURED.
VFR APPROACH—
NORMAL/SINGLE ENGINE
Figure 18-4. VFR Approach - Normal/Single Engine
FOR TRAINING PURPOSES ONLY
18-11
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
2. ABEAM FAF OR PROCEDURE TURN OUTBOUND:
1. DOWNWIND ON VECTORS
OR APPROACHING INITIAL
APPROACH FIX:
• BEFORE LANDING CHECKLIST—INITIATE
• FLAPS—APPROACH
• AIRSPEED (MANEUVERING)—VAPP + 10 KT (MINIMUM)
—200 KT (MAXIMUM)
• DESCENT CHECKLIST—COMPLETE
• AIRSPEED—AS DESIRED
• APPROACH CHECKS—COMPLETE
3. GLIDESLOPE CAPTURE:
• GEAR—DOWN
• FLAPS—LAND
35° (2 ENGINES), 15° (1 ENGINE)
• AIRSPEED—AS DESIRED
• BEFORE LANDING CHECKLIST—COMPLETE
18 MANEUVERS
AND PROCEDURES
5. MISSED APPROACH:
• REFER TO
MISSED APPROACH NORMAL OR
MISSED APPROACH SINGLE ENGINE
4. RUNWAY IN SIGHT:
• AIRSPEED—REDUCE TO VREF
NOTE:
IN GUSTY WIND CONDITIONS INCREASE VREF BY
1/2 OF THE GUST FACTOR IN EXCESS OF 5 KNOTS.
Figure 18-5. Precision or Precision Like
18-12
FOR TRAINING PURPOSES ONLY
ILS APPROACH—
NORMAL/SINGLE ENGINE
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
DOWNWIND VECTORS
OR APPROACHING THE IAF
1. APPROACH OR SINGLE ENGINE
APPROACH AND LANDING
CHECKLIST—INITIATE
2. AIRSPEED—150 - 180 KIAS
ABEAM THE FAF OR
PROCEDURE TURN OUTBOUND
1. FLAPS—15˚
2. AIRSPEED (MIN)—MINIMUM
MANEUVERING SPEED *
INBOUND TO FAF (NORMAL)
INBOUND TO FAF (SINGLE ENGINE)
1. APPROXIMATELY 2 MILES PRIOR
TO FAF—GEAR DOWN
2. AIRSPEED (MIN)—VAPP (FLAPS 15˚) + 10 KT
3. SINGLE ENGINE APPROACH AND
LANDING CHECKLIST—COMPLETE
MINIMUMS
MINIMUM DESCENT ALTITUDE
1. RUNWAY VISUAL REFERENCES IN
SIGHT:
a. CONTINUE APPROACH
b. BEGIN DESCENT AT VISUAL
DESCENT POINT
c. FLAPS—LAND (SINGLE ENGINE)
d. AIRSPEED—VREF
2. RUNWAY VISUAL REFERENCES NOT
IN SIGHT:
a. CONTINUE TO MISSED APPROACH
POINT
b. ACCOMPLISH MISSED APPROACH
NOTE:
IN GUSTY WIND CONDITIONS, INCREASE VREF BY 1/2 OF THE GUST FACTOR
IN EXCESS OF 5 KT
*
MINIMUM MANEUVERING SPEED IS VAPP (FLAPS 15˚) + 10 KT
Figure 18-6. Nonprecision Approach - Normal/Single Engine
FOR TRAINING PURPOSES ONLY
18-13
18 MANEUVERS
AND PROCEDURES
1. APPROXIMATELY 2 MILES
PRIOR TO FAF—GEAR DOWN
2. FLAPS—LAND
3. AIRSPEED (MIN)—VREF + 10 KT
4. BEFORE LANDING CHECKLIST—
COMPLETE
18-14
FOR TRAINING PURPOSES ONLY
GLIDESLOPE INTERCEPT (NORMAL)
GLIDESLOPE INTERCEPT
(SINGLE ENGINE)
1. ONE DOT FROM G/S INTERCEPT—GEAR DOWN
2. GLIDESLOPE INTERCEPT—FLAPS LAND
3. AIRSPEED (MIN)—VREF + 10 KT
4. BEFORE LANDING CHECKLIST—COMPLETED
1. RUNWAY VISUAL REFERENCES IN
SIGHT:
a. FLAPS—LAND (SINGLE ENGINE)
b. MAINTAIN GLIDESLOPE
C. AIRSPEED—VREF
2. RUNWAY VISUAL REFERENCES NOT
IN SIGHT:
a. ACCOMPLISH MISSED APPROACH
DECISION HEIGHT
1. GEAR—DOWN
2. AIRSPEED (MIN)—VAPP (FLAPS 15˚) + 10 KT
3. SINGLE ENGINE APPROACH AND
LANDING CHECKLIST—COMPLETED
1. FLAPS—15˚
2. AIRSPEED (MIN)—MINIMUM
MANEUVERING SPEED *
ABEAM THE FAF OR
PROCEDURE TURN OUTBOUND
Figure 18-7. Missed Approach - Precision/Nonprecision
* MINIMUM MANEUVERING SPEED IS VAPP (FLAPS 15˚) + 10 KT
IN GUSTY WIND CONDITIONS, INCREASE VREF BY 1/2 OF THE
GUST FACTOR IN EXCESS OF 5 KT
NOTE:
1. APPROACH OR SINGLE ENGINE
APPROACH AND LANDING
CHECKLIST—INITIATE
2. AIRSPEED—150 - 180 KIAS
18 MANEUVERS
AND PROCEDURES
DOWNWIND VECTORS
OR APPROACHING THE IAF
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
"GO-AROUND"
SIMULTANEOUSLY:
1. SELECT GO-AROUND
2. THROTTLE (OPERATING
ENGINE)—TAKEOFF POWER
3. ROTATE TO COMMAND BARS
(OR AS REQUIRED TO
ACHIEVE VAPP) THEN SYNC
PITCH COMMAND (TCS)
4. FLAPS—CHECK OR SET 15˚
5. SELECT HDG OR NAV ON F/D
DECISION POINT
1. AIRSPEED (MIN)—VAPP
2. FLAPS—UP
3. ACCELERATE TO VENR
FLAP RETRACTION
18-15
18 MANEUVERS
AND PROCEDURES
Figure 18-8. Missed Approach - Single Engine
AIRPORT
400'/1,500' AGL (MIN)
1. GEAR—UP
2. AIRSPEED (MIN)—VAPP UNTIL1,500' AGL
OR CLEAR OF OBSTACLES, WHICHEVER
IS HIGHER
POSITIVE RATE
MAXIMUM THRUST
1. CLIMB AS REQUIRED AT VENR
2. THROTTLE (OPERATING
ENGINE)—MCT, OR AS
REQUIRED
3. SINGLE-ENGINE GO-AROUND
CHECKLIST—COMPLETED
CLIMB
MAXIMUM CONTINUOUS
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
ON FINAL
1. FLAPS—LAND (SINGLE ENGINE)
2. AIRSPEED (MIN)—VREF
18 MANEUVERS
AND PROCEDURES
DOWNWIND LEG
(1,500' AGL)
1. AIRSPEED—150 - 180 KIAS
2. FLAPS—15˚
ABEAM TOUCHDOWN
1. GEAR—DOWN *
2. BEFORE LANDING
CHECKLIST—COMPLETE
TURN TO FINAL
NOTE:
IN GUSTY WIND CONDITIONS, INCREASE VREF BY
1/2 OF THE GUST FACTOR IN EXCESS OF 5 KT.
* IF BEING RADAR VECTORED TO A VISUAL PATTERN, EXTEND THE GEAR
ON BASE LEG. IF BEING VECTORED FOR A STRAIGHT-IN APPROACH,
LOWER THE GEAR NOT LATER THAN THREE MILES FROM THE THRESHOLD.
** MINIMUM MANEUVERING SPEED IS VREF (PER FLAP SETTING) + 10 KT.
Figure 18-9. Visual Approach
18-16
FOR TRAINING PURPOSES ONLY
1. BEGIN DESCENT
2. FLAPS—LAND (NORMAL) OR
15˚ (SINGLE ENGINE)
3. AIRSPEED (MIN)—MINIMUM
MANEUVERING SPEED **
FOR TRAINING PURPOSES ONLY
1. ADVANCE THROTTLES TO MAXIMUM
ALLOWABLE POWER
2. REDUCE PITCH ATTITUDE APPROXIMATELY 5°
3. KEEP WINGS LEVEL
4. MAINTAIN REFERENCE ALTITUDE, IF POSSIBLE
5. TRIM—AS REQUIRED
1. LEVEL FLIGHT—CLEAN AIRCRAFT
2. POWER—40 - 50% N1
3. MAINTAIN ALTITUDE
4. TRIM—AS REQUIRED UNTIL
REACHING VREF
18-17
18 MANEUVERS
AND PROCEDURES
Figure 18-10. Approach to Stall - Clean Configuration
AERODYNAMIC BUFFET OR
STICK SHAKER (IF APPLICABLE),
WHICHEVER OCCURS FIRST
RECOVERY
BEGINNING OF MANEUVER
1. ACCELERATE
2. MAINTAIN DESIRED
ALTITUDE AND AIRSPEED
COMPLETION OF MANEUVER
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
1. ADVANCE THROTTLES TO MAXIMUM
ALLOWABLE POWER
2. REDUCE PITCH ATTITUDE APPROXIMATELY 5°
3. KEEP WINGS LEVEL
4. MAINTAIN REFERENCE ALTITUDE, IF POSSIBLE
5. TRIM—AS REQUIRED
1. LEVEL FLIGHT—CLEAN AIRCRAFT
2. POWER—40 - 50% N1
3. MAINTAIN ALTITUDE
4. TRIM—AS REQUIRED UNTIL
REACHING VREF
Figure 18-11. Approach to Stall - Flaps 15o Configuration
AERODYNAMIC BUFFET OR
STICK SHAKER (IF APPLICABLE),
WHICHEVER OCCURS FIRST
RECOVERY
18 MANEUVERS
AND PROCEDURES
18-18
BEGINNING OF MANEUVER
1. ACCELERATE
2. MAINTAIN DESIRED
ALTITUDE AND AIRSPEED
COMPLETION OF MANEUVER
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
MAXIMUM THRUST AND LEVEL
THE WINGS. SLIGHTLY LOWER
THE PITCH; WHEN SHAKER
STOPS, SELECT FLAPS 15°.
AS AIRSPEED NEARS VREF (AOA
DONUT), PITCH UP TO STOP
ALTITUDE LOSS. RAISE GEAR
WITH A POSITIVE RATE; RETURN
TO STARTING ALTITUDE AND
RETRIM, POWER AS REQUIRED.
2. AT STICK SHAKER APPLY
2
MINIMUM SPEED OF VREF + 10 KTS.
3. FLAPS MAY BE RETRACTED AT A
3
LANDING CONFIGURATION
APPROACH TO STALL—
18-19
18 MANEUVERS
AND PROCEDURES
Figure 18-12. Approach to Stall - Landing Configuration
AND CONFIGURE WITH
LANDING GEAR AND
FLAPS 35°; FLY STRAIGHT
AHEAD OR IN A TURN.
SET APPROX 50% N1;
TRIM AS NEEDED UNTIL
VREF (AOA DONUT).
1. MAINTAIN LEVEL FLIGHT
1
ROTATE SLOWLY AND SMOOTHLY
TO 10° NOSE UP, AND HOLD THIS
SPEED UNTIL A POSITIVE RATE
OF CLIMB IS ATTAINED. RETRACT
THE GEAR. CLIMB TO YOUR STARTING
ALTITUDE AT VREF THEN ALLOW
THE AIRSPEED TO INCREASE TO
VREF + 10 KT, AND RETRACT
THE FLAPS.
4. AS AIRSPEED REACHES VREF,
4
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
EXIT
1. INITIATE 10˚ PRIOR TO
THE DESIRED HEADING
1. INCREASE THRUST PASSING
THROUGH 30˚ BANK ANGLE
(APPROX. 50 POUNDS FUEL
FLOW OR 3% N1)
18 MANEUVERS
AND PROCEDURES
ENTRY
1. AIRSPEED—200 KIAS
2. BANK ANGLE—45˚
3. MAINTAIN ALTITUDE
Figure 18-13. Steep Turns
18-20
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
DOWNWIND VECTORS
OR APPROACHING THE IAF
ABEAM THE FAF OR
PROCEDURE TURN OUTBOUND
1. APPROACH OR SINGLE ENGINE
APPROACH AND LANDING
CHECKLIST—INITIATE
2. AIRSPEED—150 - 180 KIAS
1. FLAPS—15˚
2. AIRSPEED (MIN)—MINIMUM
MANEUVERING SPEED *
INBOUND TO FAF
MINIMUM DESCENT ALTITUDE
1. IF AIRPORT ENVIRONMENT IS IN SIGHT:
a. CIRCLE/MANEUVER TO LAND
b. AIRSPEED (MIN)—MINIMUM MANEUVERING
SPEED *
c. MAX BANK ANGLE—30˚
2. IF AIRPORT ENVIRONMENT IS NOT IN SIGHT:
a. CONTINUE TO MISSED APPROACH POINT
b. ACCOMPLISH MISSED APPROACH
18 MANEUVERS
AND PROCEDURES
1. APPROX. 2 MILES PRIOR TO FAF—
GEAR DOWN
2. AIRSPEED (MIN)—MINIMUM
MANEUVERING SPEED *
3. BEFORE LANDING OR SINGLE
ENGINE APPROACH AND LANDING
CHECKLIST—COMPLETE
90˚
ON FINAL
1. FLAPS—LAND (SINGLE ENGINE)
2. AIRSPEED (MIN)—VREF
KE
EP
AIR
PO
RT
EN
VIR
ON
ME
NT
IN
SIG
HT
* MINIMUM MANEUVERING SPEED IS VREF (FLAPS LAND) /
VAPP (FLAPS 15˚) + 10 KT
TURN TO FINAL
NOTE:
IN GUSTY WIND CONDITIONS, INCREASE VREF/VAPP
BY 1/2 GUST FACTOR IN EXCESS OF 5 KTS.
1. BEGIN DESCENT
2. MAX BANK ANGLE—30˚
3. AIRSPEED (MIN)—MINIMUM
MANEUVERING SPEED *
4. FLAPS—LAND (NORMAL)
Figure 18-14. Circling Approach
FOR TRAINING PURPOSES ONLY
18-21
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
PRIOR TO DESCENT
18 MANEUVERS
AND PROCEDURES
1. AUTOPILOT—DISCONNECT
2. THROTTLES—IDLE
3. SPEED BRAKES—100%
4. INITIATE BANK (AS REQUIRED)
5. ALTITUDE PRESELECT—SET
AS REQUIRED
DESCENT
1. AIRPLANE PITCH ATTITUDE—
12˚ NOSE DOWN (AS NECESSARY)
2. AIRSPEED—MMO / VMO
3. AUTOPILOT—ENGAGE (AS REQUIRED)
4. TRANSPONDER—EMERGENCY
LEVEL OFF
1. DESCEND TO 15,000' MSL OR
MINIMUM SAFE ALTITUDE *
*
• AT 1,000' ABOVE DESIRED ALTITUDE,
INITIATE THE LEVEL OFF AND RETRACT
THE SPEED BRAKES
• CREW OXYGEN—NORMAL
• IGNITION—AS REQUIRED (CJ, CJ1, CJ2)
• ANTI-ICE—AS REQUIRED
NOTE:
FOR CABIN DEPRESSURIZATION,
PILOT(S) MUST DON OXYGEN MASK(S)
AND SELECT 100% O2, SET MICROPHONE
SWITCH(ES) TO MIC OXY MASK, AND
ENSURE PASSENGERS ARE RECEIVING
OXYGEN PRIOR TO INITIATING AN
EMERGENCY DESCENT.
Figure 18-15. Emergency Decent
18-22
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
EVALUATE SITUATION *
1.
DECISION TO ABORT
CLEAR RUNWAY
OR
EMERGENCY EVACUATION
18 MANEUVERS
AND PROCEDURES
1. CALL "ABORT"
2. MAINTAIN DIRECTIONAL CONTROL
3. BRAKES—MAXIMUM EFFORT
4. THROTTLES—IDLE
5. GROUND SPOILERS—EXTEND
6. CONTROL COLUMN—FORWARD PRESSURE
CLEARED FOR TAKEOFF
1. THROTTLES—SET FOR TAKEOFF
2. ENGINE INSTRUMENTS—CHECK
3. BRAKES—RELEASE
BEFORE TAKEOFF
1. CHECKLIST / BRIEFING—
COMPLETE
* NOTE: CONSIDER BRAKE ENERGY PRIOR TO SUBSEQUENT
OPERATION OF THE AIRCRAFT.
Figure 18-16. Rejected Takeoff
FOR TRAINING PURPOSES ONLY
18-23
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
ON FINAL
1. SET UP A NORMAL SINK RATE/
VERTICAL PATH
2. PLAN TO REDUCE SPEED TO
ADJUSTED VREF NO LATER THAN
50' ABOVE THRESHOLD
3. TOUCHDOWN WITH MINIMUM
FLARE (APPROX. 300 - 500 FPM)
18 MANEUVERS
AND PROCEDURES
DOWNWIND LEG (1,500' AGL)
1. COMPUTE AND SET ADJUSTED VREF FOR
A REDUCED FLAP LANDING
2. AIRSPEED—ADJUSTED VREF +10 KT
ABEAM TOUCHDOWN
1. GEAR—DOWN *
2. FLAPS INOPERATIVE APPROACH AND
LANDING CHECKLIST—COMPLETE
TURN TO FINAL
1. BEGIN DESCENT (300 - 500 FPM)
2. MAXIMUM BANK ANGLE—30˚
3. AIRSPEED (MIN)—
ADJUSTED VREF + 10 KT
* IF BEING RADAR VECTORED TO A VISUAL PATTERN, EXTEND
THE GEAR ON BASE LEG. IF BEING RADAR VECTORED FOR
A STRAIGHT-IN APPROACH, LOWER GEAR NOT LATER THAN
THREE MILES FROM THE THRESHOLD.
Figure 18-17. Visual No Flap
18-24
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 19
WEIGHT AND BALANCE
CONTENTS
INTRODUCTION................................................................................................................ 19-1
Weight............................................................................................................................ 19-1
Balance.......................................................................................................................... 19-1
Basic Formula................................................................................................................ 19-2
Weight Addition or Removal......................................................................................... 19-2
DEFINITIONS...................................................................................................................... 19-2
FORMS................................................................................................................................. 19-3
Airplane Weighing Form............................................................................................... 19-3
Weight-and-Balance Record.......................................................................................... 19-3
Standard Seating Configuration (U.S. Units)................................................................ 19-8
Standard Seating Configuration (Metric Units)............................................................ 19-9
Fuel Loading Weight-and-Moment Tables................................................................. 19-10
Weight-and-Balance Computation Form.................................................................... 19-10
Center-of-Gravity Moment Envelope Graph.............................................................. 19-10
Weight And Balance Sample Loading Problem......................................................... 19-10
Baggage Compartments Standard Weight and Moment Tables (U.S. Units)............. 19-11
Baggage Compartments Standard Weight and Moment Tables (Metric Units)......... 19-12
FOR TRAINING PURPOSES ONLY
19-i
19 WEIGHT AND BALANCE
Baggage/Cabinet Compartments Weight-and-Moment Table.................................... 19-10
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
INTENTIONALLY LEFT BLANK
19 WEIGHT AND BALANCE
19-ii
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
19-1. Aircraft Weighting Form 2329 (U.S.)....................................................................... 19-4
19-2. Aircraft Weighting Form 2349 (Metric)................................................................... 19-5
19-3. Weight-and-Balance Record Form 2340 (U.S.)........................................................ 19-6
19-4. Weight-and-Balance Record Form 2350 (Metric).................................................... 19-7
19-5. Crew/Passenger Weight-and-Moment Table/Standard (U.S.).....................................19-8
19-6. Crew/Passenger Weight-and-Moment Table/Standard (Metric)............................... 19-9
19-7. Baggage Compartments Weight-and-Moment Table (U.S.).................................. 19-11
19-8. Baggage Compartments Weight-and-Moment Table (Metric).............................. 19-12
19-9. Fuel Loading Weight-and-Moment Table (U.S.)................................................... 19-13
19-10. Fuel Loading Weight-and-Moment Table (Metric)............................................. 19-14
19-11. Example Weight and Balance Computation (U.S.)............................................. 19-15
19-12. Example Weight and Balance Computation (Metric).......................................... 19-16
19-13. CJ4 Aircraft Center-of-Gravity Envelope (U.S.)................................................. 19-17
19-15. Sample Loading Problem Cover.......................................................................... 19-19
19-16. Sample Loading Problem (Sheet 1 of 5)............................................................. 19-20
19-16. Sample Loading Problem (Sheet 2 of 5)............................................................. 19-21
19-16. Sample Loading Problem (Sheet 3 of 5)............................................................. 19-22
19-16. Sample Loading Problem (Sheet 4 of 5)............................................................. 19-23
19-16. Sample Loading Problem (Sheet 5 of 5)............................................................. 19-24
FOR TRAINING PURPOSES ONLY
19-iii
19 WEIGHT AND BALANCE
19-14. CJ4 Aircraft Center-of-Gravity Envelope (Metric)............................................. 19-18
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
INTENTIONALLY LEFT BLANK
19 WEIGHT AND BALANCE
19-iv
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 19
WEIGHT AND BALANCE
This chapter provides procedures for establishing the basic empty weight and moment of the CJ4
aircraft. It also provides procedures for determining the weight and balance for flight. Information
is provided for items on the Weight and Balance Data Sheet, which is provided with the aircraft
as delivered from Cessna Aircraft Company.
WARNING
It is the responsibility of the pilot to make sure the aircraft is loaded properly. The aircraft must
be loaded so as to remain within the weight and balance limits prescribed in the Airplane Flight
Manual (AFM) throughout the flight from takeoff to landing.
GENERAL
WEIGHT
BALANCE
Airplane maximum weights are predicated on
structural strength. It is necessary to ensure that
the aircraft is loaded within the various weight
restrictions to maintain structural integrity.
Balance, or the location of the center of gravity
(CG), deals with aircraft stability. The horizontal
stabilizer must be capable of providing an equalizing moment to that which is produced by the
FOR TRAINING PURPOSES ONLY
19-1
19 WEIGHT AND BALANCE
INTRODUCTION
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
remainder of the aircraft. Since the amount of lift
produced by the horizontal stabilizer is limited, the
range of movement of the CG is restricted so that
proper aircraft stability and control is maintained.
If it is desired to find the weight change needed to
accomplish a particular CG change, the formula
can be adapted as follows:
Stability increases as the CG moves forward. If the
CG is located out of limits too far forward, the aircraft may become so stable that it cannot be rotated
at the proper speed or flared for landing.
Weight to be added
(or removed)
Distance CG is shifted
Old total weight = Distance between the weight
arm and the old CG arm
The aft of limits CG situation is considerably worse
because the stability decreases. Here the horizontal
stabilizer may not have enough nosedown elevator
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:
Actual Zero Fuel Weight—Basic empty weight plus
payload. It must not exceed maximum design zero
fuel weight.
Basic Empty Weight—Standard empty weight plus
installed optional equipment. This is the weight
reflected on the weight and balance data supplied
with the aircraft.
Landing Weight— Zero fuel weight plus fuel load
at landing.
MAC—Mean Aerodynamic Chord. The chord of
an imaginary air-foil which, throughout the flight
range, has the same force vectors as those of the
wing.
Arm = Moment
Weight
SHIFT FORMULA
19 WEIGHT AND BALANCE
Distance CG is shifted
Weight Shifted
=
Distance weight is shifted
Total 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.
WEIGHT ADDITION
OR REMOVAL
If weight is to be added or removed after a weight
and balance has been computed, a simple formula can be used to figure the shift in the center of
gravity.
Weight added
(or removed)
Distance CG is shifted
New total weight = Distance between the weight
arm and the old CG arm
19-2
DEFINITIONS
Operational Takeoff Weight—Maximum authorized
weight for takeoff. It is subject to airport, operational, and related restrictions. This is the weight
at the start of the takeoff run and must not exceed
maximum design takeoff weight.
Operational Landing Weight—Maximum authorized weight for landing. It is subject to airport,
operational, and related restrictions. It must not
exceed maximum design landing weight.
Payload—Weight of occupants, baggage, cargo,
cabinet contents (including charts, maps, manuals, refreshments, and miscellaneous equipment).
Ramp Weight—Zero fuel weight plus total fuel
load.
Standard Empty Weight—Weight of a standard
aircraft including unusable fuel, full oil, and full
operating fluids.
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Standard Items—Equipment and fluids not an integral part of a particular aircraft and not a variation for the same type of aircraft. These items may
include, but are not limited to, the following:
a. Unusable fuel
b. Engine oil
c. Toilet fluid
d. Serviced fire extinguisher
e. All hydraulic fluid
f. Trapped fuel
Takeoff Weight—Zero fuel weight plus fuel load at
takeoff (total fuel minus taxi fuel).
Trapped Fuel—Fuel remaining when the aircraft
is defueled by normal means using the procedures
and attitudes specified for draining the tanks.
Unusable Fuel—Fuel remaining after a fuel runout
test has been completed in accordance with government regulations. It includes drainable unusable
fuel plus unusable portion of trapped fuel.
weight figures listed are current and have not been
amended.
WEIGHT-AND-BALANCE
RECORD
The Weight-and-Balance Record amends the Airplane Weighing Form (Figures 19-3 and 19-4).
After delivery, if a service bulletin is applied to
the aircraft or if equipment is removed or added
that would affect the CG or basic empty weight,
it must be recorded on this form in the AFM. The
crew must always have access to the current aircraft basic weight and moment in order to be able
to perform weight and balance computations.
Crew and Passenger
Compartments Weight and
Moment Tables- U.S. Units
The tables already have computed moments/100
for weights in various seating locations in the aircraft (Figures 19-5 and 19-6).
19 WEIGHT AND BALANCE
Useful Load—Difference between maximum
design taxi weight and basic empty weight. It
includes payload, usable fuel, and other usable
fluids not included as operational items.
Usable Fuel—Fuel available for aircraft propulsion.
FORMS
The Weight-and-Balance forms are discussed
below, and examples of the forms are included in
Figures 19-1 through 19-11. If the aircraft has a different seating configuration from the one depicted
in the example, the form appropriate to that configuration is in the AFM.
AIRPLANE WEIGHING FORM
The aircraft weight, CG arm, and moment (divided by 100) are all listed at the bottom of this form
as the aircraft is delivered from the factory (Figures 19-1 and 19-2). Ensure that the basic empty
FOR TRAINING PURPOSES ONLY
19-3
MODEL 525C
SECTION VI - WEIGHT AND BALANCE DATA
LOCATING CG OF AIRPLANE (U.S. UNITS)
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE
Figure 19-1. Aircraft Weighting Form 2329 (U.S.)
Figure 6-110-1* (Sheet 1 of 5)
FAA
APPROVED
19-4
525CFM-04
FOR TRAINING PURPOSES ONLY
Configuration AA
FOR TRAINING PURPOSES ONLY
U.S.
6-110-7
MODEL 525C
SECTION VI - WEIGHT AND BALANCE DATA
LOCATING CG OF AIRPLANE (METRIC UNITS)
19 WEIGHT AND BALANCE
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Figure 19-2. Aircraft Weighting Form 2349 (Metric)
Figure 6-110-1* (Sheet 2)
FAA APPROVED
525CFM-04
FOR TRAINING PURPOSES ONLY
Configuration AA
FOR TRAINING PURPOSES ONLY
U.S.
19-5
6-110-9
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE
Figure 19-3. Weight-and-Balance Record Form 2340 (U.S.)
19-6
FOR TRAINING PURPOSES ONLY
19 WEIGHT AND BALANCE
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Figure 19-4. Weight-and-Balance Record Form 2350 (Metric)
FOR TRAINING PURPOSES ONLY
19-7
MODEL 525C
SECTION VI - WEIGHT AND BALANCE DATA
WEIGHT AND MOMENT TABLE (U.S. UNITS)
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
STANDARD SEATING CONFIGURATION (U.S. UNITS)
19 WEIGHT AND BALANCE
Figure 19-5. Crew/Passenger Weight-and-Moment Table/Standard (U.S.)
Figure 6-110-2 (Sheet 3)
6-110-16
19-8
U.S.
Configuration
FOR TRAININGAA
PURPOSES ONLY
FOR TRAINING PURPOSES ONLY
FAA APPROVED
525CFM-00
MODEL 525C
SECTION VI - WEIGHT AND BALANCE DATA
WEIGHT
AND
MOMENT
(METRIC
UNITS)
CE-525C
CITATION
CJ4 TABLE
PILOT TRAINING
MANUAL
19 WEIGHT AND BALANCE
STANDARD SEATING CONFIGURATION (METRIC UNITS)
Figure
6-110-2 (Sheet 4) Table/Standard (Metric)
Figure 19-6. Crew/Passenger
Weight-and-Moment
FAA APPROVED
525CFM-00
Configuration AA
FOR
PURPOSES
FORTRAINING
TRAINING PURPOSES
ONLYONLY
U.S.
6-110-17
19-9
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
BAGGAGE/CABINET
COMPARTMENTS WEIGHTAND-MOMENT TABLE
Notice in the cabinet and cargo compartments
tables the last weight that a moment/100 is listed
for under the nose compartment column is 400
pounds (Figures 19-7 and 19-8). This corresponds
to the placard limit in that compartment. Remember that this limit is structural in nature. It is based
on the maximum weight the flooring in that area
can support. This same point applies to the aft cabin
and tail cone compartments as well.
WEIGHT AND BALANCE
SAMPLE LOADING PROBLEM
Refer to Figures 19-15 and 19-16 for a sample
loading problem.
FUEL LOADING WEIGHTAND-MOMENT TABLES
All of the tables have arms listed for the various
locations except the fuel tables (Figures 19-9 and
19-10). Notice that the arm varies depending on
the quantity of usable fuel.
WEIGHT-AND-BALANCE
COMPUTATION FORM
A step-by-step process is outlined for determining
weight and CG limits by this form (Figures 19-11
and 19-12). The payload computations are made in
the left column, while the rest of the computations
are done in the right column.
19 WEIGHT AND BALANCE
CENTER-OF-GRAVITY
MOMENT ENVELOPE GRAPH
After summing all the weights and moments, it is
necessary to determine whether the CG is within
allowable limits.
This graph represents the allowable CG envelope
(Figures 19-13 and 19-14).
The way to plot the location of the CG on the graph
is to determine the CG location 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 aircraft weight.
19-10
FOR TRAINING PURPOSES ONLY
MODEL 525C
SECTION VI - WEIGHT AND BALANCE DATA
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
WEIGHT
AND MOMENT TABLE (U.S. UNITS)
19 WEIGHT AND BALANCE
BAGGAGE COMPARTMENTS STANDARD WEIGHT
AND MOMENT TABLES (U.S. UNITS)
Figure 19-7. Baggage Compartments Weight-and-Moment Table (U.S.)
Figure 6-110-2 (Sheet 7)
6-110-20
U.S.
Configuration AA
FAA APPROVED
525CFM-00
FOR TRAINING PURPOSES ONLY
FOR TRAINING PURPOSES ONLY
19-11
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
MODEL 525C
SECTION VI - WEIGHT AND BALANCE DATA
BAGGAGE
COMPARTMENTS
STANDARD
WEIGHT
AND MOMENT TABLE
(METRICWEIGHT
UNITS)
AND MOMENT TABLES (METRIC UNITS)
19 WEIGHT AND BALANCE
Figure 19-8. Baggage Compartments Weight-and-Moment Table (Metric)
Figure 6-110-2 (Sheet 8)
FAA APPROVED
525CFM-00
Configuration AA
FOR TRAINING PURPOSES ONLY
19-12
FOR TRAINING PURPOSES ONLY
U.S.
6-110-21
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
MODEL 525C
SECTION VI - WEIGHT AND BALANCE DATA
WEIGHT AND MOMENT TABLE (U.S. UNITS)
WEIGHT
(POUNDS)
ARM = FS
(INCHES)
MOMENT/100
(INCH-POUNDS)
250
500
750
1000
1250
1500
1750
2000
2250
2500
2750
3000
3250
3500
3750
4000
4250
4500
4750
5000
5250
5500
5750
5810
307.76
304.80
303.93
304.06
304.47
304.98
305.59
306.25
306.91
307.59
308.28
308.98
309.70
310.44
311.24
312.09
312.95
313.86
314.81
315.81
316.87
317.97
319.10
319.37
769.40
1524.00
2279.48
3040.60
3805.90
4574.65
5347.88
6124.93
6905.55
7689.75
8477.70
9269.45
10065.15
10865.50
11671.68
12483.40
13300.58
14123.75
14953.53
15790.53
16635.53
17488.30
18348.45
18555.19
Figure 19-9. Fuel Loading Weight-and-Moment Table (U.S.)
Figure 6-110-2 (Sheet 1 of 10)
6-110-14
U.S.
FORConfiguration
TRAINING PURPOSES
ONLY
AA
FOR TRAINING PURPOSES ONLY
FAA APPROVED
19-13
525CFM-00
19 WEIGHT AND BALANCE
WING TANK FUEL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
MODEL 525C
SECTION VI - WEIGHT AND BALANCE DATA
WEIGHT AND MOMENT TABLE (METRIC UNITS)
WING TANK FUEL
ARM = FS
(MILLIMETER)
MOMENT/1000
(MILLIMETER KILOGRAMS)
100
200
300
400
500
600
700
800
900
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
2400
2500
2600
2635
7830
7755
7723
7720
7727
7737
7749
7763
7778
7793
7807
7823
7839
7854
7871
7887
7906
7925
7944
7964
7985
8006
8029
8053
8078
8103
8112
783
1551
2317
3088
3864
4642
5424
6210
7000
7793
8588
9388
10191
10996
11807
12619
13440
14265
15094
15928
16769
17613
18467
19327
20195
21068
21375
19 WEIGHT AND BALANCE
WEIGHT
(KILOGRAMS)
Figure 19-10. Fuel Loading Weight-and-Moment Table (Metric)
Figure 6-110-2 (Sheet 2)
19-14FAA APPROVED
525CFM-00
FOR TRAINING PURPOSES ONLY
Configuration AA
FOR TRAINING PURPOSES ONLY
U.S.
6-110-15
MODEL 525C
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
SECTION VI - WEIGHT AND BALANCE DATA
WEIGHT AND BALANCE COMPUTATION FORM (U.S. UNITS)
PAYLOAD COMPUTATIONS
"A"
"B"
"C"
ITEM
ARM (in)
WEIGHT
(lb)
ITEM
WEIGHT
(lb)
MOMENT/
100
"E"
"F"
"G"
9860
31845.8
1710
3916.2
11570
35762.0
5500
17488.3
17070
53250.3
250
852.8
16820
52397.6
3250
11215.9
13570
41181.7
"D"
MOMENT/ 1. BASIC EMPTY WEIGHT
100
*Airplane CG = 322.98
OCCUPANTS
2. PAYLOAD
PILOT
131.0
170
222.7
COPILOT
131.0
170
222.7
3. ZERO FUEL WEIGHT
(sub-total) Do not exceed maximum
zero fuel weight of 12,360 pounds.
*Airplane CG = 309.09
SEAT 3
227.0
170
385.9
SEAT 4
227.0
170
385.9
4. FUEL LOADING
5. RAMP WEI GHT
(sub-total) Do not exceed maximum
ramp weight of 17,070 pounds.
SEAT 5
267.6
170
454.9
*Airplane CG = 311.95 * * *
6. LESS FUEL FOR T AXIING
SEAT 6
267.6
170
454.9
SEAT 7
313.2
170
532.5
SEAT 8
313.2
170
532.5
TOILET
345.3
0
0.0
7. TAKEOFF WEIGHT * *
Do not exceed maximum takeoff
weight of 16,950 pounds.
8. LESS FUEL TO DEST INATION
19 WEIGHT AND BALANCE
*Airplane CG = 311.52
9. LANDING WEIGHT * *
Do not exceed maximum landing
weight of 15,050 pounds.
SIDE FACING SEAT
189.3
170
321.8
CONTE NTS
*Airplane CG = 303.48
* AirplaneCG =
LH CHART CASE
152.2
15
22.8
RH E NTERTAINMENT
CABINET
168.6
15
25.3
LH GALLEY
165.7
30
49.7
MOMENT/100
WEIGHT
× 100
* * Totals must be within approved weight and center-of-gravity
limits. It is the responsibility of the operator to ensure that the
airplane is loaded properly. The Basic Empty Weight CG is noted
on the Airplane Weighing Form. If the airplane has been a
Figure 19-11. Example Weight and Balance Computation (U.S.)
NOSE BAGGAGE
TAILCONE BAGGAGE
PAYLOAD (sub-total)
76.1
60
45.7
431.7
60
259.0
1710
3916.2
* * * Enter the Center-of-Gravity Limits Env elope Graph to verify
airplane is loaded within approved limits.
FOR TRAINING PURPOSES ONLY
Figure 6-110-4* (Sheet 1 of 2)
19-15
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
MODEL 525C
SECTION VI - WEIGHT AND BALANCE DATA
WEIGHT AND BALANCE COMPUTATION FORM (METRIC UNITS)
PAYLOAD COMPUTATIONS
"A"
"B"
ITEM
ARM
(mm)
"C"
ITEM
"D"
WEIGHT (Kg) MOMENT/1000
OCCUPANTS
WEIGHT (Kg)
"E"
1. BASIC EMPTY WEIGHT
*Airplane CG = 8203.70
2. PAYLOAD
PILOT
3327
77.11
256.54
COPILOT
3327
77.11
256.54
SEAT 3
5766
77.11
444.62
MOMENT/1000
"F"
"G"
4472.42
36690.39
775.64
4511.90
5248.06
41202.29
2000
15928.0
7248.06
57130.3
100
834.0
7148.06
56296.3
900
8135.0
6248.06
48161.3
3. ZERO FUEL WEIGHT
(sub-total) Do not exceed maximum
zero fuel weight of 5,606 Kilograms.
*Airplane CG = 7850.96
4. FUEL LOADING
5. RAMP WEIGHT
SEAT 4
5766
77.11
444.62
(sub-total) Do not exceed maximum
ramp weight of 7,743 Kilograms.
SEAT 5
6796
77.11
524.04
*Airplane CG = 7882.15 * * *
SEAT 6
6796
77.11
524.04
SEAT 7
7956
77.11
613.49
weight of 7,688 Kilograms.
SEAT 8
7956
77.11
613.49
8. LESS FUEL TO DESTINATION
6. LESS FUEL FOR TAX IING
7. TAKEOFF WEIGHT * *
Do not exceed maximum takeoff
*Airplane CG = 7875.74
9. LANDING WEIGHT * *
TOILET
8771
0.00
0.00
Do not exceed maximum landing
19 WEIGHT AND BALANCE
weight of 7,743 Kilograms.
SIDE FACING SEAT
4808
77.11
370.74
LH CHART CASE
3866
6.80
26.29
RH ENTERTAINMENT
CABINET
4282
6.80
29.12
LH GALLEY
4209
CONTENTS
NOSE BAGGAGE
*Airplane CG = 7708.20
* AirplaneCG =
13.61
57.28
MOMENT / 1000
× 1000
WEIGHT
* * Totals must be within approved weight and center-of-grav
ity limits . It is the
responsibility of the operator to ensure that the airplane is loaded properly.
The Basic Empty Weight CG is noted on the Airplane Weighing Form. If the
airplane has been a
Figure
1933 19-12. Example
27.22
52.62 Weight and Balance Computation (Metric)
TAILCONE BAGGAGE
PAYLOAD (sub-total)
19-16
10965
27.22
298.47
775.64
4511.90
* * * Enter the Center-of-Gravity Limits Envelope Graph to verify airplane is
loaded within approved limits.
FOR TRAINING PURPOSES ONLY
Figure 6-110-4* (Sheet 2)
FAA APPROVED
19 WEIGHT AND BALANCE
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Figure 19-13. CJ4 Aircraft Center-of-Gravity Envelope (U.S.)
FOR TRAINING PURPOSES ONLY
19-17
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE
Figure 19-14. CJ4 Aircraft Center-of-Gravity Envelope (Metric)
19-18
FOR TRAINING PURPOSES ONLY
19 WEIGHT AND BALANCE
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Figure 19-15. Weight-and-Balance Sample Loading Problem Cover
FOR TRAINING PURPOSES ONLY
19-19
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
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 pilot and copilot always occupy seats 1 and 2.
Other passengers are seated according to the seating chart
provided by Cessna or based upon personal preference.
The Arms for each passenger and cargo location are determined
by referring to the loading charts provided by Cessna.
1
Passenger weights are entered based on the actual weights.
Average weights may also be used for each passenger.
The Moment for each passenger can be determined
by reference to the loading charts provided by Cessna
or by multiplying the weight times the Arm for each
passenger and item of cargo
Calculate Payload Weight and Moment
Arm
Weight
MOM/100
Pilot
Item
131.00
180
235.80
Copilot
131.00
160
209.60
Seat 3
202.51
180
354.06
Seat 4
202.51
200
393.40
Seat 5
260.50
140
337.26
Seat 6
260.50
150
361.35
Seat 7
295.50
Seat 8
295.50
LH Belted Toilet
19 WEIGHT AND BALANCE
Nose Comp.
74.00
Tailcone Comp.
414.60
Evaporator Cabinet
156.29
Refreshment Center
167.32
RH Chart Case
150.91
Payload
100
1110
414.60
2384.99
By convention, the moment is divided by 100.
This provides "shorter" numbers that fit in small
spaces. For example, the actual moment for
Seat 4 is 40,502 inch-pounds (202.51 in. x 200 lb.).
Items of cargo may be located in the nose
compartment, cabin or tailcone. There are
specific weight restrictions for each location.
The loading charts indicate the maximum
weight that is allowed in each location.
Placement of cargo should not be done
haphazardly. Cargo should be secured
and located to provide the most favorable
center of gravity location.
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.
Figure 19-16. Weight-and-Balance Worksheet ‒ Sample Loading Problem (Sheet 1 of 5)
19-20
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
2 THE SECOND STEP IS TO DETERMINE THE ZERO FUEL WEIGHT, MOMENT
BASIC EMPTY WEIGHT
From the aircraft records copy the Basic Empty Weight (BEW)
and Moment in the space provided on the worksheet.
PAYLOAD
From the payload worksheet copy
the total payload weight and
moment onto the Payload line in
the spaces provided.
Add the moment of the empty
aircraft to the payload moment.
Enter the total in the space
provided.
Divide the ZFW moment by the
zero fuel weight. The ZFW Arm
must be within the aft boundary
of the envelope.
3 THE THIRD STEP IS TO ADD THE
TOTAL FUEL LOAD AND FIND THE
RAMP WEIGHT.
TOTAL FUEL LOAD
Enter the total fuel load in the
space provided.
2 Calculate Zero Fuel Weight, Moment and CG
Item
Weight
MOM/100
Basic Empty Weight
or
Basic Operating Weight
+ Payload
Zero Fuel Weight
*
ZFW MOM
Zero Fuel Weight
=
ZFW CG
3 Calculate Fuel Load and Ramp Weight
Item
Zero Fuel Weight
Weight
*
+ Flight Fuel
+ Reserve Fuel
Ramp Weight
19 WEIGHT AND BALANCE
ZERO FUEL WEIGHT
Add the Basic Empty Weight and
the Payload weight. This is the
Zero Fuel Weight (ZFW). Enter the
number in the space provided.
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
Figure 19-16. Weight-and-Balance Worksheet ‒ Sample Loading Problem (Sheet 2 of 5)
FOR TRAINING PURPOSES ONLY
19-21
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
4 THE FOURTH STEP IS TO DETERMINE THE TAKEOFF WEIGHT, MOMENT
4
Calculate
Takeoff Fuel
Total Fuel
–Taxi Fuel
–100
TAKEOFF FUEL
Enter the takeoff fuel weight.
(Total Fuel Load minus 100 lb.)
Using the fuel loading chart
provided by Cessna, determine
the moment for the takeoff fuel
weight.
TAKEOFF WEIGHT
Add the takeoff fuel weight and
the zero fuel weight. The takeoff
weight must be less than the
certified limit.
5
Takeoff Fuel
5 Calculate Takeoff Weight, Moment and CG
Item
Zero Fuel Weight
Weight
*
+ Takeoff Fuel
Takeoff Weight
Takeoff MOM =
Takeoff Weight
19 WEIGHT AND BALANCE
Add the takeoff fuel moment and
the zero fuel weight moment.
6 Calculate Landing Weight
Divide the takeoff moment by the
takeoff weight The result is the
takeoff arm. The takeoff arm must
be within the envelope limits.
Zero Fuel Weight
Landing Weight
THE FIFTH STEP IS TO DETERMINE
THE LANDING WEIGHT.
7
LANDING FUEL
Enter the projected landing fuel in
the space provided.
MOM/100
Item
Takeoff CG
Weight
*
+ Reserves
* See limitations
on reverse.
LANDING WEIGHT
Add the landing fuel and the zero
fuel weight. The landing weight
must not exceed certified limits.
Figure 19-16. Weight-and-Balance Worksheet ‒ Sample Loading Problem (Sheet 3 of 5)
19-22
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
2 Calculate Zero Fuel Weight, Moment and CG
Item
1
Calculate Payload Weight and Moment
Item
Weight
MOM/100
Basic Empty Weight
or
Basic Operating Weight
8160.0
25,167.00
+ Payload
1110
Zero Fuel Weight
Weight
MOM/100
Pilot
131.00
180
235.80
Copilot
131.00
160
209.60
Seat 3
202.51
180
354.06
Seat 4
202.51
200
393.40
Zero Fuel Weight
Seat 5
260.50
140
337.26
+ Flight Fuel
Seat 6
260.50
150
361.35
+ Reserve Fuel
Seat 7
295.50
Seat 8
295.50
9270.0
*
ZFW MOM
Zero Fuel Weight
Arm
2384.99
=
297.22
27551.99
ZFW CG
3 Calculate Fuel Load and Ramp Weight
Item
Weight
*
9270
1500
1200
4
Calculate
Takeoff Fuel
Total Fuel
11970
Ramp Weight
2700
–Taxi Fuel
Nose Comp.
74.00
Tailcone Comp.
414.60
Evaporator
Cabinet
156.29
Refreshment
Center
167.32
RH Chart Case
150.91
100
414.60
2500
5 Calculate Takeoff Weight, Moment and CG
Item
Zero Fuel Weight
1110
2384.99
*
MOM/100
9270.0
27,551.99
+ Takeoff Fuel
2500
7771.75
Takeoff Weight
11,770
35,323.74
Takeoff MOM =
Takeoff Weight
Loading Information:
Total Fuel
2700 lb
Pilot
180 lb
Copilot
160 lb
Passenger
180 lb
Passenger
200 lb
Passenger
140 lb
Passenger
150 lb
Passenger Baggage100 lb
Weight
300.12
19 WEIGHT AND BALANCE
Payload
200
Takeoff Fuel
Takeoff CG
6 Calculate Landing Weight
Item
Zero Fuel Weight
Weight
*
+ Reserves
Landing Weight
7
9270.0
1200
10,470
* See limitations
on reverse.
Figure 19-16. Weight-and-Balance Worksheet ‒ Sample Loading Problem (Sheet 4 of 5)
FOR TRAINING PURPOSES ONLY
19-23
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE
Weight Adjustment:
Wt. Shifted = CG Moved Inches
Total Weight
Wt. Shifted Inches
TAKEOFF GWT Shift:
ZFGWT Shift:
Other Weight Shift:
=
=
Original CG
=
+/- Correction
Takeoff Weight Limitations
1. TFL ≤ Runway Available
2. SE climb capability ≥ 1.6 % Net in 2nd Segment
3. SE climb capability to clear any obstacle in
takeoff flight path
4. Takeoff weight ≤ maximum certified
takeoff weight.
5. Landing weight ≤ maximum certified
landing weight at destination
= Adjusted CG
Landing Weight Limitations
1. LFL ≤ Runway Available
2. Climb capability ≥ 2.1% gross SE
≥ 3.2% gross ME
3. Brake energy limits
4. Landing weight ≤ maximum landing weight
Figure 19-16. Weight-and-Balance Worksheet ‒ Sample Loading Problem (Sheet 5 of 5)
19-24
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 20
FLIGHT PLANNING AND PERFORMANCE
CONTENTS
INTRODUCTION................................................................................................................ 20-1
FORMULAS......................................................................................................................... 20-2
ILLUSTRATIONS
Figure
Title
Page
20-1. Calculation of Takeoff Performance......................................................................... 20-3
20 FLIGHT PLANNING
AND PERFORMANCE
20-2. Calculation of Landing Performance........................................................................ 20-4
FOR TRAINING PURPOSES ONLY
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INTENTIONALLY LEFT BLANK
20 FLIGHT PLANNING
AND PERFORMANCE
20-ii
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 20
FLIGHT PLANNING AND
PERFORMANCE
INTRODUCTION
20 FLIGHT PLANNING
AND PERFORMANCE
Performance is calculated using a combination of charts and tables in the Aircraft Flight Manual
and the Aircraft Performance Manual. The takeoff and landing performance data is found in Section IV—“Performance” and Section VII “Advisory” of the AFM. The climb, cruise, and descent
performance data is found in the Performance Manual.
FOR TRAINING PURPOSES ONLY
20-1
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
GENERAL
Climb rate (feet per minute) =
This aircraft is certified to Part 25 standards. Keep
in mind that the FAR Part 25 performance requirements do not meet the minimum requirements
(3.3% or 200 ft/nm) of the FAA “IFR Takeoff
Flight Path”.
Groundspeed x Gradient
A simplified block diagram of the calculation of
takeoff performance is illustrated in Figure 20-1.
A simplified block diagram of the calculation of
landing performance is illustrated in Figure 20-2.
The maximum takeoff weight–pounds permitted by
climb requirements chart only guarantees second
segment climb performance, not any of the other
segments.
The following are the minimum climb gradients as
specified by FAR Part 25:
• 1st segment ................................ 0% gross
• 2nd segment ............................... 1.6% net
• 3rd segment ....................................... N/A
• Final segment ......................... 1.2% gross
NOTE
The gross climb gradient reduced by a
required factor and used for calculation
of take-off flight path.
FORMULAS
Runway Slope =
Change in Elevation Between
Ends of the Runway (Rise)
Runway Length
X 100
Gradient (in %) =
Feet per NM
20 FLIGHT PLANNING
AND PERFORMANCE
6076
20-2
X 100
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CALCULATE TAKEOFF PERFORMANCE
· Determine gross weight of aircraft for type of loading desired
· Obtain airport information (i.e. active runway, available runway length,
temperature, pressure altitude, wind, runway conditions and runway
gradient (if applicable) and obstacles in the takeoff
)
· Determine that the temperature is within the ambient temperature limits
· Determine crosswind/parallel wind component for active runway
NO
Recalculate performance
at a lower aircraft weight
YES
Does calculated T/O weight
exceed the max T/O permitted
by climb requirements?
Using the calculated T/O gross
weight, determine TOFL and
VSPEEDS for dry conditions
Correct for
Runway Gradient
YES
Contaminated
runway?
AFM Section VII:
Calculate the corrected
TOFL for Adverse
Runway Conditions
Recalculate performance
at a lower aircraft weight
NO
YES
Available
runway
LESS than
TOFL?
NO
Determine level-off
altitude
YES
Minimum climb
requirements?
NO
Climb
requirements
met?
NO
Recalculate performance
at a lower aircraft weight
20 FLIGHT PLANNING
AND PERFORMANCE
AFM Section IV: Calculate
SECOND SEGMENT TAKEOFF NET
CLIMB GRADIENT – PERCENT
YES
Complete
Figure 20-1. Calculation of Takeoff Performance
FOR TRAINING PURPOSES ONLY
20-3
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CALCULATE LANDING PERFORMANCE
· Determine gross weight of aircraft at the time of arrival at the destination airport.
· Obtain airport information; i.e., active runway, available runway length,
temperature, pressure altitude, wind, runway conditions and runway gradient if
applicable. Determine that the temperature is within the ambient temperature limits.
· Determine crosswind/parallel wind component for active runway.
· Check the maximum landing weight permitted by approach requirements and the
brake energy limits.
YES
Must burn off fuel prior
to landing
YES
AFM Section VII:
Calculate the corrected
Landing
Weight
Restricted?
NO
Contaminated
runway?
NO
adverse runway conditions
YES
Must reduce the airplane
landing weight
YES
Divide the landing
distance by 0.6
Avail. Runway
less than
required?
NO
FAR 135
Operations?
NO
20 FLIGHT PLANNING
AND PERFORMANCE
Determine the takeoff/go-around thrust setting using the approach climb and
landing climb gradient tables in the event that a go-around is necessary
Complete
Figure 20-2. Calculation of Landing Performance
20-4
FOR TRAINING PURPOSES ONLY
21 CREW RESOURCE
MANAGEMENT
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CHAPTER 21
CREW RESOURCE MANAGEMENT
CONTENTS
Page
WHAT IS CREW RESOURCE MANAGEMENT?............................................................. 21-1
SITUATIONAL AWARENESS............................................................................................ 21-2
COMMAND AND LEADERSHIP...................................................................................... 21-3
COMMUNICATION PROCESS.......................................................................................... 21-4
Communication Techniques: Inquiry, Advocacy, and Assertion................................... 21-5
DECISION-MAKING PROCESS........................................................................................ 21-6
ILLUSTRATIONS
Figure
Title
Page
21-1. Situational Awareness in the Cockpit....................................................................... 21-2
21-2. Command and Leadership........................................................................................ 21-3
21-3. Communication Process........................................................................................... 21-4
21-4. Decision Making Process......................................................................................... 21-6
FOR TRAINING PURPOSES ONLY
21-i
21 CREW RESOURCE
MANAGEMENT
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3-8-13-18-APPA TITLE
LEFT INTENTIONALLY BLANK
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FOR TRAINING PURPOSES ONLY
21-ii
CHAPTER 21
CREW RESOURCE MANAGEMENT
WHAT IS CREW
RESOURCE
MANAGEMENT?
According to the Federal Aviation Administration,
Crew Resource Management (CRM) is described
as “the effective use of all resources to achieve safe
and efficient flight operations.” In practice, CRM is
a set of competencies designed to enhance safety
and reduce human error. Resources can include,
but are not limited to, additional crewmembers,
maintenance technicians, flight attendants, air traffic controllers, dispatchers and schedulers, and line
service personnel. CRM was not designed to usurp
the authority of the pilot in command; rather, it
was developed as a means to assist with situational
awareness and decision making to increase safety
margins and achieve accident- and incident-free
flight ­operations.
Most experts agree that a highly coordinated crew
using a standardized set of procedures is more
likely to avoid and identify errors. Effective communication and the use of briefing and debriefing
are tools that can be used to build the “team concept” and maintain situational awareness. Utiliz-
ing a standard set of callouts provides a means to
incorporate CRM. Standardization keeps all crewmembers “in the loop” and provides an opportunity
to detect an error early on, before it has an opportunity to build into an accident chain.
Proficiency in CRM requires all crewmembers to
have a working knowledge of how to maintain situational awareness, techniques for o­ ptimum decision making, desirable leadership and followership
characteristics, cross-checking and monitoring
techniques, means of fatigue and stress management, and ­communication.
CRM training is an important part of your FlightSafety training experience. Throughout your training event, your instructor will p
­ rovide general
CRM guidance as well as ­identify CRM issues,
philosophies, and techniques that are specific to the
aircraft you fly. To a­ ssist with this, the FlightSafety
CRM model has been incorporated into this training guide. The model can be used as a guide or a
FOR TRAINING PURPOSES ONLY
21-1
21 CREW RESOURCE
MANAGEMENT
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21 CREW RESOURCE
MANAGEMENT
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
refresher on how to incorporate CRM principles
into your day-to-day line operations. This model
is not intended to replace a formalized course of
CRM instruction, and attendance at a CRM-specific course is highly recommended.
2-7-12-17-WA TITLE
SITUATIONAL
AWARENESS
Situational awareness is a fundamental CRM concept. Often described as “knowing what’s going
on around you,” the loss of situational awareness
is often identified as a causal factor in an incident
or accident. Collective s­ ituational awareness is a
measurement of the total situational awareness
among all m
­ embers involved in the operation.
To maintain a high level of collective situational
­awareness open, timely, and accurate communication is ­required. In the situational awareness
model two-way arrows represent the two-way
­communication that must occur between the pilot
flying and the pilot monitoring. Each pilot contributes to collective situational awareness.
Circumstances will sometimes present clues that
situational awareness is becoming ­impaired. These
“behavioral markers” are listed under clues to identifying loss of situational awareness. As the number
of these clues increases, the chance of losing situational awareness increases as well. Maintaining
situational awareness requires a constant state of
3-8-13-18-APPA TITLE
4-9-14-19-APPB TITLE
5-10-15-20-ANN-APPC TITLE
Figure 21-1. Situational Awareness in the Cockpit
21-2
FOR TRAINING PURPOSES ONLY
vigilance. Complacency has often been the precursor to a loss of situational awareness (Figure 21-1).
COMMAND AND
LEADERSHIP
Command and leadership are not synonymous.
The status “pilot in command” is designated by
an organization. Command responsibility can’t be
shared with other crewmembers. Leadership, on
the other hand, is a role that can be shared. Effective leadership should focus on “what’s right,” not
on “who’s right.”
low degree of control and allows a high degree of
participation from team members. Effective leaders
tend to be less extreme, relying on either authoritarian or democratic leadership styles (Figure 21-2).
There is no “ideal” or “best” leadership style. An
immediate crisis might require fairly strict leadership, to ensure stability and to reassure other crewmembers, while other situations might be handled
more effectively by encouraging crew participation
in the ­decision-making process.
Leadership styles range from “autocratic” to “laissez-faire.” An autocratic leadership style exercises
a high degree of control and allows a low degree of
participation from team ­members in reaching decisions. A laissez-faire leadership style exercises a
Figure 21-2. Command and Leadership
FOR TRAINING PURPOSES ONLY
21-3
21 CREW RESOURCE
MANAGEMENT
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21 CREW RESOURCE
MANAGEMENT
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2-7-12-17-WA TITLE
COMMUNICATION
PROCESS
• An event occurs, creating a need to communicate. The event may be a change in the
status of some operational goal, such as rate
of descent.
Communication is the most important tool for
maintaining situational awareness. Effective communication requires the ability to provide appropriate information, at the appropriate time, to the
appropriate person (Figure 21-3). Communication
may be verbal (aural) or written. Written communications in the cockpit include symbolic messages
and indications that are electronically transmitted
and displayed.
• A sender observes the event.
As illustrated on the CRM Blue Card, some e­ lements
are common to most cockpit ­communications:
• The sender transmits a message to a receiver,
conveying occurrence of the event.
• The receiver transmits feedback to the sender, acknowledging the message.
• The receiver’s feedback may include an
additional message, confirming the intended
corrective action, or instructing the sender
to continue monitoring the ­operational goal.
3-8-13-18-APPA TITLE
4-9-14-19-APPB TITLE
Figure 21-3. Communication Process
5-10-15-20-ANN-APPC TITLE
21-4
FOR TRAINING PURPOSES ONLY
Barriers to communication limit our ability to
maintain situational awareness.
As illustrated on the Blue Card, internal (or personal) communication barriers can diminish our perception of the need to communicate. An observer
who is distracted, for example, may fail to detect a
change in the status of an operational goal. Internal
barriers can also inhibit a sender’s willingness to
communicate, or affect a receiver’s acceptance and
interpretation of a transmitted message.
External communication barriers, such as overcrowded radio frequencies, can interfere with the
sender’s ability to transmit a message, or with the
receiver’s ability to transmit feedback. Differences
in language or dialect can also become external
barriers to communication.
CRM provides three techniques for overcoming
communication barriers:
• Inquiry—A technique for increasing your
own situational awareness
COMMUNICATION
TECHNIQUES: INQUIRY,
ADVOCACY, AND ASSERTION
Inquiry, advocacy, and assertion can be effectively
used in the aviation environment to help solve communication problems.
Each item is a step in the process. The steps provide
a metaphor that emphasizes the principle of escalation. In other words, a person must first practice
inquiry, then advocacy, then assertion.
A person practicing assertiveness is not trying to
be insubordinate or disrespectful; rather, assertion
is an expression of the fact that a level of discomfort exists with a particular situation. Assertion is
an attempt to seek resolution.
The goal of inquiry is to increase individual situational awareness, the goal of advocacy is to
increase collective situational awareness, and the
goal of assertion is to reach a ­conclusion.
• Advocacy—A technique for increasing
someone else’s awareness
• Assertion—A technique for getting your
point across
When conflict on the flight deck interferes with
communication, it usually originates from one
pilot’s tendency to make “solo” decisions. Avoid
this kind of conflict by focusing your questions
and comments on WHAT is right, rather than on
WHO is right.
FOR TRAINING PURPOSES ONLY
21-5
21 CREW RESOURCE
MANAGEMENT
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21 CREW RESOURCE
MANAGEMENT
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
2-7-12-17-WA TITLE
DECISION-MAKING
PROCESS
1. Recognize the need for a decision.
Aeronautical decision making (ADM) provides a
systematic approach to risk assessment. It is a tool
you can use to select the best response for a given
set of circumstances. FlightSafety recommends the
decision-makin­g process illustrated on the second
page of the Blue Card (Figure 21-4). This continuous-loop process includes eight steps:
3. Collect facts.
2. Identify the problem and define it in terms of
time and risk.
4. Identify alternative responses to the need.
5. Weigh the impact of each alternative ­response.
6. Select a response.
7. Implement that response.
8. Evaluate the effects of your response.
3-8-13-18-APPA TITLE
4-9-14-19-APPB TITLE
Figure 21-4. Decision Making Process
5-10-15-20-ANN-APPC TITLE
21-6
FOR TRAINING PURPOSES ONLY
WALKAROUND
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
WALKAROUND
The following section is a pictorial walkaround. Each
item listed in the exterior power-off preflight inspection is displayed. The general photographs contain
circled numbers that correspond to specific steps displayed on the subsequent pages.
FOR TRAINING PURPOSES ONLY
WA-1
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
HOT ITEMS/LIGHTS
5
10
WALKAROUND
11
8
1
2
9
3
5
10
7
8
WA-2
6
FOR TRAINING PURPOSES ONLY
4
1
2
WALKAROUND
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
1. L, R, AND STANDBY STATIC PORTS - CLEAR/WARM
2. LEFT, RIGHT, AND STANDBY PITOT TUBES-CLEAR/HOT
3. LANDING LIGHTS - BOTH ON
4. ANGLE OF ATTACK VANE/CASE - ROTATES/HOT
5. BEACON LIGHT - ON/FLASHING
6. EMERGENCY EXIT LIGHT - ON
FOR TRAINING PURPOSES ONLY
WA-3
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
WALKAROUND
7. R NAVIGATION/STROBE LIGHTS - ON
8. TAIL NAVIGATION LIGHT - ON
9. L WING INSPECTION/NAVIGATION/STROBE
LIGHTS - ON
10. LOGO LIGHTS - ON
11. BATTERY SWITCH - OFF
WA-4
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
WALKAROUND
LEFT NOSE
1
2
1. BAGGAGE DOOR - SECURE/LOCKED
2. NOSE GEAR/DOORS/WHEEL/TIRE -CONDITION/SECURE
FOR TRAINING PURPOSES ONLY
WA-5
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
RIGHT NOSE/FORWARD FUSELAGE
WALKAROUND
8
3
2
1
6
7
4
5
1. GEAR/BRAKE EMERGENCY PNEUMATIC PRESSURE
GAUGE - VERIFY PER PLACARD
WA-6
2. OXYGEN PRESSURE - VERIFY PER PLACARD
FOR TRAINING PURPOSES ONLY
WALKAROUND
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
3. BAGGAGE DOOR - SECURE/LOCKED
4. OXYGEN BLOWOUT DISC - GREEN
5. OVERBOARD VENT LINES - CLEAR
6. LANDING LIGHT - CONDITION
7. WING FAIRING VENT - CLEAR
8. TOP/BOTTOM ANTENNAS - CONDITION/SECURE
FOR TRAINING PURPOSES ONLY
WA-7
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
RIGHT WING/AFT FUSELAGE
WALKAROUND
5
7
6
9
10
8
17
14
15
13
12
11
16
18
4
14
17
18
WA-8
16
FOR TRAINING PURPOSES ONLY
13
3
2 1
15
WALKAROUND
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
1. WING LEADING EDGE VENT - CLEAR
2. SINGLE POINT FUEL DOOR - SECURE
3. FUEL QUICK DRAINS (5) - DRAIN/CHECK
4. MAIN GEAR DOOR/WHEEL/TIRE - CONDITION/SECURE
5. ENGINE AIR INLET - CLEAR
6. ENGINE FAN DUCT/FAN - CONDITION
FOR TRAINING PURPOSES ONLY
WA-9
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
WALKAROUND
7. ENGINE PT2/TT2 PROBE - CONDITION
8. GENERATOR COOLING AIR INLET - CLEAR
9. PYLON PRECOOLER INLET - CLEAR
10. EMERGENCY EXIT DOOR - SECURE
11. STALL STRIPS (2) AND BLEs (6) - CONDITION/SECURE
12. HEATED LEADING EDGE - CONDITION/EXHAUST CLEAR
WA-10
FOR TRAINING PURPOSES ONLY
WALKAROUND
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
13. FUEL TANK VENT - CLEAR
14. FUEL FILLER CAP - SECURE
15. STATIC WICKS (3) - CONDITION
16. AILERON/TRIM TAB/FLAP/SPEEDBRAKES/GROUND
SPOILERS - CONDITION/SECURE
(verify trim tab position matches indicator)
17. HYDRAULIC RESERVOIR - CHECK PER PLACARD/
DOOR SECURE
18. AIR CONDITIONING EXHAUST/LOWER ANTENNAS/
DRAINS - CONDITION/CLEAR
FOR TRAINING PURPOSES ONLY
WA-11
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
RIGHT NACELLE
5
WALKAROUND
6
4
7
1
2
1. ENGINE ANTI-ICE EXHAUST - CLEAR
WA-12
3
2. ENGINE FLUID DRAINS - CLEAR
FOR TRAINING PURPOSES ONLY
WALKAROUND
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
3. GENERATOR COOLING AIR EXHAUST - CLEAR
4. OIL LEVEL - CHECK
5. ACCESS DOOR - SECURE
6. ENGINE EXHAUST/BYPASS DUCTS - CONDITION/CLEAR
7. PYLON PRECOOLER EXHAUST - CLEAR
FOR TRAINING PURPOSES ONLY
WA-13
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
EMPENNAGE
WALKAROUND
6
5
2
3
4
WA-14
FOR TRAINING PURPOSES ONLY
1
WALKAROUND
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
1. R HORIZONTAL STABILIZER DEICE BOOT - CONDITION
2. R HORIZONTAL STABILIZER/ELEVATOR/TRIM TAB
- CONDITION
3. RUDDER/TRIM TAB - SECURE
(verify trim tab position matches indicator)
4. STATIC WICKS (9) - CONDITION
5. L HORIZONTAL STABILIZER/ELEVATOR/TRIM TAB
- CONDITION
6. L HORIZONTAL STABILIZER DEICE BOOT - CONDITION
FOR TRAINING PURPOSES ONLY
WA-15
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
LEFT NACELLE
WALKAROUND
4
3
2
1
7
5
6
1. PYLON PRECOOLER EXHAUST - CLEAR
WA-16
2. ENGINE EXHAUST/BYPASS DUCTS - CONDITION/CLEAR
FOR TRAINING PURPOSES ONLY
WALKAROUND
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
3. OIL LEVEL - CHECK
4. ACCESS DOOR - SECURE
5. GENERATOR COOLING AIR EXHAUST - CLEAR
6. ENGINE FLUID DRAINS - CLEAR
7. ENGINE ANTI-ICE EXHAUST - CLEAR
FOR TRAINING PURPOSES ONLY
WA-17
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
TAILCONE/AFT COMPARTMENT
WALKAROUND
2
1
6
8
9
10
5
4
7
WA-18
FOR TRAINING PURPOSES ONLY
3
WALKAROUND
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
1. AFT COMPARTMENT BAGGAGE - SECURE
2. AFT COMPARTMENT LIGHT SWITCH - OFF
3. AFT COMPARTMENT ACCESS DOOR
- SECURE/LOCKED
4. EXTERNAL POWER SERVICE DOOR - SECURE
5. EXTERNAL POWER CIRCUIT BREAKER - IN
6. BATTERY COMPARTMENT DOOR - SECURE
FOR TRAINING PURPOSES ONLY
WA-19
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
WALKAROUND
7. BATTERY COOLING INTAKE/VENT LINES - CLEAR
8. POWER BRAKE ACCUMULATOR
- BLEED TO PRE-CHARGE
8. BRAKE FLUID RESERVOIR SIGHT GAGES
- FLUID VISIBLE
10. BRAKE SYSTEM ACCESS DOOR - SECURE
WA-20
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
WALKAROUND
LEFT WING
11
14 13
9
7
8
10
5
6
1. FLAP/GROUND SPOILERS/SPEEDBRAKES/AILERON
- CONDITION/SECURE
12
1
4
2
3
2. STATIC WICKS (3) - CONDITION
FOR TRAINING PURPOSES ONLY
WA-21
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
WALKAROUND
3. FUEL TANK VENT - CLEAR
4. FUEL FILLER CAP - SECURE
5. HEATED LEADING EDGE - CONDITION/EXHAUST CLEAR
6. STALL STRIPS (2) AND BLEs (6) - CONDITION/SECURE
7. ENGINE AIR INLET - CLEAR
8. ENGINE FAN DUCT/FAN - CONDITION
WA-22
FOR TRAINING PURPOSES ONLY
WALKAROUND
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
9. ENGINE PT2/TT2 PROBE - CONDITION
10. GENERATOR COOLING AIR INLET - CLEAR
11. PYLON PRECOOLER INLET - CLEAR
12. MAIN GEAR DOOR/WHEEL/TIRE - CONDITION/SECURE
13. FUEL QUICK DRAINS (5) - DRAIN/CHECK
14. WING LEADING EDGE VENT - CLEAR
FOR TRAINING PURPOSES ONLY
WA-23
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
FUSELAGE LEFT SIDE
WALKAROUND
3
1
2
WA-24
FOR TRAINING PURPOSES ONLY
WALKAROUND
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
1. WING INSPECTION LIGHT - CONDITION
2. LANDING LIGHT - CONDITION
3. CABIN DOOR SEAL - CONDITION
FOR TRAINING PURPOSES ONLY
WA-25
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
WALKAROUND
INTENTIONALLY LEFT BLANK
WA-26
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
AC
Alternating current
ATA
Antenna train angle
ACM
Air-cycle machine
ATC
Air traffic control
ADC
Air data computer (same as DADC)
ATTD
Attitude
ADF
Automatic direction finder (also
NDB-nondirectional radio beacon)
ATTN
Attention
AUX
Auxiliary
ADI
Attitude director indicator
BBPU
Bus bar protection unit
AFCS
Automatic flight control system
(autopilot and flight guidance)
B/C
Back course
AFIS
Airborne flight information system
BIT
Built-in test
AFM
Airplane Flight Manual
BITE
Built-in test equipment
AGB
Accessory gearbox
BLE
Boundary layer energizer
AGL
Above ground level
BOV
Bleedoff valve
AH
Ampere hours
BOW
Basic operating weight
AHRS
Attitude heading reference system
BRG
Bearing
ALT
Altitude
BRK
Brake
ALT SEL
Altitude select
BTU
British thermal unit
AM
Amplitude modulation
BVC
Bleed valve control
AOA
Angle of attack
CA
Cabin altitude
AP
Autopilot
CAB
Cabin
APPR
Approach
CAS
Crew alerting system
APU
Auxiliary power unit
CB
Circuit breaker
APRS
Alternate rudder power system
CDI
Course (or track) deviation
indicator
ASCB
Avionics standard communications
bus (serial)
CDU
Control display unit (FMS)
ASR
Airport surveillance radar
CFIT
Controlled flight into terrain
ASYM
Asymmetry
CG
Center of gravity
FOR TRAINING PURPOSES ONLY
APPA-1
APPENDIX A
GLOSSARY
APPENDIX A
TERMS AND ABBREVIATIONS
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
APPENDIX A
GLOSSARY
CHG
Charge
EGT
Exhaust gas temperature
CLA
Condition lever angle (pitch)
COMM
Communication
EHSI
Electronic horizontal situation indicator
COMPT
Compartment
EICAS
Engine indicating and crew alerting
system
CPLT
Copilot
EIS
Engine indicating system
CPU
Central processor unit
ELT
Emergency locator transmitter
CRM
Crew resource management
EMER
Emergency
CRT
Cathode ray tube
ENG
Engine
CVR
Cockpit voice recorder
EPR
Engine pressure ratio
DA
Decision altitude
EPU
External power unit
DADC
Digital air data computer
ESDI
Engine shutdown inhibit
DAU
Data acquisition unit
ESIS
Electronic standby instrument system
DC
Direct current
DCP
Display control panel
DG
Directional gyro
DH
Decision height
DME
Distance measuring equipment
DP
Differential pressure
DR
Dead reckoning
ESU
Electronic sequence unit
ET
Elapsed time
ETA
Estimated time of arrival
ETD
Estimated time of departure
EVMU
Engine vibration monitor unit
FA
Flight attendant
FAA
Federal Aviation Administration
EADI
Electronic attitude director indicator
FADEC
Full authority digital engine control
ECU
Environmental control unit
FAF
Final approach fix
EDS
Electronic display system
FCU
Fuel control unit
EFC
Expect further clearance
FD
Flight director
EFI
Engine fire inhibit
FDAU
Flight data acquisition unit
EFIS
Electronic flight instrument system
FDR
Flight data recorder
FGC
Flight guidance computer
EGPWS
Enhanced ground proximity warning system
APPA-2
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
FL
Flight level
HSI
Horizontal situation indicator
FLC
Flight level change
IAC
Integrated avionics computers
FLT CTL
Flight control
IFA
Initial approach fix
IAP
Instrument approach procedures
FMC
Flight management computer
IAPS
Integrated avionics processing system
FMS
Flight management system
IAS
FOHE
Fuel/oil heat exchanger
FPU
Flap power unit
ICAO
International Civil Aviation
Organization
FS
Fuselage station
FSB
Flight standards board
FSS
Flight service station
FTG
Fuel topping governor
GA
Go-around
IMC
Instrument meteorological conditions
GCR
Generator control relay
IMU
Inertial measurement unit
GCU
Generator control unit
INS
Inertial reference system
GMT
Greenwich mean time
IRS
Inertial reference system
GP
Glidepath (FMS)
IRU
Inertial reference unit
GPS
Global positioning system
GPU
Ground power unit
ISA DEV
International standard atmosphere
deviation (oC)
GPWS
Ground proximity warning system
ITT
Interstage turbine temperature
GS
Glideslope (ILS) or ground speed
IVSI
Inertial vertical speed indicator
GS
Groundspeed (kts) or glideslope
KCAS
Knots calibrated airspeed
GWT
Gross weight
KIAS
Knots indicated airspeed
GWX
Graphic weather
KTAS
Knots true airspeed
HDLC
High-level data link control
KVA
Kilovolt-ampere
HF
High frequency
LCD
Liquid crystal display
HP
High pressure
LED
Light-emitting diode
Indicated airspeed (kts)
IFIS
Integrated flight information system
(electronic charts, graphic weather,
databases)
IFR
Instrument flight rules
ILS
Instrument landing system
FOR TRAINING PURPOSES ONLY
APPA-3
APPENDIX A
GLOSSARY
FM
High-powered frequency modulation
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
APPENDIX A
GLOSSARY
LF
Low frequency
LMM
Middle marker location
LNAV
(also LNV) Lateral navigation
LOC
Localizer
LOFT
Line oriented flight training
LOM
Locator at outer marker
LOPI
Landing operational phase inhibit
LP
Low pressure
LRC
Long-range cruise
LRN
Long-range navigation
LSB
Lower side band
MAC
Mean aerodynamic chord
MAP
Missed point of approach
MADC
Micro air-data computers
MCA
Minimum crossing altitude
MDA
Minimum descent altitude
MEA
Minimum enroute IFR altitude
MEL
Minimum equipment list
METAR
Aviation routing weather report
MFD
Multifuntion display
MI
Indicated Mach number
RAIM
Receiver autonomous integrity
monitor
MSL
Mean sea level
RAT
Ram air temperature (oC)
MSP
Mode select panel (flight director)
RMI
Radio magnetic indicator
MSU
Mode selector unit
RMU
Radio management unit
NACA
National Advisory Committee for
Aeronautics
RNAV
Area navigation
RNP
Required navigation performance
APPA-4
NAV
Navigation radio or flight director
mode button
NEXRAD
Next generation weather radar
NVRAM
Non-volatile RAM
OAT
Outside air temperature
OXY
Oxygen pressure
PAST
Pilot activates self test
PCB
Printed circuit board
PFD
Primary flight display
POH
Pilot’s training handbook
pph
Pounds per hour
PPOS
Present position
PRSOV
Pressure regulating shutoff valve
PSEU
Proximity switch electronic unit
PSU
Passenger service unit
PTU
Hydraulic power transfer unit
PTCH
Pitch mode
RA
Resolution advisory (TCAS II) or
radar altitude (feet AGL)
RAAS
Runway awareness and advisory
system (Honeywell)
FOR TRAINING PURPOSES ONLY
RTA
Receiver transmitter antenna
TERR
Terrain
RTU
Radio tuning units
TFC
Traffic
RVR
Runway visual range
TIS
Traffic information system
TIT
Turbine inlet temperature
T.O.
Takeoff
TOPI
Takeoff operational phase inhibit
TLA
Throttle lever angle
TOD
Top of descent
TOLD Takeoff and landing
UHF
Ultra-high frequency
ULD
Underwater locating device
USB
Upper side band
UTC
Coordinated universal time
VFR
Visual flight rules
VG
Vertical gyro
RVSM
Reduced vertical separation minimums
SAT
Static air temperature (oC)
SATCOM
Satellite Communications
SCU
Signal conditioner unit
SFD
Secondary flight display
SID
Standard instrument departure
SLA
Set landing altitude
SPR
Single-point refueling
SPU
Standby power unit
STAR
Standard terminal arrival route
T2 Temperature measured at engine
station 2 (prior to fan)
TA
Traffic advisory
VHF
Very high frequency
TAF
Terminal aerodrome forecast
VLE
Maximum gear extend speed
VLF
Very low frequency
VLO
Maximum gear operating speed
VLSA
Low-speed velocity
TACAN
Ultra-high-frequency tactical air
navigation aid
TAS
True airspeed
TAT
Total air temperature
TAWS
Terrain alert and warning system
VMO/MMO
Maximum operating airspeed or
Mach number
TCA
Terminal control area
VNAV
Vertical navigation (FMS)
TCAS
Traffic alert and collision avoidance
VOR
VHF omnidirectional radio range
TCS
Touch control steering
VORTAC
Electronic navigation system
TDC
Top-dead center
VPA
Vertical path angle
FOR TRAINING PURPOSES ONLY
APPA-5
APPENDIX A
GLOSSARY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
VS
Vertical speed
VS1
Stall speed in a defined configuration
VSI
Vertical speed indicator
W/S
Windshield
WAAS
Wide-area augmentation system
(GPS signal enhancement, groundbased)
APPENDIX A
GLOSSARY
WAC
World aeronautical charts
WATCH
Weather attenuated color high-light
WOW
Weight on wheels
WX
Weather radar
XFMR
Transformer
XFR
Transfer
XM
External master (satellite)
XMSN
Transmission
XPDR
Transponder
YD
Yaw damper
ZFW
Zero fuel weight
APPA-6
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
APPENDIX B
EICAS MESSAGES
The following is a two-column format of the CAS messages displayed by the EICAS to the pilots.
FOR TRAINING PURPOSES ONLY
APPB-1
APPENDIX B
EICAS MESSAGES
INTRODUCTION
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table APP-1. RED EICAS MESSAGES
AC ALTERNATOR FAIL L-R
Color
Red
Inhibited By
LOPI
ESDI
EFI
CABIN ALTITUDE
Debounce
TOPI
Eng Start
Standard
Indicates a duel AC alternator failure with both generators off line.
Windshield anti-ice and auxiliary power sources are inoperative.
Red
Inhibited By
LOPI
ESDI
EMER
TOPI
Eng Start
Red
Inhibited By
LOPI
Debounce
3 Seconds
Indicates a failure of the converter or the converter is not receiving power from an alternator and the airplane is on battery power
only. This message is active only when both generators are offline.
Color
Red
Inhibited By
LOPI
Debounce
TOPI
Red
Inhibited By
LOPI
ESDI
EFI
Inhibited By
LOPI
Debounce
TOPI
Standard
EMER
This is a Lithium-Ion battery message only. It displays if any of the
following conditions are detected:
APPENDIX B
EICAS MESSAGES
• Battery temperature is greater than 71oC (160oF)
• Battery charging current is greater than 1,000 amps (positive
indication on ammeter
• Battery discharge current is greater than 1,600 amps (negative
indication on ammeter
ENGINE FAILED L-R
Red
Red
Inhibited By
ESDI
Inhibited By
LOPI
Debounce
TOPI
Standard
Indicates the battery temperature is 63oC to 71oC.
Red
Color
Inhibited By
Inhibited By
LOPI
TOPI
Debounce
Standard
This message is displayed when the engine fire detection loop
senses excessive temperatures.
NO TAKEOFF
Color
Red
Inhibited By
LOPI
Debounce
1 Second
On the ground, the red NO TAKEOFF message will illuminate if
either L or R throttle is out of idle and the cyan NO TAKEOFF message is posted.
OIL PRESSURE LOW L-R
Red
Inhibited By
LOPI
TOPI
EFI
Debounce
Standard
This message is displayed when the engine oil pressure is low.
Debounce
Standard
This CAS message does not apply to Li-ION battery.
Indicates the NiCAD or LEAD ACID battery temperature is above
71oC.
APPB-2
1 Second
ENGINE FIRE L-R
BATTERY OVERTEMP >71oC
Color
Debounce
This message is displayed when the engine has failed.
Color
BATTERY OVERTEMP
Color
Standard
Indicates the airplane is operating on battery power only with one or
both engines running. The red AC ALTERNATOR FAIL L-R or AC-DC
CONVERTER FAIL message will also be displayed.
Red
BATTERY FAIL
Red
TOPI
Eng Start
Debounce
Standard
This message will be displayed if smoke is detected in the forward
or aft baggage areas.
Color
Standard
DC GENERATOR OFF L-R
Color
BAGGAGE SMOKE FWD-AFT
TOPI
Debounce
Indicates cabin altitude has exceeded 9800 ft or 14,800 ft when the
pressurization controller is in High Elevation Mode.
Color
AC-DC CONVERTER FAIL L-R
Color
Color
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table APP-2. AMBER EICAS MESSAGES
A
B
Color
Amber
BATTERY FAULT
Inhibited By
LOPI
ESDI
EFI
TOPI
Eng Start
Debounce
Standard
This amber message is displayed when there is a loss of one or both
AC Alternators with DC Generators remaining online.
AFT BAGGAGE DOOR
Color
Amber
Inhibited By
LOPI
EMER
TOPI
Debounce
2 Seconds
This message is displayed when the aft baggage door is not latched
closed.
ANTISKID FAIL
Color
Amber
Inhibited By
TOPI
EMER
Debounce
Standard
Color
Amber
AOA HEATER FAIL
Amber
LOPI
EMER
TOPI
Debounce
2 Seconds
This message is displayed when the pitot/static heat switch is on
and the AOA probe is not being heated.
AP PITCH TRIM FAIL
Color
Amber
Inhibited By
Debounce
1 Second
This message will display when the autopilot pitch trim failure alert
is detected by any IAPS channel.
Debounce
Standard
BATTERY OVERCURRENT
Color
Amber
Inhibited By
LOPI
Eng Start
TOPI
EMER
Debounce
120 Seconds
This amber message is posted when battery current exceeds
±200 Amps for 120 seconds.
BLEED AIR MONITOR FAIL L-R
Color
• The Skid Control Unit fails OR the BRAKE PRESSURE
LOW message is posted AND the aircraft is on the ground.
• Skid Control Unit fails OR Low Brake pressure output is valid and
a 8 second delay has elapsed.
This message will remain latched ON until the Skid Control Unit
fail output goes invalid and the BRAKE PRESSURE LOW message
extinguishes.
Inhibited By
LOPI
TOPI
EMER
This is a Li-Ion message only. it displays when:
• 4 or more modules have failed
• Battery Voltage is greater than 22Vdc or less than 30Vdc
• CMS Failed
• Modules Temp < -10C or > 63C
• < 32 AH Capacity
This message is displayed and latched when:
Color
Inhibited By
Amber
Inhibited By
LOPI
EMER
TOPI
Debounce
5 Seconds
Indicates loss of bleed air temperature monitoring capability. All
bleed air systems (ECS and Anti-Ice) continue to function. Undertemperature or overtemperature conditions for the bleed air systems
(ECS and Anti-Ice) and tail deice system failures on the affected side
will not be displayed. Failure of both sides will result in loss of cabin
altitude monitoring.
BRAKE PRESSURE LOW
Color
Amber
Inhibited By
LOPI
EMER
Debounce
Standard
This message is displayed when the brake pressure is low for 8
seconds in air or immediately if the brake pressure is low and the
aircraft is on the ground.
C
CABIN DOOR
Color
Amber
Inhibited By
LOPI
EMER
TOPI
Debounce
2 Seconds
This message is displayed when the cabin door is open.
CABIN DUCT OVERTEMP
Color
Amber
Inhibited By
LOPI
TOPI
Debounce
Standard
This message is displayed when the cabin door is open.
FOR TRAINING PURPOSES ONLY
APPB-3
APPENDIX B
EICAS MESSAGES
AC ALTERNATOR FAIL L-R
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table APP-2. AMBER EICAS MESSAGES (Cont)
COCKPIT DUCT OVERTEMP
Color
Amber
Inhibited By
LOPI
TOPI
EFIS MISCOMPARE
Debounce
Standard
This message is displayed when the supply air in the cockpit air
duct is too hot.
D
Color
Amber
Inhibited By
LOPI
EMER
TOPI
Debounce
5 Seconds
This message is displayed when a monitored miscompare has
occurred. The associated yellow comparator flag will be displayed
to indicate which monitored parameter has tripped the miscompare.
Monitored parameters are: altitude, airspeed, attitude, heading, radio
altitude, localizer and glideslope.
DC GEN OVERCURRENT L-R
Color
Amber
Inhibited By
LOPI
TOPI
Debounce
Variable
This message is displayed 20 seconds after the same side Generator
Contactor has been closed for 100 seconds, both Start Contactors
have been open for 100 seconds, and the display current is greater
than 300 Amps. Or the mess is displayed 20 seconds after the same
side Generator Contactor has been closed for 10 seconds, both
Start Contactors have been open for 10 seconds, and the display
current is greater than 450 Amps.
Amber
Inhibited By
LOPI
ESDI
EFI
TOPI
Eng Start
Debounce
Standard
Indicates a source of generated power is available with at least one
generator off line. This message is red when all sources of generated power (AC and DC) are not available.
Amber
Inhibited By
LOPI
EMER
Amber
Inhibited By
LOPI
EMER
TOPI
Debounce
5 Seconds
TOPI
Debounce
2 Seconds
This message id displayed when the emergency exit is open.
EMERGENCY LIGHTS NOT ARMED
Color
Inhibited By
LOPI
TOPI
Debounce
Standard
This message id displayed when the Emergency Lights Switch is
not in the armed position. The Emergency Lights Switch provides
28VDC to the EICAS system when the Emergency Lights are armed.
When this signal is open, the message is displayed. When the switch
is turned to the armed positions and the EICAS system is presented
with 28VDC the message is removed.
ENG FIRE BOTTLE LOW
Color
DCU CHANNEL A-B FAIL
Color
Color
Amber
DC GENERATOR OFF L-R
Color
EMERGENCY EXIT
Amber
Inhibited By
LOPI
TOPI
Debounce
5 Seconds
Indicates the engine fire extinguisher pressure is below serviceable limits.
Indicates a failed DCU channel
APPENDIX B
EICAS MESSAGES
ENGINE ANTI-ICE COLD L-R
DCU RIGGING INVALID
Color
Amber
Inhibited By
LOPI
EMER
TOPI
Debounce
5 Seconds
This message indicates the FLAP position sensor potentiometer
and/or the FDR flight surface position sensor RVDT rigging data
stored in the DCU NVRAM is invalid. Re-rigging needs to be performed. It is displayed when the NVRAM is failed, has been cleared,
or there is a miscompare of the data. Possible causes of this message include swapping DCUs from aircraft to aircraft or installing a
new or repaired DCU.
E
EFIS COMPARE FAIL
Color
Amber
Inhibited By
LOPI
EMER
TOPI
Color
Amber
Inhibited By
LOPI
ESDI
EFI
Standard
On Ground operation - Upon initial selection of engine anti-ice, the
cyan CAS message ENGINE ANTI-ICE COLD L-R shall illuminate.
IF the RTD does not indicate a sufficient increase in temperature
the CAS message turns amber.
In air operation - Upon initial selection of engine anti-ice, if the RTD
does not reach the temperature set point within 150 seconds, this
message illuminates.
If, during anti-ice operation, the RTD indicates a temperature below
the set point then this message illuminates. If some action is taken
to increase the temperature indicated by the RTD, i.e. the throttle
setting is increased, then this message is extinguished.
Debounce
5 Seconds
Indicates comparison monitoring between the left and right flight
displays is not available.
APPB-4
TOPI
EMER
Debounce
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table APP-2. AMBER EICAS MESSAGES (Cont)
ENGINE CONTROL SYS FAULT L-R
Color
Amber
Inhibited By
LOPI
TOPI
Debounce
Standard
Indicates an internal fault or an input fault to either or both FADECs.
F
G-J
GEAR DOWN MONITOR FAIL
Color
Amber
Inhibited By
TOPI
Debounce
Standard
This message is displayed when a down and lock sensor has failed.
Color
Amber
Inhibited By
LOPI
TOPI
Debounce
Standard
Indicates flaps are not in the selected position or uncommanded
flap motion was detected.
FUEL BOOST ON L-R
Color
Amber
Inhibited By
LOPI
ESDI
TOPI
Debounce
Standard
This message is displayed when fuel pressure is low and the boost
pump is automatically commanded on. This message remains
latched until the fuel pressure becomes normal and the fuel boost
pump is off.
Amber
Inhibited By
LOPI
ESDI
TOPI
Debounce
2 Seconds
Indicates impending bypass of the respective fuel filter.
Amber
Inhibited By
LOPI
Amber
Inhibited By
TOPI
TOPI
Debounce
90 Seconds
Debounce
1.5 Seconds
This message is displayed when there is a discrepancy between the
Ground Spoilers position and the handle command.
HYDRAULIC PRESSURE HIGH L-R
Color
Amber
Inhibited By
LOPI
TOPI
Debounce
10 Seconds
This message is displayed when the hydraulic pressure indication
increases above 3400 psi with engines running.
HYDRAULIC PRESSURE LOW L-R
Amber
Inhibited By
LOPI
ESDI
Debounce
10 Seconds
This message is displayed when the hydraulic pressure indication
drops below 2200 psi with engines running.
HYD VOLUME LOW
Color
FUEL LEVEL LOW L-R
Color
Color
Color
FUEL FILTER BYPASS L-R
Color
GROUND SPOILERS FAIL
Amber
Inhibited By
TOPI
Debounce
1 Second
This message is displayed when the hydraulic fluid level in the
reservoir is low.
Indicates low fuel level as determined by a float switch (200 lbs).
J-BOX LIMITER OPEN L-R
FUEL PRESSURE LOW L-R
Color
Amber
Color
Inhibited By
LOPI
ESDI
TOPI
EFI
Debounce
Standard
When the fuel pressure in the fuel line is below 4.65 psig, this message appears on the EICAS and a chime sounds. The MASTER
CAUTION RESET switchlights also illuminate. Refer to the appropriate checklist procedures.
FUEL TRANSFER
Color
Amber
Amber
LOPI
TOPI
Debounce
Standard
TOPI
Debounce
Standard
This message is displayed when one of the two 225 AMP limiters
in the power J-Box have opened.
J-BOX REMOTE CB TRIP
Color
Amber
Inhibited By
Inhibited By
LOPI
EMER
Inhibited By
LOPI
EMER
TOPI
Debounce
Standard
This message is displayed when any of the monitored circuit breakers are no closed.
This message is displayed when the Fuel Transfer Valve is open
and the fuel quantity has reached an imbalance of 60 lbs or more.
FOR TRAINING PURPOSES ONLY
APPB-5
APPENDIX B
EICAS MESSAGES
FLAPS FAIL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table APP-2. AMBER EICAS MESSAGES (Cont)
N-P
R-S
NOSE DOOR L-R
Color
Amber
RETRIM L-R WING DOWN
Inhibited By
LOPI
EMER
TOPI
Debounce
Color
2 Seconds
Amber
This message is displayed when one of the nose doors are not
properly latched.
Inhibited By
Debounce
5 Seconds
This message indicates the autopilot is detected a lateral mistrim.
In other words, the aileron servo is holding a load. L and R are
mutually exclusive.
RETRIM NOSE UP-DOWN
OXYGEN PRESSURE
Color
Amber
Color
Inhibited By
LOPI
TOPI
Debounce
Standard
Inhibited By
Amber
Debounce
5 Seconds
Indicates the autopilot requires aileron trim in the indicated direction.
Indicates oxygen bottle is below 330 psi.
RUDDER BIAS FAIL
PARKING BRAKE
Color
Color
Inhibited By
Amber
TOPI
Debounce
Standard
This message is displayed when the parking brake is engaged on
the ground and the TLA ≥(cruise detent).
Amber
Inhibited By
LOPI
TOPI
Debounce
Standard
This message is displayed when the pressurization selector in the
cockpit is not in the NORM position.
PRESSURIZATION CONTROL
Color
APPENDIX B
EICAS MESSAGES
Amber
Inhibited By
LOPI
TOPI
Debounce
Standard
This messages displayed when the Cabin Pressure Controller has an
internal failure or when the Press Source Switch is in the manual position.
PRIMARY ELEVATOR TRIM FAIL
Color
Amber
Inhibited By
LOPI
TOPI
Debounce
Standard
This message is displayed when a fault is being detected by
the Pitch Trim Monitor PCB or Pitch Trim Control PCB.
Amber
Inhibited By
LOPI
TOPI
Debounce
Standard
Indicates bleed air sensors have detected a leak around the environmental air supply or wing anti-ice air supply systems in the pylons.
The associated environmental system control module will automatically close both valves on the affected side.
APPB-6
1 Seconds
Indicates the rudder bias shutoff valve is closed. Rudder pedal force
during single engine operation will be significantly higher.
Color
Amber
Inhibited By
LOPI
TOPI
Debounce
Standard
This message is displayed if any of the speed brake panels are
deployed, the aircraft is on the ground, the radio altimeter is functioning, and the radio altimeter indicates below 500 ft AGL; or if any of
the speed brake panels are deployed, the aircraft is on the ground,
the radio altimeter is not functioning, and baro altitude minus the
destination airports elevation is less than 500 ft AGL.
SPEED BRAKES FAIL
Color
Amber
Inhibited By
TOPI
Debounce
Standard
Indicates a discrepancy between speed brake panel and handle
position.
T-W
T2 HEATER FAIL L-R
Color
PYLON BLEED LEAK L-R
Color
TOPI
Debounce
SPEED BRAKES EXTENDED
PRESSURE SOURCE NOT NORM
Color
Amber
Inhibited By
LOPI
EMER
Amber
Inhibited By
LOPI
EMER
TOPI
Debounce
Standard
Indicates either the T2 heater is inoperative when the respective
Anti-Ice switch has been selected ON, or the T2 heated is on when
the respective Anti-Ice Switch is OFF.
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
Table APP-2. AMBER EICAS MESSAGES (Cont)
TAIL DE-ICE FAIL L-R
Amber
WINDSHIELD HEAT FAIL L-R
Inhibited By
LOPI
EMER
TOPI
Debounce
Standard
This message is displayed when a failure is detected in the tail de-ice
system. Indicates SAT is below -30oC and a TAIL DEICE button is on.
TAILCONE BLEED LEAK
Color
Amber
Inhibited By
LOPI
TOPI
Debounce
Standard
TAWS GPWS FAIL
Amber
Inhibited By
LOPI
TOPI
Debounce
Standard
This message is displayed when the GPWS function is inoperative
and the WARS SYSTEM FAIL message is not active
TAWS SYSTEM FAIL
Color
Amber
Inhibited By
LOPI
EMER
TOPI
Debounce
Standard
This message is displayed when all the TAWS functions (ground
prox, windshear and terrain) have failed. When this message is displayed, it inhibits the TAWS GPWS FAIL, TAWS WINSHEAR FAIL,
and TAWS TERRAIN FAIL messages.
TAWS TERRAIN FAIL
Color
Amber
TOPI
Amber
Inhibited By
TOPI
Inhibited By
LOPI
EMER
Inhibited By
LOPI
TOPI
Debounce
5 Seconds
This message is displayed when the respective side Windshield AntiIce Controller has detected the windshield temperature is too high.
WING ANTI-ICE COLD L-R
Color
Amber
Inhibited By
LOPI
TOPI
Debounce
5 Seconds
On Ground operation - If after the initial selection of engine anti-ice
the RTD does not indicate a sufficient increase in temperature, this
message appears.
In Air operation - If after the initial selection of engine anti-ice, the
RTD does not reach the temperature setpoint within 150 seconds,
this message appears.
If during anti-ice operation, the RTD indicates a temperature below
the set point, this message appears. If some action is take to
increase the temperature indicate by the RTD, i.e. the throttle setting is increased, then this message is extinguished.
Color
Debounce
Standard
TAWS WINSHEAR FAIL
Amber
Color
Amber
This message is displayed when the GPS data received by the TAWS
until is not within required accuracy.
Color
5 Seconds
WINDSHIELD OVERTEMP L-R
Standard
TAWS TERRAIN NOT AVAILABLE
LOPI
EMER
TOPI
ESDI
Debounce
Indicates one or more windshield heat zones are not receiving electrical power from the respective controller.
Debounce
This message is displayed when the enhanced modes of the TAWS
function have failed, and the TAWS SYSTEM FAIL message is not
active.
Color
Inhibited By
LOPI
Eng Start
EFI
WING ANTI-ICE OVERTEMP
Inhibited By
LOPI
Amber
Amber
Indicates high temperature in the tailcone.
Color
Color
TOPI
Debounce
Standard
This message is displayed when the windshear modes of the TAWS
function have failed, and the TAWS SYSTEM FAIL message is not
active.
Inhibited By
LOPI
TOPI
Debounce
Standard
This message indicates an overtemperature condition in the wing
anti-ice system. The wing anti-ice system will automatically shut off
and cycle back on once the overtemperature condition has cleared.
This message may be displayed after landing with WING/ENG ANTIICE ON, when ambient temperatures are greater than 0oC.
WING BLEED LEAK
Color
Amber
Inhibited By
LOPI
TOPI
Debounce
Standard
Indicates high temperature air near the wing anti-ice air supply lines
in the tailcone and wing fairing. Both wing anti-ice valves close
automatically.
WT ON WHEELS MISCOMPARE
Color
Amber
Inhibited By
LOPI
TOPI
Debounce
Standard
Indicates the three squat switches do not agree. Various systems
may not have accurate ground/air information. The engines may
not switch to ground idle after landing. Ground spoilers will be
inoperative.
FOR TRAINING PURPOSES ONLY
APPB-7
APPENDIX B
EICAS MESSAGES
Color
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
AC ALTERNATOR BEARING L-R
Color
Cyan
Inhibited By
LOPI
In Air
TOPI
FUEL BOOST ON L-R
Debounce
Color
Cyan
2 Seconds
Indicates the alternator is operating on the secondary bearing.
Cyan
Inhibited By
LOPI
TOPI
EMER
Standard
FUEL TRANSFER
Debounce
Color
Standard
This is a Lithium-Ion battery message. It indicates 3 modules have
failed.
TOPI
Debounce
Indicates the respective fuel boost pump is on due to manual pilot
selection, engine start, or fuel transfer.
BATTERY FAULT
Color
Inhibited By
LOPI
ESDI
Inhibited By
Cyan
LOPI
TOPI
Debounce
Standard
This message is displayed when the Fuel Transfer Valve is open
HYD F/W SHUTOFF L-R
CAS MISCOMPARE
Color
Cyan
Color
Inhibited By
LOPI
TOPI
20 Seconds
Indicates a disagreement between DCU channels for more than 20
seconds on warning, caution, advisory, or aural data.
Inhibited By
Cyan
Debounce
LOPI
TOPI
Debounce
Standard
This message is displayed when the hydraulic firewall valve is
closed.
HYDRAULIC PRESSURE LOW L-R
DATALINK MESSAGE
Color
Cyan
Color
Inhibited By
LOPI
TOPI
Cyan
Debounce
Standard
This message indicates a new DATALINK Message has been
received.
Cyan
Inhibited By
LOPI
TOPI
Color
Standard
APPENDIX B
EICAS MESSAGES
Cyan
TOPI
EMER
Standard
ENGINE ANTI-ICE ON
Cyan
Inhibited By
EMER
Standard
Color
Cyan
Inhibited By
LOPI
TOPI
Inhibited By
Eng Start
•
•
•
•
•
1 Second
Flaps now within takeoff range (T.O. range ≤ 16.1 degrees)
Elevator trim not within takeoff range (1.0 to 4.5 degrees TED)
L or R trim is not valid
Speed brakes are deployed
Ground spoilers are extended.
OIL FILTER BYPASS L-R
Color
Debounce
10 Seconds
Inhibited By
LOPI
TOPI
Debounce
Standard
Indicates impending bypass of the respective filter. Refer to MEL
for dispatch relief.
Indicates the flight data recorder, if installed, is not working properly.
This message only appears when the airplane is on the ground. Refer
to MEL for dispatch.
APPB-8
Debounce
On the ground, this message appears when one or more of the following condition exist:
Cyan
FDR FAIL
Color
Standard
Debounce
This message is displayed when ENGINE ANTI-ICE is selected on.
Cyan
Debounce
This message is displayed when the parking brake is engaged on
the ground and the TLA < 11.5 (cruise detent).
Debounce
Indicates the engine anti-ice preflight check is active and the engine
inlets are below operating temperature. This message should extinguish after approximately one minute.
Color
TOPI
NO TAKEOFF
Inhibited By
LOPI
ESDI
EFI
Inhibited By
Cyan
ENGINE ANTI-ICE COLD
Color
Debounce
10 Seconds
PARKING BRAKE
Debounce
Indicates the bottle pressure is low as a result of activation of the
fire bottle in response to an engine fire.
ESDI
Indicates the respective hydraulic pump pressure is below 2200
psi due to a closed firewall shutoff valve. Response time of gear,
flaps, or speed brakes may be slower than normal. Maintenance
is required.
ENG FIRE BOTTLE LOW
Color
Inhibited By
LOPI
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
PRESS SOURCE NOT NORM
Color
Cyan
Inhibited By
LOPI
TOPI
TAWS FLAP OVERRIDE
Debounce
Color
Standard
Cyan
This message is displayed when the pressurization selector in the
cockpit is not in the NORM position.
RAAS AUDIO INHIBIT
Color
Inhibited By
Color
Standard
Cyan
SELCAL DATA LINK
Cyan
Inhibited By
TOPI
Debounce
Standard
This message is displayed when the SELCAL code is received on
the datalink. It produces the SELCAL aural defined in SELCAL HF
1-2 VHF 1-2-3.
SELCAL HF 1-2 VHF 1-2-3
Color
Cyan
Inhibited By
LOPI
Standard
This message is displayed when the crew has activated the TAWS
Flap Override function through the PFD TAWS Control menu.
Debounce
Indicates the TAWS RAAS audio alerts (if installed) are inhibited.
LOPI
Debounce
TAWS GLIDESLOPE CANCEL
Cyan
Color
Inhibited By
TOPI
Debounce
Standard
SELCAL is a system that monitors the HF and VHF COMM radio for
an aircraft specific code sequence. When the code for that particular
aircraft is received, this message is displayed. This message produces a unique tone. The SELCAL aural is a 1000Hz 0.2 sec chime,
followed by a 850 Hz 0.2 sec chime, followed by a second set of
1000 Hz/850 Hz chimes.
When the SELCAL receives the code sequence, it provides a ground
to the EICAS system, which displays the message. Normally, the
SELCAL provides an open to the EICAS system, which removes
the message.
Inhibited By
Debounce
Standard
This message is displayed when the crew has activated the TAWS
G/S Cancel function through the PFD TAWS Control menu or by the
momentary switch located in the tilt panel.
TAWS TERRAIN INHIBITED
Color
Inhibited By
Cyan
Debounce
Standard
This message is displayed when the crew has inhibited the Terrain
function through the PFD TAWS Control menu.
On Ground operation - Upon initial selection of engine anti-ice, this
message appears. If the RTD doesn’t indicate a sufficient increase
in temperature, this message turns amber.
WING/ENG ANTI-ICE ON
Color
Cyan
Inhibited By
EMER
Debounce
Standard
This message is displayed when both LH and RH Wing Anti-Ice
Systems are both LH and RH Engine Anti-Ice Systems are commanded on.
SPEED BRAKES EXTENDED
Inhibited By
Cyan
Debounce
APPENDIX B
EICAS MESSAGES
Color
Standard
This message displays if any of the speed brake panels are deployed
and the AMBER message is not displayed.
STEEP APPROACH MODE
Color
Inhibited By
Cyan
Debounce
Standard
This message is displayed when the crew has activated the tAWS
STEEP APPROACH function through the PFD TAWS Control menu.
TAIL DE-ICE ON
Color
Cyan
Inhibited By
EMER
Debounce
Standard
Indicates the tail de-ice system is on.
FOR TRAINING PURPOSES ONLY
APPB-9
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
LEFT INTENTIONALLY BLANK
APPENDIX B
EICAS MESSAGES
APPB-10
FOR TRAINING PURPOSES ONLY
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
APPENDIX C
ANSWERS TO QUESTIONS
CHAPTER 3
1. D
2. B
3. C
4. A
5. C
6. B
CHAPTER 4
1. C
2. D
3. D
4. D
5. C
6. B
7. C
CHAPTER 5
1. B
2. B
3. A
4. B
5. D
6. A
7. C
8. A
9. B
10. B
11. C
Revision 0.01
CHAPTER 7
1. B
2. B
3. D
4. C
5. D
6. D
7. A
8. A
CHAPTER 8
1. A
2. B
3. C
4. C
5. D
6. D
CHAPTER 9
1. A
2. C
3. D
4. B
5. D
6. D
7. B
8. B
CHAPTER 10
1. B
2. B
3. D
4. A
5. D
6. A
CHAPTER 11
1. C
2. D
3. B
4. A
5. B
CHAPTER 12
1. D
2. D
3. C
4. B
5. D
6. A
CHAPTER 13
1. D
2. B
3. B
4. C
5. C
CHAPTER 14
1. D
2. D
3. B
4. B
5. B
6. D
7. B
8. D
CHAPTER 15
1. D
2. B
3. A
4. B
5. B
6. B
7. C
8. D
9. C
10. D
FOR TRAINING PURPOSES ONLY
CHAPTER 16
1. B
2. D
3. A
4. D
5. D
6. C
7. A
8. D
9. D
10. B
11. B
12. A
13. C
14. C
15. B
16. A
17. B
18. B
19. B
20. C
21. C
22. C
23. B
24. C
25. C
CHAPTER 17
1. B
2. D
3. B
4. A
5. C
APPENDIX C
CHAPTER 2
1. B
2. D
3. C
4. A
5. C
6. B
7. B
8. D
9. D
10. A
11. C
12. C
13. A
14. D
15. B
APPC-1
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
LEFT INTENTIONALLY BLANK
APPENDIX C
APPC-2
FOR TRAINING PURPOSES ONLY
Revision 0.01
ANNUNCIATOR PANEL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
The information normally contained in this chapter
is not applicable to this aircraft.
FOR TRAINING PURPOSES ONLY
ANN-1
ANNUNCIATOR PANEL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
LEFT INTENTIONALLY BLANK
ANN-2
FOR TRAINING PURPOSES ONLY