CITATION CJ3+

PILOT TRAINING MANUAL

FIRST EDITION
“The best safety device in any aircraft is a well-trained crew.”™ CITATION REVISION 0.2
CJ3+
PILOT FlightSafety International, Inc.
TRAINING Marine Air Terminal, LaGuardia Airport
MANUAL Flushing, New York 11371
(718) 565-4100
FIRST [Link]
EDITION
Revision 0.2
 FOR TRAINING PURPOSES ONLY

NOTICE

The material contained in this training manual is based on information obtained from
the aircraft manufacturer’s Pilot Manuals and Maintenance Manuals. It is to be used for
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
regulatory agencies, that of the manufacturer or regulatory agencies shall take precedence.

We at FlightSafety want you to have the best training possible. We welcome any
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training program.

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These commodities, technology or software were exported from

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FOR TRAINING PURPOSES ONLY

Courses for the Citation CJ3+ aircraft are taught at the following FlightSafety learning centers:

FlightSafety International
Wichita East Learning Center
9721 E. Central Avenue
Wichita, KS 67206
(316) 612-5300
(800) 488-3747
Fax (316) 612-5399

Copyright © 2015 by FlightSafety International, Inc.

Unauthorized reproduction or distribution is prohibited.
All rights reserved.
Printed in the United States of America.
 INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:

First Edition..... 0.0 ............... August 2014 Revision........... 0.2 ......... September 2015
Revision........... 0.1 ............ February 2015

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

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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 SYSTEMS
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 OXYGEN SYSTEM
Chapter 18 WATER AND WASTE
Chapter 19 MANEUVERS AND PROCEDURES
Chapter 20 WEIGHT AND BALANCE
Chapter 21 FLIGHT PLANNING AND PERFORMANCE
Chapter 22 CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX A
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CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-1
Cabin................................................................................................................................ 1-2
Doors................................................................................................................................ 1-4
Nose Section..................................................................................................................... 1-7
Wing................................................................................................................................. 1-8
Tail Cone Compartment................................................................................................... 1-8
Empennage....................................................................................................................... 1-9
SYSTEMS............................................................................................................................... 1-9
Electrical........................................................................................................................... 1-9
Lighting............................................................................................................................ 1-9
Master Warning................................................................................................................ 1-9
Fuel................................................................................................................................. 1-10
Powerplant...................................................................................................................... 1-10
Fire Protection................................................................................................................ 1-10
Pneumatics..................................................................................................................... 1-10
Ice and Rain Protection.................................................................................................. 1-10
Air Conditioning............................................................................................................ 1-10
Pressurization................................................................................................................. 1-10
Hydraulic........................................................................................................................ 1-10
Landing Gear and Brakes............................................................................................... 1-10

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Flight Controls................................................................................................................ 1-13

Avionics.......................................................................................................................... 1-13
Oxygen........................................................................................................................... 1-15
Water and Waste............................................................................................................. 1-15
TAXIING AND TURNING................................................................................................... 1-15
LIMITATIONS....................................................................................................................... 1-15
EMERGENCY/ABNORMAL............................................................................................... 1-15
CREW ALERTING SYSTEM MESSAGES......................................................................... 1-16

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ILLUSTRATIONS
Figure Title Page

1-1 Cessna Citation CJ3+.................................................................................................. 1-2

1-2 Passenger Seats............................................................................................................ 1-2
1-3 Cabin Configuration.................................................................................................... 1-2
1-4 Air Outlets and Lights................................................................................................. 1-3
1-5 Main Cabin Light Panel............................................................................................... 1-3
1-6 ENTRY LIGHT Switch............................................................................................... 1-3
1-7 Refreshment Center..................................................................................................... 1-3
1-8 Toilet............................................................................................................................ 1-3
1-9 110-VAC/60-Hz Power Outlets.................................................................................... 1-4
1-10 Flight Deck.................................................................................................................. 1-4
1-11 Exterior Components................................................................................................... 1-5
1-12 Entrance Door.............................................................................................................. 1-6
1-13 Entrance Door Handle................................................................................................. 1-6
1-14 Emergency Exit........................................................................................................... 1-7
1-15 Nose Baggage Compartment....................................................................................... 1-7
1-16 Nose Baggage Compartment Microswitch and Pneumatic Actuator.......................... 1-8
1-17 Nose Baggage Compartment Sight Gauges................................................................ 1-8
1-18 Wings........................................................................................................................... 1-8
1-19 Tail Cone Baggage Compartment............................................................................... 1-9
1-20 Empennage.................................................................................................................. 1-9
1-21 Vortex Generators........................................................................................................ 1-9
1-22 Antenna Locations..................................................................................................... 1-12
1-23 GTC Overview.......................................................................................................... 1-13
1-24 Minimum Turning Radius.......................................................................................... 1-14
1-25 Danger Areas During Starts and Ground Operations................................................ 1-15

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TABLES
Table Title Page

1-1 CAS Messages........................................................................................................... 1-16

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CHAPTER 1
AIRCRAFT GENERAL

INTRODUCTION
This training manual provides a description of the major airframe and engine systems in the
CJ3+ aircraft. The information contained herein is intended only as an instructional aid. This
material does not supersede, nor is it meant to substitute for, any of the manufacturer mainte-
nance or flight manuals. The material presented has been prepared from current design data.

GENERAL
The CJ3+ is certified in accordance with FAR Part These medium bypass turbofan engines contribute
23 Commuter Category and complies with FAR to overall operating efficiency and performance.
Part 36, Amendment 24 Noise Standards, thereby The CJ3+ combines systems simplicity with ease
meeting Stage 3 noise requirements. Takeoff and of access to reduce maintenance requirements.
landing performance and other special condition Low takeoff and landing speeds permit operation
certification requirements are similar to Part 25. at small airports.

The CJ3+ is a pressurized low-wing monoplane

(Figure 1-1). Two Williams FJ44-3A turbofan
engines are pylon-mounted on the rear fuselage.

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Figure 1-1. Cessna Citation CJ3+

CABIN
The cabin extends from the forward to the aft
pressure bulkheads and measures approximately
20.8 feet in length, 4.9 feet in width, and 4.9 feet
in height.

A typical interior arrangement consists of four

club seats with two fold-out tables and two aft,
forward-facing passenger seats (Figure 1-2 and
Figure 1-3). The maximum number of passengers
is nine. The passenger seats have controls to move
forward, aft, and laterally. The seat backs may be
reclined up to 45 degrees. Each seat has a pair of

FOUR CLUB SEATS WITH TWO AFT,

FORWARD-FACING PASSENGER SEATS,
LAVATORY OPPOSITE EMERGENCY EXIT

Figure 1-2. Passenger Seats Figure 1-3. Cabin Configuration

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cup holders built into the ledge outboard of the

seat. The cabin area has drop-out, constant-flow
oxygen masks for passenger emergency use.

Fourteen triple-pane, noise-reducing windows line

the sides of the cabin and provide natural light. Each
window has a manually operated pleated shade,
with the exception of the cabin door window. The
overhead panels contain individual air outlets and
seat lighting for passenger comfort (Figure 1-4).
Indirect overhead lighting is provided by two rows
of LED lights running the length of the cabin that
illuminate down the interior walls. These lights are
controlled with buttons on the refreshment cabinet
immediately aft of the cockpit (Figure 1-5). Figure 1-6. ENTRY LIGHT Switch
Additionally, entry lighting is provided by one light
overhead the main cabin door and one overhead
the emergency exit. Entry lights are controlled by
a button inside the main cabin door near the hinge
point (Figure 1-6) or via the main cabin light panel
on the refreshment cabinet (Figure 1-5).

Other standard CJ3+ aircraft equipment includes

a refreshment center positioned across from the
entrance door (Figure 1-7), a toilet in the aft left
side that can also double as a passenger seat (Figure
1-8), and a 500-watt inverter that supplies 110-volt
AC power to the cabin and cockpit (Figure 1-9).
One outlet is provided near each table in the cabin.

Figure 1-7. Refreshment Center

Figure 1-4. Air Outlets and Lights

Figure 1-8. Toilet

Figure 1-5. Main Cabin Light Panel

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middle, and aft detents. There are two fully

adjustable seats with five-point seat belts and
shoulder harnesses.

Each systems chapter describes in detail the con-

trols and instruments appropriate to that system.

DOORS
Doors and other exterior components of CJ3+ air-
craft are shown in Figure 1-11.

Entrance Door
Figure 1-9. 110-VAC/60-Hz Power Outlets The entrance door (Figure 1-12) is on the forward
left side of the fuselage. The entrance door opens
outboard and is held open by a mechanical PULL
FLIGHT COMPARTMENT TO RELEASE DOOR latch (see Figure 1-6). The
latch release is in the interior of the cabin on the
Two complete crew stations (Figure 1-10) have forward edge of the door opening next to the light
dual controls including control columns, brakes, switch. This latch release must be pulled before
and adjustable rudder pedals with forward, the door can be closed.

Figure 1-10. Flight Deck

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52.85 FT (16.11M)
20.78 FT (6.33M)

VERTICAL STABILIZER HORIZONTAL STABILIZER

PYLON PYLON
NACELLE NACELLE

WING WING

15.98 FT (4.87M)

NOSE GEAR
DOOR

BAGGAGE
DOOR

CABIN
DOOR EMERGENCY EXIT

SPEEDBRAKE
(UPPER AND MAIN GEAR SPEEDBRAKE
LOWER) DOOR (UPPER AND LOWER)

FLAP FLAP AILERON

AILERON TRIM TAB
(LEFT SIDE ONLY)

AILERON

ELEVATOR TRIM TAB

5 VORTEX
HORIZONTAL STABILIZER GENS/SIDE

ELEVATOR VERTICAL POSITION

STABILIZER LIGHT

RUDDER
BAGGAGE EMERGENCY EXIT RUDDER
DOORS (RIGHT SIDE ONLY) TRIM TAB
15.11 FT
(4.61M)
AFT BAGGAGE
COMPARTMENT
HYDRAULIC RESERVOIR DOOR
ACCESS (RIGHT SIDE) (LEFT SIDE)
50.2 FT (15.30M)

Figure 1-11. Exterior Components

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Figure 1-12. Entrance Door

The entrance door is secured in the closed position

by 12 locking pins that are operated by a handle
(Figure 1-12). The handle linkage can be operated
from the inside or outside of the door. The exterior
handle can be secured with a key lock for security
(Figure 1-13).

The lower and upper forward and aft door

locking pins each activate a microswitch in
the door warning light circuit that illuminates
the CABIN DOOR OPEN crew alerting system (CAS)
message whenever the door is not secured. Some
aircraft may include an optional switch that
activates the CABIN DOOR OPEN CAS message if the
door handle is not in the stowed position. The door
also incorporates five visual indicator windows in
the locking system to indicate when the door is
closed and secured (see Figure 1-12). The lower
forward locking pin depresses a plunger, opening
a valve to allow bleed air to inflate the pneumatic
cabin door seal. The door seal is in the door
perimeter to prevent cabin pressure loss.

If the door seal loses inflation pressure,

the CABIN DOOR SEAL CAS message is displayed.
Cabin pressurization will not be lost, during nor-
mal operation, because the secondary seal (which
is not inflatable) will hold the cabin pressure.

Figure 1-13. Entrance Door Handle

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Emergency Exit
An emergency exit (Figure 1-14) is on the aft right
side of the cabin fuselage. It is a plug-type door
installation and has a provision for inserting a
locking pin with red streamer to prevent unauthor-
ized entry while the aircraft is on the ground. The
pilot must ensure that this pin is removed prior to
flight. Both the cabin entrance door and emergency
exit door can be opened from outside or inside the
aircraft. The EMERGENCY EXIT OPEN CAS message
displays if the exit door is not properly latched.

Figure 1-15. Nose Baggage Compartment

has two swing-up doors. Baggage is limited to 400

pounds and 32 pounds per square foot. The baggage
compartment is equipped with a smoke detection
system but no fire suppression equipment.

The nose storage doors each incorporate a

mechanical lock. The door locking system operates
a microswitch in each key lock assembly that is
connected to the NOSE DOOR OPEN L-R CAS message.

CAUTION
Ensure the key is removed prior to
flight to prevent possible ingestion of
the key into an engine.

A manual light switch is in the compartment.

A microswitch at the left and right storage door
assemblies extinguishes the storage compartment
light as the doors are closed if the manual light
switch is left on (Figure 1-16).

A pneumatic actuator (Figure 1-16) on each door

holds the door in the full-open position until the
Figure 1-14. Emergency Exit door is closed.

NOSE SECTION The windshield alcohol and brake reservoirs and

a high-pressure nitrogen bottle are all behind the
The nose section is an unpressurized area right aft panel of the nose storage compartment.
containing the avionics compartment and a Sight gauges including the windshield alcohol
baggage storage area (Figure 1-15). reservoir sight gauge, gear and brake emergency
pneumatic pressure gauge, oxygen pressure gauge,
The avionics area is accessible through a removable power brake accumulator charge gauge, and brake
radome or from the baggage compartment via access fluid reservoir sight gauges can be viewed inside
panels. The 20.4 cubic feet storage compartment the nose baggage compartment (Figure 1-17).

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Figure 1-16. Nose Baggage

Compartment Microswitch
and Pneumatic Actuator

Figure 1-17. Nose Baggage Compartment

Sight Gauges

A smoke detection sensor is overhead in both the

forward and aft baggage compartments. The bag-
gage smoke detectors require main DC electrical
power from the baggage smoke detect circuit
breaker in the aft J-Box in the tail cone. Figure 1-18. Wings

WING TAIL CONE COMPARTMENT

The wing (Figure 1-18) is a one-piece natural The tail cone compartment is an unpressurized
laminar flow (NLF) airfoil assembly that attaches area and contains the major components of the
to the bottom of the fuselage. It is constructed of hydraulic, environmental, electrical distribution,
aluminum. Each wing is a fuel tank. Hydraulically flight controls, and engine fire extinguishing
actuated speedbrakes, flaps, and main landing systems. Access is through an entrance door on
gear are attached to each wing. the left side of the fuselage below the engine. The
aft baggage compartment is limited to 600 pounds
The leading edges of the wings are anti-iced by in 50 cubic feet of space and is equipped with a
engine bleed-air heat. Stall strips are attached to smoke detection system but no fire suppression
the leading edge panels. equipment (Figure 1-19).

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Figure 1-20. Empennage

Figure 1-19. T
 ail Cone Baggage
Compartment

The tail cone compartment door is secured at the

aft side by mechanical latches and a key lock and
is hinged at the left forward edge.

A microswitch, operated by the key lock, is con-

nected to the AFT DOOR OPEN CAS message. A
light switch on the forward edge of the door
opening is powered from the hot battery bus and
provides illumination of the tail cone area for pre-
flight inspection purposes. A microswitch in the Figure 1-21. Vortex Generators
door track extinguishes the light when the door is
closed if the manual switch is left on. Engine starting and secondary DC power is avail-
able from either the battery or an external source.
EMPENNAGE
The empennage (Figure 1-20) consists of a verti- LIGHTING
cal stabilizer with high T-tail-mounted horizontal All lighting is accomplished by LED lights
stabilizers. The leading edges of the horizontal controlled by rheostats, the Garmin Touch Con-
stabilizers are deiced by rubber boots. Five vortex trollers (GTCs), and by switches on the right tilt
generators are on each side of the vertical fin just panel near the right GTC.
under the horizontal stabilizer, one above the other,
just in front of the rudder. The vortex generators
(Figure 1-21) stabilize airflow across the elevators. MASTER WARNING
Crew alerting system (CAS) messages provide
advisory, caution, and warning information to
SYSTEMS the pilots. This information is displayed normally
on both pilot flight displays (PFDs). The master
ELECTRICAL warning and master caution switchlights will illu-
minate to alert the pilot to new CAS messages.
The CJ3+ is an all DC aircraft. The 28-VDC Additionally, any new CAS messages may be
buses are supplied from two starter-generators. accompanied by aural alerts or chimes.

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FUEL generator air inlets. The horizontal stabilizer is

deiced by inflatable boots. Engine bleed air can
The fuel system has two distinct, identical halves. be discharged through nozzles directed across the
Each wing tank stores and supplies the fuel to its outer windshields. Isopropyl alcohol is available
respective engine. Fuel transfer capability is pro- to anti-ice the left windshield in the event bleed air
vided. All controls and indicators are in the cockpit. is not available. Electrical heat is applied to anti-
ice the pitot-static systems, a total air temperature
(TAT) or static air temperature (SAT) probe, and
POWERPLANT the engine temperature probes (PT2/TT2).
Two Williams FJ44-3A turbofan engines are
pylon-mounted on the rear fuselage, and each AIR CONDITIONING
produces 2,820 pounds of thrust.
A vapor cycle air conditioning system provides
Ice protection, fire detection, and extinguishing cabin cooling and defogging for the cockpit
systems are incorporated. The engine pylons have windows. The system will automatically control
ram-air inlets to provide cooling air for cabin and heating and cooling, but provisions have been
windshield air heat exchangers in the tail cone. made to control the system manually in the event
There is also an exhaust outlet for the precooler of an automatic controller failure.
at the aft end of each pylon.
PRESSURIZATION
FIRE PROTECTION
Cabin pressurization utilizes bleed air from the
Engine fire detection is accomplished using a engines. The air entering the cabin is conditioned
tube filled with an inert gas that is routed through- by pylon ram scoop air and or vapor cycle A/C.
out the engine cowling. During a bleed-air leak or Cabin pressurization is automatic and the air-
engine fire event, an increase in heat causes the craft cabin altitude will stabilize at approximately
gas in the tube to expand, triggering a pressure 8,000 feet with an aircraft altitude of 45,000 feet.
switch on the end of the loop. Aural warnings and These altitudes are based on a maximum differen-
CAS messages provide notifications to the pilots. tial of 9.0 psi.
An engine fire may be suppressed with the use of
one fire retardant charge, shared by both engines.
Two handheld fire extinguishers are mounted HYDRAULIC
inside the aircraft for fire suppression. Engine-driven hydraulic pumps supply pressure
for operation of the landing gear, speedbrakes, and
PNEUMATICS flaps. The landing gear is equipped with antiskid-
controlled wheel brakes, operated hydraulically
Bleed air is tapped from each engine for use by from a separate electrically-driven hydraulic sys-
the anti-ice/deice systems, cabin heating, and tem. Pneumatic backup is available for landing
pressurization systems. Airflow into the cabin gear extension and braking.
for pressurization is regulated at a constant vol-
ume. In the event of loss of bleed air from either
engine, the remaining engine will provide suffi- LANDING GEAR AND BRAKES
cient airflow for all aircraft systems. The landing gear system is electrically controlled
and hydraulically actuated. Emergency land-
ICE AND RAIN PROTECTION ing gear extension is performed by mechanical
release of the uplocks, then by the use of pres-
Ice protection is provided to the wing leading surized nitrogen to blow-down the landing gear.
edges and pylon ram-air inlets by hot bleed air. Ground steering is accomplished by using the rud-
Bleed air is used for heating the nacelle and the der pedals to mechanically deflect the nosewheel.

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INTENTIONALLY LEFT BLANK

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1-12
SWIFT VHF NAV
BROADBAND* (LH AND RH)
ADF 1* DIV XPDRS

GPS 1 / XM IRIDIUM* COMM 1 HF*

GPS 2 (RH) ELT

TCAS UPPER

WEATHER
RADAR

GLIDESLOPE
* OPTIONAL EQUIPMENT

GWX / DATALINK*
XPDR 1 (LH)
XPDR 2 (RH) DME *
MARKER BEACON
AFT AIRCELL ATG*
DME 1 (LH)

FOR TRAINING PURPOSES ONLY

RAD ALT (AFT)
COMM 2 (RH) FWD AIRCELL ATG*
TCAS LOWER
CITATION CJ3+ PILOT TRAINING MANUAL

RAD ALT (FWD)

Figure 1-22. Antenna Locations

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FLIGHT CONTROLS Navigation equipment includes an integrated

flight management system (FMS) with two global
Primary flight control is accomplished through positioning system (GPS) receivers, a digitally
conventional cable-operated surfaces. Trimming tuned automatic direction finder (ADF), distance
is provided by the aileron, elevator, and rudder measuring equipment (DME), and two VHF
trim tabs. The elevator trim is both mechanically omnidirectional radio range (VOR)/localizer/
and electrically actuated. Hydraulically operated glide-slope/marker beacon receivers. Antenna
speedbrakes are on the upper and lower wing locations are indicated in Figure 1-22.
surfaces. The flaps are hydraulic and are on the
trailing edges of the wing. Nosewheel steering is
mechanically controlled by the rudder pedals. G3000 Touchscreen Controller
The G3000 has two touchscreen controllers
AVIONICS (GTC) (Figure 1-23). The GTC is a pedestal-
mounted user interface allowing for ease of data
The standard factory-installed avionics package entry, multifunction display (MFD) operation,
includes weather radar, dual transponders with and NAV/COM tuning. The touchscreen uses
altitude encoding, autopilot, and an integrated an infrared grid to determine the location of
electronic flight instrument system (EFIS) flight the finger touch and allows usage with gloves.
director system. Communication is provided by Many systems in the following chapters refer-
two very high frequency (VHF) transceivers. ence these controllers.

CNS BAR - Displays/controls COM,

NAV, XPDR, and ICS functions.

Screen Title - Displays the title of

the current screen.

Screen - Displays set of context

sensitive controls and data.

Button Bar - Displays System level

buttons (e.g. HOME, MSG, Full/Half, Label Bar - Displays labels to show
Scroll Up/Down, Back Enter) status and function for the joystick and
knobs.

Large Right Knob - Provides functions

Joystick - Provides functions as as labeled on the screen (e.g. COM
labeled on the screen (e.g. Map Freq/switching, Data Entry)
Panning, Map Range)

Small Right Knob - Provides functions

Middle Knob - Provides functions as as labeled on the screen (e.g. COM
labeled on the screen (e.g. COM Freq/switching/Hold, Data Entry)
volume/squelch)

Figure 1-23. GTC Overview

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WALL-TO-WALL 69.2 FT (21.1M)

CURB-TO-CURB
32.0 FT (9.8M)

16.0 FT
(4.9 M)

21.6 FT
(6.6 M)

Figure 1-24. Minimum Turning Radius

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OXYGEN to persons or parked aircraft when taxiing, turn-

ing, and starting the engines. While the velocities
The oxygen system supplies quick-donning and temperatures cannot be accurately measured,
masks in the cockpit. The cabin uses overhead exercise reasonable care to prevent incidents
drop-down masks that automatically deploy in the within these danger areas (Figure 1-25).
event of excessive cabin altitude.

WATER AND WASTE LIMITATIONS

The water and waste system includes the hot For specific information on limitations, refer to
water dispenser, ice chest, and toilet. the FAA-approved AFM.

TAXIING AND TURNING EMERGENCY/

The ground turning radii are predicated on the ABNORMAL
use of partial braking action and differential
power. Locking the inside brake can cause tire For specific information on Emergency/Abnor-
or strut damage. mal procedures, refer to the FAA-approved AFM.

If the wingtip clears obstacles when turning the

aircraft, the tail also clears (Figure 1-24).

Because of the engine windstream, an area

directly to the rear of the engines can be hazardous

MAX POWER VELOCITY

DROPS TO 20 MPH

MAX POWER TEMPERATURE

DROPS TO 30°C
6 M (20 FT) RADIUS

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

25 M (80 FT)

2 M (7 FT)
46 M (150 FT)

LEGEND
AREA TO BE CLEARED OF PERSONNEL/EQUIPMENT BEFORE ENGINE START OR DURING IDLE.
THIS ADDITIONAL AREA MUST BE CLEARED OF PERSONNEL BEFORE OPERATING AT MAX. THRUST.

Figure 1-25. Danger Areas During Starts and Ground Operations

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CREW ALERTING
SYSTEM MESSAGES
Table 1-1 is a summary of all crew alerting system
(CAS) messages referenced in this chapter. The
messages are categorized as warning, caution,
advisory, or status.

Table 1-1. CAS MESSAGES

MESSAGE DESCRIPTION INHIBITS
AFT DOOR OPEN Aft baggage door is not locked. EMER, LOPI, TOPI
CABIN DOOR OPEN Cabin door is open. EMER, LOPI, TOPI
The primary door seal pressure is too low to maintain door seal integrity. This
CABIN DOOR SEAL message is inhibited if aircraft is on the ground and the cabin door is open or EMER, LOPI, TOPI
if both engines are not running while on the ground.
NOSE DOOR OPEN L-R Nose baggage door is not locked. EMER, LOPI, TOPI
EMERGENCY EXIT OPEN Emergency exit is not secure.

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CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page

2 ELECTRICAL POWER
INTRODUCTION................................................................................................................... 2-1

SYSTEMS
GENERAL............................................................................................................................... 2-1
COMPONENTS...................................................................................................................... 2-3
Batteries............................................................................................................................ 2-3
Starter-Generators............................................................................................................ 2-3
External Power Unit......................................................................................................... 2-4
Distribution....................................................................................................................... 2-4
System Protection............................................................................................................. 2-7
CONTROLS AND INDICATIONS......................................................................................... 2-8
BATTERY Switch ........................................................................................................... 2-8
BATTERY DISCONNECT Switch.................................................................................. 2-9
INTERIOR MASTER Switch.......................................................................................... 2-9
Generator Switches.......................................................................................................... 2-9
Engine Start Buttons ..................................................................................................... 2-10
Electrical System Indications......................................................................................... 2-10
OPERATION......................................................................................................................... 2-11
Preflight.......................................................................................................................... 2-11
Starting (First Engine).................................................................................................... 2-11
Starting (Second Engine, Generator Assisted)............................................................... 2-12
Starting (In Flight).......................................................................................................... 2-12
Starting (Assisted by External Power Unit).................................................................... 2-12

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EMERGENCY/ABNORMAL SITUATIONS....................................................................... 2-12

Battery Overheat ........................................................................................................... 2-12
Start Termination............................................................................................................ 2-13
Generator Malfunctions.................................................................................................. 2-13
Aft J-Box Circuit Failures.............................................................................................. 2-13
2 ELECTRICAL POWER

Emergency Power........................................................................................................... 2-13

SYSTEMS

LIMITATIONS....................................................................................................................... 2-14
CREW ALERTING SYSTEM MESSAGES......................................................................... 2-14
QUESTIONS......................................................................................................................... 2-15

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ILLUSTRATIONS
Figure Title Page

2-1 Electrical Schematic.................................................................................................... 2-2

2-2 Main Battery................................................................................................................ 2-3

2 ELECTRICAL POWER
2-3 Auxiliary Battery......................................................................................................... 2-3

SYSTEMS
2-4 Starter-Generator......................................................................................................... 2-3
2-5 External Power Connection......................................................................................... 2-4
2-6 Aft J-Box..................................................................................................................... 2-5
2-7 Pilot and Copilot Circuit-Breaker Panels.................................................................... 2-6
2-8 110-VAC Wall Outlet................................................................................................... 2-7
2-9 Electrical Panel............................................................................................................ 2-8
2-10 BATTERY DISCONNECT and INTERIOR MASTER Switches.............................. 2-9
2-11 Engine Start Buttons.................................................................................................. 2-10
2-12 Electrical System Indications.................................................................................... 2-10

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TABLES
Table Title Page

2-1 Generator Amps Display.............................................................................................2-11

2-2 CAS Messages.............................................................................................................2-14
2 ELECTRICAL POWER
SYSTEMS

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CHAPTER 2
ELECTRICAL POWER SYSTEMS

2 ELECTRICAL POWER
SYSTEMS
INTRODUCTION
This chapter provides a description of the electrical power system used on Citation CJ3+ aircraft.
Included is information on the direct current (DC) system. The 28-VDC system consists of elec-
trical power storage, generation, distribution, and system monitoring. Provision is also made for
a limited supply of power during emergency conditions in flight and connection of an external
power unit (EPU). DC-powered inverters are provided for 110-VAC cockpit and cabin outlets
and other systems requiring alternating current (AC) power.

GENERAL
Two engine-driven, DC starter-generators serve as subsystems requiring AC power. The operation
the primary source of electrical power to the CJ3+. of the inverter is automatic requiring no cockpit
A single generator is capable of supplying power controls or indications.
to all standard equipment on the aircraft. The
batteries and external power serve as secondary When an engine is not operating, its starter-
power supplies. A 500-watt inverter converts DC generator is used for engine starting. After the start
power to AC, providing 110-VAC power to the sequence is complete, the starter will automatically
cockpit and cabin electrical outlets and any other change operation to a generator. Starting power

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may come from the battery, from an EPU, or a through the cockpit circuit breakers and panel
combination of battery and power supplied from controls to most of the aircraft electrical devices.
a running generator (cross-generator start). The A crossfeed bus connects the feed buses together
bus system and its associated relays provide and allows a single source of electricity to power
connections and power management for the the entire aircraft (Figure 2-1).
battery and provide for connection to EPUs. The
bus system also allows either starter-generator to Cockpit indicators integrated into the engine
assist the other during starting and allows the two indication and crew alerting system (EICAS)
starter-generators to operate “in parallel” to share monitor electrical system status and performance.
2 ELECTRICAL POWER

the electrical load evenly. A feed bus in the tail Cockpit panel controls allow the crew to directly
cone provides power to electrical devices through manage the generation and distribution of
SYSTEMS

collocated circuit breakers. However, most electrical power. Relays, circuit breakers, current
power is routed forward from the main buses to limiters, and generator control units (GCUs)
the cockpit buses through feeder cables. Three protect the electrical system and assist the crew in
buses on each side of the cockpit (feed extension, managing the supply and flow of electrical power.
crossover, and emergency buses) supply power

100 AMP LMT

EMERGENCY AUX BATTERY EMERGENCY

RELAY + –
AUX
AUX
R CROSSOVER BUS BATTERY
BATTERY L CROSSOVER BUS

L FEED EXT. BUS R FEED EXT. BUS

80 AMP LMT
225 AMP LMT

L FEED BUS CROSSFEED BUS R FEED BUS

A NORMAL A

INTERIOR EMER
DISC RELAY BATT POWER
RELAY RELAY

INTERIOR BUS V
GCU
POWER V
RELAY
RH
HOT BATTERY BUS
GEN
V START
GCU
RELAY FIELD
START EXT PWR
– + RELAY
LH RELAY RELAY
GEN MAIN
BATTERY
FIELD
RELAY BATTERY EPU
DISC RELAY

Figure 2-1. Electrical Schematic

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COMPONENTS
BATTERIES
Main power is provided by a 43-amp/hour lead
acid or a 42 or 44-amp/hour nickel-cadmium
(NiCad) battery. The main battery is behind an
access panel on the rear wall of the aft baggage

2 ELECTRICAL POWER
compartment (Figure 2-2).

SYSTEMS
CAUTION
The NiCad battery is susceptible to (and
must be protected from) overheat due
to excessive charging or discharging.
The aircraft battery is limited to three Figure 2-3. Auxiliary Battery
engine start cycles per hour. engine starts on the ground, the auxiliary battery
powers all avionics and electrical components
while the main battery only powers the starter.

Batteries (main and auxiliary) in good condition

should supply power to all buses for a minimum
of 10 minutes with maximum load. If only the hot
battery and emergency buses are powered, battery
life should last for a minimum of 60 minutes.

STARTER-GENERATORS
Two engine-driven DC starter-generators, one on
each engine accessory gearbox, are the primary
sources of electrical power and supply power to
Figure 2-2. Main Battery all DC buses (Figure 2-4).

The generators operate as electric motors for

A standby battery is a 5-amp/hour pack installed in engine starting, then become generators at the
the nose of the aircraft. This provides power to the
standby flight instrument after loss of the generators.

An auxiliary battery in the nose of the aircraft

provides 14-amp/hour power (Figure 2-3).

A battery-disconnect relay provides an electrical

disconnect for both batteries during certain conditions,
including a battery overheat or stuck start relay.

During an engine external power start, the main

battery is automatically separated from its ground
by the battery disconnect relay to prevent battery
discharge during the EPU start cycle. An EPU
start is not considered a battery start. During Figure 2-4. Starter-Generator

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completion of the start cycle. Each generator Before connecting an EPU, ensure that the voltage
system operates independently and is in parallel of the EPU is regulated to 28–29 volts maximum
except under fault conditions. with the amp output between 800 and 1,100 amps.

Each generator is air-cooled, rated at 30 VDC and NOTE

regulated to 28 VDC. Normal starter current draw is
approximately 1,000 amps at peak.
The generators share loads equally (within 10% EPUs with variable maximum current
of the total load) during normal operation via a
2 ELECTRICAL POWER

shutoff should be set to a maximum

crossfeed bus between the GCUs. Generators can of 1,100 amps. Use of external power
sustain 50% overload for two minutes. sources with voltage in excess of 29
SYSTEMS

VDC or current in excess of 1,100

DC power from the engine-driven generators amps may damage the starter.
distributes to the left feed bus and the right feed bus.
The two feed buses are paralleled through two 225-
amp current limiters connected to the crossfeed bus. CAUTION
Generator power routes from the crossfeed bus Some EPUs do not have reverse current
through the battery relay (when it is closed) to the protection. Rapid discharge and damage
hot battery bus. to the battery can result if the unit is
turned off while connected to the aircraft.
Normally (with the BATTERY switch set to ON), Always disconnect the EPU from the
generator power also routes from the crossfeed aircraft before turning off the EPU.
bus through the emergency relay to power the
emergency bus. The battery and emergency relays Connecting an external power source energizes
are operated by the BATTERY switch. the external power relay, which allows power
to be supplied to the hot battery bus. Placing
the battery switch to the ON position energizes
EXTERNAL POWER UNIT the battery relay, allowing external power to be
An EPU can be connected to the aircraft DC connected to the crossfeed bus, emergency bus,
system through a receptacle in the fuselage on and the left and right feed buses.
the left tail cone (Figure 2-5). External power is The external power relay is deenergized to remove
routed through the external power relay to the hot external power from the hot battery bus when either
battery bus. The main battery charges from the generator power relay is closed. This is to prevent
EPU regardless of battery switch position. The the aircraft generators and the EPU from applying
auxiliary battery position only charges when the power to the aircraft buses simultaneously.
BATTERY switch is ON.

CAUTION
If the battery is charged using external
power, it must be monitored. A battery
fault or external power fault may cause
the battery to overheat.

DISTRIBUTION
Direct current is distributed throughout the air-
craft through 10 buses in two locations:
• Main junction box (aft J-Box)
Figure 2-5. External Power Connection • Cockpit buses (behind CB panels)

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Main Junction Box (Aft J-Box) Crossfeed Bus

The main junction box (Aft J-Box) (Figure 2-6) in The crossfeed bus functions solely as a bus tie
the tail cone compartment contains: connecting the hot battery bus, the emergency bus,
and the two feed buses into one integral system.
• Left feed bus
• Right feed bus Hot Battery Bus
• Crossfeed bus The hot battery bus connects directly to the main
battery at all times. The hot battery bus is always

2 ELECTRICAL POWER
• Hot battery bus connected when the battery is physically con-
nected. It may receive power from an EPU and,

SYSTEMS
It also contains current limiters connected to during normal operation, is powered from one or
these buses and circuit breakers for devices pow- both generators.
ered directly from these buses.

Cockpit Distribution and

CB Panels
From each feed bus in the tail cone, three lines
are routed forward. The three buses behind the
corresponding CB panel in the cockpit are routed
to the left (pilot) CB panel or right (copilot) CB
panel (Figure 2-7). From these buses, power dis-
tributes through the circuit breakers and controls
in the cockpit to electrical devices throughout the
aircraft. The three buses on each side are:
• Feed extension bus
• Crossover bus
• Emergency bus (on the right CB panel) or
emergency branch bus (left CB panel)

Feed Extension Buses

From each feed bus in the tail cone, a feed exten-
sion bus in the cockpit distributes power to
electrical devices through circuit breakers and
controls in the cockpit. The left and right feed
extension buses are behind the pilot and copilot
Figure 2-6. Aft J-Box CB panels respectively.

Crossover Buses
Feed Buses (Left and Right) In order to permit logical grouping of circuit
Each generator (left and right) supplies power breakers (e.g., L and R IGNITION together on
through its respective power relay to its respec- the same CB panel), some circuit breakers con-
tive feed bus (left or right). The left and right feed nect from the right or left feed extension bus to
buses are tied together through the crossfeed bus. the opposite CB panel through the right and left
They may also receive power from the batteries or crossover buses.
(through a receptacle) from an EPU.

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2 ELECTRICAL POWER
SYSTEMS

Figure 2-7. Pilot and Copilot Circuit-Breaker Panels

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Emergency Bus and Emergency SYSTEM PROTECTION

Branch Bus
The emergency bus is on the right CB panel and Generator Control Units
a circuit extension connects it to the emergency Two GCUs regulate, parallel, and protect the
branch bus on the left CB panel. In the event generators. Each unit controls a power relay that
of failure of both generators, setting the battery connects the generator to its feed bus. The GCU
switch to EMER limits battery power to only permits the power relay to close when the cockpit
minimum essential items for the hot battery bus generator switch is ON and the generator output

2 ELECTRICAL POWER
and the emergency buses. The auxiliary battery equals system voltage within 0.5 volts.
will assist with this. Switching to EMER as soon

SYSTEMS
as possible (within the first few minutes after dual A field relay in the GCU allows or prevents field
generator failure) may extend the time that the excitation within the generator. When open, the
batteries provide useful power. field relay deprives the associated power relay of its
ground, which causes the power relay to open. This
AC Power Subsystems illuminates the corresponding GENERATOR OFF L-R
CAS message. If both generators are off and the
Cabin Outlets (110 VAC) and Inverter aircraft is in the air, then the GENERATOR OFF L-R
CAS message is displayed.
An inverter is installed as standard equipment
on the CJ3+. It supplies 110 VAC to one or When the GCU senses an internal feeder fault
more standard wall outlets (Figure 2-8) and can (short circuit) or overvoltage, the field relay
supply up to 500 watts of power. Wall outlets are opens. The field relay also opens when an engine
typically in the copilot cockpit sidewall and/or fire light is activated.
cabin sidewall adjacent to the pullout table(s)
in front of selected seat locations. A 35-amp A reverse current (10% of total load) or under-
current limiter in the aft junction box protects voltage opens only the power relay, removing
the system. A switch in the wall outlet turns the the generator from the system but leaving the
inverter on when a plug is inserted into the wall field relay closed and the generator output at
outlet and off when the plug is removed. 29 VDC or lower.
An optional inverter supplies 110 or 230 VAC to
one or more standard wall outlets and can supply Circuit Breakers and
up to 1200 watts of power. The system is protected Current Limiters
by a 60-amp current limiter in the aft junction box.
Each DC feed bus (left and right) in the tail cone
connects through three parallel feeder cables to
the three feed extension buses on the respective
cockpit CB panel (left or right). Each feeder cable
is protected by a 75-amp cockpit circuit breaker
on one end, and on the other end by an 80-amp
current limiter on the aft J-Box in the tail cone.

A 35-amp circuit breaker on each feed extension

bus provides protection between the extension bus
and the corresponding crossover bus on the oppo-
site CB panel. Various other circuit breakers on the
feed buses in the tail cone protect against overload.

Figure 2-8. 110-VAC Wall Outlet

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Relays and Engine Starting CONTROLS AND

Normal starter current draw reaches approximately
1,000 amps during starting. Current flows from
INDICATIONS
the operating generator and the battery through Control of DC power is maintained with a battery
the two starter relays and the hot battery bus to switch and two generator switches (Figure 2-9).
the respective engine starter. The battery relay
opens and the auxiliary battery powers all the
avionics and electrical components during the BATTERY SWITCH
2 ELECTRICAL POWER

start. During engine starts, the battery relay

opens, allowing the auxiliary battery to power the The battery switch is on the ELECTRICAL
POWER switch panel on the left pilot panel. It
SYSTEMS

avionics and other electrical components. This

also prevents high current flow from the crossfeed has three positions: ON, OFF, and EMER.
bus to the hot battery bus and protects the 225-
amp current limiters. A blown 225-amp current
limiter would split the feed buses, preventing
generator paralleling after the start. The auxiliary
battery powers all systems during engine start and
the main battery only powers the starter.

During engine starts using an EPU, the battery

disconnect relay opens to prevent the battery
from assisting.

For EPU starts, pressing the starter button first

opens the battery disconnect relay to prevent
battery cycles, then closes the start relay.

If EPU voltage is excessive, an overvoltage

sensor opens the external power relay to protect
the electrical system.

After engine start and the respective engine gen-

erator is placed online, the EPU automatically
disconnects because the external power relay opens.
Engine generators have priority over the EPU.

External Power Unit Safety

Procedures
There is no reverse-current protection between
the hot battery bus and the EPU. If the external
power relay opens due to high voltage and then
EPU voltage returns to normal voltage, the EPU
must be manually disconnected and reconnected
to allow the external power relay to close. Discon-
nect the EPU from the aircraft when not in use.
Figure 2-9. Electrical Panel

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ON NOTE
The battery switch in the ON position closes the For this switch to operate, the battery
main and auxiliary battery relays, completing a switch must be in the ON position.
circuit to the crossfeed bus. The emergency relay
is deenergized while the battery relay is in the ON
position and completes a circuit to the emergency If the battery ground is open, the battery cannot
bus from the crossfeed bus. supply electrical power to the aircraft and the
battery cannot be charged by the generators.

2 ELECTRICAL POWER
OFF
If the battery switch is in the OFF position, the CAUTION

SYSTEMS
hot battery bus is isolated from all other buses in
the system and the emergency bus is connected Do not activate the battery disconnect
to the crossfeed bus. The auxiliary battery is also switch for an extended period. The battery
disconnected from any bus. disconnect relay draws low current from
the battery until the battery is discharged.
After the battery is discharged, the
EMER disconnect relay closes resulting in the
In the EMER position, only the emergency relay battery receiving a high charge rate and
is energized, connecting the emergency bus to the a probable overheat condition.
hot battery bus. The two buses are powered by the
batteries or external power. When external power
is not applied to the aircraft and the generators INTERIOR MASTER SWITCH
are online, placing the battery switch in EMER
or OFF isolates the batteries from any charging An INTERIOR MASTER switch (Figure 2-10) is
source without a loss of power to any bus. in the cockpit next to the oxygen control valve.
When the switch is moved from NORMAL to
OFF, the master interior relay is opened, which
BATTERY DISCONNECT SWITCH shuts off all electrical power in the cabin.
A guarded red BATTERY DISCONNECT switch
(Figure 2-10) is above the pilot armrest behind GENERATOR SWITCHES
the oxygen control selector. It disconnects both
batteries from the system and is used only for The left and right generator switches (L GEN and
abnormal operations involving a stuck start relay R GEN) (see Figure 2-9) are on the ELECTRICAL
or battery overtemperature. Activating this switch POWER switch panel on the left pilot panel. Each
uses battery power to open the battery disconnect switch has three positions: ON, OFF, and RESET.
relay that is on the ground side of the battery.

Figure 2-10. BATTERY DISCONNECT and INTERIOR MASTER Switches

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ON will also illuminate the START–DISENG button

between the L and R starter buttons. Pressing this
Placing the switch to ON allows the GCU to close
button should open the start circuit if manual ter-
the power relay and connects the generator to its
mination of the start sequence is desired or the
feed bus. The ammeter indicates the generator
starter does not automatically disengage.
output to the feed buses.

OFF ELECTRICAL SYSTEM

With the switch in the OFF position, the power INDICATIONS
2 ELECTRICAL POWER

relay opens and the ammeter shows no generator The electrical system indications (Figure 2-12)
load to the feed buses.
SYSTEMS

are displayed on the lower portion of the engine

indicating system (EIS). The indications include
RESET voltage and amperage (current) for the main
Placing the switch in the spring-loaded RESET battery, auxiliary battery, and generators. Main
position closes the generator field relay if it has battery temperature is also displayed. The digits
opened and no fault exists. on the display will change colors based on their
value relative to the applicable limits.

ENGINE START BUTTONS

The L and R ENGINE START buttons (Figure
2-11) are on the lower central pedestal. Each
switch activates a circuit to close the associated
start relay, allowing starter current to flow from
the hot battery bus to the corresponding starter.
Pushing the engine start button illuminates a white
cross-hatched pattern on the starter button as a
direct indication that the start relay is closed. This

Figure 2-12. Electrical System Indications

Main Battery
The main battery voltage is always displayed and
is based on the voltage from the battery bus. Volt-
ages between -3 and 0 are displayed as 0. The main
battery current is always displayed unless invalid.
The digital battery temperature is displayed when
normal power is available, or is inhibited during
emergency power operation.
Figure 2-11. Engine Start Buttons

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Auxiliary Battery After checking lights and pitot heat, the bat-
tery switch should be turned to OFF. During the
The auxiliary battery provides power to the system exterior preflight, the battery should be visually
during engine start. The start sequence requires a checked for signs of deterioration or corrosion.
fully charged auxiliary battery. The auxiliary bat- External power should not be connected until
tery powers all the avionics and other electrical these checks are complete.
equipment during the start. If the auxiliary bat-
tery voltage drops too low during an engine start,
the cockpit screens will go blank and the start will STARTING (FIRST ENGINE)

2 ELECTRICAL POWER
terminate automatically. The auxiliary battery
temperature is not monitored. Voltages between Before starting the engines, the generator
switches should be rechecked for proper position

SYSTEMS
-3 and 0 are displayed as 0. Auxiliary battery cur-
rents are always displayed unless invalid. and battery voltage verified. The battery switch
should be in the ON position.

DC Generator Depressing the L or R ENGINE START button:

The left and right generator voltages are displayed • Closes the respective start relay.
below the battery temperature. The generator
values are based on the voltage from the DC gen- • Energizes the electric fuel boost pump.
erator bus (Table 2-1). Voltages greater than 35 • Arms, but not activates, the ignition.
or less than -3 are considered invalid and are dis-
played as amber dashes (- -). Voltages between -3 Closure of the start relay (indicated by illumina-
and 0 are displayed as 0. tion of the start button white light) connects hot
battery bus power to the starter for engine rotation.
• The throttle is moved from OFF to IDLE.
OPERATION • Fuel flows to the fuel slinger and start
nozzle.
PREFLIGHT • Ignition is activated by the full authority
Reconnect the battery before the interior preflight. digital electronic control (FADEC).
During the interior preflight, the generator • IGN appears on the MFD next to the N2
switches should be placed to ON if a battery start value, indicating current to one or both
is used or placed to the OFF position if external exciter boxes.
power is to be used. The battery switch should
be placed to ON and the voltmeter checked for a Within 10 seconds of ignition or fuel flow,
minimum of 24 volts before starting. combustion should occur as evidenced by
rising ITT.

Table 2-1. GENERATOR AMPS DISPLAY

IN AIR
COLOR ON GROUND DESCRIPTION
≤ 41K ft > 41K ft
Amber Dashes I < -5 I < -5 I < -5 Invalid
Green -5 ≤ I ≤ High Current -5 ≤ I ≤ 300 -5 ≤ I ≤ 250 Normal
I > 400
Black on Amber I > 300 for > 5 sec I > 300 I > 250 High Current
I > 200 for > 120 sec
Amber Dashes I > 500 I > 500 I > 500 Invalid
I = Current

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CAUTION closes, the boost pump on that side activates, and

ignition circuit to that engine arms.
If automatic ignition does not occur
during start and the ignition circuit The only difference between this in-flight start
breaker is pulled, do not attempt to and a start on the ground with one generator
reset the circuit breaker until after an online is that the start relay on the same side as
aborted start. the operating generator does not close.

In flight, left squat switch logic isolates the start circuit

2 ELECTRICAL POWER

As the engine accelerates through 45% (N2): from the operating generator, preventing a generator-
• The GCU starter speed sensor automati- assisted start. The protection circuit for the 225-amp
SYSTEMS

cally terminates the start sequence. current limiters is the same as previously described.
• The electric boost pump is deenergized.
• The start relay opens.
STARTING (ASSISTED BY
EXTERNAL POWER UNIT)
• The engine accelerates to idle rpm of
53.4% (53.4 ± 2.5%) N2. An EPU may also be used for engine starts.
• The starter-generator reverts to generator However, prior to use, the unit should be checked
operation. for voltage regulation (28 volts minimum to 29
volts maximum) and an availability of 800 amps
After start termination, the generator output minimum to 1,100 amps maximum.
equals or exceeds system voltage and the GCU
closes the power relay after start termination. When external power starts are planned, the gen-
erator switches should remain in the OFF position
until external power has been removed from
STARTING (SECOND ENGINE, the aircraft. Otherwise, when the first generator
GENERATOR ASSISTED) comes online, the external power relay opens and
the EPU is automatically disconnected from the
During the second engine start on the ground, hot battery bus. The second engine start becomes
the operating generator assists the main battery a generator-assisted start.
in providing current to the starter. The operating
engine must be at idle rpm. When the remaining
ENGINE START button is activated: EMERGENCY/
• The electric boost pump is energized. ABNORMAL SITUATIONS
• Ignition is armed.
• Both start relays close. (The light in each BATTERY OVERHEAT
starter button illuminates.)
Battery overheat can result from an excessive rate
When one generator power relay is closed and of charge or discharge or internal battery damage.
the other is energized as a starter (generator- The greatest damage from a battery overheat is the
assist start), the battery relay opens between the possibility of thermal runaway, in which internal
crossfeed bus and the hot battery bus in order to failures cause the heat to continue increasing out
protect the 225-amp current limiters. of control.

STARTING (IN FLIGHT) NOTE

Battery overheat is possible with both
If an engine start is accomplished in flight using NiCad and lead-acid batteries. Thermal
the start button, it is considered a battery start runaway is possible with a NiCad battery.
only. In flight, the squat switch disables generator-
assist capability. Only the associated start relay

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A BATTERY OVERTEMP CAS message warns the is annunciated with the GENERATOR OFF L-R CAS
pilot of abnormally high battery temperatures. message and "left generator off, right generator
Additionally, the battery temperature digits on the off" aural alerts.
MFD will turn red. The CAS message will repost
if the battery temperature continues to rise. Refer If unable to restore either generator, the red
to the appropriate checklist. GENERATOR OFF L and R checklist in the
AFM Emergency/Abnormal Procedures directs
the pilot to place the battery switch to EMER. In
START TERMINATION this situation, the following items are powered:

2 ELECTRICAL POWER
If the speed-sensing switch fails to terminate the • Emergency bus items
engine start sequence, press the START–DISENG

SYSTEMS
button. If the L and/or R ENGINE START • The electronic standby instrument system
light remains illuminated, refer to appropriate (ESIS)
Emergency Procedures Checklist. The start relay
may be welded closed. AFT J-BOX CIRCUIT FAILURES
Start sequence requires a properly charged aux- Failure of a 225-amp current limiter can be
iliary battery. If the auxiliary battery voltage detected by the J-BOX LIMITER OPEN CAS
drops too low during engine start, the cockpit message and during the generator check that is
displays go blank and the start sequence auto- accomplished after engine start.
matically terminates.
When one generator switch is set to OFF, the
other generator should pick up the entire system
GENERATOR MALFUNCTIONS load as indicated on the respective ammeter. If
Monitoring the EICAS current display may this does not occur, a failed current limiter could
provide an indication of impending generator be the cause.
malfunctions. If amp indications are different by
more than 10% of the total load, this may indicate When the generator on the side with the failed
that the generators are not operating paralleled. limiter is selected to OFF, the buses on that side
lose power. This is detected by observing the
When a GENERATOR OFF L-R CAS message engine instruments. The aircraft should not be
illuminates, a check of the voltmeter indicates dispatched in this condition. If a 225-amp current
whether the field relay or only the power relay limiter has failed prior to ground start, neither
has opened. engine can be started until the limiter is replaced.

An open field relay could be caused by a feeder The J-BOX REMOTE CB TRIP CAS message indi-
fault (short circuit), overvoltage, or by actuation cates the left or right start circuit breaker on the
of the engine fire switch. There would be no volts aft J-Box has opened. This deenergizes the start-
registered on the voltmeter. ing PC board and engine start is not possible.

A tripped field relay is indicated by near zero For specific information on emergency/abnormal
voltage; it may be possible to reset the generator. procedures, refer to the appropriate checklist or
FAA-approved AFM.
An undervoltage or reverse-current causes the
GCU to open the power relay. Volts would be
registered on the voltmeter but there would be EMERGENCY POWER
no current.
With the battery switch in EMER, emergency DC
Loss of a single generator or both generators on power is supplied from the hot battery bus through
the ground is annunciated by a GENERATOR OFF L-R the emergency power relay to the emergency bus
CAS message. Loss of both generators in the air circuit breakers on each cockpit CB panel.

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With the battery switch in ON, generator power

is supplied through the battery relay from the
LIMITATIONS
crossfeed bus to the hot battery bus and charges For specific limitations, refer to the FAA-approved
the battery. The emergency bus is powered from AFM.
the crossfeed bus while the battery switch is in
either ON or OFF.

Power is available to emergency bus items for a CREW ALERTING

minimum of 60 minutes from normally charged
SYSTEM MESSAGES
2 ELECTRICAL POWER

batteries with the generators OFF and the battery

switch in EMER.
Table 2-2 is a summary of all crew alerting system
SYSTEMS

In the event of loss of normal DC power and by (CAS) messages referenced in this chapter. The
selecting EMER with the battery switch, the fol- messages are categorized as warning, caution,
lowing items will be available: advisory, or status.

• Landing gear control and indication

• Flap control
• AHRS2
• ADC2
• Display controller
• PFD1
• GPS1
• Com1
• Nav1
• Left GTC
• Transponder1
• FMS
• Cabin PA
• AFCS control panel
• Cockpit flood lights
• Cabin dump control

Table 2-2. CAS MESSAGES

MESSAGE DESCRIPTION INHIBITS
Battery temperature is greater than +62°C. This message will repost when
BATTERY OVERTEMP
battery temperature exceeds +71°C.
Both generator contacts are open AND the aircraft is in the air. This message EMER, LOPI,
GENERATOR OFF L-R
has a three second debounce before displaying. ON GROUND
Loss of a single generator. This message is inhibited when the same side start EMER, ESDI, LOPI,
GENERATOR OFF L-R
contact is closed and has a three second debounce before displaying. TOPI
J-BOX LIMITER OPEN Failure of a 225-amp current limiter. EMER, LOPI, TOPI
J-BOX REMOTE CB TRIP Left or right start circuit breaker on the aft J-Box has opened. EMER, LOPI, TOPI

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QUESTIONS
1. A good battery supplies power to the hot 6. If a battery start is intended, the generator
battery bus and the emergency bus for switches should be placed to:
approximately:
A. OFF.
A. 2 hours. B. GEN.
B. 30 minutes. C. RESET.

2 ELECTRICAL POWER
C. 1 hour. D. ON.
D. 10 minutes.

SYSTEMS
7. With the battery as the only source of power
2. The crossfeed bus serves as: and the battery switch in the OFF position,
the bus(es) powered is (are):
A. A power-off DC source.
B. An emergency power source. A. Crossfeed bus and hot battery bus.
C. An extension bus. B. Hot battery bus.
D. A generator tie bus. C. Emergency bus and crossfeed bus.
D. Emergency bus, crossfeed bus, and hot
3. In flight with the generators online, the bat- battery bus.
tery isolates from any charging source when
the battery switch is in: 8. With the battery as the only source of power
and the battery switch in the EMER posi-
A. OFF.
tion, the following bus(es) are powered:
B. ON.
A. Crossfeed bus and hot battery bus.
C. EMER.
B. Emergency bus, crossfeed bus, and hot
D. Both A and C.
battery bus.
C. Emergency bus only.
4. If manual termination of a start sequence is
desired, the button to press is: D. Emergency bus and hot battery bus.
A. ENGINE START.
9. With the battery as the only source of power
B. START DISENG. and the battery switch in the ON position,
C. L START. the following condition exists:
D. R START. A. All DC buses are powered for 10 minutes.
B. All buses except the emergency bus are
5. The generator field relay opens when: powered.
A. An internal feeder fault is sensed. C. Only the left and right main DC buses
B. An overvoltage condition is sensed. are powered.
C. An ENG FIRE switch is activated. D. Only the battery, emergency, and hot
battery buses receive power.
D. All of the above.

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10. Regarding the engine starting sequence (bat- 13. Placing the battery switch in EMER with the
tery start on the ground): generators online:
A. It is normally terminated by the pilot A. Will cause the emergency bus items to fail.
with the START DISENG button. B. Powers the emergency bus with the battery.
B. The boost pumps and ignition switches C. Still provides charging power to the battery.
must both be in the ON position before
D. Should result in the battery voltage
the start button is depressed.
remaining at 28.0 volts.
C. A minimum of 57% N2 is required on
2 ELECTRICAL POWER

the operating engine prior to starting the

14. The battery disconnect switch is used for:
second engine.
SYSTEMS

D. It is terminated normally by the 45% A. Disconnecting a stuck start relay after

N2 speed-sensing switch on the starter- engine start.
generator. B. Disconnecting a stuck battery relay dur-
ing a battery overtemperature condition.
11. The correct statement is: C. Testing proper functionality of a battery
disconnect relay.
A. The illumination of the engine START–
DISENG button is a function of the D. All of the above.
PANELS rheostat setting.
B. The generator switches are placed in the
OFF position for an EPU start.
C. On the ground, a failed 225-amp current
limiter prevents starting of the second
engine.
D. All of the above.

12. With the electrical system operating nor-

mally (both generators online with the
battery switch in ON):
A. The GCUs serve to automatically regu-
late, parallel, and protect the generators.
B. The battery supplies power to the hot
battery and emergency buses.
C. Each generator supplies power to the
equipment on its respective feed and
feed extension buses.
D. The voltage of the battery and generators
may be read by momentarily selecting
the desired position with the voltage
selector switch.

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CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION................................................................................................................... 3-1
GENERAL............................................................................................................................... 3-1
INTERIOR LIGHTING........................................................................................................... 3-2
Description....................................................................................................................... 3-2
Cockpit Lighting.............................................................................................................. 3-2
Cabin Lighting.................................................................................................................. 3-3
Emergency Lighting......................................................................................................... 3-5
Baggage Compartment Lighting...................................................................................... 3-6

3 LIGHTING
EXTERIOR LIGHTING.......................................................................................................... 3-6
Description....................................................................................................................... 3-6
CONTROLS............................................................................................................................. 3-9
Navigation Lights............................................................................................................. 3-9
Anticollision Lights.......................................................................................................... 3-9
Beacon Light.................................................................................................................. 3-10
Landing/Recognition/Taxi Lights................................................................................... 3-10
Wing Inspection Light.................................................................................................... 3-10
Tail Floodlights............................................................................................................... 3-10
Automatic Pulse Light System....................................................................................... 3-10
Emergency Evacuation Lighting.................................................................................... 3-10
LIMITATIONS....................................................................................................................... 3-10
EMERGENCY/ABNORMAL............................................................................................... 3-10
CREW ALERTING SYSTEM MESSAGES......................................................................... 3-11
QUESTIONS......................................................................................................................... 3-12

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ILLUSTRATIONS
Figure Title Page

3-1 Interior Lighting Controls............................................................................................ 3-2

3-2 Cockpit Floodlights and Map Lights........................................................................... 3-2
3-3 PANELS, FLOOD, and MAP Circuit Breakers........................................................... 3-3
3-4 Pilot Map Light Rheostat............................................................................................. 3-3
3-5 Passenger Reading and Table Lights........................................................................... 3-3
3-6 Indirect LED Lighting................................................................................................. 3-4
3-7 ENTRY LIGHT Switch............................................................................................... 3-4
3-8 Interior Entry and Emergency Exit Lights.................................................................. 3-4
3-9 PAX SAFETY Switch................................................................................................. 3-5

3 LIGHTING
3-10 No Smoking/Fasten Seat Belt Sign.............................................................................. 3-5
3-11 EMER LIGHTS Switch............................................................................................... 3-5
3-12 Nose Baggage Light.................................................................................................... 3-6
3-13 Aft Baggage Light....................................................................................................... 3-6
3-14 Exterior Lighting System (Right Side)........................................................................ 3-7
3-15 Exterior Lighting System (Left Side) and Tail Floodlights......................................... 3-8
3-16 Tail Navigation Light................................................................................................... 3-9
3-17 Exterior Lighting Controls.......................................................................................... 3-9

TABLES
Table Title Page

3-1 CAS Messages.............................................................................................................3-11

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CHAPTER 3
LIGHTING

3 LIGHTING
INTRODUCTION
This chapter describes the lighting system on the CJ3+ aircraft. The system is divided into two
main sections: interior and exterior.

GENERAL
Aircraft lighting is divided into interior and Exterior lighting includes navigation, anticollision,
exterior lighting. Interior lighting includes beacon, landing/recognition/taxi, wing inspection,
cockpit, cabin, emergency lighting, and baggage emergency exit lighting, and pulse light system.
compartment lighting.

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INTERIOR LIGHTING COCKPIT FLOODLIGHTS

DESCRIPTION
Most CJ3+ interior lights receive electrical power
through circuit breakers, rheostats, and switches.
Instruments are internally lighted.

The following rheostats and switch adjust light-

ing in the cockpit (Figure 3-1):
• FLOOD LTS: Rheostat controls the two
overhead floodlights that are available for
normal or emergency cockpit lighting.
• PANELS: Controls the brightness of the MAP LIGHTS
switch and control labels and has a DAY Figure 3-2. Cockpit Floodlights
mode. and Map Lights
• DISPLAYS: Changes the brightness of the
PFDs and MFD from a set point. Map Lights
• TOUCH CONTROLS: Adjusts the bright- Map lights are on the left and right forward overhead
ness of the touch controls from a set point. panel (see Figure 3-2). The map light itself can be
3 LIGHTING

twisted to control the size of the area the light illumi-

nates. Rheostats on the forward edge of the left and
COCKPIT LIGHTING right side armrests control map light intensity and
focus area (Figure 3-4). The pilot and copilot map
Cockpit Floodlights lights receive electrical power through the MAP cir-
Two cockpit floodlights provide lighting for the cuit breaker on the pilot CB panel (see Figure 3-3).
entire cockpit (Figure 3-2). The FLOOD LTS
rheostat controls brightness. To operate these lights, Control Panel Lights
the battery switch must be placed to ON or EMER.
The cockpit control panels are illuminated using
The emergency bus supplies cockpit floodlight LED lights. The brightness of this lighting is con-
power through the FLOOD circuit breaker on the trolled by the PANELS rheostat. DC power to the
pilot CB panel (Figure 3-3). PANELS lighting comes from the PANELS circuit
breaker on the pilot CB panel (see Figure 3-3).

DISPLAY REV DIMMING DISPLAY REV

PILOT FLOOD TOUCH COPILOT
NORM REV LTS PANELS DISPLAYS CONTROLS NORM REV

DAY

Figure 3-1. Interior Lighting Controls

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Displays and Touch Controls

Rheostats
Photocells, integrated into the display and touch
controller bezels, automatically adjust the bright-
ness based on ambient lighting conditions. The
DISPLAYS and TOUCH CONTROLS rheostats
manually adjust the brightness from the current
lighting set point.

CABIN LIGHTING
Cabin lighting includes:
• Passenger reading lights
• Indirect LED lights
• Entry lights
• Seat belt/no smoking lights

Passenger Reading and

Table Lights

3 LIGHTING
Passenger reading lights in the cabin overhead
adjust fore and aft (Figure 3-5). An integrally
mounted switch controls the lights. Passenger
reading lights receive power through the cabin light
circuit breaker on the aft J-Box in the tail cone.
The passenger reading light switch is next to each
reading light. The switch pushes once to turn on,
again to turn off. The switch retains its setting
when the aircraft power is turned off.
Figure 3-3. PANELS, FLOOD, and
MAP Circuit Breakers The passenger table light switch is next to the pas-
senger reading light switch. Push the switch once
to turn on, again to turn off. The switch retains its
setting when the aircraft power is turned off.

Figure 3-4. Pilot Map Light Rheostat PASSENGER READING TABLE LIGHT
LIGHT SWITCH SWITCH

Figure 3-5. Passenger Reading

and Table Lights

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Indirect LED Lighting

The switch panel that controls the indirect LED
lighting is at the top of the inboard face of the
refreshment center (Figure 3-6). When the
aircraft is powered on, the switch defaults to off.
The backlight for all buttons is green regardless
of the switch setting.

Figure 3-7. ENTRY LIGHT Switch

The switch backlight is amber regardless of the

switch setting. The switch turns on the following
(Figure 3-8):
Figure 3-6. Indirect LED Lighting • Fixed light and EXIT sign above the
entry door
The switch panel has four buttons: • Reading light and exit sign above the
• CABIN LIGHT—One button turns on and escape hatch
off the indirect lights. A green LED indi- • Two exterior emergency exit lights on the
3 LIGHTING

cates when the entry lights are on. right fairing

• DIM and BRIGHT—These buttons change FIXED LIGHT
the intensity of the indirect lights. Hold the AND EXIT SIGN
button until the desired level of intensity
is reached (infinite dimming, not stepped)

• HOT LIQUID—One button powers the hot

water tank. A green LED indicates when
the water tank is on (tank cycles itself
when it gets to temperature). Press once to
turn on, again to turn off.
If there is a fault with one circuit, the color of the
words for that circuit changes to red.

Entry Lights
The ENTRY LIGHT switch is on the shroud
just above the door release handle (Figure 3-7). READING LIGHT
Another switch for the entry lights is on the cabin AND EXIT SIGN
lighting control panel on the refreshment panel
(see Figure 3-6). Figure 3-8. Interior Entry and
Emergency Exit Lights
The switch receives power from the hot battery
bus through the EMER LTS circuit breaker on the These lights also come on for emergency lighting
aft J-Box when the cabin door is unlocked and when the G meter switch is tripped or when the pas-
from aircraft power when the door is locked. A senger safety switch on the instrument panel is turned
green LED on both switches indicates when the to PAX SAFETY (Figure 3-9). If there is a fault with
entry lights are powered. the circuit, the color of the words changes to red.

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A passenger safety switch in the cockpit controls

the fasten seatbelt light. The light turns on when
the switch is set to SEAT BELT or PAX SAFETY.

EMERGENCY LIGHTING
If normal DC power fails or during abnormal con-
ditions, the emergency lighting system provides
illumination. The emergency lighting system can
be powered by one of three methods:
• The EMER LIGHTS switch on the ELEC-
TRICAL POWER panel (Figure 3-11).
• Selecting the passenger safety switch to PAX
SAFETY provides hot battery bus power.
• The ENTRY LIGHT and CABIN LIGHT
switches on the main entry door post and
on the refreshment center provide hot bat-
tery bus power.

3 LIGHTING
Figure 3-9. PAX SAFETY Switch

No Smoking/Fasten Seat Belt Sign

The no smoking light is always on when the
aircraft power is on normal DC power (Figure
3-10). For an aircraft with the smoking option,
the no smoking sign will extinguish when the
PAX SAFETY switch is moved to the OFF
position or the SEAT BELT position.

Figure 3-11. EMER LIGHTS Switch

Figure 3-10. No Smoking/Fasten

Seat Belt Sign

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Whenever the EMER LIGHTS switch is not When both baggage doors are closed, a micro-
armed, the EMER LTS NOT ARMED CAS message switch on each baggage door hinge extinguishes
will be posted. The hot battery bus powers the the baggage compartment light regardless of
switches and charges the two emergency battery rocker switch position.
packs. The emergency battery packs through the
PAX SAFETY switch selection powers:
Aft Compartment
• The entry light and EXIT sign light above
the main entry door. A manual toggle switch on the forward side of the
access door frame in the aft baggage compartment
• The light over the emergency exit and the controls DC power to the light assembly (Figure
EXIT sign light. 3-13). When the door is closed, a microswitch
turns the light off regardless of switch position.
The FLOOD LTS rheostat (see Figure 3-1) pro-
vides emergency bus power to the two cockpit
floodlights overhead. The FLOOD circuit breaker
on the left CB panel provides floodlight protection.

BAGGAGE COMPARTMENT
LIGHTING
Baggage compartment lighting includes the tail
cone compartment light and the nose baggage com-
3 LIGHTING

partment light. Both receive power from the hot

battery bus and do not require the battery switch
to be in the ON or EMER position for operation.
Figure 3-13. Aft Baggage Light
Nose Compartment
The manual switch for the baggage light is
an illuminated rocker switch overhead in the
baggage compartment, adjacent to the light EXTERIOR LIGHTING
assembly (Figure 3-12). The normal position
for the manual switch applies DC power to the DESCRIPTION
light. During daylight hours (or when the light
is not desired), set the manual switch to OFF, The exterior lighting system includes (Figure
which disconnects power from the light. When 3-14, Figure 3-15, and Figure 3-16):
OFF, the switch itself illuminates to provide easy
location at night. • Navigation lights
• Anticollision lights
• Beacon light
• Landing/recognition/taxi lights
• Wing inspection light
• Emergency evacuation lights
• Pulse lights

Figure 3-12. Nose Baggage Light

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TOP: STROBE LIGHT BEACON LIGHT

BOTTOM: NAVIGATION LIGHT

3 LIGHTING

EMERGENCY EVACUATION LIGHTS LANDING/RECOGNITION/TAXI LIGHTS

Figure 3-14. Exterior Lighting System (Right Side)

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TAIL FLOODLIGHT TAIL FLOODLIGHT

3 LIGHTING

LEFT WING INSPECTION LIGHT TOP: STROBE LIGHT

BOTTOM: NAVIGATION LIGHT

Figure 3-15. Exterior Lighting System (Left Side) and Tail Floodlights

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Figure 3-16. Tail Navigation Light

CONTROLS
The exterior lights are controlled by switches
on the copilot side next to the GTC and below
the PFD. Controls are also found on the Exterior
Lights menu on the GTC (Figure 3-17).

3 LIGHTING
NAVIGATION LIGHTS
Navigation lights include:
• A green light in the right wingtip (see Fig-
ure 3-14).
• A red light in the left wingtip (see Figure
3-15).
• A white, aft-facing light on each wingtip
and at the top of the tail (see Figure 3-16).

The lights are powered through the J-Box and con-

trolled on the Exterior Lights page of the GTCs.
The NAVIGATION lights selection defaults to
the On position allowing the lights to be powered
anytime battery or EPU power is available to the
aircraft. They may be manually selected off at any
point, if desired.

ANTICOLLISION LIGHTS
The ANTI-COLL LIGHT switch controls the Figure 3-17. Exterior Lighting Controls
white anticollision strobe lights on each wingtip
(see Figure 3-14 and Figure 3-15). Each light has
its own power supply.

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BEACON LIGHT AUTOMATIC PULSE LIGHT

The flashing beacon on the top of the vertical SYSTEM
stabilizer is controlled by the Beacon control on The automatic pulse light system provides
the Exterior Lights page of the GTCs (see Figure pulsing of the RECOG/TAXI lights (see Figure
3-14). The Normal selection automatically turns 3-14). The system automatically activates when
the beacon on when either engine is not in the the RECOG/TAXI LT is selected and the aircraft
OFF position or either start contact is closed. The is airborne. The automatic pulse light system is
On selection turns the lights on, and the Off selec- overridden (steady illumination of RECOG/TAXI
tion turns the lights off. lights) when the left main squat switch indicates
the aircraft is on the ground.
LANDING/RECOGNITION/TAXI Pilot control of the TCAS interface is accom-
LIGHTS plished on the Exterior Lights page of the GTCs.
Combination landing/recognition/taxi lights The selection defaults to the On position. The On
below the fuselage in front of the bottom fairing selection allows the pulse lights to pulse when a
are fixed-position, LED lights (see Figure 3-14). TA or RA is detected by TCAS and the aircraft
The lights are controlled by a three-position is in air and the LANDING LIGHT switch is
switch on the lighting switch panel. OFF. The OFF selection turns off the connection
between TCAS and pulse lights.
The LANDING LIGHT position produces the
highest intensity and is used for takeoff and land- EMERGENCY EVACUATION
3 LIGHTING

ing. The RECOG/TAXI LT position produces a

lower intensity light for taxi operations and in- LIGHTING
flight collision avoidance. Landing light circuit Two lights mounted in the wing-to-fuselage fair-
breakers are on the aft J-Box. ing illuminate the emergency evacuation route
(see Figure 3-14). The EMER LIGHTS switch in
WING INSPECTION LIGHT the ARMED position powers these lights with two
2G switches for automatic operation. The lights
The fixed-position wing inspection light is above can be turned on by placing the EMER LIGHTS
and slightly forward of the wing leading edge on switch in the ON position.
the left side of the fuselage (see Figure 3-15).
Use the light at night to visually check the wing
leading edge for ice accumulation. The WING
INSP LT switch on the lighting switch panel
LIMITATIONS
controls the light. For specific limitations, refer to the FAA-approved
AFM.
TAIL FLOODLIGHTS
The tail floodlights are on the lower surface of the
right and left horizontal stabilizers and illuminate EMERGENCY/
the left and right sides of the vertical stabilizer ABNORMAL
(see Figure 3-15). Tail floodlights are controlled
through the GTC Exterior Lights page with cir- For specific information on emergency/abnormal
cuit protection through the TAIL FLOOD LTS procedures, refer to the appropriate checklist or
circuit breaker in the aft J-Box. FAA-approved AFM.

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CREW ALERTING
SYSTEM MESSAGES
Table 3-1 is a summary of all crew alerting system
(CAS) messages referenced in this chapter. The
messages are categorized as warning, caution,
advisory, or status.

Table 3-1. CAS MESSAGES

MESSAGE DESCRIPTION INHIBITS
EMER LTS NOT ARMED EMER LIGHTS switch is not in the ARMED position. EMER, LOPI, TOPI

3 LIGHTING

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QUESTIONS
1. The PANELS rheostat controls:
A. Control labels.
B. PFDs and MFDs.
C. Both GTCs.
D. All of the above.

2. The map lights are controlled with rheostats

on the:
A. Center pedestal.
B. Pilot and copilot instrument panels.
C. Overhead lights panel.
D. Forward side of the left and right side
consoles.

3. Baggage compartment lighting:

A. Requires BATTERY switch to be on.
3 LIGHTING

B. Receives power from the hot battery

bus.
C. Does not require the BATTERY switch
to be on.
D. Both B and C.

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CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION................................................................................................................... 4-1
GENERAL............................................................................................................................... 4-1
MASTER WARNING RESET Switchlights.................................................................... 4-2
MASTER CAUTION RESET Switchlights..................................................................... 4-2
Crew Alert System........................................................................................................... 4-2
Audio Alerting System..................................................................................................... 4-4
SYSTEM TESTS..................................................................................................................... 4-4
Operation.......................................................................................................................... 4-4
LIMITATIONS......................................................................................................................... 4-5
EMERGENCY/ABNORMAL................................................................................................. 4-5
CREW ALERTING SYSTEM MESSAGES........................................................................... 4-6
QUESTIONS........................................................................................................................... 4-7

4 MASTER WARNING
SYSTEM

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ILLUSTRATIONS
Figure Title Page

4-1 Master Warning Reset and Master Caution Reset Switchlights.................................. 4-2
4-2 CAS Window on PFD.................................................................................................. 4-2
4-3 GTC System Test Page................................................................................................ 4-5

TABLES
Table Title Page

4-1 GTC System Tests.........................................................................................................4-5

4-2 CAS Messages...............................................................................................................4-6

4 MASTER WARNING
SYSTEM

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CHAPTER 4
MASTER WARNING SYSTEM

INTRODUCTION

4 MASTER WARNING
The master warning system on the Citation CJ3+ aircraft provides notification of aircraft
equipment malfunctions or conditions. It provides warning indications for unsafe operating

SYSTEM
conditions requiring immediate attention, caution indications that require attention but not
necessarily immediate action, and advisory indications for some systems.

GENERAL
The CJ3+ master warning system uses cockpit the Garmin 3000, normally on the right and left
indications (visual and aural) to advise the crew Primary Function Display (PFD), and alert flight
of important warnings, cautions, and advisory crew of certain conditions and/or functions of
information about the aircraft and its systems. selected systems.

The visual indications include a pair of MASTER The red CAS messages are accompanied by aural
WARNING and MASTER CAUTION RESET alerts that announce the presence of text message.
switchlights as well as crew alerting system
(CAS) messages. CAS messages are displayed by

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The master warning system has the following message to display steady until the malfunction
indications: is cleared.

• MASTER WARNING RESET switchlights

CREW ALERT SYSTEM
• MASTER CAUTION RESET switchlights
The CAS section (Figure 4-2) of the PFD 1
• CAS messages and PFD 2 normally displays the various CAS
• Aural alerts messages. The messages can also display on other
displays when commanded. The messages are
classified as warning (red), caution (amber), and
MASTER WARNING RESET advisory (white). They operate in conjunction
SWITCHLIGHTS with the MASTER WARNING RESET and
MASTER CAUTION RESET switchlights.
A red MASTER WARNING RESET switchlight
(Figure 4-1) 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.

Figure 4-2. CAS Window on PFD

4 MASTER WARNING

Figure 4-1. Master Warning Reset NOTE

SYSTEM

and Master Caution Reset Numerous CAS messages and the

Switchlights MASTER WARNING RESET
and MASTER CAUTION RESET
switchlights are inhibited from
MASTER CAUTION RESET illuminating during various phases
SWITCHLIGHTS of ground and flight operation. This
prevents nuisance illuminations of the
A MASTER CAUTION RESET switchlight switchlights.
(Figure 4-1) is on each end of the upper instrument
panel adjacent to the MASTER WARNING CAS displayed messages are prioritized by color.
RESET switchlight. These switchlights illuminate Red is always at the top, then AMBER, and then
steady when an amber CAS message appears WHITE at the bottom. If there are more CAS
messages than available space the window at the
Reset the MASTER CAUTION RESET switch- bottom of the CAS message window will display
lights by pushing either one. This extinguishes the number of messages not shown. All CAS
both switchlights and causes the amber CAS messages can be viewed by scrolling up and down
using the softkeys on the PDF.

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Refer to the CAS appendix in the Garmin 3000 Consult the appropriate procedure in the approved
Pilot’s Manual for a complete list of all the CAS checklist for any possible corrective action
messages and causes. required or advisory information which may
require systems monitoring.
Warning CAS Messages
Red indicates a warning (hazardous situation) that
Advisory CAS Messages
requires the pilot to take immediate corrective White messages are normally advisory and pro-
action. When a red CAS message is displayed, the vide information which may not require any
message and the MASTER WARNING RESET pilot action.
switchlights flash and is accompanied by an aural
alert. It continues to flash until acknowledged Inhibits
even if the condition is corrected. Once it is
corrected and acknowledged the CAS message Certain CAS messages are inhibited during some
will extinguish. Pushing either MASTER situations:
WARNING RESET switchlight acknowledges
the message and cancels the aural alert. • EMER - Anytime the BATTERY switch is
in the EMER position.
All red CAS messages are grouped together at • EFI - When an engine fail is posted.
the top of the CAS window. Any new red CAS
message displays at the top of the red CAS group. • ESDI - When one of the engines has been
shutdown
Accomplish pilot memory items (if needed) and • ESI - During an engine start
consult the appropriate procedure in the approved
checklist for any possible corrective action • GND/IN AIR - On ground or in the air
required or advisory information which may • GPS-AI - GPS Acquisition inhibit
require systems monitoring.
• TOPI - Becomes active when any of the
following is true:
Caution CAS Messages
°° The aircraft transitions from on-ground
Amber indicates a caution (abnormal or special to in-air
situation) that requires immediate attention, but
not necessarily immediate action. °° Either indicated airspeed transitions

4 MASTER WARNING
from less than 65 knots to more than 65
When an amber CAS message is displayed, the knots

SYSTEM
message flashes and the MASTER CAUTION
RESET switchlights illuminate steady. °° N1 greater than 70%
• TOPI - When the airplane is in the process
Pushing either MASTER CAUTION RESET of takeoff. Normally this inhibits some
switchlight acknowledges the message. This messages after 65 knots during takeoff
extinguishes the MASTER CAUTION RESET until the airplane is 400 feet off the ground.
switchlights and changes the CAS message
to steady until the condition is corrected. If °° The aircraft has been in the air for more
than 30 seconds.
the condition is cleared prior to pushing the
MASTER CAUTION RESET switchlights, °° Either airspeed indication is less than 50
both switchlights extinguish and the message knots.
disappears without further action by the pilot.
°° The TOPI inhibit has been active for
more than 90 seconds.
All amber CAS messages are grouped together
below any red messages on the CAS window. °° TLA not above the No Take-Off trip
Any new amber messages display at the top of point.
the amber group.

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• LOPI - This inhibits some messages when

the airplane is landing, after the airplane
SYSTEM TESTS
descends below 400 feet until the airplane The System Tests screen on the Touchscreen
slows through 50 knots. Controller provides a central location for testing
• LOPI - Becomes inactive when any of the the following aircraft systems:
following is true:
• Fire Warning
°° The aircraft has been on the ground for
more than 30 seconds. • Landing Gear
°° The radio altitude is greater than 500 • Angle of Attack
feet AGL • Windshield Temperature
°° Either the left or right airspeed is less • Overspeed Sensing
than 50 knots.
• Anti-Skid
°° The LOPI inhibit has been active for
more than 90 seconds. • Annunciators
• Terrain Avoidance & Warning System
AUDIO ALERTING SYSTEM (TAWS)
Various audio alerts, tones, and chimes are • Traffic Collision & Avoidance System
incorporated into the aircraft to notify the pilot of (TCAS)
specific conditions or malfunctions. • Radar Altimeter
The red CAS messages are accompanied by aural • Rudder Bias
alerts. The aural alerts announce the text of the
CAS message displayed. Audio alerts for red Access to the test may be through either of the
CAS messages only repeat 3 times maximum, or Garmin Touch Controllers (GTCs). Table 4-1
less if the MASTER WARNING is pressed. There shows the indications of each test. Complete tests
is only one exception and that is the NO TAKEOFF are required prior to flight. Single item test may
CAS message and aural alert which is continuous be used in flight to resolve an issue.
and the condition must be corrected in order to
be canceled. If two or more alerts are triggered at
OPERATION
4 MASTER WARNING

the same time, the one with the highest priority

sounds until:
The GTC System Tests page (Figure 4-3) provides
SYSTEM

• Acknowledged via the MASTER WARN- controls to preflight test several airplane systems.
ING RESET switchlight Prior to beginning the test, all the buttons show
three dashes across each button. Pressing a button
• Aural alert with a higher priority becomes activates the respective test, and the button then
active indicates “In Progress”. Pressing another test
• Associated condition that caused the aural button or the same button again stops the test.
alert is resolved The button indicates “Done”, “Pass”, or “Fail” to
indicate the results of the test.
The terrain awareness and warning system
(TAWS) and traffic alert and collision avoid- All tests are available on the ground. The only
ance system (TCAS) aurals are generated by the time the test panel will turn gray is during TCAS
respective system units. If the TAWS or TCAS and TAWS tests. The panel will remain gray
aural alerts become active while a lesser priority until each test is complete. All other tests can be
is playing, the aural warning system immedi- aborted at any time.
ately stops announcing the lower priority alert
and immediately begins announcing the TCAS or
TAWS aural.

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Table 4-1. GTC SYSTEM TESTS

SYSTEM TESTED ADDITIONAL PILOT ACTIONS INDICATIONS
Red ENGINE FIRE buttons illuminate.
ENGINE FIRE L-R CAS message appears. “Left
Engine Fire” and “Right Engine Fire” audio warning
Fire Warning None
plays. BAGGAGE SMOKE AFT-FWD CAS message
is displayed and “Aft Baggage Smoke” and “Forward
Baggage Smoke” audio warning plays..
Red and green landing gear indicators illuminate.
Landing Gear None “Landing Gear” audio warning plays.

AOA pointer goes to 1, stick shaker activates, and

Angle of Attack None indexer lights illuminate

Select WINDSHIELD ANTI-ICE After 4 seconds, the W/S AIR O’TEMP message
Windshield Temp BLEED switch to HI or LOW. Select appears.
OFF after message appears.
Overspeed None Overspeed warning tone plays.
Anti-Skid None ANTISKID FAIL message appears.
Master Warning, Master Caution, autopilot controls,
Annunciator None Bottle Armed, and START-DISENG, ENGINE START
buttons illuminate.
TAWS TEST CAS message is displayed. Audio “TAWS
TAWS None
System Test OK” is heard if the test passes.
TCAS TEST CAS message is displayed. PFD
Resolution Advisory indications and traffic symbols on
the maps display, and audio “TCAS System Test OK”
TCAS None
plays. If the test fails, the TCAS FAIL CAS message
is displayed and a “TCAS II System Test Failed” aural
message is heard.
Radio altimeter indicates 50 feet and RA TEST appears
Radio Altimeter None
and a rising runway.
Rudder Bias None RUDDER BIAS FAIL CAS message is displayed.

4 MASTER WARNING
NOTE

SYSTEM
While a system test is occurring, visual
or aural annunciations may occur
depending on the test.

LIMITATIONS
For specific limitations, refer to the FAA-approved
AFM.

EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM. Figure 4-3. GTC System Test Page

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CREW ALERTING
SYSTEM MESSAGES
Table 4-2 is a summary of all crew alerting system
(CAS) messages discussed in this chapter. The
messages are categorized as warning, caution,
advisory, or status.

Table 4-2. CAS MESSAGES

MESSAGE DESCRIPTION INHIBITS
Indicates smoke has been detected in the tail cone baggage compartment.
BAGGAGE SMOKE AFT EMER, LOPI
It remains for the rest of the flight even if the smoke has dissapated.
Indicates smoke has been detected in the nose baggage compartment. It
BAGGAGE SMOKE FWD EMER, LOPI, TOPI
remains for the rest of the flight even if the smoke has dissapated.
This message posts when the fire loop detection system has sensed an
ENGINE FIRE L-R EMER
engine fire.
Indicates the airplane is not in a safe takeoff configuration. Takeoff must be
NO TAKEOFF EMER, LOPI, TOPI
aborted.
This message posts when ANTISKID is inoperative and has an 8 second
ANTISKID FAIL EMER, TOPI
delay in the air.
This message indicates a windshield air overtemperature valve or
W/S AIR O’TEMP EMER, LOPI, TOPI
windshield shutoff valve failed to open.
RUDDER BIAS FAIL Indicates that the rudder bias system valve is closed. EMER, LOPI, TOPI
TCAS FAIL Indicates the TCAS has failed. TOPI, GPS-AI, LOPI
TCAS TEST Indicates TCAS is performing a self test. TOPI, LOPI
TAWS TEST Indicates TAWS is performing a self test. TOPI, GPS-AI, LOPI
4 MASTER WARNING
SYSTEM

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QUESTIONS
1. If a new red CAS message appears 4. Aural alerts will always:
A. It is displayed at the top of the red group A. Alert what CAS message appears at the
of CAS messages. time
B. The message and the MASTER B. Alert the highest priority CAS message
WARNING switchlight will flash until C. Alert every CAS message in sequence
depressed.
D. Alert all CAS messages
C. The voice annunciation will repeat
the message up to 3 times or until the
5. System tests are accomplished by:
MASTER WARNING RESET button is
pushed. A. Accessing the Sensor menu on either
D. All of the above PFD
B. Accessing the GTC System Test Page
2. Amber CAS messages: C. Using the Rotary Test knob
A. Are grouped below red CAS messages. D. Accessing the GTC Utilities Page
B. Will cause an aural message stating the
CAS message.
C. Will cause the MASTER CAUTION
RESET switchlight to steadily illuminate.
D. Both A and C

3. White CAS messages:

A. Require immediate checklist procedures
B. Require a memory item action
C. Are normally considered advisory only
D. Have no emergency procedures

4 MASTER WARNING
SYSTEM

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CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION................................................................................................................... 5-1
GENERAL............................................................................................................................... 5-1
FUEL STORAGE.................................................................................................................... 5-3
Components...................................................................................................................... 5-3
Operation.......................................................................................................................... 5-4
FUEL DISTRIBUTION........................................................................................................... 5-5
Description....................................................................................................................... 5-5
Components...................................................................................................................... 5-5
Fuel Boost Switches......................................................................................................... 5-6
Fuel Transfer Selector...................................................................................................... 5-6
Quantity Indication........................................................................................................... 5-6
Fuel Temperature Indication............................................................................................. 5-7
Fuel Flow Indication........................................................................................................ 5-7
Fuel Quantity Signal Conditioner.................................................................................... 5-7
OPERATION........................................................................................................................... 5-7
Normal Operation............................................................................................................. 5-7
Fuel Transfer System Operation....................................................................................... 5-8
LIMITATIONS......................................................................................................................... 5-9
EMERGENCY/ABNORMAL................................................................................................. 5-9
5 FUEL SYSTEM

CREW ALERTING SYSTEM MESSAGES........................................................................... 5-9

QUESTIONS......................................................................................................................... 5-10

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ILLUSTRATIONS
Figure Title Page

5-1 Fuel System................................................................................................................. 5-2

5-2 Fuel Vent Scoop........................................................................................................... 5-3
5-3 Filler Cap..................................................................................................................... 5-3
5-4 Sump Drains................................................................................................................ 5-4
5-5 L and R ENG FIRE Switchlights................................................................................ 5-5
5-6 Fuel Controls............................................................................................................... 5-6
5-7 Fuel EIS Indications.................................................................................................... 5-7

TABLES
Table Title Page

5-1 CAS Messages...............................................................................................................5-9

5 FUEL SYSTEM

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CHAPTER 5
FUEL SYSTEM

INTRODUCTION
This chapter presents information on the fuel system of the Citation CJ3+. A single integral
fuel tank in each wing serves as fuel storage. The fuel distribution system provides fuel to each
engine from the corresponding wing tank. The fuel transfer system is used for both normal feed
and fuel balancing operations.

GENERAL
Each wing tank contains an electrically driven MFD EIS) monitor the fuel system. This chapter
boost pump and three ejector pumps that provide presents the airframe fuel system up to the high-
fuel to its respective engine. Switches and a pressure engine-driven fuel pump (Figure 5-1).
selector on the pilot side of the instrument For description and operation of the engine fuel
5 FUEL SYSTEM

panel control fuel transfer and boost pumps. system, refer to Chapter 7—Powerplant.
CAS message and fuel system displays (on the

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 5 FUEL SYSTEM

SCAVENGE

5-2
EJECTOR
PRIMARY
EJECTOR
FUEL BOOST
PUMP
HOPPER FUEL
D D TANK
D D LOW FUEL LEVEL
FLOAT SWITCH
CHECK VALVE
TRANSFER VALVE

P P FIREWALL
SHUTOFF VALVE

D D FUEL DRAIN

MOTIVE FLOW
PRESSURE SWITCH
(50 PSI)

MOTIVE FLOW SHUTOFF

SOLENOID VALVE (N/O)
HFCU HFCU
HIGH-PRESSURE
ENGINE FUEL PUMP
FUEL/OIL

FOR TRAINING PURPOSES ONLY

HEAT EXCHANGER
FUEL FILTER
CITATION CJ3+ PILOT TRAINING MANUAL

LOW-PRESSURE
ENGINE FUEL PUMP
P P
9/11 PSIG PRESSURE
SWITCH

Figure 5-1. Fuel System

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FUEL STORAGE
Each wing has one integral fuel tank. The outboard
section at the wingtips are dry bays. Combined
usable fuel quantity is 2,355 lb/side (351 gallons),
4,710 lb total.

COMPONENTS
Tanks
The CJ3+ uses a “wet wing” configuration
consisting of a fuel tank in each wing integral to Figure 5-2. Fuel Vent Scoop
the wing structure. Each tank includes all the wing
area forward of the rear spar and aft of the front
spar, except for the main gear wheel well. Holes
in spars and ribs permit fuel movement within the
tanks; however, baffles in the outboard ribs prevent
rapid movement of fuel outboard during sideslips.
Fuel does not move when in a coordinated turn.

Each tank includes:

• Vent system
• Fuel quantity and compensation probes
• Filler cap
• Fuel drains
• Ejector pumps
Figure 5-3. Filler Cap
• Electrically driven boost pump
• Float switch
Each recessed cap has flush-fitting tabs that are
marked to indicate open and closed positions.
Tank Vents To remove the cap, lift the tab and rotate coun-
terclockwise (CCW). When replacing the cap,
A scoop vent system in each wing maintains posi- verify the tab is down and aft to ensure it is prop-
tive internal tank pressures within the structural erly fastened.
limitations of the wing (Figure 5-2). The vent
scoop design facilitates natural anti-icing and
equalizes pressure within the tank. Drain Valves
There are ten total fuel quick drains, with three
Tank Filler drains in the lower surface of each wing and two just
outside of each main gear (Figure 5-4). The drains
Each wing has one fuel filler assembly on the are used to remove moisture and sediment from the
upper surface near the wingtip (Figure 5-3). The fuel as well as drain residual fuel for maintenance.
5 FUEL SYSTEM

filler assembly includes an adapter and military- Each drain contains a spring-loaded poppet for
type cap with an attached chain secured inside the fuel drainage. Two flush drains are outboard of the
filler neck (standpipe). The standpipe design does wheel well cutout and the other three are under
not require vent screens at the top due to its short the wing, outboard of the skid pad near the wing
length. A fuel placard is adjacent to the fuel filler centerline. Check the drains before the first flight
assembly. Locking caps are available. of the day and, when possible, after each refueling.

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THREE DRAINS ON Accomplish fuel servicing through the flush filler

THE LOWER SURFACE cap on the outboard section of each wing.
OF EACH WING

Biological growth in jet fuel is possible. Peri-

odic use of a biocidal agent is necessary, such as
Sohio Biobor.

Safety Precautions
Refuel only in areas that permit free movement
of fire equipment. Follow approved grounding
procedures for the aircraft and the tender. One
approved grounding point is under each wingtip.

When adding a fuel additive, follow the

manufacturer instructions.
TWO DRAINS JUST OUTSIDE
OF EACH MAIN GEAR
NOTE
Figure 5-4. Sump Drains Contaminated fuel is any fuel that
contains any foreign substances
After refueling, allow as much time as possible that are not provided under the fuel
for water and contaminants to settle to the drain specification. These foreign substances
points prior to the drain check. normally consist of water, rust, sand,
dust/dirt, microbial growth, unapproved
Push the drain valve straight up to get the fuel additives, and approved additives mixed
sample. When the fuel sample probe (drain cup) is at improper ratios to the fuel.
removed, the valve returns to a seated, no-leaking
condition. If unable to shut off a leak, use a
Phillips screwdriver to turn the valve a quarter- Refueling
turn CCW to pop out and expose the leaking Refuel to the bottom of the filler neck or standpipe
primary O-ring and to seat the secondary O-ring. for maximum usable fuel for flight planning.
The aircraft may be flown with the valve popped Refueling the wing above the bottom of the
out, sealed on the secondary O-ring (not leaking), standpipe may not allow room for expansion and
to an airport where an O-ring is available. may result in fuel spillage through the vents.
NOTE Approved fuels for operation of the CJ3+ are listed
All aviation fuels absorb moisture in the limitations and specifications section of the
from the air and contain water in both Airplane Flight Manual (AFM). Do not use Avgas.
suspended particle and liquid forms.
Daily draining of water from the tanks Defueling
utilizing the poppet drain valves lessens
water contamination of the fuel. Accomplish defueling by uncowling the engine,
disconnecting the main supply line, and using an
external power unit (EPU) and the wing fuel boost
OPERATION pump to offload to desired tank quantity. Remem-
ber, defueling is not possible from the wing fuel
5 FUEL SYSTEM

Fuel Servicing caps due to the filler neck design. Do not run the
boost pumps dry. Accomplish any further defuel-
Fuel servicing includes those procedures ing through fuel drains.
necessary for fueling and checking for
contaminants and condensation in the fuel.

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FUEL DISTRIBUTION Fuel Heater and Sump Temperature

The left and right fuel temperature sensors in each
DESCRIPTION sump measure and display sump temperature.
Fuel temperature appears just below the FUEL
The fuel distribution system includes: totalizer on the engine section of the MFD. All
motive flow fuel is heated as it circulates through
• DC electric centrifugal boost pumps the oil/fuel heat exchanger. Oil flows through the
• Ejector pumps engine to the fuel heat exchanger heating the fuel
to eliminate suspended water icing. The heated
• Fuel transfer valve fuel eliminates the need for a fuel anti-icing addi-
• Fuel heater and sump temperature sensor tive. Heated fuel is routed to the primary ejector
pump, the engine fuel pump, the scavenge ejector
pumps, and helps warm the sump fuel. The maxi-
COMPONENTS mum allowable fuel temperature is 57°C for all
fuels. Refer to the AFM for minimum tempera-
Boost Pumps ture limits for each approved fuel.
One DC electric centrifugal-type low-pressure
boost pump in each tank sump supplies fuel to Firewall Shutoff Valves
the respective high-pressure, engine-driven fuel
pump, scavenge ejector pumps, or through the Red L or R ENG FIRE switchlights on the
fuel transfer balancing system to the opposite glareshield (Figure 5-5) control electrically oper-
sump. Switches on the pilot instrument panel con- ated motor-driven fuel firewall shutoff valves, one
trol the pumps. The left and right feed extension in each engine fuel supply line. The valves are
DC buses supply power for boost pump opera- moved to closed in the event of engine fire. When
tion. Operating the boost pump(s) without fuel in both the fuel and hydraulic firewall shutoff valves
the wing tank will damage the boost pump(s). are closed, the applicable FIREWALL SHUTOFF L-R
CAS message illuminates.
Ejector Pumps
Three ejector pumps are in each wing. Fuel flow
powers all the pumps and delivers fuel to the engine
using the venturi principle. For normal operation,
L ENG
FIRE
ENG
FIRE R
the primary ejector pump, which receives motive
flow pressure from the engine-driven fuel pump,
is the primary source of pressurized fuel to the
engine-driven fuel pump and scavenge ejector
pumps. The scavenge ejector pumps, which oper-
ate on fuel flow from either the primary ejector
pump or boost pump, move fuel from the lowest
Figure 5-5. L and R ENG FIRE Switchlights
point in the forward and aft areas of the tank to
the sump.
CONTROLS AND
Fuel Transfer Valve
INDICATIONS
5 FUEL SYSTEM

The fuel transfer valve attaches to the rear spar

in the left wing sump. It is an electrically opened Fuel system controls are on the left pilot switch
solenoid and is spring-loaded (fail-safe) closed panel (Figure 5-6).
with the loss of normal DC power. The FUEL
TRANSFER switch controls the transfer valve.

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Figure 5-6. Fuel Controls

FUEL BOOST SWITCHES The selector arrow determines the fuel flow path
when moved out of OFF to L TANK or R TANK
The FUEL BOOST switches are on the left pilot and points to the tank to be filled (i.e., the direc-
switch panel and control electrically driven boost tion fuel is to be moved). Detailed operation of
pumps. Each switch has the following positions the fuel system during normal and fuel balancing
(see Figure 5-6): operations is presented later in this chapter.
• ON
• OFF QUANTITY INDICATION
• NORM Fuel quantity readouts are indicated on the MFD
(Figure 5-7). The digital fuel quantity display
consists of two white vertical display tapes and
FUEL TRANSFER SELECTOR two green digital readouts and one green totalizer
below the engine indications. Fuel quantity is
The FUEL TRANSFER selector on the left pilot
normally in pounds (LBS).
switch panel has three positions (see Figure 5-6):
5 FUEL SYSTEM

• L TANK The fuel quantity indication system receives DC

power through the left and right feed buses and
• OFF the respective FUEL QTY circuit breaker on the
• R TANK left and right CB panels.

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FUEL FLOW INDICATION

The fuel flow displays consist of green digi-
tal readouts for each engine and are displayed
between the N2 and the oil pressure on the MFD
(Figure 5-7). Fuel flow is normally in pounds per
hour (PPH), or by changing settings to kilograms
per hour (KPH). Fuel flow indicates zero when
the throttle is placed in OFF.

FUEL QUANTITY SIGNAL

CONDITIONER
The fuel signal conditioner is on the cabin side
of the aft pressure bulkhead under the right top
portion of the aft evaporator cover. Remove the
velcro carpet cover and observe the unit with a
flashlight. The signal conditioner, approximately
five inches below the opening, is a micropro-
cessor with right and left-tank channel fault
indications. It displays sensor and self-test faults.
A specific pattern of the three-bit fault lights
indicates a specific fault. Fuel quantity data from
wing capacitance probes is transmitted through
the signal conditioner to the MFD. Record fuel
quantity in each tank at the time of the fault to
assist in maintenance troubleshooting.
Figure 5-7. Fuel EIS Indications

If the MFD cannot find fuel quantity from any of

the normal sources, or is reported failed by the
OPERATION
internal diagnostics, the white tapes are removed
and replaced with yellow dashes inside a boxed NORMAL OPERATION
readout. During normal operation of the fuel system, the
L and R FUEL BOOST pump switches are set
A float switch actuates the FUEL LEVEL LOW L-R to the NORM position (see Figure 5-6). In this
CAS message and MASTER CAUTION RESET position, each boost pump operates on demand
switchlights. They illuminate when the fuel quan- automatically during engine start, fuel transfer
tity is approximately 190 pounds in that tank. operation, or when low fuel pressure is sensed in
the engine fuel supply line. If the throttle is OFF,
FUEL TEMPERATURE the boost pumps do not energize automatically
INDICATION in a low-fuel-pressure condition, even though
the boost pump switch is in the NORM position.
The fuel temperature displays consist of white When the switch is OFF, the boost pump does not
digital readouts for each engine below the fuel operate. In the ON position, the pump operates
5 FUEL SYSTEM

quantity on the MFD (Figure 5-7). Fuel tempera- continuously.

ture is always displayed in degrees Celsius (°C).

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With the L and R FUEL BOOST pump switches Selecting the FUEL TRANSFER selector switch
set to NORM, pressing an engine START button from the L TANK position to the R TANK position
and moving the throttle to idle energizes the energizes the left tank electric boost pump,
corresponding fuel boost pump. This moves illuminating the FUEL BOOST ON L CAS message
fuel from the wing tank on that side through the when the boost pump switch is in the NORM
firewall shutoff valve to the engine-driven fuel position. The fuel transfer valve electrically opens,
pump on the corresponding engine. illuminating the FUEL TRANSFER ON CAS message.
Left tank boost pump pressure supplies fuel from
When the engine start terminates, the boost pump the left wing tank sump through the open transfer
is deenergized. valve, through the nonoperating right electric
boost pump and into the right wing tank sump.
Motive-flow fuel from the engine-driven pump is
directed to: The left and right engines continue to receive the
normal supply of fuel from the primary ejector
• The primary ejector pump (which con- pumps. Any back pressure from the normal
tinues to supply fuel to the engine-driven primary ejector pump supply to the engines moves
fuel pump). the one-way check valves closed just downstream
• The scavenge ejector pumps. of the electric boost pumps. This creates a closed
route for fuel to move from one operating electric
The scavenge ejector pumps move fuel from the boost pump to the other nonoperating boost pump.
forward and aft areas of the tank to the sump.
During fuel transfer operations, the same primary
Pressing the L or R ENG FIRE switchlight in the ejector pump output to the engines is operating the
event of an engine fire closes the firewall shutoff scavenge ejector pumps. If the left engine is shut
valves. down using the throttle or fire switch, selecting
the FUEL TRANSFER selector from the L TANK
Illumination of the FIREWALL SHUTOFF L-R CAS position to the R TANK position moves fuel from
message verifies that the fuel and hydraulic left to right to maintain a balanced fuel condition.
firewall shutoff valves have closed. If only one of
the two valves closes, the FIREWALL SHUTOFF L-R To verify fuel transfer is occurring, it is necessary
CAS message is displayed. to monitor the fuel quantity vertical white tape
pointers or digital indicators. Fuel normally
A pressure switch illuminates the transfers to the selected tank at approximately
FUEL PRESS LOW L-R CAS message if fuel pressure 10 ppm or 600 pph. Maximum normal fuel
falls below limits. If the L or R FUEL BOOST imbalance is 200 pounds. Maximum demonstrated
pump switch is in the NORM position, the illu- emergency fuel imbalance is 600 pounds.
mination of the FUEL BOOST ON L-R CAS message
indicates the boost pump is energized as a result To terminate fuel transfer and return the system
of a low-pressure condition. If the boost pump to normal operation, move the fuel transfer
can provide adequate pressure in the fuel supply selector switch to OFF. The electric boost pump
line, the FUEL PRESS LOW L-R CAS message extin- deenergizes, the FUEL TRANSFER ON CAS message
guishes. However, the boost pump remains on extinguishes, and the fuel transfer valve spring-
until it is manually reset as per the AFM checklist. loads closed. The system is now back to normal
operation with each tank supplying its respective
engine. If electrical power fails during fuel
FUEL TRANSFER SYSTEM transfer operation, the fuel transfer solenoid valve
5 FUEL SYSTEM

OPERATION fails to the closed position.

Using the fuel transfer system, fuel from the The FUEL TRANSFER ON becomes FUEL TRANSFER ON
heavy wing tank sump can be transferred to when attempting to transfer fuel to a tank with
the opposite wing tank sump. The arrow on the 60 pounds fuel greater than the sending tank or
FUEL TRANSFER selector switch points to the transferring for longer than 10 minutes.
wing sump where fuel is directed (see Figure 5-6).

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NOTE EMERGENCY/
If the boost pump switch is OFF, the
fuel transfer circuit does not function. ABNORMAL
If both the L and R FUEL BOOST ON CAS
messages illuminate when fuel transfer For specific information on emergency/abnormal
is selected, both boost pumps have procedures, refer to the appropriate checklist or
been energized and fuel transfer cannot FAA-approved AFM.
occur. Cycle the FUEL BOOST pump
switch for the nonselected tank to ON,
then back to NORM. This deenergizes CREW ALERTING
the pump in the tank not selected and
allows fuel transfer to begin. SYSTEM MESSAGES
There are several options if the fuel Table 5-1 is a summary of all crew alerting system
transfer fails to terminate: (CAS) messages referenced in this chapter. The
messages are categorized as warning, caution,
1. Turn off the affected boost pumps. advisory, or status.
2. Turn on opposite boost pump.
3. Pull respective circuit breaker.

LIMITATIONS
For specific limitations, refer to the FAA-approved
AFM.

Table 5-1. CAS MESSAGES

MESSAGE DESCRIPTION INHIBITS
EMER, ESDI, LOPI,
FUEL BOOST ON L-R Boost pump is on due to low fuel pressure.
TOPI
FUEL FLTR BYPASS L-R This message indicates an impending bypass of the fuel filter. LOPI, TOPI
Fuel low level switch tripped. Signal must be true for 30 seconds to turn the
FUEL LEVEL LOW L-R LOPI, TOPI
message on, and false for 90 seconds to turn the message off.
EMER, ESDI, LOPI,
FUEL PRESS LOW L-R The fuel pressure switch has sensed low pressure for 2 seconds or greater.
TOPI
This message is amber when transfer valve is active and if fuel is being
transferred from the side with lower fuel quantity (boost pump is active on the
FUEL TRANSFER ON EMER, LOPI, TOPI
side with the lower fuel quantity). This message is also amber if the transfer
system has been active for more than 10 minutes. Otherwise it is white.
Either the fuel or hydraulic shutoff valves are closed. This message is amber if
FIREWALL SHUTOFF L-R there is a mismatch between fuel and hydraulic. There is a two second delay EMER, LOPI, TOPI
before the message changes to amber.
FUEL BOOST ON L-R This message signifies that the fuel boost pump is on. EMER
This message is white if the fuel transfer is active and the active FUEL
5 FUEL SYSTEM

FUEL TRANSFER ON BOOST input side matches the fuel tank side with a higher quantity OR the EMER, LOPI, TOPI
fuel transfer for less than 10 min.
This message is white if both the fuel and hydraulic shutoff valves are closed.
FIREWALL SHUTOFF L-R EMER
There is a two second delay before the message changes to amber.

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QUESTIONS
1. The most correct answer is: 4. If a FUEL BOOST ON L-R CAS message appears
without any action by the crew (engine oper-
A. The FUEL BOOST pump switches do
ating normally), the probable cause is:
not have to be in the ON position for
engine start. A. The engine-driven fuel pump failed.
B. With the FUEL BOOST pump switches B. The firewall shutoff valve closed.
off, the respective boost pump cannot C. The low-pressure sensing switch ener-
turn on. gized the boost pump.
C. The fuel boost pump automatically D. The fuel flow compensator energized
energizes any time the FUEL BOOST the boost pump below 5 psi.
switches are in NORM and the START
button is depressed, FUEL TRANSFER
5. To verify that fuel transfer occurs, it is nec-
is selected, or low pressure (5 psi) is
essary to:
sensed in the engine supply line (throttle
at IDLE or above). A. Monitor the fuel quantity indicators for
D. All of the above are correct. appropriate quantity changes.
B. Only observe that the FUEL TRANSFER ON
2. After engine start, the fuel boost pump is CAS message appears.
deenergized by: C. Ensure FUEL BOOST ON L-R CAS message
appears.
A. The FUEL BOOST pump switch.
D. Ensure the FUEL BOOST pump switch
B. Start circuit termination.
for the tank being fed illuminates.
C. Discontinuing fuel transfer.
D. A time-delay relay. 6. When fuel transfer is selected, rotating the
FUEL TRANSFER switch clockwise to R
3. If a FUEL LEVEL LOW L-R CAS message TANK and the FUEL TRANSFER ON CAS mes-
appears: sage appears:
A. The fuel quantity indicator could read A. This is normal.
less than 190 pounds. B. The boost pump is not actuated.
B. The pilot should land as soon as possible. C. The transfer valve is not fully closed.
C. Both A and B. D. The transfer valve is not fully open.
D. The MASTER WARNING RESET
switchlight flashes.
5 FUEL SYSTEM

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7. Operation of the primary ejector pump

directly depends upon:
A. DC electrical power.
B. High-pressure fuel from the engine
driven fuel pump (motive flow).
C. AC electrical power supplied by the No.
1 or No. 2 inverter.
D. Flow from the transfer ejector pump.

8. If R TANK–to–L TANK fuel transfer is

selected and normal DC electrical power is
lost (battery switch in EMER with a dual
generator failure):
A. The system remains in fuel transfer.
B. The transfer valve fails closed.
C. The boost pump energizes to terminate
fuel transfer.
D. The transfer valve fails open.

9. The maximum normal fuel imbalance is:

A. 600 pounds.
B. 400 pounds.
C. 1,000 pounds.
D. 200 pounds.

5 FUEL SYSTEM

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POWER SYSTEM
6 AUXILIARY
The information normally contained in this chapter
is not applicable to this aircraft.

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CHAPTER 7
POWERPLANT
CONTENTS
Page

7 POWERPLANT
INTRODUCTION................................................................................................................... 7-1
GENERAL............................................................................................................................... 7-1
MAJOR SECTIONS................................................................................................................ 7-2
POWERPLANT INDICATIONS............................................................................................. 7-3
Engine Indicating System................................................................................................. 7-3
Garmin Touchscreen Controllers...................................................................................... 7-5
ENGINE SYSTEMS................................................................................................................ 7-5
Oil System........................................................................................................................ 7-5
Fuel System...................................................................................................................... 7-8
Ignition System.............................................................................................................. 7-10
FADEC Control System................................................................................................. 7-12
MAINTENANCE CONSIDERATIONS............................................................................... 7-15
FJ44-3A Salty/Sandy/Smog Environment Water Wash Policy...................................... 7-15
Engine Cycles................................................................................................................. 7-15
Oil Tank.......................................................................................................................... 7-15
LIMITATIONS....................................................................................................................... 7-15
EMERGENCY/ABNORMAL............................................................................................... 7-16
CREW ALERTING SYSTEM MESSAGES......................................................................... 7-16
QUESTIONS......................................................................................................................... 7-17

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ILLUSTRATIONS
Figure Title Page

7-1 FJ44-3A Cross Section................................................................................................ 7-2

7-2 Engine Indicating System on MFD............................................................................. 7-3
7-3 Values and Limits Displayed Using FADEC Data...................................................... 7-4

7 POWERPLANT
7-4 Garmin Touchscreen Controllers................................................................................. 7-5
7-5 Oil Filler Port and Gauge............................................................................................. 7-6
7-6 Oil Filter Differential Pressure Indicator..................................................................... 7-6
7-7 Oil Temperature EIS Display....................................................................................... 7-7
7-8 Oil Schematic.............................................................................................................. 7-7
7-9 Engine Fuel System..................................................................................................... 7-8
7-10 Fuel Flow and Fuel Temperature Indications.............................................................. 7-9
7-11 GTC Propulsion Controls.......................................................................................... 7-10
7-12 ICE PROTECTION Switches.................................................................................... 7-11
7-13 L and R IGNITION Circuit Breakers........................................................................ 7-11
7-14 Ignition Status............................................................................................................ 7-11
7-15 Engine Power Controls.............................................................................................. 7-12

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TABLES
Table Title Page

7-1 CAS Messages.............................................................................................................7-16

7 POWERPLANT

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CHAPTER 7
POWERPLANT

7 POWERPLANT
INTRODUCTION
This chapter describes the powerplants on the Citation CJ3+ aircraft. The following associated
powerplant monitoring and operating systems are discussed: oil, fuel, ignition, and the full-
authority digital engine control (FADEC).

GENERAL
The FJ44-3A (Figure 7-1) is a twin-spool Engine systems include an oil system, fuel
corotating, axial-flow turbofan engine with system, and ignition system. Engine control and
medium bypass ratio, mixed exhaust, and high operation is performed by a FADEC system.
cycle pressure ratio. The engine produces Maintenance is also addressed.
approximately 2,820 pounds of flat-rated
static thrust at takeoff power at sea level flat
rated to 26°C.

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

stage LP turbine rotor, 2nd stage LP tur-
The FJ44-3A is comprised of six distinct groups: bine nozzle assembly, 2nd stage LP turbine
rotor, rear housing, heat exchanger, and the
• LP shaft—The low-pressure (LP) shaft rear case with exhaust mixer.
module consists of the LP shaft, No. 1
and No. 1.5 bearing supports, No. 1 ball • Fifth group—Accessory gearbox module
bearing, No. 1.5 roller bearing, and No. 1 and engine-mounted accessories. Accesso-
carbon seal. ries consist of an oil pump, hydraulic pump,
fuel delivery unit (FDU), and a starter-gen-
7 POWERPLANT

• Fan group—Consists of the spinner, fan erator. A shaft connected to the HP shaft
rotor, fan housing, fan stator, three-stage (N2) drives the accessory gearbox.
LP compressor, and LP stator stages.
• Sixth group—Airframe-mounted FADEC,
• Core module—The core module consists PT2 and TT2 sensors.
of the interstage housing with integral oil
tank and 1st reduction bevel gear, high- Air is directed from the nacelle inlet to the
pressure compressor (HPC), high-pressure engine air intake. The bypass section of the fan
(HP) shaft, pinion gear and No. 2 ball bear- compresses and accelerates a large mass of air at
ing, diffuser assembly, and the combustor a low velocity into the full-length bypass duct.
cover assembly, fuel manifold, fuel slinger
and seal, HP turbine nozzle, HP turbine, 1st Simultaneously, the core section compresses and
low-pressure turbine (LPT) nozzle, and the accelerates a volume of air to the primary gas path
No. 3 and No. 4 roller bearings and seals. axial compressor (booster) stage. Air pressure is

FAN HP COMPRESSOR N2 BLEED AIR IGNITOR FIRST LP TURBINE

SPINNER
SECOND LP
TURBINE

HP TURBINE
3-STAGE LP ACCESSORY
COMPRESSOR GEAR BOX

Figure 7-1. FJ44-3A Cross Section

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increased by the three booster stages and directed

to the HPC, which 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 services on the aircraft and to internally cool

7 POWERPLANT
the engine.

The HP turbine extracts energy to drive its com-

pressor and the engine accessory section. The LP
turbine extracts energy to drive the LP compres-
sor (fan and boosters). The remaining energy is
directed into the exhaust section where it joins
with the bypass airflow to provide thrust.

POWERPLANT
INDICATIONS
ENGINE INDICATING SYSTEM
The Garmin 3000 Avionics suite has two
main features for the powerplant system: the
engine indicating system (EIS) indications and
the control through the Garmin Touchscreen
Controllers (GTC).

The top portion of the EIS displays powerplant

indications such as N1, ITT, N2, fuel flow, and
oil pressure and temperature (Figure 7-2 and
Figure 7-3). These digital readouts are normally
displayed on the multifunction display (MFD).

Alerts and warnings are provided for operation

outside normal limits.

On the EIS, colors indicate the status of systems:

• Green indicates within normal limits.
• Amber indicates transient limits above or
below normal limits, typically limited by
time. Amber indicates a possible need for
future corrective action.
• Red indicates limits and a need for imme-
diate corrective action.
Figure 7-2. Engine Indicating System on MFD

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THRUST COMMAND INDICATION (TCI)

N1 ANALOG SCALE N1TARGET BUG

N1 ANALOG POINTER N1 REDLINE

N1 DIGITAL DISPLAY
7 POWERPLANT

Figure 7-3. Values and Limits Displayed Using FADEC Data

Instrumentation been selected. After the engine reaches maximum

FADEC calculated takeoff power, the bug will turn
Fan N1 RPM green. If one of the two FADEC channels fails, the
bug will turn yellow in color and will be accompa-
N1 (Fan) RPM Indication nied by the ENGINE CNTRL FAULT L-R CAS message.
N1 is the primary thrust indicator for the FJ44-3A
engine. All engine power settings are made with N1 Data Failure (N1 Flag)
reference to N1. The N1 displays indicate engine On the EIS display, the N1 pointer is removed if
fan rpm. N1 is indicated as a percentage of no FADEC N1 data is available. The data sources
maximum N1 rpm (100% = 18,000 rpm). for N1, N2, and ITT are the FADECs. The left
FADEC active channel supplies data for the
The N1% EIS display is analog and digital left indications, while the right FADEC active
indications at the top of the EIS on the MFD (or channel supplies data for the right indications.
on the PFD, if reverted). This display includes an Redundancy is provided by automatic switchover
N1 target bug and thrust command indication. to the opposite channel in the event of active
channel failure.
The N1 rpm signal is supplied from a monopole
pickup in the compressor case next to the oil filler If both sources of N1 are failed for the respective
cap. The monopole produces a signal propor- engine, four amber dashes and a decimal point
tional to N1 rpm. The signal is sent through the display for the N1% digital readout on the MFD/
FADEC to the MFD. PFD display.
N1 Target Bug and Thrust Command Inter-Turbine Temperature Display
Indication
The inter-turbine temperature (ITT) gauge (Fig-
The N1 target bug is on the N1 analog scale. The ure 7-3) indicates the temperature between the
position of the bug is automatically set by the first and second turbine stages. The ITT pointer
FADEC, based upon ambient conditions. There only shows when ITT is above 100°C. An analog
is no pilot control, however, the bug will change pointer is always available. The scale on which it
color based on throttle position or FADEC failure is displayed changes based on engine start ver-
status. During engine start, the bug will appear sus normal operations. A digital readout below
after the engine reaches idle speed. While operat- the analog scale will automatically display when
ing under normal conditions, the bug will remain the engine is off, during engine start, or if ITT
blue, indicating the maximum available N1 speed exceeds normal limits. The ITT digital readout
selectable. With the throttles set in the maximum may be selected on continuously with the Display
takeoff (TO), climb (CLB), or cruise (CRU) power Engine Digits button in the Propulsion page of
detents, the thrust command indication will dis- either GTC. If the engine exceeds maximum ITT
play in green letters which throttle position has limits while starting or during normal operations,

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the analog pointer will turn red. During engine

start, a yellow band will appear on the ITT scale.
ENGINE SYSTEMS
Refer to the AFM Operating Limitations section The engine systems include the following:
for specific time versus temperature limit charts.
• Oil system
Turbine N2 RPM (HP Compressor) • Fuel system
Turbine or HP compressor rpm is supplied by • Ignition system
the gearbox section and is digitally displayed
in percentage of N2 rpm on the MFD. The • FADEC system

7 POWERPLANT
N2 monopole pickup produces an N2 signal
proportional to N2 based on the fuel pump gear
shaft speed.
OIL SYSTEM
Four amber dashes and a decimal point are Description
displayed if both sources of N2 are failed for the The oil system is fully automatic and provides
respective engine. Left FADEC is the only source cooling and lubrication of the engine bearings
for the left engine. Right FADEC is the only and the accessory section.
source for the right engine.
Approved Oils
DC power failure will cause the MFD and EIS
displays to fail, with no backup engine instru- Mobil Jet II and Mobil 254 are the only approved
mentation available. oils. Mixing of approved oils is permissible. All
oils are MIL-L-23699. Check the current list of
engine oils in the Limitations section of the Air-
GARMIN TOUCHSCREEN craft Flight Manual (AFM).
CONTROLLERS
The Garmin Touchscreen Controllers (GTCs) Components
are on the cent pedestal and control the FADEC
reset, ignitors, FADEC channels, and have a but- Oil Tank
ton control to display a digital readout of the ITT The 4.5-quart oil reservoir is an integral part of
on the MFD (Figure 7-4). the interstage housing, which incorporates a filler
port that is accessible for servicing and checking
GARMIN TOUCHSCREEN CONTROLLERS (Figure 7-5).

Oil Pump
An engine-driven oil pump on the acces-
sory section (including one pressure and two
scavenge elements) provides for pressure,
lubrication, and scavenging.

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
fuel delivery unit (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
Figure 7-4. Garmin Touchscreen Controllers exchanged through the metal housing.

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Oil Filter the exterior preflight and postflight by touching

the indicator button through an access panel on
The oil filter, which is a disposable cartridge, is
the lower right engine nacelle (Figure 7-6). The
used to remove solid contaminants. It has bypass
pilot feels the metal button to see if it is extended
capability; however, there is indication the filter
(popped). More than 12–18 psid differential
is being bypassed. A bypass warning indicator
pressure pops the button. The fingertip is placed
on the oil filter is checked “not extended” during
through the hole in the cowl to feel the button.

Controls and Indications

7 POWERPLANT

Oil Pressure Data Failure

If oil pressure from all sources has failed, three
amber dashes display in the digital readout.

Oil Temperature Indicating System

A sensor in each powerplant transmits oil
temperature signals. The oil temperature for both
engines is digitially displayed on the EIS just
OIL FILLER PORT AND ACCESS DOOR below the OIL PSI (Figure 7-7).

OIL LEVEL GAUGE AND ACCESS DOOR Figure 7-6. O

 il Filter Differential
Pressure Indicator
Figure 7-5. Oil Filler Port and Gauge

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Oil Temperature Data Failure Operation and Limitations

If oil temperature data from all sources is failed, Figure 7-8 illustrates the operation of the ­engine
three amber dashes display. oil system.

NOTE
Starting in cold weather conditions:
When starting a cold-soaked engine
below freezing temperature, high oil

7 POWERPLANT
pressure can occur. As oil temperature
rises at idle, oil pressure should fall. Do
not run the engine above 80% N2 until
Figure 7-7. Oil Temperature EIS Display oil temperature is above 10°C (50°F).

INTEGRAL OIL NOTE:

RESERVOIR TOTAL OIL—4.5 QTS

OIL PUMP TO ACCESSORY

GEAR BOX
RELIEF
SCAVENGE
VALVE
PUMP
OIL TO
ACCESSORY
GEAR BOX
SCAVENGE ACCESSORY
PUMP GEAR BOX

OIL COOLER

FUEL IN FUEL OUT

15-PSI 25-PSI
SPRING TRANSDUCER TEMP
BYPASS SENSOR

OIL FILTER

Figure 7-8. Oil Schematic

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NOTE FUEL SYSTEM

Operation at all engine speeds is
permitted when engine oil temperature Description
is between 10°C and 135°C (50°F and The fuel system (Figure 7-9) includes a single
275°F). tank supplying the left engine and a single tank
supplying the right engine. Transfer capability is
Maximum permissible normal provided in the event a lateral imbalance occurs.
operating oil consumption is .023 Total usable fuel for flight planning purposes is
gallons per hour (gph), which is 2,355 pounds per wing (349 gallons), or 4,710
7 POWERPLANT

approximately 0.1 quart per hour. The pounds total.

engine may lose oil at a faster than
normal rate when windmilling in flight. Components
Fuel Delivery Unit
Emergency
The FADEC-controlled, engine-driven fuel
Refer to procedures and checklists in the AFM delivery unit (FDU) is driven through the FDU-
for loss of oil pressure and loss of oil temperature to-gearbox attachment. The FDU includes the
indication. main engine fuel pump, main engine fuel filter,
metering components, and a permanent magnet
alternator (PMA).

FUEL / OIL HEAT

FUEL FLOW EXCHANGER
TRANSDUCER
LAST ENGINE FUEL
FUEL CHANCE PUMP
SLINGER FILTER P SWITCH FUEL
(ROTATING) FILTER

FUEL FILTER
BYPASS

GEAR
PUMP

MANIFOLD
FMU BYPASS
RETURN
F
M
U

P
START
MECHANICAL NOZZLE
TRIGGER

EMERGENCY MOTIVE
BOOST PUMP SHUTOFF
COMBUSTION (CENTRIFUGAL) FLOW
CHAMBER VALVE

FROM LEFT FIREWALL

TANK SHUTOFF
VALVE

Figure 7-9. Engine Fuel System

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The FDU fuel pump supplies fuel to the manifold FUEL FLOW
leading to the fuel slinger, a fuel shutoff valve,
and a start nozzle.

Fuel Filter Bypass

If the fuel filter is obstructed or its flow is restricted,
the fuel filter bypass permits fuel to continue
flowing to the engine, bypassing the filter.

7 POWERPLANT
NOTE
Fuel filter bypass flow eliminates the
protection provided by the fuel filter.
This may permit contaminated fuel
to enter the engine causing partial or
total loss of engine thrust and also
engine damage.

Controls and Indications

Fuel Flow Indication
A flow meter senses metered fuel flow downstream
from the FDU. FUEL TEMPERATURE

NOTE Figure 7-10. F

 uel Flow and Fuel
Temperature Indications
Fuel-flow indication reads 0 when the
associated throttle is moved to OFF.
Each fuel temperature readout consists of up to
Fuel flow is normally displayed in pounds per two digits with a leading negative sign when the
hour (pph). Optional kilograms per hour (kph) temperature is below 0°C. Two amber dashes dis-
may be displayed. play if fuel temperature from all sources has failed.

The fuel flow displays consist of digital readouts Operations and Limitations
for each engine (Figure 7-10). A white FUEL PPH
legend is displayed between the left and right The FDU supplies fuel to a manifold leading to the
digital readouts. Display range is 0 to 2,000 pph fuel slinger, a fuel shutoff valve, and a start nozzle.
(0 to 907 kph). Fuel flow values display in green. The fuel pressurization slinger rotates with the HP
rotary group (N2) and ejects fuel radially through
The displayed fuel flow values include 9 pph for a series of holes into the combustion chamber.
unmetered start nozzle fuel flow. Four amber dashes
display if fuel flow from all sources has failed. A fuel metering unit integral to the FDU controls
fuel flow. The FDU also contains a drop-tight
Fuel Temperature Indication pressurizing valve to seal the fuel supply from the
engine combustor when the engine is shut down.
Fuel temperature readouts on the EIS fuel display The FDU provides regulated motive flow fuel
indicate the temperature in the respective wing pressure to the wing tank ejector pumps.
tank sumps in degrees Celsius (°C) only (Figure
7-10). The left and right digital readout displays
are directly below the respective fuel quantity
gauges and have a white °C legend between them.

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Emergency
Emergency Fuel Shutoff
An N1 shaft separation detection device detects
N1 shaft movement. This detection system moni-
tors aft movement of the N1 shaft. If the N1 shaft
separates, the speed of the turbine wheels will
increase with the loss of resistance created from
the fan blades drawing air into the engine. This
7 POWERPLANT

increase in N1 turbine wheel speed could lead

to a catastrophic engine failure. If an aft shift is
detected, the FDU fuel flow shutoff lever is auto-
matically closed, terminating fuel flow.

IGNITION SYSTEM
Description
Each engine has two independent ignition sys-
tems, composed of one exciter box and one
igniter plug. Either igniter is capable of starting
the engine. Manual controls to activate ignition
are provided, but no pilot interaction is required.

Components
High-Energy Exciter Boxes
The high-energy ignition system includes two Figure 7-11. GTC Propulsion Controls
exciter boxes. These amplify the voltage being
directed toward the igniters. Each exciter powers
its respective igniter plugs. left and right igniters are automatically selected
for any in-flight restarts, on approach when the
landing gear is down and locked with the throttle
Igniter Plugs below the max cruise setting, and during FADEC-
The ignition system contains two igniter plugs. detected flameout recovery.
These igniter plugs extend into the primary zone
of the combustion chamber. It is not necessary to select ignition to ON during
takeoff or when in hail, rain, or runway slush.
Controls and Indications Selecting the On mode on the GTC provides
The ignition system is controlled by the FADEC, continuous ignition (for the selected engine)
or by a selection on the GTC. The ignition mode regardless of the position of the throttle.
is selected on the Propulsion GTC page (Figure
7-11) and consists of Normal and On selections. When the ICE PROTECTION bleed-air switches
(Figure 7-12) are selected to ENG ONLY or
When the Normal mode is selected, automatic WING/ENG, the igniters are not activated. The
ignition occurs during engine start and as igniters are activated by the FADEC as described
determined by the FADEC. During normal ground earlier, or when Ignition is selected to the On
engine starts, the FADEC alternates between the position on the GTC Propulsion page.
left and right igniters for each start. Both the

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7 POWERPLANT
Figure 7-12. ICE PROTECTION Switches

The left exciter boxes are powered from a single

circuit breaker that is supplied power from the
right main electrical bus. The right exciter boxes
are powered from a single circuit breaker that is
supplied power from the left main electrical bus.
Both the L IGNITION and R IGNITION circuit
breakers are in the ENGINE-FUEL section of the
pilot CB panel (Figure 7-13).
Figure 7-13. L
 and R IGNITION
A green IGN appears adjacent to the N2 readouts Circuit Breakers
(Figure 7-14) indicating that power is being sup-
plied to the exciter box.
IGNITION STATUS
Operations and Limitations
Ignition is automatically controlled by the
FADEC. Manual ignition is not required during
takeoff, in-flight turbulence, icing conditions,
final approaches, landings, or heavy precipitation,
etc. The FADEC automatically turns on ignition
for engine starts, engine rollback, or if environ-
mental conditions warrant. There is no limit for
manual ignition operation; however, minimum
use increases ignition component life.
Figure 7-14. Ignition Status
Emergency
During an in-flight engine failure, the FADEC
activates both igniter plugs for an automatic
restart.

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FADEC CONTROL SYSTEM FADEC provides automatic control via the FDU of
engine power settings, transient control, and fuel
Description delivery during starts. The FADEC controls fuel
valve position to modulate fuel flow, the solenoid
Aircraft electrical power is supplied to the fuel shutoff valve, and the engine bleed state, all
FADEC for engine starting. The FADEC does integral to the FDU. The FADEC provides limits
not control the engine starter, but does control for critical parameters (i.e., N1, N2, and ITT).
ignition sequencing. The FADEC only uses one of N1 is governed at high power settings and N2 at
the two igniters for ground starting and alternates low power settings. Overspeed function limits for
between igniters during subsequent starts. The both N1 and N2 are governed by FADEC.
7 POWERPLANT

FADEC uses both igniters for in-flight restarts

and flameout protection. Engine power control is achieved by a throttle
operating in a quadrant on the center pedestal
For each engine, thrust is controlled through (Figure 7-15) providing electronic inputs to the
electronic thrust-lever input to a FADEC. The FADEC. Throttle travel is from full aft or IDLE,
FADEC then controls fuel flow through an FDU.
The FDU includes a fuel pump and is driven
by the engine gearbox. The FADEC governs N1
and N2 speeds to set engine thrust. Engine speed
synchronization is managed automatically by
FADEC. The engines are typically synced with
N1 at high power settings and N2 at lower power
settings. The right engine will match the speed of
the left engine if the throttles are set closely to
each other.

At power settings from partial power to takeoff,

the FADEC governs N1 as a function of thrust
lever angle (TLA), engine inlet total pressure
(PT2), engine inlet total temperature (TT2), and
bleed-air extraction level.

At low power settings, the FADEC governs N2 as a

function of TLA, PT2 and TT2, bleed-air extraction
level, and aircraft weight-on-wheels (WOW).

Each FADEC (one per engine) includes two

channels, Channel A and Channel B, in a single
electronic box and is airframe mounted. Either
channel can operate as primary control with
automatic switchover to the opposite channel
in the event of channel failure. If both FADEC
channels fail on one engine, the engine will
shut down. There is no tie between left and right
engine FADECs to support operating both engines
from only one FADEC. Channel switchover
also normally occurs at engine shutdown in
preparation for the next engine start.
Figure 7-15. Engine Power Controls

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cruise (CRU), climb (CLB) , and takeoff (TO) Operation

positions. An IDLE stop in the thrust quadrant
prevents inadvertent selection to off. A latch on Engine Starts
the throttle must be raised before the throttle can Control and procedures for starting are in Chapter
be moved to, or from, the OFF position. 2—Electrical Power Systems. Engine starting
includes two general categories:
A friction adjustment is provided for the throttle
by a twist knob on the right side of the pedestal. • Ground starting includes battery start-
Forward rotation increases friction as indicated ing, generator-assist starting, and external
by arrows on the knob.

7 POWERPLANT
power unit (EPU) starting. To remain
within the limitations for starting in a
Components crosswind or tailwind condition, tow or
hand-push the aircraft into the wind. When
Acceleration/Deceleration Bleed Valve moving the aircraft by hand, have a person
The FADEC commands the FDU to open the in the cockpit guarding the brakes.
engine acceleration/deceleration bleed valve via
mechanical linkage whenever acceleration or NOTE
deceleration is commanded. The valve is open Airflow disturbances across the engine
during starts and closes at approximately 73% intake, particularly during gusty
N2 during acceleration, and reopens at approxi- tailwind or crosswind conditions,
mately 73% N2 during deceleration. The bleed may result in rpm fluctuations. This is
valve unloads the HP compressor, which allows normal at high-power settings during
improved acceleration response by venting bleed static or low-speed operations. Start
air into the bypass duct. the downwind engine first.

Permanent Magnet Alternator • Air starting includes starter-assist (bat-

After engine start, the permanent magnet alterna- tery) and windmilling airstart. All types of
tor (PMA) (integral to the FDU) is the primary airstarts must be performed in accordance
power source for the FADEC and aircraft power is with the airstart envelope.
secondary (standby). If a complete loss of aircraft
electrical power occurs, the FADEC(s) maintains During the start sequence, the throttle is advanced
engine operation. to IDLE. Lift the latch and quickly advance the
throttle to the idle stop. This activates automatic
ignition. Once fuel flow or ignition has started,
Controls and Indications the ITT must increase within 10 seconds and N1
fan rotation must be indicated by 25% N2.
Throttle Positions
TO—Takeoff thrust is commanded when the The start sequence terminates at approximately
throttle is in the TO position and scheduled 45% N2 by the starter-generator speed sensor.
based on inputs of N1, TT2, PT2, and anti-ice The engine rpm then increases to ground idle rpm
and TT2 heat. approximately 51–54% N2.

CLB—Maximum continuous climb thrust is Idle Schedules

commanded when the throttle is in the CLB Idle power (flight or ground) is commanded
position. when the throttle is in the idle position. Flight
idle is scheduled based on the aircraft weight-on-
CRU—Maximum cruise thrust is commanded wheels (WOW) switch. There is an eight-second
when the throttle is in the CRU position. delay when switching from ground idle to
normal with WOW.

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Depending on conditions, there are three possible Thrust Schedules

idle speeds:
The FADEC recognizes five set power settings
1. Ground idle—Approximately 51% N2 or (or flats):
slightly higher
• Shutdown (OFF)
Conditions: • IDLE position
a. Weight on wheels • Maximum cruise thrust (CRU position)
b. Throttles at idle • Maximum climb thrust (CLB position)
•
7 POWERPLANT

Takeoff thrust (TO position)

2. Flight idle—Approximately 60% N2 or
slightly higher Maximum thrust schedules are dependent upon a
Conditions: combination of anti-ice inputs from the aircraft.
a. In flight
Abnormal
b. Weight off wheels
Engine startups should be aborted for any of the
3. Anti-ice idle—Approximately 70% N2 or following starting conditions:
slightly higher • False start—No ITT/fuel flow within 10
Conditions: seconds after first indication of fuel flow.
a. Weight off wheels • Hot start—ITT rapidly approaching 1,000°C.
b. Gear up • No N1 rotation by approximately 25% N2.
c. Selecting WING/ENG or ENG ONLY • Hung start—Slow or no rotation after ITT
increases and prior to reaching idle rpm.
NOTE
To abort the start, move the throttle to OFF, motor
Selecting gear down returns the engine for 15 seconds, then press the START–DISENG
to flight idle. Idle speeds will increase button.
with increasing altitude.

Selecting the WING/ENG or ENG ONLY switch Emergency

positions on the ICE PROTECTION panel during In the event that oil pressure falls below
flight (with gear up) results in the engine running limits, the OIL PRESSURE LOW L-R CAS message
at the anti-ice idle power setting when the thrust illuminates accompanied with an aural
lever is at the IDLE position. alert, and the MASTER WARNING RESET
switchlight flashes.
NOTE
For adequate anti-ice system In the event of an engine failure, the ENGINE FAIL L-R
performance, power settings above CAS message illuminates accompanied with an
IDLE may be required when anti- aural alert, and the MASTER WARNING RESET
ice is selected (refer to AFM—Icing switchlight flashes.
Limitations).
If the throttle is moved to the OFF position, the
ENGINE SHUTDOWN L-R CAS message will display.
In flight, with the gear up, if normal DC power
fails, the FADEC commands anti-ice idle. If gear
is down, FADEC commands flight idle.

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MAINTENANCE recorded in the aircraft log book for each individual

engine at the completion of each flight as follows:
CONSIDERATIONS 1. Full cycle—Engine start, takeoff power
setting, followed by engine shutdown,
FJ44-3A SALTY/SANDY/SMOG regardless of duration
ENVIRONMENT WATER WASH 2. Partial cycle:
POLICY
a. A touch-and-go landing—0.50 cycle
Perform the powerplant desalinization procedure b. A full stop landing without engine shut

7 POWERPLANT
(71-00-03, P.B. 701) at the end of operations each down—0.50 cycle
day if routinely flying at low altitudes (4,000 feet
or below for more than 30 minutes) over saltwater
environments. OIL TANK
Perform the powerplant desalinization procedure Check the oil 10 minutes after shutdown. When
(71-00-03, P.B. 701) at least once a week if flying finished, ensure the cowl door is secured. Do not
at higher altitudes or occasionally lower altitudes fill above the FULL mark. Total oil in each engine
(4,000 feet or higher or below 4,000 feet for less is 4.5 U.S. quarts.
than 30 minutes) over saltwater environments.

Perform the powerplant desalinization procedure

Oil Tank Checking and Servicing
(71-00-03, P.B. 701) at least once per week if The CJ3+ engines include a sight glass with
routinely performing takeoffs or landings in FULL and ADD marks. The sight glass access
sandy or smog environments. door under the oil filler door makes it more con-
venient to check the sight gauge oil level. If it
Perform compressor cleaning to improve becomes necessary to service oil, a three-step lad-
compressor efficiency by removing normal accu- der is required to reach the door. After servicing
mulations of dirt and grime (71-00-03, P.B. 701). the engine, ensure the engine oil cap is correctly
installed and the doors secured. The FJ44-3A
engine is equipped with a check valve feature to
ENGINE CYCLES ensure that oil loss is prevented if the cap is not
The FJ44-3A has a 4,000-hour time before installed or is improperly installed.
overhaul (TBO) and a 2,000 hour hot section
inspection (HSI). Engine operating life limits are
determined by mechanical and thermal stresses LIMITATIONS
that occur during engine operation. It is therefore
necessary to record flight cycles (both partial and For specific limitations, refer to the FAA-approved
full) in addition to operating hours. Cycles do not AFM.
need to be counted during ground operation when
conducted for purposes of normal engine and air-
craft maintenance.

The total true cycles are the sum of full and par-
tial cycles accrued during each flight and must be

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EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.

CREW ALERTING
7 POWERPLANT

SYSTEM MESSAGES
Table 7-1 is a summary of all crew alerting system
(CAS) messages referenced in this chapter. The
messages are categorized as warning, caution,
advisory, or status.

Table 7-1. CAS MESSAGES

MESSAGE DESCRIPTION INHIBITS
This message will post when an engine fails and does not appear to the
ENGINE FAIL L-R ESDI
FADEC to be a normal shutdown.
OIL PRESSURE LOW L-R Engine is running and the oil pressure is below limits. LOPI
Indicates a fault in the FADEC. This message is inhibited for 10 seconds after
ENG CNTRL FAULT L-R LOPI, TOPI
initial aircraft power-up.
ENGINE SHUTDOWN L-R Engine has been intentionally shut down with the throttle in cutoff. NONE

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QUESTIONS
1. The primary thrust indicator for the Wil- 5. Select the correct statement concerning the
liams International FJ44-3A is: FJ44-3A engine:
A. Fuel flow. A. Fuel from the engine fuel system is used
B. N1. to cool the engine oil through a fuel-oil
heat exchanger.
C. ITT.
B. The engine accessory gearbox has its
D. N2.

7 POWERPLANT
own oil lubricating system (independent
of the engine itself).
2. If one igniter fails during engine start:
C. The indication of low oil pressure is only
A. The engine starts normally. the OIL PRESSURE LOW L-R CAS message.
B. It results in a “hot” start. D. Electrical power is not required to power
C. Combustion does not occur. the ITT instrument since it is self-gener-
ating.
D. A or C depending on which igniter is
being used for that start.
6. The OIL PRESSURE LOW L-R CAS message
appears whenever:
3. Ignition and boost pump operation during
engine start are normally terminated by: A. Oil temperature exceeds 136°C.
A. Turning the IGNITION switches off. B. Oil pressure is below limits.
B. The speed-sensing switch on the starter- C. Oil filter clogs and bypasses oil.
generator at approximately 45% N2. D. The fuel-oil cooler becomes clogged.
C. Turning the boost pump switch off.
D. Opening the ignition circuit breakers on 7. The maximum allowable operating oil con-
the right CB panel. sumption for the FJ44-3A engine is:
A. 0.8 quart per hour.
4. Power is automatically applied to one igniter B. 0.023 U.S. gallon per hour, or approxi-
when the Ignition is in Normal anytime: mately 0.1 quart per hour.
A. The ENGINE START button is C. 0.5 gallon every 40 hours.
depressed and the thrust lever is moved D. No specified figure since it depends
to idle. upon TBO.
B. May activate if surface deice system is
on. 8. If the N1 fan shaft shifts aft:
C. Will activate if engine anti-ice switch is
A. The engine automatically shuts down.
on.
B. The vibration detector causes illumina-
D. Both A and C.
tion of the MASTER WARNING lights.
C. The synchronizer shuts the engine down.
D. Nothing occurs.

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9. Select the true statement concerning the

FJ44-3A engine:
A. Start nozzle fuel flow is 9 pph constant.
B. Green ignition light confirms one or
both exciters is(are) powered.
C. Mobil Jet II and Mobil 254 are approved.
D. All of the above.
7 POWERPLANT

10. If the left fuel filter is bypassed:

A. The engines flame out immediately and
the aircraft should be landed immedi-
ately.
B. The fuel boost pump automatically acti-
vates.
C. Fuel transfer should be selected to
ensure that the fuel is filtered before
reaching the engine.
D. Contaminated fuel may be blocking the
left engine fuel filter. Flame out is pos-
sible.

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CHAPTER 8
FIRE PROTECTION
CONTENTS
Page

INTRODUCTION................................................................................................................... 8-1
GENERAL............................................................................................................................... 8-1
FIRE DETECTION................................................................................................................. 8-2
Description....................................................................................................................... 8-2
Components...................................................................................................................... 8-2
Controls and Indications................................................................................................... 8-3

8 FIRE PROTECTION
FIRE EXTINGUISHING......................................................................................................... 8-5
Description....................................................................................................................... 8-5
Components...................................................................................................................... 8-5
Controls and Indications................................................................................................... 8-5
Operation.......................................................................................................................... 8-6
MAINTENANCE CONSIDERATIONS................................................................................. 8-7
LIMITATIONS......................................................................................................................... 8-7
EMERGENCY/ABNORMAL................................................................................................. 8-7
CREW ALERTING SYSTEM MESSAGES........................................................................... 8-8
QUESTIONS........................................................................................................................... 8-9

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ILLUSTRATIONS
Figure Title Page

8-1 L and R FW SHUTOFF and L and R FIRE DET Circuit Breakers............................ 8-2
8-2 Fire Protection System................................................................................................ 8-3
8-3 L and R ENG FIRE and BOTTLE ARMED Switchlights.......................................... 8-4
8-4 GTC System Tests Page............................................................................................... 8-4
8-5 MASTER WARNING RESET and MASTER CAUTION RESET Switchlights....... 8-5
8-6 Fire Bottle.................................................................................................................... 8-5
8-7 Portable Fire Extinguishers.......................................................................................... 8-6

8 FIRE PROTECTION
TABLES
Table Title Page

8-1 CAS Messages...............................................................................................................8-8

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CHAPTER 8
FIRE PROTECTION

8 FIRE PROTECTION
INTRODUCTION
The Citation CJ3+ is equipped with engine fire detection and fire extinguishing systems as stan-
dard equipment. The detection system consists of two separate detection circuits (one for each
engine) that provide visual and aural warnings. The fire extinguishing system consists of a fire
bottle that is activated from the cockpit. The fire bottle is capable of being used for either engine.
A handheld fire extinguisher provides fire protection inside the aircraft. The forward and aft bag-
gage compartments each have one smoke detector.

GENERAL
For each engine, the engine fire and overheat pressurized with nitrogen, and discharged by
detection system includes a detector/sensor, fire electrically activated squibs. The bottle is armed
warning lights, CAS message, and aural warning. and activated manually from the cockpit and is
The system requires normal DC power and is guarded against overpressure.
tested through the GTC System Tests page.

The fire extinguishing system consists of a

fire bottle charged with extinguishing agent,

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FIRE DETECTION
DESCRIPTION
The fire detection system consists of the follow-
ing items:
• Engine fire sensors (one in each engine
nacelle)
• Red L and R ENG FIRE switchlights
• Fire Warning test on the GTC System Tests
page
• ENGINE FIRE L-R and BAGGAGE SMOKE FWD-AFT
CAS messages
• Left and right engine fire aural warning
The engine fire detection system receives DC
power through the L and R FIRE DET circuit
breakers in the ENGINE-FUEL section of the pilot
8 FIRE PROTECTION

CB panel (Figure 8-1). The firewall shutoff valves

receive power from the L and R FW SHUTOFF
circuit breakers (Figure 8-1).

NOTE
Loss of DC power disables the engine
fire detection system, preventing
engine fire detection indications (even
during test).

COMPONENTS
Engine Fire Sensor
Each engine fire sensor is a flexible stainless
steel tube containing a fixed volume of inert
gas (helium) with a pressure detector at the end Figure 8-1. L
 and R FW SHUTOFF
(Figure 8-2). and L and R FIRE DET
Circuit Breakers
The tube routes throughout the engine nacelle. An
increase in temperature on any part of the tube pressure decreases, the sensor switch opens and
increases the pressure of the gas inside the tube. causes the cockpit indications to cancel.
The end of the tube connects to a detector unit
containing two pressure switches. One switch is for NOTE
the alarm and the other is for testing tube integrity. Mechanical damage to the pneumatic
detector sensor tube cannot result in
When a fire or overheat condition causes the a false alarm. Damage to the unit will
gas pressure in the tube to increase sufficiently result in a failed test (via the integrity
to close the sensor switch, an electrical signal switch in the engine fire sensor) rather
triggers the cockpit fire indications. When the than a false alarm.

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L ENG
FIRE
FUSIBLE PLUG
GAUGE BOTTLE
ARMED

FIRE BOTTLE BOTTLE

ARMED

ENG
FIRE R

8 FIRE PROTECTION
PRESSURE SENSORS

FIRE DETECTION LOOP

HELIUM-FILLED TUBE

Figure 8-2. Fire Protection System

Baggage Smoke Detection CONTROLS AND INDICATIONS

Sensor
L and R ENG FIRE Switchlights
A smoke detection sensor is overhead in both
the forward and aft baggage compartments. The The red L and R ENG FIRE switchlights are in the
baggage smoke detectors require normal DC center of the cockpit glareshield, in the fire tray,
electrical power from the baggage smoke detect on either side of the flight guidance panel (Figure
circuit breaker in the aft J-Box in the tail cone. 8-3). They respond to signals from the engine fire
sensors. In each red ENG FIRE switchlight are
If either or both forward or aft smoke detectors four light bulbs wired to illuminate together; if
sense smoke, a circuit is completed that causes the any light bulb fails, the others are not affected.
red BAGGAGE SMOKE FWD-AFT CAS message to dis-
play. Resetting the MASTER WARNING RESET When a fire or overheat condition causes an engine
switchlights resets the BAGGAGE SMOKE FWD-AFT fire sensor to close its sensor switch, it powers and
annunciator to illuminate steady. illuminates the red L or R ENG FIRE switchlight,
whichever is appropriate, and the aural warning “left
[or right] engine fire” is given. The ENGINE FIRE L-R
CAS message also displays on the PFD.

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L ENG
FIRE
ENG
FIRE R

BOTTLE BOTTLE
ARMED ARMED

Figure 8-3. L and R ENG FIRE and

BOTTLE ARMED Switchlights
8 FIRE PROTECTION

When the engine fire sensor cools, the sensor

switch opens and extinguishes the corresponding
red ENG FIRE switchlight.

Engine Fire Detection Test

The engine fire detection system requires normal
Figure 8-4. GTC System Tests Page
DC power for operation. The System Tests page on
the GTC tests the fire detection system (Figure 8-4).
NOTE
The following items occur during this system test:
A successful Fire Warning test on
1. When Fire Warning is selected, both red the GTC System Tests page does not
L ENG FIRE and R ENG FIRE switch- confirm that the fire bottle is serviced
lights illuminate steady. and full; this can only be confirmed
2. The ENGINE FIRE L-R CAS message appears by a visual check of the bottle gauge
and the MASTER WARNING RESET (see Engine Fire Extinguishing—
switchlight (Figure 8-5) is flashing and is Maintenance Considerations later in
cancelable. this chapter).

3. Voice annunciations “left engine fire,”

then “right engine fire” are heard at least NOTE
once each over the speaker and headset. If normal DC power fails, disabling the
engine fire detection system, there are
4. The MASTER WARNING RESET no Fire Warning indications during the
switchlight is cancelable and system test.
the ENGINE FIRE L-R CAS message stops
flashing.

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Figure 8-5. M
 ASTER WARNING RESET
and MASTER CAUTION
RESET Switchlights

FIRE EXTINGUISHING

8 FIRE PROTECTION
DESCRIPTION
The engine fire extinguishing system consists of
the following items:
• Deployment tubes and nozzles
• 2 BOTTLE ARMED switchlights Figure 8-6. Fire Bottle
• Halon-filled fire bottle
Portable Fire Extinguisher
COMPONENTS Two portable 2-1/2 pound handheld fire
extinguishers are in the aircraft, stowed in quick-
Extinguishing (Fire) Bottle release brackets. One is on the floor inboard of
The fire bottle is in the tail cone area (Figure 8-6). the copilot seat, accessible to either pilot. The
The fire bottle incorporates fill and pressure-relief second is behind the left rear seat (Figure 8-7).
valves, temperature-compensating switches, and
explosive-cartridge-operated discharge valves. The portable extinguisher is a pressurized bottle
containing Halon extinguishing agent. A gauge
The fire bottle contains a charge of on the extinguisher indicates whether the portable
Halon, pressurized by nitrogen. When the extinguisher is currently charged. Verify that the
BOTTLE ARMED switchlight (see Figure 8-3) pressure indication shows in the green arc.
is pressed, an explosive cartridge opens the bottle
discharge valve to release the contents through
tubes and nozzles to the appropriate engine nacelle. CONTROLS AND INDICATIONS
The bottle has a combination fill fitting and safety L and R ENG FIRE Switchlights
relief valve (fusible plug). If the temperature of the
The guarded red L and R ENG FIRE switchlights
bottle becomes excessive, the relief valve opens,
are in the center of the cockpit glareshield (see
releasing the contents into the tail cone area.
Figure 8-3). The switchlights illuminate when an

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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.

FIRE EXTINGUISHER ON FLOOR

INBOARD OF COPILOT SEAT
OPERATION
When an engine fire or overheat condition is
indicated by illumination of the applicable red L
or R ENG FIRE switchlight on the glareshield,
apply the following actions:
1. Retard the throttle to IDLE to determine the
actual condition:
FIRE EXTINGUISHER GAUGE
• If the red L or R ENG FIRE switchlight
extinguishes, the warning is probably caused
by a bleed-air leak. Refer to the checklist.
• If the red L or R ENG FIRE switchlight
remains illuminated for 15 seconds, assume
8 FIRE PROTECTION

an engine fire and follow the steps below.

FIRE EXTINGUISHER BEHIND
THE LEFT REAR SEAT
2. Lift the clear plastic light cover and depress
the illuminated red L or R ENG FIRE switch-
Figure 8-7. Portable Fire Extinguishers light. The appropriate side FIREWALL SHUTOFF
CAS message will appear.
excessively high temperature is present in either
engine nacelle. The appropriate ENGINE FIRE L-R CAS NOTE
message appears, the MASTER WARNING RESET The BOTTLE ARMED switchlight
switchlights flash, and a voice annunciation is heard. does not confirm the bottle is serviced
and full. This can only be confirmed
When the guard is lifted and the illuminated by a visual check as described in the
switchlight is pushed, the following occurs: Maintenance Considerations section
• The respective engine fuel and hydraulic later in this chapter.
firewall shutoff valves close.
• The respective generator field is disabled In addition:
(opens). • The fuel and hydraulic firewall shutoff
• The fire bottle is armed, indicated by the valves close, causing the appropriate side
FIREWALL SHUTOFF and FUEL BOOST ON CAS
respective BOTTLE ARMED switchlight
illuminating steady. messages to post.

• The FIREWALL SHUTOFF L-R CAS message • The generator field relay (corresponding
appears. engine) is deenergized, opening the power
relay, which momentarily illuminates the
GENERATOR OFF L-R CAS message. It extin-
NOTE guishes when the ENGINE FAIL L-R CAS
If the FIREWALL SHUTOFF L-R CAS message posts. Also, the voice annunciation
message is displayed, it means either of the appropriate side “engine fail” occurs.
the fuel or hydraulic shutoff valve on
that side did not close.

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• The red MASTER WARNING RESET

switchlight flashes and the MASTER
LIMITATIONS
CAUTION RESET switchlight illuminates For specific limitations, refer to the FAA-approved
steady. AFM.
• The engine then flames out and spools down.
3. Depressing the illuminated white
EMERGENCY/
BOTTLE ARMED switchlight fires the ABNORMAL
explosive cartridge on the bottle, releasing
the Halon into the engine nacelle to extin- For specific information on emergency/abnormal
guish the fire. Per the checklist, wait 15 procedures, refer to the appropriate checklist or
seconds after pressing the ENG FIRE switch- FAA-approved AFM.
light before pressing the BOTTLE ARMED
switchlight.
The white BOTTLE ARMED switchlight
then extinguishes.
When the thrust lever is brought to OFF, the
FUEL BOOST ON L-R CAS message extinguishes
and the ENGINE SHUTDOWN L-R message posts.

8 FIRE PROTECTION
Depressing the affected red L or
R ENG FIRE switchlight a second time dis-
arms the extinguishing system and opens
the fuel and hydraulic shutoff valves; the
appropriate side FIREWALL SHUTOFF CAS
message will extinguish.
The generator field relay is re-energized
when the engine is restarted and the generator
switch is reset.

MAINTENANCE
CONSIDERATIONS
A successful test of the fire detection system
using the GTC System Tests or illumination of
the white BOTTLE ARMED switchlight does not
confirm that the fire bottle is serviced and full.
This can only be confirmed by a visual check of
the bottle gauges and by cross-referencing the
TEMP–PRESS placard on the fire bottle access
panel. Use the placard to determine the accept-
able pressure readings for different temperatures.

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CREW ALERTING
SYSTEM MESSAGES
Table 8-1 is a summary of all crew alerting system
(CAS) messages referenced in this chapter. The
messages are categorized as warning, caution,
advisory, or status.

Table 8-1. CAS MESSAGES

MESSAGE DESCRIPTION INHIBITS
Smoke has been detected in the nose baggage compartment. This message
BAGGAGE SMOKE FWD EMER, TOPI, LOPI
will remain for the rest of the flight even if the smoke has dissipated.
Smoke has been detected in the tail cone baggage compartment. This
BAGGAGE SMOKE AFT EMER, LOPI
message will remain for the rest of the flight even if the smoke has dissipated.
ENGINE FAIL L-R An engine has failed.
ENGINE FIRE L-R Engine fire detection system has sensed an engine fire or overheat condition. EMER
One of the fuel or hydraulic shutoff valves did not fully close. This message
8 FIRE PROTECTION

FIREWALL SHUTOFF L-R is amber if there is a mismatch between the fuel and hydraulic valves. EMER, LOPI, TOPI
There is a two second delay before the message changes to amber.
EMER, ESDI, LOPI,
FUEL BOOST ON L-R Fuel boost pump was automatically activated due to low fuel pressure.
TOPI
One generator is off when flying, or one or both generators are off when
on the ground. In flight, the air conditioner and cabin items will turn off EMER, ESDI, LOPI,
GENERATOR OFF L-R
automatically. When on the ground, the air conditioner and cabin items TOPI
will not operate unless the right generator is operating.
The engine has been shut down with the throttle. The message clears
ENGINE SHUTDOWN L-R during engine start.
This message is white if both the fuel and hydraulic shutoff valves are
FIREWALL SHUTOFF L-R EMER
closed. There is a two second delay before the message changes to amber.

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QUESTIONS
1. A L or R ENG FIRE switchlight illumi- 4. If the contents of the bottle have been dis-
nates when: charged into a nacelle and the L or R ENG
FIRE switchlight remains on:
A. It is depressed.
B. The MASTER WARNING RESET A. The fire has been extinguished.
switchlights illuminate for an engine fire. B. Push the other BOTTLE ARMED
C. Temperature in the engine reaches 500°F. switchlight and land as soon as possible.
D. A pressure switch trips due to thermally C. The fire still exists, land as soon as pos-
induced inert gas expansion in a stain- sible.
less tube. D. The same BOTTLE ARMED switch-
light can be depressed again, firing a
2. In order to fire the explosive cartridge on the second charge of agent from the same
fire extinguisher bottle: bottle.
A. DC power need only be available to the
5. Depressing the ENG FIRE switchlight a
emergency bus.
second time:
B. Normal system DC power is required.
A. Opens the firewall shutoff valves.
C. The right BOTTLE ARMED switchlight

8 FIRE PROTECTION
must be pressed for a right engine fire B. Opens only the hydraulic firewall shutoff
and the left BOTTLE ARMED switch- valve.
light for a left engine fire. C. Resets the generator field relay.
D. The L or R ENG FIRE switchlight does D. A and B.
not need to be previously activated.
6. An engine fire or overheat is indicated by:
3. Regarding the engine fire detection test, by
A. Illumination of a red ENG FIRE switch-
selecting Fire Warning in the System Tests
light, a flashing MASTER WARNING
menu of the GTC:
RESET switchlight, and ENGINE FIRE L-R
A. Both L and R ENG FIRE switchlights CAS message.
illuminate steady. B. Illumination of the ENG FIRE switch-
B. The ENGINE FIRE L-R CAS message appears. light and automatic arming of the
C. The MASTER WARNING RESET extinguisher bottles.
switchlights illuminate. C. Illumination of the respective red
D. All of the above. ENG FIRE warning switchlight.
D. Automatic closing of the firewall shutoff
valves and subsequent engine flameout.

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CHAPTER 9
PNEUMATICS
CONTENTS
Page

INTRODUCTION................................................................................................................... 9-1
GENERAL............................................................................................................................... 9-1
DESCRIPTION........................................................................................................................ 9-2
Bleed-Air Distribution...................................................................................................... 9-2
Service Air System........................................................................................................... 9-4
Pylon Inlet Ram Air.......................................................................................................... 9-4
Fresh Air System.............................................................................................................. 9-4
COMPONENTS...................................................................................................................... 9-5
Precoolers......................................................................................................................... 9-5
Service Air Regulator....................................................................................................... 9-5
Inflatable Cabin Door Seal............................................................................................... 9-5
CONTROLS AND INDICATIONS......................................................................................... 9-6

9 PNEUMATICS
AIR SOURCE Selector.................................................................................................... 9-6
LIMITATIONS......................................................................................................................... 9-6
EMERGENCY/ABNORMAL................................................................................................. 9-6
CREW ALERTING SYSTEM MESSAGES........................................................................... 9-7
QUESTIONS........................................................................................................................... 9-8

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ILLUSTRATIONS
Figure Title Page

9-1 Pneumatics System Schematic.................................................................................... 9-2

9-2 Bleed-Air Schematic................................................................................................... 9-3
9-3 Pylon Inlet................................................................................................................... 9-5
9-4 Inflatable Cabin Door Seal.......................................................................................... 9-6
9-5 AIR SOURCE Selector............................................................................................... 9-6

TABLES
Table Title Page

9-1 CAS Messages...............................................................................................................9-7

9 PNEUMATICS

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CHAPTER 9
PNEUMATICS

INTRODUCTION
This chapter describes the pneumatic system on the Citation CJ3+ aircraft. The pneumatic sys-

9 PNEUMATICS
tem routes air from various sources to aircraft systems that use pneumatics for heating, cooling,
pressurization, ventilation, and mechanical operation. While the system is mostly automatic in
operation, some controls and indications help the crew monitor and manage the system.

GENERAL
The pneumatic system uses engine compressor bleed Safety devices prevent excessive pressure. A
air and pylon inlet ram air. Inlet air provides fresh control selector and CAS messages provide
air for ventilation and cooling air to regulate engine control and monitoring of the pneumatic systems.
bleed-air temperature. Bleed air is extracted from Single-engine operation can maintain all required
both engines and distributed to the following systems: system functions.
• Anti-ice and deice systems
An independent emergency pneumatic system
• Service air system using pressurized nitrogen in a bottle provides for
• Cabin pressurization system emergency landing gear extension and emergency
braking. This system is explained in Chapter
• Rudder bias system 14—Landing Gear and Brakes.

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DESCRIPTION On each engine pylon, fan-bypass air exits the

engine through the fan-air modulating valve and
enters the pylon heat exchanger (precooler). This
The pneumatic system of the CJ3+ (Figure 9-1) relatively cooler fan-bypass air cools the 593°C
includes the following components: (1,000°F) engine bleed air entering the precooler,
• Bleed-air distribution then vents it overboard carrying heat extracted
from the bleed air. Bleed air exiting the precool-
• Service air system ers is distributed to five individual systems:
• Pylon inlet ram-air system • Left and right wing anti-ice system
• Fresh air system • Emergency pressurization
• Cabin pressurized air supply
BLEED-AIR DISTRIBUTION
• Service air system
Very hot engine bleed air (593°C/1,000°F) is routed
from each engine compressor to a precooler and • Rudder bias
engine/generator inlets (for anti-icing) (Figure 9-2).

L PYLON
PRECOOLER
RUDDER L BLEED AIR
BIAS
L WING
ANTI-ICE

R WING VALVE PRIMARY

ANTI-ICE VACUUM ASSEMBLY DOOR SEAL
EJECTOR

T L PR
23 PSI SOV
AFT FLOOD
SERVICE AIR L DOOR
FCV ACTUATOR
9 PNEUMATICS

R
FCV CABIN DIVERTER
ACTUATOR
R PR
T SOV

OUTFLOW
SERVICE VALVES
AIR AFT FWD FLOOD DOOR
TEST BULKHEAD ACTUATOR
PORT HYDRAULIC
SERVICE AIR RESERVOIR
PRESSURE
REGULATOR
EMERGENCY R BLEED AIR
PRESSURIZATION
R PYLON
PRECOOLER

Figure 9-1. Pneumatics System Schematic

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 Revision 0.2
T
INLET ANTI-ICE
UNDER TEMP SENSOR
L ENGINE L ENGINE
BLEED AIR AI SOV

BLEED AIR HEATED PYLON WINDSHIELD

INLET WHEN WING ANTI-ICE ON FLOW VALVES
L PYLON PRECOOLER
AFT
23PSI L WING PRESSURE
246°C (475°F) REG AI SOV BULKHEAD
293°C (560°F) MAX T
L WING AI
L PRSOV WS AI HEAT RAM AIR
EXCHANGER MODULATING VALVE WING
XFLOW
23 PSI L FCV 5 8 HEAT VALVE
SERVICE AIR
REGULATOR
RAM-AIR DUCT EMERGENCY
WS AI MODULATING VALVE OVERHEAT
CONTROL PRESSURIZATION
SENSOR VALVE
VALVE
R FCV 5 8 MUFFLER
VENTS
CABIN HEAT T
R PRSOV EXCHANGER
R WING AI
293°C (560°F) MAX T FRESH AIR
246°C (475°F) REG R WING FAN

FOR TRAINING PURPOSES ONLY

23PSI AI SOV

R PYLON PRECOOLER
CITATION CJ3+ PILOT TRAINING MANUAL

BLEED AIR HEATED PYLON CABIN HEAT,

INLET WHEN WING ANTI-ICE ON PRESSURIZATION
AND FRESH AIR
TO CABIN

R ENGINE
AI SOV
T
INLET ANTI-ICE
UNDER TEMP SENSOR
R ENGINE
BLEED AIR

Figure 9-2. Bleed-Air Schematic

9-3
9 PNEUMATICS
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Wing and Pylon Ram-Air Inlet SERVICE AIR SYSTEM

Anti-Ice System The service air system distributes low-pressure
Each manifold supplies precooled bleed air to the bleed air to power or inflate mechanical
anti-ice duct for its respective wing and for its subsystems and pressurize hydraulic containers.
respective ram-air inlet through the correspond-
ing wing anti-ice shutoff valve. This system is The service air system regulator supplies 23-psi
explained in Chapter 10—Ice and Rain Protection. air for the following:
• Actuation of valves and control devices for
Windshield Anti-Ice and precooler and air conditioning systems.
Emergency Pressurization • Hydraulic reservoir (refer to Chapter 13—
System Hydraulic Power System)
Bleed air routes out of the forward side of the • Inflatable cabin door seal
cross fitting toward the windshield anti-ice con- • Horizontal tail deice boots (refer to Chap-
trol valve. When the valve is open, bleed air ter 10—Ice and Rain Protection)
passes through the windshield bleed-air heat
exchanger to the windshield anti-ice and emer-
gency pressurization ducts (refer to Chapter PYLON INLET RAM AIR
10—Ice and Rain Protection). An inlet on the leading edge of each engine pylon
routes ram air to ducts in the tail cone (Figure
Cabin Pressurized Air System 9-3). Pylon inlet ram air provides the following:
On each manifold, an inboard outlet provides • Cooling air to heat exchangers for cabin
bleed air to the corresponding pressure regulating pressurized air supply and windshield
shutoff valve (PRSOV). The PRSOV maintains bleed-air systems
pressure differential (approx. 16 psi) relative to the • The air supply for the fresh air system
cabin in order to ensure relatively constant flow
through the flow control valve (FCV) to the cabin • Slight positive pressure in the tail cone to
air distribution system providing airflow for pres- push out vapors.
surization and heating. Warm cabin pressurized
air anti-ices the bleed-air valve for the main entry FRESH AIR SYSTEM
door seal and pressurizes the brake reservoir in
9 PNEUMATICS

the nose of the aircraft (refer to Chapter 11—Air The fresh air system does not pressurize the
Conditioning and Chapter 12—Pressurization). aircraft. It is intended for ground use or low-altitude
unpressurized flight when fresh air is desired. A
Emergency Pressurization duct routes pylon inlet ram air to the cabin air
supply distribution system. A fan moves the air
Emergency pressurization uses the windshield through the duct. A check valve stops flow when
bleed air anti-ice system ducting. The wind- the cabin is pressurized. For details of the fresh air
shield temperature controller drives the ram system refer to Chapter 11—Air Conditioning.
air modulating valve full open during emer-
gency pressurization operation. The windshield NOTE
PRSOV does not maintain pressure relative to
the cabin pressure and there is no flow control When operating at airspeeds in excess
valve, therefore emergency pressurization flow of 200 KIAS and cabin differential
can vary. (See Chapter 12—Pressurization for pressure (DP) of less than 1.5 psi, it is
automatic activation.) possible for ram air to enter the cabin
air distribution system through the
fresh air circuit.

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The cooling fan air and the hot bleed air do not mix,
but exchange heat through the metal structure of the
precooler. The fan-bypass air carrying the extracted
heat is vented into the rear pylon area next to the
exhaust tube and from there into the atmosphere.
Temperature of the bleed air exiting the precooler
is regulated by the combined action of the pre-
cooler temperature control and precooler fan-air
modulating valve.

Precooler Temperature Control

Each precooler has a precooler temperature
control, which is a temperature-controlled pres-
sure-regulating valve (TCPRV) on the pylon
bleed-air outlet. It mechanically senses the tem-
perature of the bleed air exiting the precooler.
In response, it opens or closes a valve that sup-
plies regulated service air to adjust the precooler
fan-air modulating valve. Maximum cool feature
overrides the precooler temperature control if air
conditioner is on and anti-ice is not being used.

Precooler Fan-Air Modulating

Valve
Engine fan-bypass air enters the precooler through
Figure 9-3. Pylon Inlet the fan-air modulating valve. It is powered open
by regulated service air received through a duct
from the precooler temperature control. The fan-
COMPONENTS air modulating valve regulates the amount of
fan-bypass air entering and cooling the precooler.
This is how it regulates the temperature of the
PRECOOLERS

9 PNEUMATICS
bleed air exiting the precooler.
Precoolers are heat exchangers in the pylons.
Precooler system components in the CJ3+ are SERVICE AIR REGULATOR
inside the engine pylons and are not visible during
preflight walkaround. The service air regulator meters a constant-
pressure (23 psi) air supply from the bleed-air
The precoolers are the primary means of regulating precoolers to the service air system.
the upper temperature of the bleed air going to all
bleed-air systems. The precoolers normally cool INFLATABLE CABIN DOOR SEAL
the hot engine bleed air from 593°C (1,000°F)
to 246°C (475°F) before it enters the aircraft The inflatable entrance door seal (Figure 9-4)
pneumatic systems. This temperature is suitable operates with service air. The lower forward door
for use in the aircraft anti-ice, environmental, and lockpin actuates the cabin door seal control valve
pneumatic systems. in the door-locked position, allowing bleed air to
inflate the door seal. The CABIN DOOR SEAL CAS
The precoolers have two fundamental paths, which message displays if pressure drops to a minimum
are a hot bleed-air path and a cooling air path. value. If the inflatable seal fails, the secondary
door seal maintains cabin pressure.

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AIR SOURCE
BOTH
L R

FRESH
AIR EMER
OFF

Figure 9-4. Inflatable Cabin Door Seal

CONTROLS AND
INDICATIONS
AIR SOURCE SELECTOR Figure 9-5. AIR SOURCE Selector

The AIR SOURCE selector (Figure 9-5) deter-

mines the source and amount of air entering the NOTE
cabin. The control knob has the following positions: If an engine fails with the AIR SOURCE
• BOTH (normal in-flight position)—Routes selector set to BOTH, retarding the
precooled bleed air from both engines at 5 throttle to OFF causes the FCV on the
ppm per engine (10 ppm total) to the cabin opposite engine to open to 8 ppm.
through the cabin air heat exchanger
• L or R—Routes precooled bleed air only NOTE
from the selected engine (at 8 ppm) to the All takeoff performance data is based
cabin through the cabin air heat exchanger on the AIR SOURCE selector being in
• EMER—Diverts windshield bleed air the BOTH position.
9 PNEUMATICS

to the cabin for emergency pressuriza-

tion. This switch selection activates the
emergency pressurization system and the
EMERGENCY PRESS ON CAS message posts.
LIMITATIONS
The emergency pressurization system does For specific limitations, refer to the FAA-approved
not provide automatic flow regulation. AFM.
• FRESH AIR—Activates a fan to send fresh
air from the pylon ram-air duct to the cabin
when unpressurized. The FRESH AIR ON CAS EMERGENCY/
message posts white on the ground and
amber in flight or when near takeoff power. ABNORMAL
• OFF—Closes all environmental bleed-air For specific information on emergency/abnormal
valves. Service air and ice protection air procedures, refer to the appropriate checklist or
services are still available. FAA-approved AFM.

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CREW ALERTING
SYSTEM MESSAGES
Table 9-1 is a summary of all crew alerting system
(CAS) messages referenced in this chapter. The
messages are categorized as warning, caution,
advisory, or status.

Table 9-1. CAS MESSAGES

MESSAGE DESCRIPTION INHIBITS
There is a door seal fault. The message is inhibited if the aircraft is on the
CABIN DOOR SEAL ground and the cabin door is open. It is also inhibited if either engine is EMER, LOPI, TOPI
not running while on the ground.
Emergency pressurization has turned on. Normally, the emergency
EMERGENCY PRESS ON pressurization only turns on if manually activated by the AIR SOURCE EMER, LOPI, TOPI
selector or automatically activated due to high cabin altitude.
AIR SOURCE selector switch is in the FRESH AIR position and the
FRESH AIR ON aircraft is in the air or the throttles are advanced to the CRU detent or EMER
higher. The aircraft will not pressurize in the FRESH AIR mode.
AIR SOURCE selector switch is in the FRESH AIR position. The message
FRESH AIR ON will be amber if the aircraft is in the air or the throttles are advanced to EMER
the CRU detent or higher.

9 PNEUMATICS

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QUESTIONS
1. The systems that use pneumatic bleed air for
operation are:
A. Instrument air, emergency brakes, and
the entrance door.
B. Tail deice, windshield anti-ice, entrance
door seal, and cabin or emergency pres-
surization.
C. Entrance door seal, air cycle machine
(ACM), and thrust reversers.
D. Tail deice, windshield anti-ice, entrance
door seal, and ACM.

2. The left and right PRSOVs, when open,

allow engine bleed air to feed:
A. Left and right FCVs at 5 ppm (total 10
ppm) and cabin heat exchanger for nor-
mal heating, cooling, and pressurization.
B. 23-psi service air to the main cabin
door seal.
C. The windshield anti-ice valve.
D. A and B.

3. The FRESH AIR position of the AIR

SOURCE selector draws pylon ram inlet air:
A. To pressurize the cabin.
B. To circulate air during unpressurized
ground/in-flight operations.
9 PNEUMATICS

C. To turn on a fan to the lower ducts.

D. B and C.

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CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page

INTRODUCTION................................................................................................................. 10-1
GENERAL............................................................................................................................. 10-1
ICE DETECTION SYSTEM................................................................................................. 10-4
Windshield Ice Detection Lights.................................................................................... 10-4
Wing Inspection Light.................................................................................................... 10-4
ANTI-ICE SYSTEMS........................................................................................................... 10-5
Description..................................................................................................................... 10-5
Components.................................................................................................................... 10-5
Pitot-Static/Angle-of-Attack Anti-Ice System............................................................... 10-6
Windshield Anti-Ice Systems......................................................................................... 10-7
Engine Anti-Ice System................................................................................................10-10
Pylon Ram-Air Inlets...................................................................................................10-12
Wing Anti-Ice System..................................................................................................10-12
TAIL DEICE SYSTEM.......................................................................................................10-15
Description...................................................................................................................10-15
Controls and Indications...............................................................................................10-15
Operation......................................................................................................................10-15
10 ICE AND RAIN PROTECTION

Abnormal......................................................................................................................10-16
RAIN REMOVAL ...............................................................................................................10-16
Description...................................................................................................................10-16
Components..................................................................................................................10-16
Operation......................................................................................................................10-17
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LIMITATIONS.....................................................................................................................10-17
EMERGENCY/ABNORMAL.............................................................................................10-17
CREW ALERTING SYSTEM MESSAGES.......................................................................10-18
QUESTIONS.......................................................................................................................10-19
10 ICE AND RAIN PROTECTION

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ILLUSTRATIONS
Figure Title Page

10-1 Ice-Protected Surfaces............................................................................................... 10-3

10-2 Windshield Ice Detection Lights............................................................................... 10-4
10-3 Wing Inspection LIght............................................................................................... 10-4
10-4 WING INSP LT Switch............................................................................................. 10-4
10-5 Anti-Ice Bleed Air Overview..................................................................................... 10-5
10-6 Precooler Exhaust Duct............................................................................................. 10-6
10-7 PITOT STATIC HEAT 1 and 2 Switches.................................................................. 10-6
10-8 WINDSHIELD ANTI-ICE Switches........................................................................ 10-8
10-9 Windshield Alcohol Sight Gauge........................................................................... 10-10
10-10 ICE PROTECTION Switches................................................................................. 10-11
10-11 Pylon Inlet.............................................................................................................. 10-12
10-12 Purge Air Passage Intake........................................................................................ 10-13
10-13 Rain Removal Handle............................................................................................. 10-16
10-14 Nosewheel Chine.................................................................................................... 10-16

TABLES
Table Title Page

10-1 CAS Messages.......................................................................................................... 10-18 10 ICE AND RAIN PROTECTION

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CHAPTER 10
ICE AND RAIN PROTECTION

INTRODUCTION
The Citation CJ3+ has anti-icing, deicing, and rain protection systems. Anti-ice protection sys-
tems exist for the wing, engine components, windshield, pitot-static probes, angle-of-attack
(AOA) vane, pylon ram-air inlets, and fluid drains on the bottom of the aircraft. Hot engine bleed
air and electric heating elements and/or alcohol are used for anti-ice. The tail deice system uses
pneumatic boots on the horizontal stabilizers. Bleed air and mechanical doors assist windshield
rain removal, and a nosewheel chine provides additional protection.

GENERAL
10 ICE AND RAIN PROTECTION

The CJ3+ is certified to fly into known icing that equipment is in operation. The equipment
conditions. Icing conditions exist in flight any has not been designed to provide protection
time the indicated ram-air temperature (RAT) against freezing rain or severe conditions of
is +10°C or below and visible moisture in any mixed or clear ice. During all operations, the
form is present. Cessna Citations, equipped with pilot is expected to exercise good judgment and
properly operating anti-ice and deice equipment, be prepared to alter the flight plan (i.e., exit icing)
are approved to operate in maximum intermittent if conditions exceed the capability of the aircraft
and maximum continuous icing conditions as ice protection equipment.
defined by 14 CFR, Part 25, Appendix C, when

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 CITATION CJ3+ PILOT TRAINING MANUAL

Ice accumulations significantly alter the shape rain-removal systems (Figure 10-1). Together,
of airfoils and increase the weight of the aircraft. these systems protect the following components:
Flight with ice accumulated on the aircraft
increases stall speeds. Ice buildup can adversely • Pitot tubes
affect the performance of control surfaces and in • Static ports
severe cases lead to controllability issues. Flight • Angle-of-attack vane
at high angle-of-attack (low airspeed) can result
in ice building on the underside of the wings and • Windshield
the horizontal stabilizer aft of areas protected by • Engines
boots or leading edge anti-ice systems. Minimum
airspeed for sustained flight in icing conditions • PT2/TT2 probes
(except approach and landing) is 180 KIAS. • Pylon ram-air inlet ducts
• Wing leading edge
Prolonged flight with the flaps and/or landing
gear extended is not recommended. Trace or light • Horizontal tail leading edge
amounts of icing on the horizontal stabilizer can
significantly alter airfoil characteristics that affect Some parts of the aircraft are protected by more
the stability and control of the aircraft. than one method.

NOTE For night operations, ice detection lights help

the crew detect ice formation on the windshield
With residual ice on the aircraft, stall and wings.
characteristics are degraded and stall
speed is increased. But the increase Electric heating protects the pitot-static probes,
in stall speed is small and does not angle-of-attack vane, and PT2/TT2 probes.
warrant an increase in approach or
landing speeds for these flaps. Very hot engine bleed air from the engine
compressor section provides primary anti-icing
for the aircraft.
Freezing rain and clear ice is deposited in layers
over the entire surface of the aircraft and can “run Hot engine bleed air, which is routed through a
back” over control surfaces before freezing. precooler and valves, provides primary anti-icing
for the windshields, wings, and pylon air inlet
Rime ice is an opaque, granular, and rough ducts. Engine intakes and generator cooling inlets
deposit of ice that usually forms on the leading use heated bleed air directly from the engine.
edges of wings, tail surfaces, pylons, engine
inlets, antennas, and other areas. An alcohol-spray system provides limited backup
anti-icing for the pilot windshield.
Flight crew are to make sure the aircraft is free
from ice prior to dispatch. A tactile check must Pneumatically inflated deice boots protect the
be accomplished within five minutes of takeoff horizontal tail.
under conditions where additional contamination
may reasonably be expected (rain, drizzle, sleet, This “precooled” hot bleed air also provides
snow, fog, active frost formation, decreasing primary rain removal for the windshields.
10 ICE AND RAIN PROTECTION

temperatures, etc.). Mechanical doors provide additional windshield

rain removal in heavy rain. A nosewheel chine
For further details, refer to the FAA-approved deflects splash-up of rain and ice away from the
Citation CJ3+ Airplane Flight Manual (AFM). engine and pylon inlets.
For protection from the effects of ice and rain, NOTE
the aircraft has ice detection, anti-ice, deice, and
Proper nosewheel inflation is important
for the chine to function correctly.

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WINDSHIELD EXTERNAL PYLON RAM-AIR PNEUMATIC BOOTS ENGINE NACELLE

BLEED AIR BLEED AIR DEICE LIP BLEED AIR

WING LEADING EDGE PITOT TUBE STATIC PORT WING LEADING EDGE
INTERNAL BLEED AIR ELECTRICAL ELECTRICAL INTERNAL BLEED AIR

ENGINE NACELLE LIP PNEUMATIC BOOTS AOA VANE - ELECTRICAL WINDSHIELD EXTERNAL PITOT TUBE
BLEED AIR DEICE COPILOT SIDE ONLY BLEED AIR ELECTRICAL

WING LEADING EDGE PYLON RAM-AIR STANDY PITOT TUBE - ELECTRICAL STATIC PORT
INTERNAL BLEED AIR BLEED AIR COPILOT SIDE ONLY ELECTRICAL

Figure 10-1. Ice-Protected Surfaces

NOTE NOTE
In flight, when icing conditions exist If it can be visually verified that no
or are anticipated, activate the anti- ice is accumulating, the pilot has the
ice systems and the tail deice system. option to operate the wing/engine anti-
Icing conditions exist in flight when ice systems in the ENG ONLY position,
the indicated RAT is +10°C (50°F) and the windshield anti-ice and tail
or below and visible moisture in any deice may be in the OFF position.
10 ICE AND RAIN PROTECTION

form is present.

On the ground, icing conditions exist The ice system switches are green-capped for
when the indicated RAT is +6°C easy identification. The rain handle is black and
(43°F) or below and where surface extends from the base of the pilot subpanel.
snow, slush, ice, or standing water may
be ingested by the engines or freeze on
engine nacelles or engine sensors.

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ICE DETECTION SYSTEM

For detection of icing at night, two types of ice
detection lights are on the aircraft: windshield
ice detection and wing inspection. The ice detec-
tion lights are powered anytime power is applied
to the aircraft.

WINDSHIELD ICE DETECTION

LIGHTS
The windshield ice detection lights on the
glareshield alert the pilot that ice is accumulating
on the windshield (Figure 10-2). Ice formation
on the pilot and copilot windshields causes a red
halo reflection of the glareshield ice-detector
lights at night.

Figure 10-3. Wing Inspection LIght

WING INSP Switch

The standard wing inspection light illuminates
the left wing to observe ice buildup during night
Figure 10-2. Windshield Ice Detection Lights flight. A two-position WING INSP LT switch is
on the copilot inboard switch panel (Figure 10-4).
The pilot windshield ice detection light is
approximately in the center of the pilot clear WING PASS EMER COMM
INSP LT SAFETY 121.5
vision area. The copilot ice detection light is just
inboard of the protected clear vision area. O
F
F
NOTE
At night, when anti-ice systems OFF SEAT EVENT NORM
BELT MARKER
are operative, monitor the copilot
10 ICE AND RAIN PROTECTION

windshield ice detection light for ice

accumulation.

WING INSPECTION LIGHT

The wing inspection light is a fixed-position light
forward of the wing leading edge on the left side
of the fuselage (Figure 10-3). Figure 10-4. WING INSP LT Switch

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ANTI-ICE SYSTEMS Most of these systems use engine bleed air. Figure
10-5 shows an overview of the anti-ice bleed-air
components. Additionally, electric heat and alcohol
DESCRIPTION provide ice protection for some parts of the aircraft.
Anti-ice includes the following systems:
• Pitot-static/angle-of-attack anti-ice
COMPONENTS
• Windshield anti-ice Bleed Air Precoolers
• Engine and PT2/TT2 anti-ice Precoolers are heat exchangers in the pylons and
are not visible during preflight inspection. The
• Wing and pylon ram-air inlet duct anti-ice precoolers regulate upper temperatures of bleed
air going to most bleed-air systems, including
most ice and rain protection systems.

WINDSHIELD
FLOW VALVES EMERGENCY
PRESSURIZATION
VALVE

PURGE CROSSFLOW
PASSAGE VALVE

L ENGINE
R ENGINE
HEAT VALVE
HEAT VALVE
L WING R WING
HEAT VALVE HEAT VALVE

EMERGENCY BLEED AIR

PRESSURIZATION
HEAT EXCHANGER
PYLON PRECOOLERS
EMERGENCY
PRESSURIZATION
CONTROL VALVE
EJECTOR
23PSI SERVICE AIR VALVE
PRESSURE REGULATOR

SERVICE AIR
TEST PORT
10 ICE AND RAIN PROTECTION

Figure 10-5. Anti-Ice Bleed Air Overview

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If bleed air exiting the precooler is at an excessive Components

temperature, the BLEED AIR O’TEMP L-R CAS
message displays. The pitot-static/angle-of-attack anti-ice systems
are comprised of:
The actions of the precooler temperature control • Three electrically heated pitot tubes
and precooler fan modulating valve regulate the
temperature of the precoolers. The pneumatic • Six electrically heated static ports
temperature probe regulates 23-psi service air to the • Angle-of-attack vane heater
fan-air modulating valve. The fan-air modulating
valve opens, allowing relatively cooler engine One pitot tube is on the left of the nose of the
bypass air through the precooler. Engine core air aircraft, and two are on the right of the nose of the
heat is extracted and vented overboard through an aircraft. There are three static ports on each side
exhaust duct at the rear of the pylon (Figure 10-6). of the lower fuselage just forward of the cockpit,
Precooler discharge air flows to the 23-psi service while the angle-of-attack vane is on the right side
system regulator, windshield anti-ice system, wing of the fuselage just aft of the cockpit.
anti-ice pylon inlet, and main cabin heat exchanger.
The AOA vane base and vane are heated
NOTE differently; the base is heated anytime power is
on and the vane portion is heated when either
When the BLEED AIR O’TEMP L-R CAS PITOT STATIC HEAT switch is on.
message displays, it shuts off the wing
anti-ice pressure regulating shutoff The left pitot-static system and angle-of-attack
valve on the side of the overheat until heater are powered from the normal DC bus.
the system cools to protect that wing
from excessive heat.
Controls and Indications
PITOT STATIC HEAT 1 and 2 Switches
The green PITOT STATIC HEAT 1 and 2 switches
on the copilot switch panel control electrical
power to their pitot and static heating elements
(Figure 10-7).

Figure 10-6. Precooler Exhaust Duct

PITOT-STATIC/ANGLE-OF-
ATTACK ANTI-ICE SYSTEM
10 ICE AND RAIN PROTECTION

Description
Ice that forms on pitot tubes, static ports, angle-
of-attack vanes, and related flight instruments
causes unreliable flight instrument readings and
possible pitot-static system failure. To prevent Figure 10-7. P
 ITOT STATIC HEAT
this when in icing conditions, the CJ3+ uses elec- 1 and 2 Switches
trical heaters to warm these probes.

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PITOT STATIC HEAT 1 switch controls heat to Testing

the left pitot probe, upper and middle static port
on the pilot side, the lower and middle static port Testing of the pitot-static and AOA vane heat
on the copilot side, the standby pitot probe on the is accomplished during preflight by turning the
copilot side, and the AOA vane heater. PITOT STATIC HEAT 1 and 2 switches on for
approximately 30 seconds, then to OFF, then by
The PITOT STATIC HEAT 2 switch controls the carefully touching each element during the external
copilot side pitot probe, the lower static ports on inspection, ensuring that they are still warm.
the pilot side, and the upper static ports on the
copilot side.
CAUTION
Operation Limit ground operation of pitot-static
heat to two minutes to preclude damage
Power to operate the right pitot and static port to the pitot-static heater.
system is from the emergency bus. The left
pitot-static system and angle-of-attack heater are
powered from the normal DC bus. Abnormal
If the pitot or static anti-ice system fails, the
WARNING air data computer (ADC) receives inaccurate
information. This affects the associated pilot or
If the pitot tube(s) and/or static port(s) copilot/standby flight instrument, which includes
become restricted or blocked from ice airspeed, vertical speed (no vertical speed on the
formation, flight instruments and other standby flight display), and the controlling flight
pitot-static supported systems become guidance computer. The flight guidance computer
unreliable or fail completely. currently in use must have valid inputs in order
to function. The pilot may have to revert air data
computers or swap flight guidance computers.
The P/S COLD L-R-STBY CAS message indicates the
pitot-static heater is off. The white CAS message NOTE
is active only when the aircraft is on the ground
and either thrust lever is less than cruise power. Any miscompares between the left and
right ADC, airspeed, and/or altitude
The P/S COLD L-R-STBY CAS message indicates will be indicated by messages on the
the pitot-static heater is off or inoperative. The primary flight display (PFD).
amber CAS message is active only when the
aircraft is in the air or both thrust levers are WINDSHIELD ANTI-ICE SYSTEMS
greater than cruise power.
Windshield anti-icing uses two independent
After landing, if the pitot heat switches have been systems: windshield bleed-air anti-ice and
left on for two minutes, the P/S HEAT ON CAS windshield alcohol anti-ice.
message appears.
Engine bleed air is the primary windshield
anti-ice system that protects both windshields;
10 ICE AND RAIN PROTECTION

CAUTION it is discharged through nozzles in front of the

windshield.
Remove the pitot tube cover(s) prior to
energizing the anti-ice system. Alcohol is available for temporarily anti-icing
only the pilot windshield in the event that bleed
air is unavailable.

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Windshield Bleed-Air Anti-Ice The knobs are continuously variable from OFF to
System MAX. Rotate either knob clockwise toward MAX
to open and counterclockwise to OFF to close.
The BLEED switch and the LEFT and
RIGHT BLEED AIR knobs are in the NOTE
WINDSHIELD ANTI-ICE switch group (Figure
10-8). These switches control the flow of bleed air The aircraft is normally flown with the
to the windshields. manual valves closed; they are opened
only when bleed air to the windshields
is desired. This procedure protects
BLEED Switch the windshields from possible hot
The BLEED switch (with HI–OFF–LOW bleed-air damage in the event of an
positions) electrically controls the windshield electrical power failure deenergizing
bleed-air solenoid shutoff valve and the (and opening) the windshield bleed-air
temperature control system. shutoff valve.

Activate the windshield anti-ice system by plac-

ing the BLEED switch to HI or LOW. This action Windshield Air Overtemperature
deenergizes the windshield bleed-air solenoid Sensor
shutoff valve open to allow hot engine bleed air An overtemperature sensor near the discharge
to flow to the system and activates an automatic nozzles monitors windshield bleed-air
temperature controller. temperature. If the temperature exceeds 149°C,
the sensor automatically energizes the windshield
BLEED AIR Knobs bleed-air solenoid shutoff valve closed and displays
the respective W/S AIR O’TEMP CAS message.
When the BLEED switch is set to HI or LOW, the
manual LEFT and RIGHT BLEED AIR knobs This condition should not occur unless a sustained
mechanically control left and right windshield high-power, low-airspeed condition is maintained
bleed-air valves, individually varying the volume or a system malfunction occurs.
of bleed air going to the left and right windshields.
10 ICE AND RAIN PROTECTION

Figure 10-8. WINDSHIELD ANTI-ICE Switches

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As the system cools, the overheat sensor Normal system operation is indicated by an
automatically reopens the windshield bleed-air increase in air noise as the bleed air discharges from
solenoid valve, extinguishing the CAS message the nozzles. The ram-air control valve regulates
and providing bleed air again from the engines. windshield bleed-air temperature automatically.
Satisfactory anti-ice is provided under most
icing conditions while the system cycles with the Testing
BLEED switch in the LOW position. If satisfactory
anti-ice is not maintained with the BLEED switch There are two tests for the windshield anti-ice
in LOW, select the BLEED HI position, then system. Prior to engine start, a system continuity
adjust the BLEED AIR knobs to minimum flow. check is accomplished during the Windshield
Temp test on the GTC System Tests page. During
the Before Takeoff checklist, there is a functional
CAUTION check of the windshield anti-ice system.

The pilot should monitor the windshield

for evidence of damage and close the CAUTION
windshield bleed-air manual valves if
damage occurs. Do not operate windshield anti-ice on
the ground at high engine RPM.
The W/S AIR O’TEMP CAS messages displays when
a pressure switch in the windshield duct senses that Abnormal
the duct pressure exceeds 5 psi with the BLEED If an electrical failure occurs, the windshield
switch in the OFF position. Ensure that the bleed-air solenoid valve fails open and hot engine
BLEED AIR knobs are open to relieve the pres- bleed air is available to the manual windshield
sure. One exception to this action is the intentional bleed-air valves.
activation of the emergency pressurization system.
An electrical power failure deactivates the automatic
Operation temperature control and overheat warning.
The automatic windshield bleed-air temperature
If the manual control valves are opened (with the
controller maintains windshield bleed-air
BLEED AIR knobs), the noise level increases as
temperature at 138° ± 6°C (280° ± 10°F) in
bleed air flows through the nozzles.
the HI position and 127° ± 6°C (260° ± 10°F)
in the LOW position by regulating the flow of
If the EMER position on the AIR SOURCE
pylon ram (cooling) air through the emergency
selector is selected in flight, with the windshield
pressurization heat exchanger. The controller
bleed-air system selected off, the 5-psi pressure
receives three inputs: the position of the BLEED
switch deactivates the W/S AIR O’TEMP CAS mes-
switch and two temperature probes. The controller
sage to preclude a false indication of a possible
regulates the motorized ram-air control valve,
failed windshield bleed-air shutoff valve.
which controls the amount of pylon ram (cooling)
air across the windshield heat exchanger, which
cools the bleed air. The pylon ram air (with the Windshield Alcohol Anti-Ice
extracted heat) then exhausts overboard below the System
10 ICE AND RAIN PROTECTION

fuselage. Temperature-regulated engine bleed air

is then directed by the BLEED AIR knobs onto Description
the windshield through a series of nozzles.
The windshield alcohol anti-ice system serves as
To prevent ice accumulation, rotate the manual a backup to the primary (bleed-air) windshield
BLEED AIR knobs clockwise and set the BLEED heat system. The system provides 10 minutes
switch to LOW, if the indicated RAT is warmer of continuous alcohol anti-ice capability for the
than –18°C (0°F), or HI, if the indicated RAT is pilot windshield only, through a nozzle assembly.
–18°C (0°F) or colder.

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The backup windshield anti-ice system includes:

• Alcohol reservoir
• Electrical pump
• Nozzle assembly
The capacity of the alcohol reservoir is 1.9 liters
(2 quarts), and it uses an aviation isopropyl alco-
hol-based fluid (TT-I-735).

Controls
The ALCOHOL switch is in the WINDSHIELD
ANTI-ICE switch group of the pilot switch panel
(see Figure 10-8). The switch has two positions:
ON and OFF. In ON, alcohol is discharged onto
the pilot windshield. Airflow forces the alcohol
to spread across the length of the windshield. In
OFF, the system is deactivated.

The system is protected by the windshield alcohol

circuit breaker on the left CB panel.

Indications
A sight gauge (Figure 10-9) in the right nose stor-
age compartment provides a visual indication of
the alcohol fluid level in the reservoir. Figure 10-9. Windshield Alcohol
Sight Gauge
ENGINE ANTI-ICE SYSTEM
(Figure 10-10) of the pilot switch panel. The
Description switches have three positions:
The engine fan, stators, and spinner are deiced • WING/ENG—Deenergizes the respec-
aerodynamically. Ice builds on the spinner and tive engine and wing anti-ice shutoff valve
sheds due to centrifugal and aerodynamic forces. causing it to move to the open position.
Minor acoustical vibrations may be evident at This allows hot engine bleed air to anti-ice
some power settings as this ice builds and sheds. the wing leading edges, engine inlets, and
Hot engine bleed air provides engine inlet anti- generator cooling air inlets. This switch
icing. This hot bleed air comes from the engine also activates the electric engine PT2 and
compressor section through a solenoid valve to TT2 probe heat.
the hollow leading edge of the engine inlet on the • OFF—The system is deactivated.
front of the engine nacelle.
• ENG ONLY—Deenergizes the respective
10 ICE AND RAIN PROTECTION

engine anti-ice shutoff valve causing it

Controls to move to the open position. This allows
The L and R WING/ENG anti-ice switches hot engine bleed air to anti-ice the engine
are in the ICE PROTECTION switch group inlets and generator cooling air inlets. This
switch also activates the electric engine
PT2 and TT2 probe heat.

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Figure 10-10. ICE PROTECTION Switches

NOTE Operation
The T2 HEATER FAIL L-R CAS message Engine anti-ice must be on during ground opera-
indicates a miscompare between the tions in icing conditions, except the selection
WING/ENG switch position and TT2 of anti-ice on is prohibited for one minute after
heating element operation. ground engine start (to ensure accurate RAT
for takeoff). If engine anti-ice was inadvertently
Indications turned ON prior to one minute of engine oper-
ation, the anti-ice must be turned off for two
On the ground and in flight, the engine anti-ice minutes before turning it back on. If minor engine
system is monitored by an undertemperature vibrations are felt or heard during ground opera-
sensor. No overtemperature protection is needed tions, the crew must momentarily increase engine
for the engine anti-ice system. speed (typically 20-30% N1) to assist with shed-
ding the accumulated ice from the spinner, fan,
The ENGINE A/I COLD L-R CAS message displays and stators.
when the aircraft is on the ground and the
engine anti-ice temperature drops below the
undertemperature setting. After two minutes, the Testing
CAS message changes to amber in color. The The engine anti-ice is tested during the
amber CAS message also displays if the L and R Before Takeoff checklist. During the test,
switches are mismatched for more than 10 seconds. the ENGINE A/I COLD L-R CAS messages initially
A white ENGINE A/I ON CAS message displays any display. Within two minutes, the CAS messages
10 ICE AND RAIN PROTECTION

time either switch is in the ENG ONLY position. should then be removed from the display
indicating the engine inlet-lip temperature has
NOTE reached the minimum temperature.
Bleed air is supplied to the engine anti-
ice system regardless of power setting
while the engine anti-ice switches are
positioned to either ENG ONLY or
WING/ENG on the ground or in flight.

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CAUTION
Do not continue operating WING/ENG
anti-ice on the ground at high engine
RPM after the anti-ice messages have
cleared.

Landing
Landing distance is predicated on flight idle
60% N2. Anti-ice idle 70% N2 assures minimum
bleed-air heat to anti-ice the engines. Lowering
the landing gear increases drag and forces the
pilot to increase throttle position for speed. The
higher throttle setting assures sufficient heat to
anti-ice the engines. Idle speed logic automati-
cally changes anti-ice idle 70% N2 to flight idle
60% N2 when the landing gear is extended so
landing distance is correct.

Abnormal
If DC power fails, the engine anti-ice shutoff
valves fail open, causing ITT to increase and N1
and N2 to decrease.

Failure of engine anti-ice is indicated by the dis-

play of the ENGINE A/I COLD L-R CAS message. The
checklist procedure will attempt to correct the sit- Figure 10-11. Pylon Inlet
uation through increasing thrust on the respective
engine. If the message remains after two minutes,
leave the icing environment as soon as possible. WING ANTI-ICE SYSTEM
Description
PYLON RAM-AIR INLETS
The wing anti-ice system prevents the buildup of
Operation ice on the wings (and pylon ram-air inlets). Hot
engine bleed air from the pylon precooler routes
When the wing/engine anti-ice switches are through left and right wing anti-ice shutoff valves,
selected to WING/ENG, bleed air is supplied through two ducts in the fuselage wing fairing, to
to the pylon ram-air inlets (Figure 10-11). The the wing leading edges.
heat prevents ice from blocking ram cooling air
to the cabin heat exchanger and windshield heat The wing undertemperature switch sensor is on
exchanger, which could cause the loss of cabin the inside of the upper outboard wing leading
10 ICE AND RAIN PROTECTION

and windshield bleed-air temperature control. edge skin. The sensor is bonded to the leading
edge and measures the surface temperature, not
If either engine fails, selecting the WING XFLOW the air temperature. It then passes out of the wing
switch (see Figure 10-10) to the on (up) position through a vent on the underside of each wingtip.
opens a crossflow valve that provides bleed air
from the opposite engine. The resulting crossflow In each wing, between the heated wing leading
bleed air anti-ices the pylon ram-air inlet on the edge and the forward portion of the fuel cell, is a
side of the inoperative engine purge passage. Cool ambient air travels through

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this passageway to the wingtip to provide a cool and WING A/I COLD L-R CAS messages will initially
air barrier between the hot air at the wing leading be seen. If the wings warm up sufficiently within
edge and the fuel tank. Hot bleed air and purge two minutes, the WING A/I COLD L-R CAS message
passage bleed air never mix. Purge passage air disappears. If not, do not fly into known icing.
vents into the outermost drybay at the wingtip,
which then vents underneath the wingtip.
CAUTION
During flight, ambient air enters each purge
passage through a forward-facing, finger-sized Do not continue to operate any anti-ice
hole just under the root of each wing leading edge system on the ground at high rpm after
(Figure 10-12). During the walkaround, confirm the WING A/I COLD L-R CAS messages
these holes are unobstructed. have cleared.

In flight, a minimum of 75% N2 should be

maintained to ensure sufficient bleed air is
available to the system.

The WING A/I COLD L-R CAS message initially

illuminates on the ground during preflight, after
the respective side wing anti-ice is selected on.

If, during a 120-second monitoring period, either

the LH or RH wing undertemp switch indicates
Figure 10-12. Purge Air Passage Intake that the supply air temperature has sensed an
appropriate increase in surface temperature, then
Each engine provides the bleed air to anti-ice the respective side CAS message will extinguish.
its respective wing (and pylon ram-air inlet). In
the event of engine failure, the pilot may open a If the undertemperature setpoint is not exceeded
crossflow duct, regulated by the wing crossflow within 120 seconds, the WING A/I COLD L-R CAS
valve, to permit hot engine bleed air to flow to the message turns amber at 120 seconds from when
wing and pylon ram-air inlet on the side of the wing anti-ice was selected on. No WING A/I COLD L-R
inoperative engine. CAS message is displayed in flight.

In flight, the WING A/I COLD L-R CAS message

Controls and Indications displays at 120 seconds from when the wing
anti-ice was selected on if the undertemperature
During ground or flight operations, if the outboard setpoint has not been reached. The respective
wing leading edge skin temperature drops below CAS messages extinguish whenever the
the undertemperature sensor, the WING A/I COLD L-R undertemperature setpoint has been exceeded.
CAS message displays. The WING A/I O’TEMP L-R
CAS message displays for any wing root overheat After an initial successful warmup of the wing
that exceeds the overtemperature sensor setting. anti-ice system, if the leading edge temperature
drops below the undertemperature setpoint, the
10 ICE AND RAIN PROTECTION

Operation amber WING A/I COLD L-R CAS message will be

immediately displayed.
Ground Operations
An operational check of the anti-ice system is On ground or in flight, the WING A/I COLD L-R CAS
required prior to flying into known icing conditions. message appears after 10 seconds from switch
On the ground, N2 must be set to 75% before selection if both L and R WING/ENG or ENG
opening the wing anti-ice pressure regulating ONLY switches are not selected on; this amber
shutoff valves (PRSOVs). Both the WING/ENG A/I ON

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CAS message extinguishes as soon as both sides illuminates. Refer to the appropriate procedure
are selected ON. in the approved checklist.

The WING A/I O’TEMP L-R CAS message is displayed If a wing anti-ice PRSOV fails, select the
and the wing anti-ice pressure regulating valve WING XFLOW switch on (up). This opens the
closes whenever the wing leading edge skin crossflow valve, allowing the ice protection sys-
overtemperature switch setpoint (71°C or 160°F) tem to continue operating while exiting the icing
has been exceeded. When the sensed temperature environment.
cools to 88°C (190°F), this amber CAS message
extinguishes and the wing anti-ice pressure
regulating valve opens again. Abnormal
If an engine is shut down during flight in icing
The BLEED AIR O’TEMP L-R CAS message is conditions, there is undertemperature monitoring
displayed and the wing anti-ice pressure on the inoperative engine wing. If an engine is shut
regulating valve closes whenever the precooler down, selecting both engine WING/ENG switches
bleed-air overtemperature switch setpoint (293°C and the WING XFLOW switch on (up) allows the
or 560°F) has been exceeded. When the sensed pilot to monitor for undertemperature on both the
temperature cools to 282°C (540°F), this amber operating engine wing and the inoperative engine
CAS message extinguishes and the wing anti-ice wing. If either WING A/I COLD L-R CAS message is
pressure regulating valve opens again. displayed, the pilot advances the remaining good
engine for more heat.
Refer to the appropriate procedure in the approved
checklist. If normal DC power fails, the crossflow valve
failsafes closed and the wing on the side with the
inoperative engine cannot be heated.
CAUTION
An overtemperature of the wings is improbable
Do not operate the WING/ENG anti-ice during flight, but if the WING/ENG anti-
on the ground at high engine rpm after ice switches are in the OFF position and
the anti-ice messages have cleared. a WING A/I O’TEMP L-R CAS message appears, a wing
overtemperature is indicated. Undertemperature
monitoring is turned off in this case. This could
In-Flight Operation mean a wing anti-ice valve has failed open,
When in icing conditions, select WING/ENG anti- allowing hot bleed air to flow to a wing. Reducing
ice switches to activate the wing anti-ice system. power and selecting WING XFLOW directs half
The engine inlet anti-ice system is also activated. of the bleed air to the apparently overheated wing
and half to the opposite wing to reduce heat.
NOTE
Select the WING XFLOW switch position to
Minimum engine N2 speed for effective complete the following actions:
wing anti-icing is 75% N2.
• Anti-ice the wing on the side with the inop-
erative engine.
The WING/ENG A/I ON CAS message indicates the
10 ICE AND RAIN PROTECTION

system is activated. The WING A/I COLD L-R will not • Heat a wing if the operating engine wing
illuminate in flight. anti-ice valve has failed closed.
• Reduce an overtemperature in nonicing
When bleed-air temperature entering the wing flight conditions with the switches off.
leading edge is less than +110°C, the respective
amber WING A/I COLD L-R CAS message Wing overtemperature does not normally occur
during flight; however, it can be a problem during

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ground operations where cooling air is absent CONTROLS AND INDICATIONS

to extract the wing bleed-air heat. Any wing
structural overtemperature over 71°C (160°F) The green TAIL deice switch is on the ICE PRO-
(precooler discharge air over 293°C [560°F]) TECTION switch panel of the pilot instrument
could damage the wing leading edge. When panel (see Figure 10-10). AUTO is the normal
the BLEED AIR O’TEMP L-R CAS message appears, system position when in icing conditions.
the anti-ice valves automatically close, preventing
damage to the wing. This condition can occur
during sustained ground operation at high rpm. OPERATION
The checklist procedure instructs the pilot to retard The TAIL DE-ICE ON CAS message is displayed while
the throttle to assist in cooldown for either kind the TAIL switch is selected to AUTO or MANUAL.
of overtemperature malfunction. Wing structural When placed in the AUTO position, the switch
overtemperature protection activates in any switch provides one six-second cycle for each boot,
position (WING/ENG, OFF, and ENG ONLY). followed by approximately three minutes of rest
counting from the time the system was initialized.
If a wing overtemperature occurs, Two control valves control boot cycling. The
the WING A/I O’TEMP L-R CAS message appears MANUAL position overrides AUTO and inflates
and the wing anti-ice valve immediately closes to the boots as long as the switch is held in that
protect the overheated wing. position. Hold the switch in the manual position
for a minimum of four seconds when in use.
If normal DC fails, the engine and wing anti-ice
valves fail open and the wings and engines are When the tail deice switch is in the OFF position,
heated. If the engine anti-ice circuit breakers pop both horizontal stabilizer boot control valves use
and cannot be reset, the wing and engine anti-ice suction from ejectors to hold the boots flat against
valves have deenergized open, heating the wing the leading edge.
and engines.
To cycle the boots, place the TAIL deice switch
to the AUTO position. This activates the tail deice
TAIL DEICE SYSTEM control module to initiate the inflation cycle.
During the first six seconds, the left horizontal
stabilizer boot control valve energizes closed
DESCRIPTION for inflation. After six seconds, the control valve
deenergizes open to create vacuum to return
Inflatable boots controlled by the TAIL AUTO– the left boot to its deflated position. During the
OFF–MANUAL switch on the pilot instrument middle six-second time period, both control valves
panel (see Figure 10-10) provide deicing of the remain deenergized open. Then, the right control
horizontal stabilizer leading edges. valve closes, which inflates the right horizontal
boot for six seconds. At the completion of the last
Bleed air routes through the service air system cycle, both control valves remain deenergized for
to the tail deice system when the engines are three minutes from initiation of the cycle, and
operating. The tail deice control module controls then repeat the cycle.
automatic sequencing of boot operation. The
right crossover bus through the TAIL DEICE If the tail deice boot fail message is illuminated
circuit breaker on the left CB panel provides
10 ICE AND RAIN PROTECTION

and it cannot be verified that there is no ice on

electrical power. the horizontal stabilizer, do not exceed 15 degrees
flaps. Refer to Flaps not in Landing Position
Icing conditions must be avoided if the system is Abnormal checklist.
inoperative.
Keep the speed of 180 KIAS minimum in sus-
Do not activate the boots if the indicated RAT is tained icing until necessary to slow down for
below –35°C. Permanent boot damage could result. approach and landing.

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ABNORMAL
If the TAIL DE-ICE FAIL CAS message appears,
increase thrust to >75% N2, check the TAIL
DEICE circuit breaker on the left CB panel, and
check the TAIL AUTO–OFF–MANUAL switch.
Follow procedures listed in the AFM and leave
the icing environment as soon as possible.

NOTE
When the BATTERY switch is in the
EMER position, the TAIL DE-ICE FAIL is
displayed to remind the pilot that the
tail deice is inoperative.

The TAIL DE-ICE ON CAS message appears if

the TAIL deice switch is selected to AUTO or
MANUAL with RAT less than –35°C or if either
deice boot is pressurized for more than 10 sec-
onds after the TAIL deice switch is selected to
the OFF position.

Figure 10-13. Rain Removal Handle

RAIN REMOVAL
Nosewheel Chine
DESCRIPTION During takeoffs or landings, the nosewheel chine
(Figure 10-14) deflects water and slush away from
The rain removal system uses the normal bleed- the engine inlets to prevent flameout. For normal
air anti-ice system for rain removal, with rain operation, takeoff, and landing, avoid slush water
doors to deflect raindrops over each windshield depths of more than 1/2 inch.
in heavy rain.
NOTE
COMPONENTS Proper nosewheel inflation is important
for the chine to function correctly.
Windshield Bleed Air
Windshield bleed air also provides rain removal
during low airspeed flight. When rain removal is
desired, pull up the rain removal handle (Figure
10-13) and position the BLEED switch to the
LOW position. Rotate the BLEED AIR knobs to
10 ICE AND RAIN PROTECTION

the MAX position.

Rain Doors
The rain removal system includes rain doors that
the pilot can open or close to provide deflected
airflow over each windshield.
Figure 10-14. Nosewheel Chine

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OPERATION NOTES
The doors operate manually by pulling the RAIN-
PULL handle under the BLEED AIR knobs on
the pilot panel.

For rain removal, pull up the RAIN-PULL

handle, rotate the BLEED AIR knobs on the pilot
control panel to the MAX position, and position
the BLEED switch to LOW. Rain door opening
is increasingly difficult at higher speeds and if
the windshield bleed air is already flowing out of
the nozzles. To increase airflow to the windshield
during periods of low-power settings (e.g., during
landing flare), rotate the copilot BLEED AIR–
RIGHT knob to the OFF position. This diverts
all available bleed air to the pilot windshield. In
addition, the use of an approved rain repellent
agent applied to the windshield before flight
greatly enhances the effectiveness of the rain
removal system.

LIMITATIONS
For specific limitations, refer to the FAA-approved
AFM.

EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.

10 ICE AND RAIN PROTECTION

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CREW ALERTING
SYSTEM MESSAGES
Table 10-1 is a summary of all crew alerting system
(CAS) messages referenced in this chapter. The
messages are categorized as warning, caution,
advisory, or status.

Table 10-1. CAS MESSAGES

MESSAGE DESCRIPTION INHIBITS
The white message only appears on the ground and is removed after 120 EMER, ESDI, IN AIR,
ENGINE A/I COLD L-R
seconds to be replaced with an amber message. TOPI, LOPI, ESI, EFI
This message will post when either engine bleed-air switch is in the
ENGINE A/I ON NONE
ENG ONLY position.
Pitot static heater is off. White message is active only when the aircraft is
P/S COLD L-R-STBY EMER
on the ground and either thrust lever is less than cruise power.
This message statically posts when the EMER inhibit logic has been satisfied
TAIL DE-ICE FAIL NONE
to remind the pilot that the tail deice is failed when in emergency power.
TAIL DE-ICE ON Tail deice is on. EMER
The white message only appears on the ground and is removed after 120
WING A/I COLD L-R EMER, LOPI, TOPI
seconds to be replaced with an amber message.
This message will post when either bleed-air switch is in the WING/ENG
WING/ENG A/I ON EMER
position.
BLEED AIR O’TEMP L-R Bleed air leaving the precooler is too hot. EMER, LOPI, TOPI
This message is amber any time the onside engine bleed-air switch is ON
for 120 seconds but the surface did not reach the required temperature EMER, ESDI, TOPI,
ENGINE A/I COLD L-R
OR if the switches are mismatched for > 10 seconds. On the ground LOPI, ESI, EFI
there is a white message preceding the amber message.
Pitot static heater is off or inoperative. Amber message is active only when
P/S COLD L-R-STBY EMER, LOPI, TOPI
the aircraft is in the air or both thrust levers are greater than cruise power.
P/S HEAT ON The pitot-static heat has been on for two minutes while on the ground. NONE
TAIL DE-ICE FAIL Tail deice has failed. EMER, LOPI, TOPI
EMER, ESDI, LOPI,
T2 HEATER FAIL L-R T2 heater has failed.
TOPI
RAT is less than –35°C and the tail deice system is on or the tail deice
TAIL DE-ICE ON EMER, LOPI, TOPI
system is off and the boots are inflated.
This CAS message indicates a windshield air overtemperature or the
W/S AIR O’TEMP EMER, LOPI, TOPI
shutoff valve has failed open.
This message is amber any time the onside wing bleed-air switch is ON
for 120 seconds but the surface did not reach the required temperature
WING A/I COLD L-R EMER, LOPI, TOPI
OR if the switches are mismatched for > 10 seconds. On the ground
10 ICE AND RAIN PROTECTION

there is a white message preceding the amber message.

WING A/I O’TEMP L-R Wing leading edge exceeds the overtemperature sensor setting. LOPI, TOPI

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QUESTIONS
1. Turn on anti-ice systems in flight when oper- 5. Select the one correct statement concerning
ating in visible moisture with an indicated the W/S AIR O’TEMP CAS message:
RAT:
A. If the message appears when the system
A. Between +10°F and +30°F (–12°C and is operating, the solenoid valve closes,
–1°C). cutting off windshield air.
B. –30°F (–34°C). B. The message only appears when the
C. –20°C (–4°F). windshield bleed-air switch is in the HI
or LOW position.
D. +10°C or below (+50°F or below).
C. The message always indicates the tem-
perature of the air is uncontrolled.
2. The P/S COLD L-R-STBY CAS message:
D. When the message appears, the rain
A. Appears with the system selected when removal augmenter doors do not operate.
current fails to the appropriate side
pitot-static heating element.
6. Failure of the normal electrical system
B. Appears with the system selected if the results in:
AOA heating element fails.
A. Complete failure of the windshield anti-
C. Does not appear if the pitot heat switch
icing system.
is OFF.
B. Continuous flow of hot bleed air, with
D. Indicates icing has caused all pitot static
windshield temperature control possible
instruments to be inoperative.
only through regulation of the volume of
bleed air permitted to the windshield.
3. At night, the pilot may detect ice formation
C. Continued windshield anti-icing with
by:
complete control of the bleed-air tem-
A. Wing inspection lights on the right side perature.
(only) of the aircraft. D. Continuous isopropyl alcohol flow to the
B. Red windshield ice detection lights. windshield to replace the normal bleed-
C. Illumination of the ICING DETECTED air anti-icing.
CAS message.
D. Any of the above are correct. 7. The W/S AIR O’TEMP CAS message appears:
A. If 5-psi pressure is sensed in the duct with
4. In the windshield anti-icing system: the BLEED switch in the OFF position.
A. The windshield bleed-air control valve B. If the temperature of the air going to
fails electrically in the closed position. the windshield exceeds 149°C with the
BLEED switch in the HI or LOW position.
B. An overtemperature condition is not
critical since neither the ducting nor the C. If DC power fails.
windshield are vulnerable to overheat. D. Both A and B are correct.
10 ICE AND RAIN PROTECTION

C. An overheat CAS, with the system ON,

indicates excessive bleed air tempera-
ture.
D. During rain removal, the W/S AIR O’TEMP
CAS message does not function.

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8. When using rain removal:

A. The augmenter doors can be easily
pulled open with windshield bleed air in
LOW or HI flow.
B. The volume of bleed air to the wind-
shield is regulated by the BLEED
HI–OFF–LOW switch.
C. A windshield bleed overheat does not
affect rain removal.
D. The augmenter doors should be opened
prior to applying bleed air on the wind-
shield.

9. The windshield alcohol system:

A. Is a backup system for the windshield
anti-ice system.
B. Energizes ejectors that apply alcohol
to both the pilot and the copilot wind-
shields.
C. Utilizes a pump that supplies alcohol
to the pilot windshield only for a maxi-
mum of 10 minutes.
D. Both A and C are correct.

10. A minimum power setting to sustain effec-

tive operation in flight is typically:
A. 70% N1 rpm.
B. 75% N2 rpm.
C. 60% N2 rpm.
D. 80% N2 rpm.

11. The cockpit indications of the engine anti-

ice system operating and the opening of the
valves is:
A. Bleed-air temperature entering the wing
leading edge is less than 110°C (230°F).
B. The stator valve opens and the ENG
ANTI-ICE CAS message displays.
10 ICE AND RAIN PROTECTION

C. ITT Rise, N1 and N2 decrease, and the

ENGINE A/I ON CAS message appears.
D. The nacelle temperature exceeds 320°F
and the MASTER CAUTION RESET
light illuminates.

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CHAPTER 11
AIR CONDITIONING
CONTENTS
Page

INTRODUCTION................................................................................................................. 11-1
GENERAL............................................................................................................................. 11-1
TEMPERATURE-CONTROLLED PRESSURIZED AIR.................................................... 11-2
Description..................................................................................................................... 11-2
Components.................................................................................................................... 11-2
Controls and Indications................................................................................................. 11-3
Operation........................................................................................................................ 11-4
Emergency...................................................................................................................... 11-6
VAPOR-CYCLE AIR CONDITIONING.............................................................................. 11-6
Description..................................................................................................................... 11-6
Components.................................................................................................................... 11-6
Temperature Controls..................................................................................................... 11-7
Operation........................................................................................................................ 11-9
LIMITATIONS....................................................................................................................... 11-9
ABNORMAL......................................................................................................................... 11-9
EMERGENCY....................................................................................................................... 11-9
CREW ALERTING SYSTEM MESSAGES.......................................................................11-10
QUESTIONS.......................................................................................................................11-11

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ILLUSTRATIONS
Figure Title Page

11-1 Cabin Heating System............................................................................................... 11-2

11-2 Cabin Air Conditioning System................................................................................. 11-3
11-3 Cabin Air and Windshield Anti-Ice Heat Exchangers .............................................. 11-3
11-4 Tail Cone Exhaust Vent............................................................................................. 11-3
11-5 AIR SOURCE Selector ............................................................................................ 11-4
11-6 GTC Temperature Page ............................................................................................. 11-5
11-7 TEMPERATURE SELECT Switches ...................................................................... 11-7

TABLES
Table Title Page

11-1 CAS Messages.......................................................................................................... 11-10

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CHAPTER 11
AIR CONDITIONING

INTRODUCTION
This chapter describes the air conditioning system in the CJ3+ aircraft. Information is provided on
temperature-controlled pressurized air, vapor-cycle air conditioning, air distribution, and controls
and indications. Air conditioning controls are on the Garmin Touchscreen Controllers (GTCs).

GENERAL
The CJ3+ aircraft has a conditioned environment The pilot selects the left engine, the right engine,
with automatic and manual temperature control. or both engines to supply bleed air for system
The air conditioning system provides conditioned operation on the ground or in flight. Fresh air
air to both the cockpit and cabin areas. Hot bleed air to the cabin is available during ground or low
is routed from each engine and cooled by precoolers altitude operations. Emergency pressurization is
in the pylons. It is then pneumatically controlled, also available in flight from either engine.
manifolded to and further cooled in the main cabin
heat exchanger by pylon ram air, and routed to the
cabin. If further cooling is necessary, two vapor-
cycle evaporator units in the cabin are plumbed to a
compressor and condenser in the tail cone.

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TEMPERATURE- Cabin Air Heat Exchanger

CONTROLLED After engine bleed air exits the precooler, it enters
a cabin air heat exchanger (Figure 11-3) forward
PRESSURIZED AIR of the aft baggage compartment where further
cooling takes place. When ram air is present, the
extracted heat is exhausted overboard through an
DESCRIPTION exhaust on the underside of the fuselage, near the
Hot engine bleed air routes through the precooler, normal hydraulic reservoir (Figure 11-4).
which cools engine hot bleed air. The air is fur-
ther cooled to comfort level by pylon ram scoop
air through the cabin heat exchanger. This bleed
Windshield Anti-Ice Heat
air flows to the pressure vessel/cabin area. The Exchanger
vapor-cycle evaporators in the cabin extract mois- The windshield anti-ice heat exchanger (Figure
ture and further cool the air, if desired. The cabin 11-3) in the tail cone is an air-to-air heat
air distribution systems are shown in Figure 11-1 exchanger that further cools precooled engine
and Figure 11-2. bleed air to a temperature that avoids damage
to the windshield. Cooling air to the windshield
COMPONENTS anti-ice heat exchanger comes from the left and
right pylon ram-air inlets through the windshield
flow valve.
Pylon Precoolers
The precooler is a conventional heat exchanger The windshield heat exchanger is driven fully
in each engine pylon. It is completely hidden open when the windshield bleed air is used for
from view. The purpose of the precooler is to emergency pressurization.
lower the temperature of the engine bleed air to
an acceptable level.

L BLEED AIR
EXHAUST
L PYLON OVERBOARD
PRECOOLER
L WING
ANTI-ICE L PYLON INLET
R WING CABIN FLOOR AIR COCKPIT
ANTI-ICE FLOOR AIR
CABIN HEAT CABIN ARMREST AIR
EXCHANGER
T
L PR SOV
L FCV 5 8

R FCV 5 8
R PR SOV
T

CABIN ARMREST AIR

CABIN/COCKPIT COCKPIT
23 PSI DIVERTER VALVE CABIN FLOOR AIR
SERVICE AIR FLOOR AIR
R PYLON INLET
WINDSHIELD
ANTI-ICE R BLEED AIR
RAM AIR
R PYLON MODULATING
PRECOOLER VALVE
Figure 11-1. Cabin Heating System

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AFT PRESSURE
BULKHEAD
COMPRESSOR/
CONDENSER FWD EVAPORATOR FWD AIR
FAN UNIT DIVERTER
L EYEBALL VENT AIR DOOR

FLOOD
COOLING VENT

R EYEBALL VENT AIR

FWD AIR
VENT DEFOG
VENTS DEFOG
AFT FAN
EVAPORATOR

FLOOD COOLING AFT EVAPORATOR

DIVERTER DOOR FAN UNIT

Figure 11-2. Cabin Air Conditioning System

WINDSHIELD ANTI-ICE HEAT EXCHANGER

CABIN AIR HEAT EXCHANGER

Figure 11-3. Cabin Air and Windshield Figure 11-4. Tail Cone Exhaust Vent
Anti-Ice Heat Exchangers

OFF Position
CONTROLS AND INDICATIONS
The OFF position on the AIR SOURCE selector
AIR SOURCE Selector energizes the left and right pressure regulating
shutoff valves (PRSOVs) and the windshield
The AIR SOURCE selector (Figure 11-5) on the bleed-air shutoff valve closed. The EMER valve
pressurization-environmental control panel deter- deenergizes closed. Bleed air is still available to
mines the sources and amount of air that enters the service air system, but no bleed air enters the
the cabin. The six control knob positions are OFF, pressure vessel from the engines. The aircraft
FRESH AIR, BOTH, L, R, and EMER. fully depressurizes at the normal leak rate.

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temperatures are greater than 65°F and throttles

AIR SOURCE are set below approximately 85% N2.
BOTH
L R L or R Positions
When L or R is selected on the AIR SOURCE
selector, bleed air from the selected engine is
FRESH used for cabin pressurization. The PRSOV on the
AIR EMER
selected engine remains open, while the PRSOV
OFF on the nonselected engine closes. The FCV on
the selected engine changes position to maintain
a total air flow of 8 ppm to the cabin.

EMER Position
Selecting EMER on the AIR SOURCE selector
provides windshield anti-ice heat exchanger bleed
air at 49°C (120°F). The EMERGENCY PRESS ON
CAS message posts with the activation of this
system. The emergency valve regulates the air
Figure 11-5. AIR SOURCE Selector at approximately 6 ppm to the pressure vessel.
Cooling air to the windshield anti-ice heat
exchanger comes from the left and right pylon
FRESH AIR Position ram-air scoops. Warm air from the emergency
The FRESH AIR position on the AIR SOURCE valve under the floor just to the aft side of the
selector does not pressurize the aircraft and is copilot seat flows to the right side ducting.
intended for ground and unpressurized low altitude Selecting the EMER position provides an alternate
operation only. When FRESH AIR is selected, the source of bleed air from one or both engines to
left and right PRSOVs and windshield bleed-air continue pressurization if the normal source
shutoff valve energize closed. The EMER valve fails. It is not intended for normal operation. The
deenergizes closed. The source of air entering the windshield anti-ice valve deenergizes open and
cabin is pylon ram-air from inlets on the leading the emergency valve energizes open. The left and
edge of the pylons. An axial fan boosts airflow. If right PRSOVs energize closed.
pressurized at the time of selection, no air flows
until internal pressure leaks out to equal pylon ram In flight, setting the AIR SOURCE selector to the
inlet pressure which depressurizes the aircraft in EMER position closes both left and right PRSOVs
flight. One-way check valves then unseat and the and opens the emergency valve. The emergency
fan ventilates the cabin. valve fails closed with the loss of normal DC
power. Selecting the BLEED switch to LOW or
HI greatly impacts emergency operations reduc-
BOTH Position ing source air volume and increasing source air
The BOTH position on the AIR SOURCE selec- temperature from the windshield anti-ice heat
tor deenergizes the left and right PRSOVs and exchanger to 138°C (280°F) in HI or 127°C
flow control valves (FCVs) open and energizes (260°F) in LOW. The windshield bleed-air system
the windshield anti-ice shutoff valve closed. does not have a flow control valve. The bleed air
The emergency pressurization valve deenergizes is regulated based on engine power settings.
closed. Normally, this allows regulated bleed air
from both engines to enter the cabin at 10 ppm
(5 ppm per engine). Check valves prevent bleed- OPERATION
air flow to any inoperative engine. Left and right The pneumatic temperature probe regulators
PRSOVs are closed on the ground when cabin sense precooler discharge air temperature and

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regulate service system air to open the fan air

modulating valve for each engine.
GARMIN
Opening the modulating valve allows the COM1 MIC COM2 XPDR1
Audio &
relatively cooler fan-bypass air to vent, as Radios 118.200 1 130.575 ON
a cooling medium, through the precooler. Intercom STBY 1 STBY
Compressor hot bleed air at 593°C (1,000°F) 122.205 MON 130.505 1200
COM1 Standby
Temperature
is routed through the precooler and regulated
automatically to between 450°F and 500°F. Air COND
Fans
Find
Cold
122.205
Temperature
Bksp
Hot

Precooler discharge air is directly routed to anti-

ice the wing and pylon ram-air scoops. Heat FWD Fan
1 2 3
extracted from the precooler is routed overboard Low
4 5 Off 6
Compressor
in the aft pylon area next to the end of the engine
Aft Fan
exhaust tube. Flood
7
NORM 8 9
Cockpit Air Distribution MAX

As cooled bleed air exits the precooler, it passes DEFOG

a 293°C (560°F) overtemperature sensor that Off 0 XFER

illuminates the appropriate BLEED AIR O’TEMP L-R
CAS message to inform the pilot if bleed air Enter
Back Home MSG Full
entering aircraft systems is too hot. Reducing – Range + Pilot COM1 Volume COM1 Freq
Data Entry
power (rpm) extinguishes the CAS message Push:Pan Push:Squelch Push:Enter
Push:1-2 Hold:

below 282°C (540°F).

NOTE
When the BLEED AIR O’TEMP L-R CAS
message displays, it shuts off the wing
anti-ice shutoff valve on the side of
the overheat until the system cools to Figure 11-6. GTC Temperature Page
protect the wing leading edge from
heat damage. Passenger footwarmer outlets receive air from
underfloor ducting near the aft pressure bulkhead.
A ram-air modulating valve controls the amount of A single cabin side duct supplies air to both
pylon scoop ram cooling air that passes through the the footwarmer and armrest outlets. Passenger
cabin heat exchanger (automatically or manually armrest outlets have air outlet holes under the
controlled). The ram-air modulating valve has armrest cover assembly with the origin of air
limit switches to control the air conditioning being identical to the footwarmer outlets.
compressor. When the valve is full open and
the Air COND button is in the AUTO position, Fresh air is available directly to the cabin for
the compressor operates. At approximately 50% ground or unpressurized low altitude ventilation
closed, the compressor is disengaged. in lieu of bleed air. A fresh air blower aft of the aft
pressure bulkhead delivers fresh air through the
The Cockpit Air Distribution slide control on the bleed-air distribution system.
GTC Temperature page (Figure 11-6) is normally
kept in NORM for climb and cruise and is selected When selecting FRESH AIR on the AIR SOURCE
to MAX for descent and approach. selector, the FRESH AIR ON CAS message will
appear and the MASTER CAUTION switchlight
Pilot and copilot footwarmer air flows from the will illuminate steady anytime the aircraft is in
sidewall ducts at floor level under the rudder pedals the air or the THROTTLE levers are near cruise
and distributes the air vertically across the feet. (CRU) power setting or above. The FRESH AIR ON
CAS message will appear anytime the aircraft is

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on the ground or the THROTTLE levers are set Cockpit Footwarmer Outlets
below cruise (CRU) power setting.
Bleed air channels to the cockpit where it enters
the pilot and copilot footwarmer air outlets and
EMERGENCY side air ducts under each side window.
If complete DC electrical failure occurs, regard-
less of the AIR SOURCE selector position, air
is supplied to the cabin as if the source selector
VAPOR-CYCLE AIR
switch is positioned to BOTH. Without electrical CONDITIONING
power, the emergency pressurization valve fails
closed and the left and right PRSOVs fail open.
The FCVs fail to the 5 ppm flow for a total of 10 DESCRIPTION
ppm flow to the cabin. The windshield bleed-air The air conditioning system provides condi-
shutoff valve fails open, delivering air to the two tioned air to both cockpit and cabin areas. The
manual BLEED AIR valve controls that are nor- vapor-cycle system functions in conjunction with
mally closed, except in icing conditions. temperature-controlled bleed air.

Passenger Footwarmer Outlets COMPONENTS

Passenger footwarmer outlets are along the out-
board cabin walls and allow incoming air to be Compressor
distributed at floor level. The compressor is behind the aft baggage
compartment J-Box. The compressor compresses
Passenger Armrest Outlets the warm, low-pressure refrigerant gas into a hot,
high-pressure gas.
Passenger armrest outlets are along the outboard
cabin wall at passenger seat armrest level. The The AC system utilizes a louvered door in the
outlets supply incoming air to openings under the belly of the tail cone that ensures optimal cool-
passenger armrests through “piccolo tubes.” ing of the tail cone during ground operation. This
door is pneumatically operated and should open
any time the AC compressor is running on the
Windshield Defog Outlets ground. Service air is required to close the door.
When DEFOG is selected Off on the GTC Refer to Chapter 9—Pneumatics, for more infor-
Temperature page, cockpit bleed air enters the mation on the service air system.
defog duct to the glareshield where it blows
across the windshield.
Evaporators
There are two evaporators in the vapor-cycle sys-
Flow Divider tem. The forward evaporator is on the left side,
The flow divider (cockpit air distribution diverter) forward of the cabin entry door. The rear evap-
contains two electrically-controlled, pneumati- orator is on the cabin side at the bottom of the
cally-actuated valves forward of the aft pressure aft pressure bulkhead under the hump cover. The
bulkhead under the floor. The valves are controlled aft evaporator connects to the overhead cabin
by four settings of the Cockpit Air Distribution air vents distribution system as well as a flood-
slide control on the GTC. While set at NORM, cooling outlet near the upper rear bulkhead. Air
it splits the air 50-50, then adjusts to 60-40, then is routed across the evaporator coils with electri-
70-30, with MAX being 80-20 which means 80% cally powered blowers to dissipate heat.
of the air going to the cockpit for defogging.

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Flood Cooling Vent • Cabin temperature controller

The flood-cooling vent assembly is behind the • Duct temperature anticipator
interior panel near the top of the aft pressure bulk- • Air duct overheat sensor
head. The flood door is spring-loaded to the flood
position in the absence of 23-psi service air pres- • GTC temperature controls
sure (i.e., no engine running). The flood-cooling
door closes if the Aft Fan selection on the GTC The cabin temperature sensor is in the aft fan
Temperature page is in the Low or Hi position evaporator inlet at the lower rear pressure
when the service air system is pressurized (any bulkhead. The automatic temperature range is
engine operating) and the air flows to the over- approximately 18°C to 29°C (65°F to 85°F).
head cabin air vents.
Hot engine bleed air to the cabin is automatically
shut off during ground taxi (squat switch logic
TEMPERATURE CONTROLS with the TEMPERATURE SELECT switch in the
NORM position) at less than 85% N2 when the
Automatic Temperature Control cabin temperature is warmer than 18°C (65°F).
The TEMPERATURE SELECT switch (Figure The 18°C (65°F) cabin temperature sensor
11-7) must be in the NORM position for the tem- energizes both PRSOVs closed, stopping hot
perature control system to function automatically. bleed air entering the cabin. Use the forward and
The temperature control system includes the fol- aft evaporators to cool the air inside the cabin or
lowing components: extract moisture, if desired. Restoring bleed air
to the cabin can be accomplished by setting the
• Cabin temperature sensor TEMPERATURE SELECT switch to MANUAL
once cabin temperature is below 18°C (65°F) or
by setting both THROTTLES above 85% N2.

The cabin temperature controller receives signals

from the:
• TEMPERATURE SELECT switches
• GTC temperature control inputs
• Cabin temperature sensor
• Duct temperature anticipator

The controller then sends a signal to the ram-air

TEMPERATURE SELECT modulating valve to establish the necessary ram
airflow across the cabin heat exchanger. The
anticipator senses the temperature of incoming
conditioned air to the cabin and sends a signal
M HOT MANUAL to the temperature controller to maintain desired
A cabin temperature. The cabin temperature sensor
N is on the inlet of the aft evaporator, immediately
forward of the aft pressure bulkhead. It senses
U actual cabin temperature and sends a signal to
A the temperature controller to maintain the desired
L COLD NORM cabin temperature.

The master control for the air conditioning is on

Figure 11-7. TEMPERATURE SELECT the GTC. In the Off position, the vapor-cycle air
Switches conditioning system is turned off and the cabin

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bleed-air temperature control system functions temperature control set point, which engages the
erratically. compressor. The ram-air modulating valve moves
toward the closed position any time the cabin
Controls for the vapor-cycle air conditioning temperature is below the selected temperature,
system consist of selections on the GTC which removes power from the compressor. This
Temperature control page. The Aft Fan provides temperature control of the vapor-cycle
(evaporator) selection also controls the flood- system in flight and on the ground.
cooling diverter door solenoid valve. Additionally,
the system is controlled by the cabin temperature FWD Fan Selection
control system. The fans are energized anytime
the air conditioning selection is placed in the The FWD fan selection on the GTC Temperature
Auto or Fans positions. page has three positions: Low, Auto, and Hi. This
selection controls the forward evaporator fan,
The compressor is wired to operate in the Off- and receives power from the left CB panel. In the
Fans position if DEFOG Hi or Low is selected. Auto position, the forward evaporator fan runs in
The compressor automatically activates and deac- low speed only when the compressor is powered.
tivates at all altitudes.
Aft Fan Selection
Air COND Selection The AFT fan selection on the GTC Temperature
The cabin temperature sensor is in the inlet duct page has three positions: Low, Hi, and Flood. This
to the aft evaporator. Therefore, the Air COND selection controls two speeds of aft evaporator fan
selection must be in the Auto or Fans position to operation and the flood-cooling vent. It receives
enable the aft fan to operate in Low, Hi, or Flood. power from the left CB panel.
These selections also enable the automatic cabin
temperature control system to function properly In order to receive cool air from the eyeball vents,
(have steady airflow). service air must be available and the Aft Fan
should be selected to Low or Hi.
NOTE
Do not block the aft evaporator DEFOG Selection
fan inlet at the rear of the dropped The defog fan is in the right cockpit sidewall
aisle with baggage. Blocking the aft panel. The defog fan is equipped with a two-speed
evaporator fan inlet causes erratic blower that is controlled by the DEFOG button
cabin temperature control. on the Temperature page of the GTC. The for-
ward evaporator diverter valve is under the crew
compartment floor and is spring-loaded to direct
The cabin temperature control system only func-
conditioned air to the floor grill and windshield
tions properly if the Air COND selection is set to
defog vent outlets.
Auto or Fans. In flight, with warm cabin condi-
tions, the ram-air modulating valve opens fully
(allowing maximum cooling of the bleed air) Cockpit Air Distribution Selection
and energizes the first compressor limit switch The Cockpit Air Distribution selection is on the
to power the compressor on. The cabin is pro- bottom half of the GTC Temperature control page.
vided with vapor-cycle refrigerant cooling while It adjusts the distribution of incoming air between
the ram-air modulating valve controls bleed-air the cabin air duct and cockpit/emergency air duct.
temperature to the cabin. As conditions change There are two solenoid valves at the lower right
and the ram-air modulating valve closes to a half- aft pressure bulkhead with four positions. The
open position, a second limit switch removes selection electrically controls and pneumatically
power from the compressor. On the ground, no actuates the two spring-loaded (retracted) valves
ram air is available. The ram-air valves fully open using 23-psi service air. While set at NORM, it
any time the cabin temperature is above the cabin splits the air 50-50, then adjusts to 60-40, then

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70-30, with MAX being 80-20 which means 80% high-pressure liquid. This liquid is then passed
of the air going to the cockpit for defogging. This through a receiver/dryer where the remaining gas
provides the crew a more comfortable environ- is separated from the liquid and any moisture is
ment and better windshield moisture control. removed by a desiccant. The receiver/dryer also
acts as a reservoir for the liquid refrigerant. The
warm, high-pressure liquid then travels to the
Manual Temperature Control constant pressure expansion valves where the
Cabin temperature is controlled manually when warm, high-pressure liquid is expanded to a low-
the TEMPERATURE SELECT switch is in pressure, low-temperature liquid vapor mixture.
the MANUAL position (Figure 11-7). When in This mixture then travels through the evaporators
MANUAL, the temperature slide control on the and absorbs heat from the cabin air that evaporates
GTC grays out. the liquid refrigerant. The refrigerant vapor then
returns to the compressor to repeat the process.
Placing the temperature selector to the MANUAL
position enables the MANUAL–HOT–COLD The overhead ventilation system is routed along
switch to control the cabin temperature. The the ceiling forward of the aft pressure bulkhead.
manual switch takes approximately 15 seconds to The system recirculates cabin air through the
motorize the ram-air modulating valve from one aft evaporator and operates only when the air
extreme to the other. The manual switch does not conditioning button is set to Fans or Auto. At least
select temperature; it only positions the ram-air one engine must be operating to provide engine
modulating valve. bleed air to move the flood vent door closed. This
routes all aft evaporator air to the overhead air vents.
System protection is provided by the:
The overhead ducting system includes the aft
• Temperature controller on the aft pressure evaporator flood-cooling vent and conditioned air
bulkhead. ducting and outlets.
• Duct temperature anticipator between the
heat exchanger and aft pressure bulkhead Air outlets at each passenger position operate from
a full-open to full-closed position individually.
• Duct overheat temperature sensor between Many holes are drilled in the overhead ducts to
the cabin heat exchanger and aft pressure assure positive airflow to the cabin temperature
bulkhead sensor. All overhead air vents manually open and
close. The flood-cooling door is pneumatically
OPERATION actuated and controlled by the Aft evaporator fan
button in the Flood (high fan speed) position.
The compressor is driven by an electric motor. The flood vent solenoid is spring-loaded to the
Electrical power for operation of the compressor Flood position, thus blocking air to the overhead
while on the ground can be supplied by an external air vents.
power unit or by the right engine generator. In
flight, both engine-driven generators are required
for compressor operation. R-134A refrigerant is LIMITATIONS
pumped through the system, which alternately
evaporates and condenses to move heat from one For specific limitations, refer to the FAA-approved
location to another. The heat extracted from the AFM.
condenser is ducted overboard through louvers
under the right tail cone area. The compressor
compresses the warm, low-pressure refrigerant ABNORMAL
gas into a hot, high-pressure gas. The hot high-
pressure gas is then passed through the condenser, Located downstream of the Cabin Heat Exchanger
where it rejects the heat picked up from the is an air duct sensor. This sensor monitors the
cabin along with the heat of compression, and pressurized air entering the cabin. It is this sen-
then condenses the refrigerant into a warm, sor that triggers the AIR DUCT OVERTEMP CAS

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message, when the sensed temperature is above

149°C (300°F). Refer to the appropriate checklist
CREW ALERTING
for complete procedures. SYSTEM MESSAGES
Table 11-1 is a summary of all crew alerting system
EMERGENCY (CAS) messages referenced in this chapter. The
messages are categorized as warning, caution,
For specific information on emergency pro- advisory, or status.
cedures, refer to the appropriate checklist or
FAA-approved AFM.

Table 11-1. CAS MESSAGES

MESSAGE DESCRIPTION INHIBITS
AIR DUCT OVERTEMP The air duct has exceeded a temperature of 300°F. LOPI, TOPI
BLEED AIR O’TEMP L-R Bleed air overheat. EMER, LOPI, TOPI
The emergency pressurization has turned on. Normally, the emergency
EMERGENCY PRESS ON pressurization only turns on if manually activated by the AIR SOURCE EMER, LOPI, TOPI
selector or automatically activated due to high cabin altitude.
FRESH AIR is selected on AND aircraft is in the air OR THROTTLE levers
FRESH AIR ON EMER
are near cruise power settings or above.
FRESH AIR is selected on AND aircraft is on the ground AND THROTTLE
FRESH AIR ON EMER
levers are below cruise power settings.

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QUESTIONS
1. When controlling the cabin temperature 5. The cabin heat exchanger ram-air modulat-
with the manual temperature toggle switch, ing valve is opened for cooler cabin air or
the ram-air modulating valve is positioned closed for warmer cabin source air by:
from full hot to full cold in approximately:
A. Automatic temperature control.
A. 18 seconds. B. Manual temperature control.
B. 6 seconds. C. A or B.
C. 3 seconds. D. Cockpit Air Distribution control slide.
D. 15 seconds.
6. The source of bleed air when
2. The AIR DUCT OVERTEMP CAS message dis- the EMERGENCY PRESS ON CAS message dis-
plays when the: plays in flight is:
A. ACM shuts down. A. Either the left, right, or both engines.
B. Temperature of air in the duct to the B. Left engine only.
cabin is over 149°C (300°F). C. Right engine only.
C. Temperature of the air going to the D. Ram air.
windshield is excessive.
D. EMER source is selected unless the left 7. The vapor-cycle compressor may be on
throttle is retarded. (green light indicated on the GTC) when:
A. Air conditioner in Auto on a hot day with
3. How can the windshield anti-ice shutoff
the ram-air modulating valve full open.
valve be opened?
B. Any altitude in Auto.
A. Remove DC power
C. On the ground without ram air, the ram
B. Select windshield anti-ice to HI or LOW valve opens any time cabin temperature
C. Select EMER pressure mode is above the cabin temperature control
D. All of the above set point engaging the compressor.
D. All of the above.
4. The precooler fan-air modulating valves
open for cooler engine bleed source air: 8. The vapor-cycle compressor is Off (green
light off) when:
A. Automatically by the precooler tempera-
ture control system to maintain a preset A. Air COND circuit breaker is popped.
temperature. B. Ram-air modulating valve more than
B. In direct response to the 50% closed in Auto.
TEMPERATURE SELECT switch C. Automatic load-shedding circuit d­ uring
selected to a lower setting. engine or generator failure.
C. In direct response to the cabin air heat D. All of the above.
exchanger ram-air modulating valve
opening more than 50% while the Air
COND button is in AUTO and wing
anti-ice is off.
D. All of the above

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9. What closes the left and/or right PRSOVs? 13. The forward fan selections are:
A. Selecting the opposite left or right source A. LOW, AUTO, or HI.
B. Selecting FRESH AIR, EMER, or OFF B. LOW, OFF, or HI.
C. In AUTO during taxi with cabin tem- C. LOW, MED, or HI.
peratures over 18°C (65°F), temperature D. AUTO, OFF, or HI.
sensor closes the PRSOVs
D. All of the above 14. Cabin air is circulated through two evapo-
rators; one in the forward cabin and one is
10. The pilot and copilot footwarmer outlets are on the aft bulkhead. The aft evaporator pro-
located: vides conditioned air to the:
A. On the cockpit sidewalls under the pilot A. Forward diffuser.
and copilot rudder pedals. B. Overhead air vent valves.
B. In front of the pilot and copilot rudder C. Side-wall outlets.
pedals.
D. Flood-cooling outlet only.
C. On the side of the throttle pedestal.
D. Under the pilot and copilot seats. 15. The cabin air temperature in the AUTO mode
keeps the cabin temperature in a selectable
11. In the AUTO position, the forward fan is range of:
OFF except:
A. 12–35°C.
A. When flood cooling is selected. B. 50–75°F.
B. When the compressor is on, then operat- C. 65–85°F.
ing at low speed.
D. 18–29°F.
C. When the compressor is on, then operat-
ing at high speed.
16. The ram-air modulating valve controls:
D. When the compressor is on, then operat-
ing at medium speed. A. The amount of cooling ram air that
passes through the cabin heat exchanger.
12. The AFT fan selections are: B. The amount of air flowing into the cabin
from the pylon air inlet when the FRESH
A. LOW, OFF, or HI. AIR position is selected.
B. LOW, HI, and FLOOD. C. Below 18,000 feet, a barometric switch
C. LOW, AUTO, or HI. shutting OFF the operation of the air
D. LOW, MED, or HI. modulating valve.
D. Air to the aft evaporator.

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17. Selecting the FRESH AIR position:

A. Turns on the refrigerant to cool the cabin.
B. Causes the cabin to depressurize in flight.
C. Must not be used during ground
operations.
D. Will not affect normal pressurized flight.

18. The EPU is powering the compressor and

both evaporators in AUTO on a hot day
before engine start. The pilot is concerned
that no cool air is venting the cabin ­overhead
air vents when the AFT e­vaporator fan
switch is in HI or LOW:
A. This is normal.
B. The flood-cooling door spring-loads to
the flood cool (open) position without
23 psi service air.
C. With any engine running, 23 psi service
air closes the flood-cooling doors, thus
allowing all aft evaporator cooling air to
the overhead vents.
D. All of the above.

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CHAPTER 12
PRESSURIZATION
CONTENTS
Page

12 PRESSURIZATION
INTRODUCTION................................................................................................................. 12-1
GENERAL ............................................................................................................................ 12-1
DESCRIPTION...................................................................................................................... 12-2
COMPONENTS.................................................................................................................... 12-2
Outflow Valves................................................................................................................ 12-2
CONTROLS AND INDICATIONS....................................................................................... 12-2
Controls.......................................................................................................................... 12-2
Indications...................................................................................................................... 12-4
Operation........................................................................................................................ 12-5
LIMITATIONS....................................................................................................................... 12-6
EMERGENCY/ABNORMAL............................................................................................... 12-6
CREW ALERTING SYSTEM MESSAGES......................................................................... 12-7
QUESTIONS......................................................................................................................... 12-8

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ILLUSTRATIONS
Figure Title Page

12-1 PRESSURIZATION Switches................................................................................. 12-3

12-2 NORM PRESS and EMER PRESS Circuit Breakers................................................. 12-4

12 PRESSURIZATION
12-3 GTC Landing Elevation Page.................................................................................. 12-4
12-4 EIS Cabin Display................................................................................................... 12-4

TABLES
Table Title Page

12-1 CAS Messages...........................................................................................................12-7

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CHAPTER 12
PRESSURIZATION

12 PRESSURIZATION
INTRODUCTION
The pressurization system on the Citation CJ3+ maintains cabin altitude lower than actual air-
craft altitude to provide a suitable environment for the crew and passengers. The cabin altitude
is maintained by regulating the bleed air escaping overboard from the pressure vessel. The
system consists of a pressurization controller, two outflow valves, safety valves, pilot controls,
and system monitoring.

GENERAL
Two elements provide cabin pressurization. One NOTE
is a constant source of temperature controlled
Emergency pressurization is not
bleed air to the cabin (refer to Chapter 11—
constant or temperature controlled.
Air Conditioning). The other is a method of
controlling the outflow of the bleed air from the
cabin. This control of bleed air inflow and outflow This difference in pressure equates to the cabin
results in a cabin differential pressure (difference pressure altitude being lower than the aircraft
between cabin pressure and outside air pressure). cruising pressure altitude. If cabin pressure
Emergency pressurization is not constant or is higher than the outside air (cabin altitude
temperature controlled.

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lower than actual altitude), check valves on the

pressurization inlet to ensure that the cabin does
COMPONENTS
not have a negative differential pressure. On the
ground the outflow valves open fully, putting the OUTFLOW VALVES
cabin at ambient pressure.
A pair of outflow valves are mounted on the
NOTE aft pressure bulkhead. They are driven by the
pressurization controller to control the cabin
The outflow valves themselves do not altitude. Pressurized air supplies positive
provide negative differential pressure
12 PRESSURIZATION

airflow to the cabin (refer to Chapter 11—Air

protection. Conditioning). The outflow valves exhaust cabin
air into the tail cone.
DESCRIPTION Both outflow valves contain maximum cabin
differential pressure limiters and maximum cabin
The pressurization system includes: altitude limiters. The cabin altitude limiters
override the controller inputs to the outflow valves
• Pressurized air inflow avoiding the possibility of cabin pressure altitude
• Two outflow valves exceeding 15,000 feet MSL. The maximum
differential limiters override the controller inputs
• GTC Landing Elevation page to the outflow valves avoiding the possibility of
overpressurization.
• Automatic pressurization controller
• AIR SOURCE selector knob On the KAPPS II system, the control priority is:
maximum cabin altitude, maximum cabin ΔP, and
• STBY-NORM switch finally autoschedule control.
• CABIN DUMP switch

When the airplane is on the ground, the outflow

valves are fully open to depressurize the airplane.
CONTROLS AND
When the throttles are advanced for takeoff, the INDICATIONS
bleed air turns on (if not already on for heating),
and the pressurization controller starts closing
the outflow valves to pressurize the airplane. The CONTROLS
cabin altitude may descend by as much as 200 feet The pressurization controls are all located in the
during this “pre-pressurization” prior to lift off. PRESSURIZATION switch group (Figure 12-1)
on the pilot subpanel (except the pressurization
When the airplane is climbing or cruising, the controller and the GTC Landing Elevation page).
cabin altitude will slowly begin changing to the The controls include:
landing field elevation, not to exceed 8,000 feet.
The cabin ΔP (differential pressure between inside • Pressurization controller
and outside) will increase until near the maximum
ΔP (8.9 PSI), and then the cabin will climb while • AIR SOURCE selector knob
the ΔP remains approximately constant. (see Chapter 9—Pneumatics and
Chapter 11—Air Conditioning)
During descent, the cabin altitude will change • GTC Landing Elevation page
slowly to the landing field elevation, and normally
will reach the landing elevation when the airplane • STBY-NORM switch
is 1500 feet above the landing airport. The cabin • CABIN DUMP switch
will be nearly depressurized at this point. On land-
ing, the squat switch signals the controller to begin
a 500 fpm cabin climb for 30 seconds then opens
the outflow valves fully depressurizing the aircraft.

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• STBY: Pressurization controller

switches off the autoschedule control.
The PRESSURIZATION CNTRL CAS message
is also displayed. The climb and dive sole-
noids are still active to support the manual
DUMP command and squat switch inputs.

When the STBY position is selected, the cabin

altitude will respond as follows:

12 PRESSURIZATION
• If the airplane is level, the cabin altitude
will remain steady.
• If the airplane is descending, the cabin
altitude will increase slowly until the
maximum cabin altitude limiter is reached
(approximately 14,500 feet), or until the
airplane altitude and cabin altitude are
equal. Then the airplane will be unpres-
Figure 12-1. PRESSURIZATION Switches surized until landing. In this condition, the
CABIN ALTITUDE CAS message may appear.
The pressurization controller normally functions • If the airplane is climbing, the cabin alti-
automatically. Scheduling is based upon the ori- tude will decrease until the maximum
gin and destinations entered in the GTC Flight cabin differential pressure is reached
Planning page or the manual landing elevation in (approximately 9.0 psi), and then the cabin
the GTC Pressurization page. altitude will climb as maximum differential
pressure is maintained.
Pressurization Controller With the STBY-NORM switch in either position,
Maximum cabin differential pressure limiters are the CABIN DUMP switch remains functional.
built into each outflow valve. These mechanical
limiters, automatically modulate the valve posi- CABIN DUMP Switch
tion to limit the cabin differential pressure to
8.9 ± -0.1 psi. The maximum cabin ΔP limiters The CABIN DUMP switch is used to manually
will override any inputs from the pressurization depressurize the cabin in the event of an
controller. emergency. When selected, the cabin will climb
until the maximum cabin altitude limiter is
reached (14,500 feet).
AIR SOURCE Selector
Operation of the AIR SOURCE selector knob Electrical power is required to operate the con-
(Figure 12-1) is detailed in Chapter 11—Air troller solenoids. The solenoids can get power
Conditioning. This knob normally provides pres- from both the NORM PRESS and EMER PRESS
surized air inflow to the cabin. circuit breakers (Figure 12-2) on the pilot side CB
panel.

STBY–NORM Switch Landing Elevation

The STBY-NORM switch selects the mode of
operation in flight. On the GTC Landing Elevation page (Figure
12-3), the Landing Elevation (LDG ELEV on
• NORM: Pressurization controller automat- the EIS) is automatically set to the cabin altitude
ically functions to control cabin altitude in (CABIN ALT on the EIS) value during power-
flight mode. up. Once a flight plan is entered, the Landing

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12 PRESSURIZATION

Figure 12-2. NORM PRESS and EMER PRESS Figure 12-3. GTC Landing Elevation Page
Circuit Breakers
PRESSURIZATION
Elevation is updated to reflect the new destination CABIN ALT 7600 FT RAT°C
elevation. Automatically entered values appear 2
in magenta. Manually entered values (as set on
RATE 0 FPM SAT°C 2
the Landing Elevation page of either GTC, are
ΔP 0.0 PSI ΔISA°C +2
cyan. If the Landing Elevation data is invalid or
LDG ELEV 4415 FT
not available, the digits are replaced with amber OXYGEN PRESSURE 1750 PSI
dashes.

INDICATIONS
The pressurization indications are displayed
in the Cabin Display on the EIS (Figure 12-4).
Indications presented on the display include:
Figure 12-4. EIS Cabin Display
• Cabin altitude (CABIN ALT)
• Pressure change rate (RATE) NOTE
• Differential pressure (ΔP) CABIN ALT display changes to red
• Landing Elevation (LDG ELEV) for increasing cabin altitude at 9,800
feet in Normal mode and 14,800 feet
in High Elevation mode. (Cabin) ΔP
display changes to red above 9.0 psi.

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OPERATION High Elevation Mode

Outflow Valves High-Altitude Landings
The outflow valves connect through a port that In normal pressurization operations, the aircraft
allows equal positive pressure or negative pressure can cruise at 45,000 feet and can have a cabin
to be applied to both valves. altitude of 8,000 ± 200 feet. Normally, the cabin
has no reason to climb above 8,000 ± 200 feet
The position of a diaphragm in the outflow unless it is landing at a destination field with an
altitude of 8,000 feet up to 10,000 feet. These high

12 PRESSURIZATION
valves controls the flow rate of exhausted cabin
air. Air is added or removed from the diaphragm field elevations call for a different pressurization
control chamber by climb and dive solenoids mode (high elevation mode) to allow the cabin
on the pressurization controller. The climb to climb above 8,000 feet. The parameters for
and dive solenoids respond to commands from the pressurization system entering high elevation
the pressurization controller processor. The mode are:
pressurization controller processor controls the
dive and climb solenoids to adjust the diaphragm • Destination field greater than 8,000 feet set
position and thus the cabin altitude. During into the destination window
normal operation, the dive solenoid uses cabin • Air data computer indicates the aircraft
pressure to close the diaphragm and the climb altitude is between 8,000 and 24,500 feet
solenoid uses outside ambient pressure to open
the diaphragm. The pressurization controller has High elevation landing example: If the aircraft is
pressure and vacuum pumps to assist the climb cruising at 45,000 feet it can have a cabin altitude
and dive solenoids. of 8,000 ± 200 feet and it is operating in normal
pressurization mode even with an 8,000 feet or
The pressurization system controls the cabin higher destination field is set in the destination field
exhaust airflow rate by positioning the modulating window. As the aircraft descends below 24,500
diaphragm in the outflow valves. The diaphragm feet the pressurization system switches to the high
position adjusts by varying the pressure in the elevation mode, the HIGH ELEVATION MODE CAS
valve control chamber behind the diaphragm. message is displayed and starts to raise the cabin
The valve control chambers connect to a common up to and above 8,000 feet as the aircraft descends
pressure manifold port on the pressurization in preparation for landing at the high elevation
controller. Each valve input is protected by a flow destination. The HIGH ELEVATION MODE CAS
limiting orifice to enforce the priority scheme: message is displayed after 30 minutes of entering
maximum cabin altitude, maximum cabin ΔP, and high elevation mode.
finally autoschedule control.
High Elevation Departures
The climb and dive solenoid valves do not
override the: When the aircraft departs from an airfield between
8,000 and 10,000 feet, it is in high elevation mode.
• Maximum cabin altitude limit valves While on the ground with the throttles below 85%
TLA, the aircraft is unpressurized. After takeoff
• Maximum differential pressure valves as indicated by the weight on wheels switches, the
pressure vessel starts to descend at a rate of 500
The solenoids receive DC electrical pulses from fpm until reaching 8,000 feet cabin altitude. After
the controller microprocessor, which cause sole- the cabin has descends to 8,000 feet it continues
noids to momentarily pop open and generate to descend at a reduced rate of 100 fpm until it
gradual pressure changes in the control chambers. reaches its normal auto schedule cabin altitude
Audible clicks are produced when the solenoids which is dependent on aircraft actual altitude.
pop open and can be heard when the engines are
off. The system responds rapidly to small cabin
pressure variations and corrects them before pas-
sengers and crew detect any discomfort.

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LIMITATIONS NOTES
For specific limitations, refer to the FAA-approved
AFM.

EMERGENCY/
ABNORMAL
12 PRESSURIZATION

When the cabin altitude exceeds 14,200 feet, the

emergency pressurization activates automatically,
creating lots of noise in the cockpit, to assist in
maintaining the cabin altitude below 14,500
feet. When emergency pressurization is active,
either manually selected or automatically, the
EMERGENCY PRESS ON CAS message displays.
Emergency pressurization source is the windshield
bleed air. Some cabin altitude fluctuations can
also occur. The emergency pressurization can also
be manually activated as discussed in Chapter 9
—Pneumatics.

The EMERGENCY DESCENT CAS message will be

displayed when the autopilot is on, the aircraft
is above FL300, and the cabin altitude exceeds
14,500 feet. The automatic flight control system
(AFCS) automatically changes flight director
modes to Heading (HDG) and Flight Level
Change (FLC). The heading bug will be set 90°
left of current course, the altitude pre-selector
will be set to 15,000 feet, and the FLC target will
be set to MMO (0.737). Pilots can change these
as desired, but it defaults to these settings every
time.

To exit emergency descent mode, disconnect the

autopilot and cancel the MASTER WARNING
RESET if not already canceled.

PRESSURIZATION CNTRL CAS message displays

while the BATTERY switch is in the EMER posi-
tion to remind the pilot that the pressurization
controller is unable to control the cabin pressure.

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CREW ALERTING
SYSTEM MESSAGES
Table 12-1 is a summary of all crew alerting system
(CAS) messages referenced in this chapter. The
messages are categorized as warning, caution,
advisory, or status.

12 PRESSURIZATION
Table 12-1. CAS MESSAGES
MESSAGE DESCRIPTION INHIBITS
Indicates that the cabin altitude is above approximately 9,500 feet during
CABIN ALTITUDE LOPI, TOPI
normal operations and 14,500 feet in High Elevation mode.
Indicates the emergency descent mode of the autopilot is active. This
EMERGENCY DESCENT mode will activate when the autopilot is on, the airplane altitude is above LOPI, TOPI
FL300 and, the cabin altitude exceeds approximately 14,500 feet.
Indicates the emergency pressurization system has been turned on at
EMERGENCY PRESS ON the AIR SOURCE selector or automatically activated due to high cabin EMER, LOPI, TOPI
altitude.
This message is active if the pressurization controller is in the High
HIGH ELEVATION MODE Elevation mode AND the airplane is in the air with the CABIN ALT at EMER, LOPI
exceeding 9,850 feet for more than 30 minutes.
This message indicates the pressurization controller is unable to
automatically control cabin pressure. This may be due to a failure in the
PRESSURIZATION CNTRL EMER, LOPI, TOPI
pressurization system or the PRESSURIZATION switch was selected to
STBY position.
HIGH ELEVATION MODE Indicates that the pressurization controller High Elevation mode is active. EMER, LOPI
This message is displayed when the BATTERY switch is selected to
PRESSURIZATION CNTRL EMER in emergency as a reminder that the pressurization controller is
inoperative.

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QUESTIONS
1. Cabin pressurization is normally regulated by: 3. The source of bleed air for cabin pressuriza-
tion when the EMERGENCY PRESS ON CAS
A. Controlling the amount of air entering
message displays in flight is:
the cabin.
B. Controlling the amount of air e­ scaping A. Vapor-cycle air.
the cabin. B. Right engine.
12 PRESSURIZATION

C. Modulating the temperature of the cabin C. Either or both engines.

temperature controller. D. Pylon ram air.
D. Manipulating the throttles.
4. On the ground, with either engine o­ perating
2. When both throttles are advanced above below approximately 85% N2:
approximately 85% N2 on the ground:
A. Only the primary outflow valve opens.
A. The flight mode is initiated. B. Neither outflow opens.
B. The pressurization system remains in C. Both outflow valves are open.
the ground mode.
D. Only the secondary outflow valve opens.
C. The prepressurization takeoff mode is
initiated.
D. None of the above.

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CHAPTER 13
HYDRAULIC POWER SYSTEMS
CONTENTS
Page

INTRODUCTION................................................................................................................. 13-1
GENERAL............................................................................................................................. 13-1
DESCRIPTION...................................................................................................................... 13-2
COMPONENTS.................................................................................................................... 13-3

13 HYDRAULIC POWER
Reservoir........................................................................................................................ 13-3
Pumps............................................................................................................................. 13-3

SYSTEMS
System Loading Valve.................................................................................................... 13-3
System Relief Valve....................................................................................................... 13-4
Firewall Shutoff Valves................................................................................................... 13-4
Filters.............................................................................................................................. 13-4
Flow Switches................................................................................................................ 13-5
OPERATION......................................................................................................................... 13-5
Hydraulic System........................................................................................................... 13-5
Hydraulic Subsystems.................................................................................................... 13-5
LIMITATIONS....................................................................................................................... 13-5
EMERGENCY/ABNORMAL............................................................................................... 13-5
CREW ALERTING SYSTEM MESSAGES......................................................................... 13-6
QUESTIONS......................................................................................................................... 13-7

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ILLUSTRATIONS
Figure Title Page

13-1 Hydraulic System...................................................................................................... 13-2

13-2 Hydraulic Reservoir................................................................................................... 13-3
13-3 Hydraulic Pump......................................................................................................... 13-4
13-4 HYD CONTROL Circuit Breaker............................................................................. 13-4
13-5 Firewall Shuttoff Valve Buttons................................................................................. 13-4

TABLES

13 HYDRAULIC POWER
Table Title Page

SYSTEMS
13-1 CAS Messages.............................................................................................................13-6

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CHAPTER 13
HYDRAULIC POWER SYSTEMS

13 HYDRAULIC POWER
SYSTEMS
INTRODUCTION
This chapter provides information on the main hydraulic system in the Citation CJ3+ aircraft.
Hydraulic fluid driven by pumps and regulated by valves provides pressure for three subsystems:
landing gear, speedbrakes, and flaps. Operation of these devices is presented in Chapter 14—
Landing Gear and Brakes and Chapter 15—Flight Controls. This chapter describes the portions
of the hydraulic system used by all three subsystems. The antiskid system has an independent
hydraulic system which is described in Chapter 14—Landing Gear and Brakes.

GENERAL
The hydraulic system permits the application of generators, solenoids, and motors of comparable
substantial force by converting a volume of fluid weight and size.
flow into pressure on a hydraulic piston or motor.
Hydraulic fluid lines provide the capability to In the CJ3+, a reservoir stores hydraulic fluid
transmit that force wherever it is required in the for the pumps and receives return flow from
aircraft without heavy or complex mechanical the system. Two engine-driven pumps, one on
linkages. Hydraulic pumps, pistons and motors each engine, supply hydraulic power. Hydraulic
can generally transmit more force than electric fluid routes through lines regulated by system

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loading and relief valves and cleaned by filters.

The hydraulic system responds automatically to
DESCRIPTION
the activation of controls for the landing gear, The hydraulic system (Figure 13-1) is classified
speedbrakes, or flaps. CAS messages indicate as an “open center” system. When there is no
system status. Wheel brakes operate by a separate, demand for hydraulic pressure, the output of the
independent, pressure hydraulic system, which is pumps bypasses the hydraulic subsystems and
driven by an electric motor and an accumulator returns to the reservoir with essentially no buildup
(refer to Chapter 14—Landing Gear and Brakes). of pressure. When operation of a subsystem is
initiated, fluid bypassing ceases and pressure is
provided.
L ENGINE
HYD PUMP

FILTER
13 HYDRAULIC POWER

FILTER
SYSTEMS

F/W SHUTOFF S L
VALVE W P A
I E N
N E D
G D I
RESERVOIR F B N
FILTER L R G
A A G
PRESSURE P K E
RELIEF S E A
F/W SHUTOFF VALVE S R
VALVE 1500 PSI

EXTERNAL
SERVICE LOADING
PANEL VALVE

R ENGINE
HYD PUMP

Figure 13-1. Hydraulic System

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The pumps are supplied with hydraulic fluid

through motorized firewall shutoff valves that can
be closed in the event of a fire.

The reservoir is pressurized with 23 psi service

air to provide an adequate supply of fluid to the
pumps under all operating conditions. Fluid is
filtered prior to entering a subsystem enroute to
the reservoir.

Aircraft avionics monitors the flow switch and

pressure switch and generates CAS messages
when low flow or pressurized conditions exist.

The wheel brake system receives power from

a separate, completely independent hydraulic
system. Refer to Chapter 14­—Landing Gear and
Brakes, for more information.

Red MIL-PRF-83282 is the approved hydraulic

fluid for both systems and the gear struts. Refer

13 HYDRAULIC POWER
to the maintenance manual for a complete listing
of approved hydraulic fluids Figure 13-2. Hydraulic Reservoir

SYSTEMS
The hydraulic fluid should be full in the lower
COMPONENTS sight glass and the fluid level should be in the
middle of the upper sight glass.

RESERVOIR PUMPS
The hydraulic reservoir (Figure 13-2) is on the Constant-displacement hydraulic pumps (Figure
right side of the fuselage under the right engine 13-3) are powered by the accessory section of the
pylon. Service bleed-air pressurizes the reservoir engines. The pumps operate when the engines are
to reduce foaming and assure positive flow. A operating and flow rate varies with turbine speed.
relief valve opens at approximately 30 psi to Either pump is capable of operating all subsys-
prevent overpressurization. tems. Hydraulic system fluid cools the pumps
when they are operating. Pumps are designed to
Servicing connections are adjacent to the provide adequate flow to operate all systems with
hydraulic reservoir, inside the hydraulic access engines at idle.
door. Two sight gauges (Figure 13-2) are on the
reservoir. The reservoir capacity is 2 liters (125
cubic inches). The hydraulic reservoir can be SYSTEM LOADING VALVE
hand filled. The solenoid-operated hydraulic loading
valve is spring-loaded open to route pump
To check the hydraulic fluid level in the hydraulic output directly to the return line, bypassing the
reservoir, follow the instructions placard (Figure hydraulic subsystems. Selecting the operation of
13-2) located on the reservoir: a subsystem energizes the loading valve closed,
which stops bypass flow and increases hydraulic
• Flaps are 15° pressure in the hydraulic lines leading to the
• Speedbrakes are retracted subsystems.
• Landing gear is extended

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SYSTEM RELIEF VALVE

A mechanical relief valve in parallel with the sys-
tem loading valve limits the system pressure to a
maximum of 1,550 psi.

FIREWALL SHUTOFF VALVES

A hydraulic firewall shutoff valve is in the sup-
ply line between the reservoir and each hydraulic
pump. The valves are energized and controlled by
red L and R ENG FIRE buttons (Figure 13-5) on
the glareshield. The valves are normally open. Use
L and R ENG FIRE buttons for firewall shutoff as
directed in the Emergency/Abnormal checklist.
Figure 13-3. Hydraulic Pump The FIREWALL SHUTOFF L-R appears if both fuel and
hydraulic valves are closed. FIREWALL SHUTOFF L-R
appears if there is a mismatch between the fuel
If electrical power is removed from the loading and hydraulic valves.
valve, it fails to the open position, allowing
bypass flow. The loading valve is DC powered
13 HYDRAULIC POWER

from the emergency bus, protected by the HYD

CONTROL circuit breaker (Figure 13-4) on the
SYSTEMS

SYSTEMS section of the pilot CB panel.

Figure 13-4. H
 YD CONTROL Circuit Breaker

CAUTION Figure 13-5. Firewall Shuttoff Valve Buttons

If the HYD CONTROL circuit breaker

is pulled, the loading valve does not
energize, and (as a result) no hydraulic FILTERS
devices operate hydraulically; they are The system incorporates three filters:
all disabled. Only backup pneumatic
power is available to operate the land- • One for filtering all fluid leaving the pumps.
ing gear and brakes. With the hydraulic
pump not operating the flaps may • One for filtering all return fluid prior to
slowly creep up if extended and the entering the reservoir.
speedbrakes will operate slowly. • One for filtering return fluid only from the
landing gear subsystem.

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Each filter incorporates a bypass valve that opens CAUTION

at 100 psid if the filter element clogs. There is no
CAS monitoring of filter bypassing. Watch for fluid leaks at the forward
pressure bulkhead fittings. “Red Oil”
is considered a flammable fluid and
FLOW SWITCHES hydraulic fluid accumulation in carpet-
A flow switch in each pump pressure line controls ing is a risk factor. Key safety items
the HYD FLOW LOW L–R CAS message. A one-way for hydraulics are: fire hazard from
check valve in the flow switch prevents backflow leaks, overheating risk from hydrau-
into the pump. lics always on, loss of function due to
leaks, poor maintenance practice, etc.
It is recommended that the hydraulic
OPERATION plumbing be observed, with an empha-
sis on the exposed tubes along the rear
spar and in the wheel well. Those tubes
HYDRAULIC SYSTEM are exposed to corrosion and aerody-
namic forces and the flight crew should
When any subsystem activates electrically, a be periodically checking for signs of
circuit completes to energize the system loading leakage, chaffing, missing clamps etc.
valve to the closed position.

13 HYDRAULIC POWER
Improper servicing of the reservoir can
As pressure increases, the HYD PRESS ON CAS result in fluid venting overboard and
message appears, indicating the system has onto the belly. Although undesireable,

SYSTEMS
pressurized. System pressure is limited to 1,500 this does not affect the airworthiness of
psi by the system relief valve. When system the aircraft.
operation completes, the circuit to the system
loading valve opens. The de-energized hydraulic
loading valve spring-loads to the open position,
again bypassing pump output to return. The LIMITATIONS
system depressurizes and the HYD PRESS ON
disappears. The system remains in the bypassing For specific limitations, refer to the FAA-approved
(open center) condition until another subsystem AFM.
is selected for operation.

If the HYD PRESS ON is on for longer than 40 sec- EMERGENCY/

onds, then it changes to HYD PRESS ON .
ABNORMAL
HYDRAULIC SUBSYSTEMS For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
Hydraulically powered subsystems include FAA-approved AFM.
landing gear, speedbrakes, and flaps. Application
of hydraulic power to the three subsystems is
presented in Chapter 14—Landing Gear and
Brakes, and Chapter 15—Flight Controls.

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CREW ALERTING
SYSTEM MESSAGES
Table 13-1 is a summary of all crew alerting system
(CAS) messages referenced in this chapter. The
messages are categorized as warning, caution,
advisory, or status.

Table 13-1. CAS MESSAGES

MESSAGE DESCRIPTION INHIBITS
Either the fuel or hydraulic shutoff valves are closed. This message is
FIREWALL SHUTOFF L-R amber if there is a mismatch between fuel & hydraulic. There is a two EMER, LOPI, TOPI
second delay before the message changes to amber.
This message is active if the pressurization controller is in the High
HYD FLOW LOW L-R Elevation mode AND the airplane is in the air with the CABIN ALT at EDSI, LOPI, TOPI
exceeding 9,850 feet for more than 30 minutes.
HYD PRESS ON Hydraulic pressure has been on at least 40 seconds.
This message is white if both fuel & hydraulic shut-off valves are closed.
FIREWALL SHUTOFF L-R EMER
There is a two second delay before the message changes to amber.
13 HYDRAULIC POWER

HYD PRESS ON Hydraulic pressure is on.

SYSTEMS

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QUESTIONS
1. The hydraulic system loading valve is: 5. Access to the main hydraulic reservoir sight
gauges is:
A. Spring-loaded closed.
B. Spring-loaded open. A. In the right forward baggage
­compartment.
C. Energized closed.
B. On the copilot instrument panel.
D. Both B and C.
C. Ahead of the tailcone baggage
­compartment.
2. Closing of the hydraulic loading valve is
indicated by: D. Inside a door behind the right flap under
right engine.
A. A warning horn.
B. Illumination of the applicable 6. The hydraulic system:
FIREWALL SHUTOFF CAS message if the
fuel firewall shutoff valve also closes. A. Uses only red MIL-PRF-83282 fluid.
C. Illumination of the HYD PRESS ON CAS B. Has a reservoir pressurized by pylon
message. scoop ram air.
D. Both A and B. C. Uses two electrically powered pumps.

13 HYDRAULIC POWER
D. Only functions when both pumps are
3. If DC power is lost, the system loading operating.

SYSTEMS
valve:
7. Hydraulic system operation is indicated by
A. Closes.
illumination of the:
B. Opens.
A. HYD LEVEL LOW L-RCAS message.
C. Remains in its present state.
B. HYD PRESS ON CAS message.
D. Both B and C.
C. HYD PRESSURE LOW CAS message.

4. The main hydraulic system provides pres- D. HYD PRESS ON CAS message is removed
sure to operate the: from the display
A. Landing gear, speedbrakes, and flaps.
8. A hydraulic leak may be detected by:
B. Landing gear and speedbrakes only.
A. Visible red fluid observed during p­ re- or
C. Antiskid brakes, landing gear, and flaps.
post-flight walkaround.
D. Speedbrakes, landing gear, and wheel
B. Both HYD FLOW LOW L-R appear.
brakes.
C. Fluid level below the upper edge of the
lower sight gauge.
D. All of the above.

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CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page

INTRODUCTION................................................................................................................. 14-1
GENERAL............................................................................................................................. 14-1
LANDING GEAR................................................................................................................. 14-2
Description..................................................................................................................... 14-2
Components.................................................................................................................... 14-3
Controls and Indications................................................................................................. 14-5
Operation........................................................................................................................ 14-8
NOSEWHEEL STEERING.................................................................................................14-11
Description and Operation...........................................................................................14-11
BRAKES..............................................................................................................................14-12
Description...................................................................................................................14-12
Components..................................................................................................................14-13

14 LANDING GEAR AND

Controls and Indications...............................................................................................14-16

BRAKES
Operation......................................................................................................................14-16
LIMITATIONS.....................................................................................................................14-19
CREW ALERTING SYSTEM MESSAGES.......................................................................14-19
QUESTIONS.......................................................................................................................14-20

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ILLUSTRATIONS
Figure Title Page

14-1 Main Gear Assembly............................................................................................... 14-3

14-2 Uplock Hook............................................................................................................ 14-4
14-3 Nose Gear Assembly................................................................................................ 14-4
14-4 Nose Gear Uplock Assembly and Shimmy Damper................................................ 14-5
14-5 LANDING GEAR Control Handle......................................................................... 14-6
14-6 GEAR CONTROL and LANDING GEAR Circuit Breakers................................. 14-7
14-7 LANDING GEAR Indicator Positions.................................................................... 14-7
14-8 Landing Gear Retraction......................................................................................... 14-8
14-9 Landing Gear Extension.......................................................................................... 14-9
14-10 Landing Gear Emergency Extension.................................................................... 14-10
14-11 AUX GEAR CONTROL T-handle....................................................................... 14-11
14-12 Rudder and Brake Pedals...................................................................................... 14-11
14-13 PARK BRAKE Handle......................................................................................... 14-12
14-14 Brake Systems...................................................................................................... 14-14

14 LANDING GEAR AND

14-15 Accumulator Pressure and Hydraulic Brake Reservoir Gauges........................................ 14-15

BRAKES
14-16 EMER BRAKE Lever.......................................................................................... 14-15
14-17 BRAKE SYSTEM and SKID CONTROL Circuit Breakers................................ 14-16

TABLES
Table Title Page

14-1 CAS Messages........................................................................................................ 14-19

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CHAPTER 14
LANDING GEAR AND BRAKES

INTRODUCTION

14 LANDING GEAR AND

This chapter describes the landing gear in the Citation CJ3+ aircraft. In addition, information is
provided on nosewheel steering and brakes.

BRAKES
GENERAL
The CJ3+ landing gear is electrically controlled Nosewheel steering is mechanically actuated
and hydraulically actuated. When retracted, the nose through linkage from the rudder pedals. A self-
gear and the struts of the main gear are enclosed by contained shimmy damper is on top of the nose
mechanically actuated doors. The trailing-link main gear strut. A two-way spring allows tighter turns
gear wheels remain uncovered in the wheel wells. with differential power and braking. The aircraft is
Gear position and warning are provided by colored towed by connections on the nosewheel strut.
indicator lights and an aural warning.
Power braking (hydraulically actuated) is provided
In the event of hydraulic gear extension system with or without antiskid protection. A “touchdown
failure, an independent pneumatic system provides protection” feature prevents landing with brakes
for emergency gear extension. locked. In the event of hydraulic brake system

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failure, an independent pneumatic system provides Abnormal Main Gear Extension System
for emergency braking. A parking brake system is The uplock hooks can also be released by pulling
available to lock the brakes on the ground. the red mechanical AUX GEAR CONTROL
T-handle and then the round, red, concentric knob
located behind the T-handle.
LANDING GEAR
• The T-handle operates a cable system to
mechanically release the uplock hooks
DESCRIPTION from the struts. The gear should free-fall.
The main and nose landing gear struts are The T-handle must be pulled out and rotated
conventional air-oil struts. The landing gear is clockwise to be locked which allows the
hydraulically actuated, but if the normal gear round knob to then be pulled out.
actuation system fails, the gear can be mechanically • The round concentric knob releases high-
and pneumatically released and extended. pressure nitrogen from the bottle in the
nose compartment to pneumatically oper-
Each inboard-retracting main gear uses two ate the uplock actuators and fully extend
hydraulic actuators (one for uplock release and the gear actuators.
one for gear actuation). Two hydraulic actuators
perform identical duties for the forward-retracting • The pneumatic pressure activates a dump
nose gear. An electrically positioned gear-control valve which will direct hydraulic flow back
valve directs hydraulic pressure for gear exten- to the system return.
sion or retraction. If hydraulic extension fails, a
bottle of compressed nitrogen provides pressure Once the uplock hooks are released, the pneu-
for emergency gear extension. matic nitrogen pressure is applied to assure
extension and locking of all three gear actuators.
Nitrogen pressure must be used to assure positive
Main Gear System downlock. In the event no nitrogen is available,
yawing the aircraft to force the gear into position
Main Gear Extension System is another option for the pilot.
Uplocks
Main Gear Downlock Mechanism
The main landing gear struts are mechanically
The main landing gear actuator has an internal
14 LANDING GEAR AND

locked in the retracted position by a spring-loaded

hydraulically-released uplock hook. downlock mechanism that locks the gear in the
down position. After the gear is down and locked,
BRAKES

To release a strut from its uplock, the gear-control hydraulic pressure is released and the gear is
solenoid valve supplies fluid to the uplock hook mechanically locked.
actuator, retracting the piston into the actuator.
When the piston retracts completely, it pulls the Applying hydraulic pressure is the only way to
uplock hook free of the uplock roller, and the gear release the downlocks; therefore, no blocks or
strut is unlocked to start extension. external downlock pins are required.

Extension
When the uplock actuator is fully retracted,
fluid passes through the uplock actuator to the
gear-extend side of the gear actuator. Hydraulic
pressure is then applied to the actuators, which
extend until the gear is down and locked.

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Nose Gear System

Nose Gear Extension System
The nose gear is mechanically locked in the
retracted position by a system like to the main ACTUATOR
gear. Gear extension and subsequent locking in
the down-position is also similar; the only dif- TRUNNION
ference being that the nose landing gear actuator UPLOCK
ROLLER
retracts to extend the gear. Whenever the nose-
wheel is extended, nosewheel steering is active, OLEO
TRAILING
regardless of whether the aircraft is in flight or on LINK STRUT
the ground.

Nose Gear Retraction System Figure 14-1. Main Gear Assembly

After takeoff, with weight off wheels, the nosewheel
steering remains connected until gear retraction. Trunnion
During retraction, the nose gear is mechanically
centered. The nosewheel retracts forward. A trunnion is the main support (leg) for each
main gear. It connects to the wheel through the
oleo strut and the trailing link, and is extended
NOTE or retracted by the main gear actuator. During
When the nose gear strut goes to the extension, the trunnion (with the main gear com-
down-and-locked position, the heads- ponents attached) rotates down-and-outboard on
up angle-of-attack indicator activates. pivots attached to the forward and aft wing spars.

Nose Gear Door System Trailing Link

Nose gear movement actuates three doors to The trailing link connects the trunnion to the
completely enclose the nose gear and wheel at wheel through a pivot and an oleo strut. It allows
retraction. The two forward doors close when the the wheel to simultaneously move up and aft
gear is extended or retracted and are open only when landing or when encountering shocks.
during gear transit. The aft spade door remains

14 LANDING GEAR AND

open with the gear extended. Oleo Strut
The oleo (air-over-oil) strut is a sealed hydraulic

BRAKES
COMPONENTS piston and cylinder that uses compressed nitrogen
to absorb landing and taxiing shocks. It absorbs
Main Gear shocks between the trailing link (attached to the
wheel) and the trunnion (attached to the airplane).
Each main gear assembly (Figure 14-1) includes: On the ground, the oleo struts support the weight
of the aircraft.
• Trunnion
• Trailing link Main Gear Actuators
• Oleo strut Inboard of (and attached to) each main gear
trunnion is a fluid-driven actuator, which extends
• Main gear actuators or retracts the trunnion. The actuators are
• Uplock hook and assembly normally driven hydraulically, but can be driven
pneumatically in an emergency.
• Main wheel assembly
• Squat switch

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 CITATION CJ3+ PILOT TRAINING MANUAL

Each actuator includes its own integral lock- Squat Switch

ing system to lock the actuator in place when
A squat switch on the bottom of each main gear
it is fully extended which locks the gear down.
trunnion detects whether the aircraft is on ground/
Hydraulic retraction pressure retracts the locking
weight-on-wheels or in flight/weight-off-wheels.
system and permits gear retraction.
The squat switch provides this information to
aircraft systems that are partially controlled by
this input (including engine, pressurization, land-
ing gear control, and air conditioning). The squat
switches are monitored by the CAS system. Any
disagreement between squat switches will cause the
WOW MISCOMPARE CAS message to be displayed.

Main Gear Door and Fairing

Gear movement actuates a door that covers the
main gear strut when retracted; the wheel fairs
into the wheel well.

Nose Gear
Figure 14-2. Uplock Hook
The nose gear assembly (Figure 14-3) supports
the nose section of the aircraft while on the
ground and provides steering and a linkage for
Uplock Hook and Assembly towing. The nose gear assembly includes:
In each wheel well, a spring-loaded mechanical • Strut
uplock hook (Figure 14-2) catches the uplock
roller on the trunnion when it retracts. This locks • Uplock hook and assembly
the gear in the up position. A microswitch in the • Gear actuator
uplock assembly detects when the trunnion uplock
roller is in the lock. (During preflight, check that • Nose wheel assembly
the rollers rotate.) At the start of gear extension, • Shimmy damper
a hydraulic uplock actuator releases the uplock
14 LANDING GEAR AND

hook, then permits hydraulic fluid (or pressurized

nitrogen during an emergency extension) to pass
BRAKES

on to the gear actuator.

Main Wheel Assembly

Each main gear wheel assembly includes a single
wheel with tire and a fluid-actuated multiple-disc
brake. Both wheels incorporate a fusible plug that
melts to deflate the tire if excessive temperature is
generated by an overheated brake. Maximum tire
ground speed is 165 knots.

Figure 14-3. Nose Gear Assembly

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Nose Gear Strut

The nose gear strut includes the trunnion
(attached to pivots and moved by the gear actua-
tor), the shock strut, and the nosewheel fork. The
integral oleo (air-over-oil) shock strut absorbs
landing impact and other shocks. The lower end
of the shock strut attaches to the nosewheel fork,
which holds the nosewheel assembly. Two torque
links hold the trunnion and fork together, and
keep them aligned.

Nose Gear Uplock Assembly

A mechanical latching system (uplock hook)
similar to the main gear system locks the gear
in the up (gear-retracted) position. During gear
extension, the uplock actuator releases the uplock
hook, then permits hydraulic fluid (or pressurized
nitrogen during an emergency extension) to pass
on to the gear actuator. On gear retraction, the
uplock latch catches a roller on the rising trun-
nion to lock the gear in the up position. (During
preflight, check that the roller rotates.) A micro-
switch in the uplock mechanism detects whether
or not the gear is up and locked (Figure 14-4).
Figure 14-4. N
 ose Gear Uplock Assembly
Nose Gear Actuator and Shimmy Damper
The fluid-driven nose gear actuator retracts into the
forward pressure bulkhead to extend the nose gear.
It also triggers nose gear door operation through CONTROLS AND INDICATIONS
linkages. Normally, the actuator is hydraulically
driven; but in an emergency it may be driven Landing Gear Control Handle

14 LANDING GEAR AND

pneumatically by pressurized nitrogen from the The LANDING GEAR control handle (Figure
emergency pneumatic system. In the down (gear- 14-5) on the pilot subpanel controls the landing

BRAKES
extended) position, gear is locked down by an gear retraction and extension. The gear handle
integral locking mechanism in the actuator. must be pulled out of a detent before movement to
either the GEAR UP or GEAR DOWN position.
Nose Wheel Assembly
The handle actuates switches to complete the
The nose wheel assembly includes a wheel and electrical circuit to the extend or retract solenoid
tire. The nose gear tire has a chine for water and of the gear control valve.
slush deflection. Maximum tire ground speed is
165 knots.
CAUTION
Shimmy Damper Never attempt to pull the gear handle
To reduce nose gear shimmy during takeoff, up during taxi.
landing, and taxiing, the nose gear has a self-
contained shimmy damper at the top of the strut Before pressing the start button, ensure
(Figure 14-4). the gear handle is in the GEAR DOWN
position to prevent inadvertent nose
gear ­retraction.

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NOTE
If DC power fails when the gear handle
is GEAR UP and the locking sole-
noid plunger deenergizes extended,
the locking mechanism still allows the
crew to move the gear handle to the
GEAR DOWN position.

Circuit Breakers
The GEAR CONTROL circuit breaker (Figure
14-6) (in the SYSTEMS section of the pilot
CB panel) passes DC power from the left feed
extension bus to power the gear control valve
(which regulates gear extension and retraction) as
directed by the LANDING GEAR control handle.

NOTE
The GEAR CONTROL circuit breaker
is in the SYSTEMS section of the left
CB panel, and should not be confused
with the LANDING GEAR circuit
breaker in the WARNING section of
the same panel.

DC power from the left emergency bus, through

the LANDING GEAR circuit breaker, powers the:

Figure 14-5. LANDING GEAR Control Handle • Gear position indicators

• Aural warning
14 LANDING GEAR AND

Gear Handle Locking Solenoid • Locking solenoid on the gear handle

On the ground, a locking solenoid spring-loaded
BRAKES

plunger deenergizes extended to hold the gear Indicators

handle in the GEAR DOWN position; this
prevents inadvertent movement of the handle to One red and three green position indicators
the GEAR UP position. (Figure 14-5 and Figure 14-7) on the landing gear
control panel provide gear position indication. In
In flight, with the left main gear squat switch in addition, an aural warning sounds when throttle
the in-flight position, the landing gear handle or flap and gear position are not compatible when
locking solenoid energizes to retract the plunger. the airspeed is less than 130 KIAS and the throttle
This frees the handle for movement to the GEAR lever angle (TLA) is less than approximately 85%
UP position. N2 rpm.

This safety feature cannot be overridden. If the The green NOSE–LH–RH lights on the
solenoid fails or electrical power is lost, the LANDING GEAR control panel indicate gear
gear handle cannot be moved to the GEAR UP down and locked. As each gear locks down, its
position. respective green light illuminates.

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Figure 14-6. GEAR CONTROL and LANDING GEAR Circuit Breakers

14 LANDING GEAR AND

DOWN AND LOCKED UP AND LOCKED

BRAKES

NOSE GEAR NOT DOWN AND LOCKED ONE OR MORE GEAR NOT UP AND LOCKED

Figure 14-7. LANDING GEAR Indicator Positions

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The red UNLOCK light indicates an unsafe gear OPERATION

condition. It illuminates when one or more of the
landing gear is not in the position selected by the In addition to energizing the gear control
landing gear handle. valve, moving the LANDING GEAR handle
to the GEAR UP or DOWN position also
Normal indication with the gear down is three closes the hydraulic system loading valve. This
green lights illuminated. All lights should extin- creates pressure as indicated by illumination of
guish with the gear retracted. the HYD PRESS ON CAS message.

NOTE
Aural Warning
The GEAR CONTROL circuit breaker
The warning/caution advisory system provides a is in the SYSTEMS section of the left
landing gear aural warning if one or more gear CB panel. It should not be confused
are not locked down and either of the following with the LANDING GEAR circuit
situations occurs: breaker in the WARNING section of
the same panel, which affects other
• One or both throttles are retarded below items, as noted earlier.
approximately 85% N2 rpm and airspeed is
below 130 KIAS.
• Flaps are extended beyond TAKEOFF
AND APPROACH (15°) setting.

RETURN
GEAR
CONTROL PRESSURE
SOLENOID
VALVE
L MAIN LANDING
GEAR ACTUATOR

UPLOCK HOOK
ACTUATOR UPLOCK HOOK
ACTUATOR
14 LANDING GEAR AND
BRAKES

EMERGENCY GEAR
EXTENSION HANDLE NOSE GEAR
ACTUATOR PRESSURE
GAUGE
NITROGEN FILL PORT
TO LANDING GEAR
BLOWDOWN BOTTLE
EMERGENCY BRAKE
SHUTTLE PNEUMATIC
VALVE DUMP VALVE

UPLOCK
HOOK R MAIN LANDING
ACTUATOR GEAR ACTUATOR

Figure 14-8. Landing Gear Retraction

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Retraction Extension
Placing the LANDING GEAR handle in the Placing the LANDING GEAR handle in the
GEAR UP position energizes the retract solenoid GEAR DOWN position energizes the extend
of the gear control valve. The control valve is solenoid of the gear control valve. The valve
positioned to direct pressure to the retract side is commanded to route pressure to the uplock
of each gear actuator and to extend the uplock actuators, which releases the gear uplocks
actuators to position the uplock hooks. The (Figure 14-9).
downlock mechanism in each actuator releases
and retraction begins (Figure 14-8). When the uplocks release, pressure continues
to the gear actuators. As each gear reaches the
As each gear reaches the fully retracted position, fully extended position, a gear downlock engages
a spring-loaded uplock mechanism engages it and and the downlock microswitch actuates. As each
an uplock microswitch actuates. When all three downlock engages its green indicator light on the
uplock microswitches actuate, the gear control panel illuminates indicating that gear is down and
valve circuit is interrupted and the valve returns locked. When all three downlock switches actu-
to the neutral position. All position indicators on ate, the control circuit is interrupted and the gear
the control panel extinguish. control valve returns to the neutral position.

RETURN
GEAR
CONTROL PRESSURE
SOLENOID
VALVE
L MAIN LANDING
GEAR ACTUATOR

UPLOCK HOOK
ACTUATOR UPLOCK HOOK
ACTUATOR

14 LANDING GEAR AND

EMERGENCY GEAR BRAKES
EXTENSION HANDLE NOSE GEAR
ACTUATOR PRESSURE
GAUGE
NITROGEN FILL PORT
TO LANDING GEAR
BLOWDOWN BOTTLE
EMERGENCY BRAKE
SHUTTLE PNEUMATIC
VALVE DUMP VALVE

UPLOCK
HOOK R MAIN LANDING
ACTUATOR GEAR ACTUATOR

Figure 14-9. Landing Gear Extension

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 CITATION CJ3+ PILOT TRAINING MANUAL

Emergency Extension Emergency extension is initiated by pulling the

AUX GEAR CONTROL T-handle (Figure 14-11)
If the hydraulic system fails or an electrical and rotating it clockwise 45° to unlock. This
malfunction exists in the landing gear system and mechanically releases the gear uplocks allowing
the landing gear will not extend, two emergency the gear to free-fall. After the gear has extended,
systems provide for landing gear extension. pull the round knob (or collar) behind the T-handle.
The gear uplocks can be manually released for This releases nitrogen bottle pressure to the gear
gear free fall followed by use of the emergency uplocks and actuators and opens a dump valve to
pneumatic blow-down system. A bottle of assure a path for fluid return to the reservoir and to
compressed nitrogen (charged to 1,800 to 2,050 inhibit any further hydraulic operation of the gear.
psi) is in the right nose storage compartment. This Nitrogen pressure will ensure the gear actuators
­bottle is used for positive gear uplock release and are fully extended and locked. Once the nitrogen
for gear downlocking (Figure 14-10). bottle has been actuated, hydraulic operation of the
gear is not possible. Maintenance action is required
CAUTION after an emergency extension to restore normal
operation of the landing gear. The optimum speed
Procedures for emergency extension for this procedure is 150 KIAS with flaps up.
of the landing gear are in the Airplane
Flight Manual (AFM), in Section III NOTE
Operating Procedures, Emergency/
Abnormal Procedures (Hydraulics, Pneumatic (nitrogen) pressure should
Brakes, and Landing Gear). be used to assure positive locking of all
three gear actuators.

RETURN
GEAR
CONTROL PRESSURE
SOLENOID NITROGEN PRESSURE
VALVE
L MAIN LANDING
GEAR ACTUATOR

UPLOCK HOOK
ACTUATOR UPLOCK HOOK
14 LANDING GEAR AND

ACTUATOR
BRAKES

EMERGENCY GEAR
EXTENSION HANDLE NOSE GEAR
ACTUATOR PRESSURE
GAUGE
NITROGEN FILL PORT
TO LANDING GEAR
BLOWDOWN BOTTLE
EMERGENCY BRAKE
SHUTTLE PNEUMATIC
VALVE DUMP VALVE

UPLOCK
HOOK R MAIN LANDING
ACTUATOR GEAR ACTUATOR

Figure 14-10. Landing Gear Emergency Extension

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 CITATION CJ3+ PILOT TRAINING MANUAL

Figure 14-12. Rudder and Brake Pedals

For towing, ensure the flight control lock is

disengaged and to not exceed 95° nosewheel
deflection. If 95° is exceeded, the steering
attachment bolts shear with resultant loss of
Figure 14-11. AUX GEAR CONTROL T-handle steering capability.

NOSEWHEEL STEERING CAUTION

DESCRIPTION AND If the control lock is engaged, towing
beyond 60° may cause ­structural dam-
OPERATION age. If the nosewheel steering bolts
Cable linkage from the rudder pedals (Figure shear (indicated by loss of nosewheel
14-12) mechanically actuates the nosewheel steering with the rudder pedals), do not
steering system. attempt to fly the aircraft. Flight should

14 LANDING GEAR AND

not be attempted because the nose-
Whenever the nosewheel is extended, nosewheel wheel may not remain centered after
takeoff. This is true even if the gear

BRAKES
steering is enabled, whether the aircraft is in flight
or on the ground. On takeoff, even with weight off remains extended.
wheels, the nosewheel steering remains engaged.
During retraction, the nose gear is mechanically Flying the airplane with inoperative
centered. ­nosewheel steering can also result in
violent nosewheel shimmy.
Rudder pedals mechanically steer the nose gear
to 20° either side of center. Nosewheel steering The nosewheel deflects with rudder
cables connect through a two-way spring canister pedal movement any time the gear is
to the nose gear. The spring provides an additional extended. During a crosswind landing,
64° of nosewheel castering when steering with center the pedals immediately before
differential engine power or braking. nosewheel touchdown.

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BRAKES An additional feature of the antiskid system is

“touchdown protection,” which prevents landing
with the brakes locked.
DESCRIPTION
Multiple disc brakes are on the main gear
wheels. An independent hydraulic system CAUTION
provides normal power braking with a pneumatic
(pressurized nitrogen) system for backup .The The antiskid touchdown protection fea-
system automatically maintains pressure for brake ture will not prevent landing with the
operation with the operation of an electrically parking brake engaged. Make sure the
operated hydraulic pump. parking brake control knob is pushed
in prior to landing.
The brakes are normally used as antiskid power brakes
but can operate as power brakes without antiskid
protection. In the event brake system hydraulic Parking Brakes
pressure is lost, emergency braking is available. Normal DC power is required to operate the
wheel brake system hydraulic pump and supply
pressure for the brake system. Parking brakes
CAUTION are a locked configuration of the brakes. Brakes
are locked when the parking brake valve traps
Loss of normal DC power disables hydraulic fluid in the brake lines. The parking
the hydraulic pump. In this condition, brake valve is controlled by the PARK BRAKE
braking is only available through emer- handle (Figure 14-13) on the lower left side of the
gency brakes. pilot instrument panel. To set the parking brakes,
the pilot may either pull the PARK BRAKE
handle and then push on the brake pedals or pull
Pushing the brake pedals initiates braking (Figure the handle while holding pressure on the brake
14-12). If both the pilot and copilot apply brakes
simultaneously, the one applying the greater force
on the rudder pedals has control.

Antiskid System
14 LANDING GEAR AND

The antiskid system provides maximum braking

efficiency on all runway surfaces. The antiskid
BRAKES

control system can only reduce pressure; the

applied pressure can never be more than that
commanded by the crew.

A speed sensor on each wheel electronically

transmits wheel-speed signals to the antiskid
control box as a variable frequency. The antiskid
control unit averages the speeds from each wheel
sensor. If the control box detects a sudden drop in
frequency indicating the deceleration of a wheel
(impending skid), it commands the antiskid valve
to reduce pressure being applied to the brakes.
When the slow wheel catches up to the fast wheel
and the average wheel speed returns to normal
(for that point in the rollout), braking pressure is
restored to the brakes. Figure 14-13. PARK BRAKE Handle

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 CITATION CJ3+ PILOT TRAINING MANUAL

pedals. When the parking brakes are set, check Accumulator

valves in the parking brake valve allow the pilot
to increase the parking brake pressure by push- A hydraulic accumulator in the belly fairing area in
ing on the brake pedals. PARK BRAKE HANDLE CAS front of the forward wing spar stores a reserve of
message appears when the parking brakes are hydraulic fluid, and is prepressurized with nitrogen
set on the ground and PARK BRAKE HANDLE when at 650–700 psi. This provides a cushion for the
the parking brakes are set in the air. The parking brake system and ensures that hydraulic pressure is
brake should not be used for extended periods of immediately available for wheel brake operation.
time as the trapped hydraulic fluid can leak out.
The accumulator pressure gauge is visible inside
the nose compartment on the aft wall (Figure
Emergency Brakes 14-15). When the system is not pressurized, the
If the hydraulic brake system fails, a nitrogen- gauge should indicate in the light green arc. When
pressure pneumatic brake system is available to pressurized, it indicates in the dark green arc. The
actuate the disc brakes. The system uses nitrogen system pressurizes whenever DC power is active
pressure from an emergency pneumatic bottle in the aircraft, and normally remains pressurized
(also used for emergency landing gear extension). for some time after DC power is deactivated.
Nitrogen pressure is available for stopping the
airplane even if the landing gear has been pneu- Brake Reservoir
matically extended.
A hydraulic brake reservoir in the nose
compartment stores hydraulic fluid (pressurized
COMPONENTS by cabin air) for brake system operation.
Brake system components include hydraulic A pair of sight gauges visible inside the nose
accumulator (pressurized with high-pressure compartment on the aft wall indicate the reser-
nitrogen) and a reservoir (pressurized by cabin voir fluid level (Figure 14-15). During preflight,
air through a check valve). Reservoir fluid level the lower gauge should indicate full. If the brake
and accumulator nitrogen precharge are exterior fluid system has not been recently charged (by
inspection items in the right nose baggage activating DC power in the aircraft), the accumu-
compartment area. Other components include lator pressure gauge should indicate in the light
elements of the antiskid system and the alternate green arc, and fluid should also be visible in the
brake functions (emergency and parking), and the top sight gauge.

14 LANDING GEAR AND

brakes.

Key components in the braking system are: Brake Pump Assembly

BRAKES
• Accumulator The electric brake pump assembly is enabled
only when the gear handle is in the GEAR
• Brake reservoir DOWN position. The pump energizes to fill the
brake accumulator and de-energizes when the
• Brake pump assembly accumulator pressure reaches 1,500 psi. When
• Brake pedals and metering valve accumulator pressure drops below 1,100 psi, the
pump energizes again to restore system pressure.
• Antiskid control valve
• Wheel speed transducers
Brake Pedals and Metering Valve
• Antiskid control unit
Brakes are normally actuated by the pilot or copi-
• Parking brake valve lot pressing on the tops of the rudder pedals. The
pedals are mechanically linked to metering valves
• Emergency brake valve with cables. Springs in the mechanical system
• Brakes and shuttle valves provide force feedback to the flight crew. The

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 BRAKES
14 LANDING GEAR AND

14-14
BRAKE SYSTEM
HYDRAULIC
RESERVOIR
PILOT/COPILOT
RUDDER PEDALS

29 VDC
HYDRAULIC
PUMP
ACCUMULATOR

P
PRESSURE
SWITCH
ANTISKID DIGITAL BRAKE PRESSURE LOW
SERVO VALVE ANTISKID ANTISKID FAIL
CONTROL UNIT

BIT FAULT
INDICATOR

PARKING
BRAKE

FOR TRAINING PURPOSES ONLY

SHUTTLE VALVE SHUTTLE VALVE
CITATION CJ3+ PILOT TRAINING MANUAL

EMERGENCY
VENT BRAKE HANDLE

NITROGEN
BLOW DOWN
TO EMERGENCY
BOTTLE
GEAR EXTENSION

Figure 14-14. Brake Systems

Revision 0.2
 CITATION CJ3+ PILOT TRAINING MANUAL

Parking Brake Valve

The parking brake valve is in the brake lines
between the antiskid control valve and the brake
assemblies. When a crewmember pulls the PARK
BRAKE handle, the valve engages check valves
to trap brake fluid pressure in the brake lines,
which locks the brakes. A 1,200-psi thermal relief
valve is ­incorporated in the parking brake valve.

CAUTION
The parking brake valve must have
brake pressure in the accumulator and
the pilot must step on the brake pedals
prior to pulling on the PARK BRAKE
handle for the parking brake system to
function properly.

Emergency Brake Valve

Figure 14-15. A
 ccumulator Pressure The emergency brake valve is lever operated to
and Hydraulic Brake provide metered pneumatic pressure from the
Reservoir Gauges emergency nitrogen bottle directly to the brake
assemblies. The emergency brake valve and integral
metering valve assembly supplies hydraulic pres- EMER BRAKE lever (Figure 14-16) are under the
sure to the anti-skid controller servo valves. instrument panel near the pilot’s right knee.

Antiskid Control Valve

The antiskid control valve is downstream from the
brake metering valve. It provides final metering

14 LANDING GEAR AND

of brake fluid pressure. When a skid is detected
by the antiskid control unit, it commands the anti-
skid control valve to reduce the pressure being

BRAKES
applied to the brakes. This allows the slow wheel
to regain speed and prevent a skid.

Wheel Speed Transducers

One transducer is on each main gear axle. A drive
clip on the wheel hubcap spins the inner rotor
of the transducer. Wheel speed data is provided
directly to the antiskid control unit.

Antiskid Control Unit

A digital antiskid control unit monitors wheel
speed to provide wheel skid protection and opti- Figure 14-16. EMER BRAKE Lever
mum braking efficiency on all runway surfaces.
Based on wheel speed inputs, the control unit
reduces brake pressure as required.

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 CITATION CJ3+ PILOT TRAINING MANUAL

Brakes and Shuttle Valves

Multiple-disc brakes are in each main gear wheel
assembly. The brake actuators respond to hydrau-
lic or pneumatic pressure. Normally, fluid from
the brake metering valve hydraulically actuates
the left and right brakes separately as commanded
by the crew and/or the antiskid control unit.
However, a shuttle valve at each brake allows
high-pressure nitrogen from the emergency brake
valve to bypass hydraulic flow and apply pressure
directly to both brake assemblies evenly.

CONTROLS AND INDICATIONS

LANDING GEAR Handle
The LANDING GEAR handle is on the left
subpanel. In addition to controlling the gear
retraction/extension system, it enables the DC
powered motor-driven hydraulic pump that
normally powers the brakes.

Circuit Breakers Figure 14-17. BRAKE SYSTEM

and SKID CONTROL
The power brake and antiskid systems receive DC Circuit Breakers
power from two circuit breakers in the SYSTEMS
section of the pilot CB panel (Figure 14-17).
OPERATION
The first is the 20-amp BRAKE SYSTEM circuit There are several modes of operation for the
breaker. Pulling the BRAKE SYSTEM circuit brakes:
breaker electrically deenergizes the antiskid
system and the power brake system. The second •
14 LANDING GEAR AND

Antiskid touchdown protection

is the 5-amp SKID CONTROL circuit breaker.
Pulling this circuit breaker disables the antiskid • Power braking
system, including touchdown protection.
BRAKES

• Emergency brakes
NOTE • Parking brakes
Pulling the SKID CONTROL circuit • Antiskid ground test
breaker does not turn off the power
brake system; it only disables the anti- • Antiskid in-flight test and system
skid system and touchdown protection. monitoring
• Power brake system monitoring

CAUTION Antiskid Touchdown Protection

With loss of normal DC power, braking During landing, the antiskid system “touchdown
is only available through emergency protection” feature prevents the airplane from
brakes. touching down with locked brakes. Touchdown
protection mode is active anytime both squat
switches indicate the aircraft is in flight.

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 CITATION CJ3+ PILOT TRAINING MANUAL

Under these conditions (regardless of pilot or Braking on each main wheel is controlled by the
copilot pedal position) the touchdown protection applicable pedal; therefore, differential braking is
mode releases all brake pressure from the brakes. available.

The touchdown protection mode stays active for

three seconds after weight-on-wheels to ensure CAUTION
adequate wheel spin-up on contaminated runways.
When the antiskid system fails, the
Under normal conditions, the wheels spin-up ANTISKID FAIL CAS message illuminates.
almost immediately; therefore, a spin-up override Differential power braking is available.
feature is incorporated. Anytime wheel speed is However, since the antiskid is inopera-
above 60 knots (regardless of squat switch posi- tive, excessive pressure on the brake
tion), touchdown protection is overridden and pedals may cause wheel brakes to lock,
normal antiskid braking is available. resulting in tire blowout.

Power Braking If the power brake pump fails after the

For normal operation of the power brake and accumulator pressure exceeds 900 psi,
antiskid system, both wheels must be rotating at the BRAKE PRESSURE LOW CAS message
aircraft ground speed prior to brake application. may not illuminate until normal brakes
are used.
Optimum braking technique is obtained by:

1. Lowering the nose to the ground. CAUTION

2. Applying brakes.
If the power brake system fails, the
3. Selecting GROUND FLAPS, which BRAKE PRESSURE LOW CAS message
aumatically extends the speedbrakes. illuminates. The antiskid system does
4. Firmly applying and holding the brakes not function during emergency braking.
until the desired speed has been reached. Excessive pressure on the emergency
brake handle can cause both wheel
brakes to lock, resulting in blowout of
NOTE

14 LANDING GEAR AND

both tires.
The antiskid system is not operative
with the parking brake set.
Emergency Brakes

BRAKES
The master cylinders are supplied with fluid from Pulling the red EMER BRAKE lever (see
the brake reservoir. Depressing the brake pedals Figure 14-16) aft actuates the emergency brake
applies master cylinder pressure to actuate the valve mechanically. The valve meters nitrogen
powerbrake valve. The powerbrake valve meters pressure through shuttle valves to the brake
accumulator pressure to the brake assemblies in assemblies in direct proportion to the amount of
direct proportion to pedal force. lever movement.
With a ground speed of at least 12 knots, maximum Since nitrogen pressure is applied to both
braking without wheel skid is available. Any tendency brakes simultaneously, differential braking is
of a wheel to rapidly decelerate (skid) is detected by not possible. Returning the lever to its original
the wheel speed transducer, and the antiskid valve is position releases pressure from the brakes and
signaled to momentarily reduce pressure from both vents it overboard, which releases the brakes.
brakes. As wheel speed returns to normal, pressure is
once again increased in the brake assemblies. When The emergency brakes should be applied only
wheel speed drops below approximately 12 knots, the enough to obtain the desired rate of deceleration
antiskid function disengages. and then held until the airplane stops.

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NOTE Antiskid Ground Test

Best performance can be obtained Antiskid ground test is accomplished by selecting
using a smooth, steady, continuous the Anti-Skid button on the GTC System Tests
pull of the handle to obtain the desired page. Pressing the Anti-Skid button causes
deceleration rate. Multiple pulls and the ANTISKID FAIL CAS message to appear for
releases of the handle deplete the nitro- approximately six seconds.
gen charge.
If the CAS message remains illuminated with
the system test OFF, the system has failed. Also,
CAUTION during electrical power-up, the ANTISKID FAIL
CAS message illuminates for approximately
Do not depress the brake pedals while six seconds and then extinguishes indicating a
applying emergency brakes. Shuttle successful dynamic test.
valve action may be disrupted, which
allows nitrogen pressure to enter the
hydraulic lines. CAUTION
Do not test the system on the ground
Repeated applications deplete nitrogen pressure. while the airplane is moving. The test
Approximately 10 applications are available for may interfere with the antiskid system
emergency braking if the emergency nitrogen and prevent braking.
bottle is full; five applications may be available
if the bottle has been used for emergency gear
extension. The antiskid control unit is continually monitoring
the system for malfunctions. If a malfunction
Antiskid protection is not available during emer- occurs, the ANTISKID FAIL CAS message displays
gency braking. Do not attempt to taxi after indicating system failure.
clearing the runway when using the emergency
brakes. Maintenance action is required following
emergency braking. CAUTION
If the power brake system fails, the-
Parking Brakes
14 LANDING GEAR AND

BRAKE PRESSURE LOW and ANTISKID FAIL

To set the parking brakes, apply the brakes in the CAS messages illuminate. The antiskid
normal manner, then pull out the PARK BRAKE system does not function during emer-
BRAKES

handle. This mechanically actuates the parking gency braking.

brake valve and traps fluid in the brakes and the
PARK BRAKE HANDLE and NO TAKEOFF CAS mes- Antiskid In-Flight Test and
sages appear. To release the parking brakes, depress System Monitoring
the brake pedals then push in the PARK BRAKE In flight, the antiskid control unit constantly
handle. One-way check valves in the parking brake monitors for shorts and opens in the transducer and
system allow either pilot to apply additional brake servo-valve circuits. This is the self-test function.
pressure after the parking brake handle has been In flight, if an open or short occurs with the gear
pulled. The PARK BRAKE handle contributes to handle in either GEAR UP or GEAR DOWN
the NO TAKEOFF logic. If the throttles are advanced position, the ANTISKID FAIL CAS message displays.
to the CRU detent or higher with the NO TAKEOFF
CAS message showing, it will turn to NO TAKEOFF
and an aural alert will be heard. NOTE
The CJ3+ aircraft initiates the dynamic
self-test upon extension of the landing
gear.

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To initiate a self-test, select Anti-Skid on the

System Tests page of the GTC. In flight, the
LIMITATIONS
ANTISKID FAIL CAS message is delayed for 20 seconds.
For specific limitations, refer to the FAA-approved
AFM.
Power Brake System In-Flight
Monitoring CREW ALERTING
The BRAKE PRESSURE LOW CAS message also
incorporates an 20-second delay in flight. This SYSTEM MESSAGES
CAS message extinguishes when the gear handle is
in the GEAR UP position (because the brake pump Table 14-1 is a summary of all crew alerting
itself is disabled in this configuration). As the gear system (CAS) messages discussed in this chapter.
handle is placed in the GEAR DOWN position, The messages are categorized as warning, caution,
the brake pump energizes. The brake pump builds advisory, or status.
pressure to within normal limits before the eight
seconds elapses; therefore, the BRAKE PRESSURE LOW
CAS message should not appear.

Table 14-1. CAS MESSAGES

MESSAGE DESCRIPTION INHIBITS
Indicates the airplane is not in a safe takeoff configuration. Takeoff must be
NO TAKEOFF EMER, LOPI, TOPI
aborted.
This message posts when ANTISKID is inoperative and has an 8 second
ANTISKID FAIL EMER, TOPI
delay in the air.
Hydraulic pressure in the power brake system is insufficient. On the ground,
this message cannot be acknowledged using the MASTER CAUTION RESET
BRAKE PRESSURE LOW switches. Both CAS messages will stay on and the message continues to EMER, TOPI
flash until the issue is corrected. This mesage also incorporates a 20-second
delay in flight.
This message indicates the parking brake handle is not in the fully released

14 LANDING GEAR AND

PARK BRAKE HANDLE EMER, ON GROUND
position.
WOW MISCOMPARE Indicates the main gear squat switches do not agree. LOPI, TOPI
BRAKE PRESSURE LOW

BRAKES
The power brake system has failed when in emergency power.
This message indicates the parking brake handle is not in the fully released EMER, IN AIR, LOPI,
PARK BRAKE HANDLE
position. If the airplane is in the air, the message is amber. TOPI
Indicates the airplane is not in a safe takeoff configuration. This message
will turn red if throttles are advanced. One of the following items is not in the
takeoff position:
NO TAKEOFF • Flaps - 0° or 15° EMER, LOPI, TOPI
• Elevator Trim - In takeoff band
• Speed Brakes - Retracted
• Parking Brake - Released

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QUESTIONS
1. On the ground, the LANDING GEAR 6. The gear warning horn cannot be silenced
handle is prevented from movement to the when the gear is not down and locked and:
GEAR UP position by:
A. Flaps are extended beyond the 15° position.
A. Mechanical detents. B. Airspeed is less than 130 KIAS.
B. A spring-loaded locking solenoid. C. Either throttle is retarded below approxi-
C. Hydraulic pressure. mately 85% N2 rpm.
D. A manually applied handle locking device. D. Both throttles are retarded below approx-
imately 85% N2 rpm.
2. The landing gear uplocks are:
7. When the landing gear is in transit:
A. Mechanically engaged by springs.
B. Hydraulically disengaged. A. The hydraulic loading valve is energized
open.
C. Pneumatically engaged.
B. The hydraulic loading valve is energized
D. Both A and B.
closed.
C. The loading valve is not affected.
3. Landing gear downlocks are disengaged:
D. The HYD PRESS ON CAS message
A. When hydraulic pressure is applied to extinguishes.
the retract side of the gear actuators.
B. By action of the gear squat switches. 8. Emergency extension of the landing gear is
C. By removing the external downlock pins. accomplished by actuation of:
D. By mechanical linkage as the gear begins A. A switch for uplock release and
to retract. ­application of air pressure.
B. One manual control to release the
4. Each main gear wheel incorporates a fusible uplocks and apply air pressure for
plug that: extension.
A. Blows out if the tire is overserviced with C. Two manual controls, one to mechani-
14 LANDING GEAR AND

air. cally release the uplocks and another to

B. Melts, deflating the tire if an o­ verheated apply pneumatic pressure for gear exten-
BRAKES

brake temperature occurs. sion and downlocking.

C. Is thrown out by centrifugal force if D. None of the above.
maximum wheel speed is exceeded.
D. None of the above. 9. Nosewheel steering is operative:
A. Only on the ground.
5. At retraction, if the nose gear does not lock B. With the gear extended or retracted.
in the GEAR UP position, the gear panel
C. With the gear extended, in flight or on
indication are:
the ground.
A. Red light illuminated, green LH and RH D. None of the above.
lights illuminated.
B. Red light extinguished, green LH and
RH lights illuminated.
C. Red light illuminated, all three green
lights extinguished.
D. All four lights extinguished.

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10. The wheel brake metering valves are actuated: 14. The wheel brakes:
A. Mechanically by the rudder pedals. A. Will be inoperative with a HYD PRESS LOW
B. Mechanically by the emergency a­ irbrake CAS message illuminated.
control lever. B. Must be applied with the emergency
C. Hydraulically by master cylinder system if a HYD LOW LEVEL CAS message
­pressure. is illuminated.
D. Automatically at touchdown. C. Use a different type of approved fluid
from that used by the airplane hydraulic
system.
11. The DC motor-driven hydraulic pump in the
brake system operates: D. Are totally independent of the open cen-
ter airplane hydraulic system.
A. During the entire time the LANDING
GEAR handle is in the DOWN position.
B. As needed with the LANDING GEAR
­handle DOWN in order to maintain sys-
tem pressure.
C. Only when the PWR BRK PRESS LOW CAS
message illuminates.
D. Even when the LANDING GEAR han-
dle is GEAR UP to keep air out of the
system as the airplane climbs to altitude.

12. When using the emergency brake:

A. Differential braking is not available.
B. Antiskid protection is provided.
C. The handle should be pumped.
D. Nosewheel steering is inoperative.

13. Concerning the landing gear, the correct

14 LANDING GEAR AND

statement is:
A. The red UNLOCK light illuminates

BRAKES
and the warning horn sounds when-
ever either or both throttles are retarded
below approximately 85% N2 rpm and
the gear is up.
B. The gear warning horn can be silenced
when the gear is not down and locked
and the flaps are extended beyond 15°.
C. The landing gear is secured in the
extended position by mechanical locks.
D. The landing gear pins must be inserted
on the ground due to loss of hydraulic
pressure as the engines are shut down.

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CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page

INTRODUCTION................................................................................................................. 15-1
GENERAL............................................................................................................................. 15-1
DESCRIPTION...................................................................................................................... 15-2
PRIMARY FLIGHT CONTROLS......................................................................................... 15-2
Description..................................................................................................................... 15-2
Controls and Indications................................................................................................. 15-2
Operation........................................................................................................................ 15-3
SECONDARY FLIGHT CONTROLS................................................................................... 15-4
Trim Systems.................................................................................................................. 15-4
Wing Flaps..................................................................................................................... 15-6
Speed brakes................................................................................................................... 15-8
RUDDER BIAS SYSTEM..................................................................................................15-10
Description...................................................................................................................15-10
LIMITATIONS.....................................................................................................................15-11
EMERGENCY/ABNORMAL.............................................................................................15-11
CREW ALERTING SYSTEM MESSAGES.......................................................................15-12
QUESTIONS.......................................................................................................................15-13
15 FLIGHT CONTROLS

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ILLUSTRATIONS
Figure Title Page

15-1 Flight Control Surfaces............................................................................................ 15-2

15-2 Elevators.................................................................................................................. 15-2
15-3 Ailerons................................................................................................................... 15-2
15-4 Rudder..................................................................................................................... 15-2
15-5 CONTROL LOCK Handle...................................................................................... 15-3
15-6 Trim Systems........................................................................................................... 15-4
15-7 PITCH TRIM Circuit Breaker................................................................................. 15-6
15-8 Flaps........................................................................................................................ 15-6
15-9 Flap Schematic........................................................................................................ 15-7
15-10 Flap Selector Lever and Indicator............................................................................ 15-7
15-11 Speed Brake............................................................................................................. 15-9
15-12 Speed Brake Schematic........................................................................................... 15-9
15-13 SPEED BRAKE Switch....................................................................................... 15-10

TABLES
Table Title Page

15-1 CAS Messages........................................................................................................ 15-12

15 FLIGHT CONTROLS

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CHAPTER 15
FLIGHT CONTROLS

INTRODUCTION
This chapter describes the flight controls on the Citation CJ3+. The aircraft is equipped with
fixed and movable surfaces that provide stability and control during flight. The primary flight
controls are elevators, ailerons, and rudder. Secondary flight controls include flaps and speed
brakes. Stall warning systems, a rudder bias system, mechanical trim tabs, and electric elevator
trim are also described.

GENERAL
The primary flight controls (elevators, ailerons, Secondary flight controls (flaps and speed brakes)
and rudder) directly control aircraft movement are electrically controlled and hydraulically
15 FLIGHT CONTROLS

about the three axes of flight (pitch, roll, and actuated. These flight controls are operated with
yaw). They can be locked into a neutral position controls on the cockpit pedestal.
by pulling out the CONTROL LOCK T-handle
when both throttles are in the OFF position. Control knobs and a control wheel on the cockpit
pedestal mechanically adjust trim tabs. Stall
warning is provided by the stick shaker.

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DESCRIPTION Ailerons
Ailerons (Figure 15-3) on the outboard trailing
All flight control surfaces, including primary, sec- edge of both wings provide lateral (roll) control
ondary, and trim tabs, are shown in Figure 15-1. about the longitudinal axis.
Control inputs transmit to the control surfaces
through cables and bellcranks. The elevators,
ailerons, and rudder operate manually by either
the pilot or the copilot through a conventional
control column and rudder pedal arrangement.

ELEVATOR TRIM TAB

AILERON

SPEEDBRAKE

FLAP
TRIM TAB
RUDDER
Figure 15-3. Ailerons

TRIM TAB

Rudder
The rudder (Figure 15-4), hinged to the trailing
edge of the vertical stabilizer, provides direc-
tional control about the vertical axis (yaw).
Figure 15-1. Flight Control Surfaces

PRIMARY FLIGHT
CONTROLS
DESCRIPTION
Elevators
The elevators (Figure 15-2) on the trailing edge
of the horizontal stabilizer provide longitudinal
control about the lateral axis (pitch). Figure 15-4. Rudder

CONTROLS AND INDICATIONS

Control Yoke and Column
15 FLIGHT CONTROLS

The pilot and copilot have conventional control

yokes and columns. Control inputs are transmit-
ted to the ailerons and elevators through cables
and bellcranks.

Figure 15-2. Elevators

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Rudder Pedals
Rudder pedals are provided for the pilot and
copilot. Control inputs transmit to the rudder
through cables. Depressing the top of the rudder
pedals activates the brakes. The rudder pedals
adjust to the forward, middle, and aft detented
positions for comfort by depressing a spring-
loaded latch on the side of each rudder pedal.

For information on nosewheel steering, refer to

Chapter 14—Landing Gear and Brakes.

Stall Warning
Stall warning includes a stick shaker that operates
off of the angle-of-attack system. The stick shaker
and angle-of-attack system are discussed in
Chapter 16—Avionics.

Activation of the stick shaker will automatically

disconnect the autopilot.
Figure 15-5. CONTROL LOCK Handle
Control Lock System
The control lock, when engaged, restrains the
CAUTION
primary flight controls and lock both throttles For towing, ensure that the flight
off. This prevents damage to the control surfaces control lock is disengaged.
and systems from wind gusts striking the aircraft
while on the ground. If the nosewheel steering bolts shear
(indicated by loss of nosewheel steer-
OPERATION ing with the rudder pedals), do not
attempt to fly the aircraft. The nose-
Prior to engaging the control lock, ensure wheel may not remain centered after
both throttles are OFF and neutralize the flight takeoff. This is true even if the gear
controls. Pulling the CONTROL LOCK handle remains extended.
(Figure 15-5) and then rotating the handle under
the pilot instrument panel 90° clockwise, locks Flying the airplane with inoperative
the flight controls in neutral and the throttles in nosewheel steering can also result in
the OFF position. violent nosewheel shimmy.

To unlock the flight controls and throttles, rotate Towing the airplane with the control lock engaged
the handle 90° counterclockwise and push in until may damage nosewheel steering mechanism
it returns to the horizontal position. (refer to Chapter 14—Landing Gear and Brakes).
15 FLIGHT CONTROLS

Do not exceed 95° nosewheel deflection. If 95°

is exceeded, the steering attachment bolts shear
with resultant loss of steering capability. This
condition cannot be detected until steering is
attempted during taxi. If the control lock is
engaged, nosewheel deflection beyond 60° causes
structural damage.

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SECONDARY FLIGHT TRIM SYSTEMS

CONTROLS The left aileron and rudder have a trim tab
mechanically controlled by the aileron and rudder
The secondary flight controls include: trim knobs on the center pedestal. Elevator trim
tabs on each elevator are controlled:
• Trim systems for the rudder, ailerons, and
elevators • Mechanically by an elevator trim wheel.
• Wing flaps • Electrically by the autopilot.
• Speed brakes • By trim switches on each pilot control yoke
to the elevator trim autopilot servo, which
The flaps and speed brakes are electrically con- positions the elevator tabs.
trolled and hydraulically actuated. The trim systems
are mechanically and/or electrically operated. Figure 15-6 shows the different controls for the
trim systems.
15 FLIGHT CONTROLS

MECHANICAL
ELECTRICAL

Figure 15-6. Trim Systems

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Elevator Trim CAUTION

Manual Trim For short term situations, it is accept-
Manual elevator trim is initiated by rotating the able and even recommended to
elevator trim wheel. Motion is mechanically overpower the autopilot if necessary.
transmitted to position the elevator tabs. As the However, the elevator autotrim will
trim wheel rotates, the pointer on the elevator oppose the pilot over the long term.
TRIM indicator moves toward the NOSE UP or
NOSE DOWN position. This indicates the trim
setting relative to the labeled takeoff (TO) range. CAUTION
The elevator trim position contributes to the
NO TAKEOFF logic. Overpowering the autopilot does
not cancel the autotrim in pitch. The
Electrical Trim autopilot trims in pitch against flight
crew inputs.
Electrical trimming of the two elevator trim tabs
is accomplished by energizing an electric trim
motor. The autopilot or a split-element trim switch Electric elevator trim inputs by the pilot, by
on the outboard side of each control wheel can use of the split-element switch, override those
energize the electric trim motor for each direction made by the copilot and disconnect the autopilot
of travel. if engaged. Pressing the electric elevator trim
switch again once the autopilot is disengaged will
The autopilot panel inputs autopilot commands. disable the AUTOPILOT aural. Both elements
The autopilot and yaw damper engage buttons of the switch must be moved simultaneously
on the GTC mode selector apply “engage request to complete a circuit to the electric motor trim
logic” to the Flight Director. The pitch and roll actuator in the tailcone. As the trim switch is
controls apply attitude commands to the Flight moved to the UP or DOWN position, the elevator
Director. The servos move the flight control tabs are repositioned as indicated by the elevator
surface in response to the Flight Director. The TRIM indicator. “Press and release” of the AP/
elevator servo physically moves the airplane TRIM DISC button on the control yoke interrupts
control surfaces in the pitch axis. The automatic the power to the electric motor and disconnects
pitch trim system trims out sustained elevator the autopilot and yaw damper. Pressing the AP/
forces when the autopilot is [Link] the TRIM DISC button again once the autopilot is
autopilot is engaged, RETRIM L-R WING DOWN can disengaged will disable the AUTOPILOT aural.
be displayed if the autopilot detects larger than The PITCH TRIM circuit-breaker (Figure 15-7)
normal roll force. The RETRIM NOSE UP-DOWN on the pilot CB panel under the SYSTEMS
CAS message indicates the autopilot is detecting category prevents the electric trim motor from
a longitudinal mistrim. These messages should operating when pulled. The ELEC PIT TRIM FAIL
clear with no pilot action required. CAS message will be displayed when the PITCH
TRIM circuit-breaker is pulled.
NOTE
If either electric pitch trim input is moved by the
Pilots can induce the RETRIM L-R WING pilot or the switch is stuck for greater than approx-
DOWN and RETRIM NOSE UP-DOWN CAS
imately five seconds, then the ELEC PIT TRIM FAIL
messages by attempting to help the CAS message will post but will auto correct itself
15 FLIGHT CONTROLS

autopilot during flight. when the switch is returned back to neutral or

switch becomes unstuck.

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CAUTION
Do not re-engage the autopilot after
a runaway trim event with the circuit
breaker still in. The flight guidance com-
puter can make the request to energize
the electric trim motor and would most
likely result in a runaway trim condition
again. Refer to Chapter 16—Avionics
for autopilot out-of-trim indications.

WING FLAPS
Description
Flaps are high-lift devices used to reduce takeoff
and landing speeds by changing the lift char-
acteristics of the wing. A single flap section on
Figure 15-7. PITCH TRIM Circuit Breaker
each wing (Figure 15-8) can be hydraulically
positioned from 0° to 55°. Mechanical inter-
connection of left and right wing flap segments
Aileron Trim prevents asymmetrical flap operation and per-
mits flap operation with one hydraulic actuator
Aileron trim is initiated by rotating an aileron (Figure 15-9).
trim knob on the pedestal (see Figure 15-6). Cable
systems position the aileron trim tab. A mechani-
cal indicator adjacent to the trim knob indicates
direction of trim input.

Rudder Trim
The servo-type rudder trim tab provides adjust-
able trim to reduce pedal pressure. Cable systems
position the rudder trim. Rudder trim is initiated
by rotating the rudder trim knob on the pedestal.
(see Figure 15-6)

Emergency Figure 15-8. Flaps

Pressing and releasing the AP/TRIM DISC button

interrupts the electric trim motor momentarily. Controls and Indications
Pulling the PITCH TRIM circuit breaker on the
pilot CB panel prevents the autopilot or split- Flap Selector Lever
element trim switch from energizing the electric The flap selector lever (Figure 15-10) can be
trim motor.
15 FLIGHT CONTROLS

selected to the following positions:

• UP ....................................................... 0°
• TAKEOFF AND APPROACH ........... 15°
• LAND ................................................ 35°
• GROUND FLAPS ............................. 55°

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FLAP ACTUATOR INTERNAL GROUND FLAP

MECHANICAL LOCK VALVE

SPEED 200PSI
BRAKE FLAP
PRIORITY INTERCONNECT
VALVE SYSTEM
P
HYDRAULIC PUMP

HYDRAULIC
PRESSURE SWITCH
LOADING
VALVE HYDRAULIC
RESERVOIR

Figure 15-9. Flap Schematic

FLAP Indicator
The flap position indicator (Figure 15-10) is
FLAP
immediately to the left of the flap selector and
SELECTOR indicates the current position of the wing flaps.
LEVER It is mechanically connected to the flaps and
directly indicates their position.
FLAP
INDICATOR
Operation
Moving the flap lever to any position energizes
the flap solenoid valve, routing pressure for flap
operation. It also causes the hydraulic system
loading valve to close for pressure buildup as
indicated by illumination of the HYD PRESS ON
CAS message.
15 FLIGHT CONTROLS

When the flaps reach the selected position, the

flap solenoid valve deenergizes and moves to the
neutral position, and the loading valve opens to
relieve hydraulic pressure. In the neutral position,
the valve blocks all fluid lines to the actuators,
Figure 15-10. F
 lap Selector Lever which hydraulically locks the flaps in that position.
and Indicator

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A slight downward pressure is required to move Emergency

the flap handle out of the TAKEOFF AND
APPROACH (15o) detent to the LAND (35o) In the event of a failure of electrical power to
position. The handle must be lifted at the landing the flap control system, the flap solenoid valve
stop before it can be moved aft to the GROUND remains in the neutral position and the flap
FLAPS (55°) position. position can not be changed.

The GROUND FLAPS (55°) position provides If hydraulic system failure occurs with the flaps
increased aerodynamic drag for landing rollout. retracted, they cannot be extended. With the flaps
Landing performance data is based on touchdown, in an extended position, the flaps remain in the
nose down, toe brakes applied, then selecting selected position unless the handle is moved.
the GROUND FLAPS position. Selecting the Once the solenoid valve is energized, the flaps
GROUND FLAPS position closes the 55° flap may “blow upward” to a deflection proportionate
position switch in the quadrant, extends the speed to air loads.
brakes, and directs the flaps to 55°. Selecting the
FLAPS handle from 55° to any other position Fluid trapped in the flap system will slowly
opens the 55° flaps position switch, retracts the leak out and the flaps will creep over time. The
speed brakes, and moves the flaps from 55° to the mechanical flap interconnect system ensures
selected position. symmetric motion.

The flaps may be moved to an intermediate Continued HYD PRESS ON may appear due to an
position between 0° and 35° (not only to the electrical failure or malfunction in the flap system.
detent positions). When selecting GROUND The pilot must disengage HYD CONTROL
FLAPS, if the handle is not completely set to that circuit breaker to avoid overheating hydraulics.
position, a safety interrupt switch will prevent the
flaps from moving further than 38°. Avoid cycling NOTE
the throttles above and below approximately 85% Pilot can reengage CB prior to landing
N2 while in the ground flap position. to lower gear.

Flaps will not move to an intermediate position If an in-flight malfunction results in 55° flaps and
between 35o and 55o. The safety interrupt cannot be corrected, consider carrying power to
switch stops flap motion at approximately touchdown. Reducing power to idle at 50 feet
38o unless commanded to GROUND FLAPS could result in high sink rate.
detent. FLAPS > 35 CAS message appears when the
aircraft is in the air and FLAPS > 35 CAS message Even though the ground flap position is prohib-
appears on the ground. ited in flight, it has been demonstrated that the
airplane can be safely flown at the 55° position
whether caused by malfunction or inadvertent
WARNING selection. Do not exceed 140 KIAS.
The GROUND FLAPS position is
not locked out in flight. Selection SPEED BRAKES
of GROUND FLAPS significantly
increases drag and sink rate. Inten- Description
tional selection of GROUND FLAPS
15 FLIGHT CONTROLS

There are two speed brake panels on each wing,

in flight is prohibited. Do not attempt one on top (Figure 15-11) and one on the bottom
a go-around once GROUND FLAPS surface of the wing, that operate by hydraulic
have been selected. actuators. The speed brakes provide increased
descent rates and increased drag to aid braking
When the flaps are greater than 20 degrees, the during the landing rollout. The speed brakes have
NO TAKEOFF CAS message will be displayed. two positions: extended and retracted. The system
(Figure 15-12) includes:

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• Two hydraulic actuators Controls and Indications

• Speed brake control PCB Operation
• One solenoid valve The SPEED BRAKE switch (Figure 15-13) is
• Four speed brake panels spring-loaded to the center position. Placing
the SPEED BRAKE switch in the EXTEND
• One safety valve position causes the hydraulic system loading
• One SPEED BRAKES EXTEND CAS message valve to close. The speed brake solenoid valve
energizes, which directs pressure to unlock and
extend the speed brakes. The speed brake safety
valve, in parallel with the control valve, is also
energized closed.

The solenoid valve returns to neutral, trapping

all fluid lines to the actuator, thus hydraulically
locking the speed brakes in the extended position.

To retract the speed brakes, place the switch in the

RETRACT position. The hydraulic system again
pressurizes, the safety valve deenergizes and
moves to the open position, and the speed brake
solenoid valve is positioned to direct pressure
for retraction. The SPEED BRAKES EXTEND CAS
message extinguishes, the speed brakes retract,
Figure 15-11. Speed Brake and the solenoid valve returns to neutral, which

SPEED BRAKE
SAFETY VALVE

SPEED BRAKE

HYDRAULIC PUMP
15 FLIGHT CONTROLS

HYDRAULIC
PRESSURE SWITCH
LOADING HYDRAULIC
VALVE RESERVOIR

Figure 15-12. Speed Brake Schematic

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RUDDER BIAS SYSTEM

DESCRIPTION
The rudder bias system on the CJ3+ assists the
pilot in maintaining directional control in the
event of loss of thrust from one engine.

The rudder bias system is pneumatically

powered from engine bleed air, and when active
automatically assists the pilot (reduced foot
pressure) in positioning the rudder to compensate
for asymmetric thrust.

The rudder bias system is installed parallel to

the primary rudder control system, with the only
common component being the rudder. With both
Figure 15-13. SPEED BRAKE Switch engines operating (balanced bleed pressure across
the bias actuator), both engines shut down, or
hydraulically locks the speed brakes in the retract the bias valve in bypass position, normal rudder
position and the hydraulic system depressurizes. operation is controlled by the rudder pedals
without rudder bias assist.
If either throttle is advanced past approximately
85% N2 with the speed brakes extended, the The rudder bias system delivers rudder assist only
speedbrake control printed circuit board (PCB) in an unbalanced engine thrust condition. The
will command the solenoid and loading valve for bias system is tested prior to flight by advancing
speed brake retraction. one throttle at a time to approximately 70% N1.
As asymmetric power is devleoped, the rudder
Speed brakes are extended with the SPEED pedals should indicate rudder movement toward
BRAKE switch or by moving the FLAPS handle the side with the higher engine power.
to the GROUND FLAPS position. The speed
brakes are retracted with the SPEED BRAKE The rudder bias system automatically engages
switch, or either throttle above approximately when one engine fails. A pneumatic actuator
85% N2, or if the FLAPS handle is retracted out powered by engine bleed air pulls the rudder into
of GROUND FLAPS position. a position that adjusts for asymmetric thrust due
to an engine failure. The system has left and right
The speed brake position contributes to pneumatic systems plumbed into one dual acting
the NO TAKEOFF logic. Even though the throttles cylinder (actuator). With both engines developing
will automatically trigger the speed brakes to equal thrust, the pneumatic systems are balanced
retract, if the throttles are advanced beyond 85% and do not affect rudder position.
N2 the NO TAKEOFF message will display, the aural
alert will start, and the MASTER WARNING Major components of the rudder bias system
RESET switchlights will illuminate until the include the following:
speed brakes have completely retracted.
15 FLIGHT CONTROLS

• Solenoid-operated control valve

Speed Brakes are the one condition that should • Pneumatic actuator assembly
automatically clear due to throttle position.
• Engine bleed-air plumbing

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Components causing the valve to temporarily spring load to

the bypass (closed) position. The RUDDER BIAS FAIL
Solenoid-Operated Control Valve CAS message and MASTER CAUTION RESET
The control valve is powered open by main DC switchlights illuminate indicating that the control
power and ports left and right engine bleed air valve is in the bypass position.
to the respective half of the rudder bias actuator.
The rudder bias control valve defaults to bypass Before Takeoff
when electrical power is removed. In bypass, the Prior to takeoff, the crew performs a rudder bias
air from both engines is shut off and both halves functional check. With the control valve in the
of the actuator are vented to atmosphere. bias position and the RUDDER BIAS FAIL CAS mes-
sage is extinguished, the crew should run up the
The control valve is also commanded to bypass as left engine (approximately 70% N1) and verify
part of the pre-flight System Tests for Rudder Bias that bias (left engine bleed-air pressure) moves
on the GTC. The control valve provides the signal the rudder trailing edge left (left pedal forward).
to activate the RUDDER BIAS FAIL CAS message. Return the left engine to idle, and verify that the
pedals are matched. Conduct the same check by
Pneumatic Actuator Assembly running up the right engine.
The rudder bias actuator operates the rudder bias
arm assembly to directly drive the rudder, left or Takeoff
right during asymmetric engine thrust conditions. As long as engine thrust from both engines is
equal, there is no pressure differential across the
NOTE bias actuator. The actuator is balanced and rudder
The mechanically linked rudder pedals pedal operation is normal.
and autopilot servo will move when the
rudder does. In the event of a loss of thrust from one engine,
that engine no longer provides bleed-air pressure
to the bias actuator. The resulting pressure dif-
Engine Bleed-Air Plumbing ferential across the actuator causes the actuator
Dedicated bleed-air lines, connected to each and rudder to move in a direction of the operat-
engine, supply bleed air to the rudder bias control ing engine. The pilot still pushes on the respective
valve. The control valve then directs engine bleed pedal, but pressure is less due to bias pressure.
air to the rudder bias actuator when main DC
electrical power is supplied to the control valve
through the RUDDER BIAS circuit breaker on
the pilot CB panel. LIMITATIONS
For specific limitations, refer to the FAA-approved
Operation AFM.

Before Engine Start

When main DC power is established on the EMERGENCY/
aircraft (battery, generator, or ground power), the
rudder bias control valve opens to the bias (open) ABNORMAL
position. When the valve moves from the bypass
15 FLIGHT CONTROLS

(nonpowered) position, the RUDDER BIAS FAIL CAS For specific information on emergency/abnormal
message extinguishes indicating that the valve is procedures, refer to the appropriate checklist or
positioned to provide rudder bias, if needed. FAA-approved AFM.

Selecting the Rudder Bias test in the GTC System

Tests page interrupts power to the control valve,

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CREW ALERTING
SYSTEM MESSAGES
Table 15-1 is a summary of all crew alerting
system (CAS) messages discussed in this chapter.
The messages are categorized as warning, caution,
advisory, or status.

Table 15-1. CAS MESSAGES

MESSAGE DESCRIPTION INHIBITS
Indicates the airplane is not in a safe takeoff configuration. Takeoff must be
aborted. If flaps > 20°, speed brake not retracted, the parking brake handle
NO TAKEOFF is set, or trim not in takeoff signals are received, the flight controls are not EMER, LOPI, TOPI
set correctly. This message will occur near CRU detent at approximately
85% N2.
This message posts when any of the following has occurred:
• Either Trim switch is stuck AFCS TEST, EMER,
ELEC PIT TRIM FAIL
• PITCH TRIM circuit breaker is not powered ON GROUND
• Pitch servo has lost power or has internally failed
This message is active if the airplane is in the air AND the flaps are
FLAPS > 35 EMER, ON GROUND
extended beyond 35°.
Indicates inoperative or cavitated hydraulic pump(s) or other hydraulic
problem. If the airplane is on the ground, this message is inhibited when the
same side engine is not running. If the airplaine is in the air:
HYD FLOW LOW L-R EDSI, LOPI, TOPI
• If hydraulic flow is low on one side, message is inhibited by same-side
engine shutdown.
• If both sides are low, message has no inhibits.
HYD PRESS ON Indicates hydraulic system has been pressurized for more than 40 seconds.
This message indicates the autopilot is using a larger than normal roll force.
RETRIM L-R WING DOWN Large wheel forces will be present if the autopilot disengages. L/R indicates LOPI, TOPI
direction to trim to relieve force.
This message indicates there will be major control column forces if the AP
RETRIM NOSE UP-DOWN is disengaged at this time. Up/down indicates the direction to trim to relieve TOPI
the force.
RUDDER BIAS FAIL Indicates that the rudder bias system valve is closed. EMER, LOPI, TOPI
Indicates the flaps are extended beyond 35° when the airplane is on the
FLAPS > 35 EMER, IN-AIR
ground. If the airplane is in the air, the message will be amber.
HYD PRESS ON Indicates hydraulic system has been pressurized.
Indicates the airplane is not in a safe takeoff configuration. Takeoff must be
aborted. If flaps > 20°, speed brake not retracted, the parking brake handle
NO TAKEOFF EMER, LOPI, TOPI
is set, or trim not in takeoff signals are received, the flight controls are not
set correctly. This message is white if both throttles are less than 85% N2.
SPEED BRAKES EXTEND Indicates both speed brake panels have deployed. EMER
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QUESTIONS
1. The ailerons are operated by: 5. If hydraulic power is lost:
A. Hydraulic pressure. A. The flaps are inoperative.
B. Mechanical inputs from the control wheels. B. The flaps operate with the backup elec-
C. A fly-by-wire system. trical system, but extend and retract at a
reduced rate.
D. An active control system that totally
eliminates adverse yaw. C. There is no effect on wing flap o­ peration.
D. A split flap condition could result if the
2. The aileron trim tab is operated by: flaps are lowered.
A. An electrically operated trim tab motor.
6. The wing flaps:
B. A hydraulically operated trim tab motor.
A. Can be preselected to only four ­positions
C. A mechanical trim knob on the ­throttle
(0°, 15°, 35°, 55°).
control quadrant.
B. Depend on both actuators to function to
D. Changing the angle of the aileron
prevent a split flap condition.
“fence.”
C. Can be lowered manually if electrical
power is lost, but only if all hydraulic
3. Regarding the rudder:
fluid has not been lost.
A. The pilot and copilot pedals are inter- D. Can be selected to GROUND FLAPS
connected. position on the ground or in flight; the
B. The trim tab actuator is powered only GROUND FLAPS selection is prohib-
electrically. ited in flight.
C. The servo is connected to the air data
computer to restrict rudder pedal deflec- 7. Moving the flap selector lever to any position:
tion at high airspeeds.
A. Energizes the hydraulic system loading
D. It is independent of the nosewheel steer- valve closed.
ing on the ground.
B. Energizes the flap solenoid valve to the
selected position.
4. The elevator:
C. A and B.
A. Trim tabs are controlled only ­electrically. D. Energizes the electric hydraulic pump
B. Runaway trim condition can be allevi- for flap operation.
ated by depressing the AP/TRIM DISC
button and pulling the PITCH TRIM cir-
cuit breaker.
C. Electric pitch trim has both high-speed
and low-speed positions.
D. Trim tab is located on the right ­elevator
only.
15 FLIGHT CONTROLS

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8. If hydraulic failure occurs with the flaps 12. Speed brakes must not be extended below:
extended and the FLAPS handle is moved,
A. 50 feet on landing.
the flaps:
B. 110 feet on landing.
A. May move upward depending on
C. 40 meters.
air-load.
D. 50 meters.
B. Cannot be fully retracted.
C. A and B. 13. The speed brakes fully retract if:
D. Can be completely retracted.
A. A complete electrical failure occurs.
B. A hydraulic failure occurs.
9. Extended speed brakes are maintained in
that position by: C. Either throttle is advanced above
approximately 85% N2 position with the
A. Hydraulic pressure. electrical and hydraulic systems operat-
B. Trapped fluid in the lines from the con- ing normally.
trol and safety valves. D. Hydraulic quantity drops below 0.2
C. Internal locks in the actuators. gallons.
D. External locks on the actuators.

10. The HYD PRESS ON CAS message appears

during speed brake operation:
A. When the speed brakes are fully
extended.
B. While the speed brakes are extending
and retracting.
C. Both A and B.
D. Neither A nor B.

11. A true statement concerning the speed

brakes is:
A. The SPEED BRAKES EXTEND CAS message
appears when both sets of speed brakes
are fully extended.
B. If DC electrical failure occurs while the
speed brakes are extended, they remain
extended since the hydraulic pressure is
trapped on the extend side of the actua-
tors.
C. If hydraulic pressure loss should occur
while the speed brakes are extended
(system loading valve fails open), the
15 FLIGHT CONTROLS

speed brakes automatically blow to trail.

D. The speed brakes can only be retracted
by placing the speed brake switch to
RETRACT.

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16 AVIONICS
CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION................................................................................................................. 16-1
GENERAL............................................................................................................................. 16-1
G3000 Integrated Flight Deck Overview....................................................................... 16-3
G3000 ARCHITECTURE..................................................................................................... 16-3
Garmin Integrated Avionics Units.................................................................................. 16-6
Displays.......................................................................................................................... 16-6
Other Units..................................................................................................................... 16-6
AVIONICS POWER SWITCHES......................................................................................... 16-9
BATTERY Switch.......................................................................................................... 16-9
Standby Flight Display Switch.....................................................................................16-10
DISPATCH Switch.......................................................................................................16-10
PRIMARY FLIGHT DISPLAY...........................................................................................16-10
Flight Instruments........................................................................................................16-12
Traffic And Terrain Annunciation.................................................................................16-14
PFD Softkey.................................................................................................................16-14
Display Modes..............................................................................................................16-14
Display Controllers.......................................................................................................16-17
MULTIFUNCTION DISPLAY............................................................................................16-18
Description...................................................................................................................16-18
STANDBY FLIGHT DISPLAY..........................................................................................16-19

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GARMIN TOUCHSCREEN CONTROLLERS..................................................................16-19

Display Panes...............................................................................................................16-25
Flight Management System..........................................................................................16-26
Flight Planning.............................................................................................................16-26
Approaches...................................................................................................................16-26
COMMUNICATION/NAVIGATION SYSTEM (CNS)......................................................16-29
GTC Tuning..................................................................................................................16-29
PFD Controller Tuning.................................................................................................16-32
Audio System...............................................................................................................16-32
AUTOMATIC FLIGHT CONTROL SYSTEM...................................................................16-35
AFCS Control Unit.......................................................................................................16-35
AFCS Controls.............................................................................................................16-36
Vertical Modes.............................................................................................................16-37
Lateral Modes...............................................................................................................16-38
Autopilot.......................................................................................................................16-38
HAZARD AVOIDANCE.....................................................................................................16-40
TAWS-B.......................................................................................................................16-40
TAWS-A.......................................................................................................................16-40
TCAS II........................................................................................................................16-42
Synthetic Vision Technology (SVT) (Optional)...........................................................16-43
SafeTaxi........................................................................................................................16-45
GTX 3000 Mode S Transponder .................................................................................16-45
Audio/Marker Beacon System.....................................................................................16-46
Airborne Color Weather Radar.....................................................................................16-46
XM Weather Datalink...................................................................................................16-49
XM Satellite Radio.......................................................................................................16-49

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16 AVIONICS
LIMITATIONS.....................................................................................................................16-49
EMERGENCY/ABNORMAL.............................................................................................16-49
CREW ALERTING SYSTEM MESSAGES.......................................................................16-50

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16 AVIONICS

ILLUSTRATIONS
Figure Title Page

16-1 G3000 Integrated Flight Deck................................................................................. 16-2

16-2 Typical G3000 System Block Diagram................................................................... 16-5
16-3 Avionics Power Switches......................................................................................... 16-9
16-4 Standby Flight Display......................................................................................... 16-10
16-5 PFD Flight Instruments........................................................................................ 16-11
16-6 Airspeed Indicator................................................................................................ 16-12
16-7 Attitude Indicator.................................................................................................. 16-12
16-8 Altimeter............................................................................................................... 16-13
16-9 Vertical Speed and Vertical Deviation Indicators................................................. 16-13
16-10 Horizontal Situation Indiciator............................................................................. 16-13
16-11 PFD Softkey Map................................................................................................. 16-15
16-12 PFD Normal Display Mode.................................................................................. 16-16
16-13 PFD 60/40 Display Mode..................................................................................... 16-16
16-14 DISPLAY REV Knobs......................................................................................... 16-17
16-15 PFD Reversionary Display Mode......................................................................... 16-17
16-16 Display Controller................................................................................................ 16-18
16-17 MFD Normal Display........................................................................................... 16-19
16-18 GTC Controls....................................................................................................... 16-20
16-19 Button Bar............................................................................................................ 16-20
16-20 GTC Home Screen................................................................................................ 16-21
16-21 GTC Aircraft Systems Screen............................................................................... 16-22
16-22 GTC Services Screen............................................................................................ 16-22

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16 AVIONICS
16-23 GTC Utilities Screen............................................................................................ 16-23
16-24 GTC Waypoint Info Screen.................................................................................. 16-23
16-25 GTC Nearest Screen............................................................................................. 16-24
16-26 GTC Weather Screen............................................................................................ 16-24
16-27 GTC Setup Screen................................................................................................ 16-25
16-28 MFD Display in Half Mode.................................................................................. 16-25
16-29 GTC Flight Plan Screen........................................................................................ 16-26
16-30 GTC Approach Selection Screen.......................................................................... 16-27
16-31 Flight Plan Descent and Approach....................................................................... 16-27
16-32 Approved Vertical Guidance................................................................................. 16-28
16-33 Select Approach Screen........................................................................................ 16-28
16-34 Approach Service Indicator.................................................................................. 16-29
16-35 AFCS Modes and Approaches.............................................................................. 16-30
16-36 CNS Bar................................................................................................................ 16-31
16-37 COM Frequency Tuning Keypad.......................................................................... 16-31
16-38 Frequency Database.............................................................................................. 16-31
16-39 GTC Audio & Radios Screen............................................................................... 16-32
16-40 Transponder Screens............................................................................................. 16-32
16-41 PDF Controller Tuning......................................................................................... 16-33
16-42 AUDIO IN Connection......................................................................................... 16-33
16-43 Pilot Hand Microphone........................................................................................ 16-33
16-44 Control Yoke Push-To-Talk Switch Location....................................................... 16-33
16-45 Armrest Push-To-Talk Button............................................................................... 16-33
16-46 Intercom Volume Control..................................................................................... 16-34
16-47 COM Playback...................................................................................................... 16-34
16-48 Music Audio......................................................................................................... 16-35

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16 AVIONICS

16-49 GMC 710 AFCS Control Unit.............................................................................. 16-36

16-50 AP/TRIM DISC Button, CWS Button, and MEPT Switch.................................. 16-36
16-51 Autopilot and Yaw Damper Engaged.................................................................... 16-38
16-52 CWS Annunciation............................................................................................... 16-39
16-53 Autopilot Disengagement Annunciation.............................................................. 16-39
16-54 Yaw Damper Disengagement................................................................................ 16-39
16-55 TAWS-A Alert Annunciations.............................................................................. 16-40
16-56 TAWS Display Pane.............................................................................................. 16-41
16-57 In-Air Terrain Altitude/Color Correlation for TAWS........................................... 16-41
16-58 Traffic Map Display.............................................................................................. 16-42
16-59 Traffic Map Annunciations................................................................................... 16-43
16-60 PFD with Synthetic Vision Technology................................................................ 16-44
16-61 SafeTaxi Depiction on Navigation Map Display.................................................. 16-45
16-62 Active Transponder and Transponder Mode Selection......................................... 16-46
16-63 Weather Radar Pane with a Horizontal Scan........................................................ 16-48
16-64 Horizontal Scan with WATCH® Enabled............................................................ 16-48
16-65 Calibrated Gain..................................................................................................... 16-48
16-66 GTC with Calibrated Gain Enabled...................................................................... 16-49
16-67 Maximum Permissible Exposure Level Boundary............................................... 16-49

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16 AVIONICS
TABLES
Table Title Page

16-1 G3000 System Components.................................................................................... 16-4

16-2 Approach Service Level....................................................................................... 16-28
16-3 CNS Bar Mic/MON Button Symbols................................................................... 16-31
16-4 Vertical Modes...................................................................................................... 16-37
16-5 Lateral Modes....................................................................................................... 16-38
16-6 TAWS Relative Obstacle Symbols and Colors..................................................... 16-41
16-7 TCAS II Traffic Symbols...................................................................................... 16-43
16-8 Transponder and TCAS II Modes......................................................................... 16-46
16-9 Precipitation Intensity Levels.................................................................................... 16-47
16-10 Ground Target Return Intensity................................................................................. 16-48
16-11 CAS Messages...................................................................................................... 16-50

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16 AVIONICS
CHAPTER 16
AVIONICS

INTRODUCTION
This chapter is an overview of the avionics systems and does not contain complete details of
every part of each system. Detailed operational information on the G3000 integrated flight deck
system is available in the Garmin Pilot’s Guide as revised for the Cessna Citation CJ3+. It is
incumbent upon the pilot to adhere to the procedural policies stated within Garmin and Cessna
FAA-approved documents, which include warnings, cautions, and notes.

GENERAL
The CJ3+ utilizes a highly integrated electronics/
instrumentation package. The Garmin G3000
integrated flight deck avionics suite (Figure 16-1)
is the main element of the system. In addition to
normal flight operations with the G3000, standby
and manual systems provide backup capabilities
for essential flight operations and system control.

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16 AVIONICS

Figure 16-1. G3000 Integrated Flight Deck

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16 AVIONICS
G3000 INTEGRATED FLIGHT Optional avionics include:
DECK OVERVIEW • Garmin SVT™ Synthetic Vision Technology
The G3000 system integrates all aircraft and • Terrain Awareness Warning System Class
flight information into a digital presentation A (TAWS-A)
manipulated with touch screen controllers. • SiriusXM Satellite Radio
G3000 communicates information across • Cabin Briefer
highspeed data buses (HSDB), monitors the
information to ensure it is accurate and current • Satellite phone system
and notifies the crew of a communication failure. • Domestic or World Wide Internet
The G3000 uses six colors to indicate informa- • HF Radio and SELCAL
tion to the crew. These colors are as follows: • Stormscope
• Cyan - Pilot adjustable • ADF
• Green - Active • Third COM/Datalink
• White - Armed/standby
• CPDLC
• Amber - Caution
• Cockpit Voice Recorder
• Red - Warning
• Magenta - GPS, FMS or ADC derived • AOA Indexer

The primary components of the G3000 are:

G3000 ARCHITECTURE
• Two Primary Flight Displays (PFD)
• Two Garmin Touchscreen Controllers (GTCs) The G3000 is a system of individual line-replace-
able units (LRUs), which integrate into a modular
• One Multifunction Display (MFD) avionics system that provides:
• Autopilot • Flight instrumentation
Standard avionics include: • Navigation and hazard avoidance
• Garmin FMS with dual SBAS-enabled • Flight guidance
GPS receivers for navigation
• Communications
• Weather Avoidance Radar
• Monitoring of aircraft systems
• Terrain Avoidance Warning System (TAWS-B)
• Garmin Traffic Collision and Avoidance The pilot and copilot monitor and operate the
System (TCAS II) instruments and avionics, and some aircraft
• Dual Altitude Heading Reference System systems, through the displays and control panels.
• Dual Air Data computers The G3000 provides system redundancy through
• Jeppesen ChartView the use of dual, parallel systems (one for pilot and
one for copilot), with cross-side connections to
• Garmin Safe Taxi provide maximum capability to both sides, and to
• Digital Audio System ensure system redundancy if a failure occurs. Any
one of the three displays is capable of displaying
• Standby Instrument all critical flight information upon pilot command
• PFD Controller in the event of a display failure. Refer to Table
• Two Transponders 16-1 for avionics components layout diagram.
• Two COMs

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16 AVIONICS

Table 16-1. G3000 SYSTEM COMPONENTS

ITEM AND
NUMBER FUNCTION DESCRIPTION
INSTALLED
The GDU 1400W features a 14-inch light emitting diode (LED) backlit widescreen display with a
1280 x 800 resolution. The unit installed on the left/pilot side is designated as PFD1. In normal
Primary Flight
operations, it shows a Primary Flight Display (PFD), and may also show a Display Pane. The
Display (PFD)
GDU 1400W center unit is designated as the MFD. In normal operations it shows the Engine Indication
and Multifunction
(3) System (EIS) display, in addition to one or two Display Panes. The unit installed on the right/
Flight Display
copilot side is designated as PFD2. In normal operations, it shows a PFD, and may also show a
(MFD) Units
Display Pane. The GDUs communicate with each other, the Touchscreen Controllers, and with
the on-side GIA 63W Integrated Avionics Unit (IAU).
The Touchscreen Controller provides GDU Display Pane control, in addition to Flight
Touchscreen Management System (FMS) functions, data entry capability, and communications control to the
GTC 570 (2)
Controller system. The unit installed on the left/pilot side is designated as GTC1, and the one installed on
the right/copilot side is designated as GTC2.
The PFD Controller is a panel-mounted user interface which enables the flight crew to control
GCU 275 (2) PFD Controller the on-side PFD and radio tuning. The unit installed on the left/pilot side is designated as
GCU1, and the one installed on the right/copilot side is designated as GCU2.
The Remote Audio Unit integrates navigation/communication radio (NAV/COM) digital audio,
Remote Audio
GMA 36 (2) intercom, and marker beacon audio. Each unit is connected to the on-side Touchscreen
Unit
Controller. Each GMA 36 is also connected to the Cockpit Voice Recorder (CVR).
The Integrated Avionics Units (IAU) function as the main communications hub, linking several
LRUs with each on-side GDU. Each IAU contains a GPS Satellite-Based Augmentation System
GIA 63W (2) Interface Adapter
(SBAS) receiver, a very high frequency (VHF) communication/navigation/glideslope (COM/NAV/
GS) receiver, a flight director (FD) and system integration microprocessors.
The Air Data Computer processes data from the pitot/static system as well as the OAT probe.
Air Data
GDC 7400 (2) This unit provides pressure altitude, airspeed, vertical speed and OAT information to the G3000
Computer
system, and it communicates with the on-side GIA, GDU, and GRS.
Engine/Airframe
GEA 71 (2) The Engine Airframe Unit receives and processes signals from the engine and airframe sensors.
Unit
Data
GSD 41 (2) This unit is a data concentrator used to expand the input and output capabilities of the system.
Concentrator
The solid-state Transponder provides Modes A/C/S capability, 1090 MHz Extended Squitter
GTX 3000 (2) Transponder Automatic Dependent Surveillance - Broadcast (ADS-B) transmission, and communicates with
the on-side GIA.
The Attitude and Heading Reference System (AHRS) provides aircraft attitude and heading
Attitude and
information to the GIAs, the on-side GDU, and to the MFD. The AHRS contains advanced
Heading
GRS 77 (2) sensors (including accelerometers and rate sensors) and interfaces with the Magnetometer to
Reference
obtain magnetic field information, with the ADC to obtain air data, and with both GIAs to obtain
System (AHRS)
GPS information. AHRS operation is discussed in System Operation, later in this section.
The Magnetometer measures local magnetic field and sends data to the AHRS for processing
GMU 44 (2) Magnetometer
to determine aircraft magnetic heading.
GDR 66 (1) The optional Digital Radio Unit is a transceiver for sending and receiving Controller Pilot Data
(optional) Link Communications (CPDLC) messages by using the Touchscreen Controllers.
Provides real-time weather information, as well as digital audio entertainment. The Data Link
GDL 69A Satellite Radio
Receiver communicates with the MFD. A subscription to SiriusXM Satellite Radio Service is
(optional) Receiver
required to enable the GDL 69A capability.
GWX 70 (1) Weather Radar The GWX 70 provides airborne real-time weather and ground mapped radar data to the GDUs.
The GTS 8000 Traffic Alert and Collision Avoidance System II (TCAS II) uses active interrogations
GTS 8000 (1) TCAS II of Mode S and Mode C transponders to provide traffic data to the pilot independent of the air
traffic control system. The GTS 8000 receives data from both transponders.
GDL 59 (1)
LRU This optional LRU provides a Wi-Fi datalink and System Data Logging capability.
(optional)
The optional Iridium Transceiver provides voice communications by means of a telephone
handset in the cabin and pilot and copilot headsets in the cockpit. The transceiver can also
GSR 56 (2) Iridium
send and receive short message service (SMS) text messages. The GSR 56 also receives data
(optional) Transceiver
link weather products from the Garmin Connext weather service through the Iridium satellite
network. The transceiver can also send and receive data provided by the GDL 59.

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16 AVIONICS
GDL 59 GSR 56
(WI-FI DATA LINK) (IRIDIUM DATA LINK)

#1 GIA 63W #1 GMA 36 #2 GMA 36 #2 GIA 63W

RADIOS
(INTEGRATED (AUDIO (AUDIO (INTEGRATED
AVIONICS PROCESSOR) CVR PROCESSOR) AVIONICS
UNIT) UNIT) #2
DME
4000
#1 GDC 7400 #2 GDC 7400
VHF COM (AIR DATA (AIR DATA VHF COM
COMPUTER) COMPUTER)
GPS/SBAS GPS/SBAS
#1 GMA 44 #1 GMA 44
VOR/LOC (MAGNETOMETER) (MAGNETOMETER) VOR/LOC
GDL 69A
(SIRIUS XM G/S G/S
WEATHER/
AUDIO DATA FLIGHT #1 GRS 77 #2 GRS 77 FLIGHT
LINK) DIRECTOR (ATTITUDE & (ATTITUDE & DIRECTOR
HEADING) HEADING)
AFCS MODE AFCS MODE
LOGIC LOGIC

#1 SERVO LOGIC GSA 81 (PITCH) SERVO LOGIC

DME
4000 GSA 80 (ROLL)
#1 GSA 80 (YAW) (DATA CONCENTRATOR)
(DATA CONCENTRATOR)

ADF GWX
4000 GSA 81 (PITCH TRIM) 70
(WEATHER
#1 HF
#2 GSD 41
#1 GSD 41

#1 GEA 71 (ENGINE RADAR)

9000 & AIRFRAME I/F)
(HF
RADIO) #2 GEA 71 (ENGINE
& AIRFRAME I/F)
ALT
4000
RADAR #1 GTX 3000 #2 GTX 3000
ALTIMETER (TRANSPONDER) (TRANSPONDER)
GTS 8000
C406-N (TCAS II)
(ELT)

LEGEND
232 HSDB GARMIN OPTIONAL GARMIN
EQUIPMENT EQUIPMENT
485/422 CAN
NON-GARMIN OPTIONAL NON-GARMIN
429 DIGITAL/ EQUIPMENT EQUIPMENT
ANALOG SIGNAL

Figure 16-2. Typical G3000 System Block Diagram

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GARMIN INTEGRATED DISPLAYS

AVIONICS UNITS Two PFDs and one MFD provide a central display
The G3000 is regulated and coordinated by cen- and crew interface for the G3000. The touchscreen
tral processing computers in the two Garmin controller, PFD controller, and softkeys provide
integrated avionics units (GIAs), which also con- system control.
tain the essential navigation and communications
avionics: The PFDs are two identical, 14-inch color liquid
crystal displays (LCDs) in the instrument panel.
• NAV/COM Each PFD provides flight instrument displays
• Instrument landing system (ILS) and basic avionics indications (NAV/COM and
transponder settings, course deviation indicator
• Global positioning system (GPS) (CDI) and ILS indications).
• Flight director (FD)
The 14-inch MFD provides a moving map dis-
Each GIA receives additional information from its play and indications for most airframe and engine
onside air data computer (ADC) and Attitude and systems. The moving map display indicates cur-
Heading Reference System (AHRS). Finally, each rent aircraft position relative to topography and
GIA monitors engine/airframe sensors directly, or surface features, terrain obstructions, airspace
through Garmin engine/airframe (GEA) interface boundaries, airways, aviation facilities (includ-
units. Refer to Figure 16-2 for a system block ing airports and navaids), and weather. The left
diagram. All outputs from the GIAs are displayed side of the MFD provides indications for engine
on the PFDs and/or MFD. In addition to the main and aircraft systems and crew alerts (EIS). If a
processors, specific features include: display fails, the remaining display units may be
configured to display the information from the
• Satellite-based augmentation system failed unit.
(SBAS)-enabled, 12-channel parallel GPS
receiver (simultaneously tracks and uses OTHER UNITS
up to 12 satellites).
Most elements of the CJ3+ avionics system are
• Very high frequency communication (VHF line-replaceable units (LRUs). Each LRU is a self-
COM) transmitter providing frequencies contained avionics module that can be removed
from 118.00 to 136.990 MHz, in 25 kHz from the airplane and replaced, independent of all
(760-channel) or 8.33 kHz (3040-channel) other systems. Many units are located in the nose
spacing. and tail of the aircraft.
• Very high frequency omnidirectional
range/ILS localizer (VOR/LOC) receiver
tuning 108.00 to 117.95 MHz, at 50 kHz Attitude Heading Reference
increments. System
• ILS glide slope receiver tuning 328.6 to The Attitude and Heading Reference System
335.4 MHz, as matched with the ILS fre- (AHRS) performs attitude, heading, and
quency tuned in the VOR/LOC receiver. vertical acceleration calculations, utilizing
GPS, magnetometer, and air data in addition to
• An FD processor which interfaces with the information from its internal sensors. Attitude and
GFC 700 automatic flight control system heading information are updated on the PFD while
(AFCS) the AHRS receives appropriate combinations of
• Digital aural warnings. information from the external sensor inputs.

Loss of GPS, magnetometer, or air data inputs

are communicated to the pilot by annunciations
on the PFD. Any failure of the internal AHRS

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inertial sensors results in loss of attitude and density altitude, pressure altitude, vertical speed,
heading information (indicated by red ‘X’ flags air temperature (SAT), computed airspeed, true
over the corresponding flight instruments) and a airspeed and mach number. The ADC also provides
loss of the autopilot. information on static, impact, and total pressure.

Two GPS inputs are provided to the AHRS. If Each ADC measures aircraft static and impact
GPS information from one of the inputs fails, pressure information from pressure transducers
the AHRS uses the operating GPS input and an connected to the same-side (pilot or copilot)
alert message is issued to inform the pilot. If pitot-static system and raw air temperature data
both GPS inputs fail, the AHRS can continue to from its own outside temperature probe. Using
provide attitude and heading information to the the raw data, each ADC unit computes the air
PFD as long as magnetometer and airspeed data data values, then sends them to its corresponding
are available and valid. GIA and PFD. The system is reduced vertical
separation minimum (RVSM) compliant. Each
If AHRS 1 fails, automatic reversion to AHRS ADC also communicates with the AHRS to
2 will occur and the BOTH ON ATT/HDG 2 mes- provide stabilization and orientation information.
sage will be observed on each PFD. If AHRS
2 fails, automatic reversion to AHRS 1 will If ADC 1 fails, automatic reversion to ADC
occur and the BOTH ON ATT/HDG 1 message will 2 will occur and the BOTH ON ADC 2 message
be observed on each PFD. If a ROL , PIT , or will be observed on each PFD. If ADC 2 fails,
HDG indication appears on the PFDs, a differ- automatic reversion will occur to ADC 1 and
ence between AHRS 1 and AHRS 2 has been the BOTH ON ADC 1 message will be observed on
detected and the pilot must determine which each PFD.
AHRS is incorrect. Manual reversion is required
to correct the display of information on the failed If an ALT message appears on the PFDs, the
side. To manually select the opposite side AHRS altitude comparison monitor is not working due
on either PFD, select Sensors, then ATT/HDG. to one or both of the altimeters has failed. If an
Refer to the Amber Message Procedures section IAS message appears, the airspeed monitor is not
of the checklist for detailed steps on determining working because one or both of the primary air-
the failed side. speed indicators failing.

Magnetometer If a IAS or ALT message appears on the PFDs,

a miscompare exists between the left and right
Each GMU 44 magnetometer is a magnetic sensor ADCs. The pilot must determine which system
that provides local magnetic field information to is producing incorrect information and manually
its corresponding AHRS. The magnetometers are change the PFD with the invalid air data infor-
in the vertical tail to minimize magnetic influence mation to display the working ADC. Refer to the
from aircraft structures and contents. Amber Message Procedures for detailed steps on
determining the failed side.
If the magnetometer input fails, the AHRS contin-
ues to output valid attitude information; however,
the heading output on the PFD is flagged as Air Data Reference Sensors
invalid with a red ‘X’ and the autopilot will fail. Outside air data is supplied to the CJ3+ avionics
(air data computer and standby instruments)
through dual pitot-static systems, dual outside-air
Air Data Computer probes and a stall-warning vane. Two pitot probes,
The G3000 uses the two GDC-7400 Air Data one on each side of the nose supply ram-air inputs
Computers (ADCs). Each PFD has its own ADC to the respective side (pilot/left or copilot/right)
system which can be transferred to the opposite air data computer (ADC). A separate two-port
side in the event of ADC failure. The standby static system connects to each ADC. To minimize
instrument also has its own built in ADC unit. yaw effects, both static systems have a static port
The air data computer controls the functions of

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on each side of the fuselage. More discussion STATUS or GPS2 STATUS Display on the MFD
later regarding the standby instrument display. and the GPS Status Screen on the GTCs.

All four static ports and both pitot tubes are These GPS Sensor annunciations are most often
electrically heated whenever both PITOT seen after system power-up when one GPS
STATIC HEAT 1 and 2 switches located on the receiver has acquired satellites before the other.
copilot switch panel are in the on position. To When the aircraft is on the ground, the satellite
ensure continued air data reference if normal based augmentation system (SBAS) signal may be
DC power fails in icing conditions, the copilot blocked by obstructions causing one GPS receiver
pitot-static system is electrically heated through to have difficulty acquiring a good signal. Also,
the emergency bus (refer to Chapter 10—Ice and while airborne, turning the aircraft may result
Rain Protection). in one of the GPS receivers temporarily losing
the SBAS signal. If either GPS 1 or GPS 2 fails,
Outside air temperature data is received from automatic reversion to the remaining side occurs.
the nose mounted OAT probe. However, this is In addition, a BOTH ON GPS 1 or BOTH ON GPS 2
only used to determine SAT which is displayed message displays on both PFDs depending on
on the PFD. The displayed RAT is sourced from which GPS failed.
the engines inlet’s TT2 probes. The ADCs analyze
temperature levels and pitot-static inputs then The SBAS can be turned on or off using the
convert the information to data for the other GTC FMS Sensors page. If GPS is not being
components and displays of the G3000. used, GPS NOT USED is displayed left of the PFDs
horizontal situation inspection (HSI). When the
The standby flight instrument receives reference GPS integrity monitoring is insufficient, the GPS LOI
inputs (static and ram-air pressures) directly from message is displayed left of the PFDs HSI.
its own set of pitot-static ports.
If the current navigation accuracy does not meet
The stall-warning computer processes signals the requirements for the current phase of flight,
from the stall-warning vane (on the copilot side then RNP [Link] displays on the HSI and UNABLE RNP
of the fuselage). The stall warning computer displays left of the HSI.
sends normalized angle of attack (AOA) infor-
mation to display a reference approach cue speed If the current navigation accuracy does not meet
or “green donut” 1.3 VS1, represented as an open the requirements for the RNP approach that was
green circle on the airspeed tape. The stall warn- loaded, then RNP [Link] displays.
ing computer also sends an impending stall signal
to disconnect the autopilot (AP) and Yaw Damper Normally, the G3000 system uses GPS1 or GPS2
(YD) and activates the stick shaker. for position calculations, however, if both units
are unable to receive GPS information the FMS
Air Data Input Failure may automatically downgrade to DME/DME
position updating. This allows the aircraft to use
Failure of the air data input has no affect on the local DME channels to calculate current aircraft
AHRS output while AHRS is receiving valid GPS position based on DME from each received station.
information. Invalid/unavailable airspeed data in For this feature to work, DME/DME Updating
addition to GPS failure results in loss of all atti- must be enabled in FMS Sensors>DME/DME.
tude and heading information. If DME/DME position is in use, any navaids to
be excluded from DME position updating can be
GPS Receiver Operation entered on the NOTAM NAVAIDS tab.
Each GIA 63W Integrated Avionics Unit (IAU) The CJ3+ is capable of procedures that require
contains a GPS receiver. Information collected by SBAS. SBAS service varies by geographic
specified receiver (GPS 1 for the #1 IAU or GPS area or country, but examples of systems in use
2 for the #2 IAU) may be viewed on the GPS1 would include WAAS or EGNOS. To view or

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select/deselect SBAS providers, select FMS
Sensors>SBAS>Settings.

Engine/Airframe Interface Unit

Each GEA 71 interface unit is a computer that
monitors analog and discrete (digital) sensors
on airframe and engine systems, and translates
these into system indications and alerting outputs
to the GIAs. Each GEA interface unit supplies
information to both GIAs. The GIAs process this
information further and distribute it to other sys-
tems, particularly to the engine indicating (EIS)
display (normally presented on the MFD).

AVIONICS POWER
SWITCHES
Three switches (Figure 16-3) control power to the
Citation CJ3+ avionics and instruments:
• BATTERY switch
• DISPATCH switch
• STBY FLT DISPLAY switch

BATTERY SWITCH
Figure 16-3. Avionics Power Switches
The BATTERY toggle switch (Figure 16-3) is in
the ELECTRICAL POWER section of the left using both the main and the auxiliary battery, if
pilot panel and has three positions: ON, OFF, EMER power is selected within one minute of
and EMER. The switch controls DC power to loss of all generated power:
the other switches, and directly supplies power to
components required for EICAS operation. • PFD 1

The EICAS display is needed by the pilot during • Transponder 1

all aircraft operations, including start-up. For this • Pilot and Copilot audio
reason, some components are powered when the
BATTERY switch is set to ON or EMER: • ADC 2

• ON—Both PFDs, MFD, both GTCs • NAV 1

• EMER—PFD1, GIA1, L GTC • Landing gear control and indication
• AHRS 2
Emergency Power • Cabin PA
When on emergency power (both generators off • PITOT STATIC HEAT 2
and BATTERY switch in EMER), the main and
auxiliary batteries power the emergency bus • GPS 1
items. The standby flight display is powered by
its own battery. In emergency power, the follow- • Flap Control
ing items will be powered for at least 60 minutes • AFCS Controller and Flight Director

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• L GTC standby flight display. When the standby battery

is powering the standby flight display, an amber
• CABIN DUMP light adjacent to the switch illuminates.
• Standby Flight Display
• FMS DISPATCH SWITCH
• Flood Lights The DISPATCH switch (see Figure 16-3) can be
• PFD Display Controller used during preflight to obtain ATIS and clear-
ance information. Selecting the BATTERY switch
• COM 1 to ON will override the DISPATCH switch. With
the DISPATCH switch ON, the following equip-
STANDBY FLIGHT DISPLAY ment is powered:
SWITCH • MFD
The STBY FLT DISPLAY switch (see Figure • COM 2
16-3) is located on the left pilot panel and has • NAV 2
three positions: ON, OFF, and TEST.
• GPS 2
With the switch in the TEST position, the green • L GTC
test light adjacent to the switch illuminates, indi-
cating the standby battery has sufficient charge. • Pilot and Copilot Audio
With the switch ON, the standby flight display • FMS
(Figure 16-4) will be powered. If 28V is avail-
able from the main bus, that power will be used.
Otherwise, the standby battery will power the
PRIMARY FLIGHT
DISPLAY
The G3000 incorporates two primary flight
displays (PFD). One display is centered for
each pilot. The PFD displays primary flight
instruments such as airspeed, attitude, altimeter,
VSI, HSI, autopilot modes, and FMS information
(Figure 16-5).

These displays should be thought of as individual

computers not just as displays. Each PFD has its
own independent ADC, AHRS, and pitot-static
systems. Although the two PFDs are independent,
they compare data between each other to verify
correct information and can display opposite side
data if required.

Figure 16-4. Standby Flight Display

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AFCS STATUS BOX ROLL SCALE
SLIP/SKID INDICATOR CURRENT HEADING COM FREQUENCY BOX

SELECTED
ALTITUDE
AIRSPEED
INDICATOR ALTIMETER

VERTICAL
SPEED
INDICATOR
(VSI)

ALTIMETER
BAROMETRIC
SELECTED SETTING
HEADING

HORIZONTAL
SITUATION

FOR TRAINING PURPOSES ONLY

INDICATOR
(HSI)
CITATION CJ3+ PILOT TRAINING MANUAL

Figure 16-5. PFD Flight Instruments

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FLIGHT INSTRUMENTS Attitude Indicator

Attitude information is displayed over a virtual
Airspeed Indicator blue sky and a brown (non-SVT) or terrain (SVT)
The airspeed indicator (Figure 16-6) displays ground with a white horizon line. The attitude
airspeed on a moving tape rolling number gauge. indicator (Figure 16-7) displays the pitch, roll,
The numeric labels and major tick marks are and slip/skid information.
marked at intervals of 10 knots.
ROLL ROLL SCALE ZERO SLIP/SKID
POINTER INDICATOR
SKY
ROLL SCALE REPRESENTATION

FLAP SPEED

AIRSPEED
INDICATED TREND VECTOR
AIRSPEED

APPROACH VSPEED
SPEED CUE REFERENCE

MACH NUMBER
LAND
HORIZON LINE REPRESENTATION
Figure 16-6. Airspeed Indicator
PITCH SCALE AIRCRAFT SYMBOL

Color coded (solid yellow, solid red and Figure 16-7. Attitude Indicator
alternating red/white bands) speed range bands
are located on the moving tape. The bands denote
the speeds beyond VMO/MMO and the low speed Altimeter
awareness (LAA) range. The top of the red band The altimeter (Figure 16-8) displays 1,000 feet of
of LAA is approximately where the stick shaker barometric altitude values at a time on a moving
will activate. Flap speed bugs (displayed as F15 tape rolling number gauge. Numeric labels and
and F35) will also be noted on the right side of major tick marks are shown at intervals of 500 feet.
the moving tape. When nearing these speeds, the Minor tick marks are at intervals of 100 feet. The
airspeed digits will turn amber then red if the current altitude is displayed in the black pointer.
speed is exceeded for the particular flap setting.
In addition, bugs for takeoff speeds (V1, V2, VR, The selected altitude is displayed above the
VENR) and approach speeds (VREF, and VAPP) altimeter in the box indicated by a selection bug
can be displayed on the right side of the moving symbol. A bug corresponding to this altitude is
tape. These are denoted as 1, 2, R, E, RF, AP, shown on the tape. If the selected altitude exceeds
respectively. Either the takeoff or approach speed the range shown on the tape, the bug appears at
group may be displayed; both cannot be posted the corresponding edge of the tape. When the
simultaneously. metric value is selected, it is displayed in a sepa-
rate box above the selected altitude.
When the magenta trend vectors appear on the
airspeed, altimeter, and HSI, they display the
aircraft speed, altitude or course in the next six
seconds (Figure 16-6 and Figure 16-8).

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VNAV TARGET
SELECTED ALTITUDE
ALTITUDE

VERTICAL
SPEED
INDICATOR
ALTITUDE
TREND
VECTOR
VERTICAL VERTICAL
DEVIATION SPEED
SELECTED CURRENT INDICATOR
ALTITUDE ALTITUDE POINTER
BUG
REQUIRED
VERTICAL
SPEED
INDICATOR
MDA/DH
BUG

BAROMETRIC
SETTING BOX Figure 16-9. V
 ertical Speed and
Vertical Deviation Indicators
Figure 16-8. Altimeter
7 8 9 10 11
Vertical Speed Indicator
The vertical speed indicator (VSI) (Figure 16-9)
displays the aircraft vertical speed on a fixed scale 12
with labels at 2,000, 4,000, and 6,000 fpm and 6 13
minor tick marks every 1,000 fpm. Digits appear
5
in the pointer when the climb or descent rate is 14
greater than 100 fpm. If the rate of ascent/descent 4
15
exceed 2,000 fpm, the pointer appears at the cor-
responding edge of the tape and the rate appears 3 16
inside the pointer. 2
1 17

Vertical Deviation Indicator

The vertical deviation indicator (VDI) (Figure
16-9) is a magenta chevron indicating vertical
deviation when vertical navigation is being used. 1. TO/FROM INDICATOR 10. TURN RATE AND HEADING
2. COURSE DEVIATION TREND VECTOR
INDICATOR (CDI) 11. SELECTED COURSE
Horizontal Situation Indicator 3. AIRCRAFT SYMBOL
4. NAVIGATION SOURCE
12. HEADING BUG
13. COURSE POINTER
The horizontal situation indicator (HSI) (Figure 5. GROUND TRACK 14. ROTATING COMPASS CARD
INDICATOR 15. RNP VALUE/APPROACH
16-10) displays a rotating compass card in a 6. LUBBER LINE SERVICE LEVEL
heading-up orientation. Letters indicate the 7. SELECTED HEADING 16. LATERAL DEVIATION SCALE
cardinal points and numeric labels occur every 8. TURN RATE INDICATOR 17. OBS MODE ACTIVE
30°. Major tick marks are at 10° intervals and 9. CURRENT HEADING
minor tick marks at 5° intervals. A digital reading
of the current heading appears on top of the HSI, Figure 16-10. Horizontal Situation
and the current track is represented on the HSI by Indiciator
a magenta diamond. The HSI also presents turn
rate, course deviation, bearing, and navigation
source information.

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Navigation Sources Map Range keys) to reflect the name of the cho-
sen option. The last type of softkey, when pressed
The three navigation modes that can be cycled
displays another set of softkeys available for the
through are:
selected function. Also, these softkeys revert to the
• VOR1 (or LOC1)—If NAV1 is selected, previous level after 45 seconds of inactivity. When
a green single line arrow labeled either a softkey function is disabled, the softkey label is
VOR1 or LOC1 is displayed on the HSI subdued (dimmed). Each softkey sublevel has a
and the active NAV1 frequency is dis- BACK softkey which can be selected to return to
played in green. the previous level. A complete softkey map can be
found in Figure 16-11.
• VOR2 (or LOC2)—If NAV2 is selected,
a green double line arrow labeled either
VOR2 or LOC2 is displayed on the HSI DISPLAY MODES
and the active NAV2 frequency is dis-
played in green. The PFD has three display modes; normal, 60/40
and reversionary mode.
• FMS—If FMS Mode is selected, a magenta
single line arrow appears on the HSI. Normal
The normal mode is depicted in Figure 16-12.
TRAFFIC AND TERRAIN
ANNUNCIATION 60/40
Traffic is displayed symbolically on the PFD inset The same information is displayed as the normal
map, the MFD navigation map page, and PFD screen only in a condensed “60 percent” format.
split screen presentations. The remaining 40 percent of the screen can be
used to display a moving map or an approach
When a traffic advisory (TA) is detected, the fol- plate. (Figure 16-13)
lowing automatically occur:
• The PFD inset map is enabled and displays Reversionary
traffic. In the event of a display failure, the essential infor-
• A flashing TRAFFIC annunciation appears mation from the PFDs and MFD can be combined
at the top left of the attitude indicator for onto the remaining displays by crew selection
five seconds and remains displayed until no of the DISPLAY REV knob (Figure 16-14) on
TCAS conflicts are detected in the area. the panel above the autopilot panel. This ensures
availability of adequate information for continued
Terrain annunciations appear on the PFD at the flight. The display selected to reversion mode will
lower left of the altimeter. Further details can be transition to a 60/40 layout automatically, with the
found later in this chapter. addition of an engine instruments window above
the map/chart window (Figure 16-15).
PFD SOFTKEY
The softkeys are located along the bottom of the
PFD. The softkeys shown depend on the softkey
level previously selected. The bezel keys below the
softkey can be used to select the appropriate soft-
key. There are three types of softkeys. One selects
a simple on/off state, indicated by the annuncia-
tor on the softkey label displayed as green (on)
or grey (off). The next type of softkey switches
between one of several options, indicated by the
softkey label changing (with the exception of the

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Figure 16-11. PFD Softkey Map

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Figure 16-12. PFD Normal Display Mode

Figure 16-13. PFD 60/40 Display Mode

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DISPLAY REV DIMMING DISPLAY REV
PILOT FLOOD TOUCH COPILOT
NORM REV LTS PANELS DISPLAYS CONTROLS NORM REV

DAY

Figure 16-14. DISPLAY REV Knobs

Figure 16-15. PFD Reversionary Display Mode

DISPLAY CONTROLLERS Joystick—Turn to change inset map range. Press

to activate map pointer for map panning and move
The two display controllers (PFD1 and PFD2) laterally to move map pointer.
(Figure 16-16) are a panel-mounted user interface
allowing for data entry, PFD operation, and NAV/ CLR Key—Erases information, cancels entries,
COM tuning. The display controller has the or removes menus.
following controls: PFD Knob—Press to turn the selection cursor
ON/OFF.

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CLR KEY
PFD
COM/NAV KEY
BARO MULTIFUNCTION
JOYSTICK KNOB DIRECT-TO KEY KNOB
DISPLAY
DESCRIPTION
The G3000 includes a single 14-inch MFD in the
center of the instrument panel (Figure 16-17).

The MFD provides indications for:

ENT KEY CLR KEY PROC KEY
• Engine indication system (EIS)
• Moving-map displays (with depictions of
navigation references and flight hazards)
• Information pages on waypoints, IFR pro-
cedures, airports, airways, and navaids
• Flight planning
• Navigation status indications
Figure 16-16. Display Controller • System status indications
The MFD displays a full-color moving map with
• Data Entry: With cursor ON, turn to enter navigation information, as well as flight plan,
data in the highlighted field (large knob weather, traffic, and terrain information. The left
moves cursor location; small knob selects portion of the MFD is dedicated to the EIS.
character for highlighted cursor location).
The MFD also provides an alternate display for
• Scrolling: When a list of information is essential flight instrumentation from either PFD
too long for the window/box, a scroll bar through the use of reversionary mode.
appears indicating more items to view.
With cursor ON, turn large knob to scroll
through the list. Normal Display Operation
Direct-to Key—Activates the direct-to function In normal operating mode, the main navigation
and allows the user to enter a destination waypoint map on the MFD can be displayed in either full
and establish a direct course to the selected mode or half mode which is selectable from the
destination (specified by identifier, chosen from bottom of either GTC.
the active route).
Map processing for a particular display is
COM/NAV Key—Selects/deselects COM/NAV performed by that display itself. Each display’s
radio tuning mode on the display controller. map is independent of the other displays. Loss
of mapping capabilities on one display does not
BARO Knob—Turn knob for altimeter barometric affect the map display on any other display.
pressure setting.
The various MFD map settings are available on
ENT Key—Validates or confirms a menu the respective GTCs.
selection or data entry.
PROC Key—Gives access to instrument flight Reversionary Display Operation
rule (IFR) departure procedures (DPs), arrival
procedures (STARs), and approach procedures In the event of a display failure, the G3000 Sys-
(IAPs) for a flight plan or selected airport. tems provides the capability to show a PFD, an
EIS display, and a display pane on the MFD in
FPL Key—Displays flight plan information. reversionary mode.

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Figure 16-17. MFD Normal Display

MFD Softkeys GARMIN

MFD softkeys are not functional during normal
operations. They are only usable when operating
TOUCHSCREEN
in Reversionary Mode. CONTROLLERS
STANDBY FLIGHT The G3000 system uses two Garmin Touchscreen
Controllers (GTCs) for primary avionics input.
DISPLAY Each touchscreen uses a grid of infrared beams
to determine the location of each touch, even
The L-3 ESI-1000 standby flight display (see when using gloves. Objects or debris on the
Figure 16-4) shows attitude, airspeed, and altitude touchscreen can interfere with the beams and
information. The airplane attitude is provided by a method is provided to lock the screens while
an internal sensor. Similar to the primary ADCs, cleaning. Three multipurpose knobs are located
airspeed and altitude are provided by an internal at the bottom of each GTC.
air data computer connected to the 3rd (standby)
pitot-static system. Each GTC touchscreen (Figure 16-18) is laid out
into four areas:
• Communication/Navigation/Surveillance
(CNS) bar
• Home screen
• Button bar
• Label bar

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AUDIO & RADIOS SCREEN TRANSPONDER INDENT

Returns to the Home screen

Returns to the previous screen

COM 2 STANDBY
SCREEN TRANSPONDER Scrolls up
INTERCOM
SCREEN SCREEN

CNS BAR Scrolls down

Selects MFD half-display mode

Selects MFD full-display mode

Displays the system Messages window on

GTC; flashes when a new system message
is issued
HOME
SCREEN Cancels data entry and returns to the
previous screen

Accepts entered data into the system

BUTTON
BAR
Displays the CPDLC Messages window on
GTC; flashes when a new CPDLC message
is received

Displays the Telephone window on GTC;

flashes when a new telephone call is received

Displays the SMS Text Inbox window on

LABEL BAR GTC; flashes when a new SMS (text or email)
message is received

JOYSTICK MIDDLE KNOB LARGE AND SMALL

FUNCTIONS FUNCTIONS RIGHT KNOB
FUNCTIONS
Figure 16-19. Button Bar
Figure 16-18. GTC Controls
and the main Home screen is discussed as needed
The CNS bar is always displayed on each GTC throughout this manual. The button bar contains
and is the primary area for radio tuning. The Home system-level buttons to allow for easy navigation
screen is the aircraft systems/FMS input area and between screens. The label bar identifies the
contains various context sensitive menus. Every purpose of each GTC multipurpose knob. These
screen has a title that shows just below the CNS three knobs accomplish different tasks depending
bar. The CNS bar is discussed in the radio section on PFD/MFD or GTC selections.

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Many touchscreen buttons display a different
screen when pressed. The button bar (Figure
16-19) will then show a Back or Cancel button
to return to the previously viewed screen and a
Home button to return to the main Home screen
(Figure 16-20).

A message (MSG) button appears and flashes

when a new message is active. Each PFD also
displays a flashing message (MSG) icon during
this time. To view the message, press the GTC
message button once to display all active
problems. After viewing each item, pressing the Shows Navigation Map display in the selected
message button again, returns the screen to the display pane. Touch button again to access Map
Settings display.
previous page. If messages are still active, the Shows Traffic Map display in the selected display
message button remains in view but does not pane. Touch button again to access Traffic Map
flash. When content does not fit on a single page, Settings display.
a scroll bar activates allowing up or down finger Shows Weather display in the selected display pane.
swipes to scroll the page, or repeated presses of Touch button again to access Weather Selection
display.
the “Up” or “Down” buttons can also be used to Shows the TAWS Display in the selected display
scroll. Other possible button bar buttons are listed pane. Touch button again to access TAWS Settings
in Figure 16-19. screen.

Accesses Direct-To screen on GTC.

The label bar dynamically shows the purpose of
each GTC knob. The joystick (left control) can Accesses Active Flight Plan screen on the GTC. A Flight
be rotated, pushed down, and/or toggled in any Plan display is shown on the selected display pane.
direction. The middle knob can be rotated or
pushed down. The small and large right knobs can Accesses Procedures screen on GTC. Additional map
displays may be shown as procedures are selected.
be rotated and the small knob can be pushed down.
Accesses Charts screen on GTC. Charts are shown
For the example image (Figure 16-18), the joy- on the selected display page.
stick is rotated for range control, pushed down Accesses Systems screen on GTC. Systems data
to pan (move) a map, or toggled left/right to can be selected for display on the GTC. Also provides
means to perform and monitor system tests.
change the active display pane. The middle knob
Accesses Services Menu screen on GTC. Includes
is rotated for COM volume or pushed for squelch optional voice phone and text messaging services
control. The small and large right knobs are and SiriusXM Satellite Radio controls.
rotated for COM frequency control, momentarily Weight and Fuel, Trip Planning functions, Minimums,
pushed down to swap between COM1 and COM2 Trip Statistics, Timer, Scheduled Messages, GPS
Status, Electronic Documents, Screen Cleaning,
control, or held down to swap between active and Crew Profile, and Setup.
standby frequencies. Displays CPDLC screen. Provides controls for
managing CPDLC connections and message
management features.
Figure 16-20 shows the Home screen on the Accesses the Speed Bugs screen. Provides controls
GTC. Figure 16-21 through Figure 16-26 shows for enabling and disabling speed bugs and setting
some of the different GTC display selections from specific speeds.
the Home screen buttons. Figure 16-27 shows the Provides information about Airports, Intersections,
VORs, NDBs and User Waypoints. Also allows
Setup screen from the Utilities screen. creation of User Waypoints.
Provides information about the nearest Airports,
Intersections, VORs, NDBs, User Waypoints,
Airspace, ARTCC facilities, Flight Service Stations,
and Weather reporting stations.

Figure 16-20. GTC Home Screen

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Displays the System Tests screen. This screen

Music Screen provides controls for SiriusXM
allows for initiation of system tests for the
Satellite Radio including channel selection,
following systems: Fire Warning, Landing Gear,
volume, and muting settings.
Angle of Attack, Windshield Temperature,
Overspeed, Anti-Skid, Annunciator, TAWS,
TCAS and Radar Altimeter. Telephone Screen shows the status of the
Iridium satellite telephone connection and
Displays the Exterior Lights screen for control of provides telephone controls.
aircraft exterior lighting.
SMS Text Messaging Screen provides
management of incoming and outgoing SMS
Shows the Temperature display for control of (short message service) text messages.
the cockpit and cabin temperature and airflow.
Contacts screen provides management of
contact information including phone and
email addresses. Also provides quick access
Provides control and monitoring of the left and to stored contacts via phone, SMS, or email.
right FADECs.
Figure 16-22. GTC Services Screen
Displays the Landing Field Elevation screen on
the GTC. Allows for manual or FMS entry of
field elevation.

Provides functions accessible to maintenance

personnel.

Provides access to play pre-recorded cabin

briefings for passengers.

Figure 16-21. GTC Aircraft Systems Screen

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Accesses Weight and Fuel screen on the GTC.
Provides for input of weight and balance data and
performs calculations.

Accesses the Trip Planning screen on the GTC.

Accesses the Minimums screen on the GTC.

Provides controls for the Minimum Descent Altitude/
Decision Height alerting function. Button displays
the current minimums altitude and source if Accesses airport information including
provided. frequencies, weather, procedures, charts,
runways, and airport directory data.
Accesses the Trip Statistics screen on the GTC.
Shows information regarding Flight Time, Departure
Time, Odometer, Trip Odometer, Average Ground Shows information for a selected intersection
Speed, and Maximum Ground Speed. Also provides including bearing, distance, and location.
controls for trip statistic configuration.

Accesses the Timer screen on the Touchscreen

Controller. Controls the timer on the PFD. Provides VOR information including
frequencies and location.
Used to create custom messages to be displayed
one-time or periodically. The GTC displays these
messages on the Messages Screen on the GTC. Provides NDB information including
Accesses the Sensors Screen for control and frequencies and location.
monitoring of the various navigation sensors.

Shows controls for viewing electronic documents on Provides location information for User
the GTC, and displays documents in the selected Waypoints including a list of User Waypoints.
display pane.
Feature Temporarily disables touchscreen glass
input to allow for manual cleaning. Turn or press any Create User Waypoints based on present
knob on the GTC to exit Screen Cleaning Mode. position or a designated location.

Controls for activating and managing crew profiles.

Figure 16-24. GTC Waypoint Info Screen
Avionics Settings and Status, Datalink Services
registration and status, Wi-Fi setup.

Displays the Initialization screen.

Figure 16-23. GTC Utilities Screen

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Displays a list of the nearest airports, with

runway, bearing, and distance information.

Displays a list of the nearest intersections with

bearing and distance information.

Displays a list of the nearest VORs with

bearing, distance, and frequency information. Access to Sirius XM Weather options.

Displays a list of the nearest NDBs with

bearing, distance, and frequency information. Access to Garmin Connext Weather options.

Displays a list of the nearest User Waypoints Shows Stormscope data in the selected
with bearing and distance information. display pane. Touch the button again to
access Stormscope Settings on the GTC.

Displays information about the nearest

airspace and status. Access to weather radar menu.

Displays information about the nearest Figure 16-26. GTC Weather Screen
ARTCC facilities including bearing, distance,
and frequencies.

Displays the nearest Flight Service Stations

with bearing, distance, and frequency
information.

Displays the nearest weather reporting

sources, bearings, distances, and
frequencies.

Figure 16-25. GTC Nearest Screen

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DISPLAY PANES
When the PFD is in Split Screen mode (see
Figure 16-13) or the MFD is in Half mode (Figure
16-28), each section is called a “display pane.”
The GTCs control designated panes by using the
GTC joystick as a pane selector. The joystick
must be toggled left or right to select a pane.
The currently selected pane is indicated with
a border color; the left GTC controls the pane
bordered in cyan and the right GTC controls the
pane bordered in purple.

Provides controls for changing system

avionics settings, such as, time format, units
of measure, airspace alert settings, and MFD
Data Bar fields.

Displays information on the GTC for installed

LRUs, system software, and databases.
Figure 16-28. MFD Display in Half Mode
Shows the SiriusXM Information screen on
the GTC. Used to activate audio and data
services from SiriusXM Satellite Radio and Under normal conditions, the left GTC only
to verify subscriptions of SiriusXM Weather controls either the left PFD pane or the left
products.
MFD pane if the MFD is in Half mode. If the
MFD is selected in Full mode, whichever GTC
Used to register with Connext. Also provides
information on current Connext registration.
originally selected Full mode has control of the
MFD display. In order for the other GTC to take
control, either GTC must select the MFD to Half
Provides controls for selecting available
wireless networks, and for storing favorite
mode, and the GTC that should be controlling will
wireless hotspots. be used to select Full mode. For example, if the
left GTC is controlling the MFD, but the operator
wishes to transfer control to the right GTC, either
Provides access to the CPDLC Test Mode. GTC must select Half mode and then the right
GTC must select Full mode. If either GTC fails,
the operating GTC controls the display panes for
Provides access to the Database Status screen all displays. In addition, the single GTC provides
for checking databse cycle information.
audio and CNS control for both the pilot and
copilot.
Figure 16-27. GTC Setup Screen

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FLIGHT MANAGEMENT
SYSTEM
The Flight Plan page of either GTC accesses the
FMS flight plan. The FMS systems in each GIA
are always linked. Entering flight plan data on one
GTC automatically enters data in the other GTC.

FLIGHT PLANNING
In the Active Flight Plan page (Figure 16-29), the
left column is lateral waypoints. The point dis-
played in magenta shows the active segment. The
middle column, labeled ALT, shows altitude con-
straints or advisories. In each altitude block, a line
HOME
below or above the displayed altitude is used to
indicate specific restrictions, such as At or Above,
At or Below, or Between. These are equivalent to
lines shown on FAA instrument procedure charts.
Flight path angle/speed (FPA/SPD) restrictions
are in the last column.

To add a waypoint, touch the waypoint either

before or after the place the point should be added
and a Waypoint Options window opens on the
right of the GTC. This window will also be used
for selecting direct-to, holding, and deleting the
waypoint.

APPROACHES
ACTIVE FLIGHT PLAN
Entering approaches from the PROC button allows
for entry of airport, approach, transition, and
minimums. Two selections are available for every
approach: Load and Load & Activate (Figure
16-30). Selecting Load places the approach with
any transitions at the end of the flight plan. When
nearing the airport, confirm waypoint sequencing
into the approach transition. Load & Activate
immediately selects the approach with a course
direct-to the first waypoint. It must be understood
that previous course guidance is stopped when
choosing Load & Activate.

WAYPOINT OPTIONS

Figure 16-29. GTC Flight Plan Screen

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only for planning purposes. Further VNAV climb
or descent does not occur if cyan altitudes do not
exist in the flight plan. Other vertical modes must
be used. In the example image, descent is guided
all the way to fix BIBQU, but not to TECZA
(Figure 16-31).

Figure 16-30. G
 TC Approach
Selection Screen

CAUTION
When entering an approach procedure
it is critical that the pilot use care
to press the correct button to Load Figure 16-31. F
 light Plan Descent
or Load & Activate. These buttons and Approach
are in close proximity to each other.
The pilot can easily use the incorrect Approach vertical guidance only uses the APR
button allowing the aircraft to proceed button on the AFCS control unit, VNAV is not
on an incorrect flight path causing required to be selected on. Approach descents
an airspace violation or placing the are divided into two categories: approved vertical
aircraft and occupants in jeopardy. guidance and advisory vertical guidance. If either
approved or advisory descents are available for
final approach, terminal VNAV does not connect
Vertical Guidance with the approach descent. Terminal VNAV stops
Climbs and descents in the Enroute and Terminal one fix prior to the FAF (e.g. Final Approach
areas can both use the VNAV button to monitor/ Course Fix [FACF]) and further descent to the
follow altitude entries in the Active Flight Plan FAF must be accomplished manually.
page. Only cyan altitude entries are part of VNAV
guidance. A pencil symbol appears if the altitude Examples of approved vertical guidance are
restriction is manually entered. White altitudes glideslope (GS) approaches, LPV, and LNAV/
are not part of VNAV guidance and are provided VNAV approaches. LNAV/VNAV approaches

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are flown with SBAS vertical guidance or with Approach Service Level
barometric VNAV (baro-VNAV), when SBAS
is not available. When baro-VNAV is used, the For planning purposes, the Garmin G3000 system
vertical scale is angular but larger than required displays expected approach capability for GPS
on an approach. Additional vertical deviation approaches using an approach service level on the
limit indicators appear as white lines to show the Select Approach screen (Figure 16-33) and on the
allowed deviation limits. The area between the HSI (Figure 16-34). Advisory vertical guidance,
white lines gradually increases approaching the as described earlier, is shown with an additional
missed approach point due to the angular scaling “+V” at the end of the approach service level. For
(Figure 16-32). Examples of procedures with terminal or enroute procedures, the label RNP
advisory vertical guidance are LNAV and LP appears on the HSI with appropriate RNP tolerance
approaches. for that phase of flight (e.g. RNP 1.00). A summary
of flight guidance selections for various approach
types are shown in Figure 16-35.

ILS LPV and LNAV/VNAV

LNAV/VNAV (baro-VNAV)
(SBAS vertical)

Figure 16-32. Approved Vertical Guidance

If approved or advisory descents are not available

for the approach, terminal VNAV works all the
way to the FAF but then stops and levels the
aircraft. Further descent past the FAF requires
other vertical modes. The vertical deviation scale
is removed for these procedures (Table 16-2).

Table 16-2. APPROACH SERVICE LEVEL Figure 16-33. Select Approach Screen

APPROVED ADVISORY
NO VERTICAL
VERTICAL VERTICAL
GUIDANCE
GUIDANCE GUIDANCE
LPV LNAV + V LNAV
L/VNAV LP + V LP

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COMMUNICATION/
NAVIGATION SYSTEM
(CNS)
The Garmin G3000 radio and audio systems are
accessed using either the GTC CNS bar or the
display controller COM/NAV button (see Figure
16-16). All radio and audio control is accessed
using the CNS bar of the GTCs. The display
controller COM/NAV button only has access to
COM1/COM2 and NAV1/NAV2.

Most radios are contained within each Garmin

Integrated Avionics Unit (GIA). Audio is then
communicated using various information buses.
Some separate radio units not contained in the
GIAs are: DME1/DME2, ADF (optional), HF
(optional), and COM3 (optional). Only the GTCs
can tune COM3.

GTC TUNING
The CNS bar (Figure 16-36) is active on every
GTC page regardless of screen selections to
allow for rapid tuning and radio control. The
microphone (MIC) button selects the desired
transmission radio. The transmitting radio
frequency is green and also appears on the upper
right corner of the on-side PFD. The monitor
(MON) button selects which radio(s) audio to
monitor (Table 16-3). The transmitting radio is
always monitored so this button is typically used
to listen to ATIS or another informational radio
on the non-transmitting COM.

The frequencies are listed with primary frequency

on top and standby below for COM1 and COM2.
Pressing the primary frequency transfers primary
and standby frequencies for that radio. To tune
COM1 press the standby (STBY) frequency
and a tuning page appears to allow for keypad
entry (Figure 16-37). A frequency can be
entered completely or without the beginning “1”.
Pressing Enter places the frequency into standby.
Pressing the Transfer (XFER) button makes the
new frequency primary and moves the previous
frequency into standby.

Figure 16-34. Approach Service Indicator The GTC knobs can also change radio conditions.
The label bar indicates which frequency the middle

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DA

APR

ILS LPV LNAV/VNAV

LNAV/VNAV with baro-VNAV
with SBAS

MDA WITH ADVISORY

NAV + VS

LNAV + V
LP + V
with SBAS ADVISORY

MDA NO ADVISORY

NAV + VS BC + VS

LOC VOR LOC BC

LDA NDB
SDF LNAV
LP

Figure 16-35. AFCS Modes and Approaches

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standby frequencies. The GTC right knobs also
work on the tuning page discussed earlier.

Tuning radios can also be done with stored

database radio frequencies. The Find button
Figure 16-36. CNS Bar located on various pages opens a selectable list
of database frequencies (Figure 16-38). Choosing
a tab and then the desired frequency enters it into
Table 16-3. C
 NS BAR MIC/MON the standby position.
BUTTON SYMBOLS
The Home>Waypoint Info page (see Figure 16-24)
CNS BAR
DESCRIPTION can also be used to search database frequencies
SYMBOL and allows for entry in either the primary or
COM1 selected for transmission/monitoring standby frequency of COM1 or COM2. Other
communication options are accessed by pressing
COM2 selected for transmission/monitoring the Audio & Radios button on the CNS bar.
The Pilot tab is active only on the left GTC and
HF COM selected for transmission/monitoring the Copilot tab is active on the right GTC. The
passenger (Pass) Tab is active on both GTCs.
COM3 selected for transmission/monitoring
Audio selections with a cyan border can also be
An additional audio source is manually controlled with the GTC knobs (Figure 16-39).
selected for monitoring

Public Address is selected for transmission The COM1 and COM2 buttons are the same as
the CNS bar MON button and the MIC buttons
are the same as the CNS bar MIC button.
Individual radio volume is displayed here and can
FREQUENCY
SELECTED
be adjusted with either the middle knob or sliding
FOR TUNING

FIND
BUTTON

FREQUENCY
TRANSFER
BUTTON
KNOB ENTER
FUNCTION BUTTON
LABELS

Figure 16-37. C
 OM Frequency
Tuning Keypad

knob and small and large right knobs control.

The middle knob is used to change volume and
squelch setting. The small and large right knobs
change the frequency that is cyan on the CNS bar.
To change another frequency, momentarily press
the small right knob and the cyan color changes
to the other standby frequency. Press and hold
the small right knob to transfer the primary and Figure 16-38. Frequency Database

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MIC BUTTON
(COM1 SELECTED FOR TRANSMISSION)

COM1 ACTIVE FREQUENCY

(SELECTED FOR TRANSMISSION) COM2 PRIMARY FREQUENCY

COM1 STANDBY FREQUENCY COM2 STANDBY FREQUENCY

COM1 BUTTON
(COM1 SELECTED FOR MONITORING)
MIC BUTTON
(COM1 SELECTED FOR MONITORING) COM1 ACTIVE FREQUENCY
COM1 STANDBY FREQUENCY
MIC BUTTON (COM2) COM2 PRIMARY FREQUENCY
COM2 STANDBY FREQUENCY

MIC BUTTON (COM3) COM3 PRIMARY FREQUENCY

COM3 STANDBY FREQUENCY

Figure 16-39. GTC Audio & Radios Screen

a finger left or right on the Volume scale. Volume

is also adjustable for COM1 and COM2 by using
the middle knob and does not require opening
the Audio & Radios page. Primary and standby
frequencies are repeated and if the frequency
box is pressed, the COM tuning page appears, as
discussed earlier.

An HF radio is optional in the CJ3+. HF Control

is located on the Audio & Radios page. The HF
MIC button and HF MON button must be used
for HF communication, not the CNS bar buttons.

Transponder control and code entry is only Figure 16-40. Transponder Screens
accomplished from the GTCs. Pressing the XPDR
button on the CNS bar opens the Transponder inner and outer knobs to change field informa-
menu page. Flight ID is modifiable but must tion. Either the PUSH ENT or ENT button is used
match the flight plan entered data. Pressing the to accept information within the fields.
code button opens up an entry screen for manual
entry or quick VFR code entry (Figure 16-40).
AUDIO SYSTEM
PFD CONTROLLER TUNING
Once the proper radio is selected on the CNS
Each display controller is also able to tune COM bar or the Audio & Radios page, monitoring and
and NAV radios. (Figure 16-41) The PFD outer communicating is accomplished with various
knob is used to select fields (Volume, microphone headsets/microphones throughout the cockpit.
(MIC), monitor (MON), source and pilot radio Headset connections are on the left and right
selections) on the COM/ NAV page and both

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Figure 16-43. Pilot Hand Microphone

PUSH-TO-TALK
Figure 16-41. PDF Controller Tuning SWITCH

side panels aft of the circuit breaker panels. An

AUDIO IN connection (Figure 16-42) is available
for an auxiliary music input. Each pilot also has a
hand microphone mounted on the side of the yoke
support structures (Figure 16-43).

Figure 16-44. C
 ontrol Yoke Push-To-Talk
Switch Location

Figure 16-42. AUDIO IN Connection

The control yokes contain a forward mounted

push-to-talk switch on the outboard arm (Figure
16-44). The push-to-talk switch has three Figure 16-45. Armrest Push-To-Talk Button
positions. The center position allows for intercom
operation with the GTC Intercom button. The With the yoke push-to-talk switch in the center
inboard position is the push-to-talk selection and position, the GTC CNS bar Intercom button is
when released, is spring loaded back to the center used for intercom control. Pressing the arrow
position. The outboard position selects intercom selects/deselects intercom. Pressing on the Pilot
operation and it remains selected until pushed or Copilot Volume buttons displays options for
back to center. Other push-to-talk buttons are VOX settings, squelch control, and intercom
located on the left and right arm rests just above volume control (Figure 16-46).
the cup holders (Figure 16-45).

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Some additional audio controls (Figure 16-47)

are also available on the Audio & Radios page.
A playback of approximately 2.5 total minutes
worth of COM radio operation is available.
Once the audio memory is full the system
begins to record over the earliest recording. Each
communication is stored in separate blocks of
audio and a Previous/Next button is used to skip
to the desired communication. If an incoming
communication is detected, the Playback system
is stopped.

Passenger address (PA) operation is accomplished

by selecting PA on the Audio & Radios page.
Pressing a push-to-talk button and talking into
the desired microphone, sends audio through the
cabin speakers. Deselect the PA option to return
to normal COM radio operation.

INTERCOM SCREEN Music is available at the bottom of the Audio &

Radios page from either a SiriusXM radio system
(Music) or a device connected to the AUDIO IN
jack (L Aux or R Aux) on the headset panel. The

INTERCOM>PILOT VOLUME

Figure 16-46. Intercom Volume Control

Two speakers are mounted on the overhead panel

and are simultaneously muted/unmuted by either
GTC Speaker control (individual speaker muting
is not possible). A white SPKR OFF label appears
at the bottom right corner of the PFDs when they
are muted.

Figure 16-47. COM Playback

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Mute Settings button is used to determine what Autopilot (AP)—Autopilot operation occurs
communication temporarily mutes the music. within the pitch and roll servos. It provides
Once communication is finished, music volume automatic flight control in response to flight
slowly returns (Figure 16-48). director steering commands, attitude and heading
reference system (AHRS), attitude and rate
information, and airspeed.

Yaw Damper (YD)—The yaw servo provides

Dutch roll damping and turn coordination
in response to yaw rate, roll angle, lateral
acceleration, and airspeed.

Manual Electric Pitch Trim (MEPT)—The pitch

trim system provides manual electric pitch trim
capability.

Automatic Pitch Trim (APT)—The pitch trim

system provides automatic pitch trim when the
autopilot is engaged.

AFCS CONTROL UNIT

The GMC 710 AFCS control unit has the
following controls (Figure 16-49):

HDG Key—Selects/deselects Heading Select Mode.

Figure 16-48. Music Audio
APR Key—Selects/deselects Approach Mode.

AUTOMATIC FLIGHT NAV Key—Selects/deselects Navigation Mode.

CONTROL SYSTEM FD Key—Activates/deactivates the flight director
only. Pressing once turns on the selected flight
The GFC 700 is a digital automatic flight control director in the default vertical and lateral modes.
system (AFCS) fully integrated within the system Pressing again deactivates the flight director and
avionics architecture. The GFC 700 AFCS can be removes the command bars. If the autopilot is
divided into these main operating functions: engaged, the key is disabled.
Flight Director (FD)—The GFC 700 flight XFR Key—Transfers between the active flight
director function can be coupled to either the director and standby flight director.
pilot-side or copilot-side PFD data. The XFR Key
selects the PFD source for the FD. Commands for ALT Key—Selects/deselects Altitude Hold Mode.
the selected flight director source are displayed
on both PFDs. VS Key—Selects/deselects Vertical Speed Mode.
The flight director provides: FLC Key—Selects/deselects Flight Level Change
• Vertical/lateral mode selection and Mode.
processing
CRS Knobs—Adjusts the selected course in 1°
• Command bars showing pitch/roll guidance increments on the horizontal situation indicator
• Pitch and roll commands to the autopilot (HSI) of the corresponding PFD. Press to

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Figure 16-49. GMC 710 AFCS Control Unit

re-center the course deviation indicator (CDI) AFCS CONTROLS

and return course pointer directly TO the bearing
of the active waypoint/station. The following AFCS controls are located in the
cockpit separately from the PFD and MFD:
SPD Key—Toggles the airspeed reference units
between IAS and Mach. AP/TRIM DISC Button (Autopilot Disconnect)—
Disengages the autopilot, yaw damper, and flight
UP/DN Wheel—Adjusts the reference in Pitch director and interrupts pitch trim operation. One
Hold, Vertical Speed, and Flight Level Change AP/TRIM DISC button (Figure 16-50) is located
Modes. on each control yoke. This switch may be used
to acknowledge an autopilot disconnect alert and
VNV Key—Selects/deselects Vertical Path mute the associated aural alert.
Tracking Mode for Vertical Navigation flight
control.
AP/TRIM DISC
BUTTON
ALT SEL Knob—Controls the selected altitude
in 100-foot increments. CWS BUTTON

YD Key—Engages/disengages the yaw damper.

MEPT SWITCH
AP Key—Engages/disengages the autopilot.

BANK Key—Manually selects/deselects Low

Bank Mode.

BC Key—Selects/deselects Backcourse Mode.

HDG Knob—Adjusts the selected heading and Figure 16-50. A

 P/TRIM DISC Button,
bug in 1° increments on the HSI (both PFDs). CWS Button, and
Press to synchronize the selected heading to the MEPT Switch
current heading.

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CWS Button (Control Wheel Steering)—While MEPT Switch (Manual Electric Pitch Trim)— The
pressed, it allows manual control of the aircraft switch is used to command manual electric pitch
when the autopilot is engaged and synchronizes trim. An MEPT switch is located on each control
the FD command bars with the current aircraft yoke (Figure 16-50). The pilot side MEPT switch
pitch (if not in Glideslope or Glidepath Mode) has priority over the copilot side MEPT switch.
and roll (if in Roll Hold Mode). A CWS button This composite switch is split into left and right
is located on each control yoke (Figure 16-50). sides. The left switch is the ARM con-tact and the
Upon release of the CWS button, the FD may right switch controls the DOWN (forward) and UP
establish new pitch and roll references depending (rearward) contacts. Manual trim commands are
on the current vertical and lateral modes. CWS generated only when both sides of the switch are
operation details are discussed in the respective operated simultaneously. Pushing either MEPT
mode sections of this manual. switch disengages the auto-pilot, if engaged, but
does not affect yaw damper operation.
TO (Takeoff Mode)/GA (Go Around Mode)
Button—Located on the throttle handle, it
disengages the autopilot, if engaged, and selects VERTICAL MODES
flight director Takeoff Mode on ground (10° pitch Table 16-4 lists the vertical modes with their cor-
up) or Go Around Mode in air (7.5° pitch up). responding controls and annunciations. The mode
The TO/ GA Buttons are located on the throttle reference is displayed next to the active mode
knobs. These buttons also activate the missed annunciation for Altitude Hold, Vertical Speed,
approach when the selected navigation source is and Flight Level Change modes. The UP/DN
FMS or when the navigation source is VOR/LOC Wheel can be used to change the vertical mode
and a valid frequency has been tuned. However, reference while operating under Pitch Hold, Ver-
if pressed again or if an approach is not loaded, it tical Speed, or Flight Level Change mode.
goes into GA and GA mode.

Table 16-4. VERTICAL MODES

VERTICAL MODE ANNUNCIATON CONTROL DESCRIPTION
Holds aircraft pitch attitude; may be used to climb/
Pitch Hold PIT (default)
decend to the Selected Altitude
Selected Altitude Capture ALTS * Captures the Selected Altitude
Altitude Hold ALT nnnnn FT ALT Key Holds current Altitude Reference
nnnn Holds aircraft vertical speed; may be used to climb/
Vertical Speed VS VS Key
FPM descend to the Selected Altitude
Holds aircraft airspeed while aircraft is climbing/
Flight Level Change FLC nnn KT FLC Key
descending to the Selected Altitude
Captures and tracks descent legs of an active vertical
Vertical Path Tracking VPTH VNV Key
profile
VNV Target Altitude Capture ALTV ** Captures the Vertical Navigation (VNV) Target Altitude
Glidepath GP Captures and tracks the glidepath on approach
APR Key
Glideslope GS Captures and tracks the ILS glideslope on approach
Commands a constant pitch angle and wings level on
Takeoff TO
the ground in preparation for takeoff
TO/GA
Button
Go Around GA Commands a constant pitch angle and wings level

* ALTS is armed automatically when the Selected Altitude is to be captured instead of the VNAV Target Altititude.
** ALTV is armed automatically when the VNAV Target Altitude is to be captured instead of the Selected Altitude.

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LATERAL MODES mode of the autopilot is active due to exceeding

these airspeed limits. The autopilot will pitch the
The GFC 700 offers the lateral modes listed in airplane up to reduce airspeed and then maintain
Table 16-5. The CWS button does not change lat- airspeed near the limit speed. The previously
eral references for Heading Select, Navigation, active vertical mode will reactivate when the
Backcourse, or Approach modes. The autopilot throttle is reduced so that the mode can track its
guides the aircraft back to the Selected Heading/ target without exceeding the limit speed.
Course upon the release of the CWS button.
Engaging the Autopilot
AUTOPILOT When the AP key is pressed, the autopilot and
The autopilot system provides automatic flight flight director (if not already engaged) are
control by moving the aircraft control surfaces activated. Engagement is indicated by a green
with the autopilot servos. The autopilot servos ‘AP’ annunciation in the center of the AFCS
use AHRS information to stabilize the aircraft Status Box. (Figure 16-51) The flight director
atti-tude during upsets and when autopilot engages in Pitch and Roll Hold modes when
commands are combined with flight director initially activated.
commands for the maneuver commanded by the AUTOPILOT ENGAGED
active mode. Autopilot commands generated
within the servo processors are rate and attitude
limited. Flight director commands are also
limited in various ways prior to being sent to the
command bars and servos.
Figure 16-51. Autopilot and
When exceeding VMO/MMO for flap limit speeds Yaw Damper Engaged
when not in ALT mode, a MAX SPD message
will be displayed above the airspeed tape. This
message indicates that the overspeed protection

Table 16-5. LATERAL MODES

LATERAL MODE ANNUNCIATON CONTROL DESCRIPTION
Holds the current aircraft roll attitude or rolls the wings
Roll Hold ROL (default)
level, depending on the commanded bank angle
Low Bank * BANK Key Limits the maximum commanded roll angle
Heading Select * * HDG HDG Key Captures and tracks the Selected Heading
Navigation, FMS * * FMS
Navigation, VOR Enroute
VOR Captures and tracks the selected navigation source
Capture/Track * * NAV Key
(FMS, VOR, LOC)
Navigation, LOC Capture/Track
LOC
(No Glideslope)
Navigation, Backcourse Arm/ Captures and tracks a localizer signal for backcourse
BC BC Key
Capture/Track approaches
Approach, FMS FMS
Approach, VOR Capture/Track VAPP
Captures and tracks the selected navigation source
APR Key
Approach, LOC Capture/ (FMS, VOR, LOC)
Track (Glideslope Mode LOC
automatically armed)
* No annunciation appears in the AFCS Status Box. The acceptable bank angle range is indicated in green along the roll scale of
the attitude indicator.
* * The Heading, Navigation FMS and VOR mode maximum roll command limit will be limited to the Low Bank mode value if it is
engaged.

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NOTE
Autopilot engagement/disengagement
is not equivalent to servo engagement/
disengagement. Use the CWS button Figure 16-53. Autopilot Disengagement
to disengage the pitch and roll servos Annunciation
while the autopilot remains active.
continue until acknowledged by pushing the AP/
Control Wheel Steering TRIM DISC button or MEPT switch.
During autopilot operation, the aircraft may be Automatic disengagement occurs due to:
hand-flown without disengaging the autopilot.
Pressing and holding the CWS button (see Figure • Pressing the red AP/TRIM DISC button
16-50) disengages the pitch and roll servos from • Activating the electronic pitch trim on
the flight control surfaces and allows the aircraft either yoke*
to be hand-flown. At the same time, the flight
director is synchronized to the aircraft attitude • Pushing the left throttle TO/GA button*
during the maneuver. The ‘AP’ annunciation is • Pressing the AP key on the AFCS control unit
temporarily replaced by ‘CWS’ in white (Figure
16-52) for the duration of CWS maneuvers. Abnormal disconnects occur with:
In most scenarios, releasing the CWS button • Stick shaker activation*
reengages the autopilot with a new reference. • Autopilot failure*
Refer to the flight director modes section for
CWS behavior in each mode. • AHRS failure or miscompare of attitude

CONTROL WHEEL STEERING

• Loss of normal DC power
• Excessive attitudes (>35° noseup; >15°
nosedown; >65° bank)

The “*” means the autopilot is disconnected but

the yaw damper remains engaged.
Figure 16-52. CWS Annunciation
Disengaging the Yaw Damper
Disengaging the Autopilot Automatic disengagement (Figure 16-54) occurs
due to:
The autopilot is manually disengaged by pushing
the AP/TRIM DISC button, TO/GA button, • Pressing the red AP/TRIM DISC button
MEPT switches or the AP key on the AFCS panel. once after disconnecting the autopilot.
Manual disengagement is indicated by a five- • Pressing the YD button
second flashing yellow ‘AP’ annunciation and a
two second autopilot disconnect aural alert. After An abnormal disconnect occurs with yaw damper
manual disengagement, the autopilot disconnect failure.
aural alert may be cancelled by pushing the AP/
TRIM DISC button or MEPT switch (AP/TRIM
DISC button also cancels the flashing ‘AP’
annunciation).

Automatic autopilot disengagement is indicated Figure 16-54. Yaw Damper Disengagement

by a flashing red ‘AP’ annunciation (Figure 16-53)
and by the autopilot disconnect aural alert, which

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HAZARD AVOIDANCE
TAWS-B
TAWS-B (Terrain Awareness and Warning
System—Class B) is a feature to increase
situational awareness and aid in reducing
controlled flight into terrain (CFIT). TAWS-B
provides visual and aural annunciations when
terrain and obstacles are within the given altitude
threshold from the aircraft. The cautions and
warnings are advisory in nature only.

TAWS-B satisfies TSO-C151b Class B require-

ments for certification. TAWS-B requires the
following to operate properly:
• A valid terrain database Figure 16-55. TAWS-A Alert Annunciations

• A valid obstacle database

°° Required Terrain Clearance (RTC)/
• A valid 3-D GPS position solution Required Obstacle Clearance (ROC)
Alerting
TAWS-B uses terrain and obstacle information
from government sources. Terrain information is °° Imminent Terrain Impact (ITI) / Immi-
nent Obstacle Impact (IOI) Alerting
based on terrain elevation information in a data-
base that may contain inaccuracies. Individual • Premature Descent Alerting (PDA)
obstructions may be shown if available in the data-
base. Garmin verifies the data per TSO-C151b. • Ground Proximity Warning System
However, the displayed information should never (GPWS) Alerting which consists of:
be understood as being all-inclusive and data may
be inaccurate. °° Excessive Descent Rate (EDR) Alerting
°° Excessive Closure Rate (ECR) to Ter-
rain Alerting
TAWS-A
°° Flight Into Terrain (FIT) Alerting
TAWS-A (Terrain Awareness and Warning
System—Class A) is an optional feature °° Negative Climb Rate (NCR) after take-
to increase situational awareness and aid off Alerting
in reducing controlled flight into terrain °° Excessive below Glideslope/Glidepath
(CFIT). TAWS-A provides visual and aural Deviation (GSD) Alerting
annunciations (Figure 16-55) when terrain
and obstacles are within the given altitude °° Altitude Voice Call Out (VCO) Alerting
threshold from the aircraft. The displayed alerts
and warnings are advisory in nature only. See TAWS-A satisfies TSO-C151b Class A and TSO-
Figure 16-56, Figure 16-57, and Table 16-6 for 92c requirements for certification.
TAWS display information.
Class A TAWS requires the following components:
TAWS-A provides the following alert types: • A valid terrain/obstacle terrain database
• Forward Looking Terrain Avoidance • A valid 3-D GPS position solution
(FLTA) Alerting which consists of:
• Valid flap and landing gear status inputs
• A valid radar altimeter

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YELLOW LIGHTED OBSTACLES
(BETWEEN 100 FEET AND 1000 FEET BELOW AIRCRAFT ALTITUDE)

MAP ORIENTATION CURRENT AIRCRAFT

GPS-DERIVED
GSL ALTITUDE

RED TERRAIN
(ABOVE OR WITHIN BLACK TERRAIN
100 FEET BELOW THE (MORE THAN
AIRCRAFT ALTITUDE) 2000 FEET BELOW
AIRCRAFT ALTITUDE)

SELECTED MAP RANGE GRAY LIGHTED

OBSTACLES (MORE
THAN 1000 FEET
BELOW AIRCRAFT
ALTITUDE)

RED LIGHTED YELLOW TERRAIN

OBSTACLE (BETWEEN 100 FEET
(ABOVE OR WITHIN AND 1000 FEET BELOW
100 FEET BELOW THE AIRCRAFT ALTITUDE)
AIRCRAFT ALTITUDE) TERRAIN LEGEND
TAWS ANNUNCIATION (IN AIR)

Figure 16-56. TAWS Display Pane

PROJECTED FLIGHT PATH

TERRAIN ABOVE OR WITHIN 100 FEET
RED
100 FT THRESHOLD BELOW THE AIRCRAFT ALTITUDE

LIGHTED
OBSTACLE TERRAIN IS BETWEEN
YELLOW 100 FEET AND 1000 FEET BELOW
2000 FT THE AIRCRAFT ALTITUDE

TERRAIN IS BETWEEN
GREEN 1000 FEET AND 2000 FEET BELOW
THE AIRCRAFT ALTITUDE

BLACK TERRAIN IS AT LEAST 2000 FEET

BELOW THE AIRCRAFT ALTITUDE

Figure 16-57. In-Air Terrain Altitude/Color Correlation for TAWS

Table 16-6. TAWS RELATIVE OBSTACLE SYMBOLS AND COLORS

UNLIGHTED OBSTACLE HEIGHT LIGHTED OBSTACLE HEIGHT

DESCRIPTION
< 1000 FT AGL > 1000 FT AGL < 1000 FT AGL > 1000 FT AGL
Red obstacle is above or within 100 feet
below the aircraft altitude.

Yellow obstacle is between 100 feet and

1,000 feet below the aircraft altitude.

Gray obstacle is more than 1,000 feet

below aircraft altitude.

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TAWS-A uses terrain and obstacle information

supplied by government sources. Terrain informa-
WARNING
tion is based on terrain elevation information in a The TCAS system is intended for
database that may contain inaccuracies. Individ- advisory use only to aid the pilot in
ual obstructions may be shown if available in the visually acquiring traffic. No avoidance
database. Garmin verifies data per TSO-C151b. maneuvers should be based solely upon
However, the displayed information should never TCAS traffic information. It is the
be understood as being all-inclusive and data may responsibility of the pilot in command
be inaccurate. to see and maneuver to avoid traffic.

TCAS II A Traffic Advisory (TA), displayed as a filled

The Garmin GTS 8000 TCAS II provides traffic yellow circle, indicates traffic is within 20-48
information that can be displayed on various maps seconds of a potential collision area. (Figure
in the cockpit. It also provides audio and visual 16-58) If a Traffic Map is shown and the TA
alerts when the current flight path has a potential traffic is beyond the selected map range, the
conflict with other traffic. It is controlled with the system displays a half-TA symbol at the edge of
GTC Traffic Settings page. the map at the approximate relative bearing of the
TA traffic. Table 16-7 provides a list of TCAS II
The GTS 8000 is capable of tracking up to 45 traffic symbols.
intruding aircraft equipped with Mode A or C
transponders, and up to 30 intruding aircraft If TA traffic subsequently meets the criteria for
equipped with Mode S transponders. A maximum an resolution advisory (RA), and the system is
of 30 aircraft with the highest threat potential operating in TA/RA mode, the system will issue
can be displayed simultaneously. No TCAS an RA.
surveillance is provided for aircraft without
operating transponders. Resolution advisories alert the crew to an
intruding aircraft that is closing to within 15 to 35
seconds of a potential collision area. RAs include
vertical guidance maneuvers designed to increase

TRAFFIC MAP OPERATING MODE

MAP ORIENTATION HDG UP TA/RA
N
UNRESTRICTED ALTITUDE MODE

TRAFFIC DISPLAY NON-THREAT

+22 TRAFFIC, 2200’
6 NM
RANGE RINGS
ABOVE,
DESCENDING

2 NM

- 03

+02 TRAFFIC ADVISORY

NO-BEARING TRAFFIC
200’ ABOVE,
ADVISORY, 4.0 NM, 300’ TA 4.0 + 03 <DN>
LEVEL
ABOVE, DESCENDING
OFF-SCALE TRAFFIC
+09 ADVISORY, 600’
PROXIMITY ADVISORY, - 06 BELOW, LEVEL
900’ ABOVE, LEVEL

NON-THREAT TRAFFIC,
ALTITUDE NOT
REPORTED

Figure 16-58. Traffic Map Display

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The TCAS II controls are located in the Traffic
Table 16-7. TCAS II TRAFFIC SYMBOLS Settings Screen and the Transponder Screen.
Using the Traffic Settings Screen, the TCAS
SYMBOL DESCRIPTION
II can be set to various operating modes and
different altitude ranges. In each traffic display
Non-Threat Traffic on the PFDs or MFD, a box in the corner will
indicate the active TCAS mode, such as TA/RA
Proximity Advisory (PA) or TA Only, and the traffic altitude mode, such as
Normal, Above, Below, or Unrestricted (Figure
16-58). If the aircraft is on the ground or in the
Traffic Advisory (TA) air below 1000’ AGL and TA/RA is the selected
operating mode, the system will automatically
switch to TA Only mode.
Traffic Advisory Off Scale

The Unrestricted altitude range selection will dis-

Resolution Advisory (RA) play all traffic from 9900 above to 9900 below the
aircraft. Selecting Above will display traffic from
Resolution Advisory Off Scale
9900 feet above to 2700 feet below the aircraft.
Normal mode will display traffic 2700 feet below
and above; the Below mode will display traffic
or maintain vertical separation from intruding from 2700 feet above to 9900 below the CJ3+.
aircraft. An RA beyond the selected map display
range (off scale) is indicated by a half RA symbol
at the edge of the screen at the relative bearing SYNTHETIC VISION
of the intruder. During an RA, vertical guidance TECHNOLOGY (SVT)
indications appear on the attitude indicator and (OPTIONAL)
vertical speed indicators of the PFD to provide
visual pitch cues for the flight crew to use to The optional Synthetic Vision Technology (SVT)
achieve (or maintain) vertical separation from is a visual enhancement to the G3000 Integrated
intruding traffic (Figure 16-59). Avionics System. SVT depicts a forward-looking
attitude display of the topography immediately in
front of the aircraft (Figure 16-60).

FLY-TO
PITCH CUE
NO-FLY
PITCH CUE
RA ANNUNCIATION
FLY-TO VERTICAL
SPEED RANGE

NO-FLY VERTICAL
TA ANNUNCIATION SPEED RANGE

TRAFFIC INSET MAP

(DISPLAYS WHEN TA
OR RA IS DETECTED)

Figure 16-59. Traffic Map Annunciations

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Figure 16-60. PFD with Synthetic Vision Technology

The field of view is 44 degrees to the left and 44 intervals to assist in orientation relative to the
degrees to the right. SVT information is shown terrain.
on the PFD or on the MFD in reversionary
mode. The depicted imagery is derived from the The terrain display is intended for situational
aircraft attitude, heading, GPS three-dimensional awareness only. It may not provide the accuracy
position, and a database of terrain, obstacles, or fidelity on which to base decisions and
and other relevant features. The terrain data plan maneuvers to avoid terrain or obstacles.
resolution is 4.9 arc-seconds, meaning that the Navigation must not be predicated solely upon
terrain elevation contours are stored in squares the use of the TAWS terrain or obstacle data
measuring 4.9 arc-seconds on each side. Loss of displayed by the SVT.
any of the required data, including temporary loss
of the GPS signal, will cause SVT to be disabled The following SVT enhancements appear on the
until the required data is restored. PFD:

The SVT terrain display shows land contours • Flight Path Marker
(colors are consistent with those of the absolute • Horizon Heading Marks
terrain map display), large water features,
towers, and other obstacles over 200’ AGL that • Traffic Display
are included in the obstacle database. Cultural • Airport Signs
features on the ground such as roads, highways,
railroad tracks, cities, and state boundaries are • Runway Display
not displayed even if those features are found on • Terrain Alerting
the MFD map. The terrain display also includes
a north–south east–west grid with lines oriented • Obstacle Alerting
with true north and spaced at one arc-minute

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NOTE airport features. In Figure 16-61, the aircraft is
on taxiway Charlie approaching a designated Air-
Use appropriate primary systems for
port Hot Spot boundary on KSFO airport. Airport
navigation, and for terrain, obstacle,
Hot Spots are outlined in magenta. When panning
and traffic avoidance. SVT is intended
over the airport, features such as runway holding
as an aid to situational awareness only
lines and taxiways are shown.
and may not provide either the accuracy
or reliability upon which to solely base AIRCRAFT AIRPORT HOT AIRPORT TAXIWAY
decisions and/or plan maneuvers to POSITION SPOT OUTLINE FEATURES IDENTIFICATION
avoid terrain, obstacles, or traffic.

SAFETAXI
SafeTaxi is an enhanced feature that gives greater
map detail when viewing airports at close range
on the navigation map or the inset map on the
PFD. The maximum map ranges for enhanced
detail are pilot configurable.

When viewing at ranges close enough to show

the airport detail, the map reveals taxiways
with identifying letters/numbers, airport Hot
Spots, and airport landmarks including ramps,
buildings, control towers, and other prominent Figure 16-61. S
 afeTaxi Depiction on
features. Resolution is greater at lower map Navigation Map Display
ranges. When the aircraft’s current position is
within the SafeTaxi view, the airplane symbol on
the airport provides enhanced position awareness.
GTX 3000 MODE S
Designated Hot Spots are recognized at airports TRANSPONDER
with many intersecting taxiways and runways,
The GTX 3000 Mode S Transponder provides
and/or complex ramp areas. Airport Hot Spots are
Mode A, Mode C, and Mode S interrogation and
outlined to caution pilots of areas on an airport
reply capabilities.
surface where positional awareness confusion
or runway incursions happen most often. Hot
Selective addressing or Mode Select (Mode S)
Spots are defined with a magenta circle or outline
capability includes the following features:
around the region of possible confusion.
• Level-2 reply data link capability—(used
Any map display that shows the navigation view to exchange information between aircraft
can also show the SafeTaxi airport layout within and ATC facilities)
the maximum configured range. The following is
a list of displays where the SafeTaxi feature can • Surveillance identifier capability
be seen: • Flight ID (Flight Identification) report-
• Navigation Map ing—The Mode S Transponder reports
aircraft identification as either the aircraft
• Inset Map (PFD) registration or a unique Flight ID.
• Weather Datalink • Altitude reporting
• Trip Planning • Airborne status determination
During ground operations the aircraft position is • Transponder capability reporting
displayed in reference to taxiways, runways, and

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• Mode S Enhanced Surveillance (EHS)

requirements Table 16-8. TRANSPONDER AND
TCAS II MODES
• Acquisition squitter—Or short squitter,
XPDR/TCAS INDICATION AVAILABLE
is the transponder 24-bit identification MODE (XPDR MODE
TRANSPONDER
TCAS II
address. SELECTION BUTTON)
MODE
MODE(S)
Auto Altitude TA/RA or
The transmission is sent periodically, regardless AUTO
(default) Reporting TA Only
of the presence of interrogations. The purpose Altitude
TA Only TA ONLY TA Only
of acquisition squitter is to enable Mode S Reporting
ground stations and aircraft equipped with a Altitude Altitude
ALT Standby
Traffic Avoidance System (TAS) to recognize Reporting Reporting
the presence of Mode S-equipped aircraft for On ON On Standby
selective interrogation. Standby STBY Standby Standby

Active transponder selection, transponder mode

selection, code entry, Flight ID entry, and IDENT AUDIO/MARKER BEACON
activation are controlled and displayed on the
GTC (Figure 16-62 and Table 16-8). SYSTEM
The remote audio unit integrates navigation/
communication radio (NAV/COM) digital audio,
intercom, and marker beacon audio. Each unit is
connected to the on-side GTC using a high-speed
data bus (HSDB) interface and to the cross-side
integrated avionics unit (GIA). Each GMA 36
is also connected to the Cockpit Voice Recorder
(CVR).

AIRBORNE COLOR WEATHER

RADAR
The Garmin GWX 70 Airborne Color Weather
Radar is a solid-state pulsed Doppler radar.
It combines range, sensitivity, and adjustable
scanning profiles with high-definition, real-time
target displays.

The CJ3+ uses a 12-inch phased array antenna

that is fully stabilized to accommodate 30º of
pitch and roll.

To focus radar scanning on specific areas, Sector

Scanning offers crew-adjustable horizontal scan
angles of 20º, 40º, 60º, or 90º. A vertical scanning
function helps to analyze storm tops, gradients,
and cell buildup activity at various altitudes.

Figure 16-62. A
 ctive Transponder and
Transponder Mode Selection

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Radar features include:
WARNING
• Extended Sensitivity Time Constant (STC)
logic that automatically correlates distance Changing the gain in weather mode
of the return echo with intensity, so cells causes precipitation intensity to be
do not suddenly appear to get larger as they displayed as a color not representative
get closer. of the true intensity. Remember to
return the gain setting to Calibrated
• Turbulence Detection presents areas of tur- for viewing the actual intensity of
bulence associated with precipitation using precipitation.
the color magenta.
• WATCH® (Weather Attenuated Color
Highlight) helps identify possible shad- Turbulence Detection
owing effects of short-range cell activity, The Turbulence Detection feature assists in
identifying areas where radar return sig- identifying areas of turbulence associated with
nals are weakened or attenuated by intense precipitation using the color magenta during a
precipitation (or large areas of lesser pre- horizontal scan. These magenta areas represent
cipitation) and may not fully reflect the precipitation moving at a high rate of speed either
weather behind a storm. toward or away from the radar antenna, using
• Altitude-Compensated Tilt (ACT) man- Doppler radar measurements. This feature cannot
agement which automatically adjusts the detect areas of clear air turbulence.
antenna tilt as the aircraft altitude changes.
The turbulence detection feature is only available
• Ground Clutter Suppression (GCS) on a display showing a horizontal scan. (Figure
removes ground clutter from the displays. 16-63) In addition, the turbulence detection fea-
• Independent crew-selectable radar settings ture is only active when the map range on the
for each display pane. Weather Radar Pane is 160 NM or less. If the fea-
ture is enabled but the map range is beyond 160
When evaluating various target returns on NM, the system displays ‘TURB INACTIVE’ for
the weather radar displays, the colors denote the feature status.
precipitation intensity and rates shown in
Table 16-9.
Weather Attenuated Color
Highlight (WATCH®)
Table 16-9. P
 RECIPITATION INTENSITY WATCH® identifies deceptively strong or
LEVELS unknown intensity parts of a storm. While in hor-
WEATHER APPROXIMATE izontal scan mode, this feature can be used as a
INTENSITY
MODE
(IN DBZ)
PRECIPITATION tool to determine areas of possible inaccuracies in
COLOR RATE (IN/HR) displayed intensity due to weakening of the radar
Black < 23 dBZ < .01 energy. This weakening is known as attenuation
Green 23 dBZ to < 33 dBZ .01 - 0.1 (Figure 16-64).
Yellow 33 dBZ to < 41 dBZ 0.1 - 0.5
Red 41 dBZ and greater greater than 0.5 Ground Mapping and
Magenta
TURB - Turbulence Detection uses the
color magenta to show areas of rain or hail
Interpretation
that may also contain turbulence
A secondary use of the weather radar system
is for the presentation of terrain. This can be a
useful tool for verifying aircraft position. A
picture of the ground is represented much like a
topographical map that can be used to supplement
terrain information on a Navigation Map Pane.

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16 AVIONICS

RADAR FEATURE
RADAR MODE STATUS INDICATIONS Table 16-10. GROUND TARGET RETURN
INTENSITY
GROUND MAP
INTENSITY
MODE COLOR
Black 0 dB
Light blue > 0 dB to < 13 dB
Yellow at least 13 dB to less than 21 dB
Magenta at least 21 dB to less than 29 dB
Blue 29 dB and greater
SCAN
LINE
BEARING
LINE

RADAR
LEGEND

TILT AND BEARING SETTINGS WEATHER RADAR PANE WITH CALIBRATED GAIN
Figure 16-63. W
 eather Radar Pane
with a Horizontal Scan

AREAS OF ATTENUATED SIGNAL SHOWN IN GRAY

WEATHER RADAR PANE SET ABOVE CALIBRATED GAIN

Figure 16-65. Calibrated Gain

so that specific ground targets can be recognized

Figure 16-64. H
 orizontal Scan with more easily.
WATCH® Enabled
When the weather radar system is in either the
Ground Map mode uses a different gain range Weather or Ground Map mode, the system auto-
than Weather mode. Different colors represent the matically switches to Standby mode upon landing.
intensity levels. The displayed intensity of ground See Figure 16-67 for the safe exposure distance
target returns are defined in the Table 16-10. Use when operating the radar unit on the ground.
of the Calibrated Gain (Figure 16-65 and Figure
16-66) and Tilt controls help improve contrast

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16 AVIONICS
The SiriusXM Weather service broadcasts weather
products at specific intervals. If for any reason,
a product is not broadcast within the Expiration
Time intervals, the system removes the expired
data from the display, and shows dashes instead of
the product age. This ensures the displayed infor-
mation is consistent with what is currently being
transmitted by the SiriusXM Weather service. If
more than half of the expiration time has elapsed,
the color of the product age changes to yellow.
If data for a weather product is not available, the
system displays ‘N/A’ next to the weather product
symbol instead of the product age.

XM SATELLITE RADIO
The optional SiriusXM Satellite Radio entertainment
Figure 16-66. G
 TC with Calibrated feature of the GDL 69A Data Link Receiver provides
Gain Enabled audio entertainment for passengers and crew. The
GDL 69A can receive SiriusXM Satellite Radio
MPEL entertainment services at any altitude throughout
BOUNDARY the Continental United States.

SiriusXM Satellite Radio offers a variety of radio

programming over long distances without having
11’ for 12” to constantly search for new stations. Based on
ANTENNA signals from satellites, coverage far exceeds land-
based transmissions. SiriusXM Satellite Radio
services are subscription-based. For more infor-
mation on specific service packages, visit www.
[Link].

Figure 16-67. Maximum Permissible

Exposure Level Boundary
LIMITATIONS
XM WEATHER DATALINK For specific limitations, refer to the FAA-approved
AFM.
The GDL 69A is a remote-mounted satellite-
broadcast receiver that receives XM weather for
display on the MFD (and/or PFD). The GDL 69A
can receive XM weather and XM radio services. EMERGENCY/
For each enabled SiriusXM Weather product,
ABNORMAL
the system displays a weather product icon or For specific information on emergency/abnormal
name and the product age. The product age is procedures, refer to the appropriate checklist or
the elapsed time (in minutes) since the weather FAA-approved AFM.
data provider compiled the weather product. The
product age display does not indicate the age of
the information contained within the weather
product, which can be significantly older than the
displayed weather product age.

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16 AVIONICS

CREW ALERTING
SYSTEM MESSAGES
Table 16-11 is a summary of all crew alerting
system (CAS) messages related to the avionics
discussed in this chapter. The messages are
categorized as warning, caution, advisory, or
status.

Table 16-11. CAS MESSAGES

MESSAGE DESCRIPTION INHIBITS
This message is inhibited on the ground when pitot heat is off (both P/S
HTR OFF signals are true). There is a 2 second delay on this message.
AOA HEATER FAIL EMER, LOPI, TOPI
This message will post if either the AOA or AOA Heater circuit breaker is
disengaged.
This message indicates the angle of attack system is failed. An amber
X may also be shown on the AOA indicator and the airspeed indicator
AOA PROBE FAIL EMER, LOPI, TOPI
will be missing the amber and red low speed bands and green on speed
indication.
This message indicates the autopilot and yaw damper have failed and this
AP/YD FAIL
message will only appear when above 30,500 feet.
This message is displayed when any GSD, GEA, GIA, COM, DU, GTC
detects an under temperature situation. The specific LRU can be
AVIONICS COLD LOPI, TOPI
determined by looking at the system message. A 2 second delay is applied
to this message.
This message is displayed when any GSD, GEA, GIA, COM, DU, GTC
detects an over temperature situation. The specific LRU can be determined
AVIONICS O’TEMP LOPI, TOPI
by looking at the system messages. A 2 second delay is applied to this
message.
This message is displayed when the hardware and/or software versions
are not in a certified configuration. The specific LRU can be determined
AVN CONFIG MISMATCH IN AIR, LOPI, TOPI
by looking at the system messages. A 30 second delay is applied to this
message.
This message is displayed for a loss of a databus connecting 2 Garmin
LRUs. This message is not displayed for a total loss of data from a
EMER, IN AIR, LOPI,
DATA BUS FAIL particular LRU. It is displayed in the case of communication is lost over a
TOPI
particular link, but the LRUs at both ends of the link are still communicating
with other LRUs.
This message indicates that the flight director has changed lateral or
vertical mode that is deemed an abnormal change. Generally, this will be a
loss of data which causes the FD to downgrade to a more basic mode. For
example, NAV is active mode, NAV receiver fails, mode drops to either ROL LOPI, TOPI,
FD MODE OFF
or HDG. The Flight Director mode indication on the PFD will also be amber ON GROUND
for an abnormal mode transition. Message is removed 5 seconds after
master caution is pressed. The message can also be cleared by selecting a
new mode.
This message is displayed for total or partial loss of function of the GEA.
GEA FAIL 1-2 EMER, LOPI, TOPI
This message has a 2 second delay before displaying.
This message is displayed for total or partial loss of function of the GIA. It is
displayed for complete loss of function, loss of I/O processing, loss of one
GIA 2 IN EMER,
GIA FAIL 1-2 type of I/O, loss of aural warning, or any other failure needing indication to
LOPI, TOPI
make fault trees work. There is a 2 second delay applied to this message.
GIA FAIL 2 is not powered in EMER, therefore it is inhibited.
This message is displayed for total or partial loss of function of the GMA. It
is displayed for complete loss of function, major loss of audio processing
GMA FAIL 1-2 hardware, loss of aural warning, or any other failure. The GMA will go to LOPI, TOPI
“fail safe” mode which connects the headphones to the on-side COM only
and nothing else.

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16 AVIONICS
TABLE 16-11. CAS MESSAGES (CONTINUED)
MESSAGE DESCRIPTION INHIBITS
GPS NOT USED
This message indicates the loss of function of ground prox modes
GROUND PROX FAIL (excessive descent rate, excessive closure rate, negative climb rate, flight EMER, LOPI, TOPI
into terrain, glideslope) and possible loss of altitude callouts.
GSD FAIL 1-2 This message is displayed for total or partial loss of function of the GSD. EMER, LOPI, TOPI
This message is displayed when the TCAS has failed. A 2 second delay is
TCAS FAIL GPS AI, LOPI, TOPI
applied to this message.
This message is displayed when the transponder mode selection on
the GTC is not Auto or TA ONLY mode while in the air for greater than 2
TCAS STANDBY LOPI, TOPI
seconds. This message is inhibited if the TRANSPONDER STANDBY or
TCAS FAIL CAS messages are posted.
This message indicates the loss of function of forward looking terrain alerts
EMER, GPS AI,
TERRAIN FAIL and premature descent alerts. It also indicates possible loss of glideslope
LOPI, TOPI
and altitude callouts. A 2 second delay is applied to this message.
This message is displayed when both transponders have failed. The amber
TRANSPONDER FAIL 1-2 message for dual failure also includes ADS-B failure and TCAS failure, LOPI, TOPI
because ADS-B and TCAS use the transponder to function.
This message is displayed when the transponder mode selection on the
TRANSPONDER STANDBY LOPI, TOPI
GTC is STANDBY while in the air.
This message is displayed when the ADS-B function has failed. This
ADS-B FAIL GPS AI, LOPI, TOPI
message is inhibited when both transponders are failed.
The Auto Flight Control System is performing a self-test. This test is auto
initiated by the G3000 during each power-up cycle. A white AP FAIL CAS
AFCS TEST
message will post if the test has failed, otherwise this message clears after
successful completion of the BIT.
This message is displayed for AP loss of function or failure. The AP will
AFCS TEST, AP/YD
AP FAIL disengage and not allow engagement. There is a delay of 2 seconds for this
FAIL, GIA 1-2 FAIL
message.
EMER, IN AIR, LOPI,
DIAGNOSTIC REC FAIL This message indicates the AReS recorder, if installed, has failed.
TOPI
FDR FAIL This message indicates the flight data recorder, if installed, has failed. LOPI, TOPI
This message is displayed if GPWS inhibit is selected on the TAWS
touchscreen page. The selection inhibits the excessive descent rate, GROUND PROX
GROUND PROX INHIBIT
excessive closure rate, negative climb rate, flight into terrain) Aural and FAIL
visual alerts are suppressed.
SELCAL is a system that monitors the HF radio for an aircraft specific
SELCAL HF code sequence. When the code for that particular aircraft is received, this LOPI, TOPI
message is displayed. This message must be acknowledged on the GTC.
SELCAL is a system that monitors the VHF radio for an aircraft specific
SELCAL VHF 1-2-3 code sequence. When the code for that particular aircraft is received, this LOPI, TOPI
message is displayed. The message must be acknowledged on the GTC.
This message is displayed if flap override is selected on the TAWS GROUND PROX
touchscreen page. The selection forces flight into terrain mode to treat flaps FAIL, GROUND
TAWS FLAP OVERRIDE
as if they were in the landing configuration. This message is only available PROX INHIBIT,
when the optional Class A TAWS is enabled. LOPI, TOPI
This message is displayed if glideslope/glidepath inhibit is selected on the
GROUND PROX
TAWS touchscreen page. The selection inhibits the glideslope/glidepath
FAIL, GROUND
TAWS GS/GP CANCEL mode alerts. It is inhibited by the GROUND PROX FAIL message or the
PROX INHIBIT,
GROUND PROX INHIBIT message. This message is only available when
LOPI, TOPI
the optional Class A TAWS is enabled.
TAWS TEST This message is displayed when the TAWS is doing a self test. GPS AI, LOPI, TOPI
LOPI, TOPI,
This message is displayed when the transponder mode selection on the
TRANSPONDER
TCAS STANDBY GTC is not Auto or TA ONLY mode while on the ground for greater than 2
STANDBY, TCAS
seconds.
FAIL

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16 AVIONICS

TABLE 16-11. CAS MESSAGES (CONTINUED)

MESSAGE DESCRIPTION INHIBITS
TCAS TEST This message is displayed when the TCAS is doing a self test. LOPI, TOPI
This message is displayed if TAWS inhibit is selected on the TAWS
LOPI, TERRAIN
TERRAIN INHIBIT touchscreen page. The selection inhibits forward looking terrain alerts and
FAIL, TOPI
premature descent alerts. Aural and visual alerts are suppressed.
TRANSPONDER FAIL 1-2 This message is displayed when one transponder has failed. LOPI, TOPI
This message is displayed when the transponder mode selection on the
TRANSPONDER STANDBY LOPI, TOPI
GTC is STANDBY while on the ground.
This message is displayed for YD loss of function or failure, or any
AFCS TEST, AP/YD
indication needed to make the fault trees work. The YD will disengage and
YD FAIL FAIL, EMER, GIA
not allow engagement. The AP will disengage but allow reengagement.
FAIL, LOPI
There is a delay of 2 seconds for this message.

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CHAPTER 17
OXYGEN SYSTEM
CONTENTS
Page

17 OXYGEN SYSTEM
INTRODUCTION................................................................................................................. 17-1
GENERAL............................................................................................................................. 17-1
Components.................................................................................................................... 17-2
Controls and Indications................................................................................................. 17-4
Operation........................................................................................................................ 17-4
LIMITATIONS....................................................................................................................... 17-5
EMERGENCY/ABNORMAL............................................................................................... 17-5
QUESTIONS......................................................................................................................... 17-6

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ILLUSTRATIONS
Figure Title Page

17-1 Oxygen System........................................................................................................ 17-2

17-2 Oxygen Pressure Gauge and Filler Port................................................................... 17-2

17 OXYGEN SYSTEM
17-3 Crew Oxygen Mask................................................................................................. 17-3
17-4 MIC SELECT Switch.............................................................................................. 17-4
17-5 EIS Oxygen Pressure Display.................................................................................. 17-4
17-6 Overboard Discharge Disc....................................................................................... 17-5
17-7 OXYGEN CONTROL VALVE............................................................................... 17-5

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CHAPTER 17
OXYGEN SYSTEM

17 OXYGEN SYSTEM
INTRODUCTION
This chapter covers the oxygen system on the Citation CJ3+ aircraft. Oxygen is available to the
crew and passengers during pressurization system malfunctions or whenever required. Addition-
ally, information is given on cold-weather operation and servicing.

GENERAL
The oxygen system consists of the crew and The oxygen system (Figure 17-1) consists of:
passenger distribution systems. Oxygen is
available to the crew at all times and is available • Oxygen storage cylinder with an integral
to the passengers either automatically above a shutoff valve and pressure regulator
predetermined cabin altitude, or manually at any
altitude by a cockpit control. The oxygen system • Filler port
primarily provides emergency oxygen. • Crew and passenger masks
• Overboard discharge disc
• Control valve knob
• Cabin-altitude pressure sensor

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PASSENGER
OXYGEN
CABIN ALTITUDE CONTROL
PILOT SENSOR (PCB) VALVE EIS OXYGEN GAUGE
OXYGEN 28 VDC
MASK
PRESSURE
REGULATOR

CREW NORMAL MANUAL

ONLY DROP

10

TO
5 OXY 15

0 20

PSI
X 100

OXYGEN CONTROL VALVE

ADDITIONAL
17 OXYGEN SYSTEM

CABIN
MASKS

10
5 OXY 15

0 20

PSI
X 100

OXYGEN
SHUTOFF CYLINDER
VALVE
COPILOT PRESSURE PRESSURE
OXYGEN RELIEF GAUGE AND
MASK DISC FILLER PORT

Figure 17-1. Oxygen System

COMPONENTS
Oxygen Cylinder Assembly
The oxygen cylinder is in the nose storage
compartment under the floor on the right side.
It has a 1,407-liter (50-cubic-foot) capacity.
A shutoff valve and pressure regulator on the
cylinder control the flow of oxygen to the
distribution system.

NOTE
This shutoff valve is not accessible in
flight. During preflight, ensure that
the shutoff valve is open by noting the
gauge has appropriate pressure and
flowing from the mask.

The shutoff valve is normally open. The regulator

reduces line pressure to 70 psi. Service the
cylinder through the filler port (Figure 17-2) near
the forward bulkhead just inside the right nose
baggage door. Only use aviator oxygen (MIL-
O-27210, Type 1) for servicing. The fill valve
incorporates a check valve and filter. A pressure Figure 17-2. O
 xygen Pressure Gauge
sealing cap prevents contaminants from entering and Filler Port
the oxygen system.

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Crew Oxygen Masks CAUTION

An oxygen mask is in a container above the Headsets, eyeglasses, or hats worn by the
shoulder of each crewmember (Figure 17-3). crew may interfere with the quick-don-
It is quick-donning by pressing the sides of the ning capabilities of the oxygen masks.
nosepiece, and inflates to easily slip over the head.
It has normal (NORM), emergency (EMER), and
100% oxygen settings. The crew oxygen masks If the cabin altitude is at or below 25,000 feet,
have been tested to ensure acceptable performance to conserve oxygen when using the mask, the
regulator may be set to NORM. When using an

17 OXYGEN SYSTEM
when the aircraft is operated in accordance with
the AFM. oxygen mask for smoke protection, select the
emergency (EMER) position; this is a pressure-
breathing setting. Smoke goggles are also
available to the crew in case of smoke or fire.

If the temperature is colder than 0°C, this mask

must be removed from the airplane and kept warm.

NOTE
On cockpit masks, select NORM at
cabin altitudes of 25,000 feet and
below, and select 100% oxygen above
25,000 feet cabin altitude.

Figure 17-3. Crew Oxygen Mask Passenger Oxygen Masks

Passenger oxygen masks are in overhead
The oxygen mask has a built-in microphone and containers and drop automatically or manually. A
regulator. The mask is a diluter/pressure-demand short lanyard physically connects the mask to a
type with 100% pressure-demand oxygen pin in a valve in the overhead oxygen line. Pulling
provided by moving a lever on the underside of this lanyard pulls out the pin to start the oxygen
the mask to the 100% position. Pressure breathing flow to the mask. The act of lowering the oxygen
is provided by rotating the TEST button to the mask to the face usually pulls the lanyard and pin
EMER position (B/E mask) or pushing the test free, enabling oxygen flow. See OPERATION
button on the bottom (EROS mask). later in this chapter for when flow will not occur.
Passenger masks have no flow indicator.
The crewmember is assured that oxygen is being
received when no restriction to breathing is NOTE
present with the mask donned and 100% selected. To be sure all oxygen masks in the
A flow indicator (a green slide in the mask hose airplane are sufficiently warm at take-
near the connector to the oxygen panel) shows off, ensure that the cabin temperature
green when oxygen is available to the mask is above 0°C (32°F) for 20 minutes
and is flowing, and shows red when there is no immediately before departure.
flow. Selecting EMER provides a steady flow of
pressurized oxygen to the face cone.

To qualify as a quick-donning mask, the mask must WARNING

be properly stowed in the receptacle on the outboard
of each crewmember seat and set to 100%. No smoking when oxygen is being
used, or following use of passen-
ger oxygen until lanyards have been
reinstalled.

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CONTROLS AND INDICATIONS

PRESSURIZATION
Oxygen Mask and Headset CABIN ALT 7600 FT RAT°C 2
Microphone RATE 0 FPM SAT°C 2
A two-position MIC SELECT toggle switch is ΔP 0.0 PSI ΔISA°C +2
on the pilot and copilot armrests (Figure 17-4). LDG ELEV 4415 FT
The switch positions are labeled OXY MASK
and HEAD SET. Depressing the microphone OXYGEN PRESSURE 1750 PSI
17 OXYGEN SYSTEM

button on the appropriate control wheel allows

a crewmember to transmit through the headset
microphone or oxygen mask microphone, which-
ever is selected on their respective oxygen panel.
Selecting the switch to OXY MASK automati-
cally switches on the overhead speakers.

Figure 17-5. EIS Oxygen Pressure Display

temperature variations. During the next preflight

inspection, check that the shutoff valve is open.

Overboard Discharge Indicator

Figure 17-4. MIC SELECT Switch A green overboard discharge indicator (disc) is on
the right side of the nose section directly below the
Pressure Gauge nose access door (Figure 17-6). The disc provides a
visual indication that an overpressure condition has
The supplemental oxygen pressure gauge is on occurred in the oxygen cylinder and that the bottle
the bottom of the EIS display (Figure 17-5) and is empty. If the disc ruptures, perform maintenance
a pressure gauge (see Figure 17-2) is installed in before flight. The oxygen cylinder must be removed
the nose baggage area. and either replaced or overhauled by the supplier or
an FAA approved repair station.
Either indication is not temperature compensated.
The correct oxygen bottle pressure indication Oxygen Control Valve
should be determined using the outside gauge
corrected for temperature using the provided The OXYGEN CONTROL VALVE on the pilot
placard near the gauge. armrest (Figure 17-7) controls oxygen flow to the
passengers or restricts it to crew use only.
In flight at cruise altitudes, colder temperatures
may cause the gauge to indicate lower than nor- OPERATION
mal. If the oxygen cylinder depletes to empty, the
system must be purged and the oxygen cylinder The oxygen system may be operated in one of
replaced before the next flight. An empty oxygen three modes, as selected by the pilot using the
cylinder must be treated as if the regulator has been OXYGEN CONTROL VALVE:
damaged and sent back to the manufacturer or an
FAA approved overhaul station for overhaul. This • CREW ONLY
is because contaminants can get into the regula- • NORMAL
tor by negative pressures in the cylinder caused by
• MANUAL DROP

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energizes the solenoid valve open. Oxygen

flowing into the passenger distribution system
releases latches on the mask compartment doors,
which allows the doors to open and the masks to
fall out.

After a passenger dons a passenger mask and

the attached lanyard has been pulled enough
to release the pin in the overhead oxygen line,

17 OXYGEN SYSTEM
oxygen flows to the mask. (Usually the act of
pulling the oxygen mask to the face is enough to
pull the lanyard and pin free.)

After restoration of the cabin pressure to normal

values, the solenoid valve deenergizes closed at
13,000 feet cabin altitude, shutting off oxygen
flow to the passengers.
Figure 17-6. Overboard Discharge Disc

MANUAL DROP Mode

If DC power fails, the solenoid valve fails closed
and does not route oxygen to the passenger sys-
tem. Placing the OXYGEN CONTROL VALVE
in MANUAL DROP routes oxygen flow through
the manual control valve to the passenger system,
which drops the masks. Pull the lanyard to begin
oxygen flow to the masks.

LIMITATIONS
Figure 17-7. OXYGEN CONTROL VALVE
For specific limitations, refer to the FAA-approved
AFM.
CREW ONLY Mode
The CREW ONLY position of the selector blocks
flow at the oxygen control valve and shuts off
automatic drop function of the passenger masks.
EMERGENCY/
In this position, only the crew has oxygen. ABNORMAL
For specific information on emergency/abnormal
NORMAL Mode procedures, refer to the appropriate checklist or
With the OXYGEN CONTROL VALVE in the FAA-approved AFM.
NORMAL position, low-pressure oxygen at 70
psi is available to both crewmembers through
outlets on the side consoles and to the solenoid
valve on the oxygen selector.

The solenoid valve is normally spring-loaded

closed, which blocks flow to the passenger
distribution system. If cabin altitude exceeds
14,500 feet, the cabin-altitude pressure sensor

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QUESTIONS
1. The cockpit oxygen pressure gauge reads: 4. The purpose of the cabin-altitude pressure
sensor is to:
A. The oxygen pressure present at the crew
masks. A. Bypass oxygen flow directly to the pas-
B. Electrically derived system low pressure. sengers regardless of OXYGEN selector
position.
C. Oxygen bottle pressure.
17 OXYGEN SYSTEM

B. Open a solenoid at 14,500 feet cabin

D. Electrically derived system high pressure.
altitude, allowing oxygen flow to the
passenger oxygen distribution system.
2. Passenger masks are dropped when:
C. Close a solenoid valve at 14,500 feet
A. The OXYGEN CONTROL VALVE is in cabin altitude, stopping oxygen flow to
NORMAL, normal DC power is avail- the passengers.
able, and cabin altitude exceeds 14,500 D. Restore cabin altitude to 8,000 feet so
feet. that oxygen is not required.
B. The cabin altitude exceeds 14,500 feet,
regardless of OXYGEN CONTROL 5. If the OXYGEN CONTROL VALVE is
VALVE selector position. placed in CREW ONLY mode:
C. The OXYGEN CONTROL VALVE
A. The passenger masks cannot be dropped
selector is set to MANUAL DROP,
automatically.
regardless of altitude.
B. The passenger masks do not deploy auto-
D. Both A and C.
matically, but they can still be dropped
manually.
3. If DC power fails, placing the OXYGEN
C. The passengers still receive oxygen if
CONTROL VALVE selector in:
the cabin altitude is above 8,000 feet.
A. MANUAL DROP deploys the passenger D. Normal DC power is removed from the
masks, regardless of the cabin altitude. passenger mask door actuators, thus pre-
B. MANUAL DROP deploys the passenger venting them from dropping the masks.
masks only if 14,500 feet cabin altitude
is exceeded. 6. If normal DC power is lost with the
C. CREW ONLY does not restrict oxygen OXYGEN CONTROL VALVE set to
to the crew only if the cabin altitude is NORMAL:
above 14,500 feet.
A. The passenger masks deploy immedi-
D. Any of the three operating positions ately, regardless of the cabin altitude.
does not route oxygen to the passengers;
B. The passenger masks cannot be dropped
they have their own oxygen.
manually.
C. The oxygen pressure gauge on the EIS is
inoperative.
D. Automatic dropping of the passenger
masks does not occur.

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CHAPTER 18
WATER AND WASTE
CONTENTS
Page
INTRODUCTION................................................................................................................. 18-1
GENERAL............................................................................................................................. 18-1
Potable Water.................................................................................................................. 18-1
Aft Belted Toilet............................................................................................................. 18-2
Relief Tube..................................................................................................................... 18-2
SERVICING INSTRUCTIONS............................................................................................. 18-3

18 WATER AND WASTE

Toilet............................................................................................................................... 18-3
Relief Tube..................................................................................................................... 18-3

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ILLUSTRATIONS
Figure Title Page

18-1 Refreshment Center................................................................................................. 18-2

18-2 HOT LIQUID Button.............................................................................................. 18-2
18-3 Toilet........................................................................................................................ 18-2

TABLES
Table Title Page

18 WATER AND WASTE

18-1 Approved Toilet Chemicals.......................................................................................18-3

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CHAPTER 18
WATER AND WASTE

18 WATER AND WASTE

INTRODUCTION
This chapter describes the water and waste system for the Citation CJ3+ aircraft which includes
potable water, toilet, and relief tube.

GENERAL
The water and waste system provides potable POTABLE WATER
water to a heated refreshment center. The system
also provides operating and servicing instructions The CJ3+ has potable water available in the heated
for an aft belted flushing toilet. refreshment center (Figure 18-1) located on the
right side of the aircraft across from the main
NOTE cabin door. Additional cabinetry is an option in
place of a side facing passenger seat.
Interior configuration options may
cause variation in equipment descrip- The eight inch refreshment center contains a
tion and installation. heated liquid container, water bottle storage, a
drip pan with a heated overboard drain, and a

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AFT BELTED TOILET

A belted flush toilet (Figure 18-3) is installed in
the aft cabin on the left side of the aircraft. If nec-
essary, this seat can be used as a passenger seat
because it is equipped with a seat belt.

STANDARD
REFRESHMENT OPTIONAL CABINETS
CENTER

Figure 18-1. Refreshment Center

cup dispenser, all of which are located behind the

door. Below the door is an ice chest with a heated
overboard drain and a trash container.
18 WATER AND WASTE

Figure 18-3. Toilet

The heated liquid container has a capacity of 0.8
gallons. The container is heated with 28 volt DC
power controlled by a HOT LIQUID button on the Operation
cabin light control panel at the top of the inboard
face of the refreshment center (Figure 18-2). The flush toilet is self-contained to the extent that
The container is thermostatically controlled to it requires only a 28.5 volts DC electrical power
maintain a temperature of 170°F (76.7°C) to source for operation.
190°F (87.8°C) as long as power is on.
NOTE
Prior to takeoff, ensure the knife valve
is in the open position.

The toilet includes a flushing feature. The flushing

components include:

• PRESS TO FLUSH button—Pressing this

button will cause the toilet to flush as long
Figure 18-2. HOT LIQUID Button as the button is depressed.
• Motor and pump assembly
The drip pan and ice chest are drained by opening • Chemical solution
the drain valve beneath the ice chest. The drains
are heated by 28 volt DC power. RELIEF TUBE
NOTE A relief tube system is included in the cabinet at
the flush toilet assembly. The relief tube drains
Do not operate the aircraft with the overboard through a heated drain.
drain valve open.

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SERVICING Use a cloth and disinfectant to clean the exterior

surfaces of the tank. Fill the tank with a mixture
INSTRUCTIONS of 2 quarts (1.9 liters) of water and 3 ounces (88
ml) of Monogram DG-19 chemical. Approved
toilet chemicals are listed in Table 18-1.
TOILET
To service the toilet, open the access door beneath Replace the tank into its position and reassemble
the toilet and push the knife valve to the fully the toilet by connecting the two fasteners to attach
closed position. the tank to the toilet assembly. Remove the plug
from the hose disconnect and connect the hose
coupling back into place. Lock the disconnect
CAUTION ring into position and pull open the knife valve
acuator to fully open the valve.
Do not remove the toilet tank if the
fluid is above the knife valve. RELIEF TUBE
To clean the relief tube assembly, use a strong
Unlock the disconnect lock ring and remove the solution of hot soapy water and disinfectant.
hose coupling from the quick-disconnect. Next, Rinse with clean water and dry with air or cloth.
insert the plug into the hose disconnect. Remove The relief tube may be rinsed with toilet chemical
the tank by disconnecting the two fasteners that deoderant to subdue persistent odors.

18 WATER AND WASTE

attach the tank to the toilet assembly. Once the
tank is removed, empty the contents and rinse it
out to ensure all material is removed from the
inside of the tank.

Table 18-1. APPROVED TOILET CHEMICALS

NAME NUMBER MANUFACTURER USE
Chemical Deodorant–Toilet
Commercially available Servicing the toilet
(Aerofresh)
Disinfectant Spray (Lysol) Commercially available Cleaning the toilet
Monogram Industries, Inc.
Venice Division
Chemicals DG19 Servicing the toilet
3226 Thatcher Ave.
Venice, CA 90291
Soap PS619 Commercially available Cleaning the toilet
Trichlorethylene OT634 Commercially available Cleaning the toilet
Arrow-Magnolia
Blue Lagoon 2646 Rodney Lane Servicing the toilet
Dallas, TX 75229

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CHAPTER 19
MANEUVERS AND PROCEDURES
CONTENTS
Page

INTRODUCTION................................................................................................................. 19-1
GENERAL............................................................................................................................. 19-1
PERFORMANCE.................................................................................................................. 19-1
Takeoff and Landing Speeds........................................................................................... 19-2
Weights........................................................................................................................... 19-2
FLIGHT OPERATIONS........................................................................................................ 19-2
Preflight and Taxi............................................................................................................ 19-2
Takeoff............................................................................................................................ 19-3
AIRWORK MANEUVERS................................................................................................... 19-5
Steep Turns..................................................................................................................... 19-5
Unusual Attitude Recoveries.......................................................................................... 19-6
Miscellaneous................................................................................................................. 19-6

19 MANEUVERS AND
APPROACH TO STALL TRAINING REQUIREMENTS.................................................... 19-8

PROCEDURES
STALL RECOVERY PROFILES.......................................................................................... 19-9
STALL RECOVERY RATIONALE....................................................................................19-12
SIMULATOR TRAINING GUIDANCE.............................................................................19-13
Initial Training Course..................................................................................................19-13
Recurrent Training Course...........................................................................................19-13
LIMITATIONS.....................................................................................................................19-27
EMERGENCY/ABNORMAL.............................................................................................19-27

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ILLUSTRATIONS
Figure Title Page

19-1 Takeoff And Landing Data Card.............................................................................. 19-3

19-2 Approach to Stall – Enroute Configuration............................................................. 19-9
19-3 Approach to Stall – Takeoff Configuration........................................................... 19-10
19-4 Approach to Stall – Landing Configuration......................................................... 19-11
19-5 Takeoff – Normal.................................................................................................. 19-14
19-6 Takeoff – Engine Failure At or Above V1.............................................................................. 19-15
19-7 VFR Approach – Normal/Single Engine.............................................................. 19-16
19-8 ILS Approach – Normal/Single Engine................................................................ 19-17
19-9 Nonprecision Approach – Normal/Single Engine................................................ 19-18
19-10 Missed Approach – Precision/Nonprecision......................................................... 19-19
19-11 Missed Approach – Single Engine........................................................................ 19-20
19-12 Visual Approach................................................................................................... 19-21
19-13 Steep Turns........................................................................................................... 19-22
19-14 Circling Approach................................................................................................. 19-23

19 MANEUVERS AND
19-15 Emergency Descent.............................................................................................. 19-24

PROCEDURES
19-16 Rejected Takeoff.................................................................................................... 19-25
19-17 Visual – No Flap................................................................................................... 19-26

TABLES
Table Title Page

19-1 Example Callouts (IFR and VFR).............................................................................19-4

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CHAPTER 19
MANEUVERS AND PROCEDURES

INTRODUCTION

19 MANEUVERS AND
This chapter contains information and flight profiles likely to be encountered during training

PROCEDURES
and in most daily flight operations. The procedures are consistent with the CJ3+ 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.
PERFORMANCE
They are a general guide for training purposes. The CJ3+ performance is certified to Part 23
Actual in-flight procedures may differ due to air- Commuter Category with FAA Special Condi-
craft configuration, weight, weather, tra­ffic, ATC tions similar to Part 25, Transport Category. The
instructions, etc. Procedures are consistent with following areas will help to familiarize the pilot
the AFM. If a conflict develops between these with terms in the AFM and to help the pilot under-
procedures and the AFM, then AFM procedures stand the capabilities of the aircraft.
must be followed.

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TAKEOFF AND LANDING green donut on the airspeed tape) for the cur-
SPEEDS rent flap setting provides this margin. As flaps are
extended, the stall speed lowers about 10 kt.
Refer to the CJ3+ AFM for takeoff and landing
speeds.
WEIGHTS
V1 (takeoff decision speed)—The distance to Maximum takeoff weight is limited by the most
continue the takeoff to 35 feet will not exceed restrictive of:
the scheduled takeoff field length if recognition
occurred at V1 (accelerated-go). The distance 1. Maximum certified weight (structural)—
to bring the airplane to a full stop (accelerated- 13,870 pounds
stop) will not exceed the scheduled takeoff field
length provided that the brakes are applied at V1. 2. Maximum weight permitted by climb
This speed can be posted on the PFDs for quick requirements
reference during takeoff and is shown as 1. 3. Maximum weight permitted by takeoff field
length
VR—The rotation speed is the speed at which
rotation is initiated during takeoff to attain the V2 Takeoff weight may be further limited by obstacle
climb speed at or before a height of 35 feet above clearance requirements of a departure runway or
runway surface has been reached. This speed can procedure, or by the landing weight restrictions at
be posted on the PFDs for quick reference during destination.
takeoff and is shown as R.
Maximum landing weight is limited by the most
V2 (takeoff safety speed)—This climb speed is the restrictive of:
actual speed at 35 feet above the runway surface
as demonstrated in flight during takeoff with one 1. Maximum certified weight (structural)—
engine inoperative. This speed can be posted on 12,750 pounds
the PFDs for quick reference during takeoff and 2. Maximum weight permitted by climb require-
is shown as 2. ments or brake energy limits
VENR (single engine enroute climb speed)— 3. Maximum weight permitted by landing field
Utilize the speed bug for display of VENR on the length
PFD. This speed can be posted on the PFDs for
19 MANEUVERS AND

Landing weight may be further limited by obstacle

quick reference during takeoff and is shown as E. clearance requirements of a missed approach
PROCEDURES

procedure or due to flap malfunction.

VREF—The airspeed equal to the landing 50-point
speed (1.3 VSO) with the landing flap position and Some flight departments use preprinted cards for
landing gear extended. This speed can be posted computations, ATIS and clearances. Sample take-
on the PFDs for quick reference during landing off and landing data (TOLD) cards are shown in
and is shown as RF. Figure 19-1.
VAPP—The landing approach climb airspeed
(1.3 VS1) with the approach flap position, landing
gear UP. This speed can be posted on the PFDs FLIGHT OPERATIONS
for quick reference during landing and is shown
as AP. Sample flight profiles are shown in Figure 19-2
through Figure 19-17.
Minimum maneuvering speeds provide a safety
margin above stall speed (for current flap setting PREFLIGHT AND TAXI
and weight) when maneuvering prior to establish-
ing a stabilized final approach. Flying a minimum If flying as a crew, the pilot-in-command ensures
of 10 kt above 0.6 angle of attack (AOA) (the that the copilot understands the normal and

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emergency procedures to be used for that takeoff. respond to you or I do something dangerous or
This includes verbal callouts during takeoff roll stupid, assume controls and we will sort it out later.
and initial climb (Table 19-1). Any questions or comments?”

If flying as a single pilot, the pilot in command

Sample Takeoff Briefing (PIC) does not perform any checklist items while
“This will be a static (or rolling) take-off with flaps the aircraft is moving. The only flight instrument
at 15° (or 0°). Check takeoff power and call “speed check to perform while moving is a check of
alive, 70 knots, V1 and rotate.” I will call for gear heading changes.
up, flaps, and yaw damp. The departure is _____.
Call abort for any malfunction below 70 knots. I
will control the aircraft and you open speedbrakes
TAKEOFF
and call tower. Between 70 and V1 we will only
abort for CAS messages, loss of directional control Normal
or loss of major displays. After V1 we will handle It is recommended to use the flight director dur-
all problems in flight. We will climb to _____ feet ing takeoff. Press the TO/GA button on the left
before doing any actions. I will fly and talk to ATC, throttle, then select the HDG mode. After lining
and you can then get into the checklist. If I do not up on centerline, press the heading knob down.

19 MANEUVERS AND
PROCEDURES

Figure 19-1. Takeoff And Landing Data Card

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Table 19-1. EXAMPLE CALLOUTS (IFR AND VFR)

PHASE CONDITION CALLOUT
Takeoff All airpseed indicators moving “Airpseed alive”
All airspeed indicators indicating 70 KIAS “70 knots”
Airspeed indicators at computer V1 “V1”
Airpseed indicators at computed VR “Rotate”
Airspeed indicators at computed V2 “V2”
Departure/Enroute/Approach Prior to intercepting an assigned course “Course alive”
Climb and Descent Approaching transition altitude “Transition altitude altimeters reset”
(IFR and VFR)
1,000 feet above/below assigned altitude State altitude leaving and assigned level-
(IFR) off altitude
Final 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 “VREF”
flying reverts to instruments and callouts
“Sink (rate of descent)”
“On,” “Above,” or “Below glide slope,” if
required
At decision altitude (DA) “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)”
19 MANEUVERS AND

NOTES:
1. CHECK FOR APPEARANCE OF WARNING FLAGS AND GROSS INSTRUMENT DISCREPANCIES
PROCEDURES

2. CARE MUST BE EXERCISED TO AVOID MAKING AMBIGUOUS CALLOUTS THAT COULD NEGATIVELY INFLUENCE THE
PILOT FLYING, RESULTING IN A COMPROMISE OF SAFETY.

Advance power to takeoff detent. At V1 move switch (do not select ground flaps). Notify the
your hand from the throttles to the yoke and rotate tower and accomplish any other memory items
at VR toward the command bars. With a definite needed.
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) Engine Failure (After V1)
and reduce throttles as needed. 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
Rejected (Before V1) needed to keep the wings level (the yoke will be
Simultaneously apply brakes, reduce throttles to displaced). Climb at V2 until reaching an altitude
idle and apply rudder pedal pressure for nose- you determine to be clear of obstacles (no lower
wheel steering. Extend the speedbrakes using the than 1,500 feet above the airport). Use minimum

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safe, minimum enroute, or ATC assigned alti- When nearing approach altitudes, use about
tudes. Rudder trim may be used. After level 60–65% fan if near 200 kt. As you configure
off, accelerate toward 180 kt and raise the flaps the aircraft, speed will decrease. Plan to reach
no earlier than V2 + 10 kt. If further climbs are the glideslope (GS) intercept or final approach
needed, use computed VENR. Retrim rudder and fix (FAF) with the landing gear down, flaps set,
aileron as needed as speed increases. and speed set. If flying a straight-in two-e­ngine
approach, plan to have flaps set at 35° by the FAF;
which permits a stabilized approach throughout
Climb final. If flying a one-engine approach, use flaps
Ensure gear and flaps are up, set power as needed 15° on final. Decide early if the landing will be
and select autopilot (if desired). Monitor pres- with flaps 15° or 35°; ensure sufficient runway
surization and fuel. Climb at approximately 220 is available for reduced flaps. Landing with flaps
kt until nearing 30,000 feet, then select mach on 15° allows for a stabilized approach throughout
FLC for continued climb. Complete appropriate final. If circling to land, plan to fly the approach
checks (refer to the AFM). with flaps 15° until you decide landing is assured;
then select 35°.
Cruise Plan to arrive over the threshold at VREF for the
Adjust throttles as needed to prevent aircraft flap setting desired at 50 feet above the runway
overspeed. Check pressurization set for destina- with the yaw damper off. Idle power can then
tion. Complete appropriate checks. be selected. Following a normal flare, lower the
nose and then deploy ground flaps and apply toe
brakes simultaneously. When clear of the runway,
Descent accomplish the after landing checks.
Monitor the windshield for icing and/or defog
when descending into humid conditions. Begin After Landing
arrival/approach tasks. Complete appropriate
checks. If flying as a crew, the checks may be performed
while taxiing. If flying single pilot, complete all
checks before taxiing.
Approach and Landing
Ensure proper navigation aids are set for planned
approach. Load the planned approach into the AIRWORK MANEUVERS

19 MANEUVERS AND
GTC Flight Planning Page and utilize its capa-

PROCEDURES
bilities as desired. Discuss crew actions for the STEEP TURNS
approach and any potential missed approach.
Steep turns are flown at 45° of bank and 200 kt.
The PNF may make specific power adjustments
Sample Approach Briefing and call roll out leads as briefed and directed
“We are flying the ______ approach to runway by PF. Power adjustment requests must be very
____. Nav 1 and 2 are set to ____; minimums are specific, ie. “add 2%”. Maintain the altitude
set at ____ both sides. V speeds are set at _____. during the maneuver and use the base heading
We will use the _____ modes to a DA (or MDA) for the turn reversal and final roll out. Use of the
of _____. Landing flaps and gear by the FAF. flight director, elevator trim, and yaw damper is
Call 1,000, 500 and 200 feet above minimums. an option for the pilot.
Tell me where the runway is; I will call landing
or go-around. In the event of a missed, ensure the A pitch attitude of about 2.5° should hold level
NAV source changed to FMS mode after gear flight in the turns. A small power increase will be
up. The missed approach is _____ to ____ and needed to maintain 200 kt. If a moderate roll in
hold. If I do not respond to you or I do something rate is used to begin the maneuver, plan to use a
dangerous or stupid, assume controls and we will 10° heading lead point for reversing the turn and
sort it out later. Any questions or comments?” for the final roll out.

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UNUSUAL ATTITUDE Multiple Landings and/or

RECOVERIES Rejected Takeoffs
Unusual attitudes do not have to be severe to be Brake application reduces the speed of an airplane
unusual; they are simply not what you expected. by means of friction between the brake stack
Recognize the attitude by looking at all three atti- components. The friction generates heat, which
tude indicators. Confirm by reference to airspeed, increases the temperature of the brake and wheel
altitude, and heading changes. Use the best instru- assembly, resulting in an increased tire pressure.
ment available to control the recovery. Return to Each main wheel incorporates fuse plugs, which
wings-level, level flight before chasing command melt at a predetermined temperature to prevent
bars. Do not put yourself into a second unusual a possible tire explosion due to excessively high
attitude with rapid control inputs. tire pressure.

Cessna does not recommend that flight crews

Nose High conduct multiple landings and/or rejected takeoffs
If needed, add power to preserve airspeed. Do not (RTOs) due to the risk of overheating the brakes
push the nose down. Relax any back pressure you and melting the fuse plugs. Loss of all tire pressure
may be applying. Consider using some bank to may result in damage to the tire and wheel. It is
help lower the nose. strongly recommended that consideration be
given to the following guidelines if it is necessary
to conduct training or proficiency flights that
Nose Low involve multiple landings and/or RTOs:
If needed, reduce power and/or use speedbrakes
1. Use the longest runway available. Minimize
to control airspeed. Roll to an upright attitude and
use of brakes, runway length permitting, and
add back pressure to stop descent.
maximize use of other deceleration devices
such as speedbrakes and ground flaps.
MISCELLANEOUS 2. If taxi operations are necessary following a
stop on the runway, keep the airplane moving
Takeoff and Landing at a safe speed and minimize brake usage as
For takeoff, lineup as close to the end of the much as possible.
runway as possible and perform a static runup to 3. Conduct operations with minimum crew and
19 MANEUVERS AND

takeoff power. Ensure strict adherence to V1 and at minimum practical weight for the flight.
VR speeds.
PROCEDURES

Fuel load not to exceed more than 50% of

full.
For landing, ensure airspeed is at VREF at 50 feet
over the threshold. Do not float the flare. As soon 4. An RTO should not be initiated at a speed
as the main tires are on the ground, lower the greater than 50 KIAS during training or pro-
nose, then apply maximum toe brakes and select ficiency flights, unless required by an actual
ground flaps. emergency.
5. An RTO should not be conducted immedi-
Touch-and-go Landings ately after a landing (plan the RTO as the first
stop of the flight, to be followed by a normal
Consider using only 15° flaps on those landings; takeoff for in-flight brake cooling).
no need to change flaps on roll. If using 35° flaps
for the landings, consider just holding the nose 6. Between successive stops on the runway, and
wheel off the runway while the other pilot sets the at a safe altitude, conduct a 15 minute brake
flaps to 15°. If power is added before the flaps cooling period with landing gear extended.
are reset, airspeed will be higher than normal at 7. At the completion of the flight, chock the air-
liftoff. plane and do not set the parking brake.

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The above guidelines are presented to the opera- NOTES

tor for their consideration in conducting multiple
landing/RTO operations. Cessna Aircraft Com-
pany 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.

Adverse Runway Conditions

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.

If landing or taxiing on slush, inspect drains, con-

trol surfaces, and wheels after shutdown.

Cold Weather
Comply with the cold weather operations out-
lined in the AFM, Section 3.

Servicing
Comply with fluid requirements outlined in the
AFM, Section 2.

19 MANEUVERS AND
PROCEDURES

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APPROACH TO STALL Training Scenarios

TRAINING 1. Enroute (Clean) Configuration Stall
REQUIREMENTS A. High Altitude
°° Conducted within 5000 feet of the oper-
Approach to stalls shall be done with and without ations ceiling for the aircraft
the autopilot, in both VMC and actual or simulated
IMC conditions, with and without a bank, and in B. Manual Flight Conditions
realistic scenarios at different altitudes. When °° Autopilot disengaged
possible, it should be accomplished so that the
client is surprised by the stall. Only the client’s C. Automated Flight Conditions
ability to recognize and properly recover from an °° Autopilot engaged
impending stall should be evaluated.
2. Takeoff Configuration Stall
It should be noted that smooth aircraft control on A. If there are multiple takeoff flap settings
the entry should be maintained as an evaluation for the aircraft, stalls training should
of the client’s general aircraft handling. include different flap settings.
It should also be noted that stall training should B. Aircraft bank
be conducted in a variety of different aircraft
configurations and under a number of different °° 15 to 30 degrees of bank
flight scenarios. 3. Landing Configuration Stall
A. Aircraft descent
Stall recovery procedures are based on aircraft
configuration; the recovery profiles in this train-
ing package include: Demonstration Scenarios
• Enroute (Clean) Configuration Stall 1. AOA Reduction Recovery Demonstration
• Takeoff Configuration Stall A. Demonstration of stall recovery using
• Landing Configuration Stall AOA reduction only, without use of power.

In order to best prepare pilots for inadvertent stall

Checking / Testing
19 MANEUVERS AND

events during normal operations, the training of

these configuration stalls should be conducted as Requirements
PROCEDURES

maneuvers training and scenario based training.

As outlined in the PTS and/or FSB Report
1. Enroute (Clean) Configuration Stall
2. Takeoff Configuration Stall
3. Landing Configuration Stall

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STALL RECOVERY PROFILES

TRAINING SET UP FOR MANEUVER APPROACH AND RECOVERY COMPLETION OF MANEUVER

1. MINIMUM ALTITUDE – AS REQUIRED STICK SHAKER, AERODYNAMIC BUFFET, 1. RETURN AIRCRAFT TO DESIRED
2. THRUST – IDLE AND/OR ROLL-OFF, WHICHEVER OCCURS FLIGHTPATH
3. AUTOPILOT AND FD – AS DESIRED FIRST 2. THROTTLES - AS REQUIRED

1. AUTOPILOT – DISCONNECT
2. PITCH ATTITUDE – REDUCE (APPROX.
5°)
3. ROLL ATTITUDE – LEVEL
4. THROTTLES – TO
5. SPEEDBRAKES – 0% / RETRACT
6. AIRSPEED – INCREASE (5 KIAS,
MINIMUM)

AT AT OR ABOVE
STALL INDICATION VREF

Figure 19-2. Approach to Stall – Enroute Configuration

Training execution:

19 MANEUVERS AND
PROCEDURES
1. The instructor sets up the stall scenario.
2. The entry altitude should be consistent with the expected operational environment for the stall
configuration.
3. For training and evaluation, the maneuvers may be accomplished with the autopilot on or off as
directed by the instructor.
4. The standard is based on the demonstration of smooth, positive control during entry, approach to
stall, and recovery.
The aim of these stall profiles is to familiarize the pilot with the stall characteristics and to train recognition
and recovery procedures in accordance with the ATP Practical Test Standards in flight simulator training only.
These stall profiles are not intended for maintenance test flights or aircraft training.

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TRAINING SET UP FOR MANEUVER APPROACH AND RECOVERY COMPLETION OF MANEUVER

1. MINIMUM ALTITUDE – AS REQUIRED STICK SHAKER, AERODYNAMIC BUFFET, 1. RETURN AIRCRAFT TO DESIRED
2. THRUST – IDLE AND/OR ROLL-OFF, WHICHEVER OCCURS FLIGHTPATH
3. FLAPS – TAKEOFF AND APPROACH FIRST 2. THROTTLES - AS REQUIRED
4. AUTOPILOT AND FD – AS DESIRED
5. INITIATE BANK – 15° TO 30° 1. AUTOPILOT – DISCONNECT
2. PITCH ATTITUDE – REDUCE (APPROX.
5°)
3. ROLL ATTITUDE – LEVEL
4. THROTTLES – TO
5. AIRSPEED – INCREASE (5 KIAS,
MINIMUM)
6. SPEEDBRAKES – 0% / RETRACT
7. VAPP + 10, FLAPS - UP

AT
STALL INDICATION

Figure 19-3. Approach to Stall – Takeoff Configuration

19 MANEUVERS AND
PROCEDURES

Training execution:

1. The instructor sets up the stall scenario.

2. The entry altitude should be consistent with the expected operational environment for the stall
configuration.
3. For training and evaluation, the maneuvers may be accomplished with the autopilot on or off as
directed by the instructor.
4. The standard is based on the demonstration of smooth, positive control during entry, approach to
stall, and recovery.
The aim of these stall profiles is to familiarize the pilot with the stall characteristics and to train recognition
and recovery procedures in accordance with the ATP Practical Test Standards in flight simulator training only.
These stall profiles are not intended for maintenance test flights or aircraft training.

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 CITATION CJ3+ PILOT TRAINING MANUAL

TRAINING SET UP FOR MANEUVER APPROACH AND RECOVERY COMPLETION OF MANEUVER

1. MINIMUM ALTITUDE – AS REQUIRED STICK SHAKER, AERODYNAMIC BUFFET, 1. RETURN AIRCRAFT TO DESIRED
2. SET VAPP & VREF AND/OR ROLL-OFF, WHICHEVER OCCURS FLIGHTPATH
3. THRUST – 40-50% N1 FIRST 2. THROTTLES - AS REQUIRED
4. FLAPS – TAKEOFF & APPROACH
5. GEAR – DOWN 1. AUTOPILOT – DISCONNECT
6. FLAPS – LAND 2. PITCH ATTITUDE – REDUCE (APPROX.
7. AUTOPILOT AND FD – AS DESIRED 5°)
3. ROLL ATTITUDE – LEVEL
4. THROTTLES – MAXIMUM THRUST
5. SPEEDBRAKES – 0% / RETRACT
6. AIRSPEED – INCREASE (5 KIAS,
MINIMUM)
7. FLAPS – TAKEOFF & APPROACH
8. POSITIVE RATE, GEAR – UP
9. VAPP +10, FLAPS - UP

AT
STALL INDICATION

Figure 19-4. Approach to Stall – Landing Configuration

19 MANEUVERS AND
PROCEDURES
Training execution:

1. The instructor sets up the stall scenario.

2. The entry altitude should be consistent with the expected operational environment for the stall
configuration.
3. For training and evaluation, the maneuvers may be accomplished with the autopilot on or off as
directed by the instructor.
4. The standard is based on the demonstration of smooth, positive control during entry, approach to
stall, and recovery.
The aim of these stall profiles is to familiarize the pilot with the stall characteristics and to train recognition
and recovery procedures in accordance with the ATP Practical Test Standards in flight simulator training only.
These stall profiles are not intended for maintenance test flights or aircraft training.

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 CITATION CJ3+ PILOT TRAINING MANUAL

STALL RECOVERY RATIONALE

AUTOPILOT......................................................................................................DISCONNECT
Rationale
While maintaining the attitude of the airplane, disconnect the autopilot. Ensure the pitch attitude
does not increase when disconnecting the autopilot. This may be very important in out-of-trim
situations. Manual control is essential to recovery in all situations. Leaving the autopilot connected
may result in inadvertent changes or adjustments that may not be easily recognized or appropriate,
especially during high workload situations.

NOSE DOWN PITCH CONTROL..........................................................SEE PROCEDURE

NOSE DOWN PITCH TRIM............................................................................... AS NEEDED

Rationale
Reducing the angle of attack is crucial for recovery. This will also address autopilot-induced
excessive nose up trim.

If the control column does not provide sufficient response, pitch trim may be necessary. However,
excessive use of pitch trim may aggravate the condition, or may result in loss of control or high
structural loads.

BANK................................................................................................................. WINGS LEVEL

Rationale
This orients the lift vector for recovery.
19 MANEUVERS AND

POWER................................................................................................................. AS NEEDED
PROCEDURES

Rationale
During a stall recovery, maximum power is not always needed. A stall can occur at high power or
at idle power. Therefore, the power is to be adjusted accordingly during the recovery. For airplanes
with engines mounted above the wings, thrust application creates a helpful pitch-down tendency.

RETURN TO THE DESIRED FLIGHTPATH

Rationale
Apply gentle action for recovery to avoid secondary stalls then return to desired flightpath.

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 CITATION CJ3+ PILOT TRAINING MANUAL

SIMULATOR RECURRENT TRAINING

TRAINING GUIDANCE COURSE
For the CE-525 Series Pilot Recurrent Training
INITIAL TRAINING COURSE Course, the scenarios will be incorporated into
the simulator lesson plans as follows:
For the CE-525 Series Pilot Initial Training
Course, the scenarios will be incorporated into Simulator Session #1
the simulator lesson plans as follows:
1. AOA Reduction Recovery Demonstration
Simulator Session #1 2. Enroute (Clean) Configuration Stall
1. Stall Prevention Briefing A. Manual Flight Conditions
2. AOA Reduction Recovery Demonstration 3. Takeoff Configuration Stall
3. Enroute (Clean) Configuration Stall 4. Landing Configuration Stall
A. Manual Flight Conditions
B. IMC Conditions
Simulator Session #2
1. Enroute (Clean) Configuration Stall
C. Low Altitude (Approx 5000 feet AGL)
A. High Altitude
4. Takeoff Configuration Stall
B. Automated Flight Conditions
5. Landing Configuration Stall

Simulator Session #5
1. Enroute (Clean) Configuration Stall
A. High Altitude
B. Automated Flight Conditions
C. VMC Conditions
2. Stall with System Malfunction

19 MANEUVERS AND
A. Stall system related malfunction

PROCEDURES
B. Stall with reduced pilot warning

Simulator Session #7
Using different aircraft conditions, weights and
CG loading than trained in previous sessions:

1. Enroute (Clean) Configuration Stall

2. Takeoff Configuration Stall
3. Landing Configuration Stall

Revision 0.2 FOR TRAINING PURPOSES ONLY 19-13

 PROCEDURES
19 MANEUVERS AND

AFTER TAKEOFF / CLIMB

1. ACCELERATE TO NORMAL CLIMB SPEED

19-14
2. THROTTLES—MCT OR AS REQUIRED
3. AFTER TAKEOFF/CLIMB CHECKLIST—COMPLETED

ROTATE
1. V R —SMOOTHLY ROTATE
TO 10˚ NOSE UP ATTITUDE

CLEARED FOR TAKEOFF GEAR / FLAP RETRACTION

1. THROTTLES—SET FOR TAKEOFF 1. POSITIVE RATE OF CLIMB—GEAR UP
2. ENGINE INSTRUMENTS—CHECK 2. AT A PRE-DETERMINED ALTITUDE
3. BRAKES—RELEASE CONSIDERING TERRAIN, AND AT A
MINIMUM AIRSPEED OF V 2 + 10 KT—

FOR TRAINING PURPOSES ONLY

FLAPS UP
CITATION CJ3+ PILOT TRAINING MANUAL

BEFORE TAKEOFF
1. CHECKLIST / BRIEFING—
COMPLETE

Figure 19-5. Takeoff – Normal

Revision 0.2
 AFTER TAKEOFF / CLIMB

Revision 0.2
1. CLIMB, AS REQUIRED, AT VENR
2. THROTTLES—MCT, OR AS REQUIRED
3. AFTER TAKEOFF / CLIMB / ENGINE
FAILURE CHECKLISTS—COMPLETED

CLEARED FOR TAKEOFF

1. THROTTLES—SET FOR TAKEOFF
2. ENGINE INSTRUMENTS—CHECK
3. BRAKES—RELEASE
ENGINE FAILURE
1. LOSS OF ENGINE AT

FOR TRAINING PURPOSES ONLY

OR ABOVE V1
2. ACCOMPLISH
CHECKLIST MEMORY
CITATION CJ3+ PILOT TRAINING MANUAL

ITEMS

BEFORE TAKEOFF
1. CHECKLIST / BRIEFING—
COMPLETE

Figure 19-6. Takeoff – Engine Failure At or Above V1

19-15
19 MANEUVERS AND
PROCEDURES
 CITATION CJ3+ 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:**
• 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
19 MANEUVERS AND
PROCEDURES

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.

Figure 19-7. VFR Approach – Normal/Single Engine

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 CITATION CJ3+ PILOT TRAINING MANUAL

1. DOWNWIND ON VECTORS 2. ABEAM FAF OR PROCEDURE TURN OUTBOUND:

OR APPROACHING INITIAL • BEFORE LANDING CHECKLIST—INITIATE
APPROACH FIX: • FLAPS—APPROACH
• DESCENT CHECKLIST—COMPLETE • AIRSPEED (MANEUVERING)—VAPP + 10 KT (MINIMUM)
• AIRSPEED—AS DESIRED —200 KT (MAXIMUM)
• APPROACH CHECKS—COMPLETE

3. TWO ENGINE
• GEAR—DOWN 1 DOT ABOVE GS
• FLAPS—LAND AT GS INTERCEPT
• AIRSPEED DECREASING TO VAPP
• BEFORE LANDING CHECKLIST COMPLETE
ONE ENGINE
• GEAR—DOWN AT GS INTERCEPT
• AIRSPEED—VAPP MINIMUM

5. MISSED APPROACH: • BEFORE LANDING CHECKLIST COMPLETE

• REFER TO
MISSED APPROACH NORMAL OR
MISSED APPROACH SINGLE ENGINE

19 MANEUVERS AND
PROCEDURES
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 19-8. ILS Approach – Normal/Single Engine

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 CITATION CJ3+ PILOT TRAINING MANUAL

DOWNWIND VECTORS
OR APPROACHING THE IAF
ABEAM THE FAF OR
1. APPROACH OR SINGLE ENGINE
PROCEDURE TURN OUTBOUND
APPROACH AND LANDING
CHECKLIST—INITIATE 1. FLAPS—15˚
2. AIRSPEED—150 - 180 KIAS 2. AIRSPEED (MIN)—MINIMUM
MANEUVERING SPEED *

INBOUND TO FAF (NORMAL)

1. APPROXIMATELY 2 MILES
PRIOR TO FAF—GEAR DOWN
2. FLAPS—LAND
3. AIRSPEED (MIN)—V REF + 10 KT
4. BEFORE LANDING CHECKLIST—
COMPLETE

INBOUND TO FAF (SINGLE ENGINE)

1. APPROXIMATELY 2 MILES PRIOR
TO FAF—GEAR DOWN
2. AIRSPEED (MIN)—V APP (FLAPS 15˚) + 10 KT
3. SINGLE ENGINE APPROACH AND
LANDING CHECKLIST—COMPLETE
MINIMUMS

MINIMUM DESCENT ALTITUDE

1. RUNWAY VISUAL REFERENCES IN
SIGHT:
19 MANEUVERS AND

a. CONTINUE APPROACH
b. BEGIN DESCENT AT VISUAL
PROCEDURES

DESCENT POINT
c. FLAPS—LAND (SINGLE ENGINE)
d. AIRSPEED—V REF
2. RUNWAY VISUAL REFERENCES NOT
IN SIGHT:
a. CONTINUE TO MISSED APPROACH
POINT
b. ACCOMPLISH MISSED APPROACH

NOTE:
IN GUSTY WIND CONDITIONS, INCREASE V REF BY 1/2 OF THE GUST FACTOR
IN EXCESS OF 5 KT

* MINIMUM MANEUVERING SPEED IS V APP (FLAPS 15˚) + 10 KT

Figure 19-9. Nonprecision Approach – Normal/Single Engine

19-18 FOR TRAINING PURPOSES ONLY Revision 0.2

 Revision 0.2
3. RAISE THE GEAR WHEN A POSITIVE RATE OF CLIMB IS
ESTABLISHED. AT A COMFORTABLE ALTITUDE AND A
MINIMUM AIRSPEED OF VAPP + 10 KT, RETRACT
THE FLAPS, ACCELERATE TO NORMAL CLIMB SPEED,
AND COMPLETE THE AFTER TAKEOFF-CLIMB CHECKLIST.

2. DECISION POINT:
“GO-AROUND”; SIMULTANEOUSLY APPLY TAKEOFF POWER,
ROTATE 10° NOSE UP ATTITUDE, (GO-AROUND MODE ON FLIGHT
DIRECTOR FOR REFERENCE) AND CHECK / SET FLAPS TO
TAKEOFF & APPROACH.

1. FINAL APPROACH:
• GEAR—DOWN
• FLAPS—LAND
• AIRSPEED—VREF TO VREF + 10 KT

FOR TRAINING PURPOSES ONLY

CITATION CJ3+ PILOT TRAINING MANUAL

Figure 19-10. Missed Approach – Precision/Nonprecision

19-19
19 MANEUVERS AND
PROCEDURES
 PROCEDURES
19 MANEUVERS AND

19-20
MAXIMUM THRUST MAXIMUM CONTINUOUS

CLIMB
FLAP RETRACTION
DECISION POINT 1. CLIMB AS REQUIRED AT V ENR
1. AIRSPEED (MIN)—VAPP + 10 2. THROTTLE (OPERATING
SIMULTANEOUSLY: 2. FLAPS—UP
1. SELECT GO-AROUND ENGINE)—MCT, OR AS
3. ACCELERATE TO VENR REQUIRED
2. THROTTLE (OPERATING
ENGINE)—TAKEOFF POWER 3. SINGLE-ENGINE GO-AROUND
3. ROTATE TO COMMAND BARS POSITIVE RATE CHECKLIST—COMPLETED
(OR AS REQUIRED TO 1. GEAR—UP
ACHIEVE V APP ) 2. AIRSPEED—VAPP UNTIL 1,500 FEET OR
4. FLAPS—CHECK OR SET 15˚
OBSTACLE CLEARANCE WHICHEVER IS
HIGHER
3. VERIFY NAV SOURCE IN FMS
4. SELECT NAV IN MSP

FOR TRAINING PURPOSES ONLY

1,500 FEET/HIGHER
CITATION CJ3+ PILOT TRAINING MANUAL

OBSTACLE CLEARANCE
"GO-AROUND"

AIRPORT

Figure 19-11. Missed Approach – Single Engine

Revision 0.2
 CITATION CJ3+ PILOT TRAINING MANUAL

ON FINAL
1. FLAPS—LAND (SINGLE ENGINE)
2. AIRSPEED (MIN)—V REF

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

19 MANEUVERS AND
1. BEGIN DESCENT

PROCEDURES
2. FLAPS—LAND (NORMAL) OR
15˚ (SINGLE ENGINE)
NOTE: 3. AIRSPEED (MIN)—MINIMUM
IN GUSTY WIND CONDITIONS, INCREASE V REF BY MANEUVERING SPEED **
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 V REF (PER FLAP SETTING) + 10 KT.

Figure 19-12. Visual Approach

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 CITATION CJ3+ 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)

ENTRY
1. AIRSPEED—200 KIAS
2. BANK ANGLE—45˚
3. MAINTAIN ALTITUDE
19 MANEUVERS AND
PROCEDURES

Figure 19-13. Steep Turns

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 CITATION CJ3+ PILOT TRAINING MANUAL

DOWNWIND VECTORS
ABEAM THE FAF OR
OR APPROACHING THE IAF
PROCEDURE TURN OUTBOUND
1. APPROACH OR SINGLE ENGINE 1. FLAPS—15˚
APPROACH AND LANDING 2. AIRSPEED (MIN)—MINIMUM
CHECKLIST—INITIATE MANEUVERING SPEED *
2. AIRSPEED—150 - 180 KIAS

INBOUND TO FAF
1. APPROX. 2 MILES PRIOR TO FAF—
MINIMUM DESCENT ALTITUDE GEAR DOWN
1. IF AIRPORT ENVIRONMENT IS IN SIGHT: 2. AIRSPEED (MIN)—MINIMUM
a. CIRCLE/MANEUVER TO LAND MANEUVERING SPEED *
b. AIRSPEED (MIN)—MINIMUM MANEUVERING 3. BEFORE LANDING OR SINGLE
SPEED * ENGINE APPROACH AND LANDING
c. MAX BANK ANGLE—30˚ CHECKLIST—COMPLETE
2. IF AIRPORT ENVIRONMENT IS NOT IN SIGHT:
a. CONTINUE TO MISSED APPROACH POINT
b. ACCOMPLISH MISSED APPROACH

90˚

ON FINAL
1. FLAPS—LAND (SINGLE ENGINE)
2. AIRSPEED (MIN)—V REF

19 MANEUVERS AND
KE

PROCEDURES
EP
AIR
PO
RT
EN
VIR
ON
ME
NT
IN
SIG
HT

* MINIMUM MANEUVERING SPEED IS V REF (FLAPS LAND) /

V APP (FLAPS 15˚) + 10 KT
TURN TO FINAL
1. BEGIN DESCENT
NOTE: 2. MAX BANK ANGLE—30˚
IN GUSTY WIND CONDITIONS, INCREASE V REF /VAPP 3. AIRSPEED (MIN)—MINIMUM
BY 1/2 GUST FACTOR IN EXCESS OF 5 KTS. MANEUVERING SPEED *
4. FLAPS—LAND (NORMAL)

Figure 19-14. Circling Approach

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 CITATION CJ3+ PILOT TRAINING MANUAL

PRIOR TO DESCENT
1. AUTOPILOT—DISCONNECT
2. THROTTLES—IDLE
3. SPEED BRAKES—EXTEND
4. INITIATE BANK (AS DESIRED)
5. ALTITUDE PRESELECT—SET
AS DESIRED
DESCENT
1. 7.5 INITIAL NOSE DOWN
2. AIRSPEED—MMO / VMO LEVEL OFF
3. AUTOPILOT— SEE NOTE* 1. DESCEND TO 15,000' MSL OR
4. TRANSPONDER—EMERGENCY MINIMUM SAFE ALTITUDE*

* REFER TO THE CJ3+ AFM FOR PROPER

PROCEDURE

*
• AT 1,000' ABOVE DESIRED ALTITUDE,
INITIATE THE LEVEL OFF AND RETRACT
THE SPEED BRAKES
NOTE: • CREW OXYGEN—NORMAL
FOR CABIN DEPRESSURIZATION,
19 MANEUVERS AND

• ANTI-ICE—AS REQUIRED
PILOT(S) MUST DON OXYGEN MASK(S)
AND SELECT 100% O2, SET MICROPHONE
PROCEDURES

SWITCH(ES) TO MIC OXY MASK, AND

ENSURE PASSENGERS ARE RECEIVING
OXYGEN PRIOR TO INITIATING AN
EMERGENCY DESCENT.

Figure 19-15. Emergency Descent

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 CITATION CJ3+ PILOT TRAINING MANUAL

EVALUATE SITUATION *
1. CLEAR RUNWAY
OR
EMERGENCY EVACUATION

DECISION TO ABORT
1. CALL "ABORT"
2. ACCOMPLISH ABORT MEMORY CHECKLIST

CLEARED FOR TAKEOFF

1. THROTTLES—SET FOR TAKEOFF
2. ENGINE INSTRUMENTS—CHECK
3. BRAKES—RELEASE

19 MANEUVERS AND
PROCEDURES
BEFORE TAKEOFF
1. CHECKLIST / BRIEFING—
COMPLETE

* NOTE: CONSIDER BRAKE ENERGY PRIOR TO SUBSEQUENT

OPERATION OF THE AIRCRAFT.

Figure 19-16. Rejected Takeoff

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 CITATION CJ3+ PILOT TRAINING MANUAL

ON FINAL
1. SET UP A NORMAL SINK RATE/
VERTICAL PATH
2. PLAN TO REDUCE SPEED TO
ADJUSTED V REF NO LATER THAN
50' ABOVE THRESHOLD
3. TOUCHDOWN WITH MINIMUM
FLARE (APPROX. 300 - 500 FPM)

DOWNWIND LEG (1,500' AGL)

1. COMPUTE AND SET ADJUSTED V REF FOR
A REDUCED FLAP LANDING
2. AIRSPEED—ADJUSTED V REF +10 KT

ABEAM TOUCHDOWN
1. GEAR—DOWN *
19 MANEUVERS AND

2. FLAPS INOPERATIVE APPROACH AND

LANDING CHECKLIST—COMPLETE
PROCEDURES

TURN TO FINAL
1. BEGIN DESCENT (300 - 500 FPM)
2. MAXIMUM BANK ANGLE—30˚
3. AIRSPEED (MIN)—
ADJUSTED V REF + 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 19-17. Visual – No Flap

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 CITATION CJ3+ PILOT TRAINING MANUAL

LIMITATIONS
For specific limitations, refer to the FAA-approved
AFM.

EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.

19 MANEUVERS AND
PROCEDURES

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 CITATION CJ3+ PILOT TRAINING MANUAL

CHAPTER 20
WEIGHT AND BALANCE
CONTENTS
Page
INTRODUCTION................................................................................................................. 20-1
Weight............................................................................................................................. 20-1
Balance........................................................................................................................... 20-1
Basic Formula................................................................................................................. 20-2
Weight Shift Formula..................................................................................................... 20-2
Weight Addition or Removal.......................................................................................... 20-2
DEFINITIONS....................................................................................................................... 20-2
FORMS.................................................................................................................................. 20-3
Airplane Weighing ......................................................................................................... 20-3
Weight-and-Balance Record .......................................................................................... 20-3
Crew and Passenger Compartments Weight-and-Moment Tables.................................. 20-3
Baggage and Cabinet Compartments Weight-and-Moment Table................................. 20-3
Fuel Loading Weight-and-Moment Tables—U.S. Units................................................. 20-4
Center-of-Gravity Moment Envelope Graph.................................................................. 20-4
Weight-and-Balance Computation Form........................................................................ 20-4
Weight And Balance Sample Loading Problem............................................................. 20-4
LIMITATIONS....................................................................................................................... 20-4
EMERGENCY/ABNORMAL............................................................................................... 20-4
20 WEIGHT AND BALANCE

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ILLUSTRATIONS
Figure Title Page

20-1 Aircraft Weighing Form........................................................................................... 20-5

20-2 Weighing Form Attachment..................................................................................... 20-6
20-3 Weight And Balance Record Form.......................................................................... 20-7
20-4 Crew And Passenger Weight-And-Moment Table/Standard Form.......................... 20-8
20-5 Baggage And Cabinet Weight-And-Moment Tables Form...................................... 20-9
20-6 Fuel Loading Weight-And-Moment Table Form.................................................. 20-10
20-7 Center-of-Gravity Envelope Form........................................................................ 20-11
20-8 Weight And Balance Computation Form.............................................................. 20-12
20-9 Weight And Balance – Sample Loading Problem................................................ 20-13

20 WEIGHT AND BALANCE

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CHAPTER 20
WEIGHT AND BALANCE

INTRODUCTION
This chapter provides procedures for establishing the basic empty weight and moment of the
Citation CJ3+ 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 pro-
vided 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 air-
craft 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.
20 WEIGHT AND BALANCE

WEIGHT BALANCE
Airplane maximum weights are predicated on Balance, or the location of the center of gravity
structural strength. It is necessary to ensure that (CG), deals with aircraft stability. The horizontal
the aircraft is loaded within the various weight stabilizer must be capable of providing an
restrictions to maintain structural ­integrity.

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 CITATION CJ3+ PILOT TRAINING MANUAL

equalizing moment to that which is produced by Weight added

the remainder of the aircraft. (or removed) Distance CG is shifted
New total weight = Distance between the weight
Since the amount of lift produced by the horizontal arm and the old CG arm
stabilizer is limited, the range of movement of the
CG is restricted so that proper aircraft stability If it is desired to find the weight change needed to
and control is maintained. 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 Weight to be added
aircraft may become so stable that it cannot be (or removed) Distance CG is shifted
rotated at the proper speed or flared for landing. Old total weight = Distance between the weight
arm and the new 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,
DEFINITIONS
resulting in a possible loss of control.
Actual Zero Fuel Weight—Basic empty weight
plus payload. It must not exceed maximum design
BASIC FORMULA zero fuel weight.
Weight x Arm = Moment Basic Empty Weight—Standard empty weight
plus installed optional equipment. This is the
This is the basic formula upon which all weight weight reflected on the weight and balance data
and balance calculations are based. Remember supplied with the aircraft.
that the arm or CG location can be found by
adapting the formula as follows: Landing Weight—Zero fuel weight plus fuel load
at landing.

Arm = Moment MAC—Mean Aerodynamic Chord. The chord of

Weight an imaginary air-foil which, throughout the flight
range, has the same force vectors as those of the
wing.
WEIGHT SHIFT FORMULA
Operational Takeoff Weight—Maximum authorized
Weight Shifted Distance CG is shifted weight for takeoff. It is subject to airport, operational,
=
Total Weight Distance weight is shifted and related restrictions. This is the weight at the start
of the takeoff run and must not exceed maximum
The above formula can be utilized to shift weight design takeoff weight.
if the CG is found to be out of limits. Use of this
formula avoids working the entire problem over Operational Landing Weight—Maximum authorized
again by trial and error. weight for landing. It is subject to airport, operational,
and related restrictions. It must not exceed maximum
design landing weight.
20 WEIGHT AND BALANCE

WEIGHT ADDITION OR
REMOVAL Payload—Weight of occupants, baggage, cargo,
cabinet contents (including charts, maps, manuals,
If weight is to be added or removed after a weight refreshments, and miscellaneous equipment).
and balance has been computed, a simple formula
can be used to figure the shift in the center of Ramp Weight—Zero fuel weight plus total fuel
gravity. load.

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 CITATION CJ3+ PILOT TRAINING MANUAL

Standard Empty Weight—Weight of a standard AIRPLANE WEIGHING

aircraft including unusable fuel, full oil, and full
operating fluids. The aircraft weight, CG arm, and moment
(divided by 100) are all listed at the bottom of this
Standard Items—Equipment and fluids not an form as the aircraft is delivered from the factory
integral part of a particular aircraft and not a (Figure 20-1 and Figure 20-2). Ensure that the
variation for the same type of aircraft. These items basic empty weight figures listed are current and
may include, but are not limited to, the following: have not been amended.
a. Unusable fuel
WEIGHT-AND-BALANCE
b. Engine oil RECORD
c. Toilet fluid The Weight-and-Balance Record (Figure 20-3)
d. Serviced fire extinguisher amends the Airplane Weighing Form (Figure
20-1). After delivery, if a service bulletin is
e. All hydraulic fluid applied to the aircraft or if equipment is removed
or added that would affect the CG or basic empty
f. Trapped fuel weight, it must be recorded on this form in the
AFM. The crew must always have access to the
Takeoff Weight—Zero fuel weight plus fuel load current aircraft basic weight and moment in
at takeoff (total fuel minus taxi fuel). order to be able to perform weight and balance
computations.
Trapped Fuel—Fuel remaining when the aircraft
is defueled by normal means using the procedures CREW AND PASSENGER
and attitudes specified for draining the tanks. COMPARTMENTS WEIGHT-
Unusable Fuel—Fuel remaining after a fuel AND-MOMENT TABLES
runout test has been completed in accordance The tables already have computed moments/100
with government regulations. It includes drainable for weights in various seating locations in the
unusable fuel plus unusable portion of trapped aircraft (Figure 20-4).
fuel.

Useful Load—Difference between maximum BAGGAGE AND CABINET

design taxi weight and basic empty weight. It COMPARTMENTS WEIGHT-
includes payload, usable fuel, and other usable AND-MOMENT TABLE
fluids not included as operational items.
Notice in the cabinet and cargo compartments
Usable Fuel—Fuel available for aircraft propulsion. tables the last weight that a moment/100 is listed
for under the nose compartment column is 400
pounds (Figure 20-5). This corresponds to the
placard limit in that compartment. Remember
FORMS that this limit is structural in nature. It is based on
the maximum weight the flooring in that area can
The Weight-and-Balance forms are discussed support. This same point applies to the aft cabin
20 WEIGHT AND BALANCE

below and examples of the forms are included in and tail cone compartments as well.
Figure 20-1 through Figure 20-8. 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.

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FUEL LOADING WEIGHT-AND- LIMITATIONS

MOMENT TABLES—U.S. UNITS
For specific limitations, refer to the FAA-approved
All of the tables have arms listed for the various AFM.
locations except the fuel table (Figure 20-6).
Notice that the arm varies depending on the
quantity of usable fuel. EMERGENCY/
CENTER-OF-GRAVITY
ABNORMAL
MOMENT ENVELOPE GRAPH For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
After summing all the weights and moments, it is FAA-approved AFM.
necessary to determine whether the CG is within
allowable limits.

This graph represents the allowable CG envelope

(Figure 20-7).

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.

WEIGHT-AND-BALANCE
COMPUTATION FORM
A step-by-step process is outlined for determining
weight and CG limits by this form (Figure 20-8).
The payload computations are made in the left
column, while the rest of the computations are
done in the right column.

WEIGHT AND BALANCE

SAMPLE LOADING PROBLEM
Refer to Figure 20-9 for a sample loading problem.
20 WEIGHT AND BALANCE

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20 WEIGHT AND BALANCE

Figure 20-1. Aircraft Weighing Form

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20 WEIGHT AND BALANCE

Figure 20-2. Weighing Form Attachment

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20 WEIGHT AND BALANCE

Figure 20-3. Weight And Balance Record Form

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20 WEIGHT AND BALANCE

Figure 20-4. Crew And Passenger Weight-And-Moment Table/Standard Form

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20 WEIGHT AND BALANCE

Figure 20-5. Baggage And Cabinet Weight-And-Moment Tables Form

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20 WEIGHT AND BALANCE

Figure 20-6. Fuel Loading Weight-And-Moment Table Form

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20 WEIGHT AND BALANCE

Figure 20-7. Center-of-Gravity Envelope Form

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20 WEIGHT AND BALANCE

Figure 20-8. Weight And Balance Computation Form

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WEIGHT AND BALANCE

SAMPLE LOADING PROBLEM
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.
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
1 Calculate Payload Weight and Moment passenger and item of cargo
Item Arm Weight MOM/100

Pilot 131.00 180 235.80 By convention, the moment is divided by 100.

This provides "shorter" numbers that fit in small
Copilot 131.00 160 209.60 spaces. For example, the actual moment for
Seat 3 202.51 180 354.06 Seat 4 is 40,502 inch-pounds (202.51 in. x 200 lb.).
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 Items of cargo may be located in the nose

Nose Comp. 74.00 compartment, cabin or tailcone. There are
specific weight restrictions for each location.
Tailcone Comp. 414.60 100 414.60 The loading charts indicate the maximum
Evaporator Cabinet 156.29 weight that is allowed in each location.
Refreshment Center 167.32
Placement of cargo should not be done
RH Chart Case 150.91 haphazardly. Cargo should be secured
and located to provide the most favorable
20 WEIGHT AND BALANCE

Payload 1110 2384.99

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 20-9. Weight And Balance – Sample Loading Problem (Sheet 1 of 5)

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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.
2 Calculate Zero Fuel Weight, Moment and CG
ZERO FUEL WEIGHT
Add the Basic Empty Weight and Item Weight MOM/100
the Payload weight. This is the
Basic Empty Weight
Zero Fuel Weight (ZFW). Enter the or
number in the space provided. Basic Operating Weight
+ Payload
Add the moment of the empty
aircraft to the payload moment. Zero Fuel Weight *
Enter the total in the space
ZFW MOM
provided. Zero Fuel Weight
= ZFW CG

Divide the ZFW moment by the

zero fuel weight. The ZFW Arm 3 Calculate Fuel Load and Ramp Weight
must be within the aft boundary of
the envelope. Item Weight
Zero Fuel Weight *
3 THE THIRD STEP IS TO ADD + Flight Fuel
THE TOTAL FUEL LOAD AND
FIND THE RAMP WEIGHT. + Reserve Fuel
Ramp Weight
TOTAL FUEL LOAD
Enter the total fuel load 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.
20 WEIGHT AND BALANCE

If the Zero Fuel Weight exceeds the certified limit, passengers or cargo must be removed to reduce
the weight.

If the Ramp Weight exceeds the certified limit, either the fuel load or the payload must be reduced.

20-9 Weight And Balance – Sample Loading Problem (Sheet 2 of 5)

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4 THE FOURTH STEP IS TO DETERMINE THE TAKEOFF WEIGHT, MOMENT

4
Calculate
Takeoff Fuel
Total Fuel

–Taxi Fuel
–100
TAKEOFF FUEL Takeoff Fuel
Enter the takeoff fuel weight.
(Total Fuel Load minus 100 lb.)

Using the fuel loading chart 5 Calculate Takeoff Weight, Moment and CG
provided by Cessna, determine the
Item Weight MOM/100
moment for the takeoff fuel weight.
Zero Fuel Weight *
TAKEOFF WEIGHT + Takeoff Fuel
Add the takeoff fuel weight and the
zero fuel weight. The takeoff Takeoff Weight
weight must be less than the
Takeoff MOM =
certified limit. Takeoff Weight
Takeoff CG

Add the takeoff fuel moment and

the zero fuel weight moment. 6 Calculate Landing Weight
Item Weight
Divide the takeoff moment by the
takeoff weight The result is the Zero Fuel Weight *
takeoff arm. The takeoff arm must + Reserves
be within the envelope limits.
Landing Weight
5 THE FIFTH STEP IS TO
DETERMINE THE LANDING
WEIGHT. 7
* See limitations
LANDING FUEL on reverse.
Enter the projected landing fuel in
the space provided.

LANDING WEIGHT
Add the landing fuel and the zero
fuel weight. The landing weight
must not exceed certified limits.
20 WEIGHT AND BALANCE

20-9 Weight And Balance – Sample Loading Problem (Sheet 3 of 5)

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2 Calculate Zero Fuel Weight, Moment and CG

Item Weight MOM/100
Basic Empty Weight
or 8160.0 25,167.00
Basic Operating Weight
+ Payload 1110 2384.99
Zero Fuel Weight * 9270.0 27551.99
1 Calculate Payload Weight and Moment
ZFW MOM =
Zero Fuel Weight
297.22 ZFW CG
Item Arm Weight MOM/100

Pilot 131.00 180 235.80

3 Calculate Fuel Load and Ramp Weight
Copilot 131.00 160 209.60
Seat 3 202.51 180 354.06 Item Weight

Seat 4 202.51 200 393.40 Zero Fuel Weight * 9270

Seat 5 260.50 140 337.26 + Flight Fuel 1500

1200
4
Seat 6 260.50 150 361.35 + Reserve Fuel Calculate
11970 Takeoff Fuel
Seat 7 295.50 Ramp Weight
Total Fuel
Seat 8 295.50 2700
–Taxi Fuel
200
Nose Comp. 74.00
Takeoff Fuel
Tailcone Comp. 414.60 100 414.60 2500
Evaporator 156.29
Cabinet
5 Calculate Takeoff Weight, Moment and CG
Refreshment 167.32
Center Item Weight MOM/100
RH Chart Case 150.91 Zero Fuel Weight * 9270.0 27,551.99
Payload 1110 2384.99 + Takeoff Fuel 2500 7771.75
Takeoff Weight 11,770 35,323.74

Takeoff MOM =
Takeoff Weight
300.12 Takeoff CG

Loading Information:
Total Fuel 2700 lb 6 Calculate Landing Weight
Pilot 180 lb
Item Weight
Copilot 160 lb
Passenger 180 lb Zero Fuel Weight * 9270.0
Passenger 200 lb
Passenger 140 lb + Reserves 1200
Passenger 150 lb Landing Weight 10,470
Passenger Baggage 100 lb
20 WEIGHT AND BALANCE

7
* See limitations
on reverse.

20-9 Weight And Balance – Sample Loading Problem (Sheet 4 of 5)

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Weight Adjustment:
Wt. Shifted = CG Moved Inches
Total Weight Wt. Shifted Inches

TAKEOFF GWT Shift:

ZFGWT Shift: Other Weight Shift:
=
= =

Original CG +/- Correction = Adjusted CG

Takeoff Weight Limitations Landing Weight Limitations

1. TFL ≤ Runway Available 1. LFL ≤ Runway Available
20 WEIGHT AND BALANCE

2. SE climb capability ≥ 1.6 % Net in 2nd Segment 2. Climb capability ≥ 2.1% gross SE
3. SE climb capability to clear any obstacle in ≥ 3.2% gross ME
takeoff flight path 3. Brake energy limits
4. Takeoff weight ≤ maximum certified 4. Landing weight ≤ maximum landing weight
takeoff weight.
5. Landing weight ≤ maximum certified
landing weight at destination

20-9 Weight And Balance – Sample Loading Problem (Sheet 5 of 5)

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AND PERFORMANCE
CHAPTER 21
FLIGHT PLANNING AND PERFORMANCE
CONTENTS
Page
INTRODUCTION................................................................................................................. 21-1
GENERAL............................................................................................................................. 21-2
FORMULAS.......................................................................................................................... 21-2

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AND PERFORMANCE
ILLUSTRATIONS
Figure Title Page

21-1 Calculation of Takeoff Performance........................................................................ 21-3

21-2 Calculation of Landing Performance....................................................................... 21-4

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AND PERFORMANCE
CHAPTER 21
FLIGHT PLANNING AND
PERFORMANCE

INTRODUCTION
Performance is calculated using a combination of charts and tables in the Aircraft Flight Manual
(AFM) 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 Aircraft Performance Manual.

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AND PERFORMANCE

GENERAL FORMULAS
This aircraft is certified to Part 23, with special
conditions that resemble Part 25 requirements. Runway Slope =
Keep in mind that the FAR Part 23 performance Change in Elevation Between
requirements do not meet the minimum Ends of the Runway (Rise)
X 100
requirements (3.3% or 200 ft/NM) of the FAA Runway Length
“IFR Takeoff Flight Path”.

The maximum takeoff weight–pounds permitted Gradient (in %) =

by climb requirements chart only guarantees
second segment climb performance, not any of Feet per NM
X 100
the other segments. 6076
The following are the minimum climb gradients
as specified by FAR Part 23: Climb rate (feet per minute) =
• 1st segment ................................ 0% gross Groundspeed x Gradient
• 2nd segment ............................... 1.6% net
A simplified block diagram of the calculation of
• 3rd segment ....................................... N/A takeoff performance is illustrated in Figure 21-1.
A simplified block diagram of the calculation of
• Final segment ......................... 1.2% gross landing performance is illustrated in Figure 21-1.

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AND PERFORMANCE
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

YES Does calculated T/O weight

Recalculate performance exceed the max T/O permitted
at a lower aircraft weight 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: NO

Calculate the corrected
TOFL for Adverse
Runway Conditions

YES Available
Recalculate performance runway
at a lower aircraft weight LESS than
TOFL?
NO
Determine level-off
altitude

YES Minimum climb

requirements?
AFM Section IV: Calculate
SECOND SEGMENT TAKEOFF NET NO
CLIMB GRADIENT – PERCENT

Climb NO
requirements Recalculate performance
met? at a lower aircraft weight

YES

Complete

Figure 21-1. Calculation of Takeoff Performance

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AND PERFORMANCE

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 Landing
Weight
Restricted?

Must burn off fuel prior NO

to landing

YES Contaminated
runway?

AFM Section VII: NO

Calculate the corrected

adverse runway conditions

YES Avail. Runway

less than
required?

Must reduce the airplane NO

landing weight

YES FAR 135

Operations?

Divide the landing NO

distance by 0.6

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 21-2. Calculation of Landing Performance

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CHAPTER 22
CREW RESOURCE MANAGEMENT
CONTENTS
Page

22 CREW RESOURCE
WHAT IS CREW RESOURCE MANAGEMENT?.............................................................. 22-1

MANAGEMENT
SITUATIONAL AWARENESS............................................................................................. 22-2
COMMAND AND LEADERSHIP....................................................................................... 22-3
COMMUNICATION PROCESS........................................................................................... 22-4
DECISION-MAKING PROCESS......................................................................................... 22-5
COMMUNICATION TECHNIQUES: INQUIRY, ADVOCACY, AND ASSERTION......... 22-6

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ILLUSTRATIONS
Figure Title Page

22-1 Situational Awareness in the Cockpit........................................................................ 22-2

22-2 Command and Leadership......................................................................................... 22-3

22 CREW RESOURCE
22-3 Communication Process............................................................................................ 22-4

MANAGEMENT
22-4 Decision-Making Process and Error Management.................................................... 22-5

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CHAPTER 22
CREW RESOURCE MANAGEMENT

22 CREW RESOURCE
MANAGEMENT
WHAT IS CREW
RESOURCE
MANAGEMENT?
According to the Federal Aviation Administration, Most experts agree that a highly coordinated
crew resource management (CRM) is described as crew using a standardized set of procedures
“the effective use of all resources to achieve safe is more likely to avoid and identify errors.
and efficient flight operations.” In practice, CRM Effective communication and the use of
is a set of competencies designed to enhance briefing and debriefing are tools that can be
safety and reduce human error. Resources used to build the “team concept” and maintain
can include, but are not limited to, additional situational awareness. Utilizing a standard set of
crewmembers, maintenance technicians, flight callouts provides a means to incorporate CRM.
attendants, air traffic controllers, dispatchers and Standardization keeps all crewmembers “in the
schedulers, and line service personel. CRM was loop” and provides an opportunity to detect an
not designed to usurp the authority of the pilot error early on, before it has an opportunity to
in command; rather, it was developed as a means build into an accident chain.
to assist with situational awareness and decision
making to increase safety margins and achieve Proficiency in CRM requires all crewmembers
accident- and incident-free flight ­operations. to have a working knowledge of how to maintain

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situational awareness, techniques for optimum

decision making, desirable leadership and
SITUATIONAL
followership characteristics, cross-checking and AWARENESS
monitoring techniques, means of fatigue and
stress management, and c­ ommunication. Situational awareness (Figure 22-1) is a
fundamental CRM concept. Often described as
CRM training is an important part of your Flight- “knowing what’s going on around you,” the loss
Safety training experience. Throughout your of situational awareness is often identified as a
training event, your instructor will p­ rovide gen- causal factor in an incident or accident. Collective
22 CREW RESOURCE

eral CRM guidance as well as ­ identify CRM ­situational awareness is a measurement of the
MANAGEMENT

issues, philosophies, and techniques that are spe- total situational awareness among all m ­ embers
cific to the aircraft you fly. To a­ ssist with this, the involved in the operation. To maintain a high level
FlightSafety CRM model has been incorporated of collective situational a­wareness open, timely,
into this training guide. The model can be used as and accurate communication is ­required. In the
a guide or a refresher on how to incorporate CRM situational awareness model two-way arrows
principles into your day-to-day line operations. represent the two-way ­communication that must
This model is not intended to replace a formal- occur between the pilot flying and the pilot
ized course of CRM instruction, and attendance monitoring. Each pilot contributes to collective
at a CRM-specific course is highly recommended. situational awareness.

Figure 22-1. Situational Awareness in the Cockpit

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Circumstances will sometimes present clues hand, is a role that can be shared. Effective
that situational awareness is becoming i­ mpaired. leadership should focus on “what’s right,” not
These “behavioral markers” are listed under on “who’s right.”
clues to identifying loss of situational aware-
ness. As the number of these clues increases, the Leadership styles range from “autocratic” to
chance of losing situational awareness increases “laissez-faire.” An autocratic leadership style
as well. Maintaining situational awareness exercises a high degree of control and allows a
requires a constant state of vigilance. Compla- low degree of participation from team members
cency has often been the precursor to a loss of in reaching decisions. A laissez-faire leadership

22 CREW RESOURCE
situational awareness. style exercises a low degree of control and

MANAGEMENT
allows a high degree of participation from
team members. Effective leaders tend to be
COMMAND AND less extreme, relying on either authoritarian or
democratic leadership styles.
LEADERSHIP
There is no “ideal” or “best” leadership style. An
Command and leadership (Figure 22-2) are not immediate crisis might require fairly strict lead-
synonymous. The status “pilot in command” ership, to ensure stability and to reassure other
is designated by an organization. Command crewmembers, while other situations might be
responsibility cannot be shared with other handled more effectively by encouraging crew
crewmembers. Leadership, on the other participation in the decision-­making process.

Figure 22-2. Command and Leadership

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COMMUNICATION • The receiver transmits feedback to the

sender, acknowledging the message.
PROCESS • The receiver’s feedback may include an
additional message, confirming the intended
Communication is the most important tool corrective action, or instructing the sender
for maintaining situational awareness (Figure to continue monitoring the ­operational goal.
22-3). Effective communication requires the
ability to provide appropriate information, at Barriers to communication limit our ability to
the appropriate time, to the appropriate person. maintain situational awareness.
22 CREW RESOURCE

Communication may be verbal (aural) or written.

MANAGEMENT

Written communications in the cockpit include As illustrated on the Blue Card, internal (or
symbolic messages and indications that are personal) communication barriers can diminish our
electronically transmitted and displayed. perception of the need to communicate. An observer
who is distracted, for example, may fail to detect a
As illustrated on the CRM Blue Card, some change in the status of an operational goal. Internal
elements are common to most cockpit
­ barriers can also inhibit a sender’s willingness to
­communications: communicate, or affect a receiver’s acceptance and
• An event occurs, creating a need to com- interpretation of a transmitted message.
municate. The event may be a change in
the status of some operational goal, such as External communication barriers, such as
rate of descent. overcrowded radio frequencies, can interfere
with the sender’s ability to transmit a message or
• A sender observes the event. with the receiver’s ability to transmit feedback.
• The sender transmits a message to a Differences in language or dialect can also
receiver, conveying occurrence of the event. become external barriers to communication.

Figure 22-3. Communication Process

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CRM provides three techniques for overcoming FlightSafety recommends the decision-mak-
communication barriers: ing process illustrated on the second page of
the Blue Card. This continuous-loop process
• Inquiry—A technique for increasing your includes eight steps:
own situational awareness
• Advocacy—A technique for increasing 1. Recognize the need for a decision.
someone else’s awareness 2. Identify the problem and define it in terms
• Assertion—A technique for getting your of time and risk.
point across

22 CREW RESOURCE
3. Collect facts.

MANAGEMENT
4. Identify alternative responses to the need.
DECISION-MAKING 5. Weigh the impact of each alternative
PROCESS ­response.
6. Select a response.
Aeronautical decision making (ADM) provides
a systematic approach to risk assessment (Fig- 7. Implement that response.
ure 22-4). It is a tool you can use to select the
best response for a given set of circumstances. 8. Evaluate the effects of your response.

Figure 22-4. Decision-Making Process and Error Management

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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.

COMMUNICATION
22 CREW RESOURCE

TECHNIQUES: INQUIRY,
MANAGEMENT

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 c­ onclusion.

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WALKAROUND
WALKAROUND
The following section is a pictorial walkaround. It shows each item called
out in the exterior power-off preflight inspection.

The general photographs contain circled numbers that correspond to

specific steps displayed on the subsequent pages.

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PRELIMINARY EXTERIOR INSPECTION

4 5
3

2
WALKAROUND

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PRELIMINARY EXTERIOR INSPECTION

1. ENGINE COVERS (4)—REMOVE 4. MAIN BATTERY (TAILCONE)—CONNECTED

WALKAROUND
2. PITOT COVERS (3)—REMOVE 5. EXTERNAL POWER—DISCONNECT (FOR BAT-
TERY DISCONNECT CHECK IN COCKPIT/VABIN
INSPECTION.)

3. STATIC WICK COVERS (7)—REMOVE

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COCKPIT/CABIN INSPECTION

3a

3b
1b 2

4 3 13b

13d 1a 3c
5b
3e
5a 3d 13c

11
13a
WALKAROUND

9
18

17

14 15
16

10 5c
5d
8 5 6

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COCKPIT/CABIN INSPECTION

13

12

WALKAROUND
20
19

21

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COCKPIT/CABIN INSPECTION

1. DOCUMENTS, MANUALS, AND CHARTS—

CHECK ABOARD
3. CABIN—CHECK
a. T
 o be displayed in the airplane at all times:
(1) Airworthiness and Registration Certificates
(2) Transmitter Liscense(s)
WALKAROUND

1. DOCUMENTS, MANUALS, AND CHARTS—

CHECK ABOARD
b. To be carried in the airplane at all times: 3.a. EMERGENCY EXIT—SECURE/CLEAR/LOCK
(1) FAA Approved Airplane Flight Manual PIN REMOVED/COVER IN PLACE
(2) Garmin G3000 Cockpit Reference Guide
(3) Other applicable pilot’s manuals as required
in Section II, Operating Limitations or applicable
AFM Supplement

2. REQUIRED EQUIPMENT—ONBOARD 3.b. PASSENGER SEATS/BELTS—UPRIGHT/

AND SERVICED OUTBOARD/CONDITION

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COCKPIT/CABIN INSPECTION

3.c. LIFE VESTS (IF REQUIRED)—STOWED 4. PORTABLE FIRE EXTINGUISHER—SERVICED

AND SECURE

WALKAROUND
3.d. DOOR ENTRY LIGHTS—OFF 5. OXYGEN SYSTEM—CHECK

3.e. EXIT PLACARDS—SECURE 5.a. MASKS—TEST/100% SELECTED/

PROPERLY STOWED

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COCKPIT/CABIN INSPECTION

5.b. SMOKE GOGGLES (IF INSTALLED)—STOWED 6. INTERIOR MASTER SWITCH—NORMAL

WALKAROUND

5.c. OXYGEN CONTROL VALVE SELECTOR—

NORMAL

7. CIRCUIT BREAKERS—IN

5.d. MIC SELECT SWITCHES—HEADSET

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COCKPIT/CABIN INSPECTION

8. BATTERY DISCONNECT SWITCH—DISCONNECT 11. EXTERNAL POWER (IF DESIRED)—CONNECT

WALKAROUND
9. BATTERY SWITCH—ON (NO DISPLAYS POWERED) 12. PITOT STATIC HEAT SWITCHES—
ON - 30 SECONDS - OFF

10. BATTERY DISCONNECT SWITCH—

NORMAL (24 VOLTS MINIMUM)

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COCKPIT/CABIN INSPECTION

13.b. PASSENGER/SAFETY LIGHTS—ILLUMINATED

WALKAROUND

13. LIGHTS—ON/CHECK/OFF

13.c. EMERGENCY LIGHTS—ILLUMINATED

13.a. EXTERIOR LIGHTS—ILLUMINATED

13.d. GLARESHIELD ICE DETECT LIGHTS—

ILLUMINATED

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COCKPIT/CABIN INSPECTION

14. RAIN HANDLE—PUSHED IN 17. LANDING GEAR HANDLE—GEAR DOWN

(3 GREEN)

WALKAROUND
15. CONTROL LOCK—UNLOCKED 18. FUEL QUANTITY—AS REQUIRED/BALANCED

16. AUX GEAR CONTROL HANDLE—PUSHED IN 19. ELEVATOR TRIM—SET FOR TAKEOFF
(INDICATOR WITHIN TAKEOFF BAND)

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COCKPIT/CABIN INSPECTION

20. FLAP HANDLE—AGREES WITH FLAP POSITION 22. AILERON AND RUDDER TRIM—POSITION TRIM
TAB INDICATORS TO NEUTRAL
WALKAROUND

21. THROTTLES—OFF

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HOT ITEMS/LIGHTS

10

9
1
2

WALKAROUND
5
8

4
7 6
3

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HOT ITEMS/LIGHTS

3. LANDING LIGHTS—BOTH ON
(IF NOT OBSERVED FROM COCKPIT)

1. LEFT AND RIGHT STATIC PORTS—

WALKAROUND

CLEAR AND WARM

4. ANGLE-OF-ATTACK VANE/CASE—
FREE AND HOT

5. BEACON—ON AND FLASHING

(IF NOT OBSERVED FROM COCKPIT)
2. LEFT, RIGHT, AND STANDBY PITOT TUBES—
CLEAR AND HOT

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HOT ITEMS/LIGHTS

6. EMERGENCY EXIT LIGHTS—ON 9. LEFT WING INSPECTION, NAVIGATION AND

(IF NOT OBSERVED FROM COCKPIT) STROBE LIGHTS—ON
(IF NOT OBSERVED FROM COCKPIT)

WALKAROUND
7. RIGHT NAVIGATION AND STROBE LIGHTS—ON 10. LIGHTS AND BATTERY SWITCHES—OFF
(IF NOT OBSERVED FROM COCKPIT)

8. TAIL NAVIGATION LIGHT—ON

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LEFT NOSE

2
WALKAROUND

1. BAGGAGE DOOR—SECURE AND LOCKED 2. NOSE GEAR, DOORS, WHEEL, AND TIRE—
CONDITION AND SECURE

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RIGHT NOSE AND FORWARD FUSELAGE

2
5
1

WALKAROUND
11

10
8
9 7

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RIGHT NOSE AND FORWARD FUSELAGE

1. WINDSHIELD ALCOHOL RESERVOIR 4. POWER BRAKE ACCUMULATOR CHARGE—

SIGHT GAUGE—FLUID VISIBLE DARK GREEN ARC OR LIGHT GREEN ARC
WALKAROUND

2. GEAR AND BRAKE EMERGENCY PNEUMATIC 5. BRAKE FLUID RESERVOIR SIGHT GAUGES—
PRESSURE GAUGE—GREEN ARC FLUID VISIBLE

3. OXYGEN PRESSURE—VERIFY PER PLACARD 6. BAGGAGE DOOR—SECURE AND LOCKED

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RIGHT NOSE AND FORWARD FUSELAGE

7. SAT PROBE—CONDITION 10. LANDING LIGHT—CONDITION

WALKAROUND
8. OXYGEN BLOWOUT DISC—GREEN 11. TOP AND BOTTOM ANTENNAS—CONDITION
AND SECURE

9. OVERBOARD VENT LINES—CLEAR

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RIGHT WING/AFT FUSELAGE

6
4 5 8 9
7
13
12 11
10 1
2
3
WALKAROUND

17
14
16 15

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RIGHT WING/AFT FUSELAGE

1. WING LEADING EDGE VENT AND EXHAUST— 4. ENGINE AIR INLET—CLEAR

CLEAR

WALKAROUND
2. FUEL QUICK DRAINS—DRAIN AND 5. FUEL QUICK DRAINS—CHECK FOR BENT
CHECK FOR CONTAMINATION BLADES, NICKS, AND BLOCKAGE OF FAN
STATORS

3. MAIN GEAR DOOR, WHEEL, AND TIRE— 6. ENGINE TT2 PROBE—CONDITION

CONDITION AND SECURE

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RIGHT WING/AFT FUSELAGE

7. GENERATOR COOLING AIR INLET—CLEAR 10. STALL STRIP—CONDITION (NO NICKS OR DENTS)
AND SECURE
WALKAROUND

8. PYLON INLET—CLEAR 11. HEATED LEADING EDGE—CONDITION AND

EXHAUST CLEAR

9. EMERGENCY EXIT—SECURE 12. FUEL TANK VENT—CLEAR

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RIGHT WING/AFT FUSELAGE

13. FUEL FILLER CAP—SECURE 16. HYDRAULIC RESERVOIR—CHECK

WALKAROUND
14. STATIC WICKS—CHECK 17. AIR CONDITIONING EXHAUST, LOWER ANTENNA,
AND DRAINS—CONDITION AND CLEAR

15. AILERON, FLAP, AND SPEEDBRAKES—

CONDITION AND SECURE (MAKE SURE FLAP
POSITION MATCHES INDICATOR)

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RIGHT NACELLE

7
8
5

4
3
2
WALKAROUND

1. ENGINE ANTI-ICE EXHAUST—CLEAR 2. ENGINE FLUID DRAINS—CLEAR

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RIGHT NACELLE

3. GENERATOR COOLING AIR EXHAUST—CLEAR 6. FILLER CAP AND ACCESS DOOR—SECURE

WALKAROUND
4. OIL FILTER DIFFERENTIAL PRESSURE 7. ENGINE EXHAUST AND BYPASS DUCTS—
INDICATOR—NOT EXTENDED CONDITION AND CLEAR

5. OIL LEVEL—CHECK 8. PRECOOLER EXHAUST—CLEAR

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EMPENNAGE

1
2

3
WALKAROUND

7 6

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EMPENNAGE

1. RIGHT HORIZONTAL STABILIZER DEICE BOOT— 4. STATIC WICKS (RUDDER, BOTH ELEVATORS,
CONDITION AND TAILCONE)—CHECK

WALKAROUND
2. RIGHT HORIZONTAL STABILIZER, ELEVATOR, 5. VORTEX GENERATORS—CHECK (FIVE EACH
AND TRIM TAB—CONDITION AND POSITION SIDE OF VERTICAL STABILIZER)
(TRIM TAB IN TAKEOFF POSITION)

3. RUDDER AND TRIM TAB—SECURE 6. LEFT HORIZONTAL STABILIZER, ELEVATOR,

AND TRIM TAB—CONDITION AND POSITION
(TRIM TAB IN TAKEOFF POSITION)

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EMPENNAGE

7. LEFT HORIZONTAL STABILIZER DEICE BOOT—

CONDITION
WALKAROUND

AFT COMPARTMENT

2
4
3

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AFT COMPARTMENT

WALKAROUND
1. FIRE BOTTLE PRESSURE GAUGE— 2. JUNCTION BOX CIRCUIT BREAKERS—IN
CHECK PER PLACARD

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AFT COMPARTMENT

3. EQUIPMENT AND JUNCTION BOX ACCESS 6. AFT COMPARTMENT ACCESS DOOR—SECURE

DOORS—SECURE AND LOCKED
WALKAROUND

4. AFT COMPARTMENT BAGGAGE—SECURE 7. EXTERNAL POWER SERVICE DOOR—SECURE

5. AFT COMPARTMENT LIGHT—OFF 8. BATTERY COOLING INTAKE AND VENT LINES—

CLEAR

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LEFT NACELLE

2
1
5
8

4
7
3

WALKAROUND

1. PRECOOLER EXHAUST—CLEAR 2. ENGINE EXHAUST AND BYPASS DUCTS—

CONDITION AND CLEAR

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 CITATION CJ3+ PILOT TRAINING MANUAL

LEFT NACELLE

3. ENGINE FLUID DRAINS—CLEAR 6. FILLER CAP AND ACCESS DOOR—SECURE

WALKAROUND

4. GENERATOR COOLING AIR EXHAUST—CLEAR 7. OIL FILTER DIFFERENTIAL PRESSURE

INDICATOR—NOT EXTENDED

5. OIL LEVEL—CHECK 8. ENGINE ANTI-ICE EXHAUST—CLEAR

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LEFT WING

2
1

WALKAROUND
8
9
11 7
10

4
3
5
6
14
13
12

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 CITATION CJ3+ PILOT TRAINING MANUAL

LEFT WING

1. FLAP, SPEEDBRAKES, AILERON, AND TRIM 4. FUEL FILLER CAP—SECURE

TAB—CONDITION AND SECURE (MAKE SURE
FLAP POSITION MATCHES INDICATOR)
WALKAROUND

2. STATIC WICKS—CHECK 5. HEATED LEADING EDGE—CONDITION AND

EXHAUST CLEAR

3. FUEL TANK VENT—CLEAR 6. STALL STRIP—CONDITION (NO NICKS OR DENTS

AND SECURE

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LEFT WING

10. GENERATOR COOLING AIR INLET—CLEAR

7. ENGINE AIR INLET—CLEAR

WALKAROUND
8. ENGINE FAN DUCT AND FAN—CHECK FOR 11. PYLON INLET—CLEAR
BENT BLADES, NICKS, AND BLOCKAGE OF
FAN STATORS

9. ENGINE TT2 PROBE—CONDITION 12. MAIN GEAR DOOR, WHEEL, AND TIRE—
CONDITION AND SECURE

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 CITATION CJ3+ PILOT TRAINING MANUAL

LEFT WING

13. FUEL QUICK DRAINS—DRAIN AND CHECK FOR 14. WING LEADING EDGE VENT AND EXHAUST—
CONTAMINATION CLEAR
WALKAROUND

FUSELAGE LEFT SIDE

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FUSELAGE LEFT SIDE

1. WING INSPECTION LIGHT—CONDITION 3. CABIN DOOR SEALS (PRIMARY AND

SECONDARY)—CHECK FOR RIPS AND TEARS

WALKAROUND
2. LANDING LIGHT—CONDITION

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APPENDIX A
ANSWERS TO QUESTIONS
CHAPTER 2 CHAPTER 7 CHAPTER 11 CHAPTER 14
1. C 1. B 1. D 1. B
2. D 2. D 2. B 2. D
3. D 3. B 3. D 3. A
4. B 4. A 4. D 4. B
5. D 5. A 5. C 5. C
6. D 6. B 6. A 6. A
7. B 7. B 7. D 7. B
8. D 8. A 8. D 8. C
9. A 9. D 9. D 9. C
10. D 10. D 10. A 10. A
11. D 11. B 11. B
12. A CHAPTER 8 12. B 12. A
13. B 1. D 13. A 13. C
14. D 2. B 14. B 14. D
3. D 15. C
CHAPTER 3 4. C 16. A CHAPTER 15
1. A 5. A 17. B 1. B
2. D 6. A 18. D 2. C
3. D 3. A
CHAPTER 9 CHAPTER 12 4. B
CHAPTER 4 1. B 1. B 5. A
1. D 2. A 2. C 6. D
2. D 3. D 3. C 7. C
3. C 4. C 8. C
4. B CHAPTER 10 9. B
5. B 1. D CHAPTER 13 10. B
2. A 1. D 11. C
CHAPTER 5 3. B 2. C 12. A
1. D 4. C 3. B 13. C

APPENDIX A
2. B 5. A 4. A
3. C 6. B 5. D CHAPTER 17
4. C 7. D 6. A 1. C
5. A 8. D 7. B 2. D
6. A 9. D 8. D 3. A
7. B 10. B 4. B
8. B 11. C 5. A
9. D 6. D

Revision 0.2 FOR TRAINING PURPOSES ONLY APPA-1