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CITATION M2
PILOT TRAINING MANUAL

“The best safety device in any aircraft is a well-trained crew.”™ CITATION

M2
PILOT FlightSafety International, Inc.
TRAINING Marine Air Terminal, LaGuardia Airport
MANUAL Flushing, New York 11371
(718) 565-4100
FIRST [Link]
EDITION
Revision 0.0
 F O R T R A I N I N G P U R P O S E S O N LY

NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s Airplane Flight Manual, Pilot Manual, and Maintenance Manuals. It is
to be used for familiarization and training purposes only.

At the time of printing it contained then-current information. In the event of conflict between
data provided herein and that in publications issued by the manufacturer or the FAA, that
of the manufacturer or the FAA shall take precedence.

We at FlightSafety want you to have the best training possible. We welcome any sugges-
tions you might have for improving this manual or any other aspect of our training p
­ rogram.

F O R T R A I N I N G P U R P O S E S O N LY
Courses for the Citation M2 aircraft are taught at the following FlightSafety Learning Centers:

Wichita Cessna Learning Center

FlightSafety International
1851 Airport Road
Wichita, Kansas 67209
Phone: (316) 220-3100
Toll Free: (800) 488-3124
Fax: (316) 220-3134

Copyright © 2013 FlightSafety International, Inc.

Unauthorized reproduction or distribution is prohibited.
All rights reserved.
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Dates of issue for original and changed pages are:
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NOTE:
For printing purposes, revision numbers in footers occur at the bottom of every page that has
changed in any way (grammatical or typographical revisions, reflow of pages, and other
changes that do not necessarily affect the meaning of the manual).
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 SYSTEM
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 OXYGEN SYSTEM
Chapter 18 MANEUVERS AND PROCEDURES
Chapter 19 WEIGHT AND BALANCE
Chapter 20 FLIGHT PLANNING AND PERFORMANCE
Chapter 21 CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX A
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1 AIRCRAFT GENERAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
INTRODUCTION.................................................................................................................. 1-1
GENERAL................................................................................................................................1-1
STRUCTURES....................................................................................................................... 1-4
Nose Section.................................................................................................................... 1-4
Flight Compartment........................................................................................................ 1-4
Entrance Door and Emergency Exit................................................................................ 1-5
Cabin............................................................................................................................... 1-6
Wing................................................................................................................................ 1-6
TailCone Compartment................................................................................................... 1-6
Empennage...................................................................................................................... 1-7
SYSTEMS.............................................................................................................................. 1-7
Electrical System............................................................................................................. 1-7
Fuel System..................................................................................................................... 1-7
Engines............................................................................................................................ 1-7
TT2 Probes....................................................................................................................... 1-7
Hydraulic System............................................................................................................ 1-7
Flight Controls................................................................................................................. 1-7
Environmental Controls.................................................................................................. 1-8
Avionics........................................................................................................................... 1-8
LIMITATIONS........................................................................................................................ 1-9
EMERGENCY/ABNORMAL................................................................................................ 1-9

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ILLUSTRATIONS
Figure Title Page
1-1. M2 Exterior Dimensions......................................................................................... 1-2
1-2. Braking Taxi Turning Distance................................................................................ 1-3
1-3. Engine Hazard Areas............................................................................................... 1-3
1-4. M2 Exterior.............................................................................................................. 1-4
1-5. Nose Door................................................................................................................ 1-4
1-6. Entrance Door.......................................................................................................... 1-5
1-7. Emergency Exit Interior View................................................................................. 1-5
1-8. Wing Leading Edge................................................................................................. 1-6
1-9. Wing Trailing Edge.................................................................................................. 1-6
1-10. Tailcone Compartment............................................................................................. 1-6
1-11. Empennage.............................................................................................................. 1-7
1-12. GTC Overview......................................................................................................... 1-8

TABLES
Table Title Page
1-1. CAS MESSAGES.................................................................................................... 1-9

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1 AIRCRAFT GENERAL
CHAPTER 1
AIRCRAFT GENERAL

INTRODUCTION
This training manual provides a description of the major airframe and engine systems installed
in the Cessna M2. The information contained herein is intended only as an instructional aid. This
material does not supersede, nor is it meant to substitute for, any of the manufacturer’s mainte-
nance or flight manuals. The material presented has been prepared from current design data.
Chapter 1 covers the structural makeup of the aircraft and gives an overview of the systems.
A GTC section in this chapter gives a brief overview.

GENERAL
The Citation M2 is certified in accordance with ease of access to reduce maintenance requirements.
Part 23 Normal Category and Part 36 (noise). Low takeoff and landing speeds permit operation
Takeoff and landing performance and other special at small and unimproved airports. Medium bypass
condition certification requirements are equivalent turbofan engines contribute to overall operating
to Part 25. It combines systems simplicity with efficiency and performance.

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47 ft. 3 in. (14.39 m)

18 ft. 8 in. (5.70 m)

13 ft. 0 in.
(3.96 m)

13 ft. 11 in.
(4.24 m)

15 ft. 4 in. (4.67 m)

42 ft. 7 in. (12.98 m)

Figure 1-1.   M2 Exterior Dimensions

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1 AIRCRAFT GENERAL
WALL TO
WALL
66.71 FT
(20.33 M)

CURB TO
CURB
40.86 FT
(12.46 M)

16.44 FT
(5.01 M)
20.43 FT
(6.23 M)

Figure 1-2.   Braking Taxi Turning Distance

70 FEET
(20m)

20 FEET
(6m)
DISTANCE IN FEET

0 20 40 60 80 100 120 140 160

0 10 20 30 40 60

DISTANCE IN METERS

Figure 1-3.   Engine Hazard Areas

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Figure 1-4.   M2 Exterior

STRUCTURES the 12.9-cubic feet, 400-pound storage compart-

ment has two swing-up doors.
The Citation M2 is a pressurized low-wing mono-
The nose storage doors each incorporate a mechan-
plane. Two Williams FJ44-1AP-21 turbofan engines
ical lock. The door locking system operates a
are pylon- mounted on the rear fuselage.
microswitch in each key lock assembly, which is
connected to the NOSE DOOR OPEN L-R- CAS
Figure 1-1 shows a three-view drawing of the Cita-
message.
tion M2 containing the approximate exterior and
cabin dimensions. Figure 1-2 shows braking taxi
Ensure that the key is removed prior to flight to pre-
turning distance, and Figure 1-3 is a diagram of
vent possible ingestion of the key into an engine.
engine hazard areas.
A manual light switch is located in the compart-
NOSE SECTION ment. A microswitch, located at the left and right
storage door assembly, will extinguish the storage
The nose section is an unpressurized area contain- compartment light as the doors are closed if the
ing the avionics compartment, an equipment area, manual light switch is left on.
and a baggage storage area. The avionics area is
accessible through a removable radome, whereas A pneumatic actuator on each door holds the door
in the full open position until the door is closed.

The windshield alcohol and brake reservoirs, the

power brake accumulator, and a high pressure nitro-
gen bottle are all located behind the right aft bulk-
head of the nose storage compartment.

FLIGHT COMPARTMENT
Two complete crew stations are provided with dual
controls, including control columns, brakes, and
adjustable rudder pedals with fore, mid, and aft
detents. There are two fully adjustable seats with
Figure 1-5.   Nose Door five-point seat belts and shoulder harnesses.

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1 AIRCRAFT GENERAL
ENTRANCE DOOR AND
EMERGENCY EXIT
The entrance door is located on the forward left-
hand side of the fuselage. The entrance door opens
outboard and is held open by a mechanical “pull
to release” latch. The latch release is located in the
interior of the cabin on the forward edge of the door
opening, next to the light switch. This latch release
must be pulled before the door can be closed.

The entrance door is secured in the closed position

by 12 locking pins attached to a handle. The handle
linkage can be operated from the inside or outside
of the door. The exterior handle can be secured with
a key lock for security.

The lower forward door locking pin activates a

microswitch in the door warning light circuit that
illuminates the CABIN DOOR OPEN CAS mes-
sage whenever the door is not secured. The door
also incorporates five visual indicator windows in
the locking system to show closed and secured.
The lower forward locking pin depresses a plung-
er opening a valve to allow bleed air to inflate
the pneumatic cabin door seal. The door seal is
installed in the door perimeter to prevent cabin
pressure loss.
Figure 1-6.   Entrance Door
If the door seal loses inflation pressure, the
CABIN DOOR SEAL CAS message illuminates.
Cabin pressurization will not be lost because the
secondary seal (which is not inflatable) will hold
the cabin pressure.

An emergency exit is located on the aft right- hand

side of the cabin fuselage. It is a plug-type door
installation and has a provision for inserting a lock-
ing pin with red streamer to prevent unauthorized
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 air-
craft. The emergency exit door is not connected to
a door warning circuit. Figure 1-7.   Emergency Exit Interior View

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CABIN
The cabin extends from the forward to the aft
pressure bulkhead and measures approximately
18.9 feet in length, 4.9 feet in width, and 4.8 feet
in height.

A typical interior arrangement consists of four club

seats. Option 1 removes the cabinet behind the
copilot chair and installs a side-facing chair. There
is a toilet under the escape hatch with a 100-pound,
4-cubic foot cabin storage area. An option moves
the toilet to the left side of the fuselage abeam the
emergency exit door. It is a complete seat assem-
bly with seatbelt provided and extra passenger seat. Figure 1-9.   Wing Trailing Edge
This belted toilet seat eliminates the 100-pound
rear baggage storage area because nothing may be The leading edge of the wings are anti-iced by
placed on the right side under the emergency exit. engine bleed-air heat. Stall strips are attached to
the leading edge panels.
The cabin area is provided with dropout, constant-
flow oxygen masks for emergency use. The cabin
overhead panels contain individual air outlets and TAILCONE COMPARTMENT
seat lighting for passenger comfort. Indirect light-
ing for the cabin (optional) is provided by two rows The tailcone compartment is an unpressurized area
of fluorescent bulbs running the length of the cabin, and contains the major components of the hydrau-
controlled by a switch near the cabin entrance. lic, environmental, electrical distribution, flight
controls, and engine fire extinguishing systems.
A vortex generator is mounted under the generator Access is through an entrance door on the left-hand
cooling-air inlet on each engine cowl to reduce the side of the fuselage below the engine. This entrance
aft cabin sound level. door opens the tailcone baggage compartment. It
holds 325 pounds in 50 cubic feet of space.

WING The tailcone compartment door is secured at the

aft side by mechanical latches and a key lock and
The wing is a one-piece assembly, constructed of is hinged at the left forward edge.
aluminum. The design is a natural laminar flow
(NLF) airfoil that attaches to the bottom of the
fuselage. Each wing is a fuel tank. Hydraulically
actuated speedbrakes, flaps, and main landing gear
are attached to each wing.

Figure 1-8.   Wing Leading Edge Figure 1-10.   Tailcone Compartment

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1 AIRCRAFT GENERAL
A microswitch, operated by the key lock, is con- FUEL SYSTEM
nected to the AFT DOOR OPEN CAS message. A
light switch on the forward edge of the door open- The fuel system has two distinct, identical halves.
ing is powered from the hot battery bus and pro- Each wing tank stores and supplies the fuel to its
vides illumination of the tailcone area for preflight respective engine. Fuel transfer capability is pro-
inspection purposes. A microswitch installed in the vided. All controls and indicators are located in
door track will extinguish the light when the door the cockpit.
is closed if the manual switch is left on.
ENGINES
EMPENNAGE Two Williams FJ44-1AP-21 turbofan engines are
The empennage consists of a vertical stabilizer pylon-mounted on the rear fuselage, and each pro-
with high T-tail mounted horizontal stabilizers. duces 1,965 pounds thrust.
The leading edges of the horizontal stabilizers are
deiced by rubber boots. Ice protection, fire detection, and extinguishing
systems are incorporated. The engine pylons have
Five vortex generators are mounted on each side of ram-air inlets to provide cooling air to cabin air
the vertical fin just under the horizontal stabilizer, and windshield air heat exchangers located in the
positioned downward, one above the other, just in tailcone.
front of the rudder.
TT2 PROBES
Ice protection is provided to the wing leading edges
and pylon ram-air inlets by hot bleed air. Bleed air
is used for heating the nacelle and the generator
air inlets. The horizontal stabilizer is deiced by
inflatable boots. Engine bleed air can be discharged
through nozzles directed across the outer wind-
shields. Isopropyl alcohol is available to anti-ice
the left windshield in the event that bleed air is not
available. Electrical heaters anti-ice the pitot-static
systems, an angle-of-attack vane, and TT2’s.

HYDRAULIC SYSTEM
Engine-driven hydraulic pumps supply pressure for
Figure 1-11.   Empennage operation of the landing gear, speedbrakes and flaps
through an open center system. The main gear are
equipped with antiskid-controlled wheel brakes,
SYSTEMS operated hydraulically from a separate hydraulic
system. Pneumatic backup is available for landing
ELECTRICAL SYSTEM gear extension and braking.

The M2 is an all DC aircraft. The 28V DC buses

are supplied from two starter-generators. Engine FLIGHT CONTROLS
starting and secondary DC power is available from Primary flight control is accomplished through
either the battery or an external source. conventional cable-operated surfaces. Trimming is
provided by aileron, elevator, and rudder tabs. The
elevator trim is both mechanically and electrically
actuated. Hydraulically operated speedbrakes are

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installed on the upper and lower wing surfaces. The AVIONICS

flaps are hydraulic and are installed on the trailing
edges of the wing. Nosewheel steering is mechani- The standard factory-installed avionics package
cally controlled by the rudder pedals. includes weather radar, dual transponders with
altitude encoding, autopilot, and an integrated
EFIS flight director system. Communication is
ENVIRONMENTAL CONTROLS provided by two VHF transceivers. Navigation
Cabin pressurization utilizes bleed air from the equipment includes digitally tuned ADF, DME,
engines. The air entering the cabin is conditioned and two VOR/localizer/glide slope/marker beacon
by pylon ram scoop air and or vapor cycle A/C. receivers.
Cabin pressurization is controllable and the system
will maintain approximately 8,000 feet cabin alti- G3000 Touchscreen controller
tude at 41,000 feet cruise altitude. These pressures
are based on a maximum differential of 8.6 psi. The G3000 has two Touchscreen Controllers (GTC)
(Figure 1-11). The GTC is a pedestal-mounted user
In the event of excessive cabin altitude, supple- interface allowing for ease of data entry, MFD
mental oxygen is supplied by sweep-on masks in operation, and NAV/COM tuning. The touchscreen
the cockpit and through automatically deployed uses an infrared grid to determine the location of
dropout masks in the cabin. the finger touch and allows usage with gloves.
Many systems in the following chapters reference
these controllers.

GARMIN

COM1 MIC COM2 XPDR1

CNS BAR - Displays/controls COM, Audio &
Radios 118.200 2 130.575 ALT
NAV, XPDR, and ICS functions. 2
Intercom STBY STBY
122.205 MON 130.505 1200
Screen Title - Displays the title of Home

the current screen.

Map
Settings Traffic Weather TAWS

Direct To Flight Plan PROC Charts

Screen - Displays set of context
sensitive controls and data. Aircraft
Systems Checklist Services Utilities

Waypoint
CPDLC Info Nearest

Button Bar - Displays System level

buttons (e.g. HOME, MSG, Full/Half, MSG Full Label Bar - Displays labels to show
– Range + COM2 Freq
Scroll Up/Down, Back Enter) Push:Pan
Pilot COM2 Volume
Push:Squelch Push:1-2 Hold: 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 1-12.   GTC Overview

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1 AIRCRAFT GENERAL
LIMITATIONS Table 1-1.   CAS MESSAGES

AFT DOOR OPEN

For specific limitations, refer to the FAA-approved
AFM. DESCRIPTION Aft baggage door open.

INHIBITS EMER, LOPI, TOPI

EMERGENCY/ CABIN DOOR OPEN

ABNORMAL DESCRIPTION Cabin door is open.

INHIBITS EMER, LOPI, TOPI

For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or CABIN DOOR SEAL
FAA-approved AFM.
DESCRIPTION Door seal fault. This message is inhibited
if aircraft is on ground and cabin door is
open. This message is also inhibited if
both engines are not running while on
the ground.
INHIBITS EMER, LOPI, TOPI

NOSE DOOR OPEN L-R

DESCRIPTION Nose baggage door open.

INHIBITS EMER, LOPI, TOPI

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CHAPTER 2
ELECTRICAL POWER SYSTEM
CONTENTS
INTRODUCTION.................................................................................................................. 2-1

2 ELECTRICAL POWER
GENERAL................................................................................................................................2-1

SYSTEMS
DESCRIPTION....................................................................................................................... 2-2
COMPONENTS..................................................................................................................... 2-2
Batteries........................................................................................................................... 2-2
Starter-Generators........................................................................................................... 2-4
External Power Unit........................................................................................................ 2-4
Distribution...................................................................................................................... 2-5
System Protection............................................................................................................ 2-7
CONTROLS AND INDICATIONS........................................................................................ 2-8
Battery Switch ................................................................................................................ 2-8
Battery Disconnect Switch.............................................................................................. 2-8
Interior Master................................................................................................................. 2-9
Generator Switches......................................................................................................... 2-9
Engine Start Buttons ...................................................................................................... 2-9
Electrical System Indications........................................................................................ 2-10
OPERATION........................................................................................................................ 2-10
Preflight......................................................................................................................... 2-10
Starting (First Engine)................................................................................................... 2-10
Starting (Second Engine, Generator Assisted).............................................................. 2-11
Starting (In Flight)......................................................................................................... 2-11
Starting (Assisted by External Power Unit)................................................................... 2-11

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

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

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

SYSTEMS

LIMITATIONS...................................................................................................................... 2-13
EMERGENCY/ABNORMAL.............................................................................................. 2-13
QUESTIONS........................................................................................................................ 2-14

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ILLUSTRATIONS
Figure Title Page
2-1. Electrical Schematic................................................................................................ 2-3
2-2. Main and Auxiliary Batteries................................................................................... 2-3
2-3. Starter-generator...................................................................................................... 2-4

2 ELECTRICAL POWER
2-4. External Power Connection..................................................................................... 2-4

SYSTEMS
2-5. Aft J-Box................................................................................................................. 2-5
2-6. Pilot and Copilot side Circuit Panels....................................................................... 2-6
2-7. Electrical Panel........................................................................................................ 2-8
2-8. Battery Disconnect Switch...................................................................................... 2-9
2-9. Interior Master Switch............................................................................................. 2-9
2-10. Generator Switches.................................................................................................. 2-9
2-11. Engine Start Buttons.............................................................................................. 2-10
2-12. Electrical System Indications................................................................................ 2-10

TABLES
Table Title Page
2-1. GEN AMPS DISPLAY............................................................................................ 2-4
2-2. CAS MESSAGES.................................................................................................. 2-13

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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 M2 aircraft.
Included is information on the Direct Current (DC) system. The 28 VDC system consists of
electrical 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 AC power.

GENERAL
DC provides the principal electric power for the Normal power distribution is through the left and
Citation M2. Two engine-driven, DC starter/gen- right feed bus, located in the tailcone. Each bus
erators serve as the primary source to the system. feeds three cockpit buses which are tied together
A single generator is capable of supplying power by a crossfeed bus. This arrangement permits load
to all standard equipment installed on the aircraft sharing during normal operations. The crossfeed
except for the air conditioning compressor. The bus also allows for the entire system to be powered
batteries and external power serve as secondary during single-generator operations.
power supplies.

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During normal operations the hot battery bus and Cockpit panel controls allow the crew to directly
the emergency bus are tied into the electrical sys- manage the generation and distribution of electri-
tem. The buses may be disconnected from the cal power. Relays, circuit breakers, current limit-
system during abnormal operations allowing for ers and generator control units (GCUs) protect the
independent operation powered by the batteries or electrical system, and assist the crew in managing
external power. the supply and flow of electrical power.

On the ground, an EPU may be used to supply elec-

trical power to all buses.
COMPONENTS
2 ELECTRICAL POWER

Inverters convert DC power to AC providing 110

SYSTEMS

VAC power to the cockpit and cabin electrical out- BATTERIES

lets and any other subsystems requiring AC power.
The operation of the inverters are automatic requir- Main power is provided by a 42 amp/hour lead acid
ing no cockpit controls or indications. or a 44 amp/hour nickel-cadmium (NiCad) battery.

CAUTION
DESCRIPTION The NiCad battery is susceptible to (and
must be protected from) overheat due to
The M2’s electrical system primarily provides excessive charging or discharging. The
28-VDC power to operate most of the electrical aircraft battery is limited to three engine
devices throughout the aircraft. When an engine start cycles per hour.
is not operating, its starter-generator is used to
turn it for starting. Starting power may come from
the battery (with or without assist from the other A standby battery is a 5 amp/hour pack installed
starter-generator if its engine is already turning) in the nose of the aircraft. This provides power to
or from an EPU. the standby instruments after loss of the generators.

Normally, when both engines are operating, the An auxiliary battery is located in the nose of the
starter-generator in each engine provides 28-VDC aircraft and provides 16 amp/hour power.
power to the main bus system in the tailcone. This
bus system and its associated relays provide con- A battery-disconnect relay provides an electrical
nections and power management for the battery disconnect for both batteries during certain con-
and provide for connection to EPUs. This bus sys- ditions, including a battery overheat or stuck start
tem also allows either starter-generator to assist relay.
the other during starting and allows the two start-
er-generators to operate “in parallel” to share the The battery disconnect is controlled by the BAT-
electrical load evenly. TERY DISCONNECT switch located on the pilot’s
side console.
From the feed bus system in the tailcone, power
is distributed through circuit breakers in the tail- During an engine external power start, the battery is
cone directly to a few electrical devices in or near automatically separated from its ground by the bat-
the tailcone. However, more power is routed for- tery disconnect relay to prevent battery discharge
ward from the main buses through feeder cables during the EPU start cycle. An EPU start is not
to the cockpit buses. Three buses on each side of considered a battery start.
the cockpit (behind the CB panels) supply power
through the cockpit circuit breakers and panel con- A battery in good condition should supply power to
trols to most of the aircraft electrical devices. all buses for a minimum of 10 minutes with maxi-
mum load. If only the hot battery and emergency
Cockpit indicators (including voltmeter, ammeters) buses are powered, battery life should last for a
monitor electrical system status and performance. minimum of approximately 60 minutes.

2-2 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

100 AMP LMT

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

L FEED EXT. BUS R FEED EXT. BUS

2 ELECTRICAL POWER
75 AMP LMT
225 AMP LMT

SYSTEMS
L FEED BUS CROSSFEED BUS R FEED BUS
A NORMAL A

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

Figure 2-1.   Electrical Schematic

Figure 2-2.   Main and Auxiliary Batteries

FOR TRAINING PURPOSES ONLY 2-3

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Table 2-1.   GEN AMPS DISPLAY

IN AIR
COLOR ON GROUND DESCRIPTION
≤ 35K ft > 35K ft
Amber Dashes I < -5 I < -5 I < -5 Invalid
Green -5 ≤ I ≤ High Current -5 ≤ I ≤ 300 -5 ≤ I ≤ 250 Normal
I > 420
Black on Amber I > 315 for > 5 sec1 I > 300 I > 250 High Current
2 ELECTRICAL POWER

I > 210 for > 120 sec1

SYSTEMS

Amber Dashes I > 500 I > 500 I > 500 Invalid

I = Current

STARTER-GENERATORS DC power from the engine-driven generators dis-

tributes to two feed buses. The two feed buses are
Two engine-driven DC starter-generators, one on paralleled through two 225-amp current limiters
each engine accessory gearbox, are the primary connected to the crossfeed bus.
sources of electrical power and supply power to
all DC buses. Generator power routes from the crossfeed bus
through the battery relay (when it is closed) to the
The generators operate as electric motors for engine hot battery bus.
starting, then become generators at the completion
of the start cycle. Each generator system operates Normally (with the BATTERY switch set to ON),
independently and is in parallel except under fault generator power also routes from the crossfeed bus
conditions. through the emergency relay to power the emer-
gency bus. The battery and emergency relays are
Each generator is air-cooled, rated at 30 VDC, and operated by the BATTERY switch.
regulated to 28 VDC.

The generators share loads equally (within 10% of EXTERNAL POWER UNIT
the total load) during normal operation via a cross- An EPU can be connected to the airplane DC sys-
feed bus between the GCUs. tem through a receptacle in the fuselage on the
left tailcone. External power is routed through the
Generators can sustain 50% overload for 2 minutes. external power relay to the hot battery bus. The bat-
tery charges from the EPU regardless of the battery
switch position.

Figure 2-3.   Starter-generator
Figure 2-4.   External Power Connection

2-4 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Before connecting an EPU, ensure that the voltage DISTRIBUTION

of the EPU is regulated to 28–29 volts maximum,
with the amperage output between 800 and 1,100 Direct current is distributed throughout the airplane
amps. through 10 buses in two locations. The buses are in:

NOTE • Main junction box (aft J-Box)

Normal starter current draw is approx- • Cockpit buses (behind CB panels)
imately 1,000 amps at peak. EPUs
with variable maximum current shut- Main Junction Box (Aft J-Box)

2 ELECTRICAL POWER
off should be set to 1,100 amps. Use of
external power sources with voltage in The main junction box (Aft J-Box) in the tailcone

SYSTEMS
excess of 29 VDC or current in excess compartment contains:
of 1,100 amps may damage the starter.
• Left feed bus
• Right feed bus
CAUTION
• Crossfeed bus
Some EPUs do not have reverse current
protection. Rapid discharge and dam- • Hot battery bus
age to the battery can result if the unit It also contains current limiters connected to these
is turned off while connected to the air- buses, and circuit breakers for devices powered
plane. Always disconnect the EPU from directly from these buses.
the airplane when not in use.

Connecting an external power source energizes the

external power relay, connecting the external power
source to the hot battery bus. Placing the battery
switch to the BATT position energizes the battery
relay, allowing external power to be connected to
the crossfeed bus, emergency bus, and the left and
right feed buses.

The external power relay is deenergized to remove

external power from the hot battery bus when either
generator power relay is closed. This is to prevent
the airplane generators and the EPU from applying
power to the airplane buses simultaneously. Figure 2-5.   Aft J-Box

CAUTION Feed Buses (Left and Right)

If the battery is charged using external Each generator (left and right) normally supplies
power, it must be monitored. A battery power through its respective power relay to its
fault or external power fault may cause respective feed bus (left or right). The left and right
the battery to overheat. feed buses are tied together through the crossfeed
bus. They may also receive power from the battery
or (through a receptacle) from an EPU.

FOR TRAINING PURPOSES ONLY 2-5

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Crossfeed Bus Cockpit Distribution and

The crossfeed bus functions solely as a bus tie con- CB Panels
necting the hot battery bus, the emergency bus, and From each feed bus in the tailcone, three lines
the two feed buses into one integral system. route forward to the three buses behind the cor-
responding CB panel in the cockpit: Left (pilot)
Hot Battery Bus CB panel, or right (copilot) CB panel. From these
The hot battery bus connects directly to the battery buses, power distributes through the circuit break-
at all times. It powers the: ers and controls in the cockpit to electrical devices
2 ELECTRICAL POWER

throughout the aircraft. The three buses on each

• Lights side are:
SYSTEMS

°° Nose compartment light • Feed extension bus

°° Cabin entry door light and EXIT sign • Crossover bus
°° Emergency exit door light and EXIT sign • Emergency bus (on the right CB panel) or
emergency branch bus (left CB panel)
°° Two right wing walkway lights
°° Aft baggage compartment light Feed Extension Buses
• Four Voltmeters: From each feed bus in the tailcone, a feed extension
bus in the cockpit distributes power to electrical
°° MAIN BATT devices through circuit breakers and controls in the
cockpit. The left and right feed extension buses are
°° AUX BATT behind the pilot and copilot CB panels respectively.
°° L GEN
°° R GEN Crossover Buses
• ELT—If it is activated by the G-impact In order to permit logical grouping of circuit break-
switch, it may be deactivated by placing the ers (e.g. L and R IGNITION together on the same
switch to ON for 1 second and then rese- CB panel), some circuit breakers connect from the
lecting ARM. right or left feed extension bus to the opposite CB
panel through the right and left crossover buses.
The hot battery bus is always connected when the
battery is physically connected. It may receive
power from an EPU and, during normal operation,
is powered from one or both generators.

ENGINE INSTRUMENTS ENVIRONMENTAL ENGINE-FUEL AVIONICS ENGINE INSTRUMENTS

L L L ENGINE NORM EMER L FUEL L FW L L NAV R FUEL R R OIL ENGINE
OIL PRESS FUEL FLOW FUEL QTY INTER 1 PRESS PRESS CONTROL L BOOST SUTOFF FIRE DET IGNITION AUDIO/MKR 1 COMM 1 XPDR 1 IAU 1 PA AMP TCAS QTY FUEL FLOW PRESS INTER 2

5 5 5 5 5 5 5 15 7.5 5 7.5 5 7.5 5 5 5 5 5 5 5 5

ANTI-ICE MISC INSTRUMENTS
L PITOT L W/S BLEED W/S STBY BATT DEFOG FRESH AIR R FUEL R FW R R NAV
STATIC ENGINE AOA HTR AIR TEMP BLEED AIR CHARGE FAN FAN TEMP CONTROL R BOOST SHUTOFF FIRE DET IGNITION AUDIO/MKR 2 COMM 2 XPDR 2 IAU 2 RADAR MFD RAD ALT DME 1

15 5 15 5 5 15 5 10 5 5 15 7.5 5 7.5 5 7.5 5 5 5 5 5 5

WARNING
R PITOT R TAIL W/S STBY PITOT STBY FLT AFT EVAP FWD EVAP BATTERY LANDING L TOUCH L DISPLAY POWERED
STATIC ENGINE DEICE ALCOHOL STATIC DISPLAY FLT/HR AIR COND FAN FAN TEMP WARN LTS 1 WARN LTS 2 GEAR ADC 1 AHRS 1 AFCS CONTROL CONTROL L PFD DCU 1 HEADSETS

5 5 5 5 15 5 5 5 15 20 5 5 5 5 5 5 5 5 5 5 5 5
LIGHTS SYSTEMS
L ANG OF SPEED BRAKE AFCS R TOUCH R DISPLAY R
START PANELS ATTACK PITCH TRIM BRAKE SYSTEM ADC 2 AHRS 2 CONTROL CONTROL CONTROL R PFD DCU 2 WARN START

L BUS R BUS
7.5 NO.1 NO.2 NO.3
5 5 5 5 20 5 5 5 5 5 5 5 5 NO.1 NO.2 NO.3
7.5

R CB
PANEL
75 75 75 FLOOD MAP
EQUIP
COOL
FLAP
CONTROL
HYD
CONTROL
GEAR
CONTROL
SKID
CONTROL
75 75 75 L CB
PANEL

35 5 5 5 5 5 5 5 35

Figure 2-6.   Pilot and Copilot side Circuit Panels

2-6 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Emergency Bus and Emergency This illuminates the corresponding GENERATOR

Branch Bus OFF L-R CAS message.
The emergency bus is on the right CB panel and When the GCU senses an internal feeder fault
a circuit extension connects it to the emergency (short circuit) or overvoltage, the field relay opens.
branch bus on the left CB panel. In the event of The field relay also opens when an engine fire light
failure of both generators, setting the battery switch is activated.
to EMER isolates battery power to only mini-
mum essential items of the hot battery bus and the A reverse current (10% of total load) or undervolt-

2 ELECTRICAL POWER
emergency buses. The auxiliary battery will assist age opens only the power relay, removing the gen-
with this. Switching to EMER as soon as possible erator from the system but leaving the field relay

SYSTEMS
(within the first few minutes after dual generator closed and the generator output at 29 VDC or lower.
failure) may extend the time that the batteries pro-
vides useful power.
Circuit Breakers and Current
AC Power Subsystems Limiters
Each DC feed bus (left and right) in the tailcone
Cabin Outlets (110 VAC) and Inverter connects through three parallel feeder cables to
An inverter is installed as standard equipment on the three feed extension buses on the respective
the M2. It supplies 110V AC to one or more stan- cockpit CB panel (left or right). Each feeder cable
dard wall outlets and can supply up to 500 Watts is protected by a 75-amp cockpit circuit breaker on
of power. Wall outlets are typically located in the one end, and on the other end by an 80-amp current
co-pilot’s cockpit sidewall and/or cabin sidewall limiter on the aft J-Box in the tailcone.
adjacent to the pullout table(s) in front of selected
seat locations. A 35-ampere current limiter located A 35-amp circuit breaker on each feed extension
in the aft junction box protects the system. A switch bus provides protection between the extension bus
located in the wall outlet turns the inverter on when and the corresponding crossover bus on the oppo-
a plug is inserted into the wall outlet and off when site CB panel. Various other circuit breakers on the
the plug is removed. feed buses in the tailcone protect against overload.

An optional inverter supplies 110 or 230 VAC to

one or more standard wall outlets and can supply Relays and Engine Starting
up to 1200 Watts of power. The system is protected Normal starter current draw reaches approximately
by a 60-ampere current limiter located in the aft 1,000 amps during starting. Engine starting current
junction box. flows from the generator and the battery through
the two starter relays and the hot battery bus to the
respective engine starter. During generator-assisted
SYSTEM PROTECTION second-engine starts, the battery relay opens to pre-
vent high current flow from the crossfeed bus to the
Generator Control Units hot battery bus, and protects the 225-amp current
Two GCUs regulate, parallel, and protect the gen- limiters. A blown 225-amp current limiter would
erators. Each unit controls a power relay, which split the feed buses, preventing generator parallel-
connects the generator to its feed bus. The GCU ing after the start.
permits the power relay to close when the cockpit
generator switch is in GEN and the generator out- During engine starts using an EPU, the battery dis-
put equals system voltage within 0.5 volts. connect relay opens to protect the battery.

A field relay in the GCU allows or prevents field For EPU starts, pressing the starter button first
excitation within the generator. When open, the opens the battery disconnect relay to prevent bat-
field relay deprives the associated power relay of tery cycles, then closes the start relay.
its ground, which causes the power relay to open.

FOR TRAINING PURPOSES ONLY 2-7

 CE-525 CITATION M2 PILOT TRAINING MANUAL

If EPU voltage is excessive, an overvoltage sen-

sor opens the external power relay to protect the
electrical system.
ELECTRICAL POWER
L GEN BATTERY R GEN
After engine start and the respective engine gen- ON ON ON
erator is placed online, the EPU disconnects auto-
matically (external power relay opens). Engine O O
generators have priority over the EPU. F F
F F
2 ELECTRICAL POWER

External Power Unit Safety RESET EMER RESET

Procedures
SYSTEMS

There is no reverse-current protection between the STBY FLT

hot battery bus and the EPU. If the external power EMER LIGHTS DISPLAY DISPATCH
ARMED ON ON
relay opens due to high voltage and then EPU volt-
age returns to normal voltage, the EPU must be O
manually disconnected and reconnected to allow F
the external power relay to close. Disconnect the F
EPU from the airplane when not in use.
ON TEST OFF

CONTROLS AND
INDICATIONS
Control of DC power is maintained with a battery Figure 2-7.   Electrical Panel
switch and two generator switches.
EMER
BATTERY SWITCH In the EMER position, only the emergency relay
is energized, connecting the emergency bus to the
The battery switch is on the ELECTRICAL hot battery bus. The two buses are powered by the
POWER switch panel on the left pilot panel. It batteries or external power. When external power
has three positions: ON, OFF, and EMER. is not applied to the airplane and the generators
are online, placing the battery switch in EMER or
ON OFF isolates the batteries from any charging source
without a loss of power to any bus.
The battery switch in the ON position closes the
battery relay, completing a circuit to the crossfeed
bus. The emergency relay is deenergized while the BATTERY DISCONNECT
battery relay is in the ON position and completes SWITCH
a circuit to the emergency bus from the crossfeed
bus. A guarded red battery disconnect switch is above
the pilot armrest behind the oxygen control selec-
tor. It disconnects the battery ground of both bat-
OFF teries from ground and is used only for abnormal
If the battery switch is in the OFF position, the hot operations involving a stuck start relay or battery
battery bus is isolated from all other buses in the overtemperature. Activating this switch uses bat-
system and the emergency bus is connected to the tery power to open the battery disconnect relay,
crossfeed bus. which is on the ground side of the battery.

2-8 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

DISCONNECT GENERATOR SWITCHES

The left and right generator switches (L GEN and
R GEN) are on the ELECTRICAL POWER switch
panel on the left pilot panel. Each switch has three
positions: ON, OFF, and RESET.
NORMAL
BATTERY ELECTRICAL POWER
L GEN BATTERY R GEN

2 ELECTRICAL POWER
ON ON ON
Figure 2-8.   Battery Disconnect Switch
O O

SYSTEMS
F F
NOTE F F
For this switch to operate, the battery RESET EMER RESET
switch must be in the BATT position.
Figure 2-10.   Generator Switches
STBY FLT
If the battery ground is open, the battery cannot EMER LIGHTS DISPLAY DISPATCH
ARMED ON ON
supply electrical power to the airplane and the bat- ON
tery cannot be charged by the generators. Placing the switchOF to ON allows the GCU to close
the power relay andF connects the generator to its
CAUTION feed bus. The ammeter indicates the generator out-
ON
put to the feed buses. TEST OFF
Do not activate the battery disconnect
switch for an extended period. The bat-
tery disconnect relay draws low current OFF
from the battery until the battery is dis- With the switch in the OFF position, the power
charged. After the battery is discharged, relay opens and the ammeter shows no generator
the disconnect relay closes resulting in load to the feed buses.
the battery receiving a high charge rate
and a probable overheat condition. RESET
Placing the switch in the spring-loaded RESET
INTERIOR MASTER position closes the generator field relay if it has
opened and no fault exists.
An INTERIOR MASTER switch is in the cockpit
next to the oxygen control valve. When the switch
is moved from NORMAL to OFF, the master inte- ENGINE START BUTTONS
rior relay is opened, which shuts off all electrical The L and R ENGINE START buttons are located
power in the cabin. on the lower central pedestal. Each switch activates
a circuit to close the associated start relay and allow
OFF starting 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
NORMAL will also illuminate the START-DISENG button
INTERIOR MASTER located between the L and R starter buttons. Press-
ing this button should open the start circuit if man-
Figure 2-9.   Interior Master Switch ual termination of the start sequence is desired or
the starter does not automatically disengage.

FOR TRAINING PURPOSES ONLY 2-9

 CE-525 CITATION M2 PILOT TRAINING MANUAL

ENGINE START ELECTRICAL

L DISENGAGE R MAIN BATT AUX BATT
29 VOLTS 29
0 AMPS 0
START- 15 TEMP °C
DISENG L GEN R GEN
29 VOLTS 29
2 ELECTRICAL POWER

Figure 2-11.   Engine Start Buttons 85 AMPS 85

SYSTEMS

ELECTRICAL SYSTEM Figure 2-12.   Electrical System Indications

INDICATIONS
OPERATION
The electrical system indications are displayed on
the lower portion of the EIS. The indications pro-
vided include voltage and amperage (current) for PREFLIGHT
the Main Battery, Aux Battery and Generators. During preflight, reconnect the battery before the
Main Battery temperature is also displayed. The interior preflight. During the interior preflight,
digits on the display will change colors based on the generator switches should be placed to GEN
their value relative to the applicable limits. if a battery start is intended or to OFF if external
power is to be used. The battery switch should be
Main Battery placed to BATT and the voltmeter checked for 24
volts minimum.
The main battery voltage is based on the voltage
from the battery bus. Main battery voltage is always After checking lights and pitot heat, the battery
displayed. Voltages between -3 and 0 are displayed switch should be turned to OFF. During the exterior
as 0. The main battery current is always displayed preflight, the battery should be visually checked
unless invalid. The digital battery temperature is for signs of deterioration or corrosion. External
displayed with normal power is available, and is power should not be connected until these checks
inhibited during emergency power operation. are complete.

Auxilliary Battery STARTING (FIRST ENGINE)

The auxiliary battery provides power to the system Before starting the engines, the generator switches
during engine start. The auxiliary battery tempera- should be rechecked for proper position and bat-
ture is not monitored. Voltages between -3 and 0 tery voltage verified. The battery switch should be
are displayed as 0. Auxiliary battery currents are in the ON position.
always displayed unless invalid.
Depressing the L or R ENGINE START button:
DC Generator • Closes the respective start relay
The left and right generator voltages are displayed
below the battery temperature. The generator val- • Energizes the electric fuel boost pump
ues are based on the voltage from the DC genera- • Arms, but not activates, the ignition
tor bus. Voltages greater than 35 or less than -3
are considered invalid and are displayed as amber Closure of the start relay (indicated by illumination
dashes (- -). Voltages between -3 and 0 are dis- of the start button white light) connects hot battery
played as 0. bus power to the starter for engine rotation.

2-10 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

• The throttle is moved from OFF to IDLE. When one generator power relay is closed and the
• Fuel flows to the fuel slinger and start nozzle. other is energized as a starter (generator-assist
start) the battery disable relay causes the battery
• Ignition is activated by the FADEC. relay to open between the crossfeed bus and the
• IGN appears on the MFD next to the N2 hot battery bus in order to protect the 225-amp
value, indicating current to one or both current limiters.
exciter boxes.
Within 10 seconds, combustion should occur as STARTING (IN FLIGHT)
evidenced by rising ITT.

2 ELECTRICAL POWER
An engine start accomplished in flight using the
CAUTION start button is a battery start only. In flight, the

SYSTEMS
squat switch disables generator-assist capability.
If automatic ignition does not occur dur- Only the associated start relay closes, the boost
ing start and the ignition circuit breaker pump on that side activates and ignition circuit to
is pulled, do not attempt to reset the cir- that engine arms.
cuit breaker until after an aborted start.
The only difference between this in-flight start and
one accomplished on the ground with one genera-
As the engine accelerates through 45% (N2): tor online, is that the start relay on the same side as
• The GCU starter speed sensor automatically the operating generator does not close.
terminates the start sequence.
• The electric boost pump is deenergized. In flight, left squat switch logic isolates the start
circuit from the operating generator, preventing a
• The start relay opens. generator-assisted start. The protection circuit for
At 45% N2: the 225-amp current limiters is the same as previ-
• The GEN speed sensor terminates the start ously described.
sequence.
• The engine accelerates to idle rpm of 53.4% STARTING (ASSISTED BY
(53.4 ± 2.5%) N2. EXTERNAL POWER UNIT)
• The starter-generator reverts to generator
operation. An EPU may also be used for engine starts. How-
ever, prior to use, the unit should be checked for
After start termination, the generator output equals voltage regulation (28 to 29 volts maximum) and
or exceeds system voltage and the GCU closes the an availability of 800 to 1,100 amp maximum.
power relay after start termination.
When external power starts are planned, the gen-
STARTING (SECOND ENGINE, erator switches should remain in the OFF position
until external power has been removed from the
GENERATOR ASSISTED) airplane. Otherwise, when the first generator comes
During the second engine start on the ground, the online, the external power relay opens and the EPU
operating generator assists the battery in providing is automatically disconnected from the hot battery
current to the starter. The operating engine must be bus. The second engine start becomes a generator-
at idle rpm. When the remaining ENGINE START assisted start.
button is activated:

• The electric boost pump is energized.

• Ignition is armed.
• Both start relays close (the light in each
starter button illuminates).

FOR TRAINING PURPOSES ONLY 2-11

 CE-525 CITATION M2 PILOT TRAINING MANUAL

EMERGENCY/ An open field relay could be caused by a feeder

fault (short circuit), overvoltage, or by actuation
ABNORMAL SITUATIONS of the engine fire switch. There would be no volts
registered on the voltmeter.
BATTERY OVERHEAT A tripped field relay is indicated by near zero volt-
Battery overheat can result from an excessive rate age; it may be possible to reset the generator.
of charge or discharge, or internal battery damage.
The greatest damage from a battery overheat is the An undervoltage or reverse-current causes the
2 ELECTRICAL POWER

possibility of thermal runaway, in which internal GCU to open the power relay. Volts would be reg-
failures cause the heat to continue increasing out istered on the voltmeter but there would be no
SYSTEMS

of control. current.

NOTE Loss of a single generator is annunciated by a

GENERATOR OFF L-R CAS and steady MAS-
Battery overheat is possible with both TER CAUTION lights. Loss of both generators in
NiCad and lead-acid batteries. Ther- the air is annunciated with GENERATOR OFF L-R
mal runaway is possible with a NiCad CAS, a steady MASTER CAUTION, and flashing
battery. red MASTER WARNING lights.

A battery overtemperature warning system warns If unable to restore either generator, the red GEN-
the pilot of abnormally high battery temperatures. ERATOR OFF L and L checklist in the AFM,
Refer to the appropriate checklist. Emergency Procedures, directs the pilot to place
the battery switch to EMER. In this situation, the
Selecting the BATTERY DISCONNECT switch following items are powered:
to DISCONNECT opens the battery disconnect
relay. This action stops generator current flow into • Emergency bus items
the battery and allows the battery to cool down. • The electronic standby instrument system
(ESIS)
START TERMINATION
AFT J-BOX CIRCUIT FAILURES
If the speed-sensing switch fails to terminate the
engine start sequence, the START DISENG button Failure of a 225-amp current limiter can be detect-
is depressed to terminate the start sequence. If the ed by the J-BOX LIMITER OPEN CAS message
L and/or R ENGINE START light remains illumi- and during the generator check, which is accom-
nated, refer to appropriate Emergency Procedures plished after engine start.
Checklist. The start relay may be welded closed.
When one generator switch is set to OFF, the other
generator should pick up the entire system load as
GENERATOR PROBLEMS indicated on the respective ammeter. If this does
not occur, a failed current limiter could be the
Monitoring the ammeters may provide an indica-
cause.
tion of impending generator problems. If amp indi-
cations are different by more than 10% of the total
When the generator on the side with the failed lim-
load, this may indicate that the generators are not
iter is selected to OFF, the buses on that side lose
operating paralleled.
power. This is detected by observing the engine
instruments. The airplane should not be dispatched
When a GENERATOR OFF L-R CAS illumi-
in this condition. If a 225-amp current limiter has
nates, a check of the voltmeter indicates whether
failed prior to ground start, neither engine can be
the field relay or only the power relay has opened.
started until the limiter is replaced.

2-12 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

The J-BOX REMOTE CB TRIP CAS message Table 2-2.   CAS MESSAGES

indicates the left or right start circuit breaker on the
aft J-Box has opened. This deenergizes the starting GENERATOR OFF L-R
PC board and engine start is not possible.
DESCRIPTION This message is active if both generator
contactors are open AND the airplane is
EMERGENCY POWER in the air. This message has a 3 second
debounce before displaying.
With the battery switch in EMER, emergency DC
INHIBITS EMER, LOPI, ON GROUND
power is supplied from the hot battery bus through

2 ELECTRICAL POWER
the emergency power relay to the emergency bus
GENERATOR OFF L-R
circuit breakers on each cockpit CB panel.

SYSTEMS
DESCRIPTION This message indicates the loss of a
With the battery switch in ON, generator power is single generator. This message is inhib-
supplied through the battery relay from the cross- ited when the same side start contactor
feed bus to the hot battery bus and charges the is closed and has a 3 second debounce
battery. The emergency bus is powered from the before displaying.
crossfeed bus while the battery switch is in either INHIBITS EMER, ESDI, LOPI, TOPI
ON or OFF.
J-BOX LIMITER OPEN
Power is available to emergency bus items for a
minimum of 60 minutes from normally charged DESCRIPTION This message indicates a failure of a
batteries with the generators OFF and the battery 225-amp current limiter.
switch in EMER. INHIBITS EMER, LOPI, TOPI

In the event of loss of normal DC power and select- J-BOX REMOTE CB TRIP
ing EMER with the battery switch, communica-
tions can be maintained in the COMM 1 transmit DESCRIPTION This message indicates the left or right
and receive position with the speaker system or start circuit breaker on the aft J-Box has
headphones. opened.
INHIBITS EMER, LOPI, TOPI

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.

FOR TRAINING PURPOSES ONLY 2-13

 CE-525 CITATION M2 PILOT TRAINING MANUAL

QUESTIONS
1. A good battery supplies power to the hot battery 7. The light in each engine start button illumi-
bus and the emergency bus for approximately: nates to indicate:
A. 2 hours. A. Starting is complete.
B. 30 minutes. B. Opening of the start relay.
C. 1 hour. C. Closing of the start relay.
D. 10 minutes. D. Generator disconnect.
2 ELECTRICAL POWER

2. The crossfeed bus serves as: 8. The generator field relay opens when:
SYSTEMS

A. A power-off DC source. A. An internal feeder fault is sensed.

B. An emergency power source. B. An overvoltage condition is sensed.
C. An extension bus. C. An ENG FIRE switch is activated.
D. A generator tie bus. D. All of the above.

3. In flight with the generators online, the bat- 9. If a battery start is intended, the generator
tery isolates from any charging source when switches should be placed to:
the battery switch is in: A. OFF.
A. OFF. B. GEN.
B. ON. C. RESET.
C. EMER. D. ON.
D. Both A and C.
10. With the battery as the only source of power
4. If manual termination of a start sequence is and the battery switch in the OFF position, the
desired, the switch to press is: bus(es) powered are:
A. ENGINE START. A. Crossfeed bus and hot battery bus.
B. START DISENG. B. Hot battery bus.
C. L START. C. Emergency bus and crossfeed bus.
D. R START. D. Emergency bus, crossfeed bus, and
hot battery bus.
5. The voltage read on the voltmeter with the
selector switch in ON is sensed from the: 11. With the battery as the only source of power
A. Crossfeed bus. and the battery switch in the EMER position,
B. Left feed bus. the following bus(es) are powered:
C. Hot battery bus. A. Crossfeed bus and hot battery bus.
D. Right feed bus. B. Emergency bus, crossfeed bus, and hot
battery bus.
6. If the generators are not operating, the volt- C. Emergency bus only.
meter reads battery voltage when the battery D. Emergency bus and hot battery bus.
switch is in:
A. OFF.
B. ON.
C. EMER.
D. B and C.

2-14 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

12. With the battery as the only source of power 16. The most correct statement is:
and the battery switch in the ON position, the A. The illumination of the engine START
following condition exists: DISENG button is a function of the panel
A. All DC buses are powered for 10 minutes. lights control night-dim switch.
B. All buses except the emergency bus are B. The generator switches are placed in the
powered. OFF position for an EPU start.
C. Only the left and right main DC buses are C. On the ground, failed left 225-amp cur-
powered. rent limiter prevents starting of the second

2 ELECTRICAL POWER
D. Only the battery, emergency, and hot engine.
battery buses receive power. D. All of the above.

SYSTEMS
13. The primary item that receives power directly 17. With the electrical system operating normal-
from the hot battery bus is: ly (both generators on line with the battery
A. Seat belt sign. switch in ON):
B. Nose baggage compartment light. A. The GCUs serve to automatically regulate,
C. Right pitot-static heater. parallel, and protect the generators.
D. Audio 1 and Audio 2. B. The battery supplies power to the hot bat-
tery and emergency buses.
14. In flight, an engine start accomplished with the C. Each generator supplies power to the
start button (not a windmilling start): equipment on its respective feed and feed
extension buses.
A. Is a generator-assist start to prevent exces-
D. The voltage of the battery and generators
sive battery drain.
may be read by momentarily selecting the
B. Is not possible; only windmilling air starts desired position with the voltage selector
are possible. switch.
C. Is a battery start as the generator assist is
disabled in flight to protect the operating 18. Placing the battery switch in EMER with the
generator. generators on the line:
D. Must be manually terminated by the starter
A. Causes loss of power to the emergency bus
disengage button.
since the generators are on the line.
B. Powers the emergency bus with the battery.
15. Regarding the engine starting sequence (bat-
tery start on the ground): C. Still provides charging power to the
battery.
A. It is normally terminated by the pilot with
D. Should result in the battery voltage remain-
the START DISENG button.
ing at 28.0 volts.
B. The boost pumps and ignition switches
must both be in the ON position before
19. The battery disconnect switch is used for:
the start button is depressed.
C. A minimum of 57% N2 is required on the A. Disconnecting a stuck start relay after
operating engine prior to starting the sec- engine start.
ond engine. B. Disconnecting a stuck battery relay during
D. It is terminated normally by the a battery overtemperature condition.
45% N2 speed-sensing switch on the C. Testing proper functionality of a battery
starter-generator. disconnect relay.
D. All of the above.

FOR TRAINING PURPOSES ONLY 2-15

 CE-525 CITATION M2 PILOT TRAINING MANUAL
2 ELECTRICAL POWER
SYSTEMS

INTENTIONALLY LEFT BLANK

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

CHAPTER 3
LIGHTING
CONTENTS
INTRODUCTION.................................................................................................................. 3-1
GENERAL................................................................................................................................3-1
INTERIOR LIGHTING.......................................................................................................... 3-2
Description...................................................................................................................... 3-2
Cockpit Lighting............................................................................................................. 3-2
Cabin Lighting................................................................................................................. 3-3
Emergency Lighting........................................................................................................ 3-4
Baggage Compartment Lighting..................................................................................... 3-5

3 LIGHTING
EXTERIOR LIGHTING......................................................................................................... 3-5
Description...................................................................................................................... 3-5
CONTROLS............................................................................................................................ 3-5
Navigation Lights............................................................................................................ 3-6
Anticollision Lights......................................................................................................... 3-6
Beacon Light................................................................................................................... 3-6
Landing/Recognition/Taxi
Lights........................................................................................................................... 3-7
Wing Inspection Light..................................................................................................... 3-7
Tail Floodlights................................................................................................................ 3-7
Automatic Pulse Light System........................................................................................ 3-7
Emergency Egress Lighting............................................................................................ 3-8
LIMITATIONS........................................................................................................................ 3-8
EMERGENCY/ABNORMAL................................................................................................ 3-8
QUESTIONS.......................................................................................................................... 3-9

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3 LIGHTING

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ILLUSTRATIONS
Figure Title Page
3-1. Interior Lighting Controls........................................................................................ 3-2
3-2. Cockpit Floodlights................................................................................................. 3-2
3-3. Map Lights............................................................................................................... 3-2
3-4. Passenger Reading Lights........................................................................................ 3-3
3-5. Indirect LED Lighting............................................................................................. 3-3
3-6. Entry Light Switch................................................................................................... 3-4
3-7. Entry Lights............................................................................................................. 3-4
3-8. No Smoking/Fasten Seat Belt Sign.......................................................................... 3-4
3-9. EMER LIGHTS Switch........................................................................................... 3-4
3-10. Nose Baggage Light................................................................................................ 3-5

3 LIGHTING
3-11. Aft Baggage Light................................................................................................... 3-5
3-12. Exterior Lighting..................................................................................................... 3-5
3-13. Exterior Lighting Controls....................................................................................... 3-6
3-14. Nav Lights................................................................................................................ 3-6
3-15. Beacon Light............................................................................................................ 3-6
3-16. Landing/Recognition/Taxi Lights............................................................................ 3-7
3-17. Wing Inspection Light............................................................................................. 3-7
3-18. Tail Floodlight......................................................................................................... 3-7
3-19. Pulse light GTC Selection....................................................................................... 3-7
3-20. Overwing Lights...................................................................................................... 3-8

TABLES
Table Title Page
3-1. CAS MESSAGES.................................................................................................... 3-8

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3 LIGHTING

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

CHAPTER 3
LIGHTING

3 LIGHTING
INTRODUCTION
This chapter describes the Lighting System on the M2. The system is divided into 2 main sections:
interior and exterior.

GENERAL
Aircraft lighting is divided into interior and exte- Exterior lighting includes navigation, anticollision,
rior lighting. Interior lighting includes cockpit, beacon, landing/recognition/taxi, wing inspection,
cabin, emergency lighting, and baggage compart- emergency egress lighting, and Pulse Light system.
ment lighting.

FOR TRAINING PURPOSES ONLY 3-1

 CE-525 CITATION M2 PILOT TRAINING MANUAL

INTERIOR LIGHTING
DESCRIPTION
Most M2 interior lights receive electrical power
through circuit breakers, rheostats, and switches.
Instruments are internally lighted.

The following rheostats and switch adjust lighting

in the cockpit:

• FLOOD LTS rheostat controls the two over-

head floodlights which are available for nor-
mal or emergency cockpit lighting. Figure 3-2.   Cockpit Floodlights
• PANELS: Controls the brightness of the
switch and control labels and has a DAY Map Lights
mode.
Map lights are on the left and right forward over-
• DISPLAYS: Changes the brightness from head panel. Rheostats on the forward side of the left
a set point. and right side consoles control map light intensity.
The pilot and copilot map lights receive electrical
• TOUCH CONTROLS: Adjusts the intensity
power from the left DC bus through the MAP cir-
3 LIGHTING

from a set point.

cuit breaker on the pilot CB panel.
COCKPIT LIGHTING
Cockpit Floodlights
Two cockpit floodlights provide cockpit and
emergency lighting for the instrument panel. The
FLOOD LTS rheostat controls brightness. To oper-
ate these lights, the battery switch must be set to
ON or EMER.

These lights illuminate full bright regardless of

rheostat position when the FLOOD LTS rheostat
is turned to bright (full clockwise). The emergency
bus supplies cockpit floodlight power through the
FLOOD circuit breaker on the pilot CB panel. Figure 3-3.   Map Lights

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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 CE-525 CITATION M2 PILOT TRAINING MANUAL

Control Panel Lights Indirect LED Lighting

The cockpit control panels are illuminated using The switch panel that controls the indirect LED
LED lights. The brightness of this lighting is con- lighting is at the top of the inboard face of the
trolled by the PANELS rheostat. DC power to the refreshment center. When the aircraft is powered
PANELS lighting comes from the PANELS circuit on the switch defaults to off. The backlight for all
breaker on the pilot CB panel. buttons is green regardless of the switch setting.
The switch panel has four buttons:
Displays and Touch Controls • CABIN LIGHT - One button works as a
Rheostats three-way switch with an entry switch to
Photocells, integrated into the display and touch control the entry lights. A green LED indi-
controller bezels, automatically adjust the bright- cates when the entry lights are on.
ness based on ambient lighting conditions. The • HOT LIQUID - One button powers the hot
DISPLAYS and TOUCH CONTROLS rheostats water tank. A green LED indicates when the
manually adjust the brightness from the current water tank is on (tank cycles itself when it
lighting set point. gets to temperature). Press once to turn on,
again to turn off.
CABIN LIGHTING • The DIM and BRIGHT buttons change the
Cabin lighting includes: intensity of the indirect lights. Hold the but-
ton until the desired level of intensity is
• Passenger reading lights reached (infinite dimming, not stepped).

3 LIGHTING
• Indirect light emitting diode (LED) lights If there is a fault with one circuit, the color of the
words for that circuit changes to red.
• Entry lights
• Seat belt/no smoking lights

Passenger Reading Lights

Passenger reading lights in the cabin overhead
adjust fore and aft. 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 tailcone. Figure 3-5.   Indirect LED Lighting

The passenger reading light switch is next to each Entry Lights

reading light. The switch pushes once to turn on,
again to turn off. The switch retains its setting when The ENTRY LIGHT switch is on the shroud just
the aircraft power is turned off. above the door precatch release handle and on the
cabin lighting control panel on the refreshment
panel.

The switch receives power from the hot battery bus

through the EMER LTS circuit breaker on the aft
J-Box when the cabin door is unlocked and from
aircraft power when the door is locked. It functions
in conjunction with the ENTRY LIGHT button on
the refreshment center switch panel. A green LED
on both switches indicates when the entry lights
are powered.
Figure 3-4.   Passenger Reading Lights

FOR TRAINING PURPOSES ONLY 3-3

 CE-525 CITATION M2 PILOT TRAINING MANUAL

PAX
SAFETY
O
F
F

SEAT
BELT

Figure 3-8.   No Smoking/Fasten

Seat Belt Sign
A passenger safety switch in the cockpit controls
Figure 3-6.   Entry Light Switch
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.
3 LIGHTING

• Selecting the passenger safety switch to PAX

Figure 3-7.   Entry Lights SAFETY provides hot battery bus power.
• The ENTRY LIGHT switches on the main
The switch backlight is green regardless of the entry door post and on the refreshment cen-
switch setting. The switch turns on the following: ter provide hot battery bus power.
• Fixed light and exit sign above the entry
door EMER LIGHTS
ARMED

• Reading light and exit sign above the escape O

F
hatch F

• Two exterior emergency exit lights on the ON

right fairing
Figure 3-9.   EMER LIGHTS Switch
These lights also come on for emergency lighting
when the G switch is tripped or when the passenger
safety switch on the instrument panel is turned to The hot battery bus powers the switches and charg-
PAX SAFETY. If there is a fault with the circuit es the emergency battery pack above the cockpit
the color of the words changes to red. headliner. The emergency battery pack through the
PAX SAFETY switch selection powers:
No Smoking/Fasten • The door light and EXIT sign light above
Seat Belt Sign the main entry door.
The no smoking light is always on when the aircraft • The light over the emergency exit and the
power is on for standard aircraft. For an aircraft EXIT sign light.
with the smoking option, the No Smoking sign will The FLOOD LTS rheostat (Figure 3-1) provides
extinguish with the PAX SAFETY switch in either emergency bus power to the two cockpit floodlights
the OFF or SEAT BELT position. overhead. The FLOOD circuit breaker on the left
CB panel provides floodlight protection.

3-4 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

BAGGAGE COMPARTMENT
LIGHTING
Baggage compartment lighting includes the tail-
cone compartment light and the nose baggage com-
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 3-11.   Aft Baggage Light

Nose Compartment
The manual switch for the baggage light is an illu-
minated rocker switch overhead in the baggage
EXTERIOR LIGHTING
compartment, adjacent to the light assembly. The
normal position for the manual switch applies DC DESCRIPTION
power to the light. During daylight hours (or when
the light is not desired), set the manual switch The exterior lighting system includes:
to OFF, which disconnects power from the light. • Navigation lights
When OFF, the switch itself illuminates to provide • Anticollision lights
easy location at night.
• Beacon light
When both baggage doors are closed, a micro- • Landing/recognition/taxi lights

3 LIGHTING
switch on each baggage door hinge extinguishes • Wing inspection light
the baggage compartment light regardless of rocker
switch position. • Emergency egress lights
• Pulse Lights

Figure 3-10.   Nose Baggage Light

Aft Baggage Compartment

Lighting
Figure 3-12.   Exterior Lighting
A manual toggle switch on the forward side of the
access door frame in the aft baggage compartment
controls DC power to the light assembly. When the
door is closed, a microswitch turns the light off
CONTROLS
regardless of switch position. The exterior lights are controlled by switches locat-
ed on the copilots side next to the GTC and below
the PFD. Controls are also found on the Exterior
Lighting menu on the GTC.

FOR TRAINING PURPOSES ONLY 3-5

 CE-525 CITATION M2 PILOT TRAINING MANUAL

WING PASS EMER COMM COM1 MIC COM2 XPDR1

Audio &
INSP LT SAFETY
O
121.5
Radios 118.200 1 2 130.575 ALT
ON
F
F Intercom STBY 1 2 STBY
OFF SEAT EVENT NORM
122.205 MON 130.505 1200
BELT MARKER Home
Utilities
PITOT PITOT 220
X
STATIC STATIC ANTI-COLL LANDING 200

HEAT 1 HEAT 2 LIGHT LIGHT 180

Map Trip
O Traffic
Speed Bugs Weather
Planning TAWS
F Settings
F
Minimums 000001
OFF OFF OFF RECOG/ Off
TAXI LT Scheduled
––––– FT
Direct To Trip Stats
Flight Plan Timer
PROC Charts
Messages
Audio & COM1 MIC COM2 XPDR1 Figure 3-14.   Nav Lights
Radios 118.200 1 2 130.575 ALT
ON

Intercom STBY 1 2 STBY ANTICOLLISION

Aircraft LIGHTS
122.205 MON 130.505 1200 Systems GPS Status
Checklist Documents
Services Utilities
Home
Utilities The ANTI-COLL LIGHT switch controls the white
220
X anticollision strobe lights on each winglet and at
the top ofScreen
the tail. Each light has its own power
200
180

Map Trip Waypoint

Crew
Settings Traffic
Speed Bugs Weather
Planning TAWS supply. Cleaning
CPDLC Profile
Info Setup
Nearest

Minimums
3 LIGHTING

000001
Off
––––– FT
Direct To Trip Stats
Flight Plan Timer
PROC
Scheduled
Charts
Messages
BEACON
Back Home
LIGHT
MSG Half
Full
– Range + Pilot COM1
COM2 Volume
The flashing Beacon,
Push:Pan located of COM1
COM2 Freq
on the topPush:1-2
Push:Squelch the Hold:
verti-
Aircraft
cal stabilizer, is controlled by the Beacon control on
Systems GPS Status
Checklist Documents
Services Utilities the exterior lights page of the GTCs. The NORM
selection automatically turns the beacon on when
either engine is not in TLA shutdown or either start
Screen Waypoint
Crew
CPDLC
Cleaning Profile
Info Setup
Nearest contactor is closed. The ON selection turns the
lights on, and
COM1
the OFF selection
MIC
turns the lights
COM2
off.
XPDR1
Audio &
Back Home MSG Half
Full Radios 118.200 1 2 130.575 ALT
ON
– Range + Pilot COM1
COM2 Volume COM2
COM1 Freq
Push:Pan Push:Squelch Push:1-2 Hold: 1 2
Intercom STBY STBY
Figure 3-13.   Exterior Lighting Controls 122.205 MON 130.505 1200
Home
Utilities

NAVIGATION LIGHTS 220

200
X
180

Navigation lights include: Map Trip

Settings Traffic
Speed Bugs Weather
Planning TAWS
• A green light in the right wingtip
Minimums
• A red light in the left wingtip Off
000001

Scheduled
• A white, aft-facing light on each wing’s –––––ToFT
Direct Trip Stats
Flight Plan Timer
PROC Charts
Messages
winglet and at the top of the tail
The lights are powered through the J-Box and con-
trolled on the Exterior Lights page of the GTCs. Aircraft
SystemsFigure
GPS3-15.   Beacon
ServicesLight Utilities
Status Documents
Checklist
The nav lights selection defaults to the ON position
allowing the lights to be powered anytime battery
or EPU power is available to the airplane. They may
be manually selected off at any point, if desired. Screen Waypoint
Crew
CPDLC
Cleaning Profile
Info Setup
Nearest

3-6 FOR TRAINING PURPOSES

Back ONLY
Home MSG Half
Full
– Range + Pilot COM1
COM2 Volume COM1
COM2 Freq
Push:Pan Push:Squelch Push:1-2 Hold:
 CE-525 CITATION M2 PILOT TRAINING MANUAL

LANDING/RECOGNITION/TAXI TAIL FLOODLIGHTS

LIGHTS The tail floodlights are on the lower surface of the
Combination landing/recognition/taxi lights below right and left horizontal stabilizers and illuminate
the fuselage in front of the bottom fairing are fixed- the left and right sides of the vertical stabilizer. Tail
position, LED lights. The lights are controlled by a floodlights are controlled through the GTC exte-
three-position switch on the lighting switch panel. rior lights page with circuit protection through the
TAIL FLOOD LTS circuit breaker in the aft J-Box.
The LANDING position produces the highest
intensity
WING
and is used
PASS
for takeoff and landing.
EMER COMM
The
RECOG/TAXI
INSP LT LT position
SAFETY produces a lower
121.5 inten-
sity light for taxi operations and in-flight collision
avoidance. Landing light O circuit breakers are on
F Audio & COM1 MIC COM2 XPDR1
the aft J-Box. F Radios 118.200 1 2 130.575 ALT
ON
OFF SEAT EVENT NORM 1 2
BELT MARKER Intercom STBY STBY

PITOT PITOT
122.205 MON 130.505 1200
STATIC STATIC ANTI-COLL LANDING Home
Utilities
HEAT 1 HEAT 2 LIGHT LIGHT 220
X
200

O 180

F Map Trip
F Settings Traffic
Speed Bugs Weather
Planning TAWS

3 LIGHTING
OFF OFF OFF RECOG/ Minimums Figure 3-18.   Tail
000001
Floodlight
TAXI LT Off
Scheduled
–––––
AUTOMATIC PULSE
FT
Direct To Trip Stats
Flight Plan Timer
PROC Charts
Messages
Figure 3-16.   Landing/Recognition/Taxi
Lights
LIGHT SYSTEM
TheAircraft
automaticGPSpulse
Status
Checklist lightDocuments
system
Services provides puls-
Utilities
Systems
WING INSPECTION LIGHT ing of the RECOG/TAXI lights. The system auto-
matically activates when the RECOG/TAXI LT
The fixed-position wing inspection light is above are selected ON and the aircraft is airborne. The
COM1
and slightly forward of the wing leading edge on automatic pulse lightWaypoint
Audio & Screen
CPDLC
MIC
Crew
system isCOM2
overridden XPDR1
Setup (steady
Nearest
the left side of the fuselage. Use the light at night 118.200
Radios Cleaning Profile
Info
1 2
illumination of RECOG/TAXI lights) when the 130.575 ALT
ON
left
to visually check the wing leading edge for ice main squat
Intercom STBY
switch indicates
1 2 the aircraft
STBY is on the
accumulation. The WING INSP LT switch on the ground.
or
Back
LANDING
122.205
Selecting
Home the landing
MSGMON Half
deactivates the
light
Full 130.505
switch
automatic pulse
1200
to OFF
lighting switch panel controls the lights. – Range + Pilot COM1
COM2
Home Volume
Utilities COM2light
COM1 Freq
system.
Push:Pan Selecting the switch to OFF orPush:1-2
Push:Squelch LANDING Hold:
deactivates the automatic
220
X
200 pulse light system.
180

Map Trip
BySettings
default, the system
Bugsactivates
Traffic
Speed with a TCAS
Weather
Planning TAWS TA
WING PASS EMERflash
and/or RA. The lights COMM in-flight.
INSP LT SAFETY
Minimums 000001
121.5
Off
The ON O selection allows the Pulse Lights to pulse
Scheduled
–––––
whenDirect
Fa TAFT
To
or Trip Stats
Flight
RA isPlan Timer
PROC
detected by TCAS Charts
Messages
AND the
F
aircraft is in air, otherwise the output is inactive.
OFF SEAT EVENT NORM
BELT AircraftMARKER
Systems GPS Status Documents
Checklist Services Utilities
PITOT PITOT
Figure 3-17.   Wing Inspection Light
STATIC STATIC ANTI-COLL LANDING
HEAT 1 HEAT 2 LIGHT LIGHT
FigureScreen
3-19.   Pulse light
Waypoint
Crew O
GTC Selection
CPDLC
Cleaning Profile
Info F Setup
Nearest
F

OFF
FOR TRAINING OFF
PURPOSES OFF RECOG/ 3-7
Back ONLY
Home MSG
TAXI LT Half
Full
– Range + Pilot COM1
COM2 Volume COM1
COM2 Freq
Push:Pan Push:Squelch Push:1-2 Hold:
 CE-525 CITATION M2 PILOT TRAINING MANUAL

The OFF selection turns off the connection between Table 3-1.   CAS MESSAGES
TCAS and pulse lights. Pilot control of the TCAS
interface is accomplished on the Exterior Lights EMER LTS NOT ARMED
page of the GTCs. The selection defaults to the ON
DESCRIPTION This message will post when the Emer-
position. The ON selection allows the Pulse Lights
gency Lights switch is not in the armed
to pulse when a TA or RA is detected by TCAS
position. There is a 500mS debounce
AND the aircraft is in air, otherwise the output is
applied to this message.
inactive. The OFF selection turns off the connec-
tion between TCAS and pulse lights. INHIBITS LOPI, TOPI, EMER

EMERGENCY EGRESS
LIGHTING
Two lights are over the right wing for emergency
egress. The PAX SAFETY switch powers these
lights.
3 LIGHTING

Figure 3-20.   Overwing Lights

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.

3-8 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

QUESTIONS
1. The PANELS rheostat controls:
A. CB panels
B. Left switch panel.
C. Environmental control panel (tilt panel).
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. When the landing gear is retracted, the landing

lights:
A. Automatically extinguish.
B. Remain illuminated and must be manually

3 LIGHTING
switched OFF.
C. Are selected to LAND for longest life.
D. Alternately flash R, L, etc.

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3 LIGHTING

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

ILLUSTRATIONS

WARNING SYSTEM
Figure Title Page

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

TABLES
Table Title Page
4-1. PFD CAS Configuration.......................................................................................... 4-2
4-2. GTC System Test..................................................................................................... 4-5

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WARNING SYSTEM
4 MASTER

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CHAPTER 4
MASTER WARNING SYSTEM

INTRODUCTION

WARNING SYSTEM
The master warning system on the M2 aircraft provides notification of aircraft equipment mal-

4 MASTER
functions or conditions. It provides warning indications of an unsafe operating condition requiring
immediate attention, caution indications that require attention but not necessarily immediate
action, and advisory indications that some specific systems are, or are not, in operation.

GENERAL
The master warning system includes a pair of played by the Garmin 3000, normally on the right
MASTER WARNING and MASTER CAUTION and left Primary Function Display (PFD).
RESET switchlights and crew alerting system
(CAS) messages, which provide visual indications The red CAS messages are accompanied by aural
to the flight crew of certain conditions and/or func- alerts that announce the text of the message.
tions of selected systems. CAS messages are dis-

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DESCRIPTION Reset the MASTER CAUTION RESET switch-

lights by pushing either one. This extinguishes both
switchlights and causes the amber CAS message
The M2 master warning system uses cockpit indi-
to display steady until the malfunction is cleared.
cations (visual and aural) to advise the crew of
important warnings, cautions, and advisory infor-
mation about the aircraft and its systems. CREW ALERT SYSTEM
The master warning system has the following The CAS section of the PFD 1 and 2 normally
indications: displays the various CAS messages. The messag-
es can also display on other displays when com-
• MASTER WARNING RESET switchlights manded. The messages are classified as warning
(red), caution (amber), and advisory (white). They
• MASTER CAUTION RESET switchlights operate in conjunction with the MASTER WARN-
• CAS messages ING RESET and MASTER CAUTION RESET
switchlights.
• Aural Alerts

MASTER MASTER
WARNING CAUTION
RESET RESET
Figure 4-1.   Master Warning and Master
Caution Reset Switchlights
Figure 4-2.   CAS Window on PFD
MASTER WARNING RESET
SWITCHLIGHTS NOTE
A red MASTER WARNING RESET switchlight Numerous CAS messages and the
is on each end of the upper instrument panel. MASTER WARNING RESET and
When red CAS messages display, both MASTER MASTER CAUTION RESET switch-
WARNING SYSTEM

WARNING RESET switchlights illuminate and lights are inhibited from illuminating
4 MASTER

flash simultaneously until reset by pushing either during various phases of ground and
switchlight. flight operation. This prevents nuisance
illuminations of the switchlights.
MASTER CAUTION RESET
Table 4-1.   PFD CAS Configuration
SWITCHLIGHTS
PFD Full PFD Split
A MASTER CAUTION RESET switchlight is on Mode Mode
each end of the upper instrument panel adjacent
Number of CAS messages * 12 9
to the MASTER WARNING RESET switchlight.
These switchlights illuminate steady when amber Fixed red messages ** 8 5
CAS messages illuminate flashing. The system * The number of CAS messages is the number of messages
that can be viewed on the screen at once. Additional messages
is designed to prevent nuisance illuminations of would have to be scrolled into view to be seen.
amber CAS messages and MASTER CAUTION ** The number of fixed red messages is the maximum number
illuminations by use of debounce (time delay) or of red messages that are non-scrollable, where additional red
messages would be scrollable.
inhibits for message activation.

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Warning CAS messages or advisory information which may require systems

monitoring.
Red indicates a warning (hazardous situation) that
requires immediate pilot corrective action. When a
red CAS message is displayed, the message and the Advisory CAS Messages
MASTER WARNING RESET switchlights flash White messages are normally advisory and provide
until acknowledged or the condition is corrected. information which may not require any pilot action.
Pushing either MASTER WARNING RESET
switchlight acknowledges the message and can- Inhibits
cels the aural alert.
Inhibits are the restrictions which CAS messages
All red CAS messages are grouped together at the appear under certain conditions.
top of the CAS window. Any new red CAS message
displays at the top of the red CAS group. • EMER - Anytime the battery switch is in the
EMER position.
Accomplish pilot memory items (if needed) and • EFI - When an engine fail is posted.
consult the appropriate procedure in the approved • ESDI - When one of the engines has been
checklist for any possible corrective action required shutdown
or advisory information which may require systems
monitoring. • ESI - During an engine start
• GND/IN AIR - On ground or in the air
Caution CAS Messages • GPS-AI - GPS Acquisition inhibit
• TOPI - becomes active when any of the fol-
Amber indicates a caution (abnormal or special lowing is true:
situation) that requires immediate attention, but
not necessarily immediate action. °° The aircraft transitions from on-ground
to in-air
When an amber CAS message is displayed, the °° Either indicated airspeed transitions from
message flashes, the MASTER CAUTION RESET less than 65 knots to more than 65 knots
switchlights illuminate steady.
°° N1 greater than 70%
Pushing either MASTER CAUTION RESET • TOPI - becomes inactive when any of the
switchlight acknowledges the message. This extin- following is true:

WARNING SYSTEM
guishes the MASTER CAUTION RESET switch- °° The aircraft has been in the air for more

4 MASTER
lights and changes the CAS message to steady than 30 seconds.
until the condition is corrected. If the condition is
cleared prior to pushing the MASTER CAUTION °° Either the left or right pressure altitude
(altitude corrected to 29.92 inches of mer-
RESET switchlights, both switchlights extinguish cury) is more than 400 feet above the
and the message disappears without further action field elevation. The field elevation is the
by the pilot. pressure altitude that is latched when the
aircraft is on the ground. If the pressure
All amber CAS messages are grouped together altitude changes while the aircraft is on
below any red messages on the CAS window. Any the ground, perhaps due to meteorologi-
new amber messages display at the top of the amber cal changes, then the field elevation will
group. Refer to the CAS appendix for a complete track it. When the aircraft transitions to
list of the amber CAS messages and causes. in air, the last value of the field elevation
is remembered. Each left and right alti-
Consult the appropriate procedure in the approved tude is compared to its respective field
checklist for any possible corrective action required elevation

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°° Either airspeed indication is less than 50 become active while a lesser priority is playing, the
knots. aural warning system immediately stops announc-
ing the lower priority alert and immediately begins
°° The TOPI inhibit has been active for more announcing the TCAS or TAWS aural.
than 90 seconds.
°° TLA not above the NTO trip point.
• LOPI - becomes active when any of the fol-
lowing is true:
SYSTEM TESTS
°° The aircraft transitions from in air to on Access to the test may be through either of the Gar-
ground. min Touch Controllers. Complete tests are required
prior to flight. Single item test may be used in flight
°° The radio altitude transitions from more to resolve an issue.
than 400 feet AGL to less than 400 feet
AGL.
The System Tests screen on the Touchscreen Con-
• LOPI - inhibit becomes inactive when any
troller provides a central location for testing the
of the following is true:
following aircraft systems:
°° The aircraft has been on the ground for
more than 30 seconds. • Fire Warning
°° The radio altitude is greater than 500 feet • Landing Gear
AGL
• Angle of Attack
°° Either the left or right airspeed is less • Windshield Temperature
than 50 knots.
• Overspeed Sensing
°° The LOPI inhibit has been active for more • Anti-Skid
than 90 seconds.
• Annunciators
AUDIO ALERTING SYSTEM • Terrain Avoidance & Warning System
Various audio alerts, tones, and chimes are incorpo- (TAWS)
rated into the aircraft to notify the pilot of specific • Traffic Collision & Avoidance System
conditions or malfunctions. (TCAS)
• Radar Altimeter
The red CAS messages are accompanied by aural
alerts and/or tones. The aural alerts announce the
OPERATION
WARNING SYSTEM

text of the CAS message displayed. Audio alerts for

4 MASTER

red CAS messages only repeat 3 times maximum, The GTC System Tests page provides controls to
or less if the MASTER WARNING is pressed. If preflight test several airplane systems. Each button
two or more alerts are triggered at the same time, initially indicated “___”. Pressing a button acti-
the one with the highest priority sounds until: vates the respective test, and the button then indi-
cates “In Progress”. Pressing another test button
• Acknowledged via the MASTER WARN- or the same button again stops the test. The button
ING RESET switchlight indicates “Done”, “Pass”, or “Fail” to indicate the
• Aural alert with a higher priority becomes results of the test.
active
All tests are available on the ground. The only
• Associated condition that caused the aural
time a test will gray is normally is during TCAS
alert is resolved
and TAWS tests. All other tests can be aborted at
The terrain awareness and warning system (TAWS) any time.
and traffic alert and collision avoidance system
(TCAS) aurals are generated by the respective sys-
tem units. When the TAWS or TCAS aural alerts

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Table 4-2.   GTC System Test

SYSTEM TESTED ADDITIONAL PILOT ACTIONS INDICATIONS
Red ENGINE FIRE buttons illuminate. ENGINE
Fire Warning None FIRE L-R CAS message appears. “Left Engine
Fire” and “Right Engine Fire” 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,

Angle of Attack None and indexer lights illuminate

Select WINDSHIELD ANTI-ICE BLEED After 4 seconds, the W/S AIR O’TEMP mes-
Windshield Temp switch to HI or LOW. Select OFF after sage appears.
message appears.
Overspeed None Overspeed warning tone plays.
Anti-Skid None ANTISKID FAIL message appears.
Master Warning, Master Caution, autopilot con-
Annunciator None trols, Bottle Armed, and ENGINE START buttons
illuminate.
Radio altimeter indicates 50 feet and RA TEST
Radio Altimeter None
appears.
TAWS None Audio “TAWS System Test OK”
PFD Resolution Advisory indications, traffic sym-
TCAS None bols on the maps, and audio “TCAS System
Test OK”

NOTE
While a system test is occurring, visual
or aural annunciations may occur de-
pending on the test.

WARNING SYSTEM
LIMITATIONS

4 MASTER
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 Tests Page

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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 WARN- B. Alert the highest priority CAS message
ING switch light will flash until depressed C. Alert every CAS message in sequence
C. The voice annunciation will repeat the D. Alert all CAS messages
message up to 3 times or until the MAS-
TER WARNING button is pushed 5. System tests is accomplished by:
D. All of the above
A. Accessing the Sensor menu on either 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
switch light 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
WARNING SYSTEM
4 MASTER

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CHAPTER 5
FUEL SYSTEM
CONTENTS
INTRODUCTION.................................................................................................................. 5-1
GENERAL................................................................................................................................5-1
FUEL STORAGE................................................................................................................... 5-2
Description...................................................................................................................... 5-2
Components..................................................................................................................... 5-2
Operation......................................................................................................................... 5-4
FUEL DISTRIBUTION.......................................................................................................... 5-5
Description...................................................................................................................... 5-5
Components..................................................................................................................... 5-5
FUEL BOOST Switches................................................................................................. 5-5
FUEL TRANSFER Selector............................................................................................ 5-6
Quantity Indication.......................................................................................................... 5-6
Fuel Temperature Indication............................................................................................ 5-6
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........................................................................................................................ 5-8
EMERGENCY/ABNORMAL................................................................................................ 5-8
5 FUEL SYSTEM

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

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5 FUEL SYSTEM

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ILLUSTRATIONS
Figure Title Page
5-1. Fuel Vent Scoop (NACA)........................................................................................ 5-2
5-2. Filler Cap................................................................................................................. 5-2
5-3. Fuel System............................................................................................................. 5-3
5-4. Sump Drains............................................................................................................ 5-4
5-5. Fuel Controls........................................................................................................... 5-6
5-6. Fuel EIS Indications................................................................................................ 5-6

TABLES
Table Title Page
5-1. CAS MESSAGES.................................................................................................... 5-9

5 FUEL SYSTEM

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5 FUEL SYSTEM

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

CHAPTER 5
FUEL SYSTEM

INTRODUCTION
This chapter presents information on the fuel system of the Citation M2. 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 boost fuel system. This chapter presents the airframe fuel
pump and two ejector pumps that provide fuel to system up to the high-pressure engine-driven fuel
its respective engine. Switches and a selector on pump. For description and operation of the engine
5 FUEL SYSTEM

the pilot’s side of the instrument panel control fuel fuel system, refer to Chapter 7—“Powerplant.”
transfer and boost pumps. CAS message and fuel
system displays (on the MFD EIS), monitor the

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FUEL STORAGE
DESCRIPTION
Each wing has one integral fuel tank. The outboard
section at the wingtips are dry bays. Combined
usable fuel quantity is 1,648 lb/side (246 gallons),
3,296 lb total.

COMPONENTS
Tanks
The M2 uses a “wet wing”configuration consist- Figure 5-1.   Fuel Vent Scoop (NACA)
ing of a fuel tank in each wing integral to the
wing structure. Each tank includes all the wing Tank Filler
area forward of the rear spar and aft of the front
spar, except for the main gear wheel well. Holes Each wing has one fuel filler assembly on the
in spars and ribs permit fuel movement within the upper surface near the wingtip. The filler assem-
tanks; however, baffles in the outboard ribs prevent bly includes an adapter and military-type cap with
rapid movement of fuel outboard during wing-low an attached chain secured inside the filler neck
attitudes. (standpipe). The standpipe design does not require
vent screens at the top due to its short length. A
Each tank includes: fuel placard is adjacent to the fuel filler assembly.
Locking caps are available.
• Vent system
Each recessed cap has flush-fitting tabs, which are
• Fuel quantity and compensation probes marked to indicate open and closed positions. To
• Filler cap remove the cap, lift the tab and rotate counterclock-
wise (CCW). When replacing the cap, verify the
• Fuel drains tab is down and aft to ensure it is properly fastened.
• Ejector pump
• Electrically driven boost pump
• Float switch

Tank Vents
A NACA vent system in each wing maintains posi-
tive internal tank pressures within the structural
limitations of the wing. The vent design (NACA)
facilitates natural anti-icing and permits overflow
of fuel caused by thermal expansion and equaliza-
tion of pressure within the tank.
5 FUEL SYSTEM

Figure 5-2.   Filler Cap

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TRANSFER
VALVE SCAVENGE BOOST PUMP
EJECTOR PUMP

PRIMARY
EJECTOR PUMP

CHECK
VALVE (TYP)

FUEL FIREWALL
SHUTOFF

ENGINE-DRIVEN
FUEL PUMP

FUEL LOW
P P PRESSURE SWITCH

FUEL FILTER

FUEL BYPASS
F F
D D
U U FUEL DELIVERY UNIT

START NOZZLE
9 PPH INCLUDED IN F/F

Figure 5-3.   Fuel System

Drain Valves After refueling, allow as much time as possible for

water and contaminants to settle to the drain points
There are eight total fuel quick drains, with three prior to the drain check.
drains in the lower surface of each wing and one
just outside of each main gear. Use the drains to Push the drain valve straight up to get the fuel
remove moisture and sediment from the fuel as well sample. When the fuel sample probe (drain cup) is
as drain residual fuel for maintenance. Each drain removed, the valve returns to a seated, no leaking
contains a spring-loaded poppet for fuel drainage. condition. If unable to shut off a leak, use a Phillips
One flush drain is outboard of the wheel well cutout screwdriver to turn the valve a quarter-turn CCW
5 FUEL SYSTEM

and the other three are under the wing, outboard of to pop out and expose the leaking primary O-ring,
the skid pad near the wing centerline. Check the and to seat the secondary O-ring. The airplane may
drains before the first flight of the day and, when be flown with the valve popped out, sealed on the
possible, after each refueling. secondary O-ring (not leaking), to an airport where
an O-ring is available.

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Biological growth in jet fuel is possible. Periodic

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 proce-
dures for the airplane and the tender. One approved
grounding point is under each wingtip.

When adding a fuel additive, follow the manufac-

turer instructions.

NOTE
Contaminated fuel is any fuel that con-
tains any foreign substances that are not
provided under the fuel specification.
These foreign substances normally con-
sist of water, rust, sand, dust/dirt, micro-
bial growth, unapproved additives, and
approved additives mixed at improper
ratios to the fuel.

Refueling
Refuel to the bottom of the filler neck or standpipe
for maximum usable fuel for flight planning. Refu-
Figure 5-4.   Sump Drains eling the wing above the bottom of the standpipe
may not allow room for expansion and may result
NOTE in fuel spillage through the NACA vents.
All aviation fuels absorb moisture from Approved fuels for operation of the M2 are listed
the air and contain water in both sus- in the limitations and specifications section of the
pended particle and liquid forms. Daily Airplane Flight Manual (AFM). Do not use Avgas.
draining of water from the tanks utiliz-
ing the poppet drain valves lessens water
contamination of the fuel. Defueling
Accomplish defueling by uncowling the engine,
disconnecting the main supply line, and using an
OPERATION external power unit (EPU) and the wing fuel boost
pump to offload to desired tank quantity. Remem-
Fuel Servicing ber, defueling is not possible from the wing fuel
caps due to the filler neck design. Do not run the
Fuel servicing includes those procedures neces-
boost pumps dry. Accomplish any further defuel-
sary for fueling and checking for contaminants and
ing through fuel drains.
5 FUEL SYSTEM

condensation in the fuel. Accomplish fuel servicing

through the flush filler cap on the outboard section
of each wing.

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FUEL DISTRIBUTION Fuel Heater and Sump

Temperature
DESCRIPTION The left and right fuel temperature sensors in each
sump measure and display sump temperature. Fuel
The fuel distribution system includes: temperature appears just above FUEL PPH on the
engine section of the MFD.
• DC electric centrifugal boost pumps
• Ejector pumps All motive flow fuel is heated as it circulates through
the oil/fuel heat exchanger. Oil flows through the
• Fuel transfer valve engine to the fuel heat exchanger heating the fuel
• Fuel heater and sump temperature sensor to eliminate suspended water icing. The heated fuel
eliminates the need for a fuel anti-icing additive.
Heated fuel is routed to the primary ejector pump,
COMPONENTS the engine fuel pump, the transfer ejector pump,
and helps warm the sump fuel.
Boost Pumps
One DC electric centrifugal-type low-pressure
boost pump in each tank sump supplies fuel to the Firewall Shutoff Valves
respective high-pressure, engine-driven fuel pump, Red LH or RH ENG FIRE lights on the glareshield
transfer ejector pump, or through the fuel transfer control electrically operated motor-driven fuel fire-
balancing system to the opposite sump. Switches wall shutoff valves, one in each engine fuel supply
on the pilot instrument panel control the pumps. line. The valves are to be closed only in the event of
The left and right feed extension DC buses supply engine fire, test, or precautionary shutdown. When
power for boost pump operation. Operating the both the fuel and hydraulic firewall shutoff valves
boost pump(s) without fuel in the wing damages are closed, the applicable FIREWALL SHUTOFF
the boost pump(s). L-R CAS message illuminates.

Ejector Pumps CONTROLS AND

Two ejector pumps are in each wing. Fuel flow INDICATIONS
powers both pumps and delivers fuel to the engine
using the venturi principle. For normal operation, Fuel system controls are on the left pilot switch
the primary ejector pump, which receives motive panel (Figure 5-3).
flow from the engine-driven fuel pump, is the pri-
mary source of pressurized fuel to the engine-
driven fuel pump and transfer ejector pump. The FUEL BOOST SWITCHES
transfer ejector pump, which operates on fuel flow The FUEL BOOST switches are on the left pilot
from either the primary ejector pump or boost switch panel and control electrically driven boost
pump, transfers fuel from the lowest point in the pumps. Each switch has the following positions:
forward area of the tank to the sump.
• ON
Fuel Transfer Valve • OFF
The fuel transfer valve attaches to the rear spar • NORM
in the left wing sump. It is an electrically opened
5 FUEL SYSTEM

solenoid and is spring-loaded (fail-safe) closed.

The FUEL TRANSFER switch controls the trans-
fer valve.

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FUEL TRANSFER SELECTOR FUEL BOOST FUEL TRANSFER

OFF
The FUEL TRANSFER selector on the left pilot L ON R
switch panel has three positions:
O L R
F TANK TANK
• L TANK F

• OFF NORM NORM

PARK BRAKE - PULL RAIN - PULL
• R TANK
The selector arrow determines the fuel flow path Figure 5-5.   Fuel Controls
when moved out of OFF to L TANK or R TANK
and points to the tank to be filled (i.e., the direction
fuel is to be moved). Detailed operation of the fuel
system during normal and fuel balancing opera- FUEL
tions is presented later in this chapter.
1500

QUANTITY INDICATION
1000
Fuel quantity readouts are indicated on the MFD
on the center panel. The digital fuel quantity dis-
play consists of a white pointer and green digital 500
readout below the engine indications. Fuel quantity
is normally in pounds (LBS).

The fuel quantity indication system receives DC

power through the left and right feed buses and the
1520 LBS 1520
respective FUEL QTY circuit breaker on the left 3040
and right CB panels. 13 FUEL°C 13
If the MFD cannot find fuel quantity from any
of the normal sources, or is reported failed by
the internal diagnostics, the white tape(s) is (are) Figure 5-6.   Fuel EIS Indications
removed and the boxed readout is replaced by yel-
low dashes. NOTE
If the MFD fails, the fuel quantity can be displayed If the FUEL LEVEL LOW L-R CAS
on both PFDs by selecting the REV position on message displays or indicated fuel quan-
the DISPLAY REV knob. If all three displays fail, tity is below 185 pounds, the appropriate
there is no indication of fuel quantity. fuel boost pump should be positioned
to ON.
A float switch actuates the FUEL LEVEL LOW L-R
CAS message and MASTER CAUTION lights.
They illuminate when the fuel quantity is 185 ± FUEL TEMPERATURE
15 pounds in that tank. The MASTER CAUTION INDICATION
for this annunciator delays 4 seconds to minimize
The fuel temperature displays consist of white digi-
5 FUEL SYSTEM

inadvertent MASTER CAUTION illumination in

turbulent conditions with low fuel. tal readouts for each engine below the fuel quantity
on the MFD. Fuel temperature is always displayed
in degrees Celsius (°C).

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FUEL FLOW INDICATION NOTE

The fuel flow displays consist of green digital If the high-pressure engine-driven fuel
readouts for each engine is displayed between the pump fails, the engine will flame out.
N2 and the Oil Pressure on the MFD. Fuel flow is The electric fuel boost pump does not
normally in pounds per hour (PPH), or by chang- deliver enough pressure to maintain a
ing settings to kilograms per hour (KPH). Fuel flow running engine.
indicates zero when the throttle is placed in OFF
and the N2 is less than 12%. With the L and R FUEL BOOST pump switches
set to NORM, pressing an engine START button
and moving the throttle to idle energizes the cor-
FUEL QUANTITY SIGNAL responding fuel boost pump. This moves fuel from
CONDITIONER the wing tank on that side through the firewall shut-
off valve to the engine-driven fuel pump on the cor-
The fuel signal conditioner is on the cabin side responding engine.
of the aft pressure bulkhead under the right top
portion of the aft evaporator cover. Remove the When the engine start terminates, the boost pump
velcro carpet cover and observe the unit with a is deenergized.
flashlight. The signal conditioner, approximately
5 inches below the opening, is a microprocessor Motive-flow fuel from the engine-driven pump is
with right- and left-tank channel fault indications. directed to:
It displays sensor and self-test faults. A specific
pattern of the three BIT fault lights indicates a • The primary ejector pump (which contin-
specific fault. Fuel quantity data from wing capaci- ues to supply fuel to the engine-driven fuel
tance probes is transmitted through the signal con- pump)
ditioner to the MFD. Record fuel quantity in each
tank at the time of the fault to assist in maintenance • The transfer ejector pump
troubleshooting.
The transfer ejector pump transfers fuel from the
forward area of the tank to the sump.

OPERATION The transfer valve is closed; therefore, each engine

is being supplied from its respective wing tank.
NORMAL OPERATION Pressing the LH or RH ENG FIRE light in the
During normal operation of the fuel system, the event of an engine fire or test closes the firewall
L and R FUEL BOOST pump switches are set to shutoff valves.
the NORM position. In this position, each boost
pump operates automatically during engine start, Illumination of the FIREWALL SHUTOFF L-R-
fuel transfer operation, or when low fuel pressure is CAS message verifies that the fuel and hydraulic
sensed in the engine fuel supply line. If the throttle firewall shutoff valves have closed.
is OFF, the boost pumps do not energize automati-
cally in a low-fuel-pressure condition, even though A pressure switch illuminates the FUEL PRESS
the boost pump switch is in the NORM position. LOW CAS message if fuel pressure fails. If the L
When the switch is OFF, the boost pump does not or R FUEL BOOST pump switch is in NORM, the
operate. In the ON position, the pump operates illumination of the FUEL BOOST ON L-R CAS
continuously. message indicates the boost pump is energized.
5 FUEL SYSTEM

If the boost pump can provide adequate pressure

in the fuel supply line, the FUEL PRESS LOW
CAS message extinguishes. However, the boost
pump remains on until it is manually reset as per
the AFM checklist.

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

FUEL TRANSFER SYSTEM each tank supplying its respective engine. If elec-
trical power fails during fuel transfer operation,
OPERATION the fuel transfer solenoid valve fails to the closed
Using the fuel transfer system, fuel from the heavy position.
wing tank sump can be transferred to the opposite
wing tank sump. The arrow on the FUEL TRANS- The FUEL TRANSFER ON becomes FUEL
FER selector points to the wing sump where fuel is TRANSFER ON when attempting to transfer fuel
directed. Selecting the FUEL TRANSFER selector from a tank with less fuel to a tank with more fuel
from the L TANK position to the R TANK posi- or transferring for longer than 10 minutes.
tion energizes the left tank electric boost pump,
illuminating the FUEL BOOST ON L CAS mes- NOTE
sage when the boost pump switch is in the NORM If the boost pump switch is OFF, the fuel
position. The fuel transfer valve electrically opens, transfer circuit does not function.
illuminating the FUEL TRANSFER ON CAS
message. Left tank boost pump pressure supplies
fuel from the left wing tank sump through the open If both the L and R FUEL BOOST ON
transfer valve, through the nonoperating right elec- CAS messages illuminate when fuel
tric boost pump and into the right wing tank sump. transfer is selected, both boost pumps
have been energized and fuel transfer
The left and right engines continue to receive the cannot occur. Cycle the FUEL BOOST
normal supply of fuel from the primary ejector pump switch for the nonselected tank to
pumps. A slight back pressure from the normal ON, then back to NORM. This deener-
primary ejector pump supply to the engines moves gizes the pump in the tank not selected
the one-way check valves closed just downstream and allows fuel transfer to begin.
of the electric boost pumps. This creates a closed
route for fuel to move from one operating electric NOTE
boost pump to the other nonoperating boost pump.
There are several options if the fuel
During fuel transfer operations, the same primary transfer fails to terminate:
ejector pump output to the engines is operating the 1. Turn off the affected boost pumps
transfer ejector pumps. If the left engine is shut 2. Turn on opposite boost pump
down using the throttle or fire switch, selecting
the FUEL TRANSFER selector from the L TANK 3. Pull respective circuit breaker
position to the R TANK position operates the left
transfer ejector pump and transfers fuel to the right
wing sump to maintain a balanced fuel situation.
LIMITATIONS
For specific limitations, refer to the FAA-approved
To verify fuel transfer is occurring, it is necessary
AFM.
to monitor the fuel quantity white tape pointers or
digital indicators. Fuel normally transfers to the
selected tank at approximately 10 ppm or 600 pph.
Maximum normal fuel imbalance is 200 pounds. EMERGENCY/
Maximum demonstrated emergency fuel imbalance
is 600 pounds. ABNORMAL
To terminate fuel transfer and return the system to For specific information on emergency/abnormal
5 FUEL SYSTEM

normal operation, move the fuel transfer selector procedures, refer to the appropriate checklist or
to OFF. The electric boost pump deenergizes, the FAA-approved AFM.
FUEL TRANSFER ON CAS message extinguish-
es, and the fuel transfer valve spring-loads closed.
The system is now back to normal operation with

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Table 5-1.   CAS MESSAGES

FUEL BOOST ON L-R FUEL BOOST ON L-R

DESCRIPTION This message is displayed if the boost DESCRIPTION This message signifies that the Fuel
pump is on due to low fuel pressure. boost pump is on.

INHIBITS EMER, ESDI, LOPI, TOPI INHIBITS EMER

FUEL FLTR BYPASS L-R FUEL TRANSFER ON

DESCRIPTION This message indicates an impending DESCRIPTION This message is white if the fuel transfer
bypass of the fuel filter. This message is active and the active FUEL BOOST
has a two second debounce. input side matches the fuel tank side
INHIBITS LOPI, TOPI
with a higher quantity OR the fuel trans-
fer discrete is true for less than 10 min.
FUEL LEVEL LOW L-R INHIBITS EMER, LOPI, TOPI

DESCRIPTION Fuel low level switch tripped. Signal

must be true for 30 seconds to turn the FIREWALL SHUTOFF L-R
message on, and false for 90 seconds to This message is white if both shut-off
DESCRIPTION
turn the message off. valves (fuel & hydraulic) are closed. There
INHIBITS LOPI, TOPI
is a two second delay before the mes-
sage graduates to amber.
FUEL PRESS LOW L-R INHIBITS EMER

DESCRIPTION The fuel pressure switch has sensed low

pressure for 2 seconds or greater.

INHIBITS EMER, ESDI, LOPI, TOPI

FUEL TRANSFER ON

DESCRIPTION This message is amber when transfer

valve is active and if fuel is being trans-
ferred from the side with lower fuel quan-
tity (boost pump is active on the side
with the lower fuel quantity). This mes-
sage is also amber if the transfer system
has been active for greater than 10 min-
utes. Otherwise it is white.
INHIBITS EMER, LOPI, TOPI

FIREWALL SHUTOFF L-R

DESCRIPTION Either the fuel or hydraulic shutoff valves

are closed. This message is amber if
there is a mismatch between fuel &
hydraulic. There is a two second delay
5 FUEL SYSTEM

before the message graduates to amber.

INHIBITS EMER, LOPI, TOPI

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QUESTIONS
1. The most correct answer is: 5. To verify that fuel transfer occurs, it is neces-
A. The FUEL BOOST pump switches do not sary to:
have to be on for engine start. A. Monitor the fuel quantity indicators for
B. With the FUEL BOOST pump switches appropriate quantity changes.
off, the respective boost pump cannot turn B. Only observe that the FUEL TRANSFER
on. ON CAS message appears.
C. The fuel boost pump automatically ener- C. Ensure FUEL BOOST ON L-R CAS
gizes any time the FUEL BOOST switches message appears.
are in NORM and the START button is D. Ensure the FUEL BOOST pump switch
depressed, FUEL TRANSFER is select- for the tank being fed illuminates.
ed, or low pressure (5 psi) is sensed in the
engine supply line (throttle at IDLE or 6. When fuel transfer is selected, rotating the
above). FUEL TRANSFER switch clockwise to R
D. All of the above are correct. TANK and the FUEL TRANSFER ON CAS
message appears:
2. After engine start, the fuel boost pump is deen- A. This is normal.
ergized by:
B. The boost pump is not actuated.
A. The FUEL BOOST pump switch. C. The transfer valve is not fully closed.
B. Start circuit termination. D. The transfer valve is not fully open.
C. Discontinuing fuel transfer.
D. A time-delay relay. 7. Operation of the primary ejector pump directly
depends upon:
3. If a FUEL LEVEL LOW L-R CAS message A. DC electrical power.
appears:
B. High-pressure fuel from the engine driven
A. The fuel quantity indicator must read less fuel pump (motive flow).
than 185 pounds. C. AC electrical power supplied by the No. 1
B. The electric boost pump in the appropriate or No. 2 inverter.
tank automatically activates. D. Flow from the transfer ejector pump.
C. The pilot should activate the appropriate
fuel boost pump. 8. If the engine-driven fuel pump fails:
D. The MASTER WARNING light flashes.
A. The engine flames out.
B. The primary ejector pump also fails, but
4. If a FUEL BOOST ON L-R CAS message
the boost pump energizes by low pressure
appears without any action by the crew (engine
and sustains the engine.
operating normally), the probable cause is:
C. The transfer ejector pump also is
A. The engine-driven fuel pump failed. inoperative.
B. The firewall shutoff valve closed. D. Right or left FUEL TRANSFER must be
C. The low-pressure sensing switch energized selected to obtain high-pressure motive
the boost pump. flow from the opposite engine.
D. The fuel flow compensator energized the
5 FUEL SYSTEM

boost pump below 5 psi.

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9. If R TANK–to–L TANK fuel transfer is select-

ed and normal DC electrical power is lost (bat-
tery 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.

10. The maximum normal asymmetric fuel dif-

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

5 FUEL SYSTEM

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5 FUEL SYSTEM

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

FOR TRAINING PURPOSES ONLY 6-i

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POWER SYSTEM
6 AUXILIARY

LEFT INTENTIONALLY BLANK

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CHAPTER 7
POWERPLANT
CONTENTS
INTRODUCTION.................................................................................................................. 7-1
GENERAL................................................................................................................................7-1

7 POWERPLANT
MAJOR SECTIONS............................................................................................................... 7-2
POWERPLANT INDICATIONS............................................................................................ 7-3
Engine Indicating System (EIS)...................................................................................... 7-3
GTC................................................................................................................................. 7-4
Instrumentation............................................................................................................... 7-4
ENGINE SYSTEMS............................................................................................................... 7-5
Oil System....................................................................................................................... 7-5
Fuel System..................................................................................................................... 7-7
Ignition System............................................................................................................... 7-8
POWERPLANT CONTROL AND OPERATION................................................................ 7-10
FADEC Control System................................................................................................ 7-10
Idle Control System....................................................................................................... 7-12
Synchronization............................................................................................................. 7-12
MAINTENANCE CONSIDERATIONS.............................................................................. 7-12
FJ44-1AP-21 Salty/Sandy/Smog Environment Water Wash Policy.............................. 7-12
Engine Cycles................................................................................................................ 7-13
Oil Tank......................................................................................................................... 7-13
LIMITATIONS...................................................................................................................... 7-13
EMERGENCY/ABNORMAL.............................................................................................. 7-13
QUESTIONS........................................................................................................................ 7-15

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INTENTIONALLY LEFT BLANK

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ILLUSTRATIONS
Figure Title Page
7-1. FJ44-1AP-21 Cross Section .................................................................................... 7-2
7-2. Values and Limits displayed using FADEC data..................................................... 7-3
7-3. EIS on MFD............................................................................................................. 7-3

7 POWERPLANT
7-4. GTC Propulsion Controls........................................................................................ 7-4
7-5. Oil Schematic.......................................................................................................... 7-6
7-6. Engine Fuel System................................................................................................. 7-7
7-7. Engine Start Switch................................................................................................. 7-9
7-8. Ignition Tatus........................................................................................................... 7-9
7-9. Oil Sight Gauge..................................................................................................... 7-13
7-10. Oil Service Door.................................................................................................... 7-13

TABLES
Table Title Page
7-1. CAS MESSAGES.................................................................................................. 7-14

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7 POWERPLANT

INTENTIONALLY LEFT BLANK

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CHAPTER 7
POWERPLANT

7 POWERPLANT
INTRODUCTION
This chapter describes the powerplants on the Citation M2 aircraft. The following associated pow-
erplant monitoring and operating systems are discussed: oil, fuel, ignition, and the full-authority
digital engine control (FADEC).

GENERAL
The FJ44-1AP-21 is a twin-spool co-rotating, axial Engine systems include an oil system, fuel system,
flow turbofan engine with medium bypass ratio, and ignition system. Engine control and operation
mixed exhaust, and high cycle pressure ratio. The is performed by a FADEC system, idle control sys-
engine produces approximately 1,965 pounds of tem, and engine synchronization system. Mainte-
flat-rated static thrust at takeoff power at sea level nance is also addressed.
flat rated to 22oC.

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MAJOR SECTIONS • LP TURBINE GROUP—Consists of the 1st

stage LP turbine rotor, 2nd stage LP turbine
nozzle assembly, 2nd stage LP turbine rotor,
The FJ44-1AP-21 is comprised of six distinct
rear housing, heat exchanger, and the rear
groups.
case with exhaust mixer.
• LP SHAFT—The low-pressure (LP) shaft • FIFTH GROUP—Accessory gearbox
module consists of the LP shaft, No.1 and module and engine-mounted accessories.
No. 1.5 bearing supports, No. 1 ball bearing, Accessories consist of an oil pump, hydrau-
No. 1.5 roller bearing, and No. 1 carbon seal. lic pump, fuel delivery unit (FDU), and a
starter-generator. A shaft connected to the
7 POWERPLANT

• FAN GROUP—Consists of the spinner, fan

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

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.   FJ44-1AP-21 Cross Section

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N1Target Bug (Thrust Achieved) Thrust Mode Indication (TMI)

N1%
TO TO
50 50
Thrust Command Indication (TCI)
N1Analog Scale 100 100
0 0

N1 Analog Pointer 23.7 23.7

N1 Redline
ITT°C

N1 Digital Display

Figure 7-2.   Values and Limits displayed using FADEC data

7 POWERPLANT
directs it through a diffuser. The diffusion process N1%
changes the velocity energy to pressure energy. A TO TO
relatively small portion of the air enters the com- 50 50
bustion chamber where fuel is added and ignition 0
100
0
100
occurs. The combustion process produces expan-
sion and acceleration. The remainder of the com- 23.7 23.7
pressed air is used to operate various bleed-air ITT°C
services on the airplane and for ­internal cooling
in the engine.

The HP turbine extracts energy to drive its com- 46.1 N2% 46.1
pressor and the engine accessory section. The LP 100 FUEL PPH 100
turbine extracts energy to drive the LP compressor 50 OIL PSI 58
(fan and boosters). The remaining energy is direct- 56 OIL°C 80
ed into the exhaust section where it joins with the FUEL
bypass airflow to provide thrust. 1500

1000

POWERPLANT 500
INDICATIONS
1520 LBS 1520
ENGINE INDICATING 3040
SYSTEM (EIS) 13 FUEL°C 13
ELECTRICAL

The Garmin 3000 Avionics suite has two main fea- MAIN BATT AUX BATT
tures for the powerplant system. The EIS indica- 29 VOLTS 29
tions and the control through the GTC. 0 AMPS 0
15 TEMP °C
L GEN R GEN
The top portion of the EIS displays powerplant 29 VOLTS 29
indications such as N1, ITT, N2, Fuel Flow, Oil 85 AMPS 85
Pressure and Temperature. These digital readouts PRESSURIZATION
are normally displayed on the MFD. CABIN ALT 1300 FT RAT°C 15
RATE 0 FPM SAT°C 15
NOTE ΔP 0.0 PSI ΔISA°C +3
Not all parameters are displayed LDG ELEV 1288 FT
digitally. OXYGEN PRESSURE 1750 PSI

Figure 7-3.   EIS on MFD

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Alerts and warnings are provided for operation INSTRUMENTATION

outside normal limits.
N1 (Fan) RPM Indication
On the EIS, colors indicate the status of systems:
N1 is the primary thrust indicator for the FJ44-
• Green indicates within normal limits. 1AP-21 engine. All engine power settings are made
with reference to N1. The N1 displays indicate
• Amber indicates transient limits above or engine fan rpm. N1 is indicated as a percentage of
below normal limits, typically limited by maximum N1 rpm (100% = 18,000 rpm).
time. Amber indicates a possible need for
future corrective action
7 POWERPLANT

N1 indications:
• Red indicates red-line limits and a need for
immediate corrective action. • N1% EIS display—Analog and digital indi-
cations at the top of the EIS, as displayed
GTC on the MFD (or on the PFD, if reverted).
When appropriate, this display automatically
The GTC controls, located on the central pedestal, includes reference bugs (N1 REF) and data
control the FADEC reset, ignitors, FADEC chan- failure indication (N1 flag).
nels, and digital ENG displays. The N1 (or fan) rpm signal is supplied from a
monopole pickup in the compressor case, next to
the oil filler cap. The monopole produces a signal
proportional to N1 rpm. The signal is sent through
the FADEC to the MFD.

N1 REF
The N1 REF (reference) consists of an individual
blue N1 REF bug on each N1 scale. The N1 REF
display is automatically set by the FADEC, based
upon ambient conditions. There is no pilot input,
nor any pilot control of the N1 REF display.

N1 Data Failure (N1 Flag)

On the EIS display, the N1 pointer is removed if no
FADEC N1 data is available. The data sources for
N1, N2, and ITT are the FADECs. The left FADEC
active channel supplies data for the left indications,
while the right FADEC active channel supplies data
for the right indications. Redundancy is provided
by automatic switchover to the opposite channel in
the event of active channel failure.

If all sources of N1 are failed, four amber dashes

and a decimal point display for the N1% digital
readout on the MFD/PFD display.
Figure 7-4.   GTC Propulsion Controls

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

ITT After Start—Normal Operations Approved Oils

The ITT gauge indicates the temperature between Mobil Jet II and Mobil 254 are the only approved
the first and second turbine stages in degrees Cel- oils. Mixing of approved oils is permissible. All
sius. The display of ITT consists of an analog scale oils are MIL-L-23699. Check the current list of
and pointer for each engine. The ITT pointer only engine oils in the “Limitations” section of the Air-
shows when ITT is above 100°C. craft Flight Manual (AFM).

Engine Start ITT Display Components

During engine starts, the markings on the ITT dis-

7 POWERPLANT
play reflect start limit of 1,001° C. The ITT pointer Oil Tank
is white when less than 1,001°C, and red when at The 4.5-quart oil reservoir is an integral part of
or above 1,001°C. the interstage housing, which incorporates a filler
port that is accessible for servicing and checking.
Turbine N2 RPM
(HP Compressor) Oil Pump
An engine-driven oil pump on the accessory sec-
Turbine or HP compressor rpm is supplied by the
tion (including one pressure and two scavenge
gearbox section and is digitally displayed in per-
elements) provides for pressure, lubrication, and
centage of N2 rpm on the MFD below the oil tem-
scavenging.
perature and oil pressure digits. The N2 monopole
pickup produces an N2 signal proportional to N2
based on the fuel pump gear shaft speed. Oil Cooler (Oil-to-Fuel Heat
Exchanger)
Four amber dashes and a decimal point are dis- The oil cooler is an oil-to-fuel heat exchanger on
played if all sources of N2 are failed. Left FADEC the engine gearbox. It uses output fuel from the
is the only source for the left engine. Right FADEC FDU to cool engine oil. Fuel is heated in the pro-
is the only source for the right engine. cess so water in the fuel does not form ice. The fuel
and oil do not mix; heat is exchanged through the
DC power failure will cause the MFD and EIS dis- metal housing.
plays to fail.
Oil Filter
ENGINE SYSTEMS The oil filter, which is a disposable cartridge, is
used to remove solid contaminants. It has bypass
The engine systems include the following: capability; however, there is indication the filter
is being bypassed. A bypass warning indicator on
• Oil system the oil filter is checked “not extended” during the
• Fuel system exterior preflight and postflight by touching the
• Ignition system indicator button through an access panel on the
lower right engine nacelle. The pilot feels the metal
• FADEC system button to see if it is extended (popped). More than
12–18 psid differential pressure pops the button.
OIL SYSTEM The fingertip is placed through the hole in the cowl
to feel the button.
Description
The oil system is fully automatic and provides cool-
ing and lubrication of the engine bearings and the
accessory section.

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INTEGRAL OIL
RESERVOIR

1 2 3 4 5 LEGEND
COOL SUPPLY OIL
HEATED RETURN OIL
7 POWERPLANT

OIL PUMP TO ACCESSORY

GEAR BOX

RELIEF
VALVE SCAVENGE
PUMP

OIL TO
ACCESSORY
GEAR BOX
SCAVENGE ACCESSORY
PUMP GEAR BOX
OIL
FILTER
BYPASS
87.0 N2% 87.0
OIL PRESSURE LOW L-R
1740 FUEL PPH 1850
OIL COOLER 74 OIL PSI 58
83 OIL°C 80
FUEL IN FUEL OUT
TRANSDUCER TEMP
SENSOR
NOTE:
TOTAL OIL—4 US QTS
RESERVOIR—2.5 QTS
Figure 7-5.   Oil Schematic

Controls and Indications Oil Temperature Data Failure

If oil temperature data from all sources is failed,
Oil Pressure Data Failure three amber dashes display.
If oil pressure from all sources has failed, three
amber dashes display in the digital readout.
Operation and Limitations
Oil Temperature Indicating System Figure 7-5 illustrates the operation of the ­engine
oil system.
A sensor in each powerplant transmits oil tem-
perature signals is displayed by the EIS display of
the MFD. NOTE
Starting under cold weather condi-
The oil temperature EIS display consists of a shared tions—When starting a cold-soaked en-
analog display for both engines and discrete digital gine below freezing temperature, high
readouts for each engine. oil pressure can occur. As oil tempera-
ture rises at idle, oil pressure falls. Do
not run the engine above 80% N2 until
oil temperature is above 10°C (50° F).

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NOTE FUEL SYSTEM

Operation at all engine speeds is permit-
ted when engine oil temperature is be- Description
tween 10° and 135°C (50° and 275°F). The fuel system includes a single tank supplying
the left engine and a single tank supplying the right
Maximum permissible normal operating engine. Transfer capability is provided in the event
oil consumption is .023 gph or approxi- a lateral imbalance occurs. Total usable fuel for
mately 0.1 quart per hour. The engine flight planning purposes is 1,648 pounds per wing
may lose oil at a faster than normal rate (246 gallons), 3,296 pounds total.

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

FUEL / OIL ENGINE FUEL

EMERGENCY LAST HEAT EXCHANGER PUMP
SHUTOFF CHANCE
VALVE FILTER P SWITCH FUEL
FILTER

FUEL FILTER
BYPASS
FUEL
SLINGER
(ROTATING) GEAR
PUMP

MANIFOLD
FMU BYPASS
RETURN
F
M FUEL FLOW
START U TRANSDUCER
NOZZEL
P

MECHANICAL
TRIGGER COMBUSTION BOOST PUMP
CHAMBER (CENTRIFUGAL) CDP

FIREWALL
FROM LEFT MOTIVE SHUTOFF
TANK FLOW VALVE

Figure 7-6.   Engine Fuel System

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The FDU fuel pump supplies fuel to the manifold the respective fuel flow readouts, and have a white
leading to the fuel slinger, a fuel shutoff valve, and °C legend between them.
a start nozzle.
Each fuel temperature readout consists of up to two
Fuel Filter Bypass digits with a leading negative sign when appropri-
ate. Two amber dashes display if fuel temperature
If the fuel filter is obstructed or its flow is restricted, from all sources is failed.
the fuel filter bypass permits fuel to continue flow-
ing to the engine, bypassing the filter.
Operations and Limitations
7 POWERPLANT

NOTE The FDU supplies fuel to a manifold leading to the

Fuel filter bypass flow eliminates the fuel slinger, a fuel shutoff valve, and a start nozzle.
protection provided by the fuel filter. The fuel pressurization slinger rotates with the HP
This may permit contaminated fuel to rotary group (N2) and ejects fuel radially through a
enter the engine causing partial or total series of holes into the combustion chamber.
loss of engine thrust and also engine
damage. A fuel metering unit integral to the FDU controls
fuel flow. The FDU also contains a drop- tight
pressurizing valve to seal the fuel supply from the
Controls and Indications engine combustor when the engine is shut down.
The FDU provides regulated motive flow fuel pres-
Fuel Flow Indication sure to the wing tank ejector pumps.
A flow meter senses metered fuel flow downstream
from the FDU. If normal DC fails, the display goes Emergency
blank.
Emergency Fuel Shutoff
NOTE An N1 shaft separation detection device detects
Fuel-flow indication is disabled when N1 shaft movement. This prevents N1 rotor over-
the associated throttle is moved to OFF. speed if N1 shaft separation occurs. If the N1 shaft
moves aft, the FDU fuel shutoff lever is automati-
Fuel flow is normally displayed in pph. Optional cally closed, terminating fuel flow.
kilograms per hour (Kph) may be displayed.
IGNITION SYSTEM
The fuel flow displays consist of digital readouts
for each engine. A white FUEL PPH legend is dis- Description
played between the left and right digital readouts.
Display range is 0 to 2,000 pph (0 to 907 Kph). The Citation M2 incorporates a dual high-energy
Fuel flow values display in green. ignition system on each engine, consisting of two
side-by-side exciter boxes at the 1 o’clock position.
The displayed fuel flow values include 10 pph for Each system includes a ­capacitive-discharge, sin-
unmetered start nozzle fuel flow. The fuel flow sig- gle-output ignition exciter firing through an igniter
nal must be valid. Four amber dashes display if fuel lead to an igniter plug. Ignition operation is divided
flow from all sources is failed. into automatic (NORM) or manual operation (ON).
The ignition system provides the spark to ignite the
air-fuel mixture inside the combustion chamber.
Fuel Temperature Indication
Fuel temperature readouts on the EIS fuel display
indicates the temperature in the respective wing
tank sumps in degrees Celsius (°C) only. The left
and right digital readout displays are directly below

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Components
ENGINE START
High-Energy Exciter Boxes
The high-energy ignition system includes two
L DISENGAGE R
exciter boxes, both at 1-o’clock positions. Each
exciter powers its respective igniter plug.
START-
Igniter Plugs DISENG
The ignition system contains two igniter plugs,

7 POWERPLANT
one at the 5-o’clock position and the other at the
7-o’clock position. These igniter plugs extend into
the primary zone of the combustion chamber. Figure 7-7.   Engine Start Switch
Ignition Status
Controls and Indications
The ignition system is controlled by the FADEC,
or by a selection on the GTC. The ignition mode is
selected on the Propulsion GTC page and consists
of Normal and On selections.

When the Normal Mode is selected, automatic igni-

tion occurs during engine start and as determined
by the FADEC. During normal ground engine
starts, the FADEC alternates between the left and Figure 7-8.   Ignition Tatus
right igniter for each start. Both the left and right
igniters are automatically selected for in flight dur- A green IGN appears adjacent to the N2 read-
ing restarts and during FADEC-detected flameout outs indicating that power is being supplied to the
recovery. exciter box.

It is not necessary to select ignition to ON during

takeoff or when in hail, rain, or runway slush.
Operations and Limitations
Ignition is automatically controlled by the FADEC.
Selecting the On mode provides continuous igni- Manual ignition is not required during takeoff, in-
tion (for the selected engine) regardless of the posi- flight turbulence, icing conditions, final approach-
tion of the throttle. es, landings, or heavy precipitation, etc. The
FADEC automatically turns on ignition for engine
When the ANTI-ICE bleed-air switches are select- starts, engine rollback, or if environmental condi-
ed to ENG or WING/ENG, the igniters are not acti- tions warrant. There is no limit for manual ignition
vated. The igniters only activate by the FADEC as operation; however, minimum use increases igni-
described above, or when the Ignition is selected tion component life.
On.

The left exciter boxes are powered from a single Emergency

circuit breaker that is supplied power from the During an in-flight engine failure, the FADEC acti-
right main electrical bus. The right exciter boxes vates both igniter plugs for an automatic restart.
are powered from a single circuit breaker that is
supplied power from the left main electrical bus.
Both the L and R IGNITION circuit breakers are in
the ENGINE-FUEL section of the pilot CB panel.

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

POWERPLANT N2, and ITT). N1 is governed at high power and N2

at low power. Overspeed function limits for both
CONTROL AND N1 and N2 are governed by FADEC.
OPERATION Engine power control is achieved by a throttle oper-
ating in a quadrant on the center pedestal providing
FADEC CONTROL SYSTEM electronic inputs to the FADEC. Throttle travel is
from full aft or IDLE, cruise (CRU), climb (CLB) ,
Description and takeoff (TO) positions. An IDLE stop p­ revents
inadvertent selection to off. A latch on the throttle
7 POWERPLANT

Airplane electrical power is supplied to the FADEC must be raised before the throttle can be moved to,
for engine starting. The FADEC does not con- or from, the OFF position.
trol the engine starter, but does control ignition
sequencing. The FADEC only uses one of the two A friction adjustment is provided for the throttle
igniters for ground starting and alternates between by a twist knob on the right side of the pedestal.
igniters during subsequent starts. The FADEC uses Forward rotation ­increases friction as indicated by
both igniters for in-flight restarts and flameout arrows on the knob.
protection.

For each engine, thrust is controlled through elec- Components

tronic thrust-lever (throttle) input to a FADEC. The
FADEC then controls fuel flow through a FDU. Acceleration/Deceleration Bleed
The FDU includes a fuel pump and is driven by Valve
the engine gearbox. The FADEC governs N1 and The FADEC commands the FDU to open the engine
N2 speeds to set engine thrust. acceleration/deceleration bleed valve via mechani-
cal linkage whenever acceleration or deceleration
At power settings from partial power to takeoff, the is commanded. The valve is open during starts and
FADEC governs N1 as a function of throttle angle closes at approximately 73% N2 during accelera-
(TLA), engine inlet total pressure (PT2), engine tion, and reopens at approximately 73% N2 dur-
inlet total temperature (TT2), and bleed air extrac- ing deceleration. The bleed valve unloads the HP
tion level. compressor, which allows improved acceleration
response by venting bleed air into the bypass duct.
At low power settings, the FADEC governs N2 as
a function of TLA, PT2/TT2, bleed air extraction
level, and airplane weight-on-wheels (WOW). Permanent Magnet Alternator
After engine start, the PMA (integral to the FDU)
Each FADEC (one per engine) includes two chan- is the primary power source for the FADEC and
nels, Channel A and Channel B, in a single elec- airplane power is secondary (standby). If a com-
tronic box and is airframe mounted. Either channel plete loss of airframe electrical power occurs, the
can be selected as primary control with automatic FADEC(s) maintains engine operation.
switchover to the opposite channel in the event of
channel failure. Channel switchover also normally
occurs at engine shutdown in preparation for the Controls and Indications
next engine start.
Throttle Positions
FADEC provides automatic control via the FDU of TO—Takeoff thrust is commanded when the throt-
engine power settings, transient control, and fuel tle is in the TO position and scheduled based on
delivery during starts. The FADEC controls fuel inputs of N1, TT2, PT2, and anti-ice and TT2 heat
valve position to modulate fuel flow, controls the discrete.
solenoid fuel shutoff valve, and control of engine
bleed state, all integral to the FDU. The FADEC
provides limiting for critical parameters (i.e., N1,

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

CLB—Maximum continuous climb thrust is com- Idle Schedules

manded when the throttle is in the CLB position.
Idle power (flight or ground) is commanded when
CRU—Maximum cruise thrust is commanded the throttle is in the idle position. Flight idle is
when the throttle is in the CRU position. scheduled based on the airplane weight-on-wheels
(WOW) switch. There is a 2-second delay when
switching from GND IDLE HIGH to NORMAL
Operation with WOW.

Engine Starts During landing, weight-on-wheels (WOW), the

FADEC immediately commands ground idle. (The

7 POWERPLANT
Control and procedures for starting are in Chapter
2—“Electrical Power Systems.” Engine starting engine may take several seconds to spool down to
includes two general categories: ground idle thrust.)

• Ground starting includes battery starting, Thrust Schedules

generator-assist starting, and external power The FADEC recognizes five set power settings (or
unit (EPU) starting. To remain within the flats):
limitations for starting in a crosswind con-
dition, tow or hand push the aircraft into the • Shutdown (OFF)
wind. When moving the aircraft by hand,
have a person in the cockpit guarding the • IDLE position
brakes. • Maximum cruise thrust (CRU position)
NOTE • Maximum climb thrust (CLB position)
Airflow disturbances across the en- • Takeoff thrust (TO position)
gine intake, particularly during gusty
or crosswind conditions, may result Maximum thrust schedules are dependent upon a
in rpm fluctuations. This is normal at combination of anti-ice inputs from the airplane.
high-power settings during static or low-
speed operations. Start the downwind
engine first. Emergency
Engine startups should be aborted for any of the
• Air starting includes starter-assist (bat- following starting conditions:
tery) and wind-milling airstart. All types of
airstarts must be performed in accordance • False start—No ITT/fuel flow within 10
with the airstart envelope. seconds after advancing the throttle to idle.
During the start sequence, the throttle is advanced • Hot start—ITT rapidly approaching
to IDLE. Lift the latch and quickly advance the 1,000°C.
throttle halfway up the race, release the latch, and • No N1 rotation by approximately 25% N2.
snap it back against the idle stop. This a­ ctivates
automatic ignition. With fuel and ignition, the ITT • Hung start—Slow or no rotation after ITT
must increase within 10 seconds and N1 fan rota- increases and prior to reaching idle rpm.
tion must be indicated by 25% N2. To abort the start, move the throttle to OFF, motor
for 15 seconds, then start disengage.
The start sequence terminates at approximately
45% N2 by the starter-generator speed sensor.
The engine rpm then increases to ground idle rpm
approximately 51–54% N2.

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IDLE CONTROL SYSTEM NOTE

For adequate anti-ice system perfor-
Description mance, power settings above IDLE may
The idle control system is incorporated into the be required when anti-ice is selected
FADEC. (refer to AFM—“Icing Limitations”).

In flight, gear up, if normal DC fails, the FADEC

Controls and Indications commands anti-ice idle. If gear is down, FADEC
commands flight idle.
Operation
7 POWERPLANT

Depending on conditions, there are three possible SYNCHRONIZATION

idle speeds:

1. Ground idle—Approximately 51% N2 or Description

slightly higher. The engine FADEC incorporates a fan and turbine
rpm synchronizer. The left engine and FADEC is
Conditions:
the master and the right engine and FADEC is the
a. Weight on wheels slave.
b. Throttles at idle
2. Flight idle—Approximately 60% N2 or slight-
ly higher.
MAINTENANCE
Conditions:
CONSIDERATIONS
a. In flight
FJ44-1AP-21 SALTY/SANDY/
b. Weight off wheels SMOG ENVIRONMENT
3. Anti-ice idle—Approximately 70% N2 or WATER WASH POLICY
slightly higher.
Perform the powerplant desalinization procedure
Conditions: (71-00-03, P.B. 701) at the end of operations each
a. Weight off wheels day if routinely flying at low altitudes (4,000 feet
or below for more than 30 minutes) over saltwater
b. Gear up environments.
c. Selecting WING/ENG or ENG ON Perform the powerplant desalinization procedure
NOTE (71-00-03, P.B. 701) at least once a week if flying
at higher altitudes or occasionally lower altitudes
Selecting gear down returns to flight (4,000 feet or higher or below 4,000 feet for less
idle. Idle speeds may increase with in- than 30 minutes) over saltwater environments.
creasing altitude.
Perform the powerplant desalinization procedure
Selecting the WING/ENG or ENG ON switch posi- (71-00-03, P.B. 701) at least once per week if rou-
tions on the ANTI-ICE/ DEICE panel during flight tinely performing takeoffs or landings in sandy or
(with gear up) results in the engine running at anti- smog environments.
ice idle when the throttle is at the IDLE position.
Perform compressor cleaning to improve compres-
sor efficiency by removing normal accumulations
of dirt and grime (71-00-03, P.B. 701).

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

ENGINE CYCLES
The FJ44-1AP-21 has a 4,000 hour time before
overhaul (TBO) and a 2,000 hour hot section
inspection (HSI). Engine operating life limits are
determined by mechanical and thermal stresses,
which occur during engine operation. It is therefore
necessary to record flight cycles (both partial and
full) in addition to operating hours. Cycles do not
need to be counted during ground operation when

7 POWERPLANT
conducted for purposes of normal engine and air-
craft maintenance. The total true cycles are the sum
of full and partial cycles accrued during each flight
and must be recorded in the airplane log book for
each individual engine at the completion of each Figure 7-9.   Oil Sight Gauge
flight as follows:

1. Full cycle—Engine start, takeoff power set-

ting, followed by engine shutdown, regardless
of duration
2. Partial cycle:
a. A touch-and-go landing—0.50 cycle
b. A full stop landing without engine shut-
down—0.50 cycle

OIL TANK
Check the oil 10 minutes after shutdown. When fin-
ished, ensure the cowl door is secured. The way the
engine is mounted on the airframe makes this vol-
ume appear to be approximately 3/4 quart (slight-
ly canted and tilted). Do not fill above the FULL
mark. Total oil in each engine is 4.5 U.S. quarts.
Figure 7-10.   Oil Service Door
Oil Tank Checking
and Servicing LIMITATIONS
The M2 engines include a sight glass with FULL For specific limitations, refer to the FAA-approved
and ADD marks, and a sight-glass access door AFM.
under the oil filler door to make it more con-
venient to check the sight gauge oil level. If it
becomes necessary to service oil, a three-step lad-
der is required to reach the door. After servicing EMERGENCY/
the engine, ensure the engine oil cap is correctly ABNORMAL
installed and the doors secured. The FJ44-1AP-21
engine is equipped with a check valve feature to For specific information on emergency/abnormal
ensure that oil loss is prevented if the cap is not procedures, refer to the appropriate checklist or
installed or is improperly installed. FAA-approved AFM.

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Table 7-1.   CAS MESSAGES

ENGINE FAIL L-R

DESCRIPTION This message will post when an engine

fails and does not appear to the FADEC
to be a normal shutdown.

INHIBITS ESDI

OIL PRESSURE LOW L-R

7 POWERPLANT

DESCRIPTION This message will post if the engine is

running and the oil pressure is low.
INHIBITS LOPI

ENG CNTRL FAULT L-R

DESCRIPTION Indicates a fault in the FADEC. This mes-

sage is inhibited for 10 seconds after
initial airplane power-up.
INHIBITS LOPI, TOPI

ENGINE SHUTDOWN L-R

DESCRIPTION Indicates the engine has been inten-

tionally shutdown with the RUN/STOP
button in the STOP position. Each side
FADEC label only posts this message on
the same side.
INHIBITS NONE

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

QUESTIONS
1. The primary thrust indicator for the Williams 6. Select the correct statement concerning the
International FJ44-1AP-21 is: FJ44-1AP-21 engine:
A. Fuel flow A. Fuel from the engine fuel system is used to
B. N1 cool the engine oil through a fuel-oil heat
C. ITT exchanger.
D. N2 B. The engine accessory gearbox has its own
oil lubricating system (independent of the

7 POWERPLANT
engine itself).
2. If one igniter fails during engine start:
C. The indication of low oil pressure is
A. The engine starts normally. only the OIL PRESS WARN L-R CAS
B. It results in a “hot” start. message.
C. Combustion does not occur. D. Electrical power is not required to power the
D. A or C depending on which igniter is being ITT instrument since it is self-generating.
used for that start.
7. The OIL PRESSURE LOW L-R CAS mes-
3. Ignition during normal engine start is activated sage appears whenever:
by: A. Oil temperature exceeds 136°C.
A. Turning the IGNITION switches on at 8 B. Oil pressure is less than 25 psi.
to 12% N1. C. Oil filter clogs and bypasses oil.
B. Moving the throttle to IDLE at 8 to N2 . D. The fuel-oil cooler becomes clogged.
C. Depressing the start button.
D. Nothing; ignition is not needed during 8. The maximum allowable operating oil con-
normal engine start. sumption for the FJ44-1AP-21 engine is:
A. 0.8 quart per hour.
4. Ignition and boost pump operation during
B. 0.023 U.S. gallon per hour, or approxi-
engine start are normally terminated by:
mately 0.1 quart per hour.
A. Turning the IGNITION switches off. C. 0.5 gallon every 40 hours.
B. The speed-sensing switch on the starter- D. No specified figure since it depends upon
generator at approximately 45% N2. TBO.
C. Turning the boost pump switch off.
D. Opening the ignition circuit breakers on 9. If the N1 fan shaft shifts aft:
the right CB panel.
A. The engine automatically shuts down.
B. The vibration detector causes illumination
5. Power is automatically applied to one ignit-
of the MASTER WARNING lights.
er when the IGNITION switch is in NORM
anytime: C. The synchronizer shuts the engine down.
D. Nothing occurs.
A. The start button is depressed and the throt-
tle is idle or above.
10. Select the true statement concerning the FJ44-
B. May activate if surface deice system is on.
1AP-21 engine:
C. Will activate if engine anti-ice switch is
on. A. Start nozzle fuel flow is 10 pph constant.
D. Both A and C. 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.

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

11. If left fuel filter is bypassed:

A. The engines flame out immediately and
the airplane should be landed immediately.
B. The fuel boost pump automatically
activates.
C. Fuel transfer should be selected to ensure
that the fuel is filtered before reaching the
engine.
D. Contaminated fuel may be blocking the
7 POWERPLANT

left engine fuel filter. The left fuel filter

bypass CAS message displays. Flame out
is possible.

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

CHAPTER 8
FIRE PROTECTION
CONTENTS
INTRODUCTION.................................................................................................................. 8-1
GENERAL................................................................................................................................8-1
ENGINE FIRE DETECTION................................................................................................. 8-2
Description...................................................................................................................... 8-2
Components..................................................................................................................... 8-2
Controls and Indications.................................................................................................. 8-2
ENGINE FIRE EXTINGUISHING........................................................................................ 8-4

8 FIRE PROTECTION
Description...................................................................................................................... 8-4
Components..................................................................................................................... 8-4
Controls and Indications.................................................................................................. 8-4
Operation......................................................................................................................... 8-5
Maintenance Considerations........................................................................................... 8-5
PORTABLE FIRE EXTINGUISHER.................................................................................... 8-6
LIMITATIONS........................................................................................................................ 8-6
EMERGENCY/ABNORMAL................................................................................................ 8-6
QUESTIONS.......................................................................................................................... 8-7

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8 FIRE PROTECTION

INTENTIONALLY LEFT BLANK

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page
8-1. GTC System Test Page............................................................................................ 8-2
8-2. Fire Protection System............................................................................................. 8-3
8-3. Fire Bottle Gauge..................................................................................................... 8-4
8-4. Engine Fire Lights................................................................................................... 8-4
8-5. Portable Fire Extinguisher....................................................................................... 8-6

TABLES
Table Title Page
8-1. CAS MESSAGES.................................................................................................... 8-6

8 FIRE PROTECTION

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8 FIRE PROTECTION

INTENTIONALLY LEFT BLANK

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

CHAPTER 8
FIRE PROTECTION

8 FIRE PROTECTION
INTRODUCTION
The M2 is equipped with engine fire-detection and fire-extinguishing systems as standard equip-
ment. The detection system consists of two separate detection circuits (one for each engine),
which provide visual and aural warnings. The fire-extinguishing system consists of a fire bottle
that is activated from the cockpit. The fire bottle is capable of being used for either engine. A
hand-held fire extinguisher provides fire protection inside the aircraft.

GENERAL
For each engine, the engine fire and overheat charged with extinguishing agent, pressurized with
detection system includes a detector/sensor, fire nitrogen, and discharged by electrically activated
warning lights, CAS message and aural warn- squibs. The bottle is armed and activated manu-
ing. The system requires normal DC power and ally from the cockpit. The bottle is guarded against
is tested through the System Test GTC page. The overpressure.
fire extinguishing system consists of a fire bottle

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

ENGINE FIRE NOTE

DETECTION Loss of DC power disables the engine
fire-detection system, preventing en-
gine fire detection indications (even dur-
DESCRIPTION ing test).
The engine fire-detection system consists of:
COMPONENTS
• Engine fire sensors (one in each engine
nacelle) Engine Fire Sensor
• Red ENG FIRE lights Each engine fire sensor is a flexible stainless steel
• Fire Warning test on the System Tests GTC tube containing a fixed volume of inert gas (heli-
page. um), with a pressure detector at the end.
• ENGINE FIRE L-R CAS message The tube routes throughout the engine nacelle. An
• L-R Engine Fire aural warning. increase in temperature on any part of the tube
increases the pressure of the gas inside the tube.
The end of the tube connects to a detector unit
containing two pressure switches. One switch is
for alarm and the other for testing tube integrity.
8 FIRE PROTECTION

When a fire or overheat condition causes the gas

pressure in the tube to increase sufficiently to close
the sensor switch, an electrical signal triggers the
cockpit fire indications. When the pressure decreas-
es, the sensor switch opens and causes the cockpit
indications to cancel.

NOTE
Mechanical damage to the pneumatic
detector sensor tube cannot result in
a false alarm. Damage to the unit will
result in a failed test (via the integrity
switch in the engine fire sensor) rather
than a false alarm.

Figure 8-1.   GTC System Test Page CONTROLS AND INDICATIONS

Electrical power for the fire detection and extin- Engine Fire Lights
guishing system of the left engine is supplied by The red L and R ENG FIRE lights are in the center
the right crossover bus. Power for the right engine of the cockpit glareshield, in the fire tray, on either
system is from the left feed extension bus. side of the flight guidance panel. They respond to
signals from the engine fire sensors. In each red
The engine fire-detection system receives DC ENG FIRE light are four light bulbs wired to illu-
power through the L and R FIRE DET circuit minate together; if any light bulb fails, the others
breakers in the ENGINE-FUEL section of the pilot are not affected.
CB panel.

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

FUSIBLE PLUG L ENG

FIRE
GAUGE
BOTTLE
ARMED

BOTTLE
ARMED

ENG
FIRE R

8 FIRE PROTECTION
FIRE DETECTION LOOP
HELIUM-FILLED TUBE

Figure 8-2.   Fire Protection System

When a fire or overheat condition causes an engine The following items occur during this system test:
fire sensor to close its sensor switch, it powers • L ENG FIRE and R ENG FIRE switch lights
and illuminates the red L and R ENG FIRE light, illuminate
whichever is appropriate and the aural warning
“left [or right] engine fire.” • ENGINE FIRE L-R CAS message appears
and MASTER WARNING switchlight is
When the engine fire sensor cools, the sensor flashing and is cancelable.
switch opens and extinguishes the corresponding • Voice annunciation “Left Engine Fire” then
red ENG FIRE light. “Right Engine Fire” are heard at least once
each over the speaker and over the headset.
Engine Fire-Detection Test • Master Warning button is cancelable and
CAS message stop flashing.
The engine fire-detection system requires DC
power for operation. The system test in the GTC NOTE
tests the fire-detection system. When FIRE WARN
is selected, both red LH and RH ENG FIRE lights A successful Fire Warning test on the
illuminate steady. System Test GTC page does not con-
firm that the corresponding fire bottle
is serviced and full; this can only be
confirmed by visual check of the bot-
tle gages (see Engine Fire Extinguish-
ing—Maintenance Considerations later
in this chapter).

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

NOTE The bottle has a combination fill fitting and safety

relief valve (fusible plug). If the temperature of the
If DC power fails, disabling the engine bottle becomes excessive, the relief valve opens,
fire-detection system, there are no FIRE releasing the contents into the tailcone area.
WARN indications during the system
test.
CONTROLS AND INDICATIONS
ENGINE FIRE Red L and R ENG
EXTINGUISHING FIRE Switchlights
The guarded red L and R ENG FIRE switchlights
DESCRIPTION are under the center glareshield (Figure 8-3). The
switchlights illuminate when an excessively high
The engine fire-extinguishing system consists of: temperature is present in either engine nacelle. The
appropriate ENGINE FIRE L-R CAS message
• Deployment tubes and nozzles appears, MASTER WARNING RESET switch-
• 2 BOTTLE ARMED PUSH lights lights flash, and a voice annunciation is heard.

• Halon filled fire bottle When the guard is lifted and the illuminated switch-
light is pushed, the following occurs:
COMPONENTS
8 FIRE PROTECTION

• Respective engine fuel and hydraulic fire-

Extinguishing (Fire) Bottle wall shutoff valves close
The fire bottle is located in the tailcone area. The • Respective generator field is disabled
fire bottle incorporates fill and pressure-relief • Fire bottle is armed, indicated by the respec-
valves, temperature-compensating switches, and tive BOTTLE ARMED switchlight illumi-
explosive-cartridge-operated discharge valves. nating steady
The fire bottle contains a charge of Halon, pres- • The appropriate CAS messages appear
surized by nitrogen. When the Bottle Armed Light Pushing the switchlight a second time reopens the
is pressed, an explosive cartridge opens the bottle appropriate valves and extinguishes the respective
discharge valve to release the contents through CAS messages. The generators must be manually
tubes and nozzles to the appropriate engine nacelle. reset. Refer to the appropriate procedure in the
approved checklist.

L ENG
FIRE
ENG
FIRE R
BOTTLE BOTTLE
ARMED ARMED
Figure 8-3.   Fire Bottle Gauge

Figure 8-4.   Engine Fire Lights

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

OPERATION 3. Depressing the illuminated white BOTTLE

ARMED light fires the explosive cartridge on
When an engine fire or overheat condition is indi- the bottle, releasing the Halon into the engine
cated by illumination of the applicable red LH or nacelle to extinguish the fire.
RH ENG FIRE light on the glareshield:
The white BOTTLE ARMED light then
1. Retard the throttle to IDLE to determine the extinguishes.
actual condition:
When throttle is brought to OFF, then the
• If the red LH or RH ENG FIRE light extin- FUEL BOOST ON CAS message will extin-
guishes, the warning is probably caused by guish and the ENGINE SHUTDOWN will
a bleed-air leak. Refer to the checklist. post.
• If the red LH or RH ENG FIRE light remains Depressing the affected red LH or RH ENG FIRE
illuminated for 15 seconds, assume an light a second time:
engine fire and follow the steps below.
2. Lift the clear plastic light cover and depress the • Disarms the extinguishing system.
illuminated red LH or RH ENG FIRE light. • Opens the fuel and hydraulic shutoff valves,
The appropriate side FIREWALL SHUTOFF the appropriate side FIREWALL SHUTOFF
CAS message will appear CAS message will appear. If the CAS mes-
sage is amber, either of the fuel or hydraulic
NOTE valve did not close for that side.

8 FIRE PROTECTION
The BOTTLE ARMED lights do not
confirm the bottle is serviced and full. The generator field relay is re-energized when the
This can only be confirmed by visual engine is restarted and the generator switch is reset.
check as described in “Maintenance
Considerations” later in this section. MAINTENANCE
CONSIDERATIONS
In addition:
A successful test of the fire-detection system using
• The fuel and hydraulic firewall shutoff valve the system test on the GTC or illumination of either
close causing the appropriate side FIRE- white BOTTLE ARMED light does not confirm
WALL SHUTOFF , FUEL BOOST ON , that the corresponding fire bottle is serviced and
HYD FLOW CAS messages to post. full. This can only be confirmed by visual check
of the bottle gauges and the TEMP-PRESS placard
• The generator field relay (corresponding adjacent to (or on) the fire bottle. Use the placard
engine) is deengergized, opening the power to determine the acceptable pressure readings for
relay, which momentarily illuminates the different temperatures.
GENERATOR OFF CAS message. It will
extinguish when the ENGINE FAIL CAS
message posts. Also, the voice annuncia-
tion of appropriate side ENGINE FAIL will
occur.
• The red MASTER WARNING will flash and
MASTER CAUTION will illuminate steady.
The engine then:

• Flames out.
• Spools down.

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

PORTABLE FIRE Table 8-1.   CAS MESSAGES

EXTINGUISHER ENGINE FIRE L-R

DESCRIPTION This message posts when the loop fire

One portable hand-held fire extinguisher is in the
detection system has sensed an engine
cockpit. It is accessible from either the pilot or
fire.
copilot position. The portable 2-1/2 pound hand-
held fire extinguisher is in a quick-release bracket INHIBITS EMER
on the floor left of the copilot seat.
FIREWALL SHUTOFF L-R
The portable extinguisher is a pressurized bottle Either the fuel or hydraulic shutoff valves
DESCRIPTION
containing Halon extinguishing agent. The extin- are closed. This message is amber if
guisher is rated for class A, B, and C fires. A gauge there is a mismatch between fuel &
on the extinguisher indicates whether the portable hydraulic. There is a two second delay
extinguisher is currently charged. Verify that the before the message graduates to amber.
pressure indication shows in the green arc.
INHIBITS EMER, LOPI, TOPI

FIREWALL SHUTOFF L-R

DESCRIPTION This message is white if both shut-off

valves (fuel & hydraulic) are closed. There
8 FIRE PROTECTION

is a two second delay before the mes-

sage graduates to amber.
INHIBITS EMER

Figure 8-5.   Portable Fire Extinguisher

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.

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QUESTIONS
1. An ENG FIRE light illuminates when: 5. Depressing the ENG FIRE light a second time:
A. It is depressed. A. Opens the firewall shutoff valves.
B. The MASTER WARNING lights illumi- B. Opens only the hydraulic firewall shutoff
nate for an engine fire. valve.
C. Temperature in the engine reaches 500°F. C. Resets the generator field relay.
D. A pressure switch trips due to thermally D. A and B.
induced inert gas expansion in a stainless
tube. 6. An engine fire or overheat is indicated by:
A. Illumination of a red ENG FIRE light, a
2. In order to fire the explosive cartridge on the flashing MASTER WARNING light, and
fire-extinguisher bottle: ENGINE FIRE L-R CAS message.
A. DC power need only be available to the B. Illumination of the ENG FIRE light and
emergency bus. automatic arming of the extinguisher
B. Normal system DC power is required. bottles.
C. The right BOTTLE ARMED light must be C. Illumination of the respective red ENG
pressed for a right engine fire and the left FIRE warning light.
BOTTLE ARMED light for a left engine D. Automatic closing of the firewall shutoff
fire.

8 FIRE PROTECTION
valves and subsequent engine flameout.
D. The ENG FIRE light does not need to be
previously activated.

3. Regarding the engine fire-detection test, by

selecting FIRE WARN in the Systems Test
menu of the GTC:
A. Both ENG FIRE lights illuminate steady.
B. The ENGINE FIRE L-R CAS message
appears.
C. The MASTER WARNING lights
illuminate.
D. All of the above.

4. If the contents of the bottle have been dis-

charged into a nacelle and the ENG FIRE light
remains on:
A. The fire has been extinguished.
B. Push the other BOTTLE ARMED light
and land as soon as possible.
C. The fire still exists, land as soon as
possible.
D. The same BOTTLE ARMED light can be
depressed again, firing a second charge of
agent from the same bottle.

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CHAPTER 9
PNEUMATICS
CONTENTS
INTRODUCTION.................................................................................................................. 9-1
GENERAL................................................................................................................................9-1
DESCRIPTION....................................................................................................................... 9-2
Bleed-Air Distribution..................................................................................................... 9-2
Service Air System.......................................................................................................... 9-3
Pylon Inlet Ram Air......................................................................................................... 9-3
Fresh Air System............................................................................................................. 9-3
COMPONENTS..................................................................................................................... 9-3
Precoolers........................................................................................................................ 9-3
Service Air Regulator...................................................................................................... 9-4
Inflatable Cabin Door Seal.............................................................................................. 9-4
CONTROLS AND INDICATIONS........................................................................................ 9-4
AIR SOURCE selector.................................................................................................... 9-4
LIMITATIONS........................................................................................................................ 9-5

9 PNEUMATICS
EMERGENCY/ABNORMAL................................................................................................ 9-5
QUESTIONS.......................................................................................................................... 9-6

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ILLUSTRATIONS
Figure Title Page
9-1. Pneumatics System Schematic................................................................................ 9-2
9-2. Inflatable Door Seal................................................................................................. 9-4
9-3. Air Source Selector.................................................................................................. 9-5

9 PNEUMATICS

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CHAPTER 9
PNEUMATICS

INTRODUCTION
This chapter describes the pneumatic system on the Citation M2 aircraft. The pneumatic system
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

9 PNEUMATICS
operation, some controls and indications help the crew monitor and manage the system.

GENERAL
The pneumatic system uses engine compressor Single-engine operation can maintain all required
bleed air and pylon inlet ram air. Inlet air provides system functions.
fresh air for ventilation and provides cooling air to
regulate engine bleed-air temperature. Bleed air is An independent emergency pneumatic system
extracted from both engines and distributed to the: using pressurized nitrogen in a bottle provides for
emergency landing gear extension and emergen-
• Anti-ice and deice systems cy braking. This system is explained in Chapter
14—“Landing Gear and Brakes.”
• Service air system
Safety devices prevent excessive pressure. A con-
trol knob and CAS messages are in the cockpit.

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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 M2 includes: relatively cooler fan bypass air cools the 482°C
(900°F) engine bleed air entering the precooler,
• Bleed-air distribution then vents overboard carrying heat extracted from
• Service air system the bleed air.
• Pylon inlet ram-air system
• Fresh air system Bleed air exiting the precoolers is distributed to 4
individual systems:
The pneumatic system normally functions auto-
matically to provide bleed air to the systems ref- • Left and right wing anti-ice system
erenced in:
• Emergency pressurization
• Chapter 10—“Ice and Rain Protection” • Cabin pressurized air supply
• Chapter 11—“Air Conditioning” • Service air system
• Chapter 12—“Pressurization” The service air system distributes low-pressure
• Chapter 15—“Flight Controls” bleed air to power or inflate mechanical subsystems
and pressurize hydraulic containers.
BLEED-AIR DISTRIBUTION
Very hot engine bleed air (482°C/900°F) is routed
from each engine compressor to:
• A precooler
• Engine/generator inlets (for anti-icing)

L PYLON
PRECOOLER
L WING L BLEED AIR
R WING ANTI-ICE
ANTI-ICE
VALVE PRIMARY
23 PSI ASSEMBLY DOOR SEAL
SERVICE AIR VACUUM
EJECTOR
9 PNEUMATICS

L PR SOV
L FCV 4 8

R FCV 4 8

R PR SOV

OUTFLOW AFT FLOOD DOOR

SERVICE AIR VALVES ACTUATOR FWD FLOOD DOOR
TEST PORT ACTUATOR
AFT CABIN DIVERTER
BULKHEAD ACTUATOR
SERVICE AIR
PRESSURE HYDRAULIC
REGULATOR RESERVOIR
R PYLON
PRECOOLER R BLEED AIR
EMERGENCY
PRESSURIZATION
Figure 9-1.   Pneumatics System Schematic

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Wing and Pylon Ram Air Inlet PYLON INLET RAM AIR
Anti-Ice System An inlet on the leading edge of each engine pylon
Each manifold supplies precooled bleed air to the routes ram air to ducts in the tailcone. Pylon inlet
anti-ice duct for its respective wing and for its ram air provides:
respective ram-air inlet through the corresponding • Cooling air to heat exchangers for cabin
wing anti-ice shutoff valve. This system is explained pressurized air supply and windshield bleed-
in Chapter 10—“Ice and Rain Protection.” air systems
• The air supply for the fresh air system
Windshield Anti-Ice and
Emergency Pressurization FRESH AIR SYSTEM
System The fresh air system does not pressurize the air-
plane. It is intended for ground use or low-altitude
Bleed air routes out of the forward side of the unpressurized flight when fresh air is desired. A
cross fitting toward the windshield anti-ice con- duct routes pylon inlet ram air to the cabin air
trol valve. When the valve is open, bleed air passes supply distribution system. A fan moves the air
through the windshield bleed-air heat exchanger through the duct. A check valve stops flow when
to the windshield anti-ice and emergency pressur- the cabin is pressurized. For details of the fresh air
ization ducts (refer to Chapter 10—“Ice and Rain system refer to Chapter 11—“Air Conditioning.”
Protection”).

Cabin Pressurized Air System COMPONENTS

On each manifold, an inboard outlet provides bleed
air to the corresponding pressure regulating shutoff PRECOOLERS
valve (PRSOV). When the PRSOVs open, bleed air
passes through the 4-and 8-ppm flow control valve Precoolers are heat exchangers in the pylons. Pre-
(FCV) to the cabin air distribution system provid- cooler system components in the M2 are inside the
ing flow for pressurization and heating. Warm cabin engine pylons and are not visible during preflight
pressurization air anti-ices the bleed-air valve for walkaround.
the main entry door seal and pressurizes the brake
reservoir in the nose (refer to Chapter 11—“Air The precoolers are the primary means of regulat-
Conditioning” and Chapter 12—“Pressurization”). ing the upper temperature of the bleed air going

9 PNEUMATICS
to all bleed-air systems. The precoolers normally
cool the hot engine bleed air from 482°C (900°F)
SERVICE AIR SYSTEM to 246°C (475°F) before it enters the aircraft pneu-
The service air system regulator supplies 23-psi air matic systems. This temperature is suitable for use
for the following: in the airplane anti-ice, environmental, and pneu-
matic systems.
• Actuation of valves and control devices for
precooler, and air conditioning systems. The precoolers have two fundamental paths:
• Hot bleed-air path
• Hydraulic reservoir (refer to Chapter
13—“Hydraulic Power System”) • Cooling air path
The cooling fan air and the hot bleed air do not
• Inflatable cabin door seal mix, but exchange heat through the metal struc-
• Horizontal tail deice boots (refer to Chapter ture of the precooler. The fan bypass air carrying
10—“Ice and Rain Protection”) the extracted heat is vented into the rear pylon area
next to the exhaust tube and from there into the
atmosphere.

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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 pressure-regulat-
ing valve (TCPRV) on the pylon bleed-air outlet. It
mechanically senses the temperature of the bleed
air exiting the precooler. In response it opens or
closes a valve that supplies regulated service air
to adjust the precooler fan air modulating valve.

Precooler Fan-Air Modulating Figure 9-2.   Inflatable Door Seal

Valve
Engine fan bypass air enters the precooler through CONTROLS AND
the fan air modulating valve. It is powered open by
regulated service air received through a duct from INDICATIONS
the precooler temperature control. The fan air mod-
ulating valve regulates the amount of fan-bypass AIR SOURCE SELECTOR
air entering and cooling the precooler; therefore,
it regulates the temperature of the bleed air exiting The AIR SOURCE selector determines the source
the precooler. and amount of air entering the cabin. The control
knob has the following positions:
SERVICE AIR REGULATOR • BOTH (normal in-flight position)—Routes
The service air regulator meters a constant-pressure precooled bleed air from both engines at 4
(23 psi) air supply from the bleed-air precoolers to ppm per engine (8 ppm total) to the cabin
the service air system. through the cabin air heat exchanger
• L and R—Routes precooled bleed air only
9 PNEUMATICS

from the selected engine (at 8 ppm) to the

INFLATABLE CABIN DOOR cabin through the cabin air heat exchanger
SEAL
• EMER—diverts some bleed air (at 6 ppm) to
The inflatable entrance door seal operates with ser- the cabin for emergency pressurization. This
vice air. The lower forward door lockpin actuates switch selection will activate the emergency
the cabin door seal control valve in the door-locked pressurization system and the EMERGEN-
position, allowing bleed air to inflate the door seal. CY PRESS ON CAS message will post.
The CABIN DOOR SEAL CAS message displays
if pressure drops to a minimum value. If the inflat- • FRESH AIR—Activates a fan to send fresh
able seal fails, the secondary door seal maintains air from the pylon ram air duct to the cabin
cabin pressure. when unpressurized. The FRESH AIR ON
CAS message will post white on the ground
and amber in flight or when near takeoff
power.
• OFF—Closes all environmental bleed-air
valves. Servo air and ice protection services
are still available.

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LIMITATIONS
AIR SOURCE
BOTH For specific limitations, refer to the FAA-approved
AFM.
L R
EMERGENCY/
ABNORMAL
FRESH
AIR EMER For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
OFF FAA-approved AFM.

Figure 9-3.   Air Source Selector

NOTE
If an engine fails with the AIR SOURCE
selector selected to BOTH, retarding
the throttle to OFF causes the FCV on
the opposite engine to open to 8 ppm.
Selecting OFF on the throttle of the af-
fected engine immediately restores the
normal 8 ppm flow.

NOTE
All takeoff performance data is based on
the AIR SOURCE selector being in the
BOTH position.

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
pressurization.
C. Entrance door seal, 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 4 ppm (total 8 ppm)
and cabin heat exchanger for normal heat-
ing, 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.
C. To turn on a fan to the lower ducts.
D. B and C above.
9 PNEUMATICS

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CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
INTRODUCTION................................................................................................................ 10-1
GENERAL..............................................................................................................................10-1
ICE DETECTION SYSTEM................................................................................................ 10-4
Description.................................................................................................................... 10-4
Components................................................................................................................... 10-4
Controls and Indications................................................................................................ 10-4
ANTI-ICE SYSTEMS.......................................................................................................... 10-4
Description.................................................................................................................... 10-4
Components................................................................................................................... 10-4
Pitot-Static/Angle-of-Attack Anti-Ice System.............................................................. 10-6
Windshield Anti-Ice Systems........................................................................................ 10-7
Engine Anti-Ice System................................................................................................. 10-9
Pylon Ram Air Inlets.................................................................................................. 10-11
Wing Anti-Ice System................................................................................................ 10-11
TAIL DEICE SYSTEM..................................................................................................... 10-14
Description................................................................................................................. 10-14
Controls and Indications............................................................................................. 10-14
Operation.................................................................................................................... 10-14
Abnormal.................................................................................................................... 10-14
RAIN REMOVAL ............................................................................................................. 10-15
10 ICE AND RAIN
PROTECTION

Description................................................................................................................. 10-15
Components................................................................................................................ 10-15

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Operation.................................................................................................................... 10-15
LIMITATIONS................................................................................................................... 10-15
EMERGENCY/ABNORMAL........................................................................................... 10-15
QUESTIONS..................................................................................................................... 10-18
10 ICE AND RAIN
PROTECTION

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ILLUSTRATIONS
Figure Title Page
10-1. Ice and Rain Protection Controls........................................................................... 10-2
10-2. Bleed-Air Ice and Rain Protection System Schematic.......................................... 10-3
10-3. Windshield Ice Detection Lights........................................................................... 10-4
10-4. WING INSP LT Switch......................................................................................... 10-4
10-5. Anti-Ice Bleed Air Overview................................................................................. 10-5
10-6. Pitot-Static Heat Switches..................................................................................... 10-6
10-7. Windshield Anti-Ice Controls................................................................................ 10-7
10-8. L and R WING/ENG Anti-Ice Switches............................................................. 10-10
10-9. Pylon Inlet........................................................................................................... 10-11
10-10. Tail Deice Switch................................................................................................ 10-14
10-11. Nosewheel Chine................................................................................................ 10-15
10-12. Rain-Pull Handle................................................................................................ 10-15

TABLES
Table Title Page
10-1.  CAS MESSAGES.............................................................................................. 10-16
10-2. CAS MESSAGES............................................................................................... 10-17

10 ICE AND RAIN

PROTECTION

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PROTECTION

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CHAPTER 10
ICE AND RAIN PROTECTION

INTRODUCTION
The Citation M2 has anti-icing, deicing, and rain protection systems. Anti-ice protection systems
exist for the wing, engine components, windshield, pitot-static probes, angle-of-attack vane, pylon
ram-air inlets and fluid drains on the bottom of the aircraft. Hot engine bleed air, 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
Flight into known icing is the intentional flight into ous icing conditions as defined by 14 CFR, Part 25,
icing conditions that are known to exist by either Appendix C, when that equipment is in operation.
visual observation or pilot weather report informa- The equipment has not been designed to provide
10 ICE AND RAIN

tion. Icing conditions exist any time the indicated protection against freezing rain or severe condi-
PROTECTION

ram air temperature (RAT) is +10°C or below, and tions of mixed or clear ice. During all operations,
visible moisture in any form is present. Cessna the pilot is expected to exercise good judgement
Citations, equipped with properly operating anti- and be prepared to alter the flight plan (i.e., exit
ice and deice equipment, are approved to operate icing) if conditions exceed the capability of the
in maximum intermittent and maximum continu- airplane and equipment.

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ICE PROTECTION WINDSHIELD ANTI-ICE

WING L R TAIL BLEED LEFT BLEED RIGHT ALCOHOL
XFLOW WING/ENG WING/ENG AUTO HI AIR ON
O O O
F F F
F F F
OFF ENG ONLY ENG ONLY MANUAL LOW OFF
PRESSURIZATION OFF MAX OFF MAX
AIR SOURCE CABIN DUMP
BOTH STBY FUEL BOOST FUEL TRANSFER
OFF
L R
L ON R
O L R
F TANK TANK
FRESH F
AIR EMER
NORM
OFF NORM NORM
PARK BRAKE - PULL RAIN - PULL

Figure 10-1.   Ice and Rain Protection Controls

Ice accumulations significantly alter the shape of Rime ice is an opaque, granular, and rough deposit
airfoils and increase the weight of the airplane. of ice that usually forms on the leading edges of
Flight with ice accumulated on the airplane increas- wings, tail surfaces, pylons, engine inlets, anten-
es stall speeds and alter the speeds for optimum nas, etc. Flight crews are to make sure the aircraft
performance. Flight at high angle-of-attack (low is free from ice prior to dispatch.
airspeed) can result in ice building on the under-
side of the wings and the horizontal stabilizer aft Flight crew are to make sure the aircraft is free
of areas protected by boots or leading edge anti-ice from ice prior to dispatch. A tactile check must
systems. Minimum airspeed for sustained flight in be accomplished within five minutes of takeoff
icing conditions (except approach and landing) is under conditions where additional contamination
160 KIAS. may reasonably be expected (rain, drizzle, sleet,
snow, fog, active frost formation, decreasing tem-
Prolonged flight with the flaps and/or landing peratures, etc.).
gear extended is not recommended. Trace or light
amounts of icing on the horizontal stabilizer can For further details refer to the FAA-approved Cita-
significantly alter airfoil characteristics which tion M2 Airplane Flight Manual (AFM).
affects stability and control of the airplane.
For protection from the effects of ice and rain, the
NOTE airplane has ice detection, anti-ice, deice, and rain-
removal systems. Together, these systems protect:
With residual ice on the airplane, stall
characteristics are degraded and stall
• Pitot tubes
speed is increased. For Flaps 15 and 35,
the increase in stall speed is small and • Static ports
does not warrant an increase in approach • Angle-of-attack vane
or landing speeds for these flaps. How-
ever, the increase in stall speed is 5 knots • Windshield
for flaps 0. If the Flaps are not in land- • Engines
ing, the landing speed for flaps 0 will
increase when residual ice is present. • Pylon ram-air inlet ducts
10 ICE AND RAIN
PROTECTION

• Wing leading edge minus the winglet

Freezing rain and clear ice is deposited in layers • Horizontal tail leading edge
over the entire surface of the airplane and can “run Some parts of the airplane are protected by more
back” over control surfaces before freezing. than one method.

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ENGINE AND PYLON RAM-AIR INLET

GENEREATOR HEAT BLANKET
INLET HEAT
STABILIZER LEADING
HEATED TT2 EDGE DE-ICE BOOTS
PROBE

HEATED PT2
PROBE

WINDSHIELD
BLEED-AIR HEAT
WS ICE
DETECTION
LIGHTS

WING INSPECTION
LIGHT
WINDSHIELD WING LEADING
ALCOHOL EDGE HEAT

ELECTRICALLY HEATED AOA PROBES, WING LEADING

PITOT TUBES AND STATIC PORTS EDGE HEAT EXHAUST

Figure 10-2.   Bleed-Air Ice and Rain Protection System Schematic

For night operations, ice detection lights help the NOTE

crew detect ice formation on the windshield and
wings. In flight, when icing conditions exist
or are anticipated, activate the anti-ice
Electrical heating protects the pitot-static probes systems and the tail deice system. Icing
and angle-of-attack vane. conditions exist in flight when the indi-
cated RAT is +10°C (50°F) or below and
Very hot engine bleed air from the engine com- visible moisture in any form is present.
pressor section provides primary anti-icing for the
aircraft. On the ground, icing conditions exist
when the indicated RAT is +10°C (50°F)
Hot engine bleed air routed through a precooler and or below and where surface snow, slush,
valves, provides primary anti-icing for the wind- ice, or standing water may be ingested
shields, wings, and pylon air inlet ducts. Engine by the engines, or freeze on engine na-
intakes and generator cooling inlets use heated celles or engine sensors.
bleed air from the engine.
If it can be visually verified that no ice
An alcohol-spray system provides limited backup is accumulating, the pilot has the option
anti-icing for the pilot windshield. to operate the wing/engine anti-ice sys-
tems in the ENG ON position, and the
Pneumatically inflated deice boots protect the hori- windshield anti-ice and tail deice may
zontal tail. be in the OFF position.
10 ICE AND RAIN
PROTECTION

This “precooled” hot bleed air also provides pri-

mary rain removal for the windshields. Mechanical The ice and rain system switches are green capped
doors provide additional windshield rain removal in for easy identification.
heavy rain. A nosewheel chine deflects splash-up of
rain and ice away from the engine and pylon inlets.

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ICE DETECTION CONTROLS AND INDICATIONS

SYSTEM The ice detection lights are powered anytime power
is applied to the aircraft.
DESCRIPTION
WING INSP Switch
For detection of icing at night, two types of ice
detection lights are on the aircraft: windshield ice The standard wing inspection light illuminates
detection and wing inspection. the left wing to observe ice buildup during night
flight. A two-position WING INSP LT switch on
the copilot’s inboard switch panel.
COMPONENTS
Windshield Ice Detection Lights WING
INSP LT
PASS
SAFETY
EMER COMM
121.5
The windshield ice detection lights on the
O
glareshield alert the pilot that ice is accumulating F
on the windshield. Ice formation on the pilot and F
copilot windshields causes a red halo reflection of
the glareshield ice-detector lights at night. OFF SEAT EVENT NORM
BELT MARKER
The pilot windshield ice detection light is approxi- Figure
PITOT 10-4.   WING
PITOT INSP LT Switch
mately in the center of the pilot clear vision area. STATIC STATIC ANTI-COLL LANDING
HEAT 1 HEAT 2 LIGHT LIGHT
The copilot ice detection light is just inboard of the
protected clear vision area. ANTI-ICE SYSTEMS O
F
F
NOTE DESCRIPTION
OFF OFF OFF RECOG/
At night when anti-ice systems are op-
erative, monitor the copilot windshield Anti-ice includes the following systems: TAXI LT
ice detection light for ice accumulation.
• Pitot-static/angle-of-attack anti-ice
• Windshield anti-ice
Wing Inspection Light • Engine anti-ice
The wing inspection light is a fixed-position light
forward of the wing leading edge on the left side • Wing and pylon ram-air inlet duct anti-ice
of the fuselage. Most of these systems use engine bleed air. Addi-
tionally, electric heat and alcohol provide ice-pro-
tection for some parts of the airplane.

COMPONENTS
Bleed Air Precoolers
Precoolers are heat exchangers in the pylons and
are not visible during preflight inspection. The pre-
10 ICE AND RAIN

coolers regulate upper temperatures of bleed air

PROTECTION

going to most bleed air systems, including most

ice and rain protection systems.
Figure 10-3.   Windshield Ice Detection
Lights

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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 PRE-
EMERGENCY COOLERS
PRESSURIZATION
CONTROL VALVE
EJECTOR
23PSI SERVICE AIR VALVE
PRESSURE REGULATOR

SERVICE AIR
TEST PORT

Figure 10-5.   Anti-Ice Bleed Air Overview

If bleed air exiting the precooler is at an excessive system regulator, windshield anti-ice system, wing
temperature, the BLEED AIR O’TEMP L-R CAS anti-ice pylon inlet, and main cabin heat exchanger.
message displays and the MASTER CAUTION
lights illuminate to warn the pilot of the overheat. NOTE
When the BLEED AIR O’TEMP L-R
The actions of the precooler temperature con-
CAS message displays, it shuts off the
trol and precooler fan modulating valve regulate
wing anti-ice pressure regulating shutoff
the temperature of the [Link] pneumatic
valve on the side of the overheat until the
temperature probe regulates 23-psi service air to
system cools to protect that wing from
the fan air modulating valve. The fan air modulat-
excessive heat.
10 ICE AND RAIN

ing valve opens allowing relatively cooler engine

PROTECTION

bypass air through the precooler. Engine core air

heat is extracted and vented overboard through
the gap between the engine cowling and engine.
Precooler discharge air flows to the 23-psi service

FOR TRAINING PURPOSES ONLY 10-5

 CE-525 CITATION M2 PILOT TRAINING MANUAL

PITOT-STATIC/ANGLE-OF-
ATTACK ANTI-ICE SYSTEM PITOT PITOT
STATIC STATIC
Description HEAT 1 HEAT 2
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 this when in
icing conditions, the M2 uses electrical heaters to
warm these probes.
OFF OFF
Components
Figure 10-6.   Pitot-Static Heat Switches
The pitot-static/angle-of-attack anti-ice systems
are comprised of:
AOA HEATER FAIL CAS Message
• Two electrically heated pitot tubes AOA HEATER FAIL CAS message illuminates
when the vane heater has failed.
• Four electrically heated static ports
• Angle-of-attack vane heater
Operation
The pitot tubes are located on each side of the air-
craft nose. There are two static ports located on Power to operate the right pitot and static port sys-
each side of the lower fuselage just forward of the tem is from the emergency bus. The left pitot-static
cockpit, while the angle-of-attack vane is located system is powered from the normal DC bus. The
on the right-hand side of the fuselage just aft of angle-of-attack heater is powered from the normal
the cockpit. DC bus.

The AOA vane base and vane are heated differently, CAUTION
the base is heated anytime power is on and the vane
portion is only heated when PITOT-STATIC HEAT Remove the pitot tube cover(s) prior to
2 switch is on. energizing the anti-ice system.

Controls and Indications WARNING

PITOT STATIC HEAT 1 & 2 Switches If the pitot tube(s) and/or static port(s)
The green PITOT STATIC HEAT 1 & 2 switches, become restricted or blocked from ice
located on the copilots switch panel control electri- formation, flight instruments and other
cal power to their pitot and static heating elements. pitot-static supported systems become
The switches also power the AOA vane heater. unreliable or fail completely.

P/S COLD L-R CAS Message Testing

Illumination of the P/S COLD L or R CAS message Testing of the Pitot-Static and AOA Vane heat
10 ICE AND RAIN

indicates either a failure of the system (amber mes- is accomplished during preflight by turning the
PROTECTION

sage) or the fact that the respective PITOT STATIC PITOT STATIC HEAT 1 & 2 switches to ON for
HEAT switch is in the OFF position (white mes- approximately 30 seconds, then to OFF, then care-
sage). A P/S COLD L-R displays when on the fully touching each element during the external
ground and the switches are not on. This message inspection, ensuring that they are still warm.
turns amber in flight or when near TO power.

10-6 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

CAUTION Windshield Bleed Air Anti-Ice

System
Limit ground operation of pitot-static
heat to 2 minutes to preclude damage The BLEED switch and the LEFT and RIGHT
to the pitot-static heater. BLEED AIR knobs, located in the WINDSHIELD
ANTI-ICE switch group, control the flow of bleed
air to the windshields.
Abnormal
If the pitot or static anti-ice system fails, the air WINDSHIELD ANTI-ICE BLEED
data computer receives inaccurate information. Switch
This affects the associated pilot or copilot/standby The WINDSHIELD ANTI-ICE BLEED switch
flight instrument, which includes airspeed, verti- (with HI–OFF–LOW positions) electrically con-
cal speed (no vertical speed on the standby flight trols the windshield bleed air solenoid shutoff valve
display), and the controlling flight guidance com- and the temperature control system.
puter. The flight guidance computer currently in
use must have valid inputs in order to function. Activate the windshield anti-ice system by placing
The pilot may have to revert air data computers or the WINDSHIELD ANTI-ICE BLEED switch to
swap flight guidance computers (refer to chapter HI or LOW. This action deenergizes the windshield
16—“Avionics”). bleed air solenoid shutoff valve open to allow hot
engine bleed air to flow to the system and activates
an automatic temperature controller.
WINDSHIELD ANTI-ICE
SYSTEMS WINDSHIELD ANTI-ICE BLEED AIR
Engine bleed air is discharged through nozzles in Knobs
front of the windshield for anti-ice protection of When the WINDSHIELD ANTI-ICE BLEED
the windshield. Alcohol is available for temporar- switch is set to HI or LOW, the manual LEFT
ily anti-icing the left windshield in the event that and RIGHT WINDSHIELD ANTI-ICE BLEED
bleed air is unavailable. AIR knobs mechanically control left and right
windshield bleed air valves, individually varying
Windshield anti-icing uses two independent the volume of bleed air going to the left and right
systems: windshields.
• Windshield bleed air anti-ice The knobs are continuously variable from OFF to
• Windshield alcohol anti-ice MAX. Rotate either knob clockwise toward MAX
to open and counterclockwise to OFF to close.
Bleed air is the primary windshield anti-ice system
and protects both windshields. The alcohol system
is a short-term backup system and only protects the
pilot windshield.
WINDSHIELD ANTI-ICE
BLEED LEFT BLEED RIGHT ALCOHOL
HI AIR ON
O
10 ICE AND RAIN

F
PROTECTION

F
LOW OFF
OFF MAX OFF MAX

Figure 10-7.   Windshield Anti-Ice Controls

FOR TRAINING PURPOSES ONLY 10-7

 CE-525 CITATION M2 PILOT TRAINING MANUAL

NOTE Operation
The airplane is normally flown with the The automatic windshield bleed air temperature
manual valves closed; they are opened controller maintains windshield bleed air tempera-
only when bleed air to the windshields ture at 138° ± 6°C (280° ± 10°F) in the HI position
is desired. This procedure protects the and 127° ± 6°C (260° ± 10°F) in the LOW posi-
windshields from possible hot bleed tion by regulating the flow of pylon ram (cool-
air damage in the event of an electri- ing) air through the emergency pressurization heat
cal power failure de-energizing (and exchanger. The controller receives three inputs: the
opening) the windshield bleed air shut- position of the WINDSHIELD ANTI-ICE BLEED
off valve. switch and two temperature probes. The control-
ler regulates the motorized ram-air control valve,
which controls the amount of pylon ram (cooling)
W/S AIR O’TEMP CAS Message air across the windshield heat exchanger, which
An overtemperature sensor near the discharge noz- cools the bleed air. The pylon ram air (with the
zles monitors windshield bleed air temperature. extracted heat) then exhausts overboard below the
If the temperature becomes excessive, the sen- fuselage. Temperature-regulated engine bleed air
sor automatically energizes the windshield bleed is then directed by the WINDSHIELD ANTI-ICE
air solenoid shutoff valve closed and displays the BLEED AIR knobs onto the windshield through a
respective W/S O’TEMP CAS message. series of nozzles.

This condition should not occur unless a sustained To prevent ice accumulation, rotate the manual
high-power, low-airspeed condition is maintained WINDSHIELD ANTI-ICE BLEED AIR knobs
or a system malfunction occurs. clockwise and set the WINDSHIELD ANTI-ICE
BLEED switch to:
As the system cools, the overheat sensor automati-
cally reopens the windshield bleed air solenoid • LOW if the indicated RAT is warmer than
valve extinguishing the CAS message and provid- –18°C (0°F), or
ing bleed air again from the engines. Satisfactory • HI if the indicated RAT is –18°C (0°F) or
anti-ice is provided under most icing conditions colder
while the system cycles with the bleed air switch
in the LOW position. If satisfactory anti-ice is Normal system operation is indicated by an increase
not maintained with the bleed air switch in LOW, in air noise as the bleed air discharges from the
select the BLEED HI position, then adjust the nozzles. The ram-air control valve regulates wind-
WINDSHIELD ANTI-ICE BLEED AIR knobs to shield bleed air temperature automatically.
minimum flow.
CAUTION Testing
There are two tests for the windshield anti-ice
The pilot should monitor the windshield system. Prior to engine start, a system continu-
for evidence of damage and close the ity check is accomplished during the Windshield
windshield bleed air manual valves if Temp test on the GTC Systems Test page. During
evidence occurs. the Before Takeoff checklist there is a functional
check of the windshield anti-ice system.
The W/S O’TEMP L-R CAS messages display
when a pressure switch in the windshield duct CAUTION
10 ICE AND RAIN
PROTECTION

senses that the duct pressure exceeds 5 psi with Do not operate windshield anti-ice on
the WINDSHIELD ANTI-ICE BLEED switch in the ground at high engine RPM.
the OFF position. Ensure that the WINDSHIELD
ANTI-ICE BLEED AIR knobs are open to relieve
the pressure.

10-8 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Abnormal The switch has two positions:

If an electrical failure occurs, the windshield bleed • ON: Alcohol is discharged onto the pilot’s
air solenoid valve fails open and hot engine bleed windshield. Airflow forces the alcohol to
air is available to the manual windshield bleed air spread across the length of the windshield.
valves.
• OFF: The system is deactivated.
An electrical power failure deactivates the auto-
The system is protected by the windshield alcohol
matic temperature control and overheat warning.
circuit breaker on the left CB panel.
If the manual control valves are opened (with the
WINDSHIELD ANTI-ICE BLEED AIR knobs), Indications
the noise level increases as bleed air flows through A sight gauge, located in the right-hand nose stor-
the nozzles. age compartment provides a visual indication of
the alcohol fluid level in the reservoir.
If the EMER position on the AIR SOURCE selec-
tor is selected in flight, with the windshield bleed
air system selected off, the 5-psi pressure switch ENGINE ANTI-ICE SYSTEM
deactivates the W/S AIR O’TEMP CAS message
to preclude a false indication of a possible failed Description
windshield bleed air shutoff valve.
The engine fan, stators, and spinner are deiced
aerodynamically. Ice builds on the spinner and
Windshield Alcohol Anti-Ice sheds due to centrifugal and aerodynamic forces.
System Minor acoustical vibrations may be evident at some
power settings as this ice builds and sheds. Hot
Description engine bleed air provides engine inlet anti-icing.
This hot bleed air comes from the engine compres-
The windshield alcohol anti-ice system serves as sor section through a solenoid valve to the hollow
a backup to the primary (bleed air) windshield leading edge of the engine inlet on the front of the
heat system. The system provides 10 minutes of engine nacelle.
continuous alcohol anti-ice capability for the pilot
windshield only, through a nozzle assembly.
Controls
The backup windshield anti-ice system includes: The L and R WING/ENG anti-ice switches are
• Alcohol reservoir located in the ANTI-ICE switch-group of the pilot’s
• Electrical pump switch panel. The switch has 3 positions:
• Nozzle assembly • WING/ENG: De-energizes the respective
The capacity of the alcohol reservoir is 1.9 liters (2 engine and wing anti-ice shutoff valve caus-
quarts) and it uses an aviation isopropyl alcohol- ing it to move to the open position. This
based fluid (TT-I-735). allows hot engine bleed air to anti-ice the
engine inlets and generator cooling air inlets.
Controls • OFF: The system is deactivated.
The WINDSHIELD ANTI-ICE ALCOHOL switch • ENG ONLY: De-energizes the respective
is located in the WINDSHIELD ANTI-ICE switch- engine anti-ice shutoff valve causing it to
10 ICE AND RAIN

group of the pilot’s switch panel. move to the open position. This allows hot
PROTECTION

engine bleed air to anti-ice the engine inlets

and generator cooling air inlets.

FOR TRAINING PURPOSES ONLY 10-9

 CE-525 CITATION M2 PILOT TRAINING MANUAL

L R Testing
WING/ENG WING/ENG The engine anti-ice is tested during the Before
O Takeoff checklist. During the test, the ENGINE
F A/I COLD L-R CAS messages initially display.
F Within 2 minutes, the CAS messages should then
ENG ONLY ENG ONLY be removed from display indicating the engine
inlet-lip temperature has reached the minimum
Figure 10-8.   L and R WING/ENG temperature.
Anti-Ice Switches
CAUTION
Indications
On the ground and in flight, the engine anti-ice Do not continue operating WING/
system is monitored by an undertemperature sen- ENG anti-ice on the ground at high en-
sor. No overtemperature protection is needed for gine RPM after anti-ice messages have
the engine anti-ice system. cleared.

The ENGINE A/I COLD L-R CAS message dis-

plays when the aircraft is on the ground and the Landing
engine anti-ice temperature drops below the under- Landing distance is predicated on flight idle 60%
temperature setting. After 2 minutes, the CAS mes- N2. Anti-ice idle 70% N2 assures minimum bleed
sage will change to amber in color. The amber CAS air heat to anti-ice the engines. Lowering the land-
message will also display if the L and R switches ing gear increases drag and forces the pilot to
are mismatched for more than 10 seconds. A white increase throttle position for speed and the higher
ENGINE A/I ON CAS message will display any throttle setting assures sufficient heat to anti-ice
time either switch is in the ENG only position. the engines. Idle speed logic automatically changes
anti-ice idle 70% N2 to flight idle 60% N2 when
NOTE the landing gear is extended so landing distance
is correct.
Bleed air is supplied to the engine anti-
ice system regardless of power setting
while the engine anti-ice switches are Abnormal
positioned to either ENG ON or WING/
ENG on the ground or in flight. If DC power fails, the engine anti-ice shutoff valves
fail open, causing ITT to increase and N1 and N2
to decrease.
Operation Failure of engine anti-ice is indicated by the display
Engine anti-ice must be on during ground opera- of the ENGINE A/I COLD L-R CAS message.
tions in icing conditions, except selection of anti- The checklist procedure will attempt to correct the
ice on is prohibited for 1 minute after ground situation through increasing thrust on the respec-
engine start (to ensure accurate RAT for take- tive engine and resetting the applicable ENGINE
off). If engine anti-ice was inadvertently turned Anti-Ice circuit breaker. If the failure is not correct-
ON prior to 1 minute of engine operation, the ed within 2 minutes, the circuit breaker is pulled
anti-ice must be turned off for 2 minutes before (forcing the valve open). If ice accumulation on the
turning it back on. If minor engine vibrations are engine inlet is noted, leave the icing environment
felt or heard during ground operations, the crew as soon as possible.
10 ICE AND RAIN

must momentarily increase engine speed (typically

PROTECTION

20-30% N1) to assist with shedding the accumu-

lated ice from the spinner, fan, and stators. In flight,
N2 should be maintained above 80% for effective
engine anti-icing.

10-10 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

PYLON RAM AIR INLETS purge passage. Cool ambient air travels through
this passageway to the wingtip to provide a cool
Operation air barrier between the hot air at the wing leading
edge and the fuel tank to the rear. Hot bleed air and
When the wing/engine anti-ice switches are select- purge passage bleed air never mix. Purge passage
ed to WING/ENG, bleed air is supplied to the pylon air vents in the outermost drybay at the wingtip and
ram-air inlets. The heat prevents ice from blocking vents at the wing trailing edge.
ram cooling air to the cabin heat exchanger and
windshield heat exchanger, which could cause the During flight, ambient air enters each purge pas-
loss of cabin and windshield bleed air temperature sage through a forward-facing, finger-sized hole
control. just under the root of each wing leading edge.
During the walkaround, confirm these holes are
If either engine fails, selecting the WING XFLOW unobstructed.
switch to the on (up) position opens a crossflow
valve, which provides bleed air from the opposite Each engine provides the bleed air to anti-ice its
engine. The resulting crossflow bleed air anti-ices respective wing (and pylon ram-air inlet). In the
the pylon ram-air inlet on the side of the inopera- event of engine failure, the pilot may open a cross-
tive engine flow duct, regulated by the wing crossflow valve,
to permit hot engine bleed air to flow to the wing
and pylon ram-air inlet on the side of the inopera-
tive engine.

Controls and Indications

During ground or flight operations, if bleed air tem-
perature at the wing root drops below the under-
temperature sensor, the WING A/I COLD L-R
CAS message displays. The WING A/I O’TEMP
L-R CAS message displays for any wing root over-
heat that exceeds the overtemperature sensor set-
ting. The controls are shown in Figure 10-8.
Figure 10-9.   Pylon Inlet
Operation
WING ANTI-ICE SYSTEM
Ground Operations
Description An operational check of the anti-ice system is
The wing anti-ice system prevents the buildup of required prior to flying into known icing con-
ice on the wings (and pylon ram-air inlets). Hot ditions. On the ground N2 must be set to 75%
engine bleed air from the pylon precooler routes before opening the wing anti-ice PRSOVs. Both
through left and right wing anti-ice shutoff valves, the WING/ENG A/I ON and WING A/I COLD
through two ducts in the fuselage wing fairing, to L-R CAS messages will initially be seen. If the
the wing leading edges. wings warm up sufficiently within 2 minutes, the
WING A/I COLD L-R CAS message disappear.
At the wing leading edges, the bleed air passes by If not, do not fly into known icing. Do not con-
10 ICE AND RAIN

two temperature sensors as it sprays throughout the tinue to operate any anti-ice system on the ground
PROTECTION

wing leading edge. It then passes out of the wing at high rpm after the CAS messages have cleared.
through a vent on the underside of each wingtip.
In flight a minimum of 75% N2 should be main-
In each wing, between the heated wing leading tained to ensure sufficient bleed air is available to
edge and the forward portion of the fuel cell, is a the system.

FOR TRAINING PURPOSES ONLY 10-11

 CE-525 CITATION M2 PILOT TRAINING MANUAL

The WING A/I COLD L-R CAS message will The BLEED AIR O’TEMP L-R CAS message
initially illuminate on the ground during preflight, will be displayed, the MASTER CAUTION indica-
after the respective side wing anti-ice is selected tor will turn amber, and the wing anti-ice pressure
on. regulating valve will close whenever the precooler
bleed air over-temperature switch setpoint (293°C
If, during a 120 second monitoring period, either or 560°F) has been exceeded. When the sensed
the LH or RH wing under-temp switch indicates temperature cools to 282°C (540°F), this amber
that the supply air temperature has exceeded the CAS message will extinguish and the wing anti-ice
under temperature setpoint (110°C or 230°F), then pressure regulating valve will open again.
the respective side CAS message will extinguish.
The MASTER CAUTION RESET switchlights
If the under temperature setpoint is not exceeded, also illuminate and a chime sounds. Refer to the
the WING A/I COLD L-R CAS message and the appropriate procedure in the approved checklist.
MASTER CAUTION indicator will turn amber at
120 seconds from when wing anti-ice was selected NOTE
on. No WING A/I COLD L-R CAS message will
Do not operate the WING/ENG ANTI-
be displayed in flight.
ICE on the ground at high engine rpm
after anti-ice messages have cleared.
In flight, the WING A/I COLD L-R CAS message
and the MASTER CAUTION indicator will turn
amber at 120 seconds from when wing anti-ice was
selected on if the under temperature setpoint has In Flight Operation
not been reached and the respective CAS messages When in icing conditions, select WING/ENG
will extinguish whenever the under temperature ANTI-ICE switchlights to activate the wing anti-
setpoint has been exceeded. ice system. The engine inlet anti-ice system is also
activated.
After an initial successful warmup of the wing anti-
ice system, if the leading edge temperature drops NOTE
below the under temperature setpoint, the amber
WING A/I COLD L-R CAS messages and the Minimum engine N2 speed for effective
MASTER CAUTION indicator will be immedi- wing anti-icing...........................75% N2
ately displayed.
The WING/ENG A/I ON CAS message indicates
On ground or in flight the WING A/I COLD L-R the system is activated. The WING A/I COLD L-R
CAS messages and MASTER CAUTION indica- CAS message also appears when the switchlights
tor will turn amber after 10 seconds from switch are initially pushed. The WING A/I COLD L-R
selection if both L & R switches are not selected will not illuminate in flight.
on; this amber CAS message will extinguish as
soon as both sides are selected ON. If the temperature falls below 20°C (68°F) for more
than 2 minutes, the WING ANTI-ICE COLD L-R
The WING A/I O’TEMP L-R CAS message will CAS message appears. The MASTER CAUTION
be displayed, the MASTER CAUTION indicator RESET switchlights also illuminate. Refer to the
will turn amber, and the wing anti-ice pressure appropriate procedure in the approved checklist.
regulating valve will close whenever the wing
leading edge skin over-temperature switch setpoint If a wing anti-ice PRSOV fails, select the WING
(104°C or 220°F) has been exceeded. When the XFLOW switch to the up position. This opens the
10 ICE AND RAIN

sensed temperature cools to 88°C (190°F), this crossflow valve allowing the ice protection sys-
PROTECTION

amber CAS message will extinguish and the wing tem to continue operating while exiting the icing
anti-ice pressure regulating valve will open again. environment.

10-12 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Abnormal BLEED AIR O’TEMP L-R CAS message appears

(precooler discharge air over 293°C [560°F]) could
If an engine is shut down during flight in icing damage the wing leading edge. Either overtempera-
conditions, there is undertemperature monitoring ture situation immediately closes the wing anti-ice
on the inoperative engine wing. If an engine is shut valve on the affected side to protect the wing. This
down, selecting the operating engine WING/ENG condition can occur during sustained ground opera-
switch and the WING XFLOW switch to the up tion at high rpm. The checklist procedure instructs
positions allows the pilot to monitor for undertem- the pilot to retard the throttle to assist in cooldown
perature on both the operating engine wing and the for either kind of overtemperature malfunction.
inoperative engine wing. If either WING ANTI- Wing structural overtemperature protection acti-
ICE COLD L-R CAS appears, it is a wing under- vates in any switch position (WING/ENG, OFF,
temperature and the pilot advances the remaining and ENG ON).
good engine for more heat.
If a wing overtemperature occurs:
The pylon ram-air inlets are heated to avoid ice
blockage of pylon ram cooling air to the main • The WING A/I O’TEMP CAS message
cabin and windshield heat exchangers. During an appears.
in-flight engine shutdown, set 80% N2 or above
to prevent WING A/I COLD L-R CAS message • Wing anti-ice valve immediately closes to
from appearing. protect the overheated wing.
• The MASTER CAUTION lights illumiante.
If normal DC fails, the crossflow valve failsafes
closed and the wing on the side with the inopera- During prolonged ground test, limit heating the
tive engine cannot be heated. wings to 1 minute after the WING A/I O’TEMP
CAS message disappears.
An overtemperature of the wings is improba-
ble during flight, but if the WING/ENG anti-ice If normal DC fails, the engine and wing anti-ice
switches are in the OFF position and a WING A/I valves fail open and the wings and engines are
O’TEMP CAS message appears, a wing overtem- heated. If the engine anti-ice circuit breakers pop
perature is indicated. Undertemperature monitoring and cannot be reset, the wing and engine anti-ice
is turned off in this case. This could mean a wing valves have deenergized open, heating the wing
anti-ice valve has failed open allowing hot bleed and engines.
air to flow to a wing. Reducing power and selecting
XFLOW directs half of the bleed air to the appar- The airplane may be slowed to VREF for round out
ently overheated wing and half to the opposite wing and touchdown to assure landing distance.
to reduce heat.

Select the WING XFLOW switch position to:

• Anti-ice the wing on the side with the inop-

erative engine.
• Heat a wing if the operating engine wing
anti-ice valve has failed closed.
• Reduce an overtemperature in nonicing
flight conditions with the switches off.
10 ICE AND RAIN
PROTECTION

Wing overtemperature does not normally occur

during flight; however, it can be a problem during
ground operations where cooling air is absent to
extract the wing bleed air heat. Any wing struc-
tural overtemperature over 104°C (220°F) or the

FOR TRAINING PURPOSES ONLY 10-13

 CE-525 CITATION M2 PILOT TRAINING MANUAL

TAIL DEICE SYSTEM When the tail deice switch is in the OFF position,
both horizontal stabilizer boot control valves use
suction from ejectors to hold the boots flat against
DESCRIPTION the leading edge.
Inflatable boots controlled by the TAIL AUTO– To cycle the boots, place the tail deice switch to
OFF–MANUAL switch on the pilot instrument the AUTO position. This energizes a system timer
panel provide deicing of the horizontal stabilizer initiating the inflation cycle. During the first 6
leading edges. seconds, the left horizontal stabilizer boot control
valve energizes closed for inflation. After 6 sec-
Bleed air routes through the service air system to onds, the control valve deenergizes open to create
the tail deice system when the engines are oper- vacuum to return the left boot to its deflated posi-
ating. A timer controls automatic sequencing of tion. During the middle 6-second time period, both
boot operation. The right crossover bus through the control valves remain deenergized open. Then, the
TAIL DEICE circuit breaker on the left CB panel right control valve closes, which inflates the right
provides electrical power. horizontal boot for 6 seconds. At the completion
of the last cycle, both control valves remain deen-
Icing conditions must be avoided if the system is ergized for 3 minutes from initiation of the cycle,
inoperative. and then repeat the cycle.
Do not activate the boots if the indicated RAT is The AUTO cycle is provided due to the difficulty
below –35°C. Permanent boot damage could result. in judging the amount of ice buildup.

CONTROLS AND INDICATIONS If the tail deice boot(s) fails, limit flaps to 15° maxi-
mum to avoid unexpected pitch transients due to
The green TAIL Deice switch is on the ANTI-ICE/ tail icing.
DE-ICE switch panel of the pilot instrument panel.
AUTO is the normal system position when in icing Keep the speed of 160 KIAS minimum in sustained
conditions. icing until necessary to slow down for approach
and landing.
TAIL
AUTO
The descent from high-altitude, cold-soaked air-
O frame into icing conditions at temperatures near
F –35°C requires the following consideration: If the
F
pilot inflates the tail deice boots at temperatures
MANUAL slightly warmer than –35°C, the boots could be
damaged because they are still cold soaked colder
Figure 10-10.   Tail Deice Switch than –35°C. No guidance in this area is available.
The pilot should exercise caution about a short
warmup time for the rubber boots before starting
OPERATION inflation cycles. Boot failure is possible if the infla-
When placed in the AUTO position, the switch pro- tion cycle starts too early.
vides one 6-second cycle for each boot, followed
by approximately 3 minutes of rest counting from ABNORMAL
the time the system was initialized. Two control
valves control boot cycling. The MANUAL posi- If the TAIL DE-ICE FAIL CAS message appears,
10 ICE AND RAIN
PROTECTION

tion overrides AUTO and inflates the boots as long increase thrust to >75% N2, check the TAIL DEICE
as the switch is held in that position. Hold manual circuit breaker ont he left CB panel, and check the
positions for a minimum of 4 seconds when in use. TAIL AUTO-OFF-MANUAL switch. Follow pro-
cedures listed in the AFM and leave the icing envi-
ronment as soon as possible.

10-14 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

RAIN REMOVAL OPERATION

The doors operate manually by pulling the PULL
DESCRIPTION RAIN handle under the WINDSHIELD BLEED
AIR knobs on the pilot panel.
The rain removal system uses the normal bleed air
anti-ice system for rain removal, with rain doors For rain removal, pull up the PULL RAIN han-
to deflect raindrops over each windshield in heavy dle, rotate the WINDSHIELD ANTI-ICE BLEED
rain. AIR knobs on the pilot control panel to the MAX
position, and position the WINDSHIELD ANTI-
ICE BLEED switch to LOW. Rain door open-
COMPONENTS ing is increasingly difficult at higher speeds and
if the windshield bleed air is already flowing out
Windshield Bleed Air of the nozzles. To increase airflow to the wind-
Windshield bleed air also provides rain removal shield during periods of low-power settings (e.g.
during low airspeed flight. When rain removal during landing flare), rotate the copilot WIND-
is desired, pull up the rain removal handle and SHIELD ANTI-ICE BLEED AIR–RIGHT knob to
position the WINDSHIELD ANTI-ICE BLEED the OFF position. This diverts all available bleed air
switch to the LOW position. Rotate the WIND- to the pilot’s windshield. In addition, the use of an
SHIELD ANTI-ICE BLEED AIR knobs to the approved rain repellent agent applied to the wind-
MAX position. shield before flight greatly enhances the effective-
ness of the rain removal system.
Rain Doors
The rain removal system includes rain doors that RAIN - PULL
the pilot can open or close to provide deflected air-
flow over each windshield.

Nosewheel Chine
During takeoffs or landings, the nosewheel chine
deflects water and slush away from the engine inlets
to prevent flameout. For normal operation, takeoff,
and landing avoid slush water depths of more than
3/4 inch.
Figure 10-12.   Rain-Pull Handle

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

EMERGENCY/
10 ICE AND RAIN

ABNORMAL
PROTECTION

For specific information on emergency/abnormal

Figure 10-11.   Nosewheel Chine procedures, refer to the appropriate checklist or
FAA-approved AFM.

FOR TRAINING PURPOSES ONLY 10-15

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Table 10-1.   CAS MESSAGES

EMER VALVE FAULT T2 HEATER FAIL L-R

DESCRIPTION This message will post when the Tail DESCRIPTION This message will display if the T2 heater
De-ice monitor detects pressure in fails.
the emergency pressureization tube INHIBITS EMER, ESDI, LOPI, TOPI
when emergency pressurization is not
selected.
W/S AIR O’TEMP
INHIBITS EMER, LOPI, TOPI
DESCRIPTION This CAS message indicates a wind-
shield air overtemperature or the shutoff
ENGINE A/I COLD L-R
valve has failed open.
DESCRIPTION This message is amber any time the INHIBITS EMER, LOPI, TOPI
onside Engine Bleed Air switch is ON
for 120 seconds but the surface did not WING A/I COLD L-R
reach the required temperature OR if
the switches are mismatched for > 10 DESCRIPTION This message is amber any time the
seconds. On the ground there is a white onside Wing Bleed Air switch is ON for
message preceding the amber message. 120 seconds but the surface did not
reach the required temperature OR if
INHIBITS EMER, ESDI, TOPI, LOPI, ESI, EFI
the switches are mismatched for > 10
seconds. On the ground there is a white
P/S COLD L-R
message preceding the amber message.
DESCRIPTION Pitot static heater is off. Amber message
INHIBITS EMER, LOPI, TOPI
is active only when the airplane is in the
air or both thrust levers are greater than
WING A/I O’TEMP L-R
cruise power
DESCRIPTION This message will post if the wing root
INHIBITS EMER, LOPI, TOPI
exceeds the overtemperature sensor
TAIL DE-ICE FAIL setting.
INHIBITS LOPI, TOPI
DESCRIPTION This message will display if the service
air is not active within 4 seconds or the
switch has failed. ENGINE A/I COLD L-R

INHIBITS EMER, LOPI, TOPI DESCRIPTION The white message only appears on
the ground, and is removed after 120
TAIL DE-ICE ON seconds to be replaced with an amber
message.
DESCRIPTION This message will post if any of the fol-
lowing conditions are true: INHIBITS EMER, ESDI, IN AIR, TOPI, LOPI, ESI, EFI

• The TAIL DE-ICE switch is in AUTO ENGINE A/I ON

AND RAT is <-35°C. This message will post when either
DESCRIPTION
• The TAIL DE-ICE switch is in engine bleed air switches is in the ENG
MOMENTARY AND RAT is <-35°C. only position.
• The TAIL DE-ICE switch is NOT AUTO
10 ICE AND RAIN

INHIBITS NONE
AND NOT MOMENTARY and either
PROTECTION

PRESSURE switch is true for > - 10

seconds.
INHIBITS EMER, LOPI, TOPI

10-16 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Table 10-2.   CAS MESSAGES

P/S COLD L-R

DESCRIPTION Pitot static heater is off. White mes-

sage is active only when the airplane is
on the ground and either thrust lever is
less than cruise power.

INHIBITS EMER

TAIL DE-ICE FAIL

DESCRIPTION This message statically posts when the

Emer inhibit logic has been satisfied to
reduce pilot workload in an emergency.
INHIBITS NONE

TAIL DE-ICE ON

DESCRIPTION This message will post if any of the fol-

lowing conditions are true:

• The TAIL DE-ICE switch is in AUTO

AND RAT is ≥-35°C.
• The TAIL DE-ICE switch is in MOMEN-
TARY AND both PRESSURE discretes
are true AND RAT is ≥-35°C.
• The TAIL-DE-ICE ON amber message
is not posted.
INHIBITS EMER

WING A/I COLD L-R

DESCRIPTION The white message only appears on

the ground, and is removed after 120
seconds to be replaced with an amber
message.
INHIBITS EMER, LOPI, TOPI

WING/ENG A/I ON

DESCRIPTION This message will post when either bleed

air switch is in the WING/ENG position.
INHIBITS EMER
10 ICE AND RAIN
PROTECTION

FOR TRAINING PURPOSES ONLY 10-17

 CE-525 CITATION M2 PILOT TRAINING MANUAL

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

10-18 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

8. When using rain removal: 12. If the MASTER CAUTION light and WING
A. The augmenter doors can be easily pulled A/I COLD L-R CAS message appears:
open with windshield bleed air in LOW or A. Bleed-air temperature entering the wing
HI flow. leading edge is less than 110° C (230°F).
B. The volume of bleed air to the wind- B. The minimum power setting to extinguish
shield is regulated by the WINDSHIELD– the WING ANTI-ICE is 85% N2.
BLEED HI–OFF–LOW switch. C. If the left engine is shut down, the left
C. A windshield bleed overheat does not wing cannot be anti-iced.
affect rain removal. D. The minimum power setting to extinguish
D. The augmenter doors should be opened the WING ANTI-ICE is 80% N2.
prior to applying bleed air on the
windshield. 13. When using the TAIL DEICE boots:
A. They may be used at any temperature.
9. The windshield alcohol system:
B. Placing the switch to MANUAL will con-
A. Is a backup system for the windshield anti- tinuously inflate only one boot.
ice system. C. Illumination of the SURFACE DEICE
B. Energizes ejectors that apply alcohol to CAS message always indicates a system
both the pilot and the copilot windshields. malfunction.
C. Utilizes a pump that supplies alcohol to D. MANUAL mode serves as a backup way
the pilot windshield only for a maximum to inflate the boots.
of 10 minutes.
D. Both A and C are correct.

10. Once conditions necessary to extinguish the

ENG ANTI-ICE CAS message are satisfied,
a minimum power setting to sustain effective
operation in flight is typically:
A. 70% N1 rpm
B. 75% to 80% 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.
C. ITT Rise, N1 and N2 decrease and the
ENGINE A/I ON CAS message appears.
D. The nacelle temperature exceeds 320°
10 ICE AND RAIN

F and the MASTER CAUTION light

PROTECTION

illuminates.

FOR TRAINING PURPOSES ONLY 10-19

 CE-525 CITATION M2 PILOT TRAINING MANUAL

INTENTIONALLY LEFT BLANK

10 ICE AND RAIN
PROTECTION

10-20 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
CONTENTS
INTRODUCTION................................................................................................................ 11-1
GENERAL..............................................................................................................................11-1
TEMPERATURE-CONTROLLED PRESSURIZED AIR................................................... 11-2
Description.................................................................................................................... 11-2
Components................................................................................................................... 11-2
Controls and Indications................................................................................................ 11-2
Operation....................................................................................................................... 11-4
Emergency..................................................................................................................... 11-4
VAPOR CYCLE AIR CONDITIONING............................................................................. 11-5
Description.................................................................................................................... 11-5
Components................................................................................................................... 11-5
Operation....................................................................................................................... 11-8
LIMITATIONS...................................................................................................................... 11-9
EMERGENCY/ABNORMAL.............................................................................................. 11-9
QUESTIONS..................................................................................................................... 11-10

FOR TRAINING PURPOSES ONLY 11-i

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11 AIR CONDITIONING

INTENTIONALLY LEFT BLANK

11-ii FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

11 AIR CONDITIONING
ILLUSTRATIONS
Figure Title Page
11-1. Air Source Knob.................................................................................................... 11-2
11-2. Cabin Air Distribution System.............................................................................. 11-3
11-3. Air Conditioning System....................................................................................... 11-5
11-4. Temperature Select Switches................................................................................. 11-6
11-5. Cabin Temperature GTC Controls......................................................................... 11-7

TABLES
Table Title Page
11-1. CAS MESSAGES.................................................................................................. 11-9

FOR TRAINING PURPOSES ONLY 11-iii

 CE-525 CITATION M2 PILOT TRAINING MANUAL
11 AIR CONDITIONING

INTENTIONALLY LEFT BLANK

11-iv FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING

INTRODUCTION
This chapter describes the air-conditioning system in the M2 aircraft. Information is provided
on temperature-controlled pressurized air, vapor-cycle air conditioning, air distribution, and
controls and indications. The air conditioning system uses engine bleed air to heat, cool, pressur-
ize the cabin, and defog the cabin and cockpit windows. Controls for air conditioning are on the
environmental control panel.

GENERAL
The M2 airplane has a conditioned environment plumbed to a compressor and condenser in the
with automatic and manual temperature control. tailcone.
The air-conditioning system provides conditioned
air to both the cockpit and cabin areas. Hot bleed The pilot selects the left engine, the right engine, or
air is routed from each engine and cooled by pre- both engines to supply bleed air for system opera-
coolers in the pylons. It is then pneumatically con- tion on the ground or in flight. Fresh air to the cabin
trolled, manifolded to and further cooled in the is available during ground or low altitude opera-
main cabin heat exchanger by pylon ram air, and tions. Emergency pressurization is also available
routed to the cabin. If further cooling is necessary, in flight from either engine.
two vapor-cycle evaporator units in the cabin are

FOR TRAINING PURPOSES ONLY 11-1

 CE-525 CITATION M2 PILOT TRAINING MANUAL
11 AIR CONDITIONING

TEMPERATURE- CONTROLS AND INDICATIONS

CONTROLLED AIR SOURCE Selector
PRESSURIZED AIR The AIR SOURCE selector on the pressurization-
environmental control panel determines the sources
DESCRIPTION and amount of air that enters the cabin. The control
switch has the following positions:
Hot engine bleed air routes through the precooler,
which cools engine hot bleed air. The air is further OFF Position
cooled to comfort level by pylon ram scoop air
through the cabin heat exchanger. This bleed air The OFF position on the AIR SOURCE selec-
flows to the pressure vessel/cabin area. The vapor- tor energizes the left and right pressure regulat-
cycle evaporators in the cabin extract moisture and ing shutoff valves (PRSOVs) and the windshield
further cool the air, if desired. bleed-air shutoff valve closed. The EMER valve
deenergizes closed. Bleed air is still available to
the service air system, but no bleed air enters the
COMPONENTS pressure vessel from the engines. The airplane fully
depressurizes at the normal leak rate.
Pylon Precoolers
The precooler is a conventional heat exchanger in FRESH AIR Position
each engine pylon. It is totally hidden from view. The FRESH AIR position on the AIR SOURCE
The precooler lowers the bleed-air temperature selector does not pressurize the airplane and is
from 482°C (900°F) to 246°C (475°F). intended for ground and unpressurized low alti-
tude operation only. The left and right PRSOVs and
windshield bleed-air shutoff valve energize closed.
Cabin Air Heat Exchanger The EMER valve deenergizes closed. The source of
After engine bleed air exits the precooler, it enters a air entering the cabin is pylon ram-air from inlets
cabin air heat exchanger forward of the aft baggage on the leading edge of the pylons. An axial fan
compartment where further cooling takes place. boosts airflow. If pressurized at the time of selec-
The extracted heat is exhausted overboard through tion, no air flows until internal pressure leaks out
an exhaust on the underside of the fuselage, near to equal pylon ram inlet pressure. One-way check
the normal hydraulic reservoir. valves then unseat and the fan ventilates the cabin.

Windshield Anti-Ice Heat

Exchanger AIR SOURCE
The windshield anti-ice heat exchanger in the tail- BOTH
cone is an air-to-air heat exchanger that further
cools precooled engine bleed air to a temperature L R
that avoids damage to the windshield. Cooling air
to the windshield anti-ice heat exchanger is from
the left and right pylon ram-air inlets through the
windshield modulating valve. FRESH
AIR EMER
OFF

Figure 11-1.   Air Source Knob

11-2 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

11 AIR CONDITIONING
L PYLON L BLEED AIR
PRECOOLER EXHAUST
L WING OVERBOARD
ANTI-ICE
L PYLON INLET
R WING CABIN FLOOR AIR
ANTI-ICE CABIN HEAT COCKPIT
EXCHANGER CABIN ARMREST AIR FLOOR AIR
T

L PR SOV
L FCV 4 8

R FCV 4 8

R PR SOV

23 PSI CABIN/COCKPIT COCKPIT

SERVICE AIR CABIN ARMREST AIR
DIVERTER VALVE FLOOR AIR
R PYLON INLET CABIN FLOOR AIR
WINDSHIELD
ANTI-ICE
R PYLON RAM AIR
PRECOOLER MODULATING
R BLEED AIR VALVE

Figure 11-2.   Cabin Air Distribution System

BOTH Position at 6 ppm to the pressure vessel. Cooling air to the

windshield anti-ice heat exchanger is from the left
The BOTH position on the AIR SOURCE selec- and right pylon ram-air scoops. Warm air from the
tor deenergizes the left and right PRSOVs and emergency valve under the floor just to the aft side
flow control valves (FCVs) open and energizes of the copilot seat flows to the right side ducting.
the windshield anti-ice shutoff valve closed. The EMER provides an alternate source of bleed air
emergency pressurization valve deenergizes closed. from one or both engines to continue pressurization
Normally, this allows regulated bleed air from both if the normal source fails. It is not intended for nor-
engines to enter the cabin at 8 ppm (4 ppm per mal operation. The windshield anti-ice valve deen-
engine). Check valves prevent bleed-air flow to any ergizes OPEN and the emergency valve energizes
inoperative engine. OPEN. The left and right PRSOVs energize closed.
L or R Positions In flight (but not on the ground per the left squat
When L or R is selected on the AIR SOURCE switch logic), selecting emergency closes both
selector, bleed air from the selected engine is used left and right PRSOVs and opens the emergency
for cabin pressurization. The PRSOV on the select- valve. The emergency valve fails closed with the
ed engine remains open, while the PRSOV on the loss of normal DC. Selecting the windshield anti-
nonselected engine closes. The FCV on the selected ice system ON greatly impacts emergency opera-
engine changes position to maintain a total air flow tions reducing source air volume and increasing
of 8 ppm to the cabin. source air temperature from the windshield anti-ice
heat exchanger to 138°C (280°F) in HI or 127°C
(260°F) in LOW.
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 will post with the activation of
this system. The emergency valve regulates the air

FOR TRAINING PURPOSES ONLY 11-3

 CE-525 CITATION M2 PILOT TRAINING MANUAL
11 AIR CONDITIONING

OPERATION Pilot and copilot footwarmer air flows from the

sidewall ducts at floor level under the rudder ped-
The pneumatic temperature probe regulators sense als and distributes the air vertically across the feet.
precooler discharge air temperature and regulates
service system air to open the fan air modulating Passenger footwarmer outlets receive air from
valve for each engine. underfloor ducting near the aft pressure bulkhead.
A single cabin side duct supplies air to both the
Opening the modulating valve allows the relatively footwarmer and armrest outlets. Passenger armrest
cooler fan bypass air to vent, as a cooling medium, outlets have air outlet holes under the armrest cover
through the precooler. Compressor hot bleed air assembly with the origin of air being identical to
at 482°C (900°F) is routed through the precooler the footwarmer outlets.
and regulated automatically to between 450° to
500°F. Precooler discharge air is directly routed to Fresh air is available directly to the cabin for ground
anti-ice the wing and pylon ram air scoops. Heat or unpressurized low altitude ventilation in lieu of
extracted from the precooler is routed overboard bleed air. A fresh air blower aft of the aft pressure
in the aft pylon area next to the end of the engine bulkhead delivers fresh air through the bleed-air
exhaust tube. distribution system.
As cooled bleed air exits the precooler, it passes a When selecting fresh air, a FRESH AIR ON CAS
293°C (560°F) overtemperature sensor that illu- message appears and the MASTER CAUTION
minates the appropriate BLEED AIR O’TEMP light illuminates steady.
L-R CAS message to inform the pilot that bleed
air entering airplane systems is too hot. Reducing
power (rpm) extinguishes the light below 282°C EMERGENCY
(540°F). If complete DC electrical failure occurs, regardless
of the AIR SOURCE selector position, air is sup-
NOTE plied to the cabin as if the source selector switch
When the BLEED AIR O’TEMP L-R is positioned to BOTH. Without electrical power,
CAS message displays, it shuts off the the emergency pressurization valve fails closed
wing anti-ice shutoff valve on the side and the left and right PRSOVs fail open, the FCVs
of the overheat until the system cools fail to the 4-ppm flow for a total of 8-ppm flow to
to protect the wing leading edge from the cabin. The windshield bleed-air shutoff valve
heat damage. fails open, delivering air to the two manual WIND-
SHIELD ANTI-ICE BLEED AIR valve controls
that are normally closed, except in icing conditions.
A ram-air modulating valve controls the amount of
pylon scoop ram cooling air that passes through the
cabin heat exchanger (automatically or manually Passenger Foot Warmer Outlets
controlled). The ram-air modulating valve has limit
switches to control the air-conditioning compres- Passenger foot warmer outlets are along the out-
sor. When the valve is full open and the compres- board cabin walls at floor level. The outlets allow
sor switch is in the AUTO position, the compressor incoming air to be distributed along the cabin walls
operates. At approximately 50% closed, the com- at floor level.
pressor is disengaged.
Passenger Armrest Outlets
The Cockpit Air DIST Slider in the GTC Temper-
ature page is normally kept in NORM for climb Passenger armrest outlets are along the outboard
and cruise and is selected to MAX for descent and cabin wall at passenger seat armrest level. The out-
approach. lets supply incoming air to openings under the pas-
senger armrests through “piccolo tubes.”

11-4 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

11 AIR CONDITIONING
AFT PRESSURE
BULKHEAD
FLOOD
COOLING VENT
DEFOG
L WEMAC AIR FWD AIR VENTS
VENT

COMPRESSOR/
CONDENSER

INTAKE FWD AIR

R WEMAC AIR AIR FWD DIVERTER
EVAPORATOR DOOR
AFT EVAPORATOR
FAN UNIT
AFT
EVAPORATOR FLOOD COOLING
DIVERTER
DOOR

Figure 11-3.   Air Conditioning System

Windshield Defog Outlets VAPOR CYCLE AIR

When DEFOG is selected OFF through the GTC,
cockpit bleed air enters the defog duct to the
CONDITIONING
glareshield where it blows across the windshield.
DESCRIPTION
Flow Divider The air-conditioning system provides conditioned
air to both cockpit and cabin areas. The vapor-cycle
The flow divider (cockpit air distribution diverter) system functions in conjunction with temperature-
contains two electrically controlled, pneumatically controlled bleed air.
actuated valves forward of the aft pressure bulk-
head under the floor. The valves are controlled by
four settings of the COCKPIT AIR DIST slider COMPONENTS
on the GTC.
Compressor
Cockpit Foot Warmer Outlets The compressor is behind the aft baggage com-
partment J-Box. The compressor compresses the
Bleed air channels to the cockpit where it enters the
warm low-pressure refrigerant gas into a hot, high-
pilot and copilot foot warmer air outlets and side
pressure gas.
air ducts under each side window.

Evaporators
There are two evaporators in the vapor-cycle sys-
tem. The forward evaporator is on the right side,
forward of the cabin entry door. The rear evaporator
is on the cabin side at the bottom of the aft pressure
bulkhead under the hump cover. The aft evaporator

FOR TRAINING PURPOSES ONLY 11-5

 CE-525 CITATION M2 PILOT TRAINING MANUAL
11 AIR CONDITIONING

connects to the overhead cabin air vents distribu-

tion system as well as a flood-cooling outlet near
TEMPERATURE SELECT
the upper rear bulkhead. Air is routed across the
evaporator coils with electrically powered blowers
to dissipate heat. HOT MANUAL
M
A
Flood Cooling Vent N
U
The flood-cooling vent assembly is behind the inte- A
rior panel near the top of the aft pressure bulkhead. L
The flood door is spring-loaded to the flood posi- COLD NORM
tion in the absence of 23-psi service air pressure
(i.e., no engine running). The flood-cooling door Figure 11-4.   Temperature Select Switches
closes if the AFT FAN selection of the temperature
control GTC is in the Low or Hi position when both PRSOVs closed, stopping hot bleed air enter-
the service air system is pressurized (any engine ing the cabin. Use the forward and aft evaporators
operating) and the air flows to the overhead cabin to cool the air inside the cabin or extract moisture,
air vents. if desired. Restore bleed air to the cabin at 8-ppm
flow by selecting either MANUAL temperature
control or moving both throttles above approxi-
TEMPERATURE SELECT mately 85% N2. Moving the throttles above approx-
Switches imately 85% N2 for takeoff opens both PRSOVs,
restoring normal bleed-air flow for pressurization
Cabin temperature can be controlled automatically during takeoff.
or manually using switches located on the TEM-
PERATURE SELECT panel. If the TEMPERA- The temperature controller receives signals from
TURE SELECT switch is in the NORM position, the:
temperature is controlled automatically. If in the
• TEMPERATURE SELECT switches
MANUAL position, cabin temperature is con-
trolled using the MANUAL HOT/COLD switch. • GTC temperature control inputs
When the TEMPERATURE SELECT switch is in • Cabin temperature sensor
MANUAL, the temperature control slider on the
• Duct temperature anticipator
GTC grays out.
The controller then sends a signal to the ram-air
modulating valve to establish the necessary ram
Temperature Controls airflow across the cabin heat exchanger. The antici-
The temperature control system includes: pator senses the temperature of incoming condi-
tioned air to the cabin and sends a signal to the
• Cabin temperature sensor temperature controller to maintain desired cabin
• Cabin temperature controller temperature. The cabin temperature sensor is on
• Duct temperature anticipator the inlet of the aft evaporator, immediately for-
ward of the aft pressure bulkhead. It senses actual
• Air duct overheat switch cabin temperature and sends a signal to the tem-
• TEMPERATURE SELECT Switches perature controller to maintain the desired cabin
• GTC temperature controls temperature.
Hot engine bleed air to the cabin is automatically The master control for the air conditioning is locat-
shutoff during ground taxi (squat switch logic with ed on the GTC. In the OFF position, the vapor
the TEMPERATURE SELECT switch not in the cycle air-conditioning system is turned off and the
NORM position) at less than 85% N2 when the cabin bleed-air temperature control system func-
cabin temperature is warmer than 18°C (65°F). The tions erratically.
18°C (65°F) cabin temperature sensor energizes

11-6 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

11 AIR CONDITIONING
GARMIN
Controls for the vapor-cycle air-conditioning sys- Audio & COM1 MIC COM2 XPDR1
tem consist of selections on the GTC environmental Radios 118.200 1 130.575 ON

temperature control page. The aft fan (evaporator) Intercom STBY 1 STBY
selection also controls the flood-cooling diverter 122.205 MON 130.505 1200
COM1 Standby
Temperature
door solenoid valve. Additionally, the system is
controlled by the cabin temperature control system. Air COND
Find
Cold
122.205
Temperature
Bksp
Hot

The fans are energized anytime the air-conditioning Fans

selection is placed in the Auto or Fans positions. FWD Fan
1 2 3
Low Compressor
The compressor is wired to operate in the Off-Fans 4 5 Off 6
position if DEFOG Hi or Low is selected. The Aft Fan

compressor automatically activates and deactivates Flood

7 8 9
NORM Cockpit Air Distribution MAX
at all altitudes. DEFOG
Off 0 XFER
Air COND Selection
The cabin temperature sensor is in the inlet duct Back Home MSG Full
Enter

to the aft evaporator. Therefore, the Air COND – Range + Pilot COM1 Volume COM1 Freq
Data Entry
Push:Pan Push:Squelch Push:Enter
Push:1-2 Hold:
selection must be in the Auto or Fans position to
enable the aft fan to operate in Low, Hi or Flood. Figure 11-5.   Cabin Temperature GTC
These selections also enable the automatic cabin Controls
temperature control system to function properly
(have steady airflow). This provides temperature control of the vapor-
cycle system in flight and on the ground.
NOTE
Do not block the aft evaporator fan inlet Temperature Selection
at the rear of the dropped aisle with bag-
gage. Blocking the aft evaporator fan Placing the TEMPERATURE SELECT switch to
inlet causes erratic cabin temperature the NORM position allows the temperature control-
control. ler, found on the Temperature page of the GTC, to
control cabin temperature. The cabin temperature
sensor is in the aft fan evaporator inlet at the lower
The cabin temperature control system only func- rear pressure bulkhead. The automatic tempera-
tions properly if the Air COND selection is set to ture range is approximately 18°C to 29°C (65°F
Auto or Fans. In flight, with warm cabin conditions, to 85°F).
the ram-air modulating valve opens fully (allowing
maximum cooling of the bleed air) and energizes Placing the temperature selector to the MANUAL
the first compressor limit switch to power the com- position enables the MANUAL– HOT–COLD
pressor on. The cabin is provided with vapor cycle switch for control of the cabin temperature. The
refrigerant cooling while the ram-air modulating manual switch takes approximately 15 seconds to
valve controls bleed-air temperature to the cabin. motorize the ram-air modulating valve from one
As conditions change and the ram-air modulating extreme to the other. The manual switch does not
valve closes to a half-open position, a second limit select temperature; it only positions the ram-air
switch removes power from the compressor. On the modulating valve.
ground no ram air is available. The ram-air valves
fully open any time the cabin temperature is above
the cabin temperature control set point, which
engages the compressor. The ram-air modulating
valve moves toward the closed position anytime the
cabin temperature is below the selected tempera-
ture, which removes power from the compressor.

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11 AIR CONDITIONING

System protection is provided by the: provides the crew a more comfortable environment
• Temperature controller on the aft pressure and better windshield moisture control.
bulkhead.
• Duct temperature anticipator between the OPERATION
heat exchanger and aft pressure bulkhead
The compressor is driven by an electric motor.
• Duct overheat temperature sensor between Electrical power for operation of the compressor
the cabin heat exchanger and aft pressure while on the ground can be supplied by an exter-
bulkhead nal power unit or by the right engine generator. In
FWD Evaporator Fan Selection flight, both engine-driven generators are required
for compressor operation. R-134A refrigerant is
The FWD evaporator fan selection on the ECS pumped through the system, which alternately
GTC page has three positions: Low, Auto, and Hi. evaporates and condenses to move heat from one
This selection controls the forward evaporator fan, location to another. The heat extracted from the
and receives power from the left CB panel. In the condenser is ducted overboard through louvers
Auto position, the forward evaporator fan runs in under the right tailcone area. The compressor com-
low speed only when the compressor is powered. presses the warm low-pressure refrigerant gas into
a hot, high-pressure gas. The hot high-pressure
Aft Evaporator Fan Selection gas is then passed through the condenser, where
it rejects the heat picked up from the cabin along
The AFT evaporator fan selection on the ECS GTC with the heat of compression and then condenses
page has three positions: Low, Hi, and Flood. This the refrigerant into a warm, high-pressure liquid.
selection controls two speeds of aft fan operation This liquid is then passed through a receiver/dryer
and the flood cooling vent. It receives power from where the remaining gas is separated from the liq-
the left CB panel. uid and any moisture is removed by a desiccant.
The receiver/dryer also acts as a reservoir for the
In order to receive cool air in all wemac, either liquid refrigerant. The warm, high-pressure liquid
engine must be running and the Aft Fan should be then travels to the constant pressure expansion
selected to Low or Hi. valves where the warm, high-pressure liquid is
expanded to a low-pressure, low-temperature liquid
DEFOG Fan Selection vapor mixture. This mixture then travels through
the evaporators and absorbs heat from the cabin air
A fan is in the right cockpit sidewall. The two- that evaporates the liquid refrigerant. The refriger-
speed blower is controlled by the DEFOG selection ant vapor then returns to the compressor to repeat
in the environmental temperature GTC page. The the process.
forward evaporator diverter valve is under the pilot
and copilot floor area. It is spring-loaded to direct The overhead ventilation system is routed along the
the forward evaporator air to the flush-floor grill. ceiling forward of the aft pressure bulkhead. The
system recirculates cabin air through the aft evapo-
Cockpit Air Distribution rator and operates only when the air conditioning
switch is set to FAN or AUTO. At least one engine
Selection must be operating to provide engine bleed air to
The Cockpit Air Distribution selection is located move the flood vent door closed. This routes all aft
in the bottom half of the Environmental Control evaporator air to the overhead air vents.
Settings (ECS) GTC page. It adjusts the distribu-
tion of incoming air between the cabin air duct and The overhead ducting system includes the aft evap-
cockpit/emergency air duct. There are two solenoid orator flood-cooling vent and conditioned air duct-
valves at the lower right aft pressure bulkhead with ing and outlets.
four positions. The selection electrically controls
and pneumatically actuate the two spring-loaded Air outlets at each passenger position operate from
(retracted) valves using 23-psi service air. This a full-open to full-closed position individually.

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11 AIR CONDITIONING
Many holes are drilled in the overhead ducts to Table 11-1.   CAS MESSAGES
assure positive airflow to the cabin temperature
AIR DUCT OVERTEMP
sensor. All overhead air vents manually open and
close. The flood-cooling door is pneumatically DESCRIPTION The air duct has exceeded a tempera-
actuated and controlled by the AFT evaporator fan ture of 300°F.
switch in the FLOOD (high fan speed) position. INHIBITS LOPI, TOPI
The flood vent solenoid is spring-loaded to the
FLOOD position, thus blocking air to the over- BLEED AIR O’TEMP L-R
head air vents.
DESCRIPTION Bleed air overheat.

INHIBITS EMER, LOPI, TOPI

LIMITATIONS
FRESH AIR ON
For specific limitations, refer to the FAA-approved DESCRIPTION Message is displayed when fresh air is
AFM. selected on AND (aircraft is in the air OR
when thrust levers are neat cruise power
settings or above.
EMERGENCY/ INHIBITS EMER
ABNORMAL FRESH AIR ON

For specific information on emergency/abnormal DESCRIPTION Message is displayed when Fresh Air is
procedures, refer to the appropriate checklist or selected on AND aircraft is on the ground
FAA-approved AFM. AND when thrust levers are below cruise
power settings
INHIBITS EMER

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11 AIR CONDITIONING

QUESTIONS
1. When controlling the cabin temperature with 5. The cabin heat exchanger ram-air modulating
the manual temperature toggle switch, the valve is opened for cooler cabin air or closed
ram-air modulating valve is positioned from for warmer cabin source air by:
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 DIST slider.
D. 15 seconds.
6. The source of bleed air when the EMER
2. The AIR DUCT OVERTEMP CAS message PRESS ON CAS message displays in flight
displays when the: is:
A. ACM shuts down. A. Either the left, right, or both engines.
B. Temperature of air in the duct to the cabin B. Left engine only.
is over 149°C (300°F). C. Right engine only.
C. Temperature of the air going to the wind- D. Ram air.
shield is excessive.
D. EMER source is selected unless the left 7. The vapor-cycle compressor may be on (Green
throttle is retarded. light indicated on the GTC) when:
A. Air conditioner in AUTO on a hot day with
3. How can the windshield anti-ice shutoff valve the ram-air modulating valve full open.
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 valve opens any time cabin temperature
or LOW is above the cabin temperature control set
C. Select EMER pressure mode point engaging the compressor.
D. All of the above D. All of the above.

4. The precooler fan-air modulating valves open 8. The vapor-cycle compressor is OFF (green
for cooler engine bleed source air: light off) when:
A. Automatically by the precooler tempera- A. AIR COND circuit breaker is popped.
ture control system to maintain a preset B. Ram-air modulating valve more than 50%
[Link]. closed in AUTO.
B. In direct response to the TEMPERA- C. Automatic load-shedding circuit ­during
TURE SELECT switch selected to a lower engine or generator failure.
setting. D. All of the above.
C. In direct response to the cabin air heat
exchanger ram-air modulating valve open- 9. What closes the L and/or R PRSOVs:
ing more than 50% while the AIR COND
A. Selecting the opposite L or R source
button switch is in AUTO and wing anti-
ice is off. B. Selecting FRESH AIR, EMER, or OFF
D. All of the above C. In AUTO during cabin taxi temperatures
over 18°C (65°F) temperature sensor clos-
es the PRSOVs
D. All of the above

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11 AIR CONDITIONING
10. The pilot and copilot footwarmer outlets are 16. The cabin air temperature in the AUTO mode
located: keeps the cabin temperature in a selectable
A. On the cockpit sidewalls. range of:
B. Under the pilot and copilot rudder pedals. A. 12–35°C.
C. On the side of the throttle pedestal. B. 50–75°F.
D. Under the pilot and copilot seats. C. 65–85°F.
D. 18–29°F.
11. In the AUTO position, the forward fan is OFF
except: 17. The ram-air modulating valve controls:
A. When flood cooling is selected. A. The amount of cooling ram air that passes
B. When the compressor is on, then operating through the cabin heat exchanger.
at low speed. B. The amount of air flowing into the cabin
C. When the compressor is on, then operating from the pylon air inlet when the FRESH
at high speed. AIR position is selected.
D. When the compressor is on, then operating C. Below 18,000 feet, a barometric switch
at medium speed. shutting OFF the operation of the air mod-
ulating valve.
12. The AFT fan selections are: D. Air to the aft evaporator.
A. LOW, OFF, or HI.
18. Selecting the FRESH AIR position:
B. LOW, HI, and FLOOD.
C. LOW, AUTO, or HI. A. Turns on the refrigerant to cool the cabin.
D. LOW, MED, or HI. B. Causes the cabin to depressurize in flight.
C. Must not be used during ground
13. The forward fan selections are: operations.
A. LOW, AUTO, or HI. D. Will not affect normal pressurized flight.
B. LOW, OFF, or HI.
19. The EPU is powering the compressor and
C. LOW, MED, or HI.
both evaporators in AUTO on a hot day before
D. AUTO, OFF, or HI. engine start. The pilot is concerned that no
cool air is venting the cabin o­ verhead air vents
14. During climb and cruise the COCKPIT AIR when the AFT ­evaporator fan switch is in HI
DIST Slider is selected to: or LOW:
A. MAX, 80% air to crew. A. This is normal.
B. 11 o’clock, 60% air to crew. B. The flood-cooling door spring-loads to the
C. NORM, 50% air to crew. flood cool (open) position without 23 psi
D. 10 o’clock, 70% air to crew. service air.
C. With any engine running, 23 psi service
15. Cabin air is circulated through two evapora- air closes the flood-cooling doors, thus
tors; one in the forward cabin under the side- allowing all aft evaporator cooling air to
facing seat, and one is on the aft bulkhead. The the overhead vents.
aft evaporator provides conditioned air to the: D. All of the above.
A. Forward diffuser.
B. Overhead air vent valves.
C. Side-wall outlets.
D. Flood-cooling outlet only.

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11 AIR CONDITIONING

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CHAPTER 12
PRESSURIZATION
CONTENTS
INTRODUCTION................................................................................................................ 12-1

12 PRESSURIZATION
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....................................................................................................................... 12-4
LIMITATIONS...................................................................................................................... 12-5
EMERGENCY/ABNORMAL.............................................................................................. 12-5
QUESTIONS........................................................................................................................ 12-7

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12 PRESSURIZATION

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ILLUSTRATIONS
Figure Title Page
12-1. Pressurization Switch-Panel.................................................................................. 12-2
12-2. Pressurization Window (on EIS)............................................................................ 12-4
12-3. Landing Elevation GTC Page................................................................................ 12-4

12 PRESSURIZATION
TABLES
Table Title Page
12-1. CAS MESSAGES.................................................................................................. 12-6

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12 PRESSURIZATION

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CHAPTER 12
PRESSURIZATION

12 PRESSURIZATION
INTRODUCTION
The pressurization system on the Citation M2 maintains cabin altitude lower than actual aircraft
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 is This difference in pressure equates to the cabin
a constant source of temperature controlled bleed pressure altitude being lower than the aircraft cruis-
air to the cabin (refer to Chapter 11—“Air Condi- ing pressure altitude. If cabin pressure is higher
tioning”) (Figure 12-1). The other is a method of than the outside air (cabin altitude lower than actual
controlling the outflow of the bleed air from the altitude) opening the valves causes air to flow out
cabin. This control of bleed air inflow and outflow of the cabin and the cabin “climbs.” On the ground
results in a cabin differential pressure (difference the outflow valves open fully, putting the cabin at
between cabin pressure and outside air pressure). ambient pressure.

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

DESCRIPTION Both outflow valves contain maximum differen-

tial limiters and maximum cabin altitude limiters.
The cabin altitude limiters override the controller
The pressurization system includes:
inputs to the outflow valves avoiding the possi-
bility of underpressurization. The maximum dif-
• Pressurized air inflow
ferential limiters override the controller inputs
• Two outflow valves to the outflow valves avoiding the possibility of
overpressurization.
• Landing Elevation GTC page
12 PRESSURIZATION

• Air Source switch

• Pressurization STBY-NORM switch CONTROLS AND
• Cabin dump switch INDICATIONS
When the airplane is on the ground, the outflow
valves are fully open to depressurize the airplane. CONTROLS
When the throttles are advanced for takeoff, the
bleed air turns on (if not already on for heating), The pressurization controls are all located in the
and the pressurization controller starts closing the Pressurization switch-group on the pilot’s switch
outflow valves to pressurize the airplane. The cabin panel (except Landing Elevation GTC page). The
altitude may descend by as much as 200 feet during controls include:
this ‘pre-pressurization” prior to lift off.
• AIR SOURCE selector (see Chapter 11 –
When the airplane is climbing or cruising, the Air Conditioning)
cabin altitude will slowly begin changing to the • Landing Elevation
landing field elevation, not to exceed 7800 feet.
The cabin ΔP (differential pressure between inside • Pressurization STBY-NORM switch
and outside) will increase until near the maximum • CABIN DUMP switch
ΔP (8.6 PSI), and then the cabin will climb while
the ΔP remains approximately constant. The pressurization controller normally functions
automatically and no pilot input is required. Manu-
During descent, the cabin altitude will change al control of the pressurization controller is accom-
slowly to the landing field elevation, and normally plished through the Pressurization GTC page.
will reach the landing elevation when the airplane
is 1500 feet above the landing airport. The cabin PRESSURIZATION
AIR SOURCE CABIN DUMP
will be nearly depressurized at this point. At land- BOTH STBY
ing, the outflow valves will open fully, allowing the L R
airplane to depressurize fully.
FRESH
AIR EMER
NORM
COMPONENTS OFF

Figure 12-1.   Pressurization Switch-Panel

OUTFLOW VALVES
The primary and secondary outflow valves are Pressurization Controller
mounted on the aft pressure bulkhead. They are
driven by the pressurization controller to control If cabin differential pressure exceeds 8.6 PSI maxi-
the cabin altitude. Pressurized air supplies posi- mum, each outflow valve opens automatically,
tive airflow to the cabin (refer to Chapter 11— “Air releasing pressure from the cabin. The MAX DIFF
Conditioning”). The outflow valves exhaust cabin valve overrides all others and is not dependent on
air into the tailcone. any other system, nor any control.

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

AIR SOURCE Selector When flying in icing conditions using EMER pres-
surization, using the windshield anti-ice reduces
Operation of the AIR SOURCE knob is detailed in the amount of bleed air available for pressurization.
Chapter 11—“Air Conditioning.” This knob nor- To ensure sufficient bleed air for emergency pres-
mally provides pressurized air inflow to the cabin. surization, close the WINDSHIELD ANTI-ICE
BLEED AIR manual valve knob for the copilot
CAUTION windshield. This ensures both sufficient emergency
pressurization bleed air to the cabin and sufficient
If this knob is set to a source that is not bleed air to prevent ice accumulation on the pilot

12 PRESSURIZATION
providing pressurized air (i.e., OFF or windshield.
FRESH AIR, or a nonoperating left or
right engine) the cabin slowly depressur-
izes due to normal cabin leakage.
CAUTION
Setting this knob to EMER provides
NOTE limited pressurized flow (6 ppm) of hot
air and is not intended for prolonged use.
If the cabin is pressurized, turning the
AIR SOURCE knob to FRESH AIR
does not immediately depressurize and Pressurization STBY–
ventilate the cabin. Fresh air is not ad-
mitted until the cabin fully depressur- NORM Switch
izes, which happens gradually through The Pressurization STBY-NORM switch selects
normal cabin leakage. Faster depres- the mode of operation in flight.
surization can be forced by other sys-
tem controls. • NORM: Pressurization controller automati-
cally functions to control cabin altitude in
NOTE flight mode.
If complete DC electrical failure occurs • STBY: Disables the pressurization control-
or the DC POWER BATTERY– OFF– ler. The PRESSURIZATION CNTRL
EMER switch is set to EMER, then air CAS message is also displayed.
is supplied to the cabin as if the AIR When the STBY position is selected, the cabin alti-
SOURCE knob was set to BOTH, re- tude will respond as follows:
gardless of its actual position.
• If the airplane is level, the cabin altitude will
Selecting EMER closes both left and right pressure remain steady.
regulating shutoff valves (PRSOVs) and opens the • If the airplane is descending, the cabin alti-
EMER valve in flight (but not on the ground, per tude will increase slowly until the maximum
the left squat switch). With the loss of normal DC, cabin altitude limiter is reached (approxi-
the emergency valve fails closed. mately 14,500 feet), or until the airplane alti-
tude and cabin altitude are equal. Then the
Activating the windshield bleed-air anti-ice system airplane will be unpressurized until landing.
(setting the WINDSHIELD ANTI-ICE BLEED In this condition, the CABIN ALTITUDE
switch to HI or LOW) impacts EMER pressuriza- CAS message may appear.
tion operations. It changes both the volume and
temperature of bleed air available for emergency • If the airplane is climbing, the cabin altitude
pressurization. Emergency pressurization bleed air will decrease until the maximum cabin dif-
from the windshield anti-ice heat exchanger rises ferential pressure is reached (approximately
to 138°C (280°F) with WINDSHIELD ANTI- 8.6 PSI), and then the cabin altitude will
ICE BLEED—HI or 127°C (260°F) with WIND- climb as maximum differential pressure is
SHIELD ANTI-ICE BLEED—LOW. maintained.

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

With the Pressurization STBY-NORM switch in

either position, the CABIN DUMP switch remains
functional.

CABIN DUMP Switch

The CABIN DUMP switch is used to manually
depressurize the cabin in the event of an emer-
gency. When selected, the cabin will climb until
12 PRESSURIZATION

the maximum cabin altitude limiter is reached

(14,500 feet).

Landing Elevation
The Landing Elevation (LDG ELEV) is automati-
cally set to the Cabin Altitude (CABIN ALT) value
during power-up. Once a flight plan is entered, the
Landing Elevation is updated to reflect the new
destination elevation. Automatically entered values
appear in magenta. Manually entered values (as
set on the Landing Elevation page of either GTC,
are cyan. If the Landing Elevation data is invalid
or not available, the digits are replaced with amber
dashes. Figure 12-3.   Landing Elevation GTC Page

INDICATIONS OPERATION
The pressurization indications are displayed in the
Cabin Display on the EIS. Indications presented Outflow Valves
on the display include: The primary and secondary outflow valves connect
through a port that allows equal positive pressure
• Cabin altitude (CABIN ALT) or negative pressure to be applied to both valves.
• Pressure change rate (RATE)
The position of a control chamber in the primary
• Differential pressure (ΔP) and secondary outflow valves controls the flow rate
• Landing Elevation (LDG ELEV) of exhausted cabin air. Air is added or removed
from the control chamber by climb and dive sole-
noids on the primary outflow valve. The climb
PRESSURIZATION and dive solenoids respond to commands from the
CABIN ALT 1300 FT RAT°C 15 pressurization controller. If the controller opens the
dive solenoid, 23-psi service air applies pressure
RATE 0 FPM SAT°C 15 on the back side of both outflow valves and drives
ΔP 0.0 PSI ΔISA°C +3 them toward the closed position. If the controller
LDG ELEV 1288 FT opens the climb solenoid, a vacuum created by
23-psi service air opens the outflow valves.
OXYGEN PRESSURE 1750 PSI
The pressurization system controls the cabin
Figure 12-2.   Pressurization Window
exhaust airflow rate by positioning the modulat-
(on EIS)
ing diaphragm in the primary and secondary out-
flow valves. The diaphragm position adjusts by

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

varying the pressure in the valve control chamber High Elevation Departures
behind the diaphragm. The primary and secondary
outflow valve control chambers connect together When the aircraft departs from an airfield between
with a tube and a flow-limiting orifice in each out- 8,000 and 10,000 feet, it is in high elevation mode.
flow valve. While on the ground with the throttles below 85%
TLA, the aircraft is unpressurized. After takeoff
The climb and dive solenoid valves do not over- as indicated by the weight on wheels switches the
ride the: pressure vessel starts to descend at a rate of 500
fpm until reaching 7,800 feet cabin altitude. After
• Maximum cabin altitude limit valves the cabin has descends to 7,800 feet it continues to

12 PRESSURIZATION
• Maximum differential pressure valves descend at a reduced rate of 100 fpm until it reaches
its normal auto schedule cabin altitude which is
The solenoids receive DC electrical pulses from the dependent on aircraft actual altitude.
controller, which cause solenoids to momentarily
pop open and generate gradual pressure changes in
the control chambers. Audible clicks are produced
when the solenoids pop open and can be heard LIMITATIONS
when the engines are off. The system responds
rapidly to small cabin pressure variations and cor- For specific limitations, refer to the FAA-approved
rects them before passengers and crew detect any AFM.
discomfort.

High Elevation Mode EMERGENCY/

High-Altitude Landings
ABNORMAL
In normal pressurization operations, the aircraft For specific information on emergency/abnormal
can cruise at 41,000 feet and can have a cabin alti- procedures, refer to the appropriate checklist or
tude of 7,800 ± 200 feet. Normally, the cabin has FAA-approved AFM.
no reason to climb above 7,800 ± 200 feet unless
it is landing at a destination field with an altitude
of 8,000 feet up to 10,000 feet. These high field
elevations call for a different pressurization mode
(high elevation mode) to allow the cabin to climb
above 8,000 feet. The parameters for the pressur-
ization system entering high elevation mode are:

• Destination field greater than 8,000 feet set

into the destination window
• Air data computer indicates the aircraft alti-
tude is between 8,000 and 24,500 feet
High elevation landing example: If the aircraft is
cruising at 41,000 feet it can have a cabin altitude
of 7,800 ± 200 feet and it is operating in normal
pressurization mode even with an 8,000 feet or
higher destination field is set in the destination field
window. As the aircraft descends below 24,500 feet
the pressurization system switches to the high ele-
vation mode and starts to raise the cabin up to and
above 8,000 feet as the aircraft descends in prepa-
ration for landing at the high elevation destination.

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Table 12-1.   CAS MESSAGES

CABIN ALTITUDE

DESCRIPTION Indicates that the cabin altitude is above

the maximum limit. The maximum limit
is 9,850 ft during normal operations and
14,500 ft in High Elevation mode.
Voice: “Cabin Altitude”.
12 PRESSURIZATION

INHIBITS LOPI, TOPI

EMERGENCY PRESS ON

DESCRIPTION Indicates that emergency pressurization

is active.
INHIBITS EMER, LOPI, TOPI

HIGH ELEVATION MODE

DESCRIPTION This message is active if the pressuriza-

tion controller is in the High Elevation
mode AND (Airplane is in the air AND the
CABIN ALT is >9,850 ft) for >30 minutes.

INHIBITS EMER, LOPI

PRESSURIZATION CNTRL

DESCRIPTION Indicates a fault on the pressurization

controller. The fault may be a BIT fault
or data fault OR the controller is in High
Elevation mode and the Baro-Corrected
Altitude is > 25,000 ft. The Baro-Correct-
ed Altitude is sourced from the same
as being received by the pressurization
controller.
INHIBITS EMER, LOPI, TOPI

HIGH ELEVATION MODE

DESCRIPTION Indicates that the pressurization control-

ler High Elevation mode is active.
INHIBITS EMER, LOPI

PRESSURIZATION CNTRL

DESCRIPTION This message is displayed when the

BATT switch is selected to EMER in
emergency as a reminder that the pres-
surization controller is inoperative.
INHIBITS NONE

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QUESTIONS
1. Cabin pressurization is normally regulated by: 6. The source of bleed air for cabin pressurization
A. Controlling the amount of air entering the when the EMER PRESS ON CAS message
cabin. displays in flight is:
B. Controlling the amount of air ­escaping the A. Vapor-cycle air.
cabin. B. Right engine.
C. Modulating the temperature of the cabin C. Either or both engines.

12 PRESSURIZATION
temperature controller. D. Pylon ram air.
D. Manipulating the throttles.
7. On the ground, with either engine o­ perating
2. Normal pressurization mode(s) is (are): below approximately 85% N2:
A. Taxi, takeoff, and flight. A. Only the primary outflow valve opens.
B. Automatic, manual, and isobaric B. Neither outflow opens.
C. Takeoff, flight, and landing. C. Both outflow valves are open.
D. Normal, manual, and isobaric D. Only the secondary outflow valve opens.

3. When both throttles are advanced above

approximately 85% N2 on the ground:
A. The flight mode is initiated.
B. The pressurization system remains in the
ground mode.
C. The prepressurization takeoff mode is
initiated.
D. None of the above.

4. What OPENS the two outflow valves to climb

the cabin?:
A. The digital AUTO controller that meters
ejector vacuum to the primary outflow
valve.
B. The CABIN DUMP switch.
C. The MANUAL switch selection and using
the red knob to manually meter ambient
low pressure air to the outflow valves.
D. All of the above.

5. What CLOSES the two outflow valves to dive

the cabin?
A. AUTOMATIC control that meters service
air pressure to close the primary valve.
B. Selecting MANUAL and using the red
knob to meter cabin air pressure to the
outflow valves.
C. None of the above.
D. A and B above.

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CHAPTER 13
HYDRAULIC POWER SYSTEM
CONTENTS
INTRODUCTION................................................................................................................ 13-1
GENERAL..............................................................................................................................13-1
DESCRIPTION..................................................................................................................... 13-2
COMPONENTS................................................................................................................... 13-3
Reservoir....................................................................................................................... 13-3
Pumps............................................................................................................................ 13-3
System Loading Valve................................................................................................... 13-3

13 HYDRAULIC POWER
System Relief Valve...................................................................................................... 13-4

SYSTEM
Firewall Shutoff Valves.................................................................................................. 13-4
Filters............................................................................................................................. 13-4
Flow Switches............................................................................................................... 13-4
OPERATION........................................................................................................................ 13-4
Hydraulic System.......................................................................................................... 13-4
Hydraulic Subsystems................................................................................................... 13-4
LIMITATIONS...................................................................................................................... 13-5
EMERGENCY/ABNORMAL.............................................................................................. 13-5
QUESTIONS........................................................................................................................ 13-6

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SYSTEM

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ILLUSTRATIONS
Figure Title Page
13-1. Hydraulic System.................................................................................................. 13-2
13-2. Hydraulic Reservoir............................................................................................... 13-3
13-3. Engine Fire Buttons............................................................................................... 13-4

TABLES
Table Title Page
13-1. CAS MESSAGES.................................................................................................. 13-5

13 HYDRAULIC POWER
SYSTEM

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SYSTEM

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CHAPTER 13
HYDRAULIC POWER SYSTEM

13 HYDRAULIC POWER
SYSTEM
INTRODUCTION
This chapter provides information on the main hydraulic system in the Citation M2 aircraft.
Hydraulic fluid driven by pumps and regulated by valves provides pressure for three subsys-
tems: 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 In the M2, a reservoir stores hydraulic fluid for the
substantial force by converting a volume of fluid pumps and receives return flow from the system.
flow into pressure on a hydraulic piston or motor. Two engine-driven pumps, one on each engine,
Hydraulic fluid lines provide the capability to trans- supply hydraulic power. Hydraulic fluid routes
mit that force wherever it is required in the aircraft through lines regulated by system loading and
without heavy or complex mechanical linkages. relief valves and cleaned by filters. The hydraulic
Hydraulic pumps, pistons and motors can generally system responds automatically to the activation
transmit more force than electric generators, sole- of controls for the landing gear, speedbrakes, or
noids, and motors of comparable weight and size.

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L ENGINE
HYD PUMP

FILTER
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
13 HYDRAULIC POWER
SYSTEM

EXTERNAL
SERVICE LOADING
PANEL VALVE

R ENGINE
HYD PUMP

Figure 13-1.   Hydraulic System

flaps. CAS messages indicate system status. Wheel

brakes operate by a separate, independent, closed-
DESCRIPTION
center hydraulic system, which is driven by an
The hydraulic system is classified as an “open cen-
electric motor and an accumulator (refer to Chapter
ter” system. When there is no demand for hydrau-
14— “Landing Gear and Brakes”).
lic pressure, the output of the pumps bypasses the
hydraulic subsystems and returns to the reservoir
with essentially no buildup of pressure. When
operation of a subsystem is initiated, fluid bypass-
ing ceases and pressure is provided.

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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 fil-
tered 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 sys- Figure 13-2.   Hydraulic Reservoir
tem. Refer to Chapter 14 for more information.

Red MIL-PRF-83282 is the approved hydraulic

PUMPS
fluid for both systems and the gear struts. Constant-displacement hydraulic pumps are pow-
ered by the accessory section of the engines. The

13 HYDRAULIC POWER
pumps operate when the engines are operating and
COMPONENTS flow rate varies with turbine speed. Either pump

SYSTEM
is capable of operating all subsystems. Hydraulic
system fluid cools the pumps when they are operat-
RESERVOIR ing. Pumps are designed to provide adequate flow
to operate all systems with engines at idle.
The hydraulic reservoir is on the right side of the
fuselage under the right engine pylon. Service
bleed-air pressurizes the reservoir to reduce foam- SYSTEM LOADING VALVE
ing and assure positive flow. A relief valve opens at
approximately 30 psi to prevent overpressurization. The solenoid-operated hydraulic loading valve is
spring-loaded open to route pump output directly to
Servicing connections are adjacent to the hydrau- the return line, bypassing the hydraulic subsystems.
lic reservoir, inside the hydraulic access door. Two Selecting the operation of a subsystem energizes
sight gauges are on the reservoir. The reservoir the loading valve closed, which stops bypass flow
capacity is 2 liters (125 cubic inches). The hydrau- and increases hydraulic pressure in the hydraulic
lic reservoir can be hand filled. lines leading to the subsystems.

To check the hydraulic fluid level in the hydraulic If electrical power is removed from the loading
reservoir, verify: valve, it fails to the open position, allowing bypass
flow. The loading valve is DC-powered from the
• Flaps are 0° to 15° emergency bus, protected by the HYD CONTROL
circuit breaker (in the SYSTEMS section of the
• Speedbrakes are retracted pilot CB panel).
• Landing gear is extended

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CAUTION Each filter incorporates a bypass valve that opens

at 100 psid if the filter element clogs. There is no
If the HYD CONTROL circuit breaker cockpit indication of filter bypassing.
is pulled, the loading valve does not en-
ergize, and (as a result) no hydraulic de- FLOW SWITCHES
vices operate hydraulically; they are all
disabled. Only backup pneumatic power A flow switch in each pump pressure line controls
is available to operate the landing gear the HYD FLOW LOW L–R CAS message. A
and brakes. Flaps and speedbrakes do check valve in the flow switch prevents backflow
not operate. into the pump.

SYSTEM RELIEF VALVE OPERATION

A mechanical relief valve in parallel with the sys-
tem loading valve limits the system pressure to a HYDRAULIC SYSTEM
maximum of 1,550 psi.
When any subsystem activates electrically, a circuit
completes to energize the system loading valve to
FIREWALL SHUTOFF VALVES the closed position.
A hydraulic firewall shutoff valve is in the sup-
13 HYDRAULIC POWER

ply line between the reservoir and each hydraulic As pressure increases, the HYD PRESS ON CAS
pump. The valves are energized and controlled by message appears, indicating the system has pres-
SYSTEM

red LH–RH ENG FIRE buttons on the glareshield. surized. System pressure is limited to 1,500 psi by
The valves are normally open. Use LH–RH ENG the system relief valve. When system operation
FIRE buttons for firewall shutoff as directed in the completes, the circuit to the system loading valve
Emergency/Abnormal checklist. The FIREWALL opens. The deenergized hydraulic loading valve
SHUTOFF L-R appears if both Fuel and Hydrau- spring-loads to the open position, again bypassing
lic valves are closed. FIREWALL SHUTOFF L-R pump output to return. The system depressurizes
appears if there is a mismatch between the Fuel and and the HYD PRESS ON disappears. The system
Hydraulic valves. remains in the bypassing (open center) condition
until another subsystem is selected for operation.

If the HYD PRESS ON is on for longer than 40

L ENG
R
seconds, then it changes to HYD PRESS ON .
ENG
FIRE FIRE HYDRAULIC SUBSYSTEMS
Hydraulically powered subsystems include land-
Figure 13-3.   Engine Fire Buttons
ing gear, speedbrakes, and flaps. Application of
hydraulic power to the three subsystems is pre-
BOTTLE BOTTLE sented in Chapter 14—“Landing Gear and Brakes,”
FILTERS
ARMED ARMED and in Chapter 15—“Flight Controls.”
The system incorporates three filters:

• One for filtering all fluid leaving the pumps.

• One for filtering all return fluid prior to
entering the reservoir.
• One for filtering return fluid only from the
landing gear subsystem.

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CAUTION Table 13-1.   CAS MESSAGES

Watch for fluid leaks at the forward pres- HYD FLOW LOW L-R
sure bulkhead fittings. Red oil is con- DESCRIPTION If the airplane is on the ground, this mes-
sidered a flammable fluid, and hydraulic sage is inhibited when same side engine
fluid accumulation in carpeting is a risk is not running.
factor. Key safety items for hydraulics
are: fire hazard from leaks, overheat- If the airplane is in the air:
ing risk from hydraulics always on, loss
of function due to leaks, poor mainte- • If hydraulic flow is low on one side,
nance practise etc. It is recommended message is inhibited by same-side
that the hydraulic plumbing be observed, engine shutdown.
with an emphasis on the exposed tubes • If both sides are low, message has no
along the rear spar and in the wheel well. inhibits.
Those tubes are exposed to corrosion
and aerodynamic forces and the flight INHIBITS ESDI, LOPI, TOPI
crew should be periodically checking
for signs of leakage, chaffing, missing HYD PRESS ON
clamps etc. Hydraulic pressure on
DESCRIPTION

INHIBITS NONE

13 HYDRAULIC POWER
LIMITATIONS HYD PRESS ON

SYSTEM
DESCRIPTION Hydraulic pressure on. There is a 500 ms
For specific limitations, refer to the FAA-approved delay to prevent nuisance alerts.
AFM.
INHIBITS NONE

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

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QUESTIONS
1. The hydraulic system loading valve is: 5. Access to the main hydraulic reservoir sight
A. Spring-loaded closed. gauges is:
B. Spring-loaded open. A. In the right forward baggage c­ ompartment.
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 indi- D. Inside a door behind the right flap under
cated by: right engine.
A. A warning horn.
6. The hydraulic system:
B. Illumination of the applicable FIREWALL
SHUTOFF CAS message if the fuel fire- A. Uses only red MIL-PRF-83282 fluid.
wall shutoff valve also closes. B. Has a reservoir pressurized by pylon scoop
C. Illumination of the HYD PRESS ON ram air.
CAS message. C. Uses two electrically powered pumps.
D. Both B and C. D. Only functions when both pumps are
operating.
3. If DC power is lost, the system loading valve:
13 HYDRAULIC POWER

A. Closes. 7. Hydraulic system operation is indicated by

illumination of the:
B. Opens.
SYSTEM

C. Remains in its present state. A. HYD LEVEL LOW L-R CAS message.
D. Both B and C. B. HYD PRESS ON CAS message.
C. HYD PRESSURE LOW
4. The main hydraulic system provides pressure CAS message.
to operate the: D. HYD PRESS ON CAS message is
A. Landing gear, speedbrakes, and flaps. removed from the display
B. Landing gear and speedbrakes only.
8. A hydraulic leak may be detected by:
C. Antiskid brakes, landing gear, and flaps.
D. Speedbrakes, landing gear, and wheel A. Visible red fluid observed during ­pre- or
brakes. post-flight walkaround.
B. Both HYD FLOW LOW L-R appear.
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
INTRODUCTION................................................................................................................ 14-1
GENERAL..............................................................................................................................14-1
LANDING GEAR................................................................................................................ 14-2
Description.................................................................................................................... 14-2
Components................................................................................................................... 14-5
Controls and Indications................................................................................................ 14-7
Operation....................................................................................................................... 14-8
NOSEWHEEL STEERING.................................................................................................. 14-9
Description and Operation............................................................................................ 14-9
BRAKES............................................................................................................................... 14-9
Description.................................................................................................................... 14-9
Components................................................................................................................ 14-11
Controls and Indications............................................................................................. 14-13

14 LANDING GEAR
Operation.................................................................................................................... 14-13

AND BRAKES
LIMITATIONS................................................................................................................... 14-16
EMERGENCY/ABNORMAL........................................................................................... 14-16
QUESTIONS..................................................................................................................... 14-17

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14 LANDING GEAR
AND BRAKES

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ILLUSTRATIONS
Figure Title Page
14-1. Landing Gear - Extension...................................................................................... 14-2
14-2. Landing Gear - Retraction..................................................................................... 14-3
14-3. Landing Gear Controls.......................................................................................... 14-4
14-4. Landing Gear - Emergency.................................................................................... 14-4
14-5. Main Gear.............................................................................................................. 14-5
14-6. Nose Gear.............................................................................................................. 14-6
14-7. Landing Gear Control Handle............................................................................... 14-7
14-8. Brake Systems.................................................................................................... 14-10
14-9. Brake Pedals....................................................................................................... 14-10
14-10. Parking Brake Control Knob.............................................................................. 14-11
14-11. Brake Reservoir Sight Gauge............................................................................. 14-12

TABLES
Table Title Page
14-1. CAS MESSAGES............................................................................................... 14-16

14 LANDING GEAR
AND BRAKES

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AND BRAKES

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CHAPTER 14
LANDING GEAR AND BRAKES

INTRODUCTION
This chapter describes the landing gear in the Citation M2 aircraft. In addition, information is
provided on nosewheel steering and brakes.

14 LANDING GEAR
AND BRAKES
GENERAL
The M2 landing gear is electrically controlled and Nosewheel steering is mechanically actuated
hydraulically actuated. When retracted, the nose through linkage from the rudder pedals. A self-
gear and the struts of the main gear are enclosed contained shimmy damper is on top of the nose
by mechanically actuated doors. The trailing-link gear strut. A two-way spring allows tighter turns
main gear wheels remain uncovered in the wheel with differential power and braking. The aircraft is
wells. Gear position and warning are provided by towed by connections on the nosewheel strut.
colored 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
failure, an independent pneumatic system provides
for emergency braking. A parking brake system is
available to lock the brakes on the ground.

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LANDING GEAR Main Gear System

Main Gear Extension System
DESCRIPTION
Uplocks
The main and nose landing gear struts are conven-
tional air-oil struts. Normally, the landing gear is The main landing gear struts are mechanically
hydraulically actuated; but if the normal gear actua- locked in the retracted position by a spring-loaded,
tion system fails, the gear can be mechanically and hydraulically released uplock hook.
pneumatically released and extended.
In normal operation, to release a strut from its
Each inboard-retracting main gear uses two hydrau- uplock, the gear-control solenoid valve supplies
lic actuators (one for uplock release and one for fluid to the uplock hook actuator, retracting the
gear actuation). Two hydraulic actuators perform piston into the actuator. When the piston retracts
identical duties for the forward-retracting nose completely, it pulls the uplock hook free of the
gear. An electrically positioned gear-control valve uplock roller, and the gear strut is unlocked to start
directs hydraulic pressure for gear extension or extension.
retraction. If hydraulic extension fails, a bottle of
compressed nitrogen provides pressure for emer-
gency gear extension.

UPLOCK
HOOK
ACTUATOR

RETURN
GEAR
CONTROL PRESSURE
SOLENOID
VALVE
L MAIN LANDING
GEAR ACTUATOR

UPLOCK HOOK
ACTUATOR
14 LANDING GEAR
AND BRAKES

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

UPLOCK
HOOK R MAIN LANDING
ACTUATOR GEAR ACTUATOR
Figure 14-1.   Landing Gear - Extension

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Extension the bottle in the nose compartment to pneu-

matically operate the uplock actuators and
When the uplock actuator is fully retracted, fluid release the uplock hooks, then extend the
passes through the uplock actuator to the gear- gear actuators.
extend side of the gear actuator. Hydraulic pressure
is then applied to the actuators, which extend until Once the uplock hooks are released, the pneumatic
the gear is down and locked. nitrogen pressure is applied to assure extension and
locking of all three gear actuators. Nitrogen pres-
Abnormal Main Gear Extension System sure must be used to assure positive downlock.
In the event no nitrogen is available, yawing the
The uplock hooks can also be released by pulling aircraft to force the gear into position is another
the red mechanical T-handle or the round, red, con- option for the pilot.
centric knob located behind the T-handle.
Main Gear Downlock Mechanism
• The T-handle operates a cable system to
mechanically release the uplock hooks from The main landing gear actuator has an internal
the struts. The gear should free-fall. downlock mechanism that locks the gear in the
down position. After the gear is down and locked,
• The round concentric knob releases pneu- hydraulic pressure is released and the gear is
matic pressure (high-pressure nitrogen) from mechanically locked.

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

UPLOCK HOOK
ACTUATOR

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

UPLOCK
HOOK R MAIN LANDING
ACTUATOR GEAR ACTUATOR

Figure 14-2.   Landing Gear - Retraction

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Applying hydraulic pressure is the only way to

release the downlocks; therefore, no blocks or
TEMPERATURE SELECT LANDING GEAR
external downlock pins are required.
MANUAL HORN
NOSE SILENCE
GEAR
UP

NORM
LH

UNLOCK
RH

PUSH
Nose Gear System
Nose Gear Extension System
GEAR
DOWN
The nose gear is mechanically locked in the retract-
AUX GEAR CONTROL
1. PULL & TURN T HANDLE 45°CW
TO UNLOCK GEAR
ed position by a system like the main gear. Gear
EMER BRAKE - PULL
2. PULL ROUND KNOB TO BLOW
GEAR DOWN extension and subsequent locking in the down-posi-
tion is also similar; the only difference being that
the nose landing gear actuator retracts to extend the
gear. Whenever the nosewheel is extended, nose-
wheel steering is active, regardless of whether the
aircraft is in flight or on the ground.

Figure 14-3.   Landing Gear Controls

UPLOCK
HOOK
ACTUATOR

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

UPLOCK HOOK
ACTUATOR
14 LANDING GEAR
AND BRAKES

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

UPLOCK
HOOK R MAIN LANDING
ACTUATOR GEAR ACTUATOR

Figure 14-4.   Landing Gear - Emergency

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Nose Gear Retraction System

After takeoff, with weight off wheels, the nosewheel
steering remains connected until gear retraction.
During retraction, the nose gear is mechanically
centered. The nosewheel retracts forward.

NOTE
When the nose gear strut goes to the
down-and-locked position, the heads-
up angle-of-attack indicator activates.

Nose Gear Door System Figure 14-5.   Main Gear

Nose gear movement actuates three doors to com-
pletely enclose the nose gear and wheel at retrac- Oleo Strut
tion. The two forward doors close when the gear The oleo (air-over-oil) strut is a sealed hydraulic
is extended or retracted and are open only during piston and cylinder that uses compressed nitrogen
gear transit. The aft spade door remains open with to absorb landing and taxiing shocks. It absorbs
the gear extended. shocks between the trailing link (attached to the
wheel) and the trunnion (attached to the airplane).
COMPONENTS On the ground, the oleo struts support the weight
of the aircraft.
Main Gear
Main Gear Actuators
Each main gear assembly includes:
Inboard of (and attached to) each main gear trun-
• Trunnion
nion is a fluid-driven actuator, which extends or
• Trailing link retracts the trunnion. The actuators are normally
• Oleo strut driven hydraulically, but can be driven pneumati-
cally in an emergency.
• Main gear actuators
• Uplock hook and assembly Each actuator includes its own integral locking

14 LANDING GEAR
• Main wheel assembly system to lock the actuator in place when it is fully

AND BRAKES
extended, which locks the gear down. Hydraulic
• Squat switch
retraction pressure retracts the locking system and
Trunnion permits gear retraction.
A trunnion is the main support (leg) for each main
gear. It connects to the wheel through the oleo strut Uplock Assembly
and the trailing link, and is extended or retracted In each wheel well, a spring-loaded mechanical
by the main gear actuator. During extension, the uplock hook catches the uplock roller on the trun-
trunnion (with the main gear components attached) nion when it retracts. This locks the gear in the
rotates down-and-outboard on pivots attached to up position. A microswitch in the uplock assem-
the forward and aft wing spars. bly detects when the trunnion uplock roller is in
the lock. (During preflight, check that the rollers
Trailing Link rotate.) At the start of gear extension, a hydraulic
uplock actuator releases the uplock hook, then
The trailing link connects the trunnion to the wheel permits hydraulic fluid (or pressurized nitrogen
through a pivot and an oleo strut. It allows the during an emergency extension) to pass on to the
wheel to simultaneously move up and aft when gear actuator.
landing or when encountering shocks.

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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.

Squat Switch
A squat switch on the bottom of each trunnion
detects whether the aircraft is on ground/weight-
on-wheels or in flight/weight-off-wheels. The squat
switch provides this information to aircraft systems
that are partially controlled by this input (including Figure 14-6.   Nose Gear
engine, pressurization, landing gear control, and
air conditioning). the uplock actuator releases the uplock hook, then
permits hydraulic fluid (or pressurized nitrogen
Main Gear Door and Fairing during an emergency extension) to pass on to the
gear actuator. On gear retraction, the uplock latch
Gear movement actuates a door that covers the catches a roller on the rising trunnion to lock the
main gear strut when retracted; the wheel fairs into gear in the up position. (During preflight, check
the wheel well. that the roller rotates.) A microswitch in the uplock
mechanism detects whether or not the gear is up
Nose Gear and locked.
The nose gear assembly supports the nose section
of the aircraft while on the ground and provides Nose Gear Actuator
steering and a linkage for towing. The nose gear The fluid-driven nose gear actuator retracts into the
assembly includes: forward pressure bulkhead to extend the nose gear.
• Strut It also triggers nose gear door operation through
• Uplock hook and assembly linkages. Normally, the actuator is hydraulical-
• Gear actuator ly driven; but in an emergency it may be driven
14 LANDING GEAR

• Single wheel assembly pneumatically by pressurized nitrogen from the

AND BRAKES

• Shimmy damper emergency pneumatic system. In the down (gear-

extended) position, gear is locked down by an inte-
Nose Gear Strut gral locking mechanism in the actuator.
The nose gear strut includes the trunnion (attached
to pivots and moved by the gear actuator), the shock Nose Wheel Assembly
strut, and the nosewheel fork. The integral oleo (air- The nose wheel assembly includes a wheel and tire.
oil) shock strut absorbs landing impact and other The nose gear tire has a chine for water and slush
shocks. The lower end of the shock strut attaches deflection. The tire must be inflated to 125 ± 5 psi
to the nosewheel fork, which holds the nosewheel (loaded). This equals approximately 862 ± 35 kPa
assembly. Two torque links hold the trunnion and (loaded). Maximum tire ground speed is 165 knots.
fork together, and keep them aligned.
Shimmy Damper
Nose Gear Uplock Assembly
To reduce nose gear shimmy during takeoff, land-
A mechanical latching system (uplock hook) simi- ing, and taxiing, the nose gear has a self-contained
lar to the main gear system locks the gear in the up shimmy damper at the top of the strut.
(gear-retracted) position. During gear extension,

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

CONTROLS AND INDICATIONS In flight, with the left main gear squat switch in the
in-flight position, the landing gear handle locking
Landing Gear Control Handle solenoid energizes to retract the plunger. This frees
the handle for movement to the GEAR UP position.
The LANDING GEAR control handle on the left
tilt panel controls the landing gear retraction and This safety feature cannot be overridden, If the
extension. The gear handle must be pulled out of solenoid fails or electrical power is lost, the gear
a detent before movement to either the GEAR UP handle cannot be moved to the GEAR UP position.
or GEAR DOWN position.
NOTE
The handle actuates switches to complete the elec-
trical circuit to the extend or retract solenoid of the If DC power fails when the gear han-
gear control valve. dle is GEAR UP and the locking sole-
noid plunger deenergizes extended, the
locking mechanism still allows the crew
CAUTION to move the gear handle to the GEAR
DOWN position.
Never attempt to pull the gear ­handle up
during taxi.
Circuit Breakers
Before pressing the start button, ensure
the gear handle is in the GEAR DOWN The GEAR CONTROL circuit breaker (in the
position to prevent inadvertent nose gear SYSTEMS section of the pilot CB panel) passes
­retraction. DC power from the left feed extension bus to power
the gear control valve (which regulates gear exten-
sion and retraction) as directed by the LANDING
Gear Handle Locking Solenoid GEAR control handle.
On the ground, a locking solenoid spring-loaded NOTE
plunger deenergizes extended to hold the gear
handle in the DOWN position; this prevents inad- The GEAR CONTROL circuit break-
vertent movement of the handle to the GEAR UP er is in the SYSTEMS section of the
position. left CB panel, and should not be con-
fused with the LANDING GEAR cir-
cuit breaker in the WARNING section

14 LANDING GEAR
of the same panel.

AND BRAKES
LANDING GEAR

HORN DC power from the left emergency bus, through

SILENCE
GEAR
NOSE the LANDING GEAR circuit breaker, powers the:
UP
LH RH • Gear position indicators
UNLOCK PUSH • Aural warning
• Locking solenoid on the gear handle

GEAR Indicators
DOWN

AUX GEAR CONTROL

One red and three green position indicators on the
1. PULL & TURN T HANDLE 45°CW landing gear control panel provide gear position
TO UNLOCK GEAR
2. PULL ROUND KNOB TO BLOW indication. In addition, an aural warning sounds
GEAR DOWN when throttle or flap and gear position are not com-
patible when the a­ irspeed is less than 130 KIAS and
Figure 14-7.   Landing Gear Control Handle the throttle lever angle (TLA) is less than approxi-
mately 85% N2 rpm.

FOR TRAINING PURPOSES ONLY 14-7

 CE-525 CITATION M2 PILOT TRAINING MANUAL

The green NOSE–LH–RH lights on the LAND- actuator and to extend the uplock actuators to posi-
ING GEAR control panel indicate gear down and tion the uplock hooks. The downlock mechanism in
locked. As each gear locks down, its respective each actuator releases and retraction begins.
green light illuminates.
As each gear reaches the fully retracted position,
The red UNLOCK light indicates an unsafe gear a spring-loaded uplock mechanism engages it and
condition. It illuminates when one or more of the an uplock microswitch actuates. When all three
landing gear is not in the position selected by the uplock microswitches actuate, the gear control
landing gear handle. valve circuit is interrupted and the valve returns to
the neutral position. All position indicators on the
Normal indication with the gear down is three control panel extinguish.
green lights illuminated. All lights should extin-
guish with the gear retracted.
Extension
Placing the LANDING GEAR handle in the
Aural Warning DOWN position energizes the extend solenoid of
The warning/caution advisory system provides a the gear control valve. The valve is commanded
landing gear aural warning if one or more gear are to route pressure to the uplock actuators, which
not locked down and either of the following situ- releases the gear uplocks.
ations occurs:
• One or both throttles are retarded below When the uplocks release, pressure continues
approximately 85% N2 rpm and airspeed is to the gear actuators. As each gear reaches the
below 130 KIAS. fully extended position, a gear downlock engages
and the downlock microswitch actuates. As each
• Flaps are extended beyond TAKEOFF AND downlock engages, its green indicator light on the
APPROACH (15°) setting. panel illuminates, indicating that gear is down and
locked. When all three downlock switches actuate,
OPERATION the control circuit is interrupted and the gear con-
trol valve returns to the neutral position.
In addition to energizing the gear control valve,
moving the LANDING GEAR handle to the GEAR
UP or DOWN position also closes the hydraulic Emergency Extension
­system loading valve. This creates pressure as
­indicated by illumination of the HYD PRESS ON If the hydraulic system fails or an electrical mal-
14 LANDING GEAR

­CAS message. function exists in the landing gear system and the
AND BRAKES

landing gear will not extend, two emergency sys-

NOTE tems provide for landing gear extension. The gear
uplocks can be manually released for gear free fall
The GEAR CONTROL circuit break- followed by use of the emergency pneumatic blow-
er is in the SYSTEMS section of the down system. A bottle of compressed nitrogen
left CB panel. It should not be con- (charged to 1,800 to 2,050 psi) is in the right nose
fused with the LANDING GEAR circuit storage compartment. This ­bottle is used for posi-
breaker in the WARNING section of the tive gear uplock release and for gear downlocking.
same panel, which affects other items, as
noted earlier.
CAUTION
Procedures for emergency extension
Retraction of the landing gear are in the Airplane
Placing the LANDING GEAR handle in the GEAR Flight Manual (AFM), in Section III
UP position energizes the retract solenoid of the Operating Procedures, Emergency/Ab-
gear control valve. The control valve is positioned normal Procedures (Hydraulics, Brakes,
to direct pressure to the retract side of each gear and Landing Gear).

14-8 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Emergency extension is initiated by pulling the If 95° is exceeded, the steering attachment bolts
AUX GEAR CONTROL T-handle and rotating shear with resultant loss of steering capability.
clockwise 45° to unlock. This mechanically releas-
es the gear uplocks, allowing the gear to free-fall. CAUTION
After the gear has extended, pull the round knob
(or collar) behind the T-handle. This releases nitro- If the control lock is engaged, towing be-
gen bottle pressure to the gear uplocks and actua- yond 60° may cause ­structural damage.
tors and, at the same time, opens a dump valve to If the nosewheel steering bolts shear
assure a path for fluid return to the reservoir and to (indicated by loss of nosewheel steering
inhibit any further hydraulic operation of the gear. with the rudder pedals), do not attempt
Nitrogen pressure drives the gear actuators to the to fly the aircraft. Flight should not be
fully extended and locked position. Once the nitro- attempted because the nosewheel may
gen bottle has been actuated, hydraulic operation not remain centered after takeoff. This is
of the gear is not possible. Maintenance action is true even if the gear remains extended.
required after an emergency extension to restore
normal operation of the landing gear. The optimum
speed for this procedure is 150 KIAS with flaps up. Flying the airplane with inoperative
­nosewheel steering can also result in
violent nosewheel shimmy.
NOTE
Pneumatic (nitrogen) pressure should
The nosewheel deflects with rudder
be used to assure positive locking of all
pedal movement any time the gear is
three gear actuators.
extended. During a crosswind landing,
center the pedals immediately before
nosewheel touchdown.
NOSEWHEEL STEERING
DESCRIPTION AND BRAKES
OPERATION
Cable linkage from the rudder pedals mechanically DESCRIPTION
actuates the nosewheel steering system. Multiple disc brakes are on the main gear wheels.
An independent hydraulic system provides nor-

14 LANDING GEAR
Whenever the nosewheel is extended, nosewheel

AND BRAKES
mal power braking with a pneumatic (pressurized
steering is enabled, whether the aircraft is in flight nitrogen) system for backup .The system automati-
or on the ground. On takeoff, even with weight off cally maintains pressure for brake operation with
wheels, the nosewheel steering remains engaged. the operation of an electrically operated hydraulic
During retraction, the nose gear is mechanically pump.
centered.
The brakes are normally used as antiskid power
Rudder pedals mechanically steer the nose gear to brakes but can operate as power brakes without
20° either side of center. Nosewheel steering cables antiskid protection. In the event that brake system
connect through a two-way spring canister to the hydraulic pressure is lost, emergency braking is
nose gear. The spring provides an additional 64° of available.
nosewheel castering when steering with differential
engine power or braking.

For towing, ensure the flight control lock is disen-

gaged and to not exceed 95° nosewheel deflection.

FOR TRAINING PURPOSES ONLY 14-9

 CE-525 CITATION M2 PILOT TRAINING MANUAL

RETURN
SHUTTLE PEDAL PRESSURE
VALVE ACCUMULATOR PRESSURE
METERED PRESSURE

PARKING BRAKE
VALVE
PARKING ACCUMULATOR
BRAKE PRESSURE
SWITCH
ANTISKID
CONTROL
(SPEED P
COMPARISON)

SERVO METERING CHECK

VALVE VALVE
VALVE
P

BRAKE PUMP
AND MOTOR
NITROGEN
EMERGENCY BLOWDOWN BRAKE
BRAKE VALVE BOTTLE RESERVOIR
FILL PRESSURE
OVERBOARD PORT GAUGE TO LANDING GEAR
VENT EMERGENCY
SHUTTLE EXTENSION
VALVE

Figure 14-8.   Brake Systems

CAUTION
Loss of normal DC power disables the
hydraulic pump. In this condition, brak-
14 LANDING GEAR

ing is only available through emergency

AND BRAKES

brakes.

Pushing the brake pedals initiates braking. If both

the pilot and copilot apply brakes simultaneously,
the one applying the greater force on the ­rudder
pedals has control.
Figure 14-9.   Brake Pedals
Antiskid System
A speed sensor on each wheel electronically trans-
The antiskid system provides maximum braking mits wheel-speed signals to the antiskid control
efficiency on all runway surfaces. The antiskid con- box as a variable frequency. The antiskid control
trol system can only reduce pressure; the applied unit averages the speeds from each wheel sensor. If
pressure can never be more than that commanded the control box detects a sudden drop in frequency
by the crew. indicating the deceleration of a wheel (impending
skid), it commands the antiskid valve to reduce
pressure being applied to the brakes. When the slow

14-10 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

NORM NORM
wheel catches up to the fast wheel and the average
wheel speed returns to normal (for that point in the PARK BRAKE - PULL
rollout), braking pressure is restored to the brakes.

An additional feature of the antiskid system is

“touchdown protection,” which prevents landing
with the brakes locked.

Parking Brakes
Normal DC power is required to operate the wheel
brake system hydraulic pump and supply pressure
for the brake system. Parking brakes are a locked
configuration of the brakes. Brakes are locked
when the parking brake valve traps hydraulic fluid
in the brake lines. The parking brake valve is con-
trolled by the PARK BRAKE handle on the lower
left side of the pilot instrument panel. To set the Figure 14-10.   Parking Brake Control Knob
parking brakes, the pilot may either pull the PARK
BRAKE handle and then push on the brake ped- Key components in the braking system are:
als or pull the handle while holding pressure on • Accumulator
the brake pedals. When the parking brakes are • Brake reservoir
set, check valves in the parking brake valve allow
the pilot to increase the parking brake pressure by • Brake pump assembly
pushing on the brake pedals. PARKING BRAKE • Brake pedals
HANDLE CAS message appears when the park- • Brake metering valve
ing brakes are set on the ground and PARKING • Antiskid control valve
BRAKE HANDLE when the parking brakes are
set in the air. • Wheel speed transducers
• Antiskid control unit
• Parking brake valve
Emergency Brakes
• Emergency brake valve
If the hydraulic brake system fails, a nitrogen-pres- • Brakes and shuttle valves

14 LANDING GEAR
sure pneumatic brake system is available to actuate

AND BRAKES
the disc brakes. The system uses nitrogen pressure
from an emergency pneumatic bottle (also used for Accumulator
emergency landing gear extension). Nitrogen pres- A hydraulic accumulator in the nose compartment
sure is available for stopping the airplane even if stores a reserve of hydraulic fluid, and is prepres-
the landing gear has been pneumatically extended. surized with nitrogen at 650–700 psi. This provides
a cushion for the brake system and ensures that
hydraulic pressure is immediately available for
COMPONENTS wheel brake operation.
System components include hydraulic accumula-
tor (pressurized with high-pressure nitrogen) and a The accumulator pressure gauge is visible inside
reservoir (pressurized by cabin air through a check the nose compartment on the aft wall. When the
valve). Reservoir fluid level and accumulator nitro- system is not pressurized, the gauge should indicate
gen precharge are exterior inspection items in the in the light green arc. When pressurized, it indi-
right nose baggage compartment area. Other com- cates in the dark green arc. The system pressurizes
ponents include elements of the antiskid system whenever DC power is active in the aircraft, and
and the alternate brake functions (emergency and normally remains pressurized for some time after
parking), and the brakes. DC power is deactivated.

FOR TRAINING PURPOSES ONLY 14-11

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Brake Reservoir The pilot-side master cylinders hydraulically

receive the copilot foot force and mechanically
A hydraulic brake reservoir in the right nose com- receive the pilot foot force, converting whichever is
partment stores hydraulic fluid (pressurized by greater into a hydraulic pressure input to the brake
cabin air) for brake system operation. metering valve.
A pair of sight gauges visible inside the nose com-
partment on the aft wall indicate the reservoir fluid Brake Metering Valve
level. During preflight, the lower gauge should The brake metering valve regulates left or right
indicate full. If the brake fluid system has not been brake pressure according to brake pedal pressure
recently charged (by activating DC power in the inputs as commanded by the crew.
aircraft), the accumulator pressure gauge should
indicate in the light green arc, and fluid should also
be visible in the top sight gauge. Antiskid Control Valve
The antiskid control valve is downstream from the
brake metering valve. It provides final metering of
brake fluid pressure. When a skid is detected by
the antiskid control unit, it commands the antiskid
control valve to reduce the pressure being applied
to the brakes. This allows the slow wheel to regain
speed, and prevents 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
Figure 14-11.   Brake Reservoir Sight Gauge transducer. Wheel speed data is provided directly
to the antiskid control unit.
Brake Pump Assembly
The electric brake pump assembly is enabled only Antiskid Control Unit
when the gear handle is in the DOWN position. A digital antiskid control unit monitors wheel speed
The pump energizes to fill the brake accumulator to provide wheel skid protection and optimum
14 LANDING GEAR

and deenergizes when the accumulator pressure braking efficiency on all runway surfaces. Based on
AND BRAKES

reaches 1,300 psi. When accumulator pressure wheel speed inputs, the control unit reduces brake
drops below 900 psi, the pump energizes again to pressure as required.
restore system pressure.
Parking Brake Valve
Brake Pedals and
The parking brake valve is in the brake lines
Master Cylinders between the antiskid control valve and the brake
Brakes are normally actuated by the pilot or copi- assemblies. When a crewmember pulls the PARK
lot pressing on the tops of one or more of the rud- BRAKE handle, the valve engages check valves to
der pedals. Each pedal is mechanically linked to a trap brake fluid pressure in the brake lines, which
hydraulic master cylinder. locks the brakes. A 1,200-psi thermal relief valve
is ­incorporated in the parking brake valve.
Each copilot-side master cylinder (left or right
pedal) takes fluid from the brake reservoir, and
mechanically receives the copilot foot force, to
apply hydraulic pressure to the corresponding pilot-
side master cylinder (left or right).

14-12 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Emergency Brake Valve CAUTION

The emergency brake valve is lever operated to With loss of normal DC power, brak-
provide metered pneumatic pressure from the ing is only available through emergen-
emergency nitrogen bottle directly to the brake cy brakes.
assemblies. The emergency brake valve and inte-
gral lever are under the instrument panel near the
pilot’s right knee.
OPERATION
Brakes and Shuttle Valves There are several modes of operation for the brakes:

Multiple-disc brakes are in each main gear wheel • Antiskid touchdown protection
assembly. The brake actuators respond to hydrau- • Power braking
lic or pneumatic pressure. Normally, fluid from the
brake metering valve hydraulically actuates the left • Brake system failures
and right brakes separately as commanded by the • Emergency brakes
crew and/or the antiskid control unit. However, a • Parking brakes
shuttle valve at each brake allows high-pressure
nitrogen from the emergency brake valve to bypass • Antiskid ground test
hydraulic flow and apply pressure directly to both • Antiskid in-flight test and system monitoring
brake assemblies evenly. • Power brake system monitoring

CONTROLS AND INDICATIONS Antiskid Touchdown Protection

During landing, the antiskid system “touchdown
LANDING GEAR Handle protection” feature prevents the airplane from
The LANDING GEAR handle is on the left tilt touching down with locked brakes. Touchdown
panel. In addition to controlling the gear retraction/ protection mode is active anytime both squat
extension system, it enables the DC motor-driven switches indicate the aircraft is in flight.
hydraulic pump that normally powers the brakes.
Under these conditions (regardless of pilot or copi-
lot pedal position) the touchdown protection mode
Circuit Breakers releases all brake pressure from the brakes.

14 LANDING GEAR
The power brake and antiskid systems receive DC

AND BRAKES
power from two circuit breakers in the SYSTEMS The touchdown protection mode stays active for 3
section of the left CB panel. seconds after weight-on-wheels to ensure adequate
wheel spin-up on contaminated runways.
The first is the 20-amp BRAKE SYSTEM circuit
breaker. Disengaging the BRAKE SYSTEM cir- Under normal conditions, the wheels spin-up
cuit breaker electrically de­energizes the antiskid almost immediately; therefore, a spin-up override
system and the power brake system. The second is feature is incorporated. Anytime wheel speed is
the 5-amp SKID CONTROL circuit breaker. Dis- above 60 knots (regardless of squat switch posi-
engaging this circuit breaker disables the antiskid tion), touchdown protection is overridden and nor-
system, including touchdown protection. mal antiskid braking is available.

NOTE Power Braking

Disengaging the SKID CONTROL cir- For normal operation of the power brake and anti-
cuit breaker does not turn off the power skid system, both wheels must be rotating at air-
brake system; it only disables the anti- craft ground speed prior to brake application.
skid system and touchdown protection.

FOR TRAINING PURPOSES ONLY 14-13

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Optimum braking technique is obtained by: CAUTION

1. Lowering the nose to the ground.
2. Applying brakes. If the power brake system fails, the
BRAKE PRESSURE LOW CAS
3. Selecting GROUND FLAPS, which automati- message illuminates. The antiskid sys-
cally extends the speedbrakes. tem does not function during emergen-
4. Firmly applying and holding the brakes until cy braking. Excessive pressure on the
the desired speed has been reached. emergency brake handle can cause both
wheel brakes to lock, resulting in blow-
NOTE out of both tires.
The antiskid system is not ­operative
with the parking brake set.
Emergency Brakes
The master cylinders are supplied with fluid from Pulling the red EMER BRAKE lever aft actuates
the brake reservoir. Depressing the brake pedals the emergency brake valve mechanically. The valve
applies master cylinder pressure to a­ ctuate the meters nitrogen pressure through shuttle valves to
powerbrake valve, which meters accumulator pres- the brake assemblies in direct proportion to the
sure to the brake assemblies in direct ­proportion to amount of lever movement.
pedal force.
Since nitrogen pressure is applied to both brakes
With a ground speed of at least 12 knots, maxi- simultaneously, differential braking is not possible.
mum braking without wheel skid is available. Any Returning the lever to its original position releases
tendency of a wheel to rapidly decelerate (skid) is pressure from the brakes and vents it overboard,
detected by the wheel speed transducer, and the which releases the brakes.
antiskid valve is signaled to momentarily reduce
pressure from both brakes. As wheel speed returns The emergency brakes should be applied only
to normal, pressure is once again increased in the enough to obtain the desired rate of deceleration
brake assemblies. When wheel speed drops below and then held until the airplane stops.
approximately 12 knots, the antiskid f­unction
disengages. NOTE
Best performance can be obtained using
Braking on each main wheel is controlled by the a smooth, steady, continuous pull of the
applicable pedal;­therefore, differential braking is
14 LANDING GEAR

handle to obtain the desired decelera-

AND BRAKES

available. tion rate. Multiple pulls and releases of

the handle deplete the nitrogen charge.
CAUTION
When the antiskid system fails, the CAUTION
ANTISKID FAIL CAS message illu-
minates. Differential power braking is Do not depress the brake pedals while
available. However, since the antiskid applying emergency brakes. Shuttle
is inoperative, excessive pressure on the valve action may be disrupted, which
brake pedals may cause wheel brakes to allows nitrogen pressure to enter the hy-
lock, resulting in tire blowout. draulic lines.

If the power brake pump fails after the Repeated applications deplete nitrogen pressure.
accumulator pressure exceeds 900 psi, Approximately 10 applications are available for
the BRAKE PRESSURE LOW CAS emergency braking if the emergency nitrogen bot-
message may not illuminate until nor- tle is full; five applications may be available if the
mal brakes are used. bottle has been used for emergency gear extension.

14-14 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Antiskid protection is not available during emer- CAUTION

gency braking. Do not attempt to taxi after clear-
ing the runway when using the emergency brakes. When any part of the antiskid system
Maintenance action is required subsequent to emer- fails, the ANTISKID FAIL CAS mes-
gency braking. sage illuminates. Differential power
braking is available. However, since
Parking Brakes the antiskid is inoperative, excessive
pressure on the brake pedals may cause
To set the parking brakes, apply the brakes in the wheel brakes to lock, resulting in tire
normal manner, then pull out the PARK BRAKE blowout.
handle. This mechanically actuates the parking
brake valve and traps fluid in the brakes and the If the power brake system fails, the
PARK BRAKE HANDLE CAS message appears. BRAKE PRESSURE LOW and
To release the parking brakes, depress the brake ANTISKID FAIL CAS messages illu-
­pedals, then push in the PARK BRAKE ­handle. minate. The antiskid system does not
One-way check valves in the parking brake system function during emergency braking.
allow either pilot to apply additional brake pressure
after the parking brake handle has been pulled.
Antiskid In-Flight Test and
System Monitoring
Antiskid Ground Test
In flight, the antiskid control unit constantly moni-
Antiskid Ground Test is accomplished by select- tors for shorts and opens in the transducer and
ing the Anti-Skid button on the System Test Page servo-valve circuits. This is the self-test function.
of the GTC. Thes message remains for approxi- In flight, if an open or short occurs with the gear
mately 6 seconds. handle GEAR UP or GEAR DOWN, the ANTI-
SKID FAIL CAS message displays.
If the CAS message remains illuminated with the
rotary switch OFF, the system has failed. Also, NOTE
during electrical power-up, the ANTISKID FAIL-
CAS message illuminates for approximately 6 sec- The M2 aircraft initiates the dynamic
onds and then extinguishes indicating a successful self-test upon extension of the land-
dynamic test. ing gear.

14 LANDING GEAR
CAUTION To initiate a self-test, select ANTI SKID on

AND BRAKES
the systems test page of the GTC. In flight, the
Do not test the system on the ground ANTISKID FAIL CAS message is delayed for 20
while the airplane is moving. The test seconds.
may interfere with the antiskid system
and prevent braking.
Power Brake System In-
The antiskid control unit is continually monitor-
Flight Monitoring
ing the system for malfunctions. If a malfunction The BRAKE PRESSURE LOW CAS message
occurs, the ANTISKID FAIL CAS message dis- also incorporates an 20-second delay in flight. This
plays, indicating system failure. CAS message extinguishes when the gear handle is
in the GEAR UP position (because the brake pump
itself is disabled in this configuration). As the gear
handle is placed in the GEAR DOWN position,
the brake pump energizes. The brake pump builds
pressure to within normal limits before the 8 sec-
onds elapses; therefore, the BRAKE PRESSURE
LOW CAS message should not appear.

FOR TRAINING PURPOSES ONLY 14-15

 CE-525 CITATION M2 PILOT TRAINING MANUAL

LIMITATIONS Table 14-1.   CAS MESSAGES

ANTISKID FAIL
For specific limitations, refer to the FAA-approved
AFM. DESCRIPTION Antiskid inop. This message has an 8
second delay in the air.
INHIBITS EMER, TOPI
EMERGENCY/
ABNORMAL BRAKE PRESSURE LOW

Hydraulic pressure in the power brake

DESCRIPTION
For specific information on emergency/abnormal system is insufficient. On the ground,
procedures, refer to the appropriate checklist or this message cannot be acknowledged
FAA-approved AFM. using the MASTER CAUTION switches.
Both CAS messages will stay on and
the message continues to flash until the
issue is corrected. This message also
incorporates a 20-second delay in flight.
INHIBITS EMER, TOPI

PARK BRAKE HANDLE

DESCRIPTION This message is amber if the signal is

true and the airplane is in the air. There
is a 500mS debounce applied to this
message.

INHIBITS EMER, ON GROUND

WOW MISCOMPARE

DESCRIPTION This message will post when one dis-

crete does not match the remaining three
and not in EMER or Dispatch OR any
single discrete is missing.
14 LANDING GEAR

INHIBITS LOPI, TOPI

AND BRAKES

BRAKE PRESSURE LOW

DESCRIPTION This message statically posts when the

Emer inhibit logic has been satisfied to
reduce pilot workload in an Emergency.
INHIBITS NONE

PARK BRAKE HANDLE

DESCRIPTION This message is white if the signal is

true and the airplane is on the ground.
There is a 500mS debounce applied to
this message.
INHIBITS EMER, IN AIR, LOPI, TOPI

14-16 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

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

14 LANDING GEAR
C. Is thrown out by centrifugal force if maxi-

AND BRAKES
D. None of the above.
mum 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 in
B. With the gear extended or retracted.
the GEAR UP position, the gear panel indica-
tion are: C. With the gear extended, in flight or on 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.

FOR TRAINING PURPOSES ONLY 14-17

 CE-525 CITATION M2 PILOT TRAINING MANUAL

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 PRES-
B. Mechanically by the emergency ­airbrake SURE LOW CAS message illuminated.
control lever. B. Must be applied with the emergency sys-
C. Hydraulically by master cylinder p­ ressure. tem if a HYD LOW LEVEL CAS message
D. Automatically at touchdown. is illuminated.
C. Use a different type of approved fluid from
11. The DC motor-driven hydraulic pump in the that used by the airplane hydraulic system.
brake system operates: D. Are totally independent of the open center
airplane hydraulic system.
A. During the entire time the LANDING
GEAR handle is in the DOWN position.
15. When the emergency brakes are used:
B. As needed with the LANDING GEAR
­handle DOWN in order to maintain system A. The EMER BRAKE lever should be
pressure. pumped in order to build up sufficient
C. Only when the PWR BRK PRESS LOW pressure to stop the ­airplane.
CAS message illuminates. B. The normal toe brakes must also be applied
D. Even when the LANDING GEAR handle to allow the bottle pressure to reach the
is GEAR UP to keep air out of the system brakes.
as the airplane climbs to altitude. C. Differential braking is not available.
D. Braking action is insufficient if the gear
12. When using the emergency brake: has been extended pneumatically, since
that process exhausts the bottle pressure.
A. Differential braking is not available.
B. Antiskid protection is provided.
16. The parking brake:
C. The handle should be pumped.
A. May be set immediately after a ­maximum
D. Nosewheel steering is inoperative.
braking effort due to the modulation of the
antiskid system.
13. Concerning the landing gear, the correct state-
B. Is still operable if the emergency brakes
ment is:
have to be utilized.
A. The red UNLOCK light illuminates C. Must be off to ensure proper operation of
and the warning horn sounds whenever the antiskid system.
14 LANDING GEAR

either or both throttles are retarded below

D. Has thermal relief valves to prevent the
AND BRAKES

approximately 85% N2 rpm and the gear

fusible plugs in the tire from melting.
is up.
B. The gear warning horn can be silenced
17. Which is the incorrect statement?
when the gear is not down and locked and
the flaps are extended beyond 15°. A. When the landing gear are extended out-
C. The landing gear pins must be inserted on side the ILS outer marker, powerbrake and
the ground due to loss of hydraulic pres- antiskid are inoperative.
sure as the engines are shut down. B. There is no powerbrake or antiskid until
D. The landing gear is secured in the extend- the main wheels touch down and spin up
ed position by mechanical locks. and the squat switch(es) go to ground.
C. To defeat touchdown protection, pull the
SKID CONTROL circuit breaker.
D. To defeat antiskid protection, pull the
SKID CONTROL circuit breaker.

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CHAPTER 15
FLIGHT CONTROLS
CONTENTS
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.................................................................................. 15-3
Trim Systems................................................................................................................. 15-4
Flaps.............................................................................................................................. 15-5
Speed brakes.................................................................................................................. 15-8
LIMITATIONS...................................................................................................................... 15-9
EMERGENCY/ABNORMAL.............................................................................................. 15-9
QUESTIONS..................................................................................................................... 15-11

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ILLUSTRATIONS
Figure Title Page
15-1. Elevators................................................................................................................ 15-2
15-2. Ailerons................................................................................................................. 15-2
15-3. Flight Control Surfaces.......................................................................................... 15-2
15-4. Rudder................................................................................................................... 15-2
15-5. Control Lock.......................................................................................................... 15-3
15-6. Trim Systems......................................................................................................... 15-5
15-7. Flaps....................................................................................................................... 15-5
15-8. Flap Schematic...................................................................................................... 15-6
15-9. Flap Lever and Indicator........................................................................................ 15-6
15-10. Speed Brake Schematic......................................................................................... 15-7
15-11. Speed Brakes......................................................................................................... 15-8
15-12. SPEED BRAKE Switch........................................................................................ 15-8

TABLES
Table Title Page
15-1. CAS MESSAGES............................................................................................... 15-10

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CHAPTER 15
FLIGHT CONTROLS

INTRODUCTION
This chapter describes the flight controls on the Citation M2. 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, mechanical trim tabs, and electric elevator trim are also described.

GENERAL
The primary flight controls (elevators, ailerons, and Control knobs and a control wheel on the cockpit
rudder) directly control aircraft movement about pedestal mechanically adjust trim tabs. Stall warn-
the three axes of flight (pitch, roll, and yaw). They ing is provided by a combination of stall strips and
15 FLIGHT CONTROLS

can be locked into a neutral position by control stick shaker.

locks when both throttles are in the OFF position.

Secondary flight controls (flaps and speed brakes)

are electrically controlled and hydraulically actu-
ated. These flight controls are operated with con-
trols on the cockpit pedestal.

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DESCRIPTION ELEVATOR
TRIM TAB

AILERON
All flight control surfaces, including primary, sec-
ondary, and trim tabs are shown in Figure 15-1.
SPEEDBRAKE
Control inputs transmit to the control surfaces
TRIM TAB
through cables and bellcranks. The elevators, aile- FLAP
rons, and rudder operate manually by either the RUDDER
pilot or the copilot through a conventional control
column and rudder pedal arrangement. TRIM TAB

PRIMARY FLIGHT
CONTROLS
DESCRIPTION Figure 15-3.   Flight Control Surfaces

Elevators Rudder
The elevators on the trailing edge of the horizon- The rudder, hinged to the trailing edge of the ver-
tal stabilizer provide longitudinal control about the tical stabilizer, provides directional control about
lateral axis (pitch). the vertical axis (yaw).

Figure 15-1.   Elevators

Ailerons
Ailerons on the outboard trailing edge of both
wings provide lateral (roll) control about the lon- Figure 15-4.   Rudder
gitudinal axis.
CONTROLS AND INDICATIONS
Control Yoke and Column
The pilot and copilot have conventional control
15 FLIGHT CONTROLS

yokes and columns. Control inputs are transmit-

ted to the ailerons and elevators through cables
and bellcranks.

Figure 15-2.   Ailerons

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Rudder Pedals To unlock the flight controls and throttles, rotate the
handle 90° clockwise and push in until it returns to
Rudder pedals are provided for the pilot and copi- the horizontal position.
lot. Control inputs transmit to the rudder through
cables. Depressing the top of the rudder pedals For towing, ensure that the flight control lock is
activates the brakes. The rudder pedals adjust to disengaged. Do not exceed 95° nosewheel deflec-
the forward, middle, and aft detented positions for tion. If 95° is exceeded, the steering attachment
comfort by depressing a spring-loaded latch on the bolts shear with resultant loss of steering capabil-
side of each rudder pedal. ity. This condition cannot be detected until steer-
ing is attempted during taxi. If the control lock is
For information on nosewheel steering, refer to engaged, nosewheel deflection beyond 60° causes
Chapter 14—“Landing Gear and Brakes”. structural damage.

Stall Warning CAUTION

Stall warning includes one stall strip on the inboard If the nosewheel steering bolts shear
leading edge of each wing and a stick shaker that (indicated by loss of nosewheel steering
the angle-of-attack system operates. Stall strips with the rudder pedals), do not attempt
create turbulent airflow at high angles of attack, to fly the aircraft. Do not attempt flight
which causes a buffet to warn of approaching stall because the nosewheel may not remain
conditions. The stick shaker and angle-of-attack centered after takeoff. This is true even
system are discussed in Chapter 16—“Avionics.” if the gear remains extended.

Control Lock System Flying the airplane with inoperative

nosewheel steering can also result in
Control locks, when engaged, restrain the primary
violent nosewheel shimmy.
flight controls and lock both throttles off. This pre-
vents damage to the control surfaces and systems
from wind gusts striking the aircraft while on the Towing the airplane with the control
ground. lock engaged should be avoided (refer
to Chapter 14—“Landing Gear and
CONTROL LOCK - PULL Brakes”).

SECONDARY FLIGHT
CONTROLS
The secondary flight controls include:

Figure 15-5.   Control Lock • Wing flaps

• Speed brakes
OPERATION • Trim systems for the rudder, ailerons, and
Prior to engaging the control lock, ensure both elevators
15 FLIGHT CONTROLS

throttles are OFF and neutralize the flight controls. The flaps and speed brakes are electrically con-
Rotating the CONTROL LOCK handle under the trolled and hydraulically actuated. The trim sys-
pilot instrument panel 90° clockwise and pulling tems are mechanically and/or electrically operated.
out until the handle returns to the horizontal posi-
tion, locks the flight controls in neutral and the
throttles in the OFF position.

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TRIM SYSTEMS Electric trim inputs by the pilot, by use of the split-
element switch, override those made by the copi-
The left aileron and rudder have a trim tab mechan- lot and disconnect the autopilot if engaged. Both
ically controlled by the aileron and rudder trim elements of the switch must be moved simultane-
knobs on the center pedestal. Elevator trim tabs on ously to complete a circuit to the electric motor
each elevator are controlled: trim actuator in the tailcone. As the trim switch is
moved to the NOSE UP or NOSE DOWN position,
• Mechanically by an elevator trim wheel. the elevator tabs are repositioned as indicated by
• Electrically by the autopilot. the elevator TRIM indicator. “Press and release” of
the AP/TRIM DISC button on the control wheel
• By trim switches on each pilot control yoke interrupts the power to the electric motor and dis-
to an electric motor, which positions the connects the autopilot and yaw damper. The PITCH
elevator tabs. TRIM circuit-breaker on the left CB panel under
the systems category prevents the electric trim
Elevator Trim motor from operating when pulled.

Manual Trim
Aileron Trim
Manual elevator trim is initiated by rotating the ele-
vator trim wheel. Motion is mechanically transmit- Aileron trim is initiated by rotating an aileron trim
ted to position the elevator tabs. As the trim wheel knob on the pedestal. Cable systems position the
rotates, the pointer on the elevator TRIM indica- aileron trim tab. A mechanical indicator adjacent
tor moves toward the NOSE UP or NOSE DOWN to the trim knob indicates direction of trim input.
position. This indicates the trim setting relative to
the labeled takeoff (TO) range. Rudder Trim
Electrical Trim The servo-type rudder trim tab provides adjust-
able trim to reduce pedal pressure. Cable systems
Electrical trimming of the two elevator trim tabs is position the rudder trim. Rudder trim is initiated
accomplished by energizing an electric trim motor. by rotating the rudder trim knob on the pedestal.
The autopilot or a split-element trim switch on the
outboard side of each control wheel can energize Emergency
the electric trim motor for each direction of travel.
Pressing and releasing the AP/TRIM DISC but-
The autopilot panel inputs autopilot commands. ton interrupts the electric trim motor momentarily.
The autopilot and yaw damper levers apply “engage Pulling the PITCH TRIM circuit breaker on the left
request logic” to both flight guidance computers CB panel prevents the autopilot or split-element
(FGCs). The pitch and roll controls apply attitude trim switch from energizing the electric trim motor.
commands to both FGCs. The servos move the
flight control surface in response to the FGCs or CAUTION
the flight management system (FMS). The eleva-
tor servo physically moves the airplane control Do not re-engage the autopilot after
surfaces in the pitch axis. The automatic pitch trim a runaway trim event with the circuit
system trims out sustained elevator forces when the breaker still in. The flight guidance com-
autopilot is engaged. puter can make the request to energize
the electric trim motor and would most
15 FLIGHT CONTROLS

CAUTION likely result in a runaway trim condition

again. Refer to Chapter 16—“Avionics”
Do not overpower the autopilot. Over- for autopilot out-of-trim indications.
powering the autopilot does not cancel
the autotrim. The autopilot trims against
flight crew inputs.

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

L R

UP 0°

TO TO
F
L
CLB CLB A
TRIM P
S
NOSE CRU CRU
DOWN
TAKEOFF
AND
APPROACH 15°
T T T
O H H 200 KIAS
R R
O O
T T
T T
L L
E E
LAND
161 KIAS 35°
NOSE IDLE IDLE
UP

GROUND
FLAPS 60°

OFF OFF GROUND

USE ONLY

SPEED BRAKE
RETRACT

AP/TRIM

CWS
D IS C

Mechanical
Electric

Figure 15-6.   Trim Systems

FLAPS
Description
Flaps are high-lift devices used to reduce takeoff
and landing speeds by changing the lift characteris-
tics of the wing. A single flap section on each wing
can be hydraulically positioned from 0° to 60°.
Mechanical interconnection of left and right wing
flap segments prevents asymmetrical flap opera-
tion and permits flap operation with one hydraulic
actuator.
15 FLIGHT CONTROLS

Figure 15-7.   Flaps

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FLAP ACTUATOR
INTERNAL
MECHANICAL LOCK

FLAP
SPEED BRAKE P
INTERCONNECT
SYSTEM

HYDRAULIC PUMP

RETURN
LOW PRESSURE LOADING HYDRAULIC
VALVE PRESSURE
HIGH PRESSURE SWITCH
HYDRAULIC
RESERVOIR

Figure 15-8.   Flap Schematic

Controls and Indications

Flap Selector Lever
The flap selector lever can be selected to the fol- L R
lowing positions:
UP 0°

• UP ....................................................... 0° TO TO
F
L
• TAKEOFF AND APPROACH ........... 15° TRIM
CLB CLB A
P
S
NOSE CRU CRU
• LAND ................................................ 35° DOWN
TAKEOFF
AND
APPROACH 15°
T T T
O 200 KIAS
• GROUND FLAPS ............................. 60° H
R
O
H
R
O
T T
T T
L L

FLAP Indicator
E E
LAND
161 KIAS 35°
NOSE IDLE IDLE
The flap position indicator is immediately to the left UP

of the flap selector and indicates the current posi- GROUND

FLAPS 60°

tion of the wing flaps. It is mechanically connected OFF OFF GROUND

USE ONLY

to the flaps and directly indicates their position.

Figure SPEED
15-9.   Flap
BRAKE Lever and Indicator
RETRACT

Operation When the flaps reach the selected position, the flap
solenoid valveEXTEND deenergizes and moves to the neu-
15 FLIGHT CONTROLS

Moving the flap lever to any position energizes the tral position, and the loading valve opens to relieve
flap solenoid valve, routing pressure for flap opera- hydraulic pressure. In the neutral position, the valve
tion. It also causes the hydraulic system loading blocks all fluid lines to the actuators, which hydrau-
valve to close for pressure buildup as indicated lically locks the flaps in that position.
by illumination of the HYD PRESS ON CAS
message.

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SPEED BRAKE
SAFETY VALVE

SPEED BRAKE P

RETURN HYDRAULIC PUMP

LOW PRESSURE LOADING
VALVE HYDRAULIC
HIGH PRESSURE PRESSURE
SWITCH
HYDRAULIC
RESERVOIR

Figure 15-10.   Speed Brake Schematic

A slight downward pressure is required to move the Limitations

flap handle out of the TAKEOFF AND APPROACH
detent to the LAND position. The handle must be The maximum altitude for operation with flaps or
lifted at the landing stop before it can be moved aft landing gear extended or in transit is 18,000 feet.
to the GROUND FLAPS (60°) position.
Extending ground flaps during touch-and-go land-
The GROUND FLAPS (60°) position provides ings is prohibited.
increased aerodynamic drag for landing rollout.
Landing performance data is based on touch- Emergency
down, nose down, toe brakes applied, then select-
ing the GROUND FLAPS position. Selecting the In the event of a failure of electrical power to the
GROUND FLAPS position closes the 60° flap flap control system, the flap solenoid valve remains
position switch in the quadrant, extends the speed in the neutral position and the flap position cannot
brakes, and directs the flaps to 60°. Selecting the be changed.
FLAPS handle from 60° to any other position
opens the 60° flaps position switch, retracts the If hydraulic system failure occurs with the flaps
speed brakes, and moves the flaps from 60° to the retracted, they cannot be extended. With the flaps
selected position. in an extended position, the flaps remain in the
selected position unless the handle is moved. Once
the solenoid valve is energized, the flaps may “blow
WARNING upward” to a deflection proportionate to air loads.
The ground flap position is not locked
15 FLIGHT CONTROLS

out in flight. Selection of GROUND If an in-flight malfunction results in 60° flaps and
FLAPS significantly increases drag cannot be corrected, consider carrying power to
and sink rate. Intentional selection of touchdown. Reducing power to idle at 50 feet could
GROUND FLAPS in flight is prohib- result in high sink rate.
ited. Do not attempt a go-around once
GROUND FLAPS have been selected.

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Even though the ground flap position is prohibited

in flight, it has been demonstrated that the airplane SPEED BRAKE
can be safely flown at the 60° position whether RETRACT

caused by malfunction or inadvertent selection. Do

not exceed 140 KIAS.
EXTEND

SPEED BRAKES
Figure 15-12.   SPEED BRAKE Switch
Description
Two speed brake panels on each wing, one on top Operation
and one on the bottom surface of the wing, oper- The SPEED BRAKE switch is spring-loaded to the
ate by hydraulic actuators. The speed brakes pro- center position. Placing the speed brake switch in
vide increased descent rates and increased drag to the EXTEND position causes the hydraulic system
aid braking during the landing rollout. The speed loading valve to close. The speed brake solenoid
brakes have two positions: extended and retracted. valve energizes, which directs pressure to unlock
The system includes: and extend the speed brakes. The speed brake safe-
ty valve, in parallel with the control valve, is also
• Two hydraulic actuators energized closed.
• One solenoid valve
The solenoid valve returns to neutral, trapping all
• Four speed brake panels fluid lines to the actuator, thus hydraulically lock-
• One safety valve ing the speed brakes in the extended position.
• One SPEED BRAKES EXTEND CAS To retract the speed brakes, place the switch in the
message 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, and the sole-
noid valve returns to neutral, which hydraulically
locks the speed brakes in the retract position and
the hydraulic system depressurizes.

If either throttle is advanced past approximately

85% N2 with the speed brakes extended, circuitry
is completed to the solenoid and loading valve for
speed brake retraction.
Figure 15-11.   Speed Brakes Speed brakes are extended with the SPEED
BRAKE switch or by moving the FLAPS handle to
Controls and Indications the GROUND FLAPS position. The speed brakes
are retracted with the SPEED BRAKE switch, or
With the speed brakes fully extended, the SPEED either throttle above approximately 85% N2, or if
15 FLIGHT CONTROLS

BRAKES EXTEND CAS message illuminates. FLAPS are retracted to FLAPS 35° or less
Simultaneously, the hydraulic system loading valve
opens to relieve pressure and the HYD PRESS
ON CAS message extinguishes. When the speed
brakes retract, the SPEED BRAKES EXTEND
CAS message extinguishes.

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Limitations
Limitations in the AFM require speed brakes to be
retracted prior to 50 feet above touchdown.

Emergency
If electrical failure occurs with the speed brakes
extended, the safety valve spring-loads open, allow-
ing the air loads on the speed brakes to move them
to a trail or nearly closed position. Normal elec-
trical power and hydraulic pressure are required
to completely stow the speed brakes. If electrical
failure occurs with the speed brakes retracted, they
can not be extended.

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.

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Table 15-1.   CAS MESSAGES

NO TAKEOFF RETRIM NOSE UP-DOWN

DESCRIPTION One of the flight controls is outside the DESCRIPTION This message indicates there will be
safe takeoff range and the aircraft is on major control column forces if the AP
the ground. This message is not cancel- is disengaged at this time. Up/down
able until all the conditions for the red indicates the direction to trim to relieve
message to be removed are satisfied. the force. The messages is set fol-
Once posted, TOPI cannot override. If lowing a sensed overcurrent with a 5
flaps > 20°, speed brake not retracted, second debounce. The specific force
the parking brake handle is set, or trim corresponds to the limits in 23.1329(f)
not in takeoff signals are received, the for an upset after un-commanded
flight controls are not set correctly. disconnect.
INHIBITS EMER, LOPI, TOPI INHIBITS TOPI

ELEC PIT TRIM FAIL FLAPS > 35

DESCRIPTION This message will post if any of the fol- DESCRIPTION This message is active if the airplane is
lowing has occurred: on the ground AND the flaps > 35 dis-
• Either Trim switch is stuck crete is true.

• Pitch Trim circuit breaker is not INHIBITS EMER, IN AIR

powered
NO TAKEOFF
• Pitch servo has lost power or has
internally failed DESCRIPTION One of the flight controls is outside the
INHIBITS TOPI, LOPI, EMER, AFCS TEST safe takeoff range and the aircraft is on
the ground. If flaps > 20°, speed brake
FLAPS > 35 not retracted, the parking brake handle
is set, or trim not in takeoff signals are
DESCRIPTION This message is active if the airplane is received, the flight controls are not set
in the air AND the flaps > 35 discrete is correctly. While either TLA (from FADEC
true for 8 seconds or greater. 429 buses) < 12°.
INHIBITS EMER, ON GROUND INHIBITS LOPI, TOPI

RETRIM L-R WING DOWN SPEED BRAKES EXTEND

DESCRIPTION This message indicates there will be This message will post if both speed
DESCRIPTION
major control wheel forces if the AP brake panels have deployed.
is disengaged. L/R indicates direction
INHIBITS EMER
to trim to relieve force. Debounce is
inversely proportional to the amount of
force. The specific force corresponds to
the limits in 23.1329(f) for an upset after
un-commanded disconnect.
INHIBITS LOPI, TOPI
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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 B. The flaps operate with the backup elec-
wheels. trical system, but extend and retract at a
C. A fly-by-wire system. reduced rate.
D. An active control system that totally elimi- C. There is no effect on wing flap ­operation.
nates adverse yaw. D. A split flap condition could result if the
flaps are lowered.
2. The aileron trim tab is operated by:
A. An electrically operated trim tab motor. 6. The wing flaps:
B. A hydraulically operated trim tab motor. A. Can be preselected to only four ­positions
C. A mechanical trim knob on the ­throttle (up, 15°, 35°, 60°).
control quadrant. B. Depend on both actuators to function to
D. Changing the angle of the aileron “fence.” prevent a split flap condition.
C. Can be lowered manually if electrical
3. Regarding the rudder: power is lost, but only if all hydraulic fluid
has not been lost.
A. The pilot and copilot pedals are
D. Can be selected to GROUND FLAP posi-
interconnected.
tion on the ground or in flight; the ground
B. The trim tab actuator is powered only flap selection is prohibited in flight.
electrically.
C. The servo is connected to the air data com- 7. Moving the flap selector lever to any position:
puter to restrict rudder pedal deflection at
high airspeeds. A. Energizes the hydraulic system loading
valve closed.
D. It is independent of the nosewheel steering
on the ground. B. Energizes the flap solenoid valve to the
selected position.
4. The elevator: C. A and B.
D. Energizes the electric hydraulic pump for
A. Trim tabs are controlled only ­electrically.
flap operation.
B. Runaway trim condition can be alleviated
by depressing the AP/TRIM DISC but-
8. If hydraulic failure occurs with the flaps
ton and pulling the PITCH TRIM circuit
extended and the FLAPS handle is moved,
breaker.
the flaps:
C. Electric pitch trim has both high-speed and
low-speed positions. A. May move upward depending on
D. Trim tab is located on the right ­elevator air-load.
only. B. Cannot be fully retracted.
C. A and B.
D. Can be completely retracted.
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9. Extended speed brakes are maintained in that 12. Speed brakes must not be extended below:
position by: A. 50 feet on landing.
A. Hydraulic pressure. B. 110 feet on landing.
B. Trapped fluid in the lines from the control C. 40 meters.
and safety valves. D. 50 meters.
C. Internal locks in the actuators.
D. External locks on the actuators. 13. The speed brakes fully retract if:
A. A complete electrical failure occurs.
10. The HYD PRESS ON CAS message appears
B. A hydraulic failure occurs.
during speed brake operation:
C. Either throttle is advanced above approxi-
A. When the speed brakes are fully mately 85% N2 position with the electrical
extended. and hydraulic systems operating normally.
B. While the speed brakes are extending and D. Hydraulic quantity drops below 0.2
retracting. gallons.
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 actuators.
C. If hydraulic pressure loss should occur
while the speed brakes are extended (sys-
tem loading valve fails open), the speed
brakes automatically blow to trail.
D. The speed brakes can only be retract-
ed by placing the speed brake switch to
RETRACT.
15 FLIGHT CONTROLS

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16 AVIONICS
CHAPTER 16
AVIONICS
CONTENTS
INTRODUCTION................................................................................................................ 16-1
G3000 Integrated Flight Deck Overview...................................................................... 16-3
G3000 ARCHITECTURE.................................................................................................... 16-3
Garmin Integrated Avionics Units................................................................................. 16-5
Displays......................................................................................................................... 16-5
Other Units.................................................................................................................... 16-5
AVIONICS POWER SWITCHES........................................................................................ 16-9
Battery Switch............................................................................................................... 16-9
PRIMARY FLIGHT DISPLAY......................................................................................... 16-11
Flight Instruments...................................................................................................... 16-11
Altimeter..................................................................................................................... 16-11
Vertical Speed Indicator (VSI)................................................................................... 16-12
Vertical Deviation....................................................................................................... 16-12
Horizontal Situation Indicator (HSI).......................................................................... 16-12
Traffic and Terrain Annunciation................................................................................ 16-13
PFD Controller........................................................................................................... 16-15
MULTIFUNCTION DISPLAY.......................................................................................... 16-15
Description................................................................................................................. 16-15
Normal Display Operation......................................................................................... 16-16
Reversionary Display Operation................................................................................ 16-16
MFD Softkeys............................................................................................................ 16-16
GARMIN TOUCHSCREEN CONTROLLER.................................................................. 16-16

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16 AVIONICS

Touchscreen Controller Failure.................................................................................. 16-22

STANDBY FLIGHT DISPLAY........................................................................................ 16-22
AUTOMATIC FLIGHT CONTROL SYSTEM................................................................. 16-23
AFCS Control Unit..................................................................................................... 16-23
AFCS Controls........................................................................................................... 16-24
Lateral Modes............................................................................................................. 16-25
Autopilot..................................................................................................................... 16-25
TCAS I....................................................................................................................... 16-28
TCAS II...................................................................................................................... 16-31
Synthetic Vision Technology (SVT) (Optional)......................................................... 16-31
SafeTaxi...................................................................................................................... 16-33
GTX 3000 Mode S Transponder ............................................................................... 16-33
Audio/Marker Beacon System................................................................................... 16-34
Airborne Color Weather Radar................................................................................... 16-34
XM Weather Datalink................................................................................................. 16-37
XM Satellite Radio..................................................................................................... 16-37
LIMITATIONS................................................................................................................... 16-37
EMERGENCY/ABNORMAL........................................................................................... 16-37

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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................................................................. 16-4
16-3. Avionics Power Switches....................................................................................... 16-9
16-4. PFD..................................................................................................................... 16-10
16-5. Airspeed Indicator.............................................................................................. 16-11
16-6. Attitude Indicator................................................................................................ 16-11
16-7. Altimeter............................................................................................................. 16-12
16-8. Vertical Speed Indicator and Vertical Deviation................................................. 16-12
16-9. Horizontal Situation Indicator............................................................................ 16-13
16-11. PFD Softkey Map............................................................................................... 16-14
16-12. PFD Controller................................................................................................... 16-15
16-13. MFD Normal Display......................................................................................... 16-16
16-14. GTC Controls..................................................................................................... 16-17
16-15. Button Bar........................................................................................................... 16-17
16-16. GTC Home Screen.............................................................................................. 16-18
16-17. GTC Aircraft System Screen.............................................................................. 16-18
16-18. GTC Utilities Screen.......................................................................................... 16-19
16-19. GTC Setup Screen.............................................................................................. 16-19
16-20. GTC Waypoint Info Screen................................................................................. 16-20
16-21. GTC Nearest Screen........................................................................................... 16-20
16-22. GTC Services Screen.......................................................................................... 16-21
16-23. GTC Weather Screen.......................................................................................... 16-21
16-24. L-3 ESI-1000...................................................................................................... 16-22
16-25. GMC 710 AFCS Control Unit............................................................................ 16-24

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16-26. Autopilot and Yaw Damper Engaged.................................................................. 16-25

16-27. CWS Annunciaton.............................................................................................. 16-25
16-28. Autopilot Disengagement Annunciations........................................................... 16-27
16-29. Windshear Alerting............................................................................................. 16-28
16-30. TAWS Display Pane............................................................................................ 16-29
16-31. In-Air Terrain Altitude/Color Correlation for TAWS.......................................... 16-29
16-32. Traffic Map Annunciations................................................................................. 16-30
16-33. Traffic Map Display............................................................................................ 16-30
16-34. PFD with Synthetic Vision Technology.............................................................. 16-32
16-35. SafeTaxi Depiction on Navigation Map Display................................................ 16-33
16-36. Weather Radar Pane with a Horizontal Scan...................................................... 16-34
16-37. Maximum Permissible Exposure Level Boundary............................................. 16-34
16-38. Calibrated Gain................................................................................................... 16-35
16-39. GTC with Calibrated Gain Setting Enabled....................................................... 16-35
16-40. Horizontal Scan with WATCH® Enabled........................................................... 16-36

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16 AVIONICS
TABLES
Table Title Page
16-1. G3000 SYSTEM COMPONENTS....................................................................... 16-6
16-2. G3000 SYSTEM COMPONENTS (CONTINUED)............................................ 16-7
16-3. Vertical Modes.................................................................................................... 16-26
16-4. Lateral Modes..................................................................................................... 16-26
16-5. TAWS Relative Obstacle Symbols and Colors................................................... 16-29
16-6. TCAS I Traffic Symbols..................................................................................... 16-30
16-7. TCAS II Traffic Symbols.................................................................................... 16-31
16-8. Precipitation Intensity Levels............................................................................. 16-34
16-9. Ground Target Return Intensity.......................................................................... 16-36
16-10. CAS MESSAGES............................................................................................... 16-38
16-11. CAS MESSAGES CONTINUED...................................................................... 16-39
16-12. CAS MESSAGES CONTINUED...................................................................... 16-40
16-13. CAS MESSAGES CONTINUED...................................................................... 16-41

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INTENTIONALLY LEFT BLANK

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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 M2. 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 M2 utilizes a highly integrated electronics/ operations with the G3000, standby and manual
instrumentation package. The Garmin G3000 inte- systems provide backup capabilities for essential
grated flight deck avionics suite is the main ele- flight operations and system control.
ment of the system. In addition to normal flight

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 16 AVIONICS

Multi-Function Automatic Flight

Garmin Touchscreen

16-2
Display Control System
Controllers
Standby Flight Mode Controller
PFD Controller
instrument
Copilot Primary
PFD Controller Flight Display

Pilot Primary
Flight Display

FOR TRAINING PURPOSES ONLY

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Figure 16-1.   G3000 Integrated Flight Deck

 CE-525 CITATION M2 PILOT TRAINING MANUAL

16 AVIONICS
G3000 INTEGRATED FLIGHT • Dual Air Data computers
DECK OVERVIEW • Jeppesen ChartView
The G3000 system integrates all aircraft and flight • Garmin Safe Taxi
information into a digital presentation manipulated • Digital Audio System
with touch screen controllers.
Optional avionics include:
G3000 communicates information across high-
speed data buses (HSDB), monitors the informa- • Garmin SVT™ Synthetic Vision Technology
tion to ensure it is accurate, current and notifies the
• Terrain Awareness Warning System Class
crew of a communication failure.
A (TAWS-A)
The G3000 uses six colors to indicate information • SiriusXM Satellite Radio
to the crew. These colors are as follows:
• Garmin TCAS II
• Cyan - Pilot adjustable • Garmin Surface Watch
• Green - Active • Cabin Briefer
• White - Armed/standby • Satellite phone system
• Amber - Caution • Domestic and International Internet
• Red - Warning
• Magenta - GPS derived G3000 ARCHITECTURE
The primary components of the G3000 are:
The G3000 is a system of individual line-replace-
• Two Primary Flight Displays (PFD) able units (LRUs), which integrate into a modular
avionics system that provides:
• Two GTCs
• Flight instrumentation
• One Multifunction Display (MFD) • Navigation and hazard avoidance
• Autopilot Controller • Flight guidance
• Navigation Sources • Communications
• Hazard Avoidance • Monitoring of aircraft systems
• Standby Instrument The pilot and copilot monitor and operate the
• Flight Management System (FMS) instruments and avionics, and some aircraft sys-
tems, through the displays and control panels.
Standard avionics include:
The G3000 provides system redundancy through
• Garmin FMS with dual WAAS-enabled GPS the use of dual, parallel systems (one for pilot and
receivers for navigation one for copilot), with cross-side connections to
• Weather Avoidance Radar provide maximum capability to both sides, and to
ensure system redundancy if a failure occurs. Any
• Terrain Avoidance Warning System one of the three displays is capable of displaying
(TAWS-B) all critical flight information upon pilot command
• Garmin Traffic Collision and Avoidance in the event of a display failure.
System (TCAS I)
• Dual Altitude Heading Reference System

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16 AVIONICS

GDL 59 GSR 56
(Wi-Fi Data Link) (Iridium Data
Link)

HDG APR NAV FD XFR ALT VS DN FLC

HDG CRS 1 ALT SEL CRS 2

BC BANK AP YD VNV SPD

UP
PUSH SYNC PUSH DIR PUSH DIR

GARMIN GARMIN
GARMIN

COM
RANGE CLR PFD D NAV BARO N1%
TO TO COM
50 50
RANGE CLR PFD D NAV BARO
100 100
0 0

PUSH PAN PUSH ENT PUSH STD

23.7 23.7
ENT FPL PROC
ITT°C
PUSH PAN PUSH ENT PUSH STD
ENT FPL PROC

46.1 N2% 46.1

100 FUEL PPH 100
GARMIN 50 OIL PSI 58
56 OIL°C 80
COM1 MIC COM2 XPDR1
FUEL GARMIN
Audio &
Radios 118.200 1 2 130.575 ALT
ON 1500
COM1 MIC COM2 XPDR1
Audio &
Intercom STBY
122.205
1 2
MON
STBY
130.505 1200 1000
Radios 118.200 1 2 130.575 ALT
ON

Utilities
Home Intercom STBY 1 2 STBY
220
X
500 122.205 MON 130.505 1200
200
180
Utilities
Home
Map Trip
Traffic
Speed Bugs Weather TAWS
1520 LBS 1520
220
X
Settings Planning 200

3040
180

Map Trip
Minimums Traffic
Speed Bugs Weather TAWS
13 13 Settings Planning
000001
Off FUEL°C
Scheduled
––––– FT
Direct To Trip Stats
Flight Plan Timer
PROC Charts
Messages ELECTRICAL Minimums 000001

MAIN BATT AUX BATT Off

Scheduled
29 VOLTS 29 ––––– FT
Direct To Trip Stats
Flight Plan Timer
PROC Charts
Messages
Aircraft
Systems GPS Status
Checklist Documents
Services Utilities 0 AMPS 0
15 TEMP °C
Aircraft
L GEN R GEN Systems GPS Status
Checklist Documents
Services Utilities
Screen Waypoint
Crew 29 VOLTS 29
CPDLC
Cleaning Profile
Info Setup
Nearest
85 AMPS 85
PRESSURIZATION Screen Waypoint
Crew
CPDLC Setup
Nearest
CABIN ALT 1300 FT RAT°C 15
Cleaning Profile
Info
Back
– Range +
Home MSG
Pilot COM2
COM1 Volume
Half
Full
COM2
COM1 Freq
RATE 0 FPM SAT°C 15
Push:Pan Push:Squelch Push:1-2 Hold: ΔP 0.0 PSI ΔISA°C +3 Back Home MSG Half
Full
LDG ELEV 1288 FT – Range + Pilot COM2
COM1 Volume COM2
COM1 Freq
Push:Pan Push:Squelch Push:1-2 Hold:
OXYGEN PRESSURE 1750 PSI

#1 GMA 36 #2 GMA 36
#1 GIA 63W (Audio (Audio #2 GIA 63W
Radios
(Integrated Processor) Processor) (Integrated
CVR #2
Avionics Avionics
Unit) Unit) DME 4000
#1 GDC 7400 #2 GDC 7400
(Air Data (Air Data
Computer) Computer)

#1 GMA 44 #2 GMA 44
(Magnetometer) (Magnetometer)

VHF COM VHF COM

GPS/SBAS #1 GRS 77 #2 GRS 77 GPS/SBAS

(Attitude & (Attitude &
VOR/LOC VOR/LOC
Heading) Heading)
G/S G/S

Flight Flight
Director Director

AFCS Mode AFCS Mode

Logic GSA 81 (Pitch) Logic
GDL 69A
Servo Logic Servo Logic
(SiriusXM Weather/ GSA 80 (Roll)
Audio Data Link)
GSA 80 (Yaw)

GSA 81 (Pitch Trim)

#1 GSD 41 #2 GSD 41
#1 (Data
(Data
DME 4000 Concentrator) Concentrator)
#1 GEA 71 (Engine
#1 & Airframe I/F)
ADF 4000
#2 GEA 71 (Engine
& Airframe I/F)
#1 GWX 70
HF 9000 #1 GTX 3000 #2 GTX 3000 (Weather
(HF Radio) (Transponder) (Transponder) Radar)

ALT 4000
(Radar GTS 8000
Altimeter) (TCAS II)

C406-N
(ELT)

Standard 232 485/422 429 HSDB CAN Digital/Analog Signal

Optional 232 485/422 429 HSDB CAN Digital/Analog Signal

Optional Optional
Garmin Equipment Non-Garmin Equipment
Garmin Equipment Non-Garmin Equipment

Figure 16-2.   Typical G3000 System Block Diagram

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16 AVIONICS
GARMIN INTEGRATED DISPLAYS
AVIONICS UNITS Two PFDs and one MFD provide a central display
The G3000 is regulated and coordinated by central and crew interface for the G3000. The Touchscreen
processing computers in the two Garmin integrat- controller, PFD controller and softkeys provide
ed avionics units (GIAs), which also contain the system control.
essential navigation and communications avionics:
The PFDs are two identical, 14-inch color liquid
• NAV/COM crystal displays (LCDs) in the instrument panel.
Each PFD provides flight instrument displays and
• Instrument landing system (ILS) basic avionics indications (NAV/COM and tran-
• Global positioning system (GPS) sponder settings, course deviation indicator (CDI)
and ILS indications.
• Flight director (FD)
Each GIA receives additional information from its The 14-inch MFD provides a moving-map display
onside Air Data Computer (ADC) and Attitude and and indications for most airframe and engine sys-
Heading Reference System (AHRS). Finally, each tems. The moving map display indicates current
GIA monitors engine/airframe sensors directly, or aircraft position relative to topography and surface
through Garmin engine/airframe (GEA) interface features, terrain obstructions, airspace boundaries,
units. All outputs from the GIAs are displayed on airways, aviation facilities (including airports and
the PFDs and/or MFD. In addition to the main pro- navaids), and weather. The left side of the MFD
cessors, specific features include: provides indications for engine and aircraft systems
and crew alerts.
• Wide-area augmentation system (WAAS)-
enabled, 12-channel parallel GPS receiver Crew alerts (CAS messages) are displayed on the
(simultaneously tracks and uses up to 12 PFDs in normal mode.
satellites).
• Very high frequency communication (VHF Reversion Mode
COM) transmitter providing frequencies In the event of a screen failure, the essential infor-
from 118.00 to 136.990 MHz, in 25 kHz mation from the PFDs and MFD can be combined
(760-channel) or 8.33 kHz (3040-channel) onto the remaining screens by crew selection of
spacing. the DISPLAY BACKUP button at the bottom of
• Very-high frequency omnidirectional the audio panels. This ensures availability of ade-
range/ILS localizer (VOR/LOC) receiver quate information for continued flight. If operat-
tuning 108.00 to 117.95 MHz, at 50 kHz ing in split mode and the MFD screen fails, the
increments. system will automatically switch into reversionary
mode. If not in split mode, the PFDs will continue
• ILS glide slope receiver tuning 328.6 to to operate normally. Display reversions are on the
335.4 MHz, as matched with the ILS fre- Dimming Panel.
quency tuned in the VOR/LOC receiver.
• FD processor, which interfaces with the OTHER UNITS
GFC 700 automatic flight control system
(AFCS) Most elements of the M2 avionics system are
LRUs. Each LRU is a self-contained avionics mod-
• Digital aural warnings ule that can be removed from the airplane and
NOTE replaced, independent of all other systems. Most
LRUs are panel-mounted or in a rack immediately
Marker beacon reception is in the audio behind the MFD in the center panel.
panel, which connects to the GIAs.

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16 AVIONICS

Table 16-1.   G3000 SYSTEM COMPONENTS

ITEM FUNCTION DESCRIPTION

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 operations,
Primary Flight
it shows a Primary Flight Display (PFD), and may also show a Display Pane. The center unit is desig-
GDU Display (PFD)
nated as the MFD. In normal operations it shows the Engine Indication System (EIS) display, in addi-
1400W and Multifuntion
tion to one or two Display Panes. The unit installed on the right/copilot side is designated as PFD2. In
(3) Flight Display
normal operations, it shows a PFD, and may also show a Display Pane. The GDUs communicate with
(MFD) Units
each other, the Touchscreen Controllers, and with the on-side GIA 63W Integrated Avionics Unit (IAU)
through a High-Speed Data Bus (HSDB) Ethernet connection.
The Touchscreen Controller provides GDU Display Pane control, in addition to Flight Management
System (FMS) functions, data entry capability, and communications control to the system. The unit
GTC 570 Touchscreen
installed on the left/pilot side is designated as GTC1, and the one installed on the right/copilot side is
(3) Controller
designated as GTC2. Each touchscreen controller communicates with its respective on-side PFD, as
well as the MFD, using an HDSB connection.
The PFD Controller is a panel-mounted user interface which enables the flight crew to control the on-
GCU 275 side PFD and radio tuning. The unit installed on the left/pilot side is designated as GCU1, and the one
PFD Controller
(2) installed on the right/copilot side is designated as GCU2. Each unit is connected to the on-side PFD
and to the MFD using an RS-232 connection.
The Remote Audio Unit integrates navigation/communication radio (NAV/COM) digital audio, intercom,
GMA 36 Remote Audio and marker beacon audio. Each unit is connected to the on-side Touchscreen Controller using an HSDB
(2) Unit interface and to the cross-side IAU using an RS-232 connection as a backup path. Each GMA 36 is
also connected to the Cockpit Voice Recorder (CVR) using a digital/analog connection.
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 (SBAS) receiver, a
GIA 63W Interface
very high frequency (VHF) communication/navigation/glideslope (COM/NAV/GS) receiver, a flight director
(2) Adapter
(FD) and system integration microprocessors. The IAU units also communicate directly with each other
via the Controller Area Network (CAN) protocol in the event the HSDB communications path has failed.
Processes data from the pitot/static system as well as the OAT probe. This unit provides pressure alti-
tude, airspeed, vertical speed and OAT information to the G3000 system, and it communicates with
GDC 7400 Air Data
the on-side GIA 63W, on-side GDU 1400W and on-side GRS 77, using an ARINC 429 digital interface
(2) Computer
(it also interfaces directly with the on-side GTP 59). The GDC 7400 is designed to operate in Reduced
Vertical Separation Minimum (RVSM) airspace.
Engine/Airframe The Engine Airframe Unit receives and processes signals from the engine and airframe sensors. This
GEA 71 (2)
Unit unit communicates with both IAUs using an RS-485 digital interface.
Data This unit is a data concentrator used to expand the input and output capabilities of the system. HSDB
GSD 41 (2)
Concentrator communications occur among Garmin LRUs. The ARINC 429 protocol connects non-Garmin LRUs.
The solid-state Transponder provides Modes A/C/S capability, 1090 MHz Extended Squitter Automatic
GTX 3000 Dependent Surveillance - Broadcast (ADS-B) transmission, and communicates with the on-side IAU
Transponder
(2) through an RS-482/422 digital interface. These transponders are not used when the TCAS II option
is installed.
The Attitude and Heading Reference System (AHRS) provides aircraft attitude and heading informa-
Attitude and tion via ARINC 429 protocol to the on-side and cross-side IAU, the on-side GDU, and to the MFD.
Heading Refer- An RS-232 backup path connects each AHRS to each IAU. The AHRS contains advanced sensors
GRS 77 (2)
ence System (including accelerometers and rate sensors) and interfaces with the Magnetometer to obtain magnetic
(AHRS) field information, with the ADC to obtain air data, and with both IAUs to obtain 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 to deter-
GMU 44
Magnetometer mine aircraft magnetic heading. The magnetometer receives power directly from the AHRS and com-
(2)
municates with it via an RS-485/422 and RS-232 digital interface.
The optional Digital Radio Unit is a transceiver for sending and receiving Controller Pilot Data Link Com-
GDR 66 (1)
munications (CPDLC) messages by using the Touchscreen Controllers. It also supports analog voice
(optional)
communications. It communicates with each GSD 41 unit using an RS-485/422 interface.
Provides real-time weather information, as well as digital audio entertainment. The Data Link Receiver
GDL 69A Satellite Radio
communicates with the MFD via a HSDB connection. A subscription to SiriusXM Satellite Radio Service
(optional) Receiver
is required to enable the GDL 69 capability.

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16 AVIONICS
Table 16-2.   G3000 SYSTEM COMPONENTS (CONTINUED)

ITEM FUNCTION DESCRIPTION

The AFCS Mode Controller provides AFCS control through an RS-232 digital interface. The
GMC 710 AFCS Controller
unit connects to PFD1 and PFD2.
CSA 80 (1) The GSA 80 Servo is used for automatic control of YAS-SAS. The GSA 81 Servos are used
Servo for automatic control of pitch, roll, and yaw. These units interface with each IAU using
GSA 81 (1)
RS-482/422 connections.
GSM 86 Servo The GSM 86 Servo Gearboxes are responsible for transferring the output torque of the servo
(4) Gearboxes actuators to the mechanical flight-control surface linkages.
GWX 70 Ground Weather The GWX 70 provides airborne real-time weather and ground mapped radar data to the
(1) Radar GDUs. The unit is connected to the #2 GSD via an HSDB connection.
The GTS 855 Traffic Alert and Collision Avoidance System I (TCAS I) uses active interroga-
GTS 855 tions of Mode S and Mode C transponders to provide traffic data to the pilot independent
TCAS I of the air traffic control system. It is connected to the #1 GSD via HSDB, and to the #2 GSD
(1)
using an RS-485/422 path. The GTS 855 also communicates with both transponders via
the ARINC 429 protocol. The GTS 855 is not used when the TCAS II option is installed.
The optional GTS 8000 Traffic Alert and Collision Avoidance System II (TCAS II) uses active
GTC 8000 interrogations of Mode S and Mode C transponders to provide traffic data to the pilot inde-
TCAS II pendent of the air traffic control system. It is connected to the #1 GSD via HSDB, and to
(1)
the #2 GSD using an RS-485/422 path. The GTS 8000 also communicates with both tran-
sponders via the ARINC 429 protocol.
GDL 59 This optional LRU provides a Wi-Fi datalink and System Data Logging capability. The unit
LRU is connected to the MFD via HSDB, and to the optional GSR 56 Iridium Transceiver using
(1)
an RS-232 bus and a digital/analog connection.
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 (1) Iridium send and receive short message service (SMS) text messages. The GSR 56 also receives
(optional) Transceiver data 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
through the RS-232 bus.

Attitude Heading Reference uses the operating GPS input and an alert message
is issued to inform the pilot. If both GPS inputs
System (AHRS) fail, the AHRS can continue to provide attitude and
The Attitude and Heading Reference System heading information to the PFD as long as magne-
(AHRS) performs attitude, heading, and vertical tometer and airspeed data are available and valid.
acceleration calculations, utilizing GPS, magne-
tometer, and air data in addition to information Magnetometer
from its internal sensors. Attitude and heading
information are updated on the PFD while the Each GMU 44 magnetometer is a magnetic sensor
AHRS receives appropriate combinations of infor- that provides local magnetic field information to
mation from the external sensor inputs. its corresponding AHRS. The magnetometers are
in the vertical tail to minimize magnetic influence
Loss of GPS magnetometer, or air data inputs are from aircraft structures and contents.
communicated to the pilot by annunciations on
the PFD. Any failure of the internal AHRS iner- If the magnetometer input fails, the AHRS contin-
tial sensors results in loss of attitude and heading ues to output valid attitude information; however,
information (indicated by red ‘X’ flags over the the heading output on the PFD is flagged as invalid
corresponding flight instruments). with a red ‘X’.

Two GPS inputs are provided to the AHRS. If GPS

information from one of the inputs fails, the AHRS

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16 AVIONICS

Air Data computer (ADC) The standby flight instrument receives reference
inputs (static and ram-air pressures) directly from
The G3000 uses the GDC-7400 Air Data Com- the copilot-side pitot-static system.
puter. Each PFD has its own ADC system which
can be transferred to the opposite side in the event The stall-warning computer processes signals from
of ADC failure. The standby instrument also has the stall-warning vane (on the copilot side of the
its own individual unit. The air data computer con- fuselage). The stall warning computer sends nor-
trols the functions of density altitude, pressure alti- malized angle of attack (AOA) information to
tude, vertical speed, air temperature (TAT, OAT), display a reference approach cue speed, 1.3 VS1,
computed airspeed, true airspeed and mach num- represented as an open green circle on the airspeed
ber. The ADC also provides information on static, tape. The stall warning computer also sends an
impact, and total pressure. impending stall signal to disconnect the autopi-
lot (AP) and Yaw Damper (YD) and activates the
Each ADC measures aircraft static and impact stick shaker. An aural stall warning tone is heard in
pressure information from pressure transducers the speakers and headsets when airspeed is below
connected to the same-side (pilot or copilot) pitot- acceptable limits.
static system and raw air temperature data from
its own outside temperature probe. Using the raw
data, each ADC unit computes the air data values, Air Data Input Failure
then sends them to its corresponding GIA and PFD. Failure of the air data input has no affect on the
The system is reduced vertical separation minimum AHRS output while AHRS is receiving valid GPS
(RVSM) compliant. Each ADC also communicates information. Invalid/unavailable airspeed data in
with the AHRS to provide stabilization and orien- addition to GPS failure results in loss of all attitude
tation information. and heading information.

Air Data Reference Sensors GPS Receiver Operation

Outside air data is supplied to the M2 avionics (air Each GIA 63W Integrated Avionics Unit (IAU)
data computer and standby instruments) through contains a GPS receiver. Information collected by
dual pitot-static systems, dual outside-air probes specified receiver (GPS 1 for the #1 IAU or GPS
and a stall-warning vane. Two pitot probes, one 2 for the #2 IAU) may be viewed on the GPS1
on each side of the nose, supply ram-air inputs to STATUS or GPS2 STATUS Display on the MFD
the respective side (pilot/left or copilot/right) air and the GPS Status Screen on the Touchscreen
data computer (ADC). A separate, two-port static Controller.
system connects to each ADC. To minimize yaw
effects, both static systems have a static port on These GPS Sensor annunciations are most often
each side of the fuselage. seen after system power-up when one GPS receiver
has acquired satellites before the other. When the
All four static ports and both pitot tubes are electri- aircraft is on the ground, the SBAS signal may be
cally heated whenever both PITOT-STATIC switch- blocked by obstructions causing one GPS receiver
es (on the ICE PROTECTION switch panel) is in to have difficulty acquiring a good signal. Also,
the on position. To ensure continued air data ref- while airborne, turning the aircraft may result in
erence if normal DC power fails in icing condi- one of the GPS receivers temporarily losing the
tions, the copilot pitot-static system is electrically SBAS signal.
heated through the emergency bus (refer to Chapter
10—“Ice and Rain Protection”).
Engine/Airframe Interface Unit
Outside air temperature data is received from the
TT2 probes. The Air Data Computers (ADCs) ana- Each GEA 71 interface unit is a computer that
lyze OAT levels and pitot-static inputs, and convert monitors analog and discrete (digital) sensors on
the information to data for the other components airframe and engine systems, and translates these
and displays of the G3000. into system indications and alerting outputs to the

16-8 FOR TRAINING PURPOSES ONLY

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16 AVIONICS
GIAs. Each GEA interface unit supplies informa- Emergency Power
tion to both GIAs. The GIAs process this infor-
mation further, and distribute it to other systems, When on emergency power (both generators off and
particularly to the engine indicating and crew alert- BATTERY switch in EMER), the main and auxil-
ing system (EICAS) display (normally presented iary batteries will power the emergency bus items.
on the MFD). CAS messages are usually displayed The standby flight display is powered by its own
on the PFDs. battery. In emergency power, the following items
will be powered for at least 60 minutes, if EMER
power is selected within 5 minutes of loss of all
generated power:
AVIONICS POWER
SWITCHES •
•
PFD 1
Transponder 1
Three switches control power to the Citation M2 • Pilot’s and Copilot’s audio
avionics and instruments: • ADC 2
• NAV 1
• Battery switch • Landing gear control and indication
• Dispatch switch • AHRS 2
• Standby Flight Display switch • Cabin PA
• Pitot-Static Heat 2
BATTERY SWITCH • GPS 1
• Flap Control
The battery toggle switch is in the DC POWER sec- • AFCS Controller and Flight Director
tion of the left lower instrument panel and has three
• L GTC
positions: ON, OFF, and EMER. The switch con-
trols DC power to the other switches, and directly • Cabin Dump
supplies power to components required for EICAS • Standby Flight Display
operation. • FMS
• Flood Lights
The EICAS display is needed by the pilot during • PFD Display Controller
all aircraft operations, including start-up. For this
reason, some components are powered when the • COM 1
battery switch is set to ON or EMER:
Standby Flight Display Switch
• ON—Both PFDs, MFD, GIAs, GEAs The standby flight display switch is located with
• EMER—PFD1, GIA1, GEA1 the DC power switches and has three positions:
ON, OFF, and TEST.

BATTERY
With the switch in the TEST position, the green
ON STBY FLT test light adjacent to the switch should illuminate,
DISPLAY DISPATCH
ON ON indicating the standby battery has sufficient charge.
O O With the switch ON, the standby flight display will
F F O
F F be powered. If 28V is available from the main bus,
F
F that power will be used. Otherwise, the standby
EMER battery will power the standby flight display. When
TEST OFF the standby battery is powering the standby flight
display, an amber light adjacent to the switch will
Figure 16-3.   Avionics Power Switches illuminate.

FOR TRAINING PURPOSES ONLY 16-9

 16 AVIONICS

16-10
Slip/Skid Indicator
AFCS Status Box
Current Heading

COM Frequency Box

Selected Altitude
Airspeed Indicator Altimeter

Vertical Speed Indicator

Roll Scale

Selected Heading Altimeter Barometric

Setting

Horizontal Situation CAS Window

Indicator (HSI)

FOR TRAINING PURPOSES ONLY

CE-525 CITATION M2 PILOT TRAINING MANUAL

Softkeys

Figure 16-4.   PFD
 CE-525 CITATION M2 PILOT TRAINING MANUAL

16 AVIONICS
DISPATCH Switch
The DISPATCH switch can be used during preflight
to obtain ATIS and clearance information. Select- Airpseed Trend
ing the BATTERY switch to ON will override the Vector
DISPATCH switch. With the DISPATCH switch
ON, the following equipment is powered:
Indicated
• MFD Airspeed Vspeed
• COM 2 Reference
• NAV 2
• GPS 2
• L GTC Mach Number
• Pilot’s and Copilot’s Audio Figure 16-5.   Airspeed Indicator
• FMS
ATTITUDE INDICATOR
PRIMARY FLIGHT Attitude information is displayed over a virtual blue
DISPLAY sky and a brown ground with a white horizon line.
The Attitude Indicator displays the pitch, roll, and
The G3000 incorporates two Primary Flight Dis- slip/skid information
plays (PFD), one screen centered for each pilot. Slip/Skid Roll Pointer
Roll Scale Zero
The PFD displays primary flight instruments such Indicator
as airspeed, attitude, altimeter, VSI, HSI, autopilot Sky
modes, and FMS information. Roll Scale Representation

These displays should be thought of as individual

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

FLIGHT INSTRUMENTS
Airspeed Indicator Aircraft Symbol Ground
Horizon Line Representation
The Airspeed Indicator displays airspeed on a mov-
ing tape rolling number gauge. The numeric labels Pitch Scale
and major tick marks are marked at intervals of 10 Figure 16-6.   Attitude Indicator
knots.

A color coded (white, green, yellow, and red) speed ALTIMETER

range strip is located on the moving tape. The col-
ors denote the flap operating range, normal operat- The Altimeter displays 1,000 feet of barometric
ing range, caution range, and never-exceed speed altitude values at a time on a moving tape roll-
(VNE). A red range is also present for low speed ing number gauge. Numeric labels and major tick
awareness. marks are shown at intervals of 500 feet. Minor
tick marks are at intervals of 100 feet. The current
altitude is displayed in the black pointer.

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16 AVIONICS

Selected VNV Target

Altitude Altitude

Vertical
Speed
Altitude Trend Indicator
Vector
Vertical
Selected Current Deviation
Altitude Bug Altitude Indicator
Vertical
MDA/DH Required Speed
Bug Vertical Pointer
Speed
Indicator
Barometric
Setting
Figure 16-7.   Altimeter Figure 16-8.   Vertical Speed Indicator and
Vertical Deviation
The Selected Altitude is displayed above the Altim-
eter in the box indicated by a selection bug symbol. HORIZONTAL SITUATION
A bug corresponding to this altitude is shown on INDICATOR (HSI)
the tape. If the Selected Altitude exceeds the range
shown on the tape, the bug appears at the corre- The Horizontal Situation Indicator (HSI) displays a
sponding edge of the tape. When the metric value rotating compass card in a heading-up orientation.
is selected, it is displayed in a separate box above Letters indicated the cardinal points and numeric
the Selected Altitude. labels occur every 30°. Major tick marks are at 10°
intervals and minor tick marks at 5° intervals. A
digital reading of the current heading appears on
VERTICAL SPEED INDICATOR top of the HSI, and the current track is represented
(VSI) on the HSI by a magenta diamond. The HSI also
presents turn rate, course deviation, bearing, and
The Vertical Speed Indicator (VSI) displays the air- navigation source information.
craft vertical speed on a fixed scale with labels at
2,000, 4,000, and 6,000 fpm and minor tick marks
every 1,000 fpm. Digits appear in the pointer when Navigation sources
the climb or descent rate is greater than 100 fpm. The three navigation modes that can be cycled
If the rate of ascent/descent exceed 2,000 fpm, the through are:
pointer appears at the corresponding edge of the
tape and the rate appears inside the pointer. • VOR1 (or LOC1) – If NAV1 is selected, a green
single line arrow labeled either VOR1 or LOC1
VERTICAL DEVIATION is displayed on the HSI and the active NAV1 fre-
quency is displayed in green.
The Vertical Deviation Indicator (VDI) is a magen-
ta chevron indicating vertical deviation when Verti- • VOR2 (or LOC2) – If NAV2 is selected, a green
cal Navigation is being used. double line arrow labeled either VOR2 or LOC2
is displayed on the HSI and the active NAV2 fre-
quency is displayed in green.

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16 AVIONICS
Lubber Current Turn Rate Selected PFD SOFTKEY
Line Heading and Heading Course
Trend Vector
Selected
The softkeys are located along the bottom of the
Heading Course PFD. The softkeys shown depend on the softkey
Pointer level previously selected. The bezel keys below the
Current softkey can be used to select the appropriate soft-
Track Flight key. There are three types of softkeys. One selects
Indicator Phase
a simple on/off state, indicated by the annuncia-
tor on the softkey label displayed as green (on)
Navigation Heading or grey (off). The next type of softkey switches
Source Bug between one of several options, indicated by the
Lateral softkey label changing (with the exception of the
Aircraft
Deviation Symbol Map Range keys) to reflect the name of the cho-
Scale sen option. The last type of softkey, when pressed
displays another set of softkeys available for the
Rotating OBS
To/From Course Deviation Mode selected function. Also, these softkeys revert to the
Compass
Card Indicator Indicator (CDI) Active previous level after 45 seconds of inactivity. When
a softkey function is disabled, the softkey label is
Figure 16-9.   Horizontal Situation Indicator subdued (dimmed). Each softkey sublevel has a
BACK Softkey which can be selected to return to
the previous level. A complete Softkey map can be
• FMS – If FMS Mode is selected, a magenta single found in Figure 16-11.
line arrow appears on the HSI. Both active NAV
frequencies are displayed in white on the Touch- DISPLAY FORMATS
screen Controller.
The PFD has three display modes; normal, 60/40
TRAFFIC AND TERRAIN and reversionary mode.
ANNUNCIATION
Traffic is displayed symbolically on the PFD inset
Normal
Map, the MFD Navigation Map Page, and PFD The normal mode is depicted in Figure 16-5.
split screen presentations.

When a traffic advisory (TA) is detected, the fol- 60/40

lowing automatically occur: The same information is displayed as the normal
screen only in a condensed “60 percent” format.
• The PFD Inset Map is enabled and displays The remaining 40 percent of the screen can be used
traffic to display a moving map or an approach plate.
• A flashing TRAFFIC annunciation appears
at the top left of the Attitude Indicator for Reversionary Mode
5 seconds and remains displayed until no The same information as 60/40, with the addition
TCAS are detected in the area of condensed EIS information above a condensed
moving map or approach plate.
Terrain annunciations appear on the PFD at the
upper left of the Altimeter. Further details can be
found later in this chapter.

FOR TRAINING PURPOSES ONLY 16-13

 CE-525 CITATION M2 PILOT TRAINING MANUAL
16 AVIONICS

Figure 16-11.   PFD Softkey Map

16-14 FOR TRAINING PURPOSES ONLY

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16 AVIONICS
PFD CONTROLLER BARO Knob - Turn knob for altimeter barometric
pressure setting
The two PFD Controllers (PFD1 and PFD2) are a
panel-mounted user interface allowing for ease of ENT Key - Validates or confirms a menu selection
data entry, PFD operation, and NAV/COM tuning. or data entry
PFD Knob Direct-to Key PROC Key - Gives access to IFR departure pro-
Joystick CLR Key COM/NAV Key cedures (DPs), arrival procedures (STARs), and
approach procedures (IAPs) for a flight plan or
COM
RANGE CLR PFD D NAV BARO selected airport

FPL Key - Displays flight plan information

PUSH PAN PUSH ENT PUSH STD
ENT FPL PROC

ENT Key FPL Key PROC Key BARO Knob

MULTIFUNCTION
Figure 16-12.   PFD Controller
DISPLAY
The PFD Controller has the following controls: DESCRIPTION
This section provides a basic discussion of MFD
Joystick - Turn to change inset map range. Press to displays and controls, and is intended to provide
activate Map Pointer for map panning and move the pilot a useful understanding of the purpose and
laterally to move map pointer. organization of the MFD.
CLR Key - Erases information, cancels entries, or The G3000 includes a single 14-inch MFD in the
removes menus. center of the instrument panel. The MFD provides
indications for:
PFD Knob - Press to turn the selection cursor
ON/OFF. • EIS
• Data Entry: With cursor ON, turn to enter • Moving-map displays (with depictions of
data in the highlighted field (large knob navigation references and flight hazards)
moves cursor location; small knob selects • Information pages on waypoints, instrument
character for highlighted cursor location) flight rule (IFR) procedures, airports, air-
ways, and navaids
• Scrolling: When a list of information is • Flight planning
too long for the window/box, a scroll bar • Navigation status indications
appears, indicating more items to view. With • System status indications
cursor ON, turn large knob to scroll through The MFD displays a full-color moving map with
the list. navigation information, as well as flight plan,
Direct-to Key - Activates the direct-to function weather, traffic and terrain information. The left
and allows the user to enter a destination waypoint portion of the MFD is dedicated to the Engine
and establish a direct course to the selected des- Indication System (EIS).
tination (specified by identifier, chosen from the
active route) The MFD also provides an alternate display for
essential flight instrumentation from either PFD
COM/NAV Key - Selects/deselects COM/NAV through the use of reversionary mode.
radio tuning mode on the PFD Controller

FOR TRAINING PURPOSES ONLY 16-15

 CE-525 CITATION M2 PILOT TRAINING MANUAL
16 AVIONICS

GARMIN

N1%
TO TO
50 50
100 100
0 0
23.7 23.7
ITT°C

46.1 N2% 46.1

100 FUEL PPH 100
50 OIL PSI 58
56 OIL°C 80
FUEL
1500

1000

500

1520 LBS 1520

3040
13 FUEL°C 13
ELECTRICAL
MAIN BATT AUX BATT
29 VOLTS 29
0 AMPS 0
15 TEMP °C
L GEN R GEN
29 VOLTS 29
85 AMPS 85
PRESSURIZATION
CABIN ALT 1300 FT RAT°C 15
RATE 0 FPM SAT°C 15
ΔP 0.0 PSI ΔISA°C +3
LDG ELEV 1288 FT
OXYGEN PRESSURE 1750 PSI

Figure 16-13.   MFD Normal Display

NORMAL DISPLAY OPERATION MFD SOFTKEYS

In normal operating mode, the main Navigation MFD softkeys are not functional during normal
Map on the MFD can be displayed in either Full operations. They are only usable when operating
Mode or Half Mode. in Reversionary Mode.

Map processing for a particular GDU is performed

by that GDU itself. Each GDU’s Map is indepen-
dent of the other GDUs. Loss of mapping capabili-
GARMIN
ties on one GDU does not affect the map display TOUCHSCREEN
on any other GDUs.
CONTROLLER
The various MFD map settings are available on the
respective Touchscreen Controllers All of the Touchscreen Controller’s available func-
tions are accessible from the Home Screen. The
Home Screen may also be accessed any time it is
REVERSIONARY not currently displayed by touching the Home but-
DISPLAY OPERATION ton in the Button Bar below the screen area.

In the event of a display failure, the G3000 Sys- The functions of the Joystick and Knobs on the
tems provides the capability to show a PFD, an Touchscreen Controller are context-sensitive. The
EIS display, and a Display Pane on another GDU Label Bar, shown above each corresponding con-
in Reversionary Mode. trol, indicates which function(s) currently apply to
each control.

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16 AVIONICS
Figure 16-14.   GTC Controls Figure 16-15.   Button Bar
Audio & Radios Screen Transponder Ident

Returns to the Home Screen

Intercom Screen Transponder Screen Returns to the previous screen

COM 1 Standby Screen COM 2 Standby Screen

Scrolls up

Scrolls down

Selects MFD half-display mode

Selects MFD full-display mode

Displays SYSTEM Messages window on Touch-

screen Controller. Flashes when a new system
message is issued.

Cancels data entry and returns to the previous

screen

Accepts entered data into the system

Displays the CPDLC Messages window on Touch-

screen Controller. Flashes when a new CPDLC
message is received.
Displays the Telephone window on Touchscreen
Controller. Flashes when a new telephone call is
received.

Joystick Functions Middle Knob Functions Large and Small Right Displays the SMS Text Inbox window on Touch-
Knob Functions screen Controller. Flashes when a new CPDLC
message is received.

As the Touchscreen Controller is used, certain

selections will cause another screen to be dis- touching the Back or Cancel Button will return to
played. To return to the previous screen, touch the the previous screen.
Back or Cancel Button (as applicable) in the but-
ton bar, or touch the Home Button to return to the The Label Bar, at the bottom of the touchscreen
Home Screen. If the Home screen was the previous and above the Joystick and Knobs displays the cur-
screen, pressing either the Back or Home button rent function of each control as a reference. These
will return to the Home Screen. functions include Map Range adjustment, radio
volume/squelch adjustment, COM radio tuning,
The CNS Bar, positioned above the screen, is and alphanumeric data entry.
always displayed during system operation and is
accessible at any time. Some functions on the CNS The BUTTON BAR is also where the Home, Can-
Bar will cause another screen to be displayed (in cel, and Back buttons are displayed. If the system
the screen area below the CNS Bar); however, issues a message, the MSG button is shown. Touch-
ing this button will display the Messages Screen.

FOR TRAINING PURPOSES ONLY 16-17

 CE-525 CITATION M2 PILOT TRAINING MANUAL
16 AVIONICS

Figure 16-16.   GTC Home Screen Figure 16-17.   GTC Aircraft System Screen

Shows Navigation Map Display in the selected Display Pane.

Touch button again to access Map Settings Display.

Shows Traffic Map Display in the selected Display Pane. Touch

button again to access Traffic Map Settings Display.

Shows Weather Display in the selected Display Pane. Touch

button again to access Weather Selection Display.

Shows the TAWS Display in the selected Display Pane. Touch

button again to access TAWS Settings screen. Displays the System Tests Screen. This
screen allows for initiation of system tests
Accesses Direct-To screen on Touchscreen Controller.
for the following systems: Fire Warning,
Landing Gear, Angle of Attack, Windshield
Accesses Active Flight Plan screen on the Touchscreen Control- Temperature, Overspeed, Anti-Skid, Annun-
ler. A Flight Plan Display is shown on the selected Display Pane. ciator, TAWS, TCAS and Radar Altimeter.
Accesses Procedures screen on Touchscreen Controller. Addi- Displays the Exterior Lights Screen for con-
tional map displays may be shown as procedures are selected. trol of aircraft exterior lighting.

Accesses Charts screen on Touchscreen Controller. Charts are

shown on the selected Display Page. Shows the Temperature display for control
of the cockpit and cabin temperature and
Accesses Systems screen on Touchscreen Controller. Systems
data can be selected for display on the Touchscreen Control-
airflow.
ler, and displayed on a Display Pane. Also provides means to
perform and monitor system tests. Provides control and monitoring of the left
Accesses Services Menu Screen on Touchscreen Controller.
and right FADECs.
Includes optional voice phone and text messaging services
and SiriusXM Satellite Radio controls.
Weight and Fuel, Trip Planning functions, Minimums, Trip Sta-
Displays the Landing Field Elevation Screen
tistics, Timer, Scheduled Messages, GPS Status, Electronic on the Touchscreen Controller. Allows for
Documents, Screen Cleaning, Crew Profile, and Setup. manual or FMS entry of field elevation.
Displays CPDLC Screen. Provides controls for managing
CPDLC connections, and message management features. Provides functions accessible to mainte-
nance personnel.
Accesses the Speed Bugs Screen. Provides controls for
enabling and disabling speed bugs and setting specific speeds.
Provides access to play pre-recorded cabin
Provides information about Airports, Intersections, VORs, NDBs briefings for passengers.
and User Waypoints. Also allows 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.
Accesses appropriate manufacturer checklists.

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16 AVIONICS
Figure 16-18.   GTC Utilities Screen Figure 16-19.   GTC Setup Screen

Accesses Weight and Fuel screen on the Touchscreen

Controller. Provides for input of weight and balance data
and performs calculations.

Accesses the Trip Planning screen on the Touchscreen

Controller.

Accesses the Minimums screen on the Touchscreen

Controller. Provides controls for the Minimum Descent
Altitude/Decision Height alerting function. Button dis-
plays the current minimums altitude and source if
provided.
Accesses the Trip Statistics screen on the Touchscreen Con- Provides controls for changing system avi-
troller. Shows information regarding Flight Time, Departure onics settings, such as, time format, units
Time, Odometer, Trip Odometer, Average Ground Speed,
of measure, airspace alert settings, and
and Maximum Ground Speed. Also provides controls for
trip statistic configuration. MFD Data Bar Fields.
Displays information on the Touchscreen
Accesses the Timer screen on the Touchscreen Controller.
Controls the timer on the PFD.
Controller for installed LRUs, system soft-
ware, and databases.
Used to create custom messages to be displayed one-time
or periodically. The Touchscreen Controller displays these Shows the SiriusXM Information Screen on
messages on the Messages Screen on the Touchscreen the Touchscreen Controller. Used to acti-
Controller.
vate audio and data services from SiriusXM
Accesses the Sensors Screen for control and monitoring of Satellite Radio and to verify subscriptions
the various navigation sensors. of SiriusXM Weather products.
Shows controls for viewing electronic documents on the Used to register with Connext. Also pro-
Touchscreen Controller, and displays documents in the vides information on current Connext
selected Display Pane. registration.
Feature Temporarily disables touchscreen glass input to
allow for manual cleaning. Turn or press any knob on the Provides controls for selecting available
Touchscreen Controller to exit Screen Cleaning Mode. wireless networks, and for storing favorite
wireless hotspots.
Controls for activating and managing crew profiles.
Provides access to the CPDLC Test Mode.
Avionics Settings and Status, Datalink Services registration
and status, Wi-Fi setup.

Provides access to the Database Sta-

Displays the Initialization Screen
tus Screen for checking databse cycle
information.

FOR TRAINING PURPOSES ONLY 16-19

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16 AVIONICS

Figure 16-20.   GTC Waypoint Info Screen Figure 16-21.   GTC Nearest Screen

Displays a list of the nearest airports, with

runway, bearing, and distance information.

Displays a list of the nearest intersections

Accesses airport information including fre- with bearing and distance information.
quencies, weather, procedures, charts,
runways, and airport directory data.
Displays a list of the nearest VORs
Shows information for a selected inter-
with bearing, distance, and frequency
section including bearing, distance, and
information.
location.
Displays a list of the nearest NDBs
Provides VOR information including fre-
with bearing, distance, and frequency
quencies and location.
information.

Provides NDB information including fre- Displays a list of the nearest User Way-
quencies and location. points with bearing and distance
information.

Provides location information for User Way- Displays information about the nearest air-
points including a list of User Waypoints. space and status.

Create User Waypoints based on present Displays information about the nearest
position or a designated location. ARTCC facilities including bearing, dis-
tance, and frequencies.

Displays the nearest Flight Service Sta-

tions with bearing, distance, and frequency
information.

Displays the nearest weather report-

ing sources, bearings, distances, and
frequencies.

16-20 FOR TRAINING PURPOSES ONLY

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16 AVIONICS
Figure 16-22.   GTC Services Screen Figure 16-23.   GTC Weather Screen

Access to Sirius XM Weather options.

Access to Garmin Connext Weather

options.
Music Screen provides controls for Siri-
usXM Satellite Radio including channel
Shows Stormscope data in the selected
selection, volume, and muting settings.
Display Pane. Touch the button again to
Telephone Screen shows the status of the access Stormscope Settings on the Touch-
Iridium satellite telephone connection and screen Controller.
provides telephone controls. Access to weather radar menu.
SMS Text Messaging Screen provides
management of incoming and outgo-
ing SMS (short message service) text
messages.
Contacts Screen provides management
of contact information including phone
and email addresses. Also provides quick
access to stored contacts via phone, SMS,
or email.

FOR TRAINING PURPOSES ONLY 16-21

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16 AVIONICS

The Button Bar also contains buttons for control- TOUCHSCREEN CONTROLLER
ling the size of map displays on the MFD.
FAILURE
The Joystick may be turned to increase or decrease If either Touchscreen Controller fails or is off-line,
map range. When the Joystick is pushed, the Map the operating Touchscreen Controller controls the
Pointer is activated for Map Panning (push again Display Panes for all GDUs. In addition, the single
to deactivate Map Pointer). Touchscreen Controller provides audio and CNS
control for both the pilot and copilot.
The Middle Knob is turned to increase or decrease
the selected audio source volume. If a COM radio is
selected, pushing the Middle Knob activates/deac- FLIGHT MANAGEMENT
tivates squelch. If a NAV radio is selected (on the
Audio & Radios Screen), pushing the Middle Knob
SYSTEM (FMS)
enables NAV audio to be heard for identification. The information to successfully navigate the air-
craft using the GPS sensors is displayed on the
The Large and Small Right Knobs are used for Primary Flight Display (PFD), the Multifunction
radio tuning and selection, frequency transfer, and Display (MFD), and the Touchscreen Controller.
data entry. Turning the Large Right knob tunes the
selected radio frequency in 1 MHz increments; the Navigation mode indicates which sensor is provid-
Small Right Knob adjusts the frequency in 1 KHz ing the course data (e.g., FMS, VOR) and the flight
increments. Push the Small Right Knob momen- plan phase (e.g. Terminal (TERM), Enroute (ENR),
tarily to change the selected COM radio source Oceanic (OCN), Approach (LNAV, LNAV or LPV),
(COM 1 or COM 2) for tuning. Push and hold the or Missed Approach (MAPR)). L/VNAV and LPV
Small Right Knob for 1.5 seconds to transfer the approaches are only available with SBAS.
selected Standby COM frequency to the active
COM frequency. The left Touchscreen Control-
ler operates the left MFD pane, left PFD pane
and pilot audio. The right Touchscreen Controller STANDBY FLIGHT
operates the right MFD pane, right PFD pane and
copilot audio.
DISPLAY
The L-3 ESI-1000 standby flight display shows
During data entry, turn the Large Right Knob to attitude, airspeed, and altitude information. The
move the cursor position. Turn the Small Right airplane attitude is provided by an internal sensor.
Knob to select a character for the highlighted cur- Airspeed and altitude are provided by an internal
sor position. Push the Small Right Knob to enter air data computer connected to the copilot’s pitot-
the data (see the Data Entry discussion later in this static system.
section for more information about Data Entry
methods.)

When a Touchscreen Controller screen window 30.14

contains more information than the window can 20
currently display, a scroll bar and scroll buttons 10 10
20
1 500
appear. To scroll inside of a window, touch the con- 400
1 380
troller and move the finger up or down accordingly. 60
To scroll more quickly, move the finger up or down 10 10 420 m

rapidly in a flicking motion or use the scroll button. 1 000

M S – +

Figure 16-24.   L-3 ESI-1000

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16 AVIONICS
AUTOMATIC FLIGHT director was not previously on. In this case, ‘PIT’
and ‘ROL’ will be annunciated.
CONTROL SYSTEM
Autopilot Engagement with Flight Director On - If
The GFC 700 is a digital automatic flight control the flight director is on, the autopilot will smoothly
system (AFCS), fully integrated within the System pitch and roll the airplane to capture the FD com-
avionics architecture. mand bars. The prior flight director modes remain
unchanged.
The GFC 700 AFCS can be divided into these main
operating functions: Autopilot Disengagement - The most common way
to disconnect the autopilot is to press and release
Flight Director (FD) - The GFC 700 flight direc- the AP DISC Switch, which is located on the con-
tor function can be coupled to either the pilot-side trol wheel. An autopilot disconnect tone will be
or copilot-side PFD data. The XFR Key selects the heard and annunciated on the PFD. Other ways to
PFD source for the Flight Director. Commands for disconnect the autopilot include:
the selected flight director source are displayed on
both PFDs. The flight director provides: • Pressing the AP Key on the AFCS Control
• Vertical/lateral mode selection and Unit
processing • Pressing the GA Switch (located on the
• Command Bars showing pitch/roll guidance instrument panel above the throttle.)
• Pitch and roll commands to the autopilot • Operating the MEPT Switch (located on the
Autopilot (AP) - Autopilot operation occurs with- pilot’s control wheel)
in the pitch and roll servos. It provides automatic • Pulling the autopilot circuit breaker
flight control in response to flight director steer-
ing commands, Attitude and Heading Reference In the event of unexpected autopilot behavior,
System (AHRS) attitude and rate information, and pressing and holding the AP DISC Switch will
airspeed. disconnect the autopilot and remove all power to
the servos.
Yaw Damper (YD) - The yaw servo provides Dutch
roll damping and turn coordination in response AFCS CONTROL UNIT
to yaw rate, roll angle, lateral acceleration, and
airspeed. The GMC 710 AFCS Control Unit has the follow-
ing controls:
Manual Electric Pitch Trim (MEPT) - The pitch
trim system provides manual electric pitch trim HDG Key - Selects/deselects Heading Select Mode.
capability.
APR Key - Selects/deselects Approach Mode.
Automatic Pitch Trim (APT)/ - The pitch trim sys-
tem provides automatic pitch trim when the auto- NAV Key - Selects/deselects Navigation Mode.
pilot is engaged.
FD Key - Activates/deactivates the flight direc-
Autopilot Engagement - The autopilot may be tor only. Pressing once turns on the selected flight
engaged by pushing the AP Key on the AFCS Con- director in the default vertical and lateral modes.
trol Unit. Annunciations regarding the engagement Pressing again deactivates the flight director and
are indicated on the PFD. removes the Command Bars. If the autopilot is
engaged, the key is disabled.
Autopilot Engagement with Flight Director Off -
Upon engagement, the autopilot will be set to hold XFR Key - Transfers between the active flight direc-
the current attitude of the airplane, if the flight tor and standby flight director.

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16 AVIONICS

HDG APR NAV FD XFR ALT VS DN FLC

HDG CRS 1 ALT SEL CRS 2

BC BANK AP YD VNV SPD

UP
PUSH SYNC PUSH DIR PUSH DIR

Figure 16-25.   GMC 710 AFCS Control Unit

ALT Key - Selects/deselects Altitude Hold Mode. AFCS CONTROLS

VS Key - Selects/deselects Vertical Speed Mode. The following AFCS controls are located in the
cockpit separately from the PFD and MFD:
FLC Key - Selects/deselects Flight Level Change
Mode. AP TRIM/DISC Switch (Autopilot Disconnect) -
Disengages the autopilot, yaw damper, and flight
CRS Knobs - Adjust the Selected Course in 1° director and interrupts pitch trim operation. An AP
increments on the Horizontal Situation Indicator DISC Switch is located on each control wheel. This
(HSI) of the corresponding PFD. Press to re-center switch may be used to acknowledge an autopilot
the Course Deviation Indicator (CDI) and return disconnect alert and mute the associated aural alert.
course pointer directly TO the bearing of the active
waypoint/station. CWS Button (Control Wheel Steering) - While
pressed, allows manual control of the aircraft while
SPD Key - Toggles the Airspeed Reference units the autopilot is engaged and synchronizes the flight
between IAS and Mach. director’s Command Bars with the current aircraft
pitch (if not in Glideslope or Glidepath Mode)
UP/DN Wheel - Adjusts the reference in Pitch Hold, and roll (if in Roll Hold Mode). A CWS Button is
Vertical Speed, and Flight Level Change modes. located on each control wheel. Upon release of the
CWS Button, the flight director may establish new
VNV Key - Selects/deselects Vertical Path Tracking pitch and roll references, depending on the current
Mode for Vertical Navigation flight control. vertical and lateral modes. CWS operation details
are discussed in the respective mode sections of
ALT SEL Knob - Controls the Selected Altitude in this manual.
100-ft increments (a finer resolution of 10 feet is
available under approach conditions). TO (Takeoff Mode)/GA (Go Around Mode) Button
- Disengages the autopilot, if engaged, and selects
YD Key - Engages/disengages the yaw damper. flight director Takeoff Mode (on ground) or Go
Around Mode (in air). This switch also activates
AP Key - Engages/disengages the autopilot. the missed approach when the selected navigation
source is FMS or when the navigation source is
BANK Key - Manually selects/deselects Low Bank VOR/LOC and a valid frequency has been tuned.
Mode. The GA Switch is located on the throttle handle.

BC Key - Selects/deselects Backcourse Mode. MEPT Switch (Manual Electric Pitch Trim) - Used
to command manual electric pitch trim An MEPT
HDG Knob - Adjusts the Selected Heading and Switch is located on each control wheel. The pilot
bug in 1° increments on the HSI (both PFDs). side MEPT Switch has priority over the copilot
Press to synchronize the Selected Heading to the side MEPT Switch. This composite switch is split
current heading. into left and right sides. The left switch is the ARM
contact and the right switch controls the DN (for-
ward) and UP (rearward) contacts. Manual trim

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16 AVIONICS
commands are generated only when both sides of Autopilot
the switch are operated simultaneously. Pushing Engaged
either MEPT Switch disengages the autopilot, if
engaged, but does not affect yaw damper operation.

VERTICAL MODES
Figure 16-26.   Autopilot and Yaw
Table 16-3 lists the vertical modes with their cor- Damper Engaged
responding controls and annunciations. The mode
reference is displayed next to the active mode NOTE
annunciation for Altitude Hold, Vertical Speed, and
Flight Level Change modes. The UP/DN Wheel Autopilot engagement/disengagement
can be used to change the vertical mode reference is not equivalent to servo engagement/
while operating under Pitch Hold, Vertical Speed, disengagement. Use the CWS Button to
or Flight Level Change Mode. disengage the pitch and roll servos while
the autopilot remains active.

LATERAL MODES
Control Wheel Steering
The GFC 700 offers the lateral modes listed in
Table 16-4. The CWS button does not change lat- During autopilot operation, the aircraft may be
eral references for Heading Select, Navigation, hand-flown without disengaging the autopilot.
Backcourse, or Approach modes. The autopilot Pressing and holding the CWS Button disengages
guides the aircraft back to the Selected Heading/ the pitch and roll servos from the flight control sur-
Course upon the release of the CWS Button. faces and allows the aircraft to be hand-flown. At
the same time, the flight director is synchronized to
the aircraft attitude during the maneuver. The ‘AP’
AUTOPILOT annunciation is temporarily replaced by ‘CWS’ in
white for the duration of CWS maneuvers.
The autopilot system provides automatic flight con-
trol by moving the aircraft control surfaces with the In most scenarios, releasing the CWS Button reen-
autopilot servos. The autopilot servos use AHRS gages the autopilot with a new reference. Refer to
information to stabilize the aircraft attitude during the flight director modes section for CWS behavior
upsets and when autopilot commands are combined in each mode.
with flight director commands for the maneuver
commanded by the active mode. Autopilot com- Control Wheel Steering
mands 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. Engaging the
Autopilot
Figure 16-27.   CWS Annunciaton
When the AP Key is pressed, the autopilot and
flight director (if not already engaged) are acti- Disengaging the Autopilot
vated. Engagement is indicated by a green ‘AP’
annunciation in the center of the AFCS Status Box. The autopilot is manually disengaged by pushing
The flight director engages in Pitch and Roll Hold the AP TRIM/DISC Switch, TO/GA Button or the
modes when initially activated. AP Key on the MFD. Manual disengagement is
indicated by a five-second flashing yellow ‘AP’
annunciation and a two second autopilot discon-
nect aural alert. After manual disengagement, the
autopilot disconnect aural alert may be cancelled

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Table 16-3.   Vertical Modes

VERTICAL MODE ANNUNCIATON CONTROL DESCRIPTION

Holds aircraft pitch attitude; may be used to climb/
Pitch Hold PIT (default)
decent to the Selected Altitude
Altitude
Selected Altitude Capture ALTS Captures the Selected Altitude
Preselector
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 verti-
Vertical Path Tracking VPTH VNV Key
cal profile
VNV Target Altitude Capture ALTV VNV Key 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
Commands a constant pitch angle and wings level
Go Around GA

Table 16-4.   Lateral Modes

LATERAL MODE ANNUNCIATON CONTROL DESCRIPTION

Holds the current aircraft roll attitude or rolls the
Roll Hold ROL (default) wings 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 Cap-
VOR Captures and tracks the selected navigation source
ture/Track * * NAV Key
(FMS, VOR, LOC)
Navigation, LOC Capture/Track
LOC
(No Glideslope)
Navigation, Backcourse Arm/ Captures and tracks a localizer signal for back-
BC BC Key
Capture/Track course approaches
Approach, FMS FMS
Approach, VOR Capture/Track VAPP
Captures and tracks the selected navigation source
Approach, LOC Capture/Track APR Key
(FMS, VOR, LOC)
(Glideslope Mode automatically LOC
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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by pushing the AP TRIM/DISC or MET Switch TAWS-B
(AP TRIM/DISC Switch also cancels the flashing
‘AP’ annunciation). TAWS-B (Terrain Awareness and Warning System
Class B) is a feature to increase situational aware-
Automatic autopilot disengagement is indicated by ness and aid in reducing controlled flight into ter-
a flashing red ‘AP’ annunciation and by the auto- rain (CFIT). TAWS-B provides visual and aural
pilot disconnect aural alert, which continue until annunciations when terrain and obstacles are with-
acknowledged by pushing the AP TRIM/DISC or in the given altitude threshold from the aircraft. The
MET Switch. cautions and warnings are advisory in nature only.

TAWS-B satisfies TSO-C151b Class B require-

ments for certification. TAWS-B requires the fol-
lowing to operate properly:
Manual Disengagement
• A valid terrain database
• A valid obstacle database
Automatic Disengagement • A valid 3-D GPS position solution
TAWS-B uses terrain and obstacle information
Figure 16-28.   Autopilot Disengagement from government sources. Terrain information is
Annunciations based on terrain elevation information in a database
that may contain inaccuracies. Individual obstruc-
Automatic disengagement occurs due to: tions may be shown if available in the database.
Garmin verifies the data per TSO-C151b. How-
• Pressing the red AP TRIM/DISC button ever, the displayed information should never be
• Activating the electronic pitch trim on either understood as being all-inclusive and data may be
yoke* inaccurate.
• Pushing either throttle TOGA button*
Windshear Alerting
• Pressing YD button on FD
The system issues either a caution or warning
• Pressing AP button on FD windshear alert, and may issue both during a wind-
Abnormal disconnects occur: shear encounter (though not simultaneously). The
type of alert issued is dependent on the intensity of
• Stick Shaker activation* the detected windshear, and its impact on aircraft
performance.
• Yaw damper or autopilot failure
• AHRS failure or miscompare of attitude A windshear caution alert provides crew aware-
ness of likely windshear conditions as the aircraft
• Loss of DC performance is increasing. This may be due to
• Excessive attitudes ( >35° noseup; >15° an updraft, increasing headwind, or decreasing
nosedown; >65° bank) tailwind.

The “*” means the autopilot is disconnected but A windshear caution alert is accompanied by a
the Yaw Damper remains engaged. yellow ‘WINDSHEAR’ caution annunciation on
the PFDs, and a single ‘Caution, Windshear’ voice
alert. The system displays a windshear caution
annunciation for at least three seconds, or until a
windshear warning alert occurs. The windshear
caution alert indicates subsequent corrective action
from the flight crew may be necessary.

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• Ground Proximity Warning System (GPWS)

Warning Annunciation
Alerting, which consists of:
Or:
°° Excessive Descent Rate (EDR) Alerting
Caution Annunciation
°° Excessive Closure Rate (ECR) to Terrain
Alerting

°° Flight Into Terrain (FIT) Alerting

°° Negative Climb Rate (NCR) after takeoff
Alerting

°° Excessive below Glideslope/Glidepath

Deviation (GSD) Alerting

°° Altitude Voice Call Out (VCO) Alerting

Figure 16-29.   Windshear Alerting
TAWS-A satisfies TSO-C151b Class A and TSO-
A windshear warning alert notifies the crew of the 92c requirements for certification.
presence of likely windshear conditions as the air-
craft performance is decreasing, and may require Class A TAWS requires the following components:
immediate corrective action. A windshear warn-
ing alert is accompanied by a red ‘WINDSHEAR’ • A valid terrain/obstacle terrain database
annunciation on the PFDs, and a ‘Windshear, • A valid 3-D GPS position solution
Windshear, Windshear’ voice alert. The system
displays a windshear warning alert annunciation • Valid flap and landing gear status inputs
for at least three seconds. • A valid radar altimeter
TAWS-A uses terrain and obstacle information
TAWS-A (Optional) supplied by government sources. Terrain informa-
TAWS-A (Terrain Awareness and Warning System tion is based on terrain elevation information in a
- Class A) is an optional feature to increase situ- database that may contain inaccuracies. Individ-
ational awareness and aid in reducing controlled ual obstructions may be shown if available in the
flight into terrain (CFIT). TAWS-A provides visual database. Garmin verifies data per TSO-C151b.
and aural annunciations when terrain and obstacles However, the displayed information should never
are within the given altitude threshold from the air- be understood as being all-inclusive and data may
craft. The displayed alerts and warnings are advi- be inaccurate.
sory in nature only.

TAWS-A provides the following alert types:

TCAS I
The Garmin GTS 855 TCAS I provides traffic
• Forward Looking Terrain Avoidance (FLTA) information that can be displayed on various maps
Alerting, which consists of: in the cockpit. It also provides audio and visual
alerts when the current flight path has a potential
°° Required Terrain Clearance (RTC) / conflict with other traffic. It is controlled with the
Required Obstacle Clearance (ROC)
Alerting GTC Traffic Settings page.

°° Imminent Terrain Impact (ITI) / Imminent The GTS 855 is capable of tracking up to 45 intrud-
Obstacle Impact (IOI) Alerting ing aircraft equipped with Mode A or C transpon-
• Premature Descent Alerting (PDA) ders, and up to 30 intruding aircraft equipped with

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Yellow Lighted Obstacles (Between 100’
and 1000’ Below Aircraft Altitude)

Map Orientation Current Aircraft

GPS-derived GSL
Altitude
Selected Map Black Terrain
Range (More than 2000’
Below Aircraft
Altitude)
Red Terrain
(Above or Within
100’ Below the Gray Lighted
Aircraft Altitude) Obstacle more than
1000’ below Aircraft
Altitude

Red Lighted Obstacle Yellow Terrain

(Above or Within (Between 100’
100’ Below Aircraft and 1000’ Below
Altitude) the Aircraft
Altitude)
TAWS Terrain Legend (In
Annunciation Air)
Figure 16-30.   TAWS Display Pane

Projected Flight Path

Terrain above or within 100 feet
100 ft Threshold Red
below the aircraft altitude

Lighted Obstacle
Terrain is between 100 feet and
Yellow
1000 feet below aircraft altitude
2000 ft

Green Terrain is between 1000 feet and

2000 feet below aircraft altitude

Black Terrain is at least 2000 feet

below aircraft altitude

Figure 16-31.   In-Air Terrain Altitude/Color Correlation for TAWS

Table 16-5.   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 ft
below the aircraft altitude

Yellow obstacle is between 100 ft and

1,000 ft below the aircraft altitude

Gray obstacle is more than 1,000 ft

below aircraft altitude

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16 AVIONICS

Mode S transponders. A maximum of 30 aircraft Table 16-6.   TCAS I Traffic Symbols

with the highest threat potential can be displayed
simultaneously. No TCAS surveillance is provid- Symbol Description
ed for aircraft without operating transponders.
Traffic Advisory

WARNING
Traffic Advisory Off Scale
The TCAS system is intended for advi-
sory use only to aid the pilot in visually
acquiring traffic. No avoidance maneu- Proximity Advisory
vers should be based solely upon TCAS
traffic information. It is the responsibil-
ity of the pilot in command to see and Non-Threat Traffic
maneuver to avoid traffic.
No-Fly Pitch Cue
Fly-To 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 16-32.   Traffic Map Annunciations

Operating Mode

Map Orientation Altitude

Mode

Traffic Display
Range Rings Non-Threat
Traffic, 2200’
Above,
Descending

No-Bearing Traffic Traffic Advisory,

Advisory, 4.0 nm, 300’ 200’ Above,
Above, Decending Level
Off-Scale Traffic
Proximity Advisory, 600’
Advisory, 900’ Below, Level
Above, Level
Non-Threat
Traffic, Altitude
Not Reported
Figure 16-33.   Traffic Map Display

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TCAS II 3) Touch the TCAS Test Button. Button annuncia-
tor is green while test is in progress. If system
A Resolution Advisory (RA) alerts the crew to an test is successful, system displays a test pat-
intruding aircraft that is closing to within 15 to 35 tern of traffic symbols an provides the aural
seconds of a potential collision area. RAs include announcement ‘TCAS System Test Passed’,
vertical guidance maneuvers designed to increase and the traffic system returns to the previous-
or maintain vertical separation from intruding air- ly selected mode. If the test fails, the system
craft. An RA beyond the selected map display announced ‘TCAS System Test Failed’ and
range (off scale) is indicated by a half RA symbol enters Standby Mode.
at the edge of the screen at the relative bearing of
the intruder. During an RA, vertical guidance indi- Or:
cations appear on the Attitude Indicator and Verti-
cal Speed indicators of the PFD to provide visual 1) From Home, touch Map > Map Settings.
pitch cues for the flight crew to use to achieve (or 2) If necessary, touch the Sensor tab.
maintain) vertical separation from intruding traffic.
3) Touch the Traffic Settings Button.
Table 16-7.   TCAS II Traffic Symbols 4) Touch the TCAS Test Button. Button annun-
ciator is green while test is in progress. If
Symbol Description system test is successful, the system provides
the aural announcement ‘TCAS System Test
Non-Threat Traffic Passed’, and the traffic system returns to the
previously selected mode. If the test fails, the
system announced ‘TCAS System Test Failed’
Proximity Advisory (PA) and enters Standby Mode.
NOTE
Traffic Advisory Traffic Surveillance is not available dur-
ing the system test. Use caution when
performing a system test during flight.
Traffic Advisory Off Scale

Resolution Advisory (RA) SYNTHETIC VISION

TECHNOLOGY (SVT)
Resolution Advisory Off Scale
(OPTIONAL)
The optional Synthetic Vision Technology (SVT)
is a visual enhancement to the G3000 Integrated
System Test Avionics System. SVT depicts a forward-looking
attitude display of the topography immediately in
The GTS 8000/855 provides a system test mode to
front of the aircraft.
verify the TCAS system is operating normally. The
test takes ten seconds to complete. When the sys-
The field of view is 44 degrees to the left and 44
tem test is initiated, a test pattern of traffic symbols
degrees to the right. SVT information is shown on
is displayed on the Traffic Map Display.
the Primary Flight Display (PFD), or on the Mul-
tifunction Display (MFD) in Reversionary Mode.
1) From Home, touch Traffic > Traffic Settings.
The depicted imagery is derived from the aircraft
2) Turn the Joystick as necessary to set the Traf- attitude, heading, GPS three-dimensional position,
fic Map Pane range so the outer ring indicates and a 4.9 arc-second database of terrain, obstacles,
‘6 NM’. This will allow the system to show all and other relevant features. The terrain data reso-
traffic symbols in the traffic test pattern. lution of 4.9 arc-seconds, meaning that the terrain
elevation contours are stored in squares measur-

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Figure 16-34.   PFD with Synthetic Vision Technology

ing 4.9 arc-seconds on each side, is required for The following SVT enhancements appear on the
the operation of SVt. Loss of any of the required PFD:
data, including temporary loss of the GPS signal,
will cause SVT to be disabled until the required • Flight Path Marker
data is restored. • Horizon Heading Marks
The SVT terrain display shows land contours (col- • Traffic Display
ors are consistent with those of the absolute terrain • Airport Signs
map display), large water features, towers, and • Runway Display
other obstacles over 200’ AGL that are included
in the obstacle database. Cultural features on the • Terrain Alerting
ground such as roads, highways, railroad tracks, • Obstacle Alerting
cities, and state boundaries are not displayed even if
those features are found on the MFD map. The ter- NOTE
rain display also includes a north–south east–west
grid with lines oriented with true north and spaced Use appropriate primary systems for
at one arc-minute intervals to assist in orientation navigation, and for terrain, obstacle, and
relative to the terrain. traffic avoidance. SVT is intended as an
aid to situational awareness only and
The terrain display is intended for situational may not provide either the accuracy or
awareness only. It may not provide the accuracy or reliability upon which so solely base de-
fidelity on which to base decisions and plan maneu- cisions and/or plan maneuvers to avoid
vers to avoid terrain or obstacles. Navigation must terrain, obstacles, or traffic.
not be predicated solely upon the use of the TAWS
terrain or obstacle data displayed by the SVT.

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SAFETAXI Aircraft Airport Hot Airport Taxiway
Position Spot Outline Features Identification
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 iden-
tifying letters/numbers, airport Hot Spots, and air-
port landmarks including ramps, buildings, control
towers, and other prominent features. Resolution
is greater at lower map ranges. When the aircraft’s
current position is within the SafeTaxi view, the
airplane symbol on the airport provides enhanced
position awareness.
Figure 16-35.   SafeTaxi Depiction on
Designated Hot Spots are recognized at airports Navigation Map Display
with many intersecting taxiways and runways,
and/or complex ramp areas. Airport Hot Spots are Airport Hot Spots are outlined in magenta. When
outlined to caution pilots of areas on an airport panning over the airport, features such as runway
surface where positional awareness confusion or holding lines and taxiways are shown.
runway incursions happen most often. Hot Spots
are defined with a magenta circle or outline around GTX 3000 MODE S
the region of possible confusion.
TRANSPONDER
Any map display that shows the navigation view The GTX 3000 Mode S Transponder provides
can also show the SafeTaxi airport layout within Mode A, Mode C, and Mode S interrogation and
the maximum configured range. reply capabilities.
The following is a list of displays where the Safe-
Taxi feature can be seen: Selective addressing or Mode Select (Mode S)
• Navigation Map capability includes the following features:
• Inset Map (PFD) • Level-2 reply data link capability (used to
exchange information between aircraft and
• Weather Datalink
ATC facilities)
• Airport Information
• Surveillance identifier capability
• Intersection Information
• Flight ID (Flight Identification) reporting
• NDB Information The Mode S Transponder reports aircraft
• VOR Information identification as either the aircraft registra-
• User Waypoint Information tion or a unique Flight ID.
• Trip Planning • Altitude reporting
• Nearest • Airborne status determination
• Stored Flight Plan • Transponder capability reporting
During ground operations the aircraft’s position is • Mode S Enhanced Surveillance (EHS)
displayed in reference to taxiways, runways, and requirements
airport features. In the example shown, the air-
craft is on taxiway Charlie approaching a desig- • Acquisition squitter – Acquisition squitter,
nated Airport Hot Spot boundary on KSFO airport. or short squitter, is the transponder 24-bit
identification address.

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The transmission is sent periodically, regardless Table 16-8.   Precipitation Intensity Levels

of the presence of interrogations. The purpose of
acquisition squitter is to enable Mode S ground sta- Approximate
Weather Mode
tions and aircraft equipped with a Traffic Avoidance Intensity (in dBz) Precipitation
Color
System (TAS) to recognize the presence of Mode Rate (in/hr)
S-equipped aircraft for selective interrogation. Black < 23 dBz < .01
Green 23 dBz to < 33 dBz .01 - 0.1
Active transponder selection, transponder mode Yellow 33 dBz to < 41 dBz 0.1 - 0.5
selection, code entry, Flight ID entry, and IDENT Red 41 dBz and greater greater than 0.5
activation are controlled and displayed on the
Touchscreen Controller. TURB - Turbulence Detection uses the
Magenta color magenta to show areas of rain or
hail that may also contail turbulence
AUDIO/MARKER
BEACON SYSTEM Radar Feature
Radar Mode Scan Line
Status Indications
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 Touchscreen Controller
using an HSDB interface and to the cross-side IAU
using an RS-232 connection as a backup path. Each
GMA 36 is also connected to the Cockpit Voice
Recorder (CVR) using a digital/analog connection.

AIRBORNE COLOR Bearing

WEATHER RADAR Line
The Garmin GWX 70 Airborne Color Weather
Radar is a solid-state pulsed Doppler radar. It com-
bines excellent range, sensitivity, and adjustable
scanning profiles with high-definition, real-time
target displays. The effective pulse length is 27.31
microseconds (μs), and the system optimizes the Tilt and Bearing
pulse length to maximize resolution at each range Radar Legend
Settings
setting. This reduces the targets smearing together
on the displays for better target definition at close Figure 16-36.   Weather Radar Pane with a
range. Horizontal Scan

MPEL
The M2 uses a 12-inch phased array antenna that Boundary
is fully stabilized to accommodate 30º of pitch
and roll.

To focus radar scanning on specific areas, Sector 11’ for 12”

Scanning offers crew-adjustable horizontal scan antenna
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 16-37.   Maximum Permissible

Exposure Level Boundary

16-34 FOR TRAINING PURPOSES ONLY

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16 AVIONICS
Weather Radar Pane with Calibrated Gain Weather Radar Pane set Above Calibrated Gain
Figure 16-38.   Calibrated Gain

Radar features include:

• Extended Sensitivity Time Constant (STC)

logic that automatically correlates distance
of the return echo with intensity, so cells
do not suddenly appear to get larger as they
get closer.
• Turbulence Detection presents areas of tur-
bulence associated with precipitation using
the color magenta.
• WATCH® (Weather Attenuated Color High-
light) helps identify possible shadowing
effects of short-range cell activity, identi-
fying areas where radar return signals are
weakened or attenuated by intense precipi-
tation (or large areas of lesser precipitation)
and may not fully reflect the weather behind Calibrated Gain
a storm. Enabled
• Weather Alert that looks ahead for intense Figure 16-39.   GTC with Calibrated Gain
cell activity in the 80-320 nm range, even if Setting Enabled
these ranges are beyond the current display
range.
WARNING
• Altitude-Compensated Tilt (ACT) manage-
ment which automatically adjusts the anten- Changing the gain in weather mode
na tilt as the aircraft altitude changes. causes precipitation intensity to be dis-
• Ground Clutter Suppression (GCS) removes played as a color not representative of
ground clutter from the displays. the true intensity. Remember to return
the gain setting to Calibrated for view-
• Independent crew-selectable radar settings ing the actual intensity of precipitation.
for each display pane.

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16 AVIONICS

Turbulence Detection Weather Alert

The Turbulence Detection feature assists in identi- The Weather Alert feature indicates the presence of
fying areas of turbulence associated with precipi- heavy precipitation between the ranges of 80 and
tation using the color magenta during a horizontal 320 nm regardless of the currently displayed range.
scan. These magenta areas represent precipitation Weather Alert targets appear as red bands along the
moving at a high rate of speed either toward or outer range ring at the approximate bearing of the
away from the radar antenna, using Doppler radar detected returns.
measurements. This feature cannot detect areas of
Clear Air Turbulence. If a Weather Alert is detected within ±10° of the
aircraft heading, an alert is displayed on the Touch-
The Turbulence Detection feature is only available screen Controller on the Messages Screen. If the
on a display showing a horizontal scan. In addition, antenna tilt is adjusted too low, a ground return may
the Turbulence Detection feature is only active cause a Weather Alert. To avoid unwanted Weather
when the map range on the Weather Radar Pane Alerts, the Weather Alert feature can be disabled
is 160 nm or less. If the feature is enabled but the on the Weather Radar Settings Screen. The Ground
map range is beyond 160 mn, the system displays Clutter Suppression feature may assist in reducing
‘TURB INACTIVE’ for the feature status. Weather Alerts based on ground returns.

Weather Attenuated Color Ground Mapping and

Highlight (WATCH®) Interpretation
WATCH® identifies deceptively strong or unknown A secondary use of the weather radar system is
intensity parts of a storm. While in horizontal scan for the presentation of terrain. This can be a useful
mode, this feature can be used as a tool to deter- tool for verifying aircraft position. A picture of the
mine areas of possible inaccuracies in displayed ground is represented much like a topographical
intensity due to weakening of the radar energy. This map that can be used to supplement terrain infor-
weakening is known as attenuation. mation on a Navigation Map Pane.
Weather Alert indicates possible severe weather Ground Map mode uses a different gain range
than Weather mode. Different colors represent the
intensity levels. The displayed intensity of ground
target returns are defined in the Table 16-8. Use of
the Gain and Tilt controls help improve contrast
so that specific ground targets can be recognized
more easily.

When the weather radar system is in either the

Weather or Ground Map mode, the system auto-
matically switches to Standby mode upon landing.

Table 16-9.   Ground Target Return Intensity

Areas of Attenuated Signal Shown in Gray Ground Map

Intensity
Mode Color
Figure 16-40.   Horizontal Scan with Black 0 dB
WATCH® Enabled 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

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16 AVIONICS
XM WEATHER DATALINK LIMITATIONS
The GDL 69A is a remote-mounted satellite-broad-
cast receiver that receives XM weather for display For specific limitations, refer to the FAA-approved
on the MFD (and/or PFD inset map). The GDL AFM.
69A can receive XM weather and XM radio ser-
vices. It communicates to the G3000 through the
high-speed data bus. EMERGENCY/
For each enabled SiriusXM Weather product, the ABNORMAL
system displays a weather product icon or name
and the product age. The product age is the elapsed For specific information on emergency/abnormal
time (in minutes) since the weather data provider procedures, refer to the appropriate checklist or
compiled the weather product. The product age dis- FAA-approved AFM.
play does not indicate the age of the information
contained within the weather product, which can
be significantly older than the displayed weather
product age.

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 prod-
uct age. This ensures the displayed information 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 entertain-
ment feature of the GDL 69A Data Link Receiver
provides audio entertainment for passengers and
crew. The GDL 69A can receive SiriusXM Satel-
lite Radio entertainment services at any altitude
throughout the Continental United States.

SiriusXM Satellite Radio offers a variety of radio

programming over long distances without having to
constantly search for new stations. Based on signals
from satellites, coverage far exceeds land-based
transmissions. SiriusXM Satellite Radio services
are subscription-based. For more information on
specific service packages, visit [Link].

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16 AVIONICS

Table 16-10.   CAS MESSAGES

EMERGENCY DESCENT AVN CONFIG MISMATCH

DESCRIPTION Emergency Descent Mode is an auto- DESCRIPTION This message is displayed when the
pilot mode that causes the autopilot hardware and/or software versions are
to fly to a safe altitude in response to not in a certified configuration. The spe-
cabin depressurization. The AFCS will cific LRU can be determined by looking
activate the Emergency Descent Mode at the system messages. A 30 second
when Cabin Altitude > 14,500 feet, the debounce is applied to this message.
autopilot is engaged and the autopilot INHIBITS IN AIR, LOPI, TOPI
coupled pressure altitude > 30,000 feet.
The AFCS will then produce appropri-
DATA BUS FAIL
ate pitch and heading targets to bring
the aircraft to a safe altitude. This mes- DESCRIPTION This message is displayed for a loss of
sage is triggered when the AFCS goes a databus connecting 2 Garmin LRU’s.
into emergency descent mode. Voice: This is needed to address latent failures.
“Emergency Descent”. This message is not displayed for a total
loss of data from a particular LRU. It is
INHIBITS LOPI, TOPI
displayed in the case of communication
is lost over a particular link, but the LRU’s
AOA HEATER FAIL
at both ends of the link are still commu-
DESCRIPTION This message is inhibited on the ground nicating with other LRU’s.
when pitot heat is off (both P/S HTR OFF
INHIBITS IN AIR, LOPI, TOPI, EMER
signals are true). There is a 2 second
debounce on this message. This mes-
FD MODE OFF
sage will post if either the AOA or AOA
Heater circuit breaker is disengaged. DESCRIPTION This message indicates that the flight
director has changed lateral or verti-
INHIBITS EMER, LOPI, TOPI
cal mode that is deemed an abnormal
AVIONICS COLD change. Generally, this will be a loss of
data which causes the FD to downgrade
DESCRIPTION This message is displayed when any to a more basic mode. For example,
GSD, GEA, GIA, COM, DU, GTC detects NAV is active mode, NAV receiver fails,
an under temperature situation. The spe- mode drops to either ROL or HDG. The
cific LRU can be determined by look- Flight Director Mode indication on the
ing at the system message. A 2 second PFD will also be amber for an abnormal
debounce is applied to this message. mode transition. Message is removed 5
INHIBITS LOPI, TOPI seconds after master caution is pressed.
The message can also be cleared by
AVIONICS O’TEMP selecting a new mode.

This message is displayed when any INHIBITS LOPI, TOPI, ON GROUND

DESCRIPTION
GSD, GEA, GIA, COM, DU, GTC detects
an over temperature situation. The spe- GEA FAIL 1-2
cific LRU can be determined by looking This message is displayed for total or
DESCRIPTION
at the system messages. A 2 second partial loss of function of the GEA. It is
debounce is applied to this message. displayed for loss of processor, loss of all
INHIBITS LOPI, TOPI I/O, loss of one type of I/O, or any other
failure needing indication to make fault
trees work. This message has a 2 sec-
ond debounce before displaying.
INHIBITS LOPI, TOPI, EMER

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16 AVIONICS
Table 16-11.   CAS MESSAGES CONTINUED

GIA FAIL 1-2 TCAS FAIL

DESCRIPTION This message is displayed for total or DESCRIPTION This message is displayed when the
partial loss of function of the GIA. It is TCAS is failed. A 2 second debounce
displayed for complete loss of func- is applied to this message.
tion, loss of I/O processing, loss of one INHIBITS TOPI, LOPI, GPS-AI
type of I/O, loss of aural warning, or any
other failure needing indication to make TCAS STANDBY
fault trees work. There is a 2 second
debounce applied to this message. GIA DESCRIPTION This message is displayed when the
FAIL 2 is not powered in EMER therefore transponder mode selection on the GTC
it is inhibited. is not Auto or TA ONLY mode while and
in the air for greater than 2 seconds.
INHIBITS TOPI, LOPI, GIA 2 IN EMER
This message is inhibited if the TRAN-
SPONDER STANDBY or TCAS FAIL CAS
GMA FAIL 1-2
messages are posted.
DESCRIPTION This message is displayed for total or INHIBITS TOPI, LOPI
partial loss of function of the GMA. It is
displayed for complete loss of function, TERRAIN FAIL
major loss of audio processing hard-
ware, loss of aural warning, or any other DESCRIPTION This message indicates the loss of func-
failure needing indication to make fault tion of forward looking terrain alerts and
trees work. The GMA will go to “fail safe” premature descent alerts. It also indi-
mode which connects the headphones cates possible loss of GPWS modes 5
to the on-side COM only and nothing and 6 (glideslope, altitude callouts). A
else. 2 second debounce is applied to this
message.
INHIBITS TOPI, LOPI
INHIBITS EMER, TOPI, LOPI, GPS-AI
GROUND PROX FAIL
TRANSPONDER FAIL 1-2
DESCRIPTION This message indicates the loss of func-
tion of ground prox modes (excessive DESCRIPTION This message is displayed when both
descent rate, excessive closure rate, transponders have failed. The amber
negative climb rate, flight into terrain, message for dual failure also includes
glideslope) and possible loss of altitude ADS-B failure and TCAS failure, because
callouts. ADS-B and TCAS use the transponder
to function.
INHIBITS EMER, LOPI, TOPI
INHIBITS TOPI, LOPI
GSD FAIL 1-2
TRANSPONDER STANDBY
DESCRIPTION This message is displayed for total or
partial loss of function of the GSD. It is DESCRIPTION This message is displayed when the
displayed for loss of processor, loss of all transponder mode selection on the GTC
I/O, loss of one type of I/O, or any other is STANDBY while in the air.
failure needing indication to make fault INHIBITS LOPI, TOPI
trees work.
INHIBITS EMER, LOPI, TOPI

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Table 16-12.   CAS MESSAGES CONTINUED

WINDSHEAR FAIL GROUND PROX INHIBIT

DESCRIPTION This message indicates the loss of func- DESCRIPTION This message is displayed if GPWS inhib-
tion of windshear alerting. This message it is selected on the TAWS touchscreen
can only be displayed when the optional page. The selection inhibits GPWS
Class A TAWS SD card is enabled. There modes 1 to 4 (excessive descent rate,
is a 2 second debounce applied to this excessive closure rate, negative climb
message. This message will post if AOA rate, flight into terrain) Aural and visual
input is lost. alerts are suppressed. It is inhibited by
INHIBITS EMER, LOPI, TOPI
the GROUND PROX FAIL message.
INHIBITS NONE
ADS-B FAIL
SELCAL HF
DESCRIPTION This message is displayed when the
ADS-B function has failed. This mes- DESCRIPTION SELCAL is a system that monitors the
sage is inhibited when both transpon- HF radio for an aircraft specific code
ders are failed. sequence. When the code for that par-
INHIBITS LOPI, TOPI, GPS-AI
ticular aircraft is received, this message
is displayed. The respective radio is then
AFCS TEST
keyed to remove the message. This mes-
sage produces a 1000 Hz chime fol-
DESCRIPTION The Auto Flight Control System is per- lowed by a 850 Hz chime.
forming a self-test. This test is auto initi-
INHIBITS LOPI, TOPI
ated by the G3000 during each power-up
cycle. A white AP FAIL CAS message
SELCAL VHF 1-2-3
will post if the test has failed, otherwise
this message clears after successful DESCRIPTION SELCAL is a system that monitors the
completion of the BIT. VHF radio for an aircraft specific code
INHIBITS NONE
sequence. When the code for that par-
ticular aircraft is received, this message
AP FAIL
is displayed. The message has to be
acknowledged on the GTC. This mes-
DESCRIPTION This message is displayed for AP loss of sage produces a 1000 Hz chime fol-
function or failure, or any failure requiring lowed by a 850 Hz chime.
indication to make the fault trees work.
INHIBITS LOPI, TOPI
The AP will disengage and not allow
engagement. There is a debounce of 2
SURFACEWATCH FAIL
seconds for this message.
INHIBITS EMER, LOPI, GIA 1-2 FAIL CAS, DESCRIPTION This message indicates the loss of
AFCS TEST CAS
function of the Enhanced Safe Taxi. A
2 second debounce is applied to this
message.
INHIBITS EMER, TOPI, LOPI, GPS-AI

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16 AVIONICS
Table 16-13.   CAS MESSAGES CONTINUED

SURFACEWATCH INHIBIT TCAS TEST

DESCRIPTION This message indicates that the audio DESCRIPTION This message is displayed when the
alerts for Enhanced Safe Taxi have been TCAS is doing a self test.
muted on the audio touchscreen page.
INHIBITS TOPI, LOPI
INHIBITS TOPI, LOPI, GPS-AI
TERRAIN INHIBIT
TAWS FLAP OVERRIDE
DESCRIPTION This message is displayed if TAWS inhib-
DESCRIPTION This message is displayed if flap override it is selected on the TAWS touchscreen
is selected on the TAWS touchscreen page. The selection inhibits forward
page. The selection forces GPWS mode looking terrain alerts, and premature
4 (flight into terrain) to treat flaps as if descent alerts. Aural and visual alerts
they were in the landing configuration. It are suppressed. It is inhibited by the
is inhibited by the GROUND PROX FAIL TERRAIN FAIL message.
message or the GROUND PROX INHIB-
INHIBITS TOPI, LOPI, TERRAIN FAIL
IT. This message is only available when
the optional Class A TAWS is enabled.
TRANSPONDER FAIL 1-2
INHIBITS TOPI, LOPI, GROUND PROX FAIL,
DESCRIPTION This message is displayed when one
GROUND PROX INHIBIT
transponder has failed
TAWS GS/GP CANCEL INHIBITS TOPI, LOPI

DESCRIPTION This message is displayed if glideslope/

glidepath inhibit is selected on the TAWS TRANSPONDER STANDBY
touchscreen page. The selection inhib- This message is displayed when the
DESCRIPTION
its GPWS mode 5 (glideslope/glidepath) transponder mode selection on the GTC
alerts. It is inhibited by the GROUND is STANDBY while on the ground.
PROX FAIL message or the GROUND
INHIBITS LOPI, TOPI
PROX INHIBIT message. This message
is only available when the optional Class
YD FAIL
A TAWS is enabled.
INHIBITS TOPI, LOPI, GROUND PROX FAIL, DESCRIPTION This message is displayed for YD loss
GROUND PROX INHIBIT of function or failure, or any indication
needed to make the fault trees work.
TAWS TEST The YD will disengage and not allow
engagement. The AP will disengage but
DESCRIPTION This message is displayed when the
allow reengagement. This message is
TAWS is doing a self test.
inhibited when both GIAs are failed as
INHIBITS TOPI, LOPI, GPS-AI indicated by GIA 1-2 FAIL CAS message.
There is a debounce of 2 seconds for
TCAS STANDBY this message.

This message is displayed when the INHIBITS EMER, LOPI, GIA 1-2 FAIL CAS, AFCS TEST
DESCRIPTION
transponder mode selection on the GTC CAS
is not Auto or TA ONLY mode while on
the ground for greater than 2 seconds.
This message is inhibited if the TRAN-
SPONDER STANDBY or TCAS FAIL CAS
messages are posted.
INHIBITS TOPI, LOPI

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16 AVIONICS

INTENTIONALLY LEFT BLANK

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

CHAPTER 17
OXYGEN SYSTEM
CONTENTS
INTRODUCTION................................................................................................................ 17-1

17 OXYGEN SYSTEM
Description.................................................................................................................... 17-1
Components................................................................................................................... 17-2
Controls and Indications................................................................................................ 17-3
Operation....................................................................................................................... 17-5
EMERGENCY/ABNORMAL.............................................................................................. 17-5
QUESTIONS........................................................................................................................ 17-6

ILLUSTRATIONS
Figure Title Page
17-1. Oxygen System Schematic.................................................................................... 17-2
17-2. Crew Oxygen Mask............................................................................................... 17-3
17-3. Pressure Gauge on EIS.......................................................................................... 17-4
17-4. Oxygen Mask Mic Switch..................................................................................... 17-4
17-5. Oxygen Gauge and Filler Port............................................................................... 17-4
17-6. Oxygen Control Valve............................................................................................ 17-4
17-7. Overboard Discharge Indicator.............................................................................. 17-4

FOR TRAINING PURPOSES ONLY 17-i

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17 OXYGEN SYSTEM

INTENTIONALLY LEFT BLANK

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CHAPTER 17
OXYGEN SYSTEM

17 OXYGEN SYSTEM
INTRODUCTION
This chapter covers the oxygen system on the Citation M2 aircraft. Oxygen is available to the crew
and passengers during pressurization system malfunctions or whenever required. Additionally,
information is given on cold-weather operation, servicing, and airplane cleaning and care.

OXYGEN SYSTEM
DESCRIPTION
The oxygen system consists of the crew and pas- cabin altitude, or manually at any altitude by a
senger distribution systems. Oxygen is available cockpit control. The oxygen system primarily pro-
to the crew at all times and is available to the pas- vides emergency oxygen.
sengers either automatically above a predetermined

FOR TRAINING PURPOSES ONLY 17-1

 CE-525 CITATION M2 PILOT TRAINING MANUAL

PASSENGER
OXYGEN
PILOT PRESSURIZATON CONTROL
OXYGEN MASK PCB 28 VDC VALVE
PRESSURE
REGULATOR

CREW NORMAL MANUAL

ONLY DROP
17 OXYGEN SYSTEM

OXYGEN CONTROL VALVE

TO ADDITIONAL
CABIN MASKS

10
5 OXY 15

0 20

OXYGEN
PSI
X 100

SHUTOFF CYLINDER
VALVE
PRESSURE
COPILOT GAUGE AND
OXYGEN PRESSURE FILLER PORT
MASK RELIEF
DISC

Figure 17-1.   Oxygen System Schematic

The oxygen system consists of: The shutoff valve is normally open. The regulator
reduces line pressure to 70 psi. Service the cylinder
• Oxygen storage cylinder with an integral shutoff through the filler port near the forward bulkhead
valve and pressure regulator just inside the right nose baggage door. Only use
aviator oxygen (MIL-O-27210, Type 1) for servic-
• Servicing fitting ing. The fill valve incorporates a check valve and
• Crew and passenger masks filter. A pressure sealing cap prevents contaminants
from entering the oxygen system.
• Pressurization PCB
• Overboard discharge disc
Oxygen Masks
• Control selector on the pilot console
An oxygen mask is in a container above the shoul-
der of each crewmember (Figure 17-2). It is quick-
COMPONENTS donning by pressing the sides of the nosepiece, and
inflates to easily slip over the head. It has normal
Oxygen Cylinder Assembly (NORM), emergency (EMER), and 100% oxygen
The oxygen cylinder is in the nose storage com- settings. The crew oxygen masks are certified for
partment under the floor on the right side. It has a continuous use, up to and including, a cabin alti-
1,407-liter (50-cubic-foot) capacity. A shutoff valve tude of 40,000 ft. When not flying, if the tempera-
and pressure regulator on the cylinder control the ture is colder than 0°C, remove this mask from the
flow of oxygen to the distribution system. airplane and keep warm.

NOTE Passenger masks are in overhead containers and

drop automatically or manually. Pull the lanyard
This shutoff valve is not accessible in to start the oxygen flow to the mask.
flight. During preflight, ensure that the
shutoff valve is open.

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

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,

17 OXYGEN SYSTEM
and select 100% oxygen above 25,000
feet cabin altitude.

Figure 17-2.   Crew Oxygen Mask

Passenger Masks
WARNING Passenger masks are in overhead containers and
drop automatically or manually. A short lanyard
No smoking when oxygen is being used, physically connects the mask to a pin in a valve in
or following use of passenger oxygen the overhead oxygen line. Pulling this lanyard pulls
until lanyards have been reinstalled. out the pin to start the oxygen flow to the mask. The
act of lowering the oxygen mask to the face usually
also pulls the lanyard and pin free, enabling oxy-
Oxygen Mask (for Crew) gen flow. Passenger masks have no flow indicator.
The oxygen mask is a quick-donning mask with a
built-in microphone and regulator. The mask is a NOTE
diluter/pressure-demand type with 100% pressure- To be sure all oxygen masks in the air-
demand oxygen provided by moving a lever on the plane are sufficiently warm at takeoff,
underside of the mask to the 100% position. Pres- ensure that the cabin temperature is
sure breathing is provided by rotating the TEST above 0°C (32°F) for 20 minutes imme-
button to the EMER position. diately before departure.
The crewmember is assured that oxygen is being
received when no restriction to breathing is present CONTROLS AND INDICATIONS
with the mask donned and 100% selected. A flow
indicator (a green slide in the mask hose near the Oxygen Mask and Headset
connector to the oxygen panel) shows green when
oxygen is available to the mask and is flowing, and Microphone
shows red when there is no flow. Selecting EMER A two-position toggle switch is on the pilot and
provides a steady flow of pressurized oxygen to copilot side consoles (Figure 17-3). The switch
the face cone. is marked “OXY MASK” and “HEAD SET.”
Depressing the microphone button on the appropri-
To qualify as a quick-donning mask, the mask must ate control wheel allows a crewmember to transmit
be properly stowed in the receptacle on the out- through the headset microphone or oxygen mask
board of each crewmember seat and set to 100%. microphone, whichever is selected on their respec-
tive oxygen panel.
If the cabin altitude is at or below 25,000 feet, to
conserve oxygen when using the mask, the regula-
tor may be set to NORM. When using an oxygen Pressure Gauge
mask for smoke protection, select the emergen- The oxygen pressure gauge is on the EIS display
cy (EMER) position; this is a pressure-breathing and a pressure gauge is installed in the nose bag-
setting. gage area.

FOR TRAINING PURPOSES ONLY 17-3

 85 AMPS 85
PRESSURIZATION
CABIN ALT 1300 FT RAT°C 15
RATE 0 FPMCITATION
CE-525
15 TRAINING MANUAL
SAT°C M2 PILOT
ΔP 0.0 PSI ΔISA°C +3
LDG ELEV 1288 FT
OXYGEN PRESSURE 1750 PSI CREW NORMAL MANUAL
ONLY DROP
Figure 17-3.   Pressure Gauge on EIS

OXY HEAD
17 OXYGEN SYSTEM

MASK SET

OXY MASK MIC MIC SELECT MIC OXYGEN CONTROL VALVE

Figure 17-4.   Oxygen Mask Mic Switch Figure 17-6.   Oxygen Control Valve

Overboard Discharge Indicator

A green overboard discharge indicator (disc) is on
the right side of the nose section directly below the
nose access door (Figure 17-6). The disc provides
a visual indication that an overpressure condition
has occurred in the oxygen cylinder and that the
bottle is empty. If the disc ruptures, perform main-
tenance before flight; the system must be purged
and the oxygen cylinder replaced. The original oxy-
gen cylinder must be returned to the supplier for
refurbishment or replacement before further use.

Figure 17-5.   Oxygen Gauge and Filler Port

In flight at cruise altitudes, colder temperatures

may cause the gauge to indicate lower than nor-
mal. If the oxygen cylinder depletes to empty, the
system must be purged and the oxygen cylinder
replaced before the next flight. The original oxy-
gen cylinder must be returned to the supplier for
refurbishment or replacement before further use.
During the next preflight inspection, check that the
shutoff valve is open.

Oxygen Control Valve

The OXYGEN CONTROL VALVE on the pilot Figure 17-7.   Overboard Discharge
console (Figure 17-5) controls oxygen flow to the Indicator
passengers or restricts it to crew use only. NOR-
MAL, CREW ONLY, and MANUAL DROP posi-
tions mechanically actuate a control valve for
distribution as desired.

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

OPERATION After restoration of the cabin pressure to normal

values, the solenoid valve deenergizes closed at
The oxygen system may be operated in one of three 13,000 feet cabin altitude, shutting off oxygen flow
modes, as selected by the pilot using the OXYGEN to the passengers.
CONTROL VALVE:

• CREW ONLY Manual Mode

• NORMAL If DC power fails, the solenoid valve fails closed
and does not route oxygen to the passenger system.

17 OXYGEN SYSTEM
• MANUAL DROP Placing the OXYGEN control valve in MANUAL
DROP routes oxygen flow through the manual
CREW ONLY Mode control valve to the passenger system, which drops
the masks. The passenger masks stow in overhead
The CREW ONLY position of the selector blocks containers and drop automatically or manually.
flow at the oxygen control valve and shuts off all
flow to the passengers. In this position, only the Pull the lanyard to begin oxygen flow to the masks.
crew has oxygen.

NORMAL Mode LIMITATIONS

With the OXYGEN CONTROL VALVE selector in For specific limitations, refer to the FAA-approved
the NORMAL position, low-pressure oxygen at 70 AFM.
psi is available to both crewmembers through out-
lets on the side consoles and to the solenoid valve
on the oxygen selector.
EMERGENCY/
CAUTION ABNORMAL
Headsets, eyeglasses, or hats worn by the For specif ic information on emergency/
crew may interfere with the quick-don- abnormal procedures, refer to the appro-
ning capabilities of the oxygen masks. priate checklist or FAA-approved AFM.

The solenoid valve is normally spring-loaded

closed, which blocks flow to the passenger dis-
tribution system. If cabin altitude exceeds 14,500
feet, the pressurization PCB 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, oxygen flows
to the mask. (Usually the act of pulling the oxy-
gen mask to the face is enough to pull the lanyard
and pin free.)

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

QUESTIONS
1. The cockpit oxygen pressure gauge reads: 5. If the oxygen selector is placed in CREW
A. The oxygen pressure, which is present at ONLY:
the crew masks. A. The passenger masks cannot be dropped
B. Electrically derived system low pressure. automatically.
C. Bottle pressure. B. The passenger masks do not deploy auto-
D. Electrically derived system high pressure. matically, but they can still be dropped
manually.
17 OXYGEN SYSTEM

2. Passenger masks are dropped when: C. The passengers still receive oxygen if the
cabin altitude is above 8,000 feet.
A. The OXYGEN CONTROL VALVE is in
D. Normal DC power is removed from the
NORMAL, normal DC power available,
passenger mask door actuators, thus pre-
and cabin altitude exceeds 14,500 feet.
venting them from dropping the masks.
B. The cabin altitude exceeds 14,500 feet,
regardless of OXYGEN selector position.
6. If normal DC power is lost with the oxygen
C. The OXYGEN selector is in MANUAL selector in NORMAL:
DROP, regardless of altitude.
A. The passenger masks deploy immediately,
D. Both A and C.
regardless of the cabin altitude.
B. The passenger masks cannot be dropped
3. If DC power fails, placing the OXYGEN
manually.
selector in:
C. The oxygen pressure gauge on the EIS is
A. MANUAL DROP deploys the passenger inoperative.
masks, regardless of the cabin altitude.
D. Automatic dropping of the passenger
B. MANUAL DROP deploys the passenger masks does not occur.
masks only if 14,500 feet cabin altitude is
exceeded.
C. CREW ONLY does not restrict oxygen to
the crew only if the cabin altitude is above
14,500 feet.
D. Any of the three operating positions does
not route oxygen to the passengers; they
have their own oxygen.

4. The purpose of the cabin-altitude pressure

switch is to:
A. Bypass oxygen flow directly to the pas-
sengers regardless of OXYGEN selector
position.
B. Open a solenoid at 14,500 feet cabin alti-
tude, allowing oxygen flow to the passen-
ger oxygen distribution system.
C. Close a solenoid valve at 14,500 feet
cabin altitude, stopping oxygen flow to
the passengers.
D. Restore cabin altitude to 8,000 feet so that
oxygen is not required.

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

CHAPTER 18
MANEUVERS AND PROCEDURES
CONTENTS
INTRODUCTION................................................................................................................ 18-1
PERFORMANCE................................................................................................................. 18-2
Takeoff and Landing Speeds.......................................................................................... 18-2
Weights.......................................................................................................................... 18-2
FLIGHT OPERATIONS....................................................................................................... 18-3
Preflight and Taxi........................................................................................................... 18-3
Takeoff........................................................................................................................... 18-5

AND PROCEDURES
Climb............................................................................................................................. 18-5

18 MANEUVERS
Cruise............................................................................................................................ 18-5
Descent.......................................................................................................................... 18-5
Approach and Landing.................................................................................................. 18-5
After Landing................................................................................................................ 18-6
AIRWORK MANEUVERS.................................................................................................. 18-6
Steep Turns.................................................................................................................... 18-6
Approach to Stalls......................................................................................................... 18-6
Clean.............................................................................................................................. 18-6
Flaps 15°........................................................................................................................ 18-6
Landing.......................................................................................................................... 18-6
Unusual Attitude Recoveries......................................................................................... 18-6
Nose High...................................................................................................................... 18-7
Nose Low...................................................................................................................... 18-7
MISCELLANEOUS............................................................................................................. 18-7

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Takeoff and Landing...................................................................................................... 18-7

Touch-and-Go Landings................................................................................................ 18-7
LIMITATIONS...................................................................................................................... 18-8
EMERGENCY/ABNORMAL.............................................................................................. 18-8
AND PROCEDURES
18 MANEUVERS

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page
18-1. Takeoff and Landing Data Card............................................................................. 18-3
18-2. Takeoff - Normal.................................................................................................... 18-9
18-3. Takeoff - Engine Failure at or above V1................................................................................ 18-10
18-4. VFR Approach - Normal/Single Engine............................................................. 18-11
18-5. ILS Approach - Normal/Single Engine.............................................................. 18-12
18-6. Nonprecision Approach - Normal/Single Engine............................................... 18-13
18-7. Missed Approach - Precision/Nonprecision....................................................... 18-14
18-8. Missed Approach - Single Engine...................................................................... 18-15
18-9. Visual Approach................................................................................................. 18-16

AND PROCEDURES
18 MANEUVERS
18-10. Approach to Stall - Clean Configuration............................................................ 18-17
18-11. Approach to Stall - Flaps 15° Configuration...................................................... 18-18
18-12. Approach to Stall - Landing Configuration........................................................ 18-19
18-13. Steep Turns.......................................................................................................... 18-20

TABLES
Table Title Page
18-1. MINIMUM MANEUVERING SPEEDS.............................................................. 18-2
18-2. Example Callouts (IFR and VFR)......................................................................... 18-4

FOR TRAINING PURPOSES ONLY 18-iii

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AND PROCEDURES
18 MANEUVERS

INTENTIONALLY LEFT BLANK

18-iv FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

CHAPTER 18
MANEUVERS AND PROCEDURES

AND PROCEDURES
18 MANEUVERS
INTRODUCTION
This chapter contains information and flight profiles likely to be encountered during training and
in most daily flight operations. The procedures are consistent with the M2 Airplane Flight Manual
(AFM) and may be affected by location, weather, facilities, etc.

GENERAL
The flight profiles in this chapter show some nor- figuration, weight, weather, traffic, ATC instruc-
mal and emergency operating procedures. They tions, etc. Procedures are consistent with the AFM.
are a general guide for training purposes. Actual If a conflict develops between these procedures and
in-flight procedures may differ due to aircraft con- the AFM, then AFM procedures must be followed.

FOR TRAINING PURPOSES ONLY 18-1

 CE-525 CITATION M2 PILOT TRAINING MANUAL

PERFORMANCE Minimum maneuvering speeds provide a safety

margin above stall speed (for current flap setting
and weight) when maneuvering prior to establish-
The M2 performance is certified to Part 23 Normal
ing a stabilized final approach. Flying a minimum
Category with FAA Special Conditions similar to
of 10 kt above 0.6 angle of attack (AOA) (the green
Part 25, Transport Category. The following areas
donut on the airspeed tape) for the current flap set-
will help to familiarize the pilot with terms in the
ting provides this margin. As flaps are extended, the
AFM and to help the pilot understand the capabili-
stall speed lowers about 10 kt.
ties of the aircraft.
Table 18-1.   MINIMUM MANEUVERING
TAKEOFF AND LANDING SPEEDS
SPEEDS
FLAP CITATION CJ1+
Refer to the M2 AFM for takeoff and landing CONFIGURATION
speeds.
Clean VREF + 30
V1 (decision speed) - This is the speed that allows Flaps 15° VREF + 20
stopping or continuing the takeoff within the avail-
able runway length. It is always equal to or less Flaps 35° VREF + 10
than VR.

VR (rotation speed) - This speed is always equal to WEIGHTS

AND PROCEDURES
18 MANEUVERS

or more than V1.

Maximum takeoff weight is limited by the most
V2 (safety climb speed) - This is the actual speed restrictive of:
at 35 feet above the runway surface during takeoff
with one engine operating. This speed is more than 1. Maximum certif ied weight (structur-
or equal to 1.2 times the stall speed. al)—10,700 pounds
2. Maximum weight permitted by climb
VENR (enroute climb speed) - This speed is the best requirements
one-engine rate of climb (altitude vs. time) with
flaps zero. 3. Maximum weight permitted by takeoff field
length
VREF (minimum final approach speed) - This is Takeoff weight may be further limited by obstacle
1.3 times VSO for the flap setting to be used for clearance requirements of a departure runway or
landing. All charts assume 35° flaps will be used procedure, or by the landing weight restrictions at
for landing. This is the speed the pilot should have destination.
at 50 feet above the runway in order to meet land-
ing distance criteria (refer to the AFM for factors Maximum landing weight is limited by the most
affecting landing distance). restrictive of:
VAPP (missed approach climb speed) - This is 1.3 1. Maximum certified weight (structural)—9,900
times stall speed with the flaps at 15° and landing pounds
gear up.
2. Maximum weight permitted by climb require-
Speeds are generally posted on the primary flight ments or brake energy limits
display (PFD) for quick reference during takeoff 3. Maximum weight permitted by landing field
or approach. The VT bug may be used as the pilot length
chooses.

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

CITATION CITATION
TAKE OFF DATA LANDING DATA
T/O N1 CLB N1 VREF VAPP

V1 VR V2 GA N1 RWY REQ’D

VFR VENR FLAPS CLEARANCE

CLEARANCE

ARPT _______________ ELEV ________ RWY ________

ATIS _______ WIND _______ VIS __________________

CIG_____________________ TEMP/DP ______ / _____

AND PROCEDURES
18 MANEUVERS
ALT_____________ RMKS ________________________ ARPT _______________ ELEV ________ RWY ________

RWY LENGTH ____________ RWY REQ’D ___________ ATIS _______ WIND _______ VIS __________________

ZFW _________________ T.O. WT.__________________ CIG_____________________ TEMP/DP ______ / _____

EMERGENCY RETURN ALT_____________ RMKS ________________________

VREF ____________ VAPP _________ MSA ___________ ZFW _________________ T.O. WT.__________________

Figure 18-1.   Takeoff and Landing Data Card

Landing weight may be further limited by obstacle PREFLIGHT AND TAXI

clearance requirements of a missed approach pro-
cedure or due to flap malfunction. If flying as a crew, the pilot-in-command ensures
that the copilot understands the normal and emer-
Some flight departments use pre-printed cards for gency procedures to be used for that takeoff. This
computations, ATIS and clearances. Sample take- includes verbal callouts during takeoff roll and ini-
off and landing (TOLD) cards are shown in Figure tial climb (refer to Table 18-2).
18-1.
Sample Takeoff Briefing
FLIGHT OPERATIONS “This will be a static (or rolling) runup with flaps
at 15° (or 0°). Check takeoff power and call “speed
Sample flight profiles are shown in Figures 18-2 alive, 70 knots, V1 and rotate.” I will call for gear
through 18-13. 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
and call tower. Between 70 and V1 we will only

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

abort for red lights, loss of directional control or If flying as a single pilot, the pilot in command
loss of major displays. After V1 we will handle (PIC) does not perform any checklist items while
all problems in flight. We will climb to _____ feet the aircraft is moving. The only flight instrument
before doing any actions. I will fly and talk to ATC, check to perform while moving is a check of head-
and you can then get into the checklist. If I do not ing changes.
respond to you or I do something dangerous or stu-
pid, assume controls and we will sort it out later.
Any questions or comments?”

Table 18-2.   EXAMPLE CALLOUTS (IFR AND VFR)

PHASE CONDITION CALLOUT

Takeoff Both airspeed indicators moving “Airspeed alive”
Both airspeed indicators indicating 70 KIAS “70 knots”
Airspeed indicators at computed V1 “V1”
Airspeed indicators at computed VR “Rotate”
Airspeed indicators at computed V2 “V2”
Departure/ Prior to intercepting an assigned course “Course alive”
Enroute/
Approach
AND PROCEDURES
18 MANEUVERS

Climb and descent Approaching transition altitude (IFR and VFR) “Transition altitude altimeters reset”
1,000 feet above/below assigned altitude (IFR) State altitude leaving and assigned
level-off altitude
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 height (DH) “Minimums, runway not in sight” or
“Minimums, runway at (clock
position)” or “Minimums, approach
lights, at (clock position)” (NOTE 2)
At minimum descent altitude (MDA) “Minimums” (NOTE 2)
At missed-approach point (MAP) “Missed-approach point, runway
not in sight” or “Missed-approach
point, runway at (clock position)”
or “missed-approach point, approach
lights, at (clock position)”
NOTES:
1. CHECK FOR APPEARANCE OF WARNING FLAGS AND GROSS INSTRUMENT DISCREPANCIES.

2. CARE MUST BE EXERCISED TO PRECLUDE CALLOUTS, WHICH CAN INFLUENCE THE PILOT FLYING AND RESULT IN PREMATURE
ABANDONMENT OF INSTRUMENT PROCEDURES.

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 CE-525 CITATION M2 PILOT TRAINING MANUAL

TAKEOFF CRUISE
Normal Adjust throttles as needed to prevent aircraft over-
speed. Reset pressurization for destination. Com-
It is recommended to use the flight director during plete appropriate checks.
takeoff. Press the TO/GA button on the left throt-
tle, then select the HDG mode. After lining up on
centerline, press the heading knob down. Advance DESCENT
power to takeoff detent. At V1 move your hand from Monitor the windshield for icing when descend-
the throttles to the yoke and rotate at VR toward ing into humid conditions. Begin arrival/approach
the command bars. With a definite climb, raise the tasks. Complete appropriate checks.
gear; raise flaps no earlier than V2 + 10 kt. Continue
climb in the pitch mode until nearing 170 kt, then
select FLC mode (if desired) and reduce throttles APPROACH AND LANDING
as needed.
Ensure proper navigation aids are set for planned
approach. Load the planned approach into the
Rejected (Before V1) flight management system (FMS) and utilize its
Simultaneously apply brakes, reduce throttles to capabilities as desired. Discuss crew actions for
idle and apply rudder pedal pressure for nosewheel the approach and any potential missed approach.
steering. Extend the speedbrakes using the switch
(do not select ground flaps). Notify the tower and Sample Approach Briefing

AND PROCEDURES
18 MANEUVERS
accomplish any other memory items needed. “We are flying the ______ approach to runway
____. Nav 1 and 2 are set to ____; minimums are
Engine Failure (After V1) set at ____ both sides. V speeds are set at _____.
We will use the _____ modes to a DA (or MDA)
Control direction, rotate at VR and raise the gear of _____. Landing flaps and gear by the FAF. Call
with a positive climb. A small amount of aileron 1,000, 500 and 200 feet above minimums. Tell
into the good engine (pick up the dead engine) is me where the runway is; I will call landing or
needed to keep the wings levels (the yoke will be go-around. In the event of a missed, change NAV
displaced). Climb at V2 until reaching an altitude source to FMS after gear up. The missed approach
you determine to be clear of obstacles (no lower is _____ to ____ and hold. If I do not respond to
than 1,500 feet above the airport). Use minimum you or I do something dangerous or stupid, assume
safe, minimum enroute, or ATC assigned altitudes. controls and we will sort it out later. Any questions
Rudder trim may be used. After level off accelerate or comments?”
toward 180 kt and raise the flaps no earlier than V2
+ 10 kt. If further climbs are needed, use computed When nearing approach altitudes, use about
VENR. Retrim rudder and aileron as needed as 55–60% fan if near 200 kt. As you configure
speed increases. the aircraft, speed will decrease. Plan to reach
the glideslope (GS) intercept or final approach
fix (FAF) with the landing gear down, flaps set,
CLIMB and speed set. If flying a straight-in two-engine
Ensure gear and flaps are up, set power as needed approach, plan to have flaps set at 35° by the FAF;
and select autopilot (if desired). Monitor pressur- this permits a stabilized approach throughout final.
ization and fuel. Climb at approximately 200 kt If flying a one-engine approach, use flaps 15° on
until nearing 30,000 feet, then use a slower speed. final. Decide early if the landing will be with flaps
Complete appropriate checks (refer to the AFM). 15° or 35°; ensure sufficient runway is available for
reduced flaps. Landing with flaps 15° allows for a
stabilized approach throughout final. If circling to
land, plan to fly the approach with flaps 15° until
you decide landing is assured; then select 35°.

FOR TRAINING PURPOSES ONLY 18-5

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Plan to arrive over the threshold at VREF for the CLEAN

flap setting desired at 50 feet above the runway
with the yaw damper off. Idle power can then be Set power at approximately 40% N1; use speed-
selected. Following a normal flare, lower the nose brakes to assist speed reduction. The “landing gear”
and then deploy ground flaps and apply toe brakes alert will start passing through 130 kt (silence alert
simultaneously. When clear of the runway, accom- if desired). At stick shaker, maintain pitch attitude
plish the after landing checks. and add takeoff power, then select flaps 15°. As
speed increases, return to the starting altitude and
retrim; adjust power. Raise flaps no earlier than 10
AFTER LANDING kt above the AOA donut on the airspeed tape.
If flying as a crew, the checks may be performed
while taxiing. If flying single pilot, complete all FLAPS 15°
checks before taxiing.
Set power at approximately 45% N1 and set flaps
to 15°. The “landing gear” alert will start passing
AIRWORK MANEUVERS through 130 kt (silence alert if desired). At stick
shaker, maintain pitch attitude and add takeoff
power. As speed increases, return to starting alti-
STEEP TURNS tude and retrim; adjust power. Raise flaps no earlier
than 10 kt above the AOA donut on the airspeed
Steep turns are flown at 45° of bank and 200 kt. tape.
FAA directives prohibit a second pilot from aiding
AND PROCEDURES
18 MANEUVERS

the flying pilot in any manner (no verbal or physi-

cal help). Establish a base heading and altitude. LANDING
Maintain the altitude during the maneuver and use
Set power at approximately 50% N1 and configure
the base heading for the turn reversal and final roll
the aircraft. At stick shaker, maintain pitch attitude
out. Use of the flight director, elevator trim, and
and add takeoff power; then select flaps 15°. As
yaw damper is an option for the pilot.
speed increases to the AOA donut, increase pitch
to stop descent; then raise the gear. Return to start-
A pitch attitude of about 2.5° should hold level
ing altitude and retrim; adjust power. Raise flaps
flight in the turns. A small power increase will be
no earlier than 10 kt above the AOA donut on the
needed to maintain 200 kt. If a moderate roll in
airspeed tape.
rate is used to begin the maneuver, plan to use a
10° heading lead point for reversing the turn and
for the final roll out. UNUSUAL ATTITUDE
RECOVERIES
APPROACH TO STALLS Unusual attitudes do not have to be severe to be
Full stalls are not permitted. Initiate recovery at unusual; they are simply not what you expected.
the first indication of an impending stall (the stick Recognize the attitude by looking at all three atti-
shaker). Maintain altitude during the approach to tude indicators. Confirm by reference to airspeed,
stall. If wings level, maintain heading. If in a turn, altitude, and heading changes. Use the best instru-
use 15–30° bank. Trim as needed until nearing 0.6 ment available to control the recovery. Return to
AOA or VREF for current flaps. When initiating wings-level, level flight before chasing command
recovery, use takeoff power and level the wings. bars. Do not put yourself into a second unusual
Return to the starting altitude as soon as perfor- attitude with rapid control inputs.
mance allows. The goal is minimum altitude loss.

18-6 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

NOSE HIGH conduct training or proficiency flights that involve

multiple landings and/or RTOs:
If needed, add power to preserve airspeed. Do not
push the nose down. Relax any back pressure you 1. Use the longest runway available. Minimize
may be applying. Consider using some bank to help use of brakes, runway length permitting, and
lower the nose. maximize use of other deceleration devices
such as speedbrakes and ground spoilers.
NOSE LOW 2. If taxi operations are necessary following a
stop on the runway, keep the airplane moving
If needed, reduce power and/or use speedbrakes at a safe speed and minimize brake usage as
to control airspeed. Roll to an upright attitude and much as possible.
add back pressure to stop descent.
3. Conduct operations with minimum crew and at
minimum practical weight for the flight. Fuel
MISCELLANEOUS load not to exceed more than 50% of full.
4. An RTO should not be initiated at a speed
greater than 50 KIAS during training or pro-
TAKEOFF AND LANDING ficiency flights, unless required by an actual
For takeoff, lineup as close to the end of the run- emergency.
way as possible and perform a static runup to take- 5. An RTO should not be conducted immediately
off power. Ensure strict adherence to V1 and VR after a landing (plan the RTO as the first stop

AND PROCEDURES
18 MANEUVERS
speeds. of the flight, to be followed by a normal takeoff
for in-flight brake cooling).
For landing, ensure airspeed is at VREF at 50 feet
over the threshold. Do not float the flare. As soon 6. Between successive stops on the runway, and
as the main tires are on the ground, lower the nose, at a safe altitude, conduct a 15 minute brake
then apply maximum toe brakes and select ground cooling period with landing gear extended.
flaps. 7. At the completion of the flight, chock the air-
plane and do not set the parking brake.
Multiple Landings and/or The above guidelines are presented to the opera-
Rejected Takeoffs tor for their consideration in conducting multiple
landing/RTO operations. Cessna Aircraft Compa-
Brake application reduces the speed of an air- ny cannot provide assurance that the release of a
plane by means of friction between the brake stack wheel fusible plug will not occur due to the many
components. The friction generates heat, which combinations of events beyond it’s control.
increases the temperature of the brake and wheel
assembly, resulting in an increased tire pressure.
Each main wheel incorporates fuse plugs, which TOUCH-AND-GO LANDINGS
melt at a predetermined temperature, to prevent a
possible tire explosion due to excessively high tire If doing touch-and-go landings, select HIGH posi-
pressure. tion with the ground idle switch. Consider using
only 15° flaps on those landings; no need to change
Cessna does not recommend that flight crews con- flaps on roll. If using 35° flaps for the landings,
duct multiple landings and/or rejected takeoffs consider just holding the nose wheel off the runway
(RTOs) due to the risk of overheating the brakes while the other pilot sets the flaps to 15°. If power
and melting the fuse plugs. Loss of all tire pres- is added before the flaps are reset, airspeed will be
sure may result in damage to the tire and wheel. higher than normal at liftoff.
It is strongly recommended that consideration be
given to the following guidelines if it is necessary to

FOR TRAINING PURPOSES ONLY 18-7

 CE-525 CITATION M2 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.
AND PROCEDURES
18 MANEUVERS

18-8 FOR TRAINING PURPOSES ONLY

 3. AT A PREDETERMINED SAFE ALTITUDE CONSIDERING
THE TERRAIN AND OBSTACLES AT A MINIMUM AIRSPEED OF V2 + 10 KT,
RETRACT THE FLAPS, ACCELERATE TO NORMAL CLIMB
SPEED, AND COMPLETE THE AFTER TAKEOFF-CLIMB CHECKLIST

3
2 V2 + 10 KT

V1 VR

1. AT VR—ROTATE SMOOTHLY TO 10° 2. POSITIVE RATE OF CLIMB—GEAR UP

NOSE UP ATTITUDE

FOR TRAINING PURPOSES ONLY

CE-525 CITATION M2 PILOT TRAINING MANUAL

18-9
Figure 18-2.   Takeoff - Normal

NORMAL
TAKEOFF—
18 MANEUVERS
AND PROCEDURES
 AND PROCEDURES
18 MANEUVERS

18-10
5. COMPLETE THE AFTER TAKEOFF, CLIMB,
AND ENGINE FAILURE CHECKLISTS

4. ACCELERATE TO VENR
AND CLIMB IF NEEDED

3. GEAR UP WHEN POSITIVE RATE OF CLIMB IS

ESTABLISHED. MAINTAIN V2 UNTIL 1,500' AGL OR
CLEAR OF OBSTACLES, WHICHEVER IS HIGHER;
ACCELERATE TO V2 + 10 KT, AND RETRACT THE FLAPS.

3, 4, 5

1 2

1. LOSS OF ENGINE AT 2. AT VR—ROTATE TO

OR ABOVE V1, MAINTAIN 10° NOSE UP ATTITUDE
DIRECTIONAL CONTROL.

FOR TRAINING PURPOSES ONLY

CE-525 CITATION M2 PILOT TRAINING MANUAL

AT OR ABOVE V1
TAKEOFF—ENGINE FAILURE
Figure 18-3.   Takeoff - Engine Failure at or above V1
 CE-525 CITATION M2 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

AND PROCEDURES
18 MANEUVERS
3. BASE LEG:
• BEGIN DESCENT
• AIRSPEED MINIMUM—MINIMUM MANEUVERING SPEED
• BEFORE LANDING CHECKLIST COMPLETED

NOTE:
IN GUSTY WIND CONDITIONS, INCREASE VREF BY
1/2 OF THE GUST FACTOR IN EXCESS OF 5 KNOTS

* IF BEING RADAR-VECTORED TO A VISUAL APPROACH, LOWER THE GEAR

ON BASE LEG OR NO LATER THAN THREE MILES FROM THE THRESHOLD ON
A STRAIGHT-IN APPROACH.

** SINGLE ENGINE—VREF + 10 KT MINIMUM AND MAINTAIN FLAPS

APPROACH UNTIL LANDING IS ASSURED.

Figure 18-4.   VFR Approach - Normal/Single Engine

FOR TRAINING PURPOSES ONLY 18-11 VFR APPROACH—

NORMAL/SINGLE ENGINE
 CE-525 CITATION M2 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. GLIDESLOPE CAPTURE:
• GEAR—DOWN
AND PROCEDURES

• FLAPS—LAND
18 MANEUVERS

35° (2 ENGINES), 15° (1 ENGINE)

• AIRSPEED—AS DESIRED
• BEFORE LANDING CHECKLIST—COMPLETE

5. MISSED APPROACH:
• REFER TO
MISSED APPROACH NORMAL OR
MISSED APPROACH SINGLE ENGINE

4. RUNWAY IN SIGHT:
• AIRSPEED—REDUCE TO VREF

NOTE:
IN GUSTY WIND CONDITIONS INCREASE VREF BY
1/2 OF THE GUST FACTOR IN EXCESS OF 5 KNOTS.

Figure 18-5.   ILS Approach - Normal/Single Engine

18-12 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

2. ABEAM FAF OR PROCEDURE TURN OUTBOUND:

• BEFORE LANDING CHECKLIST—INITIATE
• FLAPS—15°
• AIRSPEED (MANEUVERING)—VAPP +10 KT (MINIMUM)

1. DOWNWIND ON VECTORS OR APPROACHING THE

INITIAL APPROACH FIX:
• DESCENT CHECKLIST—COMPLETE
• AIRSPEED—AS DESIRED

5. MISSED APPROACH:
• REFER TO

AND PROCEDURES
18 MANEUVERS
MISSED APPROACH NORMAL OR
MISSED APPROACH SINGLE ENGINE

3. FIX INBOUND:
• GEAR—DOWN
• AIRSPEED—AS DESIRED
• BEFORE LANDING CHECKLIST—COMPLETE
• FLAPS 35° (2 ENGINES), 15° (1 ENGINE)

4. MINIMUM ALTITUDE:
WHEN LANDING IS ASSURED:
• FLAPS—LAND
• AIRSPEED—REDUCE TO VREF
NOTE:
IN GUSTY WIND CONDITIONS, INCREASE VREF BY
1/2 OF THE GUST FACTOR IN EXCESS OF 5 KNOTS.

FOR CIRCLING APPROACHES, MAINTAIN MANEUVERING SPEED CONSISTENT

WITH FLAP POSITION. TURN FINAL, SELECT FLAPS TO LAND, AND REDUCE
TO VREF SPEED WHEN LANDING IS ASSURED.

Figure 18-6.   Nonprecision Approach - Normal/Single Engine

FOR TRAINING PURPOSES ONLY 18-13

NONPRECISION APPROACH—
NORMAL/SINGLE ENGINE
 AND PROCEDURES
18 MANEUVERS

18-14
3. RAISE THE GEAR WHEN A POSITIVE RATE OF CLIMB IS
ESTABLISHED. AT A COMFORTABLE ALTITUDE AND A
MINIMUM AIRSPEED OF VREF + 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 15°.

1. FINAL APPROACH:
• GEAR—DOWN
• FLAPS—LAND
• AIRSPEED—VREF TO VREF + 10 KT

FOR TRAINING PURPOSES ONLY

CE-525 CITATION M2 PILOT TRAINING MANUAL

PRECISION/NONPRECISION
MISSED APPROACH—
Figure 18-7.   Missed Approach - Precision/Nonprecision
 4. SET MAXIMUM CONTINUOUS CLIMB POWER,
AND COMPLETE THE SINGLE-ENGINE GO-AROUND
CHECKLIST AND THE AFTER TAKEOFF-CLIMB CHECKLIST.

3. GEAR UP WHEN POSITIVE RATE OF CLIMB

IS ESTABLISHED. MAINTAIN A MINIMUM CLIMB
SPEED OF VAPP UNTIL 400' AGL OR CLEAR
OF OBSTACLES, WHICHEVER IS HIGHER; THEN
RETRACT FLAPS AND ACCELERATE TO VENR.

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:
• FLAPS—TAKEOFF & APPROACH
• AIRSPEED (MINIMUM)—VREF + 10 KT

FOR TRAINING PURPOSES ONLY

CE-525 CITATION M2 PILOT TRAINING MANUAL

SINGLE ENGINE
MISSED APPROACH—
18-15
Figure 18-8.   Missed Approach - Single Engine

18 MANEUVERS
AND PROCEDURES
 CE-525 CITATION M2 PILOT TRAINING MANUAL

THRESHOLD:
• AIRSPEED—VREF
• YAW DAMP—OFF
• SPEEDBRAKES—RETRACTED

DOWNWIND (1,500' AGL): FINAL:

• AIRSPEED—160–200 KTS • FLAPS 35°
• FLAPS 15° • AIRPSEED VREF
• GEAR—DOWN (ABEAM THRESHOLD)
AND PROCEDURES
18 MANEUVERS

• BEFORE LANDING CHECK COMPLETE

BASE:
• AIRSPEED—NO SLOWER
THAN MINIMUM MANEUVERING*
STRAIGHT-IN (4–5 MILES OUT):
• GEAR DOWN
• BEFORE LANDING CHECK COMPLETE
• AIRSPEED VREF + 10 KT MINIMUM

NOTE:
* MINIMUM MANEUVERING, SPEED BASED ON 35° FLAP VREF.
IT IS ALSO 10 KTS ABOVE THE VREF AOA DONUT, WHICH
IS VREF FOR CURRENT WEIGHT AND FLAP SETTING.

• IF FLAPS 35°—VREF + 10
• IF FLAPS 15°—VREF + 20
• IF FLAPS 0°—VREF + 30

Figure 18-9.   Visual Approach

18-16 FOR TRAINING PURPOSES ONLY

VISUAL APPROACH
 1 2 3

1. MAINTAIN LEVEL FLIGHT AND CLEAN 2. AT STICK SHAKER APPLY MAXIMUM 3. FLAPS MAY BE RETRACTED AT A MINIMUM
CONFIGURATION; FLY STRAIGHT AHEAD THRUST AND MAINTAIN THE PITCH SPEED OF VREF + 10 KTS.
OR IN A TURN. SET APPROX 40% N1; ATTITUDE AND LEVEL THE WINGS.
TRIM AS NEEDED UNTIL VREF (AOA DONUT). SELECT FLAPS 15°; MAINTAIN ALTITUDE
AS AIRSPEED INCREASES; TRIM AS
NEEDED; THEN POWER AS REQUIRED.

FOR TRAINING PURPOSES ONLY

CE-525 CITATION M2 PILOT TRAINING MANUAL

18-17
Figure 18-10.   Approach to Stall - Clean Configuration

18 MANEUVERS

CLEAN CONFIGURATION
APPROACH TO STALL—
AND PROCEDURES
 AND PROCEDURES
18 MANEUVERS

18-18
1 2 3

1. MAINTAIN LEVEL FLIGHT AND SET 2. AT STICK SHAKER APPLY MAXIMUM THRUST 3. FLAPS MAY BE RETRACTED AT A MINIMUM SPEED
FLAPS 15°; FLY STRAIGHT AHEAD OR AND MAINTAIN THE PITCH ATTITUDE AND LEVEL OF VREF + 10 KTS.
IN A TURN. SET APPROX 45% N1; THE WINGS. MAINTAIN ALTITUDE AS AIRSPEED
TRIM AS NEEDED UNTIL VREF INCREASES; TRIM AS NEEDED; THEN POWER
(AOA DONUT). AS REQUIRED.

FOR TRAINING PURPOSES ONLY

CE-525 CITATION M2 PILOT TRAINING MANUAL

Figure 18-11.   Approach to Stall - Flaps 15° Configuration

FLAPS 15° CONFIGURATION

APPROACH TO STALL—
 1 2 3 4

1. MAINTAIN LEVEL FLIGHT 2. AT STICK SHAKER APPLY 3. FLAPS MAY BE RETRACTED AT A 4. AS AIRSPEED REACHES VREF,
AND CONFIGURE WITH MAXIMUM THRUST AND LEVEL MINIMUM SPEED OF VREF + 10 KTS. ROTATE SLOWLY AND SMOOTHLY
LANDING GEAR AND THE WINGS. SLIGHTLY LOWER TO 10° NOSE UP, AND HOLD THIS
FLAPS 35°; FLY STRAIGHT THE PITCH; WHEN SHAKER SPEED UNTIL A POSITIVE RATE
AHEAD OR IN A TURN. STOPS, SELECT FLAPS 15°. OF CLIMB IS ATTAINED. RETRACT
SET APPROX 50% N1; AS AIRSPEED NEARS VREF (AOA THE GEAR. CLIMB TO YOUR STARTING
TRIM AS NEEDED UNTIL DONUT), PITCH UP TO STOP ALTITUDE AT VREF THEN ALLOW
VREF (AOA DONUT). ALTITUDE LOSS. RAISE GEAR THE AIRSPEED TO INCREASE TO
WITH A POSITIVE RATE; RETURN VREF + 10 KT, AND RETRACT

FOR TRAINING PURPOSES ONLY

TO STARTING ALTITUDE AND THE FLAPS.
CE-525 CITATION M2 PILOT TRAINING MANUAL

RETRIM, POWER AS REQUIRED.

18-19
Figure 18-12.   Approach to Stall - Landing Configuration

18 MANEUVERS
AND PROCEDURES

LANDING CONFIGURATION
APPROACH TO STALL—
 CE-525 CITATION M2 PILOT TRAINING MANUAL

PROCEDURE
• AIRSPEED—200 KIAS
• BANK ANGLE—45°
• MAINTAIN ALTITUDE—TRIM AS REQUIRED TO
MAINTAIN AIRSPEED
• INCREASE THRUST
• INITIATE REVERSAL OR ROLLOUT 10° PRIOR
TO DESIRED HEADING
AND PROCEDURES
18 MANEUVERS

Figure 18-13.   Steep Turns

18-20 FOR TRAINING PURPOSES ONLY

SLEEP TURNS
 CE-525 CITATION M2 PILOT TRAINING MANUAL

CHAPTER 19
WEIGHT AND BALANCE
CONTENTS
INTRODUCTION................................................................................................................ 19-1
Weight............................................................................................................................ 19-1
Balance.......................................................................................................................... 19-1
Basic Formula................................................................................................................ 19-2
Weight Addition or Removal......................................................................................... 19-2
DEFINITIONS...................................................................................................................... 19-2
FORMS................................................................................................................................. 19-3
LIMITATIONS................................................................................................................... 19-10
EMERGENCY/ABNORMAL........................................................................................... 19-10

19 WEIGHT AND BALANCE

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19 WEIGHT AND BALANCE

19-ii FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page
19-1. Aircraft Weighting - Form 2196 (16 June 2005)................................................... 19-4
19-2. Weight-and-Balance Record - Form 2208 (June 2005)......................................... 19-5
19-3. Crew/Passenger Weight-and-Moment Table/Standard
- Form 2200 (16 June 2005).................................................................................. 19-6
19-4. Baggage and Cabinet Weight-and-Moment Table
- Form 2202 (16 June 2005).................................................................................. 19-7
19-5. Fuel Loading Weight-and-Moment Table - Form 2205 (16 June 2005)................ 19-8
19-6. Citation M2 Center-of-Gravity Envelope.............................................................. 19-9
19-7. Weight-and-Balance Sample Loading Problem Cover....................................... 19-11
19-8. Weight-and-Balance Worksheet - Sample Loading Problem (Sheet 1 of 5)....... 19-12
19-8. Weight-and-Balance Worksheet - Sample Loading Problem (Sheet 2 of 5)....... 19-13
19-8. Weight-and-Balance Worksheet - Sample Loading Problem (Sheet 3 of 5)....... 19-14
19-8. Weight-and-Balance Worksheet - Sample Loading Problem (Sheet 4 of 5)....... 19-15
19-8. Weight-and-Balance Worksheet - Sample Loading Problem (Sheet 5 of 5)....... 19-16
19-9. Weight-and-Balance Worksheet.......................................................................... 19-17

19 WEIGHT AND BALANCE

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19 WEIGHT AND BALANCE

19-iv FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

CHAPTER 19
WEIGHT AND BALANCE

INTRODUCTION
This chapter provides procedures for establishing the basic empty weight and moment of the M2
aircraft. It also provides procedures for determining the weight and balance for flight. Information

19 WEIGHT AND BALANCE

is provided for items on the Weight and Balance Data Sheet, which is provided with the aircraft
as delivered from Cessna Aircraft Company.
WARNING

It is the responsibility of the pilot to make sure the aircraft is loaded properly. The aircraft must
be loaded so as to remain within the weight and balance limits prescribed in the Airplane Flight
Manual (AFM) throughout the flight from takeoff to landing.

GENERAL
WEIGHT BALANCE
Airplane maximum weights are predicated on 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 equal-
restrictions to maintain structural integrity. izing moment to that which is produced by the

FOR TRAINING PURPOSES ONLY 19-1

 CE-525 CITATION M2 PILOT TRAINING MANUAL

remainder of the aircraft. Since the amount of lift If it is desired to find the weight change needed to
produced by the horizontal stabilizer is limited, the accomplish a particular CG change, the formula
range of movement of the CG is restricted so that can be adapted as follows:
proper aircraft stability and control is maintained.
Weight to be added
Stability increases as the CG moves forward. If the (or removed) Distance CG is shifted
CG is located out of limits too far forward, the air- Old total weight = Distance between the weight
craft may become so stable that it cannot be rotated arm and the new CG arm
at the proper speed or flared for landing.

The aft of limits CG situation is considerably worse

DEFINITIONS
because the stability decreases. Here the horizontal
Actual Zero Fuel Weight—Basic empty weight plus
stabilizer may not have enough nosedown elevator
payload. It must not exceed maximum design zero
travel to counteract a nose up pitching movement,
fuel weight.
resulting in a possible loss of control.
Basic Empty Weight—Standard empty weight plus
BASIC FORMULA installed optional equipment. This is the weight
reflected on the weight and balance data supplied
Weight x Arm = Moment with the aircraft.
This is the basic formula upon which all weight and Landing Weight— Zero fuel weight plus fuel load
balance calculations are based. Remember that the at landing.
arm or CG location can be found by adapting the
formula as follows: MAC—Mean Aerodynamic Chord. The chord of
an imaginary air-foil which, throughout the flight
Arm = Moment range, has the same force vectors as those of the
Weight wing.
SHIFT FORMULA
Operational Takeoff Weight—Maximum authorized
weight for takeoff. It is subject to airport, opera-
Weight Shifted Distance CG is shifted tional, and related restrictions. This is the weight
=
Total Weight Distance weight is shifted at the start of the takeoff run and must not exceed
19 WEIGHT AND BALANCE

The above formula can be utilized to shift weight maximum 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 autho-
again by trial and error. rized weight for landing. It is subject to airport,
operational, and related restrictions. It must not
exceed maximum design landing weight.
WEIGHT ADDITION
OR REMOVAL Payload—Weight of occupants, baggage, cargo,
cabinet contents (including charts, maps, manu-
If weight is to be added or removed after a weight als, refreshments, and miscellaneous equipment).
and balance has been computed, a simple formu-
la can be used to figure the shift in the center of Ramp Weight—Zero fuel weight plus total fuel
gravity. load.
Weight added Standard Empty Weight—Weight of a standard
(or removed) Distance CG is shifted aircraft including unusable fuel, full oil, and full
New total weight = Distance between the weight operating fluids.
arm and the old CG arm

19-2 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Standard Items—Equipment and fluids not an inte- Weight-and-Balance Record

gral part of a particular aircraft and not a varia-
tion for the same type of aircraft. These items may Form 2208
include, but are not limited to, the following:
The Weight-and-Balance Record amends the Air-
a. Unusable fuel plane Weighing Form (Figure 19-2). After delivery,
if a service bulletin is applied to the airplane or if
b. Engine oil equipment is removed or added that would affect
c. Toilet fluid the CG or basic empty weight, it must be recorded
d. Serviced fire extinguisher on this form in the AFM. The crew must always
have access to the current a­ irplane basic weight
e. All hydraulic fluid and moment in order to be able to perform weight
f. Trapped fuel and balance ­computations.
Takeoff Weight—Zero fuel weight plus fuel load at
takeoff (total fuel minus taxi fuel). Form 2200
The tables already have computed ­moments/ 100
Trapped Fuel—Fuel remaining when the aircraft for weights in various seating locations in the air-
is defueled by normal means using the procedures plane (Figure 19-3).
and attitudes specified for draining the tanks.

Unusable Fuel—Fuel remaining after a fuel runout Baggage/Cabinet Weight-

test has been completed in accordance with gov- and-Moment Table
ernment regulations. It includes drainable unusable
fuel plus unusable portion of trapped fuel. Form 2202
Notice in the cabinet and cargo compartments
Useful Load—Difference between maximum tables the last weight that a moment/100 is listed
design taxi weight and basic empty weight. It for under the nose compartment column is 400
includes payload, usable fuel, and other usable pounds (Figure 19-14). This corresponds to the
fluids not included as operational items. placard limit in that compartment. Remember that
this limit is structural in nature. It is based on the
Usable Fuel—Fuel available for aircraft propulsion. maximum weight the flooring in that area can sup-
port. This same point applies to the aft cabin and

19 WEIGHT AND BALANCE

tailcone compartments as well.
FORMS
The Weight-and-Balance forms are discussed Fuel Loading Weight-
below, and examples of the forms are included in and-Moment Table
Figures 19-1 through 19-10. If the airplane has a
different seating configuration from the one depict- Form 2205
ed in the example, the form appropriate to that All of the tables have arms listed for the cari-
­configuration is in the AFM. ous locations except the fuel table (Figure 19-15.
Notice that the arm varies depending on the quan-
tity of usable fuel.
Airplane Weighing Form
Form 2196
The airplane weight, CG arm, and moment (divid-
ed by 100) are all listed at the bottom of this form
as the airplane is delivered from the factory (Figure
19-1). Ensure that the basic empty weight figures
listed are current and have not been amended.

FOR TRAINING PURPOSES ONLY 19-3

 CE-525 CITATION M2 PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE

Figure 19-1.   Aircraft Weighting - Form 2196 (16 June 2005)

19-4 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

19 WEIGHT AND BALANCE

Figure 19-2.   Weight-and-Balance Record - Form 2208 (June 2005)

FOR TRAINING PURPOSES ONLY 19-5

 CE-525 CITATION M2 PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE

Figure 19-3.   Crew/Passenger Weight-and-Moment Table/Standard

- Form 2200 (16 June 2005)

19-6 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

19 WEIGHT AND BALANCE

Figure 19-4.   Baggage and Cabinet Weight-and-Moment Table

- Form 2202 (16 June 2005)

FOR TRAINING PURPOSES ONLY 19-7

 CE-525 CITATION M2 PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE

Figure 19-5.   Fuel Loading Weight-and-Moment Table - Form 2205 (16 June 2005)

19-8 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Citation M2 (Model 525)

11,000 244.44" Maximum Ramp
10,800 lbs.
Maximum T/O
10,700 lbs.

10,000 Maximum Land

9,900 lbs.

9,000 242.43"
8800 lbs

Maximum ZFW
8,400 lbs.

8,000
240.14"
7700 lbs

7,000

lbs. 6,000
239" 241" 243" 245" 247" 249" 251" 253"
240.14" 248.43"

Weight Adjustment:
Wt. Shifted = CG Moved Inches
Total Weight Wt. Shifted Inches

19 WEIGHT AND BALANCE

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
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

Figure 19-6.   Citation M2 Center-of-Gravity Envelope

FOR TRAINING PURPOSES ONLY 19-9

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Weight-and-Balance
Computation
A step-by-step process is outlined for determining
weight and CG limits (Figures 19-6 through 19-9).
The payload computations are made in the left col-
umn, while the rest of the computations are done
in the right column.

Center-of-Gravity Limits Envelope Graph

Form 2058

After summing all the weight and moments, it is

necessary to determine whether the CG is within
allowable limits.

This graph represents the allowable CG envelope

(Figure 19-6).

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 airplane weight.

LIMITATIONS
For specific limitations, refer to the FAA-approved
AFM.
19 WEIGHT AND BALANCE

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

19-10 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Citation M2

19 WEIGHT AND BALANCE

Figure 19-7.   Weight-and-Balance Sample Loading Problem Cover

FOR TRAINING PURPOSES ONLY 19-11

 CE-525 CITATION M2 PILOT TRAINING MANUAL

1 The first step in completing weight-and-balance computation is to determine the total weight
and moment of the payload. This is accomplished using the left portion of the worksheet.

The pilot and copilot always occupy seats 1 and 2.

Other passengers are seated according to the seating chart
provided by Cessna or based upon personal preference.
The Arms for each passenger and cargo location are determined
by referring to the loading charts provided by Cessna.
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 3 197.63 180 355.7 Seat 4 is 39,530 inch-pounds (197.6 in. x 200 lb.).
Seat 4 197.63 200 395.3

Seat 5 241.60 140 338.2

Seat 6 241.60 150 362.4

Seat 7 161.85

LH Belted Toilet 266.39

Nose Comp. 74.00 Items of cargo may be located in the nose

19 WEIGHT AND BALANCE

Tailcone Comp. 356.50 100 356.50 compartment, cabin or tailcone. There are
specific weight restrictions for each location.
Refreshment 155.00 The loading charts indicate the maximum
Center weight that is allowed in each location.
Arm Rest 177.67 Placement of cargo should not be done
Cabinet haphazardly. Cargo should be secured
Navigation and located to provide the most favorable
149.05
center of gravity location.
Chart Case

Payload 1110 2253.53

The weights and moments of the pilots, passengers and cargo are
added to determine the total payload weight and moment. The
totals are then copied to the Weight-and-Balance Worksheet.

Figure 19-8.   Weight-and-Balance Worksheet

- Sample Loading Problem (Sheet 1 of 5)

19-12 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

2 THE SECOND STEP IS TO DETERMINE THE ZERO FUEL WEIGHT, MOMENT

BASIC EMPTY WEIGHT

From the aircraft records copy the Basic Empty Weight (BEW)
and Moment in the space provided on the worksheet.

PAYLOAD
From the payload worksheet copy
the total payload weight and
moment onto the Payload line in
the spaces provided.
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 THE + Flight Fuel
TOTAL FUEL LOAD AND FIND THE
RAMP WEIGHT. + Reserve Fuel
Ramp Weight
TOTAL FUEL LOAD
Enter the total fuel load in the

19 WEIGHT AND BALANCE

space provided.

RAMP WEIGHT
Add the zero fuel weight and the
total fuel load. The result is the
Ramp Weight.

Note:
The Zero Fuel Weight (ZFW) and the Ramp Weight may not exceed the certified limits.

If the Zero Fuel Weight exceeds the certified limit, passengers or cargo must be removed to
reduce
the weight.
If the Ramp Weight exceeds the certified limit, either the fuel load or the payload must be
reduced.

Figure 19-8. Weight-and-Balance Worksheet

- Sample Loading Problem (Sheet 2 of 5)

FOR TRAINING PURPOSES ONLY 19-13

 CE-525 CITATION M2 PILOT TRAINING MANUAL

4 THE FOURTH STEP IS TO DETERMINE THE TAKEOFF WEIGHT, MOMENT

4
Calculate
Takeoff Fuel
Total Fuel

–Taxi Fuel
–100
TAKEOFF FUEL 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
Item Weight MOM/100
the moment for the takeoff fuel
weight. Zero Fuel Weight *
+ Takeoff Fuel
TAKEOFF WEIGHT
Add the takeoff fuel weight and Takeoff Weight
the zero fuel weight. The takeoff
Takeoff MOM =
weight must be less than the Takeoff Weight
Takeoff CG
certified limit.
Add the takeoff fuel moment and 6 Calculate Landing Weight
the zero fuel weight moment. Item Weight
Divide the takeoff moment by the Zero Fuel Weight *
takeoff weight The result is the + Reserves
takeoff arm. The takeoff arm must
be within the envelope limits. Landing Weight
5
19 WEIGHT AND BALANCE

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.

Figure 19-8. Weight-and-Balance Worksheet

- Sample Loading Problem (Sheet 3 of 5)

19-14 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Citation M2 (Model 525)

2 Calculate Zero Fuel Weight, Moment and CG
Item Weight MOM/100
Basic Empty Weight
or 6800 17081.6
Basic Operating Weight
+ Payload 1110 2253.53
Zero Fuel Weight * 7910 19335.13
1 Calculate Payload Weight and Moment
ZFW MOM =
Zero Fuel Weight
244.4 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 3 197.63 180 355.7 Item Weight

Seat 4 197.63 200 395.3 Zero Fuel Weight * 7910

Seat 5 241.60 140 338.2 + Flight Fuel 1150

1150
4
Seat 6 241.60 150 362.4 + Reserve Fuel Calculate
10210 Takeoff Fuel
Seat 7 161.85 Ramp Weight
Total Fuel
LH Belted Toilet 266.39 2300
Nose Comp. 74.00 –Taxi Fuel
100
Tailcone Comp. 356.50 100 356.50
Takeoff Fuel
Refreshment 155.00 2200
Center
Arm Rest 177.67
Cabinet
Navigation 149.05 5 Calculate Takeoff Weight, Moment and CG
Chart Case
Payload 1110 2253.53 Item Weight MOM/100
Zero Fuel Weight * 7910 19335.13

19 WEIGHT AND BALANCE

+ Takeoff Fuel 2200 5559.81
Takeoff Weight 10110 24894.94

Takeoff MOM =
Takeoff Weight
246.2 Takeoff CG

Loading Information:
Total Fuel 2300 lb 6 Calculate Landing Weight
Pilot 180 lb
Item Weight
Copilot 160 lb
Passenger 180 lb Zero Fuel Weight * 7910
Passenger 200 lb
Passenger 140 lb + Reserves 1150
Passenger 150 lb Landing Weight 9060
Passenger Baggage100 lb

7
* See limitations
on reverse.

Figure 19-8. Weight-and-Balance Worksheet

- Sample Loading Problem (Sheet 4 of 5)

FOR TRAINING PURPOSES ONLY 19-15

 CE-525 CITATION M2 PILOT TRAINING MANUAL Takeoff Weight
The Takeoff Weight is equal
Citation M2 (Model 525) to the Ramp Weight minus
taxi fuel (100 lb). The takeoff
point is depicted as 3 .

11,000 244.44" Maximum Ramp

Ramp Weight 10,800 lbs
The Ramp Weight is the
Zero Fuel Weight plus the Maximum T/O
total fuel load. It is 10,700 lbs
depicted as 4 .
10,000 4
3
Maximum Land
9,900 lbs
Fuel
The total fuel load is determined by the mission
requirements. As fuel is loaded, the weight
increases vertically. The balance point moves
9,000 242.43" aft. Likewise, after takeoff, the balance point
8,800 lbs will move forward as fuel is consumed. Fuel is
depicted as the line between 2 and 4 .
Maximum ZFW
8,400 lbs

8,000 Zero Fuel Weight (ZFW)

240.14" The Zero Fuel Weight is the
7,700 lbs total of the Basic Empty
2 Weight plus the payload.
The zero fuel weight is
depicted as point 2 in the
envelope diagram.
7,000

Payload 1
The payload includes the
crew, passengers and cargo.
The balance point (Arm)
lbs. 6,000 normally moves forward as
239" 241" payload increases. The
243" 245" 247" 249" 251" 253"
payload is depicted as the
line between 1 and 2 . Basic Empty Weight (BEW)
240.14" 248.43"
The basic empty weight does not
Landing Weight include any payload or usable
The aircraft may land at any fuel. The balance point is normally
time after takeoff if the weight aft of the envelope boundary.
of the aircraft is less than the Weight Adjustment:
maximum certified landing The basic empty weight is
weight. The weight and Wt. Shifted = CG Moved Inches indicated in the diagram as 1 .
balance point for landing will Total Weight Wt. Shifted Inches This is the point where the basic
19 WEIGHT AND BALANCE

be between point 3 (takeoff) empty weight (lb.) and the empty

and point 2 (zero fuel). CG arm (in.) intersect.
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
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

Figure 19-8. Weight-and-Balance Worksheet

- Sample Loading Problem (Sheet 5 of 5)

19-16 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

Citation M2 (Model 525)

2 Calculate Zero Fuel Weight, Moment and CG
Item Weight MOM/100
Basic Empty Weight
or
Basic Operating Weight
+ Payload
Zero Fuel Weight *
1 Calculate Payload Weight and Moment
ZFW MOM = ZFW CG
Item Arm Weight MOM/100 Zero Fuel Weight

Pilot 131.00
3 Calculate Fuel Load and Ramp Weight
Copilot 131.00
Seat 3 197.63 Item Weight

Seat 4 197.63 Zero Fuel Weight *

Seat 5 241.60 + Flight Fuel

4
Seat 6 241.60 + Reserve Fuel Calculate
Takeoff Fuel
Seat 7 161.85 Ramp Weight
Total Fuel
LH Belted Toilet 267.45
–Taxi Fuel

Nose Comp. 74.00 Takeoff Fuel

Tailcone Comp. 356.50
Refreshment 155.00
Center
Arm Rest 177.67 5 Calculate Takeoff Weight, Moment and CG
Cabinet
Navigation 149.05
Chart Case Item Weight MOM/100
Payload Zero Fuel Weight *

19 WEIGHT AND BALANCE

+ Takeoff Fuel
Takeoff Weight

Takeoff MOM =
Takeoff CG
Takeoff Weight

6 Calculate Landing Weight

Item Weight
Zero Fuel Weight *
+ Reserves
Landing Weight

7
* See limitations
on reverse.

Figure 19-9.   Weight-and-Balance Worksheet

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19 WEIGHT AND BALANCE

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CHAPTER 20
FLIGHT PLANNING AND PERFORMANCE
CONTENTS
INTRODUCTION................................................................................................................ 20-1
FORMULAS......................................................................................................................... 20-2

ILLUSTRATIONS
Figure Title Page
20-1.   Calculation of Takeoff Performance......................................................................... 20-3
20-2.   Calculation of Landing Performance........................................................................ 20-4

20 FLIGHT PLANNING
AND PERFORMANCE

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20 FLIGHT PLANNING
AND PERFORMANCE

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CHAPTER 20
FLIGHT PLANNING AND
PERFORMANCE

INTRODUCTION
Performance is calculated using a combination of charts and tables in the Aircraft Flight Manual
and the Aircraft Performance Manual. The takeoff and landing performance data is found in Sec-
tion IV—“Performance” and Section VII “Advisory” of the AFM. The climb, cruise, and descent
performance data is found in the Performance Manual.
20 FLIGHT PLANNING
AND PERFORMANCE

FOR TRAINING PURPOSES ONLY 20-1

 CE-525 CITATION M2 PILOT TRAINING MANUAL

GENERAL Climb rate (feet per minute) =

Groundspeed x Gradient
This aircraft is certified to Part 25 standards. Keep
in mind that the FAR Part 25 performance require- A simplified block diagram of the calculation of
ments do not meet the minimum requirements takeoff performance is illustrated in Figure 20-1.
(3.3% or 200 ft/nm) of the FAA “IFR Takeoff A simplified block diagram of the calculation of
Flight Path”. landing performance is illustrated in Figure 20-2.
The maximum takeoff weight–pounds permitted by
climb requirements chart only guarantees second
segment climb performance, not any of the other
segments.

The following are the minimum climb gradients as

specified by FAR Part 25:

• 1st segment ................................ 0% gross

• 2nd segment ............................... 1.6% net
• 3rd segment ....................................... N/A
• Final segment ......................... 1.2% gross
NOTE
The gross climb gradient reduced by a
required factor and used for calculation
of take-off flight path.

FORMULAS
Runway Slope =
Change in Elevation Between
Ends of the Runway (Rise)
X 100
Runway Length

Gradient (in %) =
Feet per NM
X 100
6076
20 FLIGHT PLANNING
AND PERFORMANCE

20-2 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

CALCULATE TAKEOFF PERFORMANCE

· Determine gross weight of aircraft for type of loading desired

· Obtain airport information (i.e. active runway, available runway length,
temperature, pressure altitude, wind, runway conditions and runway
gradient (if applicable) and obstacles in the takeoff )
· Determine that the temperature is within the ambient temperature limits
· Determine crosswind/parallel wind component for active runway

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
20 FLIGHT PLANNING
AND PERFORMANCE

YES

Complete

Figure 20-1.   Calculation of Takeoff Performance

FOR TRAINING PURPOSES ONLY 20-3

 CE-525 CITATION M2 PILOT TRAINING MANUAL

CALCULATE LANDING PERFORMANCE

· Determine gross weight of aircraft at the time of arrival at the destination airport.
· Obtain airport information; i.e., active runway, available runway length,
temperature, pressure altitude, wind, runway conditions and runway gradient if
applicable. Determine that the temperature is within the ambient temperature limits.
· Determine crosswind/parallel wind component for active runway.
· Check the maximum landing weight permitted by approach requirements and the
brake energy limits.

YES 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
20 FLIGHT PLANNING
AND PERFORMANCE

Complete

Figure 20-2.   Calculation of Landing Performance

20-4 FOR TRAINING PURPOSES ONLY

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21 CREW RESOURCE
MANAGEMENT
CHAPTER 21
CREW RESOURCE MANAGEMENT
CONTENTS
Page
WHAT IS CREW RESOURCE MANAGEMENT?............................................................. 21-1
SITUATIONAL AWARENESS............................................................................................ 21-2
COMMAND AND LEADERSHIP...................................................................................... 21-3
COMMUNICATION PROCESS.......................................................................................... 21-4
Communication Techniques: Inquiry, Advocacy, and Assertion................................... 21-5
DECISION-MAKING PROCESS........................................................................................ 21-6

ILLUSTRATIONS
21-1.   Situational Awareness in the Cockpit....................................................................... 21-2
21-2.   Command and Leadership........................................................................................ 21-3
21-3.   Communication Process........................................................................................... 21-4
21-4.  Decision Making Process......................................................................................... 21-6

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21 CREW RESOURCE
MANAGEMENT

LEFT INTENTIONALLY BLANK

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21 CREW RESOURCE
MANAGEMENT
CHAPTER 21
CREW RESOURCE MANAGEMENT

WHAT IS CREW
RESOURCE
MANAGEMENT?
According to the Federal Aviation Administration, ing a standard set of callouts provides a means to
Crew Resource Management (CRM) is described incorporate CRM. Standardization keeps all crew-
as “the effective use of all resources to achieve safe members “in the loop” and provides an opportunity
and efficient flight operations.” In practice, CRM is to detect an error early on, before it has an oppor-
a set of competencies designed to enhance safety tunity to build into an accident chain.
and reduce human error. Resources can include,
but are not limited to, additional crewmembers, Proficiency in CRM requires all crewmembers to
maintenance technicians, flight attendants, air traf- have a working knowledge of how to maintain situ-
fic controllers, dispatchers and schedulers, and line ational awareness, techniques for o­ ptimum deci-
service personnel. CRM was not designed to usurp sion making, desirable leadership and followership
the authority of the pilot in command; rather, it characteristics, cross-checking and monitoring
was developed as a means to assist with situational techniques, means of fatigue and stress manage-
awareness and decision making to increase safety ment, and ­communication.
margins and achieve accident- and incident-free
flight ­operations. CRM training is an important part of your Flight-
Safety training experience. Throughout your train-
Most experts agree that a highly coordinated crew ing event, your instructor will p ­ rovide general
using a standardized set of procedures is more CRM guidance as well as ­identify CRM issues,
likely to avoid and identify errors. Effective com- philosophies, and techniques that are specific to the
munication and the use of briefing and debriefing aircraft you fly. To a­ ssist with this, the FlightSafety
are tools that can be used to build the “team con- CRM model has been incorporated into this train-
cept” and maintain situational awareness. Utiliz- ing guide. The model can be used as a guide or a

FOR TRAINING PURPOSES ONLY 21-1

 CE-525 CITATION M2 PILOT TRAINING MANUAL
21 CREW RESOURCE
MANAGEMENT

refresher on how to incorporate CRM principles among all m ­ embers involved in the operation.
into your day-to-day line operations. This model To maintain a high level of collective situational
is not intended to replace a formalized course of ­awareness open, timely, and accurate communi-
CRM instruction, and attendance at a CRM-spe- cation is ­required. In the situational awareness
cific course is highly recommended. model two-way arrows represent the two-way
­communication that must occur between the pilot
flying and the pilot monitoring. Each pilot contrib-
SITUATIONAL utes to collective situational awareness.

AWARENESS Circumstances will sometimes present clues that

situational awareness is becoming ­impaired. These
Situational awareness is a fundamental CRM con- “behavioral markers” are listed under clues to iden-
cept. Often described as “knowing what’s going tifying loss of situational awareness. As the number
on around you,” the loss of situational awareness of these clues increases, the chance of losing situ-
is often identified as a causal factor in an incident ational awareness increases as well. Maintaining
or accident. Collective s­ ituational awareness is a situational awareness requires a constant state of
measurement of the total situational awareness

Figure 21-1.   Situational Awareness in the Cockpit

21-2 FOR TRAINING PURPOSES ONLY

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21 CREW RESOURCE
MANAGEMENT
vigilance. Complacency has often been the precur- low degree of control and allows a high degree of
sor to a loss of situational awareness (Figure 21-1). participation from team members. Effective leaders
tend to be less extreme, relying on either authoritar-
ian or democratic leadership styles (Figure 21-2).
COMMAND AND There is no “ideal” or “best” leadership style. An
LEADERSHIP immediate crisis might require fairly strict leader-
ship, to ensure stability and to reassure other crew-
Command and leadership are not synonymous. members, while other situations might be handled
The status “pilot in command” is designated by more effectively by encouraging crew participation
an organization. Command responsibility can’t be in the ­decision-making process.
shared with other crewmembers. Leadership, on
the other hand, is a role that can be shared. Effec-
tive leadership should focus on “what’s right,” not
on “who’s right.”

Leadership styles range from “autocratic” to “lais-

sez-faire.” An autocratic leadership style exercises
a high degree of control and allows a low degree of
participation from team ­members in reaching deci-
sions. A laissez-faire leadership style exercises a

Figure 21-2.   Command and Leadership

FOR TRAINING PURPOSES ONLY 21-3

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21 CREW RESOURCE
MANAGEMENT

COMMUNICATION • An event occurs, creating a need to com-

municate. The event may be a change in the
PROCESS status of some operational goal, such as rate
of descent.
Communication is the most important tool for • A sender observes the event.
maintaining situational awareness. Effective com-
munication requires the ability to provide appro- • The sender transmits a message to a receiver,
priate information, at the appropriate time, to the conveying occurrence of the event.
appropriate person (Figure 21-3). Communication
may be verbal (aural) or written. Written commu- • The receiver transmits feedback to the send-
nications in the cockpit include symbolic messages er, acknowledging the message.
and indications that are electronically transmitted • The receiver’s feedback may include an
and displayed. additional message, confirming the intended
corrective action, or instructing the sender
As illustrated on the CRM Blue Card, some e­ lements to continue monitoring the ­operational goal.
are common to most cockpit ­communications:

Figure 21-3.   Communication Process

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21 CREW RESOURCE
MANAGEMENT
Barriers to communication limit our ability to COMMUNICATION
maintain situational awareness.
TECHNIQUES: INQUIRY,
As illustrated on the Blue Card, internal (or person- ADVOCACY, AND ASSERTION
al) communication barriers can diminish our per- Inquiry, advocacy, and assertion can be effectively
ception of the need to communicate. An observer used in the aviation environment to help solve com-
who is distracted, for example, may fail to detect a munication problems.
change in the status of an operational goal. Internal
barriers can also inhibit a sender’s willingness to Each item is a step in the process. The steps provide
communicate, or affect a receiver’s acceptance and a metaphor that emphasizes the principle of esca-
interpretation of a transmitted message. lation. In other words, a person must first practice
inquiry, then advocacy, then assertion.
External communication barriers, such as over-
crowded radio frequencies, can interfere with the A person practicing assertiveness is not trying to
sender’s ability to transmit a message, or with the be insubordinate or disrespectful; rather, assertion
receiver’s ability to transmit feedback. Differences is an expression of the fact that a level of discom-
in language or dialect can also become external fort exists with a particular situation. Assertion is
barriers to communication. an attempt to seek resolution.
CRM provides three techniques for overcoming The goal of inquiry is to increase individual sit-
communication barriers: uational awareness, the goal of advocacy is to
increase collective situational awareness, and the
• Inquiry—A technique for increasing your goal of assertion is to reach a ­conclusion.
own situational awareness
• Advocacy—A technique for increasing
someone else’s awareness
• Assertion—A technique for getting your
point across
When conflict on the flight deck interferes with
communication, it usually originates from one
pilot’s tendency to make “solo” decisions. Avoid
this kind of conflict by focusing your questions
and comments on WHAT is right, rather than on
WHO is right.

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21 CREW RESOURCE
MANAGEMENT

DECISION-MAKING 1. Recognize the need for a decision.

PROCESS 2. Identify the problem and define it in terms of

time and risk.
Aeronautical decision making (ADM) provides a 3. Collect facts.
systematic approach to risk assessment. It is a tool
you can use to select the best response for a given 4. Identify alternative responses to the need.
set of circumstances. FlightSafety recommends the 5. Weigh the impact of each alternative ­response.
decision-makin­g process illustrated on the second
page of the Blue Card (Figure 21-4). This contin- 6. Select a response.
uous-loop process includes eight steps: 7. Implement that response.
8. Evaluate the effects of your response.

Figure 21-4.   Decision Making Process

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CE-525 CITATION M2 PILOT TRAINING MANUAL

WALKAROUND
WALKAROUND
The following section is a pictorial walkaround. Each
item listed in the exterior power-off preflight inspec-
tion is displayed. The general photographs contain
circled numbers that correspond to specific steps dis-
played on the subsequent pages.

FOR TRAINING PURPOSES ONLY WA-1

 CE-525 CITATION M2 PILOT TRAINING MANUAL

PRELIMINARY EXTERIOR INSPECTION

WALKAROUND

4
5
3

WA-2 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

WALKAROUND
1.   ENGINE COVERS (4) - REMOVE 2.  PITOT COVERS (2) - REMOVE

3.   STATIC WICK COVERS (7) - REMOVE 4.   MAIN BATTERY (TAILCONE) - CONNECTED

5. EXTERNAL POWER - DISCONNECT

(FOR BATTERY DISCONNECT CHECK IN COCKPIT/CABIN
INSPECTION)

FOR TRAINING PURPOSES ONLY WA-3

 CE-525 CITATION M2 PILOT TRAINING MANUAL

COCKPIT/CABIN INSPECTION
WALKAROUND

4 3

10

8
18

5 11

17

7 6
14
9 15 16

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12 13

WALKAROUND
20
19

21

22

1.   DOCUMENTS, MANUALS, AND CHARTS

- CHECK ABOARD
A. TO BE CARRIED IN THE AIRPLANE AT ALL TIMES:
1.   DOCUMENTS, MANUALS, AND CHARTS 1) FAA APPROVED AIRPLANE FLIGHT MANUAL
- CHECK ABOARD 2) GARMIN G3000 COCKPIT REFERENCE GUIDE
A. TO BE DISPLAYED IN THE AIRPLANE AT ALL TIMES: 3) OTHER APPLICABLE PILOT’S MANUALS ARE
1) AIRWORTHINESS AND REGISTRATION CERTIFICATES REQUIRED IN SECTION II, OPERATING LIMITATIONS
2) TRANSMITTER LISCENSE(S) OR APPLICABLE AFM SUPPLEMENT

FOR TRAINING PURPOSES ONLY WA-5

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WALKAROUND

2.   REQUIRED EQUIPMENT - ONBOARD AND SERVICED 3.   CABIN - CHECK

3.A.  EMERGENCY EXIT - SECURE/CLEAR/LOCK PIN 3.B.   SEATS/BELTS - UPRIGHT/OUTBOARD/CONDITION

REMOVED/ COVER IN PLACE

3.C.   LIFE VENTS (IF REQUIRED) - STOWED 3.D.   DOOR ENTRY LIGHTS - OFF

WA-6 FOR TRAINING PURPOSES ONLY

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WALKAROUND
3.E.   EXIT PLACARDS - SECURE 4.   PORTABLE FIRE EXTINGUISHER
- SERVICED AND SECURE

5.  OXYGEN SYSTEM - CHECK 5.A.   MASKS - TEST/100% SELECTED/PROPERLY STOWED

5.B.   SMOKE GOGGLES (IF INSTALLED) - STOWED 5.C.   OXYGEN CONTROL VALVE SELECTOR - NORMAL

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WALKAROUND

5.D.   MIC SELECT SWITCHES - HEADSET 6.   INTERIOR MASTER SWITCH - NORMAL

7.  BATTERY DISCONNECT SWITCH - DISCONNECT 8.   BATTERY SWITCH - ON (NO DISPLAYS POWERED)

9.   BATTERY DISCONNECT SWITCH - NORMAL 10.   EXTERNAL POWER (IF DESIRED) - CONNECT

(24 VOLTS MINIMUM)

WA-8 FOR TRAINING PURPOSES ONLY

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WALKAROUND
11.   CIRCUIT BREAKERS - IN 11.   CIRCUIT BREAKERS - IN

12.  PITOT STATIC HEAT SWITCHES 13.   LIGHTS - ON/CHECK/OFF

- ON - 30 SECONDS - OFF

13.   LIGHTS - ON/CHECK/OFF 13.A.  EXTERIOR LIGHTS - ILLUMINATED

FOR TRAINING PURPOSES ONLY WA-9

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WALKAROUND

13.B.   PASSENGER/SAFETY LIGHTS - ILLUMINATED 13.C.   EMERGENCY LIGHTS - ILLUMINATED

13.D.  GLARESHIELD ICE DETECT LIGHTS - ILLUMINATED 14.   RAIN HANDLE - PUSHED IN

15.   CONTROL LOCK - UNLOCKED 16.   AUX GEAR CONTROL HANDLE - PUSHED IN

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WALKAROUND
17.   LANDING GEAR HANDLE - GEAR DOWN (3 GREEN) 18.   FUEL QUANTITY - AS REQUIRED/BALANCED

19.  ELEVATOR TRIM - SET FOR TAKEOFF 20.   FLAP HANDLE - AGREES WITH FLAP POSITION
(INDICATOR WITHIN TO BAND)

21.   THROTTLES - OFF 22. AILERON AND RUDDER TRIM

- POSITION TRIM TAB INDICATORS TO NEUTRAL

FOR TRAINING PURPOSES ONLY WA-11

 CE-525 CITATION M2 PILOT TRAINING MANUAL

HOT ITEMS/LIGHTS
WALKAROUND

10
9b
9a
1
2 3

4
8 7
6

WA-12 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

WALKAROUND
1.   LEFT AND RIGHT STATIC PORTS - CLEAR AND WARM 2.   LEFT AND RIGHT PITOT TUBES - CLEAR AND HOT

3.  LANDING LIGHTS - BOTH ON 4.   ANGLE OF ATTACK VANE/CASE - FREE AND HOT

(IF NOT OBSERVED FROM COCKPIT)

5.   BEACON - ON AND FLASHING 6.   EMERGENCY EXIT LIGHTS - ON

(IF NOT OBSERVED FROM COCKPIT) (IF NOT OBSERVED FROM COCKPIT)

FOR TRAINING PURPOSES ONLY WA-13

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WALKAROUND

7.   RIGHT NAVIGATION AND STROBE LIGHTS - ON 8.   TAIL NAVIGATION LIGHT - ON

(IF NOT OBSERVED FROM COCKPIT)

9A.  LEFT WING INSPECTION, NAVIGATION AND STROBE 9B.   LEFT WING INSPECTION, NAVIGATION AND STROBE
LIGHTS - ON (IF NOT OBSERVED FROM COCKPIT) LIGHTS - ON (IF NOT OBSERVED FROM COCKPIT)

10. LIGHTS AND BATTERY SWITCHES - OFF

WA-14 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

LEFT NOSE

WALKAROUND
1

1.   BAGGAGE DOOR - SECURE AND LOCKED 2.   NOSE GEAR DOORS, WHEEL, AND TIRE
- CONDITION AND SECURE

FOR TRAINING PURPOSES ONLY WA-15

 CE-525 CITATION M2 PILOT TRAINING MANUAL

RIGHT NOSE AND FORWARD FUSELAGE

WALKAROUND

2
5
1 4

10

9 7
8

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WALKAROUND
1. WINDSHIELD ALCOHOL RESERVOIR GAUGE 2.   GEAR AND BRAKE EMERGENCY PNEUMATIC
- FLUID VISIBLE PRESSURE GAUGE - GREEN ARC

3.  OXYGEN PRESSURE - VERIFY PER PLACARD 4. POWER BRAKE ACCUMULATOR CHARGE

- DARK GREEN ARC OR LIGHT GREEN ARC
(IF SYSTEM IS OFF AND PRESSURE HAS DEPLETED)

5. BRAKE FLUID RESERVOIR SIGHT GAUGES 6.   BAGGAGE DOOR - SECURE AND LOCKED
- FLUID VISIBLE

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WALKAROUND

7. OXYGEN BLOWOUT DISC - GREEN 8.   OVERBOARD VENT LINES - CLEAR

9.  LANDING LIGHT - CONDITION 10. TOP AND BOTTOM ANTENNAS

- CONDITION AND SECURE

WA-18 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

RIGHT WING/AFT FUSELAGE

WALKAROUND
6
4 5
8 9
7
13
12
11
10 2 1
3

14
16 15
17

FOR TRAINING PURPOSES ONLY WA-19

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WALKAROUND

1.   WING LEADING EDGE VENT - CLEAR 2. FUEL QUICK DRAINS - DRAIN AND CHECK FOR
CONTAMINATION

3.  MAIN GEAR DOOR, WHEEL, AND TIRE 4.   ENGINE AIR INLET - CLEAR
- CONDITION AND SECURE

5.   ENGINE FAN DUCT AND FAN - CHECK FOR BENT 6.   ENGINE TT2 PROBE - CONDITION
BLADES, NICKS, AND BLOCKAGES OF FAN STATORS

WA-20 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

WALKAROUND
7.   GENERATOR COOLING AIR INLET - CLEAR 8.   PYLON INLET - CLEAR

9.  EMERGENCY EXIT - SECURE 10.   STALL STRIP - CONDITION (NO NICKS OR DENTS)

AND SECURE

11. HEATED LEADING EDGE - CONDITION AND EXHAUST 12. FUEL TANK VENT - CLEAR
CLEAR

FOR TRAINING PURPOSES ONLY WA-21

 CE-525 CITATION M2 PILOT TRAINING MANUAL
WALKAROUND

13.   FUEL FILLER CAP - SECURE 14. STATIC WICKS - CHECK

15.  AILERON, FLAP, AND SPEEDBRAKES 16.   HYDRAULIC RESERVOIR - CHECK

- CONDITION AND SECURE
(MAKE SURE FLAP POSITION MATCHES INDICATOR)

17.   AIR CONDITIONING EXHAUST, LOWER ANTENNA,

AND DRAINS - CONDITION AND CLEAR

WA-22 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

RIGHT NACELLE

WALKAROUND
5

4
2 3

8 7

FOR TRAINING PURPOSES ONLY WA-23

 CE-525 CITATION M2 PILOT TRAINING MANUAL
WALKAROUND

1.   ENGINE ANTI-ICE EXHAUST - CLEAR 2. ENGINE FUEL DRAINS - CLEAR

3.  GENERATOR COOLING AIR EXHAUST - CLEAR 4.   OIL FILTER DIFFERENTIAL PRESSURE INDICATOR
- NOT EXTENDED

5.   OIL LEVEL - CHECK 6.   FILLER CAP AND ACCESS DOOR - SECURE

WA-24 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

WALKAROUND
7.   ENGINE EXHAUST AND BYPASS DUCTS - CONDITION 8.   PRECOOLER EXHAUST - CLEAR
AND CLEAR

FOR TRAINING PURPOSES ONLY WA-25

 CE-525 CITATION M2 PILOT TRAINING MANUAL

EMPENNAGE
WALKAROUND

2 1

6
7
3

1.   RIGHT HORIZONTAL STABILIZER DEICE BOOT 2.   RIGHT HORIZONTAL STABILIZER, ELEVATOR, AND
- CONDITION TRIM TAB - CONDITION (MAKE SURE TRIM TAB
POSITION MATCHES ELEVATOR TRIM TAB INDICATOR)

WA-26 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

WALKAROUND
3.   RUDDER AND TRIM TAB - SECURE 4.   STATIC WICKS (RUDDER, BOTH ELEVATORS, AND
TAILCONE - CHECK

5.  VORTEX GENERATORS - CHECK 6.   LEFT HORIZONTAL STABILIZER, ELEVATOR, AND TRIM

(5 EACH SIDE OF VERTICAL STABILIZER) TAB - CONDITION (MAKE SURE TRIM TAB POSITION
MATCHES ELEVATOR TRIM TAB INDICATOR)

7. LEFT HORIZONTAL STABILIZER DEICE BOOT

- CONDITION

FOR TRAINING PURPOSES ONLY WA-27

 CE-525 CITATION M2 PILOT TRAINING MANUAL

AFT COMPARTMENT
WALKAROUND

2
3
5

1.  FIRE BOTTLE PRESSURE GAUGE 2.   JUNCTION BOX CIRCUIT BREAKERS- IN

- CHECK PER PLACARD

WA-28 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

WALKAROUND
3. EQUIPMENT AND JUNCTION BOX DOORS - SECURE 4.   AFT COMPARTMENT BAGGAGE - SECURE

5.  AFT COMPARTMENT LIGHT - OFF 6.   AFT COMPARTMENT ACCESS DOOR

- SECURE AND LOCKED

7. EXTERNAL POWER SERVICE DOOR - SECURE 8. BATTERY COOLING INTAKE AND VENT LINES - CLEAR

FOR TRAINING PURPOSES ONLY WA-29

 CE-525 CITATION M2 PILOT TRAINING MANUAL

LEFT NACELLE
WALKAROUND

1
4

3 6
2

WA-30 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

WALKAROUND
1.   ENGINE EXHAUST AND BYPASS DUCTS 2. ENGINE FUEL DRAINS - CLEAR
- CONDITION AND CLEAR

3.  GENERATOR COOLING AIR EXHAUST - CLEAR 4.     OIL LEVEL - CHECK

5. FILLER CAP AND ACCESS DOOR - SECURE 6.   OIL FILTER DIFFERENTIAL PRESSURE INDICATOR
- NOT EXTENDED

FOR TRAINING PURPOSES ONLY WA-31

 CE-525 CITATION M2 PILOT TRAINING MANUAL

LEFT WING
WALKAROUND

1
2

7 9
11 8
10

4
3
6 5
14
13
12

WA-32 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

WALKAROUND
1.   FLAP, SPEEDBRAKES, AILERON, AND TRIM TAB 2. STATIC WICKS - CHECK
- CONDITION AND SECURE (MAKE SURE FLAP POSITION
MATCHES INDICATOR)

3.  FUEL TANK VENT - CLEAR 4.     FUEL FILTER CAP - SECURE

5. HEATED LEADING EDGE 6.   STALL STRIP - CONDITION (NO NICKS OR DENTS) AND
- CONDITION AND EXHAUST CLEAR SECURE

FOR TRAINING PURPOSES ONLY WA-33

 CE-525 CITATION M2 PILOT TRAINING MANUAL
WALKAROUND

7.   ENGINE AIR INLET - CLEAR 8.   ENGINE FAN DUCT AND FAN - CHECK FOR BENT
BLADES, NICKS, AND BLOCKAGES OF FAN STATORS

9.  ENGINE TT2 PROBE - CONDITION 10.   GENERATOR COOLING AIR INLET - CLEAR

11. PYLON INLET - CLEAR 12. MAIN GEAR DOOR, WHEEL AND TIRE - CONDITION
AND SECURE

WA-34 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

WALKAROUND
13.   FUEL QUICK DRAINS - DRAIN AND CHECK FOR 14.   WING LEADING EDGE VENT - CLEAR
CONTAMINATION

FOR TRAINING PURPOSES ONLY WA-35

 CE-525 CITATION M2 PILOT TRAINING MANUAL

FUSELAGE LEFT SIDE

WALKAROUND

WA-36 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

WALKAROUND
1.   WING INSPECTION LIGHT - CONDITION 2. LANDING LIGHT - CONDITION

3.  CABIN DOOR SEALS (PRIMARY AND SECONDARY)

- CHECK FOR RIPS AND TEARS

FOR TRAINING PURPOSES ONLY WA-37

 CE-525 CITATION M2 PILOT TRAINING MANUAL
WALKAROUND

INTENTIONALLY LEFT BLANK

WA-38 FOR TRAINING PURPOSES ONLY

 CE-525 CITATION M2 PILOT TRAINING MANUAL

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. B 4. A 4. B
5. C 5. A 5. C 5. C
6. D 6. A 6. A 6. A
7. C 7. B 7. D 7. B
8. D 8. B 8. D 8. C
9. D 9. A 9. D 9. C
10. B 10. D 10. A 10. C
11. D 11. D 11. B 11. B
12. A 12. B 12. A
13. B CHAPTER 8 13. A 13. D
14. C 1. D 14. C 14. C
15. D 2. B 15. B 15. C
16. D 3. A 16. C 16. B
17. A 4. C 17. A
18. B 5. D 18. B CHAPTER 15

APPENDIX A
19. D 6. A 19. D 1. B
2. C
CHAPTER 3 CHAPTER 9 CHAPTER 12 3. A
1. D 1. B 1. B 4. B
2. D 2. D 2. A 5. A
3. B 3. D 3. C 6. D
4. D 7. C
CHAPTER 4 CHAPTER 10 5. A 8. C
1. D 1. D 6. C 9. B
2. D 2. A 7. C 10. B
3. C 3. B 11. B
4. B 4. C CHAPTER 13 12. A
5. B 5. A 1. D 13. C
6. B 2. D
CHAPTER 5 7. D 3. B CHAPTER 17
1. D 8. D 4. A 1. C
2. B 9. D 5. D 2. D
3. C 10. D 6. A 3. A
4. C 11. C 7. B 4. B
5. A 12. A 8. D 5. A
6. A 13. D 6. D
7. B
8. A
9. B
10. D

FOR TRAINING PURPOSES ONLY APPA-1

 CE-525 CITATION M2 PILOT TRAINING MANUAL
APPENDIX A

LEFT INTENTIONALLY BLANK

APPA-2 FOR TRAINING PURPOSES ONLY