CAE SimuFlite Citation Bravo Pilot Training Manual Download | Manualshive

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5B-64

Developed for Training Purposes

Citation Bravo

September 2005

CAE SimuFlite

Symbol Generators

The symbol generators receive and
process aircraft sensor inputs from
the navigation receivers, gyros,
weather radar, and guidance sys-
tems, and transmit that data to the
PFDs in its system. If a malfunction
of a symbol generator occurs, rever-
sion is possible by the SG1/NORM/
SG2 switch on the MFD controller.
If SG1 is selected, the pilot's symbol
generator/IC-600 is driving all three
displays; selecting SG2 has the copi-
lot's symbol generator/IC-600 driv-
ing these displays. In these
situations, the MFD will be normal
and both PFDs will have the same
format. The MFD has no complete
symbol generator function of its own
and its symbol generator is therefore
not selectable. The MFD operates
from the pilot's IC-600.

RI-553 Remote Instrument

Controller

The RI-553 Remote Instrument Con-
troller

(Figure 5B-48)

selects the

course and heading for the displays.
The controls of the RI-553 are:

n

COURSE knobs - Set the VOR
navigation course. When the course
is set, the remote instrument con-
troller transmits course data to the
display controller, which in turn
transmits it to the IAC for the EFIS
and flight director function. The left
COURSE knob controls the pilot's
course selection; the right knob con-
trols the copilot's.

Some phases of instrument
controllers have knobs that are
either pulled or pushed to center
course or heading. Pressing or
pulling either the left or right
COURSE knob (PUSH DIR or
PULL DIR)

centers that side's

course arrow display with a TO
flag on the EHSI display. The
display of ILS or FMS inhibits
this function.

n

HEADING knob - Sets the heading
bug on both EHSI displays. When
the heading bug is set, the symbol
generator transmits heading signals
through the flight director to the
IC-600. Pressing or pulling PUSH
SYNC or PULL SYNC synchro-
nizes the heading bug to the pres-
ent heading (lubber line).

Reversionary Functions

The reversionary functions retain
usable flight displays even after mul-
tiple failures, such as when the MID
displays data from a failed PFD or
when the remaining symbol genera-
tor replaces data from a failed sym-
bol generator.
The reversionary switches (see

Fig-

ure 5B-49)

control

the following

heading, attitude, and air data rever-
sionary functions:

n

Pressing the ATT REV switch
selects the opposite side VG-14A as
an alternate attitude source and
annunciates an amber ATT 2 or ATT
1 on the EADI display of both PFDs.

PUSH

DIR

PUSH

SYNC

COURSE

PUSH

DIR

COURSE

HEADING

5B-48

FLOOD LTS

ON

ATT REV

ADC REV

HDG REV

OFF

OFF

LEFT

PANEL LIGH

CO

CEN

5B-49

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Summary of Contents for Citation Bravo

Page 1: ...cae com Pilot Training Manual Pilot Training Manual Citation Bravo Citation XLS Revision 2 Revision 0 ...

Page 2: ...ermission of the Cessna Aircraft Company Copyright 2013 CAE Inc All Rights Reserved NOTICE This Citation Bravo Initial Pilot Training Manual is to be used for Aircraft familiarization and training purposes only It is not to be used as nor considered a substitute for the manufacturer s Pilot or Maintenance Manual ...

Page 3: ...you to participate actively in all training activities Through your involvement interaction and practice the full value of your training will be transferred to the operational environment As you apply the techniques presented through CAE SimuFlite training they will become second nature to you Thank you for choosing CAE SimuFlite We recognize that you have a choice of training sources We trust you...

Page 4: ...1 2 Developed for Training Purposes Citation Bravo March 2009 CAE SimuFlite ...

Page 5: ...ocedures maneuvers and other information for day to day operations The Flight Planning chapter covers weight and balance and per formance a sample problem is included The Systems section is subdivided by aircraft system Each sys tem chapter contains a discussion of components preflight and servicing procedures and abnormal and emergency procedures At the beginning of the Systems section a list of ...

Page 6: ...1 4 Developed for Training Purposes Citation Bravo March 2009 CAE SimuFlite ...

Page 7: ...e ments as well as system by system charts summarizing compo nents power sources distribution monitors and specific limitations All limitations are printed in bold italic It also contains sections on supplement directed limitations and operations instrument markings and operations in the United Kingdom This chapter is intended to serve as a convenient reference ...

Page 8: ...2 2 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 9: ...f Gravity Limits 2 8 Speed Limits 2 9 Takeoff and Landing Operational Limits 2 11 Enroute Operational Limits 2 12 Load Factors 2 12 Icing Factors Airworthiness Directive 98 04038 2 13 System Data 2 15 Avionics and Communications 2 15 Electrical and Lighting Systems 2 17 Fuel 2 18 Hydraulic Fluid 2 19 Ice and Rain Protection 2 20 Landing Gear and Brakes 2 21 Miscellaneous Systems 2 21 Pneumatic and...

Page 10: ...neumatic Systems 2 43 Thrust Reverser System 2 46 AFM Supplements 2 47 EROS Oxygen Mask 2 47 Flood Cooling System 2 47 Global GNS XLS Flight Management System Single or Dual 2 48 Gravel Runway Modification 2 49 Honeywell Primus 1000 Flight Guidance System 2 50 Honeywell LSZ 850 Lightning Sensor System 2 51 UNS 1Csp Single or UNS 1K Single or Dual Flight Management System with or without Unilink 2 ...

Page 11: ...The emergency exit door pin must be removed prior to flight Maneuvers n No acrobatic maneuvers including spins n No intentional stalls above 25 000 ft Minimum Crew n Pilot and copilot n The pilot in command must have a CE 500 type rating and meet the requirements of FAR 61 58 n The copilot shall possess a multi engine rating an instrument rat ing for flight above 18 000 ft or flight into instrumen...

Page 12: ...off N1 RPM to 74 3 N1 RPM n Approach noise levels were obtained with a 3 glideslope and 40 flaps n No determination has been made by the FAA that these noise levels are or should be acceptable or unacceptable for operation at into or out of any airport Passenger Seat Position For all takeoffs and landings the following apply n Seats must be fully upright and outboard n The seat aft of emergency ex...

Page 13: ...limb requirements n takeoff field length n Landing weight is limited by the most restrictive of n maximum certified landing weight 13 500 lbs n maximum landing weight permitted by climb requirements or brake energy limit n landing distance Center of Gravity Moment Envelope See Figure 2 1 following page Forward Limit at 9 147 Lbs or Less 18 54 OF MAC 276 57 AFT OF DATUM Forward Limit at 14 800 Lbs ...

Page 14: ...2 8 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite Center of Gravity Limits 2 1 ...

Page 15: ...RT Figure 2 2 Maximum Maneuvering Speeds 50 000 45 000 40 000 35 000 30 000 25 000 20 000 15 000 10 000 5000 0 PRESSURE ALTITUDE FEET 120 140 160 180 200 220 240 MANEUVERING SPEED VA KIAS EXAMPLE Pressure Altitude 25 000 FEET Weight 11 500 POUNDS 5216 Kilograms Maximum Maneuvering Speed 176 KNOTS M ACH 0 70 1 4 8 0 0 P O U N D S 6 7 1 3 K G S 9 1 6 0 P O U N D S 4 1 5 5 K G S 1 0 5 0 0 P O U N D S...

Page 16: ...nvolving angle of attack near stall Maximum Flap Extended VFE Full Flaps LAND 40 174 KIAS Partial Flaps T O APPR 15 200 KIAS Maximum Landing Gear Extended VLE 260 KIAS Maximum Landing Gear Operating VLO Extending 250 KIAS VLO Retracting 200 KIAS Maximum Speedbrake Operation VSB NO LIMIT Minimum Control Air VMCA 78 KIAS Minimum Control Ground VMCG 89 KIAS Autopilot Operation 275 KIAS or 0 700 MACH ...

Page 17: ...39 C Minimum Ambient Temperature 54 C Takeoff Landing Enroute Temperature Limitations NOTE Maximum enroute operat ing temperature limit is ISA 39 C ambient temperature adjusted for ram rise refer to AFM Figure 4 2 or the Indicated Outside Air Tempera ture from Figure 2 3 AFM Figure 2 7 whichever is less 50 40 30 20 10 5 60 40 20 0 20 40 60 AMBIENT AIR TEMPERATURE C PRESSURE ALTITUDE 1000 FEET 2 3 ...

Page 18: ...nding n Takeoff and landing are limited to paved runways unless equipped with optional gravel runway modification Enroute Operational Limits Maximum Operating Altitude 45 000 FT Maximum Ambient Temperature Refer to Figure 2 2 Minimum Ambient Temperature Refer to Figure 2 2 Generator Load Up to 35 000 Ft 400 AMPS Above 35 000 Ft 315 AMPS Load Factors In Flight Flaps Up Position 0 1 44 to 3 6 G s at...

Page 19: ...g conditions n Since the autopilot when installed and operating may mask tactile cues that indicate adverse changes in handling characteristics USE OF THE AUTOPILOT IS PROHIBITED when any of the visual cues specified above exist or if when unusual lateral trim require ments or autopilot trim warnings are encountered while the aircraft is in icing conditions n All wing icing inspection lights must ...

Page 20: ...the icing conditions in order to avoid extended exposure to flight conditions most severe than those for which the aircraft is certificated n Avoid abrupt and excessive maneuvering that may cause increased control difficulties n Do not engage the autopilot n If the autopilot is engaged hold the control wheel firmly and disen gage the autopilot n If an unusual roll response or uncommanded roll cont...

Page 21: ...d 1 3 VS1 at all aircraft weights and CG locations at zero takeoff takeoff approach and landing flap positions Autopilot n One pilot must remain in his seat with seat belt fastened during all autopilot operations n The autopilot and yaw damper must be off for takeoff and landing n The vertical navigation system must be off below 500 ft AGL HF ADF System The ADF bearing information may be erratic w...

Page 22: ...nunciator light illuminates whichever occurs first n Dispatch is prohibited if the PFD HOT MFD HOT or IC HOT annunciator light is illuminated n Dispatch is prohibited following a flight during which the PFD HOT or MFD HOT or IC HOT annunciator light was illuminated until the condition is identified and corrected n The pilot s and copilot s PFD must be installed and operational in the normal nonrev...

Page 23: ...ound operation do not take off until after accomplishing the proper maintenance procedures n If a battery limitation is exceeded accomplish a deep cycle including a capacity check to detect possible cell damage n Three generator assisted cross starts equal one battery start n If using a GPU for start do not count a battery cycle Generator Limits Up to 35 000 Ft 400 AMPS Above 35 000 Ft 315 AMPS NO...

Page 24: ...Fuel Anti icing Additive Additive Concentration Range Minimum Maximum EGME 20 fluid ounces per 260 gallons 0 06 20 fluid ounces per 104 gallons 0 15 DIEGME 20 fluid ounces per 156 gallons 20 fluid ounces per 104 gallons WARNING Anti ice additives containing ethylene glycol monomethyl etho EGME or diethylene glycol monomethyl ether DIEGME are combustible and toxic They are dangerous when inhaled an...

Page 25: ...uels and Associated Limits Fuel Imbalance Maximum Imbalance 200 lbs Emergency Imbalance 600 lbs Unusable Fuel Fuel remaining in the fuel tanks when the fuel quantity indicator reads zero is not usable in flight Hydraulic Fluid Use Skydrol 500B 4 C or LD 4 or use Hyjet Hyjet IV or IVA plus NOTE JP 5 and JP 8 type fuels have anti icing additive preblended by the refinery Refer to Section III Normal ...

Page 26: ...lcohol Anti Ice System n Use TT I 735 isopropyl alcohol for windshield anti ice n The backup alcohol system is sufficient for 10 minutes Windshield Bleed Air Anti Ice System n Windshield bleed air is required to prevent ice on windshield when operating in visible moisture with OAT at 30 C to 10 C 22 F to 50 F n Set the W S BLEED switch to LO 260 F when OAT is above 18 C 0 F n Set the W S BLEED swi...

Page 27: ... stowed to qualify as a quick donning oxygen mask n Headsets eyeglasses or hats worn by the crew may interfere with the quick donning capabilities of the oxygen masks n Continuous use of the supplemental oxygen system is prohibited above the following cabin altitudes Carrying Passengers 25 000 FT Crew Only 37 000 FT Thrust Reversers n Reduce reverser thrust power to idle reverse at 60 KIAS on land...

Page 28: ...rs deployed at speeds greater than 60 KIAS n Maximum speed for thrust reverser deployment is 125 KIAS Pneumatic and Pressurization Systems Cabin Pressurization Normal Cabin Pressurization 0 0 TO 8 9 0 1 PSID Flood Cooling n Operation of the flood cooling system is prohibited above 10 000 ft pressure altitude n Do not use flood cooling for cabin heating Vapor Cycle Air Conditioning Operation of the...

Page 29: ...use n For contingency purposes oil replenishment using any approved oil brand listed is permitted if either of the following is true n The total quantity of additional oil does not exceed two U S quarts in any 400 hour period n If more than two U S quarts of dissimilar oil brands must be added drain and flush the complete oil system then refill with an approved brand according to Engine Maintenanc...

Page 30: ...ravo September 2005 CAE SimuFlite Engine Fan Inspection n To ensure accurate fan speed thrust indication inspect fan for damage prior to each flight Engine Operating Limits See Table 2 D opposite page Engine Overspeed Limits See Figure 2 4 page 2 26 ...

Page 31: ...of the FAA Approved Airplane Flight Manual Standard Charts for FAN RPM setting 5 Ground idle LOW turbine RPM is 45 3 minimum with ignition ON pressurization bleed air OFF and oil temperature stabilized Maximum ground idle LOW turbine RPM should not exceed the HI setting 6 Flight HI idle turbine RPM is 49 4 1 0 0 with ignition ON pressurization bleed air OFF and oil temperature stabilized 7 With pr...

Page 32: ...Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite Engine Overspeed Limits ITT Limits n For starting conditions see Figure 2 5 n For all conditions except starting see Figure 2 6 2 4 ...

Page 33: ...BORESCOPE 3 RECORD IN ENGINE LOG BOOK RETURN ENGINE TO AN OVERHAUL FACILITY 750 740 730 720 710 700 690 680 0 5 10 15 20 25 30 TIME SECONDS INTER TURBINE TEMPERATURE ºC A B C 2 5 AREA A AREA B AREA C NO ACTION REQUIRED 1 DETERMINE CAUSE AND CORRECT 2 INSPECT HOT SECTION USING BORESCOPE 3 RECORD IN ENGINE LOG BOOK RETURN ENGINE TO AN OVERHAUL FACILITY A B C 750 740 730 720 710 700 690 680 0 20 SEC ...

Page 34: ...ive minutes at takeoff thrust to ambient temperatures not exceeding ISA 39 C n Continuous ground operation of a starter generator above 315 amps is prohibited n Limit ground operation of pitot static heat to two minutes to pre cluded damage to the pitot static heater and AOA probe n Operation in GND bleed air mode at settings greater than 70 N2 for the right engine is prohibited ...

Page 35: ...00 AMPS Brake Gear Pneumatic Pressure Wide Red Arc ABOVE 2 050 PSI Wide Green Arc 1 800 TO 2 050 PSI Yellow Arc 1 600 TO 1 800 PSI Narrow Red Arc 0 0 TO 1 600 PSI Brake Hydraulic Accumulator Pressure Dark Green Arc PRESSURIZED PRESSURE Light Green Arc STATIC PRESSURE Cabin Differential Pressure Red Line 8 9 PSI Green Arc 0 0 TO 8 9 PSI Fan RPM Red Line 100 0 Green Band 20 TO 100 0 ITT Red Triangle...

Page 36: ... Red Line 20 PSI Yellow Band 20 TO 45 PSI Green Band 45 TO 140 PSI Oil Temperature Red Line 121 C Green Band 0 TO 121 C Oxygen Pressure Red Line 2 000 PSI Green Arc 1 600 TO 1 800 PSI Yellow Arc 0 0 TO 400 PSI Turbine RPM Red Light and Flashing Readout 100 RPM Normal Operating 45 TO 100 RPM ...

Page 37: ...Main Bus Extensions LH RH Crossover Buses A C Distribution Split Bus Systems No 1 115V AC and 26V AC Buses No 2 115V AC and 26V AC Buses Control DC switches BATT OFF EMER L GEN OFF RESET AVIONIC POWER ON OFF AC switches Split Bus system AVIONIC POWER ON OFF DC PWR to inverters INV 1 NORM INV 2 Monitor DC Voltmeter Ammeters L R GEN OFF annunciator BATT O TEMP annunciator gauge Battery temperature g...

Page 38: ...hlights disables generator hydraulics fuel and thrust reverser Arms and directs fire extinguisher bottles Rotary TEST SELECTOR switch FIRE WARN Monitor White BOTTLE 1 2 ARMED PUSH switchlights Red LH RH ENGINE FIRE PUSH warning switchlights F W SHUTOFF L R amber annunciators Fire bottle gauges fully charged bottle is 600 75 PSI at 70 F FIRE DET SYS L R amber annunciator Protection Circuit breakers...

Page 39: ...OT OFF amber AP TORQUE amber AP ROLL MISTRIM amber AP PITCH MISTRIM amber Flight Director AP Eng green AP Test amber AP Fail amber Protection Control wheel overrides autopilot aileron and elevator servo Rudder pedals override autopilot rudder servo AP TRIM disconnect switch Big Red Button disconnects the autopilot and yaw damper Electric pitch trim switch or GO AROUND button disen gages the autopi...

Page 40: ...t 85 N2 Throttle Cable Position Microswitch in the tailcone retract only Monitor Annunciators SPD BRK EXTEND HYD PRESS ON while speedbrakes moving Protection SPEED BRAKES circuit breaker Miscellaneous Speedbrakes retract automatically and cannot be extended at power settings representing above 85 N2 when airborne Speedbrakes cannot be manually held in the extended position with the speedbrake swit...

Page 41: ...flow Motive flow manifold Control ENGINE START L R switches ENG FIRE Switchlights L R FUEL BOOST switches L R L TANK R TANK crossfeed selector STARTER DISENGAGE switches L R Throttles Fuel control unit fuel cutoff Monitor Annunciators F W SHUTOFF L R FUEL BOOST L R FUEL FLTR BP L R LO FUEL LEVEL L R LO FUEL PRESS L R FUEL GAUGE L R Crossfeed INTRANSIT light FUEL FLOW gauge FUEL QTY indicator Prote...

Page 42: ...itchlights Annunciators HYD PRESS ON LO HYD FLOW L R SPD BRK EXTEND LO HYD LEVEL ARM UNLOCK DEPLOY T R lights Landing Gear annunciators Protection Circuit Breakers Pressure relief valve in reservoir low pressure area opens to drain excess fluid when fluid reservoir fills to capacity If one hydraulic pump fails either pump can operate the system at a reduced rate Pushing the ENG FIRE PUSH switchlig...

Page 43: ...ights Protection Circuit breakers Tailcone circuit breakers 5 CB s each wing different amperages totaling 150 Amps each wing Back up temp sensors Engine inlet stator fail safe valves Power Sources Left right engine bleed air clusters Left Main DC Extension Bus Right Crossover DC bus Alcohol reservoir Distribution Windshield bleed nozzles L R Left windshield alcohol manifold Control W S BLEED AIR H...

Page 44: ...leed air Right Crossover DC buses Distribution Wing boots L R Horizontal stabilizer boots L R Vertical stabilizer boot Control SURFACE DEICE switch ENGINE ANTI ICE L OFF and R OFF switches Monitor SURFACE DE ICE Annunciator illuminates in two 6 sec ond cycles when SURFACE DE ICE switch is activated Pressure switch 21 PSI DC ammeters L R gauges Wing inspection light Protection Circuit Breakers SURF...

Page 45: ...nciator HYD PRESS on amber Landing gear warning horn Protection Circuit breakers Left main gear squat switch Miscellaneous Anti skid must be operative for takeoff and landing on sod dirt or gravel runways Squat switch With aircraft on the ground signals via the squat switch relay affect the following system components and func tions Left main gear squat switch Anti skid Cross generator start Emerg...

Page 46: ...C bus Control Brake pedals ANTI SKID switch Parking Brake handle Rotary TEST SELECTOR switch ANTI SKID position Monitor Annunciators LO BRK PRESS ANTI SKID INOP Emergency air pressure gauge preflight Brake accumulator pressure gauge preflight Brake fluid reservoir preflight Brake pedal feel Protection Circuit breakers Left main gear squat switch Mechanical downlock Gear Flap warning horn Miscellan...

Page 47: ...or Oxygen cylinder shutoff valve Altitude pressure switch solenoid valve Monitor Oxygen pressure gauge Overboard discharge indicator green disc Passengers masks visual scan Crew oxygen flow indicator sweep on masks CAB ALT 10K FT annunciator Protection OXYGEN SEAT BELT circuit breaker CB is on left power junction box and is not accessible in flight Overpressure vent Cylinder pressure exceeding 2 5...

Page 48: ... duct Overhead ducts Underfloor ducts Control Air cycle machine Automatic TEMPERATURE CONTROL rheostat Mixing valve bypass modulating and shutoff valve MANUAL HOT COLD switch Switches DEFOG fan OVHT fan CPT CABIN FLOW DISTR selector TEMPERATURE CONTROL SELECTOR PRESS SOURCE selector Bleed air shutoff flow control valves Monitor Cabin temperature air duct sensors Annunciators AIR DUCT O HEAT EMER P...

Page 49: ...ition Right engine to bleed air ground valve Windshield bleed air Wing deice system Control Bleed air cluster valves Bleed air pressure regulator ENGINE ANTI ICE switches Lower forward door latch pin PRESS SOURCE selector SURFACE DEICE switch ejectors W S BLEED HI LOW switch W S BLEED AIR manual shutoff valves Monitor Annunciators BLD AIR GND EMER PRESS ON ACM O PRESS ENG ANTI ICE L R SURFACE DEIC...

Page 50: ...s Distribution Emergency pressurization duct Overhead ducts Under floor ducts Control Control power 28V DC Landing gear squat switch left Outflow valves PRESS SOURCE rotary selector Throttles Monitor Annunciators ACM O PRESS CAB ALT 10K FT BLD AIR GND EMER PRESS ON CABIN ALT DIFF PRESS indicator Protection Cabin altitude limit valves Circuit breakers Emergency dump valve Oxygen system Passenger ox...

Page 51: ...solenoid control valve actuated Reverser actuate stow port actuated Deploy limit switch disengaged Thrust reverser buckets closed Over center locks locked Stow limit switch engaged Thrust reverser hydraulic system depressurized Isolation solenoid valve closed Hydraulic open center bypass valve opens Control Thrust Reverse Levers Emergency STOW switch EMER NORM Rotary TEST selector switch T REV pos...

Page 52: ...2 46 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 53: ...ore in a warmer location until ready for use Consult Bravo AFM Sup plement for EROS Oxygen Masks n The oxygen supply has the duration shown in Table 2 E Flood Cooling System n Do not operate the flood cooling system above 10 000 ft pressure altitude n Do not use the flood cooling system for cabin heating Table 2 E Oxygen Supply Chart Cockpit masks are assumed to be at the normal setting at 20 000 ...

Page 54: ... X This does not constitute operational approval n Navigation within the national airspace system shall not be predi cated upon the GNS XL LS during periods of dead reckoning DR n The GNS XL LS is approved for enroute and terminal operations n The GNS XL LS P N 17960 0102 X is approved for oceanic operations n The GNS XL LS P N 17960 0102 X with software mod 2 SM02 is approved for non precision GP...

Page 55: ...ollowing limi tations apply Maximum Takeoff Weight 14 800 LBS Maximum Landing Weight 13 500 LBS VLE Maximum Landing Gear Extended Speed 200 KIAS VLO Maximum Landing Gear Operating Speed Extending or Retracting 200 KIAS n The anti skid system must be operational and ON for takeoff and landing on gravel runways n The nosewheel spin up system shall be operational and ON for landing on a gravel runway...

Page 56: ...ches in the following configurations only flaps in LAND gear down both engines operating and airspeed VREF n Limit EFIS ground operation with the pilot s NOSE AVN FAN FAIL annunciator light illuminated to 30 minutes or until either PFD HOT or MFD HOT annunciator illuminates whichever occurs first n Do not dispatch if either the PFD HOT MFD HOT or IC HOT annunciator illuminates n Do not dispatch fo...

Page 57: ...crew whenever navigation is predicted on the use of the UNS 1 Csp 1K See Table 2 F Table 2 F Operator s Manual n The UNS 1Csp 1K must be used in conjunction with the Univer sal Flight Plan UFP Version 11 X or later FAA approved ver sions when used as the primary means of navigation in oceanic and remote airspace n When latitude longitude transferred from the internal data base IDB is displayed on ...

Page 58: ... should be updated when a cross check with other approved navigation equipment reveals an error greater than 3 NM along track or cross track this limitation does not apply to mod level 603 X software n Navigation within the national airspace system shall not be pre dicted upon the UNS 1Csp 1K during periods of dead reckoning DR n Following a period of dead reckoning position should be verified by ...

Page 59: ... of operation and RAIM must be available at the Final Approach Fix n The FMS approach annunciator must be illuminated cyan APP on EHSI prior to the Final Approach Fix n Accomplishment of ILS LOC LOC BC LDA SDF and MLS approaches are not authorized for the UNS 1Csp 1K n The UNS 1Csp 1K is approved for FMS VFR approaches as a VFR pilot aid only n When an alternate airport is required by the applicab...

Page 60: ...2 54 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 61: ...ates a step by step inte rior inspection and exterior inspection of the aircraft Preflight cockpit checks are also discussed The Expanded Normal Procedures chapter presents checklists for normal phases of operation Each item when appropriate is expanded to include limitations cautions warnings and light indications The Standard Operating Procedures chapter details Pilot Fly ing Pilot Monitoring ca...

Page 62: ...3 2 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 63: ...e overlooked during the first preflight of the day Abnormal conditions e g low tire pressure must be cor rected prior to flight Even minor discrepancies should be recti fied prior to flight to ensure safety The preflight inspection begins inside the aircraft where the initial cockpit setup and essential functions are verified The actual exte rior inspection follows it begins at the cabin door proc...

Page 64: ...3A 2 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 65: ...Flow Pattern Power Off 3A 7 Left Seat Cockpit Setup 3A 7 Right Seat Cockpit Setup 3A 9 Cockpit Power On Inspection 3A 11 Exterior Walkaround 3A 13 Exterior General 3A 13 Left Nose 3A 15 Right Nose 3A 19 Right Wing 3A 23 Right Nacelle 3A 29 Right Empennage 3A 31 Tailcone 3A 33 Left Nacelle 3A 35 Left Wing 3A 37 Cabin Inspection 3A 43 Cockpit Inspection 3A 45 ...

Page 66: ...3A 4 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 67: ...ETRACT Flaps UP The placing of items in a flow pattern or series provides organization and serves as a memory aid A challenge response review of the checklist follows execution of the tasks the pilot monitoring PM calls the item and the appropriate pilot responds by verifying its condition e g Engine Anti Ice challenge ON response Two elements are inherent in the execution of normal procedures n u...

Page 68: ...3A 6 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite Cockpit Flow Pattern C B B C A A D E ...

Page 69: ...al times to ensure free flow Check mask micro phone is operative Emergency Pressure Position CHECK Passenger Oxygen Valve Switch es NORM Microphone Switch MIC HEADSET Circuit Breakers CHECK IN B Digital Clock FLIGHT TIME RESET 0 Audio Control Panel SET Rotary Test Switch OFF BATT Switch OFF Generator Switches GEN For GPU start OFF AC Inverter and Master Avionics OFF Boost Pumps NORM Ignition NORM ...

Page 70: ...ssenger Advisory Light PASS SAFETY OFF Beacon and Landing Lights OFF D Thrust Reverser Emergency Stow Switches NORMAL Engine Instruments OFF FLAGS IN VIEW Landing Gear Handle DOWN Pressurization Environmental SET AS REQUIRED E Throttles CUTOFF Flaps SELECT Check that handle matches indicator Engine Synchronizer OFF Trim THREE SET Rudder Aileron and Elevator correctly positioned ...

Page 71: ... Regulator 100 Mask DON Breathe several times to ensure free flow Emergency Pressure Position Sweep On Mask CHECK Microphone Switch MIC HEADSET Circuit Breakers CHECK IN B Oxygen Pressure Gauge CHECK 1 600 1 800 PSIG Audio Panel SET Digital Clock FLIGHT TIME RESET 0 C RH Gyro Slave Switch AUTO Overhead and Defog Fan Switches OFF LOW Windshield Heat Manual Control Knobs OFF Vapor Cycle Air Conditio...

Page 72: ...3A 10 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 73: ... check that lights illuminate Pitot Heat 30 Seconds ON Ensure all covers are removed from pitot tubes and static ports Allow thirty seconds for pitot tubes and static ports to heat Engine Instruments CHECK Check that no off flags are visible at the top of each engine instrument Fuel Quantity CHECK BALANCED Annunciator Panel PROPER INDICATIONS Gear Indicator Lights THREE GREEN NO RED Parking Brake ...

Page 74: ...3A 12 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 75: ...nspection area Adjacent photos detail the checklist items Photos read left to right Limitations and specifications appear if relevant to the checklist Before starting the exterior inspection of the aircraft obtain a flashlight screwdriver and bucket or other suitable container for disposal of fuel samples Exterior General Make a general check for security condition and cleanliness of the aircraft ...

Page 76: ...3A 14 Developed for Training Purposes Citation Bravo March 2009 CAE SimuFlite Preflight Inspection Walkaround Path A B C D E F G H H 1 2 3 4 5 ...

Page 77: ... Press PURPLE TINT BALL AT TOP OF LOWER SIGHT GLASS 4 Anti Skid Bit Indicators Check that a white flag may appear in any of the five circular indicators located in a row on the fault display unit which is under the removable panel at the aft end of the nose compartment The faults which may be displayed are left transducer failure LEFT XDCR right transducer failure RIGHT XDCR left and right squat s...

Page 78: ...3A 16 Developed for Training Purposes Citation Bravo March 2009 CAE SimuFlite 9 8 6 7A 7B ...

Page 79: ...he rear door is open 7A to allow visual inspection of the nose gear assembly shimmy damper and nose gear steering bellcrank Check for an oleo strut extension 7B of approximately 2 5 inches 8 Nose Tire Check the chine and tread of the nose tire Chine must be intact to meet water slush runway operating limitations Cord must not be visible on the tire Check for proper inflation 120 5 PSI 9 Pitot Tube...

Page 80: ...3A 18 Developed for Training Purposes Citation Bravo July 2004 CAE SimuFlite 1 2 3 4 6 5 ...

Page 81: ...h the float ball at top of the gauge 3 Emergency Gear and Brake Pressure Gauge Check that the gauge is in the green arc 4 Baggage Door Check that the door is firmly closed and locked 5 Oxygen Blowout Disc Check that the green disc is in place If it is missing the oxygen bottle is empty 6 Overboard Vent Lines Check that the following vent lines are clear vacuum brake reservoir alcohol gear and brak...

Page 82: ...3A 20 Developed for Training Purposes Citation Bravo March 2009 CAE SimuFlite 7 8 9 10 11 ...

Page 83: ...eck condition of the temperature probe 8 Static Ports Check that they are clear and warm 9 Copilot s Windshields Visually inspect windshields for cracks scratches discoloration crazing or other deformities 10 Angle of Attack Vane Carefully check the vane for heating as well as ease and range of rotation 11 Bottom Antennas Check condition of the antennas ...

Page 84: ...3A 22 Developed for Training Purposes Citation Bravo March 2009 CAE SimuFlite 1 2 3 5 6 7 4 ...

Page 85: ...ects If the fan is windmilling install an engine cover or place a hand on the bullet nose to stop rotation Observe the condition of the T1 sensor 4 Generator Cooling Air Inlet Check that the duct is clear 5 Wing Inspection Light Check for condition 6 Heated Leading Edge Panel Check for condition Check stall strip 7 Fuel Quick Drains four Push straight up on the drains to avoid locking when taking ...

Page 86: ...3A 24 Developed for Training Purposes Citation Bravo March 2009 CAE SimuFlite 8 11 13 12 10 9 14 ...

Page 87: ...k for cuts and delamination 13 Fuel Filler Cap Check locking latch is closed and directed aft Verify that the Usable Fuel placard is easily readable and not damaged no missing information Figure 3A 2 14 Fuel Tank Vent Check that vent is clear to preclude a negative pressure buildup that could cause tank to collapse Figure 3A 2 Fuel LImitations Fuel complying with any of the fol lowing specificatio...

Page 88: ...3A 26 Developed for Training Purposes Citation Bravo March 2009 CAE SimuFlite 15B 15A 16 17A 17B 18B 18A ...

Page 89: ...ks Check for four static wicks two on the aileron one on the wing trailing edge and one on the wing tip If an aileron static wick is missing replace it before flight to ensure control surface balance 17 Aileron and Flap s Check aileron 17A for freedom of movement and hinge points for security Check flap s for security 17B Refer to Figure 3A 3 18 Speedbrakes Check upper 18A and lower 18B assemblies...

Page 90: ...3A 28 Developed for Training Purposes Citation Bravo July 2004 CAE SimuFlite 1 2 3 4 5 6 ...

Page 91: ...are clear 6 Thrust Reverser Check for cracks damage and general security Check that the lock out tool is not inserted if applicable Oil Limitations Minimum oil temperature for start 40 C 40 F Types Aero Shell 500 560 Castrol 5000 Exxon 2380 Mobil Jet II Mobil Jet 254 Royco 500 560 In addition oils listed for the engine in the latest revision to Pratt and Whitney Canada Inc SB7001 are approved Oil ...

Page 92: ...3A 30 Developed for Training Purposes Citation Bravo July 2004 CAE SimuFlite 1 2 3 4 5 6 7 ...

Page 93: ...ng Check right horizontal stabilizer de ice boot for cuts and delamination 6 Beacon Check condition and security 7 Tail Skid Check condition and security 8 Navigation and Strobe Lights Check the lenses for cracks and security 9 Vertical Stabilizer Rudder Trim Tab Check rudder for freedom of movement and hinge points for security Check that the trim tab moves opposite of rudder displacement Check f...

Page 94: ...3A 32 Developed for Training Purposes Citation Bravo July 2004 CAE SimuFlite 1 2A 2B 3 4 5 6 ...

Page 95: ...st or known icing conditions 4 Air Cycle Machine Oil Check the plastic sump to ensure the oil level is above the fill line 5 Baggage Compartment Check that the baggage is secured and that the access door is secured Check that the light switch is off 6 Tailcone Access Door Secure and lock 7 External Power Receptacle Check that it is secured 8 Battery Cooling Intake Vent Lines Check that the intake ...

Page 96: ...3A 34 Developed for Training Purposes Citation Bravo July 2004 CAE SimuFlite 1 2 3 4 5 6 ...

Page 97: ...rate readings can be made up to ten minutes after shutdown Check that the filler cap is on securely then close and fasten the access door Oil Limitation Minimum oil temperature for start 40 C 40 F Types Aero Shell 500 560 Castrol 5000 Exxon 2380 Mobil Jet II Mobil Jet254 Royco 500 560 In addition oils listed for the engine in the latest revision to Pratt and Whitney Canada Inc SB7001 are approved ...

Page 98: ...3A 36 Developed for Training Purposes Citation Bravo July 2004 CAE SimuFlite 1A 1B 2A 2B 3 4A 4B ...

Page 99: ...ck trim tab position is in agreement with cockpit indication Check flap s for security 2B Refer to Figure 3A 4 3 Static Wicks Check for four static wicks two on the aileron one on the wing trailing edge and one on the wing tip If an aileron static wick is missing replace it before flight to ensure control surface balance 4 Recognition Landing 4A Navigation and Anti Collision Lights 4B Check lenses...

Page 100: ...3A 38 Developed for Training Purposes Citation Bravo July 2004 CAE SimuFlite 5 6 7 8A 8B 9 10 11 ...

Page 101: ...nsion slightly more than two inches Check the wheel hubcap for condition and security 9 Brake Wear Indicators Check that the bar is extended beyond the brake puck cap 10 Taxi Light Check for security 11 Main Gear Uplock Check cable tension Fuel Limitations Fuel complying with any of the following specifications is approved for use Mixing of fuel is permitted The following fuels are approved per sp...

Page 102: ...3A 40 Developed for Training Purposes Citation Bravo March 2009 CAE SimuFlite LEFT WING 12 14 16 17 15 13 18 ...

Page 103: ... blades nicks and foreign objects If the fan is windmilling install an engine cover or place a hand on the bullet nose to stop rotation Observe the condition of the T1 sensor 14 Generator Cooling Air Inlet Check that the duct is clear 15 Dorsal Fin Air Inlet Check that the inlet is clear 16 Heated Leading Edge Panel Check for condition 17 Wing Inspection Light Check for condition 18 Cabin Door Sea...

Page 104: ...3A 42 Developed for Training Purposes Citation Bravo July 2004 CAE SimuFlite ...

Page 105: ...cking the aisle check that the pas senger seats are upright and outboard during takeoff and landing Door Entry Lights Check that the switch on the entry door post Figure 3A 8 is turned off Luminescent Exit Placards Check that they are secure Portable Fire Extinguishers An extinguisher normally is in the rear of the cabin Figure 3A 9 and another is under the copilot s seat Figure 3A 10 The pressure...

Page 106: ...Check that these are on board and available Microphone Headsets and Oxygen Masks Check that these are on board and plugged in Figure 3A 12 Passenger Oxygen Supply Valve Check that the Oxygen Con trol Valve rotary knob is in NORMAL Oxygen Quantity Check oxygen quantity Figure 3A 13 NOTE According to AFM Limi tations the aircraft is not certified for takeoff if the oxygen level indi cates below the ...

Page 107: ...tion Flashlight Check that it is on board and operational Portable Fire Extinguisher Check that it is secure under the copilot s seat First Aid Kit Check that it is on board and adequately equipped Figure 3A 14 For Commercial operations no items may be missing from the First Aid Kit at dispatch 3A 14 ...

Page 108: ...3A 46 Developed for Training Purposes Citation Bravo July 2004 CAE SimuFlite ...

Page 109: ...005 Expanded Normal Procedures This section outlines and expands normal operating procedures and includes applicable cautions and warnings Also present ed are cold weather operations as well as parking mooring and short term aircraft storage requirements Chapter 3B ...

Page 110: ...CAE SimuFlite 3B 2 Developed for Training Purposes Citation Bravo September 2005 ...

Page 111: ...19 Landing Without Thrust Reversers 3B 20 After Landing 3B 21 Shutdown 3B 22 Parking 3B 23 Mooring 3B 25 Towing Taxiing 3B 26 Nose Gear Towing 3B 29 Main Gear Towing 3B 30 Taxiing Ground Movement 3B 31 Hot Weather Operations 3B 33 Ground Cooling 3B 33 Securing Overnight or for Extended Period Aircraft Unattended 3B 33 Performance Computations Takeoff 3B 33 Cold Weather Operations 3B 35 Ground De i...

Page 112: ...ying Technique Type I 3B 47 Spraying Technique Type II IV 3B 48 Preflight 3B 49 GPU Start 3B 50 Engine Start 3B 50 After Engine Start 3B 50 Taxi BeforeTakeoff 3B 51 Takeoff 3B 52 Rejected Takeoff Slick Runway 3B 52 In Flight 3B 53 Taxi in and Park 3B 53 Performance Computations Takeoff 3B 53 Securing Overnight or for an Extended Period Aircraft Unattended 3B 54 ...

Page 113: ...h the FAR 91 519 required information should be available to each passenger to supplement the oral briefing Seats Seat Belts Rudder Pedals SECURE ADJUST Adjust seat fore and aft the handle is below the forward center of the seat Adjust seat vertically the handle is on the aisle side forward corner Ensure the white ball is in the center of the orange ball on the seat adjustment indicator located on...

Page 114: ...al and emergency use of oxygen equipment For flights over water the briefing should include ditching procedures and the use of flotation equipment An exception to the oral briefing rule is if the pilot in command determines passengers are familiar with the briefing content A printed card with the FAR 91 519 required information should be available to each passenger to supplement the oral briefing ...

Page 115: ...or higher before introducing fuel will result in cooler starts and longer hot section life if battery or electrical conditions permit Fan Speed CHECKED Check for indication of Fan N1 RPM with Turbine N2 RPM between 20 and 25 Abort start if no Fan N1 RPM is shown by 25 Turbine N2 RPM ITT CHECK for rise Abort start if there is no ITT indication within 10 seconds or the ITT rapidly approaches 740 C E...

Page 116: ...ng in visible moisture and ambient air temperature between 10 C or lower Ground Idle Switch HIGH Pitot Static Heat ON Limit Pitot Heat to a maximum of two minutes at a time or dam age to the angle of attack vane heater may occur LH RH Engine Anti Ice Systems ON W S BLEED Air Switch LOW or HI n If temperature is below 18 C use the HI position Ensure that the windshield bleed air valves are in MAX n...

Page 117: ...ling Fans CHECK OPERATING Standby Flight Display CHECK INITIALIZED ERECT UNITS 801 808 Electric Elevator Trim CHECK and SET Operate electric trim nose up and push AP TRIM DISC switch Verify elevator trim wheel stops rotating Trim should not operate while pressing only one side of the split trim switch Repeat check for nose down trim Repeat trim check for copilot s AP TRIM DISC switch L trim switch...

Page 118: ...sired position Check seat belts snug and shoulder harnesses latched at the buckle ATIS Clearance and Flight Management System CHECKED Flaps CHECK and SET Speed Brakes CYCLE Extend speed brakes HYD PRESS ON light should be on until speed brakes are extended then go out SPD BRK EXTEND light should be on Observe speed brakes on top of wing Retract speed brakes Note HYD PRESS light on then off SPD BRK...

Page 119: ...maintain the maximum possible taxiway ramp vigi lance At least one pilot should maintain taxi lookout vigilance while checks are being accomplished Ground operations in visible moisture with ram air temperature below 10 C require that ENGINE ANTI ICE be ON and the engines run at or above 65 N2 1 minute out of every 4 Brakes CHECK Engine Instruments CHECK NORMAL Check all engine instruments within ...

Page 120: ...ete it will extinguish Anti Ice Systems CHECK V1 VR V2 Fan Speed Settings LOOK UP Input and CONFIRM proper V speeds on PFDs Confirm takeoff flap setting Check field length required at takeoff gross weight against runway available using actual temperature runway slope pressure altitude and wind information Check gross weight against maximum avail able takeoff weight using actual temperature and pre...

Page 121: ...nstalled Anti Ice Deice Systems ON if required Ignition ON Turning the ignition ON will help to prevent a flameout if the engine should ingest water spray or a foreign object on takeoff Pitot Static Heat ON Annunciator Panel CLEAR except GROUND IDLE light All annunciator lights should be extinguished with the exception of GROUND IDLE and ENG ANTI ICE if that system is selected at a low power syste...

Page 122: ...k that both lights extinguish to indicate the gear is up and locked Flaps UP At a comfortable altitude with the wings level and a minimum air speed of V2 10 KIAS push the flap handle in to clear the detent and then move to full forward Check that the position indicator left of the handle moves to the FLAP UP position Ignition NORM When clear of any bird hazard and when cockpit workload permits ret...

Page 123: ...se Power SET Maintain climb thrust until acceleration to the desired cruise speed is attained If engine RPM does not automatically synchronize at desired cruise setting turn the engine synchronizer switch to OFF this allows the synchronizer actuator to center Roughly synchronize the engines with the throttles and turn switch to FAN or TURB Anti Ice Deice Systems AS REQUIRED Check anti ice system f...

Page 124: ...itch provides adequate temperature Windshield Bleed Air Switch LOW as required AT IS Clearance AS REQUIRED Pressurization CHECK After beginning descent ensure destination field pressure altitude 200 ft is set on the controller Monitor the differential pressure cabin altitude and cabin vertical speed gauges Anti Ice Deice Systems ASREQUIRED Pitot static and engine anti ice should be on and operatin...

Page 125: ...f a missed approach Landing Data CONFIRM N1 Landing Distance Weight and Factors Ascertain N1 and N2 for use in the event of a missed approach Crew Briefing COMPLETE Check the Standard Operating Procedures SOPS chapter for a list of items that should be included in the approach briefing Passenger Advisory Lights PASS SAFETY Turn on SEAT BELT NO SMOKING signs and emergency exit lights Passenger Seat...

Page 126: ...he gear is extending Three green lights should illuminate and the GEAR UNLOCKED and HYD PRESS ON annunciators should extinguish Landing Lights ON Ignition ON This may prevent flameout should an engine problem arise during the approach and landing phase Flaps LAND Flaps should be in the LAND position for all normal landings Flaps may be extended to LAND below 174 KIAS The Flap Handle must be pushed...

Page 127: ...ch is in the NORM position The GROUND IDLE annunciator illuminates Brakes after touchdown APPLIED To obtain maximum braking performance from the antiskid system apply continuous maximum effort no modulation to brake pedals Speedbrakes after touchdown EXTENDED Touchdown preceded by a slight flare should occur on the main wheels Check thrust at idle and extend speedbrakes while lowering the nose whe...

Page 128: ...in the IDLE REVERSE detent the reversers are left deployed for aerodynamic drag Thrust reversing and braking should commence according to runway length With excess runway braking normally is begun after thrust reverser deceleration is below 60 knots Do not use the thrust reversers for touch and go landings a full stop landing must be made once the reversers are selected Use caution on runways with...

Page 129: ...ngines at or above 65 N2 one out of every four minutes during taxi in visible moisture with a temperature of 10 C or colder Ensure the pitot static switch is off Speedbrakes RETRACT Check that the HYD PRESS ON and SPD BRAKE EXTEND annunciators are extinguished Anti Collision Lights and Recognition OFF Recognition light bulb life is shortened considerably if used continuously during ground operatio...

Page 130: ...for ground operations cause the canister to overflow through the lower nacelle after the third shutdown Passenger Advisory Lights OFF Flashing Beacon Light OFF Standby Gyro OFF UNITS 801 808 CAGED Exterior Lights OFF Turn off the navigation lights Control Lock ENGAGE The control lock locks all control surfaces in neutral and the throttles in cutoff If aircraft is to be towed DO NOT engage control ...

Page 131: ...rs after shutdown as soon as engines cool sufficiently Parking Normally the aircraft is parked facing a direction that facilitates servic ing no concern need be given to the prevailing wind If not already accomplished ensure the following are completed Aircraft PARKED ON HARD LEVEL SURFACE Parking Brake and Control Lock SET Setting the parking brake is optional The aircraft may be relocated withou...

Page 132: ...CAE SimuFlite 3B 24 Developed for Training Purposes Citation Bravo September 2005 Protective Covers PITOT TUBE COVERS 3 ENGINE EXHAUST COVERS ENGINE INLET COVER GENERATOR INLET COVER 3B 1 3B 2 3B 3 ...

Page 133: ...procedure for mooring at unprepared facilities Aircraft PARKED ON HARD LEVEL SURFACE HEAD INTO WIND Parking Brake and Control Lock SET Setting the parking brake is optional The aircraft may be relocated without anyone entering the aircraft if the parking brake is not set Main Gear CHOCKED Static Ground Cable CONNECTED Protective Covers INSTALLED AS REQUIRED Ropes ATTACHED TO NOSE MAIN GEAR SECURED...

Page 134: ...require it In such a case tow or taxi the aircraft for ward enough to clear the immediate area avoid sharp turns if towing Observe the aircraft taxi turning with brakes and towbar turning dis tances depicted on Figure 3B 6 and Figure 3B 7 following pages CAUTION Exercise extreme caution when towing the aircraft when it is near its Basic Operating Weight At this weight the Center of Gravity is at o...

Page 135: ...xpanded Normal Procedures Citation Bravo Developed for Training Purposes 3B 27 September 2005 Towing Turning Distances WALL TO WALL 52 15 FT CURB TO CURB 25 01 FT 6 54 FT 18 47 FT 23 50 FT 26 07 FT 3B 6 ...

Page 136: ...CAE SimuFlite 3B 28 Developed for Training Purposes Citation Bravo September 2005 Talking Turning Distances WALL TO WALL 65 24 FT 19 59 FT CURB TO CURB 32 66 FT 13 07 FT 3B 7 ...

Page 137: ...Control Lock DISENGAGED Parking Brake DISENGAGED If the parking brake is not set towing can be accomplished without entering the aircraft Chocks Static Ground Cable Mooring Ropes REMOVED Wing Tail Walkers STATIONED OPTIONAL In congested areas wing tail walkers ensure adequate clearance between the aircraft and adjacent equipment or structures Aircraft TOWED Use smooth starts and stops When Towing ...

Page 138: ...ear the aircraft and that the towing vehicle is on a hard surface Chocks Static Ground Cable Mooring Ropes REMOVED Parking Brake DISENGAGED Control Lock DISENGAGED A C Battery and Skid Control CB BATT SET Aircraft STEERED WITH BRAKES AND RUDDER PEDALS Using a smooth and even pressure apply aircraft brakes as required When Towing Operation Is Complete Nosewheel CENTERED Parking Brake ENGAGED OPTION...

Page 139: ...t acts as an observer and assists as necessary Parking Brake ENGAGED Engine s STARTED Refer to expanded normal procedure for details Wheel Chocks REMOVED Parking Brake RELEASED Thrust SUFFICIENT APPLICATION TO START ROLL Aircraft Brakes APPLIED AS NECESSARY Use brakes intermittently rather than continuously Allow the aircraft to accelerate then brake to acceptable taxi speed Aircraft STEERED WITH ...

Page 140: ...CAE SimuFlite 3B 32 Developed for Training Purposes Citation Bravo September 2005 ...

Page 141: ...ng Protective Covers INSTALLED Water Storage Containers DRAINED Toilet DRAINED Battery REMOVED If the Ni Cad battery will be exposed to temperatures below 18 C 0 F the battery should be removed and stored in an area warmer than 18 C 0 F but below 40 C 104 F Subsequent re installation of the warm battery enhances starting capability EROS Oxygen Masks REMOVE FROM THE AIRCRAFT IF COCKPIT TEMPERATURES...

Page 142: ...CAE SimuFlite 3B 34 Developed for Training Purposes Citation Bravo September 2005 ...

Page 143: ... supplementary information on aircraft de icing anti icing deicing fluids deicing procedures and aircraft operating pro cedures Consult the AFM Maintenance Manual Chapter 12 Servic ing and FAA Advisory Circulars for deicing procedures fluid specifications recommendations and hazards Federal Aviation Regu lations FARs prohibit takeoff with snow ice or frost adhering to the wings and control surface...

Page 144: ...hield in areas not normally observed to collect ice n accumulation of ice on the upper surface of the wing aft of the protected area n if one or more of these visual cues exists immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the icing conditions n Since the autopilot when installed and operating may task tac tile cues that indicat...

Page 145: ... exit the icing conditions in order to avoid extended exposure to flight conditions most severe than those for which the aircraft is certificated n Avoid abrupt and excessive maneuvering that may cause increased control difficulties n Do NOT engage the autopilot n If the autopilot is engaged hold the control wheel firmly and disen gage the autopilot n If an unusual roll response or uncommanded rol...

Page 146: ...imes than Type I fluids Many factors influence snow ice and frost accumulation and the effec tiveness of deicing fluids These factors include n ambient temperature and aircraft surface temperature n relative humidity precipitation type and rate n wind velocity and direction n operation on snow slush or wet surfaces n operation near other aircraft equipment and buildings presence of deicing fluid a...

Page 147: ...abilizer Continue by treating the fuselage top and sides Finally apply deicing fluid to the wings Deicing fluid should not be applied to n pitot static tubes static ports temperature probes AOA vanes or TAT probe n gaps between control surfaces and airfoil n cockpit windows n passenger windows n air and engine inlets and exhausts n vents and drains n wing and control surface trailing edges n brake...

Page 148: ...following areas to ensure that they are free from ice snow and frost accumula tions n wing leading edges upper and lower surfaces n vertical and horizontal stabilizer leading edges side panels and upper and lower surfaces n ailerons elevator and rudder n flaps flap tracks and flap drive mechanisms ground and flight spoilers n engine inlets and exhausts n cockpit windows n communication and navigat...

Page 149: ...id using deicing fluid for snow removal Dilution of deicing fluid by melted snow results in a weak mixture that can refreeze n Do not use tools to scrape scratch or chip ice from surfaces or from between fixed and moveable surfaces or components n Do not beat aircraft surface to loosen ice n Avoid hot air temperatures above 200 F 93 3 C when using heat to melt snow ice or frost n Use hot air caref...

Page 150: ... 0 01 0 03 Below 7 Below 19 0 12 0 30 0 06 0 15 0 06 0 15 Table 3B A Type I Fluid Holdover Times During conditions that apply to aircraft protection for ACTIVE FROST Use light freezing rain holdover times if positive identification for freezing drizzle is not possible SAE Type I fluid water mixture is selected so that the FP of the mixture is at least 10 C 18 F below OAT CAUTION The time of protec...

Page 151: ... 0 30 0 04 0 10 50 50 3 00 0 20 0 45 0 05 0 30 0 01 0 03 Below 7 To 14 Below 19 to 7 100 0 8 00 0 35 1 30 0 20 0 45 75 25 5 00 0 25 1 00 0 15 0 30 Below 14 to 25 Below 7 to 13 100 0 8 00 0 35 1 30 0 20 0 45 Below 25 Below 13 100 0 if 7 C 13 F buffer is maintained SAE Type II fluid may be used below 25 C 13 F if the freezing point of fluid is at least 7 C 13 F below OAT and aerodynamic acceptance c...

Page 152: ...30 0 01 0 03 Below 3 To 14 Below 27 to 7 100 0 8 00 0 35 1 30 0 20 0 45 75 25 5 00 0 25 1 00 0 15 0 30 Below 14 to 25 Below 7 to 13 100 0 8 00 0 35 1 30 0 20 0 45 Below 25 Below 13 100 0 SAE Type IV fluid may be used below 25 C 13 F if the freezing point fluid is at least 7 C 13 F below OAT and aerodynamic acceptance crite ria met Consider use of SAE Type I where SAE Type IV fluids cannot be used ...

Page 153: ...x of Type I with FP not more than 3 C 5 F above actual OAT 100 0 Type II IV Below 25 25 C 13 F SAE Type IV fluid may be used below 25 C 13 F if the freezing point fluid is at least 7 C 13 F below OAT and aerodynamic acceptance criteria met Consider use of SAE Type I where SAE Type IV fluids cannot be used NOTE For heated fluids a fluid temperature not less than 60 140 F at nozzle is desirable Uppe...

Page 154: ...to 25 C 13 F 100 0 Heated 2 Type II IV Heated 75 25 Type II IV or suitable mix of Type I with FP not more than 3 C 5 F above actual OAT 100 0 Type II IV NOTE For heated fluids a fluid temperature not less than 60 140 F at nozzle is desirable Upper temperature limit shall not exceed fluid and aircraft manufacturer recommendations CAUTIONS Wing skin temperatures may differ and in some cases may be l...

Page 155: ...closer than 10 ft if using a high pressure nozzle Type I Fluid Spray Pattern NOTE SHADED AREAS INDICATE ESSENTIAL AREAS TO BE DEICED NOTE MINIMUM DIRECT SPRAY AREAS INCLUDE ENGINE INLETS ENGINE EXHAUST RAM AIR INLETS BRAKES PITOT HEADS STATIC PORTS WINDSHIELD CABIN WINDOWS AND AOA VANES LANDING GEAR DOORS AND WHEEL WELLS MUST BE FREE OF SNOW ICE AND SLUSH ENGINE INLETS CLEARED FROM ALL SNOW ICE AN...

Page 156: ...ed in this manner Type II IV fluid is not as effective as if it were applied cold Type II IV fluid application techniques are the same as for Type I except that because the aircraft is already clean the application should last only long enough to properly coat aircraft surfaces Figure 3B 9 Type II IV Fluid SPray Pattern NOTE SHADED AREAS INDICATE ESSENTIAL AREAS TO BE ANTI ICED NOTE MINIMUM DIRECT...

Page 157: ...ce or snow and that the engine fan is free to rotate Fuel Tank Vents CHECKED FREE OF ICE AND SNOW Check the fuel tank vents all traces of ice or snow should be removed Fuel Drains ALL WATER DRAINED Pitot Heads And Static Ports CLEARED OF ICE Water rundown resulting from snow removal may re freeze immediately forward of the static ports This causes an ice buildup that results in disturbed airflow o...

Page 158: ...re may temporarily exceed maximum pressure limits until the oil temperature rises At low ambient temperatures a temporary high pressure above maximum limits may be tolerated but takeoff should be delayed until the pressure drops into normal limits Anti Ice AS REQUIRED During operation from snow covered runways engine anti ice should be on during taxi and takeoff Takeoff should be preceded by a sta...

Page 159: ...hield Bleed Air LOW OR HI Use windshield bleed air and defog fan to clear the windshield Taxi Before Takeoff Flaps T O or T O APPR Extend flaps to the T O or the T O APPR setting at this time if they have been held because of slush or wet snow Before Takeoff Checklist COMPLETED To ensure the aircraft is configured for takeoff recheck the flap position indicator Temperature Control CONSIDER REDUCIN...

Page 160: ...id Develops Reverse Thrust REDUCED Reduce to idle reverse If necessary return the engine to forward thrust to return to runway centerline Engine Power RETURNED TO FORWARD THRUST AT LOW POWER IF NECESSARY TO RETURN TO RUNWAY CENTERLINE Rudder Pedal Steering USED FOR DIRECTIONAL CONTROL IF POSSIBLE Rudder and differential braking may also be used as necessary for directional control Reduce brake pre...

Page 161: ...r cycling de ice boots whenever visible ice accumulation is noted Although the N T S B does not believe Ice Bridging to be an issue Cessna still maintains its concern that Ice Bridging be avoided by using the guidance published in the Bravo AFM concerning minimum accumulations before activating de ice boots Surface Anti Ice ON Taxi in and Park Engine Anti Ice AS REQUIRED If severe icing conditions...

Page 162: ...ater Storage Containers DRAINED Drain all water tanks and containers to protect them from freezing if the aircraft is unattended for an extended period Toilet DRAINED Battery REMOVED If the Ni Cad battery will be exposed to temperatures below 18 C 0 F the battery should be removed and stored in an area warmer than 18 C 0 F but below 40 C 104 F Subsequent re installation of the warm battery enhance...

Page 163: ...ce aircraft If your flight department has an SOP we encourage you to use it during your training If your flight department does not already have one we welcome your use of the CAE SimuFlite SOP Corporate pilots carefully developed this SOP A product of their experience it is the way CAE SimuFlite conducts its flight operations The procedures described herein are specific to the Citation Bravo and ...

Page 164: ...CAE SimuFlite 3C 2 Developed for Training Purposes Citation Bravo September 2005 ...

Page 165: ...cedures 3C 6 One Pilot in Cockpit 3C 6 Both Pilots in Cockpit 3C 6 On the Ground 3C 6 In Fight 3C 6 Abnormal Emergency Procedures 3C 6 Time Critical Situations 3C 7 Rejected Takeoffs 3C 7 Critical Malfunctions in Flight 3C 7 Non Critical Malfunctions in Flight 3C 7 Radio Tuning and Communication 3C 7 Altitude Assignment 3C 8 Pre Departure Briefings 3C 8 Advising of Aircraft Configuration Change 3C...

Page 166: ...ng Short 3C 9 Takeoff Roll 3C 10 Climb 3C 11 Cruise 3C 13 Descent 3C 14 Precision Approach 3C 16 Precision Missed Approach 3C 20 Precision Approach Deviations 3C 21 Non Precision Approach 3C 22 Non Precision Missed Approach 3C 26 Non Precision Approach Deviations 3C 28 Visual Traffic Patterns 3C 29 Landing 3C 31 ...

Page 167: ...sual confirmation and oral response Items designated on the checklist as PM or by his seat position are the PM s responsibility The PM accom plishes the item then responds orally to his own challenge In all cases the response by either pilot is confirmed by the other and any disagreement is resolved prior to continuing the checklist After the completion of any check list the PM states _______ chec...

Page 168: ...g checklists items as appropriate Abnormal Emergency Procedures When any crewmember recognizes an abnormal or emergency condi tion the PIC designates who con trols the aircraft who performs the tasks and any items to be monitored Following these designations the PIC calls for the appropriate check list The crewmember designated on the checklist accomplishes the checklist items with the appropriate...

Page 169: ...cutes the rejected takeoff procedure Critical Malfunctions in Flight In flight the observing crewmem ber positively announces a malfunc tion As time permits the other crewmember makes every effort to confirm identify the malfunction before initiating any emergency action If the PM is the first to observe any indication of a critical failure he announces it and simultaneously iden tifies the malfun...

Page 170: ...potential problems weather delays safety considerations and operational issues Pre departure briefings should include all crewmembers to enhance team building and set the tone for the flight The briefing may be formal or informal but should include some standard items The acronym AWARE works well to ensure that no points are missed This is also an opportunity to brief the crew on any takeoff or de...

Page 171: ...licable n clearance limit n emergency return plan n SOP deviations Consider the following n impaired runway conditions n weather n obstacle clearance n Instrument departure procedures n abort Cleared for Takeoff ACTION Confirm assigned runway for takeoff and check heading indicator agreement CALL Assigned runway confirmed heading checked ACTION Confirm assigned runway for takeoff and check heading...

Page 172: ...off Roll PF PM Setting Takeoff Power CALL Set _____ CALL ______ set Initial Airspeed Indication CALL Airspeed alive At 70 KIAS CALL 70 kts crosscheck At V1 CALL V1 ACTION Move hand from throttles to yoke At VR CALL Rotate ACTION Rotate to a approximately 10 12 pitch attitude for takeoff ...

Page 173: ...After Gear Retraction ACTION Immediately accomplish attitude correlation check n PF s and PM s PFD displays agree n Pitch and bank angles are acceptable n Positive climb indications continue to be acceptable CALL Attitudes check Or if a fault exists give a concise statement of the discrepancy At V2 10 KIAS and upon reaching level off altitude if Single Engine CALL V2 10 KIAS CALL Flaps up CALL Fla...

Page 174: ...tting CALL Climb checklist ACTION Complete Climb checklist CALL Climb checklist complete At Transition Altitude CALL 29 92 set Transition Altitude checklist CALL 29 92 set ACTION Complete Transition Altitude checklist CALL Transition Altitude checklist complete At 1 000 Ft Below Assigned Altitude CALL _____ altitude for ______ altitude e g 9 000 for 10 000 CALL _____ altitude for ______ altitude e...

Page 175: ...3C 13 September 2005 Cruise PF PM At Cruise Altitude CALL Cruise checklist ACTION Complete Cruise checklist CALL Cruise checklist complete Altitude Deviation in Excess of 100 ft CALL Altitude CALL Correcting Course Deviation in Excess of One Half Dot CALL Course CALL Correcting ...

Page 176: ... Assigned Altitude CALL _____ altitude for _____ altitude e g 10 000 for 9 000 CALL _____ altitude for _____ altitude e g 10 000 for 9 000 At Transition Level CALL Altimeter set _____ Transition level checklist CALL Altimeter set _____ ACTION Complete Transition Level checklist CALL Transition Level checklist complete At 10 000 ft CALL 10 000 ft CALL Check Speed 250 knots Maintain sterile cockpit ...

Page 177: ...timing required n DA MDA n MAP non precision n VDP n special procedures DME step down arc etc n type of approach lights in use and radio keying procedures if required n missed approach procedures n runway information conditions ACTION Brief the following n configuration n approach speed n minimum safe altitude MSA n approach course n FAF altitude n DA MDA altitude n field elevation n VDP n missed ...

Page 178: ... Off on Intermediate Approach Segment CALL Flaps APPROACH CALL Flaps selected APPROACH When flaps indicate APPROACH Flaps indicate APPROACH At initial Convergence of Course Deviation Bar CALL Localizer course alive CALL Localizer course alive At initial Downward Movement of Glideslope Raw Data Indicator CALL Glideslope alive CALL Glideslope alive When Annunciator Indicates Localizer Capture CALL L...

Page 179: ...and autopilot yaw damper When Annunciator Indicates Glideslope Capture CALL Glideslope captured CALL Flaps LAND ACTION Glideslope captured ACTION Flaps selected LAND When flaps indicate LAND Flaps indicate LAND If the VOR on the PM s side is used for crosschecks on the intermediate segment the PM s localizer and glideslope status calls are accomplished at the time when the PM changes to the ILS fr...

Page 180: ...ALL 1 000 ft to minimums CALL Check At 500 ft Above DA H CALL 500 ft to minimums CALL Check NOTE An approach window has the following parameters n within one dot deflection both LOC and GS n IVSI less than 1 000 fpm n IAS with VAP 10 kt no less than VREF or 0 6 AOA whichever is less n no flight instrument flags with the landing runway or visual references not in sight n landing configuration excep...

Page 181: ... 100 ft to minimums CALL Check At Point Where PM Sights Runway or Visual References CALL Runway or visuals reference ______ o clock CALL Going visual Land or Missed Approach ACTION As PF goes visual PNF transitions to instruments DA H CALL Minimums Runway or visual reference _____ o clock ACTION Announces intentions CALL Going visual Land or Missed Approach ACTION As PF goes visual PNF transitions...

Page 182: ...itially rotate the nose to the flight director go around attitude CALL Flaps APPROACH ACTION Assist PF in setting power for go around CALL Flaps selected APPROACH When flaps indicate APPROACH Flaps indicate APPROACH At Positive Rate of Climb CALL Positive rate CALL Gear up CALL Gear selected up When gear indicates up Gear indicates up ACTION Announce heading and altitude for missed approach select...

Page 183: ...asing CALL Correcting One Half Dot Localizer CALL One half dot right left and increasing holding decreasing CALL Correcting VAP _____ CALL Speed plus or minus _____ knots and increasing holding decreasing CALL Correcting At or Below VREF CALL VREF or VREF minus _____ knots below VREF CALL Correcting Rate of Descent Exceeds 1 000 FPM CALL Sink _____ amount hundred and increasing holding decreasing ...

Page 184: ...klist CALL Approach checklist complete After Level Off on Intermediate Approach Segment CALL Flaps APPROACH CALL Flaps selected APPROACH When flaps indicate APPROACH Flaps indicate APPROACH At Initial Convergence of Course Deviation Bar CALL localizer course alive CALL Localizer course alive When Annunciators Indicate Course Capture CALL Localizer course captured CALL Localizer course captured ...

Page 185: ...ION Complete Before Landing checklist except for full flaps and autopilot yaw damper ACTION Adjust power to maintain desired airspeed At FAF CALL Outer marker or Final fix CALL outer marker or Final Fix Altimeters check ACTION Adjust engine power for descent to minimums recommended 1 000 minimum 1 500 maximum vertical speed ACTION n Start timing n Visually crosscheck that both altimeters agree n S...

Page 186: ...AS within VREF 10 kt no less than VREF or 0 6 AOA whichever is less n no flight instrument flags with the landing runway or visual references not in sight n landing configuration When within 500 ft above touchdown the aircraft must be within the approach window If the aircraft is not within this window a missed approach must be executed At 200 ft Above MDA CALL 200 ft to minimums CALL Check ACTION...

Page 187: ...____ time to go or Minimums _____ distance to go CALL Check At Point Where PM Sights Runway or Visual References CALL Runway or visual reference _____ o clock CALL Going Visual Land or Missed Approach When leaving MDA CALL Flaps LAND CALL Flaps selected LAND When flaps indicate LAND Flaps indicate LAND CALL Airspeed with relation to VREF and IVSI descent rate ...

Page 188: ...ower firmly and positively Activate go around mode and initially rotate the nose the flight director go around attitude CALL Flaps APPROACH CALL Flaps selected APPROACH When flaps indicate APPROACH Flaps indicate APPROACH At Positive Rate of Climb CALL Positive rate CALL Gear up CALL Gear selected up When gear indicates up Gear indicates up ACTION Announce heading and altitude for missed approach ...

Page 189: ... Approach continued PF PM At V2 10 and upon reaching level off altitude if Single Engine CALL Flaps up CALL Flaps selected UP When flaps indicate UP Flaps indicate UP At 1 500 ft Minimum Above Airport Surface and Workload Permitting CALL Climb checklist ACTION Complete Climb checklist CALL Climb checklist complete ...

Page 190: ...r Beyond Midpoint for NDB Approach CALL _____ degrees off course right left and increasing holding decreasing CALL Correcting VAP ____________ CALL Speed plus or minus _____ knots and increasing holding decreasing CALL Correcting At or Below VREF CALL VREF or VREF minus _____ knots below VREF CALL Correcting Descent is 200 FPM of Briefed Rate CALL Sink _____ amount hundred and increasing holding d...

Page 191: ...ON Complete Approach checklist CALL Approach checklist complete Downwind CALL Flaps APPROACH CALL Flaps selected APPROACH When flaps indicate APPROACH Flaps indicate APPROACH CALL Gear down Before landing checklist CALL Gear selected down When gear indicates down Gear indicates down ACTION Complete Before Landing checklist except for full flaps and yaw damper CALL Airspeed with relation to VREF an...

Page 192: ...ses Citation Bravo September 2005 Visual Traffic Patterns continued At 1 000 ft Above Airport Surface CALL 1 000 ft AGL CALL Check At 500 ft Above Airport Surface CALL 500 ft AGL CALL Check At 200 ft Above Airport Surface CALL 2500 ft AGL CALL Check ...

Page 193: ...Reference Landing Assured CALL Going visual Land Flaps LAND CALL Flaps selected LAND When flaps indicate LAND Flaps indicate LAND ACTION Push autopilot and trim disconnect switch ACTION Continue with n speed check n vertical speed check n callouts n gear down verification n flap verification CALL Autopilot yaw damper off CALL Final gear and flaps recheck Before Landing checklist complete At 100 ft...

Page 194: ...CAE SimuFlite 3C 32 Developed for Training Purposes Citation Bravo March 2009 ...

Page 195: ... 3D 1 October 2013 Maneuvers This chapter presents descriptions of various maneuvers and tech niques applicable to normal and single engine operations The second part of this chapter contains pictorial examples of selected maneuvers Chapter 3D ...

Page 196: ...3D 2 For Training Purposes Only Citation Bravo October 2013 ...

Page 197: ...Turbulent Air Penetration 3D 10 Operation in Icing Conditions 3D 10 Inflight Procedures 3D 11 Speedbrake Deployment 3D 11 Change of Airspeed 3D 11 Steep Turns 3D 11 Stall Recognition and Recovery 3D 11 Stall Recovery Template 3D 12 Maneuver Based Approach to Stalls 3D 13 Scenario Based Approach to Stalls 3D 14 Unusual Attitudes 3D 15 Recovery from Nose High Attitude 3D 15 Recovery from Nose Low At...

Page 198: ...roach Balked Landing 3D 20 Go Around Procedure 3D 20 After a Missed Approach Proceeding for Another Approach 3D 21 After a Missed Approach Departing Area 3D 21 Circling Approach 3D 21 Landing 3D 22 Thrust Reversers 3D 22 Crosswind 3D 22 Touch and Go Landings 3D 22 Contaminated Runways 3D 22 After Landing 3D 23 Single Engine Operation 3D 25 Engine Failure After V1 Takeoff Continued 3D 25 Single Eng...

Page 199: ...39 Typical Precision Approach ILS and landing 3D 41 Single Engine ILS Approach and Landing 3D 43 Typical Non Precision Approach and landing 3D 45 Single Engine Non Precision Approach and landing 3D 47 Go Around Missed Approach 3D 49 Visual Approach Balked Landing 3D 51 Circling Approach 3D 53 Single Engine Go Around Missed Approach 3D 55 Flap Inoperative Approach and Landing Zero Flap Approach and...

Page 200: ...3D 6 For Training Purposes Only Citation Bravo October 2013 ...

Page 201: ...evations the aircraft may accelerate easily at idle power it is easy to generate taxi speeds much higher than desired If it is necessary to make a sharp turn after moving from the parking spot maintain above idle power until suf ficient speed is gained to complete the turn with idle thrust The addi tional speed prevents the aircraft from stopping during the turn and then requiring excess thrust to...

Page 202: ...take off rotation Rolling Takeoff A rolling takeoff may be accom plished when actual runway length adequately exceeds takeoff field length and obstacle clearance is not a factor Once the aircraft is aligned with the runway apply the brakes and advance the throttles to 80 Release the brakes and adjust power to the takeoff N1 setting prior to 60 KIAS The AFM takeoff field length data and takeoff N1 ...

Page 203: ...le fan speed and dictates close monitoring of ITT and RPM limits Observe the differential pressure cabin altitude and cabin vertical speed gauges for proper operation and comfort rate Periodic checks of time to climb remaining cabin alti tude and rate of cabin ascent provide required information to determine nec essary adjustments A thorough under standing of the DIFF PRESS CABIN ALT gauge aids th...

Page 204: ...aged to reduce yaw roll oscillations 7 If turbulence is penetrated with the autopilot on engage the Soft Ride mode Turn off the Altitude Speed or Vertical Speed Hold mode Operation in Icing Conditions The engine and windshield anti ice systems prevent the accumulation of icing they should be turned on prior to encountering such conditions Turning on the wing inspection light left wing illuminates ...

Page 205: ...pon reaching desired airspeed retract the speedbrakes Smoothly coordinate all power and flight control inputs to maintain desired heading airspeed and alti tude Speedbrakes may also be used to control airspeed during inflight operation of the engine anti ice when higher than normal engine power settings are required Steep Turns Refer to the profile on page 3D 37 Steep turns e g 45 bank confirm the...

Page 206: ...l or high structural loads 3 Bank Wings Level Note This orients the lift vector for recovery 4 Thrust As Needed Note During a stall recovery maximum thrust is not always needed A stall can occur at high thrust or at idle thrust Therefore the thrust is to be adjusted accordingly during the recovery For airplanes with engines installed below the wing applying maximum thrust may create a strong nose ...

Page 207: ...en the indicator approaches the red band At the first evidence of a stall i e airframe buffet or stick shaker whichever occurs first simultaneously accomplish the following 1 Autopilot OFF 2 Pitch Reduce angle of attack trim as necessary 3 Bank Level the wings 4 Throttles Set takeoff power 5 Speedbrakes Spoilers Retract 6 Regain control of aircraft and recover to maneuvering speed and flight path ...

Page 208: ... High Altitude The pilot will recognize the stall warning and immediately perform the stall recovery procedure The pilot should also demonstrate will ingness to trade altitude for airspeed to accomplish an expeditious recov ery from a stall event Refer to profile on page 3D 47 1 Altitude FL 370 2 Level Flight 3 Flaps Up 4 Landing Gear Up 5 Autopilot Engage 6 Thrust Reduce to less than ade quate fo...

Page 209: ...itive recovery from the aerody namic stall or approach to stall takes precedence over minimizing alti tude loss Unusual Attitudes A number of causes e g jet upset failed attitude references autopilot malfunction pilot incapacitation may result in unusual attitudes Prior to executing the proper recovery confirm the unusual attitude by cross checking the attitude indicators altimeters vertical speed...

Page 210: ...e command bar s displays computed i e trend information only Monitor warning lights for indication of a malfunction If the computer is not working properly erroneous information may be presented Instrument Approach Considerations Several factors should be considered prior to commencing an approach in a high performance jet aircraft The pilot must have a thorough knowl edge of the destination and a...

Page 211: ...than the visibility prescribed in the standard instrument approach pro cedure being used Additional Instrument Systems The following additional equipment is available on most aircraft and should be set according to company SOP radio altimeter terrain advisory voice encoding altimeter vertical navigation computer con troller VNAV long range navigation equipment Normal Descent Condensation Precautio...

Page 212: ...ed and ATC contacted for assistance and instructions The PM should monitor the descent progress establish the minimum altitude for terrain avoidance and complete the checklists on command VFR Traffic Pattern Traffic pattern altitude for jets nor mally is 1 500 ft AGL In clean con figuration slow to a minimum of VREF 30 The target power setting is approximately 60 N1 Initiate the Before Landing che...

Page 213: ...educe power slightly to ensure crossing the runway threshold at VREF wind factor Disengage the autopilot yaw damper to complete the Before Landing checklist Typical Non Precision Approach and Landing Refer to the profile on page 3D 47 When established on the inbound course to the FAF perform the fol lowing 1 Set flaps to T O APPR and ini tiate the Before Landing checklist 2 Adjust airspeed to VREF...

Page 214: ...s bring the nose wheel in firm contact with the runway and use speedbrakes and thrust reversers as normal to slow the aircraft However use a pro nounced forward pressure on the control wheel when deploying the trust reversers to prevent the aircraft nose from pitching up Allowing the nose to pitch up could result in the aircraft lifting off the runway with the reversers deployed at danger ously lo...

Page 215: ...cklist 3 Follow normal climbout proce dures Circling Approach Refer to the profile on page 3D 55 A circling approach is an instrument approach requiring a heading change of 30 or more to align the aircraft with the landing runway Once visual conditions are reached the circling approach is a modified ver sion of the VFR traffic pattern Turbulence strong winds poor visi bility and low maneuvering al...

Page 216: ...pproach or the wing down method may be used Do not allow the aircraft to float with power off prior to touchdown Fly to touchdown with little if any flare Deploy speedbrakes on touch down Follow through the landing roll with ailerons into the wind The aileron rudder interconnect can be overridden with input forces Use nosewheel steering and differential braking for directional control Touch and Go...

Page 217: ...SI and main gear tire pressure is 132 5 PSI Assuming the pressures are 132 and 120 PSI the following speeds are applicable for takeoff the main wheel Vh is 103 KIAS and the nose wheel Vh is 99 KIAS For landing this speed range is decreased to 88 KIAS for the main tires and 85 KIAS for the nose wheel If braking action is started while the tires are hydroplaning the condition can continue to a much ...

Page 218: ...3D 24 For Training Purposes Only Citation Bravo October 2013 ...

Page 219: ...tially the same as an approach with both engines operating On final approach however do not lower full flaps until landing is assured Up to the final descent point the air craft is configured normally with the previously recommended speeds flown for each configuration A sin gle engine thrust setting is approxi mately 10 higher than comparable two engine settings Extend full flaps when runway prox ...

Page 220: ... to FD command bars approximately 12 nose up as commanded by the flight director and retract the flaps to T O APPR normally the flaps are not extended beyond the approach set ting until landing is assured As thrust is increased anticipate and apply rudder pressure as required to counter yaw Maintain the go around pitch atti tude and minimum airspeed of VAPP Retract the landing gear when a pos itiv...

Page 221: ...akeoff Engine Failure after V1 Takeoff Continued Steep Turns Maneuver Based Approach to Stalls Scenario Based Approach to Stalls Typical Precision Approach ILS and Landing Single Engine ILS Approach and Landing Typical Non Precision Approach and Landing Single Engine Non Precision Approach and Landing Go Around Missed Approach Visual Approach Balked Landing Circling Approach Single Engine Go Aroun...

Page 222: ...Citation Bravo For Training Purposes Only 3D 28 October 2013 ...

Page 223: ...Maneuvers Citation Bravo For Training Purposes Only 3D 29 October 2013 Normal Static or Rolling Takeoff ...

Page 224: ...Maneuvers 3D 30 For Training Purposes Only Citation Bravo October 2013 Normal Static or Rolling Takeoff 3D 29 ...

Page 225: ...Maneuvers Citation Bravo For Training Purposes Only 3D 31 October 2013 Rejected Takeoff ...

Page 226: ...Maneuvers 3D 32 For Training Purposes Only Citation Bravo October 2013 Rejected Takeoff 3D 31 ...

Page 227: ...Maneuvers Citation Bravo For Training Purposes Only 3D 33 October 2013 Engine Failure Above V1 ...

Page 228: ...Maneuvers 3D 34 For Training Purposes Only Citation Bravo October 2013 Engine Failure Above V1 3D 33 ...

Page 229: ...Maneuvers Citation Bravo For Training Purposes Only 3D 35 October 2013 Steep Turns ...

Page 230: ...Maneuvers 3D 36 For Training Purposes Only Citation Bravo October 2013 Steep Turns 3D 35 ...

Page 231: ...Maneuvers Citation Bravo For Training Purposes Only 3D 37 October 2013 Maneuver Based Approach to Stalls ...

Page 232: ...Maneuvers 3D 38 For Training Purposes Only Citation Bravo October 2013 3D 37 ...

Page 233: ...Maneuvers Citation Bravo For Training Purposes Only 3D 39 October 2013 Scenario Based Approach to Stalls ...

Page 234: ...Maneuvers 3D 40 For Training Purposes Only Citation Bravo October 2013 3D 39 ...

Page 235: ...Maneuvers Citation Bravo For Training Purposes Only 3D 41 October 2013 Typical Precision Approach and Landing ...

Page 236: ...Maneuvers 3D 42 For Training Purposes Only Citation Bravo October 2013 Typical Precision Approach and Landing 3D 41 ...

Page 237: ...Maneuvers Citation Bravo For Training Purposes Only 3D 43 October 2013 Single Engine Precision Approach and Landing ...

Page 238: ...Maneuvers 3D 44 For Training Purposes Only Citation Bravo October 2013 Single Engine Precision Approach and Landing 3D 43 ...

Page 239: ...Maneuvers Citation Bravo For Training Purposes Only 3D 45 October 2013 Typical Non Precision Approach and Landing ...

Page 240: ...Maneuvers 3D 46 For Training Purposes Only Citation Bravo October 2013 Typical Non Precision Approach and Landing 3D 45 ...

Page 241: ...Maneuvers Citation Bravo For Training Purposes Only 3D 47 October 2013 Single Engine Non Precision Approach and Landing ...

Page 242: ...Maneuvers 3D 48 For Training Purposes Only Citation Bravo October 2013 Single Engine Non Precision Approach and Landing 3D 47 ...

Page 243: ...Maneuvers Citation Bravo For Training Purposes Only 3D 49 October 2013 Go Around Missed Approach ...

Page 244: ...Maneuvers 3D 50 For Training Purposes Only Citation Bravo October 2013 Go Around Missed Approach 3D 49 ...

Page 245: ...Maneuvers Citation Bravo For Training Purposes Only 3D 51 October 2013 Visual Approach Balked Landing ...

Page 246: ...Maneuvers 3D 52 For Training Purposes Only Citation Bravo October 2013 Visual Approach Balked Landing 3D 51 ...

Page 247: ...Maneuvers Citation Bravo For Training Purposes Only 3D 53 October 2013 Circling Approach ...

Page 248: ...Maneuvers 3D 54 For Training Purposes Only Citation Bravo October 2013 Circling Approach 3D 53 ...

Page 249: ...Maneuvers Citation Bravo For Training Purposes Only 3D 55 October 2013 Single Engine Go Around Missed Approach ...

Page 250: ...Maneuvers 3D 56 For Training Purposes Only Citation Bravo October 2013 Single Engine Go Around Missed Approach 3D 55 ...

Page 251: ...Maneuvers Citation Bravo For Training Purposes Only 3D 57 October 2013 Flaps Inoperative Approach and Landing ...

Page 252: ...Maneuvers 3D 58 For Training Purposes Only Citation Bravo October 2013 Flap Inoperative Approach and Landing 3D 57 ...

Page 253: ...t activities that occurs prior to each flight This chapter provides instruction in flight planning and parallels ground school instruction Charts needed for any computations appear opposite the proce dural steps While arm is read in inches and moment is read in inch pounds the notations inches or in lbs are omitted Chapter 4 ...

Page 254: ...4 2 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 255: ...Consumption 4 20 True Airspeed and Fuel Flow 4 22 Cruise Groundspeed 4 22 Time at Cruise 4 22 Cruise Fuel 4 24 Total Time Enroute 4 26 Fuel Required Enroute 4 26 Alternate Leg Computations 4 26 Reserve Fuel 4 32 Total Fuel and Time 4 32 Weight and Balance 4 33 Takeoff and Landing Weight Determination 4 36 Basic Empty Weight and Moment 4 38 Payload Weight and Moment 4 40 Zero Fuel Weight and Moment...

Page 256: ...ight Path 4 76 Available vs Required Field Length 4 78 Emergency Return 4 78 Takeoff Thrust Setting 4 80 Normal Climb Cruise Thrust Setting 4 80 Single Engine Enroute Thrust Setting 4 80 Gross Weight at Destination 4 82 Crosswind Component at Destination 4 82 Maximum Allowable Landing Weight 4 84 Landing Distance and Approach Speeds 86 Takeoff Go Around Thrust Setting 4 88 Supplemental Information...

Page 257: ...mpossible with the planned passenger and fuel load The performance tables require that the planned altitude and approximate aircraft weight be known Aircraft weight decreases as fuel is consumed and can be estimated by scheduling 1 400 lbs for the first hour and 1 000 lbs for each subsequent hour In real world situations the estimated fuel required must be modi fied for known delays e g weather di...

Page 258: ...4 6 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 259: ... OR 15 OAT 20 C Pressure Altitude 2 000 FT Runway Winds 190 15 KTS Obstacle 325 FT HIGH AT 4 800 FT FROM DEPARTURE END OF RUNWAY Enroute Cruising Altitude 39 000 FT Temperature ISA Headwind Component 50 KTS Distance to Destination 800 NM Arrival Runway Length 6 000 FT Runway Gradient 2 Runway Heading 140 Anti Ice OFF Anti Skid ON OAT 25 C Pressure Altitude 1 000 FT Runway Winds 130 20 KTS Alternat...

Page 260: ...4 8 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 261: ...onditions If the fuel required is in excess of fuel available or if fuel reserves are inadequate it may be advantageous to utilize one of the more economical cruise airspeed profiles and repeat the flight planning process Specific data are presented in the Perfor mance section of this chapter for separate computation of the climb cruise and descent phases If taxi time is known 10 lbs min fuel flow...

Page 262: ...4 10 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 263: ...t and read the figure for fuel flow 1 432 lbs hr 100 NM divided by 362 0 276 rounded up to 0 28 hrs or 17 minutes then times 1 432 lbs hr fuel flow 395 5 lbs or 396 lbs So the alternate time calculates to 0 82 0 28 0 54 hrs or 33 minutes fuel calculates to 1 215 200 396 619 lbs Add these results to the original destination figures for a total to alternate of 2 902 lbs 619 lbs 3 521 lbs and 2 76 hr...

Page 264: ...for Training Purposes Citation Bravo September 2005 CAE SimuFlite Maximum Cruise Thrust Ignition System 19 000 Feet 19 000 Feet Conditions Cruise 85 1 N1 Conditions Anti ice Systems OFF Two Engines Operating 4 1A 4 1B ...

Page 265: ...fter establishing the approximate fuel and time requirements for the trip determine the approximate gross takeoff weight In this example there are no unusual conditions e g distance elevation climb gradient requirements airport ambient temperatures runway lengths A takeoff weight of 14 800 lbs is desired the additional weight above the basic empty weight payload and minimum fuel requirement is com...

Page 266: ...red are 24 minutes 116 NM and 596 lbs respectively 3 Next adjust the time fuel and distance numbers for the departure from an airport at 2 000 ft pressure altitude Using approximately 40 of the numbers for climb to 5 000 ft results in 1 minute 2 NM and 25 lbs respectively Subtracting these numbers from the climb figures results in adjusted figures of 23 minutes 114 NM and 571 lbs of fuel 4 To dete...

Page 267: ...t Planning Citation Bravo Developed for Training Purposes 4 15 September 2005 Cruise Climb Time Distance Fuel and Rate of Climb CONDITIONS Speed 220 KIAS Pressure Altitude SEA LEVEL Anti Ice Systems OFF 4 2 ...

Page 268: ...right to obtain the time and fuel used in the descent 19 5 minutes and 195 lbs respectively 3 Determine the descent distance Interpolation for 20 kts i e 40 of the cruise headwind of 50 kts yields 90 NM Cruise Distance Determine the distance covered at cruising altitude by subtracting the climb and descent distances from the total distance The climb distance previously determined is 104 NM The des...

Page 269: ... Purposes 4 17 September 2005 Normal Descent 2 000 FPM CONDITIONS Speedbrakes RETRACTED Anti ice Systems OFF Gear UP Fuel Consumption 600 LBS HR Flaps UP 300 LBS HR ENGINE When the anti ice systems are ON decrease 6 Time and fuel used remain the same 4 3 ...

Page 270: ... 14 500 lbs and ISA 2 Move to the right to read the fan setting 84 4 N1 3 Move to the right to the forecast cruise wind column 50 kts head wind and read the specific range in nautical miles 100 lbs fuel 40 3 NOTE General practice is the usage of maximum cruise thrust unless total range required dictates a more fuel efficient power set ting The cost saved in fuel burned on a long range cruise is mo...

Page 271: ...Flight Planning Citation Bravo Developed for Training Purposes 4 19 September 2005 Cruise 39 000 Feet CONDITIONS Anti ice Systems OFF Two Engines Operating 4 4 ...

Page 272: ...4 kts Cruise Groundspeed Determine the groundspeed by adding subtracting the forecast cruise wind to from the true airspeed Because a 50 kt headwind is forecast the groundspeed is 324 kts 374 minus 50 equals 324 Time at Cruise Find the time at cruise by dividing cruise distance by the computed groundspeed The cruise distance was previously determined to be 606 NM and the groundspeed is 324 kts 606...

Page 273: ...Flight Planning Citation Bravo Developed for Training Purposes 4 21 September 2005 Cruise 39 000 Feet CONDITIONS Anti ice Systems OFF Two Engines Operating 4 5 ...

Page 274: ...n aircraft weight of 14 229 lbs minus 917 lbs fuel is 13 312 lbs To determine second hour fuel consumption perform the following 1 Enter the table at the weight of the aircraft at the beginning of the second hour 13 312 lbs For this example use the next highest weight or 13 500 lbs 2 Move to the right to read temperature fan RPM and fuel flow The temperature is 57 C the fan setting is 90 0 and the...

Page 275: ...Flight Planning Citation Bravo Developed for Training Purposes 4 23 September 2005 Cruise 39 000 Feet CONDITIONS Anti ice Systems OFF Two Engines Operating 4 6 ...

Page 276: ...limb and 19 000 Feet Cruise tables to determine the fuel required to the alternate airport Assume a zero headwind Descent distance is the key to establishing the altitude for cruise and for beginning the descent to the alternate Compute the climb and cruise segments of the alternate leg after determining the altitude from which the descent begins When an alternate is 100 NM or less from the primar...

Page 277: ...the figures for 39 NM 2 Move to the left to the edge of the table to determine the altitude at which to begin the descent the descent time and the descent fuel Interpolate as required Because an odd altitude is appropriate for the leg 39 NM and 19 000 ft are chosen The time required is 9 5 minutes and the fuel used is 95 lbs Normal Descent 2000 FPM CONDITIONS Speedbrakes RETRACTED Anti Ice Systems...

Page 278: ... the alternate cruise altitude 19 000 ft 1 Enter the table at the appropriate weight for the alternate leg altitude 19 000 ft and move down to the data block opposite the correct ISA value ISA Because the 14 800 lbs takeoff weight minus the 2 487 lbs enroute fuel weight is 12 313 lbs interpolate between 12 000 lbs and 13 000 lbs 2 Read the data block The figures for the alternate climb are 6 minut...

Page 279: ...t Planning Citation Bravo Developed for Training Purposes 4 27 September 2005 Cruise Climb Time Distance Fuel and Rate of Climb CONDITIONS Speed 220 KIAS Pressure Altitude SEA LEVEL Anti ice Systems OFF 4 8 ...

Page 280: ... to the alternate Interpolate as required 1 Enter the table from the left with the appropriate aircraft weight 12 313 lbs and fan speed 81 1 N1 RPM 2 Read the true airspeed 333 KIAS 3 Compute time at cruise by dividing the cruise distance by the groundspeed The 38 NM cruise distance divided by 333 equals a cruise time of 0 1141 hrs or 7 minutes 4 Read the fuel flow 1 234 lbs hr 5 Compute fuel cons...

Page 281: ...Flight Planning Citation Bravo Developed for Training Purposes 4 29 September 2005 Cruise 19 000 Feet CONDITIONS Anti ice Systems OFF Two Engines Operating 4 9 ...

Page 282: ...000 lbs and a 79 8 fan RPM the fuel flow is 1 189 lbs hr 3 Compute 75 of the obtained value for the 45 minute reserve The reserve fuel is 75 of 1 189 lbs or 892 lbs Another way to estimate reserve fuel is to use a recommended quantity of 900 lbs This represents a safe and realistic fuel reserve For this example however use the computed figure of 892 lbs Total Fuel and Time The total fuel required ...

Page 283: ...Flight Planning Citation Bravo Developed for Training Purposes 4 31 September 2005 Cruise 19 000 Feet CONDITIONS Anti ice Systems OFF Two Engines Operating 4 10 ...

Page 284: ...4 32 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 285: ...oses 4 33 September 2005 Weight and Balance Precise weight and balance computations are essential elements of flight planning Accuracy of these computations helps to ensure a safe flight This section reviews the procedures for computing weight and balance data ...

Page 286: ...associated speeds and flight paths Figures 4 11 and 4 12 illustrate the steps to determine the appropriate weights Flight Planning Limit Takeoff weight is limited by the most restrictive of n maximum certified takeoff weight n maximum takeoff weight per mitted by climb requirements n takeoff field length Landing weight is limited by the most restrictive of n maximum certified landing weight n maxi...

Page 287: ...rected information Assume that the basic empty weight is 8 850 lbs with a moment of 26 173 88 in lbs 100 Next determine the aircraft s Center of Gravity CG for basic empty weight Divide moment by weight to derive the CG arm Then because moment is divided by 100 to simplify computations multiply by 100 to yield the aircraft s Center of Gravity in inches 26 173 88 divided by 8 850 then multiplied by...

Page 288: ...O MAXIMUM STRUCTURAL WEIGHT LIMITS YES NO TAKEOFF SPEEDS AND POWER SETTING COMPARE AND SELECT LOWEST WEIGHT MEETS SIMPLIFIED TAKEOFF CRITERIA FINISHED ANTI ICE RUNWAY GRADIENT TAKEOFF CORRECTION FACTORS AIRCRAFT WT RUNWAY CONDITION LENGTH ATMOSPHERIC CONDITIONS OBSTACLE CLEARANCE REQUIRED GRADIENT COMPUTED VS NET CLIMB GRADIENT TAKEOFF FIELD LENGTH YES ANTI ICE ON OR OFF ANTI ICE ON OR OFF V1 VR V...

Page 289: ... LANDING WEIGHT Do not exceed maximum landing weight of 13 500 pounds Airplane CG _______ 295 75 4 13 PAYLOAD COMPUTATION S ITEM ARM WEIGHT MOMENT INCHES POUNDS 100 OCCUPANTS PILOT 131 0 COPILOT 131 0 SEAT 3 SEAT 4 SEAT 5 SEAT 6 SEAT 7 SEAT 8 SEAT __ SEAT __ TOILET BAGGAGE NOSE 74 0 AFT CABIN TAILCONE 414 0 442 0 CABINET CONTENTS PAYLOAD Subtotal Airplane CG MOMENT 100 X 100 WEIGHT Totals must be ...

Page 290: ...lumn to obtain the moment Assume the crew passenger baggage and equipment load shown in Table 4 A Table 4 A Crew Passenger Baggage Equipment Weights and Moments 3 Add all weights and moments to arrive at total payload figures Transfer the information to the appropriate columns and rows of the loading schedule Figure 4 15 Weight Moment Baggage 160 371 80 Crew 360 471 05 Passengers 1 030 2 680 05 Ca...

Page 291: ...8 850 lbs adding the 1 600 lb payload to this figure yields a zero fuel weight of 10 450 lbs Adding the moments for the basic empty weight 26 173 88 and the payload 3 604 33 yields the zero fuel weight moment of 29 778 21 Dividing the zero fuel weight moment 29 778 21 by the zero fuel weight 10 450 lbs derives the CG arm Then multiply the result by 100 to yield the aircraft s Center of Gravity in ...

Page 292: ... zero fuel weight of 11 300 pounds Airplane CG ______ _ 4 FUEL LOADIN G 5 RAMP WEIGHT sub total Do not exceed maximum ramp weight of 15 000 pounds Airplane CG _______ 6 LESS FUEL FOR TAXIING 7 TAKEOFF WEIGHT Do not exceed maximum takeoff weight of 14 800 pounds Airplane CG _______ 8 LESS FUEL TO DESTINATION 9 LANDING WEIGHT Do not exceed maximum landing weight of 13 500 pounds Airplane CG _______ ...

Page 293: ...284 95 4 FUEL LOADING 5 RAMP WEIGHT sub total Do not exceed maximum ramp weight of 15 000 pounds Airplane CG _______ 6 LESS FUEL FOR TAXIING 7 TAKEOFF WEIGHT Do not exceed maximum takeoff weight of 14 800 pounds Airplane CG _______ 8 LESS FUEL TO DESTINATION 9 LANDING WEIGHT Do not exceed maximum landing weight of 13 500 pounds Airplane CG _______ Airplane CG MOMENT 100 X 100 WEIGHT Totals must be...

Page 294: ...2 700 1976 20 800 2260 48 900 2544 92 1000 2829 54 1100 3114 34 1200 3399 34 1300 3684 54 1400 3969 95 1500 4255 56 1600 4541 34 1700 4827 34 1800 5113 50 1900 5399 84 2000 5686 38 2100 5973 10 2200 6260 01 2300 6547 09 2400 6834 36 2500 7121 76 WEIGHT MOMENT 100 POUNDS ARM VARIES INCH POUNDS WEIGHT MOMENT 100 POUNDS ARM VARIES INCH POUNDS 2600 7409 31 2700 7696 96 2800 7984 76 2900 8272 70 3000 8...

Page 295: ...284 95 4 FUEL LOADING 4 550 13 049 94 5 RAMP WEIGHT sub total Do not exceed maximum ramp weight of 15 000 pounds Airplane CG _______ 6 LESS FUEL FOR TAXIING 7 TAKEOFF WEIGHT Do not exceed maximum takeoff weight of 14 800 pounds Airplane CG _______ 8 LESS FUEL TO DESTINATION 9 LANDING WEIGHT Do not exceed maximum landing weight of 13 500 pounds Airplane CG _______ Airplane CG MOMENT 100 X 100 WEIGH...

Page 296: ...Weight 10 450 lbs Fuel Load 4 550 RAMP WEIGHT 15 000 lbs Zero Fuel Weight Moment 29 778 21 in lbs 100 Fuel Load 13 049 94 RAMP WEIGHT MOMENT 42 828 15 in lbs 100 Determine ramp weight CG by dividing the ramp weight moment 42 828 15 by the ramp weight 15 000 then multiplying the result by 100 to yield the Center of Gravity in inches 285 52 Note that you do not have to enter the Center of Gravity Li...

Page 297: ... FUEL LOADING 4 550 13 049 94 5 RAMP WEIGHT sub total Do not exceed 15 000 42 828 15 maximum ramp weight of 15 000 pounds Airplane CG 285 52 6 LESS FUEL FOR TAXIING 7 TAKEOFF WEIGHT Do not exceed maximum takeoff weight of 14 800 pounds Airplane CG _______ 8 LESS FUEL TO DESTINATION 9 LANDING WEIGHT Do not exceed maximum landing weight of 13 500 pounds Airplane CG _______ Airplane CG MOMENT 100 X 1...

Page 298: ... 800 lbs 15 000 minus 200 The takeoff moment is 42 247 84 42 828 15 minus 580 31 4 Record this information on the loading schedule Figure 4 21 Fuel Moment Table 4 20 100 280 18 200 559 80 300 841 84 400 1124 81 500 1408 29 600 1692 12 700 1976 20 800 2260 48 900 2544 92 1000 2829 54 1100 3114 34 1200 3399 34 1300 3684 54 1400 3969 95 1500 4255 56 1600 4541 34 1700 4827 34 1800 5113 50 1900 5399 84...

Page 299: ...4 550 13 049 94 5 RAMP WEIGHT sub total Do not exceed 15 000 42 828 15 maximum ramp weight of 15 000 pounds Airplane CG 285 52 6 LESS FUEL FOR TAXIING 200 580 31 7 TAKEOFF WEIGHT Do not exceed maximum 14 800 42 247 84 takeoff weight of 14 800 pounds Airplane CG _______ 8 LESS FUEL TO DESTINATION 9 LANDING WEIGHT Do not exceed maximum landing weight of 13 500 pounds Airplane CG _______ Airplane CG ...

Page 300: ...h more accurate method to determine whether the proposed flight is within CG limits 1 Divide the total moment by the total weight to derive the CG arm Multiply the result by 100 to derive the actual Center of Gravity in inches When 42 247 84 is divided by 14 800 the result is 2 85458 Multiplying this by 100 results in 285 46 inches 2 Reenter the chart from the bottom at this number 285 46 and move...

Page 301: ...Flight Planning Citation Bravo Developed for Training Purposes 4 49 September 2005 Center of Gravity Limits 4 22 42 248 84 14 800 lbs 285 46 ...

Page 302: ... 1 Determine the landing weight moment by subtracting the difference between the takeoff and landing fuel moments 7 175 74 from the takeoff weight moment 42 247 84 The landing moment is 35 072 10 2 Record this information on the loading schedule Figure 4 24 Fuel Moment Table 100 280 18 200 559 80 300 841 84 400 1124 81 500 1408 29 600 1629 12 700 1976 20 800 2260 48 900 2544 92 1000 2829 54 1100 3...

Page 303: ...5 RAMP WEIGHT sub total Do not exceed 15 000 42 828 15 maximum ramp weight of 15 000 pounds Airplane CG 285 52 6 LESS FUEL FOR TAXIING 200 580 31 7 TAKEOFF WEIGHT Do not exceed maximum 14 800 42 247 84 takeoff weight of 14 800 pounds Airplane CG 285 46 8 LESS FUEL TO 2 487 7 175 74 DESTINATION 9 LANDING WEIGHT Do not exceed maximum 12 313 35 072 10 landing weight of 13 500 pounds Airplane CG _____...

Page 304: ... limits using the more accurate technique 1 Divide the landing moment 35 072 1 by the landing weight 12 313 lbs to derive the CG arm Multiply the result by 100 to derive the actual Center of Gravity in inches When 35 072 1 is divided by 12 313 the result is 2 84837 Multiplying this by 100 and rounding the result up yields 284 84 inches 2 Reenter the chart from the bottom at this number 284 84 and ...

Page 305: ...Flight Planning Citation Bravo Developed for Training Purposes 4 53 September 2005 Center of Gravity Limits 4 25 35 072 10 12 313 LBS 284 84 ...

Page 306: ...IGHT sub total Do not exceed 15 000 42 828 15 maximum ramp weight of 15 000 pounds Airplane CG 285 52 6 LESS FUEL FOR TAXIING 200 580 31 7 TAKEOFF WEIGHT Do not exceed maximum 14 800 42 247 84 takeoff weight of 14 800 pounds Airplane CG 285 46 8 LESS FUEL TO 2 487 7 175 74 DESTINATION 9 LANDING WEIGHT Do not exceed maximum 12 313 35 072 10 landing weight of 13 500 pounds Airplane CG 284 84 Airplan...

Page 307: ...r was retracted when a positive climb rate was estab lished at or above 35 ft AGL n V2 was maintained from the 35 foot point above the runway to 400 ft AGL n The aircraft then accelerated to V2 10 KIAS at which time the flaps were retracted and the acceleration continued to VENR The climb continued to 1 500 ft AGL n The brake anti skid system was on during all tests Accelerate stop distance The di...

Page 308: ...a tion tests This is not limiting The demonstrated velocity for an aircraft using thrust reversers is 23 kts Engine out accelerate go distance See also Accelerate go dis tance The horizontal distance from brake release to the point at which the aircraft attains a height of 35 ft above the runway surface on a take off during which an engine fails at V1 and the takeoff is continued Gross climb gradi...

Page 309: ... during all tests n Speedbrakes and thrust reversers were not used Mach number The ratio of true airspeed to the speed of sound Net climb gradient The gross climb gradient reduced by 0 8 dur ing the takeoff phase and 1 1 during enroute This conservatism is required by FAR 25 for terrain clearance determination to account for variables encountered in service OAT Outside Air Temperature or Ambient A...

Page 310: ...ps and landing gear up It is also commonly defined as the Single Engine Go Around Target Speed similar to V2 during takeoff VENR Single engine enroute climb speed VENR is also the best sin gle engine rate of climb speed altitude vs time and may be used as the single engine driftdown speed VFR Flap retract speed minimum which equals V2 10 VFE Maximum flap extended speed The highest speed permissibl...

Page 311: ...aft is controllable VSB Maximum operating speed with speedbrakes extended VSO Stalling speed or the minimum steady flight speed in the landing configuration VS1 Stalling speed or the minimum steady flight speed obtained in a specific configuration VZF Zero flap maneuvering speed Equivalent to VREF 27 KIAS V1 Takeoff decision speed critical engine failure recognition speed The distance to continue ...

Page 312: ...4 60 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 313: ...ff Weight n FLAPS Takeoff Flap Setting n T O POWER N1 Takeoff Power Setting n CLIMB POWER N1 Normal Climb Cruise Thrust Setting n RWY RQD Compute Takeoff Field Length n RETURN VREF Emergency Return VREF n CLEARANCE The Approach side of the card provides spaces for the following infor mation n ATIS n VREF Landing Configuration 50 Foot Point Speed n VAP Approach Target Speed VREF 10 Wind Factor n VZ...

Page 314: ... determine the wind component at takeoff 1 First determine the angle between the runway heading and the fore cast wind direction With a runway heading of 170 and a forecast wind from 190 the resultant angle is 20 2 Plot the point at which the forecast wind velocity 15 kts intersects the angular difference between the runway heading and the forecast wind direction 20 3 Move left to the edge of the ...

Page 315: ...Flight Planning Citation Bravo Developed for Training Purposes 4 63 September 2005 Crosswind Component 4 27 14 KTS 5 KTS ...

Page 316: ...orter with the flaps set at 15 however the climb gradient is less than for a flaps 0 takeoff Use the tables for flaps 0 and 15 and 2 000 ft pressure altitude to determine the maximum weight permitted by climb requirements using either flap setting 1 Enter the appropriate altitude block 2 000 ft from the left at the ambient temperature 20 2 Read the maximum takeoff weight permitted by climb require...

Page 317: ...IONS Anti ice Systems OFF Flaps 0 Where conditions allow for 0 or 15 setting 15 flap setting is desired for the shorter takeoff distance Maximum Takeoff Weight Pounds Permitted by Climb Requirements CONDITIONS Anti ice Systems OFF Flaps 15 Where conditions allow for 0 or 15 setting 15 flap setting is desired for the shorter takeoff distance 4 28 4 29 ...

Page 318: ...he VR V2 columns Read the required VR and V2 For flaps 0 VR is 117 KIAS and V2 is 129 KIAS For flaps 15 VR is 113 KIAS and V2 is 119 KIAS 4 To determine VFR add 10 kts to V2 For flaps 0 VFR is 139 KIAS For flaps 15 VFR is 129 5 Read the value for VENR at the top of the weight block 150 KIAS for both 6 Enter the correct V speeds and required runway length on the TOLD card 7 Check the Takeoff Correc...

Page 319: ...ical distance i e rise divided by the horizontal distance i e run and expressed in percent For example if an aircraft climbs 50 ft for every 1 000 ft covered horizontally it has a 5 0 climb gradient The point at which the aircraft reaches 35 ft above the runway surface is called reference zero Reference zero has two factors its distance from brake release i e takeoff field length and its height ab...

Page 320: ...F Runway Gradient ZERO Altitude 2 000 FT Inoperative Engine WINDMILLING AFTER V1 Altitude 2 000 FT Inoperative Engine WINDMILLING AFTER V1 Speedbrakes RETRACTED Operative Engine TAKEOFF THRUST Speedbrakes RETRACTED Opperative Engine TAKEOFF THRUST Some conditions do not meet climb requirements Obtain allowable weight from maximum takeoff weight tables Some conditions do not meet climb requirements...

Page 321: ...the first segment increasing the height of the obstacle by 35 ft ignoring the height of reference zero introduces a safety margin that more closely resembles the aircraft s actual climb requirement Takeoff Profile FAR 25 Aircraft Certification Gross Net Climb Gradient Profile One Engine Operative TAKEOFF THRUST IS LIMITED TO TEN MINUTES MAXIMUM AND THEREAFTER TO MAXIMUM CONTINUOUS THRUST CONDITION...

Page 322: ...takeoff weight 14 800 lbs from the left at the pressure altitude 2 000 ft then move right one column and select the correct temperature row 20 b In this row move to the wind zero and read the net climb gradi ent 6 2 for flaps 0 and 5 3 for flaps 15 In this example the Second Segment Takeoff Net Climb Gradient Percent charts determine that a flaps 0 takeoff must be used to clear the 325 ft obstacle...

Page 323: ...b gradient Net climb gradients are gross climb gradients reduced by 0 8 in the second segment climb Single Engine Takeoff Flight Path Use the Single Engine Takeoff Flight Path table to determine the climb gradient required to clear the obstacle with one engine operating The 325 ft obstacle is 5 900 ft from reference zero flaps 15 and 5 300 feet from reference zero flaps 0 Enter the table at either...

Page 324: ...eoff Net Climb Gradient Percent Flaps 0 Flaps 15 Conditions Anti ice Systems OFF Airspeed V2 Conditions Anti ice Systems OFF Airspeed V2 Landing Gear UP Inoperative Engine WINDMILLING Landing Gear UP Inoperative Engine WINDMILLING Speedbrakes RETRACTED Operative ENgine TAKEOFF THRUST Speedbrakes RETRACTED Operative TAKEOFF THRUST 4 35 4 34 ...

Page 325: ... 400 FT CONDITIONS Landing Gear DOWN UP Airspeed V2 Speedbrakes RETRACTED Inoperative Engine WINDMILLING Operative Engine TAKEOFF THRUST Single Engine Takeoff Flight Path Flaps 15 First and Second Segment 35 FT to 400 FT CONDITIONS Landing Gear DOWN UP Airspeed V2 Speedbrakes RETRACTED Inoperative Engine WINDMILLING Operative Engine TAKEOFF THRUST 4 37 ...

Page 326: ... at just under 14 800 lbs the VREF is 117 KIAS with a landing distance of 3 620 ft Factored by 0 6 the distance is 6 033 ft If a fuel burn of 1 300 lbs was used from takeoff to landing to achieve the maximum landing weight of 13 500 lbs the VREF would be 111 KIAS with a landing distance of 2 970 ft Factored by 0 6 the distance is 4 950 ft From this example using the FAR Part 135 factor the aircraf...

Page 327: ...peed VREF ar 50 FT Flaps FULL Speedbrakes EXTEND AFTER TOUCHDOWN Some conditions may be brake energy or climb limited Obtained allowable weight form maximum landing weight tables 4 38 To obtain landing distance with negative downhill runway gradient refer to landing procedures For use in an emergency that requires a landing at weight in excess of the maximum design landing weight of 13 500 pounds ...

Page 328: ...o engine climb thrust setting 1 Enter the chart from the bottom at the ram air temperature 20 C and move up to the appropriate anti ice environmental systems line or pressure altitude line whichever is first 2 Move left to the edge of the chart and read the fan speed 86 9 N1 3 Enter this information on the TOLD card Single Engine Enroute Thrust Setting Use the Maximum Continuous Thrust Setting cha...

Page 329: ...y heading of 140 and a forecast wind from 130 the resultant angle is 10 2 Plot the point at which the forecast wind velocity 20 kts intersects the difference between the runway heading and the forecast wind direction 10 3 Move left to the edge of the chart to obtain the headwind tailwind component 19 kts headwind 4 Move down to the bottom of the chart from the intersection to obtain the crosswind ...

Page 330: ...78 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite Takeoff Go Around Thrust Setting Maximum Continuous Thrust Settingt Conditions Anti ice Systems OFF 4 39 4 40 20 90 7 20 86 9 ...

Page 331: ...Citation Bravo Developed for Training Purposes 4 79 September 2005 Crosswind Component 4 42 19 KT S 3 5 KT S ...

Page 332: ...ent temperature 25 C 2 Move to the right to the appropriate wind component block 20 kts and within thew block to the appropriate runway gradient column 2 Read the maximum landing weight wight permitted The maximum lading weight for all gradients shown is 13 500 lbs The landing weight for this example 12 313 lbs is well below the limit Landing Weight Limitation Weight 13 500 lbs Landing weight is l...

Page 333: ...d for Training Purposes 4 81 September 2005 Maximum Landing Weight Pounds Permitted by Climb Requirements or Brake Energy Limits CONDITIONS Anti ice Systems OFF Landing Flaps FULL Landing Gear UP Approach Flaps 15 Speedbrakes RETRACTED 4 43 ...

Page 334: ...polate if nece ssary The landing distance is 2 760 ft 4 To meet FAR 135 requirements or for an additional margin of safety divide the runway length by 0 6 5 From the top of the block just below the weight read VREF and VAPP speeds Interpolate as necessary VREF is 107 KIAS and VAPP is 113 KIAS 6 The formula for VAP the approach target speed is VREF 10 KIAS 1 2 the headwind component all of the gust...

Page 335: ...anding Distance Actual Distance CONDITIONS Anti ice Systems ON or OFF Flaps FULL Landing Gear DOWN Thrust IDLE Airspeed VREF At 50 FT Speedbrakes EXTEND AFTER TOUCHDOWN Some conditions may be brake energy of climb limited Obtain allowable weight form maximum landing weight tables 4 44 ...

Page 336: ... the bottom at the correct ambient temperature 25 C Move up to the appropriate anti ice environmental systems or the pressure altitude line whichever is first 2 Move left to the edge of the chart to obtain the fan speed 89 8 N1 3 Enter this number in the GO AROUND PWR block of the TOLD card ATIS GROSS WEIGHT FLAPS VREF VAP GO AROUND PWR APPROACH CITATION VZF 89 8 NOTES R W Y R Q D VAPP FT 12 500 F...

Page 337: ...Flight Planning Citation Bravo Developed for Training Purposes 4 85 September 2005 Takeoff Go Around Thrust Setting 4 45 89 8 25 C ...

Page 338: ...4 86 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 339: ...mental Information This section provides information for specific instances outside normal routines addressed elsewhere in this manual These procedures provide an awareness and understanding of situations that may be encountered and should not be confused with normal performance procedures ...

Page 340: ...p of each chart The following procedure applies to both the Approach Gross Climb Gradient Percent table Figure 4 46 and Landing Gross Climb Gradi ent Percent table Figure 4 47 Assume the following conditions Landing Field Elevation 3 000 FT OAT 10 C Landing Weight 12 500 LBS Wind Component 20 KT HEADWIND Anti Ice ON 1 Enter each table from the left at the landing field altitude 3 000 ft 2 Followin...

Page 341: ...ny tailwind component Normal Landing Distances are deter mined from Section IV Figure 4 40 of the FAA Approved Airplane Flight Manual 4 Takeoffs at altitudes above 5 000 ft should not be attempted in snow depths of two inches or more 5 Takeoffs at altitudes above 5 000 ft should not be attempted from slush cov ered runways 6 For landing on ice with any tailwind increase factor by 0 30 7 Takeoffs a...

Page 342: ...brakes RETRACTED Conditions Anti ice Systems ON Speedbrakes RETRACTED Landing Gear UP Inoperative Engine WINDMILLING Landing Gear DOWN Engines TAKEOFF THRUST Airspeed VAPP Operative Engine TAKEOFF THRUST Airspeed VREF To obtain approach climb gradients with anti ice ON reduce the following gradients by 3 to 6 To obtain approach climb gradients with anti ice ON reduce the following gradients by 6 t...

Page 343: ...e used 1 No obstacle in flight path 2 Anti ice systems OFF 3 Takeoff and approach flaps 15 4 Takeoff field length available 5200 ft or longer 5 No tailwind 6 No runway gradient 7 Dry paved runway The values to be used are as follows Table 4 D Simplified takeoff Criteria When conditions are other than those specified in the simpli fied criteria the appropriate tabulated data must be referenced Alti...

Page 344: ...ng weight permitted by climb require ments or brake energy limit n landing distance Flaps T O APPR LAND Ambient Temperature 0 C 0 C Pressure Altitude 2 000 ft 2 000 ft Weight 14 800 lbs 13 500 lbs Wind 10 kts headwind 10 kts headwind Runway Gradient 0 0 Anti Ice Systems OFF OFF Conditions Takeoff Landing Landing Distance Feet Flaps FULL 2000 FT CONDITIONS Anti ice ON or OFF Airspeed VREF AT 50 FT ...

Page 345: ...istances The data presented in the tables in the AFM for all takeoff altitudes determines the horizontal distance in the climb from 35 to 1 500 ft All of these tables function in the same manner Review the flight segments as they appear below Figure 4 50 Each of the flight segments has a distinctive configuration 4 50 ...

Page 346: ... the following page Figure 4 51 The conditions are shown below Ambient Temperature at Airport 15 C Pressure Altitude at Airport 4 000 FT Gross Weight at Brake Release 14 800 LBS Wind 20 KTS HEADWIND Anti Ice Systems OFF The distances are Horizontal Distance to 400 ft 7 210 FT Horizontal Distance to End of Acceleration Segment 14 921 FT Total Horizontal Distance to 1 500 Ft 46 222 FT ...

Page 347: ...Flight Planning Citation Bravo Developed for Training Purposes 4 95 September 2005 Single Engine Takeoff Flight Path Distances Feet Flaps 15 4000 Ft CONDITIONS Refer to page preceding this table 4 51 ...

Page 348: ...4 96 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 349: ...reas 6 AIRCRAFT OVERVIEW Doors 52 AIRCRAFT OVERVIEW Electrical 24 ELECTRICAL Engine 71 POWERPLANT Engine Controls 76 POWERPLANT Engine Fuel and Control 73 POWERPLANT Engine Indicating 77 POWERPLANT Equipment Furnishings 25 AIRCRAFT OVERVIEW Fire Protection 26 FIRE Flight Controls 27 FLIGHT CONTROLS Fuel 28 FUEL Fuselage 53 AIRCRAFT OVERVIEW Hydraulics 29 HYDRAULICS Ice and Rain Protection 30 ICE A...

Page 350: ...r Training Purposes Citation Bravo July 2004 Stabilizers 55 AIRCRAFT OVERVIEW Stall Warning 27 FLIGHT CONTROLS Thrust Reversers 78 MISCELLANEOUS Warning Lights 33 MISCELLANEOUS Windows 56 AIRCRAFT OVERVIEW Wings 57 AIRCRAFT OVERVIEW ...

Page 351: ...lletins referenced in this manual This manual references the manufacturer s unit numbers and where system differences warrant it publishes separate data and schematics Unit numbers are assigned consecutively as construction begins each number remains with its aircraft regardless of the model serial number later assigned On all Citation Bravo model aircraft both the serial and unit num ber are stam...

Page 352: ...5A 2 Developed for Training Purposes Citation Bravo July 2004 CAE SimuFlite ...

Page 353: ...ompartment 5A 8 Cockpit 5A 8 Entrance Door 5A 9 Optional Cargo Door 5A 11 Emergency Exit 5A 12 Passenger Compartment 5A 13 Refreshment Centers 5A 13 Aft Cabin Baggage Compartment 5A 14 Waste Facilities 5A 14 Cabin Windows 5A 14 Tailcone 5A 14 Forward Tailcone Compartment 5A 14 Tailcone Baggage Compartment 5A 15 Wing 5A 15 Fuel Tanks 5A 16 Empennage 5A 16 Aircraft Dimensions 5A 19 Danger Areas 5A 2...

Page 354: ...ircraft Features Diagram RADOME PILOT S FOUL WEATHER WINDOW CABIN DOOR WING AILERON AILERON TRIM TAB RAM AIR INLETS ELEVATOR ELEVATOR TRIM TAB VERTICAL FIN VERTICAL STABILIZER RUDDER RUDDER TRIM TAB HORIZONTAL STABILIZER FLAP SPEEDBRAKE PYLON NACELLE EMERGENCY EXIT BAGGAGE DOORS ...

Page 355: ...incorporating SB 550 34 64 AF 550 0801 thru 0808 incorporating SB 550 03 03 AG 550 0801 thru 0808 not incorporating SB 550 03 03 AH 550 0801 thru 0808 incorporating SB 550 03 03 550 0809 thru 0820 0822 and 0823 incorporating SB 550 34 64 and 550 0821 0824 0825 and 550 0826 and on AI 550 0801 thru 0808 not incorporating SB 550 03 03 and 550 0809 thru 0820 0822 and 0823 not incorporating SB 550 34 6...

Page 356: ... not SB 550 34 70 550 0809 thru 0820 0822 and 0823 incorporating SB 550 34 64 but not SB 550 34 70 and 550 0821 0824 0825 not incorporating SB 550 34 70 and 550 0826 thru 0847 not incorporating SB 550 34 70 AR 550 0801 thru 0808 not incorporating SB 550 03 03 or SB 550 34 70 and 550 0809 thru 0820 0822 and 0823 not incorporating SB 550 34 64 or SB 550 34 70 Due to Situations that change on a day t...

Page 357: ...t reversers see the Miscellaneous chapter Firewall Stainless steel outboard ribs of the pylon frame form a vapor barrier between the engine and pylon Fire proof sealant is in the upper and lower pylon skin In addition seals separate the pylons from thrust reverser fair ings Fuel and hydraulic lines mount into firewall seal plates to provide a disconnect area for those lines Fuselage The fuselage F...

Page 358: ... easily in the dark Moving the manual switch to ON illuminates the baggage light Mov ing the manual switch to OFF removes power from the light Pressurized Compartment The pressurized compartment com prises the cockpit and passenger area The main entry door is on the left fuselage between the cockpit and passenger cabin Cockpit The two crew cockpit has dual con trols and a conventional instrument p...

Page 359: ...iddle panel of stretched acrylic 0 092 inch thick and an inner 0 060 inch thick acrylic frost pane The window opens inward by releasing a latch at the top Figure 5A 7 and lowering the pane on its bottom mounted hinge Figure 5A 8 The latch assembly contains a ball detent locking mechanism to prevent accidental opening of the window To operate the latch depress the spring loaded button on the latch ...

Page 360: ... door seal and two microswitches that connect to the CABIN DOOR not locked cir cuit and the DOOR SEAL not inflated circuit Visual inspection of the linkage can be made through five inspection windows A small round viewing port is next to each of the four top and bottom latches a green dot on a white background is present in each of the four ports when the latches are secure Figure 5A 11 A fifth re...

Page 361: ... cargo door consists of an upper and lower door that attach to the fuselage with hinge pins The locking mechanism for each door operates independently The upper door has a gas spring extender on each side of the door The extenders automatically open the door after it is unlocked A lock ing mechanism in the forward extender holds the door open during gusty conditions A gas spring snubber on the for...

Page 362: ...installed on the lower door to pro vide for positive seal between the doors The pneumatic seal is pres surized using bleed air from the engines Inspection holes for the latch pins are provided around the upper and lower door frame adjacent to the latching pins for a visual indi cation that the latch pins are engaged This visual indication is provided by a white dot which is not visible unless the ...

Page 363: ...s of six to eight seats are typical The center and forward seats may face forward or aft depending on config uration Foldout tables are available for the middle seats The seats are adjustable in forward aft left right and recline positions Adjustable armrests seat belts and shoulder harnesses are standard Each passen ger position has individual seat light ing a ventilation outlet and a drop down o...

Page 364: ...rea The upper vanity section includes a water tank storage area mirror and light The lower van ity section consists of a sink with hot and cold water and a towel dispenser Cabin Windows There are twelve cabin windows six on each side of the aircraft including the windows in the cabin entrance and emergency exit doors The windows are constructed identically Each win dow consists of four laminated l...

Page 365: ...well as the engine covers nets secure the baggage in place Figure 5A 22 The tailcone equipment access door is on the tail cone baggage compartment forward bulkhead see Forward Tailcone Compartment above The drop down tailcone baggage door on the left fuselage Figure 5A 20 has a piano type hinge at the bottom with two latches forward and aft and a key lock at the top If the door is not properly clo...

Page 366: ... tank in each wing supplies fuel to its respective engine or cross feeds to the opposite engine as selected Each 360 gallon tank has an overwing fueling port Figure 5A 26 Except for the area above the main landing gear wheel well the integral fuel tank includes all the wing area forward of the rear spar Liquid tight ribs at the inboard and outboard ends of the wing complete the boundaries of the f...

Page 367: ...provides access to elevator and rud der control cables and components avionics flux detector cable assem bly connectors and deice boot assemblies A saddle assembly at the lower lead ing edge of the vertical stabilizer provides a smooth contour between the dorsal fin and vertical stabilizer The locator beacon antenna mounts on the saddle assembly while the optional emergency locator transmit ter EL...

Page 368: ...5A 18 Developed for Training Purposes Citation Bravo July 2004 CAE SimuFlite ...

Page 369: ... 18 50 Feet Main Gear to Main Gear 13 10 Feet Wing Tip to Wing Tip 51 70 Feet Horizontal Stabilizer Tip to Tip 19 00 Feet Engine Nacelle Inlet to Exhaust 7 55 Feet Ground to Top of Vertical Stabilizer 15 00 Feet Engine Inlet Radius 1 25 Feet Interior Inside Diameter 4 92 Feet Forward Divider to Aft Pressure Bulkhead 20 90 Feet Height Aisle to Ceiling 4 75 Feet 19 00 FEET ...

Page 370: ...5A 20 Developed for Training Purposes Citation Bravo July 2004 CAE SimuFlite ...

Page 371: ... is hazard ous 35 ft in front of the engine nacelle The draw increases close to the nacelle Ingestion of small articles e g keys and pebbles can cause considerable damage to the engine Engine Exhaust Plume The engine exhaust danger area extends 240 ft from the rear of the engine as the distance from the nacelle increases the danger decreases The engine exhaust haz ards lie in plume temperature and...

Page 372: ...5A 22 Developed for Training Purposes Citation Bravo July 2004 CAE SimuFlite ...

Page 373: ...ent is the applicable ATA code The final segment is the sequential number of the service bulletin for the applicable ATA code Figure 5A 30 A definition accompanies each ATA code listed A trailing character i e M R O added to the service bulletin number reflects the service bulletin type i e Mandatory Recommended Optional Selected Service Bulletins Citation Bravo SB550 ATA 03 Certification Requirem...

Page 374: ...5A 24 Developed for Training Purposes Citation Bravo July 2004 CAE SimuFlite ...

Page 375: ...s these specific areas this chapter includes instrumentation not addressed in other chapters Cockpit panel art at the front of this chapter and detailed illustra tions throughout the various sections provide a ready reference to locate instruments and equipment addressed in the discussion For a detailed description of and operating procedures for a par ticular piece of equipment refer to the appli...

Page 376: ...5B 2 Developed for Training Purposes Citation Bravo Septmember 2005 CAE SimuFlite ...

Page 377: ...itude Display 5B 16 Vertical Speed Display 5B 19 Standby Airspeed Altitude Attitude Indicator 5B 20 AOA System 5B 21 Signal Generation 5B 22 Stick Shaker 5B 22 AOA Indicator 5B 22 Approach Indexer 5B 22 Power Supply and Anti Icing 5B 23 Avionics Equipment 5B 25 Communications 5B 25 Audio Control Panels 5B 25 VHF Comm Transceivers 5B 26 HF Communication Optional 5B 28 Cockpit Voice Recorder 5B 30 E...

Page 378: ...r 5B 52 Flight Control Systems 5B 53 Autopilot 5B 54 Autopilot Controller 5B 54 IC 600 Display Guidance Computer Interface 5B 57 Servo Motors 5B 57 Flight Director 5B 58 IC 600 Display Guidance Computer Interface 5B 58 Flight Director Mode Selector 5B 59 Accelerometers 5B 59 Flight Instruments 5B 60 DC 550 Display Controller 5B 60 PFD Bezel Controller 5B 62 MC 800 Multifunction Display Controller ...

Page 379: ...ater Failure 5B 87 Angle of Attack Indicator Flagged 5B 87 Single MADC Failure 5B 87 Comparison Monitor Alert 5B 87 Single Primary Flight Display Failure 5B 88 Single PFD Heading Miscompare or Failure 5B 88 Single PFD Attitude Failure 5B 88 PFD MFD Fan Failure 5B 88 Display Guidance Computer Cooling Fan Failure 5B 89 PFD MFD Overtemperature 5B 89 Display Guidance Computer Overtemperature 5B 89 Sym...

Page 380: ... F TEST BEACON OFF PASS SAFETY PANEL LIGHT CONTROL CONTROL LOCK PULL EMER BRAKE PULL CENTER LIGHTS HSI SC CP IN HPA GSPD TTG ET NAV FMS ADI DIM DH TST TEST OFF BRG BRG NAV OFF ADF FMS NAV OFF ADF FMS HSI SC CP IN HPA GSPD TTG ET NAV FMS ADI DIM DH TST TEST OFF BRG BRG NAV OFF ADF FMS NAV OFF ADF FMS PASS SPKR M A S T E R H D P H S P K R VOLUME AUTO SPKR OFF HDPH 1 2 PASS SPKR COMM 1 2 1 2 SEL IDEN...

Page 381: ...CAE SimuFlite Avionics Citation Bravo Developed for Training Purposes 5B 7 September 2005 Center Pedestal and Side Consoles 5B 8 ...

Page 382: ...EAR CONTROL 5 PITCH TRIM 5 SPEED BRAKE 7 5 7 5 7 5 7 5 5 7 5 7 5 5 7 5 7 5 7 5 7 5 7 5 NO 1 ENGINE FUEL ENVIRONMENTA FLIGHT WARNING SYSTEMS LIGHTS DC POWER L L ANTI ICE 10 10 5 5 5 5 5 5 5 CVR 5 R FAN R ITT R TURB R FUEL FLOW R FUEL QTY R OIL TEMP PAG ENTER SKIP RECALL CHECK LIST R OIL PRESS 5 5 5 AVIONICS DC 5 5 5 10 7 5 5 7 5 7 5 5 5 5 5 PHONE EGPWS 5 TCAS FDR 5 HF COMM 2 COMM 1 FMS 2 IC 2 5 7 5...

Page 383: ...AOA DECODER AOA PROBE PRIMARY FLIGHT DISPLAY STANDBY AIRSPEED INDICATOR ALTIMETER CABIN DIFFERENTIAL PRESSURE GAUGE STANDBY PITOT TUBE AZ 850 AIR DATA COMPUTER AZ 850 AIR DATA COMPUTER LH STATIC PORTS UPPER PORT MIDDLE PORT PITOT PRESSURE RH STATIC PORTS PRIMARY FLIGHT DISPLAY RH PITOT TUBE LANDING GEAR WARNING HORN LH PITOT TUBE GEAR WARNING HORN PRESSURE SWITCH LOWER PORT MIDDLE PORT LOWER PORT ...

Page 384: ...CAE SimuFlite 5B 10 Developed for Training Purposes Citation Bravo March 2009 Primus System Diagram C 14D ...

Page 385: ...strument pan els are an integrated arrangement of flight information that are divided into six functional groups Figure 5B 2 Of these six functional groups the airspeed altitude and vertical speed displays are addressed in this sec tion The remaining three displays are covered in the Flight Control Systems section mode annuncia tions Electronic Attitude Director Indicator EADI display and Elec tro...

Page 386: ...source of static pressure for the cabin pressure differential pressure gauge The Emergency bus provides 28V DC for the standby pitot static anti ice system The PITOT STATIC switch on the lower left instrument panel Figure 5B 5 controls power to the pitot tube static port and angle of attack probe heating elements The P S HTR L R OFF annunciators illuminate with power off or power failed to either ...

Page 387: ... and airspeed data is pro vided by the MADCs which is transmitted through the IC 600 DGCs to the pilots PFDs The alti tude and airspeed are then presented in color on the display in the PFDs Airspeed Display The airspeed display on the left side of the PFD presents airspeed indi cations by a vertical tape display with a rolling digit window in the center of the tape Refer to specific numbers 1 to ...

Page 388: ...the airspeed is reduced below the limit speed Between sea level and 8 000 ft alti tude the limiting airspeed VMO is 260 KIAS above 27 900 ft the limit ing Mach is 0 700 indicated At higher altitudes above approximately 28 000 ft there is a sliding scale at which the changeover between the Mach and airspeed limits occurs When the airspeed trend indicator extends the red overspeed area the air speed...

Page 389: ... display 7 on the inside of the airspeed scale gives indication of low airspeed as referenced by the Angle Of Attack System The white extends from 1 3 VS1 to 1 2 VS1 the amber band extends from 1 2 VS1 to 1 1 VS1 approximately stick shaker speed and the red extends from stick shaker speed to the smaller air speeds on the tape 1 1 VS1 or less The top of the white band is 0 6 AOA or VREF When the am...

Page 390: ...es As the VSPEEDS are set on the MFD menu the digital readouts follow the readout on the MFD and are set accordingly The appearance of the first VSPEED value on the air speed tape removes the digital read outs from the display For airspeeds greater than 450 knots the displayed value remains at 450 Altitude Display The altitude display on the right of the PFD presents altitude indications by a vert...

Page 391: ...ude 250 ft for Phase I the data turns back to cyan After capture the aircraft reenters the altitude alert operating region if it departs more than 200 250 ft from the selected altitude A momentary audio alert sounds when the aircraft is 1 000 ft from the preselected altitude or has departed 200 250 ft from the select altitude after capture Five amber dashes replace the display when alti tude prese...

Page 392: ...bug Altitude Comparison Monitor Annunciator A miscomparison of 200 ft or greater between the two MADCs activates the comparison monitor 6 and annunciates an amber ALT vertically in the upper right inside edge of the airspeed tape The annunciation flashes for 10 seconds then goes steady Low Altitude Awareness Descending through 550 ft radio altitude causes a horizontal line 7 representing zero radi...

Page 393: ...ng up for positive vertical trends and down for nega tive values The vector represents a prediction of what the altitude will be in seven seconds ten seconds for Phase I aircraft if the current vertical speed is maintained The altitude trend vector is not dis played when vertical speed is invalid Vertical Speed Display Vertical speed data is developed in the MADCs the IC 600 DGCs for wards the dig...

Page 394: ...by attitude indicator altimeter and airspeed indications into one com posite instrument Figure 5B 14 This DC powered active matrix LCD indicator also includes a Mach indica tion in the instrument The SFD contains solid state inertial sensors for the measurement and presentation of pitch and bank atti tudes Application of 28V DC power to this system starts the attitude ini tialization process which...

Page 395: ...ttom of the display bezel Pressing APR results in display of ILS localizer and glideslope information from the NAV 1 receiver Although the pre sentation in the Meggitt display is similar to the cross pointer flight director display this unit does not contain flight director command information and should not be flown as a flight director The ILS can be flown by reference to the ILS localizer and g...

Page 396: ...tion and weights At 1 0 on the indicator full stall occurs and 100 of the available lift coefficient is being produced At 0 1 on the scale near zero lift is being produced The reference index at 0 85 indicates where low speed buffet begins The 0 6 index represents the optimum landing approach speed VREF Approach Indexer An optional heads up approach indexer on the glareshield has a red chevron a g...

Page 397: ...icing with the PITOT STATIC switch ON see Figure 5B 5 An indication of a vane sensor heater failure is the illumination of an amber AOA HTR FAIL annunciator Condition AOA Indexer Annunciation AOA high Red chevron illuminates flashes AOA slightly high speed decreases from reference Green circle dims and red chevron illuminates AOA correct speed is on reference Green circle illuminates AOA is slight...

Page 398: ...ST PULL ID PULL ID VOL COMM2 NAV1 NAV2 ADF XPDR 1 XPDR 2 OFF SBY TST GND ON AL STBY CHAN CHAN CHAN CHAN STBY STBY STBY TIMER USE USE USE USE USE FL GND SBY ADF FL R PULL 25K PULL 25K ADF BFO RFQ FLT ET SET RST IDT IDT PULL TEST STBY PASS SPKR M A S T E R H D P H S P K R VOLUME AUTO SPKR OFF HDPH 1 2 PASS SPKR COMM 1 2 1 2 SEL IDENT VOICE COMM ADF NAV DME 1 2 MKR 1 2 MUTE EMER COMM 1 1 2 5B 19 5B 1...

Page 399: ...onal Emergency Locator bea con Transmitter ELT n static discharging n optional flitefone passenger address and entertainment Audio Control Panels Separate audio control panels Fig ure 5B 19 provide individual selec tion by either pilot to control audio source selection and microphone output selection buttons or switches select the radio s connected to the headphones or cockpit speakers Three posit...

Page 400: ... If the loss of both generators occurs both audio panels continue to oper ate with the battery switch in EMER COMM 1 transmit and audio are operative and NAV 1 audio may be received VHF Comm Transceivers The standard VHF communications installation are dual KY 196A trans ceivers and controls at the top of the consolidated control panel Figure 58 20 next page Each radio is a VHF unit with a frequen...

Page 401: ... quency display Use the inner PULL 25K knob to change the kHz portion in steps of 50 kHz when it is pushed in and in 25 kHz steps when it is pulled out The channel mode allows up to nine frequencies and the corresponding channel numbers to be recalled from memory Rotation of either the inner or outer knob increases or decreases the channel number and the corre sponding STBY frequency one channel a...

Page 402: ...t tuning mode is a backup mode which allows frequency changes to be made directly into the USE frequency display Enter the direct tuning mode by depressing the DOUBLE ARROW button for more than two seconds The STBY window frequency disappears and the window remains blank The tuning knobs then tune the USE frequency directly Refer to the frequency mode of opera tion for settings on the tuning knobs...

Page 403: ...tors the transmit frequency enabling the pilot to listen for signals on the transmit frequency duplex channels n Pressing STO while the micro phone is keyed broadcasts a 1 000 Hz tone to break the squelch of some stations n In the program mode STO allows the selected frequency to be entered into the channel appearing under the CH designation on the display n Pressing STO clears many error conditio...

Page 404: ...system consists of a two frequency Emergency Locator Transmitter ELT in the aft section of the dorsal fin above the fuselage that assists in locating the aircraft when downed The external antenna for the locator beacon is on top of the aft fuselage just aft and to the left of the forward tip of the dorsal fin The system is activated automatically by an impact of 5 2 0 G s along the flight axis or ...

Page 405: ...d take days to locate the distressed aircraft The Artex C406 1 ELT beacon has an external FMS GPS interface and the C406 N has an inter nal FMS GPS interface capability Static Discharging Static discharger wicks Figure 5B 25 on the wing tips horizontal and vertical stabilizers control surfaces and tailcone minimize the effects of lightning strikes on the aircraft struc ture and static charges on a...

Page 406: ...gation Navigation equipment includes VHF Navigation VHF NAV n Marker beacon receivers n Automatic Direction Finder ADF n Compass systems n Standby HSI n Flight Management System FMS n Optional flight data recorder VHF Navigation The VHF navigation system uses dual KN 53 navigation receivers to provide VHF Omnidirectional Radio Range VOR Localizer LOC and glideslope capability The receivers are mou...

Page 407: ...This allows retuning the desired frequency and interchanging the old and new frequencies with one touch The STBY window is then available for a new pretuned frequency The OFF PULL ID knob operates as an on off volume control as well as a control for selecting voice code identification ID or only code ID signals of VOR stations Pulling the knob out allows the station ID tone signals and the station...

Page 408: ...selected preset STBY frequency The system is comprised of a receiver a built in electronic timer the bearing indicator on the pilots PFDs which must be selected on the respective display controllers and a KA 44B combined loop and sense antenna Power to the system is controlled by the ON OFF VOL knob on the right side of the control panel Rotating the knob clockwise from the detented position adjus...

Page 409: ...s unchanged until the SET RESET button is pressed again which starts the countdown from the preset time When the time reaches 00 it begins to count up and the display flashes for about 15 seconds When FLT or ET modes are dis played the STBY frequency is kept in memory Press FRQ to recall it and then press FRQ again to transfer it to the USE frequency While FLT or ET is displayed the USE fre quency...

Page 410: ...o is slaved to the magnetic compass heading It then continually main tains a slow rate of 2 5 to 5 0 per minute If the gyro slave switch is in AUTO at power up the system slaves itself If the gyro has obtained operating speed in the MAN posi tion or is otherwise unslaved while operating the L R switch must be activated to start fast slaving action in the AUTO mode The RIGHT GYRO SLAVE control swit...

Page 411: ... to the indicator is lost or the error between the displayed heading and the received signal becomes excessive The course deviation bar moves lat erally in the HSI in relation to the course cursor Course deviation dots in the HSI act as a displacement ref erence for the course deviation bar When tracking a VOR the outer dot represents 10 while on an ILS localizer it represents 2 1 2 White TO FROM ...

Page 412: ... sensors to compute a valid position In the latter situation if sensor loss endures over a set length of time the system enters Dead Reckoning DR mode and so informs the pilot through a message on the SRC The UNS 1Csp provides lateral steering information to the pilot through the flight director and PFD When connected to the autopilot it provides roll steering commands The VNAV function provides v...

Page 413: ...ailure of the auto matic inputs and must be updated every five minutes Consult the Universal UNS 1Csp or UNS 1Esp Pilot s Operating Man ual Universal Systems report num ber 2423sv603 X latest revision for detailed operating information Digital Flight Recorder Optional The optional Flight Data Recorder FDR records information digitally by a solid state method and far exceeds the mini mum requiremen...

Page 414: ...ves interrogating pulse signals on 1030 MHz and transmits coded pulse train replay signals on 1090 MHz It replies to Mode A aircraft identifi cation and Mode C altitude report ing interrogations on a selective reply basis on any of 4 096 informa tion code selections The mated altimeter to each tran sponder set provides an altitude reporting capability The pilot s MADC electronically transmits the ...

Page 415: ...d use only turns the set ON and enables the transponder to trans mit Mode S reply pulses The ID 4096 code appears on the right side of the display with altitude indicated on the left side and GND is annunci ated Modes A and C interrogations are inhibited n The ON position enables the trans mitter for normal operation except that the altitude information of Mode C reply and the altitude fields of t...

Page 416: ... DME selector switch on the audio control panel see Figure 5B 37 next page Selecting either NAV 1 or NAV 2 on the display controller automatically selects the DME display and annun ciates DME information on the PFD from the respective NAV 1 2 DME 1 2 Selecting the same NAV VOR on both display controllers annunciates the selection in amber to indicate that both NAVs are selected to the same side Th...

Page 417: ...1000 1000 29 92 IN 00 20 20 10 10 10 10 ASEL CRS 360 23 I 240 8500 8000 20 80 7500 220 180 160 3 3 2 2 1 1 0 200 COMM1 FAN FAN OFF OFF OFF OFF OFF OFF SBY TST GND VFR PUSH VFR PUSH ON AL PULL TEST PULL ID PULL ID VOL COMM2 NAV1 NAV2 ADF XPDR 1 XPDR 2 OFF SBY TST GND ON AL STBY CHAN CHAN CHAN CHAN STBY STBY STBY TIMER USE USE USE USE USE FL GND SBY ADF FL R PULL 25K PULL 25K ADF BFO RFQ FLT ET SET ...

Page 418: ... removes the RA display A radio altitude decision height warn ing sounds when the aircraft reaches the radio altitude set on the pilot s EADI audible minimums is heard The radio altitude warning is con trolled only by the RA setting on the pilot s EADI The copilot s EADI deci sion height selection has no effect on the sounding of the RA warning The associated visual displays are identi cal to thos...

Page 419: ...des of 50 5 5 ft are indicated until the button is released at which time the actual altitude is displayed The decision height window dis plays dashes when the TEST button is held down and then displays the current set altitude for the remainder of the test The radio altimeter TEST cannot be accomplished when the APR cap tured function of the flight director is in operation A radio altimeter sys t...

Page 420: ...C COURSE PUSH DIR COURSE HEADING MAP PLAN WX TCAS VOR DAT APT INC DEC RNG RCL PAG SKP ENT NORM EMER SG MFD HSI MODE DIM 1 4 7 ENTER NAV VNAV AFIS FPL ON BRT PLAN HDG TUNE A B C D E SP BAC MSG HOLD O D Z Y X W V U P Q R S T K L M N H I J F G P R V N X T GAIN RADA TIL OFF SBY PULL VAR FP TEST WX MIN MAX GMAP 0 15 RCT STAB TGT SECT 2 5 8 0 3 6 9 GLOBA RETRAC EXTEND OFF TRIM NOSE DOW T H R O T T L E N...

Page 421: ... radar system include the following The TILT rotary control switch selects the tilt angle of the antenna beam with relation to the Earth s plane within a range of 15 upward to 15 downward The RADAR MODE SWITCH is a six position rotary switch with the following modes n OFF removes power from the system n SBY indicates system warming up but antenna is stowed and transmitter is disabled n WX places s...

Page 422: ...at which the receiver calibration has been exceed ed annunciates the REACT OFF condition above the button n STAB Permits disabling the antenna stabilization causing the display to vary with altitude annunciates the OFF condition above the button when disabled On the 660 series pressing STAB four times in quick succession removes the unit from Forced Standby FSBY back to normal operation n TGT Enab...

Page 423: ... gain indication is annunci ated by an amber VAR in the same field as the target alert however TGT mode alert has the higher pri ority When full compass mode and WX are on a magenta TX appears in the mode field Also if WX fails in the TEST mode an amber FAIL appears in the mode field along with a failure code in the tilt field If more than one code is associated with the failure the numbers toggle...

Page 424: ...5B 50 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 425: ... change the time Pressing SEL steps the clock through the individual dig its while the CTL sets them When the final digit has been set pressing SEL exits the setting mode and starts the clock To select the other clock modes press SEL the GMT LT FT or ET light illuminates to indicate the selected mode The clock can also be used as a stop watch to time approaches etc and for an elapsed time count do...

Page 426: ...n Extension bus for operation and 5V AC for lighting The temper ature probe in the left rudder fin ram air inlet provides this information Magnetic Compass A standard liquid filled magnetic compass above the glareshield Fig ure 58 40 provides magnetic head ing information The compass contains provisions for maintenance personnel to adjust the unit to com pensate for aircraft generated mag netic fi...

Page 427: ...rtical speed selected altitude target with alert annunciator barometric altimeter set ting radio altitude course deviation glideslope deviation to from indica tions and DME indications The IC 600 DGC is the focal point of infor mation flow by converting input data and information to the pilot selected formats displaying them on the PFDs attitude director indicator and HSI The IC 600 DGC also gener...

Page 428: ...aircraft with minimal control inputs provided through the autopi lot controller The automatic flight control system may be flown manually using the guidance provided by the modes selected on the flight director or automatically when the autopilot is engaged and coupled to the flight director using commands generated by the flight director Disengage ment of the autopilot has no effect on the flight...

Page 429: ...44 Pressing the AP button illuminates the green AP annunciator and engages the autopilot and yaw damper simultaneously Pressing the AP button when autopilot and yaw damper are engaged leaves the yaw damper on but disengages the auto pilot With no flight director modes selected engaging the autopilot brings the aircraft to a wings level attitude With a flight director mode selected before autopilot...

Page 430: ...n aircraft pitch angle Movement of the PITCH wheel with a flight director vertical mode selected changes the displayed vertical mode reference the autopilot responds to these changes Pressing the appropriate mode but ton on the mode selector cancels the vertical modes The LOW BANK LIMIT mode gen erates a lower maximum bank angle while in the flight director HDG mode only Pressing the BANK LIMIT bu...

Page 431: ...hometer relays control surface position information to the com puter Once the control surface reaches the commanded position the computer signals the motor to stop During autopilot engagement the electromagnetic clutch assembly connects the servo motor to its out put shaft With the autopilot disen gaged the output shaft moves freely A servo amplifier within the IC 600 DGC provides torque limiting ...

Page 432: ... on PFDs Depending on the mode selected the EADI also indicates mode selection and status The command bars remain biased out of view when selecting the flight director off by deselecting all modes on the mode selector A standard flight director consists of n Flight Director Mode Selectors n Accelerometers n Rate Gyro covered in the Flight Control Systems Attitude and Heading Reference section IC 6...

Page 433: ... SC CP button on the dis play controller selects magenta flight director pitch and roll command cues in the single cue or cross pointer format which appear on the attitude sphere in the PFDs The mode selector permits selection of any flight director mode except GA a pushbutton switch on either throt tle selects this mode In the single cue format unless GA is selected the command bars remain biased...

Page 434: ...th command modes displays a nose up pitch attitude of 12 when Go Around switch on the throttle is pressed IN HPA Selects the altimeter BARO correction display toggles between inHg and hPa measurements The power up default is the same mode that existed at powerdown Selecting HPA displays the altitude digits in meters GSPD TTG Toggles between groundspeed GSPD and Time To Go TTG on the EHSI display a...

Page 435: ...ls FAIL appears The test also results in a self test of the radio altimeter system 50 ft appears in green at the bottom of the EADI dis play and the DH horn sounds Selecting the various tests show the invalid flags for the MADC flight director and radio altitude Figure 5B 47 The system will also automatically perform a self test when it is pow ered up or by setting DH to 600 ft or more and pressin...

Page 436: ...r the pilot can select map plan and or weather mode The controller also allows the display and scrolling of normal and emergency checklists If a symbol generator fails reversionary switch ing is available through the controller The functions and modes on the MFD are described below The MODE selector rotary switch is a three position switch SG1 NORM SG2 that selects the symbol genera tor modes of o...

Page 437: ...enu The remaining four buttons call up various submenus to select or change parameters The number of menus in the MFD depends upon the equipment installed such as EGPWS and or mul tiple FMS units For each menu the function of each button appears directly above it at the bottom of the MFD display The left rotary DATA SET knob is used to enter change values for the item presently selected by the bez...

Page 438: ...light director function The left COURSE knob controls the pilot s course selection the right knob con trols the copilot s Some phases of instrument controllers have knobs that are either pulled or pushed to center course or heading Pressing or pulling either the left or right COURSE knob PUSH DIR or PULL DIR centers that side s course arrow display with a TO flag on the EHSI display The display of...

Page 439: ...system and it annunciates an amber ADC 2 or ADC 1 on the EADI display of both PFDs For all three switches if there is no reversion selection and both systems are selected to their own respective sources there is no annunciation If there is a cross selection on both sides the annunciation is white If the same VG 14A C 14D or MADC is selected on both sides the appropriate annunciation is amber to in...

Page 440: ...n not in use EADI Caution Failure Annunciations The EADI area of the PFD displays the following caution or failure annunciations n Flight Director Failure Flight director command bars disappear and an amber FD FAIL warning appears in the top left center of the display all flight director mode annunciators are removed n Internal Failures A large red X covers the face of the primary dis play Figure ...

Page 441: ...OACH WINDOW CAT2 FD MODE ANNUNCIATORS AUTOPILOT STATUS LATERAL BC VOR HDG ROL LNAV LOC VAPP ALT VNAV ASEL VS GA PIT GS FLC AP ENG AP FAIL AP TEST TCS ENG TRN KNB MARKER BEACON O M I VERTICAL 1 16 ATTITUDE SPHERE 15 FLIGHT DIRECTOR COMMAND SINGLE CUE 21 AIRCRAFT SYMBOL SINGLE CUE NOTES 1 SYMBOL IS SHOWN FOR FORMAT AND LOCATION NOT ALL THE SYMBOLS SHOWN MAY SIMULTANEOUSLY OCCUR ON AN ACTUAL DISPLAY ...

Page 442: ...RCE ANNUNCIATOR ATT1 ATT2 3 2 17 18 9 VERTICAL TRACK ALERT ANNUNCIATOR 22 22 10 ALTITUDE COMPARISON MONITOR AIRSPEED COMPARISON MONITOR 5 RADIO ALTITUDE MINIMUMS ANNUNCIATOR 20 22 AIRCRAFT SYMBOL CROSSPOINTERS FMS SOURCE ANNUNCIATOR FMS VNV NOTE 2 SYMBOL GENERATOR SOURCE ANNUNCIATOR SG1 SG2 4 AIRSPEED WARNING ANNUNCIATOR COMPARISON MONITORS RADIO ATTITUDE RA PITCH AND ROLL PIT ROL ATT GLIDESCOPE A...

Page 443: ...left lateral and right vertical mode annunciations indi cates to which flight director the autopilot is coupled Mode Annunciation Indication VOR Armed and captured and being tracked HDG Engaged LOC Armed or captured VAPP Selected of course captured GS Armed or captured ASEL Armed ALT Engaged BC Armed or captured VS Selected and captured IAS or MACH Selected and captured V NAV Armed or captured LNA...

Page 444: ...ars on the upper left side of the attitude sphere at radio altitudes less than or equal to the selected setting Flashing lasts for ten seconds then remains steady The MIN decision height does not annunciate until it is armed which occurs when the weight on wheels switch senses in air and an RA of 100 ft greater than the selected alti tude for at least five seconds Invalid RA minimums or an invalid...

Page 445: ...VNV These alerts continue until acknowl edged by pushing the VNAV button on the mode selector which must be active for the system to fly VNAV Selecting VNAV on the mode selec tor and NAV on the display control ler as a navigation source brings the vertical navigation display into view The magenta FMS or green VORTAC pointer indicates the center of the computed climb or descent angle FMS Source Ann...

Page 446: ...tified in cyan numbers by rotating the RA knob on the display control ler full counterclockwise rotation removes the display from view Either setting the value at zero ft or an invalid RA removes the digital display and label from the PFD Attitude Sphere The attitude sphere 15 shows the aircraft pitch limited to 90 and roll with a full 360 of motion atti tudes with respect to the horizon which is ...

Page 447: ...n monitor annunciators 22 indicate when there is a differ ence between the pilot s and copilot s displayed data When activated all comparison monitors flash amber for ten seconds then remain steady Two comparison monitors share the same display field on left side of the PFD next to the bottom of the air speed display They are n Pitch and roll comparison moni tors ROL or PIT annunciates when its re...

Page 448: ...ight director mode selector The mode and bearing pointers available depend upon optional equipment installed and may not be present in all installations Pressing the HSI button on the display controller tog gles the display between full and partial compass modes During operation in the arc mode additional presentations are available which enhance navigation and safety of flight These additional pr...

Page 449: ...he bearing pointer of the selected failed equipment EHSI Displays and Annunciations A description of the full and partial compass displays and annunciations follows Refer to specific numbers 1 to 23 in the following discus sion to locate the items on the EHSI Display Diagram following page Aircraft Symbol The center of the compass has a fixed miniature white aircraft sym bol 1 and a lateral deviat...

Page 450: ...OURSE SELECT DESIRED TRACK POINTER HEADING SELECT DISPLAY WIND VECTOR AIRCRAFT SYMBOL RECIPROCAL COURSE DESIRED TRACK POINTER BEARING SOURCES ADF1 ADF2 VOR1 VOR2 FMS TO FROM ANNUNCIATOR ELAPSED TIME TIME TO GO OR GROUNDSPEED DISPLAY 59 59 ET H9 59 TTG 399 MIN GSPD 999 KTS FMS MESSAGE DISTANCE DISPLAY BEARING POINTERS COURSE DESIRED TRACK DEVIATION SCALE AND BAR NAV SOURCE ANNUNCIATOR VOR1 VOR2 ILS...

Page 451: ...splay or annunciator Heading Display Dial and Fore and Aft Lubber Lines Gyro stabilized magnetic compass information appears on a standard type compass dial 6 format that rotates with the aircraft throughout 360 The azimuth ring is graded in 5 increments Fixed heading marks are at the fore and aft lubber line posi tions at 45 bearings NAV Source Annunciator The selected NAV source 7 for dis play o...

Page 452: ...al devia tion scale 11 appears as two white dots on either side of the aircraft symbol The two dot scale repre sents NAV deviation from the selected source desired track or course The lateral deviation dots rotate around the center of the fixed aircraft symbol The deviation bar represents the centerline of the selected VOR or localizer course When Global Positioning System is installed and the FMS...

Page 453: ...remove the wind vector from the PFD Heading Select Display The heading select display 16 in the lower left hand corner of the EHSI area contains a white HDG label followed by cyan digits indi cating the heading select bug s cur rent position Bearing Sources The bearing source annunciators 17 are in the lower left side of the EHSI display above the heading select display The annunciation color matc...

Page 454: ...re cross ing an FMS waypoint The WPT annunciation acts as an FMS way point alert when it is displayed The INTG GPS integrity annuncia tion indicates a failing GPS and is removed when the selected NAV source is something other than FMS Course Select Desired Track Pointer Display The course pointer display 22 is in the upper left corner of the EHSI dis play The annunciations are CRS for short range ...

Page 455: ...nciator and box symbols Resuming a normal attitude restores the removed sym bology The following annunciators are removed from the display when an excessive attitude condition exists n vertical lateral and non synched flight director mode annunciations n flight director arrow low bank limit n flight director command bars ver tical deviation scale pointer and label n vertical track alert annunciati...

Page 456: ... the gyro dis placement Directional Gyros The aircraft has dual Honeywell C 14D compass systems for the pilot and copilot Both provide 360 of magnetic heading information to the HSIs RMIs autopilot flight direc tor and other guidance systems Each system consists of a directional gyro flux valve remote compensa tor and control switch Each directional gyro has an electri cally driven gyro and a base...

Page 457: ...ctor and autopilot via the pilot s IC 600 DGC The flight director drives the rate of turn display The gyro consists of an electrically driven rotor that moves on its hori zontal axis a torsion bar restricts movement around the roll axis As the aircraft turns it tries to move the gyro in the direction of the aircraft turn The gyro resists this movement and reacts by rolling on its longitudi nal axi...

Page 458: ...5B 84 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 459: ...tal readouts are replaced with dashes command cue is bias from view and test light illumi nates in upper left corner of PFD n Check inverter synchronization n Verify cockpit voice recorder is operational Abnormal Procedures Abnormal procedures for the avionics systems include refer to the CAE SimuFlite Citation Bravo Operating Handbook for a detailed checklist n autopilot torque failure n pitot st...

Page 460: ...static heating system due to power loss PITOT STATIC switch OFF or an equipment malfunction The pilot s pitot static anti icing cir cuit breaker receives 28V DC power the LH Main Extension bus and the copilot s anti icing circuit breaker receives power from the RH Cross over bus the standby pitot static heater vibrator receives power from the Emergency bus 28V DC on the left circuit breaker panel ...

Page 461: ...ers If the AOA sensor heater fails and the AOA sensor becomes iced the stick shaker AOA gauges and low airspeed awareness systems may not function Angle of Attack Indicator Flagged Indications of an angle of attack system failure are an OFF flag on the indicator the removal of the low speed awareness bar or the stick shaker may be inoperative Single MADC Failure Simultaneous appearance of red Xs o...

Page 462: ... displayed in the EHSI area The HDG FAIL message should disappear and the bearing and course pointers should reappear Continue the flight using the second ary heading source Verify that both PFDs display the same heading source Single PFD Attitude Failure The appearance of a red ATT FAIL message in the top center of the sphere and of a solid cyan sphere with the loss of the pitch scale and roll po...

Page 463: ...e right circuit breaker panel to enable the tubes to cool However restoring power will likely result in another overtemperature indication Consid eration should be given to leaving the CBs disengaged using the oppo site side PFD or PFD reversion to the MFD as appropriate to com plete the flight and restoring power to the display for the approach and landing if necessary Switch the affected display...

Page 464: ...selected from the non reversion side only Be aware that the red X symbol indi cates a loss of data reaching the tube itself and therefore this indication appearing may indicate a failure in the hardware data bus to the display In this case the crew will not be able to revert tube display NOSE AVN FAN FAIL Annunciator Excessive temperature in the nose avionics compartment illuminates the NOSE AVN F...

Page 465: ...imeter on the pilot s panel Dual Display Guidance Computer Failure Loss of both display guidance com puters may be present as red Xs on all three displays or all three tubes being blank In this case continue the flight with references to standby instruments only Dual PFD Heading Failure Autopilot Hardover Illumination of the HDG annunciator can indicate a dual PFD heading fail ure If both heading ...

Page 466: ...5B 92 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 467: ...hich powers some avionics equip ment Two engine driven starter generators provide DC power to their respective distribution buses for primary aircraft electrical power The battery supplies secondary DC power through the Hot Battery bus which also serves as the input for ground power Two static inverters convert DC to AC Four distribution buses carry power from the inverters Lighting on the Citatio...

Page 468: ...5C 2 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 469: ... Overheat Warning 5C 11 Battery Temperature Gauge 5C 11 Ground Power 5C 11 GPU Protection 5C 12 Junction Boxes 5C 12 DC Distribution Buses 5C 13 Hot Battery Bus 5C 13 Emergency Bus 5C 14 Battery Bus 5C 14 Main Buses 5C 14 Main Extension Buses 5C 14 Crossover Buses 5C 14 DC Relays 5C 15 Start Relays 5C 15 Emergency Power Relay 5C 15 Battery Relay 5C 15 Battery Disable Relay 5C 16 Power Relays 5C 16...

Page 470: ...et Decision Tree 5C 26 Preflight and Procedures 5C 27 Preflight 5C 27 Abnormal Procedures 5C 27 Single Generator Failure 5C 27 Single Inverter Failure 5C 27 Emergency Procedures 5C 28 Double Inverter Failure 5C 28 AC Fail and AC Power Distribution Failure 5C 28 Battery Overheat 5C 29 Electrical Fire or Smoke 5C 31 Loss of Both Generators 5C 31 Lighting 5C 33 Interior Lighting 5C 33 Cockpit Lightin...

Page 471: ...TAL LIGHTS ENGINE FUEL 5 ANTI ICE 5 EMERGENCY BUS LH MAIN BUS EXTENSION RH MAIN BUS EXTENSION L START L BUS DC POWER L BUS NOSE WHLRPM NO 1 15 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 1 1 1 75 75 5 5 5 5 1 1 1 1 5 5 10 35 75 COMM 1 NAV 1 NAV 1 CONVERT NAV 2 CONVERT CVR DME 1 ADF 1 R FAN SPEED R ITT R TURB SPEED R FUEL FLOW R FUEL QTY R OIL TEMP R OIL PRESS DG 1 AP SERVO AUDIO 1 WA...

Page 472: ...TART CONTROL PRI LH RH START LIGHT PRI TAILCONE LIGHTS VOLTMETER battery switch in BATT or EMER 1 2 2 4 5 RELAY LEFT START RELAY RIGHT START RELAY 3 6 7 RH COCKPIT CB PANEL LH COCKPIT CB PANEL LH POWER JUNCTION BOX CIRCUIT BREAKERS RH POWER JUNCTION BOX CIRCUIT BREAKERS RH MAIN BUS EXTENSION LH CROSSOVER BUS LH MAIN BUS EXTENSION RH CROSSOVER BUS 4 2 HOT BATTERY BUS 1 3 5 6 LH FAN SPEED STANDBY AS...

Page 473: ...t to a Hot Battery bus The battery and ground power side of the system connect to the Main bus side through the bat tery relay The battery switch con trols the battery and emergency power relays During normal operation all the buses connect together allowing the generators to provide power to oper ate the systems and charge the air craft battery Starter Generators The primary sources of DC power a...

Page 474: ...perating speed the genera tor connects to its Main bus and begins supplying power at the correct voltage refer to DC schematic to trace flow to Main bus page 5C 6 The center OFF position disconnects the generator from its Main bus without de exciting it by opening the power relay An over voltage feeder fault or engine fire switch actuation will result in the generator de exciting and disconnecting...

Page 475: ...ng engine starts using external power the battery disconnect relay opens automatically to disconnect the battery s negative terminal from the airframe ground therefore external starts do not use battery power and do not count in the battery start limita tions At the end of the start cycle the relay closes automatically to connect the battery to ground Battery Switch The three position battery swit...

Page 476: ...instruments and systems powered from the emer gency buses Depending on battery switch posi tion the emergency relay connects the Emergency bus power line to either the Battery bus or the Hot Bat tery bus With the emergency relay open the Emergency bus connects to the Battery bus With the relay closed the Emergency bus receives power from the Hot Battery bus With the switch in EMER the switch suppl...

Page 477: ...SET light illuminates which can be extinguished by pressing the MAS TER WARNING RESET switch After the BATT O TEMP annuncia tor illuminates remove and recondi tion the battery per the aircraft Maintenance Manual Selecting BATT TEMP on the rotary TEST switch tests the battery over heat warning system by simulating a 160 F or over battery temperature condition and causes a flashing light The flashin...

Page 478: ...must be cycled off and on to re establish power to the airplane The system consists of a battery dis connect relay an over voltage moni tor and an over voltage logic relay The battery disconnect relay discon nects the battery from the electrical system during engine start The over voltage monitor observes volt age and activates the overvoltage logic relay when the voltage exceeds 32 6 VDC The over...

Page 479: ...Voltmeter battery switch in BATT or EMER n Ignition for start n Emergency lighting battery pack n Locator beacon if installed n Exit lights n Nose and tail baggage compart ment lights n Tailcone light n Battery relay and emergency relay closing With the battery switch in OFF any of the above items will deplete the battery if left on overnight A GPU can be connected to provide DC power and charge t...

Page 480: ...nerator or through the Battery bus Bus feeds cables then distribute power to the cockpit CB panels or the Left and Right Main Extension bus Main Extension Buses The Left and Right Main Extension buses are the final distribution power points for individual CBs refer to DC Schematic for listing Crossover Buses Two Crossover buses serve to group like items together on one CB panel The Right Main bus ...

Page 481: ...emoves power from the start relay once the engine reaches approximately 38 N2 Emergency Power Relay The two way emergency power relay 2 determines which source battery or generators provides electrical power to the Emergency bus With the battery switch in BATT or OFF the emergency power relay supplies power from the Battery bus to the Emergency bus Placing the battery switch in EMER energizes the ...

Page 482: ...l power recepta cle and the Hot Battery bus Connect ing a GPU to the aircraft closes the relay the GPU supplies power to the Hot Battery bus Once a generator begins supplying power the relay opens to prevent the flow of current from the electrical system to the GPU The external power relay also opens when the overvoltage sensor detects excessive GPU voltage Moving the battery switch to BATT connec...

Page 483: ...to the Main Extension buses A current limiter actuates automati cally but cannot be reset once a cur rent limiter opens it must be replaced before dispatch Before Start Checks When initially powering the system turn the standby Gyro on The standby gyro should power up and the emergency instrument lighting should operate Place the battery switch to EMER and check the emergency bus items The cockpit...

Page 484: ... n The right start relay closes the start button illuminates indicating the start relay is closed n The battery disconnect relay opens n The engine instrument flood light illuminates n The right engine ignition system arms The ignition light illumi nates when the throttle is moved to IDLE detent n The right fuel boost pump activates when the throttle moves to the idle detent the FUEL BOOST R light...

Page 485: ...its start cycle terminates disconnect the GPU and place both generator switches in GEN Both GEN OFF annunciators should extinguish and both ammeters should show load sharing by the generators With the generator switches on the power relays close and power flows from each generator to the Main and Extension buses Generator power also flows back to the Hot Battery bus through the Battery bus to char...

Page 486: ...art relay is closed n The battery disable relay opens and removes the ground from the battery relay which opens n The engine instrument flood light illuminates n The right fuel boost pump activates The FUEL BOOST R annunciator illuminates and the LO FUEL PRESS R annunciator extinguishes n The right engine ignition system arms The ignition light illuminates when the throttle is moved to IDLE Power ...

Page 487: ...nate to indicate that both start relays are closed n The engine instrument flood light illuminates n The battery relay opens preventing generator starting power from pass ing through the current limiters n The left fuel boost pump activates after the throttle is placed at idle The FUEL BOOST L annunciator illuminates and the LO FUEL PRESS L annunciator extin guishes n The left engine ignition syst...

Page 488: ... The start sequence may be termi nated by pushing the ENGINE START DISENGAGE switch between the start buttons The fol lowing occurs n The start relay opens the light in the start button extinguishes n The boost pump turns off the FUEL BOOST L R annunciator extinguishes n The ignition system disarms or turns off the ignition light extin guishes if the throttle has been moved to IDLE n The engine in...

Page 489: ...ansistor ized static inverter i e no moving parts and receives DC power from separate sources The No 1 inverter receives power from the Left Main Extension bus through the AC INVERTER NO 1 CB and the No 2 inverter receives power from the Right Main Extension bus through the AC INVERTER NO 2 CB These circuit breakers are rated at 10 amps The two inverters interconnect to ensure phase synchronizatio...

Page 490: ...n nects the opposite inverter to the failed inverter s bus In the case of an inverter failure the pilot must select the opposite inverter by positioning the INV 1 NORM INV 2 switch to the operat ing inverter This will result in the remaining selected inverter power ing both buses Failure Annunciators The AC inverter system has one AC FAIL annunciator and two INVTR FAIL 1 2 annunciators The fault m...

Page 491: ...t Refer to Table 5C B for a list of systems powered by the inverters Circuit Breakers Each side of the split bus AC system employs three CBs n one between each inverter output and the respective AC bus n one between the DC bus and the inverter DC input Separate CB s protect individual avi onics and navigation equipment components and connect them to the AC buses The right and left cockpit Circuit ...

Page 492: ...Normal GEN SW OFF MAY BE RESET OVERVOLTAGE FEEDER FAULT FIRE SW PRESS FIELD RELAY GCU CANNOT BE RESET REVERSE CURRENT UNDERVOLTAGE POWER RELAY TRIPS TRIPS GEN OFF L R Volts READ Less Than 10V DC GEN SW LEAVE OFF RESET NOT FUNCTIONAL Less Than 10V DC Field Relay TRIPPED GEN SW RESET THEN OFF Volts READ Greater Than 10V DC But Less Than 28 5V DC Field Relay NOT TRIPPED GEN SW OFF RESET NOT FUNCTIONA...

Page 493: ... Please refer to the SimuFlite Citation Bravo Operating Handbook for complete procedures Single Generator Failure Illumination of a GEN OFF L R annunciator and the MASTER CAUTION light indicates a single genera tor failure Direct action to reduce the electrical load on the operating generator if required One generator is usually capable of sup plying all electrical requirements during flight After...

Page 494: ...the inverter CBs If one or both inverters reset perform the proce dures for a single inverter failure or land as soon as practical If both inverters will not reset pull AC INVERTER NO 1 CB LH Panel Check INVTR FAIL 2 annunciator No annunciation indi cates recovery of Inverter 2 If recovered do not reset AC INVERTER NO 1 CB If INVTR FAIL 2 annunciator remains illumi nated reset AC INVERTER NO 1 CB ...

Page 495: ...e volt less than generator voltage in 30 seconds to 2 minutes monitor the battery overheat annunciator for possible change If the battery relay is not stuck and there is a decrease in battery amper age place the battery switch to OFF to allow the generators to power Emergency bus items The voltmeter will be inoperative The battery tem perature may continue to rise tempo rarily and cause the BATT O...

Page 496: ... including PFD MFD displays and autopilot Use standby instruments Normal Landing Gear Operation Use the emergency gear extension system Flaps Perform a flaps inoperative landing Anti Skid Power Braking System Use emergency braking Engine Anti Ice Valves LH engine wing and windshield will restore to normal Valves are in OPEN position Refer to ENG ANTI ICE ON power settings Ram Air Temperature Gauge...

Page 497: ...ttery switch in EMER and the generator switches off Items marked with in Table 5C C may be restored when the left generator is turned on when landing is assured The audio panels are powered by the Emergency bus and headsets are not required Turn both windshield bleed air man ual valves OFF or MINIMUM for clear vision through the windshield to prevent an excessive amount of hot air from reaching th...

Page 498: ...V emergency instru ment lighting for the standby gyro the standby HSI the N1 ITT indica tors and the standby altimeter air speed indicator vibrator Ensure that the cabin services refreshment cen ter cabin lights are OFF See Table 5C C for systems made inoperative with the battery switch in EMER and the generator switches OFF Turn both windshield bleed air valves to OFF or MINIMUM for clear vision ...

Page 499: ...lec troluminescent panel may be lighted by a post light Secondary lighting includes the cockpit floodlights an alternate engine instrument flood light and two map lights The majority of the cockpit lighting controls are on the lower edge of the pilot s instrument panel These con trols allow the adjustment of the lights from off to full intensity The map light controls are on the forward edge of th...

Page 500: ...side consoles and pedestal Electroluminescent panels are on the instrument panel side consoles and control pedestal The EL PANEL circuit breaker supplies 28V DC from the Left Main Extension bus to the inverter through the ON OFF switch The inverter then converts 28V DC into 40 to 60V AC 400 Hz for the panels The EL rheostat con trols the brightness of the panels from off to full intensity Secondar...

Page 501: ...e If the input voltage to the aft inverter drops below 20V the lights automatically shift to bright Once voltage exceeds 20V DC they return to their originally selected intensity Operate the lights in BRIGHT until a consistent source of 28V DC exists on the aircraft Reading Lights Individual reading lights for the pas sengers Figure 5C 26 are above the seats Each light is adjustable and has an ON ...

Page 502: ... SAFETY illuminates the NO SMOKING and FASTEN SEAT BELT symbols of the sign and sounds the passenger chime Placing the switch in SEAT BELT illuminates the FASTEN SEAT BELT symbol and sounds the chime When the switch is OFF all advisory and emergency lighting are extinguished The exit signs Figure 5C 29 do not require power for operation They are self illuminating Cargo and Service Compartment Ligh...

Page 503: ...g the door extinguishes the light regardless of switch position Exterior Lighting Exterior lighting consists of navigation n Anti collision n Beacon n Landing recognition n Taxi n Wing inspection n Tail floodlights if installed Controls for the exterior lights are on the pilot s switch panel Figure 5C 32 and lower left instrument panel Figure 5C 33 Navigation Lights The navigation lights Figure 5C...

Page 504: ... ing light The right recognition light receives 28V DC power from the Right Main DC bus through the RH REC TAXI LIGHT circuit breaker tailcone J box the left recognition light receives 28V DC power from the Left Main DC bus through the LH REC TAXI LIGHT circuit breaker tailcone J box The LANDING LIGHTS switch on the lower left instrument panel controls the lights The landing lights are fed by the ...

Page 505: ...ion bus supplied through the WING INSPECTION LIGHT cir cuit breaker on the left circuit breaker panel The WING INSP switch on the pilot s switch panel controls the light Optional Tail Floodlights The tail floodlights if installed are on top of the horizontal stabilizer and illuminate the vertical fin area for recognition at night The lights receive 28V DC power from the Left Main DC bus through th...

Page 506: ...l force This battery pack powers the emer gency exit lights any time a sensor is exposed to a force of 5Gs or more Normally the Hot Battery bus pro vides power for battery charging and operation of the lights During engine starts the battery pack also illuminates the alternate engine instrument floodlight During an electrical failure the standby gyro horizon s battery pack provides power for light...

Page 507: ... Nos 1 2 26 V AC 1 2 115V AC Nos 1 2 115 V AC 1 2 Control DC switches L GEN R GEN BATT OFF EMER LH RH ENGINE FIRE AVIONIC POWER ON OFF master AC switches AVIONIC POWER ON OFF DC power to inverters AVIONIC POWER INV 1 NORM INV 2 AC bus magnetic circuit breakers Monitor DC Voltmeter and ammeters GEN OFF L R annunciators BATT O TEMP annunciator temperature gauge BATT O TEMP 160 F annunciator MASTER C...

Page 508: ...5C 42 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 509: ...nguishers for use inside the pres sure vessel The entire fire detection system senses and indicates the presence of an overheat condition or fire and provides a visual warning in the cockpit The engine fire extinguishing system includes two fire extin guisher bottles in the tailcone Both bottles can be discharged to either engine One hand operated portable fire extinguisher bottle is stowed in the...

Page 510: ...5D 2 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 511: ... Switchlights 5D 7 Extinguishing System Function Firewall Shutoff Valves 5D 7 Fire Extinguisher Bottle 5D 8 BOTTLE ARMED PUSH Switchlights 5D 8 Portable Fire Extinguishers 5D 9 Preflight and Procedures 5D 11 Preflight 5D 11 FIRE WARN Test 5D 11 Abnormal Procedures 5D 11 Engine Fire During Shutdown 5D 11 Engine Fire Detection System Failure 5D 11 Engine Shutoff Valve Closed 5D 11 Emergency Procedur...

Page 512: ... R ISOLATION VALVE LH ENGINE FIRE RH ENGINE FIRE FIRE DETECTION LOOP GEN FIELD RELAY F F W W SHUT OFF SHUT OFF L L R LH MAIN BUS EXT RH CROSSOVER BUS GEN FIELD RELAY HALON 1301 FIRE LOOP ARM UNLOCK DEPLOY NORMAL EMER S T O W S W ARM UNLOCK DEPLOY NORMAL EMER S T O W S W BOTTLE 2 ARMED PUSH FIRE DETECTION LOOP PRESSURE GAUGE REAR PRESSURE BULKHEAD BOTTLE 2 BOTTLE 1 FIRE DETECTION CONTROL UNITS THER...

Page 513: ...Detection Loop Each engine nacelle houses a 188 cubic inch heat sensing loop Figure 5D 1 of flexible stainless steel cable contains a 28 V DC energized inner wire centered in a highly com pacted metal oxide semiconductor material The hermetically sealed cable has a fire proof connector at each end Each sensor loop connects to its respective control unit in the tailcone on the aft pressure bulkhead...

Page 514: ...t is disconnected To test the integrity of the fire warning system select the FIRE WARN posi tion of the rotary TEST switch Figure 5D 2 The control unit has an internal test resistor that is applied to the center wire of the sensor cable During the test the sum of the test resistance plus the sensor cable center conductor resistance is less than the fire alarm point This actuates the sys tem and v...

Page 515: ...iate engine when pressed n The system removes electrical power from the normally closed thrust reverser isolation valve on the corresponding engine this causes the valve to remain closed see Miscellaneous Chapter The extinguishing system can be dis armed by depressing the ENGINE FIRE switchlight a second time This disarms the fire bottles and opens the fuel and hydraulic firewall shutoff valves If...

Page 516: ...ed to either engine depend ing on which cartridge is activated The ENGINE FIRE switchlight selects the correct cartridge Each bottle contains mono bromotrif luormethane CBrF3 Halon 1301 pressurized to 600 75 PSI at 70 F 21 C The extinguishing agent has no damaging effects on any of the engine components therefore it is not necessary to clean or replace the com ponents after the bottles are fired R...

Page 517: ...t does not necessarily mean the bottle contents have discharged it means only that the switchlight has been pushed The only way to verify the bottle has discharged is to observe the pressure gauge on the bottle during post preflight For example if both BOTTLE ARMED lights are pushed the lights extinguish and the bottles should discharge If for some reason the ENGINE FIRE switchlight is pushed to r...

Page 518: ...5D 10 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 519: ...a sensor cable on the associated engine may be disconnected Depressing either ENGINE FIRE light will then illuminate both BOT TLE ARMED PUSH lights Abnormal Procedures The following is a brief explanation of what happens during abnormal procedures that pertain to the fire protection system Abnormal proce dures include n engine fire during shutdown n engine fire detection system failure n firewall ...

Page 520: ...IDLE If the ENGINE FIRE switch light extinguishes select FIRE WARN on the rotary TEST switch to check continuity then to OFF Land as soon as practical without taking further action However if the ENGINE FIRE switchlight remains illuminated lift cover and push the ENGINE FIRE switchlight to shut down the engine and arm the extinguishing system Then press either BOTTLE ARMED PUSH switchlight to disc...

Page 521: ...arge to either engine Control LH RH ENGINE FIRE switchlights BOTTLE 1 2 ARMED PUSH switchlights Rotary test switch FIRE WARN Monitor LH RH ENGINE FIRE switchlights BOTTLE 1 2 ARMED PUSH switchlights F W SHUTOFF L R annunciators Fire bottle pressure gauges Pre flight only Protection Overpressure pressure relief valve on each fire bottle Circuit breakers Miscellaneous Two 125 in3 fire bottles in tai...

Page 522: ...5D 14 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 523: ...rect cable The secondary flight controls of the Citation Bravo consist of wing flaps and speedbrakes The flaps are mechanically con trolled and electrically actuated whereas the speedbrakes are electrically controlled and hydraulically actuated Trim tabs on the left aileron each elevator and rudder provide for roll pitch and yaw trim respectively In addition to the primary and secondary flight con...

Page 524: ...5E 2 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 525: ...akes System Schematic 5E 11 Secondary Flight Controls Diagram 5E 12 Secondary Flight Controls 5E 13 Flaps 5E 13 Speedbrakes 5E 13 Speedbrake Switch 5E 14 Stall Warning 5E 15 Stick Shaker 5E 15 Preflight and Procedures 5E 17 Preflight 5E 17 Abnormal Procedures 5E 17 Electric Trim Inoperative 5E 17 Jammed Elevator Trim Tab 5E 17 Flaps Inoperative Approach and Landing 5E 17 Landing with Failed Primar...

Page 526: ...5E 4 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite Primary Flight Controls Diagram AILERON AILERON TRIM TAB ELEVATOR TRIM TABS RUDDER SERVO AND TRIM TAB RUDDER ELEVATOR ...

Page 527: ... of the rear carry through spar Wing cable assemblies transmit the sector assem bly rotation to the aileron actuators which move the ailerons to the desired position Rotation of the aileron sector assem bly by the autopilot aileron servo cables electronically actuates the aile ron control system As above the wing cable assemblies transmit the sector assembly rotation to the wing aileron actuators ...

Page 528: ... elevator The elevator cable assemblies contain cable clevis fittings that provide attachment points for the autopilot elevator servo cables The autopilot servo includes an over ride function that allows the crew to physically overpower the servo by manually moving the control column An amber AP PTCH MISTRIM light advises when the autopilot is in an out of trim condition and that a sustained trim ...

Page 529: ...The Left Main Extension bus supplies electrical power for the motor A P Trim Disconnect The AP TRIM DISC switch on the pilot s and copilot s yoke electrically disables the electric trim if a mal function in electric trim should occur Pulling the 5 amp PITCH TRIM CB on the left circuit breaker panel removes power from the elec tric trim motor Rudder The rudder Figure 5E 8 on the trailing edge of th...

Page 530: ...press ing either the AP TRIM DISC switch or the YAW DAMPER button itself Disengaging the autopilot with the electric trim switch or the GO AROUND button does NOT disengage the yaw damper Rudder Trim The rudder trim tab provides for aerodynamic adjustment of the rud der through manual deflection of the tab The rudder trim tab system con sists of a trim control assembly in the control pedestal cable...

Page 531: ...lock align the nosewheel neutralize all flight controls and move both throttles to CUTOFF Rotate the T handle 90 clockwise and pull straight aft to the stop Rotate it 90 counterclockwise to lock To release the flight controls and throttles rotate the CONTROL LOCK T handle 90 clockwise and push it in to the unlocked position return to the horizontal position Check flight controls for proper movemen...

Page 532: ...5E 10 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 533: ...ETURN PRESSURE INLET PRESSURE DOWN LIMIT SWITCH EXTEND SOLENOID VALVE RETRACT EXTEND TYPICAL POWER LEVER SWITCHES LH RH IN TAILCONE HOLDING RELAY INLET PRESSURE RETURN FLOW EXTEND RETRACT RETRACTED THERMAL RELIEF VALVE HYDRAULIC BYPASS VALVE LH MAIN BUS EXT SPD BRK EXTEND LH ACTUATOR EXTENDED RH ACTUATOR EXTENDED RETRACT SOLENOID VALVE ABOVE 85 THROTTLE CABLE POSITION LH ACTUATOR RETRACTED RH ACTU...

Page 534: ...5E 12 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite Secondary Flight Controls Diagram WING FLAP SPEEDBRAKE UPPER LOWER SURFACE ...

Page 535: ...ly Components that control the flap actuation system include the up and down position switches and an arm and cam unit Moving the flap lever closes a microswitch that activates the two motors and selects the direction of travel When the flaps reach the pre selected position the microswitch opens to deactivate the motors Detents are provided only at the 15 T O APPR and 40 LAND positions on the flap...

Page 536: ...eve pressure and the HYD PRESS ON annunciator extinguishes The hydraulic system returns to an open condition as the solenoid valve returns to neutral to block all hydrau lic fluid lines to the speedbrake actua tor and maintain speedbrakes in the extended position If an electrical failure occurs with the speedbrakes extended the speed brake safety valve fails to the open position to provide a retur...

Page 537: ...upt airflow over the wings this disturbed airflow buffets the ele vator surfaces and alerts the pilots to the stall condition The stall strips provide a warning at approximately VSI 10 and VSO 5 landing Stick Shaker A stick shaker on the forward side of the pilot s control column warns of an impending stall Figure 5E 17 The stick shaker uses an electric motor with rotating weights to induce a vibr...

Page 538: ...5E 16 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 539: ...d elevator trim tab dur ing a takeoff or go around procedure reduce power as necessary to main tain 120 KIAS or less Maintain the current flap position Minimum speed is VREF for FULL flaps VAPP for 15 flaps or VREF 15 KIAS for flaps 0 or Unknown Do not retract landing gear Land as soon as practical Flaps Inoperative Approach and Landing The flaps inoperative approach and landing checklist is simil...

Page 540: ...ble choose a runway with least possi ble crosswind After touchdown lower the nose and extend speedbrakes as soon as possible In the event of a failed elevator cable during landing use the manual elevator trim wheel for primary pitch control Do not use electric trim Make small pitch and power changes and set up landing configuration early After touchdown select SPEED BRAKES and brake as soon as pos...

Page 541: ...tall warning Airframe buffet Stick shaker Autopilot OFF amber annunciator AP ROLL MISTRIM or AP PTCH MISTRIM amber annunciator Control wheel overrides autopilot aileron servo AP TRIM DISC switch disconnects both the autopilot and yaw damper Protection Electric PITCH TRIM switch activation and GO AROUND activation disengages autopilot but does not disengage the yaw damper AP PTCH MISTRIM and AP ROL...

Page 542: ...e Hydraulic system Left Main Extension Bus Control Speedbrake switches EXTEND or RETRACT Throttle position above 85 Throttle Cable Position RETRACT only Monitor Annunciators SPD BRK EXTEND HYD PRESS ON while speedbrakes moving Protection SPEED BRAKE circuit breaker Miscellaneous SPEEDBRAKES retract automatically and cannot be extended at power settings representing above 85 Throttle Cable Position...

Page 543: ...or use by the engines Each wing holds approximately 360 U S gallons of usable fuel for a total aircraft capacity of 720 U S gallons or approximately 4 8601bs Each wing tank supplies its respective engine crossfeed oper ations allow both engines to receive fuel from one wing tank Normal operation of the system is automatic and self sustaining after engine start the system requires no pilot action o...

Page 544: ...5F 2 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 545: ...5F 11 Manual Shutoff Valve 5F 11 Fuel Distribution 5F 13 Normal Engine Feed System 5F 13 Engine Crossfeed System 5F 13 Motive Flow Valve 5F 13 Motive Flow Shutoff Valve 5F 13 Primary Ejector Pump 5F 13 Transfer Ejector Pumps 5F 14 Electric Boost Pump 5F 14 Boost Pump Switch 5F 14 FUEL BOOST ON Annunciators 5F 14 Fuel Filters and Bypass 5F 15 Fuel Firewall Shutoff Valves 5F 15 Crossfeed Switch and ...

Page 546: ...es 5F 19 Fueling Procedures 5F 19 Defueling Procedures 5F 19 Suction Method 5F 19 Forced Method 5F 20 Transfer Crossfeed Method 5F 20 Abnormal Procedures 5F 20 Fuel Boost Pump ON 5F 20 Low Fuel Pressure 5F 20 Low Fuel Quantity 5F 21 Fuel Filter Bypass 5F 21 Data Summary 5F 23 Fuel System Data 5F 23 ...

Page 547: ...Fuel System Citation Bravo Developed for Training Purposes 5F 5 September 2005 ...

Page 548: ...S MAX IMBALANCE FIREWALL SHUTOFF VALVE FUEL CANISTER BOOST PUMP LOW FUEL LEVEL LEVEL L IN TRANSIT LH FIRE 2000 1000 3000 360 GALLONS TEMPERATURE COMPENSATOR RPM FUEL FLOW ENGINE RH FIRE ENGINE FUEL PROBES 6 RIGHT WING TANK 360 GALLONS FUEL FLTR BP L R FUEL LO PRESS L R FUEL BOOST L R NORM NORM L R ON O F F FUEL BOOST RH CROSSOVER BUS LH MAIN BUS EXT FUEL LO FUEL LO LEVEL R FUEL CONTROLLER FLOW DIV...

Page 549: ...ng low attitudes A sump area in the root of each wing contains an electric boost pump a primary ejector pump and four quick drains for water and sediment removal The fuel sumps are kept full by grav ity feed fuel through the one way flapper valves and two transfer ejec tor pumps that pick up fuel from the low tank areas In addition to the sump each tank includes n a vent system n fuel quantity pro...

Page 550: ... supply information to the vertical scale fuel quantity gauge in the cockpit The indicator converts these signals into fuel weight and displays it in pounds per cell The six fuel tank probes have con centric metal tubes that act as plates of a capacitor The value of the capacitance at each probe is propor tional to the height of the dielectric medium fuel between the plates that is the higher the ...

Page 551: ...hen activated both fuel flow displays will show 1888 Both displays are blank when input power is removed The lower portion of the indicator has two vertical tape displays with the left display responding to the left engine s fuel quantity and the right display responding to the right engine s fuel quantity The indicator s display range is from 0 to 3 000 lbs When input power to the indicator is re...

Page 552: ...he LO FUEL PRESS L R annunciator if the pressure decreases below 4 65 PSI 0 15 0 25 PSI It also oper ates the fuel boost pump In a low pressure situation the pres sure switch relay supplies power to the boost pump relay Activation of the boost pump is semi automatic The boost pump switch must be in NORMAL and the respective throt tle must be out of CUTOFF for the pressure switch to activate the bo...

Page 553: ... control poppet movement while draining Pushing the poppet valve up and rotating it counterclockwise locks it in the OPEN position Manual Shutoff Valve This valve is not available to pilot use A manually operated ball valve attaches to the inboard rib of each wing The valve shuts off the fuel supply at the wing to allow mainte nance on the system downstream without defueling The valve is spring lo...

Page 554: ...5F 12 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 555: ...fuel tank sump provides fuel pressure during engine start and crossfeed opera tions Power is supplied to the pump through the start control relay during engine start and through the CROSSFEED switch during cross feed operations The pump supplies fuel to its respective engine during engine start low pressure and ON operation and to the opposite or both engine s during crossfeed The electric boost p...

Page 556: ... pressure is relatively low approximately 30 PSI the result of the venturi action of the transfer ejectors is to move fuel with very low pressure output Boost Pump Switch The FUEL BOOST switches one for each side are on the left switch panel Each switch has three positions OFF NORM ON Figure 5F 9 For nor mal operation the FUEL BOOST switch is in the NORM position In the OFF position the boost pump...

Page 557: ...the LH or RH ENG FIRE switch lights they close or open in approximately one second The F W SHUTOFF L R annuncia tors illuminate when the fuel and hydraulic firewall shutoff valves to the associated engine are closed Crossfeed Switch and Valves Two crossfeed valves Figure 5F 10 one in each dry bay area control fuel access to the crossfeed fuel line In normal operation pressurized fuel is not presen...

Page 558: ...5F 16 Developed for Training Purposes Citation Bravo March 2009 CAE SimuFlite 5F 12 ...

Page 559: ...T button energizes the boost pump The FUEL BOOST L R annunciators illuminate Fuel moves through the manual shutoff valve fuel filter and firewall valve to the engine driven fuel pump The LO FUEL PRESS L R annunciators extinguish as fuel pressure increases above 4 65 PSI An RPM sensor on the starter gener ator sends a signal to the generator control unit which terminates the engine start sequence T...

Page 560: ... BOOST annunciator illuminates Both crossfeed valves open the IN TRANSIT light illumi nates The IN TRANSIT light extin guishes when the crossfeed valves are fully open Three seconds later the motive flow shutoff valve on the engine receiving crossfeed fuel automatically closes To return to normal operation posi tion the CROSSFEED switch to OFF The motive flow shutoff valve automatically opens to r...

Page 561: ...uel stream Stop addi tive flow before stopping the fuel flow Maintain additive concentra tion range in accordance with instructions in the AFM Fueling Procedures 1 Verify that fire fighting equip ment is readily available 2 2 Determine required fuel 3 Ground fuel supply unit fuel supply unit to aircraft and fuel noz zle to aircraft 4 Remove filler cap and add required fuel 5 Replace filler cap and...

Page 562: ...t type drain valves Abnormal Procedures The following section provides a brief discussion of what happens to the fuel system during abnormal conditions Note that the amber MASTER CAUTION light illumi nates whenever an amber annuncia tor panel light illuminates Fuel Boost Pump ON Illumination of the amber FUEL BOOST L R annunciator indicates that the respective fuel boost pump was either automatica...

Page 563: ...e uninterrupted fuel flow to the engines Although this is not a pressure low situation the boost pump is physically lower in the sump area than the ejector pump and can pump the last bit of fuel Con sider crossfeeding if the fuel level is adequate on the other side Land as soon as practical Fuel Filter Bypass Illumination of the FUEL FLTR BP L R annunciator indicates a clogged fuel filter When the...

Page 564: ...5F 22 Developed for Training Purposes Citation Bravo March 2009 CAE SimuFlite ...

Page 565: ...r motive flow Motive flow manifold Crossfeed manifold Control ENGINE START L R switches ENG FIRE switch lights L R FUEL BOOST switches L R L TANK R TANK crossfeed selector Throttles Fuel control unit fuel cutoff Monitor Annunciators F W SHUTOFF L R FUEL BOOST L R FUEL FLTR BP L R LO FUEL LEVEL L R LO FUEL PRESS L R Crossfeed IN TRANSIT light FUEL FLOW FUEL QTY indicator Protection Circuit breakers...

Page 566: ...5F 24 Developed for Training Purposes Citation Bravo March 2009 CAE SimuFlite ...

Page 567: ...e between 1 350 and 1 500 PSI When the pres sure is no longer needed the bypass valve opens and returns the systems to its low pressure resting state An open center system requires less hydraulic fluid than a con stant pressure system This decreases leakage and reduces weight Fluid in the system is a phosphate ester base hydraulic fluid Sky drol or Hyjet Systems using hydraulic pressure include n ...

Page 568: ...5G 2 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 569: ...Firewall Shutoff Valves 5G 5 Pumps 5G 6 Filters 5G 6 Flow Switch Check Valves 5G 6 Open Center Bypass Valve and Relief Valve 5G 6 Hydraulic Pressure Indicating 5G 6 Procedures 5G 7 Preflight 5G 7 Abnormal Procedures 5G 7 Low Hydraulic Fluid Level 5G 7 LO HYD FLOW Annunciator Illuminated 5G 7 Hydraulic System Remains Pressurized 5G 7 Data Summary 5G 9 Hydraulic System 5G 9 ...

Page 570: ...PSI CHECK VALVE FIREWALL SHUTOFF RIGHT ENGINE PUMP FIREWALL SHUTOFF LEFT ENGINE PUMP FLOW SWITCH AND CHECK VALVE RESERVOIR RELIEF AND BLEED VALVE PRESSURE SWITCH SUPPLY RETURN PRESSURE FILTER LH ENGINE FIRE PUSH RH ENGINE FIRE PUSH SPEEDBRAKES THRUST REVERSERS LANDING GEAR BOOT STRAP PRESSURE LINE RH MAIN DC BUS LO HYD FLOW L R LO HYD LEVEL HYD PRESS LO HYD LEVEL HYD PRESS LH MAIN DC BUS ...

Page 571: ...ressure area of the reservoir begins to open at 40 PSI and fully opens at 60 PSI With the reservoir filled to capacity the relief valve opens to drain excess fluid A plunger type sight gauge attached to the reservoir Figure 5G 1 pro vides a visual indication of the reser voir fluid level The sight gauge has three indication marks n REFILL 0 2 gallons n FULL 0 5 gallons n OVERFULL 0 6 gallons When ...

Page 572: ... respective LO HYD FLOW L R annunciator illumi nates The flow switch turns off the annunciator as the pump s output increases above 1 33 GPM Center Bypass Valve and Relief Valve Selecting any hydraulic subsystem component closes a bypass valve in the return line causing system pressure to build Electrical power closing the bypass valve comes from the subsys tem being activated A relief valve which...

Page 573: ...gine shutdown Cycling time of hydraulically actuated func tions may increase If both pumps fail the speedbrakes and thrust reversers are inoperative The landing gear must be lowered by emergency procedures Hydraulic System Remains Pressurized If the HYD PRESS annunciator remains illuminated the bypass valve has failed in the closed position The MASTER CAUTION annunciator will illuminate if the HYD...

Page 574: ...5G 8 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 575: ...brake switch Thrust reverser lever Monitor F W SHUTOFF LO HYD FLOW L R HYD PRESS SPD BRK EXTEND LO HYD LEVEL ARM UNLOCK DEPLOY T R lights Landing gear annunciators Protection Circuit breakers Pressure relief valve in reservoir low pressure area to drain excess fluid If one hydraulic pump fails either pump can operate the system at a reduced rate Pushing the ENG FIRE switchlight closes the correspo...

Page 576: ...5G 10 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 577: ...engine bullet nose cone temperature probe engine inlet lip inner stator vanes and windshield n Electric heating elements protect the pitot tubes static ports angle of attack probe and a section of inboard wing n Pneumatic deice boots remove ice from the outboard wing sec tions horizontal stabilizer and vertical stabilizer leading edge n Isopropyl alcohol provides a backup for the pilot s wind shie...

Page 578: ...5H 2 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 579: ...Ice 5H 13 Windshield Bleed Air Controls 5H 13 Temperature Controller 5H 13 Windshield Overheat Annunciator 5H 14 Rain Removal 5H 14 Miscellaneous Systems 5H 15 Pitot Static Anti Ice System 5H 15 Pitot Static Controls 5H 15 Pitot Static Annunciator 5H 16 Alcohol Anti Ice System 5H 16 Heated Drains 5H 16 Preflight and Procedures 5H 17 Preflight Inspection 5H 17 Servicing 5H 17 Normal Operations 5H 1...

Page 580: ...5H 4 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 581: ...mponents and the windshields as well as rain removal from the windshield Use the anti ice systems when operating in visible moisture with an indicated OAT 10 C or lower Anytime an engine is operating bleed air flows continuously through the engine bullet nose cone and the T1 probe forward of the fan in the engine inlet Solenoid valves con trol bleed air flow to the air inlet lip inner stator vanes...

Page 582: ...NLET LIP BLEED AIR VALVE CONTROL RELAY THERMOSWITCHES TEMP SENSORS OVERHEAT RELAY ANTI ICE CURRENT SENSOR INPUT TEMP SENSOR INPUT CONTROLLER 130 TO 172 6 5A NORM O F F LH EXCITER NORM RH IGNITION ON OFF LH RH ENGINE OFF ENG ANTI ICE L R CURRENT SENSORS LH EXT BUS 155 F 165 F 60 F NORMAL CONTROL LOW TEMP SWITCH 170 F THROTTLE SWITCH 60 N2 STATOR BLEED AIR VALVE STATOR VANES INLET LIP BLEED AIR VALV...

Page 583: ...closed With power above 60 N2 electrical power routes through a thermal time delay relay and then to the valves After five seconds the thermal relay opens to remove power from the valves so they open The five second time delay allows the engines to accelerate quickly during a go around situation without robbing power from the engines for anti ice When the aircraft is in flight with the landing gea...

Page 584: ...y closes when the temperature of the wing cools to 130 6 F to return power to the heating elements The ammeters indicate this action ENG ICE FAIL ENG ANTI ICE Annunciator When the ANTI ICE switch is in ON a low temperature thermo switch illuminates the ENG ANTI ICE L R annunciators Once the wing temperature reaches 60 F the thermoswitch opens to extinguish the annunciator During the heating cycle ...

Page 585: ...hermoswitch sensing 165 F because of a fault in the control system e g temperature sensor or controller abnormal condition that results in annuncia tor illuminating during cooling and extinguishing during heating n a short or open temperature sensor indicating it should be changed abnormal condition that results in annunciator remaining illuminated at all times system is turned on n stator valve n...

Page 586: ... RH WING BOOT LH MAIN DC BUS CONTROL VALVE AND EJECTOR PRESSURE SWITCH 20 PSI LH HORIZ BOOT RH HORIZ BOOT VERT TAIL BOOT PRESSURE REGULATOR PRESSURE SWITCH 20 PSI ENGINE BLEED AIR SURFACE DE ICE RESET O F F CONTROL VALVES AND EJECTORS ENGINE BLEED AIR REGULATED BLEED AIR VACUUM PNEUMATIC AIR OVERBOARD EXHAUST SURFACE DEICE ...

Page 587: ... posi tion As the empennage control valve deactivates the timer activates the two wing control valves to inflate both wing boots After six seconds the timer deactivates the wing control valves and holds 5 5 inches Hg vacuum to keep the boots deflated SURFACE DEICE Switch The three position DEICE OFF RESET SURFACE DEICE switch is on the pilot s left panel next to the R ENGINE ANTI ICE switch Fig ur...

Page 588: ...D AIR 5A 5A 280 F 138 C 260 F 127 C W S BLEED HI LOW O F F TEMPERATURE CONTROL NOTE SELECT LOW IF OAT IS ABOVE 18 C SELECT HI IF OAT IS 18 C OR BELOW AFT PRESSURE BULKHEAD TEMPERATURE TRANSMITTER OVERHEAT LIGHT W TEMP 295 F 146 C OR PRESSURE LIGHT W SWITCH OFF AND 5PSI IN LINE PRESSURE SWITCH 5 PSI RAM AIR IN HEAT EXCHANGER AIR CONTROL VALVE W S BLEED AIR VALVE RAM AIR EXHAUST SUPPLY REGULATED AIR...

Page 589: ...ee positions HI OFF LOW Figure 5H 9 The WINDSHIELD BLEED AIR manual controls for the left and right windshield nozzle assemblies are on the copilot s lower left panel next to the OVHD and DEFOG fan switches Figure 5H 8 Regardless of the position of the W S BLEED switch the manual controls must be open to allow bleed air to disperse across the exterior surface of the windshield Leave the manual val...

Page 590: ...in OFF a 5 PSI pressure switch in the bleed air line downstream of the heat exchanger monitors the system Any pressure greater than 5 PSI with the switch off illuminates the W S AIR O HEAT annunciator and may indicate a leak in the control valve Rain Removal The windshield bleed air anti ice system also provides rain removal Augmenter doors on the exterior of the windshield bleed air diffusers cha...

Page 591: ...gure 5H 11 Six static ports three on each side of the aircraft are just below the flight compartment windows Figure 5H 13 All nine of the components incorporate electrical heating elements controlled by the PITOT STATIC ANTI ICE switch on the left switch panel Figure 5H 12 The Angle Of Attack AOA vane on the right side of the fuselage Fig ure 5H 14 has a heater that receives power anytime the PITO...

Page 592: ...tch next to the W S BLEED switch Figure 5H 15 to ON actuates an electric pump that sprays alcohol on the left windshield only Figure 5H 16 The two quart reservoir in the nose baggage compartment Figure 5H 17 provides approximately 10 min utes of continuous anti ice protec tion The alcohol anti ice system may be turned on or off at any time Heated Drains Electrically heated drains prevent ice forma...

Page 593: ... less than one mile in fog ensure removal of all ice or frost from the aircraft surfaces and oper ate the engine anti ice systems one out of every four minutes at 65 N2 During takeoff use of engine anti ice requires a reduced power setting an increased V1 speed and a longer takeoff distance Climb and cruise power settings are also reduced On descent and approach into icing conditions keep engine t...

Page 594: ...icates a proba ble solenoid valve failure or leak and win shield air temp is not regulated Windshield heat damage is possible Manually close windshield bleed air valves This condition can also be caused by a cabin pressure leak into the windshield bleed air line when cabin differential pressure reaches 4 5 to 5 0 PSI when the windshield bleed air manual valves are closed Pitot Static Failure Illum...

Page 595: ...rically heated inboard wing leading edge Control LH RH ENGINE anti ice switches Throttle switches 60 N2 Monitor ENG ANTI ICE L R annunciators L R DC ammeters Visual scan WING INSP light Engine ITT N2 RPM Engine ignition lights Protection Cockpit circuit breakers Tailcone circuit breakers different amperages totalling 150 amps CBs each wing Power Sources Left Main Extension bus pilot side Emergency...

Page 596: ...ivated VISUAL scan Protection SURFACE DEICE circuit Breaker 5A Miscellaneous During the first of two 6 second cycles when the surface deice switch is activated both the left and right horizon tal stabilizer boots and the vertical stabilizer boot inflate Vacuum deflates the boots between cycles Power Sources Left right engine bleed air clusters Left Right Main DC buses Alcohol reservoir Distributio...

Page 597: ...e system is engineered for design simplicity and low maintenance with a very small drag penalty A back up manual gear extension system provides an alternate gear extension method if the primary system fails The Citation Bravo brake system has pedal operated multiple disc brakes on the main gear wheels the system is controlled mechanically and actuated hydraulically A back up pneumatic system suppl...

Page 598: ...5I 2 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 599: ... Warning System 5I 10 Visual Indications 5I 10 Audible Indication 5I 11 Tail Skid 5I 11 Operation 5I 11 Landing Gear Control Handle 5I 11 Retraction 5I 11 Extension 5I 12 Emergency Extension 5I 12 Auxiliary Gear Controls 5I 12 Emergency Air Bottle 5I 13 Nosewheel Steering 5I 13 Nosewheel Spin Up System Optional 5I 14 Brake System 5I 17 Anti Skid Power Brake System 5I 17 Wheel Brakes 5I 18 Electric...

Page 600: ... 5I 21 Servicing 5I 21 Accumulator Preload 5I 21 Tire Inflation 5I 21 Strut Inflation 5I 21 Abnormal Procedures 5I 21 Landing Gear Does Not Extend 5I 22 Anti Skid System Failure 5I 22 Power Brake System Failure 5I 22 Wheel Brake Failure 5I 22 Data Summaries 5I 23 Landing Gear System Data 5I 23 Brakes Anti Skid Systems Data 5I 24 ...

Page 601: ...Landing Gear Citation Bravo Developed for Training Purposes 5I 5 September 2005 CAE SimuFlite Landing Gear System 5I 6 ...

Page 602: ...0 TO 2 050 PSI EXTEND SOLENOID RETRACT SOLENOID LANDING GEAR CONTROL VALVE AIR BOTTLE CABLE RESTRICTOR EMERGENCY RELEASE PULL STATIC FLUID FROM HYDRAULIC SYSTEM RETURN DUMP VALVE UPLOCK CABLES LG WARN GEAR CONTROL LH BUS LEFT MAIN GEAR RIGHT MAIN GEAR NOSE GEAR DOWN MICROSWITCH DOWN MICROSWITCH DOWN MICROSWITCH NOSE RH GEAR UNLOCK HORN SILENCE ANTI SKID ON DOWN LDG GEAR OFF UP PUSH LH ...

Page 603: ...ssur ize and positions the landing gear control valve to the corresponding position Hydraulic fluid flows through the control valve to the hydraulic actuators of each gear With the gear in a locked up or down posi tion the hydraulic system returns to its original unpressurized condition Main Gear The main gear assembly is on sup port fittings in the wings and con sists of a wheel and brake attache...

Page 604: ...t the retract port of the actuator forces the sleeve piston spring to release the locking ring from the actuator groove This unlocks the actuator for retraction When the gear reaches the retract position a mechanical uplock con nects with an uplock roller on the main gear to hold the gear in the retract position Main Gear Door The main gear door Figure 5I 4 is attached to the landing gear strut Wh...

Page 605: ...nded without hydraulic pressure Torque links connect the strut cylinder to the piston and fork assembly and hold the wheel in alignment Nose Gear Assembly The shock strut is an air hydraulic chamber with an isolation piston to separate the halves The nose gear assembly automatically centers dur ing retraction Figure 5I 5 Other components of the assembly include n gear doors n hydraulic actuator n ...

Page 606: ...nnion A piston moving through an oil filled cylinder dampens rapid movements of the nose wheel Access to the shimmy damper is through an access plate in the nose baggage compartment floor Position and Warning System Visual and audio indications indicate normal and abnormal landing gear positions Additional aircraft protec tion is through the LDG GEAR CB and the gear handle lock solenoid which prev...

Page 607: ... control is brought up to the 15 T O APPR position the warning horn will sound imme diately and continue to alarm until the landing gear is selected UP and all three gear assemblies have locked securely in the Gear Uplocks Tail Skid A tail skid extends below the tail cone skin It consists of a steel weld assembly attached to bulkheads The tail skid prevents the tail assembly from scraping the grou...

Page 608: ...extension the internal downlocks of the actuator engage The gear down microswitches open the hydraulic bypass valve to return the system to low pressure HYD PRESS ON annunciator extin guishes when all three gear are down and locked The GEAR UNLOCK annunciator then extinguishes and the three green gear lights illuminate Emergency Extension If the hydraulic system fails or an electrical malfunction ...

Page 609: ... chamber as the hydraulic system All three gear actuators require servicing after the emergency air bottle has been acti vated to extend the landing gear The air pressure must be purged from the hydraulic system and actuators by maintenance technicians before the aircraft can be dispatched for flight When the landing gear is down the microswitches engage and all three green lights illuminate The r...

Page 610: ...em and ram air from a scoop attached to the spin up assem bly Figure 5I 11 to rotate a turbine The turbine attaches to the nose wheel A magnetic pickup in the turbine cover assembly and steel clips on the turbine convert the mechanical motion of the nosewheel into AC voltage The voltage is directly pro portional to the wheel speed and pro vides nosewheel RPM information to indicator lights in the ...

Page 611: ...Landing Gear Citation Bravo Developed for Training Purposes 5I 15 September 2005 CAE SimuFlite Brake System 5I 16 ...

Page 612: ... EXTEND RETRACT CHECK VALVE FILTER PILOT S MASTER CYLINDER PILOT S MASTER CYLINDER COPILOT S MASTER CYLINDER COPILOT S MASTER CYLINDER RESERVOIR PUMP RELIEF VALVE ACCUMULATOR PRECHARGE 675 PSI PRESSURE INDICATOR 900 TO 1 300 PSI ACCUMULATOR CHARGE VALVE CASE DRAIN L R L R R L POWER BRAKE MOTOR SWITCH SERVO VALVE 20A SKID CONTROL ANTI SKID CONTROL SWITCH 5A WARN LIGHTS 1 SUPPLY RETURN METERED PRESS...

Page 613: ...oltage produces an error signal in the control module The control module activates the power brake and anti skid valve which controls the amount of brak ing applied to each wheel The anti skid control module incor porates test circuitry that continu ously monitors the anti skid system If a fault is detected the ANTI SKID INOP annunciator on the con trol panel illuminates If hydraulic pres sure in ...

Page 614: ...switch on the landing gear control enables the power brake system When the landing gear is down the switch closes to provide a ground for the power brake hydraulic pump motor The motor then runs in response to signals from the motor pressure switch When the landing gear squat switch senses the aircraft is on the ground it signals the anti skid electronic control box which enables the anti skid sys...

Page 615: ...S annunciator illuminates if hydraulic pressure in the power brake system drops below 750 PSI The annunciator is con nected electrically to the brake sys tem pres sure warning switch and resets if pressure rises above 900 PSI The annunciator operates only when the landing gear is selected down because the electric hydraulic pump operates only when the gear handle is down With the pump off pressure...

Page 616: ...raking rate desired but differential braking and anti skid are not available For the most efficient use of the system pull the handle gently until sufficient air pressure is supplied to achieve the desired rate of deceleration maintain this air pressure until the aircraft stops Pulling the handle rap idly could cause a skid Residual air pressure from the brakes exhausts overboard when the handle i...

Page 617: ...ft instrument panel When positioned in LDG GEAR all landing gear lights illuminate and the landing gear warn ing horn sounds if they are working properly The ANTI SKID INOP annunciator illuminates when the TEST switch is positioned to ANTI SKID Figure 5I 15 Servicing Service the emergency gear and brake bottle with high pressure nitro gen Refill the bottle to 2 050 PSI when the pressure gauge read...

Page 618: ...re The ANTI SKID INOP annunciator illuminates to indicate an anti skid system failure Ensure that the ANTI SKID switch is on and that the anti skid CB is engaged If the light remains illuminated turn the anti skid system off and adjust performance data for anti skid off operations Power Brake System Failure The power brake pressure and anti skid annunciators illuminate together to indicate a brake...

Page 619: ...ed annunciator HYD PRESS amber Landing gear warning horn Protection Circuit Breakers Left Main Squat switch Miscellaneous Anti skid must be operative for takeoff and landing on sod dirt or gravel runways Squat switch With aircraft on the ground signals via the squat switch relay affect the following system components and functions Left main gear squat switch Anti skid Cross Generator start Emergen...

Page 620: ...nsion bus Right Crossover DC bus Control Brake pedals ANTI SKID switch Parking bark handle Emergency brake handle Rotary TEST SELECTOR switch ANTI SKID position Monitor Annunciator LO BRK PRESS ANTI SKID INOP Emergency air pressure gauge Preflight Brake accumulator Protection Circuit Breakers Emergency air bottle knob Mechanical downlock Gear flap warning horn Miscellaneous Anti skid must be opera...

Page 621: ...rcraft includes life vests first aid and survival kits optional therapeutic oxygen and portable fire extinguishers The oxygen system provides an emergency air supply to the crew through quick donning pressure demand masks Passenger masks deploy automatically from overhead compartments if the cabin altitude exceeds 13 500 600 ft or the flight crew can manually deploy the passenger masks The master ...

Page 622: ...CAE SimuFlite 5J 2 Developed for Training Purposes Citation Bravo March 2009 ...

Page 623: ... 11 Emergency Stowing 5J 11 Preflight Inspection 5J 11 Abnormal Procedures 5J 12 ARM Annunciator On in Flight 5J 12 Single Engine Thrust Reversing 5J 12 Emergency Procedures 5J 12 UNLOCK Annunciator On in Flight 5J 12 Inadvertent Deployment in Flight 5J 12 Inadvertent Deployment During Takeoff 5J 12 Emergency Equipment 5J 13 Cabin Equipment 5J 13 Cockpit Equipment 5J 13 Oxygen System Schematic 5J ...

Page 624: ... Mask Microphone 5J 17 Preflight Inspection 5J 19 Oxygen Duration Charts 5J 20 Warning Systems 5J 21 Main Bus Power Failure 5J 21 Rotary TEST Switch 5J 21 Annunciator Panels 5J 24 Annunciator Cross Reference 5J 25 Data Summaries 5J 33 Thrust Reverser System 5J 33 Oxygen System 5J 34 ...

Page 625: ...Miscellaneous Citation Bravo Developed for Training Purposes 5J 5 March 2009 CAE SimuFlite Thrust Reverser System 5J 6 ...

Page 626: ...5J 6 Developed for Training Purposes Citation Bravo March 2009 CAE SimuFlite Thrust Reverser System Schematic ...

Page 627: ...itches activate at touch down to complete the electrical circuit necessary for reverser deployment The Left Main Extension bus and Right Crossover bus power the left and right thrust reverser control cir cuits respectively Hydraulic Actuating System The aircraft hydraulic system provides pressure to the thrust reverser actua tors Each engine s hydraulic pump connects to an open center bypass valve...

Page 628: ...valve and the actuators from the aircraft hydraulic system while thrust revers ers are not in operation by blocking off the high pressure inlet port With the thrust reverser levers selected to DEPLOY 28 VDC flows to the iso lation valve solenoid this opens the valve to direct hydraulic pressure to the control valve The solenoid remains energized while the system is in the deploy mode With the thru...

Page 629: ...e to start the selected cycle During normal operation ensure the engine throttles are at IDLE before activating the thrust reverser system Throttle Feedback System In the event of an inadvertent thrust reverser deployment the throttle feedback mechanism will move the affected engine s throttle to the IDLE thrust position The feedback system consists of a pos itive action mechanical linkage con nec...

Page 630: ...e levers to IDLE and the thrust reverser levers to the DEPLOY posi tion to activate the deploy switches under the throttle quadrant During deployment the following occurs n The throttle lock solenoid pre vents thrust reverser lever move ment beyond IDLE REVERSE until thrust reverser is fully deployed n The aircraft hydraulic open cen ter bypass valve closes to pres surize the aircraft hydraulic sy...

Page 631: ...by relaying an electrical signal directly to the isola tion valve hydraulic bypass valve and stow solenoid of the control valve After the reverser stows the DEPLOY and UNLOCK annuncia tors extinguish however the ARM and HYD PRESS ON annunciators remain illuminated until the emer gency stow switch is moved from EMER to NORM Power to operate the emergency stow system comes from the oppo site system ...

Page 632: ...it breaker in maintain 200 KIAS or below Land as soon as practical Inadvertent Deployment in Flight Grip the control wheel firmly and disengage the autopilot airplane will tend to pitch up and roll into the deployed reverser Set emergency stow switch for the affected engine to EMER Ensure the affected throt tle is at Idle Reduce airspeed to 125 KIAS or below After thrust reverser stows DO NOT EXCE...

Page 633: ...od equipment and four sleeping bags in the event of a downed air craft A supplemental kit in the tailcone baggage compartment contains an axe winter clothing and snow shoes n If installed a portable therapeutic oxygen container is on the for ward side of the right aft cabin partition Cockpit Equipment Cockpit emergency equipment may include the following n Two portable fire extinguishers are stowe...

Page 634: ... INDICATOR CYLINDER PRESSURE GAGE SHUTOFF VALVE KNOB PRESSURE REGULATOR FILLER VALVE AND PROTECTIVE CAP OXYGEN CYLINDER NOSE MOUNTED 1 600 1 800 PSI LH MAIN DC BUS 5A OXYGEN SEAT BELT ALTITUDE PRESSURE SWITCH SOLENOID VALVE OPENS AT 13 500 FT 600 FT CLOSES AT 8 000 FT CREW ONLY CONTROL VALVE TO PASSENGER DISTRIBUTION MANUAL DROP VALVE NORMAL CREW ONLY MANUAL DROP CREW ONLY MANUAL DROP NORMAL OXYGE...

Page 635: ...gulator which meters line pressure to 70 10 PSI controls the flow of oxygen to the distribu tion system A fully charged bottle provides approximately one hour of oxygen for the crew and six passengers To compute duration for the actual number of people aboard assume consumption at a rate of 4 3 liters per minute per occupant and a usable full bottle output of 1 750 liters Table 5J B page 5J 20 Pre...

Page 636: ...EW ONLY or flow to both the passengers compartment and flight deck NORMAL position In the normal position if the cabin altitude exceeds 13 000 600 ft the passen ger oxygen masks are deployed automatically The Manual Drop position deploys the masks using oxygen pressure if therapeutic oxy gen is required a cabin smoke con dition exists or oxygen is needed during an electrical power failure If elect...

Page 637: ...regula tor control selector knob EMER 100 NORM on the mask provides the following selections With EMER selected on the regulator control knob the regulator supplies 100 oxygen at 2 to 4 inches H2O positive to the mask pressure breath ing Select EMER when using mask for smoke protection or when increased oxygen flow is desired In the 100 position the regulator supplies 100 oxygen on demand regardle...

Page 638: ...e oxygen mask microphone To use the intercom via overhead cockpit speakers between crew members select MIC OXY MASK on the side console then press the push to talk switch to the INPH position Transmission through one crewmember s oxygen mask micro phone is heard through the other crewmember s overhead speaker During external radio communica tion the intercom is inoperative To transmit over passeng...

Page 639: ...1 600 to 1 800 PSI Prior to flight instruct passengers on the use of passenger oxygen masks Table 5J A Average Time of Useful Consciousness NOTE Headsets eyeglasses or hats worn by the crew may inter fere with quick donning capabili ties of the mask ACTUAL ALTITUDE FT TIME 15 000 18 000 30 minutes or more 22 000 5 to 10 minutes 25 000 3 to 5 minutes 28 000 2 1 2 to 3 minutes 30 000 1 to 2 minutes ...

Page 640: ...CABIN 2 COCKPIT 10 CABIN 8 000 842 421 128 53 41 34 10 000 889 445 131 77 54 42 34 15 000 1000 500 137 80 56 43 35 20 000 1067 533 142 82 57 44 36 25 000 525 262 113 72 53 42 34 30 000 696 348 128 78 57 44 36 35 000 970 485 145 85 60 47 38 40 000 1103 552 152 88 62 48 39 NOTE For the table at right cockpit masks are assumed to be at the normal setting with a respira tory rate of 10 liters per minu...

Page 641: ...en a Main Bus loses electrical power the Warning Controller senses the fail ure and causes a steady illumination on the only Master Warning Reset switch that is still receiving power from the opposite Main Bus For example if a right Current Lim iter fuse were to fail interrupting electrical power from the Battery Bus to the right Main Bus the Warning Controller would sense no power on the right Ma...

Page 642: ... Altitude will read 5000 feet PFD 1 and 2 vertical speed will momentarily read 2000 feet per minute The audible overspeed warning sounds ANTI SKID Initiates a self test in the anti skid system ANTI SKID INOP will flash and the master caution will illuminate steady for approx 6 seconds Both Anti Skid INOP and Master Caution will extinguish if the system checks operational If the system does not che...

Page 643: ...Miscellaneous Citation Bravo Developed for Training Purposes 5J 23 March 2009 CAE SimuFlite Annunciator Panels 5J 24 ...

Page 644: ...HTS HSI SC CP IN HPA GSPD TTG ET NAV FMS ADI DIM DH TST TEST OFF BRG BRG NAV OFF ADF FMS NAV OFF ADF FMS HSI SC CP IN HPA GSPD TTG ET NAV FMS ADI DIM DH TST TEST OFF BRG BRG NAV OFF ADF FMS NAV OFF ADF FMS PASS SPKR M A S T E R H D P H S P K R VOLUME AUTO SPKR OFF HDPH 1 2 PASS SPKR COMM 1 2 1 2 SEL IDENT VOICE COMM ADF NAV DME 1 2 MKR 1 2 MUTE EMER COMM 1 1 2 N42EE EMER NORMAL ARM UNLOCK DEPLOY E...

Page 645: ...below 90 VAC Illumination of light also triggers the master warning system which will illuminate the master warning light The AC FAIL light will remain illuminated until the MASTER WARN light is reset even if the fault is momentary AC FAIL annunciation unless both inverter lights are illuminated If both inverters have failed acknowledgment of the master warning will cancel the master caution LO OI...

Page 646: ...mber fuel gauge light advises that the fuel gauging system has detected an error LO HYD LEVEL The amber hydraulic low level light advises that the fluid level in the hydraulic reservoir is low FUEL BOOST L R The amber fuel boost ON light advises that electrical power has been applied to the left and or right boost pump ENG VIB L R The white engine vibration light advises that engine vibration has ...

Page 647: ...TI ICE L R The amber engine anti ice light advises that the left and or right engine inner fan exit stator or wing anti ice has failed P S HTR L R The amber pitot static heater OFF right advises that the left and or right pitot heat is off STBY P S HTR The amber standby pitot static heater OFF light advises that the standby pitot heat is off HYD PRESS The amber Hydraulic pressure ON light advises ...

Page 648: ...y deployed BOTTLE ARMED PUSH The white BOTTLE ARMED PUSH switch lights indicate the engine fire extinguisher cartridges are armed to fire into the engine selected by the ENGINE FIRE PUSH switch light Push the BOTTLE ARMED PUSH switchlight to release extinguishing agent ENGINE FIRE PUSH LH RH An illuminated red ENGINE FIRE PUSH switch light indicates the corresponding fire detection loop has detect...

Page 649: ... to purposely descend below the glideslope G S CANCELLED Illuminates if the below the G S switch annunciator is pressed CANCELLED below1000 feet above ground level FMS HDG Flight management system heading mode selected FMS WPT Flight management system waypoint mode enabled and airplane is within 30 seconds of the next leg change D GPWS FLAP OVRD Indicates flap warnings are on GPWS FLAP OVRD ON Ind...

Page 650: ...indicates the VORTAC Positioning Unit VPU is not supplying navigation or position update information to the flight management system or there was a disagreement in sensor positions It will illuminate It will illuminate when any message is displayed on the FMS CDU H DR The amber light illuminates when the system is in dead reckoning DISP FAN The amber annunciator illuminates if the either cooling f...

Page 651: ...rom the down position but is not yet up and locked NOSE LH RH The green annunciators illuminate on gear extension as each gear microswitch nose gear left and right main gear makes contact with its respective gear down microswitch this indicates the gear is in the down and locked position J Rotary Test Switch When the red light above the rotary TEST switch is off the test system is inoperative and ...

Page 652: ...CAE SimuFlite 5J 32 Developed for Training Purposes Citation Bravo March 2009 ...

Page 653: ...ow solenoid control valve actuated Reverser actuator stow port actuated Deploy limit switch disengaged Thrust reverser buckets closed Stow limit switch engaged Thrust reverser hydraulic system depressurized Isolation solenoid valve closed Hydraulic open center bypass valve opens Control Thrust reverser levers Emergency stow switch Rotary test switch THRU REV position LH RH ENG FIRE PUSH switchligh...

Page 654: ...oid valve Monitor Oxygen pressure gauge Overboard discharge indicator Green disc Passengers masks visual scan Crew oxygen flow indicator Sweep on mask inline to masks CAB ALT 10 000 FT annunciator Protection Overpressure vent Cylinder pressure exceeding 2 500 PSI ruptures green disc at end of pressure vent flush mounted in fuselage oxygen discharges overboard OXYGEN SEAT BELT circuit breaker CB is...

Page 655: ...other systems e g air conditioning ice and rain protec tion and pressurization For a description of the ice and rain pro tection system see the Ice and Rain chapter The air conditioning system routes engine bleed air through a pre cooler and an Air Cycle Machine ACM for temperature adjust ment then distributes this conditioned air throughout the aircraft for cabin pressurization Temperature contro...

Page 656: ...5K 2 Developed for Training Purposes Citation Bravo July 2004 CAE SimuFlite ...

Page 657: ...sure Regulator and Relief Valve 5K 11 Entrance Door Seal System 5K 11 Air Conditioning System 5K 13 Air Cycle Machine 5K 13 Temperature Control And Bypass Mixing Valve 5K 14 Temperature Sensors 5K 15 Air Distribution 5K 15 Overhead Air Blower 5K 15 Flow Divider 5K 15 Ventilation Outlets 5K 15 Defog Fan 5K 16 Fresh Ram Air 5K 16 Flood Cooling 5K 16 Avionics Bay Cooling System 5K 16 Instrument Panel...

Page 658: ...timeter 5K 24 Cabin Altitude Annunciator 5K 24 AIR DUCT O HEAT Annunciator 5K 25 Emergency Pressurization 5K 25 EMER PRESS ON Annunciator 5K 25 Mixing Tube 5K 25 Tailcone Pressurization 5K 25 Abnormal Emergency Procedures 5K 27 Abnormal Procedures 5K 27 Overpressurization 5K 27 Cabin Door Not Locked 5K 27 Cabin Pressurization Controller Failure 5K 27 Emergency Procedures 5K 28 Rapid Decompression ...

Page 659: ...Pneumatic Systems Citation Bravo Developed for Training Purposes 5K 5 September 2005 CAE SimuFlite Pneumatic Air Conditioning System 5K 6 ...

Page 660: ...NT AIR IN FAN BYPASS MIXING VALVE COOLING TURBINE T AND COOLING COMPRESSOR C T C BLEED AIR PRECOOLER OVERBOARD PLENUM RAM AIR SECONDARY OVERPRESSURE SWITCH RIGHT FLOW CONTROL SHUTOFF VALVE 6 LBS MIN GROUND CONTROL VALVE 18 LBS MIN PRIMARY OVERPRESSURE SWITCH DUCT O HEAT SENSOR FLOOD COOLING VALVE TEMP 5A 5A 5A NORM PRESS EMER PRESS FRESH AIR AFT PRESSURE BULKHEAD CABIN AIR WINDSHIELD DEFOG FLOOD C...

Page 661: ...the respective air craft systems Figure 5K 1 Tailcone Distribution Major components of the distribu tion system include n cluster assemblies n flow control shutoff valves n ground shutoff valve n emergency pressurization valve check valves n PRESS SOURCE selector switch n bleed air pressure regulator Cluster Assemblies Engine bleed air passes through the nacelles into each engine s respec tive clu...

Page 662: ...con trols the shutoff valves In flight shut off valves usually remain open Electrical power moves the shutoff valves to the closed position The valve returns to the open position if an electrical failure occurs A sensor and relays automatically close the shutoff valves if an over heat condition occurs in the ACM The sensor and relays switch the left and right shutoff valves to closed and opens the...

Page 663: ...ndary pressure switch downstream of the valve closes the valve at a pressure range from 36 to 42 PSIG 74 right engine N2 and illuminates the ACM O PRESS annunciator The illumination of the annunciator notifies the crew that the primary switch has failed Emergency Pressurization Valve The emergency pressurization valve is a normally closed solenoid valve which can be either manually acti vated by c...

Page 664: ...inates LH Opens de energizes the left flow control shutoff valve and closes energizes the right flow control shutoff valve This allows bleed air to flow only from the left engine to the ACM NORMAL To operate the ACM both flow control shutoff valves open de energize This allows an airflow of 6 0 5 ppm from each engine combined for 12 ppm RH Opens de energizes the right flow control and shutoff valv...

Page 665: ...ts the manual mode of the temperature control sys tem see Air Conditioning section and the out flow valve mounted ejec tor used to control pressurization Entrance Door Seal System A check valve a spring loaded nor mally closed valve an inflatable door seal and bleed air lines and fit tings comprise the entrance door seal system The inflatable pressure seal is a molded rubber continuous ring fitted...

Page 666: ...5K 12 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 667: ... bleed air The heat exchangers cool the air flowing into the compressor and tur bine The cooling air passing across the heat exchangers extracts the heat and exhausts overboard through a vent on the under side of the tail cone The ACM compressor com presses the bleed air from the precooler and primary heat exchanger The air then passes to the secondary heat exchanger and into the ACM turbine where...

Page 668: ...switch controls cabin temperature either automatically or manually Electrical control of the temperature occurs during the selection of AUTOMATIC A temperature sen sor in the distribution duct combines with a cabin temperature sensor and the position of the temperature con trol switch to modulate the bypass mixing valve for proper temperature control In the MANUAL mode the switch is a momentary co...

Page 669: ...ng the blower draws air from the ACM main distribution duct if the temperature is below 100 F or from the under floor area when temperature in the duct is above 100 F Flow Divider The flow divider in the under floor ducting provides adjustable volumes of conditioned air to the cabin above floor air distribution and the cockpit underfloor air distribution The AIR FLOW DISTR switch in the cockpit ha...

Page 670: ...d A check valve prevents reverse flow when the cabin is pres surized and the system is in OFF Use the system only during ground operation or in flight below 10 000 ft Do not use the system for cabin heating If the system is used for heating above 10 000 ft the temper ature and or pressure limitations of the tailcone duct may be exceeded Avionics Bay Cooling System The avionics bay cooling system o...

Page 671: ...t down The system comprises two evapora tors one in the forward cabin and one in the aft cabin and a tailcone mounted condenser compressor Vapor Cycle Air Conditioning Controls Controls for the air conditioning sys tem are located on the air condition ing panel of the lower right instrument panel and consist of three switches and an indicator light Switches from left to right are labeled MODE FWD ...

Page 672: ...5K 18 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 673: ...craft is air borne reduce the amount of bleed air entering the ACM by selecting RH for the bleed air source then reduce power on that source engine ACM Overheat This malfunction will annunciate EMER PRESS ON and indicates too high a temperature between the com pressor and turbine components of the ACM The amber EMER PRESS ON annun ciator illuminates if the ACM shuts down or the NORM pressurization...

Page 674: ...Pressurization System Schematic TAILCONE AREA MAX ALT CABIN LIMIT VALVE MAX DIFF VALVE CLIMB SOLENOID DIVE SOLENOID MAX ALT CABIN LIMIT VALVE MAX DIFF VALVE PRIMARY OUTFLOW VALVE AMBIENT VACUUM EJECTOR PRESSURE REGULATOR LOCATED ON PRIMARY OUTFLOW VALVE THROTTLE CABLE POSITION SWITCH ...

Page 675: ...d air into the cabin The outflow valves are under the cabin floor on the aft pressure bulk head Figure 5K 9 The outflow valves have three modes ground pre pressurization and flight In the ground mode the airplane is on the ground with either engine operating below 85 N2 RPM Both outflow valves are kept fully open In pre pressurization mode when both engines are set to greater than 85 N2 RPM both o...

Page 676: ...eeds the barometric reference in the cabin altitude limit valve it will open and release cabin air into the out flow valve control chamber This will cause the outflow valves to move toward the closed position and re establish cabin pres sure The cabin dump switch located on pressurization environ mental control panel may be actu ated to reduce cabin pressure Complete cabin depressurization will be...

Page 677: ...ore landing Cabin rate of change is an automatic function of the system and is not directly selectable If the air data sensor information is interrupted or other system failure should cause the AUTO mode to fail the controller will switch the system to isobaric mode of control A yellow warning indicator on the display face will illuminate to advise of the change The landing field altitude on the c...

Page 678: ...nitiated by pressing a hidden button between the FL and EXER buttons It requires a slender tool for depres sion The airplane must be on the ground to enable the maintenance mode Once in the Maintenance mode a yellow warning indicator on the display will continually flash None of these tests are performed by the flight crew Differential Cabin Altimeter The CABIN ALT and CABIN differ ential indicato...

Page 679: ... the lockout relay make switch match the valve Then wait at least one minute before performing the next step Rotate the PRESS SOURCE selector switch to LH RH or NORMAL to return all the valves to their normal positions Con sider selecting the LH or RH position to temporarily reduce the volume of air flow through the ACM EMER PRESS ON Annunciator The EMER PRESS ON annunciator illuminates to notify ...

Page 680: ...5K 26 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 681: ... All smoking mate rial should be extin guished Refer to Abnormal Proce dures USE OF SUPPLEMENTAL OXYGEN Cabin Pressurization Controller Failure If cabin altitude is not being main tained set the Pressurization Control to MANUAL Control cabin alti tude with the MANUAL toggle valve If not arrested by 10 000 feet CAB ALT 10k FT warning light on and MASTER WARNING don crew oxygen masks If not arrested...

Page 682: ... approximately 25 degrees and execute an emergency descent according to SOP s At no time dur ing this maneuver is exceeding the aircraft limitations allowed or rec ommended Environmental System Smoke or Odor After donning oxygen masks turn off the OVHD and DEFOG fans to isolate the source of smoke or odor The primary action is selecting a sin gle source LH or RH for bleed air and allowing time for...

Page 683: ...g duct if installed Fresh air duct Overhead ducts Under floor ducts Control Air cycle machine Automatic TEMPERATURE CONTROL rheostat MANUAL HOT COLD switch Mixing valve bypass modulating and shutoff valve CPT CABIN FLOW DISTR selector DEFOG fan OVHD fan CABIN fan PRESS SOURCE selector Bleed air shutoff flow control valves Monitor Cabin temperature air duct sensors Annunciators AIR DUCT O HEAT BLD ...

Page 684: ...abin EMER position Wing and tail deice boots Pressurization controller Door seal Engine fuel system Engine anti ice system Windshield bleed air Control Pressurization source select bleed air selector switch Engine anti ice switches Windshield bleed air switch and manual valves Surface deice switch Monitor Annunciators W S AIR OVERHEAT SURFACE DEICE EMER PRESS ON L R ENG ANTI ICE BLEED AIR GND Prot...

Page 685: ...pressurization duct Overhead ducts Under floor ducts Control Aircraft pressurization controller Control power 28V DC Landing gear squat switch left Outflow valves PRESS SOURCE rotary selector Throttles Monitor Annunciators CABIN ALT 10 000 FT BLD AIR GND EMER PRESS ON CABIN ALT DIFF PRESS indicator Protection Cabin altitude limit valves Circuit breakers Emergency dump switch Oxygen system Passenge...

Page 686: ...5K 32 Developed for Training Purposes Citation Bravo September 2005 CAE SimuFlite ...

Page 687: ...gine Indicating n Lubrication System n Fuel and Fuel Control n Ignition n Bleed Air n Power Control Two Pratt Whitney of Canada PW530A turbofan engines power the Bravo The PW530A is a lightweight twin spool front turbofan engine that produces 2 887 lbs of static thrust with a high certificated fan speed limit to permit increased cruise thrust Chapter 5L ...

Page 688: ...5L 2 Developed for Training Purposes Citation Bravo March 2009 CAE SimuFlite ...

Page 689: ... Engine Indicating 5L 10 Fan Speed N1 5L 10 Turbine Speed 5L 11 Interturbine Temperature ITT 5L 11 Lubrication System Schematic 5L 12 Ignition System 5L 12 Powerplant Systems 5L 13 Lubrication 5L 13 Components 5L 13 Oil Indicating 5L 14 Fuel and Fuel Control System 5L 16 Components 5L 16 Ignition System 5L 20 Ignition Exciters 5L 20 Ignition Cables 5L 20 Igniter Plugs 5L 20 Control and Indication ...

Page 690: ...gage 5L 28 Engine Fire During Ground Shutdown 5L 28 Low Oil Pressure 5L 28 Firewall Shutoff Valve Closed 5L 28 Emergency Procedures 5L 29 Engine Failure or Fire During Takeoff 5L 29 Engine Failure Precautionary Shutdown 5L 29 Engine Failure During Coupled Approach 5L 29 Emergency Restart One Engine 5L 30 Emergency Restart Two Engines 5L 30 Engine Fire 5L 30 Powerplant Limitations 5L 31 Engine Fan ...

Page 691: ...Powerplant Citation Bravo Developed for Training Purposes 5L 5 March 2009 CAE SimuFlite Pratt Whitney PW530A Turbofan Engine 5L 6 ...

Page 692: ...gine 2 STAGE LOW PRESSURE AXIAL COMPRESSOR N2 STATOR VANES INTEGRAL OIL TANK HIGH PRESSURE TURBINE N2 BYPASS AIR TURBINE AIR HIGH PRESSURE COMPRESSOR N2 CENTRIFUGAL FAN N1 IGNITER AFT GEARBOX HYDRAULIC PUMP FUEL PUMP BREATHER AIR INTAKE FRONT GEARBOX STARTER GENERATOR OIL PUMP ASSEMBLY LOW PRESSURE TURBINE N1 ...

Page 693: ...haust air to reduce engine noise to meet Stage III Engine Noise Restrictions A concentric drive shaft system sup ports the fan and turbine rotors The inner drive shaft connects the fan at the front of the engine to the two rear low pressure turbines The outer drive shaft connects the axial and centrifugal compressors impeller and the high pressure turbine The relationship of the mass of bypassed a...

Page 694: ...s duct High Pressure Compressor Assembly From the lower pressure compressor low pressure high velocity air enters the high pressure compressor assem bly which consists of two axial stages and a single centrifugal stage After the two axial stages the rotat ing impeller accelerates the airflow from the low pressure compressor before directing the airflow toward the diffuser The diffuser then con ver...

Page 695: ...y gases rotate the tur bines The low pressure turbines in turn drive the low pressure com pressor through a shaft After exiting the turbine section the gas stream enters the exhaust duct Exhaust Duct The exhaust duct consists of an exhaust case assembly exhaust mixer or diffuser and exhaust cone The thrust reverser attaches to the rear of the fan duct assembly Hot gases from the turbine section fl...

Page 696: ... RPM Each tape displays fan speed from 20 to 110 RPM the digital displays show fan speed from 0 to 110 RPM A green band on the tape indi cates the normal operating fan speed from 25 to 100 0 RPM a red radial line at 100 0 RPM indicates the maximum operating speed The transducer and indicator operate on 28 VDC the left and right fan speed indicating system receives power from the Main DC buses thro...

Page 697: ...rature in the bypass duct low compressor case and exhaust nozzle T1 thermocouples in the inlet and exhaust area The bypass duct pro vide an average temperature reading equal to three times the temperature rise though the bypass duct T6 ther mocouples in the leading edges of the exhaust case nozzle struts con nects in parallel to provide an aver age temperature reading of the gas stream exiting the...

Page 698: ... GRAVITY FEED TO GEARBOX TANK BEARINGS 1 2 3 4 TO BEARINGS 1 2 3 4 LO OIL PRESS O I L P R E S S L 120 100 80 60 40 20 0 O I L T E M P L R C O I L P R E S S L PSI R L R 100 80 60 40 20 0 RPM N2 O I L P R E S S O I L T E M P CUTOFF IGNITION INDICATOR LIGHT THROTTLE LEVER SWITCH START CONTROL RELAY IGNITION SWITCH ON NORM IGNITION CB 28V DC ENGINE AIR ANTI ICE START IGNITION POWER CB HOT BATTERY BUS ...

Page 699: ...x to the oil tank The oil filter is equipped with an pressure switch to warn of impending filter bypass Cockpit indicators receive inputs from the appropriate pressure switch Components The oil system consists of n Oil Tank n Oil Pump n Fuel to Oil Cooler n Oil Filter n Transfer Tubes and Passages Cen trifugal Breather Oil Pump An engine driven oil pump on the intermediate casing pressurizes oil f...

Page 700: ...r The centrifugal breather uses a gear driven impeller to separate air and oil As the impeller rotates it slings the oil outward The relatively oil free air passes through the hollow impeller shaft to a breather adapter where a tube carries it overboard for venting Oil Indicating Oil indicating systems include n Oil Pressure Gauge n Low Oil Pressure Warning n Oil Temperature Gauge See Figure 5L 6 ...

Page 701: ...era ture gauge displays engine oil tem perature from 0 to 130 C A green band from 0 to 121 C indicates the normal temperature range A red line at 121 C indicates the maximum operating oil temperature The transmitter and gauge operate on 28 VDC The indicating systems receive power from their respective Main Extension bus through the RH LH OIL TEMP circuit breakers Both CBs are found on the left CB ...

Page 702: ...e reaching the flow divider valve The flow divider valve splits the fuel flow into two streams pri mary and secondary Figure 5L 8 page 5L 18 The primary and sec ondary fuel streams travel through the dual manifold to the fuel nozzles The fuel nozzles provide an atom ized spray of fuel into the combus tion chamber An emergency fuel shutoff system uses a mechanical linkage to cut off fuel to the eng...

Page 703: ...pensation deceleration idle and shutdown The fuel metering section contains a mechanically actuated metering valve The actions of the metering valve establish fuel flow to the engine The bypass valve routes excess fuel back to the fuel pump to maintain a constant fuel pressure dif ferential across the metering valve The fuel metering section also uses a high pressure relief valve to prevent excess...

Page 704: ... flow valve releases returning the excess fuel to the fuel tanks The returning high pressure fuel operates a wing sump primary ejector fuel pump The ejector fuel pump supplies high volume low pressure fuel 20 to 25 PSI to the engine during normal operation Fuel Manifold Assembly The fuel manifold assembly delivers fuel from the flow divider valve to the primary and secondary passages of the fuel n...

Page 705: ...ns it illuminates a LO FUEL PRESS annunciator and activates a boost pump With the boost pump switch in the normal mode and the throttles out of cutoff if the fuel pressure drops below 4 65 0 15 0 25 PSIG the fuel pressure switch acti vates a respective side boost pump Even if motive flow pressure increases above 4 65 PSIG de ener gizing the pressure switch relay the boost pump switch must be cycle...

Page 706: ...ed to brackets at the 7 o clock position on the outer bypass duct The exciter is a capacitance dis charge unit that uses a step up trans former to generate and a capacitor to store a four joule charge at approxi mately 3 000 volts for the igniters The capacitor discharges automati cally If the igniter becomes inopera tive or input voltage is switched off the system discharges Ignition Cables High ...

Page 707: ...r aft J box throttle lever cut off switch and the closed start con trol relay to the ignition exciters the system operates The ignition light illuminates to indicate the flow of power to the ignition exciter s Once the engine reaches approxi mately 38 N2 RPM the Generator Control Unit GCU terminates the start sequence The GCU opens the start control relay cutting power to the starter generator Pow...

Page 708: ...eed Air for Engine The engine bleed air system uses high pressure bleed air to provide n Engine bearing sealing n Engine cooling n Engine and airframe ice and rain protection see also Ice and Rain Protection chapter n Engine fuel system operation n Air conditioning pressurization and pressurization and temperature control see Pneumatics chapter n Door sealing see Aircraft Over view chapter Two tap...

Page 709: ... the intermediate casing From the casing the air trav els through the outer strut into the inner bore of the intermediate case An annular i e ring shaped anti icing air manifold then routes the air to the hollow stator vanes After travelling through the vanes the air discharges around the leading rotary shroud where it mixes with the pri mary air stream An external transfer tube on the engine bypa...

Page 710: ...L R annunciator when the system is operating If its temperature falls to approximately 200 F 6 F the sensor closes to illuminate the annunciator Additionally the inner stator anti ice valve position switch extinguishes its respective ENG ANTI ICE annuncia tor when the solenoid valve is open Engine Controls Engine controls include the throttle levers and engine synchronizer Throttle Levers The thro...

Page 711: ...onizing the engines select either FAN or TURB to activate the synchronizer The system then compares the slave engine to the master engine If the slave engine does not match the control box activates the speed set ting actuator Driven by the actuator the trimming and rotary shaft assem blies adjust the slave engine s FCU to match the engine s turbine or fan speed to the master engine The actuator h...

Page 712: ...5L 26 Developed for Training Purposes Citation Bravo March 2009 CAE SimuFlite ...

Page 713: ...cing The oil tank holds 5 03 U S quarts with a usable quantity of 1 86 U S quarts Maximum oil consumption is one quart in four hours Approved types include the follow ing and those listed in P W SB No 7001 n Exxon Turbo Oil 2380 n Aero Shell Royco Turbine Oil 500 n Royco Turbine Oil 560 third gen eration oil n Mobil Jet II n Mobil Jet 254 third generation oil n Castro15000 n Aero Shell Turbine 500...

Page 714: ... pressure is above 45 PSI no action is required If pressure is between 20 and 45 PSI reduce power on the affected engine If the pressure stabilizes after reducing power maintain the reduced power setting for the remainder of the flight and land as soon as practical If oil pressure is below 20 PSI place the throttle in CUTOFF to shut down the engine Land as soon as practical LO OIL PRESS L R Illumi...

Page 715: ...or rising ITT engine vibration fan turbine RPM fluctua tions abnormal oil temperature or erratic fuel flow could necessitate an engine shutdown in flight Shut down the affected engine by moving the throttle to CUTOFF and placing the ignition switch to NORM and the generator switch off Set the engine synchronizer to OFF Reduce the electrical load as required to prevent overloading the operating gen...

Page 716: ...engine begins spooling up to idle speed After the engine stabilizes position the boost pump and ignition switches to NORM It may be neces sary to select the associated genera tor RESET position momentarily to reinstate the generator Monitor ITT to prevent exceeding the 680 C tem perature limit for two seconds If no start occurs in 10 seconds or acceleration to 200 KIAS is not fea sible momentarily...

Page 717: ... 100 140 Max 45 Min 121 1 Max 10 Minutes Maximum Continuous Continuous 700 C 100 100 140 Max 45 Min 121 1 Max 10 Minutes Flight Continuous ______ 49 4 ______ 45 Min 121 1 Idle Minimum Max 40 Min Idle Continuous ______ 45 3 ______ 45 Min 121 1 Idle Minimum Max 40 Min Starting 740 C 40 Minimum Acceleration _____ 740 C 102 102 250 Max 0 Min 40 Minimum State No Action Required Log Entry Required Refer...

Page 718: ...MINE CAUSE AND CORRECT 2 INSPECT HOT SECTION USING BORESCOPE 3 RECORD IN ENGINE LOG BOOK RETURN ENGINE TO OVERHAUL FACILITY AREA B AREA C NO ACTION REQUIRED A NO ACTION REQUIRED A TIME SECONDS C INTERTURBINE TEMPERATURE º C INTERTURBINE TEMPERATURE º C ENGINE OVERTEMPERATURE LIMITS STARTING ENGINE OVERTEMPERATURE LIMITS ALL CONDITIONS EXCEPT STARTING C TIME 0 5 10 15 20 25 30 750 740 730 720 710 7...

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