Citation III IV Crh 2

P P

P

LOW FLUID LEVELSHUTOFF VALVE150 IN3

FIREWALLSHUTOFF

ENGINE-DRIVENPUMP3,000 PSI

APUPUMP3,000 PSI

150 IN3

PRESSURE-OPERATEDRESERVOIR

FIREWALLSHUTOFF

ENGINE-DRIVEN

PUMP3,000 PSI

AUXPUMP3,000 PSI

BOOTSTRAPPRESSURE

2,400 PSIHYDRO-

PNEUMATICACCUMULATOR

1,500 PSINITROGEN

PRECHARGE

HYD FAN

SPEEDBRAKES

LNDG GEAR

AILERONS

GROUND SPOILERS

WHEELBRAKES

ROLLSPOILERS

GROUNDSERVICEQUICKDISCONNECT

FILTER

MAINSYSTEM

RELIEFVALVE

3,450 PSID

BATTERY BUS

LH ENGINEFIREPUSH RH ENGINE

FIREPUSH

PRESSURETRANSDUCER

SHUTTLEVALVE

XOVR RIGHT FEED BUSLEFT CB PANEL

LEFT FEED BUSLEFT CB PANEL

1 UNITS 001 TO 104 EXCEPT THOSE MODIFIED

UNIT 152 AND SUBSEQUENT, BOTH FIRE DETECTION SYSTEMS AND BOTHFIREWALL SHUTOFF VALVES RECEIVE 28V DC FROM THE EMERGENCY BUS.

UNIT 105 AND SUBSEQUENT, AN UNLOADING VALVE FOR EACH PUMPREPLACES THE MAIN SYSTEM RELIEF VALVE. THE VALVES RELIEVE AT 4,000PSI AND DIRECT FLUID BACK TO THE PUMP. THE UNLOADING VALVES CANONLY BE RESET ON THE GROUND.

MAIN SYSTEMPRESSURE

HYDRAULICRETURN

AUXSYSTEMRELIEFVALVE3,450PSID

1

2

2

2

3

3

THRUST REVERSERS

NOSEWHEEL STEERING

SPOILERHOLD DOWN

AUX SYSTEMPRESSURE

RESERVOIRFLUID

P

P

3

Citation III/VI For training only 4G-1March 2000

Hyd

rau

lic S

yste

ms

Hydraulic System

4G-2 For training only Citation III/VIMarch 2000

Hydraulic Systems


Hydraulic SystemsA closed-center, constant-pressure hydraulic system pressurizesMIL-H-83282 fluid to approximately 3,000 PSI for the operationof:

■ landing gear and brakes

■ nosewheel steering

■ ailerons, roll spoilers, spoilers, and speedbrakes

■ thrust reversers

■ environmental control unit hydraulic fan (if installed).

The system can be pressurized by two engine-driven pump, amotor-driven auxiliary pump, or an APU-driven pump (ifinstalled).

Main system, spoiler/speedbrake hold down, and nosewheelsteering accumulators charged with nitrogen at 1,500 PSI absorbhydraulic pressure fluctuations, ensure rapid system operation,and store sufficient pressure for short-term system operation ifthe hydraulic system fails.

If the hydraulic system fails completely, two nitrogen-chargedstorage bottles provide pressure for landing gear extension andemergency braking only (see Landing Gear and Brakes).

Main SystemWith the engines running, two variable-displacement, pressure-compensated engine-driven hydraulic pumps obtain fluid fromthe pressurized 500 cubic inch (8.6 quart/8.2 liter) hydraulicreservoir through a low fluid level shutoff valve and firewallshutoff valves.

If installed, the auxiliary power unit (APU) hydraulic pump obtainshydraulic fluid from the reservoir through the right engine-drivenpump supply line and supplies it under pressure through the rightpump’s pressure lines.


A mechanically driven gage on the reservoir shows fluid leveland electrically drives the cockpit HYD VOL indicator. With thesystem unpressurized, the reservoir gage should indicateACCUM -425 cubic inches (7.3 quarts/7.0 liters).

If the hydraulic system develops a leak and reservoir level dropsto approximately 150 in3 (2.6 quarts/2.5 liters), an emergencylevel mechanism closes the low fluid level shutoff valve and illu-minates the HYD VOL LOW annunciator. When the valve closes,it traps sufficient fluid for operation of essential systems by theauxiliary hydraulic pump.

If an engine fire occurs, pressing the illuminated LH/RH ENGFIRE PUSH switchlight closes the firewall shutoff valve and illu-minates the associated LH/RH HYD F/W SHUTOFF annunciator.

From each engine-driven pump, fluid pressurized to 2,950 ±100PSI flows past an acoustic filter and pressure switch before flow-ing through the pressure filter and check valve. At pressuresbelow 2,400 ±75 PSI, the pressure switch closes to illuminate therespective LH/RH HYD PRESS LOW annunciator. If pump pres-sure exceeds 3,450 +50/-0 PSID, a hydraulic relief valve opensto route system pressure back to the reservoir. The valve closeson a decreasing pressure of 3,250 PSID.

On Canadian, British, and Brazilian certified units 001 to 104and unit 105 and subsequent, if pump output reaches 4,000±100 PSI, an unloading relief valve opens to route all pump out-put back to its suction port to prevent system overpressurizationand overheating. When this occurs, the HYD PRESS LOWannunciator illuminates.

Hydraulic Systems


Most of the hydraulic fluid flows through the pressure filter beforeit reaches the manifold. A small portion of this fluid leaks past thepump piston and flows into a case drain. After cooling andcleansing the pump, it flows under pressure through a case drainfilter to the hydraulic reservoir. Both the pressure and case drainfilters have a relief valve that opens at 100 ±10 PSID when thefilter element clogs.

The left and right engine-driven pump pressure lines combine ata manifold. From the manifold, separate lines supply the usingsystems, the main system accumulator, left, and right thrustreversers, and the hydraulic reservoir. Downstream of the mani-fold in the main supply line, a pressure transducer drives thecockpit HYD PRESS indicator.

Pressurized hydraulic fluid from the manifold flows to thehydraulic reservoir bootstrap port. The difference in size betweenthe reservoir’s small and large pistons creates a differential pres-sure that pressurizes the reservoir to approximately 50 PSI. Ifpressure exceeds 120 PSIG, a relief valve opens to preventreservoir overpressurization. Pulling the RSVR BLEED handlemanually opens the relief valve for system servicing.

After powering the various systems, hydraulic fluid returns to thereservoir through the main system and thrust reverser return fil-ters. These filters have a relief valve similar to the pressure andcase drain filters.


Auxiliary Systemif main system pressure drops to 1,200 PSI with the AUX HYDPWR in NORM, the hydraulic system low pressure switch closesto supply 28V DC from the Battery bus to the auxiliary hydraulicpump motor. Placing the AUX HYD PWR switch in ON also pow-ers the pump. The pump operates and obtains hydraulic fluidfrom the reservoir. As pressure builds, it closes the auxiliaryhydraulic pump switch to illuminate the AUX HYD PUMP ON orAUX HYD PRESS annunciator.

Under pressure from the auxiliary hydraulic pump, fluid flowsthrough the auxiliary pressure filter and continues to a manifoldwhere separate lines supply the braking system, roll spoiler actu-ators, and the spoiler holddown system. Under auxiliary systempressure, shuttle valves shift to close off the main system pres-sure lines. If the filter element clogs, a relief valve opens at 100±PSID to bypass the element.

If pump output exceeds 3,450 +50/-0 PSID, a pressure reliefvalve opens to route system pressure to the reservoir. The valvereseats on a decreasing pressure of 3,250 PSID.

Hydraulic Systems


Hydraulic Systems

Power Source L/R engine-driven pump (2,800 to 3,000 PSI)APU-driven pump (2,800 to 3,000 PSI)Auxiliary electric pump (2,800 to 3,000 PSI)Ground servicing connection

Control Aileron boostAileron boost switchControl wheels (force link)

SpeedbrakesSpeedbrake leverSpoiler hold down switch

Ground spoilers (panels 4 and 5)Spoiler leverSpoiler hold down switch

Roll control spoilers (panels 1 and 8)Control wheelsSpoiler leversAuxiliary hydraulic pump switchSpoiler hold down switch

ECU fan (units 001 to 104 withoutHamilton Standard ECUs)Either PAC switchEither main landing gear squat switch

Landing gearLanding gear handleLeft squat switchNose squat switchNosewheel centering switch

Nosewheel steeringNose squat switchNosewheel steering switchAP/TRIM/NWS switches

Wheel brakesAnti-skid switchRudder pedals (toe brakes)Auxiliary hydraulic pump switch

Hydraulic firewall shutoff valveENG FIRE PUSH (L/R) switches


Control Thrust reversers(continued) T/R levers

Either main gear squat switchEmergency stow switchesFirewall shutoff switch (isolation valve)

Monitor Basic hydraulic system gagesHYD PRESSHYD VOL

Basic hydraulic system annunciatorsHYD F/W SHUTOFFHYD PRESS LOWHYD VOL LOW

Aileron boostAIL BOOST OFF annunciator

Speedbrakes/spoilersSpeedbrake indicatorSPEEDBRAKE annunciatorSPOILERS UP annunciatorSpoiler lights (on S/B position indicator)

NO TAKEOFF annunciatorNo takeoff hornLanding gear

Green safe lights (3) (LH/NO/RH)Red UNLOCKED lightWarning horn

Thrust reversersARMED/UNLOCKED/DEPLOY lights

Nosewheel steeringGreen light in nosewheel steering switch

Wheel brakesAUX HYD PUMP ON or AUX HYD PRESS

annunciatorANTISKID annunciator

Protection Hydraulic reservoir pressure relief valveSystem check valvesSystem filtersMain and auxiliary system relief valvesUnloading relief valve (British, Brazilian, and

Shuttle valves

Citation III/VI For training onlyMarch 2000

4H-1

TT

W/S W/S AIRAIR

OVERHEATTEMPERATURESENSOR

NOSETEMPERATURESENSOR

WING-FAIRINGHEATER

WINGOVERHEATSENSOR 160°F

T

T

WING OVERTEMPSENSOR 160°F

ENGENGANTI-ICEANTI-ICE

LHLH RHRH

T

LOW TEMPSWITCH110°F

WINGANTI-ICESHUTOFF

T LOW TEMPWING SENSOR

ALTERNATORCONTROL

RIGHTSTABILIZERANTI-ICE ALT.(OUTPUT AC)

IGNITERBOX

RIGHT ENGHP AIR

RAMAIR INTEMP

CONTROLVALVEP

TEMPERATURECONTROL

UNIT

RAMAIR OUT

HEATEXCHANGER

PRESSURESWITCH

TAIL TEMPSENSOR

TLESS THAN300°F

T

OFF MAXLH

OFF MAXRH

W/S BLEED AIR

GENERATORINLET T

WINGWINGANTI-ICEANTI-ICE

LHLH RHRHT

SHUTOFF VALVE(NORMALLY OPEN;POWERED CLOSED)

ANTI-ICEEMERGENCYPRESSURIZATIONSHUTOFF VALVE(NORMALLY OPEN;POWERED CLOSED)

T HIGH TEMPSWITCH 170°F

STSTABABDEICEDEICE

LH RHRH

T

T

LOW TEMPSWITCH 55°F

FOUR TEMP SENSORS FOR EACHWING; TWO SHOWN.

UNITS 0183, 0189, AND SUBSEQUENT,AND AIRCRAFT WITH SB650-30-08, THEW/S O'HEAT ANNUNCIATOR REPLACESTHE W/S AIR OVERTEMPERATUREFUNCTION. THERE IS NO LOWTEMPERATURE WARNING FUNCTION.

1

1

1

1

T

1

WING ANTI-ICESHUTOFF VALVE(NORMALLY OPEN;POWERED CLOSED)

XOVR RIGHT FEED BUSLEFT CB PANEL

RIGHT AUX BUSJ-BOX

R FEED BUSAFT J-BOX

HP BLEED AIR

REGULATED HP BLEED AIR

RAM AIR

AC POWER

PRESSUREREGULATINGSHUTOFFVALVE (NORMALLYOPEN; POWEREDCLOSED)

W/S BLDHIGH LH RH

WING

LOW

LH RH LH RHENGINE

STABTEST

ON

OFF OFF OFF OFF

T

1

W/SW/SO'HEAO'HEATT 1

PT2/TT2PROBE

LEFT AUX BUSJ-BOX

LEFT FEED BUSAFT J-BOX


Anti-Ice Protection Systems

Ice

and

Rai

n P

rote

ctio

n

4H-2 For training only Citation III/VIMarch 2000

Bleed Air Flow System

TOSERVICEAIR ANDRUDDER

BIAS

RIGHT/LEFTEMERGENCY

PRESSURIZATIONSHUTOFF VALVE

LEFT WINGANTI-ICE

SHUTOFFVALVE

RIGHT WINGANTI-ICESHUTOFFVALVE

WINDSHIELD PRESSUREREGULATING SHUTOFFVALVE

LEFT ANTI-ICE/EMERGENCYPRESSURIZATIONSHUTOFF VALVE

LEFT ENGINEHP BLEED AIR

5 PSIDPRESSURE SWITCH

TOENVIRONMENTAL

CONTROLUNIT

LEFTNACELLEANTI-ICESHUTOFFVALVE

LEFT/RIGHTHP BLEED AIR

SHUTOFF VALVERIGHT ENGINEHP BLEED AIR

RIGHTNACELLEANTI-ICESHUTOFFVALVE

RIGHT ANTI-ICE/EMERGENCYPRESSURIZATIONSHUTOFF VALVE

HP BLEED AIR

STATIC

LP BLEED AIR

TO EMERGENCYPRESSURIZATIONMIXER ASSEMBLY

TO WINDSHIELD ANTI-ICE

TOSERVICEAIR ANDRUDDER

BIAS

Ice and Rain Protection

Citation III/VI For training only 4H-3March 2000

Windshield Bleed Air Flow SystemUnits 001 to 182, 184 to 188; units without SB650-30-08

HILOW

OFF

W/S BLEED

W/S AIR

HI/LOWTEMPERATURESENSOR

LH WINDSHIELDNOZZLE

RH WINDSHIELDNOZZLE

RH MANUALW/S BLEED AIRCONTROL

LH MANUAL W/SBLEED AIRCONTROL


NOSE

TAIL290°F

260°F

TAILTEMPERATURE

SENSOR

BLEED AIRPRESSURESWITCH5 PSI

RAM AIREXHAUST

TEMPERATURECONTROLVALVE

PRESSUREREGULATINGSHUTOFF VALVE(NORMALLY OPEN;POWERED CLOSED)

HEATEXCHANGER

RH HPBLEED AIR

LH HPBLEED AIR

W/SBLEEDAIR

NOTE:SELECT LOW IF OAT ISABOVE-18°C. SELECTHI IF OAT IS -18°C ORBELOW.

CROSSOVERRIGHT FEED BUS

OFF MAXRH

W/S BLEED AIR

OFF MAXLH

SUPPLYREGULATED AIRRAM AIR

BLEED AIRTEMPERATURE

WARNINGUNIT

TEMPERATURECONTROL

UNIT

RAMAIRIN


Windshield Bleed Air Flow SystemUnits 183, 189 and subsequent; units with SB650-30-08

HILOW

OFF

W/S BLEED

HI TEMPERATURESENSOR

LH WINDSHIELDNOZZLE

RH WINDSHIELDNOZZLE

RH MANUALW/S BLEED AIRCONTROL

LH MANUALW/S BLEED AIRCONTROL


NOSE

TAIL

TAILTEMPERATURESENSOR

PRESSURESWITCH 5 PSI

RAMAIRIN

TEMPERATURECONTROLVALVE

PRESSUREREGULATINGSHUTOFF VALVE(NORMALLY OPEN;POWEREDCLOSED)

HEATEXCHANGER

RH HPBLEED AIR

LH HPBLEED AIR

W/SBLEEDAIR

NOTE:SELECT LOW IF OAT ISABOVE -18°C. SELECTHI IF OAT IS -18°C ORBELOW.

CROSSOVERRIGHT FEED

OFF MAXRH

W/S BLEED AIR

OFF MAXLH

RIGHTTHROTTLESWITCH

TO LEFT MAIN GEARSQUAT SWITCH

LEFTTHROTTLE

SWITCH

W/SO'HEAT

MASTERWARNING

RESET

SUPPLYREGULATED AIRRAM AIR

W/S AIR

GROUNDMODE

BLEED AIRTEMPERATURE

WARNINGUNIT

TEMPERATURECONTROL

UNIT

RAM AIREXHAUST



Ice DetectionAt night with the DAY/NITE DIM switch in ON, a small red lighton each side of the glareshield shines upward through the wind-shield. As ice begins to accumulate on the windshield edges, itreflects the red light back toward the crew and appears as smallred circles on the inside of the windshield. During the day, plac-ing the palm of your hand or a piece of white paper over the lightsverifies normal operation.

With the RECOG/TAXI switch in the WING INSP position, 28VDC illuminates the left and right wing root ice inspection lights tolight the wing leading edges.

Bleed Air Anti-IcingHot, high pressure engine bleed air heats the wing leading edges,windshield, and engine air inlets to prevent ice accumulation.

The high pressure (HP) bleed air supply from each engine splitsand supplies each of the anti-icing systems through separatepressure regulating shutoff valves.

Engine Air InletTurning the LH/RH ENGINE ANTI-ICE switches to ON removespower from the nacelle anti-ice pressure regulating valve andshutoff valve. A 5 PSIG or greater, bleed air opens the valve soair can flow at a maximum temperature of 500°F (260°C) to theengine air inlet lip piccolo. After heating the inlet, the bleed airexhausts overboard through four louvers.

Turning the ENGINE ANTI-ICE switches on also activates thewing root fairing heating system, engine Pt2/Tt2 probe heater,generator air inlet heating, and engine ignition system.

Placing the ENGINE ANTI-ICE switches in OFF supplies 28VDC to close the nacelle anti-ice pressure regulating and shutoffvalve.


If bleed air temperature is less than 110°F (43°C), a temperaturesensor in the inlet illuminates the associated LH/RH ENG ANTI-ICE annunciator. The annunciator(s) also illuminates if wing rootfairing temperature is above 130°F (54°C) or below 45°F (7°C),or the Pt2/Tt2 probe heater fails.

Wing Leading EdgeWith the LH/RH WING ANTI-ICE switches in ON, HP air flowsfrom each engine through a normally open anti-ice/emergencypressurization shutoff valve and a check valve. The check valveprevents bleed air from an operating engine entering an inoper-ative engine. Each engine’s HP air supply for the wing anti-icingsystem essentially combines so that loss of one engine does notrender the system inoperative.

Before reaching each wing, a wing anti-ice pressure regulatingshutoff valve, controlled by the LH/RH WING ANTI-ICE switches,regulates HP air pressure to 24 ±3 PSIG. From the shutoff valve,piccolo tubes distribute HP air into the narrow cavity between thewing leading edge skin and liner. After heating the leading edge,air exhausts overboard through a louver near the wing tip lowersurface.

An anti-ice fail switch upstream of the first piccolo tube monitorsHP air delivery temperature. At an HP air temperature below300°F (149°C), the switch closes to illuminate the respectiveLH/RH WING ANTI-ICE annunciator.

Four overtemperature switches downstream of the anti-ice failswitch provide overtemperature protection. If HP air exceeds160°F (71°C), one or more overtemperature switches close toilluminate the LH/RH WING ANTI-ICE annunciator and supplyclosing power to the wing anti-ice pressure regulating shutoffvalve. When temperatures drop, the switch(es) open, the annun-ciator extinguishes, and the shutoff valve opens.



WindshieldPlacing the W/S BLD switch in LOW or HIGH supplies power tothe windshield temperature control unit that, in turn, removespower to the windshield anti-ice pressure regulating shutoffvalve. The shutoff valve opens; bleed air flows through a heatexchanger before it reaches the manually operated shutoffvalves.

Using three temperature sensors to monitor the air temperaturein the ducting, the temperature control unit regulates the openingand closing of a temperature control valve. The temperature con-trol valve opens to increase ram air flow and decrease wind-shield air temperature; it closes to decrease ram air flow andincrease windshield air temperature.

Rotating the W/S BLEED AIR control knobs from the OFF posi-tion opens the manually operated shutoff valves and regulateswindshield air flow.

The W/S AIR annunciator illuminates with:

■ W/S BLD switch on and bleed air temperature below 233°F(112°C)

■ W/S BLD switch in LOW or HIGH and bleed air temperatureexceeds 294°F (146°C); system shuts down and cycles

■ bleed air pressure less than 5 PSIG with W/S BLD switch on

■ bleed air pressure greater than 5 PSIG with W/S BLD switchoff

■ power lost of the temperature control systems.

On units 183, 189 and subsequent and earlier aircraft withSB650-30-08, there is a W/S O’HT annunciator in addition to theW/S AIR annunciator. The W/S O’HT annunciator illuminateswith:

■ engine power less than 75% N1 RPM and bleed air temper-ature exceeds 295°F (146°C)


■ engine power greater than 75% N1 RPM and bleed air tem-perature exceeds 233°F (112°C) for thirty seconds.

Windshield bleed air anti-icing also supplements the rain removalsystem by directing air across the windshield.

Turning the W/S ALC switch to ON pumps TT-I-735 specificationisopropyl alcohol from a two-quart reservoir through a filter to thepilot’s windshield spray tube.

Electrical Anti-IcingElectrically powered heating elements warm the wing root, hori-zontal stabilizer leading edges, generator air inlet, rudder biasactuators, pitot tubes, static ports, angle-of-attack (AOA) probe,ram air temperature (RAT) probe, and drain masts.

Wing RootTo prevent ice accumulation on the wing root fairings and possi-ble engine ice ingestion, each wing root fairing has an electricallypowered thermal heating blanket. With the ENG ANTI-ICEswitches on, 28V DC from the Left Feed and Crossover RightFeed buses powers the thermal blankets through a temperaturecontrol unit. With the system operating, the control unit maintainsa wing root fairing temperature of 124 to 156°F (51 to 69°C).

If the fairing temperature drops below approximately 45°F (7°C)or exceeds approximately 170°F (77°C) the associated ENGANTI-ICE LH/RH annunciator illuminates. During overheat conditions, the temperature controller cycles power to thermalblankets as they overheat and then cool.



Horizontal StabilizerAC-powered thermal blankets in the horizontal stabilizer leadingedges protect them from ice accumulation. In the air with theLH/RH STAB switches on, 115V AC, 200 to 400 Hz power sup-plied by the engine-driven alternators flows through the stab heatcontrol relay to the temperature controller. The controller thensupplies power to the blanket’s parting strip to maintain temper-ature at 130 to 150°F (54 to 66°C); it also cycles power to theblanket shedder areas. As the controller cycles, it supplies powerto the inboard upper, inboard lower, outboard upper, then out-board lower shedder areas.

If the parting strip fails to reach 45°F (7°C) or reaches 170°F(77°C), the STAB DEICE annunciator illuminates. During anoverheat condition, the controller cycles power off and on to theparting strip as it overheats and cools.

Normal system operation can be monitored through the left andright AC AMPS ammeters. As the system cycles, the amperagevaries as the controller cycles power to the shedder areas.

Generator Air InletTurning the ENG ANTI-ICE switches to ON energizes two relaysto supply 28V DC through overheat switches to the generator airinlet heating elements. On units 001 to 173, the overheat switch-es open at 130°F (54°C) to cut power to the heating element. Onunit 174 and subsequent, the overheat switches open at 325°F(163°C). During an overheat condition, the switches open andclose as the heating element overheats and then cools.


Pitot/Static and Rudder BiasWith the LH/RH PITOT/STATIC ANTI-ICE switches on, 28V DCpower from the Left Feed and Right Crossover buses flows tothe pitot tube, instrument and pressurization system static port,and AOA transmitter probe heating elements. The RHPITOT/STATIC ANTI-ICE switch also supplies power to the rud-der bias actuator heating blanket. Rudder bias heating can bemonitored on the RUDDER BIAS HTR ammeter.

Current sensors monitor pitot tube and static port heating ele-ment operation. If a heating element fails or a switch is in OFF,the current sensors illuminate the associated LH/RH P/S HTROFF annunciator.

RAT ProbeTurning the RAT ANTI-ICE switch to ON supplies 28V DC to theram air temperature (RAT) probe heating element. Normal oper-ation can be verified by a RAT rise with the switch in ON.

Drain MastsWhenever the aircraft’s electrical system is energized, 28V DCfrom the Left Feed bus powers the drain mast heating elements.



Engine Anti-Ice System

Power Source Engine HP bleed airLeft/Right Feed buses – 28V DC

(left CB panel)

Distribution Bleed airNacelle inlet

28V DCWing root fairing thermal blanketGenerator inlet anti-icePt2/Tt2 probeEngine ignition

Control ENG ANTI ICE (L/R) switches

Monitor ENG ANTI-ICE LH/RH annunciators

Protection ENG LH/RH CBs (5A)

Wing Anti-Ice System

Power Source HP bleed air manifoldLeft/Right Feed buses (left CB panel)

Distribution Wing leading edges (L/R)

Control Wing anti-ice switches (L/R)

Monitor WING ANTI-ICE LH/RH annunciators

Protection WING LH/RH CBs (5A)


Horizontal Stabilizer Anti-Ice System

Power Source Crossover Right Feed bus (right stab anti-ice)Left Feed bus (left stab anti-ice)Alternators

Two engine-driven, 5 kVA, 115 to 120V ACthree-phase, 200 to 400 Hz

Distribution Horizontal stabilizer (L/R) leading edgesRepeating cycle:

Upper/lower inboardUpper/lower outboard

Control STAB LH/RH switches (tilt panel)

Monitor STAB DEICE LH/RH annunciatorsLH/RH ALT voltmeterAlternator voltmeter (2A)Alternator ammeter (2A)

Protection HORIZ STAB LH/RH CBs (5A)



Windshield Bleed Air Anti-Ice, RainRemoval, and Back-up Alcohol DeiceSystems

Power Source Crossover Right Feed busEngine HP bleed airManual rain doorsAlcohol reservoir

Distribution Windshields (L/R)Backup alcohol: left windshield only

(15 minutes continuous operation)

Control W/S BLD switchW/S BLEED AIR knobs (2)PULL RAIN manual handleW/S ALC switch

Monitor W/S AIR annunciatorW/S O’HEAT annunciator (units 183, 189

and subsequent; units with SB650-30-08)

Protection Circuit breakersW/S ALCOHOL (5A)W/S BLEED AIR (5A)LH W/S HTR BLD (2A)RH W/S HTR BLD (7.5A)

Temperature sensors

NOTE: If an electrical power loss occurs, a solenoid-operated, pressure-regulating shutoff valve fails to open. If the manual valves are open, this allows engine bleed air(not temperature-controlled) to flow to the windshields.



4I-1

CENTEREDOFF

CENTER

NOSEGEARSWITCHES

ONGROUND

INFLIGHT

ONGROUND

INFLIGHT

LEFT ORRIGHT MAIN

GEAR SQUATSWITCH

UNLOCK

UP

DOWN

LDGGEAR

HORN SILENCE

MAIN LANDINGGEAR ACTUATOR

DOWN LOCK

MAIN LANDINGGEAR SIDE BRACE

LANDING GEARCONTROL VALVE

MAIN GEARUPLOCKACTUATOR

MAIN LANDINGGEAR SIDE BRACE

DOWN LOCK

MAIN LANDINGGEAR ACTUATOR

RETRACTPRESSURESHUTOFFVALVE

ANTI-SPIN (TO BRAKEMETERING VALVE)

DOWNLOCK

TO POWERSTEERINGUNIT

BLOWDOWNBOTTLE

VENT

1,800 TO2,050 PSI

NOSE GEARACTUATOR

NOSE LANDING GEARUPLOCK ACTUATOR

EMERGENCYGEAR BLOW DOWN VALVE

HYDRAULIC PRESSURE

ACTIVE RETURN

STATIC FLUID

PNEUMATIC PRESSURE

VENTED LINE

MECHANICAL CONNECTION

1 UNITS 001 TO 160 WITHOUT SL650-32-14(NOSE GEAR RESTRICTOR REMOVAL)

RETRACT SYSTEMBYPASS VALVE

LH

RH

NO


DOWNLOCK

SOLENOID

1

Landing Gear System (Extending)

Lan

din

g G

ear/

Bra

kes/

Ste

erin

g

4I-2 For training only Citation III/VIMarch 2000

Brake System

PRESSUREPOWER BRAKE HYDRAULIC METERING VALVE

LANDING GEARRETRACTPRESSURE

TO BRAKEPEDALLINKAGEELECTROHYDRAULIC

ANTI-SKID VALVEELECTROHYDRAULICANTI-SKID VALVE

RETURN

TO BRAKEPEDALLINKAGE

PARKING BRAKEVALVE

LEFTWHEELBRAKES

SHUTTLEVALVE

EMERGENCYBRAKE VALVE

AUXILIARYPRESSURE

EMERGENCY BRAKEPNEUMATICSTORAGE BOTTLE

VENT

HYDRAULIC RETURN

EMERGENCY PNEUMATIC PRESSURE

NO PRESSURE

RIGHTWHEELBRAKES

METERINGVALVE

HYDRAULIC PRESSURE

Landing Gear/Brakes/Steering

Citation III/VI For training only 4I-3March 2000

Landing Gear and BrakesThe Citation III/VI has a tricycle-type landing gear consisting of asingle wheel nose gear and dual wheel main gear. A chinednosewheel tire deflects slush and rain away from the engineintakes. Each landing gear strut is an air/oil type that absorbstaxiing and landing shocks. Hydraulic pressure normally retractsand extends the landing gear. If the hydraulic system fails, freefall and pneumatic pressure extend the landing gear.

An electrically operated and hydraulically powered nosewheelsteering system positions the nose gear in response to rudderpedal or nosewheel tiller movement.

The main gear has hydraulically operated brakes with an electri-cally operated anti-skid system. The anti-skid system providesmaximum braking efficiency on all runway surfaces while mini-mizing wheel skid.

Landing GearSquat switches on the nose and main landing gear, a nose cen-tering switch, and uplock and downlock switches control thelanding gear position and warning system.

RetractionAfter the aircraft leaves the ground, the nosewheel and maingear squat switches and the nosewheel centering switches actu-ate to release the handing gear handle locking solenoid. Thelanding gear will not retract if the nosewheel is out of center.

Pulling the landing gear handle out releases it from the detent.Moving the handle to the UP position begins the retractionsequence by actuating the retract switch. As the retract switchactuates, it energizes the landing gear control valve, illuminatesthe red UNLOCK light, and momentarily applies the brakes.


The control valve then shifts and hydraulic pressure, provided bythe engine-driven pumps, flows through the control valve andbypass valve to the retract side of the nose and main gear actu-ators. The nose gear internal downlock and the main gear dragbrace locks unlock; the landing gear begins retracting. As thegear unlocks, the downlock switches de-actuate to extinguish thegreen LH, NO, and RH gear position lights.

When the landing gear reaches the fully retracted position,hydraulically operated uplocks engage the gear and hold it in theretracted position. The nose gear doors close when the nosegear completely retracts. The main gear doors follow the maingear as it retracts.

When the landing gear is up-and-locked, uplock switches actu-ate to extinguish the red UNLOCK light and de-energize thelanding gear control valve.

ExtensionPulling the landing gear control handle out to unlock it and mov-ing it to the DOWN position begins the landing gear extensionsequence. The extend switch actuates to illuminate the UNLOCKlight and energize the landing gear control valve. The controlvalve shifts and hydraulic pressure flows through it and thebypass valve to the uplock and landing gear actuators. Theuplock actuators then retract to release the gear. Hydraulic pres-sure to the landing gear actuator extend ports extends the land-ing gear. Movement of the nose gear from the retracted positionopens the nosewheel doors.

As the landing gear reaches the down-and-locked position,hydraulic pressure drives the main landing gear side braces andthe nose gear internal downlock to the locked position. When thegear locks, downlock switches actuate to illuminate the greenLH, NO, RH gear position lights.



Emergency ExtensionPulling the red T-handle below the pilot’s instrument panel androtating it clockwise mechanically releases the landing gearuplocks to allow the landing gear to free-fall to the down-and-locked position. Yawing the aircraft assists gear extension andlocking by exerting pressure on the landing gear through thegear doors. With the gear handle in the DOWN position, thegreen LH, NO, and RH gear position lights illuminate when thegear is down-and-locked.

If the gear fails to extend because of a hydraulic block, pulling theLDG GEAR EMERG HYD PRESS REL knob on the floor nearthe aft toilet mechanically shifts the retract pressure shutoff valveto release retract pressure and route it to the hydraulic reservoir.

Pulling the emergency gear blow down handle mechanicallyshifts a valve to route pressurized nitrogen from a storage bottleinto the landing gear extension lines. On units 001 to 115, thestorage bottle has a 60 to 70 cubic inches of pressurized nitro-gen. On unit 116 and subsequent, the bottle has a 90 to 100cubic inch capacity. Normal bottle pressure is 1,800 to 2,050PSIG.

Nosewheel SteeringWith the nose gear squat switch actuated (weight-on-wheels)and the NOSE WHL STEERING switch ON, movement of thenosewheel tiller or rudder pedals mechanically positions thedirectional control valve. As the control valve moves, it directshydraulic pressure from the main hydraulic system or a 25 cubicinch accumulator through the open bypass valve to either side ofthe steering piston. The steering piston, in turn, shifts left or rightto position the nosewheel.

When the nose gear strut extends and its squat switch de-actu-ates (weight-off-wheels) or the crew presses the control wheelAP/TRM/NWS DISC switch, the bypass valve closes to blockhydraulic pressure flow to the steering piston.


The steering wheel provides 75° left or right nosewheel move-ment. The rudder pedals provide only 6° of movement left orright.

On unit 145 and subsequent and earlier aircraft with SB650-32-27, a modification allows arming of the nosewheel steeringsystem before landing. This provides immediate steering controlonce the nose gear squat switch actuates.

Wheels and BrakesThe nosewheel carries has a 18 x 4.4, 10 ply rating (PR) tube-less tire inflated to approximately 125 to 140 PSIG (depends onthe aircraft). Each main wheel carries a 22 x 5.75-12, 10 PRtubeless tire inflated to approximately 155 to 168 PSIG (dependson aircraft) 128 +6/-0 PSI. The tires must be serviced with drynitrogen.

Normal BrakingPressing on the top of the rudder pedals (toe brakes) mechani-cally actuates the two power brake metering valves. Suppliedwith main or auxiliary hydraulic system pressure at 3,000 PSI,the metering valves regulate braking pressure from 0 to 2,000PSI depending on the force applied through the toe brakes.

Braking pressure flows from each metering valve through twoanti-skid valves and a parking brake valve before it reaches themain wheel brake assemblies. Supplied with pressure from 750(normal) to 2,050 PSI (maximum braking pressure), the brakingassembly pistons apply pressure against the pressure plate toforce the stators and rotors together. Releasing pressure fromthe pedals releases the brakes by allowing the downstream fluidpressure to return through the metering valves.

During gear retraction, landing gear retract pressure through themetering valves’ landing gear up port applies the brakes to stopwheel spin before they enter the main gear wheel wells.



Anti-Skid SystemThe electro-hydraulic anti-skid system provides maximum brak-ing efficiency on all runway surfaces while preventing wheel skid.With the ANTI SKID switch in ON, 28V DC from the Left Feedbus powers the anti-skid system. The anti-skid system is activeat rollout and taxi speeds between 10 and 175 kts.

A transducer in each main wheel axle provides wheel speed sig-nals to the anti-skid system control box. If the control box sens-es an excessive wheel deceleration indicative of an impendingskid, it commands the respective anti-skid valve to reduce brak-ing pressure to that wheel. When the wheel spins up to matchthe other wheels, the system restores normal braking pressure tothat wheel brake assembly.

The anti-skid system also provides touchdown and locked wheelcrossover protection. If the brakes are applied before touchdown,the system dumps pressure until the squat switches actuate ontouchdown. Locked wheel crossover protection comparesinboard or outboard wheel speeds and dumps pressure whenthe slow wheel’s speed is 50% or slower than the fast wheel.

If an anti-skid component fails, the ANTISKID annunciator illumi-nates. After a system failure, the ANTI SKID switch should beplaced in OFF. Normal braking without anti-skid protection is stillavailable.

Emergency BrakingIf the main and auxiliary hydraulic systems fails, nitrogen at 1,800to 2,050 PSI from a 90 to 100 cubic inch bottle provides brakingpressure. Anti-skid protection is not available.


Pulling the EMER BRAKE PULL handle below the pilot’s instru-ment panel mechanically opens the brake valve assembly torelease pressurized nitrogen into the supply lines. Pressure inthe supply lines shifts a shuttle valve at each wheel brakeassembly to stop cut normal hydraulic system pressure and toadmit pressurized nitrogen into the brake assemblies. Brakingpressure is proportional to handle extension. Pulling the handleout completely supplies 2,000 PSI of braking pressure.Releasing the handle shifts the brake valve assembly to ventpressure and release the brakes.

Parking BrakeWith the aircraft on the ground and the hydraulic system pres-surized, applying toe pressure applies the brakes. Pulling theparking brake handle out shifts the parking brake valve to trappressure and hold the brakes. Pushing the handle down releas-es the brakes.

With the parking brakes set, the PARK BRAKE annunciator illuminates.



Landing Gear System

Power Source Main hydraulic systemPneumatic pressure (emergency)Left Feed bus – 28V DC (control,

warning horn)Crossover Right Feed bus (indicator lights)

Control Landing gear control handleAuxiliary gear extension handleEmergency gear extension knobGear retract hydraulic shutoff valveNose gear centering switchSquat switches

Monitor Red UNLOCK lightGreen LH/NO/RH lightsWarning horn

Protection Circuit breakersGEAR CONTROL (5A)AURAL WARN 1 (5A)LDG GEAR (2A)

Squat and nose centering switches


Nosewheel Steering System

Power Source Hydraulic pressureNosewheel steering accumulatorLeft Feed bus – 28V DC

Control Rudder pedalsNosewheel tillerNOSE WHL STEERING switchTRIM/AP/WS switch (deactivates system)

Monitor ARMED/ON lights

Protection PWR STEER CB (5A)Squat switch

Brake System

Power Source Hydraulic pressurePneumatic pressure (emergency)Left Feed bus – 28V DC (anti-skid)

Control Rudder pedals (toe brakes)Emergency brake handleAnti-skid system switchParking brake handle

Monitor ANTI SKID annunciatorHydraulic system indicators

Protection ANTI-SKID CB (5A)Anti-skid system

OXYGEN CYLINDER

CHECK VALVE

FILLER VALVE ANDPROTECTIVE CAP

OVERBOARDDISCHARGE INDICATOR

MANUALVALVE

SOLENOIDVALVE

AUTO

OFF ON

PILOT'SMASK

COPILOT'SMASK

PASSENGERMASKS

CABIN PRESSUREALTITUDE ABOVE13,500 FT

PRESSUREREGULATOR

SHUTOFFVALVECONTROL

OXYGENPRESSUREGAGE

LEFT AUX BUSJ BOX

OPERATES AS A CHECK VALVEONLY WHEN LINE IS REMOVED.

1 REGULATED PRESSURE

BOTTLE PRESSURE

CHECK VALVE1

PASSENGEROXYGENSWITCH

Citation III/VI For training only 4J-1March 2000

Oxy

gen

Sys

tem

Oxygen System

4J-2 For training only Citation III/VIMarch 2000

Oxygen System


Oxygen SupplyOxygen bottle size varies with unit number and customer prefer-ence. On units 001 to 178, a 49 cubic foot bottle is standard; a76 cubic foot bottle is available as an option. On units 179 to199, a 76 cubic foot bottle is the standard installation. On unit200 and subsequent, a 76 cubic foot bottle is standard with the49 cubic foot bottle as an option. Regardless of bottle capacity,normal bottle pressure is 1,850 PSI at 21°C (70°F).

From the oxygen bottle beneath the left nose compartment flooroxygen flows through the regulator assembly before it reachesthe crew and passenger oxygen systems. The regulator assem-bly has a shutoff valve, pressure regulator, and three lines for theoxygen pressure gage, filler valve, and overpressure rupturedisc.

The pressure regulator, when supplied with oxygen between1,850 and 2,000 PSI, reduces bottle pressure to 70 ±10 PSI. Ifthe bottle reaches 2,850 ±150 PSIG at 21°C (70°F) or 2,600±100 PSIG at 71°C (160°F), the rupture disc bursts to releasebottle contents overboard through a green burst disc on the leftnose. The filler valve is on the aft wall of the left nose compart-ment and the pressure gage is on oxygen control panel. Someaircraft also have a pressure gage above the filler valve.

DistributionAfter flowing through the regulator assembly, oxygen flowsdirectly to the pilot and copilot oxygen outlets. The passengersupply flows through a manually operated shutoff valve and asolenoid-operated valve.


Crew SystemEach quick-donning diluter-demand crew oxygen mask has abuilt-in regulator and microphone. With the mask regulator in theNORM position, the regulator dilutes oxygen with cabin airaccording to cabin altitude. As cabin altitude increases, the reg-ulator increases the oxygen to cabin air ratio until it provides 98%oxygen at 35,100 ft and above. Placing the regulator in the 100%position provides 100% oxygen regardless of cabin altitude.Finally, placing the regulator in the EMER position supplies 100%oxygen at positive pressure.

The optional EROS mask operates similarly to the standard crewoxygen mask. The major difference is the EROS’s inflatable har-ness. During donning the harness inflates to assist in placementover the head, then deflates to make it snug against the user’sface. When not required, the mask stores in a cup on the cabindivider behind each crewmember’s head.

With the regulator set to N (normal), the regulator dilutes oxygenwith cabin air according to cabin altitude. In the 100% position itsupplies 100% oxygen at positive pressure. A PRESS TO TESTbutton on the regulator supplies 100% oxygen at positive pres-sure for testing purposes.

Passenger SystemWith the PASS OXY control knob in the AUTO position, oxygendoes not flow to the passenger oxygen distribution system atnormal cabin altitudes. If cabin altitude exceeds 13,500 ±600 ft,a cabin altitude switch in the pilot’s side console closes to ener-gize the oxygen control valve solenoid. The valve opens andoxygen flows to the passenger oxygen masks. The initial pres-sure actuates door release mechanisms to deploy the passengeroxygen masks. The masks fall and hang by their lanyards.Pulling on the lanyard releases a pin that allows oxygen flow.

Oxygen System


Moving the PASS OXY control knob to the ON position manuallyopens the oxygen control valve and deploys the passenger oxygen masks.

With the control knob in the OFF position, oxygen does not flowregardless of cabin altitude. Normally, the control is left in theAUTO position.

An 11 cubic foot portable oxygen bottle supplements the crewand passenger systems. The bottle, normally stored in the for-ward cabin, has a pressure regulator with an outlet for a crewoxygen mask and one or two constant-flow outlets for a passen-ger oxygen mask. This bottle permits freedom of movement fora crew member during emergencies or allows a passenger touse therapeutic oxygen without the need to deployment the pas-senger oxygen system.


Oxygen System

Power Source Oxygen cylinder (1,850 PSI at 21°C [70°F])49 cubic ft: standard on units 001 to 178,

optional on unit 200 and sub.76 cubic ft: optional on units 001 to 178;

standard on unit 179 and sub.Portable oxygen bottle (1,800 PSI at 21°C[70°F])

11 cubic ft: standard with outlets for crewand passenger masks

Left Aux bus (J-box)Passenger automatic deployment

Distribution Crew and passenger oxygen masks

Control Oxygen bottles shutoff valve (not accessiblein flight)

Oxygen bottle pressure regulator (bottlepressure to 70 PSI)

Barometric switch13,500 ±600 ft setting

PASS OXY control knob (oxygen control panel)

Monitor Oxygen pressure gageBlowout disc (left nose)

Protection Pressure regulator rupture disc2,850 ±150 PSIG at 21°C (70°F)2,600 ±100 PSIG at 71°C (160°F)


4L-1

STOWED

UNLOCK

STOWED ORTRANSIT

DEPLOYED

STOW

DEPLOY

STOW

SW

ARM

UNLOCK

DEPLOY

LH ENGFIREPUSH

BOTTLE 1ARMEDPUSH

STOW

SW

TO LH T/R

ARM

UNLOCK

DEPLOY

TO LH STOW

200 PSIPRESSURE

SWITCHSPRING

3,000 PSI

RETURN

ISOLATIONVALVE

LH T/R

RH T/R

7.5A

5A

RESTRICTOR

AIR

GND

SQUAT SWITCH

RIGHT THRUST REVERSER

DEPLOYLIMITSWITCH

STOWLIMITSW

THROTTLELOCKSOLENOID

DEPLOYEDPOSITION SHOWN

RIGHT THROTTLESTOW/DEPLOYSWITCH

WARN LITE 1

CONTROL VALVE(DEPLOY POSITIONSHOWN)

STOW

DEPLOY

STOWSOLENOID

DEPLOYSOLENOID

RH ENGFIREPUSH

BOTTLE 2ARMEDPUSH

HYDRAULIC PRESSURE

HYDRAULIC RETURN

STATIC PRESSURE

EMER

NORM

EMER

NORM

7.5A

XOVER RIGHT FEED BUSLEFT CB PANEL


Thrust Reverser System

Th

rust

Rev

erse

r S

yste

m

4L-2 For training only Citation III/VIMarch 2000

Thrust Reversers

Citation III/VI For training only 4L-3March 2000

When deployed, the hydraulically operated and electrically con-trolled thrust reversers deflect engine thrust forward to decreaselanding roll and brake wear.

DeployBefore thrust reverser deployment can begin, the throttle leversmust be in the idle position and the squat switches must be inthe ground-on-ground mode (main landing gear struts com-pressed). Pulling the thrust reverse levers up begins the deploysequence by moving the throttle stow/deploy switches to thedeploy position.

DC power from the Left Feed bus and Crossover Right Feed busenergizes the left and right isolation and control valves. The iso-lation valves shifts to the open position and the control valvesshift to the deploy position. Hydraulic fluid at 3,000 PSI flowingthrough the isolation valves close pressure switches that illumi-nate the ARM lights. Hydraulic fluid then continues through thecontrol valves to the deploy side of the four thrust reverser actu-ators (two per side).

The actuators retract to pull the thrust reverser carriage forwardalong the support assembly guide rods. Carriage movementunlocks the overcenter links that, in turn, exert force on the dri-ver links that extend the thrust reverser doors into the engineexhaust path. Movement of carriage also actuates stow limitswitches that illuminate the UNLOCKED lights. When the thrustreverser doors reach the fully deployed position, deploy limitswitches actuate to illuminate the DEPLOY lights and release thethrust reverser interlock solenoid.

Pulling back on the thrust reverser levers after the DEPLOYlights illuminate, increases reverse thrust.


StowMoving the thrust reverser levers forward and down begins thestow sequence by moving the throttle stow/deploy switches tothe stow position. DC power flows to the control valves’ stowsolenoid; the control valves shift to the stow position. Hydraulicfluid under pressure then flows to the stow side of the actuators,and the thrust reversers begin stowing.

As they begin stowing, the deploy limit switch de-actuates toextinguish the DEPLOY lights. When the reverser mechanismstows and locks, the stow limit switch de-actuates and theUNLOCKED lights extinguish. The ARM lights remain illuminat-ed until the isolation valve shifts to cut hydraulic pressure to thethrust reverser system.

Emergency StowIf a thrust reverser unlocks or begins deploying in flight, a feed-back mechanism between the thrust reverser operating mecha-nism and the throttle levers forces the affected throttle lever tothe idle thrust position.

Placing the STOW SW in the EMER position supplies 28V DCto energize the isolation valve and the control valve’s stow sole-noid. Hydraulic pressure then flows through the isolation valveand control valve to the stow side of the thrust reverser actua-tor. the thrust reverser stows and locks. The ARM light remainsilluminated as long as the isolation valve is open and hydraulicpressure exists in the thrust reverser system.

Thrust Reversers

Citation III/VI For training only 4L-5March 2000

Thrust Reverser System

Power Source Left Feed busCrossover Right Feed busHydraulic system

Control Thrust reverser leversSTOW SW (NORM/EMER)

Monitor ARM/UNLOCK/DEPLOY annunciatorsMASTER WARNING lights

Protection LH/RH TR circuit breakersSquat switches


Citation III/VI For training only 5-1April 1998

Flight PlanningTable of ContentsFrequent or Planned Destinations Record . . . . . . . 5-3

Flight Planning – General . . . . . . . . . . . . . . . . . 5-5

Takeoff and Landing Weight Determination . . . . . . . . 5-5

Weight and Balance Form Completion Instructions . . . 5-11

International Flight Planning . . . . . . . . . . . . . . . 5-13

Frequently Used International Terms . . . . . . . . . . . 5-13

International Operations Checklist . . . . . . . . . . . . . 5-15

ICAO Flight Plan Form Completion – Items 7-19 . . . . 5-21

FAA Flight Plan Form Completion Instructions . . . . . . 5-31

ICAO Weather Format . . . . . . . . . . . . . . . . . . . 5-35

5-2 For training only Citation III/VIJanuary 1996

Flight Planning

Citation III/VI For training only 5-3February 1994

Frequent or Planned Destinations RecordAirport Ident.

FBO Freq. Tel: ( )

Hotel Tel: ( )

Catering Tel: ( )

FSS Tel: ( )

Airport Ident.

FBO Freq. Tel: ( )

Hotel Tel: ( )

Catering Tel: ( )

FSS Tel: ( )

Airport Ident.

FBO Freq. Tel: ( )

Hotel Tel: ( )

Catering Tel: ( )

FSS Tel: ( )

Notes

5-4 For training only Citation III/VIFebruary 1994

Airport Ident.

FBO Freq. Tel: ( )

Hotel Tel: ( )

Catering Tel: ( )

FSS Tel: ( )

Airport Ident.

FBO Freq. Tel: ( )

Hotel Tel: ( )

Catering Tel: ( )

FSS Tel: ( )

Airport Ident.

FBO Freq. Tel: ( )

Hotel Tel: ( )

Catering Tel: ( )

FSS Tel: ( )

Notes

Flight Planning


Flight Planning – GeneralTakeoff and Landing Weight DeterminationCharts in the Aircraft Flight Manual (AFM), Performance Section(chapter 4), facilitate determination of the maximum takeoff andlanding gross weight permitted by FAR 25, as well as associatedspeeds and flight paths. The flow charts on the following pagesillustrate the steps to determine the appropriate takeoff and land-ing weights.

NOTE: The aircraft may be limited in takeoff or landinggross weight by the most restrictive of aircraft, airport, andatmospheric conditions.


Takeoff Weight Determination Procedure

ADJUSTED VADJUSTED TAKEOFF

FIELD LENGTH

NO

MAXIMUMSTRUCTURAL

WEIGHT LIMITS

YES

NO

TAKEOFF SPEEDSAND POWER SETTING

COMPARE AND SELECTLOWEST WEIGHT

FINISHED

MEETSSIMPLIFIEDTAKEOFFCRITERIA

FINISHED

MAXIMUM WEIGHTPERMITTED BY CLIMB

REQUIREMENTS

ANTI-ICE/RUNWAY GRADIENT

TAKEOFF CORRECTIONFACTORS

CHOSE TAKEOFF FLAP SETTINGFIND THE MOST RESTRICTIVE

WEIGHT FOR THE FLAP SETTING

AIRCRAFT WT.RUNWAY CONDITION/LENGTHATMOSPHERIC CONDITIONS

OBSTACLE CLEARANCEREQUIRED GRADIENT

(COMPUTED)VS

NET CLIMB GRADIENT

TAKEOFF FIELD LENGTH

TAKEOFF / GO-AROUNDTHRUST SETTING

MAXIMUM CONTINOUSTHRUST SETTING

YES

ANTI-ICE ON OR OFF? ANTI-ICE ON OR OFF?

1

ANTI-ICE ON OR OFF?

V1 VR V2 VENR

Flight Planning


Takeoff ProfileOne Engine Inoperative

RETRACTION

TRANSITION(ACCELERATION)

FINALSEGMENT

2nd SEGMENT

TOTAL TAKEOFF PATH HORIZONTAL DISTANCE

TAKEOFF DISTANCE

1st SEGMENT

GROUND ROLL

BRAKERELEASE

REFERENCEZERO

35 FEET

GEARUP

1,500 FEET OROBSTACLE

CLEARANCEMINIMUM

ENGINESBOTH

ONE INOPERATIVE

THRUST TAKEOFF THRUST MAX CONT. THRUST

AIRSPEED VARIABLE VARIABLE

LANDINGGEAR DOWN RETRACTED

FLAPS TAKEOFF SETTING RETRACTION RETRACTED

POSITIVE 2.4% 1.2%

MIN. T.O.FLIGHT PATH

CLIMBGRADIENTS

V2

V1 VR VLOFV2

VENR

1,500 FEETMINIMUM

Takeoff LimitationTakeoff weight is limited by the most restrictive of:■ maximum certified takeoff weight

■ maximum takeoff weight permitted by climb requirements

■ takeoff field length.


Landing Weight Determination Procedure

FINISHED

AIRCRAFT WT.RUNWAY CONDITION/LENGTHATMOSPHERIC CONDITIONS

APPLY LANDINGDISTANCE CORRECTION

FACTOR

RUNWAY GRADIENT

TAKEOFF/GO AROUNDTHRUST SETTING

ANTI-ICE ON OR OFF?

STRUCTURALWEIGHT LIMITS

COMPARE AND SELECTLOWEST WEIGHT

LANDING DISTANCE

OBTAIN VREF AND VAC (VAPP)

MAXIMUM LANDING WEIGHTPERMITTED BY CLIMBREQUIREMENTS OR

BRAKE ENERGY

ANTI-ICE ON OR OFF?

NO

YES

NOTE: Performance charts referenced in the above flowchart are found in the AFM, Section 4.

Flight Planning


Landing Profile

LANDING DISTANCE

BRAKEENERGY

EFFECTIVE RUNWAY LENGTH

THRESHOLD

CLIMBBALKED-LANDING(ALL ENGINE3.2% MIN. GRADIENTNOT LIMITING)

CLIMB-ONE-ENGINE-INOPERATIVE(2.1% MIN. GRADIENTLIMITING)50'

VREF = 1.3VSO

Landing LimitationLanding weight is limited by the most restrictive of:■ maximum certified landing weight

■ maximum landing weight permitted by climb requirements or brake energy

■ landing distance.


Sample Weight and Balance Form

Flight Planning


Weight and Balance Form Completion InstructionsFollow the steps below to compute a loading moment and estab-lish that CG is within allowable limits.

1. Obtain basic empty weight and moments from the aircraftweighing form. If the aircraft has been altered, refer to theweight and balance record. Basic empty weight is the weightof the aircraft, including full oil and all undrainable fluids.

2. Use the Crew and Passenger Loading Moments Table todetermine the moment for each load station.

3. Use the Baggage Loading Moments Table to determine themoment for baggage loading in the tailcone compartment.

4. Use the Cabinet Loading Moments Table to determine themoment for any cabinet contents. Total the weight andmoments for the crew and passengers, baggage and cabinetcontents. Enter the totals in the payload position of the Weightand Balance Form.

5. Add the aircraft basic empty weight and moment to the pay-load weight and moment to determine the zero fuel weight andmoment. Divide the moment by the weight to determine theCG in inches of the zero fuel weight aircraft. Apply the zerofuel weight CG to Fuel Versus Airplane Center-of-Gravity chartto determine ballast fuel requirements. Enter this figure on theweight and balance form.

6. Use the Fuel Loading Moments Table to determine themoment of the fuel being loaded. Enter the weight andmoment of the fuel in the Weight and Balance form.


7. Determine the fuel and moment used for taxi. Assume a stan-dard 200-lb burnoff. The difference between the starting fuelmoment and the moment of the fuel remaining on board aftertaxi equals the taxi fuel moment. Subtract the taxi fuel weightand moment from the ramp weight and moment to find thetakeoff weight and moment. Check that the operational take-off weight is within limits.

8. Compute the takeoff CG in inches by dividing the takeoffweight into the takeoff moment x 100. Enter the CG MomentEnvelope chart at the bottom with the computed CG and moveup to the Takeoff Weight line. If the intersection of these twolines falls within the shaded area, the aircraft is within CG lim-its for takeoff.

9. To determine the estimated weight of the fuel to be used toreach destination, compute the difference between the fuelmoment remaining after taxi and the fuel moment remainingafter reaching destination. Enter the weight of the fuel burnedand the computed moment on the Weight and Balance formand subtract them from the takeoff weight figures. Confirm thatthe landing weight is within limits.

10. Compute the landing CG in inches by dividing the landingweight into the landing moment x 100. Enter the CG MomentEnvelope chart at the bottom with the computer CG andmove up to the Landing Weight line. If the intersection ofthese two lines falls within the shaded area, the aircraft iswithin CG limits for landing.

Flight Planning

Citation III/VI For training only 5-13January 1996

MNPS Minimum Navigation PerformanceSpecifications

MET See METAR

IATA International Air Traffic Association

GCA Ground Controlled Approach

DEC General Declaration (customs)

FIC Flight Information Center

ATS Air Traffic Services

AFIL Air-Filed ICAO Flight Plan

ACC Area Control Center

International Term Explanation

ADCUS Advise Customs

ARINC Aeronautical Radio Inc.

BERNA Swiss Radio Service

ETP Equal Time Point (navigation)

FIR Flight Information Region

GEOMETER A clear plastic attachment to a globe thataids in making surface measurements anddetermining points on the globe

ICAO International Civil Aviation Organization

METAR Routine Aviation Weather Reports

NAT North Atlantic

International Flight PlanningFrequently Used International Terms


UTA Upper Control Area

TAF Terminal Airdrome Forecast

SPECI Aviation selected special WX reports

QNH Altimeter setting that causes altimeter toread field elevation on the ground

QFE Used in some nations; an altimeter settingthat causes the altimeter to read zero feetwhen on the ground

PPO Prior Permission Only

OKTA Measure of cloud cover in eighths (fiveOKTAs constitute a ceiling)

NOPAC North Pacific

International Term Explanation

OAG Official Airline Guide

OTS Organized Track Structure

PSR Point of Safe Return (navigation)

QNE Altimeter setting used at or abovetransition altitude (FL 180 in U.S.); thissetting is always 29.92

SITA Societe Internationale deTelecommunications Aeronautiques;international organization provides globaltelecommunications network information tothe air transport industry

SSR Secondary Surveillance Radar

UIR Upper Information Region

WWV/WWVH Time and frequency standard broadcaststations

Flight Planning


International Operations ChecklistAircrews are required to carry all appropriate FAA licenses andat least an FCC Restricted Radio Telephone Operations license.In addition, passport, visas, and an International Certificate ofVaccination are often required. The International FlightInformation Manual (IFIM) specifies passport, inoculation andvisa requirements for entry to each country.

The IFIM is a collection of data from Aeronautical InformationPublications (AIP) published by the civil aviation authorities(CAA) of various countries.

The following detailed checklist should be helpful in establishinginternational operations requirements and procedures. You maywant to use it to prepare your own customized checklist for yourorganization’s planned destinations.

I. DOCUMENTATION

PERSONNEL, CREW❒ Airman’s certificates

❒ Physical

❒ Passport

❒ Extra photos

❒ Visa

❒ Tourist card

❒ Proof of citizenship (not driver’s license)

❒ Immunization records

❒ Traveler’s checks

❒ Credit cards

❒ Cash

❒ Passenger manifest (full name, passport no.)

❒ Trip itinerary

❒ International driver’s license


AIRCRAFT❒ Airworthiness certificate

❒ Registration

❒ Radio licenses

❒ MNPS certification

❒ Aircraft flight manual

❒ Maintenance records

❒ Certificates of insurance (U.S. military and foreign)

❒ Import papers (for aircraft of foreign manufacture)

II. OPERATIONS

PERMITS❒ Flight authorization letter

❒ Overflights

❒ Landing

❒ Advance notice

❒ Export licenses (navigation equipment)

❒ Military

❒ Customs overflight

❒ Customs landing rights

SERVICESInspection

❒ Customs forms

❒ Immigrations

❒ Agricultural (disinfectant)

Ground❒ Handling agents

❒ FBOs

❒ Fuel (credit cards, carnets)

Flight Planning


❒ Maintenance

❒ Flyaway kit (spares)

❒ Fuel contamination check

Financial❒ Credit cards

❒ Carnets

❒ Letters of credit

❒ Banks

❒ Servicing air carriers

❒ Handling

❒ Fuelers

❒ Traveler’s checks

❒ Cash

COMMUNICATIONSEquipment

❒ VHF

❒ UHF

❒ HF SSB

❒ Headphones

❒ Portables (ELTs, etc.)

❒ Spares

Agreements❒ ARINC

❒ BERNA

❒ SITA

❒ Stockholm


NAVIGATIONEquipment

❒ VOR

❒ DME

❒ ADF

❒ Inertial

❒ VLF/OMEGA

❒ LORAN

Publications❒ Onboard computer (update)

❒ En route charts (VFR, IFR)

❒ Plotting charts

❒ Approach charts (area, terminal)

❒ NAT message (current)

❒ Flight plans

❒ Blank flight plans

III. OTHER PUBLICATIONS❒ Operations manual

❒ International Flight Information Manual

❒ Maintenance manuals

❒ Manufacturer’s sources

❒ World Aviation Directory

❒ Interavia ABC

❒ Airports International Directory

❒ MNPS/NOPAC

❒ Customs Guide

Flight Planning


IV. SURVIVAL EQUIPMENT❒ Area survival kit (with text)

❒ Medical kit (with text)

❒ Emergency locator transmitter

❒ Flotation equipment

❒ Raft

❒ Life Jackets

V. FACILITATION AIDS❒ U.S. Department of State

❒ U.S. Department of Commerce

❒ U.S. Customs Service

❒ National Flight Data Center (FAA) Notams

❒ FAA Office of International Aviation

❒ FAA Aviation Security

VI. OTHER CONSIDERATIONS❒ Pre-flight planner

❒ Aircraft locks

❒ Spare keys

❒ Security devices

❒ Commissary supplies

❒ Electrical adapters (razors, etc.)

❒ Ground transportation

❒ Hotel reservations

❒ NBAA International Feedback cards

❒ Catering

❒ WX service

❒ Reservations

❒ Slot times

For training only Citation III/VIJanuary 1996

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Flight Planning


ICAO Flight Plan Form Completion –Items 7-19Complete all ICAO flight plans prior to departure. Although theICAO flight plan form is printed in numerous languages, the for-mat is always the same.

Always enter cruising speed and cruising level as a group. In thebody of the flight plan form, if one item changes, the other itemmust be re-entered to keep speed and level a matched pair.

Always enter latitude and longitude as 7 or 11 characters. Ifentering minutes of one, enter minutes of the other as well, evenif zeros.

Significant points should not be more than one hour apart.

Consider entering overflight/landing permissions after RMK/ inItem 18.

Item 7: Aircraft Identification (7 characters maximum)Insert (A) the aircraft registration marking or (B) aircraft operatingagency ICAO designator followed by the flight identification.

A. Insert only the aircraft registration marking (e.g., EIAKO,4XBCD, N2567GA) if one of the following is true:

� the aircraft’s radiotelephony call sign consists of the aircraftregistration marking alone (e.g., OOTEK)

� the registration marking is preceded by the ICAO telephonedesignator for the aircraft operating agency (e.g., SABENAOOTEK

� the aircraft is not equipped with radio.


B. Insert the ICAO designator for the aircraft operating agencyfollowed by the flight identification (e.g., KL511, WT214,K7123, JH25) if the aircraft’s radiotelephony call sign consistsof the ICAO telephony designator for the operating agency fol-lowed by the flight identification (e.g. KLM 511, NIGERIA 213,KILO UNIFORM 123, JULIETT HOTEL 25).

Item 8: Flight Rules and Type of Flight (1 or 2 characters)Flight Rules: Insert one of the following letters to denote theintended flight rules category:

I if IFRV if VFRY if IFR first*Z if VFR first*

*Note: Specify in Item 15 (Route) the point(s) where a flight rules change is planned.

Type of Flight: Insert one of the following letters to denote thetype of flight when so required by the appropriate ATS authority:

S if scheduled air serviceN if non-scheduled air transport operationG if general aviationM if militaryX if other than the above

Item 9: Number (1 or 2 characters) and Type ofAircraft (2 to 4 characters) and Wake TurbulenceCategory (1 character)Number of Aircraft: Insert number of aircraft if more than one.

Type of Aircraft: Insert the appropriate designator as specifiedin ICAO Doc 8643, Aircraft Type Designators. If no such desig-nator has been assigned, or in case of formation flight compris-ing more than one aircraft type, insert ZZZZ, then specify in Item18 the number(s) and type(s) of aircraft, preceded by TYP/.

Flight Planning


Wake Turbulence Category: Insert / + H, M, or L:

/H Heavy – maximum certificated T/O mass of 136,000 kg(300,000 lbs) or more

/M Medium – maximum certificated T/O mass of less than136,000 kg but more than 7,000 kg (between 15,500 and 300,000 lbs)

/L Light – maximum certificated T/O mass of 7,000 kg or less (15,500 lbs)

Item 10: EquipmentRadio Communication, Navigation, and Approach AidEquipment: Insert one of the following letters:

N if COM/NAV/approach aid equipment is not carried oris inoperative.

S if standard COM/NAV/approach aid equipment (VHF RTF, ADF, VOR, ILS, or equipment prescribed by ATS authority) is on board and operative;

and/or insert one of the following letters to indicate correspondingCOMM/NAV/approach aid equipment is available and operative:

A LORAN A O VORB not allocated P DopplerC LORAN C Q not allocatedD DME R RNAV route equip.E DeccaF ADF T TACANG not allocated U UHF RTFH HF RTF V VHF RTFI Inertial Navig. W not allocatedJ not allocated X when prescribed byK not allocated Y not allocatedL ILS Z Other (specify in Item 18)M Omega


SSR Equipment: Insert one of the following letters to describethe operative SSR equipment on board:

N NoneA Transponder Mode A (4 digits- 4 096 codes)C Transponder Mode A and Mode CX Transponder Mode S without aircraft ID or pressure-

altitude transmissionP Transponder Mode S with pressure altitude transmis-

sion, but without aircraft ID transmissionI Transponder Mode S with aircraft ID transmission, but

without pressure-altitude transmissionS Transponder Mode S with both pressure altitude and

aircraft ID transmission

Item 13: Departure Aerodrome (4 characters) andTime (4 characters)Departure Aerodrome: Insert one of the following:

■ ICAO four-letter location indicator of the departure aerodrome.

■ If no location indicator assigned, insert ZZZZ, then specify inItem 18 the name of the aerodrome, preceded by DEP/.

■ If flight plan submitted while in flight, insert AFIL, then specifyin Item 18 the four-letter location indicator of the ATS unit fromwhich supplementary flight plan data can be obtained, pre-ceded by DEP/.

Time: Insert one of the following:

■ for a flight plan submitted before departure: the estimated off-block time

■ for a flight plan submitted while in flight: the actual or estimat-ed time over the first point of the route to which the flight planapplies.

Flight Planning


Item 15: Cruising Speed (5 characters), CruisingLevel (5 characters), and RouteCruising Speed: Insert the true air speed for the first or wholecruising portion of the flight in one of the following forms:■ Kilometers per hour: K + 4 figures (e.g., K0830)■ Knots: N + 4 figures (e.g., N0485)■ Mach number: M + 3 figures (e.g., M082) if prescribed by ATS.

Cruising Level: Insert the planned cruising level for the first orwhole portion of the planned route using one of the followingforms:■ Flight level: F + 3 figures (e.g., F085; F330)■ Standard metric level in tens of metres: S + 4 figures (e.g.,

S1130) if prescribed by ATS.■ Altitude in hundreds of feet: A + 3 figures (e.g., A045; A100)■ Altitude in tens of metres: M + 4 figures (e.g., M0840)■ For uncontrolled VFR flights: VFR

Route: Include changes of speed, level, and/or flight rules.

For flights along designated ATS routes:■ If the departure aerodrome is on or connected to the ATS

route, insert the designator of the first ATS route.■ If the departure aerodrome is not on or connected to the ATS

route, insert the letters DCT followed by the point of joining thefirst ATS route, followed by the designator of the ATS route.

■ Insert each point at which a change of speed, change of level,change of ATS route, and/or a change of flight rules isplanned. For a transition between lower and upper ATSroutes oriented in the same direction, do not insert the pointof transition.

■ In each case, follow with the designator of the next ATS routesegment even if it is the same as the previous one (or withDCT if the flight to the next point is outside a designated route),unless both points are defined by geographical coordinates.


Flights outside designated ATS routes:■ Insert points not normally more than 30 minutes flying time or

200 nautical miles apart, including each point at which achange of speed or level, a change of track, or a change offlight rules is planned.

■ When required by ATS, define the track of flights operatingpredominantly in an east-west direction between 70°N and70°S by reference to significant points formed by the inter-sections of half or whole degrees of latitude with meridiansspaced at intervals of 10 degrees of longitude. For flightsoperating in areas outside those latitudes, define the tracksby significant points formed by the intersection of parallels oflatitude with meridians normally spaced not to exceed onehour’s flight time. Establish additional significant points asdeemed necessary.

For flights operating predominantly in a north-south direction,define tracks by reference to significant points formed by theintersection of whole degrees of longitude with specified par-allels of latitude that are spaced at 5 degrees.

■ Insert DCT between successive points unless both points aredefined by geographical coordinates or bearing and distance.

Examples of Route Sub-entries

Enter a space between each sub-entry.

1. ATS route (2 to 7 characters): BCN1, B1, R14, KODAP2A

2. Significant point (2 to 11 characters): LN, MAY, HADDY■ degrees only (7 characters – insert zeros, if necessary):

46N078W■ degrees and minutes (11 characters – insert zeros if

necessary): 4620N07805W■ bearing and distance from navigation aid (NAV aid ID [2 to

3 characters] + bearing and distance from the NAV aid [6 characters – insert zeros if necessary]): a point 180magnetic at a distance of 40 nautical miles fromVOR “DUB” = DUB180040

Flight Planning


3. Change of speed or level (max 21 characters):

insert point of change/cruising speed and level –LN/N0284A045, MAY/N0305F180, HADDY/N0420F330,DUB180040/M084F350

4. Change of flight rules (max 3 characters):

insert point of change (space) change to IFR or VFR – LN VFR, LN/N0284A050 IFR

5. Cruise climb (max 28 characters)

insert C/point to start climb/climb speed / levels –

C/48N050W / M082F290F350

C/48N050W / M082F290PLUS

C/52N050W / M220F580F620

Item 16: Destination Aerodrome (4 characters),Total Estimated Elapsed Time (EET, 4 characters),Alternate Aerodrome(s) (4 characters)Destination aerodrome: insert ICAO four-letter location indicator.If no indicator assigned, insert ZZZZ.

Total EET: insert total elapsed time. If no location indicator as-signed, specify in Item 18 the name of the aerodrome, precededby DEST/.

Alternate aerodrome(s): insert ICAO four-letter location indicator.If no indicator assigned to alternate, insert ZZZZ and specify inItem 18 the name of the alternate aerodrome, preceded byALTN/.


Item 18: Other InformationThis section may be used to record specific information asrequired by appropriate ATS authority or per regional air naviga-tion agreements. Insert the appropriate indicator followed by anoblique stroke (/) and the necessary information. See examplesbelow.

■ Estimated elapsed time/significant points or FIR boundarydesignators: EET/CAP0745, XYZ0830.

■ Revised destination aerodrome route details/ICAO aerodromelocation indicator: RIF/DTA HEC KLAX. (Revised route sub-ject to reclearance in flight.)

■ Aircraft registration markings, if different from aircraft I.D. inItem 7: REG/N1234.

■ SELCAL code: SEL/ .

■ Operator’s name, if not obvious from the aircraft I.D. in Item7: OPR/ .

■ Reason for special handling by ATS (e.g., hospital aircraft,one-engine inoperative): STS/HOSP, STS/ONE ENG INOP.

■ As explained in Item 9: TYP/ .

■ Aircraft performance data: PER/ .

■ Communication equipment significant data: COM/UHF Only.

■ Navigation equipment significant data: NAV/INS.

■ As explained in Item 13: DEP/ .

■ As explained in Item 16: DEST/ , or ALTN/ .

■ Other remarks as required by ATS or deemed necessary:RMK/ .

Flight Planning


Item 19: Supplementary InformationEndurance: insert fuel endurance in hours and minutes.

Persons on Board: insert total persons on board, including pas-sengers and crew. If unknown at time of filing, insert TBN (to benotified).

Emergency Radio, Survival Equipment, Jackets, Dinghies: crossout letter indicators of all items not available; complete blanks asrequired for items available. (jackets: L = life jackets with lights, J = life jackets with fluorescein).

ICAO Position Reporting FormatOutside the U.S., position reports are required unless specifical-ly waived by the controlling agency.

Initial Contact (Frequency Change)

1. Call sign

2. Flight level (if not level, report climbing to or descending tocleared altitude)

3. Estimating (next position) at (time) GMT

Position Report

1. Call sign

2. Position (if position in doubt, use phonetic identifier. Foroceanic reports, first report the latitude, then the longitude(e.g., 50N 60W)

3. Time (GMT) or (UST)

4. Altitude or flight level (if not level, report climbing to ordescending to altitude)

5. Next position

6. Estimated elapsed time (EET)


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Flight Planning

Citation III/VI For training only 5-31March 2000

FAA Flight Plan FormCompletion InstructionsBlock 1 Check the type flight plan. Check both the VFR

and IFR blocks if composite VFR/IFR.

Block 2 Enter your complete aircraft identification, includingthe prefix “N,” if applicable.

Block 3 Enter the designator for the aircraft, or if unknown,the aircraft manufacturer’s name.

When filing an IFR flight plan for a TCAS-equippedaircraft, add the prefix T for TCAS.Example: T/CL60/R.

When filing an IFR flight plan for flight in an aircraftequipped with a radar beacon transponder, DMEequipment, TACAN-only equipment or a combina-tion of both, identify equipment capability by addinga suffix to the AIRCRAFT TYPE, preceded by aslant (/) as follows:

/X no transponder/T transponder with no altitude encoding capability/U transponder with altitude encoding capability/D DME, but no transponder/B DME and transponder, but no altitude encoding

capability/A DME and transponder with altitude encoding

capability/M TACAN only, but no transponder/N TACAN only and transponder, but with no

altitude encoding capability/P TACAN only and transponder with altitude

encoding capability/C RNAV and transponder, but with no altitude

encoding

5-32 For training only Citation III/VIMarch 2000

/R RNAV and transponder with altitude encodingcapability

/W RNAV but no transponder

/G Global Positioning System (GPS)/GlobalNavigation Satellite System (GNSS) equippedaircraft with oceanic, en route, terminal, andGPS approach capability.

/E Flight Management System (FMS) with baro-metric Vertical Navigation (VNAV), oceanic, enroute, terminal, and approach capability.Equipment requirements are:(a) Dual FMS which meets the specifications ofAC25-15, Approval of Flight ManagementSystems in Transport Category Airplanes;AC20-129, Airworthiness Approval of VerticalNavigation (VNAV) Systems for use in the U.S.National Airspace System (NAS) and Alaska;AC20-130, Airworthiness Approval of Multi-Sensor Navigation Systems for use in the U.S.National Airspace System (NAS) and Alaska; orequivalent criteria as approved by FlightStandards.(b) A flight director and autopilot control systemcapable of following the lateral and verticalFMS flight path.(C) At least dual inertial reference units (IRUs).(d) A database containing the waypoints andspeed/altitude constraints for the route and/orprocedure to be flown that is automaticallyloaded into the FMS flight plan.(e) An electronic map.

/F A single FMS with barometric VNAV, en route,terminal, and approach capability that meetsthe equipment requirements of /E (a) above.

Flight Planning

Citation III/VI For training only 5-33March 2000

Block 4 Enter your true airspeed (TAS).

Block 5 Enter the departure airport identifier code, or ifcode is unknown, the name of the airport.

Block 6 Enter the proposed departure time in CoordinatedUniversal Time (UTC). If airborne, specify the actu-al or proposed departure time as appropriate.

Block 7 Enter the appropriate IFR altitude (to assist thebriefer in providing weather and wind information).

Block 8 Define the route of flight by using NAVAID identifiercodes, airways, jet routes, and waypoints.

Block 9 Enter the destination airport identifier code, or ifunknown, the airport name. Include the city name(or even the state name) if needed for clarity.

Block 10 Enter estimated time enroute in hours and minutes.

Block 11 Enter only those remarks pertinent to ATC or to theclarification of other flight plan information, such asthe appropriate call sign associated with the desig-nator filed in Block 2 or ADCUS.

Block 12 Specify the fuel on board in hours and minutes.

Block 13 Specify an alternate airport, if desired or required.

Block 14 Enter the complete name, address, and telephonenumber of the pilot in command. Enter sufficientinformation to identify home base, airport, or oper-ator. This information is essential for search andrescue operations.

Block 15 Enter total number of persons on board (POB),including crew.

Block 16 Enter the aircraft’s predominant colors.

5-34 For training only Citation III/VIMarch 2000

Block 17 Record the FSS name for closing the flight plan. Ifthe flight plan is closed with a different FSS orfacility, state the recorded FSS name that wouldnormally have closed your flight plan. Informationtransmitted to the destination FSS consists only ofthat in Blocks 3, 9, and 10. Estimated time enroute(ETE) will be converted to the correct estimatedtime of arrival (ETA).

Optional Record a destination telephone number to assistsearch and rescue contact should you fail to reportor cancel your flight plan within 1/2 hour after yourestimated time of arrival (ETA).

Flight Planning


ICAO Weather FormatOn July 1, 1993, the worldwide (ICAO) and North American aero-drome weather codes merged into a new international code forforecasts and reports. The new codes are the result of an effortto meet revised aeronautical requirements and reduce confusionin the aviation community.

The United States converted to METAR/TAF format on July 1,1996 with terminal aerodrome forecast (TAF) replacing the terminal forecast airport and meteorological aviation routineweather report (METAR) replacing the airport surface observa-tion (AOS).

Although the aviation community now uses a standard set ofcodes, some differences remain between U.S. and ICAO codes.For example, the following differences may remain in effect.

■ Horizontal visibility is reported in statute miles (SM) in the U.S.

code and in meters in the ICAO code. To avoid confusion, thesuffix SM follows the visibility value if it is reported in U.S.code. Additionally, when forecast visibility in the U.S. exceedssix statute miles, the prefix P appears (e.g., P6SM - a visibili-ty forecast greater than six statute miles).

■ Runway visual range (RVR) is reported in feet (FT) in the U.S.

code and in meters in ICAO code. When RVR is reported fora U.S. runway, the suffix FT is added (e.g., R27L/2700FT, run-way 27 left RVR 2,700 ft). RVR is reported only in actualweather, not a forecast TAF.

■ Ceiling and visibility okay (CAVOK) is not used in the U.S.

■ Temperature, turbulence, and icing conditions are not forecast

in a U.S. TAF. Turbulence and icing are forecast in AreaForecasts (FAS). Surface temperatures are forecast only inpublic service and agricultural forecasts.

■ Trend forecasts are not included in U.S. METARs.

5-36 For training only Citation III/VIApril 1998

■ An altimeter setting in a U.S. METAR is in inches of mercury.

In an ICAO METAR, it is in hectopascals (millibars). To avoidconfusion, a prefix is always assigned: an A for a U.S. reportor a Q for an ICAO report (e.g., A2992 or Q1013).

■ In the U.S., remarks (RMKs) precede recent (RE) weather and

wind shear (WS) information reported at the end of METARs.

■ Low level windshear, not associated with convective activity,

will appear in U.S., Canadian, and Mexican TAFs.

Flight Planning


Sample TAFA terminal aerodrome forecast (TAF) describes the forecast prevailing conditions at an airport and covers either a 9-hourperiod or a 24-hour period. Nine-hour TAFs are issued everythree hours; 24-hour TAFs are issued every six hours.Amendments (AMD) are issued as necessary. A newly issuedTAF automatically amends and updates previous versions. Also,many foreign countries issue eighteen hour TAFs at six hourintervals.

The following example has detailed explanations of the newcodes.

KHPN 091720Z 091818 22020KT 3/4SM -SHRABKN020CB FM2030 30015G25KT 1500 SHRAOVC015CB PROB40 2022 1/4SM TSRA OVC008CBFM2300 27008KT 1 1/2SM -SHRA BKN020OVC040 TEMPO 0407 00000KT 1/2SM -RABRVV004 FM1000 22010KT 1/2SM -SHRA OVC020BECMG 1315 20010KT P6SM NSW SKC

KHPN. ICAO location indicator. The usual 3 letter identifiers weare familiar with are now preceeded by a K for the contiguousUnited States. Alaska and Hawaii will use 4 letter identifiers withPA and PH respectively. Changes are planned to incorporatealphabetic identifiers for those weather reporting stations wherenumbers and letters are now used (e.g., W10 changed to KHEF).

091720Z. Issuance time. The first two digits (09) indicate thedate; the following four digits (1720) indicate time of day. All timesare in UTC or Zulu.

091818. Valid period. The first two digits (09) indicate the date.The second two digits (18) are the hour that the forecast periodbegins. The last two digits (18) indicate the hour that the forecastexpires. The example is a 24-hour forecast.


22020KT. Surface wind. The first three digits (220) are true direc-tion to the nearest 10°. The next two digits (20) indicate speed.KT indicates the scale is in knots. TAFs may also use kilometers-per-hour (KMH) or meters per second (MPS). If gusts are fore-cast, a G and a two-digit maximum gust speed follow the five-digit wind reading (e.g., 22020G10KT). Five zeros and theappropriate suffix indicate calm winds (e.g., 00000KT/KMH/MPS).

3/4SM. Prevailing horizontal visibility. Visibility (3/4SM) is in stat-ue milles in the U.S. However, most countries use meters whichappears with no suffix (e.g., 1200).

-SHRA. Weather and/or obstruction to visibility (Table 5-A, page5-42). The minus sign (-) indicates light, a plus sign (+) indicatesheavy, and no prefix indicates moderate. If no significant weath-er is expected, the group is omitted. If the weather ceases to besignificant after a change group, the weather code is replaced bythe code for no significant weather (NSW).

BKN020CB. Cloud coverage/height/type. The first three lettersindicate expected cloud coverage. Cloud height is indicated bythe second set of three digits; these are read in hundreds of feet(or multiples of 30 meters). When cumulonimbus is forecast,cloud type (CB) follows cloud height.

When an obscured sky is expected and information on verticalvisibility is available, the cloud group is replaced by a differentfive-digit code (e.g., VV004). The first two digits are Vs. The threefigures following indicate vertical visibility in units of 100 ft. Forindefinite vertical visibility, the two Vs would be followed by twoslash marks (VV//).

NOTE: More than one cloud layer may be reported.

NOTE: Towers, ATIS and airport advisory service reportwind direction as magnetic.

Flight Planning


FM2030. Significant change expected in prevailing weather. Thefrom code (FM) is followed by a four-digit time code (2030).Prevailing weather conditions consist of surface wind, visibility,weather, and cloud coverage.

PROB40 2022. Probability (PROB) and a two-digit code for per-cent (40) is followed by a four-digit code (2022) that indicates abeginning time (20) and an ending time (22) to the nearest wholehour for probable weather conditions. Only 30% and 40% prob-abilities are used; less than these are not sufficient to forecast;50% and above support the normal forecast.

TEMPO. Temporary change followed by a four-digit time.Forecasts temporary weather conditions. Indicates that changeslasting less than an hour and a half may occur anytime betweenthe two-digit beginning time and two-digit ending time.


Decoding TAFsThe latter half of the sample TAF is decoded based on the preceding information.

30015G25KT 1/2SM SHRA OVC015CB

■ Surface winds, 300° true direction

■ Mean speed, 15 kts

■ Gusts, maximum gust 25 kts

■ Visibility, 1/2 statute mile

■ Moderate showers of rain

■ Overcast at 1,500 ft with cumulonimbus clouds

FM2300 27008KT 1 1/2SM -SHRA BKN020 OVC040

■ Significant change expected from 2300 hours

■ Surface winds, 270° true direction at 8 kts

■ Visibility, one and one-half statute mile

■ Light showers of rain

■ Broken clouds at 2,000 ft with a second overcast layer at4,000 ft

TEMPO 0407 00000KT 1/4SM -RA BR VV004

■ Temporary between 0400 and 0700 hours

■ Calm winds

■ Visibility 1/4 statute mile

■ Light rain and mist

■ Indefinite ceiling, vertical visibility 400 ft

FM1000 22010KT 1/2SM -SHRA OVC020

■ Significant change expected from 1000 hours

■ Surface winds, 220° true direction at 10 kts

■ Visibility, 1/2 statute mile

■ Light showers of rain

■ Overcast skies at 2,000 ft

Flight Planning


BECMG 1315 20010KT P6SM NSW SKC

■ Change to the forecast conditions between 1300 and 1500hours

■ Expected surface winds, 200° true direction at 10 kts

■ Visibility, more than 6 statute miles

■ No significant weather

■ Clear skies


Sample METARA routine aviation weather report on observed weather, orMETAR, is issued at hourly or half-hourly intervals. A specialweather report on observed weather, or SPECI, is issued whencertain criteria are met. Both METAR and SPECI use the samecodes.

A forecast highly likely to occur, or TREND, covers a period oftwo hours from the time of the observation. A TREND forecastindicates significant changes in respect to one or more of the fol-lowing elements: surface wind, visibility, weather, or clouds.TREND forecasts use many of the same codes as TAFs.

Most foreign countries may append a TREND to a METAR orSPECI. In the U.S., however, a TREND is not included in aMETAR or SPECI.

The following example indicates how to read a METAR.

KHPN 201955Z 22015G25KT 2SMR22L/1000FT TSRA OVC010CB 18/16 A2990RERAB25 BECMG 2200 24035G55

KHPN. ICAO location indicator.

201955Z. Date and time of issuance. METARs are issued hourly.

22015G25KT. Surface wind (same as TAF). If the first three dig-its are VAR, the wind is variable with wind speed following. Ifdirection varies 60° or more during the ten minutes immediatelypreceding the observation, the two extreme directions are indi-cated with the letter V inserted between them (e.g., 280V350).

NOTE: G must vary 10 kts or greater to report gust.

Flight Planning


2SM. Prevailing horizontal visibility in statute miles. In the U.S.,issued in statute miles with the appropriate suffix (SM) append-ed. When a marked directional variation exists, the reported min-imum visibility is followed by one of the eight compass points toindicate the direction (e.g., 2SMNE).

R22L/1000FT. The runway visual range group. The letter Rbegins the group and is followed by the runway description(22L). The range in feet follows the slant bar (1000FT). In othercountries range is in meters and no suffix is used.

TSRA OVC010CB. Thunderstorms (TS) and rain (RA) with anovercast layer at 1,000 ft and cumulonimbus clouds.

18/16. Temperatures in degrees Celsius. The first two digits (18)are observed air temperature; the last two digits (16) are dewpoint temperature. A temperature below zero is reported with aminus (M) prefix code (e.g., M06).

A2990. Altimeter setting. In the U.S., A is followed by inches andhundredths; in most other countries, Q is followed by hectopas-cals (i.e., millibars).

RERAB25. Recent operationally significant condition. A two let-ter code for recent (RE) is followed by a two letter code for thecondition (e.g., RA for rain). A code for beginning or ending (B orE) and a two-digit time in minutes during the previous hour.When local circumstances also warrant, wind shear may also beindicated (e.g., WS LDG RWY 22).

NOTE: More than one cloud layer may be reported.

NOTE: A remark (RMK) code is used in the U.S. to precede supplementary data of recent operationally signifi-cant weather.

NOTE: RMK [SLP 013] breaks down SEA LVL press tonearest tenth (e.g., 1001.3 reported as SLP 013).


BECMG AT 2200 24035G55. A TREND forecast. The becomingcode (BECMG) is followed by a when sequence (AT 2200) andthe expected change (e.g., surface winds at 240° true at 35 ktswith gusts up to 55 kts).

NOTE: For more information on METAR/TAF, consult theFAA brochure “New Aviation Weather Format METAR/TAF.”Copies may be obtained by writing to: FAA/ASY-20, 400 7thStreet, S.W. Washington, DC 20590.


ServicingTable of ContentsServicing Record . . . . . . . . . . . . . . . . . . . . . . 6-3

Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5

Usable Fuel Capacities . . . . . . . . . . . . . . . . . . . 6-5

Fuel Additives (Anti-Icing/Anti-Microbiological) . . . . . . . 6-6

Refueling Safety Procedures . . . . . . . . . . . . . . . . 6-7

Gravity Refueling (Overwing) . . . . . . . . . . . . . . . . 6-8

Fuselage Tank Transfer Refueling(From Left Wing Tank) . . . . . . . . . . . . . . . . . . 6-9

Pressure Refueling . . . . . . . . . . . . . . . . . . . . . 6-11

Suction Defueling . . . . . . . . . . . . . . . . . . . . . . 6-14

Fuel Imbalance . . . . . . . . . . . . . . . . . . . . . . . 6-15

Ground Power Unit . . . . . . . . . . . . . . . . . . . . 6-15

Hydraulic Fluid . . . . . . . . . . . . . . . . . . . . . . . 6-16

Hydraulic Fluid Specifications . . . . . . . . . . . . . . . 6-16

Hydraulic Systems Capacities . . . . . . . . . . . . . . . 6-17

Accumulator Preloads . . . . . . . . . . . . . . . . . . . 6-18

Oil – Engine and APU . . . . . . . . . . . . . . . . . . . 6-19

Oil Capacities . . . . . . . . . . . . . . . . . . . . . . . . 6-19

Oil Consumption . . . . . . . . . . . . . . . . . . . . . . 6-20

Environmental Control Unit PACs . . . . . . . . . . . . . 6-20

Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21

Cylinder Capacity . . . . . . . . . . . . . . . . . . . . . . 6-21

Cylinder Pressure . . . . . . . . . . . . . . . . . . . . . . 6-21

Oxygen Servicing Safety Precautions . . . . . . . . . . . 6-22


Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23

Tire Inflation . . . . . . . . . . . . . . . . . . . . . . . . 6-24

Main Wheels . . . . . . . . . . . . . . . . . . . . . . . . 6-25

Nose Wheels . . . . . . . . . . . . . . . . . . . . . . . . 6-25

Windshield Anti-Ice Fluid . . . . . . . . . . . . . . . . . 6-25

Servicing


Servicing Record

DATE QTY DATE QTY

Engine Oil

Hydraulic Fluid

Alcohol


Servicing Record (continued)

DATE QTY DATE QTY

Pneumatic Bottle

Oxygen

Other

Servicing


FuelFuels that conform to the following specifications (includingequivalent NATO fuels) are approved for use.

� ASTM D1655 – Jet A, Jet B, Jet A-1

� MIL-T-83133 (JP-8)

� MIL-T-5624 (JP-4 and JP-5)

Mixing of fuels is permissible. Usually, JP-4, JP-5, and JP-8fuels have MIL-I-27686 anti-icing additive blended at the refin-ery. Some JP-4 fuel blended for civilian use does not containanti-icing additive. JP-4 and JP-5 also have MIL-I-25017 corro-sion inhibiting additive blended at the refinery. Refer to Fuel inthe Limitations chapter.

Usable Fuel CapacitiesLeft Wing . . . . . . . . 480.4 U.S. GALLONS (3,237.9 LBS)

Right Wing . . . . . . . 480.4 U.S. GALLONS (3,237.9 LBS)

Fuselage . . . . . . . APPROXIMATELY 134 U.S. GALLONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(900 LBS)

Total . . . . . . . . . . . . 1,095 U.S. GALLONS (7,384 LBS)


Fuel Additives (Anti-Icing/Anti-Microbiological)

Anti-ice additive is unnecessary for aircraft with fuel heaters;however, its use in non-treated fuel is recommended to controlbacteria and fungi.

Additive Concentration Range

Minimum Maximum

Hi-Flo Prist 20 fluid ounces per 20 fluid ounces per(PFA-55MB) 260 gallons 104 gallons(MIL-I-27686E) 0.06% 0.15%

Table 6-A; Fuel Additive Concentration

WARNING: Anti-icing additives containing ethylene glycolmonomethyl ether (EGME) cause eye irritation and areharmful if inhaled, swallowed, or absorbed through theskin. EGME is combustible. Before using this material,refer to all safety information on the container.

CAUTION: When adding anti-ice additive during overwingrefueling, direct additive into the flowing stream. Start theadditive flow after fuel flow starts and stop the additive flowbefore fuel flow stops.

CAUTION: Do not allow concentrated additive to contactcoated interior of fuel tank or aircraft painted surface. Usenot less than 20 fluid ounces of additive per 260 gallonsof fuel or more than 20 fluid ounces of additive per 104gallons of fuel.

Servicing


Refueling Safety ProceduresAircraft . . . . . . . . . . . . . . . . . . . . . . . . . GROUND

Fueling/Defueling Equipment . . . . . . . . . . . . GROUND

Refuel Nozzle/Hose . . . . . . . . . GROUND TO AIRCRAFT

With the aircraft in a designated fueling area, first ground theaircraft to a suitable static ground. Second, ground the refu-eling truck or hose cart to a suitable static ground. Finally,ground the truck or cart to the aircraft. When using the singlepoint refueling adapter or overwing filler caps, ground thehose to the aircraft.

Fire Equipment . . . . . . . . . . . AVAILABLE/IN POSITION

Safety Precautions . . . . . . . . . . . . . . . . . . OBSERVE

CAUTION: Do not wear metal taps on shoes or clothingthat tends to generate static electricity (e.g., nylon or syn-thetic fabrics). Do not operate high wattage pulse-trans-mitting equipment (i.e., weather radar) in the vicinity offueling/defueling operation.

CAUTION: Ensure the proper grade and type of fuel isused to service the aircraft.


Gravity Refueling (Overwing)Safety Procedures . . . . . . . . . . . . . . . . ACCOMPLISH

Fuel Quantity Requirements . . . . . . . . . . . DETERMINE

Wing Fuel Filler Cap Cover . . . . . . . . . . . . . . . OPEN

Wing Fuel Filler Cap . . . . . . . . . . . . . . . . . REMOVE

Ground fuel nozzle to the jack under the wing near the out-board island fairing.

If anti-icing additive is desired:

HI-FLO Inhibitor . . . . . . . . . . . . . . . . . . . ATTACH

Refueling . . . . . . . . . . . . . . . . . . . . . . . . START

Immediately slip ring over blender trigger. Ensure blendertube discharges into the refueling stream.

When required level reached:

Anti-Icing Additive Flow . . . . . . . . . . . . . . . . STOP

Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . STOP

Wing Filler Cap/Cover . . . . . . . . . REPLACE/SECURE

Grounding Cables . . . . . . . . . . . . . . . . . REMOVE

Aircraft/Fueling Equipment . . . . . . . . . . . . REMOVE

If anti-icing is not desired:

Refueling . . . . . . . . . . . . . . . . . . . . . . . . START

At required level:

Refueling . . . . . . . . . . . . . . . . . . . . . . . . STOP

Wing Filler Cap/Cover . . . . . . . . . REPLACE/SECURE

Grounding Cables . . . . . . . . . . . . . . . . . REMOVE

Aircraft/Fueling Equipment . . . . . . . . . . . . REMOVE

Servicing


Fuselage Tank Transfer Refueling (From Left Wing Tank)Safety Procedures . . . . . . . . . . . . . . . . ACCOMPLISH

Battery Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF

Minimum Fuel in Left Wing Tank . . . . . . . . 175 U.S. GAL

Left Wing Fuel Filler Cap . . . . . . . . . . . . . . . SECURE

Fuselage Tank Transfer Access Door . . . . . . . . . . OPEN

Fuselage Tank Transfer Switch . . . . . . . . . . . . . . FILL

Positioning switch to FILL energizes the left fuel boost pumpand opens the fuselage tank transfer shutoff valve.

WARNING: Secure the left fuel filler cap in place beforebeginning fuel transfer to fuselage tank; this eliminatesthe possibility of electrical spark as fuel vapors escapefrom fill port.

NOTE: For units 001 to 076, position the BATT switchOFF to refuel the fuselage tank. For unit 077 and subse-quent and units with SB650-28-20, electrical power maybe ON (e.g., BATT switch ON, APU, GPU, etc.) duringfuselage tank refueling.


Fuselage Tank . . . . . . . VERIFY FULL/OR AS REQUIRED

When fuselage tank is full, a float switch de-energizes the leftboost pump to stop the fuel flow. When fueling requirementsdictate less than full fuselage fuel, transfer of fuel may bestopped by moving the fuselage tank transfer switch to OFFwhen the fuel quantity gage indicates the desired quantity.On units 001 to 076 without SB650-28-20, moving theBATT switch to ON to read the fuel quantity gage automati-cally stops fuel transfer until the BATT switch is repositionedto OFF.

Left Wing Tank . . . . . . . . . . . . . . . . . . . . . TOP OFF

Grounding Cables . . . . . . . . . . . . . . . . . . . REMOVE

Aircraft/Refueling Equipment . . . . . . . . . . . . . REMOVE

Servicing


Pressure Refueling

Safety Procedures . . . . . . . . . . . . . . . . ACCOMPLISH

Refuel/Defuel Control Panel Access Door . . . . . . . OPEN

Aircraft Fuel Vents . . . . . . . . . . . . . . . . . . . . CLEAR

Adapter Cap . . . . . . . . . . . . . . . . . . . . . . REMOVE

Refuel/Defuel Nozzle . . . . . . . . . . . . . . . . . . ATTACH

Insert into receptacle; turn clockwise to latch in place, andopen nozzle.

Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN

If Fuselage Fuel Tank is to be Serviced:

Fuselage Tank Fill Control . . . . . . . . . . . . . . . PULL

NOTE: SB650-28-16; Fuel Modification to allow Single-Point Refueling During APU Operation (units 001 to 104with APU for ground operation only).

CAUTION: Refueling pressure must not exceed 60 PSI.

CAUTION: Units 001 to 104 with SB650-28-16; unit105 and subsequent: Starting up or shutting down theAPU while the single-point refueling door is open caus-es the APU inlet fire extinguisher bottle to discharge. Ifthe APU is to be operated during refueling, do not openthe single-point refueling door until after the APU isstarted; close and latch the door prior to APU shut-down.


Before Refueling Precheck

Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . VERIFY

Precheck Valves (L/R) . . . . . . . . . . . . . . . . . . OPEN

Fuselage Tank Precheck Valve . . . . . . . . . . . . . OPEN

Complete this step only if fuselage tank is to be serviced.

Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . STOP

Fuel flow should shut down within 10 seconds. Each high-level pilot valve requires a maximum of 3 gpm for a refuelingprecheck. When servicing the wing tanks only, confirm a min-imum 6 gpm fuel flow rate; if servicing both the wing andfuselage tanks, confirm a fuel flow rate of at least 9 gpm.

Precheck Valves . . . . . . . . . . . . . . . . . . . . . CLOSE

Refueling . . . . . . . . . . . . . . . . . . . . . . COMPLETE

Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . STOP

When fuel tanks are full, the high level pilot valves stop thefuel flow automatically.

Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . VERIFY

If fuselage tank was serviced:

Fuselage Tank Fill Control . . . . . . . . . . . . . PUSH IN

NOTE: If precheck is not successful, discontinue refuelingoperation now.

Servicing


Refueling Nozzle . . . . . . . . . . . . . . . . DISCONNECT

Adapter Cap . . . . . . . . . . . . . . . . . . . . . . INSTALL

Refuel/Defuel Control Panel Access Door . . . . . . . . . . . . . . . . CLOSE/SECURE


Refueling Equipment . . . . . . . . . . . . . . . . . REMOVE

CAUTION: Units 001 to 104 with SB650-28-16; unit105 and subsequent: Starting up or shutting down theAPU while the single-point refueling door is open caus-es the APU inlet fire extinguisher bottle to discharge. Ifthe APU is to be operated during refueling, do not openthe single-point refueling door until after the APU isstarted; close and latch the door prior to APU shutdown.

NOTE: SB650-28-16; Fuel Modification to allow Single-Point Refueling During APU Operation (units 001 to 104with APU for ground operation only).


Suction DefuelingSafety Procedures . . . . . . . . . . . . . . . . ACCOMPLISH

Refuel/Defuel Control Panel Access Door . . . . . . . OPEN

Adapter Cap . . . . . . . . . . . . . . . . . . . . . . REMOVE

Refuel/Defuel Nozzle . . . . . . . . . . . . . . . . . . ATTACH

Insert nozzle, turn clockwise to latch in place, and open nozzle.

External Power . . . . . . . . . . . . . . . . . . . . CONNECT

Boost Switches (L/R) . . . . . . . . . . . . . . . . . . . . . ON

This empties the forward fairing reservoirs.

CAUTION: To prevent possible damage to the fuel boostpump, do not operate pump after the FUEL LOW LEVELannunciator illuminates.

NOTE: Each wing tank has a manual defueling shutoffvalve beneath the center wing area that may be used to prevent defueling. When using the manual defueling shutoffvalves, refer to the Maintenance Manual. To drain residualfuel, use underwing drain valves.

The fuselage tank does not have a defueling shutoff valve;suction applied to the refuel/defuel adapter defuels the fuselage tank.

NOTE: Do not rely on the fuel boost pump sound to deter-mine cavitation because the sound varies with fuel depth.The fuel boost pump must be submerged in fuel during operation to ensure adequate cooling and lubrication.

Servicing


Defueling Equipment . . . . . . . . . . . . . . . . . . . . . ON

Defueling Operation . . . . . . . . . . . . . . . . COMPLETE

Defueling Equipment . . . . . . . . . . . . . . . . . . . . OFF

Boost Switches (L/R) . . . . . . . . . . . . . . . . . . . . OFF

External Power . . . . . . . . . . . . . . . . . DISCONNECT

Refuel/Defuel Nozzle . . . . . . . . . . . . . . . . . REMOVE

Adapter Cover . . . . . . . . . . . . . . . . . . . . REPLACE

Refuel/Defuel Control Panel Access Door . . . . . . . CLOSE


Defueling Equipment . . . . . . . . . . . . . . . . . REMOVE

Fuel ImbalanceIt is not necessary to maintain fuel balance during refueling,however, the maximum asymmetric fuel differential is 200 lbs forflight and 800 lbs in an emergency.

The fuselage fuel tank may be filled if the wing fuel quantity is2,500 lbs or greater per side (5,000 lbs minimum total wing fuel).

Ground Power Unit DC Voltage/Amperage . . . . . . . 28V DC/1,000 TO 2,000A


Hydraulic FluidApproved Fluid . . . . . . . . . . . . . . . . . . MIL-H-83282

Hydraulic Fluid Specifications� Braco 882

� Royco 782

� Chevron TS-741

� Penreco Petrofluid 882

� American Oil and Supply PQ 3883

NOTE: Before servicing the hydraulic system, verify thatthe spoilers and thrust reversers are retracted, landinggear is extended, and accumulator preload pressure is1,500 PSIG.

CAUTION: The 650 hydraulic system seals, packing, O-rings, and some metallic components are not compatiblewith phosphate esther (Skydrol/Hyjet) type hydraulicfluid. If Skydrol is introduced into the system, rapid dete-rioration of these components occurs, causing multipleleaks. This then requires an overhaul or replacement ofall components containing such seals. Additionally, parti-cles of deteriorated seals, packings, and O-rings may bedeposited within the orifices of valves from which they aredissolved, causing component failure during operation.

Servicing


Hydraulic Systems CapacitiesReservoir Gage Markings:

Maximum . . . . . . . . . . . 500 CUBIC INCHES/8.6 QTS

Accumulator . . . . . . . . . 425 CUBIC INCHES/7.3 QTS

Full . . . . . . . . . . . . . . 360 CUBIC INCHES/6.2 QTS

Refill . . . . . . . . . . . . . 310 CUBIC INCHES/5.3 QTS

Emergency . . . . . . . . . . 150 CUBIC INCHES/2.6 QTS

Empty . . . . . . . . . . . . . . 0 CUBIC INCHES/0.0 QTS

Cockpit Gage Markings:

Red Arc . . . . . . . . . . . . . . 0 TO 150 CUBIC INCHES

Yellow Arc . . . . . . . . . . . 150 TO 300 CUBIC INCHES

Green Arc . . . . . . . . . . . 300 TO 430 CUBIC INCHES

Maximum . . . . . . . . . . . . . . . . 500 CUBIC INCHES

System Capacity . . . . . . . . . . . . . . . . . 4.3 GALLONS


Accumulator Preloads

Main System Accumulator . . . . . . . . . . . . . 1,500 PSIG

Spoiler System Accumulator . . . . . . . . . . . . 1,500 PSIG

Nosewheel Steering Accumulator . . . . . . . . . 1,500 PSIG

NOTE: Service the main, spoiler, and nosewheel steeringaccumulators with dry nitrogen only.

WARNING: High pressure gases are dangerous. Observeall precautions when handling high pressure gages.

CAUTION: Before operating the nosewheel steeringsystem to exhaust accumulator pressure, remove thetowbar.

Servicing


Oil – Engine and APUThe following Type II oils meeting specification MIL-L-23699 areapproved for use in the engines and optional Cessna or PATSInc. (STC) Turbomach APUs.

� Mobil Jet Oil 254

� Mobil Jet Oil II

� Exxon/Esso 2380 Turbo Oil

� Castrol 5000

� Aeroshell/Royco Turbine Oil 500

Do not mix brands of oil. Operators with other APUs should con-sult the appropriate supplements and manuals for specificationsand servicing procedures.

Oil CapacitiesEngine . . . . . . . . . . . . . . . . . 11.6 QTS (11.0 LITERS)

Reservoir (20% expansion space) . . . 6.0 QTS (5.5 LITERS)

Optional APU:

FULL without Oil Cooler . . . . . . 3.0 QTS (2.84 LITERS)

FULL with Oil Cooler . . . . . . . . 4.0 QTS (3.79 LITERS)

WARNING: Jet engine oil may cause severe skin irrita-tion. Minimize contact with used oil because of its cancer-causing potential. Thoroughly wash skin with soap andwater after contact with oil.


Oil ConsumptionMaximum . . . . . . . . . . . . . . . . . . . . . . . 0.05 GPH

. . . . . . . . . . . .MEASURED OVER 15-HOUR PERIOD

Environmental Control Unit PACsCapacities (Fill-to-Spill)

Sundstrand ACM 726164A . . . . . . . 3.4 FL OZ (100 CM3)

Sundstrand ACM 740551 . . . . . . . 10.1 FL OZ (300 CM3)

Hamilton Standard . . . . . . . . . . . . . 1.8 FL OZ (53 CM3)

Approved OilsSundstrand PACs:

� Mobil Jet Oil 254 (only)

Hamilton Standard PACs:

� Exxon 2380

� Any oil conforming to MIL-L-23699

� If the preferred Exxon 2380 is not available, any oil conformingto MIL-L-7898G or later

Do not mix types of oil.

CAUTION: Use only Mobil Jet 254 in the air cycle machinebecause of its high temperature range.

Servicing


OxygenService the system with aviator’s breathing oxygen (MIL-O-27210). The use of medical oxygen is not approved because ofits high moisture content.

Cylinder CapacityThe following figures are based on 1,850 PSI charge and regu-lated to 70 PSI for system usage.

Units 001 to 178with Standard Cylinder . . . . . . . . . . . . 50 CUBIC FT/

. . . . . . . . . . . . . . . . . . . . .1,285 LITERS (USABLE)

Units 001 to 178with Optional Cylinder . . . . . . . . . . . . 76 CUBIC FT/

. . . . . . . . . . . . . . . . . . . . .1,977 LITERS (USABLE)

Units 179 and Subsequent . . . . . . . . . . 76 CUBIC FT/ . . . . . . . . . . . . . . . . . . . . .1,977 LITERS (USABLE)

Cylinder PressureMaximum Pressure . . . . . . . . 1,850 PSIG AT 70°F (21°C)

Refer to the Maintenance Manual for oxygen cylinder fillpressure at varied temperatures.

Pressure Gage Indication:

Below 400 PSI/Yellow scale . . . . . . SERVICE BOTTLE

1,600 TO 1,850 PSI/Green Scale . . . . NORMAL RANGE

2,000 PSI/Red Line . . . . . . . . . . . . . . . . MAXIMUM

2,700 TO 3,000 PSI . . . . . . . . . . . OVERPRESSURE

Overpressure ruptures the green discharge indicator atthe end of the bottle overpressure vent line. Check disc atpreflight; if missing, replace the bottle and regulator beforeflight.


Oxygen Servicing Safety PrecautionsDuring servicing, observe the following precautions.

� Allow no greasy substances in the vicinity.

� Check that filling valve is clean.

� Set oxygen bottle about 7 ft from aircraft oxygen filling valve.

� Fill oxygen bottle slowly to keep the bottle as cool as possible.

� Ensure aircraft is grounded.

� Ensure aircraft electrical system is off.

� Ensure no refueling/defueling is underway.

WARNING: Remember that oxygen added to hydrocar-bons results in an explosion.

WARNING: During oxygen filling, no one should beinside the aircraft. Perform oxygen filling in the open.Open the aircraft-incorporated oxygen bottle shutoffvalve slowly (take at least 5 to 10 seconds). Close the fill-ing valve cap properly to ensure tightness.

WARNING: Do not use oxygen when there are flames inthe cabin or cockpit. Smoking is prohibited during oxygenuse and following use of passenger oxygen until lanyardsare reinstalled.

Servicing


StrutsStrut servicing requires qualified maintenance personnel andjacking the aircraft.

Air Chamber of Strut/Oleo . . . . . . . . . . DRY NITROGEN

Oil Chamber of Strut/Oleo . . . . . . . . HYDRAULIC FLUID . . . . . . . . . . . . . . . . . . . . . . . . . .(MIL-H-83282B)

WARNING: The pressure regulator outlets are not com-patible with passenger oxygen masks.

CAUTION: Excessive movement of the oxygen con-troller may cause wear and leaks.

CAUTION: Never under any circumstances apply nitro-gen charge to oleo strut until the oil chamber is properlyserviced with hydraulic fluid. Damage to oleo strut couldresult.


Tire InflationUse only dry nitrogen to inflate the nosewheel and main tires.

Adjust tire pressure when temperature variation between thedeparture and destination points is extreme (i.e., in excess of50°F). As a rule, an ambient temperature change of 5°F pro-duces a pressure change of about one percent.

WARNING: Introducing relatively cooler nitrogen into atire that is hot may cause the tire to burst. Allow the tireto cool before attempting to service.

WARNING: A bursting tire tends to rupture along thebead. Standing in any position in front of either bead areacould cause injury if a tire bursts.

CAUTION: Using tire sealant may cause wheel corrosion.

CAUTION: If tire pressure falls below recommended limit,corrective action is required.

Servicing


Main WheelsUnits 001 to 093 without SB650-32-13:

Unloaded (on jacks) . . . . . . . . . . . . . . . . 152 PSIG

Loaded (on ground) . . . . . . . . . . . . . . . . 155 PSIG

Units 001 to 093 with SB650-32-13; 094 and subsequent:

Unloaded . . . . . . . . . . . . . . . . . . . . . . . 165 PSI

Loaded . . . . . . . . . . . . . . . . . . . . . . . . 168 PSI

Nose WheelsUnits 001 to 093 Without SB650-32-13:

Unloaded (on jacks) . . . . . . . . . . . . . . 125 ±5 PSIG

Units 001 to 093 with SB650-32-13; 094 and subsequent:

Unloaded (on jacks) . . . . . . . . . . . . . . . . 138 PSIG

Loaded (weight on tires) . . . . . . . . . . . . . . 140 PSIG

Windshield Anti-Ice FluidApproved Fluid . . . . . . . TT-I-735 ISOPROPYL ALCOHOL

Reservoir Capacity . . . . . . . . . . . . . . . . . . . . 2 QTS

WARNING: Deicing fluiding (isopropyl alcohol) is flam-mable and gives off toxic fumes. Do not service the deic-ing system near an ignition source or in a confined area.



Emergency InformationTable of ContentsThe ABCs of Emergency CPR . . . . . . . . . . . . . . 7-3

Heart Attack . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

Choking . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

Emergency Equipment Record . . . . . . . . . . . . . . 7-6


Airway

Breathing

CirculationReproduced with permission. © MedAire, Inc.

Emergency Information


The ABCs of Emergency CPREstablish victim’s unresponsiveness.

Gently shake victim and shout, “Are you all right?”

AIRWAY■ Open airway: lift chin, tilt head. (With neck injury, lift chin but

do not tilt head.)■ Look for chest movement.■ Listen for sound of breathing.■ Feel for breath on your cheek.

BREATHING■ Head tilt position – pinch victim’s nose shut while lifting chin

with your other hand.■ Give two full breaths while maintaining airtight seal with your

mouth over victim’s mouth.

Note: A pocket mask can be used instead, but proper headposition and air-tight seal must be maintained.

CIRCULATION■ Locate carotid artery pulse; hold 10 seconds. If no pulse:■ Begin external chest compressions by locating hand position

two fingers above notch and placing heal of hand on breast-bone.

■ Perform 15 compressions of 11/2 to 2 inches at a rate of 80to 100 compressions per minute. (Count, “One and two andthree and …,” etc.) Come up smoothly, keeping hand contactwith victim’s chest at all times.

■ Repeat the cycle of two breaths, 15 compressions until victim’spulse and breathing return. If only the pulse is present, con-tinue rescue breathing until medical assistance is available.

Reproduced with permission. © MedAire, Inc.


Heart AttackSignals■ Pressure, squeezing, fullness, or pain in center of chest

behind breastbone.

■ Sweating

■ Nausea

■ Shortness of breath

■ Feeling of weakness

Actions for Survival■ Recognize signals

■ Stop activity and lie or sit down

■ Provide oxygen if available

■ If signals persist greater than two minutes, get victim tomedical assistance


Emergency Information


ChokingIf victim can cough or speak:■ encourage continued coughing

■ provide oxygen if available.

If victim cannot cough or speak■ perform Heimlich maneuver (abdominal thrusts):

1. stand behind victim; wrap arms around victim’s waist

2. place fist of one hand (knuckles up) in upper abdomen*

3. grasp fist with opposite hand

4. press fist into upper abdomen* with quick, inward andupward thrusts

5. perform maneuver until foreign body is expelled

■ provide supplemental oxygen if available.

*If victim is pregnant or obese, perform chest thrusts insteadof abdominal thrusts.



Emergency Equipment RecordEmergencyEquipment

LocationDate LastServiced

First Aid Kit

Fire Extinguisher(s)

Fire Axe

Life Raft

Life Vests

TherapeuticOxygen

OverwaterSurvival Kit

Other:

Seat pockets

Conversion TablesTable of ContentsDistance Conversion . . . . . . . . . . . . . . . . . . . . 8-3

Meters/Feet . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3

Statute Miles/Kilometers/Nautical Miles . . . . . . . . . . 8-4

Kilometers/Nautical Miles/Statute Miles . . . . . . . . . . 8-5

Weight Conversion . . . . . . . . . . . . . . . . . . . . . 8-6

Fuel Weight to Volume Conversion . . . . . . . . . . . 8-7

Volume Conversion . . . . . . . . . . . . . . . . . . . . . 8-8

Temperature Conversion . . . . . . . . . . . . . . . . . . 8-9

International Standard Atmosphere (ISA) . . . . . . . 8-10

Altimeter Setting Conversion . . . . . . . . . . . . . . 8-11

Cabin Altitude . . . . . . . . . . . . . . . . . . . . . . . 8-12



Distance ConversionMeters/Feet


Conversion Tables

.3048 1 3.2908

.61 2 6.58

.91 3 9.87

1.22 4 13.16

1.52 5 16.45

1.83 6 19.74

2.13 7 23.04

2.44 8 26.33

2.74 9 29.62

3.1 10 32.9

6.1 20 65.8

9.1 30 98.7

12.2 40 131.6

15.2 50 165.5

18.3 60 197.4

21.3 70 230.4

24.4 80 263.3

27.4 90 296.2

31 100 329

61 200 658

91 300 987

122 400 1316

152 500 1645

183 600 1974

213 700 2304

244 800 2633

274 900 2962

305 1000 3291

Meters FeetFeet Meters

Statute Miles/Kilometers/Nautical Miles


.62137 1 .53996

1.24 2 1.08

1.86 3 1.62

2.49 4 2.16

3.11 5 2.70

3.73 6 3.24

4.35 7 3.78

4.97 8 4.32

5.59 9 4.86

6.21 10 5.40

12.43 20 10.80

18.64 30 16.20

24.85 40 21.60

31.07 50 27.00

37.28 60 32.40

43.50 70 37.80

49.71 80 43.20

55.92 90 48.60

62.14 100 54.00

124.27 200 107.99

186.41 300 161.99

248.55 400 215.98

310.69 500 269.98

372.82 600 323.98

434.96 700 377.97

497.10 800 431.97

559.23 900 485.96

621.37 1000 539.96

Statute Miles Kilometers Nautical Miles

Kilometers/Nautical Miles/Statute Miles


Conversion Tables

1.8520 1 1.1508

3.70 2 2.30

5.56 3 3.45

7.41 4 4.60

9.26 5 5.75

11.11 6 6.90

12.96 7 8.06

14.82 8 9.21

16.67 9 10.36

18.52 10 11.51

37.04 20 23.02

55.56 30 34.52

74.08 40 46.03

92.60 50 57.54

111.12 60 69.05

129.64 70 80.56

148.16 80 92.06

166.68 90 103.57

185.20 100 115.08

370.40 200 230.16

555.60 300 345.24

740.80 400 460.32

926.00 500 575.40

1111.20 600 690.48

1296.40 700 805.56

1481.60 800 920.64

1666.80 900 1035.72

1852.00 1000 1150.80

Kilometers Nautical Miles Statute Miles

Weight ConversionLbs/Kilograms


2.2046 1 .4536

4.40 2 .91

6.61 3 1.36

8.82 4 1.81

11.02 5 2.27

13.23 6 2.72

15.43 7 3.18

17.64 8 3.63

19.84 9 4.08

22.0 10 4.5

44.1 20 9.1

66.1 30 13.6

88.2 40 18.1

110.2 50 22.7

132.3 60 27.2

154.3 70 31.8

176.4 80 36.3

198.4 90 40.8

220 100 45

441 200 91

661 300 136

882 400 181

1102 500 227

1323 600 272

1543 700 318

1764 800 363

1984 900 408

2205 1000 454

Lbs Kgs Lbs Kgs

Fuel Weight to Volume ConversionU.S. Gal/Lbs; Liter/Lbs; Liter/Kg

TURBINE FUEL Volume/Weight(up to 5 lbs variation per 100 gallons due to fuel grade and temperature)

.15 1 6.7 .57 1 1.8 1.25 1 .8

.30 2 13.4 1.14 2 3.6 2.50 2 1.6

.45 3 20.1 1.71 3 5.4 3.75 3 2.4

.60 4 26.8 2.28 4 7.2 5.00 4 3.2

.75 5 33.5 2.85 5 9.0 6.25 5 4.0

.90 6 40.2 3.42 6 10.8 7.50 6 4.8

1.05 7 46.9 3.99 7 12.6 8.75 7 5.6

1.20 8 53.6 4.56 8 14.4 10.00 8 6.4

1.35 9 60.3 5.13 9 16.2 11.25 9 7.2

1.5 10 67 5.7 10 18 12.5 10 8

3.0 20 134 11.4 20 36 25.0 20 16

4.5 30 201 17.1 30 54 37.5 30 24

6.0 40 268 22.8 40 72 50.0 40 32

7.5 50 335 28.5 50 90 62.5 50 40

9.0 60 402 34.2 60 108 75.0 60 48

10.5 70 469 39.9 70 126 87.5 70 56

12.0 80 536 45.6 80 144 100.0 80 64

13.5 90 603 51.3 90 162 113.5 90 72

15 100 670 57 100 180 125 100 80

30 200 1340 114 200 360 250 200 160

45 300 2010 171 300 540 375 300 240

60 400 2680 228 400 720 500 400 320

75 500 3350 285 500 900 625 500 400

90 600 4020 342 600 1080 750 600 480

105 700 4690 399 700 1260 875 700 560

120 800 5360 456 800 1440 1000 800 640

135 900 6030 513 900 1620 1125 900 720

150 1000 6700 570 1000 1800 1250 1000 800

U.S. U.S.Gal Lbs Gal Lbs Ltr Lbs Ltr Lbs Ltr Kg Ltr Kg


Conversion Tables

Volume ConversionImp Gal/U.S. Gal; U.S. Gal/Ltr; Imp Gal/Ltr


.83267 1 1.2010 .26418 1 3.7853 .21997 1 4.54601.67 2 2.40 .52 2 7.57 0.44 2 9.09

2.49 3 3.60 .79 3 11.35 0.66 3 13.64

3.33 4 4.80 1.06 4 15.14 0.88 4 18.18

4.16 5 6.01 1.32 5 18.92 1.10 5 23.73

5.00 6 7.21 1.59 6 22.71 1.32 6 27.28

5.83 7 8.41 1.85 7 26.50 1.54 7 31.82

6.66 8 9.61 2.11 8 30.28 1.76 8 36.37

7.49 9 10.81 2.38 9 34.07 1.98 9 40.91

8.3 10 12.0 2.6 10 37.9 2.2 10 45.6

16.7 20 24.0 5.3 20 75.7 4.4 20 91.0

24.9 30 36.0 7.9 30 113.5 6.6 30 136.4

33.3 40 48.0 10.6 40 151.4 8.8 40 181.8

41.6 50 60.1 13.2 50 189.2 11.0 50 227.3

50.0 60 72.1 15.9 60 227.1 13.2 60 272.8

58.3 70 84.1 18.5 70 265.0 15.4 70 318.2

66.6 80 96.1 21.1 80 302.8 17.6 80 363.7

74.9 90 108.1 23.8 90 340.7 19.8 90 409.1

83 100 120 26.4 100 379 22 100 455

167 200 240 53 200 757 44 200 909

249 300 360 79 300 1136 66 300 1364

333 400 480 106 400 1514 88 400 1818

416 500 601 132 500 1893 110 500 2273

500 600 721 159 600 2271 132 600 2728

583 700 841 185 700 2650 154 700 3182

666 800 961 211 800 3028 176 800 3637

749 900 1081 238 900 3407 198 900 4091

833 1000 1201 264 1000 3785 220 1000 4546

Imp U.S. Imp U.S. U.S. U.S. Imp ImpGal Gal Gal Gal Gal Ltr Gal Ltr Gal Ltr Gal Ltr

Temperature ConversionCelsius/Fahrenheit


Conversion Tables

-54 -65 -32 -26 -10 14

-53 -63

-52 -62

-51 -60

-31 -24

-30 -22

-29 -20

-50 -58

-49 -56

-48 -54

-47 -53

-46 -51

-45 -49

-44 -47

-43 -45

-24 -11

-23 - 9

-22 - 8

-21 - 6

-42 -44

-41 -42

-20 - 4

-19 - 2

2 36

3 37

24 75

25 77

46 115

47 117

-28 -18

-27 -17

-26 -15

-25 -13

- 2 28

- 1 30

0 32

1 34

- 4 25

- 3 27

20 68

21 70

22 72

23 73

18 64

19 66

42 108

43 109

44 111

45 113

40 104

41 106

- 9 16

- 8 18

- 7 19

- 6 21

- 5 23

12 54

13 55

14 57

15 59

16 61

17 63

34 93

35 95

36 97

37 99

38 100

39 102

˚C ˚F ˚C ˚F ˚C ˚F ˚C ˚F ˚C ˚F

-40 -40

-39 -38

-18 0

-17 1

4 39

5 41

26 79

27 81

48 118

49 120

-38 -36

-37 -35

-16 3

-15 5

6 43

7 45

28 82

29 84

50 122

51 124

-36 -33

-35 -31

-14 7

-13 9

8 46

9 48

30 86

31 88

52 126

53 127

-34 -29

-33 -27

-12 10

-11 12

10 50

11 52

32 90

33 91

54 129

55 131

International StandardAtmosphere (ISA)Altitude/Temperature


S.L. 15.0 11,000 -6.8 22,000 -28.5 33,000 -50.3

Altitude ISA(ft) (˚C)




1,000 13.0 12,000 -8.8 23,000 -30.5

2,000 11.0 13,000 -10.7 24,000 -32.5 35,000 -54.2

3,000 9.1 14,000 -12.7 25,000 -34.5

4,000 7.1 15,000 -14.7 26,000 -36.5 37,000 -56.5

5,000 5.1 16,000 -16.7 27,000 -38.4 38,000 -56.5

6,000 3.1 17,000 -18.7 28,000 -40.4 39,000 -56.5

7,000 1.1 18,000 -20.6 29,000 -42.4 40,000 -56.5

8,000 -0.8 19,000 -22.6 30,000 -44.4 41,000 -56.5

9,000 -2.8 20,000 -24.6 31,000 -46.3 42,000 -56.5

10,000 -4.8 21,000 -26.6 32,000 -48.3 43,000 -56.5

34,000 -52.3

36,000 -56.2

Altimeter Setting ConversionHectopascals or Millibars/Inches of Mercury1 hectopascal = 1 millibar = 0.02953 inch of mercury

Conversion Tables

Citation III/VI For training onlyFebruary 2000

8-11

880 25.99 26.02

890 26.28 26.31

26.05

26.34

26.07

26.37

26.10 26.13 26.16 26.19

900 26.58 26.61

910 26.87 26.90

26.64

26.93

26.67

26.96

26.70 26.72 26.75 26.78

26.99 27.02

920 27.17 27.20

930 27.46 27.49

27.23

27.52

27.26

27.55

27.29 27.32 27.34 27.37

27.58 27.61

940 27.76 27.79

950 28.05 28.08

27.82

28.11

27.85

28.14

27.88 27.91 27.94 27.96

28.17 28.20

960 28.35 28.38

970 28.64 28.67

28.41

28.70

28.44

28.73

28.47 28.50 28.53 28.56

28.76 28.79

980 28.94 28.97

990 29.23 29.26

29.00

29.29

29.03

29.32

29.06 29.09 29.12 29.15

29.35 29.38

1000 29.53 29.56

1010 29.83 29.85

29.59

29.88

29.62

29.91

29.65 29.68 29.71 29.74

29.94 29.97

1020 30.12 30.15

1030 30.42 30.45

30.18

30.47

30.21

30.50

30.24 30.27 30.30 30.33

30.53 30.56

1040 30.71 30.74

1050 31.01 31.04

30.77

31.07

30.80

31.10

30.83 30.86 30.89 30.92

31.12 31.15

26.81

27.11

27.40

27.70

27.43

27.73

27.99

28.29

28.02

28.32

28.58

28.88

28.61

28.91

29.18

29.47

29.21

29.50

29.77

30.06

29.80

30.09

30.36

30.65

30.39

30.68

30.95

31.24

30.98

31.27

26.84

27.14

26.22 26.25

29.41

28.82

28.23

27.64

27.05

30.00

30.59

31.18

27.08

27.67

28.26

28.85

29.44

30.03

30.62

31.21

Hectopascals 0 1 2 3 4 5 6 7or Millibars Inches of Mercury

8 9

26.40 26.43 26.52 26.5526.46 26.49


Cabin Altitude

0 5 10 15 252010

15

20

25

30

35

40

45

AIR

PLA

NE

ALT

ITU

DE

100

0 F

T

CABIN ALTITUDE 1000 FT

1

0

2

34

56

7

89

10

DIFFERENTIA

L PRESSURE P

SI

Documents

Citation III IV Crh 2