Citation III IV Crh

Citation III/VICockpit Reference Handbook

November 2000

Copyright © 2000, SimuFlite Training International.All rights reserved.

Printed in the United States of America.

ABC-POD-11/00

Notice: This Citation III/VI Cockpit Reference Handbook is to be used foraircraft familiarization and training purposes only. It is not to be used as,nor considered a substitute for, the manufacturer’s Pilot or MaintenanceManuals.

Preflight InspectionTable of ContentsExterior (General) . . . . . . . . . . . . . . . . . . . . . 2A-3

Cockpit Inspection . . . . . . . . . . . . . . . . . . . . 2A-4

Exterior Walkaround . . . . . . . . . . . . . . . . . . . 2A-8

Left Nose . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-9

Left Nose Compartment . . . . . . . . . . . . . . . . . . 2A-9

Right Nose . . . . . . . . . . . . . . . . . . . . . . . . . 2A-10

Right Wing . . . . . . . . . . . . . . . . . . . . . . . . . 2A-11

Right Nacelle . . . . . . . . . . . . . . . . . . . . . . . 2A-13

Lower Aft Fuselage . . . . . . . . . . . . . . . . . . . . 2A-14

Empennage . . . . . . . . . . . . . . . . . . . . . . . . 2A-14

Tailcone Compartment/Aft Baggage Compartment . . . 2A-15

Left Nacelle . . . . . . . . . . . . . . . . . . . . . . . . 2A-16

Left Wing . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-17

Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . . 2A-18

Cabin Inspection . . . . . . . . . . . . . . . . . . . . . 2A-19

Citation III/VI For training only 2A-1April 1998

2A-2 For training only Citation III/VIFebruary 1994

Preflight Inspection

Citation III/VI For training only 2A-3February 1994

Exterior (General)Accomplish the following prior to the actual walkaround inspection.

Battery Power . . . . . . . . . . . . . . . . . . . . AVAILABLE

Certain battery bus items (e.g., auxiliary hydraulic pump, dooror compartment lights, voltmeter) can drain the batteries if lefton with the aircraft unattended. Reconnect battery(ies) ifrequired.

Aircraft General Condition . . . . . . . . . . . . . . . CHECK

Check for security, condition, and cleanliness of the aircraftand components.

Keys . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE

Safety Covers . . . . . . . . . . . . . . . . . REMOVE/STOW

Fuel . . . . . . . . . . . . . . . . . SUPERVISE SERVICING

See Servicing chapter.

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

Cockpit InspectionDocuments . . . . . . . . . . . . . . . . . . . . . ON BOARD

■ certificate of airworthiness

■ certificate of registration

■ radio license

■ approved flight manual

■ weight and balance data

Equipment . . . . . . . . . . . . . . . . . . LOCATE/INSPECT

■ pilot’s checklist

■ required navigation publications

■ microphones and headsets

■ oxygen masks

■ flashlight and batteries

■ first aid kit

■ smoke goggles

Left Hand Circuit Breakers . . . . . . . . . . . . . . . . . . IN

Oxygen Pressure . . . . . . . . . . . . . 1,600 TO 1,850 PSI

Oxygen Masks . . . . . . . . . . ADJUSTED/100%/STOWED

Passenger Oxygen . . . . . . . . . . . . . . . . . . . . AUTO

If operating at airports at or above 12,000 ft, select oxygen toOFF.

Flood/Center Panel Lights . . . . . . . . . . . AS REQUIRED

For operations at night, turn battery switch to BATT, androtate the lights clockwise to full bright for maximum illumi-nation during preflight.

Emergency Lights . . . . . . . . . . . . . . . ON/CHECK/OFF

Interior and exterior illumination.


Citation III/VI For training only 2A-5March 2000

Left Gyro Slave Switch . . . . . . . . . . . . . . . . . . AUTO

Ignition Switches . . . . . . . . . . . . . . . . . . . NORMAL

Aircraft Generators:

Battery Start/Generator Assist . . . . . . . . . . . . . GEN

External Power/Both Engine Starts . . . . . . . . . . . OFF

APU/Both Engines . . . . . . . . . . . . . . . . . . . . OFF

Anti-Skid Switch . . . . . . . . . . . . . . . . . . . . . . . ON

Fuel Boost Pumps . . . . . . . . . . . . . . . . . . . NORMAL

FUEL COMP LH/RH Switches . . . . . . . . . . . . NORMAL

Throttles . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF

Ensure throttles cannot be moved forward.

PAC BLD SELECT Switch . . . . . . . . . . . . . . . . NORM

Aileron/Spoiler Disconnect T-Handle . . . . . . . . . . . . . IN

Gear Handle . . . . . . . . . . . . . . . . . . . . . . . DOWN

RH Gyro Slave Switch . . . . . . . . . . . . . . . . . . AUTO

Environmental Control Panel Knobs . . . . . . . 12 O’CLOCK

If starting with APU (with hydraulic fan):

CKPT/CAB PACs . . . . . . . . . . . . . . . . . . . . . . OFF

Portable Fire Extinguisher . . . . . . . . . . 150 LB CHARGE

RH Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . IN

All Other Switches . . . . . . . . . . . . . OFF OR NORMAL

Battery Switch . . . . . . . . . . . . . . . . . . . . . . . BATT

Voltmeter . . . . . . . . . . . . . . . . . . . . . 24V DC (MIN)

Ground External Power . . . . . . . . CONNECT (28.5V DC)

2A-6 For training only Citation III/VIFebruary 1994

Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

APU Generator (if operating) . . . . . . . . . . . . . . OFF

Battery Disconnect Switch . . . . . . . . . . BATT DISC 2

Battery 1 Voltage . . . . . . . . . . . . . . . 24V MINIMUM

Battery Disconnect Switch . . . . . . . . . . BATT DISC 1

Battery 2 Voltage . . . . . . . . . . . . . . . 24V MINIMUM

Battery Disconnect Switch . . . . . . . . . . . . . . NORM

APU Generator (if needed) . . . . . . . . . . . . . . . . ON

Fuel Quantity Gages . . . . . . . . . . . . . PROPER LOAD

Engine Fire Switches . . . . . . . . . . . . . . . . . . . TEST

If the ground temperature is -15°C (+5°F) or below, lift the LHENG FIRE switchlight cover, push the switchlight, and verifythat the HYD/F/W SHUTOFF LH and FUEL F/W SHUTOFFLH annunciators illuminate. Push the switchlight again toextinguish the annunciators. Repeat the process for the RHENG FIRE switchlight; verify the corresponding annunciatorsilluminate.

It may require more than one push of the engine fire switch-light to obtain proper light indication; this is normal.

Auxiliary Hydraulic Pump . . . . . . . . . . . . . . . . NORM

Hydraulic Pressure . . . . . . . . . . . . 2,900 PSI MINIMUM

Volume Indicator . . . . . . . 300 TO 430 CUBIC INCHES

Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . SET

Auxiliary Hydraulic Pump . . . . . . . . . . . . . . . . . . OFF

Horizontal Stabilizer Trim Indicator . . . . . NOTE POSITION

This trim setting should match the visual stabilizer trim set-ting on the walkaround.


Citation III/VI For training only 2A-7February 1994

Flaps Lever . . . . . . . . . . . . . . . . . . . . . . . SET 20°

Flap Position Indicator . . . . . . . . . . . . . INDICATES 20°

RAT and PITOT/STATICHeater Switches . . . . . . . . . . . ON 30 SECONDS/OFF

Physically check the heater on the exterior walkaround.

ENG ANTI-ICE L/R Switches . . . . . ON 30 SECONDS/OFF

Physically check the wing fairings and generator inlets on theexterior walkaround.

Flood Lights . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Battery Switch (if APU not operating) . . . . . . . . . . . OFF

NOTE: If the flap handle is not positioned to a detent, thesystem will show FLAPS INOP. Position the flap handle torespective detent and reset the flap system (units 001 to206 with SB650-27-37 or 650-27-39 [DC flap system]).

For training only Citation III/VIFebruary 1994

2A-8

G

H

J

K

C

D

E

FI

A

B

Preflight Inspection Walkaround Path Exterior WalkaroundBefore starting the aircraft exterior inspection, obtain the following:

■ flashlight

■ standard screwdriver

■ fuel sampler cup

■ ladder.

The following checklists correspond to segments A through Kon the Preflight Inspection Walkaround Path.



A Left NoseFairing Tank Fuel Vents . . . . . . . . . . . . . . . . . CLEAR

Left Static Ports (3) . . . . . . . . . . . . . . . WARM/CLEAR

Left Angle-of-Attack Probe . . . HOT/SECURE/FREE/CLEAR

Landing Gear/Brakes EmergencyAir Bottle Vents . . . . . . . . . . . . CLEAR/UNDAMAGED

Alcohol Bottle Vent Line . . . . . . . . CLEAR/UNDAMAGED

Static Port Quick Drain (unit 0179 and subs.) . . . . . . . . . . . DRAIN/CLOSED

Oxygen Green Blowout Disc . . . . . . . . IN PLACE/INTACT

Left Landing Light . . . . . . . . . . SECURE/UNDAMAGED

B Left Nose CompartmentNose Compartment Door . . . . . . . . . . . UNLOCK/OPEN

Emergency Gear/BrakePressure Gages . . . . GREEN ARC (1,800 TO 2,050 PSI)

Windshield Alcohol Anti-Ice Reservoir . . . . . . . . . . FULL

Ball should be at the top of reservoir sight gage.

Nosewheel SteeringAccumulator Pressure . . . . . . . . . 1,300 PSI MINIMUM

Oxygen Filler Cap . . . . . . . . . . . . . . . . . . . SECURE

Nose Compartment Door . . . . . . . . . . . . CLOSE/LOCK

Key . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE

Nose Gear/Doors/Strut . . . . . . . . . . . . . . CONDITION

Oleo Strut Extension . . . . . . . . . . . 2 INCHES (Approx.)

2A-10 For training only Citation III/VIApril 1998

Nose Wheel/Tire . . . . . . . . . . . CONDITION/INFLATION

Left Pitot Tube . . . . . . . . . . . . . HOT/CLEAR/SECURE

C Right NoseWindshield . . . . . . . . . . . . . . . . . . . . . CONDITION

Right Pitot Tube . . . . . . . . . . . . HOT/CLEAR/SECURE

Right Nose Compartment Door . . . . . . SECURE/LOCKED

Right Landing Light . . . . . . . . . . . . . . . . CONDITION

RAT Probe . . . . . . . . . . . . . . . . . . . . WARM/CLEAR

Static Port Quick Drain (unit 0179 and subs.) . . . . . . . . . . . . DRAIN/CLOSE

Right Static Ports (3) . . . . . . . . . . . . . . WARM/CLEAR

Angle-of-Attack Probe . . . . . . . . . HOT/CLEAR/SECURE

Ensure probe rotates freely. To avoid skin burns, use cautionwhen checking the probe heat.

CAUTION: Use care when checking the pitot tube; it maybe hot enough to burn the skin.

CAUTION: Use care when checking the pitot tube; it maybe hot enough to burn the skin.



D Right WingDorsal Fin Air Inlet . . . . . . . . . . . . . . . . . . . . CLEAR

Wing Ice Inspection/Emergency Exit Light . . . . CONDITION

Engine Fan/Fan Duct . . . . . . . . . . . . . . . CONDITION

Right Wing Root Fairing Surface . . . . . . . . . . . . WARM

Purge Air Inlet . . . . . . . . . . . . . . . . . . . . . . CLEAR

Emergency Exit Door . . . . . . . . . . . . . . . . . . FLUSH

Fuel Quick Drains . . . . . . . . . DRAIN SAMPLE/INSPECT

Insert fuel sample cup straight up; if rotation occurs, thequick drain may lock open.

Right Main Gear/Door/Strut . . . . . . . . . . . . CONDITION


Taxi Light . . . . . . . . . . . . . . . . . . . . . . CONDITION

Right Main Wheels/Tires . . . . . . CONDITION/INFLATION

Right Wheel Well . . . . . . . . . . . . . . . . . . . INSPECT

Right Wing Leading Edge . . . . . . . . . . . . . CONDITION

Vortex Generators (11) . . . . . . . . . . . . . . . . SECURE

Fuel Filler Cap Locking Latch . . . CLOSED/DIRECTED AFT

Cover (if installed) . . . . . . . . . . . CLOSED/SECURE

Vortex LimitationNo more than one vortex generator may be missing fromeither the left or right wing to dispatch for flight.


Wing Anti-Ice Air Vent . . . . . . . . . CLEAR/UNDAMAGED

Fuel Tank Vent . . . . . . . . . . . . . . . . . . . CONDITION

Recognition/Navigation/Anti-Collision Lights . . . CONDITION

Static Wicks (6) . . . . . . . . . . . . . . . . . . CONDITION

To ensure proper control surface balance, replace missingstatic wick(s) on the aileron before flight.

Aileron/Flaps/Spoilers . . . . . . . . . . . . . . . CONDITION

Wing Fuel Relief Valve . . . . . . . . . . . . . . . . . CHECK

Right Main Gear BrakesDepth of Wear Indicators . . . . . . . . . 0.25 INCH ABOVE

. . . . . . . . . . . . . . . . . . . . . . . . . .ACCESS HOLE



E Right NacelleGenerator/Alternator Air Inlet Lip . . . . . . . CLEAR/WARM

Cooling Air Exhausts . . . . . . . . . . . . . . . . . CLEAR

Drain Lines . . . . . . . . . . . . . . . . . . . . . . . . CLEAR

Oil Level . . . . . . . . . . . . CHECK WHILE ENGINE HOT . . . . . . . . .(WITHIN 15 MINUTES AFTER SHUTDOWN)

Filler Cap/Access Door . . . . . . . . . . . . . . . SECURE

Right Engine OilBypass Valve Indicator . . . . . . . RED PIN NOT VISIBLE

If the red indicator pin is extended, the oil filter is in bypass;determine the cause prior to flight.

Engine Cowling Fasteners . . . . . . . . . . . . . ENGAGED

When properly engaged, the three hook latches show green;pin latch shows black.

Access Doors . . . . . . . . . . . . . . . . . . . . CLOSED

Cowling . . . . . . . . . . . . . . . . . . . . . CONDITION

Thrust Reverser Buckets . . . . . . . CONDITION/STOWED

Engine Exhaust/Bypass Ducts . . . . . . . . . . . . . . . . . . . CONDITION

APU Intake/Exhaust Ports . . . . . . . . . . . . CONDITION


F Lower Aft FuselageFuselage Fuel TankQuick Drains . . . . . . . . . . . DRAIN SAMPLE/INSPECT


Fuel Tank Vents . . . . . . . . . . . . . . . . . . . . . CLEAR

APU Drain (if applicable) . . . . . . . . . . . . . . . . CLEAR

Single Point/Refueling Cap/Access Door . . . . . . SECURE

Hydraulic Access Panel . . . . . . . . . . . . . . . . SECURE

Reservoir Vents . . . . . . . . . . . . . . . . . . . . CLEAR

Locator Beacon Plug . . . . . . . . . . . . . . . . . SECURE

Tail Skid . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Antennas . . . . . . . . . . . . . . . . . . . . . . CONDITION

Tailcone Stinger/Static Wick . . . . . . . . . . . CONDITION

G EmpennagePAC Heat Exchanger Port . . . . . . . . . . . . . . . CLEAR

Horizontal Stabilizer . . . . . . . . . CONDITION/POSITION

Ensure stabilizer position corresponds to that of the cockpittrim indicator.

Elevator . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Rudder/Trim Tab . . . . . . . . . . . . . . . . . . . . INSPECT

Check rudder system for proper operation if aircraft isexposed to high or gusty winds.

Static Wicks (10) . . . . . . . . . . . . . . . . . . . IN PLACE

Replace missing wick(s) before flight.



Pt2 Drains (L/R) . . . . . . . . . . . . . . . . . DRAIN/CLOSE

Windshield Deice Heat ExchangerOverboard Exhaust . . . . . . . . . . . . . . . . . . CLEAR

Hydraulic Overflow Vent . . . . . . . . . . . . . . . . . CLEAR

Ground Recognition Light . . . . . . . . . . . . . CONDITION

H Tailcone Compartment/Aft BaggageCompartmentTailcone Access Door . . . . . . . . . . . . . . . . . . . OPEN

APU Oil Level Sight Gage(if installed) . . . . . . . . . . . . . . . PROPER LEVEL

Tailcone Access Door . . . . . . . . . . . . . . CLOSE/LOCK

Baggage Compartment Access Door . . . . . . . . . . OPEN

Baggage Compartment Light Switch . . . . . . . . . . . . ON

Battery Compartment Cover . . . . . . . . . . . . . . . OPEN

Batteries/Cables/Compartment . . . . . . . . CONDITION

Battery Compartment Cover . . . . . . . . . . . . SECURE

Starter Disable Switch . . . . . . . . . . . . . . . . NORMAL

GPU Battery Charge Switch . . . . . . . . . . . . . NORMAL

Spoiler Hold DownAccumulator . . . . . . . . . BLEED EXCESS PRESSURE

Manual Bleed Down Valve Lever . . . . . . . . ACTIVATE

Precharge Pressure . . . . . . . . . . 1,300 PSI MINIMUM

Manual Bleed Down Valve Lever(spring-loaded) . . . . . . . . . . . . . . . . . . . CLOSE


Hydraulic AccumulatorPressure Gage . . . . . . . . . . . . 1,300 PSI MINIMUM

Access Cover . . . . . . . . . . . . . . . . . . . . . CLOSE

APU Oil Level Sight Gage (if applicable) . . . . . . . . . . . . . . . . PROPER LEVEL

Baggage Light Switch . . . . . . . . . . . . . . . . . . . . OFF

Baggage Compartment Access Door . . . . . . . . SECURE

Ground Power Receptacle Cover . . . . . . . . . . SECURE

I Left NacelleEngine Exhaust/Bypass Ducts . . . . . . . . . . CONDITION

Thrust Reverser Buckets . . . . . . . CONDITION/STOWED

Oil Level . . . . . . . . . . . . CHECK WHILE ENGINE HOT . . . . . . . . .(WITHIN 15 MINUTES AFTER SHUTDOWN)

Filler Cap/Access Door . . . . . . . . . . . . . . . SECURE

Left Engine OilBypass Valve Indicator . . . . . . . RED PIN NOT VISIBLE

If the red indicator pin is extended, the oil filter is in bypass;determine the cause prior to flight.

Engine Cowling Fasteners . . . . . . . . . . . . . ENGAGED

When properly engaged, the three hook latches show green;pin latch shows black.

Access Doors . . . . . . . . . . . . . . . . . . . . CLOSED

Cowling . . . . . . . . . . . . . . . . . . . . . CONDITION

Generator/Alternator Inlet Lip . . . . . . . . . CLEAR/WARM

Cooling Air Exhausts . . . . . . . . . . . . . . . . . CLEAR

Drain Lines . . . . . . . . . . . . . . . . . . . . . . . . CLEAR



J Left WingLeft Main Gear Brakes Depth of

Wear Indicators . . . . . . . . . . . . . . 0.25 INCH ABOVE . . . . . . . . . . . . . . . . . . . . . . . . . ACCESS HOLE

Flaps/Spoilers/Aileron . . . . . . . . . . . . . . . CONDITION

Fuel Tank Relief Valve . . . . . . . . . . . . . . . . . CHECK

Vortex Generators (11) . . . . . . . . . . . . . . . . SECURE

Fuel Filler Cap Locking Latch . . . CLOSED/DIRECTED AFT

Cover (if installed) . . . . . . . . . . . CLOSED/SECURE

Static Wicks(6) . . . . . . . . . . . . . . . . . . . . . SECURE

To ensure proper control surface balance, replace missingstatic wick(s) on the aileron before flight.

Fuel Tank Vent . . . . . . . . . . . . . . . . . . . CONDITION

Wing Anti-Ice Air Vent . . . . . . . . . CLEAR/UNDAMAGED

Fuselage Tank Transfer Door . . . . . . . CLOSED/SECURE

The door also serves as the outflow vent for the left winganti-ice air. Ensure the vent is unobstructed.

Recognition/Navigation/Anti-Collision Lights . . . CONDITION

Left Wing Leading Edge . . . . . . . . . . . . . . CONDITION

Left Main Gear/Door/Strut . . . . . . . . . . . . . CONDITION


Taxi Light . . . . . . . . . . . . . . . . . . . . . . CONDITION

Vortex LimitationNo more than one vortex generator may be missing fromeither the left or right wing to dispatch for flight.


Left Main Wheels/Tires . . . . . . . CONDITION/INFLATION

Left Wheel Well . . . . . . . . . . . . . . . . . . . . INSPECT

Fuel Quick Drains . . . . . . . . . DRAIN SAMPLE/INSPECT


Engine Fan/Fan Duct . . . . . . . . . . . . . . . CONDITION

Left Wing Fairing Surface . . . . . . . . . . . . . . . . WARM

Purge Air Inlet . . . . . . . . . . . . . . . . . . . . . . CLEAR

Wing Ice Inspection Light . . . . . . . . . . . . . CONDITION

K Cabin DoorCabin Door . . . . . . . . . . . . . . . . . . . . . . . INSPECT

Door Seals . . . . . . . . . . . . . . . . . . . . CONDITION

Door Frame . . . . . . . . . . . . . . . . . . . CONDITION

Precatch Button . . . . . . . . . . . . . . . . . . . . FLUSH



Cabin InspectionPortable Oxygen Bottle . . . . . . . . . SERVICED/SECURE

Portable Fire Extinguisher . . . . . . . . SERVICED/SECURE

Door Entry Lights . . . . . . . . . . . . . . . . . . . . . . OFF

Cabin Door Water Barrier (aircraft with10 or more passenger seats) . . . . . ABOARD/STOWED

Luminescent Exit Placard . . . . . . . . . . . . . . . SECURE

Passenger Seats . . . . . . . . . . . UPRIGHT/OUTBOARD

Emergency Exit . . . . . . . . . . . . . . . . . . . . SECURE

Handle Lock Pin . . . . . . . . . . . . . . . . . . . . REMOVE

Gear Retract Hydraulic Shutoff Valve Handle . . . . . DOWN

Manual FUS TANK XFER T-Handle(S/N 0092 and subs.) . . . . . . . . . . . . . . . . STOWED


Citation III/VI For training only 2B-1April 1998

Expanded Normal ProceduresTable of ContentsChecklist Usage . . . . . . . . . . . . . . . . . . . . . . 2B-3

Normal Procedures . . . . . . . . . . . . . . . . . . . . 2B-4

Before Starting Engines . . . . . . . . . . . . . . . . . . 2B-4

Starting Engines . . . . . . . . . . . . . . . . . . . . . . 2B-18

Before Taxi . . . . . . . . . . . . . . . . . . . . . . . . . 2B-22

Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-25

Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . 2B-27

Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-30

Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-31

Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-35

Descent . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-36

Approach . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-37

Before Landing . . . . . . . . . . . . . . . . . . . . . . 2B-38

After Landing . . . . . . . . . . . . . . . . . . . . . . . 2B-40

Ground APU Start (Ground Use Only) . . . . . . . . . . 2B-42

Ground or Inflight APU Start . . . . . . . . . . . . . . . 2B-43

APU Electrical and Bleed Air Operation . . . . . . . . . 2B-45

Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . 2B-46

Postflight/Parking . . . . . . . . . . . . . . . . . . . . . 2B-48

Mooring (Winds in Excess of 40 Knots) . . . . . . . . . 2B-51

Towing and Taxiing . . . . . . . . . . . . . . . . . . . . 2B-53

2B-2 For training only Citation III/VINovember 1998

Hot Weather and Desert Operations . . . . . . . . . 2B-55

Shutdown and Postflight . . . . . . . . . . . . . . . . . 2B-56

Cold Weather Operation . . . . . . . . . . . . . . . . 2B-57

Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-57

APU Start . . . . . . . . . . . . . . . . . . . . . . . . . 2B-58

Engine Start . . . . . . . . . . . . . . . . . . . . . . . . 2B-59

After Engine Start . . . . . . . . . . . . . . . . . . . . . 2B-60

Taxi-Out and Takeoff . . . . . . . . . . . . . . . . . . . 2B-61

Taxi-in and Park . . . . . . . . . . . . . . . . . . . . . . 2B-63

Deicing Supplemental Information . . . . . . . . . . . . 2B-64

Expanded Normal Procedures

Citation III/VI For training only 2B-3February 1994

Checklist UsageTasks are executed in one of two ways:

■ as a sequence that uses the layout of the cockpit controlsand indicators as cues (i.e., “flow pattern”)

■ as a sequence of tasks organized by event rather than panellocation (e.g., After Takeoff, Gear – RETRACT, Yaw Damper –ENGAGE).

Placing items in a flow pattern or series provides organizationand serves as a memory aid.

A challenge-response review of the checklist follows executionof the tasks; the PNF calls the item, and the appropriate pilotresponds by verifying its condition (e.g., “Engine Anti-Ice” [chal-lenge] – “ON” [response]).

Two elements are inherent in the execution of normal proce-dures:

■ use of either the cockpit layout or event cues to prompt thecorrect switch and/or control positions

■ use of normal checklists as “done” lists.


Normal ProceduresBefore Starting EnginesChecklists follow a general pattern (i.e., flow pattern) in thecockpit (e.g., left to right, up, then down).

Oxygen Systems . . . . . . . . . . . . . . CHECKED/AUTOEnsure crew oxygen masks are checked, adjusted, set to100%, and stowed. Observe that the pressure gage on thelower left instrument panel indicates 1,600 to 1,850 PSI, andthat the passenger system is in AUTO.

Circuit Breakers . . . . . . . . . . . . . . . . . . CHECKEDVerify that all operative equipment circuit breakers are in.

Gyro Slave Switches . . . . . . . . . . . . . . . . . . AUTOCheck both the left and right gyro slave switches are in AUTO.

Standby Attitude Indicator . . . . . . TESTED/ON/CAGEDHandle the attitude indicator caging mechanism gently to pre-vent damage. Turn the standby attitude indicator switch ON.Uncage the indicator and verify that no OFF flag is visible.Move the indicator switch to TEST and observe that the testlight illuminates, then move the switch to TEST and observethat the test light illuminates, then move the switch back toON and cage the attitude indicator.

Emergency Light Switch . . . . . . . . . . . . . . . ARMED

2B-4

Cockpit Flow Pattern

NOTE: Leave the standby attitude indicator on to arm theAHRS auxiliary power battery pack (unit 179 and subse-quent and aircraft with SPZ-8000 Digital AutomaticFlight Control System).



Battery Switch . . . . . . . . . . . . . . . . . . . . . . EMERCheck that emergency items receive power.

Battery Switch . . . . . BATT/VOLTS (1 AND 2) CHECKEDCheck for a minimum of 24V on the voltmeter. Move the battery disconnect switch alternately to 1 and 2 and observeindividual battery voltages.

Parking Brake . . . . . . . . . SET/PRESSURE CHECKEDIf APU hydraulic pressure is not available, turn the AUXhydraulic switch to ON and check the hydraulic pressure gagefor pressure. Set the parking brake by applying pressure tothe top of the rudder pedals and pulling up on the parkingbrake handle at the aft end of the center pedestal. Turn theAUX hydraulic switch OFF, if used.

Ground Power . . . . . . . . . . . . . . . . . . . . . . . . ONConnect the ground power unit, if applicable. Ensure the volt-meter reads 28V.

Ground Recognition Light . . . . . . . . . . . . . . . . . ONTurn on the recognition light to advise that the engines areabout to be started.

Environmental Control Panel . . . . . . . . . . . . . . SETSet all switches to the 12 o’clock position or as desired.

ENG BLD AIR (L/R) . . . . . . . . . . . . . . . . . . . . ON

ISOL VALVE . . . . . . . . . . . . . . . . . . . . . . SHUT

CKPT and CAB PACs . . . . . . . . . . . . . . . . . . . ONSelect PACs OFF when operating at airports at or above12,000 ft.

CKPT and CAB TEMP SEL . . . . . . . NORMAL RANGE

2B-6 For training only Citation III/VIFebruary 1994

If APU is to be used for Engine Start:

APU . . . . . . . . . . . . . . . . . . . . . . . . . STARTEDUse manufacturer’s supplemental information for start pro-cedures depending on APU installation, start techniquesand procedures may vary.

Hydraulic Pressure . . . . . . . . . . . . . . . . CHECKEDIf installed, ensure APU hydraulic pump output equals2,900 to 3,100 PSI on the hydraulic pressure indicator.

Environmental Control Panel . . . . . . . . . . . . . . SETSet the control panel as desired to use the APU bleed airfor heating or cooling as necessary. APU is often more effi-cient for environmental control because of the increasedvolume.

APU Bleed Air Valve . . . . . . . . . . OPENED/CLOSEDIf desired, open the APU bleed air valve to allow the APUair into the vessel.

W/S Ice Detect Lights . . . . . . . . . . . . . . . CHECKEDVerify on and unobstructed. The day/night dim switch must beON to test this light.

Fuel Totalizer/Quantity . . . . . . . . . . . . CHECKED/SETCheck fuel quantity on the fuel gage.

Set aircraft weight on the totalizer by pushing the left switchdown to the GW position and inserting the gross weight withthe knob to the right of the switches.

Fuel Temperature . . . . . . . . . . . . . . . . . . CHECKEDCheck that fuel temperature is within limits for the type fuelaboard.



Ignition . . . . . . . . . . . . . . . . . . . . . . . . NORMALCheck that left and right ignition switches are set to NORMAL.Activation occurs on engine start when the start button ispressed and the throttle is out of cutoff.

Generator Switches . . . . . . ON (OFF FOR GPU START)Place the generator switches in the following positionsdepending on engine start.

Battery Start and Cross Generator Start . . . . . . . . GEN

External Power for Both Engine Starts . . . . . . . . . OFF

APU for Both Engines . . . . . . . . . . . . . . . . . . OFFSome APU generators can be used with aircraft generators.

Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Fuel Switches . . . . . . . . . . . . . . . . . CHECKED/SETCheck operation of the wing fuel transfer by moving the trans-fer switch alternately left and right and observing the WINGFUEL XFER OPEN light and appropriate boost pump light forillumination when selected. Check that the fuselage transferswitch is OFF. Check that the LH and RH FUEL BOOSTpump switches are in NORMAL.

Fuel Computers . . . . . . . . . . . . . . . . . . . NORMALCheck the LH and RH FUEL COMP switches are selected toNORMAL for starting engine in the normal mode.

Avionics (and inverters on units 001 to 178) . . . . . . ONTurn the avionics and inverters ON. They are checked whenthe gyros spin up. For units 179 to 199; 203 to 206, theavionics master switch controls the DC avionics and the ACinverters.


TOLD Card/Bugs . . . . . . . . . . . . . COMPLETED/SETRefer to Flight Planning chapter for explanation of properTOLD card preparation.

Rudder Bias . . . . . . . . . . . . . . . . . . TESTED/NORMHold the rudder bias switch in test and observe that the RUDDER BIAS HTR gage on pilot’s left instrument panelreads 7 amps minimum.

Passenger Advisory Lights . . . . . . . . . . . PASS SAFEThe PASS SAFE position illuminates the NO SMOKING,FASTEN SEAT BELT and EXIT signs in the cabin.

Warning Systems . . . . . . . . . . . . . . . . . . CHECKEDCheck the warning system indicators by turning the rotaryselector switch to the respective position.

Selector . . . . . . . . . . . . . . . . . . . . . . . ROTATE

SMOKE FIRE WARN:

LH/RH Eng Fire Lights . . . . . . . . . . . . . . . . . ON

Fire Bell . . . . . . . . . . . SOUNDS FOR 3 SECONDS

Smoke Detect Light . . . . . . . . . . . . . . . . . . . ON

Master Warning Lights . . . . . . . . . . . . . . . . . ON

Fire Detect Fail Light . . . . . . . . . . . . . . . . . . ON

LDG GR:

Green Safe Lights (3) . . . . . . . . . . . . . . . . . . ON

Red Unlocked Light . . . . . . . . . . . . . . . . . . . ON

Warning Horn . . . . . . . . . . . . . . . . . . . SOUNDS



BATT TEMP:

BATT O’TEMP 1/2 Annunciators . . . . . . . . . . FLASH

Master Warning Lights . . . . . . . . . . . . . . . . . ON

Opt Bat Temp Gage Lights . . . . . . . . . . . . . . . ON

Opt Bat Temp Gage . . . . . . . . . . . . . . . . . . -188

ENG INSTR:

LH/RH Ignitor Lights . . . . . . . . . . . . . . . . . . . ON

Digital Turbine Speed Indicator . . . . . . . . . . . . 88.8

Red/Green Lights . . . . . . . . . . . . . . . . . . . . ON

TRIM/FLAP:

Flap INOP/O’HT Light . . . . . . . . . . . . . . . ON/OFF

No Takeoff Warning Horn . . . . . . . . . . . . SOUNDS

PR TRIM FAIL Light . . . . . . . . . . . . . . . . . . . ONIt may be necessary to actuate the primary trim momen-tarily to arm the system.

Master Warning Lights . . . . . . . . . . . . . . . . . ONThe warning lights may be cancelled.

W/S TEMP:

W/S AIR Annunciator . . . . . . . . . . . . . . . . . . ONOn units 001 to 188 (except 183) with SB650-30-08;183; and 189 and subsequent, the W/S AIR annunciatordoes not illuminate; the W/S O’HT and master warninglights illuminate. The master warning may be cancelled.

OVER SPD:

VMO/MMO Warning Horns . . . . . . . . . . . . . SOUND

TAS/SAT/TAT Indicator(if installed) . . . . . . . . . . . . 466 KTS/-45°C/-16°C


AOA/THU REV:

L/R T/R ARM, UNLOCK, DEPLOY Lights . . . . . . . ON

Master Warning Lights . . . . . . . . . . . . . . . . . ONThe warning lights may be cancelled.

Stall Warning Light . . . . . . . . . . . . . . . . . . . ON

Flap SPD BK/SP and AOA Probe Lights . . . . . . . ON

Angle-of-Attack/FD OFF Flaps . . . . . . . . . . APPEARAngle-of-Attack pointer slews to approximately 0 scaleand pauses.

Flap SPD BK/SP, AOA Probe and Stall Warning . . OFF

Angle-of-Attack/Flight Director Flags . . . . DISAPPEAR

Fast/Slow Indicator . . . . . . . . . . . . . . . . . . FASTIndicator pointer moves up scale. At approximately 0.75,the stick shakers operate. Pointer continues to 1.0.

Fast/Slow Indicator . . . . . . . . . . . . . . . . . SLOW

Indicator OFF Flag . . . . . . . . . . . . . . . APPEARSThe OFF flag disappears and the pointer returns throughzero to its position before the test.

ANNU:

All Annunciators . . . . . . . . . . . . . . . . . . . . . ON

Master Warning Lights . . . . . . . . . . . . . . . . . ONMaster warning lights will not cancel.

When Both Avionic Power Switches Are On:

Altitude Alert Horn . . . . . . . . . . . . . . . . SOUNDS

Altitude Alert/Flight Director Lights . . . . . . . . . . . ON



OFF:

Red Light . . . . . . . . . . . . . . . . . . . . . . . . OFFThe TEST light extinguishes when the selector returns toOFF.

Avionics and Inverters . . . . . . . . . . . . . TESTED/SETTest and set radios, NAVs, and flight instruments. ForCitation III units 001 to 178 and Citation VI, check inverterauto changeover by moving the inverter test switch alternate-ly to INV 1 and INV 2 and checking that the appropriate invert-er fail light illuminates; the failed side continues to receivepower. For Citation III units 179 to 199; 203 to 206, movethe manual crossover switch from NORM to 2 to 1 and 1 to 2and check that the inverter fail light illuminates on the failedside; no power should be lost. Return to NORM.

EFIS TEST – SPZ 8000 System:

Warning System TEST Switch . . . . . . . . . . . . ANNUN

Verify the following lights illuminate:

■ CMPTR WARN

■ AHRS BASIC – AHRS AUX PWR

■ EFIS FAN FMSI SX/FMS2 SX

■ AP OFF – YD OFF

■ six triangle-shaped lights on the GC-810.

Warning System TEST Switch . . . . . . . . . . . . . OFF

EFIS TEST Button . . . . . . . . . . . . . . . . . . . PUSHVerify flags, cautions, and flight director command bars arepresented and that radio altimeter tests to 50 ft for Collinsor 100 ft for Honeywell.

EFIS TEST Button . . . . . . . . . . . . . . . . . RELEASE


EFIS TEST – SPZ 650 System with Honeywell EFIS Display:

EFIS TEST Button . . . . . . . . . . . . . . . . . . . PUSH

Verify the following:

■ Radio altimeter tests on both the pilot’s and copilot’s dis-plays (100 ft for Honeywell radio altimeter, 50 ft for theCollins radio altimeter).

■ All digital readouts are replaced with dashes (except radioaltimeter).

■ All flags are in view.

■ Command cue (if selected) is bias from view.

■ Check comparator monitor for illuminated ATT, HDG, andILS lights. Both NAV receivers must be tuned to a localizerfrequency.

■ Test PASS light illuminates in upper corner of EADI.

Windshield Defog Fan . . . . . . . . . . ON/CHECKED/OFFVerify airflow from fan.

Pressurization Panel . . . . . . . . . . . . . CHECKED/SET

AUTO SCHED or ALTITUDE SELECT . . . . AS DESIRED

MAN/NORM . . . . . . . . . . . . . . . MAN THEN NORMThe pressurization system conducts a system self-test. A FAULT light illuminates and then extinguishes in approx-imately two seconds to verify system is functional.

Pressurization . . . . . . . . . . . . . . . . . . . . . . . SETIf using AUTO SCHED, set landing field elevation, altime-ter setting and cabin rate of change on the “pip” mark. Ifusing ALTITUDE SELECT, select the cabin altitude desiredfor flight.



Cabin Altitude Warning Horns . . . . . . . . . . . . CHECKCheck the cabin altitude warning horns by pressing theTEST/MUTE button on the cockpit center pedestal. Thisverifies warning horn operation. A beat frequency indicatesthat both horns are activated.

Speedbrake/Spoiler System . . . . . . . . . . . CHECKEDWith APU hydraulic pressure available, the speedbrake/spoilersystem and aileron boost may be checked prior to engine start.

Speedbrake Lever . . . . . . . . . . . . . . . . . FULL AFT

Speedbrakes Indicator . . . . . . . . . . . . . . . . 100%

SPEED BRAKE Annunciator . . . . . . . . . . . . . . ON

Speedbrakes (4) . . . . . . . . . . . . . . . . VERIFY UP

Spoiler Lever . . . . . . . . . . . . . . . . . . . . . . . . UP

SPOILERS UP Lights . . . . . . . . . . . . . . . . . . ON

SPOILERS UP Annunciator . . . . . . . . . . . . . . ON

Speedbrakes/Spoilers (8) . . . . . . . . . . . VERIFY UP

Spoiler Hold Down . . . . . . . . . . . . . . . . . . . . . ON

SPOILERS UP Lights . . . . . . . . . . . . . . . . . OFF

Speedbrake Indicator . . . . . . . . . . . . . . . . ZERO

SPOILER HOLD DOWN Annunciator . . . . . . . . . ON

SPOILERS UP Annunciator . . . . . . . . . . . . . . OFF

SPEED BRAKE Annunciator . . . . . . . . . . . . . OFF

Speedbrakes/Spoilers . . . . . . . . . . . VERIFY DOWN

Auxiliary Hydraulic Pump . . . . . . . . . . . . . . . NORM

Aux Hyd Pump On or Aux Hyd Press Light . . . . . . ON

Left/Right Roll Control Spoilers . . . . . . . . . . . . . UP


Auxiliary Hydraulic Pump . . . . . . . . . . . . . . . . OFF

Aux Hyd Pump On or Aux Hyd Press Light . . . . . OFF

Left/Right Roll Control Spoilers . . . . . . . . . . DOWN

Spoiler Hold Down . . . . . . . . . . . . . . . . . . . . OFF

SPOILERS UP Lights . . . . . . . . . . . . . . . . . . ON

Speedbrake Indicator . . . . . . . . . . . . . . . . . 100%

SPOILER HOLD DOWN Annunciator . . . . . . . . OFF

SPOILERS UP Annunciator . . . . . . . . . . . . . . . ON

SPEED BRAKE Annunciator . . . . . . . . . . . . . . ON

Speedbrakes/Spoilers (8) . . . . . . . . . . . . . . . . UP

Spoiler Lever . . . . . . . . . . . . . . . . . . . . . . DOWN

Speedbrake Lever . . . . . . . . . . . . FULL FORWARD

SPOILERS UP Light . . . . . . . . . . . . . . . . . . OFF

Speedbrake Indicator . . . . . . . . . . . . . . . . ZERO

SPOILERS UP Annunciator . . . . . . . . . . . . . . OFF

SPEED BRAKE Annunciator . . . . . . . . . . . . . OFF

Speedbrakes/Spoilers (8) . . . . . . . . . VERIFY DOWN

Aileron Boost . . . . . . . . . . . . . . . . . . CHECKED/ON

Aileron Boost Switch . . . . . . . . . . . RESET, THEN ON

AIL BOOST OFF Annunciator . . . . . . . . . . . . . . ON

Aileron Boost . . . . . . VERIFY NO HYDRAULIC BOOST



Pilot’s Control Wheel . . . . . . . . POSITION AND HOLD/ . . . . . . . . . . .VERIFY/RELEASE AND NEUTRALIZEPosition and hold the pilot’s control wheel; it should travelfully against the left or right roll stop. Verify that the appro-priate aileron and roll control spoiler is up. Release thecontrol wheel and allow it to return to the neutral position.Verify left/right ailerons are approximately centered andleft and right roll control spoilers are down.

AIL BOOST Switch . . . . . . . . . . . . . . . . RESET/ON

AIL BOOST OFF Annunciator . . . . . . . . . . . . . . OFFIf the aileron boost system does not turn on, and the AILBOOST OFF annunciator remains illuminated, repeatsteps starting with the pilot’s control wheel position/hold.

AIL BOOST Switch . . . . . . . . . . . . . . . . . . . . OFFA one-second aural tone should sound. Check AIL BOOSTOFF annunciator illuminates.

AIL BOOST Switch . . . . . . . . . . . . . . . . . . . . ONCheck AIL BOOST OFF annunciator extinguishes.

Auxiliary Hydraulic Power . . . . . . . . . . . . . . . NORMPlace the AUX HYD PWR switch to NORM after checks arecomplete.

Engine Sync . . . . . . . . . . . . . . . . . . . . . . . . OFFEnsure switch is in OFF for engine start.

Flaps . . . . . . . . . . . . . . . . . . . . . . CHECKED/SETObserve flap indicator as flaps are set to T.O. setting.

Throttles . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF


Secondary and Primary Trim . . . . . . . . CHECKED/SET

Secondary Trim Check:

Secondary Trim Switch . . . . . . . . . . . . . . . . . ONLift guarded cover and move switch to ON.

Primary Trim Fail Light . . . . . . . . . . . . . . . . . ON

Master Warning Light . . . . . . . . . . . . . . . . . . ONThe SEC TRIM FAULT annunciator may also illuminate.Engage secondary trim momentarily to extinguish.

Master Warning . . . . . . . . . . . . PUSH TO CANCEL

Left Half of Switch . . . . . . . . . . . . . . . . ENGAGEEngage nose-up and then nose-down. Verify stabilizerdoes not move.

Left Half of Switch . . . . . . . . . . . . . . DISENGAGE

Right Half of Switch . . . REPEAT SAME AS LEFT HALF

Entire Switch . . . . . . . . . . . . . . . . . . . ENGAGE

■ Verify movement to nose-up and then nose-down.

■ Stabilizer should follow trim commands.

■ Verify trim audio clacker sounds approximately one second after initiating the trim.

Secondary Trim Switch . . . . . . . . . . . DISENGAGEClose the guarded cover.

Primary Trim Check:Check copilot’s wheel and then pilot’s wheel.

Left Half of Switch . . . . . . . . . . . . . . . . ENGAGE

■ Engage nose-up then nose-down.

■ Verify by the indicator that stabilizer does not move.



Left Half of Switch . . . . . . . . . . . . . . DISENGAGE

Right Half of Switch . . . REPEAT SAME AS LEFT HALF

Entire Switch . . . . . . . . . . . . . . . . . . . ENGAGE

■ Engage nose-up then nose-down.

■ Stabilizer should follow the trim command.

■ Verify trim auto clacker sounds approximately one second after initiating the trim.

AP/TRIM/NWS Disconnect Button . . . DEPRESS/HOLDVerify primary trim stops.

AP/TRIM/NWS Disconnect Button . . . . . . . RELEASEEnsure the primary trim starts to run.

Primary Trim Switch . . . . . . . . . . . . . DISENGAGERepeat check on pilot’s side. Observe warning.

Pilot Side . . . . . . . . . . . . . . . . . . . . . . REPEAT

Primary Trim Switch . . . . . . . . SET TAKEOFF TRIMVerify primary trim fail light extinguishes.

Trim . . . . . . . . . . . . . . . . . . . . . . . . . THREE SETVisually check all three trim indicators are set for takeoff.

WARNING: If the trim continues to move or the clackercontinues to sound after disengagement, the primary trimsystem has failed.


Starting EnginesPreflight Inspection . . . . . . . . . . . . . . . COMPLETED

The area behind the aircraft should be cleared and engineinlets inspected for foreign objects.

Cabin Door . . . . . . . . . . . . . . . . . CLOSED/LOCKEDCheck that the 11 green alignment indicators are in positionand the DOOR UNLOCKED annunciator is out.

Passenger Briefing . . . . . . . . . . . . . . . COMPLETEDAccording to FAR Part 91.519 requirements, the pilot-in-com-mand or a crewmember briefs the passengers on smoking,use of safety belts, location and operation of the passengerentry door and emergency exits, location and use of survivalequipment, and normal and emergency use of oxygen equip-ment. For flights over water, the briefing should include ditch-ing procedures and use of flotation equipment.

An exception to the oral briefing rule is if the pilot-in-commanddetermines the passengers are familiar with the briefing con-tent. A printed card with the above information should beavailable to each passenger to supplement the oral briefing.

Seats, Belts, and Pedals . . . . . . ADJUSTED/SECURED

APU Bleed Air Valve . . . . . . . . . . . . . . . . . CLOSEDClose valve to APU starts to remove APU bleed air due toload on APU.

Isolation Valve . . . . . . . . . . . . . . . . . . . . CLOSEDThis is for APU starts.

Avionics and Inverter Switches . . . . . . . . . . . . . OFFRadios and inverters should be OFF to prevent the possibilityof equipment damage from voltage variances during enginestart.



Engine Instruments . . . . . . . . . . . . . . . . CHECKEDThe engine instrument warning indicators should not beshowing.

Engines . . . . . . . . . . . . . . . . . . . . . . . . STARTEDThe first engine start may be left or right; however, duringboarding or deplaning, the left engine should not be operating.

ENGINE START Button . . . . . . PRESS MOMENTARILYWith the ENGINE START button momentarily depressed,the START button and engine instrument floodlights illumi-nate. This also activates the fuel boost pump and therespective FUEL BOOST ON annunciator; engine rotationcommences.

Above 10% N2, N1 rotation should occur.

Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . IDLETake the throttle out of cutoff when turbine RPM (N2) isgreater than 10%, with indication of fan RPM (N1) rotation.

The illumination of the ITT gage green ignition light indi-cates that 28V DC is present at the ignition unit.

Engine Instruments . . . . . . . . . . . . . . . . MONITOR

ITT . . . . . . . . . . . . . . . . . . . . CHECK FOR RISEIf no rise within 10 seconds or if approaching 890°C, abortstart.

NOTE: If the aircraft is cold soaked below -18°C (dualbattery installation) or 0°C (single battery installation), pre-heat the engines prior to engine start. Use of a groundexternal power unit or the onboard auxiliary power unit isalso recommended. With the use of the onboard auxiliarypower unit, allow the generator output to decrease below50A before starting the aircraft engine.


Oil Pressure . . . . . . . . . . . CHECK FOR INDICATIONIndication should occur within 10 seconds after enginelight-off.

At 20% N2:

N1 . . . . . . . . CHECK FOR INCREASING ROTATION

If No N1 Increase . . . . . . . . . . . . . ABORT START

If engine increases speed rapidly during start, at idle, orat any steady state setting without throttle movement,shut engine down.

At Approximately 48% N2:

Ignition Lights . . . . . . . . . . . . . . . . . . . . . . OFF

FUEL BOOST ON Annunciator . . . . . . . . . . . . OFF

Start Button Light . . . . . . . . . . . . . . . . . . . . OFF

Engine Instruments . . . . . . . . . . . . . . . . . CHECK

Hydraulic Pressure . . . . CHECK (2,900 PSI MINIMUM)The hydraulic pressure may be in the yellow arc duringsingle-engine ground operation when turbine (N2) RPMis below 65%.

Hydraulic Pressure Low Light for Operating Engine OFF

Generator Light . . . . . . . . . . . . . . . . . . . . . OFFIf starting with the generator switches OFF, the annunci-ator remains illuminated.

If Cross Generator Starting Second Engine:

Operating Engine . . . . . . . . . . . . . . . SET 61% N2

Generator . . . . . . . . . . . . . . . . . . . . . . . . GENIt is recommended that the generator amperage be lessthan 200A prior to starting second engine.



Starting Second Engine:

Other Engine . . . . . . . . . . . . . . . . . . . . . STARTRepeat engine start procedures beginning with ENGINESTART button.

If GPU or APU Used for Start:

Generators . . . . . . . . . . . . . . . . . . . . . . . GEN

Hydraulic Pressure . . . . . . . . . . . . . . . . . CHECKEDPressure should be 2,900 PSI minimum.


Before TaxiGround Power Unit (if applicable) . . . . DISCONNECTED

Verify GPU unit is clear and will not interfere with aircraft.

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

DC Amps and Volts . . . . . . . . . . . . . . . . CHECKED

Battery Switch . . . . OFF/CHECK VOLTAGE DROP/BATTTurn the BATT switch to OFF and observe 24V minimumon the voltmeter with the voltage select switch in BATTposition. Turn the BATT switch back to BATT.

Generators . . . . . . . . . . . . . . . . . . . . . . CHECKAlternately select the left and right generators to OFF andback to ON. In OFF, check the voltage of the OFF genera-tor with the voltage select switch and note that the operat-ing generator assumes the load on the ammeter. When theselect switch is in BATT, the voltmeter reads bus voltage ofthe ON generator. Both generators should read 28V in theON or OFF position.

Avionics (and Inverter Switcheson Units 001 to 178) . . . . . . . . . . . . . . . . . . . ON

Auto Temp . . . . . . . . . . . . . . . . . . . . AS DESIREDSelect desired temperature on the environmental panel.



Emergency Pressurization . . . . . . . . . . . . CHECKED

Throttles . . . . . . . . . . . . . . . . . . . . . . . . . IDLE

Left Engine Bleed Switch . . . . . . . . . . . . . . . EMERThe LH EMER PRESS ON annunciator illuminates. Ensureemergency bleed air valve is open (audible).

Left Engine Bleed Switch . . . . . . . . . . . . . . . . . ONThe LH EMER PRESS ON annunciator extinguishes andthe emergency bleed airflow stops.

Right Engine Bleed Switch . . . . . . . . REPEAT STEPS . . . . . . . . . . . . . . . . . . . . . . . . .USED FOR LH

Cockpit Auxiliary Heater . . . . . . . CHECKED AND OFF

Fan/Heat Switch . . . . . . . . . . . . . . . . . . . . . . HIVerify there is a minimum of a 50-amp load increase pergenerator. Verify increased airflow is present.

Fan/Heat Switch . . . . . . . . . . . . . . . . . . . . . OFF

Ground Idle . . . . . . . . . . . . . . . . . . . . . . NORMAL

Fuel Control Man Governors . . CHECKED AND NORMALIf engine accelerates uncontrollably, switch computer imme-diately back to NORM and shut engine down.

LH FUEL COMP Switch . . . . . . . . . . . . . . . . . MANCheck for a change in idle N1 RPM.

Left Throttle . . . . . . . . . . . . . . . . . . . . ADVANCECheck for an increase in the N2 RPM; if no change, shutengine down.

LH FUEL COMP Switch . . . . . . . . . . . . . . . . NORM

RH FUEL COMP Switch . . . . . . REPEAT STEPS USED . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FOR LH


Speedbrake/Spoiler System . . . . . . . . . . . CHECKEDPerform check if not already accomplished in Before StartingEngines check.

Aileron Boost . . . . . . . . . . . . . . CHECKED AND ONPerform check if not already accomplished in Before StartingEngines check.

AUX HYD PWR Switch . . . . . . . . . . . . . . . NORMAL

Autopilot (Except SPZ 8000) . . . . . . . . . . . CHECKED

Stabilizer Trim . . . . . . . . . . . . . . . . . . . ACTUATEMomentarily actuate either primary trim switch in eitherdirection to engage the trim clutch.

TEST EACH FLT Button . . . . . . . . . . . PRESS/HOLD

AUTOPILOT OFF and AP TORQUE Lights . . . . . . ON

Warning Horn . . . . . . . . . . . . . . . . . . . SOUNDS

VG PITCH and VG ROLL Lights . . . . . . . . . . . . ON

TEST EACH FLT Button . . . . . . . . . . . . . RELEASE

Autopilot . . . . . . . . . . . . . . . . . . . . . . . ENGAGEVerify proper response from control column and wheel dur-ing pitch wheel command and turn knob command.(Manual turn knob is not available on aircraft with SPZ8000).

Autopilot . . . . . . . . . . . . . . . . . . . . . DISENGAGE

AUTOPILOT OFF Light . . . . . . . . . . . . . . . . . . ON

Warning Horn . . . . . . . . . . . . . . . . . . . . SOUNDS

Nosewheel Steering . . . . . . . . . . . . . . . . . . . . ONCheck for an illuminated green ON light on the NOSEWHLSTEERING switch.



Taxi

Brakes . . . . . . . . . . . . . . . . . . . . . . . . CHECKEDCheck the pilot’s and copilot’s brake pedals to verify brakeaction.

Nosewheel Steering . . . . . . . . . . . . . . . . CHECKEDCheck nosewheel tiller and rudder pedals for operation.

Thrust Reversers . . . . . . . . . . . . . . . . . . CHECKED

Thrust Reverser Levers . . . . . . . . . . . . . . . DEPLOYVerify the ARM, UNLOCK, DEPLOY, and RUDDER BIASannunciators illuminate.

STOW Switches . . . . . . . . . . . . . . . . . . . . EMERVerify the DEPLOY, UNLOCK, and RUDDER BIAS lightsextinguish and the ARM annunciator remains illuminated.

Thrust Reverser Levers . . . . . . . . . . . . . . . . STOWThe ARM lights remain illuminated.

Stow Switches . . . . . . . . . . . . . . . . . . . . . NORMVerify the ARM lights extinguish.

CAUTION: On aircraft with AHRS, movement of the air-craft is prohibited prior to completion of the AHRS groundalignment, which is approximately three minutes.

NOTE: Momentary positioning of the VERT GYRO switchto the FAST position displays the AHRS Time-to-Align onthe EHSI. The compass card serves as the clock, with180° being equal to three minutes, 0° being equal to zeroseconds, and each degree representing one second.


Flight Instruments . . . . . . . . . . . . . . CHECKED/SET

Airspeed Indicator . . . . . . . . . . . . . . . . . . . ZERO

Vertical Gyro/ADI . . . . . . . . . . . . . ERECT/NO FLAG

Turn-and-Bank Indicators . . . . . PROPER INDICATIONS

Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . SET

Vertical Speed Indicators . . . . . . . . . . . . . . . ZERO

Horizontal Situation Indicator . . . . . . . . . . . NO FLAG

Radio Magnetic Indicators/HSI/Compasses . . . . . . . . . . . . VERIFY INDICATIONS/

. . . . . . . . . . . . . . . . . . . . . . . .FREE TURNING

APR (if installed) . . . . . . . . . . . . . . . . . . . . CHECK

Both Throttles . . . . . . . . . . . . . . . . . . . . . . IDLE

APR ARM/DISARM Switch . . . . . . . . . . . . . . PUSHVerify APR ARM light illuminates.

Throttle . . . . . . . . . . . . . . ADVANCE ONE ENGINE . . . . . . . . . . . . . . .5 TO 10% ABOVE IDLE SPEED

Verify that APR ON light illuminates.

Both Throttles . . . . . . . . . . . . . . . . . . . . . . IDLE

APR ARM/DISARM Switch . . . . . . . . . . . . . . PUSHVerify that both left and right N2 speeds decrease approxi-mately one percent. The APR ARM and APR ON lightsextinguish.



Before TakeoffTrim . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 SET

Set the aileron and rudder to zero. Set stabilizer to takeoffsetting (see Flight Planning chapter).

Flaps . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF

Check the flap indicator for proper takeoff flap setting.

Control Lock . . . . . . . . . . . . . . . . . . . . . . . . OFF

In windy conditions, control locks may be engaged with nose-wheel steering (tiller) and limited throttle control available.

Flight Controls . . . . . . . . . . . . . . . . . . . . . . FREE

Check that all controls are free, correct, and have full travel.

Anti-Ice . . . . . . . . . . . . . . CHECKED/AS REQUIRED

Windshield Alcohol . . . . . . . . . . . . . . . . . . ON/OFFVerify fluid flow before switching to switch OFF.

W/S BLD Switch . . . . . . . . . . . . . . . . . . . . . LOW

NOTE: If the flap handle is not positioned to a detent, thesystem will show FLAPS INOP. Position the flap handle tothe respective detent and reset the flap system (units 001to 206 with SB650-27-37 or 27-39).

NOTE: SB650-27-37; DC Flap System Installation forService Test Airplanes (units 97, 108, 127, 150, 162, and 219).

SB65-27-39; DC Flaps System Installation (units 001 to199 and 203 to 206 without SB650-27-37).


Windshield Manual Valves . . . . . . . . . . . . . . . MAX

■ Listen for airflow.

■ Verify W/S AIR annunciator illuminates (except on units183, 189 and subsequent, aircraft with SB650-30-08).

■ The windshield bleed air nozzles must be free of waterbefore flight to prevent inflight freezing that could preventneeded air flow. After rain exposure or washing the air-craft, increase power to purge the nozzles of moisture andensure adequate flow.

W/S BLD Switch . . . . . . . . . . . . . . . . . . . . . OFF

Windshield Manual Valves . . . . . . . . . . . . . . . . OFF

Wing Anti-Ice LH/RH . . . . . . . . . . . . . . . . . . . ON

■ Check for a minimum of 10° ITT rise on each engine.

■ Verify wing ANTI-ICE LH/RH lights illuminate.

Wing Anti-Ice LH/RH . . . . . . . . . . . . . . . . . . . OFF

Engine Anti-Ice LH/RH . . . . . . . . . . . . . . . . . . ON

■ Check for a rise on the DC ammeters.

■ Check for a minimum of 10° ITT rise on each engine.

■ Verify engine anti-ice LH/RH lights illuminate.

■ Verify ignition lights illuminate.

Engine Anti-Ice LH/RH . . . . . . . . . . . . . . . . . . OFF

Stabilizer Deice LH/RH . . . . . . . . . . . . . . . . . TEST

■ Check that the STAB DE-ICE LH/RH lights illuminate.

■ Verify ammeters indicate in the green arcs.

■ Verify LH/RH volts are in the green arc.

Stabilizer Deice LH/RH . . . . . . . . . . . . . . . . . OFF

Anti-Ice Systems . . . . . . . . . . . . . . . AS REQUIRED



■ Check OAT versus RAT. Turn on anti-ice when operatingin visible moisture and ram air temperature (RAT) isbetween +10 and -30°C.

■ Use anti-ice when on the ground if OAT is between +10and -30°C and the temperature dew point spread is lessthan 4°C.

Avionics . . . . . . . . . . . . . . . . . . . . . . . CHECKED

Set flight instruments and bearing pointers as desired. Tune theCOMM/NAV/ADF radios to required frequency. Set VNAV con-troller. Set transponder to STBY. On aircraft equipped withSPZ 8000 AFCS, verify no flags in EADI and EADI displays.

Engine Instruments . . . . . . . . . . . . . . . . CHECKED

Fuel Quantity . . . . . . . . . . . . . . . . . . . . CHECKED

The minimum fuel load for takeoff is 350 lbs per wing tank.

Standby Attitude Indicator . . . . . . . . . . . . UNCAGED

APR ARM/DISARM Switch (if installed) . . . . . . . . PUSH

Verify APR ARM light illuminates.

T.O. Data . . . . . . . . . . . . . . . . . . . . . CONFIRMED

See Flight Planning chapter.

Crew Briefing . . . . . . . . . . . . . . . . . . COMPLETED

See Standard Operating Procedures chapter.

NOTE: If APR ON light illuminates, verify that turbinespeeds (N2) are within 5%. Push APR ARM/DISARMswitch to reset the system; verify APR ON light extin-guishes.

If APR system is activated by manually pushing theAPR ON switch, pushing the APR ON and APRARM/DISARM switches disarms the system.


TakeoffTransponder . . . . . . . . . . . . . . . . . . . . . . . . . ON

Turn transponder from STBY to ON with the assigned code.

Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Turn on the ignition to help preclude a flameout in case of for-eign object/water ingestion. Verify the ignition lights illuminate.

Strobe and Exterior Lights . . . . . . . . . . . . . . . . ON

Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . OFF/ON

RAT and Pitot/Static Heat . . . . . . . . . . . . . . . . . ON

Annunciator Panel . . . . . . . . . . . . . . . . . . NORMAL

The GROUND IDLE annunciator extinguishes when landinggear squat switches open at takeoff. The PAC HP VLVOPEN annunciators extinguish when one or both throttlesare above the 55% N1 setting (sea level).



ClimbGear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP

With a positive rate-of-climb established, pull the gear handleout and place in the UP position. The green gear down lights(LH/NO/RH) extinguish with the unlocking of the gear down-locks. The red UNLOCK light illuminates until the gear reachesthe up-and-locked position. Gear transit takes approximatelysix seconds.

Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . ON

Ensure pilot-in-command is aware that flight control inputs,such as yaw damper, are being engaged.

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP

Upon reaching a safe altitude and a minimum airspeed of V2+25 KIAS with wings level, push the flap handle in and moveit full forward to the UP detent. Observe the flap position indi-cator to the left of the handle moves to FLAPS UP.

Airspeed in excess of the minimum retraction airspeedaccentuates the pitch change during retraction.

CAUTION: Extreme transient pressures may be pro-duced inside the main landing gear actuators if impropercycling of the landing gear is accomplished. If one or moregear is extended, ensure that gear control handle is set toDN before engaging the gear control CB. If gear controlhandle is set to UP when electrical power is applied(engaging CB), damage to actuator may occur.


APR ARM/DISARM Switch (if installed) . . . . . . . . PUSH

Verify APR ARM light extinguishes.

Engine Sync . . . . . . . . . . . . . . . . . OFF/FAN/TURB

The left engine is the master; adjust right throttle until point-er is close to the left engine RPM before selecting FAN orTURB.

Climb Power . . . . . . . . . . . . . . . . . . . . . . . . SET

Check climb power setting chart for proper RPM versus alti-tude and temperature. Do not exceed 890°C ITT. Adjustthrottle as necessary. Use of engine anti-ice reduces allow-able fan speed and dictates close monitoring of ITT and RPMlimits.

NOTE: If the flap handle is not positioned to a detent,the system will show FLAPS INOP. Position the flaphandle to the respective detent and reset the flap sys-tem (units 001 to 206 with SB650-27-37 or 27-39).

NOTE: SB650-27-37; DC Flap System Installation forService Test Airplanes (units 97, 108, 127, 150, 162,and 219).

SB65-27-39; DC Flaps System Installation (units 001to 199 and 203 to 206 without SB650-27-37).



Pressurization . . . . . . . . . . . . . . . . . . . CHECKED

Check cabin altitude, cabin rate of climb, and differentialpressure indicators for proper pressure schedule. For opera-tions from airports at or above 12,000 ft, turn on thecabin/cockpit PAC. (See Before Landing Checklist).

When cabin altitude decreases to less than 12,000 ft, turnpassenger oxygen to AUTO.

Baggage Heater . . . . . . . . . . . . . . . . . . . . OFF/ON

Observe generator load limits when operating the baggageheaters.

Passenger Advisory Lights . . . . . . . . . AS REQUIRED

Selecting the passenger advisory light switch to SEAT BELTleaves the cabin advisory light illuminated and extinguishesthe NO SMOKING and emergency EXIT lights.

Ignition . . . . . . . . . . . . . . . . . . . . . . . . NORMAL

NOTE: For airports above 12,000 ft, the cabin will initial-ly pressurize at a rate greater than 3,000 FPM until thecabin altitude comes into the range of the pressurizationcontroller (approximately 10,000 ft cabin altitude).


Fuselage Fuel Transfer . . . . . . . . . . . . . . . . OFF/ON

■ Do not start fuel transfer until fuel in each wing tank isapproximately 2,900 lbs.

■ Start fuel transfer at or prior to wing fuel quantity reaching2,500 lbs per side (5,000 lbs total).

■ Switch on transfer pumps prior to 30,000 ft.

Altimeters . . . . . . . . . . . . . . SET (TRANSITION LVL)

Set the altimeters to 29.92 at the transition altitude andcrosscheck.

Recognition Lights . . . . . . . . . . . . . . . . . . . . OFF

Do not operate the anti-collision lights in conditions of fog,clouds, or haze, because the light beam reflection maycause disorientation or vertigo.



CruiseThrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Upon reaching level flight, climb thrust can be maintaineduntil the desired cruise airspeed is achieved; the thrust canthen be adjusted to maintain the airspeed obtained from theAFM.

If engine RPM does not automatically synchronize at thedesired cruise setting, turn off the engine synchronizer, syn-chronize the engines with the throttles, and turn the synchro-nizer switch back to FAN or TURB.

Avoid severe turbulence but, if encountered, turn on ignitors,and maintain airspeed at approximately 200 KIAS or 0.75Mach, whichever is less.

Pressurization . . . . . . . . . . . . . . . . . . . CHECKED

Verify the pressurization system is maintaining the selectedpressurization schedule.

Fuselage Fuel Transfer . . . . . . . . . OFF (XFER COMP)

The FUS TANK LOW annunciator illuminates at the end offuel transfer and the FUS TANK FUEL PUMP 1 and 2 annun-ciators extinguish when the pumps automatically stop. TheFUS TANK LOW annunciator extinguishes when the FUSFUEL XFER switch is turned OFF.

Oxygen Masks . . . . . . . . . . . . . . . . . AS REQUIRED


DescentDefog Fan . . . . . . . . . . . . . . . . . . . AS REQUIRED

■ Position windshield defog control (units 179 and subsequent)to NORM 30 minutes prior to descent.

■ Select the HI position on defog fan switch 15 minutes prior todescent or 30 minutes prior to descent into high humidityconditions.

■ Turn windshield anti-ice ON 30 minutes prior to descent.

■ Select 75° or warmer on the cockpit PAC.

■ Turn the auxiliary heater ON if windshield starts to fog over.

Windshield Bleed Air . . . . . . . . . . . . . AS REQUIREDTurn windshield bleed air valves to MAX.

Pressurization . . . . . . . . . . . . . CHECKED AND SETSelect altitude of destination and field barometric pressure onthe pressurization controller.

Anti-Ice . . . . . . . . . . . . . . . . . . . . . AS REQUIREDWith evidence of icing on descent, maintain sufficient powerfor anti-icing.

Turn on all anti-ice systems when operating in visible mois-ture and the ram air temperature is between +10 and -30°C.Under extreme conditions, airframe ice may form between+10 and -40°C outside air temperature (static air tempera-ture).

To reduce the time requirement for the thermal bleed air anti-ice systems to reach operating temperature, it is recom-mended that they be turned on prior to reducing engine powerfor descent.

Keep engine power above flight idle to keep the wing, wind-shield, and engine anti-ice lights extinguished.

Oxygen Masks . . . . . . . . . . . . . . . . . . . . STOWED



TOLD Card/Bugs . . . . . . . . . . COMPLETED AND SETSet the VREF, VAC, (VAPP), VFR (VREF + 25 KIAS), VZF (VREF +40 KIAS), and N1 speeds. Brief crew on expected approach.(See Standard Operating Procedures chapter).

Altimeters . . . . . . . . . . . . . . SET (TRANSITION LVL)Set altimeters at transition level and crosscheck.

Recognition Lights . . . . . . . . . . . . . . . . . . . . . ON

ApproachAvionics and Flight Instruments . . . CHECKED AND SET

Fuel Transfer (Wing and Fuselage) . . . . . . . . . . . OFF

Exterior Lights . . . . . . . . . . . . . . . . . AS REQUIRED

Engine Sync . . . . . . . . . . . . . . . . . . . . . . . . OFF


Before LandingWhen landing at airports above 8,000 ft, turn off the passengeroxygen prior to cabin altitude reaching 12,000 ft, and turn thecabin/cockpit PACs OFF. To reduce the depressurization tran-sient, first increase cabin altitude.

Flaps . . . . . . . . . . . . . . . . . . . . . . AS REQUIREDFlaps may be extended to 7° or 20° below 210 KIAS. Checkindicator to verify position.

Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONTurning the ignition ON may preclude flameout due to a birdstrike or other foreign object ingestion during approach andlanding.

Passenger Advisory Lights . . . . . . . . . . . PASS SAFEIlluminate the NO SMOKING, FASTEN SEAT BELT, andEMERGENCY EXIT signs.

Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWNPull gear handle out and place to DOWN position to extendlanding gear. The red UNLOCK light illuminates while thegear is extending. Check for the three green gear down lights.The gear down lights illuminate and the UNLOCK light extin-guishes when the gear is full down.

Maximum Landing Gear Operating Speed (VLO) . . . . . . . . . . . . . 210 KIAS

Maximum Gear Extended Speed (VLE) . . . . . . 210 KIAS

Nosewheel Steering . . . . . . . . . . . . . . . . . . ARMEDDepress the nosewheel steering switch to arm and verify theARMED light is on.

Annunciator Panel . . . . . . . . . . . . . . . . . . . CHECK



Flaps . . . . . . . . . . . . . . . . . LDG FLAP SCHEDULEFlaps may be extended to 20° below 210 KIAS or to FULLbelow 170 KIAS. Verify position on the indicator.

Autopilot and Yaw Damper . . . . . . . . . . . . . . . . OFF


After LandingIt is recommended the checklist be delayed until the aircraft isclear of the runway.

Nosewheel Steering . . . . . . . . . . . . . . . . . . . . ONVerify the nosewheel steering light ON is illuminated.

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UPDo not retract flaps to UP after landing on runways coveredwith snow or slush until flap tracks have been inspected andfound free of any snow or slush accumulation.

Thrust Reversers . . . . . . . . . . . . . . . . . . STOWED

Spoilers/Speedbrakes . . . . . . . . . . . . . RETRACTED

Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Windshield Bleed Air . . . . . . . . . . . . . AS REQUIREDIn humid conditions, leave windshield anti-ice ON, increaseengine power as required for external defogging, and closecopilot’s windshield bleed air valve for improved pilot’s exter-nal defogging.

Landing and Strobe Lights . . . . . . . . . . . . . . . . OFF

Ignition . . . . . . . . . . . . . . . . . . . . . . . . NORMAL

Baggage Heater . . . . . . . . . . . . . . . . . . . . . . OFF

CAUTION: Do not advance throttles until the thrustreverser UNLOCK lights extinguish.



Control Lock . . . . . . . . . . . . . . . . . . AS REQUIREDWith strong or gusty wind conditions, it is advisable to lock theflight controls during taxi.

Cockpit Auxiliary Heater . . . . . . . . . . . . . OFF/COOLTurn off cockpit auxiliary heater and allow to cool for at leasttwo minutes before turning off the battery during shutdown.


Ground APU Start (Ground Use Only)If APU FAIL light is illuminated, do not attempt APU start.

Aircraft Generator(s) (if applicable) . . . . . . . . . . GEN

BATT Switch . . . . . . . . . . . . . . . . . . . . . . . . OFFCheck for a minimum of 24V from the battery.

APU Master Switch . . . . . . . . . . . . . . . . . . . . . ON

APU FAIL Light . . . . . . . . . . . . . . . . VERIFIED OFF

APU Test Button . . . . . . . . . . DEPRESSED/VERIFIEDDepress the test button; the fire bell sounds and the followinglights illuminate:

■ Fire warning

■ APU FAIL

■ APU RELAY ENGAGED

■ BLEED VAL OPEN

■ READY TO LOAD.

APU Test Button . . . . . . . . . . . . . . . . . RELEASED

APU Generator . . . . . . . . . . . . . . . . . . . . . . . OFF

APU Bleed Air Valve Switch . . . . . . . . . . . . CLOSED

APU START/STOP Switch . . . . . . . . . . . . . STARTEDActuate the start switch momentarily and release.

APU RELAY ENGAGED Light . . . . . . . . . . . . . . . ONThe light illuminates, then extinguishes prior to illumination ofthe READY TO LOAD light.

READY TO LOAD Light . . . . . . . . . . . . . . . . . . . ON

BATT Switch . . . . . . . . . . . . . . . . . . . . . . . BATTSTART is complete.



Ground or Inflight APU StartWith main generators on and operating, the main engine startlights illuminate when starting the auxiliary power unit on theground. In flight, only the battery provides starter power.

Right Engine Fuel Boost Pump (Unit 179 and Subsequent) . . . . . . . . . . . . . . . ON

APU STRTR DISENGAGE Switch . . . VERIFIED NORMAL

APU Master Switch . . . . . . . . . . . . . . . . . . . . . ON

APU FAIL Light . . . . . . . . . . . . . . . . VERIFIED OFF

APU Test Button . . . . . . . . . . . . . . . . . DEPRESSEDDepress the test button; the fire bell sounds and the followinglights illuminate:

■ Fire warning

■ APU FAIL

■ APU RELAY ENGAGED

■ BLEED VAL OPEN

■ READY TO LOAD

APU Test Button . . . . . . . . . . . . . . . . . RELEASED

APU Generator . . . . . . . . . . . . . . . . . . . . . . . OFFWith one or both main generators operating above idle RPM,the APU generator does not provide current to the DC bus.No amperage is indicated on the APU ammeter, and the APUrelay engaged light is extinguished. This mode of operation isthe generator standby mode.

The APU generator is automatically current-limited forapproximately three minutes after starting the APU or eithermain engine.


APU Bleed Air Valve Switch . . . . . . . . . . . . CLOSED

APU START/STOP Button . . . . . . . . . . . . . STARTEDDepress start button only momentarily and release.

APU RELAY ENGAGED Light . . . . . . . . . . . . . . . ONThe light illuminates, then extinguishes prior to illumination ofthe READY TO LOAD light.

READY TO LOAD Light . . . . . . . . . . . . . . . . . . . ONThis light illuminates when APU start is complete.

APU Generator . . . . . . . . . . . . . . . RESET THEN ONFor unit 179 and subsequent, set to ON.

APU Ammeter . . . . . . . . . . . . . . . . . . . . CHECKED150 amps maximum.

APU Bleed Air Valve Switch . . . . . . OPEN AS DESIRED

Right Engine Fuel Boost Pump (On Unit 179 and Subsequent) . . . . . . . . . . . NORM

PAC Isolation Valve . . . . . . . . . . . . . . . . . . . OPENNormal maximum RPM speed and EGT are 103% RPM and688°C.



APU Electrical and Bleed Air OperationREADY TO LOAD Light . . . . . . . . . . . . VERIFIED ON

APU Generator . . . . . . . . . . . . . . . . . . . . . . . ON

APU RELAY ENGAGED Light . . . . . . . . ILLUMINATED

Battery DC Volts and APU Amperes . . . . . . . CHECKED

Hydraulic Pressure . . . . . . . . . . . . . . . . . CHECKEDPressure should be 2,900 to 3,100 PSI; HYD PRESS LOWRH annunciator is extinguished.

Temperature Select Switches . . . . . . . . . AS DESIREDManual hot temperature control may cause the air distributionducts to overheat and illuminate the DUCT O’HEAT lights.

PAC Select Switches . . . . . . . . . . . . . . . . . . . . ON

Isolation Valve . . . . . . . . . . . . . . . . . . . . . . OPEN

Engine Bleed Air Switches . . . . . . . . . . . . . . . . ON

APU Bleed Air Valve Switches . . . . . . . . AS DESIRED


Shutdown

Parking Brake . . . . . . . . . . . . . . . . . . . . . . . SETPressing both brake pedals down and pulling up on the park-ing brake handle on the center pedestal sets the parkingbrakes. Do not leave the aircraft unattended without chocks orthe parking brake set.

Standby Attitude Indicator . . . . . . . . OFF AND CAGEDCage the indicator by pulling the knob and rotating it clockwise.

Emergency Light Switch . . . . . . . . . . . . . . . . . OFF

Avionics (and Inverter Switcheson units 001 to 178) . . . . . . . . . . . . . . . . . . . OFF

Passenger Advisory Lights . . . . . . . . . . . . . . . OFF

Aux Hydraulic Pump . . . . . . . . . . . . . . . . . . . OFF

Windshield Bleed Air . . . . . . . . . . . . . . . . . . . OFF

Defog Fan . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFThrottles are positioned to OFF after two minutes of beingbelow 38% fan (N1) RPM. This allows temperatures in theengine to stabilize prior to shutdown.

APU Bleed Air Valve . . . . . . . . . . . . . . . . . CLOSED

APU Generator . . . . . . . . . . . . . . . . . . . . . . . OFF

NOTE: If the brakes are hot, do not set parking brake.



APU . . . . . . . . . . . . . . . . . . . . . . . . SHUT DOWN

APU Generator . . . . . . . . . . . . . . . . . . . . . . OFF

APU Relay Engage Light . . . . . . . . . . . . . . . . OFF

APU Start/Stop Switch . . . . . . . . . . . . . . . . . STOPDepress only momentarily.

APU Master Switch . . . . . . . . . . . . . . . . . . . . OFF

Isolation Valve . . . . . . . . . . . . . . . . . . . . . SHUT

PAC Select Switches . . . . . . . . . . . . . . AS DESIRED

Environmental Control Panel . . . . . . . . . . . . . . SET

Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . OFF

Battery Switch . . . . . . . . . . . . . . . . . . . . . . . OFFPosition the battery switch to the center (OFF) position.Exercise care not to place the switch in EMER. MostEmergency bus items drain the battery significantly over anextended period of time.

Control Lock . . . . . . . . . . . . . . . . . . . . ENGAGED


Postflight/ParkingHead the aircraft into the prevailing wind when it is parked foran extended period. Generally, however, short term parkingdirection depends on the best position for convenience andease of maintenance.

Park on a hard, level surface.

Parking Brake . . . . . . . . . . . . . . . . . . . . . . . SET

Gust Lock . . . . . . . . . . . . . . . . . . . . . . ENGAGED

Wheel Chocks . . . . . . . . . . . . . . . . . . . . IN PLACEMinimum 4-inch chocks are recommended. When refueling,leave a gap between chocks and tires to allow the tires tocompress without trapping the chocks.

Aircraft/Engines . . . . . . CHECK GENERAL CONDITIONIf engine restarts are required within 20 to 45 minutes afterengine shutdown, rotate the fan by hand several times ormotor the fan for five seconds by the starter, approximately 10minutes after shutdown.

Engine Oil Quantity . . . . . . . . . . . . . . . . CHECKEDVisually check oil level at the oil sight gage within one hour ofengine shutdown.

Left and Right Main Gear . . . . . . . . . . . . INSPECTEDInspect for problems on the following items:

■ hydraulic leaks

■ tire inflation

■ brake lines

■ anti-skid.



Oxygen Masks . . . . . . . . . . . . . . . . . UNPLUGGEDTo prevent possible oxygen loss because of mask leakage,unplug oxygen masks between flights.

Optional EROS Oxygen Mask . . . . . . . . . . REMOVED . . . . . . . . . . . . . . . . . . . . . . . .(IF REQUIRED)

Remove the EROS masks from the aircraft if ground cold-soak conditions of -15°C or colder are anticipated. Keepmasks in 0°C or warmer ambient conditions.

Exiting Aircraft . . . . . . . . . . . . . . BATT SWITCH ONFor deplaning at night, the battery switch may be left in BATTto make available all cabin lighting until passengers and cabinbaggage are disembarked. Turning the EXTERIOR WINGINSP LIGHTS switch ON provides additional illumination infront of the cabin door. An illuminated courtesy light switch onthe forward door post is wired to the Hot Battery bus and turnson the emergency exit lights.

If the aircraft is to be parked for an extended period, discon-nect the batteries to prevent battery depletion. Batteries canbe depleted through drainage by the voltmeter or a malfunc-tioning entrance door or compartment light switch.

Pitot Tube Covers . . . . . . . . . . . . . . . . . INSTALLEDWhen securing the aircraft, install the pitot tube covers.

Battery, Passenger Advisory, and Courtesy Light . . OFFCheck that the battery, passenger advisory and courtesy lightswitches are OFF. Closing the door extinguishes the integralcourtesy light.


Engines . . . . . . . . . . . . . . . . . . . INSTALL COVERSAllow engines to cool down at least 20 minutes beforeinstalling engine inlet and exhaust covers.

Parking Brake . . . . . . . . . . . . . . . . . . . RELEASEDDo not use the parking brake for an extended period.

Doors . . . . . . . . . . . . . . . . . . . . CLOSED/LOCKEDAll doors and the nose compartment should be key-locked.Install a locking pin in the internal emergency exit door han-dle to prevent access from the outside. This pin must beremoved prior to the next flight.

Static Ground Cable . . . . . . . . . . . . . . CONNECTED


Citation III/VI For training only 2B-51April 1998

Mooring (Winds in Excess of 40 Knots)

Moor the aircraft if it remains outside for an extended period ofif winds up to 70 knots are forecast. Hangar the aircraft whenwind velocities of 70 knots or more are forecast.

Aircraft . . . . . . . . . . HEADED INTO EXPECTED WINDWhen parking an aircraft for extended period of time, headthe airplane into the average wind direction for the season ofthe year.

Control Lock . . . . . . . . . . . . . . . . . . . . ENGAGED

Parking Brake . . . . . . . . . . . . . . . . . . . . . . . SETLet hot brakes cool before setting. Engage surface controlgust locks.

Do not set parking brakes for extended parking.

Main Gear/Nose Gear . . . . . . . . . . . . . . . CHOCKEDChock main wheels fore and aft, and tie the chocks together.Using one-inch rope, secure nose and main landing gear tothe tie-down anchors. Do not wrap rope around hydraulic lineor electrical wiring when securing the gear strut.

Tail . . . . . . . . . . . . . . . . . . . . . . . . . . SECUREDUsing one-inch rope, secure tailskid to the tie-down anchorsto the left and right with slack in the ropes (rope will shrinkwhen wet).

Aircraft . . . . . . . . . . . . . . . . . . . . . . . GROUNDEDSecure aircraft to an approved ground.

Engine/Pitot Covers . . . . . . . . . . . . . . . INSTALLEDInstall engine inlet and exhaust covers and pitot covers.

CAUTION: After any wind storm, check the aircraft forstructural damage.

27.85 FT

30.18 FT

4.68 FT

21.25 FT


Tow Bar Turning Radius

2B-1



Towing and TaxiingOn hard surfaces, tow the aircraft using a yoke-type tow barattached to the nose gear.

When the aircraft is on a soft surface (e.g., sand, soft ground,or mud), attach cables or ropes to each main gear for towing.When towing on soft surface, accomplish steering through therudder pedals.

While towing or taxiing an aircraft with a flat tire is not recom-mended, a situation may require it. In such a case, tow or taxithe aircraft forward enough to clear the immediate area; avoidsharp turns.

Observe the tow bar turning radius (Figure 2B-1) and taxi turn-ing radius (Figure 2B-2, following page).


21.99 FT

33.35 FT

10.38 FT

Taxi Turning Radius

2B-2


Citation III/VI For training only 2B-55November 1998

Hot Weather OperationsObserve performance limitations computed from the AFM.Temperature affects engine thrust, braking, takeoff distance,and climb performance. In areas of high humidity, non-metallicmaterials are subject to moisture absorption and increase theweight of the aircraft. In very dry areas, protect the aircraft fromdust and sand.

Preflight Inspection . . . . . . . . . . . . . . PERFORMED

Protective Covers . . . . . . . . . . . . . . . . . REMOVEDClean dust and dirt from landing gear shock struts. Checkgear doors, position switches, and squat switches. Checktires and struts for proper inflation.

Remove dust and sand from engine inlet duct, tail pipe, andthe visible components of the thrust reversers. During theinspection, be particularly conscious of dust and sand accu-mulation on components that are lubricated with oily orgreasy lubricants.

Engine . . . . . . . . . . . . . . . . . . . . . . . . STARTEDBe careful of other personnel and equipment behind the air-craft during engine starts.

During engine starts at high outside temperatures, engine ITTis higher than normal, but should remain within limits.

Taxi . . . . . . . . . . . . EXHAUST/PROPWASH AVOIDEDIf the airport surfaces are sandy or dust-covered, avoid theexhaust wake and propwash of other aircraft.

Takeoff Performance . . . . . . . . . . . . . . MONITOREDEnsure takeoff performance is adequate for the conditionsand runway length.


Shutdown and PostflightProtective Covers . . . . . . . . . . . . . . . . . INSTALLED

Fuel Tanks . . . . . . . . PROTECTED WHILE REFUELINGDo not allow sand or dust to enter fuel tanks while refueling.

Reflective Objects . . . . . . . . . . . . . . . . . REMOVEDDo not leave reflective objects in the cockpit or on theglareshield; reflected heat distorts the windshield optical prop-erties.

Maximum Aircraft Operation Temperature

The maximum ambient temperature for aircraft operation at sealevel is 52°C.

Maximum Fuel Temperature for Start, Takeoff, and Enroute

Fuel Type Maximum Temperature (°C)

Jet A – JP-5 46

Jet A-1 – JP-8 46

Jet B – JP-4 42



Cold Weather OperationsPreflightDuring the preflight preparation, inspect areas where surfacesnow or frost can change or affect normal system operations.Include the following in supplemental preflight checks.

All Protection Covers . . . . . . . . . . . . . . . REMOVED

Surface . . . . . . . . . . . . FREE OF FROST/ICE/SNOWVerify that the wing leading edges, all control surfaces, tabsurfaces, and balance panel cavities are free of ice andsnow. Check control balance cavities for drainage aftersnow removal. Puddled water may re-freeze in flight.

APU Inlets . . . . . . . . . . . . . . . . . . . . . . CLEAREDCheck that the APU exhaust door and tailcone exhaust doorare clear of ice and snow.

Engine Inlets . . . . . . . . . . . . . . . . . . . . CLEAREDCheck that the inlet cowling and APU air inlet are free of iceand snow and the engine fan is free to rotate.

Fuel Tank Vents . . . . . . . . . . . . FREE OF ICE/SNOWCheck vents. Remove all traces of ice and snow.

Pitot Heads and Static Ports . . . . . . CLEARED OF ICEWater rundown resulting from snow removal may refreezeimmediately forward of static ports. Such ice buildup results indisturbed airflow over the static ports and causes erroneousstatic readings, even though static ports themselves are clear.

Landing Gear Doors . . . . . . . . . . . . . . . . CHECKEDVerify that the landing gear doors are unobstructed and freeof impacted ice or snow.


Aircraft Deicing . . . . . . . . . . . . . . . . . COMPLETEDFor different deicing fluids, the times of protection (holdovertimes) vary considerably. Furthermore, these times depend toa large extent on the meteorological conditions and methodsof application.

Preliminary Cockpit Preparation . . . . . . . COMPLETED

Battery . . . . . . . . . . . INSTALLED/FULLY CHARGED

APU StartAPU . . . . . . . . . . . . . . . . . . . . . . . .PREHEATED

Minimum fuel temperature for APU start is -34°C. SeeApproved Fuels and Associated Limits table in Servicingchapter.

APU operation is prohibited in ambient temperatures of lessthan -54°C. The APU generator is approved for 350 amperescontinuous operation in ambient temperatures up to ISA-5.0°C.

APU . . . . . . . . . . . . . CHECKED FREE OF ICE/SNOWThe ground APU door and tailcone exhaust door must beclear of impacted ice or snow so they are unobstructed andfree to open fully prior to APU start. If the APU door is not fullyopen, the electrical circuit to the APU master relay does notcomplete and the electronic sequencing prevents an APUstart.

CAUTION: Do not spray deicing fluid in areas wherespray or fluid may enter the engine or APU air inlets.Deicing fluid may be used to clear these areas provid-ing they are thoroughly wiped clean before starting.



Engine StartAt an ambient temperature of -40°C or less, preheating ofengine and oil is recommended. Heat the engine prior to startand use external power if the aircraft has been exposed to tem-peratures of -18°C or lower for a prolonged time period.


After Engine StartInstruments . . . . . . . . . . . . . . . . . . . . . . NORMAL

The engine instruments should indicate approximately normalwithin a short time after reaching idle speed.

Engine Oil Pressure . . . . . . . . . . . . . . . . CHECKEDPower settings above idle are not recommended until engineoil temperature is 30°C or warmer. During cold starts, allow oilpressure transients up to 55 PSI for three minutes.

Anti-Ice . . . . . . . . . . . . . . . . . . . . . AS REQUIREDDuring operation from runways covered with slush orunpacked snow, turn on anti-ice for taxi and takeoff. Precedetakeoff by a static engine runup to as high a power level aspractical; observe stable engine operation prior to brakerelease. If severe icing conditions are present, turn on anti-icing immediately after engine start. During prolonged groundoperation, perform periodic engine run-up to reduce the pos-sibility of ice buildup.

Flight Controls . . . . . . . . FREE MOVEMENT CHECKEDAccomplish this check whenever aircraft is exposed for anextended period of time to snow, freezing rain, or other con-ditions that can restrict flight control movement. It may bedesirable to accomplish an additional control check prior totaxi.

Wing Flaps Operation . . . . . . . . . . . . . . . . NORMALWhen operating the wing flaps during low temperatures,closely observe the flap position indicators for positive move-ment. If the flaps stop, immediately place the flap control leverin the same position as indicated.



Taxi-Out and TakeoffTaxi

Exercise nosewheel steering in both directions during taxi tocirculate warm hydraulic fluid through steering unit.

If the flaps are left up during taxi to avoid slush and ice, com-plete the Before Takeoff checklist after flaps are in takeoff con-figuration.

Use extreme caution when taxiing on ice-covered taxiways orrunways because excessive speed or high crosswinds maystart a skid. Make all turns at reduced speed.

Before Takeoff

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFFExtend the flaps to the takeoff setting at this time if they wereheld because of slush or wet snow. Monitor flap operationclosely and be ready to match control lever with indicator ifflaps stop moving.

Before Takeoff Checklist . . . . . . . . . . . . COMPLETEDTo ensure the aircraft is configured for takeoff, accomplish thecomplete Before Takeoff checklist.

Takeoff

Anti-Ice . . . . . . . . . . . . . . . . . . . . . AS REQUIREDIf anti-ice power settings are used during takeoff, check take-off performance computations for adjusted V1 and takeofffield length.


If the aircraft starts to slide on ice or snow during enginepower check, release brakes and begin takeoff roll. Continueengine check during early part of takeoff roll. During takeoffson icy runways, expect a lag in nosewheel steering and antic-ipate corrections. A light forward pressure on the control col-umn increases nosewheel steering effectiveness.

If the takeoff is rejected and a skid develops, reduce reversethrust to idle reverse. Return engines to forward thrust at lowpower, if necessary, to return to the runway centerline. Userudder pedal steering, if possible, for directional control.Nosewheel steering, rudder, and differential braking may alsobe sued as necessary for directional control. Reduce brakepressure if excessive anti-skid cycling causes directional con-trol problems.



Taxi-In and ParkAnti-Ice . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

In severe icing conditions, turn on anti-icing. During pro-longed ground operation, perform periodic engine run-up toreduce the possibility of ice buildup.

Securing for Overnight or Extended Period (Aircraft Unattended)

Wheel Chocks . . . . . . . . . . . . . . . . . . . . IN PLACE

Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . OFFRelease parking brake to eliminate possibility of brakes freezing.

Protective Covers . . . . . . . . . . . . . . . . . INSTALLED

Water Storage Containers . . . . . . . . . . . . . DRAINED

Toilets . . . . . . . . . . . . . . . . . . . . . . . . . DRAINED

Battery . . . . . . . . . . . . . . . . . . . . . . . . REMOVEDIf the nickel-cadmium battery will be exposed to tempera-tures below -18°C (0°F), remove the battery and store in anarea warmer than -18°C, but below +40°C (104°F).Subsequent re-installation of the warm battery enhances thestarting capability.


Deicing Supplemental InformationThis section provides supplementary information on aircraftdeicing, anti-icing/deicing fluids, deicing procedures, and air-craft operating procedures. Consult the AFM, MaintenanceManual Chapter 12 – Servicing, and FAA Advisory Circulars fordeicing procedures, holdover times, fluid specifications, recom-mendations, and hazards.

Federal Aviation Regulations (FARs) prohibit takeoff with snow,ice, or frost adhering to the wings and control surfaces of theaircraft. It is the responsibility of the pilot-in-command to ensurethe aircraft is free of snow, ice, or frost before takeoff.

Failure to adequately deice the aircraft can result in seriouslydegraded aircraft performance, loss of lift, and erratic engineand flight instrument indications.

Following extended high-altitude flight, frost can form at ambi-ent temperatures above freezing on the wing’s underside in thefuel tank areas. Refueling the aircraft with warmer fuel usuallymelts the frost.

Deicing

When necessary, use the following methods to deice the air-craft:

■ placing the aircraft in a warm hangar until the ice melts

■ mechanically brushing the snow or ice off with brooms,brushes, or other means

■ applying a heated water/glycol solution (one-step procedure)

■ applying heated water followed by an undiluted glycol-basedfluid (two-step procedure).

Three types of anti-icing/deicing fluids are in commercial use:SAE/ISO Types I, II and IV. Types II and IV fluids are designedfor aircraft with rotation speeds (VR) of 85 kts or greater.



Type I fluids are unthickened glycol-based fluids that are usuallydiluted with water and applied hot; they provide limited holdovertime.

Types II and IV fluids are thickened glycol-based fluids that areusually applied cold on a deiced aircraft; they provide longerholdover times than Type I fluids.

Many factors influence snow, ice, and frost accumulation andthe effectiveness of deicing fluids. These factors include:

■ ambient temperature and aircraft surface temperature

■ relative humidity, precipitation type, and rate

■ wind velocity and direction

■ operation on snow, slush, or wet surfaces

■ operation near other aircraft, equipment, and buildings

■ presence of deicing fluid and its type, dilution strength, andapplication method.

CAUTION: Types I, II and IV fluids are not compatibleand should not be mixed.

NOTE: Holdover time is the estimated time that an anti-icing/deicing fluid protects a treated surface from ice orfrost formation. Refer to applicable publications forholdover times and deicing/anti-icing fluid information.


One-step deicing involves spraying the aircraft with a heated,diluted deicing/anti-icing fluid to remove ice, snow, or frost. Thefluid coating then provides limited protection from further accu-mulation.

Two-step deicing involves spraying the aircraft with hot water ora hot water/deicing fluid mixture to remove any ice, snow, orfrost accumulation followed immediately by treatment with anti-icing fluid (usually Type II FPD fluid).

Deice the aircraft from top to bottom. Avoid flushing snow, ice,or frost onto treated areas. Start the deicing process by treatingthe horizontal stabilizer followed by the vertical stabilizer.Continue by treating the fuselage top and sides. Finally, applydeicing fluid to the wings.

CAUTION: Type II FPD generally should not be appliedforward of the wing leading edges. If used for deicing,do not apply forward of cockpit windows. Ensure thatradome and cockpit windows are clean.

CAUTION: If engines are running when spraying ofdeicing fluids is in progress, turn bleed air and air con-ditioning packs off.



Deicing fluid should not be applied to:

■ pitot/static tubes, static ports, temperature probes, AOAvanes, or TAT probe

■ gaps between control surfaces and airfoils

■ cockpit windows

■ passenger windows

■ air and engine inlets and exhausts

■ vents and drains

■ wing and control surface trailing edges

■ brakes.

Do not use deicing fluid to deice engines. Mechanically removesnow and ice from the engine inlet. Check the first stage fanblades for freedom of movement. If engine does not rotatefreely, deice engine with hot air.

After aircraft deicing and anti-icing, visually inspect the follow-ing areas to ensure that they are free from ice, snow, and frostaccumulations:

■ wing leading edges, upper and lower surfaces

■ vertical and horizontal stabilizer leading edges, side panels,and upper and lower surfaces

■ ailerons, elevator, and rudder

CAUTION: Do not use deicing fluid for engines. Afterdeicing engine, start engine(s) immediately to preventany reicing condition. Select engine anti-ice on afterengine start.


■ flaps, flap tracks, and flap drive mechanisms

■ ground and flight spoilers

■ engine inlets and exhausts

■ cockpit windows

■ communication and navigation antennas

■ fuselage

■ AOA probes, pitot tubes, static ports, and SAT/TAS probe

■ fuel tank vents

■ cooling air inlets and exhausts

■ landing gear including brakes, wheels, tires, struts, and doors.

When unsure of wing cleanliness, perform a “hands on” inspec-tion to verify that all wing surfaces are clean of ice, snow, andfrost.

Citation III/VI For training only 3-1February 1994

LimitationsTable of ContentsGeneral Limitations . . . . . . . . . . . . . . . . . . . . . 3-3

Authorized Operations . . . . . . . . . . . . . . . . . . . . 3-3

Certification Status . . . . . . . . . . . . . . . . . . . . . . 3-3

Documents . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3

Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4

Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4

Minimum Flight Crew . . . . . . . . . . . . . . . . . . . . . 3-4

Crew Seat Shoulder Harness Lock (Optional) . . . . . . . 3-4

Noise Levels . . . . . . . . . . . . . . . . . . . . . . . . . 3-5

Seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5

Operational Limitations . . . . . . . . . . . . . . . . . . 3-9

Altitude Restrictions . . . . . . . . . . . . . . . . . . . . . 3-9

Ambient Temperature Limits . . . . . . . . . . . . . . . . . 3-9

Weight and Balance Limits . . . . . . . . . . . . . . . . . 3-11

Center-of-Gravity Limits . . . . . . . . . . . . . . . . . . 3-11

Load Factors . . . . . . . . . . . . . . . . . . . . . . . . 3-16

Performance Configurations . . . . . . . . . . . . . . . . 3-17

Speed Limits . . . . . . . . . . . . . . . . . . . . . . . . 3-18

Maximum Design Weights . . . . . . . . . . . . . . . . . 3-28

Takeoff and Landing Operational Limits . . . . . . . . . . 3-30

3-2 For training only Citation III/VIFebruary 1994

Systems Limitations . . . . . . . . . . . . . . . . . . . 3-33

Avionics and Communications . . . . . . . . . . . . . . . 3-33

Electrical (and Lighting) . . . . . . . . . . . . . . . . . . 3-38

Environmental Systems . . . . . . . . . . . . . . . . . . 3-40

Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . 3-42

Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44

Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . 3-47

Ice and Rain Protection . . . . . . . . . . . . . . . . . . 3-48

Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . 3-50

Oxygen System . . . . . . . . . . . . . . . . . . . . . . . 3-51

Powerplant . . . . . . . . . . . . . . . . . . . . . . . . . . 3-52

Thrust Reversers . . . . . . . . . . . . . . . . . . . . . . 3-65

Information shown in italics is not included in the AFM Limitations chapter.

Limitations


General Limitations■ Certification and operational limitations are conditions of the

type and airworthiness certificates and must be compliedwith at all times as required by law.

Authorized Operations■ Day

■ Night

■ VFR

■ IFR

■ Known icing conditions

Certification Status■ Transport Category (FAR, PART 25)

Documents■ Display the following documents in the aircraft at all times:

– airworthiness certificate

– registration certificate

– transmitter license(s).

■ Carry the FAA Approved Airplane Flight Manual in the aircraftat all times.


Equipment■ Carry the following equipment in the aircraft at all times:

– microphones and headsets

– flashlight

– first aid kit

– smoke goggles

– oxygen masks.

Maneuvers■ No acrobatic maneuvers, including spins, are approved.

■ No intentional stalls are permitted above 20,000 ft.

■ Ditching is not approved for this aircraft under FAR 25.801.

Minimum Flight Crew■ Pilot and Copilot

Crew Seat Shoulder Harness Lock(Optional)■ Use the crew seat shoulder harness lock (locked position)

only if the pilot or copilot is incapacitated.


Limitations


Noise Levels■ The ICAO Annex 16, Chapter 3, noise values are the same

as those for FAR Part 36, Amendment 12, and were obtainedwith the procedures used to establish compliance with FARPart 36, Amendment 12. The ICAO Annex 16, Chapter 3,noise levels were obtained by analysis of approved data usedto demonstrate compliance with FAR Part 36, Amendment 12,Noise Standards.

■ This data is applicable only after approval of the Civil AviationApproving Authority of the country of aircraft registration,including approval of the equivalent procedures used toestablish compliance with FAR Part 36, Amendment 12(Tables 3-A and 3-B, following pages).

■ No determination has been made by the FAA that the noiselevels of this aircraft are or should be acceptable or unac-ceptable for operation at, into, or out of any airport.

Seating■ On units 001 to 104 with Hamilton Standard ECU PACs;

105 and subsequent, flight above 45,000 ft is prohibited withmore than nine passengers on board. No restriction exists onpassenger seating during flight at 45,000 ft or below. This limitis due to available airflow on aircraft with Hamilton StandardECU PACs.

■ The maximum seats available are 15 (i.e., pilot, copilot, 13passengers).

■ For all takeoffs and landings, seat belts/shoulder harnesses(if installed) must be in position and fastened, and passengerseats must be in the following positions:

– all seats fully upright and outboard with headrests fullyextended

– seat backs clear of emergency exits.Information shown in italics is not included in the AFM Limitations chapter.


3-6

Noise Levels (EPNdB)Aircraft

Sideline Takeoff Approach

Units 001 to 093 (Not Modified); 001 to 093 with SB650-32-14 92.5 84.9 92.4(See Table 3-B, Row 1)

Units 001 to 093 with SB650-32-13 and 14 92.5 84.9 92.4(See Table 3-B, Row 2)

Units 001 to 093 with SB650-32-13, 14, Configuration A (See Table 3-B, Row 3) 92.9 84.6 (71.6 dBA) 93.8 (84.8 DBA)and 15

Configuration B (See Table 3-B, Row 4) 91.8 79.9 (68.8 DBA) 90.4 (81.1 DBA)1

Units 094 and Subsequent2 Configuration A3 (See Table 3-B, Row 5) –– 71.6 84.8

Configuration B3 (See Table 3-B, Row 6) –– 69.3 81.4

Certified Noise Levels (See Table 3-B, 92.4 80.1 93.8Row 7)

Supplemental Noise Levels4 (See Table 92.9 84.6 90.63-B, Row 8)

Table 3-A; Effective Perceceived Noise Levels1 Configuration B approach provides supplemental noise levels only.

2 This aircraft complies with FAR Part 36, Stage 3 requirements.

3 These A-weighted noise levels were established for FAR Part 36 reference conditions.

4 These noise levels provide information in addition to the certficated noise levels andwere obtained by analysis of approved data from actual noise tests; they are within FARPart 36, Appendix C, Stage 3, noise levels.

NOTE: SB650-32-13; Increased Takeoff and LandingWeight (units 001 to 093).

SB650-32-14; Forward Center of Gravity EnvelopeExpansion (units 001 to 093).

SB650-32-15; Main Landing Gear Brake Replacement(units 001 to 093).

Limitations

Citation III/VI For training onlyFebruary 1994

Table 3-B; Effective Perceived Noise Levels – Configurations

Row Sideline/Takeoff Approach

Weight Climb Speed Flap Thrust Reduction Thrust Reduction From Weight (Lbs) VREF Flap Setting(Lbs) (KIAS) Setting Altitude (Ft AGL) Takeoff N1 to (% N1)

1 21,000 140 20° 2,400 87.9 17,000 130 FULL

2 21,500 140 20° 2,400 86.0 19,000 135 FULL

3 21,500 140 20° 2,448 86.0 19,000 130 FULL

4 21,500 150 7° 2,522 80.6 19,000 132 20°

5 22,000 140 20° 2,448 86.0 20,000 130 FULL

6 22,000 150 7° 2,584 81.9 20,000 135 20°

7 22,000 150 7° 2,584 81.9 20,000 130 FULL

8 22,000 140 20° 2,448 86.0 20,000 135 20°

3-7


Limitations


Operational LimitationsAltitude RestrictionsTakeoff and Landing Pressure Altitude . . . . . . . 14,000 FT

Calibrated Operating Altitude . . . . . . . . . . . . 51,000 FT

Emergency Pressurization■ For flight above 45,000 ft, both the left and right emergency

pressurization systems must be operational, per the preflighttest in AFM Section III.

Ambient Temperature Limits■ Observe the limits on Figure 3-1, following page.


Ambient Temperature Limits

3-1

3-10

Limitations


Weight and Balance Limits■ Operate the aircraft in accordance with the approved loading

schedule. (Refer to weight and balance data sheets andmodel 650 Citation III/VI Weight and Balance Manual).

Center-of-Gravity Limits■ Observe the limits depicted in Figures 3-2, 3-3, 3-4, and 3-5,

following pages.


Center of Gravity LimitsUnits 001 to 093 Without SB650-32-13 and 14

3-2

NOTE: SB650-32-13; Increased Takeoff and LandingWeight (Units 001 to 093).

SB650-32-14; Forward Center of Gravity EnvelopeExpansion (Units 001 to 093).

Limitations


3-3

Center of Gravity LimitsUnits 001 to 093 With SB650-32-13 and 14


Center of Gravity LimitsUnits 001 to 093 Without SB650-32-13 andWith SB650-32-14

3-4

Limitations


Center of Gravity LimitsUnit 094 and Subsequent

3-5



Load FactorsIn FlightUnits 001 to 093 Without SB650-32-13:

Flaps UP . . . . . . . . . . . -1.28 TO +3.2G AT 21,000 LBS

Flaps 7° to FULL . . . . . . . . -0.0 TO +2.0G AT 21,000 LBS

Units 001 to 093 With SB650-32-13:

Flaps UP . . . . . . . . . . . . -1.0 TO +3.0G AT 21,500 LBS

Flaps 7° to FULL . . . . . . . . 0.0 TO +2.0G AT 21,500 LBS

Unit 094 and Subsequent:

Flaps UP . . . . . . . . . . . . -1.0 TO +3.0G AT 22,000 LBS

Flaps 7° to FULL . . . . . . . . 0.0 TO +2.0G AT 22,000 LBS

■ These accelerations limit the angle of bank in turns and limitthe severity of pull-up maneuvers.

LandingUnits 001 to 093 Without SB650-32-13:

Flaps UP, 7°, 20°, or FULL . . . . . . . +3.5G AT 17,000 LBS

Units 001 to 093 With SB650-32-13:




■ These accelerations limit the landing gear during groundcontacts.

Limitations


Performance Configurations■ Configurations in performance charts correspond to the set-

tings shown in Table 3-C.


Segment No. of Thrust Flap GearEngines Setting

Operating

First Segment 1 Takeoff 7° or DOWNTakeoff Climb 20°

Second 1 Takeoff 7° or UPSegment 20°Takeoff Climb

Third 1 Takeoff (5 min. 7° or UPSegment maximum) then 20°Horizontal maximum cont- to UPAcceleration inuous single

engine thrust

Enroute 1 Maximum UP UPClimb continuous

single enginethrust

Approach 1 Takeoff 7° or UPClimb 20°

Landing 2 Takeoff 20° or DOWNClimb FULL

Table 3-C; Performance Configurations


Speed LimitsVA, Maximum Maneuvering:

■ Observe the limits shown in Figure 3-6, page 3-21, Figure3-7, page 3-23, and Figure 3-8, page 3-25.

■ Confine full application of rudder and aileron controls aswell as maneuvers that involve angles-of-attack near thestall to speeds below maximum maneuvering speed.

VFE, Maximum Flaps Extended:

Full Flaps (FULL) . . . . . . . . . . . . . . . . . . 170 KIAS

Partial Flaps (7° or 20°) . . . . . . . . . . . . . . 210 KIAS

VLO, Maximum Landing Gear Operating . . . . . . 210 KIAS

VMCA, Minimum Control – Air . . . . . . . . . . . . . 98 KIAS

VMCG, Minimum Control – Ground:

19,000 Lbs and Below . . . . . . . . . . . . . . . . 99 KIAS

20,000 Lbs . . . . . . . . . . . . . . . . . . . . . 103 KIAS

21,000 Lbs . . . . . . . . . . . . . . . . . . . . . 108 KIAS

21,500 Lbs . . . . . . . . . . . . . . . . . . . . . . 111 KIAS

22,000 Lbs . . . . . . . . . . . . . . . . . . . . . 113 KIAS

Limitations


VMO/MMO, Maximum Operating:

■ See Table 3-D.

■ Do not exceed the maximum operating limit speeds in anyregime of flight (climb, cruise, or descent) unless a higherspeed is authorized for flight test or pilot training.

VSB, Speedbrake Extension:

Maximum . . . . . . . . . . . . . . . . . . . . . . NO LIMIT

Minimum . . . . . . . . . . . . . . . . . . . VREF + 15 KIAS

Zero Fuel 14,650 lbs1 15,900 lbs orWeight (ZFW) 15,400 lbs 2,3

VMO 305 KIAS 305 KIAS(Below 8,000 Ft) (Below 8,000 Ft)

346 to 293 KIAS4 336 to 278 KIAS4

(8,000 to 34,275 Ft) (8,000 to 36,524 Ft)

MMO 0.851M 0.851M(Above 34,275 Ft) (Above 36,524 Ft)

Table 3-D; VMO/MMO Limits1 Units 001 to 093 without SB650-32-13.

2 Units 001 to 093 with SB650-32-13, 094 and subsequent; units 179 to 199 and 203to 206 with 15,400 lbs zero fuel weight and dual digital air data computers with SB650-34-64.

3 With 400 lbs or less fuel in the fuselage tank, the maximum design zero fuel weightis 15,900 lbs. With more than 400 lbs in the fuselage tank, the maximum design zerofuel weight is 15,400 lbs.

4 Linear decrease between.


SB650-34-64; Alternate VMO Schedule Select SwitchInstallation (Units 179 to 199 and 203 to 206).


Maximum Landing Light Extend Speed . . . . . . . 250 KIAS

Maximum Tire Ground Speed . . . . . . . . . . . . . 165 KTS

Spoiler Extension Speed in Emergency Descent:

Maximum . . . . . . . . . . . . . . . . . . . . . . VMO/MMO

Minimum . . . . . . . . . . . . . . . . . . . . . . . 150 KIAS

■ Extend spoilers in flight only as part of an emergencydescent.


Limitations

3-21

VA, Maximum Maneuvering SpeedUnits 001 to 093 Without SB650-32-13

3-6



VA, Maximum Maneuvering SpeedUnits 001 to 093 With SB650-32-13

3-7

Limitations

3-23



Limitations

3-25

VA, Maximum Maneuvering SpeedUnit 094 and Subsequent

3-8



Limitations

3-27

Design Speed EnvelopeWith and Without Increased Zero Fuel Weight■ Observe the limits on Figure 3-9.

3-9


Maximum Design WeightsRamp

Units 001 to 093:

Without SB650-32-13 and 32-14 orWith SB650-32-14 Only . . . . . . . . . . . . . 21,200 LBS

With SB650-32-14 . . . . . . . . . . . . . . . . 21,200 LBS

With SB650-32-13 and 32-14 . . . . . . . . . . 21,700 LBS

Unit 094 and Subsequent . . . . . . . . . . . . 22,200 LBS

Takeoff

Units 001 to 093:


With SB650-32-13 and 32-14 . . . . . . . . . . 21,500 LBS


■ Takeoff weight is limited by the most restrictive of the following:

– maximum certified takeoff weight

– maximum takeoff weight permitted by climb requirements

– takeoff field length.

Limitations


Landing

Units 001 to 093:


With SB650-32-13 and 32-14 . . . . . . . . . . 19,000 LBS


■ Landing weight is limited by the most restrictive of the following:

– maximum certified landing weight

– maximum landing weight permitted by climb requirementsor brake energy limit

– landing distance.

Zero Fuel

Units 001 to 093:

Without SB650-32-13 and 32-14 orWith SB650-32-14 Only (standard) . . . . . . . 14,650 LBS

Without SB650-32-13 and 32-14 or With SB650-32-14 Only(optional):

400 Lbs or Less in Fuselage Fuel Tank . . . . . 15,900 LBS

Greater than 400 Lbs in Fuselage Fuel Tank . . 15,400 LBS

With SB650-32-13 and 32-14:








Takeoff and Landing Operational LimitsAltitude (Takeoff and Landing)

Maximum . . . . . . . . . . . . . . . . . . . . . . . 14,000 FT

Anti-Skid■ Anti-skid must be operational for takeoff.

Approach Flap Setting■ Limit approach flap setting to:

– 7° when landing is scheduled using the 20° flaps

– 20° when landing is scheduled using the FULL flaps.

Contaminated Runways■ See Table 3-E for takeoff and landing adjustments.

Crosswind Component (Maximum Demonstrated)

Without T/R Deployment (not limiting) . . . . . . . . . 25 KTS

With T/R Deployment (limiting) . . . . . . . . . . . . . 25 KTS

Ailerons Only (roll spoilers inoperative) . . . . . . . . 10 KTS

Tailwind Component (Maximum)

Wind Speed . . . . . . . . . . . . . . . . . . . . . . . 10 KTS

Vortex Generators■ Do not take off with more than one vortex generator per wing

missing.

Water/Slush on Runway

Maximum Contaminant . . . . . . . . . . . . . . . 0.75 INCH


Limitations

3-31

Table 3-E; Contaminated Runway Takeoff and LandingAdjustments1 If the adjusted V1 is greater than VR, the value of VR must be used for V1.

2 Avoid takeoffs and landings with actual headwinds exceeding 20 kts or actual tail-winds exceeding 10 kts.

3 Determine normal 20° flap takeoff V1 speeds and takeoff field lengths from the AFM.Do not use takeoff field lengths for other flap settings or with anti-ice systems on.

4 The published limiting maximum tailwind component for this aircraft is 10 kts; however,the manufacturer does not recommend landings on precipitation-covered runways withany tailwind component. If a tailwind landing cannot be avoided, add 0.20 to all landingfactors. Determine normal full flaps landing distances from the AFM. Do not use landingdistance for other flap settings.

5 Do not attempt takeoffs in headwinds exceeding 10 kts with this condition. Do notattempt takeoffs in water depths greater than 0.4 inches.

6 Do not attempt takeoffs in slush depths greater than 0.4 inches. Do not attempt take-offs in slush with headwinds exceeding 10 kts.

7 Do not attempt takeoffs in snow depths greater than 1.0 inch. Do not attempt takeoffsin snow at altitudes above 5,000 ft.

Aircraft Adjustment Less than Less than Less than Less than 1.0" Ice (Dry)0.01" Water 0.4" Water 0.4" Slush Loose, Dry Snow

Flight Manual V1 Adjustment (KIAS) 1,3 0 +3 +3 +3 Unknown

Multiply Takeoff Field Length by: 3 1.35 2.35 5 2.30 6 2.50 7 Unknown

Multiply Landing Distance by: 4 1.40 2.05 1.95 2.40 2.50







Units 001 to 093 WithSB650-32-14

Units 001 to 093 WithSB650-32-13 and 14

Units 001 to 093 WithSB650-32-13, 14, and 15

Unit 094 and Subsequent

Units 001 to 093 WithoutSB650-32-13, 14, or 15


SB650-32-14; Forward Center of Gravity EnvelopeExpansion (Units 001 to 093).

SB650-32-15; Main Landing Gear Brake Replacement(Units 001 to 093 with SB650-32-13).


Seating■ The maximum number of seats is 15 (two pilots and 13 pas-

sengers).

■ For all takeoffs and landings, seat belts/shoulder harnesses(if installed) must be in position and fastened, and passengerseats must be in the following positions:

– all seats fully upright and outboard with headrests fullyextended

– seat backs clear of emergency exits.

Takeoff Limits■ Takeoff shall not exceed the weight, altitude, temperature,

and runway gradients, or any combination thereof, containedin the AFM or Operating Manual.

Wing Vortex Generators■ Of the eleven vortex generators on each wing, no more than

one may be missing from either wing to dispatch for flight.

Limitations


Systems LimitationsAvionics and CommunicationAngle-of-Attack System■ The angle-of-attack indicating system may be used as a

reference but does not replace the airspeed indicator as aprimary instrument.

■ The angle-of-attack system is calibrated for accuracy in the20° flap position (approach and landing configurations) andFULL flap landing configuration.

High Frequency Communication Interference■ Disregard the ADF bearing and left and right engine oil pres-

sure indications during periods of HF transmission.

■ Disregard the weather radar display during periods of trans-mission in the 29.0 MHz frequency band and above.

Honeywell Primus II SRZ-850 Integrated RadioSystem (if installed)

On unit 179 and subsequent:

■ The Honeywell Pilot’s Operating Handbook, SRZ-850(Publication Number 21-1146-50-01 dated June 1988 or laterrevision) must be immediately available to the flight crew.

■ The STANDBY COMM 1/NAV 1 control display unit must beinstalled and operational.

Honeywell SPZ-650 Flight Control System (Autopilot)■ One pilot must remain in his seat with seat belt and shoulder

harness fastened during all autopilot operations.

■ The Honeywell SPZ-650 autopilot must remain off until satis-factory operation is verified per the preflight test in the AFM.

■ Operation of the Honeywell SPZ-650 IFCS autopilot is pro-hibited if the autopilot torque light is illuminated.


■ Aileron boost inoperative or off restricts autopilot operation tothe following modes:

– heading select

– altitude hold

– basic autopilot.

■ Manual engagement of altitude hold is prohibited when theaircraft descent rate is greater than 5,500 fpm.

■ The autopilot and yaw damper must be off during takeoff andlanding.

■ The autopilot must be off at 200 ft AGL (Category I only).

Honeywell EDZ-600 Electronic Flight InstrumentSystem (EFIS)■ The Honeywell Pilot’s Operating Handbook must be immedi-

ately available to the flight crew for aircraft equipped with theEDZ-600/800, EDZ-601/801, or EDZ-603/803. See AFMSupplements, Section V for publication numbers.

■ Category II operations are approved for the pilot’s and copi-lot’s flight directors. See AFM Supplement 22.

■ Operating in the composite mode (REV selected) isapproved only with the flight director (single cue or cross-pointer) selected.

■ Limit EFIS ground operation with either EFIS FAN annuncia-tor illuminated to 10 minutes or until either the EADI HOT orEHSI HOT annunciator illuminates, whichever occurs first.

■ Dispatch is prohibited if any EADI HOT or EHSI HOT annun-ciator illuminates.

Limitations


■ Dispatch is prohibited if both EFIS FAN annunciators illumi-nate. Dispatch is allowed, however, in visual meteorologicalconditions with one EFIS FAN (pilot or copilot) illuminated,provided the EFIS FAN Light Illuminated on Ground abnor-mal procedures are followed.

■ Dispatch is prohibited following a flight where either an EADIHOT or EHSI HOT annunciator illuminates until the conditionis identified and corrected.

■ Both the pilot and copilot EADIs and EHSIs must be installedand operational in the normal (non-reversionary) mode fortakeoff.

■ The EDZ-6XX system must be verified to be operational by asatisfactory preflight test as contained in the normal proce-dures.

■ “T” speed display in the EADI (EDZ 603/803 only) may beused for reference but does not replace the airspeed indica-tor as a primary instrument.

Honeywell SPZ-8000 Avionics System (with or with-out optional MDZ Multifunction Display)■ Crew qualification is required to conduct Category II

approaches. Refer to AFM Supplement 40, Sperry SPZ-8000Avionics System Category II.

On unit 179 and subsequent, the following limitations apply.

■ The following Honeywell Pilot Manual must be immediatelyavailable to the flight crew: SPZ-8000 Digital IntegratedFlight Control System for the Citation III (Publication Number28-1146-45-00, dated January 1987 or later revision).

■ Dispatch is approved with any combination of two of the fol-lowing symbol generators (SG) operational: pilot’s SG, copi-lot’s SG, MFD SG. The hot annunciator associated with thetwo operational symbol generators must be extinguished.


■ Dispatch with an EFIS FAN annunciator illuminated isallowed in visual meteorological conditions when the FanLight Illuminated on Ground abnormal procedures are fol-lowed. Dispatch with an EFIS FAN annunciator illuminated isprohibited under all other circumstances.

■ Verify that the following systems are operational per the AFMNormal procedures test:

– AHRS auxiliary battery (AHRS AUX PWR annunciator)

– EDZ-8XX EFIS system.

■ Ground operation with either the pilot’s or copilot’s EFIS FANor MDS FAN annunciator illuminated is limited to 10 minutes.

■ Both the pilot’s and copilot’s EADIs and EHSIs must beinstalled and operational in the normal (Non-Composite)mode for takeoff.

■ The flight director is approved for Category I operations only.

■ Flight director and autopilot coupled Category II operationsare approved.

■ The autopilot must be off at 200 ft AGL (Category I).

■ Movement of the aircraft is prohibited until the AHRS groundalignment is complete (approximately three minutes).

■ When operating in the Composite mode, the flight directormust be selected.

■ When operating with standby airspeed indicator, do notexceed the following VMO airspeeds.

Sea Level to 35,000 Ft . . . . . . . . . . . . . . . 275 KIAS

35,000 Ft to 45,000 Ft . . . . . . . . . . . . . . . 225 KIAS

45,000 Ft to 51,000 Ft . . . . . . . . . . . . . . . 199 KIAS

Limitations


■ Approaches using VOR MAP display are prohibited.

■ “T” SPEED display in the EADI may be used for referencebut does not replace the airspeed indicator as a primaryinstrument.

Radio Altimeter■ The radio altimeter must be on, operative, and tested to dis-

patch with 7° flap takeoff performance or to land using 20°flap landing performance.

Standby Attitude Indicator■ An operative standby altitude indicator is required. Verify the

standby attitude indicator is operational per the preflight testin AFM Section III.

Standby Magnetic Compass■ The error in the standby magnetic compass reading is

greater than 10° with the landing lights on.

Vertical Navigation (VNAV)■ VNAV operation below 500 ft AGL is prohibited.



Electrical (and Lighting)Avionics AC Power Distribution System■ For takeoff, verify the avionics AC power distribution is oper-

ational per the preflight test in AFM Section III.

Battery■ Verify the battery temperature warning system is operational

for all ground and fight operations per the preflight test inAFM Section III.

■ If the BATT O’TEMP light illuminates during ground opera-tion, do not takeoff until after accomplishing the proper battery maintenance procedures.

■ Three engine starts per hour are permitted.

■ If more than three engine starts are conducted in a one-hourperiod, accomplish a deep cycle that includes a capacitycheck to detect possible cell damage.

■ Three generator-assisted cross-starts equal one battery start.

■ A ground external power unit start does not count as a battery cycle.

■ If the optional onboard APU is running, ensure the APU generator is off the preflight battery check.

Dual Generator Output

Up to 41,000 Ft . . . . . . . . . . . . . . . . . . . . . . . 300A

Above 41,000 Ft . . . . . . . . . . . . . . . . . . . . . . 250A

Above 47,000 Ft . . . . . . . . . . . . . . . . . . . . . . 200A

Limitations



Single Generator Output

Up to 25,000 Ft . . . . . . . . . . . . . . . . . . . . . . . 365A

Above 25,000 Ft . . . . . . . . . . . . . . . . . . . . . . 300A

Above 41,000 Ft . . . . . . . . . . . . . . . . . . . . . . 250A

Above 47,000 Ft . . . . . . . . . . . . . . . . . . . . . . 200A

Starter/Generator■ Three engine starts per 30 minutes are permitted.

■ Three cycles of operation are permitted with a one-minuterest period between cycles.

■ The starter/generator is limited to 365A for takeoff and 300Afor all other ground operations.

■ Starter cycle limits are independent of starter power source(i.e., battery, generator-assisted cross-start, external powerunit).

■ Use of a ground external power source with voltage in excessof 28V DC or current in excess of 2,000A may damage thestarter.


Environmental SystemsEmergency Pressurization■ Both the left and right emergency pressurization systems

must be operational, per the preflight test in AFM Section III,for flight above 45,000 ft.

Cabin Differential

Normal Cabin Pressure . . . . . . . . . . . . 0.0 TO 9.7 PSID

PAC Selector Switches (Cockpit and Cabin)■ Operation in HIGH (flow) mode is not approved for takeoff

and landing and flight above 45,000 ft.

■ Operation in HIGH (flow) mode is not approved during nor-mal operation when any of the following systems are on:

– windshield bleed air

– wing anti-ice

– engine anti-ice.

■ During emergency operations, HIGH (flow) mode isapproved when the bleed air anti-ice systems are on.

■ Operation in HIGH (flow) mode is not approved above25,000 ft when the isolation valve is open and either left orright engine bleed air switch is off.

Limitations


PAC Bleed Air Select Switch■ Operation in HP mode (high pressure bleed air – PAC HP

VLV OPEN light illuminated) is not approved for normal take-off and landing operations.

■ Operation in HP mode (high pressure bleed air – PAC HPVLV OPEN light illuminated) is prohibited when any of the fol-lowing systems are on:

– windshield bleed air

– wing anti-ice

– engine anti-ice.

■ The PAC BLD SELECT switch must be in NORM or HP forflight above 45,000 ft.

Approved Oils – Environmental Control Unit (PACs)■ See Servicing chapter.


Flight ControlsAileron Boost■ Aileron boost inoperative or off restricts autopilot operation to

the following modes:

– Heading Select

– Altitude Hold

– Basic Autopilot.

■ The aileron boost system must remain off until it is verifiedoperational per the preflight test in AFM Section III.

Flaps■ After landing on runways covered with snow or slush, do not

retract flaps to UP until an inspection verifies flap tracks arefree of snow or slush accumulation.

■ Flap extension is prohibited above 20,000 ft.

Rudder Bias■ The rudder bias system must be on and operative for take-

off.

■ Verify the rudder bias heater is operational per the preflighttest in AFM Section III.

Speedbrake/Spoiler System■ The speedbrake/spoiler system must be operational and

verified by the preflight test in AFM Section III.

■ Restrict spoilers to emergency descent and ground operationonly.

■ Spoiler extension is prohibited in flight with flaps in any posi-tion other than UP.


Limitations


■ On units 001 to 151 without SB650-27-23, extension of thespeedbrakes is prohibited in flight with flaps in any positionother than UP.

■ On units 001 to 151 with SB650-27-23; unit 152 and sub-sequent, speedbrake extension with the flaps in any positionother than UP is prohibited below 500 ft AGL. Above 500 ftAGL, the speedbrakes may be extended with the flaps in anyposition.

■ The roll control spoilers must be operational and verified bythe preflight test in AFM Section III.

Stabilizer Takeoff Trim■ Set the stabilizer takeoff trim per the Primary Trim Takeoff

Setting vs. Airplane Center-of-Gravity chart in AFM SectionIV.

Stabilizer Trim Systems■ Verify the primary and secondary stabilizer trim system is

operational per the preflight check in AFM Section III.

Stall Warning System■ Verify the stall warning system is operational for takeoff per

the preflight test in AFM Section III.

Takeoff Flap Setting■ On units 001 to 093 without SB650-32-13 and SB650-32-

14, takeoff with 7° flaps is not approved with the CG forwardof 23.89% MAC at 21,000 lbs and 14% MAC at 18,000 lbs;there is a straight line variation between these points.


FuelApproved Fuels■ Fuels that conform to specifications of the following (includ-

ing equivalent NATO fuels) are approved for use.

– ASTM D1655 Jet A, A-1

– MIL-T-83133 (JP-8)

– ASTM D1655, Jet B (JP-4)

– MIL-T-5624 (JP-4 and JP-5)

■ Mixing of fuels is permissible, JP-4, JP-5, and JP-8 fuels con-tain factory-blended anti-icing additive (Table 3-F).

Condition Jet A Jet A-1 Jet BJP-5 JP-8 JP-4

Fuel Temperature (Start, -31 to -43 to -50 toTakeoff, Enroute) +46°C +46°C +42°C

Minimum Enroute Fuel -31°C -43°C -50°CTemperature (Engine FuelComputer Manual Mode)

Maximum Altitude 51,000 ft 51,000 ft 45,000 ft1

Maximum Assymetric Fuel 200 lbs 200 lbs 200 lbs

Emergency Assymetric 800 lbs 800 lbs 800 lbsFuel

Fuel Computer Setting2 5 5 5

Minimum Fuel per Tank 350 lbs 350 lbs 350 lbsfor Takeoff3

Table 3-F; Fuel Limitations1 When using Jet B or JP-4 fuel at 45,000 to 51,000 ft, fuel temperature must notexceed 13°C.2 Position numbers are not on control; count detents clockwise.3 When operating in low fuel configuration, operate the fuel boost pumps or engines forthree minutes prior to obtaining initial fuel quantity readings for takeoff.

Limitations



Fuel Additives■ Although the use of anti-ice additive is not necessary for icing

conditions on aircraft equipped with fuel heaters, its use isrecommended for non-treated fuel to control bacteria andfungi.

■ The approved anti-ice additive is biocidal, which controlsmicro-organisms such as rapidly multiplying bacteria andfungi. These micro-organisms can cause serious corrosion intanks and may block filters, screens, and fuel meteringequipment.

■ See the Servicing chapter for more information on fuel additives.

Ballast (Unusable) Fuel■ Ballast fuel is that remaining in the wing fuel tanks that can-

not be used without exceeding the aft CG limit; ballast fuel isnonusuable fuel. Determine ballast fuel requirements prior toflight.

Fuel Capacity

Maximum Usable . . . . . . . . APPROXIMATELY 7,384 LBS . . . . . . . . . . . . . . . . . . . . . . . . (1,095 GALLONS)

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.



Fuselage Fuel Tank/Transfer■ The fuselage fuel tank unusable quantity is 3.0 lbs.

■ The fuselage fuel tank may be filled, provided the wing fuelquantity is 2,500 lbs (or greater) per side (5,000 lbs minimumtotal wing fuel).

■ The fuselage fuel tank transfer must be starter at or prior tothe wing fuel quantity reaching 2,500 lbs per side (5,000 lbstotal wing fuel).

■ To preclude pump cavitation and ensure proper fuselage fueltank transfer, switch on the transfer pumps prior to 30,000 ft.

■ For the wing tanks to accommodate the fuselage tank fuel, itis recommended that fuel transfer not be started until fuel ineach wing tank is reduced to approximately 2,900 lbs.

■ On units 001 to 093 with SB650-32-13; unit 094 and sub-sequent, maximum fuselage fuel quantity is limited to 400lbs when the zero fuel weight is greater than 15,400 lbs. Nolimitation exists when the zero fuel weight is 15,400 lbs orless.

Single Point Refueling■ Accomplish single point refueling operations per the proce-

dures contained on the placard on the single point refuelingaccess door.

Unusable Fuel■ Fuel remaining in the fuel tanks when the fuel quantity indi-

cator reads zero is not usable in flight.

Wing Tank Fuel Transfer■ Boost pump on the receiving tank must be off during wing

tank fuel transfer.

Limitations



HydraulicsApproved Hydraulic Fluid/Capacity■ Hydraulic fluid per MIL-H-83282 with a system capacity of

6.58 quarts.

Hydraulic Pressure – Ground Operations■ The hydraulic pressure may operate in the yellow arc during

single engine ground operations when the turbine RPM (N2)is less than 65%.



Ice and Rain ProtectionAlcohol■ The aircraft must leave icing conditions within 15 minutes

after the windshield alcohol is turned on.

■ Use TT-I-735 isopropyl alcohol for windshield anti-ice.

Alcohol Reservoir Capacity

Capacity . . . . . . . . . . . . . . . . . . . . . . . 2 QUARTS

Engine Ice Protection■ All of the following engine ice protection systems must be

operating to provide a satisfactory level of protection:

– pitot heaters

– windshield bleed air system

– wing leading edges

– engine bleed air heated inlets.

■ Turn on all anti-ice systems when operating in visible mois-ture and when the total air temperature (TAT/RAT) isbetween +10 and -30°C (ground and flight operations).

■ Utilize all anti-ice systems during ground operations whenOAT is between +10 and -30°C and the temperature dewpoint spread is less than 4°C.

■ Operation of the engine bleed anti-ice system for longer than10 seconds in static air temperature of +10°C or greater isprohibited.

■ Avoid fan speeds (N1) between 85 and 92% RPM when theengine ice protection systems are on and the altitude isabove 25,000 ft. No limitation exists with only the windshieldbleed air on or when the altitude is below 25,000 ft.

Limitations



Horizontal Stabilizer Anti-Ice System■ Turn on the horizontal stabilizer anti-ice system when oper-

ating in visible moisture and the total air temperature(TAT/RAT) is between +10 and -30°C.

■ Operation of the horizontal stabilizer anti-ice system above41,000 ft is prohibited.

Operation in Humid Conditions After Landing■ Leave the windshield anti-ice on.

■ Increase engine power as required for external defogging.

■ Close copilot’s windshield bleed air valve for improved pilot’sexternal defogging.

Power Settings■ To reduce the time required for the thermal bleed air anti-ice

systems to reduce operating temperature, turn on those sys-tems prior to reducing engine power for descent.

■ Engine power must be kept above flight idle to keep the wing,windshield, and engine anti-ice lights extinguished.



Landing GearMaximum Altitude (Extension) . . . . . . . . . . . . 20,000 FT

Nose Tire Inflation – Approved Tires

Gross Weights to 21,000 Lbs, Unloaded . . . . 125 ±5 PSIG

Gross Weights Above 21,000 Lbs, Unloaded . . . . 138 PSIG

Gross Weights Above 21,000 Lbs, Loaded . . . 125 ±5 PSIG

■ Pressures identified as unloaded are pressures with theaircraft on jacks. Pressures identified as loaded are pres-sures with the aircraft weight on the tires.

Parking Brake■ Do not set the parking brake if the brakes are hot.

Limitations



Oxygen System

■ Service oxygen system with Aviator’s Breathing Oxygen perMIL-O-27210.

■ The use of medical oxygen is not approved.

■ Refer to Servicing chapter for bottle capacities.

■ Refer to AFM or SimuFlite Technical Manual Oxygen SupplyChart for oxygen duration.

Oxygen Masks■ Check, adjust, and properly stow the pressure demand oxy-

gen mask prior to flight. (The EROS mask requires no sizeadjustment.)

■ Crew and passenger oxygen masks are not approved foroperation at a cabin altitude greater than 40,000 ft.

■ Remove headsets and/or hats prior to donning oxygenmasks. Headsets, eyeglasses, or hats worn by the crew mayinterfere with the quick-donning capabilities of the oxygenmasks.

■ If removing the headset, position the audio amplifier AUTOSEL/COMM switch(es) to SPKR to receive communicationradios audio.

■ The passenger oxygen masks deploy automatically at acabin altitude of approximately 13,500 ft when the passengeroxygen switch is in AUTO.

WARNING: Do not smoke when oxygen is in use or following use of passenger oxygen until lanyards are rein-stalled.



PowerplantBypass Ratio . . . . . . . . . . . . . . . . . . . . . . 3.1 TO 1

Engine Type■ Garrett TFE731-3B-100S

■ Garrett TFE731-3BR-100S

■ Garrett TFE731-3C-100S

■ Garrett TFE731-3CR-100S

APR Engine Cycles■ Whenever APR operation results in exceeding 890°C or

100% N2, record four engine cycles in the engine log.

APR Limitations■ Arming the automatic performance reserve (APR) system at

takeoff weights less than 17,500 lbs is prohibited (CitationIII).

■ Scheduled performance predicated upon automatic perfor-mance reserve (APR) is not approved until a satisfactorytest, as contained in the Normal Procedures, has beenaccomplished.

APR Takeoff Performance Limitations■ APR takeoff shall not exceed the weight, altitude, and tem-

perature or any combination thereof as contained in theMaximum Takeoff Weight – Pounds Permitted by ClimbRequirements and Takeoff Field Length – Feet tables con-tained in the applicable AFM Supplement.

Covers■ Install engine covers after engines are cool.

Limitations



Engine and Flight Data Monitoring■ Airworthiness Directive 92-12-09 requires recording and

comparing flight data on engines with more than 500 hourssince new.

■ Discontinue further flight if ITT changes 20°C or morebetween engines within the last 10 flights of data.

■ Discontinue flight if the N1 is locked up after a shutdown timeof one hour or more.

Fan Speeds and Ice Protection Systems■ Avoid fan speeds (N1) between 85 and 92% RPM when the

engine ice protection systems are on and the altitude isabove 25,000 ft.

■ No limitation exists with only the windshield bleed air on orwhen the altitude is below 25,000 ft.

Fuel Computer■ Establish position numbers for fuel computer adjustment by

counting detents (i.e., clicks) from the fully counterclockwisestop on the control. This stop is position 1; the first clickclockwise from the stop is position 2, etc., through position 11(fully clockwise stop). Position numbers do not appear on thecontrol.

■ Engine fuel computers must be on and operational for takeoff.

Fuel Control Manual Governor■ Verify the manual governor is operational per the preflight

test in AFM Section III.

Ground Idle■ The ground idle switch must be in HIGH when conducting

touch and go landings.



Ground Start Ambient Temperature■ The engine may be started in ambient temperatures from

-54°C to ISA +37°C.

■ Adequate cranking torque (1,000 amps minimum) must beavailable. Use of ground external power is recommended.

■ The fuel must be within limits.

Oils Approved for APU

See Servicing chapter.

Oils Approved for Engine■ The following oils are approved for the engine. Do not mix

brands of oil.

– Mobil Jet Oil 254 (Type II)

– Mobil Jet Oil II (Type II)

– Exxon/Esso 2380 Turbo Oil (Type II)

– Castrol 5000 (Type II)

– Aeroshell/Royco Turbine Oil 500 (Type II)

Oil Capacities

Each Engine . . . . . . . . . . . . . . . . . . . 11.6 QUARTS

Optional Onboard APU . . . . . . . . . . . . . . 3.0 QUARTS

Environmental Control Unit ACM . . . . . . . . 3.4 OUNCES

Oil Level Check■ Check engine oil within one hour after engine shutdown to

obtain an accurate oil level.

Limitations


Oil Pressure and Temperature Limits■ Observe the limits in Table 3-G.

Thrust Operating LimitsSetting

Oil Pressure (PSIG)1 Oil Temperature (°C)

Takeoff 38 to 46 30 to 1272

Maximum 38 to 46 30 to 1402

Continuous

Starting See Note 3 -54 Minimum4

Table 3-G; Oil Pressure and Temperature Limits1 Idle oil pressure of 25 to 38 PSIG may occur during ground and flight operations.

2 Up to 30,000 ft, maximum oil temperature is 127°C. Above 30,000 ft, maximum oiltemperature is 140°C. Maximum transient oil temperature is 149°C for two minutes.

3 During cold starts, oil pressure transients up to 55 PSIG for three minutes are allowed.

4 Starting at ambient temperature of -40°C or less, preheating of engine and oil is recommended. Power settings above idle are not recommended until engine oil temperature is 30°C or warmer.


Powerplant Operating Limits – 3B-100S Engines

Interturbine Temperature (ITT) Limits:

� The maximum normal start limit is 890°C.

– 890°C – When ITT limit is exceeded, immediately abort start.Determine cause and correct before attempting restart.

– 890 to 910°C less than 10 seconds – Abort start. Entermaximum ITT and duration in excess in engine log.Determine cause and correct.

– 890 to 910°C more than 10 seconds or over 910°C lessthan 5 seconds – Enter maximum ITT and duration inexcess of limit in engine log. Determine cause and correct.Perform static takeoff power check.

– Over 910°C more than 5 seconds – Conduct hot sectioninspection before further engine operation.

– 950°C is attained and exceeded – Conduct overtempera-ture inspection.


Time Limit ITT (°C) N2% Turbine N1% Fan(Minutes) RPM RPM

Takeoff 5 890 100 101.5

Maximum Continuous 890 100 101.5Continuous

Starting –– 890 –– ––

Table 3-H; Engine Operating Limits – Garrett TFE731-3B-100SEngines (Units 001 to 226; 001 to 226 with SB650-72-02)

Limitations


� The maximum normal flight limit is 890°C.

– 890 to 900°C less than 10 seconds – Reduce power, entermaximum ITT, and duration above limit in engine log.

– 890 to 900°C for more than 10 seconds – Conduct hotsection inspection prior to next engine start.

– 950°C is attained and exceeded – Shut down engine andconduct overtemperature inspection.

Powerplant Operating Limits – 3BR-100S Engines


� The maximum normal ITT start limit is 890°C.


– 890 to 910°C less than 10 seconds – Abort start. Entermaximum ITT and duration in excess of limit in engine log.Determine cause and correct.

NOTE: TFE731-3B-100S engines on both sides or mix of -3B-100S and -3C-100S engines.



Takeoff 5 916 101 101.5


Starting –– 890 –– ––

Table 3-I; Engine Operating Limits – Garrett TFE731-3BR-100SEngines (APR) (Unit 001 and Sub. with SB650-72-02)

3-58 For training only Citation III/VIMarch 2000


– Over 910°C more than 5 seconds – Conduct hot sectioninspection before further engine operation.

– 960°C is attained or exceeded – Conduct overtemperatureinspection.

■ APR takeoff limit is 916°C and maximum normal flight limit is890°C.

– 916 to 926°C less than 10 seconds – Reduce power, entermaximum ITT and duration above limit in engine log.

– 916 to 926°C more than 10 seconds – Conduct hot sectioninspection prior to next engine start.

– 960°C is attained or exceeded – Shut down engine andconduct overtemperature inspection in accordance withengine light maintenance manual.

Limitations

Citation III/VI For training only 3-59March 2000

Powerplant Operating Limits – 3C-100S Engines


■ The maximum normal ITT start limit is 910°C

– 910°C – When ITT limit is exceeded, immediately abortstart. Determine cause and correct before attemptingrestart.



– Above 929°C more than 5 seconds – Conduct hot sectioninspection before further engine operation.

– 971°C is attained or exceeded – Conduct overtemperatureinspection.



Takeoff 5 910 101 101.5


Starting –– 910 –– ––

Table 3-J; Engine Operating Limits – Garrett TFE731-3C-100SEngines (Units 001 to 226 with SB650-72-01; 227 and Sub.)


■ The maximum normal flight limit is 910°C.

– 911 to 939°C for less than 5 seconds or 940 to 949°C lessthan 2 seconds – Reduce power, enter maximum ITT andduration above limit in engine log.

– 940 to 949°C for more than 2 seconds – Shut downengine, enter maximum ITT in engine log. Conduct hotsection inspection.

– 950°C is attained or exceeded – Shut down engine andconduct overtemperature inspection.

Powerplant Operating Limits – 3CR-100S Engines


■ The maximum normal ITT start limit is 910°C.




Takeoff 5 929 101.5 101.5

Maximum Continuous 910 101.5 101.5Continuous

Starting –– 910 –– ––

Table 3-K; Engine Operating Limits – Garrett TFE731-3CR-100SEngines (APR) (Unit 001 and Sub. with SB650-72-01)

NOTE: TFE731-3C-100S engines both sides.

Limitations




– Above 929°C more than 5 seconds – Conduct hot sectioninspection before further engine operation.

– 971°C is attained or exceeded – Conduct overtemperatureinspection in accordance with engine light maintenancemanual.

■ APR takeoff limit is 929°C and maximum normal flight limit is910°C.

– 930°C to 939°C less than 5 seconds or 940 to 949°C lessthan 2 seconds – Reduce power. Enter maximum ITT andduration in engine log.

– 940 to 949°C for more than 2 seconds – Shut downengine, enter maximum ITT and duration in engine log.Conduct hot section inspection in accordance with enginelight maintenance manual.

– 950°C is attained or exceeded – Shut down engine andconduct overtemperature inspection in accordance withengine light maintenance manual.



Powerplant Overspeed Limits■ Observe the limits in Tables 3-L and 3-M.

Preheating■ If exposed to temperatures of -18°C or lower for a prolonged

period of time, heat the engine prior to start; the use of exter-nal power is recommended.

Condition One Minute1 Five Seconds1 Instantaneous2

N2 N1 N2/N1 N2/N1

% RPM % RPM % RPM % RPM

Transient 100.0 to 101.5 to 103.0 to 105.0 Exceeds 105.0103.0 103.0

Steady –– –– –– Exceeds 105.0State

Table 3-L; Garrett TFE731-3B-100S/-3C-100S1 Reduce power settings to bring within limits. Make necessary fuel control adjustmentprior to next flight.

2 Refer to engine maintenance manual.

Condition One Minute1 Five Seconds1 Instantaneous2

N2 N1 N2/N1 N2/N1

% RPM % RPM % RPM % RPM

Transient 101.0 to 101.5 to 103.0 to 105.0 Exceeds 105.0103.0 103.0

Steady –– –– –– Exceeds 105.0State

Table 3-M; Garrett TFE731-3BR-100S/-3CR-100S1 Reduce power settings to bring within limits. Make necessary fuel control adjustmentprior to next flight.

2 Refer to engine maintenance manual.

Limitations



Prolonged Ground Operations■ Continuous engine ground static operation up to and includ-

ing five minutes at takeoff thrust is limited to ambient tem-peratures not to exceed the ambient temperature limitsdepicted in Figure 3-1, page 3-10.

Restart (Ground)■ If engine restarts are required within 20 to 45 minutes after

engine shutdown, rotate the fan by hand several times, oruse the starter to motor the engine for five seconds, approx-imately 10 minutes after shutdown.

Restart (In Flight)■ A windmilling airstart requires a stabilized minimum turbine

speed of 15% turbine RPM (N2).

■ If turbine speed is not stabilized or if airspeed results in a tur-bine speed less than 15%, starter assist is recommended.

■ Use starter assist airstarts when stabilized turbine RPM (N2)is below 15%.

■ Maximum altitude for manual mode airstarts is 20,000 ft.

■ The Engine Start procedure does not change with the enginefuel computer in manual mode.

■ Observe the limits shown in the Airstart Envelope (Figure 3-10, following page).

Synchronization■ The use of the engine synchronization system is prohibited

during takeoff, landing, and single engine operations.

Thrust Rating

Takeoff, Standard Day at Sea Level . . . . . . . . 3,650 LBS


Airstart Envelope

3-10

Limitations


Thrust Reversers■ Maximum reverse thrust is limited to takeoff thrust.

■ Reverse thrust must be reduced to idle reverse (detent) at 65KIAS during landing rollout.

■ Verify that the thrust reverser(s) are operational per the preflight test in AFM Section III.

■ Thrust reverser usage during touch and go landings is prohibited.

■ Thrust reversers are restricted to ground operation only onpaved surfaces.

CAUTION: Immediately after stowing thrust reversers afterlanding, do not advance throttles until the thrust reverserUNLOCK lights extinguish.



Pitot/Static SystemSingle ADC A

vio

nic

s

LEFTPITOTTUBE

RIGHTPITOTTUBE

CABINAIR PRESSURECONTROLLER

PILOTALT

PILOTASI

COPILOTVSI

PILOTVSI

LEFT FORWARDSTATIC PORT

LEFT UPPERSTATIC PORT

LEFT LOWERSTATIC PORT

RIGHT FORWARDSTATIC PORT

RIGHT UPPERSTATIC PORT

RIGHT LOWERSTATIC PORT

COPILOTASI

CABINDIFFERENTIAL

PRESSUREINDICATOR

COPILOTALT

AIR DATACOMPUTER

AURAL WARNING

UNIT(MACH WARNING)

TRANSPONDERFLIGHT RECORDERFLIGHT DIRECTORAUTOPILOT

AURALWARNING

UNIT(MACH

WARNING)


Pitot/Static SystemDual ADC

LEFT PITOTTUBE

RIGHTPITOTTUBE

CABINAIR

PRESSURECONTROLLER

PILOTBACKUP

AIRSPEEDINDICATOR

CABINDIFFERENTIAL

PRESSUREINDICATOR

OPTIONALBACKUP

PILOTALTIMETER

COPILOTALT

COPILOTASI

LEFT FORWARDSTATIC PORT

LEFT UPPERSTATIC PORT

LEFT LOWERSTATIC PORT

RIGHT FORWARDSTATIC PORT

RIGHT UPPERSTATIC PORT

RIGHT LOWERSTATIC PORT

RIGHTAIR DATA

COMPUTER

PILOTALT

COPILOTVSI

AURALWARNING

UNIT(MACH

WARNING)

1

PILOT'S ALTIMETER OPERATESPNEUMATICALLY IF ELECTRICALMODE FAILS.

1

PILOTASI

PILOTVSI

LEFTAIR DATA

COMPUTER

DC-810 DISPLAY CONTROLLER

ED-800 EHSI

ED-800 EADI

VS-200 VERTICALSPEED INDICATOR

SI-225SMACH AIRSPEED

IND.

NAVDATA

ALT

ED-800 MFD

MG-816 MSDSYMBOL

GENERATOR

MC-800 MFD CONTROLLERWC-650 CONTROLLER

WU-650WEATHER

RADAR R/T/A

AL-801CONTROL/DISPLAY

ALT

ED-800 EHSI

ED-800 EADI

VS-200 VERTICALSPEED INDICATOR

SI-225SMACH AIRSPEED

IND.

RI-206S INSTRUMENTREMOTE CONTROLLER

DC-810 DISPLAYCONTROLLER

NAVRECEIVER

RT-300 RADIOALTIMETERRECEIVER/

TRANSMITTER

AT-300ANTENNA

AT-300ANTENNA

FX-600 THINFLUX VALVE

PART OFCS-412

DUAL REMOTECOMPENSATOR

AH-600STRAPDOWN

AHRU

SG-618SYMBOL

GENERATOR

AZ-810DIGITAL

AIR DATACOMPUTER

OZ-800OMEGA

FZ-800FLIGHT

GUIDANCECOMPUTER

SM-200ELEVATOR

SERVO

SM-200AILERONSERVO

SM-200RUDDERSERVO

GC-810 FLIGHTGUIDANCE CONTROLLER FZ-800 FLIGHT

GUIDANCECOMPUTER

AIRCRAFTTRIM

SYSTEM

AZ-810 DIGITALAIR DATACOMPUTER

FX-600 THINFLUX VALVE

PART OFCS-412 DUALREMOTE COMPENSATOR

AH-600STRAPDOWNAHRU

NAVRECEIVER

DME

SG-816SYMBOL

GENERATOR

WC-650 WXCONTROLLER

CD-800/810 CD-800/810NZ-8XX/9XXCOMPUTER

OZ-800OMEGA

NZ-8XX/9XXCOMPUTER

WC-650 CONTROLLER

WU-870 WEATHERRADAR R/T/A

OPTIONAL

ASCB

DME

1 NOT REQUIRED WITH -316 GENERATORS ARE INSTALLED

2 IF INSTALLED

NOTES:

11

2

Avionics

Citation III/VI For training onlyMarch 2000

4A-3

SPZ-8000 System


SM-200ELEVATOR

SERVO

SM-200AILERONSERVO

SM-200RUDDERSERVO

RATEGYRO

AOA ADF 2

SRN 2MARKERBEACON

FLUXVALVE 1

FLUXVALVE 2

SRN 1RAD ALT

ATT 2 HDG 1 HDG 2

LRNRATEGYRO

ADF 1 AOA MARKERBEACON

DL-800DATALOADER

VN-800 VNAVCONTROLLER

FZ-500FLIGHTDIRECTORCOMPUTER

NZ-8XX/9XXFMS NAVIGATIONCOMPUTER

CD-800 CONTROLDISPLAY UNIT

PC-500 AUTOPILOTCONTROLLER

MD-500A MODESELECTOR

FD1/FD21 2

THROTTLEGO-AROUND

TCS,DISENGAGE

RI-206S INSTRUMENTREMOTE CONTROLLER

FZ-500FLIGHT

DIRECTORCOMPUTER

SG-605SYMBOLGENERATOR

MS-500AMODE SELECTOR

SP-650AUTOPILOTCOMPUTER

EADI

EHSI

RMI


MC-800 MFD CONTROLLER

BACKUP

CONTROL

WX/MAP

MG-605 MFDSYMBOL GENERATOR

LEFT SIDESENSORS

RIGHT SIDESENSORS

ED-600ELECTRONICDISPLAY(MFD)WU-650 ANTENNA

AND RECEIVER/TRANSMITTER

DS-125ATAS/SAT/TATINDICATOR

OZ-800OMEGASENSOR

BA-141ALTIMETER

EADI

EHSI

BACKUP

SI-225S AIRSPEEDINDICATOR


RMI

CONTROLWX/MAP

SG-605SYMBOL

GENERATOR

AZ-810AIR DATA

COMPUTER

ASCB

1 OPTIONAL

2 CAN BE SINGLE OR DUAL

NOTES:

1 21 2

1

1

1

1

DUALREMOTE

COMPENSATOR

ATT 1

Avionics


4A-5

SPZ-650 Automatic Flight Control System


Avionics


Pitot/Static SystemOn aircraft with a single air data computer (ADC), the left pitottube supplies the ADC and the right pitot tube supplies the copi-lot’s airspeed indicator.

The aircraft has three independent static systems: pilot’s, copi-lot’s, and standby. Each system has a static port on the left andright forward fuselage. The pilot’s system supplies static pres-sure to the ADC, while the copilot’s system supplies the copilot’sairspeed indicator, vertical speed indicator (VSI), the cabin airpressure controller, and the cabin differential pressure indicator.The standby system supplies the copilot’s altimeter.

On aircraft with dual ADCs, the left pitot tube supplies the No.1 ADC and the right pitot tube supplies the No. 2 ADC and thestandby airspeed indicator.

The three independent static systems each has a static port onthe left and right forward fuselage. The pilot’s system suppliesthe No. 1 ADC, the copilot’s system supplies the No. 2 ADC,cabin air pressure controller, and cabin differential pressureindicator. The standby system supplies the pilot’s dual modealtimeter.

On all aircraft, water drains in the static lines allow removal ofaccumulated water from the system. Water in the pitot linesdrains through the pitot tubes.

Electrically powered heating elements in the pitot tubes and sta-tic ports prevents ice accumulation (see Ice and Rain Protection).


Air Data ComputerThe air data computer (ADC) receives pitot pressure (PT) andstatic pressure (PS) inputs from the pitot/static system and tem-perature data from a probe on the lower forward fuselage. TheADC converts and processes these inputs and provides as elec-trical signals:

■ indicated airspeed (IAS)

■ true airspeed (TAS)

■ Mach number

■ true air temperature (TAT)

■ static air temperature (SAT)

■ pressure altitude.

The ADC provides these inputs to:

■ airspeed indicator

■ overspeed warning system

■ altimeter

■ altitude alerting system

■ vertical speed indicator (dual ADC equipped)

■ vertical navigation (VNAV) controller

■ optional electronic flight instrument system (EFIS) symbolgenerator

■ TAS/SAT/TAT indicator

■ ATC transponder

■ flight director computer

■ autopilot computer

■ optional flight data recorder.

Avionics


Digital air data computers (DADCs) provide the same outputs asthe ADCs. DADCs are microprocessor-based units that acceptanalog and digital inputs from the pitot/static system and TATprobe. They then provide analog and digital outputs to the flightinstruments, navigation systems, flight director and autopilot, andflight data recorder.

SPZ-650The Honeywell SPZ-650 automatic flight control system (AFCS)combines the functions of an autopilot, flight director, yawdamper, and elevator trim system to provide automatic flight pathand attitude control through the pitch, roll, and yaw axes. Varioussubsystems of the SPZ-650 AFCS include:

■ air data system

■ autopilot

■ flight director system

■ flight instrumentation (mechanical or optional EFIS)

■ vertical and directional gyros

■ radio altimeter

■ weather radar.

The flight control system receives aircraft attitude, position, andheading data from various sensors and navigation equipment.These data sources include:

■ air data system – airspeed, vertical speed, altitude

■ directional gyro – heading

■ vertical gyro – attitude (pitch, roll, and yaw)

■ accelerometer – acceleration

■ navigation radios – position in relation to navaids.


Supplied with these inputs, the AFCS generates the appropriatepitch, roll, and yaw commands or cues to fly the aircraft from itsactual attitude to a desired attitude.

Flight instrumentation can be mechanical instruments that con-sists of conventional attitude director indicators (ADIs) and hor-izontal situation indicators (HSIs) or electronic flight instrumen-tation (EFIS) that uses cathode ray tubes (CRTs) and symbol generators (SGs) to displays the same information.

SPZ-8000The Honeywell SPZ-8000 is a fail-operational digital automaticflight control system (AFCS) that provides autopilot, yaw damper,flight director guidance, and trim functions. The complete systemconsists of:

■ air data system

■ dual flight guidance system (FGS)

■ electronic flight instrument system (EFIS)

■ optional multifunction display (MFD)

■ optional flight management system (FMS)

■ attitude and heading reference system (AHRS)

■ weather radar system

■ radio altimeter system.

A bi-directional, high-speed avionics standard communicationsbus (ASCB) and private-line paths interface with the various sub-systems and components to provide rapid data transfer.

Supplied with the necessary inputs from the air data system, nav-igation sensors, and AHRS, the SPZ-8000 AFCS generates theappropriate commands and cues to automatically or manually flythe aircraft from its present attitude to a desired attitude.


Ele

ctri

cal S

yste

m

4B-1

A

XOVR RIGHT FEED

LEFT FEEDLEFT CB PANEL

RIGHT FEED BUSAFT J-BOX

L AUX J-BOX

LEFT FEED BUSAFT J-BOX

RIGHT FEEDRIGHT CB PANEL

CROSSFEED BUSAFT J-BOX

LHGEN

GCU

RH GEN

RESET

OFF

VRH STARTRELAY

LH STARTRELAY

GROUNDPOWER

RELAY

APUPOWERRELAY

BATTERYDISCONNECTRELAY

V

LH POWERRELAY

V

BATTERY RELAY

BATT

EMER

BATT/OFF

EMER

EMERPOWERRELAY

OFF

RH POWERRELAY

300A300A

75A 75A 75A75A 75A 75A

35A 35A 35A 35A

80A 80A 80A80A 80A 80A

15A

R AUX J-BOX

LEFT CB PANEL

RIGHT CB PANEL

AFT J-BOX

BATT

A

BATT

1

2

NORM

BATT DISC

GCU

ENGINE START

DISENGAGELH RH

APU

BATTERY BUS

1

12

8

13

2

7 6 5

4

RIGHT EMER BUS9

EMER AVIONICS BUS11

EMER XOVR BUS10

LH GEN

RESETOFF

STARTDISC

UNIT 152 AND SUBSEQUENT, FOUND ON EMERGENCY CROSSOVER LEFT CB PANEL

UNIT 179 AND SUBSEQUENT, FOUND ON EMERGENCY CROSSOVER LEFT CB PANEL

1

2

APU COOLING FANLH FUEL HEATERLH GENERATOR INLET HEATERLH WING FAIRING ANTI-ICEREFRESHMENT CENTER

XOVR LEFT FEED-RIGHT CB PANEL

AC INVERTER NO. 1AFT BAGGAGE HEATERAILERON BOOSTANTI-SKIDBATT TEMP AURAL WARN 1COCKPIT TEMPERATUREDIGITAL CLOCK 1ENGINE SYNCEQUIPMENT COOLINGFLAP CONTROLFLIGHT HOUR METERFUSELAGE TANK SHUTOFFGEAR CONTROL

LH STARTLH THRUST REVERSERLH TURBINE SPEEDLH WING ANTI-ICEMACH WARNINGPOWER STEERINGPRESSURIZATIONRH BOOST PUMPRH ENGINE BLEED AIRRH THRUST REVERSER EMERGENCY STOWRAT HEATERRUDDER BIASSPOILER HYDRAULICS (HOLDDOWN)WARNING LIGHTS 1WINDSHIELD ALCOHOL

A/P 2AC INVERTER NO. 2ADF 2ANTI-COLLISION LIGHTAUDIO 2CABIN READING LIGHTSCENTER PANELCOMM 2DIRECT GYRO 2DME 2

EL PANEL LIGHTSENCODING ALTIMETER 2FD 2FLIGHT DATA RECORDERHSI 2NAV 2RH LANDING LIGHTRH PANEL LIGHTRH STARTRADARRMI 2TRANSPONDER 2VLF 2

XOVR RIGHT FEED-LEFT CB PANEL

EMERGENCY POWER

AUXILIARY HYDRAULIC PUMPBAGGAGE AND TAILCONE LIGHTSBATTERY EMERGENCY DISCONNECTHORIZONTAL STABILIZER PRIMARY TRIMHORIZONTAL STABILIZER PRIMARY TRIM CONTROLIGNITION (START ONLY)VOLTMETER

LEFT FAN RPMLEFT ITTRIGHT FAN RPMRIGHT ITTSECONDARY PITCH TRIM

AIR DATA COMPUTERCOMM 1DIRECT GYRO 1 C-14DHORIZONTAL STABILIZER TRIM ADVISORYNAV 1STANDBY GYRO

A/P 1ADFAPU BLEED AIR VALVEAPU FIRE BOTTLEAPU FIRE DETECTAPU MASTERAPU TESTAUDIO 1AVN ADVISORYCVRDATA STORAGEDME 1FD 1FOOTWELL LIGHTS

HF1LH LANDING LIGHTLH PANEL LIGHTSMAPLIGHTSNAV DATA BASENAV LIGHTSR-NAV 1RAD-TEL/CAB-INPHRADIO ALTIMETER 1RMI 1TRANSPONDER 1VLF 1VOICE ADVISEWING INSPECTION LIGHTS

EMERGENCY CROSSOVER

FLAP POWER

AFT VANITYCOCKPIT AUX HEATERCOCKPIT AUX HEATER FANRH FUEL HEATERRH GENERATOR INLET HEATERRH WING FAIRING ANTI-ICERUDDER BIAS HEAT

LEFT FEED- LEFT CB PANEL LEFT AUX J-BOX

DRAIN HEATERFUSELAGE TANK FILL VALVELH BOOST PUMPLH IGNITION (SECONDARY AND ENG. ANTI-ICE)LH RECOGNITION LIGHTSLH TAXI LIGHTOXYGEN SEAT BELT SIGN

HYDRAULIC PRESSURELH AOALH ENGINE ANTI-ICELH FIRE DETECTLH FIREWALL SHUTOFFLH FUEL COMPUTERLH FUEL FLOWLH FUEL QUANTITYLH FUEL TEMPLH FUSELAGE PUMPLH HORIZONTAL STABILIZER DEICELH IGNITION (ON POSITION)LH OIL PRESSURELH OIL TEMPLH PITOT STATIC

AVIONICS EMERG BUS EMERGENCY CROSSOVER

COCKPIT FLOOD LIGHTS

RIGHT FEED- RIGHT CB PANEL RIGHT AUX J-BOX

GROUND RECOGNITION LIGHTSRH BOOST PUMPRH IGNITIONRH RECOGNITION LIGHTRH TAXI LIGHTTOILET

AOAAURAL WARNING 2CABIN TEMPDEFOG FANDIGITAL CLOCK 2FLAP AND SPOILER INDICATORFUEL TRANSFERFUSELAGE FUEL QUANTITYHYDRAULIC FLUID VOLUMELH BOOST PUMPLH ENGINE BLEED AIRLH THRUST REVERSER EMERGENCY STOWGEAR WARNING LIGHTSMANUAL CABIN TEMPRH ALTIMETER (VIBRATOR)RH AOARH ENGINE ANTI-ICERH FIRE DETECT

RH FIREWALL SHUTOFFRH FUEL COMPUTERRH FUEL FLOWRH FUEL QUANTITYRH FUEL TEMPRH FUSELAGE PUMPRH HORIZONTAL STABILIZER DEICERH IGNITIONRH OIL PRESSURERH OIL TEMPRH PITOT STATICRH THRUST REVERSERRH TURBINE SPEEDRH WING ANTI-ICERATWARNING LIGHTS 2WINDSHIELD BLEED AIR

CROSSOVER RIGHT FEED - LEFT CB PANEL

R. EMERGENCY BUSRIGHT CB PANEL

LEFT AUX J-BOX

LEFT FEED - LEFT CB PANEL RIGHT FEED - RIGHT CB PANEL

BATTERY BUS

EMERGENCY CROSSOVERLEFT CB PANEL

EMERGENCY AVIONICS BUSRIGHT CB PANEL

CROSSOVER LEFT FEEDRIGHT CB PANEL

CROSSFEED BUS

RIGHT AUX J. BOX

LEFT FEED BUS

1 2 3

4 6 7

8 9 10 11

1312

1

2

2

1

RIGHT FEED BUS5

1

RHGEN

XOVR LEFT FEED3

DC Electrical System

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

AC Electrical SystemUnits 001 to 178

MASTERWARNRESET

115V AC NO. 1

INV 1 TEST

INV 2 TEST

AVIONICSMASTER

ON

OFF

OFFRIGHT FEED / RIGHT CB PANEL

INVERTERNO. 2

115V AC NO. 2

EFIS 1ALT 1RATE-OF-TURNFMS 1ADI 1 (MECH.)ADF 1RMI (MECH.)

26V AC NO. 1 26V AC NO. 2

RADARNAV 2RMI 2RATE-OF-TURNADF 2

FMS 2EFIS 2HSI 2 (MECH.)ADI 2 (MECH.)

ON

OFF

OFFBATT

EMER

A/P 1VG 1F/D 1ADI 1 (MECH.)RADAR

VG 2F/D 2FEEDERADI 2 (MECH.)FLT DATA RECORDER

EMERAVIONICSBUS 28V DC

DIRECTIONALGYRO 28V DC

26V ACOUTPUT

F/D 1 CB

1

ON/OFF

28VDC

FAIL

26V AC

115VAC

28V DCLEFT FEED

28V DCRIGHT FEED

ON/OFF

28V DC

FAIL

26V AC

115VAC

LEFT FEED / LEFT CB PANEL

INVERTERNO. 1

C-14 D

INVERTERSWITCH

ADCMACH A/STAS/SAT/TATRMI 1 (EFIS)HSI (MECH.)NAV 1

UNIT 067 AND SUBSEQUENT, AND EFIS ONLY1

INVERTERFAIL

11 22

MASTERWARNRESET

115V AC NO. 1

EMER AVIONICS BUS

CROSSFEED BUS

ON

OFF

AVIONICSMASTER

2-1

NORM

1-2BATT

OFF

EMER

L FEED BUS / L CB PANEL

R FEED BUS / R CB PANEL BUS

115V AC NO. 2

ON/OFF

28V DC

FAIL

26V AC

115V AC

ON/OFF

28V DC

FAIL

26V AC

115VAC

AHRS 1ADF 1DIGITAL ADC 1EFIS REF 1FLT DIR 1

FMS 1NAV 1RMI 1STDBY ACWIND SHEAR

26V AC NO. 1 26V AC NO. 2

AHRS 3AHRS 2DIGITAL ADC 2EFIS REF 2FLT DIR 2

FMS 2MACH/AIRSPEED INDICATORNAV 2RMI 2

OPTIONAL FLT DATA RECORDER

OPTIONAL VOICE RECORDER UNITS 0179 THRU 0193

INVERTERFAIL

1 2

INVERTERNO. 1

INVERTERNO. 2

1

UNIT 194 AND SUBSEQUENT,NO CONNECTION1

Electrical Systems

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

AC Electrical SystemUnit 179 and Subsequent


Electrical Systems


DC SystemCitation III/VI DC electrical system power sources include:

■ one or two 24V batteries

■ two engine-driven generators

■ optional APU-driven generator

■ external power system.

BatteriesDepending on the aircraft, Service Bulletin compliance, and if theaircraft has an APU, battery number and capacity varies. Typicalinstallations include:

■ two 20 cell, 24V, 20 amp-hour (AH) batteries

■ one 20 cell, 24V, 40 or 44AH battery

■ two 20 cell, 24V, 40 or 44AH batteries.

Typically, most aircraft have two batteries.

With the battery master switch in BATT, the battery relay closesto supply power from the Battery bus to the Crossfeed bus. Fromthe Crossfeed bus, power flows to the rest of the DC electricalsystem.

Placing the switch in the EMER position opens the battery relayto isolate the Crossfeed bus and closes the emergency powerrelay to supply power directly from the Battery bus to theEmergency bus. With the switch in OFF, the emergency powerand battery relays are open to isolate the Battery bus from therest of the electrical system. Items powered directly by theBattery bus remain operational.

On aircraft with two batteries, a three-position BATT DISC(1/NORM/2) switch individually disconnects the batteries fromthe Battery bus. With the switch in NORM, the battery discon-nect relays close to connect the battery negative terminals to


electrical ground. Placing the switch in 1 or 2 opens the associ-ated battery disconnect relay to isolate the battery from theBattery bus.

Connecting a ground power unit (GPU) automatically opens thebattery disconnect relays to isolate the batteries. On unit 44 andsubsequent and prior units with SB650-24-16: with the batteryswitch in BATT and a GPU connected, placing the GPU BATTCHARGE in CHG closes the battery disconnect relays to allowbattery charging. Placing the switch in NORM (normal operatingposition) opens the battery disconnect relays when a GPU isconnected.

A starter disable switch in the tailcone baggage compartmentalso controls the battery disconnect relays. Normally, the switchis left in the NORM position. If a starter relay hangs, lifting theguard and placing the switch in the ON position opens the dis-connect relay to cut power to the starter.

If a battery overheats and temperatures reach 60°C (140°F),temperature sensors illuminate the BATT O’TEMP annunciatorand trigger the master warning lights. If battery temperatureexceeds 71°C (160°F), the annunciator flashes. Temperaturesensors also drive the optional digital battery temperature gage.If battery temperature reaches 60°C, the temperature gage’s yellow light illuminates. If temperatures reach 71°C, a red lightilluminates.

Starter/GeneratorsTwo 30V, 400 amp engine-driven starter/generators are the primary source of DC electrical power. During engine startingthey function as starters. When an engine reaches approxi-mately 48% N2 RPM, its generator control unit (GCU) enablesthe transition from starter to generator.

Each GCU provides:

■ voltage regulation at 28.5V DC

Electrical Systems


■ generator load sharing within 10% of load

■ starter/generator field current control

■ automatic starter shutoff

■ overvoltage, overexcitation, and ground fault protection

■ line contactor control and reverse current protection.

With an engine operating at 48% N2 and its control switch in theGEN position, the GCU monitors Battery bus voltage. WhenBattery bus voltage is correct, the GCU closes the power relay toconnect generator output to its Feed bus. If a fault occurs (i.e.,overvoltage), the GCU opens the power relay to disconnect thegenerator from the electrical system. When the power relayopens, the respective GEN OFF LH/RH annunciator illuminates.

Placing the generator’s control switch in RESET closes the gen-erator field relay to rapidly build up voltage. If the electrical faultclears, the power relay closes and generator output connects toits Feed bus. Placing a control switch in OFF opens the powerrelay. The generator continues generating power by it does notconnect to its Feed bus.

On aircraft with an APU, the APU-driven starter/generator sup-plies the aircraft’s DC electrical system through the Battery bus.With the APU running and its generator on-line, power flowsthrough its closed power relay to the Battery bus.

External PowerWith a 28V DC, 1,000 to 2,000A rated GPU connected to theexternal power receptacle, the ground power relay closes to supply 28V DC to the Battery bus and the rest of the electricalsystem. Connecting external power automatically isolates thebatteries from the Battery bus by opening their disconnect relays.With the GPU BATT CHARGE switch (if installed) in CHG, thebattery disconnect relays remain closed to allow external powerbattery charging.


If GPU voltage exceeds 32.5V DC or a generator switch is turnedON, the external power overvoltage controller energizes theexternal power control relay to de-actuate the external powerrelay and disconnect external power from the Battery bus.

Distribution and ControlDC power from the batteries, engine-driven starter/generators,APU-driven starter/generator, or external power system suppliesa multi-bus DC power distribution system. These DC busesinclude:

■ Battery bus

■ Left and Right Feed (aft junction box)

■ Crossfeed bus

■ Left and Right Feed (CB panel)

■ Left and Right Crossover Feed

■ Left and Right Emergency

■ Emergency Crossover.

On unit 174 and subsequent and prior aircraft with SB650-24-31, placing the INTERIOR MASTER switch in the OFF posi-tion disconnects high current draw items powered from the aftjunction box. These include the aft vanity, refreshment center,stereo, Wemac boost, flood cooling, cabin footwell lights, readinglights, window and overhead indirect lights, toilet, and closetlights. Normally, the switch is left in the NORM position.

Battery SwitchWith the battery switch in ON, pressing the starter button ener-gizes the starter control relay and closes the start relay. Powerflows from the Battery bus through the closed start relay to thestarter; the starter begins turning. When the engine reachesapproximately 48% N2 RPM, the GCU terminates the startsequence and opens the start relay. When generator output

Electrical Systems


equals Battery bus voltage, the GCU closes the power relay toconnect generator output to the associated Feed bus.

Cross Generator StartWith an engine at a minimum power setting of 61% N2 RPM,pressing the opposite engine start button closes both start relays.Power flows from the operating generator through the Batterybus to the opposite engine’s starter to assist the batteries.Simultaneously, the battery relay opens to isolate the Battery busfrom the DC electrical system to prevent power from finding asneak circuit to the starter.

APU Assisted StartDuring an APU assisted engine start, power flows from the APU’sgenerator to the Battery bus. From the Battery bus it reaches theengine’s starter through the closed start relay.

External Power StartWith the battery switch in ON, connecting the GPU energizes theexternal power relay and de-energizes the battery disconnectrelays. During an external power start, the generator switchesshould be left off to prevent loss of external power as a generatorcomes on-line.

Power flows from the external power receptacle through theclosed external power relay to the Battery bus. Pressing a startbutton closes the start control and start relays. Power flows fromthe Battery bus through the closed start relay to turn the starter.After the GCU terminates the start cycle at 48% N2 RPM, thestart relay opens to disconnect the starter from the Battery bus.If desired, the second engine can be started with external poweror by a cross generator start.

After both engines are running, placing the generator controlswitches in ON closes the power relays to connect generator out-put to the Left and Right Feed buses. The external power relayalso de-energizes to disconnect external power.


AC SystemCitation III/VI AC electrical power power sources include:

■ two 115V/26V AC, 400 Hz inverters

■ optional third 115V/26V AC, 400 Hz inverter

■ two variable-frequency engine-driven alternators.

The engine-driven alternators provide AC power for the horizon-tal stabilizer anti-icing system (see Ice and Rain Protection).

InvertersUnits 001 to 178 have two 350 or 375VA static inverters in thenose compartment.

With DC power available, turning the avionics master switch toON closes two relays that supply 28V DC from the Left and RightFeed buses to the inverters. Turning the inverter control switch toON then brings both inverters on-line. AC power from the twoinverters then feeds the 115V AC No. 1 and No. 2 and 26V ACNo. 1 and No. 2 buses.

If an inverter fails, automatic switching relays direct 115V AC and26V AC from the operating inverter to the failed inverter’s ACbuses. If an inverter’s 115V AC or 26V AC output fails, the asso-ciated INVERTER FAIL 1/2 annunciator illuminates.

Holding the inverter test switch in the INV 1 TEST or INV 2 TESTposition tests the automatic inverter switching system by cuttingDC input to the selected inverter. During testing, the associatedINVERTER FAIL 1/2 annunciator illuminates and the operatinginverter assumes the failed inverter’s loads.

Loss of both main inverters causes the Master Warning lights toilluminate.

Electrical Systems


Unit 179 and subsequent have two 250VA inverters. Duringemergencies, each of these inverters can supply 150% of ratedpower for five minutes and can supply the aircraft’s entire ACpower needs if an inverter fails.

With DC power available, turning the avionics power switch ONenergizes two relays that supply 28V DC from the Left and RightFeed buses to the No. 1 and No. 2 inverters respectively. Withthe battery switch in the OFF or EMER positions, the No. 1inverter receives power from the Emergency bus and the No. 2inverter receives power from the Crossfeed bus.

When the inverters come on-line 115V AC and 26V AC fromeach inverter powers its set of AC buses. If an inverter fails andits INVERTER FAIL 1/2 annunciator illuminates, the operatinginverter must be manually selected to power the failed inverter’s26V AC bus. Moving the AC XOVER switch from the NORMposition to the 2 to 1 or 1 to 2 (depending on the failed inverter),cuts DC power to the failed inverter and connects the operatinginverter’s 26V AC bus to the failed inverter’s bus.

Loss of both main inverters causes the Master Warning lights toilluminate.

On all aircraft, an additional inverter, if installed, in the pilot’s C-14D directional gyro provides emergency 26V AC, 400 Hzpower for the air data computer (ADC), pilot’s altimeter andMach/airspeed indicator, and horizontal situation indicator (HSI).The inverter only provides AC power if the battery switch is inOFF or EMER.


LightingInterior Lighting

Lighting System Switch Power Source

Cockpit

Electroluminescent EL PANEL-LIGHT Right Feed*Panels

Engine/ FLD LTS Right EmergencyCockpit Flood Emergency Crossover

Left Panel LH PANEL-LIGHT Crossover Left Feed*Center Panel CTR PANEL-LIGHT Right Feed*Right Panel RH PNL LT Right Feed*

Map Lights MAP LIGHTS (L/R) Crossover Left Feed

Passenger Cabin

Aft Vanity Rheostat Right Aux J-box

Cabin Reading Individual Switches Right Feed

Footwell Footwell Light Crossover Left Feed

Indirect Individual Individual powerFluorescent Rheostats supplies

Passenger SEAT BELT – Left FeedSafety PASS SAFE

Baggage and BAGGAGE LIGHT Battery busTailcone

Emergency EMER LTG Ni-cad battery packsLighting 5 “G” switch

Electrical Systems


Exterior Lighting

Lighting System Switch Power Source

Anticollision ANTI COLL NAV Right Feed bus

Ground GND REC or TAIL Right Feed busRecognition FLD/GND REC

Landing LH/RH LANDING Crossover LeftLIGHTS Feed bus

Right Feed bus

Navigation ANTI COLL NAV Crossover LeftFeed bus

Recognition RECOG/TAXI Right Feed busWING INSP Left Feed bus

Tail Flood TAIL FLD/ Right Feed busGND REC

Taxi RECOG/TAXI Left Feed busWING INSP Right Feed bus

Wing Inspection RECOG/TAXI Crossover LeftWING INSP Feed bus


DC and AC Electrical Systems

Power Source BatteriesTwo 20-cell, 24V, 40 or 44 amp-hourOne 20-cell, 24V, 40 or 44 amp-hour

(SB650-24-18)Engine Generators (2)

30V, 400A outputAPU Generator (optional)

30V, 400A or 300A, 150A (PATS)Inverters (2; 3 on units 001 to 178 with SPZ-8000 system)

115V, 400Hz AC26V, 400Hz AC

Ground power28V, 1,000 to 2,000A

Distribution DC busesBatteryCrossfeedLeft/Right Feed (Aft J Box)Left/Right Aux J BoxCrossover Left/Right Feed (CB panel)Right EmergencyEmergency CrossoverEmergency Avionics

AC busesAvionics Feed 1: 115V ACAvionics Feed 1: 26V ACAvionics Feed 2: 115V ACAvionics Feed 2: 26V AC

Control, Monitor, and Protection data on following page.

Electrical Systems


Control DC SwitchesEngine generator (2)APU generator (optional)BatteryBattery disconnect (dual battery installation)Engine fireGPU battery chargeStarter disable

AC SwitchesAvionics MasterInverter (units 001 to 178 and Citation VI)Inverter test (units 001 to 178 and

Citation VI)AC XOVER (Citation III units 179 and

subsequent)

Monitor DCVoltmeter and ammetersGEN OFF LH/RH lightsBATT O’TEMP 1/2 lights (dual installation)Battery temperature indicator (optional)AFT J BOX LMT/CB lights

ACINVERTER FAIL 1/2 lights

Protection Circuit breakersCurrent limitersFusesRelaysGenerator control unitsInverter monitor circuits


Lighting Systems

Power Source Crossover Right Feed bus – 28V DCGear warningWarning lights 2

Crossover Left Feed bus – 28V DCFootwellLH landingLH panelMapNAVWing inspection

Battery bus – 28V DCBaggage and tailcone

Right Feed bus – 28V DCGround recognitionRH recognitionRH taxi

Left Feed bus – 28V DCLH recognitionLH taxi

Right Emergency bus – 28V DCCockpit flood

Right Feed bus – 28V DCAnti-collisionCabin readingCenter panelElectrical panelRH landingRH panel

Inverter – 40 to 60V AC, 400HzElectroluminescent panels

Inverters – 5V DC (3)Instruments (internally lighted)

Emergency Ni-Cad batteries – charged byaircraft DC system (2)

Control, Monitor, and Protection data on following page.

Electrical Systems


Control Switches and rheostatsPilot’s/copilot’s light control panelSide consoles (L/R)Landing gear switch (taxi lights)Individual cabin and baggage interiorDAY/NIGHT

Monitor Switch positionsLanding light extension (advisory light)

Protection Circuit breakers



4C-1

3

R ENG BLD AIR

ONOFF EMER

BLEED AIRSHUTOFF VALVE(NORMALLY OPEN;POWERED CLOSED)

HP BLEEDAIR SHUTOFF VALVE(NORMALLY OPEN;POWERED CLOSED)

5 PSID

FLOW LIMITER5% VENTURI

TO ENGINEANTI-ICE

T

PRECOOLER HEATEXCHANGER

TO SERVICE AIRAND RUDDER BIAS

ANTI-ICE EMERGENCYPRESSURIZATION SHUTOFFVALVE (NORMALLY OPEN;POWERED CLOSED)

COLD HOT

AUTO

MANUAL

TEMPCONTROLLER

CKPTPACCABPAC

ONHIGHOFF

ONHIGHOFF

560°F

TO COCKPIT

TO WINGANTI-ICE

TO WEMACOUTLETS

EMERGENCYPRESSURIZATION

TO WEMACOUTLETS

TO CABIN

T

EMERGENCYPRESSURIZATIONSHUTOFF VALVE(NORMALLY CLOSED;POWERED OPEN)

TO WINGANTI-ICE

OFF EMERON

L ENG BLD AIR

TOSERVICEAIR

FROMAPU

(TYPICAL)

LP BLEED

TO ENGINEANTI-ICE

P 5 PSID

HIGH PRESSUREBLEED

TO SERVICE AIRAND RUDDER BIAS

TEMPCONTROLLERTO

WINDSHIELDANTI-ICE

MIXEDASSEMBLY

COLD HOT

AUTO

MANUAL

CAB TEMP SEL

FROM RAMAIR SCOOP

CKPT TEMP SEL

COLD HOT

ONHIGHOFF

OFF EMERON

AUTO

MANUAL

COLD HOT

AUTO

MANUAL

OFF EMERON

ONHIGHOFF

CKPT PAC CAB PAC

R ENG BLD AIRL ENG BLD AIR

SELSUPPLY

CABCKPT

SEL

SHUT

SHUT

ISOL VALVE

SUPPLY

SHUT

SHUT

T

OVERBOARD

560°F

SQUATSWITCH

HYDRAULICPOWEREDFAN

ISOLATIONVALVE

1

CROSSOVER RIGHT FEED BUSLEFT CB PANEL

PAC BLD SELECTHP

LP

NORM

1 UNITS 001 TO 104 EXCEPT THOSE MODIFIED

LEFT FEED BUSLEFT CB PANEL

P

HP BLEED AIR

LP BLEED AIR

PAC BLEED AIR (CONDITIONED)

PAC BLEED AIR (UNCONDITIONED)

RAM AIR

EMERGEMERGPRESS ONPRESS ON

LHLH RHRH

DUCTDUCTO'HEAO'HEATT

CKPTCKPT CABCAB

EMERGEMERGPRESS ONPRESS ON

LHLH RHRH

5

PPAC HPAC HPVLVLV OPENV OPEN

LHLH RHRH

HPHP PRECLR PRECLRO'HEAO'HEATT

LHLH RHRH

2

4

1

HPHP PRECLR PRECLRO'HEAO'HEAT

LHLH RHRH

PPAC HPAC HPVLVLV OPENV OPEN

LHLH RHRH

T

6

CKPT TEMP SEL CAB TEMP SEL

6

4

21

3

5

7

7

ISOL VALVE

CAB PAC

CKPT PAC

FROMPATSAPU(TYPICALPATS)

FROMPATS APU(TYPICAL PATS)

ISO VISO VALALVEVEOPENOPEN

M

AIR

GROUND

Bleed Air System

En

viro

nm

enta

l Sys

tem

s

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

Environmental Systems


4C-3

Air Distribution System

FORWARDPRESSUREBULKHEAD

RIGHTWINDSHIELDDEFOG

RIGHT SIDECONSOLE AIROUTLET

LEFT WINDSHIELDDEFOG

LEFT SIDECONSOLE AIROUTLET

MAINENTRANCEDOOR

LEFTARMRESTDUCTING

CROSSOVER DUCTSIDE CONSOLE AIR

RIGHT ARMRESTDUCTING

CROSSFEEDVALVE

AUXILIARYHEATER

OVERHEADCOLD AIRDUCTS

WEMACOUTLETSCABIN

WEMAC OUTLETS COCKPIT

FROM CABIN PAC

FROM COCKPIT PAC

RIGHT EMERGENCYPRESSURIZATION AIR(HP BLEED)

COCKPITCONDITIONED/FRESH AIR

LEFT FLOORLEVEL DUCTING

EMERGENCYPRESSURIZATIONMIXER CABIN

CONDITIONED/FRESH AIR

LEFT EMERGENCYPRESSURIZATION AIR(HP BLEED)

RIGHT FLOORLEVEL DUCTING

CHECKVALVE

FLOOD COOL AIROUTLET

WEMACBOOSTBLOWER

HP BLEED AIR (UNCONDITIONED)

PAC BLEED AIR (CONDITIONED)

PAC BLEED AIR (UNCONDITIONED)

FOOT-WARMEROUTLET

DEFOGFAN

FOOT-WARMEROUTLET




4C-5

Pressurization System

AIRCRAFT

24

26

28

30

35 40

45

50

55

60-1

1

23 4 5 6

78

910

3130 29

28

ALT X 1000 FTBARO IN HG

A B

R

FAULT

INCR

UP

DOWN

LANDING GEARSQUAT SWITCHGROUND

FLIGHT

> 75% N1

< 75% N1

THROTTLE CAMSWITCH (ABOVE 85% N SPEED)1

ISOBARIC HOLDCONTROL VALVE

ALTITUDE LIMITCONTROL(13,500 FT)

POSITIVE DIFFERENTIALPRESSURE CONTROL9.7 PSID

CABINPRESSUREIN

ELECTRO-PNEUMATICTRANSFER VALVE

FILTER

CABINPRESSURE IN

ALTITUDE LIMITCONTROL (13,500 FT)

POSITIVE DIFFERENTALPRESSURE CONTROL9.7 PSID

CABINPRESSURE IN

SECONDARYOUTFLOWVALVE(SLAVE, MODULATING)

TO OUTSIDEATMOSPHERE


TO VACUUMREGULATOR

PRIMARYOUTFLOWVALVE(MODULATING)


MANUAL-NORMALSWITCH

MAN

NORM

CABINDUMP

DUMPSWITCH

SENSEPORT

DIGITALCONTROLLER

CABINPRESSURESELECTOR


AUTOSCHED

ALTITUDESELECT

OUTFLOW VALVE CONTROL LINE

CABINPRESSURE IN

VACUUMREGULATOR

CABINPRESSURE IN

MANUAL PRESSURIZATIONCONTROL VALVE


11

VACUUM

REGULATED VACUUM

CABIN PRESSURE

OUTFLOW CONTROL

UP

DN

HLD

MAXRATE

MIN

NORM

FRONT VIEW

PACO'HEAT

CKPT CAB

PAC HI

COCKPIT AIRMIXED MUFF

COCKPIT PRESSUREREGULATING VALVE(NORMALLY OPEN-LOW)

PRIMARY HEATEXCHANGER

TURBINE

COMPRESSOR

FROM RAMAIR SCOOP

CABIN PRESSUREREGULATING VALVE(NORMALLY OPEN-LOW)

ANTI-ICEPNEUMATICVALVE (35°F)

TEMPERATURECONTROL VALVE

475°F

225°F

CABINPAC

WATERSEPARATOR

TO LEFTOVERHEAD

COCKPITPAC 225°F

475°FSECONDARY HEATEXCHANGER

TO RIGHTOVERHEAD

FROM LEFTENGINE

CABIN AIRMIXED MUFF

FROM RIGHTENGINE

TOCABIN

TOCOCKPIT

T T

T

T

TT

ACM COMPRESSED AIR

ENGINE BLEED AIR

PRIMARY HEAT EXCHANGER OUTPUT AIR

SECONDARY HEAT EXCHANGER OUTPUT AIR

ACM OUTPUT AIR

ACM CONDITIONED AIR

RAM AIR

SUCTION

FROM PATS APU: IF INSTALLED1

FROM PATS APU1

FROM PATS APU1


Air Cycle Machine


Citation III/VI For training only 4C-7March 2000

LP Bleed Air Supply

OFF EMERON

TOSERVICE

AIR

FROMAPU

L ENGLP AIR BLEED

TOENGINE

ANTI-ICE

P5 PSID

BLEED AIR SHUTOFF VALVE(NORMALLY OPEN;POWERED CLOSED)

FROM HPBLEED AIR

CHECKVALVE

APU FLOWCONTROL

SHUTOFF VALVE


HP BLEED AIRSHUTOFF VALVE(NORMALLY OPEN;POWERED CLOSED)

TO ISOLATION VALVEAND ECU

CHECKVALVE

L ENG BLEED AIR


HP Bleed Air Supply

R ENG BLD AIR

ONOFF EMER

P

BLEED AIRSHUTOFF VALVE(NORMALLY OPEN;POWERED CLOSED)

HP BLEED AIRSHUTOFF VALVE

(NORMALLY OPEN;POWERED CLOSED)

5 PSID


HP

LP

NORM

TO WINGANTI-ICE

EMER PRESSSHUTOFF VALVE(NORMALLY CLOSED;POWERED OPEN)

ANTI-ICEEMER PRESSSHUTOFF VALVE(NORMALLYOPEN; POWEREDCLOSED)

TOSERVICEAIR ANDRUDDERBIAS

PRECOOLERHEATEXCHANGER

R ENGHP BLEED

AIR

HPPRECOOLERO'HEATSENSOR

T

TOENGINEANTI-ICE

R ENGLP BLEED

AIR

PAC BLD SELECT



Bleed Air SuppliesLow pressure (LP) and/or high pressure (HP) bleed air obtainedfrom the engines supplies the:

■ air conditioning system

■ normal and emergency pressurization systems

■ wing, windshield, and engine anti-icing systems

■ rudder bias system

■ service air system (door seal and pressurization system airejector).

If installed, the auxiliary power unit (APU) also supplies bleed airfor the air conditioning and service air systems.

LP AirLP bleed air from each engine’s axial compressor flows througha flow-limiting venturi before it enters the collector manifolds. Theventuris limit total LP bleed air extraction to 5% of that producedby the engine. In the collector manifolds, bleed air flows througha check valve and shutoff/pressure regulating valve before itreaches the environmental control unit packages (PACs). Thecheck valves prevent reverse airflow from an operating engine toan inoperative engine.

When operating with the APU bleed air switch in OPEN, the APUsupplies bleed air through a check valve and open bleed air shut-off valve into the collector duct that supplies the PACs. At lowengine power settings on the ground, supplying the environmen-tal control system with APU bleed air is more efficient.


HP AirHP bleed air from each engine’s HP compressor flows through aprecooler and slave valve before it passes through the enginepylon into the tee duct. The slave valve, controlled by a pilotvalve, regulates the air bypassing the precooler to maintain it ata temperature between 500 and 550°F (260 and 288°C). If thebleed air temperature downstream of the precooler exceeds 560±12°F (293 ±7°C), an overtemperature switch illuminates theassociated HP PRECLR O’HEAT annunciator.

In the tee duct, the HP air supply splits to supply the:

■ emergency pressurization system through the anti-ice/emer-gency pressurization shutoff valve and emergency pressuriza-tion shutoff valve

■ wing and windshield anti-ice systems through the anti-ice/emergency pressurization shutoff valve, wing anti-ice shut-off valve, and windshield pressure regulating shutoff valve

■ collector ducts through the open HP bleed air shutoff valve

■ service air and rudder bias systems

■ engine nacelle anti-icing system.

Air ConditioningOn the ground with the throttle levers below the 55% N1 positionand the PAC BLD SELECT switch in NORM, the HP bleed airshutoff valves open to supplement LP bleed air. Advancing thethrottles above the 55% N1 position, closes the HP bleed airshutoff valves; LP bleed air is then the sole source for the PACs.

Opening and closing of the HP bleed air shutoff valve can alsobe controlled by placing the PAC BLD SELECT switch in LP(shutoff valve closed) or HP (shutoff valve open).



Normally, left and right bleed air separately supply the cabin andcockpit PACs. Placing the ISOL VALVE switch in OPEN supplies28V DC to open the isolation valve and connect the two bleed airsupplies. This allows one engine to supply both systems duringan engine failure. Check valves prevent reverse bleed air flow tothe inoperative engine.

On unit 200 and subsequent, an optional Freon air conditioningsystem supplements the PACs for ground and low altitude operations.

ECU PACsOn units 001 to 104, the ECU PACs consist of a dual core pri-mary and secondary heat exchanger, air cycle machine (ACM),pressure regulator and shutoff valve, temperature sensor andthermal switches, anti-ice pneumatic valve assembly, water sep-arator, and flow-limiting venturi.

On unit 105 and subsequent, the ECU PACs consist of a heatexchanger, air cycle machine, fan housing, water separator,bypass valve, and overtemperature switch.

A PACs bleed air flows through a pressure regulator and shutoffvalve before it enters the primary heat exchanger. The shutoffvalve, controlled by a high/low solenoid, regulates bleed airpressure to 28.5 PSIG in the high setting and to 15 PSIG in thelow setting.

After the flow-limiting venturi, bleed air then moves through a ramair cooled primary heat exchanger that provides initial air coolingbefore it reaches the ACM’s compressor. As air flows through thecompressor, it is compressed and heated before it passesthrough the secondary heat exchanger for cooling.

After passing through the secondary heat exchanger, air flows tothe ACM’s turbine where it rapidly expands and cools as itexpends energy to drive the turbine. The rapidly spinning turbine,in turn, drives the ACM’s compressor.


If installed, a hydraulically operated fan draws air through thePAC heat exchangers to supplement ground cooling. The fandeactivates on takeoff.

On units 001 to 104, there is a thermal switch at the compres-sor outlet and turbine inlet. If temperature of the air exiting thecompressor exceeds 475°F (246°C) or the air temperature enter-ing the turbine exceeds 225°F (107°C), the thermal switches illu-minate the associated PAC O’HEAT CKPT/CAB annunciator andperform an automatic PAC shutdown.

On unit 105 and subsequent, if the temperature of the air exit-ing the ACM compressor exceeds 435 ±15°F (224 ±8°C), thecompressor outlet thermal switch illuminates the associated PACO’HEAT CKPT/CAB annunciator and performs an automaticPAC shutdown.

After exiting the ACM, conditioned air combines with airbypassed around the primary heat exchanger. In the water separator, a coalescer removes water from the moisture-ladenconditioned air. An ejector collects water and supplies it to thesecondary heat exchanger to assist cooling.

A temperature switch downstream of the water separator moni-tors water separator outlet air temperature. At temperaturesbelow 35°F (1.6°C), the switch opens an anti-ice pneumaticvalve that heats the air entering the water separator to preventicing.

Distribution and ControlConditioned air mixed with hot bleed air heats and pressurizesthe cockpit and cabin. Cold conditioned air directly from thePACs cools and ventilates the cockpit and cabin through over-head Wemac ducts.

On the ground, forced air from a ram air scoop at the vertical sta-bilizer base ventilates the cockpit and cabin.



Temperature ControlWith the CKPT TEMP SEL and CAB TEMP SEL knobs in theAUTO range, cockpit and cabin temperature controllers regulateair temperature based on temperature signals provided by zoneand duct temperature sensors. In response to these inputs andthe desired air temperature selected through the control panel,each controller opens or closes its temperature control valve toincrease or decrease the amount of hot bleed air supplied to themixer muffs.

Placing a CKPT or CAB TEMP SEL knob in the MANUAL rangeallows the crew to manually control cockpit and cabin air tem-perature by directly controlling the opening and closing of thetemperature control valves.

Through the source selectable digital temperature indicator, thecrew monitors zone and supply temperature and the settingselected for temperature control.

If the cockpit and cabin supply duct temperature exceeds 300°F(149°C), a duct overheat switch illuminates the associated DUCTO’HEAT CKPT/CAB annunciator. If a duct overheats, selecting alower temperature with the environmental control closes the tem-perature control valve to cool the air supply.

If a cockpit PAC malfunctions or its CKPT PAC knob is in OFF, acrossflow check valve between the cabin and cockpit ductingopens to admit cabin PAC conditioned air into the cockpit.

Boost and Flood CoolingOn unit 105 and subsequent; prior aircraft with SB650-21-22,with the WEMAC BOOST switch in ON, an electric fan in the aftvanity mixes cabin air with conditioned air to increase air flowthrough the overhead distribution ducts and prevent fogging fromthe Wemac outlets.


On unit 105 and subsequent, an optional flood cooling systemallows rapid cooling by directing most of the cold conditioned airfrom the PACs through an aft bulkhead mounted plenum into thecabin. With the control switch in FLOOD COOL, a motor-drivendoor partially closes off the overhead distribution ducts to routemost of the air through the flood cooling outlet. With the controlswitch in OFF, the door closes the outlet and cold air flows nor-mally through the overhead distribution ducts.

Freon Air ConditioningWith the aircraft electrical system powered by the engine-drivengenerators or external power, placing the A/C switch in ON ener-gizes the air conditioner compressor and evaporator fans. Theair conditioner compressor then cycles on and off in response tothe setting made with the A/C TEMP selector. The system pro-vides cold conditioned air through the forward evaporator andfan in the forward end of the dropped aisle and the rear evapo-rator and fan in the right vanity area. With the A/C switch in FAN,the compressor does not operate but the fans continue to circu-late air through the cabin.

Depending on the position of the FWD EVAP and AFT EVAPswitches, the evaporator fans operate at high (HI), medium(MED), or slow (LOW) speeds.

Auxiliary HeatingAn auxiliary electric heater in the cockpit air distribution ductssupplements normal heating and assists in window defogging.Through the CKPT AUX FAN and CKPT AUX FAN/HEAT switch-es, the flight crew can select:

■ fan low/heat low

■ fan high/heat high

■ fan high/heat low.



To prevent overheating, the system will not operate with the FANswitch in LOW and the FAN/HEAT switch in HIGH. After placingboth switches in OFF, a cooldown circuit runs the fan until outputtemperature is below 130°F (54°C).

Baggage Compartment HeatingWith DC power available and the BAT HTR switch in ON, anelectric blower, heating elements, and ambient temperatureswitch maintain baggage compartment temperature between 70and 90°F (21 and 32°C). If the baggage compartment tempera-ture reaches 180°F (82°C), an overheat temperature switch illu-minates the BAG HTR O’HEAT annunciator. If the temperaturecontinues to rise, thermal fuse(s) melt at 280°F (138°C) to cutpower to the heating elements.

Instrument Panel CoolingWith the W/S DEFOG switch in LOW or HIGH, a 28V DC fanunderneath the defog deck circulates air behind the instrumentpanel for cooling. The fan also operates if a thermal switch sens-es a temperature above 98°F (37°C) behind the instrumentpanel. On aircraft with EFIS, the fan operates continuously.

Avionics CoolingWith the battery switch in BATT, cooling fans circulate air throughthe avionics equipment to prevent overheating. On units 001 to178, a thermal switch with a 98°F (37°C) set-point controls powerto the fans. On unit 179 and subsequent, the fans operatewhenever the battery switch is in BATT.


PressurizationWith a constant supply of conditioned air flowing into the cabin,the pressurization system automatically maintains a selectedcabin altitude, climb rate, and descent rate with two outlowvalves that control the rate of cabin air escape to atmosphere. Atthe aircraft’s maximum operating altitude of 51,000 ft, the sys-tem’s 9.3 PSID maximum cabin pressure differential maintains acomfortable 8,000 ft cabin altitude.

The system’s primary and secondary outflow valves respond toelectrical commands from the pressurization controller duringautomatic operation and pneumatic commands from the manualpressurization control valve during manual operation. If a systemfailure occurs, the outflow valves prevent cabin altitude fromexceeding 13,500 ±1,500 ft and pressure differential fromexceeding 9.7 PSID.

If the pressurization system completely fails, the cabin or cockpitPACs provide sufficient airflow to maintain cabin pressure.

At power-up, the pressurization system automatically performs aself test of the controller, outflow valves, squat switches, and sys-tem components. If a component fails the self-test, pressuriza-tion can be controlled through the manual pressurization controlvalve.

Automatic OperationThere are two automatic operating modes: auto-schedule andcabin altitude select. In either mode, the digital cabin pressuriza-tion controller electrically controls the primary and secondaryoutflow valves through their electro-pneumatic transfer valves.

Auto-ScheduleWith pressurization system switches in NORM and AUTOSCHED, the crew sets cabin climb rate and landing field eleva-tion and makes barometric pressure corrections.



On the ground with the throttles above the 75% N1 position, thepressurization controller pre-pressurizes the cabin to eliminatecabin altitude bumps at liftoff. As the aircraft leaves the ground,the squat switches signal the controller to enter its flight mode.The controller, using the landing field barometric pressureentered, uses its auto schedule to provide a cabin altitude basedon aircraft altitude.

During climb to altitude and descent, the crew manually selectsthe cabin rate-of-climb while the controller provides climb anddescent rate limiting. If the crew selects an excessive climb ordescent rate as compared to the auto schedule, the controllerlimits the rate to match the schedule. The controller, however,does not limit climb and descent rates less that the auto sched-ule requires.

The crew sets the required barometric pressure during theapproach. At aircraft touchdown, the squat switches signal thecontroller to enter its landing mode thus preventing a lower cabinaltitude than field elevation. After one minute, the system entersground mode: it opens both outflow valves to dump cabin pres-surization.

Cabin Altitude SelectWith the pressurization control switches in NORM and ALTI-TUDE SELECT, the crew sets desired cabin rate-of-change,cabin altitude, and barometric pressure correction. The controllerthen automatically controls primary and secondary outflow valveopening and closing to achieve the desired settings.

In altitude select mode, the crew can select cabin rate-of-changefrom 150 to 2,500 FPM up or 90 to 2,500 FPM down.


Manual OperationIf the system loses power, it automatically enters manual mode.Placing the MAN/NORM switch in MAN also places the systemin manual mode. The crew then selects cabin altitude and rate-of-change on the cabin altitude and differential pressure indica-tor and the rate-of-climb indicator.

With the system in manual mode, the crew directly controls cabinaltitude through the UP/HLD/DN switch and cabin rate-of-changethrough the RATE knob.

Holding the switch in UP raises cabin altitude by connecting thecontrol valve to atmosphere. The outflow valve opens and cabinaltitude climbs. Holding the switch in DOWN connects the con-trol valve to cabin pressure. The outflow valve closes and cabinaltitude descends.

Emergency PressurizationIf cabin altitude climbs above 8,500 ±350 ft, the cabin altitudeswitch closes to illuminate the CABIN ALT 8500 FT annunciator.If cabin altitude continues to climb and reaches 10,000 ±350 ft,two barometric switches close to sound an aural warning.Pressing the CAB ALT WARN button silences the warning.

If cabin altitude continues to climb and reaches 13,500 ±500 ft, asecond set of two barometric switches close to automatically ini-tiate emergency pressurization. The emergency pressurizationshutoff valves energize to bypass the PACs and supply bleed airdirectly into the cabin and cockpit. Placing the L/R ENG BLD AIRswitches in EMER also initiates emergency pressurization. Theprimary and secondary outflow valves also close to limit cabinaltitude to 13,500 ±500 ft.



Finally, a sixth barometric pressure switch connected to theautopilot system closes at 13,500 ±500 ft to provide a signal tothe autopilot computer. With this switch closed, a ground provid-ed by the air data computer (aircraft at approximately 35,000 ft),and the autopilot engaged, the autopilot system enters the emer-gency descent mode.


Bleed Air Manifold

Power Source Engines (L/R – HP and LP air)APU air

Distribution Normal air conditioning/pressurizationLeft engine to cockpit PACRight engine to cabin PACWhen open, isolation valve connects 2 sides

Emergency pressurizationEngine anti-ice systemWing anti-ice systemWindshield anti-ice systemRudder biasEntry door sealCabin pressure control air ejector

Control SwitchesCKPT/CAB AIRENG BLD AIR L/R (EMER)ISOL VALVEAPU BLEED AIR OPENAnti-ice systems

Monitor AnnunciatorsHP PRECLR O’HEATPAC O’HEAT CKPT/CABEMERG PRESS ONISO VALVE OPENAnti-ice systems

Protection ENG BLD AIR CBs (5A)Bleed air shutoff valve



Pressurization Systems

Power Source Bleed air manifoldAPU airLeft Feed bus

Distribution Aircraft pressure vessel

Control MAN/NORM controller switchAUTO SCHED/ALTITUDE SELECT switchCabin DUMP/PRESSURIZE switchDigital controllerThrottle switchesCAB ALT WARN MUTE/TEST button

Monitor Cabin altitude/differential pressure indicatorCabin rate-of-climb indicatorCABIN ALT 8500 FT annunciatorCabin altitude warning horn – 10,000 ftAmber FAULT light

Protection PRESSURIZATION CB (5A)Outflow valves

Altitude limit control – 13,500 ftPositive differential pressure control –

9.7 PSIDCabin pressurization failure warning systemEmergency pressurization system

ENG BLD AIR selector on EMERSquat switches


Air Conditioning System

Power Source Left Feed busCrossover Right Feed busBleed air manifoldFresh air (units 001 to 104)Freon system (optional on unit 200 and

subsequent)

Distribution CockpitCabin

Control SwitchesPAC BLD SELECT (HP/LP/NORM)CKPT/CAB PACENG BLD AIR

CKPT/CAB TEMP SELTemperature display selectorOptional Freon system

A/C switchFWD/AFT EVAP switchesA/C TEMP controls

Monitor AnnunciatorsDUCT O’HEAT CKPT/CABPAC O’HEAT CKPT/CABPAC HIPAC HP VLV OPENEMERG PRESS ON

Protection Circuit breakersFWD/AFT EVAP FAN – with optional

Freon system (10A)COCKPIT TEMP (5A)CABIN TEMP (5A)MAN CABIN TEMP (5A)DEFOG FAN (5A)

Overtemperature shutdown for PACs

CROSSOVER RIGHT FEEDLEFT CB PANEL


FIRE CONTROLUNIT

FUELFIREWALLSHUTOFF

VALVE

HYDRAULICFIREWALLSHUTOFF

VALVE

T / RISOLATION

VALVE

FIREDETECTORLOOP

1 2

SQUIB

SQUIB

SQUIB

SQUIB

TEE CHECKVALVE

TEE CHECKVALVE

PRESSURESWITCH

L R

STOW

SW

ARM

UNLOCK

DEPLOY

BOTTLE 2ARMEDPUSH

RH ENGFIREPUSH

LH ENGFIREPUSH

BOTTLE 1ARMEDPUSH

STOW

SW

ARM

UNLOCK

DEPLOY

EMER

NORM

EMER

NORM

FUEL PRESSURE

HYDRAULIC PRESSURE

HALON 1301

1 1

1 UNITS 0152 AND SUBSEQUENT, BOTHSIDES OF THE SYSTEM RECEIVE 28V DCFROM THE EMERGENCY BUS THROUGHSEPARATE 2 AMP CBs

FIRE EXTFIRE EXTBOTTLEBOTTLE

LOWLOW

FIRE DETFIRE DETFFAILAIL

LHLH RH

FUELFUEL F/W F/WSHUTSHUTOFFOFF

LHLH

HYD F/WHYD F/WSHUTSHUTOFFOFF

LH

FIRE LOOP

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

Fir

e P

rote

ctio

n

Engine Fire Protection System

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

LEFT ENGINEFIRE PUSH

SWITCH

THRUSTREVERSERHYDRAULIC

CUTOFF

FIREWALLCUTOFF

ARM BOTTLENUMBER 1

ARM BOTTLENUMBER 2

LEFT THRUST REVERSERISOLATION VALVE

LEFT GENERATORCONTROL UNIT

FIREWALLTRIP

LEFT FUEL AND HYDRAULICCUTOFF VALVES

BOTTLE NUMBER 1ARMED SWITCH

EXTINGUISHERBOTTLE NUMBER 1

PUSH TO FIRE LOW PRESSURE

EXTINGUISHERBOTTLE NUMBER 2

LOW PRESSURE

BOTTLE NUMBER 2ARMED SWITCH

PUSH TO FIRE

RIGHT ENGINEFIRE PUSH

SWITCH

RIGHT FUEL AND HYDRAULICCUTOFF VALVES

RIGHT THRUST REVERSERISOLATION VALVE

RIGHT GENERATORCONTROL UNIT

FIREWALLTRIP

GENERATORFIREWALL TRIP

THRUSTREVERSERHYDRAULIC

CUTOFF

GENERATORFIREWALL TRIP

FIREWALLCUTOFF

ARM BOTTLENUMBER 1

ARM BOTTLENUMBER 2

HYD F/WHYD F/WSHUTSHUTOFFOFF

LHLH

HYD F/WIHYD F/WISHUTSHUTOFFOFF

RHRH


RHRH


LHLH

FIRE EXTFIRE EXTBOTTLEBOTTLE

LOWLOW

Engine Fire Detection System

Fire Protection


Fire DetectionEngineThe engine fire detection system consists of a stainless steelsensing tube that wraps around the engine combustion sectionand accessory section. A responder assembly connected to thesensing tube has two pressure switches: alarm responder andintegrity responder.

When subjected to high temperatures, the inert gas in the sens-ing tube expands and exerts pressure against the alarm respon-der switch. When the switch closes, it completes a circuit withinthe fire detection control unit box to illuminate the respectiveLH/RH ENG FIRE PUSH switchlight and sound the fire bell. Afterthree seconds, a time delay relay silences the fire bell.

If the sensing tube develops a leak and the inert gas escapes,the loss of pressure opens the normally closed integrity respon-der pressure switch to illuminate the respective amber LH/RHDET FAIL annunciator.

APUOn aircraft with a Turbomach APU, the fire detection systemconsists of a fire detection loop that surrounds the APU power-plant. On flight operable APUs, an additional fire detection loopmounts to the inside of the APU enclosure.

As a fire or bleed air leak heats the fire detection loop(s), resis-tance of the loop decreases until current flows from its core to itsouter sheath to complete a circuit to the fire control unit. The firecontrol unit then illuminates the APU FIRE switchlight, triggersthe flashing Master Warning lights, and sounds the fire bell.


On aircraft with the Duncan installed GTCP36-150W APU,the fire detection system consists of four spot detectors strategi-cally located on the APU and APU enclosure. If a fire or bleed airleak occurs, the spot detectors trigger the flashing APU controlpanel APU FIRE PUSH switchlight and the Master Warninglights and sound the fire bell. Pressing the APU FIRE PUSHswitchlight closes the APU fuel shutoff valve, arms the fire extin-guishing system, and initiates an automatic APU shutdown.

Pressing the FIRE TEST button tests the APU fire detection circuits. If the APU FIRE PUSH switchlight and Master Warninglights flash and the fire bell sounds, the system is operating normally.

SmokeA smoke detector under the aft cabin floor near the outflow pro-vides cabin fire detection. If a cabin fire develops, smoke in theair exiting the outflow valve triggers the smoke detector. Thedetector operating on 28V DC from the Crossover Left Feed busilluminates the SMOKE DETECT annunciator and triggers theMaster Warning lights.

TestingPlacing the rotary TEST switch in SMOKE FIRE WARN tests theengine and cabin fire detection systems. Illumination of the ENGFIRE PUSH switchlights and SMOKE DETECT annunciator,sounding of the fire bell, and flashing Master Warning lightsdenotes proper system operation.

Fire Protection


Fire ExtinguishingEngineTwo dual-head single-shot fire extinguisher bottles in the tailcompartment contain Halon 1301 (bromotrifluoromethane) pres-surized with nitrogen. Each bottle has a temperature compen-sating switch, a combination fill and safety valve outlet, and twodischarge valves and outlets.

When the fire detection system senses an engine fire or over-heat, it illuminates the associated ENG FIRE PUSH switchlight,triggers the flashing Master Warning lights, and sounds the firebell for three seconds. Pressing the ENG FIRE PUSH switchlightarms the fire extinguishing system (BOTTLE 1/2 ARMED PUSHswitchlights illuminated). This action also closes the fuel andhydraulic firewall valves, trips the affected engine’s generator off-line, and closes the thrust reverser isolation valve.

Pushing the BOTTLE 1 or 2 ARMED PUSH switchlight supplies28V DC to fire the explosive cartridge and release bottle contentsto the affected engine. Pressurized nitrogen carries the fire extin-guishing agent from the bottle through distribution lines to theengine nacelle.

If the ENG FIRE PUSH light remains illuminated after 30 sec-onds, pressing the other BOTTLE ARMED PUSH switchlight dis-charges the other bottle into the same engine nacelle.

After bottle discharge, the FIRE EXT BOTTLE LOW annunciatorilluminates.

If bottle pressure falls below 500 ±25 PSIG, the bottle’s temper-ature compensating switch illuminates the FIRE EXT BOTTLELOW annunciator. If this occurs, the bottle must be removed andserviced by an appropriate agency. The bottle also has a fusibleplug in the safety valve that reacts to bottle overheat by meltingand releasing bottle contents through the fill port into the tail compartment.


APUDepending on the APU installed and service bulletin compliance,varying APU fire extinguishing systems are installed. Thisincludes:

■ units 001 to 121 with Cessna installed Turbomach APU: single bottle discharges into APU enclosure (shroud)

■ aircraft with SB650-28-16: one bottle discharges into APUenclosure and one bottle discharges into APU air inlet

■ ground and flight certified APUs: larger single bottle dischargesinto APU enclosure

■ PATS, Inc. installed Turbomach APU: single bottle dischargesinto APU enclosure

■ Duncan STC SA2110CE Garrett GTCP36-150: single bottledischarges into APU enclosure.

The APU fire extinguishing bottle(s) is similar to the engine fireextinguisher bottle except that it has a single discharge outlet. Atemperature compensating switch illuminates the APU FAIL lightif bottle pressure drops to approximately 500 PSI. If the light illu-minates, the bottle must be removed and serviced.

On aircraft with SB650-28-16 and ground/flight APUs, t heextinguisher bottle(s) also has a pressure gage.

When exposed to high temperatures, the APU fire detection sys-tem control unit illuminates the APU FIRE switchlight, sounds thefire bell, and energizes the time delay relay. Pressing the illumi-nated APU FIRE or FIRE EXT (Duncan) switchlight supplies28V DC to fire the bottle’s explosive cartridge and supply extin-guishing agent to the APU enclosure. If the crew fails to act with-in eight seconds, the time delay relay automatically fires theexplosive cartridge (except Duncan installation).

Fire Protection


On aircraft with SB650-28-16, the APU fire extinguishing sys-tem automatically arms when the single-point refueling dooropens or unlatches, the APU READY-TO-LOAD light illuminates(APU operating), and the left main gear squat switch indicatesaircraft on ground. If the APU fails or an APU fire occurs duringrefueling, the fire extinguishing system automatically dischargesextinguishing agent into the APU air inlet.

Do not shut down the APU or close and latch the single-pointrefueling door before shutting down the APU. These precautionsprevent inadvertent bottle discharge during refueling with theAPU operating.

Portable Fire ExtinguishersPortable fire extinguishers in the cockpit and cabin (varies withgovernment regulations) contain Halon 1211 (bromochlorodifluo-romethane). Halon 1211 is a relatively non-toxic fire extinguish-ing agent that leaves no residue and is effective on most firesthat occur in the aircraft.


Engine Fire Protection

Power Source Left and Right Feed buses – 28V DCEmergency Crossover bus

(unit 152 and subsequent)

Distribution Each bottle to either engine

Control Fire control unitLH/RH ENG FIRE PUSH switchlightsBOTTLE 1/2 ARMED PUSH switchlights

Monitor AnnunciatorsLH/RH ENG FIRE PUSHLH/RH FIRE DETECT FAILFIRE EXT BOTTLE LOWLH/RH FUEL F/W SHUTOFFLH/RH HYD F/W SHUTOFF

Fire bellSMOKE/FIRE/WARN system test

Protection Circuit breakersBottle fusible plug

Fire Protection


APU Fire Protection

Power Source Left Feed bus – 28V DCAPU fire extinguisher bottle(s)

Distribution Fire detect sensorDistribution lines and nozzles

APU enclosure (shroud)APU combustor shroud*APU air inlet*

Control Fire control unitAPU FIRE PUSH switchlightFIRE EXT switchlight (Duncan only)Time delay relay (except Duncan)

Monitor APU FAIL light (low bottle pressure)APU FIRE PUSH switchlightFire bellAPU TEST PUSH switch

Protection Circuit breakersBottle fusible plugs

* Varies with APU installed.



Flig

ht

Co

ntr

ols

4E-1

SPEEDBRAKES

POSITION

100 8060

40

20

0

FULL

20

7

UP

SPOILERSUPLH RH

FLAPSPOSITION

PERCENT DEGREES

P

SPOILER MIXERBOX

CONTROLWHEEL

SPEEDBRAKE LEVER

SPOILER LEVER

MAINPRESSURE

RETURNPRESSURE

P

SPOILERCONTROLVALVE

HOLD DOWN1,200 PSI

HYDROPNEUMATICACCUMULATOR

MANUALBLEEDDOWNVALVE

HYDRAULICSPOILER VALVE

TO THRUSTREVERSERRETURN

PRESSURE -OPERATEDVALVE

NO TAKEOFFPRESSURESWITCH SERVO

ACTUATOR

SERVOACTUATOR

SERVOACTUATOR

SERVOACTUATOR

(NUMBER 8)ROLL SPOILER

(NUMBER 7)SPEEDBRAKE


(NUMBER 5)GROUND SPOILER

(NUMBER 4)GROUND SPOILER



(NUMBER 1)ROLL SPOILER

ROLL HOLD DOWN RELEASEVALVE (NORMALLY OPEN)

AUXILIARYHYDRAULIC PUMP

PRESSUREBLEED VALVE

TO BRAKES

AUXHYD

PUMP

FROMHYDRAULIC

SYSTEMRESERVOIR

AOA COMPUTER

1

1 AIRCRAFT WITH SB 650-27-11; UNIT079 AND SUBSEQUENT

BATTERY BUS

LEFT FEED LEFT CB PANEL

SPOILER HOLD DOWN MODULE

1MAIN PRESSURE

RETURN PRESSURE

UTILITY PRESSURE

1

SERVOACTUATOR

SPEEDBRAKES(MECHANICAL CONNECTION)

CONTROL WHEEL AND ROLL SPOILERS(MECHANICAL CONNECTION)

SPOILERHOLD DOWN

OFF

ACTUATOR

SERVOACTUATOR

ACTUATOR

Spoiler System

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

Aileron Boost System

28V DCAURALWARN 2

AILERONBOOST

OFF

ANNUNCIATOR

NORMALLY

CLOSED

C

D

POWEREDAILERONSHUTOFFVALVE

AILERONBOOSTPOWERSWITCH

ON

QUADRANTPOSITIONMONITORSWITCH

OUT OF SYNCH DISCONNECT

FORCE LINKDISCONNECTSWITCHAILERON

BOOST

28V DC

AILERONPOWERALERT HORN

ABOVE500PSI

HYDRAULICPRESSURESWITCH

AILERONPOWER

AILERONRESET

AILERONLATCH

OFFRESET

B

A

FROM RIGHTENGINE HPPRESSUREBLEED AIR

STOW

DEPLOYTHRUSTREVERSER

LEVER SWITCH

RUDDER BIASACTUATOR

RUDDER BIASBYPASS VALVE

RUDDER(IN NEUTRAL)

BOTH ENGINESOPERATING

TEST

NORM

RUDDERBIAS

SWITCHOFF

TEST

OFFNORM 45°

SENSORS

XOVR RIGHT FEED BUSLEFT CB PANEL


TO RUDDERBIAS BLANKET

RIGHT ENGINEINOPERATIVE

RUDDER BIASACTUATOR

RUDDER BIASBYPASS VALVE

RUDDER(DEFLECTED LEFT)BLEED AIR PRESSURE

STATIC

MECHANICAL CONNECTION

FROM LEFTENGINE HPPRESSUREBLEED AIR

TO SERVICEAIR SYSTEM


FROM RIGHTENGINE HPPRESSUREBLEED AIR


FROM LEFTENGINE HPPRESSUREBLEED AIR


Flight Controls

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

Rudder Bias System


Flight Controls


Primary Flight ControlsThe mechanically controlled primary flight controls include:

■ hydraulically boosted ailerons

■ hydraulically powered roll spoilers

■ elevators

■ rudder.

Pilot or autopilot inputs to the primary flight controls commandthe aircraft through the roll, pitch, and yaw axes.

Ailerons and Roll SpoilersMovement of the control wheels left or right from neutral trans-mits control inputs through cables to the aileron crossover quad-rant (CQA). The CQA, consisting of pilot’s and copilot’s quad-rants, positions the ailerons through lockclad cables and the leftand right aileron quadrants and the roll spoilers through cables.The ailerons and powerboost actuator connect to the pilot’squadrant. The roll spoilers and autopilot roll servo connect to thecopilot’s quadrant.

Total aileron movement, stop to stop, is 12.5° up or down. Theroll spoilers assist the ailerons by moving up with the up aileron.Total roll spoiler extension is 47 +3/-0°.

With the aileron-spoiler interconnect/disconnect assemblyengaged, movement of either control wheel controls the aileronsand roll spoilers. Pulling the AILERON SPOILER DISCONNECThandle disengages the disconnect assembly to give aileron con-trol to the pilot and roll spoiler control to the copilot. The aileronsand roll spoilers cannot be reconnected in flight.


Normally, 28V DC from the Left Feed bus powers the aileronshutoff valve open. Force link disconnect and quadrant positionmonitor switches control power to the aileron shutoff valve.Excessive control forces de-actuate the force link disconnectswitch and the shutoff valve closes. A force link or actuator com-ponent failure de-actuates the quadrant position monitor switchand the shutoff valve closes. When the valve closes the aileronsrevert to manual control.

If the aileron boost system loses hydraulic pressure or the forcelink disconnect switch activates, the AIL BOOST OFF annuncia-tor illuminates. Placing the AILERON BOOST switch in RESETand then ON resets the system.

Aileron Feel-TrimRotating the aileron trim wheel left or right from neutralmechanically trims the ailerons through the crossover quadrantassembly’s pilot quadrant. There are no aileron trim tabs. A feelcartridge in the roll trim system provides an artificial controlresistance through the pilot’s quadrant.

ElevatorsMoving control columns forward or aft from neutral move the ele-vators through a sector assembly, flexible and lockclad cables,aft quadrant, torque tubes, pushrods, and idler arm assembly forpitch control. Total elevator movement is 15.5 ±0.0/-0.5° up and15.0 ±1.0° down. The autopilot elevator servo connects to theelevator cables in the vertical stabilizer.

Flight Controls


Pitch TrimThe horizontal stabilizer moves to provide 2° nose down to 12°nose up pitch trim in response to the primary or secondary pitchtrim system or the autopilot.

Momentarily pressing both halves of a control wheel split trimswitch UP or DN arms the primary pitch trim system. The systemnow responds to inputs from the pilot or copilot trim switches orthe autopilot. With the system armed, 26V AC supplied by theactuator control unit engages the actuator clutch. Stopping actionby the motor shaft brake prevents actuator movement until thesystem receives an up or down input. Moving a split trim switchto UP or DN supplies the appropriate command to the actuator.The brake then releases, and the actuator ram drives the hori-zontal stabilizer in the appropriate direction.

Lifting the guard on the SECONDARY TRIM switch and placing itin the ON position disables the primary pitch trim system, autopi-lot; it also engages the secondary pitch trim actuator clutch.Moving the split trim switches next to the SECONDARY TRIMswitch to the NOSE DOWN or NOSE UP position moves the hor-izontal stabilizer through relays and the secondary actuator.

A horizontal trim position indicator on the center pedestal drivenby the primary actuator potentiometer shows horizontal stabiliz-er position from 2° nose down to 12° nose up. Operation of eitherpitch trim system for more than one second sounds a clackeraudible through the cockpit loudspeakers and headsets.

If the primary pitch trim system fails, the PRI TRIM FAIL annun-ciator illuminates. Failure of the secondary pitch trim systemilluminates the SEC TRIM FAULT annunciator.


RudderThe rudder moves left or right 25° from neutral in response torudder pedal and autopilot inputs to provide yaw control.Movement of the rudder pedals moves the rudder through cablesand a bellcrank.

Rudder TrimRotating the rudder trim wheel left or right from neutral mechan-ically positions the servo-type rudder trim tab to reduce pedalforces. An indicator shows trim tab position NOSE L or NOSE Rfrom neutral.

The rudder trim tab also functions as a servo tab in that it movesin the opposite direction of rudder deflection.

Rudder BiasA pneumatically powered rudder bias system automatically posi-tions the rudder to counteract an asymmetrical thrust condition.

With the RUD BIAS switch in NORM, the rudder bias bypassvalve closes and HP bleed air from the left and right enginesflows to the rudder bias actuator. With both engines producingequal thrust, pressure on each side of the actuator is equal andno rudder movement occurs. If one engine produces more powerthan the other, greater pressure on one side of the actuatorforces the rudder in the direction of the engine producing morepower to counteract asymmetrical thrust.

Placing the RUD BIAS switch in OFF supplies 28V DC from theLeft Feed bus to the rudder bias bypass valve. The valve opensto equalize pressure on both sides of the actuator and disablethe system. With the system off the RUDDER BIAS annunciatorilluminates. During thrust reverser deployment the rudder biassystem is inactive when the thrust reverser levers are in the idlereverse detent.

Flight Controls


Placing the RUD BIAS switch in the momentary TEST positionsupplies 28V DC from the Crossover Right Feed bus to bypasstemperature sensors and test the rudder bias heating blankets(see Ice and Rain Protection). Normally, the RH PITOT/STATICswitch controls power to the heating blankets.

Control LockPulling the CONTROL LOCK T-handle out and rotating it 45°clockwise locks the ailerons, elevator, and rudder in the neutralposition. It also limits throttle lever movement to approximately1.25 inches forward of the idle thrust position. With the controllock engaged, the GUST LOCK and NO TAKEOFF annunciatorsilluminate.

Rotating the CONTROL LOCK T-handle counterclockwise andthen pushing it in releases the control lock.

No Takeoff SystemThe no takeoff system illuminates the NO TAKEOFF annunciatorand sounds an aural warning on the ground if:

■ control lock engaged

■ flaps extended less than 7° or more than 20°

■ spoiler hold down system active

■ horizontal stabilizer trim not set for takeoff

■ speedbrakes or spoilers extended

■ APU operating (ground units only).


Secondary Flight ControlsSecondary flight controls include:

■ electrically controlled and mechanically operated flaps

■ mechanically controlled and hydraulically operated speed-brakes/spoilers

■ hydraulically controlled and operated ground spoilers.

FlapsEach three-section fowler-type flap extends partially to increaselift and extends fully to increase lift and drag. The FLAP handlehas detents for the UP (0°), 7°, 20° and FULL (37°) positions butcan be selected for any intermediate setting within that travelrange. On aircraft with SB650-27-37, 650-27-39, or 650-27-41(DC flap system), the flaps can be set to UP, 7°, 20°, or FULLposition. No intermediate flap positions are possible.

After moving the FLAP handle from one position to the next, theflap controller operating on 28V DC from the Left Feed bus com-pares FLAP handle position to the current flap position providedby a position sensor on the outboard flap actuators.

If the controller senses no faults (i.e., asymmetrical flaps), it com-mands the power drive unit to extend or retract the flaps.Supplied with 28V DC from the Crossfeed bus, the drive unitmotor turns and drives the eight actuators (four per side) throughtwo angle gearboxes and flexible driveshafts. Each actuator thenconverts rotary motion into linear motion with a ballscrew.

During flap movement, the controller monitors flap speed, direc-tion, and current. It also provides these signals to the angle-of-attack system, no takeoff system, and flap position indicator.When flaps reach the selected position, the flap controller com-mands the flap drive unit to stop.

Flight Controls


If the flap controller senses an asymmetrical flap condition, it dis-ables the drive motor unit power circuit to stop flap movement,illuminates the FLAP INOP annunciator, and locks the flaps intheir current position with electrically powered asymmetrybrakes. The controller also monitors the flap system for improp-er/incorrect flap commands, uncommanded flap movement, andovertemperature/overcurrent conditions.

If the flap controller overheats because of excessive flap cycling,the O’HEAT light and FLAPS INOP annunciator illuminate. Afterthe controller cools the O’HEAT light extinguishes and the flapsystem and FLAPS INOP light can be reset.

On aircraft with the DC flap system, after moving the FLAPhandle from one position to another, the flap controller engagesthe appropriate directional relay and the power relay to extend orretract the flaps. During the initial 0.5 seconds of flap movement,DC power flows through a soft start relay that increases flapoperating voltage from 20 to 100 percent to the power drive unit.After another 0.5 seconds, a high speed relay removes the softstart relay from the power circuit.

As the flaps reach their commanded position, the flap controllerremoves the high speed relay from the circuit and enables thesoft start relay. The soft start relay then reduces operating volt-age to 50% to slow flap movement. When the flaps reach theircommanded position, the left and right position sensors signalthe flap controller and the flap controller disengages the powerand directional relays and engages the brake relay to stop flapmovement. After 0.4 seconds, the brake relay disengages.


Spoiler/SpeedbrakesEight mechanically controlled and hydraulically operated spoilerpanels, numbered left to right from 1 to 8, function as:

■ roll spoilers to assist the ailerons

■ speedbrakes to increase drag

■ ground spoilers to destroy lift and slow the aircraft during thelanding roll.

Roll SpoilersWith the aileron-spoiler interconnect/disconnect assemblyengaged, control wheel movement operates the roll spoilerservo-actuator through the aileron crossover quadrant and spoil-er mixer assembly. Hydraulic pressure then extends the rollspoiler to follow aileron movement. At full aileron up deflection,the roll spoiler extends to 47°.

SpeedbrakesMovement of the speedbrake level aft mechanically controls theservo-actuators for spoiler panels 2, 3, 6, and 7 through thespeedbrake center quadrant, pushrods, and bellcranks.Hydraulic pressure then extends the spoiler-panels until theyreach the position selected through the speedbrake lever.Depending on speedbrake lever position, the speedbrakesextend from 0 to 47°.

As the speedbrakes move, a position transmitter on panels 2 and7 drives the speedbrakes position indicator on the centerpedestal. The SPEEDBRAKE annunciator also illuminates dur-ing speedbrake extension.

Flight Controls


Ground SpoilersFull aft movement of the speedbrake lever unlocks the spoilerlever. Pulling the spoiler lever aft mechanically shifts the spoilercontrol valve to supply hydraulic pressure to the ground spoileractuators (panels 4 and 5) and the spoiler mixer actuator. Panels4 and 5 extend to 30° and panels 1 and 8 extend to 47°. Duringground spoiler actuation all eight panels extend.

During ground spoiler extension, proximity switches illuminatethe SPOILERS UP lights on the speedbrake position indicatorand the SPOILERS UP annunciator.

Spoiler Hold DownThe spoiler hold down system prevent inadvertent spoiler andspeedbrake extension in flight. The system operates automati-cally if main hydraulic system pressure drops or manuallythrough the SPOILER HOLD DOWN switch.

If main hydraulic system pressure drops below 1,200 PSI withthe AUX HYD PWR switch in NORM, the auxiliary hydraulicpump operates to supply hold down pressure to the retract sideof spoiler panels 2 through 7. The roll spoilers (panels 1 and 8)continue to operate normally. If the AUX HYD PWR switch is inOFF, pressure from the spoiler/speedbrake hold down accumu-lator prevents speedbrake/spoiler extension.

Placing the SPOILER HOLD DOWN switch in the up positionwith the AUX HYD PWR switch in NORM performs the samefunction as the automatic hold down feature.

With the spoiler hold down system active, the SPOILER HOLD-DOWN annunciator illuminates.


Angle-of-Attack

Power Source Crossover Right Feed bus (left CB panel)

Monitor STALL WARN lightFLAPS/SPOILER/SP/AOA probe warning lightAOA indicatorADI (L/R)

Stall Warning System

Power Source Angle-of-attack system

Control AOA computerAOA CB

Monitor AOA indicatorStick shaker

Flight Controls


Trim Systems

Power Source Battery bus – elevatorManual – aileron/rudder

Control Yoke trim switchesManual knobsAutopilot servos

Monitor IndicatorsClackerNo takeoff hornAnnunciators

NO TAKEOFFPRI TRIM FAILSEC TRIM FAIL

Protection Circuit breakersPITCH PWR (0.5A)PITCH CONTROL (0.5 OR 2A)SEC PITCH (7.5A)

Rudder Bias System

Power Source HP bleed airLeft Feed busCrossover Right Feed bus (heaters)

Monitor Rudder bias testHeater gageRUDDER BIAS light


Yaw Damper

Power Source AutopilotCrossover Left Feed bus (right CB panel)Right Feed bus (right CB panel)

Monitor AP ENGAGE lightYD ENGAGE light

Flight Controls


Speedbrakes/Spoilers

Power Source Aircraft hydraulic system, hold down hydraulicaccumulator, or auxiliary hydraulic pump(units 079 and subsequent and aircraft with SB650-27-11)

Speedbrake/spoiler hold down systemLeft Feed bus

SPOILER HOLD DOWN switchBattery bus

Auxiliary hydraulic pumpAuxiliary hydraulic pump

Roll control spoilers: panels 1, 8Aircraft hydraulic system

Speedbrakes: panels 2, 3, 6, 7Ground spoilers: panels 4, 5 (or with

panels 1, 8)

Control Speedbrake leverSpoiler leverSPOILER HOLD DOWN switchAUX HYD PUMP switch

Monitor AnnunciatorsNO TAKEOFFSPEEDBRAKESPOILERS UPSPOILER HOLDDOWN

No takeoff hornSpeedbrake position indicatorSpoiler lights on speedbrake position indicator

NOTE: With the battery switch in EMER position, the aux-iliary hydraulic pump does not power roll spoilers on units001 to 089 without SB650-27-17.


NOTE: To operate panels 1 and 8 simultaneously asspoilers for emergency descent or as ground spoilers withpanels 4 and 5, main system hydraulic pressure must bepresent at the spoiler mixer box actuator.

Flaps

Power Source Crossfeed bus – flap powerLeft Feed bus – flap control

Control Flap control handle

Monitor Flap position indicatorAnnunciator

FLAPS INOP/O’HEATFLAP O’SPEED (units 169 and

subsequent with SB650-27-24)NO TAKEOFF

No takeoff horn

Protection Asymmetry sensing/protectionCircuit breakers

FLAP PWR (0.5A)FLAP CONTROL (3A)


4F-1

FUS TFUS TANKANK

FILLFILL VL VLVV

LH RHON

OFF

NORM

FUELFUELBOOST ONBOOST ON

LHLH RHRH

WING FUELWING FUELXFER OPENXFER OPEN

FUEL BOOST

FUELFUEL LOW LOWLEVELLEVEL

LHLH RHRH

FLOATSWITCHES

350 LB./WING

LH ENGINEFIREPUSH

RH ENGINEFIREPUSH

FUS TFUS TANKANKXFER FXFER FAILAIL

P

FLOATSWITCHESLOWLOW FULLFULL

FUS TANK

BATT BUS

TO APU

SECONDARYEJECTORPUMPS

11 22

FUS TFUS TANKANKFUELFUEL PUMP PUMP

FUS

ON

AUTO

OFF

P

LHLH RHRH

FUELFUEL LOW LOWPRESSPRESS

P

LHLH RHRH

FUELFUEL FL FLTRTRBYPBYPASSASS

RIGHTENGINE-

FEEDRESERVOIR

RIGHT FORWARDFAIRING RESERVOIR

LEFT FORWARDFAIRING RESERVOIR

FORWARDFAIRING

EJECTOR PUMP

LEFT ENGINE-FEED RESERVOIR

WINGLHFROM

RH

RHFROM

LH

FUEL XFER

BOOST PUMP

PRIMARYEJECTORPUMP

FIREWALLSHUTOFF

VALVE

FUSELAGETANK

RH PUMP

LH PUMP

FUEL HEATER

ENGINE-DRIVENFUEL PUMP

6.5PSID

6.5PSID

ENGINE FUEL SUPPLY

MOTIVE FLOW

FUSELAGE TANKTRANSFER


LHLH RHRH

FUEL F/WSHUTOFF

LH RHRHFCU MANI-

FOLD NOZZLES

FCU MANI-FOLD NOZZLES

MOTIVE FLOWVALVE

FUELFILTER

XOVR RIGHT FEEDBUS LEFT CB PANEL


STATIC FUEL

1

1

2 UNITS 0092 AND SUBSEQUENT1 UNITS 0152 AND SUBSEQUENT, BOTH FIRE DETECT SYSTEMS AND FIREWALLSHUTOFF VALVES RECEIVE 28V DC FROM THE EMERGENCY BUS.

2

Fuel System

Fu

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

Fuel System

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

Fuel StorageEach integral fuel tank consists of an outer wing, center wing(engine-feed reservoir), and forward fairing reservoir and holds3,242 lbs of fuel. A fuselage tank behind the aft pressure bulk-head holds an additional 900 lbs. Two electric boost pumps in thebottom of the tank transfer fuel to the wing tanks. Total aircraftfuel capacity is approximately 7,384 lbs.

Flapper valves in the wing ribs open to allow fuel flow toward thecenter wing reservoir; they close to prevent outward flow duringmaneuvering. A wing reservoir venting system consisting of linesand float valves positively pressurizes the wing reservoir. It alsoallows fuel vapor and/or expanding fuel to escape overboard.Positive and negative pressure relief valves open to prevent tankoverpressurization and vent the tank to atmosphere if the vent-ing system clogs and a vacuum exists.

Air scoops on the wing forward fairing direct air past the fairingreservoirs to prevent vapor accumulation. The air exhauststhrough four vent tubes. Fuel dripping from a vent tube denotesa fairing reservoir leak that must be corrected.

The fuselage tank has an independent vent system consisting ofa vent line, siphon breaker line, and cavity vent system. A drainmast on the fuselage bottom shrouds the vent line.

A filler cap on each outboard wing allows gravity fueling of theintegral fuel tanks. Fuel flows inboard through the wing reservoirflapper valves to the fairing and center wing reservoirs. Normally,the fuselage tank cannot be gravity fueled; fuel must be trans-ferred with a boost pump from the wing reservoir to the fuselagetank through a transfer valve. All fuel tanks can be fueled simul-taneously through the single point refueling adapter.

Drain valves at the tank low points allow fuel sampling andremoval of accumulated water and contaminants.


Fuel IndicatingCapacitance-type fuel probes in the wing reservoirs and fuselagetank drive the vertical tape FUEL QTY indicator. The indicatormarked in pounds of fuel (LBS) shows left, fuselage, and rightfuel tank quantity. The left wing and fuselage tank indicating sys-tem operates on 28V DC from the Crossover Right Feed bus.The right fuel tank indicating system operates on 28V DC fromthe Left Feed bus.

An optional fuel totalizer beneath the FUEL QTY indicator nor-mally shows total fuel quantity. It can also show individual fueltank quantity and aircraft gross weight.

Each center wing reservoir has a low level float switch. When areservoir reaches empty, the float switch closes to illuminate theassociated FUEL LOW LEVEL LH/RH annunciator. The fuse-lage tank has a high and low float switch. When the tank is full,the high level float switch illuminates the FUS TANK FULLannunciator. When the tank is nearly empty, the low level floatswitch illuminates the FUS TANK LOW annunciator.

A temperature sensor in the left and right center wing reservoirdrives the digital dual-reading FUEL TEMP indicator. The indica-tor shows fuel temperature from -60°C to +70°C.

A fuel transmitter downstream of each engine’s fuel control unitdrives the vertical tape FUEL FLOW indicator. The indicator,marked in pounds-per-hour (PPH) individually shows left andright engine fuel flow up to 2,400 PPH.

Fuel System


Fuel DistributionDuring engine start with a FUEL BOOST switch in NORM,movement of the throttle lever from cutoff energizes the boostpump relay. The electric boost pump operates and supplies fuelto the engine through the firewall shutoff valve. After the engineis running, its fuel pump develops sufficient pressure to supplythe engine and the primary ejector pump.

High pressure fuel bypassed from the engine-driven fuel pumpflows toward the primary ejector pump through the motive flowvalve at 300 PSI. As fuel flows through the ejector pump, it cre-ates a venturi effect that draws fuel from the engine-feed reser-voir and provides it at a high volume and low pressure to theengine. When fuel pressure in the supply line exceeds 7.5 PSI,the pressure switch opens to de-energize the boost pump relayand stop electric boost pump operation.

Motive flow fuel from the primary ejector pump also supplies thetwo secondary ejector pumps in the center wing reservoir andone secondary ejector pump in the forward fairing reservoirs.These ejector pumps move fuel from the outboard wing to thefuel-feed reservoir and from the forward fairing reservoir to theoutboard wing reservoir.

If an engine fire occurs, pressing the illuminated ENG FIREswitchlight closes the fuel and hydraulic firewall shutoff valve tostop fuel flow to the engine. When the shutoff valve close, theassociated FUEL F/W SHUTOFF LH/RH and HYD F/W SHUT-OFF LH/RH annunciators illuminate. Pressing the switchlight asecond time opens the firewall shutoff valves.

If an engine-driven pump fails with the FUEL BOOST switch inNORM and pressure in the fuel supply line drops to approxi-mately 5 PSI, the pressure switch closes and energizes theboost pump relay. The electric boost pump operates and pro-vides fuel to the engine and the primary ejector pump. During lowfuel pressure conditions, the pressure switch also illuminates theFUEL LOW PRESS annunciator after an eight second delay.


With the throttle lever in the cutoff position during engine shut-down, the pressure switch is out of the circuit to prevent electricboost pump operation as fuel pressure drops below 5.3 PSI.

Fuel TransferTwo separate fuel transfer systems move fuel from one engine-feed reservoir to the other and from the fuselage tank to the wingreservoirs.

Rotating the FUEL XFR WING knob from OFF to LH FROM RHor RH FROM LH opens the fuel transfer valve and energizes theelectric boost pump on the FROM side. The pump operates andmoves fuel from its engine-feed reservoir through the open fueltransfer valve and non-operating boost pump into the oppositefuel-feed reservoir. During fuel transfer, the WING FUEL XFEROPEN annunciator and the associated FUEL BOOST ONannunciator illuminate.

Placing the FUEL XFR FUS switch ON opens the fuselage tanktransfer valve and energizes the two electric transfer pumps inthe fuselage tank. Fuel flows under pressure through two checkvalves and lines into the left and right outer wing reservoirs.When the FUS TANK LOW annunciator illuminates, the switchshould be moved to OFF to prevent transfer pump damagecaused by cavitation.

If the transfer pumps fail to develop sufficient pressure with theFUEL XFR FUS switch in ON after 50 seconds, a pressureswitch in the transfer lines illuminates the FUS TANK XFERannunciator. On unit 0092 and subsequent and earlier aircraftwith SB650-28-22, if the fuselage tank transfer valve fails toopen electrically, it can be opened manually with FUS TANKXFER handle underneath the aft vanity. When fuel transfer iscomplete, turn the FUEL XFR FUS switch to OFF and close thetransfer valve.

Fuel System


Fueling and DefuelingDuring overwing fueling, fuel flows through the filler cap into theoutboard wing reservoir. From the outboard wing reservoir grav-ity carries the fuel through the flapper valves into the center wingreservoir and forward fairing reservoir. When there is at least 175gallons in the left wing tanks, the fuselage tank can be filled withthe WING-TO-FUSELAGE transfer switch behind an accessdoor in the bottom of the left wing tip. Turning the transfer switchto ON opens a transfer valve, illuminates the FUS TANK FILLVLV annunciator, and activates the left fuel-feed reservoir boostpump. Fuel flows from the fuel-feed reservoir to the fuselagetank. When the fuselage tank fills, its high level float switch clos-es to deactivate the boost pump and close the transfer valve.

Before beginning normal pressure fueling, precheck valves forthe wing and fuselage fuel tanks should be checked. The FUSETANK FILL knob must be pulled out to fill the fuselage tank.

After lifting each of the three precheck toggles next to the fuelingadapter, fuel flows from the fueling adapter through the precheckmanual shutoff valves to each tank’s pilot valve float chamber.Fuel also flows from the fueling adapter through each tank’sspring-loaded closed refueling shutoff valve. As the fuel level inthe float chambers rise, the pilot valves close and pressure buildsin the pilot lines. Differential pressure then overcomes the pres-sure holding the refuel shutoff valve open and refueling stops.After checking the precheck valves, close them before startingnormal pressure fueling.

Fuel flows from the fueling adapter through lines to the wing andfuselage tank refueling shutoff valves and forces them open. Asthe tanks reach full, the pilot valve closes and pressure builds inthe pilot lines. When pilot line pressure exceeds the pressureforcing the refueling shutoff valve open, the shutoff valve closesand fueling stops.


Fuel System

Power Source PressureL/R engine-driven pumpsL/R motive flowL/R wing tank boost pumpsFuselage tank boost pumps (2)

Distribution Fuselage tank to wing tanksEngine-feed tanks to enginesWing tank to opposite (transfer only)Right wing to APULeft wing to fuselage (ground only)

Control ThrottlesENG FIRE PUSH lights (fuel firewall

shutoff valve)Switches

FUEL BOOST PUMPFUEL COMP L/RFUEL XFER

Monitors AnnunciatorsFUEL BOOST ONFUEL LOW PRESSFUEL LOW LEVELFUEL FILTER BYPASSWING FUEL XFER OPENFUS TANK LOW/FULLFUEL TANK FUEL PUMPFUS TANK XFER FAILFUS TANK FILL VALVEFUEL F/W SHUTOFFFUEL COMP MANUAL