spine 0.9515 in. spine formula: sheets x 0.0045 + .

02 wrap 000 pages ÷ 2 = 000 sheets + cover

CITATION CJ4
PILOT TRAINING MANUAL
SECOND EDITION

“The best safety device in any aircraft is a well-trained crew.”™ CITATION REVISION 0.01
CJ4
PILOT FlightSafety International, Inc.
TRAINING Marine Air Terminal, LaGuardia Airport
MANUAL Flushing, New York 11371
(718) 565-4100
SECOND www.FlightSafety.com
EDITION
Revision 0.01
 F O R T R A I N I N G P U R P O S E S O N LY

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

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

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

F O R T R A I N I N G P U R P O S E S O N LY
Courses for the CJ4 aircraft are taught at the following FlightSafety Learning Centers:

Wichita Cessna Learning Center

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

Copyright © 2014 FlightSafety International, Inc.

Unauthorized reproduction or distribution is prohibited.
All rights reserved.
 INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES

LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:
Second Edition ............ 0.0 ......January 2013
Revision ..................... 0.01 ........ March 2014

NOTE:
For printing purposes, revision numbers in footers occur at the bottom of every page that has
changed in any way (grammatical or typographical revisions, reflow of pages, and other
changes that do not necessarily affect the meaning of the manual).
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 CONTENTS

Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER SYSTEM
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEM
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 OXYGEN SYSTEM
Chapter 18 MANEUVERS AND PROCEDURES
Chapter 19 WEIGHT AND BALANCE
Chapter 20 FLIGHT PLANNING AND PERFORMANCE
Chapter 21 CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX A
APPENDIX B
APPENDIX C
ANNUNCIATOR PANEL
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CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
INTRODUCTION ................................................................................................................. 1-1
STRUCTURES ...................................................................................................................... 1-2
Nose Section ................................................................................................................... 1-2
Flight Compartment ....................................................................................................... 1-5
Cabin .............................................................................................................................. 1-7
Emergency Exit .............................................................................................................. 1-8
Wing ............................................................................................................................... 1-8
Tail Cone Compartment ................................................................................................. 1-8
Empennage ..................................................................................................................... 1-9
SYSTEMS.............................................................................................................................. 1-9
Electrical System ............................................................................................................ 1-9
Fuel System .................................................................................................................... 1-9
Engines ........................................................................................................................... 1-9
Ice Protection................................................................................................................ 1-10
Hydraulic System ......................................................................................................... 1-10
Flight Controls.............................................................................................................. 1-10
Environmental Controls................................................................................................ 1-10
Avionics ........................................................................................................................ 1-11
WEIGHTS .................................................................................................................... 1-11
PUBLICATIONS ......................................................................................................... 1-11
LIMITATIONS..................................................................................................................... 1-11
EMERGENCY/ABNORMAL............................................................................................. 1-11

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ILLUSTRATIONS
Figure Title Page
1-1. CJ4 Aircraft ............................................................................................................... 1-2
1-2. Exterior and Interior Dimensions .............................................................................. 1-3
1-3. Braking Taxi Turning Radius ..................................................................................... 1-4
1-4. Danger Areas During Starts and Ground Operation .................................................. 1-5
1-5. Left Nose Baggage Door ........................................................................................... 1-5
1-6. Right Nose Baggage Door ......................................................................................... 1-5
1-7. Cabin Entry Door ...................................................................................................... 1-6
1-8. Entry Door and Release Button ................................................................................. 1-6
1-9. Door Pin Indicator ..................................................................................................... 1-7
1-10. Interior Arrangements................................................................................................ 1-7
1-11. Emergency Exit ......................................................................................................... 1-8
1-12. Wing Trailing Edge.................................................................................................... 1-8
1-13. Tail Cone Baggage Door ........................................................................................... 1-8
1-14. Empennage ............................................................................................................... 1-9

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CHAPTER 1
AIRCRAFT GENERAL

INTRODUCTION
This manual provides a description of the major airframe and engine systems in the CJ4 aircraft.
This material does not supersede, nor is it meant to substitute for, any of the manufacturer’s
maintenance or flight manuals. The material presented has been prepared from design data avail-
able at printing.
This chapter covers the structural makeup of the aircraft and gives an overview of the systems.

GENERAL
The CJ4 aircraft is certified in accordance with ditions. The CJ4 aircraft is certified for single
CFR Part 23 Commuter Category, including day, pilot operations. This aircraft is compliant with all
night, VFR, IFR, and flight into known icing con- reduced vertical separation minimums (RVSM).

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STRUCTURES Each door has two hinges at the top, a key-oper-

ated security cam lock, forward pin latch, and two
independent paddle latches (Figure 1-5). If the pin
The CJ4 aircraft is a pressurized low-wing aircraft
latch and paddle latches are not latched, the amber
(Figure 1-1). Two Williams FJ44-4A full-author-
NOSE DOOR L or R CAS message appears on
ity digital engine controlled (FADEC) turbofan
the CAS window, a chime sounds, and the MAS-
engines are pylon- mounted on the rear fuselage.
TER CAUTION RESET switchlights illuminate.
The airframe is conventional in design, incorpo-
Refer to the appropriate procedure in the approved
rating aluminum alloys, steel, and other materials
checklist.
as appropriate.
An over center gas spring on each door holds the
Figure 1-2 illustrates the approximate exterior and
door in the full open position until the door is
interior dimensions of the CJ4 aircraft.
manually closed.
Figure 1-3 illustrates braking taxi turning radius
and Figure 1-4 is a diagram of engine hazard areas. CAUTION
Ensure the keys are removed prior to
NOSE SECTION flight to prevent possible ingestion of a
key into an engine.
The nose section is an unpressurized baggage area.
The nose baggage compartment is 15 cubic feet
and holds up to 400 pounds total with a 35 pound Various airframe systems components, the oxygen
per square foot floor limit. The compartment is bottle, and various avionics components are located
accessible through lockable doors on either side behind the walls and underneath the floor of the
of the aircraft. nose baggage area (Figure 1-6).

Figure 1-1. CJ4 Aircraft

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50 FEET 10 INCHES (15.49 M)

22 FEET 1 INCH (6.73 M)
57 INCHES
(1.45 M)

58 INCHES
(1.47 M)

12 FEET 4 INCHES
(3.76 M)

60 INCHES
(1.52 M)

CABIN
DOOR

181 INCHES
(4.60 M)

27 INCHES EMERGENCY
(.69 M) EXIT

24 INCHES 15 INCHES 19 INCHES

(.61 M) (.38 M) (.48 M)
15 FEET
29 INCHES 4 INCHES
(.74 M) (4.67 M)
48 INCHES 11 INCHES
(1.22 M) (.28 M)

GROUND LINE
21 FEET 2 INCHES (6.45 M)

53 FEET 4 INCHES (16.26 M)

Figure 1-2. Exterior and Interior Dimensions

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WING-TIP LIGHT TO WING-TIP LIGHT

63.05 FEET (19.22 M)

CURB-TO-CURB
34.42 FEET (10.49 M)

12.30 FEET
(3.75 M)

22.12 FEET
(6.74 M)

Figure 1-3. Braking Taxi Turning Radius

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MAX POWER VELOCITY

DROPS TO 20 MPH
MAX POWER TEMPERATURE
DROPS TO 33°C

24 FEET (7.3 M) RADIUS

27 FEET (8.3 M) 70 FEET (21.3 M)

100 FEET (30.48 M)

7 FEET (2 M)
180 FEET (54.87 M)
LEGEND
AREA TO BE CLEARED OF PERSONNEL/EQUIPMENT BEFORE ENGINE START OR DURING IDLE.
THIS ADDITIONAL AREA MUST BE CLEARED OF PERSONNEL BEFORE OPERATING AT MAX THRUST.

Figure 1-4. Danger Areas During Starts and Ground Operation

FLIGHT COMPARTMENT CABIN ENTRY DOOR

The aircraft is equipped with dual controls, includ- The cabin entry door is on the forward left side of
ing control yokes, brakes, and rudder pedals at the fuselage (Figure 1-7). The entry door opens
each crew seat. The crew seats are fully adjustable outboard and forward.
with five-point restraint systems. The entire suite
is designed for single pilot operations but has two The door is secured in the closed position by eight
complete crew stations. Interior cockpit lighting for locking pins attached to a handle. The handle can
panels, backlighting, and overhead flood and map be operated from the inside and outside of the air-
lights are provided by LEDs (light emitting diodes). craft. The exterior handle can be locked with a key.

Figure 1-5. Left Nose Baggage Door Figure 1-6. Right Nose Baggage Door

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Figure 1-7. Cabin Entry Door

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

The door is held in the fully open position (100°) by

a gust-lock mechanism (Figure 1-8). An adjustable
stop prevents the door from opening too far. Push-
ing the gust-lock release button on the left inside
edge of the door unlatches the door and allows
the door to move freely (Figure 1-8). A folding air
stair is mounted inside the entrance and may be
deployed when the door is opened.

The cabin door seal operates passively as the cabin

is pressurized. The seal does not inflate.. Cabin
pressure <1/2 psig is vented through the door when
the handle is pulled. If cabin pressure is >1/2 psig
the handle can not be pulled to open the door.

CAUTION
The locking pins will contact and dam-
age the painted surface of the fuselage if
an attempt is made to shut the door with
the handle in the closed (up) position. Figure 1-8. Entry Door and Release Button

When the door is closed and the handle is latched, the pilot should see the white and black indicators
the eight locking pins are pushed into the locked in each port.
position. The position on the pins is verified
through eight view ports on the inside panel of the The locking mechanism is also electronically mon-
entry door (Figure 1- 9). When the door is closed itored by proximity switches on the doorway sur-
round, the pin locking bracket, and the inner handle.

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Figure 1-9. Door Pin Indicator

If any of the proximity switches do not sense the

door mechanism is closed, the amber CABIN
DOOR CAS message appears on the EICAS, CABIN
a chime sounds, and the MASTER CAUTION DOOR
RESET switchlights illuminate. Refer to the appro-
priate procedure in the approved checklist.

A hinged panel at the main cabin door threshold

is used as a water barrier during ditching. When
raised and latched, it reduces water entry into the
aircraft and enables the use of the entrance door as
an exit during ditching.

WARNING
The water barrier must be manually
raised and latched into position prior to
ditching. EMERGENCY
EXIT

CABIN
Figure 1-10. Interior Arrangements
The cabin extends from the forward to the aft pres-
sure bulkheads and measures approximately 22 feet head panels contain individual air outlets and seat
in length, 4.8 feet in width, and 4.75 feet in height. lighting for passenger comfort. A dropped aisle
extends from just behind the cockpit through the
The standard cabin configuration consists of six lavatory. Two rows of dropped aisle and four rows
center club seats (two facing aft and four facing of overhead LED lights run the length of the aisle
forward) with a seventh seat across from the entry providing indirect cabin lighting. The lighting is
door (side facing) (Figure 1-10). The side facing controlled by a switch near the cabin entrance.
seat includes an armrest storage cabinet. Each seat is equipped with a switch panel for con-
trolling the cabin management system.
The cabin area has dropout, constant-flow oxy-
gen masks for emergency use. The cabin over-

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EMERGENCY EXIT Control surfaces on the wing include outboard

aileron, hinged flaps, ground spoiler panels, and
A plug-type emergency exit (escape hatch) is on speedbrake panels (Figure 1-12). The right hand
the aft right side of the cabin, above the wing. The aileron incorporates a trim tab.
emergency exit door can be opened inward from
outside or inside the aircraft (Figure 1-11). The wing leading edges are anti-iced using engine
bleed air. Each leading edge incorporates six
The D-shaped inner door handle is recessed behind boundary layer energizers and two stall strips.
a plastic cover. The flush-mounted outer handle is There are also six vortex generators on the aft lower
located at the top of the door. The closing mecha- wing surface near the lower speedbrake panels.
nism is electronically monitored by a proximity
switch on the pin locking bracket.

If the proximity switch does not sense the locking

bracket is closed, the amber EMERGENCY EXIT
CAS message appears on the EICAS, a chime
sounds, and the MASTER CAUTION RESET
switchlights illuminate. Refer to the appropriate
procedure in the approved checklist.

Because no other provisions are provided for secur-

ing the escape hatch when the aircraft is unat- Figure 1-12. Wing Trailing Edge
tended, a safety pin with a REMOVE BEFORE
FLIGHT streamer is installed on the inside of the TAIL CONE COMPARTMENT
hatch. The pilot must ensure this pin is removed
prior to flight. The tail cone contains an unpressurized baggage
compartment that is accessed through the bag-
gage door on the left side of the fuselage below
WING the engine (Figure 1-13). The baggage compart-
The wing assembly attaches to the bottom of the ment has 50 cubic feet of space and holds up to
fuselage and is constructed of aluminum. The 600 pounds total with a 150 pound per square foot
wing’s structure is a three spar design with inte- floor limit..
gral fuel tanks in each wing.
The door is secured by a mechanical key lock and
is monitored by a position switch. If the switch does
not sense the door is closed and locked, the amber

Figure 1-11. Emergency Exit

Figure 1-13. Tail Cone Baggage Door

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AFT BAGGAGE DOOR CAS message appears on essential electrical systems are supplied by the
the CAS window, a chime sounds, and the MAS- remaining generator through the respective main
TER CAUTION RESET switchlights illuminate. and crossfeed busses.
Refer to the appropriate procedure in the approved
checklist. Each engine also drives an alternator for use in
an AC power distribution system. The AC system
The tail cone compartment also contains major supplies electrical power for anti-icing and defog-
components for the environmental, electrical distri- ging of the glass windshields and cockpit side
bution, flight controls, and engine fire extinguish- windows. This system also provides backup power
ing system. The electrical box is accessed through in the event of a dual generator failure by supply-
the forward hinged access door of the compart- ing power through the transformer rectifier unit
ment and other systems are accessed through the to the converted power bus. The converted power
aft hinged door. bus powers most components of the avionics sys-
tem including all four display units and autopilot.
Only one alternator is required to keep the con-
EMPENNAGE verted power bus on line. If all engine-driven power
The empennage consists of a vertical stabilizer sources are lost, a 44 amp-hour battery serves as
with T-tail mounted horizontal stabilizers (Figure a limited backup.
1-14). The leading edges of the horizontal stabiliz-
ers are deiced by inflatable deice boots. FUEL SYSTEM
There are two integral fuel tanks, one per wing. The
fuel system operation is fully automatic throughout
the normal flight profile with each engine receiving
fuel from its respective wing tank. Fuel is heated
through a fuel/oil heat exchanger and anti-ice addi-
tive is not required. Refueling is accomplished
through over wing filler ports with flush mounted
locking caps or through the single point refueling
system. The single point refueling system incorpo-
rates a standard fueling receptacle forward of the
Figure 1-14. Empennage right wing in the fairing capable of refueling the
aircraft at a rate of 120 gpm (454 lmp) at a refuel-
ing pressure up to 55 psig. The system can also be
SYSTEMS used to defuel one or both fuel tanks.

ELECTRICAL SYSTEM ENGINES

The CJ4 electrical power system features tradition- The Williams FJ44-4A engines each produce 3621
al parallel bus architecture. A DC starter-generator pounds of static takeoff thrust at sea level, flatrated
is mounted on each engine’s gearbox. These units to 26oC. Engine thrust must be managed by the
provide engine rotation for ground or air starts as pilot within the limits prescribed in this manual.
well as providing 300 amps at 29 volts DC each Thrust is managed by throttle lever input to a Full
when online for power distribution. Each genera- Authority Digital Engine Control (FADEC). Fuel
tor is connected to a remote digital generator con- conditioning, fuel metering, motive flow, and bleed
trol unit (DGCU) in the tail cone. The two DGCUs valve actuation.
are connected to each other to allow proportionate
load sharing. If one generator becomes disabled
in flight, the vapor cycle air conditioning system,
if in use, operates at a reduced output. All other

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ICE PROTECTION spoiler panels on the wing provide additional lift-

dump capability on the ground. The speedbrake
Engine bleed air is used for anti-ice protection of and ground spoiler panels are controlled by the
the engine inlets and the wing leading edges. The SPEEDBRAKE handle on the center pedestal. The
horizontal stabilizer leading edges are fitted with speedbrakes and ground spoilers are electrically
pneumatic deice boots that are inflated by engine controlled and hydraulically actuated.
bleed air through the service air system. A timer
manages the inflation cycle. The pitot tubes, static Trim is provided in all three axis. For roll and yaw,
ports, and the AOA sensor are electrically anti-iced. trim is controlled by electric trim switches on the
The glass windshields and cockpit side windows aft switch panel of the center pedestal. The primary
are electrically heated by AC alternators. A water pitch trim is controlled by an electric switch on the
repellent coating is used on all four panes for rain yoke. A secondary pitch trim switch is on the aft
removal. Two windshield ice detection lights on switch panel of the center pedestal. Trim position
the glareshield and a wing inspection light on the is shown on the EFIS for all three systems.
left side of the fuselage assist in the detection of
ice buildup during night flights. Three electric servos are installed for autopilot
functions. The yaw servo also performs yaw damp-
ing. The yaw damper system works with the autopi-
HYDRAULIC SYSTEM lot to augment stability at high altitudes. A rudder
A closed-center, constant pressure 3,000 psi (206.8 bias system is incorporated to automatically assist
bar) hydraulic system operates the landing gear, directional control during an engine-out situation.
speedbrakes, ground spoilers, and flaps. Hydrau- The system uses bleed air to control rudder move-
lic pressure is supplied by two engine-driven pres- ment. An integral control lock below the pilot panel
sure compensating pumps. Either pump can supply holds the rudder, elevators, ailerons, and throttles
enough flow to operate the system. An independent, during storage.
electrically powered hydraulic system in the fair-
ing behind the left wing operates the wheel brakes. ENVIRONMENTAL CONTROLS
The hydraulic system is serviced through ground The aircraft has a two-zone automatic temperature
connections on the right side below the engine. The control system that is split into cabin and cockpit.
brake system is serviced through connections on The cooling system is independent of the heat-
the left side forward of the engine. ing system and is divided into separate cabin and
cockpit zones. The cockpit is divided for fan speed
control for each crew member. Rheostats mounted
FLIGHT CONTROLS on the left and right tilt panel provide temperature
Dual flight controls are provided consisting of con- control for each zone. A separate controller for the
trol yokes, adjustable rudder pedals, brakes, and cabin only is provided at the VIP cabin seat.
mechanical nosewheel steering. All primary and
secondary systems use corrosion resistant stain- The pressurization control system automatically
less steel cables. schedules cabin altitude. The basic components
include an avionics linked digital controller and
Hinged aluminum flap panels are on each wing. two outflow valves mounted in the aft pressure
The FLAPS handle on the center pedestal com- bulkhead. The controller automates all functions
mands three flap positions only: up (0°), takeoff/ of pressurization including capture of the destina-
approach (15°), and landing (35°). Electric sensing tion field elevation from FMS flight plan informa-
allows flap position to be displayed on the EFIS. tion. A pressurization switch panel is on the left
A cable interconnect protects against asymmetric side of the tilt panel and all related parameters are
extension. displayed on the EFIS.

Modulated speedbrake panels are provided on A 50 cubic foot (1.42 m3) oxygen bottle in the nose
the wing for use in flight at any speed. Ground is fitted with a bottle-mounted pressure regulator.

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Pressure indications are shown on the EFIS. Quick- PUBLICATIONS

donning pressure demand masks with microphones
are provided at each crew seat, while automatic The FAA-approved Airplane Flight Manual (AFM)
dropout constant-flow oxygen masks are provided is required to be carried on board the aircraft and
at each passenger seat and the toilet. contains the limitations, operating procedures, data
pertinent to takeoffs and landings, and weight and
balance data. It does not contain climb, cruise,
AVIONICS descent, or holding performance information.
The Collins Pro Line 21 is the featured avionics The AFM always takes precedence over any other
suite on the CJ4. It includes an integrated flight publication.
director/autopilot and EFIS system utilizing four
color displays in portrait orientation. The two outer The FAA-approved Cessna Citation CJ4 Check-
displays are PFD 1 and PFD 2 (left and right) and list contains abbreviated operating procedures and
the two inner are MFD 1 and MFD 2 (left and abbreviated performance data. If any doubt exists
right). Each display is capable of providing critical or if the conditions are not covered by the checklist,
flight, navigation, and engine indications by using the AFM must be consulted.
reversion modes. Dispatch is permitted with MFD
2 inoperative if proper maintenance procedures are The Citation CJ4 Weight and Balance Manual
followed prior to departure. contains detailed information in the form of tables
and diagrams. However, it is not required to be in
A variety of information is available to the crew the airplane because the basic empty weight and
through a graphical menu system on the EFIS. The moment and means of determining the center-of-
PFD functions are controlled via two DCPs. The gravity location are all contained in the AFM.
MFD functions are primarily controlled by dual
CCPs. The CDUs, forward of the throttle quadrant, Other publications include:
are the means for radio tuning and the interface
with the FMS. A second FMS computer is avail- • Collins Pro Line 21 Operator Guide
able as an option. • Collins FMS-3000 Pilot Manual
The pitot/static system includes three heated pitot • IFIS-5000 Operator’s Guide
sources and six heated static sources to provide • Collins RTA-4100 Weather Radar Guide
information for the pilot and copilot flight instru-
ments and the secondary attitude reference system. • GH-3000 Standby Flight Display Pilot’s
Guide

WEIGHTS
At present the maximum authorized operating
LIMITATIONS
weights in pounds are: For specific information on limitations, refer to the
FAA-approved AFM.
Ramp ......................17,230

Takeoff ....................17,110
EMERGENCY/
Landing ..................15,660
ABNORMAL
Zero Fuel ................12,500
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.

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

POWER SYSTEMS
DC POWER ........................................................................................................................... 2-2

2 ELECTRICAL
Description ..................................................................................................................... 2-2
Components .................................................................................................................... 2-2
Controls and Indications................................................................................................. 2-6
Operation ........................................................................................................................ 2-7
AC POWER ........................................................................................................................... 2-8
Description ..................................................................................................................... 2-8
Components .................................................................................................................... 2-8
Operation ........................................................................................................................ 2-8
Controls and Indications................................................................................................. 2-9
LIMITATIONS....................................................................................................................... 2-9
EMERGENCY/ABNORMAL............................................................................................... 2-9
QUESTIONS ....................................................................................................................... 2-12

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2 ELECTRICAL

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ILLUSTRATIONS
Figure Title Page
2-1. Battery Access Door .................................................................................................... 2-2
2-2. DC Power Distribution System .................................................................................... 2-3
2-3. External Power Receptacle .......................................................................................... 2-4

POWER SYSTEMS
2 ELECTRICAL
2-4. ELECTRICAL POWER panel..................................................................................... 2-6
2-5. BATT DISC and INT MASTER Switchlights ............................................................. 2-6
2-6. ENGINE RUN/STOP Switchlights ............................................................................. 2-7
2-7. ENGINE STARTER panel........................................................................................... 2-7
2-8. DC ELEC and BATT Indications ................................................................................ 2-7
2-9. AC Power Generation ................................................................................................ 2-10

TABLES
Table Title Page
2-1. Shed components during converted power operation .................................................. 2-5
2-2. Emergency Bus Items .................................................................................................. 2-5
2-3. CAS Messages ........................................................................................................... 2-10
2-3. CAS Messages (continued) ....................................................................................... 2-11

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CHAPTER 2
ELECTRICAL POWER SYSTEMS

POWER SYSTEMS
2 ELECTRICAL
INTRODUCTION
This chapter provides a description of the electrical power system for the CJ4. Included is
information on the DC and AC systems. The DC system consists of storage, generation, and
distribution. The AC system consists of generation and distribution. Provision is also made for a
limited supply of power during emergency conditions in flight.

GENERAL
The CJ4 uses two DC starter-generators to spin the shield anti-ice heat. These alternators can also
engine for starts and to provide primary electrical provide backup power for essential systems in the
power after the engines are running. An external event both generators fail. The aircraft battery can
power unit (EPU) may be used to supply power provide engine start power and a limited backup
to the aircraft prior to and during the first engine power source in flight if all generator and alterna-
start. Two AC alternators provide power for wind- tor power is lost.

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

DC POWER Digital Generator Control Unit

Two DGCUs in the tailcone are connected to each
DESCRIPTION other and remotely to each generator. The DGCU
provide proportionate load-share capability during
DC power is generated by two engine-driven start- normal operations.
er-generators. DC power is distributed by a parallel
crossfeed bus system. This allows either starter- The DGCUs protect the starter-generators in the
generator to power the entire system (Figure 2-2). event an overvoltage or undervoltage condition
exists. If either event occurs, the DGCU takes the
POWER SYSTEMS

DC power status is normally displayed on the left affected starter-generator offline to protect the sys-
2 ELECTRICAL

multi-function display (MFD 1) during ground tem from damage. A CAS message indicates that
operations through the first engine start. After the a generator is offline.
first engine is started, pilots may display this infor-
mation on either MFD or PFD by selecting SYS- Generator amp limitations are normally a result of
TEM 1/2 for display. The system is controlled by available cooling air. For ground operations each
switches on the ELECTRICAL POWER panel in generator is limited to 240 amps. In flight through
the cockpit. Relays, circuit breakers, current lim- FL250 the limit is 300 amps. Above FL250 the
iters, and digital generator control units (DGCUs) allowable amps decrease linearly to 170 amps at
protect and assist the crew in managing the elec- FL450. AFM Figure 2-410-3 shows this linear
trical system. decrease.

COMPONENTS Battery
At present an operator may choose from three bat-
Starter-Generators teries to be installed. These are:
One 300-amp engine-driven DC starter-generator
is mounted on each engine’s accessory gearbox. • A 26.4-volt, 44 amp-hour Lithium-Ion (Li-
These two units are used to rotate the respec- Ion) battery (standard installation)
tive engine for start. At about 45% N2 the starter • A 24-volt, 44 amp-hour Nickel-Cadmium
becomes a generator connected to the normal sys- (Ni-Cad) battery
tem and begins supplying DC power.
• A 24-volt, 42 amp-hour lead-acid battery
The units are air-cooled and normally operate in
parallel sharing the electrical load. They can sup-
ply all normal power needs independently if need-
ed. The normal output of each generator is 29
volts. When an online generator assists the oppo-
site side during engine start, it provides about 2/3 of
the power required – the battery provides 1/3. DC
power from the engine-driven starter-generators
is distributed to the left and right main feed buses
(Figure 2-2).

The two main feed buses are paralleled through

two current limiters connected to the crossfeed bus.
Power is routed from the hot battery bus through
the starter relay for engine starts.
Figure 2-1. Battery Access Door

2-2 FOR TRAINING PURPOSES ONLY

 MASTER MASTER
WARNING CAUTION
RESET RESET LEGEND
DC POWER
LEFT CB PANEL RIGHT CB PANEL GROUND
LEFT GENERATOR
RIGHT GENERATOR
EMER EMER RIGHT ALTERNATOR
LEFT ALTERNATOR

LEFT RIGHT
CONVERTED CONVERTER
POWER POWER

LEFT RIGHT
CURRENT CURRENT
LIMITER LIMITER
CROSSFEED

LEFT RIGHT
NON-CONVERTED NON-CONVERTED
CONTACT CONTACT
EMERGENCY
LEFT BATTERY CONTACTOR RIGHT
POWER RELAY POWER
LEFT RIGHT
BUS LEFT RIGHT BUS
START START
LEFT RIGHT
GEN HOT GEN
BATTERY
BUS EXT

FOR TRAINING PURPOSES ONLY

POWER

TRU
BATTERY
DISCONNECT
BATTERY
LH WINDSHIELD
DE-ICE ZONES
AC
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CONT
RH WINDSHIELD
DE-ICE ZONES

LEFT RIGHT
ALT ALT

2-3
Figure 2-2. DC Power Distribution System

2 ELECTRICAL
POWER SYSTEMS
 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

The battery is mounted in the left fairing, aft of the

wing and is accessible through an access door (Fig-
ure 2-1). It is manually connected to the aircraft
system by a mechanical connector and cable. The
battery connects to the hot battery bus through the
cable to allow use of some items, such as lights,
without turning the battery switch to ON.

The battery is equipped with an electrical discon-

nect relay (controlled from the cockpit) on the
POWER SYSTEMS
2 ELECTRICAL

ground side of the battery. In the event of certain

malfunctions the pilot can disconnect the battery
from the system using the BATT DISC switch.

The battery is used for engine starts. It is limited

to three engine starts per hour. The Li-Ion battery Figure 2-3. External Power Receptacle
must be at -10oC or warmer prior to start. The Ni-
Cad battery must be at -18oC or warmer prior to
start. Lead-acid batteries should follow Ni-Cad Three EPU starts with EPU current 1000 amps or
limitations. more is equivalent to one engine battery start. One
EPU start with EPU current less than 1000 amps is
If all engine-driven power sources are lost, the bat- equivalent to one engine battery start.
tery serves as limited backup power. With emer-
gency power only selected, the battery should Emergency Battery Packs
power the emergency bus items for a minimum
of 30 minutes if the EMER position was selected Three emergency battery packs provide a source of
within 5 minutes of loss of all generated power. power for the emergency light system. The packs
are in the aft, middle, and forward cabin areas. The
The battery is monitored by a central monitor- battery packs are kept charged through the main
ing system (CMS). Under specific conditions the feed bus or hot battery bus.
CMS will trigger CAS messages to pilot action or
notification.
Distribution
External Power Unit (EPU) Aft Junction Box
The EPU can supply power to the aircraft. The DC power is distributed throughout the aircraft by
voltage should be rated at 28-29V and have a distribution buses. The aft J-box in the tailcone
capacity of 800-1200 amps. The EPU connects compartment contains the following buses:
through a receptacle in the fuselage just aft of the
battery access door (Figure 2-3). When connected, • Left and right main feed buses
power is routed through the external power relay to • Crossfeed bus
the hot battery bus. An overvoltage sensor opens
the external power relay when EPU voltage limits • Hot battery bus
are exceeded.
Main Feed Buses
The aircraft battery is charged from the EPU The left and right main feed buses are normally
regardless of the BATTERY switch position. There powered by both generators. They may also receive
is no CAS message indicating that external power power from the battery or EPU. The buses are tied
is connected. The only way to see if the aircraft is together through the crossfeed bus. This allows one
receiving external power is to observe the BATT generator to supply power to the entire system if
AMPS on SYSTEMS 1/2. the other generator fails.

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Crossfeed Bus Converted Power Buses

The crossfeed bus functions as a connection The converted power buses are on each CB panel
between the two main buses and also connects and receive power from the main buses. The con-
those with the hot battery bus. verted power buses provide backup power for most
of the avionics systems in the event of dual gen-
Hot Battery Bus erator failure. Table 2-1 lists the components that
are lost (shed) when operating on converted power.
The hot battery bus is connected directly to the
battery. This allows use of certain electrical items
without turning the battery to ON. The hot bat- Emergency Buses

POWER SYSTEMS
2 ELECTRICAL
tery bus provides power to the generators during The emergency buses on each CB panel in the
the start cycle. During normal operation, the bus cockpit receive power from the hot battery bus
receives power from one or both starter-generators. through the emergency contactor.
It can also receive power from the EPU.
Table 2-2 lists the components that are available
when the emergency buses are powered.

Table 2-1. SHED COMPONENTS DURING CONVERTED POWER OPERATION

R WINDSHIELD HEAT RADIO ALTIMETER (AND TCAS)

R LANDING LIGHT NAV 2
WING INSPECTION LIGHT DME 2
LOGO LIGHT XM WEATHER
BEACON LIGHT STORMSCOPE (OPTIONAL)
STROBE LIGHTS SATELLITE PHONE (OPTIONAL)
INTERIOR POWER (AND CLIMATE CONTROL) HF 9000 (OPTIONAL)
COM 3/DATALINK WX (OPTIONAL) GPS 2 (OPTIONAL)

Table 2-2. EMERGENCY BUS ITEMS

ACTIVE EMERGENCY BUS ITEMS

HYDRAULIC PRESSURE INDICATION FLAPS
LANDING GEAR CONTROL AND INDICATION RUDDER BIAS
AUDIO PANELS TRANSPONDER 1
ADC1 PFD 1
AHRS1 DISPLAY CONTROL PANEL (DCP1)
CDU 1 NAV1/COM1
*Windshield heat controllers PITOT/STATIC HEAT 1 (PILOT AND STANDBY)
SPEEDBRAKES GROUND SPOILERS
PRIMARY PITCH, AILERON, RUDDER TRIMS SECONDARY PITCH TRIM
CABIN DUMP LOW FUEL ANNUNCIATORS
FLOOD LIGHTS DCU CH B
PASS LIGHTS SAFETY
*Windshield heat will be inoperative if red AC ALTERNATOR FAIL L-R message is displayed.

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CONTROLS AND INDICATIONS • EMER—Only the emergency contactor is

energized, connecting the emergency bus
L GEN and R GEN Switches to the hot battery bus. The emergency bus
is powered by the battery.
The L GEN and R GEN switches on the ELECTRI-
CAL POWER panel controls the normal operation BATT DISC Switchlight
of the corresponding starter-generator (Figure 2-4).
The switch has the following positions: The BATT DISC switchlight on the left CB panel
provides an electrical disconnect of the battery
• ON - DGCUs close the appropriate power ground from the disconnect relay during certain
POWER SYSTEMS

relay connecting the starter-generator to the conditions (Figure 2-5).

2 ELECTRICAL

corresponding main bus.

The NORM position closes the disconnect relay
• OFF - Power relay is open causing no starter- connecting the battery ground to the battery. This
generator load to reach the main bus. allows the battery to supply power to the system.
• RESET (spring-loaded)—Resets the field
relay to the closed position. The switch The DISC position opens the battery disconnect
springs back to the OFF position. relay disconnecting the ground from the battery.
This isolates the battery from the system.
BATTERY Switch
The BATTERY switch on the ELECTRICAL
CAUTION
POWER panel controls the operation of the air- Do not use BATT DISC for extended pe-
craft battery (Figure 2-4). The switch has the fol- riods of time (approximately 12 hours).
lowing positions: The battery disconnect relay will con-
tinue to draw a small current from the
• ON—Closes the battery relay, completing a battery until the battery is completely
circuit to the crossfeed bus. The emergency discharged. The battery disconnect relay
relay is deenergized while the battery relay will then close, resulting in a very high
is in the BATT position and completes a cir- charge rate and probably overtemp.
cuit to the emergency bus from the crossfeed
bus.
• OFF—Hot battery bus is isolated from all
other buses in the system. The emergen-
cy bus is connected to the crossfeed bus
through the emergency contactor.

Figure 2-5. BATT DISC and INT

MASTER Switchlights
Figure 2-4. ELECTRICAL POWER panel

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

INT MASTER Switchlight

The INT MASTER switchlight on the left CB
panel controls the electrical power to the cabin
area (Figure 2-5).

When placed in the OFF position, the interior mas- Figure 2-6. ENGINE STARTER panel
ter relay is opened which shuts off all electrical
power in the cabin area.

POWER SYSTEMS
2 ELECTRICAL
ENGINE STARTER Switchlights
The L, R, and DISENG ENGINE STARTER
switchlights are on the aft center pedestal, below
the throttle quadrant. Each is a momentary-contact
switchlight (Figure 2-6). Figure 2-7. DC ELEC and BATT Indications

The L and R ENGINE STARTER switchlights If the AVIONICS switch is in OFF or DISPATCH,
control the corresponding engine starters. Pressing only the left MFD is active and shows both the
either switchlight closes the corresponding start CAS window and aircraft systems. The BATT
relay causing power to flow to the starter. The DIS- indications will show negative amps (discharge),
ENG switch manually disengages the start relay. voltage (24 minimum), and temperature. The DC
ELEC (generator) indications will show zero amps
and volts. If an EPU were connected, the BATT
DC Generator and Battery AMPS indication would show positive (charging)
Indications and voltage would be that of the EPU (28-29V).
Electrical system indications are normally dis- During the first engine start without an EPU, bat-
played on the left multi-function display (MFD 1) tery amps will show a large initial discharge when
during ground operations through the first engine the starter is engaged. When the generator comes
start (Figure 2-7). With all avionics powered, any online, the battery amps will show a charge, and
display can show electrical status by selecting the generator will show voltage and an amp read-
SYSTEM 1/2 for display. The indications can be ing. This first engine start was solely on the battery
selected to display full-time or as an overlay with and counts as one of the three permitted within one
the AVIONICS switch ON. The following indica- hour. The second engine start without an EPU will
tions are displayed: look about the same. However, with one generator
online and assisting, the second start only counts
• DC generator volts as one-third of a battery start.
• DC generator amps
If using an EPU for ground starts, only the first
• Battery volts engine start will use the EPU. Since there is no
• Battery amps way to monitor the EPU’s current, consider this
start as 1/3 against the battery. The second engine
• Battery temperature start is generator-assisted and counts as 1/3 of a
battery start.
OPERATION
Each start in flight count as one each against the
The battery must be manually connected to the sys- battery – the generator does not assist airstarts. See
tem. This connection allows battery power to reach AFM for other electrical limitations.
the hot battery bus. With the BATTERY switch in
ON, the battery relay closes and connects the bat-
tery to available buses.

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AC POWER AC Switching J-Box

The AC switching J-box is on the equipment shelf
DESCRIPTION above the J-box. The unit switches AC power from
a single alternator to the TRU to power the con-
The AC alternator power system primarily pro- verted power buses.
vides electricity to the heated windshield. Refer to
Chapter 10, Ice and Rain Protection for more infor-
mation. The alternators are also used for backup OPERATION
power to the DC power system in the event of a The alternators automatically power windshield
POWER SYSTEMS

dual generator failure (Figure 2-8).

2 ELECTRICAL

heat after engine start – no action required by the

pilot.
COMPONENTS
If a dual generator failure occurs, the AC switching
AC Alternators J-box automatically switches right alternator AC
power from the windshield to the TRU. The TRU
The CJ4 has two 3-kva AC alternators – one mount-
converts the AC power to DC power and connects
ed under each engine. The alternators are the
to the DC system. The battery continues to be
sole source of windshield anti-ice heat. Refer to
charged and most avionics systems continue to be
Chapter 10 – Ice and Rain Protection for more
powered. The maximum altitude using converted
information. There are no cockpit controls for the
power is FL350. Certain items are automatically
alternators.
shed (lost) in order to provide more important items
with power. A list of “shed” components can be
Transformer Rectifier Unit seen in Table 2-1.
The transformer rectifier unit (TRU) is on the This switching results in an amber WINDSHIELD
equipment shelf above the J-box. The TRU converts HEAT FAIL R message. The left alternator contin-
three-phase AC power to aircraft DC power. The ues to provide windshield heat to its zones. If the
TRU has an internal fan to keep the unit cooled.

HOT BATTERY BUS

LH ENGINE RH ENGINE
W/S W/S
CONTROLLER CONTROLLER
TRU

AC AC SWITCHING BOX AC
ALT ALT

LEGEND
AC POWER
DC POWER
Figure 2-8. AC Power Generation

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

right alternator was not available, the left alternator

would provide AC power to the TRU.

A dual alternator failure would result in no wind-

shield heat and loss of charging to the battery. Plac-
ing the BATTERY switch to EMER might regain
windshield heat depending on alternator and TRU
status.

CONTROLS / INDICATIONS

POWER SYSTEMS
2 ELECTRICAL
There are no physical controls for the AC system
and no indicators other than CAS messages for
problems.

LIMITATIONS
For specific information on limitations and proce-
dures, refer to the appropriate checklist or FAA-
approved Airplane Flight Manual (AFM).

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

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Table 2-3. CAS Messages

MESSAGE DESCRIPTION

AC ALTERNATOR FAIL L and R Indicates a loss of one or both AC Alternators and both DC Generators offline.
There is no windshield anti-ice heat available. Follow procedures for red DC
GENERATOR OFF L-R message
AC-DC CONVERTER FAIL Indicates failure of the converter or the converter is not receiving any alterna-
tor power and both generators are offline. This message is not seen if the red AC
POWER SYSTEMS

ALTERNATOR FAIL L-R message is displayed. Follow procedures for red DC GEN-
2 ELECTRICAL

ERATOR OFF L-R message

BATTERY FAIL • This red message is only associated with a Lithium-Ion battery. The
central monitoring system (CMS) is detecting one or more of the
following:
• Battery discharge > -1600 amps
• Battery charge > 1000 amps
• One or more modules is > 71oC
• Memory items should be accomplished followed by checklist procedures.

BATTERY OVERTEMP This red message is only associated with a Ni-Cad or lead-acid battery and indi-
cates the temperature is between 63-71oC. Memory items should be accomplished
followed by checklist procedures.

BATTERY OVERTEMP >71°C This red message is only associated with a Ni-Cad or lead-acid battery and indi-
cates the temperature is greater than 71oC. Memory items should be accomplished
followed by checklist procedures.

DC GENERATOR OFF L and R The DC GENERATOR OFF message indicates the affected generator(s) is discon-
nected from the system by either automatic or pilot action. The message is red if
both generators are offline and both alternators are not providing AC-to-DC power.
Follow appropriate DC GENERATOR OFF procedures.

Amber AC ALTERNATOR FAIL L and R An amber AC ALTERNATOR FAIL message indicates the affected alternator(s) has
failed or the affected side W/S (windshield) HEAT CB(s) is out. Loss of one alter-
nator results in loss of that alternator’s wind-shield anti-ice heat. Loss of both
alternators results in loss of all windshield anti-ice heat and loss of any generated
AC-to-DC power. Follow procedures for amber AC ALTERNATOR FAIL.

BATTERY FAULT An amber message indicates the CMS has failed or the CMS is detecting one of the
following:

• Four or more modules have failed

• Battery voltage is > 30V or < 22V
• Estimated capacity is < 32 amp-hours
• Battery temperature is < -10oC or > 63oC

BATTERY OVERCURRENT This amber message indicates a sustained charge or discharge greater than 200
amps when not conducting an engine start. A momentary display may occur 2 min-
utes after an engine start and is not abnormal. Follow checklist procedures.

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Table 2-3. CAS Messages (continued)

MESSAGE DESCRIPTION

DC GENERATOR OFF The DC GENERATOR OFF message indicates the affected generator(s) is discon-
L and R nected from the system by either automatic or pilot action. The message is amber
for one or both generators offline provided at least one of the alternators is providing
AC-to-DC power.

DC GEN The amber DC GEN OVERCURRENT message indicates the affected generator

POWER SYSTEMS
OVERCURRENT L and R amperage output has exceeded limits for a prolonged time. Momentary dis-

2 ELECTRICAL
play of this message 2 minutes after an engine start is not abnormal. Sustained
display of this message requires checklist procedures.
J-BOX LIMITER OPEN L and R This amber message indicates the affected 225-amp current limiter has failed. Prior
to ground engine start, numerous other messages may be present along with a
steady, non-resettable MASTER WARNING light. Engine start would be inhibited
on the ground. In flight the normal electrical system has basically been divided with
each side’s generator powering that half. With a single limiter failure, one half is also
connected to the battery which is being charged. With a dual limiter failure, the bat-
tery will discharge. An engine restart in flight may be possible using windmill start
procedures.

J-BOX REMOTE CB TRIP This amber message indicates one or more of the monitored circuit breakers in
the J-box has tripped. All breakers are not monitored.

BATTERY FAULT This message is only associated with a Lithium-Ion battery. A cyan message
indicates the central monitoring system (CMS) has detected a failure of three
modules.

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

QUESTIONS
1. Prior to first engine start, electrical system 6. The maximum generator amps on the ground
indications are displayed where? is:
A. PFD 1 A. 300
B. MFD 1 B. 240
C. MFD 2 C. 170
D. B and C D. 200
POWER SYSTEMS
2 ELECTRICAL

2. When connected and powered, the EPU charg- 7. What is the difference between an amber and
es the aircraft battery? a red GENERATOR OFF L–R message?
A. Yes, if the battery switch is in the BAT- A. One generator off line indicates amber,
TERY position. both generators off line indicates red
B. Yes, if the battery switch is in the BAT- B. Both generators off line indicates amber,
TERY or EMER position. both generators off line and both alterna-
C. No, the EPU cannot charge the aircraft tors off line indicates red
battery. C. If one generator relay is tripped the mes-
D. Yes, the EPU connects to the Hot Battery sage indicates amber, if one generator field
Bus which is prior to the Battery relay. is tripped the message indicates red
D. One generator off line for more than 20
3. Battery power supplies _____minutes if the seconds and low voltage on the battery,
battery switch is in EMER position, with a loss the message indicates red, one generator
of all engine driven power sources in flight. off line for less than 20 seconds, the mes-
sage indicates amber
A. 25 minutes
B. 60 minutes
8. What does a red AC-DC CONVERTER FAIL
C. 30 minutes message indicate?
D. 88 minutes
A. Both alternators are operating normally
B. Both generators are operating normally
4. With the BATT DISC Switch in the DISC
position, the battery disconnect relay is pow- C. This red message does not exist
ered by: D. Both generators have failed and the air-
craft is on battery power only
A. Battery with BATTERY Switch in ON
(available power for 12 hours)
9. What do the engine-driven alternators (AC)
B. Standby attitude indicator battery (avail-
normally power?
able power for 88 minutes)
C. Relay is not powered, it is mechanical A. Collins flight displays
D. Generator power since the battery is B. Collins flight displays and Collins FMS
disconnected CDU
C. Collins flight displays, FMS CDU, and
5. The light in the ENGINE STARTER buttons heated windshield
illuminate to indicate: D. Only the heated windshield
A. Starting is complete
B. Opening of the start relay
C. Closing of the start relay
D. Generator disconnect

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

10.What are the memory items with a red 13. What condition makes the left alternator power
BATTERY FAIL message: the battery bus?
A. Note volts and amps, BATTERY A. Dual generator failure and a right alterna-
Switch - OFF, Notes volts and amps tor failure
B. Note volts and amps, BATTERY B. Dual generator failure, the left alternator
Switch - EMER, Note volts and amps powers the TRU and the right alternator
C. Shut off Generators and BATTERY Switch powers half the heated windshield
to EMER, alternators provide power to the C. Dual generator failure and battery power
TRU is below 24 volts

POWER SYSTEMS
D. Note volts and amps, alternators to OFF, D. Dual generator failure and only the PFD

2 ELECTRICAL
Note volts and amps 1 and MFD 1 are available

11. What is the function of the transformer recti- 14. With the generators online and no external
fier unit (TRU)? power, the battery is isolated from any charg-
A. Converts DC to AC power in order to ing source when the BATTERY switch is in:
power the AC converted power buses A. ON
B. Converts AC to DC to normally power B. OFF
the DC powered heated windshield, or the C. EMER
converted power bus in an emergency D. Both B and C
C. Converts AC power to DC power in order
to power the DC converted power buses 15. What is the maximum cruise altitude with a
D. Monitors the AC alternators and maintains dual generator failure (alternators working)?
proper paralleling between the left and
A.FL240
right alternators
B.FL350
12. When would an alternator power the battery C.FL410
bus? D.FL450
A. Alternators can never power the battery
bus, only the heated windshield
B. Alternators power the battery bus with
a dual generator failure and the heated
windshield switch in the OFF position
C. Dual generator failure, the right alterna-
tor powers the TRU which powers the hot
battery bus
D. Dual generator failure, the left alternator
powers the TRU and the right alternator
powers half the heated windshield

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POWER SYSTEMS
2 ELECTRICAL

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CHAPTER 3
LIGHTING
CONTENTS
INTRODUCTION ................................................................................................................. 3-1
GENERAL ............................................................................................................................ 3-1
INTERIOR LIGHTING ......................................................................................................... 3-2
Cockpit Lighting ............................................................................................................ 3-2
Cabin Lighting................................................................................................................ 3-2
INT MASTER Switchlight............................................................................................. 3-5
EXTERIOR LIGHTING........................................................................................................ 3-5
Navigation and Anticollision .......................................................................................... 3-5

3 LIGHTING
Beacon Light .................................................................................................................. 3-5
Landing/Taxi Lights ....................................................................................................... 3-6
Tail Logo lights............................................................................................................... 3-6
LIMITATIONS....................................................................................................................... 3-6
QUESTIONS ......................................................................................................................... 3-8

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ILLUSTRATIONS
Figure Title Page
Figure 3-1. DIMMING Panels ........................................................................................ 3-2
Figure 3-2. Overhead Light Controls .............................................................................. 3-2
Figure 3-3. Entry Light ................................................................................................... 3-2
Figure 3-4. Client Switch Panel ...................................................................................... 3-3
Figure 3-5. Master Switch Panel ..................................................................................... 3-3
Figure 3-6. Master Switch and VIP Panels ..................................................................... 3-3
Figure 3-7. Cabin Lighting .............................................................................................. 3-3
Figure 3-8. Passenger Reading Lights............................................................................. 3-4
Figure 3-9. Lighting Control Switches............................................................................ 3-4
Figure 3-10. NO SMOKING and SEAT BELT Signs....................................................... 3-4

3 LIGHTING
Figure 3-11. EMER LIGHTS Switch................................................................................ 3-5
Figure 3-12. Navigation, Anticollision, Recognition Beacon,
and White Aft-Facing Lights ........................................................................ 3-6
Figure 3-13. Landing/Taxi Lights ..................................................................................... 3-7
Figure 3-14. Tail Logo Light ............................................................................................. 3-7
Figure 3-15. Figure Nose Baggage Switch ....................................................................... 3-7
Figure 3-16. Aft Baggage Compartment Light Switch ..................................................... 3-7

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CHAPTER 3
LIGHTING

3 LIGHTING
INTRODUCTION
This chapter describes the lighting system on the CJ4 aircraft. The lighting system consists of
four groups: interior, emergency, exterior, and nose/tail cone baggage compartment lighting. All
lighting is controlled by switches and protected by circuit breakers and relays.

GENERAL
The majority of all lights on the CJ4 are light emit- The nose and tail baggage compartment lights
ting diodes (LEDs), which produce little heat and, aid in stowing and removing stowed items when
therefore, last longer. needed.

Interior lighting consists of direct and indirect The lighting system is controlled by switchlights
lighting for the cockpit and cabin areas. Emergency and knobs on the instrument panel, switch panels
lighting provides illumination in case of electrical in the cabin, and toggle switches in the baggage
power failure or a 2G impact. compartment areas.

Exterior lighting consists of lights for navigation,

anticollision, left wing inspection, landing/taxi,
and tail logo lights.

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INTERIOR LIGHTING Floodlights and Map Lights

Floodlights and two individual map lights are over-
COCKPIT LIGHTING head in the cockpit (Figure 3-2). The lights are
controlled by three knobs in the center of the over-
The cockpit lighting system provides variable light- head panel.
ing for the instrument control panels, displays,
floodlights, and map lights. FLOODLIGHT

The cockpit lighting system is supplied by main

DC power through the aft J-box. When main DC
power is not available, some system items receive
power from the emergency battery bus.

Instrument Lighting
The cockpit instrument lights utilize LEDs for
backlighting the panels and illuminating the switch-
lights. The lights are controlled by the PANEL knob
on the DIMMING panel of the center pedestal (Fig-
ure 3-1). The light intensity is controlled by rotating
MAP
the knob clockwise to increase and counterclock-
wise to decrease the brightness. The knob also has Figure 3-2. Overhead Light Controls
3 LIGHTING

a DAY position. Selecting the DAY position turns

the panel lighting off for day operation.
CABIN LIGHTING
The cabin lighting consists of cabin entry lights,
reading/table lights, lavatory lights, passenger safe-
ty lights, emergency exit signs, and overhead and
dropped aisle lights.

Figure 3-1. DIMMING Panels Cabin Entry Light

The cabin entry light is in the center of the cabin
Flight Displays door entry area (Figure 3-3). The light is controlled
by either the entry lights switch panel on the left
The primary flight displays (PFDs) and multifunc- side of the cabin door or the client switch panel on
tion flight displays (MFDs) are powered by main the forward cabinet wall (Figure 3-4). The entry
DC power. When normal and converted power light turns off automatically after 10 minutes.
are not available, the left PFD is powered by the
emergency battery bus.

The displays intensity is controlled by the PFD 1/

MFD 1 and MFD 2/PFD 2 rheostat knobs on the
DIMMING panel of the center pedestal (Figure
3-1). The inside of each knob controls the MFDs
and the outside controls the PFDs. Rotating either
knob clockwise increases the brightness and rotat-
ing counterclockwise decreases the brightness.

Figure 3-3. Entry Light

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The master switch panel is on the right forward

cabinet (Figure 3-5). The lights can also be con-
trolled by the client switch panel.

Cabin Overhead and

Dropped Aisle Lighting
The cabin overhead lighting consists of four rows
of LED lights that extend the full length of the
cabin (Figure 3-7). The cabin dropped aisle light-
ing consists of one row of LED lights on each side
Figure 3-4. Client Switch Panel of the aisle. Both require main DC power.

When the battery switch is in the ON position, the

overhead lights automatically come on. Pushing
the cabin lights switch on the client switch panel
turns overhead and aisle lights off. Pushing the
switch a second time only turns the overhead lights
back on. The overhead and dropped aisle lights can
also be independently controlled from the master
switch panel or the executive (VIP) control panel
(Figure 3-6).

3 LIGHTING
Figure 3-5. Master Switch Panel

Cabin Overhead Lighting

Figure 3-6. Master Switch and VIP Panels

The following lights come on when either the entry

switch is pushed:

• Cabin entry light

• Seat 6 reading/table light
• Emergency exit signs
• Right lavatory light (escape hatch)
Dropped Aisle Lighting
A white indicator light on the switches illuminates
to indicate the switch is on. Figure 3-7. Cabin Lighting

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Reading/Table Lights Exit and Passenger Advisory

Adjustable overhead reading/table lights are above Message Lights
each seat (Figure 3-8). Passenger table lights are The EXIT and SEAT BELT/NO SMOKING signs
also available. Adjacent to each overhead reading are controlled by the PASS LIGHTS panel on the
light are two touch switches, one for the reading center pedestal (Figure 3-9). There is no chime
light and one for the table light. associated with these lights.

Figure 3-9. Lighting Control Switches

When the SAFETY switchlight is activated, the

SEAT BELT, NO SMOKING, and all emergency
Passenger Reading Light EXIT signs are illuminated (Figure 3-10).

When the BELT switchlight is activated, the SEAT

3 LIGHTING

BELT ON sign is illuminated. All emergency EXIT

signs are extinguished.

EMERGENCY LIGHTING
The emergency light system provides lighting for
the interior and exterior along the overwing escape
path. When normal DC power fails, the system is
Table Light
Figure 3-8. Passenger Reading Lights

Aft Lavatory Lights

The aft lavatory lighting consists of two lights, one
over the toilet and one over the aft emergency exit.
The lights can be lit by touch switches, overhead
reading/table light switches, or the entry switch
panel. If turned on by the entry switch panel, the
touch switches can no longer control the light.

Figure 3-10. NO SMOKING and

SEAT BELT Signs

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powered by three emergency battery packs. The LIGHTS switch to the OFF position and then back
packs are in the aft, middle, and forward cabin to the ARM position.
area. The battery packs are kept charged by the
main DC power and protected by circuit breakers
on the main J-box. INT MASTER SWITCHLIGHT
The INT MASTER switchlight on the left CB panel
The system is controlled by the EMER LIGHTS controls the electrical power to the cabin.
switch on the ELECTRICAL POWER panel (Fig-
ure 3-11). The switch has the following positions: When placed in the OFF position, the master inte-
rior relay is opened which shuts off all electrical
power to the cabin area.

EXTERIOR LIGHTING
The exterior light system provides necessary illu-
mination for aircraft operations. The system is con-
trolled by switchlights on the EXTERIOR LIGHTS
panel on the center pedestal. The switchlights are
protected by circuit breakers on either the left or
right J-boxes in the tail cone.
Figure 3-11. EMER LIGHTS Switch

3 LIGHTING
• OFF—Extinguishes all emergency lights
NAVIGATION AND
and causes the amber EMER LIGHTS ANTICOLLISION
NOT ARMED CAS message to appear. The navigation and anticollision lights consists of
The MASTER CAUTION switchlights also LEDs mounted in a single assembly on each wing-
illuminate and a chime sounds. tip (Figure 3-12).
• ARM—Lights are off until activated by the
2-G switch or loss of DC power. The navigation lights are red on the left and green
on the right. Each assembly also contains aft-fac-
• ON—Emergency lights illuminate ing white position lights and an anticollision light
The following lights are illuminated when the that flashes.
emergency light system is activated:
The navigation lights are controlled by the NAV
• Right dropped aisle lights only switchlight and the anticollision lights are con-
trolled by the STROBE switchlight. Both switch-
• Cabin entry light (no overhead lights) lights are on the EXTERIOR LIGHTS panel (see
• Table light between seats 4 and 6 Figure 3-9).
• Seat 7 reading/table light
BEACON LIGHT
• Emergency EXIT signs
The CJ4 is equipped with a beacon light for added
• Three exterior overwing lights (right wing) safety during taxiing of the aircraft. The light is a
The emergency battery packs that power the emer- flashing red LED on top of the vertical stabilizer
gency lighting system are each activated by a 2-G (Figure 3-12). The light is controlled by the BEA-
switch that senses a 2-G (or greater) deceleration, CON switchlight on the EXTERIOR LIGHTS
thus activating the emergency lighting system. panel.
The 2-G switches are reset by turning the EMER

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LANDING/TAXI LIGHTS NOSE AND TAIL CONE

The landing/taxi lights are LEDs on the belly fair- BAGGAGE LIGHTING
ing forward of the wing spar (Figure 3-13). The
lights are controlled by the switchlights on the The baggage lighting provides lighting for the nose
EXTERIOR LIGHTS and PULSE LIGHTS panels. and tail cone baggage compartments. The nose
baggage LED lights are controlled by a toggle
The panels consist of the following switchlights switch in the center of the overhead area which is
(see Figure 3-9): accessible from the left side only (Figure 3-15). The
tail baggage LEDs are controlled a toggle switch
• EXTERIOR LIGHTS panel on the inside lip of the tail baggage door (Figure
3-16). The lights can be manually turned on or off.
° TAXI switchlight—Illuminates the lights The lights are automatically turned off when the
at a normal steady illumination
compartment doors are closed.
° LNDG switchlight—Illuminates the
lights at the highest steady illumination
• PULSE LIGHTS panel LIMITATIONS
° TCAS switchlight—Arms the pulsing For specific information on limitations, refer to the
feature and turns off the lights until a traf-
fic advisory is activated which causes the FAA-approved AFM.
lights to pulse
EMERGENCY/
3 LIGHTING

° ON switchlight—Pulses the lights

Only one of four switchlights can be activated at a ABNORMAL
time. Pushing one deactivates the other.
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
TAIL LOGO LIGHTS
The tail logo lights are on the underside of the left
and right horizontal stabilizers and illuminate both
sides of the vertical stabilizer (Figure 3-14). The
lights are controlled by the LOGO switchlight on
the EXTERIOR LIGHTS panel.

TAIL NAVIGATION LIGHT BEACON

NAVIGATION LIGHT ANTICOLLISION

LIGHT

Figure 3-12. Navigation, Anticollision, Recognition Beacon, and White Aft-Facing Lights

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Figure 3-13. Landing/Taxi Lights

3 LIGHTING
Figure 3-14. Tail Logo Light
Figure 3-16. Aft Baggage Compartment
Light Switch

Figure 3-15. Nose Baggage Switch

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QUESTIONS
1. What is the function of the DAY position on 5. How can the pilot determine if the Beacon
the instrument lighting panel? light is activated?
A. Turns the instrument panel to high A. White indicator light on the BEACON
intensity switch is not illuminated
B. Turns the instrument panel off B. Amber indicator light on the BEACON
C. Answer A and brightens electronic charts switch is illuminated
D. Answer B and brightens electronic charts C. Cyan indicator light on the BEACON
switch is illuminated
2. What initially turns on the cabin overhead D. CAS message and white halo around
lights? BEACON switch is not illuminated
A. The Battery Switch to ON turns on the
cabin overhead lights 6. The TCAS switchlight can be armed on the
ground with LNDG lights ON:
B. The Entry light switch automatically turns
on the cabin overhead lights A. True—if the Transponder is selected to
C. The 1st push of the cabin lights on the cli- ON and ALT
ent switch panel B. False—only one mode can be selected at
D. The 1st push of the cabin lights before the a time
battery switch is selected on C. True—landing light will automatically
switch to TCAS at 500 feet
3 LIGHTING

3. Amber EMER LIGHTS NOT ARMED mes- D. False—Squat switch logic prevents ground
sage is the result of: pulse lights
A. The EMER LIGHTS switch in the
ARMED position and the emergency
lights fail to illuminate
B. The EMER LIGHTS switch in the ON
position and 2 Gs of lateral force on the
airplane
C. The EMER LIGHTS switch in the OFF
position
D. The aircraft experiences 2 Gs of
lateral force but the emergency lights do
not come on

4. The INT MASTER switchlight in the OFF

position will:
A. Remove all electrical power to the lights
in the cabin except emergency lights
B. Remove all electrical power to the lights
in the entire aircraft
C. Turns on all lighting in the cabin of the
aircraft
D. Removes all electrical power to lights in
the cockpit

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CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
INTRODUCTION ................................................................................................................. 4-1
GENERAL ............................................................................................................................ 4-1
DESCRIPTION...................................................................................................................... 4-2
MASTER WARNING RESET SWITCHLIGHTS ................................................................ 4-2
MASTER CAUTION RESET SWITCHLIGHTS ................................................................. 4-2
CREW ALERT SYSTEM ...................................................................................................... 4-2
AUDIO WARNING SYSTEM .............................................................................................. 4-3
SYSTEM TEST ..................................................................................................................... 4-3
OPERATION ......................................................................................................................... 4-3
LIMITATIONS....................................................................................................................... 4-4
EMERGENCY/ABNORMAL............................................................................................... 4-4
QUESTIONS ......................................................................................................................... 4-7

ILLUSTRATIONS

WARNING SYSTEM
Figure Title Page

4 MASTER
4-1. CCP .............................................................................................................................. 4-4
4-2. DCP.............................................................................................................................. 4-4

TABLES
Table Title Page
4-1. AURAL ALERTS ........................................................................................................ 4-5
4-2. TEST CONDITIONS................................................................................................... 4-6

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WARNING SYSTEM
4 MASTER

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CHAPTER 4
MASTER WARNING SYSTEM

INTRODUCTION

WARNING SYSTEM
The master warning system on the CJ4 aircraft provides notification of aircraft equipment mal-

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

GENERAL
The master warning system includes a pair of ON position. During engine starts when the AVI-
MASTER WARNING and MASTER CAUTION ONICS switch is in the OFF or DISPATCH posi-
RESET switchlights and crew alerting system tion, CAS messages appear on the CAS section of
(CAS) messages, which provide visual indica- MFD 1 (left).
tions to the flight crew of certain conditions and/
or functions of selected systems. CAS messages The red CAS messages are accompanied by aural
are displayed by the Collins Pro Line 21 CAS sys- alerts that announce the text of the message. The
tem, normally on the right multifunction display amber CAS messages are accompanied by an atten-
(MFD 2) when the AVIONICS switch is in the tion chime to alert the crew.

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DESCRIPTION CREW ALERT SYSTEM

The EICAS section of MFD 2 normally displays
The CJ4 master warning system uses cockpit indi- the various CAS messages. The messages can also
cations (visual and aural) to advise the crew of display on other displays when commanded. The
important warnings, cautions, and advisory infor- messages are classified as warning (red), caution
mation about the aircraft and its systems. (amber), and advisory (cyan). They operate in con-
junction with the MASTER WARNING RESET
The master warning system has the following and MASTER CAUTION RESET switchlights.
indications:

• MASTER WARNING RESET switchlights

NOTE
Numerous CAS messages and the
• MASTER CAUTION RESET switchlights MASTER WARNING RESET and
• CAS messages MASTER CAUTION RESET switch-
lights are inhibited from illuminating
• Aural Alerts during various phases of ground and
flight operation. This prevents nuisance
MASTER WARNING RESET illuminations of the switchlights.
SWITCHLIGHTS
A red MASTER WARNING RESET switchlight Red (Warning) CAS messages
is on each end of the upper instrument panel.
When red CAS messages display, both MASTER Red indicates a warning (hazardous situation) that
WARNING RESET switchlights illuminate and requires immediate pilot corrective action. When a
flash simultaneously until reset by pushing either red CAS message is displayed, the message and the
switchlight. MASTER WARNING RESET switchlights flash
until acknowledged or the condition is corrected.
MASTER CAUTION RESET Pushing either MASTER WARNING RESET
SWITCHLIGHTS switchlight acknowledges the message and can-
cels the aural alert..
A MASTER CAUTION RESET switchlight is on
each end of the upper instrument panel adjacent All red CAS messages are grouped together at the
to the MASTER WARNING RESET switchlight. top of the CAS window. Any new red CAS message
WARNING SYSTEM

These switchlights illuminate steady when amber displays at the top of the red CAS group. Refer to
4 MASTER

CAS messages illuminate flashing. The system is the EICAS appendix for a complete list of the red
designed to prevent nuisance illuminations of the CAS messages and causes.
MASTER CAUTION RESET switchlights. The
system is designed to prevent nuisance illumi- Accomplish pilot memory items (if needed) and
nations of amber CAS messages and MASTER consult the appropriate procedure in the approved
CAUTION illuminations by use of debounce (time checklist for any possible corrective action required
delay) or inhibits for message activation. or advisory information which may require systems
monitoring.
Reset the MASTER CAUTION RESET switch-
lights by pushing either one. This extinguishes both
switchlights and causes the amber CAS message Amber (Caution) CAS Messages
to display steady until the malfunction is cleared. Amber indicates a caution (abnormal or special
situation) that requires immediate attention, but
not necessarily immediate action.

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When an amber CAS message is displayed, the ° The aircraft transitions from on ground
message flashes, the MASTER CAUTION RESET to in air.
switchlights illuminate steady, and a chime is heard.
° Either the left or right airspeed transitions
Pushing either MASTER CAUTION RESET from less than 80 knots.
switchlight acknowledges the message. This extin- ° N1 greater than 70%
guishes the MASTER CAUTION RESET switch-
lights and changes the CAS message to steady • TOPI/LOPI - becomes inactive when any of
until the condition is corrected. If the condition is the following is true:
cleared prior to pushing the MASTER CAUTION ° The aircraft has been in the air for more
RESET switchlights, both switchlights extinguish than 30 seconds.
and the message disappears without further action
by the pilot. ° Radio altitude is more than 400 feet above
the field elevation.
All amber CAS messages are grouped together
below any red messages on the CAS window. Any ° Either the left or right airspeed is less
than 80 knots.
new amber messages display at the top of the amber
group. Refer to the CAS appendix for a complete AUDIO ALERTING SYSTEM
list of the amber CAS messages and causes.
Various audio alerts, tones, and chimes are incorpo-
Consult the appropriate procedure in the approved rated into the aircraft to notify the pilot of specific
checklist for any possible corrective action required conditions or malfunctions.
or advisory information which may require systems
monitoring. The red CAS messages are accompanied by aural
alerts and/or tones. The aural alerts announce the
text of the CAS message displayed. If two or more
Cyan (Advisory) CAS Messages alerts are triggered at the same time, the one with
Cyan messages are normally advisory and provide the highest priority sounds until:
information which may not require any pilot action.
• Acknowledged via the MASTER WARN-
Refer to the CAS appendix for a complete list of ING RESET switchlight
the cyan CAS messages and causes. • Aural alert with a higher priority becomes
active

WARNING SYSTEM
Inhibits • Associated condition that caused the aural

4 MASTER
Inhibits are the DCU restricting which CAS mes- alert is resolved
sages appear under certain conditions. Refer to Table 4-1 shows each alert, priority, and duration.
Appendix B for specific CAS message inhibits.
The amber CAS messages are accompanied by
• EMER - Anytime the battery switch is in the a chime sound and cyan messages have no audio
EMER position. alert associated with them.
• ENG FAIL - When an engine fail is posted.
The terrain awareness and warning system (TAWS)
• ENG SHUTDOWN - When one of the and traffic alert and collision avoidance system
engines has been shutdown (TCAS) aurals are generated by the respective sys-
• ENG START - During an engine start tem units. When the TAWS or TCAS aural alerts
become active while a lesser priority is playing, the
• TOPI/LOPI - becomes active when any of aural warning system immediately stops announc-
the following is true: ing the lower priority alert and immediately begins
announcing the TCAS or TAWS aural.

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SYSTEM TEST To perform the test on a PFD (see Figure 4-2):

The system test can be accomplished several ways.

Access to the test may be through either of the cur-
sor control panels (CCP) for display on the same
side MFD or through either of the display control
panels (DCP) for display on the same side PFD.
The test menu will appear on the left side of the
chosen display. Complete tests are required prior Figure 4-2. DCP
to flight. Single item test may be used in flight to
resolve an issue. Table 4-1 shows the test item,
aural alert, CAS message (if any) and notes. 1. Press the CCP MENU button on the DCP – the
CCP menu displays on the left side of the PFD.

OPERATION 2.Turn the MENU ADV knob right to scroll the

blue box down to SYS TEST.
To perform the test on an MFD (see Figure 4-1):
3.Remaining steps as shown above.

As each system is tested, a check mark is added to

the box on the left to show that the system test is
completed. Refer to Table 4-2 for information on
each system and what is tested.

Figure 4-1. CCP

LIMITATIONS
1. Press the LWR MENU button on the CCP – the
CCP menu displays on the left side of the MFD. For specific information on limitations, refer to the
FAA-approved AFM.
2.Turn the MENU ADV knob right to scroll the
blue box down to SYS TEST.
EMERGENCY/
WARNING SYSTEM
4 MASTER

3.Push the DATA knob to select the test menu –

blue box surrounds the first item. ABNORMAL
4.Push the DATA knob to initiate the test – check For specific information on Emergency/Abnormal
mark appears in box. procedures, refer to the FAA-approved AFM.

5.When that test is done, use the MENU ADV and

DATA knobs to test each item.

6.When complete, use the MENU ADV and DATA

knobs to select OFF.

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Table 4-1. AURAL ALERTS

ALERT TYPE
ALERT PRIORITY DURATION
VOICE NONE
TAWS MINIMUM 1 X As required
TCAS 2 X As required

CABIN ALTITUDE 3 X S i n g l e a n n o u n c e m e n t , a c k n o w l e d g m e n t re q u i re d
(red CAS only).

LANDING GEAR 4 X Repetitive, noncancelable-Gear horn input conditions must be

satisfied to cease aural.
AUTO-PILOT
5 X Repetitive, until acknowledged twice by way of AP disconnect
DISCONNECT switch input (not CAS associated).

ALTITUDE ALERT 6 X Single announcement, not CAS associated, no acknowledge-

ment required.

NO TAKEOFF 7 X Repetitive, until CAS logic conditions are satisfied, acknowledg-

ment ceases CAS flashing (red CAS only).

ENGINE FAILED L 8 X Single announcement, MASTER WARNING and CAS messages

flash until acknowledged.

ENGINE FAILED R 9 X Single announcement, MASTER WARNING and CAS messages

flash until acknowledged.

ENGINE FIRE L 10 X Single announcement, MASTER WARNING and CAS messages

flash until acknowledged.

ENGINE FIRE R 11 X Single announcement, MASTER WARNING and CAS messages

flash until acknowledged.

BATTERY FAULT 12 X Single announcement, MASTER WARNING and CAS messages

flash until acknowledged (red CAS only).

BATTERY FAIL 13 X Single announcement, MASTER WARNING and CAS messages

flash until acknowledged (not required for V1.0).

OIL PRESSURE L 14 X Single announcement, MASTER WARNING and CAS messages

flash until acknowledged. CAS flashing.

OIL PRESSURE R 15 X Single announcement, MASTER WARNING and CAS messages

flash until acknowledged.

DC GEN OFF L 16 X Single announcement, MASTER WARNING and CAS messages

flash until acknowledged (red CAS only).

17 X Single announcement, MASTER WARNING and CAS messages

WARNING SYSTEM
DC GEN OFF R flash until acknowledged (red CAS only).

4 MASTER
AC ALTERNATOR 18 X Single announcement, MASTER WARNING and CAS messages
flash until acknowledged (red CAS only).

AC ALTERNATOR 19 X Single announcement, MASTER WARNING and CAS messages

flash until acknowledged (red CAS only).

AC-DC 20 X Single announcement, MASTER WARNING and CAS messages

flash until acknowledged.

FWD BAGGAGE 21 X Single announcement, MASTER WARNING and CAS messages

flash until acknowledged.

AFT BAGGAGE 22 X Single announcement, MASTER WARNING and CAS messages

flash until acknowledged.

OVERSPEED 1 X Repetitive, noncancelable--Airspeed reduction required to cease

aural.

MASTER CAUTION 2 X Single announcement, acknowledgment required to cancel MAS-

TER Caution and cause flashing CAS message to go steady.
SELCAL 4 X Single announcement
PHONE CALL 5 X Repetitive, acknowledged when handset picked

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Table 4-2. TEST CONDITIONS

TEST CONTROL AURAL CAS NOTE
OFF None None No test modes are active
FIRE WARN “Left engine fire” Red ENGINE FIRE L-R Red ENGINE FIRE L and R but-
tons illuminate. Aural alerts may
“Right engine fire” Red BAGGAGE SMOKE FWD-AFT not fall in the listed order, but all
“Forward baggage smoke” should be heard.
“Aft baggage smoke”
LDG GEAR “Landing Gear” Amber GEAR DOWN MONITOR FAIL Both red and green gear status
lamps illuminate for all three
gear positions.
BLEED LEAK Chime Amber PYLON BLEED LEAK L-R
Amber WING BLEED LEAK L-R
TAIL DE-ICE Chime Amber TAIL DE-ICE Fail L-R
AOA None None AOA indexer (if installed) illumi-
nates from fly up to fly down,
shaker activates, AOA indicators
on PFDs shift from low to high,
and an amber AOA flag flashes
approximately three times on
the PFD gauge fields.
RUDDER BIAS Chime Amber RUDDER BIAS FAIL Interrupts power to the control
valves causing the valves to
move to the bypass position.
W/S TEMP Chime Amber WINDSHIELD HEAT FAIL L-R Overtemperature message
clears.
Amber WINDSHIELD OVERTEMP L-R
OVERSPEED Overspeed tone beeps None None
approximately 5 times
ANTI-SKID Chime Amber ANTISKID FAIL Message posts and remains on
for six seconds as the anti-skid
system completes a self test.
Upon completion of the self test
the message clears. If the sys-
tem does not check operational,
the message will remain posted
while the test is active.
ANNUNCIATOR “Test” None White BOTTLE ARMED but-
ton lights, red ELEV TRIM NO
WARNING SYSTEM

TAKEOFF and amber FUEL

LOW L-R annunciators, and
4 MASTER

lighted buttons illuminate.

Radio altimeter indication will
be “50” feet with an amber RA
TEST on both PFDs.
CABIN PRESS “Cabin altitude” Red CABIN ALTITUDE CAB ALT field on MFD turns
red.
Amber SUPPLEMENTAL PRESS
ELEV TRIM None None, Initially When ELEV TRIM is selected,
move either primary elevator
trim switch (both sides) nose
up or nose down briefly. The
amber PRIMARY ELEVATOR
TRIM FAIL should post and the
primary trim should not move
if commanded. The message
should extinguish when the
systems test cursor is moved to
another test control.
TAWS Enhanced TAWS callouts, Amber TAWS TERRAIN FAIL This position tests all the TAWS
Amber TAWS GPWS FAIL callouts as configured for the
windsheer, all basic GPWS aircraft. Windsheer items apply
Amber TAWS WINDSHEAR FAIL
modes, and smart 500 Amber TAWS TERRAIN NOT AVAILABLE to Mark V only.
callouts Amber TAWS SYSTEM FAIL

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QUESTIONS
1.Where are CAS messages displayed during the 1st 6. Aural alerts will always:
engine start (avionics switch in DISPATCH)? A. Alert what CAS message appears at the
A. PFD 1 time
B. PFD 2 B. Alert the highest priority CAS message
C. MFD 1 C. Alert every CAS message in sequence
D. MFD 2 D. Alert all CAS messages

2. Where are CAS messages displayed during 7. System test is accomplished by:
normal flight operations? A. LWR menu on PFD 1, controlled by the
A. PFD 1 DCP
B. PFD 2 B. UPR menu on PFD 1, controlled by the
C. MFD 1 DCP
D. MFD 2 C. LWR menu on MFD 1 controlled by the
CCP
3. If a new red CAS message appears D. UPR menu on MFD 1, controlled by the
CCP
A. It is displayed at the top of the red group
of CAS messages
B. The message and the MASTER WARN-
ING switch light will flash until depressed
C. The voice annunciation will repeat the
message until the MASTER WARNING
button is pushed
D. All of the above

4. Amber CAS messages:

A. Are grouped below red CAS messages
B. Will cause an aural message stating the
CAS message

WARNING SYSTEM
C. Will cause the MASTER CAUTION

4 MASTER
switch light to steadily illuminate
D. Both A and C

5. Cyan CAS messages:

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

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LEFT INTENTIONALLY BLANK

WARNING SYSTEM
4 MASTER

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CHAPTER 5
FUEL SYSTEM
CONTENTS
INTRODUCTION ................................................................................................................. 5-1
GENERAL ............................................................................................................................ 5-1
WING FUEL TANK .............................................................................................................. 5-2
Description ..................................................................................................................... 5-2
Components .................................................................................................................... 5-2
FUEL DISTRIBUTION......................................................................................................... 5-3
Description ..................................................................................................................... 5-3
Components .................................................................................................................... 5-3
Controls and Indications................................................................................................. 5-5
Operations ...................................................................................................................... 5-5
SINGLE POINT REFUEL/DEFUEL SYSTEM ................................................................... 5-6
Description ..................................................................................................................... 5-6
Components .................................................................................................................... 5-6
Controls and Indications................................................................................................. 5-6
Operations ...................................................................................................................... 5-6
FUEL QUANTITY GAUGING SYSTEM ............................................................................ 5-9
Description ..................................................................................................................... 5-9
Components .................................................................................................................... 5-9
Controls and Indications................................................................................................. 5-9
Operations .................................................................................................................... 5-11
FUEL VENT SYSTEM ....................................................................................................... 5-11
Description ................................................................................................................... 5-11
Components .................................................................................................................. 5-11
5 FUEL SYSTEM

LIMITATIONS..................................................................................................................... 5-11
EMERGENCY/ABNORMAL............................................................................................. 5-11
QUESTIONS ....................................................................................................................... 5-13

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5 FUEL SYSTEM

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ILLUSTRATIONS
Figure Title Page
5-1. Right Wing Tank ........................................................................................................ 5-2
5-2. Fuel Filler Cap - Open ............................................................................................... 5-2
5-3. Fuel Drain Valves ...................................................................................................... 5-3
5-4. Ejector Pump ............................................................................................................. 5-4
5-5. FUEL BOOST Switchlights and FUEL TRANSFER Knob ..................................... 5-4
5-6. SPR Access Panel ...................................................................................................... 5-5
5-7. Normal Operation ...................................................................................................... 5-7
5-8. Fuel Transfer Operations ........................................................................................... 5-8
5-9. Fuel System Display .................................................................................................. 5-9
5-10. Single-Point Refueling ............................................................................................ 5-10
5-11. Fuel Vent .................................................................................................................. 5-11

TABLES
Table Title Page
5-1. CAS Messages ...................................................................................................... 5-12

5 FUEL SYSTEM

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5 FUEL SYSTEM

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CHAPTER 5
FUEL SYSTEM

INTRODUCTION
This chapter presents information on the fuel system of the CJ4 aircraft. The fuel system is
comprised of various subsystems that include: wing fuel tanks, fuel distribution system, single
point refuel/defuel (SPR) system, fuel quantity gauging system, and the fuel vent system. Crew
alert system (CAS) messages alert the pilot to fuel system abnormal situations.

GENERAL
The CJ4 aircraft utilizes two integral wet wing The quantity gauging system utilizes an AC pas-
tanks. The tanks are filled separately via overwing sive capacitance system. The system calculates fuel
filler ports or through the SPR system. quantity and sends this data to be displayed on the
multifunction displays (MFDs).
The fuel distribution system supplies fuel to each
engine from its respective tank or transfers fuel to The fuel vent systems provide ventilation to the
5 FUEL SYSTEM

the opposite tank. The SPR system utilizes a single fuel tanks during flight maneuvers, fuel expansion,
adapter to pressure refuel and defuel the left and refueling and defueling.
right wing fuel tanks.

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WING FUEL TANK

DESCRIPTION
The left and right wings contain integral wet wing
fuel tanks that are separated and symmetrical (Fig-
ure 5-1). Each tank has a usable fuel capacity of
approximately 435 gallons (2,905 pounds) for a
total capacity of 867 gallons (5,828 pounds). The
standard fuel for the CJ4 aircraft is Jet A or A-1.
The following fuels are also approved for the CJ4:

Min Fuel Max Fuel

Grade (Type) Specification Temperature Temperature
Jet A
ASTM-D1655 -40 oC +57.2 oC Figure 5-2. Fuel Filler Cap - Open
Jet A1 -40 oC +57.2 oC
JP-5 MIL-PRF-5624 -40 oC +57.2 oC
JP-6 MIL-T-83133 -40 oC +57.2 oC
COMPONENTS
Overwing Filler Port
Fuel anti-ice additives may be used but are not
required. Each wing has one filler port with locking cap on
the upper surface near the outboard end (Figure
Each tank can be filled separately through fill- 5-2). The filler port is placarded with maximum
er caps on the upper wing skin or through the capacity. Ensure the aircraft is properly grounded
SPR system. Maximum fuel capacities achieved (ground point near wing tip on underside). Do not
through both methods of refueling is placarded at fill higher than the FULL indicator. Ensure caps
the respective fueling ports. Fuel in the wet wings are securely fastened when finished. There is no
moves by gravity to the integral engine feed hop- indication that this cap is secure other than visual
per. The vent surge tank collects fuel that may travel inspection.
outboard through the climb vent line. Drain valves
are provided in the low areas of each tank where Engine Feed Hopper
water could collect.
An integral engine feed hopper at the root of each
wing is aft of the main spar. The hopper is sealed,
except for one air vent at the top, in order to main-
tain a full engine feed hopper under low fuel con-
ditions. The vent allows the hopper to fill during
refueling and system operation.

Flapper valves inside and outside the hopper allow

fuel to gravity flow into the feed hopper. The flap-
per valves inside the hopper keep fuel in the hopper
during negative-G conditions. The flapper valves
outside the hopper minimize outboard fuel move-
Figure 5-1. Right Wing Tank ment during banked maneuvers.
5 FUEL SYSTEM

The feed hopper contains the following components:

• Primary ejector pump

• Electric boost pump

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• Compensator probe The drains are used to drain fuel or water from the
wing tank cavities and engine feed hopper. They
• Drain valve also provide fuel samples for testing.
Fuel is constantly transferred to the engine feed
hopper by two scavenge ejector pumps. Due to the tank arrangement not all unusable fuel
is drainable. Some fuel cannot be drained from
the lowest points and various small pockets in the
Vent Surge Tank wing.
The vent surge tank, in the most outboard wet bay
of the wing fuel tank, is physically isolated from,
but integral to the main tank. The tank collects
fuel that travels outboard through the climb vent
FUEL DISTRIBUTION
line through movement or expansion.. As fuel is
removed from the main tank, the surge tank drains DESCRIPTION
fuel back into the main tank through the climb vent
The fuel distribution system supplies fuel to each
line and flapper valves.
engine from its respective tank or transfers fuel to
the opposite tank.
The surge tank is vented to the atmosphere through
a flush-mounted NACA vent on the underside of
The engines are supplied with fuel by the primary
the wing, just inboard of the surge tank.
ejector pump and secondarily by the electric boost
pump. Check valves are incorporated in the supply
Drain Valves line to prevent backflow.
Each wing has five drain valves at low points where The primary ejector pump, electric boost pump, and
water could collect. The drains are located in the scavenge ejector pumps have wire mesh screens on
following areas (Figure 5-3): their inlets to prevent unacceptable contamination
from reaching the engine.
• Outboard of the landing gear well behind the
main spar
• In the engine feed hopper
COMPONENTS
• Between the feed hopper and the main spar The fuel distribution system utilizes the following
components in and near the wing root:
• Inboard between the forward and main spars
• On the most inboard access panel • Wing fuel tanks
• Primary ejector pump
• Electric boost pumps
• Scavenge ejector pumps
• Fuel transfer valve

Primary Ejector Pump

A primary ejector pump is located in each engine
feed hopper. It has no moving parts and requires
5 FUEL SYSTEM

no electricity. Fuel under motive flow pressure –

supplied by the engine-driven fuel pump – creates
a suction that draws a high volume of low-pressure
fuel from the hopper and sends it to the engine-
Figure 5-3. Fuel Drain Valves driven pump (Figure 5-4).

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HIGH VOLUME EJECTOR PUMP HIGH PRESSURE

FUEL FUEL
MOTIVE FLOW
TO ENGINE DRIVEN (FROM ENGINE DRIVEN
FUEL PUMPS FUEL PUMPS)

FUEL INLET FUEL IN TANK

Figure 5-4. Ejector Pump

The ejector pump only operates when the respec- pumps are used for engine start, fuel transfer and
tive engine is running. The engine-driven pump is to provide adequate pressure to the engine if a low
part of the engine’s fuel delivery unit. See Chapter fuel pressure situation exists. If the FUEL BOOST
7, Powerplant for more information. - MANUAL switchlights on the left tilt panel are
not illuminated, the pumps are set for automatic
activation when needed (Figure 5-5).
Electric Boost Pumps
The left and right fuel boost pumps are located The pumps can be manually controlled by pushing
inside their respective feed hoppers. The pumps the respective FUEL BOOST switchlight.
operate using normal or converted DC power
through automatic or manual activation. The
Scavenge Ejector Pumps
Two scavenge ejector pumps, in each wing, are sup-
plied with low-pressure (motive flow) fuel from the
primary ejector or electric boost pumps.

The scavenge pumps constantly transfer fuel from

the wing tanks to the feed hopper to keep it full.
This keeps the primary ejector and electric boost
pumps submerged until the wing tank is near empty
and the fuel level is drained from the feed hopper.
This prevents low fuel conditions during descent,
cruise, and climb attitudes.

Fuel Transfer Valve

The fuel transfer valve (installed in left wing tank)
is normally closed. It is a solenoid operated valve
that requires normal or converted DC power to
open. It fails closed when power is removed.

When the valve is opened, the corresponding

5 FUEL SYSTEM

boost pump starts transferring fuel. This allows

fuel to be pumped from that feed hopper into the
Figure 5-5. FUEL BOOST Switchlights opposite feed hopper through an orifice union,
and FUEL TRANSFER Knob which restricts the transfer flow. The fuel back

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flows through the opposite boost pump into its illuminate. Refer to the appropriate procedure in
fuel hopper. the approved checklist.

When the engine is running, high-pressure fuel

Firewall Shutoff Valves (motive flow) from the FDU is supplied to the pri-
A fuel firewall shutoff valve in installed in each mary ejector fuel pump in the feed hopper. The
fuel supply line inside the fuselage just aft of the ejector pump outputs metered fuel flow to the
wing. Cockpit switches require pilot action to close engine during normal operation.
these valves, thereby stopping fuel from reaching
the engine. Refer to Chapter 8 – Fire Protection The forward and aft scavenge ejector pumps con-
for more information. stantly transfer fuel from the wing tanks to the feed
hopper. This keeps the primary ejector and electric
boost pumps submerged until the wing tank is near
CONTROLS AND INDICATIONS empty and the fuel level is drained from the feed
hopper.
FUEL BOOST Switchlights
The L and R FUEL BOOST – MANUAL switch- If a fuel imbalance occurs, the condition may be
lights are on the left end of the tilt panel (Figure alleviated by transferring fuel. Position the FUEL
5-5). Pushing an unlit switchlight activates the TRANSFER knob in the direction of transfer
respective boost pump and illuminates the switch- desired – normally higher tank to lower tank (Fig-
light blue. The cyan FUEL BOOST PUMP ON ure 5-7). The transfer valve opens and the boost
message appears on the CAS window. pump is activated on the side you wish to trans-
fer from. The cyan FUEL TRANSFER and cor-
responding FUEL BOOST PUMP ON messages
FUEL TRANSFER Knob appear. When the balance desired is reached, turn
the knob to OFF. Normal fuel imbalance is 200
The FUEL TRANSFER rotary knob on the left pounds; demonstrated emergency imbalance is
instrument panel controls the fuel transfer valve 600 pounds.
(Figure 5-5). When in either L TANK or R TANK
position, the normally closed transfer valve is
opened and activates the boost pump on the respec-
tive side that fuel is being transferred from. This
allows fuel to be pumped from one feed hopper
into the opposite feed hopper.

OPERATIONS
During engine start the electric boost pumps inside
of the feed hopper automatically activate when the
ENGINE STARTER button is pressed to supply
fuel to the engine (Figure 5-7). At about 45% N2
the pump is automatically turned off.
Figure 5-6. SPR Access Panel
If low fuel pressure is detected, the corresponding
amber FUEL PRESSURE LOW message appears
momentarily on the CAS then extinguishes, and
5 FUEL SYSTEM

amber FUEL BOOST PUMP ON CAS message

appears and a chime sounds. The FUEL PRES-
SURE LOW message extinguishes when the fuel
boost pump restores normal fuel pressure. The
MASTER CAUTION RESET switchlights also

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SINGLE POINT REFUEL/ Precheck Valves

DEFUEL SYSTEM A precheck valve is installed in each precheck line
going to the high level pilot valve in each wing.
During defueling operations, the valve closes the
DESCRIPTION precheck system to allow negative pressure to be
applied to the defuel valve actuation port.
The SPR system utilizes a single adapter to pres-
sure refuel and defuel the left and right wing fuel
tanks. The system is operated by fuel level and Pressure Relief Valves
positive (refuel) or negative (defuel) pressure. A
precheck system is incorporated to test the auto- The valves prevent excessive positive or negative
matic high level shutoff system prior to starting tank pressures during single point refueling if the
refueling operations. The precheck procedure must system fails to shutoff when the tank is full. It also
be performed prior to every SPR filling. The sys- relieves pressure during other conditions if the nor-
tem is accessed through the SPR access panel just mal vent system fails closed or is blocked. Pres-
forward of the right wing (Figure 5-6). sure relief occurs to regulate internal tank pressure
so not to exceed a positive 6.0 psig and a negative
0.7 psig.
COMPONENTS
Refuel/Defuel Adapter CONTROLS AND INDICATIONS
The refuel/defuel adapter is behind the SPR access Precheck Valve Levers
panel just forward of the right wing on the fairing
below the fuselage. The two precheck levers are next to the SPR adapt-
er. These are used to verify that fuel will stop going
The adapter is a spring-loaded coupling valve used into the wing tank when it is full. Opening (raising)
to connect the refueling equipment to the aircraft. the lever allows a precheck flow of fuel to each
The adapter housing also has a port for supplying wing. The precheck flow comes from an auxiliary
fuel to the precheck valve. port on the adapter and moves to the selected high
and low level pilot valves.

Refuel Valves OPERATIONS

The refuel shutoff valves are outboard of the last
flapper rib of each wing tank. The valves are spring- SPR Refueling
loaded shutoff valves and are opened by positive
fuel pressure. Part of the refuel flow is bypassed Ensure the aircraft is properly grounded and the
and redirected to the pilot line. Increased back pres- wing drain valves are all properly closed. Attach
sure closes the refuel valve when the pilot port flow the refuel/defuel nozzle to the refuel/defuel adapter
is stopped by the high level pilot valve. in the SPR access compartment just forward of the
right wing on the fairing below the fuselage.

High Level Pilot Valve Perform the precheck procedure by raising (open-
ing) the precheck lever of the wing(s) to be refu-
The high level pilot valve is just below the full
eled. Provide refuel pressure (10-55 psi) to the
fuel level in each tank. The pilot valve shuts off the
system to precheck the auto-shutoff function. The
corresponding pilot flow when either the precheck
fuel flow should stop. Place the lever back down
5 FUEL SYSTEM

flow or full tank fuel level fills the float bowl.

(closed) and allow the wing(s) to refuel. Watch for
evidence of any overboard spillage at the wing tank
vent scoop or wing pressure tank relief valve. Shut
down refuel flow upon evidence of overboard spill-
age or after automatic shutdown.

5-6 FOR TRAINING PURPOSES ONLY

 PRECHECK
LEVERS

SPR ADAPTOR
LOW FUEL
LEVEL FLOAT
SWITCH SCAVENGE
EJECTOR

SPR FUEL LINE

PRECHECK
SPR FLOW LINE
REFUEL
VALVE
SHUTOFF
FLOW LINE
HIGH LEVEL
PILOT VALVE

VENT FLOAT CAP

VALVE

PRIMARY
EJECTOR
5/7 PSI
PRESSURE
SWITCH
P P
FUEL/OIL
HEAT EXCHANGER
PRESSURE RELIEF CLIMB VENT LINE
NACA VENT VALVE
SURGE TANK FUEL TEMPERATURE T T

FUEL FILTER

ENGINE DRIVEN
FUEL PUMP
FUEL TRANSFER VALVE
FIREWALL

FOR TRAINING PURPOSES ONLY

(SOLENOID)
FUEL METERING UNIT SHUTOFF
LEGEND VALVE
SCAVENGE
VENT FUEL FLOW EJECTOR
REFUEL SYSTEM
TRANSFER PUMP PRESSURE FUEL METERING UNIT
FLOW DIVIDE
EJECTOR PUMP PRESSURE
ENGINE HIGH PRESSURE FUEL EMERGENCY FUEL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

BOOST PUMP PRESSURE SHUTOFF VALVE

(MECHANICAL) (N/O)
FUEL

5-7
Figure 5-7. Normal Operation

5 FUEL SYSTEM
 5 FUEL SYSTEM

PRECHECK

5-8
LEVERS

SPR ADAPTOR
LOW FUEL
LEVEL FLOAT
SWITCH SCAVENGE
EJECTOR

SPR FUEL LINE

PRECHECK
SPR FLOW LINE
REFUEL
VALVE
SHUTOFF
FLOW LINE
HIGH LEVEL
PILOT VALVE

VENT FLOAT CAP

VALVE

PRIMARY
EJECTOR
5/7 PSI
PRESSURE
SWITCH
P P
FUEL/OIL
HEAT EXCHANGER
PRESSURE RELIEF CLIMB VENT LINE
NACA VENT VALVE
SURGE TANK FUEL TEMPERATURE T T

FUEL FILTER

ENGINE DRIVEN
FUEL PUMP
FUEL TRANSFER VALVE
FIREWALL (SOLENOID)
FUEL METERING UNIT SHUTOFF

FOR TRAINING PURPOSES ONLY

LEGEND VALVE
SCAVENGE
VENT FUEL FLOW EJECTOR
REFUEL SYSTEM
TRANSFER PUMP PRESSURE FUEL METERING UNIT
FLOW DIVIDE
EJECTOR PUMP PRESSURE
ENGINE HIGH PRESSURE FUEL EMERGENCY FUEL
BOOST PUMP PRESSURE SHUTOFF VALVE
(MECHANICAL) (N/O)
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

FUEL

Figure 5-8. Fuel Transfer Operations

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

discrete return signal to determine the fuel height

at each probe.

Fuel Probes
There are seven fuel probes in each wing. The #7
probe in the feed hopper also functions as a com-
pensator probe when covered to correct the calcu-
lated quantity. The probes measure the capacitance
Figure 5-9. Fuel System Display between the inner and outer cylinders to determine
the fuel height at each probe.
When done, ensure the precheck levers are both in
the down (closed) position and disconnect the refu- Fuel Float Switches
el/defuel nozzle. Ensure the access door is closed.
Each wing tank has a low fuel level float switch on
the inboard side of the main wheel well. The float
SPR Defueling switch sends a signal to activate the respective side
When done, ensure the aircraft is properly ground- amber FUEL LEVEL LOW message 90 seconds
ed and attach the refuel/defuel nozzle to the refuel/ after the quantity drops below 240 pounds. The
defuel adapter in the SPR access compartment. respective FUEL LOW annunciator light above the
Raise (open) the precheck levers for the wing(s) to standby flight display illuminates 30 seconds after
be defueled. Provide negative defuel pressure (-10 the quantity drops below 240 pounds.
psi maximum) to the system.
CONTROLS AND INDICATIONS
When done, ensure the precheck levers are both in
the down (closed) position and disconnect the refu- Fuel System Display
el/defuel nozzle. Ensure the access door is closed.
Fuel system data is shown on appropriate displays
with a digital readout for each wing fuel quantity.
FUEL QUANTITY Fuel system data (quantity, temperature and fuel
flow) is normally displayed on the left MFD after
GAUGING SYSTEM avionics is powered (Figure 5-9). The data may
also be shown on other displays by using various
menus or reversion buttons. If data is dashed, it
DESCRIPTION is invalid.
The fuel quantity gauging system utilizes an AC
passive capacitance system. The signal conditioner FUEL LOW LEVEL Annunciator
channel provides signals to the seven fuel probes
in each wing and measures the return signals to A FUEL LOW LEVEL annunciator light above
determine the fuel height at each probe. The fuel the standby flight display illuminates along with
quantity data is displayed on the MFD. the FUEL LOW LEVEL CAS message.

COMPONENTS OPERATIONS
Under normal operations no control action is
Signal Conditioner
5 FUEL SYSTEM

required of the pilot. Fuel quantity is sensed by

The signal conditioner in the right aft fuselage the probes and displayed.
fairing is a dual channel microprocessor-based
conditioner. The conditioner provides an excita-
tion signal to the fuel probes and measures the

FOR TRAINING PURPOSES ONLY 5-9

 5 FUEL SYSTEM

PRECHECK
LEVERS

5-10
SPR ADAPTOR
LOW FUEL
LEVEL FLOAT
SWITCH SCAVENGE
EJECTOR

SPR FUEL LINE

PRECHECK
SPR FLOW LINE
REFUEL
VALVE
SHUTOFF
FLOW LINE
HIGH LEVEL
PILOT VALVE

VENT FLOAT CAP

VALVE

PRIMARY
EJECTOR
5/7 PSI
PRESSURE
SWITCH
P P
FUEL/OIL
HEAT EXCHANGER
PRESSURE RELIEF CLIMB VENT LINE
NACA VENT VALVE
SURGE TANK FUEL TEMPERATURE T T

FUEL FILTER

ENGINE DRIVEN
FUEL PUMP
FUEL TRANSFER VALVE
FIREWALL (SOLENOID)
FUEL METERING UNIT SHUTOFF

FOR TRAINING PURPOSES ONLY

LEGEND VALVE
SCAVENGE
VENT FUEL FLOW EJECTOR
REFUEL PRESSURE
FUEL FUEL METERING UNIT
FLOW DIVIDE

EMERGENCY FUEL
SHUTOFF VALVE
(MECHANICAL) (N/O)
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Figure 5-10. Single-Point Refueling

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

FUEL VENT SYSTEM

DESCRIPTION
The left and right wing fuel tanks have separate
vent systems. The systems provide ventilation to
the fuel tanks during flight maneuvers, fuel expan-
sion, and refueling/defueling operations.

Figure 5-11. Fuel Vent

COMPONENTS
Vent Float Valve The surge tank drains fuel back into the main tank
through the climb vent and flapper valves as fuel
The vent float valve is in the outboard end of the is removed from the main tank.
main tank. The vent valve is float actuated and
allows air to either enter or leave the main tank.
LIMITATIONS
Climb Vent Line
The climb vent line extends from an inboard point For specific information on limitations and proce-
in the wing and terminates within the surge tank. It dures, refer to the appropriate checklist or FAA-
provides venting in a steep climb and/or wing low approved Airplane Flight Manual (AFM).
flight condition and during low quantity refueling.

Fuel Vent EMERGENCY/

Two fuel vents (NACA style) are flush-mounted on ABNORMAL
the lower side of each wing inboard of the surge
tank (Figure 5-11). The vent is connected to the For specific information on emergency/abnormal
surge tank at the high point in the surge tank. This procedures, refer to the appropriate checklist or
prevents fuel from siphoning or spilling overboard. FAA-approved AFM.
The surge tank is vented to the atmosphere through
this vent.

Operations
The normally open vent float valve acts as the pri-
mary vent for the wing tank during descent, refu-
eling, and defueling.

When fuel undergoes thermal expansion, it expands

in the main tank and air is vented into the surge
tank through the vent float valve. When the fuel
level reaches the vent float valve, it closes. The fuel
is forced up the climb vent line until high enough
5 FUEL SYSTEM

to overflow into the surge tank.

If the fuel level in the surge tank reaches the stand-

pipe for the vent scoop, it is vented to the atmo-
sphere through the vent scoop.

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Table 5-1. CAS Messages

MESSAGE DESCRIPTION

FUEL BOOST PUMP ON L–R Indicates when the respective side boost pump has been activated automati-
cally due to a low fuel pressure condition.

FUEL LEVEL LOW L–R Indicates when the fuel level is below 200 lbs for 30 seconds. This message will
not be cleared until the level is more than 200 lbs for 90 seconds.
FUEL FILTER BYPASS L–R Indicates when the respective engine-mounted fuel filter detects a rise in pres-
sure. This indicates an impending bypass condition. Do not transfer fuel unless
absolutely required. Refer to appropriate checklist procedures.
FUEL PRESSURE LOW L–R When the fuel pressure in the fuel line is below 4.65 psig, this message appears
on the EICAS and a chime sounds. The MASTER CAUTION RESET switchlights
also illuminate. Refer to the appropriate checklist procedures.
FUEL TRANSFER Indicates when the transfer valve is open and the receiving side is greater than
60 pounds imbalance.

FUEL BOOST PUMP ON L–R Indicates when the respective side boost pump has been activated manually
(button pushed) or automatically (engine start or fuel transfer).

FUEL TRANSFER Indicates when the FUEL TRANSFER knob has been moved out of OFF.
5 FUEL SYSTEM

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QUESTIONS
1. What is the total capacity of the fuel system? 5.What is the function of the scavenge ejector
A. 6,000 lbs pumps?
B. 5,828 lbs A. Pressurize fuel for the slinger ring
C. 5,180 lbs B. Move fuel from other areas in the wing
D. 5,018 lbs tank for transfer to the other wing
C. Move fuel from other areas in the wing
2. The SPR system: tank for transfer to the other engine
D. Moves fuel from other areas in the wing
A. Is a service pressure regulator for venting
tank to that tanks’ fuel hopper
back pressure in the fuel
B. Is a single point refuel/defuel system
6. Fuel transfer knob allows fuel to be transferred:
C. Is supplemental priest recycling for reus-
ing fuel additives A. From wing to wing
D. Is a FDU mode for adding fuel during start B. From wing to engine
sequence C. From engine to SPR
D. From SPR to wing
3. If an amber FUEL LEVEL LOW message
appears: 7. What is the difference between the amber and
A. The respective wing quantity has just cyan FUEL TRANSFER CAS message?
reached 200 pounds A. Cyan indicates transfer valve open and
B. The boost pump on that side will automati- imbalance greater than 60 lbs, Amber indi-
cally activate cates transfer failure
C. The pilot must manually turn on the boost B. Cyan indicates transfer failure, Amber
pump indicates the fuel transfer valve is open
D. The MASTER WARNING light and an imbalance greater than 60 lbs in
illuminates the direction of transfer
C. Cyan indicates normal transfer, Amber
4. What is the function of the surge tank? indicates the fuel transfer valve is open
and an imbalance greater than 60 lbs in
A. Allows extra fuel to be used during extend- the direction of transfer
ed flights
D. Cyan indicates normal transfer, Amber
B. Acts as an overflow tank and is fed by the indicates transfer failure
climb vent line
C. Stores fuel bypassed by the FDU for ejec-
tor pump use
D. Contains the electric fuel pump and is the
main pickup for the engine 5 FUEL SYSTEM

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8. When using the SPR, how is the fuel delivery

stopped when the wing(s) are full to prevent
overfueling?
A. The pilot valve will open by rising with the
fuel and allow incoming fuel to close the
SPR refuel valve which will stop incom-
ing fuel flow
B. The pilot valve closes and prevents fuel
from entering the SPR refuel valve
C. The pilot valve open when the wing is
pressurized which will allow some fuel to
enter the vent tank
D. The pilot valve electrically activates the
dead man switch and shuts off fuel flow
from the truck, requires electrical power
(28 VDC)

9. What position must the precheck levers be in

for defuel operations?
A. Closed
B. Open
C. Defuel
D. Normal

10. If fuel transfer has been selected and normal

and converted DC electrical power is lost:
A. The system continues to transfer fuel
B. The transfer valve fails closed, and the
boost pump stops working
C. The boost pump is energized by the alter-
nators to continue transfer
D. Continue normal flight to destination

11. Asymmetric fuel limitations are:

A. 400 normal; 800 emergency
B. 200 normal; 800 emergency
C. 200 normal; 600 emergency
D. 400 normal; 1000 emergency
5 FUEL SYSTEM

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

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POWER SYSTEM
6 AUXILIARY

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

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

7 POWERPLANT
MAJOR SECTIONS .............................................................................................................. 7-2
OIL SYSTEM ........................................................................................................................ 7-3
Description ..................................................................................................................... 7-3
Components .................................................................................................................... 7-3
Controls and Indications................................................................................................. 7-4
Operation ........................................................................................................................ 7-4
FUEL SYSTEM ..................................................................................................................... 7-6
Description ..................................................................................................................... 7-6
Components .................................................................................................................... 7-6
Controls and Indications................................................................................................. 7-6
Operations ...................................................................................................................... 7-6
FADEC SYSTEM .................................................................................................................. 7-6
Description ..................................................................................................................... 7-6
Components .................................................................................................................... 7-8
IGNITION SYSTEM ............................................................................................................. 7-9
Controls and Indications................................................................................................. 7-9
ENGINE INDICATING SYSTEM ...................................................................................... 7-11
Components .................................................................................................................. 7-11
Controls and Indications............................................................................................... 7-11
LIMITATIONS..................................................................................................................... 7-14
EMERGENCY/ABNORMAL............................................................................................. 7-14
QUESTIONS ....................................................................................................................... 7-15

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ILLUSTRATIONS
Figure Title Page
7-1. Major Sections/Gas Flow .......................................................................................... 7-2
7-2. Engine Inlet ............................................................................................................... 7-3
7-3. Exhaust ...................................................................................................................... 7-3

7 POWERPLANT
7-4. Oil Sight Glass Door ................................................................................................. 7-3
7-5. Oil System ................................................................................................................. 7-5
7-6. Engine Fuel System ................................................................................................... 7-7
7-7. Throttle Quadrant ...................................................................................................... 7-8
7-8. Engine Inlet PT2 and TT2 Sensor ............................................................................... 7-8
7-9. IGNITION-MANUAL Switchlights.......................................................................... 7-9
7-10. ENGINE START Switchlights .................................................................................. 7-9
7-11. ENGINE RUN/START Switchlights ....................................................................... 7-10
7-12. MFD 1 Display ........................................................................................................ 7-11

TABLES
Table Title Page
7-1. CAS Messages ...................................................................................................... 7-15

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CHAPTER 7
POWERPLANT

7 POWERPLANT
INTRODUCTION
This chapter describes the engines on the CJ4 aircraft. The following associated powerplant
monitoring and operating systems are discussed: oil, fuel, and the full-authority digital engine
control (FADEC).

GENERAL
The Williams FJ44-4A engines each produce 3621 Thrust is managed by throttle level input to a Full
pounds of static takeoff thrust at sea level, flatrated Authority Digital Engine Control (FADEC). A Fuel
to 26oC. Engine thrust must be managed by the Delivery Unit (FDU) is gearbox mounted and pro-
pilot within limits prescribed in the AFM. vides four functions: Fuel conditioning, fuel meter-
ing, motive flow, and bleed valve actuation.

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

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

LP turbine rotor, 2nd stage LP turbine noz-
zle assembly, 2nd stage LP turbine rotor, rear
The FJ44-4A is comprised of six distinct groups
housing, heat exchanger, and the rear case
(Figures 7-1).
with exhaust mixer.
• LP shaft—The low-pressure (LP) shaft mod-
• Fifth group—Accessory gearbox module
ule consists of the LP shaft, No.1 and No.
and engine-mounted accessories. Accesso-
1.5 bearing supports, No. 1 ball bearing, No.
ries consist of an oil pump, hydraulic pump,
1.5 roller bearing, and No. 1 carbon seal.
fuel delivery unit (FDU), starter-generator,
7 POWERPLANT

and alternator. A shaft connected to the HP

• Fan group—Consists of the spinner, fan
shaft (N2) drives the accessory gearbox.
rotor, fan housing, fan stator, three-stage LP
compressor, and LP stator stages.
• Sixth group—Airframe-mounted FADEC
and PT2 and TT2 sensor.
• Core module—The core module consists
of the interstage housing with integral oil
Air is directed from the engine inlet to the engine
tank and 1st reduction bevel gear, high pres-
air intake (Figure 7-2). The bypass section of the
sure compressor (HPC), high-pressure (HP)
fan compresses and accelerates a large mass of air
shaft, pinion gear and No. 2 ball bearing,
at a low velocity into the full-length bypass duct.
diffuser assembly, and the combustor cover
assembly, fuel manifold, fuel slinger and
Simultaneously, the core section compresses and
seal, HP turbine nozzle, HP turbine, 1st low-
accelerates a volume of air to the primary axial
pressure turbine (LPT) nozzle, and the No.
compressor. Air pressure is increased by the three
3 and No. 4 roller bearings and seals.
booster stages and directed to the HPC, which

SPINNER FAN FAN STATOR HP COMPRESSOR N2 BLEED AIR IGNITOR FIRST LP TURBINE

SECOND LP
TURBINE

3-STAGE LP FUEL
COMPRESSOR SLINGER HP TURBINE
DE-SWIRL RING

ACCESSORY
GEAR BOX
Figure 7-1. Major Sections/Gas Flow

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7 POWERPLANT
Figure 7-2. Engine Inlet Figure 7-3. Exhaust

accelerates the air mass and directs it through a COMPONENTS

diffuser. The diffusion process changes the veloc-
ity energy to pressure energy. A relatively small
portion of the air enters the combustion chamber Oil Reservoir
where fuel is added and ignition occurs. The com- The 5.65-quart oil reservoir is an integral part of
bustion process produces expansion and accelera- the interstage housing, which incorporates a filler
tion. The remainder of the compressed air is used port that is accessible through the access door on
to operate various bleed-air systems on the aircraft the upper section on each engine cowling.
and for internal cooling in the engine.
The engines include a sight glass that is accessible
The HP turbine extracts energy to drive the com- through a spring-loaded push-in access door under
pressor and the engine accessory section. The LP the oil filler door (Figure 7-4).
turbine extracts energy to drive the LP compres-
sor (fan and boosters). The remaining energy is
directed into the exhaust section where it joins with
the bypass airflow to provide thrust (Figure 7-3).

OIL SYSTEM
DESCRIPTION
The oil system is fully automatic and provides cool-
ing and lubrication of the engine bearings and the
accessory section.

Approved Oils Figure 7-4. Oil Sight Glass Door

Mobil Jet II and Mobil 254 are the only approved

oils. Mixing of approved oils is permissible. Both
oils are MIL-L-23699. Check the current list of
engine oils in the Aircraft Flight Manual (AFM).

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Oil Pump this change, but the scale on the display does not
change.
An engine-driven oil pump on the accessory sec-
tion (including one pressure and two scavenge Digital readout for oil pressure only displays when
elements) provides for pressure, lubrication, and the oil pressure pointer is amber or red. When the
scavenging. readout first displays, it flashes for 5 seconds, then
displays steady in corresponding color. The readout
Oil Cooler (Oil-to-Fuel is removed when oil pressure is no longer amber
or red. Continuous display of oil pressure digits
Heat Exchanger) may be set using a switch behind a panel behind
7 POWERPLANT

The oil cooler is an oil-to-fuel heat exchanger on the copilot’s seat.

the engine gearbox. It uses output fuel from the
FDU to cool engine oil. Fuel is heated in the pro-
cess so water in the fuel does not form ice. The fuel
Oil Temperature Indicators
and oil do not mix; heat is exchanged through the A sensor in each engine transmits oil temperature
metal housing. signals through the data concentration unit (DCU)
to be displayed on the MFD. A single analog color-
coded scale is displayed with a pointer on each side
Oil Filter representing the oil temperature in the engine on
The oil filter is a disposable cartridge that removes the corresponding side.
solid contaminants from the oil. The filter incor-
porates an electronic oil filter impending bypass The color of the pointer (and digits, if displayed)
switch. The bypass valve allows oil to bypass the indicates the status. The pointer is green when
filter if the filter becomes blocked and sends a sig- operating in the normal range. The pointer is
nal to the EICAS system for indication to the pilot. amber when operating in the caution range, either
above or below the normal range. After 5 minutes
in the caution range, the pointer changes from
CONTROLS AND INDICATIONS amber to red. The pointer turns red immediately
when operating above the maximum oil tempera-
Oil Pressure Indicators ture. For more detail, refer to Section II of the AFM.
Oil pressure is sensed by a pressure switch and dis-
played on the MFD. A single analog color-coded Oil temperature digital readout only displays when
scale is displayed with a pointer on each side rep- the oil temperature pointer is amber or red. When
resenting the oil pressure in the engine on the cor- the readout first displays, it flashes for 5 seconds,
responding side. then displays steady. A minus (–) is displayed for
negative values. Continuous display of oil pressure
The color of the pointer (and digits, if displayed) digits may be set using a switch behind a panel
indicates the status. The pointer is green when behind the copilot’s seat.
operating in the normal range. The pointer is amber
when operating in the caution range, either above If no oil temperature data is available, the oil tem-
or below the normal range. After 5 minutes in the perature pointer is removed and three amber dashes
caution range, the pointer changes from amber to are displayed in the readout.
red. The pointer turns red immediately when oper-
ating below the minimum or above the maximum OPERATION
oil pressure. For more detail, refer to Section II of
the AFM. Figure 7-5 illustrates the operation of the engine
oil system.
The minimum oil pressure for normal operation
depends on engine rpm, with the change occur-
ring at 80% N2. The color of the pointer reflects

7-4 FOR TRAINING PURPOSES ONLY

 LEGEND
PRESSURE REGULATOR BYPASS OIL
PUMP PRESSURE (HIGH TEMP)
OIL FILL CAP PUMP PRESSURE (LOW TEMP)
& DIPSTICK OIL TANK
SCAVENGE OIL
STORAGE OIL

HP SHAFT AND 1ST SUPPLY OIL

REDUCTION LUBE JET SCREEN FILTERS
VENT MAGNETIC PARTICLE COLLECTOR
SIPHON
BREAK

BRG TEMPERATURE SENSOR TAP

#2
BRG BRG BRG BRG
#1 #1.5 #3 #4 PRESSURE TAP
INJECTOR
NOZZLE BYPASS VALVE
TOWER SHAFT INDICATOR
BEARINGS & SPLINE
BYPASS VALVE
BYPASS
1/2 DUCT VENT MAIN SYSTEM
CAVITY DISCHARGE FILTER
DRAIN
OIL/FUEL HEAT
EXCHANGER
PRESSURE
SCAV. PUMP
PUMPS

FOR TRAINING PURPOSES ONLY

GEARBOX RELIEF
AIR/OIL VALVE
SEPERATOR
TANK MAGNETIC
PARTICLE
GB MAGNETIC COLLECTOR
GEARBOX LUBE JET FOR PARTICLE COLLECTOR
2ND REDUCTION GEAR SCAV MAGNETIC
TOWER SHAFT AND
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

PARTICLE
GENERATOR SPLINE GEARBOX OIL PUMP HOUSING COLLECTOR
OIL DRAIN

7-5
Figure 7-5. Oil System

7 POWERPLANT
 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

FUEL SYSTEM Fuel Temperature Indicators

Fuel temperature readouts on the MFD fuel display
DESCRIPTION indicate the temperature in the respective wing tank
in degrees centigrade (°C) only. The digital read-
The fuel distribution system supplies fuel to each outs are displayed directly below the respective
engine from its respective tank. Refer to Chapter fuel flow readouts.
5—“Fuel System” for more information.
Each fuel temperature readout consists of up to two
digits with a leading negative sign when appropri-
COMPONENTS
7 POWERPLANT

ate. The display range is –64° to 64°C in 1° incre-

ments. The display is green when operating in the
Fuel Delivery Unit region of greater than –40° (lower limit) to less
The FADEC-controlled engine-driven fuel delivery than 57°C (upper limit) and amber if operating out-
unit (FDU) is driven through the FDU-to-gearbox side this range. The readouts flash for 5 seconds,
attachment. The FDU includes the main engine fuel then illuminate steady. Two amber dashes display
pump, main engine fuel filter, metering compo- if fuel temperature information from all sources
nents, and a permanent magnet alternator (PMA), are invalid.
which powers the FADEC system after engine start.

The FDU fuel pump supplies fuel to the manifold

OPERATIONS
leading to the fuel slinger, a fuel shutoff valve, and Figure 7-6 illustrates operation of the engine fuel
a start nozzle. The fuel shutoff valve is closed if system.
the emergency fuel shutoff lever is activated. This
lever detects N1 shaft movement and shuts off the The FDU supplies fuel to a manifold leading to the
engine automatically. fuel slinger and the start nozzle. The fuel slinger
rotates with the HP rotary group (N2) and ejects
Fuel Filter fuel radially through a series of holes into the com-
bustion chamber. The start nozzle provides fuel
The fuel filter is a disposable cartridge that removes flow to assists with engine starts.
solid contaminants from the fuel. The filter incor-
porates an electronic fuel filter impending bypass A fuel metering unit integral to the FDU controls
switch. The bypass valve allows fuel to bypass the fuel flow. The FDU also contains a fuel shutoff
filter if the filter becomes blocked. valve to seal the fuel supply from the engine com-
bustor when the engine is shut down. The FDU
provides regulated motive flow fuel pressure to
CONTROLS AND INDICATIONS the wing tank ejector pumps. Refer to Chapter
5—“fuel system” for more information.
Fuel Flow Indicators
Fuel flow readouts display on the MFD below the
oil readouts. Fuel flow is normally displayed in FADEC SYSTEM
pph. Optional kilograms per hour (Kph) may be
displayed.
DESCRIPTION
The fuel flow displays consist of digital readouts FADEC provides automatic control via the FDU of
for each engine. Display range is 0 to 2,500 pph (0 engine power settings, transient control, and fuel
to 907 Kph). If the fuel flow signal is invalid, four delivery during starts. FADEC controls fuel valve
amber dashes replace the readout amounts. position to modulate fuel flow, controls the sole-
noid fuel shutoff valve, and control of engine bleed
state, all integral to the FDU. FADEC provides lim-

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

L FUEL TANK
(FROM) (TO)

FIREWALL
SHUTOFF
TWO STAGE VALVE

7 POWERPLANT
FUEL PUMP LOW PRESSURE
SWITCH

FUEL-OIL HEAT OIL OUT LP

EXCHANGER

LOW PRESSURE
ENGINE PUMP

FUEL HIGH PRESSURE

FILTER OIL IN ENGINE PUMP

INTEGRATED FUEL
FUEL METERING AND FUEL
BYPASS PUMP UNIT

FUEL
CONTROL

TORQUE
MOTOR

EMERGENCY
SHUTOFF
VALVE FUEL FLOW
(ESOV) TRANSMITTER

LEGEND
EJECTOR PUMP PRESSURE
ENGINE HIGH PRESSURE FUEL
TO FUEL TO FUEL
FUEL SLINGER SLINGER
RING RING
BYPASS FUEL

Figure 7-6. Engine Fuel System

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

iting for critical parameters (i.e., N1, N2, and ITT).

N1 is governed at high power and N2 at low power.

Each engine has one FADEC, and each FADEC has

two independent channels. Both channels operate
at the same time; however, only one channel is in
actual control of the engine at any given time. The
channels automatically alternate which is in com-
mand according to the last successful engine start.
Engine power control is achieved by a throttle on
7 POWERPLANT

the center pedestal providing electronic inputs to

the FADEC (Figure 7-7).

The FADEC governs N1 at high power settings as a

function of throttle lever angle (TLA), engine inlet
total pressure (PT2), engine inlet total temperature
(TT2), and bleed air extraction level (Figure 7-8).

At low throttle settings, the FADEC governs N2 as

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

With the engine running a FADEC fan bug is dis-

played near the top of the N1 scale. The bug is nor- Figure 7-7. Throttle Quadrant
mally cyan, even if a fault is registered. If the bug
is amber, one channel has failed. If both channels TT2 SENSOR PT2 SENSOR
on the same engine fail, the engine fails, rpm data
is lost, and the engine cannot be restarted.

COMPONENTS
Acceleration/Deceleration
Bleed Valve
The FADEC commands the FDU to open the engine
acceleration/deceleration bleed valve via mechani-
cal linkage whenever acceleration or deceleration
is commanded. The valve is open during accelera-
tion, deceleration, and at low engine power set-
tings. The valve is closed during normal operation
at high power settings. During normal operation,
the FADEC commands the FDU to open the bleed
valve for engine N2 speeds below approximately Figure 7-8. Engine Inlet PT2 and TT2 Sensor
78% N2. The bleed valve reduces the air load on
the HP compressor and increases the transient
surge margin. FADEC. This is indicated when the cyan FADEC
fan bug appears near the top of the N1 scale. If a
PMA fails, the aircraft electrical system becomes
Permanent Magnet Alternator the source of power. With an operable PMA all
After engine start the PMA (part of the FDU) aircraft generated power and the battery can fail,
becomes the primary source of power for the

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

but the engine will continue to operate and respond

to throttle movements.

IGNITION SYSTEM
Each engine is equipped with a dual ignition sys-
tem. Each ignitor is driven by a dedicated high
energy exciter powered by the converted bus. Each
FADEC is equipped with an automatic ignition con-

7 POWERPLANT
trol feature capable of activating one or both excit-
ers when needed on the respective engine. When
the FADEC commands ignition, an IGN indication
is displayed on the N1 tapes if the FADEC detects
28V is present at one or both of the exciters. With
the respective RUN STOP button in the RUN posi-
tion, the FADEC commands ignition during the
following events:

1. Both ignitors when airborne with the gear down

(not on takeoff).
2. Both ignitors when loss of combustion or an
abnormally low engine speed detected. Figure 7-9. IGNITION-MANUAL Switchlights
3. Both ignitors when ignition manually activated. When the switchlight is illuminated (manual posi-
4. Both ignitors when abnormally rapid engine tion), and the ENGINE RUN/ STOP buttons are
deceleration is detected. in the RUN position, the ignitors are energized
manually.
5. Both ignitors when initiating an airborne start
– windmill or starter assisted.
6. One ignitor during engine ground start. ENGINE START Switchlights
The L and R ENGINE START switchlights and
CONTROLS AND INDICATIONS DISENG switch are on the center pedestal, below
the throttle quadrant. Each is a momentary-contact
FADEC RESET Switch switch (Figure 7-10).
The L and R FADEC RESET switch, on the left tilt The L and R ENGINE START switchlights con-
panel, allow FADEC faults to be reset (Figure 7-9). trol the corresponding engine start relay when the
Push the switch to reset the corresponding FADEC. engines are not running. Pressing either switch
energizes the corresponding engine start relay.
L and R IGNITION-
MANUAL Switchlights
The L and R IGNITION-MANUAL switchlights
are on the left tilt panel, under the FADEC RESET
switchlights (Figure 7-9). When the switchlights
are not illuminated (normal position) the ignition
is controlled by the respective engine FADEC to
automatically energize ignitors as necessary. Figure 7-10. ENGINE START Switchlights

FOR TRAINING PURPOSES ONLY 7-9

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Refer to Chapter 2—“Electrical Systems” for more

information.

The DISENG switch (starter-disengage) opens the

start relay. This may be required if the engine fails
to start or start relay remains closed after engine
reaches approximately 45% N2.
Figure 7-11. ENGINE RUN/START
Switchlights
Throttles
7 POWERPLANT

The two throttles are on the throttle quadrant of light illuminates cyan indicating the start relay has
the center pedestal (see Figure 7-8). Each throttle closed connecting the hot battery bus power to the
controls a dual-coil position sensor, which sends starter for engine rotation.
pilot commands to the FADEC.
Turbine rpm (N2) begins to increase.
Detents are IDLE, CRU (cruise), CLB (climb),
and TO (takeoff). All but IDLE are displayed in Without hesitation lift the guard and press the
green on the N1 scale when the throttle is at that appropriate ENGINE RUN/STOP switchlight –
detent position. RUN illuminates cyan indicated logic is enabled.
At about 11% N2 IGN is indicated next to the
ITT scale and fuel flow is indicated – cyan FUEL
ENGINE RUN/STOP BOOST PUMP ON message is on CAS. A rise
Switchlights in ITT indicates light-off (must see within 10 sec-
onds of fuel flow; otherwise, abort the start). Fan
The ENGINE RUN/STOP L–R switchlights are rpm should rise soon after light-off (must see N1
on the center pedestal, above the throttle quadrant.
rise no later than 25% N2; otherwise, abort the
Each is a guarded pushbutton switchlight that latch-
start). At about 45% N2 the starter sequence ter-
es up for STOP and down for RUN (Figure 7-11).
minates (START switchlight extinguishes, cyan
FUEL BOOST PUMP ON message goes away,
The RUN position commands the FADEC to sched-
generator comes online).
ule fuel flow and ignition sequence based on the
other inputs to the FADEC. The STOP position
commands the fuel metering valve and FDU shut- Starter-Generator Assisted
off valve closed. Start (Second Engine)
The second engine start sequence is the same
OPERATION except the operating starter-generator assists the
battery in providing power to the starter. Both start
Engine Start relays are closed allowing the operating starter-
generator to assist in energizing the other starter.
Battery Start (First Engine) The battery relay is opened disconnecting the hot
battery bus from the crossfeed bus in order to pro-
Before starting the engines, place the L GEN and tect the current limiters.
R GEN switches into the up (ON) positions.
External Power Unit Start
Place the battery switch to the ON position. The
Starting the first engine with an EPU connected is
battery relay is closed connecting the hot battery
identical to a battery start. The EPU only assists
bus to the crossfeed bus. The DC ELEC and BATT the first engine start – not the second.
indications appear on the MFD.

Press the appropriate ENGINE STARTER switch-

light to activate the start sequence. The switch-

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Air Starts COMPONENTS

Engine starts in flight utilize battery power
only. The start sequence is the same as the first Data Concentration Units
engine start on the ground. Windmilling airstarts
do not use electrical power to the starter-generator. The DCU receives analog and digital data from
Refer to the approved checklist in the AFM for various sources. Analog data for oil pressure and
proper procedure and limitations. temperature and for fuel temperature is converted
to digital signals. All data is sent to the MFD via
digital data buses.
Abnormal Conditions

7 POWERPLANT
CONTROLS AND INDICATIONS
Engine
If the engine start sequence fails to terminate, press N1 (Fan) Indication
the DISENG switch on the ENGINE STARTER
panel. This disengages the corresponding starter N1 is the primary pilot thrust indicator for the
relay. engine most of the time. The fan percentage is
based on maximum rpm (100% = 16,360 rpm).

The N1 signal is supplied from a monopole pickup

ENGINE INDICATING in the compressor case, next to the oil filler cap.
SYSTEM The signal is sent through the FADEC to the MFD.

The N1 % display consists of an analog and digital

The engine indicating system (EIS) presents vari- display for each engine. N1 is displayed on a tape
ous engine related indications on the upper half pointer display as a percentage of rpm (see Figure
of MFD 1 under normal situations (Figure 7-12). 7-4). The data is also displayed digitally below the
N1 scale.

NOTE

• Tape/Pointer and Digital Readout

will flash red for 5 seconds, then re-
main steady red, if operating limits
are exceeded.
• White Tape/Pointer represents Green
band.
Scale Markings................Red Line..............104.8% RPM
Tape/Pointer and Digital Readout....Red....RPM≥104.8%
Tape/Pointer.....................White.................≤104.7% PRM
Digital Readout................Green.................≤104.7% PRM

Normal N1 rpm operating range is indicated by

white tapes on the analog indications and green
digits on the digital indications. Operation beyond
limits is indicated by amber or red tapes and digi-
tal readouts.

Figure 7-12. MFD 1 Display

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NOTE Interstage Turbine Temperature

When the RPM indications exceed the
normal operating range, the indications ITT for the FJ44-4A is sensed by six chrome alu-
flash for 5 seconds and then return to mel thermocouples in the engine. Signals from one
steady illumination. half of the probes are averaged together and input
into the A channel of the FADEC. Signals from
the other half of the probes are averaged together
N1 Fan Bugs and input into the B channel. The average ITT
data from each FADEC channel is shared with the
On the MFD display, the N1 fan (reference) con- other channel and the resulting average is sent to
7 POWERPLANT

sists of individual cyan N1 fan bugs on each N1 the MFD as the ITT indication.
scale. The N1 fan display is automatically set by the
FADEC, based upon ambient conditions. There is
no pilot input, nor any pilot control of the N1 fan ITT Normal Operations
display. The cyan bug appears when the engine The ITT gauge indicates the temperature between
reaches idle (ground or flight). When N1 speed the first and second turbine stages in degrees cen-
matches the takeoff reference bug, a green chevron tigrade. The display of ITT consists of an analog
replaces the cyan bug. scale and pointer for each engine. The ITT pointer
only shows when ITT is above 100°C.
The N1 reference bug is normally cyan. If either
FADEC channel fails, the bug changes to amber. Scale range is 100° to 1,050°C, with tick marks at
200, 400, 600, 650, 700, 750, 800, 850, 900, 950,
N1 Data Failure (N1 Flag) 1,000, and 1,050°C. Four linear scale portions
exist, with scaling change above 600°C, 800°C,
On the MFD display, the N1 tape pointer is removed and changing again above 900°C.
if no FADEC N1 data is available. The left FADEC
active channel supplies data for the left indications, ITT markings are as follows:
while the right FADEC active channel supplies data Scale marking limits:
for the right indications. Redundancy is provided
by automatic switchover to the opposite channel in • Red line (running) .........856°C
the event of active channel failure.
• Amber. .................836°–855°C
If all sources of N1 have failed, four amber dashes NOTE
and a decimal point display for the N1% digital
readout on the MFD/PFD displays and the tape The analog tape is white when operating
pointer disappears. in the normal ITT range.

Thrust Mode Indicator (TMI) The analog tape and digital display re-
mains white for 3 minutes when oper-
Thrust mode indicators appear on the inside of the ating in the amber range (836°–855°C).
N1 scale markings on the EICAS. The indicators After 3 minutes of continuous opera-
correspond to the throttle detent settings as follows: tion in the amber range, the tape turns
amber. After 5 minutes of operation in
• TO—Takeoff thrust setting the amber range, the tape turns red and
• CLB—Climb thrust setting flashes for 5 seconds. This represents
the 5-minute limit for operation above
• CRU—Cruise thrust setting 835°C ITT.
The indicators are green when the throttles are in
the corresponding detent.

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Engine Start ITT Display is the only source for the left engine. Right FADEC
is the only source for the right engine.
The ITT limit for engine starting is displayed as
a red triangle at 1,001°C. When this triangle is in
view, the normal red and amber markings do not Operation
apply. The analog tapes are white when operating The EICAS display format on the MFD is normally
below the start limit. If the limit is exceeded the a full-time expanded display (see Figure 7-12). The
tapes turn red and flash for 5 seconds. display consists of:
When the start sequence is completed, the red tri- • N1—Vertical analog scales, moving

7 POWERPLANT
angle disappears from the display and the normal pointers, digital readouts, and fan bugs.
ITT limits apply.
• TO—Takeoff thrust setting
NOTE • CLB—Climb thrust setting
ITT is allowed to exceed 900°C for a
• CRU—Cruise thrust setting
maximum of 15 seconds during start.
This limit is not indicated on the display. • ITT—Vertical analog scales and mov-
ing pointers.
• IGN—Legend appears on the top left
ITT Data Failure (ITT Flag) or right side of the ITT scale to indicate
If ITT data from all sources is failed, the ITT point- the left or right engine ignition exciter
er is removed and an amber FAIL legend is written boxes.
vertically outside of the associated ITT scale.
• N2—Boxed digital readouts.
• OIL PSI—Consists of full-time ana-
N2 (Turbine) Indications log scales and moving pointers. Dig-
Turbine or N2 compressor rpm is supplied by the its appear when pressure not in normal
gearbox section and is digitally displayed in per- range (may be displayed full-time as an
centage of N2 rpm on the MFD above the oil tem- option).
perature and oil pressure tapes. The N2 monopole • OIL °C—Consists of full-time ana-
pickup produces an N2 signal proportional to N2 log scales and moving pointers. Dig-
based on the fuel pump gear shaft speed. its appear when pressure not in normal
range (may be displayed full-time as an
The signal is sent through the FADEC to the EICAS option).
on the MFD or PFD, where it is displayed digitally
as a percentage of rpm (100% = 37,450 rpm). • FUEL °C—Digital readout of tem-
perature in each wing tank.
The N2 digital readout is green when operating in
• FUEL PPH—Digital readout of fuel
the normal range. When operating in the caution
flow for each engine.
range, the readout is amber for 120 seconds and
then turns red. • FUEL QTY LBS—Digital readout
for each tank.
NOTE
NOTE
The digital readout flashes red for 5 sec-
onds, then remains steady red, if operat- If either MFD or PFD fails, the reversionary switch
ing limits are exceeded. is used to display a combined MFD/PFD on the
operational display. Engine and navigation dis-
plays become compressed on the combined dis-
Four amber dashes and a decimal point are dis- play. Refer to Chapter 16—“Avionics” for more
played if all sources of N2 are failed. Left FADEC information.

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The data sources for N1, N2, and ITT are the
FADECs. The left engine FADEC active chan-
nel supplies data for the left engine indications,
while the right engine FADEC active channel sup-
plies data for the right engine indications. For
redundancy, if an active channel fails, the affected
FADEC automatically switches over to the oppo-
site channel.
7 POWERPLANT

LIMITATIONS
For specific information on limitations and proce-
dures, refer to the appropriate checklist or FAA-
approved Airplane Flight Manual (AFM).

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

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Table 7-1. CAS Messages

MESSAGE DESCRIPTION

ENGINE FAILED L-R This message appears on the EICAS if N2 has dropped below idle speed when
corresponding ENGINE RUN/STOP switchlight is pushed (RUN position) and an
engine start is not in progress. When these conditions exist, a U-shaped amber
indicator also illuminates around the RUN/STOP button for the affected engine.
This assists the pilot in locating the correct RUN/STOP button to complete the
Emergency checklist procedure. The MASTER WARNING RESET switchlights

7 POWERPLANT
also flash and an aural alert is heard. Refer to the appropriate procedure in the
approved checklist.
OIL PRESSURE LOW L-R This message appears on the EICAS when the oil pressure is below minimums.
The MASTER WARNING RESET switchlights also flash and an aural alert is
heard. Refer to the appropriate procedure in the approved checklist.
ENGINE CTRL SYS FAULT L-R This message appears on the EICAS when the FADEC detects a fault or a
channel failure. This message is inhibited on the ground with throttles in the TO
detent and when airborne with the gear down. The MASTER CAUTION RESET
switchlights also illuminate and a chime sounds. Refer to the appropriate proce-
dure in the approved checklist.
FUEL FILTER BYPASS L-R This message appears on the EICAS when the fuel filter impending bypass
switch has latched due to an increase in pressure beyond the defined lim-
its. The MASTER CAUTION RESET switchlights also illuminate and a chime
sounds. Refer to the appropriate procedure in the approved checklist.
OIL FILTER BYPASS L-R This message appears on the EICAS when the oil filter impending bypass
switch has latched due to an increase in pressure beyond the defined limits.
The message remains displayed until the switch has been manually reset. Refer
to the appropriate procedure in the approved checklist.

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QUESTIONS
1.What results if the pilot depresses the IGNI- 6. A red ENGINE FAILED L–R message
TION–MANUAL button? indicates:
A. Commands one ignitor A. N2 is below idle
B. Commands both ignitors B. RUN/STOP switch is in RUN
C. Commands both ignitors on the ground C. Engine is not in a start sequence
only, no manual function in flight D. All of the above
D. Commands one ignitor only in flight
7 POWERPLANT

7. Pressing the ENGINE STARTER switchlight:

2. The OIL FILTER BYPASS message indicates: A. Commands only the engine starter
A. Aircraft is grounded and maintenance is B. Commands the engine starter and
required ignition
B. Aircraft may be flown for up to 5 hours of C. Commands the engine starter, ignition and
flight after the CAS message appears add fuel flow
C. Informative message resets with a normal D. Commands the engine starter, ignition,
DC power cycle fuel flow and PMA
D. Message may be canceled after pressing
FADEC reset buttons 8. What activates ignition during a normal engine
start?
3. The limitations for the engine oil for the CJ4
A. RUN/STOP switch
are:
B. Pilot controlled IGNITION–MANUAL
A. Only use Mobil JET II or Mobil 254 switch
B. Approved oils may be mixed C. ENGINE STARTER switchlight
C. Oil must be checked during pre and post D. Moving the throttle from OFF to IDLE
flight inspections position
D. All of the above

4. Where are the oil temp and oil pressure indi-

cations normally displayed in flight?
A. PFD 1
B. PFD 2
C. MFD 1
D. MFD 2

5. What normally powers FADEC in flight?

A. Hot battery bus
B. Crossfeed bus
C. Converted bus
D. PMAs in the FDU

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CHAPTER 8
FIRE PROTECTION
CONTENTS
INTRODUCTION ................................................................................................................. 8-1
GENERAL ............................................................................................................................ 8-1
ENGINE FIRE PROTECTION SYSTEM............................................................................. 8-2
Description ..................................................................................................................... 8-2
Components .................................................................................................................... 8-2
Controls and Indications................................................................................................. 8-3
Operation ........................................................................................................................ 8-3

8 FIRE PROTECTION
BAGGAGE SMOKE DETECTION SYSTEM ..................................................................... 8-4
Description ..................................................................................................................... 8-4
Components .................................................................................................................... 8-4
Operation ........................................................................................................................ 8-4
CABIN FIRE PROTECTION SYSTEM ............................................................................... 8-4
Description ..................................................................................................................... 8-4
Components .................................................................................................................... 8-4
Operation ........................................................................................................................ 8-4
LIMITATIONS....................................................................................................................... 8-5
EMERGENCY/ABNORMAL............................................................................................... 8-5
QUESTIONS ......................................................................................................................... 8-7

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ILLUSTRATIONS
Figure Title Page
8-1. Engine Fire Protection System .................................................................................... 8-2
8-2. ENG Fire and BOTTLE ARMED Switchlights........................................................... 8-3
8-3. Portable Fire Extinguisher ........................................................................................... 8-4

TABLES
Table Title Page
7-1. CAS Messages ............................................................................................................. 8-6

8 FIRE PROTECTION

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CHAPTER 8
FIRE PROTECTION

8 FIRE PROTECTION
INTRODUCTION
This chapter describes the fire protection systems on the CJ4 aircraft. The systems include fire
protection for the engine, baggage compartment, and the interior of the aircraft.

GENERAL
The engine fire protection system for the CJ4 air- The baggage smoke detection system detects
craft detects and extinguishes fires in the nacelle smoke or high temperatures in the forward and aft
areas. The system utilizes one fire bottle charged baggage compartments.
with extinguishing agent, pressurized with nitro-
gen, and discharged by electrically activated squibs.
The bottle is armed and activated manually from
the cockpit.

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ENGINE FIRE COMPONENTS

PROTECTION SYSTEM Engine Fire Loop
Within each engine nacelle is a heat-sensing loop.
DESCRIPTION The loops are flexible stainless steel tubes contain-
ing an inert gas. The detector control units contain
The engine fire protection system monitors tem-
one pressure switch that is connected to the end of
peratures in each engine nacelle (Figure 8-1). The
each tube. When a fire or overheat condition heats
system utilizes one fire bottle in the tailcone area.
the loops, the gas pressure in the loops is increased.
If a high-temperature from a fire or bleed air leak
This causes the pressure switches to close and the
is detected, the crew is alerted by switchlights and
detection control units to illuminate the red L or
CAS messages on the instrument panel. The system
R ENG FIRE switchlight on the instrument panel.
requires normal or converted dc power to operate.

LEGEND
FIRE DETECTION LOOPS
LEFT DISCHARGE
RIGHT DISCHARGE
8 FIRE PROTECTION

FIRE LOOP FIRE LOOP

RELIEF/FILL
PORT

P P

P P
BOTTLE
P

TEMPERATURE
COMPENSATED
PRESSURE
SWITCH (TCPS)
(210° F)

Figure 8-1. Engine Fire Protection System

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

The corresponding red ENGINE FIRE L or R CAS White BOTTLE ARMED

message also appears.
Switchlights
When the pressure decreases, the pressure switches A white BOTTLE ARMED switchlight is below
open and the control units extinguish the appropri- each red ENG FIRE switchlight under the center
ate ENG FIRE switchlight and CAS message. glareshield (Figure 8-2).

Fire-Extinguishing Bottle
The fire extinguishing bottle in the tailcone con-
tains a charge of Halon 1301. The bottle can release
extinguishing agent to either engine when needed.
The bottle consists of a relief/fill port, two squib
valves, and a temperature compensated pressure
switch (TCPS).

If the pressure of the bottle rises above 1,790 psig,

the TCPS discharges the bottle through the relief/
fill port.

CONTROLS AND INDICATIONS

8 FIRE PROTECTION
Red L and R ENG
FIRE Switchlights
The guarded red L and R ENG FIRE switchlights Figure 8-2. ENG Fire and BOTTLE ARMED
are under the center glareshield (Figure 8-2). The Switchlights
switchlights illuminate when an excessively high
temperature is present in either engine nacelle. The When either ENG FIRE switchlight is pushed, the
appropriate ENGINE FIRE CAS message appears, corresponding BOTTLE ARMED switchlight illu-
MASTER WARNING RESET switchlights flash, minates indicating the fire bottle is armed.
and an aural alert is heard.
Pushing the illuminated switchlight releases the
When the guard is lifted and the illuminated switch- extinguishing agent into the respective engine
light is pushed, the following occurs: nacelle. After the extinguishing agent is released,
the switchlight extinguishes, indicating the fire
• Respective engine fuel and hydraulic fire- bottle is empty and is no longer available for use.
wall shutoff valves close
• Respective generator field is disabled
OPERATION
• • Fire bottle is armed, indicated by the
respective BOTTLE ARMED switchlight When the ENG FIRE switchlight or ENGINE
illuminating steady FIRE message is announced, retard the affected
throttle to IDLE (may delay some if on takeoff)
• The appropriate CAS messages appear – then wait 15 seconds. Cancel the MASTER
Pushing the switchlight a second time reopens the WARNING light as soon as feasible.
appropriate valves and extinguishes the respective
CAS messages. The generators must be manually If the fire indications go out before 15 seconds, it’s
reset. Refer to the appropriate procedure in the very possible there was a bleed leak – hot air reach-
approved checklist. ing the fire loop. Leave the throttle at IDLE and
check the fire warning by use of SYSTEM TEST.

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

If a good test results, the problem was a bleed leak.

If a bad test results, assume the fire is still active.
CABIN FIRE
PROTECTION SYSTEM
If the fire indications remained after the first 15
seconds, lift the cover and press the affected ENG
FIRE switchlight and wait another 15 seconds. If DESCRIPTION
the fire indication continues, press the illuminated Two hand-held fire-extinguishers are onboard for
white BOTTLE ARMED switchlight. Any time the interior fire protection. One in the cockpit and one
fire indications go out, test the system. in the aft area of the cabin.

BAGGAGE SMOKE COMPONENTS

DETECTION SYSTEM Portable Fire Extinguishers
The two portable hand-held fire extinguishers are
DESCRIPTION a Halon Type 1211 extinguisher and rated for class
A, B, and C fires. One fire extinguisher is in the aft
The CJ4 is equipped with smoke detectors in both cabin, forward of the left aft cabin wall. The other
the forward and aft baggage compartments. The extinguisher is in the cockpit, on the floor to the
detectors monitor the baggage areas for indications left side of the copilot seat (Figure 8-3). Both extin-
of smoke or high temperature. guishers are mounted in quick-release brackets.
8 FIRE PROTECTION

COMPONENTS
Smoke Detector
A dual wavelength smoke detector is overhead in
both the forward and aft baggage compartments.
Smoke is detected by reflecting pulsating red and
blue LEDs off a mirror to a photodiode. The smoke
detectors require normal or converted DC electri-
cal power from the BAGGAGE SMOKE DETECT
circuit breaker on the right J-Box in the tailcone.
A temperature sensor, within the detector, provides
overheat protection. A flashing green light on the
bottom of each smoke detector indicates the detec-
Figure 8-3. Portable Fire Extinguisher
tor is operational.

OPERATION OPERATION
When smoke is present, the colored lightwaves are If smoke or fire is present, immediately don oxygen
independently scattered and the photodiode moni- masks and set oxygen to 100%. Ensure that pas-
tors the ratio of the scatter. If the ratio is above a sengers have supplemental oxygen, if applicable.
set level, the red BAGGAGE SMOKE FWD or
AFT CAS message appears, the MASTER WARN- Remove extinguisher from quick-release brack-
ING RESET switchlights flash, and an aural alert et and hold the extinguisher upright. Using the
is heard. Refer to the appropriate procedure in the attached ring, pull the pin from the extinguisher.
approved checklist.
Squeeze the handles of the extinguisher togeth-
er to release the extinguishing agent. Spray the
extinguishing agent using a side-to-side motion

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while aiming at the base of the fire. Anytime the

extinguisher is used, even partially, maintenance is
required before further dispatch.

LIMITATIONS
For specific information on limitations and proce-
dures, refer to the appropriate checklist or FAA-
approved Airplane Flight Manual (AFM).

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

8 FIRE PROTECTION

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Table 7-1. CAS Messages

MESSAGE DESCRIPTION

BAGGAGE SMOKE FWD-AFT Indicates when the smoke detector senses smoke, the temperature reaches
100°C (212°F), or a fault is detected in the appropriate baggage compartment.
The MASTER WARNING RESET switchlights also flash and an aural alert is
heard. Refer to the appropriate procedure in the approved checklist.
ENGINE FIRE Indicates when an excessive high temperature condition is sensed by the
detection control units. The MASTER WARNING RESET switchlights also flash
and an aural alert is heard. Refer to the appropriate procedure in the approved
checklist.
DC GENERATOR OFF L-R Indicates when an ENG FIRE switchlight is pushed to stop a fire. The MASTER
CAUTION RESET switchlights also illuminate. This indicates that the corre-
sponding generator field is disconnected.

ENGINE FIRE BOTTLE LOW Indicates the bottle pressure has dropped without the bottle being used. Refer
to the appropriate procedure in the approved checklist.

ENG FIRE BOTTLE LOW Indicates when the fire bottle pressure is below 90% of the normal operating
8 FIRE PROTECTION

pressure and the bottle was activated by the pilot.

FUEL F/W SHUTOFF L–R Indicates when an ENG FIRE switchlight is pushed to stop a fire and the corre-
sponding fuel shutoff valve has closed.

HYD F/W SHUTOFF L–R Indicates when an ENG FIRE switchlight is pushed to stop a fire and the corre-
sponding hydraulic shutoff valve has closed.

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QUESTIONS
1. If the fire bottle was used, activated by the 5. What CAS displays if a fire bottle is armed
pilot, what CAS message would advise the (ENG FIRE switchlight is pushed)?
pilot of that action? A. Cyan FUEL F/W SHUTOFF message
A. Cyan ENG FIRE BOTTLE LOW appears
B. Amber ENG FIRE BOTTLE LOW B. Cyan HYD F/W SHUTOFF message
C. No CAS message, the onside BOTTLE appears
ARMED switchlight extinguishes, the C. Amber DC GENERATOR message
other BOTTLE ARMED switchlight appears
remains illuminated D. All of the above
D. No messages are indicated–pilot action
6. What would result if the pressure in the Fire-
2. A flashing green light on the bottom of the Extinguishing Bottle in the tailcone increases
forward baggage smoke detector indicates: too high due to temperature?
A. Battery in the smoke detector is bad (low A. The bottle bursts and the cyan ENG FIRE
voltage) and needs to be replaced with a BOTTLE LOW message appears.
9 VDC battery from Cessna B. The bottle discharges into the engine and
B. Detector is operational, normal the red ENGINE FIRE L–R message
appears.

8 FIRE PROTECTION
C. Detector is not receiving a charge and
requires the SMOKE DETECTOR switch C. The temperature compensated pressure
to be place in EMER switch (TCPS) discharges the bottle and
D. Detector is sensing a yellow refraction in the cyan ENG FIRE BOTTLE LOW mes-
reflectivity with the pulsating blue LED sage appears.
D. The temperature compensated pressure
3. A red ENG FIRE L–R message indicates: switch (TCPS) discharges the bottle and
the amber ENG FIRE BOTTLE LOW
A. Excessively high temperature is sensed in
message appears.
the engine burner can
B. Excessively high temperature is sensed in
the engine exhaust
C. Excessively high temperature is sensed in
the engine cowling
D. Excessively high temperature is sensed in
the engine intake

4. What message displays if a fire occurs in the

nose baggage compartment?
A. Amber BAGGAGE SMOKE FWD
B. Red BAGGAGE SMOKE
C. Red BAGGAGE SMOKE FWD
D. Amber BAGGAGE SMOKE

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8 FIRE PROTECTION

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CHAPTER 9
PNEUMATICS
CONTENTS
INTRODUCTION ................................................................................................................. 9-1
GENERAL ............................................................................................................................. 9-1
BLEED AIR CONTROL SYSTEM ...................................................................................... 9-2
Description ..................................................................................................................... 9-2
Components .................................................................................................................... 9-2
Controls and Indications................................................................................................. 9-2
Operation ........................................................................................................................ 9-4
SERVICE AIR SYSTEM ....................................................................................................... 9-4
Description ..................................................................................................................... 9-4
Components .................................................................................................................... 9-4
Operation ........................................................................................................................ 9-4
LEAK DETECTION SYSTEM............................................................................................. 9-5
Description ..................................................................................................................... 9-5
Controls and Indications................................................................................................. 9-5

9 PNEUMATICS
Operation ........................................................................................................................ 9-8
LIMITATIONS....................................................................................................................... 9-8
EMERGENCY/ABNORMAL............................................................................................... 9-8
QUESTIONS ....................................................................................................................... 9-10

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ILLUSTRATIONS
Figure Title Page
9-1. ICE PROTECTION Panel............................................................................................ 9-2
9-2. AIR SOURCE SELECT Switch .................................................................................. 9-2
9-3. Pneumatic System Diagram......................................................................................... 9-3
9-4. Service Air System ...................................................................................................... 9-5
9-5. Pylon Leak Detection Loop ......................................................................................... 9-6
9-6. Overwing Leak Detection Loop .................................................................................. 9-6
9-7. Tailcone Leak Detection Loop ..................................................................................... 9-7
9-8. Leak Detection System ................................................................................................ 9-8

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

9 PNEUMATICS

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9 PNEUMATICS

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CHAPTER 9
PNEUMATICS

INTRODUCTION
This chapter describes the pneumatic system on the CJ4 aircraft. The pneumatic system routes

9 PNEUMATICS
bleed air from the engines to the aircraft systems that utilize pneumatics for heating, cooling,
pressurization, rudder bias, service air, and anti-ice. This chapter provides a brief overview of each
system with references for additional information available in each respective chapter.

GENERAL
The pneumatic system utilizes two bleed air con- The bleed air leak detection system provides for the
trol systems to extract hot high-pressure bleed air identification of an overtemperature condition in
from each engine at separate locations; one for the the areas of the tailcone, pylon, and over the wing.
environmental control system (ECS) and one for
the anti-ice system. This provides an independent
means of regulating both temperature and pressure
for use in the bleed air systems.

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BLEED AIR CONTROL CONTROLS AND INDICATIONS

SYSTEM SOURCE Knob
The SOURCE knob is on the left tilt panel on the
DESCRIPTION PRESSURIZATION panel. It provides automatic
and manual control of the ECS PRSOVs suppling
The pneumatic bleed air control systems supply
engine bleed air to the aircraft. The SOURCE knob
bleed air to the ECS and anti-ice system (Figure
has the following positions (Figure 9-2):
9-3). The bleed air is regulated by the pressure
regulating shutoff valves (PRSOVs).
NORM—Allows automatic control of the condi-
tioned bleed air at a predetermined temperature
COMPONENTS range to enter the aircraft.

ECS Pressure Regulating L or R—When either position is selected, the oppo-

site ECS PRSOV is closed. When in the L position,
Shutoff Valves bleed air is supplied to the cockpit from the left
The ECS PRSOVs in the nacelles are electrically engine. When in the R position, bleed air is sup-
controlled but pneumatically actuated. The valves plied to the cockpit and cabin from the right engine.
are operated by the SOURCE knob on the left tilt
panel. OFF—Both ECS PRSOVs are closed. This shuts
off the flow of bleed air into the cabin and cockpit.
The valves use modulated upstream pressure to
regulate the downstream pressure. If electrical FRESH AIR—Both ECS PRSOVs are closed. This
power is lost, the valves are driven open by the position turns on a fresh air blower which helps
upstream pressure. pull outside air into the aircraft through the right
pylon ram air inlet.
Wing Anti-Ice Pressure ICE PROTECTION Panel
Regulating Shutoff Valves
The wing anti-ice PRSOVs in the nacelles on Some of the ICE PROTECTION switchlights con-
the bottom side of the engine are pneumatically trol engine bleed air to anti-ice and de-ice systems.
controlled and electrically actuated. The valve
is operated by the WING/ENG ANTI-ICE L–R
9 PNEUMATICS

switchlights on the left-center tilt panel (Figure

9-1).

The valves use modulated upstream pressure to

regulate the downstream pressure to 16 psi. If elec-
trical power is lost, the valves are driven open by
the upstream pressure.

Figure 9-2. AIR SOURCE SELECT Switch

Figure 9-1. ICE PROTECTION Panel

9-2 FOR TRAINING PURPOSES ONLY

 RAM AIR
MODULATING
VALVE
SUPPLY DUCT
OVERTEMP
FRESH AIR SENSOR
BLOWER
ECS PRSOV

FRESH AIR
CHECK VALVE
COCKPIT SHOULDER AFT PRESSURE BULKHEAD
VENTS CHECK VALVE
CABIN ARMREST
OUTLETS
T
CABIN FOOT WARMER T
OUTLETS CROSSOVER
CHECK VALVE VORTEX
CABIN DROPPED COOLER
VORTEX COOLERS
AISLE OUTLETS PNEUMATIC

FOR TRAINING PURPOSES ONLY

SOV

T T

COCKPIT FOOT AFT PRESSURE

WARMER OUTLETS BULKHEAD
RAM AIR INLET
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

LEGEND
MIXING
COLD AIR MUFF
VORTEX COOLER
HP BLEED AIR SOV
SUPPLEMENTAL PRECOOLER
LP BLEED AIR
PRESSURIZATION
MIXED BLEED AIR VALVE
RAM AIR
VENT AIR

9-3
Figure 9-3. Pneumatic System Diagram

9 PNEUMATICS
 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Refer to Chapter 10 – Ice and Rain Protection for When in flight, the cyan PRESSURE SOURCE
more information. NOT NORM CAS message appears on the EICAS
anytime the SOURCE knob is not in the NORM
position.
OPERATION
Normal automatic operation of the pneumatic bleed When on the ground and anytime the SOURCE
air system occurs when the SOURCE knob is in the knob is not in the NORM position, the amber
NORM position. This allows automatic control of PRESSURE SOURCE NOT NORM CAS mes-
conditioned bleed air at a predetermined tempera- sage appears on the EICAS, a chime sounds, and
ture range to enter the aircraft from the engines. the MASTER CAUTION RESET switchlights
When on the ground and either pitot static switch illuminate. Refer to the appropriate procedure in
is activated or anytime the cabin temperature is 5o the approved checklist.
less than what is selected, the ECS PRSOVs are
powered open. In flight the PRSOVs are always
open with the SOURCE knob in NORM. SERVICE AIR SYSTEM
If the SOURCE knob is put to L or R, the opposite
ECS PRSOV is closed. With L selected bleed air DESCRIPTION
from the left engine goes to the cockpit. With R The pneumatic system extracts engine bleed air
selected bleed air from the right engine goes to both upstream of the ECS PRSOV for use in the service
the cabin and cockpit. A crossover check valve in air system (Figure 9-4). This supplies bleed air to
the aft cabin allows right engine air to the cockpit the horizontal stabilizer boots, rudder bias system,
if the left engine is shut down. and anti-ice temperature control system.
The OFF position closes both ECS PRSOVs and
no air enters the cabin or cockpit. COMPONENTS
The FRESH AIR position closes both ECS PRSOVs Service Air Regulator
and turns on a blower which helps pull outside air
into the cabin through the right pylon ram air inlet. The service air regulator in the tailcone regulates
Depending on altitude this air may be cooler than the bleed air to be used in the service air system
that from the bleed air system. This position will to 23 psi. The two ECS lines suppling the bleed
not completely pressurize the cabin. It is intended air from the engines join together at the regulator.
for ground or low altitude use if desired.
9 PNEUMATICS

Service Air Check Valves

Turn the SOURCE knob to the OFF position to shut
off the flow of bleed air to the cockpit and cabin. The service air check valves are upstream of the
This closes the ECS PRSOVs. regulator on both supply lines. The check valves
prevent bleed air from flowing from one engine
Position the SOURCE knob to FRESH AIR to turn to the other.
on the fresh air blower (ECS PRSOVs close) allow-
ing outside air into the aircraft through the right
pylon ram air scoop. This air may be cooler than
OPERATION
that from the bleed air system allowing the system Engine high-pressure bleed air from each engine
to better cool the aircraft. upstream of the ECS PRSOVs tees together at the
service air regulator. This allows either engine to
The FRESH AIR position does not pressurize the supply service air. The service air check valves in
aircraft. It is intended for ground use or low-alti- either supply line prevents bleed air from flowing
tude unpressurized flight when fresh air is desired. from one engine to the other when there is a pres-
Refer to Chapter 11—“Air Conditioning” for more sure difference between the two supply lines.
information.

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RUDDER BIAS NO. 2/SERVICE AIR SUPPLY

SERVICE AIR

RUDDER BIAS NO. 1

Figure 9-4. Service Air System

Service air is used by the horizontal stabilizer de- The tailcone loops monitor for leaks within the
ice boots to remove ice and by the anti-ice system tailcone area. An RTD also monitors the tailcone
to prevent ice buildup. Refer to Chapter 10 – Ice area for leaks that may not be detected by the loops.
and Rain Protection for more information.
CONTROLS AND INDICATIONS
LEAK DETECTION Leak Detect Controller
SYSTEM The leak detect controller monitors the twelve leak
detect loops (Figures 9-5 through 9-7). When a leak
DESCRIPTION is detected, the controller causes the appropriate
BLEED LEAK message to appear. If the SOURCE
The bleed air leak detection system provides iden- knob is in NORM, PRSOVs will automatically

9 PNEUMATICS
tification of an over temperature condition in areas close appropriately. If the knob is out of NORM,
where bleed air lines are installed. no valves move – only the message appears.

The system has 12 detection loops located in the BLEED LEAK detection is tested during pre-
following area: flight through the SYSTEM TEST menu from the
CCP. The amber PYLON BLEED LEAK L-R and
• Left and right pylon WING BLEED LEAK L-R messages appear dur-
ing test. The amber TAILCONE BLEED LEAK
• Left and right overwing is not tested.
• Tailcone
The left and right pylon loops monitor for leaks Leak Detect Loops
from the ECS and wing anti-ice lines in each pylon.
The leak detect loops are eutectic salt filled sensing
The left and right overwing loops monitor for leaks elements connected via wiring to the leak detect
from the wing anti-ice lines from the tailcone to controller.
the leading wing edge on both sides of the aircraft.

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SUPPLEMENTAL
PRESSURIZATION
VALVE VORTEX COOLER
VORTEX COOLER PNEUMATIC SOV
VORTEX COOLER SOV

ANTI-ICE PYLON LOOP LEAK

PRECOOLER DETECTION (310° F)
ECS PRECOOLER
T

T
WING ANTI-ICE
SOV
ECS
PRSOV

Figure 9-5. Pylon Leak Detection Loop

LH WING LOOP #3
9 PNEUMATICS

LH WING
LOOP #4

WING AI
BLEED AIR
LH WING LOOP #5

Figure 9-6. Overwing Leak Detection Loop

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RH WING
FWD ENGINE BEAM LOOP #1 AFT ENGINE BEAM
RH WING LOOP #2

WING AI
BLEED AIR

LH WING LOOP #2
LH WING LOOP #1

9 PNEUMATICS
Figure 9-7. Tailcone Leak Detection Loop

When the loops are exposed to air temperatures OPERATION

higher than the set resistance point a signal is sent
to the leak detect controller. Position the SOURCE knob to the NORM position
to fully activate the leak detection system.
Tailcone Bleed Leak RTD When the leak detect loops are exposed to high
The tailcone bleed leak RTD (resistance tempera- temperatures, their resistance drops to zero causing
ture device) monitors for an overtemperature con- the appropriate BLEED LEAK message to appear
dition in the tailcone area (Figure 9-8). When the on the CAS, a chime to sound, and the MAS-
RTD sensor indicates excessive tailcone air tem- TER CAUTION RESET switchlights illuminate.
peratures, a signal is sent to illuminate the amber Refer to the appropriate procedure in the approved
TAILCONE BLEED LEAK message on the CAS. checklist. The corresponding PRSOV also closes
This also causes a chime to sound and the MAS- automatically.
TER CAUTION RESET switchlights to illuminate.

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WING ANTI-ICE TEMP

CONTROL VALVES
SERVICE AIR REGULATOR TAIL DEICE

U
P

OU
AFT TBD

TAILCONE BLEED LEAK RTD

AFT BAGGAGE WALL

Figure 9-8. Leak Detection System

If the SOURCE knob is not in the NORM position

and a leak is detected, the leak detection system
only provides the appropriate CAS message. The
corresponding PRSOV stays open until manually
closed.
9 PNEUMATICS

LIMITATIONS
For specific information on limitations and proce-
dures, refer to the appropriate checklist or FAA-
approved Airplane Flight Manual (AFM).

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

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Table 9-1. CAS Messages

MESSAGE DESCRIPTION

PRESS SOURCE NOT NORM Appears on the CAS when the knob is not in the NORM position when on the
ground.

PYLON BLEED LEAK L - R If a leak is detected in the pylon loop, the PYLON BLEED LEAK message
appears on the CAS. The corresponding ECS and wing anti-ice PRSOVs close
automatically.

TAILCONE BLEED LEAK Indicates when an overtempterature is signaled by the tailcone bleed leak RTD.

WING BLEED LEAK L - R If a leak is detected near the wing anti-ice lines in the tailcone or overwing area,
the amber WING BLEED LEAK message appears. If the WING/ENG ANTI-ICE
switchlights are ON, both wing anti-ice PRSOVs will close automatically.

PRESS SOURCE NOT NORM Appears on the CAS anytime the SOURCE knob is not in the NORM position
when in flight.

9 PNEUMATICS

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QUESTIONS
1. What air ducts inside the aircraft are sup- 6. What is the difference between a cyan and an
plied if the AIR SOURCE SELECT switch is amber PRESSURE SOURCE NOT NORM
in the L position? message?
A. Cockpit A. Cyan indicates SOURCE knob is not in
B. Cabin NORM in flight
C. Cockpit and Cabin B. Amber indicates SOURCE knob is not in
D. None NORM on the ground
C. Amber indicates SOURCE knob is not in
2. What air ducts inside the aircraft are supplied NORM in flight
if the AIR SOURCE SELECT switch is in the D. Both A and B
R position?
A. Cockpit 7. What results if the aircraft is in flight with both
wing anti-ice on and the amber WING BLEED
B. Cabin
LEAK L message appears?
C. Cockpit and Cabin
A. The wing anti-ice valve remains open and
D. None
flight may be continued as normal
B. The wing anti-ice valve closes stopping
3. What happens when the AIR SOURCE
bleed air to the wing, pilot must start
SELECT knob is selected to FRESH AIR?
checklist procedures
A. Draws air to the cabin from the right pylon C. The wing anti-ice valve closes and CAS
and turns on a blower message disappears, pilot has no checklist
B. Closes both PRSOVs, stopping air from procedures.
the engines to reach the cabin D. The wing anti-ice valve remains open but
C. Maintains normal service air the pilot must start checklist procedures
D. All of the above
8. What happens if a leak is detected and the
4. The TAILCONE BLEED LEAK detection is SOURCE knob is not in the NORM position?
tested during the BLEED LEAK system test. A. There is not any indication or automatic
A. True PRSOV activation
9 PNEUMATICS

B. False B. Both wing anti-ice valves close, stopping

bleed air to the wing. Pilot initiates check-
5. What happens if the aircraft system detected list procedures
a pylon leak? C. There is an appropriate CAS message but
A. The PYLON BLEED LEAK message the corresponding PRSOV remains open
appears D. There is not any indication but the corre-
B. Both the ECS and wing anti-ice PRSOVs sponding PRSOV automatically closes
on that side close automatically only if the
SOURCE knob is in NORM
C. Both the ECS and wing anti-ice PRSOVs
on that side close automatically regardless
of the position of the SOURCE knob
D. Both A and B

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CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
INTRODUCTION ............................................................................................................... 10-1
GENERAL .......................................................................................................................... 10-1
ICE DETECTION SYSTEM ............................................................................................... 10-2
Description ................................................................................................................... 10-2
Components .................................................................................................................. 10-2
Controls and Indications............................................................................................... 10-2
WING ANTI-ICE SYSTEM ................................................................................................ 10-2
Description ................................................................................................................... 10-2
Components .................................................................................................................. 10-4
Description ................................................................................................................... 10-6
Components .................................................................................................................. 10-6
Controls and Indications............................................................................................... 10-6
Operation ...................................................................................................................... 10-6
SENSOR ANTI-ICE SYSTEMS ......................................................................................... 10-8
Description ................................................................................................................... 10-8
Controls and Indications............................................................................................... 10-8
Operation ...................................................................................................................... 10-8
WINDSHIELD ANTI-ICE SYSTEM.................................................................................. 10-9
10 ICE AND RAIN PROTECTION

Description ................................................................................................................... 10-9

Components .................................................................................................................. 10-9
Operation ...................................................................................................................... 10-9

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TAIL DEICE SYSTEM ....................................................................................................... 10-9

Description ................................................................................................................... 10-9
Components ............................................................................................................... 10-10
Controls and Indications............................................................................................ 10-10
Operation ................................................................................................................... 10-10
LIMITATIONS.................................................................................................................. 10-10
EMERGENCY/ABNORMAL.......................................................................................... 10-10
QUESTIONS .................................................................................................................... 10-15
10 ICE AND RAIN PROTECTION

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ILLUSTRATIONS
Figure Title Page
10-1. Windshield Ice Detection Lights ............................................................................. 10-2
10-2. Wing Inspection Light ............................................................................................. 10-2
10-3. ICE PROTECTION PANEL .................................................................................... 10-2
10-4. Wing Anti-Ice System.............................................................................................. 10-3
10-5. Piccolo Tube Area .................................................................................................... 10-4
10-6. Engine Inlet ............................................................................................................. 10-7
10-7. Engine Anti-Ice System - Both Engines .................................................................. 10-7
10-8. Windshield Anti-Ice System ................................................................................. 10-11
10-9. Tail Deice System ................................................................................................. 10-12

TABLES
Table Title Page
Table 10-1. CAS Messages........................................................................................... 10-13

10 ICE AND RAIN PROTECTION

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10 ICE AND RAIN PROTECTION

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CHAPTER 10
ICE AND RAIN PROTECTION

INTRODUCTION
The CJ4 aircraft is approved for ground and flight operations in known icing conditions. This
chapter describes the systems that utilize bleed air and electrical power for preheating or removing
ice from the engine inlets, wings, tail, and windshield.

GENERAL
Flight into known icing is the intentional flight into Bleed air anti-ice protection is provided for the
icing conditions that are known to exist by either engine inlets and wing leading edges. The tail
10 ICE AND RAIN PROTECTION

visual observation or pilot weather report informa- horizontal stabilizer is provided deice protection
tion. Icing conditions exist any time the indicated through inflatable boots.
static air temperature (SAT) is 10°C (50°F) or
below, and visible moisture in any form is present. Sensor anti-ice protection is provided by DC elec-
SAT is displayed at the bottom of the right MFD. It tricity for the pitot tubes, static ports, AOA vane,
can also be found through the FMS (IDX > PROG and temperature probes in the engine inlet. AC
> page 2). electricity provides windshield anti-ice heat.

FOR TRAINING PURPOSES ONLY 10-1

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ICE DETECTION
SYSTEM
DESCRIPTION
During day operations the pilot can observe ice
accumulating on the windshields and wings. Dur-
ing night operations two light systems are used to
illuminate the windshield and left wing.
Figure 10-2. Wing Inspection Light
COMPONENTS
CONTROLS AND INDICATIONS
Windshield Ice Detection Lights
Two red light-emitting diode (LED) ice detection WING LIGHT Switchlight
lights are on the instrument panel glareshield (Fig- The WING LIGHT switchlight is on the right side
ure 10-1). These ice detection lights operate auto- of the ICE PROTECTION control panel (Figure
matically when normal DC power is available. The 10-3). When the WING LIGHT switchlight is ON,
lights are aimed at an unprotected area near the the wing ice inspection light is illuminated.
inboard edge of each windshield. When ice begins
to form on this area, a red glow is reflected on the
glass, indicating that ice may be accumulating on
the aircraft.

Figure 10-3. ICE PROTECTION PANEL

WING ANTI-ICE SYSTEM

DESCRIPTION
Figure 10-1. Windshield Ice Detection
Lights The wing anti-ice system utilizes bleed air vented
through piccolo tubes to heat the leading edges of
the wing. (Figure 10-4).
Wing Inspection Light
The wing inspection light is on the left fuselage for- The temperature of the bleed air is regulated by the
ward of the left wing and is aimed down the wing precoolers in the pylon. The temperature is moni-
10 ICE AND RAIN PROTECTION

leading edge. The light illuminates the outboard tored by overtemperature and undertemperature
portion of the leading edge of the left wing during sensors in each wing tip.
night or low visibility operations (Figure 10-2).
The wing crossflow system supplies engine bleed
air to both wing leading edges during single-engine
operation. Wing anti-ice check valves prevent air
from venting into the opposite engine.

10-2 FOR TRAINING PURPOSES ONLY

 WING RAM
AIR SCOOPS
(BOTTOM)

PICCOLO TUBE

UNDERTEMP
SENSOR (TOP)
T

OVERTEMP SENSOR
T (BOTTOM)

EXHAUST AIR
VENTS (BOTTOM)
T T

549°F 549°F
T T
ENGINE ANTI-ICE
PRSOV

TEMPERATURE
SENSOR/

FOR TRAINING PURPOSES ONLY

REGULATOR

CHECK
VALVE
WING ANTI-ICE T T
PRSOV

LEGEND
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

PRECOOLED BLEED AIR

PRECOOLER WING ANTI-ICE
BLEED AIR CROSSFLOW
VALVE

10-3
Figure 10-4. Wing Anti-Ice System

10 ICE AND RAIN PROTECTION

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

COMPONENTS face (one each side of center) allow ram air to travel
the length of the wing and purge any fuel vapors.
Wing Anti-Ice PRSOVs Spent air from both chambers is discharged through
separate vents on the lower surface of each wing
The wing anti-ice PRSOVs are on the bottom of tip.
each engine. They are electrically closed (fail open
with loss of normal/converted DC power) and are
pneumatically actuated. The valve is operated by Temperature Sensor/Regulator
the WING/ENG ANTI-ICE L–R switchlights on
the left tilt panel. Bleed air RTDs are between the wing anti-ice
precoolers and the lines going to the wing leading
The valves regulate the downstream pressure to 16 edges. These monitor the temperature in the
psig. If electrical power is lost, the valves are driven bleed air supply lines. The RTD automatically
open by the upstream pressure. closes the wing anti-ice PRSOV when it senses
an overtemperature condition.
Wing Anti-Ice Precoolers Wing Anti-ice Crossflow valve
The wing anti-ice precooler in each pylon is a con- The wing anti-ice crossflow valve is mounted on
ventional crossflow heat exchanger that limits the the aft engine beam (see Figure 10-4). During sin-
maximum bleed air temperature the wing anti-ice gle-engine operation, the valve can be opened to
receives. The spent air is exhausted through the allow the operating engine to supply bleed air to
pylon exhaust duct. both wings. The valve is controlled by the WING
XFLOW switchlight on the ICE PROTECTION
Wing Anti-Ice Leading panel.
Edge Assemblies
The wing anti-ice leading edge assembly is divided
Wing Anti-Ice Check Valves
into two distinct chambers (Figure 10-5). The first The wing anti-ice check valves in the supply lines
chamber consists of a circular piccolo tube that prevent bleed air from one engine backflowing to
runs the entire length of the wing. The tubes have the opposite engine during single-engine operation
holes at various spacing and angles to provide prop- (see Figure 10-4).
er bleed air distribution to the wing leading edges.

The second chamber is between the leading edge Wing Anti-Ice

and the fuel tank. Two vents on the lower body sur- Undertemperature Sensors
UNDER
The wing anti-ice undertemperature sensors are
TEMPERATURE
SENSOR
mounted to the upper surface of the leading edge
1.5 INCH DIAMETER
near the wing tip. The sensors monitor the leading
PICCOLO TUBE edge skin at all times for low temperatures within
each wing tip.

ALUMINUM
SENSOR Wing Anti-Ice
10 ICE AND RAIN PROTECTION

Overtemperature Sensors
DIFFUSER COVERS

HEAT
SHIELD The wing anti-ice overtemperature sensors are
mounted to the lower surface of the leading edge
near the wing tip. When the wing anti-ice system is
OVER
TEMPERATURE active, the sensors monitor the bleed air for increas-
SENSOR
es in temperature within each wing tip. If the tem-
Figure 10-5. Piccolo Tube Area perature is too high, a CAS message alerts the pilot.

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The respective wing anti-ice PRSOV closes until flight, the temperature must be greater than 20°C
the temperature decreases; then it will reopen. (68°F) to extinguish the CAS message. There is
no requirement for the temperature to increase by
CONTROLS AND INDICATIONS 10°C (18°F) while in flight. The MASTER CAU-
TION RESET switchlights also illuminate and a
chime sounds. Refer to the appropriate procedure
WING/ENG ANTI-ICE in the approved checklist.
L–R Switchlights
If the overtemperature sensors indicate either wing
The WING/ENG ANTI-ICE L and R switchlights leading edge temperature is greater than 65°C
are on the ICE PROTECTION panel. When pushed (149°F), the amber WING ANTI-ICE OVERTEMP
(illuminated), the wing and engine inlet anti-ice message appears on the CAS, a chime sounds and
systems are activated (see Figure 10-3). the MASTER CAUTION RESET switchlights illu-
minate. Refer to the appropriate procedure in the
WING XFLOW Switchlight approved checklist.
The WING XFLOW switchlight allows the pilot to The WING ANTI-ICE OVERTEMP message also
have continued ice protection on both wings from appears if the bleed air overtemperature RTDs
one engine in the event of an engine or PRSOV indicate either bleed air line temperature is greater
failure. The pilot must press the switchlight to than 287°C (549°F) for more than 20 seconds or
activate (open) the valve. 304°C (580°F) instantly. If in crossflow, set point
changes to 310°C (590°F) for 20 seconds or 343°C
OPERATION (650°F) instantly.

The MASTER CAUTION RESET switchlights

Ground Operations also illuminate and a chime sounds. Refer to the
An operational check of the anti-ice system is appropriate procedure in the approved checklist.
required prior to flying into known icing condi-
tions. On the ground N2 must be set to 70% before NOTE
opening the wing anti-ice PRSOVs. Both the cyan Do not operate the WING/ENG ANTI-
WING/ENG ANTI-ICE ON and WING ANTI- ICE on the ground at high engine rpm
ICE COLD messages will initially be seen. If the after anti-ice messages have cleared.
wings warm up sufficiently within 60 seconds, the
WING ANTI-ICE COLD messages extinguish.
If still cold, the cyan message changes to amber. In Flight Operation
Advance N2 to 80% - messages should extinguish
within another 60 seconds. If not, do not fly into When in icing conditions, push the WING/ENG
known icing. Do not continue to operate any anti- ANTI-ICE switchlights to activate the wing anti-
ice system on the ground at high rpm after the CAS ice system. The engine inlet anti-ice system is also
messages have cleared. activated.

In flight a minimum of 70% N2 should be main- NOTE

tained to ensure sufficient bleed air is available to Minimum engine N2 speed for effective
10 ICE AND RAIN PROTECTION

the system. wing anti-icing...........................75% N2

The cyan WING ANTI-ICE COLD message
extinguishes after 60 seconds if the wing bleed The cyan WING ANTI-ICE ON message appears
air temperature increases by 10°C (18°F) and is on the CAS to indicate the system is activated. The
greater than 20°C (68°F). If the temperature has cyan WING ANTI-ICE COLD L–R CAS message
not increased or has increased but is less than also appears on the EICAS when the switchlights
20°C (68°F), the message changes to amber. In are initially pushed.

FOR TRAINING PURPOSES ONLY 10-5

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

If the temperature falls below 20°C (68°F) for engine inlet skin. The air exits the plenum through
more than 60 seconds, the amber WING ANTI- slots on the bottom portion of the engine inlet.
ICE COLD message appears on the CAS. The
MASTER CAUTION RESET switchlights also
illuminate. Refer to the appropriate procedure in Undertemperature Sensor
the approved checklist. The engine inlet undertemperature sensor measures
the exhaust air temperatures on the inside of each
If a wing anti-ice PRSOV fails, push the WING engine inlet forward leading edge. The sensors are
XFLOW switchlight. This opens the crossflow electrical resistance temperature devices (RTDs).
valve allowing the ice protection system to contin- When the engine anti-ice system is active, the sen-
ue operating while exiting the icing environment. sors monitor the bleed air temperatures within each
engine inlet assembly. No overtemperature sensing
or protection is provided for the engine.
ENGINE INLET ANTI-ICE
SYSTEM CONTROLS AND INDICATIONS
ENG ONLY ANTI-ICE
DESCRIPTION L–R Switchlights
The engine inlet anti-ice system utilizes bleed air The ENG ONLY ANTI-ICE L and R switchlights
that is routed through piccolo tubing and exhausted are on the ICE PROTECTION panel. When pushed
through slots on the bottom portion of the engine (illuminated), they only activate the engine inlet
inlet (Figure 10-6). No provisions are available anti-ice system (Figure 10-7).
for crossfeeding to the opposite engine if engine
failure occurs. The temperature of the bleed air is
controlled by the throttle settings. WING/ENG ANTI-ICE
L–R Switchlights
COMPONENTS The WING/ENG ANTI-ICE L and R switchlights
are on the ICE PROTECTION panel. When pushed
Engine Inlet Pressure (illuminated), the engine inlet and wing anti-ice
Regulating Shutoff Valve systems are activated (Figure 10-6).
The engine anti-ice PRSOVs are on the top of each
engine. They are electrically closed (fail open OPERATION
with loss of normal/converted DC power) and are
pneumatically actuated. The valve is operated by Ground Operation
either WING/ENG ANTI-ICE L–R or ENG ONLY Preflight of the anti-ice system is required prior to
ANTI-ICE L–R switchlights on the left tilt panel. flying into known icing conditions. When in icing
conditions, push the ENG ONLY ANTI-ICE to
The valves regulate the downstream pressure to 16 activate the engine anti-ice system only.
psi. If electrical power is lost, the valves are driven
open by the upstream pressure.
10 ICE AND RAIN PROTECTION

NOTE
Engine Inlet Assemblies The engine anti-ice systems should be
Each engine inlet assembly consists of a circular operated at all times in icing conditions.
piccolo tube inside a plenum behind the leading
edge of the forward surface of the skin (Figure The cyan ENGINE ANTI-ICE ON message
10-6). Bleed air enters the piccolo tube at the top appears on the CAS when either ENG only or
of the engine and heats the forward surface of the WING/ENG switchlights have been activated. The

10-6 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

cyan ENGINE ANTI-ICE COLD message also

appears on the CAS when the switchlights are ini-
tially pushed.

The cyan ENGINE ANTI-ICE COLD message

extinguishes after 60 seconds when the undertem-
perature sensors indicate a temperature increase of
more than 22°C (72°F) with throttles at idle.

If after 60 seconds the temperature has not increased

by 15°C (27°F) and is not over 21°C (70°F), the
message changes to amber, the MASTER CAU-
TION RESET switchlights illuminate, and a chime
sounds. Refer to the appropriate procedure in the
approved checklist.

NOTE
Do not continue operating the engine
anti-ice systems on the ground at high
engine rpm after CAS messages have
Figure 10-6. Engine Inlet cleared.

T T

549°F 549°F
T T
ENGINE ANTI-ICE
PRSOV

TEMPERATURE
SENSOR/
REGULATOR

CHECK
VALVE
WING ANTI-ICE T T
PRSOV

PRECOOLER WING ANTI-ICE

10 ICE AND RAIN PROTECTION

CROSSFLOW
VALVE

LEGEND
BLEED AIR

Figure 10-7. Engine Anti-Ice System - Both Engines

FOR TRAINING PURPOSES ONLY 10-7

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

In Flight Operation switchlight controls heat to the right pitot tube,

right static ports, and AOA vane. Both switchlights
When in icing conditions, push either the ENG also control heat to several drains on the belly of
ONLY or WING/ENG ANTI-ICE switchlights to the aircraft.
activate the engine inlet anti-ice system.

The cyan ENGINE ANTI-ICE ON CAS message WING/ENG ANTI-ICE and ENG
appears on the EICAS to indicate the system is ONLY ANTI-ICE Switchlights
activated.
The WING/ENG ANTI-ICE and/or ENG ONLY
If the temperature is below 22°C (72°F) after 150 ANTI-ICE switchlights on the ICE PROTECTION
seconds, the amber ENGINE ANTI-ICE COLD panel activate the heaters for the P2 and T2 probes.
L–R CAS message appears on the EICAS, a chime
sounds, and the MASTER CAUTION RESET OPERATION
switchlights illuminate. Refer to the appropriate
procedure in the approved checklist. When in icing conditions, push the WING/ENG
ANTI-ICE and/or ENG ONLY ANTI-ICE switch-
If at any time after 150 seconds the temperature lights to activate the anti-ice on the P2 and T2
drops below 22°C (72°F), the amber message probes.
appears on the EICAS and a chime sounds. The
MASTER CAUTION RESET switchlights also If either P2 and T2 sensor is not drawing electrical
illuminate. Refer to the appropriate procedure in current, the amber T2 HEATER FAIL CAS mes-
the approved checklist. sage appears on the EICAS, a chime sounds, and
the MASTER CAUTION RESET switchlights
illuminate. Refer to the appropriate procedure in
SENSOR ANTI-ICE the approved checklist.

SYSTEMS When ready for takeoff, push the PITOT/STATIC

HEAT switchlight to activate the heaters to the pitot
probes, static ports, and AOA vane.
DESCRIPTION
Ice that forms on the pitot tubes, static ports, P2 CAUTION
probes, T2 probes, and angle-of-attack (AOA) vane
cause unreliable flight instrument readings and pos- Limit ground operation of pitot/static
sible system failure. To prevent this, the sensors are heat to two minutes to prevent damage
electrically heated. to pitot tubes and angle of attack vane.

The heating element for each sensor is monitored On the ground, if either PITOT/STATIC HEAT
by a current sensor to detect failures. Failure of any switchlight is not pushed and the TLA is less than
heating element is indicated on the CAS display. 11.5°, the cyan PITOT/STATIC COLD L–R–STBY
message appears on the CAS.
CONTROLS AND INDICATIONS The amber PITOT/STATIC COLD L–R–STBY
10 ICE AND RAIN PROTECTION

and AOA HEATER FAIL messages appear on the

PITOT/STATIC HEAT CAS when either PITOT/STATIC HEAT switch-
1—2 Switchlights light is selected on and the respective sensors are
The PITOT/STATIC HEAT 1 and 2 switchlights are not drawing electrical current. The same messages
on the ICE PROTECTION panel in front of the left also appears when on the ground if the throttles are
seat pilot. The PITOT/STATIC HEAT 1 switchlight at a TLA of 11.5° or greater while one or both of
controls heat to the left pitot and standby tubes and the PITOT/ STATIC HEAT switchlights is selected
the left static ports. The PITOT/STATIC HEAT 2 off. The MASTER CAUTION RESET switchlights

10-8 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

also illuminate and a chime sounds. Refer to the OPERATION

appropriate procedure in the approved checklist.
When engines are running, the windshield anti-ice
system is operating. The windshield controllers
WINDSHIELD ANTI- provide a slow increase in temperature at engine
start to avoid thermal shock to the windshield
ICE SYSTEM panels.

Each windshield controller monitors the wind-

DESCRIPTION shield temperature sensor in the zones it controls.
The windshield anti-ice system provides anti-ice
and defog capabilities for the main and side wind- If the temperature of the windshields is greater than
shield (Figure 10-8). The windshields are heated 68°C (155°F), the amber WINDSHIELD OVER-
automatically anytime the engines are running. TEMP CAS message appears on the CAS and a
The system is powered by an AC alternator on chime sounds. The MASTER CAUTION RESET
each engine. switchlights also illuminate. Refer to the appropri-
ate procedure in the approved checklist.
The left and right windshields are each divided
into three zones. The left windshield heat control- If the windshields temperature cools to 46°C
ler heats the left inboard and defog zones, the right (115°F), the amber WINDSHIELD OVERTEMP
outboard zone, and the right side window. The right message automatically extinguishes.
windshield heat controller heats the right inboard
and defog zones, the left outboard zone, and the If no electrical power is being provided to the
left side window (see Figure 10-8). windshield controllers, the amber WINDSHIELD
HEAT FAIL message appears on the CAS, a chime
The windshield temperature is monitored through sounds, and the MASTER CAUTION RESET
two integral temperature sensors incorporated in switchlights illuminate. Refer to the appropriate
each windshield assembly. procedure in the approved checklist.

COMPONENTS TAIL DEICE SYSTEM

AC Alternators
The left alternator supplies AC power to half of the
DESCRIPTION
left inboard windshield, left defog zone area, right The tail deice system utilizes regulated bleed air
outboard windshield, and the right side defog zone from the service air system to inflate pneumatic
panels. In a similar manner, AC power from the boots to remove ice (Figure 10-9). The boots are
right alternator is supplied to the opposite panels bonded to the leading edges of the horizontal sta-
and windshields (see Figure 10-8). bilizer. When inflated, the boots crack and separate
the accumulated ice allowing aerodynamic forces
to remove the ice.
Windshield Temperature
Sensors
COMPONENTS
10 ICE AND RAIN PROTECTION

Two temperature sensors, on each inboard wind-

shield, monitor the panels for overheat conditions Horizontal Stabilizer Deice
(see Figure 10-8). One is utilized as the primary
and the other as the secondary. The sensors are con- Boots
nected to their respective control units and provide The horizontal stabilizer boots are comprised of
constant temperature monitoring to the controllers. pneumatic chambers that inflate and deflate. When

FOR TRAINING PURPOSES ONLY 10-9

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

deflated the boots are pulled against the tail skin by cycle is incorrect, the amber TAIL DE-ICE FAIL
vacuum (Figure 10-9). L–R CAS message appears on the EICAS. The
MASTER CAUTION RESET switchlights also
illuminate. Refer to the appropriate procedure in
Horizontal Stabilizer Deice the approved checklist.
Valves
The horizontal stabilizer valves are electrical flow
control valves (EFCVs). The valves allow airflow LIMITATIONS
to the boots and apply vacuum when the deice sys-
tem is not activated (Figure 10-9). For specific information on limitations and proce-
dures, refer to the appropriate checklist or FAA-
approved Airplane Flight Manual (AFM).
Horizontal Stabilizer Deice
Pressure Switches
The horizontal stabilizer pressure switches are EMERGENCY/
upstream of each pneumatic boot. The switches
monitor the pressure of the air supplied to the boots ABNORMAL
(Figure 10-9).
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
CONTROLS AND INDICATIONS FAA-approved AFM.

TAIL DEICE Switchlights

The TAIL DEICE switchlights on the ICE PRO-
TECTION panel activate the tail deice system
inflation cycle. When pushed, the deice EFCVs
are opened allowing service bleed air to inflate the
deice boots.

This starts the boot inflation cycle. The left boot

is inflated first for 6 seconds then the right boot is
inflated for 6 seconds while the left boot deflates.
The inflation and deflation cycle repeats every 2
minutes.

OPERATION
When in icing conditions, push the L and R TAIL
DEICE switchlights to activate the tail deice sys-
tem. The cyan TAIL DE-ICE ON CAS message
appears to indicate the system is operating.
10 ICE AND RAIN PROTECTION

If the outside air temperature is below –30°C

(–22°F), the CAS message changes to amber and
a chime sounds. The MASTER CAUTION RESET
switchlights also illuminate. Refer to the appropri-
ate procedure in the approved checklist.

If at any time, the deice system fails, boot infla-

tion pressure drops below 16 psig, or boot inflation

10-10 FOR TRAINING PURPOSES ONLY

 LH SIDE WINDOW LH WINDSHIELD RH WINDSHIELD RH SIDE WINDOW
INBOARD
ANTI-ICE ZONE
(5.0 W/in2)

OUTBOARD OUTBOARD
DEFOG ZONE DEFOG ZONE
ANTI-ICE ZONE ANTI-ICE ZONE
(2.0 W/in2) (2.0 W/in2)
(5.0 W/in2) (5.0 W/in2)

DEFOG ZONE DEFOG ZONE

(.9 W/in2) (.9 W/in2)

TEMP TEMP
SENSOR SENSOR

C B A A B C

LH CONTROLLER RH CONTROLLER

FOR TRAINING PURPOSES ONLY

DC POWER DC POWER

LEFT RIGHT
ALT ALT
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

10-11
Figure 10-8. Windshield Anti-Ice System

10 ICE AND RAIN PROTECTION

 10 ICE AND RAIN PROTECTION

10-12
CHECK CHECK
VALVE VALVE

SERVICE AIR
REGULATOR

LEFT PC RIGHT PC
BOARD BOARD

HORIZONTAL STABILIZER
DEICE EJECTOR
CONTROL VALVES

LEGEND
SERVICE AIR
BLEED AIR
HORIZONTAL STABILIZER
DEICE PRESSURE
SWITCHES (16 PSIG)

P P

FOR TRAINING PURPOSES ONLY

HORIZONTAL STABILIZER
DEICE BOOTS
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Figure 10-9. Tail Deice System

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Table 10-1. CAS Messages

MESSAGE DESCRIPTION

AOA HEATER FAIL This message appears on the CAS and a chime sounds when the sensor is not
drawing electrical current. The MASTER CAUTION RESET switchlights also illu-
minate. Refer to the appropriate procedure in the approved checklist.

ENGINE ANTI-ICE COLD L–R This message appears on the CAS if:

• On the ground—During the initial 60 seconds, the temperature has

increased by 4°C (7°F) and is below 22°C (72°F) During the initial 60 sec-
onds, the temperature does not increase to 22°C (72°F), the message is
latched until the ANTI-ICE switchlight is pushed
• On the ground—Temperature sensors do not senses an increase in tem-
perature within 60 seconds after the switchlights are pushed or increase
above 22°C (72°F) within 150 seconds
• In flight—After 150 seconds, the temperature is below 22°C (72°F) The
MASTER CAUTION RESET switchlights also illuminate and a chime
sounds. Refer to the appropriate procedure in the approved checklist.
PITOT/STATIC COLD L–R–STBY This message appears on the CAS when either PITOT/STATIC HEAT switchlight
is selected on and the respective heaters are not drawing electrical current. The
message also appears when on the ground if the PITOT/STATIC HEAT switch-
lights are selected off and the TLA is greater than or equal to 11.5°. The MAS-
TER CAUTION RESET switchlights also illuminate and a chime sounds. Refer to
the appropriate procedure in the approved checklist.
TAIL DE-ICE FAIL L–R The amber TAIL DE-ICE FAIL L–R CAS message appears on the EICAS and a
chime sounds when any of the following conditions occur:

• One or more modules is > 71oC• Tail deice system fails

• Boot inflation pressure drops below 16 psi
• Boot inflation cycle is incorrect

TAIL DE-ICE ON The cyan TAIL DE-ICE ON CAS message appears on the EICAS when both
TAIL DEICE switchlights are illuminated. The message changes to amber and a
chime sounds when the outside air temperature is below –30°C (–22°F).

T2 HEATER FAIL This message appears on the CAS and a chime sounds when the sensor is
not drawing electrical current when switched on or is drawing electrical current
when switched off. The MASTER CAUTION RESET switchlights also illuminate.
Refer to the appropriate procedure in the approved checklist.
WINDSHIELD HEAT FAIL L–R This message appears on the CAS and a chime sounds when no electrical
power is being provided to the windshields. The MASTER CAUTION RESET
10 ICE AND RAIN PROTECTION

switchlights also illuminate. Refer to the appropriate procedure in the approved

checklist.
WINDSHIELD OVERTEMP This message appears on the CAS and a chime sounds when the respective
windshield temperature is greater than 68°C (155°F). The MASTER CAUTION
RESET switchlights also illuminate. Refer to the appropriate procedure in the
approved checklist.

FOR TRAINING PURPOSES ONLY 10-13

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

MESSAGE DESCRIPTION

WING ANTI-ICE COLD L–R Indicates the respective wing temperature has not reached normal operating
temperature after a period of 60 seconds.

WING ANTI-ICE OVERTEMP L–R Indicates the RTD at the wing tip has detected an abnormally high temperature.
The wing anti-ice PRSOV should close automatically to reduce the heat. When
cooled, the PRSOV will reopen to protect the wing. Refer to the appropriate
procedure in the approved checklist.
WING/ENG ANTI-ICE ON Indicates when both WING/ENG ANTI-ICE switchlights are activated (blue light).

WING ANTI-ICE COLD L–R Indicates the respective WING/ENG switchlight was activated and the wing has
not reached normal operating temperature yet (sensed by the RTD at the wing
tip).

ENGINE ANTI-ICE ON Indicates when both ENGINE ANTI-ICE switchlights are activated.

ENGINE ANTI-ICE COLD L–R This message appears on the CAS anytime either WING/ENG or ENG ONLY
ANTI-ICE switchlights are initially pushed. The message disappears when the
temperature has increased 15°C (27°F) and is greater than 21°C (70°F) within 60
seconds.

PITOT/STATIC COLD L–R–STBY On the ground, this message appears on the CAS when either PITOT/STATIC
HEAT switchlight is not illuminated and the throttle lever angle (TLA) is less than
11.5°. The message extinguishes when either PITOT/STATIC HEAT switchlight is
pushed and the sensors are drawing electrical current.
TAIL DE-ICE ON The cyan TAIL DE-ICE ON CAS message appears on the EICAS when both
TAIL DEICE switchlights are illuminated. The message changes to amber and a
chime sounds when the outside air temperature is below –30°C (–22°F).
10 ICE AND RAIN PROTECTION

10-14 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

QUESTIONS
1.What is the temperature indicated in visible 4. What is the tail boot inflation and deflation
moisture in which icing conditions exist in cycle?
flight? A. Left inflates for 6 seconds immediately
A. RAT 10°C followed by the right for 6 seconds, cycle
B. SAT 10°C repeats every 2 minutes
C. RAT 5°C B. Left inflates for 6 seconds then no boots
D. SAT 5°C for 6 seconds then the right boot for 6 sec-
onds, cycle repeats every 3 minutes
2. What items are heated with the PITOT/STAT- C. Both boots inflate at the same time for 12
IC HEAT 2 switch? seconds, cycle repeats every 2 minutes
D. Both boots inflate at the same time and
A. Pilot’s pitot tubes, static ports and the
remains inflated as long as the pilot press-
standby pitot tube
es and holds the TAIL DEICE switchlight
B. Copilot’s pitot tubes, static ports and the
AOA vane
5. What does the amber TAIL DE-ICE FAIL L-R
C. Pilot’s and copilot’s pitot tubes and static message indicate?
ports
A. Boot inflation cycle is wrong – timer failure
D. Only the standby pitot tube and the AOA
vane B. The tail de-ice system has failed
C. Both boot inflation pressure is below 16 psi
3. What does an amber PITOT/STATIC COLD D. All the above
L–R–STBY message indicate?
A. The appropriate PITOT/STATIC HEAT 6. Regarding windshield heat:
switch is selected on but the appropriate A. It’s operating anytime the engines are
items are not receiving heat running
B. The appropriate PITOT/STATIC HEAT B. It requires DC power from the generators
switch is selected off and the appropriate C. The W/S HEAT switchlight on the ICE
items are not receiving heat PROTECTION panel is used to activate
C. The appropriate PITOT/STATIC HEAT the system
switch is selected off and the throttles are D. It should be used anytime RAT is +10oC
greater then a TLA of 11.5° on the ground or colder
only
D. Both A and C

10 ICE AND RAIN PROTECTION

FOR TRAINING PURPOSES ONLY 10-15

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

LEFT INTENTIONALLY BLANK

10 ICE AND RAIN PROTECTION

10-16 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CONDITIONING
11 AIR
CHAPTER 11
AIR CONDITIONING
CONTENTS
INTRODUCTION ............................................................................................................... 11-1
GENERAL .......................................................................................................................... 11-1
ENVIRONMENTAL CONTROL SYSTEM ....................................................................... 11-2
Description ................................................................................................................... 11-2
Components .................................................................................................................. 11-2
Controls and Indications............................................................................................... 11-5
Operation ...................................................................................................................... 11-6
VAPOR-CYCLE SYSTEM ................................................................................................. 11-7
Description ................................................................................................................... 11-7
Components .................................................................................................................. 11-7
Controls and Indications............................................................................................... 11-9
Operation ...................................................................................................................... 11-9
LIMITATIONS..................................................................................................................... 11-9
EMERGENCY/ABNORMAL............................................................................................. 11-9
QUESTIONS .................................................................................................................... 11-1

FOR TRAINING PURPOSES ONLY 11-i

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CONDITIONING
11 AIR

LEFT INTENTIONALLY BLANK

11-ii FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CONDITIONING
11 AIR
ILLUSTRATIONS
Figure Title Page
11-1. Air Conditioning Normal Operation ....................................................................... 11-2
11-2. Cabin/Cockpit Distribution ..................................................................................... 11-3
11-3. Right Pylon Ram-Air Scoop .................................................................................... 11-4
11-4. Right Pylon Ram-Air Scoop .................................................................................... 11-5
11-5. Left and Right - Environmental Controls ................................................................ 11-6
11-6. Cabin Management System ..................................................................................... 11-6
11-7. Vapor-Cycle Air-Conditioning System .................................................................... 11-8

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

FOR TRAINING PURPOSES ONLY 11-iii

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CONDITIONING
11 AIR

LEFT INTENTIONALLY BLANK

11-iv FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CONDITIONING
11 AIR
CHAPTER 11
AIR CONDITIONING

INTRODUCTION
This chapter describes the air conditioning system for CJ4 aircraft. Information is provided on the
environmental control system (ECS) and the vapor-cycle system. System alerts are presented by
the engine indicating and crew alert system (EICAS).

GENERAL
The air conditioning system utilizes the ECS to pro- the ground and in flight. The air conditioning nor-
vide ventilation and temperature control for crew mally operates automatically when required with
and passenger comfort. The vapor-cycle system the engines running.
provides cooling to the cockpit and cabin when on

FOR TRAINING PURPOSES ONLY 11-1

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CONDITIONING
11 AIR

ENVIRONMENTAL COMPONENTS
CONTROL SYSTEM ECS Pressure Regulating
Shutoff Valves
DESCRIPTION The ECS PRSOVs in the nacelles are electrically
The ECS utilizes conditioned bleed air and out- controlled and pneumatically actuated. The valve
side air to regulate the temperature and provide is operated by the SOURCE knob on the left tilt
continuous ventilation to the cabin and cockpit. panel.
(Figure 11-2).
The valves use modulated upstream pressure to
Left engine bleed air is used for cockpit air, and regulate the downstream pressure. If electrical
right engine bleed air is used for both cabin and power is lost, the valves are driven open by the
cockpit air. Each supply line has a pressure regu- upstream pressure.
lating shutoff valve (PRSOV), a precooler to lower
the initial temperature, and a vortex cooler to con- Precoolers
trol temperature into the vessel.
The precooler in each pylon is a conventional
The SOURCE knob on the left tilt panel provides crossflow heat exchanger that limits the maxi-
both automatic and manual control of the engine mum bleed air temperature feeding the cockpit
bleed air supply for the cockpit and cabin. and cabin. There are two primary airflow paths;
hot bleed airflow and cold ram airflow.

In flight, the precoolers are provided cooling air by

the pylons ram air. When on the ground, cooling

RAM AIR
MODULATING
VALVE SUPPLY DUCT
OVERTEMP
FRESH AIR SENSOR
BLOWER
ECS PRSOV

FRESH AIR
CHECK VALVE

AFT PRESSURE BULKHEAD

CHECK VALVE

T LEGEND
T
CROSSOVER CABIN AIR
CHECK VALVE VORTEX PYLON RAM AIR
VORTEX COOLERS COOLER
PNEUMATIC PRECOOLED BLEED AIR
SOV
VENTED HEAT
T ENGINE BLEED AIR
T

AFT PRESSURE
BULKHEAD
RAM AIR INLET

MIXING
MUFF
VORTEX COOLER
SOV
SUPPLEMENTAL PRECOOLER
PRESSURIZATION
VALVE

Figure 11-1. Air Conditioning Normal Operation

11-2 FOR TRAINING PURPOSES ONLY

 RAM AIR
MODULATING
VALVE
SUPPLY DUCT
OVERTEMP
FRESH AIR SENSOR
BLOWER
ECS PRSOV

FRESH AIR
CHECK VALVE
COCKPIT HIP AFT PRESSURE BULKHEAD
VENTS CHECK VALVE
CABIN ARMREST
OUTLETS
T
CABIN FOOT WARMER T
OUTLETS CROSSOVER
CHECK VALVE VORTEX
CABIN DROPPED COOLER
VORTEX COOLERS
AISLE OUTLETS PNEUMATIC
SOV

T T

COCKPIT FOOT AFT PRESSURE

WARMER OUTLETS BULKHEAD
RAM AIR INLET

FOR TRAINING PURPOSES ONLY

LEGEND
MIXING
CABIN AIR MUFF
VORTEX COOLER
PYLON RAM AIR SOV
SUPPLEMENTAL PRECOOLER
PRECOOLED BLEED AIR
PRESSURIZATION
VENTED HEAT VALVE
ENGINE BLEED AIR NOTE:
WHEN ON THE GROUND, COOLING AIR IS PROVIDED BY FAN AIR
AND PYLON INLET AIR THAT IS PULLED ACROSS THE PRECOOLER.
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

11-3
Figure 11-2. Cabin/Cockpit Distribution

11 AIR
CONDITIONING
 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
CONDITIONING
11 AIR

air is provided by fan air and pylon inlet air that Air Flow Volume
is pulled across the precooler. The temperature at
the exit of each precooler is controlled above 16°C When the vortex coolers are used (SOURCE
(61°F) over ambient air and below 149°C (300°F) NORM), air flow to the cabin is 3–5.5 pounds/min-
by modulating the amount of cooling air that pass- utes per side (6–11 pounds/minutes total.) When
es across the precooler. The spent air is exhausted the vortex coolers are off, air flow to the cabin is
through the pylon exhaust duct. 5.5–8 pounds/minutes per side (11–16 pounds/
minutes total.) If supplemental pressurization is
operating, the air flow increases by approximately
Vortex Coolers 4 pounds/minutes on the left side.
The vortex coolers in the tailcone have two shut-
off valves. When the shutoff valves are opened, hot Ram Air Modulating Valve
air is separated from cooler air and exhausted into
the pylon exhaust ducts. This cools the air an addi- The ram air valve is upstream of the precooler and
tional 22°C (40°F) before it is sent to the cockpit is electrically powered. The valve modulates the
and cabin. ram airflow that passes across the precooler.

When the SOURCE knob is not in the NORM Mixing Muffs

position, the vortex coolers are bypassed allow-
ing warmer higher flowing air to feed the cockpit Air is drawn from the engine fan and mixes with
and cabin. pylon air for cooling on the ground or when the
pylon is iced over.
Pylon Ram Air Inlets
The pylon ram air Inlets are on the leading edge of
Fresh Air Blower
each pylon (Figure 11-3). The ram air flows through The fresh air blower is on the right side of the air-
the inlet past the ram air modulating valve into the craft between the aft pressure bulkhead and the
precooler. baggage compartment. The blower is controlled by
the FRESH AIR position of the SOURCE knob on
The pylon ram air scoops have a wire screen to the left tilt panel. The blower pulls outside air from
prevent the ram air valves from icing over. When the right pylon ram-air inlet into the cabin when the
the screen is iced over, fan air is used for cooling. aircraft is on the ground or during flight.

Sensors
Supply Duct Overtemp Sensor
The supply duct overtemp sensors are downstream
of the precoolers in the cockpit and cabin supply
lines. If for any reason the temperature of the bleed
air in either supply duct exceeds 149°C (300°F),
the sensor causes either the amber COCKPIT or
CABIN OVERTEMP messages to appear on the
CAS.

Temperature/Humidity Sensor
Temperature/humidity sensors are in both the cock-
pit and cabin. They are on a printed circuit board
along with a fan that provides airflow across the
Figure 11-3. Right Pylon Ram-Air Scoop sensor. The signal from the sensors is used to match

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CONDITIONING
11 AIR
the temperature in the cockpit or cabin with the NORM—Allows automatic control of the condi-
selection on the climate control system. tioned bleed air to enter the cockpit and cabin.

Solar Sensor L or R—When either position is selected, the oppo-

site ECS PRSOV and fixed cooler unit are closed.
The solar sensor is in the cockpit and senses the When in the L position, bleed air is supplied to the
amount of sunlight being provided to the cockpit. cockpit from the left engine. When in the R posi-
The sensor signals the left environmental print- tion, bleed air is supplied to the cabin and cockpit
ed circuit board to automatically adjust the ram from the right engine.
air modulating valve and evaporator fan speeds
accordingly. OFF—Both ECS PRSOVs and the Vortex cool-
ers close.
Interior Air Outlets
FRESH AIR—Turns on the fresh air blower pull-
The cockpit and cabin air is distributed through
ing outside air into the cockpit and cabin through
interior air outlets. The two forward evaporators
the right pylon ram air scoop.
supply air to the left/right shoulder outlets, cockpit
sidewall continuous flow outlets, cockpit overhead
outlets, and forward cabin fixed overhead outlets. PILOT and COPILOT
The aft evaporator supplies air to the cabin passen- FAN Knobs
ger overhead outlets. They are operated by turning
the outer ring to the desired airflow. The inner ring The airflow into the cockpit is controlled by the
is used for directing the airflow. PILOT and COPILOT FAN rotary knobs on the
left and right tilt panel (Figure 11-5). The knobs
control the speed of the respective evaporator fans
CONTROLS AND INDICATIONS for the cockpit. The fan speed can be increased or
decreased by rotating the knobs between the DECR
SOURCE Knob and INCR positions.
The SOURCE knob is on the left tilt panel below
the PRESSURIZATION panel. It provides auto- CABIN FAN Knob
matic and manual control of the ECS PRSOVs
suppling engine bleed air to the cockpit and cabin. The airflow into the cabin is controlled by the
The SOURCE knob has the following positions CABIN FAN knob on the right tilt panel (Figure
(Figure 11-4): 11-5). The knob controls the speed of the evapora-
tor fan for the cabin. It is normally in the NORM
(middle) position. The fan speed can be increased
or decreased by rotating the knob between the
DECR and INCR positions.

COCKPIT TEMP Knob

The COCKPIT TEMP knob on the left tilt panel
is a variable rotary knob (Figure 11-5). The knob
adjusts the temperature of the cockpit. The temper-
ature can be raised or lowered by rotating the knob
between the COLD and HOT positions.

CABIN TEMP Knob

The CABIN TEMP knob on the right tilt panel
Figure 11-4. Right Pylon Ram-Air Scoop is a variable rotary knob (Figure 11-5). The knob

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CONDITIONING
11 AIR

adjusts the temperature of the cabin. The tem- bleed air is supplied to the cockpit from the left
perature can be raised or lowered by rotating the engine. When in the R position, bleed air is sup-
knob between the COLD and HOT positions. The plied to the cabin from the right engine. A crossover
REMOTE position gives control to the cabin man- check valve allows bleed air to the cockpit if the left
agement system. engine shuts down, but does not allow bleed air to
the cabin if the right engine shuts down.
Cabin Management System Turn the SOURCE knob to the OFF position to shut
The cabin management system is next to each for- off the flow of bleed air to the cockpit and cabin.
ward facing seat (Figure 11-6). The panel allows This closes the ECS PRSOVs and the Vortex cool-
the passengers to control electronic devices, along ers allowing the aircraft to depressurize.
with cabin temperature and fan speed. The VIP
panel is assigned to seat 6, but can be reassigned.
The VIP panel overrides inputs from the other
panels. Refer to Chapter 1—“Aircraft General” for
more information.

OPERATION
When on the ground or in flight, rotate the SOURCE
knob on the left tilt panel to the NORM position to
open the PRSOVs and supply bleed air to the ECS
system. This provides automatic control of con-
ditioned bleed air at a predetermined temperature
range to enter the cockpit and cabin.

Turn the SOURCE knob to the L or R position to

close the opposite PRSOV. When in the L position,
Figure 11-6. Cabin Management System

Pilot Controls Copilot Controls

Figure 11-5. Left and Right - Environmental Controls

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CONDITIONING
11 AIR
When on the ground, the SOURCE knob can be The vapor-cycle system is available on the ground
turned to the FRESH AIR position to turn on the and in flight. The system consists of the following
fresh air blower. This allows outside air into the air- components:
craft through the right pylon ram air scoop. This air
may be cooler than that from the precoolers allow- • Compressor
ing the system to better cool the aircraft.
• Condenser
Turn the PILOT or COPILOT FAN knobs, on either • Receiver/dryer bottle
tilt panel, between DECR and INCR to increase or
decrease the evaporator fan speeds to control the • Refrigerant pressure sensor
airflow in the cockpit. • Evaporators
Rotate the CABIN FAN knob, on the right tilt COMPONENTS
panel, counterclockwise toward DECR or clock-
wise toward INCR to control the evaporator fan Compressor
speeds and airflow to the cabin.
The compressor, in the tailcone, is a variable dis-
Rotate the COCKPIT or CABIN TEMP knobs placement rotary piston unit. It is powered by a 28
between the COLD and HOT positions to control VDC brushless electric motor at a constant speed
the temperature in the cockpit or cabin. and capacity.

The passengers have cabin management system The unit compresses warm, low-pressure refrig-
at each forward facing seat. The panel allows the erant vapor from the evaporators into a hot, high-
passengers to control electronic devices, along with pressure gas, then pumps it through the condenser.
cabin temperature and fan speed. The VIP panel
overrides inputs from the other panels.
Condenser
Turn the CABIN TEMP knob to the REMOTE The condenser is upstream of the compressor.
position to give cabin temperature and fan speed The condenser transfers heat from the refrigerant
control to the cabin management system. to cooler ambient air passing over the condenser
coils. The cooled refrigerant condenses into a high-
When either cockpit or cabin supply duct tempera- pressure subcooled liquid.
ture exceeds 149°C (300°F), the amber COCKPIT
or CABIN DUCT OVERTEMP CAS message This ambient air is ducted through the condenser by
appears on the EICAS. The MASTER CAUTION an inlet on the upper right side of the aft tailcone.
RESET switchlights also illuminate and a chime The cooling air is then routed over the condenser
sounds. Refer to the appropriate procedure in the coils, allowing for the transfer of heat, and then is
approved checklist. ducted overboard through a duct on the lower right
side of the tail cone.

VAPOR-CYCLE SYSTEM Receiver/Dryer Bottle

The receiver/dryer bottle is below the condenser
DESCRIPTION where refrigerant passes through the bottle and
moisture is removed by a desiccant.
The CJ4 aircraft has a vapor-cycle air conditioning
system to provide cool, dry air for the cockpit and
cabin. The system is in the tailcone downstream of Evaporators
the precooler (Figure 11-7). The system extracts
moisture and cools the air that is already in the The CJ4 utilizes three evaporators; one behind each
cockpit and cabin. This system functions in con- cockpit seat and one in the aft cabin. Each evapo-
junction with the ECS bleed air system. rator consists of an electrically powered centrifu-

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 CONDITIONING
11 AIR

11-8
LEGEND
CONDITIONED AIR
COOLED FREON
WARM FREON
COMPRESSED FREON
INLET AIR
VENTED AIR

FORWARD CO-PILOT COCKPIT TEMP CABIN TEMP

AIR VENTS EVAPORATOR SENSOR SENSOR
AFT PRESSURE COMPRESSOR
BULKHEAD PALLET

T OUTLET INLET
AIR OUTLETS T
CONDENSER
AFT EVAPORATOR
T

FOR TRAINING PURPOSES ONLY

PRESSURE RECEIVER/DRYER
SENSOR BOTTLE
SOLAR PILOT
SENSOR EVAPORATOR
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Figure 11-7. Vapor-Cycle Air-Conditioning System

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CONDITIONING
11 AIR
gal blower that draws air across a fin and tube heat Turn the CLIMATE CONTROL knob to the COMP
exchanger. ON position to manually turn on the compres-
sor. This causes the cyan light next to the knob to
Liquid phase refrigerant flows into the heat illuminates.
exchanger, which is heated by the air drawn across
the heat exchanger. The low pressure refrigerant The compressor operates at reduced output with
evaporates into a gas phase in the evaporator as it one generator operating on the ground or in the
picks up heat from the air drawn across the coil. air. The compressor does not operate above 28,000
The cooled air is then distributed to the cockpit feet.
and cabin.

CONTROLS AND INDICATIONS LIMITATIONS

CLIMATE CONTROL Knob For specific information on limitations and proce-
dures, refer to the appropriate checklist or FAA-
The CLIMATE CONTROL rotary knob on the approved Airplane Flight Manual (AFM).
left tilt panel controls the vapor-cycle system. If
the knob is in the NORM position, the system is
controlled by the ECS. The COMP ON position
manually activates the compressor. The cyan light EMERGENCY/
is on anytime the compressor is on. ABNORMAL
OPERATION For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
When on the ground or in flight, position the CLI- FAA-approved AFM.
MATE CONTROL knob to the NORM position to
allow the system to be controlled by the ECS.

Table 11-1. CAS Messages

MESSAGE DESCRIPTION

COCKPIT and CABIN DUCT This message appears on the CAS, a chime sounds, and the MASTER CAU-
OVERTEMP TION RESET switchlights illuminate when either supply duct overtemp sensors
signal that the supply lines temperature exceeds 149°C (300°F). Refer to the
appropriate procedure in the approved checklist.

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CONDITIONING
11 AIR

QUESTIONS
1. What does the PILOT FAN or COPILOT FAN 5. What switch position(s) are required to allow
knobs control? the cabin management system (CMS) to con-
A. Both knobs adjust the volume of airflow trol the cabin temperature?
through the vortex cooler A. CABIN TEMP–PASS
B. Both knobs adjust the volume of airflow B. CABIN TEMP–REMOTE
through the fresh air blower C. COCKPIT TEMP–REMOTE
C. Each knob independently controls the D. COCKPIT TEMP and CABIN
appropriate evaporator fan speed TEMP–PASS
D. Each knob independently controls the
appropriate fresh air fans

2. When does the air condition compressor

operate?
A. If the CLIMATE CONTROL knob is in
NORM, the ECS commands the compres-
sor on or off as required
B. If the CLIMATE CONTROL knob is in
COMP ON, the compressor is command-
ed on all the time
C. Below 28,000 feet
D. All of the above

3. How would a generator failure in flight affect

the air conditioning compressor?
A. The compressor automatically shuts off for
electrical load shedding
B. The compressor continues to operate but
at a reduced output
C. The compressor continues to operate as
normal
D. The compressor automatically shuts off but
can be restored with checklist procedures

4. The COCKPIT DUCT OVERTEMP message

indicates:
A. Supply line to the cockpit has exceeded
normal operation temperature
B. Supply line to the cockpit has exceeded
normal operation pressure
C. Common supply line to the cockpit and
the cabin has exceeded normal operation
temperature
D. Supply line to the cabin has exceeded nor-
mal operation temperature

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

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

12 PRESSURIZATION
GENERAL .......................................................................................................................... 12-1
DESCRIPTION.................................................................................................................... 12-2
COMPONENTS .................................................................................................................. 12-2
Digital Pressure Controller ........................................................................................... 12-2
Outflow Valves.............................................................................................................. 12-2
Outflow Valve Static Sources ....................................................................................... 12-4
CONTROLS AND INDICATIONS ..................................................................................... 12-4
OPERATION ....................................................................................................................... 12-5
Pressurization System Setup ........................................................................................ 12-5
Ground/Taxi Mode ....................................................................................................... 12-5
Prepressurization Mode ................................................................................................ 12-5
Flight Mode .................................................................................................................. 12-5
Pneumatic STBY Mode ............................................................................................... 12-6
High Altitude Mode ...................................................................................................... 12-6
LIMITATIONS..................................................................................................................... 12-6
EMERGENCY/ABNORMAL............................................................................................. 12-6
QUESTIONS ....................................................................................................................... 12-9

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12 PRESSURIZATION

LEFT INTENTIONALLY BLANK

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ILLUSTRATIONS
Figure Title Page
12-1. Pressurization System .............................................................................................. 12-3
12-2. PRESSURIZATION Panel ...................................................................................... 12-4
12-3. MFD 1 Display ........................................................................................................ 12-5

12 PRESSURIZATION
12-4. High Altitude Landing Cabin Rate of Change ........................................................ 12-7
12-5. High Altitude Departure Cabin Rate of Change ...................................................... 12-7

TABLES
Table Title Page
12-1. CAS Messages ......................................................................................................... 12-8

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12 PRESSURIZATION

LEFT INTENTIONALLY BLANK

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CHAPTER 12
PRESSURIZATION

12 PRESSURIZATION
INTRODUCTION
The pressurization system on the CJ4 aircraft maintains the cabin altitude (pressure) to provide
a suitable environment for the crew and passengers regardless of aircraft altitude. This is accom-
plished by ducting a constant supply of bleed air into the cockpit/cabin (pressure vessel) area, then
controlling the amount of air allowed to escape overboard.

GENERAL
The pressurization system utilizes two elements to The CJ4 aircraft is capable of holding a 7,800 ±
pressurize the aircraft. One is a continuous inflow 200 feet cabin pressure altitude at 45,000 feet air-
of temperature controlled engine bleed air provided craft altitude.
by the pneumatic system. The other is a method of
controlling outflow of air to achieve the desired
differential pressure and resultant cabin altitude.

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DESCRIPTION increase pressure in the chamber if the differential

pressure in the chamber is inadequate.
The system is pressurized by inflow and outflow of
Both solenoids are orifice type and cannot over-
conditioned bleed air (Figure 12-1). The inflow of
power the maximum altitude limit valve or the
bleed air is constant through the normal range of
maximum ∆P valve.
engine power settings and only varies slightly with
aircraft altitude. A stable cabin to ambient pressure
differential is established by creating equilibrium OUTFLOW VALVES
between the air entering the cabin and the air leav-
12 PRESSURIZATION

ing the cabin. Two outflow valves are on the lower aft pressure
bulkhead and vent cabin air to the tailcone. Both
The pressurization system consists of the follow- valves have the following components:
ing components:
• Diaphragm
• Digital pressure controller • Independent maximum altitude
• Two outflow valves Limiter (Max Alt)
• Two static sources • Independent maximum differential pressure
limiter (Max ∆P limiter)

COMPONENTS The diaphragm covers a 4-inch diameter outlet grill

and has a reference pressure chamber. The pressure
of the air in the chamber causes the diaphragm to
DIGITAL PRESSURE increase or decrease, thereby changing the cabin
pressure and altitude. A pneumatic interconnect
CONTROLLER tube between the chambers matches the positions
The digital pressure controller on the aft pressure of both valves to ensure balanced operation.
bulkhead contains an electronic microprocessor-
based computer and electromechanical compo- Isolation is also provided between the outflow valve
nents used to position the outflow valves. The chambers to prevent a single fault from disabling
controller drives the outflow valves open, on the both maximum differential pressure valves.
ground, during low engine power settings. In flight,
the controller compares internally generated cabin The Max Alt limiter consists of a maximum alti-
pressure altitude to actual aircraft altitude to adjust tude safety valve connected to the cabin pressure
the cabin pressure up or down. source. This limiter prevents the cabin altitude from
exceeding 14,800 feet. The Max Alt function is set
The pressure controller has climb and dive sole- up on each outflow valve to override the climb sole-
noids with associated pumps internal to the noid valve signal and the Max ∆P limiter.
controller.
The Max ∆P limiter consists of a maximum dif-
The controller opens the climb solenoid when the ferential pressure safety relief valve connected to
cabin altitude needs to be raised. This allows out- an independent static pressure source. This limiter
flow valve reference chamber air to vent to ambi- prevents the cabin differential from exceeding the
ent. The controller commands the climb pump on fuselage structural limit. The limiters are also iso-
to evacuate the chamber if the differential pressure lated between outflow valve chambers to prevent
in the chamber is inadequate. a single fault from disabling both maximum dif-
ferential pressure valves.
The controller opens the dive solenoid when the
cabin altitude needs to be lowered. This allows
cabin air into the outflow valve reference cham-
ber. The controller commands the dive pump on to

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

STATIC SOURCE

CABIN
PRESS
GRILLE

12 PRESSURIZATION
MAX ∆P
LIMITER
THROTTLE CABIN
SWITCH PRESS ISOLATOR CABIN
<85% N2 RESTRICTOR EXHAUST

TRANSDUCERS MAX ALT

LIMITER

CABIN
PRESS
PUMP DIVE
SOLENOID

CLIMB
PUMP SOLENOID
WEIGHT-ON-
WHEEL SWITCH OUTFLOW FLEXIBLE
VALVES DIAPHRAGM

PRESSURIZATION
CONTROLLER

MAX ∆P
LIMITER

CABIN
EXHAUST

MAX ALT
LIMITER

STATIC PRESSURE (FLOW)

PRESSURE VESSEL BOUNDARY LEGEND

CABIN PRESSURE
STATIC PRESS
INFLATION/DEFLATION

Figure 12-1. Pressurization System

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OUTFLOW VALVE STATIC In pneumatic mode, the outflow valves will main-
tain current inflation until influenced by altitude
SOURCES changes.
The outflow valve static sources are in the fuselage/
wing fairing area and are not directly exposed to
ambient air. The upper static source is connected
CABIN PRESSURE DUMP
to the left outflow valve and the controller climb Switchlight
pump. The lower static source is connected to the The CABIN PRESSURE DUMP switchlight is on
right outflow valve and the controller pressure the PRESSURIZATION section of the left tilt panel
12 PRESSURIZATION

transducer. The sources provide sensing of outside (Figure 12-2). The switchlight has a red guarded
ambient air for the maximum differential pressure cover to prevent accidental activation. Pushing the
limiters on the outflow valves. They also provide switchlight disables the pressure controller and
a static pressure reference and vacuum source for energizes the climb solenoid causing both outflow
the controller. valves to open and quickly depressurize the cabin.
The cabin altitude is rapidly increased to 14,300
± 300 feet allowing cabin pressure to be reduced.
CONTROLS AND
INDICATIONS SOURCE KNOB
The SOURCE knob is on the left tilt panel on the
PRESSURE CONTROL STBY PRESSURIZATION panel. It provides automatic
and manual control of the ECS PRSOVs suppling
Switchlight engine bleed air to the aircraft. The SOURCE knob
The PRESSURE CONTROL STBY switchlight, has the following positions (Figure 12-2):
on the PRESSURIZATION section of the left tilt
panel, is a momentary action switchlight (Figure NORM—Allows automatic control of the condi-
12-2). When the switchlight is not illuminated tioned bleed air at a predetermined temperature
(normal mode), the pressure controller automati- range to enter the aircraft.
cally maintains the pressurization of the aircraft.
When the switch is illuminated (STBY position), L or R—When either position is selected, the oppo-
the system deenergizes the pressure controller. This site ECS PRSOV is closed. When in the L position,
places the system into pneumatic standby mode. bleed air is supplied to the cockpit from the left
engine. When in the R position, bleed air is sup-
plied to the cockpit and cabin from the right engine.

OFF—Both ECS PRSOVs are closed. This shuts

off the flow of bleed air.

FRESH AIR—Both ECS PRSOVs are closed.

Outside air is allowed into the aircraft through the
right pylon ram air inlet. A fresh air blower is also
turned on.

PRESSURIZATION DISPLAY
The following cabin pressurization indications are
displayed on the lower section of multifunction
flight display 1 (MFD 1) (Figure 12-3):
Figure 12-2. PRESSURIZATION Panel
• Altitude (ALT)

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

If elevation is incorrectly set above the actual des-

tination field altitude, the pressure controller auto-
matically depressurizes the cabin as the aircraft
passes through the set field elevation and maintains
the aircraft altitude until landing.

If elevation is incorrectly set below the actual des-

tination field altitude, the pressure controller auto-
matically depressurizes the cabin at touchdown.

12 PRESSURIZATION
GROUND/TAXI MODE
With weight on wheels (WOW) and either engine
operating below 85% N2, the pressure controller
commands the outflow valves to the full open posi-
tion for unpressurized ground operation.

PREPRESSURIZATION MODE
With weight on wheels and both engines operating
greater than 85% N2 or Pitot/Static On, the pres-
sure controller begins to close the outflow valves
to bring the cabin pressure difference to an altitude
up to 200 feet below field elevation. This minimizes
Figure 12-3. MFD 1 Display cabin climb pressure bumps at takeoff.

• Rate-of-change (RATE) FLIGHT MODE

• Differential pressure (DIFF) At takeoff, the pressure controller switches to
flight mode. During climb, the controller stays at
• Destination field elevation (DEST ELV) the takeoff cabin pressure until the auto schedule
If any indication is disabled by invalid data, a red X requires a higher cabin pressure based on aircraft
replaces that specific indication. If the data is out of altitude. This schedule maintains the lowest pos-
range of a digital readout, the digits are dashed out. sible cabin altitude that the aircraft permits. This
only allows the cabin altitude to reach 7,800 ± 200
feet at the aircraft ceiling altitude of 45,000 feet.
OPERATION During descent, the pressure controller creates a
pressurization schedule based on the cabin altitude
PRESSURIZATION at the highest aircraft altitude during flight and the
SYSTEM SETUP set destination field elevation. The schedule sets the
cabin altitude equal to the destination field altitude
The destination field elevation is set automatically when the aircraft is approximately 1,000 above the
through the FMS or can be manually set through destination field. This minimizes cabin altitude
the REFS MENU on the PFD DCP (display con- pressure changes during final approach, limiting
trol panel). After elevation has been set, the aircraft cabin pressure bumps on landing.
depressurizes automatically at the field elevation
when landing. The pressure controller uses altitude and altimeter
baro correction settings to determine the flight level
of the aircraft. If this information is unavailable,

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the pressure controller uses the standby mode to increases the rates of the climb and dive solenoids
control cabin altitude. (Figure 12-4).

If the cabin is not depressurized prior to landing, If the cabin altitude is above 9,800 feet for more
push the CABIN PRESSURE DUMP switchlight than 30 minutes, the amber HIGH ELEVATION
to quickly depressurize the cabin. CAS message appears on the EICAS, a chime
sounds, and the MASTER CAUTION RESET
If the cabin altitude is greater than 9,800 ± 200 switchlights illuminate. Refer to the appropriate
feet and the system is not in high altitude mode, procedure in the approved checklist.
12 PRESSURIZATION

the red CABIN ALTITUDE CAS message appears

on the EICAS. The MASTER WARNING RESET
switchlights also flash and an aural alert is heard. Departures
Refer to the appropriate procedure in the approved The high altitude mode is activated before depar-
checklist. ture if the following conditions are met (Figure
12-5):
PNEUMATIC STBY MODE • Weight-on-wheels
If electrical power or pressure controller fail- • Altitude is greater than 8,000 feet
ure occurs, the pneumatic mode automatically
activates. • Cabin altitude is greater than 8, 000 feet
The mode displays the cyan HIGH ELEVATION
When activated, the system commands the out- CAS message on the EICAS. The pressure control-
flow valves to open or close as the aircraft climbs ler shifts the settings for the red CABIN ALTI-
and descends to maintain the cabin altitude. This TUDE CAS message to 14,800 ± 200 feet and
adjusts the pressure trapped in the reference cham- decreases the rates of the climb and dive solenoids.
ber preventing the aircraft from passing through
cabin pressure safety limits. If the cabin altitude is above 9,800 feet for more
than 30 minutes, the amber HIGH ELEVATION
Push the CABIN PRESSURE DUMP switchlight CAS message appears on the EICAS, a chime
to depressurize the cabin quickly before landing or sounds, and the MASTER CAUTION RESET
to increase the cabin altitude. switchlights illuminate. Refer to the appropriate
procedure in the approved checklist.
HIGH ALTITUDE MODE
Landings LIMITATIONS
The pressurization system automatically activates
the high altitude mode for landing if the following For specific information on limitations and proce-
conditions are met: dures, refer to the appropriate checklist or FAA-
approved Airplane Flight Manual (AFM).
• Set destination elevation is greater than
8,000 feet
• Aircraft descends below 24, 500 feet EMERGENCY/
The mode minimizes the amount of time the cabin ABNORMAL
altitude spends above 8,000 feet.
For specific information on emergency/abnormal
The mode displays the cyan HIGH ELEVATION procedures, refer to the appropriate checklist or
CAS message on the EICAS. The pressure con- FAD-approved AFM.
troller shifts the settings for the red CABIN ALTI-
TUDE CAS message to 14,800 ± 200 feet and

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CJ4 Flight Profile

High Altitude Landing
45000
Auto Schedule Line
High Altitude Takeoff
40000 DP Limiters Negative DP Line
Nominal DP

35000 Cruise at 45k

Aircraft Altitude - Feet

30000

12 PRESSURIZATION
Descent holds Cabin Alt @ 7800 ft
AutoSchedule Boundary
until A/C alt @ 24500 ft
25000

20000

Descent to set LFE

15000
A/C Climbs to 45k LFE + 1500 ft
Cabin Climbs @ 600 ft/m
10000 until Cabin Alt @ 7800 ft
LFE @ 13500 ft
Prepressurization
5000
Negative DP Line
Takeoff @ 3500 ft
0
0 2000 4000 6000 8000 10000 12000 14000
Cabin Altitude - Feet

Figure 12-4. High Altitude Landing Cabin Rate of Change

CJ4 Flight Profile

High Altitude Departure
45000
Auto Schedule Line
High Altitude Takeoff
40000 DP Limiters Negative DP Line
Nominal DP
Cruise at 45k
35000
Cabin climbs to follow
AutoSchedule Boundary
Aircraft Altitude - Feet

30000

AutoSchedule Boundary Cabin descends @ 100 ft/m toward

25000 LFE until the AutoSchedule Boundary

20000 A/C descends to LFE

Cabin descends to 7800
Cabin descends until Cabin
while A/C climbs to 24500
alt is 3500 ft @ A/C of 5000
15000
Prepressurization

10000
Takeoff @ 13500
LFE + 1500 ft
5000
Negative DP Line
LFE @ 3500 ft
0
0 2000 4000 6000 8000 10000 12000 14000
Cabin Altitude - Feet

Figure 12-5. High Altitude Departure Cabin Rate of Change

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Table 12-1. CAS Messages

MESSAGE DESCRIPTION

CABIN ALTITUDE Normal Mode:

When in normal mode, the red CABIN ALTITUDE CAS message appears on
the EICAS anytime cabin altitude is greater than 9,800 ± 200 feet . The MAS-
TER WARNING RESET switchlights also flash and an aural alert is heard.
The message extinguishes at 7,800 ± 200 feet after the MASTER WARNING
12 PRESSURIZATION

RESET switchlight has been pushed. Refer to the appropriate procedure in the
approved checklist.

High Elevation Mode:

When in high elevation mode, the red CABIN ALTITUDE CAS message appears
when the cabin altitude is greater than 14,800 ± 200 feet. The MASTER WARN-
ING RESET switchlights also flash and an aural alert is heard. The message
extinguishes when cabin altitude is less than 12,600 ± 200 feet. Refer to the
appropriate procedure in the approved checklist.
HIGH ELEVATION This message appears on the EICAS when the cabin altitude reaches 9,800 ±
200 but less than 14,800 ± 200 for more than 30 minutes. The MASTER CAU-
TION RESET switchlights also illuminate and a chime sounds. Refer to the
appropriate procedure in the approved checklist.
PRESSURIZATION CONTROL Indicates when the controller is unable to automatically control cabin pressure
due to one of the following:

• Absence of landing field elevation (manually input or through FMS)

• An internal fault
• PRESSURE CONTROL STBY has been selected
• AVIONICS switch is not ON
SUPPLEMENTAL PRESS This message appears on the CAS and a chime sounds when the cabin alti-
tude exceeds 14,800 ± 200 feet. The MASTER CAUTION RESET switchlights
also illuminate. The message disappears when the cabin altitude descends
below 13,150 ± 200 feet. Refer to the appropriate procedure in the approved
checklist.
HIGH ELEVATION This message appears on the CAS when the pressure controller is in high
elevation mode.

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QUESTIONS
1. Where does the pressurization controller get 6. What is the difference between the cyan and
the landing field elevation information? amber HIGH ELEVATION message?
A. FMS entries A. Cyan is normal, amber is when cabin alti-
B. Manual settings on PFD 1 displayed on tude is above approximately 10,000 feet
MFD 1 for 30 minutes
C. Manual settings on MFD 2 B. Cyan is when cabin altitude is above

12 PRESSURIZATION
D. Both A and B approximately 10,000 feet for 30 min-
utes, amber is when cabin altitude is above
approximately 15,000 feet
2. How does the pilot know when the pressur-
ization controller is in HIGH ELEVATION C. Cyan is normal, amber is when cabin alti-
mode? tude is above approximately 10,000 feet in
manual mode
A. Cyan HIGH ELEVATION message
D. Both messages are normal, for pilot infor-
B. Amber HIGH ELEVATION message mation only
C. Red CABIN ALTITUDE message
D. Both A and B

3. Where is the CAB RATE of climb displayed?

A. On the FMS CDU 1
B. On the PFD 1 lower format
C. On the MFD 1 lower line
D. On the MFD 2 CAS message section

4. What occurs if the pilot pushes the CABIN

PRESSURE–DUMP button?
A. The outflow valves close, and the cabin
depressurizes
B. The outflow valves open, and the cabin
depressurizes
C. The PRSOV closes, and the cabin
depressurizes
D. The PRSOV opens, and the cabin
depressurizes

5. What is the cabin altitude if the red CABIN

ALTITUDE message displays?
A. Approximately 10,000 feet in all modes
B. Approximately 10,000 feet in normal
mode
C. Approximately 15,000 feet in high eleva-
tion mode
D. Both B and C

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CHAPTER 13
HYDRAULIC POWER SYSTEM
CONTENTS
INTRODUCTION ............................................................................................................... 13-1
GENERAL .......................................................................................................................... 13-1
DESCRIPTION.................................................................................................................... 13-2
COMPONENTS .................................................................................................................. 13-2
Engine-Driven Pumps .................................................................................................. 13-2
Reservoir ...................................................................................................................... 13-2
Fluid Filters .................................................................................................................. 13-2
Main System Manifold ................................................................................................. 13-2

POWER SYSTEM
13 HYDRAULIC
Drain Masts .................................................................................................................. 13-2
Service Panels .............................................................................................................. 13-4
HYDRAULIC FIREWALL SHUTOFF VALVES ........................................................ 13-5
HYDRAULIC SHUTOFF Switchlights ....................................................................... 13-5
Hydraulic Subsystems .................................................................................................. 13-5
LIMITATIONS..................................................................................................................... 13-6
EMERGENCY/ABNORMAL............................................................................................. 13-6
QUESTIONS ....................................................................................................................... 13-8

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13 HYDRAULIC

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ILLUSTRATIONS
Figure Title Page
13-1. Hydraulic System Schematic ................................................................................... 13-3
13-2. Drain Masts ............................................................................................................. 13-4
13-3. Hydraulic Service Panel .......................................................................................... 13-4
13-4. Aft Fairing Service Panels ....................................................................................... 13-5
13-5. HYDRAULIC SHUTOFF Switchlights .................................................................. 13-5

TABLES
Table Title Page
13-1. CAS Messages ......................................................................................................... 13-7

POWER SYSTEM
13 HYDRAULIC

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13 HYDRAULIC

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CHAPTER 13
HYDRAULIC POWER SYSTEM

POWER SYSTEM
13 HYDRAULIC
INTRODUCTION
This chapter provides information on the hydraulic system for the CJ4 aircraft. The system is
comprised of a single, closed-center hydraulic system with two engine-driven hydraulic pumps to
provide hydraulic power to four subsystems; landing gear, flaps, ground spoilers, and speedbrakes.
System operation is presented by the engine indication and crew alert system (EICAS). This
hydraulic system has nothing to do with the brake hydraulic system.

GENERAL
The hydraulic system uses MIL-PRF-87257 The bulk of the hydraulic system components are
hydraulic fluid contained in a pressurized reser- housed in the aft fairing just behind the right wing
voir in the aft fairing behind the right wing. trailing edge.

The fluid is powered by two engine-driven constant Various crew alerting system (CAS) messages and
speed hydraulic pumps that supply 3,000 psi to the position indicators in the cockpit provide informa-
pressure side of the system and 50 psi to the return tion about the integrity of the hydraulic system.
side of the system.

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DESCRIPTION When in operation, the hydraulic pumps maintain

a pressure of 50 psi in the main chamber of the
reservoir.
The hydraulic system has two engine-driven pumps
that pressurize a single system. The system is
When not in operation, spring force inside the res-
designed to operate within an ambient tempera-
ervoir supplies a constant pressure of 4 psi to the
ture range of –54°C to 72°C (Figure 13-1).
return side of the system. This provides fluid to the
pumps during startup to prevent cavitations.

COMPONENTS The reservoir is protected from excessive internal

pressure by a relief valve. Excessive pressure is dis-
The hydraulic system is comprised of the follow- charged overboard through the center drain mast.
ing components: The hydraulic reservoir manual dump valve emp-
ties all fluid through the same center drain mast.
• Engine-driven pumps
• Reservoir FLUID FILTERS
• Fluid filters Hydraulic fluid flows through a two stage system
• Main system manifold consisting of four filters. The return side has a main
system filter and a landing gear filter. The main
• Drain masts system and landing gear filters are placed between
the reservoir and system manifold. On the pres-
POWER SYSTEM

• Service panels
13 HYDRAULIC

sure side the filters are between the engine-driven

• Firewall Shutoff Valves pumps and the system manifold.

ENGINE-DRIVEN PUMPS MAIN SYSTEM MANIFOLD

An engine-driven pump is located on each engine
accessory drive pad. The pumps supply a continu- The main system manifold is a single control unit
ous flow of hydraulic fluid. Any fluid not utilized that is used to control the landing gear, flaps, and
by the system is fed back to the reservoir via the to provide pressure to the speedbrakes and ground
case drain lines. spoilers. The manifold also contains pressure trans-
ducers for sensing pump pressure and a system
The left pump acts as the primary supply and the relief valve.
right pump acts as the backup. Either pump can
handle any normally anticipated hydraulic system DRAIN MASTS
demand.
Three drain masts on the underside of the aft fairing
Because each pump is within the engine fire zones, provide for excess fluid to drain from the aircraft
a motor driven ball valve (firewall shutoff valve) (Figure 13-2).
outside the fire and rotor noncontainment zones
is utilized to stop the flow of fluid to the pumps. In the event of a hydraulic leak, fluid from the
engine pylons, tailcone, and far aft fairing drains
through the farthest aft drain mast.
RESERVOIR
The aircraft has a bootstrap style pressurized res- Components in the aft fairing immediately behind
ervoir. The unit has a capacity of 335 cubic inches, the wing would drain through the center drain mast.
and is serviced with 200 cubic inches of fluid at The reservoir overfill relief/dump valve is piped
21°C ambient temperature. directly to this drain.

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SYSTEM
MANIFOLD

LANDING
GEAR

SPEED-
BRAKES

WING FLAPS

POWER SYSTEM
13 HYDRAULIC
GROUND
SPOILERS

CHECK CHECK
VALVE VALVE

FILTER LEFT ENGINE FIREWALL FIREWALL RIGHT ENGINE FILTER

PUMP SHUTOFF SHUTOFF PUMP

HYDRAULIC RESERVOIR
(TAIL CONE)

Figure 13-1. Hydraulic System Schematic

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Figure 13-2. Drain Masts

Fluid in the forward fairing and finger fairing

would drain through the forward drain mast.

SERVICE PANELS
The hydraulic system is preflighted and serviced
POWER SYSTEM
13 HYDRAULIC

through the service panel on the aft right fuselage

behind the wing (Figure 13-3). The following com-
ponents are accessed through this panel:

• Pressure and return ports

• Remote hydraulic fluid level gauge and
indicator switch
• Manual dump valve (pull)
Pressure and return quick disconnect ports connect
to the aircraft hydraulic system at the respective
circuits. A hydraulic mule connects to the pressure
or return ports for testing the flaps, speedbrakes,
landing gear, and ground spoilers. The mule is also Figure 13-3. Hydraulic Service Panel
used for servicing the reservoir.
The manual dump valve to the right of the return
The pressure and return ports have quick-discon- port is used to bleed the system and can dump all
nect fittings that allow the aircraft to be serviced the fluid from the reservoir out the center drain
and tested from a hydraulic mule. mast.
The remote hydraulic gauge indicates reservoir All primary components (except pumps) and fil-
fluid level when the indicator switch to the left of ters are accessed through one of three maintenance
the gauge is activated. A potentiometer within the panels on the underside of the fuselage aft of the
reservoir provides the signal. This only requires wing (Figure 13-4).
that the battery is mechanically connected to the
aircraft. The remote gauge also provides an input
to the CAS message logic if volume is low.

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When the engines are operating, engine-driven

hydraulic pumps continuously supply fluid from
the reservoir through the system (see Figure 13-1).

In the event of a loss of hydraulic pressure a pneu-

matic system is available to deploy the landing
gear. The pneumatic bottle and the pressure gauge
on the forward pressure bulkhead can be viewed
from the right nose baggage compartment. Refer
to chapter 14—“Landing Gear and Brakes” for
more information.

Figure 13-4. Aft Fairing Service Panels In the event of certain malfunctions, an electrically
actuated shutoff valve is used to isolate the pump
from the rest of the system. The shutoff valves
HYDRAULIC FIREWALL are controlled by the HYDRAULIC SHUTOFF
SHUTOFF VALVES switchlights on the pilot’s left tilt panel (Figure
13-5).
A firewall shutoff valve is installed between the
reservoir and hydraulic pump on each engine.
These motor-driven ball valves are normally open
and require main DC power to close. Certain mal-

POWER SYSTEM
13 HYDRAULIC
functions may require that the valve be closed by
the pilot.

HYDRAULIC SHUTOFF
SWITCHLIGHTS
Two HYDRAULIC SHUTOFF switchlights are
mounted on the left tilt panel. These have a yel- Figure 13-5. HYDRAULIC SHUTOFF
low guarded cover to prevent accidental activation. Switchlights
When the switchlight is not lit, the firewall shutoff
valve is open. When the switchlight is illuminated Transducers in the manifold provide pump pressure
with a yellow light, the firewall shutoff valve was indications to the EICAS system.
manually commanded to close.
If both hydraulic pumps malfunction or if hydraulic
OPERATION fluid is lost, the landing gear, flaps, speedbrakes,
and ground spoilers do not function. The aircraft
must not be flown higher than FL410. However,
Hydraulic fluid level is checked using the remote emergency descent is not necessary. Use the emer-
hydraulic gauge in the service panel on the aft right gency landing gear system to extend the landing
fuselage. Depress the indicator switch to the left of gear and land as soon as practical. Diversion to a
the gauge to energize the gauge. After verifying longer runway may be required.
fluid level, release the switch and verify that the
needle has returned to the off position.
HYDRAULIC SUBSYSTEMS
NOTE
Hydraulically powered subsystems include landing
Aircraft power does not need to be on to gear, speedbrakes, and ground spoilers, and flaps.
utilize the remote gauge. For detailed information on each subsystem, refer
to Chapter 14—“Landing Gear and Brakes” and
Chapter 15—“Flight Controls”.

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LIMITATIONS
For specific information on limitations and proce-
dures, refer to the appropriate checklist or FAA-
approved Airplane Flight Manual (AFM).

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

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Table 13-1. CAS Messages

MESSAGE DESCRIPTION

HYD PRESSURE HIGH L–R This message appears and a chime sounds when the system pressure increas-
es above 3,400 psi. The MASTER CAUTION RESET switchlights also illuminate.
Refer to the appropriate procedure in the approved checklist.

HYD PRESSURE LOW L–R This message indicates the respective pump pressure is below 2200 psi and
not due to a closed firewall shutoff valve. Response time of gear, flaps, and
speedbrakes or ground spoilers may be slower than normal.

HYD F/W SHUTOFF This message appears on the EICAS when either HYD SHUTOFF switchlight is
depressed or either ENG FIRE switch is pushed.

HYD PRESSURE LOW L–R This message indicates the respective pump pressure is below 2200 psi due to
a closed firewall shutoff valve. Response time of gear, flaps, and speedbrakes
or ground spoilers may be slower than normal.

POWER SYSTEM
13 HYDRAULIC

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QUESTIONS
1.The only hydraulic fluid approved for the CJ4 is:
A. MIL–PRF–83282
B. MIL–PRF–5606
C. SKYDROL
D. MIL–PRF–87257

2. The hydraulic fluid level can be checked:

A. At the hydraulic service panel, must have
BATTERY switch ON
B. At the hydraulic service panel, BATTERY
switch may be ON or OFF
C. Hydraulic reservoir dipstick, reservoir
must be depressurized
D. Service mule gauge only

3. The pilot may display hydraulic pressure levels

in normal flight on:
POWER SYSTEM

A. Hydraulic service panel

13 HYDRAULIC

B. MFD 1 or 2
C. PFD 1 or 2
D. FMS CDU

4. The cyan HYD F/W SHUTOFF L message

indicates:
A. Left hydraulic pump has internally failed
B. Left hydraulic pump is over pressure
C. Pilot pressed the HYDRAULIC SHUT-
OFF switchlight on the left side
D. Both B and C

5. The subsystems of the hydraulic system are:

A. Landing gear and brakes, flaps and
speedbrakes
B. Landing gear, flaps and speedbrakes only
C. Landing gear, flaps, speedbrakes and
ground spoilers
D. Speedbrakes and ground spoilers and
brakes

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CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
INTRODUCTION ............................................................................................................... 14-1
GENERAL .......................................................................................................................... 14-1
LANDING GEAR ............................................................................................................... 14-2
Description ................................................................................................................... 14-2
Controls and Indications............................................................................................... 14-2
Operations .................................................................................................................... 14-3
BRAKES .............................................................................................................................. 14-6
Description ................................................................................................................... 14-6
Components .................................................................................................................. 14-8
Controls and Indications............................................................................................... 14-8
Operations .................................................................................................................... 14-8
ANTISKID SYSTEM .......................................................................................................... 14-9
Description ................................................................................................................... 14-9

14 LANDING GEAR
Operations ................................................................................................................. 14-12

AND BRAKES
LIMITATIONS.................................................................................................................. 14-13
EMERGENCY/ABNORMAL.......................................................................................... 14-13
QUESTIONS .................................................................................................................... 14-14

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14 LANDING GEAR
AND BRAKES

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ILLUSTRATIONS
Figure Title Page
14-1. Landing Gear Assemblies ........................................................................................ 14-2
14-2. LANDING GEAR Panel ......................................................................................... 14-2
14-3. AUXILIARY GEAR CONTROL Handle ............................................................... 14-3
14-4. Landing Gear Schematic - Retraction ..................................................................... 14-4
14-5. Landing Gear Schematic - Extension ...................................................................... 14-5
14-6. Brake Service Door ................................................................................................. 14-6
14-7. Landing Gear Schematic - Emergency Extension ................................................... 14-7
14-8. PARK BREAK Handle ............................................................................................ 14-8
14-9. Emergency Brake System ..................................................................................... 14-10
14-10. Power Brake and Digital Antiskid System ......................................................... 14-11

TABLES
Table Title Page
14-1. CAS Messages ...................................................................................................... 14-14

14 LANDING GEAR
AND BRAKES

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AND BRAKES

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CHAPTER 14
LANDING GEAR AND BRAKES

INTRODUCTION

14 LANDING GEAR
This chapter describes the landing gear, towing, and brake systems of the CJ4 aircraft.

AND BRAKES
GENERAL
The aircraft utilizes a hydraulically actuated land- brake systems are indicated by the crew alert sys-
ing gear and brake system. A pneumatically con- tem (CAS) messages that appear on the MFD.
trolled back-up system is provided for landing gear
extension and wheel brake operation in the event The brake system is operated by a separate hydrau-
of a hydraulic or electrical failure. lic system. An electronic antiskid system monitors
the gear wheel speeds and reduces brake pressure
The landing gear position is provided by colored as necessary.
indicator lights on the LANDING GEAR panel
in the cockpit. The status of the landing gear and

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LANDING GEAR
DESCRIPTION
The landing gear system utilizes three double act-
ing actuators to extend and retract both main and
the nose landing gear. All three gear actuators have
internal mechanical downlocks. The uplock hooks
are attached to the wheel bays and hold the gear in
the up-and-locked position.

In order to improve the free-fall ability of the gear

and to decrease the landing gear extension time,
regenerative shuttle valves are used in the main
landing gear system.

The maximum landing gear operating speed (VLO)

and maximum landing gear extended speed (VLE)
is 200 KIAS.

The CJ4 uses a trailing link landing gear assembly

with conventional air-over-oil struts (Figure 14-1).

Squat switches on each gear sense weight-on-

wheels or weight-off-wheels. If there is a miscom-
pare between the switches, a signal is sent to the
CAS system for display.

The pneumatic back-up system for the gear and

brakes is provided by a single nitrogen storage Figure 14-1. Landing Gear Assemblies
bottle that provides sufficient pneumatic pressure
to extend the gear and provide emergency braking.
14 LANDING GEAR

The nose gear and tire provide nose wheel steering

AND BRAKES

through rudder pedal inputs. Cables from the ped-

als move the nose wheel up to 20 degrees. Bun-
gees are used to assist centering prior to retraction.

The nosewheel steering system provides direc-

tional control on the ground through cables to the
rudder pedals.

CONTROLS AND INDICATIONS

LANDING GEAR Control Panel
The landing gear is controlled by the GEAR UP
and GEAR DOWN positions of the landing gear
handle on the LANDING GEAR control panel in
the center of the instrument panel (Figure 14-2). Figure 14-2. LANDING GEAR Panel

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Gear Indicator Lights • Flaps ≤ 15o, both throttles <CRU, RADALT

is invalid, and AOA > 0.4
Gear position is indicated by six indicator lights on
the LANDING GEAR panel. • Single Engine without securing the failed
engine to STOP:
When the handle is down and all landing gear are
locked down, three green indicator lights illumi-
nate. When the handle is up and all gear are locked ° Flaps > 15o, either engine is off, and
opposite throttle < CRU
up, no lights are illuminated. If any gear does not
match the position of the handle (up or down), a ° Flaps ≤ 15o, either engine is off, opposite
red light illuminates for the affected gear. throttle < CRU, and RADALT < 500 feet
° Flaps ≤ 15o, both throttles <CRU, RAD-
AUXILIARY GEAR CONTROL ALT is invalid, and AOA > 0.4
Handles The landing gear aural warning cannot be canceled.
The AUXILIARY GEAR CONTROL handle in the
cockpit floor between the pilot and copilot seats OPERATIONS
controls the landing gear pneumatic system (Fig-
ure 14-3). The auxiliary gear control consists of a Gear Retraction
manual release handle and a red blow down handle.
To retract the landing gear, the LANDING GEAR
handle is pulled out then placed upward into the
GEAR UP position. This commands the gear con-
trol valve to the retract position which provides
hydraulic pressure for retraction (Figure 14-4). The
pressure is directed to the retract port of the actua-
tor and disengages the downlocks of all three gear
(red lights appear on the panel). The uplock hooks
are positioned to engage the rollers on the retracted
gear. The uplock hooks hold the gear in the up-
and-locked position. As each gear locks up, the
corresponding red light extinguishes on the panel.

Retract pressure is removed once all three gear

14 LANDING GEAR
sensors indicate the uplock hooks are in the locked

AND BRAKES
Figure 14-3. AUXILIARY GEAR CONTROL position. The gear control valve returns to a neu-
Handle tral position.

Landing Gear Aural Warning If one of the landing gear does not agree with
the gear handle, the red light remains on and the
The landing gear aural warning sounds for the fol- retract pressure remains applied.
lowing conditions when one or more gear is not
locked down and one throttle is below the CRU
detent: Gear Extension
To extend the landing gear, the LANDING GEAR
• Landing gear systems test is active and both handle is pulled out then placed downward into the
throttles are <CRU GEAR DOWN position. This commands the gear
control valve to the extend position which provides
• Flaps > 15o and both throttles < CRU hydraulic pressure for extension (Figure 14-5). The
pressure is directed to the extend port of the actua-
• Flaps ≤ 15o, throttles < CRU, and RADALT
< 500 feet

FOR TRAINING PURPOSES ONLY 14-3

 AND BRAKES
14 LANDING GEAR

PRESSURE FROM
TO HYDRAULIC RESERVOIR
HYDRAULIC PUMP
CONTROL VALVE

14-4
LANDING GEAR
REGENERATIVE BLOWDOWN REGENERATIVE
SHUTTLE VALVE SHUTTLE VALVE

LANDING GEAR LANDING GEAR

ACTUATOR ACTUATOR

UPLOCK UPLOCK

SHUTTLE
VALVE
EMERGENCY FLUID
RETURN VALVE
NITROGEN
BLOWDOWN
BOTTLE

LANDING GEAR
ACTUATOR
UPLOCK

LEGEND

FOR TRAINING PURPOSES ONLY

HIGH PRESS HYDRAULIC FLUID
LOW PRESS RETURN FLUID
NITROGEN PRESSURE
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Figure 14-4. Landing Gear Schematic - Retraction

 PRESSURE FROM
TO HYDRAULIC RESERVOIR
HYDRAULIC PUMP
CONTROL VALVE
LANDING GEAR
REGENERATIVE BLOWDOWN REGENERATIVE
SHUTTLE VALVE SHUTTLE VALVE

LANDING GEAR LANDING GEAR

ACTUATOR ACTUATOR

UPLOCK UPLOCK

SHUTTLE
VALVE
EMERGENCY FLUID
RETURN VALVE
NITROGEN
BLOWDOWN
BOTTLE

LANDING GEAR
ACTUATOR
UPLOCK

LEGEND
HIGH PRESS HYDRAULIC FLUID

FOR TRAINING PURPOSES ONLY

LOW PRESS RETURN FLUID
NITROGEN PRESSURE
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

14-5
Figure 14-5. Landing Gear Schematic - Extension

14 LANDING GEAR
AND BRAKES
 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

tor and retracts the uplock hooks of all three gear Prior to using the nitrogen bottle for emergency
(red lights appear on the panel). extension, the landing gear handle must be down
and/or the gear control circuit breaker pulled, to
A shuttle valve in each main gear line allows fluid prevent possibly energizing the gear hydraulic sys-
from the retract side of the actuator to flow back to tem to the retract position. Once nitrogen has been
the extend side. This improves gear free-fall capa- entered into the hydraulic lines, do not attempt to
bility and reduces pump demand during extension. retract the gear.
As each gear locks down, the corresponding red
light is replaced with a green light on the panel.
Extend pressure remains on the actuators for 60
seconds, then the gear control valve returns to a
BRAKES
neutral position.
DESCRIPTION
If one of the landing gear does not agree with the
gear handle, the red light remains on and the extend The brakes are operated by a separate hydraulic
pressure remains applied. If any of the downlock system with an independent reservoir, electric
sensors fail, the amber GEAR DOWN MONITOR pump, and accumulator. The brake metering valve
FAIL message appears. regulates hydraulic pressure from the reservoir
to the brakes based on pilot or copilot input via a
series of cables from the toe brakes on the rudder
Emergency Extension pedals.
In the event of a hydraulic or electrical failure, gear
extension is provided by the pneumatic back-up The PARK BRAKE handle engages the parking
system. The back-up system uses both gear free- brake system which traps pressure applied to the
fall and gear blow down to ensure landing gear is brakes.
down-and-locked.

The AUXILIARY GEAR CONTROL handle in the

cockpit floor between the pilot and copilot seats
controls the landing gear pneumatic system.

To manually extend the gear, reach into the PUSH

plate with palm facing aft. Grasp the PULL handle
14 LANDING GEAR

and pull up and back until it locks vertically. This

AND BRAKES

manually disengages the uplock hooks and allows

the gear to free-fall (Figure 14-7). At higher air-
speeds all three gear may show green lights. The
red knob under the handle is pulled to activate the
nitrogen bottle, placing nitrogen into the extend
side of the actuators, unlocking the uplocks (if
they did not release manually) and locking the gear Figure 14-6. Brake Service Door
down. Hold the knob extended for a few seconds
and then ease it down. A pneumatic back-up system is used to supply
pressure to the brake assemblies in the event of a
Once the gear indicates down-and-locked, the man- brake system failure.
ual handle may be stowed to clear the aisle. Pull
back on the large handle and then pull up on a small Each main gear wheel has three fuseplugs to deflate
release latch on the underside of the handle. Ease the tires in the event of an overtemperature of the
the handle forward until flush with the floor. brakes.

14-6 FOR TRAINING PURPOSES ONLY

 PRESSURE FROM
TO HYDRAULIC RESERVOIR
HYDRAULIC PUMP
CONTROL VALVE
LANDING GEAR
REGENERATIVE BLOWDOWN REGENERATIVE
SHUTTLE VALVE SHUTTLE VALVE

LANDING GEAR LANDING GEAR

ACTUATOR ACTUATOR

UPLOCK UPLOCK

SHUTTLE
VALVE
EMERGENCY FLUID
RETURN VALVE
NITROGEN
BLOWDOWN
BOTTLE

LANDING GEAR
ACTUATOR
UPLOCK

LEGEND
HIGH PRESS HYDRAULIC FLUID
LOW PRESS RETURN FLUID

FOR TRAINING PURPOSES ONLY

NITROGEN PRESSURE
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

14-7
Figure 14-7. Landing Gear Schematic - Emergency Extension

14 LANDING GEAR
AND BRAKES
 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

COMPONENTS CONTROLS AND INDICATIONS

Brake Service Door Brake Metering Valve
Access for the reservoir sight gauges, accumulator The brake metering valve is the mechanical inter-
pressure gauge, and manual dump valve is accom- face between the pilots and the brake hydraulic
plished through the brake service door at the trail- system. The valve regulates hydraulic pressure to
ing edge of the left wing (Figure 14-6). the brake stacks based on pilot or copilot input via
cables from the brake pedals. The pilot applying
the greater force to the corresponding pedal deter-
Reservoir mines the braking pressure up to a maximum of
The reservoir is a 100 cubic inch unit pressur- 1,000 psig.
ized with outflow air from the cabin. Fluid level
is checked using sight gauges through the brake
service door at the trailing edge of the left wing.
PARK BRAKE Handle
The PARK BRAKE handle is under the instrument
panel near the pilots left knee. The handle con-
Electric Pump trols the parking brake valve which traps pressure
The electric pump is capable of supplying 1,500 applied to the brakes (Figure 14-8).
psi at 0.6 gpm. It houses a removable integrated
fluid filter. The pump is powered on anytime the
LANDING GEAR handle is in the GEAR DOWN
Parking Brake Valve
position and the accumulator pressure is below The parking brake valve, which is downstream of
1,175 ± 75 psi. When the accumulator pressure the antiskid control valve, is equipped with a check
reaches 1,500 ± 50 psi, the power is removed from valve in each of the brake lines. The valve also has
the pump. thermal relief valves to accommodate pressure rise
due to fluid expansion. The thermal relief valves
relieve pressure in excess of 1,200 ± 50 psig and
Accumulator reseat to maintain a trapped pressure of at least
The accumulator provides pressurized fluid to the 600 psig.
brake metering valve which regulates pressure (0
to 1,000 +50/–20 psi) to the brake assemblies in
proportion to the brake pedal deflection.
EMER BRAKE Handle
14 LANDING GEAR

The EMER BRAKE handle below the pilot instru-

AND BRAKES

ment panel controls the pneumatic back-up brake

system.

Pulling back on the EMER BRAKE handle increas-

es brake pressure in proportion to the handle posi-
tion. Pressure is reduced and the nitrogen in the
brake lines is vented overboard when the handle
is released.

OPERATIONS
Preflight
The pneumatic bottle pressure gauge in the right
nose baggage compartment is also checked dur-
ing preflight.
Figure 14-8. PARK BREAK Handle

14-8 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Open the brake service door, on the aft fairing assemblies according to pilot demand up to a maxi-
at the trailing edge of the left wing, and visually mum of 450 ± 50 psi.
inspect the reservoir sight gauges and the brake
accumulator pressure gauge. Pulling back more on the lever increases brake
pressure in proportion to the lever position. Brake
Push the brake dump valve above the brake accu- pressure is reduced and the nitrogen is vented over-
mulator pressure gauge and verify the precharge board as the spring-loaded lever is allowed to move
level is in the green band on the gauge. Verify that forward. Repeatedly increasing and decreasing
brake fluid is showing in the upper sight gauge of brake pressure rapidly depletes the nitrogen sup-
the reservoir and release the dump valve. If the ply. For the most efficient use of the emergency
battery is on, the brake pump energizes pressur- brake system, the lever should be pulled and held
izing the brakes. in a position that provides the desired deceleration.

The nitrogen storage bottle has a volume of 105 ±

Brakes 5 cubic inches. The storage bottle is pressurized to
The brakes are applied when either pilot applies a precharge pressure of 2,200 ± 200 psi.
pressure to the top of the rudder pedals. The brake
cable system is designed so inputs from the pedals The pneumatic system does not provide antiskid or
on one side do not cause the other pedals to move. differential braking.
The pilot applying the greater force to the corre-
sponding pedal determines the braking pressure.
ANTISKID SYSTEM
Parking Brake
The PARK BRAKE handle is on the left side of the DESCRIPTION
cockpit, under the instrument panel. When pulled, The antiskid system provides maximum braking
it places check valves into the brake lines and traps efficiency under all runway conditions. The anti-
existing hydraulic pressure in the brake lines. Addi- skid system also provides touchdown protection
tional pressure may be applied to the wheel brakes and locked wheel crossover protection (Figure
by pressing on the brake pedals. Push the handle to 14-10). The system can not be switched off in the
release the parking brake. cockpit. If the system fails, the antiskid valve is
forced open to allow for power braking.
Thermal relief valves incorporated in the parking

14 LANDING GEAR
brake valve accommodate for any pressure rise in The antiskid system performs continuous integrity

AND BRAKES
the system due to fluid expansion when the park- checks and displays any failures on the CAS por-
ing brake is engaged shortly after heavy braking tion of an MFD.
activity.
CONTROLS AND INDICATIONS
Emergency Braking
In the event of a brake system failure, braking Antiskid Control Unit
is accomplished using a back-up pneumatic sys-
tem. The pneumatic system is independent of the The antiskid control unit interprets data from the
hydraulic brake system. Dedicated pneumatic lines wheel speed transducers to determine if a skid is
are routed from the emergency brake valve to the occurring. The unit prevents a skid by using the
brake shuttle valves (Figure 14-9). antiskid control valve.

When the EMER BRAKE handle below the pilot

instrument panel is pulled, the system pneumatic
bottle is activated. The system uses compressed
nitrogen to supply equal pressure to both brake

FOR TRAINING PURPOSES ONLY 14-9

 AND BRAKES
14 LANDING GEAR

PILOT/COPILOT RUDDER PEDALS CABIN PRESSURE

14-10
FLUID RESERVOIR

POWER BRAKE 900 PSI

PUMP MOTOR
P

P 1,100–1,500 PSI
ACCUMULATOR
PEDAL CABLES
POWER
BRAKE
VALVE

ANTISKID
SERVO
VALVE

DIGITAL ANTISKID
CONTROL UNIT 28 VDC MAIN

LEGEND
BRAKE FLUID PRESSURE
HIGH PRESSURE FLUID
PARKING BRAKE
NITROGEN PRESSURE VALVE

FOR TRAINING PURPOSES ONLY

CABIN PRESSURE

BRAKE SHUTTLE
VALVES
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

EMERGENCY
BRAKE
WHEEL SPEED VALVE WHEEL SPEED
TRANSDUCER TRANSDUCER
NITROGEN
VENT BLOWDOWN
BOTTLE

Figure 14-9. Emergency Brake System

 PILOT/COPILOT RUDDER PEDALS CABIN PRESSURE

FLUID RESERVOIR

POWER BRAKE 900 PSI

PUMP MOTOR
P

P 1,100–1,500 PSI
ACCUMULATOR
PEDAL CABLES
POWER
BRAKE
VALVE

ANTISKID
SERVO
VALVE

DIGITAL ANTISKID
CONTROL UNIT 28 VDC MAIN

LEGEND
BRAKE FLUID PRESSURE
HIGH PRESSURE FLUID
NITROGEN PRESSURE PARKING BRAKE
VALVE
CABIN PRESSURE

FOR TRAINING PURPOSES ONLY

RETURN FLUID

BRAKE SHUTTLE
VALVES
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

EMERGENCY
BRAKE
WHEEL SPEED VALVE WHEEL SPEED
TRANSDUCER TRANSDUCER
NITROGEN
VENT BLOWDOWN
BOTTLE

14-11
Figure 14-10. Power Brake and Digital Antiskid System

14 LANDING GEAR
AND BRAKES
 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

OPERATIONS Locked Wheel Crossover

Protection
Antiskid Protection
Locked wheel crossover protection prevents inad-
Antiskid protection is provided to allow maximum vertent turning of the aircraft due to differential
braking efficiency, which in turn minimizes land- braking caused by adverse runway conditions.
ing distances.
The antiskid control unit compares the veloci-
When enough brake pedal force is applied to cause ties of the two wheels to determine if one wheel
slippage between the tires and the runway, the is locked. If the velocity of one wheel falls to less
wheel speed transducer sends data to the antiskid than 30% of the velocity of the other, the antiskid
control unit to indicate a sudden deceleration for control unit commands the antiskid control valve
the slipping wheel. The control unit determines the controlling the slower wheel to dump brake pres-
severity of the impending skid and sends the appro- sure. The command remains until the velocity of
priate current signal to the antiskid control valve the slow wheel increases above the threshold. The
to reduce brake pressure accordingly. Dual control locked wheel crossover feature is inactive at wheel
valves reduce pressure for either brake indepen- speeds below 25 kts to allow for low speed taxiing
dently. Therefore, a single wheel skid results in the maneuvers.
reduction of brake pressure at the skidding wheel
only. Antiskid protection is available unless the
touchdown protection mode is active. Antiskid System Self Monitoring
The antiskid system performs continuous integrity
Touchdown Protection checks on the wheel speed transducer circuits, the
antiskid control valve circuit, and the regulated
Touchdown protection prevents the application power to the antiskid control unit.
of brake pressure prior to wheel spin-up. During
a landing, the wheels must be allowed to spin-up If a fault is detected during the monitoring, the
to provide the antiskid system with a reference amber ANTISKID FAIL message appears on the
velocity to which individual wheel speeds can be CAS and further troubleshooting is available via
compared. the MFD maintenance pages.
Touchdown protection is activated when an AIR The system monitors the following:
signal is sensed by both main gear squat switches.
When touchdown protection is active, the antiskid
14 LANDING GEAR

• Left and right transducers

control unit commands the antiskid control valves
AND BRAKES

to dump all brake pressure. The command remains • Antiskid control valve
active for 3 seconds after weight-on-wheels or until • Antiskid control unit
wheel spin-up has occurred. Under normal circum-
stances, the wheels spin-up almost immediately • All squat switches
after touchdown. The system performs a self test when initiated by
the following events:
System operation is conventional with power brak-
ing at all speed and anti-skid protection available at • Initial power-up of the antiskid system
speeds above approximately 12 knots. The anti-skid
protection feature is designed to operate with maxi- • Transition of the LANDING GEAR handle
mum pilot applied brake pressure. Do not pump the to the GEAR DOWN position
brakes when maximum braking is desired. • Selection of ANTISKID from the system
test menu of the MFD
The test takes approximately 3 seconds to per-
form in the air and 6 seconds on the ground. When

14-12 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

the self test is initiated through the system test

menu, the ANTISKID FAIL CAS with be dis-
EMERGENCY/
played immediately and will clear if the self test ABNORMAL
is passed successfully. Otherwise the ANTISKID
FAIL CAS only displays after the self test fails. For specific information emergency/abnormal pro-
Further troubleshooting is available via the MFD cedures, refer to the appropriate abbreviated check-
maintenance pages. The test is inhibited if wheel lists or the FAA-approved AFM.
speed is greater than 15 ± 5 kts.

LIMITATIONS
For specific information emergency/abnormal pro-
cedures, refer to the appropriate abbreviated check-
lists or the FAA-approved Airplane Flight Manual
(AFM).

Table 14-1. CAS Messages

MESSAGE DESCRIPTION

ANTISKID FAIL If the antiskid system fails, this message appears on the CAS and a chime
sounds. The MASTER CAUTION RESET switchlights also illuminate. A lon-
ger landing distance is required. Refer to the appropriate procedure in the
approved checklist.
BRAKE PRESSURE LOW A low pressure switch in the power pack monitors the system pressure. If the
system pressure drops below 900 ± 50 psig and the LANDING GEAR handle is
in the GEAR DOWN position, the amber BRAKE PRESSURE LOW CAS message
appears on the EICAS and a chime sounds. The MASTER CAUTION RESET
switchlights also illuminate. The emergency brake system may be required when
landing. The MASTER CAUTION cannot be reset when on the ground. Refer to
the appropriate procedure in the approved checklist.

14 LANDING GEAR
GEAR DOWN MONITOR FAIL This message is displayed on the CAS and a chime sounds when a down and

AND BRAKES
lock sensor has failed. The MASTER CAUTION RESET switchlights also illuminate.

WT ON WHEELS MISCOMPARE This amber message indicates the three squat switches do not agree. Various
systems may not have accurate ground or air information.

FOR TRAINING PURPOSES ONLY 14-13

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

QUESTIONS
1. The red landing gear indicators indicate: 5. If heavy braking was required, and the brakes
A. Inner gear doors are open are excessively high in temperature:
B. Gear is not down and locked A. The tires increase in pressure and ruptures
C. Gear is in transit B. The tires deflate through the fuseplugs
D. Gear position differs from the handle C. The tires start to adhere to the taxi surface
position D. The TIRE OVERTEMPERATURE–WOW
THAT WAS CLOSE message indicates
2. The landing gear aural warning sounds if the
throttles are below CRU detent and: 6. When is antiskid protection not available?
A. Gear is up and flaps are >15° A. During initial touch down–prior to wheel
B. Gear is up and aircraft is below 500 feet spinup
AGL and throttles < CRU B. If ANTISKID FAIL CAS is posted
C. AOA is >0.4 and radar altimeter has failed C. Taxi speeds below 12 kts for taxiing
D. All of the above maneuvers
D. All of the above
3. Emergency extension of the landing gear
requires: 7. The ANTISKID FAIL message displays:
A. Use the checklist and pull the AUXILIA- A. Only if the antiskid circuit breaker is
RY GEAR CONTROL only pulled
B. Use the checklist and pull the AUXILIA- B. If the antiskid circuit breaker is pulled or
RY GEAR CONTROL then pull the red during the antiskid test
EMERGENCY GEAR BLOWDOWN to C. If the selection of BRAKE TEST on sys-
activate the nitrogen bottle tem test
C. Use the checklist and pull the AUXILIA- D. Only if the system requires maintenance
RY GEAR CONTROL then side load the
aircraft for main gear extension 8. During emergency braking:
D. Use the checklist and PUMP the AUX-
A. The antiskid system modulates brake
ILIARY GEAR CONTROL until 3 green
application with normal DC
and no red indication
14 LANDING GEAR

B. The EMER BRAKE handle routes hydrau-

AND BRAKES

lic pressure to the wheel brakes, bypassing

4. What does the amber WT ON WHEELS MIS-
the antiskid servo valve
COMPARE message indicate?
C. The EMER BRAKE handle routes hydrau-
A. Weight on one of the main wheels differs lic pressure directly from the engine driven
12.8 pounds from the other hydraulic pumps to the wheel brakes
B. Squat switch signals disagree for greater D. The EMER BRAKE handle routes nitro-
than approximately 12.8 seconds gen pressure directly to the wheel brakes
C. Squat switch signals disagree at any time
D. FMS weight and the squat switch signal
weight differs 12.8 pounds

14-14 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
INTRODUCTION ............................................................................................................... 15-1
GENERAL .......................................................................................................................... 15-1
PRIMARY FLIGHT ............................................................................................................ 15-2
CONTROLS ................................................................................................................. 15-2
Ailerons ........................................................................................................................ 15-2
Elevators ....................................................................................................................... 15-3
Rudder .......................................................................................................................... 15-3
Control Lock System .................................................................................................... 15-4
Trim Systems ................................................................................................................ 15-4
SECONDARY FLIGHT CONTROLS................................................................................. 15-7
Flaps ............................................................................................................................. 15-7
Speedbrakes and Ground Spoilers................................................................................ 15-9
RUDDER BIAS SYSTEM ............................................................................................... 15-11
Description ................................................................................................................ 15-11
Components ............................................................................................................... 15-11
LIMITATIONS.................................................................................................................. 15-12
EMERGENCY/ABNORMAL.......................................................................................... 15-12
QUESTIONS .................................................................................................................... 15-16
15 FLIGHT CONTROLS

FOR TRAINING PURPOSES ONLY 15-i

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

LEFT INTENTIONALLY BLANK

15 FLIGHT CONTROLS

15-ii FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page
15-1. Control Surfaces ...................................................................................................... 15-2
15-2. CTRL LOCK PULL Handle ................................................................................... 15-4
15-3. Trim Switches .......................................................................................................... 15-5
15-4. Left Control Yoke..................................................................................................... 15-5
15-5. Trim Indications ...................................................................................................... 15-6
15-6. Secondary Flight Controls ....................................................................................... 15-8
15-7. Secondary Flight Control Handles .......................................................................... 15-8
15-8. Flap Operation ...................................................................................................... 15-10
15-9. Rudder Bias System ............................................................................................. 15-13

TABLES
Table Title Page
15-1. CAS Messages ...................................................................................................... 15-14

15 FLIGHT CONTROLS

FOR TRAINING PURPOSES ONLY 15-iii

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

LEFT INTENTIONALLY BLANK

15 FLIGHT CONTROLS

15-iv FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CHAPTER 15
FLIGHT CONTROLS

INTRODUCTION
This chapter describes the flight controls for the CJ4 aircraft. The flight controls include the
primary flight control systems, secondary flight control systems, trim and rudder bias systems.

GENERAL
The primary flight controls consist of the ailerons, The trim system is electro-mechanically operated
elevators, and rudder. The system is operated man- by actuators and controlled by trim switches on the
ually through a conventional control column with control yoke and aft center pedestal panel.
yoke and rudder pedal arrangement. The primary
flight controls can be immobilized by a control lock The rudder bias system is pneumatically powered
15 FLIGHT CONTROLS

when on the ground. from engine bleed air to assist the pilot during an
engine failure.
Secondary flight controls consist of flaps, speed-
brakes, and ground spoilers. The controls are
hydraulically actuated and electrically controlled.

FOR TRAINING PURPOSES ONLY 15-1

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

PRIMARY FLIGHT
CONTROLS
The primary flight controls consist of ailerons,
elevators, and a rudder operated by either the pilot Left Aileron
or the autopilot through a conventional control col-
umn and rudder pedal arrangement. Control inputs
are transmitted to the control surfaces through push
rods and cables.

The right aileron, both elevators, and the rudder are

equipped with electromechanical trim tab systems.

All flight control surfaces, including trim tabs, are

shown in Figure 15-1.

AILERONS
Description
The ailerons on the outboard trailing edge of each
wing provide lateral (roll) control of the aircraft
(Figure 15-1). The system is manually controlled
through a three cable loop system connected to
the control yokes. The electric autopilot aileron
servo is also connected to the system at the feed-
through sector.
Elevators
Controls and Indications
Control Yokes and Columns
The pilot and copilot control yokes and columns
are connected to the aileron cable system. The con-
trol yokes rotate 70° in each direction to provide
maximum aileron deflection.

Aileron Autopilot Servo

The aileron autopilot servo is mechanically con-
nected to the aileron cable system and receives
inputs from the autopilot system. The servo
includes a clutch that engages the servo when the
15 FLIGHT CONTROLS

autopilot is activated. Refer to Chapter 16—“Avi-

onics” for more information on the operation of the
autopilot system.
Rudder
Figure 15-1. Control Surfaces

15-2 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Operation Operation
When either control yoke is rotated counterclock- When either control yoke is moved aft, the eleva-
wise (left), the right aileron rotates down and the tor’s trailing edges rotate up causing the nose of
left aileron rotates up causing the aircraft to roll the aircraft to pitch up. When either control yoke is
left. When either control yoke is rotated clockwise moved forward, the elevator’s trailing edges rotate
(right), the left aileron rotates down and the right down causing the nose of the aircraft to pitch down.
aileron rotates up causing the aircraft to roll right.
When the autopilot is engaged, the elevator servo
When the autopilot is engaged, the aileron servo provides autopilot input to the elevator system in
provides autopilot input to the aileron cable system response to the automatic flight control system
in response to the automatic flight control system (AFCS) commands. Refer to Chapter 16—“Avion-
(AFCS) commands. Refer to Chapter 16—“Avion- ics” for more information on the operation of the
ics” for more information on the operation of the autopilot system.
autopilot system.

Applying force to either control yoke manually RUDDER

overrides the aileron servo but does not discon-
nect the autopilot. Description
The rudder on the trailing edge of the vertical sta-
ELEVATORS bilizer provides yaw control (see Figure 15-1). The
rudder is controlled through three cable loop sys-
tems connected to the rudder pedals and the electric
Description rudder autopilot servo.
The elevators are on the trailing edge of the hori-
zontal stabilizer and provide longitudinal (pitch)
control of the aircraft (see Figure 15-1). The eleva- Controls and Indications
tors are mechanically controlled through a single
cable loop connected to the control yokes and the
Rudder Pedals
electric elevator autopilot servo. Adjustable rudder pedals are connected to the rud-
der through interconnect cables.
Controls and Indications The pilot and copilot pedals are mechanically
linked so the pilot applying the greater force con-
Control Columns trols the amount of pedal movement. The rudder
The pilot and copilot control columns are con- pedals adjust to forward, middle, and aft detent
nected to the elevator cable system. The elevators positions for comfort by pressing a spring-loaded
are controlled by moving the columns forward or latch on the inside of each rudder pedal.
aft to provide elevator deflection.
Pressing the left or right pedal moves the rudder in
Elevator Autopilot Servo that direction. Pressing the top of the rudder pedals
activates the brakes.
The elevator servo is mechanically connected in
parallel to the elevator cable system and receives The rudder pedals also control the nosewheel steer-
inputs from the autopilot system. The servo ing. Refer to Chapter 14—“Landing Gear and
15 FLIGHT CONTROLS

includes a clutch that engages the servo when the Brakes” for more information.
autopilot is activated. Refer to Chapter 16—“Avi-
onics” for more information on the operation of the
autopilot system. Rudder Autopilot Servo
The rudder autopilot servo is mechanically con-
nected to the rudder cable system and receives
inputs from the autopilot system. The servo

FOR TRAINING PURPOSES ONLY 15-3

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

includes an engage clutch that engages the servo

when the autopilot is activated. Refer to Chapter
16—“Avionics” for more information on the opera-
tion of the autopilot system.

Operation
Press either the left or right rudder pedal to move
the rudder in the that direction. The pilot applying
the greater force controls the pedal movement and
yawing of the aircraft.

When the autopilot is engaged, the rudder auto-

pilot servo provides autopilot input to the rudder Figure 15-2. CTRL LOCK PULL Handle
system in response to the automatic flight control
system (AFCS) commands. Applying force to the the primary flight controls in the neutral positions
rudder pedals manually overrides the rudder auto- and the throttles in the IDLE position.
pilot servo. Refer to Chapter 16—“Avionics” for
more information on the operation of the autopi- The nosewheel steering is also locked via the rud-
lot system. der control system. Aircraft towing is still possible
up to ±60° nosewheel deflection. The steering sys-
CONTROL LOCK SYSTEM tem may be damaged if the tow bar deflects beyond
the ±60° angle.
The control lock system locks the primary flight
controls and both throttles. The system prevents To unlock the flight controls and throttles, rotate the
damage to the control surfaces from wind gusts handle 90° clockwise, push in and rotate left until
striking the aircraft while on the ground. The nose- the handle returns to the forward position.
wheel steering is also locked via the rudder control
system.
TRIM SYSTEMS
Controls and Indications Description
CTRL LOCK PULL Handle The trim systems are utilized to adjust the aero-
dynamic characteristics of the ailerons, elevators,
The CTRL LOCK PULL T-handle is under the and rudder. The systems are operated by electro-
left tilt panel, behind the left control column mechanical actuators and controlled by switches
(Figure 15-2). Pulling the handle out, locks the pri- on the yokes and the aft center pedestal.
mary flight controls in the neutral position and the
throttle levers in the IDLE position.
Components
Operation Trim Tabs
Prior to engaging the control lock, move both throt- The trim tabs are single panels that are adjusted by
tles to the IDLE position and neutralize the primary electromechanical actuators. The trim tabs are in
15 FLIGHT CONTROLS

flight controls. the following locations:

Rotate the CTRL LOCK PULL handle 90° clock- • Right aileron inboard trailing edge
wise to the UNLOCK position, pull out until the
handle stops, and return the handle to the horizon- • Left and right elevator inboard trailing edges
tal position. Move the controls slightly to ensure • Rudder trailing edge
the locking mechanism has engaged. This locks

15-4 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Trim Tab Actuators Primary Elevator Trim Switches

The trim system utilizes electromechanical trim
actuators to operate the aileron, elevator, and rud- The primary elevator trim split switches are on both
der trim tabs. The actuators use two independent control yokes (Figure 15-4). Pushing both split
pushrods to move the trim tabs. switches forward ( DOWN position), rotates the
trailing edge of the trim tabs up causing the eleva-
The actuators are in the following locations: tor system to pitch the nose of the aircraft down.
Pushing the split switch aft (UP position), rotates
• Aileron—Aft wing spar, forward of the right the trim tabs down causing the elevator system to
aileron pitch the nose of the aircraft up.

• Elevator—Aft spar of the left and right hori-

zontal stabilizers
• Rudder—Aft spar of the vertical stabilizer

Controls and Indications

Trim Switches
AILERON TRIM Switches
The AILERON TRIM split switches are on the left
side of the aft center pedestal panel (Figure 15-3).
Pressing both trim switches to the L WING DN
position raises the trim tab trailing edge causing
the right aileron to deflect down and a resulting roll
to the left. Pressing the trim switches to R WING
DN results in the opposite effect.

Figure 15-4. Left Control Yoke

SECONDARY ELEV TRIM ENABLE

Switchlight

The yellow-guarded SECONDARY ELEV TRIM

ENABLE switchlight is on the lower right side of
the aft center pedestal panel. The switchlight dis-
ables the primary elevator trim switches on the con-
trol yokes and enables the SECONDARY ELEV
TRIM switches. If the autopilot is not engaged
15 FLIGHT CONTROLS

before secondary trim is enabled, the autopilot

cannot engage. If the autopilot is engaged prior to
enabling secondary trim, the autopilot will remain
engaged – however, use of both at the same time
is prohibited.
Figure 15-3. Trim Switches

FOR TRAINING PURPOSES ONLY 15-5

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

SECONDARY ELEV TRIM Switches

The SECONDARY ELEV TRIM split switches are

on the upper right side of the aft center pedestal
panel (see Figure 15-3). When enabled, pushing
both switches forward (NOSE DOWN position)
rotates the trim tabs up causing the elevator system
to pitch the nose of the aircraft down. Pushing the
switch aft (NOSE UP position) rotates the trim tabs
down causing the elevator system to pitch the nose
of the aircraft up.

RUDDER TRIM Knob

The RUDDER TRIM knob on the lower left side
of the aft center pedestal panel controls the rud-
der trim system (see Figure 15-3). Push and rotate
the knob to the NOSE LEFT (counterclockwise)
position to rotate the trim tab to the right causing
the rudder system to yaw the aircraft to the left.
T
Push and rotate the knob to the NOSE RIGHT R
I
(clockwise) position to rotate the trim tab to the M

left causing the rudder system to yaw the aircraft

to the right.

Trim Indications Figure 15-5. Trim Indications

Trim indications are displayed in the TRIM sec-
tion of a normal or reverted EICAS display (Figure Red NO TAKEOFF Annunciator Light
15-5). Trim indications can also be displayed as an If elevator trim is outside of safe takeoff range, the
overlay at the bottom of a display when selecting red NO TAKEOFF annunciator light above the
SYSTEMS page 2/2. standby flight display illuminates.
The indications are displayed as a white analog
scale. The position of the trim tabs is displayed Operation
with white arrow pointers that move with the cor-
responding trim tab position. Aileron and Rudder Trim
Aileron and rudder trim is adjusted by using the
When on the ground, the green band indicates the AILERON TRIM split switch or by pushing and
safe takeoff trim range. The white arrows change rotating the RUDDER TRIM knob on the left side
from white to amber when the trim tabs are outside of the aft center pedestal panel.
of the safe takeoff range.
Press both AILERON TRIM switches to the L
The elevator trim arrow changes to amber when WING DN or R WING DN to roll the aircraft in
a primary elevator trim failure is detected. When the corresponding direction. This commands the
15 FLIGHT CONTROLS

displayed on the SYSTEMS page, the left and right actuator to move the aileron trim tab up or down
elevator trim arrows are displayed amber when the causing the aircraft to roll in that direction.
trim is out of takeoff or failure is detected.
Push and rotate the RUDDER TRIM knob to the
NOSE LEFT (counterclockwise) or NOSE RIGHT
(clockwise) positions to yaw the aircraft in the cor-
responding direction. This commands the actuator

15-6 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

to move the rudder trim tab left or right causing the If the cyan NO TAKEOFF message is displayed
aircraft to yaw in the opposite direction. and either throttle is moved to CRU detent, the
message is replaced with the red NO TAKEOFF
As the trim tabs move, a white indication arrow CAS message and an aural alert is heard.
on the AIL or RUD section of the EICAS moves
to indicate the corresponding trim tab positions. The MASTER WARNING RESET switchlights
also illuminate. Refer to the appropriate procedure
Elevator Trim in the approved checklist.
Primary elevator trim is initiated by pressing both
split switches on either control yoke.
SECONDARY FLIGHT
Press the trim switches UP or DOWN to adjust the
pitch of the aircraft up or down. As the trim tabs
CONTROLS
move up and down, a white indication arrow on The secondary flight controls consist of flaps,
the ELEV section of the MFD moves to indicate speedbrakes, and ground spoilers (Figure 15-6).
the trim tab position. The elevator trim tabs have They are electrically controlled and hydraulically
separate actuators. Trim actuator movement var- actuated.
ies based on actuator position. At takeoff or more
nose up positions, both actuators move together at Each wing has a flap panel, upper and lower speed-
a nominal rate. With more nose down trim posi- brake panel, and three ground spoiler panels.
tions, the rate of change slows and the actuators
may move independently.
FLAPS
If a primary elevator trim failure is detected, the
amber PRIMARY ELEVATOR TRIM FAIL CAS Description
message appears on the EICAS, a chime sounds,
and the MASTER CAUTION RESET switchlights The flap panels on the inboard trailing edge of each
illuminate. Refer to the appropriate procedure in wing consist of hydraulic, electrical, and mechani-
the approved checklist. cal components. The flaps have 0°, 15°, and 35°
positions.
The elevator trim arrow changes to amber when
a primary elevator trim failure is detected. When Components
displayed on the SYSTEMS page, the left and right
elevator trim arrows are displayed amber when the Hydraulic Actuators
trim is out of takeoff or failure is detected.
The flap panels are connected to hydraulic actua-
tors on the rear spar of each wing. The flow of
Lift the guard and push the SECONDARY ELEV
hydraulic fluid to the actuator is controlled by sole-
TRIM ENABLE switchlight to deactivate the pri-
noid valves in the hydraulic manifold. Each actua-
mary elevator trim system and enable the second-
tor has an internal mechanical lock that engages
ary system.
when the flaps are fully retracted. The lock disen-
gages when sufficient hydraulic pressure is applied.
Push the SECONDARY ELEV TRIM switches to
the NOSE DOWN or NOSE UP position to pitch
the nose of the aircraft up or down. Secondary trim Interconnect Cables
15 FLIGHT CONTROLS

actuators are constant speed. Interconnect cables connect the left and right flap
panels together. This interconnect ensures each flap
If any of the white arrows are not within the green panel changes position at the same time and equally
band indicated on the shared white analog scale in the event of a malfunction.
while on the ground, the cyan NO TAKEOFF CAS
message appears on the EICAS.

FOR TRAINING PURPOSES ONLY 15-7

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

SPEEDBRAKE GROUND SPOILERS FLAP

Figure 15-6. Secondary Flight Controls

Controls and Indications

FLAPS Handle
The FLAPS handle is to the right of the THROT-
TLE levers on the center pedestal (Figure 15-7).
The handle has three positions:

• 0° (up)
• 15° (takeoff/approach)
• 35° (landing)
Three mechanical detents require the handle to
be pushed down before it can be moved to a new
position. The handle position is detected by three
proximity switches.

FLAPS Indicator
15 FLIGHT CONTROLS

The white FLAPS indicator is graphically dis-

played on the upper right section of the MFD 1
(see Figure 15-5). The indicator is displayed full
time in compressed, uncompressed, or reversion-
ary modes. The indicator arrow changes to amber Figure 15-7. Secondary Flight Control
and locks if a system failure occurs. Handles

15-8 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

The flap monitoring system compares the handle SPEEDBRAKES AND GROUND
position to the flap position.
SPOILERS
Operation Description
Flaps are normally at 0o during preflight and after The speedbrakes provide increased drag in flight
flight. This allows a mechanical lock to keep them and during landing roll. The ground spoilers add
at 0o. Flaps may be set at 0o or 15o for takeoff increased drag only during landing roll.
– conditions and runway length permitting. All
normal landing data assumes flaps will be at 35o The speedbrake panels can be deployed to any
(Figure 15-8). angle between 0° (stowed) to approximately 40°
(fully deployed in flight). When on the ground,
If the flaps were not at 0o at hydraulic pressure was placing the speedbrake handle in the ground spoiler
removed (engine shutdown), the flaps will droop detent extends the speed brakes to approximately
over time. At power up the flap indicator will show 54°. The ground spoiler panels have only two posi-
the flap position unless the droop has exceeded 35o, tions: 0° or 55°.
but there will be no message for FLAPS FAIL. As
the first engine is started and hydraulic pressure
becomes available, the flaps and indicator will Components
move to the handle position. Hydraulic actuators
To move the flaps push the flap handle down to One speedbrake and three ground spoiler hydrau-
clear the detent and select the desired position. Flap lic actuators are mounted in the trailing edge of
speeds are placarded on the PFD airspeed scale if each wing.
current altitude is below FL180. The speeds are
removed if above FL180. The maximum speed to The ground spoiler actuators incorporate a mechan-
select flap 15o is 200 knots; the maximum for flap ical hold down check valve that holds the panels in
35o is 160 knots. the retracted position when an electric or hydraulic
failure occurs.
The flap solenoid valve energizes open, allowing
hydraulic pressure to the actuators. The hydrau- Speedbrake Controller
lic pressure causes the internal mechanical lock
to disengage. When fully opened, the actuators The speedbrake controller evaluates signals from
move the flaps to the selected position. The inter- the speedbrake handle and the actuator to control
connect cables between the flaps synchronizes the a torque motor.
flaps. When the flaps stabilize, the solenoid valve
de-energizes to the neutral position and hydraulic Proximity Switch
pressure maintains the flap position. Proximity switches on each speedbrake and ground
spoiler panel independently monitor the individual
The flap monitoring system activates the white panel positions.
FLAPS indicator on the MFD to move to the cor-
responding position.
Solenoids
If the monitoring system indicates a fault, the Dual solenoids in each ground spoiler actuator pro-
amber FLAPS FAIL CAS message appears on vide protection against uncommanded deployment
15 FLIGHT CONTROLS

the EICAS, a chime sounds, and the MASTER of the panels.

CAUTION RESET switchlights illuminate. The
FLAPS indicator also changes from white to amber
and locks in the last known position. Refer to the
appropriate procedure in the approved checklist.

FOR TRAINING PURPOSES ONLY 15-9

 15 FLIGHT CONTROLS

15-10
FLAP ACTUATOR INTERNAL
MECHANICAL LOCK
FLAP INTERCONNECT
SYSTEM

FLAP CONTROL VALVE HYDRAULIC PRESSURE

(EMERGENCY BUS) SWITCH

HYDRAULIC PUMP

FOR TRAINING PURPOSES ONLY

LEGEND
HYDRAULIC
RESERVOIR HIGH PRESSURE HYDRAULIC FLUID
RETURN FLUID
LOW PRESSURE HYDRAULIC FLUID
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Figure 15-8. Flap Operation

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Controls and Indications If deployment fails, the amber GROUND SPOIL-

ER FAIL CAS message appears on the EICAS and
SPEEDBRAKE Handle a chime sounds indicating a failure has been detect-
ed. The MASTER CAUTION RESET switchlights
The SPEEDBRAKE handle is on the center ped-
also illuminate. Refer to the appropriate procedure
estal left of the throttle levers. The speedbrake
in the approved checklist.
handle controls the deployment of the speedbrake
and ground spoiler panels.

When the SPEEDBRAKE handle is in the 0% RUDDER BIAS SYSTEM

detent position, all speedbrakes and all ground
spoilers are stowed (fully retracted). The speed-
brakes are deployed as the handle is pulled from DESCRIPTION
the 0% to the 100% (fully deployed) position. The rudder bias system is pneumatically powered
from engine bleed air. The system automatically
The ground spoilers remain retracted until the assists the pilot in maintaining directional control
handle is pulled through the 100% detent to the in the event thrust is lost from one engine.
GROUND SPOILERS EXTEND detent and at
least two of the three weight on wheels switches
are activated. At this position, all speedbrakes and COMPONENTS
all ground spoilers are fully deployed.
Control Valves
Operation The rudder bias control valves are solenoid-oper-
ated pneumatic shutoff valves. Without DC power
Speedbrakes available to the valves (such as during systems test),
Pull aft on the SPEEDBRAKE handle to deploy the valves close preventing bleed air movement.
the speedbrake panels. The speedbrake panels can When DC power is available, the control valves
be positioned between 0% (stowed) to 100% (fully open to the bias (energized) position allowing left
deployed). and right engine bleed air to port to the respective
side of the bias actuators.
The cyan SPEED BRAKES EXTENDED CAS
message appears on the CAS to indicate the speed- Pneumatic Actuator
brake panels are deployed.
The rudder bias system uses dual actuators. The
In flight at speeds greater than approximately 150 actuators are balanced pneumatic actuators, each
knots with about 50% or more speedbrakes extend- with a single bore and a single piston with dual
ed a slight aileron rocking motion can be seen and seals and chambers. Each actuator rod is connected
felt in the control yoke. The movement is quick to the rudder torque tube via a roller-slot linkage.
enough not to cause bank changes.
The actuators receive bleed air through the control
valves. The valves port bleed air to both sides of
Ground Spoilers the actuators when energized. When de-energized,
Pull the SPEEDBRAKE handle further aft (down- both sides are ported to ambient pressure.
ward), through the 100% detent, to the GROUND
SPOILER EXTEND detent position. If at least
Engine Bleed Air Lines
15 FLIGHT CONTROLS

two weight-on-wheels switches are activated, the

ground spoiler panels are deployed. Separate bleed air lines from the left and right
engines connect to the rudder bias control valves.
If deployed, the cyan GROUND SPOILER One valve receives air from the service air prior
EXTENDED CAS message appears on the CAS to the service air regulator and the other receives
to indicate the panels have deployed.

FOR TRAINING PURPOSES ONLY 15-11

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

air from the anti-ice system to ensure availability

of bleed air.

Operation
When main DC power is available, the rudder bias
control valve is energized open allowing left and
right engine bleed air to port to the respective side
of the bias actuator (Figure 15-9).

As long as engine thrust from both engines is equal,

there is no pressure differential across the actuator.
The actuators remain balanced and rudder pedal
operation is normal.

When engine thrust is lost or reduced from one

engine, a pressure differential across the actuator
occurs. This causes the actuator to move the rudder
toward the engine that is supplying more bleed air,
thereby automatically assisting the pilot to maintain
directional control.

If the control valve, at anytime, is in the bypass

(closed) position, the amber RUDDER BIAS FAIL
CAS message appears on the EICAS, a chime
sounds, and the MASTER CAUTION RESET
switchlights illuminate. This indicates the rudder
bias system is not available. Refer to the appropri-
ate procedure in the approved checklist.

LIMITATIONS
For specific information on limitations and proce-
dures, refer to the appropriate checklist or FAA-
approved Airplane Flight Manual (AFM).

EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
15 FLIGHT CONTROLS

FAA-approved AFM.

15-12 FOR TRAINING PURPOSES ONLY

 RIGHT ENGINE
BLEED AIR
RUDDER BIAS
ACTUATORS
RUDDER BIAS
CONTROL VALVES

RUDDER

LEFT ENGINE
BLEED AIR

FOR TRAINING PURPOSES ONLY

LEGEND
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

HIGH PRESSURE BLEED AIR

15-13
Figure 15-9. Rudder Bias System

15 FLIGHT CONTROLS
 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Table 15-1. CAS Messages

MESSAGE DESCRIPTION

NO TAKEOFF The red NO TAKEOFF message appears (with an aural alert) when a cyan mes-
sage was present and either throttle is above the CRU detent.
FLAPS FAIL The amber FLAPS FAIL CAS message appears on the EICAS when the flap
monitoring system indicates a fault. The faults include:

• Multiple FLAPS handle proximity switches are closed at the same time
or none are closed
• Flaps do not move to commanded position
• Uncommanded flap motion
• Flap movement not symmetrical (within 6°)

The MASTER CAUTION RESET switchlights also illuminate and a chime

sounds. Refer to the appropriate procedure in the approved checklist.
GROUND SPOILERS FAIL The amber GROUND SPOILERS FAIL CAS message appears on the EICAS and
a chime sounds when the data concentrator unit (DCU) has detected the follow-
ing system faults:

• Proximity switch fault

• Mechanical failure of the system
• Uncommanded motion
• Selected in flight

The MASTER CAUTION RESET switchlights also illuminate and a chime

sounds. Refer to the appropriate procedure in the approved checklist.
PRIMARY ELEVATOR TRIM FAIL This message appears on the CAS and a chime sounds if any of the following
failures occur:

• Either or both actuators do not respond to command

• Elevator trim run away
• Trim information not valid
• Split elevator trim miscompare

The MASTER CAUTION RESET switchlights also illuminate. Refer to the appro-
priate procedure in the approved checklist.
RUDDER BIAS FAIL The amber RUDDER BIAS FAIL CAS message appears on the EICAS and a
chime sounds whenever either or both rudder bias control valves are in the
closed position, indicating the rudder bias system is not available.

The MASTER CAUTION RESET switchlights also illuminate. Refer to the appro-
15 FLIGHT CONTROLS

priate procedure in the approved checklist.

15-14 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

MESSAGE DESCRIPTION

SPEED BRAKES EXTENDED This message appears and a chime sounds when the speedbrakes are
deployed and the radio altimeter indicates less than 500 feet AGL.

NOTE
The amber message does not appear when the aircraft is in
a steep approach mode or on the ground.

The MASTER CAUTION RESET switchlights also illuminate. Refer to the appro-
priate procedure in the approved checklist.
SPEED BRAKES FAIL The amber SPEED BRAKES FAIL CAS message appears on the EICAS and a
chime sounds when the following system faults are detected:

• Speedbrake handle fault

• Speedbrake controller fault
• Mechanical failure of the system
• Uncommanded motion

The MASTER CAUTION RESET switchlights also illuminate. Refer to the appro-
priate procedure in the approved checklist.
GROUND SPOILERS EXTENDED This message appears on the CAS any time the proximity switches indicate a
ground spoiler panel is deployed.

NO TAKEOFF This message appears if the elevator trim is not within the safe takeoff range
(green band) or elevator trim information is not valid on the ground. This must
be corrected before takeoff.

SPEED BRAKES EXTENDED This message appears on the CAS any time the proximity switches indicate a
speedbrake panel is deployed.

15 FLIGHT CONTROLS

FOR TRAINING PURPOSES ONLY 15-15

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

QUESTIONS
1. The CTRL LOCK handle locks: 6. Where are the flap position indications during
A. Primary flight controls in neutral normal flight operations?
B. Nosewheel steering via the rudder control A. PFD 1
system B. MFD 1
C. Throttles in IDLE C. STBY ATTITUDE INDICATOR
D. All of the above D. Both B and C

2. What activates the electric aileron trim? 7. What condition(s) command GROUND
A. Either AILERON TRIM switch SPOILERS to extend?
B. Both AILERON TRIM switches A. Flaps Ground
simultaneously B. Power Idle
C. AILERON TRIM HAT on the pilot or C. SPEEDBRAKE handle in GROUND
copilot flight controls SPOILERS EXTEND with at least 2 squat
D. Manual AILERON TRIM knob on the aft switches indicating weight on wheels
section of the pedestal D. All of the above

3. What activates the primary electric elevator 8. What does the amber SPEED BRAKES
trim? EXTENDED CAS message indicate?
A. Both primary elevator trim switches on A. Speedbrakes are deployed
either flight control B. Radar altimeter indicates less than 500 feet
B. SECONDARY ELEV TRIM switch on the AGL
pedestal C. Aircraft is not on the ground or in steep
C. Manual ELEVATOR TRIM wheel on the approach mode
left of the pedestal D. All of the above
D. Both A or B
9. What does the cyan GROUND SPOILERS
4. The SECONDARY ELEV TRIM is enabled EXTENDED CAS message indicate?
if: A. Ground spoiler fault and the ground spoil-
A. Primary elevator trim is enabled ers are not deployed
B. SECONDARY ELEV TRIM switch is B. Ground spoilers fault and spoilers are
ENABLED deployed on the ground
C. Primary elevator trim circuit breaker is C. Ground spoilers deployed on the ground
pulled D. Ground spoilers deployed on the ground
D. All of the above or in the air

5. Where are the trim indications during normal 10. What does the amber RUDDER BIAS FAIL
flight operations? CAS message indicate?
A. PFD 1 A. Both rudder bias control valves are in
15 FLIGHT CONTROLS

B. MFD 1 or 2 bypass position, no rudder bias

C. MFD 2 only B. Either rudder bias control valve is in
D. Indicators next to the manual trim knobs bypass position
C. Either rudder bias actuator has an imbal-
ance in bleed air pressure
D. Both A and B

15-16 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

16 AVIONICS
CHAPTER 16
AVIONICS
CONTENTS
INTRODUCTION ............................................................................................................... 16-1
GENERAL .......................................................................................................................... 16-1
SYSTEM POWER .............................................................................................................. 16-2
STBY FLT DISPLAY Switch ..................................................................................... 16-2
AVIONICS Power Switch ............................................................................................ 16-2
AIR DATA SYSTEM ........................................................................................................... 16-2
ATTITUDE HEADING REFERENCE SYSTEM (AHRS) ................................................ 16-4
STANDBY FLIGHT INSTRUMENTS ............................................................................... 16-5
Standby Flight Display ................................................................................................. 16-5
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) .............................................. 16-5
Primary Flight Display (PFD) ...................................................................................... 16-6
Display Control Panel (DCP) ....................................................................................... 16-8
Multifunction Display (MFD) .................................................................................. 16-10
Cursor Control Panel (CCP) ...................................................................................... 16-12
FLIGHT GUIDANCE SYSTEM ...................................................................................... 16-14
Flight Guidance Computer (FGC) ............................................................................ 16-14
Flight Guidance Panel ............................................................................................... 16-15
Autopilot System ....................................................................................................... 16-19
SHORT RANGE NAVIGATION ...................................................................................... 16-21
LONG RANGE NAVIGATION ....................................................................................... 16-21
FMS-3000.................................................................................................................. 16-21
INTEGRATED FLIGHT INFORMATION (IFIS) ........................................................... 16-41

FOR TRAINING PURPOSES ONLY 16-i

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
16 AVIONICS

Electronic Charts ....................................................................................................... 16-41

Graphic Weather ........................................................................................................ 16-43
RADAR ALTIMETER...................................................................................................... 16-43
ANGLE OF ATTACK (AOA) ........................................................................................... 16-43
TERRAIN AWARENESS AND WARNING SYSTEMS (TAWS)................................... 16-44
Honeywell MARK V ................................................................................................. 16-44
RUNWAY AWARENESS AND ADVISORY SYSTEM (OPTIONAL) ........................... 16-46
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) ....................... 16-46
AIRCRAFT WEATHER RADAR .................................................................................... 16-47
Radar Menu ............................................................................................................... 16-47
AUTO/MANUAL OPERATION............................................................................... 16-49
WX-1000E Lightning Detection Stormscope .......................................................... 16-49
AUDIO PANELS .............................................................................................................. 16-49
Microphones .............................................................................................................. 16-50
LIMITATIONS.................................................................................................................. 16-50
EMERGENCY/ABNORMAL.......................................................................................... 16-50
QUESTIONS .................................................................................................................... 16-51

16-ii FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

16 AVIONICS
ILLUSTRATIONS
Figure Title Page
16-1. STBY FLT DISPLAY and AVIONICS Switches .................................................. 16-2
16-2. PFD ADC Fail Flags .............................................................................................. 16-3
16-3. Reversion Switches................................................................................................ 16-3
16-4. Standby Air Data Fail Xs ....................................................................................... 16-3
16-5. Pilot AHRS Switches ............................................................................................ 16-4
16-6. AHRS Alignment ................................................................................................... 16-4
16-7. AHRS Fail Flags.................................................................................................... 16-4
16-8. Standby Instruments .............................................................................................. 16-5
16-9. EFIS System Panels............................................................................................... 16-6
16-10. Primary Flight Display .......................................................................................... 16-6
16-11. Display Control Panel............................................................................................ 16-7
16-12. MFD 1 - Start-Up Display ..................................................................................... 16-9
16-13. Both MFDs - Avionics and battery on ................................................................ 16-10
16-14. Cursor Control Panel .......................................................................................... 16-10
16-15. Display Failures .................................................................................................. 16-11
16-16. Flight Guidance Panel ........................................................................................ 16-14
16-17. FMS-3000........................................................................................................... 16-22
16-18. STATUS Page ..................................................................................................... 16-24
16-19. POS INT Page .................................................................................................... 16-24
16-20. FPLN Page ......................................................................................................... 16-25
16-21. DEPART Page .................................................................................................... 16-26
16-22. PERF INIT Page................................................................................................. 16-26
16-23. ACT LEGS Page................................................................................................. 16-27
16-24. ARRIVAL Page .................................................................................................. 16-27

FOR TRAINING PURPOSES ONLY iii

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
16 AVIONICS

16-25. DEP/ARR INDEX Page ..................................................................................... 16-27

16-26. TRANS List........................................................................................................ 16-27
16-27. INDEX Menus (Typical) .................................................................................... 16-28
16-28. Flyover Point....................................................................................................... 16-31
16-29. ACT DIRECT-TO Page ...................................................................................... 16-31
16-30. HOLD AT Options ............................................................................................. 16-32
16-31. MOD FPLN HOLD Page ................................................................................... 16-32
16-32. PEGS Page with EXIT HOLD ........................................................................... 16-33
16-33. MFD MENU Key Selected ................................................................................ 16-33
16-34. VNAV Descents Indications ............................................................................... 16-36
16-35. RADIO TUNE Page ........................................................................................... 16-40
16-36. FREQUENCY DATA Page ................................................................................ 16-41
16-37. Chart Menu......................................................................................................... 16-42
16-38. AOA Indication .................................................................................................. 16-44
16-39. DCP TAWS MENU Button ................................................................................ 16-45
16-40. Wx Radar Test .................................................................................................... 16-48
16-41. Audio Panel ........................................................................................................ 16-49

iv FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

16 AVIONICS
CHAPTER 16
AVIONICS

INTRODUCTION
This chapter provides an overview and basic operation of the avionics systems in the CJ4 aircraft.
It does not provide complete details of every part for each system. The Airplane Flight Manual
(AFM) and manufacturer pilot guides should be consulted for more detailed information. Class-
room presentations along with systems integration training (SIT) sessions are used to familiarize
pilots with the systems and allow hands-on application. Each simulator session also permits
hands-on use of the avionics.

GENERAL
The CJ4 aircraft uses the Pro Line 21 as the foun- The FAA Flight Standards Board has directed that
dation for aircraft avionics. This includes flight holders of U.S. pilot certificates who are flying
instruments and guidance, autopilot, communica- under the rules of Part 135 and/or Part 91 Subpart
tions, and both short- and long-range navigation K be trained and checked on the use of the Flight
sources. This avionics package also includes ter- Management System (FMS), electronic charts, and
rain and traffic avoidance, onboard weather radar, graphic weather systems.
electronic airport terminal charts, and graphic
NEXRAD weather.

FOR TRAINING PURPOSES ONLY 16-1

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
16 AVIONICS

SYSTEM POWER
The STBY FLT DISPLAY and AVIONICS power
switches control power input for all avionics (Fig-
ure 16-1). The STBY FLT DISPLAY switch con-
trols power to the standby attitude indicator and
the AVIONICS power switch controls power to the
remaining systems. Some systems can be operated
from emergency DC power while others require
normal DC power. Refer to Chapter 2—“Electri-
cal Power Systems” or Section 3, Electrical System Figure 16-1. STBY FLT DISPLAY and
description of the AFM. AVIONICS Switches

bases, obtain ATIS and clearance, and install a

STBY FLT DISPLAY SWITCH flight plan into the FMS without a large demand
on the battery. With this switch in DISPATCH and
The three-position STBY FLT DISPLAY switch is the battery switch in ON, ADC 2 and DCU chan-
located on the ELECTRICAL POWER panel (Fig- nel B are also powered for engine start, and power
ure 16-1). With the switch in OFF the instrument is removed from the FSU and DBU panel. In this
is totally disabled. When the switch is held in the condition, battery depletion occurs in approxi-
TEST position, the cyan light to the lower right of mately 20 minutes.
the switch illuminates to indicate proper charge of
the instrument’s dedicated battery. This test may
be done at any time.
AIR DATA SYSTEM
When the switch is in the ON position, the amber
light to the upper light illuminates to indicate dis- The air data system consists of two independent
charge of the dedicated battery. If the aircraft main digital air data computers (ADCs), one standby air
battery or either generator or either alternator is data system, three pitot probes, 6 static ports (3 per
online, the amber light is out. When fully charged, side on the forward fuselage), and two temperature
the battery provides at least 55 minutes of operation probes (each engine inlet). The ADCs receive the
in the event of total power loss of airplane electri- pressure and temperature inputs and process data
cal power. The amber light goes out when normal through the integrated avionics processing sys-
DC power is available. tem (IAPS) to end users. The IAPS is simply the
storage bin for circuit boards in the right forward
AVIONICS POWER SWITCH nose section. Data is typically shown as airspeed,
altitude and vertical speed on any display that is
The three-position AVIONICS POWER switch selected to present this data.
is located on the ELECTRICAL POWER panel
(Figure 16-1). With the switch in OFF only the ADC 1 requires either normal or emergency DC
left multifunction display (MFD 1) will be pow- power and is normally shown on primary flight
ered if the battery switch is selected to ON. With display 1 (PFD 1). ADC 1 is also the supplier of
the switch in ON power is applied to all avionics altitude encoder information for either transponder
systems. under normal conditions. ADC 2 requires nor-
mal DC power, is normally shown on PFD 2, and
With this switch in DISPATCH and the battery may provide altitude data for either transponder if
switch in OFF, power is supplied to Com 1 radio, needed. The standby air data system only appears
left and right audio panels, FMS CDU 1, the file on the standby flight display and does not connect
server unit (FSU), the database update (DBU) to transponders.
panel, the left cursor control panel (CCP), and
other items. This permits the pilot to update data- ADC 1 can only receive ram air pressure from the
left pitot tube, static air pressure from its two dedi-

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16 AVIONICS
cated static ports (one on each side) and air temper- If the standby air data system fails, air data may
ature from the left engine probe. ADC 2 does the be removed and/or large red Xs may appear on
same but from the right side sources. The standby the standby indicator in lieu of performance data
air data system has its own pitot tube and two static (Figure 16-4). There is no reversion capability for
sources but no temperature input. this instrument.

ADC 2 receives ram and static air pressure from the

right pitot tube and two dedicated static ports (one
on each side of the fuselage). ADC 2 processes the
inputs and sends the data to PFD 2.

When an ADC fails, air data on that PFD is

removed and large red flags (IAS, ALT, and V/S)
are displayed. A white boxed XADC flag displays
on the left side of the opposite PFD, near the air-
speed tape, indicating loss of comparison. If both
ADCs fail, air data is removed and large red flags
(IAS, ALT, and V/S) are displayed (Figure 16-2). Figure 16-2. PFD ADC Fail Flags
To receive valid data from the operational ADC, the
faulty side ADC button, on the PILOT or COPI-
LOT REVERSION panels above the displays, is
pushed to place the system in reversion mode (Fig-
ure 16-3). A loss of ADC 1 automatically selects
ADC 2 for transponder altitude encoding (does not PILOT
change transponders).

With an ADC 1 or 2 failure, it may be necessary

to press the AP XFR button on the flight guidance
panel to transfer flight guidance computer (FGC)
sources. The autopilot may continue to operate. COPILOT
Refer to the Flight Guidance System section in this
chapter for more information. Figure 16-3. Reversion Switches

If ADC 1 fails, the pressurization system automati-

cally reverts to pneumatic mode. If both ADCs fail,
the standby flight display must be used for altitude
and airspeed.

If airspeed or altitude data does not agree between

ADC 1 and ADC 2, an amber miscompare flag
(amber boxed IAS or ALT) appears on each PFD
at the top of the airspeed or altitude scale. The
standby airspeed or altitude is used to determine
which is valid.

If altimeter settings between PFD 1 and PFD 2

disagree by 30 feet or more, an amber line appears
under the setting on both PFDs, regardless if the
setting is in inches, Hg or hectopascals. Figure 16-4. Standby Air Data Fail Xs

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ATTITUDE HEADING ground alignment or the alignment stops. Once

the aircraft is stopped, the alignment begins again.
REFERENCE SYSTEM
(AHRS) If one AHRS fails, large red flags (ATT and HDG)
replace normal data (Figure 16-7). The autopilot
is inoperative. With a single failure, a white boxed
Two attitude heading reference systems (AHRS) XAHS flag displays on the left side of the opposite
provide attitude and heading information. AHRS PFD, indicating loss of comparison. If attitude data
1 requires normal or emergency DC power and does not agree between AHRS 1 and AHRS 2, an
normally displays on the PFD 1. AHRS 2 requires amber boxed miscompare flag (ROL, PIT, or ATT)
normal DC power and displays on PFD 2. The auto- appears in the upper left corner of both PFDs atti-
pilot require both AHRS to be functional with no tude indicators. The standby flight display is used
miscompares in attitude in order to operate. to determine which is valid.
Each pilot has AHRS SLAVE buttons on the If heading data does not agree between AHRS 1
REVERSION panel above the displays (Figure and AHRS 2, an amber boxed miscompare flag
16-5). (HDG) appears to the left of the heading readout on
both PFDs. Refer to the standby flight display for
valid headings. Ensure both AHRS SLAVE buttons
are not pushed. Flying with one side in manual can
cause heading miscompares. If the MAN button is
pushed, slewing may be required to more closely
align headings. Then deselect the MAN button to
place the system into auto mode. If slewing does
not correct the miscompare, AHRS reversion on
Figure 16-5. Pilot AHRS Switches the faulty side is required.

Pressing the MAN button switches the system from To receive valid attitude and/or heading data (in the
normal operation to manual operation. A white DG event of a failure or miscompare) from the opera-
annunciation appears just to the right of the head- tional side, the faulty side AHRS button should
ing for that side only. The MAN position allows be pushed to place that side in reversion mode
the pilot to slew the headings with the L or R but- (see Figure 16-3). It may be necessary to transfer
tons if needed. the FGC control to the other side. This is done by
pressing the AP XFR button on the flight guidance
The AHRS alignment is automatic and takes about panel. The autopilot may continue to function after
35 to 45 seconds to complete (Figure 16-6). Head- a heading fail. Refer to the Flight Guidance Sys-
ings begin at north and rotate (showing left turn) tem section in this chapter for more information.
until north is reached again and then display prop-
er heading. Do not taxi or tow the aircraft during

Figure 16-6. AHRS Alignment Figure 16-7. AHRS Fail Flags

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16 AVIONICS
STANDBY FLIGHT The standby flight display air data system oper-
ates from its dedicated battery for a minimum
INSTRUMENTS of 55 minutes when normal aircraft power is not
available. The airspeed has a red overspeed bar
The standby flight instrument consists of a standby which appears when approaching limits. Mach
flight display and provides raw performance data. is displayed in the upper left corner when above
There are no command bars for guidance or navi- approximately 0.4 Mach.
gation information.
The standby air data system receives ram and static
air pressure from the standby pitot tube (right side
STANDBY FLIGHT DISPLAY fuselage) and two dedicated static ports (one on
The standby flight display shows attitude, airspeed, each side of the fuselage).
altitude, and heading (Figure 16-8). After applying
power, the standby flight display takes about 180
seconds to perform self tests and align. During this ELECTRONIC FLIGHT
time a failure flag is present along with a count-
down of seconds to complete alignment. Air data INSTRUMENT SYSTEM
displays about 20 seconds after power application.
The knob in the lower right corner adjusts altim-
(EFIS)
eter settings (push for STD) and functions with the The electronic flight instrument system (EFIS) is
installed menu. A small ambient lighting sensor is a multicolor, flight instrument display and control
to the left of the M (menu) button. system that supplies display and control functions
for the following (Figure 16-9):

• Flight instruments
• Flight guidance
STD
80 • Engine instruments
• Navigation
60
10 10 1500 • Communication
1
40 13 20
00
• Hazard avoidance
9 • Crew alerting systems (CAS)
10 10
• Weather
1000
• System Information
N 03
The primary components of the EFIS are:
M
• PFD 1 and PFD 2

Figure 16-8. Standby Instruments

• Two display control panels (DCP)
• MFD 1 and MFD 2
Pushing the M button accesses the menu, which • Two cursor control panels (CCP)
only has three options: fast erect, brightness, and
baro type (inches or HPa/MB). Rotate the knob to • Dual channel DCU
the desired option and then push the knob. Make • One flight guidance panel (FGP)
the desired choice or follow instructions, then push
the knob again. • Dual integrated avionics computer

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T
R
I
M

PFD 1 MFD 1 MFD 2 PFD 2

Figure 16-9. EFIS System Panels

PRIMARY FLIGHT no changes are made. Mach appears under the air-
speed tape when it exceeds 0.4.
DISPLAY (PFD)
Two PFDs show the performance of the aircraft A red overspeed bar appears along the speed scale
(attitude, heading, altitude, airspeed, and verti- and extends upward when nearing limits. The bar
cal speed) (Figure 16-10). The displays also show is set at 260 knots if below 8,000 feet MSL. Above
aircraft position from selected navigation (NAV) 8,000 feet it adjusts to represent the appropriate
sources (course deviation indicator (CDI) and/or overspeed value (VMO or MMO) relative to the alti-
bearing pointers), time and distance to FMS way- tude of the aircraft.
points, and distance measuring equipment (DME)
information from VOR or LOC sources. Wind
information is displayed using a directional arrow
and speed value when the FMS detects a wind
speed of 7 knots or greater. Other data is presented
at the bottom of the PFD. The following are dis-
played on the PFDs:

Attitude—Indicator shows cyan over brown with

pitch marks aligned in the center and bank indices
at the top. The lower portion of the sky pointer is
the slip/skid indicator.

The PFD declutters (removes unnecessary informa-

tion) automatically if pitch exceeds 30° nose up,
20° nose down, or 65° of bank. Only attitude and
heading are displayed in the declutter mode. As
pitch and/or bank is reduced (5° less than declutter
onset), all normal displays return.

Airspeed—The lowest value that registers on the

ground is 40 knots; below that dashes display. The
higher speeds appear from the top. Current speed
is shown in the window with values. Three seconds
after becoming airborne a speed trend bar extends
from the current speed. The end of this trend bar
is the speed the aircraft will be in 10 seconds, if Figure 16-10. Primary Flight Display

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16 AVIONICS
If the speed trend bar extends into the over- speed Navigation—The lower portion of the PFD can
bar, the current speed turns amber. If the aircraft display different formats (styles) depending on
does overspeed, the speed turns red and the over- NAV source. Current NAV source and its data are
speed aural alert is heard. shown at the upper left of the navigation display.
A preset (standby) NAV source is also available
As airspeed is reduced, a low-speed awareness tape for selection. The course arrow relates to the NAV
appears from the bottom of the airspeed scale. The selected. Two bearing pointers to various NAV
top of the low-speed tape indicates stick shaker sensors (VOR, FMS, and ADF) are also available.
activation (about .8 AOA) which occurs slightly
before stall speed. The PFD is normally controlled by buttons and
knobs on the DCP above the PFD (Figure 16-11).
Takeoff and landing speed bugs can be manually Some PFD functions may be accessed through the
placed on the airspeed scale through the REFS LWR MENU on the same side CCP.
MENU. If below FL180, flap speed placards are
shown on the scale. F15 is for flaps 15o at 200 kts
and F35 is for flaps 35o at 160 kts.

Altitude scale—Displays about ±220 feet either

side of the current altitude. The higher altitudes
appear from the top. The current altitude window
digitally displays every 20 feet of altitude. When
outside of the current altitude window, altitudes Figure 16-11. Display Control Panel
display at 100 feet increments. An altitude prese-
lector bug shows its position relative to current alti- The DCP activates menus on the PFD to control
tude, and the bug value is shown digitally above the what is displayed. For certain functions or dis-
altitude scale. The barometric setting is read just plays to work, the active choices are highlighted
below the altitude scale. If the baro setting value in cyan. If the function or display item is white, it
is displayed as inches (IN) or hecto-pascals (HPA), is not engaged or displayed. If it is gray, it can not
turning the BARO knob on the DCP directly con- be selected.
trols the value of that PFD. If the displayed set-
ting is STD (standard), turning the knob allows the The PFD main display shows PRESET on the left
pilot to set the local altimeter in a preset window side with a standby NAV source inside the cyan
just below the standard setting. When the pilot is cursor box. This NAV source becomes the current
ready to use the new preset, the pilot pushes the NAV source if the NAV key on the DCP is pressed.
BARO knob. The old active source becomes the standby source
and appears within the box. The source within the
If metric altitude is selected for display on one box can be changed by turning the DATA knob in
PFD, the other PFD also shows metric altitude. the middle of the MENU ADV knob. The other
The current altitude readout remains in feet, and a available sources appear in the box as the knob is
converted value in meters is shown just above the turned. Pushing the DATA knob makes the selected
altitude in feet. The altitude preselector changes to navigation source active.
meters. Any baro altitude minimum remains in feet.
All aircraft have two NAV radios. The active NAV
Vertical speed indicator (VSI)—Displays to the source on a PFD is color coded and usually num-
right of the altimeter. The VSI shows current rates bered. PFD 1 typically uses NAV 1 radio and the
using a green needle and digital readouts. The read- FMS. If the source is the onside NAV radio, the
out is at the top of the scale when climbing and at course arrow/CDI color is green. The source (VOR
the bottom when descending. The VSI can also 1 or LOC 1) is determined by the frequency of the
display a rate required bubble to meet vertical navi- NAV 1 radio. If the source is the onside long range
gation (VNAV) altitude constraints from the FMS. NAV system, it is magenta (FMS 1). Selecting any

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offside NAV source would make the data amber and on the MFD at the left central position just
(VOR 2, LOC 2, or FMS 2). above the navigation source.

PFD 2 typically uses NAV 2 radio and the second The DCP has the following controls and functions:
long range source (if installed). The VOR 2 or LOC
2 would be green, FMS 2 would be magenta, and NAV (transfer) button—Used to exchange the
any offside source would be amber. active NAV source with the preset NAV source.

Flight director window—Displayed in the top area PFD MENU button—Used to access or remove the
of the PFD. Refer to the Flight Guidance System PFD MENU. The menu contains all the features of
section in this chapter for more information. the quick-access buttons on the DCP except for ET
(elapsed time). The menu is divided into FORMAT
Traffic (TFC), aircraft weather radar (WX), and and CONTROLS each with submenus. The FOR-
terrain (TERR) may be displayed, depending upon MAT submenu allows changes to the PFD’s lower
the format selected. A full compass rose cannot half. The CONTROLS submenu allows changes
show terrain or weather. TFC can show on any of to navigation source, map ranges, and other PFD
the PFD formats. Refer to the appropriate sections related items.
in this chapter for more information.
ESC (escape) button—Steps one level out of a
If a PFD symbol generator fails, that PFD goes selected menu.
blank. The pilot can move the entire PFD picture
onto the adjacent MFD pushing that side’s PFD ET (elapsed time) button—Starts, stops, and resets
button on the REVERSION panel (Figure 16-3). the PFD elapsed time readout.
This causes engine data to compress and display
above each PFD’s attitude indicator. The DCP on FRMT (format) button—Selects the next available
that side continues to function except for the CCP PFD display format. When the displays are not
MENU button. The CCP on that side becomes reverted, the format selections are ROSE, ARC,
nonfunctional. and PPOS Map.

Each PFD’s intensity is controlled by their respec- If the PFD is in a reverted mode (PFD or MFD
tive rheostat knob on the DIMMING panel on the reversion selected or using only the emergency DC
center pedestal (Figure 3-1). bus) pressing the FRMT button toggles the lower
half of the display between ROSE, ARC, PPOS (if
FMS NAV source), SYS 1, SYS 2, and CAS.
DISPLAY CONTROL PANEL
(DCP) TERR/WX (terrain/weather) button—Used to
select or deselect the terrain, weather radar, and
Above each PFD is a DCP, which is used to con- optional lightning overlays on the PFD. Each push
trol the information displayed on the PFD (Figure of the button steps to the next available overlay or
16-11). Avionics power must be on for the DCP to to OFF. Both terrain and weather require an ARC
function. Each DCP generally controls the corre- display (plain or PPOS map) in order to display
sponding PFD with some exceptions. Any changes those overlays; however, both terrain and weather
to the PFD MENU CONFIG items on one PFD will cannot be displayed on the PFD at the same time.
change the other PFD to match. Changing radar Pressing the TERR/WX button down longer than
control (STANDBY, AUTOMATIC, MANUAL, 1 second changes the PFD to a plain arc with the
or TEST) affects both PFDs and MFDs. Changing terrain overlay displayed on a 10 nm range. The
radar modes (WX, WX + TURB, TURB, or MAP) maximum range for terrain or weather display is
affects only the on-side PFD and MFD. 300 nm. If the prior display was set at 600 nm, it
will reduce to 300 nm automatically when TERR
If a DCP cannot communicate with its display or WX is selected for display. Refer to the TAWS
units, an amber boxed DCP annunciation appears
on the PFD to the left of the baro altimeter setting

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16 AVIONICS
and Aircraft Weather Radar sections of this chapter RADAR MENU (weather radar) button—Used
for more information. to select the RADAR MENU on the PFD (push-
on/push-off). It is used to select weather radar
TFC (traffic) button—Used to select and deselect modes, stabilization, gain, and other weather radar
the traffic overlay. Pressing the TFC button down controls.
longer than 1 second changes the PFD to the ROSE
format with traffic selected at the present display TAWS MENU button—Used to select the various
range. The maximum range of a ROSE display TAWS functions.
with traffic is 50 nm, unless traffic was selected
after the ROSE format was selected. Refer to the TILT knob (outer knob)—Used to change the
Traffic Alert and Collision Avoidance System sec- weather radar tilt angle for that PFD when the
tion of this chapter for more information. radar is in manual control mode of operation. The
tilt may be changed by quarter of degrees from 15o
BARO knob—Used to set the barometric pressure up to 15o down.
for the on-side PFD altimeter. The type of pres-
sure (IN for inches; HPA for hecto-pascals) is set RANGE knob (inner knob)—Used to set the dis-
using the PFD MENU and CONFIG option. With play range for the on-side MFD and PFD. The pos-
IN or HPA displayed after the pressure value, turn-
ing the knob instantly changes the value set. With
IN or HPA displayed, pushing the BARO knob
instantly changes the value to standard – STD now
follows the value of 29.92 or 1013. When STD is
displayed, turning the BARO knob allows setting a
local pressure in a “preset window” under the STD
readout. Pushing the knob would then change the
setting to the local pressure.

CCP MENU (cursor control panel menu) button—

Allows the DCP to control some of the features on
the MFD. Refer to the CCP section in this chapter.

REFS MENU (references) button—Used to manu-

ally set and display the V speed references and alti-
tude minimums associated with takeoff and landing
procedures.

MENU ADV knob (outer knob)—Used to position

the cyan selection box on a menu or submenu. A
menu is a window that shows one or more control
selections. The control selections may be separated
into groups within a menu by way of submenus res-
ident on the parent menu. Alternatively, submenu
links may be provided to select submenus that are
not resident on the parent menu. Figure 16-12. MFD 1 - Start-Up Display
DATA knob (inner knob)—Used to change the
value highlighted by the cyan selection box between sible settings are 5, 10, 25, 50, 100, 200, 300, and
predefined limits, change the state of a highlighted 600 NM. The 600 NM range is not available when
item (e.g., on/off), or select or change an item when either a terrain or weather radar overlay is active
turned or pushed. on either the PFD or MFD on the same side. The

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allows the pilot(s) to vary displays. The FORMAT

options are:

PPOS (Present position) map—A heading up map

with the aircraft at the center. This format can dis-
play the flight plan, terrain, on board radar, and
traffic.

PLAN map—A north up display with the center

at a navigation fix the operator chooses. This for-
mat can display the flight plan, as well as graphic
weather.
MFD 1 MFD 2
GRAPHIC WEATHER (GWX) display—Displays
Figure 16-13. Both MFDs - Avionics and all of the functions of graphic weather. Zoom lev-
battery on els, METAR and TAF information, and a variety of
weather related items are possible here.
PFD and MFD ranges will always be the same
when using the RANGE knob.

STBY/WXR/ON button – Pushing this button

(same as RANGE knob) toggles the weather radar
between STBY and ON.

MULTIFUNCTION DISPLAY
(MFD)
Figure 16-14. Cursor Control Panel
The left MFD (MFD 1) is powered anytime normal
DC power is available (from battery, generator, or
alternator) (Figure 16-12). With any generator or TCAS page—TCAS display – Removes all other
alternator online and the battery switch in EMER, data and shows traffic symbols around the aircraft.
MFD 1 blanks.
When an MFD fails, the display is blank. The pilot
With DC and avionics power on, both MFDs dis- should push the failed side MFD reversion button
play in normal flight configuration (Figure 16-3). on the reversion panel. This action places engine
The top of MFD 1 displays engine data in a large data in small format at the top of each PFD. If
or small format. The top of MFD 2 displays CAS MFD 2 fails, the CAS message window reverts to
messages when appropriate. Between the top data the top of MFD 1 when the right side MFD rever-
and the lower navigation data is an upper text win- sion button is pressed. When an MFD has failed
dow that may be shown. Options for this upper or is displaying PFD information, that MFD can-
format window are found by using the UPR MENU not show charts or graphic weather, and that MFD’s
button on the applicable CCP. This menu removes CCP becomes inactive. Refer to Figure 16-14 for
itself after 10 seconds of no action. The MENU examples of display failures.
ADV and DATA knobs on the CCP are used to
select sub-menus and functions. Additional choic- With all displays normal, if no display (PFD or
es for the upper format window are made through MFD) is showing a TERR overlay, MFD 2 will
the DSPL MENU button on the FMS CDUs. automatically display terrain on a 10 nm range if
the EGPWS activates either a “caution” or “warn-
The lower half of each MFD is controlled by the ing” for either an obstacle or terrain.
LWR MENU and its options. The FORMAT option

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16 AVIONICS

Figure 16-15. Display Failures

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Each MFD’s intensity is controlled by their respec- a map (PPOS or PLAN). The ENGINE option
tive rheostat knob on the DIMMING panel on the under CONTROLS resizes the engine data between
center pedestal (Figure 3-1). large and small views. If the CHART button was
pushed in order to see a chart, the UPR MENU
With all displays normal, if no display (PFD or button may be used to access or remove the main
MFD) is showing a TERR overlay, MFD 2 will chart index menu.
automatically display terrain on a 10 nm range if
the EGPWS activates either a “caution” or “warn- LWR MENU (lower menu)—Used to access or
ing” for either an obstacle or terrain. remove menu options for the lower format area of
the MFD. The LWR MENU is divided into FOR-
Each MFD’s intensity is controlled by their respec- MAT and CONTROLS submenus based on what
tive rheostat knob on the DIMMING panel on the the MFD is currently showing on the lower half of
center pedestal (Figure 3-1). the screen. The lower half of the MFD can show
navigation data, airport charts, database informa-
tion, and graphic weather. If the MFD is showing
CURSOR CONTROL navigational data, changing the FORMAT will
PANEL (CCP) change the CONTROLS available for that display.
The basic FORMAT options are ROSE, ARC,
The cursor control panel (CCP) provides MFD PPOS map, PLAN map, GWX (graphic weather),
display control through quick access buttons and and TCAS. Based on the format selected certain
menus (Figure 16-15). Each CCP only controls the overlays (TERR, WX, and TFC) may be available.
MFD above it but can also control the same side If the CHART button was pushed in order to see
PFD. If the same side MFD is in reversion (show- a chart, the LWR MENU button may be used to
ing PFD data), the same side CCP is no longer access or remove the main chart index menu.
functional. If a CCP cannot communicate with its
on-side display units, an amber boxed CCP annun- CURSR (cursor)—At present this button has no
ciation appears on the PFD to the left of the baro apparent function.
altimeter setting and on the MFD at the left central
position just above the navigation source. The CCP ENG (engine)—Toggles the EIS format size of the
has the following controls: on-side MFD.
MENU ADV (advance) knob – Used to position a ESC (escape)—Used to back out of a submenu,
cyan cursor box within a menu or submenu. Turn- clear a parent menu, and to abort a data entry
ing the knob clockwise moves the cursor down; action.
turning counter-clockwise moves it up.
DATA BASE—Selects and deselects the DATA-
DATA—Used to change the value highlighted by BASE MENU on the MFD. The DATABASE
the cyan selection box between predefined limits, MENU provides access to the following:
change the state of a highlighted item (e.g., on/off),
or select an item from a list. • SUBSCRIPTIONS
PUSH SELECT—Selects the item highlighted by • DATABASE EFFECTIVITY
the menu cursor. The PUSH SELECT button is also • FILE SERVER CONFIGURATION
used for checklist control.
• FCS DIAGNOSTICS
UPR MENU (upper menu)—Used to access or
remove menu options for the upper format area • MDC MAINTENANCE
of the MFD. The UPR MENU is divided into • THROTTLE LEVEL ANGLE
FORMAT and CONTROLS submenus. FOR-
MAT has options of OFF, FMS TEXT, CAS, and The last three items on this list are not available
CHECKLIST. FMS TEXT is not available unless in flight.
the MFD source is FMS and the lower display is

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NAV DATA (navigation data)—Selects and dese- PASS BRIEF (passenger briefing) – Used to access
lects FMS data text on the MFD. The DSPL MFD and initiate automated briefings (if installed).
button on the FMS CDU is used to control which
text data will be shown from its menu. The MFD CAS PAGE (crew alerting system)—Used to see
must be showing text data for the DSPL MFD more messages if both sides of the CAS window
menu to present correct options. The last data for- are full.
mat selected will show (or be removed) when the
NAV DATA button is pressed. MEM (memory)—MEM (memory) buttons – Used
to store and recall pilot choices of MFD upper and
TERR/WX (terrain/weather)—Each push of the lower formats along with overlays of terrain, weath-
button steps to the next available overlay or to er radar, and traffic. The pilot sets up the MFD as
OFF. Both terrain and weather require an ARC desired then holds one the MEM buttons down.
display (plain or PPOS map) in order to display In a few seconds the word STORE appears near
those overlays; however both terrain and weather the left center position. As the button is released
cannot be displayed on the MFD at the same time. STORE COMPLETE is shown. If the pilot desires
Pressing the TERR/WX button down longer than to see the stored display later, the same MEM but-
1 second changes the PFD to a plain arc with the ton is pressed and released (not held down). Charts
terrain overlay displayed on a 10 nm range. The and FMS text displays cannot be stored. Possible
maximum range for terrain or weather display is annunciations are:
300 nm. If the prior display was set at 600 nm, it
will reduce to 300 nm automatically when TERR • STORE – Memory button has been pressed
is selected for display. Refer to the TAWS and for more than 3 seconds. Pilot should release
Aircraft Weather Radar sections of this chapter for button to complete the action.
more information.
• STORE COMPLETE – Current displays
SYS (system) – Used to display or remove two successfully stored.
pages of aircraft systems synoptic data at the bot- • STORE FAULT – A fault is detected that
tom of the MFD. Pressing button toggles to next prevents storing the current displays.
option.
• RECALL COMPLETE – Recall of display
TFC (traffic)—Used to select and deselect the was successful.
TCAS traffic overlay and the TCAS only format • RECALL FAULT – A fault is detected that
on the MFD. When a compatible display format prevents recall of display.
is active, momentary operation of the TFC button
selects the TCAS traffic overlay. When the cur- CHART—Turns electronic charts on and off.
rent MFD format is not compatible with a traffic When pushed, the last chart viewed is displayed.
overlay or a TCAS traffic advisory is active on If no chart has been selected since power up, NO
the MFD, operation of the TFC button selects the CHART AVAILABLE appears. Push the LWR
TCAS Only format. The TCAS Only format is also MENU key to access the chart menu.
selected when the TFC button is held in for more
than 1 second. The display range is set automati- Orientation key—Rotates charts 90° to aid in
cally to 10 NM when the TCAS Only format is viewing.
initially selected.
ZOOM—Charts and graphic weather displays have
CKLST (checklist)—Used to select and deselect different zoom levels to aid in viewing the informa-
the Checklist mode in the upper window. When tion. Pushing the end of the key ( + or – ) changes
Checklist is deselected, the upper window shall charts between 1x and 2x zoom levels. If the XM
return to the previously displayed upper window graphical weather map is displayed, zoom levels of
display. The checklist is only available on one MFD 1x, 4x, and 16x can be selected.
at a time.
When a specific chart is recalled, the last viewed
orientation and zoom is also recalled for that chart.

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16 AVIONICS

Joystick—Used to view or control E-charts, GWX The top of each PFD contains a flight director win-
(graphical weather), checklist (if installed), and dow which tells the pilot(s) what is happening now
maintenance functions. The joystick functions as (active modes) and what may happen in the future
follows depending on display shown: (armed modes). At power up the window is blank.
When a flight guidance mode is selected, an arrow
• Charts – Moving the joystick up, down, left (or two) appears in the window. A solid arrow
or right repositions the view of the chart. points to the side that controls the command bars
(if displayed) and the autopilot (if engaged). A thin
• GWX – Moving the joystick up, down, left arrow (if displayed) points the opposite direction
or right repositions the view of the graphic for monitoring capabilities. When two arrows are
weather map. present, each FGC has control of its own command
• Checklist – Moving the joystick up or down bars. Dual arrows only occur when a go-around
checks off an item or moves on a menu. (GA) button is pushed with no other mode active,
Moving left or right selects prior or next or when an ILS glideslope is actively being tracked
checklist. with both PFDs on the same localizer frequency.
• Maintenance – Moving the joystick is used Pushing a GA (go-around) button on either throttle
for maintenance page control. while on the ground positions the command bars
in a takeoff position (10o pitch up). Each FGC
FLIGHT GUIDANCE controls its command bars while in takeoff (TO)
mode, but the left side would normally control the
SYSTEM autopilot (solid arrow). When another command
mode is chosen, the thin arrow is removed – both
The flight guidance system consists of two AHRSs, command bars are being controlled from the left
two ADCs, two flight guidance computers (FGCs), side. The same would occur if airborne, but the
the flight guidance panel (FGP)(Figure 16-16), the annunciation would be GA and the bars would be
autopilot with yaw damper, and switches on each at 7o pitch.
control yoke and each throttle. The two FGCs work
independently but at the same time, and generally FLIGHT GUIDANCE
only one is controlling the command bars. Only
one FGC can control the autopilot at any given COMPUTER (FGC)
time. The system uses lateral and vertical inputs The FGC takes mode selections and navigation
from the pilot, a nav radio, or the FMS to maintain information to command the flight director to arm,
desired direction and altitude. capture, and track lateral and vertical guidance. If
the autopilot is on, the FGC drives the pitch and
The system powers up with the left seat pilot ini- roll servos.
tially in control of the autopilot and command
bars. The left seat pilot would normally have NAV The pilot directs the FGC through selection of lat-
1 radio for navigation; the right seat pilot NAV eral and vertical modes on the flight guidance panel
2 radio. If only one FMS is installed, both sides (FGP) (Figure 16-16). The autopilot requires both
have access to that nav sensor. If two FMSs are FGCs to be operational in order to function.
installed, the left side normally has FMS 1 and the
right side FMS 2.

Figure 16-16. Flight Guidance Panel

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16 AVIONICS
A red boxed FD displays when the controlling flight VS button—Turns the vertical speed mode on
director cannot function. Swapping FGCs (using or off; it is never armed. This mode uses a com-
the AP XFR button) may regain the flight director manded rate of climb or descent, which is read at
and command bars; however, the autopilot would the top of the flight director window. A small cyan
not operate with an FGC failed. If flying an ILS arrow appears inside the VSI and matches the
approach with only one FGC, the side with the commanded rate. The current rate of movement
failed FGC loses command bars when GS becomes is read within the top or bottom of the VSI. The
active, even though the autopilot transfer has been commanded rate is adjusted by using either the AP
moved to the operative side. pitch wheel or the AP SYNC button. The AP pitch
wheel changes rate by 100 fpm with each click if
the wheel is moved slowly. If the wheel is rapidly
FLIGHT GUIDANCE PANEL moved, a large rate change will occur. When either
The flight guidance panel (FGP) under the AP SYNC button is released, the current rate is
glareshield allows the pilot(s) to select manual or selected. Both methods are active at the same time.
autopilot guidance for lateral and/or vertical air-
craft control (Figure 16-16). The FGP has the fol- VNAV button—Pressing the button turns the
lowing controls: VNAV function on or off – VNAV is never armed.
The active NAV source must be either a FMS or
FD (flight director) buttons – Used to display or LOC. For allowed FMS approaches, VNAV can
remove command bars on the attitude indicator. If guide the aircraft to cross a runway threshold at
the bars are in view, pressing the FD button on the 50 feet. VNAV can function on localizer based
side that has FGC control (solid arrow) removes approaches to the last altitude displayed in the
the bars from both PFDs. If the bars are not in flight plan. VNAV cannot function after GS cap-
view, pressing the FD button on the side that has ture. Based on other vertical mode selections, the
FGC control (solid arrow) displays the bars on letter V preceding the active vertical mode is an
both PFDs. The side that has the thin arrow can indication that VNAV is on. Altitude changes using
only control the bars on that PFD. Deselecting the VNAV may be done using any vertical mode from
command bars does not disengage the autopilot, the FGP or a path angle from the FMS to an FMS
and any active and armed modes continue to show altitude (seen above the vertical speed scale) or to
and function. a preset altitude (seen above the altimeter). VNAV
climbs can only be done in PTCH, FLC, or VS
If the autopilot is turned on while the control- modes. VNAV descents may be done in the same
ling flight director is off, command bars appear modes or by using PATH or GP (angles). More
and operate in basic roll and pitch modes. If the details on VNAV are in the FMS section of this
autopilot is turned on while flight director modes chapter.
are active, the command bars move to the air-
craft symbol, and then the autopilot attempts to fly FLC (flight level change) button—Activates the
the selected modes. This may cause small excur- current speed as a command (IAS or Mach) for
sions away from desired course. Always display climbs or descents. The altitude preselector (alti-
command bars and have the aircraft symbol near tude value) must be set above or below the current
the bars before engaging the autopilot in order to aircraft altitude. Sufficient thrust must be applied
reduce excursions. for climbs, otherwise the aircraft stays level. A
large thrust increase near max airspeed may cause
CRS1 / CRS2 knobs – The independent course an overspeed. If no thrust reduction is made for
knobs only function when the corresponding PFD descents, the aircraft remains in level flight. The
active navigation source is VOR or LOC. The knob system automatically uses IAS below about 27,800
has no function if the nav source is FMS. Turning feet and Mach when above. If FLC is active, press-
the knob sets the course value on the PFD. With a ing the button changes to the other criteria (IAS or
valid VOR signal received, pushing the knob cen- Mach). A third push removes FLC and results in
ters the CDI with a TO indication. PTCH mode.

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16 AVIONICS

The value selected is displayed to the right side bug to present aircraft heading. Holding the knob
of the FGC arrow in the flight director window, down does not keep the bug on the aircraft nose.
over the airspeed tape, and next to a bug on the The aircraft FGC (with or without autopilot) fol-
airspeed tape. This value can be changed by using lows the heading bug past the tail of the aircraft
the SPEED knob under FLC on the flight guidance (greater than 180° of turn) if HDG is the active
panel, the AP SYNC button (hold depressed until flight director mode before moving the bug past
reaching desired speed), or using the FMS (dis- the tail. If HDG is selected after moving the bug
cussed later). Only the FMS can arm FLC mode. past the tail, the command bars takes the shortest
direction.
SPEED knob—Allows the pilot to select a differ-
ent speed while in FLC mode. Pushing this knob If the PFD is in an arc or map display, the heading
changes FLC mode between indicated airspeed bug disappears off the sides. A dashed cyan line
and Mach. extends from the aircraft symbol to the location
of the bug. This cyan line is not shown on a rose
NAV button—Pushing the NAV button causes the display.
following:
APPR button—Pushing the APPR button causes
• Arms the active NAV source for capture the following:
(ROLL or HDG mode still active).
• Arms the active NAV source for capture
• Activates the source for tracking if close (current lateral mode still active)
enough to quickly capture the guidance sig-
nal (prior mode is deselected). • Activates the source for tracking if close
enough to quickly capture the guidance sig-
• Deactivates the NAV, APPR, or B/C mode nal (the prior mode is deselected)
(if selected prior).
• Deactivates the APPR, NAV, or B/C mode
VOR or LOC shows in the flight director window (if selected prior)
if the active NAV source is short range NAV radio.
LNV shows if the active source is long range sen- The APPR VORx or APPR LOCx show in the flight
sor. The number following the source is either 1 director window if the active NAV source is short
or 2. range NAV radio. The APPR LNVx shows if the
active source is long range sensor. The number fol-
NAV, B/C, and APPR modes cannot be active or lowing the source is either 1 or 2.
armed at the same time. Pushing one deselects the
other. If flying a localizer approach without glides- The APPR button is used to arm localizer and
lope, the NAV button should be used after the NAV glideslope capture whether using LOC or FMS as
source is LOC to ensure any available GS signal the active NAV source and to arm FMS vertical
is not captured. glidepath (GP) capture (assuming VNAV is on)
when flying a GPS approach to a DA (decision
1/2 BANK button—Activates or deactivates a max- altitude).
imum commanded bank angle of 15°. A small
white arc appears at the top of the attitude indica- If flying a VOR approach using VOR as the active
tor showing that bank limiting is active. Certain navigation source, certain AFM limitations apply.
lateral modes prevent 1/2 BANK operation. This
mode automatically activates climbing through and • Do not use the NAV mode of the flight direc-
deactivates descending through 26,515 feet. tor – use APPR or HDG. APPR mode with
a VOR frequency has greater tracking accu-
HDG button—Activates the flight director to fol- racies than the NAV mode. This applies to
low the heading bug. flight director only and autopilot coupled
operations.
HDG Knob—Sets the cyan heading bug on all
PFDs and the MFDs. Pushing the knob syncs the

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16 AVIONICS
• Autopilot coupled operation with APPR AP SYNC is pressed and released during ALTS
mode is prohibited during any portion of CAP, a new altitude value is used for tracking.
the approach when the VOR is greater than
15 nm behind the aircraft – radials become ALT knob—Presets a target altitude (seen on both
wider. Either use APPR without the auto- PFDs above the altimeter) for capture. Each click
pilot or use HDG mode with or without the of the knob changes altitude 100 feet if turned
autopilot. slowly. Rapid turning of the knob yields larger
changes. With a BARO minimum set on the con-
• VOR approaches conducted without DME trolling PFD, that minimum value can be set using
must be intercepted greater than 6 nm from this knob to stop the aircraft at an MDA.
the VOR.
B/C button—Pushing the B/C button causes the Preset altitudes normally display in cyan. When
following: passing ±1,000 feet of the altitude set (regardless
of getting closer to or further from the value set), an
• Arms the active localizer source for back aural alert is heard. Once tracking that altitude, the
course capture (current lateral mode still single alert sounds if the aircraft deviates more than
active) 200 feet. The preset altitude flashes amber until the
aircraft is returned to within 200 feet. Press the
• Activates the localizer source for back knob to cancel the flashing amber altitude.
course tracking if close enough to quickly
capture the guidance signal (the prior mode YD (yaw damp) button – Each push turns the
is deselected) yaw damper on or off. Yaw damp is automatically
• Deactivates the APPR, NAV, or B/C mode engaged when the autopilot is engaged. Pressing
(if selected prior) the YD button with the autopilot engaged will dis-
engage the autopilot. A green YD is shown above
APPR BCx shows; the number following the source the flight guidance arrow when only the yaw damp
is either NAV 1 or 2. is on.
Pressing APPR or NAV buttons deactivates the AP XFR (autopilot transfer) button – Each push
back course but arms or activates the front course transfers flight guidance from one side to the other.
tracking, causing the aircraft to turn the wrong Any active and armed modes are eliminated in the
direction. If flying a back course approach, only flight director window, and desired modes must
push the B/C button when appropriate. be reselected.
ALT button—Turns altitude tracking mode on at AP (autopilot) button – A push will engage both
the current altitude or it turns the mode off. Nor- the autopilot and yaw damp or disengage the auto-
mally altitude tracking is done automatically after pilot only. If no command bars are present when
capturing an altitude from either the altitude pre- the autopilot is turned on, they will appear, and
selector or the FMS altitude constraint. There is flight guidance will be in ROLL and PTCH modes.
no altitude arming mode button. The arming for
capture is automatic. YD/AP DISC (disconnect) bar – Disconnects both
yaw damp and autopilot when pushed down. Bar
Altitude tracking is deactivated when another ver- stays in down position until pushed up by pilot.
tical mode is active, either by automation or pilot
action. If the altitude preselector is still set for the
current altitude, it may recapture and track that Lateral Modes
altitude again.
All lateral modes are seen to the left of the FGC
arrow within the flight director window.
If ALT is active and the aircraft is maneuvered
away from that altitude and the AP SYNC button
is pressed and released, a new altitude value is used
for tracking (not the altitude preselector value). If

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
16 AVIONICS

Roll Mode line of the flight director window and the prior
vertical mode is removed. Any reselection of a
ROLL is the active mode when the flight direc- vertical mode cancels the capture, causing the sys-
tor is on and no other lateral mode active. If a tem to recalculate and try again. A change in the
NAV, APPR, or B/C modes is active and either altitude preselector causes PTCH to become the
the navigation source is changed (type of source active mode unless VNAV is active with an altitude
or frequency) or the autopilot is transferred to the constraint present. Pressing and releasing the AP
opposite side, the ROLL mode results. If the GA SYNC button during ALTS CAP commands a ver-
button was used, the mode displays as either TO tical value other than that in the altitude preselector.
or GA, but is in reality the ROLL mode. ROLL
can only be active; never armed. There are two If the current aircraft speed is MMO + 0.015 Mach
submodes of ROLL: heading hold and bank hold. or VMO + 5 kts, and the system is not in alti-
tude track or capture, FLC OSPD automatically
Roll heading hold results when the bank angle is engages and the pitch increases to slow the air-
5o or less and one of the following occurs: craft. FLC OSPD prevents the flight director from
being turned off or vertical modes changed. FLC
• Aircraft becomes airborne in TO mode becomes the current mode of operation at current
• Active lateral mode is deselected speed once the overspeed condition is removed.
• GA button pushed while airborne
Pitch Mode
• AP XFR is pushed
PTCH is the active mode when the flight director
• AP is disengaged while both flight directors is on and no other vertical mode active. If the GA
are off button was used, the mode displays as either TO
Roll bank hold results when the bank angle is more or GA, but is in reality the pitch mode. PTCH can
than 5o and one of the following occurs: be active or armed. Pitch angles may be adjusted
by using the AP pitch wheel or the AP SYNC but-
• AP SYNC is pressed and release while air- ton. The attitude indicator is the only measure of
borne in TO or GA mode pitch angle.

• Active lateral mode is deselected Emergency Descent Mode (EDM)

• AP XFR is pushed The controlling FGC activates an emergency
• AP is disengaged while both flight directors descent mode (EDM) under the conditions listed
are off below. A red EDM shows in the flight director
window and cannot be removed until the autopilot
is disengaged. The aircraft flies current heading,
Vertical Modes resets the altitude preset value to 15,000 feet, and
All vertical modes and associated values are seen attempts to descend slightly slower than MMO/
to the right side of the FGC arrow within the flight VMO. To expedite descent in EDM the pilot must
director window. FLC cues are also seen above and put the throttles to IDLE and extend the speed
on the airspeed tape. VS cues are also seen within brakes.
the vertical speed indicator. There are several ways
to make the aircraft climb or descend toward an EDM is automatically activated when all the fol-
altitude. Any motion toward the preselected alti- lowing exist:
tude (altitude value) or an FMS flight plan altitude
(seen above the vertical speed tape) arms altitude • Autopilot is engaged
capture. This armed mode is seen on the right side
of the flight director window as ALTS (for the alti- • Approach mode is not active
tude selector) or ALTV (for the VNAV altitude). • Aircraft altitude is greater than 30,000 feet

When the system starts to capture that altitude, • Red CABIN ALTITUDE message is
ALTS CAP, or ALTV CAP flashes on the active displayed

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16 AVIONICS
AUTOPILOT SYSTEM An amber YD in the flight director window indi-
cates an abnormal automatic disengagement (no
The autopilot system maneuvers the aircraft aural alert). Pressing the red AP/TRIM DISC but-
through control surface movements in response to ton on either yoke removes the amber YD indica-
FGC commands activated automatically or through tion. Abnormal disengagements may be caused
pilot input. The system consists of controls on the by events such as stick shaker activation or loss
FGP, controls on each control yoke and each throt- on one AHRS.
tle, a rudder yaw damper, electric servos for mov-
ing ailerons and elevators, and pitch trim inputs to
relieve elevator forces. In order to function prop- Autopilot
erly, the autopilot system needs two fully opera- Pushing the AP button on the FGP engages the
tional AHRSs with no attitude miscompares, two autopilot (yaw damper also engages). A green
fully operational FGCs, and two fully operational AP indication is seen above the FGC arrow in the
ADCs. Single-pilot aircraft operation requires a flight director window at the top of each PFD. The
fully operational autopilot system. aircraft now responds to inputs through the flight
guidance system from the PFD displaying the solid
Yaw Damper FGC arrow. The minimum altitudes (feet AGL) for
autopilot use are:
The yaw damper reduces dutch roll tendencies
and aids turn coordination. When engaged, the • Engagement after takeoff/go-around – 300
yaw damper reduces rudder inputs by the pilot;
therefore, the yaw damper must be off anytime • Cruise – 1000
the aircraft is on the ground. The maximum flight • ILS/LPV approaches (flaps 0o-35o) – 200
altitude without yaw damper engaged is FL240.
The yaw damper requires two functioning AHRSs • Non-precision approaches – 200
in order to work. Autopilot disconnect by a pilot is done by one of
the actions listed below. This results in removal
To engage only the yaw damp, push the YD button of the AP indication from the PFD and a repeating
on the FGP (Figure 16-16). A green YD indication aural alert “autopilot”. Some of the actions below
is seen above the FGC arrow in the flight director will also disconnect the yaw damper. The pilot
window at the top of each PFD. If the rudder is cancels the aural alert by doing one of the first four
displaced prior to engagement, the pilot will feel actions listed below.
the yaw damper reduce pedal displacement. Rud-
der trim may be adjusted with the yaw damper • Press the red AP TRIM DISC button on
engaged. Pressing the AP button on the FGP also either yoke (AP and YD off)
engages the yaw damper, but the green YD will
not be seen. • Activate electric pitch trim on either yoke
(YD remains on)
Yaw damper disengagement may occur through • Push either throttle GA button (YD remains
manual action. Normal disengagement removes on)
the YD indication. To manually disengage the yaw
damper perform one of the following actions: • Press the AP button on the FGP (autopilot
reengages)
• Press the red AP TRIM DISC button on • Press the YD button on the FGP (AP and YD
either control yoke off)
• Press the YD button on the FGP • Move the YD/AP DISC bar down (AP and
• Lower the YD/AP DISC bar on the FGP YD off)

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Abnormal disconnects result from one of the causes aileron trim changes or a growing fuel imbalance.
listed below. These change the AP indication to Refer to the appropriate procedure in the approved
amber, and a repeating aural alert “autopilot” is checklist.
heard. Some of the causes will also disconnect
the yaw damper. The pilot cancels the aural alert All trim positions may be seen on appropriate
by doing one of the first four actions listed above. displays. The need for rudder trim is also shown
as a displacement of the slip/skid indicator at the
• Stick shaker activation bottom of the sky pointer located at the top of the
attitude indicator. If the indicator is left of neutral,
• Yaw damp or autopilot failure left rudder or left rudder trim is needed.
• AHRS failure or miscompare of attitude
AP XFR button – Used to transfer autopilot com-
• Loss of normal and backup DC power (no mands from the left FGC (normal at power up) to
aural alert) the right or back. Transfer changes the direction of
• Excessive attitudes (>25o deg nose up; >15o the solid FGC arrow and removes all prior active/
nose down; >65o bank) armed FD modes, resulting in ROLL and PTCH
modes being active. ALT may become active if
• FGC failure capture occurs. This button does not turn the auto-
Overriding the autopilot in pitch does not cancel pilot off.
the autopilot or its automatic trim and will result
in trim changes to overcome pilot force. Releasing Pitch wheel – Changes commanded values for pitch
the force would then lead to large pitch oscillations. (PTCH) and vertical speed (VS). For VS each click
Do not attempt to override the autopilot in pitch. of the wheel is 100 fpm. A large movement of the
wheel would create a large rate change.
Trim AP SYNC button (outside handle of each yoke) –
If the autopilot experiences an elevator out-of-trim Provides a momentary interruption of autopilot (if
condition, the amber RETRIM NOSE UP or NOSE on) and flight guidance while it is held, allowing the
DOWN CAS message appears, a chime sounds, pilot to change parameters. A white SYNC annun-
and the MASTER CAUTION switchlights illumi- ciation is seen above each airspeed scale while
nate. This may occur with large power and con- the button is held down. At release the autopilot
figuration changes along with pitch changes. If (if on) reengages with new command values for
the autopilot can relieve the pressure, the message ALT, VS, FLC, PTCH and/or ROLL angle. Pilots
and MASTER CAUTION lights extinguish. If the must be careful if using this button during climbs
message remains, refer to the appropriate proce- or descents. If depressed after ALTS CAP is dis-
dure in the approved checklist. played in the flight director window, a new tracking
altitude will be followed.
If the autopilot pitch trim fails, the amber AP
PITCH TRIM FAIL CAS message appears, a chime The autopilot is automatically tested internally
sounds, and the MASTER CAUTION switchlights when avionics power is applied. This is all that is
illuminate. Refer to the appropriate procedure in required per the AFM; however, this does not test
the approved checklist. The use of secondary pitch the aileron and elevator servos. A functioning auto-
trim will not disconnect the autopilot, and use of pilot is required for single-pilot operation and any-
the autopilot is prohibited if primary elevator trim time the autopilot is intended to be used. Engaging
is inoperative. heading and turning the HDG knob verifies aileron
servo function (yoke shows movement). Moving
If the autopilot experiences an aileron out-of- the pitch wheel up and down verifies elevator servo
trim condition, the amber RETRIM L WING or function (yoke shows movement).
R WING DOWN CAS message appears, a chime
sounds, and the MASTER CAUTION switch-
lights illuminate. This may occur with manual

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16 AVIONICS
SHORT RANGE of a preset frequency. Communication frequencies
are differentiated by three digits after the decimal
NAVIGATION point to accommodate 8.33 MHz tuning (optional).
NAV receivers can be tuned through entry of the
Short range navigation is accomplished by using stations frequency (either manually or through pre-
NAV 1 or NAV 2 radio, or the ADF receiver. VOR set channels), or through entry of the stations three
position can be monitored by using the CDI or letter identifier. Frequencies cannot be copied and
bearing pointers. LOC position can only be moni- pasted between NAV radios. NAV receivers can
tored by using the CDI. ADF position can only be also be set to be automatically tuned by the FMS
monitored by using the bearing pointers. The PFD as described above. ADF receivers must be tuned
displays VOR or LOC, based on the frequency of directly with the applicable frequency.
the selected radio.
The PRESETS feature lets the operator set up to
If a VOR or LOC has DME capability and is the 20 preset frequencies for each installed radio. The
current navigation source of the PFD or MFD, the CONTROL page for each radio supplies access to
DME identifier and distance is shown within the the PRESETS channels for that radio.
navigation data window. If the navigation source
is FMS, DME is not shown in the data window. If
bearing pointers are displayed, the lower left data
field of the PFD/MFD shows the bearing pointer
LONG RANGE
source, distance (if VOR) and identifier provided NAVIGATION
the bearing pointer menu is not displayed.
The Collins FMS-3000 can provide long-range,
The aircraft may have one or two DME receivers terminal and approach navigation using GPS (with
installed. Each DME receiver has three channels. or without SBAS), DME/ DME, or VOR-DME
For a single DME receiver installation channel 1 inputs. The system can also perform departure
is tied to NAV 1, channel 2 is tied to NAV 2, and and arrival procedures and instrument approaches
channel 3 is tied to FMS. For a dual-receiver instal- as specified by the AFM Supplement. It has the
lation channel 1 of each receiver is tied to NAV 1 capability to perform a large number of other flight
and NAV 2 respectively. Channels 2 and 3 of each operation functions. The basic installation is a sin-
dual-receiver are used by the FMS. gle FMS with two CDUs. A second FMS may be
installed. Dual FMS installations (two GPS sen-
The ADF receivers are optional equipment on the sors) are required for certain operations – see AFM
CJ4. An ADF receiver is required if intending to Supplement. SBAS is discussed later.
use the FMS to fly NDB approaches that do not
specify “or GPS” in the approach title.
FMS-3000
Tuning and control of communication, navigation, The system is used to tune all installed COM, NAV,
ADF, and transponders (ATC) are done through the HF and ADF radios, change transponder codes, and
TUNE pages of the FMS CDU – press the TUN control TCAS operations. The FMS can also look
key to access. COM, NAV, and ADF radios may be up takeoff and landing data when that database is
tuned directly from a scratch pad entry or by use of installed.
presets. The PRESET feature lets the pilot set up
to 20 frequencies for each installed radio. COM The pilot uses the CDUs under the MFDs to inter-
and NAV frequencies cannot be copied and pasted face with the FMC, which is in the IAPS card
from one side of the TUNE page to the other. See cage in the right nose area. The AVIONICS switch
Frequency Management later in this chapter. serves as the on/off control and normal DC power
must be available.
The radios are tuned in several different ways.
COM, NAV, and ADF radios can be tuned directly The FMS navigation database updates may be
with the scratch pad entry method or by selection received via CD or internet download and are

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installed in the FMS via USB drive. Refer to appli- Controls

cable AFM Supplement and Operator’s Guide for
more information. The 12 line select keys (6 each side of display) are
used for various purposes. There may be a prompt
(< or >) next to an item. The keys can:
Control Display Unit (CDU)
• Move data from the display to the scratch
The CJ4 has two CDUs. This allows control of pad
two FMS units or two different page displays for a
single FMS. The CDU is normally read like a book • Move data from the scratch pad to the
(left to right and down the page). The title of the display
page is at the top with page numbers, if needed. • Select an item, function, or menu
Some pages are menu lists.
Function Keys
The scratch pad (area between two cyan brackets at
bottom of display) is used to enter or transfer data. The labeled keys below the display allow the pilot
When data is placed in the scratch pad, it remains
there until the pilot moves it to another position or
clears it. The aircraft does not automatically place
any data into the scratch pad.

Font size differentiates the source of some data.

Computer derived data is usually small size and
pilot entered data is usually large size. The differ-
ence may be imperceptible.

Various colors are used to identify information on

the CDU:

• Amber—Something is not quite right and

should be corrected, if needed
• White—Used for primary information,
flight plans, data for waypoints, and modi-
fied flight plans
• Cyan—The FROM waypoint (origin of cur-
rent active leg) and all data on a second flight
plan
• Magenta—The TO waypoint (at the end of Figure 16-17. FMS-3000
current active leg)
• Green—Used for angle, airspeed and alti- to program and control information
tude data, and active selection of menu and have the following functions
options (Figure 16-17):
Boxes ( ) indicate data must normally be
entered at that position to complete a function. If MSG key—Used to acknowledge a
a particular function is not needed, the boxes may message (shown at bottom of display) and select
be left empty. Dashes (– – –) indicate data may be the MESSAGE page. A second push returns to the
entered at that position. previous displayed page. Messages are inhibited for
2 minutes after takeoff to reduce distractions. The
MSG displays under the airspeed tape when a mes-
sage is present. Messages are only white or amber.

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DIR key—Permits direct-to com- PERF key—Accesses a menu of
mands to lateral waypoints, direct-to performance related functions.
commands for descents to vertical Menu items are explained later in
waypoints, and direct-to commands this chapter.
to a selected nearest airport.
DSPL MENU key—Selects or dese-
IDX key—Provides access to numer- lects menus for desired information
ous functions of the FMS. Common- on the left or right PFD or MFD. If
ly called the “I don’t know” button. the highlighted display is a map, the
menu is map related. If the MFD is
text, the menu shows text options which can only
TUN key – Allows access to tune be placed on MFDs. These menu items are not
and control any installed radio, tran- stored after power is removed.
sponder, and TCAS. Also allows the
FMS to auto tune VORs for position MFD ADV key—Allows the pilot
updating if needed. to turn pages on the MFD if it is
displaying text information. If
FPLN key—Goes to the first page the MFD is a plan map, it allows
of the active flight plan. This page is the pilot to recenter the map on a
used to establish the mission state- particular waypoint. A second push of the key turns
ment (origin, and destination air- the function off.
ports) so that other data (charts and
departure/approach procedures) is sorted. This MFD DATA key—Allows the pilot
page is used to build a flight plan consisting of way- to change the MFD between map
points (navaids or intersections). It is the only page and text displays. If the DISPLAY
where airways or an offset track may be entered. MENU is also being shown on the
CDU, the menu changes to agree
LEGS key—Goes to the first page of with the MFD.
the active legs page. The legs pages
show the list of waypoints that make EXEC key—Allows the pilot to exe-
up the flight plan. It shows both lat- cute or save changes to a modified
eral and performance (angle, speed, lateral, vertical or performance flight
altitude) data. Waypoints including airports can plan. Modifications are displayed but
be directly added to the route. The legs page does not active until this button is pushed.
not show airports unless they have been entered Changes can be accumulated then executed. Can-
as waypoints. celing any modification removes all changes up to
the last execute.
DEP ARR key—Allows quick access
to departure runways and procedures PREV key—Allows the pilot to
when on the ground. Just after take- move backwards if multiple CDU
off it provides quick access to origin pages exist. If the displayed page
airport approaches and arrivals, if is ACTIVE DIRECT-TO, this key
needed for immediate returns. Pushing this key a allows the pilot to look back 15
second time displays the DEP/ARR INDEX that waypoints.
allows access to either departure or arrival proce-
dures for both the origin and destination airports. NEXT key—Allows the pilot to
If this key is pushed after 50 NM from the ori- move forwards if multiple CDU
gin, it shows the arrival airport approaches and pages exist.
procedures.

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CLR DEL key—Allows the pilot can only be done while on the ground. It does not
to clear data from the scratch pad. change automatically. Changing databases deletes
A single press and release removes any active flight plan installed. When an engine
one character. Pressing and hold- and performance database is installed, the second
ing clears the entire scratch pad. If page shows that information. The bottom right key
the scratch pad is clear, pressing this key places a of either page shows a POS INIT prompt.
DELETE command into the scratch pad. Pressing
one of the line select keys would then either remove
the item on the line or change it to a memorized
default or sensed value. Deleting an item may or
may not require the EXEC button to be pressed.

To clear the DELETE command, press CLR DEL

key one time. If the delete action is not allowed,
INVALID DELETE appears in the scratch pad for
1.5 seconds.

Basic Operations
Pretakeoff
Figure 16-18. STATUS Page
There is no absolute, one-way method for complet-
ing preflight operations. Situations can be differ-
ent as well as databases and available software. If POS INIT (position initialization)
planning to use the FMS, the pilot would normally: Pages
POS INIT page is used to tell the FMS where to
1. Check the NAV database status start (Figure 16-19). The FMS does not automati-
2. Tell the FMS where it is cally determine its position; the pilot must do it. A
prompt for this page can be found on the INDEX
3. Tell the FMS the origin and destination airports menu (left side) or the lower right corner of the
4. Tell the FMS how you want to get there (DP, STATUS page.
airways, waypoints, etc)
5. Tell the FMS weights and cruise altitude
6. Obtain takeoff performance (speeds and dis-
tance) when proper database installed.
STATUS Pages
The STATUS page is the first page to appear when
applying avionics power, provided power was off
longer than 2 minutes (Figure 16-18). It shows the
type of database installed, database dates, time/date
from the GPS, and the program software installed.

If nothing is amber, nothing is wrong. If the active Figure 16-19. POS INT Page
database date is amber, it is too old or too new. To
fix this, press the key next to SEC DATABASE The top line (FMS POS) shows the position where
(assuming the date is correct) to copy the date to the the FMS was powered down. The AIRPORT line
scratch pad, then press the key next to the ACTIVE shows the last destination and its center point (nor-
DATABASE to paste the date to this line. This mally the ORIGIN for the new flight). When GPS

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16 AVIONICS
acquires sufficient data (about 30–45 seconds from approaches to include transitions. But it is not a
avionics power on), the SET POS TO GNSS line flight plan because there are no waypoints.
fills with the aircraft current lat/long position.
Pushing the line key next to this data transfers it If an alternate airport is needed, it can be entered
into the boxes SET POS. Normally this is a one- on the ALTN line. This adds extra pages under both
push operation. the ACT FPLN and LEGS pages for completing
the desired routing to that alternate. This does not
The pilot may elect to copy the old FMS POS (top define departure or arrival procedures, but adds that
left key) to the scratch pad and paste it into the airport to airport COM frequencies, chart menu,
boxes SET POS. and graphic weather. Having an alternate airport
designated provides an alert annunciation if fuel is
If the old FMS POS and the new position disagree not sufficient to reach that airport with the estab-
by more than 40 nm, an amber RESET INITIAL lished reserve fuel.
POS message appears on the CDU. If an error was
made, fix it. If the new position is correct, simply The first available line under the TO column on the
repeat the steps. After about 6 seconds the old FMS right is the first waypoint the pilot uses to define the
POS line changes to show the new location. The desired flight plan routing. NAVaids or intersections
bottom right key is a shortcut to FPLN. are entered under the TO column. As soon as data is
pasted there, the next page (2/2) appears waiting for
FPLN (flight plan) Page more waypoints. When entering NAVaids or inter-
sections, the FMS automatically places DIRECT
The origin airport on the ACT FPLN page is nor- under the VIA column on the left. The plan goes
mally prefilled as the last destination airport (Fig- from one waypoint direct to the next.
ure 16-20). If not present, type the airport identifier
(must use ICAO format) into the scratch pad and If you want to go directly from the origin airport to
paste it under ORIGIN. Any change of the origin the destination airport, copy and paste the DEST
deletes all existing waypoints. Changing the origin airport onto the first blank line under the TO col-
can only be done on the ground. umn. This connects the two airports and provides
a leg to fly.

If you want to install an airway, first tell the FMS

the waypoint where the aircraft joins the airway
(under the TO column). On the next line under the
VIA column, enter only the airway identifier. This
causes a discontinuity with boxes under the TO
column. Now enter the waypoint where the aircraft
exits the airway in the boxes under the TO column.
This is the only method available for entering air-
ways. The second line on the left side of FPLN is
labeled ROUTE. This is not for airway entry. It is
for stored flight plans discussed later.
Figure 16-20. FPLN Page While on the ground pressing the DEP ARR key
allows the pilot to select and execute a specific run-
Enter the destination airport at the top right under way for takeoff (Figure 16-21). This becomes the
DEST. Executing only the origin and destination first waypoint on the LEGS page.
airports establishes a mission statement. This state-
ment presorts airport COM frequencies, graphic If the pilot is flying an instrument departure proce-
weather TAFs and METARs, electronic termi- dure, selecting the proper runway first eliminates
nal charts, departure and arrival procedures and inappropriate departure procedures and completes
the waypoints from the runway to the named depar-

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Figure 16-21. DEPART Page Figure 16-22. PERF INIT Page

ture point. When a departure procedure is select- total weight of all passengers and bags, just enter
ed, any available transitions (TRANS) are shown. it under CARGO.
Make the appropriate selection and execute (Fig-
ure 16-26). Entering an altitude under CRZ ALT provides a
DES (descent) point on the FMS map for the pur-
Since the mission statement contains the destina- pose of alerting the pilot to descend toward the air-
tion airport, there is no need to enter that airport as port. This altitude may be entered with all numbers
a waypoint. If the airport is entered, it is replaced (27000), or by using F or FL with the level (F270
later when you install an approach. The bottom or FL270). The proper value based on the transi-
right key of the page has a prompt for PERF INIT. tion level will be shown when the value is entered.
This is a shortcut to the next task. The DES point does not provide any flight guid-
ance to landing. This line is not required to be used
PERF INIT (performance on any flight.
initialization) Page
When proper database software is installed, the
The PERF INIT page allows entry of aircraft PERF menu allows access to TAKEOFF perfor-
weights (Figure 16-22), however it is not a weight mance. With a runway identified, an OAT entered,
and balance program. The center of gravity is not and pressure altitude available the pilot can select
computed. The FMS reads fuel quantity from the anti-ice on or off and the desired flap setting. The
fuel gauges at power-up and then uses current fuel FMS looks up data from its database tables and can
flow to calculate fuel remaining. The pilot may provide required takeoff field length and Vspeeds.
update the fuel quantity at any time by manually If a problem exists, the database may be able to
entering the desired quantity or by deleting the provide clues to solution – reduce weight, change
fuel weight. runways, change flaps, etc.
If you enter total gross weight, The FMS disregards
BOW, passengers and cargo, and computes the zero Enroute
fuel weight. If you enter a zero fuel weight, the
FMS disregards BOW, passengers and cargo, and ACT LEGS Page
computes the total gross weight. The ACT LEGS page is considered the work-
ing page of the FMS (Figure 16-23). It shows the
The BOW displayed is set on a DEFAULTS page sequential order of waypoints with data between
and cannot be changed on the PERF INIT page. them. It also shows any performance-type data,
Entering values under PASS/ WT and/or CARGO retrieved from the database or pilot entered, on the
computes the zero fuel weight. If you know the right. The top waypoint on page 1 is the FROM
waypoint (cyan); the second is the TO waypoint

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16 AVIONICS
If the airport shown is not the one desired, either
press the same key again or use the prompt for
DEP/ARR INDEX on the left. This index (Fig-
ure 16-25) shows both the origin and destination
airports with departure procedures on the left and
arrivals on the right. This feature aids in reprogram-
ming the FMS for a return to the origin airport.

Figure 16-23. ACT LEGS Page

(magenta). This defines the active navigation leg

and is displayed as a magenta line on the map.

During an instrument approach with proper way-

point sequencing set on the LEGS page, the auto-
matic sequencing of waypoints is inhibited after
passing the final approach fix. Pressing either GA Figure 16-25. DEP/ARR INDEX Page
button or pressing the top right line select key on
page 1 of LEGS restores sequencing to AUTO in When selecting an instrument approach, the FMS
the event of a missed approach. automatically selects a vector transition. This tran-
sition forces a discontinuity into the flight plan and
DEP/ARR INDEX page ACT LEGS page. If needing a course reversal, the
appropriate initial fix must be selected from the
Pressing the DEP ARR key allows the pilot to
TRANS list (Figure 16-26). This may or may not
select an arrival and/or approach to the airport list-
insert a discontinuity, depending on current rout-
ed on the top line (Figure 16-24). If the DEP ARR
ing. Selecting a visual approach always inserts a
key is pressed within 50 NM of the origin airport,
discontinuity. System-entered discontinuities can-
that airport shows on the top line of the page. If
not be deleted if they are part of an approach. Either
pressed after passing 50 NM from the origin air-
move a desired waypoint into the discontinuity to
port, the destination airport shows on the top line.
maintain proper sequence or execute a direct-to
when needed.

Figure 16-24. ARRIVAL Page Figure 16-26. TRANS List

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Regardless of the type approach selected, pilots • GNSS CTL—RAIM availability for GPS
must ensure obstacle/terrain clearance by adher- approaches and usage selection
ing to restrictions. FMS visual approach provides
no obstacle/terrain clearance. • FMS CTL—Dual FMS interaction
• FREQUENCY—Flight plan airport COM
If returning to the ARRIVAL page after executing frequencies
a procedure, the active procedure shows at the top
of the list. • FIX—Lateral references from varied sources
• HOLD—Create or review holding patterns
After Landing • PROG—Flight parameters; FMS position
sensors
If flight data is needed for documentation, the
FLIGHT LOG page of PERF MENU can provide • SEC FPLN—Second flight plan
takeoff, enroute and landing times, fuel used, and
air miles flown. This menu is found by pressing the • ROUTE MENU—Storage of saved flight
PERF key then selecting FLT LOG. The FLIGHT plans
LOG can be programmed to automatically appear • DATABASE – Information on waypoints,
after landing by selecting that option within the airports, navaids. Allows pilot defined way-
DEFAULTS pages. points to be defined and stored.
• DB DISK OPS—Uploading databases
Other Operations • DEFAULTS—Stored FMS values and
INDEX Page functions
Pressing the IDX key presents two menu pages of • ARR DATA—Data on loaded approach to
various functions (Figure 16-27). Exact titles may runway
differ with software. Typical item titles are:
Defaults
• MCDU MENU—Data links (if installed) To ease operation, values of certain items are stored
and GPS position data and automatically used when the system powers up
• STATUS—Database validity or a new flight plan is created. These values can
only be permanently changed within DEFAULTS.
• POS INIT—Position initialization None, except BOW (basic operating weight), takes
effect until the next power cycle occurs. Numeri-
• VORDME CTL—Usage selection cal defaults can be temporarily changed at various
locations. This temporary change only lasts for

Figure 16-27. INDEX Menus (Typical)

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16 AVIONICS
the duration of the current power cycle. Typical Normal accuracy of the system depends upon the
items are: type and area of operation. The system should be
within the following criteria at least 95% of the
• BOW—Basic operating weight (used for time:
performance initialization)
• Oceanic/remote – 4 nm
• AVG PASS WT
• Enroute – 2 nm
• RESERVE FUEL
• Terminal – 1 nm
• MAX MAP SYMB (40 is max)
• FMS or GPS approach
• CLIMB SPEED (non-SBAS) – 0.3 nm
• CRUISE SPEED • LPV approach (SBAS) – 0.02 nm
• DESCENT SPEED The area of operation can be partially determined
• SPEED/ALTITUDE LIMIT by the annunciation above the FMS nav data infor-
mation on the PFD. Anytime the aircraft is greater
• DESCENT ANGLE than 31 nm from the origin or destination, there is
• VOR Usage no annunciation above the nav data. When at or
less than 31 nm, TERM or LPV TERM appears.
• DME Usage When proper criteria are met, LPV APPR, GPS
• NEAREST ARPT MIN RWY APPR, or APPR is displayed prior to reaching the
FAF when using the FMS for the approach.
• FLIGHT LOG ON LDG
• TAKEOFF FLAPS Satellite-Based Augmentation Systems (SBAS)
enhance normal GPS accuracies laterally and ver-
• ANTI-ICE tically and eliminate altitude errors due to tem-
perature variations from standard. There are four
Lateral Navigation (LNAV) systems identified within the FMS nav database.
The FMS navigates from and to waypoints that are Only one (U.S. WAAS – Wide Area Augmentation
defined by latitude and longitude. The named and System) is currently approved for use as speci-
coded waypoints within a nav database all have lat/ fied in AFM Supplement 1. WAAS supported
long positions. If the pilot enters a navaid with a approaches are discussed later.
bearing and distance, it is converted to a lat/long
position. The system is capable of RNAV 1 and RNAV 2
operations (U.S. airspace) provided guidelines of
The type 7 FMS uses GNSS sensor data (GPS AC 90-100A are followed. RNAV 1 deals with
position) as the primary tool of navigation when departures and arrivals. RNAV 2 deals with air-
it is available (not disabled) and reliable. This is ways (high altitude Q-routes and low altitude
seen by pressing IDX then PROG. The naviga- T-routes) over the contiguous U.S. landmass.
tion sensor(s) being used are shown at the bottom
of the CDU screen – GNSS. If satellite inputs Storing Flight Plans
become degraded, the pilot must disable the GNSS
sensor(s) to allow the FMS to use DME/DME or Both active and secondary flight plans may be
VOR/DME inputs for position updating. At times stored for future use. From the INDEX menu select
the pilot may be required to disable the GNSS ROUTE MENU and then select PILOT ROUTE
sensor(s) for a particular approach (discussed LIST. Any stored flight plans are shown in alpha-
later). Current performance of the FMS can be betical order. Any active and/or second flight plan
seen at the bottom of page 2 of PROGRESS. XTK is shown at the bottom with the word STORE
near the upper left shows the lateral deviation from above it.
the active (magenta) line.

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Pressing the key next to either of these stores the 3. Place/distance—Uses a reference way- point
remaining portions of that flight plan. You may along the current routing to create a new way-
enter a new name. If a plan with the same name point. Enter the reference waypoint to the
exists, the question “OVERWRITE ROUTE?” is scratch pad and the desired distance (ICT/100).
presented. YES replaces with the new plan and NO Insert the waypoint at the reference waypoint.
assigns a number to the name. A new waypoint 100 NM beyond the waypoint
is created. If a new waypoint is needed before
CAUTION the waypoint, place a negative sign before the
distance ( /–xx).
Stored flight plans may contain outdated If the distance you enter extends beyond anoth-
procedures, waypoints, and/or altitudes er existing waypoint, the FMS does not accept
and are not updated when selected. it. The message DISTANCE TOO LARGE
appears. Redefine it from another waypoint.
Loading Stored Flight Plans
4. Latitude/longitude—There is a long-hand and
From the pilot route list, select the desired plan. It short-hand version.
becomes the second flight plan. Press ACTIVATE
to make it the modified plan. Press EXEC to make • Long-hand—Type N or S and the two-digit
it active. If you know the correct name of the stored latitude. Type W or E and the three-digit
flight plan, you may enter it on the ROUTE line longitude. If using minutes, use two digits.
under ORIGIN on the first page of ACT FPLN. If using a decimal point, one digit must fol-
This is the only function of this line entry. low. Spaces are not needed.
N3220.l W09718.3 N30W101
Pilot-Defined Waypoints
• Short-hand—Type only the latitude and lon-
Pilot-defined waypoints may be created. These may
gitude degrees followed by a letter. Placing
be given special names or the FMS can assign a
the letter in the hundreds position tells the
name and number based on the first three characters
FMS to add 100 to the longitude.
and how many are already in the system. These can
also be stored for future use by pressing INDEX,
DATABASE, and PLT DEFINED WPTS. There
are several types of pilot-defined waypoints and the N E
format must be recognized by the FMS.

Example: W S
1.Placebearing/distance – A waypoint at the
TOM 070o radial and 50 nm is entered as N = NORTH AND WEST E = NORTH AND EAST
TOM070/50. The FMS will name this TOM01 W = SOUTH AND WEST S = SOUTH AND EAST
if it is the first temporary waypoint of this flight 5030N = N50W30 5030E = N50E30
plan. If the pilot wanted to name this point
SAM, an entry of TOM070/50/SAM would Join a Route Leg
be used – the FMS would name it SAM (or
SAM1 if SAM already existed). If being vectored to intercept a leg in the system,
make the start of that leg segment the cyan FROM
2. Placebearing/placebearing – The intersection waypoint on ACT LEGS page 1, execute, and then
of the ICT 040o radial and the SLN 130o radial press the NAV button. The LNV1 would become
is entered as ICT040/SLN130. The FMS will the armed or active flight director mode.
name this ICT03 if it is the third temporary
waypoint of this flight plan.

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Flyover and Flyby Waypoints Course Offset Waypoints
Most FMS routing is done using flyby waypoints. If required to offset (or parallel) the planned route,
While the map shows individual legs from way- press the FPLN key. An OFFSET prompt appears
point to waypoint, the aircraft may turn before in the bottom right corner (only on page 1 and only
passing over the waypoint. How far depends on when airborne). Enter distance (99 maximum) and
the speed and angle of course change. The pur- direction (L or R) in any order. Both the old and
pose of this turn anticipation is to prevent the air- new tracks appear. An offset track cannot exceed a
craft from overshooting the new course. Very large 100° turn and does not display.
course changes and high airspeeds may result in
some overshooting. Any vertical constraints are Two minutes prior to automatic offset termination,
met when abeam the point. OFFSET WILL END message displays. Auto-
matic termination occurs for discontinuities, arcs,
Some departures, arrivals, and approaches contain holding, approach legs and track changes greater
flyover waypoints. The installed database should than 100°. To manually remove an offset, delete
already be coded with this information. On a ter- the entry. Executing a direct-to a waypoint also
minal chart flyover waypoints are the four-pointed removes the offset.
stars with a circle around it. If the subsequent turn
after the flyover is large enough, a curved arrow Lateral Directs
appears on the map. This clues the pilot to the cor-
rect coding. Holding and procedure turn fixes are Lateral navigation direct to waypoint is performed
automatically flyover waypoints. using the DIR key. Pushing the DIR key changes
the CDU to the ACT DIRECT-TO page.
The pilot may designate other waypoints as a fly-
over. Copy the reference waypoint to the scratch Select the direct waypoint from the list (pushing
pad and type /0 (slant zero). Paste it back onto the PREV shows a history of the previous 15 way-
the same reference waypoint— a cyan @ symbol points). Push the EXEC key to activate the modi-
appears; then execute (Figure 16-28). If the sub- fication to the flight plan.
sequent turn after the flyover is large enough, a
curved arrow appears on the map. NAV direct to a waypoint can also be performed
using the LEG page. Using the scratch pad, place
To remove a pilot designated flyover waypoint, the desired waypoint into the TO (magenta) posi-
repeat the process above. The cyan @ symbol only tion. Push to activate the flight plan modification.
appears when a pilot creates a flyover point. It does
not appear on database flyover points. The ACT DIRECT-TO page allows selection of the
NEAREST APTS (Figure 16-29). The five closest

Figure 16-28. Flyover Point Figure 16-29. ACT DIRECT-TO Page

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airports, based on the minimum runway length set

in DEFAULTS, appear. The data above the airport
shows direction, distance, time and fuel remaining
(data does not change while observing the page; it
is frozen). The far right shows the longest runway
with its length just to the left.

Selecting either the airport or the longest runway

changes the flight plan destination and reorganizes
all associated data. Selecting the airport navigates
to the center of the airport. Selecting the longest
runway navigates to a 5 NM final for a visual
approach to the designated runway.
Figure 16-30. HOLD AT Options
When the lateral navigation direct to waypoint is
started, the bottom right corner shows INTC CRS.
If you desire a specific track to the waypoint, enter
it here. The new course is displayed above the TO
(magenta) waypoint and on the map. If the way-
point is part of an approach, the approach track
should already be shown below INTC CRS. Select
the INTC CRS prompt in order to obtain that track.
This extends the displayed approach course on the
map.

Holding Patterns
Holding patterns that are part of an approach
(course reversal) or part of a missed approach are
normally in the FMS database but not always. Pat- Figure 16-31. MOD FPLN HOLD Page
terns depicted on arrival, departure charts, or on
enroute charts are not in the database. The pilot the FMS can compute the inbound course if you
can also create a holding pattern. tell it the quadrant/radial.

To create or review a pattern, press IDX key then To change turn direction, enter an L on the INBD
press HOLD. If there are no patterns currently in CRSE/DIR line. The FMS can use either time
the flight plan, LEGS page 1 reappears with HOLD (default) or distance for legs. It computes an ETA
AT options at the bottom (Figure 16-30). Either at the fix. An EFC time may be entered. When that
select PPOS as the holding fix or enter a waypoint time is reached, HOLD EFC EXPIRED displays.
into the boxes on the left using the scratch pad. If A choice of FAA or ICAO holding speeds can be
the waypoint is not part of the active plan, HOLD made.
AT waypoint then appears in the scratch pad. Place
the hold at the location desired within the flight All parameters can be changed prior to entering
plan on the ACT LEGS page. When the holding the hold. Only the leg length can be changed once
fix is defined, the MODFPLN HOLD page is dis- established in the holding pattern.
played and the holding pattern can be modified as
required (Figure 16-31). After executing the modification, the LEGS page
shows HOLD AT above the holding fix. To cancel
The FMS assumes the current inbound track as the holding prior to reaching the holding fix, delete
inbound course and defaults to right turns. Leg time the HOLD AT waypoint. When the aircraft crosses
is based on current altitude. If the inbound course is the fix, it enters holding as defined. The bottom of
different but easily determined, enter it. If needed, the LEGS page shows a prompt for EXIT HOLD

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16 AVIONICS
(Figure 16-32). When this prompt is pushed and Performance
executed, lateral navigation is provided to overfly
the fix on the inbound track. Once the EXIT hold The PERF button provides access to the following
has been executed, a CANCEL EXIT prompt is performance functions:
available if needed.
PERF INIT—Discussed earlier.

VNAV SETUP—Three pages (climb, cruise,

descent) allow parameter changes for this flight
plan without disrupting stored default data. A pri-
mary use is to change transition altitudes/flight
levels.

FUEL MGMT—Three pages used to monitor fuel,

time, and range to reserve fuel, set a new reserve
for this flight plan, and a trip calculator.

FLT LOG—Displays takeoff and landing time,

flight time, fuel used, and air miles flown for docu-
mentation. DEFAULTS allow the pilot to choose
Figure 16-32. PEGS Page with EXIT HOLD whether it appears or not after landing.
If there is a holding pattern already in the flight TAKEOFF/APPROACH—When installed, pro-
plan (maximum of six), a list showing those way- vides takeoff and approach performance data.
points appears when HOLD is first pushed. A NEW
HOLD prompt is also available. The FMS only RESUME PLAN SPD—Allows sending the VNAV
allows one user-created holding pattern at any way- SETUP climb and descent speeds to the PFD if
point. If the approach procedure is selected from the VFLC is active mode on flight director.
database, both the transition and missed approach
holding patterns may use the same waypoint. FMS MFD Displays
If 1/2 BANK has been selected on the mode select In addition to the DCP, the CDU can be used to
panel, the HALF BANK SELECTED message control the data displayed on the MFD. Pressing the
appears on the CDU before reaching the holding DSPL MENU key presents a menu on the CDU for
fix. If this mode remains active, the aircraft may the current MFD display (Figure 16-33). A display
not remain within the protected airspace. MFD/PFD and SIDE L/R option is shown on the
menu screen. Pressing the MFD DATA key toggles
Position Updates by Pilot
The FMS uses only GNSS position provided it is
available (if not, it blends updates from VOR/DME
and DME/DME). As sensors become unusable,
messages alert the pilot. If the FMS loses its posi-
tion, an amber CHECK POS message appears. In
the rare event that the FMS loses its position, press
the IDX key then press POS INIT. Pages 1 and 2
show both the last FMS position and the current
(if available) GPS position. Copy the GPS position
into the SET POS line on page 1. The FMS can also
be updated from a VOR station tuned into NAV
1 provided the old FMS position and the aircraft
are within 30 NM of the NAV aid. Page 2 shows a
prompt to UPDATE FROM NAVAID. Figure 16-33. MFD MENU Key Selected

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the MFD between a map display and text display. the preselected altitude is reached based on
The MFD menu must agree with the display. present climb or descent rates

Map Data • GNSS POSITION—Shows an X at the

long range sensor position (normally on the
Maps can show a maximum of 40 symbols. The aircraft)
first page of DEFAULTS can be set to a lower num-
ber if desired (this affects all maps). The priority for • ALTN FPLN—Shows the route (cyan) from
symbol display is NAV aids, intersections, NDBs, destination to alternate
airports, and then terminal waypoints. Map range
also has an effect on the symbols shown. Selected
options are shown in green; not selected in white.
Text Data
The bottom right key on page 1 allows selection of There are text display options which can be pre-
left or right map displays: sented only on the MFD. The MFD MENU key
shows the menu choices. The highlighted green
• NEAREST APTS—Closest 5 airports show item is the one showing. If the display has more
at all ranges; continuously updates than one page available, the MFD ADV key pro-
vides page turning options.
• HI NAVAIDS—Show at all ranges
• TO + APPR REFS—Two pages showing
• LO NAVAIDS—Show at all ranges takeoff and approach data

• INTERS—Intersections show at ranges of • ACT FPLN PROG—Shows remainder of

50 NM or less active flight plan. FPLN HISTORY can
be seen by using the MFD ADV key on
• TERM WPTS—Terminal waypoints show the CDU and the resulting PREV/NEXT
at ranges of 25 NM or less prompts.
• NAV STATUS—Shows FMS NAV data for
• WINDOW OFF/ON/VNAV—Controls the the TO waypoint along with winds, tempera-
MFD upper text window if FMS TEXT tures, and other data
selected at top left MFD line select key;
this option is not displayed if the R side map • POS SUMMARY—Shows NAV sensors in
menu is shown use and relative position to FMS position
• POS REPORT—Shows information needed
• ETA—Shows arrival times for position reporting
• SPEED—Shows speed constraints from • VOR STATUS—Shows information regard-
FMS ing NAV/DME receivers
• GNSS STATUS—Each installed GNSS sen-
• ALTITUDE—Shows altitude constraints sor shows its data on individual pages. Infor-
from FMS mation on position, track, speed, differences,
heights, number of satellites, and more is
• APTS—Airports show at all ranges shown.
• MISS APCH—Shows the missed approach Vertical Navigation (VNAV)
of the FMS executed instrument approach The FMS can provide vertical navigation informa-
tion only if there is an altitude shown in the right
• NDBS—Show at ranges of 50 NM or less column on the active LEGS page. Climb informa-
tion is advisory only. Descent information can be
• RNG: ALT SEL—Shows a white arc advisory or coupled to the flight guidance. VNAV
(banana) on PPOS map when climbing or can command a descent path angle to meet altitude
descending; range from aircraft is where

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constraints of an arrival, approach, or one imposed the altitude would designate that altitude as a maxi-
by ATC. mum (at or below).

For the flight guidance system to follow the verti- Climbs

cal navigation information, the coupled side must
be using the FMS as the NAV source with VNAV Altitude constraints in the first half of the flight
active (button on flight guidance panel pushed— are considered climbs. A small arrow pointing
flight director displays the letter V prior to any up appears next the altitude value on the LEGS
active vertical mode). VNAV uses pilot-entered page. VNAV honors the first altitude limit it reach-
data, the NAV database, and current aircraft per- es, either the waypoint altitude or the altitude
formance to compute solutions. preselector.

Example: “Cross TUL at 7,000, maintain 11,000”.

Altitude Preselector
The altitude preselector is the master control of alti- Set the altitude preselector to 11,000. Enter 7,000
tude. Normally flight guidance keeps the aircraft at on same line as TUL. Engage VNAV and start a
the altitude of the preselector (ALT or VALT active) climb using VPTCH, VFLC or VVS. If the current
or prevents the aircraft from going above or below rate of climb is greater than the bubble, the air-
the preselector if it is set different from the current craft levels off at the intermediate altitude–ALTV
aircraft altitude (ALTS or ALTV armed). There is is initially armed in the flight director window. If
one exception to both of these conditions: if GS the constraint is a mandatory or minimum altitude,
or VGP is the active vertical mode and APPR is a bubble appears in the vertical speed indicator
selected, flight guidance disregards the preselector showing the climb rate required. The constraint
or aircraft altitude. altitude appears above the VSI. If the current rate
of climb is below the VSI bubble, an amber mes-
Vertical Data sage UNABLE NEXT ALT appears.
If the flight plan does not contain any altitude con- As the aircraft captures the intermediate altitude,
straint, the FMS computes a single point along the FLC arms in the flight director and VALT finally
route where the pilot should descend on a 3° path becomes active. One minute prior to reaching TUL,
(default) to reach a point 10 NM from the airport BOC. One minute prior to reaching TUL, BOC
at 1,500 feet AGL. This point is identified as DES (bottom of climb) appears on the PFD above the
with a green circle on the map. It does not show navigation data. Five seconds prior to TUL, BOC
on the LEGS page. This point is not a waypoint; flashes. At TUL VALT changes to VFLC at the
therefore, there is no descent guidance. It is for current airspeed. Use care not to cruise too close
planning only. If the PERF INIT page does not to maximum airspeeds and adding a large thrust
have a value in CRZ ALT, the DES circle will not input when VFLC engages (you may overspeed
appear. Some departures and arrivals have altitude the aircraft).
constraints built in (refer to the chart, to verify alti-
tude constraints).
Cruise
A pilot can enter an altitude constraint by pasting During cruise with the aircraft at the altitude pre-
the value on the right side of the LEGS page, on selector value and VNAV engaged, VALT is the
the same line as the waypoint. Normally just the active mode. As long as a lower preselector value
altitude value is needed. If the altitude is less than and a lower altitude preselect value is not set, there
500 feet MSL, type a slant (/) prior to the value so is no armed vertical mode – VNAV will not initi-
the FMS understands it is not an airspeed. Enter- ate a descent. If there are no altitude constraints in
ing just the altitude designates it as a mandatory the flight plan, a lower preselector value would not
altitude. Adding the letter A (for above) after the arm any descent.
altitude would designate that altitude as a minimum
(at or above). Adding the letter B (for below) after

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Descents TAE is track angle error, which means the angle

from current heading to the desired track is too
Altitude constraints in the last half of the flight large. XTD is cross-track distance error, which
are considered descents. A small arrow pointing means the distance from aircraft to desired track is
down appears next to the altitude value on the too large. If the direct path to the altitude exceeds
LEGS page. One minute before reaching the TOD, 6°, the altitude would be removed from the ACT
the white TOD annunciation appears on the PFD DIRECT-TO page when attempting a vertical direct
above the navigation data. Five seconds prior to action.
TOD, TOD flashes. At the TOD VALT changes to
VPATH (or possibly VGP) VNAV honors the first A pilot could also perform a vertical direct to
altitude limit it reaches, either waypoint altitude an assigned lower altitude. When the DIR key is
or the altitude preselector. Until the altitude prese- pressed, the value of the altitude preselector (ALT
lector is lowered, there is no descent unless GP is SEL) is shown in the lower right area of the CDU.
captured on approach. If no altitude appears on the same line as the way-
point, copy the ALT SEL value (if correct) and
The next FMS altitude constraint appears above the paste it on the right side across from the waypoint
VSI and does not change until the lateral waypoint or type in the desired value and paste it on the right
is passed. With a lower altitude selected, the path is side. If the desired altitude is already on the right
armed and a vertical deviation scale appears on the side of LEGS, simply press the right line select key.
right side of the attitude indicator. A magenta circle Remember to execute.
appears on the VSI indicating the required vertical
speed to meet the constraint (Figure 16-34). If the required path is greater than the maximum
descent angel (6°), a NO VPATH message appears
on the CDU. The required descent rate to meet the
altitude constraint appears on the VSI as a magenta
circle. The pilot can use VPTCH, VFLC, or VVS
modes to achieve a descent rate equal to or greater
than the target to meet the altitude constraint.

If the pilot wishes to use a path angle different from

the default value, an angle from 1 to 6° may be
entered on the LEGS page (tenths of degrees are
allowed) without changing the DEFAULTS. This
is entered on the right side of the LEGS page and
repositions the TOD point on the map.

If approaching a holding fix at an altitude higher

Figure 16-34. VNAV Descents Indications
than shown on the LEGS page, PTCH is an armed
vertical mode. Once in holding, VPATH does not
With VNAV selected on the pilot can use one of function. The message NO VPATH THIS LEG
the other three modes (VPTCH, VFLC, or VVS) appears in the CDU. VPATH resumes function after
for descent. Intermediate altitudes from the FMS crossing the INTC point on the inbound leg. The
are honored. PATH may remain armed; if the air- other vertical modes are available to continue the
craft is close enough, it captures and replaces the decent while holding.
prior mode. If the aircraft position is too far from
the path or with too much lateral angular change,
the path becomes unavailable and PATH shows in Arrivals
the flight director window. When conditions per- To install an arrival press the DEP ARR key.
mit path capture, PATH becomes armed or active. Ensure the airport identified on the top line is the
one you want. If not, press the DEP ARR key again
Other conditions can make a path unavailable and or press the DEP/ARR INDEX prompt at the lower
are usually described as messages on the CDU.

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16 AVIONICS
left of the CDU. Either method displays the DEP/ The CJ4 is a category B aircraft for straight-in
ARR INDEX page with the origin airport on top approaches. Depending on the anticipated land-
and the destination on the next line. Select ARR ing speed, it may also be a category B aircraft for
on the right side. Once on the ARRIVAL page for circling approaches.
the desired airport all arrivals appear on the left
side of the CDU (may be more than one page) in If planning to fly an approach using GPS, APPR
alphabetical order of coding (example: a Quiet RAIM (receiver autonomous integrity monitoring)
Two arrival could be coded as Cuit2 because of should be checked. RAIM deals with the num-
the aviation pronunciation of the letter Q). Select- ber and geometry of the satellites to provide the
ing an arrival then displays available transitions required navigation performance (RNP). Press the
(TRANS) – make your choice. When executed, the IDX key, the GNSS CTL key, then the NPA RAIM
arrival shows on the chart menu. Holding patterns key to see the airport, RAIM availability and ETA.
depicted on charts and expected altitudes are not in Airport and ETA may be entered manually at any
the database. Any mandatory speeds and altitudes time. Once availability has been determined, it is
should be in the database – check it. recommended to delete the manual ETA in order
to obtain a more realistic time. The FMS continu-
Some arrivals serve more than one runway direc- ously performs RAIM checks once an approach is
tion. Selecting any approach to the expected direc- loaded until crossing the FAF. If APPR RAIM will
tion of landing will insert the remaining waypoints not result, the pilot is alerted with CDU message
and restrictions. Some arrivals reach an end point and display annunciations.
and then have a vector heading – the database most
likely has this installed. As long as LNV remains Approaches to runways are selected the same
active after reaching the final waypoint, the FMS as arrivals – from the ARRIVAL page – except
will track on that direction. If HDG is selected, they are listed on the right side with instrument
LNV cannot be reselected. approaches first followed by visual approaches.
Normally the order of instrument approaches is
based on DAs followed by MDAs, but it may dif-
Approaches without fer. The name of the approach in the database may
FMS assistance differ slightly from the title of the chart. RNAV
Pilots may tune, identify, manually set up and fly (RNP) approaches are currently not in the data-
any short-range nav radio (LOC or VOR) or NDB base, and therefore, are prohibited. Selecting any
approach for which they have charts and suit- instrument approach will automatically select a
able equipment. Obviously if no ADF receiver VECTORS transition (no need to push the key to
is installed, NDB approaches are not possible. select it). Any VECTORS transition and any visual
The CJ4 is a category B aircraft for straight-in approach will always result in a DISCONTINUITY
approaches. Depending on the anticipated land- within the flight plan. This remains until resolved
ing speed, it may also be a category B aircraft for by the pilot.
circling approaches.
Selecting a listed transition extends the waypoints
of the approach and may or may not result in a
Approaches with DISCONTINUITY. A transition must be selected
FMS assistance in order to fly a course reversal (procedure turn or
holding pattern). Holding patterns may be cre-
The FMS is certified to complete any approach ated by the pilot if needed; procedure turns cannot
(other than localizer-based) within approved air- be created. A transition labeled D120M is an arc
space provided the approach was extracted from starting on the 120o radial at the 13 DME fix (M is
a valid database and certain other criteria is met the 13th letter of the English alphabet). Arcs may
– see AFM Supplement 1 for complete guidance. be intercepted midcourse by placing the start of
Pilots are prohibited from creating approaches to the arc in the FROM position of LEGS page one.
fly in instrument conditions. No alterations of After executing an approach check the LEGS page
waypoints are allowed. Altitudes may be changed for waypoint sequence.
if needed for compliance with the approach chart.

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A single white (or magenta), dashed line shows on approach point on the LEGS page right side shows
the map to show the runway centerline. If matched, --/----, an MSL altitude may be entered. This alti-
the approach course will cover the runway center- tude should be where the aircraft would be if a
line. Otherwise, the pilot gains situational aware- normal path could be followed all the way toward
ness of the angle the approach makes to the runway. the runway.

Localizer-based Approaches Example: MAP is over threshold–enter TDZE plus

50 feet. If MAP is 1/2 mile from runway, enter
All localizer-based approaches (ILS, LOC, B/C, TDZE plus 150 feet. When the altitude is entered,
LDA, and SDF) must be flown using LOC as the a path angle is generated on the LEGS page. The
PFD NAV source from the FAF point to the runway. pilot is responsible for complying with any inter-
The FMS can assist the pilot in joining the localizer mediate stepdown altitudes between the FAF and
(flying a transition) and setting up the avionics, as MAP. The MDA should be set with the preselec-
well as executing the missed approach procedure. tor. When conditions permit descent below MDA,
lower the preselector.
When the aircraft reaches the airport TERM area
(30 NM from the airport) with the FMS as the NAV If executing a missed approach from a LOC source
source and an approach loaded, the FMS tunes the approach, the FMS may be used to fly the missed
NAV radio to the localizer frequency (LOC WILL approach. The source must be changed to FMS
BE TUNED message in CDU). The FMS also pre- before pushing the NAV button on the flight guid-
views the final approach course. The NAV source ance panel.
PRESET window on the left side of the PFD is
removed. LOC 1 or LOC 2 and the frequency is
displayed in cyan beneath the magenta FMS data
VOR or NDB Approaches (Without FMS)
at the upper left HSI position. If the pilot wishes to fly a VOR or NDB approach
without the use of the FMS, the pilot is responsible
When cleared for the approach and on a proper for all station tuning and course/guidance/altitude
heading to capture the course, the pilot can push selections. MDAs should be preset in the altitude
either APPR (or B/C) on the flight guidance panel. selector. Setting BARO minimum allows the pre-
This arms the localizer and glideslope (or back selector to be set at the exact MDA value. NDB
course) for capture. When the localizer is cap- guidance can only be provided by reference to a
tured, the NAV source automatically changes from bearing pointer (NAV/BRG menu button on DCP).
FMS to LOC with the course arrow set on the final
approach course. The glideslope does not capture If flying a VOR approach with VOR as the NAV
unless the localizer has already captured. If flying a source, do not use the NAV button of the mode
front course localizer to an MDA, the pilot should select panel. Use either HDG (pilot maintains
push NAV on the FGP to disable the capture of course) or APPR (better automated course track-
any glideslope. ing). The autopilot may be used with either mode
except do not combine autopilot and APPR when
If the aircraft is flown outside the 30 NM TERM the VOR is more than 15 NM behind the aircraft
area, the previewed cyan data is removed but the (lateral excursions get bigger).
frequency remains. Upon reentering the TERM
area, the previewed cyan data returns. FMS Instrument Approaches
Any interference by the pilot (changing the PFD The FMS is certified to complete any approach
NAV source or manually tuning the NAV radio) (other than localizer-based) that is extracted
after the FMS has completed its tuning, cancels from a current database. Pilots must not create
the ability of the FMS to automatically switch to the approach by manually adding waypoints. The
the localizer. approach title from a chart may differ slightly with
what is seen in the database. Only approaches in
VNAV may provide vertical guidance after the FAF the database may be performed.
during localizer-based approaches. If the missed

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For any nonprecession approach in the FMS data- The altitude to enter would be the MSL altitude
base that does not contain GPS in the title, the you want to be at the MAP if you could still be on
corresponding ground base navigation aid for the a path to the runway. The altitude entry generates a
approach must be monitored. A bearing pointer or path angle from the FAF to the MAP. The ALT SET
CDI must be used for this reference. knob stops the aircraft at the MDA (if set properly).

If the aircraft does not have an ADF receiver, the If the right side of the last waypoint shows the
pilot cannot fly an NDB approach using the FMS. letters V-MDA above an altitude, no path can be
generated since the MAP is not over a runway
If planning to fly any approach using the FMS, threshold. This altitude should be the highest cat-
RAIM (receiver autonomous integrity monitoring) egory MDA on the approach. All approaches with-
can be checked by selecting IDX, GNSS CTL, NPA out straight-in minima have this. Ensure the altitude
RAIM. The landing airport, RAIM availability, and is correct for the category you wish to fly; change
ETA are shown on the page. Pilots can change air- if needed.
ports or enter new ETAs. If a manual ETA entry is
made (such as on the ground), it is recommended RWY Approach
to delete it when airborne in order to have a more
realistic time. A RWY approach displays a path angle to the RWY
on the right side of the LEGS page. The approach
The FMS continuously preforms RAIM checks terminates 50 feet over the landing threshold. The
once an approach procedure is loaded into the flight terminal chart usually shows a path to the runway.
plan until crossing the final approach fix. The angle cannot be changed (obstacle/terrain pro-
tection). RWY, or an altitude value, appears over
If an approach does contain LPV minima, the the VSI when passing the FAF. A RWY approach
annunciation LPV TERM appears under the air- may be flown to either a DA (if available on the
speed tape when the aircraft reaches 31 NM from chart) or an MDA. Part 135/Part 91 Subpart K ops
the airport. This annunciation should change to specs may not allow flying to a DA.
LPV APPR when passing the waypoint prior to
the FAF. Flying to a DA
Only when LPV or LNAV/VNAV minima are
If a GPS approach does not contain LPV minima,
shown on an RNAV approach chart can the FMS be
TERM appears at 30 nm from the airport and
used to fly to a DA. Use the APPR and VNAV flight
GPS APPR 2 nm prior to the FAF. For VOR and
director buttons. When cleared for the approach,
NDB approaches without “or GPS” in the title NO
set the ALT SET knob to the FAF altitude until
APPR appears under the airspeed and APPR FOR
assured that the system captures and tracks the GP
REF ONLY message appears in CDU. For these
to the runway.
approaches the FMS may be the PFD NAV source,
but the ground station must be verified operational
Descents early in the approach use VPATH.
and displayed in the cockpit.
Approaching the FAF, the system should capture
and track the glidepath (VGP in the flight director
FMS instrument approaches terminate in one of
window).
two ways. The last waypoint of the approach (left
side of LEGS) is either the runway ID (RW22) or
the missed approach point (MA34; HUGIK). If Flying to an MDA
the right side of the same line shows an angle to When using LNAV MDA minima on an approach,
an altitude, then a path provides vertical guidance use the NAV and VNAV flight director buttons.
that terminates at that lateral waypoint. An example When cleared for the approach, set the ALT SET
would be 3.0°/RWY or 3.0°/1881. knob to the MDA altitude. All descents use a
VPATH (with ALTS armed) to the MDA. Leave
If the right side of the last approach waypoint the altitude preselector at the MDA until assured
shows - - - / - - - - , the pilot can enter an altitude. that altitude track (VALT) is active.

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Flying to a V-MDA Using VNAV during missed approaches may be

useful if there are altitude constraints at waypoints.
When the FMS is used for a circling-only approach Normally the altitudes for missed approaches all
or a straight-in that does not terminate at a thresh- have the trailing letter A. Read the missed approach
old, the FMS can be used to fly to an MDA. Use procedure carefully. Consider removing the letter
the NAV and VNAV flight director buttons. When A in order to stop the climb until the waypoint is
cleared for the approach, set the ALT SET knob reached. Set the final altitude in the preselector. Be
to the MDA altitude (unless using it to stop at a careful not to set a value higher than that shown
step-down altitude after the FAF). Since this type on the chart if the FMS still contains the letter A
approach has no path angle from the FAF to any- after the value.
where on the airport, PTCH is armed prior to the
FAF and active after the FAF. A path cannot be cre- If signal integrity is lost during an FMS approach,
ated. Pilots may use other vertical modes if they perform a missed approach. Visual approaches do
wish for the final descent. not contain missed approaches.
Visual Approach on FMS Frequency Management
The visual approaches in the FMS database are To locate airport COM frequencies press the IDX
not the charted visual approaches found in termi- key, then press the FREQUENCY key. The origin,
nal charts. Selecting a visual approach to a run- destination, alternate, and pilot option airport can
way always results in a DISCONTINUITY. A be selected by toggling the top left key (Figure
default 5 NM final is provided. This distance may 16-35). The frequency may be copied to the scratch
be shortened or extended to a maximum of 25 nm. pad and pasted on the TUNE page.
A default 3° decent path is provided, which can be
changed as required. However, the path provides
no obstacle/terrain clearance. The FMS remains in
TERM (scale sensitivity) regardless of using NAV,
APPR, or any other lateral mode. Setting the alti-
tude preselector to runway elevation allows VNAV
to descend along the path.

Missed Approaches Using FMS

The FMS may be used to fly instrument missed
approaches. If flying the approach on short-range
data (VOR or LOC), ensure the navigation source
is changed to the FMS before selecting NAV on
the FGP.
Figure 16-35. RADIO TUNE Page
Pushing the GA button on either throttle allows the
FMS to auto-sequence to the missed approach pro- The TUNE page allows changing frequencies and
cedure. If the missed approach is commenced after transponder code through the CDU (Figure 16-36).
maneuvering laterally (e.g., circling approach), Touching the line select key next to COM, NAV,
the proper sequencing of the waypoint occurs, but ADF, ATC, and TCAS allows access to that item’s
proper lateral guidance may not occur. control page, where further changes may be made.
Because the database can only use one element The COM, NAV and ADF frequencies do not
(waypoint or altitude) to define the missed approach require a decimal point or trailing zeroes for entry.
procedure, it may be necessary to fly heading to COM frequencies may omit the leading 1 (182
intercept a desired leg. Altitude waypoints and equals 118.2)–but NAV frequencies require the
those defined as INTC cannot be manually placed leading 1. No frequency can be copied from one
into the FROM waypoint position. side of this page and pasted onto the other. Navaids

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16 AVIONICS
• New NAV frequency is selected using the
FMS
• New NAV source is selected on the PFD
• DME hold is activated
• FMS selects the localizer frequency for the
loaded approach
• NAV receiver fails
Page 2 of TUNE allows tuning and control of HF
radio (if installed) and setting of callsign / tail
number.
Figure 16-36. FREQUENCY DATA Page

can be entered using frequency or identifier. DME INTEGRATED FLIGHT

HOLD requires a frequency; use of an identifier
is not allowed. If multiple identifiers exist, a list INFORMATION (IFIS)
is shown (may be more than one page) indicating
the identifier, type of navaid, name, country code, The integrated flight information system (IFIS)
etc. Pressing the left or right line select key will provides the following features:
use the navaid you choose.
• Electronic charts (E-charts)
The top line of each side is the active COM fre- • Graphical weather (GWX)
quency. Placing a new frequency in the second line
creates a preset on the CDU. To transfer the active • Enhanced maps (E-Map)
and preset frequencies press the second line select • Database information
key. The old active becomes a standby.

Pasting a frequency from the scratch pad to the

ELECTRONIC CHARTS
active frequency position causes the old active The area of chart coverage is at the discretion
frequency to become the recall frequency in the of the owner/operator. Only terminal charts are
standby position. retrievable (not enroute charts). Backup charts
(paper or electronic) should be readily available in
The transponder code is entered on the ATC line. flight. With a valid FMS position an aircraft symbol
TCAS functions are controlled and accessed using appears on the primary airport diagram, approach
the right side keys. charts, and airspace charts. If the chart does not
support the display of the current aircraft position,
The MODE line on the TUNE page allows the a “no” symbol ( ø ) appears above the top right cor-
FMS to autotune the NAV radios for FMS position ner of the chart and is super-imposed over the air-
updating using VOR and DME data. craft symbol. If a chart is out-of-date, those words
are shown in amber above the top right corner of
In order for auto tuning to work, the PFD must be the chart. The title of the chart appears above the
using FMS as the nav source and the pilot selects top left corner and remains in view when the chart
AUTO. Auto tuning of a localizer frequency for the is slewed. Charts have the normal white page look
approach does not require the AUTO mode to be when the DIMMING knob on the center pedestal is
selected on the TUNE page. in DAY. If the knob is out of DAY, charts become
a dull green to reduce glare.
Auto tuning is cancelled when:
Chart control is done using buttons on the CCP
• Pilot selects MAN (CHART, either UPR or LWR MENU, rotation

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and zoom) or by using the CCP MENU button on

the DCP. The CHART button turns the chart func-
tion on or off. Selecting any other display removes
charts. Upon pushing the button the first time after
power up, NO CHART AVAILABLE appears on
the MFD. Press the MENU button to access the
CHART MAIN INDEX, or chart menu as it is
commonly called. The chart index is divided into
airport groups: origin, destination, and alternate
(all entered through the FMS), and other (direct
pilot entry). Within each group there are numerous
chart types: airport, departure, arrival, approach,
and other. If cyan brackets are visible for a chart
type, there is at least one in the database. If dash-
es appear, there are no charts available for that
type. The sequence of chart types uses the normal
sequence of flight operations.

If departures, arrivals, and approaches are loaded

through the FMS, the selection would appear on the
chart index in magenta. The MENU ADV knob is
rotated to position the cursor on the desired chart
in the desired airport group. The DATA knob is
pushed to display that chart. Pushing the DATA
knob again would show a menu of all charts in
that type. Moving the cursor and pushing the data Figure 16-37. Chart Menu
knob would replace the first chart with a new one.
If no chart was preselected through the FMS but lock in that airport. Move the cursor to either line
cyan brackets are present, placing the cursor on of ANY CHART and manually select charts. To
that chart type and pressing the small knob shows change from one chart type to another (example;
a menu of all charts in that type. Again place the airport to approach) when using the OTHER air-
cursor and push the small knob. That manually port, turn on the UPR or LWR MENU, place the
selected chart appears in cyan on the chart index. cursor on the chart to change, then hold the DATA
knob down until the menu of chart types appear.
Once several charts have been selected in an airport Select the type; select the chart.
group with chart displayed on the MFD, turning
the DATA knob displays the other charts within Charts can be rotated 90° by pushing the orien-
the airport group in the order shown on the index. tation button on the panel. Moving the joystick
Turn the knob left to move up the list; right to move allows viewing of other areas of the chart. If in
down. This can only be done for one airport at a level 1 zoom, a green view box appears when using
time. Using the CCP’s UPR or LWR MENU button the joystick.
or the DCP’s CCP MENU button, different airport
groups can be selected (Figure 16-37). There are two zoom levels for charts—Level 1
and 2. The ZOOM key toggles between the levels.
To designate an OTHER airport, position the cur- Pushing the + end of the key goes to 2; the – end
sor on the airport name line, then press and hold goes to 1. The joystick can be used in either zoom
the DATA knob. Any prior airport blinks with a level. The ESC key exits the current menu level. If
cursor on the first character. Turn the small knob the main menu window is present, it is removed.
to fill in the first character; turn the large knob to
move the cursor; turn the DATA knob for the sec-
ond character, etc. When the ICAO airport identi-
fier is complete, press and release the small knob to

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GRAPHIC WEATHER The pilot has the option of displaying various items
on the GWX display. These are turned on or off via
Graphic weather (GWX) gives the pilot the ability the menu. Viewing the OVERLAY LEGENDS at
to view NEXRAD weather radar of the covered the bottom of the menu defines the symbols used.
area and to obtain METARs, TAFs, SIGMETs, and
AIRMETs. The service is supplied by either XM NEXRAD images can be display on the MFD
Radio Weather or Universal Weather. XM Radio PLAN map. Use the LWR MENU button to select
Weather currently only covers the U.S.; Universal the NEXRAD menu to be displayed. A cyan GWX
Weather covers more of the world. GWX is not is shown at the bottom right of the MFD.
“real-time” information due to data processing and
transmission time – refer to the time (or age) the
data was transmitted. Use it in conjunction with
the aircraft weather radar to gain the best informa- RADAR ALTIMETER
tion available.
A single radar (radio) altimeter displays height
To view the GWX, push the LWR MENU button measurement from 2,500 feet AGL to the ground, at
on the DCP and select GWX. For XM this displays the bottom of the attitude indicator in green digits.
a view of the U.S. on a zoom level l, 4, or 16. The A visual display of height above ground is seen in
+ and – end of the ZOOM key is pushed to change the lower half of the altimeter. When the aircraft is
levels (Figure 16-14). The display may show pre- about 200 feet AGL or less, AGL or less, the brown
cipitation, echo tops and movement, general weath- background of the altimeter is overlaid with diago-
er conditions, etc. It also shows a geographical/ nal yellow lines rising from the bottom. The Hon-
political background for situational awareness. eywell TAWS and the Collins TCAS II both require
radar altimeter data for operation. Failure of the
Above the display is the current zoom level of the radar altimeter displays a red RA flag at the bot-
display. The UTC is shown along with the times the tom of the attitude indicators, amber TCAS FAIL
displayed items were generated. If a time is shown annunciations on displays, and associated TAWS
in yellow, the image may not be reliable. The time CAS messages.
turns yellow for: NEXRAD after 15 minutes; echo
after 4.5 minutes; METAR circles and SIGMET The Honeywell TAWS and the Collins TCAS II
data after 36 minutes. both require radar altimeter data for operation.
Failure of the radar altimeter displays a red RA
Moving the DCP joystick shows a small rectangular flag at the bottom of the attitude indicators, amber
view box which is the next zoom level field of view. TCAS FAIL annunciations on displays, and asso-
An aircraft symbol along with highlighted origin ciated TAWS CAS messages.
and destination airports may be shown.

With GWX displayed, pushing the MENU key ANGLE OF ATTACK

shows the GRAPHICAL WEATHER menu. Ori-
gin destination and alternate airports are entered (AOA)
through the FMS. OTHER airports are entered
manually. Navigate the menus using the cursor and The AOA primary components are:
ESC key function the same as electronic charts.
• Sensing vane on right side fuselage
When viewing METARs, a turn of the small knob • Flap position sensor
to the right shows the forecast (TAF) weather on
the next page. When viewing SIGMETs, a turn • AOA indication (PFD upper left) (Figure
of the small knob to the right shows all the active 16-38)
SIGMETs in numerical/letter order. The SIGMET • Computer
number can be seen on the GWX display, either
within an outlined area or along a line. • Indexer lights above glareshield
• Stick shaker mounted on left control column

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16 AVIONICS

A small green circle supplied by the AOA comput-

er appears on the airspeed tape regardless of gear
position. This airspeed target represents approach
speed VREF for the current aircraft weight and
flap setting.

The stick shaker disconnects the autopilot; how-

ever, it does not disconnect the yaw damper.

The AOA system is tested through the SYS TEST

function of the LWR MENU on the CCP or through
the same function of the PFD MENU on the DCP.
Testing of AOA in flight is inhibited.

TERRAIN AWARENESS
AND WARNING
SYSTEMS (TAWS)
The terrain awareness and warning systems
(TAWS) are three independent systems in one. The
TAWS contains the traditional GPWS functionality
which produces reactive warnings intended to help
Figure 16-38. AOA Indication prevent controlled flight into terrain. The TAWS
also provides a graphical representation of terrain
The AOA indicator on the PFD may be selected elevation that is available for display on the MFDs.
off, on or automatically displayed when flaps reach
35°. To set the choice use the PFD MENU, then There are currently two Honeywell systems avail-
select CONFIG. able. The Mark VIII EGPWS (Enhanced Ground
Proximity Warning System) is standard (no wind-
Vane position sends a signal to the computer, which shear alerting), and the Mark V (with windshear)
displays the AOA on the PFD. Approach speed for is an option. The Mark V may also be fitted with
any flap setting and current weight corresponds to RAAS – Runway Awareness and Advisory System
approximately 0.6 on the AOA display. (audio alerts of runway and taxiway data). See the
applicable AFM Supplement for more detailed
Stall warning via the stick shaker (impending stall) information and limitations.
corresponds to about 0.8 on the display. A full stall
occurs at 1.0 on the display. HONEYWELL MARK VIII EGPWS
The indexer lights provide a heads-up indication of The Honeywell VIII is identical the Mark V except
being on speed (at VREF). The lights do not illu- there is no windshear alert capability and no steep
minate on the ground except during SYS TEST. In approach override function.
flight the lights do not illuminate unless the nose
gear is down and locked. The green circle is illu-
minated when the aircraft is at VREF, which is 0.6 HONEYWELL MARK V
AOA. The yellow chevron appears when faster than
VREF; the red chevron when slower. The indexer The Honeywell Mark V uses radar altitude and ver-
light colors do not correlate to AOA displayed, tical movement combined with algorithms to pro-
except for green being at VREF or 0.6 AOA. Being vide visual and aural alerts for ground and obstacle
on speed does not ensure touchdown on the runway. proximity. An audible “500” is heard during all

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16 AVIONICS
approaches except during an ILS with a captured
GS. The system alerts the pilot for excessive bank
angles at lower altitudes; greater bank at higher
altitudes. The system also provides visual and aural
alerts for windshear, landings without gear, land-
ings with flaps less than 35°, and when 1.3 dots or
more below GS after capture and tracking.

A predictive display of terrain and obstacles ahead

is provided from an internal database as long as
GPS position is available. The database contains
terrain and obstacles; however, it does not contain
100% of each. The database is stored on a card
within the GPWS box. The display has a maximum
range of 300 nm. Obstacles appear as squares or
rectangles. MSL altitudes are shown which repre-
sent the highest threat (terrain or obstacle) of the
same color.

Red terrain/obstacles are above the aircraft altitude.

Yellow terrain/obstacles are at or near the aircraft
altitude. Green terrain is below the aircraft. Cyan
represents water, and magenta background appears
when the location is not in the database.

The PFDs and/or MFDs can display terrain over-

lays. The TERR/WX button on the DCP is used to
select the terrain overlay on the PFD. The TERR/
WX button on the CCP is used to select the terrain
overlay on the MFD.
Figure 16-39. DCP TAWS MENU Button
Pushing the TAWS MENU button on the DCP or
TERR INHIB—Activation inhibits visual and aural
CCP displays the TAWS menu (Figure 16-39). The
alerts from the EGPWS database. If flying into an
following TAWS functions can be selected:
airport that is displayed in magenta background,
inhibiting prevents inaccurate alerts. Other func-
G/S CANCEL—Cancels the “glideslope” aural
tions of the system still work. Activating places
alert if 1.3 dots or more below any received GS sig-
a cyan TAWS TERRAIN INHIBITED message
nal. Reception of the signal is through the GPWS
on the CAS. If inhibited, the TAWS test will not
and not the nav radios – the radios can be on VOR
function.
frequencies and still get the alert. Activating places
a cyan TAWS GLIDESLOPE CANCELLED mes-
RAAS INHIB (optional)—Enables or disables
sage on the CAS. The alert may also be cancelled
the aural alerts based on aircraft location relative
by pressing the G/S CANCEL button on the tilt
to taxiways and runways at airports that are in the
panel below the right side DCP. Pushing either
RAAS database.
button when cancel is active releases the cancel.
The system resets automatically when the aircraft
STEEP APPR—When active cancels certain aural
climbs above 2000 feet AGL.
alerts when flying a steeper than normal approach
at an airport not listed in the AFM Supplement.
FLAP OVRD—Cancels the “too low flaps” aural
The aircraft is not yet certified for steep approach-
alert if landing is attempted with less than 35° flaps.
es, and this function is not yet usable.

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16 AVIONICS

Windshear alerts do not provide attitude guid- Maximum range for target display is normally
ance. A yellow WINDSHEAR alert appears in the 40–80 NM. Altitudes (relative or absolute) are
attitude indicator without any audible alert. This shown next to the threat symbols. Arrows up or
indicates increased performance (a headwind con- down indicate at least 500 fpm climb or descent.
dition). A red WINDSHEAR alert appears with
audible alert. This indicates decreased performance If the PFD is on a full compass rose with TFC
(a tailwind condition). selected, the maximum map range is 50 NM on
the PFD/MFD. The map range can be extended to
The “too low gear” aural alert cannot be silenced. 300 NM if the PFD format is changed to an arc or
Refer to the AFM for more information. if TFC is removed while the format remains on a
full rose. Display on the PFD/MFD is controlled
by the TFC button on the CCP or DCP. Refer to the
RUNWAY AWARENESS AFM for more information.

AND ADVISORY The system provides traffic and resolution advi-

SYSTEM (OPTIONAL) sories using a Mode S capable transponder. The
system can track and display 30 targets. In the TA/
RA mode resolution advisories are inhibited below
A runway awareness and advisory system (RAAS) 1,100 feet while climbing and below 900 feet while
(from Honeywell) relies on GPS position inputs to descending (the PFD/MFD displayed mode shows
provide pilots with audible alerts at airports that TA ONLY).
are in the RAAS database. Not all airports in the
EGPWS database are in the RAAS database. A list If the system cannot determine azimuth, when the
is available at http://www.egpws.com. The system range creates a traffic callout, amber text showing
provides various aural alerts to increase situational traffic range and altitude appears at the lower right
awareness of aircraft location relative to taxiways corner of the display(s) showing TFC. If the sys-
and runways. tem cannot determine intruder altitude, no altitude
is shown.
There is a cyan RAAS INHIBITED CAS message
while airborne. Pilots may hear RAAS alerts dur- Traffic is displayed by four symbols:
ing ATC radio calls. RAAS alerts have the lowest
level of ground proximity alerts. Pilots may inhibit • Open cyan diamond—Nonthreat/ other traf-
RAAS alerts by using the DCP or CCP MENU, fic greater than ±1,200 feet and beyond 5
selecting TAWS MENU, then selecting RAAS NM
INHIB. This generates a cyan RAAS AUDIO
INHIBITED CAS message. • Solid cyan diamond—Proximate traffic
within ±1,200 feet and 5 NM
• Solid amber circle—Traffic within 20–45
TRAFFIC ALERT AND seconds and considered a threat. Audible
COLLISION AVOIDANCE traffic callout
• Solid red square—Traffic within critical
SYSTEM (TCAS) range and altitude.Audio gives a directive
command. Attitude indicator shows a green
The CJ4 uses TCAS II to detect threat and non- “fly to” box and red “no fly” boundary lines
threat aircraft that reply to ATC interrogations or areas.
within the area surrounding the aircraft. The sys-
tem generates target displays that may be shown If a command to monitor or maintain vertical speed
on the PFDs and MFDs, aural alerts (informative is heard, do not change the current rate. If a climb
or directive), and pitch cues on the attitude indica- or descend command is heard, disconnect the auto-
tors if directive. pilot and pitch into the green “fly to” box and avoid
the area bounded by red lines. Do not go above or

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16 AVIONICS
below the box. The aircraft symbol will be red if in The radar can be used for ground mapping ter-
the potential collision area (bounded by red lines); rain features, however, the primary use is to detect
green if in the “fly to” box; black if not in box and and display precipitation. Based on precipitation
opposite the area bounded in red lines (assum- rate of fall the colors of black, green, yellow or
ing no multiple threats). Directive command may red are seen out to 320 nm. It can detect and dis-
reverse depending upon the threat aircraft flight play precipitation related turbulence (magenta)
path. When “clear of conflict” is heard, return to out to 40 nm even if displayed range is greater. It
assigned altitude and notify ATC. will not detect clear air turbulence. Another fea-
ture of the radar is Path Attenuation Compensa-
Control of the TCAS is through the TUNE page on tion (PAC) which compensates for radar energy
the FMS. Current modes are highlighted cyan. The absorbed when the radar beam penetrates a pre-
control page allows the pilot the following options: cipitation cell. This keeps the correct display of
storm intensity. PAC has a maximum range of 80
TA/RA, TA ONLY, and STBY—The highlighted NM. If the beam requires full range of attenua-
mode is the current TCAS mode. Toggling the line tion correction, a yellow PAC alert arc shows at the
select key changes the mode. edge of the outer range arc. PAC alert is disabled
in manual operation, MAP mode, and for all gain
REL/ABS—Altitude display; relative is ± to own settings other than NORM.
ship; absolute is FL readout (not permanently avail-
able below transition altitude) The bottom third of a storm below the freezing
level is normally just water and most efficiently
TRAFFIC (other)—On or off reflects radar energy. The middle third of a storm
is normally a combination of supercooled water
ABOVE—Look area extended to 9,900 feet up and ice crystals – reflectivity begins to diminish
as ice crystals are poor radar reflectors. The top
NORM—Look area is ±2,700 feet of own aircraft third of a storm is usually ice crystals and almost
invisible to radar.
BELOW—Look area extended to 9,900 feet down
(ABOVE and BELOW can both be active) Radar displays may be placed on either of the PFDs
or MFDs. The weather radar (WX) overlay can be
TEST—Four symbols on PFD/MFD; red TRAF- selected through either the DCP or the CCP. Each
FIC under attitude; green “fly to” box and red “no panel has a TERR/WX button for quick access.
fly” boundary lines or areas on attitude indicator; The overlay menu can also be accessed by using
audio “TCAS system test ok”. the PFD MENU or LWR MENU options. The
STBY/WXR/ON button (same as DATA knob) on
If the radar altimeter is inoperative, TCAS II will the DCP is a quick way to turn the radar on or to
also be inoperative. standby simply by pushing. The RADAR MENU
button on the DCP (or the same menu through the
CCP LWR MENU button) allows control of modes
AIRCRAFT WEATHER and features.

RADAR RADAR MENU

The Collins MultiScan™ RTA-4112 weather radar The RADAR MENU provides full control of the
is contained in the nose of the aircraft. It has a system. There are two operating choices – AUTO-
12-inch phased-array (no motion) antenna, oper- MATIC and MANUAL. Selecting one deselects
ates in X-band, and requires normal DC or con- the other for both sides. Certain modes will not be
verted power for operation. Do not transmit radar available based on operation. In MANUAL each
energy when either people or sensitive equipment pilot has control of on-side tilt (± 15o) and gain
are within 2 feet of the nose. but no control of ground clutter. AUTOMATIC
eliminates the pilot’s control of tilt, eliminates

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
16 AVIONICS

about 98% of ground clutter, but allows changing reduced gain levels indicate heavier precipitation.
gain. AUTOMATIC is the recommended mode When GAIN is not in NORM, displayed colors are
of operation. uncalibrated (not true).

In AUTOMATIC the radar uses multiple scans An operational ground test of the radar is sug-
at preselected tilt angles (based on range select- gested to ensure proper function anytime the radar
ed and aircraft altitude) to detect short, mid, and is intended to be used. The Collins guide has the
long-range weather. It also has an Overflight™ following:
Protection feature that reduces the possibility of
inadvertent thunderstorm top penetration by retain- 1. Turn on the radar and select on display to show
ing that storm’s display without scanning. If the WX
automatic feature fails, an AUTO FAULT annun-
ciation is displayed. See the Collins radar guide 2. Select TEST mode – verify test pattern (Figure
and/or AFM for other fault indications. 16-40) in about 12 seconds with no faults
3. Select WX + TURB mode and 10 NM range
STBY (standby) – The system powers up in STBY
(no energy transmitted). Selecting STBY affects 4. Select Manual mode
both sides. 5. Adjust tilt between −5 and +10 degrees to dis-
play close range ground clutter
TEST – Selecting TEST affects both sides. Only
use this mode on the ground. Wait at least 12 sec- 6. Ensure any available and detectable weather
onds for the test pattern to appear and ensure no shows at higher tilt settings
radar faults are seen. Once tested, select AUTOMATIC and STBY.
When ready for takeoff, set as desired.
WX (weather) – Weather returns displayed without
turbulence data.

WX+T (weather plus turbulence) – Weather returns

and turbulence data displayed.

TURB (turbulence) – Only turbulence data

displayed.

MAP (terrain mapping) - Used to help identify ter-

rain features such as coastlines, mountains, bodies
of water, etc. In MAP no weather returns are seen.
The pilot selects manual operation from the RDR TCAS FAIL
MENU and adjusts range, gain, and tilt.

GCS (ground clutter suppression) –Enabled in

AUTOMATIC. May be disabled for 30 seconds,
then it re-enables. Not available in MANUAL.

TILT (tilt angle) – Only available in MANUAL.

Using the TILT knob on the DCP (or menu item
through PFD/MFD menus) each side has ability to
individually adjust its tilt ±15o from level.

GAIN – Each side has ability to adjust gain by

using the menu item and DATA knob. NORM
is the default. Weather returns that appear with Figure 16-40. Wx Radar Test

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16 AVIONICS
AUTO/MANUAL OPERATION
When the radar is selected, the automatic function
first makes a sweep that looks along the aircraft
flight path. This ensures that weather directly in
front of the aircraft is immediately visible to the
flight crew. The second sweep is at a relatively low
tilt angle. Significant ground clutter may be visible.
The ground clutter suppression algorithms begin to
have affect during the second sweep of the antenna
and is fully initialized by the beginning of the fifth
sweep (16 seconds). When the initialization process Figure 16-41. Audio Panel
is complete, the flight crew receives an optimized
weather picture with minimal ground clutter for The audio panels have the following controls and
any range scale selected. In addition, overflight pro- functions:
tection is fully engaged to prevent thunderstorms
that are a threat to the aircraft from falling below COM 1, COM2, HF, and PA buttons ( square but-
the radar beam. tons on the top row)—Designates which transmitter
is being used and automatically opens that receiv-
In manual, the pilot and copilot are able to select er. Selecting one deselects the prior. A green light
the tilt and gain controls independently of one appears over the button pushed. The PA button con-
another. nects to the cabin speaker to speak with passengers.

The round knobs below the mic select buttons are

WX-1000E LIGHTNING push-to-listen (extended) for the various radios.
DETECTION STORMSCOPE The knob does not have to be extended to receive
audio on the selected radio (green light). Turning
The L-3 Communications Stormscope is offered the knob adjusts the volume for that radio only.
as optional equipment. This aids in detecting the
position and intensity of thunderstorms by show- INPH knob—Controls the volume of the other pilot
ing up to 63 lightning strike symbols – a small over interphone audio. Transmission momentarily
x – 360o around the aircraft. The symbol’s color mutes the interphone audio.
varies based on intensity. All strikes are acquired
and recorded simultaneously for display at ranges NAV 1, NAV 2, DME 1, DME 2, and ADF knobs—
from 25 to 200 nm. The presentation is heading Controls reception of the voice/identifier code
stabilized and may be shown on the PFDs or MFDs. audio from the NAV and ADF receivers.
No separate controller, indicator, switch, or other
function is provided. Lightning display (LX) is ST knob—Controls the side tone level when the
controlled through the TERR/WX menu from the mic is keyed.
DCP or CCP. Spurious strikes may display as a
result of engine ground operation, particularly at VOX (Voice-on-Transmit) knob—Enables, if
high thrust settings. extended, hot mic operation for interphone use
without using the yoke-mounted microphone
switch. Turning the knob adjusts a dynamic noise
AUDIO PANELS cancellation function. Full left is minimal cancel-
lation; full right maximum.
Audio panels are in the upper left and right corners MKR knob—When extended, the marker bea-
of the instrument panel and require emergency DC con audio is heard over an outer, middle, or inner
power to operate (Figure 16-41). The panels con- marker.
trol microphone selection and speaker/headphone
reception.

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16 AVIONICS

MUTE knob—Cancels the current audio and resets This permits right seat pilot radio transmission
for the next marker beacon. (over the selected right audio panel radio) without
interfering with the left seat pilot’s control yoke
SPKR knob—When extended, allows all selected inputs while hand-flying the airplane. The button
audio to be heard from the overhead speaker on is held down for duration of transmission.
that side of the cockpit. Turning the knob adjusts
volume of all selected audio. Aural warnings are
not affected by SPKR volume setting.
LIMITATIONS
Normally pilots wear headsets, and all audio would
For specific information on limitations and proce-
be routed through the headphones. If the SPKR
dures, refer to the appropriate checklist or FAA-
knob is extended, all audio can also heard in the
approved Airplane Flight Manual (AFM).
cabin. It is recommended that the SPKR knob
be extended and the CKPT SPKR MUTE button
selected on (tilt panel under right CCP) to prevent
passengers from hearing all the alerts but allow EMERGENCY/
pilots to hear needed audio if the OXYGEN MASK
MIC button is selected on. ABNORMAL
HDPH knob—Turning the knob adjusts volume of For specific information on emergency/abnormal
all selected audio. Aural warnings are not affected procedures, refer to the appropriate checklist or
by HDPH volume settings. FAA-approved AFM.

MICROPHONES
The aircraft has two hand-held mics mounted on
the control columns, two headset boom mics, and
two oxygen mask mics.

Each yoke has a microphone switch on the out-

board handle. Pushing the switch inboard transmits
outside the cockpit on the selected radio (indicated
by green dot light). Radio transmit is indicated by
a cyan TX indication on the CDU TUNE page next
to the selected radio. Transmit is also indicated on
the PFDs by a blue background behind COM 1 or
COM 2. Releasing the switch allows it to spring
back to the center position. Pulling the switch out-
board allows interphone connection to the other
pilot. This position does not spring back to center.

If wearing an oxygen mask, the microphone switch

at the front end of the outboard arm rest must be in
the MIC OXY MASK position. This switch action
results in a hot interphone mic for both pilots (if the
VOX knob is out) and turns off the speakers mute if
selected. Intercome can be heard over the speakers
if the SPKR knob is not selected.

A push-to-talk button (COPILOT MIC PTT) is

located on the tilt panel in front of the co-pilot.

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16 AVIONICS
QUESTIONS
1. What indicates that the heading on the PFD is 7. What displays the graphical weather onto the
not auto-slaved to AHRS? MFD?
A. Amber DG right of the heading indication A. CCP LWR MENU—Format–GWX
B. White DG right of the heading indication B. CCP LWR MENU–Controls–GWX
C. AHRS slave switch in MANUAL MENU
D. CAS message C. CCP TERR/WX button
D. CCP LWR MENU–Controls– MAP-SRC
2. How long does the standby attitude indicators
battery power last if normal aircraft power is 8. How are approach charts displayed on the
not available in flight? MFD?
A. 10 minutes A. Press the CHART button on CCP
B. 30 minutes B. Press the CHART button on DCP
C. 45 minutes C. If NO CHART AVAILABLE appears,
D. 55 minutes press LWR MENU on CCP
D. Both A and C
3. What knob cycles through the standby naviga-
tion sources on the PFD? 9. What turns on the flight director?
A. DCP DATA knob A. FD button on the flight guidance panel
B. DCP MENU knob B. Pressing NAV on the flight guidance panel
C. CCP DATA knob C. Pressing the GA button on the throttle
D. CCP MENU knob levers
D. All of the above
4. What menu displays the SYS TEST?
A. DCP UPPER MENU 10. How does the pilot turn on the autopilot?
B. DCP LOWER MENU A. Push the NAV button on the flight guid-
C. CCP UPPER MENU ance panel
D. CCP LOWER MENU B. Push the AP button on the flight guidance
panel
5. The RADAR can be turned ON by: C. Slide the AP lever forward
D. Pull the AP lever down
A. Pushing the STBY/WXR/ON
button
11. What knob adjusts the FLC speed if the auto-
B. Pushing the RADAR MENU and selecting pilot is on and FLC is selected?
AUTOMATIC
A. DOWN/UP vertical knob on the flight
C. Right line select key RADAR
guidance panel
D. Both A and B
B. SPEED knob on the flight guidance panel
C. HDG knob on the flight guidance panel
6. What button displays the RADAR on the
PFD? D. ALT knob on the flight guidance panel
A. RADAR MENU on DCP
B. RADAR MENU on CCP
C. TERR/WX on DCP
D. TERR/WX on CCP

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12. If above the transition level with STD showing 17. What is required navigation from FAF inbound
next to 29.92 (or 1013), how does the pilot set on a localizer based approach?
a local altimeter setting? A. FMS–magenta needles
A. Turn BARO knob to set value in altimeter B. LOC–green needles
preset window; then push BARO when C. Bearing pointer for the localizer course
change is needed
D. Autopilot must be off or in HDG mode
B. Turn BARO knob which instantly changes
the current STD value
18. What steps are required to display waypoint
C. Push the BARO knob to access the altim- altitude from the FMS on the PFD?
eter preset window; then push and hold the
knob when desired A. On the FMS, push MFD MENU–select
ALTITUDE
D. Set the altimeter in the FMS, and it chang-
es the setting when passing transition level B. On the FMS, push DSPL MENU–select
ALTITUDE
13. Where are departures selected in the FMS? C. DCP– select FRMT–select PPOS
D. Both B and C
A. IDX–DEPARTURES
B. FPLN–DEPARTURES
19. Where is the HOLD page in the FMS?
C. DEP/ARR button
A. HOLD button
D. LEGS–DEPARTURES
B. IDX‒HOLD
14. What is the color of the “FROM” waypoint in C. IDX‒FPLN‒HOLD
the FMS? D. DCP‒HOLD
A. White
20. What sequences the FMS to start a missed
B. Amber
approach?
C. Cyan
A. FMS automatically sequences upon arrival
D. Magenta
at the MAP
B. FMS automatically sequences at the start
15. What button(s) recalls a previous waypoint
of a climb for the missed approach
during a flight in the FMS?
C. TO/GA button on either throttle
A. Hold PREV for 5 seconds and LEGS HIS-
D. Pressing GO AROUND on the flight guid-
TORY page displays
ance panel
B. Press DIR then press PREV and LEGS
HISTORY page displays
21. What page is frequency management in the
C. IDX–LEGS HISTORY FMS?
D. Both B and C
A. LEGS
B. COMMS
16. Where are ARC transitions to approaches
selected in the FMS? C. TUNE
D. FLTPLAN
A. Transitions are on the APPROACH page
after the approach with the transition is
selected 22. What selection displays terrain on the PFD?
B. Transitions are on the TRANS page for the A. PFD MENU
FPLN DEST airport B. TFC button
C. Transitions are selected with the DCP C. TERR/WX
MENU D. DCP MENU
D. Transitions are selected with the CCP
MENU

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16 AVIONICS
23. What selection displays traffic on the MFD?
A. PFD MENU
B. TFC button
C. TERR/WX
D. DCP MENU

24. Which limitation(s) is/are correct?

A.Minimum autopilot altitude for any
approach is 200 ft AGL
B.Minimum cruise altitude without a yaw
damper is FL240
C.Both A and B
D.Neither A nor B

25. What page in the FMS manipulates the TCAS?

A. DCP MENU
B. CCP MENU
C. FMS TUNE
D. FMS DSPL MENU button

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

17 OXYGEN SYSTEM
GENERAL .......................................................................................................................... 17-1
DESCRIPTION.................................................................................................................... 17-2
COMPONENTS .................................................................................................................. 17-2
Oxygen Bottle Assembly .............................................................................................. 17-2
Oxygen Masks .............................................................................................................. 17-2
CONTROLS AND INDICATIONS ..................................................................................... 17-4
Oxygen Pressure Gauge ............................................................................................... 17-4
OXY PSI Indication ..................................................................................................... 17-4
OXYGEN CONTROLS ............................................................................................... 17-5
OXYGEN SUPPLY Handle ......................................................................................... 17-5
OXY H.P. RELIEF disc ................................................................................................ 17-5
Oxygen Mask MIC buttons .......................................................................................... 17-5
Cockpit Side Panel ....................................................................................................... 17-5
OPERATION ....................................................................................................................... 17-6
Oxygen Masks .............................................................................................................. 17-6
Oxygen Control ............................................................................................................ 17-7
Preflight ........................................................................................................................ 17-8
LIMITATIONS..................................................................................................................... 17-8
EMERGENCY/ABNORMAL............................................................................................. 17-8
QUESTIONS .................................................................................................................... 17-

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ILLUSTRATIONS
Figure Title Page
17-1. Oxygen Filter Port ................................................................................................... 17-2
17-2. Standard Crew Masks .............................................................................................. 17-2
17-3. Oxygen System Normal Operation ......................................................................... 17-3

17 OXYGEN SYSTEM
17-4. Passenger Oxygen Mask and Canister..................................................................... 17-4
17-5. Oxygen Controls ...................................................................................................... 17-5
17-6. OXY H.P. RELIEF Disc .......................................................................................... 17-5
17-7. Cockpit Side Panel................................................................................................... 17-6

TABLES
Table Title Page
17-1. CAS Messages ......................................................................................................... 17-

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CHAPTER 17
OXYGEN SYSTEM

17 OXYGEN SYSTEM
INTRODUCTION
This chapter presents information on the oxygen system in the CJ4 aircraft. Oxygen is supplied
to the crew and passengers during pressurization system malfunctions, or whenever required.
System parameters are monitored and warnings supplied by the engine indication and crew alert
system (EICAS).

GENERAL
The oxygen system supplies breathing oxygen to the crew only. The system automatically drops the
the crew at all times and to the passengers when passenger masks at approximately 14,800 cabin
required. The pilot can manually drop the passen- altitude.
ger oxygen masks or allow the flow of oxygen to

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DESCRIPTION
The oxygen system uses a single bottle installed in
the nose section. Controls are located within the
cockpit (Figure 17-3).

The passengers are supplied oxygen by the mask

deployment system (MDS). The MDS consists of
manifolds, canisters, and optional plugs.
17 OXYGEN SYSTEM

COMPONENTS
OXYGEN BOTTLE ASSEMBLY Figure 17-1. Oxygen Filler Port

The single oxygen bottle assembly is in the right

nose storage compartment directly below the avi-
onics equipment area. The 50 cubic feet capacity
bottle is equipped with a pressure regulator and
a manual control valve mounted directly on the
bottle.

The regulator has four ports. One supplies regu-

lated oxygen to the cockpit/cabin. The other three
are used for servicing, monitoring pressure, and
relieving excessive pressure from the bottle.

A filler port at the lower aft edge of the right nose

baggage door is used to fill the oxygen bottle (Fig-
ure 17-1).

OXYGEN MASKS
Crew Masks
The crew masks are stored in receptacles mounted
on the upper and outboard position of the pilots
seat (Figure 17-2). The mask is a quick-donning
pressure demand mask with an inflatable harness,
a mask-mounted regulator, and an internal micro-
phone. When oxygen is in use the internal micro-
phones provide communication for the crew. The
mask regulator allows the pilot to select between Figure 17-2. Standard Crew Masks
diluter demand, 100% demand, or pressure oxy-
gen flow. The N-100% lever on the mask switches Smoke Goggles
between normal (N) and 100% oxygen.
The smoke goggles are secured on the pilot side
Cabin pressure is sensed by the regulator on the panels. When the goggles and masks are used
mask to control the ratio of air to oxygen. together they provide adequate protection during
smoke conditions.

17-2 FOR TRAINING PURPOSES ONLY

 FILL GAUGE

PRESSURE
SENSOR
FILL PORT RIGHT CABIN ALTITUDE PCB
COPILOT OXYGEN (PRESSURE BULKHEAD)
OXYGEN MASK
BLOWOUT DISC

REGULATOR P

OXYGEN MASK DEPLOYMENT SYSTEM (MDS) MASK DEPLOYMENT SYSTEM (MDS)

CHECK VALVE SINGLE MASK MANIFOLD (3 TOTAL) DOUBLE MASK MANIFOLD (4 TOTAL)
BOTTLE

OXYGEN SUPPLY
OXYGEN CUTOFF
CUTOFF VALVE

OXYGEN CONTROL SOLENOID VALVE OXYGEN CONTROL PILOT OXYGEN

LEFT CABIN ALTITUDE PCB
VALVE (NORMALLY CLOSED) VALVE SELECTOR MASK
(PRESSURE BULKHEAD)

FOR TRAINING PURPOSES ONLY

LEGEND
HIGH PRESSURE OXYGEN
REGULATED OXYGEN
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17-3
Figure 17-3. Oxygen System Normal Operation

17 OXYGEN SYSTEM
 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Passenger Masks
The passenger masks are a constant pressure/con-
tinuous flow type. Each mask has a head strap,
plastic tubing, and an oxygen dispensing valve CONTROLS AND
(Figure 17-4). INDICATIONS
The masks are stowed in canisters in the overhead
panel behind decorative interior covers. Each can- OXYGEN PRESSURE GAUGE
ister contains a diaphragm and dispensing valve.
17 OXYGEN SYSTEM

They are installed in four dual and three single The oxygen pressure gauge, in the right nose bag-
manifolds. An optional plug replaces a canister gage compartment, measures the oxygen bottle
when there is no passenger seat at that position. pressure. The gauge is primarily used for servicing
Each canister can be removed from the manifold and may be checked during preflight.
and repacked. The mask cannot be removed from
the canister. OXY PSI INDICATION
The canisters can be in the following positions on The OXY PSI indication displays oxygen pressure
the manifold (Figure 17-4): on the multifunction display (MFD) (see Figure
17-1). The indication appears green until pres-
• INSTALL sure decreases below 330 psi and then changes to
amber. The amber OXYGEN PRESSURE CAS
• TEST message appears on the CAS, the MASTER CAU-
• ARM TION RESET switchlights illuminate, and a chime
sounds.
The plug can also be in the following positions on
the manifold (Figure 17-4):
OXYGEN CONTROLS
• INSTALL
The rotary OXYGEN CONTROL knob on the left
• TEST tilt panel controls the oxygen control valve manu-
• PLUG ally or electrically (Figure 17-5). The knob has the
following three positions:
The masks are deployed when the MDS supplies
oxygen through the manifolds to the canisters. (see • CREW ONLY
Figure 17-1).
• NORM
MDS Manifold • DROP MASK
MDS Canister The CREW ONLY position shuts off the passen-
ger supply of oxygen. This prevents the passenger
masks from being deployed and conserves the oxy-
gen supply for the crew.

The NORM position allows the oxygen control

valve to be electrically controlled by the cabin alti-
tude printed circuit board. When the cabin altitude
is 14,800 ± 200 feet a solenoid on the oxygen con-
trol valve is opened causing the passenger masks
to automatically drop.
Figure 17-4. Passenger Oxygen Mask The DROP MASK position manually activates the
and Canister MDS causing the passenger masks to drop.

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OXYGEN SUPPLY HANDLE COCKPIT SIDE PANEL

The OXYGEN SUPPLY handle on the left instru- The cockpit side panels are aft of the circuit break-
ment tilt panel allows the supply of oxygen to be er panels on the left and right side of the cockpit.
shutoff at the pilot’s discretion. Each panel has the following jacks (Figure 17-7):

• AUX HEADSET
OXY H.P. RELIEF DISC
• STD MIC
A green OXY H.P. RELIEF disc on the right exte-

17 OXYGEN SYSTEM
rior below the nose baggage door provides over-

Figure 17-6. OXY H.P. RELIEF Disc

• STD PHONE
• OXYGEN
• OXYGEN MIC
The pilots oxygen masks are plugged into the
OXYGEN MIC and OXYGEN jacks at all times.
The AUX HEADSET, STD MIC, or STD PHONE
may be used at any time.
Figure 17-5. Oxygen Controls

pressure protection. Preflight inspection of this OPERATION

indicator is required. If disc is missing, the oxygen
cylinder has been overpressurized activating the
overpressure relief system (Figure 17-6). Mainte- OXYGEN MASKS
nance is required before flight.
Crew Masks
OXYGEN MASK MIC BUTTONS When oxygen is required, remove the crew mask
from the receptacle mounted on the upper and out-
The OXYGEN MASK MIC buttons on the left and board position of the seat. Press the inflation but-
right pilot tilt panels activates microphones in their ton on either side of the mask to inflate the harness
respective masks. and place over the head. Release the button for a
secure fit.
When pushed, the radio transmission and intercom
communication is carried on through the mask The N-100% lever on the red inflation button
microphone. selects between 100% oxygen and oxygen diluted
with cabin air. When the selector is in the 100%
When the switchlight is not illuminated the mask position, the regulator is in the Demand mode, and
microphone is inactive. All communication must supplies 100% oxygen to the pilot each time he/she
be carried on through the headset or through the inhales. The mask should be stored with the selec-
use of the hand microphone and cockpit speakers. tor in this position so that 100% oxygen is imme-

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may interfere with proper sealing of the

oxygen mask. Mask fit and seal should
be checked on the ground prior to flight.

Crew masks are equipped with a tension adjust-

ment lever on the front. The mask should be stowed
with the lever down to ensure tight fit if the mask
is used for emergencies. When the pilot puts the
mask on for normal requirements, flipping the
17 OXYGEN SYSTEM

lever up will also a lessening of the tension with

each quick squeeze and release of the inflation
buttons. This improves comfort for long duration
mask usage.

Passenger Masks
Figure 17-7. Cockpit Side Panel Deployment
The passenger masks are deployed when oxygen
diately available to the pilot in case of emergency. pressure from the MDS inflates the diaphragms
In the N position, the regulator is in the Diluter inside the canisters. This pushes the masks against
demand mode and meters oxygen flow according the canister lids and the decorative covers to force
to cabin pressure. The oxygen is supplied each both open, dropping the masks from the canisters.
time the pilot inhales, but in a smaller quantity and
mixed with cabin air. This provides the pilot with The passenger pulls the mask downward to extend
additional oxygen and extends the endurance of the lanyard that pulls the pin from the dispensing
the oxygen supply, but is not appropriate for emer- valve. This starts the flow of oxygen to the mask.
gency situations as it allows the pilot to breathe any Place the mask over the nose and mouth and breath
smoke or fumes that may be in the cabin. normally.

If smoke or fumes are present, rotate the EMER- Accidental Deployment

GENCY knob to the EMER position. When wear-
ing the mask, rotate the knob toward your left Passenger masks can be repacked and reinstalled
shoulder. Selecting EMER places the regulator in when accidentally deployed.
the Pressure Demand mode. This provides oxygen
under continuous pressure, except while the pilot Perform the following procedure to repack and
exhales. This maintains positive pressure inside the reinstall the passenger masks:
mask to protect the pilot from smoke and fumes.
When smoke goggles are worn, opening a valve on 1. Remove the canister by pulling the spring-
the top of the mask allows oxygen to flow into the loaded pin back and rotating the canister, coun-
goggles and displace smoke to clear the pilots view. terclockwise out of the manifold.
2. Invert the canister and repack the mask into
Select the appropriate OXYGEN MASK MIC the canister, then close the cartridge lid.
button to activate the microphone in the mask. All
radio transmission and crew communication is 3. To install, align the three canister tabs with
conducted through the mask. the three slots on the manifold. When the tabs
push through the slots and the markings on the
NOTE canister label and manifold align, the canister
is in the INSTALL position. The spring-loaded
Unless carefully trimmed, mustaches pin on the canister is pushed back against the
and/or beards worn by crew members surface of the manifold plate.

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4. Rotate the canister clockwise through the MDS causing the passenger mask to drop automati-
TEST position until it stops and the marks cally. The oxygen to the masks is shutoff when the
on both the canister and manifold align. The cabin altitude is below 13,150 feet.
canister is now in the ARM position. Align the
spring-loaded pin with the hole in the mani- Don the crew mask and press either MASTER
fold. This locks the canister into place to keep WARNING RESET switchlight to acknowledge.
it from rotating out of position. Refer to the appropriate procedure in the approved
checklist.
The canister must be in the ARM position to be
available for use.

17 OXYGEN SYSTEM
If manual activation of the MDS is needed, posi-
tion the OXYGEN CONTROL knob to the DROP
The optional plug is installed in the same manner MASK position. The oxygen control valve is manu-
as the canister. The plug has INSTALL, TEST, and ally opened supplying 70 ± 10 psig oxygen to the
PLUG positions. The plug must be in the PLUG passenger system. This activates the MDS causing
position at takeoff. the passenger masks to drop.

OXYGEN CONTROL If a fire is detected near oxygen system compo-

nents, pull the OXYGEN SUPPLY handle to the
When in flight, an oxygen pressure sensor in the PULL TO CUTOFF position to shutoff the supply
nose near the oxygen bottle transmits the oxygen of oxygen from the bottle. Returning the handle
bottle pressure to the OXY PSI indication on the to the PUSH TO RESTORE position restores the
MFD. flow of oxygen.
If pressure is less than or equal to 330 psig the
amber OXYGEN PRESSURE CAS message PREFLIGHT
appears on the EICAS, the MASTER CAUTION Visual inspection of the OXY H.P. RELIEF indi-
RESET switchlights illuminate, and a chime cator disc below the right nose baggage door is
sounds. When the pressure in the bottle reaches required during preflight.
370 psig, the CAS message disappears. Refer to the
appropriate procedure in the approved checklist. For specific information on preflight procedures,
refer to the appropriate checklist or the FAA-
If oxygen level is low, position the OXYGEN approved Airplane Flight Manual (AFM).
CONTROL knob on the left instrument panel to
the CREW ONLY position. This shuts off the flow
of oxygen to the MDS and supplies oxygen to the
crew only. This conserves the remaining oxygen LIMITATIONS
for the crew.
For specific information on limitations and proce-
With the OXYGEN CONTROL knob in the NORM dures, refer to the appropriate checklist or FAA-
position, the system is electrically controlled by the approved AFM.
cabin altitude printed circuit board.

The red CABIN ALTITUDE CAS message appears

on the EICAS when aircraft altitude is 9,800 ± 200
EMERGENCY/
feet in normal mode or at 14,800 feet in high ele- ABNORMAL
vation mode. The MASTER WARNING RESET
switchlights also flash and an aural alert is heard. For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
The cabin altitude printed circuit board provides a FAA-approved AFM.
ground to the solenoid opening the oxygen control
valve. This allows oxygen pressure to flow to the

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Table 17-1. CAS Messages

MESSAGE DESCRIPTION

OXYGEN PRESSURE When oxygen pressure is equal to or less than 330 psi, this message appears
on the EICAS, the MASTER CAUTION RESET switchlight illuminate, and a
chime sounds. Refer to the appropriate procedure in the approved checklist.
17 OXYGEN SYSTEM

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QUESTIONS
1.Where is the OXY PSI indication displayed?
A. PFD Systems
B. MFD Systems
C. Gauge located on the left panel
D. Cabin Management System

17 OXYGEN SYSTEM
2. How can the pilot check the crew oxygen sys-
tem in flight?
A. Don the mask, select OXYGEN MASK
switch to MIC and check for airflow
B. Check the OXY PSI for pressure
C. Check the OXYGEN CONTROL knob
and OXYGEN SUPPLY handle position
D. All of the above

3. What cabin altitude automatically drops the

passenger oxygen mask?
A. Approximately 10,000 feet cabin altitude
B. Approximately 14.800 feet cabin altitude
C. Approximately 13,150 feet cabin altitude
D. Both A and B

4. Is it possible to drop the passenger mask at any

cabin altitude?
A. Yes—With the OXYGEN CONTROL
knob in DROP MASK
B. Yes—With the OXYGEN SUPPLY handle
C. No—Mask only drops automatically
D. Both A and B

5. What action is required by the passengers

to activate the oxygen flow to the passenger
mask?
A. The passenger mask has flow as soon as
the mask has dropped
B. The passenger must position the canister
in the passenger position to start oxygen
flow
C. The passenger must pull the lanyard to
start oxygen flow
D. The passenger must pull the straps on the
mask to start oxygen flow

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

AND PROCEDURES
AIRWORK MANEUVERS ................................................................................................. 18-6

18 MANEUVERS
Steep Turns ................................................................................................................... 18-6
Approach to Stalls ........................................................................................................ 18-6
Unusual Attitude Recoveries ........................................................................................ 18-6
Miscellaneous ............................................................................................................... 18-7

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

AND PROCEDURES
18 MANEUVERS
18-10. Approach to Stall - Clean Configuration ............................................................ 18-17
18-11. Approach to Stall - Flaps 15º Configuration ...................................................... 18-18
18-12. Approach to Stall - Landing Configuration ........................................................ 18-19
18-13. Steep Turns ......................................................................................................... 18-20
18-14. Circling Approach .............................................................................................. 18-21
18-15. Emergency Decent ............................................................................................. 18-22
18-16. Rejected Takeoff ................................................................................................. 18-23
18-17. Visual No Flap.................................................................................................... 18-24

TABLES
Table Title Page
18-1. Minimum Maneuvering Speeds............................................................................... 18-2
18-2. Example Callouts (IFR and VFR) ........................................................................... 18-4

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CHAPTER 18
MANEUVERS AND PROCEDURES

AND PROCEDURES
18 MANEUVERS
INTRODUCTION
This chapter contains information and flight profiles likely to be encountered during training and
in most daily flight operations. The procedures are consistent with the CJ4 Airplane Flight Manual
(AFM) and may be affected by location, weather, facilities, etc.

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

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

PERFORMANCE VAPP—The landing approach climb airspeed (1.3

VS1) with the approach flap position, landing gear
up, and one engine inoperative. VAPP must be
The CJ4 performance is certified to Part 23 Com-
maintained in order to achieve AFM approach
muter Category with FAA Special Conditions simi-
climb gradients.
lar to Part 25, Transport Category. The following
areas will help to familiarize the pilot with terms
Speeds are generally posted on the primary flight
in the AFM and to help the pilot understand the
display (PFD) for quick reference during takeoff
capabilities of the aircraft.
or approach. The VT bug may be used as the pilot
chooses.
TAKEOFF AND LANDING
SPEEDS Minimum maneuvering speeds provide a safety
margin above stall speed (for current flap setting
Refer to the CJ4 AFM for takeoff and landing and weight) when maneuvering prior to establish-
speeds. ing a stabilized final approach. Flying a minimum
of 10 kt above 0.6 angle of attack (AOA) (the green
V1 (takeoff decision speed)—The distance to con- donut on the airspeed tape) for the current flap set-
tinue the takeoff to 35 feet above the runway sur- ting provides this margin. As flaps are extended, the
face (accelerate-go) will not exceed the scheduled stall speed lowers about 10 kt.
takeoff field length if recognition occurs at or after
V1. The distance to bring the aircraft to a full stop Table 18-1 lists minimum maneuvering speed.
(accelerate-stop) will not exceed the scheduled
AND PROCEDURES
18 MANEUVERS

takeoff field length provided that the brakes are Table 18-1. Minimum Maneuvering Speeds
applied at or before V1. V1 is always less than or
equal to VR. FLAP CITATION CJ4
CONFIGURATION
VR—The rotation speed is the speed at which Clean VREF + 30
rotation is initiated during takeoff to attain the V2
climb speed (one engine inoperative) at or before Flaps 15° VREF + 20
a height of 35 feet above the runway surface has Flaps 35° VREF + 10
been reached.

V2 (takeoff safety speed)—This climb speed is the

actual speed at 35 feet above the runway surface WEIGHTS
as demonstrated in flight during takeoff with one
engine inoperative. V2 must be maintained in order Maximum takeoff weight is limited by the most
to achieve AFM second segment climb gradients. restrictive of:

VENR (single engine enroute climb speed)—Uti- 1. Maximum certif ied weight (structur-
lize the speed bug VT for display of VENR on al)—16,950 pounds
the primary flight display (PFD). VENR must be 2. Maximum weight permitted by climb
maintained in order to achieve AFM enroute climb requirements
gradients.
3. Maximum weight permitted by takeoff field
VREF —The landing reference airspeed (1.3 VSO) length
with the landing flap position and landing gear Takeoff weight may be further limited by obstacle
down. VREF must be attained at 50 feet above the clearance requirements of a departure runway or
runway surface in order to meet landing distance procedure, or by the landing weight restrictions at
criteria. destination.

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Maximum landing weight is limited by the most

restrictive of:
FLIGHT OPERATIONS
Sample flight profiles are shown in Figures 18-2
1. Maximum certif ied weight (structur-
through 18-13.
al)—15,500 pounds
2. Maximum weight permitted by climb require-
ments or brake energy limits PREFLIGHT AND TAXI
3. Maximum weight permitted by landing field If flying as a crew, the pilot-in-command ensures
length that the copilot understands the normal and emer-
gency procedures to be used for that takeoff. This
Landing weight may be further limited by obstacle includes verbal callouts during takeoff roll and ini-
clearance requirements of a missed approach pro- tial climb (Table 18-2).
cedure or due to flap malfunction.

Some flight departments use preprinted cards for Sample Takeoff Briefing
computations, ATIS and clearances. Sample take- “This will be a static (or rolling) runup with flaps
off and landing (TOLD) cards are shown in Figure at 15° (or 0°). Check takeoff power and call “speed
18-1. alive, 70 knots, V1 and rotate.” I will call for gear
up, flaps, and yaw damp. The departure is _____.

AND PROCEDURES
18 MANEUVERS
CITATION CITATION
TAKE OFF DATA LANDING DATA
T/O N1 CLB N1 VREF VAPP

V1 VR V2 GA N1 RWY REQ’D

VFR VENR FLAPS CLEARANCE

CLEARANCE

ARPT _____________ ELEV ______ RWY ______

ATIS______ WIND _____ VIS________________

CIG _________________ TEMP/DP_____ / ____

ALT ___________RMKS ____________________ ARPT _____________ ELEV ______ RWY ______

RWY LENGTH__________ RWY REQ’D ________ ATIS______ WIND _____ VIS________________

ZFW_______________ T.O. WT. ______________ CIG _________________ TEMP/DP_____ / ____

EMERGENCY RETURN ALT ___________RMKS ____________________

VREF___________ VAPP _______ MSA _________ ZFW_______________ T.O. WT. ______________

Figure 18-1. Takeoff and Landing Data Card

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Table 18-2. Example Callouts (IFR and VFR)

PHASE CONDITION CALLOUT

Takeoff Both airspeed indicators moving “Airspeed alive”
Both airspeed indicators indicating 70 KIAS “70 knots”
Airspeed indicators at computed V1 “V1”
Airspeed indicators at computed VR “Rotate”
Airspeed indicators at computed V2 “V2”
Departure/ Prior to intercepting an assigned course “Course alive”
Enroute/
Approach
Climb and descent Approaching transition altitude (IFR and VFR) “Transition altitude altimeters reset”
1,000 feet above/below assigned altitude (IFR) State altitude leaving and assigned
level-off altitude
Final At final approach fix (Fix) altimeters and instruments
check (NOTE 1)
500 feet above minimums “500 above minimums”
100 feet above minimums “100 above minimums”
Runway acquisition “Runway at (clock position)” or
AND PROCEDURES

“Approach lights at (clock position)”

18 MANEUVERS

(NOTE 2)
After pilot flying reports “visual,” pilot not “VREF ”
flying reverts to instruments and callouts
“Sink (rate of descent)”
“On,” “Above,” or “Below glide
slope,” if required
At decision height (DH) “Minimums, runway not in sight” or
“Minimums, runway at (clock
position)” or “Minimums, approach
lights, at (clock position)” (NOTE 2)
At minimum descent altitude (MDA) “Minimums” (NOTE 2)
At missed-approach point (MAP) “Missed-approach point, runway
not in sight” or “Missed-approach
point, runway at (clock position)”
or “missed-approach point, approach
lights, at (clock position)”
NOTES:
1. CHECK FOR APPEARANCE OF WARNING FLAGS AND GROSS INSTRUMENT DISCREPANCIES.

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

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Call abort for any malfunction below 70 knots. I than 1,500 feet above the airport). Use minimum
will control the aircraft and extend the speedbrakes safe, minimum enroute, or ATC assigned altitudes.
– you call tower. Between 70 and V1 we will only Rudder trim may be used. After level off accelerate
abort for red lights, loss of directional control or toward 180 kt and raise the flaps no earlier than V2
loss of major displays. After V1 we will handle + 10 kt. If further climbs are needed, use computed
all problems in flight. We will climb to _____ feet VENR. Retrim rudder and aileron as needed as
before doing any actions. I will fly and talk to ATC, speed increases.
and you can then get into the checklist. If I do not
respond to you or I do something dangerous or stu-
pid, assume controls and we will sort it out later. Climb
Any questions or comments?” Ensure gear and flaps are up, set power as needed
and select autopilot (if desired). Monitor pres-
If flying as a single pilot, the pilot in command surization and fuel. Climb at approximately 240
(PIC) does not perform any checklist items while KIAS/0.64 mach. Complete appropriate checks
the aircraft is moving. The only flight instrument (refer to the AFM).
check to perform while moving is a check of head-
ing changes.
Cruise
TAKEOFF Adjust throttles as needed to prevent aircraft over-
speed. Check pressurization for destination. Com-
Normal plete appropriate checks.

AND PROCEDURES
18 MANEUVERS
It is recommended to use the flight director during
takeoff. Press a TO/GA button on the throttles, then Descent
select the HDG mode. After lining up on centerline, Begin arrival/approach tasks. Complete appropri-
press the heading knob to assure selected heading ate checks.
is lined up with runway heading. Advance power
to takeoff detent. At V1 move your hand from the
throttles to the yoke and rotate at VR toward the Approach and Landing
command bars. With a definite climb, raise the Ensure proper navigation aids are set for planned
gear; raise flaps no earlier than V2 + 10 kt. Con- approach. Load the planned approach into the
tinue climb in the pitch mode until nearing 170 flight management system (FMS) and utilize its
kt, then select FLC mode (if desired) and reduce capabilities as desired. Discuss crew actions for
throttles as needed. the approach and any potential missed approach.

Rejected (Before V1) Sample Approach Briefing

Simultaneously apply brakes, reduce throttles to “We are flying the ______ approach to runway
idle and extend ground spoilers while using nose- ____. NAV 1 and 2 are set to ____; minimums are
wheel steering for directional control (ensure nose- set at ____ both sides. V speeds are set at _____.
wheel is on the ground). Notify the tower and We will use the _____ modes to a DA (or MDA)
accomplish any other memory items needed. of _____. Landing flaps and gear by the FAF. Call
1,000, 500 and 200 feet above minimums. Tell
me where the runway is; I will call landing or
Engine Failure (After V1) go-around. In the event of a missed, change NAV
Control direction, rotate at VR and raise the gear source to FMS after gear up. The missed approach
with a positive climb. A small amount of aileron is _____ to ____ and hold. If I do not respond to
into the good engine (pick up the dead engine) is you or I do something dangerous or stupid, assume
needed to keep the wings level (the yoke will be controls and we will sort it out later. Any questions
displaced). Climb at V2 until reaching an altitude or comments?”
you determine to be clear of obstacles (no lower

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When nearing approach altitudes, use about 10° heading lead point for reversing the turn and
55–60% fan if near 200 kt. As you configure for the final roll out.
the aircraft, speed will decrease. Plan to reach
the glideslope (GS) intercept or final approach
fix (FAF) with the landing gear down, flaps set, APPROACH TO STALLS
and speed set. If flying a straight-in two-engine Full stalls are not permitted. Initiate recovery at
approach, plan to have flaps set at 35° by the FAF; the first indication of an impending stall (the stick
this permits a stabilized approach throughout final. shaker). Maintain altitude during the approach to
If flying a one-engine approach, use flaps 15° on stall. If wings level, maintain heading. If in a turn,
final. Decide early if the landing will be with flaps use 15–30° bank. Trim as needed until nearing 0.6
15° or 35°; ensure sufficient runway is available for AOA or VREF for current flaps. When initiating
reduced flaps. Landing with flaps 15° allows for a recovery, use takeoff power and level the wings.
stabilized approach throughout final. If circling to Reduce pitch approximately 5° until stick shak-
land, plan to fly the approach with flaps 15° until er stops then pitch up to minimize altitude loss.
you decide landing is assured; then select 35°. Return to the starting altitude as soon as perfor-
mance allows. The goal is minimum altitude loss.
Plan to arrive over the threshold at VREF for the
flap setting desired at 50 feet above the runway
with the yaw damper off. Idle power can then be Clean
selected. Following a normal touchdown lower the
Set power at approximately 40% N1; use speed-
nosewheel to the runway and then deploy ground
brakes to assist speed reduction. At stick shaker,
spoilers. When clear of the runway, accomplish the
AND PROCEDURES
18 MANEUVERS

reduce pitch attitude and add takeoff power. As

after landing checks.
speed increases, return to the starting altitude and
retrim; adjust power.
After Landing
If flying as a crew, the checks may be performed Flaps 15°
while taxiing. If flying single pilot, after leaving the
Set power at approximately 45% N1 and set flaps to
runway, complete all checks before taxiing.
15°. At stick shaker, reduce pitch attitude and add
takeoff power. As speed increases, return to start-
ing altitude and retrim; adjust power. Raise flaps
AIRWORK MANEUVERS no earlier than 10 kt above the AOA donut on the
airspeed tape.
STEEP TURNS
Steep turns are flown at 45° of bank and 200 kt. The
Landing
PNF may make specific power adjustments and call Set power at approximately 50% N1 and configure
roll out leads as briefed and directed by PF. Power the aircraft. At stick shaker, reduce pitch attitude
adjustment requests must be very specific, ie. “add and add takeoff power; then select flaps 15°. As
2%”. Establish a base heading and altitude. Main- speed increases to the AOA donut, increase pitch
tain the altitude during the maneuver and use the to stop descent; then raise the gear. Return to start-
base heading for the turn reversal and final roll out. ing altitude and retrim; adjust power. Raise flaps
Use of the flight director, elevator trim, and yaw no earlier than 10 kt above the AOA donut on the
damper is an option for the pilot. airspeed tape.

A pitch attitude of about 2.5° should hold level

flight in the turns. A small power increase will be UNUSUAL ATTITUDE
needed to maintain 200 kt. If a moderate roll in RECOVERIES
rate is used to begin the maneuver, plan to use a
Unusual attitudes do not have to be severe to be
unusual; they are simply not what you expected.

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Recognize the attitude by looking at all three atti- increases the temperature of the brake and wheel
tude indicators. Confirm by reference to airspeed, assembly, resulting in an increased tire pressure.
altitude, and heading changes. Use the best instru- Each main wheel incorporates fuse plugs, which
ment available to control the recovery. Return to melt at a predetermined temperature, to prevent a
wings-level, level flight before chasing command possible tire explosion due to excessively high tire
bars. Do not put yourself into a second unusual pressure.
attitude with rapid control inputs.
Cessna does not recommend that flight crews con-
duct multiple landings and/or rejected takeoffs
Nose High (RTOs) due to the risk of overheating the brakes
If needed, add power to preserve airspeed. Do not and melting the fuse plugs. Loss of all tire pres-
push the nose down. Relax any back pressure you sure may result in damage to the tire and wheel.
may be applying. Consider using some bank to help It is strongly recommended that consideration be
lower the nose. given to the following guidelines if it is necessary to
conduct training or proficiency flights that involve
multiple landings and/or RTOs:
Nose Low
If needed, reduce power and/or use speedbrakes 1. Use the longest runway available. Minimize
to control airspeed. Roll to an upright attitude and use of brakes, runway length permitting, and
add back pressure to stop descent. maximize use of other deceleration devices
such as speedbrakes and ground spoilers.

AND PROCEDURES
18 MANEUVERS
MISCELLANEOUS 2. If taxi operations are necessary following a
stop on the runway, keep the airplane moving
at a safe speed and minimize brake usage as
Shorter Runway Takeoff or much as possible.
Landing
3. Conduct operations with minimum crew and at
When the dry runway in use offers limited length minimum practical weight for the flight. Fuel
for takeoff or landing, certain precautions must be load not to exceed more than 50% of full.
taken. Accurate performance data for the existing
conditions must be obtained and used. 4. An RTO should not be initiated at a speed
greater than 50 KIAS during training or pro-
For takeoff, lineup as close to the end of the run- ficiency flights, unless required by an actual
way as possible and perform a static runup to take- emergency.
off power. Ensure strict adherence to V1 and VR 5. An RTO should not be conducted immediately
speeds. Consider impact of aborting a takeoff on after a landing (plan the RTO as the first stop
a short field. of the flight, to be followed by a normal takeoff
for in-flight brake cooling).
For landing, ensure airspeed is at VREF at 50 feet
over the threshold. Do not float the flare. As soon 6. Between successive stops on the runway, and
as the main tires are on the ground, lower the nose, at a safe altitude, conduct a 15 minute brake
then apply maximum toe brakes and select ground cooling period with landing gear extended.
spoilers. Excess airspeed over the threshold will 7. At the completion of the flight, chock the air-
result in a longer landing roll. plane and do not set the parking brake.
The above guidelines are presented to the opera-
Multiple Landings and/or tor for their consideration in conducting multiple
Rejected Takeoffs landing/RTO operations. Cessna Aircraft Compa-
ny cannot provide assurance that the release of a
Brake application reduces the speed of an air- wheel fusible plug will not occur due to the many
plane by means of friction between the brake stack combinations of events beyond it’s control.
components. The friction generates heat, which

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Adverse Runway Conditions 7. Two missed approaches (one from an ILS; one
published; and one single-engine)
Ensure the proper performance charts are used
when taking off or landing on runways with adverse 8. Landings (normal, crosswind, rejected, from
conditions. If the chart does not cover your particu- an ILS, circling, and with an engine failed)
lar situation, strongly consider not doing it. Hydro- 9. Normal, abnormal, and emergency procedures
planing occurs at 9.0 times the square root of the
tire pressure for a water-covered runway. Approxi- 10. Special emphasis areas such as CRM, runway
mate speeds equate to 85–90 kt. incursion, traffic avoidance, etc.

If landing or taxiing on slush, inspect drains, con- FAA PTS Tolerances

trol surfaces, and wheels after shutdown. (Abbreviated)
1. Takeoffs and missed approaches: heading ± 5°;
Cold Weather speed ± 5 kt; altitude ± 100 feet
Comply with the cold weather operations outlined 2. Steep turns: heading ± 10°; speed ± 10 kt; alti-
in the AFM, Section 3. tude ± 100 feet; bank ± 5°
3. Stalls—Announces first indication of impend-
Servicing ing stall; applies smooth, positive control dur-
Comply with fluid requirements outlined in the ing entry and recovery
AFM, Section 2.
AND PROCEDURES

4. Unusual attitude recovery—Uses proper con-

18 MANEUVERS

trols to return to normal flight

Type/ATP/61.58 PIC Checkride 5. ILS—Stabilized approach from GS intercept
to decision altitude (DA) with no more than
A type or ATP practical test has a ground portion 1/2 dot deviation in localizer or glideslope
and a flight portion. The ground portion is a knowl- during instrument and visual portion; speed ±
edge examination of aircraft systems, limitations, 5 kt
and normal, abnormal and emergency procedures.
Also included is a weight and balance problem with 6. Nonprecision approach‚MDA + 50 to –0 feet;
a weight shift. The type, ATP, or 61.58 PIC flight CDI within 1/2 dot of center; bearing pointer
portion includes an aircraft exterior inspection and within ± 5°; speed ± 5 kt
the following operations:
7. Circling—MDA +100 to –0 feet until ready
to land; angle of bank should not exceed 30°;
1. Interior preflight, ground operations, engine
speed ± 5 kt; maneuvers by visual reference
start, and taxi
without exceeding visibility criteria
2. Takeoffs (normal, crosswind, instrument,
8. Landing—500 to 3,000 feet past threshold
rejected, and with an engine failed)
on centerline; sufficient runway for abnormal
3. Departure, arrival, and holding condition
4. Airwork (steep turns, approaches to stalls,
unusual attitude recoveries)
5. Two ILS approaches (a normal, two-engine
approach and a hand-flown single-engine
approach)
6. Two different nonprecision approaches (one
hand flown; one a GPS; and one that concludes
with a circle to land)

18-8 FOR TRAINING PURPOSES ONLY

 AFTER TAKEOFF / CLIMB
1. ACCELERATE TO NORMAL CLIMB SPEED
2. THROTTLES—MCT OR AS REQUIRED
3. AFTER TAKEOFF/CLIMB CHECKLIST—COMPLETED

ROTATE
1. VR—SMOOTHLY ROTATE
TO 10˚ NOSE UP ATTITUDE

CLEARED FOR TAKEOFF GEAR / FLAP RETRACTION

1. THROTTLES—SET FOR TAKEOFF 1. POSITIVE RATE OF CLIMB—GEAR UP
2. ENGINE INSTRUMENTS—CHECK 2. AT A PRE-DETERMINED ALTITUDE
3. BRAKES—RELEASE CONSIDERING TERRAIN, AND AT A

FOR TRAINING PURPOSES ONLY

MINIMUM AIRSPEED OF V2 + 10 KT—
FLAPS UP
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

BEFORE TAKEOFF
1. CHECKLIST / BRIEFING—
COMPLETE

18-9
Figure 18-2. Takeoff - Normal

18 MANEUVERS
AND PROCEDURES
 AND PROCEDURES
18 MANEUVERS

18-10
AFTER TAKEOFF / CLIMB
1. CLIMB, AS REQUIRED, AT VENR
2. THROTTLES—MCT, OR AS REQUIRED
3. AFTER TAKEOFF / CLIMB / ENGINE
FAILURE CHECKLISTS—COMPLETED

GEAR RETRACTION / INITIAL CLIMB

1. POSITIVE RATE CLIMB—GEAR UP
2. AIRSPEED—V2
3. TO 1,500' AGL OR CLEAR OF OBSTACLES,
WHICHEVER IS HIGHER

ROTATE
1. VR—SMOOTHLY ROTATE FLAP RETRACTION
TO 10˚ NOSE UP ATTITUDE
1. AT V2 + 10 KT (MIN)—FLAPS UP
2. ACCELERATE TO VENR
CLEARED FOR TAKEOFF
1. THROTTLES—SET FOR TAKEOFF
2. ENGINE INSTRUMENTS—CHECK
3. BRAKES—RELEASE
ENGINE FAILURE
1. LOSS OF ENGINE AT

FOR TRAINING PURPOSES ONLY

OR ABOVE V1
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

BEFORE TAKEOFF
1. CHECKLIST / BRIEFING—
COMPLETE

Figure 18-3. Takeoff - Engine Failure at or above V1

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

1. DOWNWIND LEG (1,500' AGL):

• AIRSPEED—150 KIAS
• FLAPS—TAKEOFF AND APPROACH ABEAM MIDFIELD

2. ABEAM TOUCHDOWN:
*
• GEAR—DOWN

4. FINAL APPROACH:**
• FLAPS—LAND
• AIRSPEED—VREF TO
VREF + 10 KT
• REDUCE TO VREF SPEED
WHEN LANDING IS ASSURED

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

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

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

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

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

APPROACH UNTIL LANDING IS ASSURED.

VFR APPROACH—
NORMAL/SINGLE ENGINE

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

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 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

1. DOWNWIND ON VECTORS 2. ABEAM FAF OR PROCEDURE TURN OUTBOUND:

OR APPROACHING INITIAL • BEFORE LANDING CHECKLIST—INITIATE
APPROACH FIX: • FLAPS—APPROACH
• DESCENT CHECKLIST—COMPLETE • AIRSPEED (MANEUVERING)—VAPP + 10 KT (MINIMUM)
• AIRSPEED—AS DESIRED —200 KT (MAXIMUM)
• APPROACH CHECKS—COMPLETE

3. GLIDESLOPE CAPTURE:
• GEAR—DOWN
• FLAPS—LAND
35° (2 ENGINES), 15° (1 ENGINE)
• AIRSPEED—AS DESIRED
• BEFORE LANDING CHECKLIST—COMPLETE
AND PROCEDURES
18 MANEUVERS

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

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

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

Figure 18-5. Precision or Precision Like

ILS APPROACH—
NORMAL/SINGLE ENGINE
18-12 FOR TRAINING PURPOSES ONLY
 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

DOWNWIND VECTORS
OR APPROACHING THE IAF
ABEAM THE FAF OR
1. APPROACH OR SINGLE ENGINE
PROCEDURE TURN OUTBOUND
APPROACH AND LANDING
CHECKLIST—INITIATE 1. FLAPS—15˚
2. AIRSPEED—150 - 180 KIAS 2. AIRSPEED (MIN)—MINIMUM
MANEUVERING SPEED *

INBOUND TO FAF (NORMAL)

1. APPROXIMATELY 2 MILES
PRIOR TO FAF—GEAR DOWN
2. FLAPS—LAND
3. AIRSPEED (MIN)—VREF + 10 KT
4. BEFORE LANDING CHECKLIST—
COMPLETE

AND PROCEDURES
18 MANEUVERS
INBOUND TO FAF (SINGLE ENGINE)
1. APPROXIMATELY 2 MILES PRIOR
TO FAF—GEAR DOWN
2. AIRSPEED (MIN)—VAPP (FLAPS 15˚) + 10 KT
3. SINGLE ENGINE APPROACH AND
LANDING CHECKLIST—COMPLETE
MINIMUMS

MINIMUM DESCENT ALTITUDE

1. RUNWAY VISUAL REFERENCES IN
SIGHT:
a. CONTINUE APPROACH
b. BEGIN DESCENT AT VISUAL
DESCENT POINT
c. FLAPS—LAND (SINGLE ENGINE)
d. AIRSPEED—VREF
2. RUNWAY VISUAL REFERENCES NOT
IN SIGHT:
a. CONTINUE TO MISSED APPROACH
POINT
b. ACCOMPLISH MISSED APPROACH

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

* MINIMUM MANEUVERING SPEED IS VAPP (FLAPS 15˚) + 10 KT

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

FOR TRAINING PURPOSES ONLY 18-13

 AND PROCEDURES
18 MANEUVERS

DOWNWIND VECTORS
OR APPROACHING THE IAF
ABEAM THE FAF OR

18-14
1. APPROACH OR SINGLE ENGINE
APPROACH AND LANDING PROCEDURE TURN OUTBOUND
CHECKLIST—INITIATE 1. FLAPS—15˚
2. AIRSPEED—150 - 180 KIAS 2. AIRSPEED (MIN)—MINIMUM
MANEUVERING SPEED *

GLIDESLOPE INTERCEPT (NORMAL)

1. ONE DOT FROM G/S INTERCEPT—GEAR DOWN
2. GLIDESLOPE INTERCEPT—FLAPS LAND
3. AIRSPEED (MIN)—VREF + 10 KT
4. BEFORE LANDING CHECKLIST—COMPLETED

GLIDESLOPE INTERCEPT
(SINGLE ENGINE)
1. GEAR—DOWN
2. AIRSPEED (MIN)—VAPP (FLAPS 15˚) + 10 KT
3. SINGLE ENGINE APPROACH AND
LANDING CHECKLIST—COMPLETED

FOR TRAINING PURPOSES ONLY

DECISION HEIGHT
1. RUNWAY VISUAL REFERENCES IN
SIGHT:
a. FLAPS—LAND (SINGLE ENGINE)
b. MAINTAIN GLIDESLOPE
C. AIRSPEED—VREF
2. RUNWAY VISUAL REFERENCES NOT
IN SIGHT:
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

a. ACCOMPLISH MISSED APPROACH

NOTE:
IN GUSTY WIND CONDITIONS, INCREASE VREF BY 1/2 OF THE
GUST FACTOR IN EXCESS OF 5 KT
* MINIMUM MANEUVERING SPEED IS VAPP (FLAPS 15˚) + 10 KT

Figure 18-7. Missed Approach - Precision/Nonprecision

 MAXIMUM THRUST MAXIMUM CONTINUOUS

DECISION POINT CLIMB

SIMULTANEOUSLY: FLAP RETRACTION 1. CLIMB AS REQUIRED AT VENR
1. SELECT GO-AROUND 2. THROTTLE (OPERATING
1. AIRSPEED (MIN)—VAPP ENGINE)—MCT, OR AS
2. THROTTLE (OPERATING 2. FLAPS—UP
ENGINE)—TAKEOFF POWER REQUIRED
3. ACCELERATE TO VENR 3. SINGLE-ENGINE GO-AROUND
3. ROTATE TO COMMAND BARS
(OR AS REQUIRED TO CHECKLIST—COMPLETED
ACHIEVE VAPP) THEN SYNC POSITIVE RATE
PITCH COMMAND (TCS)
4. FLAPS—CHECK OR SET 15˚ 1. GEAR—UP
5. SELECT HDG OR NAV ON F/D 2. AIRSPEED (MIN)—VAPP UNTIL1,500' AGL
OR CLEAR OF OBSTACLES, WHICHEVER
IS HIGHER

FOR TRAINING PURPOSES ONLY

400'/1,500' AGL (MIN)
"GO-AROUND"
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

AIRPORT

18-15
Figure 18-8. Missed Approach - Single Engine

18 MANEUVERS
AND PROCEDURES
 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

ON FINAL
1. FLAPS—LAND (SINGLE ENGINE)
2. AIRSPEED (MIN)—VREF
AND PROCEDURES
18 MANEUVERS

DOWNWIND LEG
(1,500' AGL)
1. AIRSPEED—150 - 180 KIAS
2. FLAPS—15˚

ABEAM TOUCHDOWN
1. GEAR—DOWN *
2. BEFORE LANDING
CHECKLIST—COMPLETE

TURN TO FINAL
1. BEGIN DESCENT
2. FLAPS—LAND (NORMAL) OR
15˚ (SINGLE ENGINE)
NOTE: 3. AIRSPEED (MIN)—MINIMUM
IN GUSTY WIND CONDITIONS, INCREASE VREF BY MANEUVERING SPEED **
1/2 OF THE GUST FACTOR IN EXCESS OF 5 KT.

* IF BEING RADAR VECTORED TO A VISUAL PATTERN, EXTEND THE GEAR

ON BASE LEG. IF BEING VECTORED FOR A STRAIGHT-IN APPROACH,
LOWER THE GEAR NOT LATER THAN THREE MILES FROM THE THRESHOLD.

** MINIMUM MANEUVERING SPEED IS VREF (PER FLAP SETTING) + 10 KT.

Figure 18-9. Visual Approach

18-16 FOR TRAINING PURPOSES ONLY

 BEGINNING OF MANEUVER RECOVERY COMPLETION OF MANEUVER

1. LEVEL FLIGHT—CLEAN AIRCRAFT 1. ADVANCE THROTTLES TO MAXIMUM 1. ACCELERATE

2. POWER—40 - 50% N1 ALLOWABLE POWER 2. MAINTAIN DESIRED
3. MAINTAIN ALTITUDE 2. REDUCE PITCH ATTITUDE APPROXIMATELY 5° ALTITUDE AND AIRSPEED
4. TRIM—AS REQUIRED UNTIL 3. KEEP WINGS LEVEL
REACHING VREF 4. MAINTAIN REFERENCE ALTITUDE, IF POSSIBLE
5. TRIM—AS REQUIRED

FOR TRAINING PURPOSES ONLY

CE-525C CITATION CJ4 PILOT TRAINING MANUAL

AERODYNAMIC BUFFET OR
STICK SHAKER (IF APPLICABLE),
WHICHEVER OCCURS FIRST

18-17
Figure 18-10. Approach to Stall - Clean Configuration

18 MANEUVERS
AND PROCEDURES
 AND PROCEDURES
18 MANEUVERS

18-18
BEGINNING OF MANEUVER RECOVERY COMPLETION OF MANEUVER

1. LEVEL FLIGHT—CLEAN AIRCRAFT 1. ADVANCE THROTTLES TO MAXIMUM 1. ACCELERATE

2. POWER—40 - 50% N1 ALLOWABLE POWER 2. MAINTAIN DESIRED
3. MAINTAIN ALTITUDE 2. REDUCE PITCH ATTITUDE APPROXIMATELY 5° ALTITUDE AND AIRSPEED
4. TRIM—AS REQUIRED UNTIL 3. KEEP WINGS LEVEL
REACHING VREF 4. MAINTAIN REFERENCE ALTITUDE, IF POSSIBLE
5. TRIM—AS REQUIRED

FOR TRAINING PURPOSES ONLY

CE-525C CITATION CJ4 PILOT TRAINING MANUAL

AERODYNAMIC BUFFET OR
STICK SHAKER (IF APPLICABLE),
WHICHEVER OCCURS FIRST

Figure 18-11. Approach to Stall - Flaps 15o Configuration

 1 2 3 4

1. MAINTAIN LEVEL FLIGHT 2. AT STICK SHAKER APPLY 3. FLAPS MAY BE RETRACTED AT A 4. AS AIRSPEED REACHES VREF,
AND CONFIGURE WITH MAXIMUM THRUST AND LEVEL MINIMUM SPEED OF VREF + 10 KTS. ROTATE SLOWLY AND SMOOTHLY
LANDING GEAR AND THE WINGS. SLIGHTLY LOWER TO 10° NOSE UP, AND HOLD THIS
FLAPS 35°; FLY STRAIGHT THE PITCH; WHEN SHAKER SPEED UNTIL A POSITIVE RATE
AHEAD OR IN A TURN. STOPS, SELECT FLAPS 15°. OF CLIMB IS ATTAINED. RETRACT
SET APPROX 50% N1; AS AIRSPEED NEARS VREF (AOA THE GEAR. CLIMB TO YOUR STARTING
TRIM AS NEEDED UNTIL DONUT), PITCH UP TO STOP ALTITUDE AT VREF THEN ALLOW
VREF (AOA DONUT). ALTITUDE LOSS. RAISE GEAR THE AIRSPEED TO INCREASE TO
WITH A POSITIVE RATE; RETURN VREF + 10 KT, AND RETRACT
TO STARTING ALTITUDE AND THE FLAPS.
RETRIM, POWER AS REQUIRED.

FOR TRAINING PURPOSES ONLY

CE-525C CITATION CJ4 PILOT TRAINING MANUAL

LANDING CONFIGURATION
APPROACH TO STALL—

18-19
Figure 18-12. Approach to Stall - Landing Configuration

18 MANEUVERS
AND PROCEDURES
 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

EXIT
1. INITIATE 10˚ PRIOR TO
THE DESIRED HEADING

1. INCREASE THRUST PASSING

THROUGH 30˚ BANK ANGLE
(APPROX. 50 POUNDS FUEL
FLOW OR 3% N1)
AND PROCEDURES
18 MANEUVERS

ENTRY
1. AIRSPEED—200 KIAS
2. BANK ANGLE—45˚
3. MAINTAIN ALTITUDE

Figure 18-13. Steep Turns

18-20 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

DOWNWIND VECTORS
ABEAM THE FAF OR
OR APPROACHING THE IAF
PROCEDURE TURN OUTBOUND
1. APPROACH OR SINGLE ENGINE 1. FLAPS—15˚
APPROACH AND LANDING 2. AIRSPEED (MIN)—MINIMUM
CHECKLIST—INITIATE MANEUVERING SPEED *
2. AIRSPEED—150 - 180 KIAS

INBOUND TO FAF
1. APPROX. 2 MILES PRIOR TO FAF—
MINIMUM DESCENT ALTITUDE GEAR DOWN
1. IF AIRPORT ENVIRONMENT IS IN SIGHT: 2. AIRSPEED (MIN)—MINIMUM
a. CIRCLE/MANEUVER TO LAND MANEUVERING SPEED *
b. AIRSPEED (MIN)—MINIMUM MANEUVERING 3. BEFORE LANDING OR SINGLE
SPEED * ENGINE APPROACH AND LANDING
c. MAX BANK ANGLE—30˚ CHECKLIST—COMPLETE
2. IF AIRPORT ENVIRONMENT IS NOT IN SIGHT:
a. CONTINUE TO MISSED APPROACH POINT
b. ACCOMPLISH MISSED APPROACH

AND PROCEDURES
18 MANEUVERS
90˚

ON FINAL
1. FLAPS—LAND (SINGLE ENGINE)
2. AIRSPEED (MIN)—VREF

KE
EP
AIR
PO
RT
EN
VIR
ON
ME
NT
IN
SIG
HT

* MINIMUM MANEUVERING SPEED IS VREF (FLAPS LAND) /

VAPP (FLAPS 15˚) + 10 KT
TURN TO FINAL
1. BEGIN DESCENT
NOTE: 2. MAX BANK ANGLE—30˚
IN GUSTY WIND CONDITIONS, INCREASE VREF/VAPP 3. AIRSPEED (MIN)—MINIMUM
BY 1/2 GUST FACTOR IN EXCESS OF 5 KTS. MANEUVERING SPEED *
4. FLAPS—LAND (NORMAL)

Figure 18-14. Circling Approach

FOR TRAINING PURPOSES ONLY 18-21

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

PRIOR TO DESCENT
1. AUTOPILOT—DISCONNECT
2. THROTTLES—IDLE
3. SPEED BRAKES—100%
4. INITIATE BANK (AS REQUIRED)
5. ALTITUDE PRESELECT—SET
AS REQUIRED
AND PROCEDURES

DESCENT
18 MANEUVERS

1. AIRPLANE PITCH ATTITUDE—

12˚ NOSE DOWN (AS NECESSARY) LEVEL OFF
2. AIRSPEED—MMO / VMO 1. DESCEND TO 15,000' MSL OR
3. AUTOPILOT—ENGAGE (AS REQUIRED) MINIMUM SAFE ALTITUDE *
4. TRANSPONDER—EMERGENCY

*
• AT 1,000' ABOVE DESIRED ALTITUDE,
INITIATE THE LEVEL OFF AND RETRACT
THE SPEED BRAKES
NOTE: • CREW OXYGEN—NORMAL
FOR CABIN DEPRESSURIZATION, • IGNITION—AS REQUIRED (CJ, CJ1, CJ2)
PILOT(S) MUST DON OXYGEN MASK(S) • ANTI-ICE—AS REQUIRED
AND SELECT 100% O2, SET MICROPHONE
SWITCH(ES) TO MIC OXY MASK, AND
ENSURE PASSENGERS ARE RECEIVING
OXYGEN PRIOR TO INITIATING AN
EMERGENCY DESCENT.

Figure 18-15. Emergency Decent

18-22 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

EVALUATE SITUATION *
1. CLEAR RUNWAY
OR
EMERGENCY EVACUATION
DECISION TO ABORT
1. CALL "ABORT"
2. MAINTAIN DIRECTIONAL CONTROL
3. BRAKES—MAXIMUM EFFORT
4. THROTTLES—IDLE
5. GROUND SPOILERS—EXTEND

AND PROCEDURES
6. CONTROL COLUMN—FORWARD PRESSURE

18 MANEUVERS
CLEARED FOR TAKEOFF
1. THROTTLES—SET FOR TAKEOFF
2. ENGINE INSTRUMENTS—CHECK
3. BRAKES—RELEASE

BEFORE TAKEOFF
1. CHECKLIST / BRIEFING—
COMPLETE

* NOTE: CONSIDER BRAKE ENERGY PRIOR TO SUBSEQUENT

OPERATION OF THE AIRCRAFT.

Figure 18-16. Rejected Takeoff

FOR TRAINING PURPOSES ONLY 18-23

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

ON FINAL
1. SET UP A NORMAL SINK RATE/
VERTICAL PATH
2. PLAN TO REDUCE SPEED TO
ADJUSTED VREF NO LATER THAN
50' ABOVE THRESHOLD
3. TOUCHDOWN WITH MINIMUM
FLARE (APPROX. 300 - 500 FPM)
AND PROCEDURES
18 MANEUVERS

DOWNWIND LEG (1,500' AGL)

1. COMPUTE AND SET ADJUSTED VREF FOR
A REDUCED FLAP LANDING
2. AIRSPEED—ADJUSTED VREF +10 KT

ABEAM TOUCHDOWN
1. GEAR—DOWN *
2. FLAPS INOPERATIVE APPROACH AND
LANDING CHECKLIST—COMPLETE
TURN TO FINAL
1. BEGIN DESCENT (300 - 500 FPM)
2. MAXIMUM BANK ANGLE—30˚
3. AIRSPEED (MIN)—
ADJUSTED VREF + 10 KT

* IF BEING RADAR VECTORED TO A VISUAL PATTERN, EXTEND

THE GEAR ON BASE LEG. IF BEING RADAR VECTORED FOR
A STRAIGHT-IN APPROACH, LOWER GEAR NOT LATER THAN
THREE MILES FROM THE THRESHOLD.

Figure 18-17. Visual No Flap

18-24 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CHAPTER 19
WEIGHT AND BALANCE
CONTENTS
INTRODUCTION ............................................................................................................... 19-1
Weight........................................................................................................................... 19-1
Balance ......................................................................................................................... 19-1
Basic Formula............................................................................................................... 19-2
Weight Addition or Removal ........................................................................................ 19-2
DEFINITIONS..................................................................................................................... 19-2
FORMS ................................................................................................................................ 19-3
Airplane Weighing Form .............................................................................................. 19-3
Weight-and-Balance Record ......................................................................................... 19-3
Standard Seating Configuration (U.S. Units) ............................................................... 19-8
Standard Seating Configuration (Metric Units) ........................................................... 19-9
Baggage/Cabinet Compartments Weight-and-Moment Table ................................... 19-10
Fuel Loading Weight-and-Moment Tables ................................................................ 19-10

19 WEIGHT AND BALANCE

Weight-and-Balance Computation Form ................................................................... 19-10
Center-of-Gravity Moment Envelope Graph ............................................................. 19-10
Weight And Balance Sample Loading Problem ........................................................ 19-10
Baggage Compartments Standard Weight and Moment Tables (U.S. Units) ............ 19-11
Baggage Compartments Standard Weight and Moment Tables (Metric Units) ........ 19-12

FOR TRAINING PURPOSES ONLY 19-i

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INTENTIONALLY LEFT BLANK

19 WEIGHT AND BALANCE

19-ii FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page
19-1. Aircraft Weighting Form 2329 (U.S.) ...................................................................... 19-4
19-2. Aircraft Weighting Form 2349 (Metric) .................................................................. 19-5
19-3. Weight-and-Balance Record Form 2340 (U.S.) ....................................................... 19-6
19-4. Weight-and-Balance Record Form 2350 (Metric) ................................................... 19-7
19-5. Crew/Passenger Weight-and-Moment Table/Standard (U.S.) ....................................19-8
19-6. Crew/Passenger Weight-and-Moment Table/Standard (Metric) .............................. 19-9
19-7. Baggage Compartments Weight-and-Moment Table (U.S.) ................................. 19-11
19-8. Baggage Compartments Weight-and-Moment Table (Metric) ............................. 19-12
19-9. Fuel Loading Weight-and-Moment Table (U.S.) .................................................. 19-13
19-10. Fuel Loading Weight-and-Moment Table (Metric) ............................................ 19-14
19-11. Example Weight and Balance Computation (U.S.) ............................................ 19-15
19-12. Example Weight and Balance Computation (Metric)......................................... 19-16
19-13. CJ4 Aircraft Center-of-Gravity Envelope (U.S.) ................................................ 19-17
19-14. CJ4 Aircraft Center-of-Gravity Envelope (Metric) ............................................ 19-18

19 WEIGHT AND BALANCE

19-15. Sample Loading Problem Cover......................................................................... 19-19
19-16. Sample Loading Problem (Sheet 1 of 5)............................................................ 19-20
19-16. Sample Loading Problem (Sheet 2 of 5) ............................................................ 19-21
19-16. Sample Loading Problem (Sheet 3 of 5) ............................................................ 19-22
19-16. Sample Loading Problem (Sheet 4 of 5) ............................................................ 19-23
19-16. Sample Loading Problem (Sheet 5 of 5) ............................................................ 19-24

FOR TRAINING PURPOSES ONLY 19-iii

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INTENTIONALLY LEFT BLANK

19 WEIGHT AND BALANCE

19-iv FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CHAPTER 19
WEIGHT AND BALANCE

INTRODUCTION
This chapter provides procedures for establishing the basic empty weight and moment of the CJ4
aircraft. It also provides procedures for determining the weight and balance for flight. Information

19 WEIGHT AND BALANCE

is provided for items on the Weight and Balance Data Sheet, which is provided with the aircraft
as delivered from Cessna Aircraft Company.
WARNING

It is the responsibility of the pilot to make sure the aircraft is loaded properly. The aircraft must
be loaded so as to remain within the weight and balance limits prescribed in the Airplane Flight
Manual (AFM) throughout the flight from takeoff to landing.

GENERAL
WEIGHT BALANCE
Airplane maximum weights are predicated on Balance, or the location of the center of gravity
structural strength. It is necessary to ensure that (CG), deals with aircraft stability. The horizontal
the aircraft is loaded within the various weight stabilizer must be capable of providing an equal-
restrictions to maintain structural integrity. izing moment to that which is produced by the

FOR TRAINING PURPOSES ONLY 19-1

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

remainder of the aircraft. Since the amount of lift If it is desired to find the weight change needed to
produced by the horizontal stabilizer is limited, the accomplish a particular CG change, the formula
range of movement of the CG is restricted so that can be adapted as follows:
proper aircraft stability and control is maintained.

Stability increases as the CG moves forward. If the Weight to be added

CG is located out of limits too far forward, the air- (or removed) Distance CG is shifted
craft may become so stable that it cannot be rotated Old total weight = Distance between the weight
at the proper speed or flared for landing. arm and the old CG arm

The aft of limits CG situation is considerably worse

because the stability decreases. Here the horizontal DEFINITIONS
stabilizer may not have enough nosedown elevator
travel to counteract a nose up pitching movement, Actual Zero Fuel Weight—Basic empty weight plus
resulting in a possible loss of control. payload. It must not exceed maximum design zero
fuel weight.
BASIC FORMULA Basic Empty Weight—Standard empty weight plus
Weight x Arm = Moment installed optional equipment. This is the weight
reflected on the weight and balance data supplied
This is the basic formula upon which all weight and with the aircraft.
balance calculations are based. Remember that the
arm or CG location can be found by adapting the Landing Weight— Zero fuel weight plus fuel load
at landing.
formula as follows:
MAC—Mean Aerodynamic Chord. The chord of
Arm = Moment an imaginary air-foil which, throughout the flight
Weight
range, has the same force vectors as those of the
SHIFT FORMULA wing.

Weight Shifted Distance CG is shifted Operational Takeoff Weight—Maximum authorized

= weight for takeoff. It is subject to airport, opera-
Total Weight Distance weight is shifted
19 WEIGHT AND BALANCE

tional, and related restrictions. This is the weight

The above formula can be utilized to shift weight at the start of the takeoff run and must not exceed
if the CG is found to be out of limits. Use of this maximum design takeoff weight.
formula avoids working the entire problem over
again by trial and error. Operational Landing Weight—Maximum autho-
rized weight for landing. It is subject to airport,
operational, and related restrictions. It must not
WEIGHT ADDITION exceed maximum design landing weight.
OR REMOVAL
Payload—Weight of occupants, baggage, cargo,
If weight is to be added or removed after a weight cabinet contents (including charts, maps, manu-
and balance has been computed, a simple formu- als, refreshments, and miscellaneous equipment).
la can be used to figure the shift in the center of
gravity. Ramp Weight—Zero fuel weight plus total fuel
Weight added load.
(or removed) Distance CG is shifted
New total weight = Distance between the weight Standard Empty Weight—Weight of a standard
aircraft including unusable fuel, full oil, and full
arm and the old CG arm operating fluids.

19-2 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Standard Items—Equipment and fluids not an inte- weight figures listed are current and have not been
gral part of a particular aircraft and not a varia- amended.
tion for the same type of aircraft. These items may
include, but are not limited to, the following:
WEIGHT-AND-BALANCE
a. Unusable fuel
RECORD
b. Engine oil The Weight-and-Balance Record amends the Air-
plane Weighing Form (Figures 19-3 and 19-4).
c. Toilet fluid After delivery, if a service bulletin is applied to
d. Serviced fire extinguisher the aircraft or if equipment is removed or added
that would affect the CG or basic empty weight,
e. All hydraulic fluid
it must be recorded on this form in the AFM. The
f. Trapped fuel crew must always have access to the current air-
craft basic weight and moment in order to be able
Takeoff Weight—Zero fuel weight plus fuel load at to perform weight and balance computations.
takeoff (total fuel minus taxi fuel).

Trapped Fuel—Fuel remaining when the aircraft

is defueled by normal means using the procedures Crew and Passenger
and attitudes specified for draining the tanks.
Compartments Weight and
Unusable Fuel—Fuel remaining after a fuel runout Moment Tables- U.S. Units
test has been completed in accordance with gov- The tables already have computed moments/100
ernment regulations. It includes drainable unusable for weights in various seating locations in the air-
fuel plus unusable portion of trapped fuel. craft (Figures 19-5 and 19-6).
Useful Load—Difference between maximum
design taxi weight and basic empty weight. It
includes payload, usable fuel, and other usable
fluids not included as operational items.

19 WEIGHT AND BALANCE

Usable Fuel—Fuel available for aircraft propulsion.

FORMS
The Weight-and-Balance forms are discussed
below, and examples of the forms are included in
Figures 19-1 through 19-11. If the aircraft has a dif-
ferent seating configuration from the one depicted
in the example, the form appropriate to that con-
figuration is in the AFM.

AIRPLANE WEIGHING FORM

The aircraft weight, CG arm, and moment (divid-
ed by 100) are all listed at the bottom of this form
as the aircraft is delivered from the factory (Fig-
ures 19-1 and 19-2). Ensure that the basic empty

FOR TRAINING PURPOSES ONLY 19-3

 MODEL 525C SECTION VI - WEIGHT AND BALANCE DATA

LOCATING CG OF AIRPLANE (U.S. UNITS)

CE-525C CITATION CJ4 PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE

Figure 19-1. Aircraft Weighting Form 2329 (U.S.)

Figure 6-110-1* (Sheet 1 of 5)

FAA APPROVED
19-4 FOR TRAINING PURPOSES ONLY
525CFM-04 Configuration AA U.S. 6-110-7
FOR TRAINING PURPOSES ONLY
MODEL 525C SECTION VI - WEIGHT AND BALANCE DATA

LOCATING CG OF AIRPLANE (METRIC UNITS)

CE-525C CITATION CJ4 PILOT TRAINING MANUAL

19 WEIGHT AND BALANCE

Figure 19-2. Aircraft Weighting Form 2349 (Metric)

Figure 6-110-1* (Sheet 2)

FAA APPROVED FOR TRAINING PURPOSES ONLY 19-5

525CFM-04 Configuration AA U.S. 6-110-9
FOR TRAINING PURPOSES ONLY
 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE

Figure 19-3. Weight-and-Balance Record Form 2340 (U.S.)

19-6 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

19 WEIGHT AND BALANCE

Figure 19-4. Weight-and-Balance Record Form 2350 (Metric)

FOR TRAINING PURPOSES ONLY 19-7

 SECTION VI - WEIGHT AND BALANCE DATA MODEL 525C

WEIGHT AND MOMENT TABLE (U.S. UNITS)

CE-525C CITATION CJ4 PILOT TRAINING MANUAL

STANDARD SEATING CONFIGURATION (U.S. UNITS)

19 WEIGHT AND BALANCE

Figure 19-5. Crew/Passenger Weight-and-Moment Table/Standard (U.S.)

Figure 6-110-2 (Sheet 3)

FAA APPROVED
6-110-16
19-8 U.S. FOR TRAININGAA
Configuration PURPOSES ONLY 525CFM-00
FOR TRAINING PURPOSES ONLY
MODEL 525C SECTION VI - WEIGHT AND BALANCE DATA

WEIGHT AND
CE-525C MOMENT
CITATION CJ4 TABLE (METRIC
PILOT TRAINING UNITS)
MANUAL

STANDARD SEATING CONFIGURATION (METRIC UNITS)

19 WEIGHT AND BALANCE

Figure
Figure 19-6. Crew/Passenger 6-110-2 (Sheet 4) Table/Standard (Metric)
Weight-and-Moment

FAA APPROVED
525CFM-00 Configuration AA U.S. 6-110-17
FOR
FORTRAINING PURPOSES
TRAINING PURPOSES ONLYONLY 19-9
 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

BAGGAGE/CABINET WEIGHT AND BALANCE

COMPARTMENTS WEIGHT- SAMPLE LOADING PROBLEM
AND-MOMENT TABLE Refer to Figures 19-15 and 19-16 for a sample
Notice in the cabinet and cargo compartments loading problem.
tables the last weight that a moment/100 is listed
for under the nose compartment column is 400
pounds (Figures 19-7 and 19-8). This corresponds
to the placard limit in that compartment. Remem-
ber that this limit is structural in nature. It is based
on the maximum weight the flooring in that area
can support. This same point applies to the aft cabin
and tail cone compartments as well.

FUEL LOADING WEIGHT-

AND-MOMENT TABLES
All of the tables have arms listed for the various
locations except the fuel tables (Figures 19-9 and
19-10). Notice that the arm varies depending on
the quantity of usable fuel.

WEIGHT-AND-BALANCE
COMPUTATION FORM
A step-by-step process is outlined for determining
weight and CG limits by this form (Figures 19-11
and 19-12). The payload computations are made in
the left column, while the rest of the computations
are done in the right column.
19 WEIGHT AND BALANCE

CENTER-OF-GRAVITY
MOMENT ENVELOPE GRAPH
After summing all the weights and moments, it is
necessary to determine whether the CG is within
allowable limits.

This graph represents the allowable CG envelope

(Figures 19-13 and 19-14).

The way to plot the location of the CG on the graph

is to determine the CG location in inches aft of
datum, then plot it against the weight. To determine
the CG arm, the total moment (moment x 100) is
divided by the total aircraft weight.

19-10 FOR TRAINING PURPOSES ONLY

SECTION VI - WEIGHT AND BALANCE DATA MODEL 525C
CE-525C CITATION CJ4 PILOT TRAINING MANUAL
WEIGHT AND MOMENT TABLE (U.S. UNITS)

BAGGAGE COMPARTMENTS STANDARD WEIGHT

AND MOMENT TABLES (U.S. UNITS)

19 WEIGHT AND BALANCE

Figure 19-7. Baggage Compartments Weight-and-Moment Table (U.S.)

Figure 6-110-2 (Sheet 7)

FAA APPROVED
6-110-20 U.S. Configuration AA 525CFM-00
FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY 19-11

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

MODEL 525C SECTION VI - WEIGHT AND BALANCE DATA

BAGGAGE COMPARTMENTS
WEIGHT STANDARD
AND MOMENT TABLE (METRICWEIGHT
UNITS)
AND MOMENT TABLES (METRIC UNITS)
19 WEIGHT AND BALANCE

Figure 19-8. Baggage Compartments Weight-and-Moment Table (Metric)

Figure 6-110-2 (Sheet 8)

FAA APPROVED
525CFM-00 Configuration AA U.S. 6-110-21
FOR TRAINING PURPOSES ONLY

19-12 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
SECTION VI - WEIGHT AND BALANCE DATA MODEL 525C

WEIGHT AND MOMENT TABLE (U.S. UNITS)

WING TANK FUEL

WEIGHT ARM = FS MOMENT/100

(POUNDS) (INCHES) (INCH-POUNDS)

250 307.76 769.40

500 304.80 1524.00
750 303.93 2279.48
1000 304.06 3040.60
1250 304.47 3805.90
1500 304.98 4574.65
1750 305.59 5347.88
2000 306.25 6124.93
2250 306.91 6905.55
2500 307.59 7689.75
2750 308.28 8477.70
3000 308.98 9269.45
3250 309.70 10065.15
3500 310.44 10865.50

19 WEIGHT AND BALANCE

3750 311.24 11671.68
4000 312.09 12483.40
4250 312.95 13300.58
4500 313.86 14123.75
4750 314.81 14953.53
5000 315.81 15790.53
5250 316.87 16635.53
5500 317.97 17488.30
5750 319.10 18348.45
5810 319.37 18555.19

Figure 19-9. Fuel Loading Weight-and-Moment Table (U.S.)

Figure 6-110-2 (Sheet 1 of 10)

FAA APPROVED
6-110-14 U.S. FORConfiguration
TRAINING PURPOSES
AA ONLY 19-13
525CFM-00
FOR TRAINING PURPOSES ONLY
 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
MODEL 525C SECTION VI - WEIGHT AND BALANCE DATA

WEIGHT AND MOMENT TABLE (METRIC UNITS)

WING TANK FUEL

MOMENT/1000
WEIGHT ARM = FS
(MILLIMETER -
(KILOGRAMS) (MILLIMETER)
KILOGRAMS)
100 7830 783
200 7755 1551
300 7723 2317
400 7720 3088
500 7727 3864
600 7737 4642
700 7749 5424
800 7763 6210
900 7778 7000
1000 7793 7793
1100 7807 8588
1200 7823 9388
1300 7839 10191
1400 7854 10996
1500 7871 11807
19 WEIGHT AND BALANCE

1600 7887 12619

1700 7906 13440
1800 7925 14265
1900 7944 15094
2000 7964 15928
2100 7985 16769
2200 8006 17613
2300 8029 18467
2400 8053 19327
2500 8078 20195
2600 8103 21068
2635 8112 21375

Figure 19-10. Fuel Loading Weight-and-Moment Table (Metric)

Figure 6-110-2 (Sheet 2)

19-14FAA APPROVED FOR TRAINING PURPOSES ONLY

525CFM-00 Configuration AA U.S. 6-110-15
FOR TRAINING PURPOSES ONLY
 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
MODEL 525C SECTION VI - WEIGHT AND BALANCE DATA

WEIGHT AND BALANCE COMPUTATION FORM (U.S. UNITS)

WEIGHT MOMENT/
PAYLOAD COMPUTATIONS ITEM
(lb) 100
"A" "B" "C" "D" "E" "F" "G"
WEIGHT MOMENT/ 1. BASIC EMPTY WEIGHT
ITEM ARM (in) 9860 31845.8
(lb) 100 *Airplane CG = 322.98
OCCUPANTS
2. PAYLOAD 1710 3916.2

PILOT 131.0 170 222.7 3. ZERO FUEL WEIGHT

(sub-total) Do not exceed maximum
11570 35762.0
COPILOT 131.0 170 222.7 zero fuel weight of 12,360 pounds.
*Airplane CG = 309.09
SEAT 3 227.0 170 385.9 4. FUEL LOADING 5500 17488.3

5. RAMP WEI GHT

SEAT 4 227.0 170 385.9 (sub-total) Do not exceed maximum
17070 53250.3
ramp weight of 17,070 pounds.
SEAT 5 267.6 170 454.9 *Airplane CG = 311.95 * * *

6. LESS FUEL FOR T AXIING 250 852.8

SEAT 6 267.6 170 454.9 7. TAKEOFF WEIGHT * *
Do not exceed maximum takeoff
16820 52397.6
SEAT 7 313.2 170 532.5 weight of 16,950 pounds.
*Airplane CG = 311.52
SEAT 8 313.2 170 532.5 8. LESS FUEL TO DEST INATION 3250 11215.9

19 WEIGHT AND BALANCE

9. LANDING WEIGHT * *
TOILET 345.3 0 0.0 Do not exceed maximum landing
13570 41181.7
weight of 15,050 pounds.
SIDE FACING SEAT 189.3 170 321.8 *Airplane CG = 303.48

MOMENT/100
CONTE NTS * AirplaneCG = × 100
WEIGHT
LH CHART CASE 152.2 15 22.8

RH E NTERTAINMENT
168.6 15 25.3
CABINET
* * Totals must be within approved weight and center-of-gravity
limits. It is the responsibility of the operator to ensure that the
LH GALLEY 165.7 30 49.7 airplane is loaded properly. The Basic Empty Weight CG is noted
on the Airplane Weighing Form. If the airplane has been a
Figure 19-11. Example Weight and Balance Computation (U.S.)
NOSE BAGGAGE 76.1 60 45.7

TAILCONE BAGGAGE 431.7 60 259.0

* * * Enter the Center-of-Gravity Limits Env elope Graph to verify
airplane is loaded within approved limits.
PAYLOAD (sub-total) 1710 3916.2

FOR TRAINING PURPOSES ONLY 19-15

Figure 6-110-4* (Sheet 1 of 2)

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
MODEL 525C SECTION VI - WEIGHT AND BALANCE DATA

WEIGHT AND BALANCE COMPUTATION FORM (METRIC UNITS)

PAYLOAD COMPUTATIONS ITEM MOMENT/1000

WEIGHT (Kg)
"A" "B" "C" "D" "E" "F" "G"
ARM 1. BASIC EMPTY WEIGHT
ITEM WEIGHT (Kg) MOMENT/1000 4472.42 36690.39
(mm) *Airplane CG = 8203.70
OCCUPANTS
2. PAYLOAD 775.64 4511.90

PILOT 3327 77.11 256.54 3. ZERO FUEL WEIGHT

(sub-total) Do not exceed maximum
5248.06 41202.29
COPILOT 3327 77.11 256.54 zero fuel weight of 5,606 Kilograms.
*Airplane CG = 7850.96
SEAT 3 5766 77.11 444.62 4. FUEL LOADING 2000 15928.0
5. RAMP WEIGHT
SEAT 4 5766 77.11 444.62 (sub-total) Do not exceed maximum
7248.06 57130.3
ramp weight of 7,743 Kilograms.
SEAT 5 6796 77.11 524.04 *Airplane CG = 7882.15 * * *
6. LESS FUEL FOR TAX IING 100 834.0
SEAT 6 6796 77.11 524.04 7. TAKEOFF WEIGHT * *
Do not exceed maximum takeoff
7148.06 56296.3
SEAT 7 7956 77.11 613.49 weight of 7,688 Kilograms.
*Airplane CG = 7875.74
SEAT 8 7956 77.11 613.49 8. LESS FUEL TO DESTINATION 900 8135.0
9. LANDING WEIGHT * *
TOILET 8771 0.00 0.00 Do not exceed maximum landing
6248.06 48161.3
weight of 7,743 Kilograms.
19 WEIGHT AND BALANCE

SIDE FACING SEAT 4808 77.11 370.74 *Airplane CG = 7708.20

CONTENTS MOMENT / 1000

* AirplaneCG = × 1000
LH CHART CASE 3866 6.80 26.29 WEIGHT

RH ENTERTAINMENT
4282 6.80 29.12
CABINET
* * Totals must be within approved weight and center-of-grav ity limits . It is the
responsibility of the operator to ensure that the airplane is loaded properly.
LH GALLEY 4209 13.61 57.28 The Basic Empty Weight CG is noted on the Airplane Weighing Form. If the
airplane has been a

NOSE BAGGAGE Figure

1933 19-12.
27.22 Example
52.62 Weight and Balance Computation (Metric)

TAILCONE BAGGAGE 10965 27.22 298.47

* * * Enter the Center-of-Gravity Limits Envelope Graph to verify airplane is
loaded within approved limits.
PAYLOAD (sub-total) 775.64 4511.90

19-16 FOR TRAINING PURPOSES ONLY

Figure 6-110-4* (Sheet 2)

FAA APPROVED
 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

19 WEIGHT AND BALANCE

Figure 19-13. CJ4 Aircraft Center-of-Gravity Envelope (U.S.)

FOR TRAINING PURPOSES ONLY 19-17

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE

Figure 19-14. CJ4 Aircraft Center-of-Gravity Envelope (Metric)

19-18 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

19 WEIGHT AND BALANCE

Figure 19-15. Weight-and-Balance Sample Loading Problem Cover

FOR TRAINING PURPOSES ONLY 19-19

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

1 The first step in completing weight-and-balance computation is to determine the total weight
and moment of the payload. This is accomplished using the left portion of the worksheet.

The pilot and copilot always occupy seats 1 and 2.

Other passengers are seated according to the seating chart
provided by Cessna or based upon personal preference.
The Arms for each passenger and cargo location are determined
by referring to the loading charts provided by Cessna.
Passenger weights are entered based on the actual weights.
Average weights may also be used for each passenger.
The Moment for each passenger can be determined
by reference to the loading charts provided by Cessna
or by multiplying the weight times the Arm for each
1 Calculate Payload Weight and Moment passenger and item of cargo
Item Arm Weight MOM/100

Pilot 131.00 180 235.80 By convention, the moment is divided by 100.

This provides "shorter" numbers that fit in small
Copilot 131.00 160 209.60 spaces. For example, the actual moment for
Seat 3 202.51 180 354.06 Seat 4 is 40,502 inch-pounds (202.51 in. x 200 lb.).
Seat 4 202.51 200 393.40

Seat 5 260.50 140 337.26

Seat 6 260.50 150 361.35

Seat 7 295.50

Seat 8 295.50

LH Belted Toilet Items of cargo may be located in the nose

Nose Comp. 74.00 compartment, cabin or tailcone. There are
specific weight restrictions for each location.
Tailcone Comp. 414.60 100 414.60 The loading charts indicate the maximum
weight that is allowed in each location.
19 WEIGHT AND BALANCE

Evaporator Cabinet 156.29

Refreshment Center 167.32
Placement of cargo should not be done
RH Chart Case 150.91 haphazardly. Cargo should be secured
Payload 1110 2384.99 and located to provide the most favorable
center of gravity location.

The weights and moments of the pilots, passengers and cargo are
added to determine the total payload weight and moment. The
totals are then copied to the Weight-and-Balance Worksheet.

Figure 19-16. Weight-and-Balance Worksheet ‒ Sample Loading Problem (Sheet 1 of 5)

19-20 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

2 THE SECOND STEP IS TO DETERMINE THE ZERO FUEL WEIGHT, MOMENT

BASIC EMPTY WEIGHT

From the aircraft records copy the Basic Empty Weight (BEW)
and Moment in the space provided on the worksheet.

PAYLOAD
From the payload worksheet copy
the total payload weight and
moment onto the Payload line in
the spaces provided.
2 Calculate Zero Fuel Weight, Moment and CG
ZERO FUEL WEIGHT
Add the Basic Empty Weight and Item Weight MOM/100
the Payload weight. This is the
Basic Empty Weight
Zero Fuel Weight (ZFW). Enter the or
number in the space provided. Basic Operating Weight
+ Payload
Add the moment of the empty
aircraft to the payload moment. Zero Fuel Weight *
Enter the total in the space
ZFW MOM
provided. Zero Fuel Weight
= ZFW CG

Divide the ZFW moment by the

zero fuel weight. The ZFW Arm 3 Calculate Fuel Load and Ramp Weight
must be within the aft boundary
of the envelope. Item Weight
Zero Fuel Weight *
3 THE THIRD STEP IS TO ADD THE + Flight Fuel
TOTAL FUEL LOAD AND FIND THE
RAMP WEIGHT. + Reserve Fuel
Ramp Weight
TOTAL FUEL LOAD
Enter the total fuel load in the

19 WEIGHT AND BALANCE

space provided.
RAMP WEIGHT
Add the zero fuel weight and the
total fuel load. The result is the
Ramp Weight.

Note:
The Zero Fuel Weight (ZFW) and the Ramp Weight may not exceed the certified limits.

If the Zero Fuel Weight exceeds the certified limit, passengers or cargo must be removed to
reduce
the weight.
If the Ramp Weight exceeds the certified limit, either the fuel load or the payload must be

Figure 19-16. Weight-and-Balance Worksheet ‒ Sample Loading Problem (Sheet 2 of 5)

FOR TRAINING PURPOSES ONLY 19-21

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

4 THE FOURTH STEP IS TO DETERMINE THE TAKEOFF WEIGHT, MOMENT

4
Calculate
Takeoff Fuel
Total Fuel

–Taxi Fuel
–100
TAKEOFF FUEL Takeoff Fuel
Enter the takeoff fuel weight.
(Total Fuel Load minus 100 lb.)
Using the fuel loading chart 5 Calculate Takeoff Weight, Moment and CG
provided by Cessna, determine
Item Weight MOM/100
the moment for the takeoff fuel
weight. Zero Fuel Weight *
+ Takeoff Fuel
TAKEOFF WEIGHT
Add the takeoff fuel weight and Takeoff Weight
the zero fuel weight. The takeoff
Takeoff MOM =
weight must be less than the Takeoff Weight
Takeoff CG
certified limit.

Add the takeoff fuel moment and 6 Calculate Landing Weight

the zero fuel weight moment. Item Weight
Divide the takeoff moment by the Zero Fuel Weight *
takeoff weight The result is the + Reserves
takeoff arm. The takeoff arm must
be within the envelope limits. Landing Weight
5
THE FIFTH STEP IS TO DETERMINE
THE LANDING WEIGHT. 7
19 WEIGHT AND BALANCE

* See limitations
LANDING FUEL on reverse.
Enter the projected landing fuel in
the space provided.
LANDING WEIGHT
Add the landing fuel and the zero
fuel weight. The landing weight
must not exceed certified limits.

Figure 19-16. Weight-and-Balance Worksheet ‒ Sample Loading Problem (Sheet 3 of 5)

19-22 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

2 Calculate Zero Fuel Weight, Moment and CG

Item Weight MOM/100
Basic Empty Weight
or 8160.0 25,167.00
Basic Operating Weight
+ Payload 1110 2384.99
Zero Fuel Weight * 9270.0 27551.99
1 Calculate Payload Weight and Moment
ZFW MOM =
Zero Fuel Weight
297.22 ZFW CG
Item Arm Weight MOM/100

Pilot 131.00 180 235.80

3 Calculate Fuel Load and Ramp Weight
Copilot 131.00 160 209.60
Seat 3 202.51 180 354.06 Item Weight

Seat 4 202.51 200 393.40 Zero Fuel Weight * 9270

Seat 5 260.50 140 337.26 + Flight Fuel 1500

1200
4
Seat 6 260.50 150 361.35 + Reserve Fuel Calculate
11970 Takeoff Fuel
Seat 7 295.50 Ramp Weight
Total Fuel
Seat 8 295.50 2700
–Taxi Fuel
200
Nose Comp. 74.00
Takeoff Fuel
Tailcone Comp. 414.60 100 414.60 2500
Evaporator 156.29
Cabinet
5 Calculate Takeoff Weight, Moment and CG
Refreshment 167.32
Center Item Weight MOM/100
RH Chart Case 150.91 Zero Fuel Weight * 9270.0 27,551.99
Payload 1110 2384.99 + Takeoff Fuel 2500 7771.75
Takeoff Weight 11,770 35,323.74

19 WEIGHT AND BALANCE

Takeoff MOM =
Takeoff Weight
300.12 Takeoff CG

Loading Information:
Total Fuel 2700 lb 6 Calculate Landing Weight
Pilot 180 lb
Item Weight
Copilot 160 lb
Passenger 180 lb Zero Fuel Weight * 9270.0
Passenger 200 lb
Passenger 140 lb + Reserves 1200
Passenger 150 lb Landing Weight 10,470
Passenger Baggage100 lb

7
* See limitations
on reverse.

Figure 19-16. Weight-and-Balance Worksheet ‒ Sample Loading Problem (Sheet 4 of 5)

FOR TRAINING PURPOSES ONLY 19-23

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Weight Adjustment:
19 WEIGHT AND BALANCE

Wt. Shifted = CG Moved Inches

Total Weight Wt. Shifted Inches

TAKEOFF GWT Shift:

ZFGWT Shift: Other Weight Shift:
=
= =

Original CG +/- Correction = Adjusted CG

Takeoff Weight Limitations Landing Weight Limitations

1. TFL ≤ Runway Available 1. LFL ≤ Runway Available
2. SE climb capability ≥ 1.6 % Net in 2nd Segment 2. Climb capability ≥ 2.1% gross SE
3. SE climb capability to clear any obstacle in ≥ 3.2% gross ME
takeoff flight path 3. Brake energy limits
4. Takeoff weight ≤ maximum certified 4. Landing weight ≤ maximum landing weight
takeoff weight.
5. Landing weight ≤ maximum certified
landing weight at destination

Figure 19-16. Weight-and-Balance Worksheet ‒ Sample Loading Problem (Sheet 5 of 5)

19-24 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CHAPTER 20
FLIGHT PLANNING AND PERFORMANCE
CONTENTS
INTRODUCTION ............................................................................................................... 20-1
FORMULAS ........................................................................................................................ 20-2

ILLUSTRATIONS
Figure Title Page
20-1. Calculation of Takeoff Performance ........................................................................ 20-3
20-2. Calculation of Landing Performance ....................................................................... 20-4

20 FLIGHT PLANNING
AND PERFORMANCE

FOR TRAINING PURPOSES ONLY 20-i

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INTENTIONALLY LEFT BLANK

20 FLIGHT PLANNING
AND PERFORMANCE

20-ii FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CHAPTER 20
FLIGHT PLANNING AND
PERFORMANCE

INTRODUCTION
Performance is calculated using a combination of charts and tables in the Aircraft Flight Manual
and the Aircraft Performance Manual. The takeoff and landing performance data is found in Sec-
tion IV—“Performance” and Section VII “Advisory” of the AFM. The climb, cruise, and descent
performance data is found in the Performance Manual.
20 FLIGHT PLANNING
AND PERFORMANCE

FOR TRAINING PURPOSES ONLY 20-1

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

GENERAL Climb rate (feet per minute) =

Groundspeed x Gradient
This aircraft is certified to Part 25 standards. Keep
in mind that the FAR Part 25 performance require- A simplified block diagram of the calculation of
ments do not meet the minimum requirements takeoff performance is illustrated in Figure 20-1.
(3.3% or 200 ft/nm) of the FAA “IFR Takeoff A simplified block diagram of the calculation of
Flight Path”. landing performance is illustrated in Figure 20-2.
The maximum takeoff weight–pounds permitted by
climb requirements chart only guarantees second
segment climb performance, not any of the other
segments.

The following are the minimum climb gradients as

specified by FAR Part 25:

• 1st segment ................................ 0% gross

• 2nd segment ............................... 1.6% net
• 3rd segment ....................................... N/A
• Final segment ......................... 1.2% gross
NOTE
The gross climb gradient reduced by a
required factor and used for calculation
of take-off flight path.

FORMULAS
Runway Slope =
Change in Elevation Between
Ends of the Runway (Rise)
X 100
Runway Length

Gradient (in %) =
Feet per NM
X 100
6076
20 FLIGHT PLANNING
AND PERFORMANCE

20-2 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CALCULATE TAKEOFF PERFORMANCE

· Determine gross weight of aircraft for type of loading desired

· Obtain airport information (i.e. active runway, available runway length,
temperature, pressure altitude, wind, runway conditions and runway
gradient (if applicable) and obstacles in the takeoff )
· Determine that the temperature is within the ambient temperature limits
· Determine crosswind/parallel wind component for active runway
NO
YES Does calculated T/O weight
Recalculate performance exceed the max T/O permitted
at a lower aircraft weight by climb requirements?

Using the calculated T/O gross

weight, determine TOFL and
VSPEEDS for dry conditions

Correct for
Runway Gradient

YES Contaminated
runway?

AFM Section VII: NO

Calculate the corrected
TOFL for Adverse
Runway Conditions

YES Available
Recalculate performance runway
at a lower aircraft weight LESS than
TOFL?
NO
Determine level-off
altitude

YES Minimum climb

requirements?
AFM Section IV: Calculate
SECOND SEGMENT TAKEOFF NET NO
CLIMB GRADIENT – PERCENT

Climb NO
requirements Recalculate performance
met? at a lower aircraft weight
20 FLIGHT PLANNING
AND PERFORMANCE

YES

Complete

Figure 20-1. Calculation of Takeoff Performance

FOR TRAINING PURPOSES ONLY 20-3

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CALCULATE LANDING PERFORMANCE

· Determine gross weight of aircraft at the time of arrival at the destination airport.
· Obtain airport information; i.e., active runway, available runway length,
temperature, pressure altitude, wind, runway conditions and runway gradient if
applicable. Determine that the temperature is within the ambient temperature limits.
· Determine crosswind/parallel wind component for active runway.
· Check the maximum landing weight permitted by approach requirements and the
brake energy limits.

YES Landing
Weight
Restricted?

Must burn off fuel prior NO

to landing

YES Contaminated
runway?

AFM Section VII: NO

Calculate the corrected

adverse runway conditions

YES Avail. Runway

less than
required?

Must reduce the airplane NO

landing weight

YES FAR 135

Operations?

Divide the landing NO

distance by 0.6

Determine the takeoff/go-around thrust setting using the approach climb and
landing climb gradient tables in the event that a go-around is necessary
20 FLIGHT PLANNING
AND PERFORMANCE

Complete

Figure 20-2. Calculation of Landing Performance

20-4 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

21 CREW RESOURCE
MANAGEMENT
CHAPTER 21
CREW RESOURCE MANAGEMENT
CONTENTS
Page
WHAT IS CREW RESOURCE MANAGEMENT?............................................................ 21-1
SITUATIONAL AWARENESS ........................................................................................... 21-2
COMMAND AND LEADERSHIP ..................................................................................... 21-3
COMMUNICATION PROCESS ......................................................................................... 21-4
Communication Techniques: Inquiry, Advocacy, and Assertion .................................. 21-5
DECISION-MAKING PROCESS ....................................................................................... 21-6

ILLUSTRATIONS
Figure Title Page
21-1. Situational Awareness in the Cockpit ...................................................................... 21-2
21-2. Command and Leadership ....................................................................................... 21-3
21-3. Communication Process .......................................................................................... 21-4
21-4. Decision Making Process ........................................................................................ 21-6

FOR TRAINING PURPOSES ONLY 21-i

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LEFT INTENTIONALLY BLANK

FOR TRAINING PURPOSES ONLY

21-ii
21 CREW RESOURCE 2-7-12-17-WA TITLE 3-8-13-18-APPA TITLE 4-9-14-19-APPB TITLE 5-10-15-20-ANN-APPC TITLE
MANAGEMENT
 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

21 CREW RESOURCE
MANAGEMENT
CHAPTER 21
CREW RESOURCE MANAGEMENT

WHAT IS CREW
RESOURCE
MANAGEMENT?
According to the Federal Aviation Administration, ing a standard set of callouts provides a means to
Crew Resource Management (CRM) is described incorporate CRM. Standardization keeps all crew-
as “the effective use of all resources to achieve safe members “in the loop” and provides an opportunity
and efficient flight operations.” In practice, CRM is to detect an error early on, before it has an oppor-
a set of competencies designed to enhance safety tunity to build into an accident chain.
and reduce human error. Resources can include,
but are not limited to, additional crewmembers, Proficiency in CRM requires all crewmembers to
maintenance technicians, flight attendants, air traf- have a working knowledge of how to maintain situ-
fic controllers, dispatchers and schedulers, and line ational awareness, techniques for optimum deci-
service personnel. CRM was not designed to usurp sion making, desirable leadership and followership
the authority of the pilot in command; rather, it characteristics, cross-checking and monitoring
was developed as a means to assist with situational techniques, means of fatigue and stress manage-
awareness and decision making to increase safety ment, and communication.
margins and achieve accident- and incident-free
flight operations. CRM training is an important part of your Flight-
Safety training experience. Throughout your train-
Most experts agree that a highly coordinated crew ing event, your instructor will provide general
using a standardized set of procedures is more CRM guidance as well as identify CRM issues,
likely to avoid and identify errors. Effective com- philosophies, and techniques that are specific to the
munication and the use of briefing and debriefing aircraft you fly. To assist with this, the FlightSafety
are tools that can be used to build the “team con- CRM model has been incorporated into this train-
cept” and maintain situational awareness. Utiliz- ing guide. The model can be used as a guide or a

FOR TRAINING PURPOSES ONLY 21-1

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
21 CREW RESOURCE
MANAGEMENT

refresher on how to incorporate CRM principles among all members involved in the operation.
into your day-to-day line operations. This model To maintain a high level of collective situational
is not intended to replace a formalized course of awareness open, timely, and accurate communi-
CRM instruction, and attendance at a CRM-spe- cation is required. In the situational awareness
cific course is highly recommended. model two-way arrows represent the two-way
communication that must occur between the pilot
flying and the pilot monitoring. Each pilot contrib-
SITUATIONAL utes to collective situational awareness.

AWARENESS
2-7-12-17-WA TITLE

Circumstances will sometimes present clues that

situational awareness is becoming impaired. These
Situational awareness is a fundamental CRM con- “behavioral markers” are listed under clues to iden-
cept. Often described as “knowing what’s going tifying loss of situational awareness. As the number
on around you,” the loss of situational awareness of these clues increases, the chance of losing situ-
is often identified as a causal factor in an incident ational awareness increases as well. Maintaining
or accident. Collective situational awareness is a situational awareness requires a constant state of
measurement of the total situational awareness
3-8-13-18-APPA TITLE
4-9-14-19-APPB TITLE
5-10-15-20-ANN-APPC TITLE

Figure 21-1. Situational Awareness in the Cockpit

21-2 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

21 CREW RESOURCE
MANAGEMENT
vigilance. Complacency has often been the precur- low degree of control and allows a high degree of
sor to a loss of situational awareness (Figure 21-1). participation from team members. Effective leaders
tend to be less extreme, relying on either authoritar-
ian or democratic leadership styles (Figure 21-2).
COMMAND AND There is no “ideal” or “best” leadership style. An
LEADERSHIP immediate crisis might require fairly strict leader-
ship, to ensure stability and to reassure other crew-
Command and leadership are not synonymous. members, while other situations might be handled
The status “pilot in command” is designated by more effectively by encouraging crew participation
an organization. Command responsibility can’t be in the decision-making process.
shared with other crewmembers. Leadership, on
the other hand, is a role that can be shared. Effec-
tive leadership should focus on “what’s right,” not
on “who’s right.”

Leadership styles range from “autocratic” to “lais-

sez-faire.” An autocratic leadership style exercises
a high degree of control and allows a low degree of
participation from team members in reaching deci-
sions. A laissez-faire leadership style exercises a

Figure 21-2. Command and Leadership

FOR TRAINING PURPOSES ONLY 21-3

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
21 CREW RESOURCE
MANAGEMENT

COMMUNICATION • An event occurs, creating a need to com-

municate. The event may be a change in the
PROCESS status of some operational goal, such as rate
of descent.
Communication is the most important tool for • A sender observes the event.
maintaining situational awareness. Effective com-
munication requires the ability to provide appro- • The sender transmits a message to a receiver,
priate information, at the appropriate time, to the conveying occurrence of the event.
appropriate person (Figure 21-3). Communication
• The receiver transmits feedback to the send-
2-7-12-17-WA TITLE

may be verbal (aural) or written. Written commu-

nications in the cockpit include symbolic messages er, acknowledging the message.
and indications that are electronically transmitted • The receiver’s feedback may include an
and displayed. additional message, confirming the intended
corrective action, or instructing the sender
As illustrated on the CRM Blue Card, some elements to continue monitoring the operational goal.
are common to most cockpit communications:
3-8-13-18-APPA TITLE
4-9-14-19-APPB TITLE

Figure 21-3. Communication Process

5-10-15-20-ANN-APPC TITLE

21-4 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

21 CREW RESOURCE
MANAGEMENT
Barriers to communication limit our ability to COMMUNICATION
maintain situational awareness.
TECHNIQUES: INQUIRY,
As illustrated on the Blue Card, internal (or person- ADVOCACY, AND ASSERTION
al) communication barriers can diminish our per- Inquiry, advocacy, and assertion can be effectively
ception of the need to communicate. An observer used in the aviation environment to help solve com-
who is distracted, for example, may fail to detect a munication problems.
change in the status of an operational goal. Internal
barriers can also inhibit a sender’s willingness to Each item is a step in the process. The steps provide
communicate, or affect a receiver’s acceptance and a metaphor that emphasizes the principle of esca-
interpretation of a transmitted message. lation. In other words, a person must first practice
inquiry, then advocacy, then assertion.
External communication barriers, such as over-
crowded radio frequencies, can interfere with the A person practicing assertiveness is not trying to
sender’s ability to transmit a message, or with the be insubordinate or disrespectful; rather, assertion
receiver’s ability to transmit feedback. Differences is an expression of the fact that a level of discom-
in language or dialect can also become external fort exists with a particular situation. Assertion is
barriers to communication. an attempt to seek resolution.
CRM provides three techniques for overcoming The goal of inquiry is to increase individual sit-
communication barriers: uational awareness, the goal of advocacy is to
increase collective situational awareness, and the
• Inquiry—A technique for increasing your goal of assertion is to reach a conclusion.
own situational awareness
• Advocacy—A technique for increasing
someone else’s awareness
• Assertion—A technique for getting your
point across
When conflict on the flight deck interferes with
communication, it usually originates from one
pilot’s tendency to make “solo” decisions. Avoid
this kind of conflict by focusing your questions
and comments on WHAT is right, rather than on
WHO is right.

FOR TRAINING PURPOSES ONLY 21-5

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
21 CREW RESOURCE
MANAGEMENT

DECISION-MAKING 1. Recognize the need for a decision.

PROCESS 2. Identify the problem and define it in terms of

time and risk.
Aeronautical decision making (ADM) provides a 3. Collect facts.
systematic approach to risk assessment. It is a tool
you can use to select the best response for a given 4. Identify alternative responses to the need.
set of circumstances. FlightSafety recommends the 5. Weigh the impact of each alternative response.
decision-making process illustrated on the second
6. Select a response.
2-7-12-17-WA TITLE

page of the Blue Card (Figure 21-4). This contin-

uous-loop process includes eight steps: 7. Implement that response.
8. Evaluate the effects of your response.
3-8-13-18-APPA TITLE
4-9-14-19-APPB TITLE

Figure 21-4. Decision Making Process

5-10-15-20-ANN-APPC TITLE

21-6 FOR TRAINING PURPOSES ONLY

CE-525C CITATION CJ4 PILOT TRAINING MANUAL

WALKAROUND
WALKAROUND
The following section is a pictorial walkaround. Each
item listed in the exterior power-off preflight inspec-
tion is displayed. The general photographs contain
circled numbers that correspond to specific steps dis-
played on the subsequent pages.

FOR TRAINING PURPOSES ONLY WA-1

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

HOT ITEMS/LIGHTS

5
10
WALKAROUND

11
8
2 1 3 9

5
10

4
7 6
8 1
2

WA-2 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

WALKAROUND
1. L, R, AND STANDBY STATIC PORTS - CLEAR/WARM 2. LEFT, RIGHT, AND STANDBY PITOT TUBES-CLEAR/HOT

3. LANDING LIGHTS - BOTH ON 4. ANGLE OF ATTACK VANE/CASE - ROTATES/HOT

5. BEACON LIGHT - ON/FLASHING 6. EMERGENCY EXIT LIGHT - ON

FOR TRAINING PURPOSES ONLY WA-3

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
WALKAROUND

7. R NAVIGATION/STROBE LIGHTS - ON 8. TAIL NAVIGATION LIGHT - ON

9. L WING INSPECTION/NAVIGATION/STROBE 10. LOGO LIGHTS - ON

LIGHTS - ON

11. BATTERY SWITCH - OFF

WA-4 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

LEFT NOSE

WALKAROUND
1

1. BAGGAGE DOOR - SECURE/LOCKED 2. NOSE GEAR/DOORS/WHEEL/TIRE -CONDITION/SECURE

FOR TRAINING PURPOSES ONLY WA-5

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

RIGHT NOSE/FORWARD FUSELAGE

WALKAROUND

2
1

6
7
4
5

1. GEAR/BRAKE EMERGENCY PNEUMATIC PRESSURE 2. OXYGEN PRESSURE - VERIFY PER PLACARD

GAUGE - VERIFY PER PLACARD

WA-6 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

WALKAROUND
3. BAGGAGE DOOR - SECURE/LOCKED 4. OXYGEN BLOWOUT DISC - GREEN

5. OVERBOARD VENT LINES - CLEAR 6. LANDING LIGHT - CONDITION

7. WING FAIRING VENT - CLEAR 8. TOP/BOTTOM ANTENNAS - CONDITION/SECURE

FOR TRAINING PURPOSES ONLY WA-7

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

RIGHT WING/AFT FUSELAGE

7
WALKAROUND

5 9
6
8 10

14 17 11
15
12 13
16 2 1
18 3
4

14 15
17
16 13
18

WA-8 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

WALKAROUND
1. WING LEADING EDGE VENT - CLEAR 2. SINGLE POINT FUEL DOOR - SECURE

3. FUEL QUICK DRAINS (5) - DRAIN/CHECK 4. MAIN GEAR DOOR/WHEEL/TIRE - CONDITION/SECURE

5. ENGINE AIR INLET - CLEAR 6. ENGINE FAN DUCT/FAN - CONDITION

FOR TRAINING PURPOSES ONLY WA-9

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
WALKAROUND

7. ENGINE PT2/TT2 PROBE - CONDITION 8. GENERATOR COOLING AIR INLET - CLEAR

9. PYLON PRECOOLER INLET - CLEAR 10. EMERGENCY EXIT DOOR - SECURE

11. STALL STRIPS (2) AND BLEs (6) - CONDITION/SECURE 12. HEATED LEADING EDGE - CONDITION/EXHAUST
CLEAR

WA-10 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

WALKAROUND
13. FUEL TANK VENT - CLEAR 14. FUEL FILLER CAP - SECURE

15. STATIC WICKS (3) - CONDITION 16. AILERON/TRIM TAB/FLAP/SPEEDBRAKES/GROUND

SPOILERS - CONDITION/SECURE
(verify trim tab position matches indicator)

17. HYDRAULIC RESERVOIR - CHECK PER PLACARD/ 18. AIR CONDITIONING EXHAUST/LOWER ANTENNAS/
DOOR SECURE DRAINS - CONDITION/CLEAR

FOR TRAINING PURPOSES ONLY WA-11

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

RIGHT NACELLE

5
WALKAROUND

6 4
7

3
2

1. ENGINE ANTI-ICE EXHAUST - CLEAR 2. ENGINE FLUID DRAINS - CLEAR

WA-12 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

WALKAROUND
3. GENERATOR COOLING AIR EXHAUST - CLEAR 4. OIL LEVEL - CHECK

5. ACCESS DOOR - SECURE 6. ENGINE EXHAUST/BYPASS DUCTS - CONDITION/CLEAR

7. PYLON PRECOOLER EXHAUST - CLEAR

FOR TRAINING PURPOSES ONLY WA-13

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

EMPENNAGE
WALKAROUND

5 2
6 1

WA-14 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

WALKAROUND
1. R HORIZONTAL STABILIZER DEICE BOOT - CONDITION 2. R HORIZONTAL STABILIZER/ELEVATOR/TRIM TAB
- CONDITION

3. RUDDER/TRIM TAB - SECURE 4. STATIC WICKS (9) - CONDITION

(verify trim tab position matches indicator)

5. L HORIZONTAL STABILIZER/ELEVATOR/TRIM TAB 6. L HORIZONTAL STABILIZER DEICE BOOT - CONDITION

- CONDITION

FOR TRAINING PURPOSES ONLY WA-15

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

LEFT NACELLE

4
WALKAROUND

3 2
1

7
5 6

1. PYLON PRECOOLER EXHAUST - CLEAR 2. ENGINE EXHAUST/BYPASS DUCTS - CONDITION/CLEAR

WA-16 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

WALKAROUND
3. OIL LEVEL - CHECK 4. ACCESS DOOR - SECURE

5. GENERATOR COOLING AIR EXHAUST - CLEAR 6. ENGINE FLUID DRAINS - CLEAR

7. ENGINE ANTI-ICE EXHAUST - CLEAR

FOR TRAINING PURPOSES ONLY WA-17

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

TAILCONE/AFT COMPARTMENT
WALKAROUND

3
2 1

6
9
8
10 5 4

WA-18 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

WALKAROUND
1. AFT COMPARTMENT BAGGAGE - SECURE 2. AFT COMPARTMENT LIGHT SWITCH - OFF

3. AFT COMPARTMENT ACCESS DOOR 4. EXTERNAL POWER SERVICE DOOR - SECURE

- SECURE/LOCKED

5. EXTERNAL POWER CIRCUIT BREAKER - IN 6. BATTERY COMPARTMENT DOOR - SECURE

FOR TRAINING PURPOSES ONLY WA-19

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
WALKAROUND

7. BATTERY COOLING INTAKE/VENT LINES - CLEAR 8. POWER BRAKE ACCUMULATOR

- BLEED TO PRE-CHARGE

8. BRAKE FLUID RESERVOIR SIGHT GAGES 10. BRAKE SYSTEM ACCESS DOOR - SECURE
- FLUID VISIBLE

WA-20 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

LEFT WING

WALKAROUND
9
11 8
7
10
4
5 2
14 13 6 3
12 1

1. FLAP/GROUND SPOILERS/SPEEDBRAKES/AILERON 2. STATIC WICKS (3) - CONDITION

- CONDITION/SECURE

FOR TRAINING PURPOSES ONLY WA-21

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
WALKAROUND

3. FUEL TANK VENT - CLEAR 4. FUEL FILLER CAP - SECURE

5. HEATED LEADING EDGE - CONDITION/EXHAUST 6. STALL STRIPS (2) AND BLEs (6) - CONDITION/SECURE
CLEAR

7. ENGINE AIR INLET - CLEAR 8. ENGINE FAN DUCT/FAN - CONDITION

WA-22 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

WALKAROUND
9. ENGINE PT2/TT2 PROBE - CONDITION 10. GENERATOR COOLING AIR INLET - CLEAR

11. PYLON PRECOOLER INLET - CLEAR 12. MAIN GEAR DOOR/WHEEL/TIRE - CONDITION/SECURE

13. FUEL QUICK DRAINS (5) - DRAIN/CHECK 14. WING LEADING EDGE VENT - CLEAR

FOR TRAINING PURPOSES ONLY WA-23

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

FUSELAGE LEFT SIDE

WALKAROUND

3 1

WA-24 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

WALKAROUND
1. WING INSPECTION LIGHT - CONDITION 2. LANDING LIGHT - CONDITION

3. CABIN DOOR SEAL - CONDITION

FOR TRAINING PURPOSES ONLY WA-25

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL
WALKAROUND

INTENTIONALLY LEFT BLANK

WA-26 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

APPENDIX A
TERMS AND ABBREVIATIONS
AC Alternating current ATA Antenna train angle
ACM Air-cycle machine ATC Air traffic control
ADC Air data computer (same as DADC) ATTD Attitude

ADF Automatic direction finder (also ATTN Attention

NDB-nondirectional radio beacon)
AUX Auxiliary
ADI Attitude director indicator
BBPU Bus bar protection unit
AFCS Automatic flight control system
(autopilot and flight guidance) B/C Back course

AFIS Airborne flight information system BIT Built-in test

AFM Airplane Flight Manual BITE Built-in test equipment

AGB Accessory gearbox BLE Boundary layer energizer

APPENDIX A
GLOSSARY
AGL Above ground level BOV Bleedoff valve

AH Ampere hours BOW Basic operating weight

AHRS Attitude heading reference system BRG Bearing

ALT Altitude BRK Brake

ALT SEL Altitude select BTU British thermal unit

AM Amplitude modulation BVC Bleed valve control

AOA Angle of attack CA Cabin altitude

AP Autopilot CAB Cabin

APPR Approach CAS Crew alerting system

APU Auxiliary power unit CB Circuit breaker

APRS Alternate rudder power system CDI Course (or track) deviation
indicator
ASCB Avionics standard communications
bus (serial) CDU Control display unit (FMS)

ASR Airport surveillance radar CFIT Controlled flight into terrain

ASYM Asymmetry CG Center of gravity

FOR TRAINING PURPOSES ONLY APPA-1

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

CHG Charge EGT Exhaust gas temperature

CLA Condition lever angle (pitch) EHSI Electronic horizontal situation
indicator
COMM Communication
EICAS Engine indicating and crew alerting
COMPT Compartment system

CPLT Copilot EIS Engine indicating system

CPU Central processor unit ELT Emergency locator transmitter

CRM Crew resource management EMER Emergency

CRT Cathode ray tube ENG Engine

CVR Cockpit voice recorder EPR Engine pressure ratio

DA Decision altitude EPU External power unit

DADC Digital air data computer ESDI Engine shutdown inhibit

DAU Data acquisition unit ESIS Electronic standby instrument

system
APPENDIX A
GLOSSARY

DC Direct current
ESU Electronic sequence unit
DCP Display control panel
ET Elapsed time
DG Directional gyro
ETA Estimated time of arrival
DH Decision height
ETD Estimated time of departure
DME Distance measuring equipment
EVMU Engine vibration monitor unit
DP Differential pressure
FA Flight attendant
DR Dead reckoning
FAA Federal Aviation Administration
EADI Electronic attitude director
indicator FADEC Full authority digital engine control

ECU Environmental control unit FAF Final approach fix

EDS Electronic display system FCU Fuel control unit

EFC Expect further clearance FD Flight director

EFI Engine fire inhibit FDAU Flight data acquisition unit

EFIS Electronic flight instrument system FDR Flight data recorder

EGPWS Enhanced ground proximity FGC Flight guidance computer

warning system

APPA-2 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

FL Flight level HSI Horizontal situation indicator

FLC Flight level change IAC Integrated avionics computers
FLT CTL Flight control IFA Initial approach fix
FM High-powered frequency IAP Instrument approach procedures
modulation
IAPS Integrated avionics processing
FMC Flight management computer system
FMS Flight management system IAS Indicated airspeed (kts)
FOHE Fuel/oil heat exchanger ICAO International Civil Aviation
Organization
FPU Flap power unit
IFIS Integrated flight information system
FS Fuselage station (electronic charts, graphic weather,
databases)
FSB Flight standards board
IFR Instrument flight rules
FSS Flight service station
ILS Instrument landing system
FTG Fuel topping governor

APPENDIX A
GLOSSARY
IMC Instrument meteorological
GA Go-around conditions
GCR Generator control relay IMU Inertial measurement unit
GCU Generator control unit INS Inertial reference system
GMT Greenwich mean time IRS Inertial reference system
GP Glidepath (FMS) IRU Inertial reference unit
GPS Global positioning system ISA DEV International standard atmosphere
deviation (oC)
GPU Ground power unit
ITT Interstage turbine temperature
GPWS Ground proximity warning system
IVSI Inertial vertical speed indicator
GS Glideslope (ILS) or ground speed
KCAS Knots calibrated airspeed
GS Groundspeed (kts) or glideslope
KIAS Knots indicated airspeed
GWT Gross weight
KTAS Knots true airspeed
GWX Graphic weather
KVA Kilovolt-ampere
HDLC High-level data link control
LCD Liquid crystal display
HF High frequency
LED Light-emitting diode
HP High pressure

FOR TRAINING PURPOSES ONLY APPA-3

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

LF Low frequency NAV Navigation radio or flight director

mode button
LMM Middle marker location
NEXRAD Next generation weather radar
LNAV (also LNV) Lateral navigation
NVRAM Non-volatile RAM
LOC Localizer
OAT Outside air temperature
LOFT Line oriented flight training
OXY Oxygen pressure
LOM Locator at outer marker
PAST Pilot activates self test
LOPI Landing operational phase inhibit
PCB Printed circuit board
LP Low pressure
PFD Primary flight display
LRC Long-range cruise
POH Pilot’s training handbook
LRN Long-range navigation
pph Pounds per hour
LSB Lower side band
PPOS Present position
MAC Mean aerodynamic chord
APPENDIX A
GLOSSARY

PRSOV Pressure regulating shutoff valve

MAP Missed point of approach
PSEU Proximity switch electronic unit
MADC Micro air-data computers
PSU Passenger service unit
MCA Minimum crossing altitude
PTU Hydraulic power transfer unit
MDA Minimum descent altitude
PTCH Pitch mode
MEA Minimum enroute IFR altitude
RA Resolution advisory (TCAS II) or
MEL Minimum equipment list radar altitude (feet AGL)

METAR Aviation routing weather report RAAS Runway awareness and advisory
system (Honeywell)
MFD Multifuntion display
RAIM Receiver autonomous integrity
MI Indicated Mach number monitor

MSL Mean sea level RAT Ram air temperature (oC)

MSP Mode select panel (flight director) RMI Radio magnetic indicator

MSU Mode selector unit RMU Radio management unit

NACA National Advisory Committee for RNAV Area navigation

Aeronautics
RNP Required navigation performance

APPA-4 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

RTA Receiver transmitter antenna TERR Terrain

RTU Radio tuning units TFC Traffic

RVR Runway visual range TIS Traffic information system

RVSM Reduced vertical separation TIT Turbine inlet temperature

minimums
T.O. Takeoff
SAT Static air temperature (oC)
TOPI Takeoff operational phase inhibit
SATCOM Satellite Communications
TLA Throttle lever angle
SCU Signal conditioner unit
TOD Top of descent
SFD Secondary flight display
TOLD Takeoff and landing
SID Standard instrument departure
UHF Ultra-high frequency
SLA Set landing altitude
ULD Underwater locating device
SPR Single-point refueling
USB Upper side band

APPENDIX A
GLOSSARY
SPU Standby power unit
UTC Coordinated universal time
STAR Standard terminal arrival route
VFR Visual flight rules
T2 Temperature measured at engine
station 2 (prior to fan) VG Vertical gyro

TA Traffic advisory VHF Very high frequency

TAF Terminal aerodrome forecast VLE Maximum gear extend speed

TACAN Ultra-high-frequency tactical air VLF Very low frequency

navigation aid
VLO Maximum gear operating speed
TAS True airspeed
VLSA Low-speed velocity
TAT Total air temperature
VMO/MMO Maximum operating airspeed or
TAWS Terrain alert and warning system Mach number

TCA Terminal control area VNAV Vertical navigation (FMS)

TCAS Traffic alert and collision avoidance VOR VHF omnidirectional radio range

TCS Touch control steering VORTAC Electronic navigation system

TDC Top-dead center VPA Vertical path angle

FOR TRAINING PURPOSES ONLY APPA-5

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

VS Vertical speed

VS1 Stall speed in a defined

configuration

VSI Vertical speed indicator

W/S Windshield

WAAS Wide-area augmentation system

(GPS signal enhancement, ground-
based)

WAC World aeronautical charts

WATCH Weather attenuated color high-light

WOW Weight on wheels

WX Weather radar

XFMR Transformer
APPENDIX A
GLOSSARY

XFR Transfer

XM External master (satellite)

XMSN Transmission

XPDR Transponder

YD Yaw damper

ZFW Zero fuel weight

APPA-6 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

APPENDIX B
EICAS MESSAGES

INTRODUCTION

EICAS MESSAGES
The following is a two-column format of the CAS messages displayed by the EICAS to the pilots.

APPENDIX B

FOR TRAINING PURPOSES ONLY APPB-1

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Table APP-1. RED EICAS MESSAGES

AC ALTERNATOR FAIL L-R CABIN ALTITUDE

Color Inhibited By Debounce Color Inhibited By Debounce
LOPI
TOPI Red LOPI TOPI Standard
Red ESDI
Eng Start
Standard
Indicates cabin altitude has exceeded 9800 ft or 14,800 ft when the
EFI pressurization controller is in High Elevation Mode.
Indicates a duel AC alternator failure with both generators off line.
Windshield anti-ice and auxiliary power sources are inoperative.
DC GENERATOR OFF L-R
Color Inhibited By Debounce
AC-DC CONVERTER FAIL L-R
LOPI
Color Inhibited By Debounce TOPI
Red ESDI
Eng Start
Standard
LOPI EFI
TOPI
Red ESDI
Eng Start
3 Seconds
Indicates the airplane is operating on battery power only with one or
EMER both engines running. The red AC ALTERNATOR FAIL L-R or AC-DC
Indicates a failure of the converter or the converter is not receiv- CONVERTER FAIL message will also be displayed.
ing power from an alternator and the airplane is on battery power
only. This message is active only when both generators are offline. ENGINE FAILED L-R
Color Inhibited By Debounce
BAGGAGE SMOKE FWD-AFT Red ESDI 1 Second
Color Inhibited By Debounce This message is displayed when the engine has failed.
Red LOPI TOPI Standard
This message will be displayed if smoke is detected in the forward ENGINE FIRE L-R
or aft baggage areas.
Color Inhibited By Debounce
Red Standard
BATTERY FAIL
This message is displayed when the engine fire detection loop
Color Inhibited By Debounce senses excessive temperatures.
TOPI
Red LOPI Standard
EMER
NO TAKEOFF
This is a Lithium-Ion battery message only. It displays if any of the
Color Inhibited By Debounce
following conditions are detected:
Red LOPI 1 Second
• Battery temperature is greater than 71oC (160oF) On the ground, the red NO TAKEOFF message will illuminate if
• Battery charging current is greater than 1,000 amps (positive either L or R throttle is out of idle and the cyan NO TAKEOFF mes-
EICAS MESSAGES

indication on ammeter sage is posted.

APPENDIX B

• Battery discharge current is greater than 1,600 amps (negative

indication on ammeter
OIL PRESSURE LOW L-R
Color Inhibited By Debounce
BATTERY OVERTEMP
Color Inhibited By Debounce Red TOPI
LOPI Standard
EFI
Red LOPI TOPI Standard
This message is displayed when the engine oil pressure is low.
Indicates the battery temperature is 63oC to 71oC.

BATTERY OVERTEMP >71oC

Color Inhibited By Debounce
Red LOPI TOPI Standard
This CAS message does not apply to Li-ION battery.
Indicates the NiCAD or LEAD ACID battery temperature is above
71oC.

APPB-2 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Table APP-2. AMBER EICAS MESSAGES

A B
AC ALTERNATOR FAIL L-R BATTERY FAULT
Color Inhibited By Debounce Color Inhibited By Debounce
LOPI TOPI
Amber ESDI
TOPI
Standard Amber LOPI
EMER
Standard
Eng Start
EFI
This is a Li-Ion message only. it displays when:
This amber message is displayed when there is a loss of one or both • 4 or more modules have failed
AC Alternators with DC Generators remaining online.
• Battery Voltage is greater than 22Vdc or less than 30Vdc
• CMS Failed
AFT BAGGAGE DOOR • Modules Temp < -10C or > 63C
Color Inhibited By Debounce • < 32 AH Capacity
LOPI
Amber EMER
TOPI 2 Seconds
BATTERY OVERCURRENT
This message is displayed when the aft baggage door is not latched Color Inhibited By Debounce
closed. LOPI TOPI
Amber Eng Start EMER
120 Seconds

ANTISKID FAIL This amber message is posted when battery current exceeds
Color Inhibited By Debounce ±200 Amps for 120 seconds.

Amber TOPI EMER Standard BLEED AIR MONITOR FAIL L-R

This message is displayed and latched when: Color Inhibited By Debounce
LOPI
• The Skid Control Unit fails OR the BRAKE PRESSURE Amber EMER
TOPI 5 Seconds
LOW message is posted AND the aircraft is on the ground.
• Skid Control Unit fails OR Low Brake pressure output is valid and Indicates loss of bleed air temperature monitoring capability. All
a 8 second delay has elapsed. bleed air systems (ECS and Anti-Ice) continue to function. Under-
temperature or overtemperature conditions for the bleed air systems
This message will remain latched ON until the Skid Control Unit
(ECS and Anti-Ice) and tail deice system failures on the affected side
fail output goes invalid and the BRAKE PRESSURE LOW message
will not be displayed. Failure of both sides will result in loss of cabin
extinguishes.
altitude monitoring.

AOA HEATER FAIL

BRAKE PRESSURE LOW
Color Inhibited By Debounce
Color Inhibited By Debounce

EICAS MESSAGES
LOPI
Amber TOPI 2 Seconds Amber LOPI EMER Standard

APPENDIX B
EMER
This message is displayed when the pitot/static heat switch is on This message is displayed when the brake pressure is low for 8
and the AOA probe is not being heated. seconds in air or immediately if the brake pressure is low and the
aircraft is on the ground.

AP PITCH TRIM FAIL C

Color Inhibited By Debounce
Amber 1 Second CABIN DOOR
This message will display when the autopilot pitch trim failure alert Color Inhibited By Debounce
is detected by any IAPS channel. LOPI
Amber EMER
TOPI 2 Seconds

This message is displayed when the cabin door is open.

CABIN DUCT OVERTEMP

Color Inhibited By Debounce
Amber LOPI TOPI Standard
This message is displayed when the cabin door is open.

FOR TRAINING PURPOSES ONLY APPB-3

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Table APP-2. AMBER EICAS MESSAGES (Cont)

COCKPIT DUCT OVERTEMP EFIS MISCOMPARE

Color Inhibited By Debounce Color Inhibited By Debounce
Amber LOPI TOPI Standard LOPI
Amber EMER
TOPI 5 Seconds
This message is displayed when the supply air in the cockpit air
duct is too hot. This message is displayed when a monitored miscompare has
occurred. The associated yellow comparator flag will be displayed

D to indicate which monitored parameter has tripped the miscompare.

Monitored parameters are: altitude, airspeed, attitude, heading, radio
altitude, localizer and glideslope.
DC GEN OVERCURRENT L-R
Color Inhibited By Debounce EMERGENCY EXIT
Amber LOPI TOPI Variable Color Inhibited By Debounce
This message is displayed 20 seconds after the same side Generator LOPI
Contactor has been closed for 100 seconds, both Start Contactors
Amber EMER
TOPI 2 Seconds
have been open for 100 seconds, and the display current is greater
This message id displayed when the emergency exit is open.
than 300 Amps. Or the mess is displayed 20 seconds after the same
side Generator Contactor has been closed for 10 seconds, both
Start Contactors have been open for 10 seconds, and the display EMERGENCY LIGHTS NOT ARMED
current is greater than 450 Amps.
Color Inhibited By Debounce

DC GENERATOR OFF L-R

Amber LOPI TOPI Standard
This message id displayed when the Emergency Lights Switch is
Color Inhibited By Debounce
not in the armed position. The Emergency Lights Switch provides
LOPI 28VDC to the EICAS system when the Emergency Lights are armed.
TOPI
Amber ESDI
Eng Start
Standard When this signal is open, the message is displayed. When the switch
EFI is turned to the armed positions and the EICAS system is presented
with 28VDC the message is removed.
Indicates a source of generated power is available with at least one
generator off line. This message is red when all sources of gener-
ated power (AC and DC) are not available. ENG FIRE BOTTLE LOW
DCU CHANNEL A-B FAIL Color Inhibited By Debounce
Color Inhibited By Debounce Amber LOPI TOPI 5 Seconds
LOPI Indicates the engine fire extinguisher pressure is below service-
Amber EMER
TOPI 5 Seconds
able limits.
Indicates a failed DCU channel
ENGINE ANTI-ICE COLD L-R
EICAS MESSAGES

DCU RIGGING INVALID

APPENDIX B

Color Inhibited By Debounce

Color Inhibited By Debounce
LOPI
LOPI TOPI
Amber TOPI 5 Seconds Amber ESDI
EMER
Standard
EMER EFI
This message indicates the FLAP position sensor potentiometer On Ground operation - Upon initial selection of engine anti-ice, the
and/or the FDR flight surface position sensor RVDT rigging data cyan CAS message ENGINE ANTI-ICE COLD L-R shall illuminate.
stored in the DCU NVRAM is invalid. Re-rigging needs to be per- IF the RTD does not indicate a sufficient increase in temperature
formed. It is displayed when the NVRAM is failed, has been cleared, the CAS message turns amber.
or there is a miscompare of the data. Possible causes of this mes-
In air operation - Upon initial selection of engine anti-ice, if the RTD
sage include swapping DCUs from aircraft to aircraft or installing a
does not reach the temperature set point within 150 seconds, this
new or repaired DCU.
message illuminates.

E If, during anti-ice operation, the RTD indicates a temperature below

the set point then this message illuminates. If some action is taken
to increase the temperature indicated by the RTD, i.e. the throttle
setting is increased, then this message is extinguished.
EFIS COMPARE FAIL
Color Inhibited By Debounce
LOPI
Amber EMER
TOPI 5 Seconds

Indicates comparison monitoring between the left and right flight

displays is not available.

APPB-4 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Table APP-2. AMBER EICAS MESSAGES (Cont)

ENGINE CONTROL SYS FAULT L-R G-J

Color Inhibited By Debounce
Amber LOPI TOPI Standard GEAR DOWN MONITOR FAIL
Indicates an internal fault or an input fault to either or both FADECs. Color Inhibited By Debounce

F Amber TOPI Standard

This message is displayed when a down and lock sensor has failed.

FLAPS FAIL
GROUND SPOILERS FAIL
Color Inhibited By Debounce
Color Inhibited By Debounce
Amber LOPI TOPI Standard
Amber TOPI 1.5 Seconds
Indicates flaps are not in the selected position or uncommanded
flap motion was detected. This message is displayed when there is a discrepancy between the
Ground Spoilers position and the handle command.

FUEL BOOST ON L-R

HYDRAULIC PRESSURE HIGH L-R
Color Inhibited By Debounce
Color Inhibited By Debounce
LOPI
Amber ESDI
TOPI Standard Amber LOPI TOPI 10 Seconds

This message is displayed when fuel pressure is low and the boost This message is displayed when the hydraulic pressure indication
pump is automatically commanded on. This message remains increases above 3400 psi with engines running.
latched until the fuel pressure becomes normal and the fuel boost
pump is off.
HYDRAULIC PRESSURE LOW L-R
Color Inhibited By Debounce
FUEL FILTER BYPASS L-R
Amber LOPI ESDI 10 Seconds
Color Inhibited By Debounce
This message is displayed when the hydraulic pressure indication
LOPI drops below 2200 psi with engines running.
Amber ESDI
TOPI 2 Seconds

Indicates impending bypass of the respective fuel filter.

HYD VOLUME LOW
Color Inhibited By Debounce
FUEL LEVEL LOW L-R
Amber TOPI 1 Second
Color Inhibited By Debounce
This message is displayed when the hydraulic fluid level in the
Amber LOPI TOPI 90 Seconds reservoir is low.

EICAS MESSAGES
Indicates low fuel level as determined by a float switch (200 lbs).

APPENDIX B
J-BOX LIMITER OPEN L-R
FUEL PRESSURE LOW L-R Color Inhibited By Debounce
Color Inhibited By Debounce LOPI
Amber EMER
TOPI Standard
LOPI TOPI
Amber ESDI EFI
Standard
This message is displayed when one of the two 225 AMP limiters
When the fuel pressure in the fuel line is below 4.65 psig, this mes- in the power J-Box have opened.
sage appears on the EICAS and a chime sounds. The MASTER
CAUTION RESET switchlights also illuminate. Refer to the appro-
J-BOX REMOTE CB TRIP
priate checklist procedures.
Color Inhibited By Debounce
LOPI
FUEL TRANSFER Amber TOPI Standard
EMER
Color Inhibited By Debounce
This message is displayed when any of the monitored circuit break-
Amber LOPI TOPI Standard ers are no closed.
This message is displayed when the Fuel Transfer Valve is open
and the fuel quantity has reached an imbalance of 60 lbs or more.

FOR TRAINING PURPOSES ONLY APPB-5

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Table APP-2. AMBER EICAS MESSAGES (Cont)

N-P R-S
NOSE DOOR L-R RETRIM L-R WING DOWN
Color Inhibited By Debounce Color Inhibited By Debounce
LOPI Amber 5 Seconds
Amber EMER
TOPI 2 Seconds
This message indicates the autopilot is detected a lateral mistrim.
This message is displayed when one of the nose doors are not In other words, the aileron servo is holding a load. L and R are
properly latched. mutually exclusive.
RETRIM NOSE UP-DOWN
OXYGEN PRESSURE Color Inhibited By Debounce
Color Inhibited By Debounce Amber 5 Seconds
Amber LOPI TOPI Standard Indicates the autopilot requires aileron trim in the indicated direction.
Indicates oxygen bottle is below 330 psi.
RUDDER BIAS FAIL
PARKING BRAKE Color Inhibited By Debounce
Color Inhibited By Debounce LOPI
Amber EMER
TOPI 1 Seconds
Amber TOPI Standard
Indicates the rudder bias shutoff valve is closed. Rudder pedal force
This message is displayed when the parking brake is engaged on
during single engine operation will be significantly higher.
the ground and the TLA ≥(cruise detent).

PRESSURE SOURCE NOT NORM SPEED BRAKES EXTENDED

Color Inhibited By Debounce
Color Inhibited By Debounce
Amber LOPI TOPI Standard Amber LOPI TOPI Standard
This message is displayed if any of the speed brake panels are
This message is displayed when the pressurization selector in the
deployed, the aircraft is on the ground, the radio altimeter is function-
cockpit is not in the NORM position.
ing, and the radio altimeter indicates below 500 ft AGL; or if any of
the speed brake panels are deployed, the aircraft is on the ground,
PRESSURIZATION CONTROL the radio altimeter is not functioning, and baro altitude minus the
destination airports elevation is less than 500 ft AGL.
Color Inhibited By Debounce
Amber LOPI TOPI Standard
SPEED BRAKES FAIL
EICAS MESSAGES

This messages displayed when the Cabin Pressure Controller has an

Color Inhibited By Debounce
APPENDIX B

internal failure or when the Press Source Switch is in the manual position.
Amber TOPI Standard
PRIMARY ELEVATOR TRIM FAIL Indicates a discrepancy between speed brake panel and handle
position.
Color Inhibited By Debounce
Amber LOPI TOPI Standard
This message is displayed when a fault is being detected by
T-W
the Pitch Trim Monitor PCB or Pitch Trim Control PCB.
T2 HEATER FAIL L-R
Color Inhibited By Debounce
PYLON BLEED LEAK L-R
LOPI
Color Inhibited By Debounce Amber TOPI Standard
EMER
Amber LOPI TOPI Standard
Indicates either the T2 heater is inoperative when the respective
Indicates bleed air sensors have detected a leak around the environ- Anti-Ice switch has been selected ON, or the T2 heated is on when
mental air supply or wing anti-ice air supply systems in the pylons. the respective Anti-Ice Switch is OFF.
The associated environmental system control module will automati-
cally close both valves on the affected side.

APPB-6 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

Table APP-2. AMBER EICAS MESSAGES (Cont)

TAIL DE-ICE FAIL L-R WINDSHIELD HEAT FAIL L-R

Color Inhibited By Debounce Color Inhibited By Debounce
LOPI LOPI
Amber TOPI Standard TOPI
EMER Amber Eng Start
ESDI
5 Seconds
EFI
This message is displayed when a failure is detected in the tail de-ice
system. Indicates SAT is below -30oC and a TAIL DEICE button is on. Indicates one or more windshield heat zones are not receiving elec-
trical power from the respective controller.

TAILCONE BLEED LEAK

Color Inhibited By Debounce WINDSHIELD OVERTEMP L-R
Color Inhibited By Debounce
Amber LOPI TOPI Standard
Indicates high temperature in the tailcone. Amber LOPI TOPI 5 Seconds
This message is displayed when the respective side Windshield Anti-
TAWS GPWS FAIL Ice Controller has detected the windshield temperature is too high.
Color Inhibited By Debounce
Amber LOPI TOPI Standard
WING ANTI-ICE COLD L-R
This message is displayed when the GPWS function is inoperative Color Inhibited By Debounce
and the WARS SYSTEM FAIL message is not active
Amber LOPI TOPI 5 Seconds
On Ground operation - If after the initial selection of engine anti-ice
TAWS SYSTEM FAIL the RTD does not indicate a sufficient increase in temperature, this
Color Inhibited By Debounce message appears.
LOPI In Air operation - If after the initial selection of engine anti-ice, the
Amber EMER
TOPI Standard RTD does not reach the temperature setpoint within 150 seconds,
this message appears.
This message is displayed when all the TAWS functions (ground If during anti-ice operation, the RTD indicates a temperature below
prox, windshear and terrain) have failed. When this message is dis- the set point, this message appears. If some action is take to
played, it inhibits the TAWS GPWS FAIL, TAWS WINSHEAR FAIL, increase the temperature indicate by the RTD, i.e. the throttle set-
and TAWS TERRAIN FAIL messages. ting is increased, then this message is extinguished.

TAWS TERRAIN FAIL WING ANTI-ICE OVERTEMP

Color Inhibited By Debounce Color Inhibited By Debounce
Amber LOPI TOPI Standard
Amber LOPI TOPI Standard
This message is displayed when the enhanced modes of the TAWS This message indicates an overtemperature condition in the wing
function have failed, and the TAWS SYSTEM FAIL message is not anti-ice system. The wing anti-ice system will automatically shut off

EICAS MESSAGES
active. and cycle back on once the overtemperature condition has cleared.

APPENDIX B
This message may be displayed after landing with WING/ENG ANTI-
ICE ON, when ambient temperatures are greater than 0oC.
TAWS TERRAIN NOT AVAILABLE
Color Inhibited By Debounce
WING BLEED LEAK
LOPI
Amber EMER
TOPI Standard Color Inhibited By Debounce

This message is displayed when the GPS data received by the TAWS Amber LOPI TOPI Standard
until is not within required accuracy. Indicates high temperature air near the wing anti-ice air supply lines
in the tailcone and wing fairing. Both wing anti-ice valves close
automatically.
TAWS WINSHEAR FAIL
Color Inhibited By Debounce WT ON WHEELS MISCOMPARE
LOPI Color Inhibited By Debounce
Amber EMER
TOPI Standard
Amber LOPI TOPI Standard
This message is displayed when the windshear modes of the TAWS Indicates the three squat switches do not agree. Various systems
function have failed, and the TAWS SYSTEM FAIL message is not may not have accurate ground/air information. The engines may
active. not switch to ground idle after landing. Ground spoilers will be
inoperative.

FOR TRAINING PURPOSES ONLY APPB-7

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

AC ALTERNATOR BEARING L-R FUEL BOOST ON L-R

Color Inhibited By Debounce Color Inhibited By Debounce
LOPI LOPI
Cyan In Air
TOPI 2 Seconds Cyan ESDI
TOPI Standard

Indicates the alternator is operating on the secondary bearing. Indicates the respective fuel boost pump is on due to manual pilot
selection, engine start, or fuel transfer.

BATTERY FAULT
FUEL TRANSFER
Color Inhibited By Debounce
Color Inhibited By Debounce
TOPI
Cyan LOPI
EMER
Standard
Cyan LOPI TOPI Standard
This message is displayed when the Fuel Transfer Valve is open
This is a Lithium-Ion battery message. It indicates 3 modules have
failed.
HYD F/W SHUTOFF L-R
CAS MISCOMPARE Color Inhibited By Debounce
Color Inhibited By Debounce Cyan LOPI TOPI Standard
Cyan LOPI TOPI 20 Seconds This message is displayed when the hydraulic firewall valve is
closed.
Indicates a disagreement between DCU channels for more than 20
seconds on warning, caution, advisory, or aural data.
HYDRAULIC PRESSURE LOW L-R
DATALINK MESSAGE Color Inhibited By Debounce
Color Inhibited By Debounce Cyan LOPI ESDI 10 Seconds
Cyan LOPI TOPI Standard Indicates the respective hydraulic pump pressure is below 2200
psi due to a closed firewall shutoff valve. Response time of gear,
This message indicates a new DATALINK Message has been
flaps, or speed brakes may be slower than normal. Maintenance
received.
is required.

ENG FIRE BOTTLE LOW

PARKING BRAKE
Color Inhibited By Debounce
Color Inhibited By Debounce
Cyan LOPI TOPI Standard
Cyan TOPI Standard
Indicates the bottle pressure is low as a result of activation of the
fire bottle in response to an engine fire. This message is displayed when the parking brake is engaged on
the ground and the TLA < 11.5 (cruise detent).

ENGINE ANTI-ICE COLD NO TAKEOFF

EICAS MESSAGES

Color Inhibited By Debounce

Color Inhibited By Debounce
APPENDIX B

LOPI Cyan Eng Start 1 Second

TOPI
Cyan ESDI
EMER
Standard On the ground, this message appears when one or more of the fol-
EFI lowing condition exist:
Indicates the engine anti-ice preflight check is active and the engine
• Flaps now within takeoff range (T.O. range ≤ 16.1 degrees)
inlets are below operating temperature. This message should extin-
guish after approximately one minute. • Elevator trim not within takeoff range (1.0 to 4.5 degrees TED)
• L or R trim is not valid
• Speed brakes are deployed
ENGINE ANTI-ICE ON • Ground spoilers are extended.
Color Inhibited By Debounce
Cyan EMER Standard OIL FILTER BYPASS L-R
This message is displayed when ENGINE ANTI-ICE is selected on. Color Inhibited By Debounce
FDR FAIL Cyan LOPI TOPI Standard
Color Inhibited By Debounce Indicates impending bypass of the respective filter. Refer to MEL
for dispatch relief.
Cyan LOPI TOPI 10 Seconds

Indicates the flight data recorder, if installed, is not working properly.

This message only appears when the airplane is on the ground. Refer
to MEL for dispatch.

APPB-8 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

PRESS SOURCE NOT NORM TAWS FLAP OVERRIDE

Color Inhibited By Debounce Color Inhibited By Debounce
Cyan LOPI TOPI Standard Cyan Standard
This message is displayed when the pressurization selector in the This message is displayed when the crew has activated the TAWS
cockpit is not in the NORM position. Flap Override function through the PFD TAWS Control menu.

RAAS AUDIO INHIBIT TAWS GLIDESLOPE CANCEL

Color Inhibited By Debounce Color Inhibited By Debounce
Cyan Standard Cyan Standard
Indicates the TAWS RAAS audio alerts (if installed) are inhibited. This message is displayed when the crew has activated the TAWS
G/S Cancel function through the PFD TAWS Control menu or by the
momentary switch located in the tilt panel.
SELCAL DATA LINK
Color Inhibited By Debounce
TAWS TERRAIN INHIBITED
Cyan LOPI TOPI Standard
Color Inhibited By Debounce
This message is displayed when the SELCAL code is received on
the datalink. It produces the SELCAL aural defined in SELCAL HF
Cyan Standard
1-2 VHF 1-2-3. This message is displayed when the crew has inhibited the Terrain
function through the PFD TAWS Control menu.

SELCAL HF 1-2 VHF 1-2-3

On Ground operation - Upon initial selection of engine anti-ice, this
Color Inhibited By Debounce message appears. If the RTD doesn’t indicate a sufficient increase
Cyan LOPI TOPI Standard in temperature, this message turns amber.

SELCAL is a system that monitors the HF and VHF COMM radio for WING/ENG ANTI-ICE ON
an aircraft specific code sequence. When the code for that particular Color Inhibited By Debounce
aircraft is received, this message is displayed. This message pro-
duces a unique tone. The SELCAL aural is a 1000Hz 0.2 sec chime, Cyan EMER Standard
followed by a 850 Hz 0.2 sec chime, followed by a second set of This message is displayed when both LH and RH Wing Anti-Ice
1000 Hz/850 Hz chimes. Systems are both LH and RH Engine Anti-Ice Systems are com-
When the SELCAL receives the code sequence, it provides a ground manded on.
to the EICAS system, which displays the message. Normally, the
SELCAL provides an open to the EICAS system, which removes
the message.

SPEED BRAKES EXTENDED

Color Inhibited By Debounce

EICAS MESSAGES
Cyan Standard

APPENDIX B
This message displays if any of the speed brake panels are deployed
and the AMBER message is not displayed.

STEEP APPROACH MODE

Color Inhibited By Debounce
Cyan Standard
This message is displayed when the crew has activated the tAWS
STEEP APPROACH function through the PFD TAWS Control menu.

TAIL DE-ICE ON
Color Inhibited By Debounce
Cyan EMER Standard
Indicates the tail de-ice system is on.

FOR TRAINING PURPOSES ONLY APPB-9

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

LEFT INTENTIONALLY BLANK

EICAS MESSAGES
APPENDIX B

APPB-10 FOR TRAINING PURPOSES ONLY

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

APPENDIX C
ANSWERS TO QUESTIONS
CHAPTER 2 CHAPTER 7 CHAPTER 12 CHAPTER 16
1. B 1. B 1. D 1. B
2. D 2. B 2. D 2. D
3. C 3. D 3. C 3. A
4. A 4. C 4. B 4. D
5. C 5. D 5. D 5. D
6. B 6. D 6. A 6. C
7. B 7. A 7. A
8. D 8. A CHAPTER 13 8. D
9. D 1. D 9. D
10. A CHAPTER 8 2. B 10. B
11. C 1. A 3. B 11. B
12. C 2. B 4. C 12. A
13. A 3. C 5. C 13. C
14. D 4. C 14. C
15. B 5. D CHAPTER 14 15. B
6. D 1. D 16. A
CHAPTER 3 2. D 17. B
1. D CHAPTER 9 3. B 18. B
2. B 1. A 4. B 19. B
3. C 2. C 5. B 20. C
4. A 3. D 6. D 21. C
5. C 4. B 7. B 22. C
6. B 5. D 8. D 23. B
6. D 24. C
CHAPTER 4 7. B CHAPTER 15 25. C
1. C 8. B 1. D
2. D 2. B CHAPTER 17
3. D CHAPTER 10 3. A 1. B
4. D 1. B 4. B 2. D
5. C 2. B 5. B 3. B
6. B 3. D 6. B 4. A
7. C 4. A 7. C 5. C
5. D 8. D
CHAPTER 5 6. A 9. C
1. B 10. D
2. B CHAPTER 11
3. A 1. C
4. B 2. D
5. D 3. B
6. A 4. A
7. C 5. B
8. A
APPENDIX C

9. B
10. B
11. C

Revision 0.01 FOR TRAINING PURPOSES ONLY APPC-1

 CE-525C CITATION CJ4 PILOT TRAINING MANUAL

LEFT INTENTIONALLY BLANK

APPENDIX C

APPC-2 FOR TRAINING PURPOSES ONLY Revision 0.01

 ANNUNCIATOR PANEL
CE-525C CITATION CJ4 PILOT TRAINING MANUAL

The information normally contained in this chapter

is not applicable to this aircraft.

FOR TRAINING PURPOSES ONLY ANN-1

ANNUNCIATOR PANEL

CE-525C CITATION CJ4 PILOT TRAINING MANUAL

LEFT INTENTIONALLY BLANK

ANN-2 FOR TRAINING PURPOSES ONLY