525B MTM V2 PDF

CITATIONJET 3 525B
MAINTENANCE TRAINING
MANUAL
VOLUME 2
FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.flightsafety.com
Courses for the Citation Jet 3 525B are taught at the following FlightSafety learning center:
Wichita (Cessna) Maintenance Learning Center

1962 Midfield Road
Wichita, Kansas 67209
(316) 220-3250
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Copyright © 2007 by FlightSafety International, Inc.

All rights reserved.
Printed in the United States of America.
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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 pilot manuals 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
suggestions 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
CONTENTS
VOLUME 2
ATA
Chapter Title Number

LANDING GEAR 32
LIGHTS 33
NAVIGATION 34
OXYGEN 35
PNEUMATICS 36
WATER/WASTE 38
CENTRAL MAINTENANCE SYSTEM 45
AUXILIARY POWER UNIT 49
STRUCTURES 51–57
POWERPLANT 71–80
WALKAROUND
LIMITATIONS AND SPECIFICATIONS
APPENDIX A—TERMS AND ABBREVIATIONS
APPENDIX B—SYMBOLOGY
CITATIONJET 3 525B MAINTENANCE TRAINING MANUAL
CHAPTER 32
LANDING GEAR
CONTENTS
Page
INTRODUCTION ................................................................................................................. 32-1
GENERAL ............................................................................................................................ 32-3
LANDING GEAR ................................................................................................................. 32-5
Description..................................................................................................................... 32-5
Components ................................................................................................................... 32-5
Controls and Indications.............................................................................................. 32-17
Operation ..................................................................................................................... 32-19
NOSEWHEEL STEERING ................................................................................................ 32-27
Description................................................................................................................... 32-27
Components ................................................................................................................. 32-27
WHEELS............................................................................................................................. 32-29
Description................................................................................................................... 32-29
BRAKES ............................................................................................................................. 32-31
Description................................................................................................................... 32-31
Components ................................................................................................................. 32-35
Operation ..................................................................................................................... 32-41
FOR TRAINING PURPOSES ONLY 32-i

CITATIONJET 3 525B
ILLUSTRATIONS
Figure Title Page
32-1 525B Landing Gear Systems.................................................................................. 32-2
32-2 Main Gear Assembly.............................................................................................. 32-4
32-3 Main Gear Actuators .............................................................................................. 32-6
32-4 Nose Gear Assembly .............................................................................................. 32-8
32-5 Shimmy Damper .................................................................................................. 32-10
32-6 Nose Gear Door Operation .................................................................................. 32-12
32-7 Nose Gear Actuator.............................................................................................. 32-14
32-8 Landing Gear Control Handle.............................................................................. 32-16
32-9 Hydraulic System Schematic ............................................................................... 32-18
32-10 Emergency Extension Bottle Installation............................................................. 32-20
32-11 Regenerative Shuttle Valve .................................................................................. 32-22
32-12 Emergency Extension Handle Assembly ............................................................. 32-24
32-13 Nosewheel Steering.............................................................................................. 32-26
32-14 Main Gear Wheel ................................................................................................. 32-28
32-15 Brake System Schematic...................................................................................... 32-30
32-16 Brake System Controls ........................................................................................ 32-32
32-17 Metering Valve ..................................................................................................... 32-34
32-18 Antiskid Controls and Indications ....................................................................... 32-36
32-19 Digital Control Unit ............................................................................................. 32-38
32-20 Antiskid System Self-Monitoring ........................................................................ 32-40
FOR TRAINING PURPOSES ONLY 32-iii

CHAPTER 32
LANDING GEAR
INTRODUCTION
This chapter describes the landing gear and brake systems for the Citation 525B aircraft
(Figure 32-1). System descriptions and operation are included, accompanied by diag-
nostic information. References for this chapter and further specific information can be
found in Chapter 5—“Time Limits/Maintenance Checks,” Chapter 12—“Servicing,”
and Chapter 32—“Landing Gear” of the Aircraft Maintenance Manual (AMM).
FOR TRAINING PURPOSES ONLY 32-1

Figure 32-1. 525B Landing Gear Systems
32-2 FOR TRAINING PURPOSES ONLY

GENERAL NOTES
The landing gear is electrically controlled and
hydraulically actuated during normal exten-
sion and retraction. Auxiliary extension is
manually operated by cable/uplock release
and gear free fall. Pneumatic (emergency)
gear extension is manually controlled and
pneumatically actuated.
Selected engine thrust, rudder pedal steering,

and brakes are used for nosewheel steering.
The nosewheel steering is accomplished by ca-
bles connected to the rudder pedals.
The main landing gear wheels are a tubeless

lock-ring-type assembly constructed of forged
aluminum. Each wheel assembly consists of
a wheel base assembly and a side rim assem-
bly secured together with a lock ring.
The wheels and brakes provide a system for

rolling and stopping the aircraft. The brakes
can be actuated by either the power brake sys-
tem or the pneumatic emergency brake system.
The power brake system is monitored by an an-
tiskid brake system.

TRUNNION
SUPPORT
BEARING
WASHER
ACTUATOR
TRUNNION
PIVOT
TRUNNION PIN
SUPPORT
ROLL PIN
PIVOT
PIN BOLT
DOOR LINKAGE
WASHER
KEY
WAY
ROLL PIN
BEARING
BEARING
Figure 32-2. Main Gear Assembly

LANDING GEAR Landing gear position and warning indicators

alert the flight crew of the position of the land-
ing gear.
DESCRIPTION
The main landing gear provides the major sup- COMPONENTS
port for the aircraft while on the ground (Figure
32-2). Each main landing gear strut has a me- Main Gear Assembly
chanically operated door that is linked to the
main gear strut. Each main landing gear consists of a trun-
nion, trailing link, and shock strut. The gear
Each main gear consists of a single wheel is hydraulically operated and retracts inboard.
assembly and an oil-air (nitrogen) strut. The The main landing gear has three attach points
nose gear tire is chined for water and slush in the wing, one on each side of the trunnion
deflection. and one on the actuator. The landing gear piv-
ots on trunnion pins, which are in the bearing
The nose landing gear provides support for supports. The shock strut assembly is an air-
the nose of the aircraft while on the ground. The over-oil strut containing a metering pin and ori-
nose gear has three doors. The aft “spade” door fice, which varies the resistance to shock
is linked to the nose gear strut and extends and according to severity.
retracts with the strut. The two forward side
doors for the nose gear are actuated through a The gear has a mechanical latching mechanism
system of link rods and torque tubes and are in the up position. The actuator has a self-
mechanically opened and closed as the nose locking provision in the gear-down position.
gear extends and retracts. This mechanical lock holds the gear in the
down position; hydraulic pressure ensures the
The steering system controls the direction of security of the gear position.
movement of the aircraft on the ground.
Main Gear Door
Extension and retraction of the landing gear
is accomplished by actuators powered by the The main landing gear door is attached to the
aircraft hydraulic system. The actuators for wing structure and the main landing gear trun-
each gear incorporate internal mechanical nion. When the gear is extended, the door opens.
downlocks to hold the gear in the extended po- When the gear is retracted, the door closes.
sition. The gear is held retracted by mechan-
ical uplocks that are spring-loaded to lock and
hydraulically release. The extension and re-
traction system includes operating controls,
valves, cables, and plumbing.
Components of the landing gear include:

• Main gear assembly
• Main gear door
• Main gear actuators
• Landing gear uplocks
• Nose gear assembly
• Nose gear doors
• Nose gear actuator

UPLOCK HOOKS LOCKED

BALL SEATED
SEQUENCE NOT ACTUATED

NO FLOW TO
GEAR
ACTUATOR
PRESSURE
UPLOCK HOOKS UNLOCKING

BALL SEATED
UPLOCK HOOK
GEAR RETRACT CONNECTION
LINE CONNECTION NO FLOW TO
FROM GEAR ACTUATOR GEAR
RETRACT PORT ACTUATOR
PRESSURE
UPLOCK HOOKS UNLOCKED

BALL UNSEATED
SEQUENCE ACTUATED
FREE FLOW TO
GEAR
ACTUATOR
Figure 32-3. Main Gear Actuators

Main Gear Actuators uplock mechanism. Manual uplock hook re-

lease is accomplished by a cable attached to
The main gear actuators (Figure 32-3) are in- the uplock mechanism. This cable is routed to
board of each main landing gear. The actua- a T-handle in the cockpit, allowing manual ac-
tors are normally actuated hydraulically. tivation of both the main and nose landing gear
During emergency (auxiliary) extension, the uplock hooks simultaneously.
actuators are operated pneumatically. When the
actuator extends, the gear extends to the down- An unlock and sequence actuator is at each
and-locked position. landing gear uplock hook. The mechanical
uplock hook must fully release the landing
The actuator has an integral locking mecha- gear hydraulic pressure passes on to the gear
nism that locks the landing gear in the full actuator. A check valve in the uplock and se-
extended position. When hydraulic pressure is quence actuator prevents the passage of hy-
applied to the actuator retract port, pressure draulic fluid until the uplock hook is fully
overcomes an internal spring, allowing the released and the sequence actuator rod has re-
lock to move. While hydraulic pressure con- tracted far enough to unseat the check valve.
tinues, the actuator piston applies force on Reverse hydraulic flow during gear retraction
the locks, moving them into the unlock posi- unseats the check valve and permits passage
tion and allowing the actuator to fully retract. of returning fluid.
An electrical downlock switch is on the bot- Maintenance for the left and right main landing
tom of the actuator. The switch is actuated by gear uplock assemblies is the same. The hy-
the keylocks and electrical circuitry. Position draulic uplock and sequence actuators are iden-
lights in the cockpit indicate to the pilot when tical for all three landing gear uplock hooks.
the landing gear is down and locked.
Landing Gear Uplocks

Three landing gear uplocks are mechanical
hook-type latches that hold the gear in the re-
tracted (up) position. The hooks are spring-
loaded to a locked position as the gear is
retracted. Once the gear is fully retracted, an
uplock switch opens the retract circuit and re-
leases hydraulic pressure. During normal gear
extension, the uplock and hydraulic sequence
actuator unlock the hooks to release the gear
before directing hydraulic pressure to the gear
actuator. During emergency (auxiliary) gear
extension, the uplock hooks are manually re-
leased by a pull cable overcoming the uplock
hook spring.
The landing gear uplocks are spring-loaded to

lock the gear in the up position and manually
or hydraulically actuated to unlock the gear.
The uplock hooks automatically lock the gear
when the gear unlock rollers contact the un-
lock hooks. Releasing the gear from the uplock
hooks is normally accomplished by an uplock
and hydraulic sequence actuator attached to the

STEERING GEARS
SHIMMY DAMPER
STEERING UNIVERSAL
FORWARD DOOR JOINT
LINKAGE TUBE
EXTEND/RETRACT
ACTUATOR
TRUNNION
AFT DOOR LINKAGE
BONDING JUMPER
FORK-NOSE WHEEL
TIE STRAP
TORQUE LINKS
Figure 32-4. Nose Gear Assembly

Nose Gear Assembly A shimmy damper is attached to the strut to

dampen rapid movements of the nose wheel.
The nose landing gear consists of a wheel and
tire attached to a shock strut mounted on a
trunnion (Figure 32-4). Torque links connect Shock Strut
the strut cylinder to the wheel fork. The torque The shock strut has a hydraulic chamber to ab-
links hold the wheel in alignment with the sorb landing shock. A metering pin, extending
strut cylinder to steer the aircraft. The gear is into the top of the piston, controls the flow of
hydraulically operated and retracts forward. fluid between the piston and cylinder. The me-
tering pin is tapered. When the strut is fully ex-
The nose landing gear has three attach points, tended, the small diameter of the metering pin
one on each side of the trunnion and one on provides a large orifice to allow rapid movement
the hydraulic cylinder. The trunnion rotates on of the strut for the initial contact on landing.
teflon-lined bearings. The nose landing gear As the strut is compressed, the diameter of the
is hydraulically retracted and extended. The metering pin increases, restricting the orifice.
nose gear can also be released for free fall or The lower volume of fluid passing through the
pneumatically extended. The actuator is at- orifice slows the movement of the shock strut.
tached between the trunnion and the airframe When the strut extends after takeoff, the orifice
structure. The nose landing gear retracts for- slows the movement to prevent damage when
ward with the hydraulic actuator located on the the limit is reached.
aft side. When the hydraulic actuator retracts,
it pulls the gear to the extended position. The shock strut has an air chamber that provides
Extension of the actuator pushes the gear to spring energy and is inflated through an air
the retracted position. valve. The compressed air supports the air-
craft and acts as a spring to support aircraft
The gear has a mechanical latching mecha- weight. An isolation piston moves inside the
nism in the up position. The hydraulic actu- shock strut piston to separate the air and oil
ator has an integral locking mechanism in the chambers.
retracted position to hold the gear in the ex-
tended position without hydraulic pressure
or mechanical devices.
One door covering the aft part of the wheel well

is linked directly to the nose landing gear strut
and remains open when the gear is in the down
position. Two doors cover the forward por-
tion of the wheel well opening. These two
doors are linked mechanically to the nose
landing gear trunnion and are closed when the
gear is in either the up or down position.
The nose landing gear is used for steering and

towing the aircraft. The steering gear assem-
bly, bolted to the top of the cylinder, provides
a towing stop. Forcing the nose landing gear
into a turning radius beyond the stop shears the
bolts attaching the steering gear assembly to
the cylinder. The damaged bolts must be re-
placed prior to the next flight.

BOLT
NAS1149F1232P
WASHER
RETAINING
RING
WASHER
NUT
NOSE LANDING
GEAR SHIMMY
DAMPER
SLEEVE
COTTER PIN
NOSE LANDING
GEAR TRUNNION
CHECK O-RING AND

VALVE O-RING BACKUP RETAINER
RETAINER CAP
CAP
MAKE-UP PISTON
REDUCER SPRING
FITTING PISTON
O-RING SCREW
HEAD ORIFICE
BEARING PLUG ORIFICE
PISTON ROD
SEALING
WASHER
BACKUP RETAINER
SCRAPER RING HEAD

AND LOCK RING BEARING
HOUSING O-RING
RETAINING RING RETAINING RING
Figure 32-5. Shimmy Damper

Shimmy Damper NOTES

The nosewheel shimmy damper (Figure 32-5)
is a hydraulic unit designed to absorb and
dampen nosewheel shimmy during aircraft
takeoff, landing, and taxi. The damper cylin-
der and piston are on a rotating steering gear
at the top of the landing gear strut assembly.
The piston rod is bolted to a fixed arm on the
landing gear trunnion. The nose landing gear
shimmy damper incorporates a piston with an
orifice to restrict fluid movement when the pis-
ton moves through a hydraulic-fluid-filled
cylinder. The restricting action dampens rapid
movements of the nosewheel. The damper also
has a compensating chamber consisting of a
makeup piston, spring, check valve, and relief
valve. The chamber relieves thermal expansion
of the hydraulic fluid.
Nosewheel shimmy is transmitted through the

shock strut to a steering gear on top of the strut
assembly. As the steering gear turns, the bar-
rel of the shimmy damper slides left or right
along the piston rod. The fluid within the bar-
rel is forced through an orifice in the damper
housing. The restricted fluid flow through the
orifice absorbs and dampens the movement of
the barrel, steering gear, and nose gear wheel.
The shimmy damper is on the nose gear steer-

ing assembly (Figure 32-5) with the shimmy
damper rod end attached to the trunnion.
Access to the shimmy damper is through the
nose baggage compartment access panel.
In the event of a nose landing gear shimmy

damper malfunction or excessive leakage, re-
move the shimmy damper and refer to the
Component Maintenance Manual for repair.

FORWARD DOOR TORQUE TUBE

LINKAGES BELLCRANK
TRUNNION TO
BELLCRANK
LINKAGE
TRUNNION
AFT DOOR
LINKAGES
FORWARD DOORS AFT DOOR
HINGE ARMS
EXTENDED POSITION
FORWARD
DOOR TRUNNION TO
LINKAGES BELLCRANK
LINKAGE
AFT DOOR
LINKAGE
AFT DOOR
RETRACTED POSITION
Figure 32-6. Nose Gear Door Operation

Nose Gear Doors NOTES

The two main nose landing gear doors (Figure
32-6) enclose the nose landing gear wheel well
when the gear is retracted or extended. When
the doors are closed, they fit flush with the
fuselage skin. The doors are hinged to the air-
craft structure and are actuated by linkage at-
tached to the nose landing gear.
The nose landing gear doors are constructed

of honeycomb cores, bonded doublers, and
skin panels. Two hinges are on each of the
three doors, attaching them to the fuselage
structure. Electrical bonding of the doors is
through bond straps attached to the doors and
aircraft structure.
Three doors enclose the nose wheel well when

the nose landing gear is in the retracted posi-
tion. Two nose landing gear doors cover the
forward portion of the wheel well and the
spade door covers the aft portion. The two
nose landing gear doors are linked to a torque
tube bellcrank, which is linked to the nose
landing gear trunnion. The spade door is me-
chanically linked to the nose landing gear
trunnion, below the gear actuator attach fitting,
and only closes when the gear is retracted.
The left and right nose landing gear doors are

opened and closed through a linkage attached
to a torque tube. The torque tube is connected
to the nose gear through a linkage. When the
gear is raised and lowered, the torque tube is
rotated, causing the doors to open and close. The
spade door is connected directly to the nose
landing gear. The left and right nose landing
gear doors are normally closed, except during
nose landing gear extension or retraction.

SUPPORT BOX FITTING

(UNDER COCKPIT
FLOORBOARD PANEL)
NOSE LANDING
GEAR ACTUATOR
BOND STRAP
ROD END
EXTEND LINE
DOWNLOCK
SWITCH
CLAMP
BOOT
LOCKNUT
NOSE LANDING GEAR

STRUT FITTING
Figure 32-7. Nose Gear Actuator

Nose Landing Gear Actuator NOTES

The landing nose gear actuator (Figure 32-7) is
aft of the nose gear assembly. The actuator is
enclosed in a cone-shaped housing or boot ex-
tending aft from the forward pressure bulkhead.
A bolt securing the aft end of the actuator is at
the small end of the housing/boot. Access to the
bolt is through cockpit floorboard panels.
The actuator is normally activated hydrauli-

cally. During emergency extension of the gear,
the actuator is activated pneumatically. The use
of a single shuttle valve in the system at the man-
ifold admits pressure from either source. When
the actuator piston retracts, the nose gear extends
to the down-and-locked position. The fittings to
the actuator are standard AN815 unions. An in-
sert restrictor is in the retract line just outside
the nose wheel well.
The nose gear actuator has an internal lock-

ing mechanism to lock the gear in the full ex-
tended (down) position. The nose gear actuator
has only the electrical downlock switch to in-
dicate that the actuator internal locking mech-
anism has the gear down and locked. The
downlock switch is not field-adjustable.
Landing Gear Control Valve

The landing gear control valve determines
which direction hydraulic fluid flows to the ac-
tuators. A spool valve within the control valve
is positioned by two solenoids and controls the
pressure and return flow direction in the sys-
tem. Deenergized (electrical power off), the
spool valve maintains a neutral position block-
ing the hydraulic inlet port. When the retract
or extend solenoids are energized, hydraulic
pressure is directed to the gear actuators to ex-
tend or retract the gear.
The landing gear control valve functions with

an 18- to 30-VDC power source. The internal
selector spool in the control valve maintains
a neutral position until hydraulic inlet pressure
repositions the spool. The position of the spool
depends on which solenoid (retract/extend)
is energized.

GEAR SELECTOR
A SWITCH (SI003)
SOLENOID
PLUNGER
LANDING GEAR
CONTROL HANDLE
SOLENOID
(WI001) A
LANDING GEAR CONTROL

LANDING GEAR CONTROL RETRACT SWITCHES
HANDLE PIVOT POINT (SI053 AND SI054)
CAM
LANDING GEAR CONTROL PIN

EXTEND SWITCHES
(SI051 AND SI052)
VIEW A-A
Figure 32-8. Landing Gear Control Handle

CONTROLS AND INDICATIONS Gear Down Indication

Electrical power is present at each safe light
Landing Gear Control Handle when the GEAR CONTROL circuit breaker on
The landing gear normal retraction/extension left CB panel is engaged. A switch provides
system is controlled electrically by the action an individual ground circuit, which causes the
of the landing gear control handle (Figure 32- indicator light to illuminate when the landing
8). The landing gear control handle assembly gear actuator locks are in the down position.
includes retract and extend switches, a gear se-
lector switch, and a control handle locking
solenoid. The landing gear control handle Gear Unsafe Indication
locking solenoid prevents the handle from The GEAR UNLOCKED indicator has two
moving to a gear-up position while the aircraft bulbs in parallel for continued operation should
is on the ground. either light burn out. The indicator illuminates
when any of the following conditions exists:
The landing gear control handle actuates elec-
tric switches that open and close circuits con- • Gear selector switch is in the down posi-
trolling the retract and extend solenoid on the tion and one or more gear are not in the
landing gear control valve. The control han- down-and-locked position.
dle is spring-loaded in either the retract or • Gear selector switch is in the up position,
extend position. To move the control handle one or more gear are not up and locked
from one position to another, it must be pulled and one or more gear are not down and
outward to allow a pin on the handle to move locked. At least one gear has unlocked
over a cam. The pin actuates either the retract from the down position but has not
or extend switch, depending on which detent moved to the up-and-locked position.
the control handle is in. • Aircraft is on the ground, the gear is in
the down-and-locked position and the se-
A gear select solenoid on the landing gear lector switch is in the up position.
control handle assembly has a spring-loaded
plunger that prevents movement of the control • Rotary TEST knob is in the LDG GEAR
handle while the aircraft is on the ground. The test position. This position provides a
solenoid is activated by a landing gear squat separate power source to the GEAR UN-
switch and receives electrical power from the LOCKED indicator, and the gear test
gear position and warning electrical system. relay provides a ground regardless of the
position of other switches in the system.
A gear selector switch is also on the landing gear
control handle assembly and controls the land-
ing gear up or down indicator lights. The gear
selector switch is a primary component of the
gear position and warning electrical system.
Landing Gear Position

Indication
The landing gear position system provides a
visual indication of status of the landing gear.
Three green (gear safe) lights (L, R, and
NOSE) are on the LDG GEAR control panel
at the bottom of the instrument panel.

ACTUATOR
ASSY, NLG
UPLOCK
PNEUMATIC
STORAGE AND
CHECK/BREATHER CONTROL SYSTEM
VALVE
NOSE
LANDING
GEAR
ACTUATOR
LOADING VALVE
PRESSURE SWITCH ACTUATOR

ASSY. MLG
ACTUATOR UPLOCK
ASSY, MLG
UPLOCK
REGEN
SHUTTLE REL VALVE, SYS
VALVE
CONTROL V, LG
REGEN
SHUTTLE
VALVE
SHUTTLE V
DUMP V.
LEFT MAIN LANDING PNEUMATIC RIGHT MAIN LANDING
GEAR ACTUATOR CONTROL V GEAR ACTUATOR
49° SPEED BK 49°
68° 68°
LEFT SPEEDBRAKE RIGHT SPEEDBRAKE
0 SOV, GND
0
15 LEFT 15
FLAP RIGHT
35 FLOW CONTROL FLAP
CHECK VALVE 35
55 ASSY
55
MANF ASSY, FLAP RET REL V, THERMAL
DUMP V, SPD BK
CHECK VALVE
FILTER, PRESS GND SVC CONTROL V, FLAP

PORT PRESS
RESERVOIR LEVEL IND MANIFOLD ASSY, HYD
FILTER, RTN
RESERVOIR VENT V
RESERVOIR REL V
CV, RTN
GND SVC PORT, RTN
GND SVC PORT
O’BD DUMP
FLOW SWITCH/CV
SECONDARY FILTER FILTER, GEAR RTN

CV, SUCTION
CV, RTN
M M
PUMP, ENG DR, HYD
FIREWALL
SHUTOFF V
Figure 32-9. Hydraulic System Schematic

Gear Warning Aural Indication The uplock and sequence actuators unlock the
uplocks and direct hydraulic pressure to the
The landing gear warning horn sounds when extend side of the landing gear actuator pis-
any of the following conditions exists: tons until each gear is fully extended and the
• The aircraft airspeed is below 130 knots gear downlock switches are actuated.
(241 km/hr), either or both throttles are
retarded below 85% N 2, and one or more When all downlock switches are actuated, the
landing gear are not down and locked. electrical circuit opens, removing power from
the extend solenoid of the landing gear control
The warning horn may be silenced for valve and to the hydraulic system loading valve
this condition by depressing the HORN solenoid. This causes the hydraulic system
SILENCE button on the gear control loading valve to open. While the landing gear
panel. The horn resets if the throttle(s) is down and locked, only the internal locks in
is advanced to (or above) 85% N 2 .
the gear actuator hold the gear extended.
Closing (depressing) the HORN SI-
LENCE button energizes two horn si-
lence relays that stop the warning horn. Hydraulic Gear Retraction
Two relays (one for each throttle) re- When placing the landing gear handle up, an
main energized as long as the throttles electrical circuit is completed through the par-
are below 85% N 2 . Advancing the throt- allel gear uplock switches, the retract solenoid
tles deenergizes their respective relays, of the landing gear control valve, and the hy-
allowing the warning horn to sound draulic system loading valve. The loading
again if the throttle(s) is moved below valve solenoid, when energized, closes the
85% N 2 . valve and routes full-flow hydraulic fluid to
• The flaps are extended beyond the ap- the gear control valve. The retract solenoid
proach position (15%) and the gear is not winding of the landing gear control valve,
down and locked. In this condition, the when energized, positions the flow ports in the
warning horn cannot be silenced by control valve and directs hydraulic pressure to
pressing the HORN SILENCE button. the retract side of the gear actuator pistons, also
• The aircraft is on the ground, the gears are releasing the actuator internal downlock.
in the down-and-locked position, and the
selector switch is in the up position. Hydraulic pressure continues until each land-
ing gear is retracted and the uplock switches
are actuated. When all gear uplock switches
OPERATION are actuated, the circuit is opened. This re-
moves power from the retract solenoid wind-
Hydraulic Gear Extension ing of the landing gear control valve and to the
hydraulic system loading valve solenoid and
When placing the landing gear control handle causes the hydraulic system loading valve to
down, an electrical circuit is completed open. While the landing gear is up and locked,
through the parallel gear downlock switches, only the uplock hooks hold the gear retracted.
the extend solenoid of the landing gear con-
trol valve, and the hydraulic system loading
valve (Figure 32-9). The loading valve sole-
noid, when energized, closes the valve and
routes full-flow hydraulic fluid to the landing
gear control valve. The extend solenoid of the
landing gear control valve, when energized,
positions the flow ports in the control valve and
directs hydraulic pressure to the individual
uplock and sequence actuators.

CONTROL SCREW PNEUMATIC BOTTLE

VALVE BRACKET
LEVER
LEVER RELEASE
VENT LINE BRACKET
(OVERBOARD)
AUXILIARY GEAR EXTENSION
CLAMP CONTROL CABLE
BOLT
RELIEF VALVE
WASHER
NUT
BACKUP
RING
PACKING
O-RING
AUXILIARY
GEAR PRESSURE
EXTEND GAGE
LINE
VENT-FILLER
VALVE
BRAKE AIR
PRESSURE LINE
AIR BOTTLE
CONTROL VALVE
FILLER VALVE
BOTTLE CLAMP
EMERGENCY (AUXILIARY)
AIR STORAGE BOTTLE
MOISTURE BLEED VALVE
Figure 32-10. Emergency Extension Bottle Installation

Emergency Gear Extension The emergency extension lines remain pres-

surized until the high-pressure air is released
The emergency gear extension system con- by depressing a button and positioning the con-
sists of two subsystems. Utilizing the cable- trol handle on the air storage bottle to the nor-
operated system (actuated by the T-handle), the mal position. The control handle on the bottle
uplocks release and the gear free falls to a latches in the release position, requiring that
down-and-locked position. Pneumatic pres- the control handle on the emergency (auxiliary)
sure supplied from a storage bottle released air storage bottle be reset to return the handle
into the gear actuators by the T-handle en- to the normal position. The high-pressure air
sures the down-and-locked condition. storage bottle supplies air to the auxiliary brake
system, as well as to the auxiliary landing gear
Emergency operation of the landing gear is re- extension system.
stricted to extending the gear. The operation
of two manual controls is required: When high-pressure air is released into the
• Pulling the emergency (auxiliary) T- landing gear system, the landing gear must be
handle cycled before the next flight to purge the air
and restore the proper hydraulic fluid quantity.
• Rotating the T-handle clockwise/coun-
terclockwise to lock the T-handle out
Emergency Air Storage Bottle
Pulling the T-handle overrides (compresses) The emergency (auxiliary) air storage bottle
the springs on the gear uplock hooks, releas- is on the forward side of the forward pressure
ing the hooks and allowing the landing gear bulkhead (Figure 32-10). The emergency stor-
to fall from the wheel wells under gravity. age bottle holds 75–100 cubic inches
When rotating the T-handle to the locked po- (1,229–1,639 cubic centimeters) of nitrogen
sition, a groove in the T-handle control as- at 2,000 psi (13,790 kPa). A relief valve rup-
sembly aligns with the mounting shaft, tures and releases excessive pressure at 4,000
permitting pulling the emergency (auxiliary) psi (27,580 kPa).
control knob (nitrogen).
Emergency gear extension lines are connected
Pulling the emergency (auxiliary) control knob to a vent line while the air storage bottle con-
actuates the emergency (auxiliary) air storage trol lever is in the normal position. The vent
bottle. High-pressure air is released to the ex- line provides a route for venting the air exten-
tend side of the landing gear actuating pistons, sion chambers of the main gear actuators dur-
ensuring that the gear is driven to the down- ing hydraulic operation of the gear.
and-locked position. At the same time, air
pressure positions the dump valve, permitting The relief valve is not reusable after rupture,
hydraulic fluid from the actuators to return di- and either the relief valve and/or the complete
rectly to the hydraulic reservoir. emergency (auxiliary) air storage bottle must
be replaced.

Figure 32-11. Regenerative Shuttle Valve

Dump Valve NOTES

When the landing gear is extended by the
emergency (pneumatic) system, return hy-
draulic fluid from the gear actuators is forced
back to the hydraulic reservoir through the
dump valve. The dump valve is connected to
the gear retract line, hydraulic system return
line, and pneumatic extension line. Pneumatic
gear extension pressure of 200 psig (or more)
at the dump valve inlet port opens the dump
valve to pass hydraulic return fluid with
0–1,500 psig at the inlet port.
Regenerative Shuttle Valve

The regenerative shuttle valve (Figure 32-11)
assists with manual gear release (or free fall).
The regenerative shuttle valve eliminates forc-
ing the retract fluid through the system and
back into the pressurized reservoir. The shut-
tle valve has a normally open path from the re-
tract side of the actuator back to the extend side
of the actuator. Consequently, during free fall,
the retract fluid is forced out of the actuator,
through the regenerative shuttle valve, and
into the extend side of the actuator. There is
no back pressure to overcome and the extend
side of the actuator draws the retract fluid out
of the actuator.
The valve incorporates a shuttle valve to accom-

plish normal operation. A direct path from re-
tract to extend exists while the valve is static.
When a gear retract is commanded, the retract
pressure shuttles the valve to block the passage-
way to the extend side and the pressure is routed
directly to the retract side of the actuator.

CONTROL
HANDLE
NOSE LANDING GEAR

UPLOCK CABLE MOUNTING
SHAFT
WASHER
WASHER
PIN
NUT
PULLEY
SCREW BRACKET
PULLEY
MAIN LANDING GEAR
PIN UPLOCK CABLE
PULLEY
CABLE ASSEMBLY
PULLEY
PULLEY
TURNBUCKLE
PIN
SCREW
Figure 32-12. Emergency Extension Handle Assembly

Emergency Gear Extension Handle NOTES

The emergency (auxiliary) gear control con-
sists of a T-handle (Figure 32-12) to unlock the
gear uplock hooks and a round collar to release
high-pressure air from a storage bottle. The
gear blowdown collar cannot be pulled until
the T-handle has been pulled and turned to
the locked position. The T-handle is connected
to the uplock hooks by a cable system. The gear
blowdown knob is connected to the air bottle
valve lever by cable.
The emergency (auxiliary) extension of the

landing gear is manually and pneumatically ac-
tuated. Operation of the emergency gear ex-
tension is accomplished in two steps:
1. The pull-type T-handle connects directly
by cable to each landing gear uplock
hook. Pulling the T-handle unlocks the
uplock hooks and allows the landing
gear to free fall to the extended (down)
position.
2. The pull-type knob behind the auxil-
iary T-handle connects by cable to a
control lever on a emergency (auxil-
iary) air storage bottle. Pulling the round
knob actuates the storage bottle con-
trol lever. High-pressure air is routed to
a shuttle valve, which introduces air
into the hydraulic supply line, extend-
ing the actuators. Hydraulic fluid on
the return side of the pistons is directed
through a dump valve, which allows the
fluid to return directly to the hydraulic
reservoir.

BOLT
FITTING
STEERING ARM BUNGEE
WASHER
SELF-LOCKING
NUT COTTER PIN
WASHER
NUT
NUT
CABLE
COTTER CLEVIS
PIN
UPPER CONTROL
CABLE
BOLT
WASHER BELLCRANK
SUPPORT
SCREW
LOWER
CONTROL
CABLE
NUT
TURNBUCKLE
COTTER PIN
TURNBUCKLE
CLEVIS
WASHER BOLT
Figure 32-13. Nosewheel Steering

NOSEWHEEL STEERING Steering Universal Joint

The steering universal joint transmits steering
DESCRIPTION control to the wheel. Upon retraction, it auto-
matically centers the nose gear. With the nose
Selected engine thrust, rudder pedal nose- gear retracted, it allows the rudder pedals to
wheel steering, and brakes provide directional operate without moving the nosewheel.
control of the aircraft. Nosewheel steering is
through cables connected to the rudder ped-
als at both pilot stations. The nosewheel steer- Steering Gears
ing turning limit is limited by rudder stops. The Steering gears on top of the trunnion transmit
turning limit is approximately 20° either side steering control to the strut. Bolts in the trun-
of center. A bungee spring allows the nose nion stop the gears when the turning limit is
gear to turn past the limits of the rudder con- reached. The bolts are designed to shear when
trol cables (Figure 32-13). the turning radius is exceeded while the air-
craft is being towed. A shimmy damper con-
The centerline of the steering universal joint nected to the front gear prevents steering
aligns with the centerline of the trunnion sup- oscillations.
porting bolts. When the nosewheel retracts, the
lower half of the steering universal joint re-
mains in position while the upper half, pivot- NOTES
ing with the strut, is moved to the center
position and automatically centers the nose-
wheel. With the nosewheel fully retracted, the
upper half of the steering universal joint and
the nosewheel remain stationary. The lower
half of the steering universal joint moves
freely, permitting normal operation of the rud-
der pedals.
COMPONENTS
Bellcrank
The bellcrank is on a mounting bracket on the
left side of the nose wheel well. Cables from
the rudder pedals connect to the top and bot-
tom ends of the bellcrank, with the bungee
connected to the upper end.
Bungee
The bungee is a spring-loaded rod transmitting
steering control from the bellcrank to the steer-
ing arm. The spring allows the nose gear to turn
past the limits of the control cables when the
aircraft is being towed.

WHEEL BASE
ASSEMBLY SIDE RIM
THERMAL ASSEMBLY
FUSE PLUG
LOCK RING
INFLATION
VALVE
INSERT
HUBCAP
(WITH ANTISKID
DRIVE CLIP)
HEAT
SHIELD
OVERINFLATION
PLUG
PREFORMED
O-RING SEAL
Figure 32-14. Main Gear Wheel

WHEELS The aircraft uses a 22” x 8.25”–10” tubeless

12-ply rated ribbed tread tire.
DESCRIPTION Nose Landing Gear Wheel

Main Gear Wheel The nose landing gear wheel consists of two cast-
The main landing gear wheels are a tubeless aluminum halves. The two wheel halves are se-
lock-ring assembly constructed of forged alu- cured together with bolts, washers, countersunk
minum. Each wheel assembly consists of a washers, and self-locking nuts.
wheel base and a side rim assembly secured to- An O-ring is on one wheel half, providing an
gether with a lock ring (Figure 32-14). An in- air seal at the junction of the two wheel halves.
f l a t i o n va l ve i s i n t h e o u t e r w h e e l b a s e One wheel half has an inflation valve. Each
assembly. wheel half is individually balanced at the time
of manufacture, permitting the wheel halves
The main landing gear wheel base assembly to be assembled in any position relative to one
and side rim are sealed when assembled to- another, and allows interchanging of wheel
gether by a preformed packing (O-ring) in the halves without the need for rebalancing.
mating surface of the wheel base assembly.
The wheel rotates on two tapered roller bearings.
The wheel rotates on tapered roller bearings. The roller bearing cup shrink-fits into the hub
The bearing cups shrink-fit into the hub of of each half. The bearings are protected from dirt
each wheel half. The bearings are protected by bearing seals built into the bearing.
against dirt, moisture, contamination, and loss
of lubricant by a steel-reinforced rubber bear- The aircraft utilizes an 18” x 4.4” DD tube-
ing seal on the inboard side and the hub cap less dual deflector rib chine tread tire with
on the outboard side. The inboard bearing and 10-ply rating.
seal are positioned against the brake housing
bushing. A preformed seal prevents grease
from entering the cavity between the halves.
Inserts over bosses in the inner wheel half en-

gage drive slots in the brake disk, rotating
them as the wheel turns. The inserts are at-
tached to the bosses with screws, washers, and
nuts. An overinflation plug is 180° from the in-
flation valve on the wheel base assembly.
Thermal fuse plugs are in the drive lugs of

the wheel base assembly. The thermal fuse
plugs melt at a predetermined temperature to
prevent tire overinflation caused by a brake
overtemperature condition.
The main gear wheel assembly has inspection

requirements at specific intervals. For the in-
spection requirements and more detailed in-
formation concerning the main landing gear
wheel, refer to the BFGoodrich wheel and
brake publication.

RUDDER
MIXER
PEDAL
ASSY
ASSY
LEGEND
BRAKE CABLES
METERED BRAKE PRESSURE
ANTISKID PRESSURE
PNEUMATIC PRESSURE
CABLE LINES
PRESSURE BRAKE
INPUT METERING RETURN PNEUMATIC
VALVE BOTTLE
OVERBOARD
VENT
PARKING
BRAKE TO EMERGENCY
KNOB GEAR EXTEND
SYSTEM EMERGENCY
BRAKE VALVE
ANTISKID
PRESSURE CONTROL
INPUT VALVE RETURN
RH WHEEL
AND BRAKE
ASSY
PARKING
BRAKE
VALVE
LH WHEEL
AND BRAKE
ASSY
Figure 32-15. Brake System Schematic

BRAKES NOTES
DESCRIPTION
The Citation 525B aircraft uses hydraulically
powered main landing gear brakes. Crew inputs
to the brake metering valve are mechanically
transmitted via a series of cables from the toe
brakes on the rudder pedals (Figure 32-15).
The brake metering valve regulates hydraulic

pressure to the brakes based on pilot or copi-
lot input. An electronic antiskid system mon-
itors the main gear wheel speeds and reduces
brake pressure as necessary to optimize stop-
ping distance and prevent wheel lockup.
A parking brake valve traps pressurized fluid

in the brake lines and is controlled by a knob
in the cockpit.
The pneumatic brake system is a backup sys-

tem that supplies pressure to the brake assem-
blies during hydraulic brake system failure. It
supplies pressurized nitrogen from a bottle in
the nose directly to shuttle valves on the brakes
and is controlled by a lever in the cockpit.

BATT CABIN OIL PRESS CABIN FLAPS BAGGAGE BAGGAGE EMER EMER BLD AIR ENG ENG T2
LH O'TEMP ALT WARN DOOR >35° SMOKE DOOR EXIT PRESS ON O'HEAT ANTI-ICE HTR FAIL RH
DOOR NO FWD AFT STBY P/S FRESH L R L R
ENG > 160° L R SEAL TAKEOFF HTR OFF AIR L R ENG
FIRE ENG CTRL F/W GEN HYD FLOW HYD PRESS P/S HTR W/S AIR WING WING FIRE
SYS FAULT SHUTOFF OFF LOW ON OFF O'HEAT O'HEAT ANTI-ICE
L R SPD BRK GROUND AOA HTR
L R L R L R EXTEND IDLE L R FAIL L R L R
BOTTLE 1 RUDDER PWR BRK FUEL LOW FUEL FUEL FUEL LOW FUEL FLTR FUEL AFT TAIL DEICE TAIL DEICE VIDEO
FAIL
BOTTLE 2
BIAS LOW PRESS PRESS BOOST ON TRANSFER LEVEL BYPASS GAUGE J-BOX FAIL PRESS
ARMED ANTISKID AIR DUCT AUDIO ARMED
PUSH INOP L R L R L R L R L R LMT CB O'HEAT L R FAIL PUSH
Collins Collins
N1 %RPM Collins BRT

HDG 1/2 BANK B/C FLC ALT HDG 1/2 BANK B/C FLC ALT
MASTER MASTER MASTER MASTER
WARNING CAUTION 0.0 0.0 CRS 360 138 HDG 360
COM1 OFF IDENT
CAUTION WARNING
RESET RESET STD 126.900 124.650 RESET RESET
NAV APPR FD VNAV VS L R 80 NAV APPR FD VNAV VS
25 SEL
A DME-H
N584CJ3 60
D
F E
12 15
S 114.00
NAV1
108.10
N584CJ3
Collins 10 10 1500 Collins
1 1 6 21
13 80 ATC 1 TCAS 1/2
40 60 24
9 N 3 1200 TA/RA
10 10 REL
A N W N763CJ
1000
V 33 30
1.0 NEXT PAGE ADF 1330.0
ANGLE OF .8 ROLL AP PTCH BARO BARO ROLL PTCH
17:20
ATTACK
USH USH
––––– CRS HDG –––––
P
.6 M
1 0 0 0 0
80 STD STD 80 T O TA L H O U R S
GMT LT FT ET 20 4 20 4
.4 Collins
.2
60
5 00 2
Collins BRT 60
5 00 2
10 ENG ENG
10
1 1
OFF IDENT
80 COM2 60
–– 1360 126.900 124.650 –– 1340
40 N1 % ITT °C FUEL QTY 20
3 00 1 REFS
–––.– 1000 0.0 N2
% 0.0 LBS
NAV2
25 SEL
DME-H REFS 3 00 1
10 10
100 900 OIL PSI OIL °C 2000 114.00 108.10
2 2
2 00 MENU DATA T T MENU DATA 2 00
20 O 90 O 800 1500 ATC 1 TCAS 1/2
20
COM1 COM2 COM3 HF CAB PA 0 4 ADV
USH
USABLE 1200 TA/RA
ADV
USH
0 4 COM1 COM2 COM3 HF CAB PA
FUEL
P
P
70 1000 REL
29.92 ELECT 700 ELECT
29.92
S
HDG 170 137 0 0 25 25 4710 N763CJ HDG 137 138
NAV1 NAV2 DME1 DME2 MKR ADF1 ADF2 50 LBS NAV1 NAV2 DME1 DME2 MKR ADF1 ADF2
500 NEXT PAGE ADF 1330.0
600 23 °C 23
VOR1 15
30
400 FUEL VOR2 15
CRS 166 12 0 PPH 0 0 0 CRS 245 12
INPH V BOTH ID ST VOX MUTE SPKR HDPH S NAV/BRG 0.0 0.0 200 NAV/BRG S INPH V BOTH ID ST VOX MUTE SPKR HDPH
E
– – – – NM – – – – NM
21
21
RADAR RADAR
6
6
FORMAT FORMAT
VOLTAGE SEL GARMIN GPS 500
VOR1 HDG 137 137 15
24
24
BATT 12
L R TERR CRS 166 TERR
3
3
GCS WPT GCS
GEN GEN PRESET WPT PRESET
LX/RDR LX/RDR
FMS1 TERRAIN TTG – – : – – S RNG FMS2 TERRAIN
TILT RANGE TILT RANGE
W
TEST N – – – – NM DTK
N
E
ADF TFC USH PWR DTK
°M USH ADF TFC ELT
30 30
DC DC DC ACTIVATED
°M
P
33
P
AUTO AUTO
33
VOLTS AMPS AMPS TA ONLY TILT TILT TA ONLY WHEN LIT
OFF
FIRE ADF TRK D ADF
EMERGENCY USE ONLY
EMERGENCY USE ONLY

KCVG
ANNU WARN 5 CVG 005°M 10
ANTI LDG DIS MENU OXY
SKID GEAR DC POWER STBY FLT AVIONICS ON
DISPLAY POWER GS 0 TAS 0 RAT 22 °C SAT 24 °C ISA+12 °C Collins
n
m
DIS
Collins
GS TAS 0 RAT 22 °C SAT 24 °C ISA+11 °C 5 15
OVER BATT ON ON 2.5 n
SPEED TEMP L GEN BATT R GEN m CLR
W/S TEMP AOA O BRT TERR GS BRT

LX/RDR ENR ENT ARM
RUDDER OFF OFF F
F
DIM PULSE LT
TA/RA 20 nm –1
0.0kt DIM 0
PSI
20 TEST/RESET
SELECT ON
BIAS 0 NT DEFAULT
AUTO OFF NAV NAV x100 WAIT 1 SECOND
SELECT ARM
RESET EMER RESET TEST OFF GPS CRS
ADF TFC SH
FUEL TRANSFER TA ONLY PU
FUEL BOOST ENGINE START IGNITION INTERCOM ADF NRST OBS MSG FPL VNAV PROC PUSH DIR T
CALL EC
OFF L DISENGAGE R PBS - 250 CRSR
L ON R L ON R
BRIEFING
O ON PLAY SELECTION
L R F START Collins
TANK TANK F DISG BRIEFING
BRT
L R NORM NORM NORM NORM DIM
ENG ENG GPWS GPWS TERR
WINDSHIELD BLEED AIR EMERGENCY LIGHTING DISPLAY FLAP OVRD G/S GPWS NORM
ANTI-ICE / DE-ICE PFD/MFD ACTIVE CANCELED TEST TERR

LEFT RIGHT NOT ARMED AHRS DADC NORM INHIB
PITOT & WINDSHIELD WING/ENGINE TAIL ARMED REV REV REV TO REV TO
STATIC AUTO PFD MFD
BLEED HI ALCOHOL ON WING XFLOW L WING/ENG R WING/ENG
SS TO TEST
O
O O O N
DIM
F F F LDG GEAR
RE
P
F F F COCKPIT AIR DIST AIR SOURCE SELECT
OFF NORM NORM UP NOSE CABIN DUMP
OFF LOW OFF OFF ENG ON ENG ON MANUAL OFF MAX OFF MAX DIM BOTH
L ENG R ENG AIR CONDITIONING
PANEL LIGHT CONTROL LIGHTS ANTI- LH RH N L R R AHRS SLAVE PANEL LIGHTING
O M AUTO PFD
L AHRS SLAVE EXTERIOR LIGHTS NORM SKID A AHRS DADC
FLOOD LTS NIGHT DIM INSTR EL STBY PASS TAIL LANDING R MANUAL L SLEW REV REV
ON SILENCE ON X O
MANUAL L SLEW BEACON ANTI-COLL NAV WING INSP SAFETY FLOOD L R FADEC FADEC SET ALT M
CH B CH B F
FL EXER
O O
GEAR
UNLOCKED F FRESH
AIR EMER MAINTENANCE
F F
F F
FADEC FADEC
FAN
OFF DOWNLOAD
RESET RESET
COMPRESSOR FAN AUTO R SLEW NORM NORM
AUTO R SLEW OFF OFF OFF OFF OFF PUSH OFF SET PRESS SYSTEM SELECT ON AFT FWD DEFOG DIM
SEAT OFF RECOG/ RECOG/ RATE
DIM DIM DIM DIM BELT TAXI TAXI DOWN ALT MANUAL UP FLOOD HI HI
M A
DEPRESSURIZE CABIN BEFORE LANDING A O
PARK BRAKE – PULL H U
N I T F
PULL RAIN CONTROL LOCK PULL EMER BRAKE PULL U F
O
A
L LOW LOW LOW
15 AUTO DOWN
20 TEMPERATURE SELECT
10 GND IDLE
4 5 6
AUX GEAR 3
25 HIGH M HOT A
7 A U
CONTROL 5
2
1
8 30 N T
0 DIFF 9 35 U O
1. PULL & TURN PRESS 40 A
0 45
TEE HANDLE NORMAL L COLD COLD
CABIN ALT
45° CW TO X 1000FT HOT
MANUAL
UNLOCK
2. PULL ROUND
KNOB TO L R
BLOW GEAR
DOWN TO TO UP 0°
A
MCT MCT F
L
A
CRU CRU P
TRIM S
NOSE T T
DOWN H H TAKEOFF
R R
PARKING
AND
O O APPROACH 15°
T T 200 KIAS
T T
T L L
O E E
BRAKE NOSE
UP IDLE IDLE
LAND
161 KIAS
GROUND
FLAPS
35°
55°
HANDLE SPEED BRAKE

RETRACT
OFF OFF
OFF
GROUND
USE ONLY
ENGINE SYNC
ON ON
MUST BE
OFF FOR
TAKEOFF
AND
EXTEND LANDING
ANTI-SKID SWITCH
DISPLAY
PFD/MFD AHRS DADC NORM
REV REV REV TO REV TO
PFD MFD
LDG GEAR
NORM NORM UP NOSE

DIM L ENG R ENG
LIGHTS ANTI- LH RH
NORM SKID
PASS TAIL LANDING ON
SAFETY FLOOD L R SILENCE
FADEC FADEC
CH B CH B GEAR
O O UNLOCKED
F F
F F
FADEC FADEC
RESET RESET PUSH OFF
SEAT OFF RECOG/ RECOG/
BELT TAXI TAXI DOWN
EMER BRAKE PULL
AUX GEAR
CONTROL
1. PULL & TURN
TEE HANDLE
45° CW TO
UNLOCK
2. PULL ROUND
KNOB TO
BLOW GEAR
EMERGENCY DOWN
BRAKE LEVER
DETAIL A
Figure 32-16. Brake System Controls

Parking Brake tem, pull and hold the lever in a position that
provides the desired deceleration. The nitro-
The parking brake valve is downstream of the gen storage bottle has a volume of 95 + 5 cubic
antiskid control valve and is engaged by inches.
pulling the parking brake knob just under the
pilot instrument panel (Figure 32-16). The
parking brake valve has a check valve in each
of the right and left brake lines. Pulling the NOTES
parking brake knob engages the check valves
and traps existing or subsequent pressure ap-
plied to the brakes. The parking brake valve
also has thermal relief valves to accommo-
date pressure rise due to fluid expansion when
the parking brake is engaged shortly after
heavy braking. The thermal relief valves open
and relieve pressure in excess of 1,200 + 50
psig, and then reseats to maintain a trapped
pressure of at least 600 psig.
Emergency Brake
An emergency (auxiliary) brake control han-
dle is immediately below the instrument panel
on the left side (Figure 32-16). Pneumatic ni-
trogen is from the emergency (auxiliary) air
storage bottle, which also provides pneumatic
power for emergency (auxiliary) landing gear
extension. The main landing gear wheel brake
assembly uses the pneumatic pressure for
emergency braking.
The pneumatic system is totally independent of

the hydraulic brake system. Dedicated pneu-
matic lines are routed from the emergency brake
valve to the brake shuttle valves. The emer-
gency brake system operates by a lever below
the pilot instrument panel. The system uses
compressed nitrogen to supply equal pressure
to both brake assemblies according to pilot de-
mand, up to a maximum of 838 + 38 psi. The
pneumatic system operates without antiskid
and without differential braking.
Pulling back on the emergency brake lever in-

creases brake pressure in proportion to lever
position. Brake pressure is reduced and resid-
ual nitrogen is vented overboard when the
s p r i n g - l o a d e d l ev e r m o v e s f o r w a r d .
Repeatedly increasing and decreasing brake
pressure depletes the nitrogen supply. For the
most efficient use of the emergency brake sys-

Figure 32-17. Metering Valve

COMPONENTS Brake Fluid Reservoir

A pressurized fluid reservoir is on the for-
Brake Cable Control System ward side of the forward pressure bulkhead.
The brake mechanical control components The brake system hydraulic fluid reservoir is
originate at the rudder pedal rudder/brake bell- on the right side of the forward pressure bulk-
cranks and terminate at the cable interface head. The reservoir consists of:
with the brake metering valve (Figure 32-17). • Reservoir tank
Forward brake control cables originate at the
rudder/brake bellcranks and terminate at the in- • Two sight gauges
terface with the link assemblies, springs, and • Filler plug
cable assemblies. Aft brake control cables con-
sist of cables originating at the cable assem- • Connections for a vent line
blies and terminating at the cable clevises on • Bleed/return line
the brake metering valve control arms.
• Brake pump supply line
The main landing gear brakes operate by de-
pressing the rudder pedals. Rudder/brake pedal
input activates the brake metering valve via a Brake Metering Valve
cable interconnect assembly. Pressing the top The brake metering valve (Figure 32-17) is in
of the individual rudder/brake pedal actuates the left wing root fairing and is operated by
the associated left/right input arm on the brake control cables. The brake metering valve ini-
metering valve through cable movement. tiates all braking action except emergency
braking. During normal operation, the accu-
Braking is controlled independently from ei- mulator provides pressurized fluid to the brake
ther cockpit crew position. The cable system metering valve, regulating pressure (0–1,000
that transmits pedal deflection to the brake +50/–20 psi) to the brake assemblies in pro-
metering valve allows pedal inputs by the pilot portion to the brake pedal deflection.
but does not cause the copilot pedals to move,
and vice versa. If the pilot and copilot pedals
are depressed simultaneously, the brake sys-
tem accepts the highest input. Since the brake
system is a cable-controlled power brake sys-
tem, the braking feel force at the pedals is
created by springs in the mixer, the springs
within the brake metering valve, and a propor-
tional hydraulic feedback force generated by
the brake metering valve.

A
BATT CABIN OIL PRESS CABIN FLAPS BAGGAGE BAGGAGE EMER EMER BLD AIR ENG ENG T2
LH O'TEMP ALT WARN DOOR >35° SMOKE DOOR EXIT PRESS ON O'HEAT ANTI-ICE HTR FAIL RH
DOOR NO FWD AFT STBY P/S FRESH L R L R
ENG > 160° L R SEAL TAKEOFF HTR OFF AIR L R ENG
FIRE FIRE
DC POWER
ENG CTRL F/W GEN HYD FLOW HYD PRESS P/S HTR W/S AIR WING WING
SYS FAULT SHUTOFF OFF LOW ON OFF O'HEAT O'HEAT ANTI-ICE
L R SPD BRK GROUND AOA HTR
L R L R L R EXTEND IDLE L R FAIL L R L R
BOTTLE 1 RUDDER PWR BRK FUEL LOW FUEL FUEL FUEL LOW FUEL FLTR FUEL AFT TAIL DEICE TAIL DEICE VIDEO
FAIL
BOTTLE 2
BIAS LOW PRESS PRESS BOOST ON TRANSFER LEVEL BYPASS GAUGE J-BOX FAIL PRESS
ARMED ANTISKID AIR DUCT AUDIO ARMED
PUSH INOP L R L R L R L R L R LMT CB O'HEAT L R FAIL PUSH
(BATT) SWITCH
Collins Collins
N1 %RPM Collins BRT

HDG 1/2 BANK B/C FLC ALT HDG 1/2 BANK B/C FLC ALT
MASTER MASTER MASTER MASTER
WARNING CAUTION 0.0 0.0 CRS 360 138 HDG 360
COM1 OFF IDENT
CAUTION WARNING
RESET RESET STD 126.900 124.650 RESET RESET
NAV APPR FD VNAV VS L R 80 NAV APPR FD VNAV VS
25 SEL
A DME-H
N584CJ3 60
D
F E
12 15
S 114.00
NAV1
108.10
N584CJ3
Collins 10 10 1500 Collins
1 1 6 21
13 80 ATC 1 TCAS 1/2
40 60 24
9 N 3 1200 TA/RA
10 10 REL
A N W N763CJ
1000
V 33 30
1.0 NEXT PAGE ADF 1330.0
ANGLE OF .8 ROLL AP PTCH BARO BARO ROLL PTCH
17:20
ATTACK
USH PU
SH
––––– CRS HDG –––––
P
.6 M
1 0 0 0 0
80 STD STD 80 T O TA L H O U R S
GMT LT FT ET 20 4 20 4
.4 Collins
.2
60
5 00 2
Collins BRT 60
5 00 2
10 ENG ENG
10
1 1
OFF IDENT
80 COM2 60
–– 1360 126.900 124.650 –– 1340
40 N1 % ITT °C FUEL QTY 20
3 00 1 REFS
–––.– 1000 0.0 N2
% 0.0 LBS
NAV2
25 SEL
DME-H REFS 3 00 1
10 10
100 900 OIL PSI OIL °C 2000 114.00 108.10
2 2
2 00 MENU DATA T T MENU DATA 2 00
20 O 90 O 800 1500 ATC 1 TCAS 1/2
20
COM1 COM2 COM3 HF CAB PA 0 4 ADV
USH
USABLE 1200 TA/RA
ADV
USH
0 4 COM1 COM2 COM3 HF CAB PA
P
FUEL
P
70 1000 REL
29.92 ELECT 700 ELECT
29.92
S
HDG 170 137 0 0 25 25 4710 N763CJ HDG 137 138
NAV1 NAV2 DME1 DME2 MKR ADF1 ADF2 50 LBS NAV1 NAV2 DME1 DME2 MKR ADF1 ADF2
500 NEXT PAGE ADF 1330.0
600 23 °C 23
VOR1 15
30
400 FUEL VOR2 15
CRS 166 12 0 PPH 0 0 0 CRS 245 12
INPH V BOTH ID ST VOX MUTE SPKR HDPH S NAV/BRG 0.0 0.0 200 NAV/BRG S INPH V BOTH ID ST VOX MUTE SPKR HDPH
E
E
– – – – NM – – – – NM
21
21
RADAR RADAR
6
6
FORMAT FORMAT
VOLTAGE SEL GARMIN GPS 500
VOR1 HDG 137 137 15
24
24
BATT 12
L R TERR CRS 166 TERR
3
3
GCS WPT GCS
GEN GEN PRESET WPT PRESET
LX/RDR LX/RDR
FMS1 TERRAIN TTG – – : – – S RNG FMS2 TERRAIN
TILT RANGE TILT RANGE
W
W
TEST N – – – – NM DTK
N
E
ADF TFC SH PWR DTK
°M SH ADF TFC ELT
30 30
DC DC DC
PU
PU
ACTIVATED
°M
33 AUTO AUTO
33
VOLTS AMPS AMPS TA ONLY TILT TILT TA ONLY WHEN LIT
OFF
FIRE ADF TRK D ADF
EMERGENCY USE ONLY
EMERGENCY USE ONLY

KCVG
ANNU WARN 5 CVG 005°M 10
ANTI LDG DIS MENU OXY
SKID GEAR DC POWER STBY FLT AVIONICS ON
DISPLAY POWER GS 0 TAS 0 RAT 22 °C SAT 24 °C ISA+12 °C Collins
n
m
DIS
Collins
GS TAS 0 RAT 22 °C SAT 24 °C ISA+11 °C 5 15
OVER BATT ON ON 2.5 n
SPEED TEMP L GEN BATT R GEN m CLR
W/S TEMP AOA O BRT TERR GS BRT

LX/RDR ENR ENT ARM
RUDDER OFF OFF F
F
DIM PULSE LT
TA/RA 20 nm –1
0.0kt DIM 0
PSI
20 TEST/RESET
SELECT ON
BIAS 0 NT DEFAULT
AUTO OFF NAV NAV x100 WAIT 1 SECOND
SELECT ARM
RESET EMER RESET TEST OFF GPS CRS
ADF TFC
FUEL TRANSFER USH
TA ONLY
P
FUEL BOOST ENGINE START IGNITION INTERCOM ADF NRST OBS MSG FPL VNAV PROC PUSH DIR T
CALL EC
OFF L DISENGAGE R PBS - 250 CRSR
L ON R L ON R
BRIEFING
O ON PLAY SELECTION
L R F START Collins
TANK TANK F DISG BRIEFING
BRT
L R NORM NORM NORM NORM DIM
ENG ENG GPWS GPWS TERR
WINDSHIELD BLEED AIR EMERGENCY LIGHTING DISPLAY FLAP OVRD G/S GPWS NORM
ANTI-ICE / DE-ICE PFD/MFD ACTIVE CANCELED TEST TERR

LEFT RIGHT NOT ARMED AHRS DADC NORM INHIB
PITOT & WINDSHIELD WING/ENGINE TAIL ARMED REV REV REV TO REV TO
STATIC AUTO PFD MFD
BLEED HI ALCOHOL ON WING XFLOW L WING/ENG R WING/ENG
SS TO TEST
O
O O O N
DIM
F F F LDG GEAR
RE
P
F F F COCKPIT AIR DIST AIR SOURCE SELECT
OFF NORM NORM UP NOSE CABIN DUMP
OFF LOW OFF OFF ENG ON ENG ON MANUAL OFF MAX OFF MAX DIM BOTH
L ENG R ENG AIR CONDITIONING
PANEL LIGHT CONTROL LIGHTS ANTI- LH RH N L R R AHRS SLAVE PANEL LIGHTING
O M AUTO PFD
L AHRS SLAVE EXTERIOR LIGHTS NORM SKID A AHRS DADC
FLOOD LTS NIGHT DIM INSTR EL STBY PASS TAIL LANDING R MANUAL L SLEW REV REV
ON SILENCE ON X O
MANUAL L SLEW BEACON ANTI-COLL NAV WING INSP SAFETY FLOOD L R FADEC FADEC SET ALT M
CH B CH B F
FL EXER
O O
GEAR
UNLOCKED F FRESH
AIR EMER MAINTENANCE
F F
F F
FADEC FADEC
FAN
OFF DOWNLOAD
RESET RESET
COMPRESSOR FAN AUTO R SLEW NORM NORM
AUTO R SLEW OFF OFF OFF OFF OFF PUSH OFF SET PRESS SYSTEM SELECT ON AFT FWD DEFOG DIM
SEAT OFF RECOG/ RECOG/ RATE
DIM DIM DIM DIM BELT TAXI TAXI DOWN ALT MANUAL UP FLOOD HI HI
M A
DEPRESSURIZE CABIN BEFORE LANDING A O
PARK BRAKE – PULL H U
F
N I T
PULL RAIN CONTROL LOCK PULL EMER BRAKE PULL U F
O
A
L LOW LOW LOW
15 AUTO DOWN
20 TEMPERATURE SELECT
10 GND IDLE
4 5 6
AUX GEAR 3
25 HIGH M HOT A
7 A U
CONTROL 5
2
1
8 30 N T
0 DIFF 9 35 U O
1. PULL & TURN PRESS 40 A
0 45
TEE HANDLE NORMAL L COLD COLD
CABIN ALT
45° CW TO X 1000FT HOT
MANUAL
UNLOCK
2. PULL ROUND
KNOB TO L R
BLOW GEAR
DOWN TO TO UP 0°
B
MCT MCT F
L
A
CRU CRU P
TRIM S
NOSE T T
DOWN H H TAKEOFF
R R AND
O O APPROACH 15°
T T 200 KIAS
T T
T
ROTARY TEST
L L
O E E
LAND
161 KIAS 35°
SWITCH NOSE
UP IDLE
OFF
IDLE
OFF
GROUND
FLAPS
GROUND
USE ONLY
55°
SPEED BRAKE ENGINE SYNC

RETRACT OFF ON ON
MUST BE
OFF FOR
TAKEOFF
AND
EXTEND LANDING
ANTISKID INOP AND PWR DETAIL A

BRK LOW PRESS ANTI-SKID SWITCH
DISPLAY
PFD/MFD AHRS DADC NORM
REV REV REV TO REV TO
PFD MFD
LDG GEAR
NORM NORM UP NOSE

DIM L ENG R ENG
LIGHTS ANTI- LH RH
NORM SKID
PASS TAIL LANDING ON
SAFETY FLOOD L R SILENCE
FADEC FADEC
CH B CH B GEAR
O O UNLOCKED
F F
F F
FADEC FADEC
RESET RESET PUSH OFF
SEAT OFF RECOG/ RECOG/
BELT TAXI TAXI DOWN
EMER BRAKE PULL
AUX GEAR
CONTROL
1. PULL & TURN
TEE HANDLE
45° CW TO
UNLOCK
2. PULL ROUND
KNOB TO
BLOW GEAR
DOWN
EMERGENCY
BRAKE LEVER
DETAIL B
Figure 32-18. Antiskid Controls and Indications

Motor/Pump Assembly valve is the same type used in servicing the

landing gear strut. The accumulator pressure
The brakes operate by an independent, closed gauge monitors pressure in the accumulator.
center hydraulic system with a separate reser-
voir, pump/electric motor, and accumulator.
The hydraulic pack assembly has a direct cur- Speed Transducer
rent (DC) electric motor driving a hydraulic The antiskid speed transducer, also referred to
pump that provides power to the hydraulic brake as the wheel speed generator, consists of:
system. The hydraulic pack assembly includes:
• Rotor shaft
• Relief valve for backup system protection
• Coil assembly
• Filter assembly to prevent contaminat-
ing brake hydraulic fluid in the event of • Bobbin assembly
a component failure
• Bearings contained in a housing
• Pressure switch to indicate a pressure assembly
fault condition
A drive coupling is attached to the rotor shaft,
• Check valve to prevent reverse flow of
the hydraulic fluid which is driven directly by hubcap rotation.
The motor is controlled by pressure and gear

selector switches. A pressure switch near the NOTES
fluid end of the accumulator senses brake
system pressure and commands the pump on
and off accordingly. There is no cockpit switch
for the brake pump. The pump is powered on
anytime the gear handle is in the down posi-
tion and the accumulator pressure is below
1,175 ± 75 psig. When the accumulator pres-
sure reaches 1,500 ± 50 psig, power is re-
moved from the pump. A separate
low-pressure switch built into the pump mon-
itors the system for low pressure. If the sys-
tem pressure drops below (1,100 ± 50 psig)
and the gear handle is down, the low-pressure
switch causes the PWR BRK LOW PRESS an-
nunciator (Figure 32-18) to illuminate. The
landing gear extend switch disables the con-
trol relay, preventing the motor from operat-
ing unless the landing gear control handle is
in the extend position.
Accumulator
The accumulator provides a 25-cubic-inch
fluid reserve (under pressure) for the power
brake function. An accumulator charging valve
and pressure gauge are components of the ac-
cumulator system. The pressure gauge and
charging valve are adjacent to and on opposite
sides of the brake reservoir. The charging

Figure 32-19. Digital Control Unit

Digital Control Unit Antiskid Control Valve

The digital antiskid control unit consists of a Hydraulic system pressure from the brake
circuit board in a cast-aluminum box (Figure metering valve is supplied to the antiskid con-
32-19). All electrical connections are made on trol valve according to pilot input. The anti-
the antiskid control unit. skid valve is a three-way pressure-control
servo valve. Its function is to relieve brake
The digital antiskid control unit receives the pressure if an impending skid is detected.
output signals of the left and right antiskid Each antiskid control valve contains two elec-
speed transducers and converts these signals trohydraulic servo valves, for the left and
to DC voltage directly proportional to wheel right brake independently.
speed. The control unit monitors each wheel
independently and compares the difference
between the changing reference velocity and NOTES
the instantaneous wheel velocity signals. When
either tire skids in excess of the optimum re-
quired for effective braking, a brake pressure
reduction is generated for that wheel. The
wheel velocity signal, in conjunction with the
reference deceleration control, continuously
updates the reference velocity circuit.
A full-time system integrity monitor circuit is

built into the system and operates on a high-low
voltage principal. In the event of a short (open
fault) occurring in the valve circuit (wheel
speed generator circuit or an antiskid control
circuit power fault is sensed), the ANTISKID
INOP annunciator illuminates.
A test circuit, provided as part of the digital

antiskid control unit, is activated anytime the
switch is positioned to ON for ground testing
of the system. The test circuit is also activated
automatically when the LDG GEAR lever is
in the DOWN position during flight and the
ANTI-SKID switch is positioned to ON.
Finally, a self-test can be initiated by select-

ing ANTISKID on the rotary TEST knob. The
test circuit monitors the electrical function of
the antiskid system and illuminates the AN-
TISKID INOP annunciator, alerting the crew
of an antiskid system fault. If an antiskid sys-
tem fault is indicated, the antiskid system can
be selected OFF and normal braking occurs
without antiskid protection.

Figure 32-20. Antiskid System Self-Monitoring

CONTROLS AND INDICATIONS brake independently. Therefore, a single wheel

skid results in the reduction of brake pressure
ANTI-SKID Switch at the skidding wheel only. Antiskid protection
is available unless the touchdown protection
The cockpit controls for the antiskid system mode is active.
consist of a single ANTI-SKID toggle switch,
which has two positions: ON and OFF. The tog- Antiskid System
gle switch is just right of the gear handle (see
Figure 32-18). When the switch is selected Self-Monitoring
ON, it delivers 28 VDC to the digital antiskid The antiskid system performs continuous in-
control unit. The antiskid system provides: tegrity checks on the wheel speed transducer
circuits, the antiskid servo valve circuit, and
• Maximum braking efficiency under all the regulated power to the control box. If a
runway conditions fault is detected during continuous monitor-
• Touchdown protection, preventing braking, the ANTI SKID INOP annunciator illu-
ing until adequate wheel spin-up oc- minates and a signal is sent to the antiskid fault
curs, and locked wheel crossover display unit. The fault display unit is in the
protection that prevents adverse differ- right nose compartment on the forward side
ential braking of the forward pressure bulkhead (Figure 32-
20). The fault display unit consists of five ro-
tary flags to aid in the troubleshooting of an
Fault Display Unit ANTI SKID INOP annunciator illumination.
The fault display unit consists of five rotary There is one rotary flag for each of the fol-
flags to aid in the troubleshooting of ANTI- lowing conditions:
SKID INOP annunciations. Flagged condi- • Left transducer fault
tions include:
• Right transducer fault
• Left antiskid speed transducer fault
• Valve (servo) fault
• Right antiskid speed transducer fault
• Control unit fault
• Servo valve fault
• Squat disagree
• Digital antiskid control unit fault and
squat switch disagree Both main gear squat switch signals are mon-
itored and compared. If the signals disagree
OPERATION for more than 13 seconds, the squat switch
disagree flag is tripped. However, this fault
does not cause the ANTI SKID INOP annun-
Antiskid Protection ciator to illuminate.
Antiskid protection is provided to allow maxi-
mum braking efficiency, which in turn mini- A low supply voltage causes the ANTI SKID
mizes landing distances. If the pilot applies INOP annunciator to illuminate but does not
enough brake pedal force to cause slippage be- result in a tripped flag on the fault display
tween the tires and the runway, the wheel speed unit. The continuous monitor function evalu-
transducer data received by the control box in- ates the voltage supplied to the control box.
dicates a sudden deceleration for the slipping Anytime the input voltage is less than 7.0 + 1
wheel. The control box determines the severity volt, the ANTI SKID INOP annunciator illu-
of the impending skid and sends the appropri- minates, but the control box flag is not tripped.
ate current signal to the antiskid servo valve in This feature alerts the crew that the antiskid
order to reduce brake pressure accordingly. system is either switched off or is unavailable
Dual servo valves reduce pressure for either due to insufficient power. In addition to con-

tinuous monitoring, the antiskid control box Locked Wheel Crossover

performs a dynamic self-test, which is initi- Protection
ated by any of the following events:
Locked wheel crossover protection prevents
• Initial power-up of the antiskid system inadvertent turning of the aircraft due to dif-
• Transition of the gear handle to the down ferential braking. The velocities of the two
position wheels are compared in order to determine if
one wheel is locked. If the velocity of one
• Selection of ANTI SKID on the rotary
TEST knob wheel falls to less than 30% of the other wheel,
the control box sends a full dump command
During a dynamic self-test, a signal is sent to to the antiskid servo valve controlling the
illuminate the ANTI SKID INOP annunciator. slower wheel. The full dump remains in effect
Upon successful completion of the test, the until the velocity of the slower wheel increases
ANTI SKID INOP annunciator extinguishes. above the 30% threshold. The locked wheel
If a fault is detected during the self-test, the an- crossover feature is inactive at wheel speeds
nunciator remains illuminated. A dynamic self- below 25 knots to allow for taxiing.
test performed in the air requires approximately
3 seconds, and a dynamic self-test performed
on the ground requires approximately 6 sec-
onds. The dynamic self-test is inhibited if
wheel speed is greater than 15 ± 5 knots.
Touchdown Protection
Touchdown protection prevents the application
of brake pressure prior to wheel spin-up. During
landing, the wheels must be allowed to spin up
to provide the antiskid system a reference ve-
locity to which individual wheel speeds can be
compared. Touchdown protection is active only
when an AIR signal is sensed by both main gear
squat switches. In touchdown protection mode,
the control box commands the antiskid servo
valves to dump all brake pressure. The full dump
command remains active for 3 seconds after
weight on wheels (WOW) or until wheel spin-
up occurs. Under normal conditions, the wheels
spin up almost immediately after touchdown.
Therefore, the system incorporates a spin-up
override feature. When the velocity of a wheel
exceeds 59 ± 2 knots, touchdown protection is
overridden and brake pressure application is
allowed to that wheel. Each wheel is independ-
ent in regard to spin-up override. The touchdown
protection mode is overridden for each wheel
(independently) only when the speed of a given
wheel is in excess of 59 ± 2 knots. The wheel
spin-up override remains active until the wheel
velocity falls below 15 ± 2 knots.

CHAPTER 33
LIGHTS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 33-1
GENERAL ............................................................................................................................ 33-3
FLIGHT COMPARTMENT LIGHTING.............................................................................. 33-5
Primary Lighting............................................................................................................ 33-5
Secondary Lighting........................................................................................................ 33-7
PASSENGER COMPARTMENT LIGHTING ..................................................................... 33-9
Description..................................................................................................................... 33-9
Components ................................................................................................................... 33-9
CARGO AND SERVICE COMPARTMENT LIGHTING................................................. 33-13
Description................................................................................................................... 33-13
Components ................................................................................................................. 33-13
EXTERIOR LIGHTING ..................................................................................................... 33-15
Description and Operation........................................................................................... 33-15
EMERGENCY LIGHTING................................................................................................ 33-17
Description................................................................................................................... 33-17
Components ................................................................................................................. 33-17

ILLUSTRATIONS
Figure Title Page
33-1 Cockpit Lighting Systems...................................................................................... 33-2
33-2 Instrument Light Inverters...................................................................................... 33-4
33-3 Instrument Floodlight Under the Fire Tray............................................................ 33-6
33-4 Cabin Lights........................................................................................................... 33-8
33-5 Entry Light Switches ........................................................................................... 33-10
33-6 Nose Baggage Compartment Light Switch ......................................................... 33-12
33-7 Aft Baggage Compartment Light Switches......................................................... 33-12
33-8 Left Switch Panel................................................................................................. 33-14
33-9 Lights Subpanel ................................................................................................... 33-14
33-10 Emergency Lighting Switches ............................................................................. 33-16

CHAPTER 33
LIGHTS
INTRODUCTION
This chapter describes the lights on the CitationJet 3 525B aircraft. Information is given
on the flight, passenger, and cargo and service compartments, as well as exterior and
emergency lighting. Further information can be found in Chapter 33—“Lights” in the
Aircraft Maintenance Manual AMM).

WINDSHIELD BLEED AIR EMERGENCY LIGHTING DISPLAY

LEFT RIGHT NOT ARMED PFD/MFD AHRS DADC NORM
ARMED REV REV REV TO REV TO
T
PFD MFD
S
O
S TO TE
N
DIM
ES
R
OFF NORM NORM

OFF MAX OFF MAX DIM L ENG R ENG
PANEL LIGHT CONTROL LIGHTS
FLOOD LTS NIGHT DIM INSTR EL STBY PASS TAIL LANDING
ON SAFETY FLOOD L R FADEC FADEC
CH B CH B
O O
F F
F F
FADEC FADEC
RESET RESET
OFF SEAT OFF RECOG/ RECOG/
DIM DIM DIM DIM BELT TAXI TAXI
PULL RAIN CONTROL LOCK PULL EMER BRAKE PULL
DETAIL A
Figure 33-1. Cockpit Lighting Systems

GENERAL NOTES
Controls for most of the lights in the model
525B aircraft are in the cockpit Figure 33-1).
The flight compartment section provides sys-

tem description, operation, and maintenance
practices for flight compartment primary instru-
ment lights, cockpit floodlights, and map lights.
The passenger compartment section provides

information for the indirect fluorescent cabin
lights, passenger reading and entrance lights,
and passenger advisory signs.
The cargo and service compartments section

provides a description of illumination for the
forward and aft baggage compartments.
The exterior section describes the systems

used to illuminate the outside of the aircraft.
The standard exterior lighting system package
consists of:
• Position and anticollision lights
• Landing/taxi/recognition lights
• Wing inspection lights
• Ground recognition beacon
The emergency lighting section describes sys-

tems used to provide illumination during a
primary electrical power failure, abnormal
conditions, and aircraft evacuation.

Figure 33-2. Instrument Light Inverters

FLIGHT COMPARTMENT Controls and Indications

LIGHTING NIGHT DIM Switch
The NIGHT DIM switch is on the lower pilot
PRIMARY LIGHTING instrument panel see Figure 33-1). The switch
has two positions: ON and OFF. The NIGHT
Description DIM switch supplies 28 VDC to each of the
flight compartment lighting inverters Figure
Instruments with internal lighting are included 33-2). Each of the inverters is controlled by a
in the primary flight compartment lighting voltage-control rheostat on the instrument
system. Instruments that have internal lights panel. The rheostats increase or decrease the
use 5-VDC power and others require 28 VDC. intensity of the light from the components
that each of the inverters controls.
Switch and control panels are illuminated by
electroluminescent panels and include the in-
strument panel, side consoles, and control INSTR/EL/STBY Rheostats
pedestal. Instruments and switches that do not The INSTR, EL, and STBY rheostats are on
contain internal lights or an electrolumines- the lower pilot instrument panel see Figure 33-
cent panel can be seen with the use of the sec- 1). The INSTR rheostat controls the system in-
ondary flight compartment lighting system. struments. The EL rheostat controls the voltage
to all the electroluminescent panels in the
flight compartment. The STBY rheostat con-
Components trols the standby instruments.
Internally lit instruments are divided into two
groups:
NOTES
• Various system indication instruments
on the instrument panel, side consoles,
and control pedestal
• Standby instruments grouped at the top
center of the instrument panel
The instruments with internal lights receive 5-

VDC electrical power from one of two invert-
ers in the forward baggage compartment. One
inverter provides power to the system instru-
ments and the other provides power to the
standby instruments.
Electroluminescent panels show the functions

and positions of switches and controls in the
cockpit. The electroluminescent panels receive
40–60 VAC, 400 Hertz electrical power from an
inverter inside the radome.

Figure 33-3. Instrument Floodlight Under the Fire Tray

SECONDARY LIGHTING Ice-Detection Lights

There are two windshield ice detection light as-
Description semblies on the glareshield. They point toward
The flight compartment secondary lighting the windshield and indicate to the pilot or copi-
system includes floodlights, overhead map lot if ice is accumulating on the windshield.
lights, and windshield ice-detection lights.
All of these lighting systems use 28-VDC The windshield ice detection lights are on
electrical power. a ny t i m e t h e N I G H T D I M s w i t c h o n t h e
PANEL LIGHT CONTROL subpanel is in the
ON position.
Components
Floodlights NOTES
There are two floodlights in the flight compart-
ment overhead panel and one instrument flood-
light under the fire tray Figure 33-3). The
floodlights use 28 VDC and are controlled by
the FLOOD LTS rheostat on the instrument
panel. The floodlights illuminate full bright
during engine start procedures. They receive
electrical power from the emergency lighting
battery pack.
Map Lights
There are two map lights in the flight compart-
ment overhead panel. The map lights illumi-
nate the approach chart that can be clipped onto
the pilot and copilot control wheel.
Each map light is protected by a 5-amp PANEL

LTS 2 circuit breaker on the left CB panel.
Light intensity is controlled by each map light
ON–OFF rheostat on either the left or right side
consoles.

Figure 33-4. Cabin Lights

PASSENGER Forward/Aft Ordinance Sign

COMPARTMENT Assemblies
The forward and aft ordinance sign assem-
LIGHTING blies are in the cabin overhead console and
each displays two messages: NO SMOKING
DESCRIPTION and FASTEN SEAT BELTS. The NO SMOK-
ING message is illuminated continuously. The
The passenger compartment light system FASTEN SEAT BELTS message is illumi-
includes: nated when the PASS SAFETY switch is in the
• Cabin indirect lighting SEAT BELT (down) position.
• Passenger reading and entry lighting A second aft ordinance sign instructs an oc-
• Ordinance signs cupant in the lavatory to RETURN TO SEAT.
It is controlled by the PASS SAFETY switch.
• Exit signs
• Dropped-aisle lighting The passenger safety chime operates with the
ordinance signs to alert passengers when they
are not allowed to smoke or when they must
COMPONENTS fasten their seat belts or return to their seats.
Passenger Reading Lights

Indirect Lighting
Passenger reading lights are in the cabin over-
head consoles. Each of the reading lights can Indirect lighting strips are above the head-
be directionally adjusted and is controlled liner assembly. The indirect cabin lighting
with a switch in the bezel adjacent to the light system uses light-emitting diode (LED) strips.
assembly. They are controlled by switches near the cabin
entry door on the refreshment center. The re-
freshment center switches provide ON–OFF
EXIT Signs control of the lighting system and can also
control the intensity of the lights.
The EXIT signs receive electrical power from
the emergency lights circuit when the PASS
S A F E T Y t o g g l e s w i t c h i s i n t h e PA S S Dropped-Aisle Lighting
SAFETY (up) position or when the door cour-
tesy switch is in the ON position. The EXIT The dropped-aisle lighting strips are on ei-
signs also illuminate when the emergency ther side of the dropped aisle between the
lights are actuated. cabin seats. The system can be activated by ei-
ther the entry light switch, the cabin light
switch on the refreshment center, or the emer-
Entry Light gency lighting system.
An entry light is adjacent to the EXIT sign
above the cabin door. The light is illuminated
anytime the EXIT signs are illuminated.

Figure 33-5. Entry Light Switches

CONTROLS AND INDICATIONS NOTES

Entry Light Switch
Pressing the entry light switch (Figure 33-5)
at the main entry doorpost illuminates the
following:
• Main door entry light and exit sign light
• Emergency exit light and exit sign light
• Two right wing walk lights
• Light in the vanity
• Aisle lights
The entry light switch on the refreshment cen-

ter switch panel controls the same lights.
Power to the system is from the hot battery bus
through the EMER LTS circuit breaker on the
aft J-box.
Refreshment Center Switch

Panel
The switch panel on the refreshment center in-
cludes three pushbutton-type switches that
control the indirect LED lighting: CABIN
LIGHT, DIM, and BRIGHT. When the air-
craft is powered on, all three switches default
to off and the pushbuttons are amber in color.
The CABIN LIGHT pushbutton fully illumi-

nates and extinguishes the LED indirect light-
ing. When the pushbutton turns green, the LED
lights are illuminated. The buttons are pressed
once to illuminate and again to extinguish. If
there is a fault in any circuit, the color of the
words for the affected switch changes to red.
The DIM and BRIGHT pushbuttons change the

intensity of the indirect lights. The pushbut-
ton is held until the desired level of intensity
is reached (infinite dimming, not stepped).

Figure 33-6. Nose Baggage Compartment Light Switch
Figure 33-7. Aft Baggage Compartment Light Switches

CARGO AND SERVICE Aft Baggage Compartment

COMPARTMENT Light
The aft baggage compartment lighting sys-
LIGHTING tem consists of a single 28-VDC toggle-type
switch (Figure 33-7), microswitch, and aft
DESCRIPTION baggage compartment light assembly.
Cargo and service compartment lighting consists The single toggle-type switch controls 28 VDC
of nose and aft baggage compartment lights. to the aft baggage compartment light assem-
bly. When the aft baggage compartment door
is closed, another microswitch interrupts
COMPONENTS power to the aft baggage compartment light.
This cutout switch prevents power drain if the
Nose Baggage Compartment toggle switch is inadvertently left in the ON
Light position.
The nose baggage compartment lighting sys-
tem consists of one 28-VDC light, an illumi-
nated manual switch (Figure 33-6), and two NOTES
actuating switches. Two normally open actu-
ating switches are at each aft door hinge as-
sembly. These three switches control the nose
baggage compartment light. Each is in the
power input side of the circuit and controls the
28-VDC power supplied to the light. The
switches extinguish the light when both doors
are closed and the main toggle switch is in the
ON position.
The illuminated manual switch connects 28

VDC to the light. The manual switch is posi-
tioned to OFF during daylight hours or when
the light is not desired. In this position, power
is supplied to an internal lightbulb illuminat-
ing the lens of the manual switch. The illumi-
nated switch provides easy location in the
event the manual switch is in the OFF position.
The two actuating switches are in the left and

right nose baggage compartment door hinge
assemblies. Either switch interrupts the circuit
by connecting power through the switch when
the nose baggage door is open. Power to the
light is interrupted when either nose baggage
compartment door is closed and the manual il-
luminated switch is in the ON position.

VOLTAGE SEL
BATT
L R
GEN GEN
TEST
DC DC DC
OFF VOLTS AMPS AMPS
ANNU FIRE
WARN
ANTI LDG
SKID GEAR DC POWER STBY FLT AVIONICS
OVER DISPLAY POWER
BATT L GEN BATT R GEN ON ON
SPEED TEMP
W/S TEMP AOA O
RUDDER OFF OFF F
BIAS F
RESET EMER RESET TEST OFF
FUEL TRANSFER
FUEL BOOST ENGINE START IGNITION
OFF L DISENGAGE R
L ON R L ON R
O START
L R F
TANK TANK F DISG
L R NORM NORM NORM NORM
ENG ENG
ANTI-ICE / DE-ICE
PITOT & WINDSHIELD WING/ENGINE TAIL
STATIC BLEED HI ALCOHOL ON WING XFLOW L WING/ENG R WING/ENG AUTO
O O O
F F F
F F F
OFF LOW OFF OFF ENG ON ENG ON MANUAL
L AHRS SLAVE EXTERIOR LIGHTS

MANUAL L SLEW BEACON ANTI-COLL NAV WING INSP
AUTO R SLEW OFF OFF OFF OFF
PARK BRAKE – PULL
Figure 33-8. Left Switch Panel
Figure 33-9. Lights Subpanel

EXTERIOR LIGHTING When L and/or R toggle switches (SI065 and

SI066) are selected to the RECOG/TAXI (down)
position, separate relays are engaged, supply-
DESCRIPTION AND ing power to each lamp (FL003 and FR003). The
OPERATION taxi/recognition lights are dimmed by having
their power supplied through individual resis-
Position and Anticollision tors: RR001 for the right side and RL001 for the
left side.
Lights
The red and green forward-position lights for Each RECOG/TAXI light assembly circuit
the Citation 525B aircraft are behind clear (Figure 33-9) is protected by circuit breakers.
tempered glass covers in assemblies on each The left and right belly fairing assemblies are
wingtip of the aircraft. The aviation red for- p r o t e c t e d b y i n d iv i d u a l 2 0 - a m p L & R
ward-position light is on the left wingtip and LAND/REC circuit breakers (HZ056 and
the aviation green forward-position light is HZ059) on the J-box in the tail cone.
on the right wingtip of the aircraft. The rear-
position light is an aviation white light as-
sembly on the farthest aft surface of the vertical Wing Inspection Lights
tail. All three position light assemblies are A wing inspection light is on the left side of the
technical standard order (TSO) units that meet fuselage, just above and slightly forward of
the requirements of FAA-TSO-C30 for for- the wing leading edge. The wing inspection
ward- and rear-position lights. light assembly is equipped with a lamp situated
in the assembly so that the light is directed to
A single NAV control switch (SI055) (Figure the outboard leading edge of the left wing. The
33-8) on the left switch panel supplies 28- wing inspection light is used by the crew for de-
VDC power to the three lamps (FL001, FR001, tection of wing ice accumulation during night-
and FV001). The position light circuits are time flight in icing conditions. A WING INSP
protected by a NAV circuit breaker (HZ058) control switch (SI025) in the anti-ice switch sec-
on the right J-box in the tail cone. tion of the left instrument panel supplies 28-
VDC power to the lamp (FC002) (Figure 33-8).
The wing inspection light is protected by a 5-
Landing/Taxi/Recognition amp WING INSP circuit breaker (HZ060) on
Lights the right J-box in the tail cone.
The Citation 525B aircraft is equipped with
two lamps illuminated for landing, taxi, and Ground Recognition Beacon
recognition purposes. The landing lights have The Citation 525B aircraft have a ground
two 450-watt sealed beam lamps under the belly recognition beacon for added safety during
fairing. These lamps are protected behind tem- taxiing. The ground recognition beacon as-
pered glass covers and are located such that the sembly is on the top of the vertical tail for op-
pilot compartment is shielded from glare and ha- timum line-of-sight visibility. The beacon
lation from the lamps. consists of a red light assembly (FV002) with
150-watt quartz halogen lamp, strobing at a
The landing lights are controlled by separate tog- rate of 45–55 flashes per minute.
gle switches (SI065 and SI066) on the LIGHTS
subpanel (Figure 33-9). When the toggle
switches are set to the L and/or R positions, The BEACON switch (SI024) on the left switch
separate relays are engaged, supplying power panel (Figure 33-8) provides the 28-VDC power
to each lamp (FL003 and FR003). The relays to the beacon. The ground recognition beacon
are KZ002 and KR001 for the right side and is protected by a 5-amp BEACON circuit breaker
KZ001 and KL001 for the left side. (HZ062) on the right J-box in the tail cone.

Figure 33-10. Emergency Lighting Switches

EMERGENCY LIGHTING CONTROLS AND INDICATIONS

The PASS SAFETY switch on the LIGHTS
DESCRIPTION subpanel is a three-position switch. When the
switch is in the PASS SAFETY (up) position,
The emergency lighting system receives elec- all the emergency lights illuminate. When the
trical power from a battery system and is au- switch is selected to the SEAT BELT (down)
tomatically energized by G-switches near the position, only the seat belt light and RETURN
battery packs. The system also uses hot bat- TO SEAT lights illuminate.
tery bus power and can be turned on by the pilot
with the use of the PASS SAFETY switch on The three-position toggle switch on the EMER-
the left instrument panel. A toggle switch on GENCY LIGHTING subpanel (Figure 33-10)
the EMERGENCY LIGHTING switch panel also controls the emergency lighting in the
is used to reset the emergency lighting system cabin. When the switch is in the ON position,
after the 2-G switches have been operated all of the emergency lighting illuminates using
(Figure 33-10). normal airframe battery power (through the
crossfeed/emergency buses) and the NOT
An escape hatch light is adjacent to the EXIT ARMED indicator immediately to the left of
sign above the emergency exit door. It is il- the switch illuminates. When the toggle switch
luminated anytime the EXIT signs are is in the ARMED position, the NOT ARMED
illuminated. indicator extinguishes and the emergency
lighting system is armed to illuminate if one
COMPONENTS of the following conditions exists:
• One of the 2-G lateral force inertia
Right Wing Walk Lights switches next to each emergency bat-
Emergency lighting includes two walk lights tery pack closes.
over the right wing. The lights are illuminated • All airframe electrical potential is less
anytime the emergency lighting is illuminated. than 19 VDC.
The exterior emergency over-the-wing exit
lights are on the right side of the fuselage im-
mediately under the emergency exit and forward
of the wing. The lights provide visibility so
that passengers can evacuate the aircraft through
the emergency exit and off of the wing.
Electrical power for emergency lights comes

from two emergency lighting battery packs
or from aircraft battery power. The forward
emergency lighting battery pack is between
the structural formers at FS 172.70 and FS
184.93 on the right side of the cabin. The aft
emergency lighting battery pack is under the
left cabin floorboard immediately forward of
FS 317.55.

CHAPTER 34
NAVIGATION
CONTENTS
Page
INTRODUCTION ................................................................................................................. 34-1
GENERAL ............................................................................................................................ 34-3
DATA BUSES........................................................................................................................ 34-7
Description..................................................................................................................... 34-7
COLLINS PRO LINE 21 INTEGRATED AVIONICS PROCESSOR SYSTEM............... 34-11
Description................................................................................................................... 34-11
COLLINS PRO LINE 21 ATTITUDE HEADING SYSTEM ............................................ 34-13
Description................................................................................................................... 34-13
Components ................................................................................................................. 34-13
PITOT-STATIC SYSTEM .................................................................................................. 34-15
Description................................................................................................................... 34-15
Diagnostics .................................................................................................................. 34-15
REDUCED VERTICAL SEPARATION MINIMUM AIRSPACE .................................... 34-17
Description................................................................................................................... 34-17
Aircraft Approval......................................................................................................... 34-19
Operator Authorization ................................................................................................ 34-25
COLLINS PRO LINE 21 ELECTRONIC FLIGHT INSTRUMENT SYSTEM ................ 34-31
Description................................................................................................................... 34-31
ENGINES INDICATION SYSTEM................................................................................... 34-35
Description................................................................................................................... 34-35
Components ................................................................................................................. 34-35

FLIGHT MANAGEMENT SYSTEM ................................................................................ 34-37

Description................................................................................................................... 34-37
DEPENDENT POSITION DETERMINING SYSTEMS .................................................. 34-39
Description................................................................................................................... 34-39
COLLINS RADIO SENSOR SYSTEM ............................................................................. 34-41
Description................................................................................................................... 34-41
Components ................................................................................................................. 34-41
TRAFFIC COLLISION AVOIDANCE SYSTEM.............................................................. 34-43
Description................................................................................................................... 34-43
ENHANCED GROUND PROXIMITY WARNING SYSTEM.......................................... 34-47
Description................................................................................................................... 34-47
Operation ..................................................................................................................... 34-47
RTA-800 WEATHER RADAR SYSTEM........................................................................... 34-49
Description................................................................................................................... 34-49
Operation ..................................................................................................................... 34-49
EMERGENCY LOCATOR TRANSMITTER SYSTEM .................................................. 34-51
Description................................................................................................................... 34-51
Operation ..................................................................................................................... 34-51
34-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
34-1 Electrostatic Sensitive Device Warning ................................................................. 34-2
34-2 Data Bus Communications..................................................................................... 34-4
34-3 Collins Pro Line 21 Simplified Diagram (525B) ................................................... 34-6
34-4 Sample Citation 525B Avionics Print .................................................................... 34-8
34-5 Integrated Avionics Processor System—Right Nose Area .................................. 34-10
34-6 Attitude Heading Computer................................................................................. 34-12
34-7 Air Data Computer............................................................................................... 34-14
34-8 RVSM Flight Envelope ........................................................................................ 34-16
34-9 Proper Documentation ......................................................................................... 34-18
34-10 Equipment Requirements..................................................................................... 34-20
34-11 Approval Process ................................................................................................. 34-22
34-12 Program Manual Requirements ........................................................................... 34-24
34-13 Report Height Keeping Errors ............................................................................. 34-26
34-14 RVSM Worldwide ................................................................................................ 34-28
34-15 AFD-3010 Adaptive Flight Display ..................................................................... 34-30
34-16 Display Control Panel ......................................................................................... 34-32
34-17 Adaptive Flight Display—Engine Indicating System.......................................... 34-34
34-18 Control Display Unit (CDU)................................................................................ 34-36
34-19 Citation 525B Cockpit ......................................................................................... 34-38
34-20 RTU-4210 ............................................................................................................ 34-40
34-21 TCAS Processor................................................................................................... 34-42
34-22 TCAS Antenna ..................................................................................................... 34-44
34-23 EGPWS Information............................................................................................ 34-46

34-24 Radar Antenna...................................................................................................... 34-48

34-25 C406-2 Emergency Locator Transmitter.............................................................. 34-50
TABLE
Table Title Page
34-1 Acronyms ............................................................................................................. 34-52
34-iv FOR TRAINING PURPOSES ONLY

CHAPTER 34
NAVIGATION
B
2
C
9 6 3 N 3
3 1
NAV PLAN A B D E
FPL F G H I J
AFIS K M N O
INTRODUCTION
This chapter describes the avionics systems used on the Citation 525B aircraft for nav-
igation systems. The discussion is meant to be for familiarization purposes and does not
cover all the different instrument options available for the aircraft. References for this
c h a p t e r a n d f u r t h e r s p e c i fi c i n f o r m a t i o n c a n b e f o u n d i n C h a p t e r 5 — “ Ti m e
Limits/Maintenance Checks,” Chapter 12—“Servicing,” and Chapter 34—“Navigation”
of the Aircraft Maintenance Manual (AMM) .

CAUTION
ELECTROSTATIC
SENSITIVE
DEVICES
DO NOT OPEN OR HANDLE
EXCEPT AT A
STATIC FREE WORK STATION
Figure 34-1. Electrostatic Sensitive Device Warning

GENERAL NOTES
Electrostatic Discharge
Protection
With the increase of integrated avionics sys-
tems, protection against static electricity must
be provided to prevent damage to the elec-
tronic systems (Figure 34-1). This assures that
the information displayed to the crew is not
corrupted or inaccurate.
Electrostatic discharge is the most common

cause of degradation (or destruction) of many
electronic components, particularly integrated
circuits (ICs), transistors, and semiconductors.
Handle electrosensitive devices (ESDs) with

extreme care. A rate/approved wrist strap at-
tached to the same ground potential as the de-
sired circuit card, logic module, or component
places a technician at the same potential, elim-
inating a discharge of electricity (and damage
to equipment).
A typical discharge of electrostatic voltage is

not seen or heard until it is in excess of 10,000
volts. This means that damage can occur with-
out any indications to the operator until the de-
vice or component ceases to function. Most
digital electronic components function on 5
VDC. Therefore, 100 volts of induced static
electricity is more than enough to damage a
component.
ESDs are clearly marked and all necessary

precautions should be taken. To find the fac-
tory suggested handling procedures of ESD-
sensitive items refer to Chapter 20—“Standard
Practices Airframe” in the AMM.

Figure 34-2. Data Bus Communications

Analog Signals and Digital There are two methods of data transmission
Signals down a data bus or communications line: se-
rial and parallel:
An analog circuit is any circuit in which the out-
put voltage and current values are considered • Serial data transmission—Information
is sent down the bus single file. This is
significant over a continuous period of time. the slowest means of data transmission.
Analog = continuous change of state. • Parallel data transmission—Information
is sent side by side. Each bit of informa-
A digital circuit is any circuit in which the out- tion arrives at the same time making this
put currents or voltages are interpreted as hav- the fastest means.
ing two values.
In the Citation 525B aircraft, the most com-
Digital = two changes of state. mon means of data transmission is inside the
avionics boxes using parallel busing. Outside
Generally, digital systems offer faster and of the avionics boxes, the preferred method is
more precise calculations than analog sys- serial communications.
tems, and require less power to do so.
Analog systems still fill a gap where digital NOTES

technology may fall short and would not be as
practical (e.g., high-power applications).
A discrete signal is a positive switch, it can ei-

ther be a change from open to short or no volt-
age to voltage. This type of a discrete signal
is commonly used with the squat switch. A dis-
crete signal is considered to be an analog sig-
nal even though it is not used to transmit data.
Data Communication
Data communication is a means by which
avionics units communicate with each other
to carry out programmed functions. Modern
avionics units are capable of controlling other
avionics units, sending and/or receiving infor-
mation, and making complex decisions.
To allow these digital units to communicate

with each other, a communications line has to
be connected to each unit. This is known as
busing (Figure 34-2).


DATA BUSES On most shielded wires, the shield is grounded

at both ends of each wire segment. An open
shield at one end of a wire segment nullifies the
DESCRIPTION HIRF, EMI, and EMC protection of the wire.
The line replaceable units (LRUs) and line Shield grounding may be at a connector back-
replaceable modules (LRMs) in the Collins Pro shell or equipment rack. In some cases, the
Line 21 avionics systems communicate with shields are bonded to a backshell or equipment
each other using data-bus lines (Figure 34- rack with a band clamp. Some wire bundles are
3). Physically the data buses consist of two enclosed in a shield overbraid to provide ad-
wires that are twisted together and shielded ditional HIRF/EMI protection. The shield
from interference. overbraid is grounded at both ends with a band
clamp. Splice shielded wires by using a braided
High-energy radiated fields (HIRF) and elec- solder sleeve splice.
tromagnetic interference (EMI) is unwanted
energy interfering with aircraft electronics, HIRF, EMI, and EMC protection is designed
causing a disruption of normal operation. with consideration for the wire bundle in which
Coupling may occur through the aircraft wiring wires are routed. Relocation of a wire bundle
or directly into the equipment itself. This un- may cause a change in the common mode im-
wanted energy may come in the form of a pedance between wire conductors and the air-
lightning strike or interference from other craft fuselage.
transmitters.
Electromagnetic comparability (EMC) is a CAUTION

condition when a signal transmitted by an on-
board transmitter (or other electrical/elec- Wire bundles should not be rerouted
tronic component) affects other system(s) in in a manner that changes the relative
the aircraft. distance between the aircraft skin (or
structure) and the wire bundle.
EMC caused by onboard transmitters occurs
due to improper bonding of an access panel or
other element common to the skin of the air-
craft. The transmitted signal creates skin cur-
rents and is reradiated at the point of improper
bonding and may bleed back into other
system(s).
EMC caused by electronic equipment is a con-

dition when the equipment case or wire shields
connected to the equipment is improperly
bonded. Without proper bonding the signal is
radiated into other equipment or wiring.
Protection against HIRF, EMI, and EMC is

accomplished through specific wire routing,
proper grounding of equipment, and use of
shielded wires (with the shield grounded at
both ends of each wire segment).

PI421 (REF)
PFD2 (PFD-PS)
34-8
WHT 90 RA-FADEC 429 A
BLU 91 RA-FADEC 429 B
WHT 75 LB-FADEC 429 A
BLU 76 LB-FADEC 429 B
51 ALT ALERT WARN
60 OH/MDA ALERT
53 OVERSPEED WARN
37 REV OSC3/ENG_ENB
AFT PRESS 35 REV OSC1/PFD REV
BLKHD
AVN/ELEC PI416 (REF)
PI413 (REF) DISCONNECT JA309 (REF)
MFD (MFD-P2)
PFD1 (PFD-P2) RA-FADEC 429 *0 WHT
*8 BLU
RA-FADEC 429 A 90 WHT 90 RA-FADEC 429 A
RA-FADEC 429 B 91 BLU 91 RA-FADEC 429 B

AVN/ELEC
DISCONNECT JA306 (REF)
LB-FADEC 429 15 WHT
16 BLU
LB-FADEC 429 A 75 WHT 75 LB-FADEC 429 A
LB-FADEC 429 B 75 BLU 78 LC-FADEC 429 B
ALT ALERT WARN 51 51 ALT ALERT WARN

FOR TRAINING PURPOSES ONLY
OH/MOA ALERT 50 60 OH/MDA ALERT

OVERSPEED WARN 53 53 OVERSPEED WARN
JC004 GRN 66 LCD BRT CTRL L
E AVN ELEC DISCONNECT BLU 54 LCD BRT CTRL IN
C 9-203439-9 WHT 88 +25 VCD LCD BRT
H CONNECTOR
S2039-6 PILOT LIGHTING PANEL
SOCKET (34) 1 RI400
+28 VDC LCD BRT 65 WHT 1 GRN S3495-1K
2 RHEOSTAT
LCD BAT CTRL IN 55 BLU 2 BLU
LCD BAT CTRL L 66 GRN 3 WHT CM3590-1
3 KNOB
10
PI908
M24318/2-2 JI908 PFD/MFD
CONNECTOR M24308/4-2 DIMMER
205960-1 CONNECTOR
RETAINER (2) 205817-1
RETAINER (2)
LH INSTR PNL
DISCONNECT D7 SI402
POWER DOWN 62 4 S3308-3
B5 D/C SWITCH
CDC10
(REF) J 5 CM3590-2
(REF) MFD KNOB
REV DSC1/PFD REV 35 6 D6
REV DSC3-ENG_ENB 37 D7 MORM PFD/MFD
7
D/C REV SWITCH
D8
C XB900 (REF) PFD SI319
SV PNL LTG H 32 WHT 8 S382-3
CDC11 (REF)
SV PNL LTG L 33 BLU CC A1 A2 MORM ADC REV
SWITCH
ADC SOURCE SEL 40 15 A3 REV SI312
A1 MORM S382-3
AMC SOURCE SEL 49 9 A2 AHRS REV
MS27484T16F8S RH CB PANEL A3 REV SWITCH
PI414
PFD1 (PFD-P3) CONNECTOR
M85049/47N16 PF900 2 1 REF COMM
BACKSHELL (REF) PFD 49 AHC SOURCE SEL
40 ADC SOURCE SEL
28 VDC PRI POWER G 16 *S 2 1 52 POWER DOWN
28 VDC HEATER PWR B 16 L PFD HTR 35 REV DSC1/PFD REV
HEATER PWR GND D 16 CDC10 (REF)

FF
POWER GROUND E 16 HH
CCS10 (REF)
CHASSIS GROUND F 16 J
Figure 34-4. Sample Citation 525B Avionics Print

ARINC 429 Data Bus NOTES

An aeronautical radio incorporated (ARINC)
429 bus system is comprised of transmitters
and receivers connected by shielded/twisted
wire pairs. ARINC 429 is the most common
standard data bus used by the Collins systems.
The ARINC 429 consists of a 32-bit, binary

coded decimal data word. The first 8 bits
make up a label that categorizes the data,
(e.g., pitch attitude information). Bits 9 and
10 make up the source destination identifier
(SDI), which identifies either the left or right
system. Bits 11 through 29 contain pertinent
information (e.g., actual pitch attitude, in
degrees, of the aircraft). Bits 30 and 31 make
up the sign status matrix (SSM) and defines
the overall system status. The remaining bit
(32) is an odd parity bit used by the avion-
ics input/output processors to ensure data
integrity.
Each ARINC 429 transmitter can communicate

with up to 20 receivers. Data flows only one
way over an ARINC 429 bus. Bidirectional
transmission between two LRUs must be ac-
complished by using two sets of transmitters,
receivers, and twisted pair wires.
RS-422 Data Bus

The RS-422 data bus is an electrical specifi-
cation as defined by the Electronics Industries
Association (EIA). It is used where bidirec-
tional communications are needed (e.g., be-
tween the displays and display controllers).
The data buses consist of a pair of shielded

twisted wires.
RS-232 Data Bus

The RS-232 data bus is an electrical specifi-
cation as defined by EIA. The RS-232 bus de-
scribes any connection between the avionics
system and a personal computer.
Refer to Figure 34-4 for a sample of a Citation

525B aircraft avionics wiring diagram.

Figure 34-5. Integrated Avionics Processor System—Right Nose Area

COLLINS PRO LINE 21 • Tw o P W R - 3 0 0 0 p ow e r s u p p l i e s —

Provide independent power to FGC-
INTEGRATED AVIONICS 3000 flight guidance computers and
IOC-3000 IO processor cards.
PROCESSOR SYSTEM • Two FMC-3000 flight management
cards—Fully functional flight manage-
DESCRIPTION ment system utilizing navigation sensors
for flight planning and progress infor-
Collins Pro Line 21 integrated avionics proces- mation.
sor system (IAPS) provides the integration func-
tion required to connect and manage the various • MDC-3110 maintenance diagnostics
avionics systems in the aircraft (Figure 34-5). computer—Provide information that can
be utilized to troubleshoot aircraft sys-
The IAPS consists of one ICC-3001 card gage. tems for faults.
The ICC-3001 card gage provides a mounting • Tw o F G C - 3 0 0 0 f l i g h t g u i d a n c e
surface for: computers—Provide the autopilot and
• Two CSU-3000 configuration strapping flight director functions.
units—Provide a matrix of configuration
shunts that program the IAPS. The empty ICC-3001 IAPS card cage is an
• IEC 3001 environmental controller— LRU. Each CSU, FGC, IEC, IOC, FMC, MDC,
Monitors temperature sensors, controls and PWR cards installed in the card cage are
cooling fans and heaters to maintain a individual LRMs. If any of these modules fail,
stable operating environment. that module, and not the entire IAPS assem-
bly, can be replaced.
• Two IOC-3000 IO processor cards—
Provide a data management function by
acting as a central data collection and
distribution point for:
° Data bus inputs from the air data com-
puter (ADC)
° Attitude heading computers (AHCs)
° Flight guidance computers (FGCs)
° Flight management computer
° COMM/NAV/pulse radios
° Radio altimeter
° Engines data concentrator units
(DCUs)
IOC-3000 IO processor cards output

data to weather radar assembly, primary
COMM-NAV radios, ADC, flight con-
trol computers, flight management com-
puter, and engine DCUs.

Figure 34-6. Attitude Heading Computer

COLLINS PRO LINE 21 The right AHC-3000 attitude heading com-

puter provides pitch, roll, and stabilized mag-
ATTITUDE HEADING netic heading data information for the right
FGC. The AHC receives data from the ADS,
SYSTEM the right flux detector unit, and the right ECU.
The AHC outputs data to the right IO proces-
DESCRIPTION sor card and right FGC.
The Collins Pro Line 21 attitude heading sys-
tem (AHS) senses the aircraft attitude, head- Flux Detector Units
ing, three-axis rate and acceleration The FDU-3000 flux detector units are in the
movements. The system consists of: vertical stabilizer of the aircraft. The units
• Two AHC-3000 attitude heading com- sense the horizontal component of the earth’s
puters (Figure 34-6) magnetic field. The flux detector units provide
magnetic flux measurements and outputs to the
• Two FDU-3000 flux detector units AHC-3000 attitude heading computers, which
• Two ECU-3000 external compensation compute the aircraft magnetic heading angle.
units
External Compensation Units
COMPONENTS The ECU-3000 external compensation units
provide electrical compensation for any flux de-
Attitude Heading Computers tector errors caused by the aircraft altering the
AHC-3000 attitude heading computers are in- earth’s magnetic field. The ECUs are remotely
stalled in precision-leveled mounts. The AHC- mounted and contain electrically erasable pro-
3000 attitude heading computer replaces grammable read only memory (EEPROM),
conventional vertical gyros, directional gyros, which stores compensation data for hard iron
three rate gyros, and three linear accelerom- errors and flux detector misalignment. The
eters. The system provides a visual indica- compensation data is obtained through an au-
tion of the aircraft attitude and direction to the tomatic compass swing procedure.
pilot multifunction display (MFD), primary
flight display (PFD), and the copilot PFD (if
installed).
The left AHC-3000 attitude heading computer

provides pitch, roll, and stabilized magnetic
heading data information for the left FGC and
optional traffic alert and collision avoidance
system. The AHC receives data from the air
data system (ADS), the left flux detector unit,
and the left external compensation unit (ECU).
The AHC outputs data to the left IO proces-
sor card, left FGC, and optional traffic alert
and collision avoidance system.

TRI-COLOR LED
• RED = ADC FAIL
• AMBER = DATA
LOAD MODE
(SERVICE CENTER
ONLY)
• OFF = NORMAL
OPERATION
Figure 34-7. Air Data Computer

PITOT-STATIC SYSTEM A red IAS failure flag in the airspeed tape, ALT
in the altitude, and/or VS in the vertical speed
indication alerts the crew a failure of the ADC
DESCRIPTION has occurred.
The standard pitot-static system incorporates
two ADC-3000 air data computers (1ADC, DIAGNOSTICS
left; 2ADC, right) (Figure 34-7).
Aircraft static systems are required by FAR
The pitot-static system is two independent 91.411 to have altimeter and static system
pitot and two independent static systems. Pitot tests. Persons and facilities authorized to per-
and static systems connect pitot hoses, tubes, form altimeter and static systems tests are
and static ports to the flight data instruments. also identified in FAR 91.411. Pressure actu-
ated (barometric pressure) encoding altimeter
Two pitot tubes are on the lower surface of and static system tests are described in
the aircraft nose section. The pitot systems Appendix E of FAR Part 43.
provide pitot pressure to their respective air-
speed indicators. The pitot system also pro-
vides pitot pressure for the ADCs. NOTES
The ADC is equipped with a tri-colored light
emitting diode (LED) built-in test equipment
(BITE). If the BITE indicator turns red, the
ADC has failed. If the indicator turns amber,
the ADC is in data load mode (this should be
seen in the field). If the LED is off, the ADC is
operational.
The ADS relays information to the IOC in the

IAPS to be shared with the flight guidance
system (FGS). The ADS also provides infor-
mation to the AHS for enhanced accuracy and
the PFDs and MFD for display to the crew.
The altitude information given to the crew is

corrected for the changes in barometric pres-
sure. The correction is set with the display con-
trol panel. Rotating the BARO knob adjusts
the pressure while pressing the center of the
knob standardizes the barometric correction
to either 29.92 Hg (standard day) or 1013 HPA.
The ADC also gives Mach speed information to

the crew through a digital window directly below
the airspeed indication. This is generated by
using the temperature probe on the right side of
the aircraft nose to calculate true airspeed (TAS)
and then comparing that to the speed of sound
at sea level on an ambient day.

Figure 34-8. RVSM Flight Envelope

REDUCED VERTICAL RVSM Grouped Aircraft

SEPARATION MINIMUM RVSM grouped aircraft is defined as a group
o f a i r c r a f t ( a p p r ove d a s a g r o u p b y t h e
AIRSPACE Administrator) in which each of the aircraft
satisfy the following:
DESCRIPTION • The aircraft have been manufactured to
the same design and have been approved
Within reduced vertical separation minimum under the same type certificate, amended
(RVSM) airspace, air traffic control (ATC) type certificate, or supplemental type
separates aircraft by a minimum of 1,000 feet certificate.
vertically between flight level (FL) 290 and
FL 410 inclusive (Figure 34-8). • The static systems of each aircraft are
installed in a manner and position that
RVSM airspace is special qualification air- is the same as those of the other aircraft
space in which the administrator must approve in the group. The same static source
the operator and the aircraft used by the op- error correction is incorporated in each
erator. ATC notifies operators of RVSM by aircraft of the group.
providing route-planning information. • The avionics units installed in each air-
craft meet the minimum RVSM equip-
ment requirements and are manufactured
RVSM Flight Envelope to the same manufacturer specification
A full RVSM flight envelope includes: and have the same part number (or of a
different manufacturer or part number if
• Range of Mach number the applicant demonstrates that the
• Weight divided by atmospheric pres- equipment provides equivalent system
sure ratio performance).
• Altitudes over which an aircraft is ap-
proved to be operated in cruising flight RVSM Nongrouped Aircraft
within RVSM airspace RVSM nongrouped aircraft is defined as an air-
craft that is approved for RVSM operations as
The altitude flight envelope extends from FL an individual aircraft and is not part of a spe-
290 upward to the lowest altitude of the fol- cific RVSM group.
lowing FL 410 (RVSM altitude limit):
• Maximum certificated altitude for the
aircraft
• Altitude limited by cruise thrust, buffet,
or other flight limitations

Figure 34-9. Proper Documentation

AIRCRAFT APPROVAL NOTES

An operator may be authorized to conduct
RVSM operations if the Administrator finds
that its aircraft comply with RVSM aircraft
requirements.
The applicant for authorization shall submit

the appropriate data package for aircraft ap-
proval (Figures 34-9 through 34-11). The pack-
age must consist of:
• An identification of the RVSM aircraft
group or the nongroup aircraft
• Definition of the RVSM flight envelopes
applicable to the subject aircraft
• Documentation that establishes compli-
ance with the applicable RVSM aircraft
requirements
• Conformity tests used to ensure that the
aircraft approved with the data package
meet the RVSM aircraft requirements

Figure 34-10. Equipment Requirements

Altitude-Keeping Equipment Altimetry System Error

(All Aircraft) Containment (All Aircraft)
To approve an aircraft group or a nongroup air- To approve group aircraft for which type cer-
craft, the Administrator must find that the air- tification application was made on or before
craft meets the all requirements (Figure 34-10): April 9, 1997, the Administrator must find that
the altimetry system error (ASE) is contained:
• The aircraft must be equipped with two
operational independent altitude meas- • At the point in the basic RVSM flight en-
urement systems. velope where mean ASE reaches its
largest absolute value, the absolute value
• The aircraft must be equipped with at may not exceed 80 feet.
least one automatic altitude control sys-
tem that: • At the point in the basic RVSM flight en-
velope where mean ASE plus three stan-
° Controls the aircraft altitude within a
tolerance band of ±65 feet about an ac-
d a r d d ev i a t i o n s r e a c h e s i t s l a rg e s t
absolute value, the absolute value may
quired altitude when the aircraft is not exceed 200 feet.
operated in straight and level flight
under nonturbulent, nongust condi- • At the point in the full RVSM flight en-
tions. velope where mean ASE reaches its
largest absolute value, the absolute value
° Controls the aircraft altitude within a
tolerance band of ±130 feet under
may not exceed 120 feet.
nonturbulent, nongust conditions for • At the point in the full RVSM flight en-
aircraft for which type certification velope where mean ASE plus three stan-
application occurred on or before d a r d d ev i a t i o n s r e a c h e s i t s l a rg e s t
April 9, 1997 that are equipped with absolute value, the absolute value may
an automatic altitude control system not exceed 245 feet.
with flight management/performance
system inputs.
• The aircraft must be equipped with an
altitude alert system that signals an alert
when the altitude displayed to the flight
crew deviates from the selected altitude:
° By more than ±300 feet for aircraft for
which type certification application
was made on or before April 9, 1997
° By more than ±200 feet for aircraft for
which application for type certifica-
tion is made after April 9, 1997.

Figure 34-11. Approval Process

Altimetry System Error Traffic Alert and Collision

Containment Grouped Aircraft Avoidance System
To approve group aircraft for which type cer- Compatibility
tification application is made after April 9, Traffic alert and collision avoidance system
1997, the Administrator must find that the compatibility includes all aircraft with RVSM
ASE is contained: operations approval after March 31, 2002 (un-
• At the point in the full RVSM flight en- less otherwise authorized by the Administrator)
velope where mean ASE reaches its if the aircraft is equipped with TCAS II in
largest absolute value, the absolute value RVSM airspace. It must be a TCAS II that
may not exceed 80 feet. meets TSO C-119b (Version 7.0), or a later
version. If the Administrator finds that the ap-
• At the point in the full RVSM flight en- plicant’s aircraft comply with this section, the
velope where mean ASE plus three stan- Administrator notifies the applicant in writing.
d a r d d ev i a t i o n s r e a c h e s i t s l a rg e s t
absolute value, the absolute value may
not exceed 200 feet. Operating Restrictions
If the applicant demonstrates that the air-
Altimetry System Error craft otherwise comply with the ASE contain-
Containment (Nongrouped ment requirements, the Administrator may
Aircraft) establish operating restrictions on that appli-
cant’s aircraft. This may restrict the aircraft
To approve a nongroup aircraft, the Administrator from operating in areas of the basic RVSM
must find that the ASE is contained: flight envelope.
• For each condition in the basic RVSM
flight envelope, the largest combined
absolute value for residual static source NOTES
error plus the avionics error may not ex-
ceed 160 feet.
• For each condition in the full RVSM
flight envelope, the largest combined
absolute value for residual static source
error plus the avionics error may not ex-
ceed 200 feet.

Figure 34-12. Program Manual Requirements

OPERATOR AUTHORIZATION • Procedures for returning noncompliant

aircraft to service. An applicant who
Authority for an operator to conduct flight in operates under Part 121 or 135 or under
airspace where RVSM is applied is issued in Subpart K of Part 91 must submit RVSM
the Operations Specifications, a Letter of policies and procedures that enable them
Authorization, or Management Specifications to conduct RVSM operations safely.
issued under Subpart K of Part 91, as appro- • In a manner prescribed by the
priate (Figure 34-12). To issue an RVSM au- Administrator, the operator must provide
thorization, the Administrator must find that evidence that it is capable to operate
the operator’s aircraft is approved in accor- and maintain each aircraft or aircraft
dance with Section 2 of Appendix G of Part 91. group for which it applies for approval
to operate in RVSM airspace, and each
An applicant for authorization to operate crewmember has an adequate knowl-
within RVSM airspace shall apply in a form edge of RVSM requirements, policies,
and manner prescribed by the Administrator. and procedures.
The application must include an approved • Adequate procedures for the notification
RVSM maintenance program outlining proce- to the flight crew when their aircraft are
dures to maintain RVSM aircraft in accor- determined to be non-RVSM capable
dance with the requirements of Appendix G. for dispatch.
• Adequate provisions for auditing all out-
sourcing of maintenance on a regular
Program Manual Requirements basis to ensure conformance to RVSM
Each program manual must contain criteria for: maintenance program requirements and
the operator’s Continuing Analysis and
• Periodic inspections, functional flight Surveillance Program, or an equivalent
tests, and maintenance and inspection program for Part 91 operators conduct-
procedures, with acceptable mainte- ing flights in RVSM airspace, under its
nance practices, for ensuring continued approved maintenance program.
compliance with the RVSM aircraft re-
quirements.
• A quality assurance program for en-
suring continuing accuracy and relia-
bility of test equipment used for testing
aircraft to determine compliance with
the RVSM aircraft requirements.
• Initial and recurrent training require-
ments in the use of special test appara-
tus for performing geometrical
inspections (e.g., skin waviness meas-
urements), and other special require-
ments relating to the maintenance of
height-keeping equipment and certifica-
tion requirements.
• Established provisions to ensure that
all RVSM maintenance personnel are
properly trained, qualified, and author-
ized to maintain the aircraft for RVSM
operations.

Figure 34-13. Report Height Keeping Errors

Reporting Altitude-Keeping NOTES

Errors
Each operator shall report to the Administrator
each event in which the operator’s aircraft
has exhibited the following altitude-keeping
performance (Figure 34-13):
• Total vertical error of 300 feet or more
• ASE of 245 feet or more
• Assigned altitude deviation of 300 feet
or more
Removal or Amendment of
Authority
The Administrator may amend operation spec-
ifications or management specifications is-
sued under Subpart K of this part to revoke or
restrict an RVSM authorization, or may re-
voke or restrict an RVSM letter of authoriza-
tion, if the Administrator determines that the
operator is not complying, or is unable to com-
ply. Examples of reasons for amendment, rev-
ocation, or restriction include, but are not
limited to:
• An operator’s committing one or more
altitude-keeping errors in RVSM air-
space
• Failing to make an effective and timely
response to identify and correct an alti-
tude-keeping error
• Failing to report an altitude-keeping
error

Figure 34-14. RVSM Worldwide

Airspace Designation RVSM in the Gulf of Mexico

Refer to Figure 34-14. RVSM may be applied in the Gulf of Mexico
in the following areas:
Northern Atlantic Track • Gulf of Mexico High Offshore Airspace
RVSM may be effective in the Minimum • Houston Oceanic ICAO FIR
Navigation Performance Specification
(MNPS) airspace within the Northern Atlantic • Miami Oceanic ICAO FIR
Track (NAT). The MNPS airspace within the • Atlantic High Offshore Airspace
NAT is defined by the volume of airspace be-
t w e e n F L 2 8 5 a n d F L 4 2 0 ( i n c l u s iv e ) . • San Juan ICAO FIR
Extending between latitude 27° north and the
North Pole. Bounded in the east by the east- RVSM in Europe
ern boundaries of control areas Santa Maria
Oceanic, Shanwick Oceanic, and Reykjavik RVSM may be enforced in all European Civil
Oceanic. Bounded in the west by the western Aviation Control (ECAC) controlled areas.
boundaries of control areas Reykjavik Oceanic,
Gander Oceanic, and New York Oceanic, ex-
cluding the areas west of 60° west and south NOTES
of 38° 30 minutes north.
RVSM in the Pacific

RVSM may be applied in the Pacific in the fol-
lowing ICAO Flight Information Regions
(FIRs) Anchorage Arctic, Anchorage
Continental, Anchorage Oceanic, Auckland
Oceanic, Brisbane, Edmonton, Honiara, Los
Angeles, Melbourne, Nadi, Naha, Nauru, New
Zealand, Oakland, Oakland Oceanic, Port
M o r e s b y, S e a t t l e , Ta h i t i , To ky o , U j u n g
Pandang and Vancouver.
RVSM in the West Atlantic

Route System
RVSM may be applied in the New York FIR
portion of the West Atlantic Route System
(WATRS).
RVSM in the United States

RVSM may be applied in the airspace of the
48 contiguous states, District of Columbia,
and Alaska, including that airspace overlying
the waters within 12 NM of the coast.

Figure 34-15. AFD-3010 Adaptive Flight Display

COLLINS PRO LINE 21 CONTROLS AND INDICATIONS

ELECTRONIC FLIGHT Primary Flight Display
INSTRUMENT SYSTEM Each PFD depicts:
• Aircraft attitude
DESCRIPTION • Flight director commands
Collins Pro Line 21 electronic flight instrument • Flight control system annunciations
system (EFIS) interfaces with and displays
data information from the: • Heading
• Air data system • Course
• Attitude heading system • Bearing
• Engines indicating system • Vertical speed
• Flight control system • Airspeed
• Te r r a i n awa r e n e s s wa r n i n g s y s t e m • Baro-corrected altitude
(TAWS) • Radio altitude
• Traffic alert and collision avoidance sys- • Preselect altitude
tem (optional)
• Minimum descent-reporting altitude
Data information is displayed on liquid crys-
• Decision height
tal displays referred to as adaptive flight
displays (AFDs) (Figure 34-15). • Temperature
• Optional TCAS II advisory information
Collins Pro Line 21 EFIS standard installation
configuration consists of:
• Three AFD-3010 adaptive flight displays Multifunction Display
• Two DCP-3000 display control panels The MFD depicts radar return and comprehen-
sive navigation information in the horizontal
• CKP-3000 course knob panel situation indicator or the present position map
• CHP-3000 course heading panel format. The MFD also allows engines indica-
tion system information, flight management,
Two AFD-3010 adaptive flight displays are uti- checklist, diagnostic, TAWS and optional
lized as PFDs. One AFD-3010 adaptive flight TCAS II pictorial information to be viewed by
display is utilized as a MFD. The pilot PFD is the pilot.
on the left instrument panel and the copilot
PFD is on the right instrument panel. The
MFD is on the center radio panel.

BARO
PUSH
BAROMETRIC SET KNOB
STD
(PRESS TO STANDARDIZE)
ENG COMPRESS ENGINE INFO ALLOWING

MORE ROOM FOR PLAN OR MAP INFO
REFS BRING REFERENCE PAGES INTO VIEW
MENU DATA
ADV
PUS
H
EL C USED WITH LINE SELECT BUTTONS

S
E
ON AFD TO SET VARIOUS ITEMS
NAV/BRG BRING NAV BEARING COMMANDS

ONTO AFD FOR LINE SELECTION
RADAR BRING RADAR COMMANDS ONTO

AFD FOR LINE SELECTION
GCS TURN GROUND CLUTTER

SUPPRESSION ON MOMENTARILY
TILT RANGE
PUS
H
AUTO
TIL T RADAR TILT AND RANGE CONTROL
Collins
Figure 34-16. Display Control Panel

DCP-3000 Display Control NOTES

Panel
The pilot and copilot use the display control
panels (Figure 34-16) to:
• Set barometric pressure correction
• Secondary engines display
• V-speed reference setting
• Navigation source selection
• Bearing source selection
• Weather radar control
• Display range selection
The display control panels provide a display

control output to the MFD and left PFD.
The left display control panel receives dis-

crete input from the course heading panel and
external switches.
The right display control panel receives dis-

crete input from the course heading panel,
course knob panel, and external switches.
A course-heading panel provides heading and

preselect altitude data to the left and optional
right display control panel.
The pilot uses the course heading panel to:

• Select course
• Select heading
• Preselect altitude references for the FGS
• Provide left side course data to the left
display control panel
• Cancel an altitude alert annunciation
The course-heading panel provides discrete

output to both display control panel.
A course knob panel provides right side course

data to the right display control panel.

Collins
N1 % ITT °C FUEL QTY

–––.– 1000 0.0 N2
% 0.0 LBS
100 900 OIL PSI OIL °C 2000
T T
O 90 O 800 1500
70 1000
700
0 0 25 25
50
500
30
600 23 °C 23
400 FUEL
0.0 0.0 200 0 PPH 0 0 0
VOR1 HDG 137 137 15

CRS 166 12
TTG – – : – – S
– – – – NM
E
2.5
TERR
LX/RDR
ADF TFC
TA ONLY
ADF
BRT
DIM
MFD - MULTIFUNCTION DISPLAY

AFD - ADAPTIVE FLIGHT DISPLAY ACT AS AFD OR PFD
8 X 10 IN
LDC - LIQUID CRYSTAL DISPLAY
EIS - ENGINE INDICATING SYSTEM
Figure 34-17. Adaptive Flight Display—Engine Indicating System

ENGINES INDICATION • ITT—Gauge indicates the temperature

between the first and second compres-
SYSTEM sor stages in degrees centigrade. The
display of ITT consists of an analog
scale and pointer for each engine.
DESCRIPTION
• N2—Standardized display of engine tur-
The engine indication system (EIS) consists bine rpm measured against a fixed 100%
of two DCU-3010 data concentrator units, two value. The N 2 displays consist of digi-
full authority digital engine controls tal readouts for each engine.
(FADECs), and the electronic flight informa- • Oil pressure—Analog and part time dig-
tion system (EFIS) (Figure 34-17). ital display for each engine.
• Oil temperature—Analog and part time
COMPONENTS digital display for each engine.
Data Concentrator Units • Fuel flow—Displays in pounds per hour
(PPH). Optional kilograms per hour
The left and right DCUs collect and format air- (KPH) may be displayed. Consists of
craft data for display on the EFIS system. digital readouts for each engine. A fuel
The DCU receives oil pressure, oil tempera- flow PPH legend is displayed between
ture, fuel flow, fuel quantity, and fuel temper- the left and right digital readouts.
ature inputs from the aircraft engine and other
systems. • Fuel quantity—Consists of an analog
and digital display for the fuel in each
The data inputs are concentrated and processed wing tank. Fuel quantity is in pounds
for transmission on ARINC 429 buses. The (LBS). Optional kilograms (KGS) may
DCU outputs engine data to the EFIS displays be displayed. The fuel quantity digital
readout is displayed below the associ-
and maintenance, diagnostic, and aircraft data ated analog scale. The fuel quantity dig-
to the IAPS data concentrators. ital readout has the same source of data
as the fuel quantity analog pointer.
FADECS
There are two dual channel FADECs that re-
ceive N 1 , N 2 , and interturbine temperature
(ITT) information from the aircraft engines.
The information is converted to ARINC 429 and
sent to the EFIS displays and maintenance, di-
agnostic, and IAPS data concentrators.
Engine Indication Display

The engine indication display shows the follow-
ing indications to the crew:
• N 1 — Turbine speed (N 1 ) gauge indicates
engine fan rpm. N 1 is measured against
a fixed 100% value and is expressed in
percentages. The N 1 displays consist
of an analog and digital display for each
engine.

Collins
ACT FPLN 1/1

ORIGIN DIST DEST
KCEA
RO U T E A LT N
O RIG RWY
VIA TO
COMPLETED FLT N O
< C O P Y AC TI V E
< S E C FP L N PERF INIT>
[ [
G P S N OT AVA I L A B L E
MSG EXEC
DIR FPLN LEGS DEP PERF MFD MFD MFD PREV NEXT
ARR MENU ADV DATA
CLR
IDX 1 2 3 A B C D E F G DEL
TUN 4 5 6 H I J K L M N BRT
DIM
7 8 9 O P Q R S T U
0 +/– V W X Y Z SP /
Figure 34-18. Control Display Unit (CDU)

FLIGHT MANAGEMENT NOTES

SYSTEM
DESCRIPTION
The Citation 525B aircraft is standard
equipped with a Collins FMC-3000 flight
management system (FMS). The FMC-3000
is a circuit card assembly in the IAPS. Only
one FMS is standard and if selected, there is
only one FMC-3000 in the left side of the
IAPS . If the optional second Collins FMS
is installed, there is a second FMC-3000 in
the right side of the IAPS.
The FMC-3000 receives inputs from the navi-

gation equipment in the aircraft to plot present
position, follow a flight plan, determine per-
formance and progress of the aircraft while fly-
ing a flight plan, and provide information as
guidance to the flight director and autopilot.
The FMC-3000 allows for storage of the nav-

igation database, custom database, and the
performance database.
The setup and control of the FMS is accom-

plished through the control display unit (CDU).
The FMS is automatically powered whenever
the avionics switch is turned on.
CDU-3000
The CDU-3000 is in the pedestal area in the
cockpit of the aircraft and provides control
functions for the FMS and the radio sensor sys-
tem (RSS) (Figure 34-18). The CDU has an liq-
uid crystal display (LCD) screen, line select
keys on either side of the screen, program
keys for mode selection, and an alpha/numeric
keypad for data entry.

Figure 34-19. Citation 525B Cockpit

DEPENDENT POSITION VHF Navigation Systems

DETERMINING The VHF navigation systems include navigation
receivers. VHF systems operate at frequencies
SYSTEMS between 30 MHz and 300 MHz. The navigation
receivers, designated as NAV 1 and NAV 2,
contain the:
DESCRIPTION
• Collins NAV 4000 VOR/ILS—Features
This section describes subsystems that provide 200 channels, with 50 kHz receiver se-
position information and are dependent on lectivity, and operates in the ranges of
ground installations or orbital satellites. These 108.00 MHz to 117.95 MHz.
navigation aids include:
• Marker beacon
• Low frequency navigation systems
(below 30 MHz) • Glide slope—Features 40 channels, with
150 kHz receiver selectivity, and oper-
• Very high frequency (VHF) navigation ates in the ranges of 329.15 MHz to
systems (30 MHz–300 MHz) 335.00 MHz.
• Ultra high frequency (UHF) navigation
systems (300 MHz–3, 000 MHz) UHF Navigation Systems
UHF navigation systems include a Collins
Low Frequency Navigation DME 4000 distance measuring equipment
Systems (DME) and a Collins TDR 94D transponder.
UHF systems operate at frequencies between
The low frequency navigational systems in-
300 MHz and 3,000 MHz.
clude automatic direction finder (ADF) nav-
igation systems and a Collins ADF 4000 digital
The DME system is a pulse system that trans-
ADF radio. These low frequency systems op-
mits and receives pulses of UHF electrical en-
erate at frequencies between 30 kHz and 30
ergy. This information is used to measure
MHz. The ADF is a radio receiver that:
distance and is displayed on the DME indica-
• Automatically and continuously deter- tor, as well as analog and EFIS systems.
mines bearing to a radio station being
received The transponder system provides and re-
ceives electronic pulses from the ground sta-
• Monitors aural reception of audio trans- tion to the aircraft.
missions from the radio station
Operations and tuning is discussed in Chapter
Operations and tuning of the ADF are dis- 23—“Communications.”
cussed in Chapter 23—“Communications.”

Figure 34-20. RTU-4210

COLLINS RADIO Transponder

SENSOR SYSTEM Two TDR-94D diversity mode S transponders
(XNPDR) are in the Citation 525B aircraft. The
No. 1 system is in the nose baggage area on
DESCRIPTION the left side of the aircraft. The No. 2 system
is in the tail cone above the baggage area.
The radio sensor system (RSS) in the Citation
525B aircraft is comprised of all Collins equip- The TDR-94D is capable of modes A, C, and
ment. Control of the RSS is accomplished by S functions allowing for bearing distance and
a radio tuning unit (RTU) (Figure 34-20) which identification to be received and transmitted.
is interfaced with all the radio/audio compo- The information can be shared with a TCAS
nents to provide a complete Collins system. II system.
Operations of the RTU are discussed in Chapter
23—“Communications.” The RSS uses a radio A mode S strapping module is in the tail
interface unit (RIU) to complete the system in- cone aft of the baggage compartment. This
terfacing. module allows for specific indent informa-
tion to be delivered to the XNPDRs and the
COMPONENTS TCAS II system.
Navigation Receivers The RTU controls the transponders.

The navigation receivers are Collins NAV-
4000 receivers that contain a VOR/LOC/ NOTES
glideslope receiver, marker beacon receiver,
and an ADF receiver. The No. 1 system is in
the nose baggage area on the left side of the
aircraft. The No. 2 system is in the tail cone
above the baggage area.
If only one ADF is installed, the No. 2 system

contains a NAV-4500 (no ADF) instead of a
NAV-4000 unit.
Distance Measuring Equipment

Two DME-4000 units are in the Citation 525B
aircraft. The No. 1 system is in the nose baggage
area under the floor. The No. 2 system is in the
tail cone above the baggage area.
The DME provides distance, time-to-station,

ground speed, and station identification.
Tuning is accomplished automatically with
either the FMS or the NAV receiver.

Figure 34-21. TCAS Processor

TRAFFIC COLLISION If the test PASSES, the green PASS annunci-

ator momentarily illuminates and the audio
AVOIDANCE SYSTEM system in the aircraft announces “TCAS sys-
tem test OK.”
DESCRIPTION If the self-test FAILS, the the red FAIL annun-
The Citation 525B aircraft is equipped with the ciator momentarily illuminates and the audio
Collins TTR-4000 TCAS II system as an op- system announces “TCAS system test fail.”
tion (Figure 34-21). The TTR-4000 is Change
7 compliant and meets all worldwide require- Annunciators
ments. The TTR-4000 is under the floor on the
left side of the nose area and provides: The TTR-4000 is equipped with fault analy-
sis to recognize problems with antennas,
• Surveillance XNPDRs, radio altimeter, heading, and im-
• Threat detection proper RA or TA sensing. An annunciator lamp
on the front of the TTR-4000 is assigned to
• Collision avoidance tracking each of these areas:
• Interface with the audio and electronic • XNPDR annunciator—Indicates the link
display system (EDS) between the TCAS and the XNPDR has
failed.
Resolutions are presented in verbal and vi-
sual form. Visual resolutions are presented on • LOWER and UPPER ANT annuncia-
the PFD screen as a vertical fly to arc in the tor—Indicate an ANT failure.
vertical speed scale. Audio resolutions are an- • RAD ALT annunciator—Indicates a fail-
nounced over the speakers and headphones ure with the communications between
by the aircraft audio system. the TCAS and the RAD ALT has failed.
An optional speaker override switch prevents • HDNG annunciator—Indicates the
the resolution audio from being heard over TCAS is not receiving heading infor-
the speakers, which may scare the passengers. mation from the AHRS.
When activated the resolution can only be • RA and TA annunciator—Indicate an
heard through the headsets; therefore, the erroneous resolution or traffic advisory.
headsets must be worn all the time.
The traffic symbols may be activated and dis-

played on the MFD screen through the line se-
lect switches on the bezel of the screen.
CONTROLS AND INDICATIONS

Self Test
The TTR-4000 is equipped with a built-in self-
test. To activate the test, press the button on
the front of the TTR-4000 itself. Annunciators
on the front of the TTR-4000 momentarily il-
luminate. Once the self-test is completed, all
annunciators extinguish except either the PASS
or FAIL annunciators.

Figure 34-22. TCAS Antenna

TCAS Antennas NOTES

The TTR-4000 utilizes two antennas: one on the
top of the aircraft and one on the bottom of the
aircraft. Both are directional antennas that use
a set of four coaxes to connect to the TTR (Figure
34-22). Each coax is then connected to the an-
tenna coils, creating an impedance matching
between coax and antenna. Coaxes are color
coded for installation and must be matched to
the color code on both the antenna and the TTR.
Disconnecting the coaxes at the TTR and meas-

uring impedance between the center conduc-
tor and the shielding of the coax connector can
perform a check of the coaxes. Refer to the
Collins Manual for specifications.
Only the original equipment manufacturer

(OEM) can replace the coaxes.

Figure 34-23. EGPWS Information

ENHANCED GROUND NOTES

PROXIMITY WARNING
SYSTEM
DESCRIPTION
The enhanced ground proximity warning sys-
tem (EGPWS) is a terrain awareness and warn-
ing system (Figure 34-23). The system
incorporates terrain alerting and display func-
tions that provide the flight crew with aural and
visual warnings if the projected flight path
could result in impact with the terrain.
OPERATION
The EGPWS is interfaced with:
• Radio altimeter
• ADCs
• Angle-of-attack
• Attitude heading reference system
• Landing gear position sensors
• Flap position sensors
• Selected decision height
• Glide-slope navigation receivers
The EGPWS system utilizes information from

these systems to determine flight path and
possibility of impending danger. Data from the
EGPWS system goes to the IAPS. Visual warn-
ings are indicated on instrument panel annun-
ciators and on the AFDs. Voice warning
messages are announced on the aural warning
system.
Operation of the EGPWS is automatic when the

avionics power switches are in the ON position
and all related systems are valid. The system
is operational from altitudes of 50–2,450 feet
(4.57–746.76 meters) above ground level as de-
termined by the radio altimeter. The EGPWS
has six operational modes, all of which are
valid for ground proximity warning.

Figure 34-24. Radar Antenna

RTA-800 WEATHER NOTES

RADAR SYSTEM
DESCRIPTION
The RTA-800 weather radar system is a fully
integrated radar system that consists of a sin-
gle unit on a precisely aligned surface in the
radome (Figure 34-24). The RTA-800 re-
ceiver/transmitter/antenna is a solid-state unit
with an attached 14-inch flat plate antenna.
The system is an X-band radar that detects

precipitation and ground feature returns in
front of the aircraft. The radar video can be dis-
played on the MFD. The radar outputs weather
reflectivity data on a ARINC 453 very-high-
speed bus to the AFDs.
OPERATION
The RTA-800 weather radar system detects wet
precipitation along the flight path and ahead of
the aircraft. The display control panels provide
radar mode and range control. The display range
is selectable up to 300 NM.
The system operates on a nominal output of

25 W. Scan and tilt control circuits cause the
motor to sweep the antenna horizontally and
vertically. The transmitter generates X-band
pulse signals output by the antenna. When the
transmitted signals encounter wet precipitant,
part of the signal reflects back to the antenna.
The receiver captures this signal return, sup-
plying raw data containing range, azimuth,
and intensity to the IAPS. The IAPS converts
the information into video data to be presented
on the AFDs.
The RTA-800 weather radar system may be op-

erated in a split mode, where the radar func-
tions as two independent radars, each updating
on alternate sweeps of the antenna. In this
mode, each AFD controls one of the two radar
channels.

Figure 34-25. C406-2 Emergency Locator Transmitter

EMERGENCY LOCATOR A low-pass filter is on the ELT C406-2 sup-

port assembly and is installed between two
TRANSMITTER SYSTEM coax connectors. The low-pass filter elimi-
nates COMM 1 and COMM 2 radio transmis-
sion radiation from the ELT.
DESCRIPTION
An Artex ELT C406-2 emergency locator trans- A interconnect between the ELT and the GPS
mitter (ELT) operates in a wide range of en- allow for transmission of position. An inter-
vironmental conditions, enabling rescue teams connect between the ELT and the RSS allow
to locate the aircraft in the event of a crash for transmission of the mode S identifier.
(Figure 34-25).
OPERATION
The Artex C406-2 ELT system consists of:
• Transmitter with integral battery pack The ELT C406-2 ELT system activates:
and G-switch • Automatically upon impact
• Low pass filter • Manually with the G-switch
• Antenna • Manually by either one of the two re-
• Cockpit ELT control panel motely mounted control switches
• NAV interface The G-switch operates and activates the trans-

• Cable assembly mitter as a result of crash accelerations par-
allel to, or coincident with, the longitudinal
• Antenna coax cable axis of aircraft, moving generally in a for-
ward direction.
The transmitter, along with its integral battery
pack and G-switches, is in the tail cone. The The pilots can manually activate the trans-
system activates automatically in the event of mitter by placing the remote switch on the
aircraft impact or through the cockpit panel right instrument panel to the ON position.
switch. When the aircraft electrical system is
on, a microprocessor in the transmitter utilizes When activated, the ELT transmits simultane-
power from the aircraft electrical system. ously on emergency frequencies 121.50,
Power from the transmitter integral alkaline 243.00, and 406.025 MHz, utilizing a swept
battery pack is utilized for the system test se- tone at three sweeps-per-second.
quence and activating/sustaining the system in
the event of an emergency. The ELT C406-2 system also incorporates a
complete self-analysis program with test rou-
The ELT C406-2 system utilizes an antenna on tines transmitted at reduced power. The test se-
the upper fuselage. The antenna is coaxial and quence checks the system microprocessor,
is connected to the transmitter. antennas, and transmitter. The test routine can
be activated by the remote switch by placing
Controlling devices for the system include a the switch to the ON position for 1 second
G-switch in the transmitter and a two-position then returning the switch to the ARM position.
cockpit panel switch on the right instrument
panel. This allows the flightcrew to activate
and reset or test the system. An ON–OFF tog-
gle switch on the transmitter is positioned to
ON for normal system operation and to OFF
during maintenance or servicing.

Table 34-1. ACRONYMS
ACRONYM DESCRIPTION ACRONYM DESCRIPTION

ADC Air Data Computer FGS Flight Guidance System
ADF Automatic Direction Finder FMS Flight Management System
ADI Attitude Direction Indicator GPB General Purpose Bus
ADS Air Data System GS Ground Speed or GlideSlope
AFD Adaptive Flight Display HIRF High Intensity Radiated Fields
AFMS Aircraft Flight Manual Supplement HSI Horizontal Situation Indicator
AGL Above Ground Level IAPS Integrated Avionics Processing System
AHC Attitude Heading Computer IAS Indicated Airspeed
AHS Attitude Heading System ICC Integrated Card Cage
AHRS Attitude Heading Reference System IEC Internal Environmental Control
ALI Altitude Indicator IOC Input-Output Concentrator
ALT Altimeter LCD Liquid Crystal Display
AOA Angle Of Attack LRM Line Replaceable Module
AP AutoPilot LRU Line Replaceable Unit
AP DISC Autopilot Disconnect MFD Multifunctional Display
APP AutoPilot Panel MSI Mach Speed Indicator
ARINC Aeronautical Radio Incorporated MSP Mode Select Panel
ASI Airspeed Indicator NAV Navigation
ATC Air Traffic Control NM Nautical Mile
ATT Attitude PFD Primary Function Display
B/C or BC Back Course PWR Power Supply
CDU Control Display Unit RAC Radio Altimeter Converter
CSDB Commercial Standard Data Bus RAD ALT Radio Altimeter
CHP Course Heading Panel RIU Radio Interface Unit
CKP Course Knob Panel RSS Radio Sensor System
COM Communications RTA Receiver-Transmitter-Antenna
CPA Closest Point of Approach RTU Radio Tuning Unit
CSU Configuration Strapping Unit SDI Source Destination Identifier
DCP Display Control Panel SSM Sign Status Matrix
DCU Data Concentrator Unit SVO Servo-Motor
DME Distance Measuring Equipment TAS True Airspeed
ECU External Compensation Unit TCAS Traffic Collision Avoidance System
EFIS Electronic Flight Information System TDR Transponder
EDC Engine Concentrator Unit VS Vertical Speed
EIS Engine Indicating System VSI Vertical Speed Indicator
FD Flight Director VHF Very High Frequency
FDU Flux Detector Unit WXR Weather Radar System
FGC Flight Guidance Computer XNPDR Transponder

CHAPTER 35
OXYGEN
CONTENTS
Page
INTRODUCTION ................................................................................................................. 35-1
GENERAL ............................................................................................................................ 35-3
STORAGE SYSTEM ............................................................................................................ 35-5
Components ................................................................................................................... 35-5
Operation ..................................................................................................................... 35-13
Limitations................................................................................................................... 35-15
Diagnostics .................................................................................................................. 35-17

ILLUSTRATIONS
Figure Title Page
35-1 Oxygen System Schematic..................................................................................... 35-2
35-2 Oxygen Bottle Installation ..................................................................................... 35-4
35-3 Oxygen Regulator Details ...................................................................................... 35-6
35-4 Cabin Oxygen System and Oxygen Controls......................................................... 35-8
35-5 Oxygen Pressure Gauge....................................................................................... 35-10
35-6 Oxygen Control Valve Schematic ........................................................................ 35-12
35-7 Oxygen Filler Valve and Placard.......................................................................... 35-16
TABLE
Table Title Page
35-1 Oxygen Filling Pressures ..................................................................................... 35-14

CHAPTER 35
OXYGEN
INTRODUCTION
This chapter presents information on the oxygen system for the Citation 525B aircraft,
with the discussion limited to the storage and delivery of breathable oxygen into the cabin
area. General maintenance considerations are included, with an introduction to functional
and operational checks. References for this chapter and further information can be found
in Chapter 5—“Time Limits/Maintenance Checks,” Chapter 12—“Servicing,” and
Chapter 35—“Oxygen” of the Aircraft Maintenance Manual (AMM).

SOLENOID
TO PASSENGER
DISTRIBUTION
SYSTEM
29 VDC
ALTITUDE
PRESSURE
SWITCH
TO COPILOT
FACE MASK MANUAL CONTROL
VALVE
(NORMAL POSITION)
PILOT FACE
NORMAL MASK
CREW
ONLY
MANUAL
DROP
SHUTOFF
KNOB
PRESSURE
REGULATOR
OXYGEN
PRESSURE
OVERBOARD
CYLINDER
PRESSURE
GAGE
OVERBOARD
DISCHARGE
INDICATOR
LEGEND
HIGH-PRESSURE OXYGEN
LOW-PRESSURE OXYGEN
OXYGEN
MECHANICAL LINKAGE
CYLINDER
FILLER VALVE AND

PROTECTIVE CAP
Figure 35-1. Oxygen System Schematic

GENERAL NOTES
This chapter provides maintenance informa-
tion on systems that store, regulate, and deliver
oxygen for the occupants of the aircraft.
The oxygen system for the Citation 525B air-

craft consists of components that supply oxy-
gen to the flight and passenger compartments:
• Oxygen cylinder
• Pressure regulator with shutoff valve
• High-pressure relief valve
• Oxygen filler valve
• Masks
• Passenger service units
• Oxygen control valve
• Altitude pressure sensor
• Pressure gauge
The oxygen system conforms to Military

Specifications MIL-0-2710, Type I, Aviator’s
Breathing Gaseous Oxygen. An additional pub-
lication addressing the oxygen system is
Department of Transportation (DOT) 49
CFR171-190, Hazardous Materials Regulations
o f t h e D e p a r t m e n t o f Tra n s p o r t a t i o n .
Application for copies should be addressed to:
Superintendent of Documents
Government Printing Office
Washington, D.C. 20402
A schematic of the oxygen system is illus-

trated in Figure 35-1.

Figure 35-2. Oxygen Bottle Installation

STORAGE SYSTEM be removed and overhauled by the manufac-

turer or an FAA-approved overhaul station. A
ruptured green disc must be replaced when
COMPONENTS replacing the cylinder/regulator.
Oxygen Cylinder Oxygen Filler Valve

A 50-cubic-foot (1,407-liter) oxygen cylinder
(Figure 35-2) is in the right side of the nose The cylinder fill valve is remotely located from
baggage compartment. The standard oxygen the cylinder/regulator on the bulkhead aft of
cylinder is a Type 3 FC 1850 cylinder manu- and immediately inside the right nose baggage
factured under DOT-E 8162. Cylinder con- door. The fill valve has a check valve and fil-
struction consists of continuous filaments of ter. A pressure sealing cap prevents contami-
Kevlar ® impregnated with epoxy resin, wound nants from entering the oxygen system.
longitudinally and circumferentially over a
seamless aluminum liner.
NOTES
Pressure Regulator and Shutoff
Valve
T h e p r e s s u r e r eg u l a t o r i s a s i n g l e - s t a g e
ON–OFF unit that delivers 70 ± 10 psi (483 ±
69 kPa) controlled outlet pressure with cylin-
der inlet pressure between 200–1,850 psig
(1,379–12,755 kPa). The pressure regulator is
threaded to the cylinder and confines the pres-
sure to the cylinder itself. An integral low-pres-
sure relief valve provides protection against
overpressurization of the low-pressure sys-
tem. When the regulator is in the OFF position,
the low-pressure lines are vented to atmos-
phere. The regulator contains ports for fill,
pressure gauge, rupture disc, and low-pressure
lines. Safety wire holes lock the regulator in
either the ON or OFF position.
High-Pressure Relief Valve and

Overboard Discharge Indicator
The pressure regulator incorporates overpres-
sure protection by means of a rupture disc that
opens when the cylinder pressure reaches
3,775 ± 150 psig at 70°F (26,028 ± 1,034 kPa
at 21.1°C). The rupture disc fitting is line-
connected to an overboard port beneath the
nose baggage compartment. The port is cov-
ered by a green disc that is secured by a snap
ring. A missing green disc is an indication
that the oxygen cylinder has discharged due
to overtemperature or overpressure and must

MICROPHONE
CORD
OXYGEN
SUPPLY HOSE
HARNESS
INFLATION
LEVER
N
100%
PUSH
EMERGENCY
POSITION
PRESS
TO TEST
EMERGENCY
OXYGEN MASK ROTARY
(UNDERSIDE VIEW) KNOB
Figure 35-3. Oxygen Regulator Details

Crew Oxygen Outlet NOTES

Connectors
Oxygen outlet connectors for the pilots are
identical bayonet-type connectors. One con-
nector is on the pilot console and one on the
copilot console. The crew oxygen mask bay-
onet hose fitting plugs directly into the con-
nector and initiates oxygen flow through the
connector. When the mask bayonet hose fitting
is removed from the connector, the connector
closes, preventing oxygen from escaping. A
dust cover protects the connector when the
mask is not plugged in.
Crew Masks
A diluter-demand oxygen mask has an inte-
gral microphone and oxygen regulator. The
oxygen regulator has a lever allowing man-
ual selection of diluter demand, normal, or
100% oxygen. A flow indicator assures crew
members that oxygen is being received. The
oxygen mask has a purge button on the front
o f t h e m a s k . W h e n t h e p u r g e bu t t o n i s
pressed, the mask is cleared of contaminants
if the mask is donned in an emergency smoke-
filled environment.
The standard EROS ™ mask operates similar

to the diluter-demand mask, except that mask
emergency pressure is tested with a PRESS-
TO-TEST button. It can be changed to emer-
gency by rotating the same button to the EMER
setting.

NORMAL
MANUAL DROP
CREW ONLY
FROM OXYGEN
CYLINDER REGULATOR
PASSENGER MASK
WITH PINTLE
PIN INSTALLED
MANIFOLD
VALVE PASSENGER
DROP BOX
PASSENGER MASK
WITH PINTLE
PIN REMOVED
TO ADDITIONAL
DROP BOXES
LEGEND
STATIC PRESSURE
LOW-PRESSURE OXYGEN
Figure 35-4. Cabin Oxygen System and Oxygen Controls

Passenger Oxygen Masks NOTES

The passenger oxygen masks are a constant-
flow type enabling passengers to receive the
same quantity of oxygen regardless of aircraft
or cabin altitude. The flow rate is 4.5 liters per
minute.
The masks consists of:

• Face plates
• Economizer bags
• Length of plastic tubings
• Lanyard cords with pintle pins attached
• Head straps
The passenger oxygen mask stowage/dropout

boxes are in the overhead consoles. A passen-
ger oxygen mask is provided for each passen-
ger seat. When the door actuator is energized,
the stowage/dropout box opens, releasing the
mask. Oxygen does not flow until the oxygen
service valve an each mask is released.
Oxygen Service Valve

An oxygen service valve is inside each oxy-
gen mask container. The valve supplies oxy-
gen flow to the respective mask when the
lanyard cord is pulled, removing the pintle
pin from the oxygen service valve. The oxy-
gen service valve has a lever to shut off the flow
without replacing the pintle pin.
Door Actuator
A door actuator connects to the supply system
line inside each mask stowage compartment.
The door actuators unlock and open the mask
container door, allowing the mask to drop. The
actuator exerts a force of approximately 20
pounds at 70-psi (483 kPa) operating pressure.

OXYGEN
CONTROL VALVE PILOT
OUTLET VALVE
DISCONNECT CREW NORMAL MANUAL OFF

ONLY DROP
B
A
T MIC MIC
T EMER OXY HEAD
E OXY MASK SET
R
Y
MIC PHONE MIC
NORMAL OXYGEN CONTROL VALVE NORMAL OXY MASK HEADSET
INTERIOR MASTER
PILOT SIDE CONSOLE
MIC MIC
HEAD OXY EMER
SET MASK OXY
MIC PHONE MIC

HEADSET OXY MASK
COPILOT SIDE CONSOLE
10
OXY
1 15
0 20
PSI
1000
Figure 35-5. Oxygen Pressure Gauge

CONTROLS AND INDICATIONS Altitude Pressure Sensor

An altitude pressure sensor on the pressur-
Pressure Gauge ization printed circuit board (PCB) in the cabin
An oxygen pressure gauge is on the right side senses cabin pressure. It opens the electrical
of the instrument panel in the flight compart- solenoid at a pressure altitude of 14,500 ±
ment. The gauge is electrically illuminated 500 feet (4,419 ± 152 m). The sensor closes
and the range markings are: the electric solenoid at a minimum pressure al-
titude of 12,000 feet (3658 meters).
• Yellow arc ................................ 0–400 psi
(0–2,758 kPa)
• Green arc ..................... 1,600–1800 psi NOTES
(11,032–12,411 kPa)
• Red line .................................. 2,000 psi
(13,790 kPa)
Oxygen Control Valve

The oxygen control valve is on the pilot side
console and has three positions: CREW ONLY,
NORMAL, and MANUAL DROP. The oxygen
control valve has an electrical solenoid for
automatic operation and controls only the flow
of oxygen to the passenger masks. The crew
masks receive oxygen directly from the cylin-
der/ regulator. The three positions of the valve
are as follows:
• CREW ONLY position—Prevents oxygen
from flowing into the cabin plumbing.
• NORMAL position—Oxygen pressure
is available to the solenoid-operated
oxygen control valve. This control valve
is normally closed and is actuated by
the altitude pressure sensor. When the
oxygen control valve is actuated to the
open position, oxygen flows to the pas-
senger oxygen system.
• MANUAL DROP position—The sole-
noid-operated oxygen control valve is
manually bypassed and oxygen pres-
sure is directed to the passenger oxygen
system. This valve is normally in the
closed position.

SOLENOID
TO PASSENGER
DISTRIBUTION
SYSTEM
NORMAL
CREW
ONLY
Figure 35-6. Oxygen Control Valve Schematic

OPERATION In the event of a failure, or at the discretion

of the crew, the passenger system can be man-
The oxygen system has a high-pressure side ually actuated by selecting the passenger oxy-
and a low-pressure side. Oxygen is stored in gen select valve to MANUAL DROP. The
the high-pressure side in a cylinder in the nose MANUAL DROP position opens the passen-
compartment (to the right of the wheel well). ger oxygen select valve and drops the passen-
The low-pressure side is controlled by a pres- ger masks. After deployment of the passenger
sure regulator that attaches directly to the oxy- masks, oxygen flow is initiated by pulling the
gen cylinder. The regulator may be turned ON lanyards attached to the pintle pin. The con-
or OFF with the control handle. With the han- trol of flow into the passenger masks is
dle in the OFF position, the regulator functions achieved by a precision orifice between the
as a shutoff valve and vents the low-pressure supply line and the mask. When the passen-
side of the system (supply to the cabin) inter- ger oxygen select valve is positioned to CREW
nally through the regulator. With the handle ONLY, no oxygen flows to the cabin, but the
in the ON position, the regulator provides a crew system remains operational.
constant 70 ± 10 psi pressure to the low-pres-
sure side of the system. The low-pressure side
supplies oxygen to the crew outlets and to the NOTES
oxygen dropout boxes in the cabin.
The low-pressure side of the system can be

split into two subsystems: one for the cabin and
one for the cockpit. The oxygen control valve
separates the two halves. Oxygen is always
available to the crew through the crew distri-
bution lines, but is blocked from entering the
passenger system by the control valve.
The OXYGEN CONTROL VALVE is a com-

bination solenoid-operated or manual valve.
Typically, the valve is left in the NORMAL po-
sition. While the valve is in NORMAL, if the
cabin altitude increases to a pressure altitude
of 14,500 ± 400 feet, a pressure altitude trans-
ducer applies electrical power to the solenoid
of the passenger oxygen select valve. When the
passenger oxygen select valve opens, it al-
lows 70-psi pressure to flow into the cabin
oxygen system. This pressure is sufficient to
open the doors on the oxygen dropout boxes
and deploy the masks.

Table 35-1. OXYGEN FILLING PRESSURES
STABILIZED TEMPERATURE FILLING PRESSURE TO ACHIEVE 1,800 PSIG @ 70°F

(°F) (PSIG)
–10 1,430
0 1,480
20 1,570
40 1,660
60 1,755
80 1,845
100 1,940
120 2,030
140 2,120
NOTE:
TO EXTRAPOLATE ADD 5.0 PSIG FOR EACH 1°F.

With the oxygen pressure gauge line connected

WARNING to the regulator, the bayonet probe (welded on
the end of the oxygen pressure gauge line)
The oxygen cylinder is shipped with holds the needle valve in the open position.
a partial-to-full charge. Care should Therefore, the gauge indicates pressure whether
be taken not to drop the cylinder or the regulator is turned on or off. When the nut
otherwise damage the cylinder or the from the oxygen pressure gauge line is re-
pressure regulator. moved, the pressure closes (or seats) the nee-
dle valve, terminating oxygen flow.
WARNING
When installing the oxygen line into the regu-
lator, insert the bayonet probe on the end of the
The entire oxygen system must be oxygen pressure gauge line into disconnect.
kept free of moisture as the cooling Tighten the nut from the oxygen pressure gauge
produced by expansion of the com- line onto disconnect. As the nut is tightened, the
pressed oxygen or low operating tem- bayonet probe opens (or unseats) the needle
peratures causes water to freeze in the valve housed in the disconnect. Oxygen will
small orifices of the system. flow to the oxygen pressure gauge.
Refer to Table 35-1 for oxygen filling pressures. WARNING
LIMITATIONS Oxygen supports combustion.

Materials that do not normally burn
Except for the purpose of the pressure regu- in the atmosphere, readily ignite or
lator replacement, the oxygen cylinder must explode in the presence of concen-
never be completely discharged. A completely trated oxygen.
discharged oxygen cylinder must be treated as
if the regulator has been damaged and returned
to the manufacturer or an FAA-approved over-
haul station for reconditioning. This is due to
the possibility of contaminants being drawn
into the regulator by negative pressures within
the cylinder caused by temperature variations.
Never remove fittings or check valves from any

port of the pressure regulator when the oxy-
gen cylinder is pressurized. The ports are pres-
surized at cylinder pressure (except the system
distribution port, which is regulated pressure).
Positioning the pressure regulator shutoff
valve knob to OFF closes only the system dis-
tribution port.
A missing green disc is an indication that the

oxygen cylinder has discharged due to
overtemperature or overpressure. The oxygen
cylinder must be removed and overhauled by
the manufacturer or an FAA-approved over-
haul station. A ruptured green disc must be re-
placed when replacing the cylinder/regulator.

OXYGEN FILLER
AVIATORS BREATHING OXYGEN
PER MIL-0-27210
SEE SERVICE MANUAL FOR
SERVICING INSTRUCTIONS
CAP FILLER
VALVE
Figure 35-7. Oxygen Filler Valve and Placard

DIAGNOSTICS CAUTION
The oxygen filler valve is inside the right nose
baggage door (Figure 35-7). Only breathing Ambient temperature has a direct-
oxygen conforming to MIL-0-27210, Type 1, effect on indicated pressure; there-
must be used for charging cylinders. fore, always refer to the oxygen fill
chart in Chapter 12 of the AMM .
If the oxygen bottle has been thermally dis-
charged, the disc at the regulator and indica- 4. Shut off the oxygen supply and discon-
tor must first be replaced before servicing can nect the charging cylinder.
be accomplished.
5. Install the filler cap on the filler valve.
Servicing Precautions
Ensure the following safety precautions are ad- NOTES
hered to at all times:
• Do not service the oxygen bottle while
the aircraft is being fueled.
• Ensure no unconfined flammable ma-
terial is near when servicing the oxygen
bottle.
• Do not direct highly compressed oxygen
towards personnel.
• Gaseous oxygen containers under pres-
sure must be given extra attention for
cleanliness.
Servicing Procedures
Before servicing the oxygen system to exam-
ine the cylinder for condition and hydrostatic
test date. Both the filler valve and the servic-
ing hose connection must be checked for con-
tamination before servicing begins. Service the
bottle as follows:
1. Remove the oxygen filler valve cap.
2. Connect the charging cylinder to the

filler valve.
3. Slowly charge the oxygen cylinder to

1,800–1,850 psi.

CHAPTER 36
PNEUMATIC
CONTENTS
Page
INTRODUCTION ................................................................................................................. 36-1
GENERAL ............................................................................................................................ 36-3
DISTRIBUTION ................................................................................................................... 36-5
Components ................................................................................................................... 36-5
Operation ..................................................................................................................... 36-11
PNEUMATIC CABIN ENTRY DOOR SEAL ................................................................... 36-13
Description and Operation........................................................................................... 36-13

ILLUSTRATIONS
Figure Title Page
36-1 Pneumatic System Schematic ................................................................................ 36-2
36-2 Precooler Assembly................................................................................................ 36-4
36-3 Pneumatic Temperature Probe ............................................................................... 36-4
36-4 Bleed-Air Plumbing ............................................................................................... 36-6
36-5 23-psi Service Air Regulator .................................................................................. 36-8
36-6 Temperature Control Schematic .......................................................................... 36-10
36-7 Pneumatic Cabin Door Valve ............................................................................... 36-12

CHAPTER 36
PNEUMATICS
BLEED AIR CO
L R
AIR
15
5
20
LV
VA E
INTRODUCTION
This chapter presents information on the pneumatic system (Figure 36-1) for the Citation
525B aircraft. Discussion in this chapter is limited to the delivery and control of bleed
air into the tail cone area. Each user system is covered in detail within the appropriate
chapter of this training manual. General maintenance considerations are included, with
an introduction to functional and operational checks. For more information on the
pneumatic system, refer to Chapter 36—“Pneumatics” in the Aircraft Maintenance
Manual (AMM).

36-2
CHECK VALVE

BILEVEL FLOW CONTROL VALVE
TO CABIN CABIN HEAT COMPRESSION AIR PRSOV

DISTRIBUTION EXCHANGER
SYSTEM
MUFFLER
DUCT
OVERHEAT TO
WINDSHIELD SERVICE
SENSOR AIR PNEUMATIC
ANTI-ICE TEMPERATURE
DUCT REGULATOR
PROBE
TEMPERATURE
SENSOR
TO
FRESH-AIR FAN WING
ANTI-ICE
OVERTEMPERATURE
SWITCH
MANIFOLD
RAM-AIR VALVE PRECOOLER
RAM
COOLING FAN BYPASS
AIR COOLING AIR
ENGINE BLEED AIR
Figure 36-1. Pneumatic System Schematic

GENERAL NOTES
This chapter provides maintenance informa-
tion on assemblies that extract, regulate, and
distribute bleed air.
High-temperature, primary bleed air is ex-

tracted from the high-pressure compressor.
The bleed air is routed from the nacelle through
the pylon, where the temperature is modified
by the pylon heat exchanger. Plumbing in the
tail cone routes the bleed air into the bleed-air
distribution systems.
Systems included in this chapter that utilize

pneumatic pressure (service air) are precooler
controls and the cabin entrance door seal.


DISTRIBUTION Maximum Cool Bypass Valve

The maximum cool bypass valve is in the
COMPONENTS plumbing between the 23-psi regulator and
the precooler actuator. The valve is a normally
Precoolers closed, solenoid-operated device and is in par-
allel with the pneumatic temperature probe. It
Precoolers are steel, cross-flow heat exchang- allows 23-psi air pressure to bypass the pneu-
ers in the pylons, which convert hot engine matic temperature probe and open the fan air
bleed air (up to 900°F [482°C]) to a temper- valve when:
ature suitable for use in the aircraft anti-ice,
environmental, and pneumatic systems (Figure • Wing anti-ice is selected off
36-2). Precoolers are the primary means of • Air-conditioning compressor is on
regulating the temperature of the bleed air
going to the wing anti-ice system. • Aircraft altitude is lower than 30,000 feet
Precoolers have two fundamental paths: the The maximum cool bypass valve is an electri-
bleed-air flow path (hot) and the engine fan- cally actuated valve. In the absence of elec-
air flow path (cool). Cooling air is provided trical power, the maximum cool valve remains
by extracting fan bypass air from the engine closed.
casing. An intake vent for cooling airflow is
on the inboard side of the engine, forward of Barometric Sensor
the nozzle. The air exits the aircraft through
the gap between the engine cowling and en- The barometric sensor is in the empennage
gine exhaust nozzle. above the aft baggage compartment. When it
senses aircraft altitude higher than 30,000 feet,
The precooler temperature control system cools it deenergizes the maximum cool bypass valve
hot engine bleed air to a temperature of 500°F. closed.
Pneumatic Temperature Probe Precooler Actuator

The pneumatic temperature probe is a pressure- A bleed-air temperature control line con-
regulating valve (Figure 36-3). The set point nects the outlet of the pneumatic temperature
varies such that when the temperature in- probe to the precooler actuator. The pre-
creases, the pressure-regulating set point de- cooler actuator is a pneumatic-cylinder con-
creases, allowing more air to flow through the figuration spring-loaded in the retracted
pneumatic temperature probe. The pneumatic position. The spring-loading on the precooler
temperature probe has dissimilar materials to actuator holds the door in the closed position
ensure that, as the pneumatic temperature and is opened by air supplied by the pneu-
probe approaches a set point temperature, matic temperature probe. By varying the
pressure regulation relaxes sufficiently to pressure between the pneumatic tempera-
allow greater quantities of air to pass. ture probe and the precooler actuator, the
precooler door assembly may be regulated to
the open and closed positions.

RH MANIFOLD ASSY
CROSS FITTING
CHECK
VALVES TEMPERATURE
PROBES
LH MANIFOLD ASSY
Figure 36-4. Bleed-Air Plumbing

Overtemperature Switch Cross Fitting

The overtemperature switch is an electrical The cross fitting accepts bleed-air pressure
switch with contacts that close at 560°F bleed- from either or both operating engines (Figure
air temperature. The switch is in the bleed-air 36-4). On the aft side of the cross fitting, bleed
plumbing between the pneumatic temperature air connects to a capped pressurization serv-
probe and the manifold (Figure 36-4). ice air port that is used for testing the pneu-
matic system(s). Additionally, the aft side of
the cross fitting supplies bleed air to the serv-
Manifold Assemblies ice air pressure regulator. The forward side of
Ram air passes through a precooler, over a the cross fitting supplies bleed air to the wind-
bleed-air overtemperature switch, then for- shield anti-ice system.
ward to the aft side of the manifold assembly.
Left and right manifold assemblies are in the
tail cone. Engine bleed air is routed from the NOTES
nacelles to the respective manifold assembly.
Each manifold assembly provides three indi-
vidual outlets:
• Outboard outlet—Provides bleed air
routed forward to the wing pressure-
regulating and shutoff valves (PRSOVs).
The air then goes through a tube assem-
bly, to a cross-flow shutoff valve over the
undertemperature switch. The air is then
distributed along the wing leading-edge
assembly.
• Inboard outlet—Provides bleed air to the
PRSOVs, into the flow control shutoff
valves. Air from the flow control shutoff
valves and a fresh-air blower provide air
to the cabin distribution system.
• Manifold outlet—Plumbing for connec-
tion through a check valve to a cross fit-
ting providing bleed-air distribution for
the windshield anti-ice system and the
23-psi regulator.

D
FW
CROSS FITTING
REGULATOR
Figure 36-5. 23-psi Service Air Regulator

23-psi Service Air Regulator NOTES

The aft side of the cross fitting supplies bleed
air to the service air pressure regulator (Figure
36-5), regulating bleed air to 23 ± 5 psig (159
± 34 kPa).
Operational check of the service air pressure

regulating shutoff and relief valves is done
by connecting a calibrated air pressure gauge
to the output side and applying air pressure to
the input side.
Shop air may be connected to the ground serv-

ice port to operationally troubleshoot the en-
trance door seal and deice system.
Engine-operated bleed air may be used to op-

erationally troubleshoot all bleed-air systems.
However, engine-operated bleed-air pressure is
required to operationally troubleshoot the wind-
shield bleed-air system, airfoil anti-ice sys-
tems, and/or the engine inlet anti-ice system.

OUTER TUBE MATERIAL

EXPANDS FREELY WITH HEAT
PRECOOLER
INNER ROD MATERIAL TEMPERATURE
EXPANDS SLIGHTLY CONTROL BYPASS
SOLENOID
ORIFICE
PNEUMATIC
PROBE
PNEUMATIC ACTUATOR
SPRING-LOADED CLOSED
LEGEND
23-PSI REGULATED BLEED AIR
CONTROL PRESSURE
Figure 36-6. Temperature Control Schematic

OPERATION NOTES
Air from the compressor section of the en-
gine is directed to the precooler. This air is
unregulated and very hot, ranging
3 0 0 ° F – 9 0 0 ° F. B l e e d - a i r p r e s s u r e va r i e s
16–300 psi.
The bleed-air temperature at the exit of the

precoolers is controlled to between 420–500°F
by modulating the amount of cooling air that
passes across the precooler. This modulation
is accomplished with butterfly valves regulat-
ing the flow of fan air through the cooling air
portion of the precoolers. The actuator on the
fan air modulating valve is a pneumatic
piston/cylinder arrangement. The valve as-
sembly is spring-loaded in the closed posi-
tion. Control of the system is by the service air
circuit in the form of 23-psi air. The 23-psi air
is routed in two paths to the fan air modulat-
ing valve. The service air is routed to the pneu-
matic probe and to the maximum cool bypass
valve. No electrical signal is required for the
pneumatic probe.
The maximum cool bypass valve is actuated

when the wing and engine anti-ice systems
are off, the air conditioning is running, and the
tail cone environment is below 30,000 feet.
With the maximum cool bypass valve actuated,
the control pressure is routed to the fan air
modulating valve, rotating the modulating
valve to its fully open position. This provides
maximum cooling of the bleed air. The baro-
metric switch prevents the bypass valve from
activating (opening) above 30,000 feet altitude.

PRESSURE SWITCH
DOOR SEAL CONTROL VALVE
23-PSI SERVICE AIR
CHECK VALVE
Figure 36-7. Pneumatic Cabin Door Valve

PNEUMATIC CABIN A cabin entry door seal pressure switch mon-

itors the cabin door seal pressure. When pres-
ENTRY DOOR SEAL sure exceeds 8.5 psi, the primary door seal
pressure switch extinguishes the DOOR
SEAL annunciator. As pressure decreases to
DESCRIPTION AND 5.5 psi, the switch opens and the annuncia-
OPERATION tor illuminates.
The cabin entry door seal is inflated with en-
gine bleed air and consists of the following NOTES
components:
• Check valve
• Pressure regulated and relief valve
• Spring-loaded door seal control valve
• Inflatable door seal
• Pneumatic distribution lines and fittings
A pneumatic line connects at the pressure reg-

ulator and routes through the upper aft pressure
bulkhead, along the fuselage floor, to an orifice
tee, across to a check valve, and finally to the
cabin entry door seal valve (Figure 36-7).
The cabin entry door seal control valve is at the

forward door frame. The lower forward door
lock pin actuates the cabin entry door seal con-
trol valve in the door-locked position, allow-
ing bleed air to inflate the seal. A check valve
is in the input line to the door seal control valve,
preventing the loss of inflation pressure in the
event of pneumatic air source loss. When the
door is unlocked, the spring-loaded valve de-
activates, closing off bleed-air pressure and al-
lowing trapped air in the seal to deflate through
a vent in the valve body.
When the cabin entry door is opened, the cabin

door position switch indicates the condition
by illuminating the DOOR NOT LOCKED
annunciator.

CHAPTER 38
WATER/WASTE
CONTENTS
Page
INTRODUCTION ................................................................................................................. 38-1
GENERAL ............................................................................................................................ 38-1
POTABLE WATER ............................................................................................................... 38-3
Description..................................................................................................................... 38-3
Components ................................................................................................................... 38-3
Operation ....................................................................................................................... 38-3
WATER/WASTE DISPOSAL ............................................................................................... 38-3
Components ................................................................................................................... 38-3
Operation ....................................................................................................................... 38-5
OPTIONAL FLUSH TOILET............................................................................................... 38-6
Description..................................................................................................................... 38-6
Operation ....................................................................................................................... 38-6

ILLUSTRATIONS
Figure Title Page
38-1 Toilet....................................................................................................................... 38-2
38-2 Toilet Component Locations .................................................................................. 38-4

CHAPTER 38
WATER/WASTE
INTRODUCTION
This chapter presents information on water and waste systems for the cabin area of the
Citation 525B aircraft. Information is provided on fixed units and components that store
and deliver fresh water for use, as well as fixed components that store and remove water
and waste. References for this chapter and further specific information can be found in
Chapter 5—“Time Limits/Maintenance Checks,” Chapter 12—“Servicing,” and Chapter
38—“Water/Waste” of the Aircraft Maintenance Manual (AMM).
GENERAL
Maintenance information for potable water The waste disposal section describes a non-
and waste disposal for the Citation 525B air- flush-type toilet and optional flush-type toi-
craft may vary depending on interior arrange- let in the aft cabin on the right side. The flush
ment and options in equipment description toilet is self-contained and requires a 29-VDC
and installation. e l e c t r i c a l p ow e r s o u r c e f o r o p e r a t i o n .
Information is also described in this section
The potable water section describes provisions on the relief tube.
for drinking water that is available through a
refreshment center in the forward cabin.

RIGHT AFT DIVIDER
TOILET TISSUE
DISPENSER
RELIEF HORN
ACCESS DOOR
DRAIN TUBE
DOOR
HEATED
DRAIN
TOILET TANK
ASSEMBLY TOILET
STRUCTURE
Figure 38-1. Toilet

POTABLE WATER Relief Tubes

The cockpit relief tube is under the pilot seat
DESCRIPTION on the forward side.
Potable water containers are in the right for- The aft relief tube is a standard installation on
ward refreshment center. the aft toilet. The assembly is on the aft side
of the toilet structure. On the optional flush
toilet, access to the relief tube is through an
COMPONENTS access door on top of the toilet structure.
An ice container is included in the standard and
optional refreshment centers. The relief tubes vent overboard through
heated vents.
The right forward refreshment center has an
electrically heated stainless steel water con-
tainer for hot water. NOTES
OPERATION
The right forward refreshment center water
container is equipped with a pushbutton drain
valve. The valve assembly is spring-loaded in
the closed position. A cap on top is removed
for filling. The hot water container has a recep-
tacle connecting to a mating plug at the back
of the shelf. When the container is in place, the
circuit is completed for heat to be activated by
a switch on the front of the cabinet.
WATER/WASTE
DISPOSAL
COMPONENTS
Refreshment Center Drain
The right forward refreshment center has a
drain system for the drip pan below the water
dispenser and a drain from the ice container
to the outside of the aircraft through a heated
outlet.

LEFT AFT
D DIVIDER
LIFE VEST/
RELIEF HORN
STORAGE
TOILET TISSUE
A DRAWER LAP BELT
ASSEMBLY
B
STORAGE
ASSEMBLY
TOILET TANK
DRAIN HOSE ASSEMBLY
HOSE
DOOR
HEATED C
DRAIN
ASSEMBLY DETAIL A
DETAIL B BOLT
WASHER
SHOULDER RESTRAINT
ASSEMBLY
FRAME
ASSEMBLY
DETAIL C
DETAIL D
Figure 38-2. Toilet Component Locations

Toilets NOTES
The standard toilet assembly is on the right side
of the aft cabin directly under the escape hatch.
Waste from the toilet is stored in an integral
holding tank between servicing.
The right flush toilet is in the aft cabin, aft of

the divider on the right side of aircraft. The re-
lief horn and associated plumbing are on the
left side of the toilet structure.
The belted flush toilet is in the aft cabin, aft

of the divider on the left side of aircraft. The
relief horn and associated plumbing are on
the right side of the toilet structure.
Shoulder restraint assemblies are on the for-

ward and aft intercostals with webbing pro-
truding through the reveal and shroud, aft and
above the belted toilet. A lap belt assembly is
on the toilet structure assembly.
A placard with servicing instructions is on

the side of the toilet assembly.
Waste from the relief tube is drained over-

board through the bottom of the aircraft.
OPERATION
Water that accumulates in the ice chest (right
forward refreshment center) is disposed of by
turning a ball valve beneath the ice container
to the OPEN position and allowing the water
to drain overboard through a heated outlet.
Operation of the standard nonflush toilet is by

raising and lowering the toilet lid and ring.
Servicing is accomplished by removing the
holding bucket and replacing the liner bag.

OPTIONAL FLUSH A shoulder harness restraint above the toilet

structure assembly on the left reveal and a lap
TOILET belt assembly on the toilet structure assembly
are available with the left belted toilet.
DESCRIPTION
OPERATION
A recirculating flushing toilet is optional
equipment on the Citation 525B aircraft. The The flush cycle is initiated by depressing the
toilet is a completely self-contained unit, re- PRESS TO FLUSH switch on the seat and
quiring only the external connection of 29- shroud assembly. The switch applies 29-VDC
VDC electrical power. The toilet assembly is power to the motor and pump assembly.
designed for permanent installation in the air- Flushing continues until the switch is released.
craft, requiring only the removal of the hold- During the flush cycle, flushing fluid is
ing tank when servicing is desired. pumped from the holding tank to the bowl by
the self-priming pump. The flush fluid enters
The toilet assembly consists of a seat and the bowl through a nozzle in the upper rim and
shroud assembly resting on the toilet mount- washes the inner surface of the bowl in a
ing plate. The polished stainless steel bowl as- swirling pattern. Waste is carried to the hold-
sembly, the motor and pump assembly, and the ing tank through the knife valve below the
PRESS TO FLUSH switch are attached to the bowl. When desired, the holding tank may be
mounting plate. The slide assembly is on the removed from the toilet for servicing after
bottom flange of the bowl in which the re- closing the knife valve.
movable holding tank assembly is installed.
The removable holding tank assembly con-

sists of a storage tank with the following
components:
• Knife valve
• Flush line quick-disconnect
• Carrying handle
Extending through the cover of the knife valve

is a manually operated actuator to open or
close the knife valve, sealing the tank contents
prior to removal. The position of the knife
valve may be observed through the opening at
the bottom of the bowl.
The holding tank assembly detaches from the

toilet at the front of the unit. Two press-lock
fasteners (one on each side of the knife valve)
secure the installed tank in the sealed position
against the bottom of the bowl. By detaching
and draining the flush line at the quick-discon-
nect, depressing the two Press-Lock fasteners,
and pulling the carrying handle, the tank is eas-
ily removed for servicing.

The information normally contained in this chapter is
not applicable to this particular aircraft.
The information normally contained in this chapter is
not applicable to this particular aircraft.
CHAPTER 51-57
STRUCTURE
CONTENTS
Page
INTRODUCTION ................................................................................................................. 51-1
GENERAL ............................................................................................................................ 51-1
STRUCTURES...................................................................................................................... 51-3
Components ................................................................................................................... 51-3
DOORS.................................................................................................................................. 52-1
Description..................................................................................................................... 52-3
Components ................................................................................................................... 52-3
FUSELAGE........................................................................................................................... 53-1
Description..................................................................................................................... 53-3
Components ................................................................................................................... 53-5
PYLONS................................................................................................................................ 54-1
Description..................................................................................................................... 54-3
STABILIZERS ...................................................................................................................... 55-1
Description..................................................................................................................... 55-3
WINDOWS ........................................................................................................................... 56-1
Description..................................................................................................................... 56-3
Components ................................................................................................................... 56-3
Diagnostics..................................................................................................................... 56-5
WINGS .................................................................................................................................. 57-1
Description and Operation............................................................................................. 57-3

ILLUSTRATIONS
Figure Title Page
52-1 Inflatable Door Seal ............................................................................................... 52-2
52-2 Door Warning Switch............................................................................................. 52-4
52-3 Entry Door Step Assembly .................................................................................... 52-6
52-4 Escape Hatch.......................................................................................................... 52-8
52-5 Nose Baggage Door ............................................................................................. 52-10
52-6 Hydraulic Service Door ....................................................................................... 52-12
53-1 Tail Stinger Assembly ............................................................................................ 53-2
53-2 Nose Radome Assembly ........................................................................................ 53-4
54-1 Pylon Assembly...................................................................................................... 54-2
55-1 Horizontal Stabilizer Assembly ............................................................................. 55-2
55-2 Elevator Assembly.................................................................................................. 55-4
55-3 Rudder Assembly ................................................................................................... 55-6
56-1 Side Window Assembly ......................................................................................... 56-2
56-2 Ultrasonic Test Equipment..................................................................................... 56-4
56-3 Cabin Window Assembly....................................................................................... 56-6
57-1 Wing Assembly ...................................................................................................... 57-2
57-2 Wing Tip Assembly................................................................................................ 57-4

CHAPTER 51-57
STRUCTURE
INTRODUCTION
This chapter describes the structure of the Citation 525B aircraft. Further specific in-
formation can be found in Chapter 52—“Doors,” Chapter 53—“Fuselage,” Chapter 54—
“Nacelles/Pylons,” Chapter 55—“Stabilizers,” Chapter 56—“Windows,” and Chapter
57—“Wings” in the Aircraft Maintenance Manual (AMM).
GENERAL
The Citation 525B aircraft is a twin turbofan, The nacelles and pylons section contains in-
pressurized aircraft with a cabin that holds formation on the structure of the pylons.
six to seven passengers and space for luggage
and optional equipment. The stabilizer sections describes the horizon-
tal stabilizer, elevator, vertical stabilizer, and
The doors section contains maintenance pro- the rudder.
cedures for the cabin entry door, emergency
exit door, nose access doors, tail cone baggage The window section provides information on
door, external electrical and hydraulic power windows in the flight and passenger compart-
receptacle doors, the refuel/defuel panel ac- ments, including the procedure to examine
cess door, and tail cone access door. and repair any window damage.
The fuselage section provides information The wing section describes the wing assem-
about the equipment, passengers, crew and bly and wing tips as well as the components
baggage compartments. that make up the wings.

Figure 51-1. Citation 525B Airplane

STRUCTURES A low wing is found aft on the fuselage and is

usual on aircraft with rear attached engines.
COMPONENTS The wing structure is a semimonocoque design.

The wing structure has spars, stringers, ribs,
Airframe and skin.
Refer to Figure 51-1. The forward spar is at 9% chord, the center spar
is at 31% chord, and the rear spar is at 65%
The main landing gear retract inboard into the chord. The spars are almost the same in struc-
wing and the nose landing gear retracts forward ture and include cap extrusions, stiffeners,
into the fuselage nose section. and webs.
An entrance door is forward of the wing on the The wing is three parts made of the left wing,
left side. An emergency exit is in the aft cabin center wing, and right wing. The wing has a
area, on the right side of the fuselage. The contour that goes under the fuselage and at-
nose baggage compartment doors are attached taches to the fuselage with special bolts and
to each side of the nose. fittings. The wings have integral fuel cells.
The nose section is not pressurized. The cabin
section of the fuselage is pressurized. NOTES
The nose section has a typical bulkhead,
stringers, and skin construction. It has suffi-
cient space for luggage and avionics.
The radome and forward section of the nose

is removable to give access to the avionics
equipment.
The windshields and adjacent structure are

bird-proof to meet FAR 25 requirements.
The tail cone is a skin and stringers with a na-

celle carry-through structure to support the
engines. The tail cone baggage compartment
door is used to access the tail cone luggage
compartment. The tail cone is not pressurized.
The empennage structure is a semimonocoque

design. The empennage structure has spars,
stringers, ribs, and skin.

CHAPTER 52
DOORS

NOTE 1:
BOND THE PRIMARY DOOR SEAL AROUND
THE COMPLETE EDGE OF THE PRIMARY
DOOR SEAL WITH RTV157.
NOTE 2:
IF THE DISTANCE IS MORE THAN 0.34 ± 0.03 INCH
(8.64 ± 0.76 mm), ADD BONDTITE TO THE FUSELAGE
DOOR FRAME AS NECESSARY
BOND AREA
0.06 INCH
(0.152 MM)
INTERFERENCE
PRIMARY DOOR
SEAL (NOTE 1)
RETAINING 0.06 INCH

ANGLE (0.152 MM)
MINIMUM GAP
DETAIL B
SKIN
DOUBLER
CHANNEL
CLAMP
PRIMARY
INFLATABLE RAIN SEAL
SEAL
SECONDARY
DOOR SEAL
A
SKIN
SKIN A
DOUBLER
SECONDARY
SEAL
DETAIL A
0.34 ± 0.03 INCH
VIEW A-A (8.64 ± 0.76 mm) (NOTE 2)
Figure 52-1. Inflatable Door Seal

DESCRIPTION The cabin entry door can be opened from the

inside or the outside of the aircraft. Both han-
This section contains the maintenance proce- dles are kept in the stowed position by springs.
dures for the: When one of the two handles is turned, lock
• Cabin entry door and step pins are retracted into the door. This allows the
door to move outward to the open position. A
• Emergency exit door latch on the door frame keeps the door in this
• Cargo doors position.
• Service doors
NOTES
The cabin entry door section provides a gen-
eral description of the entry door and it's op-
eration, troubleshooting instruction, and
maintenance practices. An entry door step is
attached to the cabin entry door frame for pas-
senger and crew access to the aircraft.
The emergency exit door section gives a gen-

eral description and operation of the emer-
gency exit door and its latch mechanism.
The cargo doors section gives a general de-

scription of the nose and aft baggage doors.
The service doors section gives a general de-

scription of the hydraulic service door and
the electrical power receptacle door.
COMPONENTS
Cabin Entry Door
The cabin entry door is on the left side of the
fuselage at the forward side of the passenger
compartment. The cabin entry door is flush
with the external skin of the aircraft and in-
cludes a window. The inner surface is cov-
ered with upholstery panels. The cabin entry
door is assembled with frames, pin fittings, and
stiffeners. The cabin entry door is attached to
the fuselage structure by a single hinge.
The cabin entry door uses an inflatable seal in-

stalled in a retainer on the door (Figure 52-1).
Bleed air from the engine gives pressure to in-
flate the seal. A bleed-air fitting is attached to
the fuselage in the hinge area. In the closed po-
sition, a fitting in the hinge connects with the
fuselage fitting and air is supplied to the pres-
sure seal.

A
A
NUT
NUT
LOCK WASHER
LOCK WASHER
BAGGAGE DOOR
STRUCTURE
CAM
LOCK
SLEEVE
STRIKER
SWITCH
WASHER WASHER
NUT
SCREW
SCREW
WASHER
NUT
DETAIL A
Figure 52-2. Door Warning Switch

The cabin entry door latch mechanism has an bleed-air valve operates and removes air from
inner and outer handle, shaft, rocker arm, drive the inflatable door seal. The cabin entry door
assemblies, pushrod assemblies, rod ends, can then be pushed outboard to the full-open
idlers, clevises, links, pins, bell cranks, spac- position. At the full-open position, the door
ers, and indicators. The latch mechanism is as- stop lug attaches to the door stop latch assem-
sembled with pins, washers, cotter pins, bolts, bly. The spring-loaded door stop latch assem-
and nuts. bly is engaged to hold the door in the open
position.
The cabin entry door lock mechanism includes:
Push the outside handle on the end of the
• Channels
PUSH handle and the opposite end of the han-
• Bell crank attach angles and brackets— dle lifts out of the socket. Turn the handle
Give the structure support for the bell clockwise to open the cabin entry door from
cranks. the outside.
• Doublers
To close the cabin entry door, put the entry
• Bearing plate support angles steps inside the aircraft. Push the door stop
• Fillers lever to release the door stop lug. A door as-
sist chain helps close the door from inside the
• Spacers aircraft. With the door closed, the inside han-
• Latch pin fittings—Attach to the chan- dle is turned clockwise to engage the door
nels at the top and bottom of the door. lock pins into the fuselage door sockets. When
The forward and aft latch pins are sup- the door lock pins are engaged, the bleed-air
ported by the pin support channels. valve operates to supply bleed air to the inflat-
able seal. The door warning switch (SC011)
• Bearing plates—Help the lock pins go is operated and the CABIN DOOR annuncia-
into the fuselage door frame sockets. tor extinguishes. The handle is returned to the
Attach to the bearing plate doublers, pin stowed position.
support channels, or latch pin fittings.
There are four dots on a set of green bars that
There are five indicator windows in the cabin are aligned in the indicator windows when the
entry door. The indicator windows are on the door is latched.
inside of the door to give a visual indication
of the lock mechanism position. There is a
window by the two top and bottom locking pins
and one window is by the inside door handle.
A door warning switch (SC011) is in the fuse-

lage door frame. The forward lower locking pin
operates the switch (Figure 52-2).
Cabin Entry Door Operation

The cabin entry door is opened from the inside
with a trigger, which releases the handle from
the striker plate. When the handle is turned
counterclockwise the lock mechanism retracts
the locking pins from the fuselage door frame
sockets. The warning switch (SC011) operates
and completes a ground circuit that makes the
CABIN DOOR annunciator illuminate. A

SCREW
HINGE C
HINGE
PINS
CHAIN
B
EYEBOLT
NUT
SCREW
WASHER
SPACERS
HINGE
SCREW EYEBOLT
NUT
SHIMS
BOLT DETAIL A STEP
DOOR FRAME ASSEMBLY
SCREW
WASHER
SPRING
SPRING PLUNGER
CLIP
PLUNGER
SHIMS
DETAIL C
NUTPLATE
DETAIL B
Figure 52-3. Entry Door Step Assembly

Entry Door Step NOTES

An entry door step assembly is attached to the
fuselage door frame at the cabin entry door in
four places. The two upper attach points are
cable supports and the two lower attach points
are hinges. A bumper assembly is on the for-
ward step frame to prevent damage to the step
assembly if the door is accidentally closed
when the step assembly is in the down position.
The cabin entry door is opened and the step as-

sembly is lowered to operate the entry door
step. The step assembly then turns on a pivot
to the down position with the hinges.
A chain is pulled up to put the step assem-

bly in the stowed position. The step assem-
bly turns on a pivot on its hinges to the stowed
position.
The detent lever on the door stop is part of the

latch and the arm mates with a spring clip to
hold the step assembly in the stowed position.
When the cabin entry door is closed, the step

assembly mates with the cutout in the door.

A
B
DOOR FRAME
LATCH STRIKE PLATE

C
DOOR
OUTER HANDLE
PIN DETAIL A
LATCH PIN
COTTER PIN
SUPPORT ASSEMBLY
CAM RETURN COVER

SPRING
INNER HANDLE
LATCH CAM BOLT
GUARD
ZEE SUPPORT
CAP NUT
LOCKING
INNER
FRAME
NUT
DETAIL B
SEAL SCREW
RETAINER
SCREW
DETAIL C
Figure 52-4. Escape Hatch

Emergency Exit Door When the emergency exit door is installed,

the outer door handle is flush with the door skin
The emergency exit door is on the right side and the inner door handle folds into a recess
of the fuselage at the aft end of the passenger in the interior door panel.
compartment. The door can be fully removed,
and is installed from the interior of the aircraft
(Figure 52-4). Emergency Exit Door Operation
The inner or outer door handle assemblies are
The emergency exit door has frames, dou- turned to disengage the latch pin and open the
blers, stiffeners, and an outside skin panel. A emergency exit door. The locking pin and plas-
rubber pressure seal is around the edge of the tic cover must be removed from the inner door
hatch. handle assembly to open the emergency exit
door from inside the aircraft. The top of the
The emergency exit door is locked in posi- door is moved inside the aircraft until the
tion by a latch pin at the top and two retain- emergency exit door clears the door frame.
ers at the bottom of the hatch. The latch pin is The emergency exit door is raised to clear the
operated by the inner and outer door handles. stop blocks and remove the door.
The retainers at the bottom of the door are in
a locked position. The retainers are placed The inner door handle is turned to the open po-
behind two stop blocks on the emergency exit sition to install the emergency exit door from
door frame. inside the aircraft. The bottom of the door is
put into the door frame, and the retainers on
The inner surfaces of the emergency exit door the bottom of the door behind the stop blocks.
handle and housing are coated with Teflon to Align the retainer slots in the guides at the stop
prevent the buildup of ice. The outer handle blocks. Push the top of the door into the open-
housing has a moisture drain. ing. Align the door in the door frame and the
top of the door within 2 inches of the closed
Emergency Escape Hatch Latch position. Shut the door tight and turn the inner
Mechanism door handle into the closed position. Install the
plastic cover and locking pin.
A latch mechanism is on the upper half of the
emergency exit door. The mechanism has an
outer door handle assembly with an attached
internal spindle, latch cam, latch pin, cam re-
turn spring, and inner door handle assembly.
The latch cam has a square key slot, through
which the outer door handle spindle is in-
stalled. The inner door handle assembly at-
taches to the outer door handle spindle with a
fastener and a nut. The latch pin is attached to
the latch cam, which moves to the open or
closed position when the emergency exit door
handles are turned.
In the closed position the latch pin goes into

a cutout in the door frame and engages on a
latch striker plate. In this position the cam re-
turn spring keeps a constant spring-load on the
latch pin.

DETAIL A
Figure 52-5. Nose Baggage Door

Cargo Doors NOTES

Nose Baggage Doors
The nose baggage doors are on the left and
right sides of the upper nose cone (Figure 52-
5). The doors are attached to the nose cone by
two hinges. Two latch assemblies hold the
nose baggage doors in the closed position.
The doors are held in the opened position by
a gas spring on the aft hinge assembly. The
doors are locked by a key lock when closed.
To open the nose baggage doors, release the

two latch assemblies and lift the doors up-
ward. In the open position, the BAGGAGE
DOOR– FWD annunciator on the pilot instru-
ment panel illuminates. The nose baggage
doors are held open by a gas spring on the aft
hinge assembly. The doors are pulled down and
the latch assemblies engage to close the nose
baggage doors. When closed, the BAGGAGE
DOOR– FWD annunciator extinguishes.
Aft Baggage Door

The aft baggage door is on the lower left side
of the aircraft tail cone. The door is held closed
by two latch assemblies on the top and bottom
of the door. The door opens on a dual hinge as-
sembly, which is on the inside forward frame
of the door panel. The aft baggage door is held
in the opened position by a gas spring. A key
lock is used to lock the door.
To open the aft baggage door, release the lock

to disengage the two latch assemblies and
pull the door out. In the open position, the
BAGGAGE DOOR–AFT annunciator on the
pilot instrument panel illuminates. To close
the aft baggage door, push in to the closed po-
sition to engage the two latches and the lock
the door. The BAGGAGE DOOR–AFT an-
nunciator extinguishes.

FAIRING PANEL
STRIKER
SCREW
BONDING
JUMPER
BOLT
CLIP
HYDRAULIC
WASHER
SERVICE
DOOR
BUSHING
LATCH
WASHER
NUT
NUT
WASHER
COTTER NUT
PIN
HI-LOK
HINGE ASSEMBLY
DETAIL A
VIEW LOOKING OUTBOOARD
Figure 52-6. Hydraulic Service Door

Service Doors NOTES

Hydraulic Service Door
The hydraulic service door is on the right tail
cone fairing (Figure 52-6). The door provides
access to the hydraulic reservoir and hydraulic
ground service quick-disconnect receptacles.
To open the door, release the two pin latches.
Electrical Power Receptacle Door

The electrical power receptacle door is on the
left lower side of the tail cone. The door pro-
vides access to connect an external electrical
power source to the aircraft. The electrical
power receptacle door is spring-loaded to keep
it in the closed position.

CHAPTER 53
FUSELAGE

STATIC
WICK
MOUNTING
BASE
WEDGE
COVER
TAIL CONE
STINGER
WASHER
SCREW
DETAIL A
Figure 53-1. Tail Stinger Assembly

DESCRIPTION NOTES
This chapter provides information about the
compartments for equipment, passengers, crew
and baggage. The fuselage consists of the:
• Forward frame—Nose compartment,

frames, stringers, radome, nose wheel
well, and nose baggage compartment
panels
• Main frame—Fuselage primary struc-
ture, including the forward pressure
bulkhead, aft pressure bulkhead, frames,
stringers, and drains
• Main frame interior—Fuselage second-
ary structure, including the floor pan-
els, seat rails, control pedestal, and side
consoles
• Aft frame—Stringers, engine carry
through beams, tail stinger, and aft bag-
gage compartment panels (Figure 53-1).

BRACKET NUTPLATE
BOLT
DETAIL B
ROTARY
LATCH
A
LIGHTNING
DIVERTER
GUIDE PIN
B
STRIP
WASHER
NUT
EYEBOLT
WASHER
NUTPLATE
NUT RADOME
WEATHER
WASHER
EROSION
BOOT SCREW
DETAIL A
Figure 53-2. Nose Radome Assembly

COMPONENTS NOTES
Nose Radome
The nose radome is attached to the nose of the
aircraft. It is shaped for the best anti-ice func-
tion and incorporates lightning diverter strips
(Figure 53-2).
The nose radome is a bonded assembly of

prepreg epoxy glass and honeycomb, which
uses an adhesive film autoclave bonding, cor-
rosion inhibitor adhesive primer, and room
temperature bonding.
Guide-pin assemblies align the nose radome

with the aircraft nose frame for installation.
Rotary latches connect to adjustable eyebolts
to attach the nose radome to the aircraft.
Two seals ensure a weather tight installation.

An outer tubular seal is on the nose radome and
an inner seal is on the nose frame. Both are at-
tached with RTV.
The surface area of the nose radome is finished

with an anti-P static conductive layer before
the last finish. The lightning diverter strips and
a weather erosion boot are installed after the
last finish.

CHAPTER 54
PYLONS

PYLON SKIN
FIRE
EXTINGUISHING
ELECTRICAL
PRECOOLER
ELECTRICAL
FUEL
HYDRAULICS
RAM AIR INLET

DETAIL A
(LEFT SIDE SHOWN,
RIGHT SIDE OPPOSITE)
Figure 54-1. Pylon Assembly

DESCRIPTION NOTES
A pylon is on the left and right side of the tail
cone (Figure 54-1). A forward and an aft en-
gine beam go through the fuselage and give the
structure for the pylons.
Engine mount attach fittings are on the forward

and aft engine beams.
The pylons contain:

• Fuel lines
• Hydraulic lines
• Engine control cables
• Ram-air duct
• Bleed-air duct
• Bleed-air precooler
• Fire-extinguishing agent deployment
tubes

CHAPTER 55
STABILIZERS

ELEVATOR
HORN
ELEVATOR
PUSHROD
HORIZONTAL
STABILIZER
DOUBLER
HORIZONTAL
STABILIZER
BOLT
DOUBLER
COTTER PIN
NUT
WASHER
BOLT
ELEVATOR
PUSHROD
WASHER
NUT
ELEVATOR
SECTOR COTTER PIN
DETAIL A
Figure 55-1. Horizontal Stabilizer Assembly

DESCRIPTION NOTES
Horizontal Stabilizer
The horizontal stabilizer is mounted to the
vertical stabilizer with bolts, nuts, and cotter
pins in a T-tail configuration (Figure 55-1). The
horizontal stabilizer is a semimonocoque struc-
ture with the leading edges covered with de-
icing rubber boots.
Five vortex generators are on each side of the

vertical fin just under the horizontal stabi-
lizer, one above the other, just in front of the
rudder. The vortex generators stabilize air-
flow across the elevators. The horizontal sta-
bilizer has a 0° dihedral, a sweep of 20°, 0
minutes along the 25° chord line.

DETAIL A D
E
WASHER
BONDING JUMPER SCREW ELEVATOR
BOLT HORN
ELEVATOR
WASHER
STRUCTURE
NUT
COTTER COTTER PIN
PIN ELEVATOR
SCREW ASSEMBLY
WING BOLT TORQUE

TUBE
WASHER
WASHER
NUT
BONDING
ATTACH FITTING JUMPER
DETAIL E
BALANCE
WEIGHT
ELEVATOR
STRUCTURE
WING BOLT
COTTER DETAIL B
PIN
ELEVATOR
STRUCTURE
WING BOLT
WASHER
COTTER
NUT PIN
ATTACH
ATTACH FITTING FITTING
DETAIL D
WASHER
NUT
DETAIL C
Figure 55-2. Elevator Assembly

Elevator NOTES
The elevators are hinged to the trailing edge
of the horizontal stabilizer and connected by
torque tubes to the control column (Figure
55-2). Removal of the elevator is necessary
only for replacement or repair of a damaged
elevator, or inspection of elevator and horizon-
tal stabilizer.
Vertical Stabilizer
The vertical stabilizer, horizontal stabilizer,
and associated structure make up the empen-
nage. The vertical stabilizer is attached to the
empennage structure with bolts, nuts, and cot-
ter pins. The vertical fin is a semimonocoque
structure and has a sweep back of 49°, 0 min-
utes along the 25° cord line.

D
A
RUDDER
HINGE BOLT
DETAIL A
COTTER PIN WASHER
NUT
BOLT
SHIM
RUDDER
BIAS ARM CLAMP
WASHER
HINGE BOLT NUT
COTTER
PIN
BONDING
JUMPER
WASHER
COTTER PIN
NUT
DETAIL C DETAIL B
Figure 55-3. Rudder Assembly

Rudder NOTES
The rudder is a movable airfoil hinged to the
vertical stabilizer rear spar (Figure 55-3).
Removal of the rudder is necessary only for re-
placement or repair of a damaged rudder, and
inspection of the rudder and vertical stabilizer.

CHAPTER 56
WINDOWS

RETAINER REMOVAL TOOL
RETAINER
WINDSHIELD
VIEW A-A
RETAINER REMOVAL TOOL
A RETAINER REMOVAL TOOL
A
Figure 56-1. Side Window Assembly

DESCRIPTION NOTES
This section gives the procedure to examine
and repair any window damage.
COMPONENTS
Flight Compartment Windows
The flight compartment windows include the
windshield and cockpit side windows.
The windshield is laminated with an outer pane

of stretched acrylic, two vinyl layers, and an
inner pane of stretched acrylic.
The pilot side windows are aft of the wind-

shield on each side of the fuselage (Figure 56-
1). Each window consists of a 0.675 inch
prestressed acrylic outer pane and two 0.025 inch
prestressed polyvinyl frost panes.

FOUR EQUALLY RADIUS END

SPACED MS20426 TO REMOVE
RIVETS 3.00 INCHES SHARP
(76.2 MM) CORNERS
10.00 TO 14.00 INCHES

(254.0 TO 355.6 MM)
HANDLE
0.187 INCH (4.70)
MATERIAL:
0.050 INCH FULL HARD STAINLESS
STEEL-PHENOLIC BLOCK HANDLE
Figure 56-2. Ultrasonic Test Equipment

DIAGNOSTICS c. The thinnest point of the inner ply is

usually not at the same location or
Damage Analysis area as the thinnest point of the outer
ply.
1. Use ultrasonic test equipment to measure
the window ply(s) thickness in a mini- NOTE
mum of three areas within 0.5 inch (12.70
mm) of the damage (Figure 56-2). The minimum thickness standards
shown in Table 801 of the AMM are
2. Use an optical depth micrometer to find for the view area only.
the maximum depth of the damage.
3. Subtract the measured depth of the dam- Windshield Rework Criteria

age from the measured ply(s) thickness
to find the remaining window ply(s) Crack
thickness. Cracks are not repairable. Replace the wind-
shield(s) if:
4. Replace the window if the values are less
than the minimum window thickness as • The cracks extend beyond the retainer
into the vision area.
shown in Table 801 of the AMM.
• There are cracks in three or more adja-
5. Complete the inspection that follows as cent attachment holes.
written to make sure that the inspection
agrees with all thickness measurements NOTE
if the test equipment or test equipment op- If windshield replacement is not nec-
erator changes. essary, but lesser cracks are in the
windshield, it is necessary to change
a. Calibrate the test equipment on mate- the windshield inspection intervals
rial with the same sound velocity as to every 300 hours or 24 months,
the material in the windshields to be whichever occurs first.
examined.
NOTE Pit, Chip, Gouge, Scratch, or Crazing

The CJMD156-101 calibration stan- Replace the windshield(s) if:
dard is made from the same type of • A pit, chip, gouge, scratch, or crazing oc-
acrylic as the Cessna Citation air- curs at the attachment holes of the wind-
craft acrylic windshield and cabin shield and causes a depth more than
windows. 0.080 inches after a repair of the area.
• The depth of the repaired damage is 0.080
b. Place the CJMD156-101 calibration inch or less, but greater than 0.010 inch.
standard on or adjacent to the wind-
shield or windows to be inspected for NOTE
30 minutes before the calibration of A pit, chip, gouge, scratch, or craz-
the thickness gage. This allows the ing that is .010 inch or less in depth
reference standard to become the same is serviceable for further flight op-
temperature as the aircraft windshield erations with no repairs. It is neces-
or window. sary to measure and examine the
damage at the next windshield phase
inspection.

WINDOW
RETAINER
SKIN
SEAL
A
A
A
HI-LOK PIN
(NOTE)
FROST PANE
DETAIL A
CAUTION: MAKE SURE THE
WASHER
WINDOW IS FLAT ON THE
SKIN AND IS IN THE CENTER
NUT
OF THE WINDOW OPENING.
NOTE:
INSTALL THE HI-LOK PIN WET
FILLET SEAL, TYPE 1, WITH TYPE 1, CLASS A SEALANT.
WINDOW CLASS B SEALANT
HI-LOK PIN
ASSEMBLY (NOTE)
WASHER
SKIN
RETAINER
NUT
TORQUE TO 2O ± 2 IN-LBS
(2.26 ±0 .23 N.m)
FROST SEAL
PANE VIEW A-A
TYPICAL CROSS SECTION
Figure 56-3. Cabin Window Assembly

Delamination Discoloration
Replace the windshield(s) if: Discoloration does not have an effect on the
strength of the windshield and cannot be re-
• There is delamination of the windshield
in the critical vision area. paired. If vision is decreased, replace the
window.
• There is delamination of the windshield
outside the critical vision area more than
0.75 inch in diameter (0.442 square Flight Compartment Side
inches) at an individual location. Windows Rework Criteria
Distortion Crack
Replace the window if:
Minor optical distortion outside the critical
viewing area is permitted. It is necessary to re- • The cracks extend beyond the retainer
pair the distortion in the critical viewing area. into the vision area.
• There are cracks in three or more adja-
Discoloration cent attachment holes.
Discoloration does not have an effect on the
strength of the windshield and is unrepairable. NOTE
If vision is decreased, replace the windshield. If it is not necessary to replace the
window, but if lesser cracks are in the
window, it is necessary to change
Cabin Window Rework Criteria the window inspection intervals to
Refer to Figure 56-3 for cabin window assem- ev e r y 3 0 0 h o u r s o r 2 4 m o n t h s ,
bly components. whichever occurs first.
Crack
Replace the window if it has a crack.
Pit, Chip, Gouge, Scratch, or Crazing

It is necessary to repair or replace any window-
panes with damage that is more than 0.015
inch in depth.
Delamination
If more than 10% of the cabin window area
has delamination, it is necessary to replace
window.
Distortion
Minor optical distortion is permitted.

Pit, Chip, Gouge, Scratch, or Crazing dows, remove only the minimum material nec-
essary to repair the damage (Figure 56-3).
It is necessary to repair or replace any dam-
age in the windowpanes greater than 0.010 Before starting the repair, always determine if
inch in depth. the repair meets the criteria listed in the AMM.
NOTE NOTE
If a window replacement is not nec- It is recommended to contract a com-
essary, but lesser pits, chips, or pany that repairs acrylic windows, to
gouges are repaired, it is necessary complete the repair procedures.
to change the window inspection in-
tervals to every 300 hours or 24
months, whichever occurs first. If a scratch repair kit with instructions is
available, use the repair kit instructions. If a
repair kit is not available, use the procedure
Replace the window if: in the AMM
• A pit, chip, or gouge that occurs at the
attachment holes of the windshield is
more than 0.050 inches in depth after NOTES
rework.
• There is a pit, chip, or gouge in three or
more adjacent attachment holes.
Delamination
If there is delamination in more than 10% of
the window area, it is necessary to replace
cabin windows.
Distortion
Minor optical distortion is permitted.
Discoloration
Discoloration does not have an effect on the
strength of the windshield and cannot be re-
paired. If the vision is decreased, replace the
windshield.
Approved Repair
Repair Procedures
Approved repairs for acrylic windows are
those permitted for the removal of small dam-
age. This is to make the visibility and/or ap-
pearance better and to remove stress
concentration points. When repairing win-

CHAPTER 57
WINGS

SPEEDBRAKE RETRACT TUBE

HYDRAULIC MANIFOLD
FLAP EXTEND TUBE
FLAP RETRACT TUBE
SPEEDBRAKE EXTEND TUBE FLAP RETRACT

TUBE
FLAP EXTEND TUBE
AUXILIARY
LANDING GEAR SPEEDBRAKE
PNEUMATIC TUBE EXTEND TUBE
RIGHT BRAKE
PNEUMATIC
TUBE FLAP
EXTEND
LANDING GEAR TUBE
RETRACT TUBE
LANDING GEAR LEFT BRAKE

EXTEND TUBE PNEUMATIC
TUBE
FLAP SPEEDBRAKE
EXTEND RETRACT TUBE
TUBE
DETAIL A
Figure 57-1. Wing Assembly

DESCRIPTION AND NOTES

OPERATION
Wing Assembly
The wing assembly is a single unit that at-
taches under the fuselage with four attach fit-
tings, one locator bolt, and a yaw plate (Figure
57-1). The entire wing removes and installs as
one unit.
The wing assembly components make up a

one-piece wing with carry-through spars that
extend from wing tip to wing tip. The wing
spars, (forward, main, and aft) consist of upper
and lower extruded spar caps joined by sheet
spar webs and extruded angles. Longitudinal
support of the wing is provided by ribs con-
structed of extruded tees, formed caps, and
sheet webs.
Wing attach fittings consist of four links that

connect attach fitting points from the wing to
the fuselage. The attach points on the wing are
connected to the forward and aft spars and
protrude upward through the top skin. The at-
tach fittings on the fuselage mount in the cabin
between double bulkheads and protrude down-
ward through the cabin skin to mate with the
wing. A locator bolt is positioned on the cen-
ter line of the aircraft and is installed through
the bottom of the cabin to a locator fitting on
the top of the wing at the forward spar. An alu-
minum alloy yaw plate attaches from the top
surface of the aft wing skin to the fuselage. The
yaw plate prevents longitudinal or lateral
movement of the wing assembly.

AILERON
STATIC
WICK
SCREW
ANTICOLLISION LIGHT
WING NAVIGATION LIGHT
WING TIP
DETAIL A
Figure 57-2. Wing Tip Assembly

Wing Tips NOTES

The wing tips enclose the outboard ends of the
wings and consist of ribs covered with alu-
minum alloy skin (Figure 57-2). Navigation
and anticollision/strobe lights are in the wing
tips. An access plate on the underside of the
wing tip permits access to the strobe light in-
verters. The wing tips are attached to the struc-
ture with screws.
The refueling electrical ground receptacle is

on the bottom of the wing tips.
Wing tips do not contain fuel. A vented bar-

rier between the wing tips and wings, and a
sealed rib inboard of the wing tips prevents fuel
in the wing tips.
The wing tips have a louvered vent on the bot-

tom that allows bleed air from the leading
edge anti-ice tube to escape through a light-
ening hole and vent overboard.

CHAPTER 71–80
POWERPLANT
CONTENTS
Page
INTRODUCTION ................................................................................................................. 71-1
GENERAL ............................................................................................................................ 71-3
ENGINES .............................................................................................................................. 71-5
Description..................................................................................................................... 71-5
Components ................................................................................................................... 71-7
ENGINE FUEL AND CONTROL ........................................................................................ 73-1
Description..................................................................................................................... 73-3
Components ................................................................................................................... 73-5
Operation ..................................................................................................................... 73-19
IGNITION ............................................................................................................................. 74-1
Description..................................................................................................................... 74-3
Components ................................................................................................................... 74-3
ENGINE INDICATING ........................................................................................................ 77-1
Description..................................................................................................................... 77-3
Components ................................................................................................................... 77-3
Operation ....................................................................................................................... 77-3
OIL ...................................................................................................................................... 79-1
Description..................................................................................................................... 79-3
Components ................................................................................................................... 79-3
Controls and Indications ................................................................................................ 79-7
Operation ..................................................................................................................... 79-11
Diagnostic.................................................................................................................... 79-11

ILLUSTRATIONS
Figure Title Page
71-1 FJ44-3A Engine Nacelles....................................................................................... 71-2
71-2 FJ44-3A Engine—Left Side View.......................................................................... 71-4
71-3 FJ44-3A Engine—Right Side View ....................................................................... 71-4
71-4 Bypass Duct Group ................................................................................................ 71-6
71-5 Bypass Valve Lever Installation ............................................................................. 71-8
71-6 Accessory Gearbox Installation ........................................................................... 71-10
73-1 Engine Fuel System Schematic.............................................................................. 73-2
73-2 Fuel Filter Installation ............................................................................................ 73-4
73-3 Fuel Delivery Unit Installation............................................................................... 73-6
73-4 Fuel Metering Unit................................................................................................. 73-8
73-5 Fuel Shutoff at FDU............................................................................................. 73-10
73-6 FADEC Assembly ................................................................................................ 73-12
73-7 Engine Electrical Harness .................................................................................... 73-14
73-8 Throttle Lever Angle (TLA) Positions ................................................................ 73-16
73-9 FADEC Electrical Schematic............................................................................... 73-18
73-10 TLD Fault Indications.......................................................................................... 73-20
74-1 Ignition Switch Panel ............................................................................................. 74-2
77-1 Multifunction Display ............................................................................................ 77-2
77-2 Engine Turbine Speed Indicating (N2) System ...................................................... 77-4
77-3 Interturbine Temperature Indicating (ITT) System ................................................ 77-6
79-1 Oil System Schematic ............................................................................................ 79-2
79-2 Oil Pressure Regulator ........................................................................................... 79-4
79-3 Oil Sensor Installation............................................................................................ 79-6
79-4 Oil Temperature Indicator ...................................................................................... 79-8
79-5 Oil Pressure vs. Oil Temperature Graph .............................................................. 79-10

CHAPTER 71–80
POWERPLANT
INTRODUCTION
This chapter describes the Williams/Rolls Royce FJ44-3A powerplants on Citation 525B
aircraft. Sections of this chapter include engines, fuel, ignition, engine indicating, and
oil. General maintenance considerations are included in each section, accompanied by
functional and operational checks. References for this chapter and further information
can be found in Chapter 5—“Time Limits/Maintenance Checks,” Chapter 12—“Servicing,”
Chapter 54—“Nacelle/Pylons,” Chapter 71—“Powerplant,” Chapter 73—“Engine Fuel
and Control,” Chapter 74—“Ignition,” Chapter 76—“Engine Controls,” Chapter 77—
“Engine Indicating,” Chapter 78—“Exhaust,” Chapter 79—“Oil,” and Chapter 80—
“Starting” in the Aircraft Maintenance Manual (AMM).

A
OIL INSPECTION
DOOR
QUARTER-TURN
FASTENER
UPPER COWL SEAL

DOOR
AFT COWL
NACELLE INLET LOWER COWL

ASSEMBLY DOOR
SEAL
INSPECTION
DOOR
DETAIL A
Figure 71-1. FJ44-3A Engine Nacelles

GENERAL An AGB, driven through a towershaft from

the high-pressure spool, supplies power to
The Williams International FJ44-3A engine drive aircraft accessories.
(Figure 71-1) is a two-spool, coronating, axial
flow turbofan engine with a medium bypass Pressurization, cabin heating, windshield de-
ratio, mixed exhaust, and high compressor fogging, and anti-ice are supplied through
pressure ratio. The engine produces a minimum ports that deliver high-pressure bleed air.
of 2,780 pounds of takeoff thrust at sea level,
flat rated to an ambient temperature of 72°F. The engine is mounted to the aircraft at three
Engine dry weight is approximately 525 locations, two on the front and one on the rear
pounds. of the engine.
Other important engine features include:

NOTES
• Dual, airframe-mounted, fully redun-
dant full authority digital engine controls
(FADECs)
• An accessory gearbox (AGB) with mount-
ing pads for engine-driven accessories
• Bleed-air system provisions for aircraft
services
• Three mounting point locations (two
front and one rear) for engine support
structure
Engine control is provided by FADEC units.

Thrust is managed through power lever input
to the FADECs, giving an input to the fuel de-
livery unit (FDU). The FDU is mounted on and
driven by the engine gearbox. FADECs are
fully redundant.
The low-pressure spool of the engine has a

three-stage, low-aspect-ratio, foreign-object-
tolerant fan with integral blades.
The fan is followed by a single-stage axial in-

termediate pressure compressor in the gas
generator flow path. The fan and intermediate
pressure compressor are directly driven by
two axial flow inserted blade turbine rotors.
The high-pressure spool consists of a single-

stage, high-pressure ratio centrifugal com-
pressor driven by one uncooled axial turbine
that has replaceable blades. A folded annular
combustor is incorporated, fed by a rotating
fuel slinger that atomizes and delivers fuel
uniformly to the primary combustion zone.

TT2/PT2 HEATER
ELECTRONIC PT2/TT2 SENSOR CONNECTOR
(A/F INLET MOUNTED) EXHAUST NOZZLE
AFT MOUNT RING MOUNTING FLANGE
OIL FILL PORT
(EITHER SIDE)
OIL SIGHT
GLASS
(EITHER SIDE)
EXHAUST
MIXER
GEARBOX
IGNITER PLUGS (2)
INLET
MOUNTING FUEL FILTER
FLANGE IMPENDING BYPASS SWITCH
FUEL INLET PORT
FUEL DELIVERY UNIT (FDU)
FUEL FILTER
FUEL FILTER TEMPERATURE PORT
FUEL SUPPLY PRESSURE PORT
Figure 71-2. FJ44-3A Engine—Left Side View
AFT ENGINE
ELECTRICAL HARNESS
CONNECTION (P7) EXCITER POWER
CHANNEL B FORWARD MOUNTS
INPUT CONNECTORS (2)
(EITHER SIDE) (2 PER SIDE)
FAN BYPASS
BLEED PORT
(EITHER SIDE)
ITT THERMOCOUPLES (6)
LP TURBINE FORWARD ENGINE

OVERSPEED TRIP ELECTRICAL HARNESS
CONNECTION (P4)
LP TURBINE DRAIN CHANNEL A (EITHER SIDE)
IGNITER PLUG (BOTH SIDES) OIL FILTER IMPENDING

GEARBOX MAGNETIC BYPASS INDICATOR
CUSTOMER BLEED PORT FDU OVERBOARD OR ELECTRONIC (OPTIONAL)
(BOTH SIDES) DRAIN CHIP COLLECTOR
Figure 71-3. FJ44-3A Engine—Right Side View

ENGINES ° First low-pressure turbine (LPT) noz-

zle, including the No. 3 and No. 4
roller bearings and seals.
DESCRIPTION • The LP turbine group consists of:
The FJ44-3A engine has the following three
compressor sections: ° LP turbine module (first-stage LP tur-
bine rotor, second-stage LP turbine
• Low-pressure (LP) axial compressor nozzle assembly, second-stage LP tur-
bine rotor)
• Intermediate-pressure (IP) axial
compressor ° Rear housing
• High-pressure (HP) centrifugal ° Heat exchanger
compressor
° Rear case with exhaust mixer
The LP compressor (fan) and IP compressor are • Gearbox module and engine-mounted
driven by two LP turbines. The HP compres- accessories
sor is driven by a single HP turbine. When the • Airframe-mounted FADEC and TT2/PT2
mixture of fuel and compressed air is ignited sensor
in the combustor section, the expanding gases
drive the turbines.
NOTES
The FJ44-3A engine (Figures 71-2 and 71-3)
is comprised of six distinct groups:
• The LP shaft module consists of the LP
shaft, No. 1 and No. 1.5 bearing sup-
ports, No. 1 ball bearing, No. 1.5 roller
bearing, and No. 1 carbon seal.
• The fan group consists of the spinner, fan
rotor, fan housing, fan stator, three-stage
IP compressor, and IP stator stages.
• The core module is made up of:
° Interstage housing with integral oil
tank and first reduction bevel gear
° The high-pressure compressor (HPC)
and compressor cover
° HP shaft
° Pinion gear and No. 2 ball bearing
° Diffuser assembly
° Combustor cover assembly
° Fuel manifold and seal assembly
° Fuel slinger and seal
° HP turbine nozzle and primary plate
assembly
° HP turbine

71-6
REAR BYPASS
DUCT ASSEMBLY

LIFTING SLING
MOUNTS
FRONT BYPASS
DUCT ASSEMBLY
ITT PROBE
PORT (6)
LP TRIP
SENSOR
HOUSING
FUEL DRAIN
PORT
REAR MOUNT
BALL SOCKET
REAR MOUNT RING
Figure 71-4. Bypass Duct Group

COMPONENTS Rear Mount Ring

The rear mount ring is between the front and
Bypass Duct Group rear bypass duct assemblies. The rear mount
The bypass principle allows a portion of the air ball socket changes location depending on
passing through the fan to bypass the IP com- which side of the aircraft the engine is on.
pressor, HP compressor, combustor section,
and HP and LP turbines. This permits the en-
gine to use high-cyclic temperatures and pres- NOTES
sures to produce a low jet exhaust velocity.
Decreasing the velocity and temperature of

the exhaust gases creates high thermal and
propulsive efficiency. In addition, the bypass
air decreases the noise level and increases the
power-weight ratio for a given engine thrust.
Front Assembly
The front bypass duct assembly (Figure 71-4)
is formed from sheet aluminum and is seam-
welded. Six access holes for interstage turbine
temperature (ITT) probes are toward the rear
flange. Spacers, retainers, plates, and retain-
ing rings seal the thermocouple bosses.
The front duct also houses the removable serv-

ice adapters, which supply access ports for
fuel, HP bleed air, and igniter plugs. A boss
is on the front duct for mounting of the fuel
nozzle. Fuel drain ports are at the bottom of
the duct.
Rear Assembly
The rear bypass duct assembly is also formed
from sheet aluminum and is seam-welded.
The assembly has a fuel drain port on the bot-
tom of the duct. The rear duct contains a trip
lever housing and cable attachment as part of
the LP trip system that shuts down the engine
in the event of shaft separation.
The rear duct has a bracket for external mount-

ing of the start nozzle control valve. On some
engines, a fan bleed port is also provided.

IP BLEED ROD END

VALVE LEVER BEARING
CABLE
ASSEMBLY
Figure 71-5. Bypass Valve Lever Installation

Compressor Sections The turbine compressor sections operate as

follows:
The engine has three compressor stages:
• The LP turbines drive the fan and IP
• LP compressors.
• IP • T h e H P t u r b i n e d r iv e s t h e H P
• HP compressor.
• The LP shaft passes through the HP shaft
These stages supply compressed air for com- and connects the LP turbines with the fan
bustion. Air supplied by the compressor sec- and IP compressor.
tion is also used for:
• The HP shaft connects the HP turbine
• Sealing air for oil and labyrinth seals with the HP compressor. Both shafts ro-
• Cooling air for LP and HP turbine discs. tate in the same direction but not at the
same speed (HP shaft speed is slightly
more than twice that of the LP shaft).
The rotation of the compressor and turbine
assemblies moves air into the engine. The di-
ameters of the compressors and stators narrow NOTES
from front to rear, increasing the pressure and
velocity of the airflow.
The airflow travels from the fan (LP compres-

sor) to the IP compressor. The splitter fairing,
which is part of the IP stator, divides the air-
flow into core air and bypass air. Core air is
routed to the HP compressor and then into the
diffuser. The diffused air then enters the com-
bustor section, where it mixes with fuel and
burns. Bypass air is ducted around the core and
mixes with the exhaust.
Inducer Bleed System

The engine has an inducer bleed system to
improve the transient characteristics of the
engine. This system is driven by the FDU in
response to actuation commands from the
FADEC. A bleed valve actuation cable con-
nects the FDU to a butterfly bleed valve (Figure
71-5) that vents core flow from the inducer of
the HP compressor to bypass.

GEARBOX
ASSEMBLY
STARTER/GENERATOR
MOUNTING
HYDRAULIC PUMP
MOUNTING
IFCU/FDU
MOUNTING
OIL FILTER
LUBE AND
SCAVENGE PUMP
MOUNTING
Figure 71-6. Accessory Gearbox Installation

Accessory Gearbox Assembly NOTES

The gearbox provides mounting and drive pro-
visions for the accessories. Oil-wetted shafts
provide lubrication for accessory shafts. The
gearbox provides internal passages for the en-
gine oil system.
The gearbox assembly (Figure 71-6) connects

to the interstage housing and is driven off the
HP shaft by an accessory drive shaft. The
gearbox provides rotational power to four
mount pads for engine accessories. These ac-
cessories are:
• Starter-generator
• FDU
• Lube/scavenge pump
• Hydraulic pump
The starter-generator pad is on the forward end

of the gearbox. The lube and scavenge pump
pad is directly aft of the starter-generator pad.
Drive for the starter-generator and lube/scav-
enge pump is provided by the same drive gear.
The fuel control unit pad is adjacent to the oil

pad. The hydraulic pad is also forward of and
adjacent to the starter-generator pad.
The shaft drives are oiled and carbon seals

are provided at each mount pad (except the
lube/scavenge pump mount pad). The lube/
scavenge pump mount pad uses internal pas-
sages to transfer oil to and from the gearbox
assembly.
The gearbox receives its rotational power from

the HP shaft via an accessory drive shaft. Two
reduction bevel gears (one at the top and one
at the bottom of the accessory drive shaft), re-
duce the HP shaft rotational speed for acces-
sory operation.

CHAPTER 73
ENGINE FUEL AND CONTROL

MOTIVE FLOW
TO TO AIRCRAFT
AIRCRAFT
ELECTRICAL ELECTRICAL
CONNECTION CONNECTION
TO FADEC TO FADEC
CHANNEL A CHANNEL B
P
INDICATOR
FILTER
BYPASS
FUEL VALVE FUEL DELIVERY UNIT
HEATER
FILTER
20 MICRON
LUBE SYSTEM ABSOLUTE
FUEL INLET
FROM AIRCRAFT GEAR
PUMP
PMA
BOOST STAGE
GEARBOX
DRIVE FUEL METERING AND CONTROL FUNCTIONS
FUEL FLOW
METER
START
NOZZLE FUEL SLINGER
200 MICRON FUEL N2 SPEED

ABSOLUTE MANIFOLD
FILTER
LEGEND
AIRFRAME FUEL INLET
BOOST PUMP PRESSURE
TO PMA
PUMP DISCHARGE
TO ENGINE FUEL SLINGER
TO START NOZZLE
MOTIVE FLOW TO AIRFRAME
Figure 73-1. Engine Fuel System Schematic

DESCRIPTION NOTES
The fuel system (Figure 73-1) is made up of
the following components:
• Fuel filter
• Fuel filter bypass valve
• FDU
• Fuel manifold
• Fuel slinger
• Fuel/oil heat exchanger (FOHE)
• Fuel nozzle
Fuel enters the FDU, where it is pressurized

and routed to the FOHE. The fuel is heated (and
oil cooled) to prevent icing prior to returning
to the fuel filter element.
After filtering, fuel is moved by the positive

displacement pump to the fuel metering sec-
tion of the FDU. Metered fuel is split as it
leaves the FDU as follows:
• Approximately 9 pph is routed to an at-
omizing nozzle positioned in the burner
to enhance cold-day and high-altitude
start capability.
• The remainder of metered flow passes
through the fuel flow meter (airframe
provided) and then enters the core engine
through the fuel manifold tube.
A last-chance filter is in the manifold tube. The

manifold tube follows the contour of the dif-
fuser to a fuel distribution manifold. From
there, the fuel is supplied to the underside of
the fuel slinger.
The fuel slinger, rotating with the HP rotary

group, ejects the fuel radially through a series
of delivery holes into the combustion zone
and is ignited.

FUEL FILTER
FILTER BOWL
DETAIL A
Figure 73-2. Fuel Filter Installation

COMPONENTS NOTES
Fuel Filter
The fuel filter assembly (Figure 73-2) is a re-
placeable filter element in a stainless steel
bowl threaded into the pump housing.
The filter is between the boost pump and the

gear pump to protect the gear pump from any
fuel tank contaminants. The fuel filter ele-
ment is 20 microns.
Delta P Switch
The fuel filter electrical indicator (delta P
switch) is on the FDU. In the event that the fuel
filter becomes blocked, a filter bypass valve
(adjacent to the filter) allows fuel to bypass the
fuel filter for continued engine operation.
Fuel filter bypass does not occur below a fil-

ter differential pressure of 10 psid. An elec-
trical fuel filter differential pressure switch
senses the pressure drop across the fuel filter
and signals impending bypass (4 ± 0.5 psid)
to a warning indicator in the cockpit.
The indication of impending bypass is re-

moved when the fuel filter differential pres-
sure drops below 2 ± 1 psid.
Fuel/Oil Heat Exchanger

The FJ44-3A engine fuel system uses an FOHE
to provide heated fuel to the inlet of the fuel
filter element.
Ports are ahead of the fuel filter element to

allow fuel to be routed to and from the FOHE.
Providing warm fuel to the filter precludes
the use of an anti-icing additives.

FUEL SUPPLY
MOTIVE SUPPLY
HYDRAULIC PRESSURE
HYDRAULIC RETURN
LP SHAFT SEPARATION
DETECTION DEVICE
FUEL DELIVERY UNIT FILTER ASSEMBLY
DETAIL A
Figure 73-3. Fuel Delivery Unit Installation

Fuel Delivery Unit The FDU requires pressurized fuel to function.

Pressurization at high altitudes and near-idle
The FDU (Figure 73-3) is engine-driven power settings is provided by a pressurizing
through the FDU-to-gearbox attachment and valve. The valve also splits the metered flow
includes the following components: between the start nozzle and the engine man-
• Engine fuel pump ifold and provides positive fuel shutoff for
both flow paths.
• Main engine fuel filter
• Metering components Fuel flow measurements taken from between
the FDU and the engine manifold must always
• Permanent magnet alternator (PMA) account for start nozzle flow.
The FDU is mounted on the engine gearbox An integral dual-coil solenoid fuel shutoff
and provides fuel metering and transient bleed valve causes fuel flow to be terminated when
valve actuation. The FDU also includes the fol- power is removed from the solenoid. The shut-
lowing features: off valve also includes a mechanical shutdown
• PMA electrical power generation to the function that is actuated by an LP (or fan)
FADEC shaft separation mechanism attached to the
exterior of the FDU. In the event of an LP
• Fuel conditioning (heating) shaft separation, the aft movement of the LP
• Fuel shutoff in the event of an LP shaft turbine rotors triggers a cable release to actu-
separation ate the mechanical shutdown function.
The fuel pump consists of a centrifugal boost

element and an HP positive displacement el- NOTES
ement and operate as follows:
• The boost stage provides charging pres-
sure to the gear stage inlet to accom-
modate low inlet pressure and suction
feed conditions.
• The HP gear stage delivers fuel at the re-
quired pressures for FDU and engine
operation.
An HP relief valve is in the FDU, protecting

the HP pump element (and other fuel system
components) from overpressurization by lim-
iting total system pressure.
If HP relief is required, fuel flow from the HP

element is bypassed directly back to its inlet
(boost pressure).
Fuel from the HP pump element is sent to the

fuel metering valve. The metering valve sched-
ules all fuel flow from minimum to maximum
fuel flow levels in response to commands from
the FADEC.

ELECTRICAL
CONNECTOR
(PD014, LEFT;
PE008, RIGHT)
FUEL PRESSURE
SWITCH
(SD003, LEFT;
SE003, RIGHT)
UNION
PACKING
UNION
PACKING
ORIFICE
DETAIL A
LEFT SIDE SHOWN,
RIGHT SIDE TYPICAL
Figure 73-4. Fuel Metering Unit

The use of motive flow by the airframer is re- NOTES

quired for the FJ44-3A engine. Fuel flow from
the HP pump element that is not scheduled to
the engine is bypassed back to the inlet of the
pump element. This bypassed flow is available
as motive flow for airframe jet pump operation.
The FDU provides a regulated motive pressure

to the aircraft system. Actual motive flow (and
pressure) is a function of the jet pump size and
aircraft fuel system efficiency. Motive flow
shutoff is required for engine starts and is the
responsibility of the airframer.
The FDU (Figure 73-4) contains an integral

PMA that supplies redundant three-phase
power to the FADEC. The PMA is geared to
the pump shaft and rotates at twice the speed
of the pump.
Fuel enters the FDU, where it is pressurized

and routed to the FOHE. The fuel is heated (oil
cooled) to prevent icing and returned to the fuel
filter element. After filtering, fuel is moved by
the positive displacement pump to the fuel
metering section of the FDU.
Fuel metering is accomplished via:

• A coil stepper motor-driven fuel valve
• A pressure regulator
• A rotary variable differential transformer
(RVDT) feedback device
The valve terminates fuel flow when power is

removed from the solenoid.
The FDU also has a pressurizing valve to seal

the fuel supply from the engine combustor
when the system is shut down. The engine in-
ducer bleed valve is actuated by a coil sole-
noid-driven, hydraulically actuated servo built
into the FDU.
Finally, the FDU provides a regulated motive

pressure supply to the aircraft motive ejector
system.

SHUTOFF
VALVE PLUNGER
INNER CABLE
FDU SUPPORT
BOSS
WASHER
NUT
OUTER
CABLE CLEARANCE
RESET PIN
DETAIL A
Figure 73-5. Fuel Shutoff at FDU

Start Nozzle NOTES

The engine has a fixed-flow, stationary fuel
nozzle for improved high-altitude restart re-
liability. The nozzle provides approximately
9 pph of additional fuel flow continuously
during all engine operation. The nozzle re-
ceives HP (P2) metered fuel from the fuel con-
trol unit via the start nozzle control valve.
Fuel Manifold
The fuel manifold supplies fuel to the fuel
slinger in the combustion section. The mani-
fold tube goes through the front bypass duct
by way of the right service island and enters
the diffuser case. The manifold supplies fuel
to the underside of the rotating fuel slinger.
Fuel Slinger
The fuel slinger is on the HP shaft between the
combustor cover and the primary plate. It is
part of the seal and fuel slinger assembly. Fuel
is supplied to the underside of the slinger by
the fuel manifold. The fuel is ejected radially
outward into the combustion zone through a
series of holes in the slinger.
LP Shaft Separation Detection

Device
A mechanical LP (N1) shaft separation de-
tection device (Figure 73-5) on the engine de-
tects LP shaft rearward movement of 0.050
inch (1.27 mm) or greater.
This safety device prevents an LP turbine rotor

overspeed condition (and possible turbine
burst) in the event of LP shaft separation. The
device automatically shuts off fuel flow to the
fuel control unit via mechanical linkage
(Figure 73-5).

Figure 73-6. FADEC Assembly

CONTROLS AND INDICATIONS NOTE

Both the A and B FADECs (for both
FADEC engines) must be operating with no
The Williams FJ44-3A engines use an elec- faults for dispatch.
tronic control system (Figure 73-6) based on
one dual-channel FADEC that monitors and FADECs automatically alternate at each engine
controls each engine. This control system con- start to ensure proper functioning and reliabil-
sists of two identical FADECs on the aft pres- ity. The alternate FADEC must not be selected
sure bulkhead in the empennage. Each FADEC unnecessarily. The FADECs recall which unit
interfaces with its respective engine and the (A or B) last started the engines. When power
input and reporting systems from the cockpit. is applied, the FADECs power up in FADEC
A. If FADEC A was used last, the system au-
Within each FADEC assembly are two com- tomatically switches to FADEC B.
pletely independent channels: FADEC A and
FADEC B. All signals between the FADECs The FADECs are powered by 28-VDC engine-
and engines, and between the FADECs and the driven PMAs or by 28-VDC current supplied
aircraft, are completely redundant. Independent by the aircraft generators or battery. The PMA
electrical harnesses are provided for each supplies current for the engine ignition system
FADEC system for complete electrical isola- after engine start and is the primary source of
tion between the two channels. power to the FADECs.
As input is supplied to the FADECs from throt- With the engine running, the PMA continues
tle quadrant dual RVDTs, the FADECs control to supply FADEC power, allowing for con-
steady-state and transient operation of both en- tinued engine operation in the event of total
gines. The system modulates fuel flow rate to loss of normal generator and battery power.
the engine in response to input from aircraft
sensors and measurements of engine operat-
ing conditions. FADECs automatically pre-
ve n t e n g i n e s f r o m ex c e e d i n g s p e e d a n d
temperature operating limits.
FADECs also control engine synchronization

as commanded by a pilot-controlled switch on
the instrument panel. This two-position rotary
switch may be positioned to either OFF or ON.
Each engine has dual (A and B) FADEC chan-

nels with only one FADEC channel in com-
mand. The other is fully operating at all times
and automatically ensures engine control if the
FADEC in command experiences a failure.
Either FADEC channel can be selected at any

time. Pressing the momentary type switch
changes channels each time the switch is
pushed to operate the opposite FADEC. The
FADEC does not allow selection of a failed
FADEC. Pushing a momentary type FADEC
reset switch may reset some faults in the se-
lected FADEC.

EXCITER NO. 1 (PD030,

LEFT; PE030, RIGHT)
ENGINE ANTI-ICE
VALVE (PD005, LEFT; EXCITER NO. 2 (PD031,
PE005, RIGHT) LEFT; PE031, RIGHT)
GROUND ENGINE TT2/PT2 SENSOR

(GD001, LEFT; (PD019, LEFT; PE019, RIGHT)
GE001, RIGHT)
ENGINE FIREWALL GROUND (GD008, LEFT;

(PD001, LEFT; GE003, RIGHT)
PE003, RIGHT)
FUEL FLOW TRANSMITTER

(PD002, LEFT; PE002, RIGHT)
FIRE DETECTOR FUEL FILTER

(PD003, LEFT; (PD017, LEFT;
PE001, RIGHT) PE018, RIGHT)
FUEL PRESSURE SWITCH

OIL TEMPERATURE SWITCH

OIL PRESSURE SWITCH

OIL PRESSURE (AD005/AD006, LEFT;
TRANSDUCER AE003/AE004, RIGHT)
(PD023, LEFT;
PE023, RIGHT) STARTER-GENERATOR MAGNETIC
PICKUP (PD012, LEFT; INB
PE006, RIGHT) RD
ENGINE BLEED AIR
TEMPERATURE SWITCH
(AD015/AD016, LEFT; DETAIL A
AE013/AE014, RIGHT) LEFT SIDE SHOWN, D
RIGHT SIDE TYPICAL FW
Figure 73-7. Engine Electrical Harness

FADEC/Engine Interface • N 2 speed—The N 2 speed sensors consist

of two coils and are on the side of the
Integration between the FADEC system and the AGB. Rotation of a spur gear in the AGB
airframe is predominately electrical (Figure induces a pulsating voltage in each of the
73-7). The airframe supplies power, throttle coils in the N 2 sensor. The frequency of
position, and numerous discrete inputs to de- this pulsating voltage is a function of HP
fine the state or condition of the aircraft to the rotor rotational speed and is interpreted
FADEC. The FADEC provides engine data by the FADEC. The N 2 sensor coils are
RS-422 data bus and ARINC 429 to and from wired identically to the N 1 sensor coils.
the aircraft. The FADEC provides a series of
• ITT—The ITT system consists of two
discrete outputs to the aircraft providing a thermocouple harnesses, each having
control system and engine operating status. three thermocouples connected in par-
allel and joined at a sealed intermediate
The FADEC system supplies an RS-422 se- junction box (J-Box). The six thermo-
rial communication bus. This bus is avail- couples are mounted externally on the
able to the aircraft via an aircraft-mounted engine case and protrude into the gas
maintenance interface for FADEC diagnos- path behind the HP turbine. With the six
tics, maintenance, and data retrieval. A stan- thermocouples connected in parallel, an
dard stream of engine and control system average temperature is supplied to each
data is sent to this port and is available for channel of the FADEC.
recording by the aircraft. RS-422 between
engines is used for FADEC fault accommo- • FDU metering valve—An RVDT with
dation and synchronization. excitation power from the FADEC feeds
the FDU metering valve position to both
Each FADEC interfaces with the engine through channels of the respective FADEC.
a dedicated set of engine control sensors and
actuator electrical interfaces. All interfaces to
the engine-controlled actuators are electrically
redundant and isolated. This allows either
FADEC to control the following engine para-
meters independently:
• Power supply:
° Aircraft power supplies 28 VDC to
the FADEC system during power-up
and start and continues to provide
backup power in the event of PMA
failure.
° The PMA provides primary power for
both FADEC channels and related re-
lays, as well as solenoids used for en-
gine control and operation.
• N1 speed—Dual N1 speed sensors
are externally accessible on the engine
case. A phonic wheel on the LP shaft in-
duces a pulsating voltage in each of the
oils in each N 1 sensor. The frequency of
this pulsating voltage is a function of LP
rotor rotational speed and is interpreted
by the FADEC. Each sensor is dedicated
to a specific channel of the FADEC.

CRU MCT TAKEOFF
60.0°
IDLE 53.4°
46.2°
CUTOFF
13.7°
13.4°
49.1°
58.1°
67.1°
Figure 73-8. Throttle Lever Angle (TLA) Positions

• T2P2 sensors—The T2P2 sensor sys- • We i g h t - o n - w h e e l s ( W OW ) — S q u a t

tem consists of dual-element probes pro- switch information from the landing gear
truding into the engine inlet air stream PCB (pilot J-box) determines WOW sta-
immediately in front of the fan case. tus and supplies an input to the FADEC.
Each probe contains dual T2 remote Aircraft status of on ground is sent to the
temperature devices (RTDs) that pro- FADEC if either main gear squat switch
vide a dedicated inlet air temperature to indicates on ground.
each channel of the FADEC. Dual P2
transducers provide inlet air pressure • ENGINE SYNC switch—With the EN-
input to each channel of the FADEC. GINE SYNC switch selected ON, an
Both probes are electrically anti-iced input is supplied to the FADEC request-
via the airframe DC bus when engine ing the FADEC to synchronize engine
anti-ice is selected. Refer to Chapter speeds.
30—“Ice and Rain Protection” for more • Anti-ice status—An input is sent to the
details on the probe anti-ice. FA D E C f r o m t h e W I N G / E N G I N E
• Throttle lever angle (TLA)—TLA is an ANTI-ICE switches providing the sta-
input to the FADEC based on the posi- tus of engine and wing anti-ice.
tion of the throttle levers in the cockpit • FADEC channel select—The FADEC
(Figure 73-8). A dual element RVDT, changes channels automatically at each
attached to each throttle lever by a link- power-up cycle. The channel swap can
age, provides the input of TLA to each be accomplished manually by using the
FADEC. The left engine FADEC chan- respective FADEC SELECT A/B switch.
nel A receives a TLA input from one el- The FADEC does not allow a forced
ement of the left throttle lever RVDT, change over to an unhealthy/less healthy
while channel B receives a TLA value channel.
from the other element. The same is true
regarding the right engine FADEC and • Gear down and locked—The gear posi-
the right thrust lever RVDT. The throt- tion input to the landing gear No. 1 PCB
tle levers have a gated cutoff position, provides information to the FADEC in-
an idle position, and three detented po- dicating that the landing gear is down
sitions for cruise, maximum continuous and locked.
thrust, and takeoff. • Ground idle switch—The ground idle
switch indicates to the FADEC what idle
Airframe Inputs to FADEC speed is selected for the engine.
Several discrete inputs are provided from the
airframe to both channels of the FADEC as
follows:
• ENGINE START switchlight—When the
start switchlight is pressed, an input is
supplied to the FADEC from the respec-
tive left or right start printed circuit board
(PCB) to initiate the start logic sequence.
• Normal shutdown—Taking the thrust
lever into the cutoff position actuates
the cutoff switch, which supplies a nor-
mal shutdown command to the FADEC.

MATE DUAL CHANNEL

FADEC
FUEL/OIL
HEAT
EXCHANGER
RS-422 LINK
FUEL SUPPLY
MOTIVE FLOW
AIRFRAME
FUEL METERING FDU

BYPASS SWITCH
FUEL PUMP
FILTER AND BYPASS
METERING UNIT
ANALOG AIRFRAME AIRFRAME AIRFRAME FADEC POWER SUPPLY
SENSORS ARINC I/O POWER INSTRUMENTATION
N1, N2, ITT COMMUNICATION PORTS
FUEL INLET PRESSURE
FILTER TEMPERATURE
3 PHASE POWER
FUEL FLOW COMMAND
FUEL
FUEL FLOW SUPPLY
FEEDBACK
NORMAL/OVERSPEED
SHUTDOWN
COMMAND
BLEED VALVE
DUAL CHANNEL FADEC COMMAND
TRANSIENT
N2 BLEED VALVE
SHAFT
SPEED LP SHAFT
SEPARATION
ENGINE
ENGINE
INSTRUMENTATION
(N1, N2, ITT, PSI, T2)
Figure 73-9. FADEC Electrical Schematic

OPERATION ent upon the combination of anti-ice discrete

inputs from the aircraft. Typically, three thrust
The overall engine control system block diagram schedules are available:
is shown in Figure 73-9. FADEC provides au-
tomatic control of engine power setting, tran- • Bleed level 0 is for normal pressuriza-
tion (0 to ≤ 8 ppm)
sient control, and fuel delivery during start. The
FADEC provides fuel valve position control to • Bleed level 1 (BL1) is for the addition
modulate fuel flow, control of the solenoid fuel of engine anti-ice (=8 to ≤ 22 ppm)
shutoff valve, and control of the inducer bleed • Bleed level 2 (BL2) is for the addition
valve state, all integral to the FDU. of wing anti-ice (=22 to ≤ 46 ppm)
One of the principle functions of the FADEC When BL1 or BL2 schedules are selected, the
is to provide operating limits for critical en- anti-icing, electrical power, and T2P2 heater
gine parameters: N 1 , N 2 , and ITT. The N 1 is discrete are selected ON. At low part power set-
governed at high power and N 2 at low power. tings, the FADEC governs to N 2 as a function
The overspeed function limits both N 1 and of TLA, PT2, TT2, aircraft bleed level, and air-
N 2 . ITT is held to a start limit and to a fixed craft WOW indication. WOW and aircraft gear
margin above the red line during operation. As down and locked (GDAL) input descretes con-
the engine deteriorates with time, the ITT trol T2 sensor “lock” during takeoff and go-
margin at takeoff N 1 decreases and may even- around thrust situations. During a normal
tually reach the redline limit, indicating that takeoff, the T2 sensor inputs are locked until
maintenance action is necessary. The pilot is one of the following occurs:
responsible to limit ITT, as required.
• Liftoff (WOW to flight) +19 seconds
Takeoff thrust is commanded when the TLA has elapsed
is in the takeoff position and scheduled based • The landing gear is retracted (GDAL is
on inputs of N 1 , TT2, PT2, and three discrete UP) +19 seconds
signals: anti-ice 1, anti-ice 2, and TT2 heat • Throttle is retarded to below the takeoff
compensate. Maximum continuous thrust is position
commanded when TLA is in the maximum
continuous thrust (MCT) position. Maximum • 120 seconds has elapsed
cruise thrust is commanded when TLA is in the
maximum cruise position. The FADEC is air- When the pilot advances the throttle to the
craft-installed. takeoff position while remaining on the ground
(WOW input), the T2 sensor inputs are locked
The FADEC governs N 1 and N 2 speeds to set for 120 seconds or until the throttle is retarded
engine thrust. At power settings from partial to below the takeoff position. The T2 sensor
power-up to takeoff, the FADEC governs to N 1 input is also locked while on the ground with
as a function of TLA, engine inlet total pres- anti-ice selected on. If the aircraft is still on
sure (PT2), engine inlet total temperature the ground when anti-ice is turned off, the T2
(TT2), and aircraft bleed air extraction level. sensor unlocks 3 minutes after the anti-ice is
selected off.
The FADEC recognizes five set power setting
regions (or flats): shutdown, idle, maximum Idle (flight or ground) is commanded when the
cruise, maximum climb, and takeoff. Takeoff TLA is in the idle position. Flight idle (FI) ver-
thrust is achieved when TLA is in the takeoff po- sus ground idle thrust is scheduled based on
sition. MCT is achieved with the TLA in the the aircraft WOW discrete (FADEC has an 8-
MCT position. Maximum cruise thrust is second built-in delay for ground idle selection
achieved when the TLA is in the MC position. and a 2-second delay for flight idle selection
from ground idle). Another discrete input, FI
Maximum thrust schedules are also depend- select, can command flight idle independent
of the WOW discrete.

Figure 73-10. TLD Fault Indications

FADEC Health and Status Each FADEC has an single connection just
Annunciations forward of the pedestal. This connection en-
ables ground support equipment to monitor
Each FADEC channel sends four discrete out- FADEC parameters for diagnostic purposes.
puts to the aircraft (eight total) indicating the FADEC fault and exceedance records on each
health and status of the units. Each channel channel (through an RS-422 serial link) can
transmits the following data: be downloaded. The aircraft interface con-
nection can also be used to update FADEC
• Maintenance required
software versions.
• Time limited dispatch (TLD)
• No dispatch (ND)
NOTES
• Channel “active”
The TLD annunciators are in the empennage

inside the battery access door (Figure 73-10).
The unit is required to be inspected at prede-
termined maintenance intervals (the FADEC
must be powered for this inspection).
ND is an engine control system fault. The ND

(on the annunciator panel) is identified as
ENG CTRL SYS FAULT and is tied to the air-
craft MASTER CAUTION indicators. The
channel “active” annunciator is in the cock-
pit on the vertical instrument panel.
During FADEC power-up, (approximately 10

seconds), all annunciators cycle on and off
during the initialization process. If the FADEC
has no faults (and is capable of controlling the
engine), the ND annunciation remains off and
either channel A or B “active” is annunciated.
If no electrical current faults and/or faults in
FADEC memory are detected, the mainte-
nance and TLD annunciators remain off. If
the ND lamp is annunciated, flight is not rec-
ommended.
A complete listing of faults that cause ND an-

nunciation, maintenance requirements, and
TLD annunciations are found in the Engine
Maintenance Manual.

CHAPTER 74
IGNITION

VOLTAGE SEL
BATT
L R
GEN GEN
TEST
DC DC DC
OFF VOLTS AMPS AMPS
ANNU FIRE
WARN
ANTI LDG
SKID GEAR DC POWER STBY FLT AVIONICS
OVER DISPLAY POWER
BATT L GEN BATT R GEN ON ON
SPEED TEMP
W/S TEMP AOA O
RUDDER OFF OFF F
BIAS F
RESET EMER RESET TEST OFF
FUEL TRANSFER
FUEL BOOST ENGINE START IGNITION
OFF L DISENGAGE R
L ON R L ON R
O START
L R F
TANK TANK F DISG
L R NORM NORM NORM NORM
ENG ENG
ANTI-ICE / DE-ICE
PITOT & WINDSHIELD WING/ENGINE TAIL
STATIC BLEED HI ALCOHOL ON WING XFLOW L WING/ENG R WING/ENG AUTO
O O O
F F F
F F F
OFF LOW OFF OFF ENG ON ENG ON MANUAL
L AHRS SLAVE EXTERIOR LIGHTS

MANUAL L SLEW BEACON ANTI-COLL NAV WING INSP
AUTO R SLEW OFF OFF OFF OFF
PARK BRAKE – PULL
Figure 74-1. Ignition Switch Panel

DESCRIPTION The ignition switching system provides 29 VDC

to the engine ignition exciters when the appli-
The ignition switching system provides 29 cable L IGNITION or R IGNITION circuit
VDC to the engine ignition exciters as required breaker on the left CB panel is engaged and any
for proper engine operation. Components in the of the conditions that follow are met:
system include:
• The IGNITION switch is in the ON
• Left and right ignition switches position.
• Igniter control PCBs • The start relay is engaged and the throt-
• FADEC tle lever is out of the cutoff position.
• Ignition exciters • The aircraft is airborne, the landing gear

is down, and engines are running.
• Igniter leads
• T h e FA D E C S s e n s e a n i m p e n d i n g
• Igniter plugs flame out.
Ignition switches in the cockpit activate the ig- Ignition indicators on the left switch panel near
nition exciters (Figure 74-1). the ignition switches illuminate when power is
supplied to the engine ignition exciters.
COMPONENTS
NOTES
Igniter Control Printed Circuit
Boards
Electrical power to the exciters is controlled
by logic circuitry on the IGNITER CONTROL
PCBs.
Ignition Exciters, Leads, and

Plugs
The two ignition exciters are high-energy, ca-
pacitive discharge devices. The parts for each
ignition exciter are contained in a sealed, cor-
rosion-resistant case.
The ignition exciters draw current from the air-

craft electrical system and send current through
each igniter lead, independently, at a rate of
one to six sparks per second. The igniter plugs
ignite the fuel/air mixture in the combustor.
Ignition exciter cases are mounted to the engine

interstage housing. The spark rate is one to six
sparks per channel, per second. The exciters can
operate continuously with input voltage rang-
ing 10–30 volts, 3.5 Joules stored energy.

CHAPTER 77
ENGINE INDICATING

Collins
N1 % ITT °C FUEL QTY

–––.– 1000 0.0 N2
% 0.0 LBS
100 900 OIL PSI OIL °C 2000
T T
O 90 O 800 1500
70 1000
700
0 0 25 25
50
500
30
600 23 °C 23
400 FUEL
0.0 0.0 200 0 PPH 0 0 0
VOR1 HDG 137 137 15

CRS 166 12
TTG – – : – – S
– – – – NM
E
2.5
TERR
LX/RDR
ADF TFC
TA ONLY
ADF
BRT
DIM
Figure 77-1. Multifunction Display

DESCRIPTION OPERATION
The engine indicating system is made up of the The N 1 LP speed pickup has dual output chan-
following parts: nels. Each dual element sensor provides an in-
dependent and isolated speed input to each of
• LP magnetic speed pickup assembly
the FADEC channels. The speed sensor signals
• Gearbox magnetic speed pickup assem- are routed through the engine electrical harness
bly (HP) to the engine-to-aircraft interface connectors.
• ITT probe harness (six probes) From this point, the airframe electrical harness
routes an individual N 1 speed signal to each of
• ITT/N 1 trim box assembly the two FADEC channels. The primary source
• TT2/PT2 dual temperature/pressure of engine N 1 for the cockpit display is via the
sensor FADEC-to-aircraft ARINC communication
bus. The FADEC changes the input data from
• FADEC engine harness assembly the magnetic pickup and sends ARINC data to
• Engine vibration pickup (test equipment) the multifunction display (MFD) (Figure 77-
1) and analog N 1 data to the standby N 1 indi-
• Fuel filter electrical indicator switch cators. The fan speed is shown on the MFD.
(delta P)
• Oil filter differential pressure (delta P) The N 1 digital readouts show the current fan
indicator speed for the left and right engines. The MFD
uses the ARINC data from the FADEC to give
• Magnetic chip collectors a vertical tape display of the fan rotational
speed in percent rpm. The readouts are shown
COMPONENTS in numerical values as follows:
• Green for data ≤102.8%
Engine Fan Speed (N1) • Yellow for valid data 102.8%–103.9%
The N 1 speed sensor is a dual-coil magnetic for less than 20 seconds
pickup that is electrically isolated, providing • Red for valid data as follows:
a complete electrical separation of the FADEC
channels. Each magnetic coil transmits a sine ° Data 102.8%–103.9% for 20 seconds
wave for each tooth of the sensor ring. The sen- or more
sor ring has 18 teeth for each revolution (100%
rpm is equal to 18,000 rpm [5,400 Hz]). The N 1 ° Data ≥103.9%
red line is 102.8%–103.9% for 20 seconds or The current fan speed is also shown as a dig-
more, or ≥103.9% rpm (103.9% rpm equals ital readout on the N 1 standby indicator. The
18,702 rpm [5,610.6 Hz]). The output from the indication flashes when the value is ≥102.9%.
magnetic pickup is transmitted to the FADEC.
Each channel in the standby indicator uses the
data from the FADEC to give a digital display
of the fan speed in percent rpm. The standby
indicator also receives a channel active signal
from the FADEC and decides which channel
of data from the FADEC to use.

Figure 77-2. Engine Turbine Speed Indicating (N2) System

Engine Turbine Speed (N2) The digital display of the turbine speed is
shown as green, yellow, or red. The display is
The engine turbine speed (N 2 ) indicating sys- green if the speed is ≤100%. The display is yel-
tem has a dual-channel cockpit display and a low if the speed is between 100% and 100.7%
dual-channel FADEC (Figure 77-2). The sys- for less than 20 seconds. The display is red if
tem includes the wiring from the turbine (HP the speed is between 100% and 100.7% for
shaft) dual-channel magnetic speed pickup more than 20 seconds or more than 100.7%.
assembly on each engine to the FADEC. It
also includes the ARINC data wiring from the
FADEC to the MFD. NOTES
The N 2 indicator speed is shown as a numeric
value on the MFD. The MFD uses a digital
LCD. Separate digital displays are supplied for
each engine.
The HP rotor speed is sensed by a dual-coil

magnetic pickup assembly and is sent to the
FADEC. The N 2 sensor uses the movement of
the gear teeth on the gear box fuel pump drive
to make a modified sine wave output. The
gearbox (N 2 ) magnetic speed pickup is on the
gearbox and reads the HP spool speed through
the gearbox. An output frequency of 6,741
Hz is produced at maximum HP shaft speed
(100% N 2 ).
The engine turbine speed (N 2 speed sensor) is

a dual-coil magnetic pickup that is electrically
isolated to maintain a complete electrical sep-
aration of the FADEC channels. Each magnetic
coil transmits a sine wave per tooth of sensor
ring. The sensor ring has 51 teeth and is on a
shaft in the AGB. This shaft is driven at a gear
reduction of 0.1906 or 9.7206 teeth per N 2
shaft revelation (100% rpm is 41,200 N 2 shaft
rpm). The N 2 red line is 100.73% rpm, which
is equal to 41,500 rpm or 6723.4 Hz.
Each channel in the FADEC receives the sig-

nal from the related channel of the magnetic
speed pickup assembly. The signal is changed
to ARINC data and sent to the MFD. The MFD
uses the data to make a digital display of the
turbine speed in percent rpm.

Figure 77-3. Interturbine Temperature Indicating (ITT) System

Interturbine Temperature A chromel-alumel thermocouple transmitting

Indicating system supplies the average input signals to
each FADEC channel. For maintenance infor-
There are six type K ITT probes in the first LP mation on the ITT probes and wiring harness,
turbine nozzle (Figure 77-3). The ITT probes refer to the Williams International FJ44-3A
are the same length. The thermocouple leads Engine Maintenance Manual.
are joined and averaged at the electrical con-
nector. The averaged signal from probes 2, 4, The engine ITT thermocouples make an elec-
and 6 is sent to FADEC channel A. The aver- trical signal as a result of the changes in tem-
aged signal from probes 1, 3, and 5 is sent to perature of the intermediate turbine section.
FADEC channel B. The ITT sensor has six individual thermocou-
ples. These six thermocouples are grouped
The ITT/N1 trim box assembly provides the ca- into two sets of three. Each thermocouple in
pability to: the group of three is electrically connected in
• Adjust ITT cockpit readings so they parallel. The chromel-alumel wiring harness
are approximately equal at equal power makes an average of the electrical signals from
settings the three thermocouples. Each average signal
is sent to one of the FADEC channels.
• Reduce N 1 within the allowable range to
match thrust between engines The FADEC puts together the two channels of
ITT temperatures and prepares an average of
The trim box is on the front bypass duct of the the two. The average temperature from the
engine. It contains two sets of DIP switches FADEC is sent as ARINC data to the MFD. The
(both ITT and N 1 trim for each channel) that MFD shows the data as a vertical tape display
permit changes of up to 20 discrete increments of ITT in °C.
of ITT or N 1 trim.
The ITT is displayed on the MFD in the cen- NOTES

ter instrument panel.
The ITT is shown in degrees Celsius (°C). The

range of the display is 200°C–1,100°C. The
scale of 600°C–1,100°C is expanded for more
precise indication.
The ITT is shown in a vertical tape format.

Separate displays are supplied for each engine.
The left and right signal inputs to the MFD are

separate.
Red, yellow, and green markings on the tem-

perature scale show the warning, caution, and
normal operating ranges, in that order.

CHAPTER 79
OIL

LEGEND
OIL SEPARATOR DISCHARGE
HP SHAFT REGULATED SYSTEM PRESSURE
AND 1ST VENT
REDUCTION PRESSURE OIL TANK AIR PRESSURE
LUBE JET REGULATOR SCAVENGE PUMP RETURN
OIL FILL PRESSURE
SCAVENGE PUMP SUCTION
SIPHON
LUBE PUMP INLET
BREAK
P PRESSURE TAP
BRG OIL TANK
NO. 1.5 T TEMPERATURE SENSOR TAP
BRG
NO. 3 SCREEN FILTER
BRG
NO. 1 MAGNETIC PARTICLE
BRG COLLECTOR
NO. 4
BRG OIL FILTER P
NO. 2 INDICATOR
T P
BYPASS VALVE
TOWER SHAFT
BEARINGS
TOWER SHAFT INJECTOR BYPASS MAIN
SPLINE NOZZLE DUCT VENT SYSTEM
DISCHARGE FILTER
1/2 BYPASS
CAVITY VALVE
DRAIN FUEL
FUEL/OIL
HEAT
EXCHANGER
GEARBOX LUBE JET

FOR 2ND REDUCTION RELIEF
GEAR, TOWER SHAFT, VALVE
AND GENERATOR SPLINE
LUBE AND PRESSURE
GEARBOX SCAVENGE PUMP ELEMENT
GEARBOX AIR/OIL SEPARATOR OIL DRAIN
SCAVENGE
ELEMENTS
Figure 79-1. Oil System Schematic

DESCRIPTION Oil Filter

Various components, external to the engine, The oil filter (Figure 79-1) is a disposable
store and deliver lubricating oil to and from cartridge in a stainless steel bowl that is
the engine. threaded into the gearbox housing. It connects
to the pressure pump outlet through passages
The “Engine Indicating” section includes in- in the gearbox.
formation on the engine oil pressure indicat-
ing system and the engine oil temperature
indicating system. All other information is
Oil Filter Bypass
found in the Williams Maintenance Manual. An oil filter bypass valve (Figure 79-1) is in
the gearbox housing. When differential pres-
The oil system (Figure 79-1) is made up of the sure across the oil filter approaches 25–30
following components: psid, the valve opens, allowing oil to flow even
if the filter element becomes totally blocked.
• Lube and scavenge pump
• Oil filter
Delta P Indicator
• Oil filter bypass valve
A filter differential pressure (delta P) indica-
• Filter differential pressure (delta P) tor is in parallel with the oil filter and bypass
indicator valve. As the bypass valve approaches its open-
• FOHE ing pressure, the delta P indicator button ex-
tends, indicating excessive filter contamination.
• Reservoir (oil tank) The indicator operates at 15 ± 3 psid. A ther-
• Oil pressure regulator mal lockout prevents the indicator from oper-
ating because of high Delta P due to cold oil.
• Magnetic chip collectors
COMPONENTS
Lube and Scavenge Pumps
T h e l u b e a n d s c av e n g e p u m p a s s e m b l y
(Figure 79-1) includes one pressure element
and two scavenge elements contained in a
single housing.
One pressure lube and two scavenge pumps

are positive displacement pumps. The inlet to
each element is protected by a wire mesh
screen. All inlet and discharge ports are on the
pump mounting flange face facilitating pump
replacement.
A pressure relief valve is in the pump hous-

ing. This valve maintains a 130–140 psi pres-
sure rise across the lube element under normal
operating temperatures and flow conditions.
The regulator valve also protects against
overpressurization.

OIL PRESSURE
REGULATING
OIL FILLER CAP AND VALVE
SIGHT GLASS O-RING
O-RING
Figure 79-2. Oil Pressure Regulator

Oil Cooler NOTES

The oil cooler is an FOHE constructed of alu-
minum (Figure 79-2). The oil cooler is
mounted to the gearbox and transmits oil in and
out through the mounting flange faces. Fuel
travels in and out through external lines.
Oil Reservoir (Oil Tank)

The oil storage tank (Figure 79-2) is internally
vented to the forward bearing cavity (through
a 5 psi pressurizing valve) vented to the bypass
duct via the gearbox air-oil separator. The
reservoir vent valve and bypass duct pressure
reference ensure sufficient oil tank pressure for
efficient pump operation at all altitudes.
Oil level is established by the oil sight glass

on the side of the engine interstage housing.
The sight gauge is marked with two levels:
FULL and ADD. The oil volume between these
levels is approximately 1.0 U.S. quart.
A gravity-type oil filler port, fitted with an

overcenter-lock sealed cap, is on the outboard
side of the engine. The quantity of usable oil
is approximately 2 quarts at 0° installed pitch
angle. The oil tank filler port does not allow
the oil tank to overfill even if the oil filler
port itself is overfilled.
Oil Pressure Regulator

The oil pressure regulator (Figure 79-2) is on
the upper right side of the interstage housing,
near the oil filler port. The regulator is set at
the factory to monitor the main oil pressure of
the internal passage, which carries oil to the
gearbox. The regulator returns oil to the reser-
voir tank through a separate internal passage
in the interstage housing.

VIEW A-A
HOSE ASSEMBLY
LOW-PRESSURE
WARNING SWITCH
(SD002, LEFT; SE002, RIGHT)
O-RING
PRESSURE TRANSDUCER
(UD005, LEFT; UE005, RIGHT)
CONNECTOR
ISOLATOR (PD023, LEFT; PE023, RIGHT)
CLAMP
DETAIL A
Figure 79-3. Oil Sensor Installation

CONTROLS AND INDICATIONS The engine oil pressure transmitter provides

resistance signals that are given to the data col-
Oil Pressure Indicating lection unit (DCU) in the tail cone aft of the
tail cone baggage compartment. The analog
The engine oil pressure indicating system signal sent to the DCU is placed on a digital
(Figure 79-3) uses resistance-type bulbs, a bus for display on the MFD. The MFD uses a
pressure switch (in the engine oil system), digital LCD.
and indications on the instrument panel MFD.
An oil pressure transmitter is on the forward
cowl bulkhead of each engine compartment. NOTES
The transmitter is connected to the engine oil
system by a line assembly. Oil in the oil trans-
mitter plumbing is pressurized by the engine
oil pump during engine operation.
The oil pressure transmitter contains a pres-

sure-sensitive potentiometer. The output and
wiper voltages are in proportion to the oil
pressure. Input voltage of 29 VDC to the trans-
mitter is supplied by the aircraft electrical
system.
The pressure indicating and low pressure warn-

ing systems are separate.
Oil pressure is displayed in psig in a vertical

tape format on the MFD. The range of the tape
display is 0–100 psi. Separate tape displays are
provided for each engine.
A low oil pressure warning switch is in the oil

pressure transmitter plumbing adjacent to the
oil pressure transmitter. The low-pressure
warning switch (SD002 left, SE002 right)
closes on increasing oil pressure of 37.0 psig
(255 kPa) and opens on decreasing oil pres-
sure of 25.0 ± 2.0 psig (172 ± 13.8 kPa).
In the open (low-pressure) position, the low-

pressure warning switch supplies a ground
for the L–R OIL PRESS WARN annunciators.
Low oil pressure is indicated by the red L–R

OIL PRESS WARN annunciators and by the
MASTER WARNING switchlights.

VIEW A-A
ELECTRICAL
CONNECTOR
(PD010, LEFT;
PE010, RIGHT)
TEMPERATURE BULB
(UD006, LEFT;
UE006, RIGHT)
GASKET
O-RING
DETAIL A
Figure 79-4. Oil Temperature Indicator

Oil Temperature NOTES

The engine oil temperature indicating system
(Figure 79-4) has a temperature transmitter
(bulb) at the oil filter housing. Engine oil tem-
perature is shown on the MFD.
The engine oil temperature transmitters are re-

sistance-type bulbs that have an element sealed
in an insulating material within a housing.
The housing has an electrical connector and
external mounting threads, which attach with
a boss connection near the engine oil filter.
The oil temperature transmitter bulb resistance

changes with oil temperature, causing the cur-
rent from the transmitter to change in propor-
tion to the oil temperature. The normal operating
range for the engine oil is 10°C–135°C.
The engine oil temperature transmitter pro-

vides resistance signals that are given to the
DCU in the tail cone of the aircraft, aft of the
tail cone baggage compartment.
The analog signal sent to the DCU is placed on

a digital bus for display on the MFD. Oil tem-
perature is shown in °C in a vertical tape for-
mat. The range of the tape display is 0°–140°C.
There are separate tape displays for each engine.

Figure 79-5. Oil Pressure vs. Oil Temperature Graph

OPERATION livered to the oil reservoir is vented to the

front bearing cavity through a pressurizing
Lubricating oil from the reservoir tank passes valve. The bearing cavities are vented to the
through a perforated sheet-metal screen and engine bypass duct through a breather air-oil
magnetic chip collector at the pump inlet, and separator in the gearbox.
then through the lube pump to the main oil fil-
ter and cooler. The pressurized oil is then taken,
via a manifold in the oil tank, to the top of the DIAGNOSTICS
tank. At this point, an antisiphon orifice breaks
the siphon between the oil tank and the bear- Adjusting Oil Pressure
ing cavities (during engine shutdown), pre- • Start the engine and allow to idle for 5
venting flooding. minutes (oil temperature must be at least
115°F when adjusting pressure). Allow
The flow is then split between the gearbox and additional idle time, if required.
the front and rear bearings. The pressure-reg-
ulating valve maintains a stable lube pressure • Loosen the regulating valve adjustment
at the lube jets, independent of upstream pres- locknut.
sure drops from the oil filter, cooler, and lines. • Using a flat-tip screwdriver, turn the ad-
The oil for the gearbox passes through a last- justment screw clockwise to increase
chance filter and lubricates the second reduc- engine oil pressure.
tion gear mesh, the lower towershaft spline,
and the generator spline. NOTE
The remaining gear meshes, splines, and gear- It may be necessary to hold the ad-
box bearings are splash-lubricated. The oil justment locknut while turning the
from the front bearings passes through last- adjustment screw. One full turn of
chance filters to jet-lubricate the Nos. 1 and 1.5 the screw yields approximately a 5–8
bearings and supplies oil for the No. 1 bearing psig change in pressure.
cage damper.
When adjusting the oil regulator, if
The remainder of the front bearing oil passes five threads are exposed, disassemble
through a last-chance filter and lubricates the the regulator, and clean and replace the
No. 2 bearing with two jets, an under-race sup- internal O-ring. If oil pressure can-
ply, and damper film. The towershaft bearings not be adjusted without five threads ex-
are also jet-lubricated, along with the upper posed, replace the regulator.
towershaft spline and the first reduction gear
mesh. Another oil jet supplies cooling for the • While holding the adjustment screw,
HP tieshaft. The oil for the rear bearings passes torque the adjustment locknut 30–40
through a last-chance filter and jet-lubricates inch-pounds (3.3–4.5 N.m).
the Nos. 3 and 4 bearings and supplies oil for
the respective dampers. The No. 3 bearing is
both under-race and external-jet-lubricated.
Two scavenge elements provide independent

scavenging of rear bearing cavity and gearbox
sumps. The forward bearing cavity drains
down the towershaft annulus into the gearbox
scavenge. A screen and a self-sealing mag-
netic chip collector (before each scavenge
pump) removes particles from the oil that are
large enough to cause damage. Excess air de-

Oil System Servicing Running the engine immediately after rinsing

drives out the water and the majority of the
Drain the engine oil (if required) using a contaminants. This also eliminates moisture
TL37255 oil drain fitting and accomplish the that could set up galvanic cells and initiate sur-
following steps: face pitting and crevice corrosion.
• Vent the oil tank by removing the oil
fill cap. Marine Atmosphere
• Remove the self-closing plug from the Operation in a marine atmosphere is defined as
bottom rear of the lube pump (TANK operation over salt water or within 5 miles (8
DRAIN port). kilometers) of the ocean.
• Install the TL37255 oil drain fitting to
self-closing fitting and drain the oil tank If the aircraft is operated in a marine atmos-
into a suitable container. phere below 4,000 feet for more than 30 min-
utes, perform the desalinization rinse
• Remove the self-closing plug from the procedure at the end of flight operations for
bottom of the gearbox. the day.
• Install the TL37255 oil drain fitting to
self-closing fitting and drain the gear- If the aircraft is operated in any of the flight
box oil into a suitable container. conditions listed below, perform the desalin-
ization rinse procedure at least once a week:
Engine oil may also be drained (if required) by • In a marine atmosphere at altitudes below
removing the gearbox and the lube and scavenge 4,000 feet for less than 30 minutes
pump (TANK DRAIN) chip collector fittings.
• In a smog-laden or sandy environment
Approved engine lubricating oils are listed
below (mixing of approved oils is permissible): Compressor Cleaning
• Mobil Jet II (preferred oil) Perform the compressor cleaning procedure
(using an approved engine cleaning fluid) to
• Mobil 254 improve compressor efficiency by removing
normal accumulations of dirt and grime.
Water Wash Policy
Perform the compressor cleaning procedure
In the interest of ensuring that the safe serv- whenever the fan or compressor components
ice lives for engine parts are not degraded by appear dirty. Adjust the cleaning interval to suit
c o r r o s i o n o r s a n d i n g e s t i o n , Wi l l i a m s local operating conditions. If engine perform-
International recommends that the following ance has gradually degraded (increase in ITT),
policy be followed regarding water washing perform the compressor cleaning procedure.
of the engine.
NOTE
Desalinization Rinse
There are two separate cleaning
Perform this fresh-water rinse procedure to re- methods for the powerplant. The de-
move salt or other corrosive substances from salinization rinse is a water-only
the interior of the engine. Sea salt contamina- wash for removing salt or other cor-
tion from flying in a marine atmosphere or rosive substances from the interior of
landing at airports near the ocean may initi- the engine. The compressor clean-
ate corrosion on metallic engine hardware. ing procedure uses approved clean-
Water rinsing the engine, as soon after contam- ing fluids to remove dirt and grime
ination as possible, minimizes corrosion by from the gas path and improve com-
dissolving and flushing out contaminants. pressor efficiency.

1. If ambient temperature is below freezing 6. Have a second person starter-crank the

and the engine has been shut down for engine in accordance with the duty cycle
more than 30 minutes, the engine must be limits for the starter-generator in the
warmed up. Start the engine and run at AMM. As soon as the fan starts to rotate,
idle for a minimum of 5 minutes. spray 2.5–3.5 gallons of clean water into
the engine core flowpath. Direct the spray
2. Set the engine bleed air to OFF/CLOSED. at a 30° angle relative to the axial engine
center line, in the same direction as the
3. Cap the HP bleed ports. rotor rotation. Hold the spray nozzle at
the appropriate radius to enter the core.
4. Set the ignition to OFF. To confirm that water has entered the
core, observe water dripping from the
engine diffuser drains (aircraft drain
NOTE mast). If water is not observed, change
To ensure that fluid reaches the en- the direction of spray and the repeat
gine core, initial spray cleaning is starter-crank.
performed with the engine static (not
running). Rotation of the fan (LP 7. Repeat the starter-crank rinse (one time).
spool) forces the flow outward into
the bypass area. 8. After completing the desalinization rinse
procedure, start the engine and run at idle
for a minimum of 5 minutes to ensure
CAUTION that all water has evaporated or blown
from the engine. Shut down the engine.
To prevent damage to the fan, keep
the end of the nozzle outside of the
Compressor Cleaning
inlet lip.
Accomplish the following steps to clean the
engine compressor:
5. While the engine is static (not running),
use pressure-washer spray equipment ca- 1. With the engine shut down, wipe readily
pable of 50–100 psi. Spray 2.5–3.5 gal- accessible inlet areas, the spinner, and the
lons of clean water (drinking purity) into fan blades free of all dirt and grime using
the engine core. Direct the spray toward a cloth wetted with cleaning fluid MAT-
the base of the spinner and the fan blade 021, MAT-029, or MAT-031.
root area. Spray 360° around.
CAUTION
CAUTION
To ensure that cleaning fluids do not
Make sure that the spray nozzle is enter the FCU/FDU or aircraft bleed
clear of the fan rotor blades during system, remove the CDP line from
engine starter cranking. the FCU elbow (if the engine config-
uration has a CDP line). Set the air-
craft bleed to OFF/CLOSED.
2. Set the engine bleed air to OFF/CLOSED.
3. Set the ignition to OFF.
4. Open the lower cowling to access the en-

gine. Refer to the AMM.

5. Disconnect (separate) the aircraft bleed NOTE

piping from the engine bleed fittings.
A heavy spray volume has a better
chance of reaching the core while
6. Cover the aircraft side of the bleed pip-
starter-cranking the engine.
ing with a plastic bag (or equivalent) to
prevent entry of water. Leave the piping
disconnected so that water can drain from 11. Have a second person starter-crank the en-
the engine bleed fittings. gine in accordance with the duty cycle
limits for the starter-generator in the
7. If the engine configuration has a gear- AMM. As soon as the fan starts to rotate,
box and breather flex hose, remove the spray fluid into the engine core. Direct the
heatshield (if required) for access to the spray near the fan/spinner to concentrate
CDP elbow. the cleaner into the core of the engine, as
shown in the AMM. Move the spray 360°
8. Disconnect the gearbox breather flex around the spinner to ensure that the
hose from the elbow by loosening the cleaner can reach all areas of the core.
hose clamp and pulling off the aft end of
the flex tube. Plug the end of the flex 12. Spray some cleaner around the remain-
tube and elbow with a suitable plastic, ing inlet area to clean the bypass duct
water-tight plug or cap. flow path. Spray 3–4 gallons of cleaner
during this procedure. Repeat starter-
9. If the engine configuration has a CDP cranking as necessary to use up the
line, disconnect the CDP air-to-elbow cleaner (no more than two times total).
tube assembly from the FCU elbow. Allow the engine to stand 10 minutes.
NOTE 13. Repeat steps 10 and 11 using 4–5 gallons

of clean water.
To ensure that fluid reaches the en-
gine core, initial spray cleaning 14. If the engine is equipped with a CDP
should be performed with the engine line: Blow out any residual water from the
static. Rotation of the fan (LP spool) CDP line. Reattach the CDP air-to-elbow
forces the flow outward into the by- tube assembly to the FCU.
pass area.
15. Remove the plastic bag from the air-
10. While the engine is static, use pressure- craft bleed piping and reconnect the
type spray equipment (50–100 psi) and piping to the engine bleed fittings. Refer
spray approximately 1–2 gallons of to the AMM.
cleaner MAT-021, MAT-029, or MAT-
031 into the engine. Direct the spray near 16. If the engine configuration has a gearbox
the spinner and between the fan blades, breather flex hose, remove the plastic
concentrating on the core of the engine. plug or cap from the gearbox breather
Spray 360° around the spinner. Let the en- tube flex hose. Reconnect the flex hose
gine stand 5 minutes. to the elbow and tighten the hose clamp.
17. Ensure that the aircraft bleed system is still

CAUTION set to OFF/CLOSED. Run the engine at
Make sure that the spray nozzle is idle for 5 minutes to ensure that excess
clear of the fan rotor blades during cleaning fluid and water have evaporated
engine starter-cranking. or blown from the engine and that there
are no bleed leaks. Shut down the engine.

APPENDIX A
TERMS AND ABBREVIATIONS
ADC Air data computer EICAS Engine [and airframe systems] in-
dicating and crew alerting system
ADF Automatic direction finder
EIS Engine [and airframe systems] in-
ADS Air data system dicating system
AFD Adaptive flight displays ELT Emergency locator transmitter
AFM FAA-approved Aircraft Flight EMC Electromagnetic comparability
Manual
EMI Electromagnetic interference
AGB Accessory gearbox
ENT Enter key
AHC Attitude heading computers
ESD Electrosensitive devices
AHS Attitude heading system
FAA Federal Aviation Administration
ALT Altitude; altimeter (USA)
AMM Aircraft Maintenance Manual FADEC Full authority digital engine
ARINC Aeronautical radio incorporated controls
ASE Altimetry system error FDU Fuel delivery unit
ATC Air traffic control FGC Flight guidance computers
BITE Built-in test equipment FGS Flight guidance system
CAS Crew alerting system FI Flight idle
CD Course-deviation indicator (nor- FIR Flight Information Regions
mally on PFDs) FL Flight level
CDU Control display unit FMS Flight management system
DC Direct current FOHE Fuel/oil heat exchanger
DCU Data concentrator units GDAL Gear down and locked
DME Distance-measuring equipment HIRF High-energy radiated fields
DOT Department of Transportation HP High-pressure
ECAC European Civil Aviation Control hPa Hectopascals, barometric pressure
ECU External compensation unit HPC High-pressure compressor
EDS Electronic display system IAPS Integrated avionics processor
EEPROM Electrically erasable programma- system
ble read only memory IC Integrated circuit
EFIS Electronic flight instrument IP Intermediate-pressure
system
ITT Interturbine temperature
EGPWS Enhanced ground proximity warn-
ing system J-box Junction box
EIA Electronics Industries Association KIAS Knots indicated airspeed
FOR TRAINING PURPOSES ONLY APP-1

KPH Kilograms per hour UHF Ultra high frequency

LCD Liquid crystal display V1 Takeoff safety speed
LED Light-emitting diode V2 Takeoff rotation speed
LP Low-pressure VHF Very high frequency
LPT Low-pressure turbine WATRS West Atlantic Route System
LRM Line replaceable modules WOW Weight on wheels
MCT Maximum continuous thrust YD Yaw damper
MFD Multifunction display
MNPS M i n i m u m N av i g a t i o n P e r f o r-
mance Specification
MSL Mean sea level; altitude above
MSL
NAT Northern Atlantic Track
OEM Original equipment manufacturer
PCB Printed circuit board
PFD Primary flight display
PMA Permanent magnet alternator
PPH Pounds per hour
PRSOV Pressure-regulating and shutoff
valves
RIU Radio interface unit
RSS Radio sensor system
RTD Remote temperature devices
RTU Radio tuning unit
RVDT Rotary variable differential trans-
former
RVSM Revised vertical standards mini-
mums (ATC standard)
SDI Stination identifier
SSM Sign status matrix
TAS Traffic Avoidance System
TAWS Te r r a i n - Aw a r e n e s s Wa r n i n g
System
TLA Throttle Lever Angle
TLD Time limited dispatch
TSO Technical standard order
APP-2 FOR TRAINING PURPOSES ONLY

APPENDIX B
SYMBOLOGY
BATTERY GROUND
+ –
HEADSET
BUS
HEATER
CAP AND STOW

HORN/SPEAKER
CAPACITOR
INTEGRATED CIRCUIT
CIRCUIT BREAKER Integrated circuits do not necessarily work
on the principle of ON–OFF as a switch;
instead, some work on high and low voltage.
CONNECTOR Example: High might be 5.0 volts and low
might be 0.5 volts.
AND GATE — Output is low until both

CURRENT SENSOR IN OUT inputs are high; then the output is high.
Current flowing in coil opens switch to
indicate circuit is functioning correctly.
NAND GATE — Output is high until both
inputs are high; then the output is low.
IN OUT
CURRENT TRANSFORMER
Current flowing in wire produces a voltage
in coil. OR GATE — Output is low until either or
both inputs are high, then output is high.
IN OUT
DIODE
REGULAR — Low resistance forward, NOR GATE — Output is high until either or
high resistance reverse. both inputs are high; then output is low.
IN OUT
ZENER — Low resistance forward, high

resistance reverse until a specific INVERTER — Output is low when input
voltage is applied, then conducts freely. is high; output is high when input is low.
IN OUT
TRANZORB — A tranzorb is similar to a

zener, but with higher peak current limit. - OPERATIONAL AMPLIFIER (OP AMP) —
+
Amplifies the difference in voltage between
VARISTOR — High resistance either way IN OUT the two inputs. The minus input is the
until a specific voltage is applied, then inverting input, and the plus input is the non-
conducts freely. Example: V47ZA1 inverting input. If an input is applied to the
conducts freely above 47 volts. minus input, with the plus input grounded,
the polarity of the output will be opposite to
VARISTOR — Encapsulated for moisture the input. If an input is applied to the plus
protection. input, with the minus input grounded, the
polarity of the output will be the same as
that of the input.
FILTER
Passes direct current but opposes pulsating TIMER — Changes the output from high to
current used to reduce noise in sensitive low in a regular pattern.
avionics equipment.

LAMP A diode is connected across the input

wires of relays and solenoid-operated
devices such as valves to protect voltage-
sensitive navigation and electronics equip-
ment. The diode is reverse-biased for
normal power and no current flows through
the diode. Current flowing through the coil
of wire produces a magnetic field to
operate the relay or valve. The instant
MOTOR power is removed from the coil, the
collapsing magnetic field produces a
M momentary spike of high voltage, which
Basic symbol for motor.
can be several hundred volts depending
on the current and the number of turns of
wire in the coil. The diode is forward-
biased for the power generated in the coil
and the high-voltage spike is dissipated
MOT P through the diode. A varistor is used in
M REVERSIBLE MOTOR — Direction of
rotation is controlled by reversing power and place of the diode on some relays.
RED ground on input wires.

M BLK
ANNUNCIATOR
28 DVC LOAD
CW REVERSIBLE MOTOR — Direction of An annunciator relay has a connection on
rotation is controlled by applying power to the material contact to indicate by a light
MOT either field winding input wire. or annunciator panel when the relay is
CCW energized.
The contacts of a time delay relay do not

move to the energized position usually
MOT when power is applied.
NONREVERSIBLE MOTOR — Direction of
rotation is controlled by design; input wires TIME For some time delay relays, the delay time
may be connected either way. DELAY is part of the relay design.
MOT WHT
WHT
For some time delay relays, the delay time
is controlled by the size of an external
resistor.
HI NONREVERSIBLE MOTOR — Two-speed-
LOW controlled by applying power to either input Jumper wire gives 0.1 seconds of delay.
wire.
3
9 160.000 OHM resistor gives a 10-second
6
delay.
1
7
FUSE/LIMITER 4 Other resistors give a delay time between
0.1 second and 1.0 second.
B TIME A
DELAY
2 EXTERNAL
PHONE JACK The symbol for the solenoid may be a box RESISTOR
5
or a coil; the operation is identical.
RESISTOR
+ REGULAR — Resistance does not change.

–
RELAY TEMPERATURE CONTROLLED —
Resistance changes with the temperature.
CURRENT FLOW CURRENT FLOW
WITH POWER THE INSTANT VARIABLE OR ADJUSTABLE —
APPLIED POWER IS Resistance changes with mechanical
REMOVED input.

RESISTOR (Cont.) D D D
E E E
C C C
RHEOSTAT — Type of variable resistor K K K
with two wires. A B C
C C C
1 1 1
POTENTIOMETER — Type of variable 1 10 9
2 2 2 2 8
resistor with three wires. GRAYHTII
3 3 3 3 7
SOLENOID/SOLENOID VALVE 4 5 6
MOTOR OPERATED — Limit switches stop SIDE VIEW REAR VIEW

power when limit of travel is reached. WITH TYPICAL TERMINAL NUMBERING
C = Common terminal for each deck
1 – 10 = Switch Terminal Position
B CLOSE E
F CLOSED EXAMPLE:
D CLOSED
B CLOSE AC = Common Terminal of deck A
B1 = Switch position 1 on deck B
M E MOTOR M G MOTOR
F ANNUNCIATOR
(MOTOR ON) A OPEN
A OPEN C
C OPENED D OPENED 1NO TWO-STAGE — Two-pole, four-pole, or six-
1C pole switch designed so that all movable
SHOWN OPEN SHOWN OPEN 1NC
2NC switch contacts do not move simultaneously.
MOTOR OPERATED — Limit switches stop 2C
power when limit of travel is reached. 2NO
OPPOSITE
SHUNT 2-POLE
CENTER*
1NO
1C
1NC TO FLAT
2NO
2C
2NC Handle position is reference to
3NC flat side of the mounting threads.
SPLICE 3C
3NO
ENVIRONMENTAL 4NC *NOTE: Some switches of this type do not
4C have a center position.
4NO
SWITCH 4-POLE
SINGLE-POLE/SINGLE-THROW (SPST)
1NO TO CENTER* OPPOSITE

SINGLE-POLE/DOUBLE-THROW (SPDT) — 1C FLAT
May have OFF position in the center. 1NC Contact 1 of 2-Pole NO NO NO
2NO Contacts 1 and 2 of C C C
2C 4-Pole
DOUBLE-POLE/DOUBLE-THROW (DPDT) — 2NC Contacts 1, 2, and 3 of
6-Pole NC NC NC
May have OFF position in the center. 3NO
3C
Dashed line indicates all parts move 3NC Contact 2 of 2-Pole NC NC NC
Contacts 3 and 4 of C C C
simultaneously. 4NC 4-Pole
4C Contacts 4, 5, and 6 of
4NO 6-Pole NO NO NO
5NC
ROTARY OR MULTIPOSITION 5C C IS THE COMMON TERMINAL
5NO NC IS THE NORMALLY CLOSED TERMINAL
TWO-POLE ROTARY — On rotary or 6NC NO IS THE NORMALLY OPEN TERMINAL
multiple pole switches controlled by a knob, 6C
6NO
the poles (or decks) are identified on wiring
diagrams as A, B, C, with A being the part
on the knob or shaft end. 6-POLE

SWITCH (Cont.) WIRE

PRESSURE-OPERATED TWISTED
TEMPERATURE-OPERATED
SHIELDED
TERMINAL STRIP
Q12A20 HIGH-TEMPERATURE WIRE
TRANSFORMER
TRANSISTOR
Transistor contacts are identified as base,
collector, and emitter. Flow of current
C
through a transistor is controlled by the
B NPN signal applied to the base. The control
current (3 to 5% of total current) flows
E between base and emitter. The main flow of
current (95 to 97%) is between the collector
and emitter. Transistors may be drawn
without the circle.
C
B PNP
COLLECTOR
BASE
MAIN
CURRENT
FLOW
EMITTER CONTROL
SIGNAL
B
DARLINGTON

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CITATIONJET 3 525B

FlightSafety International, Inc.

Wichita (Cessna) Maintenance Learning Center

Copyright © 2007 by FlightSafety International, Inc.

LIST OF EFFECTIVE PAGES

Page *Revision Page *Revision

*Zero in this column indicates an original page.

At the time of printing it contained then-current information. In the event of conflict

Chapter Title Number

FOR TRAINING PURPOSES ONLY 32-i

FOR TRAINING PURPOSES ONLY 32-iii

FOR TRAINING PURPOSES ONLY 32-1

Figure 32-1. 525B Landing Gear Systems

32-2 FOR TRAINING PURPOSES ONLY

Selected engine thrust, rudder pedal steering,

The main landing gear wheels are a tubeless

The wheels and brakes provide a system for

FOR TRAINING PURPOSES ONLY 32-3

Figure 32-2. Main Gear Assembly

32-4 FOR TRAINING PURPOSES ONLY

LANDING GEAR Landing gear position and warning indicators

Components of the landing gear include:

FOR TRAINING PURPOSES ONLY 32-5

UPLOCK HOOKS LOCKED

SEQUENCE NOT ACTUATED

UPLOCK HOOKS UNLOCKING

UPLOCK HOOKS UNLOCKED

Figure 32-3. Main Gear Actuators

32-6 FOR TRAINING PURPOSES ONLY

Main Gear Actuators uplock mechanism. Manual uplock hook re-

Landing Gear Uplocks

The landing gear uplocks are spring-loaded to

FOR TRAINING PURPOSES ONLY 32-7

AFT DOOR LINKAGE

Figure 32-4. Nose Gear Assembly

32-8 FOR TRAINING PURPOSES ONLY

Nose Gear Assembly A shimmy damper is attached to the strut to

One door covering the aft part of the wheel well

The nose landing gear is used for steering and

FOR TRAINING PURPOSES ONLY 32-9

CHECK O-RING AND

SCRAPER RING HEAD

Figure 32-5. Shimmy Damper

32-10 FOR TRAINING PURPOSES ONLY

Shimmy Damper NOTES

Nosewheel shimmy is transmitted through the

The shimmy damper is on the nose gear steer-

In the event of a nose landing gear shimmy

FOR TRAINING PURPOSES ONLY 32-11

FORWARD DOOR TORQUE TUBE

FORWARD DOORS AFT DOOR

32-12 FOR TRAINING PURPOSES ONLY

Nose Gear Doors NOTES

The nose landing gear doors are constructed

Three doors enclose the nose wheel well when

The left and right nose landing gear doors are

FOR TRAINING PURPOSES ONLY 32-13

SUPPORT BOX FITTING

NOSE LANDING GEAR

Figure 32-7. Nose Gear Actuator

32-14 FOR TRAINING PURPOSES ONLY

Nose Landing Gear Actuator NOTES

The actuator is normally activated hydrauli-

Page Revision Page Revision