C550 POH CH 6 Al 10

Cessna Citation II Technical Manual
Chapter 6
Electrical System
Table of Contents
Overview ............................................... 6-1
DC Power Sources ................................ 6-2

Battery ............................................. 6-2
Battery Overheat Warning .................. 6-3
Starter/Generators ............................ 6-4
Generator Control Units ..................... 6-5
Starter/Generator Ground Cooling ...... 6-7
External Power System .......................... 6-8

External Power Requirements ............. 6-8
Overvoltage/
Overcurrent Protection ....................... 6-9
DC Power Distribution ......................... 6-10

Hot Battery Bus .............................. 6-10
Battery Bus .................................... 6-10
Left and Right Main Busses ............ 6-11
Emergency Bus ............................... 6-11
Battery Switch................................. 6-12
Starter/Generator Switch ................. 6-13
DC System Indication .......................... 6-14

Voltmeter ........................................ 6-14
Ammeters ....................................... 6-14
DC Circuit Protection ........................... 6-15

Circuit Breakers .............................. 6-15
Current Limiters .............................. 6-15
Electrical System, continued
Table of Contents
Bus Distribution Tables ....................... 6-34
Alternating Current
(AC) Power System .............................. 6-44
Dual Split Bus AC System ................... 6-44

Inverters ......................................... 6-44
AC Control ...................................... 6-44
Inverter Testing ............................... 6-45
“Tied” Split Bus AC System ................. 6-46

Inverters ......................................... 6-46
AC Control ...................................... 6-46
Single Bus System .............................. 6-48

Inverters ......................................... 6-48
AC Control ...................................... 6-48
AC Circuit Protection ............................ 6-51
Lighting .............................................. 6-52
Exterior Lighting .................................. 6-52

Navigation Lights............................. 6-54
Anti-Collision Strobe Lights ............... 6-54
Taxi/Landing Lights ......................... 6-54
Wing Recognition Lights ................... 6-54
Rotating/Flashing Beacon ................ 6-55
Wing Inspection Light ...................... 6-55
Tail Floodlights................................ 6-55
Electrical System, continued
Table of Contents
Interior Lighting ................................... 6-56

Control and Instrument Lighting ........ 6-56
Instrument Panel Floodlights ............ 6-56
Vertical Scale Engine
Instrument Light .............................. 6-56
Counter Light .................................. 6-57
Cathode Tube Lights ....................... 6-57
Map Lights ..................................... 6-57
Indirect Cabin Lights ....................... 6-58
Overhead Console Sign ................... 6-58
Entrance Lights ............................... 6-58
Emergency Exit Sign ........................ 6-59
PSU Light ....................................... 6-59
Passenger Reading Lights ................ 6-59
Aft Fuselage Interior Light ................ 6-60
Baggage Compartment Lights ........... 6-60
Limitations .......................................... 6-61
Emergency Procedures ......................... 6-61

Overview
This chapter describes systems that supply and control air-

plane electrical power. Interior and exterior airplane illumination
will also be discussed.
The Cessna Citation II electrical system is powered by two

28 Volt Direct Current (VDC), 400-ampere (amp), negative-
ground, engine-driven starter/generators. A 24 VDC nickel-
cadmium battery provides current for engine starting and
serves as an emergency source of power. An external power
receptacle located below the left engine pylon allows an exter-
nal power source to energize the airplane for ground operations
or engine start. Electrical power from these sources is distrib-
uted to the airplane’s systems through a multiple bus arrange-
ment designed to provide continued operation in the event of
an electrical source failure. Items in the system requiring alter-
nating current (AC) for their operation are powered by two
inverters rated at 300 to 600 volt-amp (VA).
▲ PRIMARY ELECTRICAL SYSTEM CONTROLS AND INDICATORS
ELECTRICAL SYSTEM 03/09 FOR TRAINING PURPOSES ONLY 6-1

DC Power Sources
The section describes the sources of airplane DC power, in-

cluding the battery, starter/generators, and external power
system.
Battery
The 20-cell 44 amp-
hour (550-0550 and 2
after) or 19-cell 40
amp-hour (550-0505
and earlier) nickel-
cadmium (NiCad)
battery is secured by
a hold-down clamp
to a battery tray
mounted within the
aft fuselage. The 1
amp-hour rating
3
indicates that when
new and fully
charged, the battery
is capable of deliver- 1. Battery Vent Tube
ing one amp of 2. Battery Hold Down
current for 44 hours 3. Battery Tray
(in the case of 44
amp-hr battery), before reaching a fully discharged condition.
The following formula: amp-hr rating ÷ amp load = hours avail-
able, may be used to approximate hours of battery power avail-
able in the event of a dual generator failure. In the case of a 44
amp-hr battery, this is accomplished as shown in the following
example: 44 amp-hr ÷ 88-amp load = 0.5 hours.
Note: A nickel-cadmium battery will maintain a constant output

voltage during approximately 90 percent of its discharge cycle,
after which available power will rapidly deteriorate. The electro-
lyte in a NiCad battery serves only as a conductor and does not
react with the battery plates. Because of these characteristics,
the condition of a NiCad battery cannot be reliably determined
by voltage checks or specific gravity readings. However, the
plates within a NiCad battery absorb electrolyte as the battery
discharges, so battery condition can be approximated by
observing electrolyte level.
6-2 FOR TRAINING PURPOSES ONLY CITATION II CHAPTER 6 03/09

Electrolyte level in the NiCad battery should be 1/8 inch above

the visible insert or plates two to four hours following a full
charge, or 1/4 inch above the visible insert or plates immedi-
ately after full charge.
To prevent the accumulation of fluid and vapors, the battery box

is equipped with independent drain and vent tubes that extend
through the lower surface of the aft fuselage.
It is recommended that the battery electrolyte level be checked

every 100 flight hours or every 14 days, whichever occurs first.
Distilled water should be used when servicing is required.
Battery Overheat Warning

Indication of excessive battery
temperature is provided by the
battery overheat warning system.
It consists of a battery temperature
sensor, temperature module, and
battery overheat annunciator. The
temperature sensor is installed
between the cells near the center
of the battery and provides input
to the temperature module. Bat- ▲ BATTERY TEMPERATURE GAGE
tery temperature should remain
below 145°F. Should battery temperature exceed 145 to 160°F,
the temperature module will cause illumination of the red [BATT
O’TEMP] (airplanes 550-0550 and after) or [BATT O’HEAT]
(550-0505 and earlier) annunciator. If battery temperature ex-
ceeds 160°F, the [BATT O’TEMP] or [BATT O’HEAT] annuncia-
tor will flash. A battery temperature gage may be optionally
installed on airplanes 550-0626 and earlier and is standard on
airplanes 550-0627 and after. The battery overheat warning
system receives 28 VDC left main bus power through the 2-amp
BATT TEMP circuit breaker on the left CB panel.
Note: The battery should be serviced if battery temperatures

exceeding 145°F are indicated.
Battery overheat warning system operation may be verified by

rotating the TEST selector switch, located on the lower left
instrument panel, to the “BATT TEMP” position. In this position,
a test mode is activated that simulates a temperature exceeding
160°F, thereby causing the [BATT O’HEAT] or [BATT O’TEMP]
annunciator to flash.

Starter/Generators
The starter/generators supply 28 VDC electrical power to all
distribution busses, provide charging current to the battery, and
are also used as engine starting motors. The starter/generators
are each capable of producing a continuous current of 400
amps.
The starter/generators can each sustain an overload of up to

600 amps for five minutes. On airplanes 550-0550 and after,
and earlier airplanes incorporating SB550-54-4, sustained
generator load is limited to 325 amps above 35,000 feet. On
airplanes 550-0505 and earlier not incorporating SB550-54-4,
sustained generator load is limited to 250 amps above 25,000
feet.
Each generator is capable of powering the entire airplane

electrical system with the exception of the optional Freon air
conditioning system, which should be turned off in the event of
generator failure.

Generator Control Units

Once on-line and supplying power, each generator’s output is
controlled by an independent generator control unit (GCU). The
GCU provides voltage regulation, load sharing, ground fault
protection, overvoltage and overexcitation protection, as well as
differential voltage and reverse current protection. The GCU
also regulates field excitation and starter cut-off functions dur-
ing engine start.
Voltage Regulation
Voltage regulation is accomplished by an integrated circuit
which essentially compares actual generator output to a
regulated reference voltage (28.5 VDC ± 1 VDC). When
sensing a differential between these two voltages, the inte-
grated circuit regulates field excitation thereby regulating
generator output. The circuit also incorporates a field relay
which operates in conjunction with its respective GCU’s
control relay. Input to each GCU relative to the output of its
respective generator is routed through the 10-amp LH GEN
SENSE and RH GEN SENSE circuit breakers (not accessible
from the flight compartment.)
Load Sharing
Load sharing is accomplished by an equalizer connection
between the left and right GCUs and an integrated equalizer
circuit resident to each GCU. This circuit essentially “regu-
lates” voltage regulator output to maintain load sharing within
± 40 amps (under normal operating conditions). The circuit
incorporates an equalizer relay which operates in conjunc-
tion with its respective GCU control relay. Essentially, when-
ever the control relay is deenergized, the equalizer relay is
deenergized thereby interrupting the equalizer circuit and
isolating a “tripped” generator should a ground fault occur.

Reverse Current Protection
Differential voltage and reverse current protection are pro-
vided by each GCU through independent sensing circuits.
Each differential voltage sensing circuit enables closure of
its associated power relay (permitting current flow from the
generator to its associated main bus) when the output volt-
age of the generator is within .30 volts of its associated main
bus. Input to each GCU relative to the voltage of its corre-
sponding main bus is through the 2-amp LH BUS SENSE
and RH BUS SENSE circuit breakers (not accessible from
the flight compartment). Once the power relay is closed,
reverse current protection is enabled thereby preventing a
failing generator from imposing a load on the other. In this
condition, when generator output falls 10% or more below its
rated output, the generator is taken off-line until output is
restored to a level which will ensure forward current flow to
its corresponding main bus.
Overvoltage/Overexcitation Protection
Overvoltage and overexcitation protection is provided by
each GCU in conjunction with its voltage regulation and load
sharing equalizer circuits. Should either GCU’s voltage
regulation circuit fail, generator output will increase to 35
VDC and an overvoltage integrator will trip the associated
field relay after a predetermined period of time thereby taking
the generator off-line. When the generators are paralleled
and sufficiently loaded, overvoltage may not occur; however,
a malfunctioning voltage regulation circuit can result in its
associated generator assuming a greater percentage of the
load. When this occurs, a “deexcitation” signal is provided
by the equalizer circuit to the voltage regulation circuit and
the overvoltage integrator thereby taking the generator
off-line.
Field Weakening
The GCU field weakening feature regulates field excitation to
assure that the starter/generator operates as a starter and
does not generate power during engine start. This function is
accomplished by controlling field excitation so as to main-
tain starter/generator interpole winding current below the
level needed to initiate power generation. The field weaken-
ing circuitry initiates current regulation when starter/genera-
tor interpole winding current drops below the field weaken-
ing threshold value, and continues until starter speed
reaches the cut-off value (approximately 40% N2). To avoid
nuisance trips, all other GCU protection functions are dis-
abled during engine start.

Ground Fault Protection

Ground fault protection is provided by a “feeder to ground
short” sensing circuit integral to each GCU. After engine start
and during initial generator “build-up” (between opening of
the start relay and closing of the control relay), if the genera-
tor begins to assume a load equal to or greater than its rated
output before the control relay has closed, a ground short will
be sensed. In this condition, closure of the control relay and
continuous excitation of the generator are prevented until
“tripping” (opening) of the start relay occurs. After the control
relay has closed and the generator is on-line, occurrence of
a ground fault condition will cause its associated field relay
to trip open thereby taking the generator off-line. Additional
protection against generator build-up with an open field
relay is a function of the voltage regulation reset circuit. This
circuit operates in conjunction with the RESET position of the
generator switches. Essentially, generator build-up with an
open field relay cannot occur until the switch is momentarily
positioned to “RESET.” With the field relay reset, the reset
circuit is isolated such that build-up cannot occur if the
generator is reset into a ground fault condition.
Starter Cut-Off
A starter cut-off circuit, integral to each GCU, functions to
terminate the start sequence as a function of engine speed
(approximately 40% N2). Speed sensing is provided by a
tach drive integral to the starter/generator. The field weaken-
ing circuitry of each GCU, functions to regulate field excita-
tion during the engine start sequence until starter cut-off
occurs. Should the starter cut-off circuit malfunction below
cut-off speed, the power relay will be closed, the equalizer
relay will be open, and the starter will continue motoring the
engine until manually disengaged.
Starter/Generator Ground Cooling

When operating on the ground, each starter/generator is cooled
by an internal fan connected to the generator shaft. The fan
draws cooling air through an inlet scoop and duct, located in
the lower forward engine cowling, after which it is exhausted
through an outlet in the lower cowling. In flight, starter/generator
cooling is primarily accomplished by ambient air entering
through the inlet scoop.

External Power System
The external power system

consists of an external power
receptacle located below the
left engine pylon and an
external power relay located in
the aft fuselage electrical
power junction “J” box. The
receptacle is a three-pin type
design with permanent mark-
ings identifying the positive
and negative pins. The relay is
energized closed upon appli-
cation of external power, ▲ EXTERNAL POWER RECEPTACLE
thereby permitting electrical

flow to the hot battery bus.
With the battery switch set to “BATT” and the battery relay
closed, external power is made available to the distribution
system and charging current is supplied to the battery. During
engine start using external power, a battery disconnect relay
opens, thereby isolating the battery from the distribution system.
With 28 VDC external power applied, battery power is con-
served during engine starting, or when testing electrical equip-
ment on the ground.
External Power Requirements

Maximum external power source output should be at least 28
VDC and no more than 1,000 amps.
Caution: If an external power source without reverse current

protection is turned off while connected to the airplane, rapid
battery discharge and battery damage can result. If the external
power source is turned off, it should be disconnected from the
airplane.

Note: External power engine starts may be accomplished with

the generator switches positioned to either “ON” or “OFF;”
however, it is recommended that the generator switches be
positioned to “OFF” during external power engine start. If the
generator switch is in the “ON” position, the generator will come
on-line automatically upon completion of the start sequence. If
the generator switch is in the “OFF” position, the generator must
be brought on-line by positioning the generator switch to “ON.”
When the generator begins to supply power to the DC bus, an
external power disable relay automatically disconnects external
power. Therefore, the generator switch for the operating engine
must be positioned to “OFF” to start the second engine using
external power.
Overvoltage/Overcurrent Protection
The overvoltage/overcurrent protection system prevents dam-
age to the starter/generators, avionics equipment, lights, and/or
other electrical equipment if external power source voltage and/
or current exceeds limits. The system also prevents battery
current from augmenting external power source current, which
would cause an electrical overload.
The system includes an overvoltage/overcurrent monitor and a

current sensor. The monitor disconnects external power from
the airplane electrical system if external power voltage remains
between 32 and 33 VDC for more than 200 milliseconds. The
monitor also operates in conjunction with the current sensor to
protect against overcurrent. The current sensor compares
external input voltage to a reference voltage supplied by the
monitor. When the current sensor detects external power current
exceeding 1100 to 1300 amps for 1.7 to 2.3 seconds, the moni-
tor disconnects the airplane electrical system from external
power.

DC Power Distribution
Electrical power is distributed to the airplane’s systems through

interconnected busses normally supplied by the battery or the
starter/generators. The busses may also be supplied by an
external power source.
Hot Battery Bus

The hot battery bus is connected directly to the battery, and is
connected to the battery bus and the emergency bus through
their associated relays. External power is also supplied directly
to the hot battery bus.
Battery Bus
Battery power is routed from the hot battery bus to the battery
bus through the battery relay, which is controlled by the battery
switch. When the battery switch is in the “BATT” position and
battery voltage is at least 17 volts, the battery relay is energized
closed and battery power is supplied to the battery bus. When
set to “OFF” the battery is isolated from all but the hot battery
bus. When set to “EMER” the battery is isolated from all but the
hot battery bus and the emergency battery bus.
With both engines operating and both generators on-line, the

battery bus is supplied with 28 VDC power from the left and
right main busses. With the starter/generators or an external
power source supplying 28 volts and the battery supplying 24
volts or less, current flow reverses, thereby charging the battery.
Note: If there are no indications of battery power availability to

the system with the battery switch in the “BATT” or “EMER”
positions, battery service may be required.
Note: Charging current from the starter/generator will be avail-

able to the battery only when the battery switch is set to “BATT.”

Left and Right Main Busses

Electrical power may be supplied to the left and right main
busses by the battery, the starter/generators, or an external
power source. Battery power or external power are supplied to
the main busses through the battery bus. When the starter/
generators are on-line, 28 VDC power is routed directly to the
main busses through their corresponding power relays. The left
and right main busses are tied together by the battery bus
through corresponding 225-amp current limiters. Each main
bus supplies its associated circuit breaker panel through three
80-amp current limiters and three 75-amp circuit breakers. The
majority of the airplane’s electrical components receive their
power from these busses.
Emergency Bus
The emergency bus is powered by the battery when the battery
switch is set to “BATT” or “EMER”. When in the “EMER” position,
the battery relay is opened, disconnecting the main DC busses
and the battery bus from the emergency bus. Use of the emer-
gency bus enables critical airplane components to be powered
by the battery but electrically isolated from malfunctioning
starter/generator(s) or other components. The emergency bus
circuit is protected by a 20-amp EMER POWER circuit breaker
(not accessible from the flight compartment).

Battery Switch
The battery switch primarily
controls the battery relay
through which battery power is
supplied to the battery bus or
charging current is supplied to
the battery. The battery switch
also controls the emergency
relay through which power is
supplied to the emergency
bus.
When set to the upper “BATT” position, the battery relay and
emergency relay are simultaneously energized closed thereby
connecting the battery to the battery bus and the emergency
bus to the hot battery bus (550-0626 and earlier) or to the bat-
tery bus (550-0627 and after). When set to the center “OFF”
position, the battery relay and emergency relay are
deenergized open thereby isolating the battery from all but the
hot battery bus. When set to the lower “EMER” position, the
battery relay is deenergized open while the emergency relay
remains energized closed thereby isolating the battery from all
but the hot battery bus and the emergency bus. In this condi-
tion, no more than 30 minutes of battery power is available to
the emergency bus.

Starter/Generator Switch
Each starter/generator switch,
located on the lower left instru-
ment panel, controls the oper-
ating state of its associated
starter/generator. When set to
the upper (on) position each
generator switch supplies an
“on-line” signal to its associ-
ated GCU thereby activating
its generator mode functions.
When either switch is set to the center “OFF” position, the on-
line signal is interrupted. The momentary “RESET” position of
each generator switch functions to restore the signal supplied
to the GCU.
It is sometimes necessary to set the generator switch to “RE-

SET” following a windmilling airstart of an engine.

DC System Indication
Indication of electrical system operation is provided by a volt-

meter and two ammeters located on the lower left instrument
panel, and by annunciators located on the upper center instru-
ment panel.
Voltmeter
The voltmeter provides a means of monitoring starter/generator
output voltage or battery bus voltage as determined by the
position of a selector switch adjacent to the meter. When set to
“LH GEN” (left starter/generator), or “RH GEN” (right starter/
generator), the voltage of the selected source is indicated.
When set to “BATT,” electrical system voltage monitored at the
battery bus is indicated.
The voltmeter scale is graduated in 1-volt increments between

10 and 40 D.C. Volts, with numerical values marked at each 10-
volt increment.
Ammeters
Independent left and right ammeters indicate the load carried
by each generator. The ammeter scale is graduated in 50-amp
increments from 0 to 400 amps, with numerical values marked
at each 100-amp increment.

DC Circuit Protection
Individual electrical system circuits and components are pro-

tected against overload by circuit breakers and current limiters.
Circuit Breakers
Most circuit breakers are located on left and right CB panels on
the flight compartment sidewalls so as to be readily accessible
to the flight crew. The applicable amperage is marked on each
circuit breaker. Labels above each breaker identifies the circuit
protected. These push-to-reset type circuit breakers will pop
out, or “trip,” when heat is generated by an electrical overload.
Should an overload occur, a tripped circuit breaker may be
reset after a cooling period of approximately three minutes by
pushing it back in. If the circuit breaker trips a second time, a
short circuit is indicated and it should not be reset, as this could
cause system damage. Additional circuit breakers are installed
in various electrical power junction “J” boxes located within the
aft fuselage.
Current Limiters
Primary bus tie circuit protection is provided by a 225-amp
current limiter in-line between the battery bus and the left and
right main DC busses. Three 80-amp bus feeder current limiters
are wired in parallel between each main bus and its associated
circuit breaker panel bus.
Note: The flight crew should ensure that all circuit breakers are
engaged and serviceable fuses are installed before all flights.
The airplane should never be operated with any disengaged
circuit breakers or open current limiters without a thorough
knowledge of the consequences.

Electrical Schematic (hot battery bus energized, 550-0626 and earlier)
© PCW

Electrical Schematic (battery powering system, 550-0626 and earlier)
© PCW

Electrical Schematic (left engine starting, 550-0626 and earlier)
© PCW

Electrical Schematic (generator assisted right engine start, 550-0626 and earlier)
© PCW

Electrical Schematic (both engines operating, both generators on-line, 550-0626 and earlier)
© PCW

Electrical Schematic (external power applied, 550-0626 and earlier)
© PCW

Electrical Schematic (left generator failed, 550-0626 and earlier)
© PCW

Electrical Schematic (left main extension bus overload, 550-0626 and earlier)
© PCW

Electrical Schematic (battery switch in emergency position, 550-0626 and earlier)
© PCW

Electrical Schematic (hot battery bus energized, 550-0627 and after)
© PCW

Electrical Schematic (battery powering system, 550-0627 and after)
© PCW

Electrical Schematic (left engine starting, 550-0627 and after)
© PCW

Electrical Schematic (generator assisted right engine start, 550-0627 and after)
© PCW

Electrical Schematic (both engines operating, both generators on-line, 550-0627 and after)
© PCW

Electrical Schematic (external power applied, 550-0627 and after)
© PCW

Electrical Schematic (left generator failed, 550-0627 and after)
© PCW

Electrical Schematic (right main extension bus overload, 550-0627 and after)
© PCW

Electrical Schematic (battery switch in emergency position, 550-0627 and after)
© PCW

DC Bus Distribution Table (550-0550 and after)
Electrical Power Junction Box
Power Source Circuit
and Equipment Breaker Amperage
Hot Battery Bus

Aft & Nose Baggage Compartment Lights AFT/FWD COMP LT 3
Emergency Lights EMER LT 5
Engine Ignition (during start) IGNITION 7.5
Emergency Power EMERGENCY POWER 20
Battery Bus
Battery Voltmeter BATT VOLTAGE 2
Left Isolation Bus

Left Generator Ammeter LH AMMETER (2) 2
Left Generator Sense LH GEN SENSE 10
Left Engine Start Light LH START LT 2
Left Generator Voltmeter LH VOLTMETER 2
Right Isolation Bus

Right Generator Ammeter RH AMMETER (2) 2
Right Generator Sense RH GEN SENSE 10
Right Engine Start Light RH START LT 2
Right Generator Voltmeter RH VOLTMETER 2
Left Main Bus

Left Bus Sense LH BUS SENSE 2
Left Fuel Boost Pump LH BOOST 15
Left Generator Off Light LH GEN OFF 2
Left Landing Light LH LDG LT 15
Passenger Advisory Lights OXY/SEAT BELT 5
Left Recognition Light LH RECOG LT 5
Indirect Cabin Lights INDIRECT LT 7.5
Entertainment Center ENT CTR 5
Tail Flood Lights TAIL LIGHTS 5
Right Main Bus

Right Bus Sense RH BUS SENSE 2
Right Fuel Boost Pump RH BOOST 15
Right Generator Off Light RH GEN OFF 2
Right Landing Light RH LDG LT 15
Right Recognition Light RH RECOG LT 5
Cabin Lights CABIN LT 7.5
Toilet/Shaver Outlet TOILET 7.5


Left Circuit Breaker Panel
Left CB Panel
Left Engine Fan Speed Digital Indicator LH FAN SPEED 2
Left Engine Turbine Speed Digital Indicator LH TURB SPEED 2
Left 5V Panel Lights LH PANEL 5
AC Inverter 1 AC INVERTER NO 1 15
Anti-Collision Light ANTICOLL 7.5
AOA System Control ANG OF ATTACK 5
AOA System Heater AOA HTR 5
Battery Overtemp System BATT TEMP 2
Cabin Fan CABIN FAN 20
Cockpit Voice Recorder VOICE RECORDER 5
Left Digital Clock LH CLOCK 2
Electroluminescent Panel Lights EL PANEL 1
Left Engine Control LH ENG 7.5
Engine Synchronization System ENGINE SYNC 5
Right Engine Fire Detection RH FIRE DET 2
Right Engine Firewall Shutoff RH FW SHUTOFF 7.5
Flap Control FLAP CONTROL 5
Flight Data Recorder FLIGHT RECORDER 5
Left Engine Fuel Flow Indicator LH FUEL FLOW 2
Left Fuel Quantity Indicator LH FUEL QTY 2
Right Engine Ignition System RH IGN 7.5
Left Engine ITT Indicator LH ITT 2
Landing Gear Control GEAR CONTROL 5
Landing Gear Warning LDG GEAR 2
Left Engine Start Control LH START 7.5
Wing Inspection Light WING INSP 5
Nose Wheel Spinup System NOSE WHL RPM 2
Outside Air Temperature OAT 2
Left Engine Oil Pressure Indicator LH OIL PRESS 2
Left Engine Oil Temp Indicator LH OIL TEMP 2
Pitch Trim Control PITCH TRIM 5
Left Pitot/Static Heater LH PITOT STATIC 7.5
Power Brakes and Anti-Skid Control SKID CONTROL 20
Normal Pressurization System NORM PRESS 5
Right Circuit Breaker Panel RH CB PANEL 35
Rotating Beacon ROTATING BEACON 5
Speed Brake Control SPEED BRAKE 5
Standby Gyro STBY GYRO 5
True Airspeed Probe Heater (Sperry) TAS HTR 5
Cabin Temperature Control TEMP 5
Left Engine Thrust Reverser Control LH THRUST REVERSER 7.5
Warning Lights 1 WARN LTS 1 2
Windshield Bleed Air Control W/S BLEED AIR TEMP 15
Windshield Bleed Air Power W/S BLEED AIR 5
Wing Navigation Lights NAV 5
Flap Motors FLAP MOTOR 15

Left Main Bus

Left CB Panel Bus LH BUS NO 1 75
Right Crossover Bus

Center 5V Panel Lights CENTER PANEL 5
Right 5V Panel Lights RH PANEL 5
Windshield Alcohol Pump W/S ALCOHOL 5
Right Altimeter Vibrator RH ALT 2
Right Digital Clock RH CLOCK 2
Emergency Pressurization System EMER PRESS 5
Right Engine Control RH ENG 7.5
Left Engine Fire Detection LH FIRE DET 2
Left Engine Firewall Shutoff LH FW SHUTOFF 7.5
Flight Hour Meter FLT/HR 2
Left Engine Ignition LH IGN 7.5
Overspeed Warning OVERSPEED 2
Right Pitot/Static Heater RH PITOT STATIC 7.5
Surface Deice Boots SURFACE DEICE 5
Right Thrust Reverser Control RH THRUST REVERSER 7.5


Right Circuit Breaker Panel
Avionics Bus 1
Automatic Direction Finder 1 ADF 1 3
Audio Control 1 AUDIO 1 3
Autopilot Warning WARN 3
DME 1 (550-0627 and after) DME 1 3
EADI 1 (550-0627 and after) EADI 1 5
EFIS 1 (550-0627 and after) EFIS 1 5
EFIS 1 Control (550-0627 and after) EFIS 1 CONT 1
EHSI 1 (550-0627 and after) EHSI 1 5
Flight Director 1 FD 1 3
Navigation 1 NAV 1 3
Radio Altimeter RAD ALT 2
Radio Magnetic Indicator 1 RMI 1 2
Transponder 1 XPDR 1 3
B&D True Airspeed System TAS 2
Communication 2 COMM 2 7.5
Directional Gyro 1 DG 1 5
Avionics Bus 2
EFIS 2 (550-0627 and after) EFIS 2 5
EFIS 2 Control (550-0627 and after) EFIS 2 CONT 1
EHSI 2 (550-0627 and after) EHSI 2 5
DME 2 (550-0627 and after) DME 2 3
EADI 2 (550-0627 and after) EADI 2 5
True Air Speed Heater TAS HTR 2
Automatic Direction Finder 2 ADF2 2
Avionics Bus 3
AFIS AFIS 7.5
Autopilot Servo AP 7.5
Communication 3 COMM 3 5
Flight Management System FMS 5
VLF Navigation VLF 5
Avionics Bus 4
Flitefone PHONE 5
Multifunction Display MFD DISP 5
Multifunction Symbol Generator MFD SYM GEN 7.5
Weather Radar RADAR 7.5
Emergency Bus
Cockpit Flood Lights FLOOD 7.5
Attitude Director Indicator 2 ADI 2 2

Right CB Panel
Right Engine Fan Speed Digital Indicator RH FAN SPEED 2
Right Engine Turbine Speed Digital Indicator RH TURB SPEED 2
Right Engine ITT Indicator RH ITT 2
Right Fuel Flow Indicator RH FUEL FLOW 2
Right Fuel Quantity Indicator RH FUEL QTY 2
Right Oil Pressure Indicator RH OIL PRESS 2
Right Oil Temperature Indicator RH OIL TEMP 2
Right Engine Start Control RH START 7.5
AC Inverter 2 AC INVERTER 2 25
Left CB Panel LH CB PANEL 35
Right Main Bus

Right CB Panel Bus RH BUS NO 1 75
Dual Split AC Bus Distribution Table (550-0550 and after)


115 VAC BUS 1

Autopilot Control AP 1
Sperry True Airspeed System AIR DATA 2
Vertical Gyro 1 VG 1 1
Weather Radar RADAR 1
115 VAC BUS 2

26 VAC BUS 1
EFIS 1 (550-0627 & after) EFIS 1 2
26 VAC BUS 2
Horizontal Situation Indicator 2 HSI 2 2
EFIS EFIS 5
Right Sub CB Panel

115VAC 1 115VAC 1 5
115VAC 2 115VAC 2 5
26VAC 1 26VAC 1 10
26VAC 2 26VAC 2 10

DC Bus Distribution Table (550-0505 and earlier)

Electrical Power Junction Box
Hot Battery Bus

Aft/Forward Cargo Compartment Lights AFT/FWD COMP LT 3
Emergency Flood Lights EMER LT 5
Engine Ignition IGNITION 7.5
Emergency Power EMERGENCY POWER 20
Battery Bus
Battery Voltmeter BATT VOLTAGE 2
Left Isolation Bus

Left Generator Ammeter LH AMMETER (2) 2
Left Generator Sense LH GEN SENSE 10
Left Engine Start Light LH START LT 2
Left Generator Voltmeter LH VOLTMETER 2
Right Isolation Bus

Right Generator Ammeter RH AMMETER (2) 2
Right Generator Sense RH GEN SENSE 10
Right Engine Start Light RH START LT 2
Right Generator Voltmeter RH VOLTMETER 2
Left Main Bus

Left Bus Sense LH BUS SENSE 2
Left Generator Off Light LH GEN OFF 2
Left Landing Light LH LDG LT 15
Passenger Advisory Lights OXY/SEAT BELT 5
Left Recognition Light LH RECOG LT 5
Indirect Lighting System INDIRECT LT 7.5
Entertainment Center ENT CTR 5
Right Main Bus

Right Bus Sense RH BUS SENSE 2
Right Generator Off Light RH GEN OFF 2
Right Landing Light RH LDG LT 15
Right Recognition Light RH RECOG LT 5
Cabin Lights CABIN LT 7.5
Toilet/Shaver Outlet TOILET 7.5

Left CB Panel
Left Engine Fan Speed Digital Indicator LH FAN SPEED 2
Left Engine Turbine Speed Digital Indicator LH TURB SPEED 2
Left 5V Panel Lights LH PANEL 5
Anti-Collision Light ANTICOLL 7.5
AOA System Control ANG OF ATTACK 5
AOA System Heater AOA HTR 5
Battery Overtemp System BATT TEMP 2
Cabin Fan CABIN FAN 20
Left Digital Clock LH CLOCK 2
Electroluminescent Panel Lights EL PANEL 1
Left Engine Control LH ENG 7.5
Engine Synchronization System ENGINE SYNC 5
Left Engine Fire Detection LH FIRE DET 2
Left Engine Firewall Shutoff LH FW SHUTOFF 7.5
Flap Control FLAP CONTROL 5
Flight Data Recorder FLIGHT RECORDER 5
Left Engine Fuel Flow Indicator LH FUEL FLOW 2
Left Fuel Quantity Indicator LH FUEL QTY 2
Right Engine Ignition System RH IGN 7.5
Left ITT Indicator LH ITT 2
Landing Gear Control GEAR CONTROL 5
Landing Gear Warning LDG GEAR 2
Left Engine Start Control LH START 7.5
Left Wing Inspection Light LH WING INSP 5
Nose Wheel Spinup System NOSE WHL RPM 2
Outside Air Temperature OAT 2
Left Engine Oil Pressure Indicator LH OIL PRESS 2
Left Engine Oil Temp Indicator LH OIL TEMP 2
Pitch Trim Control PITCH TRIM 5
Left Pitot/Static Heater LH PITOT STATIC 7.5
Power Brakes and Anti-Skid Control SKID CONTROL 20
Normal Pressurization System NORM PRESS 5
Right Circuit Breaker Panel RH CB PANEL 35
Rotating Beacon ROTATING BEACON 5
Speed Brake Control SPEED BRAKE 5
Standby Gyro STBY GYRO 5
True Air Speed Probe Heater (Sperry) TAS HTR 5
Cabin Temperature Control TEMP 5
Left Engine Thrust Reverser Control LH THRUST REVERSER 7.5
Windshield Bleed Air Control W/S BLEED AIR TEMP 5
Windshield Bleed Air Power W/S BLEED AIR 5
Wing Navigation Light NAV 5
Cockpit Voice Recorder Voice Recorder 5
Flap Motors FLAP MOTOR 15
Left Main Bus



Right Crossover Bus

Center 5V Panel Lights CENTER PANEL 5
Right 5V Panel Lights RH PANEL 5
Winshield Alcohol Pump W/S ALCOHOL 5
Right Altimeter Vibrator RH ALT 2
Right Digital Clock RH CLOCK 2
Emergency Pressurization System EMER PRESS 5
Right Engine Control RH ENG 7.5
Right Engine Fire Detection RH FIRE DET 2
Right Engine Firewall Shutoff RH FW SHUTOFf 7.5
Flight Hour Meter FL/ HR 2
Left Engine Ignition LH IGN 7.5
Overspeed Warning OVERSPEED 2
Right Pitot/Static Heater RH PITOT STATIC 7.5
Surface Deice Boots SURFACE DEICE 5
Right Thrust Reverser Control RH THRUST REVERSER 7.5
Warning Lights WARN LTS 5
Equipment Cool Equipt Cool 7.5
Emergency Bus
Cockpit Flood Lights FLOOD 7.5

Right CB Panel
Right Engine Fan Speed Digital Indicator RH FAN SPEED 2
Right Engine Turbine Speed Digital Indicator RH TURB SPEED 2
Right Fuel Flow Indicator RH FUEL FLOW 2
Right Fuel Quantity Indicator RH FUEL QTY 2
Right Engine ITT Indicator RH ITT 2
Left Circuit Breaker Panel LH CB PANEL 35
Right Engine Oil Pressure Indicator RH OIL PRESS 2
Right Oil Temperature Indicator RH OIL TEMP 2
Right Engine Start Control RH START 7.5
Distance Measuring Equipment 2 DME 2 3
Communication 3 COMM 3 5
AC Switch AC SWITCH 3
Autopilot Warning WARN 3
Area Navigation AREA NAV 2
Ground Proximity Warning GROUND PROX 1
True Air Speed Heater HTR TAS 15
VLF Navigation VLF NAV 7.5
Nav Data Bank NAV DATA BANK 5
Flight Management Systems FMS 7.5
Weather Radar RADAR 7.5
Right Main Bus

Right DC Bus Number 1 RH BUS NO 1 75
Left Crossover Bus

Distance Measuring Equipment 1 DME 1 3
Attitude Director Indication 1 ADI 1 5
EFIS Disp EFIS Disp 1
EFIS EFIS 5
EHSI 1 EHSI 1 5
Radio Altimeter RAD ALT 2
Autopilot Servo AP 7.5
Flitefone PHONE 5
Cockpit Voice Advisory VOICE ADV 5
Flight Management System FMS 5
Emergency Bus
Cockpit Flood Lights FLOOD 5

Split AC Bus Distribution Table (550-0505 and earlier)

115 VAC BUS 1

115 VAC BUS 2

26 VAC BUS 1
RMI /ADF 1 RMI /ADF 1 2
26 VAC BUS 2
EFIS EFIS 2
RMI /ADF 2 RMI /ADF 2 2
Right Sub CB Panel

115VAC 115VAC 5
26VAC 26VAC 10
Single AC Bus Distribution Table (550-0505 and earlier)

115 VAC BUS 1

AC Monitor AC MONITOR 3
26 VAC BUS 1

Alternating Current (AC) Power System
Various airplane components requiring AC power for their

operation are supplied by AC inverters through a multiple bus
distribution system which varies depending on airplane con-
figuration and unit number.
Dual Split Bus AC System (550-0550 and after)
Inverters
During normal operation, each AC bus is supplied by its asso-
ciated inverter. Should failure of either inverter occur, the oppo-
site inverter supplies power to all AC busses through an auto-
matic switching circuit. When an inverter has failed, the red [AC
FAIL] annunciator and the corresponding [1] or [2] [INV FAIL]
annunciator will illuminate, and the red [MASTER WARNING]
light/switch will flash. Resetting the [MASTER WARNING] light/
switch will extinguish the [AC FAIL] annunciator but will not
reset the failed inverter.
Should an AC Bus circuit breaker trip, either or both [INV FAIL]

annunciators, the [AC FAIL] annunciator and the red [MASTER
WARNING] light/switch will illuminate. The tripped circuit
breaker may be reset by pushing it back in, and the annuncia-
tors extinguished by pressing the [MASTER WARNING] light/
switch which may return either or both inverters to operation
providing the fault has cleared. If the A/C Bus circuit breaker
cannot be reset, the bus isolated by the associated circuit
breaker is no longer energized and all systems powered by it
become inoperative.
AC Control
Positioning the AC switch to
the upper (on) position acti-
vates inverter 1 and 2, momen-
tarily illuminating the [AC
FAIL] annunciator until both
inverters are on-line and in
phase. A synchronization
circuit between the inverters is
used as the reference for
phase relationship.

Inverter Testing
Each inverter may be tested by positioning the AC switch to the
upper (on) position and holding the test switch to the “INV 1” or
“INV 2” position and observing illumination of the correspond-
ing [1] or [2] [INV FAIL] annunciator. When the test switch is
released the annunciator should extinguish, as well as the [AC
FAIL] and MASTER WARNING
light. Cancelling the MASTER
WARNING should cancel [AC
FAIL] light if AC busses have
successfully switched to
opposite INV.
Each 115 VAC and 26 VAC

dual split bus circuit breaker,
located on the right flight
compartment sidewall, func-
tions to isolate its associated
AC bus when overloaded and
▲ AC SYSTEM CIRCUIT BREAKERS
to illuminate the [AC FAIL]
annunciator.

“Tied” Split Bus AC System
(optional 550-0162~0505 with dual flight director installation)
Inverters
During normal operation, each AC bus is supplied by its associ-
ated inverter. Each 26 VAC and 115 VAC bus are tied through
a bus tie circuit breaker. Should failure of either inverter occur,
the opposite inverter supplies power to all AC busses through
the bus tie circuit breakers. Failure of either inverter will cause
the corresponding [1] or [2] [INV FAIL] annunciator, and the red
[MASTER WARNING] light/switch to illuminate. Resetting the
[MASTER WARNING] light/switch will extinguish the light but
will not reset the failed inverter. Should a bus-tie circuit breaker
trip, either or both [INV FAIL] annunciator(s), and the red [MAS-
TER WARNING] light/switch will illuminate. The tripped circuit
breaker may be reset by pushing it back in and the annunciator
extinguished by pressing the [MASTER WARNING] light/switch
which may return either or both inverters to operation providing
the fault has cleared. If the bus tie circuit breaker(s) cannot be
reset, the bus isolated by the associated circuit breaker is no
longer energized and all systems powered by it become
inoperative.
AC Control
Positioning the AC switch to
the upper (on) position acti-
vates inverter 1 and 2, momen-
tarily illuminating the [AC
FAIL] annunciator until both
inverters are on-line and in
phase. A synchronization
circuit between the inverters is
used as the reference for
phase relationship.

Inverter Testing
Each inverter may be tested by positioning the AC switch to the
upper (on) position and holding the test switch to the “INV 1” or
“INV 2” position and observing illumination of the correspond-
ing [1] or [2] [INV FAIL] annunciator. When the test switch is
released the annunciator should extinguish.
Each 26 VAC bus and 115

VAC bus are tied together
through corresponding 26V
and 115V AC POWER BUS
TIE circuit breakers located on
the right flight compartment
sidewall.
▲ AC SYSTEM CIRCUIT BREAKERS

Single Bus System (standard 550-0505 and earlier)
Inverters
During normal operation, inverter 1 supplies all AC bus require-
ments. Should failure of inverter 1 occur, the voltage sensor
which monitors the 115 VAC power bus will cause illumination
of the [AC FAIL] annunciator. Positioning the inverter switch to
“INV 2” will provide a ground for the inverter on/off circuit and
energize the inverter switching relay, thereby supplying power
from inverter 2 to the AC power busses, and extinguish the [AC
FAIL] annunciator.
AC Control
Positioning the inverter switch
to “INV 1” provides the ground
path for the inverter on/off
circuit resulting in power
being supplied to the AC
power busses from inverter 1.
Inverter Testing
Each inverter may be tested by positioning the inverter switch to
the “INV 1” or “INV 2” position which should cause the [AC
FAIL] annunciator to extinguish. Setting the inverter switch to its
“OFF” position should cause the [AC FAIL] annunciator to
illuminate.

Dual Split Bus AC Power System (550-0550 and after)
AC Power Indication (550-0550 and after)

AC Power System (550-0505 and earlier)
Split Bus AC Power System (550-0550 and after)

AC Circuit Protection
Circuit breakers for the airplane’s AC powered flight instru-

ments and avionics are located on the right CB panel on the
flight compartment sidewall so as to be readily accessible to
the flight crew. The applicable amperage is marked on each
circuit breaker. Labels above each breaker identify the circuit
protected. These push-to-reset type circuit breakers will pop
out, or “trip,” when heat is generated by an electrical overload.
Should an overload occur, a tripped circuit breaker may be
reset after a cooling period of approximately three minutes by
pushing it back in. If the circuit breaker trips a second time, a
short circuit is indicated and it should not be reset, as this could
cause system damage.
Note: The flight crew should ensure that all circuit breakers are
engaged and serviceable fuses are installed before all flights.
The airplane should never be operated with any disengaged
circuit breakers without a thorough knowledge of the conse-
quences.

Lighting
The airplane is equipped with a variety of exterior lights to

facilitate takeoff, landing, in-flight recognition, and wing inspec-
tion, plus interior lights that provide varying degrees of cockpit,
cabin, and baggage compartment illumination.
Exterior Lighting
Exterior lighting consists of navigation lights, anti-collision

lights, taxi/landing lights, a rotating or flashing beacon, tail flood
lights, a wing inspection light, and recognition lights. Exterior
lighting switches are located on the lower left instrument panel
and the pilot’s lower instrument panel.
▲ LOWER LEFT INSTRUMENT PANEL ▲ PILOT’S LOWER INSTRUMENT PANEL

Navigation Lights
Navigation lights are installed
on each wing tip and on the
tailcone stinger. The lights are 1
controlled by the NAV switch
and supplied with 28 VDC
power from the right main bus
(550-0550 and after) or left
main bus (550-0505 and 2
earlier) through the NAV circuit
breaker on the left CB panel.
When darkness permits, operation of the navigation lights can

be confirmed during preflight by observing their reflection on
the ground and/or other surrounding objects. During daylight
hour preflight, the operation of each light should be confirmed
from outside of the airplane.
Anti-Collision Strobe Lights

High-intensity anti-collision strobe lights are installed on each
wing tip adjacent to the navigation lights. The strobe lights are
energized by bus voltage boosted through independent power
supplies installed within the wing tip. The lights are controlled
by the ANTI COLL switch and supplied with 28 VDC left main
bus power through the ANTI COLL circuit breaker on the left CB
panel.
Note: Strobe lights should not be operated in clouds, fog, or

haze as their reflection on water droplets in the atmosphere can
induce disorientation or vertigo.
Note: To avoid interfering with the vision of other pilots, strobe

lights should not be operated when taxiing in the vicinity of
other aircraft.

Taxi/Landing Lights
A sealed beam taxi/landing
light is installed on the forward
drag brace of each main gear
assembly (airplanes not incor-
porating SB550-33-5), or on
each main gear door (air-
planes incorporating SB550-
33-5). The lights are exposed
and operable only when the
main gear is extended. Each
light is independently con-
trolled by its associated LH or RH LANDING switch. 28 VDC
power is supplied to each from its corresponding left or right
main bus, through circuit breakers located in the aft fuselage
electrical power junction “J” box.
Wing Recognition Lights

Optional recognition lights,
used to provide additional
exterior lighting and increase
airplane visibility, are installed
on the leading edge of each
wing tip. Glareshields are
installed slightly inboard of the
lights to reduce glare within
the cockpit. The recognition
lights are controlled by the
RECOG switch. 28 VDC power
is supplied to each from its corresponding left or right main bus,
through circuit breakers located in the “J” box.
Caution: Recognition lights use a pressurized, halogen cycle-

type lamp which produces extremely high intensity light which
could cause eye damage if viewed directly. The lamp should
be protected from abrasions, scratches, impact, and contact
with liquids. Handling the lamp should be avoided. Allow the
lamp to cool, and wear protective clothing and dark glasses if
contact is necessary.
Note: Recognition lights should be turned on shortly before

takeoff and during descent, and extinguished during climb,
cruise, and after landing as soon as the airplane is clear of the
runway.

Rotating/Flashing Beacon
Rotating or flashing beacons, used to increase airplane visibil-
ity, may be installed on the top of the rudder. Any of three differ-
ent types of beacons may be installed on individual airplanes,
two of which use flashing lamps and one of which uses a rotat-
ing light assembly that employs a stationary lamp and electri-
cally-driven rotating reflector. The beacon is controlled by the
BEACON switch and supplied with 28 VDC left main bus power
through the ROTATING BEACON circuit breaker on the left CB
panel.
Wing Inspection Light

The wing inspection light,
used to check for ice accumu-
lation on the leading edge of
the wing during night opera-
tions, is flush-mounted on the
left side of the fuselage for-
ward of the wing. The light is
controlled by the WING INSP
switch and supplied with 28
VDC power from the left main
bus (550-0550 and after) or
right main bus (550-0505 and earlier) through the WING INSP
circuit breaker on the left CB panel.
Note: Operation of the wing inspection light is mandatory for

flight in icing conditions as defined by the FAA.
Tail Floodlights
Optional floodlights may be installed on the upper left and right
surfaces of the horizontal stabilizer to illuminate the vertical
stabilizer. These lights may also be referred to as identification
lights, logo lights, or tail lights. The floodlights are controlled by
the BEACON switch (550-0038 and after) or the NAV switch
(550-0037 and earlier), and supplied with 28 VDC left main bus
power through the TAIL LIGHTS circuit breaker located in the
“J” box.

Interior Lighting
Airplane interior lighting systems provide illumination, advisory

and warning within the flight compartment and passenger
cabin, plus baggage compartment illumination.
Control and Instrument Lighting

Electroluminescent “backlit” panels provide primary illumina-
tion of labels on various switch, control, and circuit breaker
panels as well as the center pedestal. The electroluminescent
panels are powered by 40 to 60 VAC, 400 Hz inverters. Addi-
tional panel and instrument illumination is provided by integral
5 VDC powered lights. Panels and instruments that are not
internally lighted are illuminated by 5 VDC or 28 VDC powered
post lights. Panel and instrument illumination is controlled by
ON/OFF switches and rheostats located on the pilot’s lower
instrument panel.
▲ PANEL AND INSTRUMENT LIGHT CONTROLS
Instrument Panel Floodlights

The instrument panel floodlights, located on the aft overhead
console behind a blue tinted lens, are normally used during
thunderstorms to provide supplemental instrument panel illumi-
nation to compensate for lightning-induced night vision loss.
These lights are controlled by the FLOOD LTS rheostat and
supplied with 28 VDC emergency bus power through the
FLOOD circuit breaker on the right CB panel.
Vertical Scale Engine Instrument Light

The vertical scale engine instrument light, located on the lower
surface of the glareshield panel fire tray, illuminates the vertical
scale engine instruments on the upper center instrument panel.

This light is automatically illuminated during the engine start

sequence and extinguished upon start sequence completion.
During engine start, the light is supplied with 28 VDC emer-
gency bus power through the EMER LT circuit breaker located
in the “J” box. During normal operation, the light is supplied
with 28 VDC emergency bus power through the FLOOD circuit
breaker.
In the event of electrical system failure the light is supplied with

28 VDC power from the standby gyro battery pack (if installed).
The light is also supplied with 28 VDC power from an emer-
gency lighting battery pack, located above the cabin headliner,
through an inertial switch which closes when exposed to an
acceleration force of 5Gs or more.
Counter Light
The post-type counter light illuminates the mechanical counter
located above the FAN tachometer on the upper center instru-
ment panel. This light is controlled by the CENTER panel rheo-
stat and supplied with 28 VDC left main bus power through the
CENTER PANEL circuit breaker on the left CB panel
Cathode Tube Lights

Two cathode tube lights are installed under the glareshield to
provide supplemental instrument panel lighting. The lights are
powered by a high-voltage inverter located within the left side
console. This light and the inverter are controlled by the EL
panel rheostat and supplied with 28 VDC left main bus power
through the EL PANEL circuit breaker on the left CB panel.
Map Lights
Map lights, providing direc-
tional flight compartment
illumination, are located on the
overhead console. Each light
is independently controlled by
an associated rheostat, lo-
cated on the forward end of
each side console, and sup-
plied with 28 VDC right main
bus power through the 5-amp
RH PANEL circuit breaker on
the left CB panel.

Indirect Cabin Lights
Primary cabin illumination is
provided by an indirect light-
ing system, consisting of
twelve overhead fluorescent
lights powered by two invert-
ers located above the cabin
headliner. The lights and the
inverters are controlled by a
three-position (OFF/BRIGHT/
DIM) switch, located on the
cabin sidewall forward of the
▲ OFF/BRIGHT/DIM SWITCH
entrance door, and supplied
with 28 VDC left main bus power through the INDIRECT LT
circuit breaker located in the “J” box. The indirect lighting
system is optional on airplanes 550-0550 and after, and stan-
dard on airplanes 550-0505 and earlier.
Overhead Console Sign

The lighted overhead console
sign, mounted just aft of the
forward divider, displays
universal “no smoking” and
“fasten belt” symbols. This
light is controlled by a PASS
SAFETY switch and supplied
with 28 VDC left main power
through the OXY/SEAT BELT
SIGN circuit breaker located in
the “J” box.
Entrance Lights
Entrance lights are provided to illuminate the passenger door
entrance, emergency exit door, and aft baggage compartment.
Each entrance light may be illuminated by an integral switch, or
by the PASS SAFETY switch. 28 VDC hot battery bus power is
supplied to these lights through the CABIN LIGHTS circuit
breaker located in the “J” box.
In the event of electrical system failure these lights may be

supplied with 28 VDC power from the emergency lighting
battery pack and are automatically illuminated through the
inertial switch with an acceleration force of 5Gs or more.

Emergency Exit Sign

A lighted EMERGENCY EXIT sign is located over the emer-
gency exit door to clearly identify its location. The light is con-
trolled by an illuminated switch located on the cabin sidewall
forward of the entrance door, or by the PASS SAFETY switch. 28
VDC left main bus power is supplied to the light through the
OXY/SEAT BELT circuit breaker located in the “J” box.
In the event of electrical system failure this light may be sup-

plied with 28 VDC power from the emergency lighting battery
pack and is automatically illuminated through the inertial switch
with an acceleration force of 5Gs or more.
PSU Light
On airplanes 550-0550 and after, an optional fluorescent light is
available to provide passenger service unit (refreshment center
or vanity) area illumination. The light is controlled by the three-
position (OFF/BRIGHT/DIM) switch, located on the cabin
sidewall forward of the entrance door, and supplied with 28
VDC left main bus power through the INDIRECT LT circuit
breaker located in the “J” box.
Passenger Reading Lights

Reading lights, providing
directional illumination, are
located above each passen-
ger station. Each light is inde-
pendently controlled by an
integral switch and supplied
with 28 VDC right main bus
power through the CABIN
LIGHTS circuit breaker on the
left CB panel.

Aft Fuselage Interior Light
Aft fuselage interior illumina-
tion is provided by a detach-
able light mounted on a swiv-
eling base between the for-
ward and aft engine carry-thru
beams. The light is controlled
by an ON/OFF switch located
on the tailcone access door
frame. The ON/OFF switch is
wired through a microswitch
such that when the switch is
▲ ON/OFF SWITCH
set to “ON” the light will illumi-
nate when the door is opened and extinguish when the door is
closed. The light is supplied with 28 VDC hot battery bus power
through the AFT/FWD COMPARTMENT LIGHT circuit breaker
located in the “J” box.
Baggage Compartment Lights

Nose baggage compartment illumination is provided by a light
mounted overhead near the center of the compartment. The
light is controlled by an illuminated, rocker-type, on/off switch
located adjacent to the light. The on/off switch is wired through
a microswitch such that when the switch is set to “on” the light
will illuminate when the door is opened and extinguish when
the door is closed.
Tailcone baggage compartment illumination is provided by a

light mounted above the access door. The light is controlled by
an ON/OFF switch located on the tailcone access door frame.
The ON/OFF switch is wired through a microswitch such that
when the switch is set to “ON” the light will illuminate when the
door is opened and extinguish when the door is closed.
The baggage compartment lights are supplied with 28 VDC hot

battery bus power through the AFT/FWD COMPARTMENT
LIGHT circuit breaker located in the “J” box.

Limitations
Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material, markings and
placards, or any combination thereof for all limitations.
Emergency Procedures
Refer to the applicable airplane manufacturers FAA approved

flight manual or approved manual material (supplementary
checklist) as revised, for procedural information.

Chapter 7
Flight Instrumentation
Table of Contents
Overview ............................................... 7-1
Flight Environment Data System ............. 7-2
Pitot-Static System ................................ 7-2

Pitot Tubes ...................................... 7-2
Static Ports ..................................... 7-3
Alternate Static Air Source ................ 7-3
Airspeed/Mach Indicators ...................... 7-4

Airspeed Pointer............................... 7-4
Mach Sub-Dial ................................. 7-4
Airspeed Mach Indicator Markings ..... 7-5
Index Marker ................................... 7-5
Overspeed Warning System ................... 7-6
True Airspeed System (optional) ............. 7-7

Sperry TAS System .......................... 7-7
B&D TAS System ............................. 7-8
Barometric Altimeters ....................... 7-9
Pilot’s Altimeter ............................. 7-10
Copilot’s Altimeter .......................... 7-11
Altitude Alerting and

Reporting System ................................ 7-12
Altitude Alerting .............................. 7-12
Altitude Reporting ........................... 7-13
Vertical Speed Indicators ..................... 7-15

Flight Instrumentation, continued
Table of Contents
Radio Altimeter System (optional) ........ 7-16

Transceiver and Antennas ............... 7-16
Conventional Indicator
(excluding RAD/BAR) ...................... 7-17
Conventional Indicator (RAD/BAR) ... 7-18
Mechanical Flight Director
Radio Altitude Indication ................. 7-19
EFIS Radio Altitude Indication ......... 7-20
Attitude and Direction System .............. 7-21

Conventional Attitude Indicator ........ 7-21
Air Driven Gyro ............................... 7-22
Gyro Pressure Gage ....................... 7-23
Electrically-Driven Gyro .................... 7-23
Turn-and-Bank Indicator ................... 7-24
Mechanical Flight Directors .................. 7-25

Attitude Directional Indicator ........... 7-25
Horizontal Situation Indicator .......... 7-25
Gyro Slaving .................................. 7-26
ADI Display Features ...................... 7-27
HSI Display Features ...................... 7-31
Electronic Flight
Instrumentation System ....................... 7-33
Autopilot/Flight Director System ........... 7-33
Limitations .......................................... 7-33
Emergency Procedures......................... 7-33

Overview
▲ PILOT’S FLIGHT INSTRUMENTATION
The primary flight instruments

of the Cessna Citation II are
positioned on panels directly
in front of the pilot and copilot.
Pitot-static instrumentation
consists of airspeed/mach
indicators, barometric altim-
eters, and vertical speed
indicators. Gyroscopic instru-
mentation consists of attitude
directional indicators (ADIs)
and horizontal situation indica-
▲ COPILOT’S FLIGHT INSTRUMENTATION
tors (HSIs) of mechanical or
electronic (EFIS) type depending on installation. Turn coordina-
tion information is provided either by independent mechanical
indicators or by a rate-of-turn indicator and conventional incli-
nometer integral to each ADI/EADI. A standby attitude indicator
may be installed as an emergency backup to the ADI(s) or
EADI(s). Additional navigational guidance is provided by radio
magnetic indicators (RMIs) displaying both VOR and ADF
magnetic bearing information, an optional radio altimeter, and a
magnetic compass mounted on the windshield center post
above the glareshield. An outside air temperature (OAT) indica-
tor, clock, and optional angle-of-attack (AOA) indicator are
located on the upper left instrument panel. An optional true
airspeed (TAS) system may also be installed.
FLIGHT INSTRUMENTATION 03/09 FOR TRAINING PURPOSES ONLY 7-1

For organizational purposes, this chapter is divided into sepa-
rate flight environment data and attitude and direction systems
according to the conditions or forces utilized in their operation.
The flight environment data system includes equipment and
instruments which are sensitive to environmental conditions
which influence navigation. The attitude and direction system
includes equipment and instruments which are sensitive to
gyroscopic, inertial, and magnetic forces which influence navi-
gation.
Flight Environment Data System
The flight environment data system includes the pitot-static

system and associated flight instruments, the overspeed warn-
ing system, altitude alerting and reporting system, as well as
the optional true airspeed (TAS), radio altimeter, and AOA
systems when installed.
Pitot-Static System
The pilot’s and copilot’s pitot-static flight instruments are sup-

plied by independent pitot-static systems consisting of one
pitot tube and two static ports each.
Pitot Tubes
The pitot tubes are located on
the lower left and right surface
of the nose section. The left
pitot tube supplies ram pres-
sure to the pilot’s airspeed/
mach indicator, the air data
computer, and airspeed/mach
warning switch. The right pitot
tube supplies ram pressure to
the copilot’s airspeed indica-
tor, the landing gear warning
▲ PITOT TUBE
airspeed switch (550-0627
and after), B&D TAS pressure transducer (if installed), and
airspeed/mach warning switch (Canadian (CAA) certified air-
planes).

Static Ports
The static ports are located on
the left and right sides of the
fuselage. The upper right and
lower left static port are inter-
connected and supply ambi-
ent pressure to the pilot’s
airspeed/mach indicator, IVSI,
the air data computer, and
airspeed/mach warning
switch. The upper left and
lower right static port are
▲ STATIC PORTS
interconnected and supply
ambient pressure to the copilot’s airspeed/mach indicator,
barometric altimeter, IVSI, the landing gear warning airspeed
switch (550-0627 and after), B&D TAS pressure transducer (if
installed), and airspeed/mach warning switch (CAA certificated
airplanes). Ambient pressure is also provided to the cabin
differential pressure indicator through the copilot’s static ports.
The interconnection and location of the static ports on opposite
sides of the fuselage minimizes system pressure errors caused
by uncoordinated flight.
The pitot tubes and static ports are protected against icing by
integral, electrically-powered heating elements. Refer to Chap-
ter 10 for a complete description of pitot-static ice protection.
Note: The pitot tubes and static ports must be clear and free of
obstructions for proper operation.
Alternate Static Air Source (if installed)

Should restriction of the static ports occur, as evidenced by
erratic indication of the pitot-static flight instruments, the
copilot’s instruments may be provided with ambient pressure
from within the nose section through an alternate static air
source. A manually-operated control valve, located below the
copilot’s instrument panel, is used to select the normal or alter-
nate static air source. Though optional on most Citations, the
alternate static air source system is standard on French
(DGAC) certificated airplanes.

Airspeed/Mach Indicators
The airspeed/mach indicators

provide visual indication of the 2 1
airplane’s speed in relation to
the ambient air and the speed
of sound. Each unit consists of
a stationary indicator dial,
airspeed pointer, rotating
mach sub-dial, moveable
index marker, and an airtight
instrument case which houses
a pair of airtight diaphragms 3
linked to drive mechanisms
that operate the pointer and 1. Airspeed Pointer
sub-dial. The instrument case 2. Mach Sub-Dial
is supplied with static (ambi- 3. Index Marker Knob
ent) air pressure through its
associated static ports. The airspeed diaphragm is supplied
with pitot (ram) pressure through its associated pitot tube while
the mach diaphragm is sealed at standard sea level atmo-
spheric pressure (29.92 inHg/1013.2 mb (reference pressure)).
Airspeed Pointer
As airspeed increases or decreases, the differential between
static pressure and pitot pressure causes the airspeed dia-
phragm to expand or contract. As it does, its movement is
transmitted by the drive mechanism to position the pointer at
the corresponding KIAS value on the indicator dial.
Mach Sub-Dial
The inner (rotating) mach sub-dial is visible through a window
on the face of the instrument between 140 and 320 knots on the
outer (stationary) KIAS indicator dial. Unlike the airspeed
pointer which is positioned relative to speed, the mach sub-dial
is positioned relative to altitude. As altitude increases or de-
creases, the differential between static pressure and reference
pressure causes the mach diaphragm to expand or contract.
As it does, its movement is transmitted by the drive mechanism
to rotate the sub-dial such that the relationship between its
position and that of the pointer will correspond to the approxi-
mate mach number (M).

Airspeed/Mach Indicator Markings

The airspeed indicator dial is calibrated in knots per hour
(KIAS) and incorporates two radial slots (9500 LB ZFW) or one
radial slot (11,000 LB ZFW) in positions corresponding to the
airplane’s Maximum Operating Speed (VMO) limitation(s) listed
below. Rotation of the sub-dial, occurring with changes in
altitude, causes the color red to become visible through the
slot(s) within the appropriate altitude range.
Zero Fuel Weight Altitude Range VMO
9500 LB SL ~ 14,000' 262 KIAS

9500 LB 14,000' ~ 28,000' 277 KIAS
11,000 LB SL ~ 30,500' 262 KIAS
A red radial line on the mach sub-dial denotes the airplane’s

Maximum Mach Operating (MMO) limitation of 0.705 M at alti-
tudes above 28,000 feet (9500 LB ZFW) or 30,500 feet (11,000
LB ZFW). Essentially, when operating above these altitudes,
alignment of the airspeed pointer with the MMO radial line will
produce a true airspeed of 0.705 M regardless of indicated
speed. To avoid exceeding this limitation, the airspeed pointer
must never be permitted to rotate beyond the MMO radial line.
Index Marker
The index marker is controlled by a knob located on the lower
left corner of the instrument face and may be moved to any
position around the KIAS scale to reference a desired airspeed.

Overspeed Warning System
The overspeed warning system consists primarily of an air-

speed/mach warning switch located on the forward pressure
bulkhead, and a warning horn located in the overhead flight
compartment outboard of the pilot’s station. The warning switch
senses airspeed and altitude via the pilot’s pitot-static system,
or copilot’s pitot-static system on Canadian (CAA) certified
airplanes, and causes the warning horn to sound when VMO/
MMO is reached or exceeded.
On 9500 LB ZFW airplanes, the warning switch integrates two

airspeed switches, an altitude switch, and a mach number
switch. One airspeed switch (S1) operates in conjunction with
the altitude switch (S2) to sound the horn when airspeed
reaches 262 KIAS at altitudes below 14,000 feet. The other
airspeed switch (S3) and the mach number switch (S4) function
to sound the horn at 277 KIAS and 0.705 M respectively, re-
gardless of altitude.
On 11,000 LB ZFW airplanes, the warning switch utilizes air-

speed switch S1 and the mach number switch S4 to sound the
horn at 262 KIAS and 0.705 M respectively, regardless of alti-
tude (switches S2 and S3 are not required to be operational in
this installation).
28 VDC power is normally

supplied to the warning horn
by the right main bus through
the 2-amp OVERSPEED circuit
breaker. Operation of the
overspeed warning system
may be verified by rotating the
TEST selector switch, located
on the lower left instrument
panel, to the “OVERSPEED”
position. In this position,
power supplied through the 2-
▲ TEST SELECTOR SWITCH
amp WARN LTS 1 circuit
breaker will cause the horn to sound if the system is functional.

True Airspeed (TAS) System (optional)
True airspeed systems incorporate equipment which senses

and measures pitot-static pressures and ambient air tempera-
ture to compute a correction for compressibility and ram rise.
Once computed, a signal corresponding to true airspeed is
supplied to the TAS indicator and/or flight guidance systems
which utilize this data in their operation. One of two systems
manufactured by Sperry or B&D may be installed.
Sperry TAS System

Components of the Sperry TAS system include the air data
computer (ADC), located in the nose avionics bay; a tempera-
ture probe, located on the lower right surface of the nose sec-
tion; and an indicator, located on the center instrument panel.
AC power is supplied to the ADC, temperature probe, and

indicator through the 2-amp AIR DATA circuit breaker. The ADC
is supplied by the number one 115 VAC bus (split bus AC
configuration), or by the 115 VAC bus (single bus AC configura-
tion) and incorporates a transformer which steps 115 VAC
down to 26 VAC to supply the temperature probe and indicator.
The temperature probe is protected against icing by an inte-

gral, electrically-powered heating element controlled by the
PITOT & STATIC switch on the lower left instrument panel. The
heating element is supplied with 28 VDC power through the 15-
amp TAS HTR circuit breaker.

B&D TAS System
Components of the B&D system include a true airspeed (TAS)
computer, located below the flight compartment floor; a tem-
perature probe, located on the lower right surface of the nose
section; and a pressure transducer located on the forward side
of the lower right instrument panel. The TAS computer is in-
stalled in addition to, and functions independently of, the ADC
addressed in the Sperry TAS system description.
The TAS computer processes signals supplied by the copilot’s

pitot-static system and the temperature probe. Like the Sperry
system, the temperature sensed by the probe is corrected for
Mach effect to obtain a measurement of static air temperature
(SAT) which is computed with pitot-static pressures to produce
an electrical signal proportional to true airspeed (TAS). Unlike
the Sperry system, however, this signal is supplied only to the
flight guidance systems which require TAS data for their opera-
tion. The B&D system does not feature a digital indicator or
temperature probe ice protection.
Should malfunction of this

system occur, as evidenced
by erratic indication of the
copilot’s pitot-static flight
instruments, the copilot’s pitot-
static system may be isolated
from the TAS computer by
closing a pair of valves lo-
cated on the lower right instru-
ment panel. The valves are
labeled TAS COMP - STATIC -
PITOT and protected by red
▲ TAS COMPUTER PITOT-STATIC VALVES
guard covers which must be
lifted when actuation is required. In the normal “OPEN” position,
TAS signals are supplied to the flight guidance systems requir-
ing this data for their operation. In the “CLOSED” position, TAS
data is no longer supplied by the computer, but may still be
supplied to flight guidance equipment which provides for
manual entry of this data.
The system is supplied with 28 VDC power through the 2-amp

TAS circuit breaker. When closing the TAS COMP valves is
required, this circuit breaker should be pulled to ensure that
flight guidance equipment does not receive erroneous airspeed
data.

Barometric Altimeters
The barometric altimeters provide visual indication of airplane
altitude in relation to mean sea level (MSL) atmospheric pres-
sure. Each unit incorporates an indicating pointer, drum-type
counter, and barometric scale. The pointer dial is calibrated in
increments of 20 and 100 feet, while the counter displays alti-
tude in increments of 20, 100, 1000, and 10,000 feet. A black
and white crosshatched area appearing in the left most digit of
the counter signifies that indicated altitude is below 10,000 feet.
The barometric scale, calibrated in inches of mercury (inHg)
and millibars (mb), displays the current correction setting for
non-standard atmospheric conditions.
At flight altitudes below 18,000 feet, the barometric scale must

be set to the current altimeter setting provided by en route
reporting stations within 100 nautical miles of the airplane’s
position. This setting reflects a computed correction, for non-
standard conditions, of the barometric pressure measured near
ground level in the vicinity of the reporting station and provides
indication of true altitude above mean sea level (MSL). At flight
altitudes 18,000 feet (FL 180) and above, the barometric scale
must be set to standard sea level pressure (29.92 inHg/1013.2
mb). This setting provides indication of pressure altitude above
the standard datum plane, a theoretical level where atmo-
spheric pressure is equal to standard sea level pressure. Since
the assigned altitudes of all aircraft operating at FL 180 and
above are referenced to this setting, collision avoidance and
vertical separation are assured.
To ensure adequate separation from aircraft operating below

18,000 feet and compliance with minimum altitude rules, local
reported pressure must be monitored and cruise altitudes in the
vicinity of FL 180 proportionally increased by 500 feet for every
half inch that current altimeter setting falls below 29.92 inHg/
1013.2 mb as specified in FAR 91 and the table below:
Altimeter Lowest Usable Adjustment

Setting Flight Level Factor
29.92 or higher FL 180 0'

29.91 ~ 29.42 FL 185 500'
29.41 ~ 28.92 FL 190 1000'
28.91 ~ 28.42 FL 195 1500'
28.41 ~ 27.92 FL 200 2000'
27.91 ~ 27.42 FL 205 2500'
27.41 ~ 26.92 FL 210 3000'

Pilot’s Altimeter
The pilot’s altimeter is a servo-
type indicator which is electri-
cally-driven by the air data
computer (ADC) located in the
nose avionics bay. The ADC
processes pneumatic signals
supplied by the pilot’s pitot-
static system and computes
an electrical signal propor-
tional to the airplane’s altitude.
This signal is transmitted to
the altimeter drive mechanism such that the corresponding
altitude is displayed by the pointer and counter. Correction for
non-standard atmospheric conditions is accomplished by
rotating the barometric setting knob, located on the lower left
instrument bezel, until the desired pressure appears on the
inHg or mb scale. This setting transmits an electrical signal to
the ADC which, in turn, transmits a barometrically-corrected
signal to the altimeter drive mechanism. Should an error be-
tween these signals occur, a failure warning flag will extend
across the counter indicating that altitude readout is not reli-
able.
AC power is supplied to the ADC and the pilot’s altimeter

through the 2-amp AIR DATA circuit breaker. The ADC is sup-
plied directly by the 115 VAC bus (single bus AC configuration)
or the number one 115 VAC bus (split bus AC configuration)
and incorporates a transformer which steps 115 VAC down to
26 VAC to power the altimeter. The failure warning flag will also
extend across the counter whenever electrical power is re-
moved from the instrument.
An optional radio/barometric (RAD/BAR) altimeter may be

installed in place of the standard pilot’s altimeter. Operation and
setting of the barometric portion of the instrument are consis-
tent with the standard altimeter. Operation of the radio altimeter
portion of the instrument is addressed in the description of
radio altimeter systems.

Copilot’s Altimeter
The copilot’s conventional
altimeter consists of an airtight
instrument case which houses
an aneroid diaphragm assem-
bly linked to a drive mecha-
nism that operates the pointer
and counter. The instrument
case is supplied with static
(ambient) air pressure through
the static ports, while the
diaphragm assembly is sealed
at standard sea level atmospheric pressure (29.92 inHg/1013.2
mb (reference pressure). As altitude increases or decreases,
the differential between static pressure and reference pressure
causes the diaphragm assembly to expand or contract. As it
does, its movement is mechanically transmitted by the drive
mechanism such that the corresponding altitude is displayed
by the pointer and counter.
Correction for non-standard atmospheric conditions is accom-

plished by rotating the barometric setting knob, located on the
lower left instrument bezel, until the desired pressure appears
on the inHg or mb scale. This setting rotates the indicator drive
mechanism to produce the necessary altimeter correction.
The copilot’s altimeter incorporates a vibrator which functions to

optimize indicator response. 28 VDC power is supplied to the
vibrator by the right main bus through the 2-amp RH ALT circuit
breaker.
When the airplane is configured for dual-altitude reporting

capability, the standard copilot’s altimeter is replaced by an
optional encoding altimeter. Operation and setting of the baro-
metric portion of the instrument are consistent with the standard
altimeter. Operation of the encoder portion of the instrument is
addressed in the description of altitude alerting and reporting
systems.

Altitude Alerting and Reporting System
The altitude alerting and reporting system incorporates those

components which provide visual and aural alerting of
preselected reference altitudes, and those which supply en-
coded altitude data to the transponder(s).
Altitude Alerting
Altitude alerting components include the air data computer
(ADC), located in the nose avionics bay; vertical navigation
computer/controller (VNCC), located on the center instrument
panel; altitude alert light(s) and a warning horn. One altitude
alert light is located on the upper right instrument bezel of the
standard pilot’s altimeter. Others are located on the upper left
bezel of the optional pilot’s RAD/BAR altimeter and optional
copilot’s encoding altimeter when these instruments are in-
stalled. The altitude alert warning horn is located within the left
flight compartment sidewall.
The VNCC references altitude

signals transmitted to the
pilot’s altimeter from the ADC,
as previously described, and
provides data input and output
for altitude alerting and vari-
ous vertical navigation (VNAV)
modes. Mode selection and
data input are controlled by a
rotary switch and concentric
setting (SET) knob, and an-
nunciated by a three-digit
▲ VNAV COMPUTER/CONTROLLER
incandescent display. A dim-
mer (DIM) knob permits adjustment of display intensity. When
“ALT” (altitude mode) is selected, rotating the SET knob slews
the display in increments of 100 feet between 000(00) and
500(00) feet to the desired altitude preselect. Slew rate is pro-
portional to the speed at which the SET knob is rotated.

As the airplane climbs or descends to within 1000 feet of the

preselected altitude, the warning horn will sound for one sec-
ond and the altitude alert light(s) will illuminate and remain
illuminated until the airplane is within 250 feet of the
preselected altitude. Should the airplane deviate from the
preselected altitude by 250 feet or more, the warning horn will
sound for one second and the altitude alert light(s) will illumi-
nate and remain illuminated until the airplane returns to within
250 feet of the preselected altitude or until a new altitude
preselect is set.
AC power is supplied to the VNCC by the number one 115 VAC

bus (split bus AC configuration) or the 115 VAC bus (single bus
AC configuration) through the 1-amp FD 1 circuit breaker. 28
VDC power is supplied to the warning horn and altitude alert
light(s) by the corresponding DC AVIONICS bus through the 3-
amp FD 1 circuit breaker.
Altitude Reporting
Altitude reporting components include the air data computer
(ADC), transponder(s), and the optional copilot’s encoding
altimeter when installed. These components function to gener-
ate a logic code corresponding to the airplane’s pressure alti-
tude which is transmitted to the Air Traffic Control Radar Bea-
con System (ATCRBS) through the transponder in response to
Mode C (altitude reporting) interrogations. Barometric pressure
setting of the altimeter(s) has no effect on this function since
encoder output is always referenced to standard sea level
atmospheric pressure (29.92 inHg/1013.2 mb).
In standard configuration, a single transponder (transponder 1)

receives encoded altitude signals from the ADC. One optional
configuration adds a second transponder (transponder 2)
which also receives encoded altitude signals from the ADC. In
this installation, either transponder may be assigned to altitude
reporting by means of a select switch, co-located with the
transponder controls, while the other remains in standby condi-
tion. Another option configures the system for dual-altitude
reporting. In this installation, the selected transponder may
receive encoded altitude signals from the ADC (primary source)
or the optional copilot’s encoding altimeter (secondary source)
by means of a combination annunciator/switch (550-0258 and
after) or crossover switch and relay (550-0257 and earlier).

The encoder portion of the copilot’s altimeter incorporates a
lightweight optical digitizer which imparts no load on the baro-
metric portion of the instrument. 28 VDC power is supplied to
the encoder by the right main bus through the 2-amp RH ALT
circuit breaker. A failure warning flag will appear in the upper
left corner of the instrument face whenever electrical power is
removed from the instrument or when the encoder has failed.
Should this occur, the instrument will continue to function as a
barometric altimeter, but the ADC will provide the only source of
encoded altitude.

Vertical Speed Indicators
The vertical speed indicators

are instantaneous type (IVSI)
and provide visual indication
of the airplane’s rate of climb
or descent in feet per minute
(FT/MIN X 1000). Each unit
consists of an indicator dial, a
pointer, and an airtight instru-
ment case which houses an
airtight diaphragm and accel-
erometer linked to a drive
mechanism that operates the
pointer. Static (ambient) air pressure from the static ports is
supplied to the diaphragm directly, and to the instrument case
through a calibrated restrictor orifice. As the airplane climbs or
descends, the static air pressure supplied to the instrument
decreases or increases accordingly. Due to the restrictor ori-
fice, however, the rate of pressure change within the instrument
case occurs more slowly than within the diaphragm. This pro-
duces a pressure differential which causes the diaphragm to
expand or contract in proportion to the rate of altitude change.
As it does, its movement is transmitted by the drive mechanism
to position the pointer at the corresponding value on the indica-
tor dial.
During a climb, the pressure within the diaphragm decreases at

a faster rate than the pressure within the instrument case. The
resulting differential causes the diaphragm to contract and the
pointer to indicate a rate of climb. During descent, the pressure
within the diaphragm increases at a faster rate than the pres-
sure within the instrument case. The resulting differential
causes the diaphragm to expand and the pointer to indicate a
rate of descent. As the airplane resumes level flight, the pres-
sure within the instrument case and the diaphragm become
equalized and pointer indication returns to zero.
The time required to stabilize the pressure differential which

causes pointer deflection can result in a delay of up to nine
seconds before vertical speed indication becomes reliable. To
compensate for this, the accelerometer’s sensitivity to vertical
G-loading provides instantaneous indication of vertical speed
by displacing the pointer prior to the instrument’s response to
changes in pressure. During level flight or steady rates of climb
or descent, the IVSI function as a conventional VSI.

Radio Altimeter System (optional)
The radio altimeter system measures absolute altitude above

ground level (AGL) and supplies this data to flight guidance
systems, ground proximity warning systems (GPWS), and/or
indicators when installed. Though models and manufacturers of
these systems differ, all share a basic configuration which
includes an indicator, a transceiver, and corresponding transmit
and receive antennas. Operation is continuous when electrical
power is supplied to the system, however, radio altitude readout
is limited by the indicator’s usable range.
Transceiver and Antennas

The transceiver incorporates solid-state circuitry which makes
instantaneous comparisons between the frequency of a fre-
quency-modulated microwave signal that is beamed down from
the transmit antenna to a return signal that is reflected back to
the receive antenna from the terrain. Because the difference
between these frequencies is proportional to the transmit
signal’s “round-trip” time to the terrain and back, the frequency
difference is processed to generate an electrical signal propor-
tional to absolute altitude. Once generated, this signal is sup-
plied to the indicator(s) and/or flight guidance systems which
utilize radio altitude data in their operation. Depending on
installation, the transceiver may be located within the right flight
compartment sidewall or below the cabin floor. The antennas
are located on the lower surface of the fuselage.

Conventional Indicator
(excluding RAD/BAR)
The indicator may be located
on the pilot’s or copilot’s instru-
ment panel and incorporates
an altitude scale and pointer,
decision height (DH) index
marker and setting knob, DH
alert light, and a test switch.
The altitude scale is calibrated
in 10 foot increments below
500 feet, 100 foot increments
above 500 feet, and identifies the indicator’s usable range. The
pointer is visible at the corresponding AGL value within the
usable range only. Outside this range, or if the airplane is
steeply banked, the pointer will be positioned behind a mask in
the upper left corner of the indicator dial.
The DH setting knob, located on the lower right instrument

bezel, is rotated to preselect a desired decision height. The DH
alert light, located on the upper right instrument bezel, illumi-
nates in conjunction with the sounding of an alert tone when
decision height is reached or when the system is tested. The
test switch is located on the lower left instrument bezel. The DH
alert horn is located in the overhead flight compartment out-
board of the pilot’s station.
28 VDC power is supplied to the system by the emergency

avionics bus through the 5-amp RAD ALT circuit breaker. A
failure warning flag will appear across the upper instrument
face whenever electrical power is removed from the instrument
or when radio altitude indication becomes invalid. Refer to the
appropriate Operating Manual or Airplane Flight Manual for test
procedures and information regarding specific capabilities of
the system installed in your airplane.

Conventional Indicator (RAD/BAR)
The RAD/BAR indicator is located on the pilot’s instrument
panel as previously described and incorporates a four-digit
incandescent radio altitude display, decision height (DH) set-
ting knob and alert light, and a test switch. The radio altitude
display functions independently of the barometric portion of the
instrument. During initial climb-out, radio altitude is displayed in
10 foot increments between 0 and 990 feet AGL. During de-
scent, radio altitude is displayed in 100 foot increments be-
tween 2500 and 1000 feet AGL, and 10 foot increments be-
tween 1000 and 0 feet AGL. Above 2500 feet AGL the display
is blank. The DH setting knob, located on the upper right instru-
ment bezel, is rotated to preselect a desired decision height.
The ALT alert light, located on the upper left instrument bezel,
illuminates in conjunction with the sounding of an alert tone or
GPWS vocal alert when decision height is reached or when the
system is tested. The test switch is located on the lower left
instrument bezel. The ALT alert light, also functions as a baro-
metric altitude alert light by way of the VNCC as previously
described.
The RAD/BAR system also incorporates a converter, located in

the nose avionics bay, which processes radio altitude signals
supplied by the transceiver and glideslope signals supplied by
the flight guidance system to support GPWS vocal alert func-
tions. 28 VDC power is supplied to the system by the emer-
gency avionics bus through the 5-amp RAD ALT circuit breaker.
Should radio altitude data become invalid, a failure warning flag
will appear adjacent to the RAD/ALT display. The failure warn-
ing flag in the upper center of the instrument face appears only
when power is removed from the barometric portion of the
instrument. Refer to the appropriate Operating Manual or Air-
plane Flight Manual for test procedures and information regard-
ing specific capabilities of the system installed in your airplane.

Mechanical Flight Director Radio Altitude Indication

Radio altitude and decision height may also be displayed on
the ADI(s) in mechanical flight director installations. Though
configurations vary, reference to absolute altitude is generally
provided by a bar with chevron markings or a rising runway
symbol which appears in the lower center of the attitude sphere
as the airplane descends below 200 feet AGL and moves
toward the airplane symbol in relation to ground proximity until
contact between the two occurs at the point of touchdown.
Decision height is generally annunciated by a DH alert light,

located on the upper right instrument bezel, which illuminates in
conjunction with the sounding of an alert tone when decision
height is reached or when the radio altitude system is tested.
With the exception of the Sperry AD-650, the DH alert light
does not illuminate when the ADI is tested.
In addition to the features

described above, radio alti-
tude and decision height are
also digitally displayed on the
Sperry AD-650 (pictured)
when installed. The four-digit
incandescent RAD ALT dis- 2 1
play, located on the lower right
instrument face, is calibrated
in 5 foot increments between 0
and 200 feet AGL, and 10 foot 4 3
increments between 200 and
2500 feet AGL. Above 2500 1. RAD ALT Display
feet AGL the RAD ALT display 2. DH Display
is blank. Reference to ground 3. DH SET/DIM Knob
proximity is provided by a 4. RA Test Button
rising runway symbol as previ-
ously described. Should radio altitude data become invalid,
four dashes will appear in the RAD ALT display.
The three-digit decision height (DH) display, located in the

lower left corner of the ADI, is calibrated in 10 foot increments
between 0 and 990 feet AGL. The inner decision height (DH
SET) setting knob, located on the lower right instrument bezel,
is rotated to preselect a desired decision height between 0 and
990 feet AGL. The surrounding DIM ring permits adjustment of
RAD ALT and DH display intensity. Should decision height data
become invalid, three dashes will appear in the DH display.

In dual AD-650 flight director installations, the alert tone is
activated through the DH setting of the pilot’s ADI only. The DH
setting of the copilot’s ADI and/or conventional radio altitude
indicator, if installed, have no effect on alert tone activation.
Refer to the appropriate Operating Manual or Airplane Flight
Manual for test procedures and information regarding specific
capabilities of the system installed in your airplane.
EFIS Radio Altitude Indication

Radio altitude and decision height may also be digitally dis-
played on the EADI(s) in EFIS installations. The four-digit radio
altitude (RA) display, located in the lower right corner of the
EADI, is calibrated in 5 foot increments between 0 and 200 feet
AGL, and 10 foot increments between 200 and 2500 feet AGL.
Above 2500 feet AGL the RA display is blank. Additional refer-
ence to absolute altitude is provided by a rising runway symbol
which appears in the lower center of the attitude sphere as the
airplane descends below 200 feet AGL and moves toward the
airplane symbol in relation to ground proximity until contact
between the two occurs at the point of touchdown. Should radio
altitude data become invalid, four amber dashes will appear in
the RA display and the rising runway will not be visible in the
attitude sphere.
The three-digit decision height (DH) display, located in the

lower left corner of the EADI, is calibrated in 5 foot increments
between 0 and 200 feet AGL, and 10 foot increments between
200 and 990 feet AGL. The decision height (DH/TST) setting
knob, located on the EFIS display controller, is rotated to
preselect a desired decision height between 0 and 990 feet
AGL. Rotating this knob fully counterclockwise removes the DH
display from the EADI. As the airplane descends to within 100
feet of decision height, a white box will appear above and left of
the radio altitude (RA) display. An amber DH will appear within
this box in conjunction with the sounding of an alert tone when
decision height is reached or when the EFIS system is tested.
Should decision height data become invalid, three amber
dashes will appear in the DH display.
In dual EFIS installations, the alert tone is activated through the

DH setting of the pilot’s EADI only. The DH setting of the
copilot’s EADI and/or conventional radio altitude indicator, if
installed, have no effect on alert tone activation. Refer to the
appropriate Operating Manual or Airplane Flight Manual for test
procedures and information regarding specific capabilities of
the system installed in your airplane.

Attitude and Direction System
The attitude and direction system consists of all gyroscopic

flight instruments (including mechanical and EFIS flight direc-
tors), turn-and-bank indicators, the RMIs, and the magnetic
compass.
Conventional Attitude Indicator

The attitude indicator provides visual indication of pitch and roll
in relation to the actual horizon. The unit consists of a gyro
stabilized in the horizontal plane, an attitude sphere, airplane
symbol, and roll index pointer. The gyro is air-driven on air-
planes 550-0626 and earlier, or electrically-driven on airplanes
550-0627 and after, and responds to pitch and roll movements
of the airplane. An electrically driven attitude indicator may also
be installed on airplanes 550-0550 through 0626 as optional
equipment.
The attitude sphere is divided into sky and ground hemispheres

by a horizon bar which provides visual reference to the actual
horizon. The airplane symbol is secured to the instrument face
and provides visual reference of the airplane’s attitude relative
to the horizon bar. The roll index pointer is located at the top of
the instrument face and provides visual reference of the
airplane’s bank angle relative to the actual horizon.
An inclinometer is installed on the lower instrument bezel of the

electrically-driven attitude indicator to provide visual indication
of turn coordination. The inclinometer is comprised of a ball
contained in a sealed, silicone liquid filled, glass tube and
responds to gravitational and centrifugal forces acting on the
airplane. The tube is curved and mounted such that the ball will
rest in the center lowest position when the airplane is in coordi-
nated flight. In uncoordinated flight, the ball will move from the
center to the outside of a turn (indicating a skid) or the inside of
a turn (indicating a slip).

Air-Driven Gyro
On airplanes 550-0626 and earlier, the gyro is air-driven by
regulated engine bleed air. Bleed air used by the system is
tapped from the supply tubes between the compressor section
of each engine and the environmental flow control/shutoff
valves within the fuselage tailcone. On airplanes 550-0484,
0483, 0481 and earlier, the bleed air is routed through a
precooler within each engine nacelle prior to entering the fuse-
lage tailcone. On airplanes 550-0482, 0485 and after, availabil-
ity of bleed air to the system is continuous when either or both
engines are operating and is not influenced by the position of
the PRESS SOURCE selector. On airplanes 550-0484, 0483,
0481 and earlier, however, setting the PRESS SOURCE selector
to “LH” or “RH” correspondingly results in bleed air being made
available to the system from the left engine or right engine only.
The bleed air tapped from each source is routed through inde-
pendent supply tubes to a common cross fitting within the
fuselage tailcone. A check valve in each of these tubes pre-
vents the backflow of bleed air to either engine when the oppo-
site engine has failed or is operating at a sufficiently lower RPM.
From the cross fitting, bleed air is routed to the windshield anti-
ice/rain removal system, cabin pressurization control system
ejector, and pneumatic distribution pressure regulator. From
this regulator, 23.0 +/- 1.0 PSIG bleed air is routed to the pneu-
matic surface deice system, cabin temperature manual control
system, inflatable cabin door seal, and the instrument air sys-
tem. The instrument air system consists of a water separator/
filter, instrument pressure regulators, the air-driven attitude
indicator, and gyro pressure gage.
The water separator/filter is installed on the forward pressure

bulkhead within the nose section and functions to filter and
extract moisture from the bleed air prior to being routed to the
instrument pressure regulators. Extracted moisture collects in
the lower filter bowl and is eliminated through an orificed drain
either to be vented overboard through an instrument air vent/
drain line which extends through the lower surface of the nose
section (550-0173 ~ 0626), or evaporated within the nose
section (550-0172 and earlier).

The instrument pressure regulators are also installed on the

forward pressure bulkhead within the nose section and function
in series to reduce and stabilize bleed air pressure prior to
supplying the instruments. The “first-stage” regulator reduces
the pressure to approximately 6.0 PSIG; the “second-stage”
regulator further reduces the pressure to approximately 2.5
PSIG. Regulated bleed air entering the attitude indicator case is
directed against “buckets” machined into the rim of the gyro
causing it to spin at a high rate of speed. After driving the gyro,
bleed air is exhausted from the instrument case through the
overboard instrument air vent/drain line previously described.
Gyro Pressure Gage

On airplanes 550-0626 and earlier, the gyro pressure gage
provides visual indication of the bleed air pressure driving the
gyro. The normal indicating range is denoted by a green arc
between 2.0 and 3.0 PSIG. Pressure indications which are
erratic and/or outside the normal range indicate that a malfunc-
tion may exist in the pneumatic system. From the gyro pressure
gage, bleed air is also exhausted through the overboard instru-
ment air vent/drain line.
Electrically-Driven Gyro
On airplanes 550-0627 and after, the gyro is electrically driven
by 28 VDC power through the 2-amp ADI 2 circuit breaker.
Power is supplied to the gyro from the emergency avionics bus
whenever the battery switch is in the “BATT” (on) position and
the DC avionics power switch is also in the “ON” position.
Power is also supplied to the gyro when the battery switch is in
the “EMER” (emergency) position, regardless of DC avionics
power switch position. A red GYRO failure warning flag will be
visible in the upper left instrument face when power is removed
from the instrument. A spring-loaded caging knob is located on
the lower right instrument bezel.

Turn-and-Bank Indicator
In single mechanical flight director systems, a turn-and-bank in-
dicator is installed on the pilot’s and copilot’s instrument panel. In
dual mechanical flight director installations, a turn-and-bank indi-
cator is typically installed on the copilot’s instrument panel only.
In dual 5” mechanical flight director installations, an air-driven
“standby” attitude gyro replaces the copilot’s turn-and-bank indi-
cator.
The turn pointer is attached to a DC electrically-driven gyro which

indicates the airplane’s turning rate in degrees per second. If in-
stalled, the copilot’s turn indicator is vacuum-driven. Operation of
the turn indicator can be checked by initiating a standard rate
turn and cross checking the turn rate with the heading indicator.
An indicated standard rate turn should show a turning rate of 3°
per second on the heading indicator.
Visual indication of turn coordination is provided by an inclinom-

eter on the lower instrument face. The inclinometer is comprised
of a ball contained in a sealed, silicone liquid filled, glass tube
and responds to gravitational and centrifugal forces acting on
the airplane. The tube is curved and mounted such that the ball
will rest in the center lowest position when the airplane is in coor-
dinated flight. In uncoordinated flight, the ball will move from the
center to the outside of a turn (indicating a skid) or the inside of a
turn (indicating a slip).

Mechanical Flight Directors
Mechanical flight director system configurations are generally clas-

sified as 4” or 5”, single or dual flight director. In dual flight direc-
tor systems, the pilot’s and copilot’s ADI and HSI may be identical
or one of various combinations of 4” or 5” instruments depending
on installation.
The combination of instruments in each installation varies suffi-

ciently between airplanes as to make specific descriptions of every
possible system configuration impractical. The following descrip-
tion, therefore, primarily addresses the functional characteristics
and operational features which are common among the mechani-
cal ADIs and HSIs, as well as any relevant technical differences
that exist between them.
Attitude Directional Indicator

The ADI or flight director indi-
cator (FDI) functions as a con-
ventional attitude indicator and
displays command information
provided by the autopilot/flight
director computer. Depending
on avionics equipment installed
and modes available, the ADI
may be utilized to intercept and
maintain a desired heading, al-
titude, VOR radial, or localizer
course and glideslope. Refer to the appropriate operating manual
for specific capabilities of the system installed in your airplane.
Horizontal Situation Indicator

The HSI functions essentially
as a slaved heading indicator
and (depending on avionics
equipment installed and
modes available) provides
visual indication of airplane
position relative to VOR radi-
als, RNAV courses, localizer
courses, and glideslope
beams. Refer to the appropri-
ate operating manual for
specific capabilities of the system installed in your airplane.

To function as a slaved heading indicator, the HSI incorporates
components which electromechanically produce a controlled pre-
cession of the gyro which corrects the compass card to agree
with the correct magnetic heading. This installation eliminates the
need for periodic resetting of the gyro due to precession drift.
Gyro Slaving
Gyro slaving is provided by a remotely-mounted magnetic flux
detector and slaving accessory. The flux detector senses the di-
rection of the earth’s magnetic field and transmits these signals
to the slaving accessory where they are compared with gyro ref-
erence signals corresponding to the position of the compass card.
The resulting error signal is amplified and transmitted to compo-
nents which electromechanically produce a controlled preces-
sion of the gyro that corrects indicated heading to agree with the
magnetic heading.
The gyro slaving system is con-

trolled by switches located on
the lower left instrument panel
and lower copilot’s instrument
panel. A slaving meter, used to
monitor displacement errors
which may exist between indi-
cated heading and magnetic
heading, may also be installed.
Indicator needle deflection in 1 2
either direction from center cor-
responds to the polarity of the
error. 1. Mode Selection Switch
2. Manual Slaving Switch
The gyro slaving switches permit selection of automatic slaving
(slaved gyro) when positioned to “AUTO,” or manual slaving (free
gyro) modes when positioned to “MAN.” In the slaved gyro mode,
heading displacement errors are corrected automatically through
the gyro slaving circuit. In the free gyro mode, heading displace-
ment errors are corrected using the corresponding LH/RH switch
to rotate the compass card left or right to agree with the magnetic
heading, and return the slaving meter indicating needle to center
(if installed). The rate of manual compass card rotation is ap-
proximately 30° per minute. Refer to the appropriate operating
manual for specific capabilities of the system installed in your
airplane.

ADI Display Features

The following summary describes the functional characteristics
and operational features which are common to mechanical ADIs
typically installed in the Cessna Citation II. Refer to the appropri-
ate operating manual for specific capabilities of the system in-
stalled in your airplane.
Attitude Sphere
The attitude sphere is divided into sky (blue) and ground
(brown) hemispheres by a horizon line which provides visual
reference to the actual horizon.
Eyelid Display
The eyelid display surrounds the attitude sphere and provides
visual reference of the relative position of the sky (blue) and
ground (brown), independent of attitude sphere position, to
facilitate recovery from unusual flight attitudes.
Airplane Symbol
The airplane symbol is located in the center of the instrument
face and provides visual reference of the airplane’s attitude
relative to the horizon line. Depending on ADI installation, the
symbol may be conventional or reference delta type.
Pitch Attitude Indication

Pitch attitude is indicated by the relative position of the air-
plane symbol’s nose above or below the horizon line. A pitch
scale on the attitude sphere references deviation above or
below the horizon line in increments of 5°.
Roll Attitude Indication

Roll attitude is indicated by the relative position of the airplane
symbol’s wings in relation to the horizon line. A roll attitude
pointer and scale on the upper center instrument face refer-
ences deviation from wings level attitude. The scale is marked
at 10, 20, 30, 45, 60, and 90° to the left and right of the triangu-
lar 0° index mark at its center. To facilitate roll attitude recogni-
tion, the 30 and 60° marks are longer and heavier, while each
45° mark is displayed as a dot or a triangle.

Depending on ADI installation, the pointer may be a moveable
“sky pointer” or fixed “roll pointer.” In sky pointer configuration,
the moveable pointer references the relative position of the sky
in relation to the fixed scale index mark which references the
airplane’s vertical axis. Roll recovery, therefore, is made in the
direction of the pointer. In roll pointer configuration, the fixed
pointer references the airplane’s vertical axis in relation to the
moveable scale index mark which references the relative posi-
tion of the sky. Roll recovery, therefore, is made in the direction
of the scale index mark.
Flight Director Command Bar(s)

Depending on ADI installation, the command bar(s) may be
double or single-cue. In double-cue flight directors, computed
commands are displayed by independent pitch (horizontal) and
steering (vertical) command bars as a conventional VOR/ILS
indicator. Movement of the bars indicates pitch and steering
control inputs required to satisfy computed commands of the
selected flight director operating mode. In single-cue flight
directors, computed pitch and steering commands are dis-
played by a single (delta) command bar. To satisfy computed
pitch and steering commands of the selected flight director
operating mode, the airplane symbol is “flown” to align with
the command bar. Should loss of pitch or steering command
signals from the flight director computer occur, the single-cue
command bar or the affected double-cue command bar will
retract from view. The non-affected double-cue command bar
will continue to display normally.
Glideslope Indication
Glideslope deviation is indicated by the relationship between
a moveable pointer and fixed vertical deviation scale commonly
located on the right side of the instrument face. When a valid
glideslope signal is being received, deviation above the beam
centerline is indicated by displacement of the pointer below
scale center. Deviation below the beam centerline is indicated
by displacement of the pointer above scale center. Each dot
above and below scale center represents approximately 0.4°
deviation from the beam centerline. A green area on the scale
denotes the category II (CAT II) approach window. Pointer dis-
placement in this area indicates glideslope deviation within
approximately 0.2° of the beam centerline.

Expanded Localizer Indication

Expanded localizer deviation is indicated by the relationship
between a moveable “runway” pointer and fixed lateral devia-
tion scale located on the lower center instrument face. When a
valid localizer signal is being received, deviation left of the beam
centerline is indicated by displacement of the pointer to the
right of scale center. Deviation right of the beam centerline is
indicated by displacement of the pointer to the left of scale
center. Amplification of localizer data from the navigation re-
ceiver permits increased pointer sensitivity within the CAT II
approach window. Because this increase in sensitivity makes
tracking the localizer more difficult throughout the entire ap-
proach, the expanded localizer pointer should be referenced
for position assessment only, until established on final approach.
During final approach within the CAT II window, pointer dis-
placement within the lateral deviation scale indicates localizer
deviation within approximately 0.25° of the beam centerline, or
within 33 feet of the runway centerline.
Radio Altitude Indication

Refer to the description of radio altimeter systems.
Test Switch
The attitude (ATT) test switch, located on the lower left instru-
ment bezel, initiates an attitude self-test function. When
pressed, the attitude sphere should be positioned to indicate
approximately 20° right bank and 10° positive pitch, and the
ATT warning flag should appear across the instrument face.
Refer to the appropriate Operating Manual or Airplane Flight
Manual for test procedures specific to the system installed in
your airplane.
GA Light
The go-around light illuminates when the go-around mode has
been selected
DH Light
The decision height light illuminates when the airplane de-
scends below the selected decision height as set on the radio
altitude indicator.
Mode Annunciators (5”)

Ten/twelve annunciators indicate which vertical and horizontal
modes are engaged with the flight director.

Turn and Bank Indication
Rate-of-turn is indicated by the relationship between a move-
able pointer and fixed scale located on the lower center instru-
ment face of 5" ADIs. Pointer displacement over the left or right
scale markings indicates a standard rate turn (2-minute/3° per
second) in that direction.
A conventional inclinometer is installed on the lower instrument

bezel of ADIs to provide visual indication of turn coordination.
The inclinometer is comprised of a ball contained in a sealed,
silicone liquid filled, glass tube and responds to gravitational
and centrifugal forces acting on the airplane. The tube is curved
and mounted such that the ball will rest in the center lowest
position when the airplane is in coordinated flight. In uncoordi-
nated flight, the ball will move from the center to the outside of
a turn (indicating a skid) or the inside of a turn (indicating a
slip).
Angle-of-Attack Indication (5” ADIs)

Angle-of-attack (AOA) is indicated on 5” ADIs by the relation-
ship between a moveable “speed command” pointer and fixed
FAST/SLOW scale commonly located on the left side of the
instrument face. The circular speed command pointer is posi-
tioned by signals received from the AOA transmitter. The pointer
is calibrated such that its position relative to the scale corre-
sponds with the AOA indicator on the upper left instrument
panel. The FAST and SLOW scale markings correspond to the
.4 and .8 AOA indicator markings respectively. The scale cen-
ter marking corresponds to the .6 AOA indicator marking and
represents the optimum landing approach speed (1.3 times
stalling speed) for the current airplane configuration. Refer to
the description of AOA systems for complete detail.
Failure Warning Flags

Depending on ADI installation, various failure warning flags
will appear across the instrument face whenever electrical
power is removed from the instrument or when the correspond-
ing indication becomes invalid. Typically, 4” ADIs provide warn-
ing flags for attitude (ATT) and flight director (FD) indication
failure only, while most 5” ADIs also provide warning flags for
localizer (LOC), glideslope (GS), rate-of-turn (RT), and angle-
of-attack (SPD) indication failure.

HSI Display Features

The following summary describes the functional characteristics
and operational features which are common to mechanical HSIs
typically installed in the Cessna Citation II. Refer to the appropri-
ate operating manual for specific capabilities of the system in-
stalled in your airplane.
Compass Card and Heading Index

A 360° rotating white compass card indicates airplane head-
ing when referenced to the white triangular heading index in
the upper center of the display. The compass scale is divided
into 5° increments with 10° division markings being twice as
long as the 5° markings. Fixed 45° index markings are posi-
tioned adjacent to the scale. Compass heading is referenced
to magnetic north.
Airplane Symbol
The airplane symbol, located in the center of the instrument
face, provides visual indication of the airplane’s position in re-
lation to the course deviation bar. Alignment of the airplane
symbol with the course deviation bar simulates alignment of
the airplane’s flight path to the centerline of the selected navi-
gation course or localizer.
Course Deviation Indication

Lateral deviation from the centerline of a selected navigation
course or localizer is indicated by the relationship between a
moveable bar and fixed deviation scale located in the center
of the instrument. The deviation scale consists of two filled white
circles evenly spaced on each side of the airplane symbol.
The outer circles reference full scale deviation while the inner
circles reference half scale deviation. Alignment of the course
deviation bar with the airplane symbol represents alignment of
the airplane’s flight path with the centerline of the selected navi-
gation course or localizer.
Heading Bug
An orange heading bug is manually rotated about the com-
pass card by the heading (HDG) select knob on the lower right
corner of the instrument bezel. Once set, the heading bug ro-
tates with the compass card. The heading bug functions to
indicate desired heading and provides selected heading ref-
erence for autopilot steering.

Course Pointer
The course pointer is manually rotated about the compass card
by the course (CRS) select knob on the lower left corner of the
instrument bezel. Once set, the course pointer rotates with the
compass card and provides indication of the desired naviga-
tion course to be flown. Depending on HSI installation, the se-
lected course may be indicated in the upper left corner of the
display.
To/From Indicator
A filled white triangle, pointing either toward the head (to) or
the tail (from) of the course pointer, functions to provide visual
indication that the selected course will take the airplane to or
from the selected navaid or waypoint. The to/from indicator is
not displayed during ILS operation or when an invalid navaid
or waypoint signal is received.
Distance to Station (DME) Indication

Depending on HSI installation, DME information in nautical miles
may be indicated in the upper right corner of the display.
Glideslope Indication
Glideslope deviation is indicated by the relationship between
a moveable pointer and fixed vertical deviation scale commonly
located on the right side of the instrument face. The deviation
scale consists of two filled white circles evenly spaced above
and below a filled white diamond. The outer circles reference
full-scale deviation while the inner circles reference half-scale
deviation. Alignment of the green pointer with the center dia-
mond represents alignment of the airplane’s glide path with
the glideslope centerline.
Failure Warning Flags

Depending on HSI installation, various failure warning flags will
appear across the instrument face whenever electrical power
is removed from the instrument or when the corresponding in-
dication becomes invalid. Typically, warning flags are provided
for navigation (NAV) and heading (HDG) indication failure, and
vertical gyro (VERT) failure.

Electronic Flight Instrumentation System (EFIS)
Refer to the appropriate operating manual for specific capabilities

of the system installed in your airplane.
Autopilot/Flight Director System (AP/FD)
Refer to the appropriate operating manual for specific capabilities

of the system installed in your airplane.
Limitations
Refer to the applicable airplane manufacturer’s FAA approved

flight manual or approved manual material, markings and plac-
ards, or any combination thereof for all limitations.

flight manual or approved manual material (supplementary check-
list) as revised, for procedural information.

Chapter 8
Hydraulics and Landing Gear
Table of Contents
Overview ............................................... 8-1

Landing Gear System Description ........... 8-1
Nose Gear ............................................ 8-2
Main Gear ............................................ 8-6
Hydraulic Actuators........................... 8-8
Uplock Sequence Actuators .............. 8-9
Left Main Gear Safety Switch .............. 8-10
Landing Gear Control and
Position Indicator ................................ 8-12
Landing Gear Control Handle .......... 8-12
Landing Gear Warning Horn ................. 8-15
Landing Gear Indicator Light
and Warning Horn Test .................. 8-16
Landing Gear Hydraulics ...................... 8-17
Landing Gear Hydraulic
Pressure Source ............................ 8-17
Hydraulic Power
System Components ...................... 8-17
Hydraulic Fluid Reservoir ................. 8-17
Engine-Driven Hydraulic Pumps ........ 8-21
Hydraulic Filters ............................. 8-21
Hydraulic Firewall Shutoff Valves ..... 8-22
Hydraulic System Indication ................. 8-23
Hydraulic Flow Annunciators ............ 8-23
Hydraulic Pressure Annunciator ....... 8-24
Landing Gear Control Valve............. 8-25
Hydraulics and Landing Gear, continued
Table of Contents
Landing Gear Operation ....................... 8-26

Landing Gear Retraction ................. 8-26
Landing Gear Extension .................. 8-28
Static (Open Center) Condition ........ 8-28
Landing Gear Extension/Retraction
Speeds and Cycle Times ................ 8-28
Auxiliary/Emergency Landing Gear
Extension System ............................... 8-30
Auxiliary/Emergency Air
Storage Bottle ............................... 8-30
Auxiliary/Emergency Gear Extension
System Operation .......................... 8-31
Emergency Hydraulic Dump Valve .... 8-33
Brakes ............................................... 8-34
Power Brake System ...................... 8-34
Touchdown Protection ..................... 8-37
Anti-Skid System ............................ 8-38
Anti-Skid System Test .................... 8-39
Locked Wheel Crossover
Protection ...................................... 8-40
Auxiliary/Emergency
Braking System .............................. 8-40
Auxiliary/Emergency
Braking System Usage ................... 8-41
Parking Brake System .................... 8-41
Limitations .......................................... 8-42
Overview
The Cessna Citation II is equipped with retractable tricycle

landing gear that is electrically-controlled and hydraulically-
operated. The main gear assemblies are located in each wing.
The nose gear assembly is located in the nose section of the
fuselage. Normal gear extension and retraction is activated by
the landing gear control handle. Emergency gear extension is
provided by a mechanical uplock release “free-fall” system and
a pneumatic “blowdown” system. The airplane has an indepen-
dent hydraulic system for the main gear wheel brakes. Emer-
gency braking, anti-skid and other braking systems are pro-
vided.
Landing Gear System Description
Normal extension and retraction is accomplished by directing

hydraulic fluid under engine-driven pump pressure to an actua-
tor at each gear assembly. All three gear assemblies are held
in the extended position by mechanical downlock latches
internal to each actuator, and held in the retracted position by
uplock hooks. Hydraulic pressure releases the downlock
latches during gear retraction, and uplock hooks during gear
extension.
Six microswitches are incorporated; three actuated by the

uplock hooks and three actuated by the downlock latches.
These microswitches operate in conjunction with the landing
gear control, position indication, and warning circuitry.
HYDRAULICS AND LANDING GEAR 03/09 FOR TRAINING PURPOSES ONLY 8-1
Nose Gear
The nose gear is of conventional design incorporating a lower

piston/fork assembly, upper trunnion assembly, shock strut
assembly, torque links, and a hydraulic shimmy damper. The
piston/fork assembly provides attachment points and running
clearance for the nosewheel. Attachment points for installation
of the nose gear to the nose wheel well structure are provided
by the trunnion assembly which also houses the shock strut
assembly. Upper and lower torque links connect the piston/fork
assembly to the trunnion assembly and maintain alignment of
the nosewheel.

The nose gear incorporates an air-oil type shock strut assembly

which functions to support the weight of the airplane and ab-
sorb shock loads encountered during ground operation. The
shock strut assembly consists primarily of an inner cylinder re-
tained within a hydraulic fluid filled outer cylinder. The inner cyl-
inder is integral to the piston/fork assembly while the outer cyl-
inder is housed within the trunnion assembly. A floating isola-
tion piston divides the interior of the inner cylinder into a hy-
draulic fluid filled upper chamber and nitrogen gas or dry air
charged lower chamber. A fixed orifice separates the upper
chamber of the inner cylinder from the outer cylinder. A tapered
metering pin regulates the flow of hydraulic fluid through this
orifice in relation to increasing or decreasing load.
Under increasing load, hydraulic fluid flows from the outer cylin-
der to the upper chamber of the inner cylinder. As the strut
compresses, the metering pin progressively restricts the orifice.
When the rate of hydraulic fluid flow through the orifice is insuf-
ficient to absorb compression shocks, the isolation piston is
forced downward against gas/air pressure to assume the addi-
tional load. Under decreasing load, the isolation piston is
forced upward by gas/air pressure and hydraulic fluid flows
from the upper chamber of the inner cylinder to the outer cylin-
der until the pressure on each side of the orifice is equal.
The shimmy damper consists

of a hydraulic fluid filled outer 2
cylinder assembly and an
internal piston assembly,
attached to the nose gear
such that the piston effectively 1
moves within the cylinder as
the nosewheel is turned.
Movement of the piston,
caused by lateral oscillation of
the nosewheel, is dampened
by the hydraulic fluid which
must be forced through ori- 1. Shimmy Damper
fices in the piston as it moves 2. Compensating Chamber
within the cylinder. The
shimmy damper also incorporates a compensating chamber
which houses a spring-loaded valve that relieves thermal ex-
pansion of the hydraulic fluid.
The nose gear retracts
forward into the nose wheel 1
well and, when fully re-
2
tracted, is enclosed by 2
three doors. The two for-
ward doors are linked by
push-pull rods to a com-
mon torque tube and 4
bellcrank assembly such 3
that they operate simulta-
neously. The torque tube
and bellcrank assembly is
linked by a single push-
pull rod to the trunnion 1. Torque Tube
assembly such that the 2. Push-Pull Rods
forward doors mechani- 3. Trunnion Assembly
cally open during exten- 4. Forward Door Hinges
sion and retraction, and
close following extension or retraction. The aft door is also
linked by a single push-pull rod to the trunnion assembly such
that it mechanically opens during extension and closes during
retraction. A universal joint straightening mechanism centers
the nose gear during retraction.

Landing Gear Assemblies
Main Gear
HYDRAULIC OIL CHAMBER

FILL PLUG TRUNNION
ACTUATOR ASSEMBLY
SWIVEL
FITTING
DRAG
BRACE
SHOCK
STRUT MAIN GEAR
DOOR LINKAGE
SQUAT
SWITCH
AIR CHAMBER
AIR VALVE
BRAKE LINES
TORQUE
Nose Gear LINKS
AXLE
BRAKE
ASSEMBLY
STEERING
GEARS
SHIMMY HYDRAULIC
DAMPER ACTUATOR
STEEL
UNIVERSAL
JOINT
FORWARD
DOOR
LINKAGE
DOWNLOCK
SWITCH
TRUNNION
AFT
DOOR
LINKAGE
TORQUE
LINKS
Main Gear
The main gear is of conventional design incorporating a lower

piston/axle assembly, upper trunnion assembly, shock strut
assembly, drag brace, and torque links. The piston/axle assem-
bly provides attachment points and running clearance for the
main wheel and wheel brake assembly. Attachment points for
installation of the main gear to the front and rear wing spar are
provided by the trunnion assembly which also houses the
shock strut assembly. The drag brace interconnects the aft
upper and lower ends of the trunnion assembly and functions to
reduce fore and aft forces on the shock strut assembly. Upper
and lower torque links connect the piston/axle assembly to the
trunnion assembly and maintain alignment of the main wheel.

Each main gear assembly incorporates an air-oil type shock

strut assembly which functions to support the weight of the air-
plane and absorb shock loads encountered during ground op-
eration. The shock strut assembly consists primarily of an inner
cylinder retained within a hydraulic fluid filled outer cylinder.
The inner cylinder is integral to the axle/piston assembly while
the outer cylinder is housed within the trunnion assembly. A
floating isolation piston divides the interior of the inner cylinder
into a hydraulic fluid filled upper chamber and nitrogen gas or
dry air charged lower chamber. A variable orifice separates the
upper chamber of the inner cylinder from the outer cylinder and
regulates the flow of hydraulic fluid between these areas in rela-
tion to increasing or decreasing load.
Under increasing load, hydraulic fluid flows from the outer cylin-
der to the upper chamber of the inner cylinder. As the strut
compresses, the variable orifice is progressively restricted.
When the rate of hydraulic fluid flow through the orifice is insuf-
ficient to absorb compression shocks, the isolation piston is
forced downward against gas/air pressure to assume the addi-
tional load. Under decreasing load, the isolation piston is
forced upward by gas/air pressure and hydraulic fluid flows
from the upper chamber of the inner cylinder to the outer cylin-
der until the pressure on each side of the orifice is equal.
The main gear assemblies retract inward into the wing wheel
wells and, when fully retracted, each is partially enclosed by a
hinged door which opens during extension and closes during
retraction. Push-pull rods mechanically link the doors to their re-
spective trunnions such that they operate simultaneously.
Hydraulic Actuators
Each hydraulic actuator is comprised of a cylinder body with an
internal piston and rod assembly. The cylinder body of each
actuator is attached to the airframe structure. Each rod end is
attached to its associated gear trunnion assembly. Retract and
extend ports on each cylinder are plumbed to the landing gear
hydraulic system. Separate pneumatic extend ports are
plumbed to the pneumatic blowdown system.
5
4
6
2
1
3
1. Cylinder Body 4. Hydraulic Retract Port

2. Piston Rod 5. Hydraulic Extend Port
3. Downlock Indicator 6. Pneumatic Extend Port
The nose gear actuator piston “pulls” the nose gear to the
extended position and “pushes” it to the retracted position. The
main gear actuator piston “pushes” the main gear to the ex-
tended position and “pulls” it to the retracted position. The nose
gear actuator incorporates a shuttle valve that is normally
spring-loaded open to the hydraulic extend port. During auxil-
iary/emergency gear extension, the shuttle valve is repositioned
open to the pneumatic extend port by gas/air pressure. Each
main gear actuator incorporates a separate, concentric, pneu-
matic extension chamber that is always open to the pneumatic
extend port. All three gear actuators incorporate integral “ring
and groove” type downlock latches which hold the gear assem-
blies in the fully-extended position when hydraulic pressure is
removed. Approximately 300 PSI is required to release these
latches.

Uplock Sequence
Actuators 4
Independent uplock 1
sequence actuators are
provided for each gear
assembly to hydrauli-
cally release the uplock
hooks during normal
gear extension. Each
consists of an actuator 3
body, a spring-loaded
internal piston and rod 2
assembly, and a check
valve. The actuator
body is attached to the 1. Actuator Body
airframe structure. The 2. Uplock Hook
uplock hook is linked to
3. Release Cable
the rod end. Three
4. Uplock Switch
ports are located on
each actuator body: the first (pressure inlet) is plumbed to the
extend circuit of the landing gear hydraulic system, the second
(pressure outlet) is plumbed to the extend port of its associated
gear assembly’s hydraulic actuator, the third is plumbed to the
retract port of its associated gear assembly’s hydraulic actua-
tor. The check valve is positioned between the pressure inlet
port and pressure outlet port such that hydraulic fluid flow to
the extend port of the hydraulic actuator is restricted until the
uplock hook is released. During normal gear extension, hydrau-
lic pressure applied to the internal piston “pulls” the rod inward
thereby releasing the uplock hook. Following uplock hook
release, continued inward movement of rod unseats the check
valve allowing hydraulic fluid flow to the extend port of the
hydraulic actuator. During gear retraction, return hydraulic fluid
flow from the extend port of the hydraulic actuator unseats the
check valve. During emergency gear extension, the uplock
hooks are mechanically-released.
Left Main Gear Safety Switch
A safety switch, located on the

left main gear, is installed
primarily to prevent inadvert-
ent retraction of the gear
during ground operation when
the left main gear strut is
compressed. Numerous addi-
tional functions are listed
below.
On Ground, Strut Compressed, Safety Switch Open
Enables:
1. Generator-assisted engine start
2. Automatic ground cabin depressurization
3. Wheel brake anti-skid
4. Locked wheel crossover protection (550-0437 and after)
5. Thrust reverser deployment
6. Sperry TAS heater probe low heat level (550-0505 and earlier)
7. Tailcone pressurization
Disables:
1. Landing gear handle movement
2. Emergency pressurization control valve
3. Touchdown protection (550-0437 and after)
4. Air Data Computer (550-0324 and after)
5. Stick shaker
6. Optional approach indexer (550-0627 and after)
7. Air data warning horn (550-0505 and earlier)
8. Ground Proximity Warning System (550-0376 and after)
9. Flight data recorder (550-0550 and after)
10. Cockpit voice recorder (550-0550 and after)
11. Angle of attack probe heat
12. Sperry TAS heater probe high heat level (550-0505 and earlier)
13. Hobbs meter
14. Davtron digital clock flight time function
15. Panel light dimming (550-0689 ~ 0698; 550-0703 and after)
16. Angle of attack indexer dimming (550-0550 and after)

In Flight, Strut Extended, Safety Switch Closed
Enables:
1. Landing gear handle movement
2. Emergency pressurization control valve
3. Touchdown protection (550-0437 and after)
4. Air Data Computer (550-0324 and after)
5. Stick shaker
6. Optional approach indexer, if nose gear is down and locked
(550-0627 and after)
7. Altitude alert warning horn
8. Ground Proximity Warning System (550-0376 and after)
9. Flight data recorder (550-0550 and after)
10. Cockpit voice recorder (550-0550 and after)
11. Angle of attack probe heat
12. Sperry TAS heater probe high heat level (550-0505 and earlier)
13. Hobbs meter
14. Davtron digital clock flight time function
15. Panel light dimming (550-0689 ~ 0698; 550-0703 and after)
16. Angle of attack indexer dimming (550-0550 and after)
Disables:
1. Generator-assisted engine start
2. Automatic ground cabin depressurization
3. Wheel brake anti-skid
4. Locked wheel crossover protection (550-0437 and after)
5. Thrust reverser deployment
6. Sperry TAS heater probe low heat level (550-0505 and earlier)
7. Tailcone pressurization
Landing Gear Control and Position Indication
Landing Gear Control Handle

The landing gear hydraulic system is activated by a two-posi-
tion, wheel-shaped control handle, labeled LDG GEAR - UP/
DOWN, located in the lower left corner of the center instrument
panel. Three microswitches are actuated by the control handle:
a retract switch, an extend switch, and a selector switch. The
retract switch is actuated when the control handle is moved to
the “UP” position; the extend switch is actuated when the con-
trol handle is moved to the “DOWN” position. When either
switch is actuated, a corresponding retract or extend solenoid
integral to the landing gear control valve is energized, thereby
positioning the valve to permit gear retraction or extension as
selected. The control handle is spring-loaded to the selected
position and must be pulled outward before it can be moved.
Protection against inadvertent retraction of the gear during

ground operation is provided by a spring-loaded, solenoid-
operated handle lock. The solenoid is energized and deener-
gized through the left main gear safety switch. When the left
main gear strut is compressed, the solenoid is deenergized
and the spring-loaded lock prevents the control handle from
being moved to the “UP” position. When the left main gear strut
is uncompressed, the solenoid is energized by 28 VDC left
main bus power through the 2-amp LDG GEAR circuit breaker,
and the handle lock is released.

The selector switch is integral to the landing gear position

indication and warning system and has two positions (up and
down) that correspond with control handle position. When the
control handle is in the “UP” position, the selector switch estab-
lishes a circuit to the GEAR UNLOCKED light module through
the uplock and downlock microswitches. When the control
handle is in the “DOWN” position, the selector switch estab-
lishes a circuit to the GEAR UNLOCKED light module through
downlock microswitches only.
1. Gear Down and
Locked Light Module
A light module incorporating 1
three green lenses individually
labeled NOSE, LH, and RH,
located to the right of the
landing gear control handle,
provides indication that the 2
landing gear is in the down
and locked position. The LH
and RH main gear position
indicators are illuminated by
one bulb each. The NOSE
gear position indicator is illuminated by two bulbs wired in
parallel for continued operation should one bulb fail. The down
and locked position indicators are individually illuminated
through the downlock microswitches as each gear assembly
reaches its fully-extended position and its associated downlock
latch is engaged.
2. Gear Unlocked Light Module

A light module incorporating a single red lens labeled GEAR
UNLOCKED, located below the gear down and locked light
module, provides indication that the landing gear is in transit or
that one or all three landing gear assemblies are not in the
same position as the landing gear control handle. This indicator
is illuminated by two bulbs wired in parallel for continued
operation should one bulb fail. During gear retraction, the
indicator is illuminated through the selector switch, downlock
microswitches, and uplock microswitches when the control
handle is positioned to “UP,” the downlock latches are re-
leased, and uplock hooks are not engaged. During gear exten-
sion, the indicator is illuminated through the selector switch and
the downlock microswitches only, when the control handle is
positioned to “DOWN” and the downlock latches are not en-
gaged. During extension and retraction, the downlock
microswitches provide the ground required for GEAR UN-
LOCKED indicator illumination only when downlock latches are
not engaged. When all three gear assemblies have reached
their fully-retracted or fully-extended position the GEAR UN-
LOCKED indicator should be extinguished. When all three gear
assemblies are up and locked, all position indicators should be
extinguished.

R-6/27/96
Landing Gear Warning Horn
The landing gear warning horn is located in the overhead flight

compartment, aft and outboard of the pilot’s station, and pro-
vides audible indication that the gear is not down and locked
when the airplane is configured for landing. The horn is ener-
gized through a pair of throttle position switches, a flap position
switch, and an airspeed switch (550-0627 and after), integral to
the landing gear position indication and warning circuit. Each
throttle position switch is actuated closed when its associated
THROTTLE lever is set below approximately 70% N2. The flap
position switch is actuated closed by the FLAP lever when set
below the T.O. & APPR position (approximately 15°). The air-
speed switch, incorporated on airplanes 550-0627 and after
only, is closed below approximately 150 KIAS. In combination,
these switches and the downlock microswitches will cause the
horn to sound when any one or all three gear assemblies are
not down and locked under the following conditions:
Airplanes 550-0626 and earlier
1. Either or both THROTTLE levers set below approximately 70% N2

regardless of airspeed
2. FLAP lever set below T.O. & APPR position, regardless of airspeed or
THROTTLE position
Airplanes 550-0627 and after
1. Either or both THROTTLE levers set below approximately 70% N2 when

airspeed is below approximately 150 KIAS
2. FLAP lever set below T.O. & APPR position, regardless of airspeed or
THROTTLE lever position
A HORN SILENCE button,

located right of the control
handle, energizes a pair of
relays associated with the
throttle position switches.
When this button is pressed,
both relays are energized
thereby interrupting the throttle
position switch circuit and
silencing the warning horn.
▲ HORN SILENCE BUTTON
Each relay remains energized through an integral latching
circuit as long as its associated throttle position switch remains
closed and all three gear assemblies are not down and locked.
If the horn has been energized through the throttle position
switches only, it may also be silenced by advancing the
THROTTLE levers above approximately 70% N2, or by increas-
ing airspeed above 150 KIAS (550-0627 and after only). If the
horn has been energized through the flap position switch,
pressing the HORN SILENCE button, advancing the THROTTLE
levers, or increasing airspeed (550-0627 and after only), will not
silence the horn.
Landing Gear Indicator Light

and Warning Horn Test
Operation of the landing gear
position indication and warn-
ing system may be verified by
rotating the TEST selector
switch, located on the lower
left instrument panel, to the
“LDG GEAR” position. This
energizes a test relay that
bypasses the downlock
microswitches which normally
provide the ground required to
illuminate the position indicators and sound the warning horn.
In this condition, if the system is functioning normally, the LH,
RH, NOSE, and GEAR UNLOCKED position indicators should
be illuminated and the warning horn should sound. Operation of
the HORN SILENCE button may also be verified during this test.
If functioning normally, pressing the button should silence the
horn.
The position indicators and warning horn normally receive 28

VDC power from the left main bus (550-0550 and after) or right
main bus (550-0505 and earlier) bus through the 2-amp LDG
GEAR circuit breaker. During system testing, the test relay and
GEAR UNLOCKED position indicator receive 28 VDC power
from the left main bus (550-0550 and after) or right main bus
(550-0505 and earlier) through the 5-amp WARN LTS 1 circuit
breaker.

Landing Gear Hydraulics
Landing Gear Hydraulic Pressure Source

The hydraulic power system provides hydraulic pressure for
landing gear retraction and normal extension. The system also
supplies hydraulic pressure for operation of the speed brakes
and optional thrust reversers when installed. A detailed de-
scription of the hydraulic power system is provided below.
Hydraulic Power System Components

Major components of the hydraulic power system include a
hydraulic fluid reservoir, engine-driven hydraulic pumps, sole-
noid-operated control valve, and annunciators that indicate
system operating conditions.
Hydraulic Fluid Reservoir

The hydraulic fluid reservoir, located within the aft fuselage,
stores fluid and supplies the hydraulic pumps. The reservoir is
comprised of two cylindrical sections joined end-to-end. The
larger cylinder houses the fluid reservoir; the smaller cylinder
(neck) primarily houses a fluid level sight gage. A piston di-
vides the larger cylinder into separate fluid-filled and air-filled
chambers. On airplanes 550-0180 and after, and airplanes 550-
0065 and earlier not incorporating SB550-29-1 or -2, the reser-
voir is considered pressurized. On airplanes 550-0066 through
0179, and airplanes 550-0065 and earlier incorporating SB550-
29-1 or -2, the reservoir is considered non-pressurized.
In pressurized reservoirs, the large reservoir piston is attached

to and positioned by a small piston located within the neck. The
small piston is positioned by hydraulic pressure. With 1350 to
1500 PSI hydraulic pressure acting on the small piston, the
large piston maintains approximately 15 PSI within the fluid-
filled chamber. The large piston is spring-loaded to maintain
approximately 3 to 4 PSI within the fluid-filled chamber when
hydraulic pressure is not available.
In non-pressurized reservoirs, the piston is spring-loaded to

maintain approximately 3 to 4 PSI within the fluid-filled chamber.
The air-filled chamber is vented to facilitate piston movement.
Hydraulic Distribution System
© PCW

Overpressurization of the fluid-filled chamber is prevented by a

relief valve that begins opening at 40 PSI and fully opens at 60
PSI. When open, excess hydraulic fluid is routed through an
overboard relief line. On airplanes 550-0482, 0485 through
0698 incorporating SB550-29-06, and airplanes 550-0699 and
after, this fluid drains into a plastic EPA bottle within the aft
fuselage. On airplanes 550-0484, 0483, 0481 and earlier, and
airplanes 550-0482, 0485 through 0658 not incorporating
SB550-29-06, this fluid drains overboard through the hydraulic
service panel vent mast located on the lower right surface of the
aft fuselage.
© PCW
The fluid level sight gage consists of an indicator rod, visible

through a window on the reservoir neck, that is attached to and
positioned by the reservoir piston. The position of the rod in
relation to REFILL, FULL, and OVERFULL markings above the
window, and corresponding 38, 125, and 150 IN3 markings
below the window, indicates the reservoir fluid level. The 38,
125, and 150 IN3 markings correspond to 0.2, 0.5, and 0.6
gallons respectively. A microswitch is attached to the neck such
that it is held open by the indicator rod when it is positioned
above REFILL. When the rod is positioned below REFILL, the
microswitch closes illuminating the amber [HYD LOW LEVEL]
annunciator (550-0550 and after) or [HYD LEVEL LO] annuncia-
tor (550-0505 and earlier).
The reservoir is serviced through a pressure line coupling on
the hydraulic service panel. Reservoir capacity is approxi-
mately 0.65 gallons with the gear down and locked. The hy-
draulic system reservoir may be serviced with Skydrol 500A,
500B, 500B-4, 500C, and LD-4; Hyjet, Hyjet W, III, or IVA; or any
equivalent phosphate ester based hydraulic fluid. Mixing hy-
draulic fluids should not impair system operation.
Caution: Phosphate ester based hydraulic fluid will attack a

wide range of materials, including rubber, copper, various
plastics, and paints.
Caution: If heated beyond 270°F, Skydrol decomposes into

acids and other products that can damage metal structures.

Engine-Driven Hydraulic Pumps

Hydraulic pressure is provided
by constant-displacement
hydraulic pumps that are gear-
driven by and mounted on the
accessory gearbox of each
engine. When hydraulic pres-
sure is not required to operate
airplane systems, the hydraulic
system functions in an “open
center” fashion, as the pumps
draw hydraulic fluid from the
reservoir, circulate it through the
hydraulic system, and return it to the reservoir through the return
line. When hydraulic pressure is required to operate landing
gear or other systems, a bypass valve is energized closed,
thereby allowing hydraulic pressure to increase. A check valve
is installed in the return line to the reservoir to prevent reverse
flow from the reservoir. Check valves, installed downstream from
each pump and its associated filter, prevent reverse fluid flow in
the event of opposite pump failure. These check valves also
incorporate flow switches or flow detectors that illuminate corre-
sponding annunciators to indicate low hydraulic flow/pressure
from each hydraulic pump. A restrictor check valve is installed
in the pressure line downstream of the right hydraulic pump to
prevent reverse fluid flow during servicing.
Hydraulic Filters
A hydraulic filter is installed in each pump pressure line and in
the hydraulic reservoir return line to prevent foreign material
from contaminating the hydraulic fluid. The pump pressure line
filters have a 3 GPM nominal flow capacity, and incorporate a
100 PSI differential bypass valve that permits continued flow in
the event of filter blockage. The reservoir return line filter has a
12 GPM nominal flow capacity and incorporates a 100 PSI
differential bypass valve. These filters have a 5-micron nominal
rating and a 15-micron absolute rating.
Hydraulic Firewall Shutoff Valves
A hydraulic firewall shutoff valve is installed within the aft fuse-
lage in each hydraulic pump suction line. The hydraulic firewall
shutoff valves function to terminate hydraulic fluid flow in the
event of an engine fire. Each ball-type valve is motor-operated
and electrically-controlled by independent [LH ENG FIRE] and
[RH ENG FIRE] annunciator/switches on the glare shield panel
fire tray. A transparent, spring-loaded guard is installed over
each switch to protect against inadvertent actuation.
When either switch is pressed, the corresponding valve is

closed by 28 VDC power supplied through its associated 7.5-
amp LH F/W SHUTOFF or RH F/W SHUTOFF circuit breaker on
the left CB panel. When fully closed, the corresponding amber
[LH] or [RH] [HYD FLOW LO] annunciator (550-0550 and after)
or [L] or [R] [HYD PRESS LO] annunciator (550-0505 and ear-
lier) should be illuminated. Additionally, both [BOTTLE ARMED
PUSH] annunciator/switches on the glare shield panel fire tray
should be illuminated. A closed valve may be reopened by
pressing the corresponding switch to release it from its locked
position.
Note: The fuel firewall shutoff valve is also closed when the
hydraulic firewall shutoff valve is closed. Refer to Chapter 3 for
a complete description of the fuel firewall shutoff valve. Refer to
Chapter 2 for a complete description of the engine fire protec-
tion system.

Hydraulic System Indication
Indication of hydraulic system operation is provided by flow,

pressure, and fluid level lights located on the annunciator
panel.
Hydraulic Flow Annunciators

Independent amber [LH] and [RH] [HYD FLOW LOW] annun-
ciators (550-0550 and after) or [L HYD PRESS LO] and [R HYD
PRESS LO] annunciators (550-0505 and earlier) illuminate to
indicate low hydraulic flow from each engine-driven pump.
On airplanes 550-0050 through 0063, 0065 and after, the hy-

draulic fluid flow annunciators are illuminated by independent
left and right flow switch/check valves. Each flow switch/check
valve is comprised of a sliding magnet that is attached to and
moves with the check valve poppet. If the system is operating
normally, each annunciator will illuminate when the airplane
electrical system is energized, and will remain illuminated until
its associated hydraulic pump develops sufficient pressure to
unseat the check valve, thereby magnetically opening the
switch and extinguishing the corresponding annunciator.
On airplanes 550-0064, 0049 and earlier, the hydraulic fluid

flow annunciators are illuminated by a combination check
valve/flow detector that is comprised of a sliding magnet and
two switches. One switch controls illumination of the amber
[L HYD PRESS LO] annunciator; the other switch controls illumi-
nation of the amber [R HYD PRESS LO] annunciator. The sliding
magnet is spring-loaded to a neutral position. When an inlet
port pressure differential exists, the magnet is forced toward the
area of lowest pressure. If one pump is generating at least 25
PSI more than the other, the magnet closes the switch corre-
sponding to the pump that is generating the lower pressure,
thereby illuminating the associated annunciator. If the system is
operating normally, the annunciator corresponding to the en-
gine started last will illuminate following initial engine start, and
will remain illuminated until its associated hydraulic pump
develops sufficient pressure to move the flow detector magnet
to the neutral position, thereby magnetically opening the switch
and extinguishing the corresponding annunciator.
Hydraulic Pressure Annunciator
Pressurization of hydraulic components is indicated by an
amber [HYD PRESS ON] annunciator. This annunciator is
illuminated when pressure exceeds approximately 155 PSI, by
a hydraulic pressure switch, located upstream of the landing
gear control valve.

Landing Gear Control Valve

The landing gear control valve functions to direct hydraulic fluid
to the hydraulic actuator retract or extend ports. The hydraulic
landing gear control valve is operated by “retract” and “extend”
solenoids. The control valve contains an internal selector spool
that is spring-loaded to a neutral position when the solenoids
are not energized. In this position, both the retract and extend
ports are connected to the return port so that fluid will not be
trapped under pressure within the hydraulic lines. The other
selector spool positions depend upon the position of the land-
ing gear control handle. When the control handle is moved to
the “UP” position, the retract solenoid is energized, which
positions the selector spool to connect the hydraulic inlet port to
the retract port and connect the extend port to the return port.
When the control handle is moved to the “DOWN” position the
extend switch is actuated, energizing the extend solenoid,
which positions the selector spool to connect the hydraulic inlet
port to the extend port and connect the retract port to the return
port. The control handle is spring-loaded to the selected posi-
tion and must be pulled outward before it can be moved.
The landing gear control valve functions with an input power of

18 to 30 VDC.
System pressure is regulated by a relief valve that begins to

open at approximately 1350 PSI, and prevents hydraulic system
pressure from exceeding 1500 PSI. The relief valve also pre-
vents hydraulic fluid flow rate from exceeding 6.6 GPM. Excess
fluid released through the relief valve flows into the reservoir
return line.
During landing gear extension or retraction, the [HYD PRESS

ON] annunciator should be illuminated as an indication of
adequate hydraulic pressure. Failure of this light to illuminate
indicates that hydraulic pressure is insufficient for system op-
eration. Continued illumination after all three landing gear
assemblies have reached the selected position indicates
malfunction of a hydraulic system component.
Landing Gear Operation
The following paragraphs describe normal landing gear retrac-

tion, as well as normal and emergency landing gear extension.
The airplane has no emergency landing gear retraction
capability.
Landing Gear Retraction

Landing gear retraction is initiated by positioning the landing
gear control handle to “UP.” In this position, the control valve
retract solenoid and hydraulic system center valve are ener-
gized to permit landing gear retraction. During retraction, the
control valve selector spool to is positioned to direct hydraulic
fluid to the retract port of each actuator and the center valve
closes, illuminating the amber [HYD PRESS ON] annunciator.
Once hydraulic pressure releases the downlock latches, the
retract side of the gear actuator pistons is pressurized, thereby
initiating gear retraction. Release of the downlock latches
actuates downlock switches that illuminate the red GEAR UN-
LOCKED light while the gear is in transit.
As each gear assembly reaches its fully-retracted position, it is

held in position by a gear uplock hook that engages an uplock
roller on the gear trunnion. An uplock switch is actuated closed
by each uplock hook. When the landing gear is fully retracted
and all three microswitches have closed, the red GEAR UN-
LOCKED light is extinguished, the hydraulic system center
valve opens, and the retract solenoid is deenergized. In this
condition, the control valve selector spool returns to its neutral
position and the hydraulic system returns to “open center”
mode, extinguishing the amber [HYD PRESS ON] annunciator.
Note: When the center valve is energized and hydraulic pres-

sure is being supplied to the landing gear, the amber [HYD
PRESS ON] annunciator will be illuminated.

Landing Gear System Schematic (retraction)
© PCW
Landing Gear Extension
Landing gear extension is normally initiated by positioning the
landing gear control handle to “DOWN.” In this position, the
control valve extend solenoid and hydraulic system center
valve are energized to permit landing gear extension. During
extension, the control valve selector spool to is positioned to
direct hydraulic fluid to the uplock sequence actuators and the
center valve closes, illuminating the amber [HYD PRESS ON]
annunciator. As sufficient hydraulic pressure builds within these
actuators, the uplock hooks are released. After each uplock
hook is fully released, fluid is routed to the extend port of its
respective landing gear actuator and the gear begins to extend.
Individual microswitches, actuated open by the release of the
uplock hooks, energize the red GEAR UNLOCKED light while
the gear is in transit.
As each gear actuator reaches its fully-extended position,

internal downlock latches mechanically engage to hold the
gear extended. Individual microswitches are actuated closed
by the downlock latches, illuminating their respective green
NOSE, LH, and RH gear down indicators. When all three gear
assemblies are fully down and locked and their respective
microswitches are closed, the red GEAR UNLOCKED light is
extinguished, the hydraulic system center valve opens, and the
extend solenoid is deenergized. In this condition, the control
valve selector spool returns to its neutral position and the hy-
draulic system returns to “open center” mode, extinguishing the
amber [HYD PRESS ON] annunciator.
Note: When the center valve is energized and hydraulic pres-

sure is being supplied to the landing gear, the amber [HYD
PRESS ON] annunciator will be illuminated.
Static (Open Center) Condition

When normal extension or retraction is complete, the hydraulic
fluid contained in both the retract and extend circuits remains
static while fluid circulation through the pumps, filters, check
valves, and reservoir continues.
Landing Gear Extension/Retraction Speeds and Cycle Times

On airplanes 550-0626 and earlier, extending, extended, and
retraction maximum speeds are 176 KIAS. On airplanes 550-
0627 and after, maximum operating speeds are 250 KIAS
extending, 262 KIAS extended, and 200 KIAS retracting. Maxi-
mum landing gear retraction speed is 200 KIAS. Normal cycle
time for landing gear operation is approximately six seconds.

Landing Gear System Schematic (extension)
© PCW
Auxiliary/Emergency Landing Gear Extension System
An auxiliary/emergency landing gear extension system is

installed for use in the event of hydraulic system failure. Auxil-
iary/emergency gear extension is provided by a mechanical
uplock release “free-fall” system and a pneumatic “blowdown”
system. The free-fall system allows mechanical gear release
using a T-handle connected by cables to each uplock hook.
Pulling the T-handle releases the uplock hooks mechanically.
The pneumatic blowdown system is used to assure that the
gear is fully extended and locked, and is actuated using a
blowdown knob located behind the T-handle. Major compo-
nents of the system include an auxiliary/emergency air storage
“blowdown” bottle and discharge valve, the auxiliary/emer-
gency gear release T-handle, the blowdown knob, and associ-
ated cables and plumbing.
Auxiliary/Emergency
Air Storage Bottle 1
The auxiliary/emergency air
storage “blowdown” bottle is
located behind the aft divider
within the right nose baggage
compartment and is pressur-
ized with dry nitrogen or clean,
dry compressed air. The bottle
supplies pneumatic pressure 2
to operate both the auxiliary/
emergency landing gear
blowdown system and the 1. Pressure Gage
auxiliary/emergency 2. Air Storage Bottle
braking system.
A bottle pressure gage is visible through an inspection window

positioned on an access panel. The access panel is hinged to
facilitate servicing and is accessible through the right nose
baggage door. The gage is marked with a green arc, denoting
the normal system indicating range, from 1800 to 2050 PSIG.
The bottle should be serviced when indicated bottle pressure is
less than 1800 PSIG. The bottle holds from 75 to 100 cubic
inches of air.

The blowdown bottle is equipped with a thermal relief valve that

functions to release excessive pressure overboard through a
vent line. The relief valve is designed to rupture at approxi-
mately 3750 to 4250 PSIG. The thermal relief valve is not reus-
able; if it ruptures, the valve or the complete bottle assembly
must be replaced.
Warning: Thermal relief valve rupture will render the auxiliary/

emergency landing gear extension and braking systems inop-
erable.
Note: The blowdown bottle requires hydrostatic testing every

five years.
Auxiliary/Emergency Gear
Extension System Operation
Should the landing gear fail to
extend hydraulically, requiring
operation of the auxiliary/
emergency extension system,
the red AUX GEAR CONTROL
T-handle should be pulled 2
fully out to release the landing
gear uplocks. The T-handle 1
should then be rotated 45°
clockwise to unlock. This
action allows the landing gear 1. T-Handle
to free-fall, and also unlocks 2. Blowdown Knob
the red, collar-type pneumatic
blowdown knob. To assure that the landing gear is fully down
and locked, the blowdown knob should be pulled to actuate a
valve that discharges the blowdown bottle.
The blowdown knob is connected by cable to the blowdown

bottle discharge valve. Pulling the blowdown knob opens the
discharge valve, and routes pneumatic pressure directly to the
nose and main gear actuator pneumatic extend ports, thereby
forcing the gear into the down and locked position. Hydraulic
fluid within the gear actuators is returned directly to the hydrau-
lic fluid reservoir by means of a dump valve.
Note: Before operating the AUX GEAR CONTROL T-handle, the

flight crew should assure that the landing gear control handle is
in the “DOWN” position.
Landing Gear System Schematic (emergency extension)
© PCW

Note: When the blowdown knob is pulled, the blowdown bottle

discharge valve latches in the open position and cannot be
reset by the flight crew. Therefore, the blowdown system cannot
be reused until the discharge valve is reset and the storage
bottle is refilled by service personnel. When the blowdown
bottle discharge valve is reset to the closed position during
servicing, it connects the landing gear actuators to a vent line,
allowing gas/air trapped within the gear actuators to be re-
leased overboard when the gear is next operated hydraulically.
Note: To ensure the highest probability of full extension, the

auxiliary/emergency gear extension system should be operated
at an airspeed of approximately 150 KIAS with flaps retracted.
The landing gear may not fully extend if free-fall landing gear
extension is attempted at airspeeds above 176 KIAS.
As in normal extension, respective gear down indicators should

illuminate when each gear assembly reaches its fully-extended
position.
Emergency Hydraulic Dump Valve

Following auxiliary/emergency (pneumatic) gear extension,
hydraulic fluid within the retract side of the landing gear actua-
tors is returned directly to the hydraulic fluid reservoir by means
of a dump valve that is connected to the hydraulic gear retract
line, the hydraulic system return line, and the pneumatic gear
extension line. When pneumatic pressure within the landing
gear system exceeds 200 PSI, the dump valve opens, allowing
hydraulic fluid to flow through the dump valve into the return line
to the reservoir.
Brakes
The left and right wheel brakes

are hydraulically operated by
independent master cylinders
attached to the pilot’s and
copilot’s rudder pedals. The
brake system is pressurized
when either pilot depresses
the toe pedals. Interconnect
assemblies allow either pilot to
operate the brakes with equal
authority. The brake system is
power-assisted and provides
touchdown protection capability. An anti-skid system provides
skid and locked wheel crossover protection. A backup pneu-
matic system can be used for auxiliary/emergency braking in
the event of hydraulic brake system failure; on airplanes 550-
0460 and earlier not incorporating SB550-32-12, backup
manual braking is available as well. Parking brake capability is
provided by locking the normal brakes.
Power Brake System

The power brake system is composed of a brake hydraulic fluid
reservoir, an electrically-driven hydraulic pump and filter as-
sembly, one or two accumulators, and an anti-skid servo valve.
Hydraulic fluid for brake sys-

tem operation is supplied from
a reservoir installed within the 2
nose compartment on the right
side of the forward pressure
bulkhead. On airplanes 550- 1
0281 and after, airplanes 550-
0039 and earlier, and air-
planes incorporating SB550-
32-8, the brake reservoir is
pressurized by cabin pres-
sure, which enters the reservoir
through an assembly that 1. Fluid Reservoir
incorporates a check valve to 2. Accumulator
Pressure Gage
prevent hydraulic fluid or
fumes from entering the cabin,
and a filter to protect the brake fluid from contamination. The
reservoir is vented by an overboard vent line connected to a
relief valve that incorporates a restrictor orifice.

Brake System Schematic
© PCW
The restrictor orifice allows pressurization to accumulate within
the reservoir, but is never fully closed, thereby allowing continu-
ous venting of fumes. On airplanes 550-0040 through 0280 and
airplanes not incorporating SB550-32-8, the reservoir is not
pressurized, and is vented by an overboard line.
Pressure for power brake system operation is provided by

pressurized hydraulic fluid supplied by an electrically-driven
hydraulic pump installed within the left side of the nose com-
partment. The pump is controlled by a pressure switch that
opens when the pressure approaches 1300 PSI and closes
when system pressure approaches 900 PSI. The pump sup-
plies hydraulic fluid to the power brake system and to one or
two accumulators under the left nose baggage compartment
floor. Each accumulator is divided by a floating piston into an
air compartment and a fluid compartment. The air compartment
is pneumatically pressurized to a nominal pressure of 650 to
700 PSIG, and acts to pressurize the contents of the fluid com-
partment.
The accumulator(s) functions to maintain hydraulic pressure

without the need to continuously operate the hydraulic pump,
thereby assuring that hydraulic power-assist is immediately
available to the brake actuators. Fluid expelled from the accu-
mulator during brake operation is returned to the accumulator
by the pump. On airplanes 550-0453 and after, the main gear
power brake system includes one 50 cubic inch accumulator.
On airplanes 550-0437 through 0452, the main gear power
brake system includes two 25 cubic inch accumulators. On
airplanes 550-0436 and earlier, the main gear power brake
system includes one 25 cubic inch accumulator.

Applying pressure to the brake pedals actuates a piston as-

sembly in each master cylinder. Master brake cylinder piston
displacement transfers hydraulic pressure to the anti-skid servo
valve. Braking is power-assisted by hydraulic pressure sup-
plied from the accumulator(s). Hydraulic fluid from the
accumulator(s) is released by the anti-skid servo valve through
the parking brake valve below the flight compartment floor to
the main gear brake assemblies. The additional fluid pressure
hydraulically amplifies the effect of brake pedal pressure.
A color band gage is provided for checking brake hydraulic

accumulator pressure. The pressure gage is visible through an
inspection window positioned on an access panel. The access
panel is hinged to facilitate servicing and is accessible through
the right nose baggage door. The gage is marked with a red
arc between 0 and 650 PSIG denoting underpressure, a green
arc between 650 to 700 PSIG denoting precharge range, a
yellow arc between 700 to 900 PSIG denoting caution range, a
green crosshatched arc between 900 to 1350 PSIG denoting
normal operating pressure, and a red arc between 1350 to
1500 PSIG denoting overpressure.
Note: The accumulator pressure gage denotes pressure

ranges only; it is not marked with numerals denoting specific
pressures.
The power brake system receives 28 VDC left main bus power
through a 20-amp SKID CONTROL circuit breaker on the left CB
panel.
Touchdown Protection
On airplanes 550-0437 and after, the touchdown protection
system prevents landing with pressure applied to the brakes.
The touchdown protection system energizes the power brake
anti-skid control valve open at airplane touchdown through the
left main gear safety switch. The valve therefore remains closed
until the airplane is on the ground, preventing hydraulic fluid
from entering the brake actuators and thereby assuring that the
brakes are not applied at airplane touchdown.
Anti-Skid System
The anti-skid system is integral to the power brake system and
provides maximum braking capability on wet or icy runways.
The system consists of two wheel speed transducers, an elec-
tronic control box, an anti-skid servo valve, pressure switches,
mode switch, circuit breakers, and indicator lights.
The wheel speed transducers are installed in the main gear

axles. Each transducer generates electrical signals proportional
to wheel rotational speed; these signals are then transmitted to
the electronic control box. The control box also receives signals
from the left main gear safety switch and the brake hydraulic
pump pressure switch. The control box averages signals from
left and right transducers to generate a composite reference
voltage and compares this voltage to left and right transducer
voltage. The control box then generates signals that actuate the
anti-skid servo valve within the appropriate disc brake assem-
bly to reduce braking pressure as required to prevent wheel
skidding.
The system detects incipient skids by using a wheel speed

transducer to measure the deceleration of each landing wheel,
and then prevents skids by reducing the brake pressure in
proportion to the deviation of each wheel from normal braking
deceleration. The system also modulates brake pressure to
maximize braking efficiency.
The anti-skid system is acti-

vated by positioning the ANTI-
SKID switch on the LDG GEAR
control panel to “ON.” If the
ANTI-SKID switch is set to
“OFF,” power braking should
be available without the anti-
skid function, and the amber
[ANTISKID INOP] annunciator
should illuminate. If the brake
system hydraulic pressure
decreases to 900 PSI, the
▲ ANTI-SKID SWITCH
brake hydraulic pump pres-
sure switch closes, causing the control box to illuminate the
amber [POWER BRAKE LOW PRESS] annunciator (550-0550
and after) or [POWER BRK PRESS LO] annunciator (550-0505
and earlier).

The anti-skid brake system automatically disengages when

ground speed falls below approximately 12 knots.
The anti-skid system receives 28 VDC left main bus power

through the 20-amp SKID CONTROL circuit breaker on the left
CB panel.
Warning: On airplanes 550-0461 and after and earlier airplanes

incorporating SB550-32-12, power brake system failure renders
hydraulic braking completely inoperable. If the power brake
system fails, auxiliary/emergency pneumatic braking must be
used.
Note: When the anti-skid system is operating, the pilot should

apply maximum braking pressure throughout the braking run. If
the pilot attempts to modulate brake pressure while the system
is releasing applied brake pressure to avoid a skid, the applied
brake signal can be interrupted, resulting in a considerable
increase in braking distance.
Anti-Skid System Test

Anti-skid system ground self-
test may be activated by
rotating the test selector switch
on the lower left instrument
panel to the “ANTISKID”
position, then returning it to the
“OFF” position. The anti-skid
test circuit monitors anti-skid
system electrical function. If
the anti-skid system is func-
tioning normally, the amber
[ANTISKID INOP] annunciator
will illuminate, then extinguish 3 to 4 seconds after the TEST
switch is returned to “OFF.” If an anti-skid system fault is de-
tected, the [ANTISKID INOP] annunciator will remain illumi-
nated. While airborne, the anti-skid test circuit is automatically
activated when the landing gear control handle is positioned to
“DOWN” (if the ANTI-SKID switch is positioned to “ON”). If anti-
skid system test detects a fault, the [ANTISKID INOP] annuncia-
tor will remain illuminated.
Note: If an anti-skid system fault is detected, the ANTI-SKID

switch can be positioned to OFF. If the SKID CONTROL circuit
breaker is engaged, normal power-assisted hydraulic braking
is available without anti-skid protection.
Locked Wheel Crossover Protection
On airplanes 550-0437 and after, locked wheel crossover
protection prevents loss of airplane control caused by unequal
wheel rotation rates. When the anti-skid system detects that one
main gear wheel is rotating 50% slower than the other, brake
pressure to the slow wheel is dumped, allowing wheel speeds
to equalize. Locked wheel crossover protection is functional at
ground speeds greater than 40 knots.
Auxiliary/Emergency Braking System

Auxiliary/emergency braking is accomplished pneumatically,
by releasing high-pressure nitrogen or dry compressed air to
the main gear braking assemblies. During auxiliary/emergency
braking, a shuttle valve that is normally spring-loaded open to
the hydraulic port is repositioned open to the pneumatic port by
gas/air pressure, thereby allowing the brakes to be operated
pneumatically instead of hydraulically.
Auxiliary/emergency braking
is initiated by pulling the
EMER BRAKE-PULL valve
handle located below the
pilot’s instrument panel. This
action releases gas/air to the
brakes from the same air
storage bottle that is used for
auxiliary/emergency landing
gear deployment. Pneumatic
pressure within the auxiliary/
emergency brake valve re-
▲ EMERGENCY BRAKE VALVE HANDLE
turns the auxiliary/emergency
brake handle forward upon release, terminating pneumatic flow
to the brakes and releasing the brakes by venting air within the
brake assemblies overboard. Pulling the auxiliary/emergency
brake handle progressively increases brake pressure. For most
efficient use of pneumatic braking, the auxiliary/emergency
brake handle should be pulled aft until sufficient deceleration is
achieved, then should be held in position until the airplane has
stopped.
Note: Normal braking using the rudder pedals should not be

attempted if auxiliary/emergency pneumatic braking is in use.
Depressing the rudder pedals opens the shuttle valves, allow-
ing high-pressure air from the brake housing to enter the hy-
draulic reservoir, possibly rupturing it.

Note: The capacity of a properly serviced air storage bottle is

sufficient for at least ten individual brake applications if the
landing gear has not been extended pneumatically. Bottle
capacity is adequate to provide auxiliary/emergency braking
for most conditions even if the landing gear has been extended
pneumatically. After use of auxiliary/emergency braking, it is
recommended that the engines be shut down and the airplane
be towed to the ramp, as there is no gage, light, or other warn-
ing device in the cockpit to alert the flight crew when the pneu-
matic bottle is depleted.
Auxiliary/Emergency Braking System Usage

On airplanes 550-0460 and earlier incorporating SB550-32-12
and airplanes 550-0461 and after, the auxiliary/emergency
braking system must be used if the power brake system fails.
On airplanes 550-0460 and earlier not incorporating SB550-32-
12, the brakes can be applied without power assist and/or the
auxiliary/emergency braking system can be used if the power
braking system fails.
Parking Brake System

The parking brake handle,
located below the lower left
instrument panel, operates a
parking brake control valve
installed in-line downstream of
the master cylinders and
upstream of the brake assem-
blies. The parking brake is set
by pressing the rudder toe
pedals until sufficient hydrau-
lic pressure has developed in
the lines, then pulling the parking brake handle out to close the
control valve. With the control valve closed, hydraulic pressure
is retained in the lines, thereby holding the brakes in the ap-
plied position. Pushing the parking brake handle in opens the
control valve, thereby releasing the brakes.
Note: The parking brake should not be set if the flight crew
suspects that the brakes may be unusually hot. Setting the
brake increases cool down time by impeding airflow, and
therefore may allow sufficient heat transfer to open the parking
brake thermal relief valves and/or melt the thermal relief plugs
in the wheel, causing tire deflation.
Limitations



Chapter 9
Environmental System
Table of Contents
Overview ............................................... 9-1

Pressurization Air Source and Selection .. 9-2
Source Selection .............................. 9-2
Air Cycle Machine and Temperature
Control System ..................................... 9-6
Air Cycle Machine ............................ 9-6
Temperature Control System ............. 9-8
Temperature Control System
Indication and Warning ..................... 9-9
ACM Overpressure Warning and
Protection ........................................ 9-9
ACM Overheat Warning and
Protection ...................................... 9-10
Pressurization Air Source and
Selection ............................................ 9-13
Nacelle Precooler System ............... 9-14
Source Selection ............................ 9-15
Air Cycle Machine and Temperature
Control System ................................... 9-18
Air Cycle Machine .......................... 9-18
ACM Overpressure Protection .......... 9-22
ACM Overheat Warning and
Protection ...................................... 9-22
Temperature Control System ................ 9-24
Conditioned Air Temperature
Warning and Protection .................. 9-25
Environmental System, continued
Table of Contents
Air Distribution System ........................ 9-27

Distribution Control ........................ 9-27
Blowers ......................................... 9-29
Distribution Ducting and
Air Outlets ..................................... 9-30
Cabin Pressurization Control System .... 9-31
Cabin Outflow Valves...................... 9-31
Cabin Pressurization Controller ........ 9-34
Pneumatic Relay ............................ 9-37
Cabin Altitude Limit Valves ............. 9-38
Pressurization System Indication ..... 9-39
Cabin Altitude and Differential
Pressure Indicator .......................... 9-39
Cabin Rate-of-Change Indicator ........ 9-39
Cabin Altitude Warning
Annunciator ................................... 9-39
Emergency Dump ........................... 9-40
Ambient Air Sources ............................ 9-41
Vapor Cycle Air Conditioning System .... 9-43
Refrigerant Circulation System ........ 9-43
Vapor Cycle Air Conditioning
System Protection .......................... 9-45
Vapor Cycle Air Conditioning System
Controls and Indicators .................. 9-46
Vapor Cycle Air Conditioning
System Protection .......................... 9-46
Environmental System, continued
Table of Contents
Emergency Oxygen System .................. 9-47

Oxygen Outlets............................... 9-48
Crew Oxygen Masks ....................... 9-49
Passenger Oxygen Masks ............... 9-50
Oxygen System Controls, Malfunction
Warning, and Indication ....................... 9-51
Limitations .......................................... 9-53
Overview
The environmental system of the Cessna Citation II functions to

control cabin pressure, temperature, and ventilation to ensure
the comfort and safety of the flight crew and passengers.
Engine bleed air is the primary source of air for cabin pressur-
ization and ventilation. An air cycle machine conditions the
bleed air for delivery to the cabin. A cabin pressurization con-
trol system regulates cabin pressure. During unpressurized
operation, ambient air may be used for cabin ventilation. An
optional flood cooling system may be installed to enhance
ambient air ventilation. An optional vapor cycle air conditioning
system may be installed to provide supplemental cabin cooling
primarily during ground operations.
In this chapter, the environmental system is divided into the

following major groupings: pressurization air source and selec-
tion, the air cycle machine and temperature control system, the
air distribution system (including cabin ventilation and wind-
shield defogging), cabin pressurization control and indication,
ambient air sources (including flood cooling and tailcone pres-
surization), the vapor cycle air conditioning system, and the
emergency oxygen system.
Depending on airplane unit number, two basic environmental

system configurations exist, differing primarily in relation to
pressurization air source and selection as well as the air cycle
machine (ACM) and temperature control system. For organiza-
tional purposes and clarity, these primary differences are
described separately according to unit number range.
ENVIRONMENTAL SYSTEM 03/09 FOR TRAINING PURPOSES ONLY 9-1

Pressurization Air Source and Selection
(550-0482, 0485 and after)
Bleed air used for cabin pressurization and ventilation is ex-

tracted from the compressor section of each engine through
ports located at 4 and 8 o’clock positions on the gas generator
case. From these ports, bleed air is primarily routed through
independent supply tubes to the ACM located within the aft
fuselage. An environmental flow control/shutoff valve in each of
these tubes controls the flow of bleed air from each source to
the ACM and functions as a check valve to prevent the
backflow of bleed air to the opposite source when either engine
has failed or is operating at a sufficiently lower RPM. A ground
shutoff valve bypasses the right environmental flow control/
shutoff valve permitting increased right engine bleed air flow
through the ACM to enhance cabin ventilation during ground
operation. During normal operation, all bleed air flows through
the ACM en route to the cabin. In an emergency, left engine
bleed air may be supplied directly to the cabin through an
emergency supply tube and pressurization valve.
The environmental flow control/shutoff valves are normally-

open, electrically-actuated closed, and have a nominal flow
rate of approximately 6 pounds per minute (PPM) each. The
ground shutoff valve is motor-operated, electrically-actuated
open and closed, and has a nominal flow rate of approximately
18 PPM. The emergency pressurization valve is normally-
closed and electrically-actuated open.
Source Selection
All four valves are controlled
primarily by the PRESS
SOURCE selector switch on
the environmental “tilt” panel.
The valves are also controlled
by various switches that sense
bleed air pressure and tem-
perature. The effects of rotat-
ing the selector switch to each
of its six positions are de-
scribed in the following para-
graphs.

NORM Position
During normal operation with both engines operating and
the PRESS SOURCE selector switch set to “NORMAL,” both
environmental flow control/shutoff valves will be open,
permitting bleed air flow through the ACM and into the
cabin at a rate of approximately 12 PPM.
LH and RH Positions
When set to “LH” or “RH,” bleed air is correspondingly
supplied by the left engine or right engine only at a rate of
approximately 6 PPM. In this condition, the environmental
flow control/shutoff valve for the non-selected source is
energized closed by 28 VDC left main bus power through
the 5-amp NORM PRESS circuit breaker on the left CB
panel.
OFF Position
When set to “OFF,” both environmental flow control/shutoff
valves are energized closed through the NORM PRESS
circuit breaker.
GND Position
To enhance cabin ventilation during ground operation,
primarily when the right engine is operating only, the PRESS
SOURCE selector switch should be set to “GND.” In this
position, both environmental flow control/shutoff valves are
energized closed, the ground shutoff valve is energized
open, and the amber [BLD AIR GND] annunciator is illumi-
nated through the NORM PRESS circuit breaker. With the
ground shutoff valve open, right engine bleed air flows
through the ACM and into the cabin at a rate of approxi-
mately 18 PPM. Selection of this source is inhibited by the
left main gear safety switch when the airplane is in flight.

EMER Position
Should bleed air flow through the ACM be insufficient to
maintain selected cabin altitude, the PRESS SOURCE selec-
tor switch should be set to “EMER.” In this position, the
amber [EMERG PRESS ON] annunciator is illuminated, both
environmental flow control/shutoff valves are energized
closed, and the emergency pressurization valve is ener-
gized open. 28 VDC right main bus power is supplied to the
valves and the annunciator through the 5-amp EMER
PRESS circuit breaker on the left CB panel. Selection of this
source is inhibited by the left main gear safety switch when
the airplane is on the ground.
With the emergency pressurization valve open, uncondi-

tioned left engine bleed air is supplied directly to the cabin
through the emergency supply tube. The emergency supply
tube terminates within a mixing tube below the aft passen-
ger cabin floor where it forms an ejector nozzle. The ejector
nozzle produces a suction force that opens a check valve
through which cabin air is drawn into the mixing tube. The
cabin air mixes with and reduces the temperature of the
bleed air prior to entering the distribution system. Additional
bleed air temperature reduction is provided by the emer-
gency supply tube itself, which features a “beaded” or
“spiral” exterior that increases surface area to maximize
heat transfer. A check valve installed in the aft pressure
bulkhead prevents cabin pressure backflow through the
emergency supply tube during normal pressurized opera-
tion.
Note: When emergency pressurization is selected, the ACM

and temperature control system are disabled. Limited control of
cabin temperature may be accomplished using the left
THROTTLE lever to regulate bleed air flow; however, excessive
engine power reduction can cause an increase in cabin alti-
tude.
Note: Emergency pressurization is automatically activated

when the temperature of bleed air flow through the ACM ex-
ceeds approximately 435°F. Refer to the ACM Overheat Warn-
ing and Protection section of this chapter for a complete de-
scription of ACM overheat protection.

Pressurization Air Source Schematic (550-0482, 550-0485 and after)
© PCW

Air Cycle Machine and Temperature Control System
(550-0482, 550-0485 and after)
Bleed air is cooled, mixed with uncooled bleed air, and dehu-
midified to provide conditioned air with the desired temperature
to the air distribution subsystem. Major components of the
system include an air cycle machine (ACM) containing a
precooler, primary and secondary heat exchangers and a
cooling turbine, a water separator, a bypass modulating valve,
a water ejector nozzle, a fan, and necessary ducting.
Air Cycle Machine

From the environmental control/shutoff valves or the ground
shutoff valve, bleed air is supplied to the ACM, directed to the
bypass modulating valve, and passes through the precooler.
From the precooler, bleed air passed through the primary heat
exchanger and is cooled by heat transfer. After passing
through the primary heat exchanger, the bleed air is supplied
to the cooling turbine. The cooling turbine essentially consists
of an impeller-type compressor and a turbine, mounted on the
same shaft. The shaft rotates at approximately 80,000 RPM and
its bearings are lubricated by oil drawn by wicks from a sump
mounted on the turbine housing. A fan, external to the cooling
turbine and used to circulate ambient air for cooling, is also
mounted on the shaft.
RAM AIR
INLET
ENGINE
BLEED AIR
TAILCONE
BYPASS PRESSURIZATION
FRESH AIR/ MODULATING VALVE VALVE
RAM AIR
COMPRESSOR
CONDITIONED
AIR TO CABIN
BLEED AIR
PRECOOLER
WATER
ASPIRATOR SECONDARY DUCT PRIMARY OVERBOARD
BLEED AIR HEAT OVERHEAT HEAT EXHAUST
EXCHANGER SENSOR EXCHANGER
RAM AIR (450 )
CONDITIONED AIR
EXHAUST
© PCW

R-10/01/05
In the cooling turbine, bleed air first enters the compressor,

where its pressure and temperature are increased. The air is
then directed to the secondary heat exchanger, where it is
cooled again by heat transfer. Water, drawn by the water ejec-
tor nozzle from the water separator, is sprayed over the sec-
ondary heat exchanger to provide additional cooling. A small
amount of high velocity air from the secondary heat exchanger
output line is used to create the suction required to draw the
water from the water separator.
From the secondary heat exchanger, the compressed air is

directed to the turbine where its temperature and pressure are
rapidly reduced by expansion. From the turbine outlet, this
super-cooled air is passed through a mixing tube where it is
mixed with hot bleed air supplied through the bypass modulat-
ing valve. The electrically controlled and operated bypass
modulating valve is located in a bypass duct connected be-
tween the bleed air inlet and the mixing tube at the outlet side
of the cooling turbine. The valve functions to control the tem-
perature of the conditioned air by opening and closing to
modulate the flow of hot bleed air to the mixing tube.
From the mixing tube, the conditioned air passes through the
water separator, which collects moisture from the passing air
and forms large droplets that are removed by centrifugal force.
This removed moisture is drawn away by the water ejector
nozzle previously described. An integral spring-loaded relief
valve allows air to bypass the unit should the water separator
become obstructed by ice or foreign material.
Cooling air for the precooler, primary, and secondary heat

exchangers is drawn from within the aft fuselage by the fan that
is driven by the cooling turbine shaft. After passing over the
heat exchangers, the cooling air is exhausted through an
overboard vent on the lower surface of the aft fuselage.

Temperature control is primarily achieved by varying the
amount of hot bleed air that the bypass modulating valve mixes
with cold air from the ACM. Cabin temperature may be set
manually or controlled automatically as desired.
Automatic
2 1
Temperature
Selection
Automatic tempera-
ture selection is
accomplished using
the AUTOMATIC
temperature control
knob on the environ-
mental panel. Rotat- 1. Automatic Temperature Control Knob
ing the knob clock- 2. Manual Mode Toggle Switch
wise for a higher cabin temperature or counterclockwise for a
lower cabin temperature operates a potentiometer that estab-
lishes a reference voltage corresponding to the selected tem-
perature. The reference voltage is supplied to the temperature
control computer, where it is compared with signals from the
duct temperature sensor (ACM conditioned air temperature)
and the cabin temperature sensor (actual cabin temperature).
The temperature control computer then generates a signal to
drive the bypass modulating valve open or closed to maintain
the desired cabin temperature. The bypass modulating valve
receives power from the left main bus through the 5-amp TEMP
circuit breaker.
Manual Temperature Selection

The manual temperature selection mode is selected by rotating
the AUTOMATIC temperature control knob fully counterclock-
wise till it clicks into the “MANUAL” position. In this mode, the
three-position manual mode toggle switch controls the position
of the bypass modulating valve. The switch is spring-loaded to
the “OFF” position. When held in the “MANUAL HOT” position,
the bypass valve moves toward open, allowing more hot air to
mix with the cooled air. When released, it returns to the “OFF”
position, but the bypass valve remains in the selected position.
When held in the “MANUAL COLD” position, the bypass valve
moves towards closed. The manual mode toggle switch is only
usable when the AUTOMATIC temperature control knob is in
the “MANUAL” position.

Temperature Control System Indication and Warning

When conditioned air temperature at the water separator outlet
(550-0550 and after) or inlet (550-0482 and 0485 ~ 0505)
exceeds approximately 315°F, a temperature switch functions
to illuminate the amber [AIR DUCT O’HEAT] annunciator. Illumi-
nation of this annunciator indicates that corrective action
should be taken to lower the cabin temperature in order to
avoid duct damage.
Following [AIR DUCT O’HEAT] annunciator illumination, the

TEMP circuit breaker should be pulled and reset, and manual
temperature control mode should be selected. The manual
mode toggle switch should be held in the “MANUAL COLD”
position until the [AIR DUCT O’HEAT] annunciator extinguishes.
Automatic temperature control should then be reselected. If the
[AIR DUCT O’HEAT] annunciator reilluminates, cabin tempera-
ture should be controlled manually for the remainder of the
flight.
ACM Overpressure Warning and Protection

To protect the ACM from overpressurization, a primary and
secondary pressure switch are installed in the environmental
supply tubing upstream and downstream of the ground shutoff
valve respectively.
During ground operations with the PRESS SOURCE selector

switch in the “GND” position, when bleed air pressure reaches
approximately 38 PSI, the primary pressure switch functions to
close the ground shutoff valve and extinguish the [BLD AIR
GND] annunciator. In this condition, retarding the right
THROTTLE lever below approximately 72% N2 should reduce
bleed air pressure sufficiently to cause the valve to reopen and
the [BLD AIR GND] annunciator to illuminate.
Should the primary pressure switch fail, the secondary pres-

sure switch will activate when bleed air pressure reaches
approximately 42 PSI, functioning to close the ground shutoff
valve, extinguish the [BLD AIR GND] annunciator, and illumi-
nate the amber [ACM O’PRESS] annunciator. In this condition,
the valve will remain closed and the [ACM O’PRESS] annuncia-
tor will remain illuminated regardless of N2/bleed air pressure
reduction or PRESS SOURCE selector switch position until the
pressure switch circuit is restored. This may be accomplished
by pulling and resetting the NORM PRESS circuit breaker;
however, the cause of the malfunction should be identified and
repaired before resuming flight operations.

Note: Illumination of both the [ACM O’PRESS] and [BLD AIR
GND] annunciators may indicate that the primary pressure
switch has closed, but the ground shutoff valve is stuck open.
Should this occur, the cause of the malfunction should be
identified and repaired before resuming flight operations.
Should the ground shutoff valve malfunction and open during

flight, the [BLD AIR GND] and [ACM O’PRESS] annunciators
will both be illuminated. In this condition, the PRESS SOURCE
selector switch should be set to “RH” to close the left flow
control shutoff valve, and the right THROTTLE lever should be
retarded below 80% N2 to reduce bleed air pressure.
Failure of the [ACM O’PRESS] annunciator to extinguish may

indicate that it was illuminated by the secondary pressure
switch because the primary pressure switch failed to close. In
this condition, the [ACM O’PRESS] annunciator will remain
illuminated until the pressure switch circuit is restored. During
flight this may be accomplished by first pulling the EMER
PRESS circuit breaker to prevent inadvertent activation of
emergency pressurization, pulling and resetting the NORM
PRESS circuit breaker, and then resetting the EMER PRESS
circuit breaker.
Note: If the [ACM O’PRESS] annunciator remains illuminated,

the PRESS SOURCE selector switch should remain in the “RH”
position, right engine N2 should remain below 80%, and the left
engine should be operated normally for the duration of the
flight. After landing, the cause of the malfunction should be
identified and repaired before resuming flight operations.
ACM Overheat Warning and Protection

To protect the ACM from overheating, an overheat sensor is
installed in the bleed air tube between the ACM compressor
outlet and secondary heat exchanger inlet.
During flight with the PRESS SOURCE selector switch in the

“NORMAL” position, when bleed air temperature exceeds
approximately 435°F, the overheat sensor functions to close
both environmental flow control/shutoff valves, open the emer-
gency pressurization valve, and illuminate the amber [EMERG
PRESS ON] annunciator. Power is supplied to the valves and
the annunciator through the EMER PRESS circuit breaker. In
this condition, bleed air flow through the ACM is interrupted
and unconditioned left engine bleed air is supplied directly to
the cabin through the emergency pressurization valve.

If bleed air temperature falls below approximately 405°F within

12-seconds of [EMERG PRESS ON] annunciator illumination,
normal system operation will be automatically restored. If nor-
mal system operation is not automatically restored within this
period of time, an emergency pressurization lockout relay will
be energized through the EMER PRESS circuit breaker. With
this relay energized, both environmental flow control/shutoff
valves will remain closed, the emergency pressurization valve
will remain open, and the [EMERG PRESS ON] annunciator will
remain illuminated until the overheat circuit is reset. This may
be accomplished by rotating the PRESS SOURCE selector
switch to the “EMER” position to deenergize the emergency
lockout relay, waiting one minute, and then reselecting the
“NORMAL” position to restore normal operation.
Note: If the [EMERG PRESS ON] annunciator remains illumi-

nated, the PRESS SOURCE selector switch should be set to the
“EMER” position, the right engine should be operated normally,
and the left THROTTLE lever should be used to control cabin
temperature for the duration of the flight. After landing, the
cause of the malfunction should be identified and repaired
before resuming flight operations.
During ground operations, the overheat sensor functions as it

does in flight; however, the left main gear safety switch pre-
vents the emergency pressurization valve from opening when
the airplane is on the ground. During ground operations with
the PRESS SOURCE selector switch in the “GND” position, the
overheat sensor functions to close the ground shutoff valve and
extinguish the [BLD AIR GND] annunciator.
As in flight, system operation will be automatically restored if

bleed air temperature falls below approximately 405°F within
12-seconds of [EMERG PRESS ON] annunciator illumination. If
system operation is not automatically restored within this period
of time, the overheat circuit must be reset by rotating the
PRESS SOURCE selector switch to the “EMER” position, wait-
ing one minute, and then reselecting the previous position to
restore operation.
Note: If the [EMERG PRESS ON] annunciator remains illumi-

nated, the cause of the malfunction should be identified and

Note: Automatic activation of emergency pressurization may
occur under such conditions as low airspeed climbs at high
altitudes with a low cabin temperature selected. Should this
occur, increasing airspeed and selecting a higher cabin tem-
perature after restoring normal operation should prevent reacti-
vation of emergency pressurization.
The conditioned and dehumidified air is routed to the distribu-

tion system described later in this chapter.

Pressurization Air Source and Selection

(550-0484, 0483, 0481 and earlier)
Bleed air used for cabin pressurization and ventilation is ex-

tracted from the compressor section of each engine through
ports located at 4 and 8 o’clock positions on the gas generator
case. From these ports, bleed air is primarily routed through
independent supply tubes to a precooler installed within each
engine nacelle. The precoolers reduce the temperature of
engine bleed air supplied to various airplane systems, includ-
ing the ACM located within the aft fuselage. An environmental
flow control/shutoff valve in each of these tubes controls the
flow of bleed air from each source to the ACM and functions as
a check valve to prevent the backflow of bleed air to the oppo-
site source when either engine has failed or is operating at a
sufficiently lower RPM. A ground shutoff/pressure regulating
valve bypasses the right environmental flow control/shutoff
valve, permitting increased right engine bleed air flow through
the ACM to enhance cabin ventilation during ground operation.
During normal operation, all bleed air flows through the ACM
en route to the cabin. In an emergency, left engine bleed air
may be supplied directly to the cabin through an emergency
supply tube and pressurization valve.
The environmental flow control/shutoff valves each have a

nominal flow rate of approximately 6 pounds per minute (PPM)
and a maximum flow rate of approximately 9 PPM. Flow rate is
controlled by a primary solenoid and secondary solenoid
integral to each valve. Both solenoids are normally
deenergized; nominal flow rate occurs in this condition. Maxi-
mum flow rate occurs when the primary solenoid is
deenergized and the secondary solenoid is energized.
The ground shutoff/pressure regulating valve is motor-oper-
ated, electrically-actuated open and closed, has a nominal flow
rate of approximately 18 PPM, and incorporates an indepen-
dent pressure relief valve.
The emergency pressurization valve is normally-closed and

electrically-actuated open.

Nacelle Precooler System
The nacelle precooler system functions to regulate the tem-
perature of the bleed air used by airplane systems to approxi-
mately 500°F. This is accomplished by routing bleed air from
the engine through a heat exchanger, where it is cooled by
bypass air. The primary components of the nacelle precooler
system are heat exchangers, temperature sensor valves, tem-
perature control valves, and tubular plumbing.
The temperature sensor valves monitor engine bleed air tem-

perature and send pneumatic signals to open and close the
bleed air temperature control valves. When a temperature
sensor valve senses that bleed air temperature is more than
approximately 500°F, it sends a signal to open the associated
temperature control valve and allow more bypass air to pass
over the heat exchanger, lowering the temperature of bleed air
supplied to distribution tubes within the aft fuselage. Con-
versely, when bleed air temperature is less than 500°F, the
signal from the temperature sensor valve allows the tempera-
ture control valve to close, raising the temperature of the bleed
air supplied to the environmental and other airplane systems.
Overheat switches are located in the bleed air tubes between

the nacelle precoolers and the environmental flow control/
shutoff valves. The switches will operate at a temperature of
approximately 540°F and cause the amber [L PRECOOL FAIL]
or [R PRECOOL FAIL] annunciator to illuminate, indicating
excessively hot bleed air from the respective precooler.

Source Selection
All four valves are controlled
primarily by the PRESS
SOURCE selector switch on
the environmental “tilt” panel.
The valves are also controlled
by various switches that sense
bleed air pressure and tem-
perature. The effects of rotat-
ing the selector switch to each
of its seven positions are
described below:
NORMAL Position
During normal operation with both engines operating and
the PRESS SOURCE selector switch set to “NORMAL,” both
environmental flow control/shutoff valves will be open,
permitting bleed air flow through the ACM and into the
cabin at a rate of approximately 12 PPM.
LH and RH Positions
When set to “LH” or “RH,” bleed air is correspondingly
supplied by the left engine or right engine only at a rate of
approximately 6 PPM. In this condition, the environmental
flow control/shutoff valve for the non-selected source is
energized closed by 28 VDC left main bus power through
the 5-amp NORM PRESS circuit breaker on the left CB
panel
BOTH HI Position
When set to “BOTH HI”, both environmental flow control/
shutoff valves remain open and both secondary solenoids
are energized open. In this condition, approximately 18
PPM of bleed air from both engines flows through the ACM
into the cabin and the amber [BLEED AIR GND/HI] annun-
ciator is illuminated through the NORM PRESS circuit
breaker.
OFF Position
When set to “OFF,” both environmental flow control/shutoff
valves are energized closed through the NORM PRESS
circuit breaker.

GND Position
To enhance cabin ventilation during ground operation,
primarily when the right engine is operating only, the PRESS
SOURCE selector switch should be set to “GND.” In this
position, both environmental flow control/shutoff valves are
energized closed, the ground shutoff/pressure regulating
valve is energized open, and the amber [BLEED AIR GND/
HI] annunciator is illuminated through the NORM PRESS
circuit breaker. With the ground shutoff/pressure regulating
valve open, right engine bleed air flows through the ACM
and into the cabin at a rate of approximately 18 PPM.
Selection of this source is inhibited by the left main gear

safety switch when the airplane is in flight.
EMER Position
Should bleed air flow through the ACM be insufficient to
maintain selected cabin altitude, the PRESS SOURCE selec-
tor switch should be set to “EMER.” In this position, the
amber [EMER PRESS ON] annunciator is illuminated, both
environmental flow control/shutoff valves are energized
closed, and the emergency pressurization valve is ener-
gized open. 28 VDC right main bus power is supplied to the
valves and the annunciator through the 5-amp EMER
PRESS circuit breaker on the left CB panel. Selection of this
source is inhibited by the left main gear safety switch when
the airplane is on the ground.
With the emergency pressurization valve open, uncondi-

tioned left engine bleed air is supplied directly to the cabin
through the emergency supply tube. The emergency supply
tube terminates within a mixing tube below the aft passen-
ger cabin floor where it forms an ejector nozzle. The ejector
nozzle produces a suction force that opens a check valve
through which cabin air is drawn into the mixing tube. The
cabin air mixes with and reduces the temperature of the
bleed air prior to entering the distribution system. Additional
bleed air temperature reduction is provided by the emer-
gency supply tube itself, which features a “beaded” or
“spiral” exterior that increases surface area to maximize
heat transfer. A check valve installed in the aft pressure
bulkhead prevents cabin pressure backflow through the
emergency supply tube during normal pressurized opera-
tion.

Note: When emergency pressurization is selected, the ACM

and temperature control system are disabled. Limited control of
cabin temperature may be accomplished using the left
THROTTLE lever to regulate bleed air flow; however, excessive
engine power reduction can cause an increase in cabin alti-
tude.
Note: Emergency pressurization is automatically activated

when the temperature of bleed air flow through the ACM ex-
ceeds approximately 435°F. Refer to the ACM Overheat Warn-
ing and Protection section of this chapter for a complete de-
scription of ACM overheat protection.

Air Cycle Machine and Temperature Control System
(550-0484, 0483, 0481 and earlier)
Bleed air is cooled, mixed with uncooled bleed air, and dehu-
midified to provide conditioned air with the desired temperature
to the air distribution subsystem. Major components of the
system include an air cycle machine (ACM) containing primary
and secondary heat exchangers and a cooling turbine, a water
separator, a bypass modulating valve, a water ejector nozzle, a
bleed air ejector solenoid valve, a bleed air ejector, and neces-
sary ducting.
Air Cycle Machine

From the environmental control/shutoff valves or the ground
shutoff/pressure regulating valve, bleed air is supplied to the
ACM and directed to the bypass modulating valve and bleed
air ejector nozzle supply tube. Within the ACM, the bleed air
passes through the primary heat exchanger and is cooled by
heat transfer. After passing through the primary heat ex-
changer, the bleed air is supplied to the cooling turbine. The
cooling turbine essentially consists of an impeller-type com-
pressor and a turbine, mounted on the same shaft. The shaft
rotates at approximately 80,000 RPM and uses airfoil-type
bearings that require no lubrication.
© PCW

In the cooling turbine, bleed air first enters the compressor,

where its pressure and temperature are increased. The air is
then directed to the secondary heat exchanger, where it is
cooled again by heat transfer. Water, drawn by the water ejec-
tor nozzle from the water separator, is sprayed over the sec-
ondary heat exchanger to provide additional cooling. A small
amount of high velocity air from the secondary heat exchanger
outlet line is used to create the suction required to draw the
water from the water separator.
From the secondary heat exchanger, the compressed air is

directed to the turbine, where its temperature and pressure are
rapidly reduced by expansion. From the turbine, this super-
cooled air is passed through a mixing tube where it is mixed
with hot bleed air supplied through the bypass modulating
valve. The pneumatically controlled and operated bypass
modulating valve is located in a bypass duct connected be-
tween the primary heat exchanger inlet and the mixing tube at
the outlet side of the cooling turbine. The valve functions to
control the temperature of the conditioned air by opening and
closing to modulate the flow of hot bleed air to the mixing tube.
From the mixing tube, the conditioned air passes through a

water separator, which collects moisture from the passing air
and forms large droplets that are removed by centrifugal force.
This removed moisture is drawn away by the water ejector
nozzle previously described. An integral spring-loaded relief
valve allows air to bypass the unit should the water separator
become obstructed by ice or foreign material.

Pressurization Air Source Schematic (550-0484, 0483, 0481 and earlier)
© PCW

A duct routes cooling air to the

ACM primary and secondary
heat exchangers from a
NACA-type scoop on the
dorsal fairing (dorsal scoop).
After passing over the heat
exchangers, the air is ex-
hausted through an overboard
vent on the lower surface of
the aft fuselage. In flight,
sufficient air is available due to
ram effect. During ground
▲ DORSAL SCOOP
operations, ram effect is not
available to move air over the heat exchangers. To compen-
sate, a bleed air ejector nozzle is installed within the heat
exchanger exhaust duct. Bleed air is admitted to the bleed air
ejector nozzle by the solenoid valve installed in the ejector
nozzle supply tube.
The ejector nozzle directs bleed air toward the ambient air
exhaust outlet. Bleed air flow exiting through the exhaust outlet
creates a suction that draws ambient air through the heat
exchangers. Bleed air and conditioned air are then exhausted
overboard through an exhaust outlet below the right engine
pylon.
The shutoff valve is enabled by the left main gear safety switch
when the airplane is on the ground, and is disabled by the
safety switch in flight. To maximize engine power during take-
off, throttle position switches, brake switches, and a differential
pressure switch act together to close the ejector nozzle shutoff
valve and thereby disable the ACM bleed air ejector nozzle
during takeoff roll. The amber [ACM EJECTOR ON] annunciator
illuminates when the ejector nozzle shutoff valve is open.

ACM Overpressure Protection
The ACM is protected from overpressurization by a relief valve
incorporated into the ground shutoff/pressure regulating valve.
The relief valve, which functions independently of the ground
shutoff/pressure regulating valve, opens at approximately 50
PSIG, releasing excess pressure overboard through a pneu-
matic tube. The valve reseats at approximately 40 PSIG.
ACM Overheat Warning and Protection

To protect the ACM from overheating, an overheat sensor is
installed in the bleed air duct between the ACM compressor
outlet and secondary heat exchanger inlet.
During flight with the PRESS SOURCE selector switch in the

“NORMAL” position, when bleed air temperature exceeds
approximately 435°F, the overheat sensor functions to close
both environmental flow control/shutoff valves, open the emer-
gency pressurization valve, and illuminate the amber [EMER
PRESS ON] annunciator. Power is supplied to the valves and
the annunciator through the EMER PRESS circuit breaker. In
this condition, bleed air flow through the ACM is interrupted
and unconditioned left engine bleed air is supplied directly to
the cabin through the emergency pressurization valve.
If bleed air temperature falls below approximately 405°F within

12-seconds of [EMER PRESS ON] annunciator illumination,
normal system operation will be automatically restored. If nor-
mal system operation is not automatically restored within this
period of time, an emergency pressurization lockout relay will
be energized through the EMER PRESS circuit breaker. With
this relay energized, both environmental flow control/shutoff
valves will remain closed, the emergency pressurization valve
will remain open, and the [EMER PRESS ON] annunciator will
remain illuminated until the overheat circuit is reset. This may
be accomplished by rotating the PRESS SOURCE selector
switch to the “EMER” position to deenergize the emergency
lockout relay, and then reselecting the “NORMAL” position to
restore normal operation.
Note: If the [EMER PRESS ON] annunciator remains illumi-

nated, the PRESS SOURCE selector switch should be set to the
“EMER” position, the right engine should be operated normally,
and the left THROTTLE lever should be used to control cabin
temperature for the duration of the flight. After landing, the
cause of the malfunction should be identified and repaired
before resuming flight operations.

During ground operations, the overheat sensor functions as it

does in flight; however, the left main gear safety switch pre-
vents the emergency pressurization valve from opening when
the airplane is on the ground. During ground operations with
the PRESS SOURCE selector switch in the “GND” position, the
overheat sensor functions to close the ground shutoff/pressure
regulating valve.
As in flight, system operation will be automatically restored if

bleed air temperature falls below approximately 405°F within
12-seconds of [EMER PRESS ON] annunciator illumination. If
system operation is not automatically restored within this period
of time, the overheat circuit must be reset by rotating the
PRESS SOURCE selector switch to the "OFF" or “EMER” posi-
tion and then reselecting the previous position to restore opera-
tion.
Note: If the [EMER PRESS ON] annunciator remains illumi-

nated, the cause of the malfunction should be identified and
Note: Automatic activation of emergency pressurization may

occur under such conditions as low airspeed climbs at high
altitudes with a low cabin temperature selected. Should this
occur, increasing airspeed and selecting a higher cabin tem-
perature after restoring normal operation should prevent reacti-
vation of emergency pressurization.

Temperature control
is primarily achieved 1 2
by varying the
amount of hot bleed
air that the bypass
modulating valve
mixes with cold air
from the air cycle 3
machine. Cabin
temperature may be 1. Manual Temperature Control Knob
set manually or 2. Automatic Temperature Control Knob
controlled automati- 3. Selector Switch
cally. In either mode, pneumatic pressure is used to open the
normally closed bypass modulating valve and allow hot bleed
air to mix with cold air from the ACM. Major components of the
temperature control system are a selector switch, the bypass
modulating valve, a solenoid shutoff valve, an automatic tem-
perature control pressure regulator, automatic temperature
control knob and manual temperature control knob, cabin
temperature, supply temperature, and low limit sensors, and an
air duct temperature switch.
Automatic Mode
Automatic temperature control mode selection is accomplished
by positioning the selector switch on the environmental panel to
“AUTOMATIC.” When automatic mode is selected, the solenoid
shutoff valve energizes, supplying 15 PSI from the automatic
control pressure regulator, located on the right side of the aft
fuselage, to the automatic cabin temperature selector, the low
limit sensor, and the cabin temperature sensor. These sensors,
the supply duct temperature sensor, and the temperature
selector interact to develop a control pressure that causes the
bypass modulating valve to open when sensed cabin tempera-
ture is too low or too close when sensed cabin temperature is
too high. When duct temperature is less than approximately
35°F, the low limit sensor causes the bypass valve to open,
raising duct temperature regardless of cabin temperature or
selected temperature.

Note: The automatic temperature control operates on bleed air

from the right engine only; the manual system operates on
bleed air from both engines. Therefore, the automatic tempera-
ture control system cannot be used unless the right engine is
operating.
Manual Mode
When the cabin temperature selector switch is positioned to
“MANUAL,” the temperature solenoid shutoff valve is
deenergized, routing 23 PSI manual control pneumatic pres-
sure to the bypass modulating valve and manual temperature
selector. The manual temperature control knob operates an
internal spring-loaded poppet, which determines the amount of
control pressure that is allowed to bypass the poppet and vent
overboard through the forward pressure bulkhead. This action
varies the control pressure applied to the bypass modulating
valve, thereby increasing or decreasing cabin temperature as
with the automatic system. Therefore, in manual control mode,
compensations for changes in cabin temperature must be
achieved by rotating the manual temperature control knob. The
manual mode is available as a backup should the automatic
system fail.
Note: When in manual mode, the low-limit sensor is inoperative

and ice formation in the water separator/ducting is possible. Ice
formation is more likely if the outside relative humidity exceeds
40%. When operating in manual mode, the ACM system should
be carefully monitored to detect overheating.
Note: The design of the temperature control system is such that

insufficient bleed air pressure will cause the temperature con-
trol system to operate fully cold.
Conditioned Air Temperature Warning and Protection

Warning of excessive temperature of conditioned air is pro-
vided by an amber [AIR DUCT O’HEAT] annunciator that illumi-
nates to alert the flight crew of a conditioned air overheat. An
air duct overheat switch, installed in the air supply duct down-
stream from the water separator outlet, closes at approximately
315°F and causes the annunciator to illuminate.

Temperature Control System Schematic (550-0484, 0483, 0481 and earlier)
© PCW

Air Distribution System
The air distribution system directs and controls the flow of

pressurization and ambient (fresh) air to the pressurized part of
the fuselage. Ambient air is used to augment cabin airflow
during ground operations. Major components of the air distribu-
tion system include distribution control devices, blowers, distri-
bution ducting, and air outlets.
Distribution Control
Pressurization and ambient air are introduced into the cabin
through flapper-type check valves that function to prevent loss
of cabin pressurization through the fresh air duct or during
operation of the emergency pressurization system. After pass-
ing through the check valves, air enters a ventilation junction
box, located below the aft passenger cabin floor at the aft
pressure bulkhead.
The ventilation junction box functions to control the source of

air directed to the overhead duct according to the temperature
of the conditioned pressurization air entering the cabin. The
ventilation junction box contains a swing-type door,
thermoswitch, temperature motor, two limit switches, and the
overhead blower. Operation of the overhead blower is de-
scribed later in this chapter.
When pressurization air temperature exceeds approximately

100°F, the thermoswitch closes an electrical circuit, causing
the temperature motor to close the swing-type door. With the
door closed, pressurization air is prevented from entering the
overhead duct and recirculated cabin air is admitted. When
pressurization air temperature falls below 100°F, the
thermoswitch deenergizes and causes the temperature motor
to run in the opposite direction, opening the door, and thereby
readmitting pressurization air into the overhead ducts. Door
travel is controlled by limit switches that turn off the tempera-
ture motor when the door is fully open or fully closed. The motor
receives 28 VDC power from the left (550-482, 550-485 and
after) or right (550-484, 550-483, 550-0481 and earlier) main
bus through the 5-amp TEMP circuit breaker.

A flexible air duct, connected to the ventilation junction box
blower inlet, draws air from the aft baggage compartment to be
circulated through the overhead duct network. This arrange-
ment allows the aft divider door to be kept closed, yet still
provides a means for the crew and passengers to smell smoke
originating in the aft baggage compartment earlier than would
otherwise be the case.
From the ventilation junction box, conditioned air is passed

through the emergency pressurization mixing tube. During
emergency pressurization, hot engine bleed air used to pres-
surize the cabin is released into the mixing tube ejector nozzle.
The ejector nozzle produces a suction force that opens a
check valve through which cabin air is drawn into the mixing
tube. The cabin air mixes with and reduces the temperature of
the bleed air prior to entering the distribution system.
From the mixing

tube, cabin air
enters a flow divider.
The flow divider,
located below the
cabin floor, contains
a divider vane and
motor, and functions
to apportion air
between the flight
compartment and
the passenger
cabin. Proportions of
conditioned air
delivered to the
cockpit and cabin ▲ CKPIT/CABIN CONTROL
are controlled using
CKPT/CABIN control, located on the environmental panel.
Rotating this switch energizes the motor to move the flow di-
vider vane. Clockwise rotation increases cabin airflow;
counterclockwise rotation increases cockpit airflow.

Blowers
Two impeller-type blowers are
used to enhance cabin air
circulation. Both blowers 1 2
receive 28 VDC power from
the left main bus through the
20-amp CABIN FAN circuit
breaker.
The overhead blower is an

integral part of the ventilation
junction box and functions to
force pressurization air, recir- 1. Overhead Blower Switch
culated air, or ambient air 2. Defog Blower Switch
through the overhead duct.
The overhead blower is controlled by the three-position (HI/
OFF/LOW) FAN OVHD switch on the copilot’s lower instrument
panel.
The defog blower is located in the underfloor ducting down-

stream from the flow divider and functions primarily to increase
the flow of conditioned air to the forward part of the cabin. The
defog blower is controlled by the three position (HI/OFF/LOW)
FAN DEFOG switch on the copilot’s lower instrument panel.

Distribution Ducting and Air Outlets
Within the cabin interior, distribution ducting is located in the
overhead and at floor and armrest level. Additional distribution
ducting is located under the cabin floorboards.
Conditioned pressurization air

below 100°F, recirculated air,
or ambient air is taken from
the distribution junction box
and circulated through the
overhead duct to adjustable
outlets in the passenger cabin
and flight compartment. Pas-
senger air outlets are located
over each seat position and
are fully adjustable from no
flow to maximum flow. Air from
▲ PASSENGER AIR OUTLET
the aft baggage compartment
is also supplied to the overhead duct to maximize the crew’s
ability to detect smoke in the baggage compartment. Because
of this method of smoke detection, air outlets in the flight com-
partment are configured so they can not be fully shut off. Air-
planes with optional vapor cycle air conditioning systems use
the overhead duct to circulate air conditioned air; these air-
planes are equipped with overhead outlets that have higher
flow rates.
Air from the upper branch of the flow divider is routed to a main
and auxiliary plenum. The main plenum supplies air to the
footwarmer and armrest manifolds on the left side of the pas-
senger cabin. The auxiliary plenum supplies the corresponding
right side components. Passenger footwarmer manifolds are
located along the outboard cabin walls at floor level. The
footwarmer manifolds are assembled in segments, each seg-
ment including several outlet holes. The armrest manifolds are
located along the outboard cabin walls at passenger seat
armrest level. Air outlet holes are located beneath the armrest
cover assemblies. The armrest and footwarmer manifolds are
connected together by ducting at several points.

Air from the lower branch of the flow divider is drawn through
the defog fan and routed through underfloor ducting to the
forward part of the pressurized cabin. In the flight compart-
ment, conditioned air is routed to cockpit footwarmer manifolds,
located on both sides of the cockpit, to the windshield and side
window defog vents, and to optional supplementary ducts. In
all airplanes, the underfloor ducting supplies air to the
footwarmer and armrest warmer associated with the passenger
seat immediately forward of the main entrance door. On air-
planes 550-0482 and 550-0485 and after, the underfloor duct-
ing also supplies air to warm the cabin door seal. On these
airplanes and in airplanes 550-0010 through 550-0049 not
incorporating SB550-21-1, the underfloor ducting is also con-
nected to the left footwarmer/armrest manifold by a duct lo-
cated aft of the main entrance door and to the right footwarmer/
armrest manifold by another duct located immediately aft of the
flight compartment divider.
Cabin Pressurization Control System
The pressurization control system provides for passenger

comfort by allowing the selection of a desired cabin altitude
and rate-of-change during ascent or descent. The cabin is
pressurized using engine bleed air as previously described.
Cabin pressurization is regulated using outflow valves that
open to allow pressurized air to exit the cabin, raising cabin
altitude; and close to retain pressurized air in the cabin, lower-
ing cabin altitude. Major components of the system include two
cabin outflow valves, a pneumatic relay, two cabin altitude limit
valves, a depressurization (dump) toggle valve, a pressuriza-
tion source selection system, cabin altitude controls and indica-
tors, and associated circuitry and plumbing.
Cabin Outflow Valves

Two cabin outflow valves, both mounted on the aft pressure
bulkhead below the passenger cabin floor, vent pressurization
air overboard to maintain the selected cabin altitude or pres-
sure differential in reference to the ambient air pressure. The
maximum pressure differential of 8.8 PSI is primarily deter-
mined by the structural limitations of the airplane’s pressurized
center section. The system is designed to maintain a cabin
altitude of 8,000 feet at airplane altitudes of up to 43,000 feet.

Both cabin outflow valves function primarily to regulate the
outflow of pressurization air from the cabin based on pneumatic
signals received from the controller through the pneumatic
relay. These signals establish a reference pressure that is
applied to one side of an internal poppet valve. The other side
of the poppet valve is exposed to actual cabin pressure. The
poppet valve is spring-loaded closed and suspended by a
flexible diaphragm between these two pressures such that the
outflow of pressurization air increases when cabin pressure
exceeds reference pressure, and decreases when reference
pressure exceeds cabin pressure. In this way, the outflow valve
modulates to maintain the selected cabin altitude or to effect a
desired change in cabin altitude at a selected rate.
Positive pressure relief and negative pressure relief functions

are also provided by the outflow valves. Both functions override
the controller and the pneumatic relay.
Positive pressure relief is provided by a Schrader-type valve

suspended by a flexible diaphragm between the reference
pressure control chamber and an ambient pressure chamber
that is vented to the atmosphere. The valve is spring-loaded
closed and factory preset to open when the differential be-
tween reference pressure and ambient pressure exceeds the
nominal differential of approximately 8.6 PSID. Should this
occur, the release of control pressure to the atmosphere
through the open valve would allow the poppet valve to modu-
late toward open, increasing pressurization air outflow. In this
condition, cabin pressure is maintained at the nominal differen-
tial and cabin rate-of-change follows that of the airplane.
Protection against exceeding the airplane’s negative pressure

structural limits is provided by a flexible diaphragm exposed to
cabin pressure on one side and ambient pressure on the other.
Should ambient pressure exceed cabin pressure, as in during
rapid descent, this diaphragm would raise and lift the poppet
valve open allowing ambient pressure to enter the cabin until
both pressures become approximately equal.

Cabin Pressurization Control System Schematic
© PCW

Cabin Pressurization
Controller
The cabin pressurization
controller, located on the
environmental panel, incorpo-
rates two knobs: one for
selecting cabin altitude and
the other for selecting cabin
rate-of-change. The cabin
altitude selector features an
outer CABIN scale and an
inner ACFT scale, both cali-
brated in feet X 1000 and visible through a window at the top
center of the selector face. Both scales rotate simultaneously
as the selector is rotated. The selected altitude is indicated by
the alignment of each scale with the twelve o’clock position
relative to the selector. The CABIN scale indicates the cabin
altitude the controller is set to maintain. The ACFT scale indi-
cates the maximum altitude to which the airplane may ascend
without causing the selected cabin altitude to be exceeded.
The cabin rate selector is marked with an arrow for position
reference only.
Cabin Pressurization Controller

The pressurization controller establishes desired cabin altitude
and rate of climb by modulating reference air pressure to the
pneumatic relay. The controller body is divided into three
chambers: cabin pressure, rate pressure, and reference pres-
sure. Cabin air enters the cabin pressure chamber through a
filtered orifice. The cabin pressure chamber houses an abso-
lute bellows. Rotating the cabin altitude selector mechanically
compresses or extends this bellows to a position that sets the
controller to maintain the selected cabin altitude.
The rate pressure chamber houses a rate spring secured to the

absolute bellows on one side and a rate diaphragm on the
other. The rate diaphragm separates the rate chamber from the
reference chamber. Airflow passage between these two cham-
bers is regulated by a needle valve that sets the controller to
provide the desired cabin rate-of-change according to the
position of the CABIN RATE selector.

Clockwise rotation of the CABIN RATE selector decreases

airflow through the needle valve and increases cabin rate-of-
change; counterclockwise rotation increases airflow through
the needle valve and decreases cabin rate-of-change. In the
twelve o’clock position, indicated cabin rate-of-change should
be approximately 500 FPM.
The rate chamber is ported to a small tank, installed below the

airplane floor, which supplies auxiliary volume to the rate cham-
ber to provide greater accuracy in cabin rate-of-change con-
trol. Should rate pressure exceed cabin pressure, a check
valve will permit airflow from the rate chamber to the cabin
pressure chamber.
The reference pressure chamber houses a metering valve and

follower spring linked to the rate diaphragm. The chamber is
ported to cabin pressure, the airplane suction supply, and the
cabin outflow valve. Cabin pressure enters the reference cham-
ber through a filtered orifice. The metering valve regulates the
flow of cabin pressure to airplane suction to produce the refer-
ence pressure, which is then applied to the pneumatic relay.
When the metering valve is modulating towards closed, the flow
of cabin pressure to airplane suction is reduced and reference
pressure is increased. Conversely, when the metering valve is
modulating towards open, the flow of cabin pressure to air-
plane suction is increased and reference pressure is reduced.
With a desired cabin altitude and rate-of-change selected,

changes in cabin pressure cause the absolute bellows to
expand or contract. As it does, the metering valve is reposi-
tioned to maintain the correct reference pressure. Airflow be-
tween the rate chamber and the reference chamber produces
a pressure differential across the rate diaphragm, which further
repositions the metering valve to provide the correct cabin rate-
of-change.
Increasing cabin altitude generates an increasing pressure

differential between the cabin and reference pressure cham-
bers, causing the rate diaphragm to move, which routes refer-
ence air to the pneumatic relay.

Before takeoff, the cabin altitude selector should be set to 500
feet above the planned cruise altitude on the inner ACFT scale
or 500 feet above the destination field pressure altitude on the
outer CABIN scale, whichever is greater. The CABIN RATE
selector should be positioned to provide a rate-of-change
which will result in the cabin reaching the altitude indicated on
the CABIN scale as the airplane reaches the corresponding
altitude indicated on the ACFT scale. During the takeoff roll,
when the airplane is on the ground and the left main gear
safety switch is closed, throttle advancement beyond approxi-
mately 85% N2 closes a solenoid valve that traps cabin air
pressure within the auxiliary volume tank for reference by the
cabin pressurization controller, closes a solenoid valve that
removes suction to the outflow valves, and closes another
solenoid valve that allows the cabin to prepressurize to 60 feet
below field altitude at a fixed 500 FPM rate of change. After
liftoff, the safety switch functions to open this valve, thereby
restoring cabin rate of change control. As the airplane climbs,
the absolute bellows expands and contracts as minute
changes in cabin pressure are sensed. Expansion and contrac-
tion of the bellows is resisted by the pressure differential across
the rate diaphragm such that the sum of these forces reposi-
tions the metering valve to apply the correct reference pressure
to the pneumatic relay.
During climb, increasing reference pressure causes the outflow

valves to be modulated toward the closed position such that
the selected cabin rate-of-change is maintained to the selected
altitude. As the airplane reaches the planned cruise altitude at
the selected rate and levels off, the pressure differential across
the rate diaphragm equalizes and the flow of cabin pressure to
airplane suction becomes steady. In this condition, reference
pressure becomes essentially constant and cabin altitude
stabilizes.
If required to ascend beyond the altitude indicated on the

ACFT scale, the controller should be reset to a higher altitude
to maximize passenger comfort and to prevent unscheduled
differential pressure control by the outflow valve. If required to
descend below the altitude indicated on the ACFT scale, reset-
ting the controller is normally not required unless the descent
will result in airplane altitude being less than the selected cabin
altitude. In this case, the controller should be reset to a lower
cabin altitude to maximize passenger comfort and to prevent
unpressurized operation.

Before descent to landing, the cabin altitude selector should be

set to 500 feet above the destination field pressure altitude on
the inner ACFT scale and the CABIN RATE selector should be
positioned to provide a rate-of-change that will allow the cabin
to reach the altitude selected on the CABIN scale as the air-
plane reaches the corresponding altitude indicated on the
ACFT scale. During descent, decreasing reference pressure
causes the outflow valve to modulate toward open such that
the cabin depressurizes at the selected cabin rate-of-change
until the airplane reaches the altitude indicated on the CABIN
scale. Below this altitude, the outflow valve will be fully open,
the cabin will be unpressurized, and cabin rate-of-change will
follow airplane rate-of-change until touch-down.
Note: The desired cabin altitude should be set as early as

practical to provide the lowest cabin rate-of-change. Rate-of-
change should be adjusted as necessary during ascent or
descent so that the cabin reaches the altitude indicated on the
CABIN scale at approximately the same time that the airplane
reaches the altitude indicated on the ACFT scale.
Note: To calculate the approximate field pressure altitude, add

100 feet to the field elevation for each 0.10 inHg that the field
altimeter setting is under 29.92 inHg. Subtract 100 feet from
the field elevation for each 0.10 inHg that the field altimeter
setting is over 29.92 inHg.
Pneumatic Relay
The pneumatic relay is the primary control device for the out-
flow valves. The pneumatic relay amplifies reference pressure
from the cabin pressurization controller by mixing it with suction
air flow generated by an ejector-type pump installed in the left
engine environmental supply tube. The pneumatic relay con-
tains four chambers separated by two spring-loaded dia-
phragms. The upper diaphragm is exposed on the upper side
to rate pressure and on the lower side to reference pressure.
The lower diaphragm is exposed on the upper side to refer-
ence pressure and on the lower side to cabin pressure. Both
diaphragms are connected to a metering valve that controls
suction air flow to create the amplified reference pressure
which is then used to modulate (control) the outflow valves.

Cabin Altitude Limit Valves
Two cabin altitude limit valves, mounted on the aft pressure
bulkhead to the right of the outflow valves, serve as backups to
the pressurization controller. Each altitude limit valve contains
an evacuated bellows within a chamber that is open to cabin
pressure through an inlet port, and a spring-loaded poppet
valve within a chamber that is connected to the cabin outflow
valve reference line. The poppet valve is normally held closed
by pressure from a valve spring. If a malfunction causes out-
flow valve control suction to exceed normal limits, thereby
opening the outflow valves excessively, the reduction in cabin
pressure allows the altitude limit valve bellows to expand,
unseating the poppet valve. With the poppet valve open, cabin
pressure enters the outflow valve reference line, increasing
outflow valve reference pressure, thereby modulating the out-
flow valves toward the closed position. The cabin altitude limit
valves function to prevent cabin altitude from exceeding ap-
proximately 13,000 feet.

Pressurization System Indication

Pressurization system operation status is indicated on the cabin
altitude and differential pressure indicator, the cabin rate-of-
change indicator, and by the cabin altitude warning annuncia-
tor.
2 3
1. Cabin Altitude Scale

2. Differential Pressure Scale
3. Cabin Rate of Change Indicator
Cabin Altitude and Differential Pressure Indicator
The cabin altitude and differential pressure indicator, located
on the environmental panel, is a combination gage having an
outer CABIN ALT scale denoting cabin altitude from 0 to
45,000 feet in feet X 1000, and an inner DIFF PRESS scale
denoting 0 to 9 PSI differential pressure between the cabin and
the atmosphere. The DIFF PRESS scale features a green arc
between 0 and 8.7 PSI, denoting the differential pressure range
within the normal operating limitations of the system. A red line
at 8.8 PSI denotes system overpressure.
Cabin Rate-of-Change Indicator

The cabin rate-of-change indicator denotes the rate of cabin
pressure change from 0 to 6,000 feet per minute in FT/MIN X
1000.
Cabin Altitude Warning Annunciator

A red [CAB ALT 10000 FEET] annunciator, activated by a
barometric pressure switch, illuminates to indicate that the
cabin altitude has exceeded 10,000 feet and the use of
supplemental oxygen is required.

R-09/00/04
Emergency Dump
The cabin can be
rapidly depressur-
ized by using the
emergency dump
(depressurization
toggle) valve. The
guarded operating
lever for this valve is
labeled EMER
DUMP and is lo-
cated on the envi-
ronmental panel.
Activation of the
emergency dump
valve applies suction
▲ EMERGENCY DUMP VALVE
that opens the
pressurization outflow valves, thereby releasing cabin pressure
and allowing cabin pressure to drop. Once cabin altitude
increases to 13,500, the cabin altitude limit valves will remove
suction from the outflow valve, causing it to drive towards the
full closed position under spring pressure.

R-09/00/04
Ambient Air Sources
For the purposes of this chapter, ambient air is used for cabin
and flight compartment ventilation during ground operation, to
provide a positive pressure differential in the aft fuselage while
in flight, and to act as the heat exchange medium for air-to-air
heat exchangers. Other uses are discussed elsewhere in this
manual.
On airplanes 550-0484, 0483, 0482 and earlier and on air-

planes 550-0627 and after, ambient ventilation air for the cabin
is routed from the NACA-type scoop on the dorsal fairing to the
cabin fresh air check valve through ducting. On airplanes 550-
0482,
0485 through 0626, ambient ventilation air is taken from the
tailcone. On some of these airplanes the cabin fresh air check
valve, attached to the aft pressure bulkhead, is mounted at the
end of a duct. On other airplanes no duct is used.
An optional flood cooling

system is available on air-
planes 550-0356 and after.
This system is primarily used
on the ground, but may also
be used at flight altitudes
below 10,000 feet. The system
functions to supply a mixture
of ambient air and conditioned
air directly to the passenger
cabin, bypassing the normal
▲ FLOOD COOLING SWITCH
air distribution system. Flood
cooling is activated by a two-position FLOOD COOLING switch
on the tilt panel. Positioning the switch to “ON” activates the
system by operating an electric actuator in a flow divider and
an electric motor/fan. The divider diverts the flow of conditioned
air to the axial fan, where it is mixed with ambient air before
entering the cabin through a grille at the top of the rear pres-
sure bulkhead. The fan and actuator receive 28 VDC from the
right main bus through the 20-amp FLOOD COOLING circuit
breaker located in the aft fuselage electrical power junction “J”
box.
In flight, the aft fuselage (tailcone) is pressurized (relative to

outside pressure) to prevent ingestion of external fluids. This is
accomplished using ram effect air taken in to the aft fuselage
through the dorsal scoop.

On the ground, the tailcone pressurization system is disabled
to prevent pressure transients in the environmental system
during the takeoff roll. On airplanes 550-0593 and after (and
earlier airplanes incorporating SB550-21-23), the tailcone
pressurization system incorporates a valve in the inlet duct from
the dorsal scoop that, during ground operation, is energized
closed to prevent air from entering the aft fuselage. On air-
planes 550-0592 and earlier, a valve in the aft fuselage skin is
energized open to allow air to vent overboard until the airplane
is airborne. Both types of valve are actuated by thermal expan-
sion of an enclosed fluid, so operating time for the valve will
vary according to initial conditions. A 60-second time delay
before valve actuation is incorporated on airplanes 550-0550
and after. The pressurization valve receives power from the left
main bus through a 5-amp circuit breaker located in the “J”
box. The circuit breaker is labeled TAIL PRESSURIZATION or
TAIL BUMP PRESS, depending on service bulletin incorpora-
tion.
On airplanes 550-0482, 0485 and after, ambient air from the aft
fuselage is drawn by an ACM-driven fan that directs it through
ducting, where the air absorbs heat from both ACM heat ex-
changers and the precooler before it is dumped overboard
through an outlet located on the lower side of the aft fuselage
below the engine pylon. On airplanes 550-0484, 0483, 0481
and earlier, ambient air to cool the ACM heat exchangers is
routed through ducting from the dorsal scoop to the ACM.
Moisture drains are located at the bottom of the ambient air

inlet duct and on the bottom of the aft pressure bulkhead check
valve duct attach connection. These moisture drains direct
accumulated water into the lower aft fuselage area, where it
exits through skin drain holes.

Vapor Cycle Air Conditioning System
The optional vapor cycle air conditioning system is electrically-

controlled, thermostatically-regulated, and uses Freon (R-12)
as a refrigerant. This system consists of one cockpit evapora-
tor, two cabin evaporators, and either a nose baggage com-
partment or aft fuselage mounted condenser/compressor with
associated controls, wiring, and plumbing.
The optional vapor cycle air conditioning system provides

effective cockpit and cabin cooling. It is used primarily during
ground operations, but may also be operated at flight altitudes
up to 18,000 feet. The vapor cycle air conditioning system can
be used alone or in conjunction with the ACM.
Refrigerant Circulation System

The refrigerant circulation system functions to activate and
control the vapor cycle that reduces the temperature of cabin
air. Major components of the system include a compressor,
condenser, condenser blower, receiver-dryer, and three evapo-
rator modules. A compressor/condenser unit is located in either
the nose baggage compartment or aft fuselage. The receiver-
drier unit is installed within the compressor/condenser unit. One
evaporator unit is located within the cockpit and two additional
evaporator units are located within the cabin.
The Freon (R-12) refrigerant used in this system is normally in a

gaseous state at standard atmospheric temperatures and
pressures. Within specific ranges of temperature and pressure,
however, the state of Freon may be transformed between liquid
and gas. This characteristic of Freon is critical to understanding
the vapor cycle, because in the transformation from gas to
liquid (condensation), heat is emitted; and in the transformation
from liquid to gas (evaporation), heat is absorbed.
Compressor
The compressor functions to provide the pressure and suction
that circulates Freon through the condenser, the receiver-dryer,
and the evaporator modules during air conditioning system
operation. The compressor is belt-driven by means of a pulley
attached to an electric motor. The same motor also drives an
axial fan that provides airflow through the condenser. This
airflow provides a cooling effect that condenses the hot gas-
eous Freon from the compressor into a liquid.

When air conditioning is not required, the compressor is idle.
When air conditioning is required, the compressor initiates the
vapor cycle by drawing low-pressure, low-temperature Freon
gas through a suction tube and delivering high-pressure, high-
temperature Freon gas to the condenser.
Condenser
The condenser is mounted in proximity to the compressor and
functions to transform the high-pressure, high-temperature
Freon gas into a high-pressure, low-temperature liquid. Con-
densation occurs as heat energy in the Freon gas passing
through the condenser coils is transferred to cooling fins which
are exposed to lower temperature airflow provided by a com-
pressor-driven axial fan. The cooled, high-pressure, liquid
Freon is then routed to the receiver-dryer.
Receiver-Dryer
The receiver-dryer, installed in the high-pressure tube between
the condensers and the evaporator modules, functions to
remove moisture from the liquid Freon when the air conditioning
system is operating. Moisture removal is critical not only in the
prevention of corrosion damage, but in the prevention of refrig-
erant circulation blockage caused by thermal expansion valve
freeze-up. Normal operation of the air conditioning system for
several minutes followed by the loss of cooling airflow may
indicate that freeze-up has occurred.
Evaporator Modules
One evaporator module is installed within the cockpit, and is
accessed by removing floor panels located behind the pilot’s
seat. Two additional evaporator modules are installed within the
aft baggage compartment in proximity to the aft pressure
bulkhead. Each module contains a thermal expansion valve,
evaporator coil, drain tube, and evaporator blower. The evapo-
rator modules transform high-pressure liquid Freon into a low-
pressure, low-temperature gas, completing the vapor cycle that
reduces the temperature of the cabin air.

High-pressure liquid Freon enters each evaporator module

through its respective thermal expansion valve that reduces
pressure. Each expansion valve incorporates a variable orifice
that is regulated automatically through a temperature-sensing
bulb attached to the Freon suction tube near the evaporator
outlet. When the temperature of the Freon gas leaving the
evaporator is too high, the orifice constricts to provide in-
creased cooling. When this temperature becomes too low, the
orifice opens to reduce cooling.
From the low-pressure side of the expansion valve, reduced

pressure liquid Freon is routed through the evaporator coil
where it is transformed into a gas. In the transformation from
liquid to gas, heat is absorbed from the cabin air as it is drawn
through each evaporator coil by its respective blower. The
refrigerated cabin air is then forced by the evaporator blowers
into the conditioned air distribution tubing. Cooled air from the
forward (cockpit) evaporator is introduced into the cabin
through armrest-level vents in the flight compartment. Air that
has been cooled by passing over the aft evaporators is intro-
duced into the passenger cabin and flight compartment
through the overhead duct.
As heat is absorbed from the cabin air, moisture accumulates

on the evaporator coil and collects in the lower portion of each
evaporator module. Drain tubes carry this moisture to forward
and aft heated drain assemblies located below the cabin floor,
which automatically control drainage of moisture from the
airplane. The condensate drain valves within these assemblies
incorporate a two-stage orifice that provides maximum drain-
age during ground operation, and reduced drainage during
pressurized flight to minimize loss of cabin pressure.
Vapor Cycle Air Conditioning System Protection

Vapor cycle air conditioner compressor protection is provided
by low-pressure, high-pressure, and suction switches and a
150-amp current limiter.
The low and high-pressure switches are mounted on fittings

installed on the compressor housing, or on a fitting assembly
that is installed in proximity to the compressor.

Compressor power is routed through an anti-cycle relay. If
compressor pressure exceeds 350 PSI, the high-pressure
switch opens, thereby removing power from the anti-cycle
relay. The anti-cycle relay then interrupts current to the recy-
cling timer, thereby shutting down the compressor.
A suction switch is installed into a fitting on the compressor

housing. If compressor suction drops below 9.5 PSI, the suc-
tion switch opens, thereby removing power from the anti-cycle
relay. The anti-cycle relay then interrupts current to the recy-
cling timer, thereby shutting down the compressor.
On airplanes 550-0505 and earlier incorporating SB550-21-16,

the low-pressure switch is disabled.
On airplanes 550-0505 and earlier not incorporating

SB550-21-16, if compressor pressure drops below 32 PSI, the
low-pressure switch opens, thereby removing power from the
anti-cycle relay. The anti-cycle relay then interrupts current to
the recycling timer, thereby shutting down the compressor.
Vapor Cycle Air Conditioning System Controls and Indicators

Airplanes equipped with vapor cycle air conditioning have a
FREON AIR CONDITIONER control panel mounted on the
copilot’s instrument panel. This air conditioning control panel
includes a rotary switch with four positions, labeled OFF,
FAN FWD, FAN ALL, and COMP and a FAN SPEED toggle
switch with HI and LO positions. The FAN FWD position ener-
gizes only the flight compartment blower, the FAN ALL position
energizes the all the blowers, and the COMP position energizes
the compressor and all the blowers. The selected blowers will
run at the speed selected by the FAN SPEED toggle switch.
Vapor Cycle Air Conditioning System Protection

The compressor motor will automatically shut down should
motor current exceed 350 amps, condenser Freon discharge
pressure exceed 350 PSIG, or Freon condenser suction pres-
sure fall below 10 PSIG.

Emergency Oxygen System
The oxygen system is designed to provide emergency breath-

ing oxygen for the crew and passengers in the event of a
pressurization system emergency occurring at flight altitudes
above 10,000 feet, or if the cabin fills with smoke. The standard
oxygen system includes a 22 cu-ft oxygen bottle that will pro-
vide emergency oxygen for crew and six passengers for up to
15 minutes; an optional system incorporates a 64 cu-ft bottle
that will provide emergency oxygen for crew and six passen-
gers for up to 50 minutes.
Emergency oxygen system operation is initiated by an altitude

pressure switch installed in the pressurized cabin area. At a
cabin altitude of 12,900 to 14,000 feet, the altitude pressure
switch energizes a solenoid valve that allows oxygen to flow to
the oxygen distribution system. Oxygen pressure of approxi-
mately 70 PSI automatically opens passenger oxygen mask
storage compartment doors, thereby dropping the masks.
Both oxygen systems provide distribution plumbing for the

flight compartment and passenger cabin, individual outlets for
each airplane occupant (location depending on seating con-
figuration), an oxygen bottle, regulator, filler valve, pressure
gage, and control switch. In all installations, the system regula-
tor is assembled directly to the oxygen bottle and functions to
reduce bottle pressure to a lower, constant supply pressure.
The regulator incorporates a mechanically-operated supply
shutoff valve and ports for a supply tube, filler tube, pressure
gage tube, and overboard discharge indicator tube. The pres-
sure regulator outlet ports in the 64 cu-ft system are installed in
slightly different positions than the ports in the 22 cu-ft system.
On airplanes 550-0255 and after and earlier airplanes incorpo-

rating SB550-35-2, the standard or optional oxygen bottle is
installed on the aft fuselage compartment structure using
mounting brackets.
On airplanes 550-0254 and earlier not incorporating

SB550-35-2, the standard or optional oxygen bottle is installed
below the right nose baggage compartment floor using mount-
ing brackets.

All oxygen bottles require a U.S. Department of Transportation
(D.O.T.) designation that identifies bottle specification and
service pressure. The D.O.T. designation also identifies the
bottle’s life limitation and hydrostatic testing requirements.
The 22 cu-ft bottle bears a DOT-3AA 1800 designation and

requires hydrostatic testing to 167% of its service pressure
every five years. There is no life limitation for this bottle unless
failure occurs during hydrostatic testing. The 22 cu-ft bottle is
charged to 1800 PSI under standard atmospheric conditions.
Two types of 64 cu-ft bottles are available. The lightweight
bottle bears a DOT-3HT 1850 designation; the fiber-wound
bottle bears a DOT-3FC1850 designation. Both types of bottle
require hydrostatic testing to 167% of service pressure every
three years. Life limitation is twenty-four years from date of
manufacture.
All oxygen bottles should be filled with breathing oxygen that

conforms to the requirements of MIL-0-27210, Type 1.
On airplanes and 550-0255 and after and earlier airplanes

incorporating SB550-35-2, the oxygen filler valve is located
inside the tailcone baggage compartment door. On airplanes
550-0254 and earlier not incorporating SB550-35-2, the oxygen
filler valve is accessible through the right nose baggage com-
partment door. The oxygen filler valve incorporates a filter and
a protective cap. A check valve, installed in-line between the
regulator and the filler valve, prevents the escape of bottle
pressure from the filler tube or its connections.
Oxygen Outlets
Oxygen outlets for the pilot and copilot are located on the
pilot’s and copilot’s side consoles in the flight compartment. Up
to eight oxygen outlets may be installed in the overhead pas-
senger cabin. Due to differences in seating configurations, the
location of the passenger cabin outlets will vary between air-
planes. Each outlet incorporates a spring-loaded valve that
prevents oxygen flow from the outlet unless a hose assembly is
connected.

Warning: Permit no smoking when using oxygen. Materials that

will not normally flash in the atmosphere will readily burn or
explode in the presence of concentrated oxygen. Oil, grease,
soap, lipstick, lip balm, and other fatty materials constitute a
serious fire hazard when in contact with oxygen. Be sure hands
and clothing are oil free before handling oxygen equipment.
Crew Oxygen Masks

Two types of crew oxygen
masks are available in the
Citation II. The standard oxy-
gen mask is a diluter demand
type with integral oxygen
regulator and microphone.
Each oxygen regulator in-
cludes a lever that allows
selection of diluter demand
(NORMAL) or demand (100%
OXY) modes. The demand
mode should be selected to insure adequate supplemental
oxygen at altitudes above 20,000 feet. The standard mask
qualifies as quick donning when it is worn with the head strap
around the neck.
The optional crew oxygen mask is a quick-donning sweep-on

type with a regulator and microphone attachment. This mask is
a diluter demand type with pressurized flow (100% oxygen)
selectable by placing the regulator in the “EMER” (demand)
position. The EMER position should be selected to insure ad-
equate supplemental oxygen at cabin altitudes above 20,000
feet. To conserve oxygen, the regulator may be set to “NOR-
MAL” if cabin altitude is below 20,000 feet. To qualify as quick-
donning, the mask must be properly stowed in its retainer.
Either mask should be set to the 100% oxygen (“100% OXY” or

“EMER”) position when it is used for smoke protection.

Oxygen mask microphones
are operated using a two-
position toggle switch on the
pilot’s and copilot’s side con-
soles. Setting this switch to
“MIC OXY MASK” energizes
the mask microphone; setting
the switch to “MIC HEAD SET”
energizes the headset micro-
phone. The selected micro-
phone may then be used for
transmission by depressing
the microphone button on the control wheel.
Passenger Oxygen Masks

Passengers are provided oro-
nasal type oxygen masks that
deform to seal around the
nose and mouth area. Each
mask consists of a face plate,
economizer bag, plastic sup-
ply tube, and a lanyard cord
with pintle pin attached. The
pintle pins are installed to
prevent oxygen loss from
unused masks. After oxygen
masks are deployed, the lanyard cord must be pulled to with-
draw the pintle pin and thereby initiate oxygen flow to each
mask. Passenger oxygen masks provide a constant flow rate of
4.5 liters per minute.

Oxygen System Controls, Malfunction Warning,

and Indication
On airplanes 550-0501 and

after, the rotary, three-position
OXYGEN CONTROL VALVE
switch is located on the pilot’s
side console. When this switch
is set to the center “NORMAL”
position, oxygen automatically
flows to both the cockpit and
cabin. When the switch is
rotated counterclockwise to
the “CREW ONLY” position,
oxygen flow is limited to the
cockpit. The switch is rotated clockwise to the “MANUAL
DROP” position to manually deploy passenger oxygen masks if
the automatic mask deployment system should fail.
On airplanes 550-0500 and

earlier, two-position toggle
switches labeled OXYGEN
PRIORITY VALVE and PASS
OXY MASKS are located on
the pilot’s side console. When
the OXYGEN PRIORITY VALVE
switch is set to the upper
“NORMAL” position, oxygen
automatically flows to both the
cockpit and cabin. When the
switch is set to the “CREW
ONLY” position, oxygen flow is limited to the cockpit. The
PASS OXY MASKS switch is repositioned from
“NORMAL” to “MANUAL DROP” to manually deploy passenger
oxygen masks if the automatic mask deployment system
should fail.

The oxygen pressure gage is
located on the right instrument
panel. The gage provides
visual indication of bottle
pressure and is marked with a
yellow arc from 0 to 400 PSI, a
green arc from 1600 to 1800
PSI, and red line at 2000 PSI.
When fully charged and stabi-
lized at approximately 70°F,
indicated pressure should be
1800 PSI for the 22 cu-ft bottle
and 1850 PSI for the 64 cu-ft bottle; however, indicated pres-
sure will vary with ambient temperature. Either bottle will require
recharging if indicated pressure falls below 300 PSI.
Evidence of oxygen bottle

overpressure is provided by
an indicator disc (originally
green in color).
Should overpressure occur, a

high-pressure rupture fitting
within the regulator releases
bottle pressure through the
overboard discharge indicator
tube. When oxygen bottle
pressure exceeds 2850 ± 150
PSI (at 70°F/21°C), the disc is “blown out,” thereby providing
visual indication that oxygen was discharged overboard.
On airplanes with oxygen bottles located in the nose section,

the indicator disc is located on the lower right surface of the
nose. On airplanes with oxygen bottles located in the aft fuse-
lage, the indicator disc is located on the lower left surface of
the tailcone.

Limitations

airplane flight manual or approved manual material, markings
and placards, or any combination thereof for all limitations.

airplane flight manual or approved manual material (supple-
mentary checklist) as revised, for procedural information.

Chapter 10
Ice Protection Systems
Table of Contents
Overview ............................................. 10-1
Anti-Ice Systems ................................. 10-2
Pitot-Static Anti-Ice .............................. 10-2
Windshield Anti-Ice .............................. 10-4

Bleed Air Windshield Anti-Ice ........... 10-4
System Operation .......................... 10-8
Malfunction Warning
and Protection ............................... 10-9
Bleed Air Windshield
Rain Removal .............................. 10-10
Alcohol Windshield Anti-Ice ............ 10-11
Surface Deice System ....................... 10-13

System Operation ........................ 10-15
Ice Detection ............................... 10-18
Engine Ice Protection......................... 10-19

Inboard Wing Leading
Edge Anti-Ice ................................ 10-20
System Operation ........................ 10-22
Malfunction Indication................... 10-22
Limitations ........................................ 10-23
Emergency Procedures....................... 10-23

Overview
This chapter describes the ice protection equipment required

on the Cessna Citation II for flight in icing conditions.
Anti-ice systems are designed to prevent the formation of ice

and should be activated prior to entering icing conditions. For
this purpose, electrically-powered heating elements are in-
stalled in the pitot tubes, static ports, and angle-of-attack sensor
(if installed). Protection against windshield icing is accom-
plished primarily using engine bleed air, with alcohol used as a
backup anti-ice system for the pilot’s windshield. Engine ice
protection is accomplished by bleed air heating of induction air
inlet components and electrical heating of the inboard wing
leading edges forward of each engine.
Deice systems are designed to remove ice which has accumu-

lated. For this purpose, pneumatically-operated boots are
attached to the leading edges of the stabilizers and the out-
board leading edge of each wing.
The Cessna Citation II is approved for flight in icing conditions

as defined by the FAA only when the following ice protection
equipment is installed and checked operational before flight:
Anti-Ice
Heated Pitot Tubes
Heated Static Ports
Heated Windshield
Backup Windshield Alcohol System
Engine Ice Protection
Deice
Wing and Stabilizer Deice Boots
Note: Refer to the FAA-approved Master Minimum Equipment

List (MMEL) for conditions and limitations specific to the ice
protection equipment installed in your airplane.
ICE PROTECTION SYSTEMS 03/09 FOR TRAINING PURPOSES ONLY 10-1

Anti-Ice Systems
For organizational purposes, this section is divided into pitot-

static anti-ice, windshield anti-ice, and engine anti-ice. All anti-
ice systems must be activated when operating in visible mois-
ture at indicated outside air temperatures (IOAT) between
+10°C (50°F) and -30°C (-22°F).
Pitot-Static Anti-Ice
▲ PITOT TUBE ▲ STATIC PORTS
The pitot tubes and static ports are protected against icing by
integral, electrically-powered heating elements which are
controlled by the PITOT & STATIC switch on the lower left instru-
ment panel. When this switch is in the upper (on) position, 28
VDC power is supplied to the heating elements of the pilot’s
pitot tube and static ports from the left main bus through the 7.5-
amp LH PITOT STATIC circuit breaker, and supplied to the
copilot’s pitot tube and static ports from the right main bus
through the 7.5-amp RH PITOT STATIC circuit breaker.
Independent left (pilot’s) and right (copilot’s) current sensors

monitor the flow of current to their associated heating elements.
On airplanes 550-0550 and after, these current sensors control
the illumination of an amber, three lens [LH] [RH] [P/S HTR OFF]
annunciator. On airplanes 550-0028 and earlier, the current
sensors control the illumination of a single pitot heat off/fail light
on the left instrument panel; on airplanes 550-0029~0505, this
light is replaced by an amber, single lens [P/S HTR OFF] an-
nunciator.

R-7/02
When the PITOT & STATIC

switch is in the upper “on”
position and all heating ele-
ments are functioning nor-
mally, the annunciator should
be extinguished. When this
switch is in the “on” position
and at least one heating ele-
ment is inoperative, the annun-
ciator should be illuminated.
When the switch is in the
“OFF” position or when no
▲ PITOT-STATIC HEAT SWITCH
power is being supplied to the
heating elements, the annunciator should also be illuminated.
On airplanes 550-0550 and after, the corresponding [LH]
(pilot’s) or [RH] (copilot’s) lens will illuminate in conjunction with
the [P/S HTR OFF] lens to indicate which heating elements are
malfunctioning.
To minimize battery drain and prevent overheating of the ele-

ments during ground operation, the PITOT & STATIC switch
should remain in the “OFF” position except for system testing.
To test the system prior to flight, the pitot tube covers should be
removed (if installed), the PITOT & STATIC switch should be
positioned to “on” for a period of 30-seconds and then returned
to “OFF.” If the system is functioning normally, the [P/S HTR
OFF] annunciator should not have illuminated when the PITOT
& STATIC switch was in the “on” position, the pitot tubes should
be hot, and the static ports should be warm.
To reduce the risk of severe burns when checking pitot tube

heat, physical contact with the tube should be minimized and
grasping the tube with any more than a light grip should be
avoided. Checking static port heat in high ambient tempera-
tures is best accomplished using the back of a finger to com-
pare the temperature of each static port to that of the surround-
ing fuselage skin. Refer to the appropriate Operating Manual or
Airplane Flight Manual for test procedures specific to the sys-
tem installed in your airplane.
Caution: To prevent overheating of the elements, ground opera-

tion of the pitot-static ice protection system is limited to 2 min-
utes.

Windshield Anti-Ice
2
3
1. Rain Removal Augmenter Door

2. Alcohol Spray Tubes
3. Bleed Air Discharge Nozzle Shroud
Protection against windshield icing is accomplished primarily

using engine bleed air, with alcohol used as a backup anti-ice
system for the pilot’s windshield. In addition to ice protection,
the bleed air windshield anti-ice system provides rain removal
and external defogging capabilities.
Bleed Air Windshield Anti-Ice

The bleed air windshield anti-ice system directs engine bleed
air against the windshield to prevent the formation of ice. Major
components of the system include a bleed air control valve,
heat exchanger, automatic temperature controls, temperature
and pressure sensors, manual flow controls, and bleed air
discharge nozzles.
Bleed air used by the system is tapped from the supply tubes
between the compressor section of each engine and the envi-
ronmental flow control/shutoff valves within the aft fuselage. On
airplanes 550-0484, 0483, 0481 and earlier, the bleed air is
routed through a precooler within each engine nacelle prior to
entering the aft fuselage. On airplanes 550-0482, 0485 and
after, availability of bleed air to the system is continuous when
either or both engines are operating and is not influenced by
the position of the PRESS SOURCE selector. On airplanes 550-
0484, 0483, 0481 and earlier, however, setting the PRESS
SOURCE selector to “LH” or “RH” correspondingly results in
bleed air being made available to the system from the left
engine or right engine only.

The bleed air tapped from each source is routed through inde-
pendent supply tubes to a common cross fitting within the aft
fuselage. A check valve in each of these tubes prevents the
backflow of bleed air to either engine when the opposite engine
has failed or is operating at a sufficiently lower RPM. From the
cross fitting, bleed air is routed through the bleed air control
valve to the heat exchanger, each also located within the aft
fuselage.
4
3
2
1
1. Heat Exchanger 3. Cross Fitting

2. Bleed Air Control Valve 4. Exit Duct
The bleed air control valve is normally-open, electrically-actu-

ated closed, and controlled primarily by the W/S BLEED switch
on the lower left instrument panel. When this valve is open,
bleed air is routed through the heat exchanger to the rest of the
system.

The heat exchanger is an air-to-air type unit which functions to
reduce bleed air temperature to that required for system opera-
tion. The heat exchanger is installed within an air duct through
which cooling airflow passes and conducts heat from the bleed
air. On airplanes 550-0482, 0485 and after, airflow enters this
duct through a screened inlet on the right side of the tailcone,
and exits through a NACA-
type exhaust scoop on the left
side of the tailcone below the
engine pylon. On airplanes
550-0484, 0483, and 0481 and
earlier, airflow enters this duct
through flush-mounted, NACA-
type intake scoops on the
dorsal fairing, and exits
through a NACA-type exhaust
scoop on the left side of the
tailcone below the engine
pylon. ▲ AIRFLOW OVERBOARD EXHAUST SCOOP
The automatic temperature controller maintains the required

bleed air temperature by modulating the position of an electri-
cally-actuated air control valve, located in the heat exchanger
exit duct, which regulates ambient airflow through the heat
exchanger. Input signals are provided to the controller by the
W/S BLEED switch and by temperature sensors located in the
bleed air supply tubing: one downstream of the heat ex-
changer, another upstream of the nozzles.

From the heat exchanger,

bleed air is routed through a
pair of mechanically-actuated
control valves which regulate
bleed air flow to the discharge
nozzles. Each valve is located
within the nose section and
manually positioned by its
associated LH or RH WIND-
SHIELD BLEED AIR control on
the copilot’s lower instrument
panel. Each discharge nozzle
▲ DISCHARGE NOZZLE VALVE
is enclosed in an aerodynamic
shroud and comprised of a manifold which supplies an array of
outlet tubes that direct bleed air against the windshield. Each
shroud is fitted with a hinged augmenter door for rain removal.
Both augmenter doors are mechanically-operated by a single
PULL RAIN control, located below the copilot’s instrument
panel. The left (pilot’s) shroud also houses the alcohol dispersal
nozzle.
Rotating the WINDSHIELD

BLEED AIR controls clockwise 1
progressively increases bleed
air flow to the discharge
nozzles; counterclockwise
rotation progressively de-
creases bleed air flow to the
discharge nozzles. When
2
windshield rain removal is
required, the WINDSHIELD
BLEED AIR controls should be
rotated fully-clockwise to
“MAX.” When windshield ice 1. Windshield Bleed
protection or rain removal is Air Controls
not required, the WINDSHIELD 2. Pull Rain Control Knob
BLEED AIR controls should be
rotated fully-counterclockwise
to “OFF.”

System Operation
The system is activated by the
three-position (HI/OFF/LOW)
W/S BLEED switch on the
lower left instrument panel.
When this switch is set to “HI”
or “LOW,” the bleed air control
valve is deenergized open
and 28 VDC power is sup-
plied from the left main bus
(550-0550 and after) or right
main bus (550-0505 and
▲ W/S BLEED SWITCH
earlier) to the automatic tem-
perature controller through the 5-amp W/S BLEED TEMP circuit
breaker. When “HI” is selected, the temperature controller
modulates the position of the air control valve to maintain bleed
air temperature at approximately 138°C. When “LOW” is se-
lected, the temperature controller modulates the position of the
air control valve to maintain bleed air temperature at approxi-
mately 127°C. When set to “OFF,” the temperature controller is
deactivated and the bleed air control valve is energized closed.
On airplanes 550-0550 and after, 28 VDC left main bus power is
supplied to the bleed air control valve through the 5-amp W/S
BLEED circuit breaker. On airplanes 550-0505 and earlier, 28
VDC right main bus power is supplied to the bleed air control
valve through the 5-amp WINDSHIELD BLEED AIR circuit
breaker.
Before activating the system, the WINDSHIELD BLEED AIR

controls should be rotated clockwise and the PULL RAIN con-
trol, located below the copilot’s instrument panel, should be
pushed fully-in. When windshield ice protection is required, the
W/S BLEED switch should be set to “HI” when IOAT is below
-18°C, or “LOW” when IOAT is above -18°C. Normal system
operation is indicated by an increase in air noise as bleed air is
discharged from the nozzles.

Bleed Air Windshield Anti-Ice Schematic
© PCW
Malfunction Warning and Protection

Malfunction warning and protection is provided by a pressure
switch and overheat sensor, located in the bleed air supply
tubing downstream of the heat exchanger, and an amber [W/S
AIR O’HEAT] light located on the annunciator panel. The pres-
sure switch functions to illuminate the [W/S AIR O’HEAT] annun-
ciator when the W/S BLEED switch is set to “OFF” and bleed air
pressure is at least 5 PSI, indicating failure of the bleed air
control valve to energize closed. The overheat sensor functions
to illuminate the [W/S AIR O’HEAT] annunciator and energize
the bleed air control valve closed when bleed air temperature
exceeds 146°C, indicating failure of the automatic temperature
controls to regulate ambient airflow through the heat exchanger.
Should this condition occur, normal system operation should be
restored automatically when bleed air temperature no longer
exceeds 146°C.
Note: If normal system operation is not restored automatically

within 60-seconds of [W/S AIR O’HEAT] annunciator illumina-
tion, bleed air flow to the windshield should be reduced to the
minimum necessary to maintain sufficient visibility. This can be
accomplished by setting the W/S BLEED switch to “LOW” or
“OFF” and/or rotating the WINDSHIELD BLEED AIR controls to
“OFF.”

Operation of the overheat
sensor and [W/S AIR O’HEAT]
annunciator may be verified
by rotating the TEST selector,
located on the lower left instru-
ment panel, to the “W/S TEMP”
position and setting either W/S
BLEED switch to “HI” or
“LOW,” In this condition, the
[W/S AIR O’HEAT] annunciator
should illuminate if the sensor
is functional. When illuminated
by the overheat sensor during
system operation or testing, the [W/S AIR O’HEAT] annunciator
receives 28 VDC power from the left main bus through the 5-
amp W/S BLEED circuit breaker (550-0550 and after), or from
the right main bus through the 5-amp WINDSHIELD BLEED AIR
circuit breaker (550-0505 and earlier). When illuminated by the
pressure switch, the [W/S AIR O’HEAT] annunciator receives 28
VDC power from the left main bus (550-0550 and after) or right
main bus (550-0505 and earlier) through the 5-amp W/S BLEED
TEMP circuit breaker.
Bleed Air Windshield

Rain Removal
Rain removal is provided by
the windshield anti-ice system
and the augmenter doors on
each discharge nozzle
shroud. When bleed air flow
from discharge nozzles is
insufficient to clear the wind-
shield of heavy rain, the aug-
menter doors can be opened
to provide increased airflow
over the windshield. Both augmenter doors are mechanically-
operated by a single PULL RAIN control, located below the
copilot’s instrument panel. When windshield rain removal is
required, the WINDSHIELD BLEED AIR controls should be
rotated fully-clockwise to “MAX,” the PULL RAIN control should
be pulled fully-out, and the W/S BLEED switch should be set to
“LOW.”
Note: Difficulty may be encountered opening the augmenter

doors at airspeeds above 175 KIAS, or when the W/S BLEED
switch is set to “LOW” prior to operating the PULL RAIN control.

Alcohol Windshield Anti-Ice

The alcohol windshield anti-ice system provides a backup to
the bleed air windshield anti-ice system for the pilot’s wind-
shield only. Major components of the system include an alcohol
reservoir, an electrically-operated pump, and a six-tube dis-
persal nozzle.
3
2
1. Fluid Level Sight Gage

2. Alcohol Reservoir
3. Augmenter Door Linkage
The alcohol reservoir is located behind the aft divider within the
right nose baggage compartment. A sight gage on the upper
reservoir permits fluid level inspection. The sight gage is visible
through an inspection window positioned on an access panel.
The access panel is hinged to facilitate servicing and is acces-
sible through the right baggage door. If fluid is not visible in the
sight gage, the reservoir should be replenished. Reservoir
capacity is 0.5 U.S. gallons TT-I-735 isopropyl alcohol only.

The electrically-operated pump, also located behind the aft
divider within the right nose baggage compartment, delivers
alcohol under positive pressure to the dispersal nozzle. The
pump incorporates an integral fluid filter through which alcohol
passes before delivery to the dispersal nozzle. To prevent
audio interference during system operation, a radio noise filter
is installed in the electrical circuit to the pump. The dispersal
nozzle, enclosed within the left (pilot’s) shroud, incorporates six
spray tubes which distribute alcohol over the pilot’s windshield.

two-position (ON/OFF) W/S
ALCOHOL ANTI-ICE switch on
the lower left instrument panel.
When this switch is positioned
to “ON,” 28 VDC power is
supplied to the pump from the
right main bus (550-0550 and
after) or left main bus (550-
0505 and earlier) through the
5-amp W/S ALCOHOL circuit
breaker. With the pump ener-
▲ W/S ALCOHOL ANTI-ICE SWITCH
gized, alcohol is drawn from
the reservoir and delivered to the dispersal nozzle. With the
alcohol reservoir serviced to capacity, maximum continuous
operation endurance is approximately 10 minutes.
Note: If failure of the bleed air windshield anti-ice system ne-

cessitates activation of the alcohol windshield anti-ice system,
icing conditions should be exited as soon as practicable.
During preflight inspection, the alcohol spray tubes should be

checked for general condition and cleanliness, and the reser-
voir level should be checked full. Operation of the system can
be tested before flight by positioning the W/S ALCOHOL ANTI-
ICE switch to “ON” until alcohol is observed flowing from all six
spray tubes.

Surface Deice System
The surface deice system functions to remove ice accumula-

tions from the leading edges of the stabilizers and outboard
leading edge of each wing. The electrically-controlled, pneu-
matically-operated system consists of inflatable rubber deice
boots, a pneumatic pressure regulator, three control valves, a
timer module, two pressure switches, and associated controls,
plumbing and circuitry.
1. Outboard Leading
Edge Boot 2
2. Vertical
Stabilizer Boot
3. Horizontal
Stabilizer Boot

The deice boots are essentially fabric-reinforced rubber sheets
containing built-in, spanwise inflation tubes. Each boot is
bonded by adhesive to the leading edge of the surface being
protected and features a conductive coating which discharges
static electricity. The boots are normally held deflated against
their respective leading edge surfaces by suction. When in-
flated by air pressure, the change in boot contour breaks up ice
accumulations to facilitate removal by normal in-flight air forces.
Air pressure for boot inflation and suction for boot deflation is
provided by engine bleed air supplied from the same cross
fitting that supplies the windshield anti-ice system. From this
cross fitting, bleed air is routed through the pneumatic pressure
regulator which functions to reduce bleed air pressure to ap-
proximately 23 PSIG. From the regulator, bleed air is routed
through a cross fitting where its flow is divided into three paths
which independently supply the stabilizer, left wing, and right
wing control valves, also located within the aft fuselage. Bleed
air is continuously supplied to the control valves whenever
either or both engines are operating. Refer to the Bleed Air
Windshield Anti-Ice section of this chapter for a description of
the bleed air source.
The three electrically-actuated

control valves function to
control the application of
suction (when deenergized
closed) or pressure (when
energized open) to their asso-
ciated boots as determined
primarily by the timer module.
When deenergized closed,
each control valve functions
as an ejector, producing
approximately 5.5 inHg of
▲ DEICE BOOT OVERBOARD VENT TUBES
suction by directing bleed air
through an overboard vent tube. When energized open, the
overboard vent tube is blocked and bleed air inflation pressure
is directed to the boots. The timer module, located within the
flight compartment left side console, functions to energize and
deenergize the control valves sequentially. The pressure
switches, one located in the stabilizer boot supply line, the
other located in the right wing boot supply line, function to
illuminate the white [SURFACE DEICE] (550-0550 and after) or
[SURF DEICE] (550-0505 and earlier) annunciator when infla-
tion pressure is at least 20 PSI.

System Operation
three-position SURFACE DE-
ICE switch on the lower left
instrument panel. When this
switch is momentarily actuated
to the upper (on) position, 28
VDC power is supplied from
the right main bus (550-0550
and after) or left main bus
(550-0505 and earlier) to the
timer module through the 5-
▲ SURFACE DE-ICE SWITCH
amp SURFACE DE-ICE circuit
breaker, thereby initiating a two-sequence deice cycle.
During the first sequence, the timer energizes the stabilizer

control valve open directing inflation pressure to the stabilizer
boots for approximately six seconds. Full inflation and annun-
ciator illumination normally occur within approximately two
seconds. During the second sequence, the timer deenergizes
the stabilizer control valve closed and energizes the left and
right wing control valves open directing inflation pressure to the
wing boots for approximately six seconds. The annunciator will
extinguish momentarily between sequences and illuminate
when the wing boots are fully-inflated. Full deflation of the
stabilizer boots normally occurs within approximately twelve
seconds following completion of the first sequence. Full defla-
tion of the wing boots normally occurs within approximately
twelve seconds following completion of the second sequence.
Upon completion of the cycle, the timer module and control
valves are deenergized, the annunciator is extinguished and
suction is applied to all of the boots.
Each momentary actuation of the SURFACE DE-ICE switch to

“on” results in one complete cycle. Though the inflation se-
quences last approximately twelve seconds combined, the
additional time required for the deflation of all boots results in
one complete cycle actually lasting approximately twenty-four
seconds. System activation may be repeated as necessary
allowing twenty-four seconds between cycles.
Note: If the boots fail to deflate or if cycle termination is desired,

momentary actuation of the SURFACE DE-ICE switch to the
lower “RESET” position overrides the timer module and immedi-
ately deenergizes all three control valves closed.

Surface Deice System Schematic (boots deflated)
© PCW
The system should be activated when ice accumulations of at

least 1/4” to 1/2” are observed on the leading edge of either
outboard wing. Activation of the system with accumulations of
less than 1/4” may result in ice bridging on the wing. Accumula-
tions of greater than 1/2” may exceed the system’s ice removal
capabilities. Operation and/or testing of the system at indicated
outside air temperatures (IOAT) below -40°C (-40°F) may result
in boot cracking or failure of the boots to fully-deflate.
During preflight inspection, the deice boots should be checked

for general condition and cleanliness. Operation of the system
can be tested before flight by momentarily actuating the SUR-
FACE DE-ICE switch to the upper “on” position and visually
confirming normal inflation and deflation of the wing boots as
well as illumination of the annunciator.

Surface Deice System Schematic (first cycle: empennage boot inflation)
© PCW
Surface Deice System Schematic (second cycle: wing boot inflation)
© PCW

Ice Detection
A wing ice inspection light is
installed on the left side of the
fuselage, forward of the wing.
The light illuminates the upper
surface and leading edge of
the wing so that these surfaces
can be checked for ice accu-
mulation during night opera-
tions. The light is controlled by
the WING INSP switch on the
lower left instrument panel.
▲ WING ICE INSPECTION LIGHT
When this switch is positioned
to “ON,” 28 VDC power is supplied to the light from the right
main bus (550-0550 and after) or left main bus (550-0505 and
earlier) through the 5-amp WING INSP circuit breaker.

Engine Ice Protection
Engine ice protection is accomplished by bleed air heating of

induction air inlet components and electrical heating of the
inboard wing leading edges forward of each engine.
1 2
1. T2 Probe Supply Line

2. Inlet Lip Bleed Air Valve 3
3. Inlet Stator Vane
Supply Line
Each engine’s bleed air anti-

ice system operates indepen-
dently of the other and uses
compressor discharge air (P3)
to heat the inlet nose cone,
core inlet guide vanes (sta-
tors), T2 probe, and inlet lip.
During engine operation, bleed air is supplied continuously to
the inlet nose cone through the hollow interior of the N1 shaft,
and to the T2 probe through an external line. Inlet lip bleed air is
tapped from the primary bleed air supply tubes. These supply
tubes extract bleed air from the compressor through ports
located at 4 and 8 o’clock positions on the gas generator case.
Core inlet stator bleed air is ported directly from the compressor
through a dedicated external line.

Availability of bleed air to the inlet lip and core inlet stators is
through independent pressure regulating/shutoff valves which
are electrically-actuated closed, and controlled primarily by the
LH and RH ENGINE anti-ice switches on the lower left instru-
ment panel. Although these valves are electrically considered
normally-open, they are pneumatically considered normally-
closed and require at least 8 PSI bleed air pressure to open.
Additionally, each inlet lip valve requires that its corresponding
THROTTLE lever be positioned above 60% N2 to open. The
stator valve incorporates a position switch and the inlet lip
incorporates a temperature switch, each associated primarily
with system malfunction indication.
Inboard Wing
Leading Edge Anti-Ice
The inboard wing leading
edge anti-ice system operates
in conjunction with the engine
bleed air anti-ice system and
uses electrically-heated pan-
els to prevent the formation of
ice on the upper wing surface
forward of the engines. Each
removable panel features a
highly-polished exterior that
▲ INBOARD WING ANTI-ICE PANEL
forms a 61” section of its
associated inboard wing leading edge. Five independent,
spanwise heating elements, a high temperature switch, low
temperature switch, and a temperature sensor are bonded to
the interior of each panel. A Kevlar insulation shield provides a
thermal barrier between the heated panel and the wing
structure.
An independent temperature control circuit is provided for each

panel to maintain operating temperatures between 54°C and
78°C nominal. Each circuit includes a temperature controller,
control relay, and power relay which function to regulate the
flow of current to the heating elements. With the system acti-
vated, current flow to the heating elements will occur only when
the control relay and power relay are energized closed.

The temperature sensor in each panel is positioned where the

highest operating temperatures exist. The temperature control-
ler cycles the system on and off according to input signals
supplied by the temperature sensor. To accomplish this, the
temperature controller energizes and deenergizes the control
relay as a function of sensed temperature. When approximately
54°C is sensed, the control relay is energized closed, thereby
supplying current to the heating elements. When approximately
78°C is sensed, the control relay is deenergized open, thereby
interrupting current flow to the heating elements.
The low temperature switch in each panel is also positioned

where the highest operating temperatures exist, while the high
temperature switch is positioned where lower operating tem-
peratures exist. In the event of temperature controller failure, the
high temperature switch energizes and deenergizes the power
relay as a function of sensed temperature. When approximately
74°C is sensed, the power relay is deenergized open, thereby
interrupting current flow to the heating elements. When approxi-
mately 68°C is sensed, the power relay is energized closed,
thereby supplying current to the heating
elements.
Note: Although the control relay and power relay appear to

have overlapping temperature activation ranges, the location of
the temperature sensor and high temperature switch ensures
that neither senses the same temperature simultaneously.
28 VDC power is supplied to each panel by its associated left

or right main bus through a 175 amp current limiter. Each
heating element is provided with a circuit breaker and current
sensor. The five current sensors for each panel are wired in
series and independently monitor the flow of current to their
associated heating elements. The current sensors and the low
temperature switch are associated primarily with system mal-
function indication.

System Operation
The engine bleed air and
inboard leading edge anti-ice
systems are simultaneously
activated by the LH and RH
ENGINE anti-ice switches on
the lower left instrument panel.
When these switches are in
the upper (on) position, 28
VDC power is supplied to the
inboard wing leading edge
heating elements and the
▲ ENGINE ANTI-ICE SWITCHES
ignition system. After a five
second time delay, the pressure regulating shutoff valves for
each inlet lip and core inlet stator will be deenergized open if
the THROTTLE levers are positioned above 60% N2 and at
least 8 PSI bleed air pressure is available. If the system is
functioning normally, each heated leading edge panel will
draw approximately 150 amps and the consumption of bleed
air for inlet lip and core inlet stator heating will increase indi-
cated ITT and decrease engine RPM.
Malfunction Indication
Indication of engine ice protection system malfunction is pro-
vided by the amber [LH] and [RH] [ENG ANTI-ICE] annuncia-
tors (550-0550 and after) or [L ENG ICE FAIL] and [R ENG ICE
FAIL] annunciators (550-0505 and earlier). Illumination of the
corresponding annunciator(s) will occur under the following
conditions when the LH and RH ENGINE anti-ice switches are
in the upper (on) position:
1. by current sensor when at least one heating element

is inoperative
2. by low temperature switch when leading edge temperature
is below approximately 16°C
3. by high temperature switch when leading edge temperature
is above approximately 74°C
4. by temperature controller when temperature
sensor malfunctions
5. by position switch when core inlet stator valve fails to open
6. by temperature switch when inlet lip temperature is
below 104°C

Engine Ice Protection Schematic
© PCW
Note: Illumination of these annunciators during the five seconds

following system activation is normal before the pressure regu-
lating shutoff valves for each inlet lip and core inlet stator open.
Limitations



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Cessna Citation II Technical Manual

Overview ............................................... 6-1

DC Power Sources ................................ 6-2

External Power System .......................... 6-8

DC Power Distribution ......................... 6-10

DC System Indication .......................... 6-14

DC Circuit Protection ........................... 6-15

Electrical System, continued

Bus Distribution Tables ....................... 6-34

Dual Split Bus AC System ................... 6-44

“Tied” Split Bus AC System ................. 6-46

Single Bus System .............................. 6-48

AC Circuit Protection ............................ 6-51

Lighting .............................................. 6-52

Exterior Lighting .................................. 6-52

Electrical System, continued

Interior Lighting ................................... 6-56

Limitations .......................................... 6-61

Emergency Procedures ......................... 6-61

This chapter describes systems that supply and control air-

The Cessna Citation II electrical system is powered by two

▲ PRIMARY ELECTRICAL SYSTEM CONTROLS AND INDICATORS

ELECTRICAL SYSTEM 03/09 FOR TRAINING PURPOSES ONLY 6-1

The section describes the sources of airplane DC power, in-

Note: A nickel-cadmium battery will maintain a constant output

6-2 FOR TRAINING PURPOSES ONLY CITATION II CHAPTER 6 03/09

Electrolyte level in the NiCad battery should be 1/8 inch above

To prevent the accumulation of fluid and vapors, the battery box

It is recommended that the battery electrolyte level be checked

Battery Overheat Warning

Note: The battery should be serviced if battery temperatures

Battery overheat warning system operation may be verified by

ELECTRICAL SYSTEM 03/09 FOR TRAINING PURPOSES ONLY 6-3

The starter/generators can each sustain an overload of up to

Each generator is capable of powering the entire airplane

6-4 FOR TRAINING PURPOSES ONLY CITATION II CHAPTER 6 03/09

Generator Control Units

ELECTRICAL SYSTEM 03/09 FOR TRAINING PURPOSES ONLY 6-5

6-6 FOR TRAINING PURPOSES ONLY CITATION II CHAPTER 6 03/09

Ground Fault Protection

Starter/Generator Ground Cooling

ELECTRICAL SYSTEM 03/09 FOR TRAINING PURPOSES ONLY 6-7

The external power system

thereby permitting electrical

External Power Requirements

Caution: If an external power source without reverse current

6-8 FOR TRAINING PURPOSES ONLY CITATION II CHAPTER 6 03/09

Note: External power engine starts may be accomplished with

The system includes an overvoltage/overcurrent monitor and a

ELECTRICAL SYSTEM 03/09 FOR TRAINING PURPOSES ONLY 6-9

Electrical power is distributed to the airplane’s systems through

Hot Battery Bus

With both engines operating and both generators on-line, the

Note: If there are no indications of battery power availability to

Note: Charging current from the starter/generator will be avail-

6-10 FOR TRAINING PURPOSES ONLY CITATION II CHAPTER 6 03/09

Left and Right Main Busses

ELECTRICAL SYSTEM 03/09 FOR TRAINING PURPOSES ONLY 6-11

6-12 FOR TRAINING PURPOSES ONLY CITATION II CHAPTER 6 03/09