Cessna Citation Bravo Avionics Manual

DISPLAY TUBE AZ-850 AIR DATA COMPUTER UPPER PORT PRIMARY STANDBY PITOT TUBE LANDING GEAR WARNING HORN FLIGHT DISPLAY RH PITOT TUBE AZ-850 AIR DATA COMPUTER UPPER PORT ELECTRICAL MIDDLE PORT MIDDLE PORT PITOT PRESSURE LH LOWER STATIC PORTS PORT STATIC PRESSURE LOWER PORT RH STATIC PORTS 5685C6072 Figure 3-1 55BOM-00 MODEL 550 ALTIMETER AND AIRSPEED INDICATIONS SECTION III INSTRUMENTATION AND AVIONICS Altitude and airspeed data to the primary flight displays (PFD) are provided by information generated by the AZ-850 micro air data computers which is transmitted in digital form through the IC-600 Display Guidance Computers to the pilots' primary flight displays. The altitude and airspeed are then presented in color on the display in the PFDs. The micro air data computers also generate the altitude information which is used by the mode C function of the transponders, and for the optional Traffic Collision Avoidance System(TCAS) if it is installed. AIRSPEED INDICATION The indicated airspeed display is to the left of the attitude display on the primary flight display. The display consists of a “rolling digit" window in the center of an airspeed vertical tape. The resolution of the rolling digits is one knot. The moving vertical tape moves behind the window and displays digital airspeed at 20 knot intervals, with the larger numbers at the top of the scale. The range of the airspeed scale is 40 to 450 knots with tick marks at ten knot intervals. An airspeed trend vector, which displays an indication of the direction and rate of airspeed change, extends vertically from the apex of the current airspeed value display window. It extends upward for acceleration and downward for deceleration. The trend vector represents a prediction of what the airspeed will be in ten seconds if the current change in airspeed is maintained. "Bugs” for six V-speeds are provided to allow pilot selection of key airspeeds by means of the multifunction display (MFD) bezel buttons. They are labeled 1, (V1) R (VR), 2, (V2) and E (VENR) (this airspeed is automatically displayed whenever V₁, VR, or V2 is selected for display) and RF (VREF) and AP (VAPP). When the speeds are selected digital indications appear at the bottom of the PFD display as well as the bugs being placed into position. The bugs are positioned on the right outside edge of the airspeed tape. They consist of a horizontal T-shaped symbol with its respective label positioned to the right of the symbol. All the takeoff set bugs will be removed from the display when the airplane airspeed exceeds 230 knots and the landing speed bugs are removed at power down. When the airspeed is below 40 knots, V₁, VR, V2, and VE are displayed in the bottom portion of the airspeed tape in the form of a digital readout. The digital readout of the set value is displayed along with the bug symbol and are labeled in ascending order, starting with V₁. Upon power up, the digital readouts for the set bugs will be amber dashes. As the V speeds are set on the MFD menu, the digital readouts will follow the readout on the MFD and set accordingly. The digital readouts are removed from the display when the first V speed value comes into view on the airspeed tape. Low Airspeed Awareness A red, amber, and white thermometer type display located on the inside of the airspeed scale gives indication of low airspeed. The white extends from 1.3 Vs₁ to 1.2 VS1, the amber band extends from 1.2 VS1 to 1.1 VS1 (approximately stick shaker speed), and the red extends from stick shaker speed to the smaller airspeeds on the tape. 55BOM-00 3-5 3-6 SECTION II INSTRUMENTATION AND AVIONICS AIRSPEED DISPLAY (TYPICAL) FD MODE AIRSPEED MODEL 550 Vmo OVERSPEED TAPE REFERENCE 200 DISPLAY A220- COMPARISON MONITOR ANNUNCIATION 210- 200- 190 FD MODE AIRSPEED REFERENCE BUG 185 AIRSPEED- ROLLING DIGITS TREND VECTOR 170 AIRSPEED REFERENCE 160. LINE MAX SPEED/MIN SPEED MACH DISPLAY 150- ANNUNCIATION 0.45M 180- AIRSPEED 170 DISPLAY 160- 150 1452 130 WINDOW MAXSPww 120 110- LOW SPEED AWARENESS BAR V SPEED BUGS RF AP 11 - 12 M 6585C1003 6585C1004 Figure 3-2 55BOM-01 MODEL 550 Overspeed Indications SECTION III INSTRUMENTATION AND AVIONICS Between sea level and 800 feet altitude the limiting airspeed (VMO) is 260 KIAS; above 27,880 feet the limiting Mach is 0.700 (indicated). At higher altitudes (above approximately 28,000 feet) there is a sliding scale at which the changeover between the Mach and airspeed limits occurs. When one of these limits is exceeded, the airspeed indication in the window to the left of the attitude display in the PFD will be changed to red and an amber annunciation, also to the left of the attitude sphere, will announce MAX AIRSPEED. A red thermometer type tape is also presented on the inside of the airspeed scale. The thermometer extends from VMO/MMO to larger airspeeds on the tape and appears in the indication as the airspeed reaches into near VMO/MMO range. When the limiting airspeed is exceeded the overspeed warning (VMO/MMO) horn will sound until the airspeed is reduced below the limit speed. MACH NUMBER DISPLAY A digital readout of indicated Mach number is displayed below the airspeed dial. The Mach number will come up on the display when Mach exceeds 0.390, and is removed when it is falls below 0.380 Mach. Resolution of the Mach display is 0.01 Mach. STANDBY AIRSPEED AND ALTITUDE INDICATION (AIRPLANES -0801 THRU -0808) Conventionally generated altitude and airspeed will always be available, in case of complete electrical failure, from the standby altimeter and airspeed indicator which operate directly from the standby pitot-static system. The only electrical power used by the combination instrument is DC power to operate the instrument vibrator, which comes from the emergency DC bus. An airspeed limit placard is located below the standby indicator. Airplanes -0809 and on have a cathode ray tube combination standby airspeed indicator/altimeter/attitude indicator, similar to the pilots' flight displays, which is discussed below in this section. STANDBY AIRSPEED INDICATOR/ALTIMETER (AIRPLANES -0801 THRU -0808) 55BOM-00 21000 1013 ALT b 4 5 2111 די BAND JAS 60 3. 2992 Figure 3-3 6718P1234 3-7 SECTION I INSTRUMENTATION AND AVIONICS MODEL 550 ALTITUDE INDICATION The altitude display is located to the right of the attitude display on the primary flight display. The altitude is indicated by means of a vertical tape display which has a "rolling digit" window in the center of an altitude vertical tape. The resolution of the digits to 20 feet. The hundreds, thousands, and ten thousands digits are larger digit numerals than the others. The vertical tape moves behind the window and displays a tape 550 feet both above and below the present indicated altitude, with the larger numbers at the top of the scale. The range of the altitude window is from - 1,000 to 60,000 feet with tick marks located at 500 foot increments. The scale is labeled in 500 foot intervals and single line chevrons are located at each 500 foot increment. Double line chevrons are located at each 1000 foot increment. The chevrons extend back to the approximate midpoint of the altitude tape and are connected with each other by a vertical line. The left side of the “rolling digit" window will has the same angle as the chevrons. ALTITUDE DISPLAY (TYPICAL) ALTITUDE SELECT BUG ALTIMETER || 0400 10500 A ALTITUDE ALERT BOX ALTITUDE SELECT DISPLAY COMPARISON MONITOR DISPLAY REFERENCE LINE 100 00 ALTITUDE TREND VECTOR- MDA BUG ALTIMETER ROLLING DIGITS LOW ALTITUDE AWARENESS -9500// 29.92 3047M METRIC ALTITUDE Figure 3-4 6585C1005 Information for the altitude indications is digitally developed, in the AZ-850 micro air data computers, from pitot and static air and and transmitted through the system to the primary flight displays 3-8 55BOM-01 MODEL 550 SECTION III INSTRUMENTATION AND AVIONICS The barometric pressure setting is controlled by a BARO knob at the bottom right of the primary flight display. A button (IN/HPA) on the DC-550 display controller allows selection of inches of mercury (IN) or millibars (HPA-Hectopascals). A STD button, located next to the BARO knob, allows a change to a baro setting of 29.92 in. Hg. (or 1013 millibars) by simply pressing it. The baro correction setting display is located just below the altitude dial. When set to in.Hg. the BARO knob will change the altitude correction by 0.01 in. Hg. per click; when set to millibars (Hectopascals), turning the BARO knob will change the altitude correction by 1 millibar per click. Millibars and Hectopascals are numerically the same. An altitude trend vector is displayed on the left edge of the altitude tape and provides an indication of the rate of altitude change. The trend vector extends vertically from the apex of the current altitude display window. The vector extends up for positive vertical trends and down for negative values. The vector represents a prediction of what the altitude will be in six seconds if the current vertical speed is maintained. Standby altitude indications are always available from the standby airspeed indicator/altimeter, which is discussed under Airspeed Indication, above. VERTICAL SPEED INDICATION Vertical speed data is developed in the AZ-850 Micro Air Data Computers, which sense the rate-of-change of altitude from inputs of the static system. The computers convert the data into digital form and transmit it through the digital data bus system to the IC-600 Display Guidance Computers, which forward it to the DU-870 Primary Flight Displays where it is generated into a visual display. VERTICAL SPEED DISPLAY 55BOM-00 |VS↓2000- -VS TARGET DISPLAY 3 VERTICAL SPEED 2 REFERENCE LINE VS TARGET BUG 1500 VS DIGITAL DISPLAY 6785C1007 Figure 3-5 3-9 SECTION III INSTRUMENTATION AND AVIONICS MODEL 550 The vertical speed display is a fixed scale meter movement type display; a pointer rotates about a point which is outside of the actual display. The scale is non-linear, which provides increased resolution around zero vertical speed. In the center of the scale a digital readout of the actual vertical speed is displayed. The digital display has a resolution of 50 feet per minute and can accommodate rates of climb or descent of 9999 feet per minute. The pointer limits are plus or minus 3500 feet per minute. On the display scale tick marks are located at the positive and negative values of 500, 1000, 1500, 2000, 2500, and 3000 feet per minute. The pointer will continue to move up to plus or minus 6600 feet per minute but will have a reduced sensitivity. The digital display and the digital readout box will be removed from the display for vertical speeds of plus or minus 550 feet per minute, leaving only the meter type display. INCLINOMETER A conventional inclinometer (turn and slip indicator) is fixed to the lower edge of the case of both of the primary flight displays. ENGINE INSTRUMENTS Each engine is equipped with the following instruments located on the center instrument panel: Fan RPM Inter-Turbine Temperature (ITT) Turbine RPM Fuel Flow Oil Temperature Oil Pressure All engine instruments are of the vertical tape readout design except for the turbine RPM and fuel flow, which are digital readout only The gages are powered by 28 VDC through circuit breakers on both cockpit circuit breaker panels. The fan tachometer also has a digital RPM display as well as the vertical tape. The digital display is provided above the N₁ tape for a more accurate readout. The loss of DC power or instrument failure is indicated by OFF flags in each instrument, except the fan (N₁) and turbine (N2) digital tachometers. The fan RPM (% RPM N₁) is calibrated in percent from 0-110% (100% Fan RPM = 15,750; 100% Turbine RPM = 32,150) (maximum takeoff and maximum continuous turbine RPM is 100%). The fan (N₁) tachometers are are powered from the emergency bus (circuit breakers on the respective left and right circuit breaker panels) and are thus available in case of electrical system failure. They are powered by engine monopoles (magnetic speed sensors) mounted on the applicable engine shaft and require airplane electrical power for gage operation. The N2 gage will illuminate the small red lights just below the digits and flash the display if a turbine overspeed occurs. The ITT gage is calibrated in degrees centigrade from 200-750. The temperature displayed is a synthetic inter-turbine temperature which is computed by measuring the exhaust gas temperature and then adding to it three times the temperature rise across the bypass duct. The FUEL FLOW gage displays fuel flow in pounds per hour. Readings are accurate at stabilized power settings. 3-10 55BOM-00 MODEL 550 SECTION III INSTRUMENTATION AND AVIONICS The FUEL QUANTITY gage is calibrated in pounds of fuel and accurately displays fuel remaining in the left and right tanks. The face of the OIL TEMPERATURE gage is calibrated in degrees centigrade (°C) and that of the OIL PRESSURE gage in pounds per square inch (PSI); showing system limitations with red, yellow and green markings. OUTSIDE AIR TEMPERATURE INDICATOR An indicated outside air temperature (IOAT) indicator (identified as a R.A.T. [ram air temperature] indicator) is located on the upper right side of the center instrument panel. It displays air temperature uncorrected for ram rise. Either Celsius or Fahrenheit readings may be selected by a switch on the face of the instrument. MAGNETIC COMPASS A standard liquid filled magnetic compass is mounted above the glareshield. FLIGHT HOUR METER The quartz hour meter displays the total flight time on the airplane in hours and tenths. The landing gear squat switch activates the meter when the weight is off the gear. A small indicator on the face of the instrument rotates when the hour meter is in operation. STANDBY ATTITUDE INDICATOR (AIRPLANES -0801 THRU -0808) The standby attitude indicator is located on the upper left side of the center instrument instrument panel. The gyro normally operates on 28 volts direct current (VDC) power from the number one main bus. It is powered through a circuit breaker marked STBY GYRO on the left circuit breaker panel. Power to the gyro is controlled by a switch marked STDBY GYRO/OFF/TEST located on the pilot's lower instrument panel. The gyro has an emergency source of power from an emergency battery pack located in the nose avionics compartment of the airplane. If the airplane bus voltage falls below a minimum amount, the standby gyro relay will activate and gyro power will be supplied from the battery pack. This battery pack also provides emergency instrument lighting for the standby gyro, the dual fan (N₁) tachometers, the interturbine temperature (ITT) indicators, the standby airspeed indicator/altimeter, and the standby horizontal situation indicator (HSI). The battery pack is constantly charged by the airplane's electrical system, and should therefore be fully charged in the event of an electrical power failure. The gyro power switch must be ON for automatic transfer to battery power to occur. The standby gyro will operate for a minimum of 30 minutes on battery power. An amber POWER ON light next to the STDBY GYRO switch illuminates when the gyro is turned ON and the airplane's electrical system is not charging the emergency power supply batteries. When the STDBY GYRO switch is held to the spring-loaded TEST position, a self-test of the battery and circuits is accomplished. The green GYRO TEST light, also next to the STDBY GYRO switch, will illuminate if the test is satisfactory and the battery is sufficiently charged. The gyro is caged by pulling the PULL TO CAGE knob and rotating it clockwise. 55BOM-00 3-11 SECTION III INSTRUMENTATION AND AVIONICS STANDBY ATTITUDE INDICATOR AIRPLANES -0801 THRU -0808 DI - VE QULL MODEL 550 STANDBY AIRSPEED/ALTITUDE/ATTITUDE INDICATOR AIRPLANES -0809 AND ON 3-12 M.789 1013MB 000 1320 26800 300 APR ATT 29.92 Figure 3-6 5685P6001 6585X6131 55BOM-00 MODEL 550 SECTION III INSTRUMENTATION AND AVIONICS SECONDARY FLIGHT DISPLAY SYSTEM (AIRPLANES -0809 AND ON) Airplanes -0809 and on are equipped with a Meggitt Avionics Secondary Flight Display System (SFDS). This DC-powered active matrix LCD indicator combines standby attitude indicator, altimeter, and airspeed indications into one composite instrument. A Mach indication is also included in the instrument. The secondary flight display (SFD) contains solid state inertial sensors for the measurement and presentation of aircraft pitch and bank attitudes. Application of 28-volt DC power to the display system initiates the attitude initialization process, which is identified by the display of the message “attitude initializing" in yellow on the SFD. The duration of the initialization process is 180 seconds. The airplane must remain stationary during the initialization process. The attitude display has an instantaneous display range of 360° of bank and 50° of pitch. A moving tape on the right side of the display includes a "rolling digit" depiction of altitude; the tape is calibrated in 100 foot increments. Baro data is set in the altitude display by a knob on the bottom right of the bezel; clockwise rotation increases the pressure setting and counterclockwise decreases it. The setting is displayed simultaneously in hectopascals (millibars) at the top right of the display and in inches of mercury at the bottom right. On the left side of the display is a moving tape showing airspeed. The tape is marked in one knot increments with a "rolling digit” display in the center. The airspeed display becomes active at 40 knots. The Mach number is displayed in the upper left corner of the display. The Mach display range is 0.35 to 0.99 Mach. Failure flag indications for airspeed and altitude are red crosses covering the appropriate tape box, with all indications removed from within the box. The failure flags for the Mach indication and Baro Setting are a series of four red dashes in the appropriate display area. A light sensor is located on the bottom left side of the instrument case. It provides ambient light level data to the backlight control system to ensure optimum display brightness. The lighting level can still be controlled manually from the center instrument panel light rheostat control. The navigation display is selected by the APR button on the bottom of the display bezel. Pressing the button results in display of ILS localizer and glideslope information from NAV 1 receiver. The ILS can be flown by reference to the ILS localizer and glideslope display on the standby horizontal situation indicator. [APPROACH CAPABILITY (AIRPLANES -0809 THRU -0820 INCORPORATING SB550-34-64 AND -0821 AND ON) With the number one navigation radio tuned to and receiving an ILS frequency, pressing the APR button once will enable the LOC and GS course deviation bars to come into view. Pressing the APR button a second time will enable the BC course deviation bar to come into view. Pressing the APR button a third time will revert the display back to the non-approach format. LOC and GS flags will appear if the navigation signal is lost, navigation radio malfunction occurs, or the navigation radio is retuned to a VOR frequency. The BC course deviation bar shows correct sensing. | 55BOM-03 3-13 SECTION III INSTRUMENTATION AND AVIONICS NOTE MODEL 550 • VOR navigation is not available in the APR mode. • LOC and GS course deviation bars present raw data and should not be mistaken for flight director command bars. Power to the secondary flight display system is controlled by a switch marked STDBY GYRO/OFF/TEST located on the pilot's lower instrument panel. The SFD has an emergency source of power from an emergency battery pack located in the nose avionics compartment of the airplane. If the airplane bus voltage falls below a minimum amount, the standby gyro relay will activate and gyro power will be supplied from the battery pack. This battery pack also provides emergency instrument lighting for the secondary flight display system, the dual fan (N₁) tachometers, the interturbine temperature (ITT) indicators, and the standby horizontal situation indicator (HSI). The battery pack is constantly charged by the airplane's electrical system, and should therefore be fully charged in the event of an electrical power failure. The standby instrument power switch must be ON for automatic transfer to battery power to occur. The SFD will operate for a minimum of 30 minutes on battery power. An amber POWER ON light next to the STDBY GYRO switch illuminates when the SFD is turned ON and the airplane's electrical system is not charging the emergency power supply batteries. When the STDBY GYRO switch is held in the spring loaded TEST position for five seconds and the green GYRO TEST light stays illuminated, a self-test of the battery circuits is accomplished. If the green GYRO TEST light extinguishes before the five second test is completed, the battery pack must be recharged before flight. When NAV 1 is tuned for ILS operation, pressing the APR button will select ILS localizer and glideslope display. Pressing the button a second time will provide back course display, and pressing it a third time will revert the display to non-ILS format. The ATT button provided is analogous to a CAGE knob on a mechanical gyro. If the datum is lost, pressing the ATT button and holding it for at least one second will cause the display to re-datumize. Maximum allowable airspeed (VMO) is displayed in analog form by a red warning strip on the airspeed tape. When VMO is reached, the numerals on the numeric airspeed display change from white to red. When the maximum allowable Mach number (MMO) is reached, the numeric Mach number display will also change from white to red. A built-in test system (BIT) will automatically detect any failure of the display at power up or during continuous operation. If a failure is detected, the appropriate part of the display is replaced with a message indicating the failure. Where it is not possible to display an appropriate message, the display backlight is switched off. IANGLE-OF-ATTACK AND STALL WARNING SYSTEM The angle-of-attack system is powered by 28 volts direct current (DC) from the left main DC bus and incorporates an angle-of-airflow sensor, a signal summing unit, a vane heater monitor, an angle-of-attack indicator, and an optional indexer. 3-14 55BOM-03 MODEL 550 SECTION III INSTRUMENTATION AND AVIONICS ANGLE-OF-ATTACK INDICATOR AND INDEXER 1.0 RED ANGLE OF 8 ATTACK 2 RED YELLOW GREEN ハ WHITE YELLOW ハ 6285X6076 6285X6059 Figure 3-7 The vane type angle-of-airflow sensor, which is located on the forward right side of the fuselage, detects the angle of airflow and deflects accordingly. The wedge-shaped vane streamlines with the relative airflow and causes a transducer, at which it is mounted, to send signals to the signal summing unit (computer) located under the floor of the aft cabin baggage compartment. Signal inputs concerning flap position are also received by the signal summing unit. It then compensates for that variable and transmits the information to the angle-of-attack indicator, the low airspeed awareness indicators in the primary flight displays (PFDs), and the optional indexer. Indications are accurate throughout the weight and CG range of the airplane.The full range type indicator is calibrated from 0.1 to 1.0., and marked with red, yellow and white arcs. Lift information is displayed on the indicator with 0.1 representing near zero lift and 1.0 representing stall. Lift being produced is displayed as a percentage and, with flap position information, is valid for all airplane configurations and weights. At 1.0 where full stall occurs, 100 percent of the available lift coefficient is being achieved. At the bottom of the scale (0.1) near zero lift is being produced. The area at the lower part of the scale (0.57 to 0.1) represents the normal operating range of the airplane, except for approach and landing. The narrow white arc (0.57 to 0.63) _covers the approach and landing range and the middle of the white arc, 0.6, represents the [optimum landing approach (VAPP or VREF). The yellow range (0.63 to 0.85) represents a caution area where the airplane is approaching a critical angle-of-attack. The red arc (0.85 to 1.0) is a warning zone that represents the beginning of low speed buffet followed by full stall. Low speed buffet for the Model 550 Bravo begins at approximately 0.85 on the angle-of-attack indicator. If the angle-of-attack system loses power or becomes inoperative for other reasons the needle will deflect to the top of the scale and stow at a 1.0 indication. A red X will also appear at the EADI slow/fast indication. The airplane may not be flown if the stick shaker is found to be inoperative on the preflight check, or if the angle-of-attack system is otherwise inoperative. The stick shaker is located on the pilot's control column about 9 inches down from the control wheel and on the forward side. The stick shaker provides tactile warning of impending stall. The angle-of-attack transmitter causes the stick shaker to be-powered when the proper threshold is reached. 55BOM-03 3-15