2022 CJP Mustang Technical Review

• Consider three-year interval 10 Another item to check is the nose gear shimmy damper bonded assembly. As the Document 32 inspection is at a six-year interval, may allow corrosion to developed if left unchecked, especially when operated in a wet environment. If you frequently takeoff and land on wet runways, you may want to consider having your technician remove the shimmy damper at a three-year interval. The added benefit is that they will replace the NYE 880 Fluorocarbon gel with new upon assembly, and this will help prevent the nose shimmy on landing after a long cold soaking flight. This bonded assembly currently part number 7042030-2 lists for approximately $30,000 USD. 10 20 22 CITAT ION JET PILOT S CONVENTIO N Speed brake not flush or retracting • Check for sheared rivet 11 If during the preflight you notice that the speed brake panel is not sitting flush or that they do not retract, check the arm to see if the rivet on the pushrod assembly is sheared. If it is sheared, replace the rivet along with any worn components. The panel will not retract as it needs to have a full extension cycle. The rivet part number is MS20470E3-10 but you can always reach out to Team Mustang should this occur. 11 20 22 CITAT ION JET PILOT S CONVENTIO N Flap actuator pitting • Ball screw pitting • No serviceable limits • Prevention is best • Visually inspect and lubricate 12 As the Mustang fleet ages, there are some items that you want to take a look at more frequently than you did when your aircraft was younger. One of these items are the Flap actuator ball screws. Check for signs of early pitting and make sure there is sufficient lubricant on the jack screw as a preventative measure. 12 20 22 CITAT ION JET PILOT S CONVENTIO N Nose gear fork lug corrosion • Pitting corrosion can occur • Lubricate after washing • Lubricate with Doc 13 • 450 hr. / 12 mo. Nose Landing Gear Lubrication 13 Over time corrosion can occur on the nose gear for lug where the torque links connect. To help prevent this, be diligent to lubricate it during the twelve month Document 13 inspection. You will also want to avoid cleaning this area of the nose gear with high pressure spray and or soap as this could remove some of the grease and force water into the area. If you do clean this area, you will need to lubricate it per the airframe maintenance manual as it was just revised to add lubrication to the AIRPLANE WASH/RINSE maintenance practices. 13 20 22 CITAT ION JET PILOT S CONVENTIO N Main gear axle corrosion • Inspected at brake replacement • Consider inspecting every 12 months 14 The main gear axle is another location where corrosion can occur on older Mustangs. This area is seen when the brake is replaced and for some operators this can be every ten years. As corrosion develops over time regardless of hours or landings, you may want to have your technicians take a look every so often and repaint as needed. The idea is to prevent moisture from touching the metal. 14 20 22 CITAT ION JET PILOT S CONVENTIO N Nose landing gear repair • NLG lower bearing 7042034-1 • Torn safety wire holes • Repairable via Memo from Structures 15 If the holes for the safety wire on the nose landing gear lower bearing are torn out, Textron Aviation Team Structures supports a minor repair with a Repair Memo. The memo includes instructions for locating, drilling and inspecting new holes. Contact Team Structures for details if you have this situation. The other option is replacing the part, which we typically have in stock at $2,971.14 LIST. 15 20 22 CITAT ION JET PILOT S CONVENTIO N 16 Crew oxygen mask slow to shutoff May take one to three seconds to close Some operators have reported that their replacement crew oxygen masks are taking longer to close when pressurized than their previous mask. The reason we can hear O2 flowing in after pushing the oxygen valve is because it takes some time for the pressure to increase enough for the combined diaphragm to seal against the pilot valve. How long this takes can depend on a few things within the regulator; calibration of a pipe aka calibrated section, the presence of FOD in the O2 circuit, spring force of the spring that pushes the combined diaphragm toward the pilot valve. Team Mustang is working with the vendor, Safran, on determining what is a normal shutoff time. 16 20 22 CITAT ION JET PILOT S CONVENTIO N Cockpit air duct 830131-xx no longer available • Replaced by BWT10-3080680D • 08 = ID in .125" (1.0") • 0680 = Length 68.0" • D = End of hose (D is Cut Off) 17 As 830131-8-007-2-D and 830131-8-020-0-D were no longer available from the vendor. Engineering approved a replacement duct made from a similar material and starts with the part number BTW10. The letter on the end of the part number indicates the type of end that is on the hose. Most Mustangs will have a letter 'D' which is for an end that is cut off. 17 20 22 CITAT ION JET PILOT S CONVENTIO N CBS24 standby battery exercise • Prevent memory buildup • Instructions in Radiant manual 24-31-04 • Perform “on wing” • Power standby instruments for 32 minutes • Charge at 28.0 volts 18 The reason that it is important to exercise the cells is because Nickel Cadmium batteries exhibit a characteristic often called “battery memory”. Battery memory may temporarily reduce the amount of usable capacity in a cell. Battery memory is caused by continuously charging a battery or partially discharging a battery. Battery memory may be prevented by exercising the battery every 90-120 days. Battery memory may be removed by discharging the battery. The discharge process removes the battery memory down to the level of discharge. Deep-cycling the battery completely removes all memory-effect residue and reconditions the battery to its maximum capacity if “battery memory” is suspected Battery Exercise can be easily accomplished as an operational procedure, without removal of the battery, by operating the standby instruments and recharging the battery using the aircraft’s electrical system with supplemental electrical power applied. 18 20 22 CITAT ION JET PILOT S CONVENTIO N Melted pitot covers • Maintenance Notice on www.txtavsupport.com • Only isopropyl alcohol • Blow from inside out • Soak with water • Clear drain holes 19 If pitot tubes are dirty or the drain holes clogged, the manufacturer-recommended instructions to clean them are provided on a Maintenance / Pilot Notice on the Customer Access website. www.txtavsupport.com. To remove foreign material lodged in the pitot opening, disconnect the pitot tube pressure line and blow compressed air, not exceed 60 psi through the line and out the pitot opening. Because the scale-like build-up inside the hole is normally softer than the pitot tube metal, with reasonable care the hole can be cleaned out to its original 0.031 inch diameter size without cutting into and raising burrs on the outer edge of the drain hole. 19 20 22 CITAT ION JET PILOT S CONVENTIO N SL510-21-05 air conditioning compressor motor fan replacement • Made from milled aluminum • Cooler & robust 20 In 2019 Textron Aviation issued SL510-21-05 to replace the formed fan blade with one that is milled from a single block of aluminum. This new fan blade not only moves more air for a cooler running motor but is also less likely to crack and overheat the motor. An Optional service letter informs the operators of this change. There is no warranty, but the part can be paid for from the customers ProParts account. Order K1134608-3 kit for first time replacement. 2022 pricing is $115.00 USD. Take note that the air conditioning compressor and condenser are inspected every 500 hours and the motor brushes are replaced every 800 hours. 20 20 22 CITAT ION JET PILOT S CONVENTIO N 21 Mustang logo Sent as PDF, SVG, etc. In addition to the adhesive logos are in the IPC, we can also send the source file as a PDF, SVG or other file type depending on your needs. Take note, if possible, we recommend that the logos on the nacelles be painted, rather than vinyl as this is an area where wind erosion will peel the vinyl away. 21 20 22 CITAT ION JET PILOT S CONVENTIO N Replacement knobs 22 (CJP ONLY) Nothing refreshes the instrument panel like new knobs. Knobs for both the LED panels and the G1000 PFD and MFD are available from TAPD. The part numbers have been consolidated into two Mustang memos that are available upon request. 22 20 22 CITAT ION JET PILOT S CONVENTIO N Precooler leak check • Use bucket of water • Or inert spray foam 23 If the aircraft is experiencing higher than normal ITT or the cockpit is getting too hot, it could be the P3 air is not getting sufficiently cooled. To troubleshoot the precooler, you can either pressurize it in a bucket of water or use an inert spray foam as shown in this video. The foam may be quicker and easier to use than the water. 23 20 22 CITAT ION JET PILOT S CONVENTIO N Oxygen bottle hydrostatic inspection • Regulated by DOT E 10945 • 5-year hydrostatic test • Exchange will have 5 yrs. • Reimbursed for outside labor • 15-year replacement • ProParts – No core fee • 40 cubic ft. • $3,437.34* List - New • $2,397.00* List - Exchange • $157.00* List - Hydrostatic test 24 * As of October 26, 2022 (CJP ONLY) When the five-year hydrostatic test or the fifteen-year life limit is due, the oxygen bottle will be replaced with an exchange unit under ProParts. However, if there is a life limit issue (last bottle they received in exchange) and have been on the program TAPD does not charge the core fee that a non ProParts customer would have to pay. TAPD always provides the option for Hydrostat reimbursement on ProParts if operators don’t mind the down time vs taking an exchange bottle. P/N 4441073-022 – 22 cubic ft. P/N 4441073-040 – 40 cubic ft. 24 20 22 CITAT ION JET PILOT S CONVENTIO N Avionics 25 25 20 22 CITAT ION JET PILOT S CONVENTIO N Nonmagnetic screws • Garmin Service Communiqué 220711 • GMU 44 Magnetometer • Brass is nonmagnetic • Steel screws may introduce heading errors 26 As a reminder, only nonmagnetic materials must be used to mount the GMU 44(B) as stated in the GRS 77/GMU 44 Installation Manual. Using magnetic materials (such as magnetic screws) may introduce errors related to the heading of the aircraft. GMU 44(B) connector kits include brass panhead screws as shown below (locking patch color may vary) for mounting the unit to the installation rack. Screws not matching the picture below should be replaced with appropriate brass screws. (Source document is Garmin Service Communiqué 220711 released to Garmin Aviation Service Centers and Distributors July 11, 2022) 26 20 22 CITAT ION JET PILOT S CONVENTIO N GPS dropping offline • Photo “GPS NAV LOST” message • Portable GPS interference • Check NOTAMS 27 Recently we have had several reports of the GPS dropping offline and they all have been from aircraft operating in Europe. Mustangs in the Americas and Australasia have not reported this message. • Let us know if there was a “GPS NAV LOST” or similar message. Photos are helpful • Was there another GPS device in the aircraft? If so, refer to FAA document “InFO 19006 SPOT GPS Interference” • Find out the location of the aircraft when the GPS dropped offline as the military may be jamming signals • The technician can plot the position of the aircraft using the data-log file from that flight 27 20 22 CITAT ION JET PILOT S CONVENTIO N SYSTEM CONFIG message • Go into config mode - saving config - restart 28 SYSTEM CONFIG – SYSTEM config error. Config service req’d. message may appear after maintenance or LRU replacement The SYSTEM CONFIG message tells us that there is a configuration mismatch between two LRU’s. Occasionally it will state the LRU such as PFD1 CONFIG or GIA1 CONFIG. The technician will need to go into config mode - saving config - and then restart the system. 28 20 22 CITAT ION JET PILOT S CONVENTIO N “TRAFFIC FAIL – Traffic device has failed.” message • Find fault codes in KTA 810 TAS processor • Honeywell manual 066-10609-0005 • TASDIAG TAS diagnostic software • P/N 222-30007-0002 • Laptop • Cable 29 The Model 510 airplane has the optional Honeywell KTA-870 traffic advisory system (TAS) installed to tell the flight crew when an intruder airplane is near. If the "TRAFFIC FAIL – Traffic device has failed” message appears, the processor may need to be replaced, but the box can be checked for fault codes. You will need: • Honeywell system installation manual • TASDIAG TAS diagnostic software on the laptop • Cable to connect the two devices 29 20 22 CITAT ION JET PILOT S CONVENTIO N Red X's on one side • Loss of communication from GEA • Inspect connector • Apply Zip Chem D5026-NS • Replace GEA 30 Red X's on one side of the airframe systems on the MFD indicate that communication has been lost between the MFD and the Garmin Engine and Airframe interface adapter, or GEA. This may be intermittent or could be a hard fail. Either way you can start troubleshooting by swapping the GEA's side to side and inspecting the connectors. 30 20 22 CITAT ION JET PILOT S CONVENTIO N NEXRAD weather gray areas • Gray areas = no coverage • Zoom out to view • Turn off NEXRAD to see map detail 31 Grey areas when using NEXRAD often indicate that there is no NEXRAD coverage in that area. To help confirm this, zoom out to view what areas are available. Turn off NEXRAD overlay, and the map detail can be viewed. If the NEXRAD is not working at all, then contact Team Mustang or Garmin technical support for instructions to perform a 'User Clear". 31 20 22 CITAT ION JET PILOT S CONVENTIO N NXi REGISTER CONNEXT message • May occur every 14 days • Re-enter registration • Resolved with a software update • Tentatively 2023 32 Some operators have noticed a REGISTER CONNECT message appear approximately every fourteen days. The corrective action for now is to reenter the Connext registration on the G1000 system. We want to you know that Garmin is aware of this and there will be a minor SW update for the Mustang NXI that resolves the GSR56 registration tentatively in 2023 . This is subject to change. 32 20 22 CITAT ION JET PILOT S CONVENTIO N NXi landing field elevation Issue • Sometimes not correct if loaded via FS510 • Both Garmin Pilot and ForeFlight Status • Ongoing investigation • Root cause to be determined • Future software update 33 (CJP ONLY) Landing Field Elevation is sometimes not correct if flight plan is streamed via FS510 (both Garmin Pilot and ForeFlight). This is ongoing investigation that may be resolved as part of the future SW STC update tentatively planned for 2023. The root cause has yet to be identified. 33 20 22 CITAT ION JET PILOT S CONVENTIO N NXi corrupt Flight Stream 510 card • Can be used as a normal SD card • Format to FAT 32 to clear out • Transend SD Card Reader • Sufficient power to run it • P/N 013-00203-03 (Vendor TS-RDF5K) 34 As the Flight Stream can be used as a normal SD card to transfer data, it could become corrupt with a file that does not belong and may prevent the card from working correctly. The card will need to be reformatted Require a Transend SD Card Reader to have sufficient power to run it. • Right click to Format to FAT 32 to clear out. • Can be used as a normal SD card to transfer data • Garmin P/N 013-00203-03 (Vendor TS-RDF5K) 34 20 22 CITAT ION JET PILOT S CONVENTIO N NXi ChartView Data corrupt ChartView Data corrupt message • Occurs after database update • Suspect MacBook may add files Action • Use a Windows computer • Clear cache between downloads • Insures clean download • Rename the folder to Charts.xxx 35 (CJP ONLY) Some NXi operators have reported a Charts Corrupt message when updating the databases. If the Charts Corrupt message occurs, clearing the cache between downloads always insures a complete clean download from Jeppesen and not a database that has been cached on the PC for several months. Jeppesen is aware and will be doing some testing. 35 20 22 CITAT ION JET PILOT S CONVENTIO N Issue – "Transfer Starting" message If it does not finish Power cycle may help Action NXi Flight Stream 510 data transfer • Power cycle • Remove Wi-Fi sources • May be connected to another device • FS510 Firmware at 2.62 or lower • Per STC GA drawing 005-01328-01 rev 8 • 2.71 not yet approved 36 (CJP ONLY) After connecting to Flight Stream FS510 Wi-Fi operators may periodically see “Transfer starting”, but nothing happens. Sometimes a power cycle or an iPad reboot helps, sometimes not. It has been reported that aircraft with FS510 version 2.71 have the same issue. This does not seem to occur on version 2.33. Action: The latest FS510 firmware approved for Mustang NXI -45 SW is 2.62 so check to make sure that 2.71 is not installed. In some cases, the Wi-Fi device is connected to some other device. When this happens all other devices, and networks should be turned off on the device being used when doing the Database transfer. Keep in mind the FS510 connects to the device with Garmin Pilot using Bluetooth for everything except for the database transfer. Database transfer uses only WIFI. 36 20 22 CITAT ION JET PILOT S CONVENTIO N Reduced Vertical System Minimum (RVSM) drift • Check • Damage to static ports & pitot tubes • Air Data Computer for tolerance • Leaks in static and pitot lines • Paint finish at static ports 37 If the output from your transponder is not within the 200-foot RVSM limits, you may receive an "Altimetry System Error Report (ASE-R)" letter from the FAA. If this occurs, you will want to check the system for accuracy. This could include: • Damage to static ports and pitot tubes • Pressure leaks in pitot/static pipes • Air Data Computers out of tolerance • Poor paint finish in static port sensitive areas In this particular case the Garmin Air Data Computers, GDC 74B, were checked and found to be out of spec. With the test box at 41,000 feet, one side was 300 feet off and the other was 120 feet off. Corrective action was to replace both air data computers. 37 20 22 CITAT ION JET PILOT S CONVENTIO N Powerplant 38 38 20 22 CITAT ION JET PILOT S CONVENTIO N 39 • Added Cleaning of the Chip Collector P&WC Line Maintenance Manual rev 31 Every 100 hours or 6 months Revision 31 of the Pratt & Whitney Line Maintenance Manual was released last September 2022. There were a few small changes but the one that would interest pilots the most is the Cleaning of the Chip Collector in section 79-30-01. This would be accomplished when the chip collector is removed and inspected for debris every 100 flight hours or six months until Service Bulletin SB63110 is accomplished. Removing the chip collector is one of the items that pilots can perform as preventative maintenance per FAR Part 43 (c) (29). The instructions are to simply clean the magnet and groove with isopropyl alcohol and a stiff bristle brush then dry with compressed air. 39 20 22 CITAT ION JET PILOT S CONVENTIO N 40 • 2022 Engine Exchange sold out • Program renewed for 2023 pricing is $635K USD • Limited availability in 2023 contact P&WC early if interested P&WC flat rate engine exchange program https://www.pwc.ca/en/landing-pages-folder/smart-turbofan-lp Pratt & Whitney Canada flat-rate "zero time since overhaul" engine exchange for PW615F-A engines powering Cessna Mustang jets offers an affordable alternative to overhauling your engine that lets you skip the engine rental; a removal and installation and shop wait times. 2022 Engine Exchange sold out Program renewed for 2023 pricing is $635K USD Limited availability in 2023 contact P&WC early if interested, already sold out 6 exchange engines for 2023 https://www.pwc.ca/en/landing-pages-folder/smart-turbofan-lp 40 20 22 CITAT ION JET PILOT S CONVENTIO N Scheduled Maintenance Tasks at Engine Shop Visits • Service Information Letter GEN-168 • Review tasks that are coming due • Inform the overhaul facility • Future state • P&WC may have overhaul shops review section 05- 20 or 72-00-00 and compare with the engine’s maintenance records 41 In September 2022 Pratt & Whitney Canada issued Service Information Letter, GEN-168, "Reminder Regarding Scheduled Maintenance Tasks at Engine Shop Visits". P&WC manual chapters 05-20 or 72-00-00 typically provides scheduled maintenance recommendations and component replacement which would coincide with an engine shop visit or that can only be carried out at an engine overhaul facility. As the overhaul facility will focus on the engine overhaul tasks, operators will need to review the recommended scheduled maintenance tasks for their engines to confirm compliance and coordinate with their overhaul facility accordingly. P&WC intends to add a recommendation in engine overhaul and shop manuals to review section 05-20 or 72-00-00 of the applicable engine maintenance manual at engine induction and compare with the engine’s maintenance records. 41 20 22 CITAT ION JET PILOT S CONVENTIO N 42 Engine event management service • Peace of mind with • Repair • Hot section inspection • Complete overhaul • Contact • West USA & Europe • Phil Schmidt • PSSchmidt@txtav.com • 316-517-5384 • East USA & South America • Mark Campell • mcampbell02@txtav.com • 336-316-8482 Whether it is a repair, hot section inspection or complete overhaul, our OEM support capabilities and boots-on-the-ground approach ensures you’ll get the expertise, advocacy and oversight you have come to expect from Textron Aviation. • Cost Management: We’ll be your advocate through the entire process, leveraging our long-term relationships for maximum cost management • Estimates: Estimate reviews and cost management strategies aimed at protecting your bottom line • Tailored for you: Work scope development targeted to the unique needs of the operator • Convenience: Schedule an engine event in conjunction with other Textron Aviation aftermarket upgrades or scheduled maintenance to minimize down-time • Expertise: Access to our engine experts who follow your engine from induction to completion 42 20 22 CITAT ION JET PILOT S CONVENTIO N 43 Sustainable Aviation Fuel (SAF) SAF meeting D1655 is approved for Citation aircraft Christi Tannahill, senior vice president of customer experience said that “SAF can reduce CO2 emissions by up to 80% over the fuel’s lifecycle, compared to those [fuels] made from fossil sources, and provides an active way for the aviation industry to lower its overall footprint.” Textron Aviation is among the leaders promoting SAF availability and use throughout the business aviation community. The FAA has issued Special Airworthiness Information Bulletin (SAIB) NE-11-56R2 covering this subject. Per the SAIB: “Jet fuel made from the following synthetic blending components that meet the requirements of ASTM International Standard D7566 are acceptable for use on aircraft and engines certificated for operation with D1655 Jet A or Jet A-1 jet fuel if they are re-identified as D1655 fuel…" [Source: https://nbaa.org/aircraft-operations/environmental-sustainability/textron-aviation-offers-sustainable-aviation-fuel-on-new- turbine-aircraft/] 43 20 22 CITAT ION JET PILOT S CONVENTIO N Uncommanded Reduction in Engine Power – description • T2 probe ices up during operation in atmospheric conditions with high concentration of ice crystals • T2 probe temp reading rises • FADEC logic reacts to temperature rise and reduces N1 to match conditions per the charts • N1 rollback occurs 44 • T2 probe ices up during operation in atmospheric conditions with high concentration of ice crystals • T2 probe temp reading rises • FADEC logic identifies temperature rise in short timeframe • T2 ice detection logic is invoked • Synthesized OAT is used to determine engine thrust – small N1 reduction is possible • After probe icing is confirmed by FADEC logic Power is removed from T2 probe heater • Note: Cockpit indication of T2 HTR FAIL occurs • Unheated probe returns to RAT • N1 is restored to pre-icing levels Pre-software (CJP ONLY) A few Mustangs encountered an N1 rollback due to T2 probe clogging with ice crystals. Pratt & Whitney Canada looked at alternate probe options, but the FADEC logic was determined to be the best path forward to reduce the amount of N1 rollback. Although it isn’t guaranteed to prevent all rollbacks, it has shown to reduce the amount of rollback by the engine. 44 20 22 CITAT ION JET PILOT S CONVENTIO N Uncommanded Reduction in Engine Power – corrective action • Follow the checklist • Turn heat on early • If T2 HTR FAIL • Do not cycle switch • Probe must run through steps for detecting ice • Can send FADEC download to confirm • Heater failure OR • Logic induced 45 (CJP ONLY) The Emergency / Abnormal Procedures checklist states "In some icing encounters, the heater on the engine T2 probe cannot keep the probe clear of ice. This can cause a false high RAT temperature indication to the FADEC. The result is the FADEC will command a lower N1 until the T2 probe is de-iced, or the engine Anti-Ice is selected OFF. This may occur with no ice accumulation visible on the airplane. If both Engine Anti-Ice circuit breakers are pulled, the engine inlets will both be heated (fail in closed position with no power), but an amber ENG A/I COLD CAS message will display due to the loss of nacelle temperature monitoring. No additional action is required to address the amber ENG A/I COLD CAS message, and the message will clear when either circuit breaker is reset." Then it goes on to instruct the pilot to turn off Engine Sync and Engine Anti-Ice and then watch for a decrease in Ram Air Temperature. 45 20 22 CITAT ION JET PILOT S CONVENTIO N Uncommanded Reduction in Engine Power – service documents SB 63080 – T2 Sensor Replacement • New harness assy • March 2010 • Incorporated around 510-0325+ • Increased size of exit holes • For slurry to exit SB 63087 – Electronic Engine Control Mod • Cessna SB510-76-01 • July 2012 • FADEC software update 46 (CJP Only) In March of 2010 Pratt & Whitney Canada issued recommended service bulletin SB 63080 to replace the wiring harness that contains the T2 sensor. The reason was that there may be ice build-up on the TT0 (aka T2) probe because the quantity and size of the ejection holes were not optimal. Corrective action is to replace the electrical wiring harness with one that has a TT0 temperature sensor with additional and larger ejection holes. This was incorporated into production at engine serial LB0648 which translates to approximately aircraft serial 510-0325 and on. The increased size of the holes makes it easier for the ice crystal slurry to exit. The harness needed to be replaced as the probes are integral to the harness and cannot be replaced separately. In July 2012 service bulletin 63087 was issued and retransmitted as Cessna Service Bulletin SB510-76-01. This mandatory bulletin required the Engine Electronic Control unit to have the latest software. The software, as previously discussed, will turn off the heat the T2 probes, allowing them to cool down to the ambient temperature so that the FADEC will provide the optimal power for the temperature. 46 20 22 CITAT ION JET PILOT S CONVENTIO N Publications 47 47 20 22 CITAT ION JET PILOT S CONVENTIO N Aircraft Load Classification Number (ACN) • Available upon request • Mustang ACN = 3 48 Customers will periodically contact us for the Aircraft Load Classification Number (ACN). Aircraft Classification Number is a number that expresses the relative effect of an aircraft at a given configuration on a pavement structure for a specified standard subgrade strength. Typically, this is only a concern when building a new runway or operating from an unimproved runway. This information is available from your product support team upon request. The Mustang Aircraft Load Classification number is 3 48 20 22 CITAT ION JET PILOT S CONVENTIO N AFM data compared to CPCalc/CESNAV data Airplane Flight Manual CPCALC 49 Why does CPCalc/CESNAV give different performance numbers than the AFM? CESNAV does not use AFM data; it generates its own engineering data. In almost any Take Off Field Length or Landing Distance calculation that involves a generalized correction factor in the AFM – sloped runway being one of the best examples – CPCalc/CESNAV will provide a more accurate correction than the AFM. The reason the AFM correction factor is often excessive is that such factors must cover a wide range of temperatures, weights, and elevations. The result is that the most extreme case often drives the AFM correction factor. With CPCalc/CESNAV, we are able to use the exact ambient conditions: today’s exact elevation, today’s exact weight, temperature, thrust, braking energy, and runway gradient to calculate accurate 2-engine acceleration & distance, 1-engine acceleration & distance, and braking energy/distance. AFM: one size fits all. CPCalc/CESNAV: custom tailoring. In summary, CPCalc/CESNAV was never intended to match the AFM in all cases; it was designed to be better than the AFM. Textron Aviation Pilot Services has a document explaining this situation in greater detail and is available upon request 49 20 22 CITAT ION JET PILOT S CONVENTIO N RVSM Statement • Provided if on file • $135 USD to create • Contact Tech Pubs 50 The RVSM, Reduced Vertical Separation Minimum, statement is provided with the aircraft documents during delivery. If you have misplaced this document or if it was not provided during a subsequent purchase, contact our Technical Manual Distribution Center for a copy of this letter. They can provide a copy of this letter if they have it on file or recreate one for $135.00 USD. Mustangs were manufactured as RVSM compliant and will remain that way when it is maintained in accordance with the Aircraft Maintenance Manual and if the crew requirements are met. 50 20 22 CITAT ION JET PILOT S CONVENTIO N Record Retrieval Request Form • On www.txtavsupport.com • $500.00 USD recovery fee • Pull production records from ‘Salt Mines’ 51 Textron Aviation offers a service to pull and review the original production records that are stored in the ‘Salt Mines”. Although the paper files were transferred from the Salt Mine in Hutchinson Kansas to a records storage company close to Kansas City, we still affectionally refer to it as the Salt Mines. There is a $500 dollar fee to have the records pulled, sent to Wichita and then reviewed by the product support team. Anything over four hours of reviewing will incur additional charges. The Record Retrieval Request Form can be found on the Customer Access website 51 20 22 CITAT ION JET PILOT S CONVENTIO N Access to manuals • Illustrated Parts Catalog • Available online • Memo available • Free • Maintenance Manual library • One-week online access, $170* 52 * 2022 pricing (CJP ONLY) The Illustrated Parts Catalogs are available at no charge after logging into our publication website. A login is required. The maintenance manual library is available online for one week for $170.00 (2022 pricing) Contact our Technical Manual Distribution Center for access. 52 20 22 CITAT ION JET PILOT S CONVENTIO N Wheel Non-Destructive Testing interval • Based on Landings and Years • Certified NDT third party facility • ProParts reimbursement eligible • Memo available upon request 53 The “overhaul” interval for the Mustang wheels is based on landings and years. This is a potentially confusing inspection interval as it keeps changing based on calendar time and tire replacements. The inspections are only performed when a tire is removed and not when it reaches a calendar interval. Document 28 of the Mustang inspection program directs the technician to TASK 32-40-00-280, Landing Gear Wheels Special Detailed Inspection (NDI). This Document does not have a set interval as it refers the technician to the UTC wheel component manual for tire removal, installation, maintenance and inspection. UTC manuals, 32-46-55 (nose) and 32-46-56 (main), provide the intervals for when the wheels need to have non-destructive testing performed. If the total number of tire changes for a wheel assembly are unknown, then do all the inspections but the Bead Seat NDT. 53 20 22 CITAT ION JET PILOT S CONVENTIO N List of Mustang Memos • Available upon request 54 As the Mustang memos contain information that we would normally provide in an email, they are not listed on the Customer Access website. So you know what memos are available, we have compiled a list of these memos for your convenience. This list is available upon request 54 55 Evolution with Direction Mustang 510 55 56 The Journey Ends Where it Began We’ve been with you since the beginning. Let us guide you on the path of upgrades. WE PROVIDE SOLUTIONS • Assess the aircraft to offer a tailored upgrade. WE SET THE STANDARD • We invest in our people; they invest in your aircraft. WE HANDLE IT ALL • Tip-to-tail upgrades concurrently, meaning less down time. NO GUESSWORK - NO WORRY - NO LIMITS - Mustang 510 56 Company Private Mustang 510 57 Avionics Exterior Connectivity Mustang 510 Interiors Avionics: • NXI Phase 2 • GWX-75 upgrade • Ground Clutter Suppression • Turbulence detection • 3D audio panel • GSR 56 – Connext Weather / FAA DATA COM • GTX 345ADS-B in Transponder w/ Diversity • MD 302 Install – replace old 2-inch standbys 57 Company Private Mustang 510 58 Avionics Exterior Connectivity Mustang 510 Connectivity- • Airtext • GoGo L3 Interiors 58 Company Private Mustang 510 59 Avionics Exterior Connectivity Mustang 510 Interiors Interiors Refresh Program – Mustang Before Photos 59 Company Private Mustang 510 60 Avionics Exterior Connectivity Mustang 510 Interiors Interiors Refresh Program – Mustang After Photos 510 After – adding fresh veneer – new look to aft bulkhead new tailored seats 60 Company Private Mustang 510 61 Connectivity Mustang 510 Interiors Exterior – Full paint capability – 2022 paint slots are full!! Selling into 1Q2023!! 61 20 22 CITAT ION JET PILOT S CONVENTIO N Questions & Discussion 62 62 20 22 CITAT ION JET PILOT S CONVENTIO N 63 As we end this secession, we can reflect on our favorite poster that is proudly hanging in the Product Support lobby 63