CITATION MUSTANG OPERATING MANUAL

CHAPTER 7
POWERPLANT

INTRODUCTION
This chapter describes the Citation Mustang powerplants, including the engines and their
subsystems. The Mustang is powered by two turbofan engines. Each powerplant includes
ignition, oil, and fuel systems. This chapter also describes powerplant controls and indicating systems.

GENERAL
The Mustang is powered by two Pratt &
Whitney PW615F turbofan engines (Figure
7-1). Each Mustang powerplant installation includes a fuel metering unit (FMU), an
accessory gear box (to drive accessories with
engine power), and ports to provide bleed air
for the environmental control system (ECS)
and ice-protection systems.

are in the tail cone on the aft pressure bulkhead. FADECs adjust engine settings in
response to pilot throttle settings, ambient air
conditions, and engine conditions to provide
optimum engine performance. A dual-coil,
permanent-magnet alternator (integral to the
FMU) powers each engine FADEC when normal DC power is not available.

A remotely located dual-channel full-authority digital engine control (FADEC) monitors

and controls each engine. The two FADECS

Each powerplant includes ignition, fuel, and oil

systems. Engine indications are integrated into
the G1000 electronic cockpit displays. This

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chapter includes information on normal engine

operations (including starting, ground operation, and flight), powerplant limitations, and
emergency/abnormal procedures. Fire detection
and extinguishing systems for the powerplant
are described in Chapter 8Fire Protection.

DESCRIPTION
Two Pratt & Whitney PW615F turbofan engines are in nacelles mounted on pylons on
each side of the tail cone. Each engine is flatrated at 1,460 pounds of maximum continuous
thrust (sea level static, standard day). Engine
station numbers are assigned at particular points
to locate various components and functions,
usually relating to air temperature and pressure
(Figure 7-2).

Figure 7-1. Mustang Engine Mounting

1
2
STATIC DYNAMIC

3
COMPRESSED

The PW615F is a twin-spool, counter-rotating

turbofan engine (the N 1 spool and N 2 spool rotate in opposite directions). It has a single-stage,
low-pressure axial turbine that directly drives
a single-stage, high-efficiency fan. A singlestage, high-pressure axial turbine drives a
single-stage, mixed-flow compressor and a single-stage centrifugal compressor (Figure 7-3).

4
TURBINE INLET

5
TURBINE OUTLET

6
EXHAUST

LEGEND
INDUCTION AIR
AXIAL COMPRESSOR
CENTRIFUGAL COMPRESSION AIR
COMBUSTION CHAMBER
TURBINE AIR
EXHAUST AIR

Figure 7-2. Engine Stations

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Figure 7-3. Engine Schematic/Cutaway

TURBOFAN ENGINE BASICS

Turbofan engines provide thrust from two
sources: the fan and the high-speed engine
exhaust. The fan provides thrust like a propeller, pulling air into the fan and pushing it
aft. The mass of exhaust exiting aft from the
engine at high speed and pressure creates an
equal reaction, pushing the engine (and the airplane) in the opposite direction (forward).
The core of the engine operates a continuous sequence of air intake, air compression, fuel/air
mixture combustion, and exhaust. The exhaust
turns turbines that provide torque to the fan and
continuous air compression for the engine core.
The compressed air is mixed with fuel and ignited, resulting in rapid expansion. The exhaust
then exits the engine at high speed to provide
the additional thrust (Figure 7-4).

Intake and Compression

The spinning fan pulls ambient air into the
engine inlet and sends some of it through the

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fan bypass duct for direct thrust. The fan also

pushes air into the compressor section, where
the axial-flow and centrifugal-flow compressors compress the incoming air to a very high
pressure and temperature.

Combustion
The compressed air enters the combustion chamber where it is mixed with fuel and ignited. At
engine start, electric igniters create sparks that
ignite the mixture. After each engine start, the
flame in the combustion chamber continues
burning as long as fuel and air are supplied.
The burning fuel/air mixture creates hot, highpressure exhaust, which expands rapidly and
moves aft through the engine.

Exhaust
As the hot, high-pressure exhaust moves aft
through the engine, it turns the high-pressure
turbine. The high-pressure turbine is connected to the compressors through a short,

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LOW-PRESSURE COMPRESSOR
MIXED-FLOW ROTOR

FAN BYPASS DUCT

HIGH-PRESSURE COMPRESSOR
(CENTRIFUGAL-FLOW, SINGLE-STAGE)

FAN
COMBUSTION CHAMBER

HIGH-PRESSURE
TURBINE

LOW-PRESSURE
TURBINE

LEGEND
AMBIENT-AIR AND FAN-BYPASS AIR

BURNING FUEL

LOW-PRESSURE COMPRESSED AIR

HOT, SLOW, HIGH-PRESSURE EXHAUST

HIGH-PRESSURE COMPRESSED AIR

HOT, FAST, LOW-PRESSURE EXHAUST

Figure 7-4. Turbofan Engine Basics

hollow shaft. The high-pressure rotors (turbine, shaft, and compressors) are referred to
as the high-pressure (HP) spool. Its rate of
rotation is referred to as N 2 rpm or simply
N 2 . N 2 rotation keeps the airflow entering
the engine and maintains the intake/compression/combustion/exhaust cycle.
A thermocouple harness at engine Station 6
measures exhaust stream temperature. This information is processed by the FADEC and
converted to an equivalent interstage turbine
temperature (ITT) for use by the pilot.
After exiting the HP turbine, the exhaust (now
at lower pressure and temperature, but at higher
speed) continues through the LP turbine, turning it. The LP turbine turns a long, narrow,
inner shaft (which passes through the hollow
HP spool) to directly drive the fan. The LP rotors (LP turbine, inner shaft, and fan) are
referred to as the LP spool. Its rate of rotation is referred to as N 1 rpm or simply N 1 .

7-4

The exhaust loses some heat as it turns the turbines, and then mixes with the fan bypass air
before exiting aft through the engine exhaust
nozzle. As the engine moves the exhaust aft
and out, it produces jet propulsion thrust. Jet
propulsion thrust and fan bypass thrust combine to produce total engine thrust.

COMPONENTS
ENGINE SYSTEMS AND
ACCESSORIES
On the bottom of the engine is an accessory
gearbox (AGB) with an integral oil reservoir,
pump, and mechanical power connections for
engine-driven accessories. The AGB is driven
by the HP spool (N 2 ) through a gear-driven
shaft. The AGB drives the engine fuel pump
and its associated alternator. The AGB also
connects the starter-generator to the engine.

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Two ports on the outside of the front bypass

duct allow for bleed off of HP P 3 air. This
air is used in conjunction with the environmental and ice-protection systems.
To prevent engine surge, a bleed valve actuator (BVA) controls pressure in the compressor
section of the engine. Compressor surge is
managed by bleeding off pressure as required
during the different phases of operation to the
fan bypass duct. This process is controlled by
the FADEC throughout the engine operating
envelope.

Figure 7-5. Engine Nacelle Doors and

Fasteners

Nacelles and Covers

The engine nacelles (cowlings) are aluminum
and consist of the inlet, upper, and lower nacelle
doors, and the aft nacelle assembly. The leading edge of the inlet is heated with engine bleed
air for anti-icing purposes (see Figure 7-1).

VISUAL
INSPECTION
HOLE

CAUTION
When engine anti-ice is operated, and
for some time after, the nacelle leading edge and starter-generator cooling
inlet may be extremely hot and cause
burns to skin. Avoid direct contact.

The upper and lower nacelle doors are attached using quarter-turn fasteners, which
allow for quick access to the engines for maintenance or inspection (Figure 7-5).
On the lower outboard side of each of the
lower nacelles is an oil door, which provides
the crew with easy access to the oil level sight
glass (Figure 7-6).
A spring-loaded closed door is provided on
each lower nacelle (outboard on the right nacelle and inboard on the left nacelle), allowing
for a visual inspection of the oil filter bypass
indicator.

Figure 7-6. Oil Servicing Panel

Engine contamination is possible from many

sources and may cause engine damage. These
sources include:
Hail
Condensation and freezing
Salt water spray
Blowing sand

Dirt, dust, or volcanic ash

Birds
Insects
Leaves

Other debris

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To prevent contamination of the engine on the

ground when the engines are off, engine covers are provided for the inlet and exhaust ports
of each engine.

ENGINE SYSTEMS
Ignition System
Each engine has dual igniters, which produce
sparks to ignite fuel in the engine combustion
chambers. They are powered by exciter boxes
and controlled by the FADEC. Igniters are normally only operated during starting (Figure 7-7).
Engine start is initiated when the pilot presses
and releases the respective engine start button,
then immediately thereafter advances the same
side throttle into idle. Once the correct N 2 is
reached, the FADEC commands the light-off
fuel flow and both igniters on. When an adequate rise in ITT is detected, the igniters are
automatically powered off by the FADEC.
The FADECs also command the igniters on and
off during an autorelight situation. Pilot control of the igniters consists of two options:
normal and on. In normal mode, the FADECs
command the igniters on and off as required.
For the autorelight feature, the FADEC monitors fuel flow and N2 speed. If an
uncommanded drop in N 2 rpm lasts for more
than 0.25 seconds, the FADEC activates the igniters. Once a positive engine acceleration
and adequate rise in ITT are detected, the igniters are turned off by the FADEC. Along
with fuel flow, the igniters are commanded off
by the FADEC when the throttles are put into
the CUT OFF position.

Engine Fuel System

The engine fuel system consists of the fuel
system components between the firewall shutoff valves and the engine. An FMU, under the
direction of the FADEC, regulates the fuel
flow to the engines (Figure 7-8). The FMU
also provides HP motive fuel flow to the fuel
tank ejector pump system (refer to Chapter

7-6

5Fuel System) and the fuel pressure is

also referenced to the BVA.

Fuel/Oil Heat Exchanger

A fuel/oil heat exchanger (FOHE) is also part
of the FMU assembly. The heat exchanger
transfers heat from the hot engine oil to the
cooler incoming fuel. This cools engine oil to
improve lubrication and warms the fuel to prevent ice formation from water in the fuel system.

Fuel Filter and Bypass

The engine fuel system includes a fuel filter
and a bypass valve, which allows fuel to continue to the engine in the event of a clogged
filter. Before the bypass valve opens, a pressure sensor sends a signal to the cockpit,
alerting the pilot to an impending bypass situation. This may indicate fuel contamination.

Emergency Fuel Shutoff Valve

The FMU incorporates an emergency fuel
shutoff valve that is automatically actuated
closed in the event of aft N 1 shaft movement.
This feature prevents N 1 overspeed in the
event of shaft separation by mechanically
closing the emergency fuel shutoff valve.

Permanent Magnet Alternator

The FMU also has a dual-coil permanent magnet alternator (PMA) that is integral to the FMU
and is driven by the fuel pump drive shaft. It has
a single rotor, with dual coils for dual output of
electrical power. Under normal operating conditions, power is provided either from DC power
by the aircraft electrical system or the PMA
(whichever source is providing the greatest
voltage). If normal DC power is not available,
the PMA provides AC electrical power to the
FADEC during all phases of operation.

Oil System
The oil system provides cooling and lubrication of the engine bearings and the accessory
section (Figure 7-9).

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EXCITER BOX

L IGNITION NO. 1
SSR

EXCITER BOX

L IGNITION NO. 2
SSR

R IGNITION NO. 1
SSR

R IGNITION NO. 2
SSR

7.5

7.5

7.5

7.5

LH IGN
SSR NO. 1
(AFT J-BOX)

LH IGN
SSR NO. 2
(AFT J-BOX)

RH IGN
SSR NO. 1
(AFT J-BOX)

RH IGN
SSR NO. 2
(AFT J-BOX)

L ENG L ENG
FADEC FADEC
A
B

R ENG R ENG
FADEC FADEC
A
B

LEGEND
NORMAL DC POWER
HIGH-ENERGY IGNITION

Figure 7-7. Ignition System (Left Engine Battery Start)

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7-8
FUEL
BYPASS

FUEL
FILTER

FUEL/OIL HEAT
EXCHANGER

TO PRIMARY
MANIFOLD AND
NOZZLES

EMERGENCY
SHUTOFF
VALVE
(ESOV)

FMU

OIL IN

OIL OUT

TWO-STAGE
FUEL PUMP

FADEC

Figure 7-8. Engine Fuel System

TO SECONDARY
MANIFOLD AND
NOZZLES

FUEL FLOW
TRANSMITTER

TORQUE
MOTOR

A
B

INTEGRATED FUEL
METERING AND FUEL
PUMP UNIT

HIGH-PRESSURE
ENGINE PUMP

LOW-PRESSURE
ENGINE PUMP

LP

LOW-PRESSURE
SWITCH

FIREWALL
SHUTOFF
VALVE

L FUEL TANK
(FROM)
(TO)

R FUEL TANK
(TO)
(FROM)

THROTTLE

F/W SHUTOFF L-R

FUEL FLTR BP L-R
FUEL PRESS LO L-R

TO FUEL TANK

FROM FUEL TANK

LEGEND

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MAIN OIL
PRESSURE

RESTRICTOR

NO. 2 BRG

NO. 3 BRG

FUEL/OIL
HEAT
EXCHANGER

Figure 7-9. Oil System Schematic

STRAINER

STRAINER

NO. 5 SCAVENGE
PUMP

NO. 4 BRG

AIR/OIL
SEPARATOR

PAV/CSV
BYPASS

MAIN OIL
PUMP

OIL TANK

IMPENDING BYPASS
POP-UP INDICATOR

MAIN OIL
FILTER

CHIP
COLLECTOR

MAIN OIL
TEMPERATURE

STRAINER

ACCESSORY GEAR
BOX SCAVENGE
PUMP
ACCESSORY
GEAR
BOX

NO. 1 BRG

STRAINER

#5 BRG

TO ENGINE
EXHAUST

STRAINER

CAS

OIL PRESS LO L-R

FUEL

EXHAUST AIR

SCAVENGE OIL

ENGINE-DRIVEN PUMP
PRESSURE

LEGEND

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Approved Oils
Check the current list of engine oils in the
Limitations section of the Airplane Flight
Manual (AFM). Mixing approved oils is permissible if they are from the same brand but is
not recommended except in emergency situations. Refer to the AFM for specific procedures.

NOTE
Maximum oil consumption is 1 U.S.
quart per 13.5-hour period.
Figure 7-11. Oil Filler Port and Sight
Glass Gauge

Components
Oil Tank
The oil reservoir is an integral part of the
AGB. Total capacity is 5.12 quarts (4.85 liters)
(Figure 7-10).

doors secured. The engine is equipped with

a check valve feature to ensure that oil loss
is prevented if the cap is not installed or is
improperly installed.

Oil Pump
An engine-driven oil pump on the forward side
of the AGB pressures oil throughout the engine
to provide for lubrication and cooling.
Strategically located engine-driven scavenge
pumps collect oil from the extremities and
serves to return oil to the tank.

AGB WITH OIL TANK

OIL FILTER
BYPASS INDICATOR

Figure 7-10. Oil System

The engines include a sight glass with MAX

and MIN marks, and a sight-glass access door
to make it more convenient to check the sight
gauge oil level (see Figure 7-6). It has a filler
port for servicing (Figure 7-11). The oil volume between MAX and MIN is approximately
0.4 quarts. Do not fill above the MAX mark.
After servicing the engine, ensure the engine oil cap is correctly installed and the

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Oil Cooling
The oil cooler is an oil-to-fuel heat exchanger.
It uses output fuel from the low-pressure side
of the engine-driven fuel pump to cool engine
oil. Fuel is heated in the process so that ice
does not form in the fuel (see Figure 7-9).
Oil Filter
The oil filter is a disposable cartridge that removes solid contaminants. It has bypass
capability; however, there is no cockpit indication that the oil filter is bypassed. If the
filter is approaching bypass, a poppet valve
opens, pushing a mechanical indicator out
from the valve to indicate that the filter is approaching bypass (Figure 7-12). This oil filter
bypass indicator is checked during preflight
and postflight inspection.

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CONTROLS AND
INDICATIONS
FADEC
Each engine is controlled and monitored by
its own dual-channel FADEC (Figure 7-13).
The FADECs are in the tail cone on the aft
pressure bulkhead, outside the engine-rotor
noncontainment zone.

Figure 7-12. Oil Filter Bypass Indicator

Starter-Generators
On each engine, a 28-VDC starter-generator is
attached to the AGB. To start the engines, the
starter uses power from a ground power unit, the
aircraft battery, or the opposite side generator.
After engine start, as the engine exceeds approximately 40% N 2 , the starter-generator
transitions to operate as a generator. For details on starter-generators, refer to Chapter
2Electrical System.

The FADECs are the interface between the engines and pilot throttle control. Additionally,
the FADECs are the main source of engine data
for cockpit indications. Each FADEC receives
signals directly from the engine and communicates through two channels. The Garmin
interface adapter (GIA) 1 receives the output
from FADEC channel A and GIA 2 from
FADEC channel B.
The FADEC controls the engine power settings using inputs from the engine sensors,
aircraft sensors, and pilot-selected throttle
position. The FADECs analyze pilot demands, environmental conditions, and engine

ENGINE 1

429

429

LH FADEC

429

GIA 2

429

GIA 1

RH FADEC

ENGINE 2

Figure 7-13. FADEC/Avionics Interface

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operating limits. It then uses these parameters to schedule fuel flow to the engines
(through the FMU) as necessary to provide
the thrust level selected by the pilot with the
throttles (see Figure 7-8).
The FADECs monitor rotor speed and ITT,
and can schedule fuel to prevent engine damage. During ground starts, the FADEC limits
fuel flow to prevent an ITT exceedance.
However, during in-flight restarts, the pilot is
responsible for monitoring ITT.

FADEC RESET SWITCH

The FADEC RESET switch is on the bottom
of the pilot tilt panel below the control yoke.
It allows FADEC faults to be reset. After
FADEC reset, if the fault is still present, the
ENG CTRL SYS message remains displayed.
To reset the left engine FADEC, push the
switch momentarily to the RESET L position.
Push the opposite direction to reset the right
engine FADEC (Figure 7-14).

Depending on pilot settings of ignition

switches and engine synchronization, FADEC
may also control ignition and engine synchronization.
The FADEC channel in control is alternated
during each successive engine start. As the engine reaches idle speed on every ground start,
the channel in control is switched in order to
ensure both FADEC channels are capable of engine control. This also allows the FADEC to
check for faults that can only be detected when
the FADEC channel is in control. The FADEC
does not switch the channel in control during
in-flight start attempts.
Normal DC power is provided to each FADEC
and is available for engine starting and all engine operation. After engine start, if normal
DC power becomes unavailable, the enginedriven PMA provides AC electrical power to
the FADEC. The aircraft electrical system
does not supply electrical power to the FADEC
when using the emergency bus.

Figure 7-14. FADEC Switch

THROTTLES
One throttle for each engine is in the cockpit.
The two throttles are on the throttle quadrant,
and are labeled L THROTTLE and R
THROTTLE outboard of their respective
tracks (Figure 7-15). Each throttle controls a
dual-coil position sensor, which sends pilot
commands to the FADEC.

Air data computer (ADC) data is provided to

the FADEC in order to allow the FADEC to determine when a stabilized flight condition is
established so a signal can be set telling the
avionics package to record engine trend monitoring data.
The only direct communication between the
left and right FADEC is for engine synchronization and fault detection.

Figure 7-15. Throttle Quadrant

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Each throttle has detents at five thrust-level

positions:
TO (takeoff power)Commands maximum takeoff power and is intended for
brief use at takeoff only.
CLB (climb power)Commands maximum climb power and is mainly intended
for use during climb to cruising altitude.
C RU ( m a x i m u m c r u i s e p o w e r )
Commands maximum cruise power and
is mainly intended for use during normal cruise.
IDLE (normal engine idle)Commands
minimum safe continuous power and is
mostly used for descent, landing, and
stationary ground operations. Varies depending on aircraft on the ground,in
flight, or with engine anti-ice turned on.

15Flight Controls for details on speedbrakes, and refer to Chapter 16Avionics

for details on the GO AROUND switch.

L AND R IGNITION SWITCHES

The L and R IGNITION switches are on the
lower instrument panel, left of the pilot control wheel. Each switch has two positions: ON
and NORM (Figure 7-16). In the NORM position, ignition is controlled by the respective
engine FADEC, which automatically energizes igniters as necessary. FADECs energize
igniters during engine start, or if the FADEC
detects flameout and activates autorelight.
In the ON position, the igniters operate
continuously.

CUT OFF (engine cutoff)Commands

engine shutdown (fuel cut-off and igniters off).
Refer to the AFM for specific, current guidance on the use of these settings.
The pilot can position the throttles at any detent, or at any position between the IDLE and
CRU detents. When the throttle is not in a detent, FADEC estimates the intended thrust
level based on throttle position and adjusts
the engine accordingly.
A barrier (gate) between the IDLE and CUT OFF
detents prevents accidental engine cutoff and
protects against accidental throttle advance out
of CUT OFF. To move a throttle above or below
the gate, use one finger to pull up the springloaded slide latch (triggers) under the throttle
handle and hold the slide latch up while using
the rest of the hand to move the throttle over the
gate. When the throttle is over the gate, release
the slide latch, and verify the throttle is full aft
(on the IDLE detent).
On the outboard side of each throttle handle,
a large slide switch controls the speedbrakes,
and a small GO AROUND pushbutton switch
disconnects the autopilot and sets the flight director for a go-around. Refer to Chapter

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Figure 7-16. ENGINE START and IGNITION

Switches

ENGINE START SWITCHES

ENGINE START switches are grouped on the
tilt panel, left of the pilot control wheel. Each
is a lighted pushbutton switch. These include
the L and R ENGINE START switches and
the DISENG switch. Each pushbutton switch
is a momentary-contact switch (Figure 7-16):
L and R ENGINE START switches
When the engines are not running, the
L and R ENGINE START switches control the corresponding engine starters.
Pressing either switch energizes the corresponding engine starter. Refer to
Chapter 2Electrical Systems for details on these switches and engine-start
operations.

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DISENG switchThe DISENG switch

(starter-disengage switch) opens the start
relay. This may be required if a starter continues to operate too long, or when the
engine has reached too high a speed without the starter automatically disengaging.

ENGINE SYNC SWITCH

The ENGINE SYNC switch is on the throttle
quadrant, to the right of the CUT OFF position
of the right engine throttle (Figure 7-17).

ENGINE INDICATING AND

CREW ALERTING SYSTEM
The engine indication and crew alerting system (EICAS) contains all indications for the
powerplant and its systems. These include
continuous engine indications and crew alerts
as necessary. In normal EICAS display mode,
these indications are in two columns on the left
side of the G1000 multifunction display (MFD)
(Figure 7-18).
N1%

CRU

ITTC
900

CRU

89.5
100

800

90

700

123KT

TRK

054

XTK

2.93NM

06:40

ETE

33

AR
KA

NSAS

30

MAP WEATHER DATA

20

OIL
C

835
68.3
VOLTS

PARK CITY

500

50

100.1 SYNC 46.2

CHENEY RESERVOIR27

KBEC

3000FT WICHITA

24

70.1

N2%
DC
AMPS

KICT
12

40

3AU

KIAB

235

72K

15

96

54

RW01L

21
R

35

HAYSVILLE
1K3 K50
DERBY

CHITO

28 20 27 32

1500

TFR
NO DATA

KAAO

K32

ICT

200

SN65
18
FUEL

NORTH UP

135

3
RIVE
R

600

80

PSI

GS

BATTERY

27
3

1000

AMPS
CABIN PRESS
ALT FT RATE FPM

1040

PPH

950

13

C
CAS

CAS

AR
KA
NSAS

49K

RIVE
R

X1000

+1

10
0
5
0

OIL PRESS LO L
CABIN ALT
T2 HTR FAIL R
W/S OHEAT L
W/S A/I FAIL L
FUEL PRES LO R
ENG A/I COLD L
CABIN DOOR
AFT DOOR
P/S HTR L
F/W SHUTOFF R
SURFACE DE-ICE
SPD BRK EXTEND
FUEL TRANSFER

CAS

15

KEGT

-1

1400
1330
0.8

DIFF PSI

-400

DEST ELV

8K2

2K8

55K

WELLINGTON

10

TRIM
AILERON

KANY
RUDDER
FLAPS
UP
TO/APR
LAND

NEXRAD

ECHO TOP

RIVE
R

400

35

KWL

NSAS

LBS

700

AR
KA

500

300

VOLTS

7K6

50NM
MAP WPT AUX NRST

CLD TOP

LTNG

CELL MOV

SIG/AIR

METAR

LEGEND

MORE WX

CHKLIST

Figure 7-17. ENGINE SYNC Switch

Figure 7-18. EICAS Display on MFD

The switch enables or disables the engine synchronization capability of the FADECs. It has
two positions: NORM and OFF. In the OFF position, engine synchronization is disabled. In
the NORM position, FADECs automatically
control engine synchronization in flight when
all of the following conditions are true:

Reversionary mode is selected by pressing the

red DISPLAY BACKUP button at the bottom
of either audio control panel. In this mode,
most of these indications are presented in a single-column EICAS display. The reversionary
mode EICAS display normally is on the left
side of the pilot and/or copilot PFD. In reversionary mode, some EICAS displays are
simplified or eliminated, and crew alerts appear in a box on the right side of the affected
display (Figure 7-19).

ENGINE SYNC switch is in the NORM

position
Landing gear are retracted
Each throttle is out of the TO detent and
above the IDLE detent
Throttle levers are within 5 of each other
N1 references are within 5% of each other

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The FADECs pass information to and from

the GIAs. The GIAs then send updated engine performance and fault information to the
EICAS display. The FADEC provides engine
data to the EICAS for:
N 1 % rpm
N 2 % rpm
ITT

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109.10 ITWI vtf 013

113.80 ICT LOC HDG

NAV1 113.80
NAV2 116.80
N1%

CRU

CHITO faf
AP YD VS

7.1NM BRG 034

900FPM ASEL

CRU

89.5

3000

100

3400

90

140

80

20

20

10

10

46.2

ITTC

130
120

800
700

70.1

UP
DFLTS

33

GPS

DME
NAV1
109.10
. NM
6.8NM
CHITO
GPS
WIND
DME

TERM

BRG1

CDI

013
BARO MIN
2900FT

29.92IN

OIL PRESS LO L
CABIN ALT
T2 HTR FAIL R
W/S OHEAT L
W/S A/I FAIL L
FUEL PRES LO R
ENG A/I COLD L
CABIN DOOR
AFT DOOR
P/S HTR L
F/W SHUTOFF R
SURFACE DE-ICE
SPD BRK EXTEND
FUEL TRANSFER

FLIGHT PLAN

CHITO / KICT
DTK

ILS 01L
CHITO faf
013
RW01L map
013
3000FT
013
ICT mahp

DIS

Approach

FLAPS

CRS

15

CABIN PRESS
ALT FT 1400
0.8
DIFF PSI

043

400
950

25 DC VOLTS 20
105 DC AMPS 205
BATT VOLTS 27

METRIC

90

M .399
5
+6C
3
+15C

RAT
ISA

134
66

-900
2

2900

054

12

300
1040

N2%
OIL
PSI
C
FUEL
LBS
PPH
13 C

R
RF
1 HDG

3000

10

30

40
102

200

10

AP
2

835
68.3

100

CAS

20

24

500

1
33
100
00

110

600

HDG MISCOMP
IAS NO COMP
ALT NO COMP

Cyan indicates pilot-defined settings, or

recommended target values as determined
by FADEC.

BOTH ON GPS2

3300
3200

11 8
7

900

21

20

2900
-900

118.200 COM1
125.150 COM2

4
V

50

100.1

126.700
121.900

DIS

ADF/DME

16.5NM
ICT
NAV2
BRG2

XPDR1

1200 ALT

R LCL

IDENT STD BARO BACK

On some EICAS indications (ITT, oil pressure,

oil temperature), digits only appear when relevant or when abnormal or emergency
conditions exist. If the EICAS does not receive
valid data for an indication, it replaces the indication with a red X (Figure 7-21).

6.6NM
4.8NM
3.3NM
N1%

ITTC
900

100

800

90

700

18:11:37
MSG

600

80

Figure 7-19. EICAS Reversionary Display

on PFD

500

50
20

200

OIL
PSI

N2%
DC

C
VOLTS

Colors of scales, pointers, and digits indicate

the current condition of the affected system
(Figure 7-20):
Red indicates a warning that a limitation
has been exceeded.
Amber indicates a caution that a system is near its limitation, and operating
in a time-limited region.
Green indicates normal operation.
White indicates vertical analog tapes
when in normal operating range, and
also for labels on indications.

EXCEEDANCE LEVEL
EXCEEDANCE
REGION

AMPS

FUEL
1500

BATTERY
1000
500

LBS

VOLTS
AMPS
CABIN PRESS
ALT FT RATE FPM
15

X1000

+1

10
PPH
C
CAS

0
5
0

-1
DEST ELV
DIFF PSI

10

TRIM
AILERON
RUDDER
FLAPS
UP
TO/APR
LAND

Figure 7-21. EICAS DisplayInvalid Data

EXCEEDANCE REGION

POINTER (SAFE REGION)

MAJOR GRADUATION
SLIDER (SAFE REGION)

POINTER (IN EXCEEDANCE)

NORMAL REGION
SLIDER (IN EXCEEDANCE)
EXCEEDANCE REGION
MINOR GRADUATION

Figure 7-20. EICAS Analog Markings

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CITATION MUSTANG OPERATING MANUAL

NOTE
A red X on an EICAS indication
does not mean that the indicated value
is zero or is exceeding normal levels.
It only indicates that the EICAS cannot determine the correct value to
display, and that the EICAS indication
is inoperative. Red lines on some
scales, indicating maximum allowable limits, may not appear. This does
not mean there is no limit for that item.
It means the EICAS cannot determine
what the appropriate red line value is.

In addition to powerplant status indications, the

EICAS provides information on most other aircraft systems. For details on those indications,
refer to Chapter 4Master Warning System.
EICAS powerplant indications include:
N 1 % rpm and thrust mode*

CRU

N1%

CRU

89.5

THRUST MODE
INDICATOR

100

N1% TARGET (DIGITAL)

90

N1% RED LINE

80

N1% TARGET (ANALOG)

N1% (ANALOG)

50

100.1

20
SYNC

N1% SYNC INDICATOR

46.2

N1% (DIGITAL)

Figure 7-22. N1% Window

remain valid when the aircraft is on emergency DC power.

N1% RPM

* If normal DC power fails, these items are

powered from the permanent magnet alternator (PMA) and remain visible on the EICAS.

The N 1 % scale indicates the rotation speed of

the N 1 spool and is calibrated in percent of
maximum N 1 rpm (as determined by FADEC).
It is the primary indication of engine thrust.
When in acceptable range, the analog tapes are
white and the digits are green. When outside
acceptable range, both tapes and digits are
red. When N 1 is below 20% of maximum, the
digits are displayed and the tape display does
not indicate below 20% N 1 . A red line indicating maximum rpm limit (as determined by
FADEC) is at 100% rpm on each scale.

N1% WINDOW

N1% Target Bug

For each engine, the N 1 % window of the

EICAS (Figure 7-22) indicates:

N 1 % target rpm, as calculated by FADEC for

the selected thrust mode, is indicated by cyan
digits in a box centered at the top of the N 1
scales, and by a cyan marker (bug) on the
outboard side of each N 1 scale (Table 7-1).

SYNC indications
ITT and ignition indications*
N 2 % rpm*
Oil pressure (psi) and temperature (C)
Crew alerting system (CAS) messages

N 1 % rpm
N 1 % target bug
Thrust mode
Engine SYNC
The N 1 % window is powered by normal or
emergency DC power. It is always visible
and operating when any DC power is active
in the aircraft. All N 1 % window indications

7-16

Thrust Mode
Thrust-mode indications appear in cyan at the
top of each N 1 scale. These indications correspond to the throttle settings currently
selected by the pilot. If the pilot selects a setting between detents, the thrust mode
indications do not appear.

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CITATION MUSTANG OPERATING MANUAL

Table 7-1. TARGET N1 BUG

GEAR
STATUS

THROTTLE
POSITION

BUG

DOWN

ANY

TO PWR

UP

CRU DETENT

CRU PWR

UP

CLB DETENT

CLB PWR

UP

TO DETENT

TO PWR

UP

BETWEEN
DETENTS

NEXT HIGHER
DETENT PWR

In normal display mode, these indications are

in the upper-left corner of the MFD. In reversionary mode, they are presented at the top of
the reversionary EICAS display on the pilot
and/or copilot PFD.

Engine SYNC

ITT Display
The ITTC window appears on the top of the
right column of the normal EICAS display, or
below the N 1 % window on the EICAS reversionary display. For each engine, it indicates
current ITT, which provides an indication of
interstage turbine temperature. Maximum allowable (red line) ITT and abnormal high ITT
ranges are calculated by FADEC and displayed
as a red line and a short amber band, respectively, on each scale.
The ITT scale is calibrated in degrees Celsius
(C). A white tape and pointer moves along
the outboard side of each scale. Digits appear
at the bottom of the scale to indicate current
ITT during engine start or if ITT values are
under 200.

At the bottom-center of the N 1 % display, the

label SYNC appears in green letters when
the engines are synchronized in flight by the
FADEC, when ENGINE SYNCNORM is
selected by the pilot.

Ignition (IGN) Display

ITT AND IGNITION WINDOW

N2% WINDOW

The ITT and ignition window provides current

status of ITT and engine ignition systems (Figure
7-23). It is powered by normal or emergency DC
power, and is always visible and operating when
any DC power is active in the aircraft. All ITT
and ignition window indications remain valid
when the aircraft is on emergency DC power.

The N 2 % window indicates the rotation speed

of the N 2 spool in percent of maximum N 2 rpm
(as determined by the FADEC) (Figure 7-24).
It is a key indication of engine condition. The
window appears immediately below the ITT
and ignition window, whether in the EICAS
normal display or reversionary display. The
digit colors are:

The green IGN letters appear on the top of an

engine ITT scale when one or both igniters are
energized in that engine (Figure 7-23).

White during engine start

IGN

IGN

Green in acceptable range

ITT RED LINE
ITT AMBER BAND

Red when outside acceptable range

The N 2 % window is powered by normal or
emergency DC power. It is always visible and

ITT (ANALOG)
ITT (DIGITAL)

Figure 7-23. ITT and Ignition Window

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Figure 7-24. N2% Window

7-17

CITATION MUSTANG OPERATING MANUAL

operating when any DC power is active in the

aircraft. All N 2 % window indications remain
valid when the aircraft is using emergency
DC power.

OIL PRESSURE (PSI) AND

TEMPERATURE (C)
INDICATIONS
The OIL window appears immediately below the
N 1 % window on the normal EICAS display
(Figure 7-25), or immediately below the N 2%
window on the reversionary display (Figure 726). The OIL window is powered by normal
DC power. However, when the aircraft is using
emergency DC power, only the oil temperature
(C) indication for the left engine remains valid.

Oil Pressure (psi)

In the normal EICAS display, oil pressure (in
psi) for each engine is displayed by pointers on

the corresponding sides of twin vertical analog

scales (and by pointers and digits when at the
end of the scale). The scales have color bands
indicating normal (green), abnormal (yellow),
and unsafe (red) ranges. The analog scale bands
for the left and right engine are separate because
the low oil pressure caution region and the red
line limit change as a function of N 2 speed. The
pointers are the same color as the band to which
they are pointing. The digits display at the bottom of the oil pressure scales in the same color
as the pointer, but only when the pointer is outside the green range. In EICAS reversionary
mode, only the color-coded digits appear, but
they appear at all pressures.

Oil Temperature (C)

In normal EICAS display, oil temperature (degrees celsius) for each engine is displayed by
pointers on the corresponding sides of a single vertical analog scale. The scale has color
bands indicating normal (green), abnormal
(yellow), and unsafe (red) ranges. The pointers are the same color as the band to which they
are pointing. Digits display at the bottom of
the oil temperature scale in the same color as
the pointer, but only when the pointer is outside the green range. In EICAS reversionary
mode, only the color-coded digits appear, but
they appear at all temperatures.

CAS MESSAGES

Figure 7-25. Oil Pressure and Temperature

Window (Normal)

Figure 7-26. Oil Pressure and Temperature

Window (Reversionary)

7-18

CAS messages about powerplant conditions

normally are followed by the letters L or R
(left or right powerplant). When the same message applies to both powerplants, the message
is followed by L-R. Powerplant CAS messages include (Figure 7-27):
Red OIL PRESS LO L-R message
Amber ENG CTRL SYS L-R message
Amber F/W SHUTOFF L-R message
Amber FUEL FLTR BP L-R message
Amber FUEL PRESS LO L-R message
Amber or white ENG A/I COLD L-R
message
Amber T2 HTR FAIL L-R message

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CITATION MUSTANG OPERATING MANUAL

OIL PRESS LO L-R

ENG CTRL SYS L-R
F/W SHUTOFF L-R
FUEL FLTR BP L-R
FUEL PRESS LO L-R
ENG A/I COLD L-R
T2 HTR FAIL L-R

FUEL FLTR BP L-R

The amber FUEL FLTR BP L-R message indicates fuel filter bypass is impending, or is
occurring. Contamination of the engine (and
possible engine damage or engine failure) is
imminent or is occurring. Refer to Chapter
5Fuel System for more information. This
indication is valid only when normal DC power
is available.

FUEL PRESS LO L-R

Figure 7-27. CAS Window

OIL PRESS LO L-R

The red OIL PRESS LO L-R message indicates
the oil pressure is below the minimum acceptable pressure (lower red line limit on the
oil pressure display). This is an indication
that engine failure has occurred or may soon
occur. Immediate pilot action is required.
Refer to Emergency/Abnormal Procedures
in the AFM. This message does not appear
during startup, or if the engine is shut down,
and cannot appear when the battery switch is
selected to EMER power.

ENG CTRL SYS L-R

The amber ENG CTRL SYS L-R message indicates the engine control system is not operating
normally. The pilot must closely monitor the engine for signs of abnormal engine operation. This
indication is only valid when normal DC power
is available. This message will be posted any
time emergency power is selected.

F/W SHUTOFF L-R

The amber F/W SHUTOFF L-R message indicates the firewall shutoff valve has closed on
the corresponding side. Fuel cannot travel to
the affected engine from either tank. Refer to
Chapter 8Fire Protection for more information. This indication is valid only when
normal DC power is available.

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The amber FUEL PRESS LO L-R message

appears when fuel pressure falls below 4.65
psig, and extinguishes when fuel pressure rises
above 6.4 psig. This may indicate impending
engine failure or flameout. Refer to Chapter
5Fuel System for more information. This
indication is valid only when normal DC power
is available, and does not appear when the affected engine is shut down (throttle selected
to CUT OFF).

ENG A/I COLD L-R

The amber or white ENG A/I COLD L-R message indicates engine anti-ice has been selected
but the engine inlet is still cold. If the aircraft
is in icing conditions, this problem may cause
engine damage (due to ice ingestion) and/or
engine failure. Refer to Chapter 10Ice and
Rain Protection for more information. This
indication is valid only when normal DC power
is available, and is suppressed during engine
shutdown.

T2 HTR FAIL L-R

The amber T2 HTR FAIL L-R message indicates
failure of the anti-ice heating system for the T2
probe in the engine inlet. If the aircraft is in icing
conditions, this failure may cause improper
FADEC operation and/or engine failure. This
also indicates an increased risk of ice ingestion
into the engine because ice may form on the T2
probe, then break off and enter the engine. Refer
to Chapter 10Ice and Rain Protection for
more information. This indication is valid only
when normal DC power is available, and is suppressed during takeoff and landing.

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CITATION MUSTANG OPERATING MANUAL

OPERATION
For specific, current instructions on normal operating procedures, refer to the AFM. Where
the following information differs from the
AFM, use the AFM information and follow
the AFM instructions. These procedures focus
only on powerplant items in these stages of aircraft operations. Other systems are also
involved, and steps are required for them, but
are not noted here. Refer to the AFM or checklist for details.

PREFLIGHT
In addition to the other systems that must be
checked during preflight, the powerplants require particular attention. Before preflight,
ensure that all four engine covers are removed
and stowed, and that both throttles are selected to CUT OFF.
Inspect the engine intakes and exhaust (including the fan bypass duct) for any indication
of ice or foreign object contamination. Ensure
the following are all clear:
Engine air inlet
Generator cooling air inlet
Engine anti-ice exhaust
Pylon precooler inlet
Generator cooling air exhaust
Engine fluid drains
Pylon precooler exhaust
Check the engine rotors (and the engine T2
probe in the engine inlet) for bent blades, nicks,
and blockage of fan stators (stationary blades).
Check the oil filter bypass indicator by viewing the indicator button through the access
panel on the lower right side of each engine
nacelle (see Figure 7-7). If the button is extended (popped), maintenance is required
before flight.

7-20

Open the oil door to check the oil level in the

oil level sight glass (see Figure 7-11). It should
be between MIN and MAX. The normal time
to check engine oil is 10 minutes after engine
shutdown.When finished checking the oil system, ensure that the access doors are secure.

START
Before starting the engines, complete preflight inspection and ensure that no
inappropriate CAS messages appear (Figure
7-28). Ensure that no blowing debris is likely
to be ingested by the engine. Verify that no aircraft are closer than 50 feet immediately behind
the engine and that no people are within the
hazard area in front or behind the engine (see
Figure 1-4 in Chapter 1Aircraft General).

NOTE
Consider wind velocity prior to attempting engine start in order to
preclude exceeding wind-related limitations. Reposition the aircraft if
required (see section II of the FAAapproved AFM).

Prior to starting the first engine, review the

STARTING ENGINES checklist to prepare
for steps that will take place during the seq u e n c e . Ve r i f y t h a t a d e q u a t e vo l t a g e i s
available for the start and then press the START
button, verifying that the appropriate START
group lights illuminate. Lift the throttle trigger, then place the lever to the idle position.
FADEC introduces fuel and energizes the ignition, which should result in combustion.
Scan to check that all components of the start
occur and monitor ITT as it begins to rise.
Ensure that the starting limitations are not exceeded as the engine accelerates, and always
stand ready to terminate the start, if required,
by guarding the throttle.
Check that the ITT rises immediately. If ITT
rapidly approaches 830C or shows no rise
within 10 seconds, abort the start. Do not exceed 830C for more than 5 seconds; and never
exceed the maximum limit of 862C.

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510OM-00

AXIAL
COMPRESSOR

FAN

STATOR
BYPASS/CORE

P3 BLEED AIR
N1 SPEED
SENSOR

FUEL NOZZLES (14)

DE-SWIRL RING

LP TURBINE

LP STATOR

Figure 7-28. Engine Battery Start Schematic

ACCESSORY
GEAR BOX

CENTRIFUGAL
COMPRESSOR

HP STATOR

HP TURBINE

IGNITOR (2)

13

700

89.5

950

400

46.2

CRU

GEN OFF L-R

P/S HTR L-R
STALL WARN HTR

1040

300

40

100.1

CRU

EXHAUST AIR

TURBINE AIR

COMBUSTION CHAMBER

70.1

27
0

25 20 105 205

835
68.3

CENTRIFUGAL COMPRESSION AIR

AXIAL COMPRESSOR

INDUCTION AIR

LEGEND

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CITATION MUSTANG OPERATING MANUAL

NOTE

CAUTION
If engine maintenance has been performed, air in fuel lines may cause
a hot start. Accomplish proper purging procedures prior to attempting a
start. Be prepared to abort the start.

With the throttle at idle, on the ground, FADEC

automatically varies fuel flow as required to
maintain N 2 at 48.6%. Note that the N 2 display
digits change from white to green, indicating
that the FADEC start sequence is complete.
Also, verify that all EICAS indications are normal and proceed to start the second engine.

GROUND OPERATION
When operating on the ground, maintain throttles at IDLE, except as necessary for engine
and system checks or for taxiing.

Takeoff thrust is limited to 5 minutes except during emergency

situations (i.e., one engine inoperative). Refer to the AFM .

After TakeoffClimb
During climb, select throttles to the CLB detent. Verify that the FADEC thrust mode
indicator displays a cyan CLB for each engine,
which indicates the FADECs are automatically
setting maximum climb thrust on each engine.

Cruise
During cruise, select throttles to CRU detent,
or as desired. If using the CRU detent, FADEC
automatically sets maximum cruise thrust;
verify that the FADEC thrust mode indicator
displays a cyan CRU for each engine.

CAUTION

NOTE

When operating on the ground, be

aware of the hazardous effect of jet
exhaust blast on people and other
aircraft in the area. Avoid ground
maneuvers and/or power settings that
may result in damage or injury to
others in the area (see Figure 1-4 in
Chapter 1Aircraft General).

The throttles should be reduced to the

CRU detent or below within 10 minutes after reaching an intermediate or
final cruise altitude. The use of CLB
during normal operations beyond 10
minutes after reaching cruise altitude
will significantly decrease engine life
and increase operator costs.

When beginning to taxi, verify both brakes are

operating and nosewheel steering is effective.

Descent, Approach, and

Landing

FLIGHT OPERATIONS

During descent, approach, and landing, reduce

the throttles as necessary to manage descent/approach profile and navigate as required.

Takeoff
At takeoff, while holding brakes, select throttles to the TO detent. Verify the FADEC
thrust mode EICAS indicator (top of the N 1 %
window) displays a cyan TO for each engine. Verify all EICAS indications are normal
and N 1 % rpm is at the cyan command bug for
each engine. Release the brakes and maintain
full takeoff power until reaching safe altitude.

7-22

On final approach or landing, if an all-engines

go-around is desired, push both throttles full
forward to select the TO detent and maintain
takeoff power until a safe altitude is reached
and the aircraft is cleaned up (speedbrakes,
flaps, and landing gear retracted). Reduce
throttles to the CLB detent.

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CITATION MUSTANG OPERATING MANUAL

SHUTDOWN
Prior to shutdown, allow the ITT to stabilize
at a minimum value for 2 minutes. When ready
to shut down, lift the side latch (triggers) and
pull each throttle into CUT OFF, individua l l y. M o n i t o r t h e E I C A S p a n e l d u r i n g
shutdown to verify that operation of each engine has terminated and that the ITT has
decreased accordingly.
Check the oil level 10 minutes after shutdown.
Ensure that the cowl door is secured. When the
engine, inlet, and exhaust nozzle are cool, install the four engine covers.

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

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7-23