-
INTRODUCTIONThis chapter describes the Citation Mustang
powerplants, including the engines and theirsubsystems. The Mustang
is powered by two turbofan engines. Each powerplant
includesignition, oil, and fuel systems. This chapter also
describes powerplant controls and in-dicating systems.
CITATION MUSTANG OPERATING MANUAL
CHAPTER 7POWERPLANT
510OM-00 7-1
GENERALThe Mustang is powered by two Prat t &Whitney PW615F
turbofan engines (Figure7-1). Each Mustang powerplant installation
in-c ludes a fue l me te r ing un i t (FMU) , anaccessory gear box
(to drive accessories withengine power), and ports to provide bleed
airfor the environmental control system (ECS)and ice-protection
systems.
A remotely located dual-channel full-author-ity digital engine
control (FADEC) monitorsand controls each engine. The two
FADECS
are in the tail cone on the aft pressure bulk-head. FADECs
adjust engine set t ings inresponse to pilot throttle settings,
ambient airconditions, and engine conditions to provideoptimum
engine performance. A dual-coil,permanent-magnet alternator
(integral to theFMU) powers each engine FADEC when nor-mal DC power
is not available.
Each powerplant includes ignition, fuel, and oilsystems. Engine
indications are integrated intothe G1000 electronic cockpit
displays. This
-
chapter includes information on normal engineoperations
(including starting, ground opera-tion, and flight), powerplant
limitations, andemergency/abnormal procedures. Fire detectionand
extinguishing systems for the powerplantare described in Chapter
8Fire Protection.
DESCRIPTIONTwo Pratt & Whitney PW615F turbofan en-gines are
in nacelles mounted on pylons oneach side of the tail cone. Each
engine is flat-rated at 1,460 pounds of maximum continuousthrust
(sea level static, standard day). Enginestation numbers are
assigned at particular pointsto locate various components and
functions,usually relating to air temperature and pressure(Figure
7-2).The PW615F is a twin-spool, counter-rotatingturbofan engine
(the N1 spool and N2 spool ro-tate in opposite directions). It has
a single-stage,low-pressure axial turbine that directly drivesa
single-stage, high-efficiency fan. A single-stage, high-pressure
axial turbine drives asingle-stage, mixed-flow compressor and a
sin-gle-stage centrifugal compressor (Figure 7-3).
CITATION MUSTANG OPERATING MANUAL
510OM-007-2
Figure 7-1. Mustang Engine Mounting
1STATIC
2DYNAMIC
3COMPRESSED
4TURBINE INLET
5TURBINE OUTLET
6EXHAUST
INDUCTION AIR
LEGEND
CENTRIFUGAL COMPRESSION AIR
TURBINE AIR
EXHAUST AIR
AXIAL COMPRESSOR
COMBUSTION CHAMBER
Figure 7-2. Engine Stations
-
TURBOFAN ENGINE BASICSTurbofan engines provide thrust from
twosources: the fan and the high-speed engineexhaust. The fan
provides thrust like a pro-peller, pulling air into the fan and
pushing itaft. The mass of exhaust exiting aft from theengine at
high speed and pressure creates anequal reaction, pushing the
engine (and the air-plane) in the opposite direction (forward). The
core of the engine operates a continuous se-quence of air intake,
air compression, fuel/airmixture combustion, and exhaust. The
exhaustturns turbines that provide torque to the fan andcontinuous
air compression for the engine core.The compressed air is mixed
with fuel and ig-nited, resulting in rapid expansion. The
exhaustthen exits the engine at high speed to providethe additional
thrust (Figure 7-4).
Intake and CompressionThe spinning fan pulls ambient air into
theengine inlet and sends some of it through the
fan bypass duct for direct thrust. The fan alsopushes air into
the compressor section, wherethe axial-flow and centrifugal-flow
compres-sors compress the incoming air to a very highpressure and
temperature.
CombustionThe compressed air enters the combustion cham-ber
where it is mixed with fuel and ignited. Atengine start, electric
igniters create sparks thatignite the mixture. After each engine
start, theflame in the combustion chamber continuesburning as long
as fuel and air are supplied.The burning fuel/air mixture creates
hot, high-pressure exhaust, which expands rapidly andmoves aft
through the engine.
ExhaustAs the hot, high-pressure exhaust moves aftthrough the
engine, it turns the high-pressureturbine. The high-pressure
turbine is con-nected to the compressors through a short,
CITATION MUSTANG OPERATING MANUAL
510OM-00 7-3
Figure 7-3. Engine Schematic/Cutaway
-
hollow shaft. The high-pressure rotors (tur-bine, shaft, and
compressors) are referred toas the high-pressure (HP) spool. Its
rate ofrotation is referred to as N2 rpm or simplyN2. N2 rotation
keeps the airflow enteringthe engine and maintains the
intake/com-pression/combustion/exhaust cycle.
A thermocouple harness at engine Station 6measures exhaust
stream temperature. This in-formation is processed by the FADEC
andconverted to an equivalent interstage turbinetemperature (ITT)
for use by the pilot.After exiting the HP turbine, the exhaust
(nowat lower pressure and temperature, but at higherspeed)
continues through the LP turbine, turn-ing it. The LP turbine turns
a long, narrow,inner shaft (which passes through the hollowHP
spool) to directly drive the fan. The LP ro-tors (LP turbine, inner
shaft, and fan) arereferred to as the LP spool. Its rate of
rota-tion is referred to as N1 rpm or simply N1.
The exhaust loses some heat as it turns the tur-bines, and then
mixes with the fan bypass airbefore exiting aft through the engine
exhaustnozzle. As the engine moves the exhaust aftand out, it
produces jet propulsion thrust. Jetpropulsion thrust and fan bypass
thrust com-bine to produce total engine thrust.
COMPONENTSENGINE SYSTEMS ANDACCESSORIESOn the bottom of the
engine is an accessorygearbox (AGB) with an integral oil
reservoir,pump, and mechanical power connections forengine-driven
accessories. The AGB is drivenby the HP spool (N2) through a
gear-drivenshaft. The AGB drives the engine fuel pumpand its
associated alternator. The AGB alsoconnects the starter-generator
to the engine.
CITATION MUSTANG OPERATING MANUAL
510OM-007-4
FAN BYPASS DUCT
LEGENDAMBIENT-AIR AND FAN-BYPASS AIRLOW-PRESSURE COMPRESSED
AIRHIGH-PRESSURE COMPRESSED AIR
BURNING FUELHOT, SLOW, HIGH-PRESSURE EXHAUSTHOT, FAST,
LOW-PRESSURE EXHAUST
LOW-PRESSURETURBINECOMBUSTION CHAMBER
FAN
HIGH-PRESSURETURBINE
HIGH-PRESSURE COMPRESSOR(CENTRIFUGAL-FLOW,
SINGLE-STAGE)LOW-PRESSURE COMPRESSORMIXED-FLOW ROTOR
Figure 7-4. Turbofan Engine Basics
-
Two ports on the outside of the front bypassduct allow for bleed
off of HP P3 air. Thisair is used in conjunction with the
environ-mental and ice-protection systems.
To prevent engine surge, a bleed valve actua-tor (BVA) controls
pressure in the compressorsection of the engine. Compressor surge
ismanaged by bleeding off pressure as requiredduring the different
phases of operation to thefan bypass duct. This process is
controlled bythe FADEC throughout the engine operatingenvelope.
Nacelles and CoversThe engine nacelles (cowlings) are
aluminumand consist of the inlet, upper, and lower nacelledoors,
and the aft nacelle assembly. The lead-ing edge of the inlet is
heated with engine bleedair for anti-icing purposes (see Figure
7-1).
When engine anti-ice is operated, andfor some time after, the
nacelle lead-ing edge and starter-generator coolinginlet may be
extremely hot and causeburns to skin. Avoid direct contact.
The upper and lower nacelle doors are at-tached using
quarter-turn fasteners, whichallow for quick access to the engines
for main-tenance or inspection (Figure 7-5).On the lower outboard
side of each of thelower nacelles is an oil door, which providesthe
crew with easy access to the oil level sightglass (Figure 7-6).A
spring-loaded closed door is provided oneach lower nacelle
(outboard on the right na-celle and inboard on the left nacelle),
allowingfor a visual inspection of the oil filter
bypassindicator.
Engine contamination is possible from manysources and may cause
engine damage. Thesesources include:
Hail Condensation and freezing Salt water spray Blowing sand
Dirt, dust, or volcanic ash Birds Insects Leaves Other debris
CAUTION
CITATION MUSTANG OPERATING MANUAL
510OM-00 7-5
Figure 7-5. Engine Nacelle Doors andFasteners
VISUALINSPECTIONHOLE
Figure 7-6. Oil Servicing Panel
-
CITATION MUSTANG OPERATING MANUAL
510OM-007-6
To prevent contamination of the engine on theground when the
engines are off, engine cov-ers are provided for the inlet and
exhaust portsof each engine.
ENGINE SYSTEMSIgnition SystemEach engine has dual igniters,
which producesparks to ignite fuel in the engine
combustionchambers. They are powered by exciter boxesand controlled
by the FADEC. Igniters are nor-mally only operated during starting
(Figure 7-7).Engine start is initiated when the pilot pressesand
releases the respective engine start button,then immediately
thereafter advances the sameside throttle into idle. Once the
correct N2 isreached, the FADEC commands the light-offfuel flow and
both igniters on. When an ade-quate rise in ITT is detected, the
igniters areautomatically powered off by the FADEC.
The FADECs also command the igniters on andoff during an
autorelight situation. Pilot con-trol of the igniters consists of
two options:normal and on. In normal mode, the FADECscommand the
igniters on and off as required.
For the autorelight feature, the FADEC mon-i t o r s f ue l f l
ow and N 2 speed . I f anuncommanded drop in N2 rpm lasts for
morethan 0.25 seconds, the FADEC activates the ig-niters. Once a
positive engine accelerationand adequate rise in ITT are detected,
the ig-niters are turned off by the FADEC. Alongwith fuel flow, the
igniters are commanded offby the FADEC when the throttles are put
intothe CUT OFF position.
Engine Fuel SystemThe engine fuel system consists of the
fuelsystem components between the firewall shut-off valves and the
engine. An FMU, under thedirection of the FADEC, regulates the
fuelflow to the engines (Figure 7-8). The FMUalso provides HP
motive fuel flow to the fueltank ejector pump system (refer to
Chapter
5Fuel System) and the fuel pressure isalso referenced to the
BVA.
Fuel/Oil Heat ExchangerA fuel/oil heat exchanger (FOHE) is also
partof the FMU assembly. The heat exchangertransfers heat from the
hot engine oil to thecooler incoming fuel. This cools engine oil
toimprove lubrication and warms the fuel to pre-vent ice formation
from water in the fuel system.
Fuel Filter and BypassThe engine fuel system includes a fuel
filterand a bypass valve, which allows fuel to con-tinue to the
engine in the event of a cloggedfilter. Before the bypass valve
opens, a pres-sure sensor sends a signal to the cockpit,alerting
the pilot to an impending bypass sit-uation. This may indicate fuel
contamination.
Emergency Fuel Shutoff ValveThe FMU incorporates an emergency
fuelshutoff valve that is automatically actuatedclosed in the event
of aft N1 shaft movement.This feature prevents N1 overspeed in
theevent of shaft separation by mechanicallyclosing the emergency
fuel shutoff valve.
Permanent Magnet Alternator The FMU also has a dual-coil
permanent mag-net alternator (PMA) that is integral to the FMUand
is driven by the fuel pump drive shaft. It hasa single rotor, with
dual coils for dual output ofelectrical power. Under normal
operating con-ditions, power is provided either from DC powerby the
aircraft electrical system or the PMA(whichever source is providing
the greatestvoltage). If normal DC power is not available,the PMA
provides AC electrical power to theFADEC during all phases of
operation.
Oil SystemThe oil system provides cooling and lubrica-tion of
the engine bearings and the accessorysection (Figure 7-9).
-
CITATION MUSTANG OPERATING MANUAL
510OM-00 7-7
7.57.5
EXCITER BOX
LEGENDNORMAL DC POWERHIGH-ENERGY IGNITION
L IGNITION NO. 1SSR
L IGNITION NO. 2SSR
L ENGFADEC
A
L ENGFADEC
B
EXCITER BOX
R IGNITION NO. 1SSR
R IGNITION NO. 2SSR
R ENGFADEC
A
R ENGFADEC
B
7.5 7.5
LH IGNSSR NO. 1
(AFT J-BOX)LH IGN
SSR NO. 2(AFT J-BOX)
RH IGNSSR NO. 1
(AFT J-BOX)RH IGN
SSR NO. 2(AFT J-BOX)
Figure 7-7. Ignition System (Left Engine Battery Start)
-
CITATION MUSTANG OPERATING MANUAL
510OM-007-8
A BLP
(TO
)(T
O)
(FR
OM
)(F
RO
M)
L F
UE
L TA
NK
R F
UE
L TA
NK
FIR
EW
ALL
SH
UT
OF
FV
ALV
E
TO
PR
IMA
RY
MA
NIF
OLD
AN
DN
OZ
ZLE
S
TO
SE
CO
ND
AR
YM
AN
IFO
LD A
ND
NO
ZZ
LES
LOW
-PR
ES
SU
RE
EN
GIN
E P
UM
P
HIG
H-P
RE
SS
UR
EE
NG
INE
PU
MP
INT
EG
RA
TE
D F
UE
LM
ET
ER
ING
AN
D F
UE
LP
UM
P U
NIT
FU
EL
FLO
WT
RA
NS
MIT
TE
R
FU
EL
BY
PA
SS
FU
EL/
OIL
HE
AT
EX
CH
AN
GE
R
OIL
IN
OIL
OU
T
FU
EL
FIL
TE
R
LOW
-PR
ES
SU
RE
SW
ITC
HT
WO
-STA
GE
FU
EL
PU
MP
EM
ER
GE
NC
YS
HU
TO
FF
VA
LVE
(ES
OV
)
FM
U
TH
RO
TT
LE
TO
RQ
UE
MO
TO
R
FAD
EC
FR
OM
FU
EL
TAN
K
LEG
END
TO
FU
EL
TAN
K
F/W
SH
UTO
FF L
-RFU
EL
FLTR
BP
L-R
FUE
L P
RE
SS
LO
L-R
Figu
re 7
-8.
Eng
ine
Fuel
Sys
tem
-
CITATION MUSTANG OPERATING MANUAL
510OM-00 7-9
ENG
INE-
DRIV
EN P
UMP
PRES
SURE
LEG
END
SCAV
ENG
E O
IL
EXH
AUST
AIR
FUEL
CAS
#5 B
RG
N
O. 4
BR
GN
O. 3
BR
GN
O. 2
BR
GN
O. 1
BR
G
NO
. 5 S
CAV
ENG
EPU
MP
TO E
NG
INE
EXH
AUST
STR
AIN
ER
STR
AIN
ERST
RAI
NER
STR
AIN
ER
STR
AIN
ER
PAV/
CSV
ACC
ESSO
RY
GEA
RBO
X SC
AVEN
GE
PUM
PAC
CES
SOR
YG
EAR
BOX
CH
IPC
OLL
ECTO
R
MAI
N O
ILFI
LTER
MAI
N O
ILPR
ESSU
RE
RES
TRIC
TOR
MAI
N O
ILTE
MPE
RAT
UR
EM
AIN
OIL
PUM
P
OIL
TAN
K
IMPE
ND
ING
BYP
ASS
POP-
UP
IND
ICAT
OR
BYPA
SS
FUEL
/OIL
HEA
TEX
CHAN
GER
AIR
/OIL
SEPA
RATO
R
OIL
PR
ES
S L
O L
-R
Figu
re 7
-9.
Oil
Syst
em S
chem
atic
-
Approved OilsCheck the current list of engine oils in
theLimitations section of the Airplane FlightManual (AFM). Mixing
approved oils is per-missible if they are from the same brand but
isnot recommended except in emergency situa-tions. Refer to the AFM
for specific procedures.
NOTEMaximum oil consumption is 1 U.S.quart per 13.5-hour
period.
ComponentsOil TankThe oil reservoir is an integral part of
theAGB. Total capacity is 5.12 quarts (4.85 liters)(Figure
7-10).
The engines include a sight glass with MAXand MIN marks, and a
sight-glass access doorto make it more convenient to check the
sightgauge oil level (see Figure 7-6). It has a fillerport for
servicing (Figure 7-11). The oil vol-ume between MAX and MIN is
approximately0.4 quarts. Do not fill above the MAX mark.
After servicing the engine, ensure the en-gine oil cap is
correctly installed and the
doors secured. The engine is equipped witha check valve feature
to ensure that oil lossis prevented if the cap is not installed or
isimproperly installed.
Oil PumpAn engine-driven oil pump on the forward sideof the AGB
pressures oil throughout the engineto p rov ide fo r lubr ica t ion
and coo l ing .Strategically located engine-driven scavengepumps
collect oil from the extremities andserves to return oil to the
tank.
Oil CoolingThe oil cooler is an oil-to-fuel heat exchanger.It
uses output fuel from the low-pressure sideof the engine-driven
fuel pump to cool engineoil. Fuel is heated in the process so that
icedoes not form in the fuel (see Figure 7-9).
Oil FilterThe oil filter is a disposable cartridge that re-moves
solid contaminants. I t has bypasscapability; however, there is no
cockpit indi-cation that the oil filter is bypassed. If thefilter
is approaching bypass, a poppet valveopens, pushing a mechanical
indicator outfrom the valve to indicate that the filter is
ap-proaching bypass (Figure 7-12). This oil filterbypass indicator
is checked during preflightand postflight inspection.
CITATION MUSTANG OPERATING MANUAL
510OM-007-10
AGB WITH OIL TANK OIL FILTERBYPASS INDICATOR
Figure 7-10. Oil System
Figure 7-11. Oil Filler Port and Sight Glass Gauge
-
CITATION MUSTANG OPERATING MANUAL
510OM-00 7-11
Starter-GeneratorsOn each engine, a 28-VDC starter-generator
isattached to the AGB. To start the engines, thestarter uses power
from a ground power unit, theaircraft battery, or the opposite side
generator.
After engine start, as the engine exceeds ap-proximately 40% N2,
the starter-generatortransitions to operate as a generator. For
de-tails on starter-generators, refer to Chapter2Electrical
System.
CONTROLS ANDINDICATIONSFADECEach engine is controlled and
monitored byits own dual-channel FADEC (Figure 7-13).The FADECs are
in the tail cone on the aftpressure bulkhead, outside the
engine-rotornoncontainment zone.
The FADECs are the interface between the en-gines and pilot
throttle control. Additionally,the FADECs are the main source of
engine datafor cockpit indications. Each FADEC receivessignals
directly from the engine and commu-nicates through two channels.
The Garmininterface adapter (GIA) 1 receives the outputfrom FADEC
channel A and GIA 2 fromFADEC channel B.
The FADEC controls the engine power set-tings using inputs from
the engine sensors,aircraft sensors, and pilot-selected
throttleposit ion. The FADECs analyze pilot de-mands, environmental
conditions, and engine
Figure 7-12. Oil Filter Bypass Indicator
GIA 1
LH FADEC
ENGINE 1
A B RH FADECA B
GIA 2
ENGINE 2
429
429
429
429
Figure 7-13. FADEC/Avionics Interface
-
operating limits. It then uses these parame-ters to schedule
fuel flow to the engines(through the FMU) as necessary to
providethe thrust level selected by the pilot with thethrottles
(see Figure 7-8).The FADECs monitor rotor speed and ITT,and can
schedule fuel to prevent engine dam-age. During ground starts, the
FADEC limitsfuel f low to prevent an ITT exceedance.However, during
in-flight restarts, the pilot isresponsible for monitoring ITT.
Depending on p i lo t se t t ings of igni t ionswitches and
engine synchronization, FADECmay also control ignition and engine
syn-chronization.
The FADEC channel in control is alternatedduring each successive
engine start. As the en-gine reaches idle speed on every ground
start,the channel in control is switched in order toensure both
FADEC channels are capable of en-gine control. This also allows the
FADEC tocheck for faults that can only be detected whenthe FADEC
channel is in control. The FADECdoes not switch the channel in
control duringin-flight start attempts.
Normal DC power is provided to each FADECand is available for
engine starting and all en-gine operation. After engine start, if
normalDC power becomes unavailable, the engine-driven PMA provides
AC electrical power tothe FADEC. The aircraft electrical systemdoes
not supply electrical power to the FADECwhen using the emergency
bus.
Air data computer (ADC) data is provided tothe FADEC in order to
allow the FADEC to de-termine when a stabilized flight condition
isestablished so a signal can be set telling theavionics package to
record engine trend mon-itoring data.
The only direct communication between theleft and right FADEC is
for engine synchro-nization and fault detection.
FADEC RESET SWITCHThe FADEC RESET switch is on the bottomof the
pilot tilt panel below the control yoke.It allows FADEC faults to
be reset. AfterFADEC reset, if the fault is still present, theENG
CTRL SYS message remains displayed.To reset the left engine FADEC,
push theswitch momentarily to the RESET L position.Push the
opposite direction to reset the rightengine FADEC (Figure
7-14).
THROTTLESOne throttle for each engine is in the cockpit.The two
throttles are on the throttle quadrant,and are labeled L THROTTLE
and RTHROTTLE outboard of their respectivetracks (Figure 7-15).
Each throttle controls adual-coil position sensor, which sends
pilotcommands to the FADEC.
CITATION MUSTANG OPERATING MANUAL
510OM-007-12
Figure 7-14. FADEC Switch
Figure 7-15. Throttle Quadrant
-
CITATION MUSTANG OPERATING MANUAL
510OM-00 7-13
Each throttle has detents at five thrust-levelpositions:
TO (takeoff power)Commands max-imum takeoff power and is
intended forbrief use at takeoff only.
CLB (climb power)Commands maxi-mum climb power and is mainly
intendedfor use during climb to cruising altitude.
C RU (max imum c ru i s e power )Commands maximum cruise power
andis mainly intended for use during nor-mal cruise.
IDLE (normal engine idle)Commandsminimum safe continuous power
and ismostly used for descent, landing, andstationary ground
operations. Varies de-pending on aircraft on the ground,inflight,
or with engine anti-ice turned on.
CUT OFF (engine cutoff)Commandsengine shutdown (fuel cut-off and
ig-niters off).
Refer to the AFM for specific, current guid-ance on the use of
these settings.
The pilot can position the throttles at any de-tent, or at any
position between the IDLE andCRU detents. When the throttle is not
in a de-tent, FADEC estimates the intended thrustlevel based on
throttle position and adjuststhe engine accordingly.
A barrier (gate) between the IDLE and CUT OFFdetents prevents
accidental engine cutoff andprotects against accidental throttle
advance outof CUT OFF. To move a throttle above or belowthe gate,
use one finger to pull up the spring-loaded slide latch (triggers)
under the throttlehandle and hold the slide latch up while usingthe
rest of the hand to move the throttle over thegate. When the
throttle is over the gate, releasethe 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 switchdisconnects the
autopilot and sets the flight di-rector for a go-around. Refer to
Chapter
15Flight Controls for details on speed-brakes, and refer to
Chapter 16Avionicsfor details on the GO AROUND switch.
L AND R IGNITION SWITCHESThe L and R IGNITION switches are on
thelower instrument panel, left of the pilot con-trol wheel. Each
switch has two positions: ONand NORM (Figure 7-16). In the NORM
po-sition, ignition is controlled by the respectiveengine FADEC,
which automatically ener-gizes igniters as necessary. FADECs
energizeigniters during engine start, or if the FADECdetects
flameout and activates autorelight.
In the ON posi t ion, the igni ters operate continuously.
ENGINE START SWITCHESENGINE START switches are grouped on
thetilt panel, left of the pilot control wheel. Eachis a lighted
pushbutton switch. These includethe L and R ENGINE START switches
andthe DISENG switch. Each pushbutton switchis a momentary-contact
switch (Figure 7-16):
L and R ENGINE START switchesWhen the engines are not running,
theL and R ENGINE START switches con-trol the corresponding engine
starters.Pressing either switch energizes the cor-responding engine
starter. Refer toChapter 2Electrical Systems for de-tails on these
switches and engine-startoperations.
Figure 7-16. ENGINE START and IGNITIONSwitches
-
CITATION MUSTANG OPERATING MANUAL
510OM-007-14
DISENG switchThe DISENG switch(starter-disengage switch) opens
the startrelay. This may be required if a starter con-tinues to
operate too long, or when theengine has reached too high a speed
with-out the starter automatically disengaging.
ENGINE SYNC SWITCHThe ENGINE SYNC switch is on the
throttlequadrant, to the right of the CUT OFF positionof the right
engine throttle (Figure 7-17).
The switch enables or disables the engine syn-chronization
capability of the FADECs. It hastwo positions: NORM and OFF. In the
OFF po-sition, engine synchronization is disabled. Inthe NORM
position, FADECs automaticallycontrol engine synchronization in
flight whenall of the following conditions are true:
ENGINE SYNC switch is in the NORMposition
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
ENGINE INDICATING ANDCREW ALERTING SYSTEMThe engine indication
and crew alerting sys-tem (EICAS) contains all indications for
thepowerplant and its systems. These includecontinuous engine
indications and crew alertsas necessary. In normal EICAS display
mode,these indications are in two columns on the leftside of the
G1000 multifunction display (MFD)(Figure 7-18).
Reversionary mode is selected by pressing thered DISPLAY BACKUP
button at the bottomof either audio control panel. In this
mode,most of these indications are presented in a sin-gle-column
EICAS display. The reversionarymode EICAS display normally is on
the leftside of the pilot and/or copilot PFD. In re-versionary
mode, some EICAS displays aresimplified or eliminated, and crew
alerts ap-pear in a box on the right side of the affecteddisplay
(Figure 7-19).The FADECs pass information to and fromthe GIAs. The
GIAs then send updated en-gine performance and fault information to
theEICAS display. The FADEC provides enginedata to the EICAS
for:
N1 % rpm N2 % rpm ITT
54
96
35
35235
135
PARK CITYPARK CITY
WELLINGTONWELLINGTON
HAYSVILLEHAYSVILLEDERBYDERBY
WICHITAWICHITA
2K82K8
7K67K6
49K49K
KEGTKEGT
3AU3AU
K32K32 KAAOKAAO
KWL KWL
55K55K8K28K2
KANYKANY
KICTKICT
CHITO
RW01L
ICT
3000FT
ARKANSAS RIVER
ARKANSAS RIVER
ARKANSAS RIVER
ARKANSAS RIVER
AR
KA
NSA
S R
IVER
AR
KA
NSA
S R
IVER
CHENEY RESERVOIRCHENEY RESERVOIR
72K72KSN65SN65
R
3030
33333
6
9
1212
15151818
2121
2424
2727
KIABKIAB
1K31K3 K50K50
KBECKBEC
CRU CRU89.5
40
2028 3227
46.268.3 70.1
N1%
OIL
FUEL
LBS
PPH
C
1500
1000
500
N2%DC
BATTERY
CABIN PRESS
TRIMAILERON
RUDDER
FLAPS
CAS
OIL PRESS LO LCABIN ALTT2 HTR FAIL RW/S OHEAT LW/S A/I FAIL
LFUEL PRES LO RENG A/I COLD LCABIN DOORAFT DOORP/S HTR LF/W SHUTOFF
RSURFACE DE-ICESPD BRK EXTENDFUEL TRANSFER
UPTO/APR
LAND
X1000+1
ALT FT RATE FPM
DEST ELV
DIFF PSI
0 5 10
VOLTS
AMPS
VOLTS AMPS
PSI C
ITTC
100
90
80
200
500
600
700
800
900
50
20SYNC
27
300700
1040 95013
400
3
-4001400
0.81330
0
-10
5
10
15
CAS NEXRAD ECHO TOP CLD TOP LTNG CELL MOV SIG/AIR METAR
LEGEND
MAP WPT AUX NRST
50NM
MORE WX CHKLISTCAS
GS TRK XTK ETE123KT 054 2.93NM MAP WEATHER DATA06:40NORTH UP
NO DATA
TFR
835100.1
Figure 7-18. EICAS Display on MFDFigure 7-17. ENGINE SYNC
Switch
-
Colors of scales, pointers, and digits indicatethe current
condition of the affected system(Figure 7-20):
Red indicates a warning that a limitationhas been exceeded.
Amber indicates a caution that a sys-tem is near its limitation,
and operatingin a time-limited region.
Green indicates normal operation. White indicates vertical
analog tapes
when in normal operating range, andalso for labels on
indications.
Cyan indicates pilot-defined settings, orrecommended target
values as determinedby FADEC.
On some EICAS indications (ITT, oil pressure,oil temperature),
digits only appear when rel-evan t o r when abno rma l o r
emergencyconditions exist. If the EICAS does not receivevalid data
for an indication, it replaces the in-dication with a red X (Figure
7-21).
CITATION MUSTANG OPERATING MANUAL
510OM-00 7-15
E
113.80 109.10NAV1116.80 113.80
ITWIICTNAV2
126.700 COM1121.900
118.200125.150 COM2
140
130
120
110
100
90
1187
20
10
20
10
10 10AP
R
2
2900
4
4
2
2
34003000
3300
3200
3000
2900
3100
29.92INBARO MIN2900FT
043HDG 013CRS
31 2000
21
S15
12
E63
N33
30
W24
GPS TERM
LCLXPDR1 R 18:11:371200 ALTMETRIC DFLTS WIND DME BRG1 CDI
ADF/DME BRG2 IDENT STD BARO BACK MSG
16.5NMICT
NAV2
6.8NM
109.10
CHITO
NAV1
GPS
DME
.NM
RF1054
53
DTKApproach ILS 01L
CHITO faf 013 6.6NMRW01L map 013 4.8NM3000FT 013 3.3NMICT
mahp
DISCHITO / KICT
FLIGHT PLAN
HDG MISCOMPIAS NO COMPALT NO COMP
BOTH ON GPS2
CAS
OIL PRESS LO LCABIN ALTT2 HTR FAIL RW/S OHEAT LW/S A/I FAIL
LFUEL PRES LO RENG A/I COLD LCABIN DOORAFT DOORP/S HTR LF/W SHUTOFF
RSURFACE DE-ICESPD BRK EXTENDFUEL TRANSFER
89.5CRUCRU
46.2
13466
3001040
400950
25105
27
14000.8UP
13
68.3 70.1
N1%
100
90
80
50
20
ITTC
N2%OILPSIC
FUELLBSPPH
DC VOLTSDC AMPS
CABIN PRESSALT FT
DIFF PSI
FLAPS
BATT VOLTS
C
200
500
600
700
800
900
20205
M .399+6CRAT
+15CISA
40102
835
100.1
V
vtf fafHDGLOC 900FPMAP YD VS ASEL
7.1NM013 CHITO DIS 034BRG
-900
-900
Figure 7-19. EICAS Reversionary Displayon PFD
EXCEEDANCE LEVEL
EXCEEDANCEREGION
MAJOR GRADUATION
SLIDER (SAFE REGION)
SLIDER (IN EXCEEDANCE)
EXCEEDANCE REGION
POINTER (SAFE REGION)
POINTER (IN EXCEEDANCE)
NORMAL REGION
EXCEEDANCE REGION
MINOR GRADUATION
Figure 7-20. EICAS Analog Markings
N1%
OIL
FUEL
LBS
PPH
C
1500
1000
500
N2%DC
BATTERY
CABIN PRESS
TRIMAILERON
RUDDER
FLAPS
CAS
UPTO/APR
LAND
X1000+1
ALT FT RATE FPM
DEST ELV
DIFF PSI
0 5 10
VOLTS
AMPS
VOLTS AMPS
PSI C
ITTC
100
90
80
200
500
600
700
800
900
50
20
0
-10
5
10
15
Figure 7-21. EICAS DisplayInvalid Data
-
CITATION MUSTANG OPERATING MANUAL
510OM-007-16
NOTEA red X on an EICAS indicationdoes not mean that the
indicated valueis zero or is exceeding normal levels.It only
indicates that the EICAS can-not determine the correct value
todisplay, and that the EICAS indicationis inoperative. Red lines
on somescales, indicating maximum allow-able limits, may not
appear. This doesnot mean there is no limit for that item.It means
the EICAS cannot determinewhat the appropriate red line value
is.
In addition to powerplant status indications, theEICAS provides
information on most other air-craft systems. For details on those
indications,refer to Chapter 4Master Warning System.
EICAS powerplant indications include: N1 % rpm and thrust mode*
SYNC indications ITT and ignition indications* N2 % rpm* Oil
pressure (psi) and temperature (C) Crew alerting system (CAS)
messages
* If normal DC power fails, these items arepowered from the
permanent magnet alter-nator (PMA) and remain visible on the
EICAS.
N1% WINDOWFor each engine, the N1% window of theEICAS (Figure
7-22) indicates:
N1% rpm N1% target bug Thrust mode Engine SYNC
The N1% window is powered by normal oremergency DC power. It is
always visibleand operating when any DC power is activein the
aircraft. All N1% window indications
remain valid when the aircraft is on emer-gency DC power.
N1% RPMThe N1% scale indicates the rotation speed ofthe N1 spool
and is calibrated in percent ofmaximum N1 rpm (as determined by
FADEC).It is the primary indication of engine thrust.When in
acceptable range, the analog tapes arewhite and the digits are
green. When outsideacceptable range, both tapes and digits arered.
When N1 is below 20% of maximum, thedigits are displayed and the
tape display doesnot indicate below 20% N1. A red line indi-cating
maximum rpm limit (as determined byFADEC) is at 100% rpm on each
scale.
N1% Target BugN1% target rpm, as calculated by FADEC forthe
selected thrust mode, is indicated by cyandigits in a box centered
at the top of the N1scales, and by a cyan marker (bug) on
theoutboard side of each N1 scale (Table 7-1).
Thrust Mode Thrust-mode indications appear in cyan at thetop of
each N1 scale. These indications cor-respond to the throttle
settings currentlyselected by the pilot. If the pilot selects a
set-t i ng be tween de t en t s , t he t h ru s t modeindications
do not appear.
CRU CRU89.5
46.2
N1%
100
90
80
50
20SYNC100.1
THRUST MODE INDICATOR
N1% TARGET (DIGITAL)N1% RED LINE
N1% TARGET (ANALOG)
N1% (ANALOG)
N1% SYNC INDICATOR
N1% (DIGITAL)
Figure 7-22. N1% Window
-
CITATION MUSTANG OPERATING MANUAL
510OM-00 7-17
In normal display mode, these indications arein the upper-left
corner of the MFD. In rever-sionary mode, they are presented at the
top ofthe reversionary EICAS display on the pilotand/or copilot
PFD.
Engine SYNCAt the bottom-center of the N1% display, thelabel
SYNC appears in green letters whenthe engines are synchronized in
flight by theFADEC, when ENGINE SYNCNORM isselected by the
pilot.
ITT AND IGNITION WINDOWThe ITT and ignition window provides
currentstatus of ITT and engine ignition systems (Figure7-23). It
is powered by normal or emergency DCpower, and is always visible
and operating whenany DC power is active in the aircraft. All
ITTand ignition window indications remain validwhen the aircraft is
on emergency DC power.
ITT DisplayThe ITTC window appears on the top of theright column
of the normal EICAS display, orbelow the N1% window on the EICAS
rever-sionary display. For each engine, it indicatescurrent ITT,
which provides an indication ofinterstage turbine temperature.
Maximum al-lowable (red line) ITT and abnormal high ITTranges are
calculated by FADEC and displayedas a red line and a short amber
band, respec-tively, on each scale.
The ITT scale is calibrated in degrees Celsius(C). A white tape
and pointer moves alongthe outboard side of each scale. Digits
appearat the bottom of the scale to indicate currentITT during
engine start or if ITT values areunder 200.
Ignition (IGN) DisplayThe green IGN letters appear on the top of
anengine ITT scale when one or both igniters areenergized in that
engine (Figure 7-23).
N2% WINDOWThe N2% window indicates the rotation speedof the N2
spool in percent of maximum N2 rpm(as determined by the FADEC)
(Figure 7-24).It is a key indication of engine condition. Thewindow
appears immediately below the ITTand ignition window, whether in
the EICASnormal display or reversionary display. Thedigit colors
are:
White during engine start Green in acceptable range Red when
outside acceptable range
The N2% window is powered by normal oremergency DC power. It is
always visible and
GEAR THROTTLE BUG STATUS POSITION DOWN ANY TO PWR UP CRU DETENT
CRU PWR UP CLB DETENT CLB PWR UP TO DETENT TO PWR UP BETWEEN NEXT
HIGHER DETENTS DETENT PWR
Table 7-1. TARGET N1 BUG
IGN IGN
ITT RED LINE
ITT AMBER BAND
ITT (ANALOG) ITT (DIGITAL)
Figure 7-23. ITT and Ignition Window Figure 7-24. N2% Window
-
operating when any DC power is active in theaircraft. All N2%
window indications remainvalid when the aircraft is using
emergencyDC power.
OIL PRESSURE (PSI) ANDTEMPERATURE (C)INDICATIONSThe OIL window
appears immediately below theN1% window on the normal EICAS
display(Figure 7-25), or immediately below the N2%window on the
reversionary display (Figure 7-26). The OIL window is powered by
normalDC power. However, when the aircraft is usingemergency DC
power, only the oil temperature(C) indication for the left engine
remains valid.
Oil Pressure (psi)In the normal EICAS display, oil pressure
(inpsi) for each engine is displayed by pointers on
the corresponding sides of twin vertical analogscales (and by
pointers and digits when at theend of the scale). The scales have
color bandsindicating normal (green), abnormal (yellow),and unsafe
(red) ranges. The analog scale bandsfor the left and right engine
are separate becausethe low oil pressure caution region and the
redline limit change as a function of N2 speed. Thepointers are the
same color as the band to whichthey are pointing. The digits
display at the bot-tom of the oil pressure scales in the same
coloras the pointer, but only when the pointer is out-side the
green range. In EICAS reversionarymode, only the color-coded digits
appear, butthey appear at all pressures.
Oil Temperature (C)In normal EICAS display, oil temperature
(de-grees celsius) for each engine is displayed bypointers on the
corresponding sides of a sin-gle vertical analog scale. The scale
has colorbands indicating normal (green), abnormal(yellow), and
unsafe (red) ranges. The point-ers are the same color as the band
to which theyare pointing. Digits display at the bottom ofthe oil
temperature scale in the same color asthe pointer, but only when
the pointer is out-side the green range. In EICAS reversionarymode,
only the color-coded digits appear, butthey appear at all
temperatures.
CAS MESSAGESCAS messages about powerplant conditionsnormally are
followed by the letters L or R(left or right powerplant). When the
same mes-sage applies to both powerplants, the messageis followed
by L-R. Powerplant CAS mes-sages 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
CITATION MUSTANG OPERATING MANUAL
510OM-007-18
Figure 7-25. Oil Pressure and TemperatureWindow (Normal)
Figure 7-26. Oil Pressure and TemperatureWindow
(Reversionary)
-
CITATION MUSTANG OPERATING MANUAL
510OM-00 7-19
OIL PRESS LO L-RThe red OIL PRESS LO L-R message indicatesthe
oil pressure is below the minimum ac-ceptable pressure (lower red
line limit on theoil pressure display). This is an indicationthat
engine failure has occurred or may soonoccur. Immediate pilot
action is required.Refer to Emergency/Abnormal Proceduresin the
AFM. This message does not appearduring startup, or if the engine
is shut down,and cannot appear when the battery switch isselected
to EMER power.
ENG CTRL SYS L-R The amber ENG CTRL SYS L-R message in-dicates
the engine control system is not operatingnormally. The pilot must
closely monitor the en-gine for signs of abnormal engine operation.
Thisindication is only valid when normal DC poweris available. This
message will be posted anytime emergency power is selected.
F/W SHUTOFF L-R The amber F/W SHUTOFF L-R message in-dicates the
firewall shutoff valve has closed onthe corresponding side. Fuel
cannot travel tothe affected engine from either tank. Refer
toChapter 8Fire Protection for more infor-mation. This indication
is valid only whennormal DC power is available.
FUEL FLTR BP L-R The amber FUEL FLTR BP L-R message in-dicates
fuel filter bypass is impending, or isoccurring. Contamination of
the engine (andpossible engine damage or engine failure) isimminent
or is occurring. Refer to Chapter5Fuel System for more information.
Thisindication is valid only when normal DC poweris available.
FUEL PRESS LO L-R The amber FUEL PRESS LO L-R messageappears
when fuel pressure falls below 4.65psig, and extinguishes when fuel
pressure risesabove 6.4 psig. This may indicate impendingengine
failure or flameout. Refer to Chapter5Fuel System for more
information. Thisindication is valid only when normal DC poweris
available, and does not appear when the af-fected engine is shut
down (throttle selectedto CUT OFF).
ENG A/I COLD L-R The amber or white ENG A/I COLD L-R mes-sage
indicates engine anti-ice has been selectedbut the engine inlet is
still cold. If the aircraftis in icing conditions, this problem may
causeengine damage (due to ice ingestion) and/orengine failure.
Refer to Chapter 10Ice andRain Protection for more information.
Thisindication is valid only when normal DC poweris available, and
is suppressed during engineshutdown.
T2 HTR FAIL L-R The amber T2 HTR FAIL L-R message
indicatesfailure of the anti-ice heating system for the T2probe in
the engine inlet. If the aircraft is in icingconditions, this
failure may cause improperFADEC operation and/or engine failure.
Thisalso indicates an increased risk of ice ingestioninto the
engine because ice may form on the T2probe, then break off and
enter the engine. Referto Chapter 10Ice and Rain Protection formore
information. This indication is valid onlywhen normal DC power is
available, and is sup-pressed during takeoff and landing.
OIL PRESS LO L-R ENG CTRL SYS L-RF/W SHUTOFF L-RFUEL FLTR BP
L-RFUEL PRESS LO L-RENG A/I COLD L-RT2 HTR FAIL L-R
Figure 7-27. CAS Window
-
OPERATIONFor specific, current instructions on normal op-erating
procedures, refer to the AFM. Wherethe following information
differs from theAFM, use the AFM information and followthe AFM
instructions. These procedures focusonly on powerplant items in
these stages of air-craft operat ions. Other systems are
alsoinvolved, and steps are required for them, butare not noted
here. Refer to the AFM or check-list for details.
PREFLIGHTIn addition to the other systems that must bechecked
during preflight, the powerplants re-quire particular attention.
Before preflight,ensure that all four engine covers are removedand
stowed, and that both throttles are se-lected to CUT OFF.
Inspect the engine intakes and exhaust (in-cluding the fan
bypass duct) for any indicationof ice or foreign object
contamination. Ensurethe 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 T2probe in the engine
inlet) for bent blades, nicks,and blockage of fan stators
(stationary blades).Check the oil filter bypass indicator by
view-ing the indicator button through the accesspanel on the lower
right side of each enginenacelle (see Figure 7-7). If the button is
ex-tended (popped), maintenance is requiredbefore flight.
Open the oil door to check the oil level in theoil level sight
glass (see Figure 7-11). It shouldbe between MIN and MAX. The
normal timeto check engine oil is 10 minutes after
engineshutdown.When finished checking the oil sys-tem, ensure that
the access doors are secure.
STARTBefore starting the engines, complete pre-f l i gh t i n
spec t i on and ensu re t ha t noinappropriate CAS messages appear
(Figure7-28). Ensure that no blowing debris is likelyto be ingested
by the engine. Verify that no air-craft are closer than 50 feet
immediately behindthe engine and that no people are within
thehazard area in front or behind the engine (seeFigure 1-4 in
Chapter 1Aircraft General).
NOTEConsider wind velocity prior to at-tempting engine start in
order topreclude exceeding wind-related lim-itations. Reposition
the aircraft ifrequired (see section II of the FAA-approved
AFM).
Prior to starting the first engine, review theSTARTING ENGINES
checklist to preparefor steps that will take place during the
se-quence . Ver i fy tha t adequate vol tage i savailable for the
start and then press the STARTbutton, verifying that the
appropriate STARTgroup lights illuminate. Lift the throttle
trig-ger, then place the lever to the idle position.FADEC
introduces fuel and energizes the ig-nition, which should result in
combustion.Scan to check that all components of the startoccur and
monitor ITT as it begins to rise.Ensure that the starting
limitations are not ex-ceeded as the engine accelerates, and
alwaysstand ready to terminate the start, if required,by guarding
the throttle.
Check that the ITT rises immediately. If ITTrapidly approaches
830C or shows no risewithin 10 seconds, abort the start. Do not
ex-ceed 830C for more than 5 seconds; and neverexceed the maximum
limit of 862C.
CITATION MUSTANG OPERATING MANUAL
510OM-007-20
-
CITATION MUSTANG OPERATING MANUAL
510OM-00 7-21
CRU
CRU
89.5
4020
2520
510
5
46.2
68.3
70.1
27
300
700
1040
950
13
400
0
835
100.1
IND
UCTI
ON
AIR
LEG
END
CENT
RIFU
GAL
CO
MPR
ESSI
ON
AIR
TURB
INE
AIR
EXH
AUST
AI
R
AXIA
L CO
MPR
ESSO
R
COM
BUST
ION
CHAM
BER
LP ST
ATO
RIG
NITO
R (2)
FUEL
N
OZZ
LES
(14)
ACCE
SSO
RYG
EAR
BOX
CENT
RIFU
GAL
COM
PRES
SOR
HP
TURB
INE
AXIA
LCO
MPR
ESSO
R
P3 B
LEED
AIR
N
1 SP
EED
SENS
OR
FAN
LP TU
RBIN
E
DE-
SWIR
L R
ING
STAT
OR
BYPA
SS/C
ORE
HP
STAT
OR
GE
N O
FF L
-RP
/S H
TR L
-RS
TAL
L W
AR
N H
TR
Figu
re 7
-28.
En
gine
Bat
tery
Sta
rt Sc
hem
atic
-
CITATION MUSTANG OPERATING MANUAL
510OM-007-22
If engine maintenance has been per-formed, air in fuel lines may
causea hot start. Accomplish proper purg-ing procedures prior to
attempting astart. Be prepared to abort the start.
With the throttle at idle, on the ground, FADECautomatically
varies fuel flow as required tomaintain N2 at 48.6%. Note that the
N2 displaydigits change from white to green, indicatingthat the
FADEC start sequence is complete.Also, verify that all EICAS
indications are nor-mal and proceed to start the second engine.
GROUND OPERATIONWhen operating on the ground, maintain
throt-tles at IDLE, except as necessary for engineand system checks
or for taxiing.
When operating on the ground, beaware of the hazardous effect of
jetexhaust blast on people and otheraircraft in the area. Avoid
groundmaneuvers and/or power settings thatmay result in damage or
injury toothers in the area (see Figure 1-4 inChapter 1Aircraft
General).
When beginning to taxi, verify both brakes areoperating and
nosewheel steering is effective.
FLIGHT OPERATIONSTakeoffAt takeoff, while holding brakes, select
throt-tles to the TO detent. Verify the FADECthrust mode EICAS
indicator (top of the N1%window) displays a cyan TO for each
en-gine. Verify all EICAS indications are normaland N1% rpm is at
the cyan command bug foreach engine. Release the brakes and
maintainfull takeoff power until reaching safe altitude.
NOTETakeoff thrust is limited to 5 min-u t e s excep t du r ing
emergencysituations (i.e., one engine inopera-tive). Refer to the
AFM.
After TakeoffClimbDuring climb, select throttles to the CLB
de-tent. Verify that the FADEC thrust modeindicator displays a cyan
CLB for each engine,which indicates the FADECs are
automaticallysetting maximum climb thrust on each engine.
CruiseDuring cruise, select throttles to CRU detent,or as
desired. If using the CRU detent, FADECautomatically sets maximum
cruise thrust;verify that the FADEC thrust mode indicatordisplays a
cyan CRU for each engine.
NOTEThe throttles should be reduced to theCRU detent or below
within 10 min-utes after reaching an intermediate orfinal cruise
altitude. The use of CLBduring normal operations beyond 10minutes
after reaching cruise altitudewill significantly decrease engine
lifeand increase operator costs.
Descent, Approach, andLandingDuring descent, approach, and
landing, reducethe thrott les as necessary to manage
de-scent/approach profile and navigate as required.
On final approach or landing, if an all-enginesgo-around is
desired, push both throttles fullforward to select the TO detent
and maintaintakeoff power until a safe altitude is reachedand the
aircraft is cleaned up (speedbrakes,flaps, and landing gear
retracted). Reducethrottles to the CLB detent.
CAUTION
CAUTION
-
SHUTDOWNPrior to shutdown, allow the ITT to stabilizeat a
minimum value for 2 minutes. When readyto shut down, lift the side
latch (triggers) andpull each throttle into CUT OFF, individu-a l
ly. Moni to r the EICAS pane l du r ingshutdown to verify that
operation of each en-gine has terminated and that the ITT
hasdecreased accordingly.
Check the oil level 10 minutes after shutdown.Ensure that the
cowl door is secured. When theengine, inlet, and exhaust nozzle are
cool, in-stall the four engine covers.
EMERGENCY/ABNORMAL For specific information on
emergency/ab-normal procedures, refer to the appropriateabbreviated
checklists or the FAA-approvedAFM.
CITATION MUSTANG OPERATING MANUAL
510OM-00 7-23