Procedure to remove and tag the affected fire extinguisher from its holder and place out of site.
1. Install a tag or placard on the inoperative fire extinguisher stating “INOPERATIVE.”
2. Remove fire extinguisher from its holder, cover it
with a bag, and place it in a storage area or baggage area within the airplane.
3. Use the following formula to calculate the new empty CG of the airplane:
Empty CG = (Extinguisher Wt) X ( Extinguisher location) / Aircraft Empty Weight
4. Make appropriate entry on the discrepancy report.
(M)(O) For each Lavatory, the Lavatory Fire Extinguisher
System may be inoperative provided:
a) Lavatory Waste Receptacle is empty,
b) Lavatory is used only by crewmembers.
NOTE1: A Lavatory Fire Extinguisher System is not
required for all-cargo operations.
Operations procedure to passengers are briefed to not use the affected Lavatory and the Lavatory Waste Receptacle is empty.
MAINTENANCE PROCEDURES Procedure to placard the affected Lavatory Door and the Smoke Detector System in the affected Lavatory operates normally.
NOTE: Cessna Citations are not equipped with Lavatory Fire Extinguisher Systems, nor Lavatory Smoke Detector Systems. The two standardized items in MMEL paragraph 26-2 are a result of Policy Letter PL-24, however they do not apply to any Cessna-installed equipment. Also, because of the location of the Emergency Exit, the lavatory door is not to be locked.
SYSTEM & SEQUENCE NUMBERS
REMARKS OR EXCEPTIONS
26 FIRE PROTECTION
3. Lavatory Smoke Detection System
(M)(O) For each Lavatory, the Lavatory Smoke Detection
System may be inoperative provided:
a) Lavatory Waste Receptacle is empty,
b) Lavatory is used only by crewmembers.
NOTE1: A Lavatory Fire Extinguisher System is not
required for all-cargo operations.
Operations procedure to passengers are briefed to not use the affected Lavatory and the Lavatory Waste Receptacle is empty.
MAINTENANCE PROCEDURES
See Previous item, Lavatory Fire Extinguisher System
Procedure to placard the affected Lavatory Door and the Smoke Detector System in the affected Lavatory operates normally.
SYSTEM & SEQUENCE NUMBERS
REMARKS OR EXCEPTIONS
27 FLIGHT CONTROLS
1. Electric Elevator
Trim
(M) May be inoperative provided:
a) Electric Trim System is deactivated,
b) Manual Trim is operative and unaffected, and
c) Aircraft is operated using a minimum crew of two.
MAINTENANCE PROCEDURES
Procedure to ensure that the failure of the Electric Trim will not interfere with the operation of the Manual Trim.
1. Disengage the PITCH TRIM circuit breaker and secure with tie-wrap.
2. Check Manual Trim for freedom of movement throughout travel for smooth operation. This will determine if there is any mechanical damage that would interfere with flight controls and preclude dispatch.
NOTE: If the Electric Trim is inoperative, it should be confirmed that the problem is not in the Manual (mechanical) Trim system in the airplane and that the failure does not affect Manual Trim. Pitch Trim should be checked for full travel, smoothness, and proper operation.
NOTE: Do not attempt to use the Autopilot if Electric Trim is inoperative. The Autopilot will not be able to trim out servo torque, and
disengaging the Autopilot could result in a significant pitch upset.
3. Place placard on pedestal stating “ELECTRIC TRIM INOP – DO NOT ENGAGE AUTOPILOT.”
4. Make appropriate entry on the discrepancy report.
30 ICE & RAIN PROTECTION
3. Engine Anti-Ice Systems
(M) One may be inoperative provided:
a) Engine Anti-Ice Valve remains OPEN, and
b) Takeoff and landing field temperatures are in excess of 10 degrees C.
(M) May be inoperative provided:
a) Engine Anti-Ice Valve is failed closed,
b) The flight is conducted in day VMC, and
c) Aircraft is not operated in known or forecast icing conditions.
NOTE: See AFM Performance Data.
MAINTENANCE PROCEDURES Procedure to ensure the Engine Anti-Ice Valve has failed in the open position.
Procedure to ensure the Engine Anti-Ice Valve has failed in the closed position.
CAUTION: ENGINE ANTI-ICE SWITCHES OPERATE BOTH THE WING
LEADING EDGE AND ENGINE INLET SYSTEMS. DO NOT OPERATE THE SYSTEM LONGER THAN FIVE (5) MINUTES. FOLLOW TEST WITH A THIRTY (30) MINUTE COOLING PERIOD. 1. With engines shut down, make note of the
temperature of the Engine Inlets (use of hand touch
is sufficient).
2. Position the aircraft in a suitable run-up area.
3 Verify LH and RH ENG ANTI-ICE circuit breakers
are engaged.
4. To verify whether the affected valve has failed open
or closed:
a) Verify the AIR SOURCE SELECT switch, and WINDSHIELD BLEED (Anti-Ice) switch, are OFF.
b) Verify WING/ENGINE ANTI-ICE switches are
OFF.
c) Set the parking brake and start both engines. Refer to AFM Normal Checklist for engine start.
NOTE: LH and RH ENG ANTI-ICE, LH and RH
WING ANTI-ICE, and both MASTER CAUTION lights will illuminate at low
engine power settings as a normal condition.
d) Gradually increase both throttles to achieve 70% N2.
e) After approximately 15 seconds, select Engine Anti-Ice ON for both engines. Verify both ENG ANTI-ICE annunciators illuminate.
f) As soon as each ENG ANTI-ICE annunciator extinguishes, immediately select Engine Anti-Ice OFF on that engine and gently retard the associated throttle to idle.
(Continued Next Page)
SYSTEM & SEQUENCE NUMBERS
REMARKS OR EXCEPTIONS
30 ICE & RAIN PROTECTION
(Continued)
3. Engine Anti-Ice Systems
(Continued)
4. Wing Anti-Ice
g) If the annunciator on the affected side
extinguishes immediately, or substantially sooner than the unaffected side, the valve has failed
open.
h) If the annunciator for the affected side does not extinguish within 20 seconds of the unaffected
side, retard the affected throttle to idle. The associated valve is failed closed.
i) Select both WING/ENGINE ANTI-ICE switches
to OFF.
j) Shut down engines.
k) Exercising extreme caution, verify that the Engine Inlet remains cool to the touch, confirming that
the Engine Anti-Ice Valve is closed. If the inlet is extremely hot to the touch, and if ENG ON was selected only momentarily, this
is a further indicator that the valve failed open. If any doubt remains, repeat the engine run on the affected engine only, and DO NOT select any
Anti-Ice system to ON. Then following shutdown,
if inlet is hot, valve is definitely failed open.
5. Pull and secure the affected ANTI-ICE ENGINE c/b with tie-wrap.
6. Place a placard stating, “(LH/RH – as appropriate) Engine Anti-Ice INOP – failed (OPEN/CLOSED)”
next to appropriate Wing/Engine Anti-Ice switch
ENG ON position.
7. Make appropriate entry on the discrepancy report.
(O) One may be inoperative provided:
a) The Wing Anti-Ice Valve is failed closed, and
b) Aircraft is not operated in known or forecast icing conditions.
OPERATIONAL PROCEDURES Procedure to ensure the Wing Anti-Ice Valve has failed in the closed position.
CAUTION: ENGINE ANTI-ICE SWITCHES OPERATE BOTH THE WING
LEADING EDGE AND ENGINE INLET SYSTEMS. DO NOT OPERATE THE SYSTEM LONGER THAN FIVE (5) MINUTES. FOLLOW TEST WITH A THIRTY (30) MINUTE COOLING PERIOD. 1. Tape a lightweight streamer immediately aft of vent louver on the affected wing’s wingtip bottom.
2. Verify L and R ENGINE ANTI-ICE and aft J-box L
and R WING ANTI-ICE circuit breakers are engaged.
3. Verify AIR SOURCE SELECT is in OFF position.
(Continued Next Page)
SYSTEM & SEQUENCE NUMBERS
REMARKS OR EXCEPTIONS
30 ICE & RAIN PROTECTION
(Continued)
4. Wing Anti-Ice
(Continued)
7. Static Pressure Port Heaters
4. Verify WING XFLOW switch is selected OFF.
5. Verify WINDSHIELD BLEED switch is selected OFF.
6. Verify non-affected WING/ENG ANTI-ICE switch is selected OFF.
7. Start the affected engine and run at idle.
NOTE: ENG ANTI-ICE LH or RH, WING ANTI-ICE
LH or RH annunciators, as well as the MASTER CAUTION may illuminate at low throttle settings as a normal condition.
8. Gradually increase engine throttle to above
70 percent N2. Any observed airflow at the wingtip streamer indicates the valve has failed open.
9. Place appropriate WING/ENG ANTI-ICE switch to WING/ENG position.
10. Observe wingtip streamer. Lack of airflow indicates the Wing Anti-Ice Valve has failed closed. Constant illumination of the appropriate WING ANTI-ICE annunciator also indicates that the valve has
failed closed. Presence of airflow at the wing tip
vent or annunciator extinguishing indicates valve has not failed closed.
11. Select appropriate WING/ENG ANTI-ICE switch to OFF.
12. Shut engine down.
13. Using extreme caution, feel the affected Wing
Leading Edge. Ambient temperature (same as unaffected wing) is a further indicator that the Wing Anti-ice Valve has failed closed.
14. Place a placard stating, “(LH/RH – as appropriate) Wing Anti-Ice INOP – failed (OPEN/CLOSED)” next
to the appropriate WING/ENG ANTI-ICE switch WING/ENG position.
15. Make appropriate entry on the discrepancy report.
16. Remove lightweight streamer from affected wing.
Except where enroute operations (such as RVSM) require it’s use, one may be inoperative provided:
a) Flight is conducted in day VFR, and
b) Fight is not conducted in known or forecast icing conditions.
NOTE: This item does not require any procedure, however in order to satisfy various local requirements, it is shown here as a reminder that RVSM flight is not allowed
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SYSTEM & SEQUENCE NUMBERS
REMARKS OR EXCEPTIONS
31 INDICATING/ RECORDING SYSTEMS
2. Flight Hour Meter
(O)
OPERATIONAL PROCEDURES
Procedure to ensure that all flight times are recorded and added to the Aircraft Total Time.
1. Record each takeoff time and landing time (including time zone).
2. Following each flight, add flight time to the total
aircraft time in the Aircraft Log to assure compliance with maintenance and/or operations requirements.
3. Place a “Flight Hour Meter INOP” placard next to the Flight Hour Meter.
4. Make appropriate entry on the discrepancy report.
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SYSTEM & SEQUENCE NUMBERS
REMARKS OR EXCEPTIONS
32 LANDING GEAR
1. Anti-Skid System
(O)
NOTE: See AFM Procedures.
OPERATIONAL PROCEDURES
Procedure to ensure that the flight crew has knowledge of differing procedures and aircraft performance data.
1. Place placard adjacent to the Anti-skid switch
stating, “ ANTI SKID SYSTEM INOP.”
2. Make appropriate discrepancy entry.
NOTE: The Limitations Section, Section 2 of the Model 525 CJ1+ Flight Manual contains the procedures for dispatch with the Anti-skid system inoperative.
Intentionally Left Blank
SYSTEM & SEQUENCE NUMBERS
REMARKS OR EXCEPTIONS
33 LIGHTS
7. Fasten Seat Belt and No Smoking Sign
(O) May be inoperative provided:
a) Passenger Address System is operative, and
b) Alternate procedures for notifying passengers are established and used.
NOTE: See ATA 25 for passenger safety chime
relief.
OPERATIONAL PROCEDURES Procedure to ensure that passengers are notified of seat belt and no smoking requirements.
1. Crewmember shall ensure the appropriate announcements are made.
2. Place “INOP” placard adjacent to the PASS SAFETY switch.
3. Make appropriate entry on the discrepancy report.
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SYSTEM & SEQUENCE NUMBERS
REMARKS OR EXCEPTIONS
34 NAVIGATION
6. ATC Transponders and Automatic Altitude Reporting System
8. Altitude Alerting System
11. Non-stabilized Magnetic Compass
May be inoperative provided:
Enroute operations operations (such as RVSM) do not require its use, and
b) Prior to flight, approval is obtained from the ATC facilities having jurisdiction over the planned route of flight.
NOTE: This item does not require any procedure, however in order to satisfy various local requirements, it is shown here as a reminder that RVSM flight is not allowed
(O) May be inoperative provided:
a) Autopilot with altitude hold is operative,
b) Enroute operations (such as RVSM) do not require its use, and
c) Repairs are made within three flight days.
OPERATIONAL PROCEDURES
Procedure to ensure altitude awareness.
1. Crew briefings will include a reminder of the inoperative Altitude Alerting System.
2. Flight crew will use aural callouts pertaining to approaching target altitudes as assigned by ATC or
as depicted by appropriate charts.
3. Place placard adjacent to altimeters stating:
“Altitude Alert System INOP”.
4. Make appropriate discrepancy report entry.
(O) May be inoperative provided any combination of
three gyro or INS (IRU) stabilized compass systems are operative.
(O) May be inoperative provided:
a) Any combination of two stabilized gyro or INS stabilized compass systems are operative, and
b) Aircraft is operated with dual independent navigation capability and under positive radar control by ATC on the enroute portion of the
flight.
(O) May be inoperative for flights that are entirely within areas of magnetic unreliability provided at least two stabilized directional gyro systems are installed, operative and used in conjunction with approved free gyro
navigation techniques.
OPERATIONAL PROCEDURES
Procedure to ensure three compass systems area variable and appropriate
for the intended flight.
Procedures to use free gyro techniques.
NOTE: The following procedure is to be used with the second and third items in paragraph 34-12. CJ1+ aircraft are equipped with dual Attitude Heading Reference Systems (AHRS), which meet the “two gyro stabilized compass systems” requirement. In the absence of a third stabilized compass system, operators can not use the first relief item shown above.
(Continued Next Page)
SYSTEM & SEQUENCE NUMBERS
REMARKS OR EXCEPTIONS
34 NAVIGATION
(Continued)
11. Non-stabilized Magnetic Compass
(Continued)
12. Traffic Alert and Collision Avoidance System (TCAS I)
1. Prior to each flight, crew will use the Flight Manual Preflight Checklist (or Abbreviated Checklist) to confirm that both AHRS are aligned and functional and the STBY HSI is functional
2. If no third gyro is installed, an IFR flight plan must be filed, and radar contact must be established by ATC when not in the departure or approach phases of the flight.
3. Place placard over Magnetic Compass stating:
“MAGNETIC COMPASS INOPERATIVE”
4. Make appropriate discrepancy report entry.
5. For flights conducted in areas of magnetic
unreliability, refer to the Free Gyro Mode Section in Chapter 3 of the Collins Pro Line 21 Avionics System Pilot’s Guide.
(M)(O) May be inoperative provided:
a) System is deactivated and secured, and
b) Enroute or approach procedures do not require
its use.
MAINTENANCE PROCEDURES
1. When filing flight plans, crew will delete the “T” prefix from the Aircraft Equipment Code.
2. Flight crew will review all equipment requirements listed in the FAR governing their operation, including but not limited to Part 91, Part 135, RVSM (where applicable), etc.
(M) May be inoperative provided:
a) System is deactivated and secured, and
b) Enroute or approach procedures do not require
its use.
MAINTENANCE AND OPERATIONAL PROCEDURES
Procedure to deactivate and secure the system.
Use the same procedures as for the first TCAS I item above.
(M)(O) May be inoperative provided:
a) Not required by FAR,
b) System is deactivated and secured, and
c) Enroute or approach procedures do not require
its use.
MAINTENANCE AND OPERATIONAL PROCEDURES
Procedure to deactivate and secure the system.
Procedure to determine that enroute or approach procedures do not require it's use.
Use the same procedures as for the second TCAS I item above.
(O) May be inoperative on the non-flying pilot side provided:
a) TA and RA elements and audio functions are operative on the flying pilot’s side and
b) TA and RA display indications are visible to
the non-flying pilot.
OPERATIONAL PROCEDURES
Procedure to ensure the TA and RA displays are visible to the non-flying pilot and the audio functions are operative on the flying pilot side
NOTE: This item refers to dual dedicated TCAS displays located on the RH and LH
instrument panels, which are not part of the standard CJ1+ equipment. This item does not refer to the RA displays shown on the VSI/RA portion of the PFD, nor to the TA display shown on the MFD.
1. Make appropriate entry on the discrepancy report.
2. Place a placard on the instrument panel in front of
the non-flying pilot side stating: “TCAS RA and TA
display INOP.”
3. Utilizing the system self-test, crew will verify that TA and RA advisory display on the flying pilot side is operational, and audio functions are operational.
4. The pilot with the operational TA and RA elements
and audio functions shall conduct any subsequent maneuvering command by the RA (Resolution Advisory).
NOTE: The current wording in Policy Letter PL-32, Rev 6 for this item is as follows:
“May be inoperative on the non-flying pilot side provided:
a) TA and RA visual display is operative on the
flying pilot’s side, and
b) TA and RA audio function is operative on flying pilot side.”
