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inoperable.
Parking Brakes
To set the parking brakes, apply the brakes in
the normal manner, then pull out the PARKING
BRAKE knob (see Figure 14-13). This
mechanically actuates the parking brake valve
and traps fluid in the brakes. To release the
parking brakes, depress the brake pedals, then
push in the PARKING BRAKE knob. Oneway
check valves allow setting increased
trapped pressure once the brakes are set by simply
depressing the brake pedals harder.
Do not use parking brakes after using emergency
brakes. Hold emergency brakes until
the aircraft can be secured.
Parking brakes can hold the aircraft for only
a limited time. They are not intended to secure
an unattended aircraft. Parking brakes are a
temporary function, to be used only until the
aircraft can be secured.
NOTE
If brakes are suspected of being hot,
do not set the parking brake.
Antiskid Test
The antiskid system is checked as part of the
rotary test procedure in the Cockpit
Preparation checklist. This same test can be
conducted in flight if a problem is suspected.
With the antiskid switch ON (up), the antiskid
control unit is continuously conducting integrity
checks of the system. If any faults are
detected, an amber ANTISKID FAIL message
appears in the CAS window.
To ground test the antiskid system:
• Rotate the rotary TEST knob to the ANTI
SKID test position.
• The ANTISKID FAIL and NO TIRE
SPINDOWN messages flash for 6
seconds.
• Test is valid if the ANTISKID FAIL and
NO TIRE SPINDOWN messages are
confirmed extinguished after 6 seconds.
• Test is failed if the ANTISKID FAIL
and/or NO TIRE SPINDOWN messages
remain illuminated after more than 6
seconds.
Emergency Brakes
Pulling the red EMERGENCY BRAKE handle
aft actuates the emergency brake valve
mechanically (see Figure 14-14). The valve
meters nitrogen pressure through shuttle valves
on the brake assemblies in direct proportion
to the amount of lever movement.
Since nitrogen pressure is applied to both brakes
simultaneously, differential braking is not possible.
Returning the lever to its original position
releases pressure from the brakes and vents it
overboard, which releases the brakes.
Apply the emergency brakes only enough to
obtain the desired rate of deceleration, then
hold them until the aircraft stops.
Best performance can be obtained using a
smooth, steady, continuous pull of the handle
to obtain the desired deceleration rate. Multiple
pulls and releases of the handle deplete the nitrogen
charge.
Do not depress the brake pedals while applying
emergency airbrakes. Shuttle valve action
may deplete nitrogen pressure, reducing available
braking power.
CITATION MUSTANG OPERATING MANUAL
510OM-00 14-21
Repeated applications deplete nitrogen pressure.
If the emergency nitrogen bottle is full,
six applications are available for emergency
braking.
Antiskid protection is not available during
emergency braking. Do not attempt to taxi
after clearing the runway when using the emergency
brakes. Maintenance action is required
subsequent to emergency braking.
EMERGENCY/ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate abbreviated
checklists or the FAA-approved AFM.
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CITATION MUSTANG OPERATING MANUAL
INTENTIONALLY LEFT BLANK
510OM-00 15-i
CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION................................................................................................................. 15-1
GENERAL ............................................................................................................................ 15-1
PRIMARY FLIGHT CONTROLS........................................................................................ 15-2
Description.................................................................................................................... 15-2
Aileron System .............................................................................................................. 15-2
Rudder System............................................................................................................... 15-3
Elevator System ............................................................................................................. 15-4
CONTROL LOCK SYSTEMS ............................................................................................. 15-5
SECONDARY FLIGHT CONTROLS.................................................................................. 15-6
　
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