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Ground/Flight Modes .................................................................................................. 12-10
Setting Destination Elevation ...................................................................................... 12-12
High-Altitude Airport Operation (Autoschedule)........................................................ 12-12
Manual Cabin Pressure Dump..................................................................................... 12-13
EMERGENCY/ABNORMAL............................................................................................ 12-13
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ILLUSTRATIONS
Figure Title Page
12-1 Pressurization System Schematic.............................................................................12-2
12-2 Outflow Valve Positions ...........................................................................................12-5
12-3 Pressurization Controls ............................................................................................12-6
12-4 Standard (MFD) Pressurization Display ..................................................................12-6
12-5 Pressurization Display (Reversionary Mode) ..........................................................12-8
12-6 Cabin Pressure Display ..........................................................................................12-13
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GENERAL
Two elements provide cabin pressurization.
One is a constant source of pressurized bleed
air to the cabin (Figure 12-1). The other is a
method of controlling outflow of the pressurized
air from the cabin to achieve the desired
differential pressure (between cabin and outside
air pressure) and resultant cabin pressure
(“cabin altitude”). The maximum cabin pressure
differential is 8.6 psid. Normal cabin pressure
differential is 8.3 psid. This permits an
8,000-foot cabin altitude at a 41,000-foot actual
altitude (FL 410).
On the Citation Mustang, pressurization is
provided by the combined action of two cabin
air systems: inflow and outflow. Inflow is supplied
by temperature-controlled pressurized
bleed air and regulated cabin air outflow.
INTRODUCTION
The pressurization system on the Citation Mustang maintains cabin altitude lower than
the actual aircraft altitude to provide a suitable environment for the crew and passengers.
To accomplish this, the pilot directs a constant supply of conditioned bleed air into
the cabin (pressure vessel), then controls the amount of air allowed to escape overboard
by automatic controls (with manual override).
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CHAPTER 12
PRESSURIZATION
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PRESSURIZATION
CONTROLLER
DIVE
SOLENOID
CLIMB
SOLENOID
WEIGHT-ONWHEEL
SWITCH
THROTTLE
SWITCH
<85% TLA
G-1000 SIGNAL
INPUT
PUMP
PUMP
TRANSDUCERS
CABIN
PRESS
CABIN
PRESS
CABIN
PRESS
LEFT
RIGHT
MAX P
LIMITER
MAX P
LIMITER
MAX ALT
LIMITER
MAX ALT
LIMITER
OUTFLOW
VALVES
FLEXIBLE
DIAPHRAGM
ISOLATOR
RESTRICTOR
CABIN
EXHAUST
CABIN
EXHAUST
BLEED-AIR
SOURCE
CABIN
PRESS
STATIC PRESSURE (FLOW)
STATIC SOURCE
GRILLE
STATIC SOURCE
PRESSURE VESSEL BOUNDARY
CABIN PRESSURE
LEGEND
STATIC PRESSURE FLOW
REGULATED AIR
BLEED AIR
CABIN ALT
CABIN ALT
PRESS CTRL
CABIN ALT
PRESS OFF
PRESS CTRL
Figure 12-1. Pressurization System Schematic
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The conditioned air system continuously supplies
pressurized, conditioned air to the cabin.
This provides positive inflow. Bleed-air inflow
to the cabin is fairly constant through a wide
range of engine power settings. (Refer to
Chapter 11—“Air Conditioning”)
The pressurized cabin air then escapes through
normal leakage in the cabin pressure vessel and
through the two outflow valves in the aft pressure
bulkhead.
The outflow valves exhaust cabin air into the
tail cone (which is vented to the outside) much
faster than normal cabin leakage. This provides
regulated cabin air outflow. The balance between
inflow and outflow establishes cabin
　
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