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NORMAL PROCEDURES
FAA APPROVED
U.S. Configuration
PRESSURIZATION SYSTEM
Pressurization air, or conditioned bleed air, is temperature-controlled bleed air from each engine and
is supplied to the cabin and cockpit through independent right and left distribution systems. The right
engine supplies conditioned bleed air to the cabin distribution system, while the left engine provides
conditioned bleed air to the cockpit distribution system. If the left engine is shut down, a check valve
in the cabin allows air to flow from the cabin distribution system to the cockpit distribution system.
The AIR SOURCE SELECT knob controls the conditioned bleed air inflow and has 5 settings: L,
BOTH, R, OFF and FRESH AIR. Normally the AIR SOURCE SELECT knob is selected to BOTH.
This knob is located on the lower left side of the copilot instrument panel. Selecting L, BOTH or R will
pressurize the cabin with temperature-controlled bleed air in flight. With the engines running,
selecting L or R on ground will introduce conditioned bleed air into the cabin or cockpit. Normal
operation with the AIR SOURCE SELECT knob in BOTH results in 4 ppm airflow from each engine.
Selecting L or R results in 8 ppm flow from the selected engine and turns off flow from the opposite
side. In the event an engine is shut down, the operating engine automatically switches to 8 ppm flow
when the throttle is moved to the CUTOFF position. During ground operation when the cockpit or
cabin temperature is 18°C (65°F) or colder, bleed air is available to assist in heating the cabin and
cockpit. Above 18°C (65°F) there will be no bleed air inflow on the ground until power is increased
prior to takeoff. Selecting FRESH AIR will not pressurize the airplane and is designed for ground and
low altitude use. The fresh air system ducts fresh air into the cockpit by the copilot's feet.
The engine bleed air is conditioned by a temperature control system and regulated by pressure
regulators and flow control valves. The conditioned bleed air is distributed in the cabin and cockpit
through foot warmers and shoulder vents. Either engine is capable of supplying sufficient bleed air
flow to maintain cabin pressurization, providing redundancy for temperature-controlled bleed air
supplied to the cabin pressure vessel. The bleed air sources are independent and isolated such that
loss of either engine, failure of either temperature control, or rupture of a supply line up to the
pressure vessel will not affect the supply from the other source.
Cabin pressure is maintained by regulating the outflow of cabin air through two outflow valves in the
aft pressure bulkhead. The pressurization controller located on the aft pressure bulkhead controls
two outflow valves. The PRESS CONT and DUMP switches are located on the lower left side of the
co-pilot instrument panel. The PRESS CONT switch can be set to NORM and STANDBY. Normally
the PRESS CONT switch is set to NORM. The DUMP switch is powered on the emergency bus. The
pressurization controller requires 28 VDC and is not available during emergency electrical power
operations.
Should the communication between the pressurization controller and Garmin fail, a white PRESS
CTRL CAS message will display. The controller will automatically switch to internal pressure
transducers that are connected to two static ports in the fairing. The last destination elevation
entered before the white PRESS CTRL message was posted will be used to calculate the remainder
of the auto schedule.
The pressurization system will go into pneumatic mode if the pressurization controller fails or if the
PRESS CONT switch is positioned to STANDBY. An amber PRESS CTRL CAS message will be
displayed on the MFD to advise the pilot that the pressurization system is in standby. In level flight,
the outflow valves will maintain the cabin altitude. As the aircraft climbs, the cabin altitude will
decrease until stopped by maximum delta pressure limiters. As the aircraft descends, cabin altitude
will increase until stopped by the maximum altitude limiter (14,300 ± 300 ft). The operator is able to
dump cabin pressure using the CABIN DUMP switch.
(Continued Next Page)
3-170 AA 510FM-07
MODEL 510 SECTION III - OPERATING PROCEDURES
NORMAL PROCEDURES
FAA APPROVED
Configuration U.S.
PRESSURIZATION SYSTEM (Continued)
The emergency CABIN DUMP switch may be manually actuated at any time to reduce cabin
pressure. The cabin dump system is on the emergency bus circuit. The CABIN DUMP switch
actuates the climb solenoid to pull air out of the outflow valve control chambers so that the cabin will
depressurize. The switch is a push button switch protected from accidental operation by a guard.
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Citation Mustang airplane flight manual 1(117)
