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The CABIN DUMP switch is checked on the ROTARY TEST switch during preflight. The maximum
altitude limiters will prevent complete cabin depressurization above 14,600 feet altitude.
The pressurization controller generates an auto-schedule based on the departure field elevation, the
maximum altitude reached on the current flight, and the operator input of landing field elevation in the
controller. The destination is set through the Garmin PFD display using the TMR/REF button and
FMS knobs. Maximum cabin differential pressure limiter setting is 8.6 PSID and the maximum cabin
altitude limiter setting is 14,600 ft.
NORMAL OPERATIONS (FIELD ELEVATIONS <8000 FT MSL)
During normal operations from low elevation airports, the pressurization controller limits cabin
altitude to <8000 ft.
The red CABIN ALT CAS message will post any time the cabin altitude exceeds 10,000 ft in the
normal mode.
HIGH ALTITUDE AIRFIELD MODE (FIELD ELEVATIONS >8000 FT MSL)
If the aircraft is taking off from or landing at an airport above 8000 ft MSL, the pressurization
controller goes into the High Altitude Airfield Mode to make sure that when the airplane is on the
ground, cabin pressure matches ambient pressure.
The pressurization controller enters the High Altitude Airfield Mode when the takeoff field elevation is
above 8000 feet or the Destination Elevation is set >8000 ft, and the airplane is below 24,500 feet.
The white CABIN ALT CAS message will display above 10,000 ft cabin altitude and the cabin altitude
scale on the G1000 changes to reflect the High Altitude Airfield Mode limitations. The pressurization
controller auto-schedule will depressurize the cabin during the descent to match the selected
destination field elevation prior to landing.
The amber CABIN ALT CAS message will display when in the High Altitude Airfield Mode, and the
cabin altitude has exceeded 10,000 ft for 30 minutes. The red CABIN ALT CAS message will post
any time the cabin altitude exceeds 15,000 ft in the High Altitude Airfield Mode.
When departing from a field >8000 ft in elevation, the pressurization controller remains in the High
Altitude Airfield Mode until the auto-schedule pressurizes the cabin to below 8,000 ft cabin altitude.
The white CABIN ALT CAS message is removed at a cabin altitude <10,000 ft, while the
pressurization controller continues to pressurize. Once the cabin altitude is <8000 ft, the G1000
cabin altitude scale will return to the normal system limitations.
510FM-07 AA 3-171
SECTION III - OPERATING PROCEDURES MODEL 510
NORMAL PROCEDURES
FAA APPROVED
U.S. Configuration
ENVIRONMENTAL CONTROL SYSTEM
The ECS system is designed to provide continuous ventilation and temperature control for crew and
passenger comfort. Temperature control and ventilation is accomplished with the temperature control
system (using conditioned bleed air), outside air and vapor cycle air conditioning.
Independent cabin and cockpit temperature control systems are automatic and controlled by the
CABIN and COCKPIT rheostats. The selectable temperature range is approximately 65°F to 85°F.
For normal operation the CABIN and COCKPIT FAN switches should be kept on LOW and AIR
SOURCE SELECT should be set to BOTH. The CABIN and COCKPIT rheostats should be set for
best comfort.
The cockpit temperature control system temperature sensor is mounted on the forward evaporator
inlet. The cabin temperature control system temperature sensor is mounted on the aft bulkhead
interior closeout at the floor. The temperature control system uses additional duct sensors that are
located in the tailcone. If sensed temperature differs from selected, the controller commands a
temperature control valve in the pylon near the heat exchanger to open or close providing more or
less ram air to cool or heat the engine bleed air.
The R-134a vapor cycle cooling system is controlled by the AIR COND switch. When the switch is
positioned to AIR COND the condenser and compressor are powered, providing cool air from the
cockpit and cabin cool air duct system. Placing the AIR COND switch to OFF will turn the
compressor and condenser assemblies off. The cabin and cockpit fans are controlled by the CABIN
and COCKPIT FAN switches. The switch settings are LOW, HI, FLOOD, and OFF. To operate the
vapor cycle cooling system, the CABIN or COCKPIT FAN switch must be positioned to LOW at a
minimum.
The aircraft is also equipped with an automatic load shedding feature for the vapor cycle cooling
system. In flight, both generators must be operating in order for the compressor drive motor to
operate. On the ground, the vapor cycle cooling system may be operated from a ground power unit
or with either generator operating.
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Citation Mustang airplane flight manual 1(118)
