CITATION MUSTANG OPERATING MANUAL

CHAPTER 15
FLIGHT CONTROLS

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INTRODUCTION
This chapter describes the flight controls of the Cessna Model 510 Citation Mustang.
The aircraft has fixed and moveable surfaces that provide stability and control during
flight. The primary flight controls are ailerons, rudder, and elevators. Secondary flight
controls include trim devices, flaps, and speedbrakes. Control locks are also described.

GENERAL
The flight control systems consist of the con- in the cockpit. They can be immobilized by
trol surfaces, trim control surfaces, trim indi- control locks when on the ground to prevent
cating systems, and the related mechanical damage to the control surfaces and systems
and electrical systems that control the air- from wind gusts striking the aircraft.
plane during flight.
The secondary flight controls include trim,
T h e p r i m a r y f l i g h t c o n t r o l s ( e l eva t o r s , flaps, and speedbrakes. Trim tabs, electrically
ailerons, and rudder) directly control aircraft or mechanically adjusted through controls on the
movement around the three axes of flight cockpit pedestal or control yoke, assist flight
(pitch, roll, and yaw). They are manually ac- control on all three axes. Mechanical elevator
tuated through cables by dual conventional trim, adjusted through a cockpit pedestal wheel,
control yokes and dual sets of rudder pedals is also provided.

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Flaps and speedbrakes directly adjust airplane Chapter 14—“Landing Gear and Brakes”). A
lift and drag. Both controls are electrically ac- flexible mechanical interconnect between the
tuated. Flaps are operated by a handle on the rudder and ailerons provides improved lateral
cockpit pedestal. Speedbrakes are operated by stability.
a switch on the throttle.
The primary flight controls can also be con-
All flight control surfaces are shown in trolled by the autopilot and yaw damper (see
Figure 15-1. Chapter 16—“Avionics”).

The rudder, both elevators, and the left aileron

are each equipped with a trim tab that is elec-
PRIMARY FLIGHT trically actuated from the cockpit. The eleva-
CONTROLS tor tabs can also be mechanically positioned
by the pitch trim wheel on the control pedestal.
DESCRIPTION
AILERON SYSTEM
The primary flight controls (ailerons, rudder,
and elevators) are manually operated by either Two ailerons (one on the outboard trailing
the pilot or the copilot through a conventional edge of each wing) provide roll control.
control yoke and rudder pedal arrangement. Neutral aileron position is 2° up. The ailerons
Control inputs are transmitted to the control are controlled through cables connected to
surfaces through cables, bellcranks, and the cockpit control yokes and the autopilot
pushrods. The rudder pedals also operate the aileron electric servo. The control yoke rotates
nosewheel steering and wheel brakes (see 70° in each direction to provide maximum
aileron deflection.
ELEVATOR

TRIM TAB

TRIM TAB

FLAP RUDDER

STRAKE

SPEEDBRAKE

TRIM TAB

AILERON

Figure 15-1. Flight Control Surfaces

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Operation RUDDER SYSTEM

When the pilot rotates the control yokes coun- The rudder on the trailing edge of the vertical
terclockwise, the right aileron rotates down and stabilizer provides yaw control. It moves as
the left aileron rotates up, causing the aircraft much as 35° left or right of center. It is con-
to roll left. By turning the control yokes clock- trolled through cables connected to the cock-
wise, the opposite is true. pit control pedals and the autopilot yaw servo.
The rudder is moved by fore and aft movement
When the autopilot is operating, the autopilot of the pedals.
roll servo provides inputs to the aileron con-
trol system. A single autopilot roll servo is me- The rudder pedals are floor-mounted and non-
chanically connected to the aileron cable adjustable. The pedals are connected to the rud-
system. When the autopilot is engaged, the der through mechanical linkages and cables.
autopilot servo provides autopilot input to the Two separate rudder cable loops, routed dif-
aileron system in response to the automatic ferently, provide redundancy to protect against
flight control system (AFCS) commands. an engine rotor noncontainment (Figure 15-2).
Disengaging the autopilot can be accomplished
by three normal means:
• The AP or YD button on the AFCS con- Operation
troller Pressing either pilot rudder pedal (left or right)
• The AP TRIM DISC switch on either moves the rudder in that direction, which yaws
control yoke the airplane that direction. Copilot controls
work the same. Pilot and copilot pedals are me-
• By commanding pitch trim chanically linked so the pilot applying the
greater force controls yawing, and controls
Either pilot can manually override the servo the amount of pedal movement for both pilots.
motor by applying force to the control yoke. The rudder pedals also control nosewheel
For information on the AFCS (including au- steering (refer to Chapter 14—“Landing Gear
topilot), refer to Chapter 16—“Avionics.” and Brakes.”).

Aileron-Rudder Interconnect The single autopilot yaw servo is mechanically

A flexible mechanical interconnect between connected to the rudder. When the autopilot
rudder and ailerons provides improved lateral is engaged, the yaw servo provides input to
stability. Movement of the ailerons results in the rudder system in response to the AFCS
a comparable movement of the rudder (as commands.
sensed through the rudder pedals). If the pilot
rolls the aircraft to the left, the interconnect also The yaw damper can be disengaged by:
causes some rudder deflection (and resultant • Pressing the YD button on the AFCS
airplane yawing) to the left. Conversely, pres- controller
sure on the rudder pedals and movement of
the rudder results in a coordinated movement • Pressing the AP TRIM DISC switch on
either control yoke
of the ailerons and control yoke.
Additionally, pilots can manually override the
In flight, to intentionally slip or skid/yaw the
yaw servo motor by pushing the rudder ped-
airplane, the pilot can override the interconnect
als. For information on the AFCS (including
by applying opposite forces to the control yoke
autopilot), refer to Chapter 16—“Avionics.”
and rudder pedals (“cross-controlling”). On
the ground, the interconnect may cause some
aileron and control yoke movement, as a co-
ordinated response to rudder movements caused
by the crew steering with the rudder pedals.

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Figure 15-2. Rudder Control System Installation

ELEVATOR SYSTEM Operation

The elevators are on the trailing edge of the By moving the control column aft (approxi-
horizontal stabilizer and provide longitudi- mately 4 inches maximum deflection), the el-
nal (pitch) control of the airplane. The eleva- evators rotate up, causing the nose of the
tors are mechanically controlled through aircraft to pitch up. By moving the control col-
cables by either pilot moving the control yoke umn forward (approximately 3 inches maxi-
fore and aft, or by the autopilot pitch servo. mum deflection), the opposite motion occurs.

The pitch system is a manual system consist- A single pitch servo is mechanically connected
ing of conventional mechanical flight control to the elevator cables. When the autopilot is en-
components. A cable run from the pilot and gaged, the pitch servo provides autopilot input
copilot control yokes to a common elevator to the elevator system in response to the AFCS
pulley provides output to the elevator sur- commands.
faces. The aft elevator pulley is attached to
each surface by a pushrod and horn. Motion Normally, the autopilot can be disengaged by:
from the aft elevator pulley is transmitted to • Pressing the AP or YD button on the
the elevators by their respective pushrod. AFCS controller
In the event of engine rotor non contain- • Pressing the AP TRIM DISC switch on
ment, separate elevator trim systems pro- either control yoke
vide sufficient pitch control for elevator • Commanding electric pitch trim
control redundancy.
The pitch servo can also be manually overrid-
den by either pilot applying a force to the

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control yoke. For information on the AFCS The yoke position and the visual obstruction
(including autopilot), refer to Chapter 16— from the flag provide unmistakable warning
“Avionics.” of control lock engagement. To insert the lock:

• Rotate the yoke to the center position so

CONTROL LOCK the receptacle in the bushing and the re-
ceptacle on the control yoke are aligned.
SYSTEMS
• Move the yoke forward until both ends
Control locks, when engaged, restrain the pri- of the pin can be inserted into their re-
mary flight controls. The control lock system spective receptacles.
prevents damage to the control surfaces and • Insert the U-shaped pin of the flag de-
systems from wind gusts striking the aircraft vice into the receptacles.
while it is on the ground. There are two parts
to the control lock system: aileron/elevator • Check the control wheel is locked in
control lock and rudder lock. both pitch and roll.

When removing the lock:

Aileron/Elevator Control Lock • Grasp the U-shaped pin between the re-
To lock the aileron and elevator control surfaces, ceptacles (with the right hand) and re-
a removable flag-insert device fits through a move, raising it straight up until clear of
hole in both the control yoke bushing at the con- both receptacles.
trol panel and the back of the pilot control yoke • Stow the control lock.
(Figure 15-3). A special U-shaped lock pin
locks the yoke in a most-forward position, nose • Check the control yoke is free and clear
down with the wheel at ailerons-neutral. The for both roll and pitch.
U-shape of the pin ensures that no single pin
device can engage the lock. The device, in- Rudder Lock
stalled from the top, pins the control yoke to
the instrument panel. The flag on the pin cov- The rudder control lock inserts a pin into the
ers the pilot primary flight display (PFD) air- aft rudder pulley, preventing movement of the
speed tape and horizontal situational indicator rudder. The rudder lock must be operated from
(HSI). The flag portion of the pin is keyed to outside the aircraft (Figure 15-4).
the instrument panel receptacle so the control
lock cannot be installed without obstructing To lock the rudder, the pilot rotates a handle
the view of the pilot. on an external lever on the left side of the tail

Figure 15-3. Aileron/Elevator Control Figure 15-4. Rudder Lock System (Left
Lock Side of Tail Cone)

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cone 60° counterclockwise (up), which in- SECONDARY FLIGHT

serts a pin into the aft rudder pulley to lock the
rudder torque tube. CONTROLS
The lock disengages when the external lever is The secondary flight controls consist of the trim
rotated to point aft (streamlined). The lock can systems for the primary flight controls, and the
also be disengaged from the cockpit by pulling lift and drag controls (flaps and speedbrakes).
the control yoke aft from the neutral position.

NOTE TRIM SYSTEMS

With the rudder lock engaged, the Trim is provided by a tab on the inboard trail-
nosewheel system allows up to 55° ing edge of most primary flight controls (both
of free castering when the pilot steers elevators, the left aileron, and the rudder).
with differential power and/or differ- Trim systems are electrical on all three axes,
ential braking. However, taxiing or with additional mechanical trim also avail-
steering with rudder lock engaged able for pitch. Rudder and aileron trim are
is not recommended. To release the electrically actuated by trim switches on the
rudder lock from the cockpit, pull aft lower pedestal. The elevator is operated by a
on the control yoke. manual trim wheel on the left side of the
pedestal next to throttles. In addition, the elec-
tric trim switches on either pilot control wheel
CAUTION can control the elevator trim.
Disengage the rudder lock before
towing. The rudder lock can be re- Aileron (Roll) Trim
leased and re-engaged externally.
The single aileron trim tab is on the trailing
edge of the left aileron only. The AILERON
TRIM control knob (Figure 15-5) controls the

AFT END OF
PEDESTAL VERTICAL

LEGEND
ELECTRICAL
CONTROL

Figure 15-5. Aileron and Rudder Trim

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aileron trim tab through an electrical trim ac- Near the bottom of the EICAS display, a white
tuator in the leading edge of the aileron. The horizontal analog scale and cyan pointer in-
electric actuator uses two independent control dicate position of rudder trim (Figure 15-6).
rods to move the aileron trim tab. If displays are set to reversionary mode, the
trim display does not appear.
The aileron trim control knob is on the aft face
of the center pedestal. To operate the knob, de- The yaw trim circuit breaker is on the left CB
press it before rotating it. Rotating the trim panel in the FLIGHT CONTROLS grouping.
knob left (counterclockwise) causes the air-
craft to roll left and trims the left wing down.
Elevator (Pitch) Trim
Near the bottom of the engine indication and The elevator trim tabs are at the trailing edges
crew alerting system (EICAS) display, a white of both elevator surfaces. Both tabs travel syn-
horizontal analog scale and cyan pointer in- chronously. Each trim tab is connected to a me-
dicate position of aileron trim (Figure 15-6). chanical actuator by two control rods. The trim
If cockpit displays are set to reversionary tabs are controlled mechanically through cables
mode, the trim display does not appear. by a mechanical trim control wheel on the left
side of the pedestal beside the throttle controls
(Figure 15-7), or electrically by split switches
on the outboard grip of the control yokes.
TRIM
The mechanical elevator trim system is a sin-
AILERON gle cable loop system that routes from the
command wheel in the cockpit to the tail cone,
then through the vertical tail to mechanical ac-
tuators in each of the horizontal tail. The me-
chanical actuators move linkages, which move
the trim tabs.
RUDDER
Additional cables connect the autopilot ele-
Figure 15-6. Trim Display vator trim servo to the system. When the con-
trol yoke switches are used or the autopilot is
active, the autopilot servo electrically com-
The aileron trim circuit breaker is on the left CB mands the entire mechanical system through
panel in the FLIGHT CONTROLS grouping. its cable linkage.

The elevator pitch trim servo is powered from

Rudder (Yaw) Trim the left avionics bus through the AFCS circuit
The cockpit rudder trim tab is on the center of breaker on the FLIGHT CONTROL pilot CB
the trailing edge of the rudder. It is driven by panel. It operates only if the AVN PWR switch
an electrical trim actuator in the leading edge is set to the up position. The AVN PWR switch
of the rudder, controlled by the RUDDER is on the AVIONICS switch panel, below the
TRIM switch. The RUDDER TRIM switches pilot PFD.
(centering dual sliding rocker switches) are on
the lower pedestal (see Figure 15-5).
Manual Trim
Pushing the RUDDER TRIM switches to the By rotating the trim wheel forward toward the
left, toward the NOSE–L position, causes the nose-down position, the trim tabs rotate up-
aircraft to yaw toward the left. Pushing it right, ward, causing the elevator system to pitch the
toward NOSE–R, causes opposite movement. nose of the aircraft down. By rotating the trim
wheel aft, the opposite is true.

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Elevator trim position is indicated by a me- side of each control yoke (see Figure 15-7).
chanical pointer, which rides in a slot of the When the pilot moves both elements of the
LED-backlit panel of the throttle quadrant, rocker switch, the electric elevator trim actua-
connected to the elevator trim cable loop. tor moves the cables to trim the aircraft in the
direction selected. Selecting forward trims nose-
down. The electric trim can be overridden by the
Electric Trim mechanical trim. Additionally, pilot pitch trim
Electric elevator trim is controlled by a split-el- inputs override the copilot trim inputs. As the
ement centering thumb switch on the outboard trim switch is moved to the UP or DOWN

LEGEND MANUAL TRIM

MECHANICAL
ELECTRICAL
FT
A
R
D

ELECTRIC TRIM
Figure 15-7. Elevator Trim System

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position, the elevator tabs are repositioned as Each flap panel is directly connected to a
indicated by the elevator trim indicator. mechanical actuator on the rear wing spar
(Figure 15-9). The two actuators are driven
Prior to flight, the electric pitch trim system through flexible drive shafts connected to a
can be checked for proper operation by mov- common electric motor (electrically powered,
ing both elements of the switch in both direc- electronically controlled power drive unit).
tions, noting whether trim occurs in the The power drive unit (PDU) is behind the rear
appropriate directions. Check for system mal- wing spar at the aircraft centerline.
function by attempting to trim with one ele-
ment of the switch. If trimming occurs, the A mechanical interconnect system links the
system is malfunctioning and must be restored two flap panels together at their inboard ends
to normal operation prior to flight. via pushrods, pulleys, and cables (Figure 15-
9). This system ensures that even with linkage
failure, flap position remains synchronized,
NOTE preventing asymmetrical flap positions.
If a pilot holds only one element of
the trim switch in either the UP or
DOWN position for more than 3 sec- Controls and Indications
onds, the red PTRM message ap- A flap handle is in the cockpit, to the right of
pears on the upper left of the PFD. the throttle levers on the control pedestal (see
Figure 15-8).
Interrupt runaway or malfunctioning trim by
depressing the red AP/TRIM DISC switch on The flap handle can be moved aft from the UP
the control yoke (see Figure 15-5) and pulling detent and forward from the LAND detent.
the AFCS circuit breaker in the FLIGHT CON- The flap handle can be set in any of the three
TROLS section of the left CB panel. detent positions:
• UP—On retraction, should not be se-
NOTE lected until TO/APR flap position is
achieved
The autopilot will not engage if elec-
tric trim is not operating properly. • TO/APR
• LAND—On extension, may not be se-
lected until TO/APR flap position is
FLAPS achieved
Flaps on the wings provide control of lift and Three switches under the flap handle supply
drag. On the Citation Mustang, flaps increase command signals for the control and monitor-
both lift and drag. ing circuits. The flap handle has a three-posi-
tion mechanical detent, which requires that the
Components handle be pushed down before it can be moved
forward or aft to a new position.
The flap system consists of electrical and me-
chanical components. The flap panels are on the Flap panel movement is directly controlled
inboard trailing edge of each wing, one on ei- by a flap controller circuit that controls the flap
ther side of the aircraft (Figure 15-8). They are power drive unit (PDU). The flap controller
hinged for operation in three positions: UP (re- evaluates command signals from the flap han-
tracted), TO/APR (takeoff/approach), and dle and position signals from the left intercon-
LAND (landing). nect pulley to determine the appropriate
operation of the flap PDU to drive the flap
movement.

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LEGEND
ELECTRICAL
CONTROL

FT
A
R
D

Figure 15-8. Flaps—LAND Position

FLAP
DRIVE SHAFT

FLAP FLAP POWER MECHANICAL FLAP

ACTUATOR DRIVE UNIT INTERCONNECT ACTUATOR
(MECHANICAL) (PDU) CABLE (MECHANICAL)

FLAP CONTROL FLAP MONITOR

SWITCHES SWITCHES

Figure 15-9. Flap System Schematic

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When the pilot moves the flap handle from one

position to another, the flap controller senses
the disagreement between the flap handle po-
FLAPS TO/APR
sition and the flap panel position, and energizes
the PDU to move the flap panels until the sig- Figure 15-11. Flaps Position Display—
nals are brought back into agreement. If the Reversionary Mode
flap controller detects a fault, it immediately
stops the PDU and goes into idle mode and the In emergency power mode, flap information
amber FLAPS FAIL message appears. is not shown on the EICAS, because the flap
monitor circuit is not powered.
Flap panel position is monitored by a flap
monitor circuit and is graphically depicted in The flap system is DC-powered three ways:
the cockpit on the EICAS display, usually on • The flap drive motor is powered from the
the multifunction display (MFD) (Figure 15- left feed bus No. 2, through a current lim-
10). To generate the analog flap position in- iter in the aft J-box, to the flap system
dication, the flap monitor evaluates: printed circuit board (PCB).
• Command signals from the flap handle • The flap control is powered from the left
feed bus No. 2, through the FLAP CON-
• Position signals from the right intercon- TROL circuit breaker in the aft J-box.
nect pulley
• The flap monitoring system is powered
• A monopole signal from the PDU from the left feed bus No. 1, through
the FLAPS circuit breaker in the
FLIGHT CONTROL section of the left
FLAPS (pilot) CB panel.

UP Operation
Preflight
TO/APR During preflight, visually check that the flap
position indication and the flap handle agree
LAND on position.
Figure 15-10. Flaps Position Display
Rotary Test
Select the FLAPS position with the rotary
TEST knob (Figure 15-12). The flap position
If the flap monitor loses all flap-position in- display on the MFD is replaced with a red X
puts (i.e., TO/APR and LAND positions), it re- and the amber STALL WARN FAIL and amber
places the EICAS flap position display with FLAPS FAIL messages appear for 3 seconds,
a red “X.” then extinguish.
In reversionary mode, only text appears on
the EICAS to indicate flap position (Figure 15- Normal Operation
11). Three positions are identified: To reposition the flaps, push in on the flap han-
• UP (fully retracted) dle and select the desired position. Allow the flap
panels to stabilize in the new position. Confirm
• TO/APR (takeoff/approach) that flap indication and handle position agree
• LAND (landing) before selecting the next position. Takeoff/ap-
proach flaps are limited to airspeed at or below
185 KIAS. Landing flaps are limited to air-
speeds at or below 150 KIAS.

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Figure 15-12. Rotary TEST Knob

SPEEDBRAKES
Figure 15-13. Speedbrakes (Extended)
Speedbrakes on the wings provide control of
lift and drag. On the Citation Mustang, flaps
Speedbrake position indication is provided by
increase both lift and drag, while speedbrakes
the white SPD BRK EXTEND message when
increase drag and slightly reduce lift (acting
the speedbrakes are not in the stowed position.
as wing lift spoilers).

Components Operation
Move the momentary switch on the throttle
The speedbrakes are on the upper and lower
control lever knob aft to EXT (extend) and for-
surface of the wing forward of the flaps, piv-
ward to RET (retract). The speedbrakes extend
oting on hinge lines at (and parallel to) the aft
when the speedbrake switch is pushed to EXT
spar (see Figure 15-1). The speedbrake system
and the throttle levers are set for less than ap-
consists of an upper panel and a lower panel
proximately 85% N 2 engine power.
on each wing, driven by push rods connected
to an electromechanical actuator (one on each
When a direction is commanded, the actuator
wing) (Figure 15-13). The speedbrakes can
moves to that position and remains there until
be set at two different positions: stowed and
commanded (extend or retract) to the oppo-
extended. The panels are commanded to either
site direction. The pilot does not need to hold
extend or retract; there are no intermediate
the speedbrake switch forward or aft during
positions.
the entire cycle; only a momentary push or pull
is required to initiate a sequence.
Controls and Indications
The speedbrakes are controlled by a three-po- NOTE
sition, momentary thumb switch on the out- A commanded extension can imme-
board side of each throttle lever knob in the diately be reversed by the pilot and
cockpit (Figure 15-14). The pilot uses the the speedbrakes will stow. However,
switch to select the desired speedbrake posi- when a retraction is commanded, the
tion (RET or EXT). speedbrakes cannot be reversed
(opened) until fully stowed (closed).

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GA
SPEEDBRAKE GA
SP
MOMENTARY SWITCH D
R
E BR
T K

E
RETRACT X
T

FW
D EXTEND
RH THROTTLE KNOB

LH THROTTLE KNOB

Figure 15-14. Throttle Knob Speedbrake Switch (Left Throttle)

The speedbrakes control-and-monitoring cir- Emergency/Abnormal

cuit monitors speedbrake positions and com-
mands retraction when either throttle is set for For specific information on emergency/ab-
greater than approximately 85% N 2. normal procedures, refer to the appropriate
FAA-approved abbreviated checklists or the
The speedbrake system is DC-powered three Airplane Flight Manual (AFM).
ways:

• The left speedbrake actuator and the

speedbrakes control-and-monitoring cir-
cuit are powered from the left electrical
bus No. 1, through the L SPEED BRAKE
circuit breaker in the FLIGHT CON-
TROL section of the left (pilot) CB panel.
• The right speedbrake actuator is pow-
ered from the right electrical bus No. 1,
through the R SPEED BRAKE circuit
breaker in the FLIGHT CONTROL sec-
tion of the left (pilot) CB panel.
• The speedbrake position sensors (prox-
imity switches) are powered from the left
feed bus No. 2, through the SPD BRK
SW circuit breaker in the aft J-box.

In the event of DC power failure, the speed-

brakes remain in their current position.

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