May 2008
Archive Page
Cessna, Dallas Airmotive Offer Citation Guaranteed EngiNEWity Program
Customer Spotlight - Timothy Peck
Cessna ProTech Support Available for CJ3 Customers; CJ1, CJ2 ProTech Available Soon
Avoid Sealing Vertical Gaps between Heated Leading Edge Panels
Flight Check Requirement Removed after Engine Overhaul/Fuel Control Unit (FCU) Adjustment / Replacement
Item Code A361001 in Wrong Inspection Document
Forward and Aft Evaporator Motor Replacement (Update)
Honeywell Service Bulletin TFE731-72-3728
Honeywell TFE731 Engines Airworthiness Directive (AD) 2008-02-19
Stuck Radio Key on Rockwell Collins Audio Control Panels
LITEF Service Information Letter
Service Bulletin 550-71-03 Installation and Removal of JT15D-4B Loaner Engine(s)
Mandatory Service Bulletin 525-71-05 Engine Diffuser Drain Re-Incorporation
Emergency Lighting Battery Pack Replacement
Pratt & Whitney Canada Service Information Letter (SIL) No. PW500-029
PW535B Fuel Filter Element Replacement Interval Change
Model 500/501 and 550/551 Unit/Serial Numbers Explained
PW545A Engine P3 Bellows Seals Replacement Intervals
PW535A Engine P3 Bellows Seals Replacement Intervals
MMEL/Operational & Maintenance Procedures Guides
Ask The Expert
Recently Released Service Bulletins/Service Letters-March
Recently Released Service Bulletins/Service Letters-April
Events Calendar
Cessna, Dallas Airmotive Offer Citation Guaranteed EngiNEWity Program
How do you Submit comments?
The Direct Approach is published monthly by the Cessna Citation Service Organization. Comments and suggestions are welcomed.

Please address your comments to
Shane McCormick
316-517-7565
smccormick@cessna.textron.com

In addition to our standard PW530, 535 and 545 engine programs, Cessna Citation Service Centers have teamed with Dallas Airmotive to create EngiNEWity, an exclusive program for owners of Citations powered by Pratt & Whitney JT15D engines. EngiNEWity (pronounced ingenuity) Citation Engine Program guarantees overhaul estimates, eliminates surprises, and exceeds vibration and temperature standards.

Shortened Turn Time, Guaranteed Pricing
“EngiNEWity gives our customers added value, shortens their turnarounds and cuts their costs. Customers receive the option of a total price guarantee at the engine pre-qualification inspection or they get a fixed price plus replacement parts,” said Cessna Service Facilities VP Stan Younger.

Dennis DiMarco, Dallas Airmotive vice president of domestic sales, said, “As an approved Pratt & Whitney Canada Distributor & Designated Overhaul Facility, Dallas Airmotive offers a wide variety of JT15 repair and overhaul services and is pleased to collaborate with the Citation Service Centers to bring another elevated level of service to Citation and JT15D customers with EngiNEWity.”

Under this innovative program, Citation owners and operators are offered two cost-cutting options:
Total Price Guarantee
The price quoted at engine pre-qualification inspection is exactly the amount the customer will pay, even if high-cost replacement parts are necessary to complete the JT15D overhaul. Brackets and harnesses included. This guarantee covers all applicable Category 1-6 Service Bulletins.
Flat Rate Core Plus
Choose this option, and one fixed price covers every part of JT15D overhaul, with the exception of replacement parts. Covered costs include labor, refurbishment, outside vendor charges, as well as rotable parts. The only replacement parts that customers pay for are those required to overhaul the engine.

Worldwide Availability
Customers may take their aircraft to one of Cessna’ s 10 worldwide Citation Service Centers for engine removal and then Cessna Customer Support will manage the process. EngiNEWity guarantees a 45-day turn time from dock to dock.

Customer Benefits
The EngiNEWity Citation Engine Program includes the Dallas Airmotive Airtight Warranty with 100% parts and labor coverage for 10 years or 3,500 hours. Cessna’s program also includes:

  • Reduced Vibration Limits
  • Reduced ITT Temperature Limits
  • Turnaround Time Guarantee
  • Competitive Rental Engine Rates
  • Combined Customer Support Re sources

The package ensures that Citations that have taken advantage of EngiNEWity run quieter, cooler, better and longer. For more information visit www.cessnasupport.com or contact the nearest Cessna Citation Service Center.



Customer Spotlight - Timothy Peck

Tim Peck is the Chief of Maintenance for American General Financial Services, who owns and operates 560-5327. Tim recently attended this year’s Citation Customer Conference and recently spoke to us about his experience here in Wichita.

Q: What is the primary reason for registering for this year’s conference? How is it beneficial for your department?

A: To learn more about our aircraft and what is going on at Cessna. The conference allows customers to discuss issues they are concerned about on a more personal level. It is always beneficial to meet the people you do business with in person. It is also important to keep up with what is going on in the industry.

Q: What would you say is the best conference you’ve ever attended? What made it stand out? What can Cessna do to move closer to that standard?

A: I am not sure what conference was the best. Each conference has high points. The PAMA conferences that I have attended have been very informative from a technical point of view. NBAA is also very good because of information on the industry and legislative front, of course the display of new products from all the vendors is very informative and helpful. The Citation Customer Conference has some of both of those in it. I like the conference the way it is.

Q: We changed venues for the Tuesday afternoon and Wednesday sessions, was the layout conducive for you? Would you rather see the session back in Concert and Teall Theater?

A: Only if the number of people dictates it.

Q: Are technical and seminar sessions useful and informative? Is there anything we are not covering during the specific sessions?

A: Absolutely. I wish accounting would either teach us how to read the statement of account or design a new one.

Q: What do you feel about the social events (Monday and Tuesday night)?

A: They’re great. Next year let’s see if we can get the Tuesday night bus drivers tuned in to where we are and where they are supposed to take us.


Cessna ProTech Support Available for CJ3 Customers; CJ1, CJ2 ProTech Available Soon

ProTech, one of the latest additions to the Cessna ProAdvantage family of service programs, is now available from the Cessna Citation Service Centers for CJ3 customers. In addition, ProTech will be available by the end of June for CJ1 and CJ2 customers.

ProTech is a comprehensive maintenance program that gives customers the option to pay a monthly fee covering all labor costs for regular maintenance based on an annual average amount. If labor exceeds the projected amount, ProTech covers any additional costs.

“CJ ProTech lets owners and operators better plan and budget for their maintenance costs,” said Vice President Service Facilities Stan Younger. “Adding ProTech to an existing ProParts program also increases the resale value of the aircraft because the program is transferable.”

Customers can select one of three operational tiers based on projected use of the aircraft. Maintenance can be conducted at any of the 10 Cessna-owned Citation Service Centers or participating authorized facilities around the world.

The ProTech program works in conjunction with Cessna’s ProParts program, both part of the company’s comprehensive Citation ProAdvantage programs, which offer customers a wide range of support and maintenance options.

ProTech coverage for CJ aircraft includes:

  • Inspection documentation tasks
  • Engine – minor inspections
  • Engine R&I for scheduled and un scheduled maintenance
  • Rental I&R for scheduled mainte nance
  • Unscheduled maintenance
  • Platinum cleaning every 3rd year
  • Consumable servicing labor
  • Shop charges

ProTech is available domestically and internationally for both new and used aircraft with a graduated hourly rate based upon annual hours of utilization. For detailed information, contact the nearest Cessna Citation Service Center at www.cessnasupport.com.




Avoid Sealing Vertical Gaps between Heated Leading Edge Panels
650, ATA: 30-10

The Citation Customer Service Hot Line group has been contacted numerous times over the past several years regarding the gaps between the heated leading edge panels of the wings. Our customers will ask, “Is it permissible to fillet seal the three vertical gaps on each wing between the heated leading edge panels?” The answer we tell them is “No.”

Per Chapter 30 in the Model 650 Maintenance Manual, sealing the gaps between heated leading edge panels is not recommended as these gaps are for expansion purposes. With these three gaps being a thermal expansion zone for the heated leading edge panels, one would think this is a well-known shop procedure.

However, some customers believe that sealing the vertical gaps will prevent moisture, debris, and metal polishing compounds from entering these areas. The truth is the vertical gaps have wing ribs underneath that create a dead air space to stop foreign particles from entering the area aft of the heated leading edge.

If you already have sealer filling the vertical gaps between your heated leading edge panels, Cessna recommends that you omit sealing these areas at the next Inspection Document 8 when the heated leading edge panels are removed.

If you have questions please contact:

Customer Service Hot Line
1-800-835-4090
316-517-6261 (International)
hotline@cessna.textron.com



Flight Check Requirement Removed after Engine Overhaul/Fuel Control Unit (FCU) Adjustment/Replacement
560XL, ATA: 71-00

In the January issue of the Direct Approach we printed an article called “Flight Check Required after Engine Overhaul/Replacement or Fuel Control Unit Adjustment/ Replacement.” This flight check was added in Revision 24 of the Model 560XL Maintenance Manual in July 2007.

Since that time, Cessna Engineering has reviewed the flight check requirement and has determined the flight check is no longer necessary.

Currently, there have been modifications to the ground run checks procedures. The new ground run checks have eliminated the required flight check after engine replacement/overhaul or FCU adjustment or replacement. These procedures have been incorporated into Revision 25 of the 560XL Maintenance Manual which is scheduled for release in May 2008.

If you have questions please contact:

scottSteve Jacobs,
Customer Service Engineer,
Powerplants
316-517-7569
srjacobs@cessna.textron.com

Item Code A361001 in Wrong Inspection Document
650, ATA: 05-00

In the 1st Quarter of 2008, Cessna released Revision 30 of the 650 Maintenance Manual. This revision combined with Revision 29, has been a Cessna Maintenance Steering Group (MSG) effort to significantly reduce the amount of inspection documents in the Chapter 5, Inspection Time Limits section.

During the restructuring of the Maintenance Manual, Item Code A361001 “Bleed Air Precooler System Detailed Inspection” was incorrectly placed into the Inspection Document 8. This inspection document has an inspection interval of 3A/3C or every 1,200 hours of operation or 36 calendar months, whichever occurs first.

Item Code A361001 should have been located in Inspection Document 41, which has an inspection interval set at every Engine Major Phase Inspection (MPI).

A Technical Publication Change Request (TPCR) has been issued to Technical Publications to move Item Code A361001 from Inspection Document 8 to Inspection Document 41. This change will appear in a future revision to the 650 Maintenance Manual.

For the interim, Maintenance Engineering has issued an extension letter for Item Code A361001. The “Bleed Air Precooler System Detailed Inspection Interval Extension” document is available for viewing in a downloadable PDF file. This document can also be printed for those owner/operators who wish to keep a paper copy with their aircraft inspection records.

If you have questions please contact:
Ron Barber or Don Detwiler

If you have questions please contact:

Barbara Warner Ron Barber,
Customer Service Engineer,
MSG-3
316-517-2453
rbarber@cessna.textron.com
Snook
			  Don Detwiler ,
Customer Service Engineer,
Maintenance Programs
316-517-6471
ddetwiler@cessna.textron.com
Forward and Aft Evaporator Motor Replacement (Update)
525, 525A, 525B, ATA: 21-50

In the August 2007 issue of the Direct Approach, we printed an article about a change regarding the brush-type evaporator motors supplied by Enviro Systems Incorporated was no longer available.

Also this past year there was a revision to all three of the 525-Series Maintenance Manuals. In Chapter 5, Component Time Limits, the following was added, “Evaporator Blower Motor Service Life – Replace at 1,500 Compressor Hours.” This was due to service life limits set by the manufacturer.

At the time this revision was added to the Maintenance Manuals, many of our customers found themselves near or beyond the component time limit with the evaporator motors. Several operators expressed concerns about costs; since the brush-type evaporator motor(s) replacement required that the entire evaporator module(s) be replaced; even though the motor was still operating.

Due to the Voice of the Customer, Cessna requested and received a letter from Enviro Systems Incorporated allowing continued use of the Enviro P/N 1250210 Series Brushed Motors on Cessna Aircraft Model 525, 525A, and 525B evaporator units. Enviro part numbers 1134820-1, 1134820-2, 1250820-3, 1250820-4, and 11344820-11 can be operated until the useable life of the brushed motor defined by Cessna is exceeded, and/or the unit fails to operate.

Enviro Systems Incorporated also stated in the letter, “In no way does this authorization invalidate the regularly scheduled maintenance and inspection intervals that are required, and serves only to allow the continued use of the components that are in good working order.”

Citation Customer Services has issued Technical Publication Change Requests to remove the Chapter 5, 1,500 Hour Component Time Limit of the evaporator motors in all three of the 525-Series Maintenance Manuals. These changes should be seen in a future revision to each of these manuals.

Team CJ has this to say to operators—our customers will greatly appreciate this action, even if it is extending the inevitable replacement of the entire evaporator module. We strongly recommend operators purchase the parts or Service Bulletin 525-21-17 (Affecting 525-0001 thru -0625) to have ready when the time comes.

If you have questions please contact:

toddMike Duncan,
Customer Service Engineer
Team CJ
316-517-0393
mwduncan@cessna.textron.com





Honeywell Service Bulletin TFE731-72-3728
650, ATA: 72-00

In September 2007, Honeywell International Inc. released Service Bulletin TFE731-72-3728, “Install an Improved Turbine Interstage Transition (ITT) Duct.” This Service Bulletin affects Citation VII airplanes 650-7001 thru -7119 with TFE731-4R-2S Engine Serial Numbers 102001 thru 102353.

Honeywell has received reports of Low Pressure Turbine Third Stage (LPT3) turbine blade separations that resulted in uncontained events of the LPT3 nozzle assembly. The Honeywell Service Bulletin provides parts and instructions to install an improved ITT duct that incorporates better containment capabilities.

Honeywell classified this Service Bulletin as a Category 1: Safety; and recommends that this Service Bulletin is accomplished at the next Major Periodic Inspection (MPI) or next access. Next access is defined as the removal of the ITT duct, whichever occurs first.

The Honeywell Service Bulletin also provides a warning that if the condition is left uncorrected, there is a potential for an uncontained failure. The result could cause an in-flight engine shutdown, serious injury, or death to personnel, and damage or loss of the aircraft.

Cessna is currently developing a Service Letter to transmit the Honeywell Service Bulletin. In addition, we have information from the FAA that they are considering an Airworthiness Directive (AD) that would require replacement of the ITT duct at the next MPI, Compressor Zonal Inspection (CZI), or next access. The anticipated mailing date of the Cessna Service Letter will be late 2nd Quarter of 2008.

If you have questions please contact:

scottSteve Jacobs,
Customer Service Engineer,
Powerplants
316-517-7569
srjacobs@cessna.textron.com

Honeywell TFE731 Engines Airworthiness Directive (AD)
2008-02-19
650, ATA: 72-00

In November 2007, Cessna released Recommended Service Letter 650-72-24 Transmittal of Honeywell Engine Service Bulletin, TFE731-72-3720, Engine – Turbine Section Inspect/Replace (If Required) High Pressure (HP) Turbine Rotor Discs, P/N 3075772-1.

Service Letter 650-72-24 affected all Model 650 Citation III, VI, and VII serials.

Operators were instructed to do an inspection on the engine models and part numbers identified in Table 1 of the Honeywell Service Bulletin. The reason for the Honeywell Service Bulletin was some of the 3075772-1 High Pressure (HP) Turbine Discs received improperly machined radii in the root of the forward and aft curvic teeth during manufacture which could reduce the turbine rotor disc life.

Honeywell also provided a warning that if the condition was left uncorrected there was a potential of an uncontained turbine rotor disc failure. The result could cause an in-flight shutdown, serious injury, or death to personnel, and damage or loss of the aircraft.

Recently the FAA issued AD 2008-02-19 which became effective on March 6, 2008. The AD instructs operators that all suspect HP turbine rotor discs removed must pass a curvic root radius inspection performed by Honeywell Engines, Systems and Services in Phoenix, AZ before the discs are eligible to reinstall in the engine.

If you have questions please contact:

scottSteve Jacobs,
Customer Service Engineer,
Powerplants
316-517-7569
srjacobs@cessna.textron.com

Stuck Radio Key on Rockwell Collins Audio Control Panels
525B, 560, ATA: 23-10

Rockwell Collins has received reports of a random condition that has occurred with the Audio Control Panel Model ACP-4110 P/N 822-1861-XXX installed on Cessna Citation CJ3 and Encore+ aircraft. The pilot or copilot radio key can become stuck from a fault that occurs within the ACP-4110.

The fault has been observed to occur upon initial power-up of the ACP-4110 when the AVIONICS POWER switch is placed in the ON position. When the fault occurs, the related Radio Tuning Unit (RTU) will display a “TX” indication even though the flight crew control wheel or hand microphone radio key switch is not being depressed. When this condition is observed, it signifies that the ACP-4110 radio key has become stuck and the selected radio is transmitting.

During the fault, the affected radio will be the radio that is selected, as is indicated by the green light by the selected push button, (COM1, COM2); at the top of the front panel of the ACP-4110 that is experiencing the fault. (There is no visual indication by the ACP-4110 that the fault is occurring.)

After 30-seconds of the onset of the condition, the stuck mic protection circuit within the VHF radio will cause the radio to stop transmitting even though the ACP-4110 is still providing a stuck key signal to the VHF radio. When the 30-second timeout occurs, the ACP-4110 and the radio will revert back to producing received audio to the flight crew’s headset or speaker if selected.

After the stuck mic protection is engaged by the radio, the individual receiver volume controls and the ST volume on the ACP-4110 front panel will no longer affect the volume if they are rotated while the condition exists. The opposite pilot (not experiencing the fault) can still transmit on the other radio as long as the radio has not engaged in the stuck mic protection fault.

If another push button, (COM1, COM2), is depressed on the ACP-4110 affected by the fault, then the newly selected radio will begin transmitting and displaying a “TX” condition on the related RTU. This radio will then engage the stuck mic protection after 30 seconds.

The previously selected radio will reset the stuck mic protection and will be available for use by the other ACP-4110 which is not experiencing the fault.

Therefore Rockwell Collins recommends the following procedures:

  1. Perform a radio check and verify the “TX” indication on the related RTU appears only when the radio key on the pilot’s control wheel is depressed.
  2. Release the radio key on the pilot’s control wheel and verify the “TX” indication on the related RTU disappears.
  3. Repeat Steps 1 and 2 for the copilot’s ACP-4110 system.
  4. If the problem is observed with either ACP-4110, it can be cleared by cycling power to the affected ACP-4110 using the related circuit breaker on the copilot circuit breaker panel.

Note: The problem is random in nature and is not caused by any operator controls.

Rockwell Collins is working with Cessna to investigate the root cause of this problem. Once the problem is identified and a solution is determined, additional corrective action will be communicated.

If you have questions please contact:

scottNolan Barnes,
Customer Service Engineer,
Team CJ
316-517-7522
nebarnes@cessna.textron.com

LITEF Service Information Letter (SIL) No. 142185-0000-840-017
560XL ATA: 34-20

LITEF has issued SIL-142185-0000-
840-017 Issue 1, 22 OCT 2007 to inform operators about a problem that may occur with the LCR-93 Attitude and Heading Reference System (AHRS), operation during start-up. This SIL affects all units with P/N 142185-xxxxx, with the exception of P/Ns 142185-x112, 142185-x115, and 142185-1121.

The LCR-93 AHRS during regular start procedures has failed in some cases. The issue was investigated and the root cause has been determined to be a start-up sequence error within the system software.

LITEF states that this is not a safety-of-flight issue. The malfunction occurs only during start-up and will not reoccur during normal system operation. The sole effect of the failure is the system will not start. A Built-In-Test (BIT) entry will contain a “Scheduler Fail” message.

If the LCR-93 AHRS will not start, the operator is instructed to power the system OFF and ON again, from which the system will then operate normally.

The “Service Information Letter No. 142185-0000-840-017” document is available for viewing in a downloadable PDF file which contains information about the malfunction and procedures to work through the problem. There is also telephone, e-mail, and postal address information provided to contact the LITEF facilities in Freiburg, Germany and Wichita, KS.

If you have questions please contact:

scottJames Eaton,
Customer Service Engineer,
Team Excel
316-517-7808
jdeaton@cessna.textron.com

Service Bulletin 550-71-03 Installation and Removal of JT15D-4B Loaner Engine(s)
550 ATA: 71-00

This is just as friendly reminder to our Citation II operators who have airplanes registered in United States.

Optional Service Bulletin 550-71-03 which affects units -0002 and On, provides instructions to temporarily remove JT15D-4 engine(s) and install JT15D-4B loaner engine(s) for a 90-day period. This 90-day interval is derived from the Federal Aviation Regulations, Part 21.93.

The JT15D-4B engine is then operated to the JT15D-4 engine specification. The Airplane Flight Manual must be updated on the initial installation of a JT15D-4B engine as in specified is SB550-71-03.

In the unlikely event that an operator would need to extend the 90-day interval, the request should be presented to your local Flight Standards District Office.

If you have questions please contact:

scottSteve Jacobs ,
Customer Service Engineer,
Powerplants
316-517-7569
srjacobs@cessna.textron.com

Mandatory Service Bulletin 525-71-05 Engine Diffuser Drain
Re-Incorporation
525A ATA: 71-00

In October 2001, Cessna released Mandatory Service Bulletin 525-71-05 Engine Diffuser Drain Re-Incorporation. This Service Bulletin affected units 525-0399, -0404, thru -0439 with Engine Serial Numbers 1761 thru 1892.

The cause for this Mandatory Service Bulletin was that Williams International temporarily changed the configuration of the engine fuel drain system and then later re-incorporated the engine diffuser drain installation back into production. Cessna therefore issued Service Bulletin 525-71-05 to standardize the fleet with parts and instructions to add fuel drain lines to the drain mast assembly.

For airplanes with engine serial numbers 1761 thru 1830, this Service Bulletin must be performed after completion of the Williams International Service Letter No. 44-73-21, “Engine Fuel and Control - Fuel Drain Tubes – Remove and Reinstall Drain Tubes.”

For airplanes with engine serial numbers 1831 thru 1892, this Service Bulletin must be performed after the completion of Williams International Service Bulletin “FJ44-72-046, Engine - Diffuser/Bypass Duct Fuel Drain Tubes – Install, or During Installation of Loaner Engine Provided by Williams International.”

Cessna records indicate that many of the Model 525 affected operators have already complied with Service Bulletin 525-71-05. However, operators who have not reached the Check 3 or 4 intervals should be reminded that compliance with this Service Bulletin is mandatory and must be performed at the next scheduled maintenance period or phase inspection.

If you have questions please contact:

scottSteve Jacobs ,
Customer Service Engineer,
Powerplants
316-517-7569
srjacobs@cessna.textron.com

Emergency Lighting Battery Pack Replacement
500, 525,550, S550, 560 ATA: 33-50

With the Emergency Lighting Battery Pack P/N 41B020BA01301 now no longer available, some operators may be looking in the wrong places for a replacement battery pack. There are after-market companies that do list the same part number in their inventory as an “in-stock” item for sale.

However, these replacement battery packs were never certified by Cessna Engineering and are therefore not approved for installation. Also, the charging circuit in the original battery pack is not compatible with some of the new battery packs.

In 1996/1997, Cessna released five Optional Service Bulletins, “Emergency Lighting Battery Pack Upgrade.” The new battery pack P/N CBS28 is a redesigned and more robust battery pack which was tested and selected by Cessna Engineering as the replacement battery pack for the earlier production model 500, 525, 550, S550, and 560 airplanes.

The List of Service Bulletins is:



If you have questions please contact:

Customer Service Hot Line
1-800-835-4090
316-517-6261 (International)
hotline@cessna.textron.com

Pratt & Whitney Canada Service Information Letter (SIL)
No. PW500-029
560XL, ATA: 71-00

Pratt & Whitney Canada (P&WC) has released SIL No. PW500-029 to inform operators that a new Diagnostics, Prognostics, and Health Management (DPHM) Service Kit is now available.

The DPHM Service is applicable to the PW545A/B series of engines. Use of the DPHM service allows operators to make economical and effective use of flight data captured by the PW545A/B engine’s advanced electronic diagnostic devices.

The DPHM Kit which comes in a plastic carry-on case has everything necessary to perform flight line maintenance activities and diagnostic tasks such as:

• Download of engine diagnostic data recorded by the engine controller
• Engine troubleshooting and fault isolation
• Remedial action through direct links to the Interactive Electronic Technical Manuals
• Analysis of engine recorded data: faults, operation that exceeded recommended operating limits, and trace
• Download of engine condition trends and monitoring of data

If you are a registered Ground Base Software (GBS) operator, you are entitled to a free-of-charge DPHM Software upgrade. GBS users must hold a valid license from the software obtained at the time of purchase from P&WC.

Note: The introduction of the DPHM Service has superseded the GBS which is no longer supported by P&WC.

The “Service Information Letter No. PW500-029” document is available for viewing in a downloadable PDF file which contains information about the DPHM Service Kit. There is an attached DPHM Kit Order Form as well as telephone, e-mail, and postal address information provided to contact P&WC for additional information.

If you have questions please contact:
Tony Brown

scottTony Brown,
Customer Service Engineer,
Team Excel
316-517-8766
trbrown@cessna.textron.com

PW535B Fuel Filter Element Replacement Interval Change
560 ATA: 33-50

Pratt & Whitney Canada (P&WC) has changed the PW535B engine fuel filter element replacement interval from every 250 hours to 600 hours or once every two years, whichever comes first. This change will affect the PW535B Maintenance Manual, Chapter 05-20, Table 1, Periodic Inspection section.

Citation Encore+ owners/operators should expect to see P&WC transmit the new fuel filter element replacement interval with a PW535B Maintenance Manual Temporary Revision No. 05-2 in the near future.

If you have questions please contact:

scottSteve Jacobs,
Customer Service Engineer,
Powerplants
316-517-7569
srjacobs@cessna.textron.com

Model 500/501 and 550/551 Unit/Serial Numbers Explained
500, 550 ATA: 11-00

Have you ever wondered why Citation Model 500/501 and 550/551 have both unit and serial numbers, even though most Citation airplanes have only one unit/serial number?

The Model 500 was first produced and certified under FAR Part 25 in 1972, which required two pilots to operate. Aircraft 500-0001 thru -0349 rolled off the production line in sequence. The dash numbers were assigned to the aircraft in production unit sequence much like the Citations that are currently being manufactured today.

Shortly after 500-0349 was completed in 1976, Cessna then introduced the single pilot, Model 501, which was certified under FAR Part 23.

The Models 500 and 501 were very similar, being built on the same production line, but certified under two completely different FARs. At this point, Cessna decided to use the unit number to denote the production sequence of a Model 500, and a serial number to track the specific Model 501 aircraft. The very first Model 501 was production unit -0351 and was given the serial number 501-0001.

The follow-on Models 550 and 551 which were produced in the Citation family of jets afterwards also had a very similar history using the unit and serial numbers to designate single and two pilot Part 23 and 25 aircraft.

To further complicate matters, Service Bulletins were released in 1981, providing parts and instructions to convert Model 500s and 550s into 501s and 551s respectively. There were also Service Bulletins released in that same year to convert the 501s and 551s back into Model 500s and 550s!

For a new mechanic, unfamiliar with this unique period of Citation history, the potential for confusion with the unit or serial number is very real. Fortunately, Cessna decided to abandon the split numbering system after 550-0626 was produced in 1990.

The rule of thumb to remember is this…a (Citation, Citation I), Model 500 or (Citation II), 550 may transition through several conversions back and forth during its service-life. The aircraft will receive a new serial number, but will always retain the same unit number. The unit number is particularly important when ordering parts from the Illustrated Parts Catalog (IPC). This is also true for all Service Bulletins, Service Letters, and references to the Maintenance Manuals unless the document is identified specifically for the 501 or 551 serial numbered aircraft.

CESCOM is the exception by having their system matched to the aircraft serial number. If a Model 500/550 is converted into a Model 501/551, the serial number assigned to that aircraft is the designated serial number in the CESCOM system.

If you have questions please contact:

Customer Service Hot Line
1-800-835-4090
316-517-6261 (International)
hotline@cessna.textron.com

PW545A Engine P3 Bellows Seals Replacement Intervals
560XL ATA: 05-20

Pratt & Whitney Canada (P&WC) has recently revised the replacement interval of the P3 Bellows Seals in Table 1, Periodic Inspection in Chapter 5-20-00 of the PW545A Maintenance Manual.

The P3 Bellows Seals are now replaced “on condition” on engines with Serial Number DB0452 and below that have complied with the P&WC Service Bulletin 30196. For engines with Serial Number DB0452 and below that have not complied with the P&WC Service Bulletin 30196, the replacement interval of the seals is still set at “600 hours.”

In addition, the Citation XLS airplanes with the PW545B engines, the P3 Bellows Seals replacement interval is “on condition.”

Note: Maintenance technicians or operators should refer to the PW545A/B Maintenance Manuals for current revision changes.

If you have questions please contact:

P&WC Help Desk
1-800-268-8000

PW535A Engine P3 Bellows Seals Replacement Intervals
560 ATA: 05-20

Pratt & Whitney Canada (P&WC) has recently revised the replacement interval of the P3 Bellows Seals in Table 1, Periodic Inspection in Chapter 5-20-00 of the PW535A Maintenance Manual.

The P3 Bellows Seals are now replaced “on condition” on engines with Serial Number DC0100 and below that have complied with the P&WC Service Bulletin 30170. For engines with Serial Number DC0100 and below that have not complied with the P&WC Service Bulletin 30170, the replacement interval of the seals is still set at “600 hours.”

In addition, for the Citation Encore+ airplanes with the PW535B engines, the P3 Bellows Seals replacement interval is “on condition.”

Note: Maintenance technicians or operators should refer to the PW535A/B Maintenance Manuals for current revision changes.

If you have questions please contact:

P&WC Help Desk
1-800-268-8000

MMEL/Operational & Maintenance Procedures Guides
(All Citations)

The FAA publishes Master Minimum Equipment Lists for all Citations. The FAA requires operational/maintenance procedures for some of the relief items. Cessna publishes recommended procedures to assist the operator in meeting this requirement. The procedures are contained in the MMEL Operational & Maintenance Procedures Guide. Cessna publishes a Guide for each FAA MMEL:

Citation Model
MMEL Revision Level
O&M Guide Revision Level
510 Mustang
FAA 0a/EASA
Original in work
FAA 0a/ EASA in work
500 Series
FAA Rev 9/EASA Original
FAA 9.2/ EASA in Work
525 CJ/CJ1
FAA 1d
FAA 3
525 CJ1+
FAA Original
FAA Original
525 CJ2/CJ2+
FAA 2a
FAA Original
525B CJ3
FAA Original
FAA Original
560 XL/XLS
FAA 4
FAA 7
650
FAA 7, 8 in development
FAA 8 in development
680 Sovereign
FAA Original/EASA Original
FAA Original/EASA in Work
750
FAA 3a/EASA Original
FAA 4/ EASA in Work

Status:
Operators are welcome to submit items for consideration. Please list the item that relief is being asked for and a statement detailing the request. We will review the request and present it to Flight Test for evaluation. Citation Pilot Services welcomes your comments at MMEL@cessna.textron.com.

To obtain your O&M Guide please contact
Tech Pubs at 316-517-6215
To obtain a copy of the current MMEL,
please visit the FAA’s website–www.opspecs.com

NEF Manual

Due to Customer demand, Cessna has developed a NEF Manual to assist our operators with development of their NEF program. Designed to look similar to a MMEL, the manual has entry boxes for REPAIR CATEGORY, NUMBER INSTALLED and NUMBER REQUIRED FOR DISPATCH That the operator can fill in to suite their needs.

All operators must be aware that this Manual IS NOT FAA APPROVED! It is simply a tool to assist you with your NEF program. Additionally, all operators should review the MMEL for their particular model(s). Any item listed in the MMEL must not be listed in the NEF Program.

Cessna is providing this document to our Customers at no charge. To obtain a copy of the NEF Manual, please contact Tech Pubs, Pilot Services or log onto www.cessnasupport.com. Select the model aircraft and click on Publications.

If you have questions please contact:


toddTodd Schooler, Pilot Services
316-517-2658
tmschooler@cessna.textron.com

 

Ask The Expert

Q: Is Cessna going to come up with a SB Kit or fix for the logo light assemblies on the Citation X? It seems like we change the light bulbs on a frequent basis, and it is a lengthy process to completely disassemble the housing to change a single bulb. Is a LED bulb substitute a viable option?

A: Yes, Cessna is working with a supplier to develop a LED replacement for the Citation X Logo Light assembly. The replacement will be offered as an Optional service bulletin.

Q: It has been a while since I have heard anything about the upgrades on the Honeywell GNS to meet US RNAV requirements.
We have a CE525 with a GNS-Xls and a CE650 with dual GNS-CDU installed.

A: Honeywell has completed certification of the GNS-Xls software upgrade for P-RNAV compliance, FAA AC 90-100A compliance and a 20MB memory upgrade to the new worldwide navigation database. This upgrade is designed to extend the life of the GNS-Xls to meet new operational standards in Europe and the United States. Honeywell is running some additional tests for oceanic operation approval and will then release the STC with oceanic operation authorization in the flight manual supplement. Honeywell is expecting a mid-April release for the oceanic ops approval. You can contact a Citation Service Center to receive a quote for the upgrade.

The following is from a Honeywell document regarding the GNS-Xls upgrade:

  • Precision Area Navigation (P-RNAV) compliance to allow certification under the Eurocontrol’s Technical Guidance Leaflet (TGL) -10

  • -Includes full ARINC leg procedures for all phases of flight – no more discontinuity between which part the FMS handles and which it does not
    -Selected cross track for multiple waypoints vs. single active waypoint

  • Advisory Circular 90-100 compliance to meet the new FAA AC concerning terminal navigation (RNAV) procedures

  • -Similar to above additions

  • 20 MB memory expansion to allow for worldwide navigation database installation

    -Includes additional approaches that were screened from previous databases due to memory limitations – teardrop procedures, all ILS, LOC, etc., puts them on the MFD
    -Adds automation to the missed approach procedure which was previously flown manually
    -Web-based downloads of navigation database with the user name / password

The Honeywell GNS-X and CDU-Xls were evaluated by Honeywell and determined that they cannot accept the new software load due to memory limitations at this time. If desired, operators of the GNS-X and CDU-Xls can upgrade to a new GNS-Xls or GNS-Xls Enhanced with the new software included.

Honeywell is continuing to investigate a solution that will bring WAAS to as many of their products as possible. WAAS upgrades will not be considered a part of the current upgrades.

You may submit your questions to
asktheexpert@cessna.textron.com
We will do our best to provide an answer. Even if your question is not posted in the publication, you will receive an e-mail from our experts addressing your question.



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