MSFS Cessna Model 700 Operator's Guide

Cessna Citation Longitude
Model 700
Operators Guide
THIS DOCUMENT IS FOR USE IN MICROSOFT FLIGHT SIMULATOR

ONLY AND IS NOT INTENDED FOR USE IN ACTUAL FLIGHT
OPERATIONS
THIS PAGE INTENTIONALLY LEFT BLANK
MODEL 700 Table of Contents
Section I Operating Limitations 1-00

Section II Aircraft Overview 2-00
Section III Crew Alerting System 3-00
Section IV Avionics 4-00
Section V Electrical System 5-00
Section VI Fuel System 6-00
Section VII Engines 7-00
Section VIII Auxiliary Power Unit 8-00
Section IX Pneumatics 9-00
Section X Air Conditioning 10-00
Section XI Pressurization 11-00
Section XII Hydraulics 12-00
Section XIII Ice and Rain Protection 13-00
Section XIV Landing Gear and Brakes 14-00
Section XV Flight Control System 15-00
Section XVI Lights 16-00
Section XVII Normal Procedures 17-00
Section XVIII Performance 18-00

Operating Limitations
Table of Contents
Weight Limits ......................................................................................................................................................................................... 1
Ground Operational Limits ............................................................................................................................................................... 1
Takeoff and Landing Operational Limits ..................................................................................................................................... 1
Operating Limits .............................................................................................................................................................................. 1
Operational Considerations ........................................................................................................................................................ 1
Enroute Operational Limits ............................................................................................................................................................... 2
Operating Altitudes ........................................................................................................................................................................ 2
RVSM Operations ................................................................................................................................................................................. 2
Airspeed Limitations....................................................................................................................................................................... 2
Weight Limitations .......................................................................................................................................................................... 3
Fuel Limits................................................................................................................................................................................................ 3
Maximum Fuel Imbalance ............................................................................................................................................................ 3
Unusable Fuel ................................................................................................................................................................................... 3
Engine Limits .......................................................................................................................................................................................... 3
Engine Operating Speed, Power, and Temperature Limits ............................................................................................. 3
Engine Start Limits .......................................................................................................................................................................... 3
Speed Limits ........................................................................................................................................................................................... 3
Load Factor Limits ........................................................................................................................................................................... 4
Maneuver Limits .............................................................................................................................................................................. 4
Authorized Operations .................................................................................................................................................................. 4
Minimum Crew ................................................................................................................................................................................. 5
Electrical Power Systems ................................................................................................................................................................... 5
Generator Limits .............................................................................................................................................................................. 5
Battery Limits .................................................................................................................................................................................... 5
Auxiliary Power Unit (APU) .......................................................................................................................................................... 5
Ice and Rain Protection ...................................................................................................................................................................... 5
Icing Definitions ............................................................................................................................................................................... 5
Thrust Reversers .................................................................................................................................................................................... 6

Angle of Attack System ...................................................................................................................................................................... 6
Garmin G5000 Avionics System ...................................................................................................................................................... 6
Navigational Limits ......................................................................................................................................................................... 6
Automatic Flight Control System (AFCS) ............................................................................................................................... 7
Approach ............................................................................................................................................................................................ 7
Traffic Collision Avoidance System (TCAS II) ........................................................................................................................ 7
Radar System .................................................................................................................................................................................... 7

MODEL 700 Operating Limitations
Weight Limits
Maximum Ramp Weight 39,700 Pounds
Maximum Takeoff Weight 39,500 Pounds
Maximum Landing Weight 33,500 Pounds
Maximum Zero Fuel Weight 26,800 Pounds
Ground Operational Limits

1. Operation of the PITOT/STATIC button in the ON position is prohibited on the ground beyond 2
minutes. Damage to the heated surfaces and equipment may occur if operated beyond this time limit.
2. Wing Anti-Ice is not to be operated while on the ground with engines above idle for greater than 15
seconds while stationary.
3. Sustained engine thrust of 45-55% N1 while stationary on the ground is prohibited with tailwinds
greater than 10kts or crosswinds greater than 25kts. Expedite all transitions through this range while
on the ground until sufficient ground speed is obtained (10kts or greater).
4. Conditioned air from the APU must be provided if the airplane is operated on the ground for:
a. More than 60 minutes at 35C outside air temperature
b. More than 30 minutes at 45C outside air temperature
Takeoff and Landing Operational Limits

Operating Limits
Maximum Takeoff and Landing Altitude Limit 14,000 Feet
Maximum Tailwind Component 10 Knots
Operational Considerations
1. Autopilot operation is prohibited during takeoff and landing.
2. Takeoffs and landings on surfaces other than paved runway surfaces are prohibited.
3. Except where indicated in an AFM procedure, speedbrake operation below 500 feet AGL during
landing is prohibited.
4. Takeoff with any emergency or abnormal cockpit message is prohibited unless otherwise allowed in
an AFM procedure, specifically authorized in an approved MEL, or not applicable for dispatching.
5. Takeoff with BLEED ISOLATE in the XFLOW mode is prohibited. BLEED ISOLATE in the XFLOW mode
may be used at 400 feet AGL after takeoff is completed.
6. Changes to the following are prohibited during takeoff until 400 feet AGL:
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a. Engine Anti-Ice buttons
b. Wing Anti-Ice buttons
c. FLOW bleed air mode
7. Takeoff is prohibited with ice contamination on any of the following surfaces: wing leading edge,
winglets, horizontal stabilizer, vertical stabilizer, control surfaces and hinge gaps, engine inlets, engine
pylons, windshield, and probes/vanes.
WARNING
Fuel temperature displayed in the cockpit Engine Instruments Sensors display must
not be used as a substitute for a visual ice inspection. Temperatures at the fuel tank
temperature probes may differ materially from that of the wing leading edge
surfaces, where ice may still accumulate.
Enroute Operational Limits

Operating Altitudes
Maximum Operating Altitude FL450
Maximum Flaps or Gear Extension Altitude FL180
1. PRESS SOURCE buttons and ENG BLEED buttons must be selected to NORM above FL410.
2. ECS must be selected to NORM above FL410
RVSM Operations
The C700 is eligible for Reduced Visual Separation Minimum airspace operations, provided the following
equipment is operating normally upon entering the RVSM airspace:
 Pilot and Copilot Primary Altimeters
 Autopilot
 Altitude Alerter
 Transponder
Any changes to any of the aforementioned systems (or changes that affect operation of those systems)
must be evaluated for impact on RVSM approval. Eligibility does not constitute operational approval. All
crews and operators must comply with required training, practices, and procedures.
Airspeed Limitations
The minimum airspeed in RVSM airspace in 190 knots IAS.
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Weight Limitations
The minimum weight in RVSM airspace is 24,400 pounds.
Fuel Limits
Maximum Fuel Imbalance
The maximum lateral fuel imbalance for normal operations is 500 pounds. A lateral imbalance of 2000
pounds has been demonstrated if an emergency return is required.
Unusable Fuel
The fuel quantity indications in the cockpit have been calibrated so that no unusable fuel is counted in the
quantity indication. While there may still be fuel left in the fuel tanks when the indicator reaches zero, this
fuel is not usable by the aircraft in flight.
Engine Limits
Engine Operating Speed, Power, and Temperature Limits
Setting Max Time ITT N2% N1%
Transient 20 seconds --- 99.90 ---
Auto Power 5 Minutes (Multi-Engine)

955 98.62 96.79
Reserve 10 Minutes (Single-Engine)
5 Minutes (Multi-Engine)
Normal Takeoff 955 98.62 96.79
10 Minutes (Single-Engine)
CLB Continuous 950 98.22 96.49
Start N/A 650 --- ---
Engine Start Limits

Minimum Start Pressure (EIS Displayed) 32 PSI
Maximum Ground Start Tailwind Component 16 Knots
Three consecutive normal starts followed by 15 minutes of cooling are permitted. Engine dry motoring
longer than 20 seconds shall be considered to be one normal start, while engine dry motoring less than
20 seconds does not count against this consideration. Continuous motoring of the engine for up to 5
minutes is permitted, provided that it is followed by a 15 minute cooling period.
Speed Limits
Mmo (above 29,375 feet) Mach 0.84 Indicated
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Vmo (8000 feet to 29,375 feet) 325 KIAS
Vmo (below 8000 feet) Linear from 305 KIAS at 8000 feet to 290 KIAS at Sea Level
Vfe (Flaps 1) 250 KIAS
Vfe (Flaps 2) 230 KIAS
Vfe (Flaps Full) 180 KIAS
Maximum Landing Gear Extension Speed 230 KIAS
Maximum Speedbrake Extension Speed No Limit
Maximum Tire Groundspeed 195 Knots
Max Maneuvering (22,400 lbs, Ground) 156KIAS
Max Maneuvering (22,400 lbs, FL250) 164KIAS
Max Maneuvering (39,500 lbs, Ground) 222KIAS
WARNING
Rapid and/or large control inputs, especially alternating ones and those resulting in
large sideslip angles can result in loss of control or structural failures at any speed.
Full application of rudder and aileron controls should be confined to below max
maneuvering speeds.
Load Factor Limits

Flaps UP -1.0G to +2.6G
Flaps 1, 2, or FULL 0.0G to +2.0G
Maximum Duration – 0.0G or Less 7 Seconds
Maximum Landing Sink Rate 600 Feet Per Minute
Maneuver Limits
Aerobatic maneuvers, including spins, are prohibited. Intentional stalls are limited to idle thrust only and
are prohibited above FL180.
Authorized Operations
This airplane is approved for both daytime and nighttime operations, VFR and IFR operations, and flight
into known icing conditions.
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Minimum Crew
1 Pilot and 1 copilot are required for all operations. But hey, this is a flight simulator, so, we’ll let it slide
this time.
Electrical Power Systems

Generator Limits
Engine and APU load limits are set as 100%. Transient loads greater than 100% are permissible, provided
amber GEN LOAD L, R, and/or APU does not appear on the CAS or the load digits do not turn amber.
Battery Limits
Battery temperature must be –20C or greater for APU or engine start.
Auxiliary Power Unit (APU)

Maximum Start Altitude (On Ground) 13,500 Feet
Maximum Start Altitude (2 Gens, 72% N2 min) 15,000 Feet
Maximum Start Altitude (No gens, battery only) FL310
Maximum Operating Altitude FL350
Minimum Ambient Air Temp (On Ground) -40C
APU or APU bleed is prohibited during deice fluid applications of any type. APU bleed may be used after
deicing fluid application, but must be subsequently turned off prior to takeoff unless otherwise specified
in an AFM procedure.
The APU is approved for unattended operations. Attempting to start the APU is prohibited if an amber
BATTERY VOLTS L and/or R message is displayed on the CAS.
Ice and Rain Protection

Icing Definitions
Icing conditions are defined as visible moisture (fog, rain, drizzle, sleet, snow, or ice) with a temperature of
10C SAT (on ground) or 10C RAT (in flight).
1. ENGINE ICE PROTECTION must be selected on when in icing conditions on the ground, except during
deice fluid application.
2. To prevent icing of the exterior sensors during critical takeoff operations, the PITOT/STATIC button
must be selected on for 15 seconds within 1 minute of takeoff and the returned to NORM when in
icing conditions.
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3. If icing conditions may be encountered at or below 400 feet AGL, ENGINE, WING, and STAB ICE
PROTECTION must be selected ON immediately prior to takeoff.
4. In flight, WING and STAB ICE PROTECTION must be selected ON when below 190 KIAS in icing
conditions, ice accumulation can be observed, or the amber ICING message is displayed on the EIS or
CAS.
5. In flight, the ENGINE ICE PROTECTION buttons must be selected ON when below Mach 0.52 in icing
conditions, ice accumulation can be observed, or the amber ICING message is displayed on the EIS or
CAS.
6. Holding or extended flight in icing conditions with flaps extended is prohibited.
7. WING ICE PROTECTION is prohbited greater than 15C SAT (on ground) or RAT (in air).
Operation in severe icing is strictly prohibited and can result in formation of ice outside of the
protected surfaces and/or exceeding the capacity of the ice protection systems.
Thrust Reversers
1. Takeoff and Landing Performance without thrust reversers must be used when only a single thrust
reverser is available, or when operating on a wet/contaminated runway.
2. Reverse thrust must be reduced to idle by 45 KIAS during landing operations.
3. Reverse thrust is prohibited during touch-and-go operations.
4. Reverse thrust is prohibited to back the airplane at any time.
Angle of Attack System

The angle of attack display may be used as a secondary reference, but does not replace the airspeed
display as a primary instrument. Approach speed can be estimated at 0.66 on the AoA gauge at all aircraft
weights and configurations.
Garmin G5000 Avionics System

Navigational Limits
1. Category II ILS approaches are not authorized.
2. QFE operations are prohibited.
3. Upon making any flight plan changes, including runways, procedures, and altitude constraints, the
flight plan must be reviewed to verify all waypoints and constraints are correct.
4. RNP-APCH [titled RNAV (GPS) or RNAV (GNSS)] to a minimum value of RNP-0.3 is approved with FMS
as the active NAV source and at least one GPS sensor functioning.
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5. LPV, LP+V, LNAV/VNAV, and LNAV+V approaches are provided by SBAS within applicable SBAS
coverage areas. If SBAS is not available, Baro-VNAV will be used for all +V and LNAV/VNAV guidance.
LPV is not available without SBAS coverage.
6. A current altimeter setting from the landing airport is required when using baro-VNAV to a DA.
Automatic Flight Control System (AFCS)

Takeoff, Climb, Missed Approach Autopilot Minimums 400 Feet AGL
Approach Autopilot Minimum 160 Feet AGL
Enroute Autopilot Minimum 1000 Feet AGL
Autothrottle may not be armed during taxi operations or before takeoff clearance is received. Autothrottle
is prohibited at or below 50 feet AGL during touch-and-go operations.
Approach
1. Approaches must be performed in accordance with the published procedures. The flight crew must
verify that the planned approach procedures appear in the navigational database.
2. When conducting approach procedures with FMS guidance, the flight crew must verify that the
appropriate and correct approach service level is displayed in magenta on the HSI.
3. The flight crew must verify that the active navigation source is in LOC or BC prior to passing the FAF
for ILS, LOC, LDA, and BC approaches.
4. Visual Approach Procedures added to the FMS flight plan are not authorized for terrain and obstacle
clearance. The crew must maintain appropriate separation from and visual acquisition of any terrain
and obstacles.
Traffic Collision Avoidance System (TCAS II)

1. Pilots operating the aircraft may only deviate from ATC clearance to the extent necessary to execute a
TCAS RA (Resolution Advisory).
2. Pilots must visually acquire traffic indicated by a TCAS TA (Traffic Advisory) before executing any
evasive actions. Evasive actions based solely on the TA are prohibited.
Radar System
1. Operation of the radar system within 16 feet of persons or flammable material is prohibited.
2. Do not operate the radar system facing radar reflective surfaces that may send energy back towards
the aircraft.
3. The area within the front 180 degrees of the nose and within 16 feet is considered to be a hazardous
operation area while the radar is active.
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MODEL 700 Aircraft Overview
II - Aircraft Overview
Table of Contents
Aircraft Overview .................................................................................................................................................................................. 2
Aircraft Systems .................................................................................................................................................................................... 2
Avionics ............................................................................................................................................................................................... 2
Electrical System .............................................................................................................................................................................. 2
Fuel System ........................................................................................................................................................................................ 3
Engines ................................................................................................................................................................................................ 3
Auxiliary Power Unit ....................................................................................................................................................................... 3
Pneumatics ......................................................................................................................................................................................... 3
Air Conditioning............................................................................................................................................................................... 4
Pressurization .................................................................................................................................................................................... 4
Ice and Rain Protection ................................................................................................................................................................. 4
Hydraulics ........................................................................................................................................................................................... 4
Landing Gear and Brakes ............................................................................................................................................................. 5
Flight Controls .................................................................................................................................................................................. 5
Lighting ............................................................................................................................................................................................... 5
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Aircraft Overview
The Cessna Citation C700 Longitude is an advanced dual-turbofan transport aircraft capable of
comfortable, high speed, high altitude operations designed to keep passenger comfort high and pilot
workload low. Relying on a pair of Honeywell HTF7700L engines, this general and commercial aviation
aircraft exhibits exceptional fuel economy and a low operational cost, making it perfect for operators who
need a higher range without higher expense.
The airframe has been designed for an excellent piloting experience, with great handling characteristics at
all phases of flight. A number of automated systems keep everything in order during normal operations,
keeping turnaround times low and keeping the pilot’s attention ahead of the plane throughout the flight.
With a service ceiling of 45,000 feet, a class-leading cabin altitude of just 5950 feet, and a maximum cruise
speed of 0.84Mo, the C700 Longitude is a stellar platform for all transport operations and includes
passenger seating availability for 8 in its standard configuration.
The aircraft is certified in the Transport Category in 14 CFR Part 25 (FAA) for daytime, nighttime, VFR, and
IFR. Flight into known icing and Category I operations are also approved (Category II operations, an
option, are not modeled). Minimum crew is one pilot and one copilot.
Aircraft Systems
Avionics
The Longitude is equipped with the Garmin G5000 suite of avionics and related systems. Components of
the Garmin G5000 avionics include:
 Three Large Screen Garmin Display Units (GDUs)
o Two Primary Flight Displays (PFD)
o One Multi-Function Flight Display (MFD)
 Four Garmin Touchscreen Controllers (GTCs)
 Two GDU Controllers
The G5000 screens have a flexible display system, allowing the PFDs and MFD to each contain split
screens for map, weather, traffic, or systems displays as desired on each pane. Independent pilot and
copilot sides are modeled in the simulation. Reversionary modes and the GDU controller functions are not
modeled (aside from map range functions and baro).
A Standby Flight Display is provided in the case of avionics failure, and to corroborate data present on the
main display units. Rounding out the avionics is an Automated Flight Control System (AFCS) controller,
which controls the flight guidance system with integrated autopilot, flight directors and autothrottle.
Electrical System
The Longitude electrical system is based on a nominal 28V DC electrical power system. DC power is
provided by each engine via a coupled generator. The electrical system is designed as a split bus system
with the ability to ties the two buses should the need arise. Either generator can power the aircraft, via this
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architecture. In addition, a hydraulic driven motor/generator, the Power Transfer Control Unit (PTCU), is
available as another backup in the case of dual generator failure and will convert hydraulic power from
the hydraulic pumps to electrical power for the aircraft.
An APU provides additional electrical power for ground and emergency operations. The Longitude
modeled is equipped with the 26.4V Li-Ion batteries, connected to each bus. Electrical system controls are
contained on the pilot side lower subpanel underneath the PFD, on the right side of the panel.
Fuel System
The fuel system is comprised of two integral wing fuel tanks, boost pumps, motive-flow ejector pumps,
and recirculation pumps. During normal operations, ejector pumps provide fuel to each engine, and the
right side boost pump provides fuel to the APU. Fuel transfer between tanks is via the fuel transfer valves,
which transfer fuel using the on-side boost pump. A secondary means of fuel transfer, the gravity
crossflow valves, allows gravity transfer between tanks. Gravity crossflow is not available on the ground.
Fuel recirculation pumps circulate fuel to maintain even fuel temperatures throughout the entire tank.
Recirc pumps are always on during normal operations unless the on-side fuel pump is also running or the
fuel level is too low. The fuel recirc pumps may be disabled when required by an AFM procedure.
Fuel controls are contained on the center pedestal, on the right side of the pedestal, fore section (except
the FUEL RECIRC button, which is under the spoiler handle on the opposite side of the pedestal).
Engines
The Longitude is powered by dual HTF7700L high-bypass turbofan engines, flat-rated at 7,665 pounds of
thrust to ISA +18.9C.
Each engine is controlled via a Full Authority Digital Engine Control (FADEC) unit, which provide automatic
start, engine synchronization, and thrust power targets controlled via the cockpit thrust levers. The
engines also provide bleed air to the environmental systems, anti-ice systems, and cabin pressurization
system. Hydraulically operated thrust reversers provide reverse thrust to reduce brake wear and reduce
stopping distances.
Engine start controls are located aft of the throttle quadrant on the center pedestal.
Auxiliary Power Unit

An auxiliary power unit (APU) is installed in the rear of the tailcone and is a self-contained turbine capable
of providing bleed air for environmental systems and engine start, as well as electrical power via a
coupled driven generator. APU start control is on the aft right side of the center pedestal.
Pneumatics
The Longitude has a comprehensive pneumatic system that supplies bleed air from the engines and APU
and delivers it to the environmental systems, engine air starter, anti-ice, and cabin pressurization systems.
Bleed air from one engine is sufficient to provide all pneumatic-derived function in the case of single-
engine operation.
Pneumatic system related controls are located on the center pedestal aft of the throttle quadrant.
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Air Conditioning
Environmental control and air conditioning is driven by an Air Cycle Refrigeration Pack, comprised of heat
exchangers and an air cycle machine (ACM). The system is driven by APU or engine bleed air and provides
a source of fresh air, temperature & humidity control, and pressurized air for maximum crew and
passenger comfort.
In the case of ACM failure or other bleed failures, air may be routed around the ACM and instead directly
from the heat exchangers to the air supply. Similarly, air may be routed away from the heat exchangers
directly to the ACM.
Temperature control is normally selected on the GTC and will be automatically modulated; however,
manual heating and cooling control is available. A recirculation fan keeps the movement of air flowing
and is selectable between two speeds or can be automatically controlled.
Controls for the air conditioning system are located just aft of the engine start area on the center
pedestal.
Pressurization
Pressurized air is continuously supplied by the air conditioning system, which exits the cabin pressure
vessel through the cabin outflow valve. The outflow is controlled by the cabin pressure controller to
maintain the desired cabin pressure. A cabin pressure schedule keeps the cabin at as low a cabin altitude
as possible for the best possible passenger experience. A cabin altitude of 5,950 feet is maintained at up
to altitudes of FL450.
Differential pressure is electronically controlled but an independent relief valve will limit pressure in the
event of controller failure.
Controls for pressurization are location in the center of the center pedestal.
Ice and Rain Protection

Heated air from the bleed air system is routed to the engine inlets as well as the wing leading edges.
Windshield ice protection is provided by automatically controlled electrical heating elements. Pitot and
instrumentation heat is also electrically provided. An electromechanical deice system (EMEDS) is installed,
which removes ice from the horizontal stabilizer.
Dual ice detection systems provide direct feedback on icing conditions to the pilot via the EIS and CAS,
displaying crew alerts when ice is detected. Wing lights are also provided for visual inspection of the wing
leading edges.
Controls are located on the co-pilot lower panel under the PFD, on the left side of the panel.
Hydraulics
Dual hydraulic systems comprised of a hydraulic fluid reservoir, engine driven hydraulic pump, and
hydraulic accumulators power each side of the hydraulic system. Speedbrakes, roll spoilers, ground
spoilers, brakes, landing gear, thrust reversers, and rudder are powered by the hydraulics system.
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Hydraulic accumulators provide stored emergency power for the ground spoilers, nosewheel steering, and
parking brake. The Power Transfer Control Unit (PTCU) can use the motor/generator to pump hydraulic
fluid through one of the two hydraulic systems in the case of a system failure using electrical power.
Controls for the hydraulic system are located on the right side fore of the center pedestal.
Landing Gear and Brakes

The landing gear are a traditional design with dual trailing-link main gear and a single trailing-link nose
gear. The landing gear extension mechanisms are hydraulically actuated, but controlled electrically.
Hydraulic powered nose wheel steering provides steering control to the pilots.
The main gear are equipped with carbon disc brakes, which are controlled electronically. The brakes are
continuously modulated to prevent wheel skidding and to maintain safe stopping power. Left and right
brakes are independently operated based on pedal inputs. Hydraulic accumulators provide power to the
emergency/parking brakes in case of hydraulic failure.
Flight Controls
Conventional yoke control to the ailerons and elevator is provided directly to the control surfaces via a
standard cable and bellcrank system. Roll control is augmented by hydraulically actuated roll spoilers,
which are located on the two outboard spoilers on each wing. Pitch/Roll Disconnect is not modeled, and
both pilot and copilot positions have all controls connected at all times.
Electrical aileron, rudder, and horizontal stabilizer trim is available. Secondary stabilizer trim system is not
modeled. The rudder is hydraulically actuated by wire using electrical input from the rudder pedals but is
not directly connected. A self-contained rudder standby system provides emergency hydraulic rudder
power in the event of a hydraulic system A failure.
The roll spoiler panels also double as speedbrakes. Speedbrakes are controllable via a pilot controllable
lever and are hydraulically actuated. Ground spoilers are fully automatic and extend during landing or
rejected takeoff maneuvers and add the inboard spoiler panel to the deployment of all panels. Hydraulic
accumulators provide stored power to the ground spoilers in the event of hydraulic system failure.
Lighting
Interior lighting provides lighting to the passengers and crew during night and low light operations.
Interior lighting is controlled via the overhead panel as well as knobs on the outboard side of each lower
pilot/copilot panel under the PFD. Instrument backlighting control is available via those knobs as well as
two others located aft of the center GTCs.
Exterior lights are low maintenance LED type lights, and include red/green navigation lights, red flashing
beacon lights, white flashing anti-collision lights, recognition lights, pulse lights, taxi & wingtip downwash
lights, and landing lights.
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MODEL 700 Crew Alerting System
III - Crew Alerting System

Table of Contents
Crew Alerting System.......................................................................................................................................................................... 2
Types of Crew Alerts ...................................................................................................................................................................... 2
Alert Display Priority ...................................................................................................................................................................... 3
Crew Alert Inhibits ................................................................................................................................................................................ 3
Takeoff Operation Phase Inhibit (TOPI) .................................................................................................................................. 3
Landing Operation Phase Inhibit (LOPI) ................................................................................................................................. 4
Other Inhibit States ........................................................................................................................................................................ 4
Crew Alert Messages ........................................................................................................................................................................... 5
Red Warning Messages ................................................................................................................................................................ 5
Yellow Caution Messages ............................................................................................................................................................ 6
White Messages ............................................................................................................................................................................ 10
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Crew Alerting System

The Longitude Crew Alerting System (CAS) alerts pilots to various noteworthy systems changes and
abnormalities that require crew attention or overview. The CAS uses a number of avenues to alert the
pilots to these events, including the two MASTER CAUTION and MASTER WARNING indicators above the
pilot and co-pilot PFDs, aural tones, as well as the CAS digital message alert box on the lower right (pilot)
and left (co-pilot) corners of the PFDs.
Fig 3-2-1 – PFD Crew Alerting System message display box
Fig 3-2-2 – Master Caution and Master Warning indicator/buttons
Types of Crew Alerts

Red MASTER WARNING alerts require immediate crew attention to avoid critical safety failures, damage,
or loss of life. The MASTER WARNING indicator will light, accompanied by an aural tone, and the alert
message will be displayed in the CAS area. MASTER WARNING alerts will flash until acknowledged by the
crew by pressing the MASTER WARNING button/indicator. After acknowledgement the alert will remain
steady red in the CAS area until the condition is cleared.
Amber MASTER CAUTION alerts require immediate attention and subsequent action to maintain adequate
levels of safety. When such an alert is triggered, the MASTER CAUTION indicator will light, accompanied
by an aural tone, and the alert message will be displayed in the CAS area. MASTER CAUTION alerts will
flash amber until acknowledged by the crew by pressing the MASTER CAUTION button/indicator. After
acknowledgement the alert will remain steady amber in the CAS area until the condition is cleared.
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If the alert clears prior to acknowledgement, the associated indicator light will extinguish, and no
acknowledgement will be necessary.
White crew alerts only appear in the CAS area but do not cause any aural tone or cockpit indicator. White
alerts do not require explicit crew acknowledgement but should be reviewed nonetheless by the crew to
determine if any corrective action is required.
Alert Display Priority

Crew alerts are displayed in the following priority, with the most recent alerts at the top of the associated
priority group:
 Red warning alerts
 Amber caution alerts
 White messages
Crew alerts can be scrolled using the on-side PFD GTC. The number of messages that are presently hidden
in either direction is displayed at the bottom of the CAS area box.
Crew Alert Inhibits

The Garmin G5000 avionics system includes the ability to inhibit alert messages during critical flight
operations. During these operations, messages which are inhibited by the specific inhibit states will not
appear on the CAS or cause an indication. Not all messages are inhibited by all inhibit states. Additionally,
alerts are debounced, or prevented from transiently triggering if the alert condition is not active for long
enough. This prevents the generation of spurious alerts during transitional equipment periods where the
alert condition may only be briefly active.
Alerts that were inhibited when an inhibit state becomes active will reappear upon exiting the inhibit state,
if the alert condition is still active. The Longitude includes the following inhibit states:
Takeoff Operation Phase Inhibit (TOPI)

The Takeoff Operation Phase Inhibit is active if any of these conditions is true, to prevent distracting
messages during the critical takeoff phase:
 The airplane has transitioned from the ground to the air
 The indicated airspeed moves from below to above 85 KTS
 The indicated airspeed is greater than 30 KTS and there is a brake failure
The inhibit state is cancelled if any of these conditions is true:
 The aircraft weight-on-wheels sensors indicate the aircraft is in the air for greater than 30 seconds
 The aircraft pressure altitude is greater than 400 feet AGL
 The indicated airspeed is less than 30 KTS
 The indicated airspeed is less than 50 KTS and there is not a brake failure
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 The inhibit state has been active for more than 90 seconds
 The throttle is no longer in the T/O position
Landing Operation Phase Inhibit (LOPI)

The Landing Operation Phase Inhibit is active if any of these conditions is true, to prevent distracting
messages during the critical landing phase:
 The aircraft has transitioned from the air to the ground
 Radio altitude moves from greater than 400 feet AGL to less than 400 feet AGL
The inhibit state is cancelled if any of these conditions is true:
 The aircraft has been on the ground for greater than 30 seconds
 Radio altitude is greater than 500 feet AGL
 Indicated airspeed is less than 50 KTS
 The inhibit state has been active for greater than 90 seconds
Other Inhibit States

The Longitude also implements the following inhibit states and conditions:
 In Air – The aircraft is in flight with no weight-on-wheels
 On Ground – The aircraft is on the ground with weight-on-wheels
 Engine Shutdown Inhibit (ESDI) – At least one engine is presently shutdown
 Engine Fail Inhibit (EFI) – An ENGINE FAIL MESSAGE is posted
 Emergency Bus Mode Inhibit (EMER) – Either EMER bus is not receiving power
 Main Bus Inhibit – Either main bus is not receiving power
 Mission Bus Inhibit – Either mission bus is not receiving power
Page 3-4
Crew Alert Messages

Red Warning Messages
Alert Description Inhibits
The battery temperature has increased to an unsafe level, TOPI

BATTERY O’TEMP L/R
beyond 71C. LOPI
The brakes have been rendered inoperative and the

BRAKE FAIL aircraft is below 400 feet AGL. Only emergency/parking TOPI
brakes will be available.
The cabin altitude is at an unsafe level, above 9,800 feet TOPI

CABIN ALTITUDE
(or 14,800 feet when in high altitude mode). LOPI
The cabin differential pressure has exceeded the design TOPI

CABIN DELTA P
limitations (greater than 10.2 PSI). LOPI
The engine parameters (N1, N2, ITT) have exceeded

TOPI
ENG EXCEEDANCE L/R limitations. An exceedance must be noted in the
LOPI
maintenance log.
ENGINE FAIL L/R The FADEC has detected an engine failure. None
TOPI
There are generators available for DC power, but all
GENS OFF LOPI
available generators have been selected off.
ESDI
The hydraulic system fluid temperature has exceeded TOPI

HYD O’TEMP A/B
limits (above 135C). LOPI
The landing gear are not correctly configured: landing

gear not down and locked with flaps full OR landing gear
LANDING GEAR None
not down and locked at less than 500 feet AGL and near
idle throttle
Conditions for takeoff listed in the pre-flight synoptic

NO TAKEOFF page have not been appropriately met and takeoff is In Air
prohibited.
The PITOT/STATIC anti-ice button is selected to ON, but

TOPI
P/S BUTTON ON the aircraft is on the ground, which can result in sensor
LOPI
and/or aircraft damage.
Page 3-5
Yellow Caution Messages
Engine anti-ice is selected on, but the system has TOPI

A/I ENG OFF L/R
detected that no engine anti-ice is being provided. LOPI
Wing anti-ice is selected on, but the system has detected TOPI
A/I WING OFF L/R
that no wing anti-ice is being provided. LOPI
TOPI
APU BLEED OFF APU bleed air was selected OFF while on the ground.
LOPI
TOPI
APU ON The APU was selected on and running above FL350
LOPI
The battery has been in a discharging state for 5 or more TOPI

BATT DISCHARGE L/R
minutes. LOPI
The battery charging or discharging amperage is greater TOPI

BATTERY AMPS L/R
than 300A. LOPI
The battery charging amps are greater than 20A and the TOPI
BATTERY LOW TAKEOFF throttles have been advanced to a takeoff throttle LOPI
position. In Air
TOPI
BATTERY O’TEMP L/R The battery has reached a critical temperature over 63C.
LOPI
TOPI
BATTERY OFF L/R The battery has been disconnected from its bus.
LOPI
The battery voltage is critically low, indicating low charge TOPI

BATTERY VOLTS L/R
life remaining. LOPI
The bleed isolate has been selected to NORM with an

TOPI
BLEED ISOLATE NORM engine shutdown in-air for greater than 2 minutes OR
LOPI
while attempting an in-air engine start.
The bleed isolate has been selected to XFLOW for more

than 5 minutes with both engines providing bleed air OR TOPI
BLEED ISOLATE XFLOW
while on the ground with the throttles advanced to LOPI
takeoff.
Page 3-6
The brakes have been rendered inoperative. Only TOPI

BRAKE FAIL
emergency/parking brakes will be available. LOPI
The brakes have reached a critical temperature, over TOPI

BRAKE TEMP L/R
450C. LOPI
The electrical bus tie has been closed for more than 5 TOPI
BUS TIE CLOSED
minutes, but both generators are connected. LOPI
The cabin altitude is greater than 8,500 feet OR the

TOPI
CABIN ALTITUDE system is in high alt mode and the cabin altitude is
LOPI
greater than 9,800 feet for more than 10 minutes.
The electrical bus has been set to EMER, resulting the TOPI
ELEC EMER
disconnection of the EMER and MISSION buses. LOPI
TOPI
EMER BUS OFF The EMER bus has been disconnected.
LOPI
TOPI
ENG BLEED OFF L/R Engine bleed air was selected OFF while on the ground.
LOPI
The difference in fuel between the left and right tanks has TOPI
FUEL IMBALANCE
exceeded 500 pounds LOPI
The temperature of the fuel at the engine fuel inlet is less TOPI
FUEL INLET COLD L/R
than 3C. LOPI
The amount of fuel remaining in the tank is less than 500 TOPI
FUEL LEVEL LOW L/R
pounds. LOPI
TOPI
FUEL TANK COLD L/R The temperature in the fuel tank is below -35C.
LOPI
The difference in the fuel temperature between the left TOPI

FUEL TEMP MISCOMPARE
and right tanks exceeds 5C. LOPI
The fuel transfer valve has been set to transfer fuel, but
TOPI
FUEL TRANSFER FAIL both boost pumps are on, netting a zero fuel transfer
LOPI
between tanks.
The fuel transfer valve has been set to transfer fuel to a TOPI
FUEL TRANSFER ON
tank with 60 pounds or more fuel greater quantity than LOPI
Page 3-7
the tank being transferred from OR fuel transfer has been

on for more than 10 minutes.
The gear handle position and physical position of the

landing gear do not agree (i.e. the gear handle position is
GEAR DISAGREE L/R/N TOPI
down but the gear are locked up, or the gear handle
position is up but the gear are locked down).
The generator load has exceeded 75% available load TOPI

GEN LOAD L/R/APU/HYD
capacity. LOPI
The generator is operational and available, but the TOPI

GEN OFF L/R/APU
generator has been selected to OFF. LOPI
Two or more of the four ground spoiler hydraulic

TOPI
GND SPOILER FAIL accumulators has insufficient pressure to operate the
LOPI
actuators. Ground spoiler function may be unavailable.
One of the four ground spoiler hydraulic accumulators

TOPI
GRD SPOILER ACCUM has insufficient pressure to operate the actuators. Ground
ESDI
spoiler function may be degraded.
The ECS selection knob is NOT set to HEAT EXCHG ONLY TOPI
HEAT EXCHG ONLY
when the cabin altitude has exceeded limits. LOPI
The PTCU hydraulic generator is on and active, but TOPI

HYD GEN ON
another generator source is also available for use. LOPI
TOPI
HYD PRESS LOW A/B The hydraulic system pressure is low.
LOPI
A hydraulic pump has been selected to SHUTOFF but the TOPI

HYD SHUTOFF A/B
generator is presently available for hydraulic pressure. LOPI
TOPI
MAIN BUS OFF L/R The electrical MAIN bus has been disconnected.
LOPI
TOPI
MISSION BUS OFF L/R The electrical MISSION bus has been disconnected.
LOPI
The parking brakes are receiving low hydraulic pressure. TOPI

PARK BRAKE LOW PRESS
Parking brake function may be degraded. LOPI
Page 3-8
The parking brake is still engaged but the throttles have TOPI
PARK BRAKE ON
been advanced to the takeoff position. LOPI
The cabin pressurization system has been selected into TOPI

PRESS MODE MANUAL
manual mode via the cockpit mode button. LOPI
The aircraft is in air, but one of the pressure sources has TOPI
PRESS SOURCE OFF L/R
been selected to OFF. LOPI
The PTCU is not selected to NORM for engine start, LOPI

PTCU NOT NORM
running, or dry motoring. In Air
The rudder channel has failed due to insufficient TOPI

RUDDER FAIL A/B hydraulic pressure and an unavailable or failed rudder LOPI
standby system. Rudder control will not be available. ESDI
The rudder standby system has been selected to the OFF TOPI
RUDDER STANDBY OFF
position. LOPI
The speed or throttle settings have exceeded the

TOPI
SPEEDBRAKE AUTO STOW maximum available for speedbrake deployment.
LOPI
Speedbrakes have been automatically stowed.
The speedbrakes are in use at an unsafe altitude, below

SPEEDBRAKES TOPI
500 feet AGL.
The yaw damper on the rudder channel has failed due to TOPI
YAW DAMPER FAIL A/B hydraulic pressure and an unavailable or failed rudder LOPI
standby system. The yaw damper will not be available. ESDI
Page 3-9
White Messages
Engine anti-ice has been selected ON. This message will

TOPI
A/I ENG ON L/R not appear when all anti-ice systems are simultaneously
LOPI
selected ON.
Wing anti-ice has been selected ON. This message will

TOPI
A/I WING ON not appear when all anti-ice systems are simultaneously
LOPI
selected ON.
The bleed isolate mode has been selected to XFLOW and TOPI
A/I WING XFLOW OPEN
the wing A/I crossflow valve is open and functioning. LOPI
TOPI
ACM ONLY The ECS has been selected to the ACM ONLY setting.
LOPI
TOPI
APU BLEED OFF The APU bleed air has been selected to OFF.
LOPI
The APU has been selected to ON and is running above TOPI

APU ON
FL200. LOPI
TOPI
BLEED ISOLATE XFLOW The bleed isolate has been selected to XFLOW.
LOPI
The electrical bus tie has been selected or automatically TOPI

BUS TIE CLOSED
closed. LOPI
The pressurization system is in high alt mode and the TOPI

CABIN ALTITUDE
cabin altitude is greater than 8,000 feet. LOPI
TOPI
ENG BLEED OFF L/R The engine bleed air has been selected to OFF.
LOPI
TOPI
ENG DRY MTR PROC L/R An engine dry motoring procedure is required. LOPI
In Air
And engine has been shut down via the RUN/STOP

ENGINE SHUTDOWN L/R None
button.
Page 3-10
The fuel boost pump has been selected ON manually or TOPI

FUEL BOOST PUMP ON L/R
automatically. LOPI
TOPI
FUEL GRV XFLOW ON The fuel gravity crossflow has been selected ON.
LOPI
The fuel transfer selector has been selected to the left or TOPI
FUEL TRANSFER ON
right transfer position. LOPI
The ECS has been selected to the HEAT EXCHG ONLY TOPI
HEAT EXCHG ONLY
setting. LOPI
The PTCU has been set to the AUX position to provide TOPI
HYD AUX PUMP ON A/B
auxiliary hydraulic pressure to the system. LOPI
TOPI
HYD FW SHUTOFF A/B The hydraulic system has been selected to SHUTOFF.
LOPI
The PTCU hydraulic electrical generator has been TOPI

HYD GEN ON
selected on. LOPI
All anti-ice systems are active (engine left, engine right, TOPI
ICE PROTECT ALL ON
wing, and stabilizer). LOPI
TOPI
PARK BRAKE ON The parking brake is currently engaged.
LOPI
The PITOT/STATIC anti-ice has been selected ON and the TOPI

PITOT STATIC ON
aircraft is in air. LOPI
TOPI
PRESS SOURCE OFF L/R The bleed air PRESS SOURCE has been selected to OFF.
LOPI
TOPI
PTCU OFF The PTCU has been selected into the OFF position.
LOPI
Stabilizer de-ice has been selected ON. This message will

TOPI
STAB DE-ICE ON not appear when all anti-ice systems are simultaneously
LOPI
selected ON.
Page 3-11
Page 3-12
MODEL 700 Avionics
IV - Avionics
Table of Contents
Avionics System Overview ................................................................................................................................................................ 2
Garmin G5000 Description .......................................................................................................................................................... 2
Displays ............................................................................................................................................................................................... 2
Modeled System Components .................................................................................................................................................. 2
Flight Displays ........................................................................................................................................................................................ 2
Primary Flight Display Overview ................................................................................................................................................ 3
Airspeed Indicator ........................................................................................................................................................................... 4
Altimeter and Vertical Speed Indicator .................................................................................................................................. 5
Altimeter STD BARO Mode ......................................................................................................................................................... 5
Angle of Attack Indicator ............................................................................................................................................................. 6
Horizontal Situation Indicator (HSI) ......................................................................................................................................... 6
AFCS Status Box ............................................................................................................................................................................... 7
Multi-Function Display Overview .............................................................................................................................................. 8
PFD Garmin Touch Controller .................................................................................................................................................... 9
MFD Garmin Touch Controller ................................................................................................................................................... 9
Page 4-1
MODEL 700 Avionics
Avionics System Overview

Garmin G5000 Description
The Cessna Citation C700 Longitude comes with a full Garmin G5000 large-display glass cockpit
installation, which is modeled to a very high degree of visual and behavioral authenticity. The Garmin
G5000 avionics suite is an integrated glass cockpit solution containing everything needed for flight
including instrumentation, flight plan management, automatic flight control systems, communications,
and system configuration. The G5000 system is controlled via the Garmin Touch Controller touchscreen
interfaces, located to the left and right of the pilots.
While a full overview of the operation and function of the G5000 is beyond the scope of this operator’s
guide, some general usage information will be provided below.
Displays
The Garmin G5000 contains the following displays:
 Three Large Screen Garmin Display Units (GDUs)
o Two Primary Flight Displays (PFD)
o One Multi-Function Flight Display (MFD)
 Four Garmin Touchscreen Controllers (GTCs)
Fully independent left and right side displays are also modeled, which can be independently controlled.
Modeled System Components

The following system components are modeled in the G5000:
 Dual Air Data Computers (ADCs)
 Dual Attitude and Heading Reference Systems (AHRS)
 Dual GPS navigation Receivers (with full real-time satellite position modeling and SBAS
simulation)
 Flight Management System (FMS)
 ADS-B Transponder System
 Full specification-accurate TCAS-II traffic collision avoidance system with Traffic and Resolution
Alerts
 COM and NAV radios including independent radios for DME hold
Flight Displays
The G5000 system splits the 3 displays into two main groups: the PFDs for the pilot and co-pilot, and the
MFD which contains maps and instrumentation, shared between the pilot and co-pilot, in the middle of
the cockpit display panel area.
Page 4-2
MODEL 700 Avionics
Primary Flight Display Overview

The PFDs contain the primary flight instruments, including the airspeed tape, the altimeter tape, the
attitude indicator, the artificial horizon, the horizontal situation indicator, information about the current
flight plan leg, automatic flight guidance modes, and tuned COM radio information. Inset maps and traffic
displays can also be turned on if desired.
Fig 4-3-1 – The Primary Flight Display
Fig 4-4-1 – The Primary Flight Display, in Split Mode
The PFD can also be split into two separate panes, which can then be controlled with the inboard MFD
GTCs. These panes can contain a moving map, weather radar returns, systems synoptics pages, or traffic
displays.
The PFD is primarily controlled via the outboard PFD GTCs.
Page 4-3
MODEL 700 Avionics
Airspeed Indicator
The airspeed indicator shows the pilot the current aircraft indicated airspeed, as well as speed limit ranges,
speed targets, any speed bugs, and speed trends.
FMS Target Speed Value
Overspeed Barber Pole
FMS Target Speed
Speed Trend Vector

Indicated Airspeed
Indicated Mach
Fig 4-4-1 Airspeed Indications
Selected Manual Speed Value
V Speed Bug
Selected Manual Speed Bug
Stall Caution Zone
Current V Speed Bug Values Stall Zone
Fig 4-4-2 – Airspeed Indications
Page 4-4
MODEL 700 Avionics
Altimeter and Vertical Speed Indicator

The altimeter tape shows the current altitude, the preselected altitude capture altitude, the altitude trend
vector, the preselected altitude bug, the minimums bug, and the current altimeter baro setting. The
vertical speed indicator shows the current vertical speed, the selected vertical speed, and the selected
vertical speed bug.
Preselected Altitude Value

Selected Vertical Speed
Value
Current Indicated Altitude
Selected Vertical Speed Bug
Altitude Trend Vector
Preselected Altitude Bug Current Vertical Speed
Minimums Bug
Baro Setting
Fig 4-5-1 – Altimeter and Vertical Speed Indicator
Altimeter STD BARO Mode

The altimeter can be toggled in and out of STD BARO by pushing the BARO button on the display
controller above the PFD. Once in STD BARO, the altimeter may be preset using the BARO knob. The
altimeter will automatically be set to the preset baro setting when exiting STD BARO.
Fig 4-5-2 – Altimeter STD BARO indications
Page 4-5
MODEL 700 Avionics
Angle of Attack Indicator

The angle of attack indicator displays the currently measured angle-of-attack as a range from 0 (0 degrees
angle of attack) to 1.0 (stall angle of attack). The amber range is from 0.8 to 1.0, and corresponds to the
amber stall warning area on the speed tape. The stick shaker will engage to alert the pilot to an
impending stall when entering stall warning ranges.
Approach speeds can be referenced in the absence of other performance data or V Speeds by targeting
an angle of attack value of 0.66. The AOA indicator will be displayed automatically when landing gear are
down and any flaps value is set, or it may be manually activated in the PFD Settings page on the PFD GTC.
Stall AOA Area Warning AOA Area
Current AOA Needle
Fig 4-6-1 – Angle of Attack Indicator
Horizontal Situation Indicator (HSI)

The horizontal situation indicator displays the compass rose, the currently selected heading reference, the
desired track to the current waypoint, the amount of crosstrack error from the desired path (XTK), the
currently selected nav source, and the flight phase/CDI scaling/approach service level.
Turn Trend Indicator Current Heading
Selected Heading Desired Track Value

Value Selected Heading Bug
Selected Nav Source Flight Phase

Name
CDI Crosstrack Bar
Crosstrack Error Value

Course Needle
Fig 4-6-2 – Horizontal Situation Indicator
When the selected nav source is a radio nav source, the course needles will change to green. The course
needles are magenta when FMS is the selected nav source. The flight phase field appears while the
selected nav source is FMS and displays the current CDI scaling mode or the obtained RNAV approach
service level when on an RNAV approach.
A turn trend indicator shows a magenta arrow indicating the trend of the heading predicted, and is
located just above the compass rose underneath the current heading.
Page 4-6
MODEL 700 Avionics
AFCS Status Box

The current status of the automated flight control system is displayed at the top of the PFD, and includes
indications for the current autothrottle mode, the current autothrottle target speed, the current lateral
armed & active modes, the current vertical armed & active modes, and the status of the autopilot and
autothrottle engagement.
Autothrottle Mode Active Lateral Mode Active Vertical Mode

AP Active Vertical Mode Selected Value
Autothrottle Active
Armed Lateral Mode Armed Vertical Mode(s)
Fig 4-7-1 AFCS Status Box
The AFCS status box has the following fields:
 Autothrottle mode: Displays the current autothrottle mode and autothrottle speed target, if
applicable. Not all autothrottle modes will display a speed target
 Active lateral mode: The currently directed lateral guidance mode. This will flash amber reverse
video if the active lateral mode is lost.
 Armed lateral mode: The currently armed lateral guidance mode. When becoming active, this will
disappear from this field, and instead switch to the active field, accompanied by a flashing mode
value to indicate that the active mode has changed.
 AP active: Displays whether or not the AP is active. This displays a green AP when the autopilot is
active. This field will flash amber reverse video when the autopilot is disconnected.
 Active vertical mode: The currently directed vertical guidance mode. This will flash amber reverse
video if the active vertical mode is lost.
 Vertical mode selected value: The value to target for the currently active vertical guidance. This
may be a vertical speed (displayed with direction arrow), an FLC speed, or an altitude.
 Armed vertical mode(s): The currently armed vertical guidance mode(s). More than one mode
may appear here if multiple modes are armed, e.g. ALTS VPATH
 Autothrottle active: Displayes whether the autothrottle is active. This displays a green AT when the
autothrottle is active. This will flash amber reverse video if the autothrottle is disconnected.
NOTE:
The AFCS status box does not display any yaw damper indication. The yaw damper of the Longitude is fully
automatically controlled and does not require any pilot engagement or disengagement.
Page 4-7
MODEL 700 Avionics
Multi-Function Display Overview

The MFD contains the Engine, Instruments, and Systems display (EIS) on the left side of the MFD screen.
This EIS display is always visible and cannot be hidden. The MFD is capable of dual or single pane
operation (full screen) and can hold moving maps, weather radar returns, systems synoptics pages, or
traffic displays. Not all display panes can be used in full screen mode, such as the systems synoptics,
which may only be displayed in a half screen pane.
Fig 4-6-1 – Multi-Function Display in Full Screen Mode
Fig 4-6-2 – Multi-Function Display in Split Pane Mode
Page 4-8
MODEL 700 Avionics
PFD Garmin Touch Controller

The PFD is primarily controlled via the outboard PFC GTC, located to the left (pilot) or right (co-pilot) of
the main PFD screen. The PFD GTC allows for management of the COM radios via the top
communications bar, or by pressing the Audio & Radios button.
The PFD GTC also allows for configuring the active nav source, managing OBS mode, scrolling the CAS
window, managing any bearing pointers to be displayed within the HSI, manually adjusting speed bugs on
the airspeed tape, configuring any timers, and setting minimums.
A number of PFD map settings are also available, including inset maps (displayed only in full screen mode)
or the HSI moving map. A traffic map shortcut on the top right of the screen displays the traffic inset map.
Additional PFD settings for wind data display, AoA indication, PFD baro units, meters altitude overlay,
synthetic vision, and others, are available using the PFD Settings button.
Fig 4-7-1 – The PFD Garmin Touch Controller
MFD Garmin Touch Controller

The majority of the navigation and flight management functions are accessed via the MFD GTCs, which
are located underneath the MFD, to the right or left of the pilot. All flight management functions are only
available via this GTC, and any pane management for the PFD split pane is also only available via this GTC.
Split panes on the PFD are not controlled via the PFD GTC.
The MFD GTC also allows for quick management of the COM radios via the top communication bar. Other
radios may be accessed using the Audio & Radios button on the top left of the GTC interface. A
Page 4-9
MODEL 700 Avionics
transponder shortcut area is on the top right corner of the GTC, and allows access to the transponder
modes and code tuning.
Fig 4-8-1 – MFD Garmin Touch Controller
The Map, Traffic, and Weather buttons will switch the selected pane to the moving map, traffic display, or
radar display respectively. If the pane is already selected to that page, pressing the button will open the
settings page for that particular type of pane on the GTC interface.
The Direct-To, Flight Plan, and PROC buttons will take you to those flight management functions on the
GTC interface, while the Aircraft Systems button will take you to the Longitude systems management
page. The Utilities button will open the utilities GTC page, which allows access to timers, minimums,
avionics settings setup, and GPS status.
On the bottom row of the MFD Home screen, you can access PERF (allows takeoff, landing, and enroute
performance data to be entered and calculated for V Speeds), Waypoint Info (Airport, VOR, NDB,
intersection information, as well as user waypoint info/creation), or Nearest (nearest airports, VORs, NDB,
intersections, and user waypoints). Finally, the bottom physical knobs of the GTC are very multifunctional,
with the present functions available in the current page context displayed on the bottom of the GTC
above the respective knob. Note that the knobs can be rotated, used in a joystick fashion, and/or pushed
like a button depending on the current GTC context.
Page 4-10
MODEL 700 Avionics
Page 4-11
MODEL 700 Electrical System
V - Electrical System
Table of Contents
Electrical System Overview ............................................................................................................................................................... 2
Simulation Notes ............................................................................................................................................................................. 2
Electrical Buses ................................................................................................................................................................................. 2
Main Batteries ................................................................................................................................................................................... 2
Standby Battery ................................................................................................................................................................................ 3
Engine Generators........................................................................................................................................................................... 3
APU Generator.................................................................................................................................................................................. 3
Power Transfer and Conversion Unit (PTCU)........................................................................................................................ 3
External Power .................................................................................................................................................................................. 3
Electrical System Controls ................................................................................................................................................................. 4
L/R MAIN Buttons ........................................................................................................................................................................... 4
L/R ELEC Buttons ............................................................................................................................................................................. 4
INTERIOR Button ............................................................................................................................................................................. 5
STBY PWR Switch............................................................................................................................................................................. 5
L/R/APU GEN Switches.................................................................................................................................................................. 5
BUS TIE Button.................................................................................................................................................................................. 5
L/R BATT Buttons............................................................................................................................................................................. 6
PTCU HYD GEN Knob Position ................................................................................................................................................... 6
Electrical System Indications ............................................................................................................................................................ 7
EIS Indications................................................................................................................................................................................... 7
Synoptics Indications ..................................................................................................................................................................... 7
Page 5-1
Electrical System Overview

The Longitude electrical system is of a dual-bus DC powered design. Each bus half consists of a battery
and engine driven generator. Modeled on this Longitude are the optional 26.4V Li-Ion batteries.
Additionally, an APU driven generator can provide power to the system, as well as the hydromechanically
powered PTCU motor-generator, which gives the Longitude exceptional power redundancy. The buses are
isolated during normal operations but may be tied together if required.
An independent standby instrument battery provides power to the standby flight instruments in the
cockpit.
Simulation Notes
The Longitude includes a custom electrical system containing all of the numerous automation features
found on the real aircraft, such as the automated bus tie system and automated generator bus
connection. Cockpit equipment is powered by the correct buses, and a simulation of correct charging
amperage has been built using real charge curves and battery resistance values. The PTCU, a unique item
on the Longitude that allows generation of power from hydromechanical energy, has also been fully
modeled and will provide power to the systems if engaged.
Electrical Buses
Each electrical system bus half is split into a few sub-buses for isolation during abnormal operations.
 Hot Battery Bus: The battery is always connected to this bus, and powers a few small items.
 Service Bus: This bus powers a number of exterior service items (not modeled) as well as
redundant fuel system power.
 Emergency Bus: This bus powers all equipment strictly necessary to land the aircraft in an
emergency.
 Mission Bus: The bus powers all items required to fly the aircraft normally, but without system
redundancy. The PTCU hydraulic motor-generator can provide enough power to support the
Mission and Emergency buses.
 Main Bus: This bus powers optional and system redundancies. An engine or APU generator is
required to sufficiently supply main bus power during flight operations.
 Interior Bus: This bus powers cabin items.
 Standby Bus: This bus powers the standby flight instruments.
Main Batteries
The dual main batteries are a Li-Ion type, with a nominal 26.4V at full charge and 44 amp-hours. The
batteries are sufficient to provide power to the items on the Emergency Bus for over 40 minutes, if the
electrical bus is set to EMER within 5 minutes of power loss.
Page 5-2
Standby Battery
The standby battery is a 24V, 10.4 amp-hour lead-acid battery with integral diagnostic and test systems. It
can be tested using the STBY PWR switch. The standby battery is connected to the Left Mission Bus for
charging only, and will supply at least 180 minutes of power to the standby instruments in case of an
electrical failure.
Engine Generators
An engine driven generator is mounted to each engine and provides power to its half of the dual-bus
electrical system. The generators are 28V, rated for 400A of power supply on the ground and 500A of
power supply during flight operations.
APU Generator
One APU driven generator is mounted to the APU and is also 28V, providing 500A of power on the
ground and 400A of power during flight operations. The APU is connected to the left electrical bus
system, but can provide power to both sides when the buses are tied.
Power Transfer and Conversion Unit (PTCU)

The PTCU hydromechanical motor-generator can operate in generator mode to convert hydromechanical
power provided by the engine driven hydraulic pumps to electrical power available for system
consumption. The PTCU provides 28V power with a maximum supply load of 200A. The PTCU generator
can supply enough to operate the emergency and mission buses in their entirety if required.
External Power
External power may be supplied to the aircraft via an external power connection. External power is not
required for charging the batteries or starting the APU. Battery power is sufficient for APU start, and the
APU generator is sufficient for charging the batteries.
Page 5-3
Electrical System Controls
Fig 5-3-1 – Electrical System Controls
L/R MAIN Buttons

The L and R MAIN buttons control power from the on-side electrical bus to the Main bus. This momentary
press button has the following states:
 ON (Cyan): The MAIN bus is connected to the on-side bus via a connection to the MISSION bus.
 OFF (White): The MAIN bus is disconnected from the on-side bus. Setting MAIN to OFF triggers
the MAIN BUS OFF L/R message to alert the pilots to this condition if it was not intended.
L/R ELEC Buttons

The L and R ELEC buttons control the connection between the MISSION and EMER buses. Because the
MAIN and INT buses connect via the MISSION bus, this also can affect power to those buses. This
momentary press button has the following states:
 ON (Cyan): The MISSION and EMER buses are connected.
 EMER (Amber): The MISSION and EMER buses are isolated from each other. Power to the
MISSION bus and the MAIN & INT buses (via the MISSION bus) will be available via the on-side
engine generator only. Setting ELEC to EMER triggers the ELEC EMER L/R message to alert the
pilots to this condition if it was not intended.
Page 5-4
INTERIOR Button
The INTERIOR button controls the connection of both side interior buses to their respective MISSION
buses. This momentary press button has the following states:
 NORM (Cyan): The INTERIOR bus system logic handles the connection of cabin electrical items to
the bus.
 OFF (White): The INTERIOR buses are disconnected from the MISSION buses.
STBY PWR Switch

The STBY PWR switch controls solely the connection of the standby battery bus to the standby flight
instruments. The standby battery does not provide power to any other systems. The STBY PWR switch has
the following positions:
 ON: The standby flight instruments are powered. If the switch is in this position and the standby
battery is not actively being charged, an amber LED indicator to the left of the switch will light to
alert the pilot to this condition.
 OFF: The standby flight instruments are not powered.
 TEST: Tests the charge of the standby battery. The switch must be held in this position during the
test, and a green LED indicator to the left of the switch will light to indicate if the standby battery
has sufficient power. Receiving a green light indicator for greater than 3 seconds while the TEST
position is held is sufficient to determine that the battery has enough charge remaining.
L/R/APU GEN Switches

The L and R GEN switches control the connection of the on-side engine driven generators to the MISSION
buses. The switches have the following positions:
 ON: The engine or APU driven generator is connected to the MISSION bus. It is safe to leave the
switch in this position, as the electrical system logic will prevent the connection of the engine or
APU driven generator to the bus unless the generator is ready and stabilized. After the generator
is ready and stabilized, the system will automatically connect the generator to the bus.
 OFF: The generator is disconnected from the MISSION bus. Setting GEN of OFF will trigger the
GEN OFF L/R message to alert the pilots to this condition if it was not intended.
 RESET: The generator logic system will be reset. This position is non-latching and will return to the
OFF position when released.
BUS TIE Button

The Longitude bus tie system is highly automated to relieve pilots of nuisance button presses during
power up operations. When on the ground, pressing the BUS TIE button performs no action, as it is fully
automated. Pressing the button in the air toggles between the two available states.
On the ground the bus tie is normally open, but will be closed (tied) by the automation in any of the
following conditions:
Page 5-5
 A primary power source (engine generator, APU generator, or external power) is only connected
to one bus half. The bus will be tied so the primary power source can provide power to both bus
sides.
 Only one battery is online. The bus will be tied so the single battery can provide power to both
bus sides. This will only occur once during initial power up, and the bus tie is prevented from
closing if one battery is shutdown at a time. Once power is fully removed, this logic is reset.
 During an APU start request. The bus will be tied to ensure the APU receives sufficient power
during this high load operation.
The BUS TIE momentary button has the following states:
 OPEN (Cyan): The two electrical side buses are not tied.
 CLOSED (Amber): The two electrical side buses are tied. While in this state the BUS TIE CLOSED
message will appear to alert the pilots. If both electrical side buses have a connected primary
source of power and BUS TIE is CLOSED for more than 5 minutes, this message will turn to a
yellow caution message to alert the pilots to this condition if it was not intended.
L/R BATT Buttons

The L and R BATT buttons control the connection of the on-side hot battery bus to the EMER bus. This
momentary button has the following states:
 ON (Cyan): The battery is connected via the EMER bus.
 OFF (Amber): The battery is disconnected. Setting BATT to OFF will trigger the BATTERY OFF L/R
message to alert the pilots to this condition if it was not intended.
PTCU HYD GEN Knob Position
Fig 5-6-1 – PTCU knob selected to the HYD GEN position
The Power Transfer and Conversion Unit may also serve as a generator. To engage the PTCU in a
generator mode, the knob can be moved to HYD GEN. This will power the motor-generator from
Page 5-6
hydraulic system A. Moving away from the HYD GEN position and back after 1 second will switch the
source of hydraulic power to hydraulic system B.
Setting PTCU to HYD GEN will trigger the HYD GEN ON message. If another primary power source is
available, this message will turn into a yellow caution message.
Electrical System Indications

EIS Indications
The EIS will display the sensed battery volts and amps at the bottom of the EIS display. Negative amp
numbers indicate the battery is discharging, while positive amp values indicate the battery is charging.
The digits will turn amber reverse video if the values are not within the normal operating range.
Fig 5-6-2 – Electrical EIS Display
Synoptics Indications
The electrical synoptics pane will display the current state of the components of the electrical system,
including bus connection states, power flows, generator states, and battery states. Digits on the pane will
turn amber reverse video if they are not within the normal operating range. Flow lines will be green when
receiving power and connected to power sources.
The electrical synoptics pane is accessed via the Systems page on one of the MFD GTCs.
Page 5-7
Fig 5-8-1 – Electrical Synoptics Pane
Page 5-8
Page 5-9
MODEL 700 Fuel System
VI - Fuel System
Table of Contents
Fuel System Overview ......................................................................................................................................................................... 2
Wing Tanks ........................................................................................................................................................................................ 2
Primary Ejector Pumps .................................................................................................................................................................. 2
Scavenge Ejector Pumps .............................................................................................................................................................. 2
Fuel Boost Pumps ............................................................................................................................................................................ 2
Fuel Recirculation Pumps ............................................................................................................................................................. 2
Fuel Transfer Valve .......................................................................................................................................................................... 3
Shutoff Valves ................................................................................................................................................................................... 3
Temperature Sensors ..................................................................................................................................................................... 3
Fuel System Controls .......................................................................................................................................................................... 3
L/R FUEL BOOST PUMP Buttons................................................................................................................................................ 4
GRAVITY XFLOW Button ............................................................................................................................................................... 4
FUEL TRANSFER Selection Knob................................................................................................................................................ 4
FUEL RECIRC PUMP Button ......................................................................................................................................................... 4
Fuel System Indications ..................................................................................................................................................................... 5
EIS Indications................................................................................................................................................................................... 5
Synoptics Indications ..................................................................................................................................................................... 5
Page 6-1
Fuel System Overview

The Longitude fuel system consists of dual integral wing tanks which normally supply the on-side engine
with fuel, as well as motive-flow ejector pumps, boost pumps, recirculation pumps, and a number of
sensors. APU fuel is supplied by the right fuel tank.
Simulation Notes
The Longitude fuel system is built on the robust MSFS fuel system but also customized on top in a
number of ways. All automation from the real aircraft is modeled, including automated boost pump
management when in NORM modes, automatic recirculation pump management, fuel transfer valve logic,
scavenge pump logic, and custom gravity crossflow simulation & logic.
In addition, a full fuel temperature simulation is included which considers things like wing skin
temperature, the fuel mass, and fuel return temperatures to produce values consistent with real flight log
data and to provide a realistic, authentic flight experience.
Wing Tanks
The wing tanks are of a wet wing design, integral into the structure of the wing. Each wing tank supplies
fuel to its respective engine, while the right tank supplies fuel to the APU. Each wing tank has a usable fuel
capacity of around 1080 US gallons.
Primary Ejector Pumps

The primary ejector pumps are the main means of transport of fuel to the engines during normal
operations. Each ejector pump operated on high-pressure motive flow from the engines which in turn
supplies fuel from the fuel tank hopper back to the engine fuel lines. The ejector pumps also provide
motive flow to the fuel scavenge system.
Scavenge Ejector Pumps

Each wing contains scavenge pumps to move fuel from any low areas of the wing to the primary pump
pickup areas. These pumps primarily run when fuel quantity is low to ensure fuel supply is maintained, but
may also run when the fuel temperature is very low to assist in thermal circulation.
Fuel Boost Pumps

The fuel boost pumps are electrically driven, and provide fuel during operations where the ejector pumps
may be insufficient or not running, such as during engine start (to prime the ejector pumps and main fuel
system) or when fuel quantity is low. The fuel boost pumps are also utilized to transfer fuel through the
fuel transfer valve.
As the APU cannot maintain a motive-flow pump, the right boost pump is utilized during APU operation.
Fuel Recirculation Pumps

The fuel recirculation pumps are on during all normal operations and circulate fuel through the wing to
ensure that temperature control of the fuel mass is even and consistent. The fuel recirculation pumps will
not run while the boost pumps are running.
Page 6-2
Fuel Transfer Valve

The fuel transfer valve, in conjunction with a fuel boost pump, allows for fuel to be transferred from one
wing tank to another. Because the fuel transfer valve is a single valve, attempting to transfer fuel with both
fuel boost pumps active will push fuel in both directions, netting in zero fuel transfer.
Shutoff Valves
The left engine, right engine, and APU fuel shutoff valves control the flow of fuel to the respective
turbines. The APU shutoff valve is normally closed and opens when the APU is in use.
Temperature Sensors
Two fuel temperature sensors, installed in each wing, read the temperature of the fuel in the tank and
relay that to the computers and cockpit indications. Additionally, sensors provide fuel temperature
readings for each main fuel inlet line.
Fuel System Controls
Fig 6-3-1 – Fuel System Controls
Fig 6-3-2 – Fuel Recirc Pump Control
Page 6-3
L/R FUEL BOOST PUMP Buttons

The fuel boost pump buttons control the operational mode of the two fuel boost pumps. This momentary
button has the following states:
 NORM (Cyan): The boost pump is in the automated NORM mode. In NORM mode, the fuel boost
pump will automatically operate for engine start, fuel transfer operation, APU operation, and
when fuel quantity is low.
 ON (Amber): The fuel boost pump is on.
When the fuel boost pump is on, whether by automatic logic or manually, the white FUEL BST PUMP ON
L/R message will be triggered.
GRAVITY XFLOW Button

The gravity crossflow button controls the operation of the gravity crossflow valve which allows for gravity-
based passive fuel transfer between tanks. This button has no effect on the ground, to prevent fuel
flowing to the downhill wing tank. This momentary button has the following states:
 CLOSED (Cyan): The gravity crossflow valves are closed.
 OPEN (White): The gravity crossflow valves are open. Setting GRAVITY XFLOW to OPEN will
trigger the white FUEL GRV XFLOW ON message.
FUEL TRANSFER Selection Knob

The fuel transfer selection knob controls the opening of the fuel transfer valve and the commanding
active of the appropriate fuel boost pump for transfer. The fuel boost pump is used to pump fuel through
the transfer valve to the opposite fuel tank. The knob has three positions:
 L TANK: Fuel is transferred from the right tank to the left tank. The right boost pump will be
activated, and the fuel transfer valve will be opened.
 OFF: The fuel transfer valve is closed.
 R TANK: Fuel is transferred from the left tank to the right tank. The left boost pump will be
activated, and the fuel transfer valve will be opened.
The white FUEL TRANSFER ON message will be triggered if either the L TANK or R TANK positions are
selected. If fuel has been transferring for more than 10 minutes or if fuel is being transferred to a tank that
has more than 60 pounds more fuel than the tank being transferred from, this message will become a
yellow warning message.
A yellow FUEL TRANSFER FAIL message will be triggered if fuel is attempted to be transferred but both
fuel boost pumps are currently active. This condition results in a net zero fuel transfer, as both pumps
push fuel through the transfer valve.
FUEL RECIRC PUMP Button

The fuel recirc pump button controls the state of both fuel recirculation pumps. This is normally NORM
but can be set to OFF if required by an AFM procedure. This momentary button has the following states:
Page 6-4
 NORM (Cyan): The recirculation pumps are automatically controlled. Recirc pumps will be active
under normal operations unless an on-side fuel boost pump is active or the fuel temperature is
very low.
 OFF (White): The fuel recirculation pumps are commanded off.
Fuel System Indications

EIS Indications
The fuel system indications on the EIS display the total fuel quantity, the quantity of fuel in each engine,
and the fuel tank temperature. Under the engine N2% the fuel flow will be displayed, in pounds. These
digits will turn amber reverse video if the values are not within normal operating parameters.
If the fuel imbalance is greater than 500 pounds, the yellow FUEL IMBALANCE message will be triggered.
Fig 6-5-1 – EIS Fuel System Indications
Fig 6-5-2 – EIS Fuel Flow Indication
Synoptics Indications
The Fuel synoptics pane displays an assortment of values and state relating to the fuel system. At the top
are each tank level, with a value and bargraph indication, as well as tank temperatures and total fuel. The
state of the gravity crossflow valves is also displayed at the top of the pane.
Recirc pumps appear at the top of each wing shape, with the boost pumps underneath and to the
inboard. The motive-flow ejector pumps appear in the middle, with the scavenge valves to the inboard of
the ejector pumps. The fuel transfer valve appears at the bottom center of the wing shape between each
wing.
At the bottom of the pane appear the engine and APU icons, along with their associated fuel shutoff
valves, as well as the fuel inlet temperatures. All digits on this pane will appear in amber reverse video if
outside operating parameters. Flow lines are green when active and white when inactive.
If the inlet fuel temperature is less than +3C, the yellow FUEL INLET COLD L/R message will be triggered.
Page 6-5
Fig 6-6-1 – Fuel Synoptic Pane
Page 6-6
Page 6-7
MODEL 700 Engines
VII - Engines
Table of Contents
Engines Description ............................................................................................................................................................................. 2
Engines Overview ................................................................................................................................................................................. 2
Full Authority Digital Engine Control (FADEC) ..................................................................................................................... 2
Air Turbine Starter (ATS) ............................................................................................................................................................... 2
Thrust Reverser................................................................................................................................................................................. 2
Engine Controls ..................................................................................................................................................................................... 2
Throttle Operations ........................................................................................................................................................................ 4
Autothrottle Operations ............................................................................................................................................................... 4
Engine Starting ................................................................................................................................................................................. 5
Engine Dry Motoring ..................................................................................................................................................................... 6
Engine Indications ................................................................................................................................................................................ 6
EIS N1% Indicator ............................................................................................................................................................................ 6
Thrust Reverser Indications ......................................................................................................................................................... 7
EIS Engine Start Indications ......................................................................................................................................................... 7
EIS ITT Indicator ............................................................................................................................................................................... 8
Page 7-1
MODEL 700 Engines
Engines Description
The Longitude is powered by a pair of Honeywell HTF770L turbofan engines attached to the sides of the
rear fuselage. Each engine is flat rated at 7,665lbs of thrust at up to ISA +18.9C. The engines also provide
bleed air for pneumatics and environmental systems. Also attached are the hydraulic pumps and DC
electrical generators. Each engine is controlled by a Full Authority Digital Engine Control system.
Simulation Notes
The custom engine simulation uses the MSFS turbine engine for all thrust, ITT, fuel flow, and oil, but builds
on top of that solid foundation with a comprehensive simulation of the FADEC and autothrottle systems.
The FADEC simulation includes all correct engine thrust modes; multiple flight data-matching N1 target
maps for multi, single, and A/I on operation; correct auto-start and ignition logic, and more.
The autothrottle simulation is robust. All autothrottle modes are available including max and min speed
protection modes, and a high quality control loop is implemented for accurate and authentic speed
control response.
The engine flight model has been tuned for accurate speeds, climb rates, and fuel flows using book
performance values.
Engines Overview
Full Authority Digital Engine Control (FADEC)
The FADEC computer engine control system continuously monitors the air temperature and pressure via
internal sensors or ADC supplied values and via logic in the system will adjust ignition, thrust, engine
synchronization, and other parameters. The FADEC is powered by an engine-integral alternator that will
provide power any time the engine is running. Additionally, the FADEC has a number of modes of
operation, which are displayed to the pilot on the instruments.
Air Turbine Starter (ATS)

The engine air turbine starter provides high pressure air for starting and motoring of the engine when
bleed air is supplied. When the starter is engaged, the ATS valve is opened allowing this high pressure air
to drive the starter, which is coupled to the engine via the accessory shaft.
Thrust Reverser
The Longitude engines contain a pivot door type thrust reverser which is hydraulically actuated. When
activated, the thrust reverser directs thrust forward of the engine allowing for additional deceleration
during landing rollout and a reduction in brake wear. The left thrust reverser is actuated from hydraulic
System A and the right from hydraulic System B.
Engine Controls
The engine throttle quadrant contains all the relevant controls for managing the engines of the Longitude.
Two large throttle levers provide throttle lever angle data to the FADEC, which schedules thrust based on
Page 7-2
MODEL 700 Engines
the position of the throttle levers. The throttle levers are continuous and have no detents; instead the
FADEC will choose the appropriate thrust mode based on where the throttle lever is placed in the
appropriate thrust mode range.
On the throttle levers are also the TO/GA arm button, which is to the outboard side of each throttle lever
on the side of the handle. At the front of the handle near the handle and lever arm joint is the autothrottle
disconnect button. On the outboard side of the throttle lever near the middle of the arm is the
autothrottle arm button and housing, which faces aft.
Below the throttle area on the center pedestal are the ENGINE RUN/STOP buttons with safety covers as
well as the ENGINE STARTER buttons.
Fig 6-3-1 – Throttle Quadrant
Page 7-3
MODEL 700 Engines
Fig 6-4-1 – Location of the AT DISC buttons on front of handles (photo facing aft)
Fig 6-4-2 – Location of the TO/GA button (handle, left side) and AT arm button (handle arm, left side,
facing aft)
Throttle Operations
Changing the engine throttle setting is accomplished by moving the throttles through the range. TO
thrust mode is selected by moving the throttles fully forward, with CLB and CRU modes progressively
further back along the throttle range.
Autothrottle Operations
The AT button at the rear of the throttle lever arm will arm/engage or disengage the autothrottle system.
The autothrottle can also be disconnected using the button on the front of the throttle lever handles. The
autothrottle mode is determined by the system and phase of flight. Target airspeed can be determined by
the automation (using the FMS selection on the Speed Control knob on the autopilot panel) or manually
(using the MAN selection on the same knob) by adjusting the knob up or down. The autothrottle has the
Page 7-4
MODEL 700 Engines
following modes, which are shown on the AFCS Status Box on the top of the PFD (white when armed,
green when active):
 TO: The autothrottle is targeting takeoff thrust.
 HOLD: The autothrottle servos are disabled to allow throttle to be held in place during takeoff up
to 400 feet AGL
 CLIMB: The autothrottle is targeting the FADEC CLB thrust mode.
 DESC: The autothrottle is targeting an idle thrust for descent.
 SPD: The autothrottle is targeting a set airspeed.
 RETARD: The autothrottle is reducing throttles to idle during landing operations below 40 feet
AGL.
 MAX SPD: The autothrottle has engaged the max speed throttle protection mode and will limit
throttle to prevent overspeed.
 MIN SPD: The autothrottle has engaged the min speed throttle protection mode and will increase
throttle to prevent nearing stall speeds.
On the ground during takeoff and once the throttle is advanced towards takeoff power, the autothrottle
will engage HOLD and disable the AT servos to prevent any autothrottle servo-induced power reductions
during the critical takeoff operations phase. The pilots will see TO, however, when performing go-around
operations at takeoff power, where HOLD is not active. HOLD will only activate when on the ground.
Engine Starting
Starting the engine is accomplished with the buttons located aft of the throttle quadrant on the center
pedestal. The RUN/STOP button controls the FADEC engine run or stop state. The START button is a
momentary button that operates in two modes:
 With the RUN/STOP button in STOP: Dry motors the engine while the start button is held. Once
the button is released, the starter valve will close and the dry motoring will discontinue.
 With the RUN/STOP button in RUN: A press of this button will engage the automatic engine start
sequence. The engine start sequence will continue until the start operation is complete. The
button does not need to be held while the sequence proceeds, and will automatically disengage
upon completion of the engine start sequence.
When the engine starter is active, the START button will light white. Start PSI indicated in the Start PSI box
on the EIS should indicate 32 PSI or greater before attempting to engage the starter.
Engines may be started using APU bleed air or alternatively may also be started using opposite engine
bleed air. Setting the RUN/STOP button to STOP while the engine is running will shut down the engine.
Setting the button to STOP can also abort an engine start if desired.
The bleed air system automatically removes bleed air supply to the air conditioning system when an
engine is starting, to ensure the engine air turbine starter has sufficient bleed air flow. If the left engine is
started with both the right engine and APU running, the system will start the left engine via the APU only,
Page 7-5
MODEL 700 Engines
leaving the right engine to power the ACS during the engine start sequence. As such it is recommended
to start the right engine first unless otherwise directed.
Engine Dry Motoring

After the engine is shut down, portions of the engine cool at different rates than other portions of the
engine. This can lead to bowing of engine components. In order to prevent undue engine wear, an engine
dry motor is recommended to be performed if an engine start is to be attempted 15 to 180 minutes after
engine shutdown. If such a procedure is recommended, the white ENG DRY MTR PROC L/R message will
be triggered. To perform an engine dry motor procedure:
 Ensure the RUN/STOP button is in the STOP position
 Ensure either APU or opposite engine bleed air is available and 32 PSI of pressure or greater
shows in the Start PSI box
 Hold the START button for the engine to be dry motored for 15 seconds or up to 20% N2
After the dry motor procedure is complete, the ENG DRY MTR PROC L/R message will disappear after
three minutes. When the message disappears, the engine may be started.
Dry motor and shutdown times can be checked in the Summary synoptics pane, accessed via the Systems
page on a MFD GTC.
Engine Indications
Important engine operating parameter indications are displayed on the EIS in the top left corner. These
indications include N1%, ITT, N2%, fuel flow, oil pressure, and oil temperature.
EIS N1% Indicator

Thrust Mode Indicator N1 Arc
N1 T Bug
Current N1% Needle N1 V Bug
Current N1% Value
Fig 6-5-1 – EIS Engine N1 Indicators
The N1 Indicator presents a large amount of data regarding the speed of the engine, engine speed
targets, and other FADEC values. The green arc is the normal operational range of the engine, with the rec
portion of the arc indicating the engine exceedance range. The current N1% needle and the N1% value
display the current engine N1 speed.
The N1 T bug is the currently selected thrust corresponding to the throttle lever angle, with the N1 Arc
indicating the delta between the current engine speed and the desired engine speed. The N1 V bug
indicates the engine speed corresponding to the current FADEC thrust mode. The N1 Arc and T bug are
cyan when pilot selected, green when pilot selected and matching a FADEC thrust mode, and magenta
when under autothrottle control. The N1 V bug is white when the pilot selected speed does not match a
Page 7-6
MODEL 700 Engines
FADEC thrust mode, green when the pilot selected engine speed is matching, and magenta when under
autothrottle control.
The thrust mode indicator shows the current FADEC thrust mode:
 TO: Takeoff
 CLB: Climb
 CRU: Cruise
 APR: Automatic Power Reserve
 T/R: Thrust Reverse
Thrust Reverser Indications
Fig 6-6-1 – EIS N1 Indicator with thrust reverser indications
Thrust reverser indications appear at the top of the N1 indicator, and show the following possible states:
 T/R UNLOCK: The thrust reverser has been unlocked and is deploying.
 T/R DEPLOY: The thrust reverser is deployed and locked in the deployed position.
EIS Engine Start Indications
Fig 6-6-2 – EIS Engine start indications
Prior to both engines running, the starter PSI start box will appear between the ITT gauges. This shows the
amount of pressure available at the ATS starter valve for engine start. PSI for engine start should be at
least 32 PSI. Additionally, START will appear vertically while the engine FADEC is performing the engine
start procedure.
Page 7-7
MODEL 700 Engines
EIS ITT Indicator
Fig 6-7-1 – EIS Engine ITT Indicators
The EIS ITT indicators are located under the N1 indicators. The green arc indicates the normal operating
range, with the red arc indicating the unsafe operating range. The needle shows the current engine ITT
and the numeric value is also shown, prior to engine start. Once the engine is started, the ITT numeric
value is removed from the display. The pilot may show the ITT digits by using the Systems Propulsion
page on the GTC and enabling Engine Display Digits.
The red unsafe range lowers to the hot start range during start, and returns to the normal range after the
engine is started.
Page 7-8
MODEL 700 Engines
Page 7-9
MODEL 700 Auxiliary Power Unit
VIII - Auxiliary Power Unit

Table of Contents
Auxiliary Power Unit Description .................................................................................................................................................... 2
APU Fuel.............................................................................................................................................................................................. 2
APU Controls .......................................................................................................................................................................................... 2
APU Indications ..................................................................................................................................................................................... 3
Page 8-1
Auxiliary Power Unit Description

The Longitude is equipped with a Honeywell Model 36-150[EMB] turbine powered auxiliary power unit.
This APU is designed for unattended operation. The APU provides both electrical power and a source of
bleed air for pneumatics and environmental systems.
The APU is also certified for use in flight up to FL350. The maximum altitude for starting the APU while in
flight is FL310.
Simulation Notes
The Longitude APU uses the standard MSFS APU simulation plus a custom APU EGT simulation, but then
feeds and is affected by the custom bleed air and fuel system simulations.
APU Fuel
Fuel for the APU is sourced from the right fuel tank. As the APU does not have enough flow to power the
motive-flow ejector pumps, the right fuel boost pump is engaged when starting and operating the APU. If
the right engine is running, the boost pump is no longer required and will turn off.
APU Controls
The APU is controlled by a single three position knob, located in the aft right corner of the center
pedestal. This knob has the following positions:
 OFF: The APU is powered off.
 ON: The APU is running.
 START: The APU start sequence will begin. This is a momentary spring loaded position and will
return to the ON position.
A white APU ON message will be triggered if the APU is on above FL200. A yellow APU ON message will
be triggered if the APU is on above the maximum certified usage altitude of FL350.
NOTE:
Bleed air will not be provided until 90 seconds after the APU is started..
Fig 6-2-1 – APU Controls
Page 8-2
APU Indications
The APU indications appear on the lower right corner of the EIS and include the RPM as a percentage and
APU EGT. The APU is automatically controlled so that 100% RPM is maintained as APU load changes. A
white APU OFF replaces the RPM and EGT displays when the APU is not running.
Fig 6-3-1 – APU EIS Indications
APU Hours and Cycles for the current airframe are displayed on the Propulsion page, accessed via the
Systems page on a MFD GTC. The Longitude saves this information per individual airframe, which is
determined by the tail number chosen.
Fig 6-3-2 – APU Hours and Cycles indication on the Propulsion page
Page 8-3
Page 8-4
MODEL 700 Pneumatics
IX - Pneumatics
Table of Contents
Pneumatic System Description ....................................................................................................................................................... 2
Pressure Regulating Shutoff Valves (PRSOVs) ..................................................................................................................... 2
Bleed PRSOVs ................................................................................................................................................................................... 2
APU Shutoff And Check Valves .................................................................................................................................................. 2
Bleed Air Isolation Valve and Wing XFlow Valve ................................................................................................................ 3
Bleed Air Controls ................................................................................................................................................................................ 3
L/R ENG BLD AIR Buttons ............................................................................................................................................................ 3
APU BLEED Button .......................................................................................................................................................................... 3
BLEED ISOLATE Button .................................................................................................................................................................. 4
L/R PRESS SOURCE Buttons ........................................................................................................................................................ 4
FLOW Button ..................................................................................................................................................................................... 4
Bleed Air Indications ........................................................................................................................................................................... 4
ECS and Anti-Ice Synoptics ......................................................................................................................................................... 4
Pre-Flight Synoptic ......................................................................................................................................................................... 6
Page 9-1
Pneumatic System Description

The Longitude contains a comprehensive pneumatic system that powers a number of important areas,
including cabin pressurization, environmental control, the air turbine starters, and anti-ice systems. Bleed
air for the pneumatic systems is sourced from the engines or APU. Ground pneumatic source is not
modeled.
Engine bleed air may be taken from either the high pressure (HP) source (from the engine high-stage
compressor), low pressure (LP) source (from the engine intermediate-stage compressor), or both. If the LP
source is sufficient for the current operational settings, the HP source is not used, to increase engine
efficiency.
Simulation Notes
The Longitude includes a fully custom and comprehensive bleed air system built from the ground up for
this aircraft. The bleed air system is fully flow based, and computes pressures and temperatures in real-
time from valve and line conditions as well as LP and HP source contributions at various engine speeds.
Bleed air routing will affect the air conditioning and anti-ice systems in correct ways. Engine performance
changes based on bleed air load are also modeled, such as N1 drop, ITT rise, and decreased fuel
efficiency.
Additionally, the full array of complex Longitude bleed air automation logic found on the real aircraft is
faithfully represented here.
Pressure Regulating Shutoff Valves (PRSOVs)

Each engine contains two PRSOVs, one for each bleed air stage. The LP source will normally supply the
bleed air requirements for all connected systems, unless the pressure provided is less than the HP
regulation point. When the pressure provided by the LP bleed falls below this point, the HP PRSOV will
open and the HP bleed will also provide bleed air to the connected systems.
The HP regulation point is normally set at 31.5 +/- 2.5 PSIG, however it will shift to 52 +/- 6 PSIG when
wing anti-ice is requested, in order to satisfy the higher wing anti-ice bleed air requirements.
Bleed PRSOVs
The bleed PRSOVs control the flow of the engine bleed air to the main bleed air manifold. These valves
are controlled electronically, and when signaled open, will open only with pressure beyond 12 PSIG in
order to ensure that the bleed air sources are stable before attempting to supply bleed air.
APU Shutoff And Check Valves

The APU shutoff valve is similarly electronically controlled, and when signaled open will open when the
APU bleed air pressure is sufficient for the supply. In combination with the APU check valve these also
prevent bleed air flow in the wrong direction.
Page 9-2
Bleed Air Isolation Valve and Wing XFlow Valve

The bleed isolation valve is used to isolate the two halves of the bleed air system, or to couple the sides if
desired or required. When the bleed isolation valve is open, the two sides of the main bleed air manifold
are connected and bleed air sources from either side of the manifold can be used to power all
pneumatically powered systems. In addition, a wing-only crossflow valve allows for left-only or right-only
sourcing of heated bleed air to both wing leading edges while avoiding coupling the main bleed air
manifold to ensure adequate wing anti-ice bleed air.
Bleed Air Controls

The bleed air controls are located at the rear of the center pedestal, in the middle control section to the
aft of the environmental controls.
Fig 9-3-1 – Bleed Air Controls
L/R ENG BLD AIR Buttons

The L and R ENG BLD AIR buttons control the flow of bleed air from the engines to the bleed air system.
These momentary buttons have two possible states:
 NORM (Cyan): Control of the bleed air source is automatic. The bleed air source will flow to the
main manifold under almost all operational conditions. Bleed valves may close during some
engine start conditions to provide maximum bleed air to the ATS while preventing bleed draw to
the opposite engine.
 OFF (Amber): The engine bleed air source is turned off. A yellow ENG BLEED OFF L/R message
will trigger, if on the ground. This message will be white if in the air.
APU BLEED Button

The APU BLEED button controls the flow of bleed air from the APU to the left bleed air manifold. This
momentary button has two possible states:
Page 9-3
 NORM (Cyan): Control of the APU bleed air source is automatic. Bleed air will flow from the APU
to the left bleed air manifold. Bleed air is provided 90 seconds after the APU is started.
 OFF (Amber): The APU bleed air source is turned off. The APU bleed air PRSOV will be signaled
closed. A yellow APU BLEED OFF message will trigger, if on the ground. This message will be
white if in the air.
BLEED ISOLATE Button

The BLEED ISOLATE button controls both the main bleed air manifold bleed isolation valve as well as the
wing crossflow valve. This momentary button has two possible states:
 NORM (Cyan): Control of the bleed isolation and wing crossflow valves is automatic. The bleed
isolation valve will be commanded closed except during engine start operations where bleed air
must be sourced from the opposite side of the manifold. If the aircraft is in the air and an engine
has been shutdown for more than two minutes or if the aircraft is in the air and an engine is being
started, then a yellow BLEED ISOLATE NORM message will be triggered to alert the pilots that
they should select cross flow of the bleed system.
 XFLOW (White): The bleed isolation valve is commanded open, unless wing anti-ice is requested.
If wing anti-ice is requested, the bleed isolation valve will remain closed and the wing crossflow
valve will open instead. A white BLEED ISOLATE XFLOW message will be triggered. This message
will become yellow if throttles are advanced to takeoff on the ground or if both engine bleed air
sources are available and XFLOW has been selected for more than 5 minutes.
L/R PRESS SOURCE Buttons

The L and R PRESS SOURCE buttons control the flow of bleed air from the on-side manifold half to the
environmental control system and pressurization system. Additional description of these buttons as they
relate to those systems can be found in their respective operator’s guide sections.
FLOW Button
The FLOW button controls whether the bleed air system is in a normal or high flow mode. This primarily
affects the environmental control system. More details can be found in the respective operator’s guide
section.
Bleed Air Indications

ECS and Anti-Ice Synoptics
Indications for systems connected to the pneumatics are displayed on the ECS synoptics pane and the
Anti-Ice synoptics pane, accessible via the Systems page on a MFD GTC. The ECS pane shows the flow of
bleed air into the environmental control system, and the Anti-Ice synoptics pane shows the flow of bleed
air into the wing and engine anti-ice systems. The separate HP and LP valves appear on the Anti-Ice
synoptic. There are no display indications for the main bleed air manifold path to the air turbine starters.
Page 9-4
Fig 9-5-1 – ECS Synoptic Pane
Page 9-5
Fig 9-6-1 – Anti-Ice Synoptic Pane
Pre-Flight Synoptic
The Pre-Flight synoptic pane, accessible through the Systems page on a MFD GTC, shows the status of
both power-on pneumatic derived tests and taxi tests. These tests are described in more detail in the
Crew Alerting System operator’s guide section.
Page 9-6
Fig 9-7-1 – Some pneumatic relevant tests (bleed leak, pressurization, wing anti-ice)
Page 9-7
Page 9-8
MODEL 700 Air Conditioning
X – Air Conditioning
Table of Contents
Air Conditioning Description ........................................................................................................................................................... 2
Air Cycle Refrigeration Pack (ACRP)......................................................................................................................................... 2
Air Conditioning Controls ................................................................................................................................................................. 2
CABIN/CKPT TEMP Knobs ............................................................................................................................................................ 3
ECS Knob ............................................................................................................................................................................................ 3
FLOW Button ..................................................................................................................................................................................... 4
GTC Temperature Page ................................................................................................................................................................. 4
APU and the Air Conditioning System .................................................................................................................................... 5
ACS During Engine Start............................................................................................................................................................... 5
ACS Indications ..................................................................................................................................................................................... 5
Page 10-1
Air Conditioning Description

The Longitude Air Conditioning System (ACS) provides the cabin and cockpit with climate-controlled air,
ensuring optimal passenger comfort, cockpit visibility, and safety. Air is continuously fed into the cabin via
bleed air from the ACS and exits the cabin via the cabin pressurization system valves. The ACS consists of
an Air Cycle Refrigeration Pack (ACRP) and associated components that take engine and APU bleed air
and condition it for usage in the cabin and cockpit environments.
Simulation Notes
The Longitude includes a full simulation of the ECS and air conditioning systems. This includes ACM and
Heat Exchanger only modes, with appropriate cabin and heating capacities and capabilities. The bleed air
system simulation is fed into the air conditioning simulation, providing temperature simulation for the
pack source outlets, realistic heat transfer to and from the interior air mass, all able to be managed by an
automated temperature controller.
Air Cycle Refrigeration Pack (ACRP)

The ACRP is primarily composed of two high level units: a series of heat exchangers and an Air Cycle
Machine (ACM). The ARCP is capable of delivery a wide temperature range of conditioned air to provide
excellent cabin heating and cooling performance.
Primary and secondary heat exchangers are within the ram air flow and remove heat from the bleed air
source prior to reaching the ACM. The ACM cools the air via standard compressor-based refrigeration and
the secondary heat exchanger will remove the hot compressor air.
In case of a leak, both the heat exchangers and ACM can be isolated from the bleed air flow. Doing so can
impact the performance of the heating and cooling of the cabin. If the heat exchanger is selected as the
sole air conditioning source, the system will be unable to cool the cabin lower than the current RAT.
Air Conditioning Controls

The air conditioning controls are primarily located directly aft of the engine starter button area on the
center pedestal.
Page 10-2
Fig 10-3-1 – Air conditioning controls
CABIN/CKPT TEMP Knobs

The CABIN and CKPT TEMP knobs control the temperature of the cabin and cockpit source ducts that exit
from the ACRP. When the knobs are in NORM, the temperature exiting the ducts is controlled by the
cabin temperature controller to regulate the cabin and cockpit temperatures to the values selected on the
GTC Temperature Page. The selected cabin and cockpit temperatures will be maintained by the
temperature controller.
When the knobs are moved to the manual range, the cabin and cockpit supply duct temperature is
controlled by the knob position. The cabin and cockpit selected temperature will not be automatically
maintained and must be managed by increasing or decreasing the supply temperature to reach the
desired cabin and cockpit temperatures.
ECS Knob
The ECS knob controls the isolation mode of the ACRP. The knob has three positions:
 NORM: The ACS is controlled by the temperature controller and targets the temperature on the
GTC Temperature Page. Bleed air will pass through both the heat exchangers and the ACM for
best ACS performance.
 ACM ONLY: The heat exchangers will be bypassed, and the ACS will operate via the ACM only.
When the knob is in this position and the aircraft is on the ground, the yellow ACM ONLY
message will be triggered.
 HEAT EXCHG ONLY: The ACM will be bypassed, and the ACS will operate via the heat exchangers
only. When the knob is in this position the white HEAT EXCHG ONLY message will be triggered.
This message will become yellow if the airplane is on the ground or if the system has
automatically switched to heat exchanger mode and the knob is not in this position.
Page 10-3
FLOW Button
The flow button controls the flow mode of the bleed air system to the ACS. This momentary button has
two possible states:
 NORM (Cyan): Normal airflow volume will be provided to the ACS.
 HIGH (White): Increased airflow will be diverted and provided to the ACS system to increase
heating and cooling performance. Selecting HIGH on very warm or very cold days is
recommended to maximize climate control rates.

The L and R PRESS SOURCE buttons control the flow of bleed air from each side of the main bleed air
manifold into each side of the ACS manifold. Bleed air flow into the ACS system is required for heating,
cooling, and cabin pressurization. These momentary buttons have two possible states:
 NORM (Cyan): The pressure source valves will be automatically controlled. These valves are
normally open to provide flow to the ACS, except during some engine start operations.
 OFF (Amber): The pressure source valves will be closed. No bleed air will flow from the on-side
main manifold to the on-side ACS manifold.
GTC Temperature Page
Fig 10-4-1 – GTC Temperature Page
The GTC Temperature Page allows the pilots to select the target temperature for the cockpit and cabin
climate control zones. Additionally, the recirc fan speed may be controlled from this page. Pressing the
Units button will allow one to change between C and F units, which will also be reflected on the ECS
synoptic page. The cabin control button will allow the passengers to control the cabin temperature, but
has no effect in the sim at this time.
Page 10-4
For very warm days, selecting the coldest possible target temperature will expedite the cabin and cockpit
cooling process. Conversely, for very cold days, selecting the warmest possible target temperature will
expedite the heating process.
APU and the Air Conditioning System

The APU is specified to produce 100% of it’s maximum ACS performance via bleed air when in High Flow
Mode, and 60% in Normal Flow Mode. Once the APU is started, it will take 90 seconds for bleed air to be
supplied to the ACS. Bleed air is being supplied once the ACS airflow can be heard and felt though the
cabin vents.
ACS During Engine Start

The bleed air system automatically removes bleed air supply to the ACS when an engine is starting, to
ensure the engine air turbine starter has sufficient bleed air flow. If the left engine is started with both the
right engine and APU running, the system will start the left engine via the APU only, leaving the right
engine to power the ACS during the engine start sequence.
As such it is recommended to start the right engine first unless otherwise directed.
ACS Indications
The state of the air conditioning system is displayed on the ECS synoptic pane. This pane shows the flows
of the bleed air system sources into the air conditioning system and the position of various bleed air
valves related to the ACS. Active flows are colored in green, and inactive flows in white.
The cabin and cockpit supply temperatures are also depicted, as well as the current temperatures in each
zone, and the selected target temperature for each zone, displayed in the units selected on the GTC
Temperature page. Recirc fan speed and activity is also shown.
Page 10-5
Fig 10-5-1 – ECS Synoptic Pane
Page 10-6
Page 10-7
MODEL 700 Pressurization
XI – Pressurization
Table of Contents
Pressurization Description ................................................................................................................................................................ 2
Cabin Pressurization Controller and Systems ........................................................................................................................... 2
Ground and Takeoff Modes ........................................................................................................................................................ 2
Climb and Descent Modes .......................................................................................................................................................... 2
Landing Mode .................................................................................................................................................................................. 2
High Altitude Mode........................................................................................................................................................................ 3
Controller Crew Alerts ................................................................................................................................................................... 3
Pressure Relief Valve ...................................................................................................................................................................... 3
Negative Pressure Relief Valve .................................................................................................................................................. 3
Pressurization Controls ...................................................................................................................................................................... 4
GTC Cabin Pressure Page ............................................................................................................................................................. 4
Pedestal Controls ............................................................................................................................................................................ 4
Cabin Dump Button........................................................................................................................................................................ 5
PRESS MODE Button ...................................................................................................................................................................... 5
CABIN ALT Switch ........................................................................................................................................................................... 5
Pressurization System Indications ............................................................................................................................................ 6
EIS Pressurization Display ............................................................................................................................................................ 6
Page 11-1
Pressurization Description
The Longitude is equipped with an automated electronically controlled Cabin Pressurization Control
System (CPCS) that regulates the cabin altitude for maximum pilot safety and passenger comfort. The
system can provide a cabin altitude of just 5,950 +/- 225 feet at FL450. Pressurized ACS air is continually
added to the pressure vessel, and an electronically actuated outflow valve controls the rate at which air
leaves the pressure vessel.
Simulation Notes
The Longitude includes a very complete simulation of the pressurization system found on the real aircraft.
It includes all the various modes, such as climb, descent, manual, high alt, and uses accurate cabin altitude
schedules to provide a very authentic facsimile. The climb and descent rates are likewise accurate to the
real aircraft, taking into account the current modes and conditions.
The simulation is also affected by the bleed air system as it should be, and preventing bleed air from
reaching the ACS will likewise prevent additional cabin pressurization. Smaller details like the negative
pressure relief system are also modeled.
Cabin Pressurization Controller and Systems

The cabin pressurization control monitors the current aircraft altitude, ambient pressure, and internal
pressure to schedule a comfortable target cabin altitude by adjusting the position of the cabin outflow
valve. The controller uses multiple target cabin pressure schedules and modes to achieve these cabin
altitude targets.
Ground and Takeoff Modes

While on the ground, the controller will fully open the outflow valve so the cabin remains unpressurized.
When the throttles are advanced to takeoff power, the controller will begin closing the outflow valve and
command a descent to around 200 feet below the field elevation, to prevent cabin pressure fluctuations
during the takeoff operation.
Climb and Descent Modes

Once the aircraft is airborne, the controller will enter the climb mode, using a predetermined schedule to
target a cabin altitude that is as low as possible while still maintaining reasonable cabin altitude change
rates. Descent mode is entered once the aircraft descends 500 feet from a held altitude. If the aircraft
begins to climb again, climb mode will be re-entered.
Landing Mode
The pressurization controller will target 200 feet below the landing elevation as the final cabin altitude to
reach during the descent. Once the aircraft is on the ground, the cabin will automatically be depressurized
at a rate of 500 feet per minute if the delta P is 0.3 PSI or less, or 2000 feet per minute if it is greater.
Page 11-2
High Altitude Mode

In order to accommodate airfields that are higher than the planned max cabin altitude of 5,950 feet, the
pressurization controller can also enter a high altitude mode. If the departure or destination airfield
elevation is greater than 8,000 feet, the controller will enter this mode. In this mode the cabin may actually
need to climb during the descent to reach the destination airfield altitude (if the destination airfield is
high) or opt for a higher than usual cabin descent rate to reach a safe cabin altitude by FL245 (if the
departure airfield is high).
Controller Crew Alerts

 Cabin Delta P: When the cabin delta P is greater than 10.2 PSI a red CABIN DELTA P message will
be triggered.
 Cabin Altitude:
o Normal: A yellow CABIN ALTITUDE message will be triggered when the cabin altitude
exceeds 8,500 feet. This message will become red when the cabin altitude exceeds 9,800
feet.
o High Alt Mode: A white CABIN ALTITUDE message will trigger to alert the pilots to the
altered cabin altitude schedule. This message will become yellow when the cabin altitude
has exceeded 9,800 feet for more than 30 minutes. Additionally, this message will become
yellow when the cabin altitude exceeds 14,800 feet.
Pressure Relief Valve

The pressurization system contains a pressure relief valve to prevent the cabin from experiencing an
overpressure event. When the maximum cabin delta P is exceeded this valve is held open against a spring
via pressure action, allowing pressure to be released from the cabin.
Negative Pressure Relief Valve

While the cabin altitude controller normally has the capacity to prevent negative delta P, the Longitude
per regulations also contains a negative pressure relief valve, which allows ram air to flow into the cabin if
the cabin is at a negative delta P.
Bleed air flow to the ACS is required to pressurize the cabin. As such, if bleed air is disconnected from the
ACS, cabin pressurization will not continue, and the current cabin pressure will be held. This may result in
a rise in cabin altitude.
Page 11-3
Pressurization Controls
GTC Cabin Pressure Page
Fig 11-4-1 – Cabin Pressure GTC Page
The Cabin Pressure page is the primary means of managing the pressurization system, and is accessed via
the Systems page on a MFD GTC. The page has a few buttons and options.
The Mode buttons allow the pilots to select the mode the controller should be operating in.
 Normal: The controller will target a landing elevation and use the climb and descent schedules to
automatically manage the cabin altitude. This landing elevation can either be FMS controlled
(targeting the destination) or manually entered.
 Altitude Select: The controller will target exactly the altitude entered in the Cabin Altitude
selection box.
The Landing Elevation/Cabin Altitude box allows the pilot to adjust either the landing elevation or cabin
altitude. When the box is in landing elevation mode, pressing this button will bring up the landing
elevation dialog. In this dialog, a manual landing elevation can be entered. Alternatively, pressing Use FMS
Destination will close the dialog and switch to using the destination entered in the FMS flight plan.
When the box is in Cabin Altitude mode, pressing this button brings up the cabin altitude dialog. Entering
an altitude here will instruct the controller to target this exact cabin altitude.
Pedestal Controls
The additional pilot controls for cabin altitude are located on the center pedestal, aft of the environmental
controls.
Page 11-4
Fig 11-4-2 – Cabin Altitude pedestal controls
Cabin Dump Button

The cabin dump button controls the emergency cabin pressure dump function. This button has a guard
that must be moved in order to prevent the button from inadvertently being pushed. This momentary
button has two states:
 NORM (Cyan): The cabin pressurization dump function is not engaged.
 DUMP (Amber): The cabin pressurization dump function is engaged. The cabin outflow valve is
fully opened, and cabin pressure will rapidly equalize with the ambient external pressure.
PRESS MODE Button

The PRESS MODE button controls the current pressurization controller mode. This momentary button has
two states:
 NORM (Cyan): The cabin pressure is automatically managed via the cabin pressurization controller
using the options set on the GTC Cabin Pressure page.
 MANUAL (Cyan): The cabin pressurization controller is bypassed. Cabin altitude is controlled via
the CABIN ALT switch to the left of the PRESS MODE button.
CABIN ALT Switch

The CABIN ALT switch controls the current cabin altitude when PRESS MODE is MANUAL. The switch is a
momentary switch and must be held in the UP or DN position. When holding the switch, the cabin
altitude moves up or down (depending on the direction held). The cabin holds its current pressure when
the switch is centered.
NOTE:
The CABIN ALT switch changes pressurization slowly for the first 6 seconds it is held. After 6 seconds, the
outflow valve is rapidly repositioned, and the pressurization change is very fast. Use small, short changes
when using this switch unless a rapid change is necessary.

While these buttons are not within the cabin controls area, they do control bleed air flow to the ACS,
which is required for pressurization. More information on these buttons can be found in the section on
the Air Conditioning System.
Page 11-5
Pressurization System Indications
EIS Pressurization Display

The cabin pressurization system indications show on the bottom right of the EIS. The cabin altitude is
normally displayed in green, but will turn yellow or red based on the same altitude and controller
conditions as the CABIN ALTITUDE message. The current cabin altitude change rate is displayed
underneath the cabin altitude.
On the opposite side, either the landing elevation (LDG ELEV) or the selected cabin altitude (ALT SEL) is
displayed. User selected values will appear in cyan and FMS derived values in magenta. Under the
elevation the cabin delta pressure is displayed. The value digits are green, unless the delta pressure is
exceeding the limits, upon which the digits will become red.
Fig 11-6-1 – Cabin pressurization EIS display
Page 11-6
Page 11-7
MODEL 700 Ice and Rain Protection
XII – Ice and Rain Protection

Table of Contents
Ice and Rain Protection Description ............................................................................................................................................. 2
Ice Detectors ..................................................................................................................................................................................... 2
Wing Inspection Light ................................................................................................................................................................... 2
Wing Anti-Ice .................................................................................................................................................................................... 2
Engine Anti-Ice ................................................................................................................................................................................. 2
Windshield Heat and Rain Protection ..................................................................................................................................... 3
Ice Protection System Controls ....................................................................................................................................................... 3
L/R ENGINE Buttons ....................................................................................................................................................................... 3
WING Button ..................................................................................................................................................................................... 4
STAB Button....................................................................................................................................................................................... 4
PITOT/STATIC Button ..................................................................................................................................................................... 4
Ice Protection Indications .................................................................................................................................................................. 4
EIS Icing Indication ......................................................................................................................................................................... 4
Anti-Ice Synoptic ............................................................................................................................................................................. 5
Page 12-1
Ice and Rain Protection Description

The Longitude is equipped with a robust ice protection system that provides anti-icing for the critical
equipment and flight surfaces of the aircraft. The wing leading edges and the engine inlet areas are
heated by bleed air, and the horizontal stabilizer is de-iced via an electromechanical system. Electrical
heating provides protection to other instruments such as the pitot-static and windshield. Windshield
heating is fully automatic.
The Longitude is approved for operation in maximum intermittent and maximum continuous icing
conditions as defined by 14 CFR Part 25, Appendix C, when all ice protection equipment is in operational
condition.
Simulation Notes
The Longitude anti-ice system utilizes the MSFS icing simulation to drive the accumulation, aerodynamic
effects, and ice removal (from the sim side), but adds a simulation of the wing anti-ice system, the
windshield heat controller, and automated pitot heat system.
A number of real aircraft behaviors are modeled, such as engine spool and wait prior to opening the wing
anti-ice valves, pitot logic, ice detectors, and more. The stabilizer anti-ice button is modeled, but no
behavior is connected and it will not affect ice accumulation due to sim limitations.
Ice Detectors
There are twin ice detectors equipped on the Longitude, located on either side of the nose below the
windshields. The Longitude does not require activation of the ice protection systems at typical cruise
speeds until the ice detectors detect icing conditions. When icing conditions are detected the yellow
ICING message will appear in both the CAS and in the EIS.
Wing Inspection Light

The Longitude is equipped with wing inspection lights mounted to the left and right sides of the fuselage
to aid in illuminating the wing leading edges for inspecting for ice accumulation during nighttime
operations.
Wing Anti-Ice
The wing anti-ice system uses heated bleed air from the engines to warm the leading edge of the wing
surface, by routing the hot bleed air through the wing to piccolo tubes installed inside the wing leading
edge. Temperature probes installed in this area monitor the leading edge temperature and display that
information to the pilots.
Engine Anti-Ice
The engine anti-ice system also uses heated bleed air directly from the engines themselves to heat the
inlet leading edge via piccolo tubes.
Page 12-2
Windshield Heat and Rain Protection

The windshield anti-ice system consists of an automated electrically heated set of windshield panels. A
windshield heat controller keeps the windshield panels at 40-45C to prevent ice accumulation and surface
fogging.
The Longitude is not equipped with windshield wipers. The windshields are coated in a hydrophobic
coating that prevents rain accumulation.
Ice Protection System Controls

The ice protection controls are located on the co-pilot side lower panel, underneath the PFD.
Fig 12-3-1 – Ice Protection Controls
L/R ENGINE Buttons

The L and R ENGINE buttons control anti-ice heat application to the engine inlet leading edge. These
momentary buttons have the following states:
 OFF (Cyan): No anti-ice bleed air heat is applied.
 ON (White): Anti-ice bleed air is diverted from the engine and applied. This will trigger a white A/I
ENG ON L/R message. If all four top anti-ice buttons are ON, this message will become ICE
PROTECT ALL ON.
Page 12-3
WING Button
The WING button controls anti-ice bleed air application to the wing leading edge surfaces. This
momentary button has the following states:
 OFF (Cyan): No anti-ice bleed air heat is applied.
 ON (White): Anti-ice bleed air is applied to the wing leading edge surface. When activating wing
anti-ice, engines will spool slightly for 4 seconds before the wing anti-ice bleed valves are opened
in order to prepare for the increased bleed load. This will trigger a white A/I WING ON L/R
message. If all four top anti-ice buttons are ON, this message will become ICE PROTECT ALL ON.
STAB Button
The STAB button controls the electromechanical de-ice system of the horizontal stabilizer. The button and
associated states are modeled, but the button has no effect in the sim.
 OFF (Cyan): Electromechanical stabilizer de-ice will not be applied.
 ON (White): Electromechanical stabilizer de-ice is applied. This will trigger a white A/I STAB ON
message. If all four top anti-ice buttons are ON, this message will become ICE PROTECT ALL ON.
PITOT/STATIC Button
The PITOT/STATIC button controls the pitot/static anti-ice heating mode. This momentary button has two
states:
 NORM (Cyan): The pitot/static heat is applied automatically. Heat will begin to be applied during
the takeoff roll when there is sufficient speed for cooling the hot element via airflow, or anytime
while the aircraft is in the air. Heat will also be applied during an in-air engine failure.
 ON (Amber): The pitot/static heat is ON. This will trigger a yellow P/S BUTTON ON message
while on the ground, to alert the pilots to limit time of use while on the ground. While in the air,
this message will be white.
Ice Protection Indications

EIS Icing Indication
The ice detection indication is location under the landing gear indications and above the temperature
indications on the EIS.
Page 12-4
Fig 12-5-1 – EIS Icing indication
When icing is detected by the ice detectors and all four top anti-ice buttons are not set to ON, the ICING
message appears in amber reverse video on the EIS. If all four top anti-ice buttons are set to ON, this
indication turns to normal white text, which will be displayed until icing conditions are no longer sensed
by the ice detectors.
Anti-Ice Synoptic
The Anti-Ice synoptic pane displays a number of ice protection values and can be accessed via the
Systems page on a MFD GTC.
Fig 12-5-2 – Anti Ice Synoptic
Page 12-5
The Anti-Ice synoptic pane displays the status of the windshield heating system, which when active, will
appear on the windshield figures at the top of the synoptic. Temperatures will also appear in this area.
Wing leading edge temperature sensor readings appear at 4 positions along the wing leading edge
figures, and behind those are the wing bleed air PSI readings and the wing bleed air inlet temperature.
Underneath that appears the wing cross flow valve, and then the two wing anti-ice valves.
In the middle on the bottom horizontal main manifold line appear the engine bleed air valves, with the
bleed isolate valve in the middle. Outboard and to the bottom of those are the HP engine bleed air valves.
Page 12-6
Page 12-7
MODEL 700 Hydraulic System
XIII – Hydraulic System

Table of Contents
Hydraulic System Description.......................................................................................................................................................... 2
Hydraulic Fluid Reservoirs ............................................................................................................................................................ 2
Engine Driven Pumps..................................................................................................................................................................... 2
Hydraulic Shutoff Valves .............................................................................................................................................................. 2
Hydraulic System Accumulators ................................................................................................................................................ 2
Power Transfer and Conversion Unit (PTCU)........................................................................................................................ 3
Rudder Standby System (RSS).................................................................................................................................................... 3
Hydraulic System Controls ................................................................................................................................................................ 3
HYDRAULICS PUMP Switches ..................................................................................................................................................... 4
PTCU Knob ......................................................................................................................................................................................... 4
RUDDER STANDBY Button .......................................................................................................................................................... 5
Hydraulic System Indications ........................................................................................................................................................... 5
Hydraulics Synoptic Pane ............................................................................................................................................................. 5
Page 13-1
Hydraulic System Description

The Longitude is equipped with dual hydraulic systems powered by engine-driven hydraulic pumps
pressurized to 3,000 PSI per side. System A receives hydraulic power from the left engine, and System B
receives hydraulic power from the right engine. The hydraulic systems power a number of equipment
items, including the rudder, brakes, spoilers, and more.
The hydraulic system also contains a Power Transfer and Conversion Unit that allows for hydraulic power
to transfer from one system to another, if a hydraulic pump should fail. The PTCU also can be operated in
a generator mode to convert hydraulic power to electrical power.
Simulation Notes
The Longitude includes a complete, custom hydraulic system that is fully flow based, using real world
hydraulic formulae to manage system pressures based on pump output, individual accumulator fill
percentages and pressure outputs, and connected system availability. It also contains a full temperature
simulation of the hydraulic fluid mass based on pump work and other parameters.
All modes of the PTCU are modeled, including the full set of automation and logic that appears in the real
aircraft. Additionally, the rudder standby system is modeled as well.
Hydraulic Fluid Reservoirs

Each hydraulic fluid reservoir is used to store hydraulic fluid for operation. Once the system is in
operation, the reservoir utilizes a system pressure of 3,000 PSI. Fluid is also drawn from the reservoir into
the hydraulic accumulators.
Engine Driven Pumps

An engine-driven pump provides pressure to the hydraulic system and modulates output to maintain a
constant operating pressure of 3,000 PSI. The system may also be operated in a low pressure mode which
actuates a depressurization valve for decreased pressure output.
Hydraulic Shutoff Valves

The hydraulic shutoff valves remove the engine driven pumps from the circuit. These valves are controlled
with the respective HYDRAULICS PUMP A or B set to SHUTOFF.
Hydraulic System Accumulators

Hydraulic system accumulators are installed throughout the hydraulic systems to absorb transient
demand spikes of the connected hydraulically powered components. Accumulators for nosewheel
steering, ground spoilers, and brakes are installed in the systems. Additionally, the accumulators can
provide a backup hydraulic charge to connected components in the case of a hydraulic pressure loss, until
the accumulators are depleted.
Page 13-2
Power Transfer and Conversion Unit (PTCU)

The PTCU is a versatile part of the redundant systems of the Longitude. Using a motor-generator and
hydraulic transfer system, the PTCU can operate as a means of transferring power from one system to
another, can use electrical power to act as a backup pump for a system, or can use hydraulic power to act
as a backup generator for the electrical system.
In normal operations, when in power transfer mode, the unit will automatically use power from one
system to ensure that the opposite system is also fully powered an pressurized.
Rudder Standby System (RSS)

The Longitude rudder standby system is a self contained hydraulic system that includes an electrically
powered hydraulic pump and hydraulic fluid reservoir. The RSS can act as the source of actuating power
for the rudder should there be a complete loss of hydraulic power in System A.
Hydraulic System Controls

The hydraulics system controls are located on the center pedestal, to the right of the throttle quadrant in
the forward section of the panel.
Fig 13-3-1 Hydraulics system controls
Page 13-3
HYDRAULICS PUMP Switches

The HYDRAULICS PUMP switches control the state of the engine-driven hydraulic pumps. These switches
have the following three positions:
 NORM: The hydraulic pumps will follow normal operation. Pumps will be active when the engine
is running.
 MIN – Powers the pump depressurization valve to lower the hydraulic system pump output
pressure. The aircraft may experience reduced performance of hydraulic powered equipment on
the connected hydraulic system. Depending on conditions and PTCU operation, this may trigger a
yellow HYD PRESS LOW A/B message.
 SHUTOFF – The hydraulic pump will be shut off and the firewall shutoff valve will be closed.
Hydraulically actuated equipment connected to the system may not operate. Equipment with
connected hydraulic accumulators will function until the accumulators are depleted. This position
will trigger a HYD SHUTOFF A/B message. This message will turn yellow if the pump is available,
but the switch is still set to this position.
PTCU Knob
The PTCU knob controls the running mode of the Power Transfer and Conversion Unit. This knob has the
following 5 positions:
 OFF: The PTCU will be disabled. No hydraulic transfer, emergency aux pump operation, or
hydraulic motor-generator operation will be provided. This position will trigger a white PTCU OFF
message.
 AUX A: The PTCU will use electrical power to provide emergency hydraulic pumping to System A.
If System A already has sufficient pressure, the PTCU will revert to power transfer mode. This
position will trigger a white HYD AUX PUMP ON A/B message.
 NORM: The PTCU will operate automatically. While in the NORM position, the PTCU will provide
hydraulic power to the brake system to charge the parking brake accumulators upon aircraft
power up (first System B, then System A), in order to ensure sufficient parking brake operation.
The PTCU will also provide pump priming to System A or System B during their respective on-side
engine starts. If neither of these operations are required, the PTCU will revert to power transfer
mode. If the PTCU is not selected to the NORM position while on the ground during engine run
or start operations, a yellow PTCU NOT NORM message will be triggered.
 AUX B: The PTCU will use electrical power to provide emergency hydraulic pumping to System B.
If System B already has sufficient pressure, the PTCU will revert to power transfer mode. This
position will trigger a white HYD AUX PUMP ON A/B message.
 HYD GEN: The PTCU will operate as a hydromechanical electrical generator. This will normally
source from System B, but may be switched to sourcing from System A if the switch is moved
away from HYD GEN for 1 second, then returned to the HYD GEN position. This position will
trigger a white HYD GEN ON message. This message will turn yellow if the switch is in this
position and there still is a different available primary power source.
Page 13-4
RUDDER STANDBY Button

The RUDDER STANDBY button controls the operating state of the rudder standby system. This momentary
button has the following modes:
 NORM (Cyan): The rudder standby system will engage upon loss of hydraulic pressure to System
A.
 OFF (Amber): The rudder standby system will be powered off. If System A is currently without
hydraulic pressure, this can cause the rudder to be inoperative. A yellow RUDDER STANDBY OFF
message will be triggered.
Hydraulic System Indications

Hydraulics Synoptic Pane
The primary source of information relating to the hydraulics systems is on the Hydraulics synoptic pane,
accessible via the System page on a MFD GTC.
Fig 13-5-1 – Hydraulics synoptic pane
Page 13-5
The Hydraulics synoptic pane displays numerous pieces of data about the hydraulics systems. The the
top of each system side is the hydraulic system reservoir level, represented by a bargraph indicator
with the percentage full value to the inboard side of the indicator. Above the reservoir indicator is the
current system pressure and temperature. Normal values will be displayed in green and abnormal
values in amber reverse video.
The firewall valve and engine-driven pump are also shown (active/connected in green, otherwise
white). A main line extends downward to a number of connected systems, with labels for those
systems. For those systems that have backup hydraulic accumulators, icons are shown also connected
towards the center of the synoptic. Accumulators with sufficient stored pressure will be in green,
otherwise in white.
At the bottom of the synoptic pane are the brake status boxes. These show the pressure measured at
the hydraulic accumulator outputs in large text, above the accumulator icons. Inside the boxes are the
labels for the connected brake systems and the currently applied braking pressure.
In the center of the synoptic is the rudder standby system box. The pump icon and rudder box will
appear green when the standby system is active.
Above the rudder standby system is the PTCU indicator. This indicator shows a number of PTCU
operational state:
 Dashed line from left to right pump: The PTCU is in hydraulic power transfer mode, but the
systems are balanced. This is the normal operating condition in most circumstances.
 Arrow line from left to right pump: The PTCU is in hydraulic power transfer mode and the
system is transferring power from System A to System B.
 Arrow line from right to left pump: The PTCU is in hydraulic power transfer mode and the
system is transferring power from System B to System A.
 Arrow line from M/G to left pump: The PTCU is in Aux A mode and operating as a pump for
System A using electrical power.
 Arrow line from M/G to right pump: The PTCU is in Aux B mode and operating as a pump for
System B using electrical power.
 Arrow line from left pump to M/G: The PTCU is in Hyd Gen A mode and using hydraulic
power from System A to run the electrical motor-generator to produce electrical power.
 Arrow line from right pump to M/G: The PTCU is in Hyd Gen B mode and using hydraulic
power from System B to run the electrical motor-generator to produce electrical power.
Page 13-6
Page 13-7
MODEL 700 Landing Gear and Brake Systems
XIV – Landing Gear and Brakes

Table of Contents
Landing Gear and Brakes Description .......................................................................................................................................... 2
Brake System and Assemblies .................................................................................................................................................... 2
Emergency/Parking Brake ............................................................................................................................................................ 2
Nosewheel Steering ....................................................................................................................................................................... 3
Landing Gear ..................................................................................................................................................................................... 3
Landing Gear and Brake Indications ............................................................................................................................................. 4
EIS Landing Gear Indications ...................................................................................................................................................... 4
Hydraulics Synoptic Brake Indications .................................................................................................................................... 4
Summary Synoptic Brake Indications ...................................................................................................................................... 5
Flight Control Synoptic Brake Indications ............................................................................................................................. 5
Page 14-1
Landing Gear and Brakes Description

The Longitude is equipped with trailing-link retractable main landing gear with a retractable cantilever
nose landing gear. The landing gear system is electrically signaled but hydraulically actuated, and stored
within the nose wheel well and the MLG wing box wheel wells.
The main landing gear contain a hydraulically actuated brake-by-wire system with anti-skid brakes and
each wheel has independent inboard and outboard systems connected to opposite hydraulic systems. The
emergency/parking brake applies equal power to all four brake assemblies. When hydraulic power is
unavailable, the emergency/parking brakes can operate solely from the brake hydraulic accumulators for a
number of cycles to ensure stopping power for landing in emergency situations.
Simulation Notes
The Longitude uses the sim brake system, but adds a number of effects on top. These effects include loss
of main braking ability without hydraulic power, accumulator connection and depletion when using the
parking brakes, and more. Anti-skid is simulated as well as a full brake temperature simulation taking into
account wheel speed, brake pressure, and exposure to moving cool air while in motion.
Additionally, some smaller details such as wheel spin inhibit on landing gear retraction are also modeled.
Brake System and Assemblies

The main landing gear contain both inboard and outboard brakes, with the inboard brakes connected to
hydraulic System A and the outboard brakes to hydraulic System B. This allows for full braking authority
even with a single hydraulic system failure. The brake assemblies also contain the brake pressure and
temperature sensors.
The system reads the pilot pedal position value and electronically modulates the brakes based on the
pedal position and wheel speed. Brake pressure will be scaled while wheel speeds are high to prevent skid
and slippage.
When the landing gear are retracted, the system will automatically apply brake pressure to spin down the
wheels prior to them entering the landing gear bays. Pilot “tapping” of the brakes upon liftoff is not
required. Upon leaving the ground, pilot control of the brakes is disabled.
Emergency/Parking Brake
The emergency/parking brake system are not on separate assemblies but engage the same brake
assemblies equally with maximum brake pressure via independent dedicated hydraulic lines. In addition,
the main braking system hydraulic check valve will engage in the event of hydraulic pressure loss, so that
the brake hydraulic accumulators remain charged. Normal pedal braking action will be unavailable;
however, engaging the emergency/parking brake system will use the charged accumulator power to
operate the brake assemblies until the accumulators are depleted.
Page 14-2
Fig 14-3-1 – Emergency/Parking brake handle
Engaging the parking brake while on the ground will trigger the white PARK BRAKE ON message. This
message will turn red if the throttles are advanced beyond idle and will also trigger the red NO TAKEOFF
message.
Nosewheel Steering
The nosewheel steering system provides 7 degrees of steering angle with the rudder pedals and 81
degrees of steering angle from the tiller. However, this is simulated for convenience in MSFS as having the
full steering authority at low speeds from the rudder pedals, transitioning to 7 degrees during the
beginning of the takeoff roll. The tiller wheel in the cockpit is modeled physically but is INOP.
Landing Gear
The landing gear are typical retractable tricycle style landing gear arrangement with a single up/down
control lever. The emergency landing gear extension panel and system are not modeled. Due to this, we
do still allow landing gear extension with no hydraulic pressure, so you cannot enter a state where the
landing gear would be unable to extend in a situation where the real aircraft would be able to extend.
The landing gear handle is located on the inboard side of the copilot panel, underneath the PFD.
Page 14-3
Fig 14-4-1 – Landing gear handle
A red LANDING GEAR message with accompanying “Landing Gear, Landing Gear” aural alert will be
triggered under the following conditions:
 Gear are not down and locked and flaps are selected beyond flaps 2.
 Gear are not down and locked, radio altimeter is less than 500 feet AGL, and throttle is near flight
idle.
Landing Gear and Brake Indications

EIS Landing Gear Indications
The landing gear position indicator is located on the left side of the EIS, underneath the flaps and spoiler
indicator.
Fig 14-4-2 Landing gear indications
When the gear are up, white UP boxes appear in the respective indicator area. During gear transition,
white crosshatch boxes are displayed. Once the gear are down, green DN boxes appear.
Hydraulics Synoptic Brake Indications

The currently applied brake pressure and available accumulator pressure are displayed for the brake
assemblies on the Hydraulics synoptic pane.
Page 14-4
Fig 14-5-1 – Hydraulics synoptic brake indications
Summary Synoptic Brake Indications

Each individual brake assembly brake application pressure and sensor temperature are shown on the
Summary synoptic pane. Abnormal values are displayed in amber reverse video.
Fig 14-5-2 - Summary synoptic pane brake indications.
Flight Control Synoptic Brake Indications

Each individual brake assembly brake application pressure and sensor temperature are shown on the
Flight Control synoptic pane. Abnormal values are displayed in amber reverse video, and the brake
temperature bargraph bug will also turn amber if the value exceeds the green range.
Fig 14-5-3 – Flight Control synoptic pane brake indications
Page 14-5
Page 14-6
MODEL 700 Flight Control System
XV – Flight Control System

Table of Contents
Flight Control System Description ................................................................................................................................................. 2
Pitch Controls ......................................................................................................................................................................................... 2
Elevator ................................................................................................................................................................................................ 2
Pitch Trim............................................................................................................................................................................................ 2
Roll Controls ........................................................................................................................................................................................... 3
Ailerons................................................................................................................................................................................................ 3
Roll Spoilers ....................................................................................................................................................................................... 3
Aileron Trim ....................................................................................................................................................................................... 3
Yaw Controls .......................................................................................................................................................................................... 3
Rudder ................................................................................................................................................................................................. 3
Rudder Trim ....................................................................................................................................................................................... 3
Speedbrakes and Ground Spoilers ................................................................................................................................................ 4
Speedbrakes ...................................................................................................................................................................................... 4
Ground Spoilers ............................................................................................................................................................................... 4
Flaps ........................................................................................................................................................................................................... 5
Flight Control System Indications .................................................................................................................................................. 5
EIS Flaps and Spoiler Indications .............................................................................................................................................. 5
Flight Controls Synoptic ............................................................................................................................................................... 5
Page 15-1
Flight Control System Description

The Longitude flight control system is designed for a comfortable and precise piloting experience with
excellent handling characteristics throughout the flight envelope. Pitch control is conventional mechanical
control, with roll control also a convention mechanical control, but augmented by a hydraulically powered
roll spoiler system.
The spoiler system is also used to provide speed brake functions in the air as well as ground spoiler
functions on the ground. Flaps are electronically actuated. The rudder is a “fly-by-wire” system providing
things like automatic yaw-damping and control scaling.
Simulation Notes
The Longitude uses primarily the standard MSFS control system but does add a few interactions with
other systems as well. Automatic YD logic is implemented, as well as the failure of the rudder and YD with
no hydraulic power and RSS off. Roll spoilers are also simulated, with a reduction in roll authority when
the roll spoilers cannot be used due to hydraulic shutdown. Finally, the speedbrake and fully automated
ground spoiler system are also faithfully simulated.
Control lock and disconnects are not modeled.
Pitch Controls
Elevator
The elevator is controlled via direct mechanical linkage to the cockpit control columns. Moving the control
columns fore or aft will change the angle of the elevator.
Pitch Trim
Horizontal stabilizer trim is normally operated on the Longitude in MSFS. Dual channel and secondary
trim functions are not presently modeled. Stabilizer trim is displayed on the EIS, with a green band while
on the ground to indicate the takeoff range. The takeoff range band accommodates all valid CGs and
does not move based on CG. Please see Normal Procedures, Cockpit Preparation for the appropriate trim
setting for the aircraft CG.
The pitch trim must be in the green range for takeoff. Values outside the green range will produce a NO
TAKEOFF message (white, then red if throttles are advanced near TO).
Fig 15-2-1 – EIS horizontal stabilizer trim indications
Page 15-2
Roll Controls
Ailerons
The ailerons are controlled via direct mechanical linkage to the cockpit control wheel. Turning the control
wheel left or right will change the angle of the ailerons.
Roll Spoilers
The four outboard spoiler panels (two on each wing) act as roll spoilers and operate together with the
ailerons for roll control. These panels are hydraulically actuated. If hydraulic power to the spoilers is not
available, the plane will experience reduced roll authority. When hydraulic power is lost, check valves close
to maintain accumulator charge for the ground spoiler system and roll spoilers will not be available.
Aileron Trim
Aileron trim is normally operated on the Longitude in MSFS. Aileron trim must be within the green range
for takeoff. Values outside the green range will produce a NO TAKEOFF message (white, then red if
throttles are advanced near TO).
Fig 15-3-1 – EIS aileron trim indications
Yaw Controls
Rudder
The rudder is a fly-by-wire unit controlled via signaling of the rudder pedal position to the rudder control
unit. The rudder is hydraulically actuated by the control unit.
Integrated into the rudder system is automatic yaw dampening. Yaw dampening will be automatically
engaged by the system during the correct phases of flight. No YD indication will appear in the AFCS
Status Box at the top of the PFD, and there is no YD button on the AFCS control panel.
Loss of hydraulic power to System A will cause the Rudder Standby System to engage, providing backup
pump power to the rudder. If the RSS is also unavailable, the rudder will be inoperative (including yaw
dampening). In this case the yellow RUDDER FAIL A-B and YAW DAMPER FAIL A/B messages will be
triggered.
Rudder Trim
Rudder trim is normally operated on the Longitude in MSFS. Rudder trim must be within the green range
for takeoff. Values outside the green range will produce a NO TAKEOFF message (white, then red if
throttles are advanced near TO).
Page 15-3
Fig 15-4-1 – EIS rudder trim indications
Speedbrakes and Ground Spoilers

Speedbrakes
The speedbrakes share the same four inboard spoiler panels as the roll spoilers, and are controlled by the
SPEEDBRAKE handle, which is located to the left of the throttle quadrant. The speedbrake is limited to 35
degrees of spoiler direction in flight, or 17.5 degrees if the flaps are beyond the flaps 2 position.
Fig 15-4-2 – Speedbrake handle
The speedbrakes can be deployed progressively by moving the speedbrake handle down to achieve the
desired amount of braking. Speedbrakes can be deployed at any speed but must be retracted by 500 feet
AGL on the landing profile. Failure to retract the speedbrakes by this altitude will trigger the yellow
SPEEDBRAKES message.
A speedbrake auto-stow function automatically retracts the speedbrakes when throttle exceeds 30
degrees throttle level angle (around CRU power) or when the AOA of the aircraft is sufficient to trigger the
stick shakers. If the speedbrakes are auto-stowed, a yellow SPEEDBRAKE AUTO STOW message will be
triggered.
Resetting the speedbrake handle fully upward (retracted) will reset the speedbrake auto-stow logic.
Ground Spoilers
The ground spoiler system includes all six spoiler panels and is a fully automatic system that does not
require any pilot action. Ground spoilers deploy automatically when wheel speed is greater than 35 knots
Page 15-4
and both throttle levers are at approximately idle. The ground spoilers automatically retract below 30
knots, or when the throttles are advanced away from idle. In addition to aiding in slowing the plane, the
ground spoilers also reduce lift, increasing the weight on the nose landing gear for optimal steering and
braking effectiveness. Ground spoilers extend the spoiler panels 60 degrees.
In the event of a loss of hydraulic power, the ground spoiler hydraulic accumulators will retain enough
charge to power the ground spoilers upon landing or during a rejected takeoff. When the accumulators
are depleted, ground spoilers will no longer function.
Flaps
Flaps are operated via the flaps handle on the right side of the center pedestal. The flaps have four detent
settings:
 UP (0 degrees)
 1 (7 degrees) – limited to 250 KIAS
 2 (15 degrees) - limited to 230 KIAS
 FULL (35 degrees) - limited to 180 KIAS
Flight Control System Indications

EIS Flaps and Spoiler Indications
The EIS Flaps and spoiler indications are located below the fuel quantity and temperature indicators. The
indicator shows the currently selected flaps position (cyan bug), the current flaps position (right needle)
and the current spoiler angle. The spoiler position indicator does not indicate roll spoiler action, but only
speedbrake and ground spoiler action.
Fig 15-5-1 – EIS flaps and spoiler indications
Flight Controls Synoptic

The aircraft diagram at the top of the Flight Controls synoptic shows the present position of all of the
aircraft control surfaces, including the elevator, ailerons, rudder, spoilers, and flaps. Current positions are
indicated by green bars that move up and down or side to side.
Page 15-5
Fig 15-6-1 – Flight control synoptic controls diagram
Page 15-6
Page 15-7
MODEL 700 Lighting
XVI - Lighting
Table of Contents
Lighting Description ............................................................................................................................................................................ 2
Cockpit Lighting .................................................................................................................................................................................... 2
Overhead Lighting Controls ........................................................................................................................................................ 2
Glass Cockpit Panel Lighting ...................................................................................................................................................... 2
Cockpit Map Lights ......................................................................................................................................................................... 3
Exterior Lighting .................................................................................................................................................................................... 3
Navigation Lights ............................................................................................................................................................................ 3
Beacon and Anti-Collision Lights .............................................................................................................................................. 3
Landing, Recognition, and Pulse Lights.................................................................................................................................. 4
Taxi Lighting ...................................................................................................................................................................................... 4
Wing Inspection Lights ................................................................................................................................................................. 4
Tail Flood Lights ............................................................................................................................................................................... 4
Page 16-1
MODEL 700 Lighting
Lighting Description
The Longitude is equipped with a number of interior and exterior lights. Exterior lights consist of multiple
fixtures designed for day and night operations and to assist in visibility & maintenance of the aircraft.
Interior lighting is also provided and consists of direct and indirect lighting for operational visibility inside
the flight deck in all lighting conditions.
Simulation Notes
The Longitude simulates a comprehensive suite of external and cockpit lighting elements. Cabin lighting is
not specifically modeled. Automatic logic for a number of exterior lights is also fully simulated.
Cockpit Lighting
Overhead Lighting Controls
Fig 16-2-1 – Overhead cockpit lighting controls
The overhead lighting panel contains the following cockpit lighting controls:
 PANEL Knob: Controls the brightness of the instrument panel label backlighting. The Day position
is full intensity.
 FLOOD Knob: Controls the brightness of the overhead cockpit flood light.
 AUX Knob: Not modeled
Glass Cockpit Panel Lighting

Brightness of the PFDs, MFD, and GTCs are controlled by 3 dual-concentric knobs. The PFD/GTC knobs are
located on the outboard side of the pilot and copilot lower panel below the PFD, and the MFD/GTC knob
is located in the forward left of the center pedestal.
Fig 16-2-2 – Glass Cockpit Panel lighting knobs
Page 16-2
MODEL 700 Lighting
Cockpit Map Lights

Map light brightness is controlled by the left and right MAP LIGHT knobs, located under the PFD/GTC
panel display brightness knobs on the outboard side of the pilot and copilot lower panel.
Fig 16-3-1 – Cockpit map light knob
Exterior Lighting
Fig 16-3-2 – Overhead lighting panel
Fig 16-3-3 – Exterior Light GTC Page
Navigation Lights
LED navigation lights are located on the left and right winglets and at the trailing edge of the tail bullet
fairing. These lights are colored red (left wingtip), green (right wingtip) or white (tail). Navigation lights are
automatically selected on when the Garmin G5000 is powered up. Control of the navigations lights on or
off is performed via the GTC Exterior Lights page, accessed via the Systems page.
Beacon and Anti-Collision Lights

The beacon and anti-collision lights are dual use fixtures located at the top of the tail bullet fairing and
the belly of the aircraft, as well as one anti-collision only at the trailing edge of the bullet fairing. The
Page 16-3
MODEL 700 Lighting
beacon function of the lights is a flashing red light, while the anti-collision function flashes the lights
white.
The beacon function is controlled on the Exterior Lights GTC Page. The default power on is the Normal
mode, which will turn on the beacon lights anytime an engine is set to RUN or the starter is engaged.
Setting the beacon lights to On will turn them on, and Off will turn them off.
The white flashing anti-collision function is selected ON by pressing the ANTI COLL button on the
overhead lighting panel.
Landing, Recognition, and Pulse Lights

A pair of high intensity lights are installed in the belly of the Longitude and provide wide beam lighting
for low light landing operations. Additionally, these lights also serve as the recognition lights (constant,
low intensity) or pulse lights (flashing, high intensity).
Landing lights are selected with the L LDG and R LDG buttons on the overhead lighting panel. Recognition
lights are selected with the RECOG button on the overhead lighting panel, and pulse lights with the PULSE
button. The recognition or pulse lights functions cannot be selected when the landing lights function is
also selected.
Automatic pulse light activation is configurable on the GTC Exterior Lights page. The On setting will cause
pulse lights to flash when TCAS issues a TA or RA. Off will deactivate the automatic logic.
Taxi Lighting
Taxi lighting is installed in the nosewheel and is a high intensity element designed for increased
environment visibility during taxi operations. Additionally, wingtip downwash lights activate to help pilots
and ground crew identify the wingtip location during night and low-light operations.
Taxi lights are selected with the TAXI button on the overhead lighting panel.
Wing Inspection Lights

Two lights installed in the fuselage provide light to the wing leading edges to aid the pilots in identifying
ice accumulation in low light conditions. These lights are selected with the WING INSP button on the
overhead lighting panel.
Tail Flood Lights

The tail flood lights, also known as the logo lights, illuminate the tail logo and identifier area for plane
identification at night. These lights are selected with the TAIL FLOOD button on the overhead lighting
panel.
Page 16-4
MODEL 700 Lighting
Page 16-5
MODEL 700 Normal Procedures
XVII - Normal Procedures

Table of Contents
Cockpit Inspection ............................................................................................................................................................................... 2
Cockpit Preparation ............................................................................................................................................................................. 3
Before Start ............................................................................................................................................................................................. 4
Starting Engines (Using APU) .......................................................................................................................................................... 4
Before Taxi............................................................................................................................................................................................... 4
Taxi ............................................................................................................................................................................................................. 5
Before Takeoff........................................................................................................................................................................................ 5
Takeoff ...................................................................................................................................................................................................... 6
Static Takeoff .................................................................................................................................................................................... 6
Rolling Takeoff.................................................................................................................................................................................. 6
After Takeoff/Climb ............................................................................................................................................................................. 6
Cruise......................................................................................................................................................................................................... 7
Descent ..................................................................................................................................................................................................... 7
Approach ................................................................................................................................................................................................. 7
Before Landing ...................................................................................................................................................................................... 8
Landing ..................................................................................................................................................................................................... 8
Go-Around .............................................................................................................................................................................................. 8
After Landing.......................................................................................................................................................................................... 9
Shutdown................................................................................................................................................................................................. 9
Quick Turn ............................................................................................................................................................................................ 10
Starting APU ........................................................................................................................................................................................ 11
Engine Dry Motor .............................................................................................................................................................................. 11
Starting Engines (Using Cross-Bleed) ........................................................................................................................................ 12
Page 17-1
Cockpit Inspection
1. STBY PWR Switch ....................................................................TEST and Hold (Green light for min 10 sec)/ON
2. EMER LTS Switch ................................................................................................................................................................ ARM
3. LANDING GEAR Handle .............................................................................................................................................. DOWN
4. BATT Buttons (Both) ................................................................................................................................. ON, Check Volts
5. EIS/CAS ................................................................................................................................................................................ Check
6. External Power Source......................................................................................................................................... As Desired
a. EXT PWR Button (if AVAIL illuminated) ................................................................................................................ ON
b. BATT Amps (both) .................................................................................................................................. 0 or Charging
---AND/OR---
c. APU Knob ......................................................................................................................................................... ON/START
d. External Power ......................................................................................................................................... Disconnected
e. BATT Amps (both) .................................................................................................................................. 0 or Charging
7. Exterior/Interior Lights .............................................................................................. ON/Check/Off, or as Required
Page 17-2
Cockpit Preparation
1. Cockpit Inspection ...................................................................................................................................................Complete
2. EIS/CAS ................................................................................................................................................................................ Check
3. APU Knob (if not already started) ................................................................................................................... ON/START
4. External Power (if used) ................................................................................................................................ Disconnected
5. Engine Dry Motor...................................................................................................................................................... Consider
6. ATIS/Clearance .................................................................................................................................................... As Required
7. Trims ................................................................................................................................................... Check/Set for Takeoff
0.00
24.00 28.00 32.00 36.00 40.00
-1.00
STAB TRIM - DEGREES
-2.00
-3.00
-4.00
-5.00
-6.00
-7.00
AIRPLANE CG - % MAC
8. Weight and Fuel (MFD GTC: Perf)................................................................................................................... Completed

9. Takeoff Data (MFD GTC: Perf) .......................................................................................................................... Completed
10. V Speeds .....................................................................................................................................................................Verify/Set
11. Pressurization LDG ELEV.......................................................................................................................................Verify/Set
12. Fuel Quantity and Balance ........................................................................................................................................... Check
13. Autopilot (First Flight of Day) .......................................................................................................... Engage/Disengage
Page 17-3
Before Start
1. EMER/PARK BRAKE Handle ................................................................................ Set (PARK BRAKE ON Displayed)
2. EIS/CAS ................................................................................................................................................................................ Check
Starting Engines (Using APU)

1. Throttles .................................................................................................................................................................................. IDLE
2. ENGINE RUN/STOP Button (either engine) ............................................................................................................. RUN
3. START Pressure ............................................................................................................................................. Verify ≥ 32 PSI
4. ENGINE STARTER Button ................................................................................................................................................ Push
5. Engine Instruments..................................................................................................................................................... Monitor
6. Opposite Engine ............................................................................................................................. Repeat Steps 1 thru 4
7. EIS/CAS ................................................................................................................................................................................ Check
Before Taxi
1. Flight Controls .............................................................................................................................Free and Correct/Check
2. Speedbrakes ............................................................................................................................................... Check/Retracted
3. Flaps .................................................................................................................................................................. Set for Takeoff
4. Flight Instruments/Avionics ........................................................................................................................................ Check
a. Attitude & Heading, Air Data Displays ................................................................................... Aligned/No Flags
b. Altimeters .............................. Confirm and Compare (75 feet of field elevation, 50 feet of each other)
5. ENGINE ICE PROTECTION Buttons .............................................................................................................. As Required
Page 17-4
Taxi
1. Exterior Lights ...................................................................................................................................................... As Required
2. EMER/PARK BRAKE Handle ...................................................................................................................................... Stowed
3. Brakes................................................................................................................................................................................... Check
4. Nosewheel Steering ....................................................................................................................................................... Check
5. Thrust Reversers ................................................................................................................ Check, as Required/Stowed
a. Deploy (Reverse Idle) ......................................................................... Verify Green T/R DEPLOY Indications
b. Stow ........................................................................................................................................ Verify Indications Clear
Before Takeoff
1. Flaps .................................................................................................................................................................. Set for Takeoff
2. Speedbrakes .............................................................................................................................................................. Retracted
3. Trims .................................................................................................................................................................. Set for Takeoff
4. Ice Protection Systems ...................................................................................................................... Check, as Required
5. V Speeds ..................................................................................................................................................................... Displayed
6. SPD Knob................................................................................................................................................................................ FMS
7. Crew Briefing ..............................................................................................................................................................Complete
a. If Rolling Takeoff Planned, add 500 Feet to Computed Takeoff Distance
8. Radar ....................................................................................................................................................................... As Required
9. PITOT/STATIC Button (in icing conditions, within 1 min before takeoff)... ON 15 Seconds then NORM
----------------CLEARED FOR TAKEOFF----------------

1. Flight Controls ...................................................................................................................................................................... Free
2. ICE PROTECTION Buttons ............................................................................................................................... As Required
4. EIS/CAS ................................................................................................................................................................................ Check
Page 17-5
Takeoff
Static Takeoff
1. Throttles ..................................................................................................................................................................................... TO
2. Autothrottle (if used) ......................................................................................................................... Check Green HOLD
3. EIS/CAS ......................................................................................................... Check (N1 matches command, green TO)
4. Brakes................................................................................................................................................................................ Release
5. Elevator Control ................................................................................................ Rotate at VR (10 degrees initial pitch)
Rolling Takeoff
1. Brakes................................................................................................................................................................................ Release
2. Throttles ............................................................................................................ TO (within 500 feet after brake release)
3. Autothrottle (if used) ......................................................................................................................... Check Green HOLD
4. EIS/CAS ......................................................................................................... Check (N1 matches command, green TO)
5. Elevator Control ................................................................................................ Rotate at VR (10 degrees initial pitch)
After Takeoff/Climb
1. Landing Gear (at positive rate of climb)........................................................................................................................ Up
2. Flaps (at or above V2 + 20 knots) .................................................................................................................................... Up
3. Throttles ................................................................................................................................................................................... CLB
4. ICE PROTECTIONS Buttons ............................................................................................................................. As Required
5. Pressurization ................................................................................................................................................................... Check
6. Altimeters (at transition altitude) ..................................................................................................................................... Set
8. APU Knob (prior to climb above FL350) ..................................................................................................................... OFF
Page 17-6
Cruise
1. Throttles ..................................................................................................................................................... CRU or as Desired
2. Autopilot (if in RVSM airspace)..................................................................................................................... As Required
3. Altimeters (if in RVSM airspace) ............................... Crosscheck (within 200 feet at 1 hour intervals or less)
Descent
1. Pressurization LDG ELEV....................................................................................................... Verify Landing Elevation
2. APU Knob (at or below FL310) ................................................................................................ ON/START, as Desired
3. Altimeters (at transition level) ........................................................................................................................................... Set
Approach
1. Landing Data ................................................................................................................................................................. Confirm
a. V Speeds ............................................................................................................................................................................ Set
b. Landing Distance .............................................................................................................................................. Calculate
2. ICE PROTECTION Buttons ............................................................................................................................... As Required
3. Flight Instruments/Avionics
a. FMS/Navigation Aids........................................................................................................................Set, as Required
b. Minimums ......................................................................................................................................................................... Set
c. Altimeters .................................................................................................................................................. Verify Setting
4. Crew Briefing ..............................................................................................................................................................Complete
5. Flaps ...................................................................................................................................................... 1 or 2, when Desired
Page 17-7
Before Landing
1. Landing Gear .................................................................................................................................................. Down (3 Green)
2. Flaps ........................................................................................................................................................................................... Full
4. Speedbrakes .............................................................................................................................................................. Retracted
5. EIS/CAS ................................................................................................................................................................................ Check
6. Autopilot (prior to minimum use hight) ....................................................................................................... Disengage
7. Airspeed (minimum) .......................................................................................................................................................... VREF
Landing
1. Autothrottle (if used) .................................................................................... Check Green RETARD at 50 feet AGL
2. Throttles .................................................................................................................................................................................. IDLE
3. Brakes (after nosewheel touchdown) ....................................................................................................................... Apply
4. Thrust Reversers ........................................................................................................ Deploy (Reverse Idle by 45 KIAS)
Go-Around
1. TO/GA Button (either throttle) ...................................................................................................................................... Push
2. Throttles ..................................................................................................................................................................................... TO
3. Pitch Attitude ...................................................................................................................7.5 Degrees Nose Up Initially
4. Flaps ................................................................................................................................................................................................ 2
5. Climb Airspeed ............................................................................................................................................ VAPP (Minimum)
6. Landing Gear (at positive rate of climb)........................................................................................................................ Up
7. Flaps (at or above VAPP + 10 knots)................................................................................................................................. Up
8. SPD Knob................................................................................................................................................................................ FMS
9. Throttles ................................................................................................................................................................. As Required
Page 17-8
After Landing
1. Thrust Reversers .................................................................................................................................................................Stow
2. Flaps ........................................................................................................................................................................... As Desired
3. ICE PROTECTION:
a. ENGINE Buttons (both) ............................................................................................................................ As Required
b. WING Button ................................................................................................................................................................. OFF
c. STAB Button ................................................................................................................................................................... OFF
Shutdown
1. Throttles .................................................................................................................................................................................. IDLE
2. EMER/PARK BRAKE Handle ................................................................................................................................................ Set
3. ENGINE ICE PROTECTION Buttons (both) .................................................................................................................. OFF
4. ENGINE RUN/STOP Buttons (both) ............................................................................................................................... OFF
5. EMER LTS Switch .................................................................................................................................................................. OFF
6. STBY PWR Switch ................................................................................................................................................................. OFF
7. APU Knob ................................................................................................................................................................................ OFF
8. Exterior Lights ......................................................................................................................................................................... Off
9. Batt Buttons (both) .............................................................................................................................................................. OFF
Page 17-9
Quick Turn
1. Throttles .................................................................................................................................................................................. IDLE
2. EMER/PARK BRAKE Handle ................................................................................................................................................ Set
3. ENGINE ICE PROTECTION Buttons (both) .................................................................................................................. OFF
4. ENGINE RUN/STOP Buttons (both) ............................................................................................................................ STOP
6. Electrical Power Source ....................................................................................................................................... As Desired
a. APU Knob (if not running) ......................................................................................................................... ON/START
b. BATT Amps (both) .................................................................................................................................. 0 or Charging
---OR---
c. EXT PWR Button (if AVAIL illuminated) ................................................................................................................ ON
d. BATT Amps (both) .................................................................................................................................. 0 or Charging
7. Return to Normal Procedures, Cockpit Preparation
Page 17-10
Starting APU
1. EIS/CAS ................................................................................................................................................................................ Check
2. APU Knob ................................................................................................................................................................................. ON
a. Green digits for APU RPM% and EGT C are displayed within 10 seconds of selecting ON
3. APU Knob (at or below FL310) .................................................................................................................................. START
4. APU RPM .............................................................................................................................................Stabilizes 98%-100%
5. APU BLEED Switch.......................................................................................................................................................... NORM
6. APU GEN Switch .................................................................................................................................................................... ON
7. Environmental Controls ...................................................................................................................................... As Desired
Engine Dry Motor

Engine life can be reduced if ground starts are initiated between 15 and 180 minutes after engine
shutdown. If engine restarts are desired within this time, it is recommended to perform an engine dry
motor. After dry motor, the engine may be started after 3 minutes and before 40 minutes have elapsed.
NOTE:
Engine starter operation requires bleed air from the APU or opposite engine. If using opposite
engine bleed air, engine should be at IDLE + 25% N1 during the dry motor procedure
1. Throttle (affected side) ...................................................................................................................................................... IDLE

2. ENGINE RUN/STOP Button (affected side) ............................................................................................................. STOP
3. ENGINE STARTER Button (affected side) ............................................................................................. Push and Hold
4. ENGINE STARTER Button (affected side) ................................ Release when N2 19% or 15s Elapsed Time
5. Delay Before Next Start Attempt ........................... When ENG DRY MTR PROC L/R CAS Message Clears
Page 17-11
Starting Engines (Using Cross-Bleed)

1. Throttles .................................................................................................................................................................................. IDLE
2. ENGINE RUN/STOP Button (either engine) ............................................................................................................. RUN
3. START Pressure ............................................................................................................................................. Verify ≥ 32 PSI
4. ENGINE STARTER Button ................................................................................................................................................ Push
5. Engine Instruments..................................................................................................................................................... Monitor
6. Opposite Engine ................................................................................................................................................................. Start
a. Throttle (non-running engine) .............................................................................................................................. IDLE
b. Throttle (running engine) ........................................................................................... IDLE + 25% N1 Minimum
c. ENGINE RUN/STOP Button (non-running engine) ....................................................................................... RUN
d. Repeat Steps 3 thru 5 (non-running engine).
e. Throttles.......................................................................................................................................................................... IDLE
7. EIS/CAS ................................................................................................................................................................................ Check
Page 17-12

MSFS Cessna Model 700 Operator's Guide

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What sections are covered in the table of contents?

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Cessna Citation Longitude

THIS DOCUMENT IS FOR USE IN MICROSOFT FLIGHT SIMULATOR

Section I Operating Limitations 1-00

THIS PAGE INTENTIONALLY LEFT BLANK

Operational Considerations ........................................................................................................................................................ 6

THIS PAGE INTENTIONALLY LEFT BLANK

Maximum Takeoff Weight 39,500 Pounds

Maximum Landing Weight 33,500 Pounds

Maximum Zero Fuel Weight 26,800 Pounds

Ground Operational Limits

a. More than 60 minutes at 35C outside air temperature

b. More than 30 minutes at 45C outside air temperature

Takeoff and Landing Operational Limits

Maximum Tailwind Component 10 Knots

a. Engine Anti-Ice buttons

b. Wing Anti-Ice buttons

c. FLOW bleed air mode

Enroute Operational Limits

Maximum Flaps or Gear Extension Altitude FL180

2. ECS must be selected to NORM above FL410

 Pilot and Copilot Primary Altimeters

Transient 20 seconds --- 99.90 ---

Auto Power 5 Minutes (Multi-Engine)

CLB Continuous 950 98.22 96.49

Start N/A 650 --- ---

Engine Start Limits

Vmo (8000 feet to 29,375 feet) 325 KIAS

Vfe (Flaps 1) 250 KIAS

Vfe (Flaps 2) 230 KIAS

Vfe (Flaps Full) 180 KIAS

Maximum Landing Gear Extension Speed 230 KIAS

Maximum Speedbrake Extension Speed No Limit

Maximum Tire Groundspeed 195 Knots

Max Maneuvering (22,400 lbs, Ground) 156KIAS

Max Maneuvering (22,400 lbs, FL250) 164KIAS

Max Maneuvering (22,400 lbs, FL450) 178KIAS

Max Maneuvering (39,500 lbs, Ground) 222KIAS

Max Maneuvering (39,500 lbs, FL250) 241KIAS

Max Maneuvering (39,500 lbs, FL450) 264KIAS

Load Factor Limits

Flaps 1, 2, or FULL 0.0G to +2.0G

Maximum Duration – 0.0G or Less 7 Seconds

Maximum Landing Sink Rate 600 Feet Per Minute

Electrical Power Systems

Auxiliary Power Unit (APU)

Maximum Start Altitude (2 Gens, 72% N2 min) 15,000 Feet

Maximum Start Altitude (No gens, battery only) FL310

Maximum Operating Altitude FL350

Minimum Ambient Air Temp (On Ground) -40C

Ice and Rain Protection

6. Holding or extended flight in icing conditions with flaps extended is prohibited.

2. Reverse thrust must be reduced to idle by 45 KIAS during landing operations.

3. Reverse thrust is prohibited during touch-and-go operations.

4. Reverse thrust is prohibited to back the airplane at any time.

Angle of Attack System