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GENERAL ELECTRIC CO.

CJ610
OPERATING INSTRUCT.
SECTION TOPIC
GENERAL INFORMATION
TITLE PAGE
LIST OF CHAPTERS (TABLE OF CONTENTS)
RECORD OF REVISIONS
RECORD OF TEMPORARY REVISIONS
LETTER OF TRANSMITTAL (HIGHLIGKTS OF CHANGES)
LIST OF EFFECTIVE PAGES
01 INTRODUCTION
02 ENGINE DESCRIPTION
03 CHARACTERISTICS, PERFORMANCE RATINGS OPERATING LIMITS
04 GENERAL ENGINE OPERATING PRACTICES
05 GROUND OPERATING PROCEDURES
06 FLIGHT OPERATING PROCEDURES
07 OPERATING PROCEDURE FOR ABNORMAL CONDITIONS
08 OPERATING CURVES
OPERATIONS ENGINEERING BULLETINS
03 CHARACTERISTICS, PERFORMANCE RATINGS OPERATING LIMITS

ENGINE CHARACTERISTICS
PERFORMANCE RATINGS
OPERATING LIMITS
EXHAUST GAS TEMPERATURE
SPEED RPM
ENGINE PRESSURE RATIO (EPR)
FUEL TEMPERATURE
´•OIL SYSTEM LIMITS
ENGINE AKT~I-ICE LIMIT
07/29/96 Copyright (c)1996 Aircraft Technical Publishers PA~E: 1

(RCR2102) (GE 0201 OW)
SECTION TOPIC
FLIGHT OPERATING LIMITS

LIFE-LIMIT OF ROTATING PARTS
04 GENERAL ENGINE OPERATING PRACTICES

OPTIMUM ENGINE OPERATION
EFFECT OF AMBIENT CONDITIONS ON ENGINE OPERATION
INLET CONDITIONS
OIL REQUIREMENTS
FUEL REQUIREMENTS
IGNITION SYSTEM OPERATION
LOW TEMPERATURE RPM CUTBACK
ENGINE PERFORMANCE COMPARISION
SAFETY PRECAUTIONS
SERVICE PUBLICATIONS
05 GROUND OPERATING PROCEDURES

PRESTART CHECK
PREFLIGHT/POSTFLIGHT INSPECTION REQUIREMENTS
PRESTART RUN
ENGINE START
IDLE CHECK
ACCELERATION CHECK
POWER ASSURANCE CHECK
ENGINE ANTI-ICING SYSTEM CHECK
ENGINE SHUTDOWN
ABNORMAL SHUTDOWN
06 FLIGHT OPERATING PROCEDURES

RUNWAY CONDITION
TAKEOFF
CLIMB
MAXIMUM CONTINUOUS
CRUISE
FLIGHT IDLE
OPERATION UNDER ICING CONDITIONS
LET-DOWN AND APPROACH
MISSED APPROACH OR EMERGENCY POWER PROCEDURE
ENGINE SHUTDOWN (GROUND)
USE OF IGNITION SYSTEM
07 OPERATING PROCEDURE FOR ABNORMAL CONDITIONS

INTRODUCTION
NO START (GROUND)
UNSATISFACTORY STARTS
HIGH FUEL TEMPERATURE
OIL OVERTEMPERATURE
ZERO OIL PRESSURE
ENGINE OVERSPEED
COMPRESSOR STALL
ENGINE MALFUNCTION
07/29/96 Copyright (c)1996 Aircraft Technical Publishers PAGE: 2

(RCR2102) (GE 0201 OW)
SECTION TOPIC
ENGINE FAILURE
ENGINE FLAMEOUT
FOREIGN OBJECT INGESTION
ENGINE SHUTDOWN IN FLIGHT (VOLUNTARY)
AIRSTART
IN-FLIGHT ENGINE FIRE
GROUND ENGINE FIRE
08 OPERATING CURVES
OIL PRESSURE LIMITS
OIL TANK TEMPERATURE LIMITS IN AIRCRAFT
ENGINE SPEED AT MAXIMUM THROTTLE (EXCEPT CJ610-8A)
ENGINE SPEED AT MAXIMUM THROTTLE (CJ610-8A)
JET WAKE TEMPERATURE AND VELOCIN PROFILE IDLE
JET WAKE TEMPERATURE AND VELOCIT( PROFILE TAKEOFF
EGT STARTING AND TRANSIENT LIMITS (CJ610-1 -4)
EGT STARTING AND TRANSIENT LIMITS (CJ610-8A)
ENGINE TRANSIENT OVERSPEED LIMITS
UNINSTALLED WINDMILL STARTING ENVELOPES
PWR ASSURANCE CK-CJ610-1 ENGINE/COMMODORE 1121
PWR ASSURANCE CK-CJ610-1-4 ENG/LEARJET 23.24
PWR ASSURANCE CK-CJ610-6 ENG/LEARJET 24B/D,25/B/C
PWR ASSURANCE CK-CJG10-I ENGINE/HANSA 320
PWR ASSURANCE CK-CJ610-5 ENGINE/HANSA 320
PWR ASSURANCE CK-CJ610-9 ENGINE/HANSA 320
PWR ASSURANCE CK-CJ610-8A ENG/LEARJET 24.25,28.29
OPERATIONS ENGINEERING BULLETINS

1 FUEL SERVICING
2 OIL SERVICING
3 TROUBLESHOOTING
4 ENGINE OPERATION FUEL CONTROL MALFUNCTION
5 ENGINE OPERATION ICING CONDITIONS
5 ADD ENGINE OPERATION ENGINE ICE INGESTION
6 ALTN STARTING TECH TO LOWER STARTING PEAK TEMP
7 BIOBOR JF FUEL ADDITIVE
8 CLIMB PROCEDURE
9 ENGINE OPERATING TECHNIQUE
10 MOTOR SPEED RQMT FOR IMPROVED ENG HOT PART LIFE
11 CLIMB EGT LIMITATIONS
´•.kkk END OF INDEX *~nk
07/29/96 Copyright (c)1996 Aircraft Technical Publishers PAGE: 3

(RCR2102) (GE 0201 OW)
IVI FG,
INTRO
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CJ610
TURBOJE~ ENGINES
GENERAL ELECTRIC
AIRCRAFT ENGINE GROUP
This revision supersedes and canceb all Temporary

Revisions issued prior to i)ecember 31. 1995.
MAY
1, 1967
REVCSION 6 DECEMBER 31, 1995
RECORD OF REVISIONS
"rp
MFG REV
NO DESCRIPTION ISSUE DATE ATP RR/ DATEI INSERTED BY
5 7/1/84 12/31/94 ATP/E;T
6 08/08/96
GENERAL ELECTAIC-------
CJ61 OTURBOJET
SEI-188 OPERATING INS~RUCTIONS
RECORD OF REVISIONS
Rev. Revision Date of Insertion

No. Date Approval Date By
Basic General
Issue May 1/67 May 1/67 Nov 1/77 Electric Co.
General
1 Jan 15 68 Jan 26/68 Nov 1 7 Electric Co.
General
2 Jul 1 0 Jun 19 0 Nov 1 7 Electric Co.
General
3 Aug 1/75 May 20/75 Nov 1/77 Electric Co.
General
4 Feb 23 7 Feb 17 Nov 7 Electric Co.
General
5 Jul 1 4 Jul 16 30 4 Electric Co.
6 Dec 31/95 10/96
Retain this record in the front of the manual. On receipt of revisions, insert revised
pages in the manual, enter revision number, date:nserted, and name.
TEMP ATP REV INSERT DATE REV REMOVE

REV NO DESCRIPTION ISSUE DATE DATE BY REMOVED INCOR BY
58 OEa3 #2 pg 1 8/19/85 1/27/86 F_TP

10/16/89 TP
68 ATP
59 CHAP III pg 3-4 9/20/85 n

08/08/96 F,TP/~Fn,
60 CHAP V pg 5-FJ 9/20/85 6/2/86 TL~ 63 ATP
61 CHAP VIII pg 8-1 9/20/85 11 II 11 II
62 CHAP III 3-8 2/14/86 n

08/08/96 6 ATP/mY~
63 CHAP V pg 5-8 2/14/86 I lI II I II
64 CHAP VIII pg 8-1 2/14/86 I II 11
II II
65 CHAP V r>s 5-10 5/15/87 11
II
66 CHAP VL 6-2 5/15/87 It
67
CHAP VIII pg 8-3 5/15/87 (1 II
68 OEB #2 pg 1 8/22/89 I II It I II I II
a II II
69 CHAP III pg 3-6A/-6B18/5/93
70 11 ~I 1~
CHAP ~V 4-2 8/5/93 11
71 OEB #1 pg 1 8/5/93 I II II I II
72 OEB #1 pg 5 8/5/93 II (I 1~
73 OEB #1 7 8/5/93 n
II (1
74
OEB #1 pg 9 8/5/93 I II 11 I I II
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RECOPD OF TEMPORARY REVI S I ON 5 r

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DAT E oo
Temp or a ry in a e t t ed Datc
Be ct i on No Pa Re No I a a ue D1 te By
Rev. No. By Removed
III 3-7 Sept. 9177 B 12-
III 3-8 Se t. 9177 GB 1~
V 5-8 Se t. 9177 GB 4-11-78 GB
vIlr 1 8-1 Sept. 9 17 7 CB ?1 LATP /e

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5-7 Feb. 2 B Il n
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61 VL I 6 2 -8 6 AT P~ S
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Tcmpot´•ry Section Bo. I"9ceted Pete

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Rev. No. Page Ho. is´•uc Date By
By Removed
5-8 2-14-86 ATP/S
64 I~II
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1 66 -1 7-11-
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F´•: 68 ULLETIN 2 1H17 8-22-89.
8fS-93 I ATP~B
70 N 4-2 ATP
1 11_~_ 1 8-5-93 (ATP~

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73 IBUL~N NO. 1 7 1 8-5-~3 1TP~S
2q 8UL;LFTIN NO. 1 t9 i 8-5-93 AI~/MB 1 I
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Temporery Revisions, insert
tleviaiona into the mRnnal and enter appropriate information ~n th~s rerort,
V1
M
RECOPJ) OF TEMPORARY REVIS‘IONS

a,
a,
Temporary Section No, inserted Dire
Rev. No. Page No, Iaaue Date
lY
BY Removed
$t
HI11
cn~
RetLin this record in the ~ront of the manual. On

w receipt of Temporary Revisions insert
revisions into the mcinuel and enter
appropriate information in this record.
I, -r-- ´•C-lr
.-~´•F´•-
f~ RECORD OF TEMPORARY REVISIONS
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By Removed
St
~IJ
Retain this record in the front of the manual. On receipt of

Temporary Revisions, ioaert to
revfaions into the manual. and enter appropriata information in th~n
tn
h
H
RECORD OF TEMPORARY REVISfONS

a
a
Temporary In~crtcd Bate
Section No, Page No, Ie~ue Bate By
Rev, No. By Removed
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RECORD OF TEMPORARY REPISICONS
Temporary Section No, Inserted Date

’jRev Page No. Issue D~te by
o~ No, Bj~ Removed
0,
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s%
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Retain tiiie record in the front: of the manual. On ri?eaipt: of

Temporary Revisions, insert
raPiaions into the manual and enter appropriate information in this record.
GZ AircraH Engines
General 6ecrrr
MOO A~. lynn. 6~ Oi910
Subject: Revision 6, dated December 31, 1995 to the CJ610 Operating Instructions,
SEI-188.
Attached is the 6th revision to the Operating Instructions for the CJ610 Turbojet engines.
Highlights of this revision are as follows:
Revised Performance Rating for Idle speed for CJ610-9 engines

installed on Hansa Jets
Revised Oil Pressure Limits at Idle speed for CJ610-9 engines

installed on Hansa Jets
lifting of Approved Commercial FaelF
The following Temporary Revisions have been cancelled by this revision and should be removed
~om the manual:
jg thru 74
All Temper Revision with mrmber lower than those listed above have been cancelled by
previous revisions.
After inserting the revision pages and removing superseded pages, please note the necessary
information on the replacement Record ofRevision page, which carries FAA DER ~ipproval
signature and file it in ~-ont of the manual.
Please direct Itny questions concerning distribution (change in address, incorrect quantities, etc.)
toLyrm Product Support Department Technical Publication, Mail Zone 13202, Attn: Ken D.
Thompson
Ken Thompson
CJ610/CF700 Turbofan Technical Publications
MZ 13202
Telephone: 1617) 594-1322
GENERAL ELECTRIC-------
CJ61 O TU RBOJ ET
LIST OF EFFECTIVEPAGESS
CHAPTER PAGE DATE
LOEP *I thru II Dec 31/95
Table of i thru ii Aug 1/75

Contents iii thru iv July 1/84
X 1-1 Feb 23/77

1-2 July 1/84
II 2-1 Feb 23/77
LII 3-1 Feb 23/77

3-2 July 1/84
*3-3 thru 3-4A/4B Dec 31/95
3-5 thru 3-6 Feb 23/77
*3-6A/6B Dec 31/95

3-7 July 1/84
*3-8 thru 3-8A/8B Dec 31/95
3-9 thru 3-11 Aug 1/75
IV 4-1 Aug 1/75

*4-2 Dec 31/95
4-3 thru 4-5 Aug 1/75
V 5-1 thru 5-5 Aug 1/75

5-6 Feb 23/77
*5-7 thru 5-8A/8B Dec 31/95
5-9 Feb 23/77
*5-10 Dec 31/95
5-11 thru 5-13 Aug 1/75
VI 6-1 Aug 1/75

*6-2 Dec 31/95
6-3 thru 6-4 July 1/84
6-5 thru 6-6 Aug 1/75
Dec 3i../95 I
GENERAL ELECTRIC--------
CJ61 OTURB OJ ET
OPERATING INS~RUCTIONS SEI-188
LIST OP EFFECTIVE PAGES (Cont)
CHAPTER PAGE DATE
VIJ 7-1 Feb 23/77

7-2 thru 7-11 Aug 1/75
7-12 Feb 23/77
7-13 thru 7-14 Aug 1/75
VTIT "8-1 thru 8-2 Dec 31/95

*8-2A ~hru 8-2B Dec 31/95
^8-3 Dec 31/95
8-4 thru 8-5 Aug 1/75
8-6 thru 8-8 July 1/84
8-8A/8B July 1/84
8-9 thru 8-14 Aug 1/75
8-15 July 1/84
8-16 thru 8-18 Aug 1/75
8-19 July 1/84
*Asterisk indicates pages added or changed by this revision.
LT Dec 31/95
6En EaA ~B E re crR Ic
CJ610 TURBOJET
SEI-188 OPERATIHG II(STRUCTIOIIS
TABLE OF CONTENTS
Chapter Subject Page
I INTRODUCTION................................ 1-1
TI ENGINE DESCRIPTION.......................... 2-1
ZZZ ENGINE CHARACTERISTICS, PERFORMANCE

RATINGS, AND OPERATING LIMITS.......~ 3-1
Engine Characteristics.................. 3-1
Performance 3-5
Operating Limits.,.,.....~...,.......... 3-5
Exhaust Gas Temperature............. 3-5
Speed RPM......................... 3-5
Engine Pressure Ratio (EPR)....,.... 3-6
Fuel Temperature...,....,........... 3-6
Oil System Limits. 3-6
Engine Anti-Ice Limit.............., 3-9
Flight Operating Limits............. 3-9
I Life-Limit of Rotating Parts........ 3-9
IV GENERAL ENGINE OPERATING PRACTICES.......... 4-1

Optimum Engine Operation.....,...,...... 4-1
Effect of Ambient Condition on
Engine Operation,.......~...,.......... 4-1

Inlet Conditions~....................... 4-1
OilRequirements........................ 4-1
Fuel Requirements......,........~....... 4-2
Ignition System Operation,.........,.... 4-3
Low Temperature RPM Cutback,....~......, 4-3
Engine Performance Comparison........... 4-4
Safety Precautions.......~..,........... 4-4
Service Publications.......~......,..... 4-5
Aug i/75 i
GENERAL 6~ ELECTRIC--------´•
CJ61 OTURB OJ ET
OPERAflNG WS~RUCTIONS SEI-188
TABILE OF CONTENTS (Cont)
ChaPter Subiect Pacre
V GROUND OPERATING PROCEDURES 5-1

Prestart Check 5-1
Preflight/Postflight Inspection
Requirements 5-1
Prestart Run 5-3
5-5
Idle Check 5-8
Acceleration Check 5-8A
Power Assurance Check 5-9
Engine Anti-Icing System Check 5-11
Engine Shutdown 5-11

Abnormal Shutdown 5-12
VI: FLIGHT OPERATING PROCEDURES 6-1
Runway Condition 6-1

6-1
Climb 6-2
Maximum Continuous 6-2
Cruise 6-3
Flight Idle 6-3
Operating Under Icing Conditions 6-3

Let-Down and Approach 6-4
Missed Approach or Emergency Power
Procedure 6-5
Engine Shutdown (Ground) 6-5

Use of Ignition System 6-5
VIZ OPERATING PROCEDURES FOR ABNORMAL
CONDITIONS
Introduction 7-1
No Start (Ground) 7-1
Unsatisfactory Starts 7-1
High Fuel Temperature 7-2
ii Dec 31/95
GEYOAAL ~B ELECTRIC
CJ610 TURBOJET
SEI-188 OPERATIIG IHSTRUCTIOIIS
TABLE OF CONTENTS (Cont)
Chapter Subject Page
VZZ OPERATING PROCEDURES FOR ABNORMAL

CONDITIONS (Cont)
Oil Overtemperature..............,...... 7-2
Zero Oil Pressure....................... 7-3
Engine Overspeed....,................... 7-3
Compressor Stall.......,................ 7-4
Engine Malfunction........,............. 7-5
Engine Failure.......................... 7-6
Engine Flameout......................... 7-7
Foreign Object Ingestion......,......... 7-7
Engine Shutdown in Flight (Voluntary)... 7-11
Airsta~t´•´•´•´•´•´•´•´•´•´•´•´•´•.,................. 7-11
In-Flight Engine Fire................... 7-13
Ground Engine Fire.......,.............. 7-14
VIII OPERATING CURVES
Figure i. Oil Pressure Limits............. 8-1

Figure 1A. Oil Tank Temperature Limits
In Aircraft.................... 8-2
Figure 2. Engine Speed at Maximum
Throttle (CJ610-8A Engines)´•´•´•´• 8-3
Figure 3. Jet Wake Temperature and
Velocity Profile IDLE....,... 8-4
Figure 4. Jet Wake Temperature and
Velocity Profile TAKEOFF...., 8-5
Figure 5. EGT Starting and Transient
Limits (CJ610-1 and -4
Engines)´•´•´•´•´•´•´•´•´•´•´•´•´•.......... 8-6
Figure 5A. EGT Starting and Transient
Engines)´•´•´•´•´•´•´•´•´•´•´•´•´•.......... 8-7
July 1/84 iii

CEIERIL~ ELEEfAlt
CJ610 TURBOJET
C~---- SEI-188
OPERILTIIG IWS’IRUCTIOHS
TABLE OF CONTENTS (Cont)
Chapter
e Subject Pa e
rage
VIIZ OPERATING CURVES (Cont)
Figure 5B. EGT Starting and Transient

Engines)´•´•´•´•´•´•´•´•´•´•´•´•´•.......... 8-8
Figure 50. EGT Starting and Transient Lim-
its (CJ610-8A Engines)......... 8-8A
Figure 6. Engine Transient Overspeed
Limits´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•.......... 8-9
Figure 7. Uninstalled Windmill Starting
Envelopes´•´•´•´•´•´•´•´•´•.´•´•.....,.... 8-10
Figure 8. Power Assurance Check CJ610-1
Engine/Commodore 1121.......... 8-11
Figure 9, Power Assurance Check CJ610-5
Engine/Commqdore 1121B......... 8-12
Engine/Commodore 1123.......... 8-13
Figure 11. Power Assurance Check CJ610-1,
Engine/Gates-Learjet 23
and 24.....,.........,......... 8-14
Engine/Gates-Learjet 24B, 24D,
25, 25B, and 25C 8-15
Figure 13. Power Assurance C~eck CJ610-1
Engine/Hansa 320............... 8-16
Figure 14. Power´•Assurance Check CJ610-5
EnginelHansa 320.............., 8-17
Engine/Hansa 320 8-18
Figure 16._ Power Assurance Check CJ610-8A
EnginelGates-Learjee 24, 25, 28,
and 29 8-19
iv July 1/84
01
OLI(ERAL LLECTIIC
CJ610 TURBOJET
SEI-188 OPER~TIIIG IIISTRUCTIDIIS
CHAPTER I:
INTRODUCTION
i, Introduction.
A. These Operating Instructions contain the engine

limits and operating procedures recommended by the
General Electric Company for the CJ610 Series com-
mercial turbojet engine without regard to the type
or model of aircraft in which the engine may be in-
stalled. These limits and procedures are based on

extensive engine design and operating experience,
and are oriented toward satisfactory performance
and reliable engine operation. Unless otherwise
stated the operating instructions refer to CJ610-1,
1 -4, -5, -6, -8, -8A, and -9 engines. General
Electric CJ610 Engine Warranties are conditioned
upon, among other things, operation of the engine
in accordance with the recommendations set forth
in this manual and other written instructions.
B. The CJ610 Series

Operating Instructions are in-
tended to provide flight and ground crew personnel
with information required to operate the engine
within the limits of the FAA Data Sheet.
C. The instructions pertain to all

ground and flight
conditions, certain abnormal conditions, and
certain emergency conditions. It is possible that
these instructions may not provide for every pos-
sibl~e variation in equipment or contingency to be
met in connection with the installation, operation
or maintenance of the CJ610 series engine. If
Feb 23/77 Page 1-1

GEWERAL fLECtRIC
CJ610 TURBOJET
SEI-188
OPERATIIG IWSTRUCTIOIIS
further information is required, the matter should

be referred to the airframe manufacturer and to:
General Electric Company

IMZ: 27483
1000 Western Avenue
Lynn, Massachusetts 01910
ATTN: Manager CJ610/CF700 Programs
Telex: (617) 681-7065
IMPORTANT: The information in these instructions

supplements, but does not supersede, the
operating instructions and limitations
contained in the Aircraft Flight Manual.
Page~l-2 July 1/84

02
CflEIAL PL~EIIIE
CJB10 TURBOJET
SEI-188
OPERATIIIG IIISTRUC’IIOIIS
CHAPTER ii
ENGINE DESCRIPTlON
i. Engine Description,
A. The General Electric CJ610 series engine is a com-

pact, high thrust, lightweight turboJet engine with
three main engine bearings and an eight.stage axial
flow compressor coupled directly to a two stage
turbine.
B. The engine also has a through flow, annular combus-

tion system, variable inlet guide vanes, controlled
compressor interstage bleed, and a fixed area ex-
haust nozzle.
C. Basically, the engine consists of the following

major sections: compressor, combustion, turbine,
exhaust cone and engine accessory drive.
D. The CJ610-1, -5 and -9 series engine incorporates a
transfer drive shaft to transmit power from the

radial drive shaft forward to the accessory drive
gearbox which is mounted under the front frame.
I E. CJ610-4, -6, -8, and -8A series engine does not

utilize the transfer drive shaft. The accessory
drive gearbox is attached to the mainframe.
Feb 23/77 Page 2-1

03
6fWtRAL BP fLTCfllC
CJ610 TURBOJET
SEI-188 OPER~TIYG IXSTRUCTIOWS
CHAPTER III
ENGINE CHARACTERISTICS, PERFORMANCE RATINGS, AND
OPERATING LIMITS
1. Engine Characteristics.
I A. Models: General Electric

-5, -6, -8, -8A, and -9.
C3610-I, -4,
B, Type: Single-rotor axial flow tur-
bojet
C. Compressor: 8 stage, variable inlet guide

vanes, with compressor inter-
-stage bleed.
D, Pressure Ratio: 6.8 1
E. Turbine Stages: 2
F. Rotation: Clockwise, viewed from the

rear of the engine.
G. Fuel: See Fuel Requirements,

Chapter IV.
H. Oil: Refer to Operations En-

gineering Bulletin No. 2
for list of approved oils.
Page 3-1
Feb 23/77
TABLE I
PERFORMANCE RATING
w SEA LEVEL STATIC ICAO STANDARD DAY
Thrust S.F.C. Engine ~ax Exh~ust

Ib. Ib/hr/lb RPM% Gas Temp (EGT) Duration
Condition (Uninstalled) (Uninstalled) Limit: Limi t: Minutes
CJ610-~ and -4
c
Takeoff 2,850 0.99 101.2% 7040C 5 min. O)
(16,700)
O
RPM (MAX)
ivlaximum 2,700 0.97 100.0% 877"0 Continuous

Continuous (16,500) m~
RPM (MAX) To
Sc
Td~e 48% (+1.0%) When adjusting idle

speed
48% (t1.5%) During engine operation
4 CJ610-5 and -6
;e 7160C
Takeoff 2,950 0.98 101.2% 5 min.
r H
(16,700)
I~ RPM (MAX)
el vJ
iD
TABLE I (Cont) M
n H
PERFORMANCE RATING
w
SEA LEVEL STATIC ICAO STANDARD DAY r
r c;o
Thrust S.F.C. Engine Max Exhaust

Condition (Uninstalled) .(Uninstalled) Limi-t: Limit Minutes
CJ610-5 and -6. (Cont)
~aximum 2,780 0.96 100.0% 7020C Continuous

Continuous (16,500) oa
RPM (MAX) CZ
a~a
Idle 48%(41.0%) When adjusting idle O
speed.
CJ610-8 and -9
48%(fl.S%) During engine operation.
j~C=TJr"
m ~o
Takeoff 3,100 0.98 101.2% 7460C 5 Min.

IO C
3m
(16,700)
RPM (MAX)
Maximllm 2,925 0.96 100.0% 7290C Continuous

Continuous (16,500)
RPM (MAX)
TABLE I (Cont)
PERFORMANCE RATING
SEA LEVEL STATIC ICAO STANDARD DAY

dondition (Uninstalled) (Uninstalled) Limit Limit Minutes
~C_J_61_0-8 and -.9 (Cont) loF~

CZ
Q,
Idle S3%(fl%) When adjusting idle
speed on CJ610-9 engines O
after compliance with
Service Bulletin 73-47. ~cE
53%(fl.S%) During engine operation. OmE
o
Applies to CJ610-9 en-O

gines after complianceC´•
m
with Service Bullerin
73-47.
48%(f1.0%) When adjusting idle

speed on all other
I engines.
o I v,
w 1 48%(11.5%) During engine operation

tZ: I on all other engines.
~o oo
~n ex,
m
n,
TABLE I (Cont) m
o H
PERFORMANCE RATING
w r
r
SEA LEVEL STATIC ICAO STANDARD DAY

Condition (Uninstalled) (Uninstalled) Limit Limit Minutes
CJ610-8A
Takeoff 2,950 0.97 101.2% 7350C 5 Min.

(16,700)
O c,
RPM (MAX) t
a~S:
Maximum 2.BSO 0.97 IOO.OA 7a40C Continuous
Continuous (16,500) 8’7
RPM (MAX) BCP
Idle 48%(f1.0%) When adjusting idle
PamP
speed.
I OCo
48% (f1.5%) sm
During engine oper- O 1
ation. ~1
NOTE: If "Altitude Idle Reset" unit is installed, refer to aircraft manufac-
turer for correct idle speed setting.

CEYERAL ELECTIIIC
CJ6~0 TURBOJET
SEI-188 OPERAIIRG InSIRUCflOnS
2. Performance Ratings. (Refer to Table I.)
3. Operating Limits.
A. Exhaust Gas Temperature.
CAUTION: EXTENT AND DU~ATION OF ALL OVERTEMPERATURE

OPERATION MUST BE RECORDED AND PROPER
MAINTENANCE ACTION TAKEN WHEN THE CON-
DITION OCCURS.
(1) Takeoff Power.
CJ610-1, -4, -5, 101.2% (See figure 2, Chapter

-6, -8, VIII.)
-8A, -9.
NOTE: When flight conditions dictate, takeoff

power may be used up to a maximum of 5
minutes; however, time takeoff power
at
should be minimized whenever practical.
(2) Maximum Continuous.
CJ610-1, -4 6770C
CJ610-5, -6 7020C
CJ610-8, -9 7290C
CJ610-8A 7240C
(3) Starting and Transient Conditions.
CJ610-1, -4 Refer to figure 5, Chapter VIII.

CJ610-5, -6 Refer to figure 5A, Chapter VIII.
CJ610-8, -9 Refer to figure 5B, Chapter VIII.
CJ610-8A Refer to figure 5C, Chapter VIII.
Feb 23/77 Page 3-5

GEWERIL ELEETAII
CJ610 TURBOJET
OPERAtlnG IIISTRUCTIOWS
SEI-188
B. Speed RPM
(1) Takeoff Power.
CJ610-1, -4, -5, 101.2% (See figure 2, Chapter

-6, -8, VIII.)
-8A, -9.
(2) Maximum Continuous.
CJ610-1, -4, -5, 100%

-6, -8,
-8A, -9.
(3) Flight Idle.
CJ610-1, -4, -5, Refer to appropriate Aircraft

-6, -8, Flight Mnaual for minimum
-8A, -9. flight idle engine RPM.
Page 3-6 Feb 23/77

GENERAL Q~ ELECTRIC--~--
CJ61 O TU R BOJ ET
SEI-188 OPERA’TING INS~RUCTIONS
C. Engine Pressure Ratio (EPR). EPR values that assure
proper thrust levels are given in the appropriate

Aircraft Flight Manual. These values are not limits
but should not be exceeded to assure suitable engine
life.
D. Fuel Temperature (Fuel Pump Inlet Temperature Sea

Level Static).
NOTE: Refer to Aircraft Flight Manuals or bulletins

for variations in fuel temperature limits in
particular aircraft.
Fuel TvDe Min. Max.
JP-5 (Equivalent to -290C Approx. 430C Approx.

Commercial
Kerosene)
JP-4 -540C Approx. 430C Approx.
1 Jet A, Jet A-i, JP-8 -430C Approx. 430C Approx.
Aviation Gas -540C Approx. 430C Approx.
E. Oil System Limits. Oil pressure may be affected by

cold weather or by an oil change. This paragraph
contains instructions if these conditions temporar-
ily high readings.
cause paragraph con- This also
tains instructions for observing and recording oil
pressure for a normal operating engine which is

useful in troubleshooting the lubrication system.
(1) Special Instructions.
(a) On days oil pressure may peak to

cold 175
psig during starting. Operate engine at
IDLE RPM until the oil pressure falls to 70
psig. Advance holding

the throttle, 70
psig, until maximum continuous power is

reached. Operate at maximum continuous
Dec 31/95 Page 3-6A/3-6B

GENERAL ELECTRIC----------
CJ61 OTUR BOJ E~
SEI-188 OPERATING INSTRUCTIoNS
power to heat the oil to 800C. Retard

throttle and check that the idle oil pres-
sure is 5-25 psig, with oil temperature at
800C minimum.
NOTE: Cold Day operation psig is

to 80
permitted for a maximum

period of
12 minutres (see figure 1. Chapter
VIII).
(b) After changing oil or servicing with oil.

there may be a slight delay in oil pressure
indication. Wait until oil pressure sta-
t bilizes below 70 psig before operating the
engine above IDLE.
(c) Limits for engine oil pressure during

normal operation are given in figure 1.
Chapter VIII. It is recommended that
operators maintain records of oil pressure
readings for normal
engine operation and
check each engine for normal operating oil
pressure. Any sudden change in the oil

pressure readings from the characteristic
engine curve indicates a possible lubri-
cation system malfunction and should be
investigated.
NOTE: Be sure the oil pressure has sta-
bilized before taking

readings. the
Whenever oil pressure varies f10 psig
from the normal operating pressures
under the same engine operating
conditions, the lubrication system
must be inspected for the cause of
the pressure change.
July 1/84 Page 3-7

CJ61 O TU R SOJ ET
OPERA~NG a3snw~ONS SEL-188
(2) Oil Pressures:
Start: Positive indication. May peak to 175

PSIG under extremely cold conditions.
Idle:
(a) For CJ610-9 6-30 PSIG (with

engines after oil tank temperature
compliance above 800C).

with Service Operate engine at
Bulletin 73-47. maximum continuous

for 5 minutes to
stabilize oil tem-
perature just prior

to reading idle oil
pressure.
(b) For all other 5-25 PSIG (with oil

engines. tank temperature
above 800C)
Operate engine at
maximum continuous
for 5 minutes to
stabilize oil tem-
perature just prior

to Leading idle oil
pressure.
All other Conditions: Refer tofigures 1 and

L.1, Chapter VIII.
NOTE: After changing oil or servicing with oil,

there may be a slight delay in oil pres-
sure indication. Oil pressure should be
between 5-70 psig before operating engine

above IDLE.
Page 3-8 Dec 31/95

GENERAL ELECfftlC~--´•----
CJ61 6 TU R BOJ ET
SEI-188 OPERATING INS~RUCnONS
(3) Oil Temperature;
Oil in Tank 1850C Max. Steady State

1930C Max. Transient (See
figure 1A and 1.1,
Chapter VIII)
Scavenge 1930C
CAUTION: 1.MINIMUM OIL TEMPERATURE FOR START-

ING ENGINES USING TYPE 1 OIL IS
-540C (-650F).
2. MINIMUM OIL TEMPERATURE FOR START-

ING ENGINES USING TYPE 2 OIL IS
-400C (-400F).
(4) Oil Consumption: 0.4 U.S. pints per hour max.
NOTE: For Fuel and Oil leakage limits. refer to
Maintenance Manual. SEI-186.
Dec 31/95 Page 3-8A/3-8B

CLLLIIIIL
I
CJGIO TURBOJET
SEI-188 OPERATII(G IIISTRUCIIOIIS
F. Engine Anti-Ice Limit. For operation of the engine

in icing conditions, the engine Anti-Ice System
must be turned ON prior to entering icing conditions,
and engine speed must be maintained above specified
limits. Refer to Aircraft Flight Manual for RPM
limits and correct operating procedure.
G. Flight Operating Limits. Do not operate the engine

beyond the following flight limitations:
(1) Negative or zero "G" and/or inverted flight

10 seconds.
(2) Speed and altitude limits as shown in Air-

craft Flight Manual.
H. Life-Limit of Rotating Parts. The compressor and

turbine rotors have components that are life-
limited and therefore require that an accurate
history be kept on their operation. The governing
factor that determines life limits is cycles.
(1) A cycle is defined as a flight consisting of a
start, takeoff, landing and shutdown, Use of

thrust reverser is not included in this cycle
count.
(a) An air start is considered one cycle on
rotating parts.
(b) Engine starts and shutdowns for operational

checks, ground maintenance and taxiing do
not count against cycle limits.
(c) Partial cycles such as the following must be

counted if such operations either occur on
more than 10% of total flights or subject
the engine to conditions which accelerate

LCF usage.
Aug 1/75 Page 3-9

ILn LICIL LLLYI nlY
CJ610 TURB6JET
OPERATIRG IIISTRUCIIOIIS
SEI-188
1 Landing without engine shutdown followed

by another flight counts 1/6 cycle for
each rotating part.
2 A touch-and-go landing or jio-aro~md

counts 1/6 cycle for each rotating part.
(d) When the thrust reverser is

used, but the
throttle is not advanced beyond 65% Ng, no
additional cycles are added. When the re-
verser is used and the throttle is advanced
beyond 65% Ng, 1/6 cycle is added to the

cycle count of each rotating part.
(e) Examples:
1 During a flight, operator makes an air

start on the right-hand engine, lands
using the thrust reverser, and shuts
down engines. During thrust reverser
operation, the throttle is advanced to
70% Ng.
Cycle count, right engine:
1 normal mission
1 air start
1/6 thrust reverser
2-1/6 total
Cycle count, left engine:

1 normal mission
1/6 thrust reverser
1-1/6 total
2 More than 10% of missions are used for
pilot training (10% rule applies).

Normal flight consists of a takeoff,
landing with thrust reverser, and shut-
down. During thrust reverser operation,
Page 3-10 Aug 1/75

CJ6~0 TURBOJET
SEI-188 OPERClflWG InSfRUCTlOnS
the throttle is not advanced beyond 65%

Ng. The flight includes three touch-and-
go landings.
Cycle count, left-and right-hand
engines:
1 normal flight
1/2 __
touch-and-go (1/6 cycle each)
1-1/2 total
NOTE: Thrust reverser operation did not

add to cycle count because throttle
was not advanced beyond 65% Ng.
3 Flights under 15 minutes occur on more

than 10% of missions. An operator starts
the engines, takes off, and lands using
thrust reverser. Engines are not shut
down. Operator makes second takeoff and
landing using thrust reverser, and does
not shut down engines. He then makes a
third takeoff and.llaridfng, without using
thrust reverser. Each mission was under
15 minutes and throttle was advanced
beyond 65% Ng´• during thrust reverser
operation.
Cycle count; left-and r’ight-hand
engines:
1 normal takeoff and landing
2/6 thrust reverser
1/3 short mission (1/6 for each)
1-2/3 for all rotating parts
Aug 1/75 Page 3-11

04
GENERAL ELECTR1C--------
CJ6-f O TU RE OJ ET
SEI-188 OPERATING INS~RtrCnONS
CHAPTER IV
GENERAL ENGINE OPERATING PRACTICES
1. QDtimum Ennine Operation. Maximum economy and optimum

engine life is achieved by proper selection of engine
thrust settings, flight altitudes
airspeeds. and A
thorough knowledge of proper operating procedures is
required to attain these objectives.
2. Effectof Ambient Conditions on Engine QDeration.

Turbojet engines are affected by variations of compres-
sor inlet temperature and pressure. Considerable care
should~be exercised during flight planning or per-

formance calculation to obtain the correct values for
the prevailing ambient air conditions when making
thrust computations. When computing takeoff EPR. it
should be remembered that the engine senses the actual
air temperature and pressures just above the runway
surface, therefore, the latest temperature informa-
tion should be obtained and Humidity effect
used. may
be neglected except for very precise computations
since the effect is too small to be detected by
normal measurements.
3. Inlet Conditions. approach inlet duct or

A smooth
bellmouth and bulletnose fairing must be installed
during all engine operation and/or testing, in order
to provide proper airflow distribution at the engine
inlet.
4. Oil Engine lubricating oils conforming

Re_auirements.
to Type 2 requirements are recommended for use in this
engine. Refer to Operations Engineering Bulletin No.

2 for list of approved oils.
Aug 1/75 Page 4-1

GENERAL ELECTRIC---------
CJ6-f O TU RBOJ ET
OPERATING SEI -188
5. Fuel Re_4uirements.
A. The engine is approved for operation using commer-
I cial jet fuel, JP-4, JP-5. or JP-8 per G.E.

cation D50TF2 (current revision). Jet A or Jet
Specifi-
A-i.
The engine will
operate satisfactorily a with mix-
ture of approved fuels provided that the density
adjustment on the fuel control is set to Correspond

to the fuel that is the larger part of the mixture.
B. Aviation Gasoline may be used in the~CJ610 series

engines for emergency purposes only, but must be
limited to a maximum of 25 hours during any over-
haul period.
CAUTION: SELECT THE LOWEST OCTANE RATING AVAILABLE

WHEN AVIATION GASOLINE IS USED.
REFER TO AIRCRAFT PLIGHT MANUAL FOR ALTI-

TUDE RESTRICTIONS WHEN USING AVIATION GASO-
LINE.
REFER TO APPROPRIATE AIRCRAFT FLIGHT MANUAL

FOR INFORMATION REGARDING THE USE OP FUEL
ADDITIVES.
C. Mixing of Aviation Gasoline with~Jet fuel is al-

lowed; all operation with Aviation Gasoline in ex-
cess of 50 percent by volume should be recorded in
flight and maintenance logs.
(1) Refer to Operations Engineering Bulletin No. 1
for list of approved fuels.
(2) The engine fuel pump is not self priming and

requires a positive head of fuel for engine
stasting.
Page 4-2 Dec 31/95

I LLLIIIII
CJ6~0 TURBOJET
SEI-188 OPER~TII(G IIISTRUCTIOWS
(3) Fuel supplied to the aircraft tanks should be

passed through at least a l0-micron filter.
6. Ignition System Operation.
A. This engine is equipped with an ignition exciter

and two igniter plugs; either plug is capable of
starting the engine.
B. Time limits for operating the engine ignition

system are as follows:
Time limit i.
2 minutes ON followed by 3 minutes OFF; then
2 minutes ON followed by 23 minutes OFF.
Time limit 2,
5 minutes ON followed by 25 minutes OFF.
C. When flight conditions dictate, the ignition system

may be operated continuously as required. However,
if.the ignition system limits are exceeded, the ig-
nition exciter must be replaced (see note) and the
igniter plugs must be removed, inspected, and tested
per the Accessory Overhaul Manual, SEI-154 prior to
reinstallation.
NOTE: Extended duty ignition exciter (4026T03) does

not have to be replaced if the time limits
are exceeded. The igniter plugs however, must

be checked as explained in step C.
7. Low Temperature RPM Cutback.
A. At low values of compressor inlet temperature, en-

gine speed is limited by the control to provide
satisfactory stall margin. In this region, rated
takeoff thrust is always available even though
Aug 1/75 Page 4-3

G~CITAAL ~P CL~ErRIC
CJ610 TURBOJET
OPERATI6G IRSTRUCTIOI(S
SEI-188
maximum physical speed is reduced as inlet temper-

ature decreases. Engine speed at maximum power
lever position should fall within the band shown
on figure 2, Chapter VIII.
B. If the T2 cutback rpm exceeds the maximum allowable

physical speed limit (rpm cutback minimum limit),
the power lever should be retarded to maintain en-
gine operation within the rpm limits and reference
should be made to the engine maintenance manual,
SEI-l86 for troubleshooting.
CAUTION: ENGINE RPM IN EXCESS OF THE MAXIMUM ALLOW-

ABLE LIMITS MAY RESULT IN HIGH CORRECTED
SPEED COMPRESSOR STALLS AND POSSIBLE
FLAME OUT.
8. Engine Performance Comparison. CJ610 series specifica-

tion performance data are based on unloaded accessory
drives, no compressor air bleed, no inlet screens, no
inlet duct losses and a defined exhaust nozzle. Allow-
ance for these factors must be made when
comparing
installed engine performance with specification per-
formance data.
9. Safety Precautions. following Safety Precautions

The
should be observed by personnel during engine opera-
tion:
A. Before entering the aircraft, insure that the

ground beneath the
engine and in the immediate area
of the aircraft is clear and free of loose debris

which might possibly be picked up and ingested by
the engine.
B. Be sure that fuel drainage or spillage does not

prese"nt a fire hazard.
Page 4-4 Aug 1/75

E~IITIIAL LLBCTIIC
CJ610 TURBOJET
SEZ-188 OPER~TIWG IIISTRUCTIOIIS
C. Before starting engine, obtain a ground clear-

an
ance to ensure that all personnel are clear of the
exhaust area (see figures 3 and 4, Chapter VIII)

and the engine inlet and compressor bleed valve
area.
D. Assure that engine inlet and tailpipe protective

covers are removed, nacelle latches are secure,
and that the engine oil quantity and fuel drains

have been checked.
10. Service Publications.
A. Engine operation, adjustments, maintenance, repair

and overhaul should be performed in accordance
with instructions in the following publications:
(1~ Operating Instructions.,.,,....,......SEI-188

(2) Maintenance Manual. SEI-186
(3) Overhaul Manual.......................SEI-136
(4) Illustrated Parts Catalog............,SEI-137
(5)´• Accessories Overhaul. SEI-154
Aug 1/75 Page 4-5

05
SLIILRAL rlLEIIIIF
CJ610 TURBOJET
SEI-188
OPERA’TIWG InSfRUCTlOnS
CHAPTER V
GROUND OPERATING PROCEDURES
i. Prestart Check. motoring the engine for

Prior to any
purpose, perform the following steps:
A. Make certain that the area around the

engine is
clear of equipment, tools and personnel.
B. Make certain that the engine inlet and exhaust

areas are free from obstruction and foreign objects,
including ice.
(1) Cold Weather Operation. After shutdown, engine

heat may melt ice accumulated during flight.
The resulting water may drain to the lower
sections of the compressor and freeze. An
attempted engine start with a frozen rotor may
result in starter failure. If the compressor
rotor is not free to turn by hand, investigate
cause before starting.
WARNING: WHEN ROTATING COMPRESSOR ROTOR BY

HAND, TAKE PRECAUTIONS TO PREVENT
HAND FROM BEING CAUGHT BETWEEN RO-
TATING AND STATIONARY PARTS.
2. PreflightlPostflight Inspection Requirements. Preflight

Inspection should be done before the first flight or
engine run of the day. Postflight Inspection should
normally be done after the last flight of the day’s
operation. With the engine inlet and exhaust duct
covers removed and, using a flashlight, visually check
the following items:
Aug 1/75 Page 5-1

CJ610 TURBOJET
SEI-188
OPERATIWG IRSIRUCTIOIIS
A. Check the engine inlet duct for deterioration, dam-

age, loose rivets, integrity of anti-icing blanket
if installed, and presence of foreign objects.
B. Check the engine inlet for damage. Pay particular

attention to the following items.
(1) Front frame bulletnose for nicks and dents.
(2) Front frame struts for nicks and dents.
(3) Variable vanes for nicks and dents and are all
in same relative position,
(4) Visible compressor rotor blades and vanes for

nicks and dents.
C. Check the engine exhaust for damage:
(1) Aircraft jet nozzle for presence of fuel, dis-

tortion, cracks, hot spots, and soot streaks.
(2) Visible turbine blades for dents or distortion.
(3) The exhaust gas t’hermocouple loops for breaks

or missing loops.
(4) Exhaust pressure probes for damage and carbon

buildup.
D. Check the operation of the throttle and fuel shut-

off levers for freedom of operation and range of
travel.
E. Check external lines and fittings for security,

abrasion and evidence of leaks.
Page 5-2 Aug 1/75

LILI´•n´•r
CJ610 TURBOJET
SEI-188
OPERA’TIWG IIISTRUCTIOIIS
F. Make certain that vent and drain lines are clear.

(Refer to Aircraft Manual for specific instruc-
tions.)
I G. Engine Oil Quantity checked. (Refer

Manual for specific instructions.)
to Aircraft
CAUTION: OIL QUANTITY SHOULD BE CHECKED AS SOON AS

POSSIBLE AFTER ENGINE SHUTDOWN. OIL SEEP-
AGE FROM THE TANK TO THE GEARBOX CAN OCCUR
WHEN THE ENGINE IS INACTIVE. IF ENGINE
HAS BEEN STANDING FOR A PERIOD AND DIP-
STICK LEVEL IS DOWN, MOTOR THE ENGINE ON
THE STARTER AND RECHECK LEVEL BEFORE ADD-
ING OIL TO PREVENT OVERFILLING.
H. Always start and run up the engine with the aircraft

located on a clean paved surface to minimize the
possibility of ingesting foreign objects into the
engine.
3. Prestart Run. Whenever

engine has not been operated
an
for a period exceeding 7 days maintenance work in-

volving the fuel system has been performed, or when an
engine change has been made, the following prestart
run should be made before starting the engine. The
prestart run primes the fuel and lube systems when
replacement of components has taken place.
I NOTE: Refer to Aircraft Flight Manual for procedure.
A. Set engine controls as follows:
(1) Anti-Icing´•´•´•´•´•´•´•´•´•´•´•......................OFF
(2) Air Bleed System............,..............OFF
(3) Power Lever................................OFF
(4) Starter´•´•´•´•´•´•´•´•´•´•´•´•´•´•......................OFF
(5) Ignition´•´•´•´•´•´•´•´•´•´•´•´•´•......................OFF
(6) Fuel Boost.................................ON
Aug 1/75 Page 5-3

IILIIL
CJ610 TURBOJET
OPER~flnG IIISTRUCTIOIIS SEI-188
CAUTION: THE FUEL PUMP AND FUEL CONTROL ARE

FUEL-LUBRICATED. DO NOT MOTOR, START
OR OTHERWISE OPERATE THE ENGINE UNLESS
A POSITIVE FUEL INLET PRESSURE IS INDI-
GATED.
B. Starter Switch Start. Advance power lever to

Idle. Hold only as long as necessary (20 seconds
max.) to check instruments for positive indications
of engine speed, oil pressure and fuel flow. Normal
oil pressure indication is from 1 to 10 PSI, how-
ever, there may be no indication for a few seconds
if any of the lubrication system components have
been replaced or oil has just been changed.
C. Retard the power lever to OFF and continue motoring

for a minimum of 20 seconds to purge the combustion
and exhaust sections of the fuel and/or vapors. Ob-
serve the starter time limit.
NOTE: If the fuel flow does not drop to zero when

the power lever is returned to OFF, check the
rigging of the power lever.
D. De-energize the starter. During coastdown, make the

following checks:
(1) Listen for unusual noise from the

rotating com-
ponents. Check
engine front
frame, mainframe,
and turbine areas fpr sounds of unusual rough-
ness.
NOTE: Normal coastdown noise consists of click-

ing compressor and turbine blades, gear
noise and rubbing at the second stage
turbine shroud and turbine torque ring.
(2) Inspect fuel and lubrication system for leaks.
Page 5-4 Aug 1/75

EEWEIAL9 EUCTIIC
CJB10 TURBOJET
SEI-188 OPERATIIIG IIISf~UCTlOnS
(3) Check combustor and fuel manifold drains for

proper operation, (Some installations may in-
c6rporate a collector drain can.)
E. When engine has stopped, turn OFF fuel booster and

complete shutdown check-list (paragraph 9).
F. Check lubrication oil level and replenish as re-
quired.
4. Engine Start. The starter should be capable of rotating

the engine to 12 percent rpm in 12 seconds for ambient
temperature conditions of OOF or higher. Refer to Air-
craft Flight Manual for particular start procedures.
CAUTION: ALLOW A MINIMUM OF TWO MINUTES DRAIN PERIOD

AFTER MOTORING CHECK AND VISUALLY ASCERTAIN
THAT NO EXCESS FUEL IS EVIDENT IN THE NACELLE
AREA PRIOR TO STARTING THE ENGINE.
NOTE: If power is to be used,

auxiliary de electrical
consult the Aircraft Service Manual for maximum
amperage settings.
A. Check and record static indication of engine in-

struments. Position engine controls and switches
as follows:
(1)
(2) Air Bleed System............,..............OFF
(3) Power Lever................................OFF
(4)
(5) Ignition´•´•´•´•´•´•´•´•´•´•´•´•´•......................OFF
(6) Fuel Booster Pump.......,...,........,,....ON
B. Insure engine has drained sufficiently after the

last shutdown.
Aug 1/75 Page 5-5

GEIIERAL~E LEETIIC~
CJ610 TURBOJET
SEI-188
666661166 IIISTRUCTIOIIS
CAUTION: THE FUEL PUMP AND THE FUEL CONTROL ARE

FUEL-LUBRICATED. DO NOT MOTOR, START OR
OTHERWISE OPERATE THE ENGINE UNLESS A
POSITIVE FUEL INLET PRESSURE IS INDICATED.
C. Turn starter and ignition ON, and advance the power

lever to IDLE at 10 percent rpm. Be prepared to
discontinue the start and return the power lever to
OFF should a hot start be imminent.
CAUTION: i. FUEL now IN Excess of 350 LB/HR. WILL

CAUSE HOT STARTS. DO NOT ALLOW START-
ING FUEL now To EXCEED 350 LB/HR.
BEFORE COMBUSTION OCCURS,
2. FUEL SYSTEM COMPONENT CHANGES MAY RE-

SULT IN AIR BEING TRAPPED IN THE FUEL
CONTROL. THIS CAN CAUSE HIGHER THAN
NORMAL START FUEL FLOWS. BE ALERT TO
THE POSSIBILITY OF HOT STARTS UNDER
THESE CONDITIONS. NECESSARY, USE
IF
THE ALTERNATE STARTING TECHNIQUE AS
DESCRIBED IN OPERATION ENGINEERING
BULLETIN NO. 6.
NOTE: On some installations the ignition cycle is
automatically controlled.
D. Monitor EGT. Initial EGT indication normally oc-
curs within 10 seconds from movement of the power

lever to IDLE. The operator should be prepared to
terminate the start immediately, in the event of an
abnormally high indicated fuel flow, rapid EGT rise
or overtemperature indication. Refer to figures 5,
I 5A, 5B or 5C, Chapter VIII for starting EGT limits.
Page 5-6 Feb 23/77

GENERAL ~b ELECTRIC---~----
CJ61 OTUR BOJ ET
SEI-188 OPERATING INS~RUCIIONS
CAUTION: IF AFTER LIGHT-OFF EGT RISES RAPIDLY TO

I
WITHIN 1000C MAXIMUM MOMENTARY LIMIT, CHOP
THE POWER LEVER TO OFF AND CONTINUE OPERAT-
ING THE STARTER TO MAINTAIN EGT WITHIN THE
STARTING TEMPERATURE LIMITS.
CAUTION: OPERATE THE ENGINE AT IDLE RPM UNTIL OIL

PRESSURE IS STABILIZED WITHIN THE NORMAL
LIMITS. REFER TO PARAGRAPH 5.A. OF THIS
CHAPTER AND TO FIGURE 1, CHAPTER VIII.
E. Monitor oil pressure. During the period engine is

starting and accelerating to idle RPM, a positive
indication of oil pressure must be obtained. Tran-
sient oil pressure surges up to 175 psig may occur
during cold ambient temperature starts. Such

high
pressures should return to the normal operating
range within 3-5 minutes.
NOTE: Cold Day Operation: A maximum oil pressure of

1 80 psig is allowed for 12 minutes.
F. Turn starter and ignition OFF when engine speed

reaches idle.
NOTE: In some installations, the starting cycle is

automatically controlled.
CAUTION: OBSERVE STARTER LIMITS.
G. The engine should automatically accelerate to idle

within 40 seconds. If a prolonged RPM hesitation is
noted between engine light-off and idle, and high
EGT is evident, discontinue the start. If the time
from the initiation of the start to idle exceeds 40
~econds, a check of the starting and fuel systems
should be made.
Dec 31/95 Page 5-7

CJ61 OTUR BOJ ET
OPERAT~NG INS~RUCTIONS SEI-188
NOTE: To terminate the start, place power lever to
CUT-OFF. Be prepared to motor the engine on
the starter if there is evidence of post-

shutdown burning (EGT rise after shutdown)
Allow a minimum of two minutes drain time
before attempting another start, Alterna-
tively, continue to motor engine with fuel

and ignition OFF for a thirty second purge
period, plus a one minute drain time,
CAUTION: TO INSURE MINIMUM IDLE RPM WHEN AT HIGH ELEVA-
TION LOCATIONSI OBSERVE STABLE IDLE INDICATION.
LF BELOW SPECIFIED RPM, ADVANCE POWER LEVER TO
ACHIEVE AND MAINTAIN SPECIFIED IDLE RPM,
5. rd2e Check, When engine has stabilized at idle, check

for fuel, air and oil leaks. Observe the following:
A. Engine RPM 53% a1.5% applies to CJ610-9 engines

after compliance with
Service Bulletin 73-47,
48% ~1.5% Applies to all other engines.
NOTE: If Altitude Idle Reset Fuel Control is in-
stalled, refer to Aircraft Flight Manual for

idle speed setting,
B, Oil Pressure (with oil

tank temperature sta-
bilized above 80"C).

Operate engine at maxi-
mum continuous for 5
minutes to warm up the

oil just prior to
taking a reading.
Page 5-8 Dec 31/95

GENERAL ELECTRIC--------
CJ61 O TU R BOJ ET
(1) For CJ610-9 6-30 psig. See figure
engines after 1.1, Chapter VIII.

compliance
with Service
Bulletin 73-47.
(2) For all other 5-25 psig. See figure i,

engines. Chapter VIII.
C. EGT 650"C maximum.
D. Fuel Inlet Pressure Positive Indication (Mini-

mum) to 50 psig (Maximum).
6, Acceleration Check,
A. Rapid accelerations and decelerations are normally

stall free. Any indication of stall, either audible
or hangup, is indicative of abnormal condition and
must be investigated and corrected before flight.
B. The acceleration check determines

engine capability
for reaching TAKEOFF power output in a specified
time and indirectly checks compressor performance,
fuel scheduling, variable geometry operation and
governor speed control.
Dec 31/95 Page 5-8A/5-8B

GENERAL EtECfRIC-------
CJ61 O TU R BOJ ET
SEI -188 OPERATING MS~RUCIIONS
CAUTION: THE FULL POWER LEVER POSITION MAY RESULT

IN AN EXCESS OF TAKEOFF THRUST WITH THE
l(h
PROBABILITY OF HIGH EGT. IT IS, THERE-
PORE, IMPORTANT TO AVOID EXCEEDING TAKE-
OFF EPR FOR PREVAILING AMBIENT TEMPERA-
TURE CONDITIONS DURING RAPID POWER LEVER
MOVEMENT.
(1) Rapidly advance the power lever from IDLE to
TAKEOFF EPR. The engine should attain stabi-

lized takeoff power within 6-8 seconds.
NOTE: During the acceleration check, EGT and

RPM may overshoot the
steady state
operating limits momentarily.
(2) Retard the power lever to IDLE,
CAUTION: DO NOT USE THE EPR VALUES OF THIS POWER

ASSURANCE CHECK FOR TAKEOFF OPERATION.
REFER TO AIRCRAFT FLIGHT MANUAL FOR TAKEOFF
EPR,
7. Power Assurance Check. A check can be made at any

compressor inlet temperature (CIT) to assure that
takeoff engine pressure ratio´• (EPR) is available with-
in the certified exhaust gas temperature (EGT) limit
at all values of CIT. This check can be done after
work on the engine or indicating systems to assure
that components are in proper working conditions.
Proceed as follows to make this check:
A. Determine the power assurance values of EPR and

EGT for the appropriate aircraft and engine model
I and the existing CIT. Use figures 8 through 16 of
Ehapter VIII.
23/77 Page 5-9

GENERAL i~j) ELECTRIC----------
CJ61 OTURSOJET
OPERAT~G uJsnwoTloNs SEI-188
CAUTION: DO NOT EXCEED THE EGT LIMITS SPECIFIED IN

FIGURES 5, 5A, 5B and SC OP CHAPTER VIII.
B. Advance the power Lever to the EPR value determined

in step A. Read EGT when stabilized.
C. If EGT is at or below the value determined in step

A, the engine will deliver takeoff power within the
certified EGT limit at all values of CIT. If EGT is
above the value determined in step A by 200C or
more, troubleshooting and corrective action is rec-
ommended before operating the aircraft, If EGT is

above the value determined in step A by less than
200C. troubleshooting and corrective action should
be taken at the earliest practical time; operation
of the aircraft prior to corrective action is ac-
ceptable for CIT values that produce EGT within the

certified limit.
NOTE: Troubleshooting procedures are defined in the

Maintenance Manual, SEI-186.
CAUTION: TAKEOFF POWER WILL BE REACHED ON MOST EN-

GINES BELOW THE 101,2 PERCENT MAX.
THEREFORE, THE USE OF FULL THROTTLE MUST BE
APPROACHED WITH CAUTION TO AVOID OVER-
THRUSTING THE ENGINE WITH PROBABILITY OF
HIGH EGT.
D. Monitor engine RPM within limits. Do not exceed top

line on figures lB, and 2, Chapter VIII.
E. Monitor oil pressure. Oil pressure should be within

the limits specified in figure i, Chapter VIII.
F. Retard the power lever to IDLE.
Page 5-10 Dec 31/95

CJ610 TURBOJET
SEI-188 OPERAflnB IIISTRUCTIOWS
8. Engine Anti-Icing System Check. A functional check of

the engine anti-icing system can be made as follows:
A. Set engine at approximately 95% RPM.
B. Turn on engine
anti-ice system, check EGT increases
and EPR decreases, Engine anti-ice will increase
EGT approximately 150C and decrease EPR approxi-
mately 0.03.
C. Turn Off Engine anti-ice system. Check EGT and EPR

’return to normal,
D. Retard the power lever to II~LE,
NOTE: See Aiycraft Flight Manual for limitations

on the use of engine Anti-ice System.
9. Engine Shutdown. Prior to normal shutdown, operate

the engine at idle speed for two minutes to dis-
sipate heat and stabilize.operating temperature
which aids in obtaining long life of hot section
parts. Alternate Method: Prior to normal shutdown,
operate the engine below 8.0% for a period of two
minutes,
A. Retard power le~ier to OFF.
i B. Check immediate decrease in fuel flow and EGT.

post shutdown fire is.evident,
abnormally high EGT,
on the starter.
be prepared
as indicated
to motor
by
If
engine
C. Observe the engine

coastdown time from idle to stop.
Listen for unusual sounds, evidence of binding, or
abrupt stop.
Aug 1/75 Page 5-11

CJ610 TURBOJET
OPER~TII(G II(STRUCTIOWS SEI-188
NOTE: Engine coastdown time will vary between en-

gines and is affected by Time Since Over-
haul and wind conditions. It is suggested
that the coastdown time for individual en-
gines be noted after initial installation and

this value be used as a guide.
D. Fuel drainage from the manifold drain valve after

shutdown is normal. This fuel is retained in the
aircraft by a container which must be manually
drained. The.container volume is sufficient to hold
fu~l from at least three shutdowns.
E. After the engine has cooled sufficiently, install

inlet and exhaust covers whenever the aircraft is
scheduled to remain idle on the ground for extended
periods.
10. Abnormal Shutdown.
A. Retard the power lever to OFF immediately in the

event of overtemperature indication, loss of oil
pressure, or other unusual indications.
(1) Retard the power lever to OFF.
(2) Shut off engine fuel supply.
(3) Monitor EGT for evidence of post-shutdown fire.
(a) If abnormally high EGT is indicated, motor

engine on the starter~ (Externally, a post-
shutdown fire is evidenced by black smoke
from the engine inlet or exhaust sections.)
(b) In anemergency, the engine may be shut

down from any operating condition by re-
tarding the power lever to CUT-OFFI
Page 5-12 Aug 1/75

ILI LnII LLL~I IIC
~I
CJ6~0 TURBOJET
SEI-188 oPranlns Insraucrlons
CAUTION: WHENEVER PRACTICAL, OBSERVE

STARTER USAGE LIMITS.
(4) If post-shutdown fire persists, continue

a
motoring with the starter and apply a suitable

fire extinguishant.
I
CAUTION: LIMIT STARTER USAGE TO THE MINIMUM
PRACTICAL TIME. IF ENGINE DAMAGE HAS
OCCURRED, CONTINUED MOTORING MAY RE-
SULT IN ADDITIONAL DAMAGE.
Aug 1/75 Page 5-13

06
GENERAL ~B ELECTRIC----~-
CJ 61 6 TU R B OJ ET
SEI-188 OPERATING INSTC~UCnONS
CHAPTER VI
FLIGHT OPERATING PROCEDURES
1. Runway Condition.
A. Caution should be exercised when operating from
runways partially or completely covered with ice,

snow, slush, or water, and consideration given to
the use of engine ignition during takeoff to reduce

the likelihood of flameout due to ingestion of wa-
ter, slush, ice or birds.
B. Engine icing during engine operation while

can occur
the aircraft is motionless on the ground, even when

icing is not affecting external aircraft surfaces.
Icing may be expected when the temperature is below
50C (410E) and the humidity is above 50 percent.
Engine anti-ice may be used on the ground when re-
quired to control icing during such climatic condi-
tions.
C. Refer to the Aircraft Flight Manual for the use of

engine anti-ice on the ground and during takeoff.
2. Takeoff.
CAUTION: DO NOT EXCEED 5 MINUTES AT TAKEOFF POWER.
A. Advance the power lever slowly and deliberately to
obtain TAKEOFF EPR as determined from the Aircraft
Flight Manual. Allow the engine to stabilize and

check to insure that oil pressure, oil temperature,
and fuel pressure are within limits.
Aug 1/75 Page 6-1

GENERAL ELECTRIC-----´•----
CJ61 6 TU RE OJ ET
OPERATING IlJSWCTIONS SEI-188
I B. Do not
figures 1B,
exceed
and
the speed defined by
2, Chapter VIII.
the upper line on
C. Do not exceed the appropriate EGT limit. (See

figures 5, 5A, 5B or 5C, Chapter VIII.)
3. Climb.
A, Reduce power to climb thrust setting as soon as
practicable after takeoff.
CAUTION: DO NOT EXCEED MAXIMUM CONTINUOUS RPM OR EGT

LIMITS.
B, Set normal climb thrust. Do not exceed 98 percent

for optimum engine life considerations,
(1) If accelerated or higher climb performance is
required, the use of increased thrust up to the

Maximum Continuous EPR schedule is permitted.
The use of thrust levels higher than the normal
climb level of 98 percent should be held to the
practical minimum as directed by flight condi-

tions.
4. Maximum Continuous.
A. Do not exceed Maximum Continuous EPR values as
stated in the Aircraft Flight Manual.
B. Do not exceed 100 percent.
C. Do not exceed’the appropriate EGT limits. (See

figures 5, 5A, 5B or 5C, Chapter VIII.)
Page 6-2 Dec 31/95

GEIERAL ELECTRIC
CJ610 TURBOJET
SEL-188
OPERATTI(G InSTRUCflOnS
5, Cruise, When cruise altitude is attained, initial ac-

celeration to cruise may be accomplished using climb
thrust. Power must then be reduced so as not to exceed
maximum cruise thrust at any time during the remainder
of cruise, except for an emergency.
6. Plight Idle. See Aircraft Flight Manual for minimum

Flight Idle Engine RPM. If Altitude Idle Reset Fuel
Control is installed, adhere closely to Aircraft
not
Flight Manual RPM, Altitude, and Airspeed limits to

prevent engine RPM rol’lback.
1 7. pperation With Eopine/Naeelle Anri-iee Sgsrem.
A. The engine has provisions for anti-icing the com-
pressor front frame, bulletnose, struts, and inlet

guide vanes. This is -accomplished with the use of
compressor bleed air.
CAUTION: THE ENGINE ICE PREVENTION SYSTEM IS AN

ANTI-ICE SYSTEM NOT A DE-ICING SYSTEM
AND MUST BE TURNED ON BEFORE ICE FORMATION
BEGINS IN ORDER TO AVOID THE POSSIBILITIES
OF ICE BUILD-UP OR ICE INGESTION WHICH
COULD RESULT IN POWER LOSS, FLAME-OUT, OR
COMPRESSOR DAMAGE,
B. Precautions for Icing Conditions.
(1) Be alert for icing conditions so that the anti-

ice system can be turned ON before entering an
icing environment. Icing conditions are most
prevalent when visible moisture is present and
ambient temperature is between +5 OC and -230C
(+400F and -100F).
July 1/84 Page 6-3

GLY~RAL ~a ELTCTRIC
CJ610 TURBOJET
OPERATIWG IHSTRUCTIOIS SEI-188
(2) In icing environment, pay particular atten-

an
tion to aircraft ice warning devices, engine

instrumentation, windshields, wing leading
edges, etc., for indications of ice formation.
Whenever there is doubt, the engine anti-ice
system should be turned ON and the Aircraft
Flight Manual instructions, regarding prevention
of ice formation on the aircraft, should be
followed.
(3) Monitor engine RPM to insure that it is above

the minimum for operation in icing conditions
as in the Aircraft Flight Manual.
WARNING: AN ABNORMAL INCREASE IN EGT ACCOMPANIED

BY A DECREASE IN EPR IS AN INDICATION
OF ENGINE ICING. WHEN THESE CONDITIONS
ARE EVIDENT, OR WHEN THERE IS VISIBLE
EVIDENCE THAT ICE HAS ACCUMULATED ON
THE AIRCRAFT, ENGINE ANTI-ICE PRECAU-
TIONS MITST BE TAKEN. REFER TO
ENGINEERING BULLETIN NO. 5’ FOR DETAILED
INFORMATION REGARDING OPERATION OF
ENGINE ANTI-ICE SYSTEM.
REDUCE ENGINE SPEED (NI) TO 93% OR BELOW

I PRIOR TO TURNING OFF ENGINE/NACELLE HEAT.
8. Let-Down and Approach. Reduce engine thrust to maintain

let-down air speed and rate of descent as recommended
by the Aircraft Flight Manual.
CAUTION: OBSERVE ANTI-ICING PROCEDURES DURING LET-DOWN

AND APPROACH, AS OUTLINED IN PREVIOUS PARA-
GRAPHS. REFER TO THE APPROPRIATE AIRCRAFT
FLIGHT MANUAL, REGARDING OPERATION IN ICING
CONDITION, MINIMUM ENGINE RPM, AND ALL OTHER

PRECAUTIONS TO BE OBSERVED WHEN USING ENGINE
ANTI-ICE
Page ~-4 July 1/84

CJ610 TURBOJET
SEI-188 OPER~TII(G IIISTRUCTIOIIS
9. Missed Approach or Emergency Power Procedure.
A. In the event of missed

approach or other emergency
a
power procedure is required, it may be operationally

impractical to refer to the Aircraft Flight Manual
charts for the correct thrust. If under these condi-
tions, the specific Takeoff or Climb EPR setting is
not:readily available, it is~ permissible to set
power by advancing the power levers as follows:
(I) Missed ’Approach or Emergency Procedure requiring

takeoff power. Advance power lever to 101.2%
RPM or takeoff EGT limit and reduce power as soon
as operationally possible.
(2) Emergency Climb Procedure (Maximum Continuous

Power). Advance power lever to 100% RPM. Ob-
serve maximum continuous EGT limit.
NOTE: The correct power setting for the above

flight conditions should be made as soon
as practical following the initial emer-
gency setting.
10. Engine Shutdown (Ground). The engine should be shut

down in accordance with instructions given in Chapter
V. Flight operation below 80% RPM can be included in
the requirement to run for 2 minutes at idle prior to
shut down.
11. Use of Ignition System.
A. The use of
Ignition is authorized during all flight
condi~ions including Takeoff within the Ignition
System limitations, see Section 4, paragraph 6 and
it is recommended that ignition be used during
Takeoff. It is also recommended standard pro-
I
as a
cedure that ignition be turned on prior to actuating
Aug 1175 Page 6-5

5LII CAAL 98~ CLLlil A15
CJ610 TURBOJET
OPERA’TIWG IIISTRUCTIOIIS SEI-188
the anti-ice system and

engine during conditions of
moderate to severe turbulence.
B. Consideration should be given to the use of ignition

during landing approach in heavy rain or turbulence
and for protection against inadvertent flameout that
could be caused by bird strike. Where runway condi-
tions dictate, ignition may be left on during the
landing roll.
CAUTION: WHENEVER PRACTICAL, THE USE OF THE IGNITION

SYSTEMS SHOULD BE CONFINED WITHIN THE
IGNITION SYSTEM LIMITATIONS. OPERATION OF
THE SYSTEM OUTSIDE OF THESE LIMITS REQUIRES
OVERHAUL OF THE EXCITER BOX AND IGNITORS,
(SEE NOTE ZN CHAPTER IV, PARAGRAPH 6.)
Page 6-6 Aug 1/7~

07
GEWERAL ELECTRIC
CJ610 TURBOJET
SEI-188 OPERATIWG II(STRUCTIOIIS
CHAPTER VII
OPERATING PROCEDURES FOR ABNORMAL CONDITIONS
i. Introduction. This section contains instructions and

procedures for
operation of the engine under abnormal
conditions, When operating limits are not attainable
or are exceeded, refer to the Maintenance Manual,
SEI-186,
2. No (Ground). If the engine does not light-off

Start
within the prescribed time or fuel flow limit, the
cause may be a malfunctioning fuel control or ignition
system. Discontinue start and attempt a new start in

accordance with the proper procedure described in
Chapter V. If the second start attempt is not success-
ful, the cause of the start failure should be inves-
tigated. In any event, the failure to start should be
investigated at the earliest opportunity.
3. Unsatisfactory Starts.
A. Hot Starts. During a hot start, the EGT increases

very rapidly and may exceed the limits if the start
is not discontinued in time. This is usually caused
by an excessively rich ~fuel/air ratio in the com-
bustor. Low starter torque, due to insufficient
starter voltage will contribute to this problem.
By monitoring fuel flow and EGT, the operator should
be able to anticipate a hot start and discontinue
before starting EGT limits are exceeded. Refer to
I figures 5, 5A, 5B and 5C, Chapter VIII for EGT limits
during starting. Persistent hot starts in the
shaded areas of these curves should be recorded for
corrective action.
Feb 23/77 Page 7-1

GEYEAIL ~D ELECTRIC
CJ610 TURBOJET
SEI-188
OPERATIHG IIISTRUCTIOIS
CAUTION: BE PREPARED TO CHOP POWER LEVER TO OFF IF

THE EGT IS RAISING RAPIDLY AND IS WITHIN
1000C MAXIMUM MOMENTARY LIMIT. ALL, OVER-
TEMPERATURE OPERATION AND DURATION SHOULD
BE RECORDED IN FLIGHT AND MAINTENANCE
RECORDS, SINCE THIS HAS A VERY STRONG
BEARING ON THE SERVICE LIFE OF TURBINE
BLADES AND TURBINE WHEELS. EXCESSIVE AND
REPEATED TURBINE OVERTEMPERATURES WILL
RESULT IN SUBSEQUENT DAMAGE TO THE ENGINE.
REFER TO MAINTENANCE MANUAL, SEI-186 FOR
OVERTEMPERATURE INSPECTION REQUIREMENT.
B, Hung Start. The

engine lights normally during a
false hung start, but the engine RPM, instead of
or
increasing to idle, remains at some lower value

and is accompanied by a rise in EGT. The start should
be aborted as soon as this condition is recognized.
NOTE: Low engine starter torque may result in pro-

longed time to idle, but a satisfactory start
can still be obtained as long as EGT rise is
normal. Insure starter time limit is not

exceeded.
1 4. aiRh Fuel Temperature. Refer

for engine operation with high
te Aircraft Flight Manual
fuel temperature indica-
tion.
5. Oil Overtemperature. If oil temperature exceeds 1850C

tank, or 1930C scavenge, reduce power to maintain tem-
perature within limits. If the oil temperature cannot
be maintained within limits, the engine should be shut
down. This is an indication of a lubrication system
problem and must be promptly investigated.
NOTE: Maximum temperature(s) should be recorded in the

Flight and Maintenance Logs for correction action.
Page 7-2 Aug 1/75

CJ6~0 TURBOJET
SEI-188 OPOR~iTLnG IIISTRUCIIOIIS
6, Zero 011 Pressure. The engine wist: not be operated with

zero oil pressure.
7. Engine Overspeed.
A. If engine RPM exceeds 101.2%

any time, the power
at
lever must be retarded until RPM is within limits.
1 Refer to figure 2, Chapter VIIL.
B. If the engine is operated in excess of the transient
I overspeed limits contained in figure 6, Chapter

the condition should be recorded in the Maintenance
VIII
Log for the appropriate maintenance action,
C. If the Maximum engine speed stabilizes at 103.5

+1.0%, and cannot be reduced by retarding the power
lever to idle, the engine speed is being controlled
by the overspeed governor and compressor stall may
occur. In the event of an overspeed condition which
cannot be corrected by retarding the power lever,

the following corrective action should be taken:
(I) Shut the engine down.
CAUTION= IF THE PILOT ELECTS TO CONTINUE TO

OPERATE THE ENGINE AT 103 1.OX RPM,
(MAXIMUM CONTINUOUS LIMIT IS 100% RPM)
THE ALTITUDE AND FLIGHT SPEED SHOULD BE
SELECTED TO PROVIDE AN ENGINE INLET
TF;MPERATLTRE OF -18oC OR HIGHER. THIS IS
NECESSARY TO AVOID COMPRESSOR STALL.
(2) Do not operate the engine again until the cause

of the problem is determined and corrected,
Aug 1/75 Page 7-3

B
CJ610 TURBOJET
OPERATIWG II(STRUCTIOIIS SEI-188
CAUTION: ANY ATTEMPT TO RESTART THE ENGINE

COULD RESULT IN ENGINE OVERTEMPERATURE
AND EXTENSIVE DAMAGE CAUSED BY THE
EXCESSIVE FUEL FLOW.
I
NOTE: i. Refer to Maintenance
Manual, SEI-186
for engine inspection requirements if
overspeed has occurred,
2. Duration and rpm of all engine over-
speeds should be recorded in flight
and maintenance records.
8, Compressor Stall.
A, A compressor stall is caused by an aerodynamic dis-

turbance in the compressor which disrupts the nor-
mal smooth airflow, and is usually accompanied by
an audible report. This type of stall is self-
clearing and may or may not recur. A compressor
stall which does not clear is evidenced by a rapid
EGT rise and RPM hang-up. If acompressor stall is
encountered, the following procedure should be
carried out.
CAUTION: A DECELERATION STALL MAY HAVE SUBJECTED

THE STAGE ONE COMPRESSOR BLADES TO ABNORMAL
STRESSES. INSPECT THE COMPRESSOR AS STATED
IN MAINTENANCE MANUAL AT EARLIEST TIME,
PREFERABLE BEFORE NEXT FLIGHT.
(1) Engine ignition ON.
(2) Retard the power lever rapidly to Flight IDLE

ton ground operation to IDLE).
(3) Check that EGT returns to normal.
Page 7-4 Aug 1/75

CJ610 TURBOJET
SEI-188 OPERATII(G II(STRUCTIOIS
(4) Cautiously advance the power lever to determine

if stall will recur, and that the RPM will fol-
low power lever movement.
(5) If stall does not recur, continue with normal

operation,
(6) If stall recurs, operate’below thrust setting

at which stall occurs, until an’investigation
can be made.
CAUTION: CONTINUED OPERATION IN A COMPRESSOR

STALL CONDITION WILL CAUSE ENGINE
DAMAGE. COMPRESSOR STALLS EXPERIENCED
IN FLIGHT SHOULD BE REPORTED FOR COR-
RECTIVE ACTION. THE CAUSE OF COMPRESSOR
STALL ON TEIE GROUND SHOULD BE DETER-
MINED, AND IF THE RESULT OF A MALFUNC-
TION, CORRECTED BEFORE FLIGHT.
9. Engine Malfunction.
A. The engine should be shut down as soon as possible

af´•eer the discovery of a serious malfunction.
Severe damage to the engine and possibly to the
aircraft could result if engine operation is con-
tinued with a critical engine deficiency.
B, Experience has shown that the longer

delay be- the
tween detection of a malfunction and engine shut-
down, the more severe is the resulting damage to

the engine if a failure occurs.
C. The following indications should be recognized as

symptoms of serious engine malfunction or impending
failure:
Aug 1/75 Page 7-5

CJ610 TURBOJET
OP~RATIIIG IHSIRUCTIOIIS SEI-188
(1) Excessive engine vibration.
(2) Thrust loss. (Unexplained loss of EPR or unstabl~

engine condition,)
(3) Excessive variation of oil temperature, EGT,

RPM, and/or fuel flow.
(4) An increase decrease in oil pressure. (A

or
change in oil pressure of 10 PSI from the noted

normal operating pressure is an indication of
impending lubrication system problem, and should
be promptly investigated.)
NOTE: Theengine driven oil pump and the RPM

tachometer-generator are driven by a
common shaft; if both indications drop to
zero simultaneously, the engine should
be shut down immediately.
10, Engine Failure.
A. The best indication of impending engine structural

an
failure is excessive engine vibration, which can be

correlated with corresponding changes in RPM, EGT,
pressure ratio, and fuel flow. Do not attempt to
restart any engine that is definitely known to have
failed, since there is good possibility that this

will result in additional damage to the engine.
B. The following procedure should be used in case of an
engine failure:
(1) Place power lever to OFF.
1 (2) Place aircraft fuel shuroff valoe to CLOSED.
Page 7-6 Aug 1/75

LLLIIIIIIII
sLIILnCIL~
CJ610 TURBOJET
SEI-188 op~anlns Insraucnons
(3) Place fuel boost plrmp (aircrafT) switch to OPP.
(4) Place all engine electrical circuits to OFF.
11, Engine Flameout.
A. An engine flame-out can be recognized by an imme-

diate decrease in EGT and engine Ipressure ratio,
closely followed by a decrease in RPM and fuel flow.
B. The procedure listed below should be followed in the

case of an engine flameout:
(1) Retard power lever to OFF.
I (2) Leave aircraft shut-off valve ON.
i.
(4) Conduct investigation to determine cause of

flameout. If engine instrument indications
’prior to flameout, and the investigation
following the flameout do not reveal an engine
malfunction or fail~ire, the engine may be
restarted at the discretion of the pilot.
12. Foreign Object Ingestion.
A. Compressor damage due to water, slush, ice or bird-

strike may result in engine stall, loss of thrust
and/or flameout. If compressor stall occurs reduce
the engine RPM to a speed at which the stall condi-
tion ceases, then increase RPM slowly and smoothly
to the desired thrust level. Should compressor
stall re-occur reduce RPM to a speed within the
stall free range and land as soon as practical,
Aug 1/75 Page 7-7

CJ610 TURBOJET
OPERATIWG IRSTRUCTIOIIS SEI-188
CAUTION: A DECELERATION STALL MAY HAVE SUBJECTED

THE STAGE ONE COMPRESSOR BLADES TO ABNOR-
MAL STRESSES. INSPECT THE COMPRESSOR AS
STATED IN MAINTENANCE MANUAL, SEI-186 AT
EARLIEST TIME, PREFERABLE BEFORE NEXT
FLIGHT
B. The possibility of compressor damage occurring which

might not be immediately evident until power lever
changes are made must also be recognized, and steps
taken to determine the operating condition of the
engine In the event any damage sustained might in-
duce a compressor stall and/or flameout condition if
high thrust levels are used, or rapid power lever
movements are made.
C. Therefore, to obtain some knowledge of engine oper-

ating condition and power lever response following
known, or suspected foreign ob3ect ingestion, the
following procedures are recommended:
(1)‘Stall or Suspected Damage.
(a) Engine Ignition’- ON FLIGHT START.
(b) Reduce Engine RPM to approximately FLIGHT

IDLE SPEED or until stall ceases.
(c) Increase compressor bleed air. This will

have the effect of increasing compressor
stall margin, which will possibly allow the
engine develop a higher stall free RPM
to
with a consequential increase in the avail-
able thrust. This may be accomplished by
selecting maximum cabin air flow.
Page 7-8 Aug 1/75

II rl LnCLL LLL~ I ni r
CJ610 TURBOJET
SEZ-188 OPERATIIIG IIISTRUCTIOIIS
(d) CAUTIOUSLY advance power lever to approxi-

mately 85% RPM and check for indications of
abnormal operation.
(e) If engine operation is stall free up to ap-

proximately 85% RPM, proceed to a higher
RPM setting IF REQUIRED using extreme
caution. Should stall coriditions be evident,
in~nediately decrease RPM to the stall free
oper‘ating range.
CAUTION: DO NOT CONTINUE TO ADVANCE TE~IE

POWER LEVER IF APPARENT STALL
CONDITIONS EXIST SINCE TOTAL COM-
PRESSOR STALL, FLAMEOUT, OR EXTEN-
SIVE HOT SECTION DAMAGE IS LIKELY
TO OCCUR.
(f) If the ice ingestion has occurred prior to

actuating engine anti-ice system, carry out
the emergency operation of engine anti-icing
system per OEB No. 5, paragraph 5 and
appropriate FAA~Approved Flight Manual.
CAUTION: BE ALERT FOR FURTHER ICE RELEASE

AND INGESTION DURING THIS
PROCEDURE.
NOTE: Compressor stall, or incipient stall

conditions may occur as indicated by
an audible report, engine rumble or
vibration, RPM hangup and/or rapid

EGT rise.
(2) Flameout. If flameout has occurred an airstart

can be accomplished provided the engine RPM is
I within the airstart envelope. Proceed as follows:
Aug 1/75 Page 7-9

CJ610 TURBOJET
OPERAIIIIG IIISTRUCTIOWS SEI-188
(a) When flameout occurs retard the power lever

to cutoff (stopcock).
(b) RPM and altitude are within the

envelope limits:
1 Energize engine Ignition FLIGHT START.
2 Power lever Idle.
3 After engine reaches IDLE RPM, CAUTIOUSLY

advance power lever to approximately 85%
and check for indications of abnormal
operation.
4 If engine operation is stall free up to

approximately 85%, proceed to a higher
RPM setting, if required, using EXTREME
CAUTION. Should stall conditions be evi-
dent, immediately decrease RPM to the
stall free operating range.
CAUTION: DO.NOT CONTINUE TO ADVANCE THE

POWER LEVER IF APPARENT STALL
CONDITIONS EXIST SINCE TOTAL COM-
PRESSOR STALL, FLAMEOUT, OR EX-
TENSIVE HOT SECTION DAMAGE IS
LIECELY TO OCCUR,
I NOTP: Increasing compressor bleed air will

have the effect of increasing the
stall margin of the compressor,
which will possibly allow the engine
to develop a higher stall free RPM
with a consequential increase in the
available thrust. This may be ac-
complished by selecting cabin air

flow to maximum.
Page 7-10 Aug 1/75

EEYEIAL ELECTIIIe
CJ610 TURBOJET
SEI-188 OPERATII(G IHSTRUCTIOIIS
5 If compressor damage is suspected, avoid

flight maneuvers likely to affect engine
inlet duct airflow and land as soon as
practical.
CAUTION: BE ALERT FOR FURTHER ICE RELEASE

AND INGESTION DURING THIS PROCE-
i. DURE.
NOTE: If ice ingestion has occurred prior

to actuating engine anti-icing
system, carry out the emergency
operation of engine anti-icing
system per OEB No. 5, paragraph 5.
and appropriate FAA approved
FLIGHT MANUAL.
13, Engine Shutdown in Flight (Voluntary). Retard power

lever to flight IDLE. Allow approximately one minute
for temperature stabilization before moving the engine
power lever to the OFF position. There is no require-
ment to periodically open the aircraft or engine fuel
shutoff valves to provide fuel lubrication of the fuel
accessories during extensive periods of windmill opera-
tion.
14. Airstart.
NOTE: Refer to engine air ~tart

envelope in Aircraft
Flight Manual. (See figure 7, Chapter VIII for
Uninstalled Limits.)
A, Air Start (Following Voluntary Shutdown). The engine

may be air-started aftervoluntary in-flight shut-
a
down_by the following procedure:
Aug 1/75 Page 7-11

6Ew EIAL~ fLECTIIC
C.J 61 O TURBOJET
OPERAfln8 II(STRUCTIOIS SEI-188
NOTE: The engine starter may be used for in-flight

starts. (See Aircraft Flight Manual for
recommended procedure.)
(1) Insure that the engine power lever is in the OFF

position.
(2) Aircraft fuel shutoff OPEN.
(3) Aircraft fuel booster pump ON.
(4) Establish recommended engine windmilling speed

within the air start envelope.
(5) Energize the ignition system.
(6) Place the engine power lever in the idle posi-

tion.
(7) Engine should light off within 10 to 20 seconds.

Advance power lever 10-20 degrees and engine
should accelerate smoothly to flight-fdle speed.
Terminate start if no EGT indication is obtained
in 30 seconds. Monitor EGT during acceleration
I idle.
ot).stimil
VIII for EGT
(See figures 5, 5A, 5B and 50, Chapter
NOTE: Do not delay advancing power lever to

Flight Idle Speed.
(8) When engine stabilizes at flight-idle speed,

deenergize ignition system.
(9) Move power lever to the desired engine setting.
(10) Observe the engine limits in Chapter V under

Engine Start.
Page 7-12 Feb 23/77

LLLYlnlY
I
CJ6~0 TURSOJET
SEZ-188 OPERATIWG IIISTRUCTIOIIS
B. Air-Restart Following Flame-Out. An air-restart can

be affected by retarding power lever to idle and
immediately energizing the ignition system, pro-
vided windmill RPM is within the airstart envelope
limits.
CAUTION: IF IT IS DEFINITELY KNOWN THAT AN ENGINE

HAS FAILED INTERNALLY, DO NOT ATTEMPT AN
AIR-START, OTHERWISE, FURTHER INTERNAL
DAMAGE MAY RESULT.
C. Hang-Up During Air Start.
(1) Air start attempts under low windmill/aircraft

speed conditions can result in slower than nor-
mal acceleration or RPM hang-up. RPM hang-up is

characterized by low EGT indication, with no
response to advancement of the power lever.
(2) If this condition should occur, increasing the

air-speed and power lever setting will normally
result in a progressive acceleration to flight
idle,
CAUTION: MONITOR,FUEL FLOW AND EGT DURING ALL

AIR-STARTS, BE PREPARED TO TERMINATE
START IF HIGH FUEL FLOW/HIGH EGT CON-
DITIONS EXIST.
15, in-Flight Engine Fire. A fire in an engine nacelle

should be detected by a fire warning system which will
transmit the signal to the aircraft cockpit. After it
has been established that the engine nacelle fire
exists, the following action should be taken:
A. Place power lever to OFF.
Aug 1/75 Page 7-13

C EW E~AL ~D ELE~tllC
CJ6~0 TURBOJET
OPERA’TII(G InSfRUCTlOnS SEI-188
B. Place fuel booster pump (aircraft) switch to OFF.
C. Place aircraft fuel shutoff valve to CLOSED.
D. Place all electrical circuits to engine to OFF.
NOTE: Refer to appropriate Aircraft Flight Manual

for the correct emergency check list proce-
dure.
16, Ground Engine Fire. In the event of an internal engine

fire on the ground, the following should be accomplished:
A. Engine power lever to OFF.
B. Fuel booster p~tmp (aircraft) switch to OFF.
C. Aircraft fuel shutoff valve to CLOSED.
D. Engine ignition switch OFF.
E. Engine electrical master switch in ON to supply

current to engine starter switch.
F. Motor engine with starter until all evidence of

fire has disappeared.
NOTE: Attempt to extinguish internal engine fires

by motoring the engine before applying cor-
rosive fire extinguishing chemicals or
C02´•
Page 7-14 Aug 1/75

08
GENERAL ~g ELECTRIC--------´•
CJ61 O TU RE ~J ET
SEI-188 OPERATMG MSTT~UCnONS
SECTION VIII
OPERATING CURVES
t i -,,1$:~ -t:’TZ: i
1:51
so
-i OPERATlNG RANGE fIT

OIt PRESSURE AT OLL
BELCH aO´•e FOR
A rV~XTMJH OF rZ XINVIE LIHfT.
60
1 OPgRXt~NG RANGE 5
?I~X:UW 5IL PRESSURE
.iT 35r TMPEIM~URBS
3Pt~A 90´•’3.
--t
Y´•; ’I
JO .YLI<~YUn 3IL PRESSURE

A’3fl T~eriMrORES
3ELCW JO´•C.
:IChYAL 3PB.MT=NG ~UNGE
z~. I
to
-t
-t )__
40 50 60 70 80 90 1M)
WG;NE RPH
000CJF-880800
Oil Pressure Limits for all C3610 Engines,

except CJ610-9 Engines installed on Hansa
Jets with Fuel Control PN 5002T94646
Figure 1
De- 31/95 Page 8-1

GENERAL ELECTRID---------
CJ61 OTURBOJET
OPERATPJCt
SEI-188
1’’’’ I’-’’ I’-´•´•~´•´•-´•I´•
I-.~?....
~UIMPI OIL )LtSSelt ?r O1L

fi3RINUS lLLOU lO’C 101
i IW1~ID( Or 1~ unrr
=:i
OCtllflNG lUIOl I
ruxlnac-dlr Pnmusf Zi
IT OIL TEn)fRINRfS
sooc.
:F::
iF.,
t
-´•´•J
e
10
~if ´•i OCLlltrt;t I~=;i II :fi.f.!i.
:::i IuIlmM
1~ ol~ rpoi~alrr
:.:::1::::f’ 1101[ C30C. I
t
i
´•´•´•i
I:::1::::i::::!~:::l::::::...(. :i:i
´•1´•´•-
To
:i 1:
I nOR~uL OPERlttat Pilot :jif
ii i iii:ii ´•´•1i
.f
´•´•´•I-´•´•´•
j.f
.i f
:io1.2%
;c~
i.::i::.: iliiiiiii~::::
lo so so lo so 90 100
EHilnl nm-Z
000W8-880100
Oil Pressure Limits For CJ610-9 Engines Installed on

HanSa Jets with Fuel CoIltrol PN 5002T94646
Figure 1.I
Page 8-2
Dec 31/95
GPIERAL ~b ELE~TRIC---------
CJ61 O TU RBOJ ET
SEI-188 NSrRUCTK))Js
::!:lr.:: 1::::I:::.f::::
i:ifi i li i:´•li i i~i i i i i iIli ’ liIi fi l.lt.
ii: I::iI
i:
:iiriiiiliiiiliI:iii~ ’ii´•~´•
(tl2)
160f~i´•
(111) 360
C::
(160) 320
(1691 300
(1381 280
p
(127] 260
11161 260
O
11061 220
1931 200
ist) tao
i
i i
171) 160
(601 1(0
-(O O (O 60 120 or
I-col l(.t) 126.11 1(9.01 tot)
CCrsntfSOn tmET fEnP [tt1 Or 1 OC)
IIOTE5:
1. nUlOT BISLD On fTtADr-SflrE IAc 0r 35 to 102’..

2. lttt Llnlf )ttT 65 (ICEEDEO Ir Tg TYE IRU(S~EWT
Llnlf Or 3800r 1193"01 COa 1 n1svltS PaOvlDED rDlpta*~ant
I(EfUnRS TO )ELOY rnE rux LlnIT tVarE YIIHIH 6 ntrmTES.
3. On COLO 0675 On tatnK InrmPs. sr 6EL0Y
nra JrMIL1ZLD r1nlt5 PnOulOED THEI Sl6dlL12E ~OVE 1HE nln
tfnfr CVnYL Y1TH1n 5 W1)LI1LS llT II~EOFF #MI 6191 I n1l(V1t5
ln n*I CLlna on srro~t.
BC-01~9
Oil Tank Tempe~ature Limits in Aircraft

Figure 1A
Dec 31/95 Page 8-2A

M
~9
~9
(0
t-’´•
a,
13
V,
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p, 102
c~ 1141 ALLMIABLI PHYSICIL 5Ptt0
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pt 100,61
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Jr ´•srf: CC)F~z
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3.
4. fH1.flC
HII(IHV( IIP1( CUlblO: LIHf IS tHL HAI(. IIP1( PtRHltftD UM~R 12
CUI~ACK COHIItIOHS, C
5. I~f HIU(. RP1( CUtlACK L1HE 1S ~H. Hln. RPH PLRHlttfD UMIR 12 ~m
rt CUI)ACK tOHIIIIOHS, ~1OWLYLR, OQERI1IOH At LOI(~R RPtl VALUES 15 o~
01 ~1
ACttPIMLI PROYIOEO tHE IPR At tHAI APH 1S At, OR ABOVL,tllE
C] VALUE REQUIRLO TOR 1IK TLIGI(1 COM1tIOH Rr tUE A1RCRMI FL1GIII
Y HAHUAL.
cn
-60 -30 -jo -2’0.~ -Ib 6 Ib 10 36 Ib 50

cr,
L~JGINE INLEI lOlAL lEMPERAlVRE- ´•C
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I -I I I -I I I I I I I I -I I I I I -I 1
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-80 -70 -60 -50 -40 -30 -10 -10 0 10 20 30 50 60 20 BP V,
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HAX ALLO~ABLE PHISICAL SPEED 101.2’1
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3 45,000 It.
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92
3. W HOT ATTEMPT 10 TRIH BELOW -14´• C CTl.
i. THL HIHIHU1 RPH CVIBICK LIHE IS TIY HAX. RPH PERH1~IED UMER
CUTBCI. COHllrlPHS.
T2
o 5. TtIE HAX. APH CVIBACK LIHL iS TlIE HIH. APH PEAHlTTED UMER
12
O"
ci 90 CUTBACK COHDlTlOHS. IKH(LYIR, OPERAflOH Ar LOWER RP~ VALUES IS C
AccEPTABLE PROVIOED T18 EPR Ar THAT RPH IS Ar, OR ABOVE, TI1E
VALUE AE9UIRED FOR TI~ FL1CHT COHDTITOH BV TIIE AIRCRAFT FLICIII
sm
o HAHUAL.
-60 O -30 -20 -10 D 10 10 30 (O 50

m ENGINE INLET TOTAL IEMPERAIURE -´•C
-80 -70 -60 -50 -40 -30 -20 -10 O 10 10 30 40 50 60 70 80 90 100 110 120
’d
P, cD ENGINE INLET TOTAL IEMPEAAIURE- ´•F
00 v,
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w
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00
IDLE
oo
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t
S- CD
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(D
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~-i.
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OlJ~ tl 10 11 28 30 31 34 36 38
C3
r I)IIIAI(CI f´•ROM ~t f I´•IOt ZLE F~. V,
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r I C1)10.16010´•CI
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00
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4
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00
Y INDICATED VELCITY
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c~ FT/SEC.
fi5 LL
4 cg
ID Q)a
~p´•
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1700 1200 800 600 400 200 100 70
o
B
Oi
oo
4 I;
(PC I INDlcnrED TEMPEI~TURE -’F
mCf
m r
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´•F~ Y m
o c~
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4
r
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7000$ 15000 FI ~4000 FI I :3d00 F: I I I I 1;00F
0 2 4 6 8 10 12 14 16 Is 20 22 24 26 28 30 32 34 36 38
09 O
(D r DISTANCE FROM JET NOZZLE -FT.
r CJb10´•100~.0´•CI
00
Cn
cr9 1000
iti !!ilINVESTIGATE*
(D
1
i’ iI :It
!:it :ci
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MAXIMUM
LIMIT- "C
(X,
i i ii ftii I i ii I
i
,i;I ri;i
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800
sao
0-2 SECONDS
5 SECONDS
910
854
o\ i!;i i i
782 10 SECONDS 782
ti t!l
7045 HInmEs (TAKEOFF) 704
;i.. ii; II
17 677 MAX. CONT. 677
ii
IU
I
900
m i 1
nl w ´•If oPERAT’ON t´•IIl iI f
1600 ii THIS CURVE NOT :i
i
i’f 1
V)
k .I:
PERMITTED I i
C3 850
jl
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ti ii i
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:il:: I: 1:ilii1 ii i I II
1 i
r0Q
IIENGINE
i
t;; OPERATION FOR A TIME-AT-TEMPERATURE

r
r´•
I L
-:i: BELOW THE CURVE IS WITHIN ALLOWABLE LIMIT iii It,
Ei
o9 i
p~pl
x
W 1400 w ´•til i ti t:1 t i~Ci i i ii i C
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(D Z) Ef r
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CONTINUED STARTS IN THIS AREA ~I
j I j046C’ E:t
09
(D
E
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700
ARE CAUSE FOR CORRECTIVE ACTION
rt i i i´•j:l:~ill ~lliii( 677"C´•´•:1

m
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´•´•´•1 ´•´•´•I´•´•~Ill´•
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OI- - ~- 2 ~TIME-MINUTES _I cn
M
H
*START TEMPERATURES SHOULD NEVER EXCEED THE SOLID LINE TIME TEMPERATURE CURVE. AT AMBIENT TEMPERATURES r
OF APPROXIMATELY 300C (860F) AND ABOVE, NORMAL START TEMPERATURES MAY EXCEED 8000C (14720F) BUT SHOULD J I Oo
~X, BE LESS THAN 8200C (15080F). 50-0085-1 03
C´•
--L
4
2 1 m
r I 1M
’C I
1 1:1
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it
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::lii:i;lr INVESTIGATE+
;rrr;t ti.i i LIABOVE- OC
MAXIMUM
LIMIT- "C 03H
r
cxl 1 fitlit;il,
i;.ii jfl I
ii i 800 0-2 SECONDS 910 oo
´•C~ ,i i: 800 5 SECOkDS 854
1000 C/
i:;1 782 10 SECONDS 782
1 lllI 1 i j ii :t
i
if ilil 716 5 MINUTES (TAKEOFF) 716
702 MAX. CONT. 702
m
u
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11:llIt ift ii
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ii]
OPERATION ABOVE
´•´•´•i
1; I I
iiil ’li
r
i
i I i i.l 1:itfi!
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B B THIS CURVE NOT t
w
PERMITTED
Ij ;1:.l:i::
Ii a~0
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utOq g lilf~´• ´•I~´•´•I I;:´•
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iit.l B
~g
t~ iI
pi a ENGINE OPERATION FOR A TIME-I\T-TEMPERATURE
t BELOW THE CURVE IS WITHIN ALLOWABLE LIMITSII:´•
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B I
i:. i I i1 1...
i o
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V) CONTINUED STARTS IN THISAREA

..I,
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;I´•´•: ´•I´•-: 716"6
v r i i ARE CAUSEFOR CORRECTIVE ACTION
1
700
I i iI!
ii
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f 1fIfi1
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1 650
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,,.,,,,,,,I ´•I’T~ME-MINUTES-I
5
oo
’START TEMPERATURES SHOULD NEVER EXCEED THE SOLID LINE TIME TEMPERATURE CURVE. AT AMBIENT TEMPERATURES
OF APPROXIMATELY 300C (860F) AND ABOVE, NORMAL START TEMPERATURES MAY EXCEED 8000C (14720F) BUT SHOULD
J
BE LESS THAN 8200C (~5080F).
80-00811-1
Oo 1050 MAXIMUM
If !1 INVESTI GATEI
(O
1
if t
r t:1ffi: f fIii 1~ ;i
i.,
i i:; ABOVE- OC LIMIT- "C
00 800 0-2 SECONDS 910
800 5 SECONDS 854
Ilti
03
1000 .iil
i.i.;i
rt t:::
782 10 SECOND~
5 MINUTES (TAKEOFF)
782
746
1800 1´•7 i t ;..1 746
729 MAX. COM. 729
1’1 Ii
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M LL´• U
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OPERATION ABOVELI
t
I~´•´•
i
ii i
i
g 900
c~P, THIS CURVE NOT
i Il;fi i, i. I I
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4Y PERMITTED t :li o,
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u
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I iI i 1´•!
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ts; ts ;I´• BELOW THE CURVE 1S WITHIN ALLOWABLE L~MITS C
a E> 1 o,
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u
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CONTINUED STARTS IN THIS AREA

I
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!1
:t
ARE CAUSE FOR CORRECT_IVECIION
I:: jiii i jiji I
i
v 700 CI J´•:-;j´• I~-CI I!I I´•:
I ii t !~ilii II
t
ii iI ,I I
i I;
I
:fl I
vl ItI
I
iii
I i I]!I iili:iil~llli ii ;ri
1 650 ~io
20 5
I’
O 2 10
4
TIME-SECONDS TIME-MINUT ´•-I cn
M
H
AT AMBIENT TEMPERATURES
*START TEMPERATURES SHOULD NEVER EXCEED THE SOLID LINE TIME TEMPERATURE CURVE.
r APPROXIMATELY 300C (860F) AND ABOVE, NORMAL START TEMPERATURES MAY EXCEED 8000C (14720F) BUT SI(OULD J
OF
oo
BE LESS THAN 8200C (15080F). 80-0086-1 I oo
4 m
E: M
1-1 H
CC
r
r 1
1900
1050
1
03 IMESTICATE’ MAXIMUM
ABOVE- OC LIMIT- 90
800 0-2 SECONDS 910
800 5 SECONDS 854
1000
782 10 SECONDS 782
735 5 MINUTES (TAKEOFF) 735
1800 --1 I’ I 1 724 MAX. CONT. 724
:.:17::: I:ti
950
ii ::i :::I
m I o"
1700 -I´•´•
ou
P, P
I: i::: 1~ 11-
..1..
;i
´•I´• t
r~ 900 m
25 :.~11-1 OPERATION ABOVE O) a
4 L L THIS CURVE NOT I
:t
5
I:;: II; ..Lji
Q\ PERMITTED
rrOQ
c
1600 ´•´•´•t
tl: i.. Fl:...
o O
Y i...
m
~-’´•O o
850
09
do I::I
F;-I=
rt a B 9 ::I:::::::I:-~:
´•´•´•rlt´• ENGINE OPERATION FOR A TIME-AT-TEMPERATURE
aLo
m
1500
s a I-. BELOW THE CURVE IS WITHIN ALLOWABLE LIMITS a
s ~i 800
U ´•-,1´•I I? m~
C30Q 1;;7 I- r
i i.l :i: ii´•I-~´•´•, $O

B m
:.i
!tt: i:
!-1-´•
I
C1C
(D
m
1400
iii 1::: iii; ii I
.n a m
750 7350C T7
v~ i-´•- :i
It
i
:i ~I i
Iii
!240C
i I 1
11 CONTINUED STARTS I1I THIS AREA
t’i ii ::i !.I f
i
ii~ I:, t 11
!I I
I
1300 I i ARE CAUSE FOR CORRECTIVE ACTION i
700
iii
I
I
ii I i J. II
i
p, m f t 1J~-i´• I i 171 i I i; i
os ii iii I
i
1 I
co 1200
O 2 10 20 1 v 5 m
Oe,
I~------- TIME-SECONDS
-(.C TIME-MINUTES--I
fSTART TEMPERATURES SHOULD NEVER EXCEED THE SOLID LINE TIME TEMPERATURE CURVE. AT AMBIENT TEMPERATURES
OF APPROXIMATELY JOOt AND ABOVE. NORMAL START TEMPERATURES MAY EXCEED 8000C BUT SHOULD BE LESS THAN 0
82000. 50-0384-1
03
W
mm
H
toe 2;
222
´•iS´•i´•´• 2.-2~
555
55555555
"512
:ftssss´• ´•zttt~tt; rsssssss
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M
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2~ t22’’
:5
REQUIRES INSPECTION OF THE
555
"ftf
13 ii :fffSS~ .555~f
22.2´• 555 ´•2´•´• ´•555
00 22´•22´•5´•
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00 1 2 345
(D
TIME- MINUTES
00
CJ(10´•10019´•C1
\O
00
USE THIS ENVELOK
a I FOR ENGINES THAT
HAVE COMIUED MTH
O SERVICE UJLLETIN NO.
(CJ610) 73-15.
g
30
c)
O
a ca
t Q,
Q
20 O´•J
n C
(P tn 5 r
c, y~DC,
O
USE THIS ENVELOFE
S t
FOR ENGINES ITHAf 5i n
HAVE NOT INCOIIK)IUfED
09 SERVICE UILLETIN NO.
W (u610) n-~s (INCREAKD
10 MINIMUM FUEL ROW)
10 12 11 16 10 20 22 26 I
tnm
oo I W1NDMILL RMA 96
(ENGINESTAIITEII NOT UIIUZED) r

I~ a
a
VI
LLL~illlC
CJ6~0 TURBOJET
SEL-188 OPLRATIIIG InSTRUCflOnS
060
u
riifi’ ~e
;ttf;TI;: :F1:i:itf:: 7cw´•e
B
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c~ it :1!1
snii
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600 ´•I
c´•i
i :-I
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506
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660
t I t 1-1 i f 1-rt m+ I+ t I rt t 7- m-rr~ t r r r I
A~ITI-ICltG OFF
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ii I i
t´•t?
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t,,......,. 1.
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COCPRESMR Inn fMPERELTURE ´•C
66-01
Power Assurance Check-CJblO-l Engine/Commodore 1121

Figure 8
Aug 1/75 Page 8-11

OTwll~L ELLOIIIC
CJ610 TURBOJET
SEI-188
OPERAfll1G UISTe~UCtlOnS
soo
1ICC
700
j
i~ 1
i.. .tf fff 3; ii

11
~t ´•11
´•I cil
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itlt+tttt+-1 i+i´•´•t~ ~EfSUIIUTIOII

100
AUII-rCrllS Off
2.5
2.4 H+tttttmfmtff)tttttttm
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g ci
t~-i´•ttS-
2.2
2.1
2.0
-30 -20 -10 0 10 20 30 10 50
IILET ID~ERATUE ´•t
00-01 59
Power Aeeurance Check-CJ610-~ Engine/Commodore 1121B

Figure 9
Page 8-12 Aug 1/75

CJ610 TURBOJET
SEL-188
OPERA?IWG IRSIRUCTIOIIS
soo
700
B 600
8´•o
PRESSURIU\TIOH
ANO
AHTI-ICING OFF
2.5
NEL HEATER ON" OFF
2.4
2.3
2.2
g
2.1
2.0
-30 -20 -10 O 10 20 JO 40 50
COCIPRESSOR INLET TMPERATURE "C 0

50-0160-1
Power Assurance Check-CJ610-9 Engine/Commodore 1123

Figure 10
Aug 1/75 Page 8-13

SEII)LL 6 ELECTIIO
CJ610 TURBOJET
SEI-188
OPERCI’TII(G UISTRUCTIOIIS
eoo
I0)´•C
700
I f;7
500
11
i,j ,_
1!´•-´•´•91!
(-1
r;i
i
,t
c;
PRESUIRIUTIOW
2.4
2.3
2.2
u ik
if. 1 1; it !t~
15
W
2.1
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2.0
1.0
-30 -20 -10 O 10 20 30 10 50
CO~RESSQI IILO ’TD~EMTUE ´•C
00-0151
Power Assurance CheckCJblO-l, -4 Engine/Gates-Learjet

23 and 24
Figure 11
Page 8-14 Aug’ 1/75

QEIIERIL~SD ELECTRIC
CJ610 TURBOJET
SEL-188 oPenlns Insrr~ucrlons
800
oU 7160C
700
600
500
PRESSURIZATION
AND
ANTI-ICING OFF
2.5
2.4
2.3
~t:
2.2
2.1
2.0
-30 -20 -10 O 10 20 30 40 50
COMPRESSOR INLET TEMPERATURE OC
BC-OrSe-l
Power Assurance Check-CJG10-6

Engine/Gates-Learjet 24B, 24D, 25, 2511, and 25C
Figure 12
July 1/84 Page 8-15

BEIIERILQ ELECTRIC
CJ610 TURBOJET
SEI-188
OPERATIG I)ISTRUCTIOIS
eoo
´•tt
i´•1 iii i t i
i Lty-ti f i-i; t:7040C
17’
r-, 700
t-lr
r:
fi’; L-tt
ii’i
I-4
t
r-t ~-t
i
ii! rt 1 C.F
it ’1
~MXI itt ii ,,t i -iilLl~try

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rt
ti tt: r t
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AND
f t-e c
i! ’t AMI-ICING OFF
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r ´•-t :t´•~1’ i
E;C
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1 ~t
2.0
t~LS-itfi
ii it-;
1.9
r f i liff)Sf
-30 -20 -10 0 10 20 30 40 50
tOnPRESSOR INLET TMPERATURE OC
BC-0163
Power Assurance Check-CJG10-l Engine/Hansa 320

Figure 13
Page 8-16 Aug 1/75

ETI CRA1 11164616
CJ610 TURBOJET
SEI-188 OPERA’TIRG InSfRUCflOnS
soo
u 1 17 1~1 1 7717~1 1 Imtt~-tiit-mm´•tm+t+tm tiit~ 7la´•e

700
I ’t t’ i ii t i´•i-l i 11~’ ii’ i Lt i ’i-t i 1
f: il,i
B i ,i,,
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c
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t
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500
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PRESSURI~UIIOI(
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Power Assurance Check-CJG10-5 Engine/~Iansa 320

Figure 14
Aug 1/75 Page 8-17

CEYII~II9ELESTIIE
CJ610 TURBOJET
OPERATIRG IIISTRUCTIOWS SEI-188
890
’U 700
500
PRE‘SSURIU\TION
AM)
MTI-ICI~ OFF
2.5
2,)
be 2.3
~2.2
2,1
2.0
-JO ´•s -20 -10 O rO 20 30 40 50
tQIPRESUM IRLET ’TMPERATURE ´•C

50-0215
Power Assura~ice Check-CJ6la-9 Pngiue/Penea 320

Figure 15
~Page 8-18 Aug 1/75

GfllERIL ELECTRIC
CJ610 TURBOJET
SEL-188 OPERATII(G InSfRUCTlOnS
800 i I ’rll 11171 1 I lrrlI 1 17111 ´•ill
Ll.i
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TI ..1. ..1.´• I ´•´•I´• ´•´•I´•´•´•´•I´•-´•´•I ´•´•´•I- I´• I´•- ´•I ´•1-
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2.0
-30 -20 -10 O 10 20 30 40 50
COMPRESSOR INLET TEMPERATURE OC

80-0343-2
Power Assurance Check CJ610-8A Engine/

I Gates-Learjet 24, 25, 28,
Figure 16
and 29
July 1/84 Page 8-19

OPE RATIONS
ENGINEERING
BULLETINS
CLIIEIIAL ELEC~RIC
CJ610 TURSOJET
-188
IBZE OF CONTENTS OPERATIONS ENGINEERING BULLETINS
8, fetin
Ido. Title
Fuel Servicing
2 Oil Servicing
3 Troubleshooting
Engine Operation Fuel Control Malfunction
Engine Operation Icing Conditions
A,dd. 1 Engine Operation Engine Ice Ingestion
Alternate Starting Technique to Lower Startin’g

b
Peak Temperatures
7 siobor JF Fuel Additive
Climb Procedure
Y Engine Operating Techniques
C3 Motoring Speed Requirement for Improved

Engine Hot Parts Life
Climb EGT Limitations
1/75 i
CJ61 O TU R BOJ ET
SEI-188 OPERATING INSTRUCTIONS
LIST OF EFFECTIVE PAGES
O.E.B, NO. REV. NO. DATE
1 5 Dec 31/95
2 9 Dec 31/95
3 1 Oct 13/70
4 2 Aug 1/75
5 1 Jul 1/84
5 Addendum 1, Rev. 1 Aug 1/75
6 1 Jan 15/68
7 None Jun 24/68
8 Cancelled Jul 1/84
9 1 Aug 1/75
10 None Feb 27/70
11 None Jul 16/73
Dec 31/95 1
ZC GENERAL~B ELECTRIC---------
CJ 61 O TU R B OJ ET
Operations Engineering Bulletin
I_. I SUBJECT: ~iiar. SsrrrcrNe

DATEBULLETIN NO. 1. ~_Rev.
Dec 31. 1995_
5
Supersedes Bulletin No. 1,

1 Rev. 4 dated 1 July 1984
Fuels conforming to Specification

GE D50TF2 (current revi-
sion), MIL-T-5624 (current revision) for JP-4 and JP-5, or
MIL-T-83133 for JP-8 are approved for use in CJ610 engines.

Also, Jet A and Jet A-1 fuels are approved.
The low temperature operation of engines is limited

by
fuel viscosity before it is limited by fuel freezing. The
maximum viscosity for safe
fuel engine operation is 12
centistokes. Some kerosene-type fuels (ASTM A, ASTM A-i,
I JP-5, Spec. Class A and C) reach this value at a

JP-8, GE
temperature as high as -320C (-260F). Other fuels do not

reach this viscosity until the fuel temperature drops as
low as -470C (-530F). If the operator has the capability
of determining fuel
viscosity in the field, he can estab-
lish his own minimum safe operating temperature with kero-
sene-type fuels depending on the particular fuel he is

using. Otherwise, it is recommended that JP-4 (wide-cut
distillate) be used at all fuel temperatures below -290C
(-200F). These limitations apply to the engine fuel sys-
tem.
The high temperature operation of engines is limited by

the vapor-to-liquid (V/L) volume ratio of the fuel at the
engine inlet as well as by the formation of gums due to
the oxidation of trace constituents in the fuel. JP-4
fuel is the most critical in regard to V/L at high tem-
peratures and for this reason it is preferred that the

kerosene types be used at high ambient temperatures.
Ambient conditions should be avoided which will create
a fuel temperature at the engine inlet higher than

f380C (+1000F) since this could lead to gum formation.
Fuel Temperature rise in the engine fuel system can be
I more than S60C (1330F) above the fuel temperature at
the engine fuel inlet.
Page 1 of 9
C3610 OEB No. 1, Rev. 5
SDecificallv ADDroved Commercial Fuels
DENSITY
SETTING
FOR FUEL
CONTROLS
TYPE A/B
(See Fig-
COMPANY PRODUCT NAME ure 1)
American Oil Co. American Jet Fuel Type A JP-5/-3

American Jet Fuel Type A-i SP-5/-3
Atlantic-Richfield Arcojet A JP-5/-3

Arcojet A-i JP-5/-3
Arcojet B JP-4/-2
British Petroleum Co., BP A.T.K. JP-5/-3

~td. BP A.T.G. JP-4/-2
BP AVCAT 48 JP-5/-3
California Texas Caltex Jet A-i JP-5/-3

Caltex Jet B JP-4/-2
Cities Service Oil Co. Turbine Type A JP-5/-3
Continental Oil Co. Conoco Jet-40 JP-5/-3

Conoco Jet-50 JP-5/-3
Conoco Jet-60 JP-5/-3
Conoco JP-4 JP-4/-2
Empire State SMC JP-5/-3
Esso International Esso Turbo Fuel A-i JP-5/-3

Esso Turbo Fuel A JP-5/-3
Esso Turbo Fuel B JP-4/-2
Gulf Oil Corporation Gulf Jet A JP-5/-3

Gulf Jet A-i JP-5/-3
Page 2
CJ610 OEB No. I, Rev. 5
S~ecificallv AD_Droved Commercial Fuels (Cont)
DENSITY
SETTING
FOR FUEL
CONTROLS
TYPE A/B
(See Fig-
Humble Oil Refining Esso Turbo Fuel A-i JP-5/-3

Co. Enco Turbo Fuel A-i JP-5/-3
Esso Turbo Fuel A JP-5/-3
Enco Turbo Fuel A JP-5/-3
Esso Turbo Fuel B JP-4/-2
Enco Turbo Fuel B JP-4/-2
Esso Turbo Fuel 5 JP-5/-3
Enco Turbo Fuel 5 JP-5/-3
Mobil Oil Company Mobil Jet A JP-5/-3

Mobil Jet A-i JP-5/-3
Mobil Jet B JP-4/-2
Mobil Jet 4 JP-4/-2
Mobil Jet 5 JP-5/-3
Murphy Oil Corp. Murphy Jet A JP-5/-3
Phillips Petroleum Co. Philjet A-50 JP-5/-3

Philjet JP-4 JP-4/-2
Pure Oil Company Purejet Turbine Fuel Type A JP-5/-3

Purejet Turbine Fuel
Type A-i JP-S/-3
Shell Oil Company Aeroshell Turbine Fuel

JP-4 JP-4/-2
Aeroshell Turbine Fuel 640 JP-5/-3
Page 3
CJ610 OEB No. i, Rev. 5
SDecificallv AnDroved Commercial Fuels (Cont)
DENSITY
SETTING
FOR FUEL
CONTROLS
TYPE A/B
(See Fig-
Aeroshell Turbine Fuel 650 JP-5/-3

Shell Jet A JP-5/-3
Sinclair Refining Co, Sinclair Superjet Fuel JP-5/-3
Chevron Oil Co. Chevron Jet Fuel A-i JP-5/-3

Chevron Turbine Fuel B JP-4/-2
Standard Oil Co. Standard JF A JP-5/-3

(Kentucky) Standard JF A-i JP-S/-3
Standard Oil Co. Jet A Kerosene JP-5/-3

(Ohio) Jet A-i Kerosene JP-5/-3
Standard Oil Co. Standard Turbine Fuel A-i JP-5/-3

(Texas) Standard Turbine Fuel B JP-4/-2
Texaco, Incorporated Texaco Avjet A JP-5/-3

Texaco Avje~ A-i JP-5/-3
Texaco Avjet B JP-5/-2
Union Oil Co. of 76 Turbine Fuel JP-5/-3

California Union JP-4 JP-4/-2
Page 4
CJ610 OEB No, 1, Rev. 5
Industry/Government Specification
DENSITY
SETTING
FOR FUEL
CONTROLS
TYPE A/B
(See Fig-
Air Total Turbine Fuel, 1 and 1A JP-5/-3

ASTM Jet A Aircraft Turbine Fuel JP-S/-3
ASTM Jet B Aircraft Turbine Fuel JP-4/-2
ASTM Jet A-i JP-5/-3
British Fuel D ENG. R.D. 2482, AVTUR 40 JP-5/-3

British Fuel D ENG. R.D. 2486, AVTAG JP-4/-2
British Fuel D ENG. R.D. 2494, AVTUR 50 JP-5/-3
British Fuel D ENG. R.D. 2498, AVCAT 48 JP-5/-3
British Fuel D ENG. R.D. 2488, AVCAT JP-5/-3
Canadian Fuel 3-GP-22 JP-4/-2

France Air 3404/B JP-5/-3

France Air 3405-C JP-5/-3
France Air 3407/B JP-4/-2
Germany TL 9130-006 JP-4/-2

Germany TL 9130-007 JP-5/-3
MIL-T-5624G JP-4 JP-4/-2

MIL-T-5624G JP-5 JP-5/-3
II MIL-T-83133 JP-8 JP-5/-3
NATO F-30 (Jet A) JP-5/-3

NATO F-34 (Jet A-i) JP-5/-3
Page 5
CJ610 OEB No. 1, Rev. 5
Industry/Government SDecification (Cont)
DENSITY
SETTING
FOR FUEL
CONTROLS
TYPE: A/B
(See Fig-
NATO F-35 (Jet A-1) JP-5/-3

NATO F-40 (JP-4) JP-4/-2
NATO F-42 (JP-5) JP-5/-3
NATO F-44 (JP-5) JP-5/-3
NATO F-45 (JP-4) JP-4/-2
Romania 3754/73 (CS-3) JP-5/-3
USSR GOST 10227 (TS-1) JP-5/-3

USSR GOST 12308 (T-7) JP-5/-3
NOTE: Mixing of fuel types is allowed providing the den-

sity knob on the fuel control is properly set per
the following instructions,
Density Settinn
CAUTION: THE ADJUSTMENT KNOB MUST BE SEATED IN ITS POSI-

TIONING DETENT FOR SATISFACTORY OPERATION.
A fuel density adjustment located on the front of the con-
trol unit allows the fuel control to compensate for fuels

05 varying densities. It meters more or less fuel to the
combustion depending on the density of the fuel.
area, To
make an adjustment, push knob in, rotate it to the density
setting, and release pressure. If necessary, jiggle the
knob until it locks.
Page 6
NOTE: Density knob adjustment must be restricted to 1
i
click, plus or minus, from setting as specified by
the type of fuel being used.
Use of Aviation Gasoline
The use of aviation gasoline is permitted as an EMERGENCY

fuel only.
When aviation gasoline is used, the following conditions

shall apply:
(1) JP-4, JP-5, or other approved jet fuels are not
available.
(2) The Lowest octane fuel available shall be used.
(3) The density knob for fuel control Type A or Type

B (see figure 1) is to be set according to the
following table depending upon the type of fuel

control used and the mixture of aviation gaso-
line and JP-4, JP-5, JP-8, Jet A, or Jet A-i
fuel.
percent by Volume Density Density

of Knob Setting Knob Setting
Aviation Gasoline (fi~ure 1, TuDe A) i. TvDe B)
Below 20% JP-4 or JP-5 -2 or -3

20-35% .75 -1
35-50% .72 h
Above 50% .69 +1
Page 7
CAUTI~ON: ENGINE OPERATING TIME USING AVIATION GASOLINE IS

LIMITED TO 25 HOURS DURING ANY ONE OVERHAUL
PERIOD. OPERATING TIME: WITH AVIATION GASOLINE
MUST BE RECORDED WHEN THE MIXTURE CONTAINS MORE
THAN 50 PERCENT OF AVIATION GASOLINE BY VOLUME.
REFER TO FAA APPROVED AIRCRAFT FLIGHT MANUAL FOR

ALTITUDE RESTRICTIONS WHEN USING AVIATION GASO-
LINE FUEL.
Additives
Phillips PFA-55MB (Phillips Petroleum Co., 362 Adams Bldg,

Bartlesville, OK 74004) and Methyl Cellosolve (Union Car-
bjde Co., 270 Park Ave., New York, N.Y. 10017) are
approved, as anti-icing additives for use in the fuels

contained in the preceding fuel list at a concentration not
in excess of 0.15 percent by volume.
IMPORTANT: COMPLIANCE WITH THIS BULLETIN IS A CONDITION OF

ENGINE WARRANTY.
Should an operator desire to use a fuel which is not in-

cluded in this list, it is recommended that a copy of the
vendor fuel specification be sent approval to the ad-
for
dress specified in Chapter I of Operating Instructions.
.;L"~
Page 8
d~
x ~LI
P
0’: A
F
´•r
h"
d
o9P
PININDD(
~J1
O 9*w
P, E~g:0 de~o S:
9-
Q
b~" a;
TYPE A TYPE 8
-5 -4 -3 -2 -1 h +1
TYPEB -1 1 -I 1
JP5
AV GASI
I AV GAS
I JET kl. OR JP8 I
A, A-i,
JETA. JP8
IJP4
JP4 OR JET BB I
OR JR
TYPEA I I 1 I 1 I
0.86 0.813 0.78 0.75 0.72 0.69
JPS 8 6 JPI
FUEL DENSITY ADJUSTMENT
BC-IO~PI
Fuel Density Knob Setting

Figure 1
Page 9
GENERAL ~b ELECTRIC--------
CJ61 OTURBOJET
DULL ETIN NO 2 Rev 9

DATE Dec 31 1995
Supersedes Bulletin No 2
Rev 8 dated 25 May 1979
This Bulletin designates lubricants approved for use in

General Electric CJ610 series engines and supersedes all
previous bulletins and/or other information on this
subject The Bulletin also serves to notify operators

an d own e r s o f c han g e s in Ge n e r al El ec t r ic o ii a pp r ov al
policy for these engines effective as dated herein
I. APPR OVED OTL_S_.
A Tvoe 2 Oils (Conforming to General Electric
Specifications D5OTF1 current
revision)
Brand Name Oil Comoanv
AeroShell Turbine Oil Shell Oil Company

500

555

560
AVTUR Oil Synthetic Dillons Chemical Company
Castrol 205 Stauffer Chemical Company

Castrol Ltd
Caltex RPM Jet Engine Caltex Petroleum Corporation

Oil 5
Caltex 7388 Caltex Petroleum Corporation
Chevron Jet Engine Chevron International

Oil 5 Oil Company
PagP 1 of 4
AT TC~ 7
C5610 OEB No. 2, Rev. 9
Brand Name Oil ComPany
Enco Turbo Oil 2380 Humble Oil s Refining Company
Esso Turbo Oil 2380 Humble Oil Refining Company
MobiL Jet Engine Oil II Mobil Oil Company
I
Mobil Oil 244 Mobil Oil Company
Boyco Turbine Oil 560 Royal Lubricants
Sinclair Turbo-S Type 2 Sinclair Refining Company
Stauffer Jet II Stauffer Chemical Company
Texaco SATO 7388 Texaco, Incorporated
Texaco Starjet 5 Texaco, Incorporated
Caltex Starjet 5 Caltex Petroleum Corporation
Exxon Turbo oil 2380 Exxon Company
NOTE: i. Stauffer Jet II, AVTUR Oil Synthetic, and

Castrol 205 are identical oils,
2, Texaco SATO 7388 and Caltex 7388 are identical
oils.
3, Chevron Jet Engine Oil 5 and Caltex RPM Jet
Engine Oil 5 are identical oils.

4, Enco Turbo Oil 2380, Esso Turbo Oil 2380 and
Exxon Turbo Oil 2380 are identical oils,

5, Texaco Starjet 5 and CalCex Starjet 5 are
identical oils.
6, AeroShell Turbine Oil 560 and Royco Turbine
I Oil 560 are identical oils,
Page 2
FAA DER ANE-8 APPROVED AUG 22, 1989
IMPORTANT"
j, IT LS RECOMMENDED THAT THE ENGINE LUBRICATION SYSTEM BE

SERVICED ONLY WITH THE APPROVED TYPE 2 OILS, SINCE THEY
ARE CAPABLE OF WITHSTANDING HIGHER OPERATING TEMPERATURES
THAN TYPE I OILS AND HAVE IMPROVED ANTI-COKING CHARAC-
TERLSTICS.
THE MINIMUM OIL TEMPERATURE FOR STARTING, USING TYPE 2

OILS, IS -400C (-400F).
B. Tv_De I Oils (Conforming to General Electric Spec-

ification DSOTEI current revision)
BRAND NAME OIL COMPANY
1 2389 Turbo Oil Humble Oil Refining Company
2 RM 184A Mobil Oil Company
2 Shell Aircraft Oil Shell Oil Company

307
Type 1 oils conforming

specificationto the above
are approved for
engines.
use in these
However,
because of the improved anti-coking characteristics
of the Type 2 oils, it is strongly recommended that
Type 2 oils be used as the normal engine lubricant
unless extreme operating conditions dictate a need
for Type I oils. The minimum oil temperature for
O
starting using Type I oils is -54 C (-650F),
Type 1 oils have a lower viscosity than Type 2 oils.

Therefore, stabilized oil pressures under similar
RPM and oil temperature conditions can be
expected
to indicate 5 to 10 PSI lower when using Type 1 oils
than when using Type 2 oils.
Page 3
FAA nBR AWE-8 APPR~VEn 33 19~9
CJ610 OEB No. 2, Rev, 9
CAUTION: THE INTERMIXING. OP DIFFERENT’ BRANDS OF TYPE 2 OR

bF TYPE 1 OILS IS AUTHORIZED. THE INTER-MIXING
OF TYPES IS NOT AUTHORIZED. THE. CHANGE FROM A
TYPE 1 TO A TYPE 2 OIL DURING ENGINE TBO MAY
RESULT IN A MARKED CHANGE IN OIL COLOR, SOME-
TIMES TO BLACK- THIS CONDITION IS CAUSED BY
CARBON PARTICLES IN SUSPENSION AND WILL BE IN-
FLUENCED BY ENGINE TBO AT THE TIME OF THE OIL
CHANGE. SHOULD THIS OCCUR, THE SYSTEM SHOULD BE
DRAINED, FLUSHED AND CLOSELY MONITORED,
II. OIL APPROVAL,
Operators desiring to use an oil not included in the
Eoregoin~ lists must obtain specific approval from

the General Electric Company prior to its use.
Approval will be granted

by the oper-
upon submission
ator, or the oil company involved, of satisfactory
evidence demonstrating that the particular oil con-
forms to the requirements of General Electric Gas
Turbine Oil Specification D50TF1, or revisions
thereto.
IMPORTANT
COMPLIANCE WITH THIS BULLETIN IS A CONDITION OP EN-

GINE WARRANTY.
All communications relating to oil approval and re-
quests for
copies of DSOTF1 should be directed to the
address specified in Chapter I of Operating
Instructions.
Page 4
FAA DER ANE-8 APPROirED AUG 22. 1989
13,otrEIl~ ´•ELtCt~lC tURnOJET
An
Operation, Engineering Bulletin
BULLETlN NO. 3, Rev. 1
SUBIECT: TROUBLESHOOTING DATE Oct. 13, 1970
Troubleshooting information is given in the Maintenance

Manual, SEI-186, Section 72-00,
Page 1 of 1
tr
~IILIAL ~IILLIIIC
cJeiO r
Op´•iation~ Engine´•ring Bull~tin
IIULLETIN NO. 4, Rev, 2
I SUIIECT:I ENGINE OPERATION: FUEL DATE August 1,’1975
CONTROL MALFUNCTION
I January
Bulletin dated
sed srepuS8691
15,
The purpose of this Bulletin is to provide instructions

for operating the engine in the event of a blocked servo
restrlctor in the fuel control,
Instances of blockage of the servo restrictor in the

fuel controls of CJ610-1 engines have occurred. Some
resulted in engine stall. Others resulted in an engine
overspeed co;ndition, with engine speed being controlled
by the overspeed governor.
An engine stall or an overspeed condition which cannot

be corrected by retarding the throttle are symptoms of
probable blockage of the servo restrictor, and should
this occur, take the following action,
i. Shut the engine down.
CAUTION= IF THE PILOT ELECTS TO CONTINUE TO OPERATE

THE ENGINE CONTROLLED BY THE OVERSPEED
GOVERNOR (103% 1%) WHICH IS IN EXCESS OF
THE 100X RPM CONTINUOUS LIMIT, THE ALTITUDE
AND FLIGHT SPEED SHOULD BE SELECTED SO AS
TO PROVIDE AN,ENGINE INLET TEMPERATURE OF
-180C OR HIGHER. THIS IS NECESSARY TO AVOID
COMPRESSOR STALL.
2. Do not attempt to restart the engine until the cause

of the malfunction has been determined and corrected.
Page 1 of 2
CJ61O OEB No. 4, Rev. 2
CUATION: DO NOT ATTEMPT TO RESTART THE ENGINE ON THE

GROUND FOR TROUBLESHOOTING PURPOSES, ETC.,
UNLESS THE CAUSE OF THE PROBLEM HAS BEEN DE-
TERMINED AND CORRECTED. ANP ATTEMPT TO RE-
START THE ENGINE BEFORE THE CAUSE OF THE
MALFUNCTION HAS BEEN CORRECTED COULD RESULT
IN’ENGINE OVERTEMPERATURE AND EXTENSIVE DAMAGE,
CAUSED BY THE EXCESSIVE FUEL FLOW.
Page 2
SEILIAL IIE(II1IC
TURBOJET
I
BULLETIN NO. 5, Rev. 1
SUBJECT: EN6INE OPERATION DATE July 1, 1984
ICING CONDITIONS
Supersedes Bulletin dated
1 Feb. 1/67
i. Purpose,
The purpose of this bulletin is to list precautions

for engine operation in icing conditions and to pro-
vide a procedure for
emergency operation of the en-
gine anti-ice system when icing~is encountered before
the engine anti-ice system has been turned on.
2. Reason,
The engine ice prevention system is ANTI-ICE sys-

an
tem NOT a DE-ICING system. It must be turned "ON"

before ice formation begins in order to avoid the
possibilities of ice build-up/ice ingestion which
could result in power loss, flameout, and/or com-
pressor damage.
3. Precautions for Icing Conditions.
A. Be alert for icing conditions so that the anti-ice

system can be turned on before entering icing
an
environment. Icing conditions are most prevalent

when visible moisture is and outside air
gresent -230C
temperature is between +5 C and (+400F and
-LOOF).
B. In icing environment, pay particular attention

an
tdaircraft ice warning devices, engine instru-

mentation, windshields, wing leading edges, etc.,
for indications of ice formation. Whenever there
is doubt, the anti-ice system should be
engine
turned "ON" and the Flight Manual instructions
regarding prevention of ice formation on the air-
craft should be followed.
Page 1 of 4
I CJ610 OEB No. 5, Rev. 1
C. Check engine RPM to make sure that it is above the

minimum for operation icing conditions, as
in
specified in the FAA approved Aircraft Flight
Manual
4. WARNING: AN ABNORMAL INCREASE IN EGT ACCOMPANIED BY A

DECREASE IN EPR IS AN INDICATION OF ENGINE
ICING. WHEN THESE CONDITIONS ARE EVIDENT OR
THERE IS VISIBLE EVIDENCE THAT ICE HAS AC-
CUMULATED ON THE AIRCRAFT OR IN THE ENGINE
INLET, DO NOT TURN "ON" BOTH ENGINE ANTI-ICE
SYSTEMS AT ONCE. FOLLOW THE RECOMMENDED
EMERGENCY OPERATION IN PARAGRAPH 5.
5. Emergency Operation of Anti-Icing System.
If it is evident that ice is accumulating and continued

flight into icing conditions is unavoidable, the pilot
may elect to follow an emergency procedure for opera-
tion of the anti-icing system which will shed the ac-
cumulated ice into the operating engine. This ice
ingestion could result in power loss, flameout andlor
compressor damage depending upon the amount of ice
accumulated.
A. Turn "ON" the ignition for both engines.
NOTE: The alternate duty cycle limit (5 minutes on,

25 minutes off) for the ignition exciter
should be observed; however, this limit may
be exceeded if required for the emergency.
IMPORTANT
IF THE AIRCRAFT UTILIZES AN AUTOMATICALLY TIMED

IGNITION CYCLE, IT WILL BE NECESSARY TO REACTIVATE
IGNITION FOLLOWING ITS AUTOMATIC CUT-OFF. SEE
NOTE ABOVE FOR LIMITS.
Page 2
I C3610 OEB No. 5, Rev. 1
B. Check engine RPM to make sure that it is above the

minimum for operation in icing conditions as speci-
fied in the FAA approved Aircraft Flight Manual.
C. Turn "ON" the engine anti-ice system for ONE engine,

Monitor the engine/aircraft instruments when ac-
tivating the engine anti-ice systems to determine

correct functioning and engine response to anti-ice
heat. Under normal operating conditions, the ap-
plication of anti-ice heat will cause a decrease in
EPR and increase in EGT, which will stabilize, indi-
cating that the engine anti-ice system is operating
properly.
D. If ice ingestion results in

engine stall, the engine
power lever should be rapidly retarded to idle and
then advanced slowly to the acceptable engine power
without encountering repeated engine stalls. If the
engine flames out, attempt air start procedure to
restore stable engine operation. If a windmill
start is attempted, conform to Aircraft Flight
Manual envelope limitations. When stable engine
operation is restored, actuate the anti-ice system
for the other engine being sure that its ignition
system is "ON"
CAUTION: BECAUSE THE RATE AND AMOUNT OF ICE RELEASE

IS UNPREDICTABLE, AN INDICATION OF STABLE
OPERATION MAY BE FOLLOWED BY FURTHER ICE
RELEASE AND UNSTABLE OPERATION. DO NOT
TURN ON THE ANTI-ICING FOR SECOND ENGINE
UNTIL STABLE OPERATION OF THE FIRST IS
REASONABLY ASSURED.
E. If the above emergency action does not achieve

stable operation of the first engine, alternative
action such as a deviation in flight´•path is
strongly recommended in preference to initiating
Page 3
anti-icing on the second engine. The time delay

already incurred will have permitted the second
engine inlet area to accumulate additional ice
which, when anti-icing is actuated, will be shed
and ingested, increasing the probability of sub-
sequent engine flameout and compressor damage.
The pilot also cautioned that continued opera-

is
tion of the second engine without anti-icing will
result in large ice accumulation rapidly and in
power deterioration, and may cause engine flameout,
stall, and compressor damage. If flameout occurs,
initiate air start procedure.
F, Turn "OFF" the ignition after satisfactory engine

operation is assured.
I WARNING: REDUCE ENGINE SPEED

PRIOR TO TURNING OFF
(N1) 93% OR BELOW,
TO
ENGINE/NACELLE HEAT.
G. Upon landing, inspect the engine for ice damage and

take corrective action as specified in the Mainte-
nance (SEI-186) and/or Overhaul (SEI-136) Manual.
If the Ignition exciter was used beyond the approved
duty cycle, remove and overhaul per the Accessory
Overhaul Manual SEI-154.
IMPORTANT
THE INFORMATION CONTAINED IN THIS BULLETIN DOES NOT

SUPERSEDE THE INFORMATION ON THIS SUBJECT CONTAINED
IN THE FAA APPROVED AIRCRAFT FLIGHT MANUAL. REFER
TO SPECIFIC INSTRUCTIONS AND RESTRICTIONS REGARDING
THE OPERATION OF THE AIRCRAFT INTO KNOWN ICING
CONDITIONS, OPERATION OF ICE PREVENTION SYSTEMS,
MINIMUM ENGINE RPM AND ALL OTHER PRECAUTIONS TO BE
OBSERVED WHEN USING ENGINE ANTI-ICE.
Page 4
CrrElAr ~tttttllS
TURBOJET
Mo
Operations Bulletin
BULLETIN NO. 5, ADD. i,
I 5UlllCr: HLIGTL~E
ENGINE ICE INGESTION
BATE
Rev.
August i, 1975
1
I Supersedes Bulletin
naJdetad
15, 1968
i. Purpose.
The information contained in this supplement is closely

allied with that contained in Bulletin No. 5 "Engine
Operation Icing Conditions". However, since it is
possible to experience either condition separately,
or for ice ingestion to occur after engine anti-ice
precautions have been taken, it is of prime import-

ance to be fully aware of:
A. The procedures necessary to prevent icing.
B. The action necessary in the event that engine ice

Ingestion is known to have occurred or is sus-
pected.
2. Reason.
Accordingly, these subjects have been treated

separately. Test experience indicates that engines
sustaining compressor damage caused by ice ingestion
are likely to operate stall free up to approximately
85% RPM. However, this is a variable depending on

the damage incurred, and it may not be true in all
cases. Operation´•above 85% RPM must be approached
with EXTREME CAUTION, and the throttle immediately
retarded if stall conditions are evident.
Page 1 of 5
CJ610 OEB No. 5 Addendum i, Rev. 1
3. Precautions for Engine Operation.
Adamaged compressor, with the resultant loss of stall

margin, is likely to stall with very little inlet duct
pressure dis~ortion. Such conditions could occur during
abrupt attitude changes, tight turns, or slightly in-
coordinated maneuvers, and these flight conditions
should be avoided where practical. Rapid power lever
movement should also be avoided. Whenever icing condi-
tions exist, BE ALERT FOR INDICATIONS OF ICE INGESTION
INTO THE ENGINE(S). This may result from ice breaking
away from the engine inlet duct or the airframe struc-
ture and, if of sufficient magnitude, could cause com-
pressor stall and/or flameout. Engine damage may also

be incurred.
The possibility of compressor damage occurring, which

might not be immediately evident to the pilot until
throttle changes are made,~must also be recognized, and
steps taken to determine the
operating condition of the
engine in the event any damage sustained might induce a
compressor stall and/or flameout condition if high
thrust levels are used, or rapid throttle movements
made.
4. Emergency Operation After Suspected Ice Ingestion.
To obtain knowledge of engine operation condition

some
and throttle response following known, or suspected

ice ingestion, the following procedures are recom-
mended.
A. Stall or Suspected Damage.
(1) Immediately energize the Ignition System,
(2) Immediately retard the power lever to approxi-

mately flight idle.
Page 2
(3) Increase compressor bleed air by selecting

cabin airflow to maximum. This will have the
effect of increasing compressor stall margin.
(4) CAUTIOUSLY advance power lever (3-5 seconds) to

approximately 85% RPM and check for indications
of abnormal operation.
NOTE: Compressor stall, or incipient stall con-
ditions may occur as indicated by an

audible report, engine rumble or vibra-
tion, RPM hang-up and/or rapid EGT rise.
(5) If engine operation is stall free up to approxi-

mately 85% RPM, proceed to a higher RPM setting,
IF REQUIRED, using EXTREME CAUTION.
Should stall conditions be evident, immediately

decrease RPM to the stall free operating range.
CAUTION: DO NOT CONTINUE TO ADVANCE POWER LEVER

IF APPARENT STALL CONDITIONS EXIST
SINCE TOTAL COMPRESSOR STALL, FLAMEOUT,
OR EXTENSIVE HOT SECTION DAMAGE IS
LIKELY TO OCCUR.
(6) If the ice ingestion has occurred prior to ac-

tivating engine anti-ice system, carry out the
emergency operation of engine anti-icing system
per OEB No. 5-610, page 2, paragraph 5 and ap-
propriate FAA Approved Flight Manual. Be alert
for further ice release and ingestion during
this procedure.
Page 3
CJ610 OEB No, 5 Addenduri~ i, Rev. 1
B. Flameout.
If flameout has occurred an airstart can be accom-
plished provided the

engine RPM is within the air-
start envelope limit as follows:
(1) Immediately retard the power lever to cutoff

(Stopcock).
(2) Immediately energize the Ignition System.
(3) Increase compressor bleed air by selecting cabin

airflow to maximum. This will have the effect
of increasing compressor stall margin.
(4) After lightoff CAUTIOUSLY advance power lever

(3-5 seconds) to approximately 85% RPM and
check for indications of abnormal operation.
NOTE: Compressor stall, incipient stall con-

or
ditions may occur as indicated by an

audible report, engine rumble or vibra-
tion, RPM hang-up and/or rapid EGT rise.
(5) If engine operation is stall free up to approxi-

mately 85% RPM, proceed to a higher RPM setting,
if required, using EXTREME CAUTION.
Should stall conditions be evident, immediately

decrease RPM to the stall free operating range.
CAUTION: DO NOT CONTINUE TO ADVANCE POWER LEVER

IF APPARENT STALL CONDITIONS EXIST
SINCE TOTAL COMPRESSOR STALL, FLAME-
OUT, OR EXTENSIVE HOT SECTION DAMAGE
IS LIKELY TO OCCUR.
Page 4
(6) If the ice ingestion has occurred prior to acti-

vating engine anti-ice system, carry out the
emergency operation of engine anti-icing system
per OEB No. 5, paragraph 5, and appropriate FAA
Approved Aircraft Flight Manual.
NOTE= Be alert for further ice release and in-

gestion during this procedure,
(7) If compressor damage is suspected, avoid flight

maneuvers likely to affect engine inlet duct
airflow and land as soon as practical,
IMPORTANT: IN FLIGHT CONDITIONS WHERE LCE INGESTION IS

LIKELY THE POSSIBILITY OF ENGINE DAMAGE IS
LESSENED IF ENGINE RPM CAN BE REDUCED TO A
LEVEL COMMENSURATE WITH FLIGHT SAFETY AND FAA
APPROVED AIRCRAFT FLIGHT MANUAL REQUIREMENTS
FOR ENGINE OPERATION IN ICING. RAPID POWER
LEVER MOVEMENTS SHOULD ALSO BE AVOIDED IF
ENGINE ICING;~OR DAMAGE IS SUSPECTED SINCE THIS
INCREASES THE POSSIBILITY OF COMPRESSOR STALL.
5. Ignition System Limits.
When flight conditions dictate, the ignition system

may be operated continuously as required. However, the
limits of Operating Instructions, Chapter I~, para-
graph 6 apply.
Page 5
trtctll,s
TURBOJET

BULL~tlN NO. 6, Rev. 1
susIrcr:ALTERNATE STARTING DATIE Jan. 15/68
TECHNIQUE TO LOWER
STARTING PEAR TEMPERATURES
Consistently high starting peak temperatures will, if

permitted to continue, eventually adversely effect the
durability and life of engine hot section parts and also.
increase the possibility of overtemperature conditions.
In order to avoid these undesirable conditions and main-
tain starting peak temperatures as low as practical, an
alternative method of starting is authorized, The Alter-
nate Starting Procedure is strongly recommended whenever
the following starting conditions exist.
i. Start peak EGT’s consistently exceed 8500C.
2. Start EGT has progressively increased from a pre-

viously normal condition.
3. A hotter than normal start is anticipated.
Alternate Starting Procedure
i. Reduce aircraft electrical loads to minimum if a bat-

tery start is to be made.
2. Assure that no cabin conditioning air, or other engine

bleed air will be used during the start cycle.
3. Energize engine starter.
4. When RPM reaches 8-10%, advance power lever to IDLE,

but hold out of the detent position.
5. Monitor EGT closely and as the EGT passes through

5500C, manually meter start fuel flow by retarding
the power lever toward shutoff.
Page 1 of 2
6. As EGT ceases to increase and starts

decrease, ad- to
vance the power lever slowly toward_the idle detent,
regulating EGT at approximately 800’C.
CAUTION: THIS PROCEDURE MUST BE USED CAUTIOUSLY.

EXPERIENCE IS NECESSARY TO PREVENT OVERTEM-
PERATURE. DO NOT MOVE THE POWER LEVER TO THE
SHUT-OFF POSITION AS THIS WILL CUT-OFF IGNI-
TION. IF THE POWER LEVER IS INADVERTENTLY
PLACED TO CUT-OFF, IMMEDIATE READVANCE TO-
WARD IDLE AND %IONITOR EGT. TERMINATE THE
START IF OVERTEMPERATURE CONDITION IS
IMMINENT.
Persistent hot starts must be investigated and correc-

tive action taken without delay. Probable causes are
as follows:
A. Foreign Object Damage.
B, Excessive engine bleed air extraction during start
cyc’le.
C. Excessive power extraction during start cycle.
D. Inaccurate or defective EGT indicating system.
E. Defective starter.
F. Low battery voltage.
G, Defective fuel nozzle(s) or combustion liner.
H. Delayed or faulty ignition.
I. Defective engine fuel control, (a high fuel

schedule).
Page 2
II) OIILIIL
CJ610
tLf ttIlt
TURBOJET
Operation~ Bulletin
BuLLniN NO. 7
SUBILCT: BIOBOR JF FUEL ADI)ITIVE DA’TE June 24/68
Biobor JF, a Sohio and U.S. Borax biocidal compound, has

been approved by the FAA for use in General Electric
CJ610 series engines.
Conditions of General Electric warranty will not be af-

fected by use of this compound in the concentration
limits so stated. The General Electric Company approves
addition of this compound to fuel in CJ610 series engines
In concentrations no greater than 20 parts per million
elemental boron and 270 parts per million total additive.
This approval only covers the operation of the engine
and does not authorize use of Biobor JF in the aircraft.
Approval must be obtained from the appropriate aircraft
manufacturer before using Biobor JF in the aircraft fuel
system.
Page 1 of 1
CrY EIAL Q ELE~TIIC
C3610
CANCELLATION NOTICE
Operations Engineering Bvlletin
CJ610 BULLETIN NO. 8, REV. 1

DATED FEB. 23, 1977
CLIMB PROCEDURE
This notice is issued to advise operators that CJ610

Bulletin No. 8, Rev. is hereby cancelled.
Further compliance with CJ610 Operations Engineering

Bulletin No. 8, Rev. i, is not recommended.
July i, 1984 Page 1 of 1

8fLLSIIIE
´•CFSflflAL TURBOJET I
BULLETIN NO. g Rev. 1
I sualrcr: ENGINE OPERATING D*TI 1 Aueustl975
TECHNIQUES
Supersedes Bulletin
72detad
June 1969
i. Objective.
The objective of this bulletii~ is to condense General

Electric’s accumulated engine operating experience
and present to the business jet operator its recom-
mendations regarding general engine operation with
the hope that this will contribute to overall operating
economy and extended engine life. This discussion is
not authority to change any of the operating manuals
such as the
FAA-Approved Aircraft Flight Manual or
the CJ610 Engine Operating Instructions (SEI-188). It
is intended as supplementary information to these
publications and is limited to engine operation.
2. Excessive EGT.
High temperature (EGT or T,) is the chief

exhaust gas
enemy of engine life. To combat this, Tt is desirable
to minimize those
operations which result in excess-
ively high temperatures. As an example for this dis-
cussion, the engine has a given hot section life at
the takeoff rating. For each 150C (270F) above this
temperature, the hot section life capability is re-
duced by one-half. Thus it can be seen that hot

secti~n ~deterioration is not a linear function but is
exponential. An increase of 300C above the reference
temperature would cut the life capability to one-
fourth of what it would be at the reference temper-
ature. It therefore follows that if temperatures are
maintained below the rated limit, hot section life
capability is further extended. Economical engine
operation in terms of hot section durability dictates
that EGT be kept as low as is practical for all engine
operations.
Page 1 of 12
400
an ~oo
200
too
251
f.O. 1.0. T.O. T.O. T.O.

-500 -150 001 +15´•C +30´•C
TYPICAL EXAMPLE OF HOT SECTION DURABILITY VS. EGT.
3. Temperature Transients.
Temperature transients also adversely affect engine

life. These are the rapid rate of increase or decrease
of temperature which occurs during starts and rapid
thrust: lever movements such as "throttle bursts" and
"throttle chops". The damage created by transients is
due to the high temperature gradient which occurs
across a mass of metal such’as turbine wheels, turbine
buckets, combustion liners, and turbine nozzles. These
high temperature gradients cause uneven expansion and
contraction of these parts resulting in high internal
stresses which literally pull the metal part and is
evidenced by thermal fatigue cracks and fractures as
well as permanent warpage and buckling.
Page 2
CJ610 OEB No.~ 9, Rev. 1
As long engines must be started, shut down, and

as
undergo power changes, transients will be present.

The effects of these transients can be minimized by
eliminating rapid thrust lever movements and the
causes of abnormally high EGT start peaks. Smooth,
slow and deliberate movements of the thrust lever to
the desired’ power level are much more conducive to
long hot section life than rapid or~jerky movements.
During power advance for takeoff, advancing the

a
thrust lever slowly allows the engine hot section to

reach operating temperatures more gradually before
finally setting takeoff thrust (EPR). This is effec-
tive in reducing the effects of thermal shock. Reduc-
ing the power to 80% or below for two minutes-prior to
shutdown is also beneficial in this respect. This
will reduce the thermal shock caused by the relatively
cold air contracting the hot section components and is
particularly important when practicing airstarts where
shutdowns should be from stabilized Flight Idle.
Flight operation below 80% RPM can be included in the
two minutes at Idle requirement prior to ground shut-
down, and in most cases, includes the approach, landing
and taxi-in.
4. Ground and Low-Level Operation.
Wherever possible, avoid operations in sandy or dirty

areas. Avoid continual low-level operation over salt
water. These areas are conducive to compressor erosion
and corrosion damage. Continual flights through areas
containing heavy concentrations of industrial smoke
and fumes have caused noticeable power deterioration
of 3et engines necessitating compressor cleaning.
Page 3
´•CJ610 OEB No. 9, Rev. 1
Whenever possible, the aircraft should be turned into

the wind during engine starting and ground operations
where the aircraft is not in motion. Wind blowing into
the tailpipe appreciably raises EGT.
5. Engine Power.
The CJ610 series engines are thrust-rated rather than

EGT or RPM rated. This means that theydesigned
are
to operate exclusively at specific thrust levels rather

than at a certain EGT or RPM. For a constant or fixed
tailpipe exit area, thrust can be directly related to
engine pressure ratio (EPR) for the purpose of indi-
cating in the cockpit the net thrust the engine is
producing. The Aircraft Flight Manual contains EPR
values or curves for the required power for takeoff.
Maximum EPR limit values are also provided for climb
and maximum continuous operation. EPR will usually
vary inversely with ram air temperature (RAT). The
EPR/RAT relationship will vary slightly with pressure
altitude and becomes most pronounced at lower ram air
temperatures.
Engine thrust based on RPM´• or EGT is dependent upon

engine condition. EPR is not, If you have required
EPR, you have required thrust.
6. Engine Starting.
An auxiliary power unit (APU) should be used for

starting whenever possible. It should have sufficient
capacity to preclude a drastic voltage drop which
would cause an excessive current flow after the
Initial surge. It should be capable of pro-
starting
viding a minimum of 800 amperes at 24 volts. The
maximum voltage should be limited to prevent over-
torquing the starter shaft and the gear box. engine
Refer to the Aircraft Maintenance Manual for the
maximum allowable starter voltage and/or amperage.
Page 4
CJ610 OEB No.. 9, Rev. 1
Battery starts should be avoided when

possible because
the relatively low capacity of the aircraft battery
results in a longer cranking time. The resulting
maximum cranking RPM is usually less than that possible
with an APU and generally results in a warmer start.
A warmer start occurs with a lower RPM. Battery start
EGT peaks average about 600C higher than APU starts.
Use the normal start procedure unless difficulty is

encountered under cold weather or cold soak conditions.
For normal starting, the RPM should be 10% Ng before
advancing the thrust lever to Idle which opens the
stopcock.
If battery start must be made after a cold soak, the

a
battery capacity will be low. Turn off all unnecessary

electrical equipment. Make a normal start. Under
these conditions, it is permissible to advance the
thrust lever at 8% Ng. This should give a lower EGT
peak.
If the’
engine should light off but fail to accelerate
beyond 20-22% Ng and EGT is abnormally low (RPM hang-
up), shut down and check the fuel density setting on
the fuel control. Reset to the next lower fuel density
setting and attempt another start.
NOTE: Decreasing the density setting will increase the

starting fuel flow. If the density knob has been
set to 0.75 and the engine still hangs up, con-
sult your GE Service Representative for advice.
The density setting must be reset to its original
setting at Idle RPM to flight.
Cycling the boost pump off and on might get the engine
out of "hang-up". Observe starter and EGT limits as
well as combustion chamber drain time when attempting
restarts.
’Page 5
Monitor EGT at all times during a start and be prepared

to quickly retard the thrust lever to the fuel shutoff
position if a hot start should be imminent as evidenced
by an abnormally high rate of EGT rise. Do not permit
the EGT to exceed the starting and transient limits
of the curves in Chepter VIII of the Engine Operating
Instructions, SEI-188. Any start with an EGT peak ex-
ceeding 8500C is classified as an abnormally hot start.
Should this occur, shut down immediately and note
whether the EGT increase was an immediate and rapid
rise or a delayed hot start. Persistent starts in ex-
cess of 8000C are cause for maintenance investigation.
Normal start temperatures usually peak between 6500C

and 7500C; however, it is not necessarily abnormal to
be outside this range. A hot day will usually produce
a higher EGT peak than a cold day for the same engine.
7. Taxiing.
When taxiing, maintain sufficient clearance with the

aircraft ahead to reduce the probability of engine FOD
from stones and other objects blown up by the jet
blast of the preceding aircraft.
"Throttle jockeying" while taxiing should be avoided.

Make only smooth and slow movements of the thrust
levers to get the desired speed.
To save fuel, some multi-engine operators taxi on one
engine until they arrive at the runway for takeoff.
From engine operations point of view, the second

an
engine will be required to make a battery start which

will, in all probability, be warmer than if an APU
had been used. In cold weather, it is desirable to
have the oil temperature in the operating range so
that a takeoff with excess oil pressure is avoided.
Page 6
CJ610 OEB No, S,’Rev. I I
Refer to the Oil Pressure Limits curve in ~Chapter

VILL of the Engine Operating Instructions, SEI-188.
Of course, from a safety point of view,. it should be
remembered that there are generally no fire guards at
the end of the runway.
8. Takeoff.
Use the most accurate source´•availal;le for obtaining

the OAT for setting Takeoff EPR. If the OAT value
used is Lower than the actual OAT, it will result in
setting a higher-than-normal EPR, which in turn will
result in a higher EGT, RPM, as well as a takeoff
thrust above the rated power. On the other hand, if
the OAT value used is higher than the correct OAT, a
lower-than-required EPR will be set. Weather sequence
OAT information, because of the time lag, is not
always indicative of actual conditions.
If the.EPR indicators are equipped with indices (i.e.

"bugs"), be sure they are set at the proper takeoff
EPR.
Takeoff power should be set by smoothly and slowly

advancing the thrust lever to the takeoff EPR setting
with brief pause, whenever practical, at 80% RPM to
a
comparatively crosscheck engine instruments and allow

the hot section to gradually up to temperature.
come
A slow advance to takeoff EPR also aids in reducing

EGT and thrust overshoot, thus contributing to hot
section parts life capability. A slow advance is
especially important in a cross-wind condition since
a stall could occur during the transition from Idle to
Takeoff EPR. This is due to uneven airflow across the
engine inlet. Reingestion of hot gases caused by a
quartering wind could also induce a stall during the

acceleration.
Page 7
The takeoff EPR curve in the Aircraft Flight Manual

gives one and only one EPR: vglue. for a given ram air
temperature and pressure altitude, The EPR curve is
neither a maximum nor a minimum Pine. To obtain the
proper EPR value, enter the chart at the proper OAT.
intersect the EPR curve at this OATand read the cor-
responding EPR value. That is the only one to use.
As soon as is practical after takeoff, reduce to climb

power.
9. Maximum Continuous Rating.
The Maximum Continuous rating and the Takeoff rating

are the only two engine’ratings recognized by the FAA.
Other ratings may be employed for warranty considera-

tion. Maximum Continuous Thrust is the maximum ap-
proved thrust which the engine will develop continuously
under specified conditions. Along with the Maximum
Continuous Thrust limitation are the Maximum Continuous
RPM and EGT limitations. Of these three limiting pa~a-
meters; the one which is reached first is the one which
limits engine operation.
By maintaining proper EPRIRt~T relationship as shown by

the Maximum Continuous EPR curve in the Aircraft Flight:
Manual, Maximum Contini~ous thrust is provided and EGT
and RPM will be maintained at safe levels. To properly
maintain the EPR/RAT relationship during a climb;
monitor the EPR setting periodically and reset when.
necessary according to ram air temperature.
As with Takeoff EPR, there is one and only one Maximum

Continuous EPR value for a given RAT and pressure al-
titude. curve at the proper ram air
Enter the EPR
temperature and read the proper EPR value, Under nor-
mal conditions, if the Maximum Continuous EPR value is
set, Maximum Continuous EGT and RPM ratings will not be
exceeded,
Page 8
10. Climb.
Climb EPR should be set as soon as it is

operationally
practical after Takeoff. After the desired climb air-
speed has stabilized, recheck and maintain the EPR/RAT
relationship during the climb.
A climb EPR schedule placed around the

periphery of the
ram air temperature indicator provides a ready refer-
ence of EPR and facilitates accurate EPR control during
climb. The EPR values for the corresponding RAT are

taken from the climb EPR curve as published in the Air-
craft Flight Manual.
Any climb EPR which will give the desired climb char-
acteristics may be used up to the authorized Climb EPR
schedule. In some Aircraft Flight Manuals, Climb EPR
reflects the Maximum Continuous EPR schedule. In
others, the Climb EPR schedule may be less than Max-
~imum Continuous. Although use of the Maximum Continuous
rating may be allowed during climb, increased engine
hot se’ction life will be realized by climbing at a
power lower than Maximum Continuous when conditions
permit.
11. Cruise.
Maintain the climb thrust lever setting after leveling

off at the cruise altitude until the airspeed exceeds
the desired Mach number of approximately 0.01. When
the airspeed has stabilized, make thrust lever adjust-
ments to obtain the desired cruise Mach number, fuel
flow, and/or EPR.
After the desired cruise Mach number has stabilized,

further reduce the power very gradually to the point
where any further reduction would result in loss of
airspeed. This should be the cruise power setting.
Page 9
CJ610 OEB No. Rev. 1
Check the airspeed periodically. As fuel is burned

off thus reducing the aircraft gross weight, the air-
speed will increase. The power can be reduced further
to maintain the desired cruise airspeed. If the power
has been reduced too far to where the airspeed begins
to drop off, it will be necessary to repeat the pro-
cedure by again exceeding the desired Mach number by
approximately 0,01 thus getting the aircraft back "on
the step"
12. Descent.
For aircraft not equipped with Altitude Idle Reset,

observe the minimum Flight Idle RPM.
If it is anticipated that engine anti-ice will be

required during a descent, activate the system prior
to reducing power at the beginning of the descent.
Leave it on for as long a~ it is required. Refer to
the Aircraft Flight Manual for minimum
engine RPM
required to maintain adequate anti-icing capability.
In order to reduce the number of thrust lever manip-

ulations, adjust the power. to maintain the desired
terminal area airspeed prior to arrival at fixes.
Observe minimum Flight Idle RPM limits when applicable.
13. Approach and Landing
Power adjustments necessary to establish the desired

sink rate and airspeed should be as smooth as is
possible.
14. Taxi-In and Shutdown.
If~Anti-Lce is not needed, be sure it is OFF. Reduce

all nonessential electrical loads to reduce the load
on the drive system of the engine-driven generator.
Page 10
CJ610 OEB No._ Rev. 1
Prior to shutdown, operate the engine at idle speed

for 2 minutes to reduce thermal shock effects to the
hot section. Alternate Method: Prior to shutdown,
operate the engine at 80% RPM or less for at least 2
minutes. Usually this requirement will have been
satisfied during the approach, landing and taxiing
phases of flight.
After shutdown, monitor EGT for posf-shutdown burning.

This would be evident by a rapid rise in EGT as well
as smoke or fire out of the tailpipe. The Emergency
Procedures in the Aircraft Flight Manual describe the
action to be taken.
Usually after shutdown, there will be a temperature

.soakback whereby EGT slowly rises to approximately
2000C and then slowly decreases to ambient. This is
normal and requires no action.
Perform engine post-flight inspection as outlined

an
In Chapter V, Operating Instructions, SEI-188. This

inspection might disclose items requiring immediate
attention in order to avoid a delay at the next pre-
flight inspection.
If it is intended to remain shut down for an extended

period, place the plugs in the engine inlet and ex-
haust ducts keepto out rain, snow, dirt, and other
foreign objects.
The oil level should be checked within 15 minutes

after shutdown. This is because the oil in the tank
could leak past the lube pump supply element and into
the engine gearbox. A subsequent check of the tank
would indicate a low oil level. This could result in
overfilling the s~stem. The next engine start would
scavenge the oil from the gearbox to the oil tank. If
Page 11
the system contained too much oil, the relief valve on

the tank could vent and release oil into the nacelle
area.
Page 12
CF ~tlttlllt
CElf
c3e16 TURBOJET I,
Operations Engineering Bvlletin
BU LLEtlN NO. 10
SUB~ECT: MOTORING SPEED DITE Feb. 27, 1970
REQUIREMENT FOR IMPROVED
ENGINE HOT PARTS LIFE
BACKGROUND
A major contributor to engine ho’t section distress, and

associated higher maintenance and overhaul costs, is
engine torching during the start cycle. Torching starts
have been shown to be as much as 170~C hotter.
It has been demonstrated, both in the test cell and in-

service that torching can be eliminated if the aircraft
starting system provides sufficient starter torque. A
measure of the adequacy of the starting system is attain-
able in terms of engine motoring speed capability. A

system which can provide a 12% engine motoring speed
within 12 seconds will minimize, and in many cases elim-
inate, the torching problem.
The following procedure is recommended

as a necessary
criteria to control and minimize hot section distress.
PROCEDURE
a) At each 75-hourperiodic inspection ensure that the

aircraft starting system has the capability of motoring
the engine to 12% RPM in 12 seconds or less.
b) Troubleshoot the aircraft system (including the

starter) to correct the problem if 12% speed cannot
be obtained in 12 seconds. Refer to applicable air-
craft manuals for guidance, paying particular atten-
tion to the condition of the batteries.
Page l.of 2
CJ610 OEB No. 10
c) When starting, do not advance the throttle to idle

position until the engine reaches 10% speed,
NOTE: Some engine speed indicators tend to lag or

stick at the low speed end and require continual
tapping to obtain reasonably accurate readings.
d) When practical, locate the aircraft.crosswind or into

the wind when relatively high winds are prevalent.
e) For GPU starts, a minimum cart rating of 28 volts/

1000 amp is required.
f) Monitor EGT at all times.
BENEFITS
The durability and reliability of hot section components

(combustor liner, turbine nozzles and fan turbine nozzle)
Is directly affected by the temperature transients en-
countered during the start cycle. The severity of these
translent~ will be significantly reduced by adhering to
the recommendations provided in this bulletin. The Busi-
ness Jet operator will receive a measureable benefit
reflected in reduced operating costs.
Page 2
n,CrlEl~l TURBOJET m
Opetalienr Engineering Bvlletin
BU LLETIN NO. 11
SUIIJECT: CLIMB EGT LIMITATIONS DATE July 16, 1973
On CJ610 engines Maximum Continuous and Normal Climb

thrust settings are established for different flight
conditions and, depending upon temperature and altitude
conditions, may or may not be the same. The maximum
allowable EGT for both these power settings is based
upon the maximum acceptable turbine inlet temperatures
for continuous operation and is known as the Maximum
Continuous EGT limit. At high altitudes the Normal
Climb thrust setting exceeds Maximum Continuous thrust
setting for that altitude. This condition has been
proven acceptable for the short time that climb thrust
is required at these altitudes; however, the Maximum
Continuous EGT limits must be observed. Under some high
altitude conditions, it may be necessary to retard the
throttle to maintain Maximum Continuous EGT limits.
When this condition occurs, the Maximum Continuous EGT
limit must be used as the climb-power setting parameter.
Page 1 of 1
FAA DER 1-140 APPROVED JULY 11, 1973

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INDEX COPYRIGHT 2002

COPYRIGHT IS NOT CLAIMED AS TO ANY PART OF AN ORIGINAL WORK

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ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE

ATP GRID INDEX TO MANUFACTURER’S PUBLICATION:

GENERAL ELECTRIC CO.

OPERATIONS ENGINEERING BULLETINS

03 CHARACTERISTICS, PERFORMANCE RATINGS OPERATING LIMITS

07/29/96 Copyright (c)1996 Aircraft Technical Publishers PA~E: 1

FLIGHT OPERATING LIMITS

04 GENERAL ENGINE OPERATING PRACTICES

05 GROUND OPERATING PROCEDURES

06 FLIGHT OPERATING PROCEDURES

07 OPERATING PROCEDURE FOR ABNORMAL CONDITIONS

07/29/96 Copyright (c)1996 Aircraft Technical Publishers PAGE: 2

OPERATIONS ENGINEERING BULLETINS

´•.kkk END OF INDEX *~nk

07/29/96 Copyright (c)1996 Aircraft Technical Publishers PAGE: 3

AIRCRAFT ENGINE GROUP

This revision supersedes and canceb all Temporary

5 7/1/84 12/31/94 ATP/E;T

Rev. Revision Date of Insertion

6 Dec 31/95 10/96

TEMP ATP REV INSERT DATE REV REMOVE

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RECOPD OF TEMPORARY REVI S I ON 5 r

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Tcmpot´•ry Section Bo. I"9ceted Pete

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Rcesia this oecbrd in the ~rane of t~3 manual, On receipt of

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CHAPTER PAGE DATE

LOEP *I thru II Dec 31/95

Table of i thru ii Aug 1/75

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II 2-1 Feb 23/77

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3-5 thru 3-6 Feb 23/77

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