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is normal operation during takeoff roll. (At
liftoff, the squat switches put the system into
flight mode.)
Flight Mode
During flight (as detected by the squat switches),
the pressurization controller operates the climb
and dive solenoids to maintain cabin altitude and
to provide a gradual cabin climb to cruising
cabin altitude. During aircraft descent, the controller
manages a gradual cabin descent toward
aircraft destination airport elevation.
When the PRESS CONT switch (see Figure 12-
3) is in the NORM position, the pilot normally
selects destination field elevation using the
Setting Destination Elevation procedure, noted
below (accomplish during the “Before Taxi”
checklist).
In flight, the pressurization controller continuously
generates an autoschedule based on:
• Departure field elevation
• Maximum altitude reached in the current
flight (per the air data computer (ADC))
• Pilot-input destination elevation
The pressurization controller determines pressure
rate of change and cabin pressure altitude
based on autoschedule and the ADC pressure
altitude. The pressurization controller sends
DC pulses to the climb and dive solenoids to
adjust the outflow valves (to obtain a specific
cabin pressure). Before touchdown, the autoschedule
completely depressurizes the cabin.
During climb, the automatic mode limits the
cabin pressurization rate from exceeding approximately
600 fpm regardless of the aircraft
climb rate.
NOTE
It is possible for the aircraft to climb
fast enough to “out climb” the automatic
cabin pressure controller can
reach an altitude where the maximum
cabin differential pressure (maximum
Delta-P) of 8.6 psid is reached before
the aircraft reaches its cruising altitude.
In this case, the maximum cabin
differential pressure limiter (maximum
Delta-P) valves are forced open
by the cabin differential air pressure
partially opening the cabin outflow
valves. This releases cabin pressure
and causes the cabin to climb at the
same rate as the aircraft until reaching
cruising altitude.
Likewise, during normal descents, the automatic
mode limits cabin depressurization rates
to less than 500 fpm regardless of the aircraft
descent rate. The system corrects rapidly to
small cabin pressure variations to prevent pilot
and passenger discomfort.
NOTE
Because the aircraft can descend
faster than 500 fpm, it is possible to
“catch the cabin” on the way down
during a rapid descent, thus forcing
a cabin descent rate greater than 500
fpm. In this event, when the aircraft
descends to the current cabin altitude
(somewhere below 8,000 feet)
momentarily resulting in zero pressure
differential, it reverts to functioning
as an unpressurized aircraft.
For the rest of the descent, the cabin
altitude decreases at the same rate
as the actual aircraft altitude.
During descent, as the aircraft descends 500
feet below cruise altitude, the cabin begins to
rate down toward DEST ELV. The cabin should
reach DEST ELV when the aircraft is 1,500 feet
above landing field elevation and maintain
this altitude until landing.
Prior to landing, the cabin is completely depressurized
if the proper landing field elevation
has been set by the pilot and is indicated
in the DEST ELV display (see Figure 12-4).
If the cabin is pressurized at landing, when the
aircraft lands (causing squat switch input) and
throttles are reduced to below approximately
85% N2, the cabin begins to depressurize at a
rate of 1,000 fpm for 30 seconds. After 30
seconds, any residual cabin pressure is dumped
by the controller, which drives the outflow
valves fully open.
The pressurization controller uses aircraft altitude
and the altimeter barometric correction
from the Garmin G1000 to determine the cabin
altitude. If the communication between the
G1000 and the controller is interrupted,
changes to DEST ELV may not be received by
the pressurization controller. The controller
uses the last entered destination elevation,
and the pressurization static pressure source
to control cabin altitude. The autoschedule is
not interrupted, but a white PRESS CTRL
message appears, indicating the data may not
be available to the pressurization controller.
CITATION MUSTANG OPERATING MANUAL
510OM-00 12-11
If landing at a different airfield altitude is desired,
the cabin must be dumped using the
CABIN DUMP switch before landing. If the
　
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