Citation II POH

Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

Cessna/ na/ Ci t at i on II II C55 C551 SP/ 2

Operating Manual by

Eaglesoft Development Group Bill Leaming & Bob Hayes Ron Hamilton, President 1


Introduction Thank you for your purchase of the Eaglesoft Citation II SP/2. We hope you enjoy flying her as much as we have enjoyed building this aircraft. The Citation II SP/2 is also known as the Model C-551, which is a singlepilot certified, twin engine business jet. Our model represents a recently refurbished, 1985 aircraft, which has already provided a long service life. This “Introduction” chapter will introduce the 2d panel, mousepoints, and discuss briefly the major instruments. Detailed information on instrumentation will be covered in Chapter Two: Operating Manual, and Chapter Three: EHSI. Chapter Four will cover Specifications, Operating Limitations, and Weight & Balance. Main Panel:

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This is a view of the main 2d panel, after the Master Battery and Avionics have been turned on. There are three “hotspots” on the 2d panel, described as follows: 1) Toggles on/off a zoomed view of the Engine/Electrical subpanels. 2) Toggles on/off a view of the Course and Heading subpanel, which is normally found on the center throttle console. 3) Toggles on/off the Simicons, which themselves will open/close various subpanels and popups. 2


Introduction Main Panel:

In the picture above, all three of the “hotspots” have been activated, so you can see the zoomed view of the Engine/Electrical subpanel, the AP/YD Master + Pitch + Rudder (Yaw) electrical trim controls, and finally, the Simicons subpanel. Please take note that every switch, knob and button on this panel features “custom tooltips,” which will clearly identify the control by name, and in the case of many, will provide a “digital readout” of the value (such as Airspeed, Airspeed Bug, Altimeter Kohlsman setting [both inHg and MB], Heading, Course, etc.), so even though the text on the panel is small, there is no reason for despair! It was decided that our dedication to producing an authentic, true-to-scale representation of the actual aircraft’s panel was something we weren’t willing to abandon, so I’ve taken great pains to make sure that every control is easily identifiable. Once you’ve become accustomed to the panel, you might wish to switch off the “custom tooltips” via the FS Options menu. It is your choice!

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Introduction Main Panel:

Display/Hide Engine/Electrical subpanel

Display/Hide GPS*

Display/Hide Pressurization subpanel

Display/Hide Kneeboard/Checklist *

Display/Hide Throttle Quadrant

Display/Hide ATC Menu* Display/Hide Map*

Display/Hide ADI & EHSI “Zoomed View”

Display/Hide Audio Controls subpanel

Display/Hide Engine/Electrical subpanel

NOTE: Asterisked Items are MSFS defaults

Getting Started Quickly:

The following procedure is not an official checklist, but rather is written so that the interminably anxious can get the aircraft model started quickly and simply for their initial “test flight!” :) 1) Click on the X to open the Simicons subpanel, and click on the E-Arrow button to open the Eng/Elec panel. 2) Click on the “Airplane” button to open the Throttle Quad subpanel. 3) Turn on Master Battery and Avionics switches. 4) Make sure the Parking Brake is set (Ctrl-period). 5) Turn on the Right Ignition switch, and then click on the Right Engine Start (round yellow button). 6) As the engine spools up, click TWICE just below the Right Power Lever to switch ON the fuel valves. The knob will move UP to the Idle detent. (Note: if you have a CH Yoke or other “mixture control”, make sure it is fully forward!) 7) After the Right engine is started, switch OFF the R Ignition switch, and turn ON the L Ignition switch. 8) Press the yellow L engine Starter button, and click TWICE just below the Left Power Lever to open fuel flow, just as you did before. 9) Switch OFF the L Ignition switch, and turn ON L & R Alternators and the Inverter Switch. 10) Close the Eng/Elec & Throttle Quad subpanels, by click on the appropriate Simicons, and Open the Pressurization subpanel. 11) Use the “Cruise Altitude” knob to preset your planned cruise altitude on the dial. 12) Set “Pressure Source” knob to “Normal.” This will turn on the bleed air needed by both the pressurization system to work, and the air conditioning system. (Note: except for the “Cabin Rate” and “Emer Dump” switch, the remainder of the knobs will simply “click, turn and make noise...”) 13) Using the AP/Trim popup, pre-set elevator trim to 5.5º positive trim, using either the +/- clickspots, or the mousewheel. A “tooltip box” will provide a digital readout of the trim setting.

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Getting Started Quickly:

14) Preset your initial altitude using the AP Control panel, using the “Adjust” knob. The V/S is pre-set by the .air file to 1800 fpm, but you may adjust it manually by setting the “Select” knob to V/S and using the “Adjust” knob. The DH (Decision Height) is likewise pre-set to 300’ AGL, but may be changed at any time either here, or using the knob on the Radar Altimeter. 15) Preset your initial Airspeed by using the left adjustment knob on the Airspeed indicator. As you can see by the picture to the right, a “custom tooltip” will display a digital reading of the bug’s position. Note also the “red line” on the outer dial. This is the Vmo (never exceed speed) limit of 262 KIAS for the aircraft below FL140. The “red line” on the Mach Index (white scale) is the Vmo in mach, which is .705 @ FL280 and above. The Mach Index may be adusted using the right knob.

16) Turn ON the Flight Director by pressing the button conveniently labeled “FD OFF” on the AP Mode Select subpanel. Take note at this time of the other controls, especially the ALT and IAS buttons. When you wish to turn control over to the autopilot, click the AP lever to the UP position, then click on the ALT button. Take care to notice that the IAS button is split: the left half is for “IAS HOLD,” and the right half is for “IAS Capture.” The latter is a handy feature when you simply want to “hold your current speed” without having to fiddle with the Airspeed Bug on the Airspeed indicator! :) The other buttons on the AP Mode Select panel work exactly the same as in any of the default FS autopilots, except the NAV/HSI, ALT SEL, VNAV, and V/S modes which are not modeled by FS, so are inoperative in this aircraft. To quickly clear all modes on the AP Mode Select panel, turn OFF the FD mode. 17) After obtaining clearance, taxi out to the active and hold short, using small amounts of power. Make sure that you don’t exceed any N1, ITT, or N2 limits while doing so. 18) While waiting for takeoff clearance, set flaps to 15º minimum! If you fail to set the flaps, you will hear a very nasty, loud siren! (Note: should you set off the siren, clicking on the Master Warn light will silence the siren for the current fault condition, but it will be reset for any further fault conditions). Review your takeoff configuration to be absolutely positive that you have flaps 15º, 5º to 7.5º positive trim, and the parking brake is released, prior to taxiing onto the active for takeoff. 18) Smoothly apply power and begin your takeoff roll, making sure to not exceed either 104% N1, or 96%N2. At 100 KIAS, the VF will call out “V1,” and at 110 KIAS the VF will call out “Rotate!” Immediately raise the gear, and at around 500’ AGL, clean up the flaps. Congratulations! You are airborne! :) 5


Operating Manual General: There are seven flight instruments that are common to both the pilot and (optional) co-pilot. They are operated by a combination of pitot-static pressures, vacuum and AC/DC electrical power.

Primary Flight Instruments Altimeters The altimeter provides a servoed drum/pointer display of barometrically corrected pressure altitude. AC power from the Avionics bus is required for operation of the altimeter. The barometric pressure is set manually with the BARO knob and is displayed in inches of mercury and millibars on the baro counters. The altimeter is driven from an air data computer that provides sensors and electronic output for altitude. Both pilot and co-pilot altimeters are identical.

1) Clicking on the top half of the baro knob will increase/decrease the pressure setting. Mouse tooltips will display the pressure in inHg. 2) Clicking on the lower half of the baro knob will increase/decrease the pressure setting. Mouse tooltips will display the pressure in millibars.

Airspeed The airspeed indicators are identical and operate off uncorrected pitot- static input. The instruments incorporate a single rotating needle, a fixed scale calibrated in knots and a rotating mach scale. Slots in the airspeed dial at 262 and 277 KIAS will show red below 14,000 feet and from 14,000-28,000 feet respectively, indicating Vmo limits. The mach limit of .705 above 28,000 feet is indicated by a single red line. A knob on the lower right corner controls a moveable index that can be set for reference. 1) Heading Bug Adjust 2) Mach Index Adjust

3) Vmo Limit Line(s) 4) Heading Bug

Vertical Speed Indicators The two instantaneous vertical speed indicators indicate vertical velocity from 0 to 6,000 feet per minute, either up or down. Their operations differs from conventional VSI’s in that there is nearly zero time lag between aircraft displacement and instrument indication. Accelerometers sense any change in normal acceleration and displace the needle before an actual pressure change occurs.

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Attitude Director Indicator The ADI displays aircraft attitude, computed roll and pitch steering commands and ILS raw data through the expanded localizer needle. Pitch attitude is marked in five degree increments to 20º of pitch, with additional marks at 30º, 40º and 90º. A fixed reference airplane displays actual aircraft position relative to the pitch and roll attitudes of the ADI sphere. Also incorporated is an inclinometer indicating skid or slip conditions (1). The flight director command bars are visible at all times, but are not active until the flight director system is in operation. They are positioned by the FD computer to display pitch and roll steering commands for the mode selected on the AP mode control panel. Positioning the fixed reference aircraft to align it with the command bars will give computed steering to intercept and track a radial, glideslope, or whatever mode may be selected. 1) 2) 3) 4)

Inclinometer Decision Height Indicator - This illuminates whenever the selected Decision Height is acquired. Flight Director Command Bars Localizer Needle

Electronic Horizontal Situation Indicator The EHSI is a representation of the Sandel 3308 instrument. This is a very complex instrument and will be covered in detail in its own chapter of this Operations Handbook. The Horizontal Situation Display shows heading and navigation information in a 360º view similar to a conventional mechanical HSI, or in an EFIS 120º ARC view. This includes compass card, heading bug, course pointer, course deviation bar, TO/FROM indicator, glideslope indicator and flags. Heading bug and course pointer settings include digital, color coded readouts that make it easy to set precise headings and courses. One button operation allows primary navigation to be switched quickly between NAV1 and GPS sources, as well as the display of NAV2 and ADF receiver data. The entire display is color coded to clearly indicate which navigation source is selected: green for NAV2, yellow for NAV2, and cyan for GPS. Since the 3308 is capable of displaying a huge amount of information simultaneously, there is a “de-clutter” function that will allow you to display as much, or as little information as you desire with the touch of a single button. You decide how much information to display, and when to display it.

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Bendix/King VOR2 Display

There are two standard Bendix/King VOR Displays installed on the aircraft, which are driven by the NAV2 radio. They feature localizer and glideslope deviation needles, TO/FROM, ILS and GS Inop flags. An OBS (Omni Bearing Selector) knob is used to determine the desired heading when tracking a radial from a VOR either inbound or outbound.

Radar Altimeter

A Radar Altimeter is installed on the pilot’s side of the panel only. The Decision Height may be selected either with the knob on the instrument display, or by the remote panel just above the radio stack. When the selected DH is reached, a light on the Radar Altimeter will illuminate, and the signal is repeated electrically to the display on the ADI.

RMI

A dual needle RMI is installed on the pilot’s side of the main panel. The two needles are color coded: green for the ADF direction and yellow for the VOR2 bearing. They are driven by the ADF receiver mounted just above the main radio panel, and to the right of the Altitude/VS/DH remote selector unit. These are used mainly for backup instrumentation and cross-checking against the primary displays on the Sandel 3308 and VOR2 displays.

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Backup Instruments Turn and Bank Indicator

The co-pilot’s backup Turn and Bank Indicator is powered by 28 VDC from the RH Crossover Bus through a circuit breaker on the left hand circuit breaker panel. On OFF flag will come into view any time power is interrupted.

Backup Artificial Horizon The backup artificial horizon is located on the co-pilot’s side of the main panel, just above the Garmin 500 GPS display. It is driven by a separate attitude gyro which is driven by bleed air from either engine. The attitude gyro will be operating anytime at least one engine is running. Due to the simplicity and reliability of the system, no warning flags are provided. System pressure may be monitored through the pressure indicator installed on the lower right side of the instrument panel.

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Engine Operations Display 1 4

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All of the engine instruments are mounted in the center of the main panel, just under the glareshield annunciator panel. Although all of the instruments are driven from the 28 VDC bus, in the event of total electrical failure, the N1 tape indicator will continue to indicate accurately above 50% RPM as enough electrical current is generated by the tachometer generator to drive the tape servo. However, the N1 and N2 LED displays will extinguish. The Fan (N1) tachometer is located at the 12 o’clock position on the engine case and is driven by the inner shaft from the low speed turbines. The Turbine (N2) tachometer is attached to the accessory case and is driven by the accessory case gear box. The Inter-turbine temperature (ITT) is a computed temperature determined by multiplying the temperature rise of the air across the bypass duct by a factor of three and adding it to the exhaust temperatures. This signal then goes to an amplifier and to a servo motor to position the tapes. The tapes are calibrated from 100º C to 800º C with 700º C being the maximum allowable during any operation. The fuel flow indicator receives its signal from the fuel flow transmitter down stream of the fuel control valves and is calibrated from 100 to 2000 PSI. 1) N1 Dial - this is used simply to remind the pilot of the maximum N1 for takeoff and climbout operations. 2) N1 Engine Fan RPM: Redline at 104% RPM, normal range is 25% to 104% RPM 3) ITT: Redline at 700º C, Caution at 680º C to 700º C, normal range is 200º C to 680º C 4) Oil Temperature: Redline at 121º C, normal range is 0º C to 121º C 5) N2 Engine Turbine RPM: Red LEDs, flashing display and audible alert at 96% RPM 6) Fuel Quantity: self-explanatory, calibrated in LBS 7) Fuel Flow: self-explanatory, calibrated in LBS/Hour 8) Oil Pressure: Caution at 70 to 85 psi, normal range 35 to 70 psi, low caution at 35 psi 10


Oxygen & Gyro Pressure Panel Oxygen Pressure: Redline at 2000 psi, normal range 1600 to 1800 psi, low level 0 to 400 psi. Clicking the ‘hotspot #2’ will refill the oxygen system. Gyro Pressure: normal range 2 to 3 psi 2

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Hobbs: Two Hobbs engine time counters are provided, to record actual engine running time. Click the ‘hotspot #1’ to reset the accumulated time to zero. These numbers are stored to a file on the hard drive each time you unload the model, or change aircraft. They are NOT affected by the simulation rate, but measure “real time” instead.

Pressurization Panel

The pressurization system of the Citation II SP/2 is a model of simplicity, being mostly automatic in operation. After entering the cockpit and switching on the electrical and avionics systems from the Engine/Electrical subpanel, turn the Pressure Source Selector knob to the GND position to provide ventilation. After engine start, switch the Pressure Source Selector knob to either LH, or RH engine, or NORMAL if both engines are started. NOTE: Operation in BOTH HI mode is not approved for takeoff, landing or high power setting requirements! If for any reason bleed air for the system is lost, switching the Pressure Source Selector to the EMER position will switch the on the Oxygen supply. Pressure demand oxygen masks are stowed properly on the outboard side of both pilot’s seats, and qualify as quick-donning oxygen masks. There is a one and a half hour supply of oxygen on board, when the system is fully charged. As part of your takeoff checklist, simply dial in the desired Cruise Altitude and the system will automatically maintain optimum cabin altitude for your flight envelope. Use the Rate knob to increase pressure if needed, to allow the system to keep up with your climb rate. 11


WARNING: Be sure to monitor the differential pressure to make sure that it never exceeds 8.8 psi, which is the ‘blowout’ pressure for the aircraft’s hull. While descending, monitor cabin altitude, and make sure that the cabin is FULLY depressurized before landing. In the event of an overpressure condition open the RED cover on the EMER DUMP switch, and open the DUMP switch to quickly dump the cabin pressure. If you are above 10,000’, the Master Warning light will illuminate and the Master Warning Siren will be activated. Press the RED Master Warning light to silence the alarm.

Master Warning Light & Siren The Master Warning Light system is activated when the aircraft is in a dangerous configuration, or some sub-system is critical. When first activated, the light will come on and the warning siren will sound an audible alert (as in the case of overpressure, or excessive altitude with the pressurization system inoperative). If the aircraft is improperly configured for takeoff, advancing either or both throttles past 50% will cause the Master Warning System to activate. Flaps must be 15º or 35º, trim must be between 5º and 7.5º positive, and the Parking Brake must be released.

Annunciator Panel

There are a wide assortment of indicator lights on the Annunciator Panel, which are mostly self-explanatory. In general, the goal is to have ALL LIGHTS OFF, except for the DOOR AFT LOCKED light which MUST be lighted before takeoff, or anytime the left engine is running! Take note that it is normal for the orange LO pressure lights to occasionally come on during ground idle conditions. The other GREEN LIGHTS are simply reminders that certain functions are switched ON. 12


Radio Panel

The radio in this aircraft is the factory original Collins equipment. There is only one STANDBY frequency that is activated for either COM1 or COM2, depending on which green button is active. Note that because of limitations in Flight Simulator 9, it is not possible to fully emulate the actual STANDBY frequency option for the COM2 radio. All active mouse areas are self-identified with “pop up tooltips,” to make tuning the radios easier.

Audio Control Panel

The Audio Control Panel, like the Radio, has ‘popup tooltips’ to indicate what each control is, and where the mouse ‘click points’ are. All the functions on the switches are implemented, except for MKR2 (which doesn’t exist in FS9!). The MIC SELECTOR is used to switch audio from COM1, COM2, and BOTH. All the other knobs simply click and make noise when activated.

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Autopilot Mode Selector, Switch & Annunciator

Autopilot Switch Panel

Annunciator Lights

Autopilot Mode Selector

Altitude Set Panel

The Autopilot System in the C550/551 is scattered all over the cockpit. The Autopilot Mode Selector is located in the center of the main panel, with the Altitude Set Panel just above the Collins Radio. There are two AP Annunciator Displays: one each above the ADI on the pilot and copilot sides. The AP Master Switch is located ust below the power lever quadrant. For convenience, clicking just underneath the “DIM” knob on the Mode Selector will ‘popup’ a clone of the AP Master Switch panel while in the 2d view. The Autopilot Switch Panel also contains the Yaw Damper Switch, and electric trim controls for elevator and rudder trim. As illustrated, pressing any of the Mode Selector buttons will activate the command and illuminate the button. The AP in this model is “FS Standard,” meaning that it functions pretty much like any of the default a/c with one exception: 1) Pressing the HLD side of the IAS button will HOLD the preset speed of the Airspeed Bug. Pressing the CAP side of the IAS button will CAPTURE and HOLD the current airspeed. The Altitude Set Panel has three functions, depending on the SELECT knob position: 1) Set Altitude 2) Set Vertical Speed (defaults to 1800’ when AP ALT is selected) 3) Set Decision Height (defaults to 300’ AGL when a/c is loaded) All functions feature ‘popup tooltips’ to aid you in making the selection. Use the “adjust knob” to dial in the desired settings

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ESHI At Last - an EFIS for You

For years, pilots of large commercial aircraft have enjoyed the benefits of Electronic Flight Instrumentation Systems commonly known as EFIS. EFIS displays combine data from different sources within the aircraft and provide the pilot with a unified view to greatly simplify the instrument scan and significantly improve positional awareness. A full EFIS system includes an EADI for attitude and an EHSI for primary navigation. EFIS systems are rarely found in general aviation cockpits because they’re too large, too heave and too expensive. Display screens of five by seven inches are common, and costs can exceed the entire value of some GA aircraft. This combination of cost, complexity and sheer physical size limits them to larger jets and turboprops. The SN3308 provides all the functions of an EHSI in a package that’s sized and priced just right for you. The press has called the Sandel SN3308 “The glass cockpit for the rest of us,” and with good reason.

Standard Rose Mode view showing VOR1 tuned to ISLK, an offset ILS/DME. The red X indicates that there is no Glide Slope data available.

The Only Three-Inch EHSI Sandel Avionics invented the breakthrough technology behind the SN3308 making possible the three-inch electronic HSI. Why three-inch? Because that’s the standard size that fits perfectly in most aircraft panels. FAA-certified as a primary navigation display under TSO C-113, it cost about the same as a conventional mechanical HSI and can directly upgrade an existing mechanical DG, RMI, or HSI such as a Bendix/King KCS-55A or IN-831A, Century NSD-360 or Collins PN101.

Standard Rose Mode showing VOR1 tuned to BTV VOR/DME, at 43.9 Nm, VOR2 is tuned to PLB VOR/ DME, at 34.54 Nm, and the AD F is tuned to SL.

The SN3308 vastly improves situational awareness to help you fly with more precision, and reduces the likelihood that you’ll overlook important navigation data during a critical phase of your flight. Information is displayed in brilliant color from all your avionics, selectable by LED lighted buttons surrounding the display.

Disclaimer This software is designed for entertainment only. Although it has been designed to resemble and function as much like the actual avionics as possible, it is not designed as a training device. Only a subset of the real instrument’s functions have been simulated, and some functions have been redesigned to function within the capabilities of Flight Simulator 9. This version has been designed at twice the actual size of the real instrument. NOT CERTIFIED FOR USE IN REAL FLIGHT OR FLIGHT TRAINING 15


Operating the EHSI The NAV button will select the primary navigation source. Because of FS limitations, only NAV1 and the GPS are selectable.

OBI/CRS Bearing Current Heading

VOR1 Ident & Distance

Heading Bug Bearing Ground Speed Time to Target

The display will indicate what type of signal is being received as follows: VOR - DME - ILS - LOC or GPS

The VUE button toggles between the ROSE mode and the ARC mode.

The BRG button is used to de-clutter the display, by showing only the desired information as follows: OFF VOR1 VOR2 Ident VOR2 & Distance ADF VOR1 + VOR2 VOR1 + ADF VOR2 + ADF ALL

Heading Bug Adjust

The O-S is the Omnibearing Sync button. It will ‘snap’ the OBI needle to the current heading.

The H-S button is the Heading Sync control. It will ‘snap’ the orange HDG bug to the current heading

OBI/CRS Adjust

There are a lot of options contained within such a small instrument. However, great care was taken to provide a carefully color-coded display to help keep the information easy to follow. VOR1 information is shown in GREEN: OBI Needle, CDI Needle, VOR1 Arrow, Ident, Distance, Time, and CDI/GS “balls.” VOR2 information is shown in BEIGE: VOR2 Arrow, Ident, and Distance. ADF information is show in PURPLE: ADF Arrow and Ident. GPS information is shown in BLUE: OBI Needle, CDI Needle, GPS Arrow, Waypoint ID, Distance, Time and CDI “ball.”

An Example The easiest way to explain the ESHI is to provide an example of using it on a typical flight. We are flying from Saranac Lake (KSLK) to Quebec-Lesage (CYQB). We have just taken off from KSLK and are now on an intercept to our desired GPS track. Notice that VOR2 is tuned to YUL, the VOR/DME for Montreal, which provides a cross-check with the GPS data. This is the power of the Sandel EHSI at work. By allowing you to have multiple data sources simultaneously displayed, your situational awareness is greatly enhanced. Note also that the “desired track, distance and time” to waypoint “FAWNS” is displayed in the upper left, and the OBS knob has been adjusted to “8” to provide a better visual cue. Even without benefit of the GPS “map,” it is easy to see that we are left of the desired track, and are on an intercept course. When the blue GPS arrow 16


Operating the EHSI

and the beige VOR2 arrow are in alignment, then we will be exactly on course. Incidentally, since only VOR1 features “time to station” (displayed in the upper right corner below Groundspeed), by tuning NAV1 to the YUL VOR also, we are able to see an ETE to that station, which also happens to be our 4th GPS waypoint. The picture on the right shows the same data, but in the expanded, ARC mode. Notice that the “desired GPS track” is now displayed as a dotted line, and the center CDI is now hidden. This opens up the display and provides an uncluttered view of the situation, yet continues to provide all the data needed to remain aware of all the critical information needed for safe, IFR flight, even in heavy IMC conditions. 17


Operating the EHSI We’ve just passed the YUL waypoint, and begun the turn to line up with the THIBO GPS waypoint. Notice the GPS Arrow & Display now shows a desired track of 59º. After completing the turn, we will click on the O-S button to re-synch the GPS heading indicator, as pictured below.

Turning to next waypoint

Now that we’ve re-synched the GPS heading indicator, notice that the “head” of the VOR2 needle is now pointing back to the VOR. This allows us to continue using this as a cross-check against the GPS data, to give us a greater sense of security.

We’ve clicked the O-S button to resynch the GPS heading indicator

Here, we’ve passed the THIBO waypoint, and are now tracking the SOKYE waypoint. Notice that I’ve added the UFX ADF beacon to give me an added visual reference.

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Operating the EHSI

Here we are following vectors from ATC as we approach 6L at CYQB. Notice that we have IUL ILS/DME tuned to NAV1. The big red X means that we have not yet acquired the glideslope. The ADF is tuned to the “U” beacon, which now provides us a clue to the direction we need to fly in order to intercept the localizer centerline. The VOR1 Arrow tells us the current heading to the localizer, and gives us an additional spatial clue as we fly towards the airport. When the VOR1 Arrow and the ADF Arrow are lined up, we will be at the intersection defined by these two signals.

Here we have acquired the glideslope signal. The AP has switched to APR mode (after we Armed it, of course), and is now lining the aircraft up with the localizer signal and will command a descent as soon as the glideslope indicator indicates that we have traveled far enough to be centered on the glidepath.

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Operating the EHSI

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Now we have intersected both the localizer and the glideslope, and have begun our descent to 6L. Notice that we are 1.0 Nm from the TDZ, at a groundspeed of 164 kts. Summary:

It is beyond the scope of this document to describe in detail every possible use for the EHSI. Suffice it to say that any type of procedure that normally would require the pilot to use multiple instruments, such as the HSI, an RMI, a DME display, and possibly a separate VOR2 indicator, may be easily accomplished on a single, coherent and color-coded display.

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SPECIFICATIONS Dimensions

Length Height Wingspan Horizontal Stabilizer Span Wheelbase (Main to Nose Gear) Stance (Distance between Main Gear) Cabin Length (Pressure Vessel) Height Width Capacities Oil Tank Fuel (Maximum Usable) Oxygen (Full Bottle)

47’, 3” 14’, 9.5” 51’, 8.4” 18’, 10” 18’, 2” 17’, 7” 20’, 11” 4’, 9” 4’, 11” 2.08 Gallons Per Engine ~2500 Lbs. Per tank (371 gallons) 500 Liters @ 70 psi (Reduced from system pressure Of 1600-1800 psi) 65 Gallons

Hydraulic Fluid (Resevoir) Engines

Type Manufacturer Dry Weight Thrust (TO, Standard Day at Sea Level) Bypass Ratio

JT15D-4 Turbofan Pratt & Whitney Aircraft of Canada, Ltd. 557 Lbs. 2500 Lbs. 2.5:1

OPERATING LIMITATIONS Thrust Setting

Time Limit (Minutes)

% Fan RPM (N1)

ITT ºC

% Turbine RPM (N2)

Oil Temp ºC

Oil Pressure PSI

5

104

700

96

10 to 121

70 to 85

Maximum Continuous

Continuous

104

680

96

0 to 121

70 to 85

Maximum Cruise

Continuous

104

670

96

0 to 121

70 to 85

Idle

Continuous

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580

49 *

Minus 40 To 121

35 Minimum

Starting

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700º for 2 seconds

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Minus 40 Minimum

--

Acceleration

--

104

700

96

0 to 121

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Takeoff

* Idle turbine RPM is 49% +/-0.5% with ignition on. A minimum decrease of 0.5% will be noted with ignition off. 21


OPERATING LIMITATIONS Overspeed Conditions Duration

% Fan RPM (N1)

% Turbine RPM (N2)

104-110

Logbook Entry

Transient

Steady State

Action Required

96-98

None

Exceeds 110

Exceeds 98

Refer to Maintenance Manual

Exceeds 104

Exceeds 96

ITT Inter-Turbine Temperature indications in excess of 700ºC or in excess of 680ºC for more than 5 minutes require reference to the Maintenance Manual.

Maneuver Load Factor Flaps Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flaps Extended . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Weight

Max Ramp Weight Max Takeoff Weight Max Landing Weight Max Zero Fuel Weight (Standard) Max Zero Fuel Weight (Optional)

G Limit -1.52 to +3.8 0 to +2.0

Model 550

Model 551

13,500 lbs. 13,300 lbs. 12,700 lbs. 9,500 lbs. 11,000 lbs.

12,700 lbs. 12,500 lbs. 12,000 lbs. 9,500 lbs. 11,000 lbs.

Maximum takeoff and landing weights may be additionally restricted due to altitude, temperature and field length. Center of Gravity

Forward limit: At 8,540 lbs or less - 18.0% MAC (276.1” aft of reference datum) At 13,300 lbs - 22.6% MAC (279.8” aft of reference datum) At 12,500 lbs - 21.8% MAC (279.9” aft of reference datum) (Note: Straight line variation between 18.0 and 22.6% MAC) Altitude

Maximum Operating Altitude:

43,000’

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OPERATING LIMITATIONS Airspeed

Max Operating Speed (Vmo/Mmo) Above 28,000’ .705 Mach Between 14,000 and 28,000’ 277 KIAS (with 11,000 lbs ZFW, 14,000’ to 30,500’) 262 KIAS Below 14,000’ 262 KIAS Maneuvering Speed (Va) Refer to Section II of the FAA Approved Airplane Flight Manual Flaps - 15º (Takeoff and Approach) 202 KIAS Flaps - 40º (Landing) 176 KIAS Landing Gear Operating Speed (Vlo) 176 KIAS Landing Gear Extended Speed (Vle) 176 KIAS Speed Brake Operation Speed (Vsb) Vmo/Mmo Minimum Control Speed - Airborne (Vmca) 77 KIAS Minimum Control Speed - Ground (Vmcg) 62 KIAS Maximum Tire Ground Speed 165 KIAS Takeoff and Landing

Maximum Altitude 14,000’ Crosswind Component 23 knots (Demonstrated, not limiting) Maximum Runway Water/Slush Accumulation 0.4” Maximum Ambient Temperature at Sea Level 50ºC (51ºC with Thrust Reversers) Minimum Ambient Temperature at Sea Level -54ºC Autopilot and Yaw Damper must be OFF Vertical navigation system must be OFF below 500’ AGL Starting

With External Power (Starter Limit)

Three starts in 30 minutes with 30 seconds between cycles

With Battery Power (Battery Limit)

Three battery starts per hour. If exceeded, deep-cycling and inspection required

Starting ITT of over 500ºC is NOT NORMAL Minimum starting oil temperature is -40ºC

23


OPERATING LIMITATIONS Pressurization Differential

Normal (Both Valves)

0 to 8.8 psi

Cabin Seats: For takeoff and landing, all seats must be upright and outboard. The seat adjacent to the emergency exit must be fully tracked toward the rear of the airplane, and facing forward. Fan: To meet smoke detection criteria, the cabin fan must be operating any time the aft cabin privacy curtain is closed. If the fan is inoperable, the curtain must remain open unless the toilet is in use. Authorized Operations

The Citation II is approved for day and night, VFR and IFR operations. Flight into icing conditions is approved. Aerobatic maneuvers and spins are prohibited. No intentional stalls permitted above 25,000’ or at engine speeds between 61.0% and 65% N1. Minimum Crew

Minimum Flight Crew for all operations: Model 550 - 1 pilot and 1 copilot Model 551 - 1 pilot in left seat 1 Autopilot with Approach Coupling 1 Flight Director 1 Boom Microphone Transponder Ident Switch on Pilot’s Control Wheel The pilot in command must have a C-500 type rating and meet the requirements of FAR 61.58 for two pilot operation, or FAR 61.57 for single pilot operation (Model 551 only). The copilot shall possess a multi-engine rating and meet the requirements of FAR 61.55. Category II operation requires two pilots. Thrust Reversing

Reverse thrust power must be reduced to the idle detent position at 60 KIAS on landing roll. Maximum reverse thrust is limited to 94% N1 for ambient temperatures above -18ºC and 92% N1 for ambient temperatures below -18ºC. Maximum allowable thrust reverser deployed time is 15 minutes in any 1 hour period. Thrust reversing on sod/dirt or gravel runways is not allowed. Simultaneous usage of both the drag chute (if installed) and the thrust reversers is prohibited. Pressurization Source Selector

Operation in BOTH HI mode is not approved for takeoff, landing or high power setting requirements.

24


Weight and Balance

The Standard Empty Weight center of gravity for most Citation Iis is located approximately 291.0 inches aft of the Reference Datum Line. Depending on airplane gross weight, the center of gravity of a loaded airplane can move from 276.1 inches aft of Datum and remain within limits. As the airplane is loaded, the center of gravity will shift. The amount of shift is dependent on not only the weight added, but the distance the weight is from the original center of gravity. Both of these factors can be considered by multiplying the weight added by the distance from the Reference Datum Line to produce the loading moment. This information is presented in table form in the following tables. The contribution each load station makes to center of gravity shift can be seen by comparing the respective COG lengths given in the Weight and Moment Table of the actual Citation II POH, but for sim purposes this has been simplified considerably. Each Station Load’s Moment Arm has been entered into the Weight & Balance Form for your convenience. The only data that needs to be looked up is in the table on the right, where you will find the Moment Arm for the actual fuel being loaded. Transfer this number to the form when performing your calculations. For each Station, multiply the Weight by the Moment Arm, then divide by 100. Subtotal and Total as indicated on the Form to obtain the final results. 25


Weight and Balance Form (Sample) Avionics Bay

Nose Baggage

Payload Computations Item Seat 1

Weight

Arm

170

131

Seat 2

Moment/ 100 223

131

Seat 3

170

170

289

Seat 4

200

217

434

Seat 5

217

Seat 6

253

Seat 7

253

Seat 8

288

Seat 9

288

Aft Toilet

325

Aft Closet

325

Nose Baggage

Pantry

60

74

44

Tailcone Baggage

100

442

442

Pantry/Closet

120

170

204

Total Payload

820

--

1636

Basic Empty Wt.

7100

--

20661

Zero Fuel Wt. Do not exceed Max ZFW 9500 lbs.

7920

Fuel Loading

3000

8555

*Ramp Weight Do not exceed max. Ramp wt. 12,700 lbs.

10920

30852

200

571

*Takeoff Weight Do not exceed max TO wt. 12,500 lbs

10720

30281

Less Fuel Enroute

2000

5686

*Landing Weight Do not exceed max. Landing wt. 12,000 lbs.

8720

24595

Less Taxi Fuel

2

1

22297

26

3

4

5

6

7

8

9

B

T Tailcone Baggage

* Totals must be within approved weight and C.G. Limits. It is the responsibility of the operator to insure that the airplane is loaded properly. The Basic Empty Weight C.G. is noted on the Airplane Weight Form. If the airplane has been altered, refer to the weight and balance record for this information.


Weight and Balance Form Avionics Bay

Nose Baggage

Payload Computations Item

Weight

Arm

Seat 1

131

Seat 2

131

Seat 3

170

Seat 4

217

Seat 5

217

Seat 6

253

Seat 7

253

Seat 8

288

Seat 9

288

Aft Toilet

325

Aft Closet

325

Nose Baggage

74

Tailcone Baggage

442

Pantry/Closet

170

Total Payload

--

Basic Empty Wt.

7100

--

Moment/ 100

2

1 Pantry

3

4

5

6

7

8

9

20661

Zero Fuel Wt. Do not exceed Max ZFW 9500 lbs.

B

T Tailcone Baggage

Fuel Loading *Ramp Weight Do not exceed max. Ramp wt. 12,700 lbs. Less Taxi Fuel

* Totals must be within approved weight and C.G. Limits. It is the responsibility of the operator to insure that the airplane is loaded properly. The Basic Empty Weight C.G. is noted on the Airplane Weight Form. If the airplane has been altered, refer to the weight and balance record for this information.

*Takeoff Weight Do not exceed max TO wt. 12,500 lbs Less Fuel Enroute *Landing Weight Do not exceed max. Landing wt. 12,000 lbs.

27

Citation II POH

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