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CITATION EXCEL
06 July 2006 Revision 1
CITATION EXCEL
The objective of this guide is to supplement the information found in the General Pilot
Information chapter of the PTM (Pilot Training Manual). It is not intended to replace the
procedures specified in the PTM. If conflict exists, follow the procedures in the PTM.
The approved Airplane Flight manual (AFM), Aircraft Operations Manual (AOM), and
checklist procedures will be used to accomplish normal, malfunction, and emergency
operation of the aircraft systems.
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FlightSafety International
CITATION EXCEL
06 July 2006 Revision 1
TAXI OPERATIONS
When ready to taxi, release the parking brake and advance the power levers forward.
As the aircraft begins to move forward, test the brakes by depressing the brakes
simultaneously, note any pulling or difference in travel. Check the anti-skid on.
Continue to taxi at a speed, which allows the aircraft to be safely controlled in the event
of brake failure or nosewheel steering malfunction. Avoid making turns at speeds that
put abnormally high side loads on the landing gear.
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Advance the throttles at the same rate to the takeoff detent . The EEC (electronic
engine computer) will set the correct power setting.
If a crosswind exists, apply sufficient aileron into the wind to main positive aircraft
control.
Check for airspeed increasing and at 80 knots crosscheck airspeed indicators.
At the appropriate speeds, call V1, ROTATE.
Place both hands on the control column at the V1.call
Rotate the aircraft to approximately 10 degrees pitch up at a rate of approximately
three degrees per second
After liftoff with a positive rate of climb indicated, retract the gear.
As the airspeed increases through a minimum of V2 + 10 and obstacle clearance,
retract the flaps.
Continue to accelerate to desired climb speed (cruise climb, max climb, etc.) and
complete the After Takeoff-Climb checklist.
STEEP TURNS
Make sure the practice area is clear before doing any inflight area work.
Steep turns will be practiced in the cruise configuration in level flight, at 200 Knots
airspeed, and at a bank angle of 45 .
Each turn will continue for a heading change of at least 180 (normally 360 turn),
and turn reversal may be required.
Passing 30of bank a slight back-pressure will be required
Add approximately 3% of power per engine (approximately ½ throttle width) passing
through 30 bank. (app. 60 – 62 % N1)
The EADI should show about 3 nose high as level flight reference.
Use the IVSI for instantaneous climb and dive feedback
If turn reversal is accomplished smoothly and at a reasonable rate, no change in
power is necessary
Rollout 10-15 prior to desired heading (Dependent on established roll rate; but
experience shows approximately 10 works for most people.)
Trim as necessary to maintain established turn.
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CITATION EXCEL
06 July 2006 Revision 1
APPROACH TO STALL
Complete the pre-stall checks:
I- Ignition on P - Power (N1 climb power)
C- Compute climb thrust N1 setting R - VRef
C- Compute Vref speed I - Ignition
E- Engine Sync off S - Engine Sync off
Y- Yaw damper off Y - Yaw damper off
The ICCEY or PRISY check may be done prior to the steep turns.
Recovery is made at first indications of the approach to stall. This is normally stick
shaker activation.
There are three stalls: (Usually done without the Flight Director Command Bars)
1. Straight ahead stall - The objective is approach to stall recognition while
maintaining assigned ALTITUDE and HEADING.
Set the N1 at Flight Idle. (Due to the aft mounted engines, anytime power is
reduced the nose will tend to rise, and tend to fall when power is added.)
As the airspeed decreases, increase the pitch to maintain altitude. Maintain
level flight and heading.
Technique: During setup, engage the autopilot and set the N1 power to Flight Idle.
Continue with autopilot engaged until App. 150 Knots and disconnect the autopilot with
the red disconnect button. Maintain level flight and heading, proceed with maneuver.
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Technique: During setup, engage the autopilot and set the N1 power to approximately
55 – 60 %, configure flaps to take-off/Approach (15).Set the power at Flight Idle with
autopilot engaged, at app. 130 – 135 knots disconnect the autopilot with the red
disconnect button. Turn into the desired bank angle; proceed with maneuver.
Technique: Engage the autopilot and set the N1 power to approximately 65%,
configure flaps to take-off/Approach (15) below 200 knots, lower the landing gear
below 200 knots , and select landing flaps below 175 knots. At approximately 130 to
135 knots set the power to approximately 45- 50 % and disconnect the autopilot with
the red disconnect button. Maintain heading and altitude.
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06 July 2006 Revision 1
The stick shaker will activate at approximately 10 nose high. Upon stick shaker
activation, advance the throttles to the approximate N1 power setting and flaps to
approach (15 ).
Slowly lower the aircraft pitch to about 5 degrees nose high on the EADI. You
may lose as much as 100 to 200 feet in altitude -- but altitude loss should be
minimal.
When the airspeed approaches the computed VRef begin to raise the nose to
catch and then maintain VRef climb (approximately 10 nose high on EADI).
Retract the gear when you see a positive rate of climb (first indication of VSI
reversal).
Climb back to reference altitude as necessary
At reference altitude, level the aircraft; accelerate to Vref + 10 minimum and
retract the flaps to zero.
TIPS:
Do a clearing turn (or at least mention one) prior to practicing stalls
Ensure setup will guarantee recovery by 3000 AGL
Observe the AOA indicator as the airspeed decreases to be better prepared for
the stick shaker.
Make sure you do a post stall check (gear and flaps retracted)
Smoothly re-apply back-pressure when returning to approximately 10 nose high
attitude during the landing configuration stall to avoid secondary shaker.
Use pitch trim to only 0.6 on the AOA in order to avoid excessive back pressure
during the recovery.
Maintain a good lookout during the stalls for other traffic in your vicinity
Set climb power in N1 indicator dial.
Set VRef and Vapp airspeeds with airspeed bugs.
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UNUSUAL ATTITUDES
Always assume the EADI has failed initially and transition to back-up
instruments. Analyze the situation to determine whether you have a nose high or low
unusual attitude and verify with other flight instruments (airspeed, altitude, etc.) If it can
be confirmed that the EADI is reliable, then it is safe to use it during the recovery.
Nose Low:
Power as required (Usually requires a power reduction)
Roll the wings level (coordinated rudder and ailerons).
Pull out of the dive and return to straight and level flight.
Extend speed brakes if necessary for excessive speed situations
Nose High:
Power as required (Usually requires a power increase)
Increase bank, if necessary, in order to bring the aircraft nose more quickly to the
horizon. (45 is usually adequate; in extreme circumstances--use maximum of
90)
As the airspeed starts to increase roll the wings level and return to level flight.
Reduce throttle to maintain a moderate speed.
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06 July 2006 Revision 1
The first step of a typical two engine ILS is to check the weather and plan the
approach.
Set 62% N1 no later than the turn to base leg. The Excel will slowly decelerate to
around 150-160 knots.
Start the APPROACH Checklist at mid-field downwind, but no later than the
dogleg to final (30 degree offset to final approach course). Extend/ check flaps to
approach.
When “Cleared for the approach”, Engage APR on the flight director mode
selector. Remain above minimum maneuvering speed for the configuration (52%
N1 should be adequate).
When the localizer is captured (green APR), put the heading bug on the runway
heading (in case of a missed approach).
When the glideslope is one dot above centered, put the gear down
At glideslope capture (green GS) extend flaps to LAND. Technique: Dial in the
missed approach altitude since there is no need to level off at the DA(H).
Fly the final approach at Vapp+ 10 knots (approximately 48%). Finish the Landing
Check.
Do not continue past Decision Height / Altitude without the runway environment
in sight.
After DH, continue to follow the same glidepath to landing. Plan the final to pass
50 ft above the threshold at Vref. and bring the throttles to idle.
At approximately 35 ft on the radar altimeter, begin a slow flare. Hold the aircraft
off the runway only until the nose is slightly high, then let the main gear touch,
followed by the nose gear.
After the nose gear touches down, immediately extend the speed brakes and
apply Thrust Reversers.
TIPS:
Accomplish an Approach briefing.
Check the weather and identify navigation aids prior to commencing the
approach.
Make sure gear and flaps extend when selected.
Monitor display presented on the EADI and make sure the flight director is
working properly.
Coordinate missed approach instructions with ATC and include the missed
approach instructions in the approach briefing. Always be prepared to execute
the published missed approach (especially during training).
ATP STANDARDS:
+/- 100FT, +/- 10 KNOTS, +/- 5o HDG
¼ scale LOC, GS
A/S +/-5 knots at DH
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ATP STANDARDS:
+/- 100FT
+/- 10 KNOTS
+/- 5o HDG
¼ scale LOC, GS
A/S +/-5 knots at DH
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Slow the aircraft to arrive on approximately an 8-10 NM final at 150-160 kias with
flaps set to 15 degrees and the gear up. A power setting of approximately 64%
N1 should help achieve this.
When “Cleared for the approach”, check flaps to T.O. & Approach.
Gradually slow the aircraft to the desired approach speed by the FAF (Vapp+10).
Configure the gear at the final approach fix (recommended at 1-2 miles prior to
the FAF)
Begin timing, and descend to MDA or step-down altitude. (Power back to
approximately 48% N1 during the descent, at approximately 100-150 feet prior to
desired level off set power up to approximately 74% to hold Vref +10).
Do not descend below the MDA until runway is in sight and in position to
execute a normal landing.
The technique for programming the Flight Director depends on the type of approach.
Although it is possible to start the descent using the pitch wheel, TCS, IAS (FLC), or VS,
it is recommended that during training you use the following procedure:
Push APR to show VAPP Use HDG mode (NDB) Push NAV to show LOC
Use NAV mode (GPS) (no GS)
Set the MDA or next Set the MDA or next Set the MDA or next
altitude in the alt window altitude in the alt window altitude in the alt window
Gear down 1-2 miles Gear down 1-2 miles Gear down 1-2 miles
from FAF – Three green from FAF– Three green from FAF– Three green
AT FAF: AT FAF: AT FAF:
1. Time 1. Time 1. Time
2. VS 2. VS 2. VS
3. Throttles– 48% N1 3. Throttles– 48% N1 3. Throttles– 48% N1
4. Pitch wheel-set VS 4. Pitch wheel-set VS 4. Pitch wheel-set VS
800fpm-1500fpm 800fpm-1500fpm 800fpm-1500fpm
(1000-1200 fpm (1000-1200 fpm (1000-1200 fpm
recommended) recommended) recommended)
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TIPS:
Start the descent using the pitch wheel and then select VS on the controller. You
can now set the specific rate of descent you want using the pitch wheel.
Complete the 5T check (Time/Turn/Throttles/Track//Talk) as you pass the FAF.
Start adding power 100-200 feet before reaching MDA to ensure airspeed does
not drop below Vapp + 10.
It is important that the aircraft be at final approach speed at the FAF because of
timing considerations.
It is a good technique to calculate the VDP (visual descent point) if is not
published. The VDP is usually prior to the Missed Approach point.
Remember all non-precision approaches are flown with landing flaps except in
single engine then when runway is assured.
ATP STANDARDS:
Prior to FAF:
+/- 100FT
+/- 10 KNOTS
+/- 5o HDG
¼ scale LOC, GS
A/S +/-5 knots
On Final Approach Segment:
¼ scale CDI or +/-5o bearing on RMI
Maintains MDA when reached:
0 to +50 feet
Using 62% N1, the Excel will slowly decelerate to around 150-160 knots.
Immediately begin by starting the APPROACH Checklist. Select flaps to approach
(15).
When “Cleared for the approach”, check flaps Approach(15). Minimum
maneuvering speed with at Takeoff & Approach is Vref+20. Once the flaps are
extended to Land (35), the minimum maneuvering speed is reduced to Vapp +10. At
the FAF flaps to the landing (35),
The technique for programming the Flight Director depends on the type of approach.
Although it is possible to start the descent using the pitch wheel, TCS, IAS (FLC), or
VS, it is recommended that during training you use the following technique:
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06 July 2006 Revision 1
Technique: Set the heading bug on the direction for the landing runway
(autopilot will begin turn); turn pitch wheel to start descent; select landing flaps-
35 degrees. After flaps are down, check airspeed for minimum of Vapp+10;
disengage autopilot with red disconnect button; take over manually to complete
landing.
All landings should be planned identically, with the target of Vref at 50’ over the
threshhold with the throttles at Idle.
ATP STANDARDS:
Prior to FAF:
+/- 100FT
+/- 10 KNOTS
+/- 5o HDG
¼ scale LOC, GS
A/S +/-5 knots
On Final Approach Segment:
¼ scale CDI or +/-5o bearing on RMI
Maintains MDA when reached: 0 to +100 feet
Bank should not exceed 30o
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06 July 2006 Revision 1
TIPS:
Fly the approach and circling maneuver at approximately 130-135 knots. This will
require approximately 48 % N1 during descents increasing to 74 % N1 (gear
down and flaps at 35) during level altitude portions of the circle.
Use the beginning of the approach lights on the landing runway as an
intermediate aim point and be there at 200 feet AGL and Vref + 5 knots.
Do not exceed 30 of bank at any time during the maneuver and a maximum
rate of descent of 1000 fpm during the final turn to the landing runway.
Push APR to show VAPP Use HDG mode (NDB) Push NAV to show LOC
Use NAV mode (GPS) (no GS)
Set the MDA or next Set the MDA or next Set the MDA or next
altitude in the window altitude in the window altitude in the window
Gear down 1-2 miles Gear down 1-2 miles Gear down 1-2 miles
prior to FAF prior to FAF prior to FAF
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The assumption will be that the autopilot is engaged for the approach.
TIPS:
Remember G/A button/Power/Pitch
Advance the throttles to Go-Around N1. Technique: Set power to Take-Off
detent.
Once the gear /flaps are up and aircraft is passing 150 KIAS engage the autopilot
and further reduce power if you are only climbing a few thousand feet. You can
select IAS (FLC) on the controller and set desired climb airspeed.
Don’t try to change radios / nav frequencies until you have cleaned up your
aircraft and missed approach procedure is under control.
Follow the command bars closely to ensure that you don’t start a descent at any
time in the missed approach.
ATP STANDARDS:
+/- 100FT
+/- 10 KNOTS
+/- 5o HDG
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The assumption will be that the autopilot is engaged for the approach.
TIPS:
You will need maximum rudder deflection initially when you start the missed
approach.
Make sure that you closely follow the command bars and maintain 10 pitch.
Try to trim out some of the rudder force prior to engaging the autopilot.
ATP STANDARDS:
+/- 100FT
+/- 10 KNOTS
+/- 5o HDG
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ENGINE FAILURE AT V1
TIPS:
Many pilots have difficulty initially identifying the failed engine when there are no
outside references. Do not rely on the “dead-foot/ dead-engine “ technique to
identify the failed engine initially in IMC conditions -- use your instruments.
Make sure power set so as not to reduce climb capability.
Make sure the Ball is centered on the turn and slip indicator.
Fly with both hands on the yoke until the aircraft is safely under control
As the aircraft accelerates re-trim the rudder in order to keep the Ball centered.
It is not recommended to trim the aileron until at least 400 feet AGL. Only a slight
turn of the aileron trim wheel is required, if at all.
Positively Identify the failed engine (check engine instruments) then verify the
failed engine (move the throttle back slowly to idle), before shutting down the
failed engine.
Takeoff power N1 is limited to five minutes.
Do not talk to ATC until the aircraft is safely under control and essential
emergency procedures completed.
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