Citation XLS

Citation XLS
Maneuvers and Procedures

Citation XLS Maneuvers and Procedures
Log of Revisions
Revision # Issue Date Initials

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Citation XLS
Maneuvers and Procedures
Contents
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . Chapter 1

Standard Operating Procedures . . . . . . . . . . . . . . . . Chapter 2
Flight Profiles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chapter 3
Windshear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chapter 4
MANEUVERS AND PROCEDURES REVISION ORIGINAL 05/15 FOR TRAINING PURPOSES ONLY v
vi FOR TRAINING PURPOSES ONLY CITATION XLS REVISION ORIGINAL 05/15

Chapter 1
General Information
Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Stabilized Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Sterile Cockpit Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Crew Resource Management. . . . . . . . . . . . . . . . . . . . . . . . . . . 8
GENERAL INFORMATION REVISION ORIGINAL 05/15 FOR TRAINING PURPOSES ONLY 1-i
1-ii FOR TRAINING PURPOSES ONLY CITATION XLS REVISION ORIGINAL 05/15
Introduction
SimCom strongly supports the premise that the disciplined use of

well-developed Standard Operating Procedures (SOPs) is central to
safe, professional airplane operations, especially in multi-crew, com-
plex or high-performance airplanes.
Note: The procedures in this chapter are for training purposes only
and are not intended to supersede current procedures contained in
the manufacturer’s documentation. Where any discrepancy or con-
flict exists, and before conducting flight operations, the appropriate
Operating Manual, FAA Approved Airplane Flight Manual (AFM), and/
or related publications should be referenced for procedures specific
to your airplane.
The procedures described herein are specific to the Citation XLS

unless overridden by the manufacturer or FAA-specified procedures.
They are applicable to the phase of flight specified and are to be
accomplished by the designated flight crewmember.
General Information
Definitions
PIC: Pilot-in-Command. The pilot responsible for the operation and
safety of an airplane during the flight time.
PF: Pilot Flying. The PF will monitor/control the aircraft, regardless of
the level of automation employed.
PM: Pilot Monitoring. The PM will monitor the aircraft and actions of
the PF.
“Control:” Responsible for flight control of the airplane, whether manu-
al or automatic.
Checklists—General
Checklists should be initiated by command from the PF.
After the completion of any checklist, the PM states, "____ checklist

is complete." This closes the loop after any checklist is initiated and
maintains situational awareness during checklist phases.
In executing the checklist, the following guidance should be followed:

1. Aircraft on ground, not in motion—PM reads checklist, PF
accomplishes tasks, using challenge/response.
2. Aircraft on ground, in motion—PM reads and accomplishes
checklist using verbal challenge/self-response. PF focuses
on aircraft movement, control, etc.
3. Aircraft in flight, below 10,000 ft AGL—same as 2.
4. Aircraft in flight, above 10,000 ft AGL—checklist accom-
plished per PF discretion.
5. The use of “silent checklists” is not recommended.
GENERAL INFORMATION REVISION ORIGINAL 05/15 FOR TRAINING PURPOSES ONLY 1-1
Note: The takeoff abort maneuver may be called by any crewmember
assuming the crew trains to a firmly established SOP.
The PF normally commands and executes the takeoff abort for:
1. Master warning
2. Engine fire
3. Engine failure
4. Thrust reverser deployment
5. Runway incursion
6. Loss of directional control
Checklist Discipline
Effective checklists are pertinent and concise. Use them the way they
are written: verbatim and smartly.
Challenge/No Response
If a flight deviation or critical situation is observed and noted by the
PM and there is no response by the PF to his or her challenge, a
second challenge must be made. If there is still no response, the PM
announces he or she is assuming control of the airplane to keep it in,
or return it to, a safe operating envelope. Response, as used herein,
means verbal as well as appropriate action.
Time-Critical Situations
1. Fly the airplane—Maintain airplane control
2. Recognize challenge—Analyze the situation
3. Respond—Take appropriate action
A malfunction during a critical phase of flight (i.e., requiring immedi-

ate action tasks by recall) should be positively announced by the ob-
serving crewmember. As time permits, the other crewmember should
make every effort to confirm/identify the malfunction before initiating
emergency action.
The PM usually is the first to observe any indication of a critical fail-

ure. Upon observing such indication, he announces it and simultane-
ously identifies the malfunction to the PF by pointing to the indicator/
annunciator.
On verification of the malfunction, the PF announces his decision and

commands accomplishment of recall action items while monitoring
the PM in those tasks accomplished by him.
1-2 FOR TRAINING PURPOSES ONLY CITATION XLS REVISION ORIGINAL 05/15
Checklist Utilization—Non-Recall Procedures

Recognition and verification of a malfunction or impending malfunc-
tion during noncritical phases of flight require the same positive ver-
bal communication. Time, however, is not as critical and allows more
deliberate consensus of the malfunction. Corrective action always is
accomplished utilizing the appropriate checklist.
On recognition and verification of the malfunction, the PIC specifically

designates who controls the airplane and who performs tasks and
designates any items to be monitored.
Following this determination, the PF calls for the appropriate check-

list. The items are accomplished by the crewmember designated on
the checklist, with the appropriate challenge/response.
Checklist Utilization—Abnormal/Emergency Procedures

On recognition of an abnormal or emergency condition by any crew-
member, the PIC verbally designates which pilot is responsible for
flying the airplane. The PF calls for the appropriate checklist to be
accomplished. The pilot designated to fly the airplane (PF) does
not perform tasks that compromise this responsibility, regardless of
whether the PF is using the autopilot or flying manually.
Emergency situations requiring immediate corrective actions, iden-

tified in the respective checklist as memory or recall items, are
handled without reference to the checklists. All other abnormal and
emergency procedures should be accomplished by reference to
the printed checklist. However, pilots are expected to be thoroughly
familiar with each checklist procedure.
Abnormal and emergency checklists should be accomplished so that

the pilot reading the checklist states both the challenge and the re-
sponse when the item is accomplished. When a checklist procedure
calls for the movement or manipulation of controls or switches critical
to safety of flight (i.e., thrust lever, engine fire switches, fire bottle
discharge switches), the pilot performing the action obtains verifica-
tion from the other pilot that he is moving the correct control or switch
prior to initiating the action.
Any checklist action pertaining to a specific control switch or equip-

ment that is duplicated in the cockpit is read to include its relative
position (i.e., left thrust lever, left standby pump).
Radio Tuning and Communication
The Citation XLS is equipped with two RMU (radio management
units) and, if installed, two DI-85 DME units capable of giving station
identification. The PM will accomplish communication and navigation
radio tuning and identification and maintain ground and flight com-
munication in coordination with the PF.
Navigation: On the RMU in use, the PM will push the preset line key
and a yellow box will appear. The PM will set the frequency in the
preselect position and will advise the PF the frequency is set. At the
direction of the PF, the PM will then push the transfer key, making the
new frequency the active frequency and then identify the new station
on the DI-85 DME head or use the audio to identify the station. When
identified, the PM will state tuned and identified, and the PF will ac-
knowledge the new frequency has been identified.
NDB audio output is monitored during the entire time the NDB is used
for approaches when the NDB is the primary NAVAID.
ILS, on ILS approaches: The marker beacon audio is used as a back-

up to visual annunciation to confirm marker passage.
Communications: When directed by the PF or ATC to change to a

new frequency, the PM on the RMU in use will push the preset line
select key, enter the new frequency in the yellow box, and push the
transfer key, making the new frequency the active frequency. The PM
will acknowledge the change. The old frequency will transfer to the
preset position in case contact is needed on the old frequency.
Altitude Assignment
The altitude assignment is verbally repeated while being set in the
altitude alerter by the PM. The PF verbally confirms the altitude by
repeating the altitude assignment.
Transitioning from IMC to VMC

If during the instrument approach, VMC is encountered, the PF may
transition to visual flight. The PM may then change to visual traffic
pattern callouts.
Stabilized Approach
A stabilized approach is one of the key features of safe ap-

proaches and landings.
A stabilized approach is characterized by a constant-angle,

constant-rate-of-descent approach profile ending near the
touchdown point, where the landing maneuver begins. All
appropriate briefings and checklists should be accomplished
before 1,000 feet height above touchdown (HAT) in instrument
meteorological conditions (IMC) and 500 feet HAT in visual
meteorological conditions (VMC).
Flight should be stabilized by 1,000 feet HAT in IMC and 500

feet HAT in VMC.
An approach is stabilized when all of the following criteria are

maintained from 1,000 feet HAT (or 500 feet HAT in VMC) to
landing in the touchdown zone:
The airplane is on the correct track.

Note: A correct track is one in which the correct localizer,
radial or other track guidance has been set, tuned, and
identified and is being followed by the pilot.
The airplane is in the proper landing configuration.

After glide path intercept, or after the final approach fix
(FAF), or after the derived flyover point (per Jeppesen),
the pilot flying requires no more than normal bracket-
ing corrections to maintain the correct track and desired
profile (3° descent angle, nominal) to landing within the
touchdown zone.
Note: Normal bracketing corrections relate to bank angle,

rate of descent, and power management. Recommended
ranges are as follows (operating limitations in the ap-
proved airplane flight manual must be observed, and may
be more restrictive):
Bank Angle—Maximum bank angle is generally not
more than 30°; the maximum bank angle permissible
during landing may be considerably less than 30°.
Rate of Descent—±300 fpm deviation from target.
Overshoots—Normal bracketing corrections occasionally

involve momentary overshoots made necessary by at-
mospheric conditions. Such overshoots are acceptable.
Frequent or sustained overshoots caused by poor pilot
technique are not normal bracketing corrections.
The airplane speed is within the acceptable range speci-

fied in the approved operating manual used by the pilot.
The rate of descent is no greater than 1,000 feet per min-

ute (fpm).
• If an expected rate of descent greater than 1,000 fpm

is planned, a special approach briefing should be
performed.
• If an unexpected, sustained rate of descent greater
than 1,000 fpm is encountered during the approach,
a missed approach should be performed. A second
approach may be attempted after a special approach
briefing, if conditions permit.
Power setting is appropriate for the landing configuration

selected and is within the permissible power range of ap-
proach specified in the approved operating manual used
by the pilot.
Sterile Cockpit Procedures
Sterile cockpit procedures, refraining from non-essential activities

and communication, must be utilized during critical phases
of flight. Normally this is below 10,000 feet and during all
ground operations.
Crew Resource Management
Crew Resource Management (CRM) is defined as managing

all the resources (both on board the aircraft and from outside
sources) available to ensure that the successful outcome of the
flight is never in doubt. CRM includes the concepts of aeronau-
tical decision making (ADM), risk management (RM), task man-
agement (TM), automation management (AM), controlled flight
into terrain (CFIT) and awareness and situational awareness
(SA).
CRM training helps the pilot maintain situational awareness by

managing the automation and associated aircraft control and
navigation tasks. This enables the pilot to accurately assess
and manage risk and make accurate and timely decisions. Ef-
fective performance depends on both technical proficiency and
interpersonal skills. A primary focus of CRM is effective team
coordination. The team encompasses the flight crew (cockpit
and cabin), dispatchers, flight attendants, maintenance person-
nel, flight operations managers, management, pilot examiners,
check airmen, flight standards officers, and air traffic controllers.
CRM refers to the effective use of all available resources: human
resources, hardware, and information. Other groups routinely
working with the cockpit crew who are involved in decisions
required to operate a flight safely are also essential participants
in an effective CRM process. CRM is not a single task. CRM is
a set of competencies, which must be evident in all activities as
applied to the multicrew operation.
CRM focuses on situational awareness, communication skills,

teamwork, task allocation, and decision making within a compre-
hensive framework of standard operating procedures (SOPs).
CRM deficiencies almost always contribute to the unsatisfactory
performance of a task. For debriefing purposes, an amplified
list of CRM competencies, expressed as behavioral markers,
may be found in AC 120-51, as amended.
Standard Operating Procedures
Chapter 2
Contents
I. Standard Operating Procedures
Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Flow Patterns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Checklists. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Time-Critical Situations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Critical Malfunctions in Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Non-Critical Malfunctions in Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Altitude Assignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Takeoff Brief. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Statuc vs. Rolling Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
II. Phase of Flight (Calls) SOPs
Before Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Precision Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Precision Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Non-Precision Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Non-Precision Missed Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Visual Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
STANDARD OPERATING PROCEDURES REVISION ORIGINAL 05/15 FOR TRAINING PURPOSES ONLY
2-i
2-ii
Definitions Checklists
LH/RH A challenge-response review of the checklist follows
execution of the tasks. The PF initiates the checklist,
Designation of pilot seat position for accomplishing
and the pilot monitoring (PM) calls the items aloud.
a task due to the proximity to the designated control/
The PF is responsible for verifying that the items des-
indication. The pilot in the designated seat responds to
ignated for his seat position are accomplished and he
checklist and challenges and performs tasks accord-
must orally respond to the challenge. The PM is re-
ingly.
sponsible for items designated to his seat position and
PIC responds orally to his own challenge.
Pilot-in-Command. The pilot responsible for the opera- In all cases, the responses by either pilot are con-
tion and safety of the airplane during flight. firmed by the other with disagreements being resolved
before continuing with the checklist.
PF
Pilot Flying. The pilot responsible for controlling the At the completion of any checklist, the PM states that
flight of the airplane. the checklist is complete, designating it by name.
PM Challenge/no response must be answered immedi-

Pilot Monitoring. The pilot who is not controlling the ately. If the PF does not respond, the PM must issue a
flight of the airplane. second challenge. Lacking response to a second chal-
lenge, the PM announces that he is assuming control
Flow Patterns of the airplane and takes action to ensure the aircraft is
returned to a safe operating envelope.
Flow patterns are an integral part of the SOPs. The
cockpit setup for each phase of flight should be accom-
plished with a flow pattern. Refer to checklists for setup,
and use these checklists as “done lists” rather than “do
lists.”
A flow pattern is a disciplined procedure requiring me-

thodical accomplishment and full understanding of the
aircraft systems and controls. Continued on next page
2-1
STANDARD OPERATING PROCEDURES REVISION ORIGINAL 05/15 FOR TRAINING PURPOSES ONLY CITATION XLS
Time-Critical Situations In any case, the following should be implemented:

In time-critical situations, remember to:
POSITIVE ORAL COMMUNICATION—Announce ob-
served malfunctions loudly, clearly and positively.
FLY THE AIRPLANE—Maintaining airplane control is es-
sential to safe resolution of any emergency.
POSITIVE GRAPHIC COMMUNICATION—Point to the in-

dicator/annunciator or other item that shows a malfunc-
RECOGNIZE CHALLENGE—Analyze the situation to de-
tion.
termine the best course of action.
ANALYZE, IDENTIFY AND DIRECT—When the malfunc-
RESPOND—Take appropriate action to resolve the situ-
tion has been identified, follow deliberate procedures
ation.
and proper checklists to correct the malfunction.
Critical Malfunctions in Flight
Altitude Assignment
The crewmember who observes a malfunction should
The PM sets the assigned altitude in the altitude alerter
announce it positively. Time permitting, the other crew-
and points to the alerter, orally repeating the altitude.
member should confirm and identify the malfunction
The PM continually points to the alerter until the PF con-
before taking action.
firms the altitude assignment and alerter setting.
The PF, after verifying the malfunction, should state the
memory items and call for the appropriate checklist.
The PM accomplishes the tasks with the monitoring of
the PF.
Non-Critical Malfunctions in Flight

Non-critical malfunctions require the same procedure
but use more deliberate response due to the time fac-
tor.
2-2
Takeoff Brief R: Runway Condition

Prior to takeoff, both the pilot and copilot should become ▪▪ Wet, Dry, Snow, Slope, . . .
familiar with standard cllouts, what type of departure pro- T: Terrain (If any)
cedure and any emergency items prior to V1 or after V1. S: SID
S: Squawk and departure frequency
Static vs. Rolling Takeoff
S: Setting FLAP and TRIM
If doing a rolling takeoff for a passenger confort 500 feet
must be added to the takeoff length. All performance data
issued by the manufacturer is based on a static takeoff
with engines producing takeoff thrust.
ACTION: Brief the following: (W.A.R.T.S.S.S.)

W: Weather
▪▪ VFR, IFR
A: Abnormal
▪▪ Abort for anything before 70 kts.
▪▪ Between 70 kts and V1, abort for Master
Warning, engine failure, fire, TR deploy or
loss of directional control
▪▪ After V1, handle it as inflight emergency
▪▪ No action until safe altitude.
▪▪ PF may communicate with ATC after safe
altitude.
▪▪ PM runs the appropriate checklist and re-
turn for landing .
2-3
2-4
PF PM PF PM
Before Takeoff Takeoff
Crew Briefing: The pilot should Call: “Set takeoff thrust”
review crew coordination with ACTION: Check engine in-
respect to flap setting, ice struments
protection procedures, take-
Call: “Takeoff thrust set”
off power setting, “V” speeds
and airspeed limits, as well as Call: “Airspeed alive”
normal and emergency proce- ACTION: 70 knots cross-
dures. check (both air-
speed indicators)
Call: “Before Takeoff ACTION: Complete Before

checklist” Takeoff checklist
At: V1
Call: “Before Takeoff
Call: “V1”
checklist complete”
At: VR
ACTION: PF Move hand from
thrust levers to Call: “Rotate”
yoke
ACTION: Positive back pres-

sure should be ap-
plied and a rotation
to an approximate
10° pitch attitude
begun
Note: Should an emergency situation occur at a speed below V1 , takeoff should normally be aborted. Proceed with a normal
takeoff should the emergency situation occur at a speed above V1. Single engine takeoff rotate to maintain V2.
2-5

II. Phase of Flight (Calls) SOPs (Cont.)
PF PM PF PM
Climb Climb (Cont.)
At: Positive rate of Call: “After Takeoff-

climb Climb checklist” ACTION: Complete After
Call: “Positive rate” Crew Briefing: Using both Takeoff-Climb
Call: “Gear UP” indicated temperature and checklist
thrust setting graph (see Ab- Call: “After Takeoff-
breviated Checklist), deter- Climb checklist
ACTION: Retract gear mine climb N1. complete”
Call: “Gear selected
UP” Call: “29.92 set. Cross
At: Transition altitude checked”
ACTION: Check indication Call: “29.92 set. Cross
Call: Gear indicating check transition
UP” altitude”
At: V2 + 10 KIAS 400
feet or clear of
obstacle
Call: “V2 + 10”
ACTION: Retract flaps
Call: “Flaps UP”
2-6
2-6
PF PM PF PM
Cruise Descent
Call: “Cruise checklist” Call: “Descent check-
ACTION: Complete Cruise list” ACTION: Complete Descent
checklist checklist
Call: “Cruise checklist Call: “Descent checklist
Crew Briefing: When practi-
Crew Briefing: If engine complete” complete”
cable, review approach and
RPM does not automati-
missed approach proce-
cally synchronize at desired
dures. Determine N1, VAPP
cruise setting, turn the engine
and VREF for use in the event
synchronizer switch to OFF,
of a missed approach. Set
allowing the synchronizer
proper NAV frequencies and
actuator to center. Roughly
required heading and course
synchronize the engines with
information. Check runway
the throttles and turn the
requirements based on gross
synchronizer switch to FAN or
weight and destination field
TURB as required. information.
At: Transition altitude

Note: Although the engine is not operationally restricted in
rough air, flight in severe turbulence should be avoided. If Call: 18,000 ft”
Call: “Set altimeter
severe turbulence is encountered, it is recommended that the
_____”
igniters be turned ON and airspeed maintained at approxi-
mately 180 KIAS. Maintain a constant airspeed, avoid abrupt ACTION: Set altimeter
or extended control inputs, and do not chase airspeed and Call: “Altimeter set
altitude indications. checked”
ACTION: Complete Descent
Caution: Do not operate deice boots when airspeed at or Check checklist
above 150 KIAS with RAT –35°C or colder or below 150 KIAS
with RAT –40°C or colder. Call: “Descent check
complete when
Note: The engine bleed air anti-ice must be activated when op- completed”
erating in visible moisture at temperatures below RAT + 10°C.
2-7

PF PM PF PM
Precision Approach Precision Approach (Cont.)
Call: “Approach check- ACTION: Complete Ap- Call: “Gear DOWN”

list” proach checklist Call: “Before Landing
Call: “Approach check- checklist” ACTION: Extend gear
list complete”
Call: “Gear indicates
DOWN”
At: Airspeed below
ACTION: Initiate Before
200 KIAS
Landing checklist
Call: “Flaps TO &
APPR” ACTION: Select TO & APPR At: Glideslope inter-
flaps cept
Call: “Flaps TO & APPR Call: “Glideslope cap-
selected” tured”
Call: “Glideslope cap-
Call: “Flaps indicate TO tured”
Call: “Localizer cap- & APPR”
Call: “Flaps landing”
tured”
Call: “Localizer cap- ACTION: Select landing

tured” flaps
Call: “Flaps landing
selected”
At: One dot from
glideslope inter- Call: “Flaps landing
cept indicate”
Call: “One dot to go” Call: “Before Landing
checklist com-
plete”
2-8
2-8
PF PM PF PM
Precision Approach (Cont.) Precision Approach (Cont.)
At: 1,000 ft above DH At: Point of visual
Call: “1,000 ft to mini- contact
mums”
Call: “Check”
Call: “Approach light
in sight at _____
At: 500 ft above DH
o’clock”
Call: “Check” Call: “500 ft to mini- Call: “Continue”
mums”
Call: “Runway in sight
_____ o’clock”
Call: “Check” At: 200 ft above DH
Call “200 ft to mini- Call: “Landing”
mums”
Note: Missed approach procedures must be executed immediately if either of these parameters have not been met
at decision height:
1. a normal approach to the intended runway cannot be established, or
2. adequate visual reference cannot be maintained.
2-9

PF PM PF PM
Precision Missed Approach Precision Missed Approach (Cont.)

At: DH Call: “Gear UP” ACTION: Retract gear
Call: “Minimums. No Call: “Gear indicates UP”
runway in sight” Call: “Gear indicates UP”
Call: “Missed ap-

proach” At: V2 + 10 KIAS 400
feet or clear of
ACTION: Set go-around obstacle
thrust and rotate
to 10° Call: “V2 + 10”
Call: “Flaps TO &
APPR”
ACTION: Retract flaps
ACTION: Select TO & APPR Call: “Flaps UP” Call: “Flaps indicating
flaps UP”
Call: “Flaps selected TO
& APPR”
Call: “Flaps TO & APPR
indicate” ACTION: Start checklist
Call: “All Engines Go-
Around” Call: When completed,
“All Engines Go-
At: Positive rate of Around complete”
climb
Call: “Positive rate”
2-10
2-10
PF PM PF PM
Non-Precision Approach Non-Precision Approach (Cont.)
Call: “Approach check- Call: “Landing check-
list” list”
ACTION: Complete Ap- ACTION: Extend gear
proach checklist Call: “Gear selected
Call: “Approach check- DOWN”
list complete” Call: “Gear indicates
DOWN”
At: Airspeed below
200 KIAS ACTION: Initiate Landing
checklist
Call: “Flaps TO &
APPR” Call: “Landing check-
ACTION: Select TO & APPR list”
flaps
Call: “Flaps TO & APPR At: FAF
selected” Call: “Final fix”
Call: “Final fix”
indicate”
ACTION: Start timing, set
At: Localizer/course minimum descent
capture altitude, and check
altimeters
Call: “Localizer/course
capture”
ACTION: Begin adequate
Call: “Localizer/course descent rate (ap-
capture” prox. 1,000 fpm)
At: Approach to FAF

Call: “2 miles to FAF”
Call: “Gear DOWN”
2-11

PF PM PF PM
Non-Precision Approach (Cont.) Non-Precision Approach (Cont.)
Call: “Check” At: 1,000 ft above Call: “Check” At: Point of visual
MDA contact
Call: “1,000 ft to mini- Call: “Runway at _____
mums” o’clock”
Call: “Check” Call: “Looking”
At: 500 ft above MDA At: MDA
Call: “500 ft to mini- Call: “Minimums”
mums”
Call: “Check” At: When leaving MDA
Call: “Leaving MDA”
At: 200 ft above MDA
Call: “200 ft to mini-
mums”
Call: “Flaps Landing
complete Before
Landing Check”
ACTION: Flaps Landing

complete Landing
Check
Call: “Before Landing
Check complete”
2-12
2-12
PF PM PF PM
Non-Precision Missed Approach Non-Precision Missed Approach (Cont.)
At: MAP At: Positive rate of
Call: “No runway in climb
sight” Call: “Positive rate”
Call: “Gear UP”
ACTION: Retract gear
Call: “Missed ap-
proach”
UP”
ACTION: Disconnect auto-
pilot (if engaged),
UP”
set go-around
power and rotate
to 10° At: 400 ft V2 + 10
Call: “Flaps TO & Call: “400 ft V2 + 10”
APPR”
Call: “Flaps UP”
ACTION: Flaps up
ACTION: Select TO & APPR Call: “Flaps up, indicat-
flaps ing UP”
Call: “Flaps TO & APPR Call: “All Engines Go- ACTION: Start checklist
selected” Around checklist” Call: When completed,
Call: “Flaps TO & APPR “All Engines Go-
indicate” Around complete”
2-13
2.12

PF PM PF PM
Visual Approachb Visual Approach (Cont.)
At: Airspeed below At: Base turn
200 KTS ACTION: Select Landing
Call: “Flaps TO & flaps
APPR” Call: “Flaps Landing
ACTION: Select TO & APPR selected”
flaps
Call: “Flaps Landing
Call:“Flaps TO & APPR se- indicate”
lected”
Call: “Flaps Landing”
indicate” Call: “Before Landing
checklist”
Call: “Approach check- ACTION: Complete Before
list” ACTION: Complete Ap- Landing checklist
proach checklist
Call: “Before Landing
Call: Approach check- checklist com-
list complete plete”
At: Abeam touchdown
point
Call: “Gear DOWN”
ACTION:Extend gear
DOWN”
DOWN”
2-14
2-14

PF PM PF PM
Landing Landing (Cont.)
At: Point of visual At: Touchdown
contact Call: “Extend speed-
ACTION: Disengage au- brakes”
ACTION: Monitor VREF and
topilot and yaw ACTION: Extend speed-
annunciator panel,
damper brakes
verify landing gear
and flap indication Call: “Speedbrakes
extended”
At: 100 ft above
touchdown ACTION: Deploy thrust re-
versers
Call: “100 feet” Call: “Six lights”
ACTION: Retract speed-
brakes (as re-
quired) At: 60 KIAS
At: 50 ft above touch- ACTION: Reverser levers to Call: “60 knots”
down idle reverse
Call: “50 feet”
2-15
2-16
Chapter 3
Flight Profiles
Contents
Normal Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
ILS Flight Director/Autopilot Approach. . . . . . . . . . . . . . . . . . 2
Non-Precision Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Circling Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Steep Turns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Emergency Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Visual Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Flaps Up Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Single Engine ILS Approach, Landing, and Go-Around. . . . . . 9
Takeoff Engine Failure After V1. . . . . . . . . . . . . . . . . . . . . . . 10
Stall Recovery—Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Stall Recovery—Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Stall Recovery—Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Rejected Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
FLIGHT PROFILES REVISION ORIGINAL 05/15 FOR TRAINING PURPOSES ONLY 3-i
3-ii FOR TRAINING PURPOSES ONLY CITATION XLS ORIGINAL 05/15

Normal Takeoff
1 Takeoff
 SET THRUST..............T/O DETENT
 AIRSPEED ALIVE
 70 KIAS CROSSCHECK
FLIGHT PROFILES REVISION ORIGINAL 05/15

 V1
2 Rotation
 Rotate.................... VR
 Rotate smoothly to 10°
 Call out.................. POSITIVE RATE
 Gear...................... UP
3 Straight Climbout
 Flaps................... UP AT V2 +10 AT
400 FEET OR OBSTACLE CLEARANCE
ALTITUDE
 Throttles................ CLB DETENT SET
AFTER SAFE ALTITUDE
 After Takeoff-
Climb checklist.... COMPLETE
FOR TRAINING PURPOSES ONLY 3-1

1 Radar Vectors
 Flaps..................APPROACH
3-2
Approach Preparations
 Hdg...................ON
 Alt......................ON
 Approach procedure..................REVIEW
When cleared for approach
 Go-around procedure.................REVIEW
 APR...................ARM
 Airspeed bug............................SET VREF........... VAPP
APPROX 55% N1—160–165 KIAS  Avionics...................................CHECK
 Before Landing checklist............INITIATE
3  Localizer............TRACK
 G/S...................ONE DOT TO CAPTURE
 Gear..................DOWN
 Glideslope..........CAPTURE
 Flaps..................LAND
 Before Landing
ILS Flight Director/Autopilot Approach
checklist............COMPLETE
6 Missed Approach
APPROX. 50% N1—VREF + 10
 Go-around button........PUSH  Gear......................... UP
 Max thrust..................T/O DETENT  Flaps at V2 + 10.... UP
(400’ or obstacle clearance altitude)
 Pitch to......................10°
2  Localizer....... CAPTURE  Missed
 Flaps......................... APPROACH approach............... FLY PROCEDURES
FOR TRAINING PURPOSES ONLY

 Rate of climb............. POSITIVE  After Takeoff-Climb
checklist............... COMPLETE
4  Autopilot/FD (Coupled
DH
7 IDLE/VREF AT 50' AGL
Approach).............. BEGIN DESCENT
 LOC and GS
Glideslope............. COUPLED
5  Airspeed.........VREF MIN + 10
 Autopilot.....................OFF at 180 feet
CITATION XLS ORIGINAL 05/15

2  Descent..........1,000 FPM RECOMMENDED
 Airspeed bug............................SET VREF........... VAPP
 Avionics...................................CHECK
1 Procedure Turn
6 Missed Approach
Non-Precision Approach
 Flaps..................... APPROACH
 Autopilot......................DISENGAGE
APPROX. 55% N1—160–165 KIAS

 Max thrust...................T/O DETENT
 Attitude.......................10°
 Flaps...........................APPROACH
 Rate of climb...............POSITIVE
 Gear...........................UP
5 Runway in Sight  Flaps at VREF + 10........UP
 Airspeed.........VREF MIN (400’ or obstacle clearance altitude)
 Missed approach.........FLY
APPROX. 60–63% N1—VREF + 10 PROCEDURE
4 FAF  After Takeoff-Climb
 Power.............REDUCED checklist.....................COMPLETE
 Descend..........800–1000 FPM  Minimum

descent altitude
 Airspeed.........VREF + 10 MIN
APPROX. 50% N1—REF + 10
3 3–5 Miles from Final Approach Fix (FAF)

 Descent................................. LEVEL IDLE/VREF AT 50' AGL
 Airspeed................................ VREF + 10 MIN
 Gear...................................... DOWN
 Flaps...................................... LAND
 Before Landing checklist.......... COMPLETE
APPROX. 65% N1—REF + 10 7  Maintain normal

descent to landing
Note: In case of single engine approach, add approximately
8–10% N1.
Note: Flaps landing when landing assured.
Note: Press NAV button for LOC only/NDB approach

Press BC button for backcourse localizer approach
Press APP button for ILS/VOR/DME approach

Note: Minimum speed during circle maneuver is
VREF + 10. Recommended target speed is approx.
130 or 135 KIAS
3-4
5 Turn to Final
 Bank angle................................... 30° MAX 4 Key Point
 Airspeed...................................... Vref + 10 MIN  MDA............................. LEAVE
3 At MDA with ALT Captured Select
Circling Approach
APPROX. 47–50% N1 VREF + 10  Airspeed...................... Vref + 10 KIAS

Missed Approach Altitude
 Heading....................... SELECT FOR DOWNWIND
Note: 600–800 FPM rate  25–30 Sec Wings Level
of descent
APPROX. 70–75% N1 VREF + 10
3
2 Runway in Sight
 MDA............................................. MAINTAIN
 Airspeed...................................... Vref + 10 MIN
45°

1 3–5 Miles from Final Approach Fix (FAF)
CIRCLING OBSTACLE CLEARANCE CRITERIA  Speed.......................................... Vref + 10 MIN
CAT C—1.7 NM/140 KIAS MAX  Flaps............................................ LAND
CAT D—2.3 NM/165 KIAS MAX  Gear............................................ DOWN
——STANDARD ALL ALTITUDES——  Before Landing checklist................ COMPLETE
CIRCLING MDA IN MSL CATC CATD

1000' OR LESS 2.7 3.6 Approach Preparations
1001'–3000' 2.8 3.7
3001'–5000' 2.9 3.8
5001'–7000' 3.0 4.0
 Airspeed bug............................SET VREF.......... VAPP
7001'–9000' 3.2 4.2
 Avionics...................................CHECK
9001' AND ABOVE 3.3 4.4
——EXPANDED CIRCLING CRITERIA——

(FAR/AIM P. 826)

Airplane Configuration
Steep Turns
 Ignition.....................................ON
 Computation.............................VREF
 Engine Sync.............................OFF
 Yaw Damper............................AS REQUIRED
 Flaps........................................0
 Gear........................................UP

LEVEL FLIGHT
10,000 MSL—60–65% N1
ROLL IN TO 45° BANK L OR R

PASSING 30° BANK, INCREASE N1 3%
TARGET 2.5° AIRCRAFT NOSE UP
MINIMUM MANEUVERING SPEEDS

FLAPS 0°—VREF + 30
FLAPS 7°/15°—VREF + 20
FLAPS 35°—VREF + 10

1 Cabin Decompression
 Oxygen masks............................... DON (100%)
 Oxygen microphone switches.......... MIC OXY MASK
3-6
 Emergency Descent ....................... AS REQUIRED
 Pressurization Source Selector........ NORMAL
 Passenger Oxygen......................... Ensure pax are receiving oxygen
(MANUAL DROP as required)
 Transponder................................... EMERGENCY
If not arrested by 14,000 ± 500 feet cabin altitude
 PRESS SOURCE Select Knob........... EMER
Emergency Descent
 Control cabin temperature with LH throttle

 Emergency Descent........................ INITIATE—Refer to Emergency
Procedures, EMERGENCY DESCENT
 Refer to Abnormal Procedures, USE OF SUPPLEMENTAL OXYGEN
 Below 10,000 feet MSL, consider PRESS SOURCE Select Knob—NORM
 Land as soon as practical.
2 Emergency Descent
 AP TRIM DISK.......................... PRESS AND RELEASE
 Throttles................................. IDLE
 Speed Brakes......................... EXTEND
 Airplane Pitch Attitude.............. INITIALLY TARGET 20 DEGREES NOSE DOWN
 Airspeed................................. MMO/VMO (Use reduced speed if structural damage has occurred)
 Transponder............................ EMERGENCY
 Passenger Advisory Switch...... PASS SAFETY

 ATC ....................................... ADVISE and obtain local altimeter setting
 Altitude.................................. 15,000 feet MSL or Minimum Safe Altitude, whichever is higher
If descent into icing conditions is required
 Anti-Ice/Deice......................... AS REQUIRED
 Throttles................................. AS REQUIRED, maintain sufficient thrust for anti-icing
(ENG ANTI-ICE lights extinguished)
3 1000 FT Above Desired Altitude

 Speed Brakes.............RETRACT
4 15,000 FT or MINIMUM SAFE ALTITUDE

 Level off
Note: If structural damage
is suspected, limit airspeed.  Crew oxygen.......... NORMAL

 Airspeed................ NORMAL CRUISE
 Determine new course of action
 Airspeed bug............................SET VREF.......... VAPP
 Avionics...................................CHECK
 Before Landing checklist............INITIATE 3 Abeam Threshold 1 Entry
 Gear..........................DOWN  Clean configuration

Visual Approach and Landing
4 APPROX. 60% N1—160 KIAS
2 Downwind Leg
 Flaps..........................APPROACH
7 IDLE/VREF AT 50' AGL

6  Must be stabilized
prior to 500' AGL
5 Landing Assured
 Flaps..........................DOWN
 Airspeed....................VREF + 10 MIN
 Before Landing
checklist....................COMPLETE

3-8
2 Base Turn  Go-around procedure.................REVIEW
 Descent.............BEGIN (800–1000 FPM)  Airspeed bug............................SET VREF + 30 MIN
 Bank angle.........30° MAX  Avionics...................................CHECK
APPROX. 45–47% N1—160 KIAS  Flaps Inoperative Approach

Flaps Up Landing
and Landing Checklist...............INITIATE
1  Clean Configuration
 Airspeed............VREF + 30 MIN
 Gear..................DOWN
 Flaps Inoperative Approach
and Landing checklist................COMPLETE

3 Rollout
 Airspeed............VREF +15 MIN
 Stabilized
APPROX. NO FLAP—40% N1
5 Missed Approach
 Max thrust.....................SET

 Pitch to.........................10°
 Rate of climb.................POSITIVE
 Gear.............................UP
 After Takeoff-Climb
checklist.......................COMPLETE
4  Maintain normal descent

to landing

2 APPROX. 63–65% N1—160 KIAS  Engine Failure checklist.............COMPLETE
 Airspeed bug............................SET VREF ......... VAPP
 Avionics...................................CHECK
 Single Engine Approach
and Landing checklist................INITIATE
1  Clean Configuration
 Airspeed............. VREF + 30

4 Missed Approach
 Go-around button........PUSH  Flaps at VAPP + 10.......UP
 Max thrust..................T/O DETENT (1,500' or obstacle clearance altitude)
 Missed
 Pitch to......................10°
Single Engine ILS Approach, Landing, and Go-Around
approach............... FLY PROCEDURES

 Rate of climb..............POSITIVE  Single Engine Go-Around
 Gear..........................UP checklist.......................COMPLETE
3  Flaps.............................. APPROACH
 Airspeed........................ VREF + 10 MIN
At glideslope intercept
 Gear.............................. DOWN
When landing is assured
 Flaps.............................. LAND
5 IDLE/VAPP—50' AGL
 Single Engine Approach
and Landing Checklist..... COMPLETE
APPROX. 50% N1—VAPP + 10

3-10
5  1,500' AGL or clear of
1 Takeoff obstacle, whichever is
 SET THRUST.............. T/O DETENT higher
 AIRSPEED ALIVE
 70 KIAS CROSSCHECK
 V1
Takeoff Engine Failure After V1
4 Straight Climbout

 Climb out................. V2
 When 1,500’ or clear of
3 Engine Failure Obstacles................. V2 + 10 KIAS
2  Loss of engine at
or above V1  Rudder.....................AS REQUIRED  Flaps........................ UP
 Ailerons....................AS REQUIRED  Airspeed ................. ACCELERATE TO VENR
 Rotate......................Vr  Engine Failure above V1
 Pitch........................10° checklist.................. COMPLETE
 Gear........................UP when  After Takeoff—Climb

positive rate of Checklist.................. COMPLETE
climb established
FLC V2 + 10

 Ignitions.............ON
 Computation ......VREF AND TAKEOFF THRUST
Stall Recovery—Clean
 Engine Sync.......OFF
 Yaw Damper......ON

5  Airspeed............ACCELERATE
1  Autopilot...............ON
TO 160 KTS
 Power..................IDLE AND SET
 Flaps....................0 ° 50% N1
 Gear....................UP
2  0.6 AOA Stop trimming 4  Watch for nose down pitching moment
2–3 seconds after throttles are advanced
3 At First Indication of a Stall (Buffet or Stick Shaker)

 Autopilot .................. DISCONNECTED
 Decrease pitch attitude to reduce angle of attack/level the wings
 Thrust levers............ SET T/O DETENT
 Accelerate out of the stall condition

3-12
 Computation ......VAPP AND TAKEOFF THRUST
 Yaw Damper......OFF
Stall Recovery—Departure
6  At airspeed.........VAPP + 10 KIAS
1  Power................. IDLE  Flaps..................UP
 Flaps................... APPROACH  Airspeed............ACCELERATE
 Bank angle.......... 20° either direction TO 160 KTS
AND SET
 Gear................... UP
50% N1

5  Watch for nose down pitching
moment 2–3 seconds sfter
throttles are advanced
3  Increase the angle of attack 4 At First Indication of a Stall (Buffet or Stick Shaker)
to maintain attitude until first
 Decrease pitch attitude to reduce angle of attack/Level the wings
indication of a stall
2  0.6 AOA Stop trimming
 Accelerate out of the stall condition

 Computation ......VAPP AND TAKEOFF THRUST
 Yaw Damper......OFF
Stall Recovery—Landing

8  Positive
Airspeed............FLAPS APPROACH
1  Power................. 50% N1
 Positive
 Flaps................... APPROACH rate...................GEAR UP
 Gear................... DOWN 4  Increase the angle of attack  Airspeed............VAPP + 10 KIAS
to maintain attitude until first  Flaps..................UP
indication of a stall  Airspeed............ACCELERATE
TO 160 KTS
AND SET
55% N1
7   Watch for significant nose down pitch-

ing 2–3 seconds after throttles are
advanced
3  Flaps..................LAND 6 At First Indication of a Stall

 Decrease pitch attitude to reduce angle of
attack/Level the wings
2  Watch for pitch up as flaps
are moving and stab begins  Accelerate out of the stall condition
to move
5  0.6 AOA Stop trimming

3-14
Rejected Takeoff
1  Accelerate aircraft............T/O DETENT

 Prior to V1, ABORT the takeoff
3  Maintain centerline orientation

 Advise tower of the abort
2  Brakes..................... AS REQUIRED

Throttles.................. IDLE

 Speedbrakes............ EXTEND
 Thrust reversers....... DEPLOY ON UNAFFECTED
ENGINE
4  Exit runway; if necessary,

EMERGENCY EVACUATION


Chapter 4
Windshear
Contents
Operation in Windshear and Microburst Conditions . . . . . . . 1

Model of Pilot Actions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Takeoff Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Approach Precautions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Windshear Recognition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Guidelines for Windshear Recognition . . . . . . . . . . . . . . . . . . 5
Pilot Technique. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Windshear Warning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Additional Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
WINDSHEAR REVISION ORIGINAL 05/15 FOR TRAINING PURPOSES ONLY 4-i

4-ii FOR TRAINING PURPOSES ONLY CITATION XLS REVISION ORIGINAL 05/15
Operation in Windshear and Microburst Conditions
This section contains a condensed compilation of the information

contained in the FAA Pilot Windshear Guide (published as FAA
Advisory Circular AC 00-54, Appendix 1).
Key Note: Windshear can Convective Weather

be encountered at any
Convective weather is a highly active area of weather energy such as
that found in and around the vicinity of thunderstorms, rain storms,
altitude but is especially
virga, extreme turbulence, or tornadoes and is caused primarily by
hazardous when encoun-
the temperature differential between the surface and the convective
tered during takeoff or
cell.
landing, on approach, or
by aircraft operating at The convective weather defined here is the primary manufacturer of
low altitudes. hazards such as downbursts, microbursts, and low-level windshear
and can be catastrophic.
Windshear
Windshear is a sudden shift in wind velocity and direction in either
the horizontal or vertical plane that can subject an aircraft and its
occupants to violent updrafts and downdrafts. Windshear can be
encountered at any altitude but is especially hazardous when
encountered during takeoff or landing, on approach, and by aircraft
operating at low altitudes. For the purposes of discussion, it will be
limited to airspeed changes exceeding 15 knots or vertical speed
changes exceeding 500 fpm.
Microburst
A microburst can be defined as a violent rush of downward air,
concentrated in a relatively small area, and the subsequent outward
rush of high-speed winds. It is one of two distinguishable forms of
downdraft: downbursts and microbursts.
A downburst typically affects a surface area as wide as 15 miles, with

downdrafts exceeding 700 fpm and horizontal winds of up to 120
knots.
A microburst will affect a surface area not exceeding 2.2 miles yet is
all the more deadly to aircraft for its concentration, with downdrafts
exceeding 6,000 fpm and horizontal winds of up to 150 knots
extending out as far as 2.5 miles.
The absence of heavy rain or light rain in the form of virga may mask
the presence of a microburst, which is often detectable only by a ring
of blowing surface dust.
WINDSHEAR REVISION ORIGINAL 05/15 FOR TRAINING PURPOSES ONLY 4-1

Microbursts can additionally be divided into three distinctive types:
• Symmetric Microburst
• Asymmetric Microburst
• Dry Microburst Formation
The type of shear that can be expected in a microburst encounter will

be determined by the type of microburst as well as by the aircraft's
flight path through the downdraft.
Symmetric Microburst
An aircraft transiting the symmetric microburst would experience

equal headwinds and tailwinds.
Asymmetric Microburst
An aircraft transiting the asymmetric microburst from left to right would experience a
small headwind followed by a large tailwind.
Dry Microburst Formation
Evaporation of rain below cloud base (virga) causes intense cooling of rain-shaft
and subsequent cold air plunge.

Model of Pilot Actions
The following flow chart has been formulated to assist the PIC in early
recognition and recovery techniques.
Evaluate the weather.
NO Any signs of
windshear?
YES Avoid known

windshear.
Is it safe
to continue? NO
YES
Consider precautions.
Follow standard
operating techniques.
Windshear recovery
technique.
Report the encounter.
Takeoff Precautions
• Use maximum rated takeoff power

• Use longest suitable runway
• Consider using recommended flap setting
• Consider using increased rotation airspeed
• Do not use speed referenced flight director
Approach Precautions
• Stabilize approach no later than 1,000 feet AGL

• Minimize power reductions
• Use most suitable runway
• Consider using recommended flap setting
• Consider using increased approach speed
• Use autoflight systems during approach
Windshear Recognition
• Recognition of windshear encounter is difficult and is usually

complicated by marginal weather
• Time available for recognition and recovery is short (as little as
5 seconds)
• It is essential for prompt windshear recognition and recovery
Guidelines for Windshear Recognition
The PIC should be prepared to execute the recommended recovery

procedure immediately if deviations from target conditions in excess
of the following occur:
Takeoff/Approach
• ± 15 knots indicated airspeed
• ± 500 fpm vertical speed
• ± 5° pitch attitude
Approach
• ± 1 dot glidescope displacement
• Unusual power lever position for a significant period of time
Pilot Technique
• Flight path must be controlled with pitch attitude (unusual stick

forces may be required as a result)
• Lower-than-normal airspeed may have to be accepted to
counter lift loss

Windshear
WINDSHEAR (Red)—Message flashes for 5 seconds and then

becomes steady in the PFD’s ADI sphere. When an aural “Wind-
shear, Windshear, Windshear” warning activates, immediately
initiate corrective action to eliminate the cause for the warning as
follows. Windshear escape flight guidance is not provided.
1. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T/O DETENT
2. Airplane Pitch Attitude. . . . . . . . . . . . . . INITIAL PITCH OF 10°
(Flight Director Go-Around
Pitch Command)
3. Speed Brake. . . . . . . . . . . . . . . . . . . . . CONFIRM RETRACTED
4. Do not retract flaps or landing gear until safe climb-out is
assured.
After Positive Rate-of-Climb Is Established with an Airspeed of
At Least 1.3 VS, V Stall Caret in lAS Window
5. Flaps. . . . . . . . . . . . . . . . . . . T.O. & APPR (15°) if LAND (35°)
6. Climb Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
7. Landing Gear. . . . . . UP (ground contact no longer probable)
8. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
9. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Configuration
Maintain flap and gear position until terrain clearance is assured.
Although a small performance increase is available after landing
gear retraction, initial performance degradation may occur when
landing gear doors open for retraction. While extending flaps
during a recovery after liftoff may result in a performance benefit,
it is not a recommended technique because:
Accidentally retracting flaps (the usual direction of movement) has

a large adverse impact on performance.
Configuration
Maintain flap and gear position until terrain clearance is assured.

Although a small performance increase is available after landing gear
retraction, initial performance degradation may occur when landing
gear doors open for retraction. While extending flaps during a
recovery after liftoff may result in a performance benefit, it is not a
recommended technique because:
Accidentally retracting flaps (the usual direction of movement) has a

large adverse impact on performance.
If landing gear retraction had been initiated prior to recognition of the

encounter, extending flaps beyond a takeoff flap setting might result
in a continuous warning horn, which distracts the crew.
Additional Considerations
If autopilot/flight director systems specifically designed for operation

in windshear are engaged during approach, they should be used
during the recovery maneuver. These systems may aid in recovery
from an inadvertent windshear encounter. However, due to limited
time available to recognize and respond, do not engage the autopilot
or autothrottle if these systems were not engaged prior to recovery.
Warning: A flight director and/or autoflight system that is not

specifically designed for operation in windshear may command a
pitch attitude change to follow target airspeeds or a fixed pitch
attitude regardless of flight path degradation.
Use of autopilot control wheel steering (CWS) has not been fully
evaluated for its effectiveness in a windshear encounter. One
consideration regarding CWS is that it is usually a single channel
autopilot mode and, as such, has reduced control authority. In any
case, if CWS is used during a windshear encounter, its use should be
discontinued if it produces difficulty in achieving the desired attitude.
Some flight directors are equipped with a selectable pitch attitude

mode. If normal procedures utilize this feature, the selectable pitch
attitude mode may be effectively used in a windshear encounter
provided the selected attitude is within the acceptable range.
Avoid stabilizer trim changes in response to short-term windshear-

produced airspeed/stick force changes. However, stabilizer trim
should be used to trim out stick force due to thrust application.
Throughout recovery, the PIC should monitor vertical flight path

deviations using the barometric altimeter, radio altimeter, or vertical
speed indicator as appropriate.


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Maneuvers and Procedures

Revision # Issue Date Initials

ii FOR TRAINING PURPOSES ONLY CITATION XLS REVISION ORIGINAL 05/15

List of Effective Pages

i 05/15 Original 3-2 05/15 Original

iv FOR TRAINING PURPOSES ONLY CITATION XLS REVISION ORIGINAL 05/15

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . Chapter 1

vi FOR TRAINING PURPOSES ONLY CITATION XLS REVISION ORIGINAL 05/15

SimCom strongly supports the premise that the disciplined use of

The procedures described herein are specific to the Citation XLS

After the completion of any checklist, the PM states, "____ checklist

In executing the checklist, the following guidance should be followed:

The PF normally commands and executes the takeoff abort for:

A malfunction during a critical phase of flight (i.e., requiring immedi-

The PM usually is the first to observe any indication of a critical fail-

On verification of the malfunction, the PF announces his decision and

Checklist Utilization—Non-Recall Procedures

On recognition and verification of the malfunction, the PIC specifically

Following this determination, the PF calls for the appropriate check-

Checklist Utilization—Abnormal/Emergency Procedures

Emergency situations requiring immediate corrective actions, iden-

Abnormal and emergency checklists should be accomplished so that

Any checklist action pertaining to a specific control switch or equip-

ILS, on ILS approaches: The marker beacon audio is used as a back-

Communications: When directed by the PF or ATC to change to a

Transitioning from IMC to VMC

A stabilized approach is one of the key features of safe ap-

A stabilized approach is characterized by a constant-angle,

Flight should be stabilized by 1,000 feet HAT in IMC and 500

An approach is stabilized when all of the following criteria are

The airplane is on the correct track.

The airplane is in the proper landing configuration.

Note: Normal bracketing corrections relate to bank angle,

Rate of Descent—±300 fpm deviation from target.

Overshoots—Normal bracketing corrections occasionally

The airplane speed is within the acceptable range speci-

The rate of descent is no greater than 1,000 feet per min-

• If an expected rate of descent greater than 1,000 fpm

Power setting is appropriate for the landing configuration

Sterile Cockpit Procedures

Sterile cockpit procedures, refraining from non-essential activities

Crew Resource Management (CRM) is defined as managing

CRM training helps the pilot maintain situational awareness by

CRM focuses on situational awareness, communication skills,

Standard Operating Procedures

Standard Operating Procedures

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Standard Operating Procedures

PM Challenge/no response must be answered immedi-

A flow pattern is a disciplined procedure requiring me-

Standard Operating Procedures

Time-Critical Situations In any case, the following should be implemented:

Non-Critical Malfunctions in Flight

Standard Operating Procedures

Takeoff Brief R: Runway Condition

ACTION: Brief the following: (W.A.R.T.S.S.S.)

Standard Operating Procedures

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Standard Operating Procedures

II. Phase of Flight (Calls) SOPs

Call: “Before Takeoff ACTION: Complete Before

ACTION: Positive back pres-