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CITATION II
PILOT TRAINING MANUAL

VOLUME 1
OPERATIONAL
INFORMATION

FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
Pilot courses for the Citation II and other Citation aircraft are taught at:

Cessna Learning Center

1951 Airport Road
Wichira, KS 67277
(316) 943-2140

Long Beach Learning Center

Long Beach Municipal Airport
4330 Donald Douglas Drive
Long Beach, CA 90808

Toledo Learning Center

Toledo Express Airport
11600 West Airport Service Road
Swanton, OH 43558
(419) 865-0551

Paris Learning Center

BP 25, Zone d’Aviation d’Affaires
Bldg. 404, Aeroport du Bourger
93352 Le Bourget CEDEX, France
+33 (1) 49-92-19-19

Miami Airline Center

4800 N.W. 36th Street
Miami, FL 33266-1198
(305) 871-8625

San Antonio Learning Center

San Antonio International Airport
9027 Airport Boulevard
San Antonio, TX 78216-4806

Copyright © 1997 by FlightSafety International, Inc. All rights

reserved. Printed in the United States of America.
F O R T R A I N I N G P U R P O S E S O N LY

NOTICE
The material contained in this training manual is based on information
obtained from the aircraft manufacturer ’s Pilot Manuals and
Maintenance Manuals. It is to be used for familiarization and training
purposes only.

At the time of printing it contained then-current information. In the event

of conflict between data provided herein and that in publications issued
by the manufacturer or the FAA, that of the manufacturer or the FAA
shall take precedence.

We at FlightSafety want you to have the best training possible. We

welcome any suggestions you might have for improving this manual or
any other aspect of our training program.

F O R T R A I N I N G P U R P O S E S O N LY
 CONTENTS
EXPANDED CHECKLIST
Normal Procedures
Abnormal/Emergency Procedures
LIMITATIONS
MANUEVERS AND PROCEDURES
WEIGHT AND BALANCE
PERFORMANCE
CRM
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NORMAL PROCEDURES
CONTENTS
Page
PREFLIGHT INSPECTION ..................................................................................................NP-1
AIRCRAFT PREPARATION ................................................................................................NP-1
PRELIMINARY COCKPIT INSPECTION ..........................................................................NP-2
EXTERIOR EXPECTION .....................................................................................................NP-4
INTERIOR EXPECTION....................................................................................................NP-12
BEFORE STARTING ENGINES ........................................................................................NP-15
STARTING ENGINES ........................................................................................................NP-16
BEFORE TAXIING .............................................................................................................NP-18
TAXIING .............................................................................................................................NP-23
BEFORE TAKEOFF............................................................................................................NP-24
TAKEOFF ............................................................................................................................NP-26
AFTER TAKEOFF OR GO-AROUND...............................................................................NP-26
CRUISE................................................................................................................................NP-28
DESCENT............................................................................................................................NP-29
APPROACH OR TRAFFIC PATTERN ..............................................................................NP-30
BEFORE LANDING ...........................................................................................................NP-32
LANDING (WITHOUT USE OF THRUST REVERSERS) ..............................................NP-34
LANDING (WITH USE OF THRUST REVERSERS).......................................................NP-35
AFTER LANDING..............................................................................................................NP-36
ENGINE SHUTDOWN .......................................................................................................NP-38
TURBULENT AIR PENETRATION ..................................................................................NP-39

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NORMAL PROCEDURES
This section presents the abbreviated cockpit checklist provided with each Citation II in ex-
panded form. Should any conflict exist between this information and the checklist in the FAA-
approved Airplane Flight Manual, the AFM shall take precedence. Any implied technique
presented assumes that proper pilot skill and judgement are exercised.

PREFLIGHT INSPECTION
A preliminary cockpit inspection should be made on the first flight of the day. Ensure that the
Airworthiness and Registration Certificates and radio license are displayed in the airplane and
that the FAA-approved Airplane Flight Manual is on board. FAA regulations also require a flash-
light and a first aid kit to be carried on transport category airplanes. Check that oxygen masks,
headsets, microphones, and the pilot’s checklist are on board.

Accomplish the following steps before continuing with the Cockpit and Exterior Inspection:

AIRCRAFT PREPARATION

NOTE
If qualified maintenance support is not available, the pilot must also complete the fol-
lowing checks:

1. Fuel (8) and Filter Drains (2)..................................................................................................DRAIN

Four Fuel Drains and one Filter drain are located under each wing. Drain each and check
for sediment and/or water contamination. Push straight up on the drains when taking fuel
samples. The drain may lock open if it is turned.

2. Pitot Covers (2) ..................................................................................................................REMOVE

Remove covers from the two nose mounted pitot tubes. Stow covers in the nose baggage
compartment.

4. Right Engine Oil Level and Covers (2) .....................................................CHECK AND REMOVE

Check for oil level on the dipstick. An accurate oil check must be done with the engine still
hot, preferably approximately 10 minutes after shutdown. If in doubt, run the engine for a
minimum of two minutes, shutdown, and recheck. Make certain filler cap is on securely
and fasten access door.

3. Left Engine Oil Level and Covers (2)........................................................CHECK AND REMOVE

Check for oil level on the dipstick. An accurate oil check must be done with the engine still
hot, preferably approximately 10 minutes after shutdown. If in doubt, run the engine for a min-
imum of two minutes, shutdown, and recheck. Make certain filler cap is on securely and fas-
ten access door.
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5. Battery.........................................................................................................................CONNECTED

Ensure battery in the tail cone is connected.

6. Junction Box Circuit Breakers...............................................................................................CHECK

Ensure the tail cone electrical junction box cover is on and all external breakers are in.

7. Hydraulic Fluid Quantity.......................................................................................................CHECK

Check sight gage on hydraulic reservoir for a reading above the REFILL mark.

8. Fire Bottle Pressure Gages. ...................................................................................................CHECK

Check temperature/pressure relationships. Check that the pressure in the bottles is within
limits for the ambient temperature. A pressure/temperature chart is located between the bot-
tles in the tail cone compartment. Checking for correct bottle pressure is the only way to
determine the bottles are full. The BOTTLE ARMED light on the glareshield will illumi-
nate when the ENG FIRE switch is pushed regardless of the bottle condition.

9. ACM Oil Level (UNs 0482, 0485 and Subsequent)..............................................................CHECK

Check ACM oil level sight gage for adequate oil level.

10. Tail Cone Light ............................................................................................................................OFF

PRELIMINARY COCKPIT INSPECTION

1. Documents and Manuals .......................................................................................................CHECK

a. To be displayed in airplane at all times:

(1) Airworthiness and Registration Certificates

(2) Radio Station License(s)

b. To be carried in the airplane at all times:

(1) FAA-approved Airplane Flight Manual

(2) Honeywell SPZ-500C Pilot’s Handbook (UNs 0627 and subsequent)

(3) Applicable Long Range Navigation/FMS Operators Manual

2. Flashlight ...............................................................................................................................CHECK
Pilot must have an operable flashlight available.

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3. Fire Extinguisher ...................................................................................................................CHECK

Portable fire extinguisher under the copilot’s seat, tag must be checked for servicing cur-
rency, properly secured, and pressure 150 PSI.

4. Microphones, Headsets, and Oxygen Masks .....................................................................ABOARD

5. Oxygen Quantity....................................................................................................................CHECK

Normal range (Green Arc): 1,600 - 2,000 psi

6. Circuit Breakers.....................................................................................................................CHECK

Check circuit breakers on pilot’s and copilot’s circuit breaker panels are in.

7. All switches .................................................................................................OFF, NORM OR AUTO

8. Control Lock.......................................................................................................................UNLOCK

Control surfaces should be free for exterior inspection.

9. Gear Handle ............................................................................................................................DOWN

10. Elevator, Aileron, and Rudder Trim.............................................................................................SET

Position trim tab indicators within takeoff trim range.

11. Flap Handle ................................................................................AGREES WITH FLAP POSITION

Ensure the flap handle and position indicator agrees with flap position.

12. Throttles ..............................................................................................................................CUTOFF

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EXTERIOR INSPECTION
During the inspection, make a general check for security, condition, and cleanliness of the air-
plane and components. Check particularly for damage, fuel, oil, and hydraulic leakage, secu-
rity of access panels, and removal of keys from locks.

HOT ITEMS AND LIGHTS

1. Battery Switch...........................................................................................................................BATT

Check for a minimum of 24 volts.

2. Pitot/Static Heat.............................................................................................................................ON

P/S HTR OFF annunciator light will go out.

3. Fuel Quantity .........................................................................................................................CHECK

4. Exterior Lights...............................................................................................................................ON

Turn on the following exterior lights switches: TAIL FLOOD, ANTI-COLL, NAV, WING
INSP, BEACON, LANDING LIGHTS (2).

5. Pass Advisory Lights .................................................................................................PASS SAFETY

6. Pitot/Static Heat (After 30 Seconds)............................................................................................OFF

7. Left Static Ports and Pitot Tube.............................................................................................CHECK

Check that left static ports and left pitot tube are warm and clear. At high outside temper-
atures, it is difficult to feel heat from the static port. Running the back of a finger from the
airplane skin over the static port and onto the skin is the easiest way to feel the higher tem-
perature of the port. Do not grasp pitot firmly, severe burns can result.

8. Right Pitot Tube and Static Ports...........................................................................................CHECK

Check that right static ports and right pitot tube are warm and clear. At high outside tem-
peratures, it is difficult to feel heat from the static port. Running the back of a finger from
the airplane skin over the static port and onto the skin is the easiest way to feel the higher
temperature of the port. Do not grasp pitot firmly, severe burns can result.

9. Angle of Attack Sensor.............................................................................................................Check

Free and hot. Use caution in rotating the sensor when hot.

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10. Right Side Exterior Lights.............................................................................................................ON

Check right landing light located on the main gear door, recognition light on the forward
wing tip, green navigation and high intensity white strobe lights mounted on the wing tip
are all illuminated.

11. Tail Exterior Lights .......................................................................................................................ON

Check illumination of the optional red rotating beacon, if installed, located on the upper
tip of the rudder. Check illumination of flood lights, if installed, on top of each horizon-
tal stabilizer and the white position light on the far aft end of the tail.

12. Left Side Exterior Lights...............................................................................................................ON

Check left landing light located on the main gear door, recognition light on the forward wing
tip, red navigation and high intensity white strobe lights mounted on the wing tip are all illu-
minated. Check illumination of the wing inspection light installed on the forward fuselage.

13. Passenger Advisory Lights ..........................................................................................................OFF

Check emergency exit and seat belt/no smoking light illumination prior to placing the switch
OFF.

14. Lights and Battery Switches ........................................................................................................OFF

LEFT NOSE
1. Baggage ...............................................................................................................................SECURE

Ensure all baggage is secure and does not exceed placarded weight limits.

2. Baggage Door ......................................................................................LOCKED, KEY REMOVED

Check latches firmly closed. Ensure forward latch door locked microswitch is seated (UNs
0002 through 0626) or the DOOR NOT LOCKED annunciator will not extinguish. Ensure
the door is key locked to enhance security (UNs 0627 and on must be key locked or the
DOOR NOT LOCKED LH/RH annunciator will not extinguish, UNs 0002 through 0626
may be modified accordingly).

3. Nose Gear ..............................................................................................................................CHECK

Chine and tread must be in good condition to meet the water/slush runway operating lim-
itation. Nose tire inflation pressure is 120 PSI, +5 to - 5 PSI. Since tire pressure will de-
crease as the temperature drops, a slight overinflation can be used to compensate for cold
weather. Nose tires at 21°C (70°F) should be overinflated only 0.5 PSI for each 10°C
(18°F) drop in temperature anticipated at the coldest airport of operation.

Check the two forward gear doors open allowing a visual inspection of the nose gear as-
sembly, shimmy damper and nose gear steering bellcrank. Proper nose oleo strut extension
of a fully fueled aircraft is approximately 2.5 inches. The pilot should verify which type
of nose tire is installed in order to comply with the appropriate water depth limitation (refer
to the Limitations section of the AFM).

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RIGHT NOSE
1. Windshield Alcohol Reservoir ..............................................................................................CHECK

Ball should be at the top of the reservoir sight gage.

2. Gear/Brake Pneumatic Pressure ............................................................................................CHECK

Pressure should indicate between 1,800 and 2,050 psi (needle within the green arc).

3. Power Brake Accumulator.....................................................................................................CHECK

Needle within the light green arc (precharged pressure) or dark green arc (operating pres-
sure) if battery was turned on and circuit breaker was in during cockpit inspection.

4. Brake Fluid Sight Gages........................................................................................................CHECK

The metal “star” in the upper sight gage will have a purple tint when the reservoir is full.
Ball should be at the top of the upper sight gage if the accumulator charge is in the light
green arc (discharged).

ACCUMULATOR ACCUMULATOR
DISCHARGED CHARGED STATUS
Fluid visible at top of upper Fluid visible at bottom of Normal
gage upper gage minimum full

Fluid visible in upper gage Fluid above top of bottom Refill when
gage practical

Fluid level not visible in Fluid at or below top of Refill before

upper gage bottom gage operation

5. Baggage ...............................................................................................................................SECURE

6. Baggage Door ......................................................................................LOCKED, KEY REMOVED

Check latches firmly closed. Ensure forward latch door locked microswitch is seated (UNs
0002 through 0626) or the DOOR NOT LOCKED annunciator will not extinguish. Ensure
the door is key locked to enhance security (UNs 0627 and on must be key locked or the
DOOR NOT LOCKED LH/RH annunciator will not extinguish, UNs 0002 through 0626
may be modified accordingly).

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7. Overboard Vents ....................................................................................................................CHECK

Check brake reservoir vent, alcohol bottle vent and gear/brake air bottle vents are clear.

8. Bottom/Top Antennas............................................................................................................CHECK

Check condition and security of bottom and top fuselage antennas.

RIGHT WING

1. Dorsal Fin Air Inlet................................................................................................................CHECK

A visual check can be made of the right dorsal air inlet from a position in front of the wing.

2. Engine Inlet............................................................................................................................CHECK

Forward T 1 Sensor, Engine Fan Duct, and Fan check for bent blades, nicks, blockage of
stators, and foreign objects. If the fan is windmilling, place hand on bullet nose, or install
engine cover, to stop rotation. If Damage is observed, refer to chapter 72 of the “Turbofan
Engine Maintenance Manual.”

3. Generator Cooling Air Inlet...................................................................................................CHECK

Ensure inlet is clear.

4. Heated Leading Edge.............................................................................................................CHECK

Check condition for damage.

5. Main Landing Gear................................................................................................................CHECK

Check tire for wear and inflation (108 psig ±5 UNS 0002-0626, 100 psig +5 model 551,
115 psig ±5 UNS 0626 and on). Check gear doors and landing light for security. Check wheel
hubcap for condition and security of fastening. Check gear for general security, fluid leak-
age and an approximate oleo strut extension of 2.5 inches if airplane is fully fueled.

6. Deice Boot .............................................................................................................................CHECK

Check boot for cuts that might prevent inflation and for any indication of delamination.

7. Fuel Filler Cap .....................................................................................................................SECURE

Check locking latch closed and directed aft.

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8. Fuel Tank Vent .......................................................................................................................CLEAR

If vent is blocked, a negative pressure may build up in the wing causing the tank to collapse.

9. Static Wicks ...........................................................................................................................CHECK

There should be one static wick on the wing tip, one on the wing trailing edge outboard of
the aileron, and two on the trailing edge of the aileron. Do not fly the airplane with more
than one static wick missing per aileron. Missing static wicks allow precipitation static buildup
which interferes with communications.

10. Aileron, Flap and Speedbrakes..............................................................................................CHECK

Check ailerons for freedom and hinge points for security. Check flaps and speedbrakes for
security. Check that flap position matches the indicator.

RIGHT NACELLE
1. Precooler Overboard Exhaust................................................................................................CHECK

(Precoolers installed on UNs 0001 thru 0481, 0483 and 0484). Ensure the exhaust outlet
is clear.

2. Generator Cooling Air Exhaust .............................................................................................CHECK

Exhaust duct opening should be clear.

3. Engine Fluid Drain Mast .......................................................................................................CHECK

It is normal to find some residual fluid on the drain lines.

4. Engine Exhaust and Bypass Ducts. .......................................................................................CHECK

Check for fuel leakage, damage to turbine blades, cracks, general security. Check condi-
tion of aft T 1 sensor (3 probes).

5. Thrust Reverser Buckets........................................................................................................CHECK

Check for cracks, damage and general security.

RIGHT EMPENNAGE
1. Overboard Vents ....................................................................................................................CHECK

Check bottom of the rear fuselage for three Deice Boot exhaust vents and one vacuum pump
ejector clear.

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2. Air Conditioning Exhausts ....................................................................................................CHECK

Exhaust Vents are located on the lower side of the fuselage aft of the wing trailing edge.
Forward vent is the FREON exhaust and the rear vent is the ACM exhaust.

3. Hydraulic Service Door .........................................................................................................CHECK

No fluid should be coming from the drain and hydraulic panel access door should be secure.

4. Vertical Stabilizer Deice Boot. ..............................................................................................CHECK

Check boot for cuts that might prevent inflation and any indication of delamination.

5. Horizontal Stabilizer Deice Boot...........................................................................................CHECK

Check boots for cuts that might prevent inflation and any indication of delamination.

6. Elevator and Trim Tab ...........................................................................................................CHECK

Check elevators for freedom and hinge points for security. Check two static wicks in place
on each elevator. If static wick is missing, it should be replaced prior to flight to ensure proper
control surface balance. Ensure trim tab position matches elevator trim position indicator.

7. Tail Skid.................................................................................................................................CHECK

Check condition and secured.

8. Rudder and Servo Tab ...........................................................................................................CHECK

Check rudder for freedom and hinge points for security. Ensure trim tab moves in oppo-
site direction when rudder is displaced.

9. Static Wicks ...........................................................................................................................CHECK

Check two static wicks in place on trailing edge of the rudder, one at the tip of the verti-
cal stabilizer and one at the end of the tail cone. If a rudder static wick is missing, it should
be replaced prior to flight to ensure proper control surface balance. Airplanes -0550 and
on also have a static wick on top of the rudder.

LEFT EMPENNAGE
1. Elevator..................................................................................................................................CHECK

Check elevators for freedom and hinge points for security. Check two static wicks in place
on each elevator. If static wick is missing, it should be replaced prior to flight to ensure
proper control surface balance.

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2. Horizontal Stabilizer Deice Boot...........................................................................................CHECK

Check boots for cuts that might prevent inflation and any indication of delamination.

3. Windshield Heat exchanger Exhaust .....................................................................................CHECK

Check, clear.

4. External Power Access Door.................................................................................................CHECK

Check for security and closed.

5. Battery Cooling Vent Lines ...................................................................................................CHECK

Two Vents, clear.

6. Bottom Antennas. ..................................................................................................................CHECK

Check antennas on bottom of fuselage for security and condition.

AFT COMPARTMENT

1. Inner Access Door ...............................................................................................................SECURE

Check inner tail cone access door is closed; latches are firmly closed (UNs 0550 and on).

2. Baggage ...............................................................................................................................SECURE

Ensure all baggage is secure and does not exceed placarded weight limits. Assure engine
covers are secured.

3. Aft Compartment Light Switch ...................................................................................................OFF

4. Outer Access Door...............................................................................LOCKED, KEY REMOVED

Check locks are firmly closed and ensure door locked microswitch is seated. The aft com-
partment access door should be key locked for flight to enhance door security (UNs 0550
and on).

LEFT NACELLE
1. Thrust Reverser Buckets........................................................................................................CHECK

Check for cracks, damage, and general security.

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2. Engine Exhaust and Bypass Ducts ........................................................................................CHECK

Check for fuel leakage, damage to turbine blades, cracks, general security. Check condi-
tion of aft T 1 sensor (3 probes).

3. Engine Fluid Drain Mast .......................................................................................................CHECK

It is normal to find some residual fluid on the drain lines.

4. Generator Cooling Air Exhaust .............................................................................................CHECK

Exhaust duct opening should be clear.

5. Precooler Overboard Exhaust................................................................................................CHECK

(Precoolers installed on UNs 0001 thru 0481, 0483 and 0484). Ensure the exhaust outlet is clear.

LEFT WING
1. Flap, Speedbrakes, Aileron and TrimTab. .............................................................................CHECK

Check flap and speedbrakes for security. Check that flap position matches the indicator. Check
ailerons for freedom and hinge points for security. Check trim tab hinge point and position.

2. Static Wicks ...........................................................................................................................CHECK

There should be one static wick on the wing tip, one on the wing trailing edge outboard of
the aileron, and two on the trailing edge of the aileron. Do not fly the airplane with more
than one static wick missing per aileron. Missing static wicks allow precipitation static buildup
which interferes with communications.

3. Fuel Tank Vent .......................................................................................................................CLEAR

If vent is blocked, a negative pressure may build up in the wing causing the tank to collapse.

4. Fuel Filler Cap .....................................................................................................................SECURE

Check locking latch closed and directed aft.

5. Deice Boot .............................................................................................................................CHECK

Check boot for cuts that might prevent inflation and for any indication of delamination.

6. Main Landing Gear................................................................................................................CHECK

Check tire for wear and inflation (108 psig ±5 UNS 0002-0626, 100 psig +5 model 551,
115 psig ±5 UNS 0626 and on). Check gear doors and landing light for security. Check wheel
hubcap for condition and security of fastening. Check gear for general security, fluid leak-
age and an approximate oleo strut extension of 2.5 inches if airplane is fully fueled.

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7. Heated Leading Edge.............................................................................................................CHECK

Check condition for damage.

8. Generator Cooling Air Inlet...................................................................................................CHECK

Ensure inlet is clear.

9. Engine Inlet............................................................................................................................CHECK

Forward T 1 Sensor, Engine Fan Duct, and Fan check for bent blades, nicks, blockage of
stators, and foreign objects. If the fan is windmilling, place hand on bullet nose, or install
engine cover, to stop rotation. If Damage is observed, refer to chapter 72 of the “Turbofan
Engine Maintenance Manual.”

10. Dorsal Fin Inlet......................................................................................................................CHECK

Left dorsal fin air inlet, clear.

11. Cabin Door Seal.....................................................................................................................CHECK

Inspect for rips and tears.

INTERIOR INSPECTION
CABIN
1. Emergency Exit..........................................................................................................PIN, REMOVE

Remove handle lock pin. Check fit of door, handle stowed and guard in place.

2. Passenger Seats and Belts......................................................................................................CHECK

Passenger seats should be positioned full upright, outboard, and aft or forward to clear exit
doors. Seat belts installed.

3. Baggage ...............................................................................................................................SECURE

4. Door Entry Lights .................................................................................................................OFF/ON

Door entry light switch located on entry door post. On or Off as applicable.

5. Exit Placards ........................................................................................................................SECURE

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6. Fire Extinguisher....................................................................................................................CHECK

Normally located behind the rear most seat. Check for servicing date and security.

7. First Aid Kit...........................................................................................................................CHECK

Normally located next to the cabin fire extinguisher. Check for security.

COCKPIT

NOTE
* indicates items which must be completed only on the first flight of each day.

*1. Oxygen Masks..................................................................................................................CHECKED

Check mask at 100% and in EMER with crew masks connected to side console outlets; check
mic. With regulator set at 100% and EMER, verify green band visible in O 2 Supply line.

The crew can verify oxygen flow by donning the mask with the regulator in the 100% po-
sition and ensuring that no restrictions to breathing are present. The crew masks must be
stowed on the quick-donning hook (EROS masks properly stowed in the receptacle above
each pilot) and set to 100% for flight above FL 250.

*2. Oxygen Control Valves......................................................................................................NORMAL

UNs 0002 thru 0505, Oxygen Priority Valve and Pass Oxy Masks Valve in NORMAL. If
Valves are not properly positioned, place the Forward Pass Oxy Masks valve in NORMAL
first to prevent inadvertent deployment of the cabin masks. UNs 0550 and on, Oxygen Control
Valve in NORMAL.

*3. Circuit Breakers.....................................................................................................................CHECK

Circuit Breakers on both C/B panels and subpanels (if installed), check in.

4. All Switches.................................................................................................OFF, NORM OR AUTO

All radios and avionics off to preclude the possibility of equipment damage due to voltage
variances during start.

Because the engine bleed ports do not open until positive pressure is evident, it is not nec-
essary to turn off the pressurization source selector, and it may be left in NORM for start-
ing and all normal operation. Check boost pumps and ignition NORM, crossfeed OFF,
windshield bleed air valves OFF and engine synchronizer OFF.

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5. Generators .............................................................................................GEN (OFF IF GPU START)

6. Standby Gyro Switch...............................................................................................TEST AND OFF

Place switch to TEST momentarily; check green light ON. Place switch to ON momentar-
ily; check amber light ON. Place switch OFF.

7. Landing Gear Handle..............................................................................................................DOWN

Three green lights are illuminated and unlock light is extinguished.

8. Throttles ...............................................................................................................................CUTOFF

Check that throttles are latched in the cutoff position.

*9. Battery Switch.................................................................................................EMER(CHECK BUS)

Check Power to emergency bus items.

NOTE
With the battery switch in EMER and the generators OFF, a properly charged battery
will supply power for approximately 30 minutes to COMM 1, NAV 2, pilot’s and
copilot’s audio panels (0627 and On), overhead floodlights, copilot’s HSI (directional
gyro, course deviation indicator, and glideslope indicator), and copilot’s ADI (0627
and on).COMM 1/NAV 1 can be used on the emergency bus for clearance/ATIS with-
out operating other airplane equipment, if needed, prior to engine start.

10. ATIS and Clearance ..............................................................................................................COPIED

11. Battery Switch .............................................................................................BATT (24 VOLTS MIN)

Voltmeter checked at 24 volts for battery start; 28 volts with external power applied.

12. Ground Power Unit (If Desired) .................................................................................CONNECTED

Check battery voltage minimum 24V prior to connecting the EPU.

13. Rotary Test Switch. ..........................................................................................................CHECKED

Perform warning test with rotary selector. Check in the OFF position with the red light ex-
tinguished.

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NOTE
The W/S TEMP annunciator may not test after cold soak at extremely cold tempera-
tures. If this occurs, repeat the test after the cabin has warmed up. The test must be
completed prior to flight.

14. Engine Instruments ..........................................................................................................NO FLAGS

15. Fuel Quantity....................................................................................................................CHECKED

Confirm flight fuel is on board. Maximum allowable quantity differential between wing
tanks is 600 pounds.

16. Battery Switch (For Power-Off Delay)........................................................................................OFF

BEFORE STARTING ENGINES

1. Preflight Inspections ......................................................................................................COMPLETE

2. Cabin Door..........................................................................................................................LOCKED

Check green indicators for proper door pin position; handle is vertical and in the detent position.

3. Passenger Briefing .........................................................................................................COMPLETE

Include seat, seat belt adjustment, emergency exits, smoking, and oxygen.

4. Battery Switch...........................................................................................................................BATT

5. Parking Brake...............................................................................................................................SET

Depressing the brake pedals and pulling the parking brake handle out traps applied pres-
sure to the wheel brakes. If the brake accumulator charge did not indicate in the dark green
or light green arc on the walk-around check, the accumulator must be charged by turning
the battery switch to BATT shortly before setting the brakes.

6. Wheel Chocks..................................................................................................................REMOVED

7. Seats and Pedals..............................................................................................................ADJUSTED

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Crew seats adjust fore and aft with the handle below the forward center seat section, ver-
tically with the handle on the aisle side forward corner, and tilt with the handle at the lower
rear on the aisle side. Check that seats are locked in the desired position. Check that seat
belts are snug and shoulder harnesses are latched to the buckle. Rudder pedals adjust in-
dividually by depressing the tab on the inboard side and moving fore or aft. Three posi-
tions are available. Check that pedals are locked in the desired position.

8. Optional Air Conditioner (Freon) ................................................................................................OFF

9. Cockpit Lights..............................................................................................................................SET

Adjust flood and center panel lights full bright for night operations.

10. Rotating Beacon (If Installed) .......................................................................................................ON

STARTING ENGINES
Clear the area behind the airplane and check for foreign objects in front of the engine inlet.

Either engine may be started first. If the door is secured prior to battery start initiation, it is rec-
ommended that the left engine be started first.Spool up will be slightly faster due to less line loss
because the battery is mounted on the left side of the tail cone compartment. Due to foreign ob-
ject hazard, the left engine should not be running during boarding or deplaning. If last minute
boarding or use of BLEED AIR GND is anticipated, the right engine should be started first.

If the aircraft has been cold soaked at temperatures below -12°C (10°F) and the engines have
not been preheated, the use of external power or warming the battery to -12°C (10°F) or warmer
is recommended. This temperature may be checked with the battery temperature gage. Proper
battery warm up may require extended application of heat to the battery.

1. First Engine .............................................................................................................................START

Momentarily depressing an ENGINE START button causes the button and engine instru-
ment floodlights to illuminate, activates the fuel boost pump and the associated FUEL BOOST
ON annunciator light (associated FUEL PRESS LO annunciator light extinguishes), and
commences engine rotation.

At 8-10% turbine rpm, lifting the cutoff latch and advancing the throttle to idle activates
the ignition and the associated ignition light, and initiates fuel flow. Check for ITT rise.
Abort start if ITT rapidly approaches 700° C or shows no rise within 10 seconds.

NOTE
The temperatures during ground start should not exceed 500° C. Temperatures exceeding
this value should be investigated in accordance with the Engine Maintenance Manual.

Check for indication of N 1 rpm at a N 2 rpm of 20-25%. Abort start if no N 1 rpm is shown
by 25% N 2 rpm.

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After light-off occurs, at approximately 30 to 44% turbine RPM, the starter relay opens,
terminates ignition and fuel boost and turns off the start button and the instrument flood-
lights. During a battery start with the GEN switch ON, the generator will come on line, ex-
tinguishing the GEN OFF light, at approximately 40 to 42 percent turbine RPM.

Check that engine instruments are within limits and all annunciator lights associated with
the engine start are extinguished (FUEL BOOST ON, FUEL LOW PRESS, HYD PRESS
LO, OIL PRESS LO and GEN OFF).

Should automatic start sequencing not terminate, the boost pump, ignition and associated
lights will remain on. The starter, however will discontinue cranking due to speed sensing
which governs at approximately 40 to 43 percent N 2 . Depressing the STARTER DISEN-
GAGE button will terminate the automatic start sequence. This button is illuminated any
time the PANEL LIGHT CONTROL master switch is ON.

An overcurrent and overvoltage protection system is provided during use of an external

power unit (EPU). The control unit monitors the external power unit voltage and will deen-
ergize the external power relay if the voltage is above 32.5 volts. During an engine start
using the external power unit, a signal is applied by the current to the control unit. If the
signal indicates more that 1200 amps after two seconds, the control unit will de-energize
the external power relay and terminate the start. External power cannot be reapplied to the
airplane until current has been interrupted after the start termination for current protection
or until the voltage is reduced below 32.5 volts for voltage protection.

2. RPM (without GPU) ........................................................................................................49-50% N2.

CAUTION

TURBINE SPEED GREATER THAN 50 PERCENT ON THE OPERATING ENGINE

WILL PRODUCE A GENERATOR OUTPUT WHICH MAY DAMAGE THE GEN-
ERATOR DRIVE DURING THE SECOND ENGINE START.

3. Second Engine.........................................................................................................................START

(All notes associated under First Engine start apply for Second Engine Start except both
Start Button lights illuminate indicating a generator assisted start).

4. External Power ...................................................................................................................REMOVE

Signal ground handling personnel to disconnect the ground power unit. Ensure the unit is
clear prior to taxi.

NOTE
As ground power is disconnected the voltmeter will display a drop in voltage to bat-
tery voltage. If the voltage drops to zero (loss of ship’s power), check the battery in
the tailcone for proper connection.

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5. Generators ...................................................................................................................................GEN

It may not be possible to bring the generators on the line until external power is removed.
In any case, electrical equipment should not be turned on until both GEN OFF lights are
extinguished. The voltmeter reads bus voltage and should indicate 28 volts in all positions.
The ammeter should indicate that each generator is accepting an equal load.

NOTE
When operating in visible moisture and ambient air temperature is between +10°C and
-30°C, turn pitot and static heat ON, and engine LH and RH anti-ice systems ON. If
temperature is warmer than -18°C, turn W/S BLEED air switch to LO, if temperature
is colder that -18°C, place the switch to HI. Check W/S bleed-air valves are at MAX.
For sustained ground operation, the engines should be operated for one out of every
four minutes at 65% turbine rpm or above.

BEFORE TAXIING

1. Avionics Power Switches ..............................................................................................................ON

Place switches to INV1 or 2 and ON (UNs 0002 thru 0505) and to AC and ON (UNs 0550
and on).

The right ON/OFF switch for all unit numbers is the master avionics power switch for all
avionics equipment both DC and AC (provided the inverter(s) is/are ON). Individual
ON/OFF switches can be left on with power to each controlled by the master switch. During
ground operation, the radar should be switched to STBY.

UNs 0002 thru 0505, the INV1/INV2 switch selects which inverter powers the AC system.

UNs 0550 and on, the center OFF/AC switch powers up both inverters to power the AC
system. The left INV1/TEST/INV2 switch is used to test each individual inverter’s abil-
ity to power the complete AC system.

2. DC Amps and Volts..........................................................................................................CHECKED

Check voltmeter 28.5V and amperes equal (LH and RH). Turn off one generator (normally
the side of the first engine start), check amperage “zero” on that side. The opposite side
amp gage registers double the previous load (ensures the 225 amp current limiters are in-
tact). Check voltmeter for 28.5 V (voltmeter selector switch remains in the BATT position,
on-line generator full load check). Position voltmeter selector switch to the off-line gen-
erator and check for stable 28.5 volts. Turn off-line generator switch to GEN and repeat
sequence for the other side generator. Completion of checks ensure voltage registers 28.5
V and amp gages register equal load per generator (within 10% of total load).

3. Anti-Ice and Deice Systems. ............................................................................................CHECKED

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Anti-ice
CAUTION

LIMIT GROUND OPERATION OF PITOT-STATIC HEAT TO TWO MINUTES TO

PRECLUDE DAMAGE TO THE ANGLE-OF-ATTACK AND PITOT-STATIC SYS-
TEMS.

NOTE
When operating in visible moisture and ambient air temperature is between +10° C
and -30° C, turn pitot and static heat ON, and engine LH and RH anti-ice systems ON.
If temperature is warmer than -18°C, turn W/S BLEED air switch to LO, if tempera-
ture is colder that -18°C, place the switch to HI. Check W/S bleed-air valves are at
MAX. For sustained ground operation, the engines should be operated for one out of
every four minutes at 65% turbine rpm or above.

Clear the area behind the aircraft, set power at or above 60% N 2 . Place the ENGINE ANTI-
ICE switches ON and note the following indications for proper operation: Rising ITT, de-
creasing RPM, an increase in amperage, and the ignition and the ENG ICE FAIL annunciator
lights illuminate. Select pitot-static and windshield anti-ice as required.

Deice

CAUTION

DO NOT OPERATE DEICE BOOTS WHEN AMBIENT AIR TEMPERATURE IS

BELOW -40° C (-40° F).

Actuate SURFACE DE-ICE switch to ON and visually check operation of the boots and il-
lumination of the SURF DEICE annunciator light (illuminates twice during a normal
cycle). Actuation of the boots will result in one complete inflation and deflation cycle.

4. Standby Gyro Switch.....................................................................................................................ON

Place Standby Gyro switch ON and observe lights adjacent to the switch remain extinguished.
Uncage (no flags).

5. Pass Advisory Lights .................................................................................................PASS SAFETY

6. Antiskid.....................................................................................................................AS REQUIRED

UNs 0002 thru 0436, Anti-skid switch OFF to preclude inadvertent anti-skid operation re-
leasing the brakes during brake applications.UNs 0437 and on, Anti-skid switch ON.

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NOTE
UNs 0437 and On:
If the antiskid is turned off prior to or during taxiing, it must be turned on prior to take-
off. The antiskid must be turned on and the self-test sequence completed (antiskid an-
nuciator light out) while the airplane is stationary. If the airplane is taxiing when the
antiskid system is actuated, the antiskid test sequence will not be completed success-
fully and antiskid will not be operational during takeoff.

7. Gyro Pressure ...................................................................................................................CHECKED

(UNs 0002 thru 0626)

8. Battery Temp ....................................................................................................................CHECKED

Check the BATT O’HEAT annunciator light is extinguished and the temperature is in the
normal range on the BATT TEMP gage.

9. Pressurization ...............................................................................................................................SET

Select the desired cruising altitude plus 1,000 ft on the dial labeled ACFT. Cabin altitude
at this cruise altitude will be displayed on the adjacent scale labeled CABIN. Position the
cabin rate control selector knob so that the pointer falls within the nominal white arc.

10. Electric Elevator Trim ...........................................................................................................CHECK

Operate electric elevator trim nose up and push AP/TRIM DISC switch. Verify elevator
trim wheel stops rotating. Trim should not operate while pressing only one side of split
trim switch. Repeat check for nose down trim. Repeat trim check for copilot’s AP/TRIM
DISC switch. Set the trim as required for center-of-gravity.

11. Speedbrakes.........................................................................................................................CYCLED

Extend speedbrakes. HYD PRESS ON light should be on until speedbrakes are extended,
then go out. SPD BRAKE EXTEND light should be on. Observe speedbrakes on top of wing.
Retract speedbrakes. Note HYD PRESS ON light is on, then off; SPD BRAKE EXTEND
light goes out, and speedbrakes are retracted.

12. Passenger Seats ................................................................................................................CHECKED

Check seats locked in the desired position.

13. Belts and Harnesses ........................................................................................................FASTENED

Check seat belts snug and shoulder harnesses latched at the buckle.

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14. ATIS and Clearance ..............................................................................................................COPIED

15. Avionics, EFIS and LRN/FMS ......................................................TESTED, CHECKED AND SET

UNs 0627 and on, EFIS Display Controller Test Button. Push and pilot verify the following:

• Radio altimeter test value 50 feet

• All digit readouts replaced with dashes (except radio altimeter displays)

• All flags in view

• Command cue (if selected) bias from view

• Test pass light illuminates in upper left corner EADI.

All aircraft: Check navigation radios tuned to desired frequencies and courses set. Check
transponder on proper code and in standby; turn to ALT just before takeoff.

Set flight director for takeoff, normally GA, heading and ALTITUDE PRE-SELECT.

Load and set LRN/FMS for departure.

16. Inverters................................................................................................................................TESTED

Perform inverter test (UNs 0002 thru 0505):

AC power is supplied by either inverter with the remaining inverter available as a backup.
Selecting INV1 or INV2 will extinguish the AC FAIL annunciator light. Each inverter should
be selected to ensure both operate. The switch can then be left in either INV1 position or
INV2 position. The second avionics ON/OFF switch is a master switch for all avionics equip-
ment. Individual ON/OFF switches can be left on with power to each controlled by the
master switch. During ground operation the radar should be switched to STNDBY.

Perform inverter test (UNs 0550 and on):

The left avionics power switch (INV1/TEST/INV2) tests each inverter’s ability to power
the complete AC system. Accomplish the following check after the gyros have erected, to
ensure operation of the automatic inverter switching system:

A. AC test Switch-INV1.
The number 1 inverter will be turned off and the number 1 INVERTER FAIL light will il-
luminate. The AC system must continue to operate with power from inverter number 2.

B. AC test Switch-INV2.
The number 2 inverter will be turned off and the number 2 INVERTER FAIL light will il-
luminate. The AC system must continue to operate with power from inverter number 1.

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NOTE
As the test switch is placed to INV1 and INV2, the AC FAIL annunciator and the MAS-
TER WARNING lights will illuminate. Press a MASTER WARNING RESET and the
MASTER WARNING Lights and AC FAIL annunicator will extinguish.

17. Autopilot...............................................................................................................................TESTED

Push to Test
Engage autopilot, check pitch and roll command, heading mode, alt mode and trim. Press
the AUTOPILOT TEST EACH FLT button and hold. Push-to-test must illuminate the AP
TORQUE annunciator (UNs 0162 and on) (both annunciators if two EFIS systems are in-
stalled), followed by disengagement of the autopilot, illumination of the AUTOPILOT OFF
annunciator light, and the autopilot warning horn sounding for one second. If all annun-
ciators do not illuminate the autopilot may not be functional.

The test button on the autopilot controller provides a test for the torque limiters (current
limiters) (UNs 0162 and on) and the autopilot disconnect warning horn. After engaging
the autopilot, pressing the TEST button will cause the autopilot to disengage by simulat-
ing a failure in the torque limiters. The AP TORQUE annunciator light will come on.

Functional Test
Engage the autopilot with the elevators and ailerons in the neutral position. rotation of the
pitch wheel must result in movement of the elevators in the direction of pitch wheel move-
ment. Rotation of the turn knob must result in movement of the aileron in the direction of
the turn knob movement. Engage the heading mode with the heading cursor under the lub-
ber line. Move the heading cursor to the left of the lubber line and the control wheel should
roll left. Engage the altitude hold mode, then set the pilot’s altimeter to a lower altitude;
the control wheel should move aft. Disengage the altitude hold mode and reset the altimeter.
Pull aft on the control wheel; after a short delay, the elevator trim wheel must start trim-
ming nose down. Disengage the autopilot with the AP/TRIM DISC switch on the control
wheel. The autopilot must disengage and the AUTOPILOT off light must illuminate for
one second.

This test should be performed prior to each flight. If the autopilot does not disconnect, or
the AP TORQUE annuciator does not illuminate, the system should be checked before using
the autopilot in flight.

18. Cockpit Voice Recorder .......................................................................................................TESTED

Push test button for 5 sec and verify the recorder is operational by observing the green light
illuminated. Depress the ERASE button for two seconds.

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TAXIING
Gradually apply just enough thrust to break inertia. Reduce power to the amount necessary to
achieve desired taxi speed. Avoid riding the brakes and always place the throttles to idle before
commencing braking caution should be exercised in congested areas to reduce the possibility
of blast damage to equipment and personnel.

Taxiing on one engine may be advisable at light weights to reduce brake wear, particularly in
very cold weather when idle thrust is relatively high. Turning capability into the live engine is
reduced however, and consideration should be given to the direction of anticipated turns in de-
ciding which engine to operate. Peak exhaust velocity to generate the necessary thrust will be
higher on one engine. Maneuvering in close quarters may dictate the use of both engines.

Ground Operations in visible moisture with an outside ambient air temperature from +4°C
(40°F) to -30°C (-22°F) require that ENGINE ANTI-ICE be ON and the engines run at or above
65% N 2 one minute out of every four.

1. Exterior Lights ..........................................................................................................AS REQUIRED

2. Brakes and Steering..........................................................................................................CHECKED

Check operation of the pilot’s and copilot’s brakes and steering early in the taxi.

CAUTION

IF, DURING TAXIING, A HARD BRAKE PEDAL — NO BRAKING CONDITION

IS ENCOUNTERED, OPERATE THE EMERGENCY BRAKE SYSTEM. MAINTE-
NANCE IS REQUIRED BEFORE FLIGHT.

3. Standby Gyro .......................................................................................UNCAGED AND NO FLAG

4. Flight Instruments ............................................................................................................CHECKED

No warning flags showing. Observe heading indicators, radio magnetic indicators (RMI’s)
and magnetic compass in agreement and turning freely. Check turn and bank indicators for
proper movement. Check the GYRO SLAVE switches in AUTO and the vertical speed in-
dicators (VSI’s) at zero.

5. Thrust Reversers...............................................................................................................CHECKED

Check sequencing and timing of lights.

CAUTION
DO NOT ATTEMPT TO FLY THE AIRPLANE IF THE THRUST REVERSER PRE-
FLIGHT CHECK IS UNSUCCESSFUL.

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Deploy the reversers. Check for illumination of both ARM, UNLOCK, and DEPLOY annunci-
ators, and sequencing of the annunciators in that order. Check that the thrust reverser throttle
lever lockout solenoid releases the thrust reverser levers after the DEPLOY lights have illu-
minated. The MASTER WARNING must not illuminate. Activate both emergency stow switches.
The DEPLOY and UNLOCK annunciators shall extinguish (in that order), and the ARM light
shall remain illuminated. Stow both thrust reverser levers. The ARM lights shall remain illu-
minated and UNLOCK and DEPLOY lights shall remain extinguished. Return the emergency
stow switches to NORMAL. Both ARM lights shall extinguish.

BEFORE TAKEOFF

1. Anti-ice and Deice Systems......................................................................................AS REQUIRED

NOTE
The anti-ice systems must be checked prior to takeoff if flight into icing conditions is
expected. Approximately 70% turbine speed is required to provide adequate engine
bleed air to extinguish the ENGINE ANTI-ICE light in 2 minutes or less.

2. Flight Controls...........................................................................................................................FREE

Check for full travel of all controls. Observe aileron and elevator for correct movement.
The elevator and ailerons can be seen from the cockpit.

3. Flaps and Trim ....................................................................CHECKED AND SET FOR TAKEOFF

Position the flap handle to the planned takeoff setting; verify flaps follow. Check the
aileron and rudder trim correctly set and the elevator trim set in the takeoff range.

4. Antiskid .........................................................................................................................................ON

Ensure ANTI-SKID INOP annunciator extinguished

5. Takeoff Data....................................................................................................CONFIRM AND SET

Confirm takeoff flap setting. Check field length at takeoff gross weight against runway avail-
able using actual temperature, runway slope, pressure altitude, and wind information.
Check gross weight against maximum available takeoff weight using actual temperature
and pressure altitude information. Refer to performance tables for takeoff N 1 , V 1 , V R , V 2 ,
and best single-engine climb speed(V ENR ).

6. Crew Briefing.................................................................................................................COMPLETE

It is suggested that the pilot brief the copilot and crew on takeoff procedures at this point.
This briefing may consist of discussion concerning crew coordination with respect to flap
setting, use of anti-ice, review of takeoff power setting, “V” speeds, and other airspeed call-
outs desired, and normal and emergency procedures.

A review of the planned departure and climbout procedures, as well as NAV aids to be used,
may also be conducted at this time.

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Line-up Check
7. Ignitions.........................................................................................................................................ON

Turning the ignition ON will help to prevent a flameout if the engine should ingest water
spray or a foreign object on takeoff.

8. Pitot Static Heat.............................................................................................................................ON

Limit ground operation of pitot-static heat to two minutes to preclude damage to the angle-
of-attack system and pitot/static system.

9. Exterior Lights......................................................................................................ON

Do not operate the anticollision lights in conditions of fog, clouds, or haze as the reflec-
tion of the light beam can cause disorientation or vertigo.

10. Transponder and Radar..................................................................................................................ON

Set transponder to assigned mode and code.

CAUTION
RADAR WILL NOT TRANSMIT ON THE GROUND UNLESS BOTH RANGE BUT-
TONS ARE PUSHED SIMULTANEOUSLY.

11. Annunciator Panel..................................................................................................................CLEAR

All annunciator lights should be extinguished.

12. Throttles............................................................................................................SET FOR TAKEOFF

13. Engine Instruments...........................................................................................................CHECKED

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TAKEOFF
Monitoring the engine instruments, apply power slowly while referencing the cabin vertical speed
indicator. Very rapid thrust application can cause a pressure surge due to increased airflow into
the cabin. A rolling takeoff may be used with sufficient runway available, but it should be re-
membered that AFM takeoff field length data and takeoff N 1 settings assume a static runup.

Directional control is normally maintained with nose gear steering and rudder; and upwind (wing
down) aileron in crosswind conditions. It is suggested that the copilot perform the engine in-
strument monitoring function and set the throttles enabling the pilot to direct his full attention
to airplane control. N 1 should be closely observed, and throttle corrections made as necessary
to ensure symmetrical thrust application. Large differential power changes, particularly at the
higher thrust settings, can induce significant yaw.

It is recommended that the copilot verbally state when “takeoff thrust is set”, a “cross-check of
airspeed indicators at 70 knots”, and when reaching “V 1 and V R ”. Positive back pressure is re-
quired to rotate and it should be accomplished precisely at V R . Early or late rotation will de-
grade takeoff performance. It should be done smoothly, however, so that a decrease in airspeed
does not occur.

Should a serious irregularity become evident before reaching V 1 , the takeoff should be aborted.
With a problem after V 1 , the takeoff should normally be continued. Procedures for abort and sin-
gle engine takeoff are outlined in the EMERGENCY section of the Flight Manual. Normal rota-
tion angle is 10° to 12° (or 7° to 10° with a single engine) nose up, with both engines operating.

AFTER TAKEOFF OR GO-AROUND

1. Landing Gear..................................................................................................................................UP

When a positive rate of climb is indicated, pulling the gear handle out and moving UP ini-
tiates the retraction cycle, illuminating the GEAR UNLOCKED and HYD PRESS ON
lights. Check that both lights are extinguished indicating the gear are up and locked.

2. Yaw Damper.................................................................................................................AS DESIRED

With the yaw damper engaged, airplane control is improved and passenger comfort is enhanced.

3. Flaps ...............................................................................................................................................UP

At a comfortable altitude with wings level and a minimum airspeed of V 2 +10 KIAS, push
the flap handle in (to clear the T.O. & APPR detent) and full forward.

Observe the position indicator to the left of the handle moves to FLAP UP.

The flaps should be raised at mininum retraction airspeed, excessive speed will accentu-
ate the pitch change.

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4. Ignitions...................................................................................................................................NORM

When clear of any bird hazard and cockpit workload permits, return the IGNITION switches
to NORM.

5. Climb Power ................................................................................................................................SET

Using indicated temperature (RAT) and the NORMAL CLIMB thrust chart in the Abbreviated
Checklist, AFM or Airplane Operating Manual determine climb power, N 1 .

6. Engine Synchronizer ....................................................................................................AS DESIRED

When N 1 is set, turn engine synchronizer selector switch to FAN or TURB as desired. Cross-
check the remaining engine instruments within limits. Fan (N 1 ) rpm will increase with al-
titude and several throttle adjustments may be necessary during climb to maintain the
specified thrust setting.

7. Pressurization ...................................................................................................................CHECKED

During climb, observe the differential pressure/cabin altitude and cabin vertical speed gages
for proper programming and comfortable rate (normally 300 to 500 fpm). Periodic checks
of time-to climb remaining, cabin altitude, and rate-of-cabin ascent will provide the re-
quired information to determine any adjustments necessary. As an example, passing 20,000
feet with a cabin altitude of 2,000 feet and estimated climb-time remaining of 10 minutes
to 35,000 feet (6,000 feet cabin altitude), would require a cabin climb rate of 400 fpm to
attain planned cruise and cabin altitudes concurrently. With RATE set too low, maximum
differential pressure may be reached before cruise altitude. This takes control of the sys-
tem away from the crew because the outflow valve will relieve as necessary to maintain
maximum differential. A RATE setting too high may be uncomfortable and will result in
programmed cabin altitude being reached before cruise flight level. A thorough understanding
of DIFF PRESS/CABIN ALT gage interpretation will aid the crew in smooth operation of
the pressurization system.

8. Pass Advisory Lights ................................................................................................AS REQUIRED

Placing the switch to SEAT BELT leaves that cabin advisory light illuminated and extin-
guishes the NO SMOKING and emergency exit lights. If no turbulence is anticipated,
placing the switch to OFF extinguishes both the advisory and emergency exit lights.

9. Exterior Lights ..........................................................................................................AS REQUIRED

10. Altimeters (29.92 at Trans Altitude) ............................................................................................SET

11. Freon Cooling (Above 18,000 ft) ................................................................................................OFF

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NOTE
If icing conditions are anticipated during climb, turn on all anti-icing systems and en-
sure they are operational (all annunciator lights extinguished) prior to entering the icing
environment and maintain an airspeed of 160 KIAS or above. Refer to the engine anti-
ice ON N 1 Climb Thrust Setting charts.

CRUISE

1. Annunciator Panel ............................................................................................................MONITOR

If an annunciator(s) should illuminate, take the appropriate action and refer to the
Emergency/Abnormal checklist.

2. Fuel ...................................................................................................................................MONITOR

3. Pressurization and Oxygen ...............................................................................................MONITOR

Make final adjustments, if required, of cabin altitude and/or rate.

A comfortable cabin temperature is normally maintained with the AUTO TEMP SELECT
in the 12 to 2 o’clock position. During daylight, the crew environment may not be an accu-
rate reference to cabin comfort level due to solar heating taking place through the wide ex-
panse of cockpit windows. An approximate indication of airflow warmth into the cabin can
be determined by placing a hand over an open crew foot warmer outlet. The foot warmers
are an extension from the same source as the cabin underfloor ducting and can be used as a
reference for AUTO TEMP SELECT adjustments to maintain a comfortable cabin. The flow
divider control on the tilt panel may be used to proportion the airflow between the cockpit
ventilation and heating. An optional cabin temperature gage senses cabin temperature at the
auto controller temperature sensor.

4. Engines .............................................................................................................................MONITOR

Climb thrust is normally maintained upon level off until acceleration to the desired cruise
mode takes place. Set desired cruise power settings as determined from cruise power charts
in Section VII of the Airplane Operating Manual. As the airplane accelerates and indicated
outside air temperature (IOAT) increases, N 1 RPM may have to be adjusted to the appro-
priate setting. If engine RPM does not automatically synchronize at desired cruise setting,
turn the engine synchronizer switch to OFF, allowing the synchronizer actuator to center;
roughly synchronize the engines with the throttles and turn the synchronizer switch to FAN
or TURB. When operating at maximum range cruise, thrust necessary to maintain optimum
angle-of-attack diminishes with fuel burn-off, because of increased performance and lower
airspeed requirements as weight decreases.

Although the airplane is not operationally restricted in rough air, flight in severe turbu-
lence should be avoided. If severe turbulence is encountered, it is recommended that the
igniters be turned ON and airspeed maintained at approximately 180 KIAS. Maintain a con-
stant attitude, avoid abrupt or large control inputs, and do not chase airspeed and altitude
indications. Use of the autopilot in the SOFT RIDE mode is recommended.

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NOTE
If icing conditions are anticipated enroute, turn on all anti-icing systems and ensure
they are operational (all annunciator lights extinguished) prior to entering the icing
environment and maintain an airspeed of 160 KIAS or above. Refer to the engine anti-
ice ON N 1 Cruise Thrust Setting charts.

The pitot and static anti-ice system is normally operated during flight whether or not icing
conditions are encountered.

DESCENT

1. Pilot and Copilot Foot Warmers ..........................................................................................CLOSED

Closing the foot warmers will increase the flow of air available for windshield defogging
and also isolate dry conditioned air between the cockpit side windows to inhibit conden-
sation formation.

2. Defog fan (at least 15 min prior).....................................................................................................HI

The DEFOG FAN should be turned on approximately 15 minutes before descent to reduce
condensation on the windshield and cockpit side windows. This is particularly important
when a rapid descent into an area of high humidity is anticipated after cold soaking at al-
titude.

3. Windshield Bleed Air ...........................................................................MAX AND LOW (AS REQ)

Warming the windshield with W/S bleed air will assist in defrosting.

4. Airflow Distribution...........................................................................................................COCKPIT

The airflow distribution selector should be biased to the cockpit for maximum defog ca-
pabilities.

5. ATIS and Clearances.............................................................................................................COPIED

6. Pressurization ...............................................................................................................................SET

After beginning descent, set destination field pressure altitude +200 to +500 feet in the CABIN
dial of the controller.

Once destination altimeter setting is known, field pressure altitude can be determined be-
cause for every 0.10 inches of mercury deviation from 29.92 equates to 100 feet difference
between field elevation and pressure altitude. An altimeter setting above standard gives a
pressure altitude below field elevation and the inverse is also true. As an example, descending

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to a field elevation of 350 feet with a reported altimeter of 29.77 would result in a field
pressure altitude of 500 feet. The cabin altitude should be set at 700 feet to ensure de-
pressurization prior to touchdown. The rate is normally adjusted to give a 300 to 500 fpm
cabin rate of descent.

Monitor the differential pressure/cabin altitude and cabin vertical speed gages. A high cabin
altitude and low differential pressure indicate an insufficient rate of descent and depres-
surization will occur when cabin and airplane altitude are identical. High cabin descent rates
may be uncomfortable and may result in programmed cabin altitude being reached well be-
fore landing. Optimum comfort is realized by spreading cabin descent required over the
majority of airplane letdown time.

7. Anti-ice/Deice Systems.............................................................................................AS REQUIRED

Pitot-static and engine anti-ice should be on and operating and W/S BLEED as required
when operating in visible moisture at an outside air temperature from -30°C to +10°C in-
dicated OAT (RAT).

8. Exterior Lights ..........................................................................................................AS REQUIRED

9. Altimeters (at Trans Level) ..........................................................................................................SET

Set landing field barometric pressure in both altimeters when cleared below, or when pass-
ing, transition level. cross-check altimeters for agreement.

APPROACH OR TRAFFIC PATTERN

1. Landing Data...................................................................................................CONFIRM AND SET

Refer to GO-AROUND THRUST, V APP /V REF and Landing Distance charts in the abbre-
viated checklist, AFM or Airplane Operating Manual for N 1 , V APP and V REF data based
on temperature, pressure altitudes and landing gross weights.

NOTE
Landings field elevation pressure altitudes higher than 5,000 ft, consult the AFM or
Airplane Operating Manual for landing data.

2. Crew Briefing.................................................................................................................COMPLETE

Brief copilot on desired duties, altitude call outs, monitor speeds, missed approach pro-
cedures,etc.

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3. Belts and Harnesses ........................................................................................................FASTENED

Check that seats are locked in the desired position. Check that seat belts are snug and should
harnesses are latched to the buckle.

4. Avionics, Flight Inst and Radio Alt .............................................................................................SET

Check NAV receivers on proper frequency and required heading and course information
set. Cross-check flight instruments for correct indications.

Set decision height or minimum descent altitude on the Radar Altimeter. For VFR opera-
tion, other desired altitude may be set to provide terrain proximity warning.

5. Pass Advisory Lights .................................................................................................PASS SAFETY

Turn on SEAT BELT/NO SMOKING signs and emergency exit light.

6. Passenger Seats ................................................................................................................CHECKED

Position passenger seats in accordance with associated placard-full upright, outboard, and
positioned aft or forward to clear exit doors.

7. Fuel Cross Feed ...........................................................................................................................OFF

Check that the CROSSFEED knob is OFF and INTRANSIT and FUEL BOOST ON lights
are extinguished.

8. Antiskid .........................................................................................................................................ON

9. Pressurization ...................................................................................................................CHECKED

Set to ensure airplane is depressurized prior to landing.

10. Flaps...............................................................................................................................APPROACH

Flaps may be extended to T.O. & APPR below 200 KIAS. Check indicator to verify position.

11. Engine Synchronizer....................................................................................................................OFF

Engine synchronizer should be off to prevent excessive wear with large or frequent throt-
tle movement.

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BEFORE LANDING

1. Landing Gear..............................................................................................................Down(3 Green)

Pulling gear handle out and moving it DOWN illuminates the HYD PRESS ON and GEAR
UNLOCKED lights while gear is extending. Check that the three green lights are on and
GEAR UNLOCKED and HYD PRESS ON lights are extinguished. Anti-skid and power
brake lights will illuminate, momentarily.

2. Landing Lights..........................................................................................................AS REQUIRED

3. Ignitions.........................................................................................................................................ON

May preclude flameout should engine problem arise during approach and landing phase.

4. Flaps .........................................................................................................................................LAND

Flaps may be extended to LAND below 173 KIAS. Flaps should be in the LAND position
for all normal landings. Check indicator to verify position. Handle must be pushed in to
clear T.O. & APPR detent when LAND flaps are desired.

5. Autopilot and Yaw Damper .........................................................................................................OFF

6. Annunciator Panel..................................................................................................................CLEAR

Consistently comfortable and safe landings are best achieved from a stabilized approach. The
point at which the airplane should be stabilized with airspeed at V REF to V REF +10 KIAS, full
flaps, and the desired descent rate is normally coincident with commencing the final descent to
landing. Under instrument conditions, this usually occurs at the final approach fix inbound. During
visual approaches, this would be a point approximately equal to a turn onto base leg, adjusted
for the altitude difference between the traffic pattern and field elevation.

After passing the instrument approach fix outbound or nearing the airport traffic area, airspeed should
be reduced below 200 KIAS and the flaps extended to the T.O. & APPR (15-degree) position.
Approaching the final instrument fix inbound (one dot from glideslope intercept on an instrument
landing system approach [ILS]), or a downwind abeam position, extend the landing gear below
176 KIAS. At the point where final descent to landing is begun, extend flaps to LAND, establish
the desired vertical rate, and adjust power to maintain VREF to V REF +10 indicated airspeed.

Power management during the approach/landing phase is relatively easy in the Citation II be-
cause an N1 setting in the 60-65 percent range will normally result in desired indicated airspeeds
for the various configurations. Depending on air traffic control requirements, thrust necessary
for the entire approach can often be set during descent keeping in mind that fan(N 1 ) RPM will
decrease slightly for a fixed throttle setting with a decrease in altitude or indicated airspeed.
Using a sea level airport with zero wind at a typical landing weight (10,000 pounds), a throttle

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setting that results in about 60 percent N 1 in close will give approximate level flight indicated
airspeeds of 160 knots clean 140 with flaps T.O. & APPR. Gear extended, flaps LAND, and com-
mencing an average descent (500 feet per minute) will result in approximately V REF airspeed.
Higher field elevations, landing at gross weights, and/or headwind component will require a
greater power setting.

For maneuvering prior to final approach, minimum airspeeds of V REF + 30, V REF +20 and V REF
+ 10 should be maintained clean, flaps T.O. & APPR and flaps LAND respectively to provide
and adequate margin above stall.

Speed control on final should be precise for optimum landing performance and this is best ac-
complished by establishing V REF airspeed well before crossing the threshold. In gusty wind con-
ditions, it is recommended that one half the thrust factor in excess of 5 knots be added to V REF .

Approaching within approximately 50 feet of airport elevation, power should be gradually re-
duced to counter the acceleration induced by ground effect. Wind velocity and direction will
dictate the rate at which the throttles are retarded. In very high surface headwind conditions,
as an example, it may be necessary to maintain at or near approach power until close to touch-
down. With a tailwind, a fairly rapid power reduction may be necessary in the final descent to
landing phase for accurate speed control. In ground effect, where induced drag is reduced, leav-
ing approach power on will cause the airplane to float to a longer touchdown than desired.
Retarding the throttles gradually in the final descent will normally result in idle thrust being
reached just before touchdown.

Suggested crosswind technique involves flying a crab down final approach and aligning the lon-
gitudinal axis of the airplane to runway centerline with rudder just before touchdown. The wide
expanse of cockpit visibility makes small crab angles difficult to detect and particular atten-
tion should be devoted to this area to achieve smooth crosswind landings.

Passing approximately 500 feet above ground level (AGL), check the cabin differential pres-
sure near zero. If it is in excess of about one half p.s.i., select a higher cabin altitude and adjust
RATE to ascend the cabin. Differential pressure should be at zero for landing. Any pressure ex-
isting at touchdown will be dumped by the outflow valves (actuated by the left main gear squat
switch) and may cause discomfort.

If landing above 12,000 feet pressure altitude, turn the OXYGEN CONTROL VALVE to CREW
ONLY and turn pressurization bleed air OFF to preclude passenger mask deployment. After
the cabin is depressurized, open the dump valve and turn the pressurization source selector switch
to normal to condition the cabin.

Ensure Speedbrakes are retracted prior to 50 feet.

NOTE
Do not allow turbine (N 2 ) RPM to be less than 49%

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LANDING (WITHOUT USE OF THRUST REVERSERS)

Throttles .............................................................................................................................................IDLE

Speedbrakes .....................................................................................EXTEND (AFTER TOUCHDOWN)

Brakes .................................................................APPLY (AFTER NOSE WHEEL ON THE RUNWAY)

Touchdown, preceded by a slight flare, should occur on the main wheels. Check thrust at idle
and extend the speedbrakes while lowering the nose wheel. Braking should be commenced ac-
cording to runway length available to reduce brake wear. Normally with excess runway, brak-
ing is begun after aerodynamic deceleration to below 80 KIAS takes place. Apply smooth,
gradually increasing pressure until a comfortable turn off speed is reached. For maximum brak-
ing performance, immediately after touchdown and wheel spin-up, apply continuous maximum
effort to the brake pedals and hold to full stop (do not modulate brake pedals). As ground speed
decays to approximately 20 knots ease off the brake pedal pressure in order to avoid tire skid-
ding when the anti-skid drops out.

NOTE
Anti-skid system “dropout” occurs at approximately 12 knots and braking reverts to
power brake mode.

CAUTION

IF, DURING LANDING, A HARD BRAKE PEDAL — NO BRAKING CONDITION

IS ENCOUNTERED, OPERATE THE EMERGENCY BRAKE SYSTEM. MAINTE-
NANCE IS REQUIRED BEFORE THE NEXT FLIGHT.

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LANDING (WITH THRUST REVERSERS, IF INSTALLED)

Throttles ............................................................................................................................................IDLE.

Speedbrakes ....................................................................................EXTEND (AFTER TOUCHDOWN).

Thrust Reversers .....................................................DEPLOY (AFTER NOSE WHEEL ON RUNWAY).

Brakes ..................................................................................................................APPLY (AS DESIRED).

CAUTION

IF, DURING LANDING, A HARD BRAKE PEDAL — NO BRAKING CONDITION

IS ENCOUNTERED, OPERATE THE EMERGENCY BRAKE SYSTEM. MAINTE-
NANCE IS REQUIRED BEFORE THE NEXT FLIGHT.

NOTE
To obtain maximum braking performance from the antiskid system, the pilot must apply
continuous maximum effort (no modulation) to the brake pedals.

Reverser Indicator Lights-CHECK ILLUMINATION OF ARM, UNLOCK AND DEPLOY

LIGHTS.

Reverse Power-AS REQUIRED (stops will allow approximately 92% fan speed (N 1 ) when
OAT is -18°C at sea level).

Thrust Reversers-REVERSER LEVERS TO IDLE REVERSE AT 60 KIAS.

Touchdown, preceded by a slight flare, should occur on the main wheels. Check thrust at idle
and extend the speed brakes while lowering the nose, apply wheel brakes and deploy the thrust
reversers. The airplane pitches slightly upward during the deployment of the reversers. Therefore,
slight nosedown elevator pressure should be used during thrust reverser deployment, especially
at high speeds such as a refused takeoff or a no flap landing. The nose wheel must be on the
ground before actuation of the thrust reversers, to reduce the possibility of pitch-up and liftoff,
and to improve directional control. Check illumination of the thrust reverser lights.

CAUTION

DO NOT ATTEMPT TO RESTOW REVERSERS AND TAKE OFF. ONCE RE-

VERSERS HAVE STARTED TO DEPLOY. THROTTLE LINKAGE DAMAGE MAY
OCCUR RESULTING IN LOSS OF POWER OR FLAMEOUT.

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Once the thrust reversers are deployed, move the thrust reverser levers aft to a maximum re-
verse thrust takeoff power. For convenience, “stops” have been installed on the thrust reverser
levers and are set to provide 92% fan speed (N 1 ), +2 or -2 on a -18°C day at sea level. This will
allow the pilot to keep his attention on the landing rollout instead of diverting his attention to
the reverse power settings, except in an abnormal ambient temperature condition.

At 60 KIAS, return the thrust reverser levers to the idle reverse detent position leaving the thrust
reverser deployed for aerodynamic drag. Thrust reversing and braking should be commenced
according to runway length. With excess runway available, braking is normally begun after thrust
reverser deceleration is below 60 knots. Do not use the thrust reversers during touch and go
landings; a full stop landing must be made once the reversers are selected on landing. Caution
should be used on runways with small loose grit, as idle reverse at low taxi speed is capable of
causing grit to be ingested in the engine.

AFTER LANDING (CLEAR OF THE RUNWAY)

It is recommended that use of the checklist be delayed until the aircraft is clear of the runway.

1. Thrust Reversers .................................................................................................................STOWED

CAUTION

DO NOT ADVANCE THROTTLES UNTIL THE THRUST REVERSER UNLOCK

LIGHTS ARE OUT.

Do not advance the throttles while the thrust reversers are being stowed. There is danger
of the throttle being rapidly returned to idle position, which could cause injury. To avoid
activating the automatic retard system, do not advance the primary throttle after moving
the reverse thrust lever to stow until the UNLOCK light is out.

2. Flaps and Trim..................................................................................................SET FOR TAKEOFF

Check that the flaps are up. Taxiing with flaps in any position except up on a snow or slush
covered taxiway may result in obstruction of the flaps. Setting flaps to T.O. & APPR may
facilitate the next preflight inspection. If the airplane is to be unattended for a lengthy pe-
riod or severe weather is expected, leave flaps up.

Check rudder and aileron trim indicators neutral, and elevator trim in the takeoff range.

3. Speedbrakes ......................................................................................................................RETRACT

Check that HYD PRESS ON and SPD BRAKE EXTEND lights are extinguished.

4. Ignitions...................................................................................................................................NORM

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5. Pitot/Static Heat ...........................................................................................................................OFF

6. Anti-ice/Deice Systems.............................................................................................AS REQUIRED

7. Exterior Lights ..........................................................................................................AS REQUIRED

Turn off anti-collision and recognition lights. The rotating beacon (if installed) may be left ON.

NOTE
Recognition light life will be shortened considerably if used during ground operation.

8. Antiskid.....................................................................................................................AS REQUIRED

UNs 0002 thru 0436; turn antiskid OFF.

9. Transponder and Radar.....................................................................................................STANDBY

Do not operate the radar within 15 feet of personnel or flammable or explosive material.

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ENGINE SHUTDOWN

1. Avionics Power Switch(es) ..........................................................................................................OFF

AC Power and Avionics master switches Off

2. Optional Freon System ................................................................................................................OFF

3. Standby Gyro.......................................................................................................CAGED AND OFF

Cage the standby gyro and place power/test switch Off.

4. Parking Brake...............................................................................................................................SET

or

Wheels .............................................................................................................................CHOCKED

Parking brakes should not be set if the brakes are very hot. Heat transfer to the wheel and
tires is increased with parking brakes set. This can cause the fusible plugs to melt, deflat-
ing the tires. Do not leave the airplane unattended without chocks unless the parking brake
is set. Do not set the parking brake if OAT is -15°C (+5°F) or below.

Always check cabin differential pressure at zero before opening the door. Any pressure ex-
isting due to malfunction of the left main gear squat switch or outflow valves could cause
the door to open rapidly presenting a hazard to personnel in the vicinity.

5. Throttles ...............................................................................................................................CUTOFF

Allow interturbine temperature (ITT) to stabilize at minimum value for one minute.

Lifting the latch and placing the throttles full aft terminates fuel flow to the engine. A can-
ister collects manifold fuel on shutdown. During the next flight, this fuel is returned to the
fuel cell. Repeated starts for ground operation will cause the canister to overflow through
the lower nacelle after the third shutdown.

6. All Switches.................................................................................................OFF, NORM OR AUTO

BATT switch to the center OFF position. care should be exercised that it is not placed in
EMER. Although most emergency bus items (COMM 1, NAV2 and floodlights) are nor-
mally off, the copilot’s Horizontal Situation Indicator (HSI) and attitude indicator (UNs
0627 and On) would drain the battery over a period of time.

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For deplaning at night, the battery switch may be left in BATT to make available all cabin
lighting until passengers and cabin baggage are deplaned. Turning the EXTERIOR WING
INSP LIGHTS switch ON provides additional illumination in front of the cabin door. An
Illuminated courtesy light switch located on the forward door post is wired to the hot bat-
tery bus and turns on the emergency exit lights and one aft baggage compartment light.

When securing the airplane, install the engine covers after the engines have cooled suffi-
ciently, especially during conditions of blowing and drifting snow. Install the pitot tube
covers. Check that the BATT, passenger advisory, and courtesy light switches are off.
Closing the door extinguishes courtesy light switch illumination. All doors and the nose
avionics compartment can be key-locked. A locking pin can be installed in the internal emer-
gency exit door handle to prevent access from the outside. This pin must be removed prior
to flight.

TURBULENT AIR PENETRATION

Flight through severe turbulence should be avoided if possible. The following prcedure is rec-
ommended for flight in severe turbulence.

1. Ignitions.........................................................................................................................................ON

2. Airspeed ............................................................................................APPROXIMATELY 180 KIAS

NOTE
Do not chase the air speed. Avoid sudden large control movements.

3. Autopilot......................................................................ENGAGED, SOFT RIDE AND ALT HOLD

Operation of autopilot is recommended using the soft ride mode with altitude hold. IAS
hold and/or vertical speed hold disconnected as applicable.

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ABNORMAL PROCEDURES
CONTENTS
Page
ENGINE .................................................................................................................................AP-1
FUEL ......................................................................................................................................AP-7
HYDRAULIC ........................................................................................................................AP-8
ELECTRICAL .....................................................................................................................AP-10
ICING...................................................................................................................................AP-10
ENVIRONMENTAL & PRESSURIZATION .....................................................................AP-12
FLIGHT CONTROLS .........................................................................................................AP-19
AVIONICS ...........................................................................................................................AP-27

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ABNORMAL PROCEDURES
ENGINE
ENGINE START MALFUNCTION

1. Throttle.................................................................................................................................CUTOFF

2. Starter Disengage Button (after 15 seconds)...........................................................................PRESS

START SEQUENCE WILL NOT DISENGAGE

1. Starter Disengage Button.........................................................................................................PRESS

If the start sequence terminated normally (ignition and engine flood lights OFF, fuel boost pump
OFF, generator on-line, and the engine is spooling up to idle power) and the start button light re-
mains ON after the Starter Disengage Button is pressed; indicates the start relay on that side is
stuck closed.

If the start sequence did not terminate (ignition, engine flood light, and FUEL BOOST ON lights
remain illuminated, and the generator does not come on line), the Speed Sensor on the starter-gen-
erator or the Motive Flow Fuel Pressure Switch malfunctioned. If the start button light extinguishes
as the Start Disengage Button is pressed and all lights associated with the start extinguish, and the
generator comes on-line; indicates the start sequence terminated as the start button was pressed.
The flight may be dispatched normally.

If start button light remains on:

2. GPU ...........................................................................................................................DISCONNECT

3. Battery Switch..............................................................................................................................OFF

Placing the battery switch Off isolates the opposite generator from the side with the stuck start
relay. This will prevent blowing a main 225 amp current limiter during engine shutdown.

4. Battery........................................................................................................................DISCONNECT

Manually disconnect the battery in the tail cone. Prior to disconnect, let the amperage and
battery temperature stabilize to reduce the amperage across the quick disconnect contacts.

5. Throttles ...............................................................................................................................CUTOFF

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HIGH ITT DURING SHUTDOWN

1. Throttle.................................................................................................................................CUTOFF

2. Start Button..............................................................................................................................PRESS

3. Starter Disengage Button (after 15 seconds)...........................................................................PRESS

NOTE
Record ITT temperature rise and duration for required maintenance action.

ENGINE FAIL/PRECAUTIONARY SHUTDOWN

1. ENGINE RESTART—ONE ENGINE ............................................................................PAGE AP-5

Or:
Any one or more of the following indications might suggest a precautionary shutdown: abnor-
mal or rising inter turbine temperature (ITT), engine vibration, fan/turbine RPM fluctuating or
abnormally high or low, abnormal oil pressure, abnormal oil temperature or erratic fuel flow.
Circumstances will normally dictate whether to continue to operate the engine with possible
further damage or shut it down.

1. Engine Sync .................................................................................................................................OFF

2. Throttle.................................................................................................................................CUTOFF

3. Ignition...............................................................................................................................NORMAL

4. Generator .....................................................................................................................................OFF

5. Boost Pump ...................................................................................................................................ON

NOTE
If no fire hazard exists, leave firewall shutoff OPEN and turn boost pump ON to pre-
vent damage to engine fuel pump. If engine windmills with firewall shutoff CLOSED
or with no indication of oil pressure, after landing refer to Engine Maintenance Manual.

6. Fuel Crossfeed. .........................................................................................................AS REQUIRED

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7. Electrical Load..................................................................................................................MONITOR

Reduce electrical load as required:

...............................................................................................400 amps maximum up to 35,000 feet.

..............................................................................................325 amps maximum above 35,000 feet.

UNs 0115 through 0295 not modified by SB550-54-4:

400 amps maximum up to 25,000 feet.

250 amps maximum above 25,000 feet.

NOTE
UNs 0002 through 0481, 0483 and 0484: If the right engine is shutdown, place the
Temperature Control Selector to MANUAL. The ACM temperature bypass mixing valve
reverts to “full cold” with the right engine shutdown, consequently, cabin and cock-
pit temperature will have to be controlled manually.

8. SINGLE ENGINE APPROACH...................................................................................PAGE AP-22

NOTE
Refer to Maximum Continous Single-Engine Enroute Table, Normal Procedures
Checklist.

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AIRSTART ENVELOPE

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ENGINE RESTART — ONE ENGINE

1. Throttle.................................................................................................................................CUTOFF

2. AIRSTART ENVELOPE.............................................................................CHECKED PAGE AP-4

3. Firewall Shutoff ........................................................................................................................OPEN

If the engine was shutdown previously due to a fire, check the annunciator panel. If the
F/W SHUTOFF LH/RH light is illuminated, depress the appropriate ENG FIRE switch to
open the respective fuel and hydraulic shutoff valves.

4. Engine Anti-ice Switch................................................................................................................OFF

Placing the ENG ANTI-ICE switch OFF minimizes air loss during start.

5. Ignition ..........................................................................................................................................ON

6. Boost Pump ...................................................................................................................................ON

Associated engine ignition and boost pump switches must be selected ON since automatic se-
quencing and selection of these functions does not occur when the start button is not utilized.

7. Start Button (If RPM is below 8% N2) ...................................................................................PRESS

Generator assist start is disabled in flight with weight off the left main gear squat switch
to preclude damage from excessive N 2 RPM on the operating engine.

8. Throttle.......................................................................................................................................IDLE

With airspeed maintained above 200 KIAS, throttle should be brought to IDLE. An N 2 of
8-10 Percent is not required.

If no start within 10 seconds:

9. Start Button..............................................................................................................................PRESS

If no start within additional 10 seconds:

10. Starter Disengage Button.........................................................................................................PRESS

11. ENGINE/FAIL PRECAUTIONARY SHUTDOWN ......................................................PAGE AP-2

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If the engine starts:

9. Generator..............................................................................................................RESET AND GEN

It may be necessary to select the associated generator RESET position momentarily to re-
instate the generator following windmilling airstart. Maximum start Inter Turbine
Temperature, 700°C for the two seconds.

10. Ignition ....................................................................................................................................NORM

11. Boost Pump .............................................................................................................................NORM

12. Anti-ice Switches......................................................................................................AS REQUIRED

13. Land as Soon as Practical .......................................................................NORMAL PROCEDURES

F/W
FIREWALL SHUTOFF SHUT OFF

LH RH
Advisory—Fuel and Hydraulic Shutoff Valves are closed

LOW OIL PRESSURE

(OIL PRESS WARN LIGHT OFF)

1. Rotary Test Switch...................................................................................................................ANNU

Check for proper operation of OIL PRESS WARN LH/RH annunciator or burned out element.

If the Oil Press Warn Light is Inoperative:

2. OIL PRESS WARN LIGHT ON......................................................................................PAGE EP-5

If the light is operating and the pressure is below 70 PSI:

2. Throttle.................................................................................................................REDUCE POWER

Normal oil pressures are 70 to 85 PSIG ABOVE 60% N 2 . Oil pressures below 70 PSIG are
undesirable and should only be tolerated for completion of the flight, preferably at reduced
power settings (below 60% N 2 ) if safety is not jeopardized.

3. Land as Soon as Practical .......................................................................NORMAL PROCEDURES

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FUEL FUEL LOW

PRESS
FUEL LOW PRESSURE LIGHT ON
LH RH

1. Boost Pump ...................................................................................................................................ON

Low fuel pressure should activate the boost pump automatically, but the switch should be turned
on to ensure the pump is being powered.

2. LH/RH Boost CB (LH CB Panel) ....................................................................................CHECK IN

3. Fuel Quantity .........................................................................................................................CHECK

4. Crossfeed ..................................................................................................................AS REQUIRED

Crossfeeding will allow the boost pump in the opposite tank to pressurize the entire fuel sys-
tem and should extinguish the light.

FUEL
FUEL BOOST PUMP LIGHT ON BOOST ON

ADVISORY — Indicates possible low fuel pressure. LH RH

1. Boost Pump..........................................................................................................ON, THEN NORM

Verify whether or not low fuel pressure caused the fuel boost pump to automatically initial-
ize. Check for FUEL LOW PRESS LH/RH annunciator to illuminate and extinguish. If af-
fected FUEL LOW PRESS light does not illuminate, leave the fuel boost switch in NORM
with pump running.

2. FUEL LOW PRESSURE LIGHT ON ...................................REVIEW PREVIOUS PROCEDURE

FUEL LOW
FUEL LOW LEVEL LIGHT ON LEVEL

LH RH

ADVISORY — Approximately 169 pounds of fuel remaining in the respective tank.

1. Boost Pump ...................................................................................................................................ON

Check fuel boost pump circuit breakers in. To ensure uninterrupted fuel flow to the engines,
the boost pump switches must be positioned ON when the low fuel lights illuminate.

2. Fuel Crossfeed ..........................................................................................................AS REQUIRED

3. Land as Soon as Possible ........................................................................NORMAL PROCEDURES

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FUEL FILTER BYPASS LIGHT ON FUEL FLTR

BYPASS
ADVISORY — Consider possibility of partial or total loss of one or both engines
due to fuel contamination or freezing. LH RH

1. Land as Soon as Possible ........................................................................NORMAL PROCEDURES

If FUEL FLTR BYPASS light illuminates during high altitude flight, suspect ice formation across
filter. Check tank sump and filter quick drains after landing for water accumulation and refer
to Airplane Maintenance Manual for additional information. During descent, slowly retard throt-
tles and be alert for engine flame out at low power settings.

ANTISKID
HYDRAULIC INOP

ANTISKID SYSTEM FAILURE

1. Antiskid Switch .............................................................................................................................ON

2. Skid Control CB (LH CB Panel)......................................................................................CHECK IN

If light remains on:

3. Antiskid Switch............................................................................................................................OFF

4. Landing Distance ................................................................................................MULTIPLY BY 1.6

UNS 0627 & ON, BY 1.2

If the failure involves the power brake motor pump the POWER BRAKE LOW PRESS light
will illuminate when the brake accumulator discharges, indicating power brake failure.

CAUTION
DIFFERENTIAL POWER BRAKING IS AVAILABLE. HOWEVER, SINCE THE AN-
TISKID IS INOPERATIVE, EXCESSIVE PRESSURE ON THE BRAKE PEDALS MAY
CAUSE WHEEL BRAKES TO LOCK, RESULTING IN TIRE BLOWOUT.

Be prepared to use the emergency brake system.

NOTE
If the antiskid pump fails after the accumulator pressure exceeds 750 PSI, the POWER
BRAKE LOW PRESS light may not illuminate until normal brakes are used.

5. WHEEL BRAKE FAILURE ...........................................................................REVIEW PAGE EP-5

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POWER BRAKE SYSTEM FAILURE

POWER
BRAKE
1. Skid Control CB (LH CB Panel).........................................................CHECK IN LOW PRESS

If light remains on:

2. WHEEL BRAKE FAILURE ...........................................................................REVIEW PAGE EP-5

HYDRAULIC FLOW/PRESS LOW HYD FLOW

POWER
LOW
ADVISORY — Indicates inoperative pump(s). If both pumps are inoperative BRAKE
refer to HYDRAULIC FAILURE (next procedure). LOW
LH PRESS
RH

Indicates inoperative pump or cavitated pump(s). Appropriate L or R HYD FLOW LOW or L

or R HYD PRESS LO light will illuminate when the hydraulic fluid flow decreases below a min-
imum of 0.35 gallons-per-minute. Illumination of this light is common during single engine op-
eration. During normal operation, illumination of either HYD FLOW LOW light may indicate
an inoperative hydraulic pump, in which case, gear operation may be slower than usual.

HYDRAULIC LOW LEVEL/FAILURE HYD LOW

LEVEL
ADVISORY — Speedbrakes, Thrust Reversers and Landing Gear may not op-
erate normally.

1. GEAR UNLOCKED/WILL NOT EXTEND ..................................................................PAGE EP-8

HYDRAULIC SYSTEM REMAINS PRESSURIZED

HYD PRESS
ON

Leave the CB(s) pulled which depressurizes the system, normally last system used.

1. Speedbrake Control CB (LH CB Panel) ......................................................................PULL/RESET

2. Gear control CB (LH CB Panel)..................................................................................PULL/RESET

3. Left Thrust Reverser Control CB (LH CB Panel) .......................................................PULL/RESET

4. Right Thrust Reverser Control CB (LH CB Panel). ....................................................PULL/RESET

NOTE
Pulling a thrust reverser circuit breaker, deactivates the opposite reverser “emergency
stow system.”

5. Reset Control CB(s) Prior to landing-except-do not reset thrust reverser control CB(s) if pulled.

6. Land as Soon as Practical .......................................................................NORMAL PROCEDURES

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ELECTRICAL GEN
OFF
SINGLE GENERATOR FAILURE
LH RH

1. Generator.............................................................................................................RESET THEN OFF

2. Generator Voltage.............................................................................................................CHECKED

Rotating the voltage selector knob to the appropriate position may aid in isolating the problem.
If the voltage is normal, it indicates that the generator power relay has tripped due to reverse
current or undervoltage and generator reset is unlikely. A reading of zero indicates that the gen-
erator field relay has tripped due to an overvoltage. In this case, a reset may be possible.

If the voltage is approximately 28.5 volts:

3. Generator.....................................................................................................................................GEN

If the generator will not come on line:

4. Generator .....................................................................................................................................OFF

5. Electrical Load..................................................................................................................MONITOR

Reduce electrical load as required:

400 amps maximum up to 35,000 feet.

325 amps maximum above 35,000 feet.

UNs 0115 through 0295 not modified by SB550-54-4:

400 amps maximum up to 25,000 feet.

250 amps maximum above 25,000 feet.

ICING
ENGINE
ENGINE ANTI-ICE LIGHT ON ANTI-ICE

LH RH
Continuous illumination
1. Throttle............................................................................................................INCREASE THRUST

A minimum of 60 N 2 must be maintained for effective engine anti-icing.

If the light remains on:

2. Leave the icing environment.

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Momentary illlumination (cycles on and off):

ADVISORY— The normal temperature controller or a wing heating element(s) has failed.
Cycling light, note the following indications for maintenance:

Light cycles ON with amp increase, indicates wing heating element(s) failure.

Light cycles ON with amp decrease, indicates temperature controller failure.

WINDSHIELD BLEED AIR FAILURE

Loss of hot air supply:
1. Windshield Bleed Air Switch ......................................................................................................OFF

2. Windshield Bleed Air Manual Valves..........................................................................................OFF

3. Windshield Alcohol Anti-ice ....................................................................................AS REQUIRED

A ten minute supply of alcohol is available to the pilots windshield only.

4. Leave The Icing Environment.

WINDSHIELD AIR OVERHEAT LIGHT ON W/S AIR

O’HEAT

Windshield Bleed Air Switch low or high:

Momentary illumination (air flow stops)
1. Windshield bleed Air Switch .....................................................................................................LOW

2. Windshield Bleed Air Manual Valves .................................................................................REDUCE

When windshield bleed air temperature cools, the annunciator light will extinguish and the wind-
shield bleed solenoid valve will automatically open, restoring flow.

Continuous illumination (airflow stops)

1. WINDSHIELD BLEED AIR FAILURE .......................................................................PAGE AP-11

Windshield Bleed Air Switch Off:

1. Windshield Bleed Air Manual Valves .................................................................................CLOSED

If the W/S AIR O’HEAT light remains on, it indicates that the windshield bleed air shutoff valve
may have failed in the open position (5 psi static pressure or higher in the windshield bleed air
duct). The amount of air reaching the windshield can still be regulated and/or shut off by the
manual control valves. Continued use of the windshield bleed air with the switch off may cause
windshield damage.

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PITOT/STATIC HEATER OFF LIGHT ON P/S HTR

OFF

1. Airspeed, Altitude, VSI .......................................................................MONITOR LH RH

2. Pitot/Static Switch and CB (LH CB Panel)...............................................................ON/CHECK IN

Check pitot-static heat switch on.

Determine Inoperative System.

Optional angle-of-attack will be available for airspeed reference in the unlikely event of a
dual pitot-static heat failure. As an emergency altitude reference, cabin pressure can be
dumped and the cabin altimeter utilized for a rough approximation of altitude below ap-
proximately 11,000 feet.

NOTE
The autopilot references the pilot’s (LH) pitot-static system; therefore, the altitude hold
and speed hold functions may be inoperative if the pilot’s pitot static system fails in
icing conditions.

3. Leave the icing environment.

NOTE
If the optional AOA sensor heater fails and the AOA sensor becomes iced the AOA
indicator may be unreliable.

ENVIRONMENTAL & PRESSURIZATION

DOOR NOT
DOOR NOT LOCKED LIGHT ON LOCKED

ADVISORY — Indicates, unlocked/unlatched nose or tailcone doors, failure or improper po-

sition of one or more door switches, and/or possible disengagement of the lower forward cabin
door pin.

1. Airspeed ...........................................................................................................SLOW TO 150 KIAS

2. Pass Advisory Lights .................................................................................................PASS SAFETY

3. Cabin Altitude..........................................................................................SELECT TO 9,5000 FEET

4. Cabin Door. ...........................................................................................................REMAIN CLEAR

5. Descend as Soon as Possible ..........................................................................BELOW 10,000 FEET

6. Land as Soon as Possible ........................................................................NORMAL PROCEDURES

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DOOR SEAL DEFLATES

1. Pilot Flying............................................................................................DON OXYGEN, NORMAL

2. Oxygen Mic Switch...............................................................................................MIC OXY MASK

3. Descend as Soon as Possible....................................................................................BELOW FL 250

4. Descend as Soon as Practical .........................................................................BELOW 10,000 FEET

5. Pass Advisory Lights .................................................................................................PASS SAFETY

6. Land as Soon as Practical .......................................................................NORMAL PROCEDURES

CABIN ALTITUDE BELOW SELECTED ALTITUDE/

VACUUM SYSTEM FAIL

1. Cabin Altitude Selector................................................................................................SET HIGHER

2. Rate Control..........................................................................................................FULL INCREASE

If the cabin remains overpressurized:

3. Verify Vacuum Loss ..........................................................................................EMER DUMP INOP

If a loss of vacuum is experienced, the differential pressure will increase to maximum (red line)
and the pressurization controller will be inoperative. Vacuum Failure may be verified by mo-
mentarily placing the Emer Dump lever to “DUMP”. Vacuum loss would result in no loss of
cabin pressure. If cabin begins to rapidly climb, return the lever to NORM.

4. Press Source Selector........................................................................................................LH OR RH

5. Control Cabin Pressure .......................................................................APPROPRIATE THROTTLE

Reduce the appropriate throttle below 70% N 2 to reduce cabin differential pressure below max-
imum differential.

6. Press Source Selector ...............................................................................OFF BEFORE LANDING

7 Land as Soon as Practical .......................................................................NORMAL PROCEDURES

NOTE
If a vacuum system failure occurs, the Pressurization Source Selector switch must be
placed OFF prior to landing to depressurize the cabin. When deplaning, rotate cabin
door latch slowly to allow any remaining pressure to escape past the door seal.

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If still unable to control cabin pressurization:

7. Oxygen Masks. .....................................................................................DON AND 100% OXYGEN

8. Oxygen Control Valve............................................................................................MANUAL DROP

9. Oxygen Mic Switches ...........................................................................................MIC OXY MASK

Position the crew oxygen microphone switches to MIC OXY MASK position and increase vol-
ume on the audio panel in order to communicate through the crew masks.

10. Pass Advisory Lights .................................................................................................PASS SAFETY

11. Pass Oxygen ......................................................................ENSURE PASSENGERS ON OXYGEN

Ensure the passenger oxygen masks have dropped properly and the passengers are receiving oxygen.

12. Press Source Selector...................................................................................................................OFF

With the Pressurization Source Selector OFF, all bleed air from the engines is shut off to the
cabin. The cabin will immediately begin to depressurize at approximately 2,500 feet per minute
rate of climb.

13. Descend as Soon as Possible ..........................................................................BELOW 10,000 FEET

14. Land as Soon as Possible ........................................................................NORMAL PROCEDURES

If still unable to control cabin pressurization:

14. Emer Dump Switch (If Operational) ........................................................................................DUMP

System Vacuum must be available for the Emergency Dump switch to relieve cabin pressure.

NOTE
The cabin will immediately begin depressurizing at approximately 6,000-8,000 feet
per minute rate of climb.

15. Land as Soon as Possible .........................................................................NORMAL PROCEDURES

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CABIN ALTITUDE ABOVE SELECTED ALTITUDE

1. Cabin Altitude Selector.................................................................................................SET LOWER

2. Rate Control..........................................................................................................FULL INCREASE

The actual cabin altitude will be climbing and the differential pressure may be decreasing. Attempt
to increase the differential pressure by calling for a lower cabin altitude forcing the outflow
valves to close. Go to full rate increase to program the controller to work as quickly as possi-
ble.

3. Press Source Selector ...............................................................................................................EMER

BOTH HI (UNs 0002-0481, 0483, 0484)

NOTE
If BOTH HI does not hold pressurization, select EMER with Press Source Selector.

4. Control Cabin Pressure (UNs 0482, 0485 and On) ..............LH THROTTLE (EMER SELECTED)

5. Land as Soon as Practical .......................................................................NORMAL PROCEDURES

If still unable to control cabin pressurization:

5. RAPID DECOMPRESSION .........................................................................................PAGE EP-18
EMER
PRESS ON
EMER PRESS LIGHT ON
Indicates air cycle machine shutdown or failure. If the ACM cools down sufficiently within 12
seconds, it will reset automatically to previous PRESS SOURCE SELECTOR setting.

NOTE
High altitude climbs at low airspeeds, with a cold temperature selected in MANUAL
mode, may cause overheating of the air cycle machine, resulting in automatic actua-
tion of the emergency pressurization system. An increase in airspeed and selection of
a warmer cabin temperature will normally correct the problem.

A time delay relay will lock the system into emergency pressurization if air cycle machine tem-
perature remains too high for 12 seconds or more.

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1. Normal Press CB (LH CB Panel).....................................................................................CHECK IN

If the NORM PRESS CB is out and the EMER PRESS CB is in, the air cycle machine will shut-
down and the environmental system will automatically shift to emergency pressurization (EMER
PRESS ON light on).

2. Auto Temp Control ........................................................................................SET WARMER TEMP

Positioning the temperature control to a warmer setting will reduce the bleed air flow through
the air cycle machine after the system is reset.

3. Press Source Select ..................................................................................................................EMER

4. Press Source Select .................................................................................................................NORM

Item 3 and 4 must be competed in the proper order to manually reset the ACM back to normal
operation.

If light remains on:

5. Press Source Select ..................................................................................................................EMER

6. Control Cabin Temp .................................................................................................LH THROTTLE

7. Land as Soon as Practical .......................................................................NORMAL PROCEDURES

AUTO TEMPERATURE CONTROLLER INOPERATIVE

1. Auto Temp Control ............................................................................................................MANUAL

2. Manual Hot/Cold Switch/Rheostat.................................................ENSURE NOT IN FULL COLD

Select full cold at least 10 seconds, and then actuate at least 3 seconds toward hot.

NOTE
Operation in manual mode, full cold, at higher altitudes, particularly at low (climb)
airspeed may result in air cycle machine overtemperature and shutdown. In the un-
likely event that this should occur, refer to Abnormal Procedures “EMERGENCY PRESS
ON\ LIGHT ON” — Page AP-15.

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AIR DUCT O’HEAT LIGHT ON AIR DUCT

O’HEAT

1. Temp CB (LH CB Panel). ...................................................................CHECK IN

2. Auto Temp Control ............................................................................................................MANUAL

3. Manual Hot/Cold Switch/Rheostat .........................................COLD (UNTIL LIGHT GOES OUT)

Hold in this position until the overheat light goes out. High altitude operation in Manual Cold
Mode could result in an air cycle machine overtemp and shutdown. Refer to Abnormal Procedures
“AUTOMATIC TEMPERATURE CONTROLLER INOP” — Page AP-16.

After the light goes out:

4. Auto Temp Select.....................................................................................................................AUTO

If the AIR DUCT O’HEAT Light illuminates again select MANUAL on the AUTOMATIC tem-
perature control, and control the temperature with the MANUAL HOT/MANUAL COLD Switch.
If the automatic control has been at a very warm setting for ground operation, an overheat con-
dition may occur when takeoff power is applied. Setting the automatic control to the twelve o’clock
position just prior to takeoff should preclude this.

If the light comes on again:

5. AUTO TEMP CONTROLLER INOP. ..........................................................................PAGE AP-16

If the light remains on:

4. Press Source Select ...........................................................................................................LH OR RH

5. Control Cabin Temp and Pressure ......................................................APPROPRIATE THROTTLE

6. Land as Soon as Practical .......................................................................NORMAL PROCEDURES

BLEED AIR GROUND LIGHT ON

BLD AIR
1. Press Source Selector.................................................................................NORM GND

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AIR CYCLE MACHINE O’PRESS LIGHT ON

ACM
UNs 0482, 0485 and on: O’PRESS

This malfunction should only occur on the ground with GROUND selected with the PRESS
SOURCE SELECTOR switch, the primary pressure switch has failed, and the right throttle is
advanced above approximately 73% N 2 (the secondary pressure switch activated the ACM
O’PRESS light and closed the ground valve). The BLD AIR GROUND light will extinguish.

1. Right Throttle.............................................................................................................................IDLE

2. Emer Press Control CB (LH CB Panel)....................................................................................PULL

3. Norm Press CB (LH CB Panel)..........................................................................PULL AND RESET

4. Emer Press Control CB...........................................................................................................RESET

Performing the checklist steps in the proper sequence will reset the system for proper opera-
tion in the GROUND position and prevent the EMER PRESS light from illuminating. If
GROUND operation is still desired, do not advance the right throttle above 70% N 2 .

PRECOOL FAIL LIGHT ON L/R PRECOOL

FAIL
UNs 0002-0481, 0483, 0484 Only:
1. Affected Engine ...................................................................................................REDUCE POWER

Bleed air from the engine high speed compressor through the bypass duct heat exchanger unit
(Precooler) is too hot. Reducing engine power if flight conditions permit, should cool the bleed
air temperature sufficiently to extinguish the light.

If flight situation does not permit power reduction or light does not go out:
2. Press Source Selector Switch............................................................................................LH OR RH

Select the opposite engine to stop hot bleed air flow from the affected engine to enter the tailcone.

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ACM EJECTOR LIGHT ON ACM

EJECTOR ON
UNs 0002-0481, 0483, 0484 Only:
ADVISORY — During ground operation with both throttles below 85%N 2 and/or the brake ped-
als depressed.

This light is considered normal during ground operations in warm ambient temperature condi-
tions with the throttles below 85% N 2 and/or the brake pedals depressed. The light indicates
that the ejector pump located on the aft end or the ACM heat exchanger is receiving bleed air
to induce a flow of ram air through the heat exchanger to sufficiently cool the bleed air through
the ACM and prevent a shutdown. During take-off, the light will extinguish as the throttles are
advanced beyond 85% N 2 and the brakes are released. The ejector pump is shutdown during all
in flight operations.

FLIGHT CONTROLS AP TORQUE

AUTOPILOT TORQUE LIGHT ON

1. Autopilot/Trim Disengage Switch...........................................................................................PRESS

NOTE
Autopilot must remain off during flight above 14,500 ft.

2. Autopilot (below 14,500 ft.)................................................................RE-ENGAGE (IF DESIRED)

JAMMED EVEVATOR TRIM TAB

Cruise:
1. Trim Speed.......................................................................MAINTAIN AS LONG AS PRACTICAL

2 Flaps ....................................................................................................................DO NOT EXTEND

Do not extend flaps for approach or landing.

3. FLAPS INOPERATIVE ................................................................................................PAGE AP-24

NOTE
Do not attempt to use the autopilot if the electric trim is inoperative. The autopilot
will not be able to trim out the servo torque, and disengaging the autopilot could re-
sult in significant pitch upset.

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Takeoff or Go Around:
1. Airspeed ........................................................................................MAINTAIN 120 KIAS OR LESS

2. Flap Position.......................................................................................................DO NOT CHANGE

Reduce power as necessary to maintain 120 KIAS or less. Do not change flap position.

3. Landing Gear ....................................................................................................DO NOT RETRACT

Do not retract the landing gear, significant pitch upset could occur.

4. Land as Soon as Practical .....................................................FLAPS INOPERATIVE, AP PAGE 24

ABNORMAL LANDINGS
MAXIMUM GLIDE — EMERGENCY LANDING
MAXIMUM GLIDE SPEED ...............................................................................................AOA .35
WEIGHT 14000 13000 12000 11000 10000 9000 8000
KIAS 147 141 135 129 123 117 111

VREF.......................................................................................................................................AOA .6

FLAPS 14000lb 13000lb 12000lb 11000lb 10000lb 9000lb 8000lb

0° 134 130 126 121 117 112 107
15° 122 117 113 108 104 99 93
FULL 114 110 106 101 97 92 87

Maximum Glide airspeed is 129 KIAS at 11,000 pounds, decreasing approximately 3 KIAS per
500 pound decrease in weight. However, the turbines may not windmill to provide hydraulic
pressure below 150 KIAS. Maintain 150 KIAS or above if possible until landing gear are ex-
tended and speedbrakes are retracted.

1. Flaps ...............................................................................................................................................UP

2. Speedbrakes ......................................................................................................................RETRACT

If the speedbrakes were extended prior to dual engine failure, placing the speedbrake switch
RETRACT, would allow the speedbrakes to relax to trail.

3. Transponder ....................................................................................................EMERGENCY (7700)

4. Locator Beacon ........................................................................................................................EMER

5. ATC.......................................................................................................................................ADVISE

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6. Landing Data...................................................................................................CONFIRM AND SET

7. EMERGENCY EVACUATION .................................................................REVIEW (PAGE EP-25)

8. Crew Briefing.................................................................................................................COMPLETE

9. Passengers................................................................................................................................BRIEF

10. Belts and Harnesses ........................................................................................................FASTENED

11. Avionics, Flight Inst’s and Radar Alt...........................................................................................SET

12. Passenger Advisory Lights ........................................................................................PASS SAFETY

13. Passenger Seats ................................................................................................................CHECKED

14. Antiskid .........................................................................................................................................ON

15. Press Source Selector...................................................................................................................OFF

Prevents water from entering through bleed air valves in case of a water landing.

16. Throttles ...............................................................................................................................CUTOFF

17. Engine Fire Switches...............................................................................................................PRESS

Closes Fuel and hydraulic shutoff valves in tailcone for safety considerations in case of forced
landing.

18. Landing Gear ...................................................................................................DOWN (PAGE EP-8)

19. Landing Lights..........................................................................................................AS REQUIRED

After Touchdown:
20. EMERGENCY EVACUATION.....................................................................................PAGE EP-25

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SINGLE ENGINE APPROACH

NOTE
With one engine shut down by the throttle, the appropriate OIL PRESS WARN, GEN OFF, FUEL
BOOST ON and HYD FLOW LOW lights will be on. Initially, the FUEL LOW PRESS light
would be on, but the fuel boost pump is turned on to prevent damage to the engine fuel pump,
this light will extinguish. If the engine is shut down by the firewall shutoff switch, the appro-
priate F/W SHUTOFF, OIL PRESS WARN, FUEL LOW PRESS, GEN OFF and HYD FLOW
LOW lights will be on. The low fuel pressure will turn on the fuel boost pump, but in this case,
it should be manually cycled to OFF.

Approach:
1. Landing Data...................................................................................................CONFIRM AND SET

2. SINGLE ENGINE GO AROUND .............................................................REVIEW (PAGE AP-23)

RPM for go-around should be set in N 1 counter before commencing the approach.

3. Crew Briefing.................................................................................................................COMPLETE

4. Belts and Harnesses ........................................................................................................FASTENED

5. Avionics, Flight Inst’s and Radar Alt...........................................................................................SET

6. Pass Advisory Lights .................................................................................................PASS SAFETY

7. Passenger Seats ................................................................................................................CHECKED

8. Fuel Crossfeed .............................................................................................................................OFF

9. Antiskid .........................................................................................................................................ON

10. Pressurization ...................................................................................................................CHECKED

Check zero differential

11. Flaps...............................................................................................................................APPROACH

12. Engine Synchronizer....................................................................................................................OFF

13. Airspeed ...........................................................................MAINTAIN VREF + 10 KTS MINIMUM

NOTE
Do not let N 2 drop below 49%.

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Before Landing:
14. Landing Gear ......................................................................................................DOWN (3 GREEN)

15. Landing Lights..........................................................................................................AS REQUIRED

16. Ignition ..........................................................................................................................................ON

17. Flaps ..............................................................................LAND (WHEN LANDING IS ASSURED)

At the pilot’s discretion, flaps may be left at T.O. & APPR or lowered to LAND. If T.O. & APPR
flaps are used, maintain V REF + 10 KIAS or “on speed” angle of attack. LAND flaps are used
under most conditions since little pitch change is encountered when they are selected and touch-
down speed can be reduced.

18. Annunciator Panel ....................................................................................................AS EXPECTED

SINGLE ENGINE GO-AROUND

1. Throttles ...........................................................................................GO-AROUND THRUST

2. Flaps.....................................................................................................................APPROACH

3. Airspeed............................................................................................VREF + 10 (MINIMUM)

4. Positive Rate-of-Climb ............................................................................................GEAR UP

5. Missed Approach Altitude and VREF + 10.............................................................FLAPS UP

Single Engine Go Around requires immediate action to advance throttle smoothly to N 1 Go-
Around thrust, flaps retracted to T.O. & APPR and adjusting pitch attitude to +7.5° (go-around
mode on the flight director for reference). Maintain V REF +10 KIAS/V APP (AOA on speed ref-
erence). Monitor the angle-of-attack indicator closely during the transition to climb. Holding
0.6 (on speed) on the indicator will provide the best angle-of-climb (V XSE ). Landing gear UP
when positive rate-of-climb is established.

NOTE
The landing gear warning horn cannot be silenced if the landing gear is retracted prior
to the flaps reaching the T.O. & APPR position.

When clear of obstacles at a minimum safe altitude, accelerate to V REF + 10 KIAS minimum
and retract the flaps. Reduce power to maximum continuous power. Accelerate to V ENR , ap-
proximately 160 KIAS, and continue climb.

MARCH 1997 FOR TRAINING PURPOSES ONLY AP-23

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FLAPS INOPERATIVE
Approach:
1. Flap Control and Flap Motor CB(s) (LH CB Panel) ........................................................CHECK IN

2. Landing Distance ................................................................................................MULTIPLY BY 1.8

3. Landing Data...................................................................................................CONFIRM AND SET

4. Crew Briefing.................................................................................................................COMPLETE

5. Belts and Harnesses ........................................................................................................FASTENED

6. Avionics, Flight Inst’s and Radar Alt...........................................................................................SET

7. Pass Advisory Lights .................................................................................................PASS SAFETY

8. Passenger Seats ................................................................................................................CHECKED

9. Fuel Crossfeed .............................................................................................................................OFF

10. Antiskid .........................................................................................................................................ON

11. Pressurization ...................................................................................................................CHECKED

Check zero differential.

12. Engine Synchronizer....................................................................................................................OFF

NOTE
Don’t allow N 2 RPM to drop less than 49%.

Before Landing:
13. Landing Gear ......................................................................................................DOWN (3 GREEN)

14. Landing Lights .......................................................................................................AS REQUIREED

15. Ignitions.........................................................................................................................................ON

16. Annunciator Panel ....................................................................................................AS EXPECTED

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Fly “on speed” indication on angle-of-attack indicator, cross checking with airspeed indicator.
Due to the increased airspeed and low drag configuration, the airplane will have an increased
tendency to “float” in ground effect. To counter this, the airplane should be flown onto the run-
way, using only a slight flare to break the rate of descent. Touchdown attitude will be flatter
than normal and speed should not be in excess of V REF + 15 KIAS. Landing field length in-
creases approximately 80% for a no flap landing.

V REF /V APP

FLAPS 14000lb 13000lb 12000lb 11000lb 10000lb 9000lb 8000lb

0° 134 130 126 121 117 112 107

15° 122 117 113 108 104 99 93

FULL 114 110 106 101 97 92 87

DITCHING
Good crew coordination is essential to the success of any ditching. Radio contact should be at-
tempted as early and as high as possible giving identification, position, heading, altitude and
set the transponder on 7700 and if a locator beacon is installed, set on EMER. Brief passengers
and have them don life jackets. Inform them not to inflate their life jackets until they are out-
side the airplane. Plan the approach to parallel the swell pattern and attempt to touch down along
a wave crest or just behind it. If the surface wind is strong or the sea state is rough and irregu-
lar, ditch into the wind on the back side of a wave. Landing gear should be left up and the flaps
in the LAND position. Pull the LDG GEAR circuit breaker to silence the gear warning horn.
Airspeed should be maintained at V REF with the rate of descent at 200-300 feet per minute. Ditch
while power is available if possible. Touch down should be slightly nose high and the throttles
cut off just before water contact. Passengers and crew exit through the emergency escape hatch
and inflate their life jackets when clear. Ditching is not approved under FAR 25.801 and was
not conducted during certification testing. However, should ditching be required, the follow-
ing procedures are recommended

1. Transponder ....................................................................................................EMERGENCY (7700)

2. Locator Beacon ........................................................................................................................EMER

3. ATC.......................................................................................................................................ADVISE

4. Landing Data...................................................................................................CONFIRM AND SET

5. Crew Briefing.................................................................................................................COMPLETE

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6. Passengers................................................................................................................................BRIEF

7. Belts and Harnesses ........................................................................................................FASTENED

8. Avionics, Flight Inst’s and Radar Alt...........................................................................................SET

9. Pass Advisory Lights .................................................................................................PASS SAFETY

10. Passenger Seats ................................................................................................................CHECKED

11. Press Source Selector...................................................................................................................OFF

Prevents water from entering through bleed air valves.

12. Flaps...............................................................................................................................APPROACH

13. Engine Synchronizer. ...................................................................................................................OFF

14. Rate of Descent Establish ...................................................................200/300 FEET PER MINUTE

15. Heading ....................................................................................................PARALLEL TO SWELLS

16. Fuel Crossfeed .............................................................................................................................OFF

17. Landing Gear..................................................................................................................................UP

18. Flaps .........................................................................................................................................LAND

After Touchdown:
19. Battery..........................................................................................................................................OFF

20. Evacuate through the Emergency Exit.

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V REF /V APP

FLAPS 14000lb 13000lb 12000lb 11000lb 10000lb 9000lb 8000lb

0° 134 130 126 121 117 112 107

15° 122 117 113 108 104 99 93

FULL 114 110 106 101 97 92 87

AFTER WATER CONTACT

Under Reasonable ditching conditions, the airplane should remain afloat for an adequate time
to allow launching and boarding of life rafts in an orderly manner. Do not open the emergency
exit while the airplane is still airborne.

THE MAIN CABIN DOOR SHOULD REMAIN CLOSED AND EVACUATION MADE
THROUGH THE EMERGENCY EXIT.

AVIONICS UNs 0627 and Subsequent Only:

EFIS SYMBOL GENERATOR FAILURE RED X, SG FAIL ON EADI OR BOTH
DISPLAYS BLANK
ADVISORY — The EFIS system in INOP. Refer to the copilot’s instruments for compass and
attitude info.

1. Optional MFD Mode Selector......................................................................................................SG1

If desired, the MFD symbol generator may be used to power the failed side. Select SG on the
MC-800 MFD controller mode control; SG on the left for pilot side failure. SG on the right for
copilot side failure (optional). The MFD Display will be blank if the MFD symbol generator is
used to power another system. Weather may still be displayed on either EHSI.

Optional Dual EFIS:

1. SG REV Button (Affected Side)...............................................................................................PUSH

Verify SG1 or SG2 is displayed in the pilot’s and copilot’s EADI(s).

NOTE
SG1 or SG2 annunciation indicates cross-side symbol generator is driving the displays.

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EFIS SYMBOL GENERATOR OVERHEAT SG

HOT

ADVISORY —The SG HOT light has probably illuminated due to an overtemperature condi-
tion caused by failure of the symbol generator internal fan. Continued use of the symbol gen-
erator without the fan may lead to its failure. Removing power from the symbol generator will
allow it to cool, but restoring power will likely result in another overtemperature indication.
Consideration should be given to leaving the circuit breaker disengaged, using the copilot’s flight
instruments to complete the flight and, if necessary, restoring power to the symbol generator
for the approach and landing. Pulling the EADI and EHSI circuit breakers will allow the dis-
play tubes to cool.

1. DC CBs (RH CB Panel)..Pull EFIS 1, EADI 1 & EHSI 1

Optional 3 Tube Or 5 Tube EFIS:

1. MFD Mode Selector ........................................................................................SG LEFT OR RIGHT

2. EADI Display, Selected Side ...........................................VERIFY MG ANNUNCIATED IN EADI

Verifys the MFD Symbol Generator is powering the selected side EFIS displays.

3. EFIS 1 or EFIS 2 DC Circuit Breaker (RH CB Panel) ..........................PULL (AFFECTED SIDE)

NOTE
• All EFIS functions and operations on the side with SG HOT remain unchanged

• The MFD display is blanked during periods of symbol generator backup.

• Dispatch with the pilot’s (or optional copilot’s) SG HOT light illuminated is per-
mitted with the MFD SG operating as backup.

• The multifuction display controller MODE select must be positioned to the symbol
generator (SG) (applicable side, if dual system) position in order to replace the pilot’s
(or copilot’s) SG with he MFD SG.
MG
Optional MFD SG HOT Light On: HOT

1. AP/TRIM DISC Switch...........................................................................................................PRESS

2. MFD SYM GEN and MFD DISP Circuit Breakers..................................................................PULL

Verify display is blanked

NOTE
Unless the MFD SYM GEN is a MOD “T” or later mod do not engage the altitude hold
mode of the autopilot while the MFD SYM GEN circuit breaker is disengaged.

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If The MFD (Optional) Was Being Used As A SG Backup Prior To The MFD SG
Hot Light Illuminating (Dual EFIS Only):
1. AP/TRIM DISC Switch...........................................................................................................PRESS

2. SG REV Button (Affected Side)...............................................................................................PUSH

Verify SG1 or SG2 is displayed in the pilot’s and copilot’s EADI(s)

NOTE
• SG 1 or SG 2 indicates cross-side symbol generator is driving the affected displays.

• Flight director modes will cancel if SG REV is selected on the flight director (FD
1 or FD 2) which is being used to control the airplane. The autopilot will revert to
basic attitude mode. The desired flight director modes may be reselcted when the
AP XFER/FD 1/FD 2 switch is selected to the same side which has the good sym-
bol generator. The DC-811 controller on the same side as the good symbol genera-
tor must be used to control the flight director and autopilot.

• Dispatch is not approved in this mode.

EADI OR EHSI DISPLAY INDICATOR FAILURE

1. DIM Knob (Affected Display).....................................................................................ROTATE OFF

A composite ADI/HSI will be displayed on the remaining EHSI or EADI as appropriate.

To Obtain EHSI Data (If Desired)

(Airplanes Equipped With Optional Multifunction Display):
2. MFD Mode Selector Knob..........................................................SELECT HSI (AFFECTED SIDE)

Dual EFIS Counterclockwise for pilot’s, clockwise for copilot’s

NOTE
• All operations using the EHSI display, except for dimming, are unchanged.

• All functions of the MFD controller are inoperative, except for dimming, when the
MFD mode selector knob is in the EHSI backup position.

• Dispatch is not approved in this mode for airplanes with single EFIS.

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EFIS HEADING FAILURE

1. HDG REV Button .....................................................................................................................PUSH

Depressing the “HDG NORMAL/HDG REV” switch light on the pilot’s lower instrument panel
will change the button light from green “HDG NORMAL” to amber “HDG REV”. The copi-
lot’s number 2 C14D directional gyro is now driving all compass cards, pilot’s EHSI, copilot’s
HSI and pilot’s RMI. The pilot’s EHSI will now display MAG 2 in amber.

Optional Dual EFIS:

1. HDG REV Button , Affected Side ............................................................................................PUSH

Verify that MAG 2 or MAG 1 is displayed amber on both EHSIs.

EFIS ATTITUDE FAILURE

1. EADI FAILURE ......................................................................STANDBY GYRO ON, UNCAGED

ADVISORY — The attitude indicator is INOP. Refer to the copilot’s instruments for attitude
info. Ensure the standby attitude gyro is on and uncaged for attitude reference.

Optional Dual EFIS:

1. ATT REV Button, Affected Side ..............................................................................................PUSH

Verify ATT2 or ATT1 is displayed in amber on both the pilot’s and copilot’s EADIs.

EFIS COOLING FAILURE DISP

FAN
ADVISORY — Indicates failure of the pilot’s (or copilot’s, if installed,
as applicable) EFIS cooling fan.

Illuminated on ground —
If ground operating time exceeds 10 minutes:
1. EFIS 1 or 2, EHSI 1 or 2, EADI 1 or 2 CBs (RH CB Panel) ..................PULL (AFFECTED SIDE)

PULL the following right hand circuit breaker panel breakers: EFIS 1, EADI 1 and EHSI 1 (or
EFIS 2, EADI 2 and EHSI 2, if installed, as applicable).

CAUTION
POWER MUST BE REMOVED AND REMAIN OFF FROM THE EFIS SYSTEM TO
PREVENT IT FROM OVERHEATING DURING GROUND OPERATIONS.

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2. Prior to Takeoff............................................................................................RESET PULLED CB(S)

3. EADI HOT and EHSI HOT Lights .........................................................MONITOR (PAGE AP-32)

4. Return to Normal Procedures.

Illuminated in flight:
1. EADI HOT and EHSI HOT Lights .........................................................MONITOR (PAGE AP-32)

NOTE
The EFIS system has been shown not to overheat in flight with a failed cooling fan;
however, cockpit temperatures should be maintained at the lowest setting to ensure
maximum cooling.

MFD COOLING FAN FAILURE MFD

FAN
ADVISORY — Indicates failure of the MFD display cooling fan.

Illuminated On Ground —
If Ground Operating Time Exceeds 10 Minutes:
1. MFD SYM GEN DC CB (RH CB Panel).................................................................................PULL

CAUTION

POWER MUST BE REMOVED AND REMAIN OFF FROM THE MFD TO PREVENT
IT FROM OVERHEATING DURING GROUND OPERATION.

2. Prior To Takeoff..................................................................REINSTATE THE MFD SYM GEN CB

3. Accomplish Normal Procedures................................................................................DURING TAXI

4. MFD HOT Light...............................................................................................................MONITOR

In Flight
1. MFD HOT Light...............................................................................................................MONITOR

NOTE
The MFD has been shown not to overheat in flight with a failed cooling fan with cock-
pit temperature below 80°F; howerver, cockpit temperatures should be maintaned at
the lowest setting to ensure maximum cooling.

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EADI HOT OR EHSI HOT EADI

HOT
EHSI
1. Cockpit Temperature Selector ..............................................MAN COLD HOT

2. DIM and Raster DIM ......................................................REDUCE BRIGHTNESS TO MINIMUM

3. Affected EADI 1/2 or EHSI 1/2 CB (RH CB Panel) ................................................................PULL

4. DIM Knob (Affected display)......................................................................................ROTATE OFF

Operate in composite mode on the remaining display.

5. Optional MFD Mode Selector................................................................................HSI IF DESIRED

If the EHSI HOT light illuminates and an optional MFD is installed, if desired, the EHSI dis-
play may be selected to the MFD and the EADI may still remain as a full ADI display versus
composite. This selection may be useful during IMC approaches.

MFD HOT MFD

HOT
EFIS MFD ELECTRONIC DISPLAY INDICATOR OVERTEM-
PERATURE (MFD HOT LIGHT ON) (OPTIONAL MFD)

1. MFD DISP Circuit Breaker (RH CB Panel) .............................................................................PULL

NOTE
The MFD symbol generator is still available as an SG backup for the EFIS symbol gen-
erator (either symbol generator in dual EFIS systems).

NOSE COMP
NOSE COMPARTMENT O,TEMP O’TEMP

UNs -0651 and On and UNs -0627 thru -0650

Incorporating SB550-31-01
ADVISORY — Indicates that a high temperature condition exists in the nose avionics com-
partment.

CAUTION

HIGH TEMPERATURE MAY CAUSE FAILURE OF AVIONICS EQUIPMENT, IN-

CLUDING EFIS DISPLAYS.

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On the ground
1. Determine cause before flight

NOTE
Ground operation of avionics equipment for periods in excess of one hour above 45°C,
or shorter periods above 51°C, may cause the NOSE COMP O’TEMP annunciator to
illuminate. Avionics equipment and/or atmospheric conditions should be allowed to cool
until the annunciator is extinguished, prior to continued ground operation or flight.

In flight
1. Land as soon as practical ........................................................................NORMAL PROCEDURES

2. Determine cause before next flight.

RECORDER POWER FAILURE RECORDER

PWR FAIL
ADVISORY — Indicates Flight Data Recorder is inoperative.

ANGLE-OF-ATTACK AND/OR
SLOW/FAST IND FAILURE
ADVISORY —The slow/fast indicator may be unreliable. The stick shaker may be inoperative.

COPILOT’S PITOT-STATIC INSTRUMENT INDICATIONS ERRATIC (AIRPLANES

EQUIPPED WITH GNS-X FMS)

Indicates a leak in the copilot’s pitot-static instrument system which will adversely affect the
true airspeed input to the GNS-X system.

1. TAS Comp Static Valve ...........................................................................LIFT GUARDED COVER

AND RAISE SWITCH TO CLOSE

2. TAS Pitot Valve .......................................................................................LIFT GUARDED COVER

AND RAISE SWITCH TO CLOSE

Raising both switches will block erratic pitot-static inputs to the GNS-X.

3. TAS Circuit Breaker..................................................................................................................PULL

4. GNS-X FMS System..................................MANUAL INPUT OF TRUE AIRSPEED REQUIRED

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EMERGENCY PROCEDURES
CONTENTS
Page
ENGINE...............................................................................................................................EP-1

HYDRAULICS .....................................................................................................................EP-5

ELECTRICAL ......................................................................................................................EP-9

FLIGHT CONTROLS.........................................................................................................EP-19

ENVIRONMENTAL............................................................................................................EP-20

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EMERGENCY PROCEDURES
ENGINE
Aborted Takeoff
1. Brakes .........................................................................................................................APPLY

2. Throttles.........................................................................................................................IDLE

3. Speedbrakes ............................................................................................................EXTEND

4. Thrust Reverser(s) ......................................................................................................APPLY

NOTE
To obtain maximum braking performance from the antiskid system, the pilot must apply
continuos maximum effort (no modulation) to the brake pedals.

The Takeoff Field Lengths assume that the pilot has maximum effort applied to the
brakes at the scheduled V 1 speed during the aborted takeoff.

If thrust reversers are used during abort, the levers should be placed to idle power at 60
KIAS unless required to stop the airplane.

5. Tower........................................................................................NOTIFY, REQUEST ASSISTANCE

6. EMERGENCY EVACUATION.....................................................................................PAGE EP-25

Or:
After clear of the runway:
6. Thrust Reversers ......................................................................................................................STOW

7. Flaps and Trim..................................................................................................SET FOR TAKEOFF

Center the rudder and aileron tab indicators, and position the elevator tab within the take-
off (white band) range.

8. Speedbrakes ......................................................................................................................RETRACT

9. Ignitions...................................................................................................................................NORM

10. Pitot/Static Heat ...........................................................................................................................OFF

Two minute limit for ground operations.

11. Anti-ice/Deice Systems.............................................................................................AS REQUIRED
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12. Exterior Lights ..........................................................................................................AS REQUIRED

13. Antiskid (UNs 0002-0436) ..........................................................................................................OFF

14. Transponder and Radar.....................................................................................................STANDBY

ENGINE FIRE OR FAILURE DURING TAKEOFF

Below V1:
1. ABORTED TAKEOFF ....................................................................................................PAGE EP-1

Above V1:

1. Positive Rate-of-Climb ..........................................................................................GEAR UP

2. Clear of Obstacles, and V2 + 10 ...........................................................................FLAPS UP

3. Continue Climb.............................................................................................................VENR

At a safe altitude:
4. ENGINE FIRE .................................................................................................................PAGE EP-3

Or:
4. ENGINE FAIL PRECAUTIONARY SHUTDOWN ......................................................PAGE AP-2

ENGINE FAILURE DURING APPROACH

1. Autopilot and Yaw Damper .................................................................................................OFF

2. Airspeed .........................................................................................................VREF + 10 KIAS

3. Flaps ..............................................................APPROACH UNTIL LANDING IS ASSURED

Maintain V REF + 10 KIAS or “on speed angle-of-attack”. When landing is assured, posi-
tion flaps to LANDING and adjust airspeed to VREF over the runway threshold.

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ENGINE FIRE LH ENG RH ENG

FIRE FIRE
PUSH PUSH

1. Throttle ..............................................................................................................................IDLE

If the light remains on:

2. Engine Fire Switch..........................................................................................................PRESS

3. Either Fire Bottle Armed Switch ....................................................................................PRESS

Depressing the Engine Fire Switch will close the fuel and hydraulic shutoff valves resulting in
the respective F/W SHUTOFF LH/RH annunciator to illuminate. As these valves close, the re-
spective FUEL LOW PRESS LH/RH and HYD FLOW LOW LH/RH will illuminate along with
the same side FUEL BOOST ON LH/RH annunciator. Depressing the Engine Fire Switch will
also field trip the respective generator, illuminating the associated GEN OFF LH/RH annunci-
ator. This action also removes the ground from the respective thrust reverser, rendering it in-
active. Depressing an Engine Fire Switch will arm both engine fire extinguisher bottles resulting
in both BOTTLE 1/2 ARMED PUSH lights to illuminate.

Depressing either illuminated BOTTLE ARMED PUSH light will fire an electrical squib to allow
the contents of the respective fire extinguisher bottle to be discharged under pressure into the
engine nacelle that was selected by the pushed fire switch. As the engine “flames out” due to
fuel starvation, the respective OIL PRESS WARN LH/RH annunciator will illuminate and trig-
ger the MASTER WARNING RESET lights.

NOTE
While waiting to determine if the ENG FIRE light extinguishes, complete checklist
items 4 through 8.

4. Engine Sync .................................................................................................................................OFF

5. Throttle.................................................................................................................................CUTOFF

6. Ignition ....................................................................................................................................NORM

7. Generator .....................................................................................................................................OFF

8. Boost Pump..................................................................................................................................OFF

If the light remains on after 30 seconds:

9. Remaining Fire Bottle Armed Switch .....................................................................................PRESS

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After the light goes out:

10. Rotary Test, Fire Warning ................................................................................................CHECKED

Determine if the fire warning system is still intact, not burned through.

11. Fuel Crossfeed ..........................................................................................................AS REQUIRED

12. Electrical Load..................................................................................................................MONITOR

Amperage should not exceed 325 amps above 35,000 ft or 400 amps at 35,000 ft and below.

NOTE
UNs 0115 through 0295 not modified by SB 550-54-4, amperage should not exceed
250 amps above 25,000 ft or 400 amps at 25,000 ft and below.

14. SINGLE-ENGINE APPROACH ..................................................................................PAGE AP-22

EMERGENCY RESTART — TWO ENGINES

1. Altitude .........................................................................................................BELOW FL350

2. Airspeed .............................................................................................200 KIAS MINIMUM

3. Ignitions ............................................................................................................................ON

4. Boost Pumps .....................................................................................................................ON

5. Throttles.........................................................................................................................IDLE

Possibilities of immediate start are increased if airspeed is over 200 KIAS.

Engine ignition and boost pump switches must be selected ON since automatic sequencing and
selection of these functions does not occur when the start button is not utilized.

If no start in 10 seconds:
6. ENGINE RESTART — ONE ENGINE ..........................................................................PAGE AP-5

Or:
6. MAXIMUM GLIDE — EMERGENCY LANDING ...................................................PAGE AP-20

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OIL PRESS WARN LIGHT ON OIL PRESSURE

WARN
If the pressure is above 70 PSI:
LH RH

1. Land as Soon as Practical .......................................................................NORMAL PROCEDURES

If the pressure is between 35 and 70 PSI:

1. Throttle.................................................................................................................REDUCE POWER
Normal oil pressures are 70 to 85 PSIG above 60% N 2 . Oil pressures below 70 PSIG are unde-
sirable and should only be tolerated for completion of the flight, preferably at reduced power
settings (below 60% N 2 ) if safety is not jeopardized.

2 Land as Soon as Practical .......................................................................NORMAL PROCEDURES

If pressure is below 35 PSI:

1. ENGINE FAIL/PRECAUTIONARY SHUTDOWN......................................................PAGE AP-2

HYDRAULICS
WHEEL BRAKE FAILURE

1. Brake Pedals ................................................................................................REMOVE FEET

2. Emer Brake Handle.......................................................................................................PULL

3. Landing Distance (UNs 0627 & On) ......................................................MULTIPLY BY 1.5

(UNs 0002-0626) .......................................................MULTIPLY BY 1.6

CAUTION

IF THE BRAKE PEDALS ARE DEPRESSED WHILE THE EMERGENCY AIR

BRAKES ARE ACTUATED, HIGH PRESSURE AIR WILL BYPASS THE SHUTTLE
VALVES AND POSSIBLY RUPTURE THE BRAKE FLUID RESERVOIR OR CAUSE
UNCOMMANDED DIFFERENTIAL BRAKING.

Pulling the emergency brake handle will apply equal pressure to both brakes. The emergency air
bottle holds enough air for approximately ten full applications, but excessive modulation should
be avoided. Best results are obtained using slow steady pressure until the airplane is stopped.
Although differential braking is not available, directional control can be easily maintained uti-
lizing nose gear steering, rudder and aileron. If the landing gear has been lowered by the emer-
gency air method, emergency braking will continue to be available; however, the number of
applications available will be reduced. Do not attempt to taxi into tight spaces or on a crowded
ramp with only emergency brakes, due to the possibility of depleting the air bottle while moving.

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CAUTION

THE ANTISKID SYSTEM DOES NOT FUNCTION DURING EMERGENCY BRAK-

ING. EXCESSIVE PRESSURE ON EMERGENCY BRAKE HANDLE CAN CAUSE
BOTH WHEEL BRAKES TO LOCK RESULTING IN BLOWOUT OF BOTH TIRES.

NOTE
If wheel brake failure is suspected prior to landing, multiply the landing distance by
1.5. (UNs 0627 and subsequent); 1.6 (UNs 0002 thru 0626).

DEPLOY
THRUST REVERSER — DEPLOY DURING TAKEOFF

1. Emer Stow Switch .......................................................................................................EMER

2. Throttle...........................................................................................................................IDLE

3. Positive Rate-of-Climb ..........................................................................................GEAR UP

4. Clear of Obstacles and V2 + 10 ............................................................................FLAPS UP

5. Maximum Airspeed (Until Stowed) .......................................................................125 KIAS

6. THRUST REVERSER DEPLOY IN FLIGHT ..........................................................NEXT X-LIST

THRUST REVERSER — DEPLOY INFLIGHT DEPLOY

1. Emer Stow Switch .......................................................................................................EMER

2. Throttle ..........................................................................................................................IDLE

3. Maximum Airspeed (Until Stowed) .......................................................................125 KIAS

CAUTION

THE AIRPLANE WILL TEND TO PITCH UP AND ROLL INTO THE DEPLOYED
THRUST REVERSER AND MAY BE SEVERE AT HIGH SPEEDS.

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If Thrust Reverser will not Stow:

DEPLOY and/or UNLOCK lights(s) remain illuminated.

4. Thrust Reverser C/Bs (LH CB Panel) ..............................................................................CHECK IN

5. Maximum Airspeed ............................................................................................................150 KIAS

6. ENGINE FAIL/PRECAUTIONARY SHUTDOWN ......................................................PAGE AP-2

After the Thrust Reverser is Stowed:

DEPLOY and UNLOCK lights extinguished.

4. Maximum Airspeed ............................................................................................................200 KIAS

5. Throttle......................................................................................................................AS REQUIRED

After it is determined that the affected thrust reverser is “emergency stowed” the throttle may be
advanced and the engine operated normally. The affected thrust reverser cannot be used during
landing.

6. Land as Soon as Possible ........................................................................NORMAL PROCEDURES

THRUST REVERSER UNLOCK LIGHT ON INFLIGHT UNLOCK

1. Emer Stow Switch .......................................................................................................EMER

2. Thrust Reverser Levers ............................................................................FULL FORWARD

If light remains on:

3. Thrust Reverser CB’s (LH CB Panel) ..............................................................................CHECK IN

4. Maximum Airspeed ............................................................................................................200 KIAS

5. Land as Soon as Possible ........................................................................NORMAL PROCEDURES

The affected thrust reverser cannot be used during landing.

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THRUST REVERSER ARM LIGHT ON INFLIGHT ARM

1. Thrust Reverser Levers.........................................................................................FULL FORWARD

If light remains on:

2. Maximum Airspeed ............................................................................................................200 KIAS

3. Land as Soon as Possible ........................................................................NORMAL PROCEDURES

GEAR
GEAR UNLOCKED/WILL NOT EXTEND UNLOCKED

1. Gear Control CB (LH CB Panel) .....................................................................................CHECK IN

If the landing gear would not retract due to the GEAR CONTROL C/B open, lower the gear
handle, reset the CB and raise the gear normally.

2. Gear Handle (150 KIAS Optimum)........................................................................................DOWN

If practical, stabilize the aiplane at 150 KIAS with the flaps up. This speed configuration
is optimum for a free fall extension.

3. Rotary Test (Bulb Check) .......................................................................................LDG GEAR/OFF

Check landing gear lights for operation or burned out elements.

4. Aux Gear Control .......................................................................PULL T-HANDLE AND ROTATE

Pull the “T” handle to full extension and rotate clockwise 45° to mechanically release the
three landing gear uplocks.

5. Rudder ...................................................................................................................YAW AIRPLANE

It many be necessary to yaw the aircraft from side to side to provide aerodynamic side load
on the main gear to achieve positive down locking.

CAUTION

IF THE DOWNLOCK LIGHTS DO NOT ILLUMINATE, ENSURE VISUALLY, IF POS-

SIBLE,THAT ALL LANDING GEAR HAVE BEEN RELEASED FROM THE UP-
LOCKS PRIOR TO USING THE BLOW-DOWN SYSTEM. THE BLOWDOWN
SYSTEM WILL NOT DISENGAGE THE GEAR FROM THE UPLOCKS.

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6. Aux Gear Control..........................................................................................................PULL KNOB

Pull the round knob on the “T” handle shaft toward the “T” handle. This will route high pressure
air to the down side of the hydraulic cylinders forcing them into the locked position. Do not reset
the knob.

NOTE
Pneumatic pressure should be used to ensure positive locking of all three gear actuators.

BATT
ELECTRICAL O’TEMP

BATTERY OVERHEAT

1. Amperage ..................................................................................................................CHECK

2. Battery Switch .............................................................................................................EMER

3. Amperage ...............................................................................................NOTE DECREASE

In EMER position, the battery will be disconnected from the generators and will no longer
be charged. All electrical equipment will continue to receive power since the generators
are still on the line. The emergency DC bus is powered by the battery. Battery voltage may
now be read with the voltage selector in BATT and generator bus voltage with the voltage
selector in LH GEN or RH GEN. Individual generator voltages can be read by selecting
one (LH or RH) GEN and turning the generator off.

An amperage decrease will be noted immediately as the battery switch is placed to EMER
with the battery no longer receiving a charge.

4. Voltage (within 2 minutes)..................................................................................NOTE DECREASE

If battery voltage is 1 volt less than generator voltage in 30 seconds to 2 minutes, monitor
battery overheat annunciator for possible change. In thirty seconds to two minutes after
disconnect, battery voltage should read at least one volt less than the generators. Rotate
the voltage selector to LH GEN and RH GEN position to read generator voltage. Battery
voltage will be indicated when the voltage selector is in the BATT position.

If volts and/or amps decrease (the battery relay is not stuck):

5. Battery Switch..............................................................................................................................OFF

Placing the Battery switch OFF allows the Emergency DC Bus to be connected to the
Battery Bus. This reduces the load on the battery and the generators now power the
Emergency DC Bus. The battery should cool down faster with the load reduced.

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NOTE
UNs 0002 thru 0626, placing the battery switch OFF will open the Emergency Relay
causing the emergency bus items to lose electrical power.

The battery may continue to overheat and cause the BATT O’HEAT light to “flash”
before it begins to cool, this is considered normal.

Placing the Battery switch OFF or EMER, isolates the battery from the charging
source (generators). The Voltmeter reading from the Hot Battery Bus, is disabled with
the Battery switch OFF.

6. Land as Soon as Practical .......................................................................NORMAL PROCEDURES

Or:

If volts and amps do not decrease, “battery relay is stuck”:

5. Flood lights ...............................................................................................................AS REQUIRED

6. Generators....................................................................................................................................OFF

Turning OFF the generators is the only way to isolate the battery from the generators
(charging source) with a stuck battery relay. However, the hot battery is now powering the
entire electrical system. Normal DC power will remain ON (powered by the battery).

7. Mic Selector (UNs 0002-0626) ..................................................................................EMER COMM

(HEADPHONES REQUIRED)

8. Reciever Set (UNs 0002-0626) ...............................................AUTO SEL ON OR COMM1 HDPH

NOTE
UNs 0002 thru 0626: Place the microphone selector switch on the audio control panel
to EMER COMM and use head phones. Select COMM1 HDPH or AUTO SELECT ON
to receive audio through the headphones. The overhead speakers are inoperative.

9. Manual Windshield Bleed Air Valves ...............................................................OFF OR MINIMUM

NOTE
Ensure the manual W/S Bleed Air valves are closed (OFF) prior to disabling the main
DC extension and crossover busses. Loss of electrical power to the windshield bleed
air system would allow unregulated bleed air on the windshield if the manual valves
were not closed. Flying in icing conditions may require minimum windshield bleed
air to prevent windshield icing.

10. DC PWR LH AND RH BUS No. 1, 2 and 3 CB(s) (75 Amp) .................................................PULL
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All cockpit electrical busses will be disabled except the emergency DC buss(es). The follow-
ing equipment will be operational:

Comm 1 Audio1/2 (UNs 0627 & On)

Nav 2 Copilot’s Electric ADI/(UNs 0627& On)
Copilot’s HSI(DG2) RH Pitot-Static Heat(UNs 0682 & On)
Cockpit Floodlights Copilot’s RMI (Dual EFIS only)
LH/RH N1, indicators (self powered) NAV 2 Repeater (Dual EFIS only)
Copilot’s ADI (air driven)
NOTE
UNs 0627 & On—The standby gyro will continue to operate for a minimum of 30 min-
utes powered by its own emergency battery pack. This battery pack also provides 5-
volt emergency instrument lighting for the standby gyro and the copilot’s emergency
flight instruments.

11. Land as Soon as Possible..............................................................................WITHIN 30 MINUTES

If possible, land prior to total loss of battery power.

12. Landing Data...................................................................................................CONFIRM AND SET

13. Crew Briefing.................................................................................................................COMPLETE

14. Belts and Harnesses ........................................................................................................FASTENED

15. Avionics and Emer Flight Inst’s...................................................................................................SET

16. Passenger Seats ................................................................................................................CHECKED

17. Fuel Crossfeed .............................................................................................................................OFF

18. Antiskid .........................................................................................................................................ON

19. Pressurization ...................................................................................................................CHECKED

20. Engine Synchronizer...................................................................................................................OFF

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When landing is assured:

21. LH and RH bus No. 1, 2, 3 CB(s) (75amp) ............................................................................RESET
Performing step 21 restores power to the main DC extension busses to enable normal gear
and flap extension, and antiskid brake operation.

22. Generators ...................................................................................................................................GEN

NOTE
The battery will be receiving charging power. Remain alert for the battery tempera-
ture to increase.

23. Pass Advisory Lights .................................................................................................PASS SAFETY

24. Landing Gear ..........................................................................................................................DOWN

25. Landing Lights..........................................................................................................AS REQUIRED

26. Ignitions.........................................................................................................................................ON

27. Flaps .........................................................................................................................................LAND

28. Annunciator Panel ....................................................................................................AS EXPECTED

If battery overheats again:

29. Generators (After Landing) .........................................................................................................OFF

GEN
GENERATOR FAILURE — DUAL OFF

LH RH

1. Generators ...........................................................................................................RESET THEN OFF

2. Generator Voltages ...........................................................................................................CHECKED

3. Generator (Closest to 28.5 volts) ................................................................................................GEN

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If the generator will not come on line:

4. Generator .....................................................................................................................................OFF

5. Opposite Generator .....................................................................................................................GEN

6. Electrical Load..................................................................................................................MONITOR

If neither generator comes on line:

7. Flood Lights..............................................................................................................AS REQUIRED

8. Battery Switch..........................................................................................................................EMER

9. Mic Selector(UNs 0002-0626) ...................................................................................EMER COMM

(HEADPHONES REQUIRED)

10. (UNs 0002-0626) Receiver Set ...............................................AUTO SEL ON OR COMM1 HDPH

With the battery switch in emergency position and the generators off, a properly charged bat-
tery will supply power for approximately 30 minutes to the following equipment:

Comm1 Audio1/2 (UNs 0627 & on)

Nav 2 Copilot’s Electric ADI/(UNs 0627& on)
Copilot’s HSI(DG2) RH Pitot-Static Heat(UNs 0682 & on)
Cockpit Floodlights Copilot’s RMI (Dual EFIS only)
LH/RH N1, indicators (self powered) NAV 2 Repeater (Dual EFIS only)
Copilot’s ADI (air driven)
NOTE
UNs 0627 & On — The standby gyro will continue to operate for a minimum of 30 min-
utes powered by it own emergency battery pack. This battery pack provides 5-volt emer-
gency instrument lighting for the standby gyro, and the copilot’s emergency flight instruments.

11. Manual Windshield Bleed Air Valves ...............................................................OFF OR MINIMUM

NOTE
With main power lost, the windshield bleed air shutoff valve will open. The bleed air
manual valves should be closed to prevent an excessive volume of high temperature
bleed air from damaging the windshield. If icing conditions are encountered, the man-
ual valves may be opened just enough to keep the windshield clear.

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12. Land as Soon as Possible..............................................................................WITHIN 30 MINUTES

13. Landing Data...................................................................................................CONFIRM AND SET

14. Crew Briefing.................................................................................................................COMPLETE

15. Belts and Harnesses ........................................................................................................FASTENED

16. Avionics and Emer Flight Inst’s...................................................................................................SET

17. Passenger Seats ................................................................................................................CHECKED

18. Fuel Crossfeed .............................................................................................................................OFF

19. Antiskid .........................................................................................................................................ON

20. Pressurization. ..................................................................................................................CHECKED

21. Engine Synchronizer....................................................................................................................OFF

When landing is assured:

22. Battery Switch...........................................................................................................................BATT

23. Pass Advisory Lights .................................................................................................PASS SAFETY

24. Landing Gear ..........................................................................................................................DOWN

25. Landing Lights..........................................................................................................AS REQUIRED

26. Ignitions.........................................................................................................................................ON

27. Flaps .........................................................................................................................................LAND

28. Annunciator Panel ....................................................................................................AS EXPECTED

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V REF /V APP

FLAPS 14000lb 13000lb 12000lb 11000lb 10000lb 9000lb 8000lb

0° 134 130 126 121 117 112 107

15° 122 117 113 108 104 99 93

FULL 114 110 106 101 97 92 87

AC
AC FAIL LIGHT ON FAIL

1. AC Inverter 1 or 2 CB (LH or RH CB panel) ..................................................................CHECK IN

Single Inverter Failure:

(UNs 550 & on)

ADVISORY — Indicates loss of power from affected inverter. Automatic switch over will occur to the
opposite inverter.

1. Master Warning.......................................................................................................................RESET

NOTE
Resetting the MASTER WARNING Lights will extinguish the AC FAIL LIGHT.

Continue the Flight.

Operation of all AC powered avionics equipment will be sustained by the opposite inverter. The
autopilot and/or flight director may disengage. Both may be re-engaged to operate on the re-
maining inverter.

UNs 0002 thru 0505

1. Avionics Power Switch ................................................................SELECT OPPOSITE INVERTER

Continue the Flight. Operation of all AC powered avionics equipment will be sustained by
the opposite inverter. The autopilot and/or flight director may disengage. Both may be re-
engaged to operate on the remaining inverter.

2. Master Warning.......................................................................................................................RESET

NOTE
Resetting the Master Warning Lights will extinguish the AC FAIL light.

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Dual Inverter Failure

2. Battery Switch ............................................................................................................................Emer

Check both inverter circuit breakers IN, pull and reset if necessary. If the inverters will not
come back on the line after the circuit breakers have been reset, complete the flight by using
the copilot’s attitude indicator or the standby gyro horizon. Placing the battery switch to EMER
will provide AC power from the No. 2 C-14D static inverter to power the copilot’s HSI.

UNs 0627 and On:

The EFIS systems will be inoperative. With BATT in EMER, NAV 2 and compass information
will be displayed on the copilot’s HSI (copilot’s RMI with dual EFIS), and attitude informa-
tion on the copilot’s attitude indicator and the standby gyro.

3. Mic Selector Switch ............................................................................................................COMM 2

Placing the battery switch to EMER will isolate the battery from generator charging power
and the battery will be powering the emergency buss(es) directly. Using COMM 2 will re-
duce the discharge amperage on the battery (COMM 2 powered by the RH extension bus).

AC
AC Fail Light On After Master Warning Has Been Reset FAIL
(UNs 0550 and Subsequent)

1. Right Sub-Circuit Breaker Panel..........................................................................CHECK, CB(S) IN

CAUTION
IF CIRCUIT BREAKER(S) IS/ARE DISENGAGED, OPERATE WITH LOSS OF
BUS(ES) AS RE-ENGAGEMENT MAY RESULT IN FURTHER DAMAGE TO THE
ELECTRICAL SYSTEM.

(UNs 0627 & On)

NOTE
Depending on which bus(es) has/have been lost, the following equipment will be lost:
a. 26 VAC Bus 1 — Nav 1, Pilot’s RMI, and Pilot’s electronic flight instrument sys-
tem (EFIS). If an optional Honeywell FMS is installed, the system’s digital air
data computer (DADC) is also on this bus.

b. 115 VAC Bus 1 — Air data computer, pilot’s attitude gyro, pilot’s flight direc-
tor, weather radar, autopilot and VNAV computer/controller.

c. 26 VAC Bus 2 — Copilot’s horizontal situation indicator (HSI), NAV 2, copi-

lot’s RMI and optional number two EFIS. The copilot’s HSI and NAV 2 can be
returned to operation by placing the BATT switch to EMER.

d. 115 VAC Bus 2 — Copilot’s attitude gyro, and number 2 flight director (optional
dual EFIS).
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(UNs 0550 thru 0626)

NOTE
Depending on which bus(es) has/have been lost, the following equipment will be lost:

a. 26 VAC Bus 1 — Pilot’s ADI, Pilot’s RMI; pilot’s HSI (HDG and NAV flags in
view); pilot’s rate-of-turn indicator; copilot’s RMI compass card and NAV 1 bear-
ing pointer; and ADF 1.

b. 115 VAC Bus 1 — Pilot’s flight director; autopilot; yaw damper; radar; pilot’s
attitude gyro; and VNAV computer/controller.

c. 26 VAC Bus 2 — NAV 2; copilot’s ADI (optional dual flight director installa-
tion); copilot’s HSI, copilot’s RMI; pilot’s RMI compass card and NAV 2 bear-
ing pointer; and ADF 2 (optional). Operation of the following equipment can be
reinstated by placing the BATT switch to EMER: NAV 2; bearing pointer (op-
tional dual EFIS only) and CDI of copilot’s HSI.

d. 115 VAC Bus 2 — Copilot’s flight director (optional); air data computer and pilot’s
altimeter. The autopilot will only operate in basic autopilot modes due to loss of
valid signal from the air data computer.

MASTER
MASTER WARNING LIGHT ON STEADY WARNING
RESET

1. Check All Circuit Breakers.............................................................................................................IN

If a WARN LTS 1 OR 2 CB is out on the LH CB panel, the opposite MASTER WARNING

RESET light on the instrument panel will illuminate steady and will not be able to reset.
If a set of 3 LH BUS OR 3 RH Bus 75 amp CB(s) or the 35 amp LH CB PANEL is open,
the same indications will result due to loss of power through a WARN LTS 1 or 2 CB.

2. Failed Generator.................................................................................................RESET THEN GEN

If the generator resets and comes on line, the steady MASTER WARNING RESET light
should extinguish. Do not turn OFF the generator.

If light remains on, opposite side generator off line:

225 amp current limiter has failed, opposite side generator off line. Expect partial loss of
electrical equipment.

3. Land As Soon As Practical .....................................................................NORMAL PROCEDURES

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ENVIRONMENTAL CABIN ALT

10000 FT
RAPID DECOMPRESSION

1. Oxygen Masks..........................................................................DON AND 100% OXYGEN

2. Oxygen Control Valve(s) ....................................................NORM AND MANUAL DROP

3. Oxygen Mic Switches ...............................................................................MIC OXY MASK

4. Press Source Selector...................................................................................................EMER

5. Pass Oxygen..........................................................ENSURE PASSENGERS ON OXYGEN

6. EMERGENCY DESCENT (If Required) .........................................................PAGE EP-19

To qualify as quick donning, the crew oxygen masks must be properly stowed, in accordance
with the storage placard, in the retainer located on the cabin divider bulkhead behind and out-
board of each crew position and set at 100%. The optional EROS masks are stored in a container
directly above and behind each crewmembers on the cabin divider bulkhead.

After the crew masks are properly donned, place the two-position toggle switches on the side
consoles to MIC OXY MASK and increase volume on the audio panels. Depressing the micro-
phone buttons on the control wheels allows the crewmembers to transmit through the oxygen masks.

Placing the oxygen control valve(s) to NORM and/or MANUAL DROP will cause the passen-
ger oxygen masks to manually deploy if the masks fail to automatically deploy.

NO SMOKING WHEN OXYGEN IS BEING USED OR FOLLOWING USE OF PAS-

SENGER OXYGEN UNTIL LANYARDS HAVE BEEN REINSTALLED.

DUE TO HUMAN PHYSIOLOGICAL LIMITATIONS, THE PASSENGER OXYGEN

SYSTEM IS NOT SATISFACTORY FOR CONTINUOUS OPERATION ABOVE
25,000 FEET CABIN ALTITUDE AND THE CREW OXYGEN SYSTEM IS NOT SAT-
ISFACTORY FOR CONTINUOUS OPERATION ABOVE 37,000 FEET CABIN AL-
TITUDE. INDIVIDUAL PHYSIOLOGICAL LIMITATIONS MAY VARY. IF CREW
OR PASSENGERS EXPERIENCE HYPOXIC SYMPTOMS, DESCEND TO A LOWER
CABIN ALTITUDE.

Placing the Pressurization Source Selector to EMER will allow bleed air to flow directly from
the left engine to the cabin underfloor air distribution network. This may correct the rapid de-
compression emergency in case of an air cycle machine failure or ACM duct failure to the cabin.

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EMERGENCY DESCENT

1. Ignitions ............................................................................................................................ON

2 Throttles.........................................................................................................................IDLE

3. Speedbrakes ............................................................................................................EXTEND

4. Roll (To Assist Nose Down) .................................................................................30° BANK

5. Pitch (Initially) .........................................................................................25° NOSE DOWN

6. Descend at Maximum Airspeed ..........................................................................VMO/MMO

Use reduced speed if structural damage has occured.

7. Transponder ....................................................................................................EMERGENCY (7700)

8. Pass Advisory Lights .................................................................................................PASS SAFETY

9. Land as Soon as Possible ........................................................................NORMAL PROCEDURES

AUTOPILOT
FLIGHT CONTROLS OFF

AUTOPILOT HARDOVER

1. Autopilot/Trim Disengage Switch ..............................................................................PRESS

Press switch on either yoke. Flight director modes will remain selected.

NOTE
Maximum altitude losses during autopilot malfunction:

Cruise ......................................................................................550 FEET AT 43,000 FEET

Climb ......................................................................................300 FEET AT 17,000 FEET

Instrument Landing System Approaches ...........................................................34 FEET

Autopilot must be OFF at 90 Feet

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ELEVATOR TRIM RUNWAY

1. Autopilot/Trim Disengage Switch.........................................................PRESS AND HOLD

This will interrupt power to the electric trim motor.

2. Pitch Trim CB (LH CB Panel) ......................................................................................PULL

Hold the A/P TRIM DISC switch down until the PITCH TRIM circuit breaker is pulled
to permanently remove power to the trim motor.

3. Autopilot/Trim Disengage Switch.........................................................................RELEASE

4. Manual Elevator Trim........................................................................TRIM AS REQUIRED

CAUTION

DO NOT ATTEMPT TO USE THE AUTOPILOT IF THE ELECTRIC TRIM IS IN-

OPERATIVE. THE AUTOPILOT WILL NOT BE ABLE TO TRIM OUT SERVO
TORQUE, AND DISENGAGE THE AUTOPILOT WITH LIGHT SERVO TORQUE
COULD RESULT IN A SIGNIFICANT PITCH UPSET.

ENVIRONMENTAL
FIRE, SMOKE OR ODOR

1. Oxygen Masks.........................................................................DON AND 100% OR EMER

2. Oxygen Control Valves .......................................................NORM AND MANUAL DROP

3. Oxygen Mic Switches ...............................................................................MIC OXY MASK

4. Pass Oxygen..........................................................ENSURE PASSENGERS ON OXYGEN

Ensure crew oxygen masks are set at 100%. Visually check the passenger masks have
dropped and the masks are properly donned (lanyard cord pin removed).

5. Cabin Divider Door ..................................................................................................................OPEN

6. Press Source Selector ..............................................................................................................NORM

7. Overhead and Defog Fans............................................................................................................OFF

Both cabin overhead and cockpit defog fans OFF to prevent further circulation of smoke
through the airplane and possibly identify them as the source.

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8. Pass Advisory Lights .................................................................................................PASS SAFETY

9. Type of Fire, Smoke or Odor .......................................................................................DETERMINE

10. SMOKE REMOVAL (If Necessary)..............................................................................PAGE EP-24

Electrical Fire, known source:

11. Isolate the faulty circuit(s) .............................................................................................PULL CB(S)

12. Land as Soon as Possible ........................................................................NORMAL PROCEDURES

Electrical Fire, unknown source:

11. Flood Lights..............................................................................................................AS REQUIRED

12. Battery Switch..........................................................................................................................EMER

13. Generators....................................................................................................................................OFF

14. Mic Selector (UNs 0002-0626) ..................................................................................EMER COMM

(HEADPHONES REQUIRED)

15. Receiver Set (UNs 0002-0626) ...........................................AUTO SEL ON OR (COMM1 HDPH)

With the battery switch in EMER and the generators OFF, the emergency DC bus will pro-
vide power for approximately 30 minutes to the following equipment:

Comm1 Audio1/2 (UNs 0627 & on)

NAV 2 Copilot’s ADI/(UNs 0627& on)

Copilot’s HSI(DG2) Copilot’s RMI (Dual EFIS only)

Cockpit Floodlights NAV 2 Repeater (Dual EFIS only)

LH/RH N 1 , indicators (self powered) RH Pitot-Static Heat (UNs 0682 & on)

Copilot’s ADI (air driven)

The standby gyro (optional UNs 0002 thru 0626) will continue to operate for a minimum
of 30 minutes powered by it own emergency battery pack. This battery pack provides 5-
volt emergency instrument lighting for the standby gyro, and the copilot’s primary flight
instruments. Make sure cabin services (refreshment center, cabin lights) are OFF.

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16. Windshield Bleed Air Manual Valves ...............................................................OFF OR MINIMUM

With electrical power lost, the windshield bleed air shutoff valve will fail open. The bleed
air manual valves are closed to prevent an excessive volume of high temperature air from
reaching the windshield. If flying through icing conditions, the manual valves may be opened
just enough to keep the windshield clear.

17. DC PWR RH Bus No. 1, 2 and 3 CBs ......................................................................................PULL

18. RH CB Panel CB (On LH CB Panel)........................................................................................PULL

19. AC Inverter No. 1 CB (LH CB Panel) ......................................................................................PULL

20. LH Thrust Reverser CB (LH CB Panel) ...................................................................................PULL

21. Land as Soon as Possible..............................................................................WITHIN 30 MINUTES

If possible, land prior to total loss of battery power.

22. Landing Data...................................................................................................CONFIRM AND SET

23. Crew Briefing.................................................................................................................COMPLETE

24. Belts and Harnesses ........................................................................................................FASTENED

25. Avionics and Emer Flight Inst’s...................................................................................................SET

Only the copilot’s emergency flight instruments are available for IMC flight.

26. Passenger Seats ................................................................................................................CHECKED

27. Fuel Crossfeed .............................................................................................................................OFF

28. Antiskid .........................................................................................................................................ON

29. Pressurization ...................................................................................................................CHECKED

30. Engine Synchronizer....................................................................................................................OFF

EP-22 FOR TRAINING PURPOSES ONLY MARCH 1997

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When landing is assured:

31. Left Generator.............................................................................................................................GEN

Placing the left generator on line will restore power to the left main DC extension bus only
(due to performing steps 17 through 20). This will enable normal gear and flap extension,
and anti-skid brake operation.

32. Landing Gear ..........................................................................................................................DOWN

33. Landing Lights..........................................................................................................AS REQUIRED

34. Ignitions.........................................................................................................................................ON

35. Flaps .........................................................................................................................................LAND

36. Annunciator Panel ....................................................................................................AS EXPECTED

With the left main DC extension bus power restored, the following cockpit indications will occur:

• LH MASTER WARNING light will illuminate STEADY

• RH engine instruments flagged except N 1

• Various annunciator panel lights will illuminate for inoperative equipment.

NOTE
Step 20 disabled the left thrust reverser to prevent an inadvertent single engine reversing
on landing.

If smoke or fire restarts:

36. Left Generator. .............................................................................................................................OFF

V REF /V APP

FLAPS 14000lb 13000lb 12000lb 11000lb 10000lb 9000lb 8000lb

0° 134 130 126 121 117 112 107

15° 122 117 113 108 104 99 93

FULL 114 110 106 101 97 92 87

MARCH 1997 FOR TRAINING PURPOSES ONLY EP-23

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Environmental Smoke odor:

11. Press Source Selector (LH, RH, EMER) ...........................................................ISOLATE SOURCE

Pressurization source selector must remain in each position long enough to allow adequate
system purging to determine the source of smoke. If smoke has not begun to clear in a minute,
switch to another source.

UNs 0482,0485 and On:

If EMER position dissipates the smoke, the ACM seal may be leaking. Operating in EMER
will require controlling cabin pressure and temperature with left throttle.

12. Land as Soon as Practical .......................................................................NORMAL PROCEDURES

Cabin/cockpit fire:
11. Fire Extinguisher ........................................................................................REMOVE SAFETY PIN

12. Fire ..............................................................................................................................EXTINGUISH

13. Land as Soon as Possible ........................................................................NORMAL PROCEDURES

SMOKE REMOVAL
1. Cabin Altitude .........................................................................................................SET 9,500 FEET

2. Rate Knob............................................................................................................MAXIMUM RATE

Selecting a higher cabin altitude will cause the outflow valves to open and increase the rate
of airflow to clear the smoke.

If smoke persists:
3. Emer Dump Switch ...................................................................................................................Dump

This switch manually opens the emergency dump valve to rapidly depressurize the airplane,
allowing the smoke to clear. All smoking material should be extinguished.

CAUTION

WHETHER OR NOT SMOKE HAS DISSIPATED, IF IT CANNOT BE VISUALLY

CONFIRMED THAT ANY FIRE HAS BEEN EXTINGUISHED FOLLOWING FIRE
SUPPRESSION AND/OR SMOKE EVACUATION PROCEDURE, LAND IMMEDI-
ATELY AT THE NEAREST SUITABLE AIRPORT.

EP-24 FOR TRAINING PURPOSES ONLY MARCH 1997

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EMERGENCY EVACUATION

1. Parking Brake ..................................................................................................................SET

2. Throttles...................................................................................................................CUTOFF

3. Engine Fire Switch (If Required)................................................................................PRESS

4. Either Fire Bottle Armed Switch (If Required) ..........................................................PRESS

5. Battery Switch .................................................................................................................OFF

6. Evacuate .........................................................................................................SAFEST EXIT

MARCH 1997 FOR TRAINING PURPOSES ONLY EP-25

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LIMITATIONS
CONTENTS
Page
OPERATIONAL LIMITATIONS AND INSTRUMENT MARKINGS............................. LIM-1
General ........................................................................................................................ LIM-1
Certification Status ...................................................................................................... LIM-1
Weight Limitations ...................................................................................................... LIM-1
Operating Limitations.................................................................................................. LIM-2
Center of Gravity.......................................................................................................... LIM-6
Airspeed Limitations .................................................................................................... LIM-7
INSTRUMENT MARKINGS............................................................................................. LIM-8
Engine Instruments....................................................................................................... LIM-8
Miscellaneous Cockpit Instruments ............................................................................. LIM-9
Nose Compartment Instruments..................................................................................LIM-10
ELECTRICAL POWER SYSTEMS LIMITATIONS ........................................................LIM-11
FUEL SYSTEM LIMITATIONS........................................................................................LIM-12
POWERPLANT LIMITATIONS........................................................................................LIM-13
Engine Type............................................................................................................... LIM-13
Approved Oils ........................................................................................................... LIM-16
Engine Fan Inspection............................................................................................... LIM-17
ICE AND RAIN PROTECTION LIMITATIONS ..............................................................LIM-17
PRESSURIZATION LIMITATIONS .................................................................................LIM-17
HYDRAULIC POWER SYSTEMS LIMITATIONS .........................................................LIM-17
Approved Fluids......................................................................................................... LIM-17
Thrust Reverser .......................................................................................................... LIM-17

MARCH 1997 FOR TRAINING PURPOSES ONLY LIM-i

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LANDING GEAR AND BRAKES LIMITATIONS ......................................................... LIM-18

Tire Limits.................................................................................................................. LIM-18
AVIONICS LIMITATIONS ............................................................................................... LIM-18
Autopilot .................................................................................................................... LIM-18
ADF Bearing Information .......................................................................................... LIM-18
Engine Flight Instrument System (EFIS)................................................................... LIM-19
MISCELLANEOUS SYSTEMS LIMITATIONS ............................................................. LIM-20
Oxygen Mask ............................................................................................................. LIM-20
Supplemental Oxygen System ................................................................................... LIM-20
SPECIFICATIONS ............................................................................................................ LIM-21

LIM-ii FOR TRAINING PURPOSES ONLY MARCH 1997

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ILLUSTRATIONS

Figure Title Page

LIM-1 Takeoff/Landing/Enroute Temperature Limitations ............................................ LIM-3
LIM-2 Maximum Maneuvering Speeds .......................................................................... LIM-5
LIM-3 Interturbine Temperature Limits..........................................................................LIM-15

TABLES

Table Title Page

LIM-1 Weight Limitations .............................................................................................. LIM-1
LIM-2 Airspeed Limitations ........................................................................................... LIM-7
LIM-3 Battery and Starter Cycle Limitations .................................................................LIM-11
LIM-4 Fuel Limitations and Adjustments..................................................................... LIM-12
LIM-5 Engine Operating Limitations ........................................................................... LIM-13

MARCH 1997 FOR TRAINING PURPOSES ONLY LIM-iii

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LIMITATIONS
OPERATIONAL LIMITATIONS AND INSTRUMENT
MARKINGS
GENERAL
The limitations presented in this section focus primarily on the operational capabilities of the
airplane. Specific system limitations and instrument markings are presented in this section. Refer
to the FAA approved AFM for complete limitations listings.

Certification and operational limitations are conditions of the type and airworthiness cer-
tificates and must be complied with at all times as required by law.

CERTIFICATION STATUS
This airplane is certificated in the transport category of the U.S. Federal Air Regulations Part 25

WEIGHT LIMITATIONS
See Table LIM-l for weight limitations.

Table LIM-1. WEIGHT LIMITATIONS

MODEL MODEL MODEL

550 551 550
UNs 0627 AND
SUBSEQUENT

Maximum Ramp Weight 13,500 Ib 12,700 Ib 14,300 Ib

Maximum Takeoff Weight 13,300 Ib 12,500 Ib 14,100 Ib

Maximum Landing Weight 12,700 Ib 12,000 Ib 13,500 Ib

Maximum Zero Fuel Weight 11,000 Ib 11,000 Ib 11,000 Ib

UNs 0002 through 0505

Maximum Zero Fuel Weight:

Standard ...............................................9,500 Ib
Optional...............................................11,000 Ib

NOTE:
Maximum takeoff and landing weights may be additionally restricted due to altitude, temperature, and field length.

MARCH 1997 FOR TRAINING PURPOSES ONLY LIM-1

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OPERATING LIMITATIONS
Types of Operation
• This airplane is approved for day and night, VFR and IFR flight, and flight into known
icing conditions.

• Aerobatic manuevers and spins are prohibited.

• No intentional stalls permitted above 25,000 feet, or at engine speeds between 61.0 and
65.0% N 1 .

Altitude
The maximum operating altitude is 43,000 feet.

Ambient Temperature Limits

Maximum Ambient Temperature ...................................................................................ISA+39°C
Minimum Ambient Temperature .......................................................................................... -54°C
Refer to Figure LIM–1

Takeoff and Landing Limits (Maximum)

Altitude ......................................................................................................................... 14,000 feet

Tailwind component...........................................................................................................10 knots
Water/slush on runway .....................................................................................................0.40 inch

LIM-2 FOR TRAINING PURPOSES ONLY MARCH 1997

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50

MAXIMUM ENROUTE ALTITUDE

40
MINI
MUM
PRESSURE ALTITUDE — 1000 FEET

TEM

*M
AX
PER

IM
30

UM
ATUR

EN
RO
E LIM

UT
E
TE
IT

M
PE
20

RA
TU
RE
LI
MAXIMUM TAKEOFF/LANDING ALTITUDE

M
IT
10

M DIN IS
LA

AX G A
N

IM T +3
U EM 9°
M P C
TA E
KE RA
O TU
FF R
/ E
0

-60 -40 -20 0 20 40 60

INDICATED OUTSIDE AIR TEMPERATURE — C°

* MAXIMUM ENROUTE OPERATING TEMPERATURE LIMIT IS ISA +39°C AMBIENT TEMPERATURE

ADJUSTED FOR RAM RISE (REFER TO FIGURE 4-2 OF THE AFM) OR THE INDICATED OUTSIDE AIR
TEMPERATURE, WHICHEVER IS LESS.

Figure LIM-1. Takeoff/Landing/Enroute Temperature Limitations

MARCH 1997 FOR TRAINING PURPOSES ONLY LIM-3

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Crosswind Component Limitations

Without thrust reversers...............................................................................23 knots (not limiting)

With thrust reversers....................................................................................23 knots (not limiting)

Enroute

Temperature limits:
Maximum:.............................................................................................................ISA +39° C
Minimum .............................................................................................Refer to Figure LIM-2
(Figure 2-7 ln the AF)
Generator load:
Up to 35,000 feet .....................................................................................................400 amps
Above 35,000 feet ....................................................................................................325 amps
UNs 0115 through 0295 not modified by SB 550-54-4:
Up to 25,000 feet ..............................................................................................250 amps

Maneuver Limitations
No aerobatic maneuvers, including spins, are approved. No intentional stalls are permitted
above 25,000 feet. Maximum maneuvering speeds are shown in Figure LIM-2.

Minimum Crew
Minimum flight crew for all operations is one pilot and co-pilot.

LIM-4 FOR TRAINING PURPOSES ONLY MARCH 1997

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45,000

S
U ND
PO
00
40,000 7,5 ND
S
M
U AC
0 PO H
8,50 =
0.
D S 7T
UN RU
0 PO
0 E
9,5 S
35,000
U ND
PO S
,5 00 U ND
10 PO
500
11,
S
S PO UND
30,000 ND 2,500
O U 1
0 0P
12,0 ND
S
U
PO DS
FEET

0 N
,30 POU
25,000 13 00
,1
14
PRESSURE ALTITUDE

20,000

15,000

10,000

5,000

0
140 160 180 200 220 240 260
MANEUVERING SPEED (VA) — KIAS
EXAMPLE:
PRESSURE ALTITUDE — 25,000 FEET
WEIGHT — 10,500 POUNDS
MAXIMUM MANEUVERING SPEED — 173 KNOTS

Figure LIM-2. Maximum Maneuvering Speeds

MARCH 1997 FOR TRAINING PURPOSES ONLY LIM-5
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Load Factors
• In flight:

Flaps—UP position (0°)..................................................-1.52 to +3.8 g at 14,100 pounds

Flaps—TO & APPR (15°) to

LAND position (40°)...........................................................0.0 to +2.0 g at 14,100 pounds

These accelerations limit the angle-of-bank in turns and the severity of pull-up maneuvers.

• Landing:

Flaps—TO & APPR (15°) to LAND postion (40°)....................+3.8 g at 13,500 pounds

Weight and Balance Data

The airplane should be operated in accordance with the approved loading schedule. (Refer to
the AFM, Weight and Balance Data Sheet and Model 550 Weight and Balance Manual.)

Seating
For all takeoffs and landings, the passenger seats must be fully upright and outboard. The seat
just aft of the emergency exit must be positioned to its most aft postion (toward the rear of the
airplane).

Prolonged Ground Operation

Continuous engine ground static operation up to and including five minutes at takeoff thrust is
limited to ambient temperatures not to exceed ISA +39°C.

Continuous ground operation of the starter-generator above 325 amps is prohibited.

Limit ground operation of pitot-static heat to two minutes to preclude damage to the
pitot/static heater.

Operation in the GND bleed mode at power settings greater than 70% turbine RPM (N 2 ) for the
right engine is prohibited.

CENTER OF GRAVITY
Forward limit:
At 8,540 Ib or less......................................................................................18% MAC (276.1)
At 13,300 lb ............................................................................................22.6% MAC (279.8)
(Straight-line variation)
UNs 0627 and subsequent:
At 14,000 Ib ..........................................................................................23.3% MAC (280.40)
(Straight-line variation)
Aft limit......................................................................................................30% MAC (285.8)
LIM-6 FOR TRAINING PURPOSES ONLY MARCH 1997
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AIRSPEED LIMITATIONS
Airspeed limitations are listed in Table LIM-2.

The maximum operating limit speeds may not be deliberately exceeded in any regime of flight
(climb, cruise, or descent) unless a higher speed is authorized for flight test or pilot training.

Table LIM-2. AIRSPEED LIMITATIONS

UNs 0627 AND SUB

CONDITION 550/551 (AA-CODED)

VMO below 14,000 ft . . . . . . . . . . . . . . . . . . 262 KIAS 262 KIAS

VMO 14,000 to 28,000 ft . . . . . . . . . . . . . . . 277 KIAS Between SL and 30,500 ft.

(9,500 Ib ZFW) 282 KIAS

VMO 14,000 to 30,500 ft . . . . . . . . . . . . . . . 262 KIAS 262 KIAS

(11,000 Ib ZFW)

MMO above VMO altitude . . . . . . . . . . . . . . . .705 Mach .705 Mach

VA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refer to Figure Refer to Figure 2-6,
2-6, AFM. AFM.

Turbulent air penetration . . . . . . . . . . . . . . . 180 KIAS 180 KIAS

Flaps 15° . . . . . . . . . . . . . . . . . . . . . . . . . . . 202 KIAS 202 KIAS

VFE (flaps fully extended) . . . . . . . . . . . . . . 176 KIAS 176 KIAS

VLO/VLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176 KIAS VLO Extending

Extending* 250 KIAS 250 KIAS
Retracting* 200 KIAS VLO Retracting
200 KIAS

VLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262 KIAS 262 KIAS

Speedbrake extension. . . . . . . . . . . . . . . . . .No limit No limit

VSB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No limit No limit

VMCA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 KIAS 77 KIAS

VMCG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62 KIAS 62 KIAS

Max tire groundspeed . . . . . . . . . . . . . . . . . 165 knots 165 knots

Autopilot operation. . . . . . . . . . . . . . . . . . . . VMO/MMO 262 KIAS or

0.705 Mach

*SB 550-32-14

MARCH 1997 FOR TRAINING PURPOSES ONLY LIM-7

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INSTRUMENT
MARKINGS
ENGINE INSTRUMENTS
Left and Right Fan RPM
Indicators
(Refer to Section IV, AFM for thrust settlng lim-
its.)

Red line ........................................................104%

Green band ........................................25 to 104%

Left and Right Interturbine

Temperature Indicators
Red line......................................................700° C

Yellow band ..................................680 to 700° C

Green band ....................................150 to 680° C

Left and Right Turbine RPM

Indicators
Red light and flashing readout....... ...96% rpm

Normal operating........................49 to 96% rpm

Left and Right Oil Temperature

Indicators
Red line......................................................121° C

Green band .......................................0 to 121 ° C

Left and Right Oil Pressure

Indicators
Red line .......................................................35 psi

Yellow band ......................................35 to 70 psi

Green band ........................................70 to 85 psi

LIM-8 FOR TRAINING PURPOSES ONLY MARCH 1997

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MISCELLANEOUS COCKPIT
INSTRUMENTS
Airspeed Indicator
Red lines..................262 KIAS below 30,500 ft
0.705 Mach

Left and Right Ammeter

Indicators
Red line .................................................400 amps

Yellow arc .................................325 to 400 amps

Cabin Differential Pressure

Indicator
Red line ......................................................8.8 psi

Green arc.........................................0.0 to 8.8 psi

Oxygen Pressure Indicator

Red line..................................................2,000 psi

Yellow arc .........................................0 to 400 psi

Green arc ................................1,600 to 1,800 psi

MARCH 1997 FOR TRAINING PURPOSES ONLY LIM-9

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NOSE COMPARTMENT
INSTRUMENTS
Brake and Gear Pneumatic
Pressure Indicator
Wide red arc .............................Above 2,050 psi

Narrow red arc ..............................0 to 1,600 psi

Yellow arc ..............................1,600 to 1,800 psi

Wide green arc ......................1,800 to 2,050 psi

Brake Hydraulic Accumulator

Pressure Indicator
Light green arc ............Accumulator precharge
pressure

Dark green arc ..................Pressurized pressure

LIM-10 FOR TRAINING PURPOSES ONLY MARCH 1997

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ELECTRICAL POWER SYSTEMS LIMITATIONS

GENERAL
The battery and starter cycle limitations are shown in Table LIM-3.

Continuous ground operation of the starter-generator above 325 amperes is prohibited.

If the BATT O'TEMP light illuminates during ground operation, do not take off until after the
proper maintenance procedures have been accomplished.

GENERATOR AMPERE LOAD LIMITATIONS

• 400 amperes up to 35,000 feet

• 325 amperes above 35,000 feet

UNs 0115 through 0295 not modified by SB 550-54-4:

• 400 amperes up to 25,000 feet

• 250 amperes above 25,000 feet

Table LIM-3. BATTERY AND STARTER CYCLE LIMITATIONS

TYPE LIMIT LIMITATION

Starter Three engine starts per 30 minutes. Three cycles of operation

with a 30-second rest period between cycles is permitted.

Battery Three engine starts per hour. See notes 2 and 3.

NOTES:
1. If battery limitation is exceeded, a deep cycle including a capacity check must be accomplished to detect possible
cell damage.
2. Three generator-assisted starts are equal to one battery start.
3. If an external power unit is used for start, no battery cycle is counted.
4. Use of an external power source with voltage in excess of 28 VDC or current in excess of 1,000 amps may
damage the starter.

MARCH 1997 FOR TRAINING PURPOSES ONLY LIM-11

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FUEL SYSTEM LIMITATIONS

Anti-icing additive must be added to all approved fuels not containing the additive.

The following fuels are approved for use: Commercial Kerosene Jet A, JP-S, Jet A-1, JP-8, Jet
A-2, Jet B, and JP-4 per CPW 204 specification. Aviation Gasoline, MIL-G-5572, all grades,
is permitted for a maximum of 50 hours or 3,500 gallons between overhauls, provided:

• Pilot confirms fuel temperature does not exceed +32° C.

• Maximum OAT (takeoff) is +32° C.
• Boost pumps are operating.
• Hours used are entered in the Engine Logbook. For record keeping purposes, assume
one hour of engine operation equals 70 gallons of gasoline.
• Maximum operating altitude is 18,000 feet.

Fuel limitations and adjustments are shown in Table LIM-4.

Table LIM-4. FUEL LIMITATIONS AND ADJUSTMENTS

JET A, A-1, A-2, JET B, AVIATION

JP-5, JP-8 JP-4 GASOLINE

Minimum Fuel Temperature (Takeoff) -40° C -54° C -54° C

Minimum Fuel Temperature (Starting) -40° C -54° C -54° C

Maximum Fuel Temperature +50° C +50° C +32° C

Maximum Altitude 43,000 ft 43,000 ft 18,000 ft

Maximum Asymmetric Fuel Differential 600 Ib 600 Ib 600 Ib

Fuel Control Density Adjustment for

Optimum Engine Acceleration 0.81 0.79 0.73

CAUTION

These fuels (except military JP-4, JP-5, and JP-8) require the addition of anti-ice ad-
ditive (MIL-I-27686 or MIL-I-85470): refer to Section III for blending of anti-ice ad-
ditives and check of concentration.

Use not less than 20 fluid ounces of additive per 156 gallons of fuel or more than 20
fluid ounces of additive per 104 gallons of fuel. The minimum additive concentration
shall be 0.10 percent by volume and maximum concentration shall be 0.15 percent by
volume. Fuel, when added to the tank, should have a mimimum concentration of 0.10
percent by volume.

The electric boost pumps must be turned on when the FUEL LEVEL LO lights illuminate or at
169 pounds or less indicated fuel.

Fuel remaining in the fuel tanks when the fuel quantity indicator reads zero is not usable in flight.

LIM-12 FOR TRAINING PURPOSES ONLY MARCH 1997

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POWERPLANT LIMITATIONS
ENGINE TYPE
Pratt & Whitney Canada Inc. JTI5D-4 Turbo Fan

General
Table LIM-5 illustrates the Operating limits for the powerplant for time, temperature, rpm, oil
pressure, and oil temperature under the selected operating conditions. Continuous engine ground
static operation up to and including five minutes at takeoff thrust is limited to ambient temperatures
not to exceed ISA +39° C.

Table LIM-5. ENGINE OPERATING LIMITATIONS

OPERATING OPERATING LIMITS
CONDITIONS

ITT N2% OIL OIL

THRUST TIME LIMIT TEMPERA- TURBINE N1% PRESSURE TEMP
SETTING (MiNUTES) TURE °C RPM FAN RPM PSIG °C
(NOTE 2)

Takeoff 5 700 96 104 70 to 85 10 to 121

(Note 4) (Note 3)

Maximum Continuous 680 96 104 70 to 85 0 to 121

Continuous (Note 4)

Maximum Continuous 670 96 104 70 to 85 0 to 121

Cruise (Note 4)

Idle Continuous 580 49 — 35 (min) -40 to 121

(Note 5)

Starting — (Note 1) — — — -40 (min)

Transient — 700 96 104 (Note 3) 0 to 121

NOTES:
1. The maximum start limit is 700° C for 2 seconds; refer to Figure 2-3 in the AFM.

2. Normal oil pressures are 70 to 85 psig above 60% turbine rpm. Oil pressures below 70 psig are undesirable and
should be tolerated only for the completion of the flight, preferably at reduced power setting. Oil pressures below
35 psig are unsafe and require that either the engine be shut down or a landing be made as soon as possible,
using the minimum power required to sustaln flight.

3. The maximum transient oil pressure can be 95 psig for 90 seconds.

4. Refer to the appropriate thrust setting charts in Section IV (Standard Charts) of the AFM for % fan rpm setting.

5. With ignition on, idle turbine rpm is 49 ±0.5%. A minimum decrease of 0.5% will be noted with ignition off.

MARCH 1997 FOR TRAINING PURPOSES ONLY LIM-13

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Engine Overspeed Limits

112

TURBINE SPEED - PERCENT RPM

112 AREA A - ENGINE LOGBOOK AREA A - ENGINE LOGBOOK
FAN SPEED - PERCENT RPM

ENTRY REQUIRED. 110 ENTRY REQUIRED.

AREA B - REFER TO ENGINE AREA B - REFER TO ENGINE
MAINTENANCE MANUAL 108 MAINTENANCE MANUAL
110
FOR CORRECTIVE ACTION. 106 FOR CORRECTIVE ACTION.
ENGINE LOGBOOK ENTRY ENGINE LOGBOOK ENTRY
REQUIRED. 104 REQUIRED.
108
102
A B
106
100 B
B
98
A A
96
104
94 NO ACTION REQUIRED
NO ACTION REQUIRED
92
102
20 SECS 1 MIN 20 SECS 1 MIN 2 MIN
2 MIN
TIME - MINUTES TIME - MINUTES
FAN OVERSPEED LIMITS TURBINEOVERSPEED LIMITS

Interturbine Temperature Limits

Starting Conditions Only
See Figure LIM-3 for a chart showing interturbine temperature limits for starting conditions.

All Conditions except Starting

If the interturbine temperature (ITT) exceeds 700° C during takeoff, or if 680° C is exceeded
at any time other than takeoff, refer to Chapter 77 of the Maintenance Manual and Engine
Maintenance Manual.

LIM-14 FOR TRAINING PURPOSES ONLY MARCH 1997

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750

INVESTIGATE CAUSE
FOR ALL TEMPERATURES
EXCEEDING AREA "A"
ENVELOPE. REFER TO
700 CHAPTER 77 OF THE AIRPLANE
MAINTENANCE MANUAL
INTERTURBINE TEMPERATURE — C° AND TURBOFAN ENGINE
MAINTENANCE MANUAL.
ENGINE LOGBOOK
ENTRY REQUIRED.

650

600

550
AREA "A"
ENVELOPE

500
0 5 10 15
TIME — SECONDS

Figure LIM-3. Interturbine Temperature Limits

MARCH 1997 FOR TRAINING PURPOSES ONLY LIM-15

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APPROVED OILS
The following oils are approved for use:

• Mobil Jet Oil II

• Mobil Jet Oil 254

• Exxon Turbo Oil 2380

• Castrol 5000

• Royco Turbine Oil 560

• Aeroshell Turbine Oil 500

• Aeroshell Turbine Oil 560

• Royco Turbine Oil 500

In addition, oils listed for the engine in the latest revision to Pratt and Whitney Canada Inc. Service
Bulletin Number 7001 are approved.

CAUTION

When changing from an existing lubricant formulation to a "third generation" lubri-

cant formulation (i.e., Aeroshell Turbine Oil 560 or Mobil Jet 254), the engine man-
ufacturer strongly recommends that such a change should only be made when an en-
gine is new or freshly overhauled. For additional information on use of third genera-
tion oils, refer to engine manufacturer's pertinent oil service bulletins.

Should it be necessary to replenish oil consumption losses when oil of the same brand (as tank
contents) is unavailable, then the following requirements apply.

For contingency purposes, oil replenishment using any other approved oil brand listed is ac-
ceptable provided:

1. The total quantity of added oil does not exceed two U.S. quarts in any 400-hour pe-
riod.
2. If it is required to add more than two U.S. quarts of dissimilar oil brands, drain and
flush complete oil system and refill with an approved oil in accordance with Engine
Maintenance Manual instructions.
Should oils of nonapproved brands or of different viscosities become intermixed, drain and flush
complete oil system and refill with an approved oil in accordance with Engine Maintenance Manual
instructions .

Minimum oil temperature for starting is -40°C.

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ENGINE FAN INSPECTION

To assure accurate fan speed thrust indication, inspect the fan for damage prior to each flight.

NOTE
Refer to the AFM, exterior inspection in the Normal Procedures Section, for engine
duct and fan inspection.

ICE AND RAIN PROTECTION LIMITATIONS

Limit the ground operation of the pitot-static heat to two minutes to preclude damage to the pitot-
static heater.

Use TT-I-735 isopropyl alcohol for windshield anti-icing.

This airplane is approved for flight into known icing conditions.

PRESSURIZATION LIMITATIONS
Norrnal cabin pressure is limited to 8.7 ±0.1 psi differential.

HYDRAULIC POWER SYSTEMS LIMITATIONS

APPROVED FLUIDS
Approved hydraulic fluids are:

• Skydrol 500A, B, B-4, C, or LD-4

• Hyjet, Hyjet W, III, IV, IVA or IVA Plus only

THRUST REVERSER
Reverse thrust power must be reduced to idle reverse detent position at 60 KIAS on the landing
rollout.

Maximum reverse thrust setting is limited to 94% N l for ambient temperatures above -18° C
and 92% N l for ambient temperatures below -18° C.

Maximum allowable thrust reverser deployed time is 15 minutes in any one-hour period.

Thrust reversing on sod/dirt or gravel runways is not allowed.

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Engine static ground operation is limited to less than 80% N 1 for ambient temperatures at sea
level above 51°C.

Use of thrust reversers is prohibited during touch-and-go landings.

Simultaneous usage of both the drag chute and thrust reversers is prohibited.

The thrust reverser(s) must be verified to be operational by the Before Takeoff check in Section
3 of the AFM.

LANDING GEAR AND BRAKES LIMITATIONS

TIRE LIMITS
Goodyear nose tire part number 184F08-1 or 184F13-5 and nose tire part number 031-613-8
(manufactured by BFGoodrich/Michelin), are the only nose tires approved. The nose tire must
be inflated to 120 +5 psi.

With the Goodyear 184F13-5 tire installed, no takeoffs are permitted on precipitation-covered
runways with flaps 7° above 10,000 feet pressure altitude. No flaps 7° takeoffs are allowed on
precipitation-covered runways with any tailwind above 6,000 feet pressure altitude.

Maximum tire groundspeed is 165 knots.

AVIONICS LIMITATIONS
AUTOPILOT
One pilot must remain in his seat with the seat belt fastened during all autopilot operations.

The autopilot and yaw damper must be off for takeoff and landing.

Vertical navigation system must be off below 500 feet AGL.

ADF BEARING INFORMATION

The ADF bearing information may be erratic when keying the HF transmitter. If this occurs dis-
regard the ADF bearing during periods of transmission.

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ENGINE FLIGHT INSTRUMENT SYSTEM (EFIS)

• The Honeywell Pilot's Operating Manual must be readily available to the flight crew.

• Flight director and autopilot-coupled Category II approaches are approved using EFIS
displays.

NOTE
Crew qualification and a Category II manual are required to conduct Category ll ap-
proaches.

• Category II approaches are not approved in the composite mode.

• Operating in the composite mode is approved only with the flight director selected.

• EFIS ground operation with the pilot's DISP FAN annunciator illuminated is limited to
ten minutes or until either the EADI HOT or the EHSI HOT annunciator illuminates,
whichever occurs first.

• Dispatch is prohibited if the EADI HOT, EHSI HOT, or SG HOT annunciator is illu-
minated.

• Dispatch in instrument meteorological conditions is prohibited with the pilot's DISP

FAN annunciator illuminated.

• Dispatch in visual meteorological conditions is permitted with the DISP FAN annun-
ciator illuminated, provided the DISP FAN ILLUMINATED ON GROUND abnormal
procedures are followed.

• Dispatch is prohibited following a flight where either the EADI HOT or the EHSI HOT
annunciator is illuminated, until the condition is identified and corrected.

• The pilot's EADI and EHSI must be installed and operational in the normal (nonrever-
sionary) mode for takeoff.

• The EDZ-605 system must be verified operational by a satisfactory preflight test as out-
lined in the Normal Procedures section of the AFM.

• Operations on the ground with or without the engines operating are limited when ambi-
ent air temperature is:

Below 45° C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No limit

Between 45 and 51 ° C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . One-hour limit

Above 51° C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No operations permitted

• A satisfactory preflight test must be accomplished on the standby gyro system.

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MISCELLANEOUS SYSTEMS LIMITATIONS

OXYGEN MASK
The pressure demand sweep-on oxygen mask must be properly stowed to qualify as a quick-
donning mask.

NOTE
Headsets, eyeglasses, or hats worn by the crew may interfere with quick-donning ca-
pability of the oxygen masks.

SUPPLEMENTAL OXYGEN SYSTEM

Continuous use of the supplemental oxygen system is prohibited when cabin altitude is above
25,000 feet with crew and passengers, or cabin altitude is above 37,000 feet with crew only.

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SPECIFICATIONS
Length ........................................................................................................................47.2 feet
Height.........................................................................................................................15.0 feet
Wingspan ...................................................................................................................51.7 feet
Horizontal stabilizer span ..........................................................................................19.0 feet
Stance.........................................................................................................................17.5 feet
Wheelbase..................................................................................................................18.1 feet

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MANUEVERS AND PROCEDURES

CONTENTS
Page
GENERAL PILOT INFORMATION ........................................................................................... MAP-1

TAKEOFF REJECTED ................................................................................................................ MAP-3

STALL WARNING PROCEDURE .............................................................................................. MAP-6

CIRCLING APPROACH............................................................................................................ MAP-12

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ILLUSTRATIONS
Figure Title Page
MAP-1 Normal Takeoff ........................................................................................................ MAP-2

MAP-2 Rejected Takeoff....................................................................................................... MAP-4

MAP-3 Takeoff With Power Failure At Or Above V1 .......................................................... MAP-5

MAP-4 Approach To Stall — Enroute Configuration........................................................... MAP-7

MAP-5 Approach To Stall — Takeoff Configuration ........................................................... MAP-8

MAP-6 Approach To Stall — Landing Configuration .......................................................... MAP-9

MAP-7 Visual Approach — Normal or Single Engine....................................................... MAP-10

MAP-8 Visual Approach with Flap Malfunction................................................................ MAP-11

MAP-9 Circling Approach.................................................................................................. MAP-13

MAP-10 Precision Approach — Normal/Single Engine ...................................................... MAP-14

MAP-11 Nonprecision Approach — Normal/Single Engine ............................................... MAP-15

MAP-12 Missed Approach — Normal ................................................................................. MAP-16

MAP-13 Missed Approach — Single Engine....................................................................... MAP-17

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MANUEVERS AND PROCEDURES

FLIGHT MANEUVERS AND PROFILES

GENERAL PILOT INFORMATION
This appendix contains a description of most of the maneuvers that are likely to be encountered
in training, and in most line flying operations. There is always more than one way to fly any
airplane; however, these procedures have evolved from many Citation flying hours. They have
been proven safe, expedient, and readily manageable and are recommended by the manufacturer.
Procedures outlined are consistent with the Airplane Flight Manual (AFM). If a conflict should
develop between these procedures and the AFM, the AFM procedures must be followed.

The following flight profiles are provided to show, typically, normal and some emergency op-
erating procedures. They are designed to be used only as a general guide for ground training
purposes. Actual in-flight procedures may differ due to airplane configuration, weather, traf-
fic, ATC instructions, etc.

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Figure MAP-1. Normal Takeoff

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TAKEOFF—REJECTED
If an abnormal situation, annunciator light, system failure, etc., occurs during the takeoff roll,
the copilot notifies the pilot-in-command, who makes the final decision to take off or abort.

If the decision is made to abort the takeoff prior to reaching V 1 , the following procedure from
the checklist should be used:

1. Brakes.................................................................................................................AS REQUIRED

2. Throttles ..............................................................................................................................IDLE

3. Speedbrakes.............................................................................................................EXTENDED

4. Thrust Reversers ..........................................................DEPLOY ON UNAFFECTED ENGINE

Deploy the thrust reversers (if applicable) until the aircraft has slowed to normal taxi speed.
The computed takeoff field lengths assume that the pilot has maximum effort applied to the brakes
at the scheduled V 1 , speed during the aborted takeoffi

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Figure MAP-2. Rejected Takeoff

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Figure MAP-3. Takeoff With Power Failure At Or Above V1

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STALL WARNING PROCEDURE

1. Prior to any planned approaches to stall, clear the area visually. All recoveries will be made

with power and a minimum loss of altitude.

2. At least one approach to a stall shall be made in other than straight flight, not to exceed 30°

bank. The usual condition is 20° bank and approach flaps.

3. For all Citation 500 Series aircraft, the stall warning is achieved aerodynamically, aided by

stall strips on the inboard section of each wing. These strips disrupt the airflow over the

horizontal stabilizer, resulting in a prestall buffet. For stick shaker-equipped aircraft, the stall

warning is also provided by a stick shaker attached to the control columns. It is activated at an

angle-of-attack indication of approximately .82 (gear down, full flaps). Stall recovery should

be initiated at the onset of either indication.

Prior to stalls:

1. Ignition....................................................................................................................................ON

2. Compute climb power setting for altitude and temperature.

3. Compute VREF for gross weight.

4. Engine Synchronizer .............................................................................................................OFF

5. Yaw Damper..........................................................................................................................OFF

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BEGINNING OF MANEUVER RECOVERY COMPLETION OF MANEUVER

1. LEVEL FLIGHT — CLEAN AIRCRAFT Cl AND CIl Cl AND CII

2. THRUST — 50% N1 1. MAX POWER 1. ACCELERATE TO VREF + 10 KT
3. MAINTAIN ALTITUDE 2. FLAPS — TAKEOFF & APPROACH 2.RETRACT FLAPS
4. TRIM — AS REQUIRED 3. MAINTAIN PITCH ATTITUDE
4. WINGS LEVEL

Sll AND CV
1. MAX POWER
2. MAINTAIN PITCH ATTITUDE
3. 'WINGS LEVEL

4. IN CV. IT MAY BE NECESSARY TO

RELAX PITCH DURING ENGINE
ACCELERATION TO AVOID
COMPRESSOR STALLS

AERODYNAMIC BUFFET OR
STICK SHAKER (IF APPLICABLE),
WHICHEVER OCCURS FIRST

Figure MAP-4. Approach To Stall — En Route Configuration

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BEGINNING OF MANEUVER RECOVERY COMPLETION OF MANEUVER

1. LEVEL FLIGHT 1. MAX POWER 1. ACCELERATE TO VREF + 10 KT

2. FLAPS — TAKEOFF & APPROACH 2. CHECK FLAPS AT TAKEOFF & APPROACH 2. RETRACT FLAPS
3. 20% BANK 3. MAINTAIN PITCH ATTITUDE
4. THRUST — 50% N1 4. ROLL WINGS LEVEL *
5. MAINTAIN ALTITUDE
4. TRIM — AS REQUIRED

AERODYNAMIC BUFFET OR
STICK SHAKER (IF APPLICABLE),
WHICHEVER OCCURS FIRST

Figure MAP-5. Approach To Stall — Takeoff Configuration

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BEGINNING OF MANEUVER RECOVERY COMPLETION OF MANEUVER

1. LEVEL FLIGHT CI AND CII CI AND CII

2. GEAR — DOWN 1. MAX POWER 1. ACCELERATE TO VREF
3. FLAPS — LAND 2. LOWER PITCH TO HORIZON 2. ROTATE TO 10° UP
4. THRUST — 50% N1 3. WINGS LEVEL 3. POSITIVE RATE — GEAR UP
4. TRIM — AS REQUIRED 4. AFTER AIRSPEED INCREASE AND OUT OF 4. CLIMB TO MDA AT VREF
BUFFET — CALL FOR FLAPS TO TAKEOFF 5. VREF + 10 KT — RETRACT FLAPS
& APPROACH

SII AND CV (SIMULTANEOUSLY) SII AND CV

1. MAX POWER 1. ACCELERATE TO VREF
2. LOWER PITCH TO HORIZON 2. ROTATE TO 10° UP
3. WINGS LEVEL 3. POSITIVE RATE — GEAR UP
4.FLAPS TO TAKEOFF & APPROACH 4. CLIMB TO MDA AT VREF
5. VREF + 10 KT — RETRACT FLAPS

AERODYNAMIC BUFFET OR
STICK SHAKER (IF APPLICABLE),
WHICHEVER OCCURS FIRST

Figure MAP-6. Approach To Stall — Landing Configuration

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Figure MAP-7. Visual Approach — Normal or Single Engine

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Figure MAP-8. Visual Approach With Flap Malfunction

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CIRCLING APPROACH
A circling approach may follow any authorized instrument approach. Although the Citation 500
Series aircraft are in approach category B, category C minimums are used during the circling
approach due to the higher maneuvering airspeeds. A normal instrument approach is flown until
visual contact with the runway environment is made at the MDA published for the particular
circling approach. With the airport in sight, the approach becomes a visual reference approach
with a continued cross-check of the flight instruments. At this point, configuration and speeds
will be the same as for a normal visual approach.

Leaving the final approach fix, maintain minimum maneuvering speed with the flaps at takeoff
and approach and the landing gear down. Reduce the power to provide a 1,000-foot-per-minute
rate of descent. When approaching MDA, power should be added to maintain airspeed while
leveling off, thereby reducing the rate of descent and ensuring that the aircraft does not go below
MDA. There are many recommended circling procedures once the airport is in sight. Any pro-
cedure is acceptable, provided the following criteria are met:

1. An identifiable part of the airport is always in sight.

2. A safe and controllable airspeed is maintained.

3. MDA is maintained until the aircraft is in position to perform a normal descent to a landing
on the landing runway without excessive maneuvering.

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Figure MAP-9. Circling Approach

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Figure MAP-10. Precision Approach — Normal/Single Engine

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Figure MAP-11. Nonprecision Approach — Normal/Single Engine

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Figure MAP-12. Missed Approach — Normal

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Figure MAP-13. Missed Approach — Single Engine

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WEIGHT AND BALANCE

CONTENTS
Page
GENERAL .......................................................................................................................... WB-1
Weight.......................................................................................................................... WB-1
Balance ........................................................................................................................ WB-1
Basic Formula.............................................................................................................. WB-2
Weight Shift Formula ................................................................................................... WB-2
Weight Addition or Removal ....................................................................................... WB-2
DEFINITIONS .................................................................................................................... WB-2
FORMS ............................................................................................................................... WB-3
Form 1783-1 ................................................................................................................ WB-3
Forms 1783-3, 1783-4A, and 1783-5 .......................................................................... WB-3
Center-of-Gravity Envelope......................................................................................... WB-3
Form 1650.................................................................................................................... WB-3
Weight-and-Balance Worksheet .................................................................................. WB-3
SAMPLE LOADING PROBLEM ................................................................................... WB-13

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ILLUSTRATIONS

Figure Title Page

WB-1 Form 1783-1 ........................................................................................................ WB-4
WB-2 Form 1783-4A ..................................................................................................... WB-5
WB-3 Form 1783-5 ........................................................................................................ WB-6
WB-4 Form 1783-3 ........................................................................................................ WB-7
WB-5 Center-of-Gravity Envelope ................................................................................ WB-8
WB-6 Form 1650 ........................................................................................................... WB-9
WB-7 Weight-and-Balance Worksheet ........................................................................ WB-11
WB-8 Weight-and-Balance Worksheet—Sample Loading Problem ........................... WB-14

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WEIGHT AND BALANCE

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GENERAL
WEIGHT ment of the CG is restricted so that proper
airplane stability is maintained.
Airplane maximum weights are predicated on
structural strength. It is necessary to ensure that Stability increases as the CG moves forward.
the airplane is loaded within the various weight If the CG is located out of limits too far for-
restrictions to maintain structural integrity. ward, the airplane may become so stable that
it cannot be rotated at the proper speed or
BALANCE flared for landing.

Balance, or the location of the center of grav- The aft of limits CG situation is considerably
ity (CG), deals with airplane stability. The worse because the stability decreases. Here the
horizontal stabilizer must be capable of pro- horizontal stabilizer may not have enough
viding an equalizing moment to that which is nosedown elevator travel to counteract a
produced by the remainder of the airplane. noseup pitching moment. This will eventu-
Since the amount of lift produced by the hor- ally lead to a stall followed by a spin.
izontal stabilizer is limited, the range of move-

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BASIC FORMULA DEFINITIONS

Weight x Arm = Moment
Manufacturer's Empty Weight—Weight of
structure, powerplants, furnishings, systems,
This is the basic formula upon which all weight
and other items of equipment that are an in-
and balance calculations are based. Remember
tegral part of a particular configuration
that the arm or CG location can be found by
adapting the formula as follows:
Standard Empty Weight—Manufacturer's
empty weight plus standard items
Arm = Moment
Weight
Standard Items—Equipment and fluids not an
integral part of a particular airplane and not a vari-
ation for the same type of airplane. These items
WEIGHT SHIFT FORMULA may include, but are not limited to, the following:
Distance
a. Unusable fuel
Weight shifted = the CG is shifted
Total weight Distance the b. Engine oil
weight is shifted c. Toilet fluid
The above formula can be utilized to shift d. Serviced fire extinguisher and emer-
weight if the CG is found to be out of limits. gency oxygen equipment
Use of this formula avoids working the entire e. All hydraulic fluid and brake fluid
problem over again by trial and error.
f. Trapped fuel
Basic Empty Weight—Standard empty weight
WEIGHT ADDITION OR plus installed optional equipment
REMOVAL
Operational Takeoff Weight—Maximum au-
If weight is to be added or removed after a thorized weight for takeoff. It is subject to air-
weight and balance has been computed, a sim- port, operational, and related restrictions. This
ple formula can be used to figure the shift in is the weight at the start of the takeoff run and
the center of gravity. must not exceed maximum design takeoff weight.

Weight added Distance the Operational Landing Weight—Maximum au-

(or removed) CG is shifted thorized weight for landing. It is subject to air-
= port, operational, and related restrictions. It must
New total weight Distance between
not exceed maximum design landing weight.
the weight arm and
the old CG arm Useful Load—Difference between maximum
design taxi weight and basic empty weight. It
If it is desired to find the weight change needed includes payload, usable fuel, and other usable
to accomplish a particular CG change, the for- fluids not included as operational items.
mula can be adapted as follows:
Usable Fuel—Fuel available for airplane
Weight (to be) added Distance the propulsion.
(or removed) = CG is shifted
Old total weight Distance between
the weight arm and
the new CG arm

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Unusable Fuel—Fuel remaining after a fuel mum weight that the flooring and supporting
runout test has been completed in accordance structure in that area can support.
with governmental regulations. It is the drain-
able unusable fuel only. This same point applies to the aft cabin and tail
cone compartments as well. All of the tables
Trapped Fuel—Fuel remaining when the air- have arms listed for the various locations ex-
plane is defueled by normal means using the cept the fuel table. Notice that the arm varies
procedures and attitudes specified for drain- depending on the quantity of usable fuel.
ing the tanks.

Actual Zero Fuel Weight—Basic empty CENTER-OF-GRAVITY

weight plus payload. It must not exceed max- ENVELOPE
imum design zero fuel weight.
After summing all the weights and moments,
Payload—Maximum design zero fuel weight it is necessary to determine whether the CG is
minus basic empty weight. This is the weight within allowable limits.
available for crew, passengers, baggage, and cargo.
This graph represents the allowable CG envelope.

FORMS The way to plot the location of the CG on the

graph is to determine the CG location in inches
The Cessna Weight and Balance forms that aft of datum, then plot it against the weight.
can be found in an average airplane's approved To determine the CG arm, the total moment
AFM are discussed below, and examples of the (moment/100 x 100) is divided by the total air-
forms are included in Figures WB-1 through plane weight.
WB-8 at the end of this section. If the air-
plane has a different seating configuration
from the one depicted in the example, the form FORM 1650
appropriate to that configuration will be found
in the AFM. The Weight and Balance Record amends the
Weight and Balance Data Form—1783-1. After
delivery, if a service bulletin is applied to the air-
FORM 1783-1 plane or if equipment is removed or added that
would affect the CG or basic empty weight, it
The airplane weight, CG arm, and moment (di- must be recorded on this form in the AFM. The
vided by 100) are all listed at the bottom of this crew must always have access to the current air-
form as the airplane is delivered from the fac- plane basic weight and moment in order to be able
tory. Ensure that the basic empty weight figures to perform weight and balance computations.
listed are current and have not been amended.

WEIGHT-AND-BALANCE
FORMS 1783-3,1783-4A, WORKSHEET
AND 1783-5
A logical step-by-step process is outlined for
The tables already have computed mom- determining weight and CG limits by this
ments/100 for weights in various seating lo- form. The payload computations are made in
cations in the airplane. Notice in the baggage the left column, while the rest of the compu-
compartment tables that the last weight that a tations are done in the right column. A com-
moment/100 is listed for under the nose com- pleted Weight-and-Balance Worksheet is
partment column is 350 pounds. This corre- shown in Figure WB-8. A graphical depiction
sponds to the placarded limit in that showing the changes in weight and balance as
compartment. Remember that this limit is the aircraft is loaded.
structural in nature. It is based on the maxi-

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UNIT NUMBER REGISTRATION NUMBER DATE

SERIAL NUMBER
AIRPLANE WEIGHING FORM
REFERENCE
DATUM AIRPLANES -0627 AND ON
250
261.56 MAC
80 98
FS 94 00 FS 206 00
200
WATER LINE (WL) — INCHES

150

100
NOSE JACK POINT WING JACK POINT
(FS 93 70)
221.80
(FS 315 50) NOTE
50 IT IS THE RESPONSIBILITY OF THE
218.20 OPERTOR TO ENSURE THAT THE
300.21 AIRPLANE IS LOADED PROPERLY
315.50
0
0 50 100 150 200 250 300 350 400 450 500 550 600 650
FUSELAGE STATION (FS) — INCHES

LOCATING CG WITH AIRPLANE ON LANDING GEAR

FORMULA for Longitudinal CG
218.20 X (Nose Landing
CG Arm of Gear Net Weight) ( ) Inches
Airplane = 300.21 – = ( ) Aft of
Nose and Main Landing Gear
Weight Totaled ( )
Datum LEVELING PROVISIONS
LONGITUDINAL – INBOARD SEAT TRACKS
CENTER LEVEL OVER FS 206.00
LOCATING CG WITH AIRPLANE ON JACK PADS LATERAL – INBOARD SEAT TRACKS
FORMULA for Longitudinal CG AT FS 206.00

221.80 X (Nose Jack Point

CG Arm of Net Weight) ( ) Inches
Airplane = 315.15 – = ( ) Aft of
Nose and Wing Jack Point Datum
Weight Totaled ( )

AIRPLANE AS WEIGHED TABLE

POSITION SCALE READING SCALE DRIFT TARE NET WEIGHT
LOCATING PERCENT MAC
LEFT WING
FORMULA for Percent MAC
RIGHT WING
(GC Arm of Airplane) – 261.56
CG Arm of MAC = NOSE
0.8098
AIRPLANE TOTAL AS WEIGHED

BASIC EMPTY WEIGHT AND CENTER-OF-GRAVITY TABLE

WEIGHT CG ARM MOMENT
ITEM (POUNDS) (INCHES) (INCH-POUNDS/100)

AIRPLANE (CALCULATED OR AS WEIGHED)

(INCLUDES ALL UNDRAINABLE FLUIDS AND FULL OIL)
DRAINABLE UNUSABLE FUEL AT 6.75 POUNDS PER GALLON 52.80 298.40 157.60

BASIC EMPTY WEIGHT

Figure WB-1. Form 1783-1

WB-4 FOR TRAINING PURPOSES ONLY MARCH 1997

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C I TAT I O N I I P I L O T T R A I N I N G M A N U A L

MODEL 550 WEIGHT AND

CITATION II BALANCE DATA
UNIT NUMBER REGISTRATION NUMBER DATE

SERIAL NUMBER
CREW AND PASSENGERS COMPARTMENTS
WEIGHT AND MOMENT TABLES
OPTION 1 SEAT ARRANGEMENTS
AIRPLANES -0627 AND ON

CREW AND PASSENGER CREW AND PASSENGER

MOMENT/100 MOMENT ARMS
SEAT 1 OR 2 SEAT 5 OR SEAT 7 OR SEAT 9 OR AFT
SEAT 2 SEAT 3 SEAT 4 SEAT 6 SEAT 8 SEAT 10 TOILET
WEIGHT ARM = ARM = ARM = ARM = ARM = ARM = ARM =
(POUNDS) FS 131.00 FS 214.00 FS 208.00 FS 251.00 FS 288.00 FS 170.00 FS 325.00
*FS 74.00
50 65.50 107.00 104.00 125.50 144.00 85.00 162.50
60 78.60 128.40 124.80 150.60 172.80 102.00 195.00
70 91.70 149.80 145.60 175.70 201.60 119.00 227.50
80 104.80 171.20 166.40 200.80 230.40 136.00 260.00
90 117.90 192.60 187.20 225.90 259.20 153.00 292.50
100 131.00 214.00 208.00 251.00 288.00 170.00 325.00
110 144.10 235.40 228.80 276.10 316.80 187.00 357.50 1 2
120 157.20 256.80 249.60 301.20 345.60 204.00 390.00 FS 131.00
130 170.30 278.20 270.40 326.30 374.40 221.00 422.50
140 183.40 299.60 291.20 351.40 403.20 238.00 455.00
150 796.50 321.00 312.00 376.50 432.00 255.00 487.50
160 209.60 342.40 332.80 401.60 460.80 272.00 520.00
170 222.70 363.80 353.60 426.70 489.80 289.00 552.50 FS 170.00 9 10
180 235.80 385.20 374.40 451.80 518.40 306.00
190 248.90 406.60 395.20 476.90 547.20 323.00
200 262.00 428.00 416.00 502.00 576.00 340.00
210 275.10 449.40 436.80 527.10 604.80 357.00
220 288.20 470.80 457.60 552.20 633.60 374.00 FS 208.00 4
230 301.30 492.20 478.40 577.30 662.40 391.00 3
240 314.40 513.60 499.20 602.40 691.20 408.00 FS 214.00
250 327.50 535.00 520.00 627.50 720.00 425.00
260 340.60 556.40 540.80 652.60 748.80 442.00 FS 234.70
270 353.70 577.80 561.60 677.70 777.60 459.00
280 366.80 599.20 582.40 702.80 806.40 476.00 FS 251.00
290 379.90 620.60 603.20 727.90 835.20 493.00 5 6
300 393.00 642.00 624.00 753.00 864.00 510.00
310 406.10 663.40 644.80 778.10 892.80 527.00
320 419.20 684.80 665.60 803.20 921.60 544.00
330 432.30 706.20 686.40 828.30 950.40 561.00 7 8
340 445.40 727.60 707.20 853.40 979.20 578.00 FS 288.00

*FS 321.00
FS 325.00 T
NOTE: SEAT 9 MAY BE REPLACED WITH AN
OPTIONAL REFRESHMENT CENTER. *FS 338.00

NOTE: WHEN A WIDE DOOR OPTION IS INSTALLED

THE SEAT ARRANGEMENT IS THE SAME AS
OPTION 1 SEAT ARRANGEMENT EXCEPT SEAT
9 MAYBE REPLACED WITH A 16-INCH CLOSET.

*FS 442.00

Figure WB-2. Form 1783-4A

MARCH 1997 FOR TRAINING PURPOSES ONLY WB-5

 FlightSafety
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C I TAT I O N I I P I L O T T R A I N I N G M A N U A L

MODEL 550 WEIGHT AND

CITATION II BALANCE DATA
UNIT NUMBER REGISTRATION NUMBER DATE

SERIAL NUMBER
BAGGAGE AND CABINET COMPARTMENTS
WEIGHT AND MOMENT TABLES
AIRPLANES -0627 AND ON
BAGGAGE COMPARTMENT CONTENTS

;;;;
MOMENT/100
NOSE CABIN COMPARTMENT TAILCONE COMPARTMENT BAGGAGE

;;;;
COMPARTMENT
WEIGHT
(POUNDS)
ARM =
FS 74.00
ARM =
FS 214.00
ARM =
FS 321.00
ARM =
FS 338.00
ARM =
FS 414.00
COMPARTMENT
NOSE
20 14.80 64.20 67.60 82.80 88.40

;;;;
40 29.60 128.40 135.20 165.60 176.80 COMPARTMENT
60 44.40 192.60 202.80 248.40 265.20 FS 74.00
80 59.20 256.80 270.40 331.20 353.60
100 74.00 321.00 338.00 414.00 442.00
120 88.80 385.20 405.60 496.80 530.40
140 103.60 449.40 473.20 579.60 618.80
160 118.40 513.60 540.80 662.40 707.20
180 133.20 577.80 608.40 745.20 795.60
200 148.00 642.00 676.00 828.00 884.00
220 162.80 706.20 910.80
240 177.60 770.40 993.60
260 192.40 834.60 1076.40
280 207.20 898.80 1159.20
300 222.00 963.00 1242.00
320 236.80 1027.20
340 251.60 1091.40
360 259.00 1123.50
380 1155.60
400 1219.80
1284.00

RIGHT FORWARD
MIDSHIP CABINET 8 INCH REFRESHMENT
CONTENTS CENTER CONTENTS
MOMENT/100 MOMENT/100

;;;
REFRESHMENT FORWARD
WEIGHT CENTER WEIGHT COMPARTMENT
(POUNDS) ARM = FS 234.70 (POUNDS) ARM = FS 156.00

;;;
5 11.70 5 7.80
10 23.50 10 15.60
15 35.20 15 23.40
CABIN

;;;
20 46.90 20 31.20
25 58.70 25 39.00 COMPARTMENT
30 70.40 30 46.80 FS 321.00
35 82.10 35 54.60
40 93.90 40 62.40
FS 338.00

LEFT FORWARD 28-INCH

16 INCH CLOSET REFRESHMENT
CENTER

;;;;
CONTENTS
MOMENT/100 MOMENT/100
WEIGHT WEIGHT
(POUNDS) ARM = FS 160.00 (POUNDS) ARM = FS 165.00

;;;;
10 16.00 10 16.50 TAILCONE
20 32.00 20 33.00
COMPARTMENT

;;;;
30 48.00 30 49.50
40 64.00 40 66.00 FS 414.00
50 80.00 50 82.50

;;;;
60 96.00 60 99.00
70 112.00 70 115.00 FS 442.00
80 128.00 80 132.00
90 144.00 90 148.50
100 160.00 100 165.00

Figure WB-3. Form 1783-5

WB-6 FOR TRAINING PURPOSES ONLY MARCH 1997

 FlightSafety
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C I TAT I O N I I P I L O T T R A I N I N G M A N U A L

MODEL 550 WEIGHT AND

CITATION II BALANCE DATA
UNIT NUMBER REGISTRATION NUMBER DATE

SERIAL NUMBER

FUEL LOADING WEIGHT AND MOMENT TABLES

AIRPLANES -0627 AND ON

MOMENT/100
WEIGHT ARM VARIES
(POUNDS) (INCH-POUNDS)
100 298.16
200 591.18
300 879.08
400 1165.42
500 1448.40
600 1732.53
700 2014.80
800 2298.84
900 2581.92
1000 2866.30
1100 3150.18
1200 3434.52
1300 3718.52
1400 4003.23
1500 4287.76
1600 4572.24
1700 4856.56
1800 5141.16
1900 5425.64
2000 5709.90
2100 5994.04
2200 6278.47
2300 6562.82
2400 6846.96
2500 7131.00
2600 7415.33
2700 7699.60
2800 7984.34
2900 8269.06
3000 8554.05
3100 8839.04
3200 9124.80
3300 9410.62
3400 9696.97
3500 9983.40
3600 10,270.08
3700 10,556.84
3800 10,843.87
3900 11,131.00
4000 11,418.20
4100 11,705.50
4200 11,993.31
4300 12,281.18
4400 12,569.04
4500 12,856.86
4600 13,144.73
4700 13,432.48
4800 13,720.56
4900 14,008.46
5008 14,320.34

Figure WB-4. Form 1783-3

MARCH 1997 FOR TRAINING PURPOSES ONLY WB-7

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C I TAT I O N I I P I L O T T R A I N I N G M A N U A L

CITATION 550/551
15000
Maximum Ramp
14, 300 lbs.

14000 Maximum T/O

14, 100 lbs. Maximum Ramp
13,500 lbs.
Maximum Land
13,500 lbs. Maximum T/O Maximum Ramp
13000 13,300 lbs. 12,700 lbs.
GROSS WEIGHT — POUNDS

Maximum Land Maximum T/O

12,700 lbs. 12,500 lbs.
12000
Maximum Land
12,000 lbs.

11000 Maximum ZFW Optional ZFW Optional ZFW

11,000 lbs. 11,000 lbs. 11,000 lbs.

10000
Standard ZFW Standard ZFW
9,500 lbs. 9,500 lbs.
9000

8000
UNs 627 UNs 002
& Subsequent Model 551
thru 626
7000

6000
276 278 280 282 284 286 288 290 292 294
INCHES

Figure WB-5. Center-of-Gravity Envelope

WB-8 FOR TRAINING PURPOSES ONLY MARCH 1997

 FlightSafety international

C I TAT I O N I I P I L O T T R A I N I N G M A N U A L

WEIGHT AND
BALANCE DATA
WEIGHT AND BALANCE RECORD
(CONTINOUS HISTORY OF CHANGES IN STRUCTURE MODIFICATION
OR WEIGHT AND BALANCE)

WEIGHT CHANGE BASIC

DESCRIPTION EMPTY
DATE ITEM OF WEIGHT
ADDED (+) REMOVED (+)
STRUCTURE
MODIFICATION
OR EQUIPMENT WEIGHT ARM MOVEMENT WEIGHT ARM MOVEMENT WEIGHT MOVEMENT
IN OUT (POUNDS) (INCHES) /100 (POUNDS) (INCHES) /100 (POUNDS) /100

Figure WB-6. Form 1650

MARCH 1997 FOR TRAINING PURPOSES ONLY WB-9

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C I TAT I O N I I P I L O T T R A I N I N G M A N U A L

INTENTIONALLY LEFT BLANK

WB-10 FOR TRAINING PURPOSES ONLY MARCH 1997

 FlightSafety
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C I TAT I O N I I P I L O T T R A I N I N G M A N U A L

CITATION 550/551
Uns 002 & Subsequent

2 Calculate Payload Weight and Moment

Item Weight MOM/100

Basic Empty Weight

or
Basic Operating Weight

+ Payload

Zero Fuel Weight *

ZFW MOM
1 Calculate Payload Weight and Moment
Zero Fuel Weight
= ZFW CG

Item Arm Weight MOM/100

Pilot 131.0 3 Calculate Fuel Load and Ramp Weight

Copilot 131.0
Item Weight 4
Seat 3 Calculate
Zero Fuel Weight * Takeoff Fuel
Seat 4 Total Fuel
+ Flight Fuel
Seat 5
+ Reserve Fuel
– Taxi Fuel
Seat 6 Ramp Weight
Seat 7 Takeoff Fuel

Seat 8

Toilet 325.0 5 Calculate Takeoff Weight, Moment and CG

Item Weight MOM/100

Nose 74.0
Zero Fuel Weight *
Cabin 321.0
+ Takeoff Fuel
338.0
+ Takeoff Weight
*Tailcone (Fwd) 414.0
Takeoff MOM
Tailcone (Aft) 442.0 Takeoff Weight
= Takeoff CG

Payload 6 Calculate Landing Weight

* UNs 627 & Subsequent

Item Weight

Zero Fuel Weight *

+ Reserves

Landing Weight

7
* See limitations
on reserve

Figure WB-7. Weight-and-Balance Worksheet (Sheet 1 of 2)

MARCH 1997 FOR TRAINING PURPOSES ONLY WB-11

 FlightSafety
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C I TAT I O N I I P I L O T T R A I N I N G M A N U A L

CITATION 550/551
15000
Maximum Ramp
14, 300 lbs.

14000 Maximum T/O

14, 100 lbs. Maximum Ramp
13,500 lbs.
Maximum Land
13,500 lbs. Maximum T/O Maximum Ramp
13000 13,300 lbs. 12,700 lbs.
GROSS WEIGHT — POUNDS

Maximum T/O
Maximum Land 12,500 lbs.
12,700 lbs.
12000
Maximum Land
12,000 lbs.

11000 Maximum ZFW Optional ZFW Optional ZFW

11,000 lbs. 11,000 lbs. 11,000 lbs.

10000
Standard ZFW Standard ZFW
9,500 lbs. 9,500 lbs.
9000

8000
UNs 627 UNs 002 Model 551
& Subsequent thru 0626
7000

6000
276 278 280 282 284 286 288 290 292 294
INCHES

Weight Adjustment:

Wt. Shifted CG Moved Inches

=
Total Weight Wt. Shifted Inches

Weight Adjustment:

Original CG +/- Correction = Adjusted CG

Takeoff Weight Limitations Landing Weight Limitations

1. TFL ≤ Runway Available 1. LFL ≤ Runway Available

2. SE climb capability ≥ 1.6%, 2nd Segment 2. Climb capability ≥ 2.1% SE
3. SE climb capability to clear any obstacle in ≥ 3.2% ME
in takeoff flight path 3. Brake energy limits
4. Takeoff weight ≤ maximum certified takeoff weight
5. Landing weight ≤ maximum certified landing
weight at destination

Figure WB-7. Weight-and-Balance Worksheet (Sheet 2 of 2)

WB-12 FOR TRAINING PURPOSES ONLY MARCH 1997

 FlightSafety
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C I TAT I O N I I P I L O T T R A I N I N G M A N U A L

CITATION 550
WEIGHT-AND-BALANCE

FlightSafety
international

SAMPLE LOADING PROBLEM

MARCH 1997 FOR TRAINING PURPOSES ONLY WB-13

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C I TAT I O N I I P I L O T T R A I N I N G M A N U A L

The Weight-and-Balance Worksheet illustrated below was developed by FlightSafety. The

worksheet provides a simple and logical method for pilots to use to calculate weight and bal-
ance for each flight.

2 Calculate Payload Weight and Moment

Item Weight MOM/100

Basic Empty Weight

or
Basic Operating Weight

+ Payload

Zero Fuel Weight *

ZFW MOM
1 Calculate Payload Weight and Moment
Zero Fuel Weight
= ZFW CG

Item Arm Weight MOM/100

Pilot 131.0 3 Calculate Fuel Load and Ramp Weight

Copilot 131.0
Item Weight 4
Seat 3 Calculate
Zero Fuel Weight * Takeoff Fuel
Seat 4 Total Fuel
+ Flight Fuel
Seat 5
+ Reserve Fuel
– Taxi Fuel
Seat 6 Ramp Weight
Seat 7 Takeoff Fuel

Seat 8

Toilet 325.0 5 Calculate Takeoff Weight, Moment and CG

Item Weight MOM/100

Nose 74.0
Zero Fuel Weight *
Cabin 321.0
+ Takeoff Fuel
338.0
+ Takeoff Weight
*Tailcone (Fwd) 414.0
Takeoff MOM
Tailcone (Aft) 442.0 Takeoff Weight
= Takeoff CG

Payload 6 Calculate Landing Weight

* UNs 627 & Subsequent Item Weight

Zero Fuel Weight *

+ Reserves

Landing Weight

7
* See limitations
on reserve

NOTE:
THIS WORKSHEET IS DIVIDED INTO TWO PARTS. PAYLOAD IS CALCULATED IN THE LEFT PART OF
THE WORKSHEET. THE PAYLOAD INFORMATION IS THEN INCLUDED IN THE WEIGHT-AND-BALANCE
CALCULATIONS IN THE RIGHT BLOCK.

USE OF THE FORM AND THE SEQUENCE OF ENTRIES IS ILLUSTRATED STEP-BY-STEP ON THE
FOLLOWING PAGES. THE SEQUENCE ILLUSTRATES WEIGHT-AND-BALANCE CALCULATIONS FOR
LOADING THE FOLLOWING PASSENGERS, CARGO, AND FUEL.

LOADING INFORMATION:

TOTAL FUEL 4,200 LB

PILOT 180 LB
COPILOT 160 LB
PASSENGER 180 LB
PASSENGER 200 LB
PASSENGER 140 LB
PASSENGER 150 LB
PASSENGER'S BAGGAGE 100 LB
CARGO PACKAGE 50 LB

Figure WB-8. Weight-and-Balance Worksheet —Sample Loading Problem (Sheet 1 of 6)

WB-14 FOR TRAINING PURPOSES ONLY MARCH 1997

 FlightSafety
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C I TAT I O N I I P I L O T T R A I N I N G M A N U A L

1 THE FIRST STEP IN COMPLETING WEIGHT-AND-BALANCE COMPUTATIONS IS TO DETERMINE THE

TOTAL WEIGHT AND MOMENT OF THE PAYLOAD. THIS IS ACCOMPLISHED USING THE LEFT
PORTION OF THE WORKSHEET.

THE PILOT AND COPILOT ALWAYS OCCUPY SEATS 1 AND 2. OTHER PASSENGERS ARE SEATED
ACCORDING TO THE SEATING CHART PROVIDED BY CESSNA OR BASED UPON PERSONAL
PREFERENCE.

THE ARMS FOR EACH PASSENGER AND CARGO LOCATION ARE DETERMINED BY
REFERRING TO THE LOADING CHARTS PROVIDED BY CESSNA..

PASSENGER WEIGHTS ARE ENTERED BASED ON THE ACTUAL WEIGHTS.

AVERAGE WEIGHTS MAY ALSO BE USED FOR EACH PASSENGER.

Item Arm Weight MOM/100 THE MOMENT FOR EACH PASSENGER CAN BE
DETERMINED BY REFERENCE TO THE LOADING
Pilot 131.0 180 235.8 CHARTS PROVIDED BY CESSNA OR BY
MULTIPLYING THE WEIGHT TIMES THE ARM FOR
Copilot 131.0 160 209.6 EACH PASSENGER AND ITEM OF CARGO.
Seat 3
Seat 4

Seat 5 251.0 180 451.8 BY CONVENTION, THE MOMENT IS DIVIDED BY 100.

THIS PROVIDES "SHORTER" NUMBERS THAT FIT IN
Seat 6 251.0 200 502.0 SMALL SPACES. FOR. EXAMPLE, THE ACTUAL
MOMENT FOR SEAT 6 IS 50,200 INCH-POUNDS
Seat 7 288.0 140 403.2 (251.0 X 200 LB).
Seat 8 288.0 150 432.0
Toilet 325.0

Nose 74.0 50 37.0

Cabin 321.0 ITEMS OF CARGO MAY BE LOCATED IN THE NOSE
COMPARTMENT, CABIN OR TAILCONE. THERE ARE
338.0 SPECIFIC WEIGHT RESTRICTIONS FOR EACH
LOCATION. THE LOADING CHARTS INDICATE THE
*Tailcone (Fwd) 414.0 MAXIMUM WEIGHT THAT IS ALLOWED IN EACH
LOCATION.
Tailcone (Aft) 442.0 100 442.0
PLACEMENT OF CARGO SHOULD NOT BE DONE
HAPHAZARDLY. CARGO SHOULD BE SECURED AND
Payload 1160 2713.4 LOCATED TO PROVIDE THE MOST FAVORABLE
CENTER OF GRAVITY LOCATION.
* UNs 627 & Subsequent

THE WEIGHTS AND MOMENTS OF THE PILOTS, PASSENGERS, AND

MOMENT. THE TOTALS ARE THEN COPIED TO THE WEIGHT-AND-
BALANCE WORKSHEET.

Figure WB-8. Weight-and-Balance Worksheet —Sample Loading Problem (Sheet 2 of 6)

MARCH 1997 FOR TRAINING PURPOSES ONLY WB-15

 FlightSafety
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C I TAT I O N I I P I L O T T R A I N I N G M A N U A L

2 THE SECOND STEP IS TO DETERMINE THE ZERO FUEL WEIGHT, MOMENT, AND ARM.

BASIC EMPTY WEIGHT 2 Calculate Payload Weight and Moment

FROM THE AIRCRAFT RECORDS COPY THE BASIC Item Weight MOM/100
EMPTY WEIGHT (BEW) AND MOMENT IN IN THE
Basic Empty Weight
SPACE PROVIDED ON THE WORKSHEET. or 8000 23240.0
Basic Operating Weight
PAYLOAD
+ Payload 1160 2713.4
ADD THE MOMENT OF THE EMPTY AIRCRAFT TO Zero Fuel Weight * 9160 25953.4
THE PAYLOAD MOMENT. ENTER THE TOTAL IN THE
SPACE PROVIDED. ZFW MOM
Zero Fuel Weight
= 283.3 ZFW CG

ZERO FUEL WEIGHT

ADD THE BASIC EMPTY WEIGHT AND THE PAYLOAD 3 Calculate Fuel Load and Ramp Weight
WEIGHT. THIS IS THE ZERO FUEL WEIGHT (ZFW). Item Weight 4
ENTER THE NUMBER IN THE SPACE PROVIDED. Calculate
Zero Fuel Weight * 9160 Takeoff Fuel
DIVIDE THE ZFW MOMENT BY THE ZERO FUEL Total Fuel
+ Flight Fuel 3200
WEIGHT. THE ZFW ARM MUST BE WITHIN AFT
BOUNDARY OF THE ENVELOPE. + Reserve Fuel 1000
– Taxi Fuel
Ramp Weight 13360

3 THE THIRD STEP IS TO ADD THE TOTAL

FUEL LOAD AND FIND THE RAMP WEIGHT.
Takeoff Fuel

5 Calculate Takeoff Weight, Moment and CG

TOTAL FUEL LOAD
Item Weight MOM/100
ENTER FLIGHT FUEL LOAD IN THE SPACE
Zero Fuel Weight *
PROVIDED (INCLUDES TAXI FUEL). ENTER
RESERVE FUEL. + Takeoff Fuel
+ Takeoff Weight
RAMP WEIGHT
Takeoff MOM
ADD THE ZERO FUEL WEIGHT AND THE TOTAL = Takeoff CG
Takeoff Weight
FUEL LOADS. THE RESULT IS THE RAMP WEIGHT.

6 Calculate Landing Weight

Item Weight
Zero Fuel Weight *
+ Reserves
Landing Weight

NOTE:

THE ZERO FUEL WEIGHT (ZFW) AND THE RAMP WEIGHT MAY NOT EXCEED THE CERTIFIED LIMITS.

IF THE ZERO FUEL WEIGHT (ZFW) EXCEEDS THE CERTIFIED LIMIT, PASSENGERS OR CARGO MUST BE
REMOVED TO REDUCE THE WEIGHT.

IF THE RAMP WEIGHT EXCEEDS THE CERTIFIED LIMIT, EITHER THE FUEL LOAD OR THE PAYLOAD MUST BE
REDUCED.

Figure WB-8. Weight-and-Balance Worksheet—Sample Loading Problem (Sheet 3 of 6)

WB-16 FOR TRAINING PURPOSES ONLY MARCH 1997

 FlightSafety
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C I TAT I O N I I P I L O T T R A I N I N G M A N U A L

2 Calculate Payload Weight and Moment

Item Weight MOM/100

Basic Empty Weight
or 8000 23240.0
Basic Operating Weight
+ Payload 1160 2713.4
Zero Fuel Weight * 9160 25953.4

4 THE FOURTH STEP IS TO DETERMINE THE

TAKEOFF WEIGHT, MOMENT, AND ARM.
ZFW MOM
Zero Fuel Weight
= 283.3 ZFW CG

TAKEOFF FUEL
3 Calculate Fuel Load and Ramp Weight

ENTER THE TAKEOFF FUEL WEIGHT (TOTAL FUEL Item Weight 4

LOAD MINUS 200 LB TAXI FUEL). Calculate
Zero Fuel Weight * 9160 Takeoff Fuel
USING THE FUEL LOADING CHART PROVIDED BY + Flight Fuel 3200
Total Fuel
CESSNA, DETERMINE THE MOMENT FOR THE 4200
TAKEOFF FUEL WEIGHT. + Reserve Fuel 1000
– Taxi Fuel
Ramp Weight 13360 200
TAKEOFF WEIGHT
Takeoff Fuel
4000
ADD THE TAKEOFF FUEL WEIGHT AND THE ZERO
FUEL WEIGHT. THE TAKEOFF WEIGHT MUST BE
EQUAL TO OR LESS THAN THE CERTIFIED LIMIT. 5 Calculate Takeoff Weight, Moment and CG

ADD THE TAKEOFF FUEL MOMENT AND THE ZERO Item Weight MOM/100
FUEL WEIGHT MOMENT. Zero Fuel Weight * 9160 25953.4
DIVIDE THE TAKEOFF MOMENT BY THE TAKEOFF + Takeoff Fuel 4000 11418.2
WEIGHT. THE RESULT IS THE TAKEOFF ARM. THE + Takeoff Weight 13160 37371.6
TAKEOFF ARM MUST BE WITHIN THE ENVELOPE
LIMITS. Takeoff MOM
= Takeoff CG
Takeoff Weight 284.0

5 THE FIFTH STEP IS TO DETERMINE THE

LANDING WEIGHT.
6 Calculate Landing Weight

Item Weight
Zero Fuel Weight * 9160
LANDING FUEL
+ Reserves 1000
ENTER THE PROJECTED RESERVE FUEL IN THE Landing Weight 10160
SPACE PROVIDED.

LANDING WEIGHT

ADD THE RESERVE FUEL AND THE ZERO FUEL

WEIGHT. THE LANDING WEIGHT MUST NOT EXCEED
CERTIFIED LIMITS.

Figure WB-8. Weight-and-Balance Worksheet —Sample Loading Problem (Sheet 4 of 6)

MARCH 1997 FOR TRAINING PURPOSES ONLY WB-17

 FlightSafetyinternational

C I TAT I O N I I P I L O T T R A I N I N G M A N U A L

CITATION 550/551
UNs 002 & Subsequent

2 Calculate Payload Weight and Moment

Item Weight MOM/100

Basic Empty Weight
or 8000 23240.0
Basic Operating Weight
+ Payload 1160 2713.4
Zero Fuel Weight * 9160 25953.4
ZFW MOM
1 Calculate Payload Weight and Moment
Zero Fuel Weight
= 283.3 ZFW CG

Item Arm Weight MOM/100

Pilot 131.0 180 235.8 3 Calculate Fuel Load and Ramp Weight

Copilot 131.0 160 209.6 Item Weight 4

Calculate
Seat 3 Zero Fuel Weight * 9160 Takeoff Fuel
Seat 4 + Flight Fuel Total Fuel
3200
4200
Seat 5 251.0 180 451.8 + Reserve Fuel 1000
– Taxi Fuel
Seat 6 251.0 200 502.0 Ramp Weight 13360 200
Seat 7 288.0 140 403.2 Takeoff Fuel
4000
Seat 8 288.0 150 432.0
Toilet 325.0 5 Calculate Takeoff Weight, Moment and CG

Item Weight MOM/100

Nose 74.0 50 37.0 Zero Fuel Weight * 9160 25953.4
Cabin 321.0 + Takeoff Fuel 4000 11418.2
338.0 + Takeoff Weight 13160 37371.6
*Tailcone (Fwd) 414.0
Takeoff MOM
Tailcone (Aft)
= 284.0 Takeoff CG
442.0 100 442.0 Takeoff Weight

Payload 1160 2713.4 6 Calculate Landing Weight

* UNs 627 & Subsequent Item Weight

Zero Fuel Weight * 9160
LOADING INFORMATION
+ Reserves 1000
TOTAL FUEL 4,200 LB
PILOT 180 LB Landing Weight 10160
COPILOT 160 LB
PASSENGER 180 LB
PASSENGER 200 LB 7
PASSENGER 140 LB
PASSENGER 150 LB
* See limitations
PASSENGER'S BAGGAGE 100 LB on reserve
CARGO PACKAGE 50 LB

Figure WB-8. Weight-and-Balance Worksheet—Sample Loading Problem (Sheet 5 of 6)

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RAMP WEIGHT TAKEOFF WEIGHT

THE RAMP WEIGHT IS THE ZERO FUEL THE TAKEOFF WEIGHT IS EQUAL TO THE RAMP
WEIGHT PLUS THE TOTAL FUEL LOAD. IT IS WEIGHT MINUS TAXI FUEL (200 LB). THE TAKEOFF
DEPICTED AS 4 . POINT IS DEPICTED AS 3 .

FUEL

15000 THE TOTAL FUEL LOAD IS DE-

Maximum Ramp
14, 300 lbs. TERMINED BY THE MISSION
Maximum T/O
REQUIREMENTS. AS FUEL IS
14000
4 14, 100 lbs. Maximum Ramp
13,500 lbs.
LOADED, THE WEIGHT
Maximum Land INCREASES VERTICALLY. THE
Maximum T/O Maximum Ramp
13000 3 13,500 lbs.
13,300 lbs. 12,700 lbs. BALANCE POINT MOVES AFT.
GROSS WEIGHT — POUNDS

Maximum Land
Maximum T/O LIKEWISE AFTER TAKEOFF,
12,500 lbs.
12000 12,700 lbs. THE BALANCE POINT WILL
Maximum Land
12,000 lbs. MOVE FORWARD AS FUEL IS
CONSUMED. FUEL IS
11000 Maximum ZFW Optional ZFW Optional ZFW
11,000 lbs. 11,000 lbs. 11,000 lbs. DEPICTED AS THE LINE
BETWEEN 2 AND 3 .
10000
Standard ZFW Standard ZFW
9,500 lbs. 9,500 lbs.
9000 ZERO FUEL WEIGHT (ZFW)
1 THE ZERO FUEL WEIGHT IS
8000
UNs 627 UNs 002
THE TOTAL OF THE BASIC
Model 551
& Subsequent thru 626 EMPTY WEIGHT PLUS THE
7000 PAYLOAD. THE ZERO FUEL
WEIGHT IS DEPICTED AS
6000 POINT 2 IN THE ENVELOPE
276 278 280 282 284 286 288 290 292 294 DIAGRAM.
INCHES
BASIC EMPTY WEIGHT (BEW)

LANDING WEIGHT PAYLOAD THE BASIC EMPTY WEIGHT

DOES NOT INCLUDE ANY
THE AIRCRAFT MAY LAND AT ANY THE PAYLOAD INCLUDES THE PAYLOAD OR USEABLE FUEL.
TIME AFTER TAKEOFF IF THE CREW, PASSENGERS, AND CARGO. THE BALANCE POINT IS
WEIGHT OF THE AIRCRAFT IS LESS THE BALANCE POINT (ARM) NORMALLY AFT OF THE
THAN THE MAXIMUM CERTIFIED NORMALLY MOVES FORWARD AS ENVELOPE BOUNDARY.
LANDING WEIGHT. THE WEIGHT PAYLOAD INCREASES. THE
AND BALANCE POINT FOR PAYLOAD IS DEPICTED AS THE LINE THE BASIC EMPTY WEIGHT IS
LANDING WILL BE BETWEEN POINT BETWEEN 1 AND 2 . INDICATED IN THE DIAGRAM
3 (TAKEOFF) AND POINT 2 (ZERO AS 1 . THIS THE POINT
FUEL). WHERE THE BASIC EMPTY
WEIGHT (LB) AND THE EMPTY
CG ARM (IN.) INTERSECT.

Figure WB-8. Weight-and-Balance Worksheet—Sample Loading Problem (Sheet 6 of 6)

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PERFORMANCE
CONTENTS
Page
INTRODUCTION................................................................................................................... P-1
General ............................................................................................................................ P-1
Definitions ...................................................................................................................... P-4
Flight Segment Configurations........................................................................................ P-6
Weight ............................................................................................................................ P-8
PERFORMANCE PROBLEM................................................................................................ P-9
CITATION II FLIGHT PLANNING
AND PERFORMANCE PROBLEM ................................................................................... P-10

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ILLUSTRATIONS

Figure Title Page

P-1 FAR Part 25 Climb Profile ...................................................................................... P-7

TABLE

Figure Title Page

P-1 Configurations ......................................................................................................... P-6

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PERFORMANCE

INTRODUCTION
GENERAL engine takeoff and climb data. All takeoff
data, for example,is based upon losing thrust
Certification on one engine at the worst possible moment—
right at V 1 . The AFM contains no enroute
The Model 550 is certified under FAR Part 25 cruise information but does, of course, con-
which governs the certification of transport tain landing data. This data is based upon
category airplanes. The Model 551 is certified the conditions, factors, and assumptions dis-
under FAR Part 23, which governs small air- cussed below.
plane certification. Both models adhere to the
Part 25 performance requirements, which basi- Standard Performance
cally ensure specific single-engine climb ca-
pability throughout the flight. Conditions
All performance data in the AFM is based on
Approved Airplane flight test data and the following conditions:
Flight Manual
1. Pertinent thrust ratings less installation,
In accordance with Part 25, the AFM bleed air, and accessory losses
Performance section contains only single-

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2. Full temperature accountability within d. The landing gear was retracted when a
the operational limits for which the air- positive climb rate was established at or
plane is certified above 35 feet AGL.

e. V 2 was maintained from the 35-foot

NOTE point above the runway to 400 feet AGL.
Should ambient air temperature or al-
titude be below the lowest tempera- f. The airplane was then accelerated to V 2
ture or altitude shown on the + 10 KIAS at which time the flaps were
performance charts, use the perfor- retracted and the acceleration contin-
mance at the lowest value shown. ued to V ENR . The climb was then con-
tinued to 1,500 feet AGL.
3. Wing flap positions as follows: SINGLE-ENGINE TAKEOFF—
ACCELERATE-STOP
Flap Handle Flap
Position Detection
a. Takeoff power was set static, then the
Takeoff UP and T.O. & APPR. 0° & 15° brakes were released.
Enroute UP 0°
Approach T.O. & APPR. 15° b. The pilot recognized the necessity to
Landing LAND 40° stop because of engine failure or other
reasons just prior to V l .
4. All takeoff and landing performance c. M a x i m u m p i l o t b r a k i n g e ff o r t wa s
data is based on a paved, dry runway. started at V 1 and continued until the air-
plane came to a stop.
5. The takeoff performance data was ob-
tained using the following procedures d. Both throttles were brought to idle im-
and conditions: mediately after brake application.
SINGLE-ENGINE TAKEOFF— e. Directional control was maintained
ACCELERATE-GO through the rudder pedals and differen-
tial braking as required.
a. Takeoff power was set static, then the
brakes were released. f. The brake antiskid system was on dur-
ing all tests.
b. The pilot recognized engine failure at
V l. MULTIENGINE TAKEOFF
c. The airplane continued to accelerate a. Takeoff power was set static, then the
to V R , at which time positive rotation brakes were released.
to 7.5° noseup pitch attitude was
made. b. Positive rotation to 7.5° was made at
V R to achieve V 2 + 10 by 35 feet AGL
NOTE (V 35 ).
After rotation, a slight pull may be c. The landing gear was retracted when a
required to achieve V 2 . positive climb rate was established above
35 feet. After reaching 35 feet adjust
pitch attitude and retract flaps as desired.

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6. The landing performance data was ob- b. Engine bleed-air anti-ice off
tained using the following procedures
and conditions: c. Humidity corrections to thrust have
been applied according to the applica-
LANDING ble regulations.

a. Landing was preceded by a steady ap- d. Winds, for which graphical correction
proach down to the 50-foot height point information is presented on the AFM
with the airspeed at V REF . charts, are to be taken as the tower winds
(30 feet above runway surface). Factors
b. Thrust setting during approach was se- have been applied as prescribed in the
lected to control the rate of descent to ap- applicable regulations. In the tables,
proximately 800 to 1,000 feet per minute. negative represents tailwind and positive
represents headwind.
c. Idle thrust was established at the 50- foot
height point, and the throttles remained e. Windshield bleed air off
in that setting until the airplane stopped.
f. Gradient correction factors can be ap-
d. Rotation to a three-point attitude after plied to gradients less than or equal to
touchdown was accomplished at a nor- 2 percent downhill or 2 percent uphill
mal rate. (UNs 0002 thru 0626, gradient factors
or 2% downhill or 3% uphill can be ap-
e. Hard wheel braking was initiated im- plied). In the tables, negative represents
mediately on nosewheel contact and downhill gradients and positive repre-
continued throughout the landing roll. sents uphill gradients.

f. The antiskid system was on during all tasks.

g. Speed brakes were not used.

Conditions

Wing flaps—Land

Engines—Two engines operating

Landing gear—Extended

Antiskid system—Operative

Variable Factors Affecting

Performance
Details of variables affecting performance
are given with tables in the AFM to which they
apply. Assumptions which relate to all per-
formance calculations, unless otherwise
stated, are:

a. Cabin pressurized

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DEFINITIONS Mach Number—The ratio of true airspeed to

the speed of sound.
Accelerate-Stop Distance—The distance re-
quired to accelerate to V 1 and abort the take- Net Climb Gradient—The gross climb gradi-
off due to a failed engine (at V 1 ). ent reduced by 0.8% during the takeoff phase
and 1.1% during enroute. This conservatism
Altitude—All altitudes used in this chapter and is required by FAR 25 for terrain clearance de-
in the AFM are pressure altitudes unless oth- termination to account for variables encoun-
erwise stated. tered in service.

Calibrated Airspeed (KCAS)—Indicated air- OAT—Outside Air Temperature or Ambient

speed (knots) corrected for position and in- Air Temperature. The free air static tempera-
strument error. ture, obtained either from ground meteoro-
logical sources or from in-flight temperature
Cat II—Category II operation. A straight-in ILS indications, adjusted for instrument error and
approach to the runway of an airport under a compressibility effects.
Category II ILS instrument approach procedure.
Position Correction—A correction applied
Climb Gradient—The ratio of the change in to indicated airspeed or altitude to eliminate
height during a portion of a climb to the horizontal the effect of the location of the static pressure
distance traversed in the same time interval. source on the instrument reading. No posi-
tion corrections need be made when reading
Demonstrated Crosswind—The demonstrated from the charts in the AFM since all airspeeds
crosswind velocity of 23 knots (measured at and altitudes in this section are presented as
30 feet above the runway surface) is the ve- indicated values, except stall speeds which
locity of the crosswind component for which are presented as calibrated values.
adequate control of the airplane during take-
off and landing was actually demonstrated RAT—Ram Air Temperature. The indicated out-
during certification tests. This is not limiting. side air temperature as read from the pilot's panel.

Engine Out Accelerate-Go Distance—The Reference Zero—The point in the takeoff

horizontal distance from brake release to the flight path at which the airplane is 35 feet
point at which the airplane attains a height of above the takeoff surface and at the end of the
35 feet above the runway surface on a takeoff takeoff distance required.
during which an engine fails at V l and the take-
off is continued. Takeoff Field Length—The takeoff field length
given for each combination of gross weight,
Gross Climb Gradient—The climb gradient ambient temperature, altitude, wind, and run-
that the airplane can actually achieve with way gradients is the greatest of the following:
ideal conditions.
a. 115% of the two-engine horizontal take-
Indicated Airspeed (KIAS)—Airspeed indi- off distance from start to a height of 35
cator readings (knots). Zero instrument error feet above runway surface.
is assumed.
b. Accelerate-stop distance.
ISA—International Standard Atmosphere.
c. The engine-out accelerate-go distance.
Landing Distance—The distance from a point
50 feet above the runway surface to the point No specific identification is made on the charts
at which the airplane comes to a full stop on concerning which of these distances governs
the runway. a specific case. In all cases considered by the

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charts, the field length is governed by either V MCA —Minimum airspeed in the air at which
b or c above, since the two-engine takeoff dis- directional control can be maintained, when
tance is always shorter. one engine is suddenly made inoperative, using
only aerodynamic controls. V MCA is a func-
True Airspeed (KTAS)—The airspeed (knots) tion of engine thrust, which varies with alti-
of an airplane relative to undisturbed air. tude and temperature.

V 1 —Takeoff decision speed. The speed at V MCG —Minimum airspeed on the ground at
which the pilot observes an engine failure or which directional control can be maintained,
other cause, in which it is elected to stop or when one engine is suddenly made inoperative,
continue the takeoff to 35 feet, will not exceed using only aerodynamic controls. V MCG is a
the scheduled takeoff field length if recogni- function of engine thrust, which varies with
tion occurs at V 1 (accelerate-go). The dis- altitude and temperature. V MCG was deter-
tance to bring the airplane to a full stop mined for maximum thrust.
(accelerate-stop) will not exceed the scheduled
takeoff field length provided that the brakes VMO/MMO—Maximum operating limit speed.
are applied at V l .
V R—The rotation speed is the speed at which
V 2 —Takeoff safety speed. The climb speed is rotation is initiated during takeoff to attain the
the actual speed at 35 feet above the runway V 2 climb speed when or before a height of 35
surface as demonstrated in flight during take- feet above the runway surface has been reached.
off with one engine inoperative.
V REF —The airspeed equal to the landing 50-
VA—The maneuvering speed is the maximum foot point speed (1.3 V SO ) with full flaps and
speed at which application of full available aero- landing gear extended.
dynamic control will not overstress the airplane.
V SB —Maximum operating speed with the
V APP —The landing approach airspeed (1.3 speedbrakes in the extended position.
V S1 ) with T.O. & APPR flaps, landing gear up.
VSO—The stalling speed or the minimum steady
V BE —Maximum brake energy speed. The flight speed in the landing configuration.
maximum speed from which a stop can be ac-
complished within the energy capabilities of VS1—The stalling speed or the minimum steady
the brakes. flight speed obtained in a specified configuration.

V ENR —Single-engine enroute climb speed. Visible Moisture—Visible moisture includes,

but is not limited to, the following conditions:
V FE —Maximum flap extended speed. The fog with visibility less than 1 mile, wet snow,
highest speed permissible with wing flaps in and rain.
a prescribed extended position
Wind—The wind velocities recorded as vari-
V LE—Maximum landing gear extended speed. ables on the charts of the AFM are to be un-
The maximum speed at which an airplane can derstood as the headwind or tailwind
be safely flown with the landing gear extended. components of the actual winds at 30 feet
above the runway surface (tower winds).
VLO—Maximum landing gear operating speed.
The maximum speed at which the landing gear
can be safely extended or retracted.

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FLIGHT SEGMENT The takeoff field length is also based on hold-

CONFIGURATIONS ing the brakes while setting the N 1 rpm to the
value computed for the pressure altitude and
Airplane configurations during various phases temperature conditions. Once the N 1 is set
of flight are shown in Table P-1. and stabilizes, the brakes are released. No
data or corrections to data are published for
“running” takeoffs.
ASSUMPTIONS
As the airplane accelerates, the N 1 rpm will in-
The data obtained from the tables in the AFM crease slightly. This increase is allowable and
is based upon the previously discussed con- is figured into the takeoff thrust graph. There
ditions and factors. In addition, each chart or is no basis for retarding the throttle as the air-
table lists the specific conditions that apply to plane accelerates in order to maintain the static
it. The following discussions expand or clar- N 1 rpm. The only exception to this would occur
ify these areas. if the engine began to accelerate beyond one of
its maximum N 1, ITT, or N 2 limitations.
Takeoff Field Length
The takeoff field length is based on the longer Landing Distance
of two distances—accelerate-stop or acceler- The landing distance tables are based upon the
ate-go. Accelerate-stop is the distance re- airplane arriving at a point 50 feet above the
quired to accelerate to V l , lose thrust on one landing runway threshold with the airspeed at
engine, and abort the takeoff. Accelerate-go V REF , preceded by a controlled rate of descent
is the distance to accelerate to V l , lose thrust of 800 to 1000 fpm (feet per minute). The
on one engine, continue the takeoff, and arrive power is reduced to idle at 50 feet, and hard
at a point 35 feet above the runway. It is nor- wheel braking is initiated upon nosewheel con-
mally not stated in the takeoff tables which dis- tact and continues throughout the landing roll.
tance is the limiting factor because if the The landing distance obtained from the tables
runway available meets or exceeds the runway is the total distance from the threshold to the
required, the airplane can abort or continue the point where the airplane comes to a complete
takeoff within the allowable distance. stop, based on two engines at idle rpm and
speedbrakes stowed.

Table P-1. CONFIGURATIONS

NUMBER OF
OPERATING THRUST FLAP SETTING GEAR
ENGINES (DEGREES)

First Segment Takeoff Climb 1 Takeoff (15°) or (10°) Down

Second Segment Takeoff Climb 1 Takeoff (15°) or (0°) Up

Final Segment Climb 1 Maximum (0°) Up

Continuous

Enroute climb 1 Maximum (0°) Up

Continuous

Approach Climb 1 Takeoff (15°) Up

Landing Climb 2 Takeoff (40°) Down

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Antiskid V 2 is defined as the takeoff safety speed. The

airplane must accelerate to this speed in the
The power brake system with antiskid is stan- takeoff configuration at a point 35 feet above
dard equipment; therefore, all of the takeoff the runway. This speed is maintained through
and landing distances obtained from the AFM gear retraction to at least 400 feet AGL and
are predicated on an operative antiskid system. clear of obstacles. V 2 is the speed the manu-
If the antiskid is inoperable, then both the facturer determines in order to assure the min-
takeoff and landing distances obtained from imum specified climb gradient in the second
the AFM must be increased by 60% (UNs 0627 segment of the climb, which is 2.4% gross or
and subsequent; takeoff corrections increased 1.6% net. For all practical purposes, V 2 could
by 60%, landing increased by 20%). be equated to V XSE , or best angle-of-climb
speed, single engine.
Takeoff Speeds VENR is the single-engine enroute climb speed.
V 1 is defined in the AFM as the takeoff deci- This is the only speed that the final segment
sion speed. If the engine fails below V 1 , the of the Part 25 climb profile is based on. It
takeoff must be aborted since the accelerate- could be equated to the best rate-of-climb
go distance is based on twin-engine acceler- speed, single-engine or V YSE .
ation to that point. Engine failure past V 1
dictates continuing the takeoff since the ac- The Part 25 climb profile (Figure P-1) is the
celerate-stop distance is based on applying standard that all transport category airplanes
the brakes at V 1 . are certificated to (no obstacles).

V R is rotation speed. It is the optimum speed Reference zero is the point at the end of the
at which to rotate the airplane. The acceler- takeoff field length where the airplane is at
ate-go distance is based on rotating the airplane least 35 feet in the air. It is at this point that
at V R . Rotation prior to and rotation after V R gear retraction is assumed to begin. The air-
will both result in extending the accelerate-go plane speed is V 2 .
distance to reference zero (35 feet in the air).
This, of course, would invalidate the takeoff The first segment of the climb profile begins
field length. at reference zero and ends when the landing
gear is up and locked. There is no minimum

Figure P-1. FAR Part 25 Climb Profile

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specified climb gradient other than positive. WEIGHT

The airplane cannot level out or descend with
the speed at V 2 . Weight is the performance variable which is
most easily controlled by the crew. The dis-
The second segment of the profile begins when cussion of performance boils down to the sim-
the gear is up and locked. The pitch attitude ple fact that the airplane must be at or below
must be increased slightly in order to maintain a given weight in order to obtain a specific per-
V 2 since the drag of the extended landing gear formance parameter, whether it is a climb gra-
has been eliminated. The airplane now must dient, field length, etc.
demonstrate a minimum climb gradient of
2.4% gross or 1.6% net. This particular seg- Takeoff Weight Limitations
ment is usually the limiting segment when
weight reductions for climb requirements are 1. TFL ≤ Runway Available
required. This segment ends at 400 feet AGL 2. SE Climb capability ≥ 1.6° net, 2nd Segment
3. SE Climb capability to clear any obstacle in
(no obstacles), or clear of obstacles. takeoff flight path
4. Takeoff weight ≤ maximum certified takeoff
The airplane now enters the third segment of weight
the profile. This segment has no climb re- 5. Landing weight ≤ maximum certified landing
quirements since it is an acceleration seg- weight at destination
ment. The airplane is accelerated through V 2
+10, the flaps are retracted, and the acceler-
ation is continued to V ENR . During this seg- Landing Weight Limitations
ment, the power is reduced to maximum con- 1. LFL ≤ Runway Available
tinuous if the 5-minute limitation on takeoff 2. Climb capability ≥ 2.1% SE, gross
power has expired. ≥ 3.2% ME, gross
3. Brake energy limits
The pitch attitude is increased to maintain 4. Maximum certificated landing weight
V ENR , the thrust is reduced to maximum con-
tinuous and the airplane enters the final seg-
ment. The minimum required gradient in this
segment is 1.2% gross. Even though the air-
plane is climbing at a greater rate than in the
second segment, it is covering much more hor-
izontal distance; therefore, the gradient
achieved decreases from that in the second
segment. This underscores the importance of
climbing at V 2 until 400 feet (no obstacles) or
clear of obstacles. The final segment ends at
1,500 feet VFR (no obstacles) or where the air-
plane is considered to be enroute.

Remember that the Part 25 climb profile only

applies during single-engine takeoff situa-tions.
During a normal two-engine takeoff, the air-
plane will exceed all of the required gradients.

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PERFORMANCE necessitate adjusting the weight and balance

for the new gross weight.
PROBLEM
The next step is to check Section 7 of the
The following performance problem is of- Operating Manual to determine the fuel re-
fered for your practice and review. quirements for the flight (be sure to consider
required reserves). Compare the required fuel
You will need the appropriate charts from amount to the fuel load on the Weight-and-
Section 4 of the Airplane Flight Manual Balance Worksheet. An enroute stop for re-
(AFM). Also, Section 7 of the Operating fueling may be required.
Manual will be needed for the enroute and re-
serve fuel requirements and the time enroute. The next step is to go back into Section 4 of
You will also need your aircraft weight-and- the AFM to determine your "V" speeds and
balance data from the AFM. takeoff field length. If the runway is contam-
inated, then it is recommended you consult
Start with Section 4 of the AFM. You need to Section 7 of the AFM for possible corrections
determine the maximum gross weight per- to your takeoff field length and V 1 speed for
mitted for takeoff for the given conditions in the type of contamination you are dealing
order to meet the 1.6% net single engine sec- with. Also, corrections may be required for
ond segment climb requirements for ideal con- possible anti-ice use for takeoff and runway
ditions. This will also help with your weight gradient.
and balance because you now have a maximum
gross weight for takeoff to work with. The last step is to determine your planned
landing weight. Compare this to the maxi-
Next, complete your Weight-and-Balance mum allowable landing weight for the given
Worksheet. With the known maximum takeoff conditions. If you will arrive too heavy, a gross
weight, and having determined your zero fuel weight adjustment may be necessary. This in-
weight on the worksheet, you can now deter- formation can be found in the Landing sub-
mine how much fuel you can put on board. section of Section 4 of the AFM. Also, your
Next, determine if there will be any obstacle "V" speeds and landing field length can be
clearance requirements associated with your determined from the same section.
departure. If a minimum climb requirement ex-
ists, a further reduction of aircraft gross weight After completion of this practice problem,
may be required to meet the climb requirement. consult an FlightSafety ground school in-
A reduction in the fuel load to reduce gross structor for a review and critique.
weight is recommended. This, of course, will

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CITATION 550 FLIGHT PLANNING & PERFORMANCE PROBLEM

FLIGHT PLAN FROM KHDN TO KTUL
HAYDEN, CO TO TULSA, OK

FLIGHT DATA: DISTANCE 700 NM

FL 370
W/V 330/60 @ 37,000 FT.
TAS 370 KTS. @ MAX CRUISE THRUST
ISA= STANDARD DAY
AIRCRAFT DATA: UNIT NO. 632
BEW 8000 LBS.
4 PASSENGERS @ 180 LBS. EA.
PASSENGERS HANG-UP BAGS 80 LBS.
ENGINEER'S LUGGAGE 50 LBS.
ENGINEER'S SURVEY KIT 60 LBS.
DEPARTURE AlRPORT DATA: FlND:

ALTIMETER 29.62" Hg TAKEOFF WT. _________________

TEMP +5° C. CG ARM ______________________
WIND 290/22 TFL __________________________
GRADIENT 0 V 1 ____________________________
RUNWAY COND DRY V R ____________________________
CEILING 600' OVERCAST V 2 ____________________________
VISIBILITY 1/2 SM V ENR _________________________
FUEL REQUIRED ______________
TIME ENROUTE _______________
PAYLOAD _____________________
SINGLE-ENGINE _______________
SECOND-SEGMENT ___________
NEW CLIMB GRADIENT _______%
DESTINATION FORECAST: FIND:

ALTIMETER 29.91"Hg MAX LANDING WT. _____________

TEMP +24° C. LANDING DIST. ________________
WIND 210/14 V APP _________________________
GRADIENT 0 V REF __________________________
RUNWAY COND DRY
CEILING NONE MISSED APPROACH
VISIBILITY 15 SM CLIMB GRADIENT:
APP ________LANDING _________

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FOR TRAINING USE ONLY

NOT FOR USE IN AIRCRAFT

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FOR TRAINING USE ONLY

NOT FOR USE IN AIRCRAFT

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FOR TRAINING USE ONLY

NOT FOR USE IN AIRCRAFT

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FOR TRAINING USE ONLY

NOT FOR USE IN AIRCRAFT

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CREW RESOURCE MANAGEMENT

CONTENTS
Page
CREW RESOURCE MANAGEMENT (CRM)............................................................... CRM-1
CREW CONCEPT BRIEFING GUIDE........................................................................... CRM-3
Introduction ............................................................................................................... CRM-3
Common Terms ......................................................................................................... CRM-3
Pretakeoff Briefing (IFR/VFR) ................................................................................. CRM-3
Crew Coordination Approach Sequence ................................................................... CRM-4
ALTITUDE CALLOUTS ................................................................................................. CRM-5
Enroute ....................................................................................................................... CRM-5
Approach—Precision ................................................................................................. CRM-5
Approach—Nonprecision .......................................................................................... CRM-6
Significant Deviation Callouts ................................................................................... CRM-7

MARCH 1997 FOR TRAINING PURPOSES ONLY CRM-i

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ILLUSTRATIONS

Figure Title Page

CRM-1 Situational Awareness in the Cockpit ................................................................ CRM-1
CRM-2 Command and Leadership................................................................................. CRM-1
CRM-3 Communication Process .................................................................................... CRM-2
CRM-4 Decision Making Process .................................................................................. CRM-2

MARCH 1997 FOR TRAINING PURPOSES ONLY CRM-iii

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CREW RESOURCE MANAGEMENT (CRM)

SITUATIONAL AWARENESS IN THE COCKPIT
CAPTAIN COPILOT Remember
INDIVIDUAL INDIVIDUAL
S/A S/A 2+2=2
- or -
2+2=5
(Synergy)
GROUP
S/A It'S UP TO YOU!

CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links in the Error Chain
OPERATIONAL

1. FAILURE TO MEET TARGETS

2. UNDOCUMENTED PROCEDURE
3. DEPARTURE FROM SOP
4. VIOLATING MINIMUMS OR LIMITATIONS
5. NO ONE "FLYING AIRPLANE"
6. NO ONE "LOOKING OUT WINDOW"
7. COMMUNICATIONS
HUMAN

8. AMBIGUITY
9. UNRESOLVED DISCREPANCIES
10. PREOCCUPATION OR DISTRACTION
11. CONFUSION OR EMPTY FEELING
12.

Figure CRM-1. Situational Awareness in the Cockpit

COMMAND AND LEADERSHIP

LEADERSHIP STYLES
LAISSEZ-
AUTOCRATIC AUTHORITARIAN DEMOCRATIC
FAIRE
STYLE LEADERSHIP LEADERSHIP
STYLE
(EXTREME) STYLE STYLE
(EXTREME)

PARTICIPATION
LOW HIGH

Command — Designated by Organization

— Cannot be Shared
Leadership — Shared among Crewmembers
— Focuses on "What's right," not "Who's right"

Figure CRM-2. Command and Leadership

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COMMUNICATION PROCESS
INTERNAL EXTERNAL INTERNAL
BARRIERS BARRIERS BARRIERS THINK:
• Solicit and give
NEED SEND RECEIVE OPERATIONAL feedback
GOAL
• Listen carefully
• Focus on behavior,
not people
• Maintain focus on
the goal
• Verify operation
FEEDBACK outcome is
achieved

ADVOCACY: to increase others' S/A INQUIRY: to increase your own S/A

• State Position • Decide What, Whom, How to ask
• Suggest Solutions • Ask Clear, Concise Questions
• Be Persistent and Focused • Draw Conclusions from
• Listen Carefully Valid Information
• Keep an Open Mind

— REMEMBER—
Questions enhance communication flow.
Don't give in to the temptation to ask questions when Advocacy is required.
Use of Advocacy or inquiry should raise a "red flag."

Figure CRM-3. Communication Process

DECISION MAKING PROCESS

HINTS:
• Identify the problem:
EVALUATE
RESULT RECOGNIZE — Communicate it
NEED
— Achieve agreement
IDENTIFY — Obtain commitment
AND
IMPLEMENT
DEFINE • Consider appropriate SOP's
PROBLEM
RESPONSE
• Think beyond the obvious
COLLECT alternatives
FACTS
• Make decisions as a result
SELECT A
RESPONSE IDENTIFY
ALTERNATIVES
of the process
WEIGH IMPACT
OF ALTERNATIVES
• Resist the temptation to
make an immediate decision
and then support it with facts

Figure CRM-4. Decision Making Process

CRM-2 FOR TRAINING PURPOSES ONLY MARCH 1997

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CREW CONCEPT BRIEFING GUIDE

INTRODUCTION
Experience has shown that adherence to SOPs helps to enhance individual and crew cockpit sit-
uational awareness and will allow a higher performance level to be attained. Our objective is
for standards to be agreed upon prior to flight and then adhered to, such that maximum crew
performance is achieved. These procedures are not intended to supercede any individual com-
pany SOP, but rather are examples of good operating practices.

COMMON TERMS
PIC Pilot in Command

Designated by the company for flights requiring more than one pilot. Responsible
for conduct and safety of the flight. Designates pilot flying and pilot not flying
duties.

F Pilot Flying

Controls the aircraft with respect to assigned airway, course, altitude, airspeed,
etc., during normal and emergency conditions. Accomplishes other tasks as di-
rected by the PIC.

N Pilot Not Flying

Maintains ATC communications, copies clearances, accomplishes checklists and

other tasks as directed by the PIC.

B Both

PRETAKEOFF BRIEFING (IFR/VFR)

NOTE
The following briefing is to be completed during item 1 of the Pretakeoff checklist.
The pilot flying will accomplish the briefing.

1. Review the departure procedure (route and altitude, type of takeoff, significant terrain fea-
tures, etc.).

2. Review anything out of the ordinary.

3. Review required callouts, unless standard calls have been agreed upon, in which case a re-
quest for "Standard Callouts" may be used.

4. Review the procedures to be used in case of an emergency on departure.

5. As a final item, ask if there are any questions.

6. State that the pretakeoff briefing is complete.

MARCH 1997 FOR TRAINING PURPOSES ONLY CRM-3
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CREW COORDINATION APPROACH SEQUENCE

NOTE
The following crew coordination approach sequence should be completed as early as
possible, prior to initiating an IFR approach. These items are accomplished during the
“APPROACH (IN RANGE)” checklist.

F—Requests the pilot not flying to obtain destination weather. (Transfer of communication du-
ties to the pilot flying may facilitate the accomplishment of this task.)

N—Advises the pilot of current destination weather, approach in use, and special information
pertinent to the destination.

F—Requests the pilot not flying to perform the approach setup.

N—Accomplishes the approach setup and advises of frequency tuned, identified and course set.

F—Transfers control of the aircraft to the pilot not flying, advising, “You have control, head-
ing _________, altitude ___________” and special instructions. (Communications duties
should be transferred back to the pilot not flying at this point.)

N—Responds, “I have control, heading ________, altitude ________.”

F—Advises, "Approach Briefing."

F—At the completion of the approach briefing, the pilot flying advises, “Approach Briefing
Complete.”

F—Advises, “I have control, heading _________, altitude __________.”

N—Confirms “You have control, heading ________, altitude _________.”

F—”Before Landing checklist.”

N—”Before Landing checklist complete.”

NOTE
The above sequence should be completed prior to the FAF.

NOTE
During the above sequence, the terms F and N have not been reversed during the time
that transfer of control occurs.

CRM-4 FOR TRAINING PURPOSES ONLY MARCH 1997

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ALTITUDE CALLOUTS
ENROUTE
1000 Feet Prior to Level Off

N F

State altitude leaving and assigned “ROGER”

level off altitude

“100 above/below”

APPROACH—PRECISION
N F

At 1,000 ft above minimums

“1,000 feet above minimums” “DH _______”

At 500 ft above minimums

“500 feet above minimums” “NO FLAGS”

At 100 ft above minimums

“100 feet above minimums” “APPROACHING MINIMUMS”"

At decision height (DH)

“Minimums, approach lights at “CONTINUING”

(clock position)"

OR

“Minimums, runway at (clock position)”" “CONTINUING”

OR

“Minimums, runway not in sight” “GO AROUND”

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APPROACH—NONPRECISION

N F

At 1,000 ft above minimums

“1,000 feet above minimums” “MDA ___________”

At 500 ft above minimums

“500 feet above minimums” “NO FLAGS”

At 100 ft above minimums

“100 feet above minimums” “APPROACHING MINIMUMS”

At mln1mum descent altltude (MDA)

“Minimums” “LEVEL”

At missed approach point (MAP)

“Approach lights at (clock position)” “CONTINUING”

OR

“Runway at (clock position)” “CONTINUING”

OR

“Runway not in sight” “GO AROUND”

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SIGNIFICANT DEVIATION CALLOUTS

N F

IAS ± 10 KIAS

“V REF ± _____” “CORRECTING TO ______”

Heading ± 10° enroute

5° on approach

“Heading _______ degrees left/right “CORRECTING TO ______”

Altitude ±100 ft enroute

+50/-0 ft on final approach

“Altitude ______ high/low” “CORRECTING TO ______”

CDI left or right one dot

“Left/right of course _____ dot” “CORRECTING”

RMI course left or right ±5°

“Left/right of course ______ degrees” “CORRECTING”

Vertical descent speed greater than 1,000 fpm on final approach

“Sink rate _______” “CORRECTING”

Bank in excess of 30°

“Bank _______ degrees” “CORRECTING”

Figure P-1. FAR Part 25 Climb Profile

MARCH 1997 FOR TRAINING PURPOSES ONLY CRM-7