PCG

PILOT CLIENT GUIDE

Revision 1.0

Cessna
Citation M2
 NOTICE
Textron Aviation Inc. materials in this training program have been reproduced
with permission and are copyrighted by Textron Aviation Inc.

NOTICE
These items are controlled by the U.S. Government and authorized for export
only to the country of ultimate destination for use by the ultimate consignee or
end-user(s) herein identified. They may not be resold, transferred, or otherwise
disposed of, to any other country or to any person other than the authorized
ultimate consignee or end-user(s), either in their original form or after being
incorporated into other items, without first obtaining approval from the U.S.
government or as otherwise authorized by U.S. law and regulations.

Publication History:

Original....................................... March 2012 Rev. 0.6........................................... May 2019

Rev. 0.1.................................. December 2013 Rev. 0.7........................................... May 2020
Rev. 0.2....................................... August 2014 Rev. 0.8............................................ July 2021
Rev. 0.3.................................. December 2015 Rev. 0.9............................................ July 2022
Rev. 0.4........................................ March 2016 Rev. 1.0..................................November 2022
Rev. 0.5........................................... June 2017

Copyright © 2022 FlightSafety Textron Aviation Training, LLC. All Rights Reserved.
Unauthorized reproduction or distribution is prohibited.
 TABLE OF CONTENTS

CHAPTER 1 INITIAL TRAINING CURRICULUM

CHAPTER 2 RECURRENT TRAINING CURRICULUM

CHAPTER 3 REQUIRED KNOWLEDGE AREAS

CHAPTER 4 MEMORY ITEMS AND LIMITATIONS

CHAPTER 5 MANEUVERS AND PROCEDURES

CHAPTER 6 CREW RESOURCE MANAGEMENT

CHAPTER 7 HANDOUTS

CHAPTER 8 CAS MESSAGES

CHAPTER 9 SCHEMATICS
 CITATION M2 PILOT CLIENT GUIDE

CHAPTER 1
INITIAL TRAINING CURRICULUM

CONTENTS
Page
INITIAL GROUND TRAINING CURRICULUM................................................................ 1-1
Objective of Ground Training.......................................................................................... 1-1
Systems Integration......................................................................................................... 1-1
Completion Standards - Ground Training....................................................................... 1-1
INITIAL FLIGHT TRAINING CURRICULUM................................................................... 1-2
Objective of Flight Training............................................................................................ 1-2
Flight Training Equipment.............................................................................................. 1-2
Briefing/Debriefing.......................................................................................................... 1-2
Completion Standards..................................................................................................... 1-2
Aircraft Specific Flight Standardization Board Required Items..................................... 1-3
Special Emphasis Areas.................................................................................................. 1-3
Aircraft Normal, Abnormal, and Emergency Procedures............................................... 1-3
Line Operational Simulation (LOS)................................................................................ 1-3
INITIAL TRAINING SCHEDULE........................................................................................ 1-4

Revision 1.0 FOR TRAINING PURPOSES ONLY 1-i

 CITATION M2 PILOT CLIENT GUIDE

INITIAL GROUND TRAINING CURRICULUM

OBJECTIVE OF GROUND TRAINING
To provide the knowledge necessary to understand the operation of aircraft systems, the use of the
individual system controls, and the integration of aircraft systems with operational procedures
in preparation for the Flight Training Curriculum Segment. At the end of the Ground Training
Curriculum Segment the pilot will be able to locate, identify, and operate all aircraft systems and
will be able to perform normal, abnormal and emergency operating procedures to the appropriate
standard. Additionally, the pilot will be able to demonstrate knowledge of aircraft performance,
as well as systems and aircraft limitations.

SYSTEMS INTEGRATION
Systems Integration Training (SIT) is ground instruction emphasizing aircraft systems
interrelationships. This training includes normal, abnormal and emergency procedures, pilot
flying (PF)/pilot monitoring (PM) duties and other elements of crew coordination, such a
avionics/automation management specific to the aircraft. SIT may be conducted in a classroom
and/or by using an appropriate training device. SIT may be conducted as a stand-alone module
or may be incorporated as part of the individual Aircraft systems modules.

COMPLETION STANDARDS - GROUND TRAINING

The pilot is required to complete all ground training modules and programmed training hours
required by the course and must pass a written test with a score of 80% or better. The Ground
Training Examination module provides the pilot with a Review and Examination.

Revision 1.0 FOR TRAINING PURPOSES ONLY 1-1

 CITATION M2 PILOT CLIENT GUIDE

INITIAL FLIGHT TRAINING CURRICULUM

OBJECTIVE OF FLIGHT TRAINING
To provide the skills and knowledge necessary to perform to the appropriate standard through
demonstration, instruction, and practice of maneuvers and procedures pertinent to the Citation 500 Series.
By the end of the Flight Training Curriculum Segment, the pilot will be able to safely and efficiently
operate the aircraft and perform the duties and responsibilities of the crewmember duty position. Pilots
will practice CRM and Aeronautical Decision Making as part of the flight training process.

Note: Prior to conducting flight training for a specific maneuver or procedure in an Initial or Prior
Experience Course, the pilot must have logged ground training in the applicable areas of knowledge
required to successfully complete the task and to ensure the pilot understands the systems and/or
aeronautical principles involved.

FLIGHT TRAINING EQUIPMENT

Training, checking, and testing will be conducted in a qualified Flight Simulation Training Device
(FSTD) that is approved for use in accordance with FlightSafety International’s 14 CFR Part 142 Training
Specifications.

BRIEFING/DEBRIEFING
Briefing/Debriefing will be conducted for each Flight Module. Times will vary depending on training
program, pilot performance and module scenario. Normally 1 hour of briefing for Initial Training and
0.5 hours for Recurrent Training, along with 0.5 hour of debriefing for all training programs will be
scheduled. A specific program may require more briefing/debriefing time than listed above. In this event
the lea training center for the program determines the time required and ensures the scheduling system
captures it correctly.

COMPLETION STANDARDS
Training proficiency standards for certification courses (issuance of an Airline Transport Pilot (ATP)
certificate and/or aircraft type rating) and a §61.58 PIC Proficiency Course will be based upon the
Airline Transport Pilot and Aircraft Type Rating Airman Certification Standards for Airplane (ATP ACS)
for the category of aircraft involved. §61.57 lists the specific requirements in §61.57(a)-(e) for each
endorsement. For §61.57(d), all tasks required in the Rating Task Table found in the Instrument Rating –
Airplane Airman Certification Standards are required. The proficiency standards necessary to complete
other courses in this curriculum will be listed within the specific course.

1-2 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

AIRCRAFT SPECIFIC FLIGHT STANDARDIZATION BOARD

REQUIRED ITEMS
For aircraft that have type specific Flight Standardization Board (FSB) training requirements, those
requirements will be discussed as an element in the Aircraft General ground training module. Additionally,
these type specific FSB training requirements will be incorporated into the ground training presentation
and Flight Training Lesson Plans as required.

SPECIAL EMPHASIS AREAS

Examiners must place special emphasis on areas of aircraft operation considered critical to flight safety.
The specific operations that are identified as requiring special emphasis can be found in the Airline
Transport Pilot and Aircraft Type Rating Airman Certification Standards for Airplane (ATP ACS).

Although these areas may not be specifically addressed under each TASK, they are essential to flight
Safety and will be critically evaluated during the practical test. In all instances, the pilot’s actions will
relate to the complete situation. The role of the training Center Evaluator (TCE) regarding Air Traffic
Control (ATC), crew resource management (CRM), and the duties and responsibilities of the examiner
through all phases of the practical test will be explained to, and understood by, the pilot prior to the test.

AIRCRAFT NORMAL, ABNORMAL, AND EMERGENCY

PROCEDURES
This training provides instruction to demonstrate the skills necessary to maneuver the aircraft when
selected abnormal and emergency procedures are introduced and practiced. The pilot will become
proficient in the use of checklists; all required tasks/maneuvers and integration of avionics systems.

LINE OPERATIONAL SIMULATION (LOS)

This training will facilitate the transition from practicing specific maneuvers in the Flight Simulator
modules to integration of all applicable maneuvers into a simulated total flight. Instructors will use an
appropriate Lesson Plans to facilitate the module objectives.

Revision 1.0 FOR TRAINING PURPOSES ONLY 1-3

 CITATION M2 PILOT CLIENT GUIDE

INITIAL TRAINING SCHEDULE

These schedules represent a general guide for what to expect during training. All subjects listed will
be covered, but the order of content is at the instructor's discretion based on client/instructor need.

INITIAL DAY 1
Ground School 8.0 Hours

• ADMINISTRATION • APPROVED AIRCRAFT FLIGHT/ • FLIGHT PLANNING

• AIRCRAFT GENERAL AIRCRAFT OPERATING MANUAL • WEIGHT AND BALANCE
(AFM/AOM) • PERFORMANCE

INITIAL DAY 2
Ground School 8.0 Hours

• AVIONICS • SYSTEMS INTEGRATION (SIT)

INITIAL DAY 3
Ground School 8.0 Hours

• LIGHTING • FLIGHT CONTROLS • FUEL

• MASTER WARNING • FIRE PROTECTION • PNEUMATICS
• ELECTRICAL • POWERPLANT

INITIAL DAY 4
Ground School 8.0 Hours

• AIR CONDITIONING • OXYGEN • LANDING GEAR AND BRAKES

• PRESSURIZATION • ICE AND RAIN PROTECTION • AIRCRAFT GENERAL
• HYDRAULICS

INITIAL DAY 5
Ground School 8.0 Hours

• SYSTEMS INTEGRATION (SIT) • WINDSHEAR • SYSTEMS REVIEW

• SYSTEMS REVIEW • STALL RECOGNITION AND • GOS REVIEW
• CREW RESOURCE RECOVERY PROCEDURES
MANAGEMENT/SINGLE PILOT
RESOURCE MANAGEMENT (CRM/
SRM)

1-4 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

INITIAL DAY 6
Ground School 7.0 Hours

• SYSTEMS INTEGRATION (SIT) • GOS REVIEW • WRITTEN EXAM

• SYSTEMS REVIEW

INITIAL DAY 7
Simulator Briefing: 1.0 Hours | Simulator: 2.0 Hours | Debriefing 0.5 Hours

PREFLIGHT INSTRUMENT PROCEDURES

• PREFLIGHT INSPECTION (COCKPIT) (S) • ARRIVAL PROCEDURES
• POWERPLANT START – NORMAL • PRECISION APPROACH (S) (H, J, K)
• USE OF CHECKLISTS • PRECISION APPROACH – BACKUP INSTRUMENTATION
• TAXIING / RUNWAY OPERATIONS (H, K)
• BEFORE TAKEOFF CHECKS (S) • MISSED APPROACH FROM PRECISION APPROACH (S)

TAKEOFF & DEPARTURE NORMAL/ABNORMAL/EMERGENCY PROCEDURES/

• NORMAL TAKEOFF AND CLIMB (S) OPERATIONS
• DEPARTURE PROCEDURE • RADIOS, NAV EQUIPMENT, INSTRUMENTS, FMS (S)
• STALL WARNING / AVOIDANCE DEVICES
IN-FLIGHT MANEUVERS
• STEEP TURNS LANDINGS & APPROACHES TO LANDINGS
• STALL PREVENTION, PARTIAL FLAP • NORMAL APPROACH AND LANDING (S)
CONFIGURATION • LANDING FROM A PRECISION APPROACH (S)
• STALL PREVENTION, CLEAN CONFIGURATION – • GO-AROUND / REJECTED LANDING
LOW ALTITUDE
• STALL PREVENTION, LANDING CONFIGURATION POST-FLIGHT PROCEDURES
• RECOVERY FROM NOSE LOW ATTITUDES • AFTER LANDING PROCEDURES
• RECOVERY FROM NOSE HIGH ATTITUDES • PARKING AND SECURING

Revision 1.0 FOR TRAINING PURPOSES ONLY 1-5

 CITATION M2 PILOT CLIENT GUIDE

INITIAL DAY 8
Simulator Briefing: 1.0 Hours | Simulator: 2.0 Hours | Debriefing 0.5 Hours

PREFLIGHT INSTRUMENT PROCEDURES

• PREFLIGHT INSPECTION (COCKPIT) (S) • HOLDING
• POWERPLANT START – NORMAL • NONPRECISION APPROACH (S) (A, B)
• POWERPLANT START – ABNORMAL • NONPRECISION APPROACH – MANUALLY FLOWN
• USE OF CHECKLISTS WITH COURSE REVERSAL (B, E, F)
• TAXIING / RUNWAY OPERATIONS • CIRCLING APPROACH
• BEFORE TAKEOFF CHECKS (S) • VISUAL APPROACH
• PUBLISHED MISSED APPROACH (S)
TAKEOFF & DEPARTURE
• CROSSWIND TAKEOFF (S) LANDINGS & APPROACHES TO LANDINGS
• DEPARTURE PROCEDURE • CROSSWIND LANDING (S)
• LANDING FROM A CIRCLING APPROACH
IN-FLIGHT MANEUVERS • WINDSHEAR
• TCAS (COLLISION AVOIDANCE MANEUVER)
• POWERPLANT FAILURE (INCLUDING SHUTDOWN / NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
RESTART) (S) OPERATIONS
• PROCEDURES AND MANEUVERING WITH AN • POWERPLANT
ENGINE OUT WHILE EXECUTING THE DUTIES • FUEL SYSTEM
• OF PILOT-IN-COMMAND (SIC ONLY) • ELECTRICAL SYSTEM
• AUTOPILOT / FLIGHT DIRECTOR

INITIAL DAY 9
Simulator Briefing: 1.0 Hours | Simulator: 2.0 Hours | Debriefing 0.5 Hours

PREFLIGHT LANDINGS & APPROACHES TO LANDINGS

• TAXIING / RUNWAY OPERATIONS • NORMAL APPROACH AND LANDING
• BEFORE TAKEOFF CHECKS (S) • CROSSWIND LANDING (S)
• LANDING FROM A PRECISION APPROACH (S)
TAKEOFF & DEPARTURE • APPROACH AND LANDING WITH A POWERPLANT
• INSTRUMENT TAKEOFF FAILURE (S)
• REJECTED TAKEOFF (S)
• POWERPLANT FAILURE DURING TAKEOFF NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
• DEPARTURE PROCEDURE OPERATIONS
• POWERPLANT
IN-FLIGHT MANEUVERS • FLIGHT CONTROL SYSTEM
• POWERPLANT FAILURE (INCLUDING SHUTDOWN / • PITOT-STATIC SYSTEM
RESTART) (S) • RADIOS, NAV EQUIPMENT, INSTRUMENTS, FMS (S)
• AUTOPILOT / FLIGHT DIRECTOR
INSTRUMENT PROCEDURES • IN-FLIGHT FIRE DRILLS (E.G., ENGINE, APU, CABIN,
• HOLDING CARGO COMPARTMENT, FLIGHT DECK, WING, AND
• PRECISION APPROACH (S) (H, I) ELECTRICAL FIRES)
• PRECISION APPROACH, ONE ENGINE INOPERATIVE – • SMOKE CONTROL / REMOVAL
MANUALLY FLOWN (S) (H, I) • EMERGENCY EVACUATION
• NONPRECISION APPROACH – BACKUP • OTHER EMERGENCY PROCEDURES AS MAY BE
INSTRUMENTATION (D, E, F) REQUIRED BY MAKE, MODEL, AND SERIES
• NONPRECISION APPROACH – MANUALLY FLOWN
WITH COURSE REVERSAL (D, E, F)
• MISSED APPROACH WITH ONE ENGINE INOPERATIVE

1-6 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

INITIAL DAY 10
Simulator Briefing: 1.0 Hours | Simulator: 2.0 Hours | Debriefing 0.5 Hours

PREFLIGHT LANDINGS & APPROACHES TO LANDINGS

• TAXIING / RUNWAY OPERATIONS • CROSSWIND LANDING (S)
• BEFORE TAKEOFF CHECKS (S) • GO-AROUND / REJECTED LANDING
• LANDING FROM A CIRCLING APPROACH
TAKEOFF & DEPARTURE • LANDING FROM A NO FLAP OR NONSTANDARD
• CROSSWIND TAKEOFF (S) FLAP APPROACH
• WINDSHEAR
• DEPARTURE PROCEDURE NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
OPERATIONS
IN-FLIGHT MANEUVERS • SLAT / FLAP SYSTEM
• STEEP TURNS • AUTOPILOT / FLIGHT DIRECTOR
• RECOVERY FROM NOSE LOW ATTITUDES • HYDRAULIC SYSTEM
• RECOVERY FROM NOSE HIGH ATTITUDES • FLIGHT CONTROL SYSTEM
• STALL PREVENTION, CLEAN CONFIGURATION – • LANDING GEAR & BRAKES
HIGH ALTITUDE • GROUND PROXIMITY WARNING SYSTEM, WX
• STALL RECOVERY WITH IDLE THRUST RADAR, RADIO ALTIMETER, TRANSPONDER
• SPECIFIC FLIGHT CHARACTERISTICS (AS • ENVIRONMENTAL / AIR CONDITIONING SYSTEM
APPLICABLE) • PRESSURIZATION SYSTEM
• TCAS (COLLISION AVOIDANCE MANEUVER) • DECOMPRESSION
• EMERGENCY DESCENT (MAXIMUM RATE)
INSTRUMENT PROCEDURES
• VISUAL APPROACH (S)
• NONPRECISION APPROACH (S) (B, C, D)
• CIRCLING APPROACH
• MISSED APPROACH (S)

Revision 1.0 FOR TRAINING PURPOSES ONLY 1-7

 CITATION M2 PILOT CLIENT GUIDE

INITIAL DAY 11
Simulator Briefing: 1.0 Hours | Simulator: 2.0 Hours | Debriefing 0.5 Hours

PREFLIGHT LANDINGS & APPROACHES TO LANDINGS

• POWERPLANT START – ABNORMAL • CROSSWIND LANDING (S)
• TAXIING / RUNWAY OPERATIONS • LANDING FROM A PRECISION APPROACH (S)
• BEFORE TAKEOFF CHECKS (S) • APPROACH AND LANDING WITH A POWERPLANT
FAILURE (S)
TAKEOFF & DEPARTURE
• INSTRUMENT TAKEOFF NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
• POWERPLANT FAILURE DURING TAKEOFF OPERATIONS
• REJECTED TAKEOFF (S) • POWERPLANT
• DEPARTURE PROCEDURE • ELECTRICAL SYSTEM
• AUTOPILOT / FLIGHT DIRECTOR
IN-FLIGHT MANEUVERS • IN-FLIGHT FIRE DRILLS (E.G., ENGINE, APU, CABIN,
• POWERPLANT FAILURE (INCLUDING SHUTDOWN / CARGO COMPARTMENT, FLIGHT DECK, WING, AND
RESTART) (S) ELECTRICAL FIRES)
• STALL PREVENTION, CLEAN CONFIGURATION – • ANTI-ICE AND DEICE SYSTEMS
LOW ALTITUDE • AIRFRAME ICING
• STALL PREVENTION, PARTIAL FLAP • SMOKE CONTROL / REMOVAL
CONFIGURATION • EMERGENCY EVACUATION
• STALL PREVENTION, LANDING CONFIGURATION

INSTRUMENT PROCEDURES
• PRECISION APPROACH (S) (H, I, J)
• PRECISION APPROACH, ONE ENGINE INOPERATIVE –
MANUALLY FLOWN (H, I)
• NONPRECISION APPROACH – MANUALLY FLOWN
WITH COURSE REVERSAL (S) (B, E, F)
• MISSED APPROACH (S)
• MISSED APPROACH FROM PRECISION APPROACH (S)
• MISSED APPROACH WITH ONE ENGINE INOPERATIVE

INITIAL DAY 12
Simulator (LOS) Briefing: 1.0 Hours | Simulator: 2.0 Hours | Debriefing 0.5 Hours

PREFLIGHT LANDINGS & APPROACHES TO LANDINGS

• PREFLIGHT INSPECTION (COCKPIT) (S) • NORMAL APPROACH AND LANDING (S)
• POWERPLANT START – NORMAL • CROSSWIND LANDING (S)
• USE OF CHECKLISTS • LANDING FROM A PRECISION APPROACH (S)
• TAXIING / RUNWAY OPERATIONS
• BEFORE TAKEOFF CHECKS (S) NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
OPERATIONS
TAKEOFF & DEPARTURE • NOTE: THE NORMAL AND ABNORMAL PROCEDURES
• NORMAL TAKEOFF AND CLIMB (S) TASKS WILL CONSIST OF A SIMPLE PROBLEM THAT
• CROSSWIND TAKEOFF (S) HAS NO FURTHER IMPACT ON THE FLIGHT ONCE
• DEPARTURE PROCEDURE DIAGNOSED AND CORRECTED AND A COMPLEX
PROBLEM THAT IS NOT CORRECTABLE AND
INSTRUMENT PROCEDURES CONTINUES FOR THE DURATION OF THE FLIGHT.
• ARRIVAL PROCEDURES
• HOLDING POST-FLIGHT PROCEDURES
• PRECISION APPROACH (S) (H, I, J) • AFTER LANDING PROCEDURES
• NONPRECISION APPROACH (S) (A, E, G) • PARKING AND SECURING
• PUBLISHED MISSED APPROACH (S)

1-8 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

INITIAL DAY 13
Simulator Briefing: 1.0 Hours | Simulator: 2.0 Hours | Debriefing 0.5 Hours

PREFLIGHT LANDINGS & APPROACHES TO LANDINGS

• POWERPLANT START – ABNORMAL • LANDING FROM A CIRCLING APPROACH
• USE OF CHECKLISTS • LANDING FROM A PRECISION APPROACH (S)
• TAXIING / RUNWAY OPERATIONS • APPROACH AND LANDING WITH A POWERPLANT
• BEFORE TAKEOFF CHECKS (S) FAILURE (S)
• LANDING FROM A NO FLAP OR NONSTANDARD FLAP
TAKEOFF & DEPARTURE APPROACH
• CROSSWIND TAKEOFF (S)
• INSTRUMENT TAKEOFF NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
• REJECTED TAKEOFF (S) OPERATIONS
• POWERPLANT FAILURE DURING TAKEOFF • POWERPLANT
• DEPARTURE PROCEDURE • SLAT / FLAP SYSTEM
• AUTOPILOT / FLIGHT DIRECTOR
IN-FLIGHT MANEUVERS • RADIOS, NAV EQUIPMENT, INSTRUMENTS, FMS
• STALL PREVENTION, CLEAN CONFIGURATION – • EMERGENCY EVACUATION
LOW ALTITUDE
• STALL PREVENTION, PARTIAL FLAP
CONFIGURATION
• STALL PREVENTION, LANDING CONFIGURATION

INSTRUMENT PROCEDURES
• PRECISION APPROACH (S) (H, I, J)
• PRECISION APPROACH, ONE ENGINE INOPERATIVE –
MANUALLY FLOWN (S) (H, I)
• NONPRECISION APPROACH (S) (A, B)
• NONPRECISION APPROACH – BACKUP
INSTRUMENTATION (B, E, F)
• VISUAL APPROACH
• CIRCLING APPROACH
• MISSED APPROACH FROM PRECISION APPROACH (S)
• MISSED APPROACH WITH ONE ENGINE INOPERATIVE
• MISSED APPROACH (S)

Revision 1.0 FOR TRAINING PURPOSES ONLY 1-9

 CITATION M2 PILOT CLIENT GUIDE

CHAPTER 2
RECURRENT TRAINING CURRICULUM

CONTENTS
Page
RECURRENT TRAINING CURRICULUM......................................................................... 2-1
Objective......................................................................................................................... 2-1
Prerequisites.................................................................................................................... 2-1
Completion Standards..................................................................................................... 2-1
RECURRENT TRAINING SCHEDULE............................................................................... 2-2

Revision 1.0 FOR TRAINING PURPOSES ONLY 2-i

 CITATION M2 PILOT CLIENT GUIDE

RECURRENT TRAINING CURRICULUM

OBJECTIVE
The Citation 500 Series Recurrent specialty course satisfies the requirements to qualify as Pilot-in-
Command (PIC) in accordance with §61.58 or Second-in-Command (SIC) in accordance with §61.55

Reference the Regulatory Compliance Guide in the General section for additional 14 CFR Part 61 objec-
tives that can be concurrently credited.

PREREQUISITES
• For PIC: Must hold a CE-500 type rating
• For SIC: At least a Private Pilot airplane multiengine land certificate and an unrestricted airplane
multiengine instrument rating, or ATP AMEL Certificate - Not limited to VFR only.
Note: The PIC Recurrent course can be completed either as a sequential checking event with all simu-
lator sessions conducted by a Training Center Evaluator (TCE) with training and checking activities
conducted separately or, as training and a stand-alone check with only the last simulator session con-
ducted by a TCE.

COMPLETION STANDARDS
The Citation 500 Series Recurrent course objective will be met upon successful completion of the
requirements defined in the General section under Completion Standards - Course Completion.

Revision 1.0 FOR TRAINING PURPOSES ONLY 2-1

 CITATION M2 PILOT CLIENT GUIDE

RECURRENT TRAINING SCHEDULE

These schedules represent a general guide for what to expect during training. All subjects listed will
be covered, but the order of content is at the instructor's discretion based on client/instructor need.

RECURRENT DAY 1
Ground School 3.5 Hours

• AIRCRAFT GENERAL • MASTER WARNING • OXYGEN

• ELECTRICAL • POWERPLANT • SYSTEMS INTEGRATION (SIT)
• LIGHTING • FIRE PROTECTION

Simulator 1 Briefing: 1.0 Hours | Simulator: 2.0 Hours | Debriefing 0.5 Hours

PREFLIGHT INSTRUMENT PROCEDURES

• PREFLIGHT INSPECTION (COCKPIT) (S) • ARRIVAL PROCEDURES
• POWERPLANT START – NORMAL • PRECISION APPROACH (S) (H, I, J, K)
• USE OF CHECKLISTS • PRECISION APPROACH – BACKUP
• TAXIING / RUNWAY OPERATIONS INSTRUMENTATION (S) (H, K)
• BEFORE TAKEOFF CHECKS (S) • MISSED APPROACH FROM PRECISION APPROACH (S)

TAKEOFF AND DEPARTURE NORMAL/ABNORMAL/EMERGENCY PROCEDURES/

• NORMAL TAKEOFF AND CLIMB (S) OPERATIONS
• WINDSHEAR • RADIOS, NAV EQUIPMENT, INSTRUMENTS, FMS (S)
• DEPARTURE PROCEDURE • GROUND PROXIMITY WARNING SYSTEM, WX
RADAR, RADIO ALTIMETER, TRANSPONDER
IN-FLIGHT MANEUVERS • STALL WARNING / AVOIDANCE DEVICES
• STEEP TURNS
• STALL PREVENTION, CLEAN CONFIGURATION – LANDINGS AND APPROACHES TO LANDINGS
LOW ALTITUDE • NORMAL APPROACH AND LANDING (S)
• STALL PREVENTION, PARTIAL FLAP • LANDING FROM A PRECISION APPROACH (S)
CONFIGURATION • WINDSHEAR
• STALL PREVENTION, LANDING CONFIGURATION • GO-AROUND / REJECTED LANDING
• RECOVERY FROM NOSE LOW ATTITUDES
• RECOVERY FROM NOSE HIGH ATTITUDES POST-FLIGHT PROCEDURES
• AFTER LANDING PROCEDURES
• PARKING AND SECURING

2-2 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

RECURRENT DAY 2
Ground School 4.0 Hours

• PNEUMATICS • ICE AND RAIN PROTECTION • STALL RECOGNITION AND

• AIR CONDITIONING • AVIONICS RECOVERY PROCEDURES
• PRESSURIZATION • FUEL • FLIGHT CONTROLS
• SYSTEMS INTEGRATION (SIT)

Simulator 2 Briefing: 1.0 Hours | Simulator: 2.0 Hours | Debriefing 0.5 Hours

PREFLIGHT LANDINGS AND APPROACHES TO LANDINGS

• PREFLIGHT INSPECTION (COCKPIT) (S) • CROSSWIND LANDING (S)
• POWERPLANT START – NORMAL • LANDING FROM A CIRCLING APPROACH
• POWERPLANT START – ABNORMAL • LANDING FROM A NO FLAP OR NONSTANDARD
• USE OF CHECKLISTS FLAP APPROACH
• TAXIING / RUNWAY OPERATIONS
• BEFORE TAKEOFF CHECKS (S) NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
OPERATIONS
TAKEOFF AND DEPARTURE • POWERPLANT
• CROSSWIND TAKEOFF (S) • ELECTRICAL SYSTEM
• DEPARTURE PROCEDURE • AUTOPILOT / FLIGHT DIRECTOR
• SLAT / FLAP SYSTEM
IN-FLIGHT MANEUVERS • FLIGHT CONTROL SYSTEM
• TCAS (COLLISION AVOIDANCE MANEUVER) • SMOKE CONTROL / REMOVAL
• POWERPLANT FAILURE (INCLUDING SHUTDOWN / • HYDRAULIC SYSTEM
RESTART) (S) • LANDING GEAR & BRAKES
• PROCEDURES AND MANEUVERING WITH AN • FUEL SYSTEM
ENGINE OUT WHILE EXECUTING THE DUTIES
• OF PILOT-IN-COMMAND (SIC ONLY)

INSTRUMENT PROCEDURES
• HOLDING
• NONPRECISION APPROACH (S) (A, B)
• NONPRECISION APPROACH – MANUALLY FLOWN
WITH COURSE REVERSAL (B, E, F)
• CIRCLING APPROACH
• VISUAL APPROACH (S)
• PUBLISHED MISSED APPROACH (S)

Revision 1.0 FOR TRAINING PURPOSES ONLY 2-3

 CITATION M2 PILOT CLIENT GUIDE

RECURRENT DAY 3
Ground School 4.0 Hours

• HYDRAULICS • WEIGHT AND BALANCE • CREW RESOURCE MANAGEMENT/

• LANDING GEAR AND BRAKES • FLIGHT PLANNING SINGLE PILOT RESOURCE
• APPROVED AIRCRAFT FLIGHT/ • PERFORMANCE MANAGEMENT (CRM/SRM)
AIRCRAFT OPERATING MANUAL • WINDSHEAR
(AFM/AOM) • WRITTEN EXAM

Simulator 3 Briefing: 1.0 Hours | Simulator: 2.0 Hours | Debriefing 0.5 Hours

PREFLIGHT LANDINGS AND APPROACHES TO LANDINGS

• TAXIING / RUNWAY OPERATIONS • CROSSWIND LANDING (S)
• BEFORE TAKEOFF CHECKS (S) • LANDING FROM A PRECISION APPROACH (S)
• APPROACH AND LANDING WITH A POWERPLANT
TAKEOFF AND DEPARTURE FAILURE (S)
• INSTRUMENT TAKEOFF (S)
• REJECTED TAKEOFF (S) NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
• POWERPLANT FAILURE DURING TAKEOFF OPERATIONS
• DEPARTURE PROCEDURE • POWERPLANT
• RADIOS, NAV EQUIPMENT, INSTRUMENTS, FMS (S)
IN-FLIGHT MANEUVERS • AUTOPILOT / FLIGHT DIRECTOR
• SPECIFIC FLIGHT CHARACTERISTICS (AS • IN-FLIGHT FIRE DRILLS (E.G., ENGINE, APU, CABIN,
APPLICABLE) CARGO COMPARTMENT, FLIGHT DECK, WING, AND
• STALL PREVENTION, CLEAN CONFIGURATION – ELECTRICAL FIRES)
HIGH ALTITUDE • PITOT-STATIC SYSTEM
• STALL RECOVERY WITH IDLE THRUST • ENVIRONMENTAL / AIR CONDITIONING SYSTEM
• POWERPLANT FAILURE (INCLUDING SHUTDOWN / • PRESSURIZATION SYSTEM
RESTART) (S) • DECOMPRESSION
• EMERGENCY DESCENT (MAXIMUM RATE)
INSTRUMENT PROCEDURES • EMERGENCY EVACUATION
• ARRIVAL PROCEDURES • ANTI-ICE AND DEICE SYSTEMS
• PRECISION APPROACH (S) (H, I, K) • AIRFRAME ICING
• PRECISION APPROACH, ONE ENGINE INOPERATIVE • OTHER EMERGENCY PROCEDURES AS MAY BE
– MANUALLY FLOWN (S) (H, I, K) REQUIRED BY MAKE, MODEL, AND SERIES
• NONPRECISION APPROACH – BACKUP
INSTRUMENTATION (C, D, E)
• NONPRECISION APPROACH – MANUALLY FLOWN
WITH COURSE REVERSAL (C, D, E)
• MISSED APPROACH WITH ONE ENGINE
INOPERATIVE

2-4 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

CHAPTER 3
REQUIRED KNOWLEDGE AREAS

CONTENTS
Page
REQUIRED KNOWLEDGE AREAS (RKAs)...................................................................... 3-1
Aircraft General.................................................................................................................3-1
Electrical Power Systems..................................................................................................3-1
Lighting.............................................................................................................................3-2
Master Warning.................................................................................................................3-2
Fuel....................................................................................................................................3-2
Powerplant.........................................................................................................................3-3
Fire Protection...................................................................................................................3-4
Pneumatics........................................................................................................................3-4
Ice and Rain Protection.....................................................................................................3-4
Air Conditioning...............................................................................................................3-5
Pressurization....................................................................................................................3-5
Hydraulics.........................................................................................................................3-5
Landing Gear and Brakes..................................................................................................3-6
Flight Controls...................................................................................................................3-6
Avionics.............................................................................................................................3-7
Oxygen..............................................................................................................................3-7
General Limitations...........................................................................................................3-7
Engine Limitations............................................................................................................3-7
System Limitations............................................................................................................3-8
MEL..................................................................................................................................3-8

Revision 1.0 FOR TRAINING PURPOSES ONLY 3-i

 CITATION M2 PILOT CLIENT GUIDE

Emergency Procedures......................................................................................................3-8
EFIS...................................................................................................................................3-8
FMS...................................................................................................................................3-9
Servicing On Ground......................................................................................................3-10
Planning and Performance...............................................................................................3-10
Weight and Balance.........................................................................................................3-11

3-ii FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

REQUIRED KNOWLEDGE AREAS (RKAs)

The required knowledge areas represent what each pilot should know and understand prior to
completion of training. These are divided into subject matter areas following the course curricu-
lum and will assist with the study process. Although this list contains the most critical areas of
concentration, it is only a basic guide and not intended to replace a comprehensive study of the
course materials.

AIRCRAFT GENERAL ELECTRICAL POWER SYSTEMS

1. The pilot determines the cabin door is prop- 1. When starting engines with external power,
erly closed by checking the visual indica- the GEN switches should always be OFF
tions on the inside of the door. to allow both engines to start with exter-
nal power. External power starts with GEN
2. The emergency exit lock pin secures the
switches ON will result in an external power
door on the ground and must be removed
start on the first engine and a generator-as-
before flight.
sisted battery start on the second engine.
3. The amber AFT DOOR OPEN CAS mes-
2. If both generators fail and the BATTERY
sage indicates the aft baggage door key lock
switch is placed in the EMER position,
is unlocked.
emergency bus and hot battery bus items are
4. The amber CABIN DOOR OPEN CAS mes- available for at least 60 minutes.
sage indicates a monitor switch in the cabin
3. A dual generator failure in flight results in
door has detected an unlocked door condi-
a red GENERATOR OFF L and R message
tion.
due to the limited battery power available.
5. The amber NOSE DOOR OPEN L and/or The air conditioner and cabin electrical items
R CAS message indicates the nose baggage will turn off automatically to conserve power.
door is unlocked.
4. If the batteries are the only source of power
6. The emergency exit door is a plug-type door and the BATTERY switch is ON, the electri-
and is secured by mechanical latches. Cabin cal system will be powered for a minimum
differential pressure holds the door in place of 10 minutes.
and prevents opening when the cabin is pres-
5. An in-flight engine start using the ENGINE
surized.
START button (starter-assisted) counts as a
full battery cycle. Generator-assisted starts
are disabled in flight.
6. The Battery Disconnect switch uses battery
power to disconnect the aircraft battery, and
will slowly discharge the battery when ac-
tivated. The BATTERY switch must be ON
for this function to operate.

Revision 1.0 FOR TRAINING PURPOSES ONLY 3-1

 CITATION M2 PILOT CLIENT GUIDE

7. The electrical system uses two DC gen- MASTER WARNING

erators for normal power, and batteries for
starting and backup power. 1. The Fire Warning test on the GTC System
Tests page will illuminate both ENGINE
8. The function of the two DGCUs is to regu- FIRE switchlights, the red ENGINE FIRE
late, parallel, and protect the DC generators. L-R message, and both MASTER WARN-
9. The aircraft batteries receive charging power ING switchlights. The "Left Engine Fire"
when the BATTERY and one or both GEN and "Right Engine Fire" aural alerts also
switches are ON and the engines are run- sound.
ning, or when an operating external power 2. The MASTER WARNING switchlights il-
unit is connected. luminate flashing when a red CAS message
is illuminated. Pressing either MASTER
LIGHTING WARNING switchlight will extinguish both
switchlights and stop the flashing of the red
1. The amber EMER LTS NOT ARMED CAS CAS message.
message is illuminated when the BATTERY
switch is ON and the EMER LIGHTS switch 3. The System Tests page on the GTCs is only
is not in the ARMED position. fully functional with normal DC power ap-
plied.
2. The cockpit floodlights are controlled by the
FLOOD LTS knob on the DIMMING panel. 4. Certain CAS messages are inhibited during
certain phases of flight or other conditions in
3. The INTERIOR MASTER switch in the order to minimize the number of displayed
OFF position disconnects electrical power to messages and reduce nuisance messages.
the interior bus (cabin area electrical power).
4. The intensity of the cabin overhead lights is FUEL
controlled through the control panel on the
cabinets behind the pilot seats. 1. Fuel quantity is normally displayed as a
5. Exterior lighting control is divided between tape and digital readout of each wing tank’s
the GTC Exterior Lights page and the quantity on the MFD EIS. A digital, com-
switches on the tilt panel to the right of the bined total quantity is also indicated in the
GTCs. same location.

6. The Pulse With TCAS TA/RA selection on 2. The amber FUEL LEVEL LOW L and/or R
the GTC Exterior Lights page allows the CAS message indicates remaining fuel in
landing lights to pulse automatically in re- the respective tank(s) is less than approxi-
sponse to a TA or RA from the TCAS. mately 185 pounds. This is controlled by a
float switch in each tank and is independent
7. With emergency lights armed, a loss of nor- of the normal fuel quantity sensing system.
mal DC power will activate the emergency
lighting system. 3. The fuel quantity is measured by capaci-
tance probes (7 in each tank).
4. The white FUEL BOOST ON L and/or R
message indicates the boost pump is on due
to manual pilot selection, engine start, or fuel
transfer. The same message in amber indi-
cates the respective pump was automatically
activated due to low fuel pressure.

3-2 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

5. Electric fuel boost pumps activate automati- POWERPLANT

cally for engine start, fuel transfer, and low
fuel pressure, when FUEL BOOST switches 1. The engine ignition system uses one of the
are in the NORM position. two igniters for engine starts on the ground
and alternates between them for each suc-
6. The two scavenge ejector pumps in the main cessive start. One failed igniter may cause
fuel tanks (one in each wing), move fuel into the engine to fail to start, if the bad igniter is
the wing tank sumps to keep them full dur- the one in use for that start attempt.
ing normal operations.
2. To manually terminate an engine start cycle,
7. The amber FUEL FLTR BYPASS L and/or place the throttle in the OFF position, wait
R message is triggered by a large fuel pres- 15 seconds, and then press the ENGINE
sure drop across the respective fuel filter and START DISENGAGE button.
indicates an actual or impending bypass of
the fuel filter. 3. The illumination of the ENGINE START
L and/or R buttons indicates the respective
8. The FUEL TRANSFER selector causes fuel start relay is closed.
to transfer between the tanks, in the direc-
tion that the selector is pointed. It opens the 4. The red OIL PRESS LOW L or R message
fuel transfer valve and activates the boost indicates an oil pressure below operating
pump on the sending side. limits for the respective engine.
9. The amber FUEL TRANSFER ON CAS 5. The N1 indication is primarily used to set en-
message is displayed if fuel transfer has gine thrust.
been active for more than 10 minutes, if 6. The N2 indication is primarily used when
transferring fuel to the tank with the greater bleed-air temperature is a concern, as in the
fuel quantity (by 60 pounds), or if both boost operation of anti-icing systems.
pumps are on preventing fuel transfer.
7. The OFF position of each throttle commands
10. The pilot must monitor the displayed fuel the respective FADEC to close the engine
quantity in each tank to verify that fuel is fuel valve.
being transferred correctly and manually
terminate the transfer when the desired bal- 8. N1 shaft separation results in turbine over-
ance is reached. speed and catastrophic engine failure. The
engine incorporates a mechanical device to
11. The maximum approved fuel imbalance for cut off fuel in case of a shaft separation, trig-
normal operations is 200 pounds. gered by aft movement of the N1 shaft.
12. The maximum fuel imbalance demonstrated 9. The green IGN indications next to the N2
for an emergency return following a fuel digital readouts on the EIS show that electri-
system malfunction is 600 pounds. This is cal power has been applied to one or both
not a limitation. ignition exciters on the respective engine.
10. The engines should not be operated above
80% N2 until the oil temperature is above
+10°C.

Revision 1.0 FOR TRAINING PURPOSES ONLY 3-3

 CITATION M2 PILOT CLIENT GUIDE

FIRE PROTECTION the cabin is depressurized, fresh air will en-

ter the cabin from the pylon inlets through
1. Illumination of the red ENG FIRE switch- the fresh air fan.
light and red ENGINE FIRE CAS message
indicates an overtemp condition has been 4. Selecting BOTH on the AIR SOURCE se-
detected inside the respective engine cowl- lector opens both PRSOVs to provide pre-
ing by the fire detection loop. cooled bleed air from both engines to the
cockpit and cabin through the cabin air heat
2. The M2 only has one fire extinguisher bottle exchanger. This is the normal position for all
for both engines. Pressing one of the red ground and flight operations.
ENG FIRE switchlights directs the dis-
charge of the bottle to the selected engine.
ICE AND RAIN PROTECTION
3. Normal DC power is required for the engine
fire detection/extinguishing system to oper- 1. Red ice detection lights shine on the inside of
ate. It is not powered from the emergency the pilot and copilot windshields. The light
bus. will be reflected by ice accumulation on the
outside of the windshields, giving a visual
4. Pressing the red ENG FIRE switchlight indication of ice formation. An ice detection
closes the firewall shutoff valves for the fuel light for the left wing is also provided.
and hydraulic systems, opens the generator
field relay, and arms the squib on the fire 2. Pilot and copilot windshield anti-ice is
bottle for the selected engine. Pressing the provided by bleed air from the operating
ENG FIRE switchlight a second time re- engine(s) through a solenoid control valve
opens the shutoff valves and disarms the fire in the tail and manual valves in the nose.
bottle squib. The generator field will be reset 3. The white WING A/I COLD L and/or R
if/when the starter is engaged for a restart. message illuminates on the ground to indi-
5. The white FIREWALL SHUTOFF L and/or cate the respective wing is below the normal
R message indicates both the fuel and hy- operating temperature. This is normal when
draulic firewall shutoff valves are closed on the anti-ice is first selected on. After two
the respective side. This message will illu- minutes of continuous undertemp, the mes-
minate amber if only one of the fuel or hy- sage will change to amber.
draulic firewall shutoff valves is closed. 4. The amber WING A/I COLD L and/or R
message illuminates after two minutes of
PNEUMATICS continuous undertemperature of the respec-
tive wing, or if both wing/engine anti-ice
1. The amber AIR DUCT OVERTEMP CAS switches are not selected to the WING/ENG
message indicates excessive temperature position.
in the environmental (bleed) air duct to the
cabin. 5. The tail deice system operates automatically
on a three-minute cycle. The left boot inflates
2. The AIR SOURCE selector determines the for six seconds, followed by six seconds off,
source and amount of air entering the cock- then followed by the right boot inflating for
pit/cabin. six seconds. The boots are inactive for the
3. The FRESH AIR position on the AIR remainder of the three-minute cycle. The
SOURCE selector closes all bleed air sourc- boots may be inflated simultaneously with
es to the cabin and powers the fresh air fan. If the MANUAL position of the TAIL deice
in flight, the cabin will depressurize. When switch in case of a failure of the automatic
system.

3-4 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

6. The amber ENGINE A/I COLD L and/or R PRESSURIZATION

CAS message illuminates after two minutes
of continuous undertemperature of the re- 1. The pressurization controller schedules cab-
spective engine, or if both wing/engine an- in altitude based on takeoff field elevation
ti-ice switches are not selected to the ENG (from the DADC), current flight altitude
ONLY position. (also from the DADC), and landing field el-
evation (from the FMS flight plan or pilot
7. The P/S COLD L and/or R amber CAS mes- input on the GTC Landing Elevation page).
sage indicates the respective pitot/static heat
system is off or inoperative. 2. Pressurization is normally maintained by a
continuous supply of temperature-controlled
8. The amber TAIL DE-ICE FAIL CAS mes- bleed air and regulated outflow. The outflow
sage illuminates when there is a fault in the is regulated by the pressurization controller
tail deice system. This may be a failure of via the outflow valves.
the automatic control system or a low-pres-
sure condition in the service air supply to 3. The CABIN DUMP switch is electrically
one of the boots. operated and commands the outflow valves
to open. When selected, the cabin will climb
9. The amber TAIL DE-ICE ON CAS message but is limited by the mechanical maximum
illuminates if the tail deice system is on and cabin altitude limit valves installed on the
the RAT is less than -35°C, or if the tail de- outflow valves.
ice system is off and the boots are inflated.
4. The pre-pressurization mode of the pressur-
ization system starts to pressurize the cab-
AIR CONDITIONING in during the takeoff roll to avoid pressure
1. The Air COND button Auto position causes bumps at liftoff. This is activated when the
the air conditioning compressor to run inter- throttles are advanced above approximately
mittently, as commanded by the temperature 85% N2.
control system (GTC Temperature page). 5. The emergency pressurization function sup-
2. The Air COND button Off position does not plies extra bleed air to the cabin through the
allow the air conditioning compressor or windshield anti-ice system.
cabin fans to run and disables cockpit/cab-
in temperature control (GTC Temperature HYDRAULICS
page). The DEFOG button will continue to
operate the compressor even with the Air 1. The main hydraulic system is an open-center
COND button Off position selected. system, which operates in a low-pressure by-
passed condition until commanded to pres-
3. The vapor-cycle air conditioner can be used surize by one of the hydraulic subsystems.
on the ground with power from the right
generator or with external power. 2. The white HYD PRESS ON CAS message
indicates that the hydraulic system is pres-
surized. The system is designed to remain
pressurized only for short periods of time as
necessary to operate the hydraulic subsys-
tems.
3. The white HYD PRESS ON CAS message
will change to amber if the system has been
pressurized for more than 40 seconds. This
indicates a malfunction of the system that
may lead to a hydraulic system failure.

Revision 1.0 FOR TRAINING PURPOSES ONLY 3-5

 CITATION M2 PILOT CLIENT GUIDE

4. The main hydraulic reservoir is in the fair- FLIGHT CONTROLS

ing below the fuselage and aft of the trailing
edge of the right wing. 1. The speedbrakes extend on the ground or
in flight as commanded by the position of
5. Hydraulic fluid quantity for the main system the speedbrake switch. Speedbrakes extend
is displayed through two sight gauges on the automatically when the flap handle is in the
reservoir. GROUND FLAPS position.
6. The main hydraulic system powers the land- 2. Elevator trim can be operated electrically
ing gear, wing flaps, and speedbrakes. via the switches on the control wheels or
manually via the trim wheel on the center
LANDING GEAR AND BRAKES pedestal. Electric trim can be interrupted by
pressing the red AP/TRIM DISC button on
1. The amber BRAKE PRESSURE LOW CAS either control wheel.
message indicates insufficient hydraulic
pressure in the wheel brake system. 3. Wing flaps are electrically controlled and
hydraulically actuated. They are mechani-
2. The green landing gear indicator lights il- cally locked in the 0 degree position, and
luminate when the respective gear is in the held in the 15, 35, and 60 degree positions
down and locked position. The red UN- by trapped hydraulic fluid.
LOCK light illuminates when one or more
of the landing gear does not match the posi- 4. The white NO TAKEOFF CAS message
tion of the gear handle. illuminates when the flaps, elevator trim,
speedbrakes, or parking brake are not in the
3. The fusible plugs in the main landing gear appropriate takeoff position and the airplane
wheels are designed to melt when the brakes/ is on the ground. The message will turn red
wheels are overheated, deflating the tire be- and the “NO TAKEOFF” aural warning will
fore the pressure rises high enough to burst sound if the throttles are advanced to the
the tire. CRU detent or higher.
4. The wheel brake system reservoir and accu- 5. The speedbrakes have two positions: ex-
mulator are in the nose of the airplane. The tended and retracted. The white SPEED
fluid quantity is checked through the two BRAKES EXTEND CAS message illumi-
sight gauges in the right nose baggage com- nates when the speedbrakes are in the ex-
partment. tended position.
5. The landing gear is locked in the up position 6. Complete failure of the main hydraulic sys-
by spring-loaded uplocks. During extension, tem disables the wing flaps, landing gear,
the uplocks are normally released by hy- and speedbrakes. Only the landing gear has
draulic pressure. The emergency extension an emergency extension system. The other
system uses mechanical connections and subsystems are inoperative in this scenario.
pneumatic pressure to release the uplocks. Wheel brakes are not affected, since they
6. The amber ANTISKID FAIL CAS message have a separate hydraulic system.
indicates the antiskid system is inopera-
tive. This is a normal indication during the
antiskid system test. It may also illuminate
on the ground after the antiskid system has
been cold-soaked, and will clear when the
system has warmed up.
7. Emergency (pneumatic) braking uses nitro-
gen pressure from a bottle in the nose, by-
passes normal hydraulic braking, and does
not provide differential braking or antiskid
capability.

3-6 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

AVIONICS GENERAL LIMITATIONS

1. The DISPATCH switch on the ELECTRI- 1. Except where required by AFM procedures,
CAL POWER panel will power only basic speedbrakes must be retracted prior to 50
avionics to conserve battery power. feet AGL for landing.
2. The standby flight display has a dedicated 2. Single-pilot operations require a CE-525S
battery that will power the display for 88 pilot type rating, a pilot in the left pilot seat,
minutes after normal DC power is removed. a headset with microphone (must be worn
by the pilot), a working autopilot, navigation
3. The standby flight display switch has a TEST
charts within reach of the pilot seat, and the
position that illuminates a green light if the
approved abbreviated pilot checklist.
battery has sufficient charge. This is tested
prior to switching the main battery to ON. 3. Maximum ramp weight is 10,800 pounds.
4. All avionics are connected to the normal 4. Maximum structural takeoff weight is
DC power system, with no separate avionics 10,700 pounds.
master switch.
5. Maximum structural landing weight is
9,900 pounds.
OXYGEN 6. Maximum zero fuel weight is 8,500 pounds.
1. The automatic drop feature of the passenger 7. The minimum allowable speed for sustained
oxygen masks requires normal DC power flight in icing conditions (except takeoff, ap-
and is not powered from the emergency bus. proach and landing) is 160 KIAS.
2. The CREW ONLY position on the OXY- 8. The maximum operating altitude is FL410.
GEN CONTROL VALVE blocks oxygen
flow to the passenger masks, and will pre- 9. The maximum operating altitude permitted
vent automatic drop of the masks. with an inoperative autopilot and yaw damp-
er is FL280.
3. Oxygen pressure indicated in the cockpit
is measured before the shutoff valve on the
oxygen cylinder. It will not be affected by ENGINE LIMITATIONS
the position of the OXYGEN CONTROL
1. Engine starters are limited to three engine
VALVE or shutoff valve.
starts per 30-minute period with 60 seconds
4. The shutoff valve on the oxygen cylinder of rest between start attempts. This limit is
does not have a cockpit control and can only independent of starter power source and ap-
be accessed from inside the nose baggage plies to both starting and dry motoring of the
compartment. engine.
5. Passenger oxygen masks require oxygen pres- 2. Takeoff power is limited to five minutes with
sure (shutoff valve open), normal DC power, both engines operating, or ten minutes on
and cabin decompression to drop automati- the operating engine after an engine failure.
cally. They may be dropped manually via the
3. The maximum allowable tailwind compo-
MANUAL DROP position of the cockpit
nent for engine starting is 10 knots.
OXYGEN CONTROL VALVE.
4. The maximum allowable crosswind compo-
6. When the passenger oxygen masks are
nent for engine starting is 12 knots.
dropped, oxygen flows to a mask only when
the passenger pulls the lanyard to open the 5. The minimum battery voltage for conducting
valve for that mask. an engine start with the battery is 24VDC.
6. The maximum allowable ITT for engine
starting is 1,000°C.

Revision 1.0 FOR TRAINING PURPOSES ONLY 3-7

 CITATION M2 PILOT CLIENT GUIDE

SYSTEM LIMITATIONS MEL

1. Operation of pitot-static and AOA heat on 1. Single-pilot operations require a CE-525S
the ground is limited to two minutes. pilot type rating, a pilot in the left pilot seat,
a headset with boom microphone (must be
2. The maximum permitted fuel imbalance for
worn by the pilot), a working autopilot, nav-
normal operations is 200 pounds.
igation charts within reach of the pilot’s seat,
3. At elevations above 10,000 feet, conduct an and the approved abbreviated pilot checklist.
external power start or a generator assisted
2. Antiskid may be inoperative for dispatch.
start, or wait 1 hour after engine shutdown
for the engine to cool before conducting a 3. Use the approved MEL to determine if dis-
battery start. A battery start shortly after the patch is possible with inoperative systems
engine has been shut down can result in ITT or equipment. Examples of non-deferrable
exceeding the limits for starting. malfunctions include engine control system
faults, and inoperative autopilot for single-
4. The maximum permitted altitude for ex-
pilot operations.
tension of flaps and/or landing gear
is FL180.
5. Maximum speed for landing gear extension EMERGENCY PROCEDURES
is 186 KIAS. 1. The Emergency/Abnormal checklist and the
6. Maximum speed for landing gear retraction AFM Section 3 contain procedures (includ-
is 175 KIAS. ing memory items) to be accomplished in
various emergency/abnormal situations.
7. The maximum speed for flap extension to 15
degrees is 200 KIAS. 2. Memory items are highlighted in the AFM
and checklist with a box surrounding those
8. The maximum speed for flap extension to 35 items.
degrees is 161 KIAS.
3. The Emergency/Abnormal checklist is orga-
9. The minimum allowable main battery tem- nized into four sections. The first three are
perature for ground start of an engine based on CAS messages by color: White,
is -18°C. Amber, and Red. When a CAS message is dis-
10. The minimum altitude permitted with the played, refer to the appropriate color section
autopilot engaged during a coupled ap- for information and instructions. The fourth
proach is 160 feet above the runway. section contains other procedures not directly
associated with a particular CAS message.
11. The minimum altitude permitted with the
autopilot engaged after takeoff or missed ap-
proach is 450 feet above the runway. EFIS
12. The minimum altitude permitted with the 1. TCAS controls are located on the GTCs.
autopilot engaged during enroute and de-
scent is 1000 feet AGL. 2. The Flight Level Change (FLC) mode of the
autopilot adjusts pitch to maintain a selected
13. The minimum allowable temperature for tail airspeed.
deice boot operation is -35°C RAT.
3. Failure of an AHRS or ADC will result in an
automatic reversion by the affected PFD to
the working unit.
4. If a PFD or MFD fails, use the correspond-
ing DISPLAY REV knob to reorganize the
displays to compensate for the lost display
or information. All display units must be op-

3-8 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

erational for takeoff. Takeoff with a display 14. The Garmin G3000 Cockpit Reference
in reversion mode is prohibited. Guide must be immediately available to the
crew when operating the airplane.
5. PFD and MFD brightness is controlled by
the DISPLAYS knob on the DIMMING 15. Pressing the Takeoff/Go Around button or
panel. It is also significantly affected by the one of the elevator trim switches with the
brightness of the cockpit flood lights. If the autopilot engaged will disconnect the auto-
flood lights are set at a high level, the PFDs pilot and leave the yaw damper engaged.
and MFD will react to that light and will be
very bright as well.
FMS
6. Operation of displays in the composite/
reversionary mode is limited to flight train- 1. Holding patterns may be programmed by
ing and actual display failures. touching the desired fix on the GTC Active
Flight Plan screen, and selecting Hold at
7. The airspeed indicator provides a magenta Waypoint on the resulting Waypoint Options
trend indication that shows the expected air- window.
speed based on the current rate of accelera-
tion/deceleration. It can be used to assist in 2. FMS fuel calculations are considered to be
setting power to maintain a chosen airspeed. supplemental information only, and must
be verified by the flight crew. The FMS cal-
8. The selected altitude is displayed in blue culates fuel burned/remaining by using the
digits above the altitude tape on the PFDs. fuel flow transducers and does not monitor
9. The active VNAV altitude constraint is dis- the fuel quantity in the tanks after initial
played in magenta above the VSI. power-up.
10. The selected course on the HSI is set with 3. For a VNAV descent enroute, there must be
the CRS 1 and CRS 2 knobs when using an altitude constraint shown on the FMS
short-range navigation. The course is set by Active Flight Plan screen, VNAV must be
the FMS when using long-range navigation. active (VNV selected on the AFCS Control
OBS mode (selected on the PFD soft keys) Unit), and the ALT SEL knob must be set
may be used to manually select a course to to the desired lower altitude. VNAV climbs
fly to an FMS waypoint. require the same, except the ALT SEL knob
must be set to the desired higher altitude and
11. The HSI on the PFD is configured as a com- FLC selected on the AFCS Control Unit.
pass rose. An inset map window next to the
HSI provides moving map display capability 4. Prior to the FAF, make sure the ILS or VOR
on the PFD. auto-selected course (as appropriate) match-
es the final approach course on the published
12. The Approach (APR) mode will capture the approach.
active navigation course and automatically
switch the navigation source to the on-side 5. In the enroute phase of flight, full scale de-
localizer for an ILS approach (if tuned). flection of the FMS CDI indicates two nauti-
NAV mode will only capture the active cal miles off course. In Terminal scaling, full
course, will not switch to green needles, and scale deflection indicates one nautical mile
will not arm or capture the glide slope. off course. In Approach scaling, full scale
deflection indicates 0.3 nautical miles off
13. The automatic switch to green needles (us- course. On the final segment of an LPV or
ing APR mode) from FMS is delayed in or- similar approach, the CDI will perform like
der to allow the capture of the final approach a localizer and become more sensitive as the
course by the FMS for a smoother intercept. airplane nears the runway.
The switch to green needles should happen
closer to the final approach fix.

Revision 1.0 FOR TRAINING PURPOSES ONLY 3-9

 CITATION M2 PILOT CLIENT GUIDE

6. When the pilot enters a waypoint identifier 18. After making a modification to the flight
and there are multiple waypoints with the plan waypoints or VNAV constraints, the
same identifier, the FMS will present a list flight plan must be reviewed to verify all
of the waypoints, beginning with the near- waypoints and constraints are correct.
est.
19. The V-speeds, required field length and other
7. When a message is displayed on the GTC, performance information for a specific oper-
the message annunciator will flash on the ation must be obtained from a single source;
PFD to alert the pilot. i.e., either the AFM, CPCalc, or FMS Take-
off and Landing Performance Data.
8. To fly an approved GNSS (GPS) approach,
the procedure must be loaded from the da-
tabase, and waypoints may not be manually SERVICING ON GROUND
inserted into the procedure.
1. External power units must be capable of at
9. Displayed altitude constraints includes lines least 800 amps starting current. Current lim-
above and/or below the numbers to indicate iting on the external power unit should be set
whether the constraint is “at,” “at or above,” to 1100 amps (PTM Chapter 2).
“in between,” or “at or below” the altitude.
2. Mobil Jet II and Mobil 254 are the approved
10. The proper autopilot/FD mode for an ap- engine oils for the M2. Approved oils may
proach to a Decision Altitude (DA) is APR. be mixed (PTM Chapter 7).
The GS or GP will automatically arm and
capture for the final approach descent. 3. Approved fuels are listed in the AFM (PTM
Chapter 5, AFM Section 2).
11. The FMS must never be used for final ap-
proach guidance on an approach not ap- 4. Anti-icing fuel additive is allowed, but is not
proved for GPS overlay. The active nav required (PTM Chapter 5, AFM Section 2).
source must transition to short range nav
prior to the final approach fix.
PLANNING AND PERFORMANCE
12. The FMS navigation database must be cur-
rent (updated every 28 days), or each fix to 1. Determine Takeoff Field Length, including
be used must be verified with current data corrections for runway gradient and con-
prior to use. tamination.
13. Takeoff with the GEO LIMITS message dis- 2. Determine climb performance and obstacle
played is prohibited. clearance using manufacturer data and run-
way analysis (APG) or another service pro-
14. Speed and altitude constraints, as well as vider.
FMS-selected courses (on the HSI), must be
verified against the procedure chart by the 3. Determine maximum allowable takeoff
flight crew. weight for given conditions.
15. Category II approaches are prohibited. 4. Determine Landing Distance, including cor-
rections for runway gradient and contamina-
16. Use of the AP or FD coupled to GS for LDA- tion.
GS approaches is prohibited. The GS mode
may not capture the glideslope on LDA ap- 5. Determine maximum allowable landing
proaches. weight for given conditions.
17. Approach vertical guidance is normally pro- 6. Determine time and fuel requirements for
vided by GPS and SBAS, but will switch climb, cruise, and descent.
to Baro VNAV if SBAS is not available. If 7. Determine fuel requirements for holding.
Baro VNAV is in use, the approach glide-
path is always temperature compensated.

3-10 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

WEIGHT AND BALANCE

1. Calculate weight and balance for the air-
plane, including weight shifts.
2. Empty weight CG location is typically aft
of the aft envelope limit.
3. Flying an empty airplane with full fuel often
results in a CG location aft of the aft limit.

Revision 1.0 FOR TRAINING PURPOSES ONLY 3-11

 CITATION M2 PILOT CLIENT GUIDE

CHAPTER 4
MEMORY ITEMS AND LIMITATIONS

CONTENTS
Page
CITATION M2 MEMORY ITEMS AND LIMITATIONS CARD...........................................4-1

Revision 1.0 FOR TRAINING PURPOSES ONLY 4-i

 These items are controlled by the U.S. Government and authorized for export only to the country of ultimate

Citation M2 Memory Items and Limitations destination for use by the ultimate consignee or end-user(s) herein identified. They may not be resold, transferred,
or otherwise disposed of, to any other country or to any person other than the authorized ultimate consignee
or end-user(s), either in their original form or after being incorporated into other items, without first obtaining
Based on Rev. 2.7 of Memory Flash Cards approval from the U.S. government or as otherwise authorized by U.S. law and regulations.

ENGINE FAILURE OR OTHER EMERGENCY/ABNORMAL AUTOPILOT MALFUNCTION ENGINE FIRE L or R TAKEOFF AND LANDING OPERATIONAL LIMITS
EVENT DURING TAKEOFF
1. AP/TRIM DISC Button .......................................................... Push Maximum altitude limit .................................................... 14,000 feet
Speed Below V1—Takeoff Rejected
Maximum tailwind component............................................. 10 knots
1. Takeoff ................................................................................. Abort TCAS RESOLUTION ADVISORY (RA) ALERTS (TCAS II ONLY)
Takeoff may not be initiated with a red message displayed.
TRAFFIC Takeoff may not be initiated with an amber message displayed
ENGINE FAILURE OR OTHER EMERGENCY/ABNORMAL 1. Throttle (affected side) ...........................................................IDLE
unless the associated system or component has been deferred per
EVENT DURING TAKEOFF 1. Autopilot ......................................................................Disengage If Light Remains On After 15 Seconds an approved Minimum Equipment List (MEL). The “Land as soon as
Speed Above V1—Takeoff Continued 2. Initiate corrective action per PFD guidance. 2. Illuminated ENG FIRE Button .......................................... Push practical” step may be ignored.
1. Climb to safe altitude. If Light Remains On After Additional 15 Seconds Takeoff is prohibited with an amber ENGINE CNTRL FAULT L and/
INADVERTENT STALL 3. Illuminated BOTTLE ARMED Button........................... Push or R message displayed.
2. WING XFLOW ICE PROTECTION Switch ................................ On
(STICK SHAKER, BUFFET, AND/OR ROLL-OFF) Except where required by AFM procedures, speed brakes must be
retracted prior to 50 feet AGL for landing.
DUAL ENGINE RESTART 1. AP/TRIM DISC Button .......................................................... Push WINDSHEAR
Extending ground flaps during touch-and-go landings is prohibited.
2. Pitch Attitude ......................................Reduce Approximately 5°
1. Throttles (both) .......................................................................OFF 3. Roll Attitude ............................................................................Level 1. GA Button ............................................................................. Push Takeoff is limited to the flaps 0° configuration when Type II, III, or IV
2. BATTERY Switch 4. Throttles......................................................................................TO 2. Throttles ....................................................................................TO anti-ice fluid has been applied to the airplane.
(if descent to FL200 will take longer than 5 min) ................ EMER 5. Airspeed ............................................ Increase 5 KIAS, Minimum 3. Pitch Attitude ...............................10° Initially, Then as Required A visual and tactile (hand on surface) check of the wing leading edge
3. Altitude ...........................................................At or Below FL200 (use flight director GA mode) and wing upper surface must be performed to ensure the wing is
4. BATTERY Switch ..................................................................... ON free from frost, ice, snow, or slush when the outside air temperature
EMERGENCY EVACUATION is less than +6°C or if it cannot be determined that the wing fuel
5. WING/ENG ICE PROTECTION Switches (both) .....................OFF
6. Airspeed ........................240 KIAS Minimum (altitude permitting) temperature is above 0°C and any of the following conditions exist:
1. Parking Brake .......................................................................... Set
7. Throttles (both) ......................................................................IDLE 2. Throttles (both) .......................................................................OFF 1. There is visible moisture present (rain, drizzle, sleet, snow, fog, etc.); or
ENG FIRE Buttons (both) ...................................................... Push
3.
4. BOTTLE ARMED Button (if fire suspected) .......................... Push
LIMITATIONS 2. Water is present on the upper wing surface; or
ELECTRICAL FIRE OR SMOKE 3. The difference between the dew point and the outside air
5. ELT Switch ..........................................................ON as Required temperature is 3°C or less; or
1. Oxygen Mask(s)/Goggles .................................... Don and EMER 6. BATTERY Switch ....................................................................OFF MAXIMUM WEIGHT LIMITS
2. MIC SELECT Switch(es) .............................................OXY MASK 7. Airplane and Immediate Area ............. Determine Escape Route 4. The atmospheric conditions have been conducive to frost
and Direct Evacuation Ramp..........................................................................10,800 Pounds formation.
8. Move away from airplane. Takeoff........................................................................10,700 Pounds The tactile check must be accomplished within five minutes of
ENVIRONMENTAL SYSTEM SMOKE OR ODOR takeoff. If the aircraft is treated with deice/anti-ice fluid, the tactile
Landing ........................................................................9,900 Pounds check may be completed any time between the final application
1. Oxygen Mask(s)/Goggles .................................... Don and EMER and takeoff provided the holdover time is not exceeded
2. MIC SELECT Switch(es) .............................................OXY MASK
BATTERY OVERTEMP Zero Fuel ......................................................................8,500 Pounds
Nose Baggage Compartment .........................................400 Pounds
1. MAIN BATT Amps and Volts ..................................................Note RVSM OPERATIONS
Aft Baggage Compartment .............................................325 Pounds
SMOKE REMOVAL 2. BATTERY Switch ................................................................ EMER
3. MAIN BATT Volts and Amps ................................ Note Decrease Airspeed Limits
1. Oxygen Mask(s)/Goggles .................................... Don and EMER GROUND OPERATIONAL LIMITS Minimum speed in RVSM airspace ..................................... 135 KIAS
2. MIC SELECT Switch(es) .............................................OXY MASK Weight Limits
CABIN ALTITUDE Limit ground operation of pitot-static heat to 2 minutes to prevent Minimum weight in RVSM airspace .............................7,800 Pounds
damage to the pitot tubes and angle-of-attack vane.
or RED CABIN ALTITUDE DIGITS Maximum weight in RVSM airspace ..........................10,400 Pounds
EMERGENCY DESCENT Do not operate with wing anti-ice on more than 1 minute after the
WING A/I COLD message has cleared.
1. Initiate maximum rate of descent to a safe altitude. 1. Oxygen Mask(s) .................................................... Don and 100% UNUSABLE FUEL
At least one engine must be running before the SAT indication on
2. MIC SELECT Switch(es) .............................................OXY MASK the MFD is used for ambient surface temperature.
3. Emergency Descent ................................................. As Required Unusable Fuel is the fuel remaining in the tanks when the fuel quan-
WHEEL BRAKE FAILURE 4. OXYGEN CONTROL VALVE Do not exceed 60% N1 with a tailwind component greater than 10 knots. tity indicator reads zero. Unusable Fuel is not usable in flight.
1. Brake Pedals .......................................................... Remove Feet Selector ....................................... MANUAL DROP, As Required
2. EMER BRAKE Handle......................................... Pull as Required (ensure passengers are receiving oxygen) ENROUTE OPERATIONAL LIMITS MANEUVER LIMITS
3. Directional Control ................. Maintain with Nosewheel Steering
Maximum operating altitude .................................................... FL410 Acrobatic maneuvers, including spins, are prohibited.
EMERGENCY DESCENT Maximum altitude for extension of flaps Intentional stalls are prohibited above 18,000 feet.
ELEVATOR TRIM RUNAWAY and/or landing gear .................................................................. FL180
1. Initiate maximum rate of descent to a safe altitude.
Maximum operating altitude with inoperative autopilot FUEL LIMITS
1. AP/TRIM DISC Button .......................................... Push and Hold and yaw damper ...................................................................... FL280
2. Throttles .................................................................... As Required Maximum approved fuel imbalance
3. Speedbrakes ............................................................ As Required NO TAKEOFF for normal operation .......................................................200 Pounds
4. Manual Elevator Trim ................................................ As Required CABIN PRESSURIZATION LIMITS
5. PITCH TRIM Circuit Breaker (LP-C13R4) ............................... Pull 1. Takeoff ................................................................................. Abort Maximum demonstrated fuel imbalance for emergency
Normal Cabin Pressurization Limits ........ -0.5 to 8.6 PSI Differential return following a fuel system malfunction .......................600 Pounds
C I TAT I O N M 2 M E M O RY I T E M S — F O R T R A I N I N G P U R P O S E S O N LY
Textron Aviation Inc. materials in this training program have been reproduced with permission and are copyrighted by Textron Aviation Inc.
Copyright © 2022 FlightSafety Textron Aviation Training, LLC. Unauthorized reproduction or distribution is prohibited. All rights reserved.
 ENGINE LIMITS ELECTRICAL POWER SYSTEMS OXYGEN SYSTEM GARMIN G3000 INTEGRATED AVIONICS SYSTEM
Engine Operation During Low-g Maneuvering Flight Battery Limits 1. Crew and passenger oxygen masks are not approved for use above General Limits
The engine is limited to 10 seconds of continuous flight at zero- or If the red BATTERY OVERTEMP CAS message displays during 40,000 feet cabin altitude. Prolonged use of passenger masks All display units must be operational. Takeoff with a display in
negative-g. ground operations, do not take off until the proper maintenance above 25,000 feet cabin altitude is not recommended. reversion mode is prohibited.
procedures have been accomplished, even if the message subse- The fuel quantity, fuel required, fuel remaining, and gross weight
quently clears. 2. Prior to flight, the crew oxygen mask must be checked and
stowed properly in its receptacle to qualify as a quick donning estimate functions of the G3000 are supplemental information only
ENGINE START LIMITS and must be verified by the flight crew.
oxygen mask.
SPEED LIMITS Do not use data link weather information shown on any display for
General 3. For single pilot operations, a crew oxygen mask must be available
Amber ENGINE CNTRL FAULT L and/or R maneuvering in or near areas of hazardous weather. The data link
Maximum operating limit speeds: for a passenger occupying the right crew seat. The mask must be
message displayed ..................................... Engine start prohibited weather information is intended to assist in avoiding hazardous weather.
MMO (above 30,500 feet) ......................... Mach 0.710 (indicated) checked during preflight and passenger briefed on its use. The actual age of the weather phenomena may be significantly older
Battery Start Limits ...............Three battery engine starts per hour VMO (between sea level and 30,500 feet) ....................... 263 KIAS than the indicated age of the data link weather product.
4. Cabin temperature must be held at or above 0°C (+32°F) for a
NOTE Maximum flap extended speed - VFE minimum of 20 minutes prior to operations above FL240 after a Autopilot Limits
• Three generator assisted cross starts are equal to one Flaps 15° ........................................................................ 200 KIAS prolonged ground cold soak period (two hours or longer) at ambient 1. One pilot must remain seated with the seat belt fastened during
battery start. temperatures of -10°C (+14°F) or colder. This temperature ensures all autopilot operations.
Flaps 35° ........................................................................ 161 KIAS
• If an external power unit is used for start, zero battery proper deployment and operation of the passenger oxygen masks.
Maximum Speed With Flaps Failed to 60° ..................... 140 KIAS 2. Autopilot minimum use height:
cycle is counted. This limitation does not apply if there are no passengers in the cabin.
Maximum landing gear extended speed - VLE .................... 186 KIAS a. Takeoff and Climb - 450 feet above runway
• An in-air starter-assisted restart is equal to one battery start.
Maximum landing gear operating speed - VLO (Extending) 186 KIAS b. Enroute and Descent - 1000 feet AGL
Engine starter limits ................ Three engine starts per 30 minutes GROUND FLAPS LIMITS c. Approach (all Modes) - 160 feet above runway
Maximum landing gear operating speed - VLO (Retracting) 175 KIAS
Abort the start if N1 does not indicate rotation before 25% N2, or if
Maximum speed brake operation speed - VSB .................... No Limit Intentional selection of GROUND FLAPS (60°) in flight is prohibited. Navigation Limits
the engine stops accelerating for 30 seconds.
Maximum autopilot operation speed ......... 263 KIAS or Mach 0.710 CAUTION Takeoff is prohibited with the GEO LIMITS system message displayed.
Maximum time to Light-off.............................................. 10 seconds
(first indication of fuel flow to increase in ITT) Minimum speed for sustained flight In icing conditions The ground flaps position is not locked out in flight. Instrument approaches using FMS guidance must be retrieved from
(Flaps 0°) ............................................................................. 160 KIAS the navigation database. The navigation database must be up to
Minimum oil temperature before increase above 80% N2 ...... +10°C date. Inserting waypoints into a published approach is prohibited.
Maximum tire ground speed ..............................................165 Knots
Ground Starts OPERATIONS IN SEVERE ICING CONDITIONS Use of FMS as primary guidance is prohibited on the final approach
CAUTION segment of ILS, LOC, LOC-BC, SDF, or any other approach not
At elevations above 10,000 feet, conduct an external ICE AND RAIN PROTECTION Operation in severe icing is prohibited. The airplane has not been approved for GPS overlay.
power start or a generator assisted start, or wait 1 hour designed or certified to provide protection against severe icing con-
Icing conditions in flight exist when RAT is +10°C or colder and ditions, including freezing drizzle, freezing rain, or severe conditions Prior to the FAF, make sure that the ILS or VOR auto-selected
after engine shutdown for the engine to cool before con- course (as appropriate) matches the final approach course on the
visible moisture in any form is present. of mixed or clear ice.
ducting a battery start. A battery start shortly after the published approach.
engine has been shut down can result in ITT exceeding Icing conditions on the ground exist with an OAT or RAT of +10°C Severe icing conditions that exceed those for which the airplane is
the limits for starting. or colder and where surface snow, slush, ice or standing water may certificated shall be determined by the following visual cues: Use of AP or FD coupled to GS for LDA-GS approaches is prohibited.
be ingested by the engines or freeze on engine nacelles, or engine The GS mode may not capture the glideslope on LDA approaches.
Minimum engine oil temperature (indicated on EIS) ................. -30°C sensor probes. 1. Unusually extensive ice accumulation on the airframe and wind-
shield in areas not normally observed to collect ice. Synthetic Vision Technology
Minimum main battery temperature The wing icing inspection light must be operative prior to flight into 2. Unusual accumulation of ice on the upper surface of the wing 1. Aircraft maneuvering in any flight phase shall not be based solely
(Lead-acid or NiCad battery)..................................................... -18°C known or forecast icing conditions at night. on information from the SVT. SVT shall not be used as the primary
(significant accumulations on the heated surfaces, ridge forma-
NOTE All anti-ice and de-ice systems must be On in flight when operating tions running inboard to outboard on the upper surface, runback means of terrain, obstacle or traffic avoidance.
• At temperatures below -20°C, the MFD may have to in icing conditions except: ice extending more than 18 inches aft of the heated leading edge). 2. The SVT shall not be used for primary flight guidance.
operate for up to 10 minutes before the engine displays • Tail de-ice must be off when RAT is below -35°C. If one or more of these visual cues exist: 3. Descent below published IFR minimums shall not be predicated
become usable.
• The wing and engine anti-ice systems may be operated in the 1. Use of the autopilot is prohibited. upon the use of SVT.
• If the airplane has been cold soaked in temperatures below ENG ONLY position when SAT is below -40°C if it can be visually 2. Immediately request priority handling from Air Traffic Control to
-40°C, the FADECs must be warmed with electrical power verified that no ice is accumulating. TCAS
facilitate a route or altitude change to exit the icing conditions. Pilots are authorized to deviate from their current ATC clearance to
for at least 3 minutes followed by a power cycle with the
Engine anti-ice must be on during ground operations in icing condi- 3. Leave flaps in current position, do not extend or retract. the extent necessary to comply with a TCAS resolution advisory (RA).
battery switch.
tions, except selection of anti-ice on is prohibited for 1 minute after 4. Avoid abrupt and excessive maneuvering that may aggravate
ground engine start (to ensure accurate RAT for takeoff). If engine TAWS
Maximum tailwind component.............................................10 Knots control problems. 1. Pilots are authorized to deviate from their current ATC clearance to
anti-ice was inadvertently turned on prior to 1 minute of engine op- 5. If unusual or uncommanded roll control movement is observed,
Maximum crosswind component.........................................12 Knots eration, the anti-ice must be turned off for 2 minutes before turning the extent necessary to comply with a TAWS alert.
reduce angle-of-attack. 2. When landing at an airport not in the database, TAWS inhibit must
Minimum battery voltage for battery start.............................. 24 VDC it back on.
Since the autopilot may mask tactile cues that indicate adverse be selected on the GTC TAWS settings page to avoid unwanted
CAUTION CAUTION changes in handling characteristics, use of the autopilot is alerts.
Normal starter current draw is approximately 1000 am- • Do not operate deice boots when RAT is below -35°C as prohibited when:
peres peak. External power units with variable maximum cracking of the boots may occur. Takeoff and Landing Data (TOLD)
1. Unusual lateral trim is required while the airplane is in icing The current database must be used when takeoff/landing performance
current shutoff should be set to 1100 amps. Use of an • Failure to operate engine anti-ice may result in amber conditions. data is obtained from the FMS.
external power source with voltage in excess of 29 VDC or ENGINE CNTRL FAULT L and/or R messages due to ice 2. Autopilot trim warnings are encountered while the airplane is in
current in excess of 1100 amps may damage the starter accumulation on the engine Tt2 probe. The V-Speeds, required field length and other performance information
or gearbox. icing conditions.
for a specific operation MUST be obtained from a single source, either
After an icing encounter with inoperative tail deice boots, maximum AFM, CPCalc or FMS.
Minimum/maximum external power flap deflection is 15°.
current capacity for start .......................................... 800/1100 Amps PASSENGER COMPARTMENT It is the responsibility of the crew to verify all inputs regarding airplane
Minimum engine N2 speed for effective wing anti-icing ....... 75% N2 configuration, weight, runway information and, ambient conditions.
The maximum number of occupants in the passenger compartment
Minimum airspeed for sustained flight in icing conditions (except
HF RADIO takeoff, approach, and landing) is 160 KIAS.
is five (six with the optional belted toilet seat installed).
The lavatory door or curtain must be latched open for taxi, takeoff, ANGLE OF ATTACK AND STALL WARNING SYSTEM
Navigation based solely on the ADF is prohibited during HF radio In icing conditions, operating the airplane at other than flaps 0° and
and landing.
transmissions. Alternate primary means of navigation should be landing gear up for an extended period of time (except approach The angle-of-attack system may be used as a reference, but does
selected prior to HF radio use. and landing) is prohibited. The lavatory is limited to one occupant. not replace the airspeed display in the PFD as a primary instrument.

C I TAT I O N M 2 M E M O RY I T E M S — F O R T R A I N I N G P U R P O S E S O N LY
 CITATION M2 PILOT CLIENT GUIDE

CHAPTER 5
MANEUVERS AND PROCEDURES

CONTENTS
Page
GENERAL.............................................................................................................................. 5-1
PERFORMANCE................................................................................................................... 5-1
Takeoff and Landing Speeds............................................................................................ 5-1
Weights............................................................................................................................ 5-1
FLIGHT OPERATIONS......................................................................................................... 5-2
Preflight and Taxi............................................................................................................. 5-2
Takeoff...............................................................................................................................5-4
AIRWORK MANEUVERS.................................................................................................... 5-5
Steep Turns...................................................................................................................... 5-5
Unusual Attitude Recoveries........................................................................................... 5-5
Miscellaneous....................................................................................................................5-5
APPROACH TO STALL TRAINING REQUIREMENTS..................................................... 5-7

Revision 1.0 FOR TRAINING PURPOSES ONLY 5-i

 CITATION M2 PILOT CLIENT GUIDE

GENERAL VENR (single engine enroute climb speed)—Uti-

lize the speed bug for display of VENR on the
The flight profiles in this chapter show some PFD. This speed can be posted on the PFDs for
normal and emergency operating procedures. quick reference during takeoff and is shown as E.
They are a general guide for training purposes.
Actual in-flight procedures may differ due to air- VREF—The airspeed equal to the landing 50-foot
craft configuration, weight, weather, tra­ffic, ATC point speed (1.3 VSO) with the landing flap posi-
instructions, etc. Procedures are consistent with tion and landing gear extended. This speed can
be posted on the PFDs for quick reference during
the AFM. If a conflict develops between these landing and is shown as RF.
procedures and the AFM, then AFM procedures
must be followed. VAPP—The landing approach climb airspeed
(1.3 VS1) with the approach flap position, landing
gear UP. This speed can be posted on the PFDs
PERFORMANCE for quick reference during landing and is shown
as AP.
The M2 performance is certified to Part 23 Nor-
mal Category with FAA Special Conditions Minimum maneuvering speeds provide a safety
similar to Part 25, Transport Category. The fol- margin above stall speed (for current flap setting
lowing areas will help to familiarize the pilot with and weight) when maneuvering prior to establish-
terms in the AFM and to help the pilot understand ing a stabilized final approach. Flying a minimum
the capabilities of the aircraft. of 10 knots above 0.6 angle of attack (AOA) (the
Approach Speed Cue or "green donut" on the air-
speed tape) for the current flap setting provides
TAKEOFF AND LANDING this margin. As flaps are extended, the stall speed
SPEEDS decreases approximately 10 knots.
Refer to the M2 AFM for takeoff and landing speeds.
MINIMUM MANEUVERING SPEEDS
V1 (takeoff decision speed)—The distance to
continue the takeoff to 35 feet will not exceed
the scheduled takeoff field length if recognition FLAP CONFIGURATION CITATION M2
occurred at V1 (accelerated-go). The distance to Clean VREF + 30
bring the airplane to a full stop (accelerated-stop) Flap 15° VREF + 20
will not exceed the scheduled takeoff field length Flap 35° VREF + 10
provided that the brakes are applied at V1. This
speed can be posted on the PFDs for quick refer-
ence during takeoff and is shown as 1.
WEIGHTS
VR—The rotation speed is the speed at which ro- Takeoff weight is limited by the most restrictive of:
tation is initiated during takeoff to attain the V2
climb speed at or before a height of 35 feet above 1. Maximum certified weight (structural)—
runway surface has been reached. This speed can 10,700 pounds
be posted on the PFDs for quick reference during 2. Maximum weight permitted by climb require-
takeoff and is shown as R. ments
V2 (takeoff safety speed)—This climb speed is 3. Maximum weight permitted by takeoff field
the actual speed at 35 feet above the runway sur- length
face as demonstrated in flight during takeoff with Takeoff weight may be further limited by ob-
one engine inoperative. This speed can be posted stacle clearance requirements of a departure
on the PFDs for quick reference during takeoff runway or procedure, or by the landing weight
and is shown as 2. restrictions at destination.

Revision 1.0 FOR TRAINING PURPOSES ONLY 5-1

 CITATION M2 PILOT CLIENT GUIDE

Landing weight is limited by the most restrictive of: FLIGHT OPERATIONS

1. Maximum certified weight (structural)—
9,900 pounds PREFLIGHT AND TAXI
2. Maximum weight permitted by climb require-
ments or brake energy limits If flying as a crew, the pilot flying ensures the
3. Maximum weight permitted by landing dis- pilot monitoring is briefed on and understands
tance the normal and abnormal/emergency procedures
to be used for takeoff. This includes verbal call-
Landing weight may be further limited by obsta- outs during takeoff roll and initial climb.
cle clearance requirements of a missed approach
procedure or due to flap malfunction.

Some flight departments use preprinted cards for

computations, ATIS and clearances. Sample takeoff
and landing data (TOLD) cards are shown below.

5-2 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

EXAMPLE CALLOUTS (IFR AND VFR)

PHASE CONDITION CALLOUT
Takeoff Both airspeed indicators moving “Airspeed alive”
Both airspeed indicators indicating 70 KIAS “70 knots”
Airspeed indicators at computed V1 “V1”
Airspeed indicators at computed VR “Rotate”
Airspeed indicators at computed V2 “V2”

Departure/Enroute/Approach Prior to intercepting an assigned course “Course alive”

Climb and descent Approaching transition altitude (IFR and VFR) “Transition altitude altimeters reset”
State altitude leaving and assigned level-off
1,000 feet above/below assigned altitude (IFR)
altitude
Final At final approach fix (Fix) altimeters and instruments check
(NOTE 1)
1000 feet above minimums “1000 above minimums”
500 feet above minimums “500 above minimums”
100 feet above minimums “100 above minimums”
Runway acquisition “Runway at (clock position)” or “Approach
lights at (clock position)” (NOTE 2)
After pilot flying reports “visual,” pilot not flying “VREF”
reverts to instruments and callouts
“Sink (rate of descent)”

“On,” “Above,” or “Below glide slope,” if

required
At decision height (DH) Approach Lights Visible: PM “Approach
Lights, Continue”; PF “Continuning”;
Runway In Sight: PM “Runway at (clock
position)”; PF “Landing”;
Runway Not In Sight: PM “Go-Around”; PF
“Go-Around” (NOTE 2)
At minimum descent altitude (MDA) Approach Lights Visible: PM “Approach
Lights, Continue”; PF “Leaving MDA”;
Runway In Sight: PM “Runway at (clock
position)”; PF “Landing”;
Runway Not In Sight at Missed-Approach
Point (MAP): PM “Go-Around”; PF “Go-
Around” (NOTE 2)
NOTES:
1. CHECK FOR APPEARANCE OF WARNING FLAGS AND GROSS INSTRUMENT DISCREPANCIES
2. CARE MUST BE EXERCISED TO AVOID MAKING AMBIGUOUS CALLOUTS THAT COULD NEGATIVELY INFLUENCE THE PILOT
FLYING, RESULTING IN PREMATURE ABANDONMENT OF INSTRUMENT PROCEDURES

Sample Takeoff Briefing tion below 70 knots. I will control the aircraft
and you extend the speedbrakes and call tower.
“This will be a static (or rolling) take-off with Between 70 knots and V1 we will only abort for
flaps at 15° (or 0°). Check takeoff power set and red CAS messages, loss of directional control or
call “speed alive, 70 knots, V1, rotate, and V2.” I loss of major displays. After V1 we will handle
will call for gear up, flaps, and yaw damper. The all problems in flight. We will climb to _____
departure is _____. Call abort for any malfunc- feet before performing any actions. I will fly and

Revision 1.0 FOR TRAINING PURPOSES ONLY 5-3

 CITATION M2 PILOT CLIENT GUIDE

talk to ATC, and you can then refer to the check- Climb at V2 until reaching an altitude clear
list. If I do not respond to you or I do something of obstacles (no lower than 1,500 feet AGL).
dangerous or unwise, assume the flight controls Use minimum safe, minimum enroute, or ATC
and we will sort it out later. Any questions or assigned altitudes. Rudder trim may be used. After
comments?” level off, accelerate toward 180 knots and retract
the flaps no earlier than V2 + 10 knots. If further
If flying as a single pilot, the pilot in command climbs are needed, use computed VENR. Retrim
(PIC) does not perform any checklist items while rudder and aileron as needed as speed increases.
the aircraft is moving. The only flight instrument
check to perform while moving is a check of
heading changes.
Climb
Ensure gear and flaps are up, set power as needed
and select autopilot (if desired). Monitor pres-
TAKEOFF surization and fuel. Climb at approximately 220
KIAS until nearing 30,000 feet, when the air-
Normal speed reference units for FLC mode automatically
change from IAS to Mach. Complete appropriate
Takeoffs may be performed either static or roll- checklists (refer to the AFM).
ing. When conducting a rolling takeoff, add 500
feet to computed takeoff distance and ensure the
throttles are set to the TO detent within 500 feet of Cruise
brake release. It is recommended to use the flight Adjust throttles as needed to prevent aircraft over-
director during takeoff. Press the TO/GA switch speed. Check pressurization set for destination
on the left throttle, then select the HDG mode. field elevation. Complete appropriate checklists.
After lining up on the runway center line, PUSH
to SYNC the HDG knob. Advance the throttles
to the TO detent. At V1 move your hand from Descent
the throttles to the yoke and rotate at VR toward
Monitor the windshield for icing and/or fog when
the command bars. With a positive rate of climb,
descending into humid conditions. Begin arrival/
retract the landing gear; retract the flaps no earlier
approach tasks. Complete appropriate checklists.
than V2 + 10 knots. Continue climbing in the TO
mode until nearing 170 knots, then select FLC
mode (if desired) and set the throttles in the CLB Approach and Landing
detent as required.
Ensure proper navigation aids are set for planned
approach. Load the planned approach into the
Rejected (Speed Below V1) GTC Active Flight Plan screen. Discuss crew
actions for the approach and any potential missed
Simultaneously apply brakes, reduce throttles to approach.
idle and apply rudder pedal pressure for nose-
wheel steering. Extend the speedbrakes using
the switch (do not select ground flaps). Notify Sample Approach Briefing
the tower and accomplish any other memory
items needed. “We are flying the ______ approach to runway
____. Nav 1 and 2 are set to ____; minimums are
set at ____. V speeds are set at _____. We will use
Engine Failure (Speed Above V1) the _____ modes to a DA (or MDA) of _____.
Landing flaps and gear will be extended by the
Maintain directional control, rotate at VR and FAF. Call 1,000, 500 and 100 feet above mini-
retract the landing gear with a positive rate of mums. Call out where the runway is; I will call
climb. A small amount of aileron into the good landing or go-around. In the event of a missed ap-
engine (raise the dead engine) is needed to main- proach, ensure the active NAV source automati-
tain the wings level (the yoke will be displaced). cally changed to FMS and the NAV mode was se-

5-4 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

lected, once the landing gear has been retracted. and use the base heading for the turn reversal and
The missed approach procedure is _____ to ____ final roll out. Use of the flight director, elevator
and hold. If I do not respond to you or I do some- trim, and yaw damper is optional.
thing dangerous or unwise, assume the flight con-
trols and we will sort it out later. Any questions or A pitch attitude of about 2.5° should hold level
comments?” flight in the turns. A small power increase will be
needed to maintain 200 knots. If a moderate roll
When nearing approach altitudes, use about 60– in rate is used to begin the maneuver, plan to use a
65% N1 if near 200 knots. As you configure the 10° heading lead point for reversing the turn and
aircraft, speed will decrease. Plan to reach the for the final roll out.
glideslope/glidepath (GS/GP) intercept or final
approach fix (FAF) with the landing gear down,
flaps set, and speed set. If flying a straight-in, UNUSUAL ATTITUDE
two-e­ngine approach, plan to have flaps set at RECOVERIES
35° by the FAF; which permits a stabilized ap-
proach throughout final. If flying a single-engine Unusual attitudes do not have to be severe to be
approach, use flaps 15° on final. Decide early if unusual; they are simply not what you expected.
the landing will be made with flaps 15° or 35°; Recognize the attitude by looking at all three atti-
ensure sufficient runway is available for reduced tude indicators. Confirm by reference to airspeed,
flaps landing distance. Landing with flaps 15° al- altitude, and heading changes. Use the best instru-
lows for a stabilized approach throughout final. If ment available to control the recovery. Return to
circling to land, plan to fly the approach with flaps wings-level, level flight before chasing command
15° until landing is assured; then select 35°. bars. Do not transition into a second unusual atti-
tude with rapid control inputs.
Plan to arrive over the threshold at VREF for the
flap setting desired at 50 feet above the runway Nose High
with the yaw damper off. Idle power can then be
selected. Following a normal flare and touch- If needed, add power to preserve airspeed. Do not
down, lower the nosewheel to the runway and then push the nose down. Relax any back pressure you
deploy ground flaps and apply toe brakes simul- may be applying. Consider using some bank to
taneously. When clear of the runway, accomplish help lower the nose.
the after landing checklist.
Nose Low
After Landing If needed, reduce power and/or use speedbrakes
If flying as a crew, the checks may be performed to control airspeed. Roll to a wings level,
while taxiing. If flying single pilot, complete all upright attitude and then add back pressure to
checks before taxiing. stop the descent.

AIRWORK MANEUVERS MISCELLANEOUS

Multiple Landings and/or
STEEP TURNS Rejected Takeoffs
Steep turns are flown at 45° of bank and 200 Brake application reduces the speed of an airplane
knots. The pilot monitoring may make specific by means of friction between the brake stack
power adjustments and call roll out lead points as components. The friction generates heat, which
briefed and directed by the pilot flying. Power ad- increases the temperature of the brake and wheel
justment requests must be very specific, ie. “add assembly, resulting in an increased tire pressure.
2%”. Maintain the altitude during the maneuver Each main wheel incorporates fuse plugs, which

Revision 1.0 FOR TRAINING PURPOSES ONLY 5-5

 CITATION M2 PILOT CLIENT GUIDE

melt at a predetermined temperature to prevent Adverse Runway Conditions

a possible tire explosion due to excessively high
tire pressure. Ensure the proper performance charts are used
when taking off or landing on runways with ad-
Cessna does not recommend that flight crews con- verse conditions. If the chart does not cover
duct multiple landings and/or rejected takeoffs your particular situation, strongly consider not
(RTOs) due to the risk of overheating the brakes performing the maneuver. Hydroplaning occurs
and melting the fuse plugs. Loss of all tire pres- at 9.0 times the square root of the tire pressure
sure may result in damage to the tire and wheel. for a water-covered runway. Approximate speeds
It is strongly recommended that consideration be equate to 85–90 knots.
given to the following guidelines if it is necessary
to conduct training or proficiency flights that in- If landing or taxiing on slush, inspect drains, con-
volve multiple landings and/or RTOs: trol surfaces, and landing gear after shutdown.

1. Use the longest runway available. Minimize Cold Weather Operations

use of brakes, runway length permitting, and
maximize use of other deceleration devices Comply with the cold weather operations out-
such as speedbrakes and ground flaps. lined in the AFM, Section 3.
2. If taxi operations are necessary following a
stop on the runway, keep the airplane moving Servicing
at a safe speed and minimize brake usage as
much as possible. Comply with fluid requirements outlined in the
AFM, Section 2.
3. Conduct operations with minimum crew and
at minimum practical weight for the flight.
Fuel load not to exceed more than 50% of
full. NOTES
4. An RTO should not be initiated at a speed
greater than 50 KIAS during training or
proficiency flights, unless required by an
actual emergency.
5. An RTO should not be conducted immedi-
ately after a landing (plan the RTO as the first
stop of the flight, to be followed by a normal
takeoff for in-flight brake cooling).
6. Between successive stops on the runway, and
at a safe altitude, conduct a 15 minute brake
cooling period with landing gear extended.
7. At the completion of the flight, chock the air-
plane and do not set the parking brake.
The above guidelines are presented to the opera-
tor for their consideration in conducting multiple
landing/RTO operations. Cessna Aircraft Com-
pany cannot provide assurance that the release
of a wheel fusible plug will not occur due to the
many combinations of events beyond it’s control.

5-6 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

APPROACH TO STALL Training Scenarios

TRAINING 1. Clean Configuration Stall
REQUIREMENTS a. High Altitude
◦ Conducted within 5000 feet of the
Approach to stalls shall be done with and without operations ceiling for the aircraft
the autopilot, in both VMC and actual or simulat- b. Manual Flight Conditions
ed IMC, with and without a bank, and in realistic
◦ Autopilot disengaged
scenarios at different altitudes. When possible, it
should be accomplished so that the client is sur- c. Automated Flight Conditions
prised by the stall. Only the client’s ability to rec- ◦ Autopilot engaged
ognize and properly recover from an impending
stall should be evaluated. 2. Partial Flap Configuration Stall
a. If there are multiple takeoff flap settings
It should be noted that smooth aircraft control on for the aircraft, stall training should
the entry should be maintained as an evaluation include different flap settings.
of the client’s general aircraft handling.
b. Aircraft bank
It should also be noted that stall training should ◦ 15 to 30 degrees of bank
be conducted in a variety of different aircraft con- 3. Landing Configuration Stall
figurations and under a number of different flight
scenarios. a. Aircraft descent

Stall recovery procedures are based on aircraft

configuration; the recovery profiles include:
Demonstration Scenarios
1. AOA Reduction Recovery Demonstration
• Clean Configuration Stall
a. Demonstration of stall recovery using
• Partial Flap Configuration Stall AOA reduction only, without use of power.
• Landing Configuration Stall
In order to best prepare pilots for inadvertent stall Checking / Testing
events during normal operations, the training of Requirements
these configuration stalls should be conducted as
both maneuvers training and scenario based train- As outlined in the ACS and/or FSB Report:
ing. 1. Clean Configuration Stall
2. Partial Flap Configuration Stall
3. Landing Configuration Stall

Revision 1.0 FOR TRAINING PURPOSES ONLY 5-7

 CITATION M2 PILOT CLIENT GUIDE

CHAPTER 6
CREW RESOURCE MANAGEMENT

CONTENTS
Page
WHAT IS CREW RESOURCE MANAGEMENT?............................................................... 6-1
SITUATIONAL AWARENESS.............................................................................................. 6-2
COMMAND AND LEADERSHIP........................................................................................ 6-3
COMMUNICATION PROCESS............................................................................................ 6-4
Communication Techniques: Inquiry, Advocacy, and Assertion..................................... 6-5
DECISION-MAKING PROCESS.......................................................................................... 6-5
THE HUMAN FACTORS: RESOURCE MANAGEMENT ASSESSMENT CARD........... 6-8

Revision 1.0 FOR TRAINING PURPOSES ONLY 6-i

 CITATION M2 PILOT CLIENT GUIDE

WHAT IS CREW
RESOURCE
MANAGEMENT?
The Federal Aviation Administration describes Reading accident reports, it often seems that the
Crew Resource Management (CRM) as “the flight crew’s problems are easily solved. That
effective use of all resources to achieve safe and preventing an accident seems so simple in hind-
efficient flight operations.” Introduced in the sight, but so challenging in practice, highlights
late 1970s in response to several high-­profile that the critical difference between reading about
accidents caused by human error, CRM is a an accident and being in one is a matter of the
set of skills designed to avoid, detect, and/or quality of information. When reading about the
mitigate human error and thus enhance safety. accident, you have access to much better infor-
mation than the accident crew—not the least
Originally known as cockpit resource manage- of which is that the current course of action is
ment, the name was soon changed in recognition going to lead to an accident! If you have the right
of the role that additional crewmembers, main- information, knowing what to do is a lot easier.
tenance technicians, flight attendants, air traffic
controllers, dispatchers, schedulers, and line ser- Seen from this perspective, we can see that
vice personnel play in achieving safety of flight. CRM is a method of information management.
Used properly, each CRM skill produces the
CRM was not designed to reduce the author- information that the flight crew needs for effec-
ity of the pilot in command; rather, it was tive decision making.
developed as a means to assist with situational
awareness and decision making to increase Most experts agree that a highly coordinated
safety margins and achieve accident- and inci- crew using a standardized set of procedures is
dent-free flight operations. more likely to identify and avoid errors.

Revision 1.0 FOR TRAINING PURPOSES ONLY 6-1

 CITATION M2 PILOT CLIENT GUIDE

Effective communication and the use of brief- Dr. Mica Endsley, a leading CRM researcher,
ing and debriefing are tools that can be used describes situational awareness (SA) as “the
to build the “team concept” and maintain situ- perception of the environmental elements
ational awareness. Utilizing a standard set of within a volume of time and space, the compre-
callouts provides a means to incorporate CRM. hension of their meaning, and the projection
Standardization keeps all crewmembers “in the of their status in the near future.” This defini-
loop” and provides an opportunity to detect an tion makes it possible to determine just where
error early on, before it has an opportunity to SA goes wrong.
build into an accident chain.
A study of errors in SA found that 77% of the
Prof iciency in CRM requires all crewmem- time, a failure of situational awareness is due
bers to have a working knowledge of how to to a problem with perceiving the environment.
maintain situational awareness, techniques for Approximately 20% of the time the error lies
decision making, desirable leadership and fol- within the comprehension stage, and only 3%
lowership characteristics, cross-checking and of the time will the error be found in the pro-
monitoring techniques, means of fatigue and jection stage. These findings tell us that if we
stress management, and ­communication. are to maintain good SA, we must take special
care to maintain our ability to perceive the
CRM training is an important part of your environment around us. Figure 6-1 lists strate-
FlightSafety training experience. Throughout gies to prevent a loss of SA, markers that may
your training event, your instructor will p­ rovide indicate a loss of SA, and a strategy to recover
general CRM guidance as well as i­dentify your SA if it is lost.
CRM issues, philosophies, and techniques that
are specif ic to the aircraft you fly. To ­a ssist The problem with losing situational awareness
with this, the FlightSafety CRM model has is that often one is not aware that SA has been
been incorporated into this training guide. The lost. The markers, or “red flags,” listed in Fig-
model can be used as a guide or a refresher ure 6-1 are clues that you may be losing SA.
on how to incorporate CRM principles into If you notice one or more of the markers are
your day-to-day line operations. This model is present, you should take steps to ensure that
not intended to replace a formalized course of your SA is as good as you think it is. The U.S.
CRM instruction, and attendance at a CRM- National Transportation Safety Board (NTSB)
specific course is highly recommended. has found that accidents are accompanied by
a minimum of four loss of SA markers, often
without the crew being aware that SA was lost.
SITUATIONAL Training yourself to notice these markers is
time well spent.
AWARENESS
If situational awareness is lost, it will take time
Situation awareness is a fundamental CRM to recover it. Of the steps listed for recovery of
concept. Often described as “knowing what’s SA, none is so important as to ensure the safety
going on around you,” the loss of situational of the aircraft. In flight, this means making sure
awareness is often identified as a causal factor that the aircraft is at or above the minimum safe
in an incident or accident. Collective ­situational altitude. If SA is lost during ground operations,
awareness is a measurement of the total situ- the crew should ensure that they are clear of
ational awareness among all m ­ embers involved runways and endeavor to set the parking brake.
in the operation. Open, timely, and accurate
communication is required to maintain a high Maintaining situational awareness requires
level of collective situational awareness. a constant state of vigilance. Complacency
has often been the precursor to a loss of situ-
ational awareness.

6-2 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

COMMAND AND
SITUATIONAL AWARENESS LEADERSHIP
How to Prevent Loss of SA
• Delegate during high workloads Command and leadership is not the same thing.
• Express concern and solicit information if in Command is designated by an organization, and
doubt cannot be shared. Leadership, however, can,
• Monitor, evaluate, and verbalize and should be, practiced by anyone. Effective
• Focus on relevant details (scan the big picture) leadership should focus on “what’s right,” not
• Project ahead and consider contingencies on “who’s right.”
• Create visual/aural reminders if interrupted
• Know the “red flags” for degraded situational Leadership styles range from “autocratic” to
awareness “laissez-faire.” An autocratic leadership style
Red Flags exercises a high degree of control and allows a
• Undocumented procedures
low degree of participation from team m
­ embers
• Need to hurry / last-minute changes
in reaching decisions. A laissez-faire leader-
• Fatigue
ship style exercises a low degree of control
• Ambiguity – information from two or more
and allows a high degree of participation from
sources that do not agree
team members. Effective leaders tend to be
• Fixation – focusing on one thing
less extreme, relying on either authoritarian or
• Confusion or uncertainty about a situation
democratic leadership styles.
(often accompanied by anxiety or psychological
discomfort)
There is no “ideal” or “best” leadership style.
• Unexpected change in aircraft state – anything
An immediate crisis might require authori-
the airplane does that you were not expecting tarian leadership, to ensure stability and to
• Failure to: reassure other crewmembers, while other situ-
○ Fly the aircraft – everyone is focused on ations might be handled more effectively by
non-flying activities encouraging crew participation in the decision-­
○ Look outside – everyone is heads-down making process.
○ Meet expected checkpoints on flight plan or
profile ETA, fuel burn, etc.
○ Comply with limitations, minimums,
regulations, SOPs, etc.
○ Resolve discrepancies
○ Communicate fully and effectively – vague or
incomplete statements

What to Do When SA Is Lost

• Recognize and admit
• ACHIEVE SAFE ALTITUDE
• Stabilize the aircraft
• Create time and space
• Seek information – aural / visual / intuition
• Resolve uncertainty / ambiguity
• Ask why SA was lost
• Avoid critical flight segments until ready

Figure 6-1. Situational Awareness

Monitoring

Revision 1.0 FOR TRAINING PURPOSES ONLY 6-3

 CITATION M2 PILOT CLIENT GUIDE

COMMUNICATION Communication may be verbal, non-verbal, or

written. Written communications in the cockpit
PROCESS include symbolic messages and indications that
are electronically transmitted and displayed.
Communication is an important tool for main-
taining situational awareness. Many of the The communication process has three elements:
accidents that led to the implementation of CRM a sender, a receiver, and feedback. The sender
happened because of a lack of information. An and receiver have different responsibilities. The
NTSB study of air carrier accidents found that sender, sensing some need to communicate,
84% of the time the information that could have is responsible for transmitting a message in a
helped prevent the accident was available to the way that is comprehensible to the receiver. If
flight crew, but was either not noticed or not the receiver does not comprehend the message,
communicated effectively. Effective communica- the sender should determine why the message
tion requires the ability to provide appropriate was not understood, and f ind a way to send
information, at the appropriate time, to the the message that is more understandable. The
appropriate person (Figure 6-2). receiver is responsible for indicating receipt of

Figure 6-2. Communication Process

6-4 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

the message by giving the sender appropriate COMMUNICATION

feedback. If the message is understood, the TECHNIQUES: INQUIRY,
receiver indicates this; if the message is not
understood, the receiver helps the sender by ADVOCACY, AND ASSERTION
giving feedback that indicates why the message Inquiry, advocacy, and assertion can be effec-
wasn’t understood. tively used in the aviation environment to help
solve communication problems.
Barriers to communication limit our ability to
maintain collective situational awareness and Each item is a step in the process. The steps
can compromise our ability to maintain our provide a metaphor that emphasizes the prin-
personal situational awareness. ciple of escalation. In other words, a person
must f irst practice inquiry, then advocacy,
Communication barriers can be internal or then assertion.
external. Internal barriers can change our per-
ception of the value of communicating and A person practicing assertiveness is not trying
also how we communicate. For example, if one to be insubordinate or disrespectful; rather,
member of the crew believes that what they have assertion is an expression of the fact that a level
to say doesn’t matter, then they will be reluctant of discomfort exists with a particular situation.
to communicate with other crew members. Assertion is an attempt to seek resolution.
External communication barriers, such as over- The goal of inquiry is to increase individual
crowded radio frequencies, can interfere with situational awareness, the goal of advocacy is
the sender’s ability to transmit a message, or to increase collective situational awareness, and
with the receiver’s ability to transmit feedback. the goal of assertion is to reach a ­conclusion.
Differences in language or dialect can also
become external barriers to communication.

CRM provides three techniques for overcoming DECISION-MAKING

communication barriers: PROCESS
• Inquiry—A technique for increasing your
own situational awareness People make decisions using optimum or natu-
• Advocacy—A technique for increasing ralistic decision-making strategies. Neither
someone else’s awareness strategy is inherently better than the other—
each style has its own strengths and weaknesses
• Assertion—A technique for getting your that a person needs to understand to employ
point across them successfully.
When conflict on the flight deck interferes Optimum decision making is most useful
with communication, it usually originates from when a person does not have the information
one pilot’s tendency to make “solo” decisions. or expertise necessary to make a decision. The
Avoid this kind of conflict by focusing your strength of this strategy is its ability to gather
questions and comments on WHAT is right, and organize information and to carefully con-
rather than on WHO is right. sider many possible outcomes. This makes it
particularly good for new or unusual situa-
tions, or for when it is very important that the
best possible, or optimum, decision be made.
Its main drawback is that its deliberate and
controlled process requires time and structure
(Figure 6-3).

Revision 1.0 FOR TRAINING PURPOSES ONLY 6-5

 CITATION M2 PILOT CLIENT GUIDE

Figure 6-3. Optimum Decision Making

In contrast, the strength of naturalistic decision The cartoon in Figure 6-4 illustrates these two
making is that it requires very little time and styles. Both cavemen are responding to the same
structure. The naturalistic decision flows intui- problem—a sabre-toothed tiger—but have taken
tively from on the decision maker’s experience different approaches to making their decisions.
and understanding of the situation. The goal
isn’t the best possible decision, but a decision One caveman, no doubt having some expe-
that is good enough, one that works, satisfying rience with tigers, knows that running is a
the decision maker’s needs. It relies heavily on good plan (particularly if he can out-run the
the situational awareness and experience of the other guy!). He has used naturalistic decision
decision maker. If either is lacking, naturalis- ­m aking, recognizing the problem and imple-
tic decision making can lead to bad decisions. menting a solution that should work.
Despite this, the majority of decisions are made
using the naturalistic strategy. Our other caveman, perhaps wanting to make
the best possible decision (after all, it is very
The key to success with either decision-­making important to get this decision right), is thinking
strategy is to make sure you have what the strat- all of his options through. Unfortunately, he
egy requires to work. If you suspect that your may not have the time to complete the optimum
SA may be lacking, then use optimum decision decision-making process before the tiger has
making. If you understand the situation, and his dinner.
time is of the essence, than naturalistic decision
making will give you better results.

6-6 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

Figure 6-4. Optimum vs Naturalistic Decision Making

One should not draw from the cartoon the Decision-making aids, such as T-DODAR,
conclusion that optimum decision making is can be very useful in decision making. While
bad—it is simply that he lacked the time nec- they do take some time to master, once you
essary for the process. If adequate time were can recall them without effort they can help to
available, then he may have arrived at a very organize your thoughts and actions in difficult
good decision indeed! On the other hand, if we situations and ensure that nothing is forgotten.
imagine that this one tiger was tame, but our T-DODAR stands for:
tall caveman didn’t know it, then his decision
to run, based on faulty situational awareness, • Time: How much time do you have before
has led to an incorrect decision to run. The you must make the decision? Can you take
key in all of this is to know when to use each more time?
decision-making strategy and to make sure you • Diagnose: What is the problem?
have what you need to be successful at it. • Options: What can be done about it?
• Decide: Which option will you choose?
• Act/Assign: Carry out your chosen plan of ac-
tion.
• Review: Is the plan working as expected?

Revision 1.0 FOR TRAINING PURPOSES ONLY 6-7

 CITATION M2 PILOT CLIENT GUIDE

THE HUMAN FACTORS: RESOURCE MANAGEMENT

ASSESSMENT CARD
The Human Factors: Resource Management Assessment card is meant to aid the human factors
training at FlightSafety International (Figure 6-5).

1SJWBUF

$POGJEFOUJBM
5P
CF
TISFEEFE
CZ
'MJHIU4BGFUZ
BGUFS
VTF
HUMAN FACTORS: RESOURCE MANAGEMENT ASSESSMENT CARD

NAME: DATE:

Assessment:
Action Goal Desirable Qualities ID/G/EX/NA/DNO
Self Instructor
• Concise, not rushed, and met SOP
The required briefing was interactive
SOP BRIEFING requirements
and operationally thorough
• Bottom lines were established
Operational plans and decisions were • Shared understanding about plans –
PLANS STATED
communicated and acknowledged “Everybody on the same page”
WORKLOAD Roles and responsibilities were defined • Workload assignments were
ASSIGNMENT for normal and non-normal situations communicated and acknowledged
• Threats and their consequences were
CONTINGENCY Crew members developed effective anticipated
MANAGEMENT strategies to manage threats to safety • Used all available resources to manage
threats
Crew members actively monitored and
MONITOR/ • Aircraft position, settings, and crew
cross-checked systems and other crew
CROSS-CHECK actions were verified
members
Operational tasks were prioritized and
WORKLOAD • Avoided task fixation
properly managed to handle primary
MANAGEMENT • Did not allow work overload
flight duties
Crew members remained alert of the
• Crew members maintained situational
VIGILANCE environment and position of the
awareness
aircraft
• Automation setup was briefed to other
Automation was properly managed to
AUTOMATION members
balance situational and/or workload
MANAGEMENT • Demonstrated effective recovery
requirements
techniques from automation anomalies
• Crew decisions and actions were openly
EVALUATION OF Existing plans were reviewed and
analyzed to make sure the existing plan
PLANS modified when necessary
was the best plan
Crew members asked questions to • Crew members not afraid to express a
INQUIRY investigate and/or clarify current plans lack of knowledge – “Nothing taken for
of action granted” attitude
Crew members stated critical
• Crew members spoke up without
ASSERTIVENESS information and/or solutions with
hesitation
appropriate persistence
COMMUNICATION Environment for open communication • Good cross talk – flow of information
ENVIRONMENT was established and maintained was fluid, clear and direct
Captain showed leadership and • In command, decisive, and encouraged
LEADERSHIP coordinated flight deck activities crew participation
ID= Improvement Desired G=Good EX=Exceptional NA=Not Applicable DNO=Did Not Observe

DISCLAIMER: This document is toFigure 6-5. as aHF:

be used strictly RMA
training Card
aid for the client and the instructor of
record. Instructor is to collect this document after final debrief and place in the locked bins for shredding.

These commodities, technology or software were exported from the United States in accordance with the Export Administration
Regulations. Diversion contrary to U.S. law is prohibited.
Revision 0.4 FlightSafety International Proprietary Information. All Rights Reserved. Page 1
6-8 FOR TRAINING PURPOSES ONLY Revision 1.0
 CITATION M2 PILOT CLIENT GUIDE

CHAPTER 7
HANDOUTS

CONTENTS
Page
INITIAL ACTIVITY GUIDE................................................................................................. 7-1
Systems Activity #1......................................................................................................... 7-1
Systems Activity #2......................................................................................................... 7-3
Systems Activity #3......................................................................................................... 7-5
Avonics SIT #1................................................................................................................ 7-7
Avonics SIT #2.............................................................................................................. 7-11
Avonics SIT #3.............................................................................................................. 7-15
Avonics SIT #4.............................................................................................................. 7-19
Avonics SIT #5.............................................................................................................. 7-21
PERFORMANCE HANDOUTS.......................................................................................... 7-23
Trip Map—Hayden, Colorado to Columbus, Mississippi............................................. 7-23
KHDN/HDN Airport Diagram...................................................................................... 7-24
KGTR/GTR Airport Diagram....................................................................................... 7-25
Takeoff Performance...................................................................................................... 7-26
Landing Performance.................................................................................................... 7-27
Weight and Balance Computation Form....................................................................... 7-28
Center of Gravity Limits............................................................................................... 7-29
Weight and Moment Table
Crew and Passenger Compartments—U.S. Units.......................................................... 7-30
Weight and Moment Table
Baggage and Cabinet Compartments—U.S. Units........................................................ 7-31
Weight and Moment Table
Fuel Loading—U.S. Units............................................................................................. 7-32

Revision 1.0 FOR TRAINING PURPOSES ONLY 7-i

 CITATION M2 PILOT CLIENT GUIDE

INITIAL ACTIVITY GUIDE

SYSTEMS ACTIVITY #1
Overview
This session is designed to provide a "hands on" reinforcement of the normal and abnormal proce-
dures for the aircraft systems discussed during the associated ground module. The systems are:
● Lighting
● Master Warning
● Electrical
● Powerplant


 

 

Initial Conditions

Conditions 



Initial Position: KICT RWY 01R

Temperature: 15°C 

Altimeter: 29.92 

Loading 


Empty Weight: 6710 lbs






Pilot/Stores: 200 lbs



Pax: 3 @ 180 lbs 



Cargo: 100 lbs



Zero Fuel Weight: 7550 lbs



Fuel: 2000 lbs

Taxi Weight: 9550 lbs 


Taxi Fuel: 50 lbs


Takeoff Weight: 9500 lbs


Route of Flight











KICT.ICT.V532.ANTON.KSLN  

 

Cruise Altitude: 10,000 ft



Reproduced with permission of Jeppesen Sanderson, Inc. NOT FOR NAVIGATIONAL USE © Jeppesen Sanderson, Inc. 2009.

Revision 1.0 FOR TRAINING PURPOSES ONLY 7-1

 CITATION M2 PILOT CLIENT GUIDE

Session Tasks

Task Trigger Focus Objective

#
1. DTS Setup Select the "KICT - Dark Cockpit" Snapshot
• Cold-Dark-Cockpit

2. Accomplish the “Cockpit/Cabin Inspection”, “Cockpit Preparation” and

“Before Starting Engines” checklists.

3. Scenario 1 Select the SCENARIO 1 button on the Touch Menu.

• Select the RESET button on the Touch Menu
once the scenario is complete.

4. Scenario 1 Scenario 2 Select the SCENARIO 2 button on the Touch Menu.

complete • Select the RESET button on the Touch Menu
once the scenario is complete.

5. DTS Setup Select the "KICT - Flight 1" snapshot

• Establish on course between ICT and STONS
intersection Menu Buttons
• Level 10,000 ft.
• If not already selected, select NAV and ALT
modes on the AFCS Control Panel.
• Deselect "Flight Freeze" on the Simulation Control

6. Scenario 3 Select the SCENARIO 3 button on the Touch Menu.

• Select the RESET button on the Touch Menu
once the scenario is complete.

7-2 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

SYSTEMS ACTIVITY #2
Overview
This session is designed to provide a "hands on" reinforcement of the normal and abnormal proce-
dures for the aircraft systems discussed during the associated ground module. The systems are:
● Hydraulics
● Landing Gear & Brakes
● Fuel
● Fire Protection


 

 


     


Initial Conditions 

    










Conditions 


Initial Position: KTEX RWY 27

 

Temperature: 25°C


     

Altimeter: 29.92

Loading 


Empty Weight: 6710 lbs



Pilot/Stores: 200 lbs      



Pax: 3 @ 180 lbs



Cargo: 100 lbs

Zero Fuel Weight: 7550 lbs 





Fuel: 2000 lbs




     

Taxi Weight: 9550 lbs 

Taxi Fuel: 50 lbs


Takeoff Weight: 9500 lbs 

 

     

Route of Flight  




  

KTEX.TANER.CURLY.CURLY#.KABQ
    












Initial Altitude: 16,000 ft   

  
   

Cruise Altitude: FL270





Reproduced with permission of Jeppesen Sanderson, Inc. NOT FOR NAVIGATIONAL USE © Jeppesen Sanderson, Inc. 2009.

Revision 1.0 FOR TRAINING PURPOSES ONLY 7-3

 CITATION M2 PILOT CLIENT GUIDE

Session Tasks

Task Trigger Focus Objective

#
1. DTS Setup Select the "KTEX - Init." snapshot
• Cold-Dark-Cockpit

2. Accomplish the “Cockpit/Cabin Inspection”, “Cockpit Preparation” and

“Before Starting Engines” checklists.

3. DTS Setup Select the “KTEX – Engines Running” snapshot

• Checklists complete up through “Starting
Engines”

4. Accomplish the “Before Taxi” through “Before Takeoff” checklists.

5. Takeoff Depart runway heading.

• Upon recognition of malfunction, select the
RESET button on the Touch Menu.
• Continue climb to FL270, “On Course”.

6. Level @ DTS Setup Select the “KTEX – Flight 1” snapshot

FL270 • Established on course between TANER and
CURLY intersections
• Level FL270
• If not already selected, select NAV and ALT
modes on the AFCS Control Panel.
• Deselect “Flight Freeze” on the Simulation Control

7. Scenario 1 Select the SCENARIO 1 button on the Touch Menu.

• Select the RESET button on the Touch Menu
once the scenario is complete.

7-4 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

SYSTEMS ACTIVITY #3
Overview
This session is designed to provide a "hands on" reinforcement of the normal and abnormal proce-
dures for the aircraft systems discussed during the associated ground module. The systems are:
● Oxygen
● Pneumatics
● Air Conditioning
● Pressurization
● Flight Controls
● Ice and Rain Protection


 

 

Initial Conditions
 

Conditions 
 
Initial Position: KPHX RWY 07R 


Temperature: 10°C
Altimeter: 29.92


Loading




Empty Weight: 6710 lbs




Pilot/Stores: 200 lbs 



Pax: 3 @ 180 lbs

Cargo: 100 lbs
Zero Fuel Weight: 7550 lbs
Fuel: 2000 lbs

Taxi Weight: 9550 lbs



 
Taxi Fuel: 50 lbs






Takeoff Weight: 9500 lbs



Route of Flight











KPHX.SILOW#.DVC.ETL.KTEX
Initial Altitude: 8,000 ft
     




Cruise Altitude: FL370

Reproduced with permission of Jeppesen Sanderson, Inc. NOT FOR NAVIGATIONAL USE © Jeppesen Sanderson, Inc. 2009.

Revision 1.0 FOR TRAINING PURPOSES ONLY 7-5

 CITATION M2 PILOT CLIENT GUIDE

Session Tasks

Task Trigger Focus Objective

#
DTS Setup Select the "KPHX - Engines Running" snapshot
1.
• Checklist complete up through "Starting Engines

2. Accomplish the “Before Taxi” through “Before Takeoff” checklists.

Scenario 1 Select the SCENARIO 1 button on the Touch Menu.

3. • Select the RESET button on the Touch Menu
once the scenario is complete.

4. DTS Setup Select the "KPHX - Flight 1" snapshot

• Established on course on SILOW DP
approaching DVC
• Level FL370
• If not already selected, select NAV and ALT
modes on the AFCS Control Panel.
• Deselect “Flight Freeze” on the Simulation Control

5. Scenario 2 Select the SCENARIO 2 button on the Touch Menu.

• Select the RESET button on the Touch Menu
once the scenario is complete.

6. Scenario 2 Scenario 3 Select the SCENARIO 3 button on the Touch Menu.

• Select the RESET button on the Touch Menu
once the scenario is complete.

7. Scenario 3 Scenario 4 Select the SCENARIO 4 button on the Touch Menu.

• Select the RESET button on the Touch Menu
once the scenario is complete.

8. Scenario 4 Scenario 5 Select the SCENARIO 5 button on the Touch Menu.

• Select the RESET button on the Touch Menu
once the scenario is complete.

7-6 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

AVONICS SIT #1
Overview
This session is designed to reinforce the areas discussed during the lecture-based module of avionics
training. Areas to be covered include:
● Overview of Desktop Simulation (DTS) operation/interaction
● Avionics Power-Up
● Displays
● Avionics Initialization
● Cockpit Configuration


 

 

Initial Conditions

Conditions 


Initial Position: KICT RWY 01L 

Temperature: 15°C



Altimeter: 29.92


Loading  

Empty Weight: 6710 lbs






Pilot/Stores: 200 lbs



Pax: 2 @ 180 lbs 

Cargo: 100 lbs




Zero Fuel Weight: 7370 lbs



Fuel: 2500 lbs

Taxi Weight: 9870 lbs
Taxi Fuel: 50 lbs



Takeoff Weight: 9820 lbs 



Route of Flight











KICT.ICT.V532.ANTON.KSLN
Cruise Altitude: 10,000 ft
   




Reproduced with permission of Jeppesen Sanderson, Inc. NOT FOR NAVIGATIONAL USE © Jeppesen Sanderson, Inc. 2009.

Revision 1.0 FOR TRAINING PURPOSES ONLY 7-7

 CITATION M2 PILOT CLIENT GUIDE

Session Tasks

Task Trigger Focus Objective

#
1. DTS Setup Select the "KICT - Init." snapshot
• Checklist accomplished up through
"Hot Items/Lights"

2. Dispatch Observe avionics components powered with the

Switch DISPATCH switch ON then select OFF.

3. Standby • Power-Up
Flight • Menu Functions
Display
(SFD)

4. Battery and Power-up avionics

External • Select BATTERY switch ON
Power • Enable External Power on Simulation Control

5. Primary Softkey Functionality

Flight • Inset Map Settings
Display • Full & Split Modes (60/40)
(PFD) • Traffic Inset
• PFD Settings
• Sensors
• CAS UP/DN

6. Garmin Knob/Button Functionality

Display Unit • BARO Knob
Controller • RANGE Knob
(GDU • Menu Buttons
Controller) - Direct-To
- FPL
- COM-NAV
- PROC
• Cursor Control
- PFD Cursor Control Knob
- CLR
- ENT

continued on next page

7-8 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

Task Trigger Focus Objective

#
7. Multifunction Functionality
Display • Full & Half Modes
(MFD) • EIS
• MFD Softkeys (reversionary mode only)

8. Garmin Controls and Functionality

Touchscreen • CNS Bar
Controller • Button Bar
(GTC) • Take a couple minutes to “explore” the
GTC screens
• Joystick, Middle Knob, and Right Knobs

9. Avionics • Verify Database Status

Initialization • Weight and Fuel
• Flight Plan
• Takeoff Data
• System Tests

10. Cockpit Cockpit configuration options

Configuration • Garmin Display Unit configurations
• Map Settings
• Charts
• Avionics Settings
• Crew Profile

Revision 1.0 FOR TRAINING PURPOSES ONLY 7-9

 CITATION M2 PILOT CLIENT GUIDE

INTENTIONALLY LEFT BLANK

7-10 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

AVONICS SIT #2
Overview
This session is designed to continue expanding the knowledge on the capabilities of the Garmin
G3000 avionics with an emphasis placed on flight planning and automatic flight control:
● Overview of "flying" the Desktop Simulation (DTS)
● Avionics Initialization
● Automatic Flight Control System (AFCS)
● Hazard Avoidance


 
● RNAV (GPS) Approach 
 



Initial Conditions

Conditions



Initial Position: KELP RWY 04

Temperature: 25°C
Altimeter: 29.92

Loading 

 
Empty Weight: 6710 lbs 

 

Pilot/Stores: 200 lbs

 

Pax: 2 @ 180 lbs

Cargo: 100 lbs
Zero Fuel Weight: 7370 lbs
Fuel: 2500 lbs
Taxi Weight: 9870 lbs 


Taxi Fuel: 50 lbs

Takeoff Weight: 9820 lbs











    


Route of Flight


KELP.ELP.Q4.SKTTR.APACI.TUS.KTUS
Initial Altitude: 16,000 ft
Cruise Altitude: FL280

Reproduced with permission of Jeppesen Sanderson, Inc. NOT FOR NAVIGATIONAL USE © Jeppesen Sanderson, Inc. 2009.

Revision 1.0 FOR TRAINING PURPOSES ONLY 7-11

 CITATION M2 PILOT CLIENT GUIDE

Session Tasks

Task Trigger Focus Objective

#
1. DTS Setup Select the "KELP - Init." snapshot
• Battery/External Power on
• Checklist accomplished up through "Before
Starting Engines"

2. Avionics • Verify Database Status

Initialization • Weight and Fuel
• Flight Plan
• Takeoff Data
• System Tests

3. AFCS • Buttons and knobs

Control • Indications
Panel

4. DTS Setup Select the "KELP - Ready T/O" snapshot

• Cockpit configured for takeoff with checklist
accomplished up through "Before Takeoff"

5. TO/GA Select the TO/GA button and observe the indications.

Button

6. Takeoff Takeoff and fly runway heading.

7. Climbing AFCS - Select HDG mode and turn left heading 240,
through HDG Mode vectors "on course."
5000 ft.

8. AFCS - Select NAV mode and observe the “arming” and

NAV Mode capture of the course.

9. AFCS - Select VS mode with 2,500 fpm climb.

VS Mode • Manipulate UP/DN Wheel to observe selected
VS response.

continued on next page

7-12 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

Task Trigger Focus Objective

#
10. MFD – Enable Selected Alt Range Arc in Map Settings.
Range to Observe the Range to Altitude Arc display on the
Altitude Arc MFD and it’s response to changes in vertical speed.

11. Climbing AFCS – Select FLC mode with 220 KIAS selected.
through FLC Mode • Manipulate UP/DN Wheel to change the
16,000 ft. selected speed
• Select the SPD button and observe the response
• Observe the automatic change from KT to M at
approximately 25,500 ft.

12. AFCS – Observe auto-activation of the Low Bank mode

Low Bank climbing through approximately 24,900 ft.
Mode • Select the BANK button to manually select/
deselect Low Bank mode

13. Cruise – VNAV Insert VNAV crossing restrictions:

Level at Crossing • 14,000 ft. at SKTTR intersection
FL280 Restriction • 10,000 ft. at APACI intersection
• Select VNV to arm the VNAV Path Descent mode
• Set ALT SEL to 10,000

14. TCAS Select the “TCAS RA” button on the Touch Menu.
• Observe the associated TCAS indications and
voice alerts
Note: The DTS incorporates the optional TCAS II.

15. Weather Select the “Insert Storm” button on the Touch Menu.
Radar • Adjust the various controls and settings
associated with the weather radar
Note: Storm will appear approximately 40 NM in
front of the aircraft.

continued on next page

Revision 1.0 FOR TRAINING PURPOSES ONLY 7-13

 CITATION M2 PILOT CLIENT GUIDE

Task Trigger Focus Objective

#
16. Storing Program the flight plan for Avionics SIT 3 and store it.
Flight Plan • KLAS.BOACH#.HEC.RIIVR#.KLAX
• “Preview” flight plan on MFD
• Store flight plan and name it “AVN SIT 3”

17. Synthetic Select SVT on and review the options.

Vision
Technology
(SVT)

18. Descent Vertical Enable VERT Situation Display on MFD

Situation (from Map Settings)
Display • During descent, note display of terrain in this view
(VSD) Inset
Window

19. Crossing SVT and Descend and maintain 8,000 ft. and turn approx. 10°
APACI TAWS left toward the highest peak.
intersection • Observe the SVT and TAWS indications/alerts as
the aircraft approaches the terrain

20. Time RNAV Continue on route towards TUS and load/fly the
Permitting Approach RNAV (GPS) Z RWY 11L approach.

7-14 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

AVONICS SIT #3
Overview
This session is designed to continue expanding the knowledge on the capabilities of the Garmin
G3000 avionics with an emphasis placed on flight planning and automatic flight control:
● Avionics Initialization
● VNAV Climb and Descent
● Holding Patterns
● Advanced Avionics Functions
● ILS Approach

Initial Conditions

Conditions
Initial Position: KLAS RWY 1L
Temperature: 30°C
Altimeter: 29.92

Loading
Empty Weight: 6710 lbs
Pilot/Stores: 200 lbs
Pax: 3 @ 135 lbs
Cargo: 150 lbs
Zero Fuel Weight: 7465 lbs
Fuel: 2000 lbs
Taxi Weight: 9465 lbs
Taxi Fuel: 50 lbs
Takeoff Weight: 9415 lbs

Route of Flight
KLAS.BOACH#.TNP.SEAVU#.KLAX
Initial Altitude: FL190
Cruise Altitude: FL260

Reproduced with permission of Jeppesen Sanderson, Inc. NOT FOR NAVIGATIONAL USE © Jeppesen Sanderson, Inc. 2017.

Revision 1.0 FOR TRAINING PURPOSES ONLY 7-15

 CITATION M2 PILOT CLIENT GUIDE

Session Tasks

Task Trigger Focus Objective

#
1. DTS Setup Select the “KLAS – Init.” snapshot
• Battery/External Power on
• Checklist accomplished up through “Before
Starting Engines”

2. Avionics • Verify Database Status

Initialization • Weight and Fuel
• Flight Plan
- Recall “AVN SIT 3” flight plan
- Review Flight Plan Options
• Takeoff Data
• System Tests

3. DTS Setup Select the “KLAS – Ready T/O” snapshot

• Cockpit configured for takeoff with checklist
accomplished up through “Before Takeoff”

4. Takeoff • Select the TO/GA button

Setup • Arm NAV mode
• Set ALT SEL to FL190

5. RNAV • Fly the RNAV departure procedure

Departure • Adhere to VNAV climb restrictions

6. Cruise GTC – Review elements of the GTC Waypoint Info and

Informational Nearest screens.
Screens

7. GTC – Inset Review selection and indication of the following:

Window • VERT Situation Display
Options • Flight Plan Text
• Flight Plan Progress

continued on next page

7-16 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

Route of Flight
Task Trigger Focus Objective
#
8. Holding – Insert hold at present position with the following
Present characteristics:
Position • Left turns
• 5 NM legs

9. Holding – Insert hold at HEC with the following characteristics:

Flight Plan • Right turns
Waypoint • 300° inbound (120° outbound)
• 2:00 minute legs

10. Parallel Insert a parallel track off-set 2 NM Right of course

Track • Note map indications
• Once established, cancel and return to original
course

11. Descent/ RNAV Arrival • Fly the RNAV arrival procedure

Arrival • Adhere to VNAV descent restrictions

12. ILS • Insert and fly the ILS RWY 25L approach with the
Approach SEAVU transition.

Revision 1.0 FOR TRAINING PURPOSES ONLY 7-17

 CITATION M2 PILOT CLIENT GUIDE

INTENTIONALLY LEFT BLANK

7-18 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

AVONICS SIT #4
Overview
This session is primarily focused on systems integration and CRM techniques. During the session,
various malfunctions will be incorporated, in addition to continued emphasis on the avionics.
● Avionics Initialization
● Cold Weather Operations
● Normal Procedures
● Emergency / Abnormal Procedures
● ILS Approach


 

 

Initial Conditions

Conditions
Initial Position: KHPN RWY 34 

Temperature: -05°C 



Altimeter: 29.92

Loading






Empty Weight: 6710 lbs 

Pilot/Stores: 200 lbs


Pax: 3 @ 190 lbs

Cargo: 50 lbs
Zero Fuel Weight: 7530 lbs


Fuel: 2500 lbs






Taxi Weight: 10,030 lbs



Taxi Fuel: 50 lbs 

Takeoff Weight: 9980 lbs

Route of Flight







   

KHPN.BIGGY.V3.MAZIE.KPHL




Initial Altitude: 4,000 ft

Cruise Altitude: 10,000 ft

Reproduced with permission of Jeppesen Sanderson, Inc. NOT FOR NAVIGATIONAL USE © Jeppesen Sanderson, Inc. 2009.

Revision 1.0 FOR TRAINING PURPOSES ONLY 7-19

 CITATION M2 PILOT CLIENT GUIDE

Session Tasks

Task Trigger Focus Objective

#
1. GFS Setup Select the “KHPN – CDC” snapshot
• Cold-Dark-Cockpit

2. Aircraft Accomplish all normal procedures checklists up

power-up through “Before Takeoff”

3. Takeoff • Select the TO/GA button

Setup • Set ALT SEL to 4,000 ft.

4. Takeoff Fly runway heading

• Climb and maintain 4,000 ft.

5. Climb Flight Plan Left turn direct BIGGY waypoint

“Direct-To” • Climb and maintain 10,000 ft.

6. Descent/ ILS ILS RWY 27R

Arrival Approach • MENGE IAF

7-20 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

AVONICS SIT #5
Overview
This session is primarily focused on systems integration and CRM techniques. During the session,
various malfunctions will be incorporated, in addition to continued emphasis on the avionics.
● Avionics Initialization
● Normal Procedures
● Emergency / Abnormal Procedures
● RNAV (GPS) Approach

Initial Conditions

Conditions
Initial Position: KLIT RWY 4L
Temperature: 20°C
Altimeter: 29.92

Loading
Empty Weight: 6710 lbs
Pilot/Stores: 200 lbs
Pax: 2 @ 190 lbs
Cargo: 50 lbs
Zero Fuel Weight: 7340 lbs
Fuel: 2000 lbs
Taxi Weight: 9340 lbs
Taxi Fuel: 50 lbs
Takeoff Weight: 9290 lbs

Route of Flight
KLIT.LIT.CONDR#.BUDEE.KMEM
Initial Altitude: 5,000 ft
Cruise Altitude: FL190

Reproduced with permission of Jeppesen Sanderson, Inc. NOT FOR NAVIGATIONAL USE © Jeppesen Sanderson, Inc. 2017.

Revision 1.0 FOR TRAINING PURPOSES ONLY 7-21

 CITATION M2 PILOT CLIENT GUIDE

Session Tasks

Task Trigger Focus Objective

#
1. GFS Setup Select the “KLIT – CDC” snapshot
• Cold-Dark-Cockpit

2. Aircraft Accomplish all normal procedures checklists up

power-up through “Before Takeoff”

3. Takeoff • Select the TO/GA button

Setup • Set ALT SEL to 5,000 ft.

4. Takeoff Fly runway heading

• Climb and maintain 5,000 ft.

5. Climb Course Turn right to heading 090 to intercept the arrival

Intercept • Climb and maintain FL190

6. Descent/ RNAV Arrival Fly the RNAV arrival procedure

Arrival • Adhere to speed and altitude restrictions

7. RNAV Insert and fly the RNAV (GPS) RWY9 Approach with
Approach the BUDEE transition.

7-22 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

PERFORMANCE HANDOUTS
TRIP MAP—HAYDEN, COLORADO TO COLUMBUS, MISSISSIPPI

Route of flight:
KHDN.FQF.ICT.J182.RZC. KGTR
FL 410

Airport Weather:
KHDN 171353Z 25010KT 2SM OVC020 00/M02 A2969
KGTR 171352Z 15010KT 6SM RA OVC020 13/09 A3033

Reproduced with permission of Jeppesen Sanderson, Inc. NOT FOR NAVIGATIONAL USE ©Jeppesen Sanderson, Inc. 2017

Revision 1.0 FOR TRAINING PURPOSES ONLY 7-23

 CITATION M2 PILOT CLIENT GUIDE

KHDN/HDN
Reduced for illustrative purposes only. AIRPORT DIAGRAM

Reproduced with permission of Jeppesen Sanderson, Inc. NOT FOR NAVIGATIONAL USE ©Jeppesen Sanderson, Inc. 2017

7-24 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

KGTR/GTR
AIRPORT DIAGRAM
Reduced for illustrative purposes only.

Reproduced with permission of Jeppesen Sanderson, Inc. NOT FOR NAVIGATIONAL USE ©Jeppesen Sanderson, Inc. 2017

Revision 1.0 FOR TRAINING PURPOSES ONLY 7-25

 CITATION M2 PILOT CLIENT GUIDE

TAKEOFF PERFORMANCE
RUNWAY CESNAV AFM DATA
ANALYSIS
What is the other than standard climb
gradient for RWY 28 at KHDN?
What is the Maximum Take Off
Weight in Pounds Permitted by Climb
Requirements at KHDN?

WEIGHT AND BALANCE

Compute ZFW:

Compute ZFW C.G.:

FLIGHT PLANNING

Compute Time Enroute:

Compute Enroute Fuel Burn:

Compute Fuel Onboard Overhead:

WEIGHT AND BALANCE

Compute T.O. Weight:

Compute T.O. Weight C.G.:

TAKEOFF

Compute V Speeds:

Takeoff Field Length required:

Rate-of-Climb at V2 required to
ensure IFR Obstacle Clearance
Requirements are met:

7-26 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

LANDING PERFORMANCE
RUNWAY CESNAV AFM DATA
ANALYSIS

EMERGENCY RETURN
Compute Emergency Return
V Speeds:

Landing Distance for Emergency

Return:

ENROUTE
At 41,000’ ISA + 0, what is your true
air speed at 10,000 pounds?

What is your fuel flow in pounds per

hour at the same weight?
In the event of an engine failure,
what is the driftdown speed and final
altitude, given the conditions listed
above?

AIRCRAFT LANDING DATA

Landing Weight at KGTR:

Approach Gross Climb Gradient at

KGTR:

Landing Distance Required at KGTR:

Revision 1.0 FOR TRAINING PURPOSES ONLY 7-27

 CITATION M2 PILOT CLIENT GUIDE

WEIGHT AND BALANCE COMPUTATION FORM

WEIGHT MOMENT/
PAYLOAD COMPUTATIONS ITEM
(POUNDS) 100
ARM WEIGHT MOMENT/ 1. BASIC EMPTY WEIGHT (BEW)
ITEM 6710 16,882.0
(INCHES) (POUNDS) 100 *Airplane CG = ___251.6___
OCCUPANTS 2. PAYLOAD
PILOT 131.0 170 223 3. ZERO FUEL WEIGHT
COPILOT 131.0 170 223 (BEW + Payload: Line 1 + 2)
(sub-total) Do not exceed maximum
SIDE FACING SEAT 162.6 170 zero fuel weight of 8500 pounds.
SEAT 3 199.0 170 *Airplane CG = ____________

SEAT 4 198.3 170 4. FUEL LOADING

(10,800 - ZFW = MAX FUEL)
SEAT 5 241.4 170 411
5. RAMP WEIGHT
SEAT 6 241.4 (ZFW + Fuel Loading: Line 3 + 4) ***
(sub-total) Do not exceed maximum
BELTED TOILET 267.4
ramp weight of 10,800 pounds.
*Airplane CG = ____________***
6. LESS FUEL FOR TAXIING
7. TAKEOFF WEIGHT**
(Ramp Weight - Taxi Fuel: Line 5 - 6) ***
Do not exceed maximum takeoff
weight of 10,700 pounds.
*Airplane CG = ____________
8. LESS FUEL TO DESTINATION
9. LANDING WEIGHT**
CHART CASE 149.2 5 (T/O Weight - Inflight Fuel: Line 7 - 8) ***
155.0 20 31 Do not exceed maximum landing
LH FWD
weight of 9900 pounds.
REF. CENTER
*Airplane CG = ____________
ARMREST CABINET 177.8 5

TOILET CABINET 279.4 5 MOMENT/100

______________
*Airplane CG = X 100
WEIGHT

BAGGAGE **Totals must be within approved weight and center-of-gravity limits.

It is the responsibility of the pilot to make sure the airplane is loaded
NOSE BAGGAGE 74.0 50 37 properly. The Basic Empty Weight CG is noted on the Airplane
Weighing Form. If the airplane has been altered, refer to the Weight
TAILCONE BAGGAGE 356.5 180 642 and Balance Record for information.

***Check the Center-of-Gravity Limits Envelope Graph to make sure

PAYLOAD (sub-total)
airplane is loaded within approved limits.

7-28 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

CENTER OF GRAVITY LIMITS

U.S. Units

Revision 1.0 FOR TRAINING PURPOSES ONLY 7-29

 CITATION M2 PILOT CLIENT GUIDE

WEIGHT AND MOMENT TABLE

CREW AND PASSENGER COMPARTMENTS—U.S. UNITS

CREW AND PASSENGER

MOMENT/100 (INCH - POUNDS)
SEAT 1 SIDE SEAT 5 LH
WEIGHT OR FACING OR BELTED CREW AND PASSENGER
(POUNDS) SEAT 2 SEAT SEAT 3 SEAT 4 SEAT 6 TOILET MOMENT ARMS
ARM = FS ARM = FS ARM = FS ARM = FS ARM = FS ARM = FS
131.0 162.6 199.0 198.3 241.4 267.4
50 65.6 81.3 99.5 99.2 120.7 133.7
60 78.6 97.6 119.4 119.0 144.8 160.4
70 91.7 113.8 139.3 138.8 169.0 187.2
80 104.8 130.1 159.2 158.6 193.1 213.9
90 117.9 146.3 179.1 178.5 217.2 240.7
100 131.0 162.6 199.0 198.3 241.4 267.4
110 144.1 178.9 218.9 218.1 265.5 294.1
120 157.2 195.1 238.8 238.0 289.7 320.9
130 170.3 211.4 258.7 257.8 313.8 347.6
140 183.4 227.6 278.6 277.6 337.9 374.4
150 196.5 243.9 298.5 297.5 362.1 401.1 FS 131.0
160 209.6 260.2 318.4 317.3 386.2 427.8
170 222.7 276.4 338.3 337.1 410.3 454.6
FS 162.6
180 235.8 292.7 358.2 356.9 434.5 481.3
190 248.9 308.9 378.1 376.8 458.6 508.1
200 262.0 325.2 398.0 396.6 482.8 534.8
210 275.1 341.5 417.9 416.4 506.9 561.5 FS 199.0 FS 198.3
220 288.2 357.7 437.8 436.3 531.0 588.3
230 301.3 374.0 457.7 456.1 555.2 615.0
240 314.4 390.2 477.6 475.9 579.3 641.8
FS 241.4
250 327.5 406.5 497.5 495.8 603.5 668.5
260 340.6 422.8 517.4 515.6 627.6 695.2
270 353.7 439.0 537.3 535.4 651.7 722.0 FS 267.4
280 366.8 455.3 557.2 555.2 675.9 748.7
290 379.9 471.5 577.1 575.1 700.0 775.5
300 393.0 487.8 597.0 594.9 724.1 802.2
310 406.1 504.1 616.9 614.7 748.3 828.9
320 419.2 520.3 636.8 634.6 772.4 855.7
330 432.3 536.6 656.7 654.4 796.6 882.4
340 445.4 552.8 676.6 674.2 820.7 909.2

NOTE: Crew and passenger center-of-gravity are dependent on the seat

position. All center-of-gravity provided assume the pilot seat to be
in the 3rd pin hole from the aft, the copilot seat in the aft most pin,
and passenger seats in taxi, takeoff, and landing (TTOL) positions
per placards.

7-30 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

WEIGHT AND MOMENT TABLE

BAGGAGE AND CABINET COMPARTMENTS—U.S. UNITS
CHART CASE CONTENTS
MOMENT/100
(INCH - POUNDS)
WEIGHT
(POUNDS) LH/RH CHART CASES
ARM = FS
149.2
2.5 3.7
5 7.5
7.5 11.2
*10 *14.9
*Max combined weight for both cases is 10 pounds.

CABINET CONTENTS
MOMENT/100 (INCH - POUNDS)
WEIGHT LH FWD ARMREST TOILET
(POUNDS) REFRESHMENT CENTER CABINET CABINET
FS 74.00
ARM = FS ARM = FS ARM = FS
155.0 177.8 279.4
5 7.8 8.9 14.0
10 15.5
15 23.3
20 31.0
25 38.8
26.4 40.9 FS 149.2
FS 155.0
BAGGAGE COMPARTMENT CONTENTS
MOMENT/100 (INCH - POUNDS)
FS 177.8
WEIGHT NOSE TAILCONE
(POUNDS) COMPARTMENT COMPARTMENT
ARM = FS ARM = FS
74.0 356.5
10 7.4 35.7
20 14.8 71.3
30 22.2 107.0
40 29.6 142.6
50 37.0 178.3
60 44.4 213.9
70 51.8 249.6
80 59.2 285.2 FS 279.4
90 66.6 320.9
100 74.0 356.5
120 88.8 427.8
140 103.6 499.1
160 118.4 570.4
180 133.2 641.7
200 148.0 713.0
220 162.8 784.3
240 177.6 855.6 FS 356.5
260 192.4 926.9
280 207.2 998.2
300 222.0 1069.5
320 236.8 1140.8
325 240.5 1158.6
340 251.6
360 266.4
380 281.2
400 296.0

Revision 1.0 FOR TRAINING PURPOSES ONLY 7-31

 CITATION M2 PILOT CLIENT GUIDE

WEIGHT AND MOMENT TABLE

FUEL LOADING—U.S. UNITS

WEIGHT FS MOMENT/100
(POUNDS) (INCHES) (INCH - POUNDS)
100 258.1 258.1
200 258.0 516.1
300 257.6 772.8
400 257.0 1028.0
500 256.3 1281.6
600 255.6 1533.9
700 254.9 1784.5
800 254.4 2035.1
900 254.0 2285.8
1000 253.7 2536.7
1100 253.4 2787.7
1200 253.2 3038.8
1300 253.1 3289.8
1400 252.9 3540.8
1500 252.8 3791.8
1600 252.7 4042.9
1700 252.6 4294.2
1800 252.6 4545.8
1900 252.5 4798.0
2000 252.5 5050.7
2100 252.6 5303.9
2200 252.6 5557.5
2300 252.7 5811.4
2400 252.7 6065.4
2500 252.8 6319.4
2600 252.8 6573.4
2700 252.9 6827.3
2800 252.9 7081.0
2900 252.9 7334.7
3000 252.9 7588.3
3100 253.0 7841.8
3200 253.0 8095.1
3296 253.0 8338.2
3300 253.0 8348.5
3400 253.0 8601.5

7-32 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

CHAPTER 8
CAS MESSAGES

CONTENTS
Page
WARNING MESSAGES........................................................................................................ 8-1
CAUTION MESSAGES......................................................................................................... 8-1
ADVISORY MESSAGES....................................................................................................... 8-5

Revision 1.0 FOR TRAINING PURPOSES ONLY 8-i

 CITATION M2 PILOT CLIENT GUIDE

WARNING MESSAGES CAUTION MESSAGES

BATTERY OVERTEMP ADS-B FAIL
Battery temperature is greater than +62°C. This The ADS-B system has failed or one of its required
message will repost when battery temperature inputs is missing.
exceeds +71°C.
AFT DOOR OPEN
CABIN ALTITUDE Aft baggage door is not locked.
Indicates that the cabin altitude is above the
maximum limit of 9,850 feet during normal AIR DUCT OVERTEMP
operations and 14,500 feet in High Elevation mode. The environmental air duct is too hot.

EMERGENCY DESCENT ANTISKID FAIL

Indicates the emergency descent mode of the This message posts when ANTISKID is inoperative
autopilot is active. This mode will activate when the and has an 8-second delay in the air.
autopilot is on, the airplane altitude is above FL300
and, the cabin altitude exceeds approximately AOA HEATER FAIL
14,500 feet.
Indicates the AOA heater has failed.
ENGINE FAIL L or R
AOA PROBE FAIL
This message posts when an engine fails and does
This message indicates the angle of attack system
not appear to the FADEC to be a normal shutdown.
is failed. An amber X may also be shown on the
AOA indicator and the airspeed indicator will be
ENGINE FIRE L or R
missing the amber and red low speed bands and
This message posts when the fire loop detection green on speed indication.
system has sensed an engine fire or overheat
condition. AP/YD FAIL
This message indicates the autopilot and yaw
GENERATOR OFF L and R
damper have failed and this message will only
Both generator contacts are open AND the aircraft appear when above 30,500 feet.
is in the air. This message has a three second time
delay before displaying. AVIONICS COLD
This message is displayed when any GSD, GEA,
NO TAKEOFF
GIA, COM, DU, GTC detects an undertemperature
Indicates the airplane is not in a safe takeoff situation. The specific LRU can be determined
configuration. Takeoff must be aborted. If flaps > by looking at the system message. A two second
20°, speed brake not retracted, the parking brake delay is applied to this message.
handle is set, or trim not in takeoff signals are
received, the flight controls are not set correctly. AVIONICS O'TEMP
This message will occur near CRU detent at
This message is displayed when any GSD, GEA,
approximately 85% N2.
GIA, COM, DU, GTC detects an overtemperature
situation. The specific LRU can be determined by
OIL PRESSURE LOW L or R
looking at the system messages. A two second
Engine is running and the oil pressure is below limits. delay is applied to this message.

AVN CONFIG MISMATCH

This message is displayed when the hardware
and/or software versions are not in a certified
configuration. The specific LRU can be determined
by looking at the system messages. A 30 second
delay is applied to this message.

Revision 1.0 FOR TRAINING PURPOSES ONLY 8-1

 CITATION M2 PILOT CLIENT GUIDE

BLEED AIR O'TEMP L and/or R ENGINE A/I COLD L and/or R

Bleed air leaving the precooler is too hot. This message is amber any time the onside engine
bleed-air switch is ON for 120 seconds but the
BRAKE PRESSURE LOW surface did not reach the required temperature OR
Hydraulic pressure in the power brake system is if the switches are mismatched for more than 10
insufficient. On the ground, this message cannot seconds. On the ground there is a white message
be acknowledged using the MASTER CAUTION preceding the amber message.
RESET switches. Both CAS messages will stay
FD MODE OFF
on and the message continues to flash until the
issue is corrected. This mesage also incorporates a This message indicates that the flight director has
20-second delay in flight. changed lateral or vertical mode that is deemed an
abnormal change. Generally, this will be a loss of
CABIN DOOR OPEN data which causes the FD to downgrade to a more
Cabin door is open basic mode. For example, NAV is active mode,
NAV receiver fails, mode drops to either ROL or
CABIN DOOR SEAL HDG. The Flight Director mode indication on the
PFD will also be amber for an abnormal mode
The primary door seal pressure is too low to transition. Message is removed 5 seconds after
maintain door seal integrity. This message is master caution is pressed. The message can also
inhibited if aircraft is on the ground and the cabin be cleared by selecting a new mode.
door is open or if both engines are not running
while on the ground. FIREWALL SHUTOFF L and/or R
DATA BUS FAIL Either the fuel or hydraulic shutoff valves are closed.
This message is amber if there is a mismatch
This message is displayed for a loss of a databus between fuel and hydraulic. There is a two second
connecting two Garmin LRUs. This message is not delay before the message changes to amber. When
displayed for a total loss of data from a particular both valves are closed, the message is white.
LRU. It is displayed in the case of communication is
lost over a particular link, but the LRUs at both ends FLAPS > 35
of the link are still communicating with other LRUs.
This message is active if the airplane is in the air
ELEC PIT TRIM FAIL AND the flaps are extended beyond 35°.

This message posts when any of the following has FMS FUEL MISCOMPARE
occurred:
This message indicates that the EIS total fuel
• Either Trim switch is stuck quantity differs from the FMS Fuel On Board (FOB)
• PITCH TRIM circuit breaker is not powered by more than 200 lbs. This message displays only
• Pitch servo has lost power or has internally while on the ground.
failed
FRESH AIR ON
EMER LTS NOT ARMED AIR SOURCE selector switch is in the FRESH AIR
The emergency lights switch is not in the ARMED position and the aircraft is in the air or the throttles
position. are advanced to the CRU detent or higher. The
aircraft will not pressurize in the FRESH AIR mode.
EMERGENCY PRESS ON
FUEL BOOST ON L and/or R
Emergency pressurization has turned on. Normally,
the emergency pressurization only turns on if Fuel boost pump was automatically activated due
manually activated by the AIR SOURCE selector or to low fuel pressure. The message will turn white if
automatically activated due to high cabin altitude. the fuel pressure returns to normal.

ENG CNTRL FAULT L and/or R

Indicates a fault in the FADEC. This message is
inhibited for 10 seconds after initial aircraft power-up.

8-2 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

FUEL FLTR BYPASS L and/or R GPS NOT USED

This message indicates an impending bypass of Indicates that GPS is not being used to determine
the fuel filter. This message has a two-second time the airplane's position. A DME/DME position is
delay. being calculated using available DME stations.

FUEL LEVEL LOW L and/or R GROUND PROX FAIL

Fuel low level switch tripped. This message indicates the loss of function of ground
prox modes (excessive descent rate, excessive
FUEL PRESS LOW L and/or R closure rate, negative climb rate, flight into terrain,
The fuel pressure switch has sensed low pressure glideslope) and possible loss of altitude callouts.
for two seconds or greater.
GSD FAIL 1 and/or 2
FUEL TRANSFER ON This message is displayed for total or partial loss of
This message is amber when transfer valve is function of the GSD.
active and if fuel is being transferred from the side
HIGH ELEVATION MODE
with lower fuel quantity (boost pump is active on
the side with the lower fuel quantity). This message This message is active if the pressurization
is also amber if the transfer system has been active controller is in the High Elevation mode AND
for more than 10 minutes. Otherwise it is white. the airplane is in the air with the CABIN ALT at
exceeding 9,850 feet for more than 30 minutes.
GEA FAIL 1 and/or 2
HYD FLOW LOW L and/or R
This message is displayed for total or partial loss
of function of the GEA. This message has a two This message indicates inoperative or cavitated
second delay before displaying. hydraulic pump(s) or other hydraulic problem. If the
airplane is on the ground, this message is inhibited
GENERATOR OFF L and R when same-side engine is not running. If the
Loss of a single generator when flying, or one or airplane is in the air:
both generators are off when on the ground. In • If hydraulic flow is low on one side, message is
flight, the air conditioner and cabin items will turn inhibited by same-side engine shutdown.
off automatically. When on the ground, the air • If both sides are low, message has no inhibits.
conditioner and cabin items will not operate unless
the right generator is operating. This message is HYD PRESS ON
inhibited when the same side start contact is closed Hydraulic pressure has been on at least 40 seconds.
and has a three second time delay before displaying.
J-BOX LIMITER OPEN
GIA FAIL 1 and/or 2
Failure of a 225-amp current limiter.
This message is displayed for total or partial loss
of function of the GIA. It is displayed for complete J-BOX REMOTE CB TRIP
loss of function, loss of I/O processing, loss of
one type of I/O, loss of aural warning, or any Left or right start circuit breaker on the aft J-Box
other failure needing indication to make fault trees has opened.
work. There is a two second delay applied to this
message. GIA FAIL 2 is not powered in EMER,
NOSE DOOR OPEN L and/or R
therefore it is inhibited. Nose baggage door is not locked.

GMA FAIL 1 and/or 2 P/S COLD L and/or R

This message is displayed for total or partial loss Pitot static heater is off or inoperative. Amber
of function of the GMA. It is displayed for complete message is active only when the aircraft is in the air
loss of function, major loss of audio processing or both thrust levers are greater than cruise power.
hardware, loss of aural warning, or any other
failure. The GMA will go to “fail safe” mode which P/S HEAT ON
connects the headphones to the on-side COM only The pitot-static heat has been on for two minutes
and nothing else. while on the ground.

Revision 1.0 FOR TRAINING PURPOSES ONLY 8-3

 CITATION M2 PILOT CLIENT GUIDE

PARK BRAKE HANDLE TERRAIN FAIL

This message indicates the parking brake handle is This message indicates the loss of function of
not in the fully released position. forward looking terrain alerts and premature
descent alerts. It also indicates possible loss of
PRESSURIZATION CNTRL glideslope and altitude callouts. A two second
This message indicates a fault on the pressurization delay is applied to this message.
controller. The fault may be a BIT fault or a data
TRANSPONDER FAIL 1 and 2
fault OR the controller is in High Elevation mode
and the Baro-Corrected Altitude is receiving This message is displayed when both transponders
its information from the same source as the have failed. The amber message for dual failure also
pressurization controller. includes ADS-B failure and TCAS failure, because
ADS-B and TCAS use the transponder to function.
RA FAIL
TRANSPONDER STANDBY
The radio altimeter has failed.
This message is displayed when the transponder
RETRIM L or R WING DOWN mode selection on the GTC is STANDBY while in
This message indicates the autopilot is using a the air.
larger than normal roll force. Large wheel forces
W/S AIR O'TEMP
will be present if the autopilot disengages. L/R
indicates direction to trim to relieve force. This message indicates a windshield air
overtemperature valve or windshield shutoff valve
RETRIM NOSE UP or DOWN failed to open or the pressure inside the line is
This message indicates there will be major control greater than 5 psi.
column forces if the AP is disengaged at this time.
WINDSHEAR FAIL
Up/down indicates the direction to trim to relieve
the force. Indicates the loss of function of windshear alerting.

T2 HEATER FAIL L and/or R WING A/I COLD L and/or R

Indicates either the T2 heater is inoperative when This message is amber any time the onside wing
the respective engine anti-ice is on, or the T2 heater bleed-air switch is ON for 120 seconds but the
is on when the respective engine anti-ice is off. surface did not reach the required temperature OR
if the switches are mismatched for more than 10
TAIL DE-ICE FAIL seconds. On the ground there is a white message
Tail deice has failed. preceding the amber message.

TAIL DE-ICE ON WING A/I O'TEMP L and/or R

RAT is less than –35°C and the tail deice system Wing leading edge exceeds the overtemperature
is on or the tail deice system is off and the boots sensor setting.
are inflated. WOW MISCOMPARE
TCAS FAIL Indicates the main gear squat switches do not
agree.
Indicates the TCAS has failed. A two-second delay
is applied to this message.

TCAS STANDBY
This message is displayed when the transponder
mode selection on the GTC is not Auto or TA
ONLY mode while in the air for greater than
two seconds. This message is inhibited if the
TRANSPONDER STANDBY or TCAS FAIL CAS
messages are posted.

8-4 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

ADVISORY MESSAGES FRESH AIR ON

AIR SOURCE selector switch is in the FRESH AIR
position. The message will be amber if the aircraft
ADS-B FAIL is in the air or the throttles are advanced to the
This message is displayed when the ADS-B CRU detent or higher.
function has failed. This message is inhibited
when both transponders are failed.
FUEL BOOST ON L and/or R
This message signifies that the fuel boost pump is on.
AFCS TEST
The Auto Flight Control System is performing a
FUEL TRANSFER ON
self-test. This test is auto initiated by the G3000 This message is white if the fuel transfer is active
during each power-up cycle. A white AP FAIL CAS and the active FUEL BOOST input side matches
message will post if the test has failed, otherwise the fuel tank side with a higher quantity OR the fuel
this message clears after successful completion of transfer for less than 10 minutes.
the BIT.
GROUND PROX INHIBIT
AP FAIL
This message is displayed if GPWS inhibit is
This message is displayed for AP loss of function selected on the TAWS touchscreen page. The
or failure. The AP will disengage and not allow selection inhibits the excessive descent rate,
engagement. There is a delay of two seconds for excessive closure rate, negative climb rate, flight
this message. into terrain) Aural and visual alerts are suppressed.

BRAKE PRESSURE LOW HIGH ELEVATION MODE

The power brake system has failed when in Indicates that the pressurization controller High
emergency power. Elevation mode is active.

DIAGNOSTIC REC FAIL HYD PRESS ON

This message indicates the AReS recorder, if Indicates the hydraulic system has been pressurized.
installed, has failed.
NO TAKEOFF
ENGINE A/I COLD L and/or R
Indicates the airplane is not in a safe takeoff
The white message only appears on the ground configuration. This message will turn red if throttles
and is removed after 120 seconds to be replaced are advanced. One of the following items is not in
with an amber message. the takeoff position:
• Flaps - 0° or 15°
ENGINE A/I ON
• Elevator Trim - In takeoff band
This message will post when either engine bleed-air
• Speed Brakes - Retracted
switch is in the ENG ONLY position.
• Parking Brake - Released
ENGINE SHUTDOWN L and/or R
P/S COLD L and/or R
Engine has been intentionally shut down by
moving the throttle to the OFF position. Pitot static heater is off. White message is active
only when the aircraft is on the ground and either
FIREWALL SHUTOFF L and/or R thrust lever is less than cruise power.
This message is white if both the fuel and hydraulic PARK BRAKE HANDLE
shutoff valves are closed. There is a two second
delay before the message changes to amber. This message indicates the parking brake handle is
not in the fully released position. If the airplane is in
FLAPS > 35 the air, the message is amber.
Indicates the flaps are extended beyond 35° when
the airplane is on the ground. If the airplane is in the
air, the message will be amber.

Revision 1.0 FOR TRAINING PURPOSES ONLY 8-5

 CITATION M2 PILOT CLIENT GUIDE

PRESSURIZATION CNTRL TAWS TEST

This message is displayed when the BATTERY Indicates TAWS is performing a self test.
switch is selected to EMER in emergency as
a reminder that the pressurization controller is TCAS STANDBY
inoperative. This message is displayed when the transponder
mode selection on the GTC is not Auto or TA
SELCAL HF SELCAL VHF 1 or 2 or 3
ONLY mode while on the ground for greater than
SELCAL is a system that monitors the HF radio for two seconds.
an aircraft specific code sequence. When the code
for that particular aircraft is received, this message TCAS TEST
is displayed. This message must be acknowledged Indicates TCAS is performing a self test.
on the GTC.
TERRAIN INHIBIT
SPEED BRAKES EXTEND
This message is displayed if TAWS inhibit is
Indicates both speed brake panels have deployed. selected on the TAWS touchscreen page. The
selection inhibits forward looking terrain alerts and
STEEP APPROACH MODE
premature descent alerts. Aural and visual alerts
Indciates the steep approach mode has been are suppressed.
activated.
TRANSPONDER FAIL 1 or 2
SURFACEWATCH FAIL
This message is displayed when one transponder
Indicates the optional SurfaceWatch system has has failed.
failed or one of its required inputs is missing.
TRANSPONDER STANDBY
SURFACEWATCH INHIBIT
This message is displayed when the transponder
Indicates the optional SurfaceWatch system has mode selection on the GTC is STANDBY while on
been inhibited by the pilot. the ground.

TAIL DE-ICE FAIL WING A/I COLD L and/or R

This message statically posts when the EMER inhibit The white message only appears on the ground
logic has been satisfied to remind the pilot that the tail and is removed after 120 seconds to be replaced
deice is failed when in emergency power. with an amber message.

TAIL DE-ICE ON WING/ENG A/I ON

Tail deice is on. This message will post when either bleed-air switch
is in the WING/ENG position.
TAWS FLAP OVERRIDE
YD FAIL
This message is displayed if flap override is
selected on the TAWS touchscreen page. The This message is displayed for YD loss of function
selection forces flight into terrain mode to treat or failure, or any indication needed to make the
flaps as if they were in the landing configuration. fault trees work. The YD will disengage and not
This message is only available when the optional allow engagement. The AP will disengage but allow
Class A TAWS is enabled. reengagement. There is a delay of two seconds for
this message.
TAWS GS/GP CANCEL
This message is displayed if glideslope/glidepath
inhibit is selected on the TAWS touchscreen page.
The selection inhibits the glideslope/glidepath
mode alerts. It is inhibited by the GROUND PROX
FAIL message or the GROUND PROX INHIBIT
message. This message is only available when the
optional Class A TAWS is enabled.

8-6 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

CHAPTER 9
SCHEMATICS

CONTENTS
Figure Title Page
9-1 Electrical System...........................................................................................................9-1
9-2 Fuel System...................................................................................................................9-1
9-3 FJ44-1AP-21 Cross-Section..........................................................................................9-2
9-4 Engine Oil System.........................................................................................................9-2
9-5 Fire Protection System..................................................................................................9-3
9-6 Pneumatic System.........................................................................................................9-3
9-7 Ice and Rain Protection Systems...................................................................................9-4
9-8 Anti-Ice Bleed-Air Schematic.......................................................................................9-4
9-9 Cabin Heating System...................................................................................................9-5
9-10 Cabin Air Conditioning System.....................................................................................9-5
9-11 Hydraulic System..........................................................................................................9-6
9-12 Landing Gear—Extension.............................................................................................9-6
9-13 Landing Gear—Retraction............................................................................................9-7
9-14 Landing Gear—Emergency...........................................................................................9-7
9-15 Brakes Schematic..........................................................................................................9-8
9-16 Flap Schematic..............................................................................................................9-8
9-17 Speed Brake Schematic.................................................................................................9-9
9-18 Oxygen System..............................................................................................................9-9

Revision 1.0 FOR TRAINING PURPOSES ONLY 9-i

 CITATION M2 PILOT CLIENT GUIDE

100 AMP LMT

EMERGENCY AUX BATTERY EMERGENCY
+ –
RELAY
AUX
AUX
R CROSSOVER BUS BATTERY
BATTERY L CROSSOVER BUS

L FEED EXT. BUS R FEED EXT. BUS

75 AMP LMT
225 AMP LMT

L FEED BUS CROSSFEED BUS R FEED BUS

A NORMAL A

POWER BATT EMER POWER

RELAY RELAY RELAY

GCU V V GCU
V
LH RH
HOT BATTERY BUS
GEN GEN
FIELD START EXT PWR START FIELD
– +
RELAY RELAY RELAY RELAY RELAY
MAIN
INTERIOR BUS BATTERY
BATTERY EPU
INTERIOR DISC RELAY
DISC RELAY

Figure 9-1. Electrical System

TRANSFER SCAVENGE
EJECTOR PUMP BOOST PUMP
VALVE

PRIMARY
EJECTOR PUMP

CHECK
VALVE (TYP)

FUEL FIREWALL
SHUTOFF

ENGINE-DRIVEN
FUEL PUMP

FUEL LOW
PRESSURE SWITCH
P P
FUEL FILTER

FUEL BYPASS
F F
D D
U U FUEL DELIVERY UNIT

START NOZZLE
9 PPH INCLUDED IN F/F

Figure 9-2. Fuel System

Revision 1.0 FOR TRAINING PURPOSES ONLY 9-1

 CITATION M2 PILOT CLIENT GUIDE

HP COMPRESSOR N2 BLEED AIR IGNITOR FIRST LP TURBINE

FAN
SPINNER SECOND LP
TURBINE

LP COMPRESSOR ACCESSORY HP TURBINE

GEAR BOX

Figure 9-3. FJ44-1AP-21 Cross-Section

INTEGRAL OIL LEGEND
RESERVOIR COOL SUPPLY OIL
HEATED RETURN OIL

1 2 3 4

OIL PUMP TO ACCESSORY

GEAR BOX
RELIEF
VALVE SCAVENGE
PUMP
OIL TO
ACCESSORY
GEAR BOX
SCAVENGE ACCESSORY
OIL PUMP GEAR BOX
FILTER
BYPASS
87.0 N2% 87.0
OIL PRESSURE LOW L-R
1740 FUEL PPH 1850
OIL COOLER 74 OIL PSI 58
83 OIL°C 80
FUEL IN FUEL OUT
TRANSDUCER TEMP
NOTE: SENSOR
TOTAL OIL—4 US QTS

Figure 9-4. Engine Oil System

9-2 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

L ENG
FIRE
FUSIBLE PLUG
GAUGE BOTTLE
ARMED

BOTTLE
ARMED
FIRE BOTTLE
ENG
FIRE R

PRESSURE
SENSORS
FIRE DETECTION LOOP
HELIUM-FILLED TUBE

Figure 9-5. Fire Protection System

L PYLON
PRECOOLER
L WING L BLEED AIR
R WING ANTI-ICE
ANTI-ICE
VALVE PRIMARY
23 PSI ASSEMBLY DOOR SEAL
SERVICE AIR VACUUM
EJECTOR

L PR SOV
L FCV 4 8

R FCV 4 8

R PR SOV

T
SERVICE AIR
TEST PORT AFT FLOOD DOOR
OUTFLOW
VALVES ACTUATOR FWD FLOOD DOOR
SERVICE AIR ACTUATOR
PRESSURE AFT CABIN DIVERTER
REGULATOR BULKHEAD ACTUATOR

EMERGENCY HYDRAULIC
PRESSURIZATION R PYLON RESERVOIR
PRECOOLER

R BLEED AIR

Figure 9-6. Pneumatic System

Revision 1.0 FOR TRAINING PURPOSES ONLY 9-3

 CITATION M2 PILOT CLIENT GUIDE

ENGINE AND PYLON RAM-AIR INLET

GENERATOR HEAT BLANKET
INLET HEAT
STABILIZER LEADING
HEATED TT2 EDGE DEICE BOOTS
PROBE

HEATED PT2
PROBE

WINDSHIELD
BLEED-AIR HEAT
WS ICE
DETECTION
LIGHTS

WING INSPECTION
LIGHT
WINDSHIELD WING LEADING
ALCOHOL EDGE HEAT

ELECTRICALLY HEATED AOA PROBES, WING LEADING

PITOT TUBES, AND STATIC PORTS EDGE HEAT EXHAUST

Figure 9-7. Ice and Rain Protection Systems

WINDSHIELD
FLOW VALVES EMERGENCY
PRESSURIZATION
VALVE

PURGE CROSSFLOW
PASSAGE VALVE

L ENGINE R ENGINE
HEAT VALVE HEAT VALVE
L WING R WING
HEAT VALVE HEAT VALVE

EMERGENCY BLEED AIR

PRESSURIZATION
HEAT EXCHANGER
PYLON PRE-
EMERGENCY COOLERS
PRESSURIZATION OR
WINDSHIELD HEAT VALVE
EJECTOR
23 PSI SERVICE AIR VALVE
PRESSURE REGULATOR

SERVICE AIR
TEST PORT

Figure 9-8. Anti-Ice Bleed-Air Schematic

9-4 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

L PYLON L BLEED AIR

PRECOOLER EXHAUST
L WING OVERBOARD
ANTI-ICE
L PYLON INLET
R WING CABIN FLOOR AIR
ANTI-ICE CABIN HEAT COCKPIT
EXCHANGER CABIN ARMREST AIR FLOOR AIR

L PR SOV
L FCV 4 8

R FCV 4 8

R PR SOV

23 PSI CABIN/COCKPIT COCKPIT

SERVICE AIR CABIN ARMREST AIR
DIVERTER VALVE FLOOR AIR

R PYLON INLET CABIN FLOOR AIR

WINDSHIELD
ANTI-ICE
R PYLON RAM AIR
PRECOOLER MODULATING
R BLEED AIR VALVE

Figure 9-9. Cabin Heating System

AFT PRESSURE
BULKHEAD

FLOOD
COOLING VENT
DEFOG
L EYEBALL VENT AIR FWD AIR VENT VENTS
AFT EVAPORATOR

COMPRESSOR/
CONDENSER

INTAKE
R EYEBALL VENT AIR AIR
FWD FWD AIR
AFT EVAPORATOR EVAPORATOR DIVERTER
FAN UNIT DOOR
FLOOD COOLING
DIVERTER DOOR

Figure 9-10. Cabin Air Conditioning System

Revision 1.0 FOR TRAINING PURPOSES ONLY 9-5

 CITATION M2 PILOT CLIENT GUIDE

LEGEND
HYDRAULIC PRESSURE

L ENGINE SUPPLY SUCTION PRESSURE

HYD PUMP RETURN PRESSURE

FILTER

F/W SHUTOFF
VALVE S L
W P A
I E N
N E D
FILTER G D I
RESERVOIR N
F B G LOADING
F/W SHUTOFF PRESSURE L R VALVE
VALVE RELIEF A A G
VALVE P K E
S E A
1500 PSI S R
R ENGINE
HYD PUMP

EXTERNAL
SERVICE
PANEL

Figure 9-11. Hydraulic System

UPLOCK RETURN
HOOK
ACTUATOR PRESSURE

GEAR L MAIN LANDING

CONTROL GEAR ACTUATOR
SOLENOID
VALVE

UPLOCK HOOK
ACTUATOR

SHUTTLE
VALVE
EMERGENCY GEAR TO LANDING GEAR
EXTENSION HANDLE NOSE GEAR EMERGENCY BRAKE
ACTUATOR FILL PRESSURE
PORT GAUGE
NITROGEN
BLOWDOWN BOTTLE
PNEUMATIC
DUMP VALVE
UPLOCK
HOOK
ACTUATOR R MAIN LANDING
GEAR ACTUATOR

Figure 9-12. Landing Gear—Extension

9-6 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

UPLOCK RETURN
HOOK
ACTUATOR PRESSURE

GEAR L MAIN LANDING

CONTROL GEAR ACTUATOR
SOLENOID
VALVE

UPLOCK HOOK
ACTUATOR

SHUTTLE
VALVE
EMERGENCY GEAR TO LANDING GEAR
EXTENSION HANDLE NOSE GEAR EMERGENCY BRAKE
ACTUATOR FILL PRESSURE
PORT GAUGE
NITROGEN
BLOWDOWN BOTTLE
PNEUMATIC
DUMP VALVE
UPLOCK
HOOK
ACTUATOR R MAIN LANDING
GEAR ACTUATOR

Figure 9-13. Landing Gear—Retraction

UPLOCK RETURN
HOOK
ACTUATOR PRESSURE
NITROGEN PRESSURE
GEAR L MAIN LANDING
CONTROL GEAR ACTUATOR
SOLENOID
VALVE

UPLOCK HOOK
ACTUATOR

SHUTTLE
VALVE
EMERGENCY GEAR TO LANDING GEAR
EXTENSION HANDLE NOSE GEAR EMERGENCY BRAKE
ACTUATOR FILL PRESSURE
PORT GAUGE
NITROGEN
BLOWDOWN BOTTLE
PNEUMATIC
DUMP VALVE
UPLOCK
HOOK
ACTUATOR R MAIN LANDING
GEAR ACTUATOR

Figure 9-14. Landing Gear—Emergency

Revision 1.0 FOR TRAINING PURPOSES ONLY 9-7

 CITATION M2 PILOT CLIENT GUIDE

RETURN
SHUTTLE PEDAL PRESSURE
VALVE ACCUMULATOR PRESSURE
METERED PRESSURE

PARKING BRAKE
VALVE ACCUMULATOR
PARKING
BRAKE PRESSURE
SWITCH
ANTISKID
CONTROL P

SERVO METERING CHECK

VALVE VALVE VALVE
P

BRAKE PUMP
AND MOTOR
EMERGENCY NITROGEN BRAKE
BRAKE VALVE BLOWDOWN RESERVOIR
BOTTLE PRESSURE
OVERBOARD FILL GAUGE TO LANDING GEAR
VENT PORT EMERGENCY
SHUTTLE EXTENSION
VALVE

Figure 9-15. Brakes Schematic

FLAP ACTUATOR
INTERNAL
MECHANICAL LOCK

FLAP
SPEED BRAKE P
INTERCONNECT
SYSTEM

HYDRAULIC PUMP

LOADING HYDRAULIC
VALVE PRESSURE
SWITCH
RETURN
LOW PRESSURE HYDRAULIC
RESERVOIR
HIGH PRESSURE

Figure 9-16. Flap Schematic

9-8 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION M2 PILOT CLIENT GUIDE

SPEED BRAKE
SAFETY VALVE

SPEED BRAKE P

HYDRAULIC PUMP

HYDRAULIC
LOADING PRESSURE
VALVE SWITCH
HYDRAULIC
RESERVOIR

Figure 9-17. Speed Brake Schematic

PASSENGER
OXYGEN
PILOT CABIN ALTITUDE CONTROL
OXYGEN MASK SENSOR (PCB) 28 VDC VALVE
PRESSURE
REGULATOR

CREW NORMAL MANUAL

ONLY DROP

OXYGEN CONTROL VALVE

TO ADDITIONAL
CABIN MASKS

10
5 OXY 15

0 20

PSI

OXYGEN
X 100

SHUTOFF CYLINDER
VALVE
PRESSURE
COPILOT GAUGE AND
OXYGEN PRESSURE FILLER PORT
MASK RELIEF
DISC

Figure 9-18. Oxygen System

Revision 1.0 FOR TRAINING PURPOSES ONLY 9-9