09000002803cceb6 090000028189911f

PCG
PILOT CLIENT GUIDE

Revision 0.3
Cessna
Citation SII
NOTICE
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with permission and are copyrighted by Textron Aviation Inc.
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government or as otherwise authorized by U.S. law and regulations.
Publication History:
Original......................................... April 2014

Rev. 0.1........................................ March 2017
Rev. 0.2........................................... May 2018
Rev. 0.3........................................... June 2020
Copyright © 2020 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 ANNUNCIATORS
CHAPTER 9 SCHEMATICS
CITATION S/II 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................................................................... 1-3
Objective of Flight Training............................................................................................ 1-3
Flight Training Equipment.............................................................................................. 1-3
Briefing/Debriefing.......................................................................................................... 1-3
Completion Standards—Flight Training......................................................................... 1-3
Aircraft Specific Flight Standardization Board Required Items..................................... 1-4
Special Emphasis Areas.................................................................................................. 1-4
Aircraft Normal, Abnormal, and Emergency Procedures............................................... 1-4
Line Operational Simulation (LOS)................................................................................ 1-4
INITIAL TRAINING SCHEDULE........................................................................................ 1-5
Revision 0.3 FOR TRAINING PURPOSES ONLY 1-i

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 as 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 0.3 FOR TRAINING PURPOSES ONLY 1-1

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 Flight Safety International’s 14 CFR Part 142 Train-
ing 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 hour 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 lead training center for the program determines the time required and ensures the scheduling system
captures it correctly.
COMPLETION STANDARDS—FLIGHT TRAINING

Training proficiency standards for certification courses (issuance of an Airline Transport Pilot (ATP)
certificate and/or aircraft rating) and a §61.58 PIC Proficiency Course will be based upon the Airline
Transport Pilot and Aircraft Type Rating Practical Test Standards for Airplane (ATP PTS) for the cat-
egory 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 Air-
man Certification Standards are required. The proficiency standards necessary to complete other courses
in this curriculum will be listed within the specific course. The pilot is required to complete all flight
training modules and programmed training hours required by the course.

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. Addi-
tionally, 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 required special emphasis can be found in the Airline Trans-
port Pilot and Aircraft Type Rating Practical Test Standards for Airplane (ATP PTS).
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 profi-
cient 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 Plan to facilitate the module objectives.
1-4 FOR TRAINING PURPOSES ONLY Revision 0.3

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.
TRAINING DAY GROUND SCHOOL SIMULATOR

• AIRCRAFT GENERAL
• MASTER WARNING
• POWERPLANT
1 • FIRE PROTECTION
(NONE)
• ELECTRICAL
(8 HOURS)
• LIGHTING
• FUEL
• HYDRAULICS (GENERAL)
• THRUST REVERSERS
2 • LANDING GEAR & BRAKES
(NONE)
• FLIGHT CONTROLS
• ICE & RAIN PROTECTION
(8 HOURS)
• PNEUMATICS
• AIR CONDITIONING
• PRESSURIZATION
• OXYGEN
3 • AVIONICS (NONE)
• SYSTEMS INTEGRATION 1
NORMAL/ABNORMAL
• EMERGENCY PROCEDURES
(8 HOURS)
• SYSTEMS REVIEW
• AVIONICS GNS-XLS
• SYSTEMS INTEGRATION 2
4 • ABNORMAL/EMERGENCY
(NONE)
PROCEDURES/GNS-XLS
(8 HOURS)
• SYSTEMS EXAMINATION AND
5 CRITIQUE (NONE)
(3 HOURS)
Continued on Next Page

INITIAL TRAINING SCHEDULE (CONT.)

SESSION 1
• PREFLIGHT PROCEDURES
• CREW RESOURCE • TAKEOFF AND DEPARTURE PHASE
MANAGEMENT (CRM) • INFLIGHT MANEUVERS
6 • AIRCRAFT PREFLIGHT • INSTRUMENT PROCEDURES
TRAINING • LANDINGS AND APPROACHES TO
(3 HOURS LANDINGS
• NORMAL AND ABNORMAL
PROCEDURES
• POSTFLIGHT PROCEDURES
SESSION 2
• TAKEOFF AND DEPARTURE PHASE
• FLIGHT PLANNING • INFLIGHT MANEUVERS
7 • WEIGHT AND BALANCE • INSTRUMENT PROCEDURES
(3 HOURS • LANDINGS AND APPROACHES TO
LANDINGS
• NORMAL AND ABNORMAL PROCEDURES
SESSION 3
• PERFORMANCE • INSTRUMENT PROCEDURES
8 • ARM AND AOM • LANDINGS AND APPROACHES TO
(3 HOURS LANDINGS
• NORMAL AND ABNORMAL
PROCEDURES
SESSION 4
• PERFORMANCE TEST AND • LANDINGS AND APPROACHES TO
9 CRITIQUE LANDINGS
(3 HOURS • NORMAL AND ABNORMAL
PROCEDURES
SESSION 5
• DIFFERENCES TRAINING (IF • NORMAL AND ABNORMAL
10 NECESSARY) PROCEDURES
SESSION 6
• LINE-ORIENTED SIMULATION TRAINING
(LOS) WILL FACILITATE THE TRANSITION
FROM PRACTICING SPECIFIC
MANEUVERS IN THE FLIGHT SIMULATOR
• EXTERIOR PREFLIGHT MODULES TO INTEGRATION OF ALL
TRAINING APPLICABLE MANEUVERS INTO A
• RVSM / RNP / MNPS REVIEW SIMULATED TOTAL FLIGHT. LOS WILL
Additional Training • AVIONICS DIFFERENCES INCLUDE TWO (2) FLIGHT SEGMENTS:
• WINDSHEAR TRAINING
• HIGH ALTITUDE TRAINING (HAT) • SEGMENT 1: THIS SEGMENT INCLUDES
• DIFFERENCES STRICTLY NORMAL PROCEDURES FROM
TAXI AFTER ENGINE START AT ONE
AIRPORT, TO ARRIVAL AT ANOTHER.
• SEGMENT 2: THIS SEGMENT INCLUDES
TRAINING IN APPROPRIATE ABNORMAL
AND EMERGENCY FLIGHT OPERATIONS.

CHAPTER 2
RECURRENT TRAINING CURRICULUM
CONTENTS
Page
RECURRENT GROUND TRAINING CURRICULUM....................................................... 2-1
Objective......................................................................................................................... 2-1
Prerequisites.................................................................................................................... 2-1
Ground Training Hours................................................................................................... 2-1
RECURRENT FLIGHT TRAINING CURRICULUM.......................................................... 2-3
Flight Training................................................................................................................. 2-3
Completion Standards—Flight Training......................................................................... 2-3
RECURRENT TRAINING SCHEDULE............................................................................... 2-5

RECURRENT GROUND TRAINING CURRICULUM

OBJECTIVE
The Citation 500 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.
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 progressive checking event with all
simulator sessions conducted by a Training Center Evaluator (TCE) with training and checking activities
conducted separately, or as training and a stand-alone check on the last simulator session conducted by
a TCE.
GROUND TRAINING HOURS

General Operational Subjects 3.0
Aircraft Systems (Includes Systems Review and Examination) 8.0
Systems Integration 1.0
Total 12.0

RECURRENT FLIGHT TRAINING CURRICULUM

FLIGHT TRAINING
Hours
Modules
PF PM Total
Flight Simulator Module No. 1 2.0 0.0 2.0
Total 6.0 0.0 6.0
COMPLETION STANDARDS—FLIGHT TRAINING

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 Practical Test Standards for Airplane (ATP PTS) 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. The pilot is required to complete all flight
training modules and programmed training hours required by the course.

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.

SESSION 1
• AIRCRAFT GENERAL
• LIGHTING •
PREFLIGHT PROCEDURES
• MASTER WARNING •
TAKEOFF AND DEPARTURE PHASE
• POWER PLANT •
INFLIGHT MANEUVERS
1 • FIRE PROTECTION •
INSTRUMENT PROCEDURES
• ELECTRICAL •
LANDINGS AND APPROACHES TO
• FUEL LANDINGS
• SYSTEMS INTEGRATION • NORMAL AND ABNORMAL
(4 HOURS) PROCEDURES
• POSTFLIGHT PROCEDURES
• HYDRAULICS (GENERAL)
• THRUST REVERSERS
• LANDING GEAR AND BRAKES
• FLIGHT CONTROLS SESSION 2
• ICE AND RAIN PROTECTION • TAKEOFF AND DEPARTURE PHASE
• PNEUMATICS • INSTRUMENT PROCEDURES
• AIR CONDITIONING • LANDINGS AND APPROACHES TO
2 • PRESSURIZATION LANDINGS
• OXYGEN • NORMAL AND ABNORMAL
• AVIONICS PROCEDURES
• EXAMINATION AND CRITIQUE • EMERGENCY PROCEDURES
• CREW RESOURCE MANAGEMENT
(CRM)
(4 HOURS)
• WEIGHT AND BALANCE
• PERFORMANCE SESSION 3
3 • FLIGHT PLANNING • LANDINGS AND APPROACHES TO
• AFM AND AOM LANDINGS
(4 HOURS)
• EXTERIOR PREFLIGHT TRAINING
• RVSM / RNP / MNPS REVIEW
• AVIONICS DIFFERENCES
• WINDSHEAR TRAINING
Additional Training • HIGH ALTITUDE TRAINING (HAT)
• DIFFERENCES
• SPGS
• PART 91 REVIEW ( FAR 61.56)

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

Performance, Flight Planning and Monitoring..................................................................3-6

Load Balance and Servicing—Weight and Balance..........................................................3-7
3-ii FOR TRAINING PURPOSES ONLY Revision 0.3

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
curriculum 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 6. The voltmeter indicates battery voltage

if the battery switch is in the BATT or
1. Primary flight control of the aileron, EMER position.
elevator, and rudder is by mechanical 7. The functions of the Generator Control
cables and bell cranks. Unit (GCU).
2. The baggage compartment and service 8. The proper generator switch position for
compartment, which includes the tail a battery/generator-assisted start is GEN.
cone and nose baggage compartment
lights, do not require the battery switch 9. The proper generator switch position for
to be turned on for operation. an EPU start is OFF.
3. The Cabin Baggage Area Compartment 10. Engine start button indicates the start
is located aft of the rear seats with a relay is closed.
capacity of 600 lbs. 11. Know hot battery bus powered items.
4. The Citation S/II is powered by two 12. Without generators the battery can power
JT15-4B turbo fan engines. the entire system for 10 minutes.
5. The Citation S/II engine produces 13. With the battery in the EMER position
approximately 2500 lbs of thrust at sea the battery can power hot battery bus and
level on a standard day. emergency bus for 30 minutes.
6. The leading edge of the wing on the S/II is 14. With the generator and battery switches
protected from ice buildup by TKS fluid off only items on the hot battery bus are
on the wing and horizontal stabilizer. operational.
ELECTRICAL LIGHTING
1. The EPU charges the battery regardless 1. All cockpit lights except the overhead
of battery switch position. and instrument floodlights are controlled
2. During a generator-assisted start some by a master switch and are adjusted by
input is provided by the battery. rheostats.
3. If a BATT O’HEAT annunciator 2. Map Lights are controlled by rheostats
illuminates place the battery switch to located on the forward side of the right
EMER. and left side consoles.
4. Placing the battery switch to BATT 3. The lights on the landing gear only come
powers all buses. on when the gear is down and the lights are
turned on.
5. The battery cannot receive a charge when
the battery switch is in either the OFF or
EMER positions.

4. The red light above the Rotary Test usable fuel remains in the associated
Switch advises that the Rotary Test wing tank.
Switch is in the OFF position when the 6. With the fuel boost pump switch in the
light is off. NORMAL position the pump will be
5. Turning the Panel Light Control Master energized during start, crossfeed and low
Switch ON dims the annunciator panel fuel pressure situations.
and landing gear lights.
6. When the manual light switch in the tail POWERPLANT
cone compartment is turned OFF, the 1. Placing a throttle in CUTOFF
light will not come on when the door is mechanically stops fuel flow at the flow
opened. divider.
MASTER WARNING/WARNING 2. The Fuel Control Unit (FCU) regulates
SYSTEMS fuel flow to the fuel nozzles based on N2
RPM.
1. The only amber lights which illuminate 3. The green ignition lights indicate power
the Master Warning are dual generator to the exciter box.
failure indications.
4. Red lights on the N2 gauge indicate an
2. If the AP TORQUE light comes on N2 over speed.
autopilot use is prohibited above 14,500
feet. 5. N1 gauges are the Fan rpm and primary
power indicators.
3. If the EFIS FAN annunciator illuminates
prior to takeoff, ground operation is 6. The N1 indicators are the primary thrust
limited to 30 minutes, or until either the indicator for the JT15D-4B engine.
EADI HOT or EHSI HOT annunciator 7. With normal DC power failure the N1
light illuminates. tapes will indicate accurately indicate
4. The amber FUEL BOOST PUMP ON power levels above 50% N1.
light advises that power is being applied 8. Check engine oil levels within 10 minutes
to associated fuel boost pump. of engine shutdown.
FUEL FIRE PROTECTION/FIRE

WARNING
1. After engine start, the fuel boost pump is
de-energized by a speed-sensing switch. 1. Know memory items for ENG FIRE
2. Fuel is provided to the fuel nozzles light.
during start when the throttle is moved 2. The fire extinguisher bottles are armed
out of cutoff. by pressing the ENG FIRE switch light.
3. Illumination of a FUEL FLTR BYPASS 3. Bleed air leaks are a possible cause of
annunciator indicates a fuel filter bypass LH/RH ENG FIRE lights.
or impending bypass.
4. Know what happens when ENG FIRE
4. The maximum allowed fuel imbalance switchlight is pressed. (Fuel and
for normal operation is 200 lbs. hydraulic shutoff valves closed, field
5. The FUEL LOW LEVEL annunciator generator opened, fire bottles armed, and
indicates approximately 185 lbs. of associated TR isolated)

PNEUMATICS and/or the nacelle temperature is too

cool.
1. Engine bleed air is available to the 9. The nose cone and forward T1 probe
windshield anti-ice system anytime an receive bleed air anytime the engine is
engine is running. running.
2. The Citation S/II can maintain sea level 10. The engine inlet and stator require the
cabin pressure up to approximately engine anti-ice switch be ON and the
23,000 feet MSL. associated engine be above 60% N2.
3. The main entrance door of the Citation 11. With the windshield bleed air switch
S/II incorporates five indicator windows in OFF, the W/S AIR O’HEAT light
in the locking system. When the door indicates the windshield bleed air valve
is closed and locked, the lower FWD failed to close or is leaking.
locking pin depresses a plunger to allow
bleed air to pressurize the door seal.
AIR CONDITIONING
4. With the press source selector in
NORMAL the left and right flow control 1. The ACM O’PRESS annunciator light
valves will be open to allow bleed air to indicates failure of the primary pressure
enter the cabin. switch to close the bleed air ground valve
and the throttle is above approximately
ICE AND RAIN PROTECTION 74% N2.
2. Protection from freezing water in the
1. Windshield anti-ice air is supplied by water separator is only available in the
service air from either or both engines. automatic temperature control mode.
2. Windshield, nacelle inlet, and first row 3. The air conditioning system provides
of stator vanes anti-ice functions are conditioned air for heating, cooling, and
available with loss of DC power. pressurization.
3. Placing ENG anti-ice switches to HI 4. Avoid using excessively cold or warm
and surface anti-ice switch to the ALL air selections when using the manual
position commands TKS fluid to all temperature control mode.
panels.
5. BLD AIR GND annunciator indicates
4. Placing the ENG switches to HI or LOW the bleed air ground valve in not fully
with N2 above 60% opens the engine closed.
stator valve and the nacelle valve.
6. Failure or overheating of the ACM will
5. If the surface switch is placed in the ENG activate the emergency pressurization
position TKS fluid will not flow to the system.
inboard panels unless the engine anti-
ice switches are placed to HI or LOW
position. PRESSURIZATION
6. The TKS system fails if normal DC 1. Vacuum failure will drive the cabin to
power is lost. max differential pressure and the cabin
7. The windshield alcohol system provides altitude to decrease.
10 minutes of continuous flow. 2. On the ground with the throttles at idle,
8. The ENG ANTI ICE annunciator the outflow valves exposure to vacuum is
indicates the stator valve failed to open; maximized resulting in depressurization
of the cabin.

3. The cabin remains pressurized if the 4. On the ground the LDG GEAR handle
landing gear is down and normal DC is prevented from movement to the UP
power is lost. position by a spring-loaded locking
4. Automatic activation of the EMER solenoid.
PRESS ON annunciator indicates 5. The gear warning horn sounds if both a
overheating or failure of the ACM. throttle is below 70% N2 and the airspeed
5. Normal pressurization while airborne is below 150 KIAS.
only requires vacuum generated by 6. Stay off the toe brakes when using the
engine bleed air. Normal DC power emergency (pneumatic) brakes.
is only needed for normal ground
operations. FLIGHT CONTROLS
6. No DC power is required for cabin dump 1. The stall warning system must be
switch operation. successfully tested before flight.
HYDRAULICS 2. The speedbrakes automatically retract
if either throttle is advanced above 85%
1. The HYD FLOW LOW annunciator N2.
indicates a pump’s flow rate is below 3. Wing flaps are electrically controlled and
normal. hydraulically actuated.
2. The HYD PRESS ON annunciator 4. The throttles are locked in the CUTOFF
indicates the system bypass valve has position with the control lock system is
closed. engaged.
3. If normal DC power fails, extended flaps 5. The rudder and ailerons are
remain locked in their selected position interconnected.
as long as flap handle is not moved.
6. Ailerons, rudder, and elevator are the
4. The main hydraulic system’s sub-systems primary flight controls.
include gear, flaps, speedbrakes, and
thrust reversers. AVIONICS
LANDING GEAR AND BRAKES 1. The left seat’s HSI and right seat’s RMI
share the same heading information.
1. Even after successful alternate extension
of the gear, use the pneumatic bottle 2. The right seat’s HSI and left seat’s RMI
pressure for positive downside pressure. use information from the C-14D gyro.
2. The anti-skid system runs a self-test 3. If both inverters fail, placing the battery
after normal gear extension. After gear switch to EMER can restore operation to
extension a 5 to 7 second illumination of the co-pilot’s HSI.
the anti-skid light is normal. 4. Consequential losses of a dual inverter
3. If the anti-skid light does not go out failure include the Pilot’s attitude
following self-tests, the anti-skid will indicator.
not work. Power braking will still be 5. The radio altimeter indicates up to an
available. absolute altitude of 2,500 feet.
6. Set 50 ft as the Decision Height before
testing the radio altimeter.

7. The co-pilot’s pressure driven attitude 12. The FMS manual is required to be on
indicator is unaffected by electrical board, in addition to the AFM, if the
power failures. FMS is to be used.
8. When conducting a VOR approach 13. The PRV, NXT, BACK keys are used
choose the Approach (APR) mode on the to move forward and back through the
Flight Director (FD) selector panel. pages of the subsections of the GNS-
9. When conducting a Localizer-only XLS.
approach choose the Navigation (NAV) 14. The message RAIM NOT AVAIL
mode on the Flight Director (FD) selector indicates the monitoring has been lost
panel. and the accuracy of the satellites is not
10. 0.6 (White arc) on the Angle-of-Attack guaranteed.
(AOA) gauge represents VREF.
OXYGEN
FLIGHT MANAGEMENT 1. The passenger masks cannot drop
SYSTEM automatically without normal DC power.
1. A flashing WAYPOINT light indicates the 2. The oxygen system must be purged and
selected waypoint is being approached. serviced prior to flight if pressure gauge
reads zero on preflight.
2. GPS position data is normally accurate
to within 30 meters. 3. Oxygen pressure indicated on the panel
gauge does not guarantee oxygen is
3. The Nav Data Base (NDB) changes available for use.
every 28 days.
4. Cockpit pressure gauge only indicates
4. The FMS can navigate with as few as bottle pressure regardless of shutoff
three satellites’ input. valve position.
5. With the FMS in Terminal mode, CDI
scale denotes 1 NM from centerline with GENERAL LIMITATIONS
full deflection.
6. When there are multiple waypoints with 1. Continuous ground operation of the
the same identifier the system defaults to starter generator above 225 amps is
closest one first. prohibited.
7. Receiver Autonomous Integrity 2. The maximum allowed altitude for
Monitoring (RAIM) requires no less takeoff and landing is 14,000 ft.
than five satellites. 3. MMO is 0.721.
8. The MSG annunciator will flash if there 4. Maximum allowed operating altitude is
is a message on the system or sensor 43,000 feet.
page. 5. Maximum tailwind for takeoff or landing
9. RAIM is required for all GPS approach is 10 knots.
types. 6. Maximum takeoff weight is 15,100.
10. To fly an approved FMS approach the 7. Max allowable emergency fuel imbalance
internal data base must be current. is 600 lbs.
11. Pressing the Direct To key twice on the 8. Max tire ground speed in 165 knots.
GNS/XLS locates the list of closest
airports.

9. Max operating altitude if using AVGAS 6. Engine Failure or Fire or Master Warning
is 18,000 feet. during takeoff with speed below V1
10. LANDING flap (Full Flap) max speed memory items.
extended is 172 KIAS. 7. Procedures for using the emergency
11. The stick shaker must operate during the brakes.
warning system test prior to flight. 8. Illumination of the OIL PRESS WARN
12. The autopilot must be operative for annunciator should be verified by reading
RVSM operations. the oil pressure gauge.
9. The Master Warning light will flash until
ENGINE LIMITATIONS it is pressed (reset).
1. Mixing different approved engine oils is 10. The red CABIN ALT warning light
permitted provided the number of added illuminates if cabin pressure exceeds
quarts does not exceed two quarts in any 10,000 ft MSL.
400-hour period. 11. Conditions which illuminate the master
2. Normal oil pressure is 70 to 85 PSIG warning lights.
above 60% N2. 12. Climbing out single-engine, do not
3. Maximum allowed ITT during engine retract flaps until clear of obstacles.
start is 700° C. 13. Engine Failure or Fire or Master Warning
4. Maximum N1 RPM is 106%. during takeoff with speed above V1
memory items.
5. Maximum N2 RPM is 97%.
6. Max oil consumption per engine is one PERFORMANCE, FLIGHT
quart in four hours measured over a 10- PLANNING AND MONITORING
hour period.
1. Given the necessary information and
7. Maximum continuous ITT is 690°C. conditions, determine the V speeds for
8. A limit of three starts in 30 minutes takeoff.
with a 60-second rest between starts is 2. Given the necessary information and
permitted. conditions, determine maximum takeoff
9. VMO below 8,000 feet is 261 KIAS. weight.
EMERGENCY PROCEDURES conditions, determine second segment
1. Continued illumination of the AC FAIL climb gradient.
annunciator, after resetting the Master 4. Given the necessary information and
Warning, indicates loss of at least one conditions, determine takeoff power
AC BUS. setting.
2. Electric Fire or Smoke memory items. 5. Given the necessary information and
3. Thrust Reverser UNLOCK in flight conditions, determine landing distance.
memory items. 6. Given the necessary information and
4. Engine Failure During Coupled Approach conditions, determine Maximum Range
memory items. Cruise True Airspeed.
5. Battery Overheat memory item.

7. Given the necessary information and 7. Given the needed information, determine
conditions, determine Takeoff Field fuel load moment.
Length. 8. The SII requires anti-ice additives in the
8. Given the necessary information and fuel loaded.
conditions, determine the Maximum 9. The hydraulic fluid to service the main
Range Thrust setting. hydraulic system is Skydrol/Hijet
conditions, determine the Long Range
Cruise speed.
conditions, determine the time and fuel
required for a cruise leg.
conditions, determine the time, fuel and
distance on a given descent.
conditions, determine the trip fuel and
time using the Maximum Thrust flight
planning charts.
conditions, determine the Maximum
Cruise Thrust setting.
conditions, determine time, fuel and
distance for a climbing leg.
LOAD BALANCE AND

SERVICING—WEIGHT AND
BALANCE
1. Given the needed information, determine
zero fuel weight (ZFW) CG.
takeoff CG.
the ramp weight.
payload.
zero fuel weight (ZFW).
CG shift.

CHAPTER 4
MEMORY ITEMS AND LIMITATIONS
CONTENTS
Page
CITATION S/II MEMORY ITEMS AND LIMITATIONS CARD........................................ 4-1

Citation SII Memory Items and Limitations
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
Based on Rev. 0.4 of Memory Flash Cards approval from the U.S. government or as otherwise authorized by U.S. law and regulations.
ENGINE FAILURE OR FIRE DURING TAKEOFF THRUST REVERSER UNLOCK LIGHT ON IN FLIGHT ELECTRIC ELEVATOR TRIM FAILURE RUNAWAY TRIM SPEED LIMITATIONS
SPEED BELOW V1 - TAKEOFF SHOULD BE ABORTED 1. Emergency Stow Switch ........ ACTUATE ON AFFECTED 1. Autopilot/Trim Disengage Switch ......................... PRESS • Maximum Operating Limit Speeds:
ENGINE (pull the PITCH TRIM circuit breaker) MMO (Above 29,315 ft) .............. 0.721 MACH (Indicated)
1. Brakes ..................................................... AS REQUIRED
2. Thrust Reverse levers ...... CHECK THRUST REVERSER
2. Throttles ................................................................... IDLE INADVERTENT STALL VMO (Between 8,000 and 29,315 ft) .................. 276 KIAS
LEVERS AT STOWED (FULL FORWARD) POSITION
3. Speed Brakes ..................................................... EXTEND Aircraft incorporating Supplement 4 “THRUST REVERSER INSTALLATION (STICK SHAKER, BUFFET, AND/OR ROLL-OFF) VMO (Below 8,000 ft) ......................................... 261 KIAS
4. Thrust Reverser .... DEPLOY ON UNAFFECTED ENGINE ENGINE FAILURE DURING COUPLED APPROACH 1. Autopilot ................................................... DISCONNECT • Autopilot Operation ................ 276 KIAS or 0.721 MACH
Aircraft incorporating Supplement 4 “THRUST REVERSER INSTALLATION” 2. Pitch attitude ..................................................... REDUCE
1. Power (Operating Engine).......... INCREASE as required • Minimum Speed for Sustained Flight in Icing Conditions
ENGINE FAILURE OR FIRE DURING TAKEOFF 3. Roll attitude ........................................................... LEVEL (except takeoff, approach and landing) .......... 160 KIAS
2. Rudder Trim ................. TRIM toward operating engine
SPEED BELOW V1 - TAKEOFF REJECTED. 4. Throttles ......................................... MAXIMUM THRUST • Maximum Flap Extended Speed - VFE:
3. Airspeed ..................................................... VREF +10 KIAS
1. Brakes ..................................................... AS REQUIRED 4. Flaps ........................................................... T.O. & APPR Full Flaps - LAND Position (35°) ...................... 172 KIAS
LIMITATIONS
2. Throttles ................................................................... IDLE Partial Flaps - T.O. (7°) and T.O.
EMERGENCY RESTART - TWO ENGINES WEIGHT LIMITATIONS & APPR Position (20°) .................................... 200 KIAS
3. Speed Brakes ..................................................... EXTEND (Refer to Figure 3-1 for Airstart Envelope)
Aircraft not incorporating Supplement 4 “THRUST REVERSER INSTALLATION” • Maximum Design Ramp Weight .......................... 15,300 lb • Maximum Landing Gear Operating Speed - VLO
1. Ignition ............................................................. BOTH ON
• Maximum Design Takeoff Weight ........................ 15,100 lb (Not Incorporating SBS550-32-8) ..................... 172 KIAS
ENGINE FAILURE OR FIRE DURING TAKEOFF 2. Boost Pumps ................................................... BOTH ON
SPEED ABOVE V1 - TAKEOFF CONTINUED. • Maximum Certified Takeoff Weight...................... 15,100 lb • Maximum Landing Gear Operating Speed, Extend -
3. Throttles .................................................................... IDLE (VLO Extend) (Incorporating SBS550-32-8) ....... 250 KIAS
• Maximum Design Landing Weight ...................... 14,400 lb
1. After establishing a positive rate-of-climb, retract landing 4. If Altitude Allows ... INCREASE AIRSPEED TO 200 KIAS
gear. • Maximum Certified Landing Weight .................... 14,400 lb • Maximum Landing Gear Operaing Speed, Retract -
ENGINE FIRE • Maximum Design Zero Fuel Weight .................... 11,200 lb (VLO Retract) (Incorporating SBS550-32-8) ...... 200 KIAS
2. At level off altitude and V2 +10, retract flaps, accelerate to
(ENGINE FIRE SWITCH ILLUMINATED)
VENR. PROLONGED GROUND OPERATION
1. Throttle (Affected Engine) ........................................ IDLE ENROUTE OPERATIONAL LIMITS
INADVERTENT DEPLOYMENT DURING TAKEOFF If Light Remains On: • Continuous engine ground static operation up to and
including five minutes at takeoff thrust is limited to ambient • Maximum Operating Altitude ............................... 43,000 ft
SPEED BELOW V1 - TAKEOFF SHOULD BE ABORTED.
2. Engine Fire Switch .................... LIFT COVER and PUSH temperatures not to exceed 39°C above ISA. • Temperature Limits........................................... ISA +39°C
1. Brakes ..................................................... AS REQUIRED 3. Either Illuminated Bottle Armed Light ..................... PUSH • Continuous ground operation of the starter-generator above • Generator Load ........................................... 300 Amperes
2. Throttles ................................................................... IDLE 225 amperes is prohibited.
ELECTRICAL FIRE OR SMOKE • Limit ground operation of pitot/static heat to two minutes MANEUVERS
3. Speed Brakes ..................................................... EXTEND
1. Oxygen Masks ....................................... DON and 100% to preclude damage to the pitot/static tubes and the an- • No acrobatic maneuvers, including spins, are approved. No
4. Thrust Reversers ..................................... BOTH DEPLOY gle-of-attack probe.
Aircraft incorporating Supplement 4 “THRUST REVERSER INSTALLATION” 2. Oxygen Microphone Switches ................. AS REQUIRED intentional stalls permitted above 25,000 feet or at engine
speeds between 61.0 and 65.0 percent N1.
FUEL LIMITATIONS AND ADJUSTMENTS
INADVERTENT DEPLOYMENT DURING TAKEOFF BATTERY OVERHEAT
• Maximum Asymmetrical Fuel Differential THRUST REVERSER LIMITATIONS
SPEED ABOVE V1 - TAKEOFF SHOULD NORMALLY BE (BATT O’TEMP LIGHT ON)
CONTINUED for Normal Operations ........................................... 200 lb • The thrust reversers must be verified to be operational by
1. Battery Switch ........................................................ EMER
1. Emergency Stow Switch ....... ACTUATE ON AFFECTED • Maximum Emergency Asymmetrical the before takeoff test in the normal procedures section of
ENGINE CABIN DECOMPRESSION Fuel Differential...................................................... 600 lb this supplement.
(CAB ALT 10,000 FT WARNING LIGHT ON) TAKEOFF AND LANDING LIMITATIONS • Reverse thrust power must be reduced to the idle reverse
2. After establishing a positive rate-of-climb, retract landing
gear. Do no exceed 125 KIAS until thrust reverser stows. 1. Oxygen Masks ......................... DON and 100% Oxygen detent position at 60 KIAS on landing roll.
• Maximum Altitude Limit ...................................... 14,000 ft
Aircraft incorporating Supplement 4 “THRUST REVERSER INSTALLATION” 2. Oxygen Microphone Switches ............... MIC OXY MASK • Maximum reverse thrust setting is limited to 89.8% N1 for
• Maximum Tailwind Component ......................... 10 knots
ambient temperatures above -18°C and 86.5% N1 for ambi-
3. Emergency Descent ................................ AS REQUIRED
INADVERTENT IN-FLIGHT DEPLOYMENT • Maximum Water/Slush on Runway ........................ 0.5 in. ent temperatures below -18°C.
EMERGENCY DESCENT • Maximum Ambient Temperature ..................... ISA +39°C • Maximum allowable thrust reverser deployed time is 15
Control Wheel/Autopilot ........................... GRIP/DISENGAGE
(airplane will tend to pitch up and roll into the deployed reverser) 1. AP TRIM DISC ............................. PRESS and RELEASE • Minimum Ambient Temperature .............................. -54°C minutes in any 1 hour period.
3. Emergency Stow Switch ............ EMER (affected engine) 2. Throttles ................................................................... IDLE • Takeoffs and landings on gravel runways are prohibited, • Thrust reversing on sod/dirt, or gravel runways is not
3. Speed Brakes ..................................................... EXTEND unless equipped with optional Gravel Runway Modification, allowed.
4. Throttle (affected engine) ............................ CHECK IDLE
4. Airplane Pitch Attitude ........................ INITIALLY TARGET either factory installed or through incorporation of SBS550- • Engine static ground operation is limited to idle power if
5. Airspeed ................. REDUCE TO 125 KIAS OR BELOW. 32-04.
20 DEGREES NOSE DOWN thrust reversers are deployed.
AFTER THRUST REVERSER STOWS,
DO NOT EXCEED 200 KIAS AUTOPILOT HARDOVER • The autopilot and yaw damper must be OFF for takeoff and • Use of thrust reversers is prohibited during touch and go
Aircraft incorporating Supplement 4 “THRUST REVERSER INSTALLATION”
landing. landings.
1. Autopilot/Trim Disengage Switch ......................... PRESS
• Maximum Tire Ground Speed ......................... 165 knots Aircraft incorporating Supplement 4 “THRUST REVERSER INSTALLATION”
C I T A T I O N S I I M E M O R Y I T E M S A N D L I M I T A T I O N 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 © 2020 FlightSafety Textron Aviation Training, LLC. Unauthorized reproduction or distribution is prohibited. All rights reserved.
BATTERY AND STARTER CYCLE LIMITATIONS ROTARY TEST ELECTRIC FUEL BOOST PUMP SWITCH HOT BATTERY BUS ITEMS
• Starter cycle limitation: OFF The red light will be off and the test 1. ON - Pump is on. Lights Nose/Tail Baggage Dome Lights
Three engines starts per 30 minutes. Three cycles of system inoperative. 2. OFF - Pump is on during engine start and crossfeed. Entrance/Exit Lights
operation with a 60 second rest period between cycles is Aft Cabin Closet Light
permitted. FIRE WARN The engine fire lights on the upper center 3. NORMAL - Pump is on during engine start, crossfeed and Tail Cone Light
instrument panel will illuminate. low fuel pressure
• NOTE: This limitation is independent of starter power Ignition (Start Only)
source; i.e. battery, generator assisted cross start, or LDG GEAR The three green safe lights and the red GENERATOR CONTROL UNIT (GCU) Voltmeter (Battery Switch BATT or EMER)
external power unit. unlocked light on the landing gear control Memory Aid - R-P-P-U-R-O-F-F Emergency Items ELT Test Function (optional)
• Battery limitation: panel will illuminate and the warning
Regulates system voltage to 28.5 volts DC Emergency Bus (Batt Switch in EMER)
Three engine start per hour. horn will sound. Horn may be silenced by
Emergency Lighting Battery Pac (5G switch)
Three generator assisted cross starts are equal to one pressing horn silence button on landing Parallels amperage within 10% (rated AMPS) total
battery start. gear panel if flap position is less than 20 current load ELECTRICAL SWITCHES
degrees. Protects the system from the generator or the generator Battery Switch BATT - Closes battery and emergency
• If battery limitation is exceeded, a deep cycle including a
capacity check must be accomplished to detect possible BATT TEMP The BATT O’TEMP light will flash and from the system relays powering battery, emergency
cell damage. the optional battery temperature monitor and both main DC buses. Allows
Undervoltage external power to power system. Allows
• If an external power unit is used for start, no battery cycle is gage will indicate 160°F, showing circuit Power Relay
Reverse Current approximately 10 minutes of power to all
counted. integrity.
Overvoltage buses with loss of both generators.
• Use of an external power source with voltage in excess of STICK The ANGLE-OF-ATTACK indicator
Feeder Fault Field Relay OFF - Opens battery and emergency
28 VDC or current in excess of 1000 amps may damage SHAKER will flag and drive to zero. Then the
Fire Switch relays. Isolates battery and external
the starter. indicator flag will pull from view and the
power from all but hot battery bus.
indicator needle will drive to 1.0. As the
AIRCRAFT GENERAL needle passes approximately .75, the
MASTER WARNING SYSTEM EMER - Opens battery relay and closes
stick shaker will be activated for a few The MASTER WARNING Light is triggered by: emergency relay. Allows a minimum of
DEMONSTRATED CROSSWIND WITHOUT 30 minutes power to emergency bus with
seconds. This cycle will be repeated as • Any of the four RED Annunciators
THRUST REVERSERS: loss of both generators.
long as the test switch remains in the
• The demonstrated crosswind velocity of 29 knots stick shaker position. • Dual generator failure
Generator GEN - Activates the GCU; will allow the
(measured at 30 feet above the runway surface) is the • 225 amp current limiter blown with generator loss on same power relay to close
T/REV The thrust reverser indicator and master Switches
velocity of the crosswind component for which adequate side. MASTER WARNING light on opposite side of blown
(OPTIONAL) warning lights illuminate. OFF - Forces the power relay to open.
control of the airplane during takeoff and landing was current limiter illuminates and cannot be reset.
W/S TEMP The W/S AIR O’HEAT light will illuminate Does NOT open the field relay.
actually demonstrated during certification tests. This is
• T/R ARMED or UNLOCK (in flight)
not limiting. if LOW or HIGH is selected on the RESET - Resets the field relay.
windshield bleed air switch. The ICING • When MASTER WARNING light illuminates, it must be
DEMONSTRATED CROSSWIND WITH DETECTED light will illuminate for reset by pilot to extinguish the light. Voltage Select BATT - Reads voltage off of the hot
THRUST REVERSERS: approximately one minute. Switch battery
ENGINE FIRE SWITCH
• Landings with a crosswind component of 25 knots at 30 LH or RH GEN - Spring loaded;
OVER SPEED The audible overspeed warning signal will When the Fire Switch is pushed it:
feet above runway were demonstrated. Adequate control reads generator voltage when the
sound. 1. Closes fuel firewall valve
of the airplane was maintained during and after thrust corresponding power relay is open.
reverser deployment. ANTI SKID Indicates a self-test in the antiskid 2. Arms fire bottles
system. ANTISKID INOP will illuminate EMER BUS ITEMS
• Speed Brakes - RETRACTED PRIOR TO 50 FEET. 3. Opens generator field relay
and remain on three or four seconds 1. COMM 1
after the TEST switch is moved to OFF 4. Closes hydraulic firewall valve
SOLENOID VALVES FAIL SAFE POSITIONS 2. NAV 2 (depicted on C/P HSI)
and then extinguish if the system checks 5. Disarms T/R (if installed)
Motive Flow Shut-Off Valve OPEN operational. If the system does not 3. DG 2 (C14D sent to C/P HSI)
Hydraulic System Bypass Valve OPEN check operational, the light will remain GENERAL 4. Floodlights
Landing Gear Control Valve NEUTRAL illuminated. • Windshield Bleed Air: HIGH RAT < 18°C ANTI-ICE AND DE-ICE SYSTEMS
Flap Control Valve NEUTRAL ANNU All of the annunciator panel lights (except LOW RAT > 18°C
• Maximum NORMAL fuel imbalance: 200 lb. Minimum amount for VFR flight 1.5 Gal
BATT O’TEMP) and the master warning
Speedbrake Control Valve NEUTRAL Minimum amount for known icing (Full) 7 or 8.5 Gal
light will illuminate. The turbine speed • EMERGENCY fuel imbalance: 600 lb.
Speedbrake Safety Valve OPEN indicator will self-test. For example, the When to use surface de-ice Icing detected light
• Speedbrakes must be retracted by 50’ AGL
Thrust Reverser Isolation Valve CLOSED red light will illuminate and the digital illuminated
display will flash “8s”. When both avionic • There is NO speed limitation for speedbrakes
Thrust Reverser Control Valve NEUTRAL Switches that must be ON for Engine Anti-ice
power switches are ON (AC and ON), • Use of thrust reversers on touch-and-go landings is wing inboard panels TKS flow: Surface De-ice
W/S Bleed Air Valve OPEN the altitude alert horn will sound and PROHIBITED When to use engine anti-ice and “HI and ALL or Not-At-All”
Stator Valve (Anti-Ice) OPEN the altitude alert light and autopilot/flight
• RECOMMENDATION: Do not set the parking brake within surface de-ice systems:
director mode selector panel lights will
Nacelle Valve (Anti-ice) OPEN 1 hour after hard braking In the event of a surface or engine Either pump can provide
illuminate. The MASTER WARNING
Emergency Pressurization Valve CLOSED RESET light cannot be reset when the TKS pump failure: sufficient pressure for the
Flow Control Shut-Off Valve OPEN TEST selector is in the ANNU position. system
C I TAT I O N S I I M E M O RY I T E M S A N D L I M I TAT I O N S — F O R T R A I N I N G P U R P O S E S O N LY
CHAPTER 5
MANEUVERS AND PROCEDURES
CONTENTS
Page
STANDARD CALLOUTS (IFR AND VFR)......................................................................... 5-1
AIRWORK MANEUVERS.................................................................................................... 5-4
SERVICING............................................................................................................................ 5-5
LIMITATIONS........................................................................................................................ 5-5
EMERGENCY/ABNORMAL................................................................................................ 5-5
STANDARD OPERATING PROCEDURES......................................................................... 5-7
STALL TRAINING................................................................................................................ 5-9
Approach to Stall Training Requirements....................................................................... 5-9
Approach to Stall - Takeoff Configuration.................................................................... 5-10
Approach to Stall - Enroute Configuration................................................................... 5-11
Approach to Stall - Landing Configuration................................................................... 5-12
Stall Recovery Rationale............................................................................................... 5-13
Simulator Training Guidance........................................................................................ 5-14
FLIGHT PROFILES............................................................................................................. 5-15
General Pilot Information............................................................................................. 5-15
Takeoff—Normal........................................................................................................... 5-16
Takeoff—Rejected......................................................................................................... 5-17
Takeoff—Power Failure at or Above V1........................................................................................... 5-18
Visual Approach and Landing—Normal/Single Engine............................................... 5-19
Visual Approach with Flap Malfunction....................................................................... 5-20
Precision Approach—Normal....................................................................................... 5-21

Circling Approach......................................................................................................... 5-23

Nonprecision Approach—Normal/Single Engine......................................................... 5-24
Missed Approach From Precision Approach................................................................. 5-25
Missed Approach Single Engine................................................................................... 5-25
Steep Turn...................................................................................................................... 5-26
5-ii FOR TRAINING PURPOSES ONLY Revision 0.3

STANDARD CALLOUTS (IFR AND VFR)

TRAINING GROUND SCHOOL SIMULATOR
• Computed N1 set
TAKEOFF • Engine instrument normal
• Annunciator panel light normal
Both airspeed indicators moving off the peg “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
Prior to intercepting as assigned course “Course alive”
APPROACH
State altitude leaving and assigned level-
1,000 feet prior to level off
off altitude
CLIMB AND DESCENT Approaching transition altitude (IFR and VFR) Transition altitude, altimeter reset
1,000 feet above/below assigned altitude State altitude leaving and assigned level-
(IFR) off altitude
FINAL (IFR) At final approach fix “(Fix) altimeters and instruments check” 1
500 feet above minimums “500 feet above minimums”
100 feet above minimums “100 feet above minimums”
Visual reference required by FAR 91,175 (c) is “Runway at (clock position)” or
continuously established2 “Approach lights at (clock position)”
After pilot flying reports “Visual,” pilot not
VREF + airspeeds
flying reverse to instruments and callouts
Sink (rate of descent)
“On,” “Above,” or “Below glide slope,” if
available
At MDA (Missed-approach point) “Minimums”
“Missed-approach point, runway not
in sight,” or “Missed-approach point,
At DH (decision height) runway at (clock position)”, or “Missed-
approach point, approach lights at (clock
position)”
FINAL (VFR)3 500 feet above field elevation “500 above field”
100 feet above field elevation “100 above field”
Notes:
1. Check for appearance of warning flags and gross instrument discrepancies. Captain’s judgment on excessive altimeter error.
2. Care must be exercised to preclude callouts which can influence the pilot flying and result in premature abandonment of instrument
procedures.
3. It is recommended that all aircraft utilize available electronic/visual systems as an aid in maintaining glide slope.

Sample Takeoff Briefing TAKEOFF

“This will be a static (or rolling) takeoff with
flaps at 15° (or 0°). Check takeoff power and call Normal
“speed alive, 70 knots, V1 and rotate.” I will call It is recommended to use the flight director during
for gear up, flaps, and yaw damp. The departure takeoff. Press the TO/GA button on the left or right
is _____. Call abort for any malfunction below 70 throttle, then select the HDG mode. After lining
knots. I will control the aircraft and you extend up on the centerline, press down on the heading
speedbrakes and call tower. Between 70 and V1 knob. Advance power and call “power set.” The
we will only abort if the aircraft is unsafe to fly. copilot should set the final adjustment to takeoff
After V1 we will handle all problems in flight. We power. At V1 move your hand from the throttles
will climb to _____ feet before doing any actions. to the yoke and rotate at VR toward the command
I will fly and talk to ATC, and you can run the bars. With a definite climb, raise the gear; raise
checklist. If I do not respond to you or I do some- flaps no earlier than V2 + 10 kt.
thing dangerous or stupid, assume controls and we
will sort it out later. Any questions or comments?
TAKEOFF THRUST MAXIMUM CONTINUOUS

THRUST
T
EN
M
G
SE
N AL
FI
1,500 FEET
3RD SEGMENT
T
G ND
EN
M
SE 2
T
1S ENT GEAR UP 400 FEET
E GM
S
REFERENCE ZERO
35 FEET
1ST SEG 2ND SEG FINAL SEG

CONFIG CONFIG CONFIG
Speed V2 V2 VENR
Thrust Setting Takeoff Takeoff Max
Thrust Thrust Continuous
Flap Position Takeoff Takeoff UP
Gear Position Down UP UP
Min Climb Grad Positive 3.3% IFR 1.2%

Rejected (Before V1) Approach and Landing

Simultaneously apply brakes, reduce throttles to Ensure proper navigation aids are set for planned
idle and apply rudder pedal pressure for nose- approach. Load the planned approach into the
wheel steering. Extend the speedbrakes and flight management system (FMS) and utilize its
deploy the thrust reversers as needed. Notify the capabilities as desired. Discuss crew actions for
tower and accomplish any other memory items as the approach and any potential missed approach.
needed.
Sample Approach Briefing
Engine Failure (After V1) “We are flying the ______ approach to runway
Control direction, rotate at VR and raise the gear ____. Nav 1 and 2 are set to ____; minimums are
with a positive climb. Use the rudder for direc- set at ____ both sides. V speeds are set at _____.
tional control; a small amount of aileron may be We will use the _____ modes to a DA (or MDA)
needed to keep the wings level. Climb at V2 until of _____. Landing flaps and gear by the FAF. Call
reaching an altitude you determine to be clear 1,000, 500 and 200 feet above minimums. Tell
of obstacles (no lower than 1,500 feet above the me where the runway is; I will call landing or go-
airport). Use minimum safe, minimum enroute, around. In the event of a missed approach, change
or ATC assigned altitudes. Rudder trim and yaw NAV source to FMS after gear up. The missed
damper may be used. After level off acceler- approach is _____ to ____ and hold. If I do not
ate toward 150 kt and raise the flaps no earlier respond to you or I do something dangerous or
than V2 + 10 kt. If further climbs are needed, use stupid, assume controls and we will sort it out
VENR. Retrim rudder and aileron as needed as later. Any questions or comments?”
speed increases.
When nearing approach altitudes, use about
approximately 70% fan if near 200 kt. As you
Normal Climb configure the aircraft, speed will decrease. Plan
Ensure gear and flaps are up, set power as needed to reach the glideslope (GS) intercept or final
and select autopilot (if desired). Monitor pres- approach fix (FAF) with the landing gear down,
surization and fuel. Climb at approximately 220 flaps set, and speed set. If flying a straight-in two-
KIAS at sea level, decreasing at a rate of one engine approach, plan to have flaps set at 40°
knot per thousand feet of altitude until the desired by the FAF; this permits a stabilized approach
cruise level is attained. Complete appropriate throughout final. If flying a one-engine approach,
checks (refer to the AFM). use flaps 15° on final. When landing is assured,
select flaps 40°. If circling to land, plan to fly the
approach with flaps 15° until you decide landing
Cruise is assured; then select 40°.
Adjust throttles as needed to prevent aircraft
overspeed. Reset pressurization for destination. Plan to arrive over the threshold at VREF for the
Complete appropriate checks. flap setting desired at 50 feet above the runway
with the yaw damper off. Idle power can then be
selected. Following a normal flare and touch-
Descent down, lower the nose and apply toe brakes, speed
brakes and thrust reversers as appropriate. When
Monitor the windshield for icing when descend-
clear of the runway, accomplish the after landing
ing into humid conditions. Begin arrival/approach
checks.
tasks. Complete appropriate checks.
After Landing
If flying as a crew, the checks may be performed
while taxiing. If flying single pilot, complete all
checks before taxiing.

AIRWORK MANEUVERS Landing

Set power to 40-50% and configure gear down
STEEP TURNS and flaps to 40º. At the first indication of a stall,
apply maximum power, reduce pitch attitude and
Steep turns are flown at 45° of bank and 200 select flaps 15º. As speed increases, increase pitch
knots. FAA directives prohibit a second pilot to stop the descent, then raise the gear. Raise the
from aiding the flying pilot in any manner except flaps as speed increases past VREF + 10, return to
in the performance of normal copilot duties the starting altitude and retrim; reduce power.
(no verbal or physical help). Establish a base
heading and altitude. Maintain the altitude during
the maneuver and use the base heading for the UNUSUAL ATTITUDE
turn reversal and final roll out. Use of the flight RECOVERIES
director, elevator trim, and yaw damper is an
option for the pilot. Unusual attitudes do not have to be severe to be
unusual; they are simply not what you expected.
A pitch attitude of about 2.5° should hold level Recognize the attitude by looking at all attitude
flight in the turns. A small power increase will be indicators. Confirm by reference to airspeed,
needed to maintain 200 kt. Lead the heading by altitude, and heading changes. Use the best instru-
10º for reversing the turn and final rollout. ment available to control the recovery. Return to
wings-level, level flight before chasing command
bars. Do not put yourself into a second unusual
APPROACH TO STALLS attitude with rapid control inputs.
Full stalls are not permitted. Initiate recovery at
the first indication of an impending stall. Main- Nose High
tain altitude during the approach to stall. If wings If needed, add power to preserve airspeed. Do not
level, maintain heading. If in a turn, use 15–30° push the nose down. Relax any back pressure you
bank. Trim as needed until nearing 0.6 AOA or may be applying. Consider using some bank to
VREF for current flaps. When initiating recovery, help lower the nose.
use takeoff power and level the wings. Return
to the starting altitude as soon as performance
allows. The goal is minimum altitude loss. Nose Low
If needed, reduce power and/or use speedbrakes
Clean to control airspeed. Roll to an upright attitude and
add back pressure to stop descent.
Set power to idle, use speed brakes to assist speed
reduction and silence gear horn as desired. At the
first indication of a stall, apply maximum power, MISCELLANEOUS
reduce pitch attitude and level the wings. As
speed increases, return to the starting altitude and Takeoff and Landing
retrim; reduce power.
For takeoff, lineup as close to the end of the
runway as possible and perform a static runup to
Takeoff takeoff power. Ensure strict adherence to V1 and
VR speeds.
Set power to idle, flaps to 15º and silence the gear
horn as desired. Establish a 15º–30º bank and
at the first indication of a stall, apply maximum
power, reduce pitch attitude and roll wings level.
As speed increases, raise the flaps at VREF + 10,
return to the starting altitude and retrim; reduce
power.

For landing, ensure airspeed is at VREF at 50

feet over the threshold. Do not float the flare. As
EMERGENCY/
soon as the main tires are on the ground, lower ABNORMAL
the nose. When the nose wheel is firmly on the
ground, extend speedbrakes and thrust reversers. For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
Touch-and-Go Landings
If doing touch-and-go landings, select HIGH
position with the ground idle switch. Consider
using only 15° flaps on those landings; no need
to change flaps on roll. If using 40° flaps for the
landings, hold the nose wheel on the runway
while the other pilot sets the flaps to 15°. If power
is added before the flaps are reset, airspeed will
be higher than normal at liftoff.
Adverse Runway Conditions

Ensure the proper performance charts are used
when taking off or landing on runways with
adverse conditions. If the chart does not cover
your particular situation, strongly consider not
taking off or landing. Hydroplaning occurs at
9.0 times the square root of the tire pressure for
a water-covered runway. Approximate speeds
equate to 85–90 kt.
If landing or taxiing on slush, inspect drains, con-

trol surfaces, and wheels after shutdown.
Cold Weather
Comply with the cold weather operations out-
lined in the AFM, Section 3.
SERVICING
Comply with fluid requirements outlined in the
AFM, Section 2.
LIMITATIONS
For specific information on limitations, refer to
the FAA-approved Aircraft Flight Manual.

STANDARD OPERATING 9. Prior to crossing or taxiing onto any runway,

verbally confirm ATC clearance with other
PROCEDURES crewmembers and visually scan the runway
and approach area. The crew will confirm, per
ATC clearance, that they are taxiing onto the
INTRODUCTION current takeoff runway.
Training in the use of Standard Operating
Procedures (SOPs) for Taxiing and Runway NOTE
Operations is designed to reduce potential for
runway incursions by emphasizing situational ATC Procedures no longer allow for
awareness during low visibility surface clearance to a runway without spe-
operations. The following procedures will be cific hold short instructions for any
used as applicable to the operation. runways to be crossed en route. It is
recommended that crews write down
1. Conduct a pre-taxi/departure briefing complex taxi clearances, as they do for
that includes the expected taxi route and IFR clearances, to ensure accuracy and
restrictions. Study the airport layout and avoid a potential mishap.
identify critical areas.
2. Monitor the frequency when initial taxi 10. Read back all clearances/instructions to enter
clearance is called for to ensure that the taxi a specific runway, hold short of a runway,
clearance is heard. and taxi into the “line up and wait” position,
including the runway designator.
3. After taxi clearance has been received,
determine the runway assigned, any
restrictions, and the taxi route. If in doubt NOTE
or not in agreement, seek clarification from
ATC. Do not merely acknowledge the fore-
going instruction/clearances by using
4. Observe “sterile cockpit,” especially while your call sign and saying “Roger” or
taxiing. “Wilco.” Instead, read back the entire
5. Have the airport diagram(s) out, available, instruction/clearance including the run-
and in use, to include any low visibility taxi way designator.
routes depicted. As appropriate, cross check
the horizontal situation indicator (HSI), 11. When entering a runway after being cleared
airport diagram, and airport signage to for takeoff, or when taxiing into the “line up
confirm aircraft position while taxiing. and wait” position, make your aircraft more
6. Fixed navigation lights (red, green, and white) conspicuous to aircraft on final behind you
must be on during night operations. and to ATC by turning on lights (except
landing lights) that highlight your aircraft’s
7. Pilots will monitor the appropriate tower silhouette.
frequency when anticipating a clearance to
cross or taxi onto an active runway. 12. Be especially vigilant when instructed to
taxi into the “line up and wait” position,
8. When approaching an entrance to an active particularly at night or during periods of
runway, pilot will ensure compliance reduced visibility. Scan the full length of the
with hold short or crossing clearance runway and scan for aircraft on final approach
by discontinuing non-monitoring tasks when taxiing onto a runway either at the end
(e.g., Flight Management System (FMS) of the runway or at an intersection. Contact
programming, Airborne Communications ATC anytime you have a concern about a
Addressing and Reporting System (ACARS), potential conflict.
company radio calls, etc.).

a. In instances where you have been 13. To signal intent to aircraft down field, turn on
instructed to taxi into the “lineup and landing lights when cleared for takeoff.
wait” position, and have been advised
14. As part of the approach briefing/checklist,
of a reason/condition (wake turbulence,
review the airport diagram and anticipated
traffic on an intersection runway, etc.)
taxi route.
or the reason/condition is clearly visible
(another aircraft that has landed on or is
taking off on the same runway), and the CAUTION
reason/condition is satisfied, you should
expect an imminent takeoff clearance, A potential pitfall of pre-taxi and pre-
unless advised of a delay. landing is setting expectations and
then receiving different instructions
b. If landing traffic is a factor, the tower from ATC. Pilots need to follow the
is required to inform you of the closest clearance or instructions that are actu-
traffic that is cleared to land, touch- ally received, and not the ones the they
and-go, stop-and-go, or unrestricted expected to receive.
low approach on the same runway when
clearing you to taxi into the “line up
and wait” position. Take care to note the WINDSHEAR
position of that traffic and be especially
aware of the elapsed time from the “line The best windshear procedure is avoidance. Rec-
up and wait” clearance while waiting for ognize the indications of potential windshear and
the takeoff clearance. then: AVOID
c. ATC should advise of any delay in
receiving takeoff clearance (e.g., “expect MICROBURST
delay for wake turbulence”) while lined
Microburst are small scale intense downdrafts
up in position. If a takeoff clearance is not
that spread outward in all directions from the
received within a reasonable time after
down-draft center as it nears the surface. This can
clearance to “Line up and wait,” contact
result in both vertical and horizontal windshears
ATC. Suggested phraseology: (call sign)
that can be extremely hazardous, especially at low
holding in position (runway designator
altitudes. The aircarft may encounter a headwind
or intersection). For example, “Aircraft
with increasing performance (climb/increased
N4234 holding in position runway 24L,”
airspeed), followed by a downdraft and tailwind,
or “Aircraft 4N234 holding in position
which decreases performance (descent and low
runway 24L at Bravo.”
airspeeds) to the point that terrain impact can
occur.
NOTE
FAA analysis of accidents/incidents
Acceptable Performance Guidelines:
involving aircraft holding in position
• Understand that avoidance is primary
indicate that TWO MINUTES or more
elapsed between the time instruction • Ability to recognize potential windshear
was issued to “line up and wait” and situations
the resulting event (e.g., landover or • Ability to fly the aircraft to obtain optimum
go-around). Pilots should consider the performance
length of time they have been holding
in position whenever they HAVE NOT
been advised of any expected delay
to determine when it’s appropriate to
query the controller.

STALL TRAINING TRAINING SCENARIOS
APPROACH TO STALL 1. Enroute (Clean) Configuration Stall

TRAINING REQUIREMENTS A. High Altitude
Approach to stalls shall be done with and without • Conducted within 5000 ft of the
the autopilot, in both VMC and actual or simulated operations ceiling for the aircraft
IMC conditions, with and without a bank, and in B. Manual Flight Conditions
realistic scenarios at different altitudes. Only the
client’s ability to recognize and properly recover • Autopilot disengaged
from an impending stall should be evaluated. C. Automated Flight Conditions
It should be noted that smooth aircraft control on • Autopilot engaged
the entry should be maintained as an evaluation 1. Takeoff Configuration Stall
of the client’s general aircraft handling.
A. If there are multiple take off flap set-
It should also be noted that stall training should tings for the aircraft, stalls training
be conducted in a variety of different aircraft should include different flap settings
configurations and under a number of different B. Aircraft bank
flight scenarios.
• 15 to 30 degrees of bank
Stall recovery procedures are based on aircraft
configuration; the recovery profiles in this training 2. Landing Configuration Stall
package include: A. Aircraft descent
• Enroute (Clean) Configuration Stall
• Takeoff Configuration Stall DEMONSTRATION SCENARIOS
• Landing Configuration Stall 1. AOA Reduction Recovery Demonstration
In order to best prepare pilots for inadvertent stall A. Demonstration of stall recovery using
events during normal operations, the training of AOA reduction only, without use of
these configuration stalls should be conducted as power.
maneuvers training and scenario based training.
CHECKING / TESTING
REQUIREMENTS
As outlined in the PTS and/or FSB Report
1. Enroute (Clean) Configuration Stall

2. Takeoff Configuration Stall
3. Landing Configuration Stall

TRAINING SET UP FOR MANEUVER APPROACH AND RECOVERY COMPLETION OF MANEUVER
1. MINIMUM ALTITUDE - AS REQUIRED STICK SHAKER (IF INSTALLED), 1. RETURN AIRCRAFT TO DESIRED
2. ENGINE SYNC - OFF (IF APPLICABLE) AERODYNAMIC BUFFET, AND/OR FLIGHTPATH
3. IGNITION - ON (IF APPLICABLE) ROLL-OFF, WHICHEVER OCCURS FIRST
4. THRUST - IDLE
5. FLAPS - TAKEOFF AND APPROACH 1. AUTO PILOT - DISCONNECT
6. AUTOPILOT AND FD - AS REQUIRED 2. PITCH ATTITUDE - REDUCE
7. INITIATE BANK 15º - 30º 3. ROLL ATTITUDE - LEVEL
4. THROTTLES - MAXIMUM THRUST
5. SPEEDBRAKES - 0% / RETRACT
6. AIRSPEED - INCREASE
7. VAPP + 10 - FLAPS 0°
AT
STALL INDICATION
Training execution:
1. The instructor sets up the stall scenario.

2. The entry altitude should be consistent with the expected operational environment for the stall
configuration.
3. For training and evaluation, the maneuvers may be accomplished with the autopilot on or off as
directed by the instructor.
4. The standard is based on the demonstration of smooth, positive control during entry, approach to
stall, and recovery.
The aim of these stall profiles is to familiarize the pilot with the stall characteristics and to train recognition
and recovery procedures in accordance with the ATP Practical Test Standards in flight simulator training
only. These stall profiles are not intended for maintenance test flights or aircraft training.
Approach to Stall - Takeoff Configuration

2. IGNITION - ON (IF APPLICABLE) AERODYNAMIC BUFFET, AND/OR FLIGHTPATH
3. ENGINE SYNC - OFF (IF APPLICABLE) ROLL-OFF, WHICHEVER OCCURS FIRST
4. THRUST - IDLE
5. AUTOPILOT AND FD - AS REQUIRED 1. AUTOPILOT - DISCONNECT
2. PITCH ATTITUDE - REDUCE
3. ROLL ATTITUDE - LEVEL
4. THROTTLES - MAXIMUM THRUST
5. SPEEDBRAKES - 0% / RETRACT
AT AT OR ABOVE
STALL INDICATION VREF
Training execution:
1 The instructor sets up the stall scenario.

configuration.
Approach to Stall - Enroute Configuration

2. ENGINE SYNC - OFF (IF APPLICABLE) AERODYNAMIC BUFFET, AND/OR FLIGHTPATH
3. IGNITION - ON (IF APPLICABLE) ROLL-OFF, WHICHEVER OCCURS FIRST
4. SET VAPP & VREF
5. THRUST - 40-50% N1 1. AUTO PILOT - DISCONNECT
6. FLAPS - TAKEOFF & APPROACH 2. PITCH ATTITUDE - REDUCE
7. GEAR - DOWN 3. ROLL ATTITUDE - LEVEL
8. FLAPS - LAND 4. THROTTLES - MAXIMUM THRUST
9. AUTOPILOT AND FD - AS REQUIRED 5. SPEEDBRAKES - 0% / RETRACT
6. FLAPS - TAKEOFF & APPROACH
8. POSITIVE RATE - GEAR UP
9. VAPP + 10 - FLAPS 0°
AT
STALL INDICATION
Training execution:
1 The instructor sets up the stall scenario.

configuration.
Approach to Stall - Landing Configuration

STALL RECOVERY RATIONALE
Autopilot..................................................................................................................... Disconnect
Rationale
While maintaining the attitude of the airplane, disconnect the autopilot. Ensure the pitch
attitude does not increase when disconnecting the autopilot. This may be very important in
out-of-trim situations. Manual control is essential to recovery in all situations. Leaving the
autopilot connected may result in inadvertent changes or adjustments that may not be easily
recognized or appropriate, especially during high workload situations.
Nose down pitch control................................................ Apply until stall warning is eliminated
Nose down pitch trim..................................................................................................As Needed
Rationale
Reducing the angle of attack is crucial for recovery. This will also address autopilot-induced
excessive nose up trim.
If the control column does not provide sufficient response, pitch trim may be necessary. How-
ever, excessive use of pitch trim may aggravate the condition, or may result in loss of control
or high structural loads.
Bank..........................................................................................................................Wings Level
Rationale
This orients the lift vector for recovery.
Power...........................................................................................................................As Needed
Rationale
During a stall recovery, maximum power is not always needed. A stall can occur at high power
or at idle power. Therefore, the power is to be adjusted accordingly during the recovery. For
airplanes with engines mounted above the wings, thrust application creates a helpful pitch-
down tendency.
Return to the desired flightpath
Rationale
Apply gentle action for recovery to avoid secondary stalls then return to desired flightpath.

SIMULATOR TRAINING GUIDANCE

Initial Training Course Recurrent Training Course
For the CE-500 Series Pilot Initial Training For the CE-500 Series Pilot Recurrent Training
Course, the scenarios will be incorporated into Course, the scenarios will be incorporated into
the simulator lesson plans as follows: the simulator lesson plans as follows:
Simulator Session #1 Simulator Session #1

1. Stall Prevention Briefing 1. AOA Reduction Recovery Demonstration
2. AOA Reduction Recovery Demonstration 2. Enroute (Clean) Configuration Stall
3. Enroute (Clean) Configuration Stall A. Autopilot as required
A. Autopilot as required 3. Takeoff Configuration Stall
B. IMC Conditions 4. Landing Configuration Stall
C. Low Altitude (Approx 5000’AGL)
4. Takeoff Configuration Stall Simulator Session #2
5. Landing Configuration Stall 1. Enroute (Clean) Configuration Stall
A. High Altitude
Simulator Session #3 B. Automated Flight Conditions
OPTIONAL

A. High Altitude
B. Automated Flight Conditions
C. VMC Conditions
Simulator Session #5
OPTIONAL
Using different aircraft conditions, weights and

CG loading than trained in previous sessions:

2. Takeoff Configuration Stall
3. Landing Configuration Stall

FLIGHT PROFILES
GENERAL PILOT INFORMATION
This appendix contains a description of most of the maneuvers that are likely to be encountered in training,
and in most line flying operations. There is always more than one way to fly any airplane; however, these
procedures have evolved from many Citation flying hours. They have been proven safe, expedient, and
readily manageable and are recommended by the manufacturer. Procedures outlined are consistent with
the Airplane Flight Manual (AFM). If a conflict should develop between these procedures and the AFM,
the AFM procedures must be followed.
The following flight profiles are provided to show typically normal and some emergency operating
procedures. They are designed to be used only as a general guide for ground training purposes. Actual
in-flight procedures may differ due to airplane configuration, weather, traffic, ATC instructions, etc.

AFTER TAKEOFF
1. AT A PREDETERMINED ALTITUDE CONSIDERING
TERRAIN AND AT A MINIMUM AIRSPEED OF
V2 + 10 KT—RETRACT FLAPS
2. ACCELERATE TO NORMAL CLIMB SPEED AND
COMPLETE THE AFTER TAKEOFF/CLIMB CHECKLIST
ROTATE
GEAR UP
1. VR—SMOOTHLY ROTATE
TO 10° NOSE UP ATTITUDE 1. POSITIVE RATE OF
CLIMB—GEAR UP
BEFORE TAKEOFF
1. CHECKLIST COMPLETE
2. TAKEOFF BRIEFING
Takeoff—Normal

EVALUATE SITUATION
1. I.E.—CLEAR RUNWAY
OR
EMERGENCY EVACUATION
ABORT DECISION
1. CALL "ABORT"
2. BRAKES—AS REQUIRED
3. THROTTLES—IDLE
4. SPEEDBRAKES—EXTEND
5. THRUST REVERSERS—DEPLOY
ON UNAFFECTED ENGINE
BRAKE RELEASE
1. SET TAKEOFF N1
2. RELEASE BRAKES
BEFORE TAKEOFF
1. TAKEOFF BRIEFING
2. CHECKLIST—COMPLETE
If an abnormal situation, annunciator light, system failure, etc., occurs during the takeoff roll, the copilot
notifies the pilot-in-command, who makes the final decision to take off or abort.
If the decision is made to abort the takeoff prior to reaching V1, the following procedure from the checklist
should be used:
1. Brakes................................................... AS REQUIRED
2. Throttles................................................ IDLE
3. Speedbrakes.......................................... EXTENDED
4. Thrust Reversers................................... DEPLOY ON UNAFFECTED ENGINE
Deploy the thrust reversers (if applicable) until the aircraft has slowed to normal taxi speed. The computed
takeoff field lengths assume that the pilot has maximum effort applied to the brakes at the scheduled V1
speed during the aborted takeoff.
Takeoff—Rejected

AFTER FLAPS UP
1. ACCELERATE TO VENR
2. CLIMB TO, OR MAINTAIN, 1,500' AGL (MIN), OR
AS REQUIRED FOR OBSTACLE CLEARANCE
3. COMPLETE AFTER TAKEOFF, CLIMB, AND
ENGINE-FAILURE CHECKLISTS
GEAR UP
1. POSITIVE RATE CLIMB—
GEAR UP
ROTATE
1. VR—ROTATE TO 7° (CI AND CII)
AFTER TAKEOFF
OR 10° (SII, BRAVO, V, ULTRA,
ENCORE, ENCORE +) 1. V2 UNTIL 400' AGL (CI, CII, SII,
NOSE UP ATTITUDE BRAVO) OR 1,500' AGL (V, ULTRA,
ENCORE, ENCORE +) AND CLEAR
OF OBSTACLES
2. ACCELERATE TO V2 + 10 KT
3. RETRACT THE FLAPS
ENGINE FAILURE
1. LOSS OF ENGINE AT
OR ABOVE V1
BEFORE TAKEOFF
1. CHECKLIST COMPLETE
2. TAKEOFF BRIEFING
Takeoff—Power Failure at or Above V1

FINAL APPROACH
1. FLAPS—LAND **
2. AIRSPEED—AS DESIRED **
PATTERN ENTRY
1. 1,500' AGL
2. 150 KIAS
3. FLAPS—TAKEOFF
AND APPROACH
ABEAM NUMBERS
1. GEAR—DOWN *
NOTE:
IN GUSTY WIND CONDITIONS, INCREASE VREF BY
1/2 OF THE GUST FACTOR IN EXCESS OF 5 KT
BASE LEG
IF BEING RADAR-VECTORED TO A VISUAL APPROACH, LOWER THE GEAR 1. BEGIN DESCENT
*
ON BASE LEG, OR NO LATER THAN THREE MILES FROM THE THRESHOLD 2. AIRSPEED MINIMUM—MINIMUM
ON A STRAIGHT-IN APPROACH MANEUVERING SPEED
3. BEFORE LANDING CHECKLIST—
COMPLETED
TWO ENGINES—VREF (MINIMUM) AFTER FLAPS SET TO LAND
**
SINGLE ENGINE—VAPP (MINIMUM) WITH FLAPS AT APPROACH
UNTIL LANDING IS ASSURED, THEN FLAPS TO LAND
Visual Approach and Landing—Normal/Single Engine

FINAL APPROACH
1. 500 FPM SINK RATE AIMING FOR
END OF RUNWAY
2. SPEED—ADJUSTED VREF + 10 KT
(MAX)
3. REDUCE SPEED TO ADJUSTED VREF
PRIOR TO CROSSING THRESHOLD
PATTERN ENTRY
1. 1,500' AGL
2. SET BUG TO ADJUSTED VREF
FOR A NO-FLAP LANDING
3. FLY AT THE ADJUSTED
VREF +10 KT (MIN)
ABEAM NUMBERS
1. GEAR—DOWN
2. FLAPS INOPERATIVE APPROACH AND
LANDING CHECKLIST—COMPLETE
BASE LEG
1. START DESCENT—300 - 500 FPM
2. MAXIMUM BANK ANGLE—30°
3. MINIMUM SPEED—ADJUSTED VREF + 10 KT
Visual Approach with Flap Malfunction

ABEAM FAF
PROCEDURE TURN OUTBOUND
DOWNWIND ON VECTORS
OR OUTSIDE IAF 1. BEFORE LANDING CHECKLIST—
INITIATE
1. DESCENT CHECK—COMPLETE 2. FLAPS—APPROACH
2. AIRSPEED—150 KIAS 3. AIRSPEED (MANEUVERING)—
VAPP + 10 KT (MINIMUM)
GLIDESLOPE CAPTURE
1. GEAR—DOWN *
2. FLAPS—LAND **
MISSED APPROACH COMPLETE
1. REFER TO MISSED APPROACH
BOTH ENGINES
OR
ONE ENGINE
LANDING ASSURED
1. FLAPS—LAND
2. AIRSPEED—VREF CROSSING
THRESHOLD
NOTE:
IN GUSTY WIND CONDITIONS INCREASE VREF BY 1/2 OF THE
GUST FACTOR IN EXCESS OF 5 KT
TWO ENGINES—ONE DOT PRIOR TO GLIDESLOPE CAPTURE;

*
ONE ENGINE—AT GLIDESLOPE CAPTURE
TWO ENGINES—VREF (MINIMUM) AFTER FLAPS SET TO LAND;

**
SINGLE ENGINE—VAPP (MINIMUM) WITH FLAPS AT APPROACH
UNTIL LANDING IS ASSURED, THEN FLAPS TO LAND
NOTE:
THE PILOT WILL MAINTAIN THE DESIRED AIRSPEED ± 5 KT, NOT
TO BE LESS THAN VREF (TWO ENGINES) OR VAPP (SINGLE ENGINE)
UNTIL LANDING IS ASSURED
Precision Approach—Normal

CIRCLING APPROACH
A circling approach may follow any authorized instrument approach. Although the Citation 500 Series
aircraft are in approach category B, category C minimums are used during the circling approach due to
the higher maneuvering airspeeds. A normal instrument approach is flown until visual contact with the
runway environment is made at the MDA published for the particular circling approach. With the airport
in sight, the approach becomes a visual reference approach with a continued cross-check of the flight
instruments. At this point, configuration and speeds will be the same as for a normal visual approach.
Leaving the final approach fix, maintain minimum maneuvering speed with the flaps at takeoff and
approach and the landing gear down. Reduce the power to provide a 1,000 foot-per-minute rate of
descent. When approaching MDA, power should be added to maintain airspeed while leveling off, thereby
reducing the rate of descent and ensuring that the aircraft does not go below MDA. There are many
recommended circling procedures once the airport is in sight. Any procedure is acceptable, provided the
following criteria are met:
1. An identifiable part of the airport is always in sight.

2. A safe and controllable airspeed is maintained.
3. MDA is maintained until the aircraft is in position to perform a normal descent to a landing on the
landing runway without excessive maneuvering.

PRIOR TO IAF, RADAR VECTOR

OR FULL PROCEDURE
1. DESCENT CHECKLIST—COMPLETE
2. AIRSPEED—150 KIAS
MANEUVER TO FINAL
1. BEFORE LANDING
AT DECISION POINT CHECKLIST—INITIATE
2. FLAPS—TAKEOFF AND
1. CONDITION (1) APPROACH
CIRCLE TO LAND 3. AIRSPEED (MIN)—MINIMUM
FLAPS—TAKEOFF AND MANEUVER SPEED
APPROACH
SPEED—MINIMUM
MANEUVER SPEED
MAX BANK—30°
2. CONDITION (2)
MISSED APPROACH AT THE FINAL FIX
1. GEAR—DOWN
2. SPEED—MINIMUM MANEUVER SPEED
90°
LINED UP WITH RUNWAY

1. SPEED—VREF + GUST *
2. INSURE LANDING CHECKLIST COMPLETE
1 TO 2 MI MAX
IN GUSTY CONDITIONS, INCREASE VREF

*
BY ½ OF THE GUST FACTOR IN EXCESS
OF 5 KT.
TURN TO FINAL
1. FLAPS—LANDING
2. SPEED—VREF + 10 KT (MIN)
3. MAX BANK—30°
Circling Approach

PROCEDURE TURN
OUTBOUND (ABEAM FAF)
OUTSIDE IAF INITIATE
(DOWNWIND ON VECTORS) 2. FLAPS—APPROACH
1. DESCENT CHECKLIST—COMPLETE 3. AIRSPEED (MANEUVERING)—
2. AIRSPEED—150 KIAS VAPP + 10 KT (MINIMUM)
AT THE FINAL FIX

1. GEAR—DOWN *
COMPLETE
MISSED APPROACH
BOTH ENGINES
OR
ONE ENGINE
MINIMUMS
LANDING ASSURED
1. FLAPS—LAND
2. AIRSPEED—VREF
CROSSING THRESHOLD
NOTE:
IN GUSTY WIND CONDITIONS, INCREASE VREF BY 1/2 OF THE GUST FACTOR
IN EXCESS OF 5 KT
FOR CIRCLING APPROACHES, MAINTAIN MINIMUM MANEUVERING SPEED

CONSISTENT WITH FLAP POSITION. TURN FINAL, SELECT FLAPS TO LAND,
AND REDUCE TO VREF SPEED WHEN LANDING IS ASSURED
* ENSURE GEAR IS DOWN AND LOCKED BY FAF
** VREF + 10 KT (I AND II) OR VREF + 5 KT MINIMUM

(SII, V, ULTRA, BRAVO, AND ENCORE) WITH
FLAPS SET TO APPROACH
NOTE:
THE PILOT WILL MAINTAIN THE DESIRED AIRSPEED ± 5 KT,
NOT TO BE LESS THAN VREF + 10 KT (I AND II) OR
VREF + 5 KT (SII, V, ULTRA, BRAVO, AND ENCORE)
UNTIL LANDING IS ASSURED
Nonprecision Approach—Normal/Single Engine

MAXIMUM THRUST NORMAL CLIMB THRUST
NORMAL CLIMB SPEED

SAFE ALTITUDE 1. COMPLETE AFTER
DECISION POINT CONSIDERING TERRAIN TAKEOFF CHECKLIST
SIMULTANEOUSLY: 1. VREF +10 KT
1. APPLY TAKEOFF POWER 2. FLAPS—UP
2. ROTATE 10° NOSE UP
3. CHECK/SET FLAPS TO
TAKEOFF & APPROACH
POSITIVE RATE
1. GEAR—UP
"GO-AROUND"
AIRPORT
Missed Approach From Precision Approach
MAXIMUM THRUST MAXIMUM CONTINUOUS
SAFE ALTITUDE
CONSIDERING TERRAIN CLIMBING
1. AT 400' AGL (MINIMUM) AND CLEAR 1. SINGLE-ENGINE GO-AROUND
DECISION POINT OF OBSTACLES, RETRACT FLAPS CHECKLIST
2. ACCELERATE TO VENR 2. AFTER TAKEOFF/CLIMB
SIMULTANEOUSLY: CHECKLIST
3. POWER—MAX CONTINUOUS (TO
1. APPLY TAKEOFF POWER
CONTINUE CLIMB) OR AS REQUIRED
2. ROTATE TO RECOMMENDED
(TO MAINTAIN ALTITUDE)
SINGLE-ENGINE GO-AROUND
NOSE-UP ATTITUDE (PER AFM)
3. CHECK/SET FLAPS TO POSITIVE RATE
TAKEOFF AND APPROACH 1. GEAR—UP
2. VREF + 10 KT
400' AGL (MIN)

"GO-AROUND"
AIRPORT
Missed Approach Single Engine

ENTRY
1. ROLL INTO 45° OF BANK
2. MAINTAIN ALTITUDE
3. INCREASE THRUST PASSING THROUGH
30° BANK (APPROX. 2% N1)
EXIT
1. INITIATE ROLL-OUT 10° PRIOR
TO DESIRED HEADING
BEFORE ENTRY
1. SET POWER FOR 200 KIAS
(Approximately 75% N1)
Steep Turn

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

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.

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 Textron Aviation Training training gies to prevent a loss of SA, markers that may
experience. Throughout your training event, indicate a loss of SA, and a strategy to recover
your instructor will p rovide general CRM your SA if it is lost.
guidance as well as identify CRM issues, phi-
losophies, and techniques that are specif ic The problem with losing situational awareness
to the aircraft you fly. To a ssist with this, the is that often one is not aware that SA has been
FlightSafety Textron Aviation Training CRM lost. The markers, or “red flags,” listed in Fig-
model has been incorporated into this training ure 6-1 are clues that you may be losing SA.
guide. The model can be used as a guide or a If you notice one or more of the markers are
refresher on how to incorporate CRM prin- present, you should take steps to ensure that
ciples into your day-to-day line operations. This your SA is as good as you think it is. The U.S.
model is not intended to replace a formalized National Transportation Safety Board (NTSB)
course of CRM instruction, and attendance at a has found that accidents are accompanied by
CRM-specific course is highly recommended. a minimum of four loss of SA markers, often
without the crew being aware that SA was lost.
Training yourself to notice these markers is
SITUATIONAL time well spent.
AWARENESS If situational awareness is lost, it will take time

to recover it. Of the steps listed for recovery of
Situation awareness is a fundamental CRM SA, none is so important as to ensure the safety
concept. Often described as “knowing what’s of the aircraft. In flight, this means making sure
going on around you,” the loss of situational that the aircraft is at or above the minimum safe
awareness is often identified as a causal factor altitude. If SA is lost during ground operations,
in an incident or accident. Collective situational the crew should ensure that they are clear of
awareness is a measurement of the total situ- runways and endeavor to set the parking brake.
ational awareness among all m embers involved
in the operation. Open, timely, and accurate Maintaining situational awareness requires
communication is required to maintain a high a constant state of vigilance. Complacency
level of collective situational awareness. has often been the precursor to a loss of situ-
ational awareness.

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

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

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).

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.

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 action.
• Review: Is the plan working as expected?

THE HUMAN FACTORS: RESOURCE MANAGEMENT

ASSESSMENT CARD
The Human Factors: Resource Management Assessment card is meant to aid the human factors
training at FlightSafety Textron Aviation Training (Figure 6-5).
1SJWBUF$POGJEFOUJBM5PCFTISFEEFECZ'MJHIU4BGFUZBGUFSVTF
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
CHAPTER 7
HANDOUTS
CONTENTS
Page
FLIGHT PLANNING............................................................................................................. 7-1
Performance Trip Map—Eagle, Colorado to Columbus, Mississippi............................. 7-1
KEGE Airport Diagram.................................................................................................. 7-2
KEGE Airport Departure................................................................................................ 7-3
KGTR Airport Diagram.................................................................................................. 7-4
Takeoff Performance........................................................................................................ 7-5
Landing Performance...................................................................................................... 7-6
Weight and Balance Computation Form......................................................................... 7-7
Center of Gravity Limits................................................................................................. 7-8
Crew and Passenger Compartments................................................................................ 7-9
Baggage and Cabinet Compartments............................................................................ 7-10
Fuel Loading Weight and Moment Tables..................................................................... 7-11
CE-500 SERIES DIFFERENCES........................................................................................ 7-13
ANTI-ICE AND AUTOPILOT CHECKLIST...................................................................... 7-17
ICCEY CHECK.................................................................................................................... 7-18
FFFAASSTT CHECK........................................................................................................... 7-18

FLIGHT PLANNING
PERFORMANCE TRIP MAP
EAGLE, COLORADO TO COLUMBUS, MISSISSIPPI
Route of flight:
KEGE.GYPSM5.RLG.HGO.GCK.PER.TUL.FSM.LIT.KGTR
FL 370
Airport Weather:
KEGE 171353Z 25010KT 2SM OVC020 00/M02 A2969
KGTR 171352Z 15010KT 6SM RA OVC015 13/09 A3033

KEGE AIRPORT DIAGRAM
REDUCED FOR ILLUSTRATIVE PURPOSES ONLY

Reproduced with permission of Jeppesen Sanderson, Inc. NOT FOR NAVIGATIONAL USE © Jeppesen Sanderson, Inc. 2015

KEGE AIRPORT DEPARTURE


KGTR AIRPORT DIAGRAM


TAKEOFF PERFORMANCE
Runway Analysis AFM DATA
What is the other than standard climb

gradient for RWY 25 at KEGE?
What is the Maximum Take Off Weight in

Pounds Permitted by Climb Requirements at
KEGE?
WEIGHT AND BALANCE
Compute ZFW:
Computer 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:
Minimum Take Off Field Length:
Rate-of-Climb at V2 required to ensure IFR

Obstacle Clearance Requirements are met:

LANDING PERFORMANCE
Runway Analysis AFM DATA
EMERGENCY RETURN
Emergency Return Speeds
Landing Distance for Emergency Return
ENROUTE
At 37,000’ ISA + 0, what is your true air

speed at ???? 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:

WEIGHT AND BALANCE COMPUTATION FORM
2 Calculate Payload Weight and Moment
Item Weight MOM/100
Basic Empty Weight

or
Basic Operating Weight
+ Payload
Zero Fuel Weight *
ZFW MOM
1 Calculate Payload Weight and Moment
Zero Fuel Weight
= ZFW CG
Item Arm Weight MOM/100
Pilot 131.0 3 Calculate Fuel Load and Ramp Weight

Copilot 131.0
Item Weight 4
Seat 3 Calculate
Zero Fuel Weight * Takeoff Fuel
Seat 4 Total Fuel
+ Flight Fuel
Seat 5
+ Reserve Fuel
– Taxi Fuel
Seat 6
Ramp Weight
Seat 7 Takeoff Fuel
Seat 8
Toilet 325.0 5 Calculate Takeoff Weight, Moment and CG
Item Weight MOM/100

Nose 74.0
Zero Fuel Weight *
Cabin 321.0
+ Takeoff Fuel
338.0
+ Takeoff Weight
*Tailcone (Fwd) 414.0
Takeoff MOM
Tailcone (Aft) 442.0 Takeoff Weight
= Takeoff CG
Payload 6 Calculate Landing Weight
* UNs 627 & Subsequent Item Weight
Zero Fuel Weight *
+ Reserves
Landing Weight
7
* See limitations
on reserve

CENTER OF GRAVITY LIMITS

U.S. UNITS
15000
Maximum Ramp
14, 300 lbs.
Maximum T/O
14000 14, 100 lbs. Maximum Ramp
13,500 lbs.
Maximum Land
13,500 lbs. Maximum T/O Maximum Ramp
13000 13,300 lbs. 12,700 lbs.
GROSS WEIGHT — POUNDS
Maximum Land Maximum T/O

12,700 lbs. 12,500 lbs.
12000
Maximum Land
12,000 lbs.
11000 Maximum ZFW Optional ZFW Optional ZFW

11,000 lbs. 11,000 lbs. 11,000 lbs.
10000
Standard ZFW Standard ZFW
9,500 lbs. 9,500 lbs.
9000
8000
UNs 627 UNs 002 Model 551
& Subsequent thru 0626
7000
6000
276 278 280 282 284 286 288 290 292 294
INCHES
Weight Adjustment:
Wt. Shifted CG Moved Inches
=
Total Weight Wt. Shifted Inches
Weight Adjustment:
Original CG +/- Correction = Adjusted CG
Takeoff Weight Limitations Landing Weight Limitations
1. TFL Runway Available 1. LFL Runway Available

2. SE climb capability 1.6%, 2nd Segment 2. Climb capability 2.1% SE
3. SE climb capability to clear any obstacle in 3.2% ME
in takeof 3. Brake energy limits
4. Takeof f weight
weight at destination

CREW AND PASSENGER COMPARTMENTS

U.S. UNITS
MODEL 550 WEIGHT AND
CITATION II BALANCE DATA
UNIT NUMBER REGISTRATION NUMBER DATE
SERIAL NUMBER
CREW AND PASSENGERS COMPARTMENTS
WEIGHT AND MOMENT TABLES
OPTION 1 SEAT ARRANGEMENTS
AIRPLANES -0627 AND ON
CREW AND PASSENGER CREW AND PASSENGER

MOMENT/100 MOMENT ARMS
SEAT 1 OR 2 SEAT 5 OR SEAT 7 OR SEAT 9 OR AFT
SEAT 2 SEAT 3 SEAT 4 SEAT 6 SEAT 8 SEAT 10 TOILET
WEIGHT ARM = ARM = ARM = ARM = ARM = ARM = ARM =
(POUNDS) FS 131.00 FS 214.00 FS 208.00 FS 251.00 FS 288.00 FS 170.00 FS 325.00
*FS 74.00
50 65.50 107.00 104.00 125.50 144.00 85.00 162.50
60 78.60 128.40 124.80 150.60 172.80 102.00 195.00
70 91.70 149.80 145.60 175.70 201.60 119.00 227.50
80 104.80 171.20 166.40 200.80 230.40 136.00 260.00
90 117.90 192.60 187.20 225.90 259.20 153.00 292.50
100 131.00 214.00 208.00 251.00 288.00 170.00 325.00
110 144.10 235.40 228.80 276.10 316.80 187.00 357.50 1 2
120 157.20 256.80 249.60 301.20 345.60 204.00 390.00 FS 131.00
130 170.30 278.20 270.40 326.30 374.40 221.00 422.50
140 183.40 299.60 291.20 351.40 403.20 238.00 455.00
150 796.50 321.00 312.00 376.50 432.00 255.00 487.50
160 209.60 342.40 332.80 401.60 460.80 272.00 520.00
170 222.70 363.80 353.60 426.70 489.80 289.00 552.50 FS 170.00
180 235.80 385.20 374.40 451.80 518.40 306.00 9 10
190 248.90 406.60 395.20 476.90 547.20 323.00
200 262.00 428.00 416.00 502.00 576.00 340.00
210 275.10 449.40 436.80 527.10 604.80 357.00
220 288.20 470.80 457.60 552.20 633.60 374.00 FS 208.00 4
230 301.30 492.20 478.40 577.30 662.40 391.00 3
FS 214.00
240 314.40 513.60 499.20 602.40 691.20 408.00
250 327.50 535.00 520.00 627.50 720.00 425.00
260 340.60 556.40 540.80 652.60 748.80 442.00 FS 234.70
270 353.70 577.80 561.60 677.70 777.60 459.00
280 366.80 599.20 582.40 702.80 806.40 476.00 FS 251.00
290 379.90 620.60 603.20 727.90 835.20 493.00 5 6
300 393.00 642.00 624.00 753.00 864.00 510.00
310 406.10 663.40 644.80 778.10 892.80 527.00
320 419.20 684.80 665.60 803.20 921.60 544.00
330 432.30 706.20 686.40 828.30 950.40 561.00 FS 288.00 7 8
340 445.40 727.60 707.20 853.40 979.20 578.00
*FS 321.00
FS 325.00 T
NOTE: SEAT 9 MAY BE REPLACED WITH AN
OPTIONAL REFRESHMENT CENTER. *FS 338.00
NOTE: WHEN A WIDE DOOR OPTION IS INSTALLED

THE SEAT ARRANGEMENT IS THE SAME AS
OPTION 1 SEAT ARRANGEMENT EXCEPT SEAT
9 MAYBE REPLACED WITH A 16-INCH CLOSET.
*FS 442.00

BAGGAGE AND CABINET COMPARTMENTS

U.S. UNITS
MODEL 550 WEIGHT AND
CITATION II BALANCE DATA
UNIT NUMBER REGISTRATION NUMBER DATE
SERIAL NUMBER
BAGGAGE AND CABINET COMPARTMENTS
WEIGHT AND MOMENT TABLES
AIRPLANES -0627 AND ON
BAGGAGE COMPARTMENT CONTENTS
MOMENT/100
NOSE
COMPARTMENT
CABIN COMPARTMENT TAILCONE COMPARTMENT BAGGAGE
WEIGHT
(POUNDS)
ARM =
FS 74.00
ARM =
FS 214.00
ARM =
FS 321.00
ARM =
FS 338.00
ARM =
FS 414.00
COMPARTMENT
NOSE
20 14.80 64.20 67.60 82.80 88.40
40 29.60 128.40 135.20 165.60 176.80 COMPARTMENT
60 44.40 192.60 202.80 248.40 265.20 FS 74.00
80 59.20 256.80 270.40 331.20 353.60
100 74.00 321.00 338.00 414.00 442.00
120 88.80 385.20 405.60 496.80 530.40
140 103.60 449.40 473.20 579.60 618.80
160 118.40 513.60 540.80 662.40 707.20
180 133.20 577.80 608.40 745.20 795.60
200 148.00 642.00 676.00 828.00 884.00
220 162.80 706.20 910.80
240 177.60 770.40 993.60
260 192.40 834.60 1076.40
280 207.20 898.80 1159.20
300 222.00 963.00 1242.00
320 236.80 1027.20
340 251.60 1091.40
360 259.00 1123.50
380 1155.60
400 1219.80
1284.00
RIGHT FORWARD
MIDSHIP CABINET 8 INCH REFRESHMENT
CONTENTS CENTER CONTENTS
MOMENT/100 MOMENT/100
REFRESHMENT FORWARD
WEIGHT CENTER WEIGHT COMPARTMENT
(POUNDS) ARM = FS 234.70 (POUNDS) ARM = FS 156.00
5 11.70 5 7.80
10 23.50 10 15.60
15 35.20 15 23.40
20 46.90 20 31.20 CABIN
25 58.70 25 39.00 COMPARTMENT
30 70.40 30 46.80 FS 321.00
35 82.10 35 54.60
40 93.90 40 62.40 FS 338.00
LEFT FORWARD 28-INCH

16 INCH CLOSET REFRESHMENT
CONTENTS CENTER
MOMENT/100 MOMENT/100
WEIGHT WEIGHT
(POUNDS) ARM = FS 160.00 (POUNDS) ARM = FS 165.00
10 16.00 10 16.50 TAILCONE

20 32.00 20 33.00
30
COMPARTMENT
30 48.00 49.50
40 64.00 40 66.00 FS 414.00
50 80.00 50 82.50
60 96.00 60 99.00
70 112.00 70 115.00 FS 442.00
80 128.00 80 132.00
90 144.00 90 148.50
100 160.00 100 165.00

FUEL LOADING WEIGHT AND MOMENT TABLES

AIRPLANES-0627 AND ON
MOMENT/100
WEIGHT ARM VARIES
(POUNDS) (INCH-POUNDS)
100 298.16
200 591.18
300 879.08
400 1165.42
500 1448.40
600 1732.53
700 2014.80
800 2298.84
900 2581.92
1000 2866.30
1100 3150.18
1200 3434.52
1300 3718.52
1400 4003.23
1500 4287.76
1600 4572.24
1700 4856.56
1800 5141.16
1900 5425.64
2000 5709.90
2100 5994.04
2200 6278.47
2300 6562.82
2400 6846.96
2500 7131.00
2600 7415.33
2700 7699.60
2800 7984.34
2900 8269.06
3000 8554.05
3100 8839.04
3200 9124.80
3300 9410.62
3400 9696.97
3500 9983.40
3600 10,270.08
3700 10,556.84
3800 10,843.87
3900 11,131.00
4000 11,418.20
4100 11,705.50
4200 11,993.31
4300 12,281.18
4400 12,569.04
4500 12,856.86
4600 13,144.73
4700 13,432.48
4800 13,720.56
4900 14,008.46
5008 14,320.34

CE-500 SERIES DIFFERENCES

Citation I, Citation II, Citation Bravo, SII, Citation V, Ultra, Encore, Encore+
500/501 500/551 S550 CE-560
U/N U/N U/N U/N U/N U/N U/N U/N U/N U/N
001-349 350-689 002-626 627-732 801- 1136 001-160 001-259 260-538 539-707 751 & ON
500 Cit I Cit II Classic II Bravo SII Cit V Ultra Encore Encore+
Max Alt. 35,000* 41,000** 43,000 43,000 45,000 43,000 45,000 45,000 45,000 45,000
Max. Diff 7.6 8.5 8.8 8.8 8.9 8.8 8.9 8.9 8.9 8.9
SE Service Ft. 18,500 21,000 27,750
Ramp Weight 11,650 12,000 13,500 14,300 15,000 15,300 16,100 16,500 16,830 17,030
Takeoff Wt. 11,500 11,850 13,300 14,100 14,800 15,100 15,900 16,300 16,630 16,830
Landing Wt. 11,000 11,350 12,700 13,500 13,500 14,400 15,200 15,200 15,200 15,200
Zero Fuel Wt. 8,400 8,400 9,500 11,000 11,300 11,200 11,200 12,200 12,600 12,600
Optional ZFW 10,500 9,500 11,000 12,200
Engine JT15D-1/1A JT15D-1A/1B JT15D-4 JT15D-4B PW530A JT15D-4B JT15D-5A JT15D-5D PW535A PW535B
Static Thrust (each) 2,200 2,200 2,500 2,500 2,750 2,500 2,900 3,045 3,400 3,400
BP Ratio 3.3:1 3.3:1 2.7:1 2.7:1 3.2:1 2.7:1 2.0:1 2.1:1 3.5:1 3.5:1
Oil Capacity Qts. 9.56 9.56 8.32 8.32 5.03 8.32 9.0 8.36 10.6 10.6
Fuel Cap. Lbs. 3618 3806 5008 5008 4860 5800 5814 5814 5440 5440
Max Imbalance # 800 800 600 600 600 600 600 600 600 600
Wingspan 43' 9" 47'11 51.7' 51.7' 52.2' 52.2' 52.5' 52.5' 54.1' 54.1'
Overall Height 14' 4" 14' 4" 14.8' 14.8' 15.0' 15.0' 15.0' 15.0' 15.2' 15.2'
Overall Length 43' 6" 43' 6" 47.2' 47.2' 47.2' 47.2' 48.9' 48.9' 48.9' 48.9'
Wing Flap Sys. Elec. Elec. Elec. Elec. Elec. Hyd. Hyd. Hyd. Hyd. Hyd.
Cruise Climb Kts. 200 200 220 220 220 225 250 250 247 247
-1 Kt per 1,000 X X X X X X to .55M to .62M to .62M to .62M
*UN 001-213
**UN 214 +
Avionics 500 Cit I Cit II Classic II Bravo SII Cit V Ultra Encore Encore+
Primus Primus Primus Collins
FGS - 70 SPZ - 500 SPZ - 500 SPZ - 500 SPZ - 500 SPZ - 500
1000 1000 1000 ProLine 21

Emergency Bus Items 500 Cit I Cit II Classic II Bravo SII Cit V Ultra Encore Encore+
Com 1 X X X X X X X X X X
Nav 1 X X X X
Nav 2 X X X X X X
DG # 2 X X X X X
PN 101 Compass X
Overhead Flood Lights X X X X X X X X X X
N1 Fan Speeds X X X X
Audio Panel 1 & 2 X X X X X X
ADI 2 X X
DG # 1 X X X
Stby H.S.I. X X X
Stby P/S HTR X X X
Co-Pilot Pitot/Static Heat X
Ldg Gear Control & Warning X X
Flap Control X X
Hyd Control Valve X X
RTU 1 = Radio Tuning Unit X
AHRS 2 X
RIU 1-B (RIU=Radio Interface Unit) X
PA Amp X
ADC 1 X
L&R Stby Eng. Instr (N1,N2 & ITT) X
Stby P/S HTR X
L Pitot/ Static HTR X
L DCU SEC (DCU = Data Concentrator Unit) X
Starter/Gen 500 Cit I Cit II Classic II Bravo SII Cit V Ultra Encore Encore+
SL to FL350 400A 400A 400A 400A 400A
Above FL350 325A 325A 325A 325A 315A
In-Flight 300A 300A 300A 300A 300A
Grnd Ops 325A 325A 325A 325A 315A 225A
125A @ 46% X X X X
225A @ 52% X X X X
300A for 4 minutes X

Overload 500 Cit I Cit II Classic II Bravo SII Cit V Ultra Encore Encore+
+50% for 2 min X X
+50% for 5 min X X X X X X X
Maintenance Required
Limitations - with battery 500 Cit I Cit II Classic II Bravo SII Cit V Ultra Encore Encore+
3 starts in 30 min with a 30 sec rest period X X X X X
3 starts in 30 min with a 60 sec rest period X X
3 starts in 30 min with a 90 sec rest period X X X
Limitations - with EPU/Gen Assist 500 Cit I Cit II Classic II Bravo SII Cit V Ultra Encore Encore+
3 starts in 30 min with a 30 second rest X X X X X
2 starts in 30 min with a 90 sec rest period X
Eng Anti-Ice Required 500 Cit I Cit II Classic II Bravo SII Cit V Ultra Encore Encore+
+10°C and below X X X X X X X X
+4°C to -30°C X X
L/R Eng. Ice Fail Light On 500 Cit I Cit II Classic II Bravo SII Cit V Ultra Encore Encore+
Stator valves are not fully open X X X X X X X X X X
Nacelle temp < 220° F (<104°C) X X X X X
Nacelle temp < 170° F (<77°C) X X
Nacelle temp < 70 F/21°C X X X
First 52” of wing heated by 5

electric elements
Temp Controller Failure* X X X X X
One or more Elements Failed* X X X X X
Temp < 60°F (<16°C) X X X X X
Switch ALL or Eng TKS press < 1.5 psi

X
at cuff or fairing panel
Bleed Air to Wing < 300°F X X X X
*light cycles on/off

ANTI-ICE AND AUTOPILOT CHECKLIST

BEFORE TAXI ANTI-ICE SYSTEMS CHECK
Advance Both Throttles 70% N2
Engine Anti-Ice Switches ON
ITT Rise 20°—30°
N1 / N2 Decrease 1%
“ENG ICE FAIL” Annunciators ON
Amps Increase 150
Ignition Lights ON
Manual Windshield Valves OPEN
Windshield Bleed Air Switch LOW
Windshield Bleed Air Switch OFF
Manual Windshield Valves CLOSED
“ENG ICE FAIL” Annunciators EXTINGUISHED
Surface De-Ice Switch SURFACE DEICE
Both Throttles FLIGHT IDLE
Engine Anti-Ice Switches OFF
AUTOPILOT TEST
1. Engage Autopilot
2. Hold Press to Test button
3. Observe A/P Torque Light “ON” then “OUT”
4. Observe A/P OFF Light Illuminated (Disengage Tone)
5. Engage Autopilot
6. Check Operation of Bank and Pitch Mode
7. Verify Disconnect Switches Left & Right
8. Engage Autopilot
9. Select HDG on F/D Mode Panel and Verify Movement
10. Select Altitude on F/D Mode Panel, Lower Altimeter 100 feet
11. Verify Autopilot Pitches Up (Wheel Movement)
12. Check Operation of Throttle Go-Around Switch
13. Reset Altimeter
14. Select HDG and ALT SEL on F/D Mode Panel

ICCEY CHECK
IGNITION.................................................................................................................................ON
COMPUTE............................................................................................................................ VREF
COMPUTE.................................................................................................(N1) PWR SETTING
ENGINE SYNC...................................................................................................................... OFF
YAW DAMPER AND AUTO PILOT..................................................................................... OFF
FFFAASSTT CHECK
FUEL............................................................................................................................... REFUEL
FLIGHT DIRECTOR.................................GO AROUND MODE, HDG AND ALT SELECT
FLAPS....................................................................................................... SET FOR TAKEOFF
AIRSPEEDS..................................................................... V1, V2 BUGS + N1 PWR SETTING
AVIONICS............................................................SET FOR TAKEOFF OR EMER RETURN
SAFETY.................................. SECURE LOOSE ITEMS, SEATBELTS AND SWITCHES
SPEEDBRAKES......................................................................................................... RETRACT
T/R’S....................................................................................... CKD, STOWED- LIGHTS OUT
TRIMS.......................................................................................... 1, 2, 3, SET FOR TAKEOFF
CLEARANCE........................................................... SET FLIGHT AND NAV INSTRUMENT
WEATHER............................................................................. GET CURRENT CONDITIONS

ELECTRICALLY FAILSAFE SOLENOID VALVES
Hydraulic System Bypass Valve Open
Speedbrake Safety Valve Open
L & R Fuel Motive Flow Valves Open
L & R Bleed Air Flow Control Valves Open
L & R Engine Nacelle Anti-ice Valves Open
L & R Engine Stator Anti-Ice Valves Open
Windshield Bleed Air Anti-ice Valve Open
Emergency Pressurization Valve Closed
Pneumatic Boots Control Valve Closed
Thrust Reverser Isolation Valves Closed
Landing Gear Control Valve Neutral
Speed Brake Control Valve Neutral
Thrust Reverser Control Valves Neutral
EMERGENCY BUS
Comm # 1 (Select “EMER COMM 1” & use a headset)
(DG & CDI powered by the inverter, which is part of the

DG #2 (Copilot’s HSI)
C-14D gyro)
Nav # 2 (VOR, LOC, G/S)
Cockpit Floodlights
HOT BATTERY BUS

Nose Baggage Compartment
Entrance Door and Emergency Exit Floodlights
Lights (Door Switch or PASS SAFETY Switch)
Aft Baggage Compartment Light
Tailcone inspection Light
Ignitions Starting engines only
Voltmeter Battery switch must be in BATT or EMER
Emergency Bus
ELT 3-second reset switch

SQUAT SWITCH ITEMS (GROUND MODE)
Hobbs Meter Disabled
Digital Clocks (Flight Time) Disabled
Ground Pressurization Valve Enabled Open
Emergency Pressurization Valve Closed
Thrust Reversers Enabled for Deployment
Landing Gear Handle Solenoid Engaged
Generator Assisted Start Enabled
Anti-Skid Locked Wheel Protection Enabled
Pressurization Outflow valves “OPEN”
DUAL INVERTER FAILURE
Air Data Computer Captain’s Altimeter Mode C
DG 1 & DG 2
Autopilot & Yaw Damper
Flight Director
No. 1 ADI & HSI
No. 1 & 2 ADF
No. 1 & 2 RMI
Copilot’s Rate of Turn Indicator
Radar
N2 SETTINGS
Engine Start Termination 38% N2
Nacelle & Stator Anti-ice Valves > 60% N2 (5 Sec. delay)
Landing Gear Warning Horn < 70% N2
Primary Pressurization Switch > 72% N2
Secondary Pressurization Switch > 74% N2
Speedbrakes Retraction > 85% N2
Pre-pressurization Mode (Outflow Valves Close) > 85% N2

CHAPTER 8
ANNUNCIATORS
CONTENTS
Page
ANNUNCIATORS.................................................................................................................. 8-1

ANNUNCIATORS
AC FAIL: This annunciator advises that power
ICE FLUID PUMP FAIL ENG-SUR: This
has been lost to one or more of the four AC
annunciator advises that the engine and/or
buses. Illumination of this annunciator also
surface pump has failed.
triggers the master warning light.
BATT O’TEMP: This annunciator will illuminate

GEN OFF LH-RH: This annunciator advises the
steady when the battery temperature is over
left and/or right generator power relay is open.
145ºF and will flash at temperatures over 160ºF.
Illumination of both LH and RH portions of this
Illumination of this annunciator also triggers the
annunciator will trigger the master warning light.
master warning light.
INVERTER FAIL 1-2: This annunciator advises

the No. 1 or No. 2 inverter has failed. The
CAB ALT 10000FT: This annunciator advises
failure of either inverter also triggers AC FAIL
that the cabin pressure altitude is above 10,000
annunciator which triggers the master warning
feet. Illumination of the light also triggers the
lights. Resetting the master warning light will
master warning light.
extinguish the AC FAIL annunciator unless both
inverter fail lights are illuminated.
OIL PRESS WARN LH-RH: This annunciator

advises that the oil pressure is below safe limits BLD AIR GND: This annunciator advises that
in the left and/or right engines. Illumination of a high flow rate of bleed air has been selected
this annunciator also triggers the MASTER from the right engine for ground operation of the
WARNING light. air cycle machine.
FUEL LOW LEVEL LH-RH: This annunciator EMERG PRESS ON: This annunciator advises
advises there is less than 185 pounds of usable that emergency pressurization has been
fuel in the left and/or right fuel tank. manually selected or automatically activated by
an air cycle machine overheat.
FUEL LOW PRESS LH-RH: This annunciator POWER BRAKE LOW PRESS: This annunciator
advises that the fuel pressure is low in the left advises that the power brake hydraulic pressure
and/or right engine fuel supply lines. is low.
HYD FLOW LOW LH-RH: This annunciator FUEL FLTR BYPASS LH-RH: This annunciator
advises that the hydraulic system is pressurized. advises that the bypass of the left and/or right
fuel filter is impending or occurring.
ENG ANTI-ICE LH-RH: This annunciator

advises that the left and/or right engine nacelle
temperature is low, the left and/or right engine FUEL BOOST ON LH-RH: This annunciator
stator valve is not fully open, or there is low TKS advises that power has been applied to the left
pressure to one or both of the inboard wing and/or right fuel boost pump.
leading-edge panels.

ANTI-SKID INOP: This annunciator advises

HYD LOW LEVEL: This annunciator advises
that the antiskid system is inoperative or the
that the fluid in the hydraulic reservoir is low.
ANTI SKID control switch is in the OFF position.
DOOR NOT LOCKED: This annunciator advises

HYD PRESS ON: This annunciator advises that
that the main cabin, tailcone compartment, or
the hydraulic system is pressurized.
either nose baggage door is unlocked.
P/S HTR OFF LH-RH: This annunciator advises

F/W SHUT OFF LH-RH: This annunciator
that power has been lost to one or both of the
advises that the left or right fuel and hydraulic
pitot tube heaters, or one or both static port
valves are both fully closed.
heaters, or the PITOT & STATIC switch is OFF.
ICING DETECTED: This annunciator advises that

TAIL ICE FAIL: This annunciator advises that
the ice detection probe senses an ice buildup.
TKS pressure has been lost to one or more of
It will remain illuminated for approximately one
the four horizontal stabilizer panels.
minute after departing icing conditions.
AOA HTR FAIL: This annunciator advises

WING ICE FAIL: This annunciator advises that
that the heating element in the AOA probe is
TKS pressure has been lost to one or both of
inoperative, or the PITOT & STATIC switch is
the wing proportioner units.
OFF.
W/S AIR O’HEAT: This annunciator advises that

the bleed air to the windshield exceeds safe
SPEED BRAKE EXTEND: This annunciator
temperature limits with the W/S BLEED AIR
advises that the left and right speedbrakes are
switch ON. With the switch OFF, it is triggered
fully extended.
by a pressure switch which indicates that the
control valve could be leaking.
ICE FLD LOW: This annunciator advises, when

ACM O’PRESS: This annunciator advises that illumination first occurs, that there is only 15
the primary pressure switch has failed and the to 20 minutes of operation remaining with
secondary switch has activated. the ENGINE ANTI-ICE switches in HI and the
SURFACE switch in ALL.
AIR DUCT O’HEAT: This annunciator advises

ICE FLD SYS ON: This annunciator indicates
that the temperature in the duct past the ACM
the anti-ice fluid system is on.
leading to the cabin exceeds safe limits.

CHAPTER 9
SCHEMATICS
CONTENTS
Figure Title Page
9-1 Electrical System......................................................................................................... 9-1
9-2 Fuel System................................................................................................................. 9-1
9-3 JT15D-4B Cross-Section............................................................................................. 9-2
9-4 Engine Oil System....................................................................................................... 9-2
9-5 Thrust Reverser Schematic - Deployed....................................................................... 9-3
9-6 Engine Fire-Detection System..................................................................................... 9-3
9-7 Engine Fire Loop......................................................................................................... 9-4
9-8 Pneumatic System....................................................................................................... 9-4
9-9 Ice and Rain Protection Systems................................................................................. 9-5
9-10 Engine/Surface (TKS) Anti-Ice System...................................................................... 9-5
9-11 Air-Conditioning System............................................................................................. 9-6
9-12 Air Cycle Machine...................................................................................................... 9-6
9-13 Pressurization System - Airborne................................................................................ 9-7
9-14 Hydraulic System Schematic....................................................................................... 9-7
9-15 Hydraulic Reservoir..................................................................................................... 9-8
9-16 Landing Gear System - Normal Extension.................................................................. 9-8
9-17 Landing Gear System - Normal Retraction................................................................. 9-9
9-18 Antiskid Power/Emergency Brake System.................................................................. 9-9
9-19 Flight Controls Surfaces............................................................................................ 9-10
9-20 Flap Operation - Extension........................................................................................ 9-10
9-21 Speedbrake System - Extension................................................................................ 9-11
9-22 Oxygen System Schematic........................................................................................ 9-11

115-VAC 26-VAC 115-VAC 26-VAC
1 AC
INVERTER 1 INVERTER 2
2 OFF
EMERGENCY
INV AC
TEST SW PWR
CROSSOVER BUS SW CROSSOVER BUS
EXTENSION BUS EXTENSION BUS

PILOT’S COPILOT’S
CB PANEL CB PANEL
80 AMP LMT
225 AMP LMT
LH MAIN BUS BATTERY BUS RH MAIN BUS
55 55
EMER BUS
POWER RELAY POWER
VOLT
RELAY BATT OFF RELAY
METER
RELAY
28.5
28.5 NORM 28.5
GCU EMER GCU
START START
RELAY RELAY
LH GEN HOT BATTERY BUS RH GEN

FIELD FIELD
RELAY QUICK RELAY
DISC. EXTERNAL
POWER
RELAY
BATTERY
EPU
BATTERY
DISCONNET
RELAY
Figure 9-1. Electrical System
TRANSFER EJECTOR
PUMPS TRANSFER EJECTOR
PUMP
FUEL FILTER
BYPASS
CROSSFEED
ELECTRIC BOOST PUMP VALVES
CHECK VALVE SUMP

FUEL
FILTER
FIREWALL
PRIMARY EJECTOR SHUTOFF VALVE
PUMP
MOTIVE-FLOW
SHUTOFF VALVES
P P
FCU FCU
PRESSURE
SENSORS
OIL COOLER OIL COOLER
Figure 9-2. Fuel System

HIGH- HIGH-PRESSURE
EXHUAST SECTION
AXIAL PRESSURE TURBINE
LOW-PRESSURE
COMPRESSOR CENTRIFUGAL
TURBINES
FAN COMPRESSOR
BYPASS
AIR INTAKE DUCT
BYPASS
INLET
CONE
PRIMARY
PRIMARY GAS PATH

ACCESSORY
SECTION
Figure 9-3. JT15D-4B Cross-Section
OIL
TANK
#1 #2 #3.5 #3 #4
PRESSURE IMPELLER
PUMP
OIL PUMP
BYPASS
LINE
OIL PRESS SCAVENGE
WARN PUMPS
LH RH FUEL FUEL
IN OUT
OIL COOLER
OIL OIL TEMPERATURE TRANSMITTER
FILTER OIL PRESSURE TRANSMITTER
LOW OIL PRESSURE SWITCH
Figure 9-4. Engine Oil System

ACTUATOR
ISOLATION VALVES
P P
CONTROL
VALVE
P
CONTROL SYSTEM BYPASS RELIEF

VALVE VALVE VALVE
F F
PUMP FILTER PUMP
FIREWALL SQUAT
FIREWALL SWITCH
SHUTOFF RESERVOIR SHUTOFF
VALVE VALVE
Figure 9-5. Thrust Reverser Schematic - Deployed
LEGEND
EXTINGUISHING AGENT FROM
BOTTLE 1 TO LEFT ENGINE
EXTINGUISHING AGENT FROM
BOTTLE 2 TO RIGHT ENGINE
FIRE-DETECTION LOOP
CONTROL UNIT
FIRE-DETECTION
LOOP
BOTTLE NO. 1
FUSIBLE PLUG
GAUGE
BOTTLE NO. 2
Figure 9-6. Engine Fire-Detection System

FIRE-DETECTION
LOOP
Figure 9-7. Engine Fire Loop
CHECK
VALVE
EMERGENCY PRESSURIZATION DOOR
PRESSURIZATION VACUUM SEAL
VALVE
VACUUM WINDSHIELD
EMERGENCY EJECTOR MANUAL ANTI-ICE
PRESSURIZATION VALVES
FLOW CONTROL NORMAL

SHUTOFF VALVES PRESSURIZATION
(NORMAL)
P 74% N2
R
GROUND P 72% N2
VALVE COPILOT'S LEGEND
WELDED ATTITUDE BLEED AIR
CLUSTER INDICATOR REGULATED
GYRO BLEED AIR
VACUUM
PRESSURE
AMBIENT AIR
Figure 9-8. Pneumatic System

LEFT PITOT-STATIC SENSORS RIGHT PITOT-STATIC SENSORS

(ELECTRIC HEAT) (ELECTRIC HEAT)
WINDSHIELD ANTI-ICE
SYSTEM (BLEED AIR) WING LEADING EDGE
(TKS)
ENGINE ANTI-ICE SYSTEM

(BLEED AIR)
HORIZONTAL STABILIZER
ANTI-ICE SYSTEM
(TKS)
Figure 9-9. Ice and Rain Protection Systems
220ºF
RH WING
PROPORTIONER T1 PROBE
NACELLE VALVE
WS BLEED VALVE
ENGINE WS HEAT
PUMP STATOR VALVE
EXCHANGER TO CABIN
P
WINDSHIELD ENGINE T
ALCOHOL P3 TO DOOR
PROPORTIONER P
AIR SEAL
RESERVOIR
146°F 5 PSI NORMAL
FLOW CTRL
TKS GLYCOL VALVES
RESERVOIR SLV3 P
23 PSI
P P
SURFACE T P
PUMP ACM
T SLV1 TC P P
TAIL
SLV2 PROPORTIONER
WS MANUAL P
VALVE TEMP CTRL VALVE

HI 138 ± 5ºC
LO 127 ± 5ºC NACELLE VALVE
P
T
LH WING P P3 AIR
PROPORTIONER 220ºF
T1 PROBE STATOR VALVE
Figure 9-10. Engine/Surface (TKS) Anti-Ice System

DEFOG
FOOTWARMER
SIDE WINDOW
DEFOG
WEMAC DEFOG FAN
FLOW DIVIDER
100ºF SENSOR
100ºF DOOR
EMER PRESS LINE
OVERHEAD FAN
315ºF AIR DUCT AMBIENT AIR (TAIL CONE)

OVERHEAT SWITCH
T
WATER
35ºF DUCT TEMP T SEPARATOR
SENSOR T
435ºF / 224ºC OVERHEAT SWITCH

EMER PRESS VALVE MIXING
ACM
T VALVE
74%
NORM FLOW P P 72% GROUND BLEED
CTRL VALVES AIR VALVE
WELDED
TO VENTURI FOR PRESSURIZATION CLUSTER
TO WINDSHIELD TO DOOR
SEAL
Figure 9-11. Air-Conditioning System

ENGINE
BLEED AIR
VOLUME OF
BLEED AIR IS
CONTROLLED BY PRIMARY HEAT SECONDARY HEAT
THE BYPASS VALVE EXCHANGER EXCHANGER
OVERHEAT ACM
(TEMPERATURE TEMPERATURE OVERTEMP
CONTROL) SENSOR SWITCH WATER FROM SEPARATOR
SPRAYED OVER HEAT
PRECOOLER WATER EXCHANGE UNITS
ASPIRATOR
WATER LINE
AIR LINE
FAN DRAWS
TAILCONE
FAN AIR INTO
ACM
DUCT
ACM EXHAUST
OVERBOARD
TEMPERATURE COMPRESSOR TURBINE

SENSOR
COLD AIR
TO CABIN
WATER
SEPARATOR
Figure 9-12. Air Cycle Machine

AMBIENT
AIR
MAX DIFFERENTIAL
PRESSURE VALVE
AUXILIARY
VOLUME PNEUMATIC
TANK RELAY
CABIN ALTITUDE
“C” VALVE LIMIT VALVE
“B” N.C.
VALVE
N.C.
“A” MANUAL
VALVE DUMP
VACUUM N.O. VALVE
EJECTOR
BLEED AIR
MAX DIFFERENTIAL
PRESSURE VALVE
AMBIENT
AIR
Figure 9-13. Pressurization System - Airborne
FLOW FLOW
SWITCH SWITCH
F F
LANDING
GEAR
SPEED-
BRAKES SYSTEM BYPASS
FLAPS VALVE
FILTER
THRUST
REVERSER
P
FILTER RELIEF
VALVE
FILTER
HYD HYD
PUMP PUMP
FIREWALL FIREWALL
SHUTOFF SHUTOFF
VALVE VALVE
RESERVOIR
Figure 9-14. Hydraulic System Schematic

RELIEF
VALVE LOW FLUID
SWITCH
SUCTION
RETURN
DRAIN VENT REFILL FULL
PISTON SPRING
RELIEF
VALVE MANUAL
PRESSURE
RELEASE
LOW
FLUID
SUCTION SWITCH
FLUID
LEVEL
INDICATOR
RETURN SUCTION LEGEND

DRAIN PRESSURE
RESERVOIR SUPPLY
PRESSURIZATION ELECTRICAL
Figure 9-15. Hydraulic Reservoir
GEAR CONTROL PRESSURE

MAIN LANDING SOLENOID VALVE RETURN MAIN LANDING
GEAR ACTUATOR GEAR ACTUATOR
LANDING GEAR
DUMP VALVE
UPLOCK UPLOCK
ACTUATOR ACTUATOR
ASSEMBLY ASSEMBLY
NITROGEN
SHUTTLE VALVE
BLOWDOWN
FILL BOTTLE
DRAIN
TO EMERG
BRAKE SYS
NOSE LANDING
GEAR ACTUATOR AUX GEAR
ASSEMBLY CONTROL
UPLOCK
ACTUATOR
ASSEMBLY
Figure 9-16. Landing Gear System - Normal Extension

GEAR CONTROL PRESSURE

MAIN LANDING SOLENOID VALVE RETURN MAIN LANDING
GEAR ACTUATOR GEAR ACTUATOR
LANDING GEAR
DUMP VALVE
UPLOCK UPLOCK
ACTUATOR ACTUATOR
ASSEMBLY ASSEMBLY
NITROGEN
SHUTTLE VALVE
BLOWDOWN
FILL BOTTLE
DRAIN
TO EMERG LEGEND
BRAKE SYS HYDRAULIC
PRESSURE
NOSE LANDING HYDRAULIC
GEAR ACTUATOR AUX GEAR RETURN
ASSEMBLY CONTROL EMERGENCY
UPLOCK
BLOWDOWN LINE
ACTUATOR
ASSEMBLY PNEUMATIC
(NITROGEN)
PRESSURE
Figure 9-17. Landing Gear System - Normal Retraction
POWER BRAKE
HYDRAULIC
SYSTEM
RESERVOIR
POWER BRAKE
MASTER CYLINDERS HYDRAULIC PUMP
FILTER
FILL VALVE
P
PRESSURE POWER BRAKE
SWITCH ACCUMULATOR
POWER
BRAKE
VALVE
ANTISKID ANTISKID
CONTROL CONTROL
VALVE UNIT
PARKING BRAKE
VALVE
SHUTTLE
VALVE
EMERGENCY
BRAKE VALVE
EMERGENCY BRAKE OVERBOARD

NITROGEN BOTTLE
Figure 9-18. Antiskid Power/Emergency Brake System

RUDDER
TRIM TAB
TRIM TAB (2)
ELEVATOR
SPEEDBRAKE FLAP
TRIM TAB
AILERON
SPEEDBRAKE
Figure 9-19. Flight Controls Surfaces

TO LANDING
GEAR
SPEEDBRAKE
CONTROL VALVE
L SPEEDBRAKE RELIEF R SPEEDBRAKE

ACTUATOR FLAP VALVE ACTUATOR
CONTROL VALVE SAFETY
VALVE
L FLAP R FLAP
ACTUATOR ACTUATOR
SYSTEM
BYPASS VALVE
LEGEND
PRESSURE CHECK VALVE
SUPPLY SUCTION
PRESSURE PUMP
RETURN
FILTER
STATIC PRESSURE
CUTOFF VALVE
FLOW RESTRICTOR
Figure 9-20. Flap Operation - Extension

TO LANDING
GEAR
SPEEDBRAKE
CONTROL VALVE
L SPEEDBRAKE RELIEF R SPEEDBRAKE

ACTUATOR FLAP VALVE ACTUATOR
CONTROL VALVE SAFETY
VALVE
L FLAP R FLAP
ACTUATOR ACTUATOR
SYSTEM
BYPASS VALVE
LEGEND
PRESSURE CHECK VALVE
SUPPLY SUCTION
PRESSURE PUMP
RETURN
FILTER
STATIC PRESSURE
CUTOFF VALVE
FLOW RESTRICTOR
Figure 9-21. Speedbrake System - Extension
ALTITUDE PRESSURE
SWITCH (14,500 FT)
COPILOT 28 VDC
OXYGEN
GAUGE FACE MASK
5A PRESSURE
REGULATOR
SHUTTLE VALVE CHECK

VALVE
OXYGEN
OVERHEAD BOTTLE
DROP BOXES BULKHEAD FLOW FUSES
OVERBOARD
DISCHARGE
INDICATOR
OXYGEN
SHUTOFF VALVE
FILLER VALVE &

PROTECTIVE CAP
Figure 9-22. Oxygen System Schematic

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PILOT CLIENT GUIDE

Original......................................... April 2014

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

Revision 0.3 FOR TRAINING PURPOSES ONLY 1-i

INITIAL GROUND TRAINING CURRICULUM

COMPLETION STANDARDS—GROUND TRAINING

Revision 0.3 FOR TRAINING PURPOSES ONLY 1-1

INITIAL FLIGHT TRAINING CURRICULUM

FLIGHT TRAINING EQUIPMENT

COMPLETION STANDARDS—FLIGHT TRAINING

Revision 0.3 FOR TRAINING PURPOSES ONLY 1-3

AIRCRAFT SPECIFIC FLIGHT STANDARDIZATION BOARD

SPECIAL EMPHASIS AREAS

AIRCRAFT NORMAL, ABNORMAL, AND EMERGENCY PROCEDURES

LINE OPERATIONAL SIMULATION (LOS)

1-4 FOR TRAINING PURPOSES ONLY Revision 0.3

INITIAL TRAINING SCHEDULE

TRAINING DAY GROUND SCHOOL SIMULATOR

Continued on Next Page

Revision 0.3 FOR TRAINING PURPOSES ONLY 1-5

INITIAL TRAINING SCHEDULE (CONT.)

1-6 FOR TRAINING PURPOSES ONLY Revision 0.3

Revision 0.3 FOR TRAINING PURPOSES ONLY 2-i

RECURRENT GROUND TRAINING CURRICULUM

GROUND TRAINING HOURS

Revision 0.3 FOR TRAINING PURPOSES ONLY 2-1

RECURRENT FLIGHT TRAINING CURRICULUM

COMPLETION STANDARDS—FLIGHT TRAINING

Revision 0.3 FOR TRAINING PURPOSES ONLY 2-3

RECURRENT TRAINING SCHEDULE

TRAINING DAY GROUND SCHOOL SIMULATOR

Revision 0.3 FOR TRAINING PURPOSES ONLY 2-5

Revision 0.3 FOR TRAINING PURPOSES ONLY 3-i

Performance, Flight Planning and Monitoring..................................................................3-6

3-ii FOR TRAINING PURPOSES ONLY Revision 0.3

REQUIRED KNOWLEDGE AREAS (RKAS)

AIRCRAFT GENERAL 6. The voltmeter indicates battery voltage

Revision 0.3 FOR TRAINING PURPOSES ONLY 3-1

FUEL FIRE PROTECTION/FIRE

3-2 FOR TRAINING PURPOSES ONLY Revision 0.3

PNEUMATICS and/or the nacelle temperature is too

Revision 0.3 FOR TRAINING PURPOSES ONLY 3-3

3-4 FOR TRAINING PURPOSES ONLY Revision 0.3

Revision 0.3 FOR TRAINING PURPOSES ONLY 3-5

3-6 FOR TRAINING PURPOSES ONLY Revision 0.3

LOAD BALANCE AND

Revision 0.3 FOR TRAINING PURPOSES ONLY 3-7

Revision 0.3 FOR TRAINING PURPOSES ONLY 4-i

Revision 0.3 FOR TRAINING PURPOSES ONLY 5-i

Circling Approach......................................................................................................... 5-23

5-ii FOR TRAINING PURPOSES ONLY Revision 0.3

STANDARD CALLOUTS (IFR AND VFR)

Revision 0.3 FOR TRAINING PURPOSES ONLY 5-1

Sample Takeoff Briefing TAKEOFF

TAKEOFF THRUST MAXIMUM CONTINUOUS

1ST SEG 2ND SEG FINAL SEG

5-2 FOR TRAINING PURPOSES ONLY Revision 0.3