Professional Documents
Culture Documents
Cessna/ Citation II
C551 SP/ 2
Operating Manual
by
Eaglesoft Development Group
Bill Leaming & Bob Hayes
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
Introduction
Thank you for your purchase of the Eaglesoft Citation II SP/2. We hope you enjoy flying her as much as we
have enjoyed building this aircraft. The Citation II SP/2 is also known as the Model C-551, which is a single-
pilot certified, twin engine business jet. Our model represents a recently refurbished, 1985 aircraft, which has
already provided a long service life.
This “Introduction” chapter will introduce the 2d panel, mousepoints, and discuss briefly the major instruments.
Detailed information on instrumentation will be covered in Chapter Two: Operating Manual, and Chapter
Three: EHSI. Chapter Four will cover Specifications, Operating Limitations, and Weight & Balance.
Main Panel:
This is a view of the main 2d panel, after the Master Battery and Avionics have been turned on. There are three
“hotspots” on the 2d panel, described as follows:
2) Toggles on/off a view of the Course and Heading subpanel, which is normally found on the center throttle
console.
3) Toggles on/off the Simicons, which themselves will open/close various subpanels and popups.
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
Introduction
Main Panel:
In the picture above, all three of the “hotspots” have been activated, so you can see the zoomed view of the
Engine/Electrical subpanel, the AP/YD Master + Pitch + Rudder (Yaw) electrical trim controls, and finally, the
Simicons subpanel.
Please take note that every switch, knob and button on this panel features “custom tooltips,” which will clearly
identify the control by name, and in the case of many, will provide a “digital readout” of the value (such as Air-
speed, Airspeed Bug, Altimeter Kohlsman setting [both inHg and MB], Heading, Course, etc.), so even though
the text on the panel is small, there is no reason for despair! It was decided that our dedication to producing an
authentic, true-to-scale representation of the actual aircraft’s panel was something we weren’t willing to aban-
don, so I’ve taken great pains to make sure that every control is easily identifiable. Once you’ve become accus-
tomed to the panel, you might wish to switch off the “custom tooltips” via the FS Options menu. It is your
choice!
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
Introduction
Main Panel:
Display/Hide Engine/Electrical subpanel Display/Hide GPS*
Display/Hide Pressurization subpanel Display/Hide Kneeboard/Checklist*
Display/Hide Throttle Quadrant Display/Hide ATC Menu*
Display/Hide ADI & EHSI “Zoomed View” Display/Hide Map*
Display/Hide Engine/Electrical subpanel Display/Hide Audio Controls subpanel
NOTE: Asterisked Items are MSFS defaults
The following procedure is not an official checklist, but rather is written so that the interminably anxious can
get the aircraft model started quickly and simply for their initial “test flight!” :)
1) Click on the X to open the Simicons subpanel, and click on the E-Arrow button to open the Eng/Elec panel.
2) Click on the “Airplane” button to open the Throttle Quad subpanel.
3) Turn on Master Battery and Avionics switches.
4) Make sure the Parking Brake is set (Ctrl-period).
5) Turn on the Right Ignition switch, and then click on the Right Engine Start (round yellow button).
6) As the engine spools up, click TWICE just below the Right Power Lever to switch ON the fuel valves. The
knob will move UP to the Idle detent. (Note: if you have a CH Yoke or other “mixture control”, make
sure it is fully forward!)
7) After the Right engine is started, switch OFF the R Ignition switch, and turn ON the L Ignition switch.
8) Press the yellow L engine Starter button, and click TWICE just below the Left Power Lever to open fuel
flow, just as you did before.
9) Switch OFF the L Ignition switch, and turn ON L & R Alternators and the Inverter Switch.
10) Close the Eng/Elec & Throttle Quad subpanels, by click on the appropriate Simicons, and Open the Pressur-
ization subpanel.
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
Getting Started Quickly:
14) Preset your initial altitude using the AP Control panel, using
the “Adjust” knob. The V/S is pre-set by the .air file to 1800 fpm,
but you may adjust it manually by setting the “Select” knob to V/S
and using the “Adjust” knob. The DH (Decision Height) is likewise
pre-set to 300’ AGL, but may be changed at any time either here, or
using the knob on the Radar Altimeter.
15) Preset your initial Airspeed by using the left adjustment knob on
the Airspeed indicator. As you can see by the picture to the right, a
“custom tooltip” will display a digital reading of the bug’s position.
Note also the “red line” on the outer dial. This is the Vmo (never
exceed speed) limit of 262 KIAS for the aircraft below FL140.
The “red line” on the Mach Index (white scale) is the Vmo in mach,
which is .705 @ FL280 and above. The Mach Index may be ad-
justed using the right knob.
Take note at this time of the other controls, especially the ALT and
IAS buttons. When you wish to turn control over to the autopilot,
click the AP lever to the UP position, then click on the ALT button.
Take care to notice that the IAS button is split: the left half is for “IAS
HOLD,” and the right half is for “IAS Capture.” The latter is a handy
feature when you simply want to “hold your current speed” without
having to fiddle with the Airspeed Bug on the Airspeed indicator! :)
The other buttons on the AP Mode Select panel work exactly the same as in any of the default FS autopilots,
except the NAV/HSI, ALT SEL, VNAV, and V/S modes which are not modeled by FS, so are inoperative in
this aircraft.
To quickly clear all modes on the AP Mode Select panel, turn OFF the FD mode.
17) After obtaining clearance, taxi out to the active and hold short, using small amounts of power. Make sure
that you don’t exceed any N1, ITT, or N2 limits while doing so.
18) While waiting for takeoff clearance, set flaps to 15º minimum! If you fail to set the flaps, you will hear a
very nasty, loud siren! (Note: should you set off the siren, clicking on the Master Warn light will silence the
siren for the current fault condition, but it will be reset for any further fault conditions).
Review your takeoff configuration to be absolutely positive that you have flaps 15º, 5º to 7.5º positive trim,
and the parking brake is released, prior to taxiing onto the active for takeoff.
18) Smoothly apply power and begin your takeoff roll, making sure to not exceed either 104% N1, or
96%N2. At 100 KIAS, the VF will call out “V1,” and at 110 KIAS the VF will call out “Rotate!” Immediately
raise the gear, and at around 500’ AGL, clean up the flaps. Congratulations! You are airborne! :)
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
Operating Manual
General:
There are seven flight instruments that are common to both the pilot and (optional) co-pilot. They are operated
by a combination of pitot-static pressures, vacuum and AC/DC electrical power.
1) Clicking on the top half of the baro knob will increase/decrease the pressure set-
ting. Mouse tooltips will display the pressure in inHg.
2) Clicking on the lower half of the baro knob will increase/decrease the pressure
setting. Mouse tooltips will display the pressure in millibars.
Airspeed
The airspeed indicators are identical and operate off uncorrected pitot- static input.
The instruments incorporate a single rotating needle, a fixed scale calibrated in
knots and a rotating mach scale. Slots in the airspeed dial at 262 and 277 KIAS
will show red below 14,000 feet and from 14,000-28,000 feet respectively, indicat-
ing Vmo limits. The mach limit of .705 above 28,000 feet is indicated by a single
red line. A knob on the lower right corner controls a moveable index that can be
set for reference.
The two instantaneous vertical speed indicators indicate vertical velocity from 0 to
6,000 feet per minute, either up or down. Their operations differs from conven-
tional VSI’s in that there is nearly zero time lag between aircraft displacement and
instrument indication. Accelerometers sense any change in normal acceleration and
displace the needle before an actual pressure change occurs.
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
The flight director command bars are visible at all times, but are
not active until the flight director system is in operation. They
are positioned by the FD computer to display pitch and roll steer-
ing commands for the mode selected on the AP mode control
panel. Positioning the fixed reference aircraft to align it with the
command bars will give computed steering to intercept and track
a radial, glideslope, or whatever mode may be selected.
1) Inclinometer
2) Decision Height Indicator - This illuminates whenever the selected Decision Height is acquired.
3) Flight Director Command Bars
4) Localizer Needle
Since the 3308 is capable of displaying a huge amount of information simultaneously, there is a “de-clutter”
function that will allow you to display as much, or as little information as you desire with the touch of a single
button. You decide how much information to display, and when to display it.
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
There are two standard Bendix/King VOR Displays installed on the air-
craft, which are driven by the NAV2 radio. They feature localizer and
glideslope deviation needles, TO/FROM, ILS and GS Inop flags. An OBS
(Omni Bearing Selector) knob is used to determine the desired heading
when tracking a radial from a VOR either inbound or outbound.
Radar Altimeter
A Radar Altimeter is installed on the pilot’s side of the panel only. The
Decision Height may be selected either with the knob on the instrument
display, or by the remote panel just above the radio stack. When the se-
lected DH is reached, a light on the Radar Altimeter will illuminate, and
the signal is repeated electrically to the display on the ADI.
RMI
A dual needle RMI is installed on the pilot’s side of the main panel. The
two needles are color coded: green for the ADF direction and yellow for the
VOR2 bearing. They are driven by the ADF receiver mounted just above
the main radio panel, and to the right of the Altitude/VS/DH remote selector
unit. These are used mainly for backup instrumentation and cross-checking
against the primary displays on the Sandel 3308 and VOR2 displays.
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
Backup Instruments
Turn and Bank Indicator
The attitude gyro will be operating anytime at least one engine is run-
ning. Due to the simplicity and reliability of the system, no warning
flags are provided. System pressure may be monitored through the
pressure indicator installed on the lower right side of the instrument
panel.
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
1
4
7 8
2 3 5 6
All of the engine instruments are mounted in the center of the main panel, just under the glareshield annunciator
panel. Although all of the instruments are driven from the 28 VDC bus, in the event of total electrical failure,
the N1 tape indicator will continue to indicate accurately above 50% RPM as enough electrical current is gener-
ated by the tachometer generator to drive the tape servo. However, the N1 and N2 LED displays will extin-
guish. The Fan (N1) tachometer is located at the 12 o’clock position on the engine case and is driven by the
inner shaft from the low speed turbines. The Turbine (N2) tachometer is attached to the accessory case and is
driven by the accessory case gear box. The Inter-turbine temperature (ITT) is a computed temperature deter-
mined by multiplying the temperature rise of the air across the bypass duct by a factor of three and adding it to
the exhaust temperatures. This signal then goes to an amplifier and to a servo motor to position the tapes. The
tapes are calibrated from 100º C to 800º C with 700º C being the maximum allowable during any operation.
The fuel flow indicator receives its signal from the fuel flow transmitter down stream of the fuel control valves
and is calibrated from 100 to 2000 PSI.
1) N1 Dial - this is used simply to remind the pilot of the maximum N1 for takeoff and climbout operations.
2) N1 Engine Fan RPM: Redline at 104% RPM, normal range is 25% to 104% RPM
3) ITT: Redline at 700º C, Caution at 680º C to 700º C, normal range is 200º C to 680º C
5) N2 Engine Turbine RPM: Red LEDs, flashing display and audible alert at 96% RPM
8) Oil Pressure: Caution at 70 to 85 psi, normal range 35 to 70 psi, low caution at 35 psi
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
Pressurization Panel
The pressurization system of the Citation II SP/2 is a model of simplicity, being mostly automatic in operation.
After entering the cockpit and switching on the electrical and avionics systems from the Engine/Electrical sub-
panel, turn the Pressure Source Selector knob to the GND position to provide ventilation. After engine start,
switch the Pressure Source Selector knob to either LH, or RH engine, or NORMAL if both engines are started.
NOTE: Operation in BOTH HI mode is not approved for takeoff, landing or high power setting requirements!
If for any reason bleed air for the system is lost, switching the Pressure Source Selector to the EMER position
will switch the on the Oxygen supply. Pressure demand oxygen masks are stowed properly on the outboard
side of both pilot’s seats, and qualify as quick-donning oxygen masks. There is a one and a half hour supply of
oxygen on board, when the system is fully charged.
As part of your takeoff checklist, simply dial in the desired Cruise Altitude and the system will automatically
maintain optimum cabin altitude for your flight envelope. Use the Rate knob to increase pressure if needed, to
allow the system to keep up with your climb rate.
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
WARNING: Be sure to monitor the differential pressure to make sure that it never exceeds 8.8 psi, which is the
‘blowout’ pressure for the aircraft’s hull.
While descending, monitor cabin altitude, and make sure that the cabin is FULLY depressurized before landing.
In the event of an overpressure condition open the RED cover on the EMER DUMP switch, and open the
DUMP switch to quickly dump the cabin pressure. If you are above 10,000’, the Master Warning light will illu-
minate and the Master Warning Siren will be activated. Press the RED Master Warning light to silence the
alarm.
The Master Warning Light system is activated when the aircraft is in a dangerous configu-
ration, or some sub-system is critical. When first activated, the light will come on and the
warning siren will sound an audible alert (as in the case of overpressure, or excessive alti-
tude with the pressurization system inoperative).
If the aircraft is improperly configured for takeoff, advancing either or both throttles past 50% will cause the
Master Warning System to activate. Flaps must be 15º or 35º, trim must be between 5º and 7.5º positive, and
the Parking Brake must be released.
Annunciator Panel
There are a wide assortment of indicator lights on the Annunciator Panel, which are mostly self-explanatory. In
general, the goal is to have ALL LIGHTS OFF, except for the DOOR AFT LOCKED light which MUST be
lighted before takeoff, or anytime the left engine is running! Take note that it is normal for the orange LO pres-
sure lights to occasionally come on during ground idle conditions. The other GREEN LIGHTS are simply re-
minders that certain functions are switched ON.
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
Radio Panel
The radio in this aircraft is the factory original Collins equipment. There is only one STANDBY frequency that
is activated for either COM1 or COM2, depending on which green button is active. Note that because of limita-
tions in Flight Simulator 9, it is not possible to fully emulate the actual STANDBY frequency option for the
COM2 radio. All active mouse areas are self-identified with “pop up tooltips,” to make tuning the radios easier.
The Audio Control Panel, like the Radio, has ‘popup tooltips’ to indicate what each control is, and where the
mouse ‘click points’ are. All the functions on the switches are implemented, except for MKR2 (which doesn’t
exist in FS9!). The MIC SELECTOR is used to switch audio from COM1, COM2, and BOTH. All the other
knobs simply click and make noise when activated.
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
The Autopilot System in the C550/551 is scattered all over the cockpit. The Autopilot Mode Selector is located
in the center of the main panel, with the Altitude Set Panel just above the Collins Radio. There are two AP An-
nunciator Displays: one each above the ADI on the pilot and copilot sides. The AP Master Switch is located
just below the power lever quadrant. For convenience, clicking just underneath the “DIM” knob on the Mode
Selector will ‘popup’ a clone of the AP Master Switch panel while in the 2d view.
The Autopilot Switch Panel also contains the Yaw Damper Switch, and electric trim controls for elevator and
rudder trim.
As illustrated, pressing any of the Mode Selector buttons will activate the command and illuminate the button.
The AP in this model is “FS Standard,” meaning that it functions pretty much like any of the default a/c with
one exception:
1) Pressing the HLD side of the IAS button will HOLD the preset speed of the Airspeed Bug. Pressing the
CAP side of the IAS button will CAPTURE and HOLD the current airspeed.
The Altitude Set Panel has three functions, depending on the SELECT knob position:
1) Set Altitude
2) Set Vertical Speed (defaults to 1800’ when AP ALT is selected)
3) Set Decision Height (defaults to 300’ AGL when a/c is loaded)
All functions feature ‘popup tooltips’ to aid you in making the selection. Use the “adjust knob” to dial in the
desired settings
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
ESHI
At Last - an EFIS for You
Disclaimer
This software is designed for entertainment only. Although it has been designed to resemble and function as
much like the actual avionics as possible, it is not designed as a training device. Only a subset of the real
instrument’s functions have been simulated, and some functions have been redesigned to function within the
capabilities of Flight Simulator 9. This version has been designed at twice the actual size of the real instrument.
There are a lot of options contained within such a small instrument. However, great care was taken to provide a
carefully color-coded display to help keep the information easy to follow.
An Example
The easiest way to explain the ESHI is to provide an example of using it on a typical flight. We are flying from
Saranac Lake (KSLK) to Quebec-Lesage (CYQB). We have just taken off from KSLK and are now on an in-
tercept to our desired GPS track. Notice that VOR2 is tuned to YUL, the VOR/DME for Montreal, which pro-
vides a cross-check with the GPS data. This is the power of the Sandel EHSI at work. By allowing you to have
multiple data sources simultaneously displayed, your situational awareness is greatly enhanced.
Note also that the “desired track, distance and time” to waypoint “FAWNS” is displayed in the upper left, and
the OBS knob has been adjusted to “8” to provide a better visual cue. Even without benefit of the GPS “map,”
it is easy to see that we are left of the desired track, and are on an intercept course. When the blue GPS arrow
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
The picture on the right shows the same data, but in the ex-
panded, ARC mode. Notice that the “desired GPS track” is
now displayed as a dotted line, and the center CDI is now hid-
den. This opens up the display and provides an uncluttered
view of the situation, yet continues to provide all the data
needed to remain aware of all the critical information needed
for safe, IFR flight, even in heavy IMC conditions.
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
Now that we’ve re-synched the GPS heading indicator, notice that
the “head” of the VOR2 needle is now pointing back to the VOR.
This allows us to continue using this as a cross-check against the
GPS data, to give us a greater sense of security.
Here, we’ve passed the THIBO waypoint, and are now track-
ing the SOKYE waypoint.
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
Here we are following vectors from ATC as we approach 6L at CYQB. Notice that we have IUL ILS/DME
tuned to NAV1. The big red X means that we have not yet acquired the glideslope. The ADF is tuned to the
“U” beacon, which now provides us a clue to the direction we need to fly in order to intercept the localizer cen-
terline. The VOR1 Arrow tells us the current heading to the localizer, and gives us an additional spatial clue as
we fly towards the airport. When the VOR1 Arrow and the ADF Arrow are lined up, we will be at the intersec-
tion defined by these two signals.
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
173
Now we have intersected both the localizer and the glideslope, and have begun our descent to 6L. Notice that
we are 1.0 Nm from the TDZ, at a groundspeed of 164 kts.
Summary:
It is beyond the scope of this document to describe in detail every possible use for the EHSI. Suffice it to say
that any type of procedure that normally would require the pilot to use multiple instruments, such as the HSI,
an RMI, a DME display, and possibly a separate VOR2 indicator, may be easily accomplished on a single, co-
herent and color-coded display.
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
SPECIFICATIONS
Dimensions
Length 47’, 3”
Height 14’, 9.5”
Wingspan 51’, 8.4”
Horizontal Stabilizer Span 18’, 10”
Wheelbase (Main to Nose Gear) 18’, 2”
Stance (Distance between Main Gear) 17’, 7”
Cabin
Length (Pressure Vessel) 20’, 11”
Height 4’, 9”
Width 4’, 11”
Capacities
Oil Tank 2.08 Gallons Per Engine
Fuel (Maximum Usable) ~2500 Lbs. Per tank (371 gallons)
Oxygen (Full Bottle) 500 Liters @ 70 psi (Reduced from system pressure
Of 1600-1800 psi)
Hydraulic Fluid (Resevoir) 65 Gallons
Engines
OPERATING LIMITATIONS
Thrust Time Limit % Fan ITT % Turbine Oil Temp Oil Pressure
Setting (Minutes) RPM (N1) ºC RPM (N2) ºC PSI
Takeoff 5 104 700 96 10 to 121 70 to 85
* Idle turbine RPM is 49% +/-0.5% with ignition on. A minimum decrease
of 0.5% will be noted with ignition off.
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
OPERATING LIMITATIONS
Overspeed Conditions
Duration % Fan RPM (N1) % Turbine RPM (N2) Action Required
ITT
Inter-Turbine Temperature indications in excess of 700ºC or in excess of 680ºC for more than 5 minutes
require reference to the Maintenance Manual.
Maximum takeoff and landing weights may be additionally restricted due to altitude, temperature and field
length.
Center of Gravity
Forward limit:
At 8,540 lbs or less - 18.0% MAC (276.1” aft of reference datum)
At 13,300 lbs - 22.6% MAC (279.8” aft of reference datum)
At 12,500 lbs - 21.8% MAC (279.9” aft of reference datum)
(Note: Straight line variation between 18.0 and 22.6% MAC)
Altitude
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
OPERATING LIMITATIONS
Airspeed
Starting
With External Power (Starter Limit) Three starts in 30 minutes with 30 seconds between cycles
With Battery Power (Battery Limit) Three battery starts per hour. If exceeded, deep-cycling and
inspection required
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
OPERATING LIMITATIONS
Pressurization Differential
Cabin
Seats: For takeoff and landing, all seats must be upright and outboard. The seat adjacent to the emergency
exit must be fully tracked toward the rear of the airplane, and facing forward.
Fan: To meet smoke detection criteria, the cabin fan must be operating any time the aft cabin privacy cur-
tain is closed. If the fan is inoperable, the curtain must remain open unless the toilet is in use.
Authorized Operations
The Citation II is approved for day and night, VFR and IFR operations. Flight into icing conditions is ap-
proved.
Aerobatic maneuvers and spins are prohibited. No intentional stalls permitted above 25,000’ or at engine
speeds between 61.0% and 65% N1.
Minimum Crew
The pilot in command must have a C-500 type rating and meet the requirements of FAR 61.58 for two pilot
operation, or FAR 61.57 for single pilot operation (Model 551 only).
The copilot shall possess a multi-engine rating and meet the requirements of FAR 61.55.
Category II operation requires two pilots.
Thrust Reversing
Reverse thrust power must be reduced to the idle detent position at 60 KIAS on landing roll.
Maximum reverse thrust is limited to 94% N1 for ambient temperatures above -18ºC and 92% N1 for ambi-
ent temperatures below -18ºC.
Maximum allowable thrust reverser deployed time is 15 minutes in any 1 hour period.
Thrust reversing on sod/dirt or gravel runways is not allowed.
Simultaneous usage of both the drag chute (if installed) and the thrust reversers is prohibited.
Operation in BOTH HI mode is not approved for takeoff, landing or high power setting requirements.
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
The Standard Empty Weight center of gravity for most Citation Iis is located approximately 291.0 inches aft of
the Reference Datum Line. Depending on airplane gross weight, the center of gravity of a loaded airplane can
move from 276.1 inches aft of Datum and remain within limits.
As the airplane is loaded, the center of gravity will shift. The amount of shift is dependent on not only the
weight added, but the distance the weight is from the
original center of gravity. Both of these factors can be
considered by multiplying the weight added by the dis-
tance from the Reference Datum Line to produce the
loading moment. This information is presented in ta-
ble form in the following tables.
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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual
*Ramp Weight
Do not exceed max.
Ramp wt. 12,700 lbs.
Less Taxi Fuel
*Takeoff Weight * Totals must be within approved weight
Do not exceed max and C.G. Limits. It is the responsibility of
TO wt. 12,500 lbs the operator to insure that the airplane is
loaded properly. The Basic Empty
Less Fuel Enroute Weight C.G. is noted on the Airplane
*Landing Weight Weight Form. If the airplane has been
Do not exceed max. altered, refer to the weight and balance
Landing wt. 12,000 lbs. record for this information.
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