C550 Maneuvers and Procedures Revision 3

Citation 550
Maneuvers and Procedures

Citation 550 Maneuvers and Procedures
Log of Revisions
Revision # Issue Date Initials

Original 09/12
1 05/13
2 05/13
3 06/14
MANEUVERS AND PROCEDURES REVISION 3 06/14 FOR TRAINING PURPOSES ONLY i

This Page Intentionally Left Blank
ii FOR TRAINING PURPOSES ONLY CITATION 550 ORIGINAL 9/12

List of Effective Pages

Page Date Revision Page Date Revision
i 6/14 3 2-20 9/12 Original
ii 9/12 Original 2-21 9/12 Original
iii 6/14 3 2-22 9/12 Original
iv 9/12 Original 2-23 9/12 Original
v 9/12 Original 2-24 9/12 Original
vi 9/12 Original 2-25 9/12 Original
1-i 06/14 3 2-26 9/12 Original
1-ii 9/12 Original 3-i 9/12 Original
1-1 9/12 Original 3-ii 9/12 Original
1-2 06/14 3 3-1 5/13 2
1-3 06/14 3 3-2 5/13 2
1-4 06/14 3 3-3 5/13 2
1-5 06/14 3 3-4 5/13 2
1-6 06/14 3 3-5 5/13 2
1-7 06/14 3 3-6 5/13 2
1-8 06/14 3 3-7 9/12 Original
2-i 9/12 Original 3-8 9/12 Original
2-ii 9/12 Original 3-9 9/12 Original
2-1 9/12 Original 3-10 5/13 2
2-2 9/12 Original 3-11 9/12 Original
2-6 9/12 Original 3-15 05/13 2
2-8 9/12 Original 4-i 9/12 Original
2-9 9/12 Original 4-ii 9/12 Original
2-18 9/12 Original
2-19 9/12 Original
MANEUVERS AND PROCEDURES REVISION 3 06/14 FOR TRAINING PURPOSES ONLY iii
iv FOR TRAINING PURPOSES ONLY CITATION 550 ORIGINAL 9/12

Citation 550
Maneuvers and Procedures
Table of Contents
General Information ................................................ Chapter 1

Standard Operating Procedures ............................ Chapter 2
Flight Profiles........................................................... Chapter 3
Windshear ................................................................ Chapter 4
MANEUVERS AND PROCEDURES ORIGINAL 9/12 FOR TRAINING PURPOSES ONLY v

vi FOR TRAINING PURPOSES ONLY CITATION 550 ORIGINAL 9/12

Chapter 1
General Information
Table of Contents
Introduction ............................................................................ 1
General Information ............................................................... 1
Stabilized Approach ............................................................... 5
Sterile Cockpit Procedures .................................................... 7
Crew Resource Management................................................. 8
GENERAL INFORMATION REVISION 3 06/14 FOR TRAINING PURPOSES ONLY 1-i

THIS PAGE INTENTIONALLY LEFT BLANK
1-ii FOR TRAINING PURPOSES ONLY CITATION 550 ORIGINAL 09/12

Introduction
SimCom strongly supports the premise that the disciplined use of

well-developed Standard Operating Procedures (SOPs) is central to
safe, professional airplane operations, especially in multi-crew, com-
plex or high-performance airplanes.
Note: The procedures in this chapter are for training purposes only
and are not intended to supersede current procedures contained in
the manufacturer’s documentation. Where any discrepancy or conflict
exists, and before conducting flight operations, the appropriate Air
Crew Manual, FAA-Approved Airplane Flight Manual (AFM), and/or
related publications should be referenced for procedures specific to
your airplane.
The procedures described herein are specific to the Citation 550

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

is complete.” This closes the loop after any checklist is initiated and
maintains situational awareness during checklist phases.
In executing the checklist, the PM reads each checklist item aloud.

Items that are the responsibility of the PF, either by the designation
“PF” on the checklist or by seat position designation, are verified
as accomplished, and the PF verbally confirms this (challenge/re-
sponse). The items that are the PM’s responsibility, either by the des-
ignation “PM” on the checklist or by seat designation, are verified as
being accomplished, and the PM verbally confirms this (challenge/
self-response).
GENERAL INFORMATION ORIGINAL 09/12 FOR TRAINING PURPOSES ONLY 1-1

Note: The Takeoff Abort maneuver may be called by any crewmem-
ber assuming the crew trains to a firmly established SOP.
The PF normally commands and executes the takeoff abort for:
1. Engine fire
2. Engine failure
3. Thrust Reverser deployment
4. Runway incursion
5. Loss of directional control
Checklist Discipline
Effective checklists are pertinent and concise. Use them the way they
are written: verbatim, smartly and professionally.
Challenge/No Response
If a flight deviation or critical situation is observed and noted by the
PM and there is no response by the PF to his or her challenge, a
second challenge must be made. If there is still no response, the PM
announces he or she is assuming control of the airplane to keep it in,
or return it to, a safe operating envelope. Response, as used herein,
means verbal as well as appropriate action.
Time-Critical Situations
1. Fly the airplane — Maintain airplane control
2. Recognize challenge — Analyze the situation
3. Respond — Take appropriate action
A malfunction during a critical phase of flight (i.e., requiring immedi-

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

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

commands accomplishment of recall action items while monitoring
the PM in those tasks accomplished by him.
1-2 FOR TRAINING PURPOSES ONLY CITATION 550 REVISION 3 06/14

Checklist Utilization — Non-Recall Procedures

Recognition and verification of a malfunction or impending malfunc-
tion during noncritical phases of flight require the same positive ver-
bal communication. Time, however, is not as critical and allows more
deliberate consensus of the malfunction. Corrective action always is
accomplished utilizing the appropriate checklist.
On recognition and verification of the malfunction, the PIC specifically
designates who controls the airplane and who performs tasks and
designates any items to be monitored.
Following this determination, the PIC calls for the appropriate check-
list. The items are accomplished by the crewmember designated on
the checklist, with the appropriate challenge/response.
Checklist Utilization — Abnormal/Emergency Procedures

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

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

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

ment that is duplicated in the cockpit is read to include its relative
position (i.e., left thrust lever, left standby pump).
GENERAL INFORMATION REVISION 3 06/14 FOR TRAINING PURPOSES ONLY 1-3

Radio Tuning and Communication
The PM accomplishes navigation and communication radio tuning,
identification, and ground communication. For navigation radios, the
PM tunes and identifies all navigation aids. Before tuning the PF's
radios, he announces the NAVAID to be set. In tuning the prima-
ry NAVAID, in particular, the PM coordinates with the PF to ensure
proper selection sequencing with the autopilot mode. After the PF's
NAVAID is tuned and identified, the PM announces "(facility) tuned
and identified."
NDB audio output is monitored throughout approaches for which an

NDB is the primary NAVAID.
On ILS approaches, the marker beacon audio is used as backup to

visual annunciation to confirm marker passage.
In tuning the VHF radios for ATC communication, the newly assigned
frequency is placed in the head not in use (i.e., preselected) at the
time of receipt. After contact on the new frequency, the previously
assigned frequency is retained for a reasonable time period.
Altitude Assignment
The altitude assignment is verbally repeated while being set in the
altitude alerter by the PM. The PF verbally confirms the altitude by
repeating the altitude assignment.
Transitioning from IMC to VMC

If during the Instrument Approach, VMC is encountered, the PF may
transition to visual flight. The PM may then change to visual traffic
pattern callouts.

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

proaches and landings, especially those involving transport
category airplanes.
A stabilized approach is characterized by a constant-angle,

constant-rate of descent approach profile ending near the
touchdown point, where the landing maneuver begins. A stabi-
lized approach is the safest profile in all but special cases, in
which another profile may be required by unusual conditions.
All appropriate briefings and checklists should be accom-

plished before 1000 feet height above touchdown (HAT) in
instrument meteorological conditions (IMC), and 500 feet HAT
in visual meteorological conditions (VMC).
Flight should be stabilized by 1000 feet HAT in IMC and 500

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

maintained from 1000 feet HAT (or 500 feet HAT in VMC) to
landing in the touchdown zone:
The airplane is on the correct track.

Note: A correct track is one in which the correct localizer,
radial or other track guidance has been set, tuned, and
identified and is being followed by the pilot).
The airplane is in the proper landing configuration.
After glide path intercept, or after the final approach fix

(FAF), or after the derived flyover point (per Jeppesen) the
pilot flying requires no more than normal bracketing cor-
rections to maintain the correct track and desired profile
(3° descent angle, nominal) to landing within the touch-
down zone.
Note: Normal bracketing corrections relate to bank angle,

rate of descent, and power management. Recommend-
ed ranges are as follows (operating limitations in the
approved airplane flight manual must be observed, and
may be more restrictive):

Bank Angle—Maximum bank angle permissible during
approach is specified in the approved operating manual
used by the pilot, and is generally not more than 30°; the
maximum bank angle permissible during landing may be
considerablyless than 30° as specified in that manual.
Rate of Descent—±300 fpm deviation from target.
Power Management—Permissible power range is specified

in the approved operating manual used by the pilot.
Overshoots—Normal bracketing corrections occasionally

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

specified in the approved operating manual used by the
pilot.
The rate of descent is no greater than 1000 feet per minute

(fpm).
• If an expected rate of descent greater than 1000 fpm is

planned, a special approach briefing should be performed.
• If an unexpected, sustained rate of descent greater than

1000 fpm is encountered during the approach, a missed
approach should be performed. A second approach may
be attempted after a special approach briefing, if condi-
tions permit.
Power setting is appropriate for the landing configuration se-

lected, and is within the permissible power range of approach
specified in the approved operating manual used by the pilot.

Sterile Cockpit Procedures
Sterile cockpit procedures, refraining from non-essential activi-

ties and communication, must be utilized during critical phases
of flight. Normally this is below 10,000 feet and during all
ground operations.

Crew Resource Management
Crew Resource Management (CRM) is defined as managing

all the resources (both on-board the aircraft and from outside
sources) available to ensure that the successful outcome of the
flight is never in doubt. CRM includes the concepts of Aeronauti-
cal Decision Making (ADM), Risk Management (RM), Task Man-
agement (TM), Automation Management (AM), Controlled Flight
Into Terrain (CFIT) Awareness and Situational Awareness (SA).
CRM training helps the pilot maintain situational awareness by
managing the automation and associated aircraft control and
navigation tasks. This enables the pilot to accurately assess
and manage risk and make accurate and timely decisions. Ef-
fective performance depends on both technical proficiency and
interpersonal skills. A primary focus of CRM is effective team
coordination. The team encompasses the flight crew (cockpit
and cabin) dispatchers, flight attendants, maintenance person-
nel, flight operations managers, management, pilot examiners,
check airmen, flight standards officers, and air traffic controllers.
CRM refers to the effective use of all available resources: human
resources, hardware, and information. Other groups routinely
working with the cockpit crew who are involved in decisions
required to operate a flight safely are also essential participants
in an effective CRM process. CRM is not a single Task. CRM is
a set of competencies, which must be evident in all activities as
applied to the multicrew operation.
CRM focuses on situational awareness, communication skills,

teamwork, task allocation, and decision making within a com-
prehensive framework of standard operating procedures (SOP).
CRM deficiencies almost always contribute to the unsatisfactory
performance of a Task. For debriefing purposes, an amplified
list of CRM competencies, expressed as behavioral markers,
may be found in AC 120-51, as amended.

Chapter 2
Standard Operating Procedures
Table of Contents
During Taxi ................................................................................1
Takeoff Roll ...............................................................................2
Climb ..........................................................................................3
Cruise ........................................................................................5
Descent .....................................................................................6
Precision Approach .................................................................8
Precision Missed Approach ................................................. 12
Precision Approach Deviations ............................................ 14
Non-Precision Approach ....................................................... 15
Non-Precision Missed Approach .......................................... 19
Non-Precision Approach Deviations .................................... 21
Visual Traffic Patterns .......................................................... 22
Visual Landing ....................................................................... 24
STANDARD OPERATING PROCEDURES ORIGINAL 9/12 FOR TRAINING PURPOSES ONLY 2-i

During Taxi
PF PM
t eo riefi g
ACTION: Brief the following: (W.A.R.T.S.S)
W: Weather
VFR, IFR
A: Abnormal
Abort for anything before 70 kts.
Between 70 kts and V1, Abort for Master Warning
Engine failure, Fire, TR deploy or Loss of direc
tional control
After V1, handle it as inflight emergency
No action until safe altitude.
PF may communicate with ATC after safe altitude.
PM run the appropriate checklist and return
for landing.
R: Runway Condition
Wet, Dry, Snow, Slope...
T: Terrain (If any)
S: SID
S: Squak and departure frequency
At: Takeoff Clearance
Call: “Before takeoff

checklist”
ACTION: Complete before
takeoff checklist
Call: “Before takeoff
checklist complete”
STANDARD OPERATING PROCEDURES ORIGINAL 9/12 FOR TRAINING PURPOSES ONLY 2-1
Takeoff Roll
PF PM
ACTION: Advanced Thrust

Levers to Takeoff
Call: "Set Thrust"
ACTION: Set Thrust to Target
N1
Call: “Thrust set”
At: Initial Airspeed Indication
Call: “Airspeed alive”
is ll o fir
positive IAS indication
At: 70 KIAS
ACTION: Crosscheck KIAS

Call: “70 kts crosscheck”
Call: “Check”
At: V1
Call: “V1”
ACTION: Move hand from
thrust levers to
yoke
At: VR
Call: “Rotate”
ACTION: Rotate to
approximately 10 to
12° pitch attitude
for takeoff
(7 to 10° pitch for
engine failure)
2-2 FOR TRAINING PURPOSES ONLY CITATION 550 ORIGINAL 9/12

Climb
PF PM
At: Positive Rate of Climb

Call: “Positive rate”
Only after PM's call,
Call: “Gear up”
ACTION: Retract gear and
Landing Lights off
Call: “Gear selected up”
When gear
indicates up--
“Gear indicates up.”
At: V2 + 10 (400' or obstacle clearance altitude)

Call: “V2 + 10”
Call: “Flaps up”
ele t s
Call: “Flaps selected up”
he s
indicate up--
“Flaps indicate up”
Climb (continued)
PF PM
At: 1,500 Ft AGL (minimum or obstacle clearance)
Call: “Set climb thrust”

ACTION: Setting climb thrust
(as per AFM)
Call: “Climb thrust set”
Call: “After Takeoff-Climb

checklist”
ACTION: Complete After
Takeoff-Climb
checklist
checklist complete"
At: Transition altitude
Call: “29.92 set" Call: “29.92 at transition
altitude and cross-
check”

Cruise
PF PM
At: 1,000 Ft Below Assigned Altitude

Call: “_____ (altitude)
for (altitude)” (i.e.,
7,000 for 8,000)
Call: “_____ (altitude)
for (altitude)” (i.e.,
7,000 for 8,000)
At: Cruise Altitude

Call: “Cruise checklist”
ACTION: Complete Cruise
checklist
Call: “Cruise checklist
complete”
At: Altitude Deviation in Excess of 100 Ft

Call: “Altitude”
Call: “Correcting”
At: Course Deviation in Excess of One Half Dot

Call: “Course”
t e i g e e tio i ess o
Call: “Heading”
Descent
PF PM
At: Appropriate Workload Time
Review the following as applicable:
plan descent (when descending at pilot's discre-
tion, a rule of thumb: altitude / 1,000 x 3)
approach to be executed
field elevation
appropriate minimum sector altitude(s)
inbound leg to FAF, procedure turn direction and
altitude
final approach course heading and intercept
altitude
timing required
DA/MDA
MAP (non-precision)
VDP
special procedures (DME step-down, arc, etc.)
type of approach lights in use (and radio keying
procedures, if required)
missed approach procedures
runway information conditions
ACTION: Brief the following as applicable: (PF)

configuration
approach speed
minimum safe altitude
approach course
FAF altitude
DA/MDA altitude
field elevation
VDP
missed approach
heading
altitude
intentions
abnormal implications
Note: The Approach checklist should be completed prior to

the initial approach fix.

Descent (continued)
PF PM
Note: Maintain sterile cock- Call: “Descent checklist”

pit below 10,000 feet above ACTION: Initiate Descent
airport surface. checklist
At: Transition altitude
Call: “Altimeter ____ set”

Call: “____ Set and cross-
check”
Call: “Descent checklist

complete”
At: 1,000 Ft Above Assigned Altitude

Call: “_____ (altitude) for
(altitude)”
Call: “_____ (altitude) for
(altitude)”
Precision Approach
PF PM
At: Prior to Initial Approach Fix

Call: “Before Landing
checklist” ACTION: Initiate Before
Landing checklist
On Base Leg
Call: “Flaps approach”
ele t s -
proach
Call: “Flaps selected ap-
proach”
he s
indicate approach--
“Flaps indicate ap-
proach”
At: Initial Movement of Course Deviation Bar
Call: “Localizer/
course alive”
Call: “Localizer/
course alive”
At: Annunciators Indicating Localizer Capture
Call: “Localizer captured”

Call: “Localizer captured”

Precision Approach (continued)
PF PM
Initial Movement of Glide Slope Bar
Call: “Glide Slope alive”
Call: “Glide Slope alive”
At: One Dot to Capture

Note: If the VOR on the PM's Call: “Gear down and
side is used for crosschecks continue before
on the intermediate segment, landing checklist”
the PM should tune his NAV
radios to the specific approach
ACTION: Extend gear
no later than the FAF. The sta- Call: “Gear selected
tus calls prior to the FAF can
down”
be accomplished with refer- When gear
ence to the PF instruments.
indicates down--
“Gear indicates
down”
At: Annunciators Indicating Glide Slope Capture
Call: “Glide Slope cap-

tured” Call: “Glide Slope cap-
tured”
At: Glideslope Intercept

Call: “Flaps land”
ele t sl
Call: “Flaps selected
land”
he s
indicate land--
“Flaps indicate
land”
"Before Landing
Checklist complete"
PF PM
At: FAF
Call: “Outer marker” or
Fi l fi
Call: “Outer marker” or
Fi l fi lti-
tude checks”
ACTION:
Visually cross-
check that both
altimeters agree
with
crossing altitude
Set missed
approach altitude
in altitude alerter
Check PF and PM
instruments
Call FAF inbound
" Before landing
checklist com-
plete"
At: 1,000 Ft Above DA(H)

Call: “1,000 feet to
minimums”
Call: “Check”
At: 500 Ft Above DA(H)

Call: “500 feet to
minimums”
Call: “Check”

PF PM
At: 100 Ft Above DA(H)

minimums”
Call: “Check”
At: Point Where PM Sights Runway or Visual References

Call: “Runway or Ap-
proach light _____
o'clock”
Call: “Landing” or
“Continue”
ACTION: As PF goes visual,
PM transitions to
instruments
At: DA(H)
Call: “Minimums. Runway
(or visual reference)
_____ o'clock”
ACTION: Announce intentions
Call: “Going visual.
Land.” or “Missed
approach”
ACTION: As PF goes visual,
PM transitions to
instruments
Note: A Stabilized Approach has the following parameters:

1. Within one dot deflection, both LOC and GS
2. IVSI less than 1,000 fpm
3. VREF (MIN)
4. No flight instrument flags with the landing runway or visual
references not in sight
5. Landing configuration, except for full flaps
(circling or single engine approaches)
Precision Missed Approach
PF PM
At: DA(H)
Call: “No Runway”
Call: “Missed approach.

Set Max thrust”
Call: “Max thrust set”
ACTION: Assist PF in setting

thrust for go-around
l thr st fir l
and positively.
Activate go-around
mode and initially
rotate the nose to
10 to 12°, 7 to 10°
for single engine.

ele t s -
proach
proach”
he s
indicate approach--
proach”

Call: “Gear up”
ACTION: Retract gear
When gear
indicates up--
“Gear indicates up”
ACTION: Announce head-
ing and altitude for
missed approach

Precision Missed Approach (continued)
PF PM
At: V2 + 10 (400' or obstacle clearance altitude)

Call: "Vref + 10"
ele t s
he s
indicate up--
At: 1,500 Ft (minimum) Above Airport Surface and

Workload Permitting
Call: "After Takeoff-Climb
checklist"
Takeoff-Climb
checklist
Precision Approach Deviations
PF PM
At: ± One Half Dot — Glideslope

Call: “One half dot (high,
low) and (increas-
ing, holding, de-
Call: “Correcting” creasing)”
At: ± One Half Dot — Localizer

Call: “One half dot (right,
left) and (increas-
ing, holding, de-
At: Vref ± 10
Call: “Speed (plus or mi-

nus) 10 (knots) and
(increasing, holding,
decreasing)”
At: Vref or Below

Call: “Vref” or “Vref mi-
nus ____ (knots
below Vref)”
At: Rate of Descent Exceeding 1,000 FPM

Call: “Sink ____ (amount)
hundred and
decreasing)”

Non-Precision Approach
PF PM
Prior to Initial Approach Fix

checklist” ACTION: Initiate Before Land-
ing checklist
After Level-Off on Intermediate Approach Segment or on Base

Leg
ele t s -
proach
proach”
he s
indicate approach--
proach”
At: Initial Movement of Course Deviation Bar

Call: “Localizer/ Call: “Localizer/
course alive” course alive”
At: Annunciators Indicating Course Capture

Call: “Localizer/course Call: “Localizer/course
captured” captured”
Non-Precision Approach (continued)
PF PM
Prior to FAF (cont.)

“3 to 5 miles/from
FAF”
Call: “Gear down.
Continue Before
Landing checklist” ACTION: Extend gear
Call: “Gear selected
down"
When gear
indicates down--
“Gear indicates
down”
At: FAF
Call: “Outer marker” or Call: “Outer marker” or

Fi l fi Fi l fi
ACTION: Start timing
Visually cross-
check that both
altimeters agree
Start time (if re-
quired)
Verify MDA (or
nearest 100 ft
above) in altitude
alerter
Check PF and PM
instruments
Call FAF inbound

PF PM
At: 1,000 Ft Above MDA

Call: “1,000 feet to
minimums”
Call: “Check”
At: 500 Ft Above MDA

minimums”
Call: “Check”
At: 100 Ft Above MDA

minimums”
Call: “Check”
PF PM
At: MDA
Call: “Minimums _____
(time) to go” or
“Minimums _____
(distance) to go”
Call: “Check”
At: Point Where PM Sights Runway or Visual References

Call: “Runway or Ap-
proach light ____
o'clock”
Call: "Landing”, "Contin-
ue", or “Missed
approach”
At: Landing Assured

Call: “Leaving from MDA”
ele t sl
Call: “Flaps selected
land”
he s
indicate land--
“Flaps indicate
land”
"Before landing
checklist complete"
Note: A Stabilized Approach has the following parameters:
1. Within one dot CDI deflection or 5° bearing
2. IVSI less than 1,000 fpm
3. IAS within VAP ± 10 kts (no less than VREF)
4. No flight instrument flags with the landing runway or visual
references not in sight
5. Landing configuration, except for full flaps
(circling or single-engine approaches)

Non-Precision Missed Approach
PF PM
At: MAP
Call: “Missed approach
point. No runway”
Call: “Missed approach

Set Max Thrust”
ACTION: Assist PF in setting
l thr st fir l thrust for go-around
and positively.
Activate go-around
mode and initially
rotate the nose to
10 to 12°, 7 to 10°
for single engine

ele t s -
proach
proach"
he s
indicate approach--
proach”

Call: “Gear up”
ACTION: Retract gear
When gear
indicates up--
“Gear indicates up”
ACTION: Announce head-
ing and altitude for
missed approach
Non-Precision Missed Approach (continued)
PF PM
At: Vref + 10 (minimum) (400' or obstacle clearance altitude)

Call: " Vref + 10"
ele t s
he s
indicate up--
At: 1,500 Ft (minimum) Above Airport Surface and

Workload Permitting

checklist”
Takeoff-Climb
checklist

Non-Precision Approach Deviations
PF PM
At: ± Half One Dot — Localizer/VOR

Call: “One half dot (right,
left) and (increas-
ing, holding, de-
At: ± 5° On Final Approach Segment
Call: “____ (degrees off

course) (right, left)
and (increasing,
holding, decreas-
Call: “Correcting” ing)”
At: VREF ± 10 kts

Call: “Speed (plus or
minus) ____ (knots)
and (increasing,
holding, decreas-
ing)”
At: Descent ± 200 FPM from Briefed Rate

Call: “Sink ____ (amount)
hundred and
decreasing)”
Visual Traffic Patterns
PF PM
At: Pattern Entry/Downwind (1,500 Ft Above Airport Surface)

checklist”
ACTION: Initiate Before Land-
ing checklist
At: Downwind
ele t s -
proach
proach”
he s
indicate approach--
proach”
At: Abeam Threshold

Call: “Gear down.
Continue Before
Landing checklist”
ACTION: Extend gear
Call: “Gear selected
down”
When gear
indicates down--
“Gear indicates
down”

is l r fi P tter s (continued)
PF PM
Landing Assured (at point on approach when PF sights runway and normal landing
can be made)
ACTION: Push autopilot ele t s o
disconnect switch Call: “Flaps selected
if engaged land”
he s
indicate land--
“Flaps indicate
land”
Visual Landing
PF PM
At: 1,000 Ft Above Airport Surface

Call: “1,000 AGL”
Call: “Check”
At: 500 Ft Above Airport Surface

Call: “500 AGL”
Call: “Check”
At: Touchdown
Call: "Speedbrakes"
ACTION: Extend speedbrakes
Call: “Speedbrakes
extended”

Visual Landing (continued)
PF PM
At: Thrust Reverser Deployment

ACTION: Check illumination
of arm, unlock, and
deploy lights
Call: “Six lights”
ACTION: Increase reverse
thrust
At: Thrust Reverser Idle Speed (60 KIAS)

Call: “60 kts”
ACTION: Stow thrust
reversers

Chapter 3
Flight Profiles
Table of Contents
Normal Takeoff ........................................................................ 1

ILS Flight Director/Autopilot Approach ................................. 2
Non-Precision Approach ......................................................... 3
Circling Approach .................................................................... 4
Circling Approach (Right Hand) .............................................. 4
Steep Turns .............................................................................. 6
Emergency Descent ................................................................. 7
Visual Approach and Landing ................................................. 8
Flaps Up Landing ..................................................................... 9
Single Engine ILS Approach, Landing, and Go-Around .......10
Takeoff Engine Failure After V1 ...........................................11
Stall Recovery — Clean ..........................................................12
Stall Recovery — Departure ..................................................13
Stall Recovery — Landing ......................................................14
Rejected Takeoff ..................................................................15
FLIGHT PROFILES ORIGINAL 09/12 FOR TRAINING PURPOSES ONLY 3-i


Normal Takeoff
1 Takeoff
SET THRUST FOR TAKEOFF
FLIGHT PROFILES REVISION 2 05/13

AIRSPEED ALIVE
70 KIAS CROSSCHECK
V1
2 Rotation
Rotate ................... VR
Rotate smoothly to 10 TO 12°
Call out ................. POSITIVE RATE
Gear ..................... UP
FOR TRAINING PURPOSES ONLY

3 Straight Climbout
Flaps .................. UP AT V2+10 AT
400 FEET OR OBSTACLE CLEARANCE
ALTITUDE
Climb Thrust ........... SET AFTER SAFE
ALTITUDE
After-takeoff/
climb checklist .... COMPLETE
3-1
1 Radar Vectors
3-2
Flaps .................APPROACH
Approach Preparations
Hdg ..................ON
Alt.....................ON
Approach procedure .................REVIEW
When cleared for approach
Go-around procedure ................REVIEW
APR ..................ARM
Airspeed bug ...........................SET VREF
Avionics ..................................CHECK
Before Landing checklist...........INITIATE
3 Localizer ...........TRACK
G/S...................ONE DOT TO CAPTURE
Gear .................DOWN
Glideslope .........CAPTURE
Flaps .................LAND
Before landing
ILS Flight Director/Autopilot Approach
checklist............COMPLETE
6 Missed Approach
Go-around button .......PUSH Gear ........................ UP
Max thrust .................SET Flaps at V2 + 10.... UP
(400’ or obstacle clearance altitude)
Pitch to .....................10 TO 12°
2 Localizer ...... CAPTURE Missed
Flaps ........................ APPROACH

approach .............. FLY PROCEDURES
Rate of climb ............ POSITIVE After Takeoff-Climb
checklist............... COMPLETE
5 Airspeed.........VREF MIN
4 Autopilot....................OFF
Autopilot/FD (Coupled
at 200’
Approach)............. BEGIN DESCENT
LOC and GS
Glideslope ............ COUPLED
CITATION 550 REVISION 2 05/13

2 Descent .........1,000 FPM RECOMMENDED
Avionics ..................................CHECK

1 Procedure Turn
Non-Precision Approach
Flaps .................... APPROACH 6 Missed Approach

Autopilot.....................DISENGAGE
Max thrust ..................SET
Attitude ......................10 TO 12°
Flaps ..........................APPROACH
Rate of climb ..............POSITIVE
Gear ..........................UP
5 Runway in Sight Flaps at VREF + 10.......UP
Airspeed.........VREFMIN (400’ or obstacle clearance altitude)
Flaps ..............LAND Missed approach ........FLY
Before landing PROCEDURE
checklist.........COMPLETE After Takeoff-Climb

4 FAF checklist.....................COMPLETE
Minimum
Power ............REDUCED descent altitude
Descend.........800-1000 FPM
Airspeed.........VREF + 10 MIN
3 3-5 Miles from Final Approach Fix (FAF)

Descent ................................ LEVEL
Airspeed................................ VREF + 10 MIN
Gear ..................................... DOWN
7 Maintain normal
Note: Maximum use of flight director/autopilot if desired: descent to landing
Press NAV ARM button for VOR approach
Press NAV ARM button for LOC only approach
Press BC button for back course localizer approach
3-3
3-4
3 Key Point
Flaps ........................................... LAND
4 Turn to Final MDA............................................ LEAVE
Bank angle .................................. 30° MAX Airspeed...................................... VREF + 10 KIAS
Circling Approach
Airspeed...................................... VREF + 10 MIN Before Landing Checklist ..........COMPLETE
2 Runway in Sight
MDA............................................ MAINTAIN
Airspeed...................................... VREF + 20 MIN
45°

Speed ......................................... VREF + 20 MIN
Flaps ........................................... APPROACH
Gear ........................................... DOWN
Avionics ..................................CHECK
Before Landing Checklist ..........INITIATE

3 Key Point
Flaps ........................................... LAND
MDA............................................ LEAVE
Airspeed...................................... VREF + 10 KIAS
Before Landing Checklist ..........COMPLETE 4 Turn to Final
Bank angle .................................. 30° MAX

Circling Approach (Right Hand)
2 Runway in Sight
MDA............................................ MAINTAIN
45°

Speed ......................................... VREF + 20 MIN
Flaps ........................................... APPROACH
Gear ........................................... DOWN
Avionics ..................................CHECK
3-5
3-6
ir l e o fig r tio Steep Turns
Ignition ....................................ON
Computation............................VREF
Engine Sync ............................OFF
Yaw Damper ...........................AS REQUIRED
Flaps .......................................0
Gear .......................................UP
1
1 Airspeed ..................200 KIAS

2 Bank angle...............45°
(Power approximately 78-80% N1)
3 Altitude ....................MAINTAIN

4 Airspeed ..................MAINTAIN

1 Cabin Decompression
Oxygen masks ................................. DON (100%)
Oxygen microphone switches ............ MIC OXY MASK
Emergency Descent ........................ AS REQUIRED
Pressurization Source Selector ......... NORMAL
Passenger Oxygen ........................... Ensure pax are receiving oxygen
(MANUAL DROP as required)
Transponder .................................... EMERGENCY
If not arrested by 14,000 feet cabin altitude
PRESS SOURCE Select Knob ........... EMER
Control cabin temperature with LH throttle
Emergency Descent ......................... INITIATE - Refer to Emergency
Procedures, EMERGENCY DESCENT
Refer to Abnormal Procedures, USE OF SUPPLEMENTAL OXYGEN
Emergency Descent
Below 10,000 feet MSL, consider PRESS SOURCE Select Knob - NORM
FLIGHT PROFILES ORIGINAL 09/12

Land as soon as practical.
2 Emergency Descent
AP TRIM DISK ......................... PRESS AND RELEASE
Throttles ................................ IDLE
Speed Brakes......................... EXTEND
Airplane Pitch Attitude............. INITIALLY TARGET 15 DEGREES NOSE DOWN
Airspeed ................................ MMO/VMO (Use reduced speed if structural damage has occurred
Transponder ........................... EMERGENCY
Passenger Advisory Switch ..... PASS SAFETY
ATC ...................................... ADVISE and obtain local altimeter setting
Altitude.................................. 10,000 feet MSL or Minimum Safe Altitude, whichever is higher
If descent into icing conditions is required
Anti-Ice/Deice ........................ AS REQUIRED

Throttles ................................ AS REQUIRED, maintain sufficient thrust for anti-icing
(ENG ANTI-ICE lights extinguished)
3 1000 FT Above Desired Altitude

Speedbrakes .............RETRACT
4 14,000 FT or MINIMUM SAFE ALTITUDE
Level off
Crew oxygen ......... NORMAL
Airspeed................ NORMAL CRUISE
3-7
Note: If structural damage is suspected, limit airspeed.
Determine new course of action
3-8
Avionics ..................................CHECK
Before Landing Checklist ..........INITIATE 3 Abeam Threshold 1 Entry
Gear .........................DOWN Clean configuration
Visual Approach and Landing
2 Downwind Leg
Flaps .........................APPROACH

4 Landing Assured
Flaps .........................DOWN
Airspeed....................VREF MIN
Before landing
checklist....................COMPLETE
CITATION 550 ORIGINAL 09/12

2 Base Turn Approach Preparations
Descent ............BEGIN (800-1000 FPM)
Bank angle ........30° MAX Approach procedure .................REVIEW
Airspeed bug ...........................SET VREF + 15 MIN
Flaps Up Landing
Avionics ..................................CHECK
Flaps Inoperative Approach

and Landing Checklist ..............INITIATE
3 Rollout
Airspeed............VREF +15 MIN
Stabilized
1 Clean Configuration
Airspeed............VREF + 30 MIN
Gear .................DOWN
Flaps Inoperative Approach
and Landing Checklist ..............COMPLETE
5 Missed Approach

Max thrust ....................SET
Pitch to ........................10 TO 12°
Rate of climb ................POSITIVE
Gear ............................UP
After Takeoff-Climb
checklist.......................COMPLETE
4 Maintain normal descent

to landing
3-9
3-10
Engine failure checklist ...................... COMPLETE
Approach procedure .......................... REVIEW
Go-around procedure ......................... REVIEW
Airspeed bug .................................... SET VREF
Avionics ........................................... CHECK
Single Engine Approach
and Landing Checklist ....................... INITIATE
1 Clean Configuration
Airspeed............. VREF + 30
3 Missed Approach
Go-around button .......PUSH Flaps at V2 + 10..........UP
Max thrust .................SET (400’ or obstacle clearance altitude)

Missed
Single Engine ILS Approach, Landing, and Go-Around
Pitch to .....................7 TO 10° approach .............. FLY PROCEDURES

Rate of climb ........ POSITIVE Single Engine Go Around
Gear .................... UP Checklist ......................COMPLETE
2 Flaps ............................. APPROACH

Airspeed........................ VREF + 10 MIN
At glideslope intercept
Gear ............................. DOWN
When landing is assured
Flaps ............................. LAND (AS REQUIRED)
Single Engine Approach
and Landing Checklist .... COMPLETE

1 Takeoff
SET THRUST FOR TAKEOFF

AIRSPEED ALIVE
70 KIAS CROSSCHECK
V1
Takeoff Engine Failure After V1

3 Straight Climbout
Climb out................. V2
2 Engine Failure When 400’ or clear of

Rudder .................... AS REQUIRED Obstacles ................ V2 + 10 KIAS
Ailerons ................... AS REQUIRED Flaps ....................... UP
Rotate ..................... VR Airspeed ................. ACCELERATE TO VENR
Pitch ....................... 7 TO 10° Engine failure above V1
Gear ....................... UP when checklist.................. COMPLETE
positive rate of climb established After Take-off-Climb
Checklist ................. COMPLETE
3-11
ir l e o fig r tio
3-12
Ignitions ............ON
Computation .....VREF AND TAKEOFF THRUST
Engine Sync ......OFF
Yaw Damper .....ON
Flaps .................0 °
Gear .................UP
Stall Recovery — Clean
Autopilot............ON
3 Airspeed............ACCELERATE
1 Autopilot............ON
TO 160 KTS
Power ................ 50% N1

2 At first indication of a stall
Autopilot ................. DISCONNECTED
Decrease pitch attitude to reduce angle of attack/level
the wings
Thrust levers ........... SET TO TAKEOFF THRUST
Accelerate out of the stall condition

ir l e o fig r tio
Yaw Damper .....OFF

Flaps .................APPROACH
Gear .................UP
Stall Recovery — Departure
1 4 At airspeed ........VREF+ 10 KIAS

Power ................ 50% N1
Flaps .................UP
Flaps .................. APPROACH
Airspeed............ACCELERATE
Bank angle ......... 20° either direction
TO 160 KTS

2 Increase the Angle of 3 At first indication of a stall
Attack to maintain alti-
Decrease pitch attitude to reduce angle of attack/Level the wings
tude until first indication
of a stall. Thrust levers ........... SET TO TAKEOFF THRUST
3-13
ir l e o fig r tio
3-14
Yaw Damper .....OFF
Flaps .................LAND
Gear .................DOWN
Stall Recovery — Landing
1 Power ................ 60% N1 5 Positive

Flaps .................. APPROACH Airspeed............FLAPS APPROACH
Gear .................. DOWN 3 Increase the Angle of Attack Positive
to maintain altitude until first rate...................GEAR UP
indication of a stall. Airspeed............VREF + 10 KIAS
Flaps .................UP
Airspeed............ACCELERATE
TO 160 KTS

2 Flaps .................LAND 4 At first indication of a stall
Decrease pitch attitude to reduce angle of
attack/Level the wings
Thrust levers ........... SET TO TAKEOFF
THRUST

Rejected Takeoff
1 Accelerate aircraft with takeoff thrust

Prior to V1, ABORT the takeoff
3 Maintain centerline orientation

Advise tower of the abort

2 Brakes .................... AS REQUIRED
Throttles.................. IDLE
Speedbrakes ........... EXTEND
Thrust reversers ...... DEPLOY ON UNAFFECTED
ENGINE
4 Exit runway if necessary

Refer to Minimum Turnaround Time Chart
3-15

Chapter 4
Windshear
Table of Contents
Operation in Windshear and Microburst Conditions ............1
Model of Flight Crew Actions ..................................................4
Takeoff Precautions ................................................................5
Approach Precautions.............................................................5
Windshear Recognition...........................................................5
Guidelines for Windshear Recognition .................................5
Pilot Technique ........................................................................5
Crew Coordination ...................................................................6
After Liftoff/On Approach Windshear
Recovery Technique ................................................................6
CONFIGURATION.......................................................................6
ADDITIONAL CONSIDERATIONS ...............................................7
WINDSHEAR ORIGINAL 09/12 FOR TRAINING PURPOSES ONLY 4-i


Operation in Windshear and Microburst Conditions
This section contains a condensed compilation of the information

contained in the FAA Pilot Windshear Guide (published as FAA
Advisory Circular AC 00-54, Appendix 1).
Convective Weather
Convective weather is a highly active area of weather energy such as
Key Note: Windshear can that found in and around the vicinity of thunderstorms, rain storms,
be encountered at any virga, extreme turbulence, or tornadoes and is caused primarily by
altitude but is especially the temperature differential between the surface and the convective
cell.
hazardous when encoun-
tered during takeoff or
The convective weather defined here is the primary manufacturer of
landing, on approach, or
hazards such as downbursts, microbursts, and low-level windshear
by aircraft operating at and can be catastrophic.
low altitudes.
Windshear
Windshear is a sudden shift in wind velocity and direction in either
the horizontal or vertical plane that can subject an aircraft and its
occupants to violent updrafts and downdrafts. Windshear can be
encountered at any altitude but is especially hazardous when
encountered during takeoff or landing, on approach, and by aircraft
operating at low altitudes. For the purposes of discussion, it will be
limited to airspeed changes exceeding 15 knots or vertical speed
changes exceeding 500 fpm.
Microburst
A microburst can be defined as a violent rush of downward air,
concentrated in a relatively small area, and the subsequent outward
rush of high-speed winds. It is one of two distinguishable forms of
downdraft: downbursts and microbursts.
A downburst typically affects a surface area as wide as 15 miles, with

downdrafts exceeding 700 fpm and horizontal winds of up to 120
knots.
A microburst will affect a surface area not exceeding 2.2 miles, yet is
all the more deadly to aircraft for its concentration, with downdrafts
exceeding 6,000 fpm and horizontal winds of up to 150 knots
extending out as far as 2.5 miles.
The absence of heavy rain or light rain in the form of virga may mask
the presence of a microburst, which is often detectable only by a ring
of blowing surface dust.
WINDSHEAR ORIGINAL 09/12 FOR TRAINING PURPOSES ONLY 4-1

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

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

equal headwinds and tailwinds.

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

Model of Flight Crew Actions
It is crucial to establish crew coordination in terms of evaluating

current weather indicators in order to avoid or survive an encounter
with windshear.
The following flow chart has been formulated to assist flight crews in
early recognition and recovery techniques.
Evaluate the weather.
NO Any signs of
windshear?
YES Avoid known

windshear.
Is it safe
to continue? NO
YES
Consider precautions.
Follow Standard
Operating Techniques.
Windshear recovery
technique.
Report the encounter.

Takeoff Precautions
Use maximum rated takeoff power

Use longest suitable runway
Consider using recommended flap setting
Consider using increased rotation airspeed
Do not use speed referenced flight director
Approach Precautions
Stabilize approach no later than 1000 feet AGL

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

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

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

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

Crew Coordination
The PF should focus attention on flying the airplane. In a windshear

encounter, appropriate actions should be taken in response to
callouts.
The PNF should focus attention on airspeed, vertical speed, altitude,

pitch attitude, glidepath deviation and thrust. If any significant
deviations from normal indications are detected, the PNF should
immediately call out the deviation. Callouts in the cockpit should be
standardized and easy to understand to ensure timely recognition.
After Liftoff/On Approach Windshear Recovery Technique
POWER
Apply necessary power
PITCH
Adjust toward 15°
Increase beyond 15° if required to ensure acceptable
flight path
Always respect stick shaker
CONFIGURATION
Maintain existing configuration
CONFIGURATION
Maintain flap and gear position until terrain clearance is assured.

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

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

encounter, extending flaps beyond a takeoff flap setting might result
in a continuous warning horn,which distracts the crew.

ADDITIONAL CONSIDERATIONS
If autopilot/flight director systems specifically designed for operation

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

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

mode. If normal procedures utilize this feature, the selectable pitch
attitude mode may be effectively used in a windshear encounter
provided the selected attitude is within the acceptable range.
However, if an attitude other than the selected attitude becomes
necessary, the flight director should be disregarded and, time
permitting, switched off by the PNF.
Avoid stabilizer trim changes in response to short-term windshear-

produced airspeed/stick force changes. However, stabilizer trim
should be used to trim out stick force due to thrust application.
Throughout recovery, the PNF should call out vertical flight path
deviations using the barometric altimeter, radio altimeter, or vertical
speed indicator as appropriate. For example,
“Sinking 500, alititude 200, climbing 400, altitude 300,” etc.


C550 Maneuvers and Procedures Revision 3

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

C550 Maneuvers and Procedures Revision 3

Uploaded by

Copyright:

Available Formats

Citation 550

Maneuvers and Procedures

Revision # Issue Date Initials

MANEUVERS AND PROCEDURES REVISION 3 06/14 FOR TRAINING PURPOSES ONLY i

ii FOR TRAINING PURPOSES ONLY CITATION 550 ORIGINAL 9/12

List of Effective Pages

iv FOR TRAINING PURPOSES ONLY CITATION 550 ORIGINAL 9/12

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

MANEUVERS AND PROCEDURES ORIGINAL 9/12 FOR TRAINING PURPOSES ONLY v

vi FOR TRAINING PURPOSES ONLY CITATION 550 ORIGINAL 9/12

GENERAL INFORMATION REVISION 3 06/14 FOR TRAINING PURPOSES ONLY 1-i

1-ii FOR TRAINING PURPOSES ONLY CITATION 550 ORIGINAL 09/12

SimCom strongly supports the premise that the disciplined use of

The procedures described herein are specific to the Citation 550

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

In executing the checklist, the PM reads each checklist item aloud.

GENERAL INFORMATION ORIGINAL 09/12 FOR TRAINING PURPOSES ONLY 1-1

The PF normally commands and executes the takeoff abort for:

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

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

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

1-2 FOR TRAINING PURPOSES ONLY CITATION 550 REVISION 3 06/14

Checklist Utilization — Non-Recall Procedures

Checklist Utilization — Abnormal/Emergency Procedures

Emergency situations requiring immediate corrective actions, iden-

Abnormal and emergency checklists should be accomplished so that

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

GENERAL INFORMATION REVISION 3 06/14 FOR TRAINING PURPOSES ONLY 1-3

NDB audio output is monitored throughout approaches for which an

On ILS approaches, the marker beacon audio is used as backup to

Transitioning from IMC to VMC

1-4 FOR TRAINING PURPOSES ONLY CITATION 550 REVISION 3 06/14

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

A stabilized approach is characterized by a constant-angle,

All appropriate briefings and checklists should be accom-

Flight should be stabilized by 1000 feet HAT in IMC and 500

An approach is stabilized when all of the following criteria are

The airplane is on the correct track.

The airplane is in the proper landing configuration.

After glide path intercept, or after the final approach fix

Note: Normal bracketing corrections relate to bank angle,

GENERAL INFORMATION REVISION 3 06/14 FOR TRAINING PURPOSES ONLY 1-5

Rate of Descent—±300 fpm deviation from target.

Power Management—Permissible power range is specified

Overshoots—Normal bracketing corrections occasionally

The airplane speed is within the acceptable range

The rate of descent is no greater than 1000 feet per minute

• If an expected rate of descent greater than 1000 fpm is

• If an unexpected, sustained rate of descent greater than

Power setting is appropriate for the landing configuration se-

1-6 FOR TRAINING PURPOSES ONLY CITATION 550 REVISION 3 06/14

Sterile Cockpit Procedures

Sterile cockpit procedures, refraining from non-essential activi-

GENERAL INFORMATION REVISION 3 06/14 FOR TRAINING PURPOSES ONLY 1-7

Crew Resource Management (CRM) is defined as managing

CRM focuses on situational awareness, communication skills,

1-8 FOR TRAINING PURPOSES ONLY CITATION 550 REVISION 3 06/14

2-ii FOR TRAINING PURPOSES ONLY CITATION 550 ORIGINAL 9/12

At: Takeoff Clearance

Call: “Before takeoff

ACTION: Advanced Thrust

ACTION: Crosscheck KIAS

2-2 FOR TRAINING PURPOSES ONLY CITATION 550 ORIGINAL 9/12