FlightSafety

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CITATION EXCEL
PILOT TRAINING MANUAL
VOLUME 1
OPERATIONAL INFORMATION

FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.flightsafety.com
Courses for the Citation Excel and other aircraft are taught at
the following FlightSafety Learning Centers:

Cessna-Citation Learning Center

FlightSafety International
1851 Airport Road
P.O. Box 12323
Wichita, Kansas 67277
(316) 220-3100

Toledo Learning Center

11600 West Airport Service Road
Swanton, Ohio 43558
(419) 865-0551

Columbus Learning Center

625 North Hamelton Road
Columbus, Ohio 43219
(614) 239-8970

San Antonio Learning Center

San Antonio International Airport
9027 Airport Boulevard
San Antonio, TX 78216-4806
(210) 826-6385

Copyright © 2002 by FlightSafety International, Inc.

All rights reserved.
Printed in the United States of America.
 FOR TRAINING PURPOSES ONLY

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

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

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

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

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

FOR TRAINING PURPOSES ONLY

iii
 CONTENTS
EXPANDED CHECKLIST

Normal Procedures

Abnormal Procedures

Emergency Procedures

LIMITATIONS

MANEUVERS AND PROCEDURES

WEIGHT AND BALANCE

PERFORMANCE

CREW RESOURCE MANAGEMENT

RECURRENT

Syllabus

Systems Review

Master Warning

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CITATION EXCEL PILOT TRAINING MANUAL

GLOSSARY
ABN Abnormal

A/C Airconditioning

AC Alternating Current

ACC Accessory

ACM Air Cycle Machine

ADC Air Data Computer

AFM Airplane Flight Manual

AFT After/Behind

AGB Accessory Gear Box

AGL Above Ground Level

AHRS Attitude Heading Reference System

ALT Altitude

AMPS Amperage

AOA Angle Of Attack

A/P Autopilot

APP Approach

APPR Approach

APU Auxillary Power Unit

ARM Armed

ATT Attitude

ATIS Automatic Terminal Information Service

AUTO Automatic

AUX Auxillary

AVN Avionics

BARO Barometric

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BATT Battery

BAV Bleed Air Valve

BC Back Course

B.I.T. Built In Test

BLE Boundary Layer Energizer

BOTL Bottle

BOV Bleed Off Valve

BP Bypass

BRKS Brakes

CA Cabin Altitude

CAB Cabin

CAP Capacity

CAT Category

CB Circuit Breaker

CBrF3 Monobromotrifluromethane

CDI Course Deviation Indicator

CDU Control Display Unit

CG Center Of Gravity

CKPT Cockpit

CL Current Limiter

CLB Climb

COLL Collision

COMM Communications

COMP Compare/Comparison

CPU Central Processor Unit

CRU Cruise

CVR Cockpit Voice Recorder

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DC Direct Current

DC Display Controller

DCU Data Collection Unit

DGC Display Guidance Computer

DH Decision Height

DIEGME Diethylene Glycol Monomethyl Ether

DISC Disconnect

DISG Disengage

DTRK Desired Track

DTU Data Transfer Unit

DU Display Unit

EADI Electronic Attitude Director Indicator

ECS Environmental Control Systems

ECU Environmental Control Unit

EDS Engine Diagonistic System

EEC Electronic Engine Control

EFIS Electronic Flight Instrument System

EGME Ethylene Glycol Monomethyl Ether

EGPWS Enhanced Ground Proximity Warning System

EGT Exhaust Gas Temperature

EHSI Electronic Horizontal Situation Indicator

EL Electroluminescent

ELT Emergency Locator Transmitter (Beacon)

EMER Emergency

ENG Engine

ENT Enter

EPU External Power Unit

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EVMU Engine Vibration Monitor Unit

EXT Extinguisher

FAA Federal Aviation Administration

FAR Federal Aviation Regulations

FCU Fuel Control Unit

FD Flight Director

FDMS Flight Director Mode Selector

FDV Flow Divider Valve

FGS Flight Guidance System

FL Flight Level

FLC Flight Level Change

FLTR Filter

FMS Flight Management System

FOHE Fuel Oil Heat Exchanger

FPM Feet Per Minute

FQSC Fuel Quantity Signal Conditioner

F/W Firewall

GCU Generator Control Unit

GEAR Landing Gear

GEN Generator

GND Ground

GOG Ground On Ground

GPM Gallons Per Minute

GPU Ground Power Unit

GPWS Ground Proximity Warning System

GRD Ground

GS Glide Slope

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GS Ground Speed

HDLC High Level Data Link Control

HP High Pressure

HPH Headphone

HSA Horizontal Stabilizer Actuator

HTR Heater

HYD Hydraulic

IAC Integrated Avionics Computer

IAS Indicated Airspeed

IC Integrated Computer (Avionics)

IFR Instrument Flight Rules

IMC Instrument Meteorological Conditions

IMU Inertial Measurement Unit

INOP Inoperative

I/O Input/Output

ISA International Standard Atmosphere

ITT Interturbine Temperature

J-BOX Electrical Junction Box (Aft)

KIAS Knots Indicated Airspeed

KTAS Knots True Airspeed

KVA Kilovolts Available

LAV Lavatory

LBS Pounds

LCD Liquid Crystal Display

LDG Landing

LED Light Emitting Diode

LH Left Hand

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LMT Limit (Current Limiter)

LO Low

LOP Low Oil Pressure

LP Low Pressure

LPM Liters Per Minute

LTS Lights

LVDT Linear Variable Displacement Transducer

MADC Micro Air Data Computer

MAN Manual

MAX Maximum

MEGGITT Brand Name of the SFD

MFD Multifunction Display

MIC Microphone

MIL Military

MIN Minimum

MIS Miss or Missed

MMEL Master Minimum Equipment List

MNPS Minimum Navigational Performance Standards

NACA Type of Ventilation Device

NAT North Atlantic Track

NAV Navigation

NICAD Nickel Cadmium

NORM Normal

N1 Low Pressure Fan

N2 High Pressure Turbine

OAT Outside Air Temperature

O’HEAT Over Heat

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O’RIDE Over Ride

O’TEMP Over Temperature

OX/OXY/O 2 Oxygen

PAG Page

PASS Passenger

Percent MAC Percent Mean Aerodynamic Chord

PCB Printed Circuit Board

PF Pilot Flying

PFD Primary Flight Display

PIC Pilot in Command

PLA Power Lever Angle

PNF Pilot Not Flying

PPH Pounds Per Hour

PRESS Pressure

PRESS Hold Down

PRSOV Pressure Regulating Shut Off Valve

P/S Pitot Static

PSI Pounds Per Square Inch

PSID Pounds Per Square Inch Differential

PSIG Pounds Per Square Inch Gauge

PSU Passenger Service Unit

PWR Power

PX Modified P3 Bleed Air (tries to close bleed off valve)

P 2.8 AIR Bleed Air Extracted Prior to the Centrifugal

Compressor

P 3 AIR High Pressure Bleed Air Extracted After the Centrifugal

Compressor and Diffuser Ducts

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QFE Altimeter Setting to Indicate “Zero” Altitude on

Landing

QNE Standard Altimeter Setting - 29.92Hg

QNH Barometric Pressure as Reported by a Particular Station

RA Resolution Advisory

RAD Radar

RAT Ram Air Temperature

RCL Recall

REC Recognition Lights

REF Reference

RH Right Hand

RI Remote Instrument

RMU Radio Management Unit

RPM Revolutions Per Minute

RVDT Rotary Variable Displacement Transducer

SEL Select

SAE Society of Automotive Engineering

SEC Secondary

SFD Secondary Flight Display (Meggitt)

SG Symbol Generator

SIC Second In Command

SKP Skip

SLA Set Landing Altitude

SPD Speed

SPK Speaker

SPPR Single Point Pressure Refueling

SRC Standby Radio Control

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STAB Stabilizer

STBY Standby

SYNC Synchronizer

SYS System

TA Traffic Advisory

TAS True Airspeed

TCAS Traffic Collision Avoidance System

TCS Touch Control Steering

TCV Temperature Control Valve

TDC Top Dead Center

TEMP Temperature

TL Tail

TLA Throttle Lever Angle

TO Takeoff

T/R Thrust Reverser

TSO Technical Standard Order

T.O. Nacelle Mounted Temperature Sense Probe That

Provides Temperature Information for the EEC and
Air Temperature Data for the RAT Gage

T1/FCU Flush Mounted Remote Temperature Sensor for Fuel

Control Unit in Case of EEC or T0 Failure

T1 Air Temperature Entering The Engine

T 1.4 Bypass Duct Airflow Temperature

VAL/VLV Valve

VDC Volts Direct Current

VFR Visual Flight Rules

VIB Vibration

VMC Visual Meteorological Conditions

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VNAV Vertical Navigation

VTA Vertical Track Angle

WEMAC Overhead Air Vent

W/S Windshield

X-FEED Crossfeed

X-FLOW Crossflow

XL Citation Excel

Y/D Yaw Damper

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NORMAL PROCEDURES
CONTENTS
Page
PREFLIGHT ...................................................................................... NP-1
Preflight Inspection .................................................................. NP-1
Preliminary Cockpit Inspection................................................ NP-1
Exterior Inspection ................................................................... NP-3
Cabin Inspection..................................................................... NP-11
Cockpit Preparation ................................................................ NP-11
Delay Before Flight W/O GPU.............................................. NP-14
NORMAL PROCEDURES ............................................................. NP-14
Before Starting Engines ......................................................... NP-14
Starting Engines ..................................................................... NP-15
Before Taxi ............................................................................. NP-18
Taxi ......................................................................................... NP-20
Before Takeoff........................................................................ NP-22
Cleared for Takeoff ................................................................ NP-22
Takeoff.................................................................................... NP-23
After Takeoff—Climb ............................................................ NP-23
Cruise...................................................................................... NP-25
Descent ................................................................................... NP-25
Approach ................................................................................ NP-26
Before Landing....................................................................... NP-27
All Engine Go-Around........................................................... NP-29
Landing................................................................................... NP-29
After Landing ......................................................................... NP-30
Shutdown................................................................................ NP-31
Quick Turn.............................................................................. NP-32
Turbulent Air Penetration....................................................... NP-33
APU Ground or In-Flight Starting ......................................... NP-33
APU Shutdown (Ground or in Flight) ................................... NP-36
FOR TRAINING PURPOSES ONLY NP-i
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ILLUSTRATIONS
Figure Title Page
NP-1 Exterior Inspection ...................................................... NP-3

FOR TRAINING PURPOSES ONLY NP-iii

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NORMAL PROCEDURES
A normal procedure is one which may be thought of as routine in day-to-day
flying.

PREFLIGHT
This section presents the abbreviated checklist provided with each Model 560
Excel in expanded form. Should any conflict exist between this information
and the checklist in the FAA Approved Airplane Flight Manual, the Flight
Manual shall take precedence. Any implied technique presented assumes that
proper pilot skill and judgment are exercised.

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

1. Battery............................................................................... CONNECTED

2. Engine Covers ........................... (2 each engine—4 total) REMOVED

3. Pitot Covers .................................................................... (3) REMOVED

NOTE
Refer to SPECIAL PROCEDURES, COLD
WEATHER OPERATIONS, if the airplane has been
exposed to ambient temperatures below -10°C
(+14°F) for a prolonged period.

PRELIMINARY COCKPIT INSPECTION

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

NOTE
Prior to cockpit inspection, check to ensure battery
is connected.

FOR TRAINING PURPOSES ONLY NP-1

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1. Documents ................................................................ CHECK ABOARD

a. To be displayed in airplane at all times:

(1) Airworthiness and Registration Certificates
(2) Radio Station License(s) (if required)
b. To be carried in the airplane at all times:
(1) FAA Approved Airplane Flight Manual.
(2) Honeywell Primus 1000 Pilot’s Manual
(3) Applicable FMS Pilot’s Manual

2. Flashlight .................................................................. CHECK ABOARD

3. Portable Fire Extinguisher ......................... SERVICED and SECURE

(under copilot’s seat)

4. Microphones, Headsets, Oxygen

Masks and Smoke Goggles .............................................. ABOARD and
PROPERLY STOWED

5. Oxygen Quantity ................................................. CHECK in Green Arc

Check quantity gage at 1,600 to 1,800 psi.

6. CONTROL LOCK ............................................................. UNLOCKED

Control surfaces should be free for exterior inspection.

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

8. Rudder, Aileron and Elevator Trim .................................... POSITION

Elevator trim tab indicator within takeoff trim range and aileron and
rudder trim tabs in neutral.

9. Flap Handle .............................................. AGREES with Flap Position

10. Circuit Breakers .................................................................................... IN

11. GEN Switches...................................................................................... ON

(OFF if external power is to be used for start)

12. All other switches .............................................. OFF / NORM / AUTO

13. Throttles .................................................................................... CUT-OFF

14. BATT Switch ................................................... ON (24 volts minimum)

15. Fuel Quantity and Balance ........................................................ CHECK

NP-2 FOR TRAINING PURPOSES ONLY

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NOTE
Maximum lateral fuel imbalance is 400 pounds. If imbal-
ance exceeds 400 pounds, correct prior to flight.

16. EMER LIGHTS ............................ ON, Check illumination, then OFF

17. BATT Switch .................................................................................. EMER

Check N1 indicators, RMU 1, Standby HSI and Landing Gear Indicator

receiving power.

NOTE
STDBY Flight Display will be blank.

18. BATT Switch ....................................................................................... ON

EXTERIOR INSPECTION
During inspection, make a general check for security, condition and cleanli-
ness of the airplane and components. Check particularly for damage, fuel, oil
and hydraulic fluid leakage, security of access panels, and removal of keys
from locks (Figure NP-1).

B C

D
J

I E

H F
G

Figure NP-1. Exterior Inspection

FOR TRAINING PURPOSES ONLY NP-3

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I. HOT ITEMS/LIGHTS—(AREA A)

A. Hot Items/Lights .................................................. ON and CHECK

NOTE
Expedite all checks with electrical power on and en-
sure the air conditioner switch is OFF if external
power is not used.

Landing and NAV lights may be omitted if night

flight is not anticipated.

1. Left, Right and Standby Static Ports ..... CLEAR and WARM

At high outside temperatures, it is sometimes difficult to feel

heat from the static port. Running the back of a finger from
the airplane skin over the static port and onto the skin again
is the easiest way to feel the higher temperature of the port.

2. Left, Right and Standby Pitot Tubes.......... CLEAR and HOT

Do not grasp pitot tube firmly, as severe burns can result.
3. True Airspeed Temperature Probe............................... CLEAR

4. Landing Lights . ALL ON (if not observed from the cockpit)

5. Recognition Lights ALL ON (if not observed from the cockpit)

6. Angle-of-Attack Vane ..................................... FREE and HOT

7. Ground Recognition Light...................... ON and FLASHING

(if not observed from the cockpit)

8. Right Wing Inspection, Navigation, and

Anticollision Lights .............................................................. ON
(if not observed from the cockpit)

9. Tail Navigation Light ............................................................ ON

10. Left Wing Inspection, Navigation, and

Anticollision Lights .............................................................. ON
(if not observed from the cockpit)

11. Hot Items/Lights and Battery Switches............................ OFF

NP-4 FOR TRAINING PURPOSES ONLY

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II. LEFT NOSE—(AREA B)

A. Brake Fluid Reservoir Sight Gages ................. FLUID VISIBLE

B. Brake and Gear Pneumatic Pressure Gage ....... PER PLACARD

TEMP °F -40 0 70 100 130

PRESS PSI 1500 1650 1950 2000 2050

C. Power Brake Accumulator Charge .................... PER PLACARD

D. Antiskid Fault Display Unit

(BITE indicators) ...................... CHECK and RESET if required

TEMP °F -65 10 50 70 95 130

PRESS PSI 500 600 650 675 700 750

Verify amber ANTISKID INOP annunciator extinguished during

BEFORE STARTING ENGINES checklist.

E. Accessory Door ....................................... SECURE and LOCKED

F. Overboard Vent Lines ......................................................... CLEAR

G. Nose Gear, Doors, Wheel and Tire ......................... CONDITION

H. Nose Gear Torque Link ................ INSTALL and VERIFY quick

disconnect pin (if equipped) is through the upper and lower
torque links and secured with safety pin through end hole.

III. RIGHT NOSE and FUSELAGE RIGHT SIDE—(AREA C, D)

A. Accessory Door ....................................... SECURE and LOCKED

B. Oxygen Blowout Disc ........................................................ GREEN

C. Top and Bottom Antennas ............... CONDITION and SECURE

D. Dorsal Fin Air Inlet ............................................................. CLEAR

Observed from a position in front of the wing leading edge.

FOR TRAINING PURPOSES ONLY NP-5

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IV. RIGHT WING—(AREA D, E)

A. T 1 and T T0 Sensors (in right engine inlet)............. CONDITION

B. Engine Fan Duct and Fan ......................................... CONDITION
Check for bent blades, nicks and blockage of fan stators.
C. Wing Inspection Light .............................................. CONDITION
Check the lens for cracks and security.
D. Emergency Exit Exterior Lights ............................. CONDITION
The lights are located above the wing near mid-chord and slightly
below the root leading edge on the fuselage.
E. Anti-Ice Bleed Air Cooling Air Inlet ............................... CLEAR
If the NACA inlet vent is blocked, excessive heat may build up
on the forward face of the fuel tank if wing anti-ice is selected.
F. Heated Leading Edge................................................ CONDITION
G. Fuel Quick Drains (5).. DRAIN and CHECK for contamination
Push straight up on the drains when taking fuel samples. The drain
may lock open if it is turned.
H. Main Gear Door, Wheel,
Tire and Brake................................... CONDITION and SECURE
Check tire for wear and inflation to 210, ±5 psi; door for secu-
rity. Check gear strut, wheel and brake for general security, fluid
leakage and an approximate oleo strut extension of slightly more
than two inches if the airplane is fully fueled.
I. Vortex Generators (26) ...................................................... CHECK
(no more than three may be missing on entire airplane)
J. Boundary Layer Energizers (11) ...................................... CHECK
(none may be missing)
K. Fuel Filler Cap .................................................................. SECURE
L. Fuel Tank Vent/Bleed Air Vents ........................................ CLEAR
If the NACA inlet vent is blocked, a negative pressure may build
up in the wing. Check wing bleed air exit louvers, located under-
neath landing/recognition light, to ensure no blockage exists.
M. Navigation, Strobe, Landing and
Recognition Lights................................................................... CONDITION
Check the lenses for cracks and security.
N. Static Wicks (6)................................................................... CHECK
One static wick only may be missing or broken from each of the
following areas: Wing or wingtip or aileron.
O. Aileron, Speed Brakes and Flaps ... CONDITION and SECURE
Check ailerons for freedom and hinge points for security. Check
flaps and speed brakes for security. Check that flaps position
matches cockpit indicator.

NP-6 FOR TRAINING PURPOSES ONLY

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V. RIGHT NACELLE (AREA E, F)

A. Oil Level .............................................................................. CHECK

Filler Cap and Accessory Door....................................... SECURE
Check for correct level by reading the engine sight gage. The en-
gine has two oil sight glasses, one on either side of the engine to
allow for visual inspection of the engine oil level. The engine oil
filler is always mounted on the outboard side of the installed en-
gine. It is recommended the engine oil level in the sight glass be
maintained at the midpoint between the MIN and MAX marks,
when viewed on the outboard oil sight glass. Oil level should be
checked after a minimum wait of 10 minutes after shutdown.
‘Topping-off ’ by adding oil should only be performed after the
10-minute period has elapsed. Make certain filler cap is on se-
curely and fasten the access door.

B. Generator and Alternator Cooling Air Exhaust .............. CLEAR

C. Engine Fluid Drain Mast .................................................... CLEAR

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

D. Engine Exhaust and Bypass Ducts ... CONDITION and CLEAR

Check for fuel leakage, damage to turbine blades, cracks, gen-
eral security.

E. Thrust Reverser Buckets ................ CONDITION and STOWED

Check for cracks, damage and general security.

F. Pylon Heat Exchanger Door......... CLOSED and AREA CLEAR

Lower door, visible in bottom of pylon-mounted NACA duct,
should be closed on the ground. Exit louver should be clear.

VI. APU INSPECTION (IF INSTALLED)

A. APU Engine and Generator Cooling Inlet....................... CLEAR

Located above right engine pylon.

B. APU Exhaust ........................................................................ CLEAR

C. Tail Cone Ram Air Inlet ..................................................... CLEAR

Located below right engine pylon on fuselage.

D. APU Drain ............................................................................ CLEAR

Located on bottom right side of tailcone.

E. APU Oil Level..................................................................... CHECK

Located just inside tailcone inspection door.

NOTE
Inaccurate oil level indication may be observed if not
checked within five minutes of shutdown.

FOR TRAINING PURPOSES ONLY NP-7

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1. APU Service Oil Level Light (AMBER) Illuminated—APU

MAY BE OPERATED; service oil next available opportunity.

2. APU Low Oil Level Light (RED) Illuminated—APU MAY

NOT BE OPERATED until oil is serviced.

VII. TAILCONE COMPARTMENT—(AREA F)

A. Hydraulic Fluid Quantity .................................................. CHECK

The hydraulic fluid may be visually checked using the metering pin
and external markings on the metering pin housing. A hydraulic mule
or other external service cart must be used to service the system.

B. Aft Junction Box Circuit Breakers ............................................ IN

Check all visible circuit breakers.

C. External Power Receptacle Circuit Breaker............................. IN

D. ECS Indicators ........................... CHECK and RESET if required

Verify engine(s) operate in AUTO MODE after engine start.

E. Tailcone Light ............................................................................ OFF

F. Tailcone Access Door ............................. SECURE and LOCKED

VIII. RIGHT EMPENNAGE—(AREA F, G)

A. Air Conditioning Overboard Exhaust .............................. CLEAR

B. Hydraulic Service Door .................... SECURE, drain mast clear

C. Right Horizontal Stabilizer Deice Boot....... CONDITION & SECURE

Check boots for cracks that might prevent inflation and any in-
dication of delamination.

D. Right Elevator and Trim Tab ................................... CONDITION

Visually check hinge points for security. Check two static wicks in
place on each elevator. If a static wick is missing, it should be re-
placed prior to flight to ensure proper control surface balance.
Ensure trim tab position matches elevator trim tab position indica-
tor.

E. Rudder and Trim Tab ................................................ CONDITION

Visually check hinge points for security. Check two static wicks
in place on trailing edge of rudder and one static wick on top of
rudder. If static wick is missing, it should be replaced prior to flight
to ensure proper control surface balance. Ensure trim tab posi-
tion matches rudder trim tab position indicator.

F. Static Wicks
(Rudder, Stinger, and Both Elevators) (8) .......................... CHECK
Only one static wick may be missing or broken on the vertical sta-
bilizer or rudder.

G. Tail Strakes........................................ CONDITION and SECURE

NP-8 FOR TRAINING PURPOSES ONLY

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IX. LEFT EMPENNAGE—(AREA G, H)

A. Left Elevator and Trim Tab...................................... CONDITION

Visually check hinge points for security. Check two static wicks in
place on each elevator. If a static wick is missing, it should be re-
placed prior to flight to ensure proper control surface balance.
Ensure trim tab position matches elevator trim tab position indica-
tor.

B. Left Horizontal Stabilizer Deice Boot... CONDITION & SECURE

Check boots for cracks that might prevent inflation and any in-
dication of delamination.

C. Horizontal Stabilizer Position Index............................... CHECK

(agrees with flap position)

D. External Power Service Door ......................................... SECURE

E. Battery Cooling Intake and Vent Lines............................ CLEAR

F. Battery ....................................................... CHECK CONNECTED

G. Battery Compartment Access Door...... SECURE and LOCKED

X. BAGGAGE COMPARTMENT—(AREA H)

A. Baggage Compartment..................................................... SECURE

Ensure baggage and engine covers are SECURED.

B. Baggage Compartment Light................................................... OFF

C. Baggage Compartment Access Door ....... SECURE and LOCKED

Check latches are firmly closed and ensure door locked microswitch
is seated. The door should be key locked for flight in order to en-
hance door security.

XI. LEFT NACELLE—(AREA I)

A. Pylon Heat Exchanger Door......... CLOSED and AREA CLEAR

Lower door, visible in bottom of pylon-mounted NACA duct,
should be closed on the ground. Exit louver should be clear.

B. Thrust Reverser Buckets ................ CONDITION and STOWED

Check for cracks, damage and general security.

C. Engine Exhaust and Bypass Ducts ... CONDITION and CLEAR

Check for fuel leakage, damage to turbine blades, cracks, gen-
eral security.

D. Engine Fluid Drain Mast .................................................... CLEAR

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

E. Generator and Alternator Cooling Air Exhaust .............. CLEAR

FOR TRAINING PURPOSES ONLY NP-9

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F. Oil Level ................................................................................CHECK

Filler Cap and Accessory Door—SECURE

Check for correct level by reading the engine sight gage. The en-
gine has two Oil Sight Glasses, one on either side of the engine
to allow for visual inspection of the engine oil level. The engine
oil filler is always mounted on the outboard side of the installed
engine. It is recommended that the engine Oil Level in the sight
glass be maintained at the midpoint between the MIN and MAX
marks, when viewed on the outboard oil sight glass. Oil level
should be checked after a minimum wait of 10 minutes after shut-
down. ‘Topping-off ’ by adding oil should only be performed
after the 10-minute period has elapsed. Make certain filler cap
is on securely and fasten the access door.

XII. LEFT WING—(AREA I, J)

A. Flap, Speedbrakes, Aileron and

Trim Tab............................................. CONDITION and SECURE

Check Ailerons for freedom and hinge points for security. Check
flaps and speed brakes for security. Check trim tab hinge points
and position. Check that flap position matches cockpit indicator.

B. Static Wicks (6)................................................................... CHECK

Only one static wick may be missing or broken from each of the
following areas: Wing or wingtip or aileron.

C. Navigation, Strobe,
Landing & Recognition Light ...................................CONDITION
Check the lenses for cracks and security.

D. Fuel Tank Vent/Bleed Air Vents ........................................ CLEAR

If the NACA vent is blocked, a negative pressure may build up
in the wing. Check wing bleed air exit louvers, located underneath
landing/recognition light, to ensure no blockage exists.

E. Fuel Filler Cap .................................................................. SECURE

F. Vortex generators (26) ....................................................... CHECK

(no more than three may be missing on entire airplane)

G. Boundary Layer Energizers (11) ........................................... CHECK

(none may be missing)

H. Main Gear Door, Wheel, Tire and Brake ............... CONDITION

Check tire for wear and inflation to 210, ±5 psi; door for secu-
rity. Check gear strut, wheel and brake for general security, fluid
leakage and an approximate oleo strut extension of slightly more
than two inches if the airplane is fully fueled.

I. Fuel Quick Drains (5).. DRAIN and CHECK for contamination

Push straight up on the drains when taking fuel samples. The drain
may lock open if it is turned.

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J. Heated Leading Edge................................................ CONDITION

K Anti-Ice Bleed Air Cooling Air Inlet ............................... CLEAR

If the NACA inlet vent is blocked, excessive heat may build up
on the forward face of the fuel tank if wing anti-ice is selected.

L. Wing Inspection Light .............................................. CONDITION

Check the lens for cracks and security.

M. Engine Fan Duct and Fan ......................................... CONDITION

Check for bent blades, nicks and blockage of fan stators.

N. T 1 and T T0 Sensors .................................................... CONDITION

XIII.CABIN ENTRY—(AREA J)

A. Dorsal Fin Air Inlet ............................................................. CLEAR

Observed from a position in front of the wings leading edge.
B. Secondary Cabin Door Seal ............................ CHECK for RIPS,
TEARS and FOLDING

CABIN INSPECTION
1. Emergency Exit .................. SECURE; Handle Lock Pin—REMOVE
Check fit of door, handle stowed, guard in place and locking pin re-
moved (if applicable).

2. Water Barrier ..................................................... STOWED (if required)

3. Portable Fire Extinguishers ....................... SERVICED and SECURE

4. Passenger Seats...................................... UPRIGHT, OUTBOARD and

POSITIONED AFT or FORWARD as required to clear exit doors.

5. Door Entry Lights ............................................................................. OFF

Switch is located on the entry door post.

COCKPIT PREPARATION
1. Preflight Inspection............................................................ COMPLETE

2. Oxygen ......................................................................................... CHECK

a. PASS OXY VALVE ............................................................... AUTO

The AUTO position will allow passengers to receive oxygen auto-
matically when the cabin altitude exceeds approximately 14,000 feet.

FOR TRAINING PURPOSES ONLY NP-11

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b. Crew Oxygen Masks ........................... CHECK and SET to 100%

Check mask at 100% and in EMER with crew masks connected
to side console outlets; check mic. With regulator set at 100% and
EMER verify green band visible in O 2 supply line. The crew can
verify oxygen flow by donning the mask with the regulator in the
100% position and ensuring that no restrictions to breathing are
present. The crew masks must be stowed and set on 100% for flight
above FL 250 to qualify as quick-donning masks.

3. Circuit Breakers .................................................................... CHECK IN

Circuit breakers on both panels IN

4. Cockpit Switches ............................................................................... SET

a. LH Microphone Switch ....................................... MIC HEADSET

b. Fuel CROSSFEED .................................................................... OFF

c. FUEL BOOST Pumps..................................................... NORMAL

d. IGNITION........................................................................ NORMAL

e. GEN Switches ........................................... ON (OFF if GPU start)

f. AVIONIC POWER .................................................................... OFF

g. EMER LTS ................................................................................ ARM

h. EECs ........................................................................................ AUTO

i. DAY/NIGHT Switch ............................................. AS REQUIRED

j. AHRS 1 ....................................................................................... SLV

k. STBY PWR ........................ TEST, verify GREEN light, then ON

l. Gear Handle (Pilot’s Side).................................................. DOWN

m. ANTISKID ................................................................................... ON

n. Anti-Ice/Deice ........................................................................... OFF

o. WINDSHIELD Anti-Ice ................................................ BOTH ON

p. Exterior Lights........................................................................... OFF

q. PRESS SYSTEM SELECT .................................................. AUTO

r. EMER DUMP........................................................................ NORM

s. PRESS SOURCE Select ...................................................... NORM

t. Temperature Control ................................................ AS DESIRED

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u. ENGINE SYNC ......................................................................... OFF

v. LANDING LIGHTS/REC/TAXI ............................................. OFF

w. Radar.................................................................. OFF or STANDBY

x. Gear Handle (Copilot’s Side) ............................................. DOWN

y. CKPT RECIRC Fan .................................................. AS DESIRED

z. A/C FANS .............................................. WEMAC BOOST or OFF

(or AS DESIRED with GPU connected)

aa. AHRS 2 ....................................................................................... SLV

ab. RH Microphone Switch ....................................... MIC HEADSET

5. BATT Switch ....................................................................................... ON

6. Battery Voltage ....................................... CHECK (24 volts minimum)

7. AVIONIC POWER .............................................................................. ON

8. Engine Instruments .............................................................. NO FLAGS

9. Tail Deice ..................................................................................... CHECK

a. Tail Deice ................................................................................ AUTO

b. Annunciator Panel ........................... Amber TL DEICE FAIL L/R

(Allow 12 seconds for both to test)

c. Tail Deice ................................................................................... OFF

10. Gear Position Indicator............................... THREE GREEN LIGHTS

11. Warning Systems Rotary Test Switch ................... CHECK, then OFF

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

If the windshield is heat soaked above 56°C (134°F),

the test will result in a W/S FAULT annunciator.

Rotary test switch functions are more fully described

on page 2-77 of the Airplane Operating Manual or
in the ANNUNCIATORS Section of this manual.

FOR TRAINING PURPOSES ONLY NP-13

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12. Pitch Trim ...................................................... CHECK/SET for Takeoff

a. LH—Push both trim switches down and verify elevator trim

movement, and push autopilot/trim disconnect, verify no eleva-
tor trim movement.

b. LH—Push both trim switches up, and push autopilot/trim discon-

nect.

c. LH—Push left half of trim switch up and down, verify no eleva-

tor trim movement.

d. LH—Push right half of trim switch up and down, verify no ele-

vator trim movement.

e. Verify manual trim wheel can move elevator trim.

f. RH—Push both trim switches down, and push autopilot/trim dis-

connect.

g. RH—Push left half trim switch up and down, verify no elevator

trim movement.

h. RH—Push right half trim switch up and down, verify no eleva-

tor trim.

13. AVIONIC POWER ............................................................................ OFF

DELAY BEFORE FLIGHT W/O GPU

1. STBY PWR......................................................................................... OFF

2. EMER LTS.......................................................................................... OFF

3. BATT Switch ...................................................................................... OFF

NORMAL PROCEDURES
BEFORE STARTING ENGINES
1. Passenger Briefing .......................................................... COMPLETED

a. Emergency exit location and operation.

b. Use of emergency oxygen.

c. Smoking.

d. Seat adjustment—Verify passenger seats are full upright and

outboard, and passengers are wearing seat belts and shoulder
harnesses.

e. Lavatory door latched open for taxi, takeoff, and landing.

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2. BATT Switch ....................................................................................... ON

3. GEN Switches ................................................... ON (OFF if GPU start)

4. EMER LTS ........................................................................................ ARM

5. PARK BRAKE ................................................................................... SET

6. Wheel Chocks .......................................................................... REMOVE

7. Cabin Door .................................................................. CLOSE and LOC

Check indicators (no red lights) for proper door pin position and handle
stowed.

8. FLOOD Lights ......................................... FULL BRIGHT (night only)

9. STBY PWR .......................................................................................... ON

10. Exterior Lights .............................................................. AS REQUIRED

a. GND REC ..................................................................................... ON

b. NAV Lights ..................................... ON (during night operations)

11. Annunciators ......................................................................... CHECKED

STARTING ENGINES
NOTE
Either engine may be started first. If the cabin door
is secured prior to start initiation, it is recommended
that the left engine be started first. Spool up will be
slightly faster, due to less line loss because the bat-
tery is mounted on the left side of the fuselage. Due
to foreign object ingestion hazard, the left engine
should not be running during boarding or deplaning.
If last minute boarding is anticipated, start right en-
gine first.

If the aircraft has been cold soaked at temperatures

below -10°C (+14°F) and the engines have not been
preheated, the use of external power or warming the
battery to -10°C (+14°F) or warmer is recommended.
This temperature may be checked with the battery
temperature gage. Proper battery warmup may require
extended application of heat to the battery. Refer to
SPECIAL PROCEDURES, Cold Weather Operations.

FOR TRAINING PURPOSES ONLY NP-15

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

Momentarily depressing an ENGINE START button causes the but-
ton to illuminate, activates the fuel boost pump and the associated FUEL
BOOST annunciator light, extinguishing the associated LO FUEL
PRESS light, and commences engine rotation.

a. At 8% N 2 ..................................................... THROTTLE TO IDLE

At 8% to 10% turbine rpm, lifting the cutoff latch and advancing
the throttle to idle activates ignition (the associated ignition light
illuminates), and initiates fuel flow.

b. Abort start if no ITT rise within 10 seconds.

NOTE
ITT temperature during ground start should not ex-
ceed 720°C. Temperatures exceeding this value should
be investigated in accordance with the Engine
Maintenance Manual.

c. Abort start if ITT rapidly approaches 720°C.

d. Abort start if no indication of N 1 rotation by 25% N 2 .

e. Engine instruments .............................................. CHECK NORMAL

Check engine instruments within limits. Check that starter has dis-
engaged and that all annunciator lights are out, except GND IDLE.

f. Fuel, Oil, Generator and

Hydraulic Annunciators ................................... EXTINGUISHED

Check the LO FUEL PRESS, FUEL BOOST, and LO FUEL

LEVEL lights extinguished. After light-off occurs, at approxi-
mately 40% turbine rpm, the starter relay opens, terminates ig-
nition and fuel boost, and turns off the start button light. During
a battery start with the GEN switch ON, the generator will come
on line, extinguishing the GEN OFF light, at approximately 42%
turbine rpm. Engine rpms should increase and stabilize at approx-
imately 22% N 1 and 48 to 51% N 2 with ignition NORM, and the
anti-icing bleed air sources OFF.

With external power in use, the GEN switches should be off until
starting is complete. Do not bring the generators on line until the
external power unit is removed. In any case, electrical equipment
should not be turned on until both GEN OFF lights are extinguished.

Should automatic start sequencing not terminate, the boost pump,

ignition and associated lights will remain on. The starter, how-
ever, will discontinue cranking due to speed sensing which gov-
erns at approximately 40% N2. Depressing the STARTER
DISENGAGE button will terminate the automatic start sequence.
This button is illuminated any time the PANEL LIGHT CONTROL
master switch is ON.

NP-16 FOR TRAINING PURPOSES ONLY

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An overvoltage protection system is provided during use of an

external power unit (EPU). The control unit monitors the exter-
nal power unit voltage and will deenergize the external power relay
if the voltage goes above 32 to 34 volts. External power cannot
be reapplied to the airplane after an overvoltage condition has oc-
curred until the EPU power has been cycled off and back on with
the power output supplying the nominal 28 VDC.

2. Other Engine ................................................................................. START

a. Repeat procedures in item 1.

CAUTION

The operating engine must be at idle for a cross

generator start.

3. Engine Annunciators............ EXTINGUISHED (except GND IDLE)

4. GPU ............................................................ DISCONNECTED (if used)

5. GEN Switch ....................................... ON/CHECK DC AMPS/VOLTS

a. Left generator—OFF, right generator—ON, check left generator

voltage, check right generator AMPS.

b. Left generator—ON, right generator—OFF, check left generator

AMPS, check right generator voltage.

c. Left generator—ON, right generator—ON, check left generator

AMPS, check right generator AMPS, check system voltage.

NOTE
When operating in visible moisture and ambient air
temperature is +10°C or below, turn pitot and static
heat ON and engine LH and RH anti-ice systems ON.

FOR TRAINING PURPOSES ONLY NP-17

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BEFORE TAXI
1. AVIONIC POWER .............................................................................. ON

NOTE
The avionics will require warmup after cold soak.
Over 20 minutes may be required at temperatures
below -25°C (-13°F). Proper warmup is indicated by
normal illumination of frequency/code displays with
pilot control of brightness and by audio reception on
all applicable avionics. In the absence of a suitable
station, background static is an acceptable demonstra-
tion of reception. Refer to SPECIAL PROCEDURES,
Cold Weather Operations.

If either AHRS fails to align within one minute after

initial power-up, a reset may be attempted by select-
i n g b o t h AV I O N I C S P O W E R a n d S T B Y P W R
switches to OFF, then both back ON.

2. Flight Controls/Speed Brake/Flaps........................... CHECKED/SET

Check flight controls for full travel of all controls. The ailerons can
be observed from the cockpit. Extend speed brakes. HYD PRESS
light should be on until speed brakes are extended, then go out. SPD
BRK EXTEND light should be on. Observe speed brakes on top of wing.
Retract speed brakes. Note HYD PRESS light on, then off, SPD BRK
EXTEND light out, and speed brakes retracted. (Automatic retraction
of the speed brakes can be checked by extending them as previously
noted, then retracting them by moving either throttle rapidly forward
and aft. The speed brakes should retract automatically. Verify retrac-
tion visually. All appropriate lights should be extinguished). Set flaps
to T.O. & APPR. or T.O., as required, for particular field elevation and
takeoff conditions.

3. Rudder Bias System ................................................................... CHECK

a. Advance left throttle.

b. Verify left rudder pedal moves forward.

c. Return left throttle to idle.

d. Advance right throttle.

e. Verify right rudder pedal moves forward.

f. Return right throttle to idle.

4. Anti-Ice/Deice ................................. CHECKED/SET AS REQUIRED

NP-18 FOR TRAINING PURPOSES ONLY

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NOTE
To conduct a preliminary check, select wing/engine
anti-ice switches to WING/ENGINE, ON and note an
increase in ITTs, slight decrease in N 1 , and ignition
lights illuminate. The tail deice boots should be cy-
cled at least one time. If ambient temp is approxi-
mately 15°C or warmer, the ENG ANTI-ICE L/R
annunciators may not illuminate.

5. ECS (Environmental Control System)....................... AS REQUIRED

(Set the temperature controllers and the A/C and Wemac Boost con-
trols to comfortable levels.)

6. PRESSURIZATION Controller........... SET Landing Field Elevation

7. ATIS/Clearance/FMS ................................................... AS REQUIRED

8. Avionics/Flight Instruments ............................................................ SET

a. EFIS test switch—push, verify:

1) Pilot and copilot radio altimeters display 50 feet.

2) Red X displayed in barometric altimeters, airspeed and CDI.

3) All digits replaced with dashes (except radio altimeter).

4) All error messages are displayed.

5) Test message is displayed in upper left corner of PFD.

b. Engine Instruments (AMLCD equipped)—CHECK NORMAL

(no dashes, FAIL messages, or incorrect indications).

c. Radio Altimeter—DH SET.

d. Communications frequencies—SET.

e. Navigation frequencies—SET.

f. FMS—program as required.

g. Course—SET.

h. Cockpit Voice Recorder Test Button—Push for five seconds, ver-

ify test light illuminated.

i. Autopilot (at pilot’s discretion)—ENGAGE, PUSH LH AP TRIM

DISC switch, verify autopilot disconnects and chime sounds.
Repeat using RH AP TRIM DISC switch.

FOR TRAINING PURPOSES ONLY NP-19

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8. Lavatory Doors .......................................................... LATCHED OPEN

NOTE
The lavatory doors must be latched open for taxi, take-
off, and landing.

9. Annunciator Panel ................................................................ CHECKED

NOTE
The antiskid system must be turned on and the self-
test sequence completed (antiskid annunciator light
out) while the airplane is stationary. If the airplane
is taxiing when the antiskid system is actuated, the
antiskid test sequence will not be completed suc-
cessfully and the antiskid will not be operational
during takeoff.

CAUTION

Do not pull the “PWR BRKS” circuit breaker to pre-

vent the power brake pump from cycling. With the
circuit breaker disengaged, the power brake system
is not operative and the rudder pedal toe brakes are
disabled. Braking is then available only by use of the
pneumatic “Emergency” brake system.

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

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

TAXI
Gradually apply just enough thrust to break inertia. Reduce power to the
amount necessary to achieve desired taxi speed. When clear of traffic, allow
speed to increase safely and then apply continuous braking to slow taxi speed.
This action will cause the brakes to heat which results in smoother braking
and less brake wear. Always place the throttles to idle before commencing
braking. Caution should be exercised in congested areas to reduce the possi-
bility of blast damage to equipment and personnel.

Taxiing on one engine may be advisable at light weights to reduce speed, par-
ticularly in very cold weather when idle thrust is relatively high. Turning ca-
pability into the live engine is reduced however, and consideration should be
given to the direction of anticipated turns in deciding which engine to oper-
ate. Peak exhaust velocity to generate the necessary thrust will be higher on
one engine. Maneuvering in close quarters may dictate the use of both engines.

Taxiing in freezing precipitation, temperature +10°C or below, the ENGINE

ANTI-ICE switches should be selected to ON and the engines run at or above
65% N 2 for at least 15 seconds every four minutes.

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1. Brakes ........................................................................................... CHECK

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

CAUTION

If during taxiing, a hard brake pedal/no braking con-

dition is encountered, operate the emergency brake
system. Maintenance is required before flight.

2. Steering ........................................................................................ CHECK

NOTE
When taxiing in strong crosswinds, differential brak-
ing may be required to supplement nosewheel steering.

3. Thrust Reversers ......................................... CHECKED and STOWED

CHECK SEQUENCING AND TIMING OF LIGHTS.

Deploy the reversers. Check for illumination of both ARM, UNLOCK

and DEPLOY annunciators, and sequencing of the annunciators in that
order. Verify that RUDDER BIAS Caution does not illuminate. Check
the thrust reverser throttle lever lockout solenoid releases the thrust
reverser levers after the DEPLOY lights have illuminated. The MAS-
TER WARNING must not illuminate. Activate both emergency stow
switches. The DEPLOY and UNLOCK annunciators shall extinguish
in that order, and the ARM lights shall remain illuminated. Stow both
thrust reverser levers. The ARM lights shall remain illuminated.
Return the emergency stow switches to NORMAL. Both ARM lights
shall extinguish.

4. Takeoff Speeds ................................................................................... SET

a. Confirm V 1 , V R , and V 2 displayed on PFD.

5. Takeoff N 1 .......................................................................................... SET

a. Obtain takeoff N 1 from AFM Section IV, Performance, or the

Abbreviated Checklist.

FOR TRAINING PURPOSES ONLY NP-21

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BEFORE TAKEOFF
1. Flaps .................................................................................................... SET

2. Speed Brakes .................................................................... RETRACTED

3. Trims (3) ............................................................................................. SET

4. Anti-Ice/Deice ............................................................... AS REQUIRED

Check anti-ice and deice systems when icing conditions are anticipated.

CAUTION

Do not operate deice boots when ambient air temper-

ature is below -40°C (-40°F).

Limit ground operation of pitot/static heat to two

minutes to preclude damage to the pitot tubes and
angle-of-attack system except as required in icing
conditions.

5. Crew Briefing...................................................................... COMPLETE

CLEARED FOR TAKEOFF

6. IGNITION ............................................................................................ ON

7. PITOT and STATIC Heat ................................................................... ON

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

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

9. Transponder/TCAS ............................................................... ON/TA/RA

10. Engine Instruments ................................................. CHECK NORMAL

11. Annunciator Panel ...................................................................... CHECK

NOTE
All annunciators should be extinguished except
ground idle.

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TAKEOFF
1. Throttles ............................................... T.O. DETENT, check T.O. N 1 s

2. Engine Instruments ................................................. CHECK NORMAL

3. Brakes ...................................................................................... RELEASE

Apply power while monitoring the engine instruments. Very rapid thrust
application should be avoided. A rolling takeoff may be used with suf-
ficient runway available, but it should be remembered that Flight
Manual takeoff field length data and takeoff N 1 settings assume a static
run-up.

Directional control is normally maintained with nosewheel steering

and rudder and upwind (wing down) aileron in crosswind conditions.
It is suggested that the copilot perform the engine instrument moni-
toring function, enabling the pilot to direct his full attention to air-
plane control. N 1 should be closely observed to verify takeoff thrust
has been set and to ensure symmetrical thrust application. Large dif-
ferential power changes, particularly at the higher thrust settings,
can induce significant yaw.

It is recommended that the copilot verbally state when takeoff thrust

is set, a cross-check of airspeed indicators at 70 knots is made, and
when reaching V 1 and V R . Positive back pressure is required to ro-
tate the Citation Excel and it should be accomplished precisely at V R .
Early or late rotation will degrade takeoff performance. It should be
done smoothly, however, so that a decrease in airspeed does not occur.

Should a serious irregularity become evident before reaching V 1 , the

takeoff should be aborted. With a problem after V 1 , the takeoff should
normally be continued. Procedures for abort and single-engine take-
off are outlined in the EMERGENCY section. Normal rotation angle
is approximately 12° nose up with both engines operating and 10° with
a single engine.

AFTER TAKEOFF—CLIMB
1. Landing Gear ........................................................................................ UP
When a positive rate of climb is indicated, pull the gear handle out
and UP to initiate the retraction cycle. The GEAR UNLOCKED and
HYD PRESS lights illuminate. Check both lights extinguished indi-
cating the gear are up and locked.

2. Flaps....................................................................................................... UP
At a comfortable altitude with wings level and a minimum airspeed
of V 2 + 10 KIAS, push the flap handle in (to clear the T.O.—T.O. and
APPR detents) and full forward. Observe the position indicator to the
left of the handle move to FLAP UP.

3. Throttle ............................................... CLB DETENT, Check CLB N 1 s

FOR TRAINING PURPOSES ONLY NP-23

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4. Engine Synchronizer (as desired)..................................................... ON

Turn engine synchronizer selector switch to FAN or TURB as desired.
Cross-check the remaining engine instruments within limits.

5. Yaw Damper .......................................................................... ENGAGED

With the yaw damper engaged, airplane control is improved and pas-
senger comfort is enhanced.

6. Ignition .................................. NORM (ON when flying in heavy rain)

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

7. Passenger Advisory Lights .......................................... AS REQUIRED

Placing the switch to SEAT BELT leaves the cabin advisory light il-
luminated and extinguishes the NO SMOKING and emergency exit
lights. If no turbulence is anticipated, placing the switch to OFF ex-
tinguishes both the advisory and emergency exit lights.

8. Pressurization.............................................................................. CHECK
During climb, observe the differential pressure/cabin altitude for cor-
rect cabin pressurization. The rate of cabin pressurization is automat-
ically controlled.

9. Altimeters ...................................................... SET (Transition altitude)

10. REC Lights .................................................... OFF (Transition altitude)

11. A/C—FANS .................................................. OFF or WEMAC BOOST

Turn off the vapor cycle air conditioner above 18,000 feet.

12. Anti-Ice/Deice Systems ............................................... AS REQUIRED

Use of engine anti-ice reduces allowable fan speed and dictates close
monitoring of Inter-Turbine Temperature (ITT) and rpm limits.

NOTE
When operating at or above Maximum Continuous
Thrust, and RAT is approximately 0°C or warmer, se-
lection of WING/ENGINE anti-ice ON may cause a
momentary amber BLD AIR O’HEAT annunciation
and illumination of MASTER CAUTION. This sit-
uation is not hazardous and will correct itself within
a few seconds.

NOTE
During a Maximum Continuous Thrust Climb above
FL 350, with airspeed approximately 0.59 Mach or
below, indications of engine N 2 overspeed may occur.
These indications may be eliminated by retarding
the throttle or, alternatively, increasing airspeed.

13. APU ...................................................... SHUTDOWN (prior to FL 300)

Refer to APU Shutdown.

NP-24 FOR TRAINING PURPOSES ONLY

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CRUISE
1. Throttles............................................. CRU DETENT or AS DESIRED
Climb thrust is normally maintained upon level off until acceleration
to the desired cruise mode takes place. When operating at maximum
range cruise, thrust necessary to maintain optimum angle-of-attack
diminishes with fuel burnoff, because of increased performance and
lower airspeed requirements as weight decreases.

Although the airplane is not operationally restricted in rough air,

flight in severe turbulence should be avoided. If severe turbulence
is encountered, it is recommended that the ignitors be turned ON and
airspeed maintained at approximately 180 KIAS. Maintain a constant
attitude, avoid abrupt or large control inputs, and do not chase airspeed
and altitude indications.
2. Pressurization.............................................................................. CHECK
3. Anti-Ice/Deice ............................................................... AS REQUIRED

CAUTION

Do not operate deice boots when indicated RAT is

below -40°C (-40°F).

NOTE
Ignition switches should be selected to ON when fly-
ing through heavy rain.

Check deice system for proper operation prior to en-

tering areas in which icing might be encountered.

4. Fuel CROSSFEED ........................................................ AS REQUIRED

(max. imbalance is 400 lbs)

DESCENT
1. Windshield Anti-Ice ............................................................... BOTH ON

2. Anti-Ice/Deice ............................................................... AS REQUIRED

Maintain sufficient power for anti-ice, advance throttles to extin-
guish wing anti-ice lights.

CAUTION

Do not operate deice boots when indicated RAT is

below -40°C (-40°F).

NOTE
Check deice system for proper operation prior to en-
tering areas in which icing might be encountered.
Engine anti-ice is provided at all throttle settings, in-
cluding idle.

FOR TRAINING PURPOSES ONLY NP-25

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3. IGNITION ................................... ON when flying through heavy rain

4. Pressurization ................................... CHECK/SET Landing Elevation

5. APU (if installed) .......................... START (if desired, below FL200)

Refer to APU STARTING PROCEDURE.

6. A/C—FANS ................................... AS DESIRED (below 18,000 feet)

7. REC Lights ..................................................... ON (Transition Altitude)

8. Altimeter ....................................................... SET (Transition Altitude)

Set landing field barometric pressure in all altimeters when cleared
below, or when passing, transition altitude (18,000 feet in U.S.A.).
Cross-check altimeters for agreement.

APPROACH
1. Avionics/Flight Instruments ............................................ CHECK/SET
Check NAV receivers on proper frequency and required heading and
course information set. Cross-check flight instruments for correct in-
dications.

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

a. Landing Speeds (V APP and V REF )..... Look up, Set and Confirm
Refer to performance tables for V REF based on arrival gross
weight.

b. Landing Data (N 1 , Ldg Distance, Wt, and Factors) . CONFIRM

Check runway requirements based on gross weight and destina-
tion field information. Ascertain N 1 and V APP for use in the
event of a missed approach.

3. Pass Advisory Lights .............................................. PASS SAFETY ON

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

4. Passengers ...................................................................................... BRIEF

Verify passenger seats are full upright and outboard, passengers are
wearing seat belts and shoulder harnesses, and the lavatory doors are
latched open.
NOTE
The LAV DOOR annunciator must be off for landing
and taxi and the lavatory doors must be latched open.

5. Flaps............................... AS REQUIRED (below 200 KIAS—7°/15°)

NOTE
When reconfiguring for approach and landing (i.e.,
flaps extended and gear down), and any ice accretion
is visible on the wing leading edge, regardless of
thickness, activate the wing anti-ice and tail deice sys-
tems. Continue to monitor the wing leading edge for
any reaccumulation.

NP-26 FOR TRAINING PURPOSES ONLY

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6. IGNITION ............................................................................................ ON

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

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

Check CROSSFEED knob OFF, FUEL XFEED and FUEL BOOST
lights extinguished.

9. ENGINE SYNC ................................................................................. OFF

10. Annunciator Panel ...................................................................... CHECK

BEFORE LANDING
1. Pressurization......... ZERO DIFFERENTIAL PRIOR TO LANDING
Passing approximately 500 feet above ground level (AGL), check the
cabin differential pressure indicates near zero prior to landing. If the
differential pressure is in excess of about one half psi, select a higher
landing field elevation to ascend the cabin. Differential pressure
should be at zero for landing. Any pressure existing at touchdown will
be dumped automatically and may cause discomfort.

2. Landing Gear .................................................. DOWN (V LE 250 KIAS)

Pulling gear handle out and moving it DOWN illuminates the HYD
PRESS and GEAR UNLOCKED lights while gear is extending. Check
three green lights on and GEAR UNLOCKED and HYD PRESS lights
extinguished. Antiskid and power brake lights will also momentarily
illuminate. Maximum landing gear extension (V LO Extend) and land-
ing gear extended (V LE ) airspeed is 250 KIAS. Maximum landing gear
retraction speed (V LO retract) is 200 KIAS.

3. ANTISKID ........................................................................... CHECK ON

4. Flaps ................................................................. FULL (175 KIAS—35°)

Flaps may be extended to LAND below 175 KIAS. Flaps should be
in the LAND position for all normal landings. Check indicator to ver-
ify position. Handle must be pushed in to clear T.O. & APPR. detent
when LAND flaps are desired.

5. Airspeed .......................................................................... V REF Minimum

Consistently comfortable and safe landings are best achieved from a
stabilized approach. The point at which the airplane should be stabi-
lized with airspeed at V REF to V REF +10, full flaps, and the desired
descent rate is normally coincident with commencing the final descent
to landing. Under instrument conditions, this usually occurs at the
final approach fix inbound.

After passing the instrument approach fix outbound or nearing the air-
port traffic area, airspeed should be reduced below 200 KIAS and the
flaps extended to the T.O. & APPR (15°) position. Approaching the
final instrument fix inbound (one dot from glideslope intercept on an
ILS), or a downwind abeam position, extend the landing gear. Then,
extend flaps to LAND, and adjust power to maintain V REF to V REF +
10 indicated airspeed.

FOR TRAINING PURPOSES ONLY NP-27

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CITATION EXCEL PILOT TRAINING MANUAL

Power management during the approach/landing phase is relatively easy

in the Citation Excel because an N 1 setting in the 55% to 60% range
will normally result in desired indicated airspeeds for the various con-
figurations. Depending on air traffic control requirements, thrust nec-
essary for the entire approach can often be set during descent keeping
in mind that fan (N 1 ) rpm will decrease slightly for a fixed throttle set-
ting with a decrease in altitude or indicated airspeed. Using a sea level
airport with zero wind at a typical landing weight (17,000 pounds), a
throttle setting that results in about 55% N 1 in close will give approx-
imate level flight indicated airspeeds of 160 knots clean and 140 with
flaps T.O. & APPR. Gear extended, flaps LAND, and commencing an
average descent (500 feet per minute) will result in approximately V REF
airspeed. Higher field elevations, landing gross weights and/or head-
wind component will require a greater power setting.

For maneuvering prior to final approach, minimum airspeeds of VREF

+25, V REF + 20, V APP + 10 and V REF + 10 should be maintained clean,
flaps 7°, flaps 15°, and flaps LAND, respectively to provide an ade-
quate margin above stall.

Speed control on final should be precise for optimum landing perform-

ance and this is best accomplished by establishing V REF airspeed well
before crossing the threshold. In gusty wind conditions, it is recom-
mended that one half the gust factor in excess of 5 knots be added to
V REF .

Approaching within approximately 50 feet of airport elevation, power

should be gradually reduced to counter the acceleration induced by
ground effect. Wind velocity and direction will dictate the rate at which
the throttles are retarded. In very high surface headwind conditions, as
an example, it may be necessary to maintain at or near approach power
until close to touchdown. With a tailwind, a fairly rapid power reduc-
tion may be necessary in the final descent to landing phase for accu-
rate speed control. In ground effect, where induced drag is reduced,
leaving approach power on will cause the airplane to float to a longer
touchdown than desired.

Retarding the throttles gradually in the final descent will normally re-
sult in idle thrust being reached just before touchdown.

6. Speed Brake ...................................... RETRACT (above 50 feet AGL)

Extended Speed Brakes are not approved for landing.

7. Autopilot and Yaw Damper.............................................................. OFF

Autopilot must be disengaged ABOVE 180 feet AGL. Yaw damper OFF
to give complete rudder authority to the pilot for landing. If the YAW
DAMPER is not turned off it will attempt to override pilot rudder input
during touchdown and roll out. Utilize the AP /TRIM DISC button
on either control wheel.

NP-28 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

ALL ENGINE GO-AROUND

1. Throttles............................................... T.O. DETENT, Check T.O. N 1 s

2. Airplane Pitch Attitude .............. POSITIVE ROTATION T.O. + 10°

(Use flight director go-around mode.)

3. Flaps....................................................... TAKEOFF/APPROACH (15°)

4. Climb Speed ............................................................. V APP (MINIMUM)

5. Landing Gear ........................................................................................ UP

Raise the gear when a positive rate of climb is established.

6. Flaps....................................................................................................... UP
At approximately 400 feet with wings level and a minimum airspeed
of V APP + 10 KIAS, raise the flaps. Observe the position indicator to
the left of the handle move to FLAPS UP. While the minimum retrac-
tion airspeed should be attained, excessive speed will accentuate the
pitch change.

7. Throttles ........... CLB DETENT, Check CLB N 1 s or AS REQUIRED

LANDING
1. Throttles............................................................................................ IDLE

NOTE
The NO TAKEOFF Caution annunciator will illu-
minate on landing with flaps FULL (35°).

Eight seconds after touchdown, engines will spool

down from flight idle to ground idle.

2. Brakes............................................................ APPLY (after touchdown)

CAUTION

If, during landing, a hard brake pedal/no braking

condition is encountered, operate the emergency
brake system. Maintenance is required before the
next flight.

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

3. Speed Brake ............................................. EXTEND (after touchdown)

4. Thrust Reversers.................... DEPLOY (after nosewheel on ground)

FOR TRAINING PURPOSES ONLY NP-29

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WARNING
Do not attempt to restow reversers and takeoff once
reversers have started to deploy.

NOTE
To prevent any possible nose up pitch during thrust
reverser deployment, maintain forward pressure on
the control column after the nose wheel is on the
ground.

To avoid possible jamming of the throttle lockout

cams, do not exceed approximately 15 pounds force
on the thrust reverser levers.

5. Reverser Indicator Lights ................... CHECK ILLUMINATION OF

ARM, UNLOCK AND DEPLOY LIGHTS

6. Reverse Power ............................................................... AS REQUIRED

(do not exceed 75% of takeoff thrust)

7. Thrust Reversers.......................................... REVERSER LEVERS TO

IDLE REVERSE AT 60 KIAS.

AFTER LANDING
It is recommended that use of the checklist be delayed until the airplane is
clear of the runway. Turn off the anticollision lights.

1. Thrust Reversers ........................................................................... STOW

CAUTION

Do not advance throttles until the thrust reverser un-

lock lights are out.

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

2. Speed Brakes .......................................................................... RETRACT

Check HYD PRESS and SPD BRK EXTEND lights extinguished.

NP-30 FOR TRAINING PURPOSES ONLY

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3. Flaps....................................................................................................... UP
Check the HYD PRESS light extinguishes after the flaps are up. Taxiing
with flaps in any position except up on a snow or slush covered taxi-
way may result in obstruction of the flaps. Setting flaps to T.O. &
APPR may facilitate the next preflight inspection. If the airplane is to
be unattended for a lengthy period, or severe weather is expected, leave
flaps up.

4. Ignition........................................................................................... NORM
Both IGNITION switches to NORM position.

5. Transponder/TCAS ............................................................... STANDBY

6. PITOT & STATIC Heat .................................................................... OFF

7. Anti-Ice/Deice ............ WING and TAIL OFF, ENGINE As Required

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

a. ANTI-COLL Lights .................................................................. OFF

b. REC/TAXI Lights ................................................. AS REQUIRED

9. Radar ....................................................................................... STANDBY

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

SHUTDOWN
1. Parking Brake ............................................ SET or WHEELS–CHOCK
Parking brakes should not be set if the brakes are very hot. Heat trans-
fer to the wheels and tires is increased with parking brakes set. This
can cause the fusible plugs to melt, deflating the tires. Do not leave
the airplane unattended without chocks unless the parking brake is set.
Do not set the parking brake if the anticipated cold soak temperature
is -15°C (5°F) or below.

Always check cabin differential pressure at zero before opening the

door. Any pressure existing due to malfunction of the left main gear
squat switch or outflow valves could cause the door to open rapidly
presenting a hazard to personnel in the vicinity.

2. FMS ........................................................................... OFF or STANDBY

3. AVIONICS POWER.......................................................................... OFF

4. STBY PWR......................................................................................... OFF

5. Anti-Ice Systems ............................................................................... OFF

6. A/C—FANS........................................................................................ OFF

FOR TRAINING PURPOSES ONLY NP-31

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7. Throttles .................................................................................... CUT OFF

(after allowing ITT to stabilize at minimum value for one minute)

Lifting the latch and placing the throttles full aft terminates fuel flow
to the engine. A manifold drain system collects residual fuel on shut-
down. During the next engine start, this fuel is returned to the engine
fuel manifold.

8. EMER LTS.......................................................................................... OFF

9. Exterior Lights................................................................................... OFF

Turn off the navigation lights and ground recognition lights.

10. Passenger Advisory Lights .............................................................. OFF

11. APU ............................................................. SHUTDOWN (if installed)

Refer to APU SHUTDOWN PROCEDURES.

12. BATT Switch...................................................................................... OFF

BATT switch to the center OFF position. Care should be exercised it
is not placed in EMER. Although most emergency bus items (COMM
1, NAV 1, floodlights, and standby pitot/static heat) are normally off,
the AHRS No. 2 and the standby horizontal situation indicator (HSI)
would drain the battery over a period of time.

For deplaning at night, the battery switch may be left in BATT to make
available all cabin lighting until passengers and cabin baggage are de-
planed. Turning the WING INSP lights switch ON provides addi-
tional illumination in front of the cabin door. An illuminated courtesy
light switch located on the forward door post is wired to the battery
bus and turns on the emergency exit lights and one aft cabin compart-
ment light.

13. Engine Covers.............................. INSTALL (after engines have cooled)

In conditions of blowing or drifting snow, install engine covers after shut-
down as soon as engines cool sufficiently. These intake and exhaust cov-
ers should be installed to prevent long periods of windmilling.

14. Airplane...................................................................................... SECURE

When securing the airplane, install the engine and pitot tube covers.
Check the BATT, passenger advisory and courtesy light switches off.
Closing the door extinguishes integral courtesy light switch illumi-
nation. All doors and the nose avionics compartment can be key
locked. A locking pin can be installed in the internal emergency door
handle to prevent access from the outside. This pin must be removed
prior to flight.

QUICK TURN
1. Return to BEFORE START checklist.

NP-32 FOR TRAINING PURPOSES ONLY

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TURBULENT AIR PENETRATION

Flight through severe turbulence should be avoided if possible. The follow-
ing is recommended for flight in severe turbulence.

1. IGNITION ............................................................................................ ON

2. Airspeed approximately 180 KIAS. Do not chase airspeed.

3. Maintain a constant attitude without chasing altitude. Avoid sudden

large control movements.

4. Operation of the autopilot is recommended using basic pitch hold and

lateral mode only.

APU GROUND OR IN-FLIGHT STARTING

Prior to APU starting, the aircraft battery switch must be ON.

NOTE
APU starts on the ground may be aircraft battery
starts only, EPU starts only (battery disconnect relay
opens during start), or aircraft generator(s) assisted
battery starts.

In-flight APU starts are battery only starts (squat

switch logic prevents generator-assisted APU starts).

In-flight starts are prohibited above 20,000 feet.

In-flight APU starts are prohibited after dual gener-

ator failure.

1. APU MASTER SWITCH ................................................................... ON

The MASTER switch is placed ON to provide electrical power to the
ECU. The ECU performs APU power-up tests. After the power-up tests
are completed, the ECU accomplishes the prestart Built-in Test
Equipment (BITE) test to ensure no faults exist that would inhibit a
start. If a fault is detected, the APU FAIL light illuminates. Placing
the MASTER switch ON, the APU digital indicators should indicate:

• APU rpm % .............................................................................. “000”

• APU EGT °C .............................. “XXX” (ambient exhaust temp)

• DC VOLTAGE......................................................................... “000”

2. APU FAIL LIGHT ................................................................. Verify OFF

NOTE
APU start attempt is prohibited when the APU
FAIL light is illuminated (low fire bottle pressure
or APU fault).

FOR TRAINING PURPOSES ONLY NP-33

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3. APU TEST BUTTON....... PUSH,verify the following and RELEASE:

a. FIRE WARNING light (red)............................... ILLUMINATED

b. APU FAIL light (amber) ..................................... ILLUMINATED

c. APU RELAY ENGAGED light (amber) ........... ILLUMINATED

d. BLEED VAL OPEN light (white) ...................... ILLUMINATED

e. READY TO LOAD light (white) ....................... ILLUMINATED

4. APU GENERATOR........................................................................... OFF

5. APU BLEED AIR VALVE Switch .................................................. OFF

6. APU START/STOP Switch ......... START POSITION (momentarily)

NOTE
The ECU provides automatic starting after placing
the MASTER switch “ON” followed by momentar-
ily placing the APU START switch to “START.” The
ECU controls ignition and fuel automatically during
start as required for ambient conditions.

The aircraft right-hand boost pump activates (FUEL

BOOST–R annunciator remains extinguished; LO
FUEL PRESS–R goes out).

If the APU start is an engine generator(s) assisted start,

the engine start relay(s) will close (engine start but-
ton light and/or both lights will illuminate), and the
APU start logic will command the battery isolation
relay open to protect the 225-amp current limiters.

At 5% rpm, the ECU powers the ignition unit, fuel

torque motor, and the APU fuel solenoid valve (open).
During start, the ECU controls fuel scheduling, and
continually monitors engine speed and EGT limits as
determined by ambient conditions (T 2 ). If scheduled
limits are exceeded, the ECU executes a precaution-
ary shutdown (APU FAIL light illuminates). The
fault code will be stored in memory for ease of main-
tenance during troubleshooting.

7. APU RELAY ENGAGED light ......................... ILLUMINATED then

EXTINGUISHED prior to the READY to LOAD light illuminating

NP-34 FOR TRAINING PURPOSES ONLY

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NOTE
At 50% speed, the speed sensor signals the GCU to
deenergize the start relay and the APU RELAY EN-
GAGED light extinguishes. If the speed sensor fails
and/or the GCU fails to open the start relay at 50%,
the ECU backs up the GCU and opens the start relay
at 60% rpm.

8. READY TO LOAD light ............................................. ILLUMINATED

(start is complete)

NOTE
At 95% rpm the start counter records the start.

At 95% rpm plus four seconds, the ECU shifts to

onspeed control.The READY TO LOAD light illu-
minates (start is complete). The APU may now be
loaded electrically and pneumatically.
At 99% rpm, the ignition unit is deenergized.

At 100% rpm, the APU is considered onspeed. At

100% rpm, the ECU maintains constant rotor speed
rpm at 100% plus or minus 1.0% (70,200 rpm), EGT
within limits and the DC VOLTAGE indicator should
display 28.5 VDC.

If APU speed drops below 94%, the ignition unit will

automatically reenergize, unless the APU is in a pro-
tective or normal shutdown mode.

The programmed ECU onspeed EGT and overspeed

shutdown limits are established at 690°C (1275°F)
and 108% respectively.
9. APU GENERATOR .......................................................... AS DESIRED

NOTE
After the READY TO LOAD light illuminates, the
APU generator may be placed on line. Placing the
APU generator switch ON, energizes the APU gen-
erator power relay to connect the APU generator out-
put to the airplane crossfeed bus. The APU ammeter
on the copilot’s instrument panel should reflect an am-
perage load.

10. APU AMMETER ........................................................................ CHECK

(200 amperes maximum on ground, 230 amperes maximum in flight)
11. APU BLEED AIR VALVE Switch ................................. AS DESIRED

FOR TRAINING PURPOSES ONLY NP-35

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NOTE
If desired, place the APU BLEED AIR switch ON to
provide APU bleed air to the airplane environmen-
tal systems. The Bleed Air Valve (BAV) opens and
the BLEED AIR VAL OPEN light illuminates.

NOTE
Any time the APU is operating, the Service Air System
is pressurized whether or not the bleed-air valve is
open or closed.

12. APU FUEL FLOW................ MANUALLY ENTER 110 PPH INTO FMS
(if desired, or fuel flow will automatically enter with FMS 603.4 or
higher software installed)

APU SHUTDOWN (GROUND OR IN FLIGHT)

1. APU BLEED AIR VALVE switch ................................................... OFF

NOTE
Prior to shutdown, the APU should be unloaded. The
APU BLEED AIR switch is selected OFF. The BLEED
VAL OPEN light extinguishes when the BAV closes.

2. APU GENERATOR........................................................................... OFF

NOTE
The APU GENERATOR switch is placed OFF to un-
load the generator. The APU generator may be veri-
fied off line by observing the APU amperage gage (no
load).

3. APU RELAY ENGAGED annunciator .......................... VERIFY OFF

4. APU START/STOP switch........................................ STOP POSITION

(momentarily)

5. BLEED VAL OPEN light ................................................. VERIFY OFF

6. READY TO LOAD light .................................................. VERIFY OFF

7. APU MASTER Switch ................... OFF, after rpm indicates 0% rpm

8. APU FUEL FLOW ..................................... ENTER 0 PPH INTO FMS

(if desired, unless FMS 603.4 or higher software is installed)

NP-36 FOR TRAINING PURPOSES ONLY

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NOTE
After commanding shutdown using the APU
START–STOP switch, the ECU remains powered
until the APU MASTER switch is placed OFF.

Following an APU shutdown for any reason, a restart

must not be attempted until 30 seconds after the rpm
indicator displays 0%.

FOR TRAINING PURPOSES ONLY NP-37

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ABNORMAL PROCEDURES
CONTENTS
Page
ENGINE/FUEL ................................................................................. AP-1
Engine Failure/Precautionary Shutdown ................................. AP-1
In-Flight Restart — One Engine .............................................. AP-2
Engine Start Malfunction (Engine Does Not Start) ................. AP-4
Engine Starter Will Not Disengage (L or R
ENGINE START Button Light on After Engine Start) .......... AP-4
High Oil Pressure ..................................................................... AP-4
Oil Filter Bypass (OIL FLTR BP L or R Caution Light On) .. AP-5
Low Fuel Pressure
(LO FUEL PRESS L or R Caution Light On) ......................... AP-5
Low Fuel Quantity
(LO FUEL LEVEL L or R Caution Light On) ....................... AP-5
Fuel Boost Pump On
(FUEL BOOST L or R Caution Light On) ............................. AP-5
Fuel Filter Bypass
(FUEL FLTR BP L or R Caution Light On) ........................... AP-6
Fuel Crossfeed (FUEL XFEED Advisory Light, Flashing) .... AP-6
Ground Idle (GND IDLE Advisory Light On) ....................... AP-6
Electronic Engine Computer in Manual Mode
(EEC MANUAL L or R Advisory Light On) ......................... AP-6
Firewall Shutoff Valve Closed
(F/W SHUTOFF L or R Caution Light On) ........................... AP-8
Engine Fire Detection System Failure
(FIRE DET SYS L or R Caution Light On) ........................... AP-8
Fire Extinguisher Bottle Pressure Low
(FIRE EXT BOTL LOW Caution Light On) .......................... AP-8
Engine Vibration (ENG VIB L or R Advisory Light On) ....... AP-9
Fuel Gauging System Fault
(FUEL GAUGE L or R Caution Light On) ............................ AP-9
High Sustained ITT During Ground Shutdown ..................... AP-10
Dry Motoring.......................................................................... AP-10

FOR TRAINING PURPOSES ONLY AP-i

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HYDRAULICS/BRAKES .............................................................. AP-10

Landing Gear Will Not Extend .............................................. AP-10
Low Hydraulic Flow
(LO HYD FLOW L or R Caution Light On) ........................ AP-11
Hydraulic System Remains Pressurized (HYD PRESS Caution
Light Remains On After System Cycle is Completed) ......... AP-11
Low Hydraulic Fluid Level
(LO HYD LEVEL Caution Light On) .................................. AP-11
Wheel Brake Failure .............................................................. AP-12
Power Brake System Failure (LO BRK PRESS and
ANTISKID INOP Caution Light On) ................................... AP-12
Antiskid System Failure (ANTISKID INOP Caution Light
On and LO BRK PRESS Caution Light Extinguished) ....... AP-13
ENVIRONMENTAL/PRESSURIZATION .................................... AP-13
Emergency Pressurization On (Automatic Actuation) (EMER
PRESS Caution Light On) and Cabin Altitude (CAB ALT)
Warning Light Not On .......................................................... AP-13
Cabin Pressurization Controller Failure................................. AP-14
Engine Bleed Air Overheat
(BLD AIR O’HEAT L or R Caution Light On) .................... AP-15
Environmental System Air Duct Overheat
(AIR DUCT O’HEAT CKPT or CAB Caution Light On) ... AP-15
Automatic Temperature Controller Inoperative ..................... AP-16
Air Cycle Machine Overheat
(ACM O’HEAT Caution Light On) ...................................... AP-16
ELECTRICAL ................................................................................ AP-17
Single Generator Failure
(GEN OFF L or R Caution Light On) .................................. AP-17
Aft J-Box Current Limiter or Circuit Breaker
(AFT J-BOX LMT or CB Caution Light On) ...................... AP-17
Alternator Bearing Failure
(AC BEARING L or R Advisory Light On) ......................... AP-17

AP-ii FOR TRAINING PURPOSES ONLY

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FLIGHT GUIDANCE .................................................................... AP-18

PFD Attitude Failure—Single
(RED ATT FAIL on PFD Attitude Sphere) ........................... AP-18
PFD Heading Failure—Single
(RED HDG FAIL on PFD HSI) ............................................ AP-18
Air Data Computer Failure — Single
(RED “X” on PFD Airspeed/Altitude Tapes) ........................ AP-18
IAC — PFD Wrap Around Test Fail
(CHECK PFD1, CHECK PFD2 Caution Light On) ............. AP-19
Comparison Monitor Alert
(Message Displayed on Pilot’s or Copilot’s PFD) ................ AP-19
Symbol Generator Failure — Single
(Red “X” or Blank PFD/MFD) ............................................. AP-19
Primary Flight Display Failure
(Pilot’s or Copilot’s PFD Blank) ........................................... AP-20
Display Guidance Computer Cooling Fan Failure
(IC1 or IC2 Fan Message on MFD) ...................................... AP-21
Display Guidance Computer Overtemperature
(IC1 or IC2 Hot Message on MFD) ...................................... AP-21
Radome Fan Failure (RADOME FAN Caution Light On) ... AP-22
AHRS on Battery Power
(AHRS AUX PWR 1 or 2 Advisory Light On) .................... AP-22
FLIGHT CONTROLS .................................................................... AP-22
Electric Elevator Runaway Trim............................................ AP-22
Electric Trim Inoperative ....................................................... AP-22
Jammed Elevator Trim ........................................................... AP-23
Stabilizer Position Miscompare
(STAB MIS COMP Caution Light On) ................................ AP-24
Autopilot Out of Trim (AP ROLL MISTRIM or AP PITCH
MISTRIM Caution Light On) ............................................... AP-25
Autopilot Fail/Disconnect (AP OFF Caution Light On and
AP FAIL Annunciator on PFD) ............................................. AP-25
Landing With Failed Primary Flight Control Cable .............. AP-25
Rudder Bias System Valve not in Commanded Position
(RUDDER BIAS Caution Light On) .................................... AP-26

FOR TRAINING PURPOSES ONLY AP-iii

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Rudder Bias Uncommanded Motion

(Left or Right Rudder Pedal Moved Forward) ..................... AP-27
Rudder Bias Heater Failure
(Bias Heater Fail Caution Light On) .................................... AP-27
ICING ............................................................................................. AP-28
Wing Anti-Ice Failure
(WING ANTI-ICE L or R Caution Light On) ...................... AP-28
Engine Anti-Ice Failure
(ENG ANTI-ICE L or R Caution Light On) ......................... AP-28
Wing Bleed Air Overheat
(WING O’HEAT L or R Caution Light On) ......................... AP-29
Tail Deice Failure
(TL DEICE FAIL L or R Caution Light On) ........................ AP-29
Tail Deice Timer Failure (TL DEICE PRESS L or R Advisory
Light Fails to Illuminate or Continues to Cycle) .................. AP-30
Windshield Fault (W/S FAULT L or R Caution Light On) .. AP-31
Windshield Overheat
(W/S O’ Heat L or R Caution Light On) ............................... AP-32
Pitot Static Heater Failure (P/S HTR OFF Lor R,
or STBY P/S HTR Caution Light On) .....................................AP-32
Angle-of-Attack Probe Heater Failure
(AOA HTR FAIL Caution Light On) .................................... AP-33
ABNORMAL LANDINGS ............................................................ AP-33
Single-Engine Approach and Landing ................................... AP-33
Single-Engine Reversing........................................................ AP-34
Single-Engine Go-Around...................................................... AP-34
Flaps Inoperative Approach and Landing
(Not in Landing Position) ...................................................... AP-35
MISCELLANEOUS ....................................................................... AP-36
Cabin Door Not Locked
(CABIN DOOR Caution Light On) ...................................... AP-36
Cabin Door Pressure Seal Failure
(DOOR SEAL Caution Light On) ........................................ AP-36

AP-iv FOR TRAINING PURPOSES ONLY

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Accessory Door Not Locked (ACC DOOR

UNLOCKD NOSE or TAIL Caution Light On) ................... AP-37
Lavatory Doors Not Open
(LAV DOOR Caution Light On)............................................ AP-37
Angle-of-Attack System Failure
(Amber AOA Annunciation on PFD) .................................... AP-37
Use of Supplemental Oxygen (Unpressurized) .................... AP-38
No Takeoff Warning
(NO TAKEOFF Caution Light On and Aural Warning) ....... AP-38
MASTER WARNING Light On Steady ................................ AP-38
MASTER CAUTION Light On Steady,
No Caution Lights On ............................................................ AP-38
MASTER WARNING Light Flashing,
No Warning Lights Illuminated.............................................. AP-38
Speed Brake (SPD BRK EXTEND Advisory Light On) ..... AP-39
Emergency Exit (EMER EXIT Caution Light On) .............. AP-39
Cockpit Forward or Side Windshield
Cracked or Shattered ............................................................. AP-39
APU ................................................................................................ AP-40
APU FAIL Light Illuminated Prior to APU Start .................. AP-40
APU FAIL Light Illuminated While APU Was Running....... AP-40
APU Fails to Shut Down with APU Stop Switch
(READY TO LOAD Light Remains Illuminated) ................ AP-40
APU Relay Engaged, Annunciator Remains
Illuminated After Start............................................................ AP-41
APU Bleed Air Valve Open
(BLEED VAL OPEN Light Illuminated) .............................. AP-42

FOR TRAINING PURPOSES ONLY AP-v

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ILLUSTRATIONS
Figure Title Page
AP-1 Airstart Envelope.......................................................... AP-3

FOR TRAINING PURPOSES ONLY AP-vii

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ABNORMAL PROCEDURES
ABNORMAL PROCEDURES: An abnormal procedure is one requiring the
use of special systems and/or alternate use of regular systems which, if fol-
lowed, will maintain an acceptable level of airworthiness or reduce opera-
tional risk resulting from a failure condition.

LAND AS SOON AS POSSIBLE: Land at the nearest suitable airport.

Extreme situations could require off airport landing. Primary consideration
is safety of occupants.

LAND AS SOON AS PRACTICAL: Land at a suitable airport. The primary

consideration is the urgency of the emergency or abnormal situation.
Continuing to the destination or an alternate with appropriate service facil-
ities, may be an option.

ENGINE/FUEL
ENGINE FAILURE/PRECAUTIONARY SHUTDOWN
1. AP TRIM DISC.................................................. PRESS and RELEASE

2. Rudder and Aileron Trim Trim toward operating engine as required

3. Throttle (affected engine) ...................................................... CUT OFF

4. Autopilot/Yaw Damper.................................................... ON as desired

5. IGNITION Switch (affected engine)......................................... NORM

6. ENGINE SYNC ................................................................................. OFF

7. GEN Switch (affected engine) ........................................................ OFF

8. Electrical Load..................................................... REDUCE as required

9. Fuel CROSSFEED ........................................................ AS REQUIRED

to maintain fuel balance within 400 pounds

10. Affected ENGINE Anti-Ice .............................................. CHECK OFF

11. WING XFLOW ............................................................... ON as required

12. If No Fire, Firewall Shutoff ........................................... LEAVE OPEN

and FUEL BOOST PUMP ON

FOR TRAINING PURPOSES ONLY AP-1

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NOTE
If no fire hazard or engine damage exists, leave fire-
wall shutoff OPEN, turn fuel boost pump ON to pre-
vent damage to engine-driven fuel pump.

If engine windmills with firewall shutoff CLOSED

or with no indication of oil pressure, after landing
refer to Engine Maintenance Manual for required
inspections.

13. Refer to ABNORMAL PROCEDURES, IN-FLIGHT RESTART—

ONE ENGINE or ABNORMAL PROCEDURES, SINGLE-ENGINE
APPROACH and LANDING.

IN-FLIGHT RESTART—ONE ENGINE

(Refer to Figure AP-1 for Airstart Envelope)

FOLLOWING SHUTDOWN—WITH STARTER ASSIST

1. Throttle ...................................................................................... CUT OFF

2. GEN Switch ......................................................................................... ON

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

4. IGNITION Switch ........................................................................ NORM

5. ENGINE START Button...................................... PRESS Momentarily

6. Throttle .......................................................... IDLE at 8% N 2 Minimum

7. Engine Instruments ............................................................... MONITOR

8. FUEL BOOST Pump .................................................................... NORM

IF START DOES NOT OCCUR:

9. START DISG Button.................................................................... PRESS

10. Accomplish Abnormal Procedures ......................................... ENGINE

FAILURE/PRECAUTIONARY SHUTDOWN

FOLLOWING SHUTDOWN—WINDMILLING WITH AIRSPEED

ABOVE 200 KIAS AND N2 ABOVE 8% (Refer to Figure AP-1 for Airstart
Envelope.)

1. Throttle ...................................................................................... CUT OFF

2. Firewall Shutoff.............................................................. CHECK OPEN

3. IGNITION Switch............................................................................... ON

4. FUEL BOOST Pump........................................................................... ON

AP-2 FOR TRAINING PURPOSES ONLY

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Figure AP-1 Airstart Envelope

FOR TRAINING PURPOSES ONLY AP-3

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5. Throttle ............................................................................................. IDLE

6. Engine Instruments ............................................................... MONITOR

7. After Engine Stabilizes,

FUEL BOOST Pump and IGNITION ........................................ NORM

8. GEN Switch ......................................................................................... ON

ENGINE START MALFUNCTION

(ENGINE DOES NOT START)
1. Throttle ...................................................................................... CUT OFF

2. START DISG Button ............... PRESS 15 seconds after throttle OFF

ENGINE STARTER WILL NOT DISENGAGE (L OR R

ENGINE START BUTTON LIGHT ON AFTER ENGINE
START)
1. START DISC Button .................................................................... PRESS

IF STARTER DOES NOT DISENGAGE AND ENGINE START BUT-

TON LIGHT REMAINS ILLUMINATED (START RELAY STUCK)
2. GEN Switches .................................................................................... OFF

3. BATTERY DISCONNECT Switch (LH panel) ........... LIFT GUARD

AND DISCONNECT

NOTE
Verify ground power is disconnected prior to engine
shutdown or the starter will motor the engine.

4. Throttle(s) ................................................................................. CUT OFF

NOTE
Disconnect the battery prior to turning the BATT
Switch OFF.

HIGH OIL PRESSURE

Above 250 psi
1. Throttle (affected engine)....................................... REDUCE POWER

2. Land as soon as practical.

AP-4 FOR TRAINING PURPOSES ONLY

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OIL FILTER BYPASS (OIL FLTR BP L OR R CAUTION

LIGHT ON)
1. Land as soon as practical—Monitor affected engine oil pressure and
temperature. Consider possibility of partial or total loss of affected
engine thrust.

2. Perform inspection/maintenance after landing.

LOW FUEL PRESSURE (LO FUEL PRESS L OR R CAU-

TION LIGHT ON)
1. FUEL BOOST Pump........................................................................... ON

2. L or R FUEL BOOST and CONTROL CBs (LH Panel)...... CHECK IN

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

4. Fuel CROSSFEED ........................................................ AS REQUIRED

LOW FUEL QUANTITY (LO FUEL LEVEL L OR R CAU-

TION LIGHT ON)
Illumination of this light serves notice to the pilot that a minimum of 360 ±20
pounds (163 ± 10 kilograms) of fuel remains in either tank.

1. FUEL BOOST Pump........................................................................... ON

2. L or R FUEL BOOST and CONTROL CBs (LH Panel)...... CHECK IN

3. Fuel CROSSFEED ........................................................ AS REQUIRED

4. Land as soon as possible.

FUEL BOOST PUMP ON (FUEL BOOST L OR R CAUTION

LIGHT ON)
Indicates the respective fuel boost pump was either automatically or manu-
ally turned on.

1. FUEL BOOST Pump (affected pump)...................... ON; then NORM

CHECK for FUEL BOOST caution light to illuminate and extinguish.

During fuel crossfeed operation, if the boost pump on the side receiv-
ing fuel latches on, cycle the affected FUEL BOOST switch ON for
15 seconds, then back to NORM. If the boost pump latches on again,
do not cycle the FUEL BOOST switch until the CROSSFEED switch
has been selected OFF and the FUEL XFEED annunciator has extin-
guished.

FOR TRAINING PURPOSES ONLY AP-5

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IF AFFECTED FUEL BOOST CAUTION LIGHT DOES NOT

EXTINGUISH
1. Refer to ABNORMAL PROCEDURE ........ LOW FUEL PRESSURE

2. If operating with Jet B or JP-4 fuel, verify operations are within the
Jet B/JP-4 Operating Envelope. Refer to Figure 2-5A in the Airplane
Flight Manual or this manual (LIMITATIONS section).

FUEL FILTER BYPASS (FUEL FLTR BP L OR R CAUTION

LIGHT ON)
1. Land as soon as practical .......................... Consider the possibility of
partial or total loss of both engine’s thrust

2. Inspect filter after landing.

FUEL CROSSFEED (FUEL XFEED ADVISORY LIGHT,

FLASHING)
1. Fuel crossfeed valve is open.

GROUND IDLE (GND IDLE ADVISORY LIGHT ON)

Indicates EEC is in ground idle mode (47% N2 minimum). Engine
acceleration in flight from idle may be slow.

ON GROUND
Indicates normal operation with EECs in AUTO.

IN FLIGHT (GND IDLE, “flashing”)

1. ENGINE SYNC ................................................................................. OFF

2. Throttle(s) ......................................... MAINTAIN 51.5% N 2 minimum

ELECTRONIC ENGINE COMPUTER IN MANUAL MODE

(EEC MANUAL L OR R ADVISORY LIGHT ON)
Indicates Electronic Engine Computer is in manual mode.

1. Throttle (affected engine) ........................... Verify engine response to

throttle movement

IF AFFECTED ENGINE RESPONDS TO THROTTLE

2. Throttles ................................. Ensure above idle and set matched N 1 s

3. EEC Switches .................................................................... L and R MAN

NOTE
If originally unaffected engine does not respond to
throttle movement in manual mode, reselect EEC
mode. Throttles will not be matched for equal power.

AP-6 FOR TRAINING PURPOSES ONLY

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4. Land as soon as practical. Refer to NORMAL PROCEDURES, BE-

FORE LANDING.

NOTE
In the manual mode, throttle detents will be inoper-
ative. Set thrust by reference to AFM thrust charts.

In the manual mode, engine response and throttle

position will be different than normal mode.

Multiply landing distance by 1.1 if WING/ENGINE

or ENGINE anti-ice is on.

IF AFFECTED ENGINE DOES NOT RESPOND TO THROTTLE

2. Affected ENGINE Anti-Ice ............................................................... ON

(required sensing flow should resume, restoring engine response)

3. Throttle (affected engine) ........................... Verify engine response to

throttle inputs

IF AFFECTED ENGINE RESPONDS TO THROTTLE (WITH ENGINE

ANTI-ICE ON)

4. Throttles ................................. Ensure above idle and set matched N 1 s

5. EEC Switches .................................................................... L and R MAN

NOTE
If originally unaffected engine does not respond to
throttle movement in manual mode, reselect EEC
mode. Throttles will not be matched for equal power.

6. ENGINE Anti-Ice Switches (L and R) ............................................. ON

7. Land as soon as practical ........................ Refer to Normal Procedures

BEFORE LANDING

NOTE
In the manual mode, throttle detents will be inoper-
ative. Set thrust by reference to the AFM thrust charts.

In the manual mode, engine response and throttle

position will be different than normal mode.

Multiply landing distance by 1.1 if WING / ENGINE

or ENGINE anti-ice is on.

FOR TRAINING PURPOSES ONLY AP-7

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IF AFFECTED ENGINE STILL DOES NOT RESPOND TO THROTTLE

4. Throttle (affected engine) .............................................................. IDLE

5. Affected ENGINE Anti-Ice............................ OFF or AS REQUIRED

6. EEC Switches ..................................................... Leave L and R in EEC

7. Land as soon as practical.................... Refer to Abnormal Procedures

SINGLE ENGINE APPROACH and LANDING

FIREWALL SHUTOFF VALVE CLOSED (F/W SHUTOFF L

OR R CAUTION LIGHT ON)
Indicates the fuel and hydraulic firewall shutoff valves are closed and the gen-
erator field relay is tripped.

ENGINE FIRE DETECTION SYSTEM FAILURE (FIRE DET

SYS L OR R CAUTION LIGHT ON)
Indicates failure of the affected engine fire detection system.

ON GROUND

1. Correct prior to flight.

IN FLIGHT

1. FIRE DETECT Circuit Breaker (LH Panel) ..................... CHECK IN

2. Engine Instruments ............................................................... MONITOR

(for secondary indications of fire)

3. Land as soon as practical.

NOTE
The fire warning system is inoperative. The firewall
shutoff and fire extinguisher bottles are still avail-
able if secondary indications of fire are present.

FIRE EXTINGUISHER BOTTLE PRESSURE LOW (FIRE

EXT BOTL LOW CAUTION LIGHT ON)
One or both fire extinguisher bottles have low pressure or may have discharged.

ON GROUND

1. Correct prior to flight.

AP-8 FOR TRAINING PURPOSES ONLY

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ENGINE VIBRATION (ENG VIB L OR R

ADVISORY LIGHT ON)
Indicates engine vibration monitor has detected a higher than normal level
of vibration.

1. Vibration ................................................................................. CONFIRM

(audible and tactile indications)

IF VIBRATION EXISTS

2. Engine ............................................... MONITOR for other evidence of

malfunction Consider reducing rpm

3. Land as soon as practical.

IF VIBRATION INCREASES OR OTHER EVIDENCE OF ENGINE

MALFUNCTION IS PRESENT

4. Consider the possibility of shutting down the engine. Refer to

ABNORMAL PROCEDURES, ENGINE FAILURE/PRECAUTION-
ARY SHUTDOWN, and ABNORMAL PROCEDURES, SINGLE-
ENGINE APPROACH AND LANDING.

CAUTION

If significant vibration continues with the engine

running, engine failure may result.

FUEL GAUGING SYSTEM FAULT (FUEL GAUGE L OR R

CAUTION LIGHT ON)
Indicates a fault has been detected in the respective fuel-gauging system.
Monitor the respective fuel gauge for proper indication. Consider the possi-
bility the tank contains less fuel than the opposite tank. This fault may also
be the result of improper fuel capacitance. Check fuel after landing.

NOTE
After landing, the B.I.T. status LEDs on the fuel quan-
tity signal conditioner, located in the LH wall of the
cockpit, should be checked by appropriate personnel
prior to battery switch OFF. Removal of power will
reset the failure pattern displayed by the B.I.T. status
LEDs. Record fuel quantity in each tank at time of fault
to assist in maintenance troubleshooting.

FOR TRAINING PURPOSES ONLY AP-9

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HIGH SUSTAINED ITT DURING GROUND SHUTDOWN

1. Throttle ...................................................................................... CUT OFF
2. ENGINE START Button ...................................... PRESS momentarily
3. START DISC Button ...................................... PRESS after 15 seconds

DRY MOTORING
1. Throttle ...................................................................................... CUT OFF
2. IGNITION Switch ............................................................................. OFF
3. FUEL BOOST Pump........................................................................... ON

4. ENGINE START Button ...................................... PRESS momentarily

Motor engine for the desired duration (observe starter limits).

5. START DISG Button.................................................................... PRESS

6. FUEL BOOST Pump ......................................................................... OFF

HYDRAULICS/BRAKES
LANDING GEAR WILL NOT EXTEND
1. Landing Gear Handle ................................................... CHECK DOWN
(airspeed below 200 KIAS)

2. GEAR CONTROL Circuit Breaker (LH Panel) ............... CHECK IN

3. AUX GEAR CONTROL ......................................... PULL T-HANDLE

and ROTATE TO LOCK

4. Rudder ......................................................................... YAW AIRPLANE

if necessary to achieve downlock light

5. AUX GEAR CONTROL ................ PULL KNOB TO BLOW DOWN

(for positive lock)

NOTE
Pneumatic pressure should be used to assure positive
locking of all three gear actuators.

6. AUX GEAR CONTROL ................ RESET KNOB AND T-HANDLE

(after gear down and locked)

AP-10 FOR TRAINING PURPOSES ONLY

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LOW HYDRAULIC FLOW (LO HYD FLOW L OR R CAU-

TION LIGHT ON)
Indicates inoperative left or right hydraulic pump.

IF BOTH LO HYD FLOW L OR R CAUTION LIGHTS ON

1. Land as soon as practical.

NOTE
The speed brakes, thrust reversers, horizontal stabi-
lizer, and flaps may not operate. If the flaps lever is
moved with flaps extended, the flaps may tend to
float in a trail position. The landing gear may not op-
erate using normal procedures.

HYDRAULIC SYSTEM REMAINS PRESSURIZED (HYD

PRESS CAUTION LIGHT REMAINS ON AFTER SYSTEM
CYCLE IS COMPLETED)
1. HYD CONTROL Circuit Breaker (LH Panel) ........................... PULL

IF SYSTEM DEPRESSURIZED

2. HYD CONTROL Circuit Breaker .............. RESET prior to approach

IF SYSTEM REMAINS PRESSURIZED (Indicates control valve failed)

2. HYD CONTROL Circuit Breaker (LH Panel) ......................... RESET

3. Airspeed .................................................. Maintain 200 KIAS or below

4. Altitude .......................................................................... FL 310 or below

5. Land as soon as practical.

LOW HYDRAULIC FLUID LEVEL (LO HYD LEVEL CAU-

TION LIGHT ON)
1. Land as soon as practical.

NOTE
The speed brakes, thrust reversers, horizontal stabi-
lizer, and flaps may not operate. If the flaps lever is
moved with the flaps extended, the flaps may tend to
float in a trail position. The landing gear may not op-
erate using normal procedures.

FOR TRAINING PURPOSES ONLY AP-11

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WHEEL BRAKE FAILURE

1. Brake Pedals ....................... REMOVE FEET from BRAKE PEDALS

2. EMER BRAKE Handle ............................................. PULL as required

CAUTION

Antiskid system does not function during emergency

braking. Excessive pressure on the emergency brake
handle can cause both wheel brakes to lock, result-
ing in blowout of both tires.

NOTE
Use nosewheel steering for directional control.
3. Multiply the landing distance by 1.4.

POWER BRAKE SYSTEM FAILURE (LO BRK PRESS AND

ANTISKID INOP CAUTION LIGHT ON)
1. PWR BRKS Circuit Breaker (LH Panel) ........................... CHECK IN
IF LIGHT REMAINS ILLUMINATED

2. Use the emergency brake system for landing.

3. Brake Pedals ................... REMOVE FEET FROM BRAKE PEDALS

4. Emergency Brake Handle ......................................... PULL as required

CAUTION

Antiskid system does not function during emergency

braking. Excessive pressure on the emergency brake
handle can cause both wheel brakes to lock, result-
ing in blowout of both tires.

NOTE
Use nosewheel steering for directional control.

5. Multiply the landing distance by 1.4.

AP-12 FOR TRAINING PURPOSES ONLY

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ANTISKID SYSTEM FAILURE (ANTISKID INOP CAUTION

LIGHT ON AND LO BRK PRESS CAUTION LIGHT EXTIN-
GUISHED)
1. SKID CONTROL Circuit Breaker (LH Panel) ................. CHECK IN

2. ANTISKID Switch ............................................................ OFF then ON

IF LIGHT REMAINS ILLUMINATED

3. ANTISKID Switch ............................................................................ OFF

4. Multiply landing distance by 1.6.

5. Thrust Reverser ........................................... Maximum Reverse Thrust

6. Wheel Brakes .................................................................... Lightly Apply

CAUTION

Differential power braking is available. However,

since the antiskid is inoperative, excessive pressure
on the brake pedals may cause wheel brakes to lock,
resulting in tire blowout.

7. Be prepared to use the emergency brake system.

NOTE
If the antiskid hydraulic pump fails after the accu-
mulator pressure exceeds 850 psi, the LO BRK PRESS
light may not illuminate until normal brakes are used.

ENVIRONMENTAL/PRESSURIZATION
EMERGENCY PRESSURIZATION ON (AUTOMATIC ACTU-
ATION) (EMER PRESS CAUTION LIGHT ON) AND CABIN
ALTITUDE (CAB ALT) WARNING LIGHT NOT ON
Indicates air cycle machine shutdown or failure.

1. NORM PRESS Circuit Breaker (LH Panel) ...................... CHECK IN

2. TEMP SEL (CKPT and CABIN) ...................... ADJUST TO WARMER

SETTING (may require manual mode)

3. PRESS SOURCE Selector ....................................... RH, LH or NORM

IF EMER PRESS CAUTION LIGHT REMAINS ON

4. PRESS SOURCE Selector ................ EMER, then LH, RH or NORM

FOR TRAINING PURPOSES ONLY AP-13

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IF EMER PRESS CAUTION LIGHT STILL REMAINS ON

5. Press Source Selector ................................................................... EMER

6. Control cabin temperature with LH throttle.

7. Overhead Wemacs .......................................................................... OPEN

8. CKPT RECIRC ..................................................................................... HI

NOTE
Emergency pressurization utilizes precooled bleed air
(475°F) from the left engine.

CABIN PRESSURIZATION CONTROLLER FAILURE

IF CABIN ALTITUDE IS NOT BEING MAINTAINED (CABIN RATE-
OF-CLIMB INDICATOR SHOWS POSITIVE RATE)

1. PRESS SYSTEM SELECT ................................................... MANUAL

2. Manual Toggle Switch .............. UP/DOWN to control cabin altitude

CAUTION

Cabin must be manually depressurized prior to

landing.

IF NOT ARRESTED BY 10,000 FEET CABIN ALTITUDE (CAB ALT

WARNING LIGHT ON)

3. Crew Oxygen Masks........................................................................ DON

4. Microphone Switches ............................................... MIC OXY MASK

IF NOT ARRESTED BY 14,000 FEET CABIN ALTITUDE

5. Emergency Descent ................................................................ INITIATE

Refer to EMERGENCY PROCEDURES, EMERGENCY DESCENT.

6. PASS OXY Valve ................................................................................ ON

7. Passenger Oxygen .......... ENSURE passengers are receiving oxygen

NOTE
Emergency pressurization will automatically acti-
vate when cabin altitude exceeds approximately
14,500 feet, and will automatically deactivate when
cabin altitude descends below this altitude.

AP-14 FOR TRAINING PURPOSES ONLY

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IF CABIN PRESSURE IS MAINTAINED, BUT AMBER FAIL ANNUN-

CIATOR IN PRESSURE CONTROLLER IS ILLUMINATED

Indicates probable loss of No. 1 air data computer input, controller auto-sched-
ule function inoperative.

1. Pressurization Controller ....................................... SELECT CA or FL

(cabin altitude or flight level)

2. Pressurization SET ALT Knob .................... SET DESIRED CA or FL

3. Prior to descent ............................................ SET ALT Knob—SET CA

DESTINATION AIRPORT ELEVATION

ENGINE BLEED AIR OVERHEAT (BLD AIR O’HEAT L OR

R CAUTION LIGHT ON)
1. PRESS SOURCE Selector ....................... SELECT OPPOSITE SIDE

2. Throttle (affected engine) .................................. REDUCE if practical

NOTE
If wing anti-ice is ON, bleed air to the respective wing
will automatically shut down.

ENVIRONMENTAL SYSTEM AIR DUCT OVERHEAT (AIR

DUCT O’HEAT CKPT OR CAB CAUTION LIGHT ON)
1. AUTO and MANUAL TEMP CBs (LH Panel) ................. CHECK IN

2. TEMP SEL (affected system) .......................... MANUAL COLD

(Hold in this position until overheat light goes out—30 seconds
maximum).

NOTE
Operation above 31,000 feet in MANUAL full cold
mode may result in air cycle machine overtempera-
ture and shutdown. Refer to ABNORMAL
PROCEDURES, AUTOMATIC TEMPERATURE
CONTROLLER INOPERATIVE.

IF LIGHT EXTINGUISHES

3. TEMP SEL (affected system) ...................................................... AUTO

(select a cooler temperature)

NOTE
If the AIR DUCT O’HEAT light illuminates again,
select MANUAL on the Temperature Selector and
control temperature with the MANUAL TEMP SEL
SWITCH.

FOR TRAINING PURPOSES ONLY AP-15

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IF LIGHT DOES NOT EXTINGUISH

3. PRESS SOURCE Selector ...................................................... LH or RH

Reduce power on selected engine, if necessary to control temperature.

AUTOMATIC TEMPERATURE CONTROLLER INOPERA-

TIVE
1. TEMP SEL (affected system) ............................................... MANUAL
ENSURE NOT MANUAL FULL COLD. Select full manual cold at least
10 seconds then actuate at least three seconds toward MANUAL HOT.

NOTE
Operation in manual mode, full cold, above 31,000
feet, particularly at low (climb) airspeed may re-
sult in air cycle machine overtemperature and shut-
down. In the event this should occur, refer to
ABNORMAL PROCEDURES, EMERGENCY
PRESSURIZATION ON.

AIR CYCLE MACHINE OVERHEAT (ACM O’HEAT CAU-

TION LIGHT ON)
Indicates possible excess pressure in the bleed-air supply to the ACM or
overheating of the air cycle machine. The ACM will automatically turn off
and emergency pressurization will automatically come on.

ON GROUND

1. Correct prior to flight.

IN FLIGHT

1. TEMP SEL (CKPT and CABIN) ............. ADJUST to warmer setting

(may require manual mode)

2. PRESS SOURCE Selector ....................................... RH, LH or NORM

IF ACM O’HEAT CAUTION LIGHT REMAINS ON

3. PRESS SOURCE Selector ........................................................... EMER

4. Control cabin temperature with LH throttle.

NOTE
Emergency pressurization utilizes precooled bleed air
(475°F) from the left engine.

AP-16 FOR TRAINING PURPOSES ONLY

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ELECTRICAL
SINGLE GENERATOR FAILURE (GEN OFF L OR R CAU-
TION LIGHT ON)
1. Electrical Load ................................................ DECREASE if required

2. Air Conditioner ..................... OFF or WEMAC BOOST LO or HIGH

NOTE
The air conditioner compressor will not automatically
load shed on the ground.

3. Failed Generator ............................................................ RESET and ON

IF UNABLE TO RESET

4. Failed GEN ......................................................................................... OFF

AFT J-BOX CURRENT LIMITER OR CIRCUIT BREAKER

(AFT J-BOX LMT OR CB CAUTION LIGHT ON)
Indicates either an open current limiter or circuit breaker in the aft junction box.

ON GROUND

1. Correct prior to flight.

IN FLIGHT

2. Electrical System .................................................................. MONITOR

(generator voltages may vary from 25 to 33 volts)

CAUTION

Do not turn off the generator(s) because partial elec-

trical system failure may occur on the buses associ-
ated with a generator which is turned off.

ALTERNATOR BEARING FAILURE (AC BEARING L OR R

ADVISORY LIGHT ON)
Indicates impending alternator bearing failure within approximately 20 hours
of operation. Maintenance is required.

FOR TRAINING PURPOSES ONLY AP-17

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FLIGHT GUIDANCE
PFD ATTITUDE FAILURE—SINGLE (RED ATT FAIL ON
PFD ATTITUDE SPHERE)
1. ATT REV Button ........................................ PUSH (applicable display)
Verify amber ATT2 or ATT1 is displayed in pilot’s and copilot’s PFD.

NOTE
Autopilot will be inoperative.

PFD HEADING FAILURE—SINGLE (RED HDG FAIL ON

PFD HSI)
1. HDG REV Button ...................................... PUSH (applicable display)
Verify amber MAG2 or MAG1 is displayed in pilot’s and copilot’s PFD.

NOTE
The HDG REV button may require more than one push
to select heading reversion mode. Reversion is ver-
ified by observing an amber MAG1 or MAG2, as ap-
propriate, in each PFD.

AIR DATA COMPUTER FAILURE—SINGLE (RED “X” ON

PFD AIRSPEED/ALTITUDE TAPES
1. ADC Button ................................................ PUSH (applicable display)
Verify amber ADC2 or ADC1 is displayed in pilot’s and copilot’s
PFD.

NOTE
If normal operation of the MADC is restored, all
flight director modes and autopilot must be selected
OFF and back ON.

The FMS on the side corresponding to the reverted

ADC will display a FMS OVERSPEED INVALID
message.

If MADC #1 fails, automatic pressurization control

will revert to isobaric mode.

AP-18 FOR TRAINING PURPOSES ONLY

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IAC — PFD WRAP AROUND TEST FAIL (CHECK PFD1,

CHECK PFD2 CAUTION LIGHT ON)
Indicates IAC to PFD communication wraparound test has failed.

1. AP TRIM DISC Switch .................................... PRESS and RELEASE

NOTE
If normal operation of the MADC is restored, all
flight director modes and autopilot must be selected
off and then back on.

COMPARISON MONITOR ALERT (MESSAGE DISPLAYED

ON PILOT’S OR COPILOT’S PFD)
Indicates one or more of the following parameters has exceeded its predeter-
mined tolerance level:

PFD ANNUNCIATOR PARAMETER

PIT Pitch Attitude
ROL Roll Attitude
HDG Heading
LOC Localizer
ATT Roll and Pitch Attitude
GS Glideslope
ILS Glideslope and Localizer
IAS Airspeed
ALT Altitude

1. AP TRIM DISC Switch .................................... PRESS and RELEASE

NOTE
The autopilot must remain OFF. Yaw Damper may be
utilized.

SYMBOL GENERATOR FAILURE—SINGLE (RED “X” OR

BLANK PFD/MFD)
1. MFD Controller Mode Select Knob ...................................... SELECT
opposite side symbol generator (either SG1 or SG2)

2. PFD display .................... VERIFY amber SG1 or SG2 (as appropriate)

annunciated in both PFDs and AP XFER has transferred to the selected
side.

FOR TRAINING PURPOSES ONLY AP-19

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NOTE
Selected flight director modes will drop to basic at-
titude hold (ROL and PIT). Lateral and vertical FD
modes may be reselected after SG reversion.

If failure occurs on the pilot’s side, the autopilot will

disconnect and may not reengage after SG reversion.

If failure occurs on the copilot’s side, the autopilot

will remain engaged.

PRIMARY FLIGHT DISPLAY FAILURE (PILOT’S OR COPI-

LOT’S PFD BLANK)
ON GROUND

1. Correct prior to flight.

NOTE
A failed display unit in either pilot’s or copilot’s
PFD position may be interchanged with the MFD
display unit to allow dispatch with two functioning
PFDs. Access to the removal screw is gained by re-
moving the lower bezels.

CAUTION

When the MFD display unit is inoperative, the fol-

lowing avionics equipment will not be available:

• Takeoff V-Speed Display

• Landing V-Speed Display

• FMS VNAV

• TCAS Display (Optional)

• Single Point VNAV

IN FLIGHT

1. Dim Control (applicable display) ................................................... OFF

NOTE
Turning off the applicable DIM knob on the DC-550
display controller will cause the PFD information to
be displayed on the MFD.

AP-20 FOR TRAINING PURPOSES ONLY

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DISPLAY GUIDANCE COMPUTER COOLING FAN FAIL-

URE (IC1 OR IC2 FAN MESSAGE ON MFD)
Indicates failure of the display guidance computer cooling fan.

ON GROUND

1. Ground Operating Time ................ DO NOT EXCEED 10 MINUTES

IF GROUND OPERATING TIME EXCEEDS 10 MINUTES

2. PFD 1, PFD 2, IC 1, IC 2 and/or

MFD Circuit Breakers (RH Panel) ........................ Pull as appropriate

CAUTION

Electrical power must be removed from EFIS system

to prevent overheating during ground operations.

3. PFD 1, PFD 2, IC 1, IC 2 and/or

MFD Circuit Breakers (RH Panel) ................ RESET prior to takeoff

4. IC 1 and IC 2 HOT Annunciators (on MFD) ..................... MONITOR

5. Return to Normal Procedures.

IN FLIGHT

Indicates failure of the display guidance computer cooling fan.

1. IC 1 or IC 2 HOT Annunciators (on MFD)........................ MONITOR

DISPLAY GUIDANCE COMPUTER OVERTEMPERATURE

(IC1 OR IC2 HOT MESSAGE ON MFD)
ON GROUND

1. Correct prior to flight.

IN FLIGHT

1. IC 1 or IC 2 Circuit Breaker (RH Panel)..................................... PULL

2. Land as soon as practical.

NOTE
The output of the unaffected display guidance com-
puter may be used to drive all three displays by plac-
ing the SG reversion knob located on the MFD
controller to SG1 or SG2 as appropriate.

FOR TRAINING PURPOSES ONLY AP-21

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RADOME FAN FAILURE (RADOME FAN

CAUTION LIGHT ON)
ON GROUND

1. Ground Operation ................................................ LIMIT to 30 minutes

NOTE
Dispatch in IMC is prohibited. Dispatch in VMC is
allowed provided the DISPLAY GUIDANCE COM-
PUTER COOLING FAN FAILURE abnormal proce-
dures are followed.

IN FLIGHT

1. Flight may be continued in a normal manner.

AHRS ON BATTERY POWER (AHRS AUX PWR 1 OR 2

ADVISORY LIGHT ON)
AHRS 1 or 2 has transferred to the auxiliary battery due to loss of DC power.

FLIGHT CONTROLS
ELECTRIC ELEVATOR RUNAWAY TRIM
1. AP TRIM DISC Switch .................................... PRESS and RELEASE

2. Throttles ............................. REDUCE as required to control airspeed

3. Manual Elevator Trim .................................................. AS REQUIRED

4. PITCH TRIM Circuit Breaker (LH Panel) ................................. PULL

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

ELECTRIC TRIM INOPERATIVE

1. PITCH TRIM Circuit Breaker (LH Panel) ........................ CHECK IN

IF STILL INOPERATIVE

2. Manual Elevator Trim .................................................. AS REQUIRED

AP-22 FOR TRAINING PURPOSES ONLY

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

JAMMED ELEVATOR TRIM

TRIM AT CRUISE SETTING

1. Maintain trim speed as long as practical until speed reduction is

required for approach.

2. Throttles ................................... IDLE (Reduce airspeed to 200 KIAS)

3. Flaps ................................................................. 7° (extend at 200 KIAS)

4. Landing Gear ................................................................................ DOWN

5. Flaps ...................................................................................................... 15°

6. Airspeed........................................................................... V APP minimum

7. Speed Brake ...................................... RETRACT (above 50 feet AGL)

8. Yaw Damper ....................................................................................... OFF

NOTE
At flaps 15°, the trim speed will be approximately 175
KIAS if the elevator trim jam occurs at V MO / M MO .

TRIM AT TAKEOFF SETTING

1. Throttles ........... REDUCE as required to maintain 140 KIAS or less

2. Flaps ...................................................................................................... 15°

3. Landing Gear ................................................................................ DOWN

4. Airspeed........................................................................... V APP minimum

5. Speed Brake ...................................... RETRACT (above 50 feet AGL)

6. Yaw Damper ....................................................................................... OFF

FOR TRAINING PURPOSES ONLY AP-23

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CITATION EXCEL PILOT TRAINING MANUAL

GO-AROUND WITH TRIM AT APPROACH/LANDING SETTING

1. Airspeed ....................................................................... 140 KIAS or less

2. Flaps ............................................................................................... RESET

to previous setting when safely airborne and clear of obstacles

3. Land as soon as practical.

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

Use of thrust reversers in excess of idle may increase

nose up pitching force on rollout.

Multiply landing distance by 1.4 with flaps 15°.

STABILIZER POSITION MISCOMPARE (STAB MIS COMP

CAUTION LIGHT ON)
ON GROUND

1. Correct prior to flight.

IN FLIGHT—IF LANDING

1. Flap Handle ................................................... CHECK in desired detent

2. Use NORMAL PROCEDURES.

3. Touch and go landings are prohibited.

IN FLIGHT—AFTER TAKEOFF

1. Flap Handle ............................................ CHECK in full up (0°) detent

2. Limit airspeed to 200 KIAS and Mach 0.62.

3. Maximum Altitude ................................................................ 41,000 feet

AP-24 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

AUTOPILOT OUT OF TRIM (AP ROLL MISTRIM OR AP

PITCH MISTRIM CAUTION LIGHT ON)
1. AP TRIM DISC Switch .................................... PRESS and RELEASE
(if elevator trim not in motion)

CAUTION

Be prepared for minor control wheel force required

to maintain desired flight path.

2. Elevator or Aileron Trim ..................................... ADJUST as required

3. Autopilot ................................................................ ENGAGE as desired

AUTOPILOT FAIL/DISCONNECT (AP OFF CAUTION

LIGHT ON AND AP FAIL ANNUNCIATOR ON PFD)
ON GROUND

1. IC 1 Circuit Breaker ................................................. PULL and RESET

IN FLIGHT

1. AP TRIM DISC Switch .................................... PRESS and RELEASE

If the autopilot will not reset, continue flight in accordance with op-
erating rules.

LANDING WITH FAILED PRIMARY FLIGHT CONTROL

CABLE
RUDDER

1. Utilize rudder trim.

2. After touchdown, lower the nose and deploy speed brakes as soon as
possible.

NOTE
Avoid use of thrust reversers during landing rollout.

Nosewheel steering may not be available. Use differ-

ential braking.
AILERON

1. Yaw Damper ....................................................................................... OFF

2. Use rudder for directional control limiting bank angle to 15° maxi-
mum. Do not use aileron trim except for gross adjustments.

FOR TRAINING PURPOSES ONLY AP-25

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CITATION EXCEL PILOT TRAINING MANUAL

3. If possible, choose a runway with least possible crosswind. Maximum

crosswind 10 knots.

4. Land with flaps 15° (multiply landing distance by 1.4) .

5. After touchdown, lower the nose and extend speed brakes as soon as
possible.
ELEVATOR

1. Use manual elevator trim wheel for primary pitch control. Do not use
electric trim.

2. Make small pitch and power changes and set up landing configura-
tion early.

3. After touchdown and nosewheel on ground, extend speed brakes and

apply wheel brakes as soon as possible.

WARNING

Do not deploy thrust reverser during landing rollout

NOTE
Multiply landing distance by 1.4 for flaps 15°.

RUDDER BIAS SYSTEM VALVE NOT IN COMMANDED

POSITION (RUDDER BIAS CAUTION LIGHT ON)
ON GROUND

1. Rudder Bias Circuit Breaker (LH Panel) ....................................... Pull

2. Correct Prior to Flight.

IN FLIGHT

1. Rudder Bias Circuit Breaker (LH Panel) ....................................... Pull

2. Flight May be Continued in a Normal Manner.

NOTE
With the rudder bias inoperative, rudder pedal force
and/or directional trim required for single-engine
operation will be significantly increased.

AP-26 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

RUDDER BIAS UNCOMMANDED MOTION (LEFT OR

RIGHT RUDDER PEDAL MOVED FORWARD)
UNCOMMANDED MOTION DURING GROUND OPERATION

1. Rudder Pedal Deflection.................................. Overpower as required

to maintain directional control

2. Rudder Bias Circuit Breaker (LH Panel) ....................................... Pull

3. Correct Prior to Flight.

NOTE
Uncommanded motion can only be detected with
both engines at approximately the same power.
UNCOMMANDED MOTION DURING TAKEOFF OR IN FLIGHT

1. Rudder Pedal Deflection.................................. Overpower as required

to maintain directional control

2. Climb to and/or maintain a safe altitude.

3. Rudder bias circuit breaker (LH Panel)—Pull

4. Flight may be continued in a normal manner

NOTE
Uncommanded motion can only be detected with
both engines at approximately the same power.

With rudder bias inoperative, rudder pedal force

and/or directional trim required for single-engine
operation will be significantly increased.

RUDDER BIAS HEATER FAILURE (BIAS HEATER FAIL

CAUTION LIGHT ON)
NOTE
Press the annunciator to cancel flashing.
ON GROUND
1. Correct prior to flight.
IN FLIGHT
1. Flight may continue in a normal manner.

FOR TRAINING PURPOSES ONLY AP-27

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CITATION EXCEL PILOT TRAINING MANUAL

ICING
WING ANTI-ICE FAILURE (WING ANTI-ICE L OR R CAU-
TION LIGHT ON)
1. Throttle .................................................................. INCREASE POWER
(as required above 70% N 2 )

2. Respective ENGINE
Anti-Ice Circuit Breaker (LH Panel) ................................. CHECK IN

IF WING ANTI-ICE LIGHT REMAINS ON (AFTER TWO MINUTES)

3. Respective ENGINE
Anti-Ice Circuit Breaker (LH Panel) ........................................... PULL

NOTE
Respective WING and ENGINE ANTI-ICE annun-
ciators, IGNITION, and engine T.0. probe heat are
unaffected with the ENGINE Anti-Ice Circuit Breaker
open, provided the respective WING/ENGINE anti-
ice switch in ON

4. WING XFLOW.................................................................................... ON

5. After leaving icing environment, reset ENGINE Anti-Ice Circuit

Breaker (if applicable) and select anti-ice switches OFF.

ENGINE ANTI-ICE FAILURE (ENG ANTI-ICE L OR R CAU-

TION LIGHT ON)
1. Respective ENGINE
Anti-Ice Circuit Breaker (LH Panel) ........................................... PULL

NOTE
Respective WING and ENGINE ANTI-ICE annun-
ciators, IGNITION, and engine T.0. probe heat are
unaffected with the ENGINE Anti-Ice Circuit Breaker
open, provided the respective WING/ENGINE or
ENGINE only anti-ice switch is ON.
2. Monitor engine inlet or leave icing environment as soon as possible.

3. After leaving icing environment, reset ENGINE Anti-Ice Circuit

Breaker (if applicable), select anti-ice switches OFF.

AP-28 FOR TRAINING PURPOSES ONLY

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WING BLEED AIR OVERHEAT (WING O’HEAT L OR R

CAUTION LIGHT ON)
CONTINUOUS ILLUMINATION

1. Affected Wing ..................................................... DECREASE POWER

(corresponding engine)
IF LIGHT DOES NOT EXTINGUISH

2. Affected WING/ENGINE Anti-Ice Switch .................... ENGINE ON

3. WING XFLOW.................................................................................... ON

4. Leave icing environment as soon as practical.

TAIL DEICE FAILURE (TL DEICE FAIL L OR R CAUTION

LIGHT ON)
1. Throttles .............. INCREASE POWER (as required above 70% N 2 )
2. Tail Deice Switch................................ OFF, then AUTO or MANUAL
IF TL DEICE FAIL LIGHT REMAINS ON
3. Leave icing environment as soon as possible.
BEFORE LANDING
1. Avionics and Flight Instruments .............................. CHECK and SET

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

3. Passenger Advisory Lights .................................... PASS SAFETY ON

4. Passenger Briefing ............ CHECK passenger seats upright, outboard,

lavatory doors latched open, seat belts and shoulder harnesses secure.

5. Flaps................................................ TAKEOFF and APPROACH (15°)

6. IGNITION ............................................................................................ ON

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

8. Fuel CROSSFEED ............................................................................ OFF

9. ENGINE SYNC ................................................................................. OFF

10. Annunciator Panel ...................................................................... CHECK

11. Pressurization ..................... CHECK NEAR ZERO DIFFERENTIAL

12. Landing Gear ................................................................................ DOWN
(V LE 250 KIAS)
13. ANTISKID ........................................................................... CHECK ON

FOR TRAINING PURPOSES ONLY AP-29

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14. Speed Brakes .......................................................................... RETRACT

(above 50 feet AGL)

15. Autopilot and Yaw Damper.............................................................. OFF

16. Airspeed ......................................................................... V APP Minimum

NOTE
Multiply landing distance by 1.4 for flaps 15°.

TAIL DEICE TIMER FAILURE (TL DEICE PRESS L OR R

ADVISORY LIGHT FAILS TO ILLUMINATE OR CONTIN-
UES TO CYCLE)
IF ADVISORY LIGHT(S) FAILS TO ILLUMINATE

1. TAIL Deice Switch ........................................................ CHECK AUTO

2. TAIL DEICE Circuit Breaker (LH Panel) ......................... CHECK IN

3. TAIL Deice Switch.. MANUAL (Repeat at 3- to 5-minute intervals)

IF TL DEICE PRESS ADVISORY LIGHT REMAINS ILLUMINATED

WITH SWITCH IN OFF POSITION

1. TAIL DEICE Circuit Breaker (LH Panel) .................................. PULL

2. Reset circuit breaker as needed to actuate the system.

3. Leave icing environment as soon as practical.

BEFORE LANDING

1. Avionics and Flight Instruments .............................. CHECK and SET

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

3. Passenger Advisory Lights .................................... PASS SAFETY ON

4. Passenger Briefing ........... CHECK, passenger seats upright, outboard,

lavatory doors latched open, seat belts and shoulder harnesses secure.

5. Flaps................................................ TAKEOFF and APPROACH (15°)

6. IGNITION ............................................................................................ ON

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

8. Fuel CROSSFEED ............................................................................ OFF

9. ENGINE SYNC ................................................................................. OFF

AP-30 FOR TRAINING PURPOSES ONLY

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10. Annunciator Panel ...................................................................... CHECK

11. Pressurization ..................... CHECK NEAR ZERO DIFFERENTIAL

12. Landing Gear ................................................. DOWN (V LE 250 KIAS)

13. ANTISKID ........................................................................... CHECK ON

14. Speed Brake ....................................... RETRACT (above 50 feet AGL)

15. Autopilot and Yaw Damper .............................................................. OFF

16. Airspeed .......................................................................... V APP Minimum

NOTE
Multiply landing distance by 1.4 for flaps 15°.

WINDSHIELD FAULT (W/S FAULT L OR R CAUTION

LIGHT ON)
IF W/S O’HEAT L OR R CAUTION LIGHT IS ON, REFER TO ABNOR-
MAL PROCEDURES, WINDSHIELD OVERHEAT

ON GROUND

1. Correct prior to flight.

NOTE
Indicates the controller has detected a fault and
shutoff the windshield anti-ice. May also be accom-
panied by corresponding W/S O’HEAT caution light.

IN FLIGHT

1. WINDSHIELD Heat (affected side) .............................. OFF, then ON

IF W/S FAULT L OR R CAUTION LIGHT REMAINS ILLUMINATED

2. WINDSHIELD Heat (affected side)............................................... OFF

3. Leave icing environment as soon as practical.

NOTE
Ice protection will be lost to the outboard and cen-
ter sections of the affected windshield and the inboard
sections of the opposite windshield, and opposite
side window.

FOR TRAINING PURPOSES ONLY AP-31

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WINDSHIELD OVERHEAT (W/S O’HEAT L OR R CAUTION

LIGHT ON)
IF W/S FAULT L OR R AND W/S O’HEAT L OR R CAUTION LIGHTS
C Y C L E ( C O N T RO L L E R FA I L U R E , S Y S T E M C Y C L I N G O N
OVERTEMP LIMIT)

1. WINDSHIELD Heat Switch (affected side) ................................. OFF

(unless needed for icing or defog)

2. Leave icing environment as soon as practical.

NOTE
Ice protection will be lost to the outboard and cen-
ter sections of the affected windshield and the inboard
section of the opposite windshield.

IF W/S FAULT L OR R AND W/S O’HEAT L OR R CAUTION LIGHTS

ON STEADY (SYSTEM FAILURE)

1. WINDSHIELD Heat Switch (affected side) ................................. OFF

2. Leave icing environment as soon as practical.

NOTE
Ice protection will be lost to the outboard and cen-
ter sections of the affected windshield and the inboard
section of the opposite windshield.

PITOT STATIC HEATER FAILURE (P/S HTR OFF L OR R,

OR STBY P/S HTR CAUTION LIGHT ON)
1. PITOT and STATIC Heat Switch ...................................... CHECK ON

2. L PITOT STATIC, R PITOT STATIC, and STBY

P/S HTR Circuit Breakers (LH Panel) ............................... CHECK IN

3. Autopilot...................... SELECT side with operable pitot static heat.

NOTE
The autopilot references the pilot’s (L) or copilot’s
(R) pitot-static system; therefore, the altitude hold
and speed hold functions may be inoperative if cou-
pled side pitot-static system fails in icing conditions.
Autopilot should be transferred to operative side.

AP-32 FOR TRAINING PURPOSES ONLY

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ANGLE-OF-ATTACK PROBE HEATER FAILURE (AOA

HTR FAIL CAUTION LIGHT ON)
Indicates the angle-of-attack probe heating element has failed.

1. AOA HEATER Circuit Breaker (LH Panel) ...................... CHECK IN

2. Leave icing environment as soon as practical.

NOTE
If the AOA probe heater fails and the AOA probe be-
comes iced, the stick shaker may not function and the
PFD low airspeed awareness display may not be
reliable.

ABNORMAL LANDINGS
SINGLE-ENGINE APPROACH AND LANDING
1. Avionics and Flight Instruments .............................. CHECK and SET

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

3. Passenger Advisory Lights .................................... PASS SAFETY ON

4. Passenger Briefing ............ CHECK passenger seats upright, outboard,

lavatory doors latched open, seat belts and shoulder harnesses secure.

5. Flaps ................................................ TAKEOFF and APPROACH (15°)

6. IGNITION (operating engine) .......................................................... ON

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

8. Fuel CROSSFEED ...................................................................... CHECK

9. ENGINE SYNC ................................................................................. OFF

10. Annunciator Panel ...................................................................... CHECK

11. Pressurization ..................... CHECK NEAR ZERO DIFFERENTIAL

12. Landing Gear .................................................. DOWN (V LE 250 KIAS)

13. ANTISKID ........................................................................... CHECK ON

14. Speed Brake ............................................................................ RETRACT

(above 50 feet AGL)

15. Autopilot and Yaw Damper.............................................................. OFF

16. Airspeed ........................................................................ V APP + 10 KIAS

FOR TRAINING PURPOSES ONLY AP-33

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17. Flaps ................................................................................................ LAND

(when landing assured)

18. Airspeed ............................................................................................ V REF

NOTE
When reconfiguring for approach and landing (i.e.,
flaps extended and gear down), and any ice accretion
is visible on the wing leading edge, regardless of
thickness, activate the wing and tail deice system.
Continue to monitor the wing leading edge for any
reaccumulation.

SINGLE-ENGINE REVERSING
1. Throttle ............................................................................................. IDLE
2. Brakes ............................................................................................ APPLY
3. Speed Brakes ............................................................................ EXTEND

4. Thrust Reverser ........................................................................ DEPLOY

(after nosewheel on ground)

5. Thrust Reverser Indicator Lights ............. CHECK ILLUMINATION

of ARM, UNLOCK, and DEPLOY LIGHTS

6. Reverser Power.............................................................. AS REQUIRED

7. Thrust Reverser ............ REVERSER LEVER TO IDLE AT 60 KIAS

NOTE
Reverse thrust may need to be reduced during cross-
wind landings on wet or icy runways.

SINGLE-ENGINE GO-AROUND
1. Throttle (operating engine) ..................... TO DETENT, check TO N 1

2. Airplane Pitch Attitude ...................................................................... 10°

(Go-around mode on flight director for reference)
3. Flaps................................................ TAKEOFF and APPROACH (15°)
4. Climb Speed ................................................................... V APP Minimum
5. Landing Gear ........................................................................................ UP
(when positive rate-of-climb is established)

6. Flaps ............................................................... RETRACT, V APP +10

(Clear of obstacles or 1,500 feet whichever is higher and, accelerate to VENR)

7. Throttle (operating engine) ................ CLB DETENT, check CLB N 1

AP-34 FOR TRAINING PURPOSES ONLY

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FLAPS INOPERATIVE APPROACH AND LANDING (NOT

IN LANDING POSITION)
1. Avionics and Flight Instruments .............................. CHECK and SET

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

3. Passenger Advisory Lights .................................... PASS SAFETY ON

4. Passenger Briefing ............ CHECK passenger seats upright, outboard,

lavatory doors latched open, seat belts and shoulder harnesses secure.

5. FLAP CONTROL Circuit Breaker (LH Panel) ................. CHECK IN

6. IGNITION ............................................................................................ ON

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

8. Fuel CROSSFEED ............................................................................ OFF

9. ENGINE SYNC ................................................................................. OFF

10. Annunciator Panel....................................................................... CLEAR

11. Pressurization ..................... CHECK NEAR ZERO DIFFERENTIAL

12. Landing Gear .................................................. DOWN (V LE 250 KIAS)

13. ANTISKID ........................................................................... CHECK ON

14. Speed Brake ...................................... RETRACT (above 50 feet AGL)

15. Autopilot and Yaw Damper.............................................................. OFF

16. Airspeed Flaps 15° ............................................................ V APP

Flaps 7° ........................................... V REF + 10 KIAS

Flaps 0° or unknown ..................... V REF + 15 KIAS

NOTE
Multiply the landing distance by 1.4.

CAUTION

Avoid landing with tailwinds or downhill runway

gradients or at field elevations above 6,000 feet MSL.

FOR TRAINING PURPOSES ONLY AP-35

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MISCELLANEOUS
CABIN DOOR NOT LOCKED (CABIN DOOR CAUTION
LIGHT ON)
Indicates failure or improper position of door switch(es), vent door and/or
possible disengagement of the cabin door pins.

ON GROUND

1. Cabin Door ............................................................. OPEN; then CLOSE

2. Visual Door Pin Indicators ............ CHECK PROPER INDICATION

IF MESSAGE STILL ILLUMINATED

1. Cabin Door Vent ................................................. CLOSE MANUALLY

2. Cabin Door Light ...................................... VERIFY EXTINGUISHED

NOTE
The cabin door vent can be manually closed using a
lever located inside the door assembly. The lever is
accessible through a plug in the aft side of the stair
assembly.

IN FLIGHT

1. PRESS SYSTEM SELECT ................................................... MANUAL

2. Cabin Altitude..................................................... SELECT to 9,500 feet

3. Airspeed ............................................................. REDUCE to 200 KIAS

4. Passenger Advisory Lights .................................... PASS SAFETY ON

5. Cabin Door ....................................................................... KEEP CLEAR

6. Altitude .......................................... DESCEND to 41,000 feet or lower

7. Land as soon as practical.

CABIN DOOR PRESSURE SEAL FAILURE (DOOR SEAL

CAUTION LIGHT ON)
ON GROUND

1. Correct prior to flight.

IN FLIGHT

1. Altitude .......................................... DESCEND to 41,000 feet or lower

2. Passenger Advisory Lights .................................... PASS SAFETY ON

AP-36 FOR TRAINING PURPOSES ONLY

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3. Monitor Cabin Pressure ............................... Land as soon as practical

NOTE
Secondary door seal will maintain cabin pressurization.

ACCESSORY DOOR NOT LOCKED (ACC DOOR

UNLOCKD NOSE OR TAIL CAUTION LIGHT ON)
Indicates unlatched nose door(s) or tailcone door(s)

ON GROUND

1. Correct prior to flight.

IN FLIGHT

1. Airspeed ............................................................. REDUCE to 200 KIAS

LAVATORY DOORS NOT OPEN (LAV DOOR CAUTION

LIGHT ON)
Indicates the lavatory doors are not latched open in taxi, takeoff, approach,
or landing configurations.

1. Lavatory Doors VERIFY LATCHED OPEN for takeoff and landing

ANGLE-OF-ATTACK SYSTEM FAILURE (AMBER AOA

ANNUNCIATION ON PFD)
1. Airspeed Flaps 0°= ................................ V REF + 15 KIAS
Flaps 7°= ................................ V REF + 10 KIAS
Flaps 15°= .................................................. V APP
Flaps 35°= .................................................. V REF

NOTE
The following systems will be inoperative:
• Stall warning (stick shaker)
• Low speed awareness information in the PFD
• AOA Gage
• AOA Indexer

FOR TRAINING PURPOSES ONLY AP-37

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CITATION EXCEL PILOT TRAINING MANUAL

USE OF SUPPLEMENTAL OXYGEN (UNPRESSURIZED)

1. Oxygen Masks ....................... NORMAL below 25,000 cabin altitude
100% at or above 25,000 feet
Ensure crew and passengers are receiving oxygen.

2. Cabin Altitude ............................ MAX 25,000 FEET with passengers

MAX 40,000 FEET crew only

3. Oxygen .............. CHECK ENDURANCE (refer to AFM; Figure 3-3)

4. Range ...................................................................................... COMPUTE

(based on oxygen endurance and revised fuel flow and ground speed)

NO TAKEOFF WARNING (NO TAKEOFF CAUTION LIGHT

ON AND AURAL WARNING)
1. Takeoff .......................................................................................... ABORT

2. Flap Position................................................................................ CHECK

3. Speed Brake ............................................................................ RETRACT

4. Elevator Trim .............................................................................. CHECK

5. STAB MIS COMP Light ............................................................ CHECK

MASTER WARNING LIGHT ON STEADY

1. MASTER WARNING RESET ............................... PRESS TO RESET

2. WARNING LTS 1 and 2 Circuit Breakers (LH Panel) .... CHECK IN

3. Instruments (Fuel, Electrical, and Engine) ....................... MONITOR

MASTER CAUTION LIGHT ON STEADY, NO CAUTION

LIGHTS ON
1. MASTER CAUTION RESET ................................ PRESS TO RESET

2. WARNING LTS 1 and 2 Circuit Breaker (LH Panel) ...... CHECK IN

3. Instruments (Fuel, Electrical, and Engine) ....................... MONITOR

MASTER WARNING LIGHT FLASHING, NO WARNING

LIGHTS ILLUMINATED
1. MASTER WARNING RESET ............................... PRESS TO RESET

2. WARNING LTS 1 and 2 Circuit Breakers (LH Panel) .... CHECK IN

3. Instruments (Fuel, Electrical, and Engine) ....................... MONITOR

AP-38 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

SPEED BRAKE (SPD BRK EXTEND ADVISORY LIGHT

ON)
Normal indication if speed brakes are extended

IF SPEED BRAKE FAILS TO STOW

1. Speed Brake Circuit Breaker (LH Panel) ................................... PULL

EMERGENCY EXIT (EMER EXIT CAUTION LIGHT ON)

ON GROUND

1. Correct prior to flight.

IN FLIGHT

1. PRESS SYSTEM SELECT ................................................... MANUAL

2. Cabin Altitude..................................................... SELECT to 9,500 feet

3. Airspeed ............................................................. REDUCE to 200 KIAS

4. Passenger Advisory Lights .................................... PASS SAFETY ON

5. Emergency Exit Door...................................................... KEEP CLEAR

6. Altitude .......................................... DESCEND to 41,000 feet or lower

7. Land as soon as practical.

COCKPIT FORWARD OR SIDE WINDSHIELD CRACKED

OR SHATTERED
1. Cabin Pressurization MANUAL/SET CABIN ALTITUDE, 9500 feet

2. Altitude ........................................................................... AS REQUIRED

NOTE
Descend to the lowest practical altitude consistent
with fuel range requirements; 41,000 feet or lower
is recommended.

Either windshield ply is structurally capable of main-

taining cabin pressure.

Use manual toggle switch during descent to maintain

cabin altitude of 9,500 feet until airplane descends
through this altitude or depressurization is required
for landing at a higher elevation airport.

FOR TRAINING PURPOSES ONLY AP-39

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CITATION EXCEL PILOT TRAINING MANUAL

3. Oxygen Masks ................................................ ONE PILOT (minimum)

DON OXYGEN MASK (set regulator to normal)

4. Remain clear of or leave icing conditions.

IF EITHER FORWARD WINDSHIELD FAILED

5. WINDSHIELD ANTI-ICE............................ BOTH SWITCHES OFF

6. Land as soon as practical.

IF A SIDE WINDSHIELD FAILED

5. WINDSHIELD ANTI-ICE............ TURN OPPOSITE SWITCH OFF

6. Land as soon as practical.

APU
APU FAIL LIGHT ILLUMINATED PRIOR TO APU START
Indicates either fire bottle low or ECU detected a fault.

1. DO NOT ATTEMPT START UNTIL CONDITION CORRECTED.

APU FAIL LIGHT ILLUMINATED WHILE APU WAS RUN-

NING
Indicates that the APU was automatically shutdown.

1. APU .................................................................... VERIFY SHUTDOWN

(rpm 0%, EGT decreasing)

2. APU Bleed Air Valve Switch ........................................................... OFF

3. APU Generator Switch ..................................................................... OFF

APU FAILS TO SHUT DOWN WITH APU STOP SWITCH

(READY TO LOAD LIGHT REMAINS ILLUMINATED)
1. APU Master Switch........................................................................... OFF

2. ADVISORY .............................. Indicates the overspeed sensor failed

Do not restart APU until condition has been corrected.

AP-40 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

APU RELAY ENGAGED, ANNUNCIATOR REMAINS ILLU-

MINATED AFTER START
ON GROUND

1. Main Engine Generators......................... OFF (or Shutdown Engines)

2. Verify GPU Disconnected.

3. Battery Disconnect Switch (LH Panel) .............. LIFT GUARD AND

DISCONNECT

NOTE
All electrical power should be off and the APU should
shutdown.

IF APU CONTINUES TO RUN

4. APU Generator Switch ......................... OFF(APU should shut down)

5. APU Bleed Air Valve Switch ........................................................... OFF

6. APU START/STOP Switch ............ STOP POSITION (momentarily)

7. APU ........................................................... VERIFY APU SHUTDOWN

(rpm 0% and EGT Decreasing)

8. APU MASTER Switch ..................................................................... OFF

9. BATTERY ............................................................ Disconnect Manually

10. BATT Switch ...................................................................................... OFF

IF APU SHUTS DOWN

4. BATTERY............................................................. Disconnect Manually

5. BATT Switch ...................................................................................... OFF

IN FLIGHT

IF APU RELAY ENGAGED (annunciator does not extinguish)

WARNING

Do not shutdown APU until on ground.

AFTER LANDING

1. PERFORM ON GROUND CHECKLIST PROCEDURES.

FOR TRAINING PURPOSES ONLY AP-41

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CITATION EXCEL PILOT TRAINING MANUAL

APU BLEED AIR VALVE OPEN (BLEED VAL OPEN LIGHT

ILLUMINATED)
1. ADVISORY—Indicates the APU bleed air valve is in the OPEN
position.

PRIOR TO APU START

2. APU Bleed Air Valve Switch ........................................................... OFF

AP-42 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

EMERGENCY PROCEDURES
CONTENTS
Page
ENGINE ............................................................................................ EP-1
Engine Failure or Fire, or Master Warning During Takeoff ... EP-1
Engine Fire (LH or RH Fire Warning Light On) ..................... EP-3
Engine Failure During Final Approach .................................. EP-3
Emergency Restart—Two Engines........................................... EP-4
Maximum Glide—Emergency Landing ................................... EP-6
Low Oil Pressure
(LO OIL PRESS L or R Warning Light On) ........................... EP-6
Hydraulics/Thrust Reversers .................................................... EP-7
Thrust Reverser Inadvertent Deployment During Takeoff....... EP-7
Thrust Reverser Inadvertent In-Flight Deployment ................ EP-9
Thrust Reverser Unlock Light on in Flight ........................... EP-11
Thrust Reverser Arm Light on in Flight ................................ EP-12
ENVIRONMENTAL ...................................................................... EP-13
Overpressurization ................................................................. EP-13
Cabin Decompression (CAB ALT Warning Light On).......... EP-13
Emergency Descent ................................................................ EP-14
Environmental System Smoke or Odor.................................. EP-15
Smoke Removal .................................................................... EP-16
ELECTRICAL ................................................................................ EP-17
Electrical Fire or Smoke......................................................... EP-17
Battery Overtemperature
(BATT O’ TEMP Warning Light On) ................................... EP-20
Loss of Both Generators (GEN OFF L and R Caution
Lights and MASTER WARNING ON).................................. EP-21
FLIGHT GUIDANCE ..................................................................... EP-24
PFD/MFD Red Gun Failure ................................................... EP-24

FOR TRAINING PURPOSES ONLY EP-i

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CITATION EXCEL PILOT TRAINING MANUAL

PFD Attitude Failure—Dual

(RED ATT FAIL on PFD Attitude Sphere) ........................... EP-24
PFD Heading Failure—Dual
(RED HDG FAIL on PFD HSI) ............................................ EP-24
Air Data Computer Failure—Dual
(RED “X” on PFD Airspeed/Altitude Tapes) ........................ EP-24
Display Guidance Computer Failure—Dual
(RED “X” or Blank PFDs/MFD) .......................................... EP-25
Autopilot Malfunction ........................................................... EP-25
EVACUATION ............................................................................... EP-25
Emergency Evacuation .......................................................... EP-25
DITCHING ..................................................................................... EP-26
Preliminary ............................................................................ EP-26
Approach ............................................................................... EP-27
APU ................................................................................................ EP-28
APU Fire (FIRE Warning Illuminated) ................................. EP-28
Battery Overheat (BATT O’TEMP Light On)
(Airplanes With APU) ........................................................... EP-28

EP-ii FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page
EP-1 Airstart Envelope .......................................................... EP-5

FOR TRAINING PURPOSES ONLY EP-iii

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EMERGENCY PROCEDURES
EMERGENCY PROCEDURES: An emergency procedure is one requiring
the use of special systems and/or regular systems in order to protect the oc-
cupants and the airplane from serious or critical harm. These procedures re-
quire immediate action.

LAND AS SOON AS POSSIBLE: Land at the nearest suitable airport.

Extreme situations could require off airport landing. Primary consideration
is safety of occupants.

LAND AS SOON AS PRACTICAL: Land at a suitable airport. The primary

consideration is the urgency of the emergency or abnormal situation.
Continuing to the destination or an alternate with appropriate service facil-
ities, may be an option.

Any time an EMERGENCY or ABNORMAL situation occurs, the appropri-

ate annunciator lights will illuminate and a corresponding MASTER WARN-
ING or MASTER CAUTION light will illuminate depending on the timing
or severity of the malfunction. In any case, prior to extinguishing the MAS-
TER WARNING and/or MASTER CAUTION light, determine the system
involved by viewing the annunciator panel to see which annunciator is flash-
ing. In the case of an engine shutdown, there will be several annunciators that
will trigger the MASTER WARNING/MASTER CAUTION lights. Ensure the
annunciators related to the engine are flashing before cancelling the appro-
priate MASTER WARNING/MASTER CAUTION lights.

ENGINE
ENGINE FAILURE OR FIRE, OR MASTER WARNING
DURING TAKEOFF
SPEED BELOW V1—TAKEOFF SHOULD BE ABORTED
1. Brakes ..................................................... MAXIMUM PILOT EFFORT

2. Throttles............................................................................................ IDLE

3. Thrust Reverser ................... DEPLOY ON UNAFFECTED ENGINE

4. Thrust Reverser Indicator Lights ............. CHECK ILLUMINATION

OF ARM, UNLOCK AND DEPLOY LIGHTS

5. Thrust Reverser . REVERSE POWER ON UNAFFECTED ENGINE

6. Speed Brake .............................................................................. EXTEND

FOR TRAINING PURPOSES ONLY EP-1

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CITATION EXCEL PILOT TRAINING MANUAL

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

The Takeoff Field Lengths assume the pilot has max-

imum effort applied to the brakes at the scheduled V 1
speed during the aborted takeoff.

SPEED ABOVE V 1 —TAKEOFF SHOULD NORMALLY BE CONTINUED

IF ENGINE FIRE

1. Rotate ..................................................................................................... V R

2. Landing Gear.................................... UP (after positive rate-of-climb)

3. Climb ................................ V 2 to 1,500 feet AGL or Clear of Obstacles

(whichever is higher)

4. At or above 400 feet AGL ......... Accomplish Emergency Procedures

ENGINE FIRE (below)

5. Flaps ................................ RETRACT at V 2 +10 and clear of obstacles

or 1,500 feet AGL (whichever is higher)—accelerate to VENR

6. Throttle (operating engine) .................... CLB Detent, check CLB N1

IF ENGINE FAILURE
4. At or above 400 feet AGL............ Accomplish Abnormal Procedures
IN-FLIGHT RESTART—ONE ENGINE
or ENGINE FAILURE/PRECAUTIONARY SHUTDOWN

5. Flaps ................................ RETRACT at V 2 +10 and clear of obstacles

or 1,500 feet AGL (whichever is higher)—accelerate to V ENR

6. Throttle (operating engine) .................... CLB Detent, check CLB N 1

EP-2 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

ENGINE FIRE (LH OR RH ENGINE FIRE WARNING

LIGHT ON)
1. Throttle (affected engine) ................................................................ IDLE

IF LIGHT REMAINS ON

2. ENGINE FIRE Switch (affected engine) .... LIFT COVER and PUSH

3. Either Illuminated Bottle Armed Light......................................... PUSH

4. IGNITION Switch (affected engine) .......................................... NORM

5. Throttle (affected engine) ........................................................ CUT OFF

6. Electrical Load ......... REDUCE as required (300 amperes maximum)

7. Affected ENGINE Anti-Ice ............................................... CHECK OFF

8. WING XFLOW ................................................................ ON as required

9. Land as soon as practical.

IF FIRE WARNING LIGHT REMAINS ON AFTER 30 SECONDS

10. Remaining Illuminated Bottle Armed Light .............................. PUSH

11. Land as soon as possible.

IF LIGHT GOES OUT AND SECONDARY INDICATIONS ARE NOT

PRESENT

12. Land as soon as practical.

ENGINE FAILURE DURING FINAL APPROACH

1. AP TRIM DISC.................................................. PRESS and RELEASE

2. Power (operating engine) ............................... INCREASE as required

3. Airspeed............................................................... V APP + 10 (minimum)

4. Flaps................................................ TAKEOFF and APPROACH (15°)

5. Rudder and Aileron Trim TRIM toward operating engine as required

6. Throttle (affected engine) ...................................................... CUT OFF

7. Autopilot/Yaw Damper .................................................. ON, as desired

8. If Engine Fire .............................. Accomplish Emergency Procedures

ENGINE FIRE

9. Passenger Advisory Lights .................................... PASS SAFETY ON

FOR TRAINING PURPOSES ONLY EP-3

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10. Passenger Briefing ................................................................... Complete

CHECK passenger seats upright, outboard, lavatory doors latched
open, seat belts and shoulder harnesses secure

11. Ignition (operating engine) ............................................................... ON

12. Exterior Lights .............................................................. AS REQUIRED

13. Fuel CROSSFEED ...................................................................... CHECK

14. ENGINE SYNC ................................................................................. OFF

15. Annunciator Panel ...................................................................... CHECK

With one engine shut down by the throttle, the appropriate LO OIL
PRESS, LO FUEL PRESS, GEN OFF, and LO HYD FLOW annuncia-
tor lights will be on. If the engine is shut down by the firewall shutoff
switch, the appropriate F/W SHUTOFF, LO OIL PRESS, LO FUEL
PRESS, GEN OFF and LO HYD FLOW annunciator lights will be on.
In either case, if the MASTER WARNING and/or MASTER CAU-
TION light is illuminated, recheck the annunciator panel and extinguish
it to reduce distraction.

16. Pressurization .................................. CHECK ZERO DIFFERENTIAL

17. Landing Gear .................................................. DOWN (V LE 250 KIAS)

18. ANTISKID ........................................................................... CHECK ON

19. Speed Brakes..................................... RETRACT (above 50 feet AGL)

20. Autopilot and Yaw Damper.............................................................. OFF

21. Airspeed ........................................................................ V APP + 10 KIAS

22. Flaps ...................................................... LAND (when landing assured)

23. Airspeed ............................................................................................ V REF

EMERGENCY RESTART—TWO ENGINES

(Refer to Figure EP-1, Airstart Envelope)

1. IGNITION Switches .............................................................. BOTH ON

2. FUEL BOOST Pumps ............................................................ BOTH ON

3. Throttles............................................................................................ IDLE

4. If altitude allows...................... INCREASE AIRSPEED to 200 KIAS

5. Firewall Shutoff.............................................................. CHECK OPEN

6. All Anti-Ice Switches ....................................................................... OFF

EP-4 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

Figure EP-1. Airstart Envelope

IF NO START IN 10 SECONDS

7. Either ENGINE START Button ......................... PRESS momentarily

IF NO START

8. Refer to Emergency Procedures.......................... MAXIMUM GLIDE

EMERGENCY LANDING (below)

FOR TRAINING PURPOSES ONLY EP-5

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CITATION EXCEL PILOT TRAINING MANUAL

MAXIMUM GLIDE—EMERGENCY LANDING

1. Airspeed ........................................................................ Per Chart Below

MAXIMUM GLIDE AIRSPEED (AOA 0.4 or chart below)

WEIGHT 14,000 15,000 16,000 17,000 18,000 19,000 20,000

KIAS 124 128 132 136 140 144 148

2. Flaps....................................................................................................... UP

3. Speed Brakes .......................................................................... RETRACT

4. Landing Gear ........................................................................................ UP

5. Transponder ..................................................................... EMERGENCY

6. Passenger Advisory Switch ................................... PASS SAFETY ON

7. Shoulder Harness ...................................................................... SECURE

8. Throttles......................................... CUTOFF (for a sustained descent)

NOTE
Placing the throttles in CUTOFF will shutdown the
Fuel Boost pumps, thereby reducing load on the
battery.

LOW OIL PRESSURE (LO OIL PRESS L OR R WARNING

LIGHT ON)
BETWEEN 20 AND 45 PSI

1. Throttle (affected engine) REDUCE POWER (if conditions warrant)

2. Land as soon as practical.

BELOW 20 PSI
1. Throttle (affected engine) ...................................................... CUT OFF

2. Accomplish Abnormal Procedures, ENGINE FAILURE/PRECAU-

TIONARY SHUTDOWN

EP-6 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

HYDRAULICS/THRUST REVERSERS
THRUST REVERSER INADVERTENT DEPLOYMENT
DURING TAKEOFF
SPEED BELOW V 1 —TAKEOFF SHOULD BE ABORTED

1. Brakes ............................................................................. AS REQUIRED

2. Throttles............................................................................................ IDLE

3. Speed Brakes ............................................................................ EXTEND

4. Thrust Reversers .......................................................... BOTH DEPLOY

5. Thrust Reverser Indicator Lights ........ CHECK ILLUMINATION of

ARM,
UNLOCK and DEPLOY LIGHTS

6. Thrust Reversers ............. REVERSE POWER ON BOTH ENGINES

SPEED ABOVE V1—TAKEOFF SHOULD NORMALLY BE CONTINUED

1. Emergency STOW Switch ............................ EMER (affected engine)

2. Throttle (affected engine) .............................................. CHECK IDLE

3. Rotate ..................................................................................................... V R

4. Landing Gear ..................................... UP (after positive rate of climb)

Do not exceed 140 KIAS until thrust reverser stows.

5. Climb ...................................................................................................... V 2
6. Throttle (affected engine)............. AS REQUIRED (after T/R stows)

7. Flaps ........................................... RETRACT at V 2 + 10 and accelerate

8. Airspeed ......... MAINTAIN 200 KIAS or BELOW (after T/R stows)

9. Altitude...................................................................... FL 310 or BELOW

NOTE
Altitude and airspeed restricted to a maximum of FL
310 and 200 KIAS, respectively, to provide adequate
cooling of the hydraulic system under pressure.

10. Land as soon as practical ........................ Refer to Normal Procedures

BEFORE LANDING

FOR TRAINING PURPOSES ONLY EP-7

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CITATION EXCEL PILOT TRAINING MANUAL

NOTE
Rudder bias is inoperative with either emergency
stow switch in the EMER STOW position. The amber
RUDDER BIAS annunciator will not be illuminated.
With rudder bias inoperative, rudder pedal force
and/or directional trim required for single-engine
operation will be significantly increased.

IF THRUST REVERSER WILL NOT STOW

11. THRUST REVERSER Circuit Breakers (LH Panel) ....... CHECK IN

12. Throttle (affected engine) ...................................................... CUT OFF

13. Airspeed ...................................... MAINTAIN 140 KIAS OR BELOW

14. Land as soon as possible.

NOTE
Rudder bias is inoperative with either emergency
stow switch in the EMER STOW position. The amber
RUDDER BIAS annunciator will not be illuminated.
With rudder bias inoperative, rudder pedal force
and/or directional trim required for single-engine
operation will be significantly increased.

BEFORE LANDING (WITH THRUST REVERSER DEPLOYED)

15. Avionics and Flight Instruments .............................. CHECK and SET

16. Crew Briefing...................................................................... COMPLETE

17. Passenger Advisory Lights .................................... PASS SAFETY ON

18. Passenger Briefing ........ CHECK passenger seats upright, outboard,

lavatory doors latched open, seat belts and shoulder harnesses se-
cure

19. Flaps................................................ TAKEOFF and APPROACH (15°)

20. IGNITION (operating engine) .......................................................... ON

21. Exterior Lights .............................................................. AS REQUIRED

22. Fuel CROSSFEED ...................................................................... CHECK

23. ENGINE SYNC ................................................................................. OFF

24. Annunciator Panel ...................................................................... CHECK

25. Pressurization ..................... CHECK NEAR ZERO DIFFERENTIAL

EP-8 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

26. Landing Gear ................................................................................ DOWN

27. ANTISKID ........................................................................... CHECK ON

28. Speed Brakes .......................................................................... RETRACT

29. Autopilot and Yaw Damper.............................................................. OFF

30. Airspeed .......................................................................... V APP Minimum

WARNING

Do not initiate go-around below 600 feet with a thrust

reverser deployed.

NOTE
Multiply landing distances by 1.4 for flaps 15°.

THRUST REVERSER INADVERTENT IN-FLIGHT

DEPLOYMENT
1. Control Wheel/AP TRIM DISC ........ GRIP/PRESS AND RELEASE
2. Emergency STOW Switch ............................ EMER (affected engine)
3. Throttle (affected engine) .............................................. CHECK IDLE
4. Airspeed .................................... REDUCE TO 140 KIAS OR BELOW

5. Thrust Reverser Indicator Lights... UNLOCK and DEPLOY LIGHT

EXTINGUISHED—ARM LIGHT ILLUMINATED

NOTE
If thrust reverser is stowed, engine may be operated
normally. Thrust reverser cannot be used during land-
ing if emergency stowed.
6. Throttle (affected engine) ............................ NORMAL OPERATION
After thrust reverser stows, do not exceed 200 KIAS.
7. Altitude .......................................................................... FL 310 or below
NOTE
Altitude and airspeed restricted to a maximum of FL
310 and 200 KIAS, respectively, to provide adequate
cooling of the hydraulic system under pressure.
8. Land as soon as practical ........................ Refer to Normal Procedures
BEFORE LANDING

FOR TRAINING PURPOSES ONLY EP-9

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CITATION EXCEL PILOT TRAINING MANUAL

NOTE
Rudder bias is inoperative with either emergency
stow switch in the EMER STOW position. The amber
RUDDER BIAS annunciator will not be illuminated.
With rudder bias inoperative, rudder pedal force
and/or directional trim required for single-engine
operation will be significantly increased.

IF THRUST REVERSER WILL NOT STOW

9. THRUST REVERSER Circuit Breakers (LH Panel) ....... CHECK IN

IF THRUST REVERSER STILL WILL NOT STOW

10. Throttle (affected engine) ...................................................... CUT OFF

11. Airspeed ...................................... MAINTAIN 140 KIAS OR BELOW

12. Land as soon as possible.

NOTE
Rudder bias is inoperative with either emergency
stow switch in the EMER STOW position. The amber
RUDDER BIAS annunciator will not be illuminated.
With rudder bias inoperative, rudder pedal force
and/or directional trim required for single-engine
operation will be significantly increased.

BEFORE LANDING (WITH THRUST REVERSER DEPLOYED)

13. Avionics and Flight Instruments .............................. CHECK and SET

14. Crew Briefing...................................................................... COMPLETE

15. Passenger Advisory Lights .................................... PASS SAFETY ON

16. Passenger Briefing ........ CHECK passenger seats upright, outboard,

lavatory doors latched open, seat belts and shoulder harnesses se-
cure

17. Flaps................................................ TAKEOFF and APPROACH (15°)

18. IGNITION (operating engine) .......................................................... ON

19. Exterior Lights .............................................................. AS REQUIRED

20. Fuel CROSSFEED ...................................................................... CHECK

21. ENGINE SYNC ................................................................................. OFF

EP-10 FOR TRAINING PURPOSES ONLY

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22. Annunciator Panel ...................................................................... CHECK

23. Pressurization ..................... CHECK NEAR ZERO DIFFERENTIAL

24. Landing Gear ................................................................................ DOWN

25. ANTISKID ........................................................................... CHECK ON

26. Speed Brakes .......................................................................... RETRACT

27. Autopilot and Yaw Damper.............................................................. OFF

28. Airspeed ........................................................................ V APP Minimum

WARNING

Do not initiate go-around below 600 feet AGL with

a thrust reverser deployed.

NOTE
Multiply landing distances by 1.4 for flaps 15°.

THRUST REVERSER UNLOCK LIGHT ON IN FLIGHT

1. Emergency STOW Switch ............................ EMER (affected engine)

2. Thrust Reverser Levers.... CHECK THRUST REVERSER LEVERS

AT STOWED (FULL FORWARD) POSITION

IF LIGHT WILL NOT EXTINGUISH

3. THRUST REVERSER Circuit Breakers (LH Panel) ....... CHECK IN

4. Airspeed ...................................... MAINTAIN 200 KIAS OR BELOW

5. Altitude ............................................. MAINTAIN FL 310 OR BELOW

NOTE
Altitude and airspeed restricted to a maximum of FL
310 and 200 KIAS, respectively, to provide adequate
cooling of the hydraulic system under pressure.

6. Land as soon as practical.

FOR TRAINING PURPOSES ONLY EP-11

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CITATION EXCEL PILOT TRAINING MANUAL

NOTE
Rudder bias is inoperative with either emergency
stow switch in the EMER STOW position. The amber
RUDDER BIAS annunciator will not be illuminated.
With rudder bias inoperative, rudder pedal force
and/or directional trim required for single-engine
operation will be significantly increased.

THRUST REVERSER ARM LIGHT ON IN FLIGHT

1. Thrust Reverser Levers ................. CHECK STOWED (full forward)

2. Emergency STOW Switch............................................... Verify NORM

IF ARM LIGHT IS STILL ILLUMINATED

3. HYD PRESS Caution Light ...................................................... CHECK

IF HYD PRESS CAUTION LIGHT IS NOT ILLUMINATED

4. Land as soon as practical ........................ Refer to Normal Procedures
BEFORE LANDING

IF HYD PRESS CAUTION LIGHT IS ILLUMINATED (THRUST

REVERSER ISOLATION VALVE IS OPEN)
4. Emergency STOW Switch ............................ EMER (affected engine)

5. Airspeed ...................................... MAINTAIN 200 KIAS OR BELOW

6. Altitude ................................................................... FL 310 OR BELOW

NOTE
Altitude and airspeed restricted to a maximum of FL
310 and 200 KIAS, respectively, to provide adequate
cooling of the hydraulic system under pressure.

7. Land as soon as practical ........................ Refer to Normal Procedures

BEFORE LANDING

NOTE
Rudder bias is inoperative with either emergency
stow switch in the EMER STOW position. The amber
RUDDER BIAS annunciator will not be illuminated.
With rudder bias inoperative, rudder pedal force
and/or directional trim required for single-engine
operation will be significantly increased.

EP-12 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

ENVIRONMENTAL
OVERPRESSURIZATION
1. PRESS SYSTEM SELECT ................................................... MANUAL
Control pressurization with the manual toggle switch.
IF STILL OVERPRESSURIZED
2. PRESS SOURCE Selector ...................................................... LH or RH
Control cabin pressure with throttle corresponding to the selected
source.
IF UNABLE TO CONTROL
3. Oxygen Masks............................................. DON and 100% OXYGEN

4. Microphone Switches ............................................... MIC OXY MASK

5. PASS OXY Valve ................................................................................ ON

6. Passenger Oxygen .......... ENSURE passengers are receiving oxygen

7. Passenger Advisory Light...................................... PASS SAFETY ON

8. PRESS SOURCE Selector ............................................................... OFF

9. Descend
IF STILL OVERPRESSURIZED
10. EMER DUMP Switch ......................................................................... ON

CABIN DECOMPRESSION (CAB ALT WARNING LIGHT ON)

1. Oxygen Masks ................................................. DON and 100% Oxygen

2. Microphone Switches ............................................... MIC OXY MASK

3. Emergency Descent ...................................................... AS REQUIRED

4. Passenger Oxygen .......... ENSURE passengers are receiving oxygen

5. Transponder ..................................................................... EMERGENCY

6. Refer to Emergency Procedures.............. EMERGENCY DESCENT

Abnormal Procedures ........... USE OF SUPPLEMENTAL OXYGEN

FOR TRAINING PURPOSES ONLY EP-13

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CITATION EXCEL PILOT TRAINING MANUAL

NOTE
If a high altitude airport is selected on the cabin pres-
surization controller, the cabin altitude warning will
illuminate at 14,500 feet, if airplane is below FL250.

The emergency pressurization system will automat-

ically activate when cabin altitude exceeds approx-
imately 14,500 feet and will automatically deactivate
when cabin altitude descends below this altitude.

EMERGENCY DESCENT
1. AP TRIM DISC.................................................. PRESS and RELEASE

2. Throttles............................................................................................ IDLE

3. Speed Brakes ............................................................................ EXTEND

4. Airplane Pitch Attitude ......................... APPROX. 15° NOSE DOWN

5. Maximum Airspeed ................................................................ V MO /M MO

(use reduced speed if structural damage has occurred)

6. Transponder ..................................................................... EMERGENCY

7. Passenger Advisory Lights .................................... PASS SAFETY ON

8. Descend to 10,000 feet MSL or Minimum Safe Altitude,whichever is

higher.

NOTE
If terrain or other circumstances prevent a direct de-
scent to 10,000 MSL, the descent to 10,000 MSL
should be complete within 25 minutes of the initia-
tion of the emergency descent.

The emergency pressurization will automatically ac-

tivate when cabin altitude exceeds approximately
14,500 feet, and will automatically deactivate when
cabin altitude descends below this altitude.

9. PASS OXY VALVE.......................... OFF (at 10,000 MSL and below)

IF DESCENT INTO ICING CONDITIONS IS REQUIRED

10. Anti-Ice/Deice ............................................................... AS REQUIRED

EP-14 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

ENVIRONMENTAL SYSTEM SMOKE OR ODOR

1. Oxygen Masks .............................................................. DON and EMER

NOTE
Placing the oxygen selector to EMER will allow a small
amount of oxygen to enter the smoke goggles, keeping
them clear of smoke and preventing any smoke from
entering the oxygen masks while inhaling.

2. Microphone Switches ............................................... MIC OXY MASK

3. Smoke Goggles .......................................................... DON (if required)

4. A/C FANS Selector ........................................................................... OFF

5. CKPT RECIRC .................................................................................... LO

6. PRESS SOURCE Selector ISOLATE SOURCE by first selecting LH

NOTE
Pressurization source selector must remain in each position
long enough to allow adequate system purging to determine
the source of smoke (approximately one minute).

IF SMOKE CONTINUES
7. PRESS SOURCE Selector ................................................................. RH
(Allow time for smoke to dissipate.)

IF SMOKE STILL CONTINUES

8. PRESS SOURCE Selector ........................................................... EMER
Control cabin temperature with LH throttle.

FOR TRAINING PURPOSES ONLY EP-15

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CITATION EXCEL PILOT TRAINING MANUAL

SMOKE REMOVAL
NOTE
No action is normally required; however, if smoke is
intense:

1. Oxygen Masks .............................................................. DON and EMER

NOTE
Placing the oxygen selector to EMER will allow a
small amount of oxygen to enter the smoke goggles,
keeping them clear of smoke and preventing any
smoke from entering the oxygen masks while
inhaling.

2. Microphone Switches ............................................... MIC OXY MASK

3. Smoke Goggles .......................................................... DON (if required)

4. PASS OXY Valve ................................................................................ ON

5. Cockpit Divider Door .................................................................... OPEN

6. Passenger Oxygen .......... ENSURE passengers are receiving oxygen

7. Passenger advisory Light....................................... PASS SAFETY ON

8. EMER DUMP Switch ......................................................................... ON

Cabin altitude will not exceed approximately 14,000 feet.

9. Refer to Abnormal Procedures ............... USE OF SUPPLEMENTAL

OXYGEN

IF SMOKE PERSISTS OR IT CANNOT BE VERIFIED THERE IS NO

FIRE
10. Land as soon as possible.

CAUTION

Whether or not smoke has dissipated, if it can not be

visibly confirmed that any fire has been extinguished
following a fire suppression and/or smoke evacua-
tion procedure, land immediately at the nearest suit-
able airport.

EP-16 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

ELECTRICAL
ELECTRICAL FIRE OR SMOKE
1. Oxygen Masks ........................................................... DON and EMER

NOTE
Placing the oxygen selector to EMER will allow a
small amount of oxygen to enter the smoke goggles,
keeping them clear of smoke and preventing any smoke
from entering the oxygen masks while inhaling.

2. Microphone Switches ............................................. MIC OXY MASK

NOTE
If fire is confined to the cabin due to an electrical mal-
function, activate the Interior Master Switch to re-
move all electrical power from the cockpit divider
door aft.

3. Smoke Goggles .......................................................... DON (if required)

4. PRESS SOURCE Selector ..................................................... NORMAL

KNOWN SOURCE
5. Faulty Circuit(s) ............... PULL CIRCUIT BREAKER(S) to isolate

UNKNOWN SOURCE—COCKPIT
5. Glareshield and FLOOD Lights .................................. FULL BRIGHT

6. BATT Switch .................................................................................. EMER

7. GEN Switches .................................................................................... OFF

With the battery switch in EMER and the generators OFF, a properly
charged battery will supply power for approximately 30 minutes to
the following equipment:

• COMM 1

• NAV 1

• AHRS 2

• RMU 1
• Landing Gear Control & Indication

• Standby Pitot and Static Heaters

FOR TRAINING PURPOSES ONLY EP-17

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CITATION EXCEL PILOT TRAINING MANUAL

• LH and RH N 1 Indicators

• LH Engine Display Indicator (AMLCD Equipped)

• Glareshield and Flood Lights

• Two-Position Stabilizer

• Pilot’s/Copilot’s Audio Panels

• LH / RH Secondary Ignition

• Standby HSI

• Flap Control

• Interior Entry Lights

• Standby Radio Control Head

The standby flight display (Meggitt) will continue to operate on its own
emergency battery pack (amber light on). This battery pack also provides emer-
gency instrument lighting for the standby HSI and the N 1 indicators.

CAUTION

When landing with emergency power (BATTERY

SWITCH—EMER and both generators OFF), the
following are not available:

• The antiskid/power brake system is inoperative;

only the emergency brake system is available.

• The engine anti-ice valves will be open. Refer to

anti-ice on charts for thrust settings.

• The ram air temperature gage is inoperative; use

caution when applying power (except for go-
around where ground temperature can be used).

• All engine instruments except the N 1 and ignition

indicators will be inoperative.

• AMLCD equipped—RH engine indicator will be

inoperative. LH engine indicator will revert to
composite mode operation.

• The EECS will revert to manual mode.

• Automatic pressurization control, cabin dump

and source selection are inoperative, cabin alti-
tude must be manually controlled using the man-
ual toggle switch.

EP-18 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

• Rudder bias and the rudder bias heater are in-

operative. With the rudder bias inoperative, rud-
der pedal force and/or directional trim required
for single-engine operation will be significantly
increased.

• All external and internal lights (except overhead

flood, AUX panel and emergency lights) will be
inoperative.

• Master warning, caution, and annunciator panel

lights will be inoperative.

8. Land as soon as practical (within 30 minutes).

9. EMER LTS ......................................................................... AS DESIRED

NOTE
Emergency cabin lights battery packs will be de-
pleted in 10 minutes if lights remain on.

IF SEVERITY OF SMOKE WARRANTS

10. Initiate Emergency Procedures .......................... SMOKE REMOVAL
EMERGENCY DESCENT
Land as soon as possible.

COCKPIT FIRE
11. Fire Extinguisher ................. UNSTOW and REMOVE SAFETY PIN
under copilot’s seat

12. Fire ........................................................... LOCATE and EXTINGUISH

13. Land as soon as possible.

CABIN FIRE

NOTE
A portable fire extinguisher is stowed in the aft
cabin behind the aft, left seat.

11. Land as soon as possible.

CAUTION

Whether or not smoke has dissipated, if it cannot be

visibly confirmed that any fire has been extinguished
following fire suppression and/or smoke evacuation,
land immediately at the nearest suitable airport.

FOR TRAINING PURPOSES ONLY EP-19

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CITATION EXCEL PILOT TRAINING MANUAL

WHEN LANDING ASSURED

12. Landing Gear ................................................................................ DOWN
13. Flaps ................................................................................................ LAND

14. Airspeed ............................................................................................ V REF

15. Landing.................................................... Use emergency brake system

16. Refer to Abnormal Procedures............... WHEEL BRAKE FAILURE

NOTE
For emergency braking, multiply landing distance
by 1.4.

BATTERY OVERTEMPERATURE (BATT O’TEMP WARN-

ING LIGHT ON)
1. Amperage ........................................................................................ NOTE

2. BATT Switch .................................................................................. EMER

3. Amperage ................................................................. NOTE DECREASE

NOTE
If current decreases and battery voltage is 1 volt less
than generator voltage in 30 seconds to 2 minutes,
monitor battery overheat annunciator for possible
change.

If APU generator is on line, note APU amperage de-

crease.

IF VOLT/AMP DECREASE
If APU is operating, refer to BATTERY OVERHEAT, AIRPLANES
WITH APU.

4. BATT Switch .............................. OFF (Voltmeter will be inoperative)

All electrical buses will be powered by the generators.
IF BATT O’TEMP WARNING LIGHT GOES OUT
5. BATT Switch ....................................................................................... ON

EP-20 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

IF NO VOLT/AMP DECREASE (BATTERY RELAY STUCK)

4. BATT Switch ....................................................................................... ON
5. BATTERY DISCONNECT Switch (LH panel) . LIFT GUARD AND
DISCONNECT

6. Amperage ................................................................. NOTE DECREASE

IF BATTERY O’TEMP WARNING LIGHT DOES NOT GO OUT OR >160

WARNING LIGHT ILLUMINATES
7. Land as soon as possible.

IF BATT O’TEMP WARNING LIGHT GOES OUT

7. BATTERY DISCONNECT Switch (LH panel) ....... CLOSE GUARD

8. BATT Switch ....................................................................................... ON

9. Land as soon as practical.

CAUTION

Prolonged operation with the battery disconnect

switch disconnected and the BATT switch on will
gradually deplete the battery through the battery dis-
connect relay.

After landing, refer to Airplane Maintenance Manual

for proper maintenance procedures, as damage to the
battery may have occurred.

LOSS OF BOTH GENERATORS (GEN OFF L AND R CAU-

TION LIGHTS AND MASTER WARNING ON)
1. GEN Switches ........................................................ RESET THEN OFF
Check the voltage of each generator by using the VOLTAGE SEL ro-
tary switch. Select the generator that is closest to 28.5 volts and turn
it ON. Leave the other generator switch OFF.

IF ONLY ONE GENERATOR COMES ON LINE

2. Electrical Load ....................... REDUCE as required (300 amps max)

NOTE
The Interior Master Switch, located on the LH Panel,
will shed all nonessential passenger cabin electrical
loads.

FOR TRAINING PURPOSES ONLY EP-21

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CITATION EXCEL PILOT TRAINING MANUAL

IF NEITHER GENERATOR COMES ON LINE

2. Glareshield and FLOOD Lights ........... FULL BRIGHT (if required)

3. BATT Switch .................................................................................. EMER

With the Battery Switch in EMER and the generators OFF, a prop-
erly charged battery will supply power for approximately 30 min-
utes to the following equipment:

• COMM 1

• NAV 1

• AHRS 2

• RMU 1

• Landing Gear Control & Indication

• Standby Pitot and Static Heaters

• LH and RH N 1 Indicators
• LH Engine Display Indicator (AMLCD Equipped)

• Glareshield and Flood Lights

• Two-Position Stabilizer

• Pilot’s/Copilot’s Audio Panels

• LH/RH Secondary Ignition

• Standby HSI

• Flap Control

• Interior Entry Lights

• Standby Radio Control Head

The standby flight display (Meggitt) will continue to operate on its own
emergency battery pack (amber light on). This battery pack also provides emer-
gency instrument lighting for the standby HSI and the N 1 indicators. While
operating in EMER, power is not available to the electric windshield, aural
warnings, and annunciator panel, including the MASTER WARNING,
MASTER CAUTION and FIRE annunciators.

EP-22 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

CAUTION

When landing with emergency power (BATTERY

SWITCH—EMER and both generators OFF), the
following are not available:

• The antiskid/power brake system is inoperative;

only the emergency brake system is available.

• The engine anti-ice valves will be open. Refer to

anti-ice on charts for thrust settings.

• The RAM air temperature gage is inoperative; use

caution when applying power (except for go-
around where ground temperature can be used).

• All engine instruments except the N 1 and ignition

indicators will be inoperative.

• AMLCD equipped—RH engine indicator will be

inoperative. LH engine indicator will revert to
composite mode operation.

• The EECS will revert to manual mode.

• Automatic pressurization control, cabin dump

and source selection are inoperative, cabin alti-
tude must be manually controlled using the man-
ual toggle switch.

• Rudder bias and the rudder bias heater are in-

operative. With the rudder bias inoperative, rud-
der pedal force and/or directional trim required
for single-engine operation will be significantly
increased.

• All external and internal lights (except overhead

flood, AUX panel and emergency lights) will be
inoperative.

• Master warning, caution, and annunciator panel

lights will be inoperative.

4. Land as soon as practical (within 30 minutes).

5. EMER LTS ......................................................................... AS DESIRED

NOTE
Emergency cabin lights battery packs will be de-
pleted in 10 minutes if lights remain on.

FOR TRAINING PURPOSES ONLY EP-23

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CITATION EXCEL PILOT TRAINING MANUAL

WHEN LANDING ASSURED

6. Landing Gear ................................................................................ DOWN
7. Flaps ................................................................................................ LAND

8. Airspeed ............................................................................................ V REF

9. Landing ............................................. Use Emergency Braking System.
Refer to Abnormal Procedures, WHEEL BRAKE FAILURE. Multiply
the landing distance by 1.4.

This procedure is designed to prevent “hard pedal” if the BATT switch is placed
ON and the battery voltage is too low to sustain the Power Brake Pump on
landing.

FLIGHT GUIDANCE
PFD/MFD RED GUN FAILURE
The failure of a red gun in an electronic display indicator results in the fol-
lowing presentations:
PFD Sky turns from dark blue to dull dark blue.
Ground turns from brown to green hue.
Compass rose turns from white to blue.

1. Use display with caution. .................. MONITOR remaining displays

for any red annunciators.

WARNING

Following a failure of a red gun in a display unit,

the red warning annunciators in the PFD will not be
visible.

PFD ATTITUDE FAILURE—DUAL (RED ATT FAIL ON PFD

ATTITUDE SPHERE)
1. Airplane attitude CONTROL by reference to standby flight display.

PFD HEADING FAILURE—DUAL (RED HDG FAIL ON PFD

HSI)
1. Airplane heading ...... CONTROL by reference to magnetic compass

AIR DATA COMPUTER FAILURE—DUAL (RED “X” ON

PFD AIRSPEED/ALTITUDE TAPES)
1. Airplane airspeed and altitude .. MONITOR by reference to standby
flight display

EP-24 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

DISPLAY GUIDANCE COMPUTER FAILURE—DUAL (RED

“X” OR BLANK PFDS/MFD)
1. Airplane ............... CONTROL by reference to standby flight display

AUTOPILOT MALFUNCTION
1. AP TRIM DISC Switch .................................... PRESS and RELEASE

NOTE
The autopilot monitor normally detects failures and
automatically disengages the autopilot.

Minimum altitude for autopilot operation:

Enroute ............................................... 1,000 feet AGL

Non-precision Approach ..................... 300 feet AGL

Precision/CAT 1 ILS Approach ......... 180 feet AGL

EVACUATION
EMERGENCY EVACUATION
1. Throttles ....................................................................... BOTH CUT OFF

2. LH/RH ENGINE FIRE Switches................................... BOTH PRESS

3. LH/RH Fire Bottle Armed Switches ............................. BOTH PRESS

(if fire suspected)

4. BATT Switch ...................................................................................... OFF

5. Emergency Locator Transmitter ..... (ELT)—ENSURE ACTIVATED

(if required for search and rescue services)

6. Airplane and Immediate Area . CHECK FOR BEST ESCAPE ROUTE

IF THROUGH CABIN DOOR

7. Cabin Door ...................................................................................... OPEN

8. Move away from airplane.

IF THROUGH EMERGENCY EXIT

7. Emergency Exit ................. REMOVE and THROW OUT of airplane

8. Move away from airplane.

FOR TRAINING PURPOSES ONLY EP-25

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CITATION EXCEL PILOT TRAINING MANUAL

DITCHING
Good crew coordination is essential to the success of any ditching. Radio con-
tact should be attempted giving airplane identification, position, heading, al-
titude and the transponder set on 7700. The locator beacon (if installed)
should be set on EMER. Passengers should be briefed and don life jackets,
keeping them deflated until outside the airplane. Plan an approach to paral-
lel any uniform swell pattern and attempt to touch down along a wave crest
or just behind it. If the surface wind is very strong or the water surface is rough
and irregular, ditch into the wind on the back of a wave. Gear should be left
up with the flaps in the LAND position. The LDG GEAR WARNING circuit
breaker can be pulled to silence the gear warning horn. Speed should be
maintained at VREF with the rate of descent at 200-300 feet per minute.
Ditch while power is available if possible, so that the most desirable approach
can be made. Touchdown should be slightly nose high and the throttles cut
off just before water contact. Passengers and crew exit through the emergency
escape hatch inflating the life jacket when clear. Ditching is not approved under
FAR 25.801 and was not conducted during certification testing of the airplane.
Should ditching be required, the following procedures are recommended.

PRELIMINARY
1. PRESS SOURCE Select ................................................................... OFF

2. Radio......................................................................................... MAYDAY

3. Transponder ..................................................................... EMERGENCY

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

5. Passenger Advisory Lights .................................... PASS SAFETY ON

6. Water Barrier .................................................................... IN POSITION

Locate and install the water barrier over the cabin door opening.

CAUTION

The water barrier must be in position prior to ditching.

7. Passengers.............................................................. Prepare for Ditching

8. Rate of Descent...................................................... 200/300 feet/minute

9. Ditching Heading ............................... Parallel to Major Swell System

EP-26 FOR TRAINING PURPOSES ONLY

 FlightSafety international

CITATION EXCEL PILOT TRAINING MANUAL

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

2. Flaps ................................................................................................ LAND

3. Approach Speed .............................................................................. V REF

NOTE
Plan approach to parallel any uniform swell pattern
and attempt to touch down along a wave crest or just
behind it. If the surface wind is very strong or the
water surface rough and irregular, ditch into the wind
on the back side of a wave.

WATER CONTACT

1. Aircraft Pitch Attitude Slightly higher than normal landing attitude

2. Reduce airspeed and rate of descent to a minimum, but do not stall

the airplane.

3. Throttles ..................................... CUT OFF just prior to water contact

and contact water on a crest of a swell, parallel to the major swell

AFTER WATER CONTACT

WARNING

Do not release seat belts and shoulder harnesses until

the aircraft forward motion has ceased. After initial
water contact, one or more secondary impacts may
result.

Under reasonable ditching conditions, the aircraft should remain afloat an ad-
equate time to launch and board life rafts in an orderly manner.

WARNING

The main cabin door should remain closed and evac-

uation made through the emergency exit.

NOTE
If situation warrants the use of the cabin door for
egress, the water barrier will allow use of the cabin
door as an additional egress route. The water barrier
must be in position and must be installed before the
cabin door is opened.

FOR TRAINING PURPOSES ONLY EP-27

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CITATION EXCEL PILOT TRAINING MANUAL

APU
APU FIRE (FIRE WARNING ILLUMINATED)
1. APU Fire Warning Switch ........................... LIFT COVER and PUSH
The ECU will shutdown the APU immediately when the APU FIRE
light illuminates and will discharge the fire bottle after an eight-sec-
ond delay if not manually activated.

WARNING

The airplane battery must be installed and the Battery

switch in BATT position or the airplane generator(s)
must be ON and operating prior to and during all
APU operation to assure fire protection system power.

2. APU ...................... VERIFY SHUTDOWN (rpm %, EGT decreasing)

3. APU Bleed Air Valve Switch ........................................................... OFF

4. APU Generator Switch ..................................................................... OFF

5. APU Master Switch ............................................................................ ON

6. IF APU Fire Warning Light remains illuminated .. LAND AS SOON

AS POSSIBLE

7. APU Master Switch ................................................ OFF (after landing)

BATTERY OVERHEAT (BATT O’TEMP LIGHT ON) (AIR-

PLANES WITH APU)
Perform Emergency Procedure—BATTERY OVERTEMPERATURE (BATT
O’TEMP, >160° WARNING LIGHT ON

1. Electrical Load ......................................................................... REDUCE

2. APU Generator .................................................................................. OFF

3. APU Bleed Air Valve Switch ........................................................... OFF

4. APU Start/Stop Switch ................... STOP POSITION (momentarily)

5. APU Relay Engaged Light .............................................. VERIFY OFF

6. BATT Switch ...................................................................................... OFF

NOTE
If BATTERY DISCONNECT Switch (left circuit
breaker panel) was activated (Battery Relay stuck),
leave the BATT Switch ON

EP-28 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

LIMITATIONS
CONTENTS
Page
GENERAL........................................................................................ LIM-1
CERTIFICATION STATUS ............................................................. LIM-1
AIRPLANE CONFIGURATION CODES—PRIMARY ................. LIM-1
OPERATING LIMITATIONS .......................................................... LIM-1
Weight Limitations.................................................................. LIM-1
Types of Operation.................................................................. LIM-2
Altitude.................................................................................... LIM-2
Takeoff and Landing Operational Limits................................ LIM-2
Crosswind Component (Not Limiting) ................................... LIM-3
Enroute .................................................................................... LIM-3
Maneuver Limitations ............................................................. LIM-4
Minimum Crew ....................................................................... LIM-5
Load Factors............................................................................ LIM-5
Passenger Compartment.......................................................... LIM-5
Prolonged Ground Operation .................................................. LIM-5
Weight and Balance Data ....................................................... LIM-5
Center of Gravity .................................................................... LIM-6
Airspeed Limits....................................................................... LIM-8
ENGINE INSTRUMENTS .............................................................. LIM-9
Miscellaneous Cockpit Instruments...................................... LIM-10
Nose Compartment Instruments ........................................... LIM-10
AIRPLANE SYSTEMS LIMITATIONS ....................................... LIM-11
Electrical Power Systems...................................................... LIM-11
Fuel System........................................................................... LIM-12
Powerplant ............................................................................ LIM-14
Engine Fan Inspection .......................................................... LIM-15

FOR TRAINING PURPOSES ONLY LIM-i

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Electronic Engine Computer(s) ........................................... LIM-15

Approved Oils....................................................................... LIM-17
Ice and Rain Protection......................................................... LIM-18
Pressurization ........................................................................ LIM-18
Supplemental Oxygen System .............................................. LIM-18
Hydraulic Power Systems..................................................... LIM-19
Thrust Reversers ................................................................... LIM-19
Landing Gear and Brakes ..................................................... LIM-19
Flight Controls ...................................................................... LIM-19
Avionics Systems .................................................................. LIM-20
Standby Flight Display (MEGGITT).................................... LIM-22
Attitude Heading Reference System..................................... LIM-22
AUXILIARY POWER UNIT (APU) ............................................ LIM-24
General .................................................................................. LIM-24
Battery and APU Starter Cycle Limitations ......................... LIM-25

LIM-ii FOR TRAINING PURPOSES ONLY

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ILLUSTRATIONS
Figure Title Page
LIM-1 Takeoff/Landing/Enroute Temperature Limitations.... LIM-3
LIM-2 Maximum Maneuvering Speeds ................................ LIM-4
LIM-3 Configuration AB ........................................................ LIM-6
LIM-4 Configuration AC ........................................................ LIM-7
LIM-5 JET B/JP-4 Fuel Operating Limitations .................. LIM-13
LIM-6 N1 and N2 Overspeed Limits .................................... LIM-14
LIM-7 ITT Limits ................................................................ LIM-16
LIM-8 Avionics Operating Time (hrs:mins) ........................ LIM-20
LIM-9 AHRS Slaving .......................................................... LIM-23

TABLES
Table Title Page
LIM-1 Fuel Limitations ........................................................ LIM-12
LIM-2 Engine Operating Limitations .................................. LIM-14
LIM-3 APU Operating Limits .............................................. LIM-24

FOR TRAINING PURPOSES ONLY LIM-iii

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LIMITATIONS
GENERAL
The limitations presented in this section focus primarily on the operational
capabilities of the airplane. Specific system limitations and instrument mark-
ings are presented in this section. Refer to the AFM for complete limitations
listing.

CERTIFICATION STATUS
The Citation 560XL (EXCEL) is certified in accordance with FAR 25.

AIRPLANE CONFIGURATION CODES—

PRIMARY
AA—Airplanes 5001 and On.
AB—Airplanes equipped with Rudder Bias.

AC—Airplanes not equipped with Rudder Bias.

OPERATING LIMITATIONS
Certification and operational limitations are conditions of the type and airwor-
thiness certificates and must be complied with at all times as required by law.

WEIGHT LIMITATIONS
Ramp ......................................................................................... 20,200 pounds

Takeoff ...................................................................................... 20,000 pounds

Takeoff weight may have to be reduced to meet climb requirements

or takeoff field length per AFM Section IV.

Landing ..................................................................................... 18,700 pounds

Landing weight may have to be reduced to meet climb requirements,

brake energy limits, or for landing distance per AFM Section 4.

Zero fuel ................................................................................... 15,000 pounds

Minimum Flight Weight ......................................................... 12,400 pounds

Maximum Tailcone Baggage Weight ......................................... 700 pounds

FOR TRAINING PURPOSES ONLY LIM-1

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TYPES OF OPERATION
• Aerobatic maneuvers and spins are prohibited.

• No intentional stalls permitted above 25,000 feet.

• The airplane is approved for day and night, VFR, IFR Flight and
Flight into known icing conditions. The airplane is not approved for
ditching under FAR 25.801.

ALTITUDE
The maximum operating altitude is 45,000 feet (with all 52 vortex genera-
tors installed).

TAKEOFF AND LANDING OPERATIONAL LIMITS

Maximum Ambient Temperature For Takeoff & Landing ...... ISA + 39°C
(Refer to Figure LIM-1)

Minimum Ambient Temperature For Takeoff & Landing ................ -30°C

(Refer to Figure LIM-1)

Takeoff and landings are limited to paved runway surfaces.

Takeoff from a wet runway, when using thrust reversers for perform-
ance credit, is limited to a minimum runway width of 75 feet.

Altitude ........................................................................................... 14,000 feet

Tailwind component .......................................................................... 10 knots

The autopilot and yaw damper must be off for takeoff and landing.

Prior to takeoff the elevator trim check in Section III, Normal

Procedures, of the AFM must be satisfactorily completed.

The lavatory doors must be latched open for takeoff and landing.

Maximum Tire Ground Speed ....................................................... 165 knots.

Engine Sync must be OFF for takeoff and landing.

ANTISKID must be operational for takeoff and landing.

Up to three vortex generators may be missing for dispatch provided

the aircraft is limited to FL410 for enroute operations. There are typ-
ically a total of 52 vortex generators installed, 26 per wing.

All Boundary Layer Energizers (BLE) must be present for dispatch

(11 per wing).

Rudder bias and the rudder bias heater must be operational for takeoff, and
a satisfactory preflight test must be performed in accordance with Section III,
NORMAL PROCEDURES in the AFM (AB configuration).

LIM-2 FOR TRAINING PURPOSES ONLY

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Figure LIM-1. Takeoff/Landing/Enroute Temperature Limitations

CROSSWIND COMPONENT (NOT LIMITING)

Without thrust reversers .................. Demonstrated crosswind component
to 24 knots (not limiting)

With thrust reversers ........................ Demonstrated crosswind component

to 24 knots (not limiting)

ENROUTE
Minimum airspeed for sustained flight in icing
(except approach and landing) ...................................................... 160 KIAS

Maximum operating altitude ....................................................... 45,000 feet

Maximum operating altitude with 1-3 vortex

generators missing. ....................................................................... 41,000 feet

Temperature ............................................................... Refer to Figure LIM-1

Generator load .................................................................................. 300 amps

FOR TRAINING PURPOSES ONLY LIM-3

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MANEUVER LIMITATIONS
No acrobatic maneuvers, including spins, are approved. No intentional stalls
are permitted above 25,000 feet. Maximum maneuvering speeds are shown
in Figure LIM-2.

Figure LIM-2. Maximum Maneuvering Speeds

LIM-4 FOR TRAINING PURPOSES ONLY

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MINIMUM CREW
Minimum flight crew for all operations is one pilot and one copilot.

LOAD FACTORS
In flight
Flaps-UP position 0° ...................................... -1.2 +3.0G at 20,000 pounds

Flaps-TO and TO & APPR

to the LAND position (7° to 35°) .......... 0.0 +2.0G at 20,000 pounds

NOTE
These accelerations limit the angle-of-bank in turns
and the severity of pull-up maneuvers.

Landing
Flaps-Landing .............................................. 0.0 to +2.0G at 18,700 pounds

NOTE
These accelerations limit landing sink rate of 600 fpm.

Full application of rudder and aileron controls, as well as maneuvers that in-
volve angles-of-attack near stall, should be confined to speeds below maxi-
mum maneuvering speed.

PASSENGER COMPARTMENT
For all takeoff and landings, seats must be fully upright and outboard, and
passenger seat belts and shoulder harnesses must be fastened. Maximum
number of passenger seats is twelve. The lavatory door must be latched open
for taxi, takeoff and landing.

PROLONGED GROUND OPERATION

Continuous engine ground static operation up to and including five minutes
at takeoff thrust is limited to ambient temperatures not to exceed 39°C above
ISA (Refer to Figure LIM-1).

Electrical load is limited to 200 amps per generator during ground operations.
Transients up to 250 amps are permissible up to four minutes.

Limit ground operation of pitot-static heat to two minutes to preclude dam-

age to the pitot tubes and AOA vane.

WEIGHT AND BALANCE DATA

The airplane must be operated in accordance with the approved loading sched-
ule. Refer to the Weight and Balance Data Sheet and Model 560XL Weight
and Balance Manual.

FOR TRAINING PURPOSES ONLY LIM-5

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CENTER OF GRAVITY
Center-of-Gravity Moment Envelopes................... Refer to Figure LIM-3
and LIM-4

Figure LIM-3. Configuration AB

LIM-6 FOR TRAINING PURPOSES ONLY

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Figure LIM-4. Configuration AC

FOR TRAINING PURPOSES ONLY LIM-7

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AIRSPEED LIMITS
CONDITION ........................................................................................ SPEED

V MO (below 8,000 feet) .................................................................. 260 KIAS

V MO (8,000 to 26,515 feet) ............................................................ 305 KIAS

M MO (above 26,515 ft).............................................. 0.75 Mach (Indicated)

The maximum operating limit speeds may not be deliberately ex-

ceeded in any phase of flight (climb, cruise, descent) unless a higher
speed is authorized for flight test or pilot training.

V A .............................................................................. Refer to Figure LIM-2

V FE 35° (Full Flaps)....................................................................... 175 KIAS.

Flaps extended to 7° or 15° ............................................................ 200 KIAS

V LO (gear retraction) ...................................................................... 200 KIAS

V LO (gear extending) ...................................................................... 250 KIAS

V LE (gear extended) ........................................................................ 250 KIAS

Speedbrake Operating Speed V SB .................................................... No limit

V MCA (determined at maximum takeoff thrust)............................ 90 KIAS

V MCG (determined at maximum takeoff thrust & weight,

AB Configuration)..................................................................... 81 KIAS

V MCG (determined at maximum takeoff thrust

and weight, AC Configuration) ............................................... 98 KIAS

Maximum tire speed ground speed ............................................... 165 knots

Autopilot Operation ................................................................... 305 KIAS or

0.75 MACH (Indicated)

Minimum airspeed for sustained flight in icing ......................... 160 KIAS

(except approach and landing)

LIM-8 FOR TRAINING PURPOSES ONLY

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ENGINE INSTRUMENTS
Left and Right Fan RPM Indicators (N1)
Refer to Section IV, AFM for thrust setting limits.

Red line ................................................................................................. 100.0%

Green band ..................................................................................... 20 to 100%

Left and Right Inter-Turbine Temperature Indicators

Red line.................................................................................................... 720°C

Green band......................................................................................... 0°-720°C

Left and Right Turbine Speed Indicators (N2)

Flashing red light, steady digital readout.............................. >101.2% rpm

Normal operating ............................................................... 47 to 101.1% rpm

Left and Right Oil Temperature Indicators

Red line.................................................................................................... 121°C

Green band .................................................................................. 10° to 121°C

Left and Right Oil Pressure Indicators

Red line ....................................................................................... 20 psid (min)

Yellow band ................................................................................. 20 to 45 psid

Green band ................................................................................ 45 to 140 psid

Red line ................................................................................................ 140 psid

Red Triangle (max) ............................................................................ 250 psid

FOR TRAINING PURPOSES ONLY LIM-9

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MISCELLANEOUS COCKPIT INSTRUMENTS

Left and Right Ammeter Indicators
Red line .............................................................................................. 300 amps

Red Triangle ...................................................................................... 200 amps

Cabin Differential Pressure Indicator

Red line ................................................................................................. 9.7 psid

Green arc. .................................................................................. 0.0 to 9.6 psid

Air Speed Indicator

Red Bands ......................................................................................... 260 KIAS
305 KIAS
0.75 Mach

Oxygen Pressure Indicator

Red line............................................................................................... 2,000 psi

Yellow arc................................................................................... 0.0 to 400 psi

Green arc............................................................................. 1,600 to 1,800 psi

Standby Airspeed Indicator

Red Bands ......................................................................................... 305 KIAS
260 KIAS
0.75 Mach

NOSE COMPARTMENT INSTRUMENTS

Brake and Gear Pneumatic Pressure Indicator
Per Placard

Brake Hydraulic Accumulator Pressure Indicator

Per Placard

LIM-10 FOR TRAINING PURPOSES ONLY

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AIRPLANE SYSTEMS LIMITATIONS

ELECTRICAL POWER SYSTEMS
Starter:
Starter Limitation ................................... Three engine starts in 30 minutes
with a 90-second rest period between start cycles

Battery: ........................................................ Three engine starts in one hour

NOTE
1. If battery limitation is exceeded, a deep cycle
including a capacity check must be accomplished
to detect possible cell damage. Refer to Chapter
24 of the Maintenance Manual for procedure.

2. Electrical load is limited to 200 amps per gener-

ator during ground operations. Transients up to
250 amps are permissible up to four minutes.

3. Generator load limit in flight is 300 amps.

4. Three generator assisted cross starts are equal to

one battery start.

5. If the BATT O’TEMP light illuminates during

ground operation (except for test), do not take off
until after the proper maintenance procedures
have been accomplished.

6. Use of an external power source with voltage in

excess of 28 VDC or current in excess of 1,000
amps may damage the starter. Minimum 800 amps
for start.

7. If an external power unit is used for engine start,

no battery cycle is counted.

FOR TRAINING PURPOSES ONLY LIM-11

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FUEL SYSTEM
The following fuels are approved for use in accordance with Table LIM-1:
Commercial Kerosene Jet A, Jet A-1, JET-B, JET-3, JP-4, JP-5 and JP-8 per
CPW 204 specification.

Table LIM-1 lists the fuel temperature limitations for the fuels approved for use
in the Citation Excel. Figure LIM-5 shows JET-B/JP-4 fuel operating limitations.

The electric fuel boost pumps must be turned ON when the FUEL LOW LEVEL
lights illuminate or at 400 pounds or less indicated fuel.

Table LIM-1. FUEL LIMITATIONS

JET A, A-1, 3, JET B & JP-4

JP-5 & JP-8
MINIMUM FUEL TEMPERATURE -40°C -45°C

MAXIMUM FUEL TEMPERATURE +57°C **

MAXIMUM ALTITUDE 45,000 FEET **

MAXIMUM ASYMETRIC FUEL DIFFERENTIAL
FOR NORMAL OPERATIONS 400 POUNDS 400 POUNDS
EMERGENCY ASYMETRIC FUEL DIFFERENTIAL* 800 POUNDS 800 POUNDS

* Maximum lateral fuel imbalance is 400 lbs. A lateral fuel imbalance of 800 lbs has been
demonstrated for emergency return.

Unusable
Fuel remaining in the fuel tanks when the fuel quantity indicator reads zero
is not usable in flight.

Single Point Refueling

Single point refueling must be accomplished as per the procedures contained
in the placard located on the single point refueling access door. Refueling pres-
sure range is 10 to 55 psi, maximum defueling pressure is -10 psi.

LIM-12 FOR TRAINING PURPOSES ONLY

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Figure LIM-5. JET B/JP-4 Fuel Operating Limitations

FOR TRAINING PURPOSES ONLY LIM-13

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POWERPLANT
Engine Type
Pratt and Whitney Canada, Inc. PW545A Turbofan

General
Table LIM-2 illustrates the engine operating limits for time, temperature, rpm,
oil pressure and oil temperature under the selected operating conditions.
Figure LIM-6 illustrates the engine overspeed limits.

Table LIM-2. ENGINE OPERATING LIMITATIONS

OPERATING CONDITION OPERATING LIMITS
MAX OIL
THRUST TIME LIMIT OBSERVED N2 N1 PRESSURE OIL TEMP
SETTING (MINUTES) ITT °C % % PSI °C

TAKEOFF 5 (NOTE 4) 720 101.1 100 45 TO 140 10 TO 121.1

MAXIMUM
CONTINUOUS CONTINUOUS 720 101.1 100 45 TO 140 10 TO 121.1

GROUND IDLE CONTINUOUS N/A 47 -

(MIN)
(NOTE 2)
45

FLIGHT IDLE 51.5 -- (MIN) -40 TO 121.1

(MIN)
(NOTE 3)

STARTING N/A 720** -- -- -- -40 MIN

TRANSIENT 20 SECONDS 760** 103* 102* NOTE 1 121.1 TO 135

TRANSIENT 120 SECONDS -- -- -- NOTE 1 121.1 TO 135

* Refer to Figure LIM-6

** Refer to Figure LIM-7

Figure LIM-6. N1 and N2 Overspeed Limits

LIM-14 FOR TRAINING PURPOSES ONLY

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NOTES
1. Oil Pressure

• Normal oil pressure is 45 to 140 psid above

60% N 2 .

• Oil pressures below 45 psid are undesirable

and should be tolerated only for the comple-
tion of the flight, preferably at reduced power
setting.

• Oil pressure at takeoff and maximum thrust

settings may exceed 140 psid (not to exceed
250 psid) for up to 120 seconds.

2. Ground idle is available in EEC mode only on the

ground.

3. Flight idle is automatic in manual mode or EEC

mode in flight.

4. Takeoff ratings that are nominally limited to five

minutes duration may be used up to 10 minutes
for one engine inoperative without adverse effects
upon engine airworthiness.

ENGINE FAN INSPECTION

To assure accurate fan speed thrust indication, inspect the fan for damage prior
to each flight in accordance with the exterior inspection in the NORMAL
PROCEDURES section of the AFM.

NOTE
Inter-turbine temperature shown make no allowances
for corrections factors or instrument errors, but allow
for some typical instrument lag (Figure LIM-7).

ELECTRONIC ENGINE COMPUTER(S)

Dispatch with either, or both, engines operating in the manual mode is pro-
hibited, except when conducted in accordance with limitations and procedures
contained in the AFM, Supplement 9, “Dispatch with Electronic Engine
Computer(s) Inoperative” and MEL authorization.

FOR TRAINING PURPOSES ONLY LIM-15

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Figure LIM-7. ITT Limits

LIM-16 FOR TRAINING PURPOSES ONLY

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APPROVED OILS
The following oils are approved for use:

• Mobil Jet Oil II

• Mobil Jet Oil 254*

• Exxon Turbo Oil 2380

• Castrol 5000

• Royco Turbine Oil 500

• Aeroshell Turbine Oil 500

• Aeroshell Turbine Oil 560*

*Third generation lubricants

CAUTION

When changing from an existing lubricant formula-

tion to a “third generation” lubricant formulation
(Aeroshell Turbine Oil 560 or Mobil Jet 254), the en-
gine manufacturer strongly recommends that such a
change should only be made when an engine is new
or freshly overhauled. For additional information on
use of third generation oil, refer to engine manufac-
turer’s pertinent oil service bulletins.

Should it be necessary to replenish oil consumption losses when oil of the

same brand (as tank contents) is unavailable, then the following require-
ments apply.

For contingency purposes, oil replenishment using any other approved oil brand
is acceptable provided:

1. The total quantity of added oil does not exceed two U.S. quarts in any
400-hour period.

2. If it is required to add more than two U.S. quarts of dissimilar oil brands,
drain and flush complete oil system and refill with an approved oil in
accordance with Engine Maintenance Manual instructions.

Should oils of non-approved brands or of different viscosities become inter-

mixed, drain and flush complete oil system and refill with an approved oil
in accordance with Engine Maintenance Manual Instructions.

FOR TRAINING PURPOSES ONLY LIM-17

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ICE AND RAIN PROTECTION

Limit the ground operation of the pitot-static heat to two minutes to preclude
damage to the pitot static tubes and AOA probe.

The Excel is approved for flight into known icing conditions.

Minimum airspeed for sustained flight in icing (except approach and land-
ing) is 160 KIAS.

PRESSURIZATION
Normal cabin pressure is limited to ................... 0.0 to 9.3 psid ± 0.1 psid

Pressure Relief Valve ....................................................... 9.5 psid ± 0.1 psid

Pressure Gage Redline ..................................................... 9.7 psid ± 0.1 psid

SUPPLEMENTAL OXYGEN SYSTEM

The following aircraft certification requirements are in addition to the require-
ments of applicable operating rules. The most restrictive requirements (cer-
tification or operating) must be observed:

Oxygen Mask
Crew and passenger oxygen masks are not approved for use above 40,000 feet
cabin altitude.

Prolonged operation of passenger masks above 25,000 feet cabin altitudes is

not recommended.

The pressure demand crew oxygen masks must be properly stowed in their
containers to qualify as a quick-donning oxygen mask.

WARNING

Passenger masks are intended for use during an emer-

gency descent to an altitude not requiring supplemen-
tal oxygen.

NOTE
Headsets, eyeglasses or hats worn by the crew will
interfere with the quick-donning capabilities of the
oxygen masks.

LIM-18 FOR TRAINING PURPOSES ONLY

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HYDRAULIC POWER SYSTEMS

Approved Fluids
The only approved hydraulic fluids are:

• Skydrol 500A, B, B-4, C or LD-4.

• Hyjet, Hyjet W, III, IV, IVA or IVA Plus only

THRUST REVERSERS
Reverse thrust power must be reduced to the idle reverse detent position at
60 KIAS on the landing roll.

Maximum reverse thrust setting is limited to 75% of takeoff thrust.

Maximum allowable thrust reverser deployed time is three minutes in any 10-
minute period.

Engine static ground operation is limited to idle power (if the thrust reversers
are deployed).

Use of thrust reversers is prohibited during touch-and-go landings.

The thrust reverser(s) must be verified to be operational by the Taxi Test in

Section III, NORMAL PROCEDURES, in the AFM.

The use of thrust reversers to back the airplane is prohibited.

LANDING GEAR AND BRAKES

Tire Limits
Michelin part number 031-613-8 nose tire and OM13701 main tire are the only
tires approved.

The nose tire must be inflated to 130±5 psi with the weight of the aircraft on
the wheels.

Maximum Tire Ground Speed ........................................................ 165 knots

FLIGHT CONTROLS
Trim
Prior to takeoff the elevator trim check in Section III, NORMAL
PROCEDURES, in the AFM must be satisfactorily completed.

Rudder Bias
Rudder bias and the rudder bias heater must be operational for takeoff, and
a satisfactory preflight test must be performed in accordance with Section III,
NORMAL PROCEDURES in the AFM (AB configuration).

FOR TRAINING PURPOSES ONLY LIM-19

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Angle-of-Attack and Stick Shaker Systems

The angle of attack indicating system may be used as a reference, but does
not replace the airspeed display in the PFD as a primary instrument.

The angle-of-attack system can be used as a reference for approach speed (1.3
VS1 ) at all airplane weights and CG locations at zero, takeoff, takeoff/approach,
and landing flap positions. 1.3 V S1 is indicated by approximately 0.6 on the
AOA gage and by the top of the white tape on the pilot’s and copilot’s air-
speed indicators.

The angle-of-attack and stall warning system must be operable and a satisfac-
tory preflight test must be performed in accordance with Section III, NORMAL
PROCEDURES, in the AFM.

AVIONICS SYSTEMS
Avionics ground operating time: Refer to Figure LIM-8.

Autopilot
1. One pilot must remain seated, with the seatbelt fastened, during all
autopilot operations.

2. Autopilot operation is prohibited if any comparison monitor annun-

ciator illuminates in flight.

3. Minimum autopilot use height for enroute is 1,000 feet AGL. Minimum
autopilot use height for non-precision approaches is 300 feet AGL,
and for precision, CAT 1 ILS approaches is 180 feet AGL.

Figure LIM-8. Avionics Operating Time (hrs:mins)

LIM-20 FOR TRAINING PURPOSES ONLY

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Honeywell PRIMUS-1000 Flight Guidance System

1. The Pilot’s Manual for the Honeywell P-1000 Integrated Avionics
System for the Cessna Citation Excel airplanes equipped with IC-600
(Universal UNS-1Csp FMS system installed), part number A28-1146-
120-00, revision 0, or later applicable revision, must be immediately
available to the flight crew. For airplanes equipped with IC-615
(Honeywell FMZ, FMS system installed), part number A28-1146-
137-00, revision 0, or later applicable revision, must be immediately
available to the flight crew.

2. Category II approaches are not approved.

3. EFIS ground operation with the pilot’s RADOME FAN FAIL annun-
ciator light illuminated is limited to 30 minutes or until either IC-1
or IC-2 HOT annunciator light illuminates, whichever occurs first.

4. Dispatch is prohibited if either the IC-1 or IC-2 HOT, annunciator light

is illuminated.

5. Dispatch in instrument meteorological conditions is prohibited with

the RADOME FAN annunciator light illuminated. Dispatch in visual
meteorological conditions is allowed with the RADOME FAN annun-
ciator illuminated, provided the DISPLAY GUIDANCE COMPUTER
COOLING FAN FAILURE abnormal procedures are followed.

6. Dispatch is prohibited following a flight where either a IC-1 HOT or

IC-2 HOT annunciator light was illuminated, until the condition is iden-
tified and corrected.

7. The pilot’s and copilot’s PFDs must be installed and operational in

the normal (non-reversionary) mode for takeoff.

8. The P-1000 system must be verified to be operational by a satisfac-

tory preflight test as contained in Section III, NORMAL PROCE-
DURES, in the AFM.

9. Reversion of both PFDs to the MFD is prohibited.

10. VOR approaches without a valid DME signal are prohibited with au-
topilot coupled or with flight director only.

NOTE
Enroute VOR navigation without a valid co-located
DME signal may result in significantly degraded
course tracking when utilizing the flight director or
autopilot. The flight crew should monitor the CDI for
excessive deviation and select HDG mode as re-
quired to manually track the desired course.

FOR TRAINING PURPOSES ONLY LIM-21

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STANDBY FLIGHT DISPLAY (MEGGITT)

1. A satisfactory preflight test must be accomplished on the STBY PWR
system in accordance with the AFM Section III, NORMAL
PROCEDURES.

2. The standby flight display (including ATT, ALT and ASI) and HSI must
be functioning prior to takeoff.

3. Airplanes 5116 through 5139 not incorporating ASL560XL-34-18

(Configuration Code AH): Use of approach mode (APR) on the standby
flight display is prohibited.

ATTITUDE HEADING REFERENCE SYSTEM

Refer to Figure LIM-9, AHRS Slaving.

NOTE
For airplanes 5001 thru 5149 not incorporating
SB560XL-34-15 (Configuration Code AF): To pre-
vent precession of attitude information, once AHRS
is selected in flight to DG MODE, AHRS must remain
in DG MODE for remainder of flight. AHRS may be
returned to SLAVE MODE after landing or prior to
next flight if appropriate.

LIM-22 FOR TRAINING PURPOSES ONLY

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Figure LIM-9. AHRS Slaving
FOR TRAINING PURPOSES ONLY LIM-23
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AUXILIARY POWER UNIT (APU)

GENERAL
1. APU operation is prohibited until a satisfactory APU test has been ac-
complished as contained in the NORMAL PROCEDURES section of
SUPPLEMENT 16 of the Excel Airplane Flight Manual (AFM).

2. Starting the APU is prohibited whenever the APU FAIL light is il-
luminated.

3. APU start attempt is prohibited after a dual generator failure.

4. Following shutdown for any reason, APU restart must not be at-
tempted until 30 seconds after the rpm indicator reads 0%.

5. Applying deice (anti-ice fluid of any type) is prohibited with the APU
operating.

6. Deployment of the thrust reversers for more than 30 seconds with the
APU operating is prohibited.

7. The APU is not approved for unattended operation.

8. The limits in Table LIM-3 apply to APU starting and operation:

Table LIM-3. APU OPERATING LIMITS

OPERATING MAX MAX N1% FUEL MAX GEN AMBIENT

CONDITION: ALT FT EGT °C TEMP °C LOAD AMPS TEMP °C
(NOTE3) (NOTE2)

STARTING 20,000 690 -- Refer to basic -- -54 to 54

AFM fuel limits

RUNNING 30,000 690 108 Refer to basic 200 GND

AFM fuel limits 230 FLT -54 to 54
(NOTE 1)

NOTES

1. Transient current greater than 200 amperes is approved for APU cross gener-
ator start of the main engines.
2. APU Ammeter Instrument Markings:
a. Red Triangle = 200 amperes (on ground)
b. Red Line = 230 amperes (in flight)
3. APU will automatically shut down if EGT limits are exceeded.

LIM-24 FOR TRAINING PURPOSES ONLY

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BATTERY AND APU STARTER CYCLE LIMITATIONS

Starter Limitation......................... Three APU start cycles per 30 minutes.
Three cycles of operation with 90-second
rest periods between start cycles is permitted.

Battery Limitation ....................................... Nine APU start cycles per hour.

(An APU battery start counts as 1/3 of a normal engine battery start.)

NOTE
1. On the ground, no battery cycle is counted when
starting the main engines using a cross genera-
tor start from the APU generator or from a ground
power unit.

2. Use of an external power source with voltage in

excess of 28 VDC or current in excess of 1,000
amps may damage the starter. Minimum 800 amps
for start.

3. If battery limitation is exceeded, a deep cycle in-

cluding a capacity check must be accomplished to
detect possible cell damage. Refer to Chapter 24
of the Excel Maintenance Manual for procedure.

FOR TRAINING PURPOSES ONLY LIM-25

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MANEUVERS AND PROCEDURES

CONTENTS
Page
V-SPEED DEFINITIONS .............................................................. MAP-1
PREFLIGHT AND TAXI PROCEDURES .................................... MAP-1
TAKEOFF DATA ........................................................................... MAP-2
Emergency Return Information............................................. MAP-3
LANDING DATA........................................................................... MAP-3
STANDARD CALLOUTS (IFR AND VFR)................................. MAP-4
TAKEOFF LIMITATIONS (FLAPS “TAKEOFF AND
APPROACH” AND FLAPS “TAKEOFF”) ................................... MAP-7
TAKEOFF BRIEFING—GENERAL............................................. MAP-7
Static vs. Rolling Takeoff...................................................... MAP-7
Flap Setting ........................................................................... MAP-7
Normal Callouts .................................................................... MAP-8
Emergencies .......................................................................... MAP-8
Takeoff Briefing—Example .................................................. MAP-8
TAKEOFF ROLL ........................................................................... MAP-9
Normal Takeoff ..................................................................... MAP-9
Engine Failure at or Above V1 .............................................. MAP-9
Obstacle Clearance (Loss of Engine at V1) ........................ MAP-10
Takeoff Flight Profiles ........................................................ MAP-11
ENROUTE LIMITATIONS ......................................................... MAP-15
HOLDING SPEEDS .................................................................... MAP-15
MINIMUM MANEUVERING SPEED ....................................... MAP-15
STEEP TURNS ............................................................................ MAP-15
Procedure ............................................................................ MAP-15
APPROACHES TO STALL......................................................... MAP-17
UNUSUAL ATTITUDES............................................................. MAP-21
General ................................................................................ MAP-21
Recovery Procedures .......................................................... MAP-21

FOR TRAINING PURPOSES ONLY MAP-i

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EMERGENCY DESCENT .......................................................... MAP-24

APPROACHES AND LANDING PROCEDURES .................... MAP-26
Flight Deck Discipline ........................................................ MAP-26
APPROACH BRIEFING ............................................................. MAP-26
Scan Transfer ...................................................................... MAP-28
CIRCLING APPROACHES ........................................................ MAP-30
MISSED APPROACH OR GO-AROUND ................................. MAP-30
LANDING PROCEDURES ......................................................... MAP-34
Adjustments to Landing Distance....................................... MAP-34
Hydroplaning Speeds .......................................................... MAP-36
LANDING LIMITATIONS .......................................................... MAP-36
CROSSWIND LANDING ........................................................... MAP-37
Method No. 1: ..................................................................... MAP-37
Method No. 2: ..................................................................... MAP-37
FLAPS INOPERATIVE LANDING............................................ MAP-38
(Not In Landing Position)................................................... MAP-38
PRACTICAL TEST...................................................................... MAP-38
Preflight Preparation ........................................................... MAP-38
Preflight Procedures............................................................ MAP-40
Takeoff and Departure Phase .............................................. MAP-40
In-Flight Maneuvers............................................................ MAP-40
Instrument Procedures ........................................................ MAP-41
Landings and Approaches to Landings............................... MAP-41
Normal and Abnormal Procedures...................................... MAP-42
Emergency Procedures........................................................ MAP-42
Postflight Procedures .......................................................... MAP-42
Parking and Securing .......................................................... MAP-42
PTS Tolerances ................................................................... MAP-42

MAP-ii FOR TRAINING PURPOSES ONLY

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ILLUSTRATIONS
Figure Title Page
MAP-1 Takeoff and Landing Card ........................................ MAP-2
MAP-2 Standard Callouts ...................................................... MAP-5
MAP-3 Takeoff Climb Profile ............................................ MAP-10
MAP-4 Takeoff—Aborted .................................................. MAP-12
MAP-5 Takeoff—Normal .................................................... MAP-13
MAP-6 Takeoff Engine Failure at or Above V1 .................. MAP-14
MAP-7 Steep Turns.............................................................. MAP-16
MAP-8 Approach to Stall—Enroute Configuration ............ MAP-18
MAP-9 Approach to Stall—Takeoff Configuration ............ MAP-19
MAP-10 Approach to Stall—Landing Configuration .......... MAP-20
MAP-11 Emergency Descent ................................................ MAP-25
MAP-12 Approach Plate (Typical) ........................................ MAP-27
MAP-13 ILS Approach—Normal/Single Engine .................. MAP-28
MAP-14 Nonprecision—Normal/Single Engine .................. MAP-29
MAP-15 Circling Approach .................................................. MAP-31
MAP-16 Missed Approach—Normal .................................... MAP-32
MAP-17 Missed Approach—Single Engine.......................... MAP-33
MAP-18 VFR Approach—Normal/Single Engine ................ MAP-35
MAP-19 Visual Approach and Landing with
Flaps Inoperative .................................................... MAP-39

TABLES
Table Title Page
MAP-1 FAR PART 25 Climb Profile .................................. MAP-11
MAP-2 Minimum Maneuvering Speeds.............................. MAP-15
MAP-3 Landing Limitations................................................ MAP-37

FOR TRAINING PURPOSES ONLY MAP-iii

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MANEUVERS AND PROCEDURES

V-SPEED DEFINITIONS
V1 Decision speed—This speed is obtained from the performance
charts in the AFM and varies with aircraft weight, engine bleeds,
altitude and temperature. It must always be less than or equal
to V R .

VR Rotation speed—This speed is a function of weight and aircraft

configuration. It must always be equal to or greater than V 1 . If
V 1 is greater than V R for a particular set of takeoff conditions,
V 1 must be lowered to equal V R .

V 2 /V XSE Safety climb speed—V 2 is also a function of weight and aircraft

configuration. It is obtained from the performance charts in the
AFM or from the abbreviated check-list. V 2 gives the best angle
of climb (altitude vs distance).

VFR Flap retraction speed—Flap retracting speed (V 2 + 10 knots).

Also used as minimum final segment climb speed.

V ENR /V YSE Single-engine enroute climb speed—This speed can be used for
a variety of purposes and is obtained from the AFM:

• Best single-engine rate-of-climb (altitude vs time)

V REF Minimum final approach speed—This speed is 1.3 V SO and is

the minimum speed to be used on final approach. It is the air-
speed that is used for the threshold crossing speed with full flaps
and landing gear extended.

V APP Minimum landing approach climb speed—The landing ap-

proach climb (1.3 V S1 ) with 15° flap position, landing gear up.
Also used as minimum go-around speed.

PREFLIGHT AND TAXI PROCEDURES

NOTE
With the gust lock on, the flight controls are locked in
neutral and the throttles are locked in the off position.

CAUTION

Do not tow with the control lock engaged, to prevent

damage to the nosewheel steering mechanism. After
completing the initial flight planning and preflight
checks, takeoff data should be computed to obtain cor-
rect takeoff thrust setting, V 1 , V R , V 2 , and the emer-
gency return V REF , V APP speed.

FOR TRAINING PURPOSES ONLY MAP-1

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TAKEOFF DATA
A Takeoff Data Card is shown in Figure MAP-1.

TO N 1 & CLB N 1 —Maximum fan settings for takeoff and climb based on ex-
isting temperature and pressure altitude taken from the Flight Manual or check-
list. With EECs in manual mode an adjustment must be made for anti-ice.

V 1 , V R , V 2 , V FR & V ENR —Calculated V 1 , V R , V 2 and V ENR based on exist-

ing temperature, pressure altitude and aircraft weight and flap setting taken
from the Flight Manual or checklist. (V FR is V 2 + 10 knots)

CLEARANCE—Space provided for copying ATC clearances and other per-

tinent airport information.

ARPT—Name of airport or ICAO identifier.

ELEV—Airport elevation or runway elevation if significantly different than

airport elevation.

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TAKEOFF DATA LANDING DATA

TO N1 CLB N1 VREF VAPP

V1 VR V2 GA N1 RWY REQ'D

VFR VENR FLAPS CLEARANCE

CLEARANCE

ARPT________ELEV_________RWY________

ATIS________WIND___________VIS________

CIG________________TEMP/DP______/_____ ARPT________ELEV_________RWY________

ALT________RMKS______________________ ATIS________WIND___________VIS________

RWY LENGTH__________RWY REQ'D______ CIG________________TEMP/DP______/_____

ZFW___________T.O. WT._________________ ALT________RMKS______________________

EMERGENCY RETURN
ZFW_____________RLDG WT_____________
VREF________VAPP_________MSA________

Figure MAP-1. Takeoff and Landing Card

MAP-2 FOR TRAINING PURPOSES ONLY

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RWY—Runway in use for departures.

ATIS—Current ATIS information code.
WIND—Wind direction and speed as reported by ATIS.
VIS—Visibility as reported by ATIS.
CIG—Clouds and significant weather as reported by ATIS.
TEMP/DP—Temperature and dew point as reported by ATIS.
ALT—Altimeter setting as reported by ATIS.
RMKS—Any additional information provided by ATIS.
RWY LENGTH—Actual length of runway to be used for takeoff.
RWY REQ’D—Charted takeoff field length. If actual runway is less, reduce
gross weight to equal the actual runway length. Adjust for runway conditions.

ZFW—Zero Fuel Weight. This is the basic operating weight (BOW) plus weight
of passengers and cargo (or BEW plus crew, stores, passengers and cargo).
Fuel is not included.

T.O. WT.—The actual weight of the airplane at the beginning of takeoff roll
(does not include taxi fuel).

EMERGENCY RETURN INFORMATION

V REF - V APP —Calculated approach speeds corresponding to the appropri-
ate flap settings and based on landing weight.

MSA—Minimum Safe Altitude required for obstacle clearance. May be taken

from MSA circle on approach plate, ATC clearance or if in VMC, the VFR
pattern altitude.

LANDING DATA
A Landing Data Card is shown in Figure MAP-1.

V REF - V APP —Calculated approach speeds corresponding to the appropri-

ate flap settings and based on landing weight.

GA N 1 —Obtained from Flight Manual for single-engine go-around (TO N 1 ).

It is based on the approach climb configuration.

RWY REQ’D—Landing distance adjusted for: aircraft configuration

(flaps–antiskid), landing gross weight, runway conditions.

CLEARANCE—Space provided for copying ATC clearances and other per-

tinent airport information.

ARPT—Name of airport or ICAO identifier.

FOR TRAINING PURPOSES ONLY MAP-3

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ELEV—Airport elevation or runway elevation if significantly different than

airport elevation.

RWY—Runway in use for departures/arrivals.

ATIS—Current ATIS information code.

WIND—Wind direction and speed as reported by ATIS.

VIS—Visibility as reported by ATIS.

CIG—Clouds and significant weather as reported by ATIS.

TEMP/DP—Temperature and dew point as reported by ATIS.

ALT—Altimeter setting as reported by ATIS.

RMKS—Any additional information provided by ATIS.

ZFW—Zero Fuel Weight. This is the basic empty weight or basic operating
weight plus weight of passengers and cargo. Fuel is not included. (This fig-
ure should be the same as the takeoff ZFW.)

LDG WT—Actual weight for landing at the destination airport. ZFW plus
fuel remaining.

NOTE
When using the charts to determine the V speeds, re-
member VREF and VAPP speeds are functions of weight
and flap configurations.

STANDARD CALLOUTS (IFR AND VFR)

NOTES:
1. Check for appearance of warning flags and gross
instrument discrepancies. Captain’s judgment on
excessive altimeter error (except for RVSM).

2. Care must be exercised to preclude callouts which

can influence the pilot flying and result in pre-
mature abandonment of instrument procedures.

3. It is recommended that all aircraft utilize avail-

able electronic/visual systems as an aid in main-
taining glide slope.

Figure MAP-2 is a good example of standard crew

calls on a typical flight. It describes the aircraft po-
sition, the duties and callouts of both pilots. It will
be referred to in this section.

MAP-4 FOR TRAINING PURPOSES ONLY

 LOCATION CONDITION CALLOUTS - PF CALLOUTS - PNF
Takeoff Throttles - Takeoff dentent

Engine instruments normal

Annunciator panel lights normal "VERIFY POWER" "SET"

First indications of airspeed "AIRSPEED ALIVE"

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Airspeed indicators at computed V1 "VEE-ONE"

Airspeed indicators at computed VR "ROTATE"

Airspeed indicators at computed V2 "VEE-TWO"

Aircraft off the ground and climbing "POSITIVE RATE"

"GEAR UP"

Climb At stabilized climb and airspeed indicator at "VEE-TWO PLUS TEN"

computed V2 plus 10 KIAS

PF switches ignitors to normal "FLAPS UP - YAW DAMPER ON"

At 10,000 feet "AFTER TAKEOFF CHECKLIST"

Anytime navigating When CDI needle comes off full deflection "COURSE ALIVE"

Climbs and Descents 1,000 feet from assigned altitude "(present altitude) FOR (assigned altitude)"

At transition altitude "TRANSITION"

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MAP-5

Figure MAP-2. Standard Callouts (1 of 2)

MAP-6

LOCATION CONDITION CALLOUTS - PF CALLOUTS - PNF

During approach, radar "FLAPS APPROACH— "FLAPS MOVING — AND
vectors or procedure turn Downwind or IAF outbound APPROACH CHECKLIST" INDICATING APPROACH"
One dot on glideslope or two miles prior to FAF "GEAR DOWN — LANDING "GEAR DOWN — THREE
CHECKLIST" GREEN NO RED"
At glideslope capture or just prior to FAF "FLAPS — LAND" "FLAPS MOVING — AND
INDICATING LAND"

CITATION EXCEL PILOT TRAINING MANUAL

At FAF, cross-check both altimeters with "ALTITUDE CHECK" "ALTITUDE (actual altitude)
FOR TRAINING PURPOSES ONLY

the published crossing altitude CROSS CHECK"

500 feet above DA or MDA "FIVE HUNDRED TO MINIMUMS" "SPEED REF PLUS (knots above VREF),
SINK (rate of descent)"
100 feet above DA or MDA runway in sight "ONE HUNDRED TO MINIMUMS" "RUNWAY (clock position)"
Approach lights visible "APPROACH LIGHTS CONTINUE"
No visual contact "NO VISUAL — CONTINUE"
Precision approach At DA runway in sight "MINIMUMS" "RUNWAY (clock position)"
Approach lights visible "APPROACH LIGHTS — CONTINUE"
No visual contact "MISSED APPROACH"
Nonprecision approach At MDA runway in sight "MINIMUMS" "RUNWAY (clock position)"
Approach lights visible "APPROACH LIGHTS — CONTINUE"
No visual contact "NO VISUAL (time) TO GO"
At MAP runway in sight "RUNWAY (clock position)"

Approach lights visible "APPROACH LIGHTS — CONTINUE"

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No visual contact "MISSED APPROACH"
VFR Approach 500 feet above elevation "500 ABOVE FIELD SPEED REF PLUS (kts
above VREF), SINK (rate of descent)"

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Figure MAP-2. Standard Callouts (2 of 2)
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TAKEOFF LIMITATIONS (FLAPS “TAKEOFF AND

APPROACH” AND FLAPS “TAKEOFF”)
The takeoff weight is limited by the most restrictive of the following
requirements:

1. Maximum certified takeoff weight (structural).

2. Maximum takeoff weight permitted by takeoff climb requirements (nor-

mally, 2nd segment climb requirement).

3. Maximum takeoff weight permitted by takeoff field length.

Takeoff field length ensures a rejected takeoff can be completed on the ex-
isting runway and it allows for the takeoff to be continued, ensuring the air-
craft reaches a height of 35 feet dry, 15 feet wet, (reference zero) by the time
it reaches the end of the takeoff distance. When the accelerate-stop and ac-
celerate-go distances are the same, the takeoff field length is referred to as a
balanced field length.

These requirements are operating limitations and must be complied with.

Additionally, obstacle clearance capability may be an actual physical neces-
sity, if not a legal requirement, and may further limit the takeoff weight.

The pilot should also consider the landing weight restrictions at the destina-
tion airport. The limited landing weight plus the expected fuel to be burned
enroute may be more limiting than any restrictions at the departure airport,
especially if the trip is of short duration.

TAKEOFF BRIEFING—GENERAL
Prior to takeoff, the pilot-in-command should review with the copilot the stan-
dard callouts, the departure procedures and also the emergency procedures
for a rejected takeoff prior to V 1 or a continued takeoff after V 1. Considerations
should be given to a minimum of the following items.

STATIC VS. ROLLING TAKEOFF

All performance data is based on a static takeoff (engines producing takeoff
thrust prior to releasing the brakes. However, this type of takeoff is highly
uncomfortable for the passengers, therefore, runway length permitting, it is
advisable to perform a rolling takeoff.

FLAP SETTING
Review and check the flap setting. This will be based on the performance cri-
teria required for the airport departure procedure. Anti-ice will affect perform-
ance, therefore, it is advisable to brief whether anti-ice will be on or off.

FOR TRAINING PURPOSES ONLY MAP-7

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NORMAL CALLOUTS
With EECs operational, setting power is just a matter of advancing the throt-
tles to the takeoff detent. Power only needs to be verified within the normal
range of fan speed. Standard calls during the takeoff roll may vary, but,
should be standard within each flight department.

Monitoring engine instruments and flight instruments for any irregularity is

essential for safety of flight. Any such irregularity prior to the specified
speed for abort, e.g.,V 1 , should be called out as “ABORT” with a simple ex-
planation why, e.g., “CABIN DOOR OPEN.” The pilot-in-command will
have final authority to abort. After an abort, the problem may be sorted out
once safely stopped and clear of the runway.

EMERGENCIES
A plan of action should be discussed in the event of an emergency. The plan
should consist of safety items, such as safe altitudes and headings, emergency
checklists, airplane handling, and a safe return to the departure airport or de-
parture alternate, all based on weather conditions.

TAKEOFF BRIEFING—EXAMPLE
The following is an example of a standard takeoff briefing. The briefing
should be accomplished prior to requesting takeoff clearance. Although your
exact phraseology may differ, the main ideas should remain in the briefing.

1. “This will be a (static or rolling) takeoff with flaps set at (state flap
position).”

(Mention Anti-Ice if required).

2. “I will set the throttles, and you verify the takeoff power.”

3. “Call: ‘Airspeed Alive,’ ‘70 knots, cross-check,’ ‘Vee One,’ ‘Rotate,’

‘Positive Rate,’ and ‘Vee two plus ten.’

4. “Monitor all engine instruments and the annunciator panel during

takeoff, cross-check both airspeed indicators at 70 knots.”

5. “In the event of a serious malfunction prior to V 1 , call ‘Abort’ and I

will execute the abort.”

6. “If a malfunction occurs at or after V 1 , we will continue the takeoff.

After safely airborne, advise me of the malfunction and we will han-
dle it as an in-flight emergency.”

7. “In the event of a thrust reverser deployment, I will fly the aircraft
and you will do the emergency stow.”

8. “In the event of an engine failure or fire, do not identify the engine,
only advise if it is a failure or a fire.”

9. “Minimum safe altitude for emergencies will be (state altitude). Plan

to fly (type of approach).”

MAP-8 FOR TRAINING PURPOSES ONLY

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10. “Departure instructions are ( Inst. Depart., route, altitude, etc ).”

11. “The navaids are set to (__________________).”

12. “Any questions?”

TAKEOFF ROLL
The pilot will steadily advance the throttles to the takeoff detent. The copi-
lot will check and verify the N 1 gages and make the standard calls while mon-
itoring all instrument indications.

If an abnormal situation, annunciator light, system failure, etc., occurs dur-

ing the takeoff roll, the copilot notifies the pilot-in-command, who makes the
final decision to take off or abort. If the decision to abort is made, the mem-
ory items for ENGINE FAILURE, OR FIRE, OR MASTER WARNING DUR-
ING TAKEOFF—Speed Below V 1 , should be performed. Once stopped, or
if able, clear of the runway, notify ATC of your actions.

NORMAL TAKEOFF
When “ROTATE” is called (V R ), the pilot should apply steady back pressure
and allow the aircraft to rotate to a 10° noseup pitch attitude on the ADI. When
a positive rate of climb is indicated, retract the gear. As the airspeed increases
through a minimum of V 2 + 10 knots (VFR), retract the flaps. Continue to ac-
celerate to normal climb speed and complete the After Takeoff—Climb items.

ENGINE FAILURE AT OR ABOVE V1

If an engine fails at or above V 1 , the takeoff will normally be continued. At
V R , steadily apply back pressure to allow the aircraft to rotate the nose to 10°
noseup pitch attitude. Do not attempt to “pull” the aircraft off the runway.
Perform a “normal” rotation to allow the aircraft to fly off the runway. After
establishing a positive rate of climb, raise the landing gear. Maintain V 2 until
reaching a safe altitude, or 1,500 feet above airport elevation, whichever is
higher, then lower the nose, without losing altitude to accelerate to V ENR . As
the airspeed reaches V 2 + 10 knots (VFR), retract the flaps and reduce power
to the climb detent while accelerating to V ENR . Continue climb at V ENR to
assigned or amended altitude. When time and cockpit duties permit, complete
the appropriate Emergency Procedures checklist and the After Takeoff—
Climb checklist.

FOR TRAINING PURPOSES ONLY MAP-9

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WARNING

If rudder bias in inoperative, it will be necessary to

apply greater rudder pressure to maintain directional
control. The amount of rudder pressure will depend
on several factors, i.e., airspeed, power setting, and
flap or gear configuration. Maintain sufficient rud-
der pressure to keep the ball centered. Remember, as
speed changes, the rudder pressure will also change.

NOTE
• Don’t let the emergency distract from flying the
airplane. Wait until safely airborne and in a sta-
bilized climb before taking care of the emer-
gency and the After Takeoff—Climb checklist.

• If engine time limits at takeoff power is reached

prior to reaching V ENR (clear of obstacles) main-
tain attained airspeed, reduce power to the climb
detent, and climb to the enroute altitude.

• If it becomes necessary to maneuver the airplane

during the single-engine departure climb before
attaining minimum maneuvering speed, limit the
bank angle to 15°.

OBSTACLE CLEARANCE (LOSS OF ENGINE AT V1)

FAR 25 requires that the aircraft manufacturer display a Takeoff Profile be-
ginning at reference zero and ending at 1,500 feet AGL (Figure MAP-3).

TAKEOFF THRUST*
T
MEN
L SEG
FINA
3RD SEGMENT
NT
GME
SE
REFERENCE ZERO D
2N 1,500 FEET AGL
EN T
SEGM GEAR UP
1ST

* SEE TABLE MAP-1, THRUST SETTING

REFERENCE ZERO: = 35 FEET ABOVE TAKEOFF SURFACE FOR A DRY RUNWAY

= 15 FEET ABOVE TAKEOFF SURFACE FOR A WET RUNWAY

Figure MAP-3. Takeoff Climb Profile

MAP-10 FOR TRAINING PURPOSES ONLY

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Second segment is generally the most limiting segment. When at an airport

that requires a minimum climb gradient to an altitude that is higher than
1,500 feet AGL, the second segment is extended to that minimum “safe” al-
titude. In order to meet the second segment climb, all conditions must be met,
particularly, climbing at V 2 .
Table MAP-1 shows FAR PART 25 climb profile.

Table MAP-1. FAR PART 25 CLIMB PROFILE

1st Segment 2nd Segment 3rd & Final Segment

SPEED V2 V2 V2 + 10 Flaps
transitioning to UP-
accelerating to VENR

Thrust Setting: Takeoff Takeoff Climb

10 Minutes for (One Engine - (One Engine - (One Engine -
single engine. Anti ice On/Off) Anti ice On/Off) Anti ice On/Off)

Flap Position: 70 or 150 70 or 150 Transitioning from

(As Required) (As Required) Takeoff to UP

Gear Position: Down Up Up

Required Climb Positive 2.4% Gross 1.2% Gross

Gradient: (Greater than Zero) (1.6% Net, VMC) (0.1% net)
(3.3% Net, IMC)

* Refer to the Aircraft Flight Manual for limitations on takeoff thrust time limitations (normally
5 minutes, but may be extended to 10 minutes if required).

TAKEOFF FLIGHT PROFILES

Figures MAP-4, MAP-5 and MAP-6 demonstrate takeoff flight profiles.

FOR TRAINING PURPOSES ONLY MAP-11

MAP-12

EVALUATE SITUATION
1. CLEAR RUNWAY
OR

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EMERGENCY EVACUATION
FOR TRAINING PURPOSES ONLY

DECISION TO ABORT
1. CALL "ABORT"
2. BRAKES—MAXIMUM EFFORT
3. THROTTLES—IDLE
4. SPEED BRAKES—EXTEND
5. THRUST REVERSERS—DEPLOY
ON UNAFFECTED ENGINE

TAKEOFF ROLL
1. SET TAKEOFF N1
2. RELEASE BRAKES

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BEFORE TAKEOFF

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1. TAKEOFF CHECKLIST—
COMPLETE

Figure MAP-4. Takeoff—Aborted

 AFTER TAKEOFF
1. AT A COMFORTABLE ALTITUDE AND AT A MINIMUM
AIRSPEED OF V2 + 10 KT—RETRACT FLAPS
2. ACCELERATE TO NORMAL CLIMB SPEED AND
COMPLETE THE AFTER TAKEOFF/CLIMB CHECKLIST

CITATION EXCEL PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

ROTATE
GEAR UP
1. VR—SMOOTHLY ROTATE
TO 10˚ NOSE UP ATTITUDE 1. POSITIVE RATE OF
CLIMB—GEAR UP

BRAKE RELEASE
1. SET TAKEOFF N1
2. RELEASE BRAKES

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BEFORE TAKEOFF

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1. CHECKLIST COMPLETE
MAP-13

2. TAKEOFF BRIEFING

Figure MAP-5. Takeoff—Normal

MAP-14

AFTER FLAPS UP
1. ACCELERATE TO VENR AND CLIMB
TO DESIRED ALTITUDE
2. COMPLETE AFTER TAKEOFF, CLIMB,
AND ENGINE-FAILURE CHECKLISTS

GEAR UP

CITATION EXCEL PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

1. POSITIVE RATE CLIMB—

GEAR UP

ROTATE
1. AT VR—ROTATE SMOOTHLY AFTER TAKEOFF
TO 10˚ NOSE UP ATTITUDE
1. V2 UNTIL 1,500' AGL OR
CLEAR OF OBSTACLES,
WHICHEVER IS HIGHER
2. ACCELERATE TO V2 + 10 KT
AND RETRACT THE FLAPS

ENGINE FAILURE
1. LOSS OF ENGINE AT
OR ABOVE V1

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BEFORE TAKEOFF

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1. CHECKLIST COMPLETE
2. TAKEOFF BRIEFING

Figure MAP-6. Takeoff Engine Failure at or Above V1

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ENROUTE LIMITATIONS
The AFM chart, “Enroute Net Climb Gradient: Single Engine,” is not an op-
erating limitation of the airplane. However, it allows the pilot to calculate the
maximum enroute altitude that the airplane will maintain on one engine. The
chart depicts the actual or gross gradient of climb reduced by 1.1%.

HOLDING SPEEDS
Based upon approximately 200-220 KIAS depending upon altitude for a
20,000 lb. Citation EXCEL with a 5-knot decrease for each 1,000 lb. of
weight decrease, if the angle-of-attack indicator is used for holding, .38-.40
will provide optimum specific range or miles per gallon of fuel. If fuel is crit-
ical, flying 0.6 on the angle-of-attack indicator will provide best endurance
or maximum flight time per gallon of fuel.

MINIMUM MANEUVERING SPEED

This speed is the minimum speed that will provide an adequate margin above
stall while maneuvering the aircraft. Table MAP-2 lists the factors to be
added to full flap V REF for the Citation Excel minimum maneuvering speeds.

STEEPTable
TURNSMAP-2. MINIMUM MANEUVERING SPEEDS

FLAP CONFIGURATION VREF

CLEAN +25

FLAPS T.O. (7°) +20

FLAPS T.O. AND APPR (15°) VAPP +10

FLAPS LAND (35°) VREF +10

Figure MAP-7 demonstrates a steep turn profile.

PROCEDURE
• AIRSPEED—200 KIAS

• BANK ANGLE— 45°

• MAINTAIN ALTITUDE

• INCREASE THRUST PASSING THROUGH 30° BANK ANGLE

(APPROXIMATELY 50 POUNDS FUEL FLOW OR 3% N).

• PLAN ROLLOUT SO THAT WINGS ARE LEVEL AS THE AIR-

CRAFT REACHES THE DESIRED HEADING.

FOR TRAINING PURPOSES ONLY MAP-15

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EXIT
1. PLAN ROLLOUT SO THAT WINGS
ARE LEVEL AS THE AIRCRAFT
REACHES THE DESIRED HEADING

1. INCREASE THRUST PASSING

THROUGH 30˚ BANK ANGLE
(APPROX. 50 POUNDS FUEL
FLOW OR 3% N1)

ENTRY
1. AIRSPEED—200 KIAS
2. BANK ANGLE—45˚
3. MAINTAIN ALTITUDE

Figure MAP-7. Steep Turns

MAP-16 FOR TRAINING PURPOSES ONLY

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APPROACHES TO STALL
Prior to any planned approaches to stall (Figures MAP-8 through MAP-10),
clear area visually. All recoveries will be made with power and minimum loss
of altitude.

At least one approach to a stall shall be accomplished while in a turn using a

constant bank angle of 15° to 30°.

For Citation EXCEL aircraft, stall warning is normally provided by a stick

shaker attached to the control columns. It is activated by an angle-of-attack
indication of approximately .82 (gear down, full flaps). Additionally, stall strips
on the inboard section of each wing leading edge provide aerodynamic stall
warning during high angles of attack which causes disruption of airflow over
the horizontal stabilizer, resulting in a prestall buffet. Stall recovery should
be initiated at the onset of either indication (AOA warning or aerodynamic
prestall buffet).

Prior to stalls, the following items should be completed. The acronym “ICEY”
will aid in remembering the items:

1. Ignition ................................................................................................. ON

2. Compute ..................V REF (landing configuration) for aircraft weight

3. Engine Synchronizer......................................................................... OFF

4. Yaw damper ........................................................................................ OFF

NOTE:
Limitations: No intentional stalls are permitted above
25,000 feet.

FOR TRAINING PURPOSES ONLY MAP-17

MAP-18

BEGINNING OF MANEUVER RECOVERY COMPLETION OF MANEUVER

1. LEVEL FLIGHT—CLEAN AIRCRAFT 1. ADVANCE POWER TO TAKEOFF DETENTS 1. ACCELERATE TO VREF + 10 KT

2. POWER—IDLE 2. MAINTAIN PITCH ATTITUDE

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FOR TRAINING PURPOSES ONLY

3. MAINTAIN ALTITUDE 3. KEEP WINGS LEVEL

4. TRIM—AS REQUIRED 4. IT MAY BE NECESSARY TO RELAX
PITCH ATTITUDE SLIGHTLY

FlightSafety
AERODYNAMIC BUFFET OR
STICK SHAKER (IF APPLICABLE),
WHICHEVER OCCURS FIRST

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Figure MAP-8. Approach to Stall—Enroute Configuration
 BEGINNING OF MANEUVER RECOVERY COMPLETION OF MANEUVER

1. LEVEL FLIGHT 1. ADVANCE POWER TO TAKEOFF DETENTS 1. ACCELERATE TO VAPP + 10 KT

2. FLAPS—TAKEOFF & APPROACH 2. CHECK FLAPS AT TAKEOFF & APPROACH 2. RETRACT FLAPS

CITATION EXCEL PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

3. ROLL INTO 20˚ BANK 3. MAINTAIN PITCH ATTITUDE

4. SET POWER TO IDLE 4. ROLL WINGS LEVEL *
5. MAINTAIN ALTITUDE
6. TRIM—AS REQUIRED

AERODYNAMIC BUFFET OR
STICKSHAKER (IF APPLICABLE),

FlightSafety
WHICHEVER OCCURS FIRST

* USE RUDDER TO AID IN LEVELING THE WINGS. THESE WILL

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MINIMIZE THE ADVERSE YAW PRODUCED BY DOWN AILERON.
MAP-19

Figure MAP-9. Approach to Stall—Takeoff Configuration

MAP-20

BEGINNING OF MANEUVER RECOVERY COMPLETION OF MANEUVER

CITATION EXCEL PILOT TRAINING MANUAL

1. LEVEL FLIGHT 1. ADD POWER TO TAKEOFF DETENTS 1. MAINTAIN ATTITUDE UNTIL A
FOR TRAINING PURPOSES ONLY

2. GEAR—DOWN 2. MAINTAIN 5˚ - 10˚ NOSE UP PITCH ATTITUDE POSITIVE RATE OF CLIMB IS

3. FLAPS—LAND (35˚) 3. MAINTAIN WINGS LEVEL OBTAINED
4. SET POWER TO 45% - 50% N1 4. CALL FOR FLAPS TO TAKEOFF & APPROACH 2. RETRACT THE GEAR
5. TRIM—AS REQUIRED 3. CLIMB TO DESIRED ALTITUDE
AT VAPP THEN ALLOW AIRSPEED
TO INCREASE TO VAPP + 10 KT
4. RETRACT FLAPS

FlightSafety
AERODYNAMIC BUFFET OR
STICKSHAKER (IF APPLICABLE),
WHICHEVER OCCURS FIRST

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Figure MAP-10. Approach to Stall—Landing Configuration
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CITATION EXCEL PILOT TRAINING MANUAL

UNUSUAL ATTITUDES
GENERAL
An unusual attitude is an aircraft attitude occurring inadvertently. It may re-
sult from one factor or a combination of several factors, such as turbulence,
distraction from cockpit duties, instrument failure, inattention, spatial dis-
orientation, etc. In most instances, these attitudes are mild enough for the pilot
to recover by reestablishing the proper attitude for the desired flight condi-
tion and resuming a normal cross-check.

Techniques of recovery should be compatible with the severity of the unusual

attitude, the characteristics of the airplane and the altitude available for recov-
ery.

The following aerodynamic principles and considerations are applicable to

recovery from unusual attitudes:

• The elimination of a bank in a dive aids in pitch control.

• The use of bank in a climb aids in pitch control.

• Power and speedbrakes, used properly, aid in airspeed control.

RECOVERY PROCEDURES
Attitude Indicator(s) Operative
Normally, an attitude is recognized in one of two ways: an unusual attitude
“picture” on the attitude indicator or unusual performance on the perform-
ance instruments. Regardless of how the attitude is recognized, verify that
an unusual attitude exists by comparing control and performance instrument
indications prior to initiating recovery on the attitude indicator. This precludes
entering an unusual attitude as a result of making control movements to cor-
rect for erroneous instrument indications.

• If diving, adjust power and/or speedbrakes as appropriate, based on

indicated airspeed while rolling to a wings-level, upright attitude, and
correct to level flight on the attitude indicator.

• If climbing, use power as required, and bank to the “nearest” horizon

as necessary to assist in pitch control and to avoid negative G forces.
As the airplane symbol approaches the horizontal bar, adjust pitch,
bank and power to complete the recovery and establish the desired air-
craft attitude.

If there is any doubt as to proper attitude indicator operation, then recovery

should be made using attitude indicator inoperative procedures:

FOR TRAINING PURPOSES ONLY MAP-21

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CITATION EXCEL PILOT TRAINING MANUAL

Attitude Indicator(s) Inoperative

With an inoperative attitude indicator, successful recovery from unusual at-
titudes depends greatly on early recognition of attitude indicator failure. For
example, attitude indicator failure should immediately be suspected if con-
trol pressures are applied for a turn without corresponding attitude indicator
changes. Another example is satisfactory performance instrument indica-
tions that contradict the “picture” on the attitude indicator.

If an unusual attitude is encountered with an inoperative attitude indicator,

the following procedure is recommended:

• Check other attitude indicators for proper operation and recover on

the operative attitude indicator.

• If unable to determine a reliable attitude indicator, use the following

procedures based on indicated airspeed.

Airspeed high and increasing

1. If airspeed is high and increasing, decrease power and extend the
speed brakes to prevent speeds in excess of V MO or M MO .

2. Level the wings based on movement of the heading indicator. Example,

if the heading indicator is turning clockwise, the aircraft is in a left bank,
rotate the yoke clockwise until the heading indicator stops turning.

3. Level the pitch attitude based on the movement of the altimeter /

VVI. If the altitude is decreasing, gently but firmly pull on the yoke
until the altitude is constant and/or the VVI is reading zero. Adjust
yoke pressure to maintain a constant attitude.

4. Once the airspeed has reached a comfortable level, adjust power and
retract the speed brakes to maintain a safe airspeed while using the
heading indicator for bank control and altimeter for pitch control.

Airspeed low and decreasing

1. If the airspeed is low and decreasing, increase power as necessary.

2. Level the pitch attitude based on the altimeter/VVI. If the altitude is

increasing, gently push on the yoke, avoiding any negative Gs, until
the altitude is constant or the VVI is reading zero. Adjust yoke pres-
sure to maintain a constant altitude.

3. Level the wings based on the heading indicator. If the heading indica-
tor is turning counterclockwise, the aircraft is in a right bank, rotate
the yoke counterclockwise until the heading indicator stops turning.

MAP-22 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

NOTE
In a nose high situation, without the use of an atti-
tude indicator, it may be risky to roll the aircraft to
reduce the vertical lift to bring the nose down to a level
attitude. Accurate monitoring of the heading indica-
tor is necessary to ensure the aircraft does not go into
an overbank situation. If the heading indicator is
turning slowly, let the climb rate decrease to zero be-
fore leveling the wings.

FOR TRAINING PURPOSES ONLY MAP-23

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CITATION EXCEL PILOT TRAINING MANUAL

EMERGENCY DESCENT
1. Start maneuver at an altitude of 35,000 to 45,000 feet (Figure MAP-11).

2. The initial entry into the descent begins when the throttles are brought
to idle and the speed brakes are extended. The aircraft will begin a
pitch down movement. Allow the nose to drop to about 15° nosedown
pitch avoiding any negative G forces on the airplane. As the speed ap-
proaches M MO /V MO , adjust nosedown pitch to maintain this speed and
trim to maintain the desired speed.

3. Call out periodic altitude checks during descent.

4. Copilot calls 2,000 feet above level-off altitude; start level-off 1,000
feet above altitude and retract speedbrakes.

MAP-24 FOR TRAINING PURPOSES ONLY

 INITIAL DESCENT LEVEL-OFF

DECISION TO MAKE
EMERGENCY DESCENT

CITATION EXCEL PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

1. CREW OXYGEN MASKS—DON AND

100% *
2. PASSENGER OXYGEN—ON
3. OXYGEN MICROPHONE SWITCHES—
MIC OXY MASK
4. PASSENGER SAFETY SWITCH—ON
DURING DESCENT
1. ATC—NOTIFY
INITIATE DESCENT APPROACHING
2. ATC TRANSPONDER—7700
1. AUTOPILOT—DISCONNECT (IF NECESSARY) DESIRED ALTITUDE
2. THROTTLES—IDLE 3. ALTIMETER SETTING—REQUEST
1. LEVEL OFF—INITIATE 1,000' PRIOR
3. SPEED BRAKES—EXTEND 4. DETERMINE MINIMUM SAFE ALTITUDE
TO DESIRED ALTITUDE
4. ALLOW NOSE TO DROP TO 15˚ 5. PRESSURIZATION—RESET, IF ABLE
2. SPEED BRAKES—RETRACT
AVOIDING NEGATIVE Gs
3. CREW OXYGEN—NORMAL
5. SPEED—VMO/MMO (USE REDUCED
4. DETERMINE WELL BEING
SPEED IF THERE IS STRUCTURAL
DAMAGE

FlightSafety
* NOTE:
IF SMOKE IS PRESENT IN THE COCKPIT,
PUT THE OXYGEN MASKS IN EMER AND

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LEAVE MASKS ON UNTIL SMOKE HAS
MAP-25

BEEN EVACUATED.

Figure MAP-11. Emergency Descent

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CITATION EXCEL PILOT TRAINING MANUAL

APPROACHES AND LANDING PROCEDURES

FLIGHT DECK DISCIPLINE
Good operating practices are essential for precise execution of approach pro-
cedures, whether on instruments or visual. By constantly maintaining an
awareness of the progress along the approach profile, the crew provides for
an orderly transition to the landing runway. Cross-checking must be thorough
and continuous.

Approach planning begins sufficiently in advance of the approach, with a re-

view of the approach charts and attention given to alternative courses of action
(Figure MAP-12).

Flight information redundancy improves the ability to cross-check, which in

turn provides for a continuous validation of one information source against
another. It also decreases the affect of overconcentration on a single instru-
ment display.

The cross-check on final approach is, therefore, enhanced by tuning both pilot’s
navigation aids to the same frequencies.

APPROACH BRIEFING
Prior to completing the Before Landing checklist, a thorough briefing should
be given by the pilot flying. Items to cover should include, but not be limited
to, type of approach and transition, radio frequencies, courses and altitudes,
timing and missed approach procedures along with the standard calls as out-
lined in Figure MAP-2.
Approach profiles are shown in Figures MAP-13 and MAP-14.
The following is an example of a standard approach briefing:

1. This will be the ILS approach to runway 1L at Wichita, chart number

11-1, dated eleven September, 1998.

2. Localizer frequency is 109.1. set in NAV 1 with the inbound course

of 013° set on the HSI. Set 113.8 in NAV 2 with 149° course selected
to identify CHITO. Identify all navigation aids.

3. Start timing at CHITO, using two minutes, three seconds for 140
knots ground speed. After crossing CHITO, set the ILS frequency in
NAV 2 and set your HSI to match mine.

4. Missed approach point will be a decision height of 1514 with 200 set
in the radar altimeter.

5. In the event of a missed approach, I’ll start a climb to 3,600 feet. At

3,000 feet, I will turn left direct to ICT VOR and hold.

6. We will observe all standard callouts. Any questions?

MAP-26 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

FIgure MAP-12. Approach Plate (Typical)

FOR TRAINING PURPOSES ONLY MAP-27

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CITATION EXCEL PILOT TRAINING MANUAL

DOWNWIND ON VECTORS ABEAM FAF OR

OR APPROACHING IAF PROCEDURE TURN OUTBOUND
1. DESCENT CHECK—COMPLETE 1. FLAPS—TAKEOFF & APPROACH
2. AIRSPEED—160 KIAS 2. MINIMUM AIRSPEED—MINIMUM
MANEUVERING SPEED (VAPP + 10 KT)

GLIDESLOPE INTERCEPT (NORMAL)

1. ONE DOT BELOW G/S—GEAR DOWN
2. G/S INTERCEPT—FLAPS LAND (35˚)
3. AIRSPEED—VAPP (MIN)

MISSED APPROACH GLIDESLOPE INTERCEPT (SINGLE ENGINE)

1. REFER TO MISSED APPROACH 1. GEAR DOWN
NORMAL 2. A IRSPEED—VAPP + 10 KT (MIN)
OR
2. REFER TO MISSED APPROACH
SINGLE-ENGINE

RUNWAY IN SIGHT (NORMAL)

1. AIRSPEED—REDUCE TO VREF

RUNWAY IN SIGHT (SINGLE-ENGINE)

1. FLAPS—LAND (35˚)
2. AIRSPEED—REDUCE TO VREF

NOTE:
IN GUSTY WIND CONDITIONS, INCREASE VREF BY 1/2 OF THE
GUST FACTOR IN EXCESS OF 5 KT

Figure MAP-13. ILS Approach—Normal/Single Engine

SCAN TRANSFER
The transfer from instruments to visual flight differs with the approach
being made.

Noncoupled approaches:
• The pilot flying remains on instruments. When reaching DH or MDA
and being advised of continuous visual reference, he progressively ad-
justs his scan to visual flight, announces “I am visual,” and lands.

• The pilot not flying, when approaching DH or MDA, adjusts his scan
pattern to include outside visual clues. When the pilot flying an-
nounces that he is “visual,” the pilot not flying assumes the respon-
sibility for monitoring the instruments and provides continuous advice
of warning flags and deviations from approach tolerances (sink rate,
airspeed, glide slope and localizer) to touchdown.

MAP-28 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

PROCEDURE TURN
OUTBOUND (ABEAM FAF)
1. BEFORE LANDING CHECKLIST—
DOWNWIND ON VECTORS OR INITIATE
APPROACHING THE IAF 2. FLAPS—APPROACH
1. DESCENT CHECKLIST—COMPLETE 3. AIRSPEED (MANEUVERING)—
2. AIRSPEED—160 - 180 KIAS VAPP + 10 KT (MINIMUM)

FIX INBOUND (NORMAL)

1. GEAR—DOWN APPROX. 2 MILES
PRIOR TO FAF **
2. AIRSPEED—VREF + 10 KT
3. BEFORE LANDING CHECKLIST—
COMPLETE
MISSED APPROACH
FIX INBOUND (SINGLE-ENGINE)
1. REFER TO MISSED APPROACH
(NORMAL) 1. GEAR—DOWN **
OR 2. AIRSPEED—VAPP + 10 KT
2. REFER TO MISSED APPROACH 3. BEFORE LANDING CHECKLIST—
SINGLE-ENGINE COMPLETE

MINIMUMS
WHEN LANDING IS ASSURED
(SINGLE-ENGINE)
1. FLAPS—LAND
2. AIRSPEED—REDUCE TO VREF

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.

TURN FINAL AND REDUCE TO VREF WHEN LANDING IS ASSURED.

* NORMAL—ENSURE GEAR IS DOWN AND LOCKED BY FAF AND

FLAPS 35˚ NO LATER THAN FAF.

** SINGLE-ENGINE—VAPP + 10 KT (MIN) WITH FLAPS AT APPROACH

UNTIL LANDING IS ASSURED, THEN FLAPS TO LAND AND
AIRSPEED AT VREF CROSSING THRESHOLD.

Figure MAP-14. Nonprecision—Normal/Single Engine

Coupled approaches:
• The pilot flying adjusts his scan pattern to include outside visual
cues. When reaching DH and having assured himself of continuous
visual reference, he announces, “I am visual” and lands.

• The pilot not flying concentrates on instruments to touchdown, ad-

vising of warning flags and deviation from approach tolerances.

FOR TRAINING PURPOSES ONLY MAP-29

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CITATION EXCEL PILOT TRAINING MANUAL

CIRCLING APPROACHES
A circling approach may follow any authorized instrument approach (Figure
MAP-15). Although the Citation Excel 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 down to the
circling MDA until visual contact with the airport environment is made. With
the airport in sight, the approach becomes a visual reference approach with
a continued cross-check of the flight instruments. Since it is primarily a vi-
sual approach at this point, configuration and speeds will be the same as for
a normal visual approach.

Leaving the final approach fix, minimum maneuvering speed with the flaps
in the “LAND” position and the landing gear down, reduce the power to pro-
vide 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:

• The airport environment is always in sight.

• A safe and controllable airspeed is maintained.

• MDA is maintained until the aircraft is in position to perform a nor-

mal descent to a landing on the landing runway without excessive
maneuvering.

MISSED APPROACH OR GO-AROUND

In the event of a missed approach or a go-around, simultaneously push the
throttle levers to the TO detent, while pressing the go-around button (Figures
MAP-16 and MAP-17). Pressing the go-around button will cancel all modes
set in the flight director and command a 10° nose up pitch attitude. Call for
flaps APPROACH (flaps 15 or flaps 7 if climb gradient is a factor) and press
the heading button on the flight director control panel.

If a GPS approach (or overlay) was programmed into the FMS and the missed
approach procedure is sequenced by use of the go-around button, the pilot
flying may elect to press the NAV button on the flight director instead of the
heading button and follow the missed approach by way of the FMS.

As with the stall recovery procedures, as the engines accelerate, they will tend
to force the nose down. It will be necessary to increase the back pressure on
the yoke to maintain a pitch up attitude. Once a positive rate of climb is es-
tablished, call for gear up and FLC mode on the flight director, which should
be accomplished by the pilot not flying.

Follow the published missed approach procedure or the procedure given by ATC.

If both engines are operating normally, adjust power and pitch as needed, and
climbing safely, maintain a reasonable speed and call for flaps up while ac-
celerating through V APP +10 KIAS minimum.

MAP-30 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

OVER IAF—PROCEDURE
DOWNWIND VECTORS TURN OUTBOUND
OR APPROACHING THE IAF
1. FLAPS—APPROACH
1. APPROACH CHECKLIST—INITIATE 2. AIRSPEED (MIN)—MINIMUM
2. AIRSPEED—160 - 180 KIAS MANEUVERING SPEED

PROCEDURE TURN INBOUND

1. APPROX. 2 MILES PRIOR TO FAF—
MINIMUM DESCENT ALTITUDE GEAR DOWN
2. AT FAF—FLAPS DOWN (NORMAL)
1. AIRPORT ENVIRONMENT IN SIGHT:
—FLAPS APPROACH UNTIL
a. CIRCLE TO LAND
LANDING (SINGLE-ENGINE)
b. SPEED—MINIMUM MANEUVER SPEED
3. AIRSPEED (MIN)—VREF + 10 KT
c. MAX BANK ANGLE—30˚
4. LANDING CHECKLIST—COMPLETE
2. MISSED APPROACH POINT:
a. AIRPORT ENVIRONMENT NOT IN SIGHT
b. MISSED APPROACH

90˚

ON FINAL
1. INSURE LANDING CHECKLIST COMPLETE
2. SPEED—VREF + GUST FACTOR

KE
EP
AIR
PO
RT
EN
VIR
ON
ME
NT
IN
SIG
HT

TURN TO FINAL
1. SPEED—VREF + 10 KT (MIN)
2. MAX BANK ANGLE—30˚

Figure MAP-15. Circling Approach

If only one engine is available, maintain TO thrust and adjust pitch as nec-
essary to maintain V APP while climbing to a safe altitude. Leave the flaps in
the APPROACH position until a safe altitude is achieved and accelerating
through V APP +10 KIAS.

The use of FLC is very beneficial to maintaining the best climb gradient. If
speed on the go-around is well above V APP , adjust the pitch to achieve V APP
and press the Touch Control Steering (TCS) button to sync the command bars
to the displayed airspeed. (or use the pitch trim wheel to adjust FLC to the
desired V APP ).
Some airports may require a minimum missed approach climb gradient. If the
aircraft cannot meet the minimum climb gradient a higher MDA/DH is nor-
mally published. To determine the approach climb gradient refer to the AFM
and LANDING LIMITATIONS.

FOR TRAINING PURPOSES ONLY MAP-31

MAP-32

MAXIMUM THRUST NORMAL CLIMB THRUST

NORMAL CLIMB SPEED

CITATION EXCEL PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

DECISION POINT 1. ACCELERATE TO NORMAL

CLIMB SPEED
SIMULTANEOUSLY: COMFORTABLE ALTITUDE 2. COMPLETE AFTER TAKEOFF/
1. SELECT GO-AROUND CLIMB CHECKLIST
2. APPLY POWER (TO DETENTS) 1. AIRSPEED (MIN)—VAPP +10 KT
3. ROTATE 10˚ NOSE UP (COMMAND BARS) 2. FLAPS—RETRACT
4. CHECK/SET FLAPS TO TAKEOFF & APPROACH
5. SELECT HDG OR NAV ON F/D

POSITIVE RATE
1. GEAR—UP

FlightSafety
"GO-AROUND"

AIRPORT

international
Figure MAP-16. Missed Approach—Normal
 MAXIMUM THRUST MAXIMUM CONTINUOUS

1,500' AGL CLIMBING

DECISION POINT 1. 1,500' AGL (MIN) OR CLEAR OF 1. COMPLETE SINGLE-ENGINE

CITATION EXCEL PILOT TRAINING MANUAL

OBSTACLES, RETRACT FLAPS
FOR TRAINING PURPOSES ONLY

SIMULTANEOUSLY: GO-AROUND CHECKLIST

1. SELECT GO-AROUND 2. ACCELERATE TO VENR 2. COMPLETE AFTER TAKEOFF/
2. APPLY TAKEOFF POWER (TO 3. SET MAXIMUM CONTINUOUS CLIMB CHECKLIST
DETENT) ON GOOD ENGINE CLIMB POWER
3. ROTATE TO COMMAND BARS
(10˚ NOSE UP ATTITUDE) POSITIVE RATE
4. CHECK/SET FLAPS TO
1. GEAR—UP
TAKEOFF AND APPROACH
2. CLIMB AT VAPP UNTIL
5. SELECT HDG OR NAV ON F/D
1,500' AGL OR CLEAR
OF OBSTACLES, THEN
VAPP + 10 KT

1,500' AGL (MIN)

"GO-AROUND"

FlightSafety
AIRPORT

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MAP-33

Figure MAP-17. Missed Approach—Single Engine

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CITATION EXCEL PILOT TRAINING MANUAL

LANDING PROCEDURES
Figure MAP-18 provides a guideline for a typical landing from a visual approach.
The actual touchdown is on the main gear with a slightly nose-high attitude. After
touchdown, extend the speedbrakes, and apply the wheel brakes as necessary.

NOTE
On single-engine approaches, do not lower the flaps
to LAND until the landing is assured.

After touchdown, extend the speedbrakes, ensure the throttles are at idle and
raise the thrust reverser levers to the deploy position after nosewheel con-
tact. When the DEPLOY light illuminates, the thrust reverser levers may be
raised to apply power to the engines. Do not exceed 75% of takeoff thrust with
the thrust reverser levers. Apply wheel brakes as necessary to stop the air-
plane. Ensure the thrust reversers are in idle reverse by 60 KIAS during the
landing roll. When the thrust reversers are no longer needed, return the thrust
reverser levers to the stow position and ensure that all thrust reverser annun-
ciator lights extinguish.

NOTE
Use of thrust reversers is not permitted during touch-
and-go landings.

Due to possible FOD to the engine during taxi, keep

use of the thrust reversers to a minimum.

ADJUSTMENTS TO LANDING DISTANCE

• Antiskid inoperative ..................... Multiply Landing Distance by 1.6

• Reduced flap landing .................... Multiply Landing Distance by 1.4

• Wet runway........................................... Refer to advisory information,

Section VII, in the AFM.

• Icy runway ............................................ Refer to advisory information,

Section VII, in the AFM.

MAP-34 FOR TRAINING PURPOSES ONLY

 FINAL APPROACH **
1. FLAPS—LAND (WHEN LANDING
IS ASSURED—SINGLE-ENGINE)

CITATION EXCEL PILOT TRAINING MANUAL

2. AIRSPEED—VREF (VREF + 10KT—
FOR TRAINING PURPOSES ONLY

SINGLE-ENGINE, REDUCE TO
VREF WHEN LANDING IS ASSURED)

DOWNWIND LEG
(1,500' AGL)
1. AIRSPEED—160 - 180 KIAS
2. FLAPS—TAKEOFF AND
APPROACH
3. AIRSPEED—VAPP + 10 KT

ABEAM TOUCHDOWN
NOTE:
IN GUSTY WIND CONDITIONS, INCREASE VREF BY 1. GEAR—DOWN *
1/2 OF THE GUST FACTOR IN EXCESS OF 5 KT.

IF BEING RADAR-VECTORED TO A VISUAL APPROACH, LOWER THE GEAR

*

FlightSafety
ON BASE LEG, OR NO LATER THAN THREE MILES FROM THE THRESHOLD
ON A STRAIGHT-IN APPROACH. BASE LEG
1. BEGIN DESCENT
TWO ENGINES—VREF (MIN) AFTER FLAPS SET TO LAND.
** 2. AIRSPEED (MIN)—MINIMUM
MANEUVERING SPEED

international
SINGLE-ENGINE—VREF + 10 KT (MIN) AND MAINTAIN
3. BEFORE LANDING CHECKLIST—
MAP-35

FLAPS AT APPROACH UNTIL LANDING IS ASSURED.

COMPLETED

Figure MAP-18. VFR Approach—Normal/Single Engine

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CITATION EXCEL PILOT TRAINING MANUAL

NOTE
Following excerpt from the Citation Excel Operating
Manual: Wheel Fusible Plug Considerations—Brake
application reduces the speed of an airplane by means
of friction between the brake stack components. The
friction generates heat, which increases the temper-
ature of the brake and wheel assembly, resulting in
an increased tire pressure. Each main wheel incor-
porates fuse plugs, which melt at a predetermined tem-
perature, to prevent a possible tire explosion due to
excessively high tire pressure. Flight crews must take
precautions when conducting repetitive traffic cir-
cuits, including multiple landings and/or multiple
rejected takeoffs, to prevent overheating the brakes,
which could melt the fuse plugs and cause loss of all
tire pressure and possible tire and wheel damage.
During such operations, available runway permitting,
minimize brake usage, and consider cooling the
brakes in flight with the landing gear extended.
Maximizing use of reverse thrust and extending speed
brakes will assist in bringing the airplane to a stop.

HYDROPLANING SPEEDS
The formula used to determine the speed at which a tire is likely to hy-
droplane on a wet runway is stated as:
Hydroplane Speed = 7.7 Tire Pressure

From the above formula, the nose gear hydroplane speed is about 88 knots
and the main gear about 113 knots.

LANDING LIMITATIONS
The maximum landing weight is restricted by:

1. Maximum certified landing weight (structural).

2. Maximum landing weight permitted by climb requirements.

3. Maximum landing weight permitted by landing field length.

4. Maximum landing weight permitted by brake energy limits.

For high pressure altitudes and temperatures, the approach climb configura-
tion may be more restrictive and require a lower landing weight than the land-
ing climb configuration. Therefore, the “Maximum Landing Weight Permitted
by Climb Requirements” chart, found in the AFM, depicts the landing weight
as limited by the approach climb (Table MAP-3).

The AFM charts, “LANDING DISTANCE—FEET, Actual Distance,” provides

the horizontal distance necessary to land and come to a complete stop from
a point 50 feet over the runway threshold at V REF (130% of the stall speed in
the landing configuration). At that point, thrust is reduced to idle.

MAP-36 FOR TRAINING PURPOSES ONLY

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Table MAP-3. LANDING LIMITATIONS

APPROACH CLIMB LANDING CLIMB

SPEED: VAPP (1.3S1) VLC (1.3 VSO)
(APPROACH CLIMB SPEED) (LANDING CLIMB SPEED)

THRUST SETTING: TAKEOFF TAKEOFF

(ONE ENGINE) (TWO ENGINE)

FLAP POSITION: TAKEOFF LAND

GEAR POSITION: UP DOWN

REQUIRED CLIMB 2.1% GROSS

GRADIENT 3.2% GROSS

CROSSWIND LANDING
METHOD NO. 1:
The aircraft will be flown down final approach with runway centerline align-
ment maintained with normal drift correction. Approaching the threshold, lower
the upwind wing to maintain no drift and apply opposite rudder to maintain
alignment with runway centerline. Fly the airplane onto the runway. Do not
allow drift to develop. Keep full aileron deflection during the landing roll.

METHOD NO. 2:
The “crab” or wings-level method may be continued until just before touch-
down. Then, with wings level, apply rudder pressure to align the airplane with
the runway centerline at the moment of touchdown. Fly the airplane onto the
runway. Do not allow drift to develop. Keep full aileron deflection during the
landing roll.

FOR TRAINING PURPOSES ONLY MAP-37

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FLAPS INOPERATIVE LANDING

(NOT IN LANDING POSITION)
When planning a reduced flap approach and landing (Figure MAP-19), the
landing weight of the airplane must be considered. An attempt should be
made to reduce this weight if possible, especially if runway length is mar-
ginal, due to the higher approach and landing speeds required for a reduced
flap configuration. Compute the normal V REF and add adjusted speeds.
Program the adjusted V REF for the new reduced flap V REF speed. Fly the final
approach at the adjusted V REF plus 10 knots maximum and reduce to the ad-
justed V REF prior to crossing the threshold.

NOTE
The reduced flap landing distance is 40% longer than
normal.

To preclude excessive float during landing, allow

the airplane to touch down in a slightly flatter atti-
tude than on a normal landing.

NOTE
Reduced Flap Adjusted V REF Speeds:

• FLAPS 15°— V APP

• FLAPS 7°—V REF +10 KIAS

• FLAPS 0° or Unknown—V REF +15 KIAS

PRACTICAL TEST
The Flight Standards Service of the FAA has developed a practical test stan-
dards (PTS) book which is used by all examiners in determining the proficiency
of a pilot. The PTS is divided into two sections, PREFLIGHT PREPARATION
and PREFLIGHT procedures, in-flight maneuvers and postflight procedures.
Within these sections are specific items that must be tested called AREAS OF
OPERATION. Within these areas are the tasks to be performed.

Listed below are the areas required by the PTS and a brief description of each.

PREFLIGHT PREPARATION
Task A— Equipment Examination
An oral examination regarding the systems of the aircraft including normal,
abnormal and emergency operations.

Task B—Performance and Limitations

An evaluation of the performance and limitations of the aircraft using the ap-
propriate manuals and references to determine them.

MAP-38 FOR TRAINING PURPOSES ONLY

 FINAL
1. SET UP A 500 FPM SINK RATE
AIMING FOR END OF RUNWAY
AT A SPEED OF ADJUSTED VREF

CITATION EXCEL PILOT TRAINING MANUAL

2. PLAN TO REDUCE SPEED TO
FOR TRAINING PURPOSES ONLY

ADJUSTED VREF PRIOR TO

CROSSING THE THRESHOLD

DOWNWIND LEG (1,500' AGL)

1. SET BUG TO ADJUSTED VREF FOR A
REDUCED FLAP LANDING *
2. FLY AT THE ADJUSTED VREF +10 KT (MIN)

FlightSafety
* FLAPS 15—VAPP DOWNWIND
FLAPS 7—VREF + 10 KT 1. GEAR—DOWN (ABEAM TOUCHDOWN)
FLAPS 0 OR UNKNOWN—VREF + 15 KT 2. FLAPS INOPERATIVE APPROACH AND TURNING BASE
LANDING CHECKLIST—COMPLETE

international
1. START DESCENT OF 300 - 500 FPM
MAP-39

2. MAXIMUM BANK ANGLE—30˚

Figure MAP-19. Visual Approach and Landing with Flaps Inoperative

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PREFLIGHT PROCEDURES
Task A—Preflight Inspection
A thorough inspection of the aircraft’s interior and exterior looking for pos-
sible defects and corrective action, including manuals. quantities, and sur-
rounding area.

Task B—Powerplant start

Proper procedure for starting and monitoring engines.

Task C—Taxiing
Proper taxi techniques and ground collision avoidance.

Task D—Pretakeoff checks

Determining if the aircraft is safe for flight including proper airspeeds, en-
gine parameters, performance considerations and clearances.

TAKEOFF AND DEPARTURE PHASE

Task A—Normal and Crosswind Takeoff
Performing a normal and crosswind takeoff using proper control movements
and power settings

Task B—Instrument Takeoff

Performing a takeoff into instrument meteorological conditions prior to
reaching 100 feet AGL.

Task C—Powerplant Failure During Takeoff

Performing a takeoff while experiencing an engine failure after V 1 but prior
to V R . Demonstrating proper control movements and directional control.

Task D—Rejected Takeoff

Performing an aborted takeoff after recognition of an engine or system failure.

Task E—Instrument Departure

Perform an instrument departure using appropriate charts or ATC clearances.

IN-FLIGHT MANEUVERS
Task A—Steep Turns
Perform a turn in IMC with a bank angle of 45° in two different directions

Task B—Approaches to Stalls

Perform stalls in the clean, landing and takeoff or approach configurations
in IMC using recommended recovery techniques.

Task C—Powerplant Failure

Demonstrates proper handling techniques during and engine failure, includ-
ing proper shutdown and restart procedures.

MAP-40 FOR TRAINING PURPOSES ONLY

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INSTRUMENT PROCEDURES
Task—A Instrument arrival
Perform an instrument arrival to an aerodrome using appropriate charts or ATC
clearances.

Task B—Holding
Enter a published or assigned holding pattern at appropriate speeds and fol-
low ATC instructions.

Task C—Precision Instrument Approaches

Two precision approaches must be performed. One must be manually flown
with a powerplant failure using raw data or a flight director, at the discretion
of the examiner, and it must be completed to a missed approach or a landing.

Task D—Nonprecision Instrument Approaches

At least two nonprecision instrument approaches, one of which must include
a procedure turn, using two different navaids. One of these approaches must
be flown manually with out receiving radar vectors.

Task E—Circling Approach

Perform a circling approach to a runway from an instrument approach with
no straight in minimums or from an instrument approach to a runway other
than the intended runway of landing.

Task F—Missed Approach

At least two missed approaches must be completed. One must be from a pre-
cision approach, one must be a published missed approach procedure and one
must be with one engine inoperative.

LANDINGS AND APPROACHES TO LANDINGS

Task A—Normal and Crosswind Approaches and
Landings
Perform a normal and crosswind landing using proper control techniques, good
directional control and stabilized airspeed.

Task B—Landing From a Precision Approach

One of the landings required must be from a precision instrument approach.

Task C—Approach and Landing With a Powerplant

Failure
One of the landings must be with an engine failure using proper handling tech-
niques and checklist procedures.

Task D—Landing From a Circling Approach

Perform a landing from a circling approach avoiding excessive bank angles
and rates of descent. Obstacle avoidance, aircraft maneuvering and descent
from MDA are prime considerations.

FOR TRAINING PURPOSES ONLY MAP-41

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Task E—Rejected Landing

Performs a rejected landing from an altitude approximately 50 feet above the
runway threshold, using proper procedures and techniques.

Task F—Landing From a No Flap or a Nonstandard Flap

Approach
Perform a landing without the use of flaps using proper checklist procedures
and airspeed control.

NORMAL AND ABNORMAL PROCEDURES

Demonstrate proper procedures for normal and abnormal system operations.

EMERGENCY PROCEDURES
Demonstrates proper emergency procedures appropriate for aircraft.

POSTFLIGHT PROCEDURES
Demonstrates proper procedures for after landing, taxiing, and ramping of
aircraft following checklist and ATC instructions.

PARKING AND SECURING

Demonstrates proper parking and securing techniques including aircraft
records.

PTS TOLERANCES
The PTS outlines tolerances allowed for each task listed under the area of op-
eration. The tolerances are fairly standard.

Takeoff and Missed Approach

• Headings ±5°

• Airspeeds ±5 knots

• Altitudes ±100 feet

Basic attitude: enroute, steep turns etc.

• Altitude ±100 feet

• Airspeed ±10 knots

• Heading ±10°

• Bank angle ±5°

Stalls
• Announces first indication of stall.

• Recovers with minimum loss of altitude.

MAP-42 FOR TRAINING PURPOSES ONLY

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Precision Approaches
• Needle deviation 1/2 dot

• Airspeed ±5 knots

Nonprecision Approaches
• MDA +50, -0 feet

• 1/2 dot deviation or ±5° from course

Circling
• MDA +100 -0 feet

• Angle of Bank - Maximum of 30°

• Airspeed ±5 knots

Landings
• Touchdown and stop in a safe manner.

FOR TRAINING PURPOSES ONLY MAP-43

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WEIGHT AND BALANCE

CONTENTS
Page
DEFINITIONS.................................................................................. WB-1
GENERAL ........................................................................................ WB-2
Weight...................................................................................... WB-2
Balance .................................................................................... WB-2
Basic Formula.......................................................................... WB-2
Weight Shift Formula .............................................................. WB-2
Weight Addition or Removal................................................... WB-3
FORMS ............................................................................................. WB-3
CESSNA AIRCRAFT COMPANY’S COMPUTERIZED
WEIGHT AND BALANCE ........................................................... WB-23
Operating Instructions........................................................... WB-23

FOR TRAINING PURPOSES ONLY WB-i

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ILLUSTRATIONS
Figure Title Page
WB-1 Airplane Weighing Form ............................................ WB-4
WB-2 Weight and Balance Record ........................................ WB-5
WB-3 Crew and Passengers Compartments Weight and
Moment Tables (Standard Center Club
Seat Arrangement) ...................................................... WB-6
WB-4 Baggage and Cabinet Compartments Standard
Weight and Moment Tables ........................................ WB-7
WB-5 Crew and Passengers Compartments Weight and
Moment Tables (Option 1 Double
Club Seat Arrangement) .............................................. WB-8
WB-6 Baggage and Cabinet Compartments
(Option 1 Weight and Moment Tables ........................ WB-9
WB-7 Crew and Passengers Compartments Weight
and Moment Tables (Option 2 Center Club
Seat Arrangement) .................................................... WB-10
WB-8 Baggage and Cabinet Compartments
(Option 2 Weight and Moment Tables) .................... WB-11
WB-9 Crew and Passengers Compartments
Weight and Moment Tables (Option 3
Double Club Seat Arrangement) .............................. WB-12
WB-10 Baggage and Cabinet Compartments
(Option 3 Weight and Moment Tables) .................... WB-13
WB-11 Crew and Passengers Compartments Weight
and Moment Tables (Option 4 Center Club
Seat Arrangement) .................................................... WB-14
WB-12 Baggage and Cabinet Compartments
(Option 4 Weight and Moment Tables) .................... WB-15
WB-13 Fuel Loading Weight and Moment Table ................ WB-16
WB-14 Center-of-Gravity Limits Envelope Graph
(AB Configuration) .................................................. WB-17
WB-15 Center-of-Gravity Limits Envelope Graph
(AC Configuration) .................................................. WB-18
WB-16 Weight-and-Balance Worksheet ................................ WB-19
WB-17 Weight-and-Balance Computation Form
(Excel AB) ................................................................ WB-20

FOR TRAINING PURPOSES ONLY WB-iii

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WB-18 Weight-and-Balance Computation Form

(Excel AC) ................................................................ WB-21
WB-19 Weight and Balance Sheet ........................................ WB-22
WB-20 AC Configuration Form ............................................ WB-24
WB-21 AB Configuration...................................................... WB-26

WB-iv FOR TRAINING PURPOSES ONLY

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WEIGHT AND BALANCE

DEFINITIONS
Manufacturer’s Empty Weight—Weight of structure, power plants, fur-
nishings, systems, and other items of equipment that are an integral part of a
particular configuration.

Standard Empty Weight—Manufacturer’s empty weight plus standard items.

Standard Items—Equipment and fluids not an integral part of a particular

airplane and not a variation for the same type of airplane. These items may
include, but are not limited to, the following:

• Unusable fuel
• Engine oil
• Toilet fluid
• Serviced fire extinguisher
• All hydraulic fluid
• Trapped fuel
Basic Empty Weight—Standard empty weight plus installed optional
equipment.

Operational Takeoff Weight—Maximum authorized weight for takeoff. It

is subject to airport, operational, and related restrictions. This is the weight
at the start of the takeoff run and must not exceed maximum design takeoff
weight.
Operational Landing Weight—Maximum authorized weight for landing. It
is subject to airport, operational, and related restrictions. It must not exceed
maximum design landing weight.

Useful Load—Difference between maximum design takeoff weight and basic

empty weight. It includes payload, usable fuel, and other usable fluids not
included as operational items.

Usable Fuel—Fuel available for airplane propulsion.

Unusable Fuel—Fuel remaining after a fuel runout test has been completed
in accordance with governmental regulations. It includes draining unusable
fuel plus unusable portion of trapped fuel.

Trapped Fuel—Fuel remaining when the airplane is defueled by normal

means using the procedures and attitudes specified for draining the tanks.

Actual Zero Fuel Weight—Basic empty weight plus payload. It must not ex-
ceed maximum design zero fuel weight.

FOR TRAINING PURPOSES ONLY WB-1

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Payload—Maximum design zero fuel weight minus basic empty weight. This
is the weight available for crew, passenger’s baggage, and cargo.

MAC—Mean Aerodynamic Chord. The chord of an imaginary airfoil having

the same mathematical aerodynamic properties of the actual wing.

GENERAL
WEIGHT
Airplane maximum weights are predicated on structural strength. It is nec-
essary to ensure the airplane is loaded within the various weight restrictions
to maintain structural integrity.

BALANCE
Balance, or the location of the center of gravity (CG), deals with airplane sta-
bility. The horizontal stabilizer must be capable of providing an equalizing
moment to that which is produced by the remainder of the airplane. Since the
amount of lift produced by the horizontal stabilizer is limited, the range of
movement of the CG is restricted so proper airplane stability is maintained.

Stability increases as the CG moves forward. If the CG is located out of

the forward limit, the airplane may become so “stable” the elevator can-
not produce enough downward lift to be rotated at the proper speed or
flared for landing.

With the CG out of the aft CG limit, the stability decreases. Here the hori-
zontal stabilizer may not have enough nose down elevator travel to counter-
act a nose up pitching movement. This could result in an unrecoverable stall
possibly ending in a spin.

BASIC FORMULA
Weight x Arm = Moment

This is the basic formula upon which all weight and balance calculations are based.
Remember the CG (arm) can be found by adapting the formula as follows:
Arm (CG) = Moment Weight

WEIGHT SHIFT FORMULA

The above formula can be utilized to shift weight if the CG is found to be out
of limits. Use of this formula avoids working the entire problem over again
by trial and error.
Shifted weight = Distance CG moved
Total weight Distance weight was moved

WB-2 FOR TRAINING PURPOSES ONLY

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Example: Condiments weighing 100 pounds are moved from the tail compart-
ment to the refreshment center. Weight and balance previously calculated is
as follows:

Weight of aircraft ............................................................ 19,000 pounds

Current CG location ......................................................... 326.16 inches
Weight of condiments........................................................... 100 pounds
Arm of luggage compartment ........................................... 431.0 inches
Arm of refreshment center .............................................. 172.09 inches

Inserting the values into the weight shift formula:

100 Distance CG moved
19,000 = 431.0 - 172.09

Cross multiplying gives the following result:

Distance CG moved = (100) X (431.0 - 172.09) / 19,000

Distance CG moved = 1.36

Since the weight was brought from the luggage compartment to the refreshment
center (weight moved forward, CG moved forward) the new CG would be:

New CG location = 326.16 - 1.36 = 324.8

WEIGHT ADDITION OR REMOVAL

If weight is to be added or removed after the weight and balance has been
computed, a simple formula can be used to figure the new CG.
Weight added (or removed) (X) Distance CG moved
New total weight = Distance between the weight
arm and the old CG arm

If it is desired to find the weight change needed to accomplish a particular

CG change, the formula can be adapted as follows:

Weight addition (or removal) (X) = Distance CG moved

Old total weight Distance between the weight
arm and the new CG arm

FORMS
The Weight and Balance forms are discussed in the following pages. Examples
of the forms are included in Figures WB-1 through WB-21. Forms WB-1
through WB-13 are in the AFM appropriate to the passenger seating and bag-
gage/cabinet configuration of each particular aircraft.

FOR TRAINING PURPOSES ONLY WB-3

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Form WB-1
The airplane weight, CG arm, and moment (divided by 100) are all listed
at the bottom of this form as the airplane is delivered from the factory
(Figure WB-1). Ensure the basic empty weight figures listed are current
and have not been amended.

Figure WB-1. Airplane Weighing Form

WB-4 FOR TRAINING PURPOSES ONLY

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Form WB-2
The Weight and Balance Record amends the Airplane Weighing Form (Figure
WB-2). After delivery, if a service bulletin is applied to the airplane or if equip-
ment is removed or added that would affect the CG or basic empty weight, it
must be recorded on this form in the AFM. The crew must always have ac-
cess to the current airplane basic weight and moment in order to be able to
perform weight and balance computations.

Figure WB-2. Weight and Balance Record

FOR TRAINING PURPOSES ONLY WB-5

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Form WB-3
Moment arms and calculated moments/100 are listed for each individual seat
for the standard center club seat arrangement (Figure WB-3). If an optional
seating configuration is installed in the aircraft, ensure the proper chart for
that configuration is in the AFM.

Figure WB-3. Crew and Passengers Compartments Weight and

Moment Tables (Standard Center Club
Seat Arrangement)

WB-6 FOR TRAINING PURPOSES ONLY

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Form WB-4
This form contains the arms and moments/100 for each compartment of the stan-
dard configuration aircraft (Figure WB-4). The maximum weight listed is the
maximum placarded weight for each compartment. Remember this limit is
structural in nature. It is based on the maximum weight the flooring in that area
can support.

Figure WB-4. Baggage and Cabinet Compartments Standard

Weight and Moment Tables

FOR TRAINING PURPOSES ONLY WB-7

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Form WB-5
Moment arms and calculated moments/100 are listed for each individual seat
for option 1 double club seat arrangement (Figure WB-5).

Figure WB-5. Crew and Passengers Compartments Weight

and Moment Tables (Option 1 Double
Club Seat Arrangement)

WB-8 FOR TRAINING PURPOSES ONLY

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Form WB-6
This form contains the arms and moments/100 for each compartment of
option 1 configuration aircraft (Figure WB-6). The maximum weight listed
is the maximum placarded weight for each compartment. Remember this
limit is structural in nature. It is based on the maximum weight the floor-
ing in that area can support.

Figure WB-6. Baggage and Cabinet Compartments

(Option 1 Weight and Moment Tables)

FOR TRAINING PURPOSES ONLY WB-9

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Form WB-7
Moment arms and calculated moments/100 are listed for each individual seat
for option 2 center club seat arrangement (Figure WB-7).

Figure WB-7. Crew and Passengers Compartments Weight

and Moment Tables (Option 2 Center Club
Seat Arrangement)

WB-10 FOR TRAINING PURPOSES ONLY

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Form WB-8
This form contains the arms and moments/100 for each compartment of op-
tion 2 configuration aircraft (Figure WB-8). The maximum weight listed is
the maximum placarded weight for each compartment. Remember this limit
is structural in nature. It is based on the maximum weight the flooring in that
area can support.

Figure WB-8. Baggage and Cabinet Compartments

(Option 2 Weight and Moment Tables)

FOR TRAINING PURPOSES ONLY WB-11

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Form WB-9
Moment arms and calculated moments/100 are listed for each individual seat
for option 3 double club seat arrangement (Figure WB-9).

Figure WB-9. Crew and Passengers Compartments Weight

and Moment Tables (Option 3 Double Club
Seat Arrangement)

WB-12 FOR TRAINING PURPOSES ONLY

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Form WB-10
This form contains the arms and moments/100 for each compartment of op-
tion 3 configuration aircraft (Figure WB-10). The maximum weight listed is
the maximum placarded weight for each compartment. Remember this limit
is structural in nature. It is based on the maximum weight the flooring in that
area can support.

Figure WB-10. Baggage and Cabinet Compartments

(Option 3 Weight and Moment Tables)

FOR TRAINING PURPOSES ONLY WB-13

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Form WB-11
Moment arms and calculated moments/100 are listed for each individuals eat
for option 4 center club seat arrangement (Figure WB-11).

Figure WB-11. Crew and Passengers Compartments Weight and

Moment Tables (Option 4 Center Club Seat
Arrangement)

WB-14 FOR TRAINING PURPOSES ONLY

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Form WB-12
This form contains the arms and moments/100 for each compartment of op-
tion 4 configuration aircraft (Figure WB-12). The maximum weight listed is
the maximum placarded weight for each compartment. Remember this limit
is structural in nature. It is based on the maximum weight the flooring in that
area can support.

Figure WB-12. Baggage and Cabinet Compartments

(Option 4 Weight and Moment Tables)

FOR TRAINING PURPOSES ONLY WB-15

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Form WB-13
All of the weight and moment tables have arms listed for various locations
except the fuel table. Notice the arm varies depending on the quantity of use-
able fuel (Figure WB-13).

Figure WB-13. Fuel Loading Weight and Moment Table

WB-16 FOR TRAINING PURPOSES ONLY

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Form WB-14 & WB-15 Center-of-Gravity Envelope

After summing all the weights and moments, and calculating the CG for the
flight, it is necessary to determine whether the CG is within allowable lim-
its (CG envelope). Form WB-14 represents configuration AB, aircraft with
rudder bias (Figure WB-14). To plot the location of the CG on the graph, fol-
low the horizontal weight line of the loaded aircraft to the corresponding ver-
tical line for the calculated CG. If the intersection falls in the CG envelope,
the aircraft is loaded within limits.

Figure WB-14. Center-of-Gravity Limits Envelope Graph

(AB Configuration)

FOR TRAINING PURPOSES ONLY WB-17

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Form WB-15 represents configuration AC, aircraft without rudder bias (Figure
WB-15). Notice the envelope does not go as far aft as aircraft with rudder bias.

Figure WB-15. Center-of-Gravity Limits Envelope Graph

(AC Configuration)

WB-18 FOR TRAINING PURPOSES ONLY

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Form WB-16 Weight-and-Balance Worksheet

A step-by-step precess is outlined for determining weight and CG limits by
this form (Figure WB-16). The payload computations are made in the left col-
umn, while the rest of the computations are done in the right column.

Figure WB-16. Weight-and-Balance Worksheet

FOR TRAINING PURPOSES ONLY WB-19

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Form WB-17 and WB-18

After computing the total weight and the CG location, the CG can be plotted
on the back side of the weight and balance computation form. Form WB-17
is for configuration AB aircraft (Figure WB-17) while Form WB-18 is for con-
figuration AC aircraft (Figure WB-18). A simplified formula for weight
movement is located under the CG envelope and limitations are listed on the
bottom of the form.

Figure WB-17. Weight-and-Balance Computation Form (Excel AB)

WB-20 FOR TRAINING PURPOSES ONLY

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Figure WB-18. Weight-and-Balance Computation Form (Excel AC)

FOR TRAINING PURPOSES ONLY WB-21

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Form WB-19 Weight And Balance Sheet

A completed weight and balance form is displayed in Form WB-19 (Figure
WB-19).

Figure WB-19. Weight and Balance Sheet (Standard C.C.)

WB-22 FOR TRAINING PURPOSES ONLY

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CESSNA AIRCRAFT COMPANY’S

COMPUTERIZED WEIGHT AND BALANCE
Included with each new aircraft’s publication package, is a diskette contain-
ing individualized Weight and Balance information that allows the flight
crew to compute weight and balance from a PC. Diskette information is for-
matted in Microsoft Excel.

Forms WB-20 and WB-21 are in a slightly different format than the FSI forms
(WB-16 through WB-19). Notice the CG envelopes are located on the bot-
tom half of each form. Form WB-20 is for aircraft without rudder bias (AC
configuration) (Figure WB-20) and form WB-21 is for aircraft with rudder
bias (AB configuration) (Figure WB-21). Notice the aft limit of the weight
and balance envelope on Form WB-21 is extended approximately 30%. The
diskettes are formatted for each particular aircraft’s configuration.

OPERATING INSTRUCTIONS
After loading the diskette into a PC:

1. Double click to open.

2. Click on “Enable Macros.”

3. A menu chart listing various seating options will appear over the
Weight & Balance Form (Forms WB-20 or WB-21).

• Select appropriate seat option for aircraft (Forms WB-3 thru WB-
12).

• Click, OK. Appropriate Weight and Balance form will display the
aircraft’s Basic Empty Weight and Moment in block 1 (right side)
and the selected seating option.

4. Complete left side of form with appropriate weights. Type in the

weights or use a weight chart by clicking the gray box adjacent to the
arm in the weight column.

5. Payload (subtotal) will automatically calculate as each weight is en-

tered. Concurrently, right side of form will display automatic calcu-
lation of PAYLOAD WEIGHT and MOMENT and ZERO FUEL
WEIGHT and MOMENT in block 3.

6. The Center-of-Gravity envelope on the bottom of the form will con-

tinually plot current CG locations in 200-pound increments.

7. Click on “COMPUTE” box at the top of the form to insert ramp fuel
in block 4, FUEL LOADING.

FOR TRAINING PURPOSES ONLY WB-23

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Figure WB-20. AC Configuration Form

WB-24 FOR TRAINING PURPOSES ONLY

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NOTE
If ZFW CG is out of the envelope a message will ap-
pear to, “please check your inputs and try again.” Fuel
loading cannot be inserted until ZFW CG is adjusted.

8. After ramp fuel weight is inserted, the program will prompt to insert
“fuel reserves,” (included in the ramp fuel weight).

NOTE
If the ramp fuel weight inserted would cause the air-
craft weight to exceed Maximum Ramp Weight in
block 5, fuel loading in block 4 will automatically ad-
just not to exceed 20,200 pounds in block 5.

9. Block 6, LESS FUEL FOR TAXIING, is protected and cannot be

changed, (200 pounds).

10. Block 7, TAKEOFF WEIGHT, will automatically compute after block

4, FUEL LOADING, is inserted.

11. Block 8, LESS FUEL TO DESTINATION, is computed automatically

by subtracting reserve and taxi (200 lbs) fuel from ramp fuel inserted in
block 4.

12. Block 9, LANDING WEIGHT, is automatically calculated by adding

reserve fuel to ZFW (block 3).

13. Completed form will not allow CG out of the envelope (refer to CG
plot on Center-of-Gravity envelope on bottom of form).

14. The form may now be printed if desired.

15. If desired, saving flight crew weights and various cabinet compart-
ment weights (if they remain constant), will essentially save the form
as Basic Operating Weight (BOW). Calculating further trips may
then be computed by inserting only passenger weights, baggage com-
partment weights and fuel.

FOR TRAINING PURPOSES ONLY WB-25

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Figure WB-21. AB Configuration

WB-26 FOR TRAINING PURPOSES ONLY

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PERFORMANCE
CONTENTS
Page
AIRPLANE FLIGHT MANUAL (AFM) PERFORMANCE SPECIFICA-
TIONS.............................................................................................. PER-1
General ................................................................................... PER-1
Standard Performance Conditions.......................................... PER-1
Variable Factors Affecting Performance ................................ PER-3
Definitions .............................................................................. PER-4
FLIGHT PLANNING...................................................................... PER-8
Specifications ......................................................................... PER-8
Takeoff Performance............................................................ PER-10
Climb Performance .............................................................. PER-21
Cruise Performance.............................................................. PER-24
Descent Performance ........................................................... PER-26
Fuel Reserves ....................................................................... PER-27
Holding Fuel ........................................................................ PER-27
Landing Performance........................................................... PER-28
Mission Planning ................................................................. PER-33
SPECIAL PROCEDURES............................................................ PER-37
Short Field Operation .......................................................... PER-37
Adverse Field Conditions .................................................... PER-38
Engine Anti-Ice.................................................................... PER-39
Passenger Comfort............................................................... PER-40
Bird Ingestion Precautions .................................................. PER-41
Turbulent Air Penetration .................................................... PER-41
Cold Weather Operation ...................................................... PER-41
Ground Deice/Anti-Ice Operations...................................... PER-43

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SERVICING.................................................................................. PER-43
Fuel ...................................................................................... PER-43
Oil ........................................................................................ PER-45
Hydraulic ............................................................................. PER-46
Oxygen................................................................................. PER-46
Fire Bottles .......................................................................... PER-46
Landing Gear and Brakes Pneumatic System ..................... PER-46
Tires ..................................................................................... PER-46
Toilet .................................................................................... PER-47
Airplane Cleaning and Care ................................................ PER-47
Deice Boots.......................................................................... PER-47
Engines ................................................................................ PER-49
Interior Care......................................................................... PER-49
Windows and Windshields .................................................. PER-50
Oxygen Masks ..................................................................... PER-50

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TABLES
Table Title Page
PER-1 Decision, Rotation, and Takeoff Safety Speeds ...... PER-10
PER-2 Takeoff Field Length—15° Flaps ............................ PER-11
PER-3 Takeoff Field Length—7° Flaps.............................. PER-16
PER-4 Climb Speeds .......................................................... PER-21
PER-5 Maximum Rate Climb ............................................ PER-22
PER-6 250 Knot/.62 MACH Cruise Climb ........................ PER-23
PER-7 High-Speed Cruise .................................................. PER-24
PER-8 Long-Range Cruise.................................................. PER-25
PER-9 Normal and High-Speed Descent ............................ PER-26
PER-10 Holding Speed and Fuel Flow ................................ PER-27
PER-11 Landing Distance .................................................... PER-28
PER-12 Stall Speed .............................................................. PER-32
PER-13 Wind Correction Factors ........................................ PER-33
PER-14 Flight Time and Fuel Burn For Selected
Distances.................................................................. PER-34
PER-15 Range/Payload Capability ...................................... PER-36

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PERFORMANCE
AIRPLANE FLIGHT MANUAL (AFM) PERFOR-
MANCE SPECIFICATIONS
GENERAL
Certification
The Model 560XL is certified under CFR Part 25, which governs the certifi-
cation of transport category airplanes. Part 25 performance requirements en-
sure specific single-engine climb capability throughout the flight.

Approved Airplane Flight Manual (AFM)

In accordance with Part 25, Airplane Flight Manual (AFM), Section IV,
Performance Section, contains only single-engine takeoff and climb data. All
takeoff data is based upon losing thrust on one engine at the worst possible
moment—near or right at V 1. The AFM contains no enroute cruise informa-
tion, but does contain landing data. This data is based upon the conditions,
factors and assumptions discussed below.

STANDARD PERFORMANCE CONDITIONS

All performance data in the AFM is based on flight test data and accessory
losses.

1. Thrust ratings, including engine installation bleed air and accessory

losses.

2. Full temperature accountability within the operational limits for which

the airplane is certified.

NOTE
Should ambient air temperature or altitude be below
the lowest temperature or altitude shown on the per-
formance charts, use the performance at the lowest
value shown.
Flap Handle Position Flap Deflection
a. Takeoff TO 7°
b. Takeoff TO/APPR 15°
c. Enroute UP 0°
d. Approach TO/APPR 15°
e. Landing LAND 35°

3. All takeoff and landing performance data is based on a paved, dry or

wet runway.

4. The takeoff performance data was obtained using the following

procedures and conditions.

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Single Engine Takeoff—Accelerate Go

a. Power was set static in the TO DETENT and verified to corre-
spond to Figure 4-8, AFM (Takeoff/Go Around Thrust Settings),
and then the brakes were released.

b. The pilot recognized engine failure at V 1 .

c. Positive rotation to +10° was made at V R and pitch was adjusted

to achieve V 2 by 35 feet AGL dry runway.

d. The landing gear was retracted when a positive climb rate was
established.

e. V 2 was maintained from the 35-foot point above the runway to

1,500 feet AGL.

f. The airplane was accelerated to V 2 +10 KIAS at which time the

flaps were retracted and the acceleration continued to V ENR .
Power was reduced to the climb detent and the climb was con-
tinued.

Takeoff—Accelerate Stop
a. Power was set static in the TO DETENT and verified to corre-
spond to Figure 4-8, AFM (Takeoff/Go-Around Thrust Settings),
then brakes were released.

b. The pilot recognized the necessity to stop because of engine fail-

ure or other reasons just prior to V 1 .

c. Maximum pilot braking effort was initiated at V 1 and continued

until the airplane came to a stop.

d. Both throttles were brought to idle immediately after brake ap-

plication.

e. Directional control was maintained through the rudder pedals and

differential braking as required.

f. Antiskid was ON during tests.

g. Speedbrakes were not used.

h. Thrust reversers were not used.

i. Wet runways only, for thrust reverser credit, the thrust reverser
on the operating engine was deployed immediately after the throt-
tle reached idle. Maximum reverse thrust was selected immedi-
ately after thrust reverser deployed and was maintained to 60
KIAS, followed thereafter by idle reverse thrust until the airplane
came to a stop.

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Multiengine Takeoff
a. Power was set static in the TO DETENT and verified to corre-
spond to Figure 4-8, AFM (Takeoff/Go-Around Thrust Settings)
then brakes were released.

b. Positive rotation to +10° was made at V R and pitch adjusted to

achieve V 2 +10 by 35 feet AGL.

c. The landing gear was retracted when a positive climb rate was
established. Flaps were retracted at 400 feet.

5. Landing performance data was obtained using the following

procedures and conditions:

Landing
a. Landing preceded by a steady 3° angle approach down to the 50-
foot height point with airspeed at V REF in the landing configu-
ration (Flaps—LAND, Gear—Extended).

b. Two-engine thrust setting during approach was selected to main-

tain the 3° approach angle at V REF .

c. Idle thrust was established at the 50-foot height point and the throt-
tles remained at that setting until the airplane stopped.

d. A minimal rotation to a landing attitude was accomplished to en-

sure a firm touchdown on the main gear.

e. Maximum wheel braking was applied immediately on nosewheel

contact and continued throughout the landing roll.

f. The antiskid system was ON during all tests.

g. Speedbrakes were not used.

h. Thrust reversers were not used.

VARIABLE FACTORS AFFECTING PERFORMANCE

Details of variables affecting performance are given with tables in the AFM
to which they apply. Assumptions which relate to all performance calcula-
tions, unless otherwise stated, are:

1. Cabin pressurization.
2. Anti-ice OFF.
3. Humidity corrections on thrust have been applied according to appli-
cable regulations.
4. Wind correction information is presented on the charts in the AFM.
They are taken as tower winds, 32.8 feet (10 meters) above runway
surface. Factors have been applied as prescribed in the applicable reg-
ulations. In the tables, negative represents tailwind and positive rep-
resents headwind.

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5. Gradient correction factors can be applied to gradients less than or

equal to 2% downhill or 2% uphill. In the AFM tables, negative rep-
resents downhill gradients and positive represents uphill gradients.

DEFINITIONS
Accelerate-Stop Distance—The distance required to accelerate to V 1 and
abort the takeoff and come to a complete stop with maximum braking applied
at V 1 .

Altitude—All altitudes used in the AFM are pressure altitudes unless

otherwise stated.

Anti-ice Systems—The following systems comprise the anti-ice systems

which affect performance in the AFM:
1. Engine Anti-ice.
2. Wing Anti-ice.
Performance, when referred to ANTI-ICE ON, is based on all systems
being operated at the same time.
The pitot-static and angle-of-attack anti-ice system and horizontal tail
deice do not affect performance.
Calibrated Airspeed (KCAS)—Indicated airspeed (knots) corrected for po-
sition error and assumes zero instrument error.

Cat II—Category II operation. A straight-in ILS approach to the runway of

an airport under Category II ILS instrument approach procedure.

Climb Gradient—The ratio of the change in height during a portion of a climb

to the horizontal distance traversed in the same time interval (gradient = rise
over run).

Deice Systems—The horizontal stabilizer boots are the only deice system.

Demonstrated Crosswind—The demonstrated crosswind velocity of 24 knots

(measured at 10 meters above runway surface) is the velocity of the crosswind
component for which adequate control of the airplane during takeoff and land-
ing was actually demonstrated during certification tests. This is not limiting.

Engine Out Accelerate-Go Distance—The horizontal distance from brake

release to the point at which the airplane attains a height of 35 feet above the
runway surface “dry” or 15 feet “wet” (reference zero), on a takeoff during
which an engine is recognized to have failed at V 1 and the takeoff continued.
Gross Climb Gradient—The climb gradient that the airplane can actually
achieve with ideal ambient conditions (smooth air).

Indicated Airspeed (KIAS)—Airspeed indicator reading (knots). Zero in-

strument error is assumed.

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Indicated Mach Number—The displayed Mach number value includes po-

sition error.

ISA—International Standard Atmosphere; +15°C SL (standard), subtract 2°

per thousand feet altitude increase.

Landing Distance—The distance from a point 50 feet above the runway sur-
face to the point at which the airplane comes to a full stop on the runway.

Landing Field Length—Landing distance adjusted for operational factors.

Mach Number—The ratio of true airspeed to the speed of sound.

Net Climb Gradient—The gross climb gradient reduced by 0.8% during the
takeoff phase and 1.1% during enroute. This conservatism is required by spe-
cial clearance determinations to account for variables encountered in service.

OAT—Outside Air Temperature or Ambient Air Temperature. The free air static
temperature obtained either from ground meteorological sources or from in-
flight temperature indications, adjusted for instrument error and compress-
ibility effects. Used interchangeably with Temperature (refer to Performance
Tables, AFM).

Position Correction—A correction applied to indicated airspeed or altitude

to eliminate the effect of the location of the static pressure source on the in-
strument reading. No position corrections are required when using perform-
ance section charts in Section IV of the AFM, since all airspeeds and altitudes
in Section IV are presented as “indicated” values, except for stall speeds which
are presented as “calibrated” values.

RAT—Ram Air Temperature. Indicated outside air temperature as read from

the RAT display. This must be corrected for ram air temperature rise to ob-
tain true outside air temperature, (subtract ram air temperature rise from
RAT display to obtain true air temperature).

Reference Zero—The point in the takeoff flight path at which the airplane
is 35 feet (dry runway) or 15 feet (wet runway) above the takeoff surface and
at the end of the takeoff distance required.

Residual Ice—That ice which is not completely removed from the leading
edge stagnation areas of the wing and horizontal stabilizer by the surface anti-
ice/deice systems during operation in icing conditions. Refer to Section III
and IV of the AFM for applicable procedures.

Takeoff Field Length—The takeoff field length given for each combination
of gross weight, ambient temperature, altitude, wind, and runway gradients
is the greatest of the following:

1. 115% of the two-engine horizontal takeoff distance from start (static)

to a height of 35 feet above the runway surface.

2. Accelerate-stop distance, wet or dry runway, as appropriate.

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3. The engine-out accelerate-go distance to 35 feet for dry runways and

15 feet for wet runways.

No specific identification is made on the charts (see AFM) concern-

ing which of these distances governs a specific case.

True Airspeed (KTAS)—The airspeed (knots) of an airplane relative to

undisturbed air.

True Mach Number—The displayed Mach with position error removed.

V 1 —Takeoff Decision Speed. The distance to continue the takeoff to 35 feet

(dry runway) or 15 feet (wet runway) will not exceed the scheduled takeoff
field length if recognition occurred at V 1 (accelerate-go). The distance to bring
the airplane to a full stop (accelerate-stop) will not exceed the scheduled take-
off field length provided that maximum brakes are applied at V 1 .

V 2—Takeoff Safety Speed. The climb speed is the actual speed at 35 feet above
the runway surface as demonstrated in flight during takeoff with one engine
inoperative.

V 35 —Actual speed at 35 feet above the runway surface as demonstrated in

flight during takeoff with both engines operating.

V A —Maximum Maneuvering Speed. The maximum speed at which applica-

tion of full available aerodynamic control will not overstress the airplane. V A
speed is a function of weight versus altitude.

V APP —Landing approach airspeed (1.3 V S1 ) with 15° flap position, landing
gear up.

V ENR —Single-engine enroute climb speed (V YSE ) or best rate-of-climb sin-

gle-engine. The Excel utilizes one reference speed, 160 KIAS at all weights.

V FE —Maximum Flap Extended Speed. The highest speed permissible with

wing flaps in a prescribed extended position.

V LE —Maximum Landing Gear Extended Speed. The maximum speed at

which an airplane can be safely flown with the landing gear extended.

V LO —(Extension). Maximum Landing Gear Extension Speed. The maxi-

mum speed at which the landing gear can be safely extended.

V LO—(Retraction). Maximum Landing Gear Retracting Speed. The maximum

speed at which the landing gear can be safely retracted.

V MCA —Minimum airspeed in the air in the takeoff configuration at which

directional control can be maintained when one engine is suddenly made in-
operative. V MCA is a function of engine thrust which varies with altitude and
temperature. The V MCA of 90 KIAS was determined at maximum takeoff
thrust and maximum takeoff weight.

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V MCG —Minimum speed on the ground in the takeoff configuration at which

directional control can be maintained when one engine is suddenly made in-
operative, using only aerodynamic controls. V MCG is a function of both air-
plane weight and engine thrust which varies with altitude and temperature.
AC configuration airplanes, V MCG is 98 KIAS and was determined for max-
imum takeoff thrust. AB configuration airplanes, V MCG is 81 KIAS and was
determined for maximum takeoff thrust and the rudder bias system operational.

V MCL —Minimum airspeed in the air, in the landing configuration, at which

directional control can be maintained, when one engine is suddenly made in-
operative. V MCL is a function of engine thrust which varies with altitude and
temperature. V MCL of 92 KIAS was determined at maximum takeoff thrust
and maximum landing weight.

V MO/MMO —Maximum Operating Limit Speed.

V R —The speed at which rotation is initiated during takeoff to attain V 2 climb

speed at or before a height of 35 feet above the runway surface has been reached.

V REF —The airspeed equal to the landing 50-foot point speed (1.3 V SO ) with
full flaps and landing gear extended.

V SB —Maximum operating speed with speedbrakes in the extended position.

V SO —The stalling speed or the minimum steady flight speed in the landing
configuration.

V S1—The stalling speed or the minimum steady flight speed obtained in a spec-
ified configuration.

Visible Moisture—Visible moisture includes but is not limited to, the fol-
lowing conditions: fog with visibility less than one mile, wet snow and rain.

Wet Runway—A runway is considered wet when there is sufficient moisture

on the surface to appear reflective, but without significant areas of standing
water.

Wind—The wind velocities recorded as variables on the charts in the AFM

are to be understood as the headwind or tailwind components of the actual
winds at 32.8 feet (10 meters) above the runway surface (tower winds).

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FLIGHT PLANNING
This Flight Planning guide is for the purpose of providing specific informa-
tion for evaluating the performance of the Cessna Citation Excel (Model
560XL).

This guide is developed from Flight Manual and Operating Manual data.
This document is not intended to be used in lieu of the FAA approved Airplane
Flight Manual (AFM) or Operating Manual. The data included herein does
not constitute an offer and is subject to change without notice.
SPECIFICATIONS

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TAKEOFF PERFORMANCE
Table PER-1 shows decision, rotation and takeoff speeds for aircraft with rud-
der bias system installed.

FAR Part 25 takeoff field lengths are shown in Tables PER-2 and PER-3. Part
25 defines takeoff distance as the greater of accelerate-stop, accelerate-go with
one engine inoperative, or 115% of the all engine takeoff distance to a point
35 feet above the runway. These factors are reflected in the takeoff distances
presented.

Second segment climb limitations are presented at the bottom of each take-
off chart for reference. Second segment climb refers to the ability of the air-
craft to meet certain climb rates after takeoff with one engine inoperative.
Second segment climb limitations are a function of temperature, elevation and
aircraft weight.

Two flap settings are shown for the aircraft: 15° and 7°. A flap setting of 15°
is preferred to minimize runway length and runway speeds. In those situa-
tions where second segment climb requirements are two limiting for 15° of
flaps, a 7° flap setting is available. A 7° flap setting requires greater runway
length but provides greater second segment climb capability.

A paved, level, dry runway with zero wind is assumed. Runway lengths shown
are based on the aircraft’s anti-ice system being off.

Table PER-1. DECISION, ROTATION AND TAKEOFF SAFETY

SPEEDS

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Table PER-2. TAKEOFF FIELD LENGTH—15° FLAPS*

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Table PER-2. TAKEOFF FIELD LENGTH—15° FLAPS* (Cont)

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Table PER-2. TAKEOFF FIELD LENGTH—15° FLAPS* (Cont)

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Table PER-2. TAKEOFF FIELD LENGTH—15° FLAPS* (Cont)

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Table PER-2. TAKEOFF FIELD LENGTH—15° FLAPS* (Cont)

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Table PER-3. TAKEOFF FIELD LENGTH—7° FLAPS*

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Table PER-3. TAKEOFF FIELD LENGTH—7° FLAPS* (Cont)

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Table PER-3. TAKEOFF FIELD LENGTH—7° FLAPS* (Cont)

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Table PER-3. TAKEOFF FIELD LENGTH—7° FLAPS* (Cont)

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Table PER-3. TAKEOFF FIELD LENGTH—7° FLAPS* (Cont)

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CLIMB PERFORMANCE
Two climb schedules are shown on the following pages: Maximum Rate
Climb and Cruise Climb.

Table PER-4 shows the indicated airspeeds at various altitudes for the vari-
ous climb schedules.

The Maximum Rate Climb schedule results in the minimal amount of time to
reach a selected altitude (Table PER-5).

The Cruise Climb schedule provides a balance between forward speed and
rate of climb (Table PER-6).

Each climb schedule is based on the climb starting at sea level. Weights rep-
resent the weight of the aircraft at the start of the climb.

Table PER-4. CLIMB SPEEDS

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Table PER-5. MAXIMUM RATE CLIMB

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Table PER-6. 250 KNOT/.62 MACH CRUISE CLIMB

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CRUISE PERFORMANCE
The High-Speed Cruise schedule is shown in Table PER-7.

Table PER-7. HIGH-SPEED CRUISE

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CRUISE PERFORMANCE
The Long-Range Cruise schedule is shown in Table PER-8.

Table PER-8. LONG-RANGE CRUISE

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DESCENT PERFORMANCE
The Normal and High-Speed Descent schedule is shown in Table PER-9. The
time distance and fuel used from a given altitude is based on descending to
sea level.

Table PER-9. NORMAL AND HIGH-SPEED DESCENT

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FUEL RESERVES

HOLDING FUEL
The Holding Speed and Fuel Flow schedule is shown in Table PER-10.

Table PER-10. HOLDING SPEED AND FUEL FLOW

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LANDING PERFORMANCE
Landing Distance schedules are shown in Table PER-11.

Stall Speed is shown in Table PER-12.

Table PER-11. LANDING DISTANCE

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Table PER-11. LANDING DISTANCE (Cont)

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Table PER-11. LANDING DISTANCE (Cont)

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Table PER-11. LANDING DISTANCE (Cont)

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Table PER-11. LANDING DISTANCE (Cont)

Table PER-12. STALL SPEED

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MISSION PLANNING
Criteria
Wind correction factors are shown in Table PER-13. The factors are calcu-
lated as KTAS divided by the sum of KTAS ± wind component.

The mission planning table (Table PER-14) provides flight time and fuel
burn statistics for selected distances and altitudes.

Flight time represents the time for the climb, cruise and descent portion of
the mission. No allowance has been added for taxi, takeoff or approach. Fuel
burn represents the total amount of fuel consumed for taxi, climb, cruise, and
descent. There is a taxi allowance of 125 pounds of fuel included in all fuel
burn figures. IFR fuel reserves are considered in each case, but are not in-
cluded in the fuel burn figure.

The mission planning table reflects a climb using the cruise climb schedule
of 250 knots/.62 Mach, cruise at high speed cruise and descent using the high
speed descent schedule. Standard day conditions are assumed with zero wind
enroute. The effects of wind can be determined from the wind correction fac-
tors table below. Apply the wind correction factor to the zero wind flight time
and fuel burn to estimate the impact of wind.

Range and payload capability is shown in Table PER-15.

Typical cruise altitudes for various distances are:

Table PER-13. WIND CORRECTION FACTORS*

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Table PER-14. FLIGHT TIME AND FUEL BURN FOR SELECTED

DISTANCES

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Table PER-14. FLIGHT TIME AND FUEL BURN FOR SELECTED

DISTANCES (Cont)

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Table PER-15. RANGE/PAYLOAD CAPABILITY

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SPECIAL PROCEDURES
SHORT FIELD OPERATION
For takeoff, taxi into position as close to the approach end as possible and
apply takeoff thrust while holding the brakes. Airplane Flight Manual take-
off field length data assumes a static run-up and use of all available runway.
When specified thrust is set, release the brakes. Rotate smoothly right at V R
as a delay will result in degradation of takeoff performance. Retract the gear
when positively climbing and climb at V 2 (V 2 + 10 KIAS multiengine) with
T.O. (7°) or T.O. & APPR. (15°) flaps until clear of any obstacles.

Landing field length data in the FAA approved Airplane Flight Manual as-
sumes a steady 3° approach angle and a threshold crossing speed of V REF at
an altitude of 50 feet, with thrust reduced to idle at that point. In practice, it
is suggested that for minimum field operations the threshold be crossed at a
comfortable obstacle clearance altitude allowing some deceleration to take
place approaching the runway. Touchdown should occur with maximum avail-
able runway remaining at minimum safe speed.

The energy to be dissipated during rollout is directly related to airplane

weight and velocity at touchdown. Although weight is normally dictated by
cabin loading and reserves required, flight planning into short fields should
include avoiding carrying excess weight in stored fuel. This consideration of-
fers the side benefit of improved enroute performance. Velocity is something
that can be controlled in nearly every case. Precise speed control is impor-
tant in the short field environment. A 1% increase in speed will require ap-
proximately 2% more rollout distance. Excessive speed and late throttle
reduction will also increase “float” prior to touchdown.

In general, short field landings are accomplished the same as normal land-
ings except for heavier braking and closer attention to touchdown point and
speed. A stabilized approach at V REF provides the best possible starting point
because any corrections necessary will be small. Establish a glide angle that
will safely clear any obstacles and result in touchdown as comfortably close
to the approach end as feasible.

Avoid a very flat approach as they generally result in excessive power being
required in close and the vertical gust protection margin is reduced. At ap-
proximately 50 feet AGL, power reduction is normally begun to cross the thresh-
old at a speed not in excess of V REF . Check the throttles at idle and avoid an
excessive flare that may cause the airplane to float. Deceleration will take
place much more rapidly on the runway than it will airborne.

If thrust reversers are not used, extend the speed brakes while lowering the
nose and commence braking with steady maximum pressure. Once braking
has begun, back pressure on the yoke will create elevator drag without affect-
ing weight on the gear provided the nosewheel is not lifted off the runway.

For landings utilizing thrust reversers, after touchdown on the mains, lower
the nose, extend speed brakes, and deploy the thrust reversers. Forward pres-
sure on the yoke should be applied during reverser deployment. Check illu-
mination of the ARM, UNLOCK and DEPLOY lights. Once the thrust reversers

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are deployed, apply maximum reverse thrust power. Once braking has begun
and maximum reverse power is reached, back pressure on the yoke will pro-
vide additional weight on the main gear provided the nose is not raised. At
60 KIAS return the thrust reverser levers to the idle reverse detent position.
Leave the thrust reversers deployed for aerodynamic drag and idle reverse
power.

ADVERSE FIELD CONDITIONS

The Airplane Flight Manual presents takeoff field length data for dry, wet,
and hard surface runways. The AFM landing data assumes a dry, hard surface
runway. Precipitation-covered runway conditions will degrade braking effec-
tiveness and will require significantly greater actual takeoff and landing field
lengths.

Considerations for landing on a precipitation-covered runway are similar to

those for short field operations where speed is minimized and maximum roll-
out distance is made available. Runway composition, condition and con-
struction, the amount of precipitation and the depth of main landing gear tire
tread remaining affect the magnitude of braking degradation, so it is impos-
sible to apply a fixed factor to cover all conditions. Again, maximizing roll-
out runway available and touching down at minimum safe speed will provide
the greatest possible margin.

Use of the thrust reversers on precipitation-covered runways is the same as

that for a landing on a normal or dry runway. Cockpit visibility is not ham-
pered by blowing rain, snow, or ice thrown forward by the thrust reversers
except at low speed with idle reverse. Single-engine reversing during cross-
wind landings on precipitation-covered runways should be used with discre-
tion.

Precipitation-covered and icy runways present particular hazards which must be

understood in order to achieve effective braking. Under normal braking condi-
tions the antiskid system is very effective in preventing skids and in producing
minimum stopping distances, with the pilot applying and maintaining steady max-
imum pressure. However, on a precipitation- or ice-covered runway, the phenom-
enon of dynamic hydroplaning may greatly reduce the antiskid effectiveness,
because the wheels either do not spin up equally or do not spin up to the antiskid
threshold speed. It is important to maintain properly inflated tires with good tread
depth, and because groundspeed is critical, to avoid tailwinds when operating
in these conditions. When braking on precipitation-covered runways, ensure the
wheels are down and tracking prior to applying brakes. This will give the wheels
time to spin up. Ensure maximum weight is on the wheels, i.e., deploy speed brakes
and retract flaps. If runway permits, utilize maximum aerodynamic braking and
thrust reversers to slow the airplane prior to braking. When braking is commenced,
gradually apply steady pressure until antiskid cycling begins. As long as the an-
tiskid is cycling, maintain the pressure. If long antiskid pressure dumps occur
due to hydroplaning, release the brakes to allow the wheels to spin up again and
then gradually reapply pressure until antiskid cycling resumes.

After landing on ice or slush, a complete check of the airplane, including over-
board vents and controls surfaces, should be conducted.

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ENGINE ANTI-ICE
The importance of proper system use cannot be overemphasized as serious
engine damage can result from ice ingestion. Its function is preventative in
nature and flight into visible moisture, with an outside air temperature below
+10°C indicated RAT should be anticipated, so the system is on and operat-
ing when icing conditions are encountered. Turning it on, after ice has accu-
mulated, could result in ice from the inlet being freed and ingested by the engine.

Bleed air anti-icing of the engine inlet alone is available at idle power and
above; however, approximately 70 % N 2 rpm is required to maintain the ENG
ANTI-ICE annunciator extinguished when operated in conjunction with
WING ANTI-ICE. In descent, it should be turned on well before entering an
icing environment to ensure sufficient time is available for all system param-
eters to be met.

Engine icing may occur before ice formation is observed on the wings, there-
fore, surface icing should not be used to verify possible engine icing. The EN-
GINE ANTI-ICE system must be operated any time the airplane is operated
in visible moisture below +10°C indicated ram air temperature (RAT) or
when airframe icing is occurring. Refer to Section II of the Airplane Operating
Manual and/or Chapter 10 of the FSI Pilot Training Manual (PTM), Vol. 2,
for an explanation of the ice protection systems.

NOTE
If ambient temperature is approximately 15°C or
warmer, the ENG ANTI-ICE L/R annunciators may
not illuminate when anti-ice is selected ON. To en-
sure that bleed air is flowing to the engine inlet, the
crew should observe a momentary small decrease in
N 2 when ENGINE ON is selected.

During sustained ground operations in freezing pre-

cipitation the engines should be operated for 15 sec-
onds out of every 4 minutes at 60% N 2 or above to
preclude ice forming on engine probes or internal
components.

CAUTION

During sustained ground operations in freezing con-

ditions, if the engines are operated at idle, ice may
form on engine probes and internal components. This
may cause engine vibration and erroneous RAT in-
dications. By increasing the engine speed to 60% N 2
or higher, the engine vibration will be eliminated
and the RAT indication will read correctly. The pilot
should accomplish this procedure prior to reading
RAT to compute takeoff N 1 settings.

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PASSENGER COMFORT
Passenger comfort can be broadly delineated into two categories of environ-
mental/pressurization and pilot technique. Some pointers are as follows:

• When parked in daylight in hot weather, it is suggested the cabin win-

dow shades be closed to reduce solar heat transfer. An optional exte-
rior windshield cover performs the same function for the cockpit,
and is very effective.

• The interior temperature can be controlled on the ground by use of

the vapor-cycle air conditioning (operating from generator or GPU
power) and/or air-cycle machine. In flight, the vapor-cycle air-con-
ditioning system can be used up to 18,000 feet to augment ACM cool-
ing capabilities (if installed). Refer to Section II of the Airplane
Operating Manual, Environmental and Temperature Control and/or
Chapter 11 of the FSI PTM, Vol. 2, for a complete description and op-
eration of system components.

• To warm the interior, a combination of hot engine bleed air is mixed

with cold air from the air-cycle machine. This temperature can be con-
trolled through a wide range of settings. Refer to Section II of the
Airplane Operating Manual, Environmental and Temperature Control,
and/or Chapter 11 of the FSI PTM, Vol. 2, for a complete description
and operation of the system components.

• Increasing or decreasing engine bleed air extraction can cause a slight

momentary bump in cabin pressure. Always check power stabilized
at idle when changing the PRESS SOURCE SELECT on the ground.

• The abbreviated checklist is designed to enable the cockpit crew to

perform all prestart functions in advance. This permits items such as
the warning test to be completed before cabin crew and passenger board-
ing, and accelerates the ramp departure without compromising safety
or thoroughness.

• Leaving the chocks, brake checks can be done lightly and smoothly.
If heavy braking is required on landing roll, using up elevator to cre-
ate drag also counters the nose down pitching moment, so that decel-
eration feel in the cabin is less abrupt. Do not apply excessive back
pressure, as weight may be lifted from the main wheels, decreasing
braking effectiveness and increasing the possibility of a blown tire.

• Utilizing proper pressurization system procedures, coupled with a thor-

ough understanding of the automatic controller and indicators greatly
simplifies operation. Optimum system performance, in terms of pas-
senger comfort, is best achieved by proper selection of landing field
elevation and by not making power changes simultaneously.

• Although it is not mandatory, use of the yaw damper is recommended

when hand flying the airplane. It reduces pilot rudder input required
and the airplane rides better in rough air. The yaw damper must be off
for takeoff and landing.

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• Power management has an impact on cabin comfort and changes

should be made smoothly and symmetrically. An approximate estimate
of synchronization can be made by observing the rpm gages, and
exact adjustments made audibly or with the engine synchronizer.
Although the higher pitched turbine sound is generally more notice-
able in the cockpit, the lower, fan out-of-synchronization sound is usu-
ally more pronounced in the area of the rear seats.

• Good crew coordination and smooth operation of controls and sys-

tems serves the best interests of safety, economy, and passenger com-
fort.

BIRD INGESTION PRECAUTIONS

Studies have indicated that bird strikes are more likely to occur from the sur-
face to approximately 4,000 feet AGL. As a precaution against engine flame-
out due to bird ingestion, it is recommended that the engine ignitors be ON
when flying at or below 4,000 feet AGL, or anytime the crew has reason to
suspect that the potential for a bird strike exists.

TURBULENT AIR PENETRATION

Flight through severe turbulence should be avoided if possible. The follow-
ing procedures are recommended for flight in severe turbulence.

1. Ignition ................................................................................................. ON

2. Airspeed .............. Approximately 180 KIAS (do not chase airspeed)

3. Maintain a constant attitude without chasing the altitude. Avoid sud-

den large control movements.

4. Operation of autopilot is recommended using basic pitch and lateral

mode only.

COLD WEATHER OPERATION

Operation of the airplane has been demonstrated after prolonged exposure to
ground ambient temperature of -30°C (-22°F). This was the minimum tem-
perature achieved in cold weather testing. The operational procedures in this
section are recommended for operations where prolonged exposure to tem-
peratures below -10°C (+14°F) is anticipated or has occurred.

1. If the aircraft has been cold soaked at temperatures below -10°C

(+14°F) it is recommended the battery and crew oxygen masks be re-
moved and stored at a temperature above -10°C (+14°F). If the bat-
tery has been cold soaked at temperatures below -10°C (+14°F),
battery warmup to at least -10°C (+14°F) is required. This tempera-
ture may be checked with the battery temperature gage. Proper bat-
tery warmup may require extended application of heat to the battery.

2. The use of engine preheat should not be required at temperatures down

to -25°C (-13°F). However, it should be verified after engine start
and before flight there are no visible oil leaks.

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3. The avionics may require warmup after cold soak. This may require
as long as 30 minutes. All avionics must be operating properly before
flight as indicated by the following:

a. RAT indication stable and correct.

b. Standby Flight Display (Meggitt) aligned and indicating correctly.

c. PFDs and MFD including air data displays indicating correctly.

d. FMS CDUs and Radio Management Units (RMUs) indicating

and operating correctly with no visible waviness or distortion.

e. Audio reception is available on all applicable avionics.

4. It is recommended the cockpit be warmed to at least 50°F as indicated

on the cockpit temperature indicator before flight. This can be accom-
plished by taxiing the airplane to a suitable area and increasing power
above idle (approximately 60% N 2) to obtain duct supply temperatures
of approximately 200°F.

Engine preheating is best accomplished by installing the engine covers and

directing hot air through the oil filler access door. A heater hose can be placed
in the tail cone with the door propped as far closed as possible to minimize
heat loss. With sufficient hose length, the cabin and cockpit area can be
warmed through the pilot’s side window.

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

If a start is attempted and the starter will not motor to 8% N 2 minimum, ter-
minate the start sequence. Advancing the throttle to idle below 8% N 2 can be
damaging to the engine and battery. Battery voltage below 11 volts after the
start button is pressed indicates a potential for an unsuccessful start.

Do not set the parking brake if the anticipated cold soak temperature is -15°C
(5°F) or below.

Maximum heat from the air-conditioning system is obtained with the right
engine operating and the PRESS SOURCE SELECT in NORM. Switching the
temperature control selector to MANUAL, and selecting MANUAL HOT for
10 seconds, ensures the temperature mixing valve is in the full hot position.
Turning on the CKPT RECIRC fan to HI will increase air circulation in the
cockpit. Operating the right engine above idle rpm increases temperature and
airflow.

Utilizing APU bleed air, if equipped, will heat the interior much quicker than
engine bleed on the ground.

Because the airplane utilizes two separate controls for the cockpit and the cabin,
comfortable temperature ranges can be obtained at both locations. Separate
zone sensors for both the cockpit and cabin ensure accurate readings through-
out the comfort range.

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Use of MANUAL mode of the AUTO TEMP SELECT should be restricted to

below 31,000 feet altitude in order to prevent possible overheating of the air
cycle machine, which would result in automatic actuation of the emergency
pressurization system.

Operating in extremely cold temperatures reduces the solubility and super cools
any water particles in the fuel, increasing the possibility of fuel system icing.
The five tank, and one fuel filter drains under each wing should be drained
frequently and thoroughly. It is possible for water to settle in the sump and
freeze, blocking the drain, in which case heat should be applied until fuel flows
freely. Maintain heat after flow begins to ensure all particles have melted and
collect the drainage in a clear, clean container to inspect for water globules.

GROUND DEICE/ANTI-ICE OPERATIONS

Ground deicing/anti-icing procedures are contained in the Airplane Operating
Manual, Section IV, OPERATING INFORMATION, or the Airplane Flight
Manual (AFM), Section VII, ADVISORY INFORMATION.

SERVICING
FUEL
A variety of fuels can be used in the airplane. Commercial kerosene Jet-A,
Jet A-1, JET-B, JET-3, JP-4, JP-5 and JP-8 are approved fuels.

Ethylene glycol monomethyl ether (EGME) and diethylene glycol monomethyl

ether (DIEGME) are approved for use but are not required.

Procedure For Adding Ethylene Glycol Monomethyl

Ether (EGME) Fuel Additive
Use the following procedure to blend anti-icing additive as the airplane is being
refueled through the wing filler caps:

1. Attach MIL-I-27686 additive to refuel nozzle, making sure blender

tube discharges in the refueling stream.

2. Start refueling while simultaneously fully depressing and slipping ring

over trigger of blender.

WARNING

Anti-icing additives containing ethylene glycol

monomethyl ether (EGME) are harmful if inhaled,
swallowed, or absorbed through the skin, and will
cause eye irritation. Also, it is combustible. Before
using this material, refer to all safety information on
the container.

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CAUTION

Assure the additive is directed into the flowing fuel

stream and the additive flow is started after the fuel
flow starts and is stopped before fuel flow stops. Do
not allow concentrated additive to contact coated in-
terior of fuel tank or airplane painted surface.

Use not less than 20 fluid ounces of additive per 156

gallons of fuel or more than 20 fluid ounces of addi-
tive per 104 gallons of fuel.

Procedure For Adding DIethylene Glycol Monomethyl

Ether (DIEGME) Fuel Additive
NOTE
Service experience has shown that DIEGME has pro-
vided acceptable protection from bacterial growth in
fuel systems.

Use the following procedure to blend anti-icing additive as the airplane is being
refueled through the wing filler caps:

1. Attach MIL-I-85470 additive to refuel nozzle, making sure blender

tube discharges in the refueling stream.

2. Start refueling while simultaneously fully depressing and slipping ring

over trigger of blender.

CAUTION

Diethylene glycol monomethyl ether (DIEGME) is

slightly toxic if swallowed and may cause eye red-
ness, swelling and irritation. Also, it is combustible.
Before using this material, refer to all safety infor-
mation on the container. Assure the additive is directed
into the flowing fuel stream with the additive flow
started after the fuel flow starts and stopped before
fuel flow stops. Do not allow concentrated additive
to contact coated interior of fuel tank or airplane
painted surface.

Use not less than 20 fluid ounces of additive per 156

gallons of fuel or more than 20 fluid ounces of addi-
tive per 104 gallons of fuel.

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Procedure For Checking Fuel AdditiveS

1. Prolonged storage of the airplane will result in a water buildup in the
fuel which “leaches out” the additive. An indication of this is when
an excessive amount of water accumulates in the fuel tank sumps. The
concentration can be checked using an anti-icing additive concentra-
tion test kit available from Cessna Aircraft Company, Citation
Marketing Division, Wichita, KS 67277. It is imperative that the in-
structions for the test kit be followed explicitly when checking the ad-
ditive concentration. The concentrations by volume for the
EGME/DIEGME shall be 0.10 percent minimum and 0.15 percent
maximum, either individually or mixed in a common tank. Fuel, when
added to the tank, should have a minimum concentration of 0.10 per-
cent by volume.

OIL
Each engine oil tank has an oil filler neck with cap assembly and sight indi-
cator. Oil is added to each engine directly through the filler neck and quan-
tity is measured at the sight indicator in U.S. quarts. An accurate check of oil
quantity can only be made when the engine is hot, and should be accomplished
10 minutes after engine shutdown.

CAUTION

Persons who handle engine oil are advised to mini-

mize skin contact with used oil, and promptly re-
move any used oil from their skin. A laboratory study,
while not conclusive, found substances which may
cause cancer in humans. Thoroughly wash used oil
off skin as soon as possible with soap and water. Do
not use kerosene, thinners or solvents to remove used
engine oil. If waterless hand cleaner is used, always
apply skin cream after using.

EXXON TURBO OIL 2380, CASTROL 5000, AEROSHELL TURBINE OIL

500, AEROSHELL TURBINE OIL 560, ROYCO TURBINE OIL 500, MOBIL
JET OIL 254 and MOBIL JET OIL II are all approved oils. Normally differ-
ent brands of oil should not be mixed; however, if oil replenishment is required,
and oil of the same brand as tank contents is not available, follow procedures
set forth in Section I of the Operating Manual under APPROVED OILS. The
type of oil used in each airplane is noted in the engine logbook, as well as on
a placard inside the filler access door.

The latest revision of Pratt and Whitney Canada, Inc. Service Bulletin 7001
may also be consulted for approved oils.

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HYDRAULIC
Servicing the main hydraulic reservoir requires equipment capable of deliv-
ering hydraulic fluid under pressure and is normally performed by mainte-
nance personnel. The reservoir should be serviced with one of the approved
fluids: SKYDROL 500A, B, B-4, C, or LD-4; or Hyjet, Hyjet W, III, IV, IVA,
or IVA Plus only.

The hydraulic brake reservoir can be serviced by removing the left nose com-
partment lower liner to allow access to the brake reservoir. The filler plug
can then be removed and the reservoir filled to within one-half inch of the
opening. The brake reservoir should be serviced with one of the approved flu-
ids, SKYDROL 500B or equivalent.

OXYGEN
The oxygen filler valve is located just inside the access door in the right for-
ward avionics compartment, near the aft end of the compartment. Oxygen serv-
icing should be done by maintenance personnel using breathing oxygen
conforming to MIL-O-27210, Type 1. Refer to the cockpit gage while serv-
icing to prevent overfill.

Oxygen pressure will vary with ambient temperature. In very cold ambient
temperatures, the oxygen pressure indication may appear low, but may, in ac-
tuality, be appropriate for the temperature condition.

NOTE
Refer to Chapter 12 of the Airplane Maintenance
Manual, Oxygen Service Requirements, Pressure
Variations Chart.

FIRE BOTTLES
Under-serviced fire bottles must be exchanged by authorized maintenance
facilities.

LANDING GEAR AND BRAKES PNEUMATIC SYSTEM

The emergency gear and brake bottle should be serviced when the pressure
gage reads below 1,800 psi. Maintenance personnel should perform the serv-
icing with high pressure nitrogen and refill the bottle to 2,050 psi. Servicing
is accomplished through a charging valve on the bottle pressure gage.

TIRES
Main gear tire pressures should be maintained at 210 psi and nose tire at 130
psi. Since tire pressure will decrease as the temperature drops, a slight over
inflation can be used to compensate for cold weather. Main tires inflated at
21°C should be overinflated 1.5 psi for each 6°C drop in temperature antic-
ipated at the coldest airport of operation. Nose tires at 21°C should be over-
inflated only 0.5 PSI for each 6°C anticipated drop in temperature.

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Worn tires and underinflated tires both contribute to lowering the speed at
which hydroplaning occurs on precipitation covered runways. Refer to Adverse
Field Conditions in this section for a discussion of hydroplaning.

TOILET
The airplane may be equipped with either a carry out flush toilet or an exter-
nally serviceable flush toilet. Both types require servicing when the liquid
level becomes too low or when the liquid appears to have incorrect chemical
balance. Instructions for servicing the toilets are found in Chapter 12 of the
Airplane Maintenance Manual.

AIRPLANE CLEANING AND CARE

Painted Surfaces
The exterior of a new airplane is painted with a polyurethane two-compo-
nent topcoat which, unlike early coatings, does not require exposure to air
for complete cure to occur. The care required by the finish will not change
as the paint ages.

The finish should be cleaned only by washing with clean water and mild soap,
followed by rinse water and drying with a soft cloth or chamois.

Minimize flying through rain, hail or sleet for a few weeks to protect the new
paint.

To help prevent development of corrosion, particularly filiform corrosion, the

airplane should be spray-washed at least every two or three weeks (especially
in warm, damp, and salty environments) and waxed with a good grade of water
repellent wax to help keep water from accumulating in skin joints and around
countersinks. A heavier coating of wax on the leading edge, on the vertical tail
and on the engine nose cones helps reduce abrasions encountered in these areas.

Polyurethane topcoats are designed with UV inhibitors to slow the degrada-

tion caused by exposure. The inhibitors concentrate near the surface of the
coating during the initial stages of cure. Care must be taken during any buff-
ing, polishing, or power waxing so this surface layer is disturbed only to the
smallest extent necessary. However, with special care, buffing, polishing, and
power waxing is acceptable. Wax products containing silicones should be
avoided as they contribute to buildup of P-static, especially if the surface is
well buffed to produce a shine.

DEICE BOOTS
The deice boots on the horizontal stabilizer leading edges have a special elec-
trically-conductive coating to bleed off static charges which cause radio in-
terference and may perforate the boots. Servicing operations should be done
carefully, to avoid damaging this conductive coating or tearing the boots.

To prolong the life of surface deice boots, they should be washed and serv-
iced on a regular basis. Keep the boots clean and free from oil, grease and
other solvents which cause rubber to swell and deteriorate. Clean the boots
with mild soap and water, then rinse thoroughly with clean water. Outlined
below are the recommended cleaning and servicing procedures.

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CAUTION

Use only the following instructions when clean-

ing boots. Disregard instructions which recom-
mend Petroleum-based liquids (methyl-
ethylketone, nonleaded gasoline, etc.) which can
harm the boot material.

NOTE
Isopropyl alcohol can be used to remove grime which
cannot be removed using soap. If isopropyl alcohol
is used for cleaning, wash area with mild soap and
water, then rinse thoroughly with clean water.

To improve the service life of the boots and to reduce the adhesion of ice, it
is recommended that the deice boots be treated with AGE MASTER No. 1
or ICEX.

AGE MASTER No. 1, used to protect the rubber against deterioration from
ozone, sunlight, weathering, oxidation and pollution, and ICEX, used to help
retard ice adhesion and for keeping deice boots looking new longer, are both
products of, and recommended by, B.F. Goodrich.

The application of both AGE MASTER No. 1 and ICEX should be in accor-
dance with the manufacturer’s recommended directions as outlined on the con-
tainers.

CAUTION

Protect adjacent areas, clothing, and use plastic or rub-

ber gloves during applications, as Age Master No. 1
stains and ICEX contains silicone which makes paint
touchup almost impossible.

Ensure the manufacturer’s warnings and cautions

are adhered to when using Age Master No. 1 and
ICEX.

If a high gloss finish is desired on the deice boots, AKROSEAL coating

(available from Huber Janitorial Supplies, 114 North St. Francis Street,
Wichita, Ks, 67202) may be used in lieu of AGE MASTER NO. 1 and/or ICEX.
Preparation for application of ACROSEAL is the same as required for AGE
MASTER NO. 1 and ICEX. Apply a thin layer of ACROSEAL on the clean
and dry surface of the deice boot with a cloth swab. Let dry thoroughly and
hand buff with a soft cloth.

Small tears and abrasions can be repaired temporarily without removing the
boots and the conductive coating can be renewed.

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ENGINES
The engine compartments should be cleaned using a suitable solvent. Most
efficient cleaning is done using a spray-type cleaner. Before spray cleaning,
ensure protection is afforded for other components which may be adversely
affected by the solvent. Refer to the Airplane Maintenance Manual for proper
lubrication of components after engine cleaning.

INTERIOR CARE
To remove dust and loose dirt from the upholstery, headliner and carpet,
clean the interior regularly with a vacuum cleaner.

Blot any spilled liquid promptly with cleansing tissue or rags. Do not pat the
spot; press the blotting material firmly and hold it for several seconds.
Continue blotting until no more liquid is absorbed. Scrape off sticky materi-
als with a dull knife, then spot clean the area.

Oily spots may be cleaned with household spot removers, used sparingly. Before
using any solvent, read the instructions on the container and test it on an ob-
scure place on the fabric to be cleaned. Never saturate the fabric with a
volatile solvent; it may damage the padding and backing material.

WARNING

Use all cleaning agents in accordance with the man-

ufacturer’s recommendations. The use of toxic or
flammable cleaning agents is discouraged. If these
cleaning agents are used, ensure adequate ventilation
is provided to prevent harm to the user and/or dam-
age to the airplane.

Soiled upholstery and carpet may be cleaned with foam-type detergent, used
according to the manufacturer’s instructions. To minimize wetting the fab-
ric, keep the foam as dry as possible and remove it with a vacuum cleaner.

The plastic trim, instrument panel and control knobs need only be wiped
with a damp cloth. Oil and grease on the control wheel and control knobs can
be removed with a cloth moistened with kerosene. Volatile solvents, such as
mentioned in paragraphs on care of the windshield, must never be used since
they soften and craze the plastic.

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WINDOWS AND WINDSHIELDS

The glass windshields and forward (fixed) cockpit side windows, and the acrylic
aft (openable) cockpit windows, and the cabin windows should be kept clean
at all times. Recommended products and materials for washing and protect-
ing the windows and windshields are listed in Chapter 12 of the Airplane
Maintenance Manual. The acrylic windows should be kept clean and waxed
at all times. To prevent scratches and crazing, wash them carefully with
plenty of soap and water, using the palm of the hand to feel and dislodge dirt
and mud. A soft cloth, chamois or sponge may be used, but only to carry water
to the surface. Rinse thoroughly, then dry with a clean, moist chamois.
Rubbing the surface of the plastic with a dry cloth builds up an electrostatic
charge which attracts dust particles in the air. Wiping with a moist chamois
will remove both the dust and this charge.

Remove oil and grease with a cloth moistened with kerosene. Never use gaso-
line, benzine, acetone, carbon tetrachloride, fire extinguisher fluid, lacquer
thinner or glass cleaner. These materials will soften the acrylic and may
cause it to craze.

After removing dirt and grease, if the surface is not badly scratched, it should
be waxed with a good grade of commercial wax. The wax will fill in minor
scratches and help prevent further scratching. Apply a thin, even coat of wax
and bring it to a high polish by rubbing lightly with a clean, dry soft flannel
cloth. If the surface is badly scratched, refer to the Airplane Maintenance
Manual for approved repairs.

Do not use a canvas cover on the windshield, unless freezing rain or sleet is
anticipated. Canvas covers may scratch the acrylic surface.

OXYGEN MASKS
The crew masks are permanent-type masks which contain a microphone for
radio transmissions. The passenger masks are oro-nasal type which forms
around the mouth and nose area. All masks can be cleaned with alcohol. Do
not allow solution to enter microphone or electrical connections. Apply tal-
cum powder to external surfaces of passenger mask rubber face-piece.

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CREW RESOURCE MANAGEMENT

CONTENTS
Page
CREW RESOURCE MANAGEMENT......................................... CRM-1
CREW CONCEPT BRIEFING GUIDE ....................................... CRM-5
Introduction .......................................................................... CRM-5
Common Terms..................................................................... CRM-5
Pretakeoff Briefing (IFR/VFR) ............................................ CRM-5
Crew Coordination Approach Sequence............................... CRM-6
ALTITUDE CALLOUTS .............................................................. CRM-7
Enroute .................................................................................. CRM-7
Approach-Precision............................................................... CRM-7
Approach-Nonprecision ........................................................ CRM-8
Significant Deviation Callouts.............................................. CRM-8

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ILLUSTRATIONS
Figure Title Page
CRM-1 Situational Awareness in the Cockpit ...................... CRM-1
CRM-2 Command and Leadership ........................................ CRM-1
CRM-3 Communication Process............................................ CRM-2
CRM-4 Decision Making Process.......................................... CRM-2
CRM-5 Crew Performance Standards.................................... CRM-3

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CREW RESOURCE MANAGEMENT

CAPTAIN COPILOT REMEMBER

INDIVIDUAL INDIVIDUAL
S/A S/A 2+2=2

— OR —

2+2=5
GROUP (SYNERGY)
S/A
IT'S UP TO YOU!
CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links in the Error Chain
OPERATIONAL

1. FAILURE TO MEET TARGETS

2. UNDOCUMENTED PROCEDURE
3. DEPARTURE FROM SOP
4. VIOLATING MINIMUMS OR LIMITATIONS
5. NO ONE FLYING AIRPLANE
6. NO ONE LOOKING OUT WINDOW
7. COMMUNICATIONS
HUMAN

8. AMBIGUITY
9. UNRESOLVED DISCREPANCIES
10. PREOCCUPATION OR DISTRACTION
11. CONFUSION OR EMPTY FEELING
12.

Figure CRM-1. Situational Awareness in the Cockpit

LEADERSHIP STYLES
LAISSEZ-
AUTOCRACTIC AUTHORITARIAN DEMOCRATIC
FAIRE
STYLE LEADERSHIP LEADERSHIP
STYLE
(EXTREME) STYLE STYLE
(EXTREME)

PARTICIPATION
LOW HIGH
COMMAND — Designated by Organization
— Cannot be Shared
LEADERSHIP — Shared Among Crewmembers
— Focuses on "What's Right," not "Who's Right"

Figure CRM-2. Command and Leadership

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INTERNAL EXTERNAL INTERNAL

BARRIERS BARRIERS BARRIERS
THINK:
RECEIVE
OPERATIONAL • Solicit and give
NEED SEND GOAL feedback
• Listen carefully
• Focus on behavior,
not people
• Maintain focus on
the goal
• Verify operational
outcome is achieved

FEEDBACK

ADVOCACY: To increase other's S/A INQUIRY: To increase your own S/A

• State Position • Decide What, Whom, How to ask
• Suggest Solutions • Ask Clear, Concise Questions
• Be Persistent and Focused • Relate Concerns Accurately
• Listen Carefully • Draw Conclusions from Valid Information
• Keep an Open Mind
— REMEMBER —
Questions enhance communication flow. Do not give in to the temptation to ask questions
when advocacy is required. Use of advocacy or inquiry should raise a "red flag."

Figure CRM-3. Communication Process

HINTS:
• Identify the problem:
• Communicate it
EVALUATE RECOGNIZE • Achieve agreement
RESULT NEED • Obtain commitment
IDENTIFY
AND
• Consider appropriate SOPs
DEFINE
IMPLEMENT PROBLEM • Think beyond the obvious
RESPONSE alternatives
COLLECT • Make decisions as a result of
FACTS
the process
SELECT A IDENTIFY
RESPONSE ALTERNATIVES • Resist the temptation to make
WEIGH IMPACT
OF ALTERNATIVES an immediate decision and
then support it with facts.

Figure CRM-4. Decision Making Process

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SITUATIONAL AWARENESS
a. Accomplishes appropriate preflight planning.
b. Sets and monitors targets.
c. Stays ahead of the aircraft by preparing for expected or contingency
situations.
d. Monitors weather, aircraft systems, instruments, and ATC communications.
e. Shares relevant information with the rest of the crew.
f. Uses advocacy/inquiry to maintain/regain situational awareness.
g. Recognizes error chain clues and takes actions to break links in the chain.
h. Communicates objectives and gains agreement when appropriate.
i. Uses effective listening techniques to maintain/regain situational awareness.

STRESS
a. Recognizes symptoms of stress in self and others.
b. Maintains composure, calmness, and rational decision making under stress.
c. Adaptable to stressful situations/personalities.
d. Uses stress management techniques to reduce effects of stress.
e. Maintains open, clear lines of communications when under stress.

COMMUNICATION
a. Establishes open environment for interactive communication.
b. Conducts adequate briefings to convey required information.
c. Recognizes and works to overcome barriers to communications.
d. Operational decisions are clearly stated to other crewmembers and
acknowledged.
e. Crewmembers are encouraged to state their own ideas, opinions, and
recommendations.
f. Crewmembers are encouraged to ask questions regarding crew actions.
g. Assignments of blame is avoided. Focuses on WHAT is right, and not WHO is
right.
h. Keeps feedback loop active until operational goal/decision is achieved.
i. Conducts debriefings to correct substandard/inappropriate performance and to
reinforce desired performance.

Figure CRM-5. Crew Performance Standards (1 of 2)

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SYNERGY AND CREW CONCEPT

a. Ensures that group climate is appropriate to operational situation.
b. Coordinates flight crew activities to achieve optimum performance.
c. Uses effective team building techniques.
d. Demonstrates effective leadership and motivation techniques.
e. Uses all available resources.
f. Adapt leadership style to meet operational and human requirements.

WORKLOAD MANAGEMENT
a. Communicates crew duties and receives acknowledgement.
b. Sets priorities for crew activities.
c. Recognizes and reports overloads in self and in others.
d. Eliminates distractions in high workload situations.
e. Maintains receptive attitude during high workload situations.
f. Uses other crewmember.
g. Avoids being a "one man show."

DECISION MAKING
a. Anticipates problems in advance.
b. Uses SOPs in decision making process.
c. Seeks information from all available resources when appropriate.
d. Avoids biasing source of information.
e. Considers and weighs impact of alternatives.
f. Selects appropriate courses of action in a timely manner.
g. Evaluates outcome and adjusts/reprioritizes.
h. Recognizes stress factors when making decisions and adjusts accordingly.
i. Avoids making a decision and then going in search of facts that support it.

ADVANCED/AUTOMATED COCKPITS
a. Follows automation related SOPs.
b. Specifies pilot and copilot duties and responsibilities with regard to
automation.
c. Verbalizes and acknowledges entries and changes in flight operation.
d. Verifies status and programming of automation.
e. Selects appropriate levels of automation.
f. Programs automation well in advance of maneuvers.
g. Recognizes automation failure/invalid output indications.

Figure CRM-5 Crew Performance Standards (2 of 2)

CRM-4 FOR TRAINING PURPOSES ONLY

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CREW CONCEPT BRIEFING GUIDE

INTRODUCTION
Experience has shown that adherence to SOPs helps to enhance individual
and crew cockpit situational awareness and will allow a higher performance
level to be attained. Our objective is for standards to be agreed upon prior to
flight and then adhered to, such that maximum crew performance is achieved.
These procedures are not intended to supersede any individual company SOP,
but rather are examples of good operating practices.

COMMON TERMS
PIC Pilot in Command

Designated by the company for flights requiring more than one pilot.
Responsible for conduct and safety of the flight. Designates pilot
flying and pilot not flying duties.

PF Pilot Flying

Controls the airplane with respect to assigned runway, course, alti-

tude, airspeed, etc., during normal and emergency conditions.
Accomplishes other tasks as directed by the PIC.

PNF Pilot Not Flying

Maintains ATC communications, copies clearances, accomplishes

checklists and other tasks as directed by the PIC.

B Both

PRETAKEOFF BRIEFING (IFR/VFR)

NOTE
The following briefing is to be completed during
item 1 of the Pretakeoff checklist. The PF will accom-
plish the briefing.

1. Review the departure procedure (route and altitude, type of takeoff,

significant terrain features, etc.)

2. Review anything out of the ordinary.

3. Review required callouts, unless standard calls have been agreed

upon, in which case a request for “Standard Callouts” may be used.

4. Review the procedures to be used in case of an emergency.

5. As a final item, ask if there are any questions.

6. State that the pretakeoff briefing is complete.

FOR TRAINING PURPOSES ONLY CRM-5

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CREW COORDINATION APPROACH SEQUENCE

NOTE
The following crew coordination approach sequence
should be completed as early as possible, prior to ini-
tiating an IFR approach. The items are accomplished
during the “APPROACH (IN RANGE)” checklist.

PF—Requests the PNF to obtain destination weather. (Transfer of commu-

nication duties to the PF may facilitate the accomplishment of this task.)

PNF—Advises the PF of current destination weather, approach in use, and

special information pertinent to the destination.

PF—Requests the PNF to perform the approach setup.

PNF—Accomplishes the approach setup and advises of frequency tuned,

identified and course set.

PF — Transfers control of the airplane to the PNF, advising, “You have con-
trol, heading —— , altitude —— ” and special instructions. (Communications
duties should be transferred back to the PNF at this point.)

PNF—Responds, “I have control heading —— , altitude —— .”

PF—Advises, “Approach Briefing.”

PF—At the completion of the approach briefing, the PF advises, “Approach

Briefing Complete.”

PF—Advises, “I have control heading —— , altitude —— .”

PNF—Confirms, “You have control heading —— , altitude —— .”

PF—“Before Landing Checklist.”

PNF—“Before Landing Checklist Complete.”

NOTE
The above sequence should be completed prior to the
FAF. During the above sequence, the terms PF and
PNF have not been reversed during the time that
transfer of control occurs.

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ALTITUDE CALLOUTS
ENROUTE
1,000 Feet Prior to Level Off
CHALLENGE .............................................................................. RESPONSE

PNF—State altitude leaving and assigned level off altitude ............ PF—
“ROGER”

PNF—“200 above/below”............................................. PF—“LEVELING”

APPROACH-PRECISION
CHALLENGE .............................................................................. RESPONSE

At Final Approach Fix

PF—“Final Approach Fix” ............. PNF—“Altitude Checks—No Flags”

At 500 Feet Above Minimums

PF—“500 above minimums” ............ PNF—“Speed_____, Sink ______”

At 100 Feet Above Minimums

PF—“100 feet above minimums” ........... PNF—“I’m Outside, Continue”

At Decision Height
PF—“Minimums” ......................... PNF—“Lights at _____, CONTINUE”

At 100 Feet AGL

PNF—“Runway in sight”.............................. PF—“VISUAL, LANDING”

PNF—“Speed and Rate”

OR

PF—“Minimums” ........................... PNF—“No Contact—GO AROUND”

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APPROACH-NONPRECISION
CHALLENGE .............................................................................. RESPONSE

At Final Approach Fix

PF—“Final Approach Fix” ............. PNF—“Altitude Checks—No Flags”

At 500 Feet Above Minimums

PF—“500 above minimums” ............ PNF—“Speed_____, Sink ______”

At 100 Feet Above Minimums

PF—“100 feet above minimums” ........... PNF—“I’m Outside, Continue”

At Minimum Descent Altitude

PF—“Minimums” ......................... PNF—“Lights at _____, CONTINUE”

At 100 Feet AGL

PNF—“Runway in sight”.............................. PF—“VISUAL, LANDING”

OR

PF—“Missed Approach Point” ..... PNF—“No Contact—GO AROUND”

SIGNIFICANT DEVIATION CALLOUTS

CHALLENGE .............................................................................. RESPONSE

IAS ±10 KIAS

PNF—“V REF ±_____” ............................. PF—“CORRECTING TO____”

Heading ± 10°,—(5° on Approach)

PNF—“Heading _____ degrees left/right .............. PF—“CORRECTING
TO____”

Altitude ±100 Feet Enroute—(±50 Feet on Final Approach)

PNF—“Altitude _____ high/low” ......... PF—“CORRECTING TO____”

CDI Left or Right One Dot

PNF—“Left/right of course _____ dot” ............... PF—“CORRECTING”

RMI Course Left or Right ±5°

PNF—“Left/right of course _____ degrees” ....... PF—“CORRECTING”

Vertical Descent Speed Greater Than 1,000 fpm on Final Approach

PNF—“Sink rate _____” ......................................... PF—“CORRECTING”

Bank in Excess of 30°

PNF—“Bank _____ degrees” ................................. PF—“CORRECTING”

CRM-8 FOR TRAINING PURPOSES ONLY

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SYSTEMS REVIEW

CONTENTS
Page
SQUAT SWITCH INPUTS ............................................................... SR-1
EMERGENCY BUS CONDITION................................................... SR-2
LIGHTING......................................................................................... SR-3
Cockpit Panel Lights ................................................................ SR-3
Cockpit Overhead Lights.......................................................... SR-3
Cabin Lighting.......................................................................... SR-4
Emergency Exit Lights ............................................................. SR-5
Exterior Lights.......................................................................... SR-6
Tailcone Compartment Lights .................................................. SR-6
Pulselite System—Optional...................................................... SR-7
ELECTRICAL SYSTEM................................................................... SR-7
General...................................................................................... SR-7
POWERPLANT............................................................................... SR-14
General ................................................................................... SR-14
Ignition ................................................................................... SR-16
FIRE PROTECTION ....................................................................... SR-16
General ................................................................................... SR-16
Sensing Loops and Control Units .......................................... SR-17
Operation ................................................................................ SR-18
FUEL................................................................................................ SR-19
General ................................................................................... SR-19
HYDRAULICS................................................................................ SR-22
POWER BRAKES AND ANTISKID ............................................. SR-32
EMERGENCY BRAKES ................................................................ SR-32
FLIGHT CONTROLS ..................................................................... SR-34
ICE AND RAIN PROTECTION..................................................... SR-38

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AIR CONDITIONING .................................................................... SR-46

PRESSURIZATION ........................................................................ SR-50
SERVICE AIR ................................................................................. SR-55
OXYGEN......................................................................................... SR-56
AVIONICS ....................................................................................... SR-58
AUXILIARY POWER UNIT .......................................................... SR-70
General ................................................................................... SR-70
Electronic Control Unit (ECU) .............................................. SR-70
Fuel System ............................................................................ SR-70
Oil System .............................................................................. SR-71
Pneumatic System .................................................................. SR-71
Electrical System.................................................................... SR-72
Fire Protection ........................................................................ SR-72
Exterior Preflight.................................................................... SR-73
Operation ................................................................................ SR-73
Limitations.............................................................................. SR-83
APU Operating Limits ........................................................... SR-84
Antenna and Drain Tube ........................................................ SR-84

SR-ii FOR TRAINING PURPOSES ONLY

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ILLUSTRATIONS
Figure Title Page
SR-1 DC Power Distribution ................................................ SR-8
SR-2 Pilot’s Circuit Breaker Panel ........................................ SR-9
SR-3 Copilot’s Circuit-Breaker Panel ................................ SR-10
SR-4 PW545 Cross-Section ................................................ SR-15
SR-5 Engine Fire Extinguishing System ............................ SR-17
SR-6 Engine Fire Detection System.................................... SR-18
SR-7 Fuel System—Normal Operation .............................. SR-20
SR-8 Fuel System—Crossfeed (R to L).............................. SR-21
SR-9 Hydraulic System—Open Center .............................. SR-23
SR-10 Speed Brake System—Normal Operation (Extended) SR-24
SR-11 Gear System—Normal Retraction ............................ SR-26
SR-12 Gear System—Normal Extension .............................. SR-27
SR-13 Gear System—Emergency Extension ........................ SR-28
SR-14 Thrust Reversers—Stowed ........................................ SR-29
SR-15 Thrust Reversers—Deployed .................................... SR-30
SR-16 Power Brake/Antiskid System .................................. SR-33
SR-17 Flight Controls............................................................ SR-35
SR-18 Rudder Bias System .................................................. SR-37
SR-19 Rudder Bias System—Engine Failure ...................... SR-37
SR-20 Pitot-Static System .................................................... SR-38
SR-21 Windshield Anti-Ice System ...................................... SR-39
SR-22 Wing/Engine Anti-Ice System.................................... SR-41
SR-23 Wing Leading Edge Cross Section ............................ SR-43
SR-24 Tail Deice System ...................................................... SR-45
SR-25 Air Conditioning System............................................ SR-47
SR-26 Vapor Cycle Air Conditioning System ...................... SR-49
SR-27 Pressurization System ................................................ SR-51
SR-28 Pressurization Control Panel ...................................... SR-52
SR-29 Auto Schedule Boundary .......................................... SR-53
SR-30 High Altitude Landing Graph .................................... SR-54

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SR-31 High Altitude Departure Graph.................................. SR-54

SR-32 Service Air System .................................................... SR-55
SR-33 Oxygen System .......................................................... SR-57
SR-34 Primus 1000 System Block Diagram ........................ SR-59
SR-35 Standby Flight Display—Meggitt .............................. SR-65
SR-36 Standby HSI .............................................................. SR-66
SR-37 APU Annunciators, Copilot’s Panel .......................... SR-74
SR-38 APU Control Panel .................................................... SR-75
SR-39 APU Engine Start—On Ground (Engines OFF)........ SR-77
SR-40 APU Start—On Ground, Battery and
Engine Generator(s) Assist ........................................ SR-78
SR-41 APU Right Engine Start—On Ground ...................... SR-80
SR-42 APU Left Engine Start—On Ground ........................ SR-81
SR-43 APU Start—In Flight ................................................ SR-82
SR-44 Excel Antenna and Drain Tube Locations ................ SR-85

SR-iv FOR TRAINING PURPOSES ONLY

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TABLES
Table Title Page
SR-1 APU Operating Limits .............................................. SR-83

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SYSTEMS REVIEW
SQUAT SWITCH INPUTS
Left main squat switch only

In flight, it enables:

1. Flight hour meter

2. Digital clock to record elapsed flight time
3. Opening of emergency pressurization valve
4. Landing gear handle locking solenoid to be energized
5. TAS probe heater (Rosemount)
6. Enables Flight Idle (with EECs operating)
7. Normal (Auto) control of pressurization
8. Enables ram air door modulation for precoolers

On the ground, it enables:

1. Pressurization controller opens outflow valves (< 85% N 2 )

2. Prepressurization during takeoff
3. Generator-assisted starts
4. Engine bypass valve for precooler operation
5. Ground idle (with EECs operating)
6. Overrides optional Pulselite System to steady illumination
(without the optional pulselite switch)

The safe-flight angle-of-attack indexer lights on the glareshield are enabled

any time aircraft nose gear is down and locked and aircraft is not on the
ground (enables indexer 20 seconds after takeoff with nose gear down).

Left and right squat switches in parallel:

In flight, they enable:
1. Stick-shaker operation

On ground, they enable:

1. Thrust reverser deployment (either squat switch)
2. Stick-shaker test
3. Antiskid locked wheel protection (both squat switches)

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EMERGENCY BUS CONDITION

The following components and systems are operative when only the battery
bus and emergency bus(es) are powered (GENs off-line, BATT in EMER):

1. Cockpit Flood and Glareshield Lights

2. L & R Fan Speed/ N 1 Indicators (tapes and digits)
3. Standby HSI
4. Standby Pitot/Static Heater
5. Flap Control
6. Gear Control
7. Hydraulic Control Valve
8. Gear Warning
9. L & R Ignition (Secondary only)
10. Stabilizer Control
11. 1 & 2 Audio Panels
12. COMM 1
13. NAV 1 (Standby HSI)
14. AHRS 2 (Standby HSI)
15. RMU 1
16. Standby Radio Control Head
17. Voltmeter (in BATT or EMER only)
18. Emergency Exit Lights (interior & exterior)
19. ELT
20. Secondary Flight Display System (Meggitt)
21. Auxiliary Gear Control (manual)
22. Emergency Brakes (manual)
23. Manual Pressurization Control “Cherry Picker”
24. Cabin Altitude/Differential Pressure Indicator
25. Oxygen Pressure Gage
26. Passenger Oxygen Valve (OFF and ON only)
27. Magnetic Compass
28. Engine and Wing Anti-Ice Bleed Air Only (no cross-flow)
29. Backlighting for the N 1 gage, and Standby HSI

SR-2 FOR TRAINING PURPOSES ONLY

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LIGHTING
COCKPIT PANEL LIGHTS
Panel lights are controlled by the master panel ON–OFF toggle switch,
(DAY–NIGHT), on the pilot’s lower instrument panel (PANEL LIGHT).

With master switch ON, the following rheostats control light intensity:

• LEFT DIM: LH Digital Clock, AOA Indicator, Voltmeter, LH & RH

Ammeters, LH PFD Display Controller, LH PFD Bezel.

• CENTER DIM: Wet Compass, Standby HSI, Pressurization Controller,

Differential Pressure Gage, Engine Instruments, Fuel Temperature
Gage, Trim Tab Indicators, RAT Indicator, Radar Control Panel, MFD
Controller, MFD Bezel, FMS Panels.

• RIGHT DIM: Oxygen Gage, RH Digital Clock, Hour Meter, Battery

Temperature Indicator, RH PFD Display Controller, RH PFD Bezel,
Cockpit Voice Recorder, ECU Controller.

• EL DIM: Throttle Quadrant, Pilot’s and Copilot’s Switch Panels,

Light Switch Panels, Tilt Panel, Thrust Reverser Switch Panels,
Landing Gear Control Panel, LH and RH Circuit-Breaker Panels, LH
and RH Side Wall Subpanels, (electrical power to the EL panels is sup-
plied by a small 40-60 VAC inverter in the nose avionics compartment).

NOTE
Placing the master panel switch ON dims the annun-
ciator panel and ignition lights, and illuminates two
“red” windshield ice detection post lights. Following
rheostats are powered directly from the emergency
bus (not connected to the master DAY–NIGHT
switch).

• GLARESHIELD AUXILIARY LIGHTS: Rheostat located on the

pilot’s sidewall subpanel.

• FLOOD DIM: Overhead floods, located on the pilot’s lower switch

panel.

COCKPIT OVERHEAD LIGHTS

Two map/chart lights controlled by LH and RH rheostats located on the pilot’s
and copilot’s sidewall subpanels.

Two sets of paired emergency DC powered floodlights, one set in the over-
head and one set mounted in the bottom of the annunciator panel assembly,
illuminate the forward cockpit area and the engine instruments respectively.
They all illuminate or extinguish simultaneously by rotating the FLOOD
rheostat on the pilot’s lower instrument panel.

FOR TRAINING PURPOSES ONLY SR-3

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CABIN LIGHTING
Cabin lighting consists of overhead reading lamps, overhead indirect fluo-
rescent lights, aft vanity lights, forward and aft divider lights, NO
SMOKING/FASTEN SEAT BELT and EXIT lights, dropped aisle footwell
lighting, and forward work station lights.

Reading Lights
Directionally adjustable reading lamps are located above each seat including
the aft vanity seat and controlled by switches adjacent to the outboard arm rests.

Indirect Fluorescent Lights

Cabin overhead indirect lighting is controlled by a switch on a cabin light switch
panel located on the forward cabin entry door frame. Initially pushing the switch
will illuminate the lights “bright” and after a few seconds, pushing the switch
again will dim the lights. The next push will extinguish the lights. The lights
may also be controlled by a CABIN LIGHT switch on the galley light panel.

Dropped Aisle Lighting

Strip lights on both sides of the footwell aisle are normally controlled by the
footwell light switch on the galley light panel. A portion of each strip light
will also illuminate when the emergency exit lights are activated, refer to
EMERGENCY EXIT LIGHTS below.

Divider, Aft Closet and Work Station Lights

Divider and work station lights are controlled by switches on the galley light
panel. The aft closet light is activated when the closet door is opened and ex-
tinguishes as the closet door is closed.

Cabin Entry Lights

Cabin entry lights are powered directly from the battery bus and are activated
ON and OFF with ENTRY LIGHT switches on the cabin entry door forward
frame light panel and the galley light panel. Entry lights consist of four read-
ing lamps in the passenger compartment (one above the forward and aft seats
on each side) and a light above the emergency exit door in the aft vanity area.
Door entry lights on either side of the lower door frame and six lights in the
door steps are also included.

Passenger Information Signs

The PASS SAFETY switch located on the tilt panel controls passenger infor-
mation signs in the cabin as follows:

• PASS SAFETY—ON: Sounds an audible chime and illuminates the

SEATBELT ON/NO SMOKING signs. Illuminates all emergency exit
lights if the EMER LTS switch is ARMED.

• SEAT BELT—ON: Sounds an audible chime and illuminates the

SEATBELT ON only sign.

SR-4 FOR TRAINING PURPOSES ONLY

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EMERGENCY EXIT LIGHTS

Emergency exit lights consist of cabin lights, emergency exit illumination and
identification, emergency egress and ground illumination for emergency
e v a c u a t i o n . E m e r g e n c y l i g h t i n g i s c o n t r o l l e d b y t h e E M E R LT S
ARM–ON–OFF switch on the pilot’s instrument panel. Emergency lighting
may be powered by main DC power or power supplied from two emergency
nicad battery packs (one located behind the pilot’s left side console and one
aft located in the vanity area). Placing the EMER LTS switch ON will illu-
minate all emergency exit lights, both interior and exterior. Placing the switch
to ARM will illuminate the lights if a 5 gravity (G) force is experienced, a
loss off main DC power occurs (i.e., dual generator failure with BATT switch
in EMER, or PASS SAFETY switch is ON). An amber light adjacent to the
switch illuminates with the switch OFF with main DC power (BATT switch
ON) to alert the crew to ARM the system prior to flight.

Interior Lights
• Three reading lamps in the passenger compartment (one forward right
side, one forward and one aft on left side).

• One reading lamp above emergency exit door in vanity area.

• All EXIT sign lighting.

• RH and LH footwell (dropped aisle) strip lights illuminate to direct

occupants to the exit doors.

Exterior Lights
• Two lights mounted in the right side fuselage that illuminates top of
the right wing.

• One light mounted in the right side fuselage forward of the wing root
that illuminates the ground in front of the wing.

NOTE
The forward emergency nicad battery pack provides
emer power to illuminate the exit sign over the cabin
door, the reading light opposite the cabin door, the
reading light just aft of the cabin door and the dropped
aisle strip lighting on left side. The aft emergency
nicad battery pack provides emergency power to il-
luminate the exit signs on the aft divider and above
the emergency exit door, an overhead light above
the emergency exit door, the reading lamp on the left
rear side of the passenger compartment forward of
the aft divider, right side dropped aisle strip lighting,
and the three exterior emergency lights.

FOR TRAINING PURPOSES ONLY SR-5

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CITATION EXCEL PILOT TRAINING MANUAL

EXTERIOR LIGHTS
Navigation
Navigation lights are wing tip lights (red-left, green-right) and a white light
on the tail stinger, controlled by the NAV ON–OFF switch on the tilt panel.

Anticollision
Anticollision lights are high intensity white pulsating strobes mounted on the
extreme outboard of each wingtip, controlled by the GND REC/ANTICOLL
ON–OFF switch on the tilt panel.

Ground Recognition
The ground recognition light is a red beacon light located on the top of the
rudder. It is controlled by the GND REC/ANTI COLL ON–OFF switch on the
tilt panel.

Wing Inspection
Wing inspection lights are mounted in both sides of the fuselage forward of
the wing leading edges. When activated, they illuminate the entire leading
edges of both wings. The lights are controlled by the WING INSP ON–OFF
switch on the tilt panel within the ANTI ICE/DEICE switch section.

Landing/Recognition/Taxi Lights
Landing and recognition lights are mounted side by side on each forward
wingtip light assembly. The landing lights are installed outboard and are
canted downward slightly. The inboard recognition lights illuminate directly
ahead.

Two fixed position seal beam taxi lights are mounted in the belly farings on
each side of the fuselage. The lights also supplement the landing lights.
Control
Landing, recognition and taxi lights are all controlled by individual ON–OFF
switches located on the center pedestal. The following switch positions func-
tion as follows:

• REC/TAXI–ON (down)—“BELLY” TAXI LIGHTS and RECOGNI-

TION lights ON.

• OFF—All LANDING, TAXI and RECOGNITION lights OFF.

• LANDING LIGHTS— ON—All LANDING, TAXI and RECOGNI-

TION lights ON.

TAILCONE COMPARTMENT LIGHTS

Tailcone Maintenance Compartment Light
The tailcone maintenance compartment light is powered from the battery bus
and controlled by an ON–OFF switch located in the right forward side of the
compartment (adjacent to the electrical J-box). If the light is inadvertently
left on, closing the access door will extinguish the light.

SR-6 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

Baggage Compartment Light

The baggage compartment is illuminated by three lights, two in the overhead
ceiling and one in the sidewall. The lights are powered from the battery bus
and controlled by a switch located in the forward access door closeout assem-
bly. If the light is inadvertently left on, closing the door will extinguish the
light.

PULSELITE SYSTEM—OPTIONAL
The Precise Flight, Inc. Automatic Pulselite System allows the taxi (belly)
and recognition lights to pulse. The taxi and recognition lights automatically
pulse when both REC/TAXI switches are positioned ON (down) and the air-
plane is airborne. Positioning either or both switches to LANDING
LIGHTS–ON will deactivate the system and all LANDING, RECOGNITION
and TAXI lights will revert to steady illumination. An optional pulselight switch
may be installed next to the LANDING/RECOGNITION/TAXI light switch
which overrides the squat switch to allow pulsing of the TAXI and RECOG-
NITION lights on the ground. The switch must be ON in addition to having
both REC/TAXI LIGHTS selected ON for the lights to pulse, airborne or on
the ground. Refer to SUPPLEMENT 2, PRECISE FLIGHT–AUTOMATIC
PULSELITE SYSTEM in the Airplane Flight Manual (AFM) for detailed op-
erating procedures.

ELECTRICAL SYSTEM
GENERAL
Electrical system schematics are shown after the ELECTRICAL SYSTEM text
(Figures SR-1, SR-2 and SR-3).

1. Battery switch (power distribution switch), controls the battery iso-

lation relay):

• 0FF—Battery isolation relay is deenergized open and the relay

between the crossfeed and emergency buses remain deenergized
closed. The relay between the battery bus and the emergency
buses is deenergized open. The voltmeter is not connected to the
battery bus, so normal system voltage cannot be read.

• EMER—Battery isolation relay is deenergized open and the relay

between the crossfeed and emergency buses is energized open.
The relay between the battery bus and the emergency buses is en-
ergized closed. The battery will supply power to the battery bus
and emergency buses. If the generators are on line, the genera-
tors will supply power to the feed and crossfeed buses. This
switch position isolates the battery from generator charging
power. The voltmeter will indicate only battery voltage, unless
the VOLTAGE SEL switch is positioned to L-GEN or R-GEN.
• BATT—Battery isolation relay is energized closed and the relay
between the crossfeed bus and emergency buses is deenergized
closed. The relay between the battery bus and the emergency
buses is deenergized open. All power is normally supplied by the
generators or, if off line, by the battery. The voltmeter will indi-
cate system voltage.
FOR TRAINING PURPOSES ONLY SR-7
SR-8

LH CB PANEL RH CB PANEL

EMER SYS EMER AVN

SYS SYS AVN AVN

50A 50A

CITATION EXCEL PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

60A
60A
LH - AVN RH - AVN
BUS APU BUS
AVN GEN AVN INTERIOR
PWR PWR MASTER
60A RLY
225A 225A 60A RLY RELAY

LH FEED BUS CROSSFEED BUS RH FEED BUS

EMR PWR RLY
BATT
A BATTERY AVN EMER RELAY A
ISOLATION 25A
RELAY E EMER AVN
OFF M
LH E 25A RH I
GEN GEN GEN GEN N
R T
RELAY RELAY
OFF OFF E
EMER
28.5 28.5 28.5
RESET LH START RELAY RESET R
EMR PWR RLY RH START RELAY
I
LH GEN RH GEN O
GCU BUS
BATTERY BUS BUS GCU R
1
7

FlightSafety
LH BAT APU RH
START APU RELAY 5
START BAT ENGAGED
START A
DISC
GEN RELAY
GEN INTERIOR
POWER

international
Figure SR-1. DC Power Distribution
 FlightSafety
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CITATION EXCEL PILOT TRAINING MANUAL
Figure SR-2. Pilot’s Circuit-Breaker Panel
FOR TRAINING PURPOSES ONLY SR-9
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CITATION EXCEL PILOT TRAINING MANUAL
Figure SR-3. Copilot’s Circuit-Breaker Panel
SR-10 FOR TRAINING PURPOSES ONLY
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CITATION EXCEL PILOT TRAINING MANUAL

2. Generator Switches (left and right)

• ON—Activates the GCU, which may close the power relay.

• OFF—Disables the GCU, opens the power relay, not the field relay.

• RESET—Momentarily resets the field relay.

3. Generator Control Units (Digital GCUs with B.I.T.E. lights):

• The GCUs regulate 30-VDC generators to 28.5 VDC.

• The GCUs provide protection for the generators and the electri-
cal system.

• The GCUs parallel the generators to share the system load; the
generators must be within 0.3 volts and approximately 10% of sys-
tem load, not to exceed a 30-amp split.

• Each GCU mounted in the tailcone has four red B.I.T.E. lights (fault
lights). The GCU fault lights may indicate a GCU fault, overvolt-
age, a ground fault, or a system problem. The LEDs self test at
power up. Flashing LEDs can be extinguished by resetting the gen-
erator switch three times within three seconds if no fault exists.

4. Voltmeter Select Switch:

• BATT—Voltage is read from the hot battery bus when the battery
switch is in the BATT or EMER position only; the switch is
spring loaded to the BATT position.

• LH or RH GEN—Voltage can be read from the respective gener-

ator output to its power relay. Accurate generator voltage is nor-
mally obtained with the selected generator off-line.

5. Emergency Bus Items

LH CB Panel:

• Cockpit Flood and Glareshield Lights (AUX Panel)

• L and R Fan Speed (N 1 )

• Standby HSI

• Gear Warning (Lights and Horn)

• Standby P/S Heater

• L & R Ignition (SEC)

• Flap Control

FOR TRAINING PURPOSES ONLY SR-11

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CITATION EXCEL PILOT TRAINING MANUAL

• Stabilizer Control

• Gear Control

• Hydraulic Control Valve

RH CB Panel:

• Audio 1 and 2

• COMM 1

• NAV 1

• AHRS 2

• Standby Radio Control (COMM 1 CB)

• RMU 1 (COMM 1 CB)

Placing the battery switch to either ON or OFF causes the emergency relays
to relax, connecting the emergency buses to the crossfeed bus. Placing the
battery switch to EMER, energizes the emergency relay connecting the emer-
gency buses to the battery bus. With the generators on line, placing the bat-
tery switch to OFF does not cause loss of power to the emergency buses
(isolates battery from generators). Loss of both generators require that the
battery switch be placed in the EMER position, which load sheds the main
DC feed buses and allows the battery to power only the battery bus and emer-
gency buses. This extends the battery life to approximately 30 minutes.

6. Battery Bus Items:

• Tailcone Baggage Compartment Light

• Tailcone Access Compartment Lights

• Cabin Entrance Lights

• Voltmeter (BATT switch in ON or EMER only)

• Emergency Buses (BATT switch in EMER only)

• APU Preflight Panel (Tailcone)

7. Crossfeed Bus Items:

• Left and Right Ignition (NORM and ON)

• Left and Right Taxi Lights (Belly)

• Cockpit Wemac Fan

• Forward and Aft Air Conditioner Evaporator Fans

• Optional APU

SR-12 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

8. LH or RH GEN OFF Annunciator Light:

• Indicates the respective power relay is open.

• If voltage indicates near zero, the field relay is tripped; reset is

possible.

• If voltage indicates normal, the power relay is open and the field
relay is not tripped; reset is not probable.

9. Current Limiters (225 amp):

• Should open due to system malfunction only (AFT J-BOX LMT).

• If failed, prevents generators from being paralleled.

• If failed prior to start, the engine on the side of the failed current
limiter cannot be started. The MASTER WARNING on the op-
posite side will illuminate steady.

10. Meggitt tube—Normally powered through the STBY PWR CB on the

pilot’s circuit-breaker panel. If power is lost at the circuit breaker, pro-
vided the STBY PWR switch is ON, then the secondary flight display
battery pack (right nose compartment) automatically provides power
to the following (amber light adjacent to switch on):

• Meggitt Tube

• Back lighting for the standby HSI, N 1 gages

11. Emergency Avionics Battery Pack (left nose compartment):

• Emergency power supply for the AHRS 1 and 2

• Emergency power supply for the Flight Management System (on

ground only, through FMS GND PWR CB on RH CB panel)

• For any of the above to occur, the STBY PWR switch must be ON

12. Emergency lighting battery packs provide emergency cabin lighting

if the following occurs:

• PASS SAFETY switch ON (main DC power available).

• Emergency light switch (pilot’s switch panel) ON; or ARM if:

• 5 “G” impact/inertia switch activates or,

• Loss of main DC power.

FOR TRAINING PURPOSES ONLY SR-13

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CITATION EXCEL PILOT TRAINING MANUAL

13. AC Alternators:

• One engine-driven 3.0 KVA alternator mounted on each engine.

• Provides 115/200 volt, three-phase, 200 to 400 Hz power to elec-

trically heat the windshields.

• Controlled by WINDSHIELD ANTI-ICE switches on the cock-

pit tilt panel (main DC).

POWERPLANT
GENERAL
Pratt and Whitney PW545A (Figure SR-4)

3,804 pounds thrust

Bypass ratio 4.0:1

Electronic Engine Control (EEC) in auto mode provides:

• Detented throttle positions, automatic thrust settings (N 1 governing

Anti-Ice ON or OFF).

• Automatic idle governing (N2 at ground idle, flight idle, and anti-ice idle).

• Acceleration and deceleration limiting.

• N 1 and N 2 limiting.

• Closed loop bleed valve (BOV) control.

• Engine diagnostic system (EDS) functions.

• Overspeed protection (N 2 ).

• N 1 or N 2 synchronization.

Bleed off valve (BOV):

• Bleeds off excessive P 2.8 air, preventing compressor stalls and surges.

• Electrically controlled — reverts to pneumatic mode with loss of

EEC inputs.

• Ground Idle—48 to 51% N 2

• Flight Idle—57 to 62% N 2

• Inflight, Anti-Ice ON—EECs automatically compensate for the use

of anti-ice.

SR-14 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL
Figure SR-4. PW545 Cross-Section
FOR TRAINING PURPOSES ONLY SR-15
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CITATION EXCEL PILOT TRAINING MANUAL

IGNITION
A single, dual-channel exciter box with two ignitor plugs per engine. Burst
mode type ignition that produces 6-7 sparks per second for the first 30 sec-
onds, then one spark per second, thereafter. Green ignition light verifies that
DC power is available to the exciter box. If one ignitor plug fails during en-
gine starts, the engine will start normally and the ignition light will remain
illuminated.

Ignition Switch:
• NORM—Auto ignition for start, and for engine or wing/engine anti-
ice on (powered by the crossfeed bus).

• ON—Pilot select ignition—used for takeoffs, landings, turbulence,

stalls, precipitation and emergency descents. Powered by the cross-
feed bus with main DC power.

• SEC—Placing the ignition switch to the secondary (SEC) position pow-

ers the ignition system from the emergency bus.

Oil
Maximum consumption is 0.2 lbs per hour, measured over a 10-hour period
or one quart in 10 hours. Check oil level 10 minutes after shutdown.

Do not mix nonapproved oil brands or oils of different viscosities.

The switch to “third generation” oils should not be accomplished unless an

engine is new or freshly overhauled.

Oil pressure fluctuations are normal. Oil pressure indicator measures differ-
ential oil pressure.

Fuel
Engine-driven fuel pump—a two-stage pump located in the fuel control unit.

Hydromechanical fuel control unit (FCU)—normally controlled by EEC.

Flow divider valve—regulates fuel flow to the primary and secondary fuel
manifolds. Secondary flow kicks in at 26-28% N 2 .

Emergency shutoff valve—shuts down engine to protect airframe.

FIRE PROTECTION
GENERAL
The engine fire protection system is composed of sensing loops, two control
units (one for each engine) located in the tailcone, one ENG FIRE warning
switchlight for each engine, one FIRE DET SYS L/R annunciator for each
engine, two fire extinguisher bottles which are activated from the cockpit, a
FIRE EXT BOTL LOW annunciator, and a fire detection circuit test (Figure
SR-5). Detection and extinguishing system electrical power is supplied from
normal DC power.

SR-16 FOR TRAINING PURPOSES ONLY

 FlightSafety international

CITATION EXCEL PILOT TRAINING MANUAL

LH RH
ENGINE ENGINE
FIRE FIRE

BOTTLE 1 BOTTLE 2
ARMED ARMED
PUSH PUSH

FIRE BOTTLE 1

FIRE BOTTLE 2

FIRE LOOP FIRE LOOP

FIRE
------- DET SYS
FIRE EXT
BOTL LOW L R

Figure SR-5. Engine Fire Extinguishing System

SENSING LOOPS AND CONTROL UNITS

Each engine nacelle contains heat-sensing cables, or loops. Each loop is
mounted around the lower engine accessory section and surrounds the engine
combustion section, outside the bypass duct. The loops are connected to con-
trol units that monitor the electrical resistance. As the loop is heated, its
electrical resistance decreases until, at a temperature of approximately 500°F,
a circuit is completed to the control unit to illuminate the applicable red ENG
FIRE switchlight. The fire detection loops are continuously monitored. Should
one of the loops fail, the associated FIRE DET SYS L/R annunciator light would
illuminate to indicate that fire detection is no longer available on that side.

FOR TRAINING PURPOSES ONLY SR-17

 FlightSafety
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CITATION EXCEL PILOT TRAINING MANUAL

OPERATION
An engine fire light or overheat condition is indicated by illumination of the
applicable ENG FIRE switchlight on the glareshield (Figure SR-6). Depressing
the illuminated ENG FIRE switchlight causes both white BOTTLE ARMED
switchlights to illuminate, arming the circuits to the bottles for operation. In
addition, the generator field relay opens (GEN OFF annunciator illuminates)
and provides a ground to power the fuel and hydraulic firewall shutoff valves
closed (causing the respective LO FUEL PRESS, LO HYD FLOW, F/W
SHUTOFF annunciators to illuminate). The circuit to the thrust reverser iso-
lation valve is disabled, preventing deployment of the thrust reverser on that
engine.

Depressing either illuminated BOTTLE ARMED switchlight fires the explo-

sive cartridge on the selected bottle, releasing its contents into the engine na-
celle. The BOTTLE ARMED switchlight extinguishes.

Depressing the ENG FIRE switchlight a second time opens the fuel and hy-
draulic firewall shutoff valves, and disarms the extinguishing system.

Due to the location of the fire bottles, the bottle pressures cannot be checked
on preflight. If either or both fire extinguisher bottle pressure is low, the amber
FIRE EXT BOTL LOW annunciator will illuminate to alert the crew.

LH RH
ENGINE ENGINE
FIRE FIRE

FIRE
DET SYS

L R

FIRE LOOP FIRE LOOP

Figure SR-6. Engine Fire Detection System

SR-18 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

FUEL
GENERAL
Refer to Figure SR-7 for Fuel System—Normal Operation.

Total capacity is 1,006 U.S. gallons (approximately 6,790 pounds).

Boost pump switches:

• ON—DC boost pumps are continuously energized.

• OFF—DC boost pumps are deenergized and will not operate.

• NORM—DC boost pumps are energized automatically for start, cross-

feed, and low fuel pressure.

Tank-to-tank transfer rate during crossfeed is approximately 700-900 pounds

per hour (engines shutdown).

Low fuel pressure light illuminates at a decreasing pressure of 5 psi and ex-
tinguishes at an increasing pressure of 7 psi.

Low fuel level light illuminates at approximately 360 plus or minus 20 pounds
of usable fuel remaining in the respective tank; input is from a float switch.

Illumination of the FUEL GAUGE annunciator light indicates a fault has been
detected in the respective fuel gauging system. Do not shut down DC power
(BATT switch to OFF), after engine shut down, until checking and recording
the fuel conditioner B.I.T.E. lights.

The fuel filter is located on the engine, downstream of the Fuel-Oil Heat
Exchanger (FOHE), eliminating the need for fuel anti-ice additives. It is still
recommended to use Prist or other approved fuel additives on a regular basis
for the antifungal properties of the additive.

NOTE
Av-gas is not an approved fuel

Crossfeed Operation—Select the tank desired to supply fuel to both engines

and transfer to the other tank. Selecting crossfeed initiates the following se-
quence of events (Figure SR-8):

1. DC boost pump on the side supplying fuel activates (respective FUEL

BOOST illuminates steady).

2. Crossfeed valve opens. (FUEL XFEED advisory light will illuminate

when the valve is fully open.)

3. Motive flow valve on the receive side is energized closed three sec-
onds after crossfeed is selected. (Transfer rate depends on operating
engine(s) requirements.)

FOR TRAINING PURPOSES ONLY SR-19

 FlightSafety
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CITATION EXCEL PILOT TRAINING MANUAL
Figure SR-7. Fuel System—Normal Operation
SR-20 FOR TRAINING PURPOSES ONLY
 FlightSafety
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CITATION EXCEL PILOT TRAINING MANUAL

FUEL BOOST

LH ON RH
O
F
F
NORM NORM

CROSSFEED
L OFF R
TANK TANK
LEGEND
FUEL FLOW
EJECTOR PUMP
L R FUEL FLOW
ENG ENG
FUEL HOPPER
OPERATING BOOST
PUMP
CROOSFEED
VALVE OPEN
MOTIVE FLOW
SHUTOFF VALVE

FUEL
BOOST
FUEL
XFEED L R

Figure SR-8. Fuel System—Crossfeed (R to L)

Selecting the crossfeed switch to OFF, reverses the above process. Should the
crossfeed valve fail to close, the FUEL XFEED advisory light illuminates flash-
ing and activates the MASTER CAUTION lights steady.

It is important to allow the crossfeed system to complete the above process

before reselecting a different crossfeed switch position.

If the opposing boost pump activates (on the receiving side), it would indi-
cate a timing problem with the crossfeed valve. To rectify the problem, reset
the opposing boost pump OFF (turn the opposing side FUEL BOOST switch
to ON then back to NORM). Do not turn a FUEL BOOST switch OFF and leave
it there; OFF is OFF.

FOR TRAINING PURPOSES ONLY SR-21

 FlightSafety international

CITATION EXCEL PILOT TRAINING MANUAL

HYDRAULICS
1. Reservoir Quantities:
• Overfull ............................................................................ 360 cu. in.
• Full .................................................................................... 215 cu. in.
• Refill ................................................................................. 175 cu. in.
• LO HYD LEVEL annunciator......................................... 74 cu. in.

2. Engine driven pump flow rate is 3.25 gallons-per-minute/1229 liters-

per-minute maximum.
3. Open center system (Figure SR-9):
• System control valve open (normal) ................................... 60 psi
• System control valve closed (system operational) ...... 1,500 psi

4. Speedbrakes (Figure SR-10):

• Held closed mechanically; held open by trapped hydraulic fluid.

• Retract normally with switch in RETRACT; Automatically retracts

if either throttle is advanced beyond 80 to 85% N 2 PLA (power
lever angle).

• Requires normal DC power to remain extended. With loss of nor-

mal DC power, the safety valve relaxes open to allow trapped fluid
to escape and the speedbrakes blow to a trail position.
• System pressure is required for extension and normal retraction.

• The NO TAKEOFF annunciator will illuminate if the speed brakes

are extended on the ground.

SR-22 FOR TRAINING PURPOSES ONLY

 LO HYD
FLOW

L R F F
GEAR
UNLOCKED
N
S
L R
LANDING H H

GEAR UP ANTI-SKID
ON

SPEED OFF
BRAKES DOWN

CITATION EXCEL PILOT TRAINING MANUAL

FLAPS LO HYD
FOR TRAINING PURPOSES ONLY

LEVEL STAB RETRACT

HORIZONTAL HYD MISCOMP
STAB PRESS SPD BRK
EXTEND EXTEND
THRUST
REVERSER
P

LO HYD
LEVEL
HYD

LOW
PRESS
ENG OFF TURB

EMER

FULL
ARM STOW

OVER FULL
STAB UNLOCK

FlightSafety
MISCOMP ENG OFF TURB
DEPLOY NORM
SPD BRK
EXTEND

international
SR-23

Figure SR-9. Hydraulic System—Open Center

SR-24

TRIM

NOSE
DOWN

T
STAB
MISCOMP
O

SPD BRK
EXTEND
RETRACT OFF
ENG TURB

EXTEND

CITATION EXCEL PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

SPEED BRAKE
SWITCH

SPEED BRAKE SPEED BRAKE

ACTUATOR ACTUATOR
LO HYD
LEVEL BYPASS
HYD SAFETY
PRESS
CONTROL VALVE
VALVE

1500 PSI PRESSURE SYSTEM LOADING VALVE

RELIEF VALVE
CHECK CHECK
VALVE VALVE
HYDRAULIC HYDRAULIC
PUMP RETURN
LOW FULL OVER FULL
PUMP
SUCTION

HYDRAULIC RESERVOIR

LO HYD
LEVEL

FlightSafety
HYD
PRESS

international
Figure SR-10. Speed Brake System—Normal Operation (Extended)
 FlightSafety
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CITATION EXCEL PILOT TRAINING MANUAL

5. Landing gear (Figures SR-11, SR-12 and SR-13):

• DC power is required for normal hydraulic extension and retrac-

tion of the landing gear. Control provided through the GEAR CON-
TROL circuit breaker on the left circuit-breaker panel and powered
by the emergency DC bus system.

• Gear is held in the up position by uplocks; held in the down po-

sition by downlocks. Operational hydraulic pressure is used to
raise and lower the gear.

• Freefall/blowdown backup system. Manual retraction of the up-

locks allows the gear to freefall, then pneumatics provide pos-
itive downlock; pneumatic system will retract the uplocks in
the event the manual release does not retract the uplocks, also
providing positive downlock of the gear.

• Aural warning, unsafe gear down: 1) both throttles below 70%

N 2 , flaps beyond 15°; 2) both throttles below 70% N 2 , radio al-
titude less than 500 feet; 3) both throttles below 70% N 2 , radio
altimeter inoperative, airspeed less than 150 KIAS.
6. Thrust Reversers (Figures SR-14 and SR-15):
• Normal DC power is required.

• Only one squat switch is required (left, right or both) to allow the
control valve to energize to the deploy position when commanded.

• Each emergency stow switch is powered by the opposite side

thrust reverser circuit breaker.

• Illumination of either the ARM or UNLOCK light while in flight

will trigger the MASTER WARNING flasher.

• If the thrust reversers do not operationally check (including

Emergency Stow), flight must not be attempted.
• The thrust reversers should be in idle power at and below 60 knots.
• The use of thrust reversers to back the aircraft is prohibited.
7. Flaps:

• DC power is required for flap actuation. Flap control is through

the flap handle on the throttle pedestal. DC power is supplied by
the emergency bus, through the FLAP CONTROL circuit breaker
on the left circuit breaker panel.

• Detented flap positions are provided at the 7° and 15° positions.

The flaps can be selected at any position between zero and 35°.
Flap position is shown via a pointer to the left of the flap lever.

FOR TRAINING PURPOSES ONLY SR-25

SR-26

LO HYD
LEVEL Pressure From Hydraulic Pump To Hydraulic Reservoir
HYD Emergency- Fluid
PRESS CONTROL Return valve
VALVE

Shuttle Valve

CITATION EXCEL PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

Landing Gear Landing Gear

Actuator Up lock Up lock
Actuator

Shuttle Valve

T - Handle
GEAR
UNLOCKED Landing Gear
Up lock Actuator
N
L S R
H H LO BRK
UP ANTI-SKID PRESS

FlightSafety
ON ANTI-SKID
INOP NITROGEN
BLOW DOWN
DOWN OFF BOTTLE

international
Figure SR-11. Gear System—Normal Retraction
 LO HYD
LEVEL Pressure From Hydraulic Pump To Hydraulic Reservoir
HYD Emergency- Fluid
PRESS Return valve
CONTROL
VALVE

Shuttle Valve

CITATION EXCEL PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

Landing Gear Landing Gear

Actuator Up lock Up lock
Actuator

Shuttle Valve

T - Handle
GEAR
UNLOCKED Landing Gear
Up lock Actuator
N
L S R LO BRK
H H
PRESS
UP ANTI-SKID

FlightSafety
ANTI-SKID
ON
INOP
NITROGEN
BLOW DOWN
DOWN OFF BOTTLE

international
SR-27

Figure SR-12. Gear System—Normal Extension

SR-28

LO HYD
LEVEL Pressure From Hydraulic Pump To Hydraulic Reservoir
HYD Emergency- Fluid
PRESS CONTROL
Return valve
VALVE

Shuttle Valve

CITATION EXCEL PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

Landing Gear Landing Gear

Actuator Up lock Up lock
Actuator

Shuttle Valve

T - Handle
GEAR
UNLOCKED Landing Gear
Up lock Actuator
N
L S R
H H
LO BRK
ANTI-SKID
PRESS
UP

FlightSafety
ON ANTI-SKID
INOP
NITROGEN
BLOW DOWN
DOWN OFF BOTTLE

international
Figure SR-13. Gear System—Emergency Extension
 ISOLATION VALVES

EMER EMER
ARM STOW STOW ARM

CITATION EXCEL PILOT TRAINING MANUAL

UNLOCK CONTROL VALVE CONTROL VALVE UNLOCK
FOR TRAINING PURPOSES ONLY

(Squat Switch & Throttle Levers) PRESSURE SWITCH PRESSURE SWITCH

(Squat Switch & Throttle Levers)
DEPLOY NORM
(ARM LIGHT) (ARM LIGHT)
NORM
DEPLOY

THRUST REVERSER
LEVERS LO HYD LO HYD
FLOW FLOW
TRIM FLOW VALVE FLOW VALVE
NOSE
DOWN
L R (LO HYD FLOW) (LO HYD FLOW) L R

T
O

LO HYD Pressure
LEVEL Switch
HYD
RETRACT
ENG
OFF
TURB
PRESS
HYD CONTROL VALVE
EXTEND PRESSURE RELIEF VALVE
(LOADING VALVE)
OPENS @ 1500 PSI

HYDRAULIC
HYDRAULIC
PUMP
PUMP
LOW LEVEL SWITCH
HYDRAULIC RESERVOIR

FlightSafety
(LO HYD LEVEL)

LO HYD
LEVEL
HYD
PRESS

international
SR-29

Figure SR-14. Thrust Reversers—Stowed

SR-30

ISOLATION VALVES

EMER EMER
ARM STOW STOW ARM
UNLOCK CONTROL VALVE UNLOCK

CITATION EXCEL PILOT TRAINING MANUAL

CONTROL VALVE
FOR TRAINING PURPOSES ONLY

(Squat Switch & Throttle Levers) PRESSURE SWITCH PRESSURE SWITCH

(Squat Switch & Throttle Levers)
DEPLOY NORM
(ARM LIGHT) (ARM LIGHT)
NORM
DEPLOY

THRUST REVERSER
LEVERS LO HYD LO HYD
FLOW FLOW
TRIM
FLOW VALVE FLOW VALVE
NOSE L R (LO HYD FLOW) (LO HYD FLOW) L R
DOWN

T
O

LO HYD Pressure
LEVEL Switch
HYD
RETRACT
PRESS
ENG OFF TURB

HYD CONTROL VALVE

EXTEND PRESSURE RELIEF VALVE
(LOADING VALVE)
OPENS @ 1500 PSI

HYDRAULIC
HYDRAULIC
PUMP PUMP
LOW LEVEL SWITCH
HYDRAULIC RESERVOIR

FlightSafety
(LO HYD LEVEL)

LO HYD
LEVEL
HYD
PRESS

international
Figure SR-15. Thrust Reversers—Deployed
 FlightSafety
international

CITATION EXCEL PILOT TRAINING MANUAL

• In the event of electrical failure, the flap solenoid valve remains

in the neutral position, and flap position cannot be changed.
• Mechanical interconnect prevents asymmetrical flap condition.
• Flaps may be selected from full up (0°) to full down (35°).

• Detented flap positions: 7° (T.O.) and 15° (T.O. and APPR).

• If hydraulic system failure occurs with the flaps retracted, they can-
not be extended. If the flaps are extended and hydraulic system fail-
ure occurs, they will remain in the selected position, unless the flap
handle is moved. Movement of the flap handle energizes the sole-
noid valve, and the flaps will blow to a trail position as determined
by air loads present.

• The NO TAKEOFF annunciator will illuminate when the flaps are

set less than 7° or greater than 15° on the ground.

8. Two-Position Horizontal Stabilizer:

• Flap handle position and airspeed automatically determines the

position of the stabilizer.

• Flaps selected UP will result in a stabilizer incidence of +1°(cruise

position). Flaps selected in any position other than UP will re-
sult in a stabilizer incidence of -2° (takeoff and landing position).

• When airspeed is greater than 215 ±10 knots, if the flight crew should
inadvertently select the flap lever down, an airspeed switch disables
an arming valve which prevents movement to the -2° position.

• A STAB MIS COMP annunciator light, with MASTER CAU-

TION RESET warning lights, will illuminate if flaps have been
selected UP and the stabilizer does not achieve the +1° position
within 30 seconds, or if the flaps are selected DOWN and the sta-
bilizer does not reach the -2° position within 30 seconds.

• The NO TAKEOFF annunciator will illuminate if the aircraft is

on the ground and horizontal stabilizer is not in the takeoff/land-
ing (-2°) position.

• The landing gear has priority for hydraulic flow/pressure if both

the landing gear and stabilizer control have been simultaneously
requested.

FOR TRAINING PURPOSES ONLY SR-31

 FlightSafety
international

CITATION EXCEL PILOT TRAINING MANUAL

POWER BRAKES AND ANTISKID

• Separate from the main aircraft hydraulic system, with the reservoir
in the nose (Figure SR-16).

• Normal DC power required to operate the accumulator pump.

• Antiskid protection is available only when power brakes are operational.

CAUTION

Do not pull the PWRBRKS circuit breaker to prevent

the power brake pump from cycling. With the circuit
breaker disengaged, the power brake system is inop-
erative and the toe pedals are disabled. Braking is then
available only by use of the emergency brake system.

• Pneumatic brakes are a backup for the power brakes; no differential brak-
ing and no antiskid protection available with pneumatic braking.

• Antiskid protection drops out at 10 knots and below.

• Touchdown protection prevents power brake and antiskid operation until:

1. Either or both squat switches in the Ground-On-Ground (GOG)

mode.

2. Wheel speed greater than 40 knots, locked wheel protection will

provide a pressure dump command to the slow wheel when veloc-
ity is 50% less than the fast wheel.

• Digital antiskid provides continuous monitoring of the system with

the gear up or down.

• If a fault is detected, the ANTISKD INOP annunciator will illuminate.

Analog antiskid B.I.T.E.(fault) indicators are located in the left nose
avionics compartment.

EMERGENCY BRAKES
• A pneumatic brake system is available in the event the hydraulic
brake system fails (Figure SR-16).

• Uses air pressure from the pneumatic bottle. Bottle pressure is ade-
quate for stopping the aircraft, even if the landing gear has been pneu-
matically extended.

• Pulling the red EMER BRAKE PULL lever mechanically actuates the
emergency brake valve. Air pressure to the brakes is metered in di-
rect proportion to the amount of lever movement.

SR-32 FOR TRAINING PURPOSES ONLY

 TEST
GEAR BRAKE SYSTEM
OFF FIRE
UNLOCKED HYDRAULIC SPARE
WRN
N RESERVOIR AVN LDG
GEAR
L S R ANNU BATT
TEMP
H H ANTI
SKID STICK
UP ANTI-SKID OVER
SHAKER
SPEED T / REV
ON W/S TEMP

CITATION EXCEL PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

DOWN OFF ACCUMULATOR

28 VDC
HYDRAULIC
PUMP
PRESSURE
BIT FAULT INDICATOR SWITCH
P P LO BRK
POWER BRAKE PRESS
VALVE ANTI-SKID
EMERGENCY BRAKE HANDLE
INOP
ANTI-SKID
Left & Right Servo Valve
Digital Anti-Skid
Squat Switch
Control Unit VENT

FlightSafety
NITROGEN
SHUTTLE VALVE BLOW DOWN
SHUTTLE VALVE BOTTLE

international
SR-33

Figure SR-16. Power Brake/Antiskid System

 FlightSafety
international

CITATION EXCEL PILOT TRAINING MANUAL

• Differential braking is not possible, since air pressure is applied to

both brakes simultaneously. Releasing the handle vents pneumatic pres-
sure from the brakes.

• Do not depress the brake pedals while applying emergency air brakes.

FLIGHT CONTROLS
All primary flight controls (rudder, elevators, and ailerons) are manual cable
actuated, and dual interconnected (Figure SR-17).

1. Rudder:

• Maximum rudder travel is 22° either side of centerline or 28° with

rudder bias.
• Trim tab travel is 11.5° either side of centerline (servo tab).
• Nosewheel deflection either side of centerline with full rudder
pedal deflection: 20° either side of centerline.
• Do not attempt flight if the nosewheel steering is inoperative.

2. Elevators:

• Maximum elevator travel is 19° up and 15° down.

• Trim tab travel is 5° up and 15° down.
• Can be electrically trimmed.
• Pilot’s electric trim has priority over copilot’s trim.
• Trim tabs are located on both elevators.

3. Ailerons:

• Maximum travel is 19° up and 15° down.

• Trim tab on left aileron only; maximum travel is 20° up and
down.

4. Control lock secures the throttles in the OFF position and locks flight
controls in the neutral position.

• Nosewheel steering may be damaged if the aircraft is towed with

the control lock engaged.

5. Flaps:
• DC power to operate the flaps is provided through the emergency
bus.

• Electrically-controlled and hydraulically-actuated.

SR-34 FOR TRAINING PURPOSES ONLY

 RUDDER
ELEVATOR TRIM TAB

RUDDER TRIM TAB

ELEVATOR TRIM TAB

ELEVATOR

CITATION EXCEL PILOT TRAINING MANUAL

AILERON
FOR TRAINING PURPOSES ONLY

FLAPS

SPEED BRAKES
AILERON TRIM TAB

FlightSafety
international
SR-35

Figure SR-17. Flight Controls

 FlightSafety
international

CITATION EXCEL PILOT TRAINING MANUAL

6. Rudder Bias (AB Configuration Airplanes):

• Rudder Bias is comprised of a shutoff valve and a dual actuating

pneumatic cylinder that drives a closed loop cable connected to
the rudder (Figures SR-18 and SR-19). With approximate equal
thrust on both engines, pneumatics are balanced and do not af-
fect rudder position. During periods of unequal thrust conditions
(i.e., engine failure during takeoff), the rudder bias system de-
livers rudder assist automatically to assist the pilot to compen-
sate for adverse yaw.

• The system increased rudder travel from 22° to 28° either direc-
tion. Decreases V MCG from 98 KIAS to 81 KIAS at maximum
weight during takeoff resulting in shorter takeoff distances, es-
pecially on wet runways.

• Energized operational by main DC power through the RUDDER

BIAS circuit breaker on the LH CB panel that opens a shutoff valve
that ports bleed air from the engines to the actuator.

• Actuator and shutoff valve are monitored by an amber RUDDER

BIAS annunciator light on the panel.

7. Rudder Bias Heater Blanket:

• A flexible dual electric element heater blanket is wrapped around

the rudder bias actuator to prevent freezing. The blanket will
heat automatically with main DC power on.

• Electrical power for the two heating elements is controlled sep-

arately by dedicated thermostats for redundancy. If actuator tem-
perature drops below 40°F (4°C), power is applied to the heaters,
and shuts off as temperature increases above 60°F (16°C).

• Current is monitored by a dedicated BIAS HEATER FAIL warn-

ing light on the center instrument panel (adjacent to the MFD).
The heater is powered from the main DC system through the
RUDDER BIAS HEATER circuit breaker on the aft J-box.

• The BIAS HEATER FAIL light illuminates “flashing” if a mal-

function occurs to any of the thermostats (MASTER CAUTION
RESET lights do not illuminate). Acknowledging the malfunc-
tion by pressing the flashing BIAS HEATER FAIL light will
change the light to steady illumination.

SR-36 FOR TRAINING PURPOSES ONLY

 FlightSafety international

CITATION EXCEL PILOT TRAINING MANUAL

RUDDER
BIAS
FIRE EXT
BOTL LOW
HEATER
BLANKET

BIAS
ACTUATOR
SHUTOFF
VALVE

RUDDER
BIAS HTR

BIAS
HEATER
FAIL

Figure SR-18. Rudder Bias System

RUDDER
BIAS
FIRE EXT
BOTL LOW

HEATER
BLANKET

BIAS
VALVE

RUDDER
BIAS HTR

BIAS
HEATER
FAIL

Figure SR-19. Rudder Bias System—Engine Failure

FOR TRAINING PURPOSES ONLY SR-37

 FlightSafety international

CITATION EXCEL PILOT TRAINING MANUAL

ICE AND RAIN PROTECTION

NOTE
Turn on all anti-icing systems when RAT is +10°C
and below, with visible moisture.

1. Ice detection:
• Two red ice detection barrel lights mounted on the top of the in-
strument panel glareshield reflect a glow to warn the crew if ice
accumulates on the windshields at the extreme inboard area.

• Wing inspection lights on each side of the fuselage illuminate the

wing leading edges.

2. Pitot-static heat—Two minute limit on ground operation (Figure SR-20):

• Three pitot tubes (L, R, and STBY)
• Six static ports (L, R, and STBY)
• AOA vane

PILOTS LH COPILOTS RH
PITOT SYSTEM PITOT SYSTEM

STBY
P/S HTR TRUE AIRSPEED
AOA HTR TEMP SENSOR
FAIL
MADC
410 00
FD FAIL 41500 410 00
ATT 1
FD FAIL 41500
300 S 20 20 ATT 1
G

MADC
2 300 S 20 20
G
10 10
2
2 00 10 10
215 410 00 2
00 00
215 410 00
00
200 10 10

200 10 10

100
40500
360 DH 100
729 M 29 92 IN 40500
360 DH
CRS HDG 1 WPT VOR 1 729 M 29 92 IN
360 +I0
CRS HDG 1 WPT VOR 1
3 +I0
360
2 3

2
CRS 1

IAC-2 CRS 1

IAC-1
VOR 1
1
VOR 1
1
ADF 1 2
GSPD
2
HDG ------ KTS 3 ADF 1
GSPD
310
HDG ------ KTS 3
310

STD
STD
HONEYWELL
HONEYWELL

LH STATIC RH STATIC
TB L PORTS PORTS TB R

15 20

10
3
4
5 6
7
8
25

30
P/S
5
2
1 10
9 35
40
HTR
DIFF
PRESS
0 45
CABIN ALT

PITOT & WINDSHIELD M 5M 1013 MB

x 1000 ft

STATIC SFDS 450

400 10 10
100
200
L R
ON L O'RIDE R (MEGGITT) 390 240 00

CABIN DIFF
300
10 10
900
20 20
200 800

ON
29.92 IN

PRESSURE
STANDBY PITOT
BARO
APR ATT

GAUGE
OFF OFF AIRSPEED
SENSOR
(HORIZONTAL STABILIZER)

Figure SR-20. Pitot-Static System

SR-38 FOR TRAINING PURPOSES ONLY

 FlightSafety
international

CITATION EXCEL PILOT TRAINING MANUAL

• Separate annunciators for AOA, L, R, and STBY pitot-static

systems.
• Standby pitot-static heat is powered from the emergency bus.

3. Windshield Anti-Ice (Figure SR-21):

• Provides anti-ice and defog capability for flight compartment
windows.

W/S
O'HEAT

L R

TEMPERATURE
SENSOR
T T

T T

W/S
FAULT CONTROLLER
CONTROLLER
L R

WINDSHIELD

Left AC L O'RIDE R
Right AC
Alternator Alternator
ON

AC OFF
BEARING

L R

Figure SR-21. Windshield Anti-Ice System

FOR TRAINING PURPOSES ONLY SR-39

 FlightSafety
international

CITATION EXCEL PILOT TRAINING MANUAL

• System consists of:

• Electrically-heated glass windshield panels.

• Left and right heated forward glass side windows.

• Electrical control units, relays, and annunciator lights.

• Two DC-controlled AC alternators (one on each engine).

• Two integral temperature sensors imbedded in each wind-

shield assembly.

• Control provided by two three-position WINDSHIELD L/R

OFF–ON–O’RIDE switches located on the ANTI-ICE/DEICE
switch panel.

• ON switch position heats the windshield at a slower rate, re-

ducing the possibility of thermal shock.

• O’RIDE switch position may be used to heat the windshield

more rapidly.

4. Engine Anti-Ice (Figure SR-22):

• Engine bleed air heated T1 probe and fan assembly nose cone any
time the engines are running.

• Engine bleed air (P3) to heat the nacelle inlet (lip) and first two
sets of stator vanes by selecting ENGINE ANTI-ICE ON.

• Selecting ENGINE ANTI-ICE ON also provides automatic igni-

tion and electrical heat for the Electronic Engine Control (EEC)
T.0. temperature probes.

• With ENGINE ANTI-ICE ON selected and temperature in the en-

gine inlet plenum of less than 60°F (16°C), or if the stator valve
doesn’t open, the ENG ANTI-ICE L and/or R annunciator will il-
luminate.

• While airborne, if either of the above two conditions are not met
within 4 minutes and 45 seconds, the annunciator will illuminate
flashing. On the ground, the annunciators will illuminate steady
only.

• Loss of normal DC power will cause the valves for the nacelle
and stator vanes to fail “open,” allowing heat to both the nacelle
inlet and stator vanes. Electrical power to the EEC T.0. temper-
ature probes will not be available.

• T1 sensor for the FCU (T1 FCU) is heated by nacelle heat (EECs
inoperative with loss of normal DC power).

SR-40 FOR TRAINING PURPOSES ONLY

 ANTI ICE / DEICE

WINDSHIELD
WING DC POWER
PITOT
STATIC
WINDSHIELD AIR WING INSP ANTI-ICE L GEN BATT R GEN
ON L OíRIDE R ON ON
WING OFF OFF
L R
ON OíHEAT
RESET EMER RESET
220 220
OFF OFF OFF OFF L R
WING XFLOW WING/ ENGINE
TAIL
ON L ON R AUTO

OFF OFF
160 160

CITATION EXCEL PILOT TRAINING MANUAL

CROSS FLOW
VALVE
FOR TRAINING PURPOSES ONLY

ON
OFF MANUAL
ENGINE
16 PSI
PRSOV
160 ELEC / PNEU 160

EMER
WING
OíHEAT PRESSURIZATION
PURGE
L R PASSAGE

60 60

ENG
ANTI-ICE

L R
ANTI - ICE
BLD AIR PRECOOLER
560 560 PRECOOLER
L L PITOT TAS AOA L STBY
OíHEAT
ENG STATIC HTR HTR W/S P/S HTR
L R
L R 7.5 7.5 10 10 5 10

FlightSafety
R R PITOT TAIL R
IGN IGN ENG STATIC DEICE W/S

7.5 7.5 5 5

international
SR-41

Figure SR-22. Wing/Engine Anti-Ice System

 FlightSafety
international

CITATION EXCEL PILOT TRAINING MANUAL

5. Wing Anti-Ice (Figure SR-22):

• High pressure engine bleed air (P3) is used to warm the leading
edges to prevent ice accumulation.

• A crossflow solenoid valve is installed to allow one engine to sup-

ply bleed air to both wing leading edges if required during sin-
gle engine operations. Crossflow is controlled by a two-position
WING XFLOW ON–OFF switch located on the ANTI ICE/DEICE
switch panel.

• Each engine supplies bleed air to its respective wing by routing

bleed air through the precooler, Pressure Regulating Shutoff
Valve (PRSOV) to the wing leading edge assemblies at a regu-
lated 16 psi.

• System is energized by placing the WING/ENGINE switch to the

ON position.

• Under temperature switches in either wing will illuminate the

WING ANTI-ICE L or R annunciator, until the bleed air temper-
ature in the leading edge reaches at least 220°F (104°C). If nor-
mal operating temperature isn’t reached within 4 minutes and 45
seconds, the respective annunciator will commence flashing.

• Overheat indication is provided by two 160°F (71°C) sensors

mounted in the cooling air passage located between the heated
leading edge and the fuel boundary (Figure SR-23). If an over-
heat condition is sensed in the purge passage, the WING O’HEAT
L and/or R annunciator will illuminate flashing and the respec-
tive PRSOV will close, shutting off bleed air to the leading edge
until the temperature drops below 160°F (71°C).

NOTE
A BLD AIR O’HEAT annunciation will cause the re-
spective PRSOV valve to automatically close.

• Loss of normal DC power will cause the PRSOVs for the wing
anti-ice system to fail to the open position. The crossflow valve
fails closed.

CAUTION

Ram airflow is not available to precool engine bleed

air during ground operation. Engine operation above
approximately 70% N2 can trip the BLD AIR O’HEAT
L and/or R annunciator ON. The engines should not
be operated above 70% N 2 for greater than one minute
unless the bleed systems (environmental and anti-ice
systems) are selected OFF.

SR-42 FOR TRAINING PURPOSES ONLY

 WING
OíHEAT
0
160 F SWITCH
L R

CITATION EXCEL PILOT TRAINING MANUAL

FUEL
FOR TRAINING PURPOSES ONLY

BOUNDARY

HEA
T SH
IELD
PUR
GE
P
AIR ASSAG
FLO E
W

ANTI ICE / DEICE

WINDSHIELD
PITOT

BL
WINDSHIELD AIR WING INSP
STATIC
L OíRIDE R ON
ON ON
EE
ON DEFLECTOR SHIELD DA
IR

FlightSafety
OFF OFF OFF OFF

WING XFLOW WING/ ENGINE

TAIL
ON L ON R AUTO

OFF OFF

ON

international
OFF MANUAL
ENGINE
SR-43

Figure SR-23. Wing Leading Edge Cross Section

 FlightSafety
international

CITATION EXCEL PILOT TRAINING MANUAL

6. Deice Boots (Figure SR-24):

• The tail deice system for the horizontal stabilizer is a pneumatic

boot system.

• Engine bleed air, service air (23 psi), is used to inflate and de-
flate the boots.

• The system consists of a control switch in the cockpit, a timer/logic

PC board, two control valves, two pressure switches, two rubber
deice boots and deice annunciators.

• The TAIL AUTO–OFF–MANUAL switch is located on the ANTI

ICE/DEICE switch panel. The system is powered by main DC
power through the TAIL DEICE circuit breaker on the pilot’s CB
panel.

• Selecting AUTO starts the automatic 18-second inflation cycle.

The left boot will inflate during the first six seconds (white TL
DEICE PRESS–L advisory light will illuminate), and then return
to the vacuum position, extinguishing the annunciator light. After
a six second pause, the right boot will inflate (white TL DEICE
PRESS–R advisory light will illuminate) during the last six sec-
onds, then extinguish. Approximately three minutes later, the
cycle will repeat itself.

• Placing the control switch to MANUAL bypasses the timer logic

and simultaneously inflates both deice boots. The boots remain
inflated as long as the switch is held in the MANUAL position.
Recommended inflation time is six to eight seconds and should
be repeated at three to five minute intervals as long as icing con-
ditions are encountered. Both “white” advisory TL DEICE PRESS
L and R lights will illuminate simultaneously as both boots inflate.

• The amber TL DEICE FAIL L and/or R annunciator will illumi-

nate flashing if the control switch is in AUTO and boot inflation
pressure did not reach 16 psi or the boots did not cycle properly
due to timer or control valve failure. The annunciator will also
illuminate flashing if the control switch has been turned OFF and
the timer and/or control valve(s) are still energized.

• Loss of normal DC power will prevent tail deice function.

• The tail deice boots should not be activated at indicated RAT tem-
peratures below -40°C/F. Boot cracking may result.

SR-44 FOR TRAINING PURPOSES ONLY

 ANTI ICE / DEICE
ANTI - ICE
WINDSHIELD
PITOT WINDSHIELD WING INSP
AIR L L PITOT TAS AOA L STBY
STATIC
ON L OíRIDE R ON ON ENG STATIC HTR HTR W/S P/S HTR

ON LOGIC 7.5 7.5 10 10 5 10

OFF OFF OFF OFF

BOARD
R R PITOT TAIL R
WING XFLOW WING/ ENGINE ENG STATIC DEICE W/S
TAIL
ON L ON R AUTO
7.5 7.5 5 5
OFF OFF

ON
OFF MANUAL
ENGINE 23 PSI

CITATION EXCEL PILOT TRAINING MANUAL

PRESSURE
ONE 18 SECOND CYCLE
FOR TRAINING PURPOSES ONLY

REGULATOR
EVERY 3 MINUTES

TL DE-ICE VACUUM
FAIL EJECTORS TL DE-ICE
FAIL
L R
L R
PRESSURE PRESSURE
TL DE-ICE SWITCH SWITCH
PRESS P P TL DE-ICE
PRESS
L R
L R

FlightSafety
international
SR-45

Figure SR-24. Tail Deice System

 FlightSafety
international

CITATION EXCEL PILOT TRAINING MANUAL

AIR CONDITIONING
• P 3 air from engines (Figure SR-25).

• Precoolers in engine pylons. Cools P 3 air on ground using engine by-

pass air if temperature exceeds 405°F (207°C). In flight, uses ram air
to control bleed air temperature at 475°F (246°C)

• BLD AIR O’HEAT L/R annunciators illuminate if bleed air leaving

the precoolers exceed 560°F (293°C). If the wing anti-ice system is
ON, respective wing bleed air will shutoff automatically.

• Ozone converters. At high altitudes, enhances air quality by convert-

ing ozone to oxygen.

The pressurization source selector has the following positions:

• OFF—All valves are closed; bleed air is still available for service air
and anti-ice/deice.

• LH—The left flow control valve is relaxed open; the right flow con-
trol valve is energized closed. The ACM receives air from the left en-
gine only (six pounds-per-minute airflow).

• NORMAL—The left and right flow control valves are relaxed open
(this is the fail-safe condition of the system), providing normal air-
flow from both engines to the ACM (12 pounds-per-minute total air-
flow).

• RH—The right flow control valve is relaxed open; the left flow con-
trol valve is energized closed. The ACM receives air from the right
engine only (six pounds per minute airflow).

• EMER—The emergency pressure flow control valve is energized

open; the left and right flow control valves are energized closed.
Airflow to the ACM is stopped and control of temperature is with the
left throttle. Emergency pressurization is not available on the ground.
Emergency pressurization is provided by the left engine only and air-
flow is diverted to the forward portion of the dropped aisle ducts on
the left side of the cabin.

Temperature Control:

• Normal DC power is required for automatic and manual modes.

• Temperature control is provided separately for both cockpit and cabin.

• Temperature is controlled in the cockpit and cabin by mixing constant

temperature cool air from the ACM system with unconditioned warm
bleed air. This moderated warm air is directed to the warm air distri-
bution network for the cockpit and cabin areas.

• Cold air for the overhead wemacs is supplied directly from the ACM
system.

SR-46 FOR TRAINING PURPOSES ONLY

 ANTI ICE / DEICE PRESSURIZATION

WINDSHIELD
PITOT WINDSHIELD WING INSP EMER
AIR UP
15 20
STATIC MANUAL DUMP
L OíRIDE R ON
ON ON M ON 25
5 6
A 10 4 7
SET ALT
ON N 3 8 30
U
FL EXER
2 9 35
A 5
1 10
AUTO L DN 40
OFF OFF OFF OFF NORM DIFF
PRESS
0 45
RATE CABIN ALT
x 1000 ft
WING XFLOW WING/ ENGINE
TAIL AUTO
ON L ON R DEPRESSURIZE CABIN BEFORE LANDING

OFF OFF PRESS SOURCE

ON NORMAL CKPT TEMP SEL CABIN TEMP SEL
OFF ENG ICE MANUAL
LH RH 76
PASS
LIGHTS
GND REC
AUTO
AUTO
AIR DUCT
ANTI-COLL
SAFETY
ON
NAV
ON
TAIL FLOOD
ON ON OFF EMER
COLD HOT COLD HOT O'HEAT
GND
OFF REC CKPT CAB
ON MANUAL MANUAL
SEL
CKPT CAB
SEL
SEAT OFF OFF OFF

CITATION EXCEL PILOT TRAINING MANUAL

BELT SUPPLY SUPPLY
ON
PRECOOLER OZONE
FOR TRAINING PURPOSES ONLY

CONVERTER

T T T RH FLOW CONTROL
ARM REST MIXING
Z MUFF
ZONE FLOOR
SENSOR VAPOR CYCLE
CKP MACHINE
TCV (APU OPTIONAL)
WEMACS
EVAPORATOR EVAPORATOR
FAN UNIT FAN UNIT WATER
SEPARATOR
W/S
EMER
FLOOR
T TCV PRESS
GRILL ACM
ACM
T
CAB
O'HEAT
WEMACS TCV
ZONE Z
SENSOR
AISLE LH FLOW CONTROL
MIXING
MUFF
FLOOR
ARM REST
T
BLD AIR
O'HEAT
EMER (PRSOV)

EMER PRECOOLER L R
PRESS
ACM
O'HEAT

FlightSafety
AC - FANS AHRS 2
CKPT AC ON OFF
HDG REV ATT REV ADC REV
RECIRC
LO LO DG L SLEW
HI

AC WEMAC
BOOST
TEST R SLEW
LO HIGH HIGH

international
SR-47

Figure SR-25. Air Conditioning System

 FlightSafety
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CITATION EXCEL PILOT TRAINING MANUAL

• Components which are common to the cockpit and cabin temperature

control systems include Temperature Control Valves (TCVs), mixing
muffs, temperature sensors, zone sensors, duct overheat switches,
and the temperature controller.

• AIR DUCT O’HEAT CKPT/CAB annunciators will illuminate if the

aft end of the respective air supply duct (cabin or cockpit) tempera-
ture has overheated (300°F/149°C).

• Additional sources of cold or hot air are provided by the optional

Auxiliary Power Unit (APU) or Vapor Cycle Air-conditioning Unit
(cold air only).

Supplemental Air Conditioning—Vapor Cycle System (Figure SR-26)

• Additional supplemental cooling of the cabin and cockpit is provided

by a vapor-cycle air-conditioning unit located in the tailcone. It is a
conventional compressor/condenser R134a system that is powered by
the main DC electrical system. It may be operated by itself, or in con-
junction with the ECU/ACM.

• The system consists of a belt-driven compressor, condenser, two cabin

evaporator/fans (one forward and one aft), and a cockpit-mounted con-
trol unit located on the copilot’s lower instrument panel.

• A barometric pressure switch is incorporated to shut down the com-

pressor drive motor above 18,000 feet.

• Supplemental cooling air is provided through the upper wemacs by

the aft evaporator system, and through a floor outlet grill near the cock-
pit by the forward evaporator system.

NOTE
The Vapor Cycle System will be removed if an op-
tional APU is installed.

SR-48 FOR TRAINING PURPOSES ONLY

 AC - FANS AHRS 2
CKPT AC ON OFF
HDG REV ATT REV ADC REV
RECIRC
LO LO DG L SLEW
HI

AC WEMAC
BOOST
TEST R SLEW
LO HIGH HIGH

AIR
EXHAUST

CITATION EXCEL PILOT TRAINING MANUAL

INTAKE
FOR TRAINING PURPOSES ONLY

WEMACS
BAROMETRIC
FWD SWITCH
EVAPORATOR (18,000 ft)
FAN
UNIT AFT
FLOOR
GRILL EVAPORATOR
FAN UNIT
VAPOR CYCLE
WEMACS MACHINE

FlightSafety
international
SR-49

Figure SR-26. Vapor Cycle Air Conditioning System

 FlightSafety
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CITATION EXCEL PILOT TRAINING MANUAL

PRESSURIZATION
• Normal DC power and 23 psi (service air) air/vacuum are required for
both AUTO and ISOBARIC MODE operation. AUTO mode also re-
quires input from the No. 1 ADC (Figure SR-27).

• ISOBARIC MODE is the result of loss of No. 1 ADC input. It is in-

dicated by an amber LED on the face of the cabin pressure controller.
Control pressurization using FL and CA mode in the altitude select
window.

• MANUAL MODE can be selected at any time. It requires no DC

power source nor normal vacuum to operate. “Cherry Picker” uses cabin
pressure for closing the outflow valves and nose wheel well low pres-
sure static air for vacuum to open the outflow valves. Will not over-
ride the 14,500 ±500 cabin altitude limiter valves, nor will it override
the MAX cabin differential protection of 9.5 ±0.1 psid.

• Provides a sea level cabin to 25,230 feet, with a 9.3 ± 0.1 psid. Provides
a 6,800 feet cabin altitude at 45,000 feet.

• Normal DC power and vacuum is required to operate the cabin dump

valve. Cabin dump will not override the cabin altitude limit valves.

• Airplane is depressurized on the ground (left squat switch) with less

than 85% throttle position angle.

• Above 85% throttle position angle on the ground, the pressurization

controller goes into the takeoff/prepressurization mode. This in-
creases cabin pressure to preclude pressure bumps upon takeoff.
Normal prepressurization will descend the cabin to approximately 50
feet below takeoff field elevation during the takeoff run.

• The pressurization controller (Figure SR-28) provides both normal

(below 8,000 feet) and high altitude (8,000 to 14,000 feet) autosched-
ule pressurization control, depending upon what Set Landing Altitude
(SLA) is selected in the SET ALT window of the controller (Figure
SR-29). High altitude mode prevents the CAB ALT annunciator from
illuminating at a cabin pressure of 10,000 feet while descending or
climbing below FL250 (Figures SR-30 and SR-31). However, it will
illuminate if cabin altitude should reach 14,500 feet.

• The controller is programmed to limit cabin climb and descent rates

to +600/-500 fpm respectively.

• High altitude mode climb and descent rates are limited to a maximum
of +2,500/-1,500 fpm respectively.

SR-50 FOR TRAINING PURPOSES ONLY

 PRESSURIZATION

EMER 15
UP 20
MANUAL DUMP
M ON 25
5 6
A 10 4 7
SET ALT
N 3 8 30
U
FL EXER
2 9 35
A 5
1 10
AUTO L DN 40
NORM DIFF
PRESS
0 45
RATE CABIN ALT
x 1000 ft

DEPRESSURIZE CABIN BEFORE LANDING

CITATION EXCEL PILOT TRAINING MANUAL

OUTSIDE
FOR TRAINING PURPOSES ONLY

STATIC
28 VDC SOURCE

#1 AIR CABIN AIR

NOSE WHEEL DATA
WELL STATIC COMPUTER
SOURCE
HIGH
ALT
SIGNAL CABIN AIR

VACUUM
EJECTOR
> 1.5 psid
Cabin Air

CABIN AIR Shuttle

CABIN
valve AIR

1.5 psi
CABIN AIR
orifice
OUTSIDE
STATIC
SOURCE
TRIM

NOSE
CAB ALT VACUUM
DOWN

23 PSI
T
O ------------ BLEED AIR

FlightSafety
RETRACT OFF
ENG TURB

EXTEND

international
SR-51

Figure SR-27. Pressurization System

SR-52

ANTI ICE / DEICE PRESSURIZATION

WINDSHIELD
PITOT WINDSHIELD WING INSP EMER
AIR UP
15 20
STATIC MANUAL DUMP
L OíRIDE R ON
ON ON M ON 25
5 6
A 10 4 7
SET ALT
3

CITATION EXCEL PILOT TRAINING MANUAL

N 8 30
ON FL EXER
FOR TRAINING PURPOSES ONLY

U 2 9
A 5 35
1 10
AUTO L DN 40
OFF OFF OFF OFF NORM DIFF
PRESS
0 45
RATE CABIN ALT
x 1000 ft
WING XFLOW WING/ ENGINE
TAIL AUTO
ON L ON R DEPRESSURIZE CABIN BEFORE LANDING

OFF OFF PRESS SOURCE

CKPT TEMP SEL CABIN TEMP SEL
ON NORMAL
OFF ENG INE

LIGHTS
MANUAL
LH RH 76
AUTO
PASS GND REC AUTO
SAFETY NAV TAIL FLOOD ANTI-COLL
ON ON ON OFF EMER
ON COLD HOT COLD HOT
GND
OFF REC CKPT CAB
ON MANUAL MANUAL
SEL

FlightSafety
SEL
SEAT OFF OFF OFF
BELT SUPPLY SUPPLY
ON

international
Figure SR-28. Pressurization Control Panel
 Auto Schedule Boundary
Max Delta P Limit Auto Schedule Boundary

45000

40000 Cruise @ FL410

CITATION EXCEL PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

35000

30000
Aircraft Descent to SLA

Altitude 25000
(FT) Climb to FL410
20000
Cabin @ SLA
15000 1500 ft above SLA
Take off
10000
from 1000 FT
5000
Negative Delta P Limit
0

FlightSafety
0 2000 4000 6000 8000 10000 12000 14000

international
Cabin Altitude (FT)
SR-53

Figure SR-29. Auto Schedule Boundary

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CITATION EXCEL PILOT TRAINING MANUAL

High Altitude Landing

Max Delta P Limit Auto Schedule Boundary

45000

40000 Cruise @ FL450

35000
Climb to FL450
Cabin Rates Cabin Holds @ 8000 ft until
30000 Acft descends below FL 245
Aircraft to 8000 ft

Altitude 25000 Descent set to

(FT) Landing field
20000

15000 Takeoff from

3000 ft
10000

5000
Negative Delta P Limit
0
0 2000 4000 6000 8000 10000 12000 14000

Cabin Altitude (FT)

Figure SR-30. High Altitude Landing Graph

High Altitude Departure

45000

40000 Cruise @ FL450

35000
Cabin will reach 8000 ft with
30000 Acft at approx. FL 250
Aircraft
Altitude 25000
(FT) Descent to
20000
SLA
Climb to Takeoff from
15000
FL 450 14000 ft
10000

5000

0
0 2000 4000 6000 8000 10000 12000 14000

Cabin Altitude (FT)

Figure SR-31. High Altitude Departure Graph

SR-54 FOR TRAINING PURPOSES ONLY

 FlightSafety
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CITATION EXCEL PILOT TRAINING MANUAL

SERVICE AIR
• Bleed air supplied by the engines or an optional APU.

• Regulated at 23 psi.

• Used for (Figure SR-32):

• Horizontal Stabilizer Deice Boots, inflation pressure.

• Pressurization outflow valve operation.

• Cabin entrance primary door seal and acoustic door seals.

• Throttle detents, EECs AUTO mode.

TRIM

NOSE
DOWN

THROTTLE T
O

DETENTS
RETRACT OFF
ENG TURB

EXTEND

DOOR SEAL

OUTFLOW VALVES

23 PSI
VACUUM
EJECTORS
PRESSURE
REGULATOR

DE - ICE
BOOTS

Figure SR-32. Service Air System

FOR TRAINING PURPOSES ONLY SR-55

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CITATION EXCEL PILOT TRAINING MANUAL

OXYGEN
• 50-cubic-foot bottle is standard with an option of a 76-cubic-foot
bottle, located in the right side of the lower nose compartment
(Figure SR-33).

• The bottle pressurization green arc is marked from 1,600 to 1,800 psi.
This does not ensure oxygen availability to the crew or cabin.

• Quick-donning EROS crew masks are stowed in a retainer below the

crewmember’s side windows. The masks have an integral microphone
and pressure regulator. Three positions are afforded: EMER (for pres-
sure breathing), 100%, and diluter demand. Masks must be stowed prop-
erly to qualify as quick-donning masks.

• Passenger masks are stowed in overhead containers. Passenger oxy-

gen selector, located on the pilot’s console has three positions: OFF
(crew only); AUTO (masks will automatically drop if cabin pressure
exceeds approximately 14,500 feet, with normal DC power avail-
able); ON (manual drop).

• With the OXYGEN selector in AUTO; if cabin altitude exceeds 14,500

feet, passenger masks will drop automatically. If cabin pressure is re-
stored to normal values, the solenoid valve is deenergized at approx-
imately 12,000 feet cabin altitude, shutting off oxygen flow to the
passenger masks.

• Oxygen cylinder is serviced through a service port in the lower aft sill
of the right nose compartment (aviator’s breathing oxygen only!).

• A green overboard discharge indicator (disc) is located below the aft

edge of the nose compartment door. Missing or ruptured disc indicates
that the oxygen cylinder has overpressurized and maintenance must
be performed before flight.

SR-56 FOR TRAINING PURPOSES ONLY

 14,500 +/- 500
FILLER VALVE &
PROTECTIVE CAP
Cabin Altitude
OVERBOARD
COPILOTS
DISCHARGE FACE MASK
INDICATOR CYLINDER
PRESSURE GAUGE 5 AMP
OXYGEN
CB
28 - VOLT

CITATION EXCEL PILOT TRAINING MANUAL

DC
FOR TRAINING PURPOSES ONLY

SHUTOFF
VALVE ALTITUDE
PRESSURE
SWITCH
PRESSURE
REGULATOR OVERHEAD
OXYGEN CHECK
CYLINDER VALVE DROP BOX

SOLENOID

PILOTS FACE
MASK

PASS OXY
ON OFF AUTO
OFF ON

FlightSafety
PASS OXY
AUTO

OXYGEN CONTROL VALVE

international
Oxygen System
Automatic Deploy
SR-57

Figure SR-33. Oxygen System

 FlightSafety
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CITATION EXCEL PILOT TRAINING MANUAL

AVIONICS
All primary avionics systems and components are DC-powered Primus 1000
EFIS system. Sensor inputs include (Figure SR-34):
• Dual Litef LCR-93 Attitude and Heading Reference System (AHRS).
• Dual Micro Air Data Computers (MADC).

MADCs are powered by ADC 1 and 2 circuit breakers on RH CB panel and

provide the following data to the High Level Data Link Control bus (HLDC):

• Pitot pressure, total and static air temperature for TAS/CAS to the IC-
600s/615s for PFD airspeed tapes, MACH and V MO /M MO indications
and warning horn.
• Static pressure, pressure altitude, and baro-corrected altitude (inches
or hPa) for the PFD altitude tapes.
• Altitude change rate for the PFD vertical velocity indicators.
• TAS data for the FMS and MFD.
• Pressure altitude to the optional TCAS.
• Altitude information to the Kollsman pressurization controller (ADC
No. 1 only).
• Also outputs data for the transponder, flight data recorder, flight di-
rector, and autopilot.
The true airspeed (TAS) temperature probe (Rosemount) provides tempera-
ture data to the MADCs only. It is electrically anti-ice protected any time the
aircraft is weight-off-wheels and the avionics master power switch is on.

The RAT gage source temperature is provided by normal DC from the EEC
temp sensor (T.0. probe), located in the right engine inlet. If the right T.0. probe
fails, No. 2 MADC will automatically provide temperature information to the
RAT indicator.
Integrated Avionics Computers (IAC):

• Dual IC-600 or IC-615 computers provide data processing for the pilot
and copilot’s EFIS system. Normally, IAC No. 1 powers the pilot’s
PFD and MFD; the No. 2 IAC powers the copilot’s PFD.
• Both IACs contain a Sensor Interface, Flight Director Computer, and
Symbol Generator. Only the No. 1 IAC contains an Autopilot Computer.
• HDG, ATT, and ADC REV buttons enable the respective IAC to uti-
lize the other IACs AHRS or MADC data in the event of failure,
thereby providing redundancy.
• The SG1/MFD/SG2 selector on the MFD controller allows either IAC
to power all three displays in the event of IAC or Symbol Generator
failure.

SR-58 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL
Figure SR-34. Primus 1000 System Block Diagram
FOR TRAINING PURPOSES ONLY SR-59
 FlightSafety
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CITATION EXCEL PILOT TRAINING MANUAL

Primus 880 Weather Radar:

• X-band alphanumeric digital radar with a display designed to provide

weather location and analysis, as well as ground mapping.

• Can be operated in conjunction with the EFIS and MFD equipment to

provide radar video displays.

• The radar transmitter is normally disabled on the ground. However,

by rapidly depressing the STAB switch four times within three sec-
onds, the transmitter will radiate on the ground.

Primus II Radio System:

• Dual Remote Radio Management Units (RMUs). RMU 1 is powered

by the emergency DC bus and RMU 2 is powered by main DC power.

• COM 1, NAV 1, ADF 1, etc., are controlled by the left RMU. COM 2,
NAV 2, ADF 2, etc., are controlled by the right RMU.

• VHF COMM is provided by the RZC-850 integrated communications

unit. Operates in the frequency range of 118.00 to 136.97 MHz, and
can be strapped to extend the upper frequency range to 152 MHz. It
is 8.33 khz spacing capable.

• VHF NAV is provided by the RZC-850 integrated navigation unit.

Operates in the frequency range of 108.00 to 117.95 MHz. The sys-
tem encompasses the functions of VHF NAV, localizer and glideslope
receiver, and marker beacon receiver, as well as ADF and DME func-
tions.

• ADF NAV is provided by the DF-850 ADF receiver module, a com-

ponent of the RNZ-850 integrated navigation unit. Operates in the fre-
quency range of 100.00 to 1799.00 kHz in 0.5 increments.

• ATC TRANSPONDER function is provided by the XS-850 transpon-

der module, a subunit of the RCZ-850 integrated communication unit.
It functions as a 4096 code mode A transponder, as well as providing
mode C (altitude) and mode S (collision avoidance) information.
Altitude information is provided by the respective (1 or 2) AZ-850 micro
air data computer in the pilot’s or copilot’s Primus 1000 system.

• DME NAV function is provided by the optional Primus ll DME sys-

tem module. Each module is comprised of an RNZ-850 integrated nav-
igation unit, an NV-850 VHF NAV receiver and a DME-850 distance
measuring module. The DME transmitter works in the L frequency band
and the receiver frequency range is from 962 to 1213 MHz. Normal
DME function follows the VHF NAV receiver. However, a hold func-
tion allows the tuning of military TACAN channels in order to receive
the DME portion of the TACAN signals. DME data is displayed on
two DI-850 indicators; one on the pilot’s and one on the copilot’s in-
strument panels. DME data can also be displayed on the pilot’s and
copilot’s EHSIs.

SR-60 FOR TRAINING PURPOSES ONLY

 FlightSafety
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CITATION EXCEL PILOT TRAINING MANUAL

• The STANDBY RADIO CONTROL (SRC) is normally located on

the center instrument panel, to the right of the engine gages. It con-
tains normal and emergency modes. The SRC is powered from the emer-
gency DC bus through the NAV1 circuit breaker. It acts as an additional
tuning source for the radio system (COM1 and NAV1).

Radio Altimeter:

• The Collins ALT-55B radio altimeter displays radio altitude up to an

absolute altitude of 2,000 feet. Altitude is displayed on the bottom cen-
ter of the attitude sphere of the EADIs. Between 200 and 2,500 feet,
the display is in 10-foot increments. Below 200 feet, it is in five-foot
increments.

• Decision height (DH) selection is displayed digitally in the lower right

side of the EADI display. The decision height range is from 0 to 990
feet in 10-foot increments. The DH display can be removed with full
counterclockwise rotation of the DH/TST knob on the DC-550 dis-
play controller. A decision height warning horn sounds when the air-
plane reaches the decision height set on the pilot’s EADI.

Autopilot (AP):

• The autopilot and yaw damper are engaged by depressing the AP-EN-
GAGE switchlight. With the flight director OFF, pitch and roll are man-
ually controlled with the turn knob and pitch wheel.

• Flight Director (FD) mode(s) selected, the FD will control the autopi-
lot.

• The autopilot may be switched to the pilot’s FD/PFD 1 or copilot’s

FD/PFD 2 by means of an illuminated selector switch (FD/AP–PFD1,
FD/AP–PFD2) located on the center instrument panel.

• If a lateral mode is engaged, the autopilot holds the heading existing

at the moment of lateral mode disengagement.

• The autopilot/flight control system contains pitch, roll and yaw ser-
vos that control the aircraft in accordance with manual or FD guid-
ance to the autopilot.

• The Primus 1000, IAC No. 1 contains the autopilot module for autopi-
lot control, consequently, if IAC No. 1 fails, the autopilot is inoper-
ative.

• The autopilot may be temporarily disengaged by the Touch Control

Steering (TCS) button on the yoke(s) but the yaw damper remains
engaged.

• The autopilot is normally disengaged one of three ways: 1) depress-

ing the AP/TRIM DISC red switch on either yoke; 2) electrically
trimming the elevator (yaw damper remains engaged); 3) depressing
the go-around button on either throttle.

FOR TRAINING PURPOSES ONLY SR-61

 FlightSafety
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CITATION EXCEL PILOT TRAINING MANUAL

• LOW bank limit may be selected manually by depressing the BANK

LIMIT–LOW switch on the controller (limits bank angle to 14°). Low
bank limit will automatically engage climbing through 34,000 feet and
automatically disengage descending through 33,750 feet.

Flight Director (FD):

• The P-1000 system incorporates one flight director in each IAC. A sin-
gle FD control panel located on the center instrument panel is used
to control the FDs. Either crew member may control the aircraft
through the control panel by switching control with the FD/AP–PFD
1 or 2 selector as discussed above. If the FD/AP control is switched
from one pilot to the other, the AP will revert to basic mode. The FD
will have to be reprogrammed.

NOTE
When the FD/AP is coupled to the VOR, another lat-
eral mode must be selected prior to switching VOR
NAV frequencies. HDG mode may be used after syn-
chronizing HDG bug to the current airplane heading.
Basic ROLL may also be used.

Stall Warning and AOA System:

• The angle-of-attack system is powered by 28 VDC from the left main

DC bus and incorporates an angle-of-attack sensor, a signal summing
unit, a vane heater monitor, an angle-of-attack indicator, a stick
shaker, and an indexer.

• The full-range-type indicator is calibrated from 0.1 to 1.0 and marked

with red, yellow, and white arcs. Lift being produced is displayed as
a percentage and, with flap position information, is valid for all air-
plane configurations and weights. The area at the lower part of the scale
(0.57 to 0.1) represents the normal operating range, except for approach
and landing. The narrow white arc (0.57 to 0.63) covers the approach
and landing range, and the middle of the white arc (0.6) represents
the optimum landing approach (V APP or V REF ). The yellow range
(0.63 to 0.85) represents a caution area where the airplane is ap-
proaching a critical angle-of-attack. The red arc (0.85 to 1.0) is a warn-
ing zone that represents the area just prior to stick shaker activation
and continuing to full stall. At an indication of approximately 0.79 to
0.88 (depending on flap setting and rate of deceleration) in the warn-
ing range, the stick shakers activate.

• If the angle-of-attack system loses power or becomes inoperative for

other reasons, the needle deflects to the top of the scale and stows at
a 1.0 indication.

SR-62 FOR TRAINING PURPOSES ONLY

 FlightSafety
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CITATION EXCEL PILOT TRAINING MANUAL

NOTE
The airplane must not be flown if the stick shaker is
found to be inoperative on the preflight check or if
the angle-of-attack system is otherwise inoperative.

• Stick shakers are installed on the pilot’s and copilot’s control columns
and provide tactile warning of impending stall. The angle-of-attack
transmitter causes the stick shakers to be powered when the proper
threshold is reached.

WARNING
If the angle-of attack vane heater fails and the vane
becomes iced, the stick shaker may not operate or may
activate at normal approach speeds.

• The approach indexer, mounted on the pilot’s glareshield, provides a

heads-up display of deviation from the approach reference. The dis-
play is in the form of three illuminated symbols used to indicate the
airplane angle-of-attack:

• When the airplane speed is on reference, the green center circle is

illuminated.

• As the speed decreases from reference (.6), the circle illumination

dims and the top red chevron illumination increases until the top
chevron is illuminated and the circle is extinguished. The top red
chevron points down, indicating that the angle-of-attack must be
decreased to eliminate the deviation.

• When the airplane is accelerating from the on-speed reference, the

illumination of the green circle dims and illumination of the bot-
tom yellow chevron increases until the circle is extinguished and
only the bottom chevron is illuminated. The bottom yellow chevron
points up to indicate that the angle-of-attack must be increased to
eliminate the deviation.

• The indexer is active any time the nose gear is down and locked
and the airplane is not on the ground. There is a 20-second delay
after takeoff before the indexer activates.

• Stall strips on the leading edge of each wing create turbulent airflow
at high angles of attack, causing a buffet to warn of approaching stall
conditions. This system is considered a backup to the angle-of-at-
tack stick shaker system in case of malfunctions and electrical power
failure.

FOR TRAINING PURPOSES ONLY SR-63

 FlightSafety
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CITATION EXCEL PILOT TRAINING MANUAL

Emergency Instruments:

• Secondary Flight Display (SFD, Meggitt)

• The Meggitt tube is a DC-powered cathode ray tube indicator com-

bining standby attitude indicator, altimeter, and airspeed/Mach
indications into one composite instrument (Figure SR-35).

• The Secondary Flight Display (SFD) contains solid state inertial

sensors for the measurement and presentation of aircraft pitch and
bank attitudes. The attitude display has an instantaneous display
range of 360° of bank and 50° of pitch. A moving tape on the right
side of the display includes a rolling digit display of altitude cal-
ibrated in 100-foot increments. Baro data is set in the altitude dis-
play by a knob on the bottom right side of the bezel. The setting is
displayed millibars at the top right of the display and in inches of
mercury at the bottom right of the display. On the left side of the
display, is a moving tape showing airspeed. Airspeed becomes ac-
tive at 40 knots.

• The Mach number is displayed in the upper left corner of the dis-
play and has a range of 0.35 to 0.999 Mach.

• Failure flag indications for airspeed and altitude are red crosses
covering the appropriate tape box, with all indications removed from
within the box. The failure flags for the Mach indication and baro
setting are a series of four red dashes in the appropriate display area.

• The navigation display is selected by the APR button on the bot-

tom of the display bezel. Pressing the button once will display ILS
localizer information and glideslope flight director information on
the Meggitt tube, provided the NAV 1 receiver is tuned to an ILS.
Pressing the button a second time will display back course local-
izer information on the Meggitt tube, provided the NAV 1 receiver
is tuned to a localizer back course frequency. Pressing the button
a third time will remove all navigation information from the Meggitt
tube. VOR tracking information is not available on the Meggitt tube,
but is available on the standby HSI.

• Power to the standby flight display system is controlled by a switch

marked STBY PWR–ON/OFF/TEST located on the pilot’s lower
instrument panel. The SFD has an emergency source of power
from an emergency battery pack located in the right nose avionics
compartment. This battery pack also provides emergency instru-
ment lighting for the dual fan (N 1) tachometers and the standby hor-
izontal situation indicator (HSI). The battery pack is constantly
charged by the airplane’s electrical system. The standby instrument
power switch must be ON for automatic transfer to its emergency
battery pack. This battery pack will supply a minimum of 30 min-
utes of power to the SFD. An amber STBY PWR ON light next to
the STBY PWR switch illuminates when the emergency battery pack
is powering the SFD.

SR-64 FOR TRAINING PURPOSES ONLY

 MACH DISPLAY APR DISPLAY
VMO TAPE

BARO
DISPLAY IN
M. 457 ILS 1013 HP HECTO
280 PASCALS

CITATION EXCEL PILOT TRAINING MANUAL

500
FOR TRAINING PURPOSES ONLY

260 10 10
AIRSPEED ALTITUDE
TAPE 250 70 00 TAPE

COURSE 240 10 10
GLIDESLOPE
INDICATORS
20 20
220
500 BARO
29.92 IN DISPLAY IN
INCHES Hg
BARO
APR ATT

FlightSafety
BAROMETRIC SETTING

international
SR-65

Figure SR-35. Standby Flight Display—Meggitt

 FlightSafety
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CITATION EXCEL PILOT TRAINING MANUAL

• Standby Horizontal Situation Indicator (HSI):

• The standby HSI is a three-inch instrument located on the pilot’s

instrument panel, directly below the Meggitt tube. It provides nav-
igational guidance in case of PFD/flight director failure, and is pow-
ered by the emergency bus (Figure SR-36).

• The standby HSI displays compass heading (No. 2 AHRS), and nav-
igation inputs from NAV 1, (i.e., glide slope, localizer deviation,
and airplane position relative to VOR radials). The compass card
is graduated in 5° increments, and a lubber line is fixed at the fore
and aft positions. A fixed reference airplane is in the center of the
HSI, aligned with the lubber line markings. In addition, there is a
course deviation bar and course cursor, as well as a blue ADF nee-
dle, which displays ADF 1 bearings and rotates around the outer
portion of the dial (not available with loss of normal DC power).

• Magnetic Compass:

• A standard liquid-filled magnetic compass is mounted above the

glare shield. Directly above the compass are the seating height in-
dicator balls.

Figure SR-36. Standby HSI

SR-66 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

Digital Clock (Davtron):

• Two Davtron model M877 clocks, located on the pilot’s and copilot’s
upper instrument panels can display four functions: local time, GMT,
flight time, and elapsed time. Two versions of elapsed time may be
selected: count up or count down.

• The clock has two control buttons: SEL (select) and CTL (control).
The SEL button is used to select the desired function and the CTL but-
ton is used to start and reset the selected mode.

• The flight time mode of the clock is enabled by a landing gear squat
switch, which causes the clock to operate any time the airplane weight
is off the landing gear. The flight time may be reset by the pilots.

Static Wicks:

• A static electrical charge, commonly referred to as P (precipitation)

static, builds up on the surfaces of the airplane in flight and causes
interference in radio and avionics equipment operation. The static wicks
are installed on the wing and empennage training edges, and dissipate
static electricity in flight.

• There are a total of 20 static wicks:

• One on each wingtip.

• Four on each wing trailing edge outboard of the aileron.

• One on the trailing edge of each aileron.

• Two on the trailing edge of each elevator.

• Two on the upper trailing edge of the rudder.

• One on the top of the rudder.

• One on the tail stinger.

TCAS ll (Optional):

• TCAS ll detects and tracks aircraft in the vicinity of your own airplane.
It interrogates the transponders of other aircraft and analyzes the sig-
nals to range and bearing, and relative altitude if it is being reported.
It then issues visual and aural advisories so that the crew may perform
appropriate vertical avoidance maneuvers. TCAS control is provided
through the RMUs.

FOR TRAINING PURPOSES ONLY SR-67

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CITATION EXCEL PILOT TRAINING MANUAL

EGPWS (Optional):

• The optional Allied Signal Enhanced Ground Proximity Warning

System (EGPWS) provides visual and aural warnings of terrain in the
following Basic GPWS modes:

1. Excessive rate-of-descent with respect to terrain (Mode 1).

2. Excessive closure rates to terrain (Mode 2).

3. Negative climb before acquiring a predetermined terrain clear-

ance after takeoff or a missed approach (Mode 3).

4. Insufficient terrain clearance based on flap configuration (Mode 4).

5. Inadvertent descent below glideslope (Mode 5).

6. Minimums callout upon reaching DH (Mode 6).

7. SMART 500 callout—Altitude callout at 500 AGL (Mode 6).

8. Excessive bank angle alerting (Mode 6).

9. Windshear Warning and Windshear Caution Alerts (Mode 7).

• In addition, the Enhanced Ground Proximity Warning System provides

the following terrain map enhanced modes:

1. Terrain Clearance Floor Exceedance.

2. Look-Ahead Cautionary Terrain Alerting and Warning Awareness.

3. Terrain Awareness Display. EGPWS provides display of approx-

imate terrain and obstacles. The terrain display is color and inten-
sity-coded (by density) to provide visual indication of the relative
vertical distance between the airplane and the terrain.

Area Navigation:

• Universal Avionics Systems UNS-1 Csp Flight Management System

(FMS) is a centralized control and master computer system, designed
to consolidate and optimize the acquisition, processing, interpreta-
tion and display of certain aircraft navigation and performance data.
The UNS-1 Csp FMS system may be installed as GPS only or multi-
sensor system. Digital Air Data information (including baro-corrected
altitude and true airspeed) and heading input is required of all
installations.

SR-68 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

• Each individual navigational sensor is specifically designed for pri-

mary navigation. The FMS system takes advantage of a particular sen-
sor’s good properties while minimizing its liabilities. The system
processes multiple range information from the DME, True Airspeed
Data from the Air Data Computer, velocity and position information
from the long range navigation sensors, and aircraft heading, in order
to derive one Best Computed Position (BCP).

• The FMS contains a memory capacity of up to 100,000 waypoints. The

stored Jeppesen data base provides the capacity for complete coverage
for SIDs, STARs, Approaches, High/Low Airways, Navaids, IFR inter-
sections and airports with runways longer than 4,000 feet with IFR ap-
proaches in the worldwide data base. It provides the capability for:

1. Pilot Data Storage.

2. Company Route Data.

3. Off Line Flight Planning.

4. Fuel Management Monitoring.

5. Frequency Management.

6. Lateral Guidance and Steering.

7. Vertical Guidance—V NAV (with FD/AP coupling authority).

Locator Beacon:

• The ELT 110-4 Emergency Locator Transmitter (ELT) provides a

modulated omnidirectional signal, transmitted simultaneously on
emergency frequencies 121.50 and 243.00 MHz. The system is acti-
vated by an impact of 5.0 +2/-0 Gs, or manually by a remote ON–OFF
switch located forward of the pilot’s circuit-breaker panel.

FOR TRAINING PURPOSES ONLY SR-69

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CITATION EXCEL PILOT TRAINING MANUAL

AUXILIARY POWER UNIT

The Allied Signal Model RE100 (XL) APU installed in the Citation Excel is
a fully automatic, constant speed gas turbine engine mounted in a titanium
steel fireproof enclosure located in the tail cone. It utilizes a single-stage cen-
trifugal impeller and a single-stage turbine. The APU requires normal DC
power, fuel, and control signals from the airplane for operation. Accessed
through a removable external panel on the fuselage above the right engine pylon.

GENERAL
• If optional APU installed, vapor cycle air conditioner will be removed.
• APU installations will increase BEW by approximately 100 lbs plus
ballast, if required.
• Provides DC electrical power from a 28-VDC, 300-amp starter-
generator.
• Provides bleed air for environmental and service air systems.
• Certified for both ground and in-flight use.
• Not certified for unattended use.
• Maximum altitude for in-flight starts, 20,000 feet.
• Maximum altitude for operation 30,000 feet.

ELECTRONIC CONTROL UNIT (ECU)

ECU functions:
• Prestart Built-in Test.
• Automatic Start Control.
• Speed Control (100%).
• Protective Shutdown Capability—EGT overtemperature, rpm over-
speed, Low Oil Pressure (LOP), High Oil Temperature.
• Start Inhibit Capability.
• Fault Code Storage.
• Fault Reporting to Field Service Monitor (FSM), download capability.

FUEL SYSTEM
• Fuel is normally supplied by the right wing fuel tank.

• Right fuel boost pump operates continually during APU starts and APU
running. FUEL BOOST–R annunciator is inhibited. Fuel is supplied
from the left wing fuel tank during crossfeed from the left tank.

• Fuel flow is 110 pph during APU operation loaded (generator on-line
and bleed-air valve OPEN).

SR-70 FOR TRAINING PURPOSES ONLY

 FlightSafety
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CITATION EXCEL PILOT TRAINING MANUAL

OIL SYSTEM
• Oil reservoir is part of the lower portion of the gear box (approximately
1.5 US quarts, oil service capacity).

• Cooled by: 1) APU ram air pulled through the compressor inlet; and
2) air flow from the small ram air inlet on the forward side of the APU
access panel.

• Maintenance panel, oil quantity check, preflight test (checks oil level):

• Amber light illuminates, 300 cc below full. The APU may be op-
erated and service at the next available opportunity.

• Red light illuminates, 550 cc below full. Do not start and oper-
ate the APU until serviced.

• Low Oil Pressure (LOP) switch, signals the ECU to initiate a protec-
tive shutdown.

• Oil temperature sensor, signals the ECU to initiate a protective shut-

down.

• Magnetic chip collector, maintenance check only.

• Oil system is serviced through a small hinged door on the APU ac-
cess panel.

PNEUMATIC SYSTEM
• APU bleed air is supplied through a Bleed Air Valve (BAV), controlled
by the BLEED AIR ON–OFF switch on the APU control panel.

• BLEED VAL OPEN light illuminates on the APU control panel when
the BAV is open.

• Regulates pneumatic output power by sensing Exhaust Gas Temperature

(EGT) and inlet ambient air temperature. If EGT exceeds 690°C, the
ECU automatically shuts down the APU.

• Supplies bleed air to the environmental control system (ACM, water

separator, and mixing muffs), and to the service air system (cabin door
seals, throttle detents, outflow valve solenoids, and deice boots).

• If the ACM experiences an overheat (ACM O’HEAT annunciator il-

luminates), the ECU will command the BAV to close until the over-
heat condition is cleared.

FOR TRAINING PURPOSES ONLY SR-71

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CITATION EXCEL PILOT TRAINING MANUAL

ELECTRICAL SYSTEM
• 28-VDC, 300-amp starter-generator mounted on gear box. May not
be used to replace a main engine starter-generator.

• Starter powered through the hot battery bus during APU starts. APU
RELAY ENGAGED light on copilot’s instrument panel illuminates
to indicate the APU start relay is closed.

• APU generator placed on line by selecting GENERATOR switch ON,

on APU control panel. Connects to the airplane crossfeed bus. APU
amp gage on copilot’s instrument panel displays a load.

• Ignition unit powered automatically during start initiation at 5% rpm

and terminates at 99% rpm. Ignition will automatically activate at 94%
rpm during a rollback to initiate an “Auto Relight” function.

• Speed sensor mounted on the APU gear box provides signals to the
ECU to sequence the following events:
• Initiates fuel flow during start at 5% rpm.
• Ignition on at 5% rpm during start.
• Starter cutout at 50% rpm, at 60% rpm-backup.
• Acceleration fuel scheduling during start.
• Ignition termination at 99% rpm.
• Ready-to-load operation at 95% rpm + 4 seconds.
• Overspeed protection at 108% rpm.
• Start counter retains total APU start cycles.

FIRE PROTECTION
• A hollow fire detection loop inside the steel APU enclosure, charged
with inert gas that expands with heat, will cause a pressure sensor to
activate the “red” APU FIRE light on the copilot’s instrument panel
if excessive heat develops. When the APU FIRE light illuminates, the
APU fire system automatically initiates the following:
• Signals the ECU to initiate an immediate shutdown.
• Trips the generator field to prevent reignition.
• Deenergize the APU aircraft mounted fuel shutoff valve.
• Deenergize the right wing fuel boost pump.

• Eight-second time delay before the APU fire extinguisher is dis-

charged (may be manually discharged within the eight-second pe-
riod).
• Logs APU fire protective shut down into ECU memory.

SR-72 FOR TRAINING PURPOSES ONLY

 FlightSafety
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CITATION EXCEL PILOT TRAINING MANUAL

• The “amber” APU FAIL light on the copilot’s instrument panel will
illuminate if the APU fire extinguisher bottle pressure is low or the
extinguisher has been discharged. An illuminated APU FAIL light will
inhibit an APU start initiation.

EXTERIOR PREFLIGHT
• Check APU air inlets on the upper right rear fuselage, CLEAR (com-
pressor inlet and gear box ram air inlet).
• Check APU exhaust, CLEAR.

• Check additional tail cone ram air inlet on the fuselage below right
engine pylon, CLEAR.

• Check APU fuel drain on bottom of the fuselage behind the tail cone
access door, CLEAR.
• Check oil quantity lights on maintenance panel in tail cone.

OPERATION
• APU Control Panel functions (Figure SR-37):

• Master switch—ON, powers up the ECU and provides power for the
control panel, switches, and annunciators.

• START–STOP switch—START position, alerts the ECU to initiate the

start sequence and enables on-speed operation. STOP position, initi-
ates a simulated overspeed signal to the ECU to initiate an immedi-
ate shutdown.

• TEST button—performs a lamp test of all annunciator lamps on the

APU control panel and the copilot’s instrument panel. Tests the dig-
ital indicators on the APU control panel (i.e., RPM-0, EGT-500, DC
VOLTAGE-00.0), and tests integrity of the APU fire system.

• GENERATOR switch—ON, allows generator power to connect to the

airplane crossfeed bus after the READY TO LOAD light illuminates.
OFF, disconnects the APU generator from the crossfeed bus. RESET,
allows a possible reset of an APU generator tripped field relay.

• BLEED AIR switch—ON, opens the BAV valve (BLEED VAL OPEN
light illuminates). OFF, closes the BAV.

• READY TO LOAD lamp—Illuminates after start termination when

APU rpm is at or above 95% rpm for at least four seconds. Alerts the
crew that the APU may be loaded (APU generator may be placed on
line and/or BAV may be opened).

• Digital indicators—Indicate APU RPM, EGT, and DC VOLTAGE

(APU generator voltage).

FOR TRAINING PURPOSES ONLY SR-73

 FlightSafety international

CITATION EXCEL PILOT TRAINING MANUAL

MASTER MASTER AP OFF

WARNING CAUTION
RESET RESET YD OFF

N560XL
HONEYWELL

410 00
124678
FD FAIL 41500 CHRONOMETER
ATT 1
300 S 20 20
G
2
10 10 GMT LT FT ET
2
215 410 00
00
SEL CTL
APU APU RELAY
ENGAGED
00
DAYTRON FIRE APU FAIL
200 10 10

100 FULL SC FULL GSPD

40500 ARC CP ARC TTG
ET NAV FMS
360 DH
729 M 29 92 IN
90
CRS HDG 1 VOR 1 VOR 1 NAV ADF NAV ADF 60 120
360 +I0 OFF FMS OFF FMS
TEST
3 30 160
OFF
2 PFD RA 0
BRG 0 DIM TST BRG BATT
180

CRS 1 TEMP
MICROPHONE CABIN EMER
0

VOR 1 COM 1 COM 2 HF 1 NAV 1 NAV 2 I

1 N
P

ADF 1 2
H 10
GSPD
COM 1 COM 2 ADF 1 ADF 2 DME 1 DME 2 BOTH V OXYGEN DC AMPS
HDG ------ KTS 3 O 5 15 1 3
310 L
U
M
E 4
MKR 0
MUTE
0 20
BARO PSI
X 100
STD SPEAKER DIGITAL AUDIO PANEL HEAD PHONE

HONEYWELL
NAV 1

NM MIN

CH SEL

DME HONEYWELL

MIC OXY MASK

CPT RECIRC FAN HSI 2

HI OFF DG L SLEW HDG REV ATT REV ADC REV
S HOLD COCKPIT VOICE
O LO L 5 SEC RECORDER MIC HEAD SET
F WEMAC A
F BOOST
V
E
HI TEST HEAD SET ERASE
LO TEST R SLEW

G lenz - Citation Learning Center 018, Sept,1999

Figure SR-37. APU Annunciators, Copilot’s Panel

• APU annunciators on copilot panel, functions (Figure SR-38):

• APU FIRE light—Alert the crew of an APU fire in the APU enclo-
sure. APU will immediately shutdown. Fire extinguisher will au-
tomatically fire after eight seconds if not manually fired.

• APU RELAY ENGAGED light—Indicates the APU start relay be-

tween the battery bus and the APU starter is closed.

• APU FAIL light—ECU has detected a fault or the APU fire extin-
guisher is low or empty.

SR-74 FOR TRAINING PURPOSES ONLY

 FlightSafety
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CITATION EXCEL PILOT TRAINING MANUAL

MAP LIGHT

QUARTZ
0001248
TOTAL HOURS

DIM
OFF
APU SYSTEM
BLEED AIR GENERATOR
ON ON
BLEED VAL OPEN
O
F
READY TO LOAD
F
OFF RESET

APU RPM %

MAX RPM
108%
APU EGT 0 C

MAX EGT
6900
DC VOLTAGE

APU MASTER
START TEST ON
N
O
R
M
STOP PUSH OFF

Figure SR-38. APU Control Panel

FOR TRAINING PURPOSES ONLY SR-75

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CITATION EXCEL PILOT TRAINING MANUAL

• Prestart procedures, on ground or in flight:

• Aircraft battery switch, ON.

• APU MASTER switch, ON.
• APU TEST button, depress. Ensure APU FIRE light illuminates (val-
idates fire detection circuit). Ensure following lamps also illumi-
nate: APU RELAY ENGAGED, APU FAIL, BLEED VAL OPEN,
and READY TO LOAD. If a lamp or lamps don’t illuminate, APU
start must not be attempted until the condition is cleared. Digital
indicators on the APU control panel should indicate; RPM-0; EGT-
500; DC VOLTAGE-00.0.
• APU GENERATOR switch, OFF.
• APU BLEED AIR switch, OFF

• Start procedures and indications, on ground or in flight:

• APU START/STOP switch—position momentarily to START and

release.
• APU RELAY ENGAGED light—illuminates.
• Aircraft right hand boost pump activates (LO FUEL PRESS–R an-
nunciator extinguishes).
• 5% rpm, ignition activates and fuel is introduced. Light off, EGT,
and rpm increases.
• 50% rpm, APU RELAY ENGAGED light—extinguishes.
• 95% + four seconds (rpm indicator should indicate 100%). READY
TO LOAD light illuminates. Start is complete.
• DC VOLTAGE indicator on the APU control panel should regis-
ter 28.5.
• APU GENERATOR switch, ON (as desired). APU AMMETER
check for load (200 amps max on ground/230 amps max in flight).
• BLEED AIR switch, ON (as desired). BLEED VAL OPEN light il-
luminates.
• Enter APU fuel flow, 110 pph in the FMS (if desired). (603.4 soft-
ware incorporated, fuel flow automatically records.)

NOTE
APU starts on the ground may be battery only (Figure
SR-39), GPU, or main generator assisted battery
starts (Figure SR-40). If main engine or engines are
running, and a generator or generators is/are on line,
the main engine start button(s) will illuminate dur-
ing generator assisted battery starts of the APU.

SR-76 FOR TRAINING PURPOSES ONLY

 APU Start on Ground Engines Off MAP LIGHT

QUARTZ

1. APU Start Relay Closes

0001248
TOTAL HOURS

DIM
OFF
APU SYSTEM
BLEED AIR GENERATOR

2. Battery Start Only ON

BLEED VAL OPEN

READY TO LOAD
ON
O
F
F
OFF RESET

APU RPM %

MAX RPM
108%
APU EGT 0 C

MAX EGT
6900
DC VOLTAGE

CITATION EXCEL PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

APU APU Start Switch

APU
START
N
TEST
MASTER
ON
Master Switch
O

Starter / DC AMPS
STOP
R
M
PUSH OFF

Gen 1 3

APU 0
4

Crossfeed APU

Relay

LH FEED BUS 225A

CROSSFEED BUS RH FEED BUS
EMR PWR RLY 225A
BATT
A BATTERY AVN EMER RELAY A
A ISOLATION
RELAY E EMER AVN
25A

P LH
OFF M
E 25A RH I

U GEN
OFF
GEN
RELAY
R
GEN
RELAY
GEN
OFF
N
T
EMER E
0 24 0
RESET LH START RELAY RESET R
EMR PWR RLY RH START RELAY
B LH GEN
BATTERY BUS
RH GEN
I
O
GCU BUS BUS GCU
U R
1
S LH RH 7

FlightSafety
BAT 5
START BAT APU RELAY START A
DISC
GEN RELAY
APU ENGAGED GEN INTERIOR
Start
POWER
Relay

international
SR-77

Figure SR-39. APU Engine Start—On Ground (Engines OFF)

SR-78

MAP LIGHT

QUARTZ
0001248
TOTAL HOURS

DIM
OFF
APU SYSTEM
BLEED AIR GENERATOR
ON ON
BLEED VAL OPEN
O
F
READY TO LOAD
F
OFF RESET

APU RPM %

MAX RPM
108%
APU EGT 0 C

MAX EGT
6900
DC VOLTAGE

CITATION EXCEL PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

APU DC AMPS
3
APU MASTER
ON
1
APU Start Switch
START
N
TEST
Master Switch
Starter / 0
4
STOP
O
R
M
PUSH OFF

Gen APU
APU

Crossfeed
Relay

LH FEED BUS 225A

CROSSFEED BUS RH FEED BUS
EMR PWR RLY 225A
BATT
A BATTERY AVN EMER RELAY A
A ISOLATION
RELAY E EMER AVN
25A

P LH
OFF M
E 25A RH I

U GEN

OFF
GEN
RELAY
R
GEN
RELAY
GEN

OFF
N
T
EMER E
28.5 25 28.5
RESET LH START RELAY RESET R
EMR PWR RLY RH START RELAY
B LH GEN
BATTERY BUS
RH GEN
I
O
GCU BUS BUS GCU
U R
1
S

FlightSafety
LH RH 7
BAT 5
START BAT APU RELAY START A
DISC
GEN RELAY
APU ENGAGED GEN INTERIOR

international
Start
POWER
Relay

Figure SR-40. APU Start—On Ground, Battery and Engine Generator(s) Assist
 FlightSafety
international

CITATION EXCEL PILOT TRAINING MANUAL

NOTE
Main engine starts on the ground using the APU gen-
erator will be APU generator starts only if the oppo-
site main engine generator is not on line (Figure
SR-41). If the opposite main engine generator is on line,
the start will be a combination APU generator and
main engine generator assisted start (Figure SR-42).
The battery disconnect relay opens to take the battery
off line any time the APU generator is involved while
starting main engines on the ground.

The APU generator will remain on line during APU

assisted main engine starts and the APU RELAY EN-
GAGED light will illuminate, and the opposite en-
gine start button will illuminate if the engine is
running and the generator is on line.

NOTE
APU in flight starts will be battery only starts (squat
switch logic prevents the main engine start relays from
closing) (Figure SR-43). Starting main engines in
flight with the APU operating and the APU genera-
tor on line will continue to be battery only starts
(squat switch logic prevents the APU start relay from
closing).

• APU stop sequence, on ground or in flight:

• APU BLEED AIR switch, OFF. BLEED VAL OPEN light

extinguishes.

• APU GENERATOR switch, OFF. APU AMMETER, displays

0 amps.

• Verify APU RELAY ENGAGED light is extinguished.

• APU START/STOP switch, STOP position momentarily and release.

• Verify READY TO LOAD light extinguished.

• After APU RPM rolls down to 0%, MASTER switch, OFF.

• Enter APU fuel flow 0 pph in FMS (if desired). (603.4 software
incorporated, fuel flow zeros out automatically.)

NOTE
Following APU shutdown for any reason, an APU
restart must not be attempted until 30 seconds after
the RPM indicator reads 0%.

FOR TRAINING PURPOSES ONLY SR-79

SR-80

MAP LIGHT

QUARTZ
FUEL BOOST ENGINE START IGNITION 0001248

L DISENGAGE R TOTAL HOURS

L ON R L ON R DIM
OFF
START APU SYSTEM
BLEED AIR GENERATOR
ON ON
DISG BLEED VAL OPEN
O
F
READY TO LOAD
F
NORM NORM NORM NORM RESET
OFF

APU RPM %

MAX RPM
108%
APU EGT 0 C

MAX EGT
6900
DC VOLTAGE

CITATION EXCEL PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

APU APU Start Switch

APU
START
N
O
TEST
MASTER
ON
Master Switch
Starter /
R
M
STOP PUSH OFF

1
DC AMPS
3
APU RELAY
Gen APU 0
4
ENGAGED

Crossfeed APU
APU FAIL
Relay

LH FEED BUS 225A

CROSSFEED BUS RH FEED BUS
EMR PWR RLY 225A
BATT
A BATTERY AVN EMER RELAY A
A ISOLATION
RELAY E EMER AVN
25A

P LH
OFF M
E 25A RH I

U GEN
OFF
GEN
RELAY
R
GEN
RELAY
GEN
OFF
N
T
EMER E
0 28.5 0
RESET LH START RELAY RESET R
EMR PWR RLY RH START RELAY
B LH GEN
BATTERY BUS
RH GEN
I
O
GCU BUS BUS GCU
U R
1
S 7

FlightSafety
LH BAT RH
5
START BAT APU RELAY START A
DISC
GEN RELAY
APU ENGAGED GEN INTERIOR
Start
POWER

international
Relay

Figure SR-41. APU Right Engine Start—On Ground

 APU 2nd Engine Start on Ground
MAP LIGHT

QUARTZ
FUEL BOOST ENGINE START IGNITION 0001248

L DISENGAGE R TOTAL HOURS

L ON R L ON R DIM
OFF
START APU SYSTEM
BLEED AIR GENERATOR
ON ON
DISG BLEED VAL OPEN
O
F
READY TO LOAD
F
NORM NORM NORM NORM RESET
OFF

APU RPM %

MAX RPM
108%
APU EGT 0 C

MAX EGT
6900
DC VOLTAGE

CITATION EXCEL PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

APU APU Start Switch

APU
START
N
O
TEST
MASTER
ON
Master Switch
Starter /
R
M
STOP PUSH OFF

1
DC AMPS
3
APU RELAY
Gen APU 0
4
ENGAGED

Crossfeed APU
APU FAIL
Relay

LH FEED BUS 225A

CROSSFEED BUS RH FEED BUS
EMR PWR RLY 225A
BATT
A BATTERY AVN EMER RELAY 90
A ISOLATION
RELAY E EMER AVN
25A

P LH
OFF M
E 25A RH I

U GEN

OFF
GEN
RELAY
R
GEN
RELAY
GEN

OFF
N
T
EMER E
0 28.5 28.5
RESET LH START RELAY RESET R
EMR PWR RLY RH START RELAY
B LH GEN
BATTERY BUS
RH GEN
I
O
GCU BUS BUS GCU
U R
1
S 7

FlightSafety
LH BAT RH
5
START BAT APU RELAY START A
DISC
GEN RELAY
APU ENGAGED GEN INTERIOR
Start
POWER

international
Relay
SR-81

Figure SR-42. APU Left Engine Start—On Ground

SR-82

APU Start Inflight MAP LIGHT

QUARTZ

1. Battery Isolation Relay Opens

0001248
TOTAL HOURS

DIM
OFF
APU SYSTEM
BLEED AIR GENERATOR

2. APU Start Relay Closes ON

BLEED VAL OPEN

READY TO LOAD
ON
O
F
F
RESET

3. Battery Start Only

OFF

APU RPM %

MAX RPM
108%
APU EGT 0 C

MAX EGT
6900
DC VOLTAGE

CITATION EXCEL PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

APU APU Start Switch

APU
START
N
TEST
MASTER
ON
Master Switch
O

Starter / DC AMPS
STOP
R
M
PUSH OFF
APU RELAY
Gen 1 3
ENGAGED
APU 0
4

Crossfeed APU APU FAIL

Relay

LH FEED BUS 225A

CROSSFEED BUS RH FEED BUS
EMR PWR RLY 225A
BATT
A BATTERY AVN EMER RELAY A
A ISOLATION
RELAY E EMER AVN
25A

P LH
OFF M
E 25A RH I

U GEN
OFF
GEN
RELAY
R
GEN
RELAY
GEN
OFF
N
T
EMER E
28 24 28
RESET LH START RELAY RESET R
EMR PWR RLY RH START RELAY
B LH GEN
BATTERY BUS
RH GEN
I
O
GCU BUS BUS GCU
U R
1
S

FlightSafety
LH RH 7
BAT 5
START BAT APU RELAY START A
DISC
GEN RELAY
APU ENGAGED GEN INTERIOR
Start

international
POWER
Relay

Figure SR-43. APU Start—In Flight

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CITATION EXCEL PILOT TRAINING MANUAL

LIMITATIONS
• General

• APU operation is prohibited until a satisfactory APU test has been

accomplished as contained in the NORMAL PROCEDURES sec-
tion of SUPPLEMENT 16 of the Excel Airplane Flight Manual
(AFM).

• Starting the APU is prohibited whenever the APU FAIL light is il-
luminated.

• APU start attempt is prohibited after a dual generator failure.

• Following shutdown for any reason, APU restart must not be at-
tempted until 30 seconds after the RPM indicator reads 0%.

• Applying deice (anti-ice fluid of any type) is prohibited with the

APU operating.

• Deployment of the thrust reversers for more than 30 seconds with

the APU operating is prohibited.

• The APU is not approved for unattended operation.

• The limits in Table SR-1 apply to APU starting and operation

Table SR-1. APU OPERATING LIMITS

OPERATING MAX MAX N1% FUEL MAX GEN AMBIENT

CONDITION: ALT FT EGT OC TEMP OC LOAD AMPS TEMP OC
(NOTE3) (NOTE2)

STARTING 20,000 690 -- Refer to basic -- -54 to 54

AFM fuel limits

RUNNING 30,000 690 108 Refer to basic 200 GND

AFM fuel limits 230 FLT -54 to 54
(NOTE 1)

NOTES

1. Transient current greater than 200 amperes is approved for APU cross genera-
tor start of main engines.

2. APU Ammeter Instrument Markings:

a. Red Triangle = 200 amperes.
b. Red Line = 230 amperes.

3. APU will automatically shut down if EGT or rpm limits are exceeded.

FOR TRAINING PURPOSES ONLY SR-83

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CITATION EXCEL PILOT TRAINING MANUAL

APU OPERATING LIMITS

• Battery and APU Starter Cycle Limitations

• Starter Limitation—Three APU start cycles per 30 minutes. Three

cycles of operation with 90 second rest period between start cy-
cles is permitted.

• Battery Limitation—Nine APU start cycles per hour. (An APU

battery start counts as 1/3 if a normal engine battery start.)

NOTE
1. On the ground, no battery cycle is counted when
starting the main engines using a cross genera-
tor start from the APU generator or from a ground
power unit.

2. Use of an external power source with voltage in

excess of 28 VDC or current in excess of 1,000
amps may damage the starter. Minimum 800 amps
for start.

3. If battery limitation is exceeded, a deep cycle in-

cluding a capacity check must be accomplished to
detect possible cell damage. Refer to Chapter 24
of the Excel Maintenance Manual for procedure.

ANTENNA AND DRAIN TUBE

Antenna and drain tube locations are shown in Figure SR-44.

SR-84 FOR TRAINING PURPOSES ONLY

 NAV 1 & 2

DIVERSITY TRANSPONDER 1 (LH SIDE)

DIVERSITY TRANSPONDER 2 (RH SIDE)

CITATION EXCEL PILOT TRAINING MANUAL

COMM 1
FOR TRAINING PURPOSES ONLY

ACM AIR INLET

TCAS II UPPER ADF
APU EXHAUST
LOCATOR BCN
GPS 1 RH SIDE
PRECOOLER VENT APU AIR INLET
GPS 2
(UNDER PYLON) RH SIDE

RADAR

ACM EXHAUST RH SIDE

APU FUEL DRAIN

TAILCONE FRESH AIR INLET RH SIDE

ENGINE DRAIN
GLIDESLOPE BATTERY COMPARTMENT DRAIN
DME1 HYDRAULIC RESERVOIR DRAIN
TRANSPONDER 1 DME 2 BATTERY VENT
TRANSPONDER 2 FWD LAVATORY MARKER BEACON MAGNASTAR
DRAIN
GEAR BLOWDOWN VENT REAR LAV / CONDENSER DRAIN
RADAR ALTIMETER
COM 2 TCAS II LOWER

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SR-85

Figure SR-44. Excel Antenna and Drain Tube Locations

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CITATION EXCEL PILOT TRAINING MANUAL

MASTER WARNING
CONTENTS
Page
ANNUNCIATORS ........................................................................... MW-1
AVIONICS ANNUNCIATORS........................................................ MW-9
ROTARY TEST .............................................................................. MW-11

FOR TRAINING PURPOSES ONLY MW-i

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CITATION EXCEL PILOT TRAINING MANUAL

ANNUNCIATORS

ANNUNCIATOR CAUSE FOR ILLUMINATION

Flashes, if battery temperature exceeds 145o F. >160

BATT element and top element both commence flashing if
O'TEMP battery temperature exceeds 160o F. Separate sensor
than the BATT TEMP gage sensor.
>160

Flashes, to warn that cabin altitude exceeds 10,000

feet. If Pressure Controller detects operation out of or
CAB ALT into a high altitude airport (8,000 feet and above), the
light is delayed until 14,500 feet cabin altitude, if
------ airplane is below FL 245.

Flashes, when left and/or right engine oil pressure

LO OIL drops below 20 psid (red line). Verify with oil pressure
PRESS gage.

L R

Flashes after five seconds of steady illumination to

LO HYD indicate hydraulic fluid flow rate is below normal.
FLOW Normally indicates a pump failure.

L R

Flashes to indicate low fluid quantity in the hydraulic

LO HYD reservoir.
LEVEL
Flashes after 40 seconds of steady illumination to
HYD indicate the Hydraulic Control Valve has closed and
PRESS the main hydraulic system is pressurized.

FOR TRAINING PURPOSES ONLY MW-1

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CITATION EXCEL PILOT TRAINING MANUAL

ANNUNCIATOR CAUSE FOR ILLUMINATION

Light illuminates steady on ground if Horizontal Stab

STAB doesn’t agree with flap handle position and activates
MIS COMP NO TAKEOFF light steady. In flight, light flashes if the
SPD BRK horizontal stab position doesn’t agree with flap handle
EXTEND position after 30 seconds.
SPD BRK EXTEND — Light illuminates steady to
advise the Speed Brakes are fully extended.

Illuminates steady to advise that vibration has been

ENG detected in the respective engine.
VIB

L R

Flashes to indicate the respective oil filter is partially or

OIL completely blocked and oil is bypassing the filter.
FLTR BP
L R

Illuminates steady on the ground with EECs in AUTO

GND (minimum 47% N2). In flight, light flashes. N2 should
IDLE not be allowed to drop below 51.5%. Engine
acceleration from idle may be slow.
NO NO TAKEOFF — Light illuminates steady on ground
TAKEOFF with speed brakes extended, horizontal stab at cruise
position (+1°), wing flaps and/or pitch trim not in proper
position for takeoff. Advancing throttles for takeoff, light
flashes, activates MASTER CAUTION lights steady
and aural warning.

Illuminates steady on the ground. In flight, light flashes

P/S to indicate loss of DC power to the left or right pitot-
HTR static heat system (loss of electrical power to pitot
tubes and/or static ports). Select A/P to operable side.
L R

MW-2 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

ANNUNCIATOR CAUSE FOR ILLUMINATION

Flashes to indicate emergency pressurization valve

EMER opened manually or automatically (ACM O’HEAT,
PRESS cabin alt., 14,500 feet or NORM PRESS CB open).
Selecting EMER on the ground, EMER PRESS
ACM flashes but valve remains closed.
O'HEAT ACM O’HEAT — Flashes to indicate the ACM has
overheated. EMER PRESS flashes and the ACM
automatically shuts down.

Flashes to indicate the elevators are out of trim with

AP PITCH the autopilot (UP or DN light illuminated on A/P control
MISTRIM panel).
AP ROLL MISTRIM — Flashes to indicate the ailerons
AP ROLL are not trimmed with the autopilot.
MISTRIM

lilluminates steady to advise the respective AHRS is

AHRS currently powered by the standby auxiliary AHRS
AUX POWER battery pack due to loss of normal DC power.

1 2

Illuminates steady for a maximum of 4 minutes and 45

ENG seconds after initially turning on the Engine Anti-ice
ANTI - ICE system.
After 4 minutes and 45 seconds, if the light is still on, it
L R will commence flashing to indicate the engine nacelle
lip is too cold and/or the stator vane valve did not
open. If the light extinguishes, indicating normal
operation, and then reilluminates, it will flash
immediately.

Flashes to indicate a fault is detected in the fuel

FUEL gauging system. Check BITE indicators on the Fuel
GAUGE Quantity Signal Conditioner (FQSC) prior to placing
the battery switch OFF during shutdown.
L R

FOR TRAINING PURPOSES ONLY MW-3

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CITATION EXCEL PILOT TRAINING MANUAL

ANNUNCIATOR CAUSE FOR ILLUMINATION

Flashes to indicate fuel quantity remaining in the

LO FUEL respective wing fuel tank is 360 pounds ± 20 pounds.
LEVEL Turn respective fuel boost pump ON and land as soon
as possible.
L R

Illuminates steady to indicate the respective Electronic

EEC Engine Control (EEC) has tripped to manual mode or
MANUAL the EEC switch was placed in MAN.

L R

Flashes in flight or illuminates steady on the ground to

GEN indicate the respective generator power relay is open
OFF and the generator is off line.
In flight, both lights flashing, will trigger the MASTER
L R WARNING flashers and MASTER CAUTION lights
steady.

AFT J-BOX LMT — Flashes to indicate an open 225-

AFT amp current limiter in the electrical J-Box in the tail
J - BOX cone.
AFT J-BOX CB — Flashes to indicate an open 5-amp
LMT CB start control circuit breaker on the electrical J-Box
cover in the tail cone.

Illuminates steady to indicate respective alternator

AC bearing failure impending within approximately the
BEARING next 20 hours of operation.

L R

RUDDER BIAS — Flashes to indicate rudder bias

RUDDER system fault. Rudder bias valve not in commanded
BIAS position or uncommanded rudder deflection.
FIRE EXT BOTL LOW — Flashes to indicate either
FIRE
main engine fire extinguisher bottle pressure is low or
BOTL LOW discharged.

MW-4 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

ANNUNCIATOR CAUSE FOR ILLUMINATION

FUEL Flashes to indicate the respective fuel filter is

bypassing or bypass is impending due to filter
FLTR BP blockage. Consider possibility of partial or total loss of
engine(s) thrust. Land as soon as practical.
L R

LO BRK PRESS — Flashes to indicate loss of power

LO BRK brake pressure. ANTI SKID INOP light will also flash.
PRESS Use emergency brake system.
ANTI-SKID ANTI-SKID INOP — Flashes to indicate the antiskid
INOP system is inoperative, in test mode, or the ANTI-SKID
switch is OFF. Power brakes remain operational
without antiskid protection.

STBY P/S HTR — Flashes to indicate loss of DC

STBY power to the Standby Pitot-Static heat system.
P/S HTR Illuminates steady on ground with P/S switch OFF.
AOA HTR FAIL — Flashes to indicate loss of DC
AOA HTR
power to the AOA vane heater. Illuminates steady on
FAIL ground with P/S switch OFF.

AIR DUCT FLashes to indicate the aft end of the respective air
supply duct (cabin or cockpit) has overheated. Select
O' HEAT MANUAL COLD and reduce temperature.
CKPT CAB

RADOME FAN — Flashes to indicate a failure of the

RADOME radome cooling fan. On ground, operation limited to 30
FAN minutes and dispatch in VMC conditions. In flight,
continue normal operations.
FDR FAIL FDR FAIL — Illuminates Steady to indicate the
optional Flight Data Recorder is inoperative.

TAIL DEICE Flashes to indicate the horizontal stabilizer deice boots

are not inflating properly. May require 15° flap landing
FAIL and landing distance increase by 40%.

L R

FOR TRAINING PURPOSES ONLY MW-5

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CITATION EXCEL PILOT TRAINING MANUAL

Illuminates steady to indicate the horizontal stabilizer

TAIL DEICE deice boots are inflating and cycling properly. Auto,
PRESS 18-second cycle (L ON, both OFF, R ON). Boots
recycle in AUTO every three minutes. Manual, both
L R boots inflate simultaneously while switch is held in
MANUAL and both lights illuminate concurrently.

Illuminates steady to indicate the fuel crossfeed valve

------ has opened after selecting fuel crossfeed. Light
flashes and activates MASTER CAUTION lights, if the
crossfeed valve did not close after selecting OFF.
FUEL
XFEED

Flashes if respective pump is activated by low fuel

FUEL pressure and the boost pump switch is in NORM.
BOOST Illuminates steady if boost pump(s) are activated by
crossfeed, or engine-start switch, or boost pump
L R switch(es) — ON.

Flashes to indicate low fuel pressure in the respective

LO FUEL engine supply line. Will activate the respective fuel
PRESS boost pump if boost pump switch is NORM, and the
light will extinguish. Light will illuminate steady prior to
L R engine starts.

Flashes to indicate a controller and/or alternator

W/S failure. W/S FAULT light only, attempt a reset (OFF
FAULT then ON). Should illuminate simultaneously with a W/S
O’HEAT L/R annunciator.
L R On the ground prior to engine starts, if the light
illuminates steady for eight seconds and then
commences flashing, it indicates a controller failure.

Flashes to indicate the respective windshield has

W/S overheated. If light cycles ON and OFF, associated
O' HEAT with a cycling W/S FAULT light, the system may be left
ON as needed for icing or defog. Steady illumination,
L R requires turning the system OFF.

MW-6 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

ANNUNCIATOR CAUSE FOR ILLUMINATION

Flashes to indicate both respective engine Fuel and

F/W Hydraulic Firewall Shutoff valves are closed.
SHUT OFF Firewall shutoff valves are activated OPEN and
CLOSED by depressing the respective ENGINE FIRE
L R switchlight.

Flashes to indicate a failure in the respective engine

FIRE fire-detection system. If light illuminates prior to FIRE
DET SYS WARN test (rotary test switch), the associated red
ENGINE FIRE light will not illuminate during the test
L R (will not affect the fire-extinguishing system).

Respective light flashes to indicate the nose

ACC DOOR equipment access door(s) or tail cone access and/or
UNLOCK tail cone baggage compartment door(s) is/are not
properly latched closed.
NOSE TAIL

Illuminates steady on the ground prior to engine or

DOOR APU starts. During engine or APU operating, the light
SEAL will flash to indicate low air pressure in the primary
door seal.
CABIN
CABIN DOOR, illuminates steady on the ground, if
DOOR door not properly closed and locked. In flight, flashes
to indicate cabin door is not properly locked. Check
visual indicators on door frame.

Flashes to indicate the emergency exit door is not

EMER locked. In flight, reduce cabin pressure, reduce
EXIT airspeed to 200 KIAS, descend to FL410 or lower and
land as soon as practical.
LAV LAV DOOR, on ground, the light flashes regardless of
DOOR flap position if lav door(s) are not latched OPEN.
In flight, flashes with flaps in any position other than
UP to indicate the interior lavatory door(s) are not
latched open.

FOR TRAINING PURPOSES ONLY MW-7

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CITATION EXCEL PILOT TRAINING MANUAL

ANNUNCIATOR CAUSE FOR ILLUMINATION

Flashes to indicate bleed air exiting the respective

BLD AIR precooler has exceeded temperature limits.
O'HEAT Respective wing anti-ice system will automatically
shutdown when the associated light illuminates.
L R

Respective light flashes to warn of a wrap-around

CHECK failure in the pilot’s or copilot’s PFD system(s) (IAC-
PFD 1 PFD-IAC). Disengage the autopilot.

CHECK
PFD 2

Flashes to indicate excessive temperature in the

WING respective wing leading edge next to the fuel enclosure
O' HEAT behind the heat shield. Respective wing bleed air will
shutoff automatically. The light may cycle ON and OFF
L R indicating bleed air is automatically shut off and on as
the temperature increases and decreases.

WING Flashes to indicate the respective wing anti-ice bleed

ANTI - ICE air temperature is too low. Initially activating the wing
anti-ice system, the light illuminates steady. If
L R operating temperature is not reached within 4 minutes
and 45 seconds, the light will commence flashing. If
operating temperature becomes too cold after the light
extinguishes, the light will flash immediately.

MW-8 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

AVIONICS ANNUNCIATORS
ANNUNCIATOR CAUSE FOR ILLUMINATION

FD/AP PFD 1 — Switchlight indicates the No. 1 Flight

FD / AP Director is controlling the autopilot.
PFD1 FD/AP PFD 2 — Switchlight indicates the No. 2 Flight
Director is controlling the autopilot.
FD / AP Switching flight director modes with the autopilot
PFD2 engaged will cause the autopilot to revert to basic pitch
and heading hold modes. Switching flight director
modes with the autopilot ON or OFF will cause the
flight director modes to drop out.

TERR NORM — Switchlight indicates enhanced

TERR GPWS warnings will occur normally and the terrain
NORM map will be displayed on the MFD.

TERR TERR INHIBIT — Switchlight indicates EGPWS

INHIBIT warnings and terrain map on MFD will be inhibited.

GPWS FLAP NORM — Switchlight indicates normal

GPWS FLAP flap warnings are active.
NORM
GPWS FLAP O’RIDE — Switchlight indicates that
GPWS FLAP normal flap warnings are inhibited.
O'RIDE

GPWS G/S — Switchlight indicates normal glideslope

GPWS warnings are active.
G/S
O’RIDE — Switchlight indicates normal glideslope
O'RIDE warnings are inhibited.

GPWS TEST — Switchlight is pressed to initiate the

GPWS system test. GPWS TEST function is inhibited
GPWS in flight.
TEST

FOR TRAINING PURPOSES ONLY MW-9

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CITATION EXCEL PILOT TRAINING MANUAL

ANNUNCIATOR CAUSE FOR ILLUMINATION

AUDIO SPK/HPH — Switchlight indicates normal

AUDIO operating mode. Allows normal audio operation
SPK/HPH through the overhead speakers and the crew
headsets.
AUDIO AUDIO HPH ONLY — Switchlight indicates overhead
HPH ONLY speaker audio is inhibited by depressing the
switchlight. Inhibits all avionics audio, TCAS and
EGPWS audio warning through the overhead
speakers. Doesn’t affect external audio warning, i.e.,
gear warning, NO TAKEOFF warning, etc.

PHONE CALL — Light indicates an incoming HF radio

PHONE phone call.
CALL

AP OFF AP OFF — Light indicates the autopilot has

disengaged automatically or manually.

YD OFF — Light indicates the yaw damper has

YD OFF disengaged automatically or manually.

BIAS BIAS HEATER FAIL — Light “flashes” to indicate the

rudder bias heater is inoperative (will not activate the
HEATER MASTER CAUTION lights). Acknowledging the
FAIL flashing light by depressing it, will revert the light to
“steady” illumination. The light illuminates “steady” for
a few seconds during initial power up and then
extinguishes. Dispatch is prohibited if the light remains
illuminated on the ground. In flight, continue normal
operations

MW-10 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

ROTARY TEST

TEST
SPARE OFF FIRE
WRN
AVN LDG
GEAR
ANNU BATT
TEMP
ANTI
SKID STICK
SHAKER
OVER
SPEED T / REV
W/S TEMP

OFF — The red light is extinguished, and the test system is shut off.

FIRE WARN — Both red ENG FIRE lights illuminate, indicating continuity.

LDG GEAR — The green NOSE, LH, and RH lights and the red GEAR UN-
LOCKED lights illuminate, and the gear warning horn sounds.

BATT TEMP — BATT O'HEAT/>160° annunciator illuminates, the MAS-

TER WARNING lights flash (cancelable), and the battery temperature gage
indicates 160°F.

STICK SHAKER — Stick shakers, on both control columns, will immedi-

ately operate. The AOA gage needle will swing to the top of the red band.
The red chevron in the AOA indexer will flash (on glareshield above pilot’s
instrument panel).

T/REV — Both thrust reverser indicators, ARM, UNLOCK, and DEPLOY

lights illuminate. MASTER WARNING lights flash (cancelable).

W/S TEMP — Windshield heat selected ON, the W/S O’HEAT L/R annun-
ciators illuminate steady for three to four seconds then extinguish.

Conducting test prior to engine start, the W/S FAULT L/R annunciators il-
luminate steady (alternators are not operating). Conducting test with engines
operating, the W/S FAULT and W/S O’HEAT lights will illuminate for three
to four seconds then extinguish.

FOR TRAINING PURPOSES ONLY MW-11

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CITATION EXCEL PILOT TRAINING MANUAL

OVER SPEED — The avionics power switch must be ON for valid test in-
dications. The following indications will occur:

• The audible overspeed warning signal will sound.

• PFD1/PFD2 should indicate approximately 265 KIAS.

• PFD1/PFD2 will indicate Mach 0.4 (red).

• PFD1/PFD2 altitudes will indicate 5,000 feet.

• PFD1/PFD2 VSIs will indicate 2,000 fpm climb.

ANTISKID — The ANTISKID INOP annunciator flashes for six seconds then
extinguishes. The MASTER CAUTION lights illuminate steady (cancelable).

ANNU — The avionics switch must be on for valid test indications.

• All lights on the annunciator panel illuminate.

• MASTER WARNING lights flash and MASTER CAUTION lights il-

luminate steady (noncancelable).

• Both red turbine overspeed lights flash.

• Engine instrument LCDs should indicate steady 8s.

• AP OFF annunciators illuminate steady.

• Flight Director mode buttons illuminate left to right and remain steady.

• Annunciators to the right of the F/D mode panel should illuminate:

• FD/AP PFD 1 — FD/AP PFD 2

• TERR NORM — TERR INHIBIT (optional)

• GPWS FLAP NORM — GPWS FLAP O’RIDE (optional)

• GPWS G/S — O’RIDE (optional)

• GPWS TEST (optional)

• PHONE CALL

• All autopilot control panel lights illuminate.

• Green light on the vapor cycle A/C panel illuminates.

• A pulsating aural horn sounds, combination of:

• Altitude alert horn (steady) and phone call tone pulsating, (becomes
steady when PHONE CALL button is depressed).

MW-12 FOR TRAINING PURPOSES ONLY

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CITATION EXCEL PILOT TRAINING MANUAL

AVN — The avionics power switch must be ON for the avionics system test
to be valid. The following annunciators will flash in the annunciator panel:

• AP PITCH MISTRIM

• AP ROLL MISTRIM

• RADOME FAN

• CHECK PFD 1, CHECK PFD 2

• Autopilot/flight director mode selector panel lights

• All annunciators to the right of the F/D mode panel illuminate.

• MASTER CAUTION lights illuminate steady (cancelable).

• Altitude alert horn sounds.

SPARE — Not used.

FOR TRAINING PURPOSES ONLY MW-13