Manual Citation II[1]

8/20/2019 Manual Citation II[1]

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Eaglesoft Development Group: Citation II SP/2 C551 Operating Manual

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Cessna/Citation IIC551 SP/2

Operating Manual by

Eaglesoft Development GroupBill Leaming & Bob Hayes

Ron Hamilton, President




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Introduction

Thank you for your purchase of the Eaglesoft Citation II SP/2. We hope you enjoy flying her as much as wehave enjoyed building this aircraft. The Citation II SP/2 is also known as the Model C-551, which is a single-

pilot certified, twin engine business jet. Our model represents a recently refurbished, 1985 aircraft, which hasalready provided a long service life.

This “Introduction” chapter will introduce the 2d panel, mousepoints, and discuss briefly the major instruments.Detailed information on instrumentation will be covered in Chapter Two: Operating Manual, and ChapterThree: EHSI. Chapter Four will cover Specifications, Operating Limitations, and Weight & Balance.

Main Panel:

This is a view of the main 2d panel, after the Master Battery and Avionics have been turned on. There are three“hotspots” on the 2d panel, described as follows:

1) Toggles on/off a zoomed view of the Engine/Electrical subpanels.

2) Toggles on/off a view of the Course and Heading subpanel, which is normally found on the center throttleconsole.

3) Toggles on/off the Simicons, which themselves will open/close various subpanels and popups.

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IntroductionMain Panel:

In the picture above, all three of the “hotspots” have been activated, so you can see the zoomed view of theEngine/Electrical subpanel, the AP/YD Master + Pitch + Rudder (Yaw) electrical trim controls, and finally, theSimicons subpanel.

Please take note that every switch, knob and button on this panel features “custom tooltips,” which will clearlyidentify the control by name, and in the case of many, will provide a “digital readout” of the value (such as Air-speed, Airspeed Bug, Altimeter Kohlsman setting [both inHg and MB], Heading, Course, etc.), so even thoughthe text on the panel is small, there is no reason for despair! It was decided that our dedication to producing an

authentic, true-to-scale representation of the actual aircraft’s panel was something we weren’t willing to aban-don, so I’ve taken great pains to make sure that every control is easily identifiable. Once you’ve become accus-tomed to the panel, you might wish to switch off the “custom tooltips” via the FS Options menu. It is yourchoice!




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IntroductionMain Panel:

Display/Hide Engine/Electrical subpanel

Display/Hide Pressurization subpanel

Display/Hide Throttle Quadrant

Display/Hide ADI & EHSI “Zoomed View”

Display/Hide GPS *

Display/Hide Engine/Electrical subpanel

Display/Hide Kneeboard/Checklist *

Display/Hide ATC Menu *

Display/Hide Map *Display/Hide Audio Controls subpanel

NOTE: Asterisked Items are MSFS defaults

Getting Started Quickly:

The following procedure is not an official checklist , but rather is written so that the interminably anxious canget the aircraft model started quickly and simply for their initial “test flight!” :)

1) Click on the X to open the Simicons subpanel, and click on the E-Arrow button to open the Eng/Elec panel.2) Click on the “Airplane” button to open the Throttle Quad subpanel.3) Turn on Master Battery and Avionics switches.4) Make sure the Parking Brake is set (Ctrl-period).5) Turn on the Right Ignition switch, and then click on the Right Engine Start (round yellow button).6) As the engine spools up, click TWICE just below the Right Power Lever to switch ON the fuel valves. The

knob will move UP to the Idle detent. (Note: if you have a CH Yoke or other “mixture control”, makesure it is fully forward!)

7) After the Right engine is started, switch OFF the R Ignition switch, and turn ON the L Ignition switch.8) Press the yellow L engine Starter button, and click TWICE just below the Left Power Lever to open fuel

flow, just as you did before.9) Switch OFF the L Ignition switch, and turn ON L & R Alternators and the Inverter Switch.10) Close the Eng/Elec & Throttle Quad subpanels, by click on the appropriate Simicons, and Open the Pressur- ization subpanel.

11) Use the “Cruise Altitude” knob to pre-set your planned cruise altitude on the dial.

12) Set “Pressure Source” knob to“Normal.” This will turn on the bleed airneeded by both the pressurization systemto work, and the air conditioning system.(Note: except for the “Cabin Rate” and

“Emer Dump” switch, the remainder ofthe knobs will simply “click, turn andmake noise...”)

13) Using the AP/Trim popup, pre-set elevator trim to 5.5º positive trim, using either the +/- clickspots, or the mouse-wheel. A “tooltip box” will provide a digital readout of thetrim setting.

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Getting Started Quickly:

14) Preset your initial altitude using the AP Control panel, usingthe “Adjust” knob. The V/S is pre-set by the .air file to 1800 fpm,

but you may adjust it manually by setting the “Select” knob to V/Sand using the “Adjust” knob. The DH (Decision Height) is likewise

pre-set to 300’ AGL, but may be changed at any time either here, orusing the knob on the Radar Altimeter.

15) Preset your initial Airspeed by using the left adjustment knob onthe Airspeed indicator. As you can see by the picture to the right, a“custom tooltip” will display a digital reading of the bug’s position.

Note also the “red line” on the outer dial. This is the Vmo (neverexceed speed) limit of 262 KIAS for the aircraft below FL140.

The “red line” on the Mach Index (white scale) is the Vmo in mach,which is .705 @ FL280 and above. The Mach Index may be ad-

justed using the right knob.

16) Turn ON the Flight Director by pressing the button convenientlylabeled “FD OFF” on the AP Mode Select subpanel.

Take note at this time of the other controls, especially the ALT andIAS buttons. When you wish to turn control over to the autopilot,click the AP lever to the UP position, then click on the ALT button.

Take care to notice that the IAS button is split: the left half is for “IASHOLD,” and the right half is for “IAS Capture.” The latter is a handyfeature when you simply want to “hold your current speed” withouthaving to fiddle with the Airspeed Bug on the Airspeed indicator! :)

The other buttons on the AP Mode Select panel work exactly the same as in any of the default FS autopilots,except the NAV/HSI, ALT SEL, VNAV, and V/S modes which are not modeled by FS, so are inoperative inthis aircraft.

To quickly clear all modes on the AP Mode Select panel, turn OFF the FD mode.

17) After obtaining clearance, taxi out to the active and hold short, using small amounts of power. Make surethat you don’t exceed any N1, ITT, or N2 limits while doing so.

18) While waiting for takeoff clearance, set flaps to 15º minimum! If you fail to set the flaps, you will hear avery nasty, loud siren ! (Note: should you set off the siren, clicking on the Master Warn light will silence thesiren for the current fault condition, but it will be reset for any further fault conditions).

Review your takeoff configuration to be absolutely positive that you have flaps 15º, 5º to 7.5º positive trim,and the parking brake is released, prior to taxiing onto the active for takeoff.

18) Smoothly apply power and begin your takeoff roll, making sure to not exceed either 104% N1, or96%N2. At 100 KIAS, the VF will call out “V1,” and at 110 KIAS the VF will call out “Rotate!” Immediatelyraise the gear, and at around 500’ AGL, clean up the flaps. Congratulations! You are airborne! :)




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Operating Manual

General:

There are seven flight instruments that are common to both the pilot and (optional) co-pilot. They are operated by a combination of pitot-static pressures, vacuum and AC/DC electrical power.

Primary Flight InstrumentsAltimeters

The altimeter provides a servoed drum/pointer display of barometrically corrected pressure altitude. AC powerfrom the Avionics bus is required for operation of the altimeter. The barometric pressure is set manually withthe BARO knob and is displayed in inches of mercury and millibars on the baro counters. The altimeter isdriven from an air data computer that provides sensors and electronic output for altitude. Both pilot and co-pi-lot altimeters are identical.

1) Clicking on the top half of the baro knob will increase/decrease the pressure set-ting. Mouse tooltips will display the pressure in inHg.

2) Clicking on the lower half of the baro knob will increase/decrease the pressuresetting. Mouse tooltips will display the pressure in millibars.

AirspeedThe airspeed indicators are identical and operate off uncorrected pitot- static input.The instruments incorporate a single rotating needle, a fixed scale calibrated inknots and a rotating mach scale. Slots in the airspeed dial at 262 and 277 KIASwill show red below 14,000 feet and from 14,000-28,000 feet respectively, indicat-ing Vmo limits. The mach limit of .705 above 28,000 feet is indicated by a singlered line. A knob on the lower right corner controls a moveable index that can beset for reference.

1) Heading Bug Adjust 3) Vmo Limit Line(s)2) Mach Index Adjust 4) Heading Bug

Vertical Speed Indicators

The two instantaneous vertical speed indicators indicate vertical velocity from 0 to6,000 feet per minute, either up or down. Their operations differs from conven-tional VSI’s in that there is nearly zero time lag between aircraft displacement andinstrument indication. Accelerometers sense any change in normal acceleration anddisplace the needle before an actual pressure change occurs.




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Attitude Director IndicatorThe ADI displays aircraft attitude, computed roll and pitch steer-ing commands and ILS raw data through the expanded localizerneedle. Pitch attitude is marked in five degree increments to 20ºof pitch, with additional marks at 30º, 40º and 90º. A fixed refer-ence airplane displays actual aircraft position relative to the pitch

and roll attitudes of the ADI sphere. Also incorporated is an in-clinometer indicating skid or slip conditions (1).

The flight director command bars are visible at all times, but arenot active until the flight director system is in operation. Theyare positioned by the FD computer to display pitch and roll steer-ing commands for the mode selected on the AP mode control

panel. Positioning the fixed reference aircraft to align it with thecommand bars will give computed steering to intercept and tracka radial, glideslope, or whatever mode may be selected.

1) Inclinometer 2) Decision Height Indicator - This illuminates whenever the selected Decision Height is acquired.3) Flight Director Command Bars4) Localizer Needle

Electronic Horizontal Situation Indicator

The EHSI is a representation of the Sandel 3308 instrument.This is a very complex instrument and will be covered in detailin its own chapter of this Operations Handbook.

The Horizontal Situation Display shows heading and navigationinformation in a 360º view similar to a conventional mechanicalHSI, or in an EFIS 120º ARC view. This includes compass card,heading bug, course pointer, course deviation bar, TO/FROMindicator, glideslope indicator and flags. Heading bug andcourse pointer settings include digital, color coded readouts thatmake it easy to set precise headings and courses. One buttonoperation allows primary navigation to be switched quickly be-tween NAV1 and GPS sources, as well as the display of NAV2and ADF receiver data. The entire display is color coded toclearly indicate which navigation source is selected: green for

NAV2, yellow for NAV2, and cyan for GPS.

Since the 3308 is capable of displaying a huge amount of information simultaneously, there is a “de-clutter”function that will allow you to display as much, or as little information as you desire with the touch of a single

button. You decide how much information to display, and when to display it.




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Bendix/King VOR2 Display

There are two standard Bendix/King VOR Displays installed on the air-

craft, which are driven by the NAV2 radio. They feature localizer andglideslope deviation needles, TO/FROM, ILS and GS Inop flags. An OBS(Omni Bearing Selector) knob is used to determine the desired headingwhen tracking a radial from a VOR either inbound or outbound.

Radar Altimeter

A Radar Altimeter is installed on the pilot’s side of the panel only. TheDecision Height may be selected either with the knob on the instrumentdisplay, or by the remote panel just above the radio stack. When the se-lected DH is reached, a light on the Radar Altimeter will illuminate, andthe signal is repeated electrically to the display on the ADI.

RMI

A dual needle RMI is installed on the pilot’s side of the main panel. Thetwo needles are color coded: green for the ADF direction and yellow for theVOR2 bearing. They are driven by the ADF receiver mounted just abovethe main radio panel, and to the right of the Altitude/VS/DH remote selectorunit. These are used mainly for backup instrumentation and cross-checkingagainst the primary displays on the Sandel 3308 and VOR2 displays.




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Backup Instruments

Turn and Bank Indicator

The co-pilot’s backup Turn and Bank Indicator is powered by 28 VDCfrom the RH Crossover Bus through a circuit breaker on the left handcircuit breaker panel. On OFF flag will come into view any time poweris interrupted.

Backup Artificial Horizon

The backup artificial horizon is located on the co-pilot’s side of themain panel, just above the Garmin 500 GPS display. It is driven by aseparate attitude gyro which is driven by bleed air from either engine.

The attitude gyro will be operating anytime at least one engine is run-ning. Due to the simplicity and reliability of the system, no warningflags are provided. System pressure may be monitored through the

pressure indicator installed on the lower right side of the instrument panel.




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Engine Operations Display

All of the engine instruments are mounted in the center of the main panel, just under the glareshield annunciator panel. Although all of the instruments are driven from the 28 VDC bus, in the event of total electrical failure,the N1 tape indicator will continue to indicate accurately above 50% RPM as enough electrical current is gener-ated by the tachometer generator to drive the tape servo. However, the N1 and N2 LED displays will extin-guish. The Fan (N1) tachometer is located at the 12 o’clock position on the engine case and is driven by theinner shaft from the low speed turbines. The Turbine (N2) tachometer is attached to the accessory case and isdriven by the accessory case gear box. The Inter-turbine temperature (ITT) is a computed temperature deter-

mined by multiplying the temperature rise of the air across the bypass duct by a factor of three and adding it tothe exhaust temperatures. This signal then goes to an amplifier and to a servo motor to position the tapes. Thetapes are calibrated from 100º C to 800º C with 700º C being the maximum allowable during any operation.The fuel flow indicator receives its signal from the fuel flow transmitter down stream of the fuel control valvesand is calibrated from 100 to 2000 PSI.

1) N1 Dial - this is used simply to remind the pilot of the maximum N1 for takeoff and climbout operations.

2) N1 Engine Fan RPM: Redline at 104% RPM , normal range is 25% to 104% RPM

3) ITT: Redline at 700º C , Caution at 680º C to 700º C, normal range is 200º C to 680º C

4) Oil Temperature: Redline at 121º C , normal range is 0º C to 121º C

5) N2 Engine Turbine RPM: Red LEDs , flashing display and audible alert at 96% RPM

6) Fuel Quantity: self-explanatory, calibrated in LBS

7) Fuel Flow: self-explanatory, calibrated in LBS/Hour

8) Oil Pressure: Caution at 70 to 85 psi , normal range 35 to 70 psi, low caution at 35 psi

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Oxygen & Gyro Pressure Panel

Oxygen Pressure: Redline at 2000 psi , normal range1600 to 1800 psi, low level 0 to 400 psi. Clicking the‘hotspot #2’ will refill the oxygen system.

Gyro Pressure: normal range 2 to 3 psi

Hobbs: Two Hobbs engine time counters are provided, torecord actual engine running time. Click the ‘hotspot #1’to reset the accumulated time to zero. These numbers arestored to a file on the hard drive each time you unloadthe model, or change aircraft. They are NOT affected bythe simulation rate, but measure “real time” instead.

Pressurization Panel

The pressurization system of the Citation II SP/2 is a model of simplicity, being mostly automatic in operation.After entering the cockpit and switching on the electrical and avionics systems from the Engine/Electrical sub-

panel, turn the Pressure Source Selector knob to the GND position to provide ventilation. After engine start,switch the Pressure Source Selector knob to either LH, or RH engine, or NORMAL if both engines are started.

NOTE: Operation in BOTH HI mode is not approved for takeoff, landing or high power setting requirements!

If for any reason bleed air for the system is lost, switching the Pressure Source Selector to the EMER positionwill switch the on the Oxygen supply. Pressure demand oxygen masks are stowed properly on the outboardside of both pilot’s seats, and qualify as quick-donning oxygen masks. There is a one and a half hour supply ofoxygen on board, when the system is fully charged.

As part of your takeoff checklist, simply dial in the desired Cruise Altitude and the system will automaticallymaintain optimum cabin altitude for your flight envelope. Use the Rate knob to increase pressure if needed, toallow the system to keep up with your climb rate.

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WARNING: Be sure to monitor the differential pressure to make sure that it never exceeds 8.8 psi, which is the‘blowout’ pressure for the aircraft’s hull.

While descending, monitor cabin altitude, and make sure that the cabin is FULLY depressurized before landing.

In the event of an overpressure condition open the RED cover on the EMER DUMP switch, and open theDUMP switch to quickly dump the cabin pressure. If you are above 10,000’, the Master Warning light will illu-minate and the Master Warning Siren will be activated. Press the RED Master Warning light to silence thealarm.

The Master Warning Light system is activated when the aircraft is in a dangerous configu-ration, or some sub-system is critical. When first activated, the light will come on and thewarning siren will sound an audible alert (as in the case of overpressure, or excessive alti-tude with the pressurization system inoperative).

Master Warning Light & Siren

If the aircraft is improperly configured for takeoff, advancing either or both throttles past 50% will cause theMaster Warning System to activate. Flaps must be 15º or 35º, trim must be between 5º and 7.5º positive, andthe Parking Brake must be released.

Annunciator Panel

There are a wide assortment of indicator lights on the Annunciator Panel, which are mostly self-explanatory. Ingeneral, the goal is to have ALL LIGHTS OFF, except for the DOOR AFT LOCKED light which MUST belighted before takeoff, or anytime the left engine is running! Take note that it is normal for the orange LO pres-sure lights to occasionally come on during ground idle conditions. The other GREEN LIGHTS are simply re-minders that certain functions are switched ON.




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Radio Panel

The radio in this aircraft is the factory original Collins equipment. There is only one STANDBY frequency thatis activated for either COM1 or COM2, depending on which green button is active. Note that because of limita-tions in Flight Simulator 9, it is not possible to fully emulate the actual STANDBY frequency option for the

COM2 radio. All active mouse areas are self-identified with “pop up tooltips,” to make tuning the radios easier.

Audio Control Panel

The Audio Control Panel, like the Radio, has ‘popup tooltips’ to indicate what each control is, and where themouse ‘click points’ are. All the functions on the switches are implemented, except for MKR2 (which doesn’texist in FS9!). The MIC SELECTOR is used to switch audio from COM1, COM2, and BOTH. All the otherknobs simply click and make noise when activated.




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Autopilot Mode Selector, Switch & Annunciator

Annunciator Lights Autopilot Switch Panel

Autopilot Mode Selector Altitude Set Panel

The Autopilot System in the C550/551 is scattered all over the cockpit. The Autopilot Mode Selector is locatedin the center of the main panel, with the Altitude Set Panel just above the Collins Radio. There are two AP An-nunciator Displays: one each above the ADI on the pilot and copilot sides. The AP Master Switch is located

just below the power lever quadrant. For convenience, clicking just underneath the “DIM” knob on the ModeSelector will ‘popup’ a clone of the AP Master Switch panel while in the 2d view.

The Autopilot Switch Panel also contains the Yaw Damper Switch, and electric trim controls for elevator andrudder trim.

As illustrated, pressing any of the Mode Selector buttons will activate the command and illuminate the button.The AP in this model is “FS Standard,” meaning that it functions pretty much like any of the default a/c withone exception:

1) Pressing the HLD side of the IAS button will HOLD the preset speed of the Airspeed Bug. Pressing theCAP side of the IAS button will CAPTURE and HOLD the current airspeed.

The Altitude Set Panel has three functions, depending on the SELECT knob position:1) Set Altitude2) Set Vertical Speed (defaults to 1800’ when AP ALT is selected)3) Set Decision Height (defaults to 300’ AGL when a/c is loaded)

All functions feature ‘popup tooltips’ to aid you in making the selection. Use the “adjust knob” to dial in thedesired settings




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ESHIAt Last - an EFIS for You

For years, pilots of large commercial aircraft have enjoyedthe benefits of Electronic Flight Instrumentation Systemscommonly known as EFIS. EFIS displays combine datafrom different sources within the aircraft and provide the pi-lot with a unified view to greatly simplify the instrumentscan and significantly improve positional awareness. A fullEFIS system includes an EADI for attitude and an EHSI for

primary navigation.

EFIS systems are rarely found in general aviation cockpits because they’re too large, too heave and too expensive. Dis- play screens of five by seven inches are common, and costscan exceed the entire value of some GA aircraft. This com-

bination of cost, complexity and sheer physical size limitsthem to larger jets and turboprops.

The SN3308 provides all the functions of an EHSI in a pack-age that’s sized and priced just right for you. The press hascalled the Sandel SN3308 “The glass cockpit for the rest ofus,” and with good reason.

Standard Rose Mode view showing VOR1 tuned toISLK, an offset ILS/DME. The red X indicates thatthere is no Glide Slope data available.

DisclaimerThis software is designed for entertainment only. Although it has been designed to resemble and function asmuch like the actual avionics as possible, it is not designed as a training device. Only a subset of the realinstrument’s functions have been simulated, and some functions have been redesigned to function within thecapabilities of Flight Simulator 9. This version has been designed at twice the actual size of the real instrument.

NOT CERTIFIED FOR USE IN REAL FLIGHT OR FLIGHT TRAINING

The Only Three-Inch EHSISandel Avionics invented the breakthrough technology

behind the SN3308 making possible the three-inch elec-tronic HSI. Why three-inch? Because that’s the stan-

dard size that fits perfectly in most aircraft panels.FAA-certified as a primary navigation display underTSO C-113, it cost about the same as a conventional me-chanical HSI and can directly upgrade an existing me-chanical DG, RMI, or HSI such as a Bendix/KingKCS-55A or IN-831A, Century NSD-360 or Collins PN-101.

The SN3308 vastly improves situational awareness tohelp you fly with more precision, and reduces the likeli-hood that you’ll overlook important navigation data dur-ing a critical phase of your flight. Information isdisplayed in brilliant color from all your avionics, select-able by LED lighted buttons surrounding the display.

Standard Rose Mode showing VOR1 tuned to BTVVOR/DME, at 43.9 Nm, VOR2 is tuned to PLB VOR/DME, at 34.54 Nm, and the ADF is tuned to SL.




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Operating the EHSIThe NAV button will select the pri-mary navigation source. Because ofFS limitations, only NAV1 and theGPS are selectable.

The display will indicate what typeof signal is being received as fol-lows: VOR - DME - ILS - LOC or GPS

The BRG button is used to de-clutterthe display, by showing only the de-sired information as follows:OFFVOR1VOR2ADFVOR1 + VOR2VOR1 + ADF

VOR2 + ADFALL

The VUE button toggles between theROSE mode and the ARC mode.

The H-S button is the Heading Sync

control. It will ‘snap’ the orangeHDG bug to the current headingThe O-S is the Omnibearing Sync button. It will ‘snap’ the OBI needleto the current heading.

OBI/CRS BearingCurrent Heading

Heading Bug Bearing

Heading Bug Adjust

OBI/CRS Adjust

Ground Speed Time to Target

There are a lot of options contained within such a small instrument. However, great care was taken to provide acarefully color-coded display to help keep the information easy to follow.

VOR1 information is shown inOBI Needle, CDI Needle, VOR1 Arrow, Ident, Distance, Time, and CDI/GS “balls.”

VOR2 information is shown inVOR2 Arrow, Ident, and Distance.

ADF information is show inADF Arrow and Ident.

GPS information is shown inOBI Needle, CDI Needle, GPS Arrow, Waypoint ID, Distance, Time and CDI “ball.”

VOR2 Ident& Distance

VOR1 Ident& Distance

BEIGE:

PURPLE:

GREEN:

BLUE:

An Example

The easiest way to explain the ESHI is to provide an example of using it on a typical flight. We are flying fromSaranac Lake (KSLK) to Quebec-Lesage (CYQB). We have just taken off from KSLK and are now on an in-tercept to our desired GPS track. Notice that VOR2 is tuned to YUL, the VOR/DME for Montreal, which pro-vides a cross-check with the GPS data. This is the power of the Sandel EHSI at work. By allowing you to havemultiple data sources simultaneously displayed, your situational awareness is greatly enhanced.

Note also that the “desired track, distance and time” to waypoint “FAWNS” is displayed in the upper left, andthe OBS knob has been adjusted to “8” to provide a better visual cue. Even without benefit of the GPS “map,”it is easy to see that we are left of the desired track, and are on an intercept course. When the blue GPS arrow




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Operating the EHSI

and the beige VOR2 arrow are in alignment, then we will beexactly on course. Incidentally, since only VOR1 features“time to station” (displayed in the upper right corner belowGroundspeed), by tuning NAV1 to the YUL VOR also, we areable to see an ETE to that station, which also happens to beour 4th GPS waypoint.

The picture on the right shows the same data, but in the expanded, ARC mode. Notice that the “desired GPS track” isnow displayed as a dotted line, and the center CDI is now hid-den. This opens up the display and provides an unclutteredview of the situation, yet continues to provide all the dataneeded to remain aware of all the critical information neededfor safe, IFR flight, even in heavy IMC conditions.




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Operating the EHSIWe’ve just passed the YUL waypoint, and begun the turn to line upwith the THIBO GPS waypoint. Notice the GPS Arrow & Displaynow shows a desired track of 59º. After completing the turn, we willclick on the O-S button to re-synch the GPS heading indicator, as

pictured below.

Turning to next waypoint

We’ve clicked the O-S button to re-synch the GPS heading indicator

Now that we’ve re-synched the GPS heading indicator, notice thatthe “head” of the VOR2 needle is now pointing back to the VOR.This allows us to continue using this as a cross-check against theGPS data, to give us a greater sense of security.

Here, we’ve passed the THIBO waypoint, and are now track-ing the SOKYE waypoint.

Notice that I’ve added the UFX ADF beacon to give me anadded visual reference.




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Operating the EHSI

Here we are following vectors from ATC as we approach 6L at CYQB. Notice that we have IUL ILS/DMEtuned to NAV1. The big red X means that we have not yet acquired the glideslope. The ADF is tuned to the“U” beacon, which now provides us a clue to the direction we need to fly in order to intercept the localizer cen-terline. The VOR1 Arrow tells us the current heading to the localizer, and gives us an additional spatial clue aswe fly towards the airport. When the VOR1 Arrow and the ADF Arrow are lined up, we will be at the intersec-tion defined by these two signals.

Here we have acquired the glideslope signal. The AP has switchedto APR mode (after we Armed it, of course), and is now lining theaircraft up with the localizer signal and will command a descent assoon as the glideslope indicator indicates that we have traveled farenough to be centered on the glidepath.




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Now we have intersected both the localizer and the glideslope, and have begun our descent to 6L. Notice thatwe are 1.0 Nm from the TDZ, at a groundspeed of 164 kts.

Summary:

It is beyond the scope of this document to describe in detail every possible use for the EHSI. Suffice it to saythat any type of procedure that normally would require the pilot to use multiple instruments, such as the HSI,an RMI, a DME display, and possibly a separate VOR2 indicator, may be easily accomplished on a single, co-herent and color-coded display.

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Operating the EHSI




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SPECIFICATIONS

Dimensions

Length 47’, 3”Height 14’, 9.5”Wingspan 51’, 8.4”Horizontal Stabilizer Span 18’, 10”Wheelbase (Main to Nose Gear) 18’, 2”Stance (Distance between Main Gear) 17’, 7”Cabin Length (Pressure Vessel) 20’, 11” Height 4’, 9” Width 4’, 11”

CapacitiesOil Tank 2.08 Gallons Per EngineFuel (Maximum Usable) ~2500 Lbs. Per tank (371 gallons)Oxygen (Full Bottle) 500 Liters @ 70 psi (Reduced from system pressure Of 1600-1800 psi)Hydraulic Fluid (Resevoir) 65 Gallons

Engines

Type JT15D-4 TurbofanManufacturer Pratt & Whitney Aircraft of Canada, Ltd.Dry Weight 557 Lbs.Thrust (TO, Standard Day at Sea Level) 2500 Lbs.Bypass Ratio 2.5:1

OPERATING LIMITATIONSThrustSetting

Time Limit(Minutes)

% FanRPM (N1)

ITTº C

% TurbineRPM (N2)

Oil Tempº C

Oil PressurePSI

Takeoff 5 104 700 96 10 to 121 70 to 85

MaximumContinuous

Continuous 104 680 96 0 to 121 70 to 85

MaximumCruise

Continuous 104 670 96 0 to 121 70 to 85

Idle Continuous -- 580 49*

Minus 40To 121

35Minimum

Starting -- -- 700º for 2 seconds

-- Minus 40Minimum

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Acceleration -- 104 700 96 0 to 121 --

* Idle turbine RPM is 49% +/-0.5% with ignition on. A minimum decreaseof 0.5% will be noted with ignition off.




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OPERATING LIMITATIONS

Duration % Fan RPM (N1) % Turbine RPM (N2) Action Required

Transient

104-110 Logbook Entry

96-98 None

Exceeds 110 Exceeds 98 Refer toMaintenance Manual

Steady State Exceeds 104 Exceeds 96

Overspeed Conditions

ITTInter-Turbine Temperature indications in excess of 700ºC or in excess of 680ºC for more than 5 minutesrequire reference to the Maintenance Manual.

Maneuver Load Factor G LimitFlaps Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -1.52 to +3.8Flaps Extended . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 to +2.0

Weight Model 550 Model 551

Max Ramp Weight 13,500 lbs. 12,700 lbs.Max Takeoff Weight 13,300 lbs. 12,500 lbs.Max Landing Weight 12,700 lbs. 12,000 lbs.Max Zero Fuel Weight (Standard) 9,500 lbs. 9,500 lbs.Max Zero Fuel Weight (Optional) 11,000 lbs. 11,000 lbs.

Maximum takeoff and landing weights may be additionally restricted due to altitude, temperature and fieldlength.

Center of Gravity

Forward limit:At 8,540 lbs or less - 18.0% MAC (276.1” aft of reference datum)At 13,300 lbs - 22.6% MAC (279.8” aft of reference datum)At 12,500 lbs - 21.8% MAC (279.9” aft of reference datum) (Note: Straight line variation between 18.0 and 22.6% MAC)

Altitude

Maximum Operating Altitude: 43,000’




23

OPERATING LIMITATIONSAirspeed

Max Operating Speed (Vmo/Mmo) Above 28,000’ .705 MachBetween 14,000 and 28,000’ 277 KIAS (with 11,000 lbs ZFW, 14,000’ to 30,500’) 262 KIASBelow 14,000’ 262 KIASManeuvering Speed (Va) Refer to Section II of the FAA Approved Airplane Flight ManualFlaps - 15º (Takeoff and Approach) 202 KIASFlaps - 40º (Landing) 176 KIASLanding Gear Operating Speed (Vlo) 176 KIASLanding Gear Extended Speed (Vle) 176 KIASSpeed Brake Operation Speed (Vsb) Vmo/MmoMinimum Control Speed - Airborne (Vmca) 77 KIASMinimum Control Speed - Ground (Vmcg) 62 KIASMaximum Tire Ground Speed 165 KIAS

Takeoff and Landing

Maximum Altitude 14,000’Crosswind Component 23 knots (Demonstrated, not limiting)Maximum Runway Water/Slush Accumulation 0.4”Maximum Ambient Temperature at Sea Level 50ºC (51ºC with Thrust Reversers)Minimum Ambient Temperature at Sea Level -54ºC Autopilot and Yaw Damper must be OFF Vertical navigation system must be OFF below 500’ AGL

Starting

With External Power (Starter Limit) Three starts in 30 minutes with 30 seconds between cycles

With Battery Power (Battery Limit) Three battery starts per hour. If exceeded, deep-cycling andinspection required

Starting ITT of over 500ºC is NOT NORMAL

Minimum starting oil temperature is -40ºC




24

OPERATING LIMITATIONSPressurization Differential

Normal (Both Valves) 0 to 8.8 psi

Cabin

Seats: For takeoff and landing, all seats must be upright and outboard. The seat adjacent to the emergencyexit must be fully tracked toward the rear of the airplane, and facing forward.

Fan: To meet smoke detection criteria, the cabin fan must be operating any time the aft cabin privacy cur-tain is closed. If the fan is inoperable, the curtain must remain open unless the toilet is in use.

Authorized Operations

The Citation II is approved for day and night, VFR and IFR operations. Flight into icing conditions is approved.Aerobatic maneuvers and spins are prohibited. No intentional stalls permitted above 25,000’ or at enginespeeds between 61.0% and 65% N1.

Minimum Crew

Minimum Flight Crew for all operations:

Model 550 - 1 pilot and 1 copilotModel 551 - 1 pilot in left seat1 Autopilot with Approach Coupling1 Flight Director 1 Boom MicrophoneTransponder Ident Switch on Pilot’s Control Wheel

The pilot in command must have a C-500 type rating and meet the requirements of FAR 61.58 for two pilotoperation, or FAR 61.57 for single pilot operation (Model 551 only).The copilot shall possess a multi-engine rating and meet the requirements of FAR 61.55.Category II operation requires two pilots.

Thrust Reversing

Reverse thrust power must be reduced to the idle detent position at 60 KIAS on landing roll.Maximum reverse thrust is limited to 94% N1 for ambient temperatures above -18ºC and 92% N1 for ambi-

ent temperatures below -18ºC.Maximum allowable thrust reverser deployed time is 15 minutes in any 1 hour period.Thrust reversing on sod/dirt or gravel runways is not allowed.Simultaneous usage of both the drag chute (if installed) and the thrust reversers is prohibited.

Pressurization Source Selector

Operation in BOTH HI mode is not approved for takeoff, landing or high power setting requirements.




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Weight and Balance

The Standard Empty Weight center of gravity for most Citation Iis is located approximately 291.0 inches aft ofthe Reference Datum Line. Depending on airplane gross weight, the center of gravity of a loaded airplane canmove from 276.1 inches aft of Datum and remain within limits.

As the airplane is loaded, the center of gravity will shift. The amount of shift is dependent on not only theweight added, but the distance the weight is from theoriginal center of gravity. Both of these factors can be

considered by multiplying the weight added by the dis-tance from the Reference Datum Line to produce theloading moment. This information is presented in ta-

ble form in the following tables.

The contribution each load station makes to center ofgravity shift can be seen by comparing the respectiveCOG lengths given in the Weight and Moment Tableof the actual Citation II POH, but for sim purposes thishas been simplified considerably.

Each Station Load’s Moment Arm has been enteredinto the Weight & Balance Form for your conve-nience. The only data that needs to be looked up is inthe table on the right, where you will find the MomentArm for the actual fuel being loaded. Transfer thisnumber to the form when performing your calcula-tions.

For each Station, multiply the Weight by the MomentArm, then divide by 100. Subtotal and Total as indi-cated on the Form to obtain the final results.




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Weight and Balance Form (Sample)

TailconeBaggage

TB

Nose BaggageAvionics Bay

1 2

3

4

6

8

5

7

9

Pantry

Payload Computations

Item Weight Arm Moment/100

Seat 1 170 131 223

Seat 2 131

Seat 3 170 170 289

Seat 4 200 217 434

Seat 5 217

Seat 6 253

Seat 7 253

Seat 8 288

Seat 9 288 Aft Toilet 325

Aft Closet 325

Nose Baggage 60 74 44

Tailcone Baggage 100 442 442

Pantry/Closet 120 170 204

Total Payload 820 -- 1636

Basic Empty Wt. 7100 -- 20661

Zero Fuel Wt.Do not exceedMax ZFW 9500 lbs.

7920 22297

Fuel Loading 3000 8555

*Ramp WeightDo not exceed max.Ramp wt. 12,700 lbs.

10920 30852

Less Taxi Fuel 200 571

*Takeoff WeightDo not exceed maxTO wt. 12,500 lbs

10720 30281

Less Fuel Enroute 2000 5686

*Landing WeightDo not exceed max.Landing wt. 12,000 lbs.

8720 24595

* Totals must be within approved weightand C.G. Limits. It is the responsibility ofthe operator to insure that the airplane isloaded properly. The Basic EmptyWeight C.G. is noted on the AirplaneWeight Form. If the airplane has beenaltered, refer to the weight and balancerecord for this information.




Weight and Balance Form

TailconeBaggage

TB

Nose BaggageAvionics Bay

1 2

3

4

6

8

5

7

9

Pantry

Payload Computations

Item Weight Arm Moment/100

Seat 1 131

Seat 2 131

Seat 3 170

Seat 4 217

Seat 5 217

Seat 6 253

Seat 7 253

Seat 8 288

Seat 9 288 Aft Toilet 325

Aft Closet 325

Nose Baggage 74

Tailcone Baggage 442

Pantry/Closet 170

Total Payload --

Basic Empty Wt. 7100 -- 20661

Zero Fuel Wt.Do not exceedMax ZFW 9500 lbs.

Fuel Loading

*Ramp WeightDo not exceed max.Ramp wt. 12,700 lbs.

Less Taxi Fuel

*Takeoff WeightDo not exceed maxTO wt. 12,500 lbs

Less Fuel Enroute

*Landing WeightDo not exceed max.Landing wt. 12,000 lbs.

* Totals must be within approved weightand C.G. Limits. It is the responsibility ofthe operator to insure that the airplane isloaded properly. The Basic EmptyWeight C.G. is noted on the AirplaneWeight Form. If the airplane has beenaltered, refer to the weight and balancerecord for this information.

Documents

Manual Citation II[1]