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PILOT CLIENT GUIDE
RE V 2.1
 NOTICE
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with permission and are copyrighted by Textron Aviation Inc.

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Publication History:
Original.......................................................... Oct 2011 Rev. 1.5..........................................................Feb 2018
Rev. 1.0........................................................ May 2014 Rev. 1.6........................................................ April 2018
Rev. 1.1......................................................... Sept 2014 Rev. 1.7..........................................................Feb 2021
Rev. 1.2..........................................................Feb 2015 Rev. 1.8.......................................................... Oct 2021
Rev. 1.3........................................................ Sept 2015 Rev. 1.9......................................................... Jan 2022
Rev. 1.4.........................................................Sept 2017 Rev. 2.1........................................................ Nov 2022

Copyright © 2022 FlightSafety International, Inc.

Unauthorized reproduction or distribution is prohibited.
All rights reserved.
TABLE OF CONTENTS
CHAPTER 1 INITIAL TRAINING CURRICULUM

CHAPTER 2 RECURRENT TRAINING CURRICULUM

CHAPTER 3 REQUIRED KNOWLEDGE AREAS

CHAPTER 4 MEMORY ITEMS AND LIMITATIONS

CHAPTER 5 STANDARD OPERATING PROCEDURES

CHAPTER 6 CREW RESOURCE MANAGEMENT

CHAPTER 7 HANDOUTS

CHAPTER 8 ANNUNCIATORS

CHAPTER 9 SCHEMATICS
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PILOT CLIENT GUIDE

CHAPTER 1

INITIAL TRAINING
CURRICULUM
CONTENTS
Page

INITIAL GROUND TRAINING CURRICULUM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

Summary/Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Systems Integration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Completion Standards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-1
INITIAL FLIGHT TRAINING CURRICULUM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Objective of Flight Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Prerequisites. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Flight Training Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Briefing/Debriefing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Completion Standards—Flight Training. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Aircraft Specific Flight Standardization Board Required Items . . . . . . . . . . . . . . . . . . . . 1-3
Special Emphasis Areas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Aircraft Normal, Abnormal, and Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Line Operational Simulation (LOS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
INITIAL TRAINING SCHEDULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4

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INITIAL GROUND TRAINING CURRICULUM

SUMMARY/OVERVIEW
This course segment provides the knowledge necessary to understand the operation of aircraft
systems, the use of the individual system controls, and the integration of aircraft systems with op-
erational procedures in preparation for the Flight Training Curriculum Segment. At the end of the
Ground Training Curriculum Segment the pilot will be able to locate, identify, and operate all aircraft
systems and will be able to perform normal, abnormal, and emergency operating procedures to
the appropriate standard. Additionally, the pilot will be able to demonstrate knowledge of aircraft
performance, as well as systems and aircraft limitations.

SYSTEMS INTEGRATION
Systems Integration Training (SIT) is ground instruction emphasizing aircraft systems interrelation-
ships. This training includes normal, abnormal and emergency procedures, pilot flying (PF)/pilot
monitory (PM) duties and other elements of crew coordination, such as avionics/automation man-
agement specific to the aircraft. SIT may be conducted in a classroom and/or by using an appropri-
ate training device. SIT may be conducted as a stand-alone module or may be incorporated as part
of the individual Aircraft Systems modules.

COMPLETION STANDARDS
The pilot must demonstrate required knowledge of aircraft systems, limitations, performance, and
flight planning by successfully completing a written examination with a minimum of 80% (FAA and
Foreign Non-EASA), corrected to 100%. EASA examinations are graded for each section with a
minimum of 75%, corrected to 100%.

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INITIAL FLIGHT TRAINING CURRICULUM

OBJECTIVE OF FLIGHT TRAINING
To provide the skills and knowledge necessary to perform to the appropriate standard through
demonstration, instruction, and practice of maneuvers and procedures pertinent to the Citation
Excel Series. By the end of the Flight Training Curriculum Segment, the pilot will be able to safely
and efficiently operate the aircraft and perform the duties and responsibilities of the crewmember
duty position. Pilot will practice CRM and Aeronautical Decision Making as part of the flight training
process.

NOTE:
Prior to conducting flight training for a specific maneuver or procedure in an Initial or
Prior Experience Course, the pilot must have logged ground training in the applicable
areas of knowledge required to successfully complete the task and to ensure the pilot
understands the systems and/or aeronautical principles involved.

PREREQUISITES
Review and understand aircraft normal procedures checklists, memory items, and limitations prior
to simulator training.

FLIGHT TRAINING EQUIPMENT

Training, checking, and testing will be conducted in a qualifies Flight Simulation Training Device
(FSTD) that is approved for use in accordance with Flight Safety International’s 14 CFR Part 142
Training Specifications.

BRIEFING/DEBRIEFING
Briefing/Debriefing will be conducted for each Flight Module. Times will vary depending on train-
ing program, pilot performance and module scenario. Normally 1 hour of briefing for Initial Training
and 0.5 hour for Recurrent Training, along with 0.5 hour of debriefing for all training programs will
be scheduled. A specific program may require more briefing/debriefing time than listed above. In
this event the lead training center for the program determines the time required and ensures the
scheduling system captures it correctly.

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COMPLETION STANDARDS—FLIGHT TRAINING

Training proficiency standards for certification courses (issuance of an Airline Transport Pilot (ATP)
certificate and/or aircraft type rating) and a §61.58 PIC Proficiency Course will be based upon the
Airline Transport Pilot and Type Rating for Airplane Airmen Certification Standards (ATP ACS) for
the category of aircraft involved. §61.57 lists the specific requirements in §61.57(a)-(e) for each
endorsement. For §61.57(d), all tasks required in the Rating Task Table found in the Instrument
Rating - Airplane Airman Certification Standards are required. The proficiency standards neces-
sary to complete other courses in this curriculum will be listed within the specific course. The pilot
is required to complete all flight training modules and programmed training hours required by the
course.

AIRCRAFT SPECIFIC FLIGHT STANDARDIZATION BOARD REQUIRED

ITEMS
For aircraft that have type specific Flight Standardization Board (FSB) training requirements, those
requirements will be discussed as an element in the Aircraft General ground training module. Addi-
tionally, these type specific FSB training requirements will be incorporated into the ground training
presentation and Flight Training Lesson Plans as requited.

SPECIAL EMPHASIS AREAS

Examiners must place special emphasis on areas of aircraft operation considered critical to flight
safety. The specific operations that are identified as requiring special emphasis can be found in
the Airline Transport Pilot and Type Rating for Airplane Airmen Certification Standards (ATP ACS).
Although these areas may not be specifically addressed under each TASK, they are essential to
flight safety and will be critically evaluated during the practical test. In all instances, the pilot’s ac-
tions will relate to the complete situation. The role of the Training Center Evaluator (TCE) regarding
Air Traffic Control (ATC), crew resource management (CRM), and the duties and responsibilities of
the examiner through all phases of the practical test will be explained to, and understood by, the
pilot prior to the test.

AIRCRAFT NORMAL, ABNORMAL, AND EMERGENCY PROCEDURES

This training provides instruction to demonstrate the skills necessary to maneuver the aircraft
when selected abnormal and emergency procedures are introduced and practiced. The pilot will
become proficient in the use of checklist; all required tasks/maneuvers and integration of avionics
systems.

LINE OPERATIONAL SIMULATION (LOS)

This training will facilitate the transition from practicing specific maneuvers in the Flight Simulator
modules to integration of all applicable maneuvers into a simulated total flight. Instructors will use
an appropriate Plan of Action to facilitate the module objectives.

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INITIAL TRAINING SCHEDULE

These schedules represent a general guide for what to expect during training. All subjects listed
will be covered, but the order of content is at the instructor's discretion based on client/instructor
need.

INITIAL DAY 1
Ground School 8.0 Hours

• AIRCRAFT GENERAL • ELECTRICAL • AVIONICS

• MASTER WARNING • FUEL • SYSTEMS INTEGRATION (SIT)
• LIGHTING

INITIAL DAY 2
Ground School 8.0 Hours

• POWERPLANT • THRUST REVERSERS • FLIGHT CONTROLS

• FIRE PROTECTION • LANDING GEAR AND BRAKES • WINDSHEAR
• HYDRAULICS

INITIAL DAY 3
Ground School 8.0 Hours

• PNEUMATICS • ICE AND RAIN PROTECTION • AUXILIARY POWER UNIT (APU)

• AIR CONDITIONING • OXYGEN • SYSTEMS INTEGRATION (SIT)
• PRESSURIZATION

INITIAL DAY 4
Ground School 7.0 Hours

• STALL RECOGNITION • AVIONICS

INITIAL DAY 5
Ground School 7.5 Hours

• APPROVED AIRCRAFT FLIGHT / • PERFORMANCE • FLIGHT PLANNING

AIRCRAFT OPERATING MANUAL • WEIGHT AND BALANCE
(AFM/AOM)

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INITIAL DAY 6
Ground School 6.0 Hours

• CREW RESOURCE MANAGEMENT • SYSTEMS REVIEW • SYSTEMS INTEGRATION (SIT)

(CRM)

INITIAL DAY 7
Simulator Briefing: 1.0 Hours | Simulator: 2.0 Hours | DeBriefing: 0.5 Hours

PREFLIGHT INSTRUMENT PROCEDURES

• PREFLIGHT INSPECTION (COCKPIT) • ARRIVAL PROCEDURES
• POWERPLANT START – NORMAL • PRECISION APPROACH
• USE OF CHECKLISTS • PRECISION APPROACH – BACKUP
• TAXIING / RUNWAY OPERATIONS INSTRUMENTATION
• BEFORE TAKEOFF CHECKS • MISSED APPROACH FROM PRECISION APPROACH

TAKEOFF & DEPARTURE NORMAL/ABNORMAL/EMERGENCY PROCEDURES/

• NORMAL TAKEOFF AND CLIMB OPERATIONS
• DEPARTURE PROCEDURE • RADIOS, NAV EQUIPMENT, INSTRUMENTS, FMS
• STALL WARNING / AVOIDANCE DEVICES
IN-FLIGHT MANEUVERS
• STEEP TURNS LANDINGS AND APPROACHES TO LANDINGS
• STALL PREVENTION, PARTIAL FLAP • NORMAL APPROACH AND LANDING
CONFIGURATION • LANDING FROM A PRECISION APPROACH
• STALL PREVENTION, CLEAN CONFIGURATION – • GO-AROUND / REJECTED LANDING
LOW ALTITUDE
• STALL PREVENTION, LANDING CONFIGURATION POST-FLIGHT PROCEDURES
• RECOVERY FROM NOSE LOW ATTITUDES • AFTER LANDING PROCEDURES
• RECOVERY FROM NOSE HIGH ATTITUDES • PARKING AND SECURING

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INITIAL DAY 8
Simulator Briefing: 1.0 Hours | Simulator: 2.0 Hours | DeBriefing: 0.5 Hours

PREFLIGHT INSTRUMENT PROCEDURES

• PREFLIGHT INSPECTION (COCKPIT) • HOLDING
• POWERPLANT START – NORMAL • NONPRECISION APPROACH
• POWERPLANT START – ABNORMAL • NONPRECISION APPROACH – MANUALLY FLOWN
• USE OF CHECKLISTS WITH COURSE REVERSAL
• TAXIING / RUNWAY OPERATIONS • CIRCLING APPROACH
• BEFORE TAKEOFF CHECKS • VISUAL APPROACH
• • PUBLISHED MISSED APPROACH

TAKEOFF & DEPARTURE LANDINGS & APPROACHES TO LANDINGS

• CROSSWIND TAKEOFF • CROSSWIND LANDING
• DEPARTURE PROCEDURE • LANDING FROM A CIRCLING APPROACH
• WINDSHEAR
IN-FLIGHT MANEUVERS
• TCAS (COLLISION AVOIDANCE MANEUVER) NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
• POWERPLANT FAILURE (INCLUDING SHUTDOWN / OPERATIONS
RESTART) • POWERPLANT
• PROCEDURES AND MANEUVERING WITH AN • AUXILIARY POWER UNIT (APU)
ENGINE OUT WHILE EXECUTING THE DUTIES OF • FUEL SYSTEM
PILOT-IN-COMMAND (SIC ONLY) • ELECTRICAL SYSTEM
• AUTOPILOT / FLIGHT DIRECTOR

POST-FLIGHT PROCEDURES
• N/A

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INITIAL DAY 9
Simulator Briefing: 1.0 Hours | Simulator: 2.0 Hours | DeBriefing: 0.5 Hours

PREFLIGHT LANDINGS & APPROACHES TO LANDINGS

• TAXIING / RUNWAY OPERATIONS • NORMAL APPROACH AND LANDING
• BEFORE TAKEOFF CHECKS • CROSSWIND LANDING
• LANDING FROM A PRECISION APPROACH
TAKEOFF & DEPARTURE • APPROACH AND LANDING WITH A POWERPLANT
• INSTRUMENT TAKEOFF FAILURE
• REJECTED TAKEOFF
• POWERPLANT FAILURE DURING TAKEOFF NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
• DEPARTURE PROCEDURE OPERATIONS
• POWERPLANT
INSTRUMENT PROCEDURES • FLIGHT CONTROL SYSTEM
• HOLDING • PITOT-STATIC SYSTEM
• PRECISION APPROACH • RADIOS, NAV EQUIPMENT, INSTRUMENTS, FMS
• PRECISION APPROACH, ONE ENGINE INOPERATIVE • AUTOPILOT / FLIGHT DIRECTOR
– MANUALLY FLOWN • IN-FLIGHT FIRE DRILLS (E.G., ENGINE, APU, CABIN,
• NONPRECISION APPROACH – BACKUP CARGO COMPARTMENT, FLIGHT DECK, WING, AND
INSTRUMENTATION ELECTRICAL FIRES)
• NONPRECISION APPROACH – MANUALLY FLOWN • SMOKE CONTROL / REMOVAL
WITH COURSE REVERSAL • EMERGENCY EVACUATION
• MISSED APPROACH WITH ONE ENGINE • OTHER EMERGENCY PROCEDURES AS MAY BE
INOPERATIVE REQUIRED BY MAKE, MODEL, AND SERIES

POST-FLIGHT PROCEDURES
• N/A

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INITIAL DAY 10
Simulator Briefing: 1.0 Hours | Simulator: 2.0 Hours | DeBriefing: 0.5 Hours

PREFLIGHT LANDINGS & APPROACHES TO LANDINGS

• TAXIING / RUNWAY OPERATIONS • CROSSWIND LANDING
• BEFORE TAKEOFF CHECKS • GO-AROUND / REJECTED LANDING
• LANDING FROM A CIRCLING APPROACH
TAKEOFF & DEPARTURE • LANDING FROM A NO FLAP OR NONSTANDARD
• CROSSWIND TAKEOFF FLAP APPROACH
• WINDSHEAR
• DEPARTURE PROCEDURE NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
OPERATIONS
IN-FLIGHT MANEUVERS • SLAT / FLAP SYSTEM
• STEEP TURNS • AUTOPILOT / FLIGHT DIRECTOR
• RECOVERY FROM NOSE LOW ATTITUDES • HYDRAULIC SYSTEM
• RECOVERY FROM NOSE HIGH ATTITUDES • FLIGHT CONTROL SYSTEM
• STALL PREVENTION, CLEAN CONFIGURATION – • LANDING GEAR & BRAKES
HIGH ALTITUDE • GROUND PROXIMITY WARNING SYSTEM, WX RADAR,
• STALL RECOVERY WITH IDLE THRUST RADIO ALTIMETER, TRANSPONDER
• SPECIFIC FLIGHT CHARACTERISTICS (AS • ENVIRONMENTAL / AIR CONDITIONING SYSTEM
APPLICABLE) • PRESSURIZATION SYSTEM
• TCAS (COLLISION AVOIDANCE MANEUVER) • DECOMPRESSION
• EMERGENCY DESCENT (MAXIMUM RATE)
INSTRUMENT PROCEDURES
• VISUAL APPROACH POST-FLIGHT PROCEDURES
• NONPRECISION APPROACH • N/A
• CIRCLING APPROACH
• MISSED APPROACH

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INITIAL DAY 11
Simulator Briefing: 1.0 Hours | Simulator: 2.0 Hours | DeBriefing: 0.5 Hours

PREFLIGHT LANDINGS & APPROACHES TO LANDINGS

• POWERPLANT START – ABNORMAL • CROSSWIND LANDING
• TAXIING / RUNWAY OPERATIONS • LANDING FROM A PRECISION APPROACH
• BEFORE TAKEOFF CHECKS • APPROACH AND LANDING WITH A POWERPLANT
FAILURE
TAKEOFF & DEPARTURE
• INSTRUMENT TAKEOFF NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
• POWERPLANT FAILURE DURING TAKEOFF OPERATIONS
• REJECTED TAKEOFF • POWERPLANT
• DEPARTURE PROCEDURE • ELECTRICAL SYSTEM
• AUTOPILOT / FLIGHT DIRECTOR
IN-FLIGHT MANEUVERS • IN-FLIGHT FIRE DRILLS (E.G., ENGINE, APU, CABIN,
• POWERPLANT FAILURE (INCLUDING SHUTDOWN / CARGO COMPARTMENT, FLIGHT DECK, WING, AND
RESTART) ELECTRICAL FIRES)
• STALL PREVENTION, CLEAN CONFIGURATION – • ANTI-ICE AND DEICE SYSTEMS
LOW ALTITUDE • AIRFRAME ICING
• STALL PREVENTION, PARTIAL FLAP • SMOKE CONTROL / REMOVAL
CONFIGURATION • EMERGENCY EVACUATION
• STALL PREVENTION, LANDING CONFIGURATION
POST-FLIGHT PROCEDURES
INSTRUMENT PROCEDURES • N/A
• PRECISION APPROACH
• PRECISION APPROACH, ONE ENGINE INOPERATIVE
– MANUALLY FLOWN
• NONPRECISION APPROACH – MANUALLY FLOWN
WITH COURSE REVERSAL
• MISSED APPROACH
• MISSED APPROACH FROM PRECISION APPROACH
• MISSED APPROACH WITH ONE ENGINE
INOPERATIVE

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INITIAL DAY 12
Simulator Briefing: 1.0 Hours | Simulator: 2.0 Hours | DeBriefing: 0.5 Hours

PREFLIGHT LANDINGS & APPROACHES TO LANDINGS

• PREFLIGHT INSPECTION (COCKPIT) • NORMAL APPROACH AND LANDING
• POWERPLANT START – NORMAL • CROSSWIND LANDING
• USE OF CHECKLISTS • LANDING FROM A PRECISION APPROACH
• TAXIING / RUNWAY OPERATIONS
• BEFORE TAKEOFF CHECKS NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
OPERATIONS
TAKEOFF & DEPARTURE
• NORMAL TAKEOFF AND CLIMB POST-FLIGHT PROCEDURES
• CROSSWIND TAKEOFF • AFTER LANDING PROCEDURES
• DEPARTURE PROCEDURE • PARKING AND SECURING

IN-FLIGHT MANEUVERS
• STEEP TURNS
• RECOVERY FROM NOSE LOW ATTITUDES
• RECOVERY FROM NOSE HIGH ATTITUDES
• STALL PREVENTION, CLEAN CONFIGURATION –
HIGH ALTITUDE
• STALL RECOVERY WITH IDLE THRUST
• SPECIFIC FLIGHT CHARACTERISTICS (AS
APPLICABLE)
• TCAS (COLLISION AVOIDANCE MANEUVER)

INSTRUMENT PROCEDURES
• ARRIVAL PROCEDURES
• HOLDING
• PRECISION APPROACH
• NONPRECISION APPROACH
• PUBLISHED MISSED APPROACH

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CHAPTER 2

RECURRENT TRAINING
CURRICULUM
CONTENTS
Page

RECURRENT GROUND TRAINING CURRICULUM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

Objective Of Ground Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Prerequisites. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Completion Standards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
RECURRENT FLIGHT TRAINING CURRICULUM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Objective Of Flight Training. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Prerequisites. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Flight Training Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Briefing/Debriefing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Completion Standards—Flight Training. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Aircraft Specific Flight Standardization Board Required Items . . . . . . . . . . . . . . . . . . . 2-3
Special Emphasis Areas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Aircraft Normal, Abnormal, And Emergency Procedures. . . . . . . . . . . . . . . . . . . . . . . . 2-3
Line Operational Simulation (LOS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
RECURRENT TRAINING SCHEDULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4

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RECURRENT GROUND TRAINING CURRICULUM

OBJECTIVE OF GROUND TRAINING
The Citation Excel Series Recurrent specialty course satisfies the requirements to qualify as Pilot-in-
Command (PIC) in accordance with §61.58 or Second-in-Command (SIC) in accordance with §61.55.
Reference the Regulatory Compliance Guide in the General section for additional 14 CFR Part 61
objectives that can be concurrently credited.

NOTE:
14 CFR part 61.58 proficiency checks will be accomplished using the training to profi-
ciency concept in which a check may be suspended while the applicant is retrained after
which the proficiency check may be resumed and the task can ten be reevaluated. This
may be accomplished with all simulator sessions conducted by a Training center Evalu-
ator (TCE), or as a stand-alone check with only the last simulator session conducted by
a TCE.

PREREQUISITES
For PIC: Must hold a CE-560XL type rating
For SIC: At least a Private Pilot airplane multiengine land certificate and an unrestricted airplane
multiengine instrument rating, or ATP AMEL Certificate - Not limited to VFR only.

COMPLETION STANDARDS
The pilot is required to complete all ground training modules and programmed training hours re-
quired by the course and must pass a written test with a score of 80% or better. The Ground Train-
ing Examination module provides the pilot with a Review and Examination.

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RECURRENT FLIGHT TRAINING CURRICULUM

OBJECTIVE OF FLIGHT TRAINING
To provide the skills and knowledge necessary to perform to the appropriate standard through
demonstration, instruction, and practice of maneuvers and procedures pertinent to the Citation
Excel Series. By the end of the Flight Training Curriculum Segment, the pilot will be able to safely
and efficiently operate the aircraft and perform the duties and responsibilities of the crewmember
duty position. Pilot will practice CRM and Aeronautical Decision Making as part of the flight training
process.

NOTE:
Prior to conducting flight training for a specific maneuver or procedure in an Initial or
Prior Experience Course, the pilot must have logged ground training in the applicable
areas of knowledge required to successfully complete the task and to ensure the pilot
understands the systems and/or aeronautical principles involved.

PREREQUISITES
Review and understand aircraft normal procedures checklists, memory items, and limitations prior
to simulator training.

FLIGHT TRAINING EQUIPMENT

Training, checking, and testing will be conducted in a qualifies Flight Simulation Training Device
(FSTD) that is approved for use in accordance with Flight Safety International’s 14 CFR Part 142
Training Specifications.

BRIEFING/DEBRIEFING
Briefing/Debriefing will be conducted for each Flight Module. Times will vary depending on train-
ing program, pilot performance and module scenario. Normally 1 hour of briefing for Initial Training
and 0.5 hour for Recurrent Training, along with 0.5 hour of debriefing for all training programs will
be scheduled. A specific program may require more briefing/debriefing time than listed above. In
this event the lead training center for the program determines the time required and ensures the
scheduling system captures it correctly.

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COMPLETION STANDARDS—FLIGHT TRAINING

Training proficiency standards for certification courses (issuance of an Airline Transport Pilot (ATP)
certificate and/or aircraft type rating) and a §61.58 PIC Proficiency Course will be based upon the
Airline Transport Pilot and Type Rating for Airplane Airmen Certification Standards (ATP ACS) for
the category of aircraft involved. §61.57 lists the specific requirements in §61.57(a)-(e) for each
endorsement. For §61.57(d), all tasks required in the Rating Task Table found in the Instrument
Rating - Airplane Airman Certification Standards are required. The proficiency standards neces-
sary to complete other courses in this curriculum will be listed within the specific course. The pilot
is required to complete all flight training modules and programmed training hours required by the
course.

AIRCRAFT SPECIFIC FLIGHT STANDARDIZATION BOARD REQUIRED

ITEMS
For aircraft that have type specific Flight Standardization Board (FSB) training requirements, those
requirements will be discussed as an element in the Aircraft General ground training module. Addi-
tionally, these type specific FSB training requirements will be incorporated into the ground training
presentation and Flight Training Lesson Plans as requited.

SPECIAL EMPHASIS AREAS

Examiners must place special emphasis on areas of aircraft operation considered critical to flight
safety. The specific operations that are identified as requiring special emphasis can be found in
the Airline Transport Pilot and Type Rating for Airplane Airmen Certification Standards (ATP ACS).
Although these areas may not be specifically addressed under each TASK, they are essential to
flight safety and will be critically evaluated during the practical test. In all instances, the pilot’s ac-
tions will relate to the complete situation. The role of the Training Center Evaluator (TCE) regarding
Air Traffic Control (ATC), crew resource management (CRM), and the duties and responsibilities of
the examiner through all phases of the practical test will be explained to, and understood by, the
pilot prior to the test.

AIRCRAFT NORMAL, ABNORMAL, AND EMERGENCY PROCEDURES

This training provides instruction to demonstrate the skills necessary to maneuver the aircraft
when selected abnormal and emergency procedures are introduced and practiced. The pilot will
become proficient in the use of checklist; all required tasks/maneuvers and integration of avionics
systems.

LINE OPERATIONAL SIMULATION (LOS)

This training will facilitate the transition from practicing specific maneuvers in the Flight Simulator
modules to integration of all applicable maneuvers into a simulated total flight. Instructors will use
an appropriate Plan of Action to facilitate the module objectives.

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RECURRENT TRAINING SCHEDULE

These schedules represent a general guide for what to expect during training. All subjects listed
will be covered, but the order of content is at the instructor's discretion based on client/instructor
need.

RECURRENT DAY 1
Ground School 4.0 Hours

• AIRCRAFT GENERAL • ELECTRICAL • AFM/AOM

• LIGHTING • POWERPLANT/THRUST • SYSTEMS INTEGRATION (SIT)
• MASTER WARNING • STALL & RECOGNITION & RECOVERY
PROCEDURES

Simulator 1 Briefing: 0.5 Hours | Simulator: 2.0 Hours | DeBriefing: 0.5 Hours

PREFLIGHT INSTRUMENT PROCEDURES

• PREFLIGHT INSPECTION (COCKPIT) (S) • ARRIVAL PROCEDURES
• POWERPLANT START – NORMAL • PRECISION APPROACH
• USE OF CHECKLISTS • PRECISION APPROACH - BACKUP
• TAXIING/RUNWAY OPERATIONS INSTRUMENTATION
• BEFORE TAKEOFF CHECKS • MISSED APPROACH FROM PRECISION APPROACH

TAKEOFF & DEPARTURE NORMAL/ABNORMAL/EMERGENCY PROCEDURES/

• NORMAL TAKEOFF & CLIMB OPERATIONS
• WINDSHEAR • RADIOS, NAV EQUIPMENT, INSTRUMENTS, FMS
• DEPARTURE PROCEDURE • GROUND PROXIMITY WARNING SYSTEM, WX RADAR,
RADIO, ALTIMETER, TRANSPONDER
IN-FLIGHT MANEUVERS • STALL WARNING/AVOIDANCE DEVICES
• STEEP TURNS
• STALL PREVENTION, CLEAN CONFIGURATION - LANDINGS & APPROACHES TO LANDINGS
LOW ALTITUDE • NORMAL APPROACH & LANDING (S)
• STALL PREVENTION, PARTIAL FLAP • LANDING FROM A PRECISION APPROACH (S)
CONFIGURATION • WINDSHEAR
• STALL PREVENTION, LANDING CONFIGURATION • GO-AROUND/REJECTED LANDING
• RECOVERY FROM NOSE LOW ATTITUDES
• RECOVERY FROM NOSE HIGH ATTITUDES POST-FLIGHT PROCEDURES
• AFTER LANDING PROCEDURES
• PARKING & SECURING

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RECURRENT DAY 2
Ground School 4.0 Hours

• FUEL • AIR CONDITIONING • ICE AND RAIN PROTECTION

• HYDRAULICS • PRESSURIZATION • FIRE PROTECTION
• LANDING GEAR AND BRAKES • FLIGHT CONTROLS • SYSTEMS INTEGRATION (SIT)
• PNEUMATICS

Simulator 2 Briefing: 0.5 Hours | Simulator: 2.0 Hours | DeBriefing: 0.5 Hours

PREFLIGHT LANDINGS & APPROACHES TO LANDINGS

• PREFLIGHT INSPECTION (COCKPIT) • CROSSWIND LANDING
• POWERPLANT START – NORMAL • LANDING FROM A CIRCLING APPROACH
• POWERPLANT START – ABNORMAL • LANDING FROM A NO FLAP OR NONSTANDARD
• USE OF CHECKLISTS FLAP APPROACH
• TAXIING/RUNWAY OPERATIONS
• BEFORE TAKEOFF CHECKS NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
OPERATIONS
TAKEOFF & DEPARTURE • POWERPLANT
• CROSSWIND TAKEOFF (S) • AUXILIARY POWER UNIT (APU)
• DEPARTURE PROCEDURE • ELECTRICAL SYSTEM
• AUTOPILOT/FLIGHT DIRECTOR
IN-FLIGHT MANEUVERS • SLAT/FLAP SYSTEM
• TCAS (COLLISION AVOIDANCE MANEUVER) • FLIGHT CONTROL SYSTEM
• POWERPLANT FAILURE (INCLUDING SHUTDOWN/ • SMOKE CONTROL/REMOVAL
RESTART) • HYDRAULIC SYSTEM
• PROCEDURES & MANEUVERING WITH AN ENGINE • LANDING GEAR & BRAKES
OUT WHILE EXECUTING THE DUTIES OF PILOT-IN- • FUEL SYSTEM
COMMAND (SIC ONLY)
POST-FLIGHT PROCEDURES
INSTRUMENT PROCEDURES • N/A
• HOLDING
• NONPRECISION APPROACH (S) (A, B)
• NONPRECISION APPROACH – MANUALLY FLOWN
WITH COURSE REVERSAL (B, E, F)
• CIRCLING APPROACH
• VISUAL APPROACH (S)
• PUBLISHED MISSED APPROACH (S)

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RECURRENT DAY 3
Ground School 4.0 Hours

• AVIONICS • FLIGHT PLANNING • WINDSHEAR

• OXYGEN • WEIGHT AND BALANCE • CREW RESOURCE MANAGEMENT
• AUXILIARY POWER UNIT (APU) • PERFORMANCE (CRM)

Simulator 3 Briefing: 0.5 Hours | Simulator: 2.0 Hours | DeBriefing: 0.5 Hours

PREFLIGHT LANDINGS & APPROACHES TO LANDINGS

• TAXIING/RUNWAY OPERATIONS • CROSSWIND LANDING
• BEFORE TAKEOFF CHECKS • LANDING FROM A PRECISION APPROACH
• APPROACH & LANDING WITH A POWERPLANT
TAKEOFF & DEPARTURE FAILURE
• INSTRUMENT TAKEOFF • LANDING WITH TWO ENGINES INOPERATIVE (3
• REJECTED TAKEOFF ENGINE AIRCRAFT)
• POWERPLANT FAILURE DURING TAKEOFF
• DEPARTURE PROCEDURE NORMAL/ABNORMAL/EMERGENCY PROCEDURES/
OPERATIONS
IN-FLIGHT MANEUVERS • POWERPLANT
• SPECIFIC FLIGHT CHARACTERISTICS (AS • RADIOS, NAV EQUIPMENT, INSTRUMENTS, FMS (S)
APPLICABLE) • AUTOPILOT/FLIGHT DIRECTOR
• STALL PREVENTION, CLEAN CONFIGURATION - • IN-FLIGHT FIRE DRILLS (E.G., ENGINE, CABIN, CARGO
HIGH ALTITUDE COMPARTMENT, FLIGHT DECK, WING, & ELECTRICAL
• STALL RECOVERY WITH IDLE THRUST FIRES)
• POWERPLANT FAILURE (INCLUDING SHUTDOWN/ • PITOT-STATIC SYSTEM
RESTART) • ENVIRONMENTAL/AIR CONDITIONING SYSTEM
• PRESSURIZATION SYSTEM
INSTRUMENT PROCEDURES • DECOMPRESSION
• ARRIVAL PROCEDURES • EMERGENCY DESCENT (MAXIMUM RATE)
• PRECISION APPROACH • EMERGENCY EVACUATION
• PRECISION APPROACH, ONE ENGINE INOPERATIVE • ANTI-ICE & DEICE SYSTEMS
– MANUALLY FLOWN • AIRFRAME ICING
• NONPRECISION APPROACH – BACKUP • OTHER EMERGENCY PROCEDURES AS MAY BE
INSTRUMENTATION REQUIRED BY MAKE, MODEL, & SERIES
• NONPRECISION APPROACH – MANUALLY FLOWN
WITH COURSE REVERSAL POST-FLIGHT PROCEDURES
• MISSED APPROACH WITH ONE ENGINE • N/A
INOPERATIVE

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CHAPTER 3

REQUIRED KNOWLEDGE
AREAS
CONTENTS
Page

REQUIRED KNOWLEDGE AREAS (RKAS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

Aircraft General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Master Warning/Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Powerplant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Auxiliary Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Fire Protection/Fire Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Pneumatics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Ice and Rain Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Landing Gear & Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Thrust Reversers/Thrust Attenuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
General Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Engine Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Minimum Equipment List (MEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Special Requirements for Glass Cockpit Aircraft - EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7

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Flight Management Systems-FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7

Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Flight Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Weight and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Servicing on Ground. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8

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REQUIRED KNOWLEDGE AREAS (RKAs)

The required knowledge areas represent what each pilot should know and understand prior to
completion of training. These are divided into subject matter areas following the course curriculum
and will assist with the study process. Although this list contains the most critical areas of concen-
tration, it is only a basic guide and not intended to replace a comprehensive study of the course
materials.

AIRCRAFT GENERAL 6. The battery pack for the Standby Flight Display
can provide approximately 3.5 hours of power
1. A small vent door, integral to the cabin door, for of the Standby Flight Display (SFD).
opens as the cabin door is unlocked.
7. A generator control unit (GCU) regulates the
2. If the primary cabin door seal loses pres- voltage of its respective starter-generator to
sure, a secondary (non-inflatable) pressure
28.5 VDC.
seal should hold cabin pressure.
3. Each nose door incorporates two paddle 8. The GPU should be running and set to 28
latches, a cam key lock, and one safety VDC and 800-1,000 amps before connec-
pin latch. Each paddle latch has an integral tion to the aircraft.
microswitch that will illuminate the NOSE
9. Battery voltage is indicated on the voltmeter
DOOR CAS message to alert the crew of an
unlocked nose door condition. with the battery switch in NORM or EMER po-
sitions only and with the generators off-line.
4. The battery door is secured with four inde-
pendent operating pin latches and a key- 10. Start logic does not allow generator assisted
operated cam lock. The BATTERY DOOR engine or APU starts when airborne.
amber CAS message illuminates if the key
11. An alternate start method with throttles already
operated cam lock is not in the locked
position. in IDLE before pressing the START switchlight,
is allowed. However, if the START switchlights
ELECTRICAL are not pressed within 120 seconds, the throt-
tles must go back to CUT-OFF and then IDLE to
1. Power sources for the DC system include: reset the FADEC start logic.
one battery, two engine-driven starter-gen-
erators, an APU generator, and an external 12. The INTERIOR MASTER switch, when placed
power unit. OFF, will remove all electrical power in the
passenger compartment.
2. The primary source of DC electrical power
is provided by two 30 volt/300 amp starter-
generators, mounted on the engines.
LIGHTING
3. With the battery switch in BATT ON, the bat- 1. Cabin entry lights are powered from the bat-
tery will power the entire electrical system tery bus and available any time the battery
for a minimum of 10 minutes. is connected.
4. With the battery switch in the EMER posi- 2. The EMERGENCY DC bus powers the Over-
head flood and Aux power lights.
tion, a fully charged main battery will supply
power to the battery and emergency buses 3. With the EMER LTS switch in the ARM po-
for a minimum of 30 minutes. sition, the cabin emergency lighting system
will activate for the following reasons:
5. Minimum battery voltage for start is 24 VDC.
4. Loss of main DC power
5. 5g impact
6. PASS SAFETY switch selected ON

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7. With the loss of main DC power and aircraft crossfeed valve opens, and right motive
battery voltage lower than the emergency flow valve closes.
battery packs, emergency cabin lighting
is powered from two emergency battery POWERPLANT
packs.
1. Engine IGNITION is controlled by the
MASTER WARNING/WARNING FADEC.
SYSTEMS 2. If a complete loss of airframe electrical
power occurs, the PMA supplies power to
1. The EMERGENCY DESCENT CAS message the FADEC.
is not accompanied by an aural voice alert. 3. The FADEC enforces limiting parameters
2. If a condition which causes a MASTER CAU- for critical engine operation, (N1, N2 and
TION and amber CAS message to illuminate ITT).
is corrected prior to reset, the MASTER CAU- 4. The engine STARTER is not controlled by
TION and CAS message will extinguish. the FADEC.
3. Failure of both generators will trigger a 5. An ENGINE CONTROL FAULT L-R CAS
MASTER WARNING. message indicates a FADEC channel has
4. The MASTER WARNING system is inopera- failed.
tive with NORM/EMER switchlight in EMER. 6. Display of the green IGN icons adjacent
to the ITT tapes indicates the exciter box
FUEL is receiving power. The IGN icon does not
guarantee the igniter plugs are firing.
1. Total useable fuel capacity is 1,006 U.S.
gallons.
AUXILIARY POWER UNIT
2. When the fuel level decreases to approxi-
mately 360 ± 20 lbs., the FUEL LEVEL LOW 1. Amber APU FAIL and a white APU FIRE
L- R amber CAS message displays along with BOTTLE LOW CAS message, accompa-
a flashing MASTER CAUTION. nied by a MASTER CAUTION will illuminate
3. Fuel boost pumps activate automatically if the APU fire extinguisher bottle pressure
for the following: is low.

• Engine start 2. An APU fire will illuminate the APU FIRE

light and will result in the immediate shut-
• Crossfeed down of the APU. If the APU Fire switch-
• Low fuel pressure light is not depressed within 8 seconds of
continuous illumination, the ECU will auto-
• APU operation (normally the right boost
matically discharge the extinguisher bottle
pump, but will be supplied by the left
and deploy fire extinguishing agent into
boost pump during L TANK—R ENGINE
the APU enclosure.
crossfeed).
3. n APU fire will be indicated by an APU FIRE
4. With a loss of main DC power, the cross-
light, APU FIRE CAS message, MASTER
feed valve fails in its present position.
WARNING and aural alert.
5. The cockpit indications when crossfeeding
4. An APU start attempt in flight is prohibited
from the left tank to the right engine are:
after a dual generator failure.
steady white FUEL BOOST PUMP ON L,
steady white FUEL CROSS FEED CAS mes- 5. Following a shutdown for any reason, an
sage, and a decreasing left fuel quantity. APU restart must not be attempted until 30
seconds have elapsed after the RPM indi-
6. The correct crossfeed sequence from the
cates 0%.
left tank is: Left boost pump activates,

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6. The maximum altitude for APU operation (+50°F) and visible moisture in any form is
is FL 300. present.
7. In-flight APU starts are limited to FL 200 2. Limit ground operation of pitot-static heat
and below. to two minutes to preclude damage to the
pitot tubes and the AOA vane, except as
FIRE PROTECTION/FIRE required in icing conditions.
WARNING 3. All wing and engine anti-ice pressure reg-
ulating shutoff valves (PRSOV), will fail to
1. Two hand-held fire extinguishers provide the open position with a loss of main DC
interior fire protection. One is located un- power.
der the right cockpit seat and the other is 4. If the anti-ice systems have been turned
located in the aft cabin. on, it must be assumed that icing condi-
2. An engine fire is indicated by a red EN- tions exist any time the indicated RAT is
GINE FIRE L-R CAS message and a MAS- 14°C or less, due to RAT temperature cali-
TER WARNING with an aural alert. bration with the anti-ice systems on. With
3. Due to location of the fire bottles, the bot- compliance of SB560XL-76-04, it can be
tle pressures cannot be checked in the tail- assumed that icing conditions exist any
cone during preflight. If either or both fire time the indicated RAT is 10°C or less.
extinguisher bottle pressure is low, the am- 5. A white ENGINE ANT-ICE COLD L-R CAS
ber ENG FIRE BOTTLE LOW 1-2 CAS mes- message illuminates when the ENGINE
sage is displayed flashing. ANTI-ICE switch is turned on, and will extin-
4. If a FIRE DET FAIL L or R CAS message il- guish when the engine lip and stator vanes
luminates when the battery is first turned are heated to 60°F.
on, the respective ENG FIRE PUSH 6. During sustained ground operations in
switchlight should not illuminate when freezing precipitation, the engines should
the FIRE WARN rotary test is conducted. be operated at 60% N2 for 15 seconds ev-
ery four minutes.

PNEUMATICS AIR CONDITIONING

1. If pressure in the primary door seal drops 1. If the ACM OVERTEMP CAS message illu-
to 5 psi, the amber CABIN DOOR SEAL minates, the ACM will shutdown.
CAS message will illuminate flashing. 2. If a CABIN AIR DUCT OVERTEMP CAS mes-
2. A flashing amber TAIL DEICE FAIL L-R CAS sage illuminates, pilot action is required.
message indicates the respective boot is 3. The overhead WEMACS only provide cold air
not inflating properly. from the ACM to the cockpit and cabin areas.
3. The acoustic door seals are inflated by 23 4. Selecting the PRESS SOURCE selector to
psi service air. OFF should cause the cabin altitude to climb
4. On the ground, with the cabin door closed at approximately 500-600 feet per minute.
and locked prior to the first engine start, 5. If a loss of main DC power occurs, both the
with the battery switch ON and the APU LH and RH flow control valves de-energize
off, the CABIN DOOR SEAL CAS message to the open-fail safe position to prevent the
appears flashing. cabin from depressurizing.

ICE AND RAIN PROTECTION 6. Positioning the CKPT TEMP SEL to the
MANUAL detent allows the pilot to manu-
1. Icing conditions exist when the indicated ally control the cockpit temperature.
RAT on the ground and for takeoff is +10°C,

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PRESSURIZATION 4. The hydraulic system powers the following

systems:
1. The only crew action required for normal • Landing gear
pressurization control is to set the destina-
tion field elevation in the SET ALT window • Flaps
prior to takeoff. • Horizontal stabilizer
2. The descent mode is entered as the air- • Thrust reversers
craft descends 500 feet below its cruise • Speedbrakes
altitude.
3. Emergency pressurization is activated au- LANDING GEAR & BRAKES
tomat-ically if a cabin altitude approaches
14,500 feet. 1. The hydraulic wheel brake system is inde-
pendent from the aircraft main hydraulic
4. Failure of the No 1 ADC is indicated on
system.
the pressur-ization controller by an amber
warning indicator illuminating and FL in the 2. The emergency air bottle is used for posi-
SET ALT window. tive gear uplock release, gear down-lock-
ing and emergency braking.
5. With CABIN DUMP ON, cabin limiters will
prevent the cabin altitude from exceeding 3. A landing gear aural warning is announced
14,500+/- 500 feet. if the gear is not down and locked, both en-
gines operating at less than 70% N2, and
6. If the aircraft continues a climb to its maxi-
one or more of the following conditions
mum altitude limit of FL 450, the cabin
exist:
altitude follows the AUTO schedule and
climbs to a maximum of approximately • Flaps greater than 15°.
6,770 feet. • Valid radio altimeter signal indicates less
7. Controller failure is indicated by a red than 500 feet AGL.
warning indicator illuminating on the face • No valid radio altimeter signal exists, and
of the controller and the RATE and SET ALT airspeed below 150 KIAS.
windows go blank. Control cabin pressure
4. The landing gear is locked up and down
utilizing the cherry picker.
mechanically.
8. The red CABIN ALTITUDE CAS mes-
5. The nose gear is mechanically centered
sage and MASTER WARNING will illumi-
during retraction.
nate flashing if the cabin altitude exceeds
10,000 feet while not in the High Altitude 6. The nose wheel deflection limit is approxi-
Mode. mately 20 degrees either side of center.
7. The brakes are powered electrically when
HYDRAULICS the main DC buses are powered and the
gear handle is extended.
1. Normal operation of any of the five main
hydraulic subsystems is indicated by the 8. Locked wheel protection during landing
steady illumination of the white HYDRAU- prevents hydraulic pressure to the brakes
LIC PRESSURE CAS message. until both squat switches are on the ground
for at least 5 seconds or a wheel speed of
2. If the hydraulic system remains pressurized 40 knots, whichever occurs first.
for more than 40 seconds, an amber HY-
DRAULIC PRESSURE CAS message will be- 9. In flight, the antiskid is automatically tested
gin flashing along with a MASTER CAUTION. when the landing gear is extended.
3. Loss of main DC electrical power will result in 10. When the battery switch is first turned ON,
the loss of thrust reverser and speed brake the amber ANTISKID FAIL CAS message
systems. is inhibited for the first 20 seconds to give
the system time to self-test.

3-4 FOR TRAINING PURPOSES ONLY REV 2.1

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

FLIGHT CONTROLS 4. The aircraft must have two valid AHRS with
no miscompares of attitude in order to op-
1. A pneumatic rudder bias system will acti- erate the autopilot.
vate upon loss of one engine. 5. The correct preflight of the Standby Flight
2. The control lock, when engaged, locks the Display battery is to hold the STBY PWR
primary flight controls in neutral and the left switch to test for 10 seconds and note the
throttle in cutoff. illumination of the green light.
3. Stabilizer position is controlled by move- 6. Loss of No 1 IAPS will disable the autopilot.
ment of the flap handle.
4. After movement of the flap handle, if the sta- OXYGEN
bilizer has not achieved the proper position 1. Crew oxygen masks are not approved for
within 30 seconds, the amber STAB MISCOM- use above 40,000 feet cabin altitude
PARE CAS message will illuminate.
2. Passenger oxygen masks are not recom-
5. Overspeed protection terminates stabilizer mended for use above 25,000 feet cabin
movement if both air data computers sense altitude.
an aircraft speed greater than 215 KIAS.
3. If cabin altitude exceeds approximately
6. If electrical failure occurs with the speed 14,500 feet, the passenger masks automati-
brakes extended, the speed brakes will cally drop. (PASS OXY Selector set to AUTO).
move to a trail position.
4. Oxygen pressure is read directly from the
7. Eleven boundary layer energizers (BLE’s) oxygen bottle by a mechanical gauge in the
are mounted on the leading edge of each cockpit.
wing and all must be present for flight.
8. If main hydraulic system failure occurs while THRUST REVERSERS/THRUST
the speedbrakes are extended, they will re-
main extended until the retract position is ATTENUATORS
selected on the control switch or the throt- 1. Reverse thrust must be reduced to the idle
tles are advanced to just below the CRU reverse detent position by 60 KIAS.
detent.
2. The FADEC electronically reduces engine
9. Turbulent air penetration airspeed is 180 KIAS. speed to idle if the respective thrust re-
10. If the flap handle is moved up immediately verser deploys inadvertently.
after the gear handle is raised, the flaps will 3. If a thrust reverser inadvertently deploys and
move UP, but the horizontal stabilizer will is stowed with the emergency stow system,
not move until all three gear are up and the corresponding amber HYDRAULIC PRES-
locked. SURE CAS message appears flashing after 40
seconds.
AVIONICS 4. When deployed, the reversers are main-
1. The EHSI receives heading data from GH- tained in position by hydraulic pressure.
3000 magnetometer. 5. If either an ARM or UNLOCK light illumi-
2. With the NORM/EMER switchlight placed nates in-flight, the MASTER WARNING
to EMER, avionics that continue to function switchlights also flash.
include CDU 1. 6. When accomplishing the thrust reversers
3. Illumination of the green test light next to check during the TAXI checklist, verify that
the STBY PWR switch indicates the Stand- the RUDDER BIAS FAULT CAS message re-
by Battery can power the Standby Flight mains extinguished.
Display for at least 3.5 hours.

REV 2.1 FOR TRAINING PURPOSES ONLY 3-5

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

GENERAL LIMITATIONS 5. Minimum altitude permitted for flaps 35

autopilot use: 80 feet AGL on a precision
1. The lavatory doors must be latched open approach (ILS, LPV, L/V).
for taxi, takeoff and landing.
6. Engine Starter: Three engine start cycles
2. Maximum tire ground speed: 165 Knots (GS) per 30 minutes with a 90-second rest pe-
3. Minimum speed for sustained flight in ic- riod between cycles is permitted.
ing conditions (except takeoff, approach,
and landing): 160 KIAS MINIMUM EQUIPMENT LIST (MEL)
4. Minimum speed in RVSM airspace: 160 KIAS 1. Aircraft may not be dispatched with a CAB-
5. Maximum Operating speed (VLO) retracting: IN DOOR CAS message illuminated with-
200 KIAS out MMEL relief.
6. Maximum tailwind component for takeoff 2. Left PFD inoperative on preflight inspec-
and landing: 10 knots tion, (Consult MMEL)
7. Takeoff from a wet runway, when using 3. Missing static wicks, (No dispatch without
thrust reversers for performance credit, is reference to MMEL for relief)
limited to a minimum runway width of 75 4. Blowout Disc/Green Label, (Verify pressure
feet. prior to each flight)
8. Antiskid must be operational for takeoff.
EMERGENCY PROCEDURES
ENGINE LIMITATIONS 1. THRUST REVERSER INADVERTENT IN
1. Maximum allowed ITT during engine start: FLIGHT DEPLOYMENT
670°C 2. RAPID DECOMPRESSION
2. Maximum continuous N2%: 102.8 3. DUAL ENGINE FAILURE BELOW FL300
3. Maximum continuous N1%: 100 4. EMERGENCY DESCENT
4. Maximum continuous ITT: 720°C 5. ELECTRICAL FIRE OR SMOKE
5. Maximum oil consumption is: 1 quart per 6. BATT OVERTEMP >145 or >160
10-hour period. 7. APU FIRE
6. Maximum transient ITT (not including en- 8. OIL PRESSURE LOW
gine starts): 780°C 9. SMOKE REMOVAL
10. ENGINE FAILURE PRIOR TO V1
SYSTEM LIMITATIONS
11. ENGINE FIRE AFTER V1
1. The autopilot must be disengaged if any 12. ENGINE FAILURE ON FINAL APPROACH
comparison monitor illuminates in flight.
13. EMERGENCY EVACUATION
2. Single point refueling operations must be
accomplished per the procedures con- 14. ENGINE FIRE AFTER V1
tained on the placard installed on the sin- 15. WHEEL BRAKE FAILURE
gle point refueling access door. Refueling
16. IF A THRUST REVERSER DEPLOYS IN-
pressure range is +10 to + 55 PSI.
FLIGHT, SLOW TO 140 KIAS
3. The maximum approved landing weight is:
18,700 LBS.
4. Battery Limit: Three battery start cycles per
hour.

3-6 FOR TRAINING PURPOSES ONLY REV 2.1

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

SPECIAL REQUIREMENTS FOR 4. TCAS up arrow, (target climbing at least

500 fpm)
GLASS COCKPIT AIRCRAFT - EFIS 5. EGPWS deviations, (pilots may deviate from ATC
1. NO 1 ADC Failure, ( Red IAS, ALT and VS, clearance to comply)
Amber LED in Pressure Controller) 6. TCAS limitation, (maneuver without visual
2. Amber CDI, (same NAV SOURCE) acquisition is prohibited)
3. Display mode selection for the flight dis- 7. TCAS Response Algorithims, (5 secs)
plays is accomplished by accessing menus 8. Bow in FMS, (display last entry at power up)
via the appropriate DCP or CCP
9. Range of Mark V EGPWS is 5 miles
4. Engine indications during start, (monitored
10. DIR button on FMS, (proceed direct to)
on pilot MFD w/ Avionics Switch OFF)
11. Next button on FMS, (cycle to next Waypoint)
5. Red boxed FD displayed on a PFD, (failure
of flight guidance computer) 12. EGPWS Warning, (initiate vertical escape
maneuver)
6. Copilot MFD blank inflight, (select REV to PFD
on copilot side) 13. Enter WT of PAX in FMS, (standard weights
entered thru defaults menu)
7. Loss of ADC indications, (red IAS, ALT, and
VS flags display) 14. EGPWS windshear alert, (T/O, pitch to 7 de-
grees, retract S/B, leave gear flaps down)
8. Operation of ground dispatch limited to 25
minutes 15. TCAS ATC clearance deviation, (authorized
to deviate from ATC clearance)
9. NO 2 IAPS failure, (corner to corner Red X,
right PFD) 16. ACAS/TCAS 2 TA, (refer to MFD before vi-
sual search) EGPWS deviation, (pilots are
10. Right PFD failure, (conversion capable to
authorized to deviate from ATC clearance)
right MFD)
11. EHSI, (has full ILS capability) PERFORMANCE
12. Radome Fan Failure, (airborne within 30
min, VFR only) 1. Buffet onset
13. PFD 2 Heading Failure, (red boxed HDG fail) 2. Approach gross climb gradient
14. Single Attitude Failure, (affected side AHRS 3. Normal descent
REV selected to REV) 4. Cruise, specific range
15. PFD 2 Attitude Failure, (red boxed ATT FAIL on 5. Takeoff field length and V speeds
right PFD, display removed) 6. Determine landing distance, (max braking
16. CDU 1 operates after a dual generator after nosewheel touchdown)
failure 7. Landing gross climb gradient

FLIGHT MANAGEMENT SYSTEMS- 8. Max allowable takeoff weight permitted by

climb requirements
FMS 9. Max continuous thrust
1. TCAS RA display, (presented as pitch 10. Second segment
and/or avoidance trapezoid)
11. Second segment, turning climb
2. TCAS TA, (issued 20 to 48 seconds prior to
12. Takeoff thrust
potential collision)
13. Landing field length
3. Amber Windshear on ADI, (in-creasing
performance)

REV 2.1 FOR TRAINING PURPOSES ONLY 3-7

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

FLIGHT PLANNING SERVICING ON GROUND

1. One Engine Inoperative Cruise, (specific 1. Check engine oil level 5-10 minutes after
range, NM/100lbs.Fuel) shutdown.
2. Cruise climb 2. Airplane height, 17.2 ft. (If necessary to han-
3. Holding speed and fuel flow gar overnight).
4. Engine failure at cruise 3. To defuel, raise the defuel select lever on
the tank not being defueled.
5. Autopilot engagement altitude
6. Determine thrust setting, temperature
unavailable
7. Throttle setting for driftdown
8. APU fuel burn

FLIGHT MONITORING
1. Second segment, enroute turning
2. Normal descent rate, speed, time, fuel,
distance
3. Stall speed-(KCAS)
4. Driftdown speed
5. Maximum altitude for flap/gear extension
6. Maximum operating altitude
7. Second segment climb
8. Approach climb gradient

WEIGHT AND BALANCE

1. Ramp weight bearing restrictions
2. Calculate CG
3. Maximum weight permitted by climb
requirements
4. Compute maximum fuel load
5. Maximum baggage weight
6. Maximum takeoff weight
7. Compute weight shift
8. Compute 10 minute delay, (10 lbs/Min
Burn)
9. Maximum ramp weight
10. Maximum zero fuel weight
11. Maximum fuel loading based on weight
restriction
12. Zero fuel weight

3-8 FOR TRAINING PURPOSES ONLY REV 2.1

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

CHAPTER 4

MEMORY ITEMS AND

LIMITATIONS
CONTENTS
Page

XLS+ MEMORY ITEMS AND LIMITATIONS CARD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

4-i FOR TRAINING PURPOSES ONLY REV 2.1

 These items are controlled by the U.S. Government and authorized for export only to the country

Citation XLS+ Memory Items and Limitations

of ultimate destination for use by the ultimate consignee or end-user(s) herein identified. They
may not be resold, transferred, or otherwise disposed of, to any other country or to any person
other than the authorized ultimate consignee or end-user(s), either in their original form or after
Based on Rev. 1.4 of Memory Flash Cards being incorporated into other items, without first obtaining approval from the U.S. government
or as otherwise authorized by U.S. law and regulations.

APU FIRE ENVIRONMENTAL SYSTEM SMOKE OR ODOR LIMITATIONS UNUSABLE FUEL

1. APU FIRE Button .................................................... Push 1. Oxygen Masks/Goggles ......................... DON and EMER • Fuel remaining in the fuel tanks when the fuel quantity indi-
WEIGHT LIMITATIONS cator reads zero is not usable in flight.
BATTERY OVERTEMP >145 or >160 2. MIC SEL Buttons (both) ......................................... MASK
• Maximum Design Ramp Weight .............. 20,400 Pounds
1. Amperage ................................................................. Note ELECTRICAL FIRE OR SMOKE • Maximum Design Takeoff Weight ............ 20,200 Pounds TAKEOFF AND LANDING OPERATIONAL LIMITS
2. NORM/EMER Button ............................................. EMER 1. Oxygen Masks/Goggles ......................... DON and EMER • Maximum Altitude Limit ................................. 14,000 Feet
• Maximum Design Landing Weight .......... 18,700 Pounds
3. Amperage ................................................ Note Decrease 2. MIC SEL Buttons .................................................... MASK • Maximum Design Zero Fuel Weight ........ 15,100 Pounds • Maximum Tailwind Component ......................... 10 Knots
CABIN ALTITUDE SMOKE REMOVAL • Minimum Flight Weight ............................ 12,400 Pounds • Maximum Ambient Temperature ..................... ISA +35°C
1. Oxygen Masks ........................................ DON and 100% 1. Oxygen Masks/Goggles ......................... DON and EMER • Maximum Tailcone Baggage Weight ............ 700 Pounds
• The autopilot and yaw damper must be OFF for takeoff and
2. MIC SEL Buttons ................................................... MASK 2. MIC SEL Buttons .................................................... MASK GROUND OPERATION landing.
3. Emergency Descent .................................... As Required EMERGENCY DESCENT • Continuous engine ground static operation up to and in- • Maximum Tire Ground Speed ......................... 165 Knots
EMERGENCY DESCENT 1. Initiate maximum rate of descent to a safe altitude. cluding 5 minutes at takeoff thrust is limited to ambient tem-
peratures not to exceed the lesser of 30°C or ISA+35°C. • The lavatory doors must be latched open for takeoff and
1. Initiate maximum rate of descent to a safe altitude. THRUST REVERSER IN-FLIGHT Above 30°C but at or below ISA+35°C, static operation is landing.
DEPLOYMENT limited to 4 minutes at takeoff thrust.
ENGINE FIRE L and/or R • Takeoff and landings are limited to paved runway surfaces.
1. Control Wheel ........................................................... Grip • Limit ground operation of pitot-static heat to 2 minutes to
1. Throttle (affected side) ............................................. IDLE preclude system damage to the pitot tubes and angle-of-at- • Takeoff from a wet runway, when using thrust reversers for
2. AP TRIM DISC Button ............................................. Push
• If ENG FIRE Light Remains On tack vane. performance credit, is limited to a minimum runway width of
3. EMER STOW Switch (affected side) ...................... EMER
2. ENG FIRE Button (affected side) ..................... Push • Operation of the avionics GROUND DISPATCH power sys- 75 feet.
4. Airspeed ....................... Decrease to 140 KIAS or below
3. Illuminated BOTTLE ARMED Button tem is limited to 25 minutes while on airplane battery power
(either side) ...................................................... Push • Antiskid must be operational for takeoff.
WHEEL BRAKE FAILURE only (i.e. no generator on-line or external power connect-
ed). Operation of the GROUND DISPATCH power system • Rudder bias and the rudder bias heater must be
NO TAKEOFF 1. Brake Pedals ............................................... Remove Feet
is prohibited when OAT is colder than -33°C. operational for takeoff, and a satisfactory preflight test
1. Takeoff .................................................................... Abort 2. EMERGENCY BRAKE Handle ................................. Pull
• Electrical load is limited to 200 amps per generator during must be performed in accordance with Section III, Normal
WINDSHEAR AUTOPILOT MALFUNCTION ground operations (transients up to 250 amps are permissi- Procedures.
ble for up to 4 minutes).
1. Immediately execute a maximum performance escape 1. AP TRIM DISC Button ............................................ PUSH • Pulse lights must be turned off (lights not pulsing) below
maneuver. • RAT and SAT indications are not accurate without at least
ELECTRIC ELEVATOR RUNAWAY TRIM one engine running. 300 feet AGL.
UNLOCK 1. AP TRIM DISC Button .......................... PUSH and HOLD • Timing for avionics ambient temperature limit begins when ENROUTE OPERATIONAL LIMITS
1. EMER STOW Switch (affected side) ......................... EMER all avionics are powered on. • Maximum Operating Altitude ......................... 45,000 Feet
INADVERTENT STALL
2. Thrust Reverser Levers .... Check Thrust Reverser Levers (STICK SHAKER, BUFFET, AND/OR ROLL-OFF) • Ground operations with avionics power on for longer than • Maximum Altitude for Flaps and Landing
in Stowed (Full Forward) Position 3 hours at ambient temperatures over 37.8°C (100°F) will
1. Autopilot ........................................................ Disconnect Gear Extended ............................................. 18,000 Feet
require the windshield rain removal fan to be turned on.
Engine Failure or Other Emergency During TakeofF 2. Pitch Attitude ....................................................... Reduce • Generator Load ................................ 300 Amps in Flight
Speed Below V1 SINGLE POINT REFUELING LIMITATION
3. Roll Attitude ............................................................. Level
1. Takeoff .................................................................... Abort • Single point refueling operations must be accomplished PASSENGER COMPARTMENT
4. Throttles .......................................................... TO Detent
per the procedures contained on the placard installed on
Engine Failure or Other Emergency During TakeofF • For all taxi, takeoff, and landings: track seat fully outboard
EMERGENCY EVACUATION the single point refueling access door. Refueling pressure
Speed At or Above V1 range is 10 to 55 PSI, maximum defueling pressure is -10 with control lever inboard, armrests down, seat back
1. Climb to a safe altitude. 1. Parking Brake ............................................................. Set PSI. upright, seat belts and harnesses secured, and headrest
2. Throttles (both) ................................................. CUT OFF extended. Maximum number of passenger seats is 12. The
2. WING XFLOW (if wing anti-ice is ON) ........................ ON FUEL LIMITATIONS
3. NORM/EMER Button ............................................ NORM lavatory door must be latched open for taxi, takeoff, and
Dual Engine Failure • The fuel boost pumps must be turned on when the FUEL landing.
4. LEFT/RIGHT ENG FIRE Buttons (both) .................. Push
If Below FL300 LEVEL LOW message illuminates or at 400 pounds or less
5. BOTTLE 1 and BOTTLE 2 ARMED Buttons indicated fuel. COCKPIT SPEAKER MUTE SYSTEM
1. FUEL BOOST Buttons (both) ...................................... ON (if fire suspected) ...................................................... Push
• Maximum lateral fuel imbalance is 400 pounds. A lateral • Both pilots must be using headsets when the overhead
2. ANTI-ICE Switches (all) ............................................ OFF 6. APU MASTER Button ............................................... OFF fuel imbalance of 800 pounds has been demonstrated for cockpit speaker audio is muted.
3. Throttles (both) ............................... CUT OFF, then IDLE 7. BATT Button .................................................... BATT OFF emergency return.

C I TAT I O N X L S + M E M O RY I T E M S — F O R T R A I N I N G P U R P O S E S O N LY
Textron Aviation Inc. materials in this training program have been reproduced with permission and are copyrighted by Textron Aviation Inc. Copyright © 2021 FlightSafety Textron Aviation Training, LLC. Unauthorized reproduction or distribution is prohibited. All rights reserved.
 REDUCED VERTICAL SEPARATION MINIMUM MINIMUM CREW AUTOPILOT APU
AIRSPEED LIMITS
• Minimum Flight Crew for All Operations .......... 1 Pilot and • The autopilot minimum use height is: • APU operation is prohibited until a satisfactory APU
• Minimum airspeed in RVSM airspace is 160 KIAS. 1 Copilot a. Precision Approach (ILS, LPV, L/V): test has been accomplished as contained in the Normal
(1) All flap positions except for 35° - 115 feet AGL. Procedures section.
REDUCED VERTICAL SEPARATION MINIMUM BATTERY AND STARTER CYCLE LIMITATIONS
WEIGHT LIMITS (2) Flaps 35° - 80 feet AGL. • Starting the APU is prohibited whenever the APU FAIL an-
• Engine Starter ............. Three engine start cycles per 30 b. Non-precision Approach - 300 feet AGL. nunciator is illuminated or the amber APU FAIL message
• Minimum weight in RVSM airspace is 14,000 pounds. minutes with a 90-second rest is displayed.
c. Cruise - 1000 feet AGL.
period between cycles is
APPROVED OILS permitted. • The autopilot must not be used if electric elevator trim is • APU start attempt is prohibited after a dual generator
inoperative. failure.
• Maximum oil consumption is 1 quart per 10-hour period. • APU Starter ................. Three APU start cycles per 30
When oil consumption is greater than 1 quart per 10-hour minutes with a 90-second rest • Following shutdown for any reason, APU restart must not
ROCKWELL COLLINS PRO LINE 21 AVIONICS AND FCS-
period, refer to the aircraft Maintenance Manual. period between cycles be attempted until 30 seconds after the RPM indicator
3000 INTEGRATED FLIGHT CONTROL SYSTEM
is permitted. reads 0%.
• Oil types or brands may not be mixed unless specifically • Autopilot-coupled VOR approaches in APPR or NAV mode
approved in the P/N 30J2302 Maintenance Manual. • Battery ........................ Three battery start cycles per hour. • Applying deice (anti-ice fluid of any type) is prohibited with
are prohibited. VOR approaches may be flown using
APU operating.
• Should oils of nonapproved brands or of different vis- • An engine start cycle using battery only (ground starts with APPR mode with flight director only or in HDG mode with
cosities become intermixed, drain and flush complete oil no generators on-line, APU generator on-line and avionics the autopilot coupled. • Deployment of the thrust reversers for more than 30
system and refill with an approved oil in accordance with button ON, or any in-flight starter-assisted start) is equal to seconds with the APU running is prohibited.
• VOR approaches conducted without DME must be inter-
Engine Maintenance Manual instructions. one battery start cycle. cepted greater than 6 nautical miles from the VOR. • The APU is not approved for unattended operation.
SPEED LIMITS • A generator-assisted engine start cycle (ground starts with • It is prohibited to display the non-coupled side flight
APU generator on-line and avionics button OFF and/or one director unless the coupled side flight director is being
• Maximum Operating Limit Speeds: engine generator on-line) or an APU start cycle are equal to APU OPERATING LIMITS
displayed. Failure to adhere to this limitation will result in
MMO (Above 26,515 Feet) ............. 0.75 Mach (Indicated) 1/3 of a battery start cycle. incorrect flight director guidance. Use of the coupled side • Starting
VMO (Between 8000 and 26,515 Feet) .............. 305 KIAS flight director by itself will operate correctly. Maximum Altitude ............................................. 20,000 FT
VMO (Below 8000 Feet) ..................................... 260 KIAS • If external power is used for engine or APU start, no battery
start cycle is counted. Ambient Temp ......................................... -54°C to +54°C
• Nav and localizer captures must be accomplished with an
• Maximum Flap Extended Speed - VFE: intercept angle of less than 90°. • Running
Full Flaps - 35° Position .................................... 175 KIAS • Use of an external power source with voltage in excess of
28 VDC or current in excess of 1000 amps can damage the Maximum Altitude ............................................. 30,000 FT
Partial Flaps - 7° and 15° Position .................... 200 KIAS • AHRS 1 and AHRS 2 must be operational for takeoff.
engine or APU starter. Minimum 800 amps for engine or Ambient Temp ......................................... -54°C to +54°C
• Maximum Landing Gear • ADC 1 and ADC 2 must be operational for takeoff.
APU start. • Transient APU generator current greater than 200 amps,
Extended Speed - VLE ...................................... 250 KIAS but not exceeding 350 amps, is approved during or after a
Operating Speed - VLO (Extending) ................... 250 KIAS SUPPLEMENTAL OXYGEN SYSTEM main engine start.
CABIN PRESSURIZATION LIMITATIONS
- VLO (Retracting).................. 200 KIAS
• Normal Cabin Pressurization ...................... 0.0 to 9.3 PSI, • Crew and passenger oxygen masks are not approved for • APU ammeter instrument markings:
• Maximum Speedbrake Operation Speed - VSB ... No Limit use above 40,000 feet cabin altitude. Prolonged operation • Red triangle = 200 amps - ground
+0.1 or –0.1 PSI Differential
• Autopilot Operation .................... 305 KIAS or 0.75 Mach of passenger masks above 25,000 feet cabin altitudes is • Red Line = 230 amps - flight
• Pressure Relief Valve ............................................ 9.5 PSI, not recommended.
• Minimum Speed for Sustained Flight in Icing Conditions +0.1 or –0.1 PSI Differential • APU will automatically shut down if EGT limits are
(except takeoff, approach and landing) .......... 160 KIAS • The pressure demand crew oxygen masks must be exceeded.
• Pressure Gage Red Line ...................................... 9.7 PSI properly stowed in their containers to qualify as a quick-
donning oxygen mask.
OPERATIONS IN SEVERE ICING CONDITIONS
AIRPLANE BATTERY
• During flight, severe icing conditions that exceed those for THRUST REVERSERS
which the airplane is certified shall be determined by the • If the red BATTERY OVERTEMP message illuminates
• Reverse thrust must be decreased to the idle reverse
following visual cues: during ground operation, do not takeoff until after the
detent position at 60 KIAS on landing roll.
1. Unusually extensive ice accumulation on the airframe airplane Maintenance Manual procedures have been
accomplished. • Maximum allowable thrust reverser deployed time is 3
and windshield in areas not normally observed to collect
minutes in any 10-minute period.
ice.
AUTOPILOT • Engine static ground operation is limited to idle power (if
2. Accumulation of ice on the upper surface of the wing
• One pilot must remain in his seat with the seat belt thrust reversers are deployed).
aft of the protected area extending more than 12 to 18
inches aft of the heated leading edge. fastened during all autopilot or yaw damper operations. • Use of thrust reversers is prohibited during touch-and-go
landings.
• The autopilot minimum engage height, during climb
OPERATIONS AUTHORIZED
following takeoff or go-around, is 300 feet AGL. TAIL DEICE SYSTEM
• This airplane is approved for day and night, VFR, IFR flight
and flight into known icing conditions. • Do not override the autopilot in pitch. • Minimum Temperature for use
(Airspeed below 150 KIAS) ................ -40°C (-40°F) RAT
• This airplane is not approved for ditching under 14 CFR • The autopilot or yaw damper must not be used during
(Airspeed at or above 150 KIAS) ....... -35°C (-31°F) RAT
Part 25.801. takeoff or landing.

C I TAT I O N X L S + M E M O RY I T E M S — F O R T R A I N I N G P U R P O S E S O N LY
CESSNA CITATION XLS+
PILOT CLIENT GUIDE

CHAPTER 5

STANDARD OPERATING
PROCEDURES
CONTENTS
Page

STANDARD OPERATING PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Windshear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Microbursts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
V-Speed Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
TAKEOFF AND LANDING DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Takeoff Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Emergency Return Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Standard Callouts (IFR And VFR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Takeoff Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Takeoff Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Takeoff Roll. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Normal Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Engine Failure At Or Above V1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Obstacle Clearance (Loss of Engine at V1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Holding Speeds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Minimum Maneuvering Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
UNUSUAL ATTITUDES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Recovery Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
APPROACHES AND LANDING PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
Flight Deck Discipline. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
Approach Briefing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
Scan Transfer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16

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Circling Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16

Missed Approach or Go-Around. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
LANDING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Hydroplaning Speeds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Landing Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
Crosswind Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
Flaps Inoperative Landing (Not in Landing Position). . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
APPROACH TO STALL TRAINING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
Training Scenarios. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
Demonstration Scenarios. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
Checking / Testing Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
SIMULATOR TRAINING GUIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-22
Initial Training Course. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-22
Recurrent Training Course. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23

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STANDARD OPERATING PROCEDURES

GENERAL
Training in the use of Standard Operating Procedures (SOPs) for Taxiing and Runway Operations
is designed to reduce potential for runway incursions by emphasizing situational awareness dur-
ing low visibility surface operations. The following procedures will be used a applicable to the
operation.
1. Conduct a pre-taxi/departure briefing that includes the expected taxi route and restrictions.
Study the airport layout and identify critical areas.
2. Monitor the frequency when initial taxi clearance is called for to ensure that the taxi clearance
is heard.
3. After taxi clearance has been received, determine the runway assigned, any restrictions, and
the taxi route. If in doubt or not in agreement, seek clarification from ATC.
4. Observe “sterile cockpit,” especially while taxiing.
5. Have the airport diagram(s) out, available, and in use, to include any low visibility taxi routes
depicted. As appropriate, cross check the horizontal situation indicator (HSI), airport diagram,
and airport signage to confirm aircraft position while taxiing.
6. Fixed navigation lights (red, green, and white) must be on during night operations.
7. Pilots will monitor the appropriate tower frequency when anticipating a clearance to cross or
taxi onto an active runway.
8. When approaching an entrance to an active runway, pilot will ensure compliance with hold
short or crossing clearance by discontinuing non-monitoring tasks (e.g., Flight Management
system (FMS) programming, Airborne Communications Addressing and Reporting system
(ACARS), company radio calls, etc.).
9. Prior to crossing or taxiing onto a runway, verbally confirm ATC clearance with other crewmem-
bers and visually scan the runway and approach area. The crew will confirm, per ATC clear-
ance, that they are taxiing onto the correct takeoff runway.

NOTE:
ATC Procedures no longer allow for clearance to a runway without specific hold short
instructions for any runways to be crossed en route. It is recommended that crews write
down complex taxi clearances, as they do for IFR clearances, to ensure accuracy and
avoid a potential mishap.
10. Read back all clearance/instructions to enter a specific runway, hold short of a runway, and taxi
into the “line up and wait” position, including the runway designator.

NOTE:
Do not merely acknowledge the foregoing instruction/clearances by using your call sign
and saying “Roger” or “Wilco.” instead, read back the entire instruction/clearance includ-
ing the runway designator.
11. When entering a runway after being cleared for takeoff, or when taxiing into the “line up and
wait” position, make your aircraft more conspicuous to aircraft on final behind you and to ATC
by turning on lights (except landing lights) that highlight your aircraft’s silhouette.

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12. Be especially vigilant when instructed to taxi into the “line up and wait” position, particularly
at night or during periods of reduced visibility. Scan the full length of the runway and scan for
aircraft on final approach when taxiing onto a runway either at the end of the runway or at an
intersection. Contact ATC anytime you have a concern about a potential conflict.
a. In instances where you have been instructed to taxi into the “line up and wait” position, and
have been advised of a reason/condition (wake turbulence, traffic on a intersecting runway,
etc.) or the reason/condition is clearly visible (another aircraft that has landed on or is taking
off on the same runway), and the reason/condition is satisfied, your should expect an immi-
nent takeoff clearance, unless advised of a delay.
b. If landing traffic is a factor, the tower is required to inform you of the closest traffic that is
cleared to land, touch-and-go, stop-and-go, or unrestricted low approach on the same run-
way when clearing you to taxi into the “line up and wait” position. Take care to note the po-
sition of that traffic and be especially aware of the elapsed time from the “line up and wait”
clearance while waiting for the takeoff clearance.
c. ATC should advise of any delay in receiving takeoff clearance (e.g., “expect delay for wake
turbulence”) while lined up in position. If a takeoff clearance is not received within a reason-
able time after clearance to “line up and wait,” contact ATC. Suggested phraseology: (call sign)
holding in position (runway designator or intersection). For example, “Aircraft N4234 holding
in position runway 24L,” or Aircraft N4234 holding in position runway 24L at Bravo.

NOTE
FAA analysis of accidents/incidents involving aircraft holding in position indicate that
TWO MINUTES or more elapsed between the time instruction was issued to “line up
and wait” and the resulting event (e.g., landover or go-around). Pilots should consider
the length of time they have been holding in position whenever they HAVE NOT been
advised of any expected delay to determine when it’s appropriate to query the controller.
13. To signal intent to aircraft down field, turn on landing lights when cleared for takeoff.
14. As part of the approach briefing/checklist, review the airport diagram and anticipated taxi route.

CAUTION
A potential pitfall or pre-taxi and pre-landing planning is setting expectations and then
receiving different instructions from ATC. Pilots need to follow the clearance or instruc-
tions that are actually received, and not the ones they expected to receive.

PROCEDURES
WINDSHEAR
The best windshear procedure is avoidance. recognize the indications of potential windshear and
then: AVOID

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MICROBURSTS
Microbursts are small scale intense downdrafts that spread outward in all directions from the down-
draft center as it nears the surface. This can result in both vertical and horizontal wind shears that
can be extremely hazardous, especially at low altitudes. The aircraft may encounter a headwind
with increasing performance (climb/increased airspeed), followed by a downdraft and tailwind,
which decreases performance (descent and low airspeeds) to the point that terrain impact can
occur.

ACCEPTABLE PERFORMANCE GUIDELINES:

• Understand that avoidance is primary
• Ability to recognize potential windshear situations
• Ability to fly the aircraft to obtain optimum performance

V-SPEED DEFINITIONS
• V1 (Decision speed) —This speed is obtained from the performance charts in the Airplane Flight
Manual (AFM) and varies with aircraft weight, engine bleeds, altitude, and temperature. It must
always be less than or equal to VR.
• VR (Rotation speed) —This speed is a function of weight and aircraft configuration. It must al-
ways be equal to or greater than V1. If V1 is greater than VR for a particular set of takeoff condi-
tions, V1 must be lowered to equal VR.
• V2 (Safety climb speed) —V2 is also a function of weight and aircraft configuration. It is obtained
from the performance charts in the AFM. V2 gives the best angle of climb (altitude vs. distance).
• VFR (Flap retraction speed) —V2 + 10 knots, also used as minimum final segment climb speed.
• VENR (General purpose target speed) —This speed is designated for single-engine enroute
climb speed.
• VREF (Minimum final approach speed) —This speed is 1.3 VSO and is the minimum speed to be
used on final approach. It is the airspeed that is used for the threshold crossing speed with full
flaps and landing gear extended.
• VAPP (Minimum landing approach climb speed) — The landing approach climb (1.3 VS1) 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 left throttle is
locked in the CUTOFF position.

NOTE
Do not tow the aircraft with the control lock engaged unless the nose gear torque links
have been disconnected and any placarded restrictions have been met.

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TAKEOFF AND LANDING DATA

TAKEOFF DATA
A takeoff data card is shown in Figure 5-1.
After completing the initial flight planning and preflight checks, takeoff data must be computed to
obtain V1, VR, V2, and the emergency return VRF and VAP speed.
V1, VR, V2, VFR, and VENR—Calculated V1, VR, V2, and VENR based on existing temperature, pres-
sure altitude, and aircraft weight and flap setting taken from the AFM, CPCALC, or FMS. (VFR is V2
+ 10 knots.)
CLEARANCE—Space provided for copying air traffic control (ATC) clearances and other pertinent
airport information.
ARPT—Name of airport or International Civil Aviation Organization (ICAO) identifier.
ELEV—Airport elevation or runway elevation if significantly different than airport elevation.
RWY—Runway in use for departures.
ATIS—Current Automatic Terminal Information
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 aircraft at the beginning of takeoff roll (does not include taxi
fuel).

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CITATION CITATION
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 5-1. Takeoff and Landing Card

EMERGENCY RETURN INFORMATION

VREF — VAPP —Calculated approach speeds corresponding to the appropriate flap settings and
based on landing weight.
MSA—Minimum safe altitude required for obstacle clearance. Can be taken from MSA circle on ap-
proach plate, ATC clearance, or if in VMC, the VFR pattern altitude.

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LANDING DATA
VREF–VAPP—Calculated approach speeds corresponding to the appropriate flap settings and
based on landing weight.
RWY REQ’D—Landing distance adjusted for aircraft configuration (flaps–antiskid), landing gross
weight, and runway conditions.
CLEARANCE—Space provided for copying ATC clearances and other pertinent airport information.
ARPT—Name of airport or ICAO identifier.
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 figure must 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, remember VREF and VAPP speeds
are functions of weight and flap configurations.

STANDARD CALLOUTS (IFR AND VFR)

NOTE
Check for appearance of warning flags and gross instrument discrepancies.
Care must be exercised to preclude callouts which can influence the pilot flying and re-
sult in premature abandonment of instrument procedures.
It is recommended that all aircraft utilize available electronic/visual systems as an aid in
maintaining glide slope.

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TAKEOFF LIMITATIONS
The takeoff weight is limited by the most restrictive of the following requirements:
• Maximum certif ied takeoff weight (structural).
• Maximum takeoff weight permitted by takeoff climb requirements (normally, 2nd segment climb
requirement).
• Maximum takeoff weight permitted by takeoff field length
Takeoff field length ensures a rejected takeoff can be completed on the existing runway and it al-
lows for the takeoff to be continued, ensuring the aircraft reaches a height of 35 feet dry, 15 feet
wet, (reference zero) by the time it reaches the end of the takeoff distance.
These requirements are operating limitations and must be complied with. Additionally, obstacle
clearance capability can be an actual physical necessity, if not a legal requirement, and can further
limit the takeoff weight.
The pilot must also consider the landing weight restrictions at the destination airport. The limited
landing weight plus the expected fuel to be burned enroute can be more limiting than any restric-
tions at the departure airport, especially if the trip is of short duration.

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TAKEOFF BRIEFING
Prior to takeoff, the pilot-in-command must review with the copilot the standard callouts, the depar-
ture procedures, and also the emergency procedures for a rejected takeoff prior to V1 or a contin-
ued takeoff after V1. Considerations must 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 releas-
ing 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. If a rolling takeoff is planned,
add 500 feet to the computed takeoff distance.

FLAP SETTING
Review and check the flap setting. This is based on the performance criteria required for the airport
departure procedure. The anti-ice affects performance. Therefore, it is advisable to brief whether
anti-ice is on or off.

NORMAL CALLOUTS
With full authority digital engine controls (FADECs) operational, setting power is just a matter of
advancing the throttles to the takeoff detent. Power only needs to be verified within the normal
range of fan speed. Standard calls during the takeoff roll can vary, but it is recommended they 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., V1, must be called out as
“ABORT” with a simple explanation why, e.g., “CABIN DOOR OPEN.” The pilot-in-command has final
authority to abort. After an abort, the problem can be sorted out once safely stopped and clear of
the runway.

EMERGENCIES
A plan of action must be discussed in the event of an emergency. The plan must consist of safety
items such as safe altitudes and headings, emergency checklists, aircraft handling, and a safe re-
turn to the departure airport or departure alternate, all based on weather conditions.

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TAKEOFF BRIEFING—EXAMPLE
The following is an example of a standard takeoff briefing. The briefing must be accomplished prior
to requesting takeoff clearance. Although the exact phraseology used by the briefing pilot can dif-
fer, it is recommended that the main ideas 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,’ ‘80 knots, cross-check,’ ‘V1,’ ‘rotate,’ ‘positive rate,’ and ‘V2 plus ten.’
4. “Monitor all engine instruments and CAS messages during takeoff and cross-check both air-
speed indicators at 80 knots.”
5. “In the event of a serious malfunction prior to V1, call ‘abort’ and I will execute the abort.”
6. “If a malfunction occurs at or after V1, we will continue the takeoff. After safely airborne, advise
me of the malfunction and we will handle 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 to the calculated level off altitude of (state alti-
tude) or the minimum safe altitude (MSA) of (state altitude) whichever is higher. Plan to fly (type
of approach).” Fly V2 until altitude is reached.
10. “Departure instructions are (inst. depart., route, altitude, etc.).”
11. “The navaids are set to (__________________).”
12. “Any questions?”

TAKEOFF ROLL
The pilot steadily advances the throttles to the takeoff detent. The copilot checks and verifies the
N1 gauges and makes the standard calls while monitoring all instrument indications.
If an abnormal situation, annunciator illumination, CAS message, system failure, etc., occurs during
the takeoff roll, the copilot notifies the pilot-in-command, who makes the final decision to takeoff or
abort. If the decision to abort is made, the memory items for ENGINE FAILURE OR OTHER EMER-
GENCY DURING TAKEOFF - SPEED BELOW V1, must be performed. When able, notify ATC of your
actions.

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NORMAL TAKEOFF
When “rotate” is called (VR), the pilot must apply steady back pressure and allow the aircraft to ro-
tate to a 10° noseup pitch attitude on the attitude deviation indicator (ADI). When a positive rate of
climb is indicated, retract the gear. As the airspeed increases through a minimum of V2 + 10 knots
(VFR), retract the flaps. Continue to accelerate to normal climb speed and complete the AFTER
TAKEOFF - CLIMB checklist items.

ENGINE FAILURE AT OR ABOVE V1

If an engine fails at or above V1, the takeoff is normally continued. At VR, steadily apply back pres-
sure 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 es-
tablishing a positive rate of climb, raise the landing gear. Maintain V2 until reaching the calculated
level off altitude or MSA, whichever is higher, the lower the nose, without losing altitude to acceler-
ate to VENR. As the airspeed reaches V2 + 10 knots (VFR), retract the flaps and accelerate to VENR.
When VENR is achieved or the single-engine 10-minute limitation for takeoff power is reached,
reduce power to the climb detent. Continue climb at VENR to assigned or amended altitude. When
time and cockpit duties permit, complete the appropriate EMERGENCY AND ABNORMAL PROCE-
DURES checklist and the AFTER TAKEOFF - CLIMB checklist.

WARNING
If rudder bias in inoperative, it can be necessary to apply greater rudder pressure to
maintain directional control. The amount of rudder pressure depends on several factors,
i.e., airspeed, power setting, and flap or gear configuration. Maintain sufficient rudder
pressure to keep the ball centered. Remember, as speed changes, the rudder pressure
changes.

TAKEOFF THRUST*

T
SEG MEN
FINA L
3RD SEGMEN T
NT
GME
SE
REFERENCE ZERO D
2N 1,500 FEET AGL
EN T
SEGM
1ST GEAR UP

* 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 5-2. Takeoff Climb Profile

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NOTE
Do not let the emergency distract the pilot from flying the aircraft. Wait until safely air-
borne and at a safe altitude before performing the EMERGENCY AND ABNORMAL PRO-
CEDURES and AFTER TAKEOFF - CLIMB checklist. Some memory items can require a
more immediate action.
If engine time limits at takeoff power is reached prior to reaching VENR (clear of ob-
stacles), maintain attained airspeed, reduce power to the climb detent, and climb to the
enroute altitude.
If it becomes necessary to maneuver the aircraft 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 beginning at reference zero
and ending at 1,500 feet AGL (Figure 5-2).
The second segment of climb is generally the most limiting segment. When at an airport that re-
quires a minimum climb gradient to an altitude that is higher than 1,500 feet AGL, the second seg-
ment is extended to that minimum safe altitude. In order to meet the second segment climb, all
conditions must be met, particularly climbing at V2.
Table 5-1 shows FAR PART 25 climb profile.

Table 5-1. FAR PART 25 CLIMB PROFILE

1ST SEGMENT 2ND SEGMENT 3RD & FINAL SEGMENT
SPEED V2 + 10 Flaps transition-
V2 V2 ing to UP - accelerating
to VT
Thrust Setting: 10 Min- Takeoff (One Engine - Takeoff (One Engine - Takeoff (One Engine -
utes for single engine. Anti Ice On/Off) Anti Ice On/Off) Anti Ice On/Off)
Flap Position: 7° or 15° (As Required) 7° or 15° (As Required) Transitioning from Take-
off to UP
Gear Position:
Down Up Up
Required Climb Gradient: Positive (greater than 2.4% Gross (1.6% net) 1.2% Gross (0.1% net)
Zero)
* Refer to the AFM for limitations on takeoff thrust time limitations (normally 5 minutes, but may
be extended to 10 minutes if required).

ENROUTE LIMITATIONS
The AFM chart, “Enroute Net Climb Gradient: Single Engine,” is not an operating limitation of the
aircraft. However, it allows the pilot to calculate the maximum enroute altitude that the aircraft
climbs to on one engine or drift down to if an engine fails at a higher altitude. The chart depicts the
actual or gross gradient of climb reduced by 1.1% net.

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HOLDING SPEEDS
If the angle-of-attack indicator is used for holding, flying 0.6 on the AOA gauge provides the best
endurance or maximum flight time per gallon of fuel for holding. Flying 0.35 on the gauge provides
the maximum range or most miles per gallon of fuel.(Based upon approximately 200–220 KIAS
depending upon altitude for a 20,000 pound Citation XLS+ with a 5-knot decrease for each 1,000
pounds of weight decrease).

MINIMUM MANEUVERING SPEED

This speed is the minimum speed that provides an adequate margin above stall while maneuvering
the aircraft. Table 5-2 lists the factors to be added to full flap VREF for the Citation XLS+ minimum
maneuvering speeds.

Table 5-2. MINIMUM MANEUVERING SPEEDS

FLAP CONFIGURATION VREF

CLEAN +30
FLAPS T.O. (7°) +20
FLAPS T.O. AND APPR (15°) +20
FLAPS LAND (35°) +10

UNUSUAL ATTITUDES
An unusual attitude is an aircraft attitude occurring inadvertently. It can result from one factor or
a combination of several factors, such as turbulence, distraction from cockpit duties, instrument
failure, inattention, spatial disorientation, etc. In most instances, these attitudes are mild enough
for the pilot to recover by reestablishing the proper attitude for the desired flight condition and
resuming a normal cross-check.

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RECOVERY PROCEDURES
ATTITUDE INDICATOR(S) OPERATIVE
Normally, an attitude is recognized in one of two ways: an unusual attitude “picture” on the at-
titude indicator or unusual performance on the performance 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 correct 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 aircraft symbol approaches the horizontal
bar, adjust pitch, bank, and power to complete the recovery, and establish the desired aircraft
attitude.
If there are any doubts as to proper attitude indicator operation, then it is recommended that the
recovery be made using attitude indicator inoperative procedures.

ATTITUDE INDICATOR(S) INOPERATIVE

With an inoperative attitude indicator, successful recovery from unusual attitudes depends greatly
on early recognition of attitude indicator failure. For example, attitude indicator failure must imme-
diately be suspected if control pressures are applied for a turn without corresponding attitude indi-
cator changes. Another example is satisfactory performance instrument indications 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 in-
dicated airspeed.

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AIRSPEED HIGH AND INCREASING

1. If airspeed is high and increasing, decrease power and extend the speedbrakes to prevent
speeds in excess of VMO or MMO.
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/vertical velocity indicator (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 speedbrakes
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 g-forces, until the altitude is constant or the VVI is reading
zero. Adjust yoke pressure to maintain a constant altitude.
3. Level the wings based on the heading indicator. If the heading indicator is turning counterclock-
wise and the aircraft is in a right bank, rotate the yoke counterclockwise until the heading indicator
stops turning.

NOTE
In a nose high situation, without the use of an attitude indicator, it can be risky to roll the
aircraft to reduce the vertical lift to bring the nosedown to a level attitude. Accurate moni-
toring of the heading indicator 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 before leveling the wings.

EMERGENCY DESCENT
1. Start maneuver at an altitude of 35,000 to 45,000 feet.
2. The initial entry into the descent begins when the throttles are brought to idle and the speed-
brakes are extended. The aircraft begins a pitch down movement. Allow the nose to drop to
about 20° nosedown pitch avoiding any negative g-forces on the aircraft. As the speed ap-
proaches MMO/VMO, adjust nosedown pitch to maintain this speed and trim to maintain the
desired speed.
3. Call out periodic altitude checks during descent.
4. The pilot not flying calls 2,000 feet above level-off altitude; start level-off 1,000 feet above alti-
tude and retract speedbrakes.

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APPROACHES AND LANDING PROCEDURES

FLIGHT DECK DISCIPLINE
Good operating practices are essential for precise execution of approach procedures, 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 review of the approach
charts and attention given to alternative courses of action.
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 instrument display.
The cross-check on final approach is enhanced by tuning both pilot navigation aids to the same
frequencies.

APPROACH BRIEFING
Prior to completing the BEFORE LANDING CHECKLIST, it is recommended that a thorough brief-
ing be given by the pilot flying. Recommended items to cover include, but are not limited to, type
of approach and transition, radio frequencies, courses and altitudes, timing and missed approach
procedures, along with the standard calls as outlined in Table 5-1.
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 11September,
XXXX.”
2. “Localizer frequency is 109.1 set in NAV 1 with the inbound course of 013° set on the EHSI. 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 EHSI to match mine.”
4. “Missed approach point will be a decision height of 1,514 with baro minimums set to 1,520.
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?”

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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 decision height (DH) or minimum de-
scent altitude (MDA) and being advised of continuous visual reference, the pilot progressively
adjusts the scan to visual flight and announces “I am visual,” and lands.
• The pilot not flying, when approaching DH or MDA, adjusts the scan pattern to include outside
visual clues. When the pilot flying announces that he is “visual,” the pilot not flying assumes
the responsibility 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.

COUPLED APPROACHES:
• The pilot flying adjusts the scan pattern to include outside visual cues. When reaching DH and
having been assured of continuous visual reference, he announces, “I am visual” and lands.
• The pilot not flying concentrates on instruments to touchdown, advising of warning flags and
deviation from approach tolerances.

CIRCLING APPROACHES
A circling approach can follow any authorized instrument approach. Although the Citation XLS+
aircraft is 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 instru-
ments. Since it is primarily a visual approach at this point, configuration and speeds can be the
same as for a normal visual approach.
Leaving the final approach fix, maintain minimum maneuvering speed with the flaps in the LAND
position and the landing gear down, and reduce the power to provide a 1,000 fpm rate of descent.
When approaching MDA, power must 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 normal descent to a landing on
the landing runway without excessive maneuvering.

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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 18-14 and 18-15). Pressing the go-around
button cancels all modes set in the flight director and commands a 7° nose up pitch attitude. Call
for flaps APPROACH (flaps 15° or 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 flight management system (FMS) and the
missed approach procedure is sequenced by use of the go-around button, the PNF can 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 tend to force the nose down.
It can be necessary to increase the back pressure on the yoke to maintain a pitch-up attitude. Once
a positive rate of climb is established, call for gear up and flight level change (FLC) mode on the
flight director. This should be accomplished by the PNF.
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 accelerating through VAPP + 10 KIAS
minimum.
If only one engine is available, maintain T/O thrust and adjust pitch as necessary to maintain VAPP
while climbing to a safe altitude. Leave the flaps in the 15° position until a safe altitude is achieved
and accelerating through VAPP+10 KIAS.
The use of FLC is very beneficial to maintaining the best climb gradient. If speed on the go-around
is well above VAPP, adjust the pitch to achieve VAPP and press the AP SYNCH button to synchro-
nize the command bars to the displayed airspeed (or use the autopilot speed wheel to adjust FLC
to the desired VAPP).
Some airports require a minimum missed approach climb gradient. To determine the aircraft single-
engine climb performance during missed approach, consult the “Approach Gross Climb” charts in
the AFM.

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LANDING PROCEDURES
The actual touchdown is on the main gear with a slightly nose-high attitude. After touchdown, ex-
tend the speedbrakes and apply the wheel brakes as necessary.
After touchdown, extend the speedbrakes, ensure the throttles are at idle and raise the thrust re-
verser levers to the deploy position after nosewheel contact. When the DEPLOY light illuminates,
the thrust reverser levers can be raised to apply power to the engines. Do no exceed 75% of
takeoff thrust with the thrust reverser levers. Apply wheel brakes as necessary to stop the aircraft.
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 stow position and ensure that
all thrust reverser annunciators extinguish.

NOTE
Use of thrust reversers is not permitted during touch-and-go landings.
Due to possible foreign object damage (FOD) to the engine during taxi, keep use of the
thrust reversers to a minimum.

NOTE
The following is in excerpt from the Citation XLS+ Operating Manual: Wheel Fusible Plug
Considerations - “Brake application reduces the speed of an aircraft by means of friction
between the brake stack components. The friction generates heat, which increases the
temperature of the brake and wheel assembly, resulting in an increased tire pressure.
Each main wheel incorporates fuse plugs, which melt at a predetermined temperature, to
prevent a possible tire explosion due to excessively high tire pressure. Flight crews must
take precautions when conducting repetitive traffic circuits, 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 speedbrakes assists in bringing the aircraft to a stop.”

HYDROPLANING SPEEDS
The formula used to determine the speed at which a tire is likely to hydroplane 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 is
approximately 113 knots.

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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 configuration can be more re-
strictive and require a lower landing weight than the landing 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 5-3).
The AFM chart, “Landing Distance - Feet, Actual Distance,” provides the horizontal distance neces-
sary to land and come to a complete stop from a point 50 feet over the runway threshold at VREF
(130% of the stall speed in the landing configuration). At that point, thrust is reduced to idle.

Table 5-3. Landing Limitations

APPROACH CLIMB LANDING CLIMB
SPEED VAP (1.3S1) VLC (1.3 VSO)
(APPROACH CLIMB SPEED) (LANDING CLIMB SPEED)

THRUST SETTING TAKEOFF (ONE ENGINE) TAKEOFF (TWO ENGINE)

FLAP POSITION 15° 35°

GEAR POSITION UP DOWN

REQUIRED CLIMB 2.1% GROSS 3.2% GROSS

GRADIENT

CROSSWIND LANDING
METHOD NO. 1
The aircraft is flown down final approach with runway centerline alignment maintained with normal
drift correction. Approaching the threshold, lower the upwind wing to maintain no drift and apply
the opposite rudder to maintain alignment with the runway centerline. Fly the aircraft onto the run-
way. Do not allow drift to develop. Keep full aileron deflection during the landing roll.

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METHOD NO. 2
The “crab” or wings-level method can be continued until just before touchdown. Then, with wings
level, apply rudder pressure to align the aircraft with the runway centerline at the moment of touch-
down. Fly the aircraft onto the runway. Do not allow drift to develop. Keep full aileron deflection
during the landing roll.

FLAPS INOPERATIVE LANDING (NOT IN LANDING POSITION)

When planning a reduced flap approach and landing, the landing weight of the aircraft must be
considered. It is recommended an attempt be made to reduce this weight if possible, especially if
runway length is marginal, due to the higher approach and landing speeds required for a reduced
flap configuration. Compute the normal VREF and add adjusted speeds. Program the adjusted
VREF for the new reduced flap VREF speed. Fly the final approach at the adjusted VREF plus 10
knots maximum and reduce to the adjusted VREF prior to crossing the threshold.

NOTE
The reduced flap landing distance is 40% longer than normal.
To preclude excessive float during landing, allow the aircraft to touch down in a slightly
flatter attitude than on a normal landing.

NOTE
Reduced flap adjusted VREF speeds:
• FLAPS 15°—VAPP
• FLAPS 7°—VREF +10 KIAS
• FLAPS 0° or unknown—VREF +15 KIAS

APPROACH TO STALL TRAINING REQUIREMENTS

Approach to stalls shall be done with and without the autopilot, in both VMC and actual or simu-
lated IMC conditions, with and without a bank, and in realistic scenarios at different altitudes. When
possible, it should be accomplished so that the client is surprised by the stall. Only the client’s abil-
ity to recognize and properly recover from an impending stall should be evaluated.
It should be noted that smooth aircraft control on the entry should be maintained as an evaluation
of the client’s general aircraft handling.
It should also be noted that stall training should be conducted in a variety of different aircraft con-
figurations and under a number of different flight scenarios.

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Stall recovery procedures are based on aircraft configuration; the recovery profiles in this training
package include:
1. Enroute (Clean) Configuration Stall
2. Takeoff Configuration Stall
3. Landing Configuration Stall
In order to best prepare pilots for inadvertent stall events during normal operations, the training of
these configuration stalls should be conducted as maneuvers training and scenario based training.

TRAINING SCENARIOS
1. Enroute (Clean) Configuration Stall
a. High Altitude
• Conducted within 5000 ft of the operations ceiling for the aircraft
b. Manual Flight Conditions
• Autopilot disengaged
c. Automated Flight Conditions
• Autopilot engaged
2. Takeoff Configuration Stall
a. If there are multiple take off flap settings for the aircraft, stalls training should include differ-
ent flap settings
b. Aircraft bank
• 15 to 30 degrees of bank
3. Landing Configuration Stall
a. Aircraft descent

DEMONSTRATION SCENARIOS
1. AOA Reduction Recovery Demonstration
a. Demonstration of stall recovery using AOA reduction only, without use of power.

CHECKING / TESTING REQUIREMENTS

As outlined in the ACS and/or FSB Report
1. Enroute (Clean) Configuration Stall
2. Takeoff Configuration Stall
3. Landing Configuration Stall

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SIMULATOR TRAINING GUIDANCE

INITIAL TRAINING COURSE
For the CE-560XL Series Pilot Initial Training Course, the scenarios will be incorporated into the
simulator lesson plans as follows:

SIMULATOR SESSION #1
1. Stall Prevention Briefing
2. AOA Reduction Recovery Demonstration
3. Enroute (Clean) Configuration Stall
a. Manual Flight Conditions
b. IMC Conditions
c. Low Altitude (Approx 5000’AGL)
4. Takeoff Configuration Stall
5. Landing Configuration Stall

SIMULATOR SESSION #2
1. Enroute (Clean) Configuration Stall
a. High Altitude
b. Automated Flight Conditions
c. VMC Conditions
2. Stall with System Malfunction
a. Stall system related malfunction
b. Stall with reduced pilot warning

SIMULATOR SESSION—LOST
Using different aircraft conditions, weights and CG loading than trained in previous sessions:
1. Enroute (Clean) Configuration Stall
2. Takeoff Configuration Stall
3. Landing Configuration Stall

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RECURRENT TRAINING COURSE

For the CE-560XL Series Pilot Recurrent Training Course, the scenarios will be incorporated into
the simulator lesson plans as follows:

SIMULATOR SESSION #1
1. AOA Reduction Recovery Demonstration
2. Enroute (Clean) Configuration Stall
a. Manual Flight Conditions
3. Takeoff Configuration Stall
4. Landing Configuration Stall

SIMULATOR SESSION #2
1. Enroute (Clean) Configuration Stall
a. High Altitude
b. Automated Flight Conditions

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CHAPTER 6

CREW RESOURCE
MANAGEMENT
CONTENTS
Page

WHAT IS CREW RESOURCE MANAGEMENT? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

SITUATIONAL AWARENESS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
COMMAND AND LEADERSHIP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
COMMUNICATION PROCESS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Communication Techniques: Inquiry, Advocacy, and Assertion. . . . . . . . . . . . . . . . . . . 6-5
DECISION-MAKING PROCESS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
THE HUMAN FACTORS: RESOURCE MANAGEMENT ASSESSMENT CARD. . . . . . . . . . . 6-8

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WHAT IS CREW RESOURCE

MANAGEMENT?
The Federal Aviation Administration describes Reading accident reports, it often seems that
Crew Resource Management (CRM) as “the ef- the flight crew’s problems are easily solved.
fective use of all resources to achieve safe and That preventing an accident seems so simple
efficient flight operations.” Introduced in the in hindsight, but so challenging in practice,
late 1970s in response to several high-­profile highlights that the critical difference between
accidents caused by human error, CRM is a set reading about an accident and being in one
of skills designed to avoid, detect, and/or miti- is a matter of the quality of information. When
gate human error and thus enhance safety. reading about the accident, you have access
to much better information than the accident
Originally known as cockpit resource manage- crew—not the least of which is that the current
ment, the name was soon changed in recogni- course of action is going to lead to an accident!
tion of the role that additional crewmembers, If you have the right information, knowing what
maintenance technicians, flight attendants, air to do is a lot easier.
traffic controllers, dispatchers, schedulers, and
line service personnel play in achieving safety Seen from this perspective, we can see that
of flight. CRM is a method of information management.
Used properly, each CRM skill produces the in-
CRM was not designed to reduce the author- formation that the flight crew needs for effec-
ity of the pilot in command; rather, it was de- tive decision making.
veloped as a means to assist with situational
awareness and decision making to increase Most experts agree that a highly coordinated
safety margins and achieve accident- and inci- crew using a standardized set of procedures is
dent-free flight operations. more likely to identify and avoid errors.

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Effective communication and the use of brief- volume of time and space, the comprehension
ing and debriefing are tools that can be used of their meaning, and the projection of their
to build the “team concept” and maintain sit- status in the near future.” This definition makes
uational awareness. Utilizing a standard set of it possible to determine just where SA goes
callouts provides a means to incorporate CRM. wrong.
Standardization keeps all crewmembers “in the
loop” and provides an opportunity to detect an A study of errors in SA found that 77% of the
error early on, before it has an opportunity to time, a failure of situational awareness is due
build into an accident chain. to a problem with perceiving the environment.
Approximately 20% of the time the error lies
Proficiency in CRM requires all crewmembers to within the comprehension stage, and only 3%
have a working knowledge of how to maintain of the time will the error be found in the pro-
situational awareness, techniques for decision jection stage. These findings tell us that if we
making, desirable leadership and followership are to maintain good SA, we must take special
characteristics, cross-checking and monitoring care to maintain our ability to perceive the envi-
techniques, means of fatigue and stress man- ronment around us. Figure 6-1 lists strategies to
agement, and ­communication. prevent a loss of SA, markers that may indicate
a loss of SA, and a strategy to recover your SA
CRM training is an important part of your if it is lost.
FlightSafety training experience. Throughout
your training event, your instructor will p
­ rovide The problem with losing situational awareness
general CRM guidance as well as i­dentify CRM is that often one is not aware that SA has been
issues, philosophies, and techniques that are lost. The markers, or “red flags,” listed in Figure
specific to the aircraft you fly. To ­assist with 6-1 are clues that you may be losing SA. If you
this, the FlightSafety CRM model has been in- notice one or more of the markers are present,
corporated into this training guide. The model you should take steps to ensure that your SA
can be used as a guide or a refresher on how is as good as you think it is. The U.S. National
to incorporate CRM principles into your day-to- Transportation Safety Board (NTSB) has found
day line operations. This model is not intended that accidents are accompanied by a minimum
to replace a formalized course of CRM instruc- of four loss of SA markers, often without the
tion, and attendance at a CRM-specific course crew being aware that SA was lost. Training
is highly recommended. yourself to notice these markers is time well
spent.

SITUATIONAL If situational awareness is lost, it will take time

to recover it. Of the steps listed for recovery of

AWARENESS SA, none is so important as to ensure the safety

of the aircraft. In flight, this means making sure
that the aircraft is at or above the minimum safe
Situation awareness is a fundamental CRM altitude. If SA is lost during ground operations,
concept. Often described as “knowing what’s the crew should ensure that they are clear of
going on around you,” the loss of situational runways and endeavor to set the parking brake.
awareness is often identified as a causal factor
in an incident or accident. Collective s­ ituational Maintaining situational awareness requires a
awareness is a measurement of the total situa- constant state of vigilance. Complacency has
tional awareness among all m ­ embers involved often been the precursor to a loss of situational
in the operation. Open, timely, and accurate awareness.
communication is required to maintain a high
level of collective situational awareness.
Dr. Mica Endsley, a leading CRM researcher, de-
scribes situational awareness (SA) as “the per-
ception of the environmental elements within a

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SITUATIONAL AWARENESS COMMAND AND

How to Prevent Loss of SA
• Delegate during high workloads
LEADERSHIP
• Express concern and solicit information if in Command and leadership is not the same thing.
doubt Command is designated by an organization,
• Monitor, evaluate, and verbalize and cannot be shared. Leadership, however,
• Focus on relevant details (scan the big picture) can, and should be, practiced by anyone. Effec-
• Project ahead and consider contingencies tive leadership should focus on “what’s right,”
• Create visual/aural reminders if interrupted
not on “who’s right.”
• Know the “red flags” for degraded situational Leadership styles range from “autocratic” to
awareness “laissez-faire.” An autocratic leadership style
Red Flags exercises a high degree of control and allows a
low degree of participation from team ­members
• Undocumented procedures
in reaching decisions. A laissez-faire leadership
• Need to hurry / last-minute changes
style exercises a low degree of control and al-
• Fatigue
lows a high degree of participation from team
• Ambiguity – information from two or more
members. Effective leaders tend to be less ex-
sources that do not agree treme, relying on either authoritarian or demo-
• Fixation – focusing on one thing cratic leadership styles.
• Confusion or uncertainty about a situation
(often accompanied by anxiety or psychological There is no “ideal” or “best” leadership style.
discomfort) An immediate crisis might require authoritarian
• Unexpected change in aircraft state – anything leadership, to ensure stability and to reassure
the airplane does that you were not expecting other crewmembers, while other situations
• Failure to: might be handled more effectively by encour-
○ Fly the aircraft – everyone is focused on aging crew participation in the decision-­making
non-flying activities process.
○ Look outside – everyone is heads-down

COMMUNICATION
○ Meet expected checkpoints on flight plan or
profile ETA, fuel burn, etc.

PROCESS
○ Comply with limitations, minimums,
regulations, SOPs, etc.
○ Resolve discrepancies
○ Communicate fully and effectively – vague or Communication is an important tool for main-
incomplete statements
taining situational awareness. Many of the ac-
cidents that led to the implementation of CRM
What to Do When SA Is Lost happened because of a lack of information. An
• Recognize and admit NTSB study of air carrier accidents found that
• ACHIEVE SAFE ALTITUDE 84% of the time the information that could have
• Stabilize the aircraft helped prevent the accident was available to
• Create time and space the flight crew, but was either not noticed or not
• Seek information – aural / visual / intuition communicated effectively. Effective communi-
• Resolve uncertainty / ambiguity cation requires the ability to provide appropri-
• Ask why SA was lost ate information, at the appropriate time, to the
• Avoid critical flight segments until ready
appropriate person (Figure 6-2).
Communication may be verbal, non-verbal, or
Figure 6-1. Situational Awareness Monitoring written. Written communications in the cockpit
include symbolic messages and indications that
are electronically transmitted and displayed.

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

The communication process has three ele- we communicate. For example, if one member
ments: a sender, a receiver, and feedback. The of the crew believes that what they have to say
sender and receiver have different respon- doesn’t matter, then they will be reluctant to
sibilities. The sender, sensing some need to communicate with other crew members.
communicate, is responsible for transmitting a
message in a way that is comprehensible to the External communication barriers, such as over-
receiver. If the receiver does not comprehend crowded radio frequencies, can interfere with
the message, the sender should determine the sender’s ability to transmit a message, or
why the message was not understood, and with the receiver’s ability to transmit feedback.
find a way to send the message that is more Differences in language or dialect can also be-
understandable. The receiver is responsible for come external barriers to communication.
indicating receipt of the message by giving the CRM provides three techniques for overcoming
sender appropriate feedback. If the message communication barriers:
is understood, the receiver indicates this; if the
message is not understood, the receiver helps • Inquiry—A technique for increasing your
the sender by giving feedback that indicates own situational awareness
why the message wasn’t understood.
• Advocacy—A technique for increasing
Barriers to communication limit our ability to someone else’s awareness
maintain collective situational awareness and • Assertion—A technique for getting your
can compromise our ability to maintain our per- point across
sonal situational awareness.
When conflict on the flight deck interferes with
Communication barriers can be internal or ex- communication, it usually originates from one
ternal. Internal barriers can change our percep- pilot’s tendency to make “solo” decisions. Avoid
tion of the value of communicating and also how this kind of conflict by focusing your questions

Figure 6-2. Communication Process

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PILOT CLIENT GUIDE

and comments on WHAT is right, rather than on

WHO is right. DECISION-MAKING
COMMUNICATION TECHNIQUES: PROCESS
INQUIRY, ADVOCACY, AND People make decisions using optimum or nat-
uralistic decision-making strategies. Neither
ASSERTION strategy is inherently better than the other—
each style has its own strengths and weak-
Inquiry, advocacy, and assertion can be effec-
nesses that a person needs to understand to
tively used in the aviation environment to help
employ them successfully.
solve communication problems.
Optimum decision making is most useful when a
Each item is a step in the process. The steps
person does not have the information or exper-
provide a metaphor that emphasizes the prin-
tise necessary to make a decision. The strength
ciple of escalation. In other words, a person
of this strategy is its ability to gather and orga-
must first practice inquiry, then advocacy, then
nize information and to carefully consider many
assertion.
possible outcomes. This makes it particularly
A person practicing assertiveness is not trying good for new or unusual situations, or for when
to be insubordinate or disrespectful; rather, as- it is very important that the best possible, or
sertion is an expression of the fact that a level optimum, decision be made. Its main drawback
of discomfort exists with a particular situation. is that its deliberate and controlled process re-
Assertion is an attempt to seek resolution. quires time and structure (Figure 6-3).

The goal of inquiry is to increase individual sit-

uational awareness, the goal of advocacy is to
increase collective situational awareness, and
the goal of assertion is to reach a c­ onclusion.

Figure 6-3. Optimum Decision Making

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PILOT CLIENT GUIDE

Figure 6-4. Optimum vs. Naturalistic Decision Making

In contrast, the strength of naturalistic decision One caveman, no doubt having some experi-
making is that it requires very little time and ence with tigers, knows that running is a good
structure. The naturalistic decision flows intui- plan (particularly if he can out-run the other
tively from on the decision maker’s experience guy!). He has used naturalistic decision ­making,
and understanding of the situation. The goal recognizing the problem and implementing a
isn’t the best possible decision, but a decision solution that should work.
that is good enough, one that works, satisfying
the decision maker’s needs. It relies heavily on Our other caveman, perhaps wanting to make
the situational awareness and experience of the best possible decision (after all, it is very im-
the decision maker. If either is lacking, natural- portant to get this decision right), is thinking all
istic decision making can lead to bad decisions. of his options through. Unfortunately, he may
Despite this, the majority of decisions are made not have the time to complete the optimum de-
using the naturalistic strategy. cision-making process before the tiger has his
dinner.
The key to success with either decision-­making
strategy is to make sure you have what the One should not draw from the cartoon the
strategy requires to work. If you suspect that conclusion that optimum decision making is
your SA may be lacking, then use optimum de- bad—it is simply that he lacked the time nec-
cision making. If you understand the situation, essary for the process. If adequate time were
and time is of the essence, than naturalistic available, then he may have arrived at a very
decision making will give you better results. good decision indeed! On the other hand, if we
The cartoon in Figure 6-4 illustrates these two imagine that this one tiger was tame, but our
styles. Both cavemen are responding to the tall caveman didn’t know it, then his decision
same problem—a sabre-toothed tiger—but to run, based on faulty situational awareness,
have taken different approaches to making has led to an incorrect decision to run. The
their decisions. key in all of this is to know when to use each

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decision-making strategy and to make sure you

have what you need to be successful at it.
Decision-making aids, such as T-DODAR, can
be very useful in decision making. While they do
take some time to master, once you can recall
them without effort they can help to organize
your thoughts and actions in difficult situations
and ensure that nothing is forgotten. T-DODAR
stands for:
• Time: How much time do you have before
you must make the decision? Can you take
more time?
• Diagnose: What is the problem?
• Options: What can be done about it?
• Decide: Which option will you choose?
• Act/Assign: Carry out your chosen plan of action.
• Review: Is the plan working as expected?

REV 2.1 FOR TRAINING PURPOSES ONLY 6-7

CESSNA CITATION XLS+
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THE HUMAN FACTORS: RESOURCE MANAGEMENT

ASSESSMENT CARD
The Human Factors: Resource Management Assessment card is meant to aid the human factors
training at FlightSafety International (Figure 6-5).

1SJWBUF

$POGJEFOUJBM
5P
CF
TISFEEFE
CZ
'MJHIU4BGFUZ
BGUFS
VTF
HUMAN FACTORS: RESOURCE MANAGEMENT ASSESSMENT CARD

NAME: DATE:

Assessment:
Action Goal Desirable Qualities ID/G/EX/NA/DNO
Self Instructor
• Concise, not rushed, and met SOP
The required briefing was interactive
SOP BRIEFING requirements
and operationally thorough
• Bottom lines were established
Operational plans and decisions were • Shared understanding about plans –
PLANS STATED
communicated and acknowledged “Everybody on the same page”
WORKLOAD Roles and responsibilities were defined • Workload assignments were
ASSIGNMENT for normal and non-normal situations communicated and acknowledged
• Threats and their consequences were
CONTINGENCY Crew members developed effective anticipated
MANAGEMENT strategies to manage threats to safety • Used all available resources to manage
threats
Crew members actively monitored and
MONITOR/ • Aircraft position, settings, and crew
cross-checked systems and other crew
CROSS-CHECK actions were verified
members
Operational tasks were prioritized and
WORKLOAD • Avoided task fixation
properly managed to handle primary
MANAGEMENT • Did not allow work overload
flight duties
Crew members remained alert of the
• Crew members maintained situational
VIGILANCE environment and position of the
awareness
aircraft
• Automation setup was briefed to other
Automation was properly managed to
AUTOMATION members
balance situational and/or workload
MANAGEMENT • Demonstrated effective recovery
requirements
techniques from automation anomalies
• Crew decisions and actions were openly
EVALUATION OF Existing plans were reviewed and
analyzed to make sure the existing plan
PLANS modified when necessary
was the best plan
Crew members asked questions to • Crew members not afraid to express a
INQUIRY investigate and/or clarify current plans lack of knowledge – “Nothing taken for
of action granted” attitude
Crew members stated critical
• Crew members spoke up without
ASSERTIVENESS information and/or solutions with
hesitation
appropriate persistence
COMMUNICATION Environment for open communication • Good cross talk – flow of information
ENVIRONMENT was established and maintained was fluid, clear and direct
Captain showed leadership and • In command, decisive, and encouraged
LEADERSHIP coordinated flight deck activities crew participation
ID= Improvement Desired G=Good EX=Exceptional NA=Not Applicable DNO=Did Not Observe

DISCLAIMER: This document is to be used strictly as a training aid for the client and the instructor of
record. Instructor is to collect this document after final debrief and place in the locked bins for shredding.

These commodities, technology or software were exported from the United States in accordance with the Export Administration
Regulations. Diversion contrary to U.S. law is prohibited.
Revision 0.4 FlightSafety International Proprietary Information. All Rights Reserved. Page 1

Figure 6-5. HF: RMA Card

6-8 FOR TRAINING PURPOSES ONLY REV 2.1

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

CHAPTER 7

HANDOUTS
CONTENTS
Page

WEIGHT AND BALANCE XLS+. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

Center of Gravity Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Weight and Moment Table—Crew and Passenger Compartments. . . . . . . . . . . . . . . . . 7-3
Weight and Moment Table—Baggage and Cabinet Compartments. . . . . . . . . . . . . . . 7-4
Weight and Moment Table—Fuel Loading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Basic Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Advanced Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
CITATION XLS+ CAS INTERFACE AND TOPI/LOPI INHIBITS. . . . . . . . . . . . . . . . . . . . . . . . 7-13
CAS Interface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
TOPI/LOPI Inhibit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
TOPI/LOPI Inhibit Logic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Collins FMS Key Map. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
XLS+ APPROACH MODES AND FGS DISPLAYS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

WEIGHT AND BALANCE XLS+

WEIGHT AND BALANCE COMPUTATION FORM
PAYLOAD COMPUTATIONS WEIGHT
ITEM (POUNDS)
MOMENT/100

‘A’ ‘B’ ‘C’ ‘D’

MOMENT/100
‘E’ ‘F’ ‘G’
ARM WEIGHT
ITEM (INCH- 1. BASIC EMPTY WEIGHT
(INCHES) (POUNDS) 12,415 41,856.39
POUNDS) *Airplane CG = 335.90
PILOT 136.32
2. PAYLOAD
COPILOT 136.32
3. ZERO FUEL WEIGHT
SEAT 3 234.73 (sub-total) Do not exceed
maximum zero fuel weight
SEAT 4 234.73
of 15,000 pounds. *Airplane
SEAT 5 289.21 CG = _________

SEAT 6 289.21 4. FUEL LOADING 5,000 16,377.24

SEAT 7 324.12
5. RAMP WEIGHT (sub-
SEAT 8 324.21 total) Do not exceed
maximum ramp weight
SEAT 10 FWD 180.89 of 20,200 pounds.
*Airplane CG = _________
SEAT 10 AFT 205.82
6. LESS FUEL FOR TAXING 200 661.8

TOILET/ 357.99 7. TAKEOFF WEIGHT** Do not

LHSFS exceed maximum takeoff
weight of 20,000 pounds.
CABINET *Airplace CG = _________
CONTENTS
8. LESS FUEL TO DESTINATION 4,000 13,087.59
LH REF CTR 158.10
9. LANDING WEIGHT** Do not
NAV CHART 158.10 exceed maximum landing
CASE weight of 18,700 pounds.
*Airplane CG = __________
AFT CLOSET 172.23
MOMENT/100
* Airplane CG = X 100
WEIGHT
`
**Totals must be within approved weight and center-of-
TAILCONE 431.00 gravity limits. It is the responsibility of the operator to
BAGGAGE ensure that the airplane is loaded properly. the Basic
Empty Weight CG is noted on the Airplace Weighting
Form. If the airplane has been altered, refer to the Weight
and Balance Record for information
PAYLOAD
(sub-total)
***Enter the Center-of-Gravity limits Envelope Graph to
verify airplance is loaded within approved limits.

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CENTER OF GRAVITY LIMITS

WEIGHT AND
BALANCE DATA Cessna
MODEL 560XL (560-6001 AND ON) A Textron Company

SERIAL NUMBER_________________REGISTRATION NUMBER_______________________DATE___________

CENTER-OF-GRAVITY LIMITS ENVELOPE GRAPH

21
Forward CG Limit Maximum Ramp Weight - 20,400 Pounds
FS 324.29 Inches,
21.52% MAC
20 Maximum Takeoff Weight
Aft CG Limit
20,200 Pounds
FS 330.74
Inches, 29.37%
19 MAC

Maximum Landing Weight Aft CG

18,700 Pounds Limit
18 17,800
Pounds

17
Aft CG
Limit
15,000
16
Weight (Pounds X 1000)

Pounds

15
Maximum Zero Fuel Weight - 15,100 Pounds

14

13
FS 331.26 Inches, 30% MAC
FS 318.92 Inches, 15 % MAC

Forward CG Limit
11,500 Pounds
12
Forward CG Limit

Aft CG Limit

11

10
316 318 320 322 324 326 328 330 332 334

Center Of Gravity (Inches)

12 14 16 18 20 22 24 26 28 30 32
Center Of Gravity - Percent MAC

FORM NUMBER 2306, 30 May 2008

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WEIGHT AND MOMENT TABLE—CREW AND PASSENGER

COMPARTMENTS
WEIGHT AND
BALANCE DATA Cessna
MODEL 560XL (560-6001 AND ON) A Textron Company

SERIAL NUMBER_________________REGISTRATION NUMBER_______________________DATE___________

CREW AND PASSENGERS COMPARTMENTS

WEIGHT AND MOMENT TABLES
STANDARD CENTER CLUB SEAT ARRANGEMENT (U.S. UNITS)
CREW AND PASSENGER
MOMENT ARMS
CREW AND PASSENGER
MOMENT/100 (INCH - POUNDS)
SEAT 1 SEAT 3 SEAT 5 SEAT 7 SEAT SEAT LH SIDE
WEIGHT OR OR OR OR 10 10 FACING
(POUNDS) SEAT 2 SEAT 4 SEAT 6 SEAT 8 FWD AFT SEAT
ARM = FS ARM = FS ARM = FS ARM = FS ARM = FS ARM = FS ARM = FS
136.32 in. 234.73 in. 289.21 in. 324.12 in. 180.89 in. 205.82 in. 357.99 in.
50 68.16 117.37 144.61 162.06 90.45 102.91 179.00
60 81.79 140.84 173.53 194.47 108.53 123.49 214.79
70 95.42 164.31 202.45 226.88 126.62 144.07 250.59
80 109.06 187.78 231.37 259.30 144.71 164.66 286.39
90 122.69 211.26 260.29 291.71 162.80 185.24 322.19
100 136.32 234.73 289.21 324.12 180.89 205.82 357.99
110 149.95 258.20 318.13 356.53 198.98 226.40 393.79
120 163.58 281.68 347.05 388.94 217.07 246.98 429.59
130 177.22 305.15 375.97 421.36 235.16 267.57 465.39
140 190.85 328.62 404.89 453.77 253.25 288.15 501.19
1 2 FS 136.32
150 204.48 352.10 433.82 486.18 271.34 308.73 536.99
160 218.11 375.57 462.74 518.59 289.42 329.31 572.78
170 231.74 399.04 491.66 551.00 307.51 349.89 608.58
180 245.38 422.51 520.58 583.42 325.60 370.48 644.38
190 259.01 445.99 549.50 615.83 343.69 391.06 680.18
200 272.64 469.46 578.42 648.24 361.78 411.64 715.98
210 286.27 492.93 607.34 680.65 379.87 432.22 751.78
10 FS 180.89
220 299.90 516.41 636.26 713.06 397.96 452.80 787.58
230 313.54 539.88 665.18 745.48 416.05 473.39 823.38
240 327.17 563.35 694.10 777.89 434.14 493.97 859.18 10 FS 205.82
250 340.80 586.83 723.03 810.30 452.23 514.55 894.98
260 354.43 610.30 751.95 842.71 470.31 535.13 930.77
270 368.06 633.77 780.87 875.12 488.40 555.71 966.57
280 381.70 657.24 809.79 907.54 506.49 576.30 1002.37
290 395.33 680.72 838.71 939.95 524.58 596.88 1038.17 3 4 FS 234.73
300 408.96 704.19 867.63 972.36 542.67 617.46 1073.97
310 422.59 727.66 896.55 1004.77 560.76 638.04 1109.77
320 436.22 751.14 925.47 1037.18 578.85 658.62 1145.57
330 449.86 774.61 954.39 1069.60 596.94 679.21 1181.37
340 463.49 798.08 983.31 1102.01 615.03 699.79 1217.17
5 6
NOTE: UNBELTED TOILET MAY BE INSTALLED ON RH SIDE. FS 289.21
BELTED TOILET OR SEAT IS ON LH SIDE ONLY.

7 8 FS 324.12

FS 357.99 T

FORM NUMBER 2308, 30 May 2008

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

WEIGHT AND MOMENT TABLE—BAGGAGE AND CABINET

COMPARTMENTS
WEIGHT AND
BALANCE DATA Cessna
MODEL 560XL (560-6001 AND ON) A Textron Company

SERIAL NUMBER_________________REGISTRATION NUMBER_______________________DATE___________

BAGGAGE AND CABINET COMPARTMENTS

WEIGHT AND MOMENT TABLES (U.S. UNITS)
LH & RH
CHART CASES AFT CLOSET
MOMENT/100 MOMENT/100
WEIGHT NAVIGATION WEIGHT AFT
(POUNDS) CHART CASE (POUNDS) CLOSET
ARM = ARM =
FS 158.10 in. FS 375.81 in.
5 7.91 5 18.79
10 15.81 10 37.58
15 23.72 15 56.37
20 75.16
RH FORWARD 25 93.95
CLOSET 30
35
112.74
131.53
MOMENT/100 40 150.32 1 2
FORWARD 45 169.11
WEIGHT 50 187.91
CLOSET
(POUNDS)
ARM = 55 206.70 FS 158.10
FS 165.74 in. 60 225.49 FS 165.74
5 8.29 65 244.28 FS 172.23
68 255.55
10 16.57 10
15
20
24.86
33.15
BAGGAGE
25 41.44 COMPARTMENT
30 49.72 10
35 58.01 CONTENTS
40 66.30 MOMENT/100
45 74.58 TAILCONE
WEIGHT
50 82.87
(POUNDS) COMPARTMENT 3 4
56 92.81 ARM =
LH 20
FS 431.00 in.
86.20
REFRESHMENT 40 172.40
60 258.60
CENTER 80 344.80
100 431.00 5 6
MOMENT/100
120 517.20
WEIGHT REFRESHMENT
140 603.40
(POUNDS) CENTER
160 689.60
ARM =
180 775.80
FS 172.23 in.
200 862.00
10 17.22
220 948.20
20 34.45
240 1034.40
7 8
30 51.67
260 1120.60
40 68.89
280 1206.80
50 86.12
300 1293.00
60 103.34
320 1379.20
70 120.56
340 1465.40 T
80 137.78
360 1551.60
90 155.01
380 1637.80
100 172.23
400 1724.00 FS 375.81
110 189.45
420 1810.20
120 206.68
440 1896.40
130 223.90
460 1982.60
141 242.84
480 2068.80
500 2155.00
520 2241.20
540 2327.40
560 2413.60 FS 431.00 TAILCONE
580 2499.80 CARGO
600 2586.00
620 2672.20
640 2758.40
660 2844.60
680 2930.80
700 3017.00

FORM NUMBER 2314, 30 May 2008

7-4 FOR TRAINING PURPOSES ONLY REV 2.1

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WEIGHT AND MOMENT TABLE—FUEL LOADING

WEIGHT AND
BALANCE DATA Cessna
MODEL 560XL (560-6001 AND ON) A Textron Company

SERIAL NUMBER_________________REGISTRATION NUMBER_______________________DATE___________

FUEL LOADING WEIGHT AND MOMENT TABLE (U.S. UNITS)

WING TANK FUEL WING TANK FUEL (CONTINUED)
WEIGHT MOMENT/100 WEIGHT MOMENT/100
(POUNDS) (INCH-POUNDS) (POUNDS) (INCH-POUNDS)
100 340.42 3500 11442.06
200 675.18 3600 11769.74
300 1006.29 3700 12097.60
400 1335.45 3800 12425.75
500 1663.29 3900 12753.95
600 1990.11 4000 13082.19
700 2316.11 4100 13410.70
800 2641.30 4200 13739.26
900 2965.74 4300 14068.11
1000 3289.65 4400 14397.23
1100 3613.07 4500 14726.43
1200 3936.60 4600 15055.93
1300 4260.60 4700 15385.53
1400 4584.98 4800 15715.44
1500 4909.56 4900 16045.98
1600 5234.54 5000 16377.24
1700 5559.89 5100 16709.34
1800 5885.49 5200 17042.11
1900 6211.29 5300 17375.69
2000 6537.52 5400 17710.01
2100 6863.97 5500 18044.97
2200 7190.57 5600 18380.27
2300 7517.32 5700 18715.69
2400 7844.16 5800 19050.89
2500 8171.00 5900 19386.61
2600 8497.84 6000 19722.05
2700 8824.68 6100 20057.28
2800 9151.52 6200 20392.87
2900 9478.36 6300 20728.51
3000 9805.46 6400 21064.18
3100 10132.35 6500 21399.51
3200 10459.56 6600 21735.33
3300 10787.09 6700 22070.73
3400 11114.42 6740 22205.00

FORM NUMBER 2320, 30 May 2008

REVISED 22 September 2008

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PILOT CLIENT GUIDE

INTENTIONALLY LEFT BLANK

7-6 FOR TRAINING PURPOSES ONLY REV 2.1

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

FMS-3000 / 5000 / 6000 QUICK REFERENCE GUIDE

BASIC PROCEDURES
SYSTEM INITIALIZATION (VIPP)
V- Verify Database Coverage and Effectivity
1. STATUS Page. If STATUS page is not showing, press, and then press IDX STATUS (left side –
position may vary).
I- Initialize Position
1. From STATUS Page, Press POS INIT (R6).
2. Verify FMS Position. If incorrect, use one of following options to update.
a. If WAAS installed: Press SET POS TO GNSS1 (R4).
b. GPS position: Press, NEXT choose a GPS coordinate (L2 or L3), press PREV. Paste coordi-
nates into SET POS (R5).
c. AIRPORT lat/long: Enter airport identifier and paste to AIRPORT (L2).Press airport coordinates
(R2) and then paste to SET POS (R5).
3. Repeat appropriate step if “RESET INTIAL POS” message appears.
4. Verify FMS position now contains accurate latitude and longitude.
P- Plan (Setup Flight Plan)
1. From POS INIT, Press FPLN (R6).
2. Enter ORIGIN and DESTination.
3. Enter Waypoints, SIDs, and STARs as required, resolve discontinuities and press EXEC. [SEE
BELOW FOR DETAILS]
P- Performance Initialization
1. From FPLN, Press PERF INIT (R6).
2. Verify BOW (can be changed only from defaults page).
3. Enter number of PASSengers /WT and CARGO weight (if desired).
4. Enter FUEL on board.
5. Enter CRZ ALT.
6. Verify Zero Fuel Weight (ZFW) and Gross Weight (GWT) and press EXEC.
With FMS Integrated Performance
7. Enter information on PERF INIT page 2/3 and 3/3, as desired.
8. On PERF INIT page 1/3, press TAKEOFF (R5) to configure V-speeds.
9. Verify/set information and press SEND (R6) on PERF INIT page 2/3.
10. Verify appropriate V-speeds on the PFD.
LOADING A DEPARTURE RUNWAY/SID
1. Press DEP ARR , if Runways/SIDS for ORIGIN airport do not appear, press DEP ARR a second
time.
a. Select DEPART for the ORIGIN airport.
b. Select the desired runway.
c. Select the desired SID and select desired TRANSition.
d. Verify the waypoints, resolve discontinuities, and press EXEC.
LOADING AN AIRWAY
1. Press FPLN.
2. Paste the starting waypoint of the airway in the appropriate location in the flight plan in the TO
3. position.
4. Paste the exit point of the airway in the next TO position.
5. Paste the Airway name in the VIA position abeam the exit point.Verify the waypoints on the
LEGS pages and press EXEC.

REV 2.1 FOR TRAINING PURPOSES ONLY 7-7

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

LOADING A STAR
1. Press DEP ARR, if STARS for DESTination airport do not appear, press DEP ARR a second
time.
a. Select ARRive for the DESTination.
b. Select the desired STAR and select TRANSition.
c. Verify the waypoints, resolve discontinuities, and press EXEC.
LOADING AN APPROACH
1. Press DEP ARR , if ARRIVALS for DESTination airport do not appear, press DEP ARR a second
time.
a. Select ARRive for the DESTination airport.
b. Select the desired approach and select TRANSition.
c. Verify the waypoints, resolve discontinuities, and press EXEC.
LOADING A VISUAL APPROACH
1. Press DEP ARR , if ARRIVALS for DESTination airport do not appear, press DEP ARR a second
time.
a. Select ARRive for the DESTination airport.
b. Select the desired visual approach (They are located at the end of all the instrument ap-
proaches).
c. A “RX” waypoint is created on the extended centerline of the runway 5nm from the thresh-
old (enter a different distance, if desired).
d. Verify the waypoints, resolve discontinuities, and press EXEC.
ADDING A NEW HOLD
1. Press IDX, then HOLD (right side – position may vary).
2. If hold already exists, then press NEW HOLD (R5).
3. From the LEGS page, copy the desired holding waypoint to the scratchpad, and then paste it
to HOLD AT (L6).
4. Verify the holding parameters (INBD CRS, LEG TIME, etc…) and change them as necessary.
5. Verify the Hold on the LEGS page and/or MFD Map and press EXEC.
DIRECT-TO A WAYPOINT
1. Press DIR.
2. Select the desired waypoint and press EXEC.
DIRECT-TO A PREVIOUS WAYPOINT (HISTORY)
1. Press DIR, then Press PREV.
2. Select the desired waypoint and press EXEC.
CDU AUTO TUNING
ProLine 21 with FMS-3000 / 6000
1. Press TUN. (Ensure neither PFD has NAV 1 or NAV 2 as active nav source)
a. With empty scratchpad, press (L3) for NAV 1, then AUTO/MAN (R1) to select/deselect AUTO
tuning.
2. Press TUN.
a. With empty scratchpad, press (R3) for NAV 2, then AUTO/MAN (R1) to select/deselect AUTO
tuning.
ProLine 4 with FMS-5000
1. Press TUN. (Ensure neither PFD has NAV 1 or NAV 2 as active nav source)

a. Press (L4) for NAV 1 MODE to select/deselect AUTO tuning.

b. Press (R4) for NAV 2 MODE to select/deselect AUTO tuning.

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

MFD SETUP
ProLine 21 with FMS-3000 / 6000
1. Ensure a map is displayed on the MFD, then press MFD MENU.
a. Ensure the proper FMS is selected on the MFD (if 2nd FMS is installed)
b. Choose desired SIDE (R6) (L = Pilot’s PFD/MFD; R = Copilot’s PFD/MFD)
c. Choose the desired items to display from Page 1/2 and 2/2
d. Choose the desired MFD Window configuration from Page 1.
Proline 4 with FMS-5000
1. Press MFD MENU.
a. Choose desired items to display from Page 1/3, 2/3 and 3/3 on the “L MAP” list and “R MAP”
list.
b. Choose desired MFD Window configuration from Page 1.
EXECUTING A MISSED APPROACH (SNAP)
1. Configure aircraft as appropriate
2. Go Around button – Push to sequence waypoints and select GA.
3. Source – Change Active Navigation Source to FMS (if required).
4. NAV Mode – Select NAV mode after verifying first fix.
5. Altitude – Set final altitude in altitude preselect.
6. ProLine 4 - Pitch sync - Press
7. autoPilot – Engage Autopilot (as desired).

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PILOT CLIENT GUIDE

INTENTIONALLY LEFT BLANK

7-10 FOR TRAINING PURPOSES ONLY REV 2.1

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

FMS-3000 / 5000 / 6000 QUICK REFERENCE GUIDE

ADVANCED PROCEDURES
TRACKING A COURSE INBOUND (INCPT CRS)
1. Press the DIR key.
2. Select the desired waypoint.
3. Type the inbound course into the scratchpad.
4. Paste to INCPT CRS (R6).
5. Verify the course on the LEGS page or MFD Map and press EXEC.
TRACKING A COURSE OUTBOUND
(PLACEBEARING/DISTANCE)
1. Ensure the reference waypoint is in the LEGS page
2. Type the required information into the scratchpad in the following format: “PlaceBearing/Dis-
tance” (eg.”ICT245/32”).
3. Paste in LEGS page after the reference waypoint.
4. Verify the waypoint on the LEGS page or MFD Map and press EXEC.
Note: If tracking the course until further vectors (an unknown distance), enter a large distance
to draw an extended line (eg. “ICT245/100”)
NAVIGATING TO AN UN-NAMED INTERSECTION
(PLACEBEARING/PLACEBEARING)
1. Type the required information for the reference radials into the scratchpad in the following for-
mat: “PlaceBearing/PlaceBearing” (eg. “ICT240/HUT173”).
2. Paste in the LEGS page at the appropriate location.
3. Verify the waypoint on the LEGS page or MFD Map and press EXEC.
FIX INFO (DISTANCE OR RADIAL INFORMATION)
1. Press the IDX key.
2. Press FIX (right side – location may vary).
3. Paste desired reference fix in REF (L1).
4. Enter either crossing radial (L2) or crossing distance (L3)
5. Verify the dashed reference line (radial) or dashed circle (distance) on MFD Map
Note: A small circle will be surrounding the selected reference fix that is not related to any
crossing distance information
VNAV PRINCIPLES
1. The altitude must be automatically or manually inserted adjacent to the desired waypoint.
2. VNAV altitudes must be verified and displayed on CDU LEGS page or the MFD.
3. VNAV must be pressed for the flight guidance.
4. The Preselected Altitude must be set at or beyond the VNAV altitude.
VNAV – CROSSING RESTRICTION
(AT A SPECIFIED DISTANCE FROM A WAYPOINT)
1. Verify the reference waypoint is in the LEGS page.
2. Copy the reference waypoint to the scratchpad.
3. Add a “/” and a negative or positive distance to the waypoint name in the scratchpad.
e.g. “ICT/-20” = 20nm prior to fix
“ICT/+10” = 10nm after fix (plus sign “+” is optional)
4. Press line select key next to original reference waypoint
Note: Don’t paste contents before or after the waypoint - the CDU will determine where it should
5. go
6. Enter the crossing altitude to the right of the newly created fix
Verify the waypoint on the LEGS page or MFD Map and press EXEC.
Note: The distance entered cannot exceed the distance between the fix before or the fix after
the reference waypoint, as applicable.

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

VNAV – VERTICAL DIRECT-TO

1. Verify the desired VNAV altitude is in the LEGS page.
2. Press the DIR key.
3. Press the key adjacent to the desired waypoint altitude on the right-hand side of the page.
4. Verify the waypoint on the LEGS page and press EXEC.
Note: All intermediate altitude restrictions up to the chosen waypoint will be removed from the
flight plan
VNAV SPEED RESTRICTIONS
(USING VNAV COMMANDED FLC ON DESCENT)
1. Ensure the desired speed restriction is in the LEGS page.
2. Select VNAV on the flight guidance system.
3. Select FLC on the flight guidance system.
4. Verify “VFLC” is displayed in green on the PFD flight guidance display.
5. Press PERF key.
a. FMS-6000 – Then, press PERF MENU (L6)
6. Press RESUME (L6) to resume VNAV Plan Speed.
b. Speed Bug annunciation and VFLC speed reference in the FGS mode display will show in
magenta
c. Speed Bug progressively adjusts as necessary to reach speed restriction at the reference
waypoint
Note: During this operation, power must be adjusted as necessary to comply
with any altitude restrictions.
Note: Any manual change of the FLC speed knob will immediately disengage VNAV
commanded speed control.
VNAV – CLIMB
1. Ensure the altitude restrictions are in the LEGS page.
2. Select VNAV on the flight guidance system.
3. Upon capture of the first VNAV altitude, FLC will arm.
4. At Bottom of Climb (BOC), FLC will activate at present aircraft speed.
5. Select appropriate climb speed with FLC SPEED knob.
6. Ensure adequate power is applied to provide a sufficient vertical speed to meet the crossing
restriction.
Note: VNAV will not provide a VNAV PATH for climbs; reference the vertical speed required
(VSR) bug on the vertical speed display and self calculation to ensure compliance with the
crossing restriction.
COMPUTING TERMINAL AREA RAIM
1. Press the IDX key.
2. Press GPS CTL (L4).
3. Enter new airport (L5) and/or new ETA (R5), if applicable.
WAAS FMS
1. Press the IDX key.
2. Press GNSS CTL (left side – position may vary), then NPA RAIM (L5).
3. Enter new airport (L2) and/or new ETA (R2), if applicable.
RAIM is indicated at bottom-center of page as:
a. REQUEST PENDING
b. AVAILABLE
c. NOT AVAILABLE
d. INIT GPS

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

CITATION XLS+ CAS INTERFACE AND TOPI/LOPI

INHIBITS
CAS INTERFACE
1. The CAS system is operational during normal power only. During emergency operation, the
CAS system, including the CAS display page, Master Caution/Master Warning switches, and
CAS associated aurals, are not operational.
2. CAS Message Debounce: The standard debounce time for CAS messages is a minimum of 200
ms. The standard debounce time may be a maximum of 399 ms in the event that the CAS mes-
sage is triggered 1 ms after the DCU samples the CAS input.
3. Minimum CAS Message On Time: Once the logic conditions for each CAS message become
true, the CAS message shall appear on the display for a minimum of 4 seconds.
4. A large number of CAS messages have some sort of inhibit in order to reduce crew workload
and nuisance messages.
TOPI = Takeoff Phase Inhibit
LOPI = Landing Operations Phase Inhibit
ESDI = Engine Shutdown Inhibit
EFI = Engine Failed Inhibit
SIPI = Start In Progress Inhibit
POD = 20 seconds Power On Delay
On Ground = On Ground Inhibit
In Air = In Air Inhibit

TOPI/LOPI INHIBIT
A majority of EICAS messages are conditioned during the landing and takeoff phases to reduce
crew workload.

MESSAGES THAT DO NOT HAVE TOPI/LOPI INHIBITS

These messages are not affected in any way by TOPI and/or LOPI, respectively. Aural, Master
Warning, Master Caution, message display and message acknowledge aspects are all active.

MESSAGES THAT HAVE TOPI/LOPI INHIBITS BUT EXISTED BEFORE ENTERING TOPI-
LOPI
Each message continues to function normally with the exception that color changes are prevented.
Any existing message can disappear if the condition corrects itself. Existing aurals, including the
ones in queue, will continue to play. Master Warning, Master Caution, message display and mes-
sage acknowledge aspects still function. Upon exiting the inhibit phase, messages that were pre-
vented from changing color will become active and begin to function normally.

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

MESSAGES THAT HAVE TOPI/LOPI INHIBITS AND BECOME ACTIVE

DURING TOPI/LOPI
Aural, Master Warning, Master Caution, message display and message acknowledge aspects are
all disabled. It is as if the conditions for displaying the message have not been satisfied. Upon exit-
ing TOPI/LOPI, the entire block will become active and begin to function normally.

TOPI/LOPI INHIBIT LOGIC

The TOPI inhibit becomes active (latch set conditions) when all of the following are true:
1. The aircraft is on the ground.
2. Either the left or right airspeed is more than 80 knots.
3. N1 greater than 70%.
The TOPI inhibit becomes inactive (latch reset conditions) when any of the following is true:
1. The aircraft has been in the air for more than 30 seconds.
2. Radio altitude is more than 400 feet above the field elevation.
3. Either the left or right airspeed is less than 80 knots and aircraft on the ground.
The LOPI inhibit becomes active (latch set conditions) when all of the following are true:
1. The aircraft is in the air.
2. The radio altitude transitions from more than 400 feet AGL to less than 400 feet AGL.
The LOPI inhibit becomes inactive (latch reset conditions) when any of the following is true:
1. The aircraft has been on the ground for more than seconds.
2. The radio altitude is greater than 400 feet AGL.
3. Either the left or right airspeed is less than 40 knots and aircraft is on the ground.

When neither set or reset conditions are true, the TOPI/LOPI inhibits retain their previous value.
When a set condition and reset condition are both true, the reset condition takes priority and over-
rides the set condition. The power on default of the TOPI/LOPI inhibits is inactive. Latch conditions
that are the result of invalid data do not change the state of the TOPI/LOPI inhibits. The weight on
wheel status is the blended weight on wheels status calculated by the In Air/On Ground inhibits.

7-14 FOR TRAINING PURPOSES ONLY REV 2.1

REV 2.1
MESSAGES MSG
COLLINS FMS KEY MAP EXEC EXECUTE

DIRECT TO
DEP MFD MFD MFD
LATERAL - VERTICAL DIR FPLN LEGS PERF PREV NEXT CDU PAGES
PILOT CLIENT GUIDE

NEAREST AIRPORTS ARR MENU ADV DATA

CESSNA CITATION XLS+

ACTIVE PLAN
DEPARTURE MAP CLR CLEAR
MCDU FLT PLAN MAP
IDX ARRIVAL MENU DELETE
CENTER DEL
COPY
STATUS ACTIVE TOGGLES MAPS
& TEXT
BRT DISPLAY
TUN SEC FPLN CONTROL
POS INIT DIM
NEAREST
OFFSET TEXT TEXT AIRPORTS
(Airborne only) PAGE
VOR CTL MENU ADVANCE
HI NAVAIDS
SEQUENCE
PERF INIT
GPS CTL AUTO/INHIBIT
FPLN PROG
LO NAVAIDS
COM LEG WIND VNAV SETUP
FMS CTL NAV STATUS
INTERS
RWY UPDATE
NAV FLT LOG
FREQUENCY (ground only) POS
SUMMARY
AIRPORTS
NAV MODE FUEL MGMT
FIX POS REPORT
TERM WPTS
ADF TAKEOFF
HOLD VOR STATUS

FOR TRAINING PURPOSES ONLY

WINDOW (MFD)
ATC APPROACH
PROG LRN STATUS
NDBS
COLLINS FMS KEY MAP

RESUME PLAN
SEC FPLN SPD TAKEOFF REFS
APPROACH ETA
REFS
ROUTE MENU
SPEED

DATA BASE
RNG: ALT SEL

DB DISK OPS
ALTITUDE

DEFAULTS
LRN POS

ARR DATA
ALTN FPLN

SIDE L/R

7-15
CESSNA CITATION XLS+
PILOT CLIENT GUIDE

INTENTIONALLY LEFT BLANK

7-16 FOR TRAINING PURPOSES ONLY REV 2.1

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

XLS+ APPROACH MODES AND FGS DISPLAYS

The table below is a summary of the various approach modes and FGS displays that the pilot will
see on his PFD. The legend for each column:
• Approach Mode Selection—Type of approach show in black (ie ILS, LPV, etc).
The selection made on the Flight Guide Panel in green. (ie APP, APP & VNAV, etc.)
• Lateral—The lateral mode that should be annunciated on the PFD.
• Pitch—The pitch mode that should be annunciated on the PFD.
• Altitude Selector—The altitude that should be selected in the altitude selector on the Flight
Guide Panel.
• FMS Altitude—The altitude displayed on the PFD in magenta above the altitude selector
readout
• Vertical Guidance Source—The source that the Flight Guidance System is using to provide
vertical guidance to the pilot/autopilot.

Vertical
Approach Mode Altitude
Lateral Pitch FMS Altitude Guidance
Selection Selector
Source

ILS Electronic Beam

LOC GS NO - MAP Legs Altitude
APP – Ground based

LNAV/VNAV Legs Altitude

YES – MDA
NAV & PATH – MDA
LNAV NO (DA) Baro Altitude
VNAV(MDA) (VALT) (DA) Legs Alt
- MAP
APP & VNAV (DA) - RWY
YES (VPATH)
LPV GP (VALT, Legs Altitude
APP LNAV NO (VGP) Satellite Altitude
APP & VNAV PATH) - RWY
- MAP
LNAV Legs Altitude
LNAV VS YES - MDA None
NAV - MDA
VOR
NAV or HDG then LNAV or Legs Altitude
VS YES - MDA None
VS HDG - MDA
(See AFM)
NDB LNAV or Legs Altitude
NAV or HDG then VS YES - MDA None
HDG - MDA
VS
LOC Legs Altitude
LOC VS YES - MDA None
NAV then VS - MDA
LOC BC APP LOC Legs Altitude
VS YES - MDA None
B/C then VS B/C - MDA
Currently Per FMS
LP not 3000
Authorized Manual

REV 2.1 FOR TRAINING PURPOSES ONLY 7-17

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

CHAPTER 8

CAS MESSAGES
CONTENTS
Page

WARNING MESSAGES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

CAUTION MESSAGES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
ADVISORY MESSAGES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

WARNING MESSAGES EMERGENCY DESCENT

Autopilot enters Emergency Descent mode
BATTERY OVERTEMP > 145
after cabin altitude exceeds 14,000 feet and
the aircraft is above 30,000 feet. EDM mes-
This message is displayed when the battery sage will also be displayed on both PFDs.
temperature sensor measures above 145°F.
INHIBITS: LOPI, TOPI
INHIBITS: LOPI, TOPI
BAGGAGE SMOKE DETECT
BATTERY OVERTEMP > 160
This message is displayed when smoke is
This message is displayed when the battery detected in the baggage compartment.
temperature sensor measures above 160°F.
INHIBITS: LOPI, TOPI
INHIBITS: LOPI, TOPI
ENGINE FIRE L-R
DC GENERATOR OFF L-R
This message is displayed when the engine
This message is displayed when the contac- fire detection system has detected a fire or
tors of both generators are open.This mes- an excessive temperature condition.
sage is red if both contactors are open.
LAVATORY SMOKE DETECT
INHIBITS: LOPI, TOPI, ESDI, SIPI
This message is displayed when smoke is
APU FIRE detected in the lavatory.
This message indicates a fire is detected in INHIBITS: LOPI, IN AIR
the auxiliary power unit (APU).
NO TAKEOFF
INHIBITS: LOPI, TOPI
This message is displayed if the throttles are
ENGINE FAILED L-R advanced beyond the CLB (climb) setting
and thrust reversers not deployed and one
Either the left, right, or both engines have or more of the following conditions:
failed.
• Flaps not within takeoff range (<7° or >15°)
OIL PRESSURE LOW L-R • Elevator out of trim
The oil pressure is low on either the left or • Horizontal stabilizer is out of takeoff positions
right engine or on both engines. Due to tran- Speed brakes are extended
sient allowances, this CAS message and
MASTER WARNING do not display until oil INHIBITS: LOPI, TOPI
pressure <20 PSI
INHIBITS: LOPI, TOPI
CABIN ALTITUDE
The cabin altitude is 14,500 feet during high
altitude mode or 10,000 feet for normal
operation.
INHIBITS: LOPI, TOPI

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

CAUTION MESSAGES DC GENERATOR OFF L-R

This message is displayed when the respec-
AFT BAGGAGE DOOR tive generator contactor is open. This mes-
sage is amber if only one contactor is open.
This message is displayed when the bag-
gage door is unlatched. INHIBITS: LOPI, TOPI
INHIBITS: LOPI, TOPI DC GENERATOR OFF L-R

BATTERY DOOR This message is displayed when the respec-

tive generator contactor is open. This mes-
This message is displayed when the battery sage is amber if only one contactor is open.
door is unlatched.
INHIBITS: LOPI, TOPI, ESDI, SIPI
INHIBITS: LOPI, TOPI
J-BOX CURRENT LIMITER
CABIN DOOR
This message is displayed when one or both
This message is displayed when the cabin of the two 225 Amp limiters in the power J-
door is not closed properly. Box have opened.
INHIBITS: LOPI, TOPI INHIBITS: LOPI, TOPI
CABIN DOOR SEAL J-BOX START CB
This message is displayed when the pres- This message is displayed when an engine
sure in the primary cabin door seal is less start circuit breaker for the start cards has
than 5 PSI. tripped.
INHIBITS: LOPI, TOPI INHIBITS: LOPI, TOPI
EMERGENCY EXIT FIREWALL SHUTOFF L-R
This message is displayed when the emer- The fuel and hydraulic valves of the same
gency exit is unlatched. side are not in the commanded position.
INHIBITS: LOPI, TOPI INHIBITS: LOPI, TOPI
LAVATORY DOOR FUEL BOOST PUMP ON L-R
The lavatory doors are not latched open in taxi, Either or both fuel boost pumps are on, fuel
takeoff, approach, or landing configurations. pressure is low on one or both sides, and
one or both throttles are not in CUTOFF.
INHIBITS: LOPI, TOPI
NOSE DOOR INHIBITS: LOPI, TOPI, SIPI

This message is displayed when either nose FUEL CROSS FEED

door is unlatched. Crossfeed valve position does not match the
selected CROSSFEED switch position in the
INHIBITS: LOPI, TOPI
cockpit.
TAILCONE ACC DOOR
INHIBITS: LOPI, TOPI
This message is displayed when the tailcone
access door is unlatched.
INHIBITS: LOPI, TOPI

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

FUEL FILTER BYPASS L-R GROUND IDLE L-R

The fuel filter on one or both engines has be- This message is displayed when the airplane
come clogged and been bypassed. is in the ground idle mode in the air.
INHIBITS: LOPI, TOPI, ESDI, SIPI INHIBITS: LOPI, TOPI
FUEL GAUGE L-R OIL FILTER BYPASS L-R
There is a fault in the fuel quantity indicating Either or both oil filters have been clogged
system. and become bypassed.
INHIBITS: LOPI, TOPI INHIBITS: LOPI, TOPI
FUEL LEVEL LOW L-R ENG FIRE BOTTLE LOW 1-2
The fuel level is less than approximately 360 This message is displayed when an engine
± 20 lbs in a wing tank. fire bottle is low, as measured by the pres-
sure switch on the bottle.
INHIBITS: LOPI, TOPI
INHIBITS: LOPI, TOPI
FUEL PRESSURE LOW L-R
ENG FIRE DETECT FAIL L-R
Fuel pressure is low and the respective en-
gine is running. This message is displayed when one of the
engine fire detectors has failed.
INHIBITS: LOPI, TOPI, ESDI, SIPI
INHIBITS: LOPI, TOPI
APU FAIL
BLEED AIR OVERTEMP L-R
The APU has failed or the APU fire bottle is
low. This message is displayed when the supply
bleed air from the engine is too hot.
INHIBITS: LOPI, TOPI
INHIBITS: LOPI, TOPI
APU GENERATOR OFF
The APU is selected on and APU generator relay ENGINE ANTI-ICE COLD L-R
is open.
The inlet surface has cooled off on one
INHIBITS: LOPI, TOPI or both sides or one or both anti-ice stator
valves are not in the correct position for more
APU ON than 5 seconds, or in the air after 185 sec-
The APU is on above 30,000 feet. onds if the inlet surface has never warmed
up.
INHIBITS: LOPI, TOPI
INHIBITS: LOPI, TOPI
ENGINE CONTROL FAULT L-R
PITOT/STATIC COLD L-R-STBY
A FADEC channel has failed on one or both
sides Indicates the PITOT/STATIC switchlight is se-
lected on, but current is not flowing to the
INHIBITS: LOPI, TOPI probe heaters, or the button is OFF and the
aircraft is airborne.
FUEL CROSS FEED
Crossfeed valve position does not match the INHIBITS: LOPI, TOPI
selected CROSSFEED switch position in the
cockpit.
INHIBITS: LOPI, TOPI

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

RAT HEAT FAIL L-R BLEED AIR OVERTEMP L-R

Electrical power to the RAT probe has been Either the left or right supply of bleed air or
lost while the engine anti-ice is selected ON both are too hot.
or the FADEC detects a failure of the TT0
probe on the affected side. INHIBITS: LOPI, TOPI

INHIBITS: LOPI, TOPI CABIN AIR DUCT OVERTEMP

The supply air in the cabin air duct is too hot.
TAIL DE-ICE FAIL L-R
There is a failure of either or both tail de-ce INHIBITS: LOPI, TOPI
systems. EMERGENCY PRESSURIZATION
INHIBITS: LOPI, TOPI The emergency pressurization system is
active
WINDSHIELD HEAT INOP L-R
Windshield heat control detects failure in ei- INHIBITS: LOPI, TOPI
ther one or both windshield heat controllers. PRESS SOURCE NOT NORM
INHIBITS: LOPI, TOPI The PRESS SOURCE selector in the cockpit
is not in NORM and emergency pressuriza-
WINDSHIELD OVERTEMP L-R
tion is not active.
The windshield controller has detected an
overheat situation in one or both heating INHIBITS: LOPI, TOPI
elements. HYDRAUILIC FLOW LOW L-R
INHIBITS: LOPI, TOPI Hydraulic flow is low on one or both engines
(inhibited during engine start).
WING ANTI-ICE COLD L-R
Wing anti-ice or crossflow is selected ON INHIBITS: LOPI, TOPI, ESDI, SIPII
but too much time has elapsed before the HYDRAULIC FLUID LEVEL LOW
wing has reached sufficient temperature, or
wing anti-ice surfaces warmed up, but have Hydraulic fluid quantity in the reservoir is low.
cooled off again.
INHIBITS: LOPI, TOPI
INHIBITS: LOPI, TOPI
HYDRAULIC PRESSURE
WING ANTI-ICE OVERTEMP L-R The hydraulic system has remained pressur-
One or both wing anti-ice temperature sensors ized for more than 40 seconds.
behind the heat shield or at the wing root are
too hot. INHIBITS: LOPI, TOPI, ESDI, SIPII
ANTISKID FAIL
INHIBITS: LOPI, TOPI
The antiskid failed or LOW BRAKE PRES-
ACM OVERTEMP SURE CAS message is displayed.
The air cycle machine (ACM) has overheated.
INHIBITS: POD, TOPI
INHIBITS: LOPI, TOPI
LOW BRAKE PRESSURE
The brake pressure is low (below 900 psi)
and the right main gear is down and locked.
INHIBITS: POD

8-4 FOR TRAINING PURPOSES ONLY REV 2.1

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

RUDDER BIAS FAULT PITCH TRIM FAIL

The rudder bias control valve is out of Autopilot control of stabilizer trim inoperative.
position.
RADOME FAN FAIL
INHIBITS: LOPI, TOPI Fan in nose radome has failed.
RUDDER BIAS HEAT FAIL
RETRIM L-R WING DOWN
The rudder bias heater blanket has failed. Autopilot is detecting a lateral mistrim.
INHIBITS: LOPI, TOPI, SIPI TAWS BASIC FAIL
STAB MISCOMPARE Radio altimeter based ground proxim-
The horizontal stabilizer is not in proper posi- ity modes of the TAWS function have failed
tion for selected flaps. and the TAWS SYSTEM FAIL message is not
active.
INHIBITS: LOPI
TAWS SYSTEM FAIL
ADC SSEC MISCOMPARE
All TAWS functions have failed.
This message is displayed when the pilot and
copilot ADCs are on different SSECs. TAWS TERR FAIL
The enhanced modes of the
DCU CHANNEL A-B FAIL
TAWS function have failed and the
This message indicates a loss of redundancy TAWS SYSTEM FAIL message is
for processing of CAS or EIS parameters in not active.
Channel A or B.
TAWS TERR NOT AVAIL
DCU FAN FAIL
Displayed when GPS data received by the
The DCU cooling fan has failed on the TAWS unit is not within required accuracy or
ground. If the aircraft then dispatchse with GPS data is not available.
the fan failed, the message remains amber.
TAWS WINDSHEAR FAIL
EFIS COMPARE INOP
The windshear modes of the TAWS function
The electronic flight instrument system (EFIS) failed and the TAWS SYSTEM FAIL message is
miscompare monitor is not being performed not active.
because one of the displays has lost the
cross-side for performing the comparison.
EFIS MISCOMPARE
A monitor miscompare has occured in the
EFIS.
IAPS FAULT
The IEC monitor has detected a fault in the
environmental control of the IAPS on the
ground.
IAPS OVERTEMP
One IAPS channel power supply has over-
heated and is entering the shutdown cycle.

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

ADVISORY MESSAGES AC GENERATOR BEARING L-R

One or both AC generator primary bearings
FIREWALL SHUTOFF L-R have failed.
Indicates one or both fuel and/or hydraulic INHIBITS: LOPI, TOPI
valves are closed.
ENGINE ANTI-ICE COLD L-R
INHIBITS: LOPI, TOPI One or both engine anti-ice systems are ON
FUEL BOOST PUMP ON L-R for 285 seconds or less and the respective
surface(s) have not yet warmed up.
This message is displayed when the fuel
boost pump is selected on, the APU is run- INHIBITS: LOPI, TOPI
ning, or if it is not turned on by a low fuel
pressure condition. PITOT/STATIC COLD L-R-STBY
The PITOT/STATIC switchlight is OFF and the
INHIBITS: LOPI, TOPI, SIPI aircraft is on the ground.
FUEL CROSS FEED
INHIBITS: LOPI, TOPI
Fuel crossfeed valve is commanded open.
TAIL DE-ICE PRESS ON L-R
INHIBITS: LOPI, TOPI There is air pressure in one or both tail deice
APU FIRE BOTTLE LOW boots.
The APU fire bottle pressure is low. INHIBITS: LOPI, TOPI
INHIBITS: LOPI, TOPI WING ANTI-ICE COLD L-R

APU GENERATOR OFF Wing crossflow or wing anti-ice is select-

ed ON, but one or both surfaces have not
The APU is on and the APU generator is warmed up yet
selected off.
INHIBITS: LOPI, TOPI
INHIBITS: LOPI, TOPI
HYDRAULIC PRESSURE
ENGINE VIBRATION L-R
The hydraulic system is pressurized.
One or both engines are exceeding the
vibration limit. INHIBITS: LOPI, TOPI
INHIBITS: LOPI, TOPI, ESDI, EFI, SIPI NO TAKEOFF

APU FIRE BOTTLE LOW This message is displayed if one or more of

the following conditions exist:
This message is displayed when the APU fire
bottle is low, as measured by a pressure switch • Flaps not within takeoff range (<7° or
on the bottle. >15°)
INHIBITS: LOPI, TOPI • Elevator out of trim for takeoff
FIREWALL SHUTOFF L-R • Horizontal stabilizer is out of takeoff
This message indicates that the respec- positions
tive fuel and hydraulic firewall valves closed • Speed brakes are extended
properly.
INHIBITS: LOPI, TOPI
INHIBITS: LOPI, TOPI

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

RUDDER BIAS COLD

System is cold and not failed.
INHIBITS: LOPI, TOPI, SIPI
SPEED BRAKES
Speed brakes are extended.
INHIBITS: TOPI
CAS MISCOMPARE
There is a miscompare of CAS message or
aurals between channels.
DCU FAN FAIL
The DCU fan has failed while the aircraft is
in flight. The message remains white until
landing.
DCU RIGGING INVALID
The flap position sensor and/or FDR flight
surface position sensor RVDT rigging data
stored is invalid and rerigging needs to be
performed.
FDR FAIL
The AVIONICS switchlight is selected ON
and the FDR has sent a fail discrete output.
IAPS FAULT
The IEC monitor has detected a fault in the
environmental control of the IAPS in-flight.
NEW DATALINK MESSAGE
A Universal Graphical Weather image or
ACARS text message is available for viewing.
SELCAL DATALINK
The SELCAL code is received on the data
link.
SELCAL HF 1-2, VHF 1-2-3
The specific code sequence for the aircraft
has been received on the respective comm
radio.

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

CHAPTER 9

SCHEMATICS
CONTENTS
Figure Title Page

9-1 Principle Dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1

9-2 Dimensions XLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
9-3 Entrance Door Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
9-4 Electrical Switch Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
9-5 Fuel Tank Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
9-6 DC Power Distribution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
9-7 Electrical Switch Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
9-8 Fuel Quantity Indicating System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
9-9 Citation XLS+ Fuel System Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
9-10 PW545 Cross Section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
9-12 Bleedoff Valve Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
9-11 Engine Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
9-13 Engine Oil System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
9-14 Thrust Reversers - Stowed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
9-15 Thrust Reversers - Deployed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
9-16 Engine Fire Extinguishing System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
9-17 Bleed Air Precooler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
9-18 Service Air System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
9-19 Windshield Anti-Ice System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
9-20 Wing -Engine Anti-Ice Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
9-21 Wing Leadeing Edge Cross Section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
9-22 Tail Deice System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
9-23 Enviromental Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
9-24 Air Conditioning Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
9-25 Pressurization System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
9-26 Autoschedule Boundary - Low Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
9-27 High Altitude Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15

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PILOT CLIENT GUIDE

Figure Title Page

9-28 High Altitude Departure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15

9-29 Hydraulic System - Open Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
9-30 Landing Gear System - Normal Extension. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
9-31 Landing Gear System - Normal Retraction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
9-32 Landing Gear System - Emergency Extension. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
9-33 Power Brake/Antiskid System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
9-34 Flight Control Surfaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
9-35 Speedbrake System - Normal Operation (Extended). . . . . . . . . . . . . . . . . . . . . . . 9-19
9-36 Two-Position Horizontial Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
9-37 Rudder Bias System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-20
9-38 Rudder Bias System - Engine Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-20
9-39 Avionics System Block Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-21
9-40 Collins FMS Key Map. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-22
9-41 Oxygen System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-22

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

21.50 FEET (6.55 m)

13 INCHES

14.90 FEET
(4.54 m)
56.30 FEET (17.16 m)
66.8 INCHES
(INTERIOR
TRIM)

20 INCHES

68.00 INCHES

26.00 INCHES
17.20
FEET
60.87 (5.24 m)
INCHES

GROUND LINE
21.90 FEET
(6.68 m)
52.50 FEET
(16.00 m)

Figure 9-1. Principle Dimensions

REV 2.1 FOR TRAINING PURPOSES ONLY 9-1

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

WALL TO WALL
70.60 FEET
(21.52 M)
CURB TO CURB
38.07 FEET
(11.61 M)
23.17 FEET
(7.06 M)
14.90 FEET
(4.55 M)

TURNING RADIUS AND

GENERAL INFORMATION
AIRFOILS INCIDENCE
WING WING
CESSNA MODIFIED WS 34.00 +3° 33’
VERTICAL TAIL WS 335.023 -1.22’
WL 138.90 NACA 0012 2 POSITION HORIZONTAL TAIL
WL 254.75 NACA 0008 NOSE UP 1°
HORIZONTAL TAIL NOSE DOWN 2°
SS 0.00 NACA 0010 DIHEDRAL
SS 126.42 NACA 0008 WING 4°
HORIZONTAL TAIL 9°

NOSE EQUIPMENT ACCESS

CABIN DOOR
(LEFT SIDE ONLY)
LANDING/TAXI LIGHT
AND RECOGNITION
LIGHT (BOTH SIDES) NAVIGATION/ANTI-
COLLISION LIGHT

SPEED BRAKE
(UPPER AND LOWER)

EMERGENCY EXIT
(RIGHT SIDE ONLY)
ELEVATOR TRIM
TABS

Figure 9-2. Dimensions XLS

9-2 FOR TRAINING PURPOSES ONLY REV 2.1

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

DOOR SEAL PRESSURE SWITCH

VENT DOOR

NOTE:
AN ACCESS PLUG IS ON THE
LOWER STEP, (LOOKING INSIDE
WITH THE DOOR CLOSED). THE
PLUG ALLOWS ACCESS TO THE
VENT DOOR IN ORDER TO CLOSE
DOOR IT MANUALLY IF IT DOES NOT
LATCHING CLOSE ELECTRICALLY AND
PINS DOOR LATCHING ALLOW DISPATCH.
PINS

Figure 9-3. Entrance Door Components

DOOR VENT

DOOR VENT
SOLENOID

DOOR VENT
PROXIMITY SWITCH

DOOR HANDLE
LINKAGE

Figure 9-4. Electrical Switch Panels

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

LEFT FUEL TANK RIGHT FUEL TANK

Figure 9-5. Fuel Tank Locations

LEFT CB PANEL RIGHT CB PANEL

EMER SYS EMER AVN

SYS SYS AVN AVN

50A 50A

L AVN
BUS R AVN
BUS

AVN PWR AVN

RELAY PWR INTERIOR
60A 60A RELAY MASTER
225A 225A RELAY
L FEED BUS CROSSFEED BUS R FEED BUS

APU
90 BATTERY EMER 25A 90
GEN
ISOLATION RELAY PWR EMER AVN
RELAY RELAY
E AVN
APU APU M EMER
L GEN GEN R GEN
STARTER- E RELAY
RELAY BUS RELAY
GEN R INTERIOR

28.5 APU R 28.5

L
START 28.5 START
START
RELAY RELAY
RELAY 175 A
L GEN R GEN
BUS BATTERY BUS BUS
GCU GCU

EXTERNAL
L BATTERY R
POWER INTERIOR POWER
STARTER- STARTER-
RELAY
GEN EXTERNAL GEN
L POWER R
BATT DISC
FIELD CONNECTOR FIELD LEGEND
RELAY
RELAY GROUND RELAY
DISPATCH NO. 1 GENERATOR
OVER-
BUS VOLTAGE
NO. 2 GENERATOR

EXTERNAL DC

DC POWER

Figure 9-6. DC Power Distribution

9-4 FOR TRAINING PURPOSES ONLY REV 2.1

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

L AVN
BUS R AVN
BUS

AVN PWR AVN

RELAY PWR INTERIOR
60A 60A RELAY MASTER
225A 225A RELAY
L FEED BUS CROSSFEED BUS R FEED BUS

APU
90 BATTERY EMER 25A 90
GEN
ISOLATION RELAY PWR EMER AVN
RELAY RELAY
E AVN
APU APU M EMER
L GEN GEN R GEN
STARTER- E RELAY
RELAY BUS RELAY
GEN R INTERIOR

L APU R
28.5 28.5
START START 28.5 START
RELAY RELAY RELAY
175 A
L GEN R GEN
BUS BATTERY BUS BUS
GCU GCU

EXTERNAL
L BATTERY R
POWER INTERIOR POWER
STARTER- STARTER-
RELAY
GEN EXTERNAL GEN
L POWER R
BATT DISC
FIELD CONNECTOR FIELD LEGEND
RELAY
RELAY GROUND RELAY
DISPATCH NO. 1 GENERATOR
OVER-
BUS VOLTAGE
NO. 2 GENERATOR

EXTERNAL DC

DC POWER

Figure 9-7. Electrical Switch Panel

CAPACITANCE
LEVEL SENSORS

7 SENSORS IN EACH WING

12 VOLT DC
TEMPERATURE SIGNAL CONDITIONER
SENSOR

28 VOLT DC

Figure 9-8. Fuel Quantity Indicating System

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

PRECHECK FLOW LINE PRECHECK

DEFUEL SELECT LEVERS
LEVERS SPRD ADAPTOR
REFUEL/DEFUEL LOW FUEL
SHUTOFF VALVE LEVEL FLOAT
SWITCH
LOW LEVEL
PILOT VALVE SCAVENGE
EJECTORS

HIGH LEVEL
PILOT VALVE FUEL TRANSFER TUBES
VENT FLOAT FILLER
VALVE CAP

E
PILOT FLOW LIN

5/7 PSI
PRESSURE PRIMARY
SURGE TANK SWITCH EJECTOR
NACA VENT
PRESSURE RELIEF P P
VALVE
CLIMB VENT LINE
MOTIVE FLOW SHUTOFF
SOLENOID VALVE (N/O)
T T

ELECTRIC BOOST PUMPS

FUEL/OIL
HEAT EXCHANGER
FUEL FILTER

LEGEND FUEL TEMPERATURE TO

APU
JET PUMP
PRESSURE ENGINE DRIVEN
BOOST PUMP FUEL PUMP
PRESSURE
FUEL METERING UNIT
VENT
FUEL FLOW
FUEL INSIDE
THE TANK
REFUEL FUEL METERING UNIT
PRESSURE FLOW DIVIDE
MOTIVE FLOW FUEL SCAVENGE
PRESSURE EMERGENCY FUEL FIREWALL EJECTOR
CONTROL/BIAS PRESSURE SHUTOFF VALVE SHUTOFF CROSSFEED VALVE
(PILOT VALVE) (MECHANICAL) (N/O) VALVE (MOTORIZED)

Figure 9-9. Citation XLS+ Fuel System Schematic

Figure 9-10. PW545 Cross Section

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

28 VDC

P3 AIR Pa

PX AIR (PX AIR)

TORQUE
MOTOR
CONTROLLING
CHANNEL BLEED-OFF
FADEC A B VALVE

LVDT

N2 SPEED
FROM PMA POSITION
SENSOR

PMA P2.8 AIR

Figure 9-12. Bleedoff Valve Schematic

TO LEFT FROM LEFT

EJECTOR PUMP TANK
TT0 SENSOR

FADEC
A
B
HIGH-PRESSURE
ENGINE PUMP
FUEL FILTER MOTIVE
BYPASS FLOW

FIREWALL
SHUTOFF
OIL IN VALVE

FUEL/OIL HEAT
EXCHANGER

OIL OUT

LOW-PRESSURE
ENGINE PUMP FUEL FLOW
TRANSMITTER

FUEL METERING
UNIT (FMU)

FLOW
DIVIDER

EMERGENCY FUEL
TO PRIMARY SHUTOFF VALVE
MANIFOLD AND
NOZZLES
TO SECONDARY
MANIFOLD AND
NOZZLES

11 HYBRID
FUEL NOZZLES

MECHANICAL
TRIGGER

Figure 9-11. Engine Fuel System

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

HEAT
EXCHANGER
#1 #2 #3 #4 #5

BYPASS
VALVE

OIL
TANK
IMPENDING
BYPASS
SWITCH CHIP
DETECTOR
OIL
FILTER
PRV
COLD START/PRESS
ADJUSTING VALVE

OIL PRESSURE
MEASURED BY
DIFFERENTIAL LEGEND
PRESSURE
PRESSURE OIL

SCAVENGE OIL

BEARINGS

FILTER

ELECTRICAL LINES

Figure 9-13. Engine Oil System

ISOLATION
VALVES PRESSURE
PRESSURE
SWITCH SWITCH
(ARM LIGHT) (ARM LIGHT)
P P

CONTROL VALVE CONTROL VALVE

FLOW VALVE FLOW VALVE

F F

PRESSURE
SWITCH
HYDRAULIC
P CONTROL
VALVE
PRESSURE
RELIEF VALVE
(1,350 PSI)

HYDRAULIC HYDRAULIC
PUMP PUMP

LEGEND
SUPPLY SUCTION

LOW LEVEL RETURN PRESSURE

SWITCH SYS HIGH
PRESSURE (MAIN)
HYDRAULIC
RESERVOIR STATIC FLOW

Figure 9-14. Thrust Reversers - Stowed

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

ISOLATION
VALVES PRESSURE
PRESSURE
SWITCH SWITCH
(ARM LIGHT) (ARM LIGHT)
P P

CONTROL VALVE CONTROL VALVE

FLOW VALVE FLOW VALVE

F F

PRESSURE
SWITCH
HYDRAULIC
P CONTROL
VALVE
PRESSURE
RELIEF VALVE
(1,350 PSI)

HYDRAULIC HYDRAULIC
PUMP PUMP

LEGEND
SUPPLY SUCTION

LOW LEVEL RETURN PRESSURE

SWITCH SYS HIGH
PRESSURE (MAIN)
HYDRAULIC
RESERVOIR STATIC FLOW

Figure 9-15. Thrust Reversers - Deployed

FIRE LOOP FIRE LOOP

BOTTLE
NO. 1

BOTTLE
NO. 2

Figure 9-16. Engine Fire Extinguishing System

LEGEND
FIRE BOTTLE NO. 1 DISCHARGE
FIRE BOTTLE NO. 2 DISCHARGE
FIRE LOOP
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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

LEGEND
475° TEMP SENSOR
560° OVERTEMP SENSOR

PRECOOLER
CROSS-FLOW P3 ENGINE
MIXER BLEED AIR FAN AIR
VALVE
FAN AIR

EXHAUST
VENT

DC
475° PRECOOLER
CONTROL
560°

PRECOOLER AIR
TO SYSTEMS
Figure 9-17. Bleed Air Precooler

DOOR SEALS

VACUUM EJECTOR
FOR OUTFLOW VALVES

23 PSI
REGULATOR
PRECOOLER
PRECOOLER

ACM
L FLOW R FLOW
CONTROL CONTROL
HIGH PRESSURE VALVE HIGH PRESSURE
BLEED AIR VALVE BLEED AIR

APU LEGEND
BAV
SERVICE AIR

APU VACUUM
BLEED AIR

TO DEICE BLEED AIR

SYSTEM

Figure 9-18. Service Air System

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CESSNA CITATION XLS+
PILOT CLIENT GUIDE

SECONDARY
SENSOR
S S

PRIMARY
SENSOR
P P
110°F/43°C
(NORM TEMP)

DC
Figure 9-19. Windshield Anti-Ice System DC
CONTROLLER CONTROLLER

220ºF T T 230ºF 230ºF T T 220ºF

CROSSFLOW
VALVE (N/C)

LEFT RIGHT
ALTERNATOR PRINTED PRINTED ALTERNATOR
CIRCUIT
T
BOARD CIRCUIT BOARD T
T 160ºF WING VALVE WING VALVE 160ºF T
(PRSOV) (PRSOV)
160ºF (N/O) (N/O) 160ºF

LEGEND
EMERGENCY
PRESSURIZATION
VALVE (N/C)
LEFT ALTERNATOR

60ºF
RIGHT ALTERNATOR
60ºF

NACELLE
T
LEFT DC CONTROLLER
T
NACELLE
VALVE VALVE
(N/O) RIGHT DC CONTROLLER
(N/O)

STATOR STATOR
VALVE VALVE
(N/O) (N/O)

T T
560ºF 560ºF

PRECOOLER PRECOOLER LEGEND

P3 P3
AIR AIR AMBIENT AIR
REGULATED AIR
LOW PRESSURE

P3 BLEED AIR

RAM AIR

Figure 9-20. Wing -Engine Anti-Ice Schematic

CXLS+ ICE-A2 rev 1.0 Copyright © 2011 FlightSafety International, Inc. Unauthorized reproduction or distribution is prohibited. WING ANTI-ICE-NORMAL OPERATION

REV 2.1 FOR TRAINING PURPOSES ONLY 9-11

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PILOT CLIENT GUIDE

160ºF SWITCH FUEL BOUNDARY

HEA
T SH
IELD
PUR
GE P
ASS
AIR A
FLO GE
W

BLE
DEFLECTOR SHIELD ED
AIR

Figure 9-21. Wing Leadeing Edge Cross Section

LOGIC
LOGIC
BOARDS
BOARDS

PRECOOLED PRECOOLED
SERVICE SERVICE
BLEED AIR BLEED AIR
(ENG OR APU) (ENG OR APU)

23 PSI PRESSURE
REGULATOR

16 PSI P P 16 PSI
SWITCH SWITCH

LEGEND
HP BLEED AIR
COMBINATION
VACUUM VACUUM PRESSURE
EJECTOR/SOLENOID
VALVES (N/C) DE-ICE BOOT PRESSURE

Figure 9-22. Tail Deice System

9-12 FOR TRAINING PURPOSES ONLY REV 2.1

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PILOT CLIENT GUIDE

LEGEND
RAM AIR
HEAT EXCHANGE EXHAUST
CONTROL PRESSURE NO. 4
HP BLEED AIR
RAM AIR COLD CONDITIONED AIR
CONTROL PRESSURE NO. 2
COLD AIR
PRIMARY HEAT
EXCHANGER

APU
BAV

SECONDARY HEAT
EXCHANGER
APU
WATER SEPARATOR
TEMPERATURE
CONTROL VALVE

FLOW
CONTROL

FAN COMPRESSOR TURBINE

PRECOOLER
38ºF

WATER
SEPARATOR

ENGINE P3
BLEED AIR

420ºF
ACM OVERTEMP
SWITCH

ACM EXHAUST

TO MIXING MUFF/
WEMAC DISTRIBUTION

Figure 9-23. Enviromental Control Unit

ENGINE P3
BLEED AIR

DUCT TEMPERATURE PRECOOLER

COCKPIT ZONE SENSOR SENSOR
DUCT OVERHEAT
SWITCH
475°F T
T T
CONSOLE RIGHT FLOW 560°F
T
GASPER CONTROL (N/O)
VENT Z ARMREST MIXING OZONE
MUFF WATER
CONVERTER
FLOOR SEPARATOR
TCV TCV

APU
GASPER VENT WATER BAV
SEPARATOR

T
CABIN ZONE APU
GASPER VENT SENSOR 38°F
ACM
Z TCV
AISLE OZONE
CONVERTER
FLOOR MIXING
MUFF
CONSOLE ARMREST LEFT FLOW
CONTROL (N/O) 560°F T
GASPER T T
VENT 475°F T

AFT PRESSURE
BULKHEAD
PRECOOLER
DUCT TEMPERATURE
SENSOR
FOOTWARMERS ENGINE P3
BLEED AIR
DUCT OVERHEAT
SWITCH

EMER VALVE
TO WING ANTI-ICE
(PRSOV) (N/C)
LEGEND
WING ANTI-ICE VALVE PRECOOLED BLEED AIR
(16 PSI PRSOV)
COLD ACM AIR
CABIN/COCKPIT UNDER-FLOOR DUCTING

STATIC FLOW

Figure 9-24. Air Conditioning Schematic

REV 2.1 FOR TRAINING PURPOSES ONLY 9-13

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

OUTSIDE
STATIC
SOURCE
NOSE WHEEL
WELL STATIC
SOURCE 9.5 PSI PRESSURE
DIFFERENTIAL LIMITER
SECONDARY
MANUAL OUTFLOW
TOGGLE 14,500 FT VALVE
VALVE ALTITUDE LIMITER

DIVE
SOLENOID
SHUTTLE
VALVE
CLIMB PRIMARY
SOLENOID OUTFLOW
6 PSI SERVICE VALVE
BLEED AIR

AMBIENT CABIN VACUUM

PRESSURE EJECTOR
>6 PSI

VACUUM

23 PSI SERVICE
BLEED AIR

LEGEND
STATIC PRESSURE
SERVICE AIR
CABIN AIR
VACUUM
HP BLEED AIR
LP BLEED AIR

Figure 9-25. Pressurization System

Max Delta P Limit Autoschedule Boundary

45,000

40,000 Cruise @ FL410

35,000

Aircraft 30,000 Descent to SLA

Altitude
25,000
(Feet) Climb to FL410
20,000
Cabin @ SLA
15,000 1500 ft above SLA
Take off
10000 from 1000 FT

5,000 Negative Delta P Limit

0
0 2,000 4,000 6,000 8,000 10,000 12,000 14,000
Cabin Altitude (Feet)

Figure 9-26. Autoschedule Boundary - Low Altitude

9-14 FOR TRAINING PURPOSES ONLY REV 2.1

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

45,000
Aircraft climbs to
40,000 Cruise @ FL450

35,000
Cabin Holds @ 7800 ft until
Cabin Climbs Acft descends below FL 245
30,000 to and maintains
Aircraft 7800 ft. at 600 FPM
Altitude 25,000 Cabin Climbs to
Landing Field
(FT) (NLT 1500 AGL)
20,000

15,000 Takeoff from

3000 ft
10,000

5,000

0
0 2,000 4,000 6,000 8,000 10,000 12,000 14,000
Cabin Altitude (FT)

Figure 9-27. High Altitude Landing

45,000
Cruise @ FL450
40,000

35,000
Cabin will reach 8000 ft with
30,000 Acft at approx. FL 250
Aircraft
Altitude 25,000
(FT) Descent to
20,000
SLA
Climb to Takeoff from
15,000 FL 450 14000 ft

10,000

5,000

0
0 2,000 4,000 6,000 8,000 10,000 12,000 14,000
Cabin Altitude (FT)

Figure 9-28. High Altitude Departure

REV 2.1 FOR TRAINING PURPOSES ONLY 9-15

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PILOT CLIENT GUIDE

F F

LANDING
GEAR
HYDRAULIC CONTROL
VALVE
(LOADING VALVE)
SPEED-
BRAKES

WING FLAPS

FILTER FILTER

HORIZONTAL
STABILIZER

THRUST PRESSURE
REVERSERS SWITCH
P

RELIEF VALVE

FILTER FILTER

LEFT ENGINE FIREWALL FIREWALL RIGHT ENGINE

PUMP SHUTOFF SHUTOFF PUMP
MOTORIZED MOTORIZED
VALVE VALVE

LEGEND
HYDRAULIC RESERVOIR SUPPLY SUCTION
(TAIL CONE)
RETURN PRESSURE
HYDRAULIC LOW SYS HIGH
LEVEL SWITCH PRESSURE (MAIN)

Figure 9-29. Hydraulic System - Open Center

EMERGENCY FLUID
CONTROL VALVE RETURN VALVE
PRESSURE FROM TO HYDRAULIC RESERVOIR
HYDRAULIC PUMP

LANDING
GEAR
BLOWDOWN

UPLOCK UPLOCK
SHUTTLE
VALVE

NITROGEN
BLOWDOWN
BOTTLE

SHUTTLE VALVE
LANDING
GEAR
ACTUATOR LANDING
GEAR
ACTUATOR

UPLOCK

LEGEND
SYSTEM HIGH
PRESSURE
RETURN PRESSURE

EMERGENCY NITROGEN

STATIC FLOW

Figure 9-30. Landing Gear System - Normal Extension

9-16 FOR TRAINING PURPOSES ONLY REV 2.1

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

EMERGENCY FLUID
CONTROL VALVE RETURN VALVE
PRESSURE FROM
TO HYDRAULIC RESERVOIR
HYDRAULIC PUMP

LANDING
GEAR
BLOWDOWN

UPLOCK UPLOCK
SHUTTLE
VALVE

NITROGEN
BLOWDOWN
BOTTLE

SHUTTLE VALVE
LANDING
GEAR
ACTUATOR LANDING
GEAR
ACTUATOR

UPLOCK

LEGEND
SYSTEM HIGH
PRESSURE
RETURN PRESSURE

EMERGENCY NITROGEN

STATIC FLOW

Figure 9-31. Landing Gear System - Normal Retraction

EMERGENCY FLUID
CONTROL VALVE RETURN VALVE
PRESSURE FROM TO HYDRAULIC RESERVOIR
HYDRAULIC PUMP

LANDING
GEAR
BLOWDOWN

UPLOCK UPLOCK
SHUTTLE
VALVE

NITROGEN
BLOWDOWN
BOTTLE

SHUTTLE VALVE
LANDING
GEAR
ACTUATOR LANDING
GEAR
ACTUATOR

UPLOCK

LEGEND
SYSTEM HIGH
PRESSURE
RETURN PRESSURE

EMERGENCY NITROGEN

STATIC FLOW

Figure 9-32. Landing Gear System - Emergency Extension

REV 2.1 FOR TRAINING PURPOSES ONLY 9-17

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

PILOT/COPILOT RUDDER PEDALS

CABIN PRESSURE

POWER BRAKE
PUMP MOTOR
FLUID RESERVOIR

P 1,230–1,500 PSI
P 900 PSI

POWER
PEDAL CABLES BRAKE
VALVE

ANTISKID
SERVO
VALVE

DIGITAL ANTISKID
CONTROL UNIT ACCUMULATOR

28 VDC MAIN

PARKING BRAKE
VALVE

BRAKE SHUTTLE
VALVE ASSEMBLIES
LEGEND
RETURN
PNEUMATIC LINE PRESSURE
SYS HIGH
PRESSIRE (MAIN)
EMERGENCY BRAKE
VALVE METERED BRAKE
PRESSURE
NITROGEN EMERGENCY
VENT BLOWDOWN NITROGEN
BOTTLE
CABIN PRESSURE

Figure 9-33. Power Brake/Antiskid System

RUDDER
ELEVATOR TRIM TAB

RUDDER TRIM TAB

ELEVATOR TRIM TAB

ELEVATOR
AILERON

FLAPS

SPEED BRAKES

AILERON TRIM TAB

Figure 9-34. Flight Control Surfaces

9-18 FOR TRAINING PURPOSES ONLY REV 2.1

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

L SPEEDBRAKE R SPEEDBRAKE
ACTUATOR ACTUATOR

CONTROL VALVE BYPASS SAFETY

VALVE

CHECK
VALVE

HYDRAULIC
PUMP

SYSTEM LOADING
1,500 PSI PRESSURE
VALVE
RELIEF VALVE

HYDRAULIC LEGEND
RESERVOIR SUPPLY SUCTION
RETURN PRESSURE
SYS HIGH PRESSURE (MAIN)

Figure 9-35. Speedbrake System - Normal Operation (Extended)

FLAP CONTROL
VALVE (EMER BUS)
HYDRAULIC
PRESSURE
SWITCH
P

HYDRAULIC
PUMP

HYDRAULIC CONTROL
HYDRAULIC VALVE (LOADING VALVE)(N/O)
RESERVOIR

STABILIZER
POSITION
HORZ STAB
CONTROL VALVE
(EMER BUS) +1
PCB -2
(UP) (DN)

PRIMARY AIR DATA

ARMING COMPUTERS INPUT
VALVE HYDROMECHANICAL
ACTUATOR

LEGEND
SUPPLY SUCTION
RETURN PRESSURE
SYS HIGH PRESSURE (MAIN)
STATIC FLOW

Figure 9-36. Two-Position Horizontial Stabilizer

REV 2.1 FOR TRAINING PURPOSES ONLY 9-19

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

HEATER
BLANKET

BIAS
ACTUATOR
SHUTOFF
VALVE

LEGEND
BLEED AIR

Figure 9-37. Rudder Bias System

HEATER
BLANKET

BIAS
VALVE

LEGEND
STATIC FLOW

BLEED AIR

Figure 9-38. Rudder Bias System - Engine Failure

9-20 FOR TRAINING PURPOSES ONLY REV 2.1

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

N1 % ITT °C FUEL QTY HDG TO

HDG TO 90.3 750 50.3 N2
% 50.3 LBS FUEL BOOST PUMP ON R LNV1 ALTS
LNV1 ALTS PITOT/STATIC COLD L - R - STBY 5 0 00
5 0 00 T
100
T 700 OIL PSI OIL °C 3000
80
20 4
80

RTA
20 4 O O AOA 5 00
AOA 5 00 90 2
2 650 1.0 60
2000 10
1.0 60 KICT 10-9 AIRPORT, AIRPORT INFO
10
4 00 80
600
.8 4 00 1
.8 1 60
40
60 1000 Licensed to Chris Wilson. Printed on 25Mar 2008 JEPPESEN
.6 --- 1340
.6 --- 1320 40 400 FUEL
Notice: After Apr 2008 0901Z, this chart may no longer be valid. Disc 06-2008 JeppView 3.5.2.0
.4
20
3 00
20 KICT/ICT JEPPESEN
WICHITA, KAN 1
.4 1 220 PPH 220 Apt Elev 1333‘ 5 oct 07 10-9 VT 160
10
VT 160 24.1 24.1 200 N37 39.0 W097 26.0 WICHITA MID-CONTINENT .2
.2 10 13 °C 13 2350 2300 ATIS WICHITA Clearance Ground Tower WICHITA Departure (R)
V2 114
2 00 2
.15
V2 114 2 00 2 125.15 ACARS:
125.7 121.9 118.2 126.7 134.85
191° - 009° 010° - 190° 010° - 190°
at or below 4000‘
.15 VR 104
20
TWIP
VR 104 VOT 114.0 134.8 V1 97 4
KUDPY
V1 97 20 4 0
0
97-27 97-26 97-25
29.92 STD
29.92 STD 015 TERM HDG 015 015
TERM HDG 015 015 HDG015 N 3 MSG
FMS1
H1

E
MSG H
FMS2

06°
HS1
DTK 059
37-40 37-40

FMS1 KUDPY
1386‘
DTK 059 N 3
DTK 059 N 3 6 Taxiing aircraft should use caution J
TTG - - : - - KUDPY 6

33
in early morning & late afternoon
Elev 19L
KUDPY 6 19R 33
14.8NM 14.8NM
hours. Sun glare may make visual L1 1330‘ A1 A 194°

33
recognition of signs & pavement D 194°

14.8NM
L A2 Elev 1320‘
markers difficult. M
A3
L D M1
A4 N

30
14 5

E
C
10 C A5 M TFC

30
144°
5
D1 A5

E
TFC TFC Elev 1333‘ HS4 A6
A M2
TA ONLY

PFD
C
5
Control
TA ONLY TA ONLY 1427‘
C
Tower
1446‘ A7
N M3

KICT D A7 M4

12
W
M5
A
C2
PRESET

12
N

1‘ 3140m
K1 C

MFD
A8

PFD
PRESET 1392‘
D2 K C1 A8 M6

MFD
R HS2
37-39 R 37-39 15

24
B M
B

10,30
B B
TERR
15 B B

24
G

630
B1

‘ 2225m
WX HS3 G 21 S
TERR
STBY

1‘
S
21 TERR WX

1921
Elev

7301
WX T0.0 D3 1321‘ E3
F

m
E1
Elev 1322‘ E2 M7
D
GS 0 TAS 0 SAT 15 °C ISA +3 °C 32 1R COM1 118.200 COM2 126.700 ATC 1432 RAT 15 °C UTC 22:28
COM1 118.200 COM2 126.700 ATC 1432 RAT 15 °C UTC 22:28 GS 0 TAS 0 324°
014° SAT 15 °C ISA +3 °C

REVERSIONARY
SWITCHING

FSU
XMWR EDU
(OPTION)
FSU UPR ESC DATA MEM CHART UPR ESC DATA MEM CHART
(OPTION)
MENU BASE 1 MENU BASE 1
MENU
LWR MENU DATA
DATA MEM MENU
LWR MENU DATA
DATA MEM
ADV
MENU ADV 2 ADV
MENU ADV 2

CURSR
USH
MEM ZOOM CURSR
USH
MEM ZOOM

P
EL C
3 – + EL C
3 – +

S
T

T
E E

ECU
NAV TERR/ TFC DME-H FREQ NEXT TUNE/ NAV TERR/ TFC DME-H FREQ NEXT TUNE/
DATA WX PAGE CNTRL DATA WX PAGE CNTRL
RADIO DATA RADIO DATA
CKLST ATC ADV CKLST ATC ADV
MODE MODE
USH USH

P
CAS IDENT EL C CAS IDENT EL C

S
T

T
E E
Collins Collins

CCP CCP
PFD TERR/ PFD TERR/
ENG NAV MENU ESC FRMT TFC ENG NAV ESC FRMT TFC
WX MENU WX

CCP MENU DATA TILT RANGE TILT RANGE

BARO ET BARO CCP MENU DATA
ET
MENU ADV MENU ADV

ADC ADC
PUSH USH TBY PUSH USH TBY
P

WXR

S
EL C WXR
S

EL C
NO
E

T
NO
STD E
REFS RADAR STD
REFS RADAR

DCP DCP

ECU
DOWN

ECU
FD VS FLC NAV HDG APPR ALT YD AP FD

CRS1 SPEED HDG ALT CRS2

YD/AP DISC
PUSH PUSH PUSH PUSH PUSH

AHC
1/2 AP
VNAV B/C
BANK XFR
D S/ SY C D
IA

IRECT A N CEL IR ECT

H

MAC

C
N

AHC
UP

FGP FDU
FDU
RAD ALT
IAPS
Collins

DIGITAL BUSES LH RH DIGITAL BUSES

Collins
ACT LEGS 1/4
SEQUENCE TUNE 1/2
RW01R AUTO/INHIBIT COM1 COM2
059° 14.8NM
KUDPY –––/––––– 118.200 126.700
059° 9.0NM PRESET RECALL
INDIC –––/––––– 124.600 121.900
060° 36.8NM NAV1 NAV2
AGEXY –––/––––– 113.80 112.80
057° 14.1NM DME1 DME2
EMP –––/––––– HOLD HOLD
–––––––––––––––––––––––– ATC1 TCAS MODE
<RWY UPDATE LEGWIND> 1432 TA/RA/STBY
ADF REL

PWR PWR
[ ]
226.0 TCAS>
MSG EXEC [ ]

DEP MFD MFD MFD MSG EXEC

DIR FPLN LEGS ARR PERF MENU ADV DATA PREV NEXT

CLR DIR FPLN LEGS DEP PERF MFD MFD MFD PREV NEXT
IDX 1 2 3 A B C D E F G DEL ARR MENU ADV DATA

CLR
TUN 4 5 6 H I J K L M N BRT
DIM
IDX 1 2 3 A B C D E F G DEL

IOC IOC * OPTION

7 8 9 O P Q R S T U TUN 4 5 6 H I J K L M N BRT
DIM

0 +/– V W X Y Z SP / 7 8 9 O P Q R S T U
0 +/– V W X Y Z SP /

CDU FGC FGC CDU

FMS FMS*
IEC MDC
RIU CSU CSU RIU

CTL COM1

NAV1
COM2

NAV2 DME1
HF

DME2 MKR ADF

PA

INPH V BOTH ID ST VOX MUTE SPKR HDPH

COM1

NAV1
COM2

NAV2 DME1
HF

DME2 MKR ADF

PA

ACP
INPH V BOTH ID ST VOX MUTE SPKR HDPH

ACP

VHF
VHF RUDDER AILERON ELEVATOR ELEVATOR
TRIM

NAV NAV
(OPTION ADF)

DBU
ENGINE AND AIRCRAFT
DME INTERFACE DME
(OPTION)

VHF3 (DATALINK/UV DCU

WXR) (OPTION)

FADEC ENGINE FADEC

GPS INTERFACE
GPS
(OPTION)

TRE

HF-9041 HF-9031A
(OPTION) TA/RA
(OPTION)

TDR
TDR TTR (TCAS II)

Figure 9-39. Avionics System Block Diagram

REV 2.1 FOR TRAINING PURPOSES ONLY 9-21

CESSNA CITATION XLS+
PILOT CLIENT GUIDE

DISPLAY EXECUTE
MESSAGES MSG EXEC "OR SAVE"

CDU PAGE
-
DIRECT TO DEP MFD MFD MFD NEXT CONTROL
DIR FPLN LEGS PERF PREV
ARR MENU ADV DATA
NEAREST AIRPORTS
CLEAR
CLR DELETE
IDX DEP ARR DEL
MCDU MAP MAP
COPY MENU CTR MAPS DISPLAY
ACTIVE BRIGHTNESS
STATUS ACT FPLN BRT
TUN DIM
SEC
POS INIT FPLN TOGGLES
SEC FPLN
NEAREST AIRPORTS
VOR CTL
OFFSET
OTHER
TEXT TEXT HI NAVAIDS
GPS CTL DATA
MENU PAGES LO NAVAIDS
FMS CTL INTERS
AUTO/
INHIBIT PERF INIT
FREQUENCY SEQUENCE APTS
VNAV SETUP FPLN PROG TERM WPTS
FIX LEG
WIND FLT LOG NAV STATUS WINDOW
HOLD
COM NDBS
FUEL MGMT POS SUMMARY
PROG ETA
NAV POS REPORT
SEC FPLN SPEED
AUTO/MAN VOR STATUS
ROUTE MENU MODE RNG: ALT SEL
LRN STATUS ALTITUDE
DATA BASE ADF
LRN POS
DB DISK OPS
ATC ALTN FPLN

DEFAULTS
SIDE
L/R
ARR DATA

Figure 9-40. Collins FMS Key Map

FILLER VALVE &

OVERBOARD PROTECTIVE CAP
DISCHARGE
INDICATOR 5A
COPILOT
FACE MASK 28 VDC
ALTITUDE
PRESSURE
SHUTOFF VALVE/ SWITCH
PRESSURE REGULATOR (14,500 FT)

CHECK OVERHEAD
VALVE DROP BOX

PILOT
SOLENOID FACE MASK

LEGEND
OXYGEN SUPPLY
(HI PRESS)
OXYGEN CYLINDER
OXYGEN SUPPLY
(REG MED PRESS)
OXYGEN STATIC FLOW
SELECTOR
SWITCH

Figure 9-41. Oxygen System Schematic

9-22 FOR TRAINING PURPOSES ONLY REV 2.1