Flight Controls

Flight Controls

General
The primary flight controls (Figure 13-1 for CH and Figure 13-2 for SIi) consist
of the ailerons, elevators, and rudder. The mechanically driven flight controls
operate through input received from the cockpit via direct cable.
The secondary flight controls are electrícally controlled and actuated by either
electric or hydraulic systems. The Citation II flaps are electrically controlled and
actuated; the SIi flaps are electrically controlled and hydraulically actuated.
Speedbrakes on both Citation II and SIi units are electrically controlled and
hydraulicallly actuated.
Trim tabs on the left aileron, elevators, and rudder provide for roll, yaw, and pitch
trim respectively. In addition to the primary and secondary flight controls, stall
warning devices complete the flight controls system.
NOTE: Takeoff is prohibited with ice, J5now, or slush adhering to the
following critica! areas:
• Flight control surfaces including hinge gaps
• Horizontal stabillzer
• Vertical stabilizer

Cltatlon 11/SII For Tralnlng Purposes Only 13-3

May2010
 Expanded Normal Procedu res

Reverser Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

Do not exceed 79% N 1 when OAT Is below-18ºC (0ºF) or 86% N 1 at or above
-1 BºC (0ºF). Once the thrust revarsars are deployed. move tha lavars aft to
maximum reverse thrust. Stops on tha lavars provide 86% N, on a -18ºC (0ºF)
day at sea level so the pilot ,can kaep his attenUon on the landing rollout.
The factory setting results in lower than 86% N, al warmer temperaturas and
may be reset for hlgher N, if temperaturas are predominantly warmer. Do not
exceed 86% N 1•
At60KIAS:
Thru1t Reverser Levers ... . ..... . .... .. ... .. .... .. .. IDLE REVERSE
Wilh the thrust reverser levers in the IDLE REVERSE detenl, leave the
reversers deployed for aerodynamic drag. Commence thrust reversing and
braking according to runway length. With excess runway, normally begin
braking after thrust reverser deceleraUon is below 60 Kts.
Use caution on runways with small loose gravel that may be ingested in the
engine at idle reverse at low taxi speed.

After Landing
Accomplish this checklist after the alrcraft Is clear of the runway.
Thru1t Reversers (lf lnstalled) • . • • . . • . . . . . • . . . . • . . . . • • • . . . • . . STOW
Flapl/Trlm. • • . . . . . . . . . • . • . . . . . • . • . . • . . . . . . . . • . . . . . • . . . • • • UP/SET
On the SIi, check that the HYD PRESS ON annunciator exlinguishes after
the flaps are up. Taxiing wlth flaps extended on a snow- or slush-covered
taxiway could result in obstruction of the flaps.
Speedbrakea . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
Check that the SPD BRAKE EXTENDED (unlta 002 to 505)/SPEED BRAKE
EXTEND (unlt 550 and aubaequent; SIi) and HYD PRESS ON annunciators
exUnguish.
lgnltion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Pltot Heat/Antl-lce . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
W/S BLEED AJR may be used as required in falling precipitation. 'furn engine
anti-ice ON and operate the engines at or above 65% N 2 for a minimum
of one minute out of every tour minutes if taxiing in visible moisture with
temperaturas between 10ºC (50ºF) and -30ºC (-22ºF). Ensure the PITOT &
STATIC switch is OFF.
CAUTION
Operat.lon of the PITOT & STATIC heat on the ground for over 2 minutes
may result In damage to the AOA system.

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

Recognition light lífe is shortened considerably if used duri ng ground
operalions.
Antl-Skld Switch (unlta 002 to 436) .. .. . . . .. . .. . .. .. . . .. . . . . . . . . OFF
Radar ....... ... .. . .. . . . . .. ......... .. .. . .... ... .. OFF/STANDBY
Tranaponder... . ... .. . . ....... .. .... .. ... .. . . .. .. .. OFF/STANDBY

Cltaüon 11/SII For Training Purposes Only 5-23

May 2010
 Expanded Normal Procedures

Cold Weather Operations

Ground Deice/Anti-lce Operations

During cold wealher operations, flight crews are responsible for ensuring !he
aira-aft is free of ice contaminants.
Ground icing may occur al temperatures of 10ºC (SOºF) or colder wilh high
humidily. To comply with FAA regulations (clean wing concept) requiring critica!
component airframe deicing and anti-icing, Type I deice fluids and Type IUIV
anti-ice fluids can be used sequentially.
The PIC or Seoond-ln-Command (SIC) should supervise line personnel to ensure
proper application of eilher fluid.

Deicing Supplemental lnformation

This section provides supplementary information on aircraft deicing, anti-icing/
deicing fluids , deicing procedures, and aircraft operating procedures. Consult !he
AFM, Maintenance Manual Chapter 12- Servicing, and FAA.Advisory Circulars
for deicing procedures. fluid specifications, recommendations, and hazards.
NOTE: Flight crews shoold refamiliarize themsetves seasonally wilh
Cessna Maintenance Manual Chapter 12 and FAA Advisory
Circular AC120-58, dated September 9, 1992 or later, for expanded
deice and anti-ice procedures.
Federal Aviation Regulations (FARs) prohibit takeoff with snow, ice, or frost
adhering to lhe wings and control surfaces of the aircraft. ll is lhe responsibilily
of the pilot-in-command to ensure lhe aircraft is free of snow, ice, or frost before
takeoff.
Failure to adequately deice the aira-aft can result in seriously degraded aircraft
performance, loss of lift, and erratic engine and flight instrument indications.
Following extended high-altitude flight, frost can form at ambient temperatures
above freezing on the wing's underside in the fuel tank areas. Refueling the
aircraft wilh warmer fuel usually melts the frost.
CAUTION
Type I and Type IUIV ffuids are not compatible and may not be mixed.
Additionally, most manufacturers prohibit mixing of brands within type.

NOTE: The first area to be deiced/anti-iced should be easily visible from

!he cabin/cockpit and should be used to provide a conservative
estirnate for unseen areas of the aircraft before initiating takeoff
roll.

Citation IUSII ForTraining Purposes Only 5-35

May 2010
_,,,4
CAE-

Delclng
When necessary, use the following methods to deice the aircraft:
• plac ing the aircraft in a warm hangar until the ice melts
• mechanicaly brushlng the snow or ice off with brooms. brushes, or other
means
• applying a heated water/glycol solution (one-step procedure)
• applying heated water followed by an undiluted glycol-based fluid (two-step
procedure).
NOTE: Holdover time is the estimated time that an anti-icing/deicing
fluid protects a trutad surface from ice or frost fonnation.

Delclng Flulds
Two types of anti-icing/delcing fluids are in commercial use: SAE/IS0 Types 1
and 11/IV. Type I fluids are used generally in North America. Type I1/IV fluids. also
referred to as AEA Type 11/IV, are used generally in Europe.
Type I fluids are unthickened glycol-based fluids that are usually diluted with
water and applied hot; they provide limit.ed holdover time.
Type 11/IV fluids are thickened glycol-based fluids that are usuaUy applied cold on
a deiced aircraft; they provide longer holdover times than Type I fluids.
CAUTION
Type 11/IV FPD generally should not be applled forward of the wlng leadlng
edges. lf used for delclng, do not apply forward of cockpit windows.
Ensure that radome and cockpit windows are clean.

CAUTION
lf englnes are runnlng when sprayfng of delclng flulds Is In progress, tum
cabln and crew condltloning swltches to OFF.

Many factors influence snow. ice. and frost accumulation and the effectiveness
of deicing fluids. These factors include:
• ambient temperature and aircraft surface temperature
• relatíve humidity, precipitation type, and rate
• wind velocity and direction
• operation on snow, slush, or wet surfaces
• operation near other aircraft, equlpment, and buildlngs
• presence of delcing fluid and its type, dilution strength, and application
method.

5-36 For Tralnlng Purposes Only Cltatlon 11/SII

May 2010
 Expanded Normal Procedures

Deicing Procedures
One-step deicing involves spraying lhe aircraft with a heated, diluted deicing/
anti-icing fluid to remove ice, snow, or frost. The fluid coating then provides
limited protection from further accumulation.
Two-step deicing involves spraying lhe aircraft with hot water or a hot water/
deicing fluid mixture to remove any ice, snow, or frost accumulation followed
immediately by treatment with anti-ícing fluid (usually Type 11/IV FPD fluid).
Deice the aircraft from top to bottom. Avoid flushing snow, ice, or frost onto treated
areas. Start the deicing process by treatíng the horizontal stabilizer foUowed by
the vertical stabilizer. Continue by treating the fuselage top and sides. FinaUy,
apply deicing fluid to the wings.
CAUTION
The time of protectlon wlll be ahortened In:
• heavy weather condltlona
• heavy precipitation ratea or high moiature content
• high wind velocity
• jet blast
• when alrcraft akln t.e mperature Is lower than OAT.

Deicing fluid should not be applied to:

• pitot/static tubes, static ports, temperature probes, AOA vanes, or TAT
probe
• gaps between control surfaces and airfoil
• cockpit windows
• passenger windows
• air and engine inlets and exhausts
• vents and draíns
• wing and control surface trailing edges
• brakes.
Deicing fluid sprayed into an operating engine can introduce smoke or vapors
into the cabin and cockpit and pose a serious fire hazard.
Do not use deicing fluid to deice englnes. Mechanically remove snow and ice
frorn the engine inlet. Check the first stage fan blades for freedom of movement.
lf engine does not rotate freely, deice engine with hot air.
CAUTION
Do not use deicing fluid for engines. After deicing engine, start engine(s)
immediately to prevent any reicing condition. Select engine anti-ice on
after englne start.

Cltatlon IUSII For Trainlng Purposes Onty 5-37

May 2010
 During deicing observe the following:
• When applying fluid , avoid pressures 300 PSI or greater.
• Exercise extreme caution when moving deicing equipment around aircrafl
Maintain adequate separation between equipment and aircraft.
• A fine mist of deicing fluid applied two or three times provides better anti-icing
protection than a single heavy application.
• Apply deicing fluid to lower surfaces if anticipatlng taxi and takeoff through
snow.
• Follow all deicing fluid manufacturer's recommendations and procedures.
• Do not use diluted deicing fluid for anti-icing. Melting snow will further dilute
the solution and refreezing can occur.
• After deicing the aircraft nose, wipe all remaining traces of fluid frorn area in
front of windshield.
CAUTION
After delclng w lngs and empennage, check flap wells for s lush and/or lee
accumulatlons. Ensure that aU draln holes are clear.

CAUTION
Check all primary flight control surfaces by hand movement through full
travel stop before any movement is attempted w ith control wheel, yoke,
or rudder pedals. Trim and control tabs should be operated through full
travel range.

After aircraft deícing and anti-icing, visually inspect the following areas to ensure
that they are free from ice, snow, and frost acc umulations:
• wing leading edges, upper and lower surfaces
• vertical and horizontal stabilizer leading edges, side panels, and upper and
lower surfaces
• ailerons. elevator. and rudder
• flaps, flap tracks, and flap drive mechanisms
• ground and ftight spoilers
• engine inlets and exhausts
• cockpit windows
• communication and navigation antennas
• fuselage
• AOA probes, pitot tubes, static ports, and SAT/TAS probe
• fuel lank venls
• cooling air inlets and exhausts
• lending gear including brakes, wheels. tires, struts, and doors.
When unsure of wing cleanliness. perform a "hands on· inspection to verify that
all wing surfaces are clean of ice, snow, and frost.

5-38 For Tralning Purposes Only Cltatlon 11/SII

May 2010
 Expanded Normal Procedures

When performing snow removal, observe the following :

• Do not use isopropyt alcohol on rubber or plaslic components.
• Do not use isopropyt alcohol on windows or above fuselage window line.
Alcohol aazes and cracks acrytic windows.
• Remove ali snow accumulalions on fuselage forward of windshield. Avoid
damage to pitot tubes.
• Avoid using deicing fluid ror snow removal. Dilution of deicing fluid by melted
snow results in a weak mixture that can refreeze.
• Do not use tools to scrape, scratch, or chip ice from surfaces or from between
fixed and rnoveable surfaces or components.
• Do not beat aircraft surface to loosen ice.
• Avoid hot air temperatures above 93_3•c (200. F) when using heat to melt
snow, Ice. or frosl
• Use hot alr carefully around windows. Excesslve temperatures on windows
can crack or craze cold windows.
• Exerdse extreme care when using hol air to prevent damage to hoses,
painted surfaces, and acrylic, plastic, fiberglass, and rubber components.

Cltatlon 11/SU For Training Purposes Only 5-39

May2010
.-,,4
CAE-

Spraying Technique - Type 1

Spray Type I fluid on the aircraft (with engines OFF) in a manner that minimizes
heat loss to lhe air. lf possible, spray fluid in a solid oone pattem of large ooarse
droplets ata temperatureof 71 to 82ºC (160 to 180ºF). Spray lhefluíd as close as
possible to the aircraft surfaces, but no closer than 10 ft. if using a high pressure
nozzle.

Type I Fluid Spray Pattern

PAY SPECIALATTENTION TO THE GAPS
BETWEEN THE FUGHT CONTROLS.
AlL SNOW. ICE ANO SLUSH MUST
BE REMOVED FROM THESE GAPS

REMOVE ENGINE INLETS

ICE. ANOS
.\T""!¡,.c.._CLEARED FROM
FAOMAN ALLSNOW. ICE,
ATTACKV ANOSLUSHBY
BY HANOONLY

LANOING GEAR OOORS

ANO WHEEL WELLS MUST BE
FREE OF SNOW, ICE, ANO SLUSH

NOTE: IH.aED MEAS INDICATE ESSENTIAL AIIEAS

10BEDBCED.

NOTE: -■■- DIRECT SPRAY AIEAS INCLUDE

ENGINE N.ETS, ENGINE EXHAUST, RAII AIR INLETS,
BRAICES, PITOT HEADS, STATIC PORTS, WINDt"IFl O,
CABIN WINDOWS, ANO AOA VAHES
Figura 5-10: Type I Fluid Spray Pattem

For Tralnlng Purposes Only Cltatlon 11/SII

May 2010
 Expanded Normal Procedures

Spraying Technique-Type 11/IV

Apply Type IVIV ftuid cold to a ·cIean" aircraft. lt may also be heated and sprayed
as a deicing ftuid; if so, consider it a Type I fluid because heat may change the
characteristics of !he thickening agents in the ftuid. When applied in this manner,
Type 11/IV fluid is not as effective as if it were applíed cold.
Type IVIV ftuid application techniques are the same as for Type 1, except that,
because the aircraft is already clean, the application should last only long enough
to property coat aircraft surfaces.

Type 11/IV Fluid Spray Pattern

NOTE: SHADED AREAS INDICATE ESSENTIAL AREAS

TO BE ANTMCED.

NOTE: ..NIMUII DIRECT SPRAY AREAS INCLUDE

ENGINE INLETS, ENGINE EXHAUST, RAM AIR INLETS,
BRAKES, PfTQT HEAD$, $TATIC PORTS, WINDSHIELD,
CABIN WINDOWS, AND AOA VANES
Flgu,. 5-11: Type 11/IV Fluid Spray Pattem

Cltation 11/SII For Tralnlng Purposes Only 5-41

May 2010
 May 2010

Preflight
During preflight preparation, inspect the areas where surface snow or frost
can change or affect nonnal system operations. Supplemental preflight checks
include the following.
Ali Protection Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Ensure wing leading edges, ali control surfaces, tab surfaces, and control
cavities are free of ice or snow. Check control cavities for drainage after snow
removal because water puddles may re-freeze in !light
Generator lnlets .•.. • • •• • • .. • •.• . . • •• • •• • . • •. . •.••.. . . •• • • • CLEAR
Vertfy generator inlets are clear of intemal ice and snow.
Englne lnlets/Fan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR/FREE
Verify that the cowling inlet and tailcone air inlet are free of ice or snow and
that the engine fan is free to rotate.
Fuel Tank Vents . . . . • • • • . • . . • • • • . . • • • . • • • . • • . . . . • • . . . . • • • • CHECK
Check fuel tank vents; remove all traces of ice or snow.
Fuel Drains .. ........ . ....................... ALL WATER DRAINED
Pitot Heads and Static Ports . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR OF ICE
Water rundowi, resulting frorn snow removal may re-freeze immediately
forward of the static ports. This ice buildup causes disturbed airflow over the
static ports and can cause erroneous static readings even though the static
ports themselves are clear.
Landing Gear Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Make sure the landing gear doors are unobstructed and free of impacted ice
orsnow.
Alr Condltlonlng lnlets and Exlts •• . . •• • • .• •..• . . . .• •.• • . •• • • • CLEAR
Verify that the air inlets and exits are clear of Ice or snow.
Alrcraft Delclng . . •. •. .•. •• .•••...•• .• .• •. ••. • • . ••. .. .• COMPLETE
For different deicing ffuids, the times of protection (the holdover times)
vary considerably. Furtherrnore, these times depend to a large extent on
meteorological conditions. (See Supplemental Deicing information in AFM)
Preliminary Coclq>it Preparations . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL/SERVICE
Check that battery is installed, preheated, and fully charged. Mínimum voltage
is24 VDC.
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREHEAT
To preheat an engine, instan the engine covers and direct hot air lhrough the
oíl filler access door.

!M2 For Training Pwposes Only Citation 11/SII

May 2010
 Expanded Normal Procedures

GPU Start OPua....

Llfflttatloe
lf aircraft is cold-soaked below -1o•c (14. F), use a ground power unit and/or
Minlmum englne
praheat procedura for starting. oíl t&mperatu,e for
statting ls -4o•c
(-4Q'F),
Engine Start
During cold weather starts, initial oil pressure may be slow in rising: the oil
pressure annunciator may remain illuminated longar than normal.

After Engine Start

lnstruments .• . •• . ••• . ••••.• . •..• . ••.•••••.••. • OBSERVE NORMAL
Observe that engine instruments display approximately normal indications
wlthin a short time after raaching idle.
Englne 011 Pressu,. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
During cold weather starts, the oH pressure may temporarily exceed maximum
pressure limits until the oil temperatura rises . At low ambient temperaturas, a
temporary high pressure above maximum limíts may be tolerated: however.
delay takeoff until the pressure drops below maximum limits.
NOTE: With temperatura -1s•c (5. F) or below, the windshield heat
rotary test may not function . The EFIS system may raquira as
long as 20 minutes to align.

Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
During operation frorn snow-covered runways, engíne anti-ice should be on
during taxi and takeoff. Precede takeoff with a statlc engine run-op to as high
a power level as practica! to ensura observatlon of stable engine operation
prior to brake ralease.
lf iclng conditions are present. tum on engíne anti-ice immediately after engine
start. During prolonged ground operatlon. perform periodic engine run-up to
reduce the posslbillty of ice buildup. For sustained ground operation, operate
the engines al a power settlng high enough to extlnguísh the engine anti-ice
annunc iators for a mínimum of one out of every four minutes.
Fllght Controla. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check flight controls for freedom of rnovement when the aircraft has been
exposed for an extended time period to snow. freezing rain , orother conditions
that could restrict flight control rnovernent. Expect increased control forces
at low temperatures because of the incraased resistance in cables and the
congealed oil in snubbers and bearings. lt may be desirable to perform an
additlonal control check prior to taxi.

Cltatlon 11/SII For Tralnlng Purposes Only

May 20 10
--4
CAE-

Wlng Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NORMAL

CAUTION
When operating the wing flaps during low temperaturas, closely observe
the flap position indicator for positiva movemenl Be ready to match the
control lever with the indicator if the flaps stop moving.
AJC Switches ••••••••••.••••...••...•••• SET MAXIMUM CABIN HEAT
Temperature Control • • •• • •• . • • ••••••••••. • •• . •• • • . .• •••• FULL HOT
Overhead Fan. . • • • • • • • • • . . • • • • • • . • • • • • • • • • • • . • • • . • • • . • • • • • • HIGH
Pressurization Source
(unlts 002 to 482 and 484). • • • . . • • . . • . • • . • • • • • • • • • • • • . • . • . • 80TH HI
Pressurlzatlon Source
(unlts 483, 485 and subsequent;
CU - 627 and subsequent; SIi) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GND
Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
Reduce prior to takeoff.
Windshield Bleed Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW OR HI
Use windshield bleed air and defog fan to dear the windshield.

Taxi and Before Takeoff

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF
Extend flaps to the takeoff setting at this time if they have been held because
of slush or wet snow.
Pre-Takeoff Contamlnation Check . ........................ PERFORM
In ground icing conditions, the PIC/SIC conducts a pre-takeoff contamination
check within 5 minutes of takeoff, preferably jusi prior to taxiing onto the active
runway. Critica! areas of the aircraft (e.g., empennage, wing, windshield,
control surfaces) must be checked to ensure they are free of ice, slush, and
snow or that the deice/anti-ice fluids are still protecting the aircrafl.
Before Takeoff Checklist.. . • • . . . • . • • . • . • • • . • • • • • • • • • • . • • . COMPLETE
To ensure the aircraft is configured for takeoff, recheck the flap position
indicator.
CAUTION
lf flaps are left up during taxi to avoid slush and Ice, complete the Before
Taxi checkllst after the flaps are in takeoff configuratlon.

CAUTION
Use extreme caution when taxiing on ice-covered taxiways or runways
because excessive speed or h igh crosswínds may start a skid. Make all
turns at reduced speed.

NOTE.: 0uring taxi on ice or snow covered surfaces, masrtaín a greater

than normal distance between aircraft and do not use reverse
thrust. lf reverse thrust used, reínspect the aira'aft for snow, íce,
and frost accumulations and periodically conduct engine run-ups
to as high a thrust setting as practica!.

For Traíníng Purposes Only Citation 11/SII

May 2010
 Expanded Normal Procedures

Severe lcing Factors (Airworthiness

Directive 98-04-38)
NOTE: This AD applles to all aircraft equipped with pneumatic delcing
boots, certificated in any ca1Bgol y. ThisAO supen:edes any reliaf
provided by the Master Mlnlmum Equípment Ust (MMEL).

Severe ícing may result from environmental conditions outslde of those which
the aircraft is certificated. Flight in freezing rain, freezing drizzle, or míxed icing
conditions (supercooled liquid water and ice crystals) may result in ice build-up
on protected surfaces exceeding the capability of the ice protection system, or
may result in ice forming aft of the protected surfaces. This ice may not be shed
using the ice protection systems, and may seriously degrade the performance
and controllability of the aircraft.
To minimize the potential hazards associated with operatlng the aircraft in severe
icing conditions, more clearty defined procedures and limitations are provided as
follows:
• Olffl9 ftight, severe icing conditions that exceed those for which the aircraft is
cerlified shall be detennined by the folowing visual cues:
• unusually extensive ice accumulatlon on the airframe and windshield in
areas not normally observed to collect ice
• accumulation of ice on the upper surface of the wing aft of the protected
area
• if one or more of these visual cues exists, immediately request priority
handling from Air Traffic Control (ATC) to facüitate a route or an altitude
change to exit the icing conditions.
• Since the autopilot, when installed and operating, may mask taclile cues that
indicate adverse changes in handling charecteristics, use of the autopilot
is prohibited when any of the visual cues speclfied above exist, or when
unusual lateral trim requlrements or autopllot trim wamings are encountered
while the aircraft is in icing condltions.
• Ali wing icing inspection lights must be operalive prior to ftight into known or
forecast icing conditions al night.
• Ali wing icing inspection lights must be operative prior to ftight into known or
forecast icing cond itions at night.

Conduclve Weather Condltlons

The folowing weather conditlons may be conducive to severe lnftight icing:
• visible rain at temperatures below o•c (32. F) ambient air temperature
• droplets that slash or splatter on impact at temperature below OºC (32. F)
ambient air temperature.

Cltation 11/SII Fo, Tralning Purposes Only

May 2010
---4
CAE-

Exiting Procedures
Toe following procedures for exiting a severe iclng environment are applicable
to all flight phases from takeoff to lending. Monitor the ambient air temperature.
While severe icing may form at temperatures as cold as -18ºC (0ºF), increased
vigilance is warranted at temperatures around freezing with visible moisture
present. lf the visual cues specified for identifying severe icing conditions are
observed, accomplish the following:
• lmmediately request priority handling from ATC to facilitate a route or
an alti1ude change to exit the icing conditions in order to avoid extended
exposure to flight conditions most severe than those for which the airaaft is
certificated.
• Avoid abrupt and excessive maneuvering that may exacerbate control
difficulties.
• Do not engage the autopilot.
• lf the autopilot is engaged, hold the control wheel firmly and disengage the
autopilot.
• lf an unusual roll response or uncommanded roll control movement is
observed, reduce the AOA.
• Do not extend flaps when holding in icing conditions. Operation with flaps
extended can result in a reduced wing AOA, with the possibility of ice forming
on the upper surface further afl on the wing than nonnal, possibly aft of the
protected area.
• lf the flaps are extended, do not retract them until the airframe is clear of
ice.
• Report these weather conditions to ATC.

For T raining Purposes Only Cltatlon 11/SII

May2010
 Expanded Normal Procedures

Takeoff
lf engíne antl-ice ís used for takeoff:
Thruat . . .. . ..... .. . . .. .... . . ........ .. . . .. . . .. ANTI-ICE SETTINGS
V, and Takeoff Fleld Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST IN
ACCORDANCE WITH AFM

lf Aircraft Slides on Ice or Snow During Engine Power Check:

Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
Takeoff Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BEGUN
Conlinue engine checks during lhe earty part of the takeoff roll. On icy
runways, expect a lag in nosewheel steering and anticipate correclions. A
light forward pressure on the control column increases nosewheel steering
effecliveness.

Rejected Takeoff on Slick Runway

Maxlmum Bralclng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPLOY
Reverse Thrust (tf appllcable) ••..•.•••.•.•••••••.•••.•••• MAXIMUM
Rudder • • . . . • • • • . • . • • • • • . . . • . . . . . • • . • . . • • • • . • . . . . . • . . • • • • APPLY
Use rudder for primary directíonal control.

lf a skid develops:
Reverse Thrust (tf appllcable) . ... . ..•.. . .• . • . . . •. ..... . . •. REDUCE
Reduce to ídle reverse. lf necessary. retum lhe engine to forward thrust to
retum to runway centerline.
Rudder Pedal StHrlng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Use rudder and differenlial braking as necessary for direclional control.
Reduce brake pressure if excessive antl-skid cycllng creates dlrectional
control problems.

Cltatlon 11/SII F« Training Purposes Only 5""7

May 2010
_..-4
CAE-

In Flight
Pltot Heat •••.• • • • ••.• • ••••..•• . .••.. ON FOR DURATION OF FLIGHT
Windshield Bleed Alr. • • • • • • • • . • • • • • • • • • • • • • . • . • • . • • • • • . LOW OR HI
Use HI al -18ºC (0ºF) OAT or below. For additional bleed air, increase the
power setting with speedbrakes extended.
Windshleld Alcohol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Use only íf windshield bleed air fails. The alcohol, which flows to the pilot's
windshield only, lasts approximately 10 minutes.
Englne Anti_.ce . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Use when operating in visible moisture with the following OAT:
CH (Ali Alrcraft) . .. . . .. . .. . . . . . . . . . . . .. . . 10ºC (50. F) ANO BELOW
Use anti-ice thrust settings. Apply RAT temperature rise correction.
CAUTION
lf wing ice buildup is noticed, do not tum engine anti-ice ON until wing
ice evaoorates. Engine damage may result

Surface O.Ice (CH). . • . • • . • . • . . . . . . • . • . • • . • . • . • . . • . . . AS REQUIRED

Use when wing ice buildup is estimated between 1/ 4 and '/2 inch.
CAUTION
CU- Do not operate the surface delce boots with OAT below-40ºC (-40ºF)
after long exposure to low temperatures unless absolutely necessary.
Boot separation may resull

Surface Antl-ke (SIi) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Taxi-In and Park

Englne Anti..fce . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Ouring icing conditions, tum on engíne anti-icíng. During prolonged ground
operation, perform periodic engine run-ups to reduce the possibility of ice
buildup. For ground operation, tum on the system one minute out of tour with
N2 set at 65%.
lf icing conditions are present. leave engine anti-ice on during taxi to ramp.
Ouring prolonged ground operation, perform periodic engine run-up to reduce
the possibility of ice buildup. For sustained ground operation, operate the
engines al a power setting high enough to extinguish the engine anti-ice
annunciators for a mínimum of one out of every tour minutes.
Wlndshleld Bleed Alr•.••.•.•..• . •.•.•.••..••.•.••...•.• LOW OR HI
Use windshield bleed air and the defog fan to clear the windshield.

For Trainlng Purposes Only Cltatlon 11/SII

May 2010
 Expanded Normal Procedures

Securing Overnight or for Extended

Period (Aircraft Unattended)
lf remaining ovemight at an airport without normal ground support, perform the
following:
Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED IN PLACE
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Release the parking brake to elimínate possible brake freezing.
Protec:tlve Coven ........ . ............................ INSTALLED
Instan protective covers and plugs to protect the aircraft and engines from ice
and snow if it is unattended for an extended period.
water Storage Contalnera ................. . .. . ........... DRAINED
Drain all water tanks and containers to protect thern from freezing if the
aircraft is unattended for an extended period.
Toilet . ... .. . .. . . .. .. .. . ... . . .. . .. . ... . . .... ... . . . .. . ... DRAINED
Battery . .. .. .. . . .. .. .... . ... .. . . .. ..... . . .. ... . . . .. . . . REMOVED
Remove the battery if temperatures are below - 18ºC (OºF) and store in an
area warmer than -18ºC (OºF) but below 40ºC (104ºF).
Doora . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED ANO LOCKED
Close the maín cabin. baggage compartment, and access doors to keep
snow or raín out of the aircraft.

Citation 11/SU For Tralning Purposes Only

May 2010
 11111 IM8• lntw1t!on1lly l.t'l bl1nlf.,

5-50 FOf Tralnlng P\Jrposes Only Cltatlon 11/SII

May 2010
 Maneuver Procedures

Thrust Reversers (if lnstalled)

When thrust reversers are used, extend speedbrakes upon touchdown
and lower nose wheel to the runway. Pull the thrust reverser levers to
the REVERSE IDLE/DEPLOY position. Check that the ARM, UNLOCK,
and DEPLOY annunciators illuminate before smoothly pulling the thrust
reverser levers aft to the desired reverse thrust. By 60 Kts, reduce power
to idle reverse and leave the thrust reversers deployed until taxi speed
is achieved.
lf reverse thrust is not needed, deploy the thrust reversers to reduce residual
thrust, leaving the reverser levers in the idle thrust setting for FOD protection and
noise abatement.

Crosswind
On final approach in a crosswind, either the crab approach or the wing-down
method may be used.
Do not allow the aircraft to float with power off prior to touchdown. Fly to touchdown
with little, if any, fiare. Deploy speedbrakes on touchdown. Follow through the
landing roll with ailerons into the wind. On the SIi, the aileron rudder interconnect
can be overridden with input forces. Use nosewheel steering and differential
braking for directional control.
NOTE: The maximum demonstrated crosswind for the CH is 23 Kts;
for the SIi, the maximum demonstrated crosswind is 29 Kts, or
25 Kts with thrust reversers deployed.

Touch-and-Go Landings
lf practicing touch-and-go landings, preplan and brief them. Do not use the thrust
reversers and speedbrakes on landing. The PM should reset the flaps to T.O. &
APPR, set the elevator trim in the takeoff ranga, and conflrm these settlngs with
the PF before the PF advances the throttles to takeoft power.

Contamlnated Runways
Landing on a slick surface requires careful consideration of many factors: type
of runway surface, approach hazards, aircraft weight/speed, wind conditions,
temperature, ice, water, and snow. Correction factors can be found in the CAE
SimuFlile Operating Handbook or in the AFM. Do not rely on thrust reversers to
ensure a reduced stopping distance.
Exercise caution when using differential reversing on a slick runway. Be prepared
to retum to REVERSE/IDLE immediately if the aircraft starts to slide sideways.
Strongly oonsider using only REVERSE/IDLE on slippery surfaces.
Do not attempt single engine thrust reverse on a slick runway.

Cltatlon 11/SII For Training Purposes Only 7-25

May 2010
8-100 For Training Purposes Only Citation 111S11
May2010

Fllght Plannlng

Contaminated Runways Takeoff W.l...t

Llmltatlona
For the purposes of this section, a contaminated runway is defined as exhibiting
C/1 Unlt, 002 to 028:
slush, snow, ice, or excessive runoff. Welght • 13,300 .lbs
Cessna considers the following information the most accurate and practica! CII Unlts 828 and
aub..quent:
guidance material available for adversa runway operations. This information is
Welght • 14, 100 .lbs
advisory and is not FAA-approved. SIi Un/ta 001 fo 0"5
The charts presentad in AFM Section IV are based on runways that are smooth, wlthout
hard, and dry. The correction factors for contaminated runways follow on this and SBS550-11-01:
Welght • 14,700.Jba
subsequent pagas. SIi Unlt• 001 to oa
WARNING wlth SBS550-11-01;
OH•nd
These correction factors for adv,erse runway conditions are approximate aubaequent:
and are to be considered minimums, as actual runway conditions may Weight • 15,000./bs
require factors greater than those listed.
Takeoff weight Is
limitad by the most.
Performance '
restrlcllve of:
Runway Depth of Takeoff L anding • maxlmum certitfed
Condition Preeipitation Adj ust Flight Multiply M ultiply
tekeoff welght
■ maxlmum takeotr
Manual V, Takeoff Field Landing welght permltted by
by': Length by': Dlstance by ' : cJ/mb ,equlrements
Wet Less than .01" -6 KIAS 1.3 1.45 ■ takaofrtlald langt/1.
Water
Water Less than 0.4" +9 KIAS 2.6 2.05
Water
Slush Less than 0.4" +6 KIAS 2.504 1.9
Loose, Dry Less than 1.0" -9 KIAS 2.405 2.35
Snow
Less than 2.0" -3 KIAS 2.306 2
Ice (Dry) Unknown Unknown 2.6

Table 8-2: Contaminated Runway Performance Correctlon Factors

' A:void takeoffs and landlngs with actual headwlnds exceedlng 20 Kts or actual tallwlnds exceeding
10 Kts.
2 Do not use tekeoff field lengths with naps up or anti-ice systems on. (Determine normal takeoff V, •
speeds and dlstances from Sectlon IV of the FAA-approved AFM. Figure 21-13A.)
' This aircraffs published limiüng maximum tallwind component is 10 Kts; however. landings
on preclpltetion-covered runways with any tailwlnd componen! are not recommended by the
manufacturar. Add 0.20 to all landing factors if a tallwind lending cannot be avoided. Determine
normal lending distances using Section IV of the FAA-approved AFM.
• Do not attempt takeoffs in slush with actual headwinds exceeding 10 Kts.
s Do not attempt takeoffs in snow al altitudes above 5,000 ft. with a lailwind.
' Do not attempt takeoffs in snow deplhs above 1 inch at altit.udes above 5,000 ft.

NOTE: S8S550-11-01; Gross Weight lncrease (unlta 001 to 085).

~ nr Tr::1ininn Pt 1mnc::,:u: f'\nh,

--4
CAE-

L■■-.. W■l-t Example

LIIHlbU ■ • The following e.xample exhibits the technlque for detennining takeoff and
CII U""1I 002 ID 12':
landing distance for a runway covered with 0.8 lnch of loose, dry snow using the
We{pht • 12. 700 lb& corrections factors discussed.
e, ClnlCI Nf,,,,,
.......IMf: Condll1ons 1
Takcoff 1
Landing
We/vhf - 13.500 bl Flaps T.O. & APPR LAND
MU..001'9011
....,, .......11.()1:
Amblen! Temperatura o·c ¡32•F) o·c (J2·F)
Pressure Altllude 2000 ft. 200011.
We/vhf · 14,000 bl
Weighl 13,300 lbs 12,700 lbs
U &llth 001 • OIS
wiWt us,-11-o1: Wlnd 1O Kts headwfnd 10 Kts headwfnd
0Nand116119uent: Runway Gradlent 0% 0%
We{pht-14.4001,,a
Anti-Ice Syslem OFF OFF
l.anding welghl fa limlted
bythemo,t,e~
ol: Tibie 1-3: Takeoff and Landlng Dlstances
• ma.dmum~
landngwelghl 1. Conslder both operations occurring on a dry, hard surface runway. Using
• ma.dmum landlng Figures 8-55 and 8-56, the following apply:
-.lglM p«m/lled by
díml> requn-ments • From Figure 8-55, V, is 104 KIAS.
orbtme,ie,gyliml
• From Figure 8-55, takeoff field length is 2,71 Oft .
• landitig.,._,
• From Figure 8-56, landing distance is 2,170 ft.
2. On a runway contaminated with 0.8 inches of snow. the following apply.
• Decrease in V, is 9 KIAS.
• V, is 104 minus 9, or 95 KIAS.
• Takeoff fleld length is 2,710 ft. multiplied by 2.4, or 6 ,504 ft.
• Landing distance is 2 ,170 ft. multiplied by 2.35, or 5,099.5 or
• 6,000 ft.

8-102 For Tralnlng Purposes Only Cltation 11/SII

May 201 0
 Flight Planning

Takeoff Field Length - Flaps 15º/2,000 ft.

CONDITIONS: Speedbrakes - RETRACTED Runway Gradient - ZERO
Landing Gear - DOWN lnoperative Engine - WINDMILLING AFTER V1
Anti-Ice Systems - OFF Operative Engine - TAKEOFF THRUST

Figure 8-55: Takeolf Flekl Length - Flaps 1s•12,ooo fl

Landing Distance - 2,000 ft.

CONDITIONS: Anti-Ice Systems - ON OR OFF Thrust - IDLE
Landing Gear - DOWN Airspeed - VREF - 50 ft.
Flaps- LAND
Speedbrakes - EXTEND AFTER TOUCHDOWN

Figure ~= Landing Dislance - 2 ,000 fl

Cltatlon 11/SII For Trainlng Purposes Only 8-103

May2010