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MANEUVERS AND PROCEDURES REVISION ORIGINAL 05/15 FOR TRAINING PURPOSES ONLY i
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MANEUVERS AND PROCEDURES REVISION ORIGINAL 05/15 FOR TRAINING PURPOSES ONLY iii
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Citation XLS
Maneuvers and Procedures
Contents
MANEUVERS AND PROCEDURES REVISION ORIGINAL 05/15 FOR TRAINING PURPOSES ONLY v
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Chapter 1
General Information
Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Stabilized Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Sterile Cockpit Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Crew Resource Management. . . . . . . . . . . . . . . . . . . . . . . . . . . 8
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Citation XLS Maneuvers and Procedures
Introduction
Note: The procedures in this chapter are for training purposes only
and are not intended to supersede current procedures contained in
the manufacturer’s documentation. Where any discrepancy or con-
flict exists, and before conducting flight operations, the appropriate
Operating Manual, FAA Approved Airplane Flight Manual (AFM), and/
or related publications should be referenced for procedures specific
to your airplane.
General Information
Definitions
PIC: Pilot-in-Command. The pilot responsible for the operation and
safety of an airplane during the flight time.
PF: Pilot Flying. The PF will monitor/control the aircraft, regardless of
the level of automation employed.
PM: Pilot Monitoring. The PM will monitor the aircraft and actions of
the PF.
“Control:” Responsible for flight control of the airplane, whether manu-
al or automatic.
Checklists—General
Checklists should be initiated by command from the PF.
GENERAL INFORMATION REVISION ORIGINAL 05/15 FOR TRAINING PURPOSES ONLY 1-1
Note: The takeoff abort maneuver may be called by any crewmember
assuming the crew trains to a firmly established SOP.
1. Master warning
2. Engine fire
3. Engine failure
4. Thrust reverser deployment
5. Runway incursion
6. Loss of directional control
Checklist Discipline
Effective checklists are pertinent and concise. Use them the way they
are written: verbatim and smartly.
Challenge/No Response
If a flight deviation or critical situation is observed and noted by the
PM and there is no response by the PF to his or her challenge, a
second challenge must be made. If there is still no response, the PM
announces he or she is assuming control of the airplane to keep it in,
or return it to, a safe operating envelope. Response, as used herein,
means verbal as well as appropriate action.
Time-Critical Situations
1. Fly the airplane—Maintain airplane control
2. Recognize challenge—Analyze the situation
3. Respond—Take appropriate action
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GENERAL INFORMATION REVISION ORIGINAL 05/15 FOR TRAINING PURPOSES ONLY 1-3
Radio Tuning and Communication
The Citation XLS is equipped with two RMU (radio management
units) and, if installed, two DI-85 DME units capable of giving station
identification. The PM will accomplish communication and navigation
radio tuning and identification and maintain ground and flight com-
munication in coordination with the PF.
Navigation: On the RMU in use, the PM will push the preset line key
and a yellow box will appear. The PM will set the frequency in the
preselect position and will advise the PF the frequency is set. At the
direction of the PF, the PM will then push the transfer key, making the
new frequency the active frequency and then identify the new station
on the DI-85 DME head or use the audio to identify the station. When
identified, the PM will state tuned and identified, and the PF will ac-
knowledge the new frequency has been identified.
NDB audio output is monitored during the entire time the NDB is used
for approaches when the NDB is the primary NAVAID.
Altitude Assignment
The altitude assignment is verbally repeated while being set in the
altitude alerter by the PM. The PF verbally confirms the altitude by
repeating the altitude assignment.
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Stabilized Approach
GENERAL INFORMATION REVISION ORIGINAL 05/15 FOR TRAINING PURPOSES ONLY 1-5
Bank Angle—Maximum bank angle is generally not
more than 30°; the maximum bank angle permissible
during landing may be considerably less than 30°.
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GENERAL INFORMATION REVISION ORIGINAL 05/15 FOR TRAINING PURPOSES ONLY 1-7
Crew Resource Management
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Citation XLS Maneuvers and Procedures
Chapter 2
Standard Operating Procedures
Contents
I. Standard Operating Procedures
Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Flow Patterns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Checklists. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Time-Critical Situations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Critical Malfunctions in Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Non-Critical Malfunctions in Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Altitude Assignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Takeoff Brief. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Statuc vs. Rolling Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
II. Phase of Flight (Calls) SOPs
Before Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Precision Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Precision Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Non-Precision Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Non-Precision Missed Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Visual Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
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Definitions Checklists
LH/RH A challenge-response review of the checklist follows
execution of the tasks. The PF initiates the checklist,
Designation of pilot seat position for accomplishing
and the pilot monitoring (PM) calls the items aloud.
a task due to the proximity to the designated control/
The PF is responsible for verifying that the items des-
indication. The pilot in the designated seat responds to
ignated for his seat position are accomplished and he
checklist and challenges and performs tasks accord-
must orally respond to the challenge. The PM is re-
ingly.
sponsible for items designated to his seat position and
PIC responds orally to his own challenge.
Pilot-in-Command. The pilot responsible for the opera- In all cases, the responses by either pilot are con-
tion and safety of the airplane during flight. firmed by the other with disagreements being resolved
before continuing with the checklist.
PF
Pilot Flying. The pilot responsible for controlling the At the completion of any checklist, the PM states that
flight of the airplane. the checklist is complete, designating it by name.
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PF PM PF PM
Before Takeoff Takeoff
Crew Briefing: The pilot should Call: “Set takeoff thrust”
review crew coordination with ACTION: Check engine in-
respect to flap setting, ice struments
protection procedures, take-
Call: “Takeoff thrust set”
off power setting, “V” speeds
and airspeed limits, as well as Call: “Airspeed alive”
normal and emergency proce- ACTION: 70 knots cross-
dures. check (both air-
speed indicators)
Note: Should an emergency situation occur at a speed below V1 , takeoff should normally be aborted. Proceed with a normal
takeoff should the emergency situation occur at a speed above V1. Single engine takeoff rotate to maintain V2.
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PF PM PF PM
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PF PM PF PM
Cruise Descent
Call: “Cruise checklist” Call: “Descent check-
ACTION: Complete Cruise list” ACTION: Complete Descent
checklist checklist
Call: “Cruise checklist Call: “Descent checklist
Crew Briefing: When practi-
Crew Briefing: If engine complete” complete”
cable, review approach and
RPM does not automati-
missed approach proce-
cally synchronize at desired
dures. Determine N1, VAPP
cruise setting, turn the engine
and VREF for use in the event
synchronizer switch to OFF,
of a missed approach. Set
allowing the synchronizer
proper NAV frequencies and
actuator to center. Roughly
required heading and course
synchronize the engines with
information. Check runway
the throttles and turn the
requirements based on gross
synchronizer switch to FAN or
weight and destination field
TURB as required. information.
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PF PM PF PM
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PF PM PF PM
Precision Approach (Cont.) Precision Approach (Cont.)
At: 1,000 ft above DH At: Point of visual
Call: “1,000 ft to mini- contact
mums”
Call: “Check”
Call: “Approach light
in sight at _____
At: 500 ft above DH
o’clock”
Call: “Check” Call: “500 ft to mini- Call: “Continue”
mums”
Call: “Runway in sight
_____ o’clock”
Call: “Check” At: 200 ft above DH
Call “200 ft to mini- Call: “Landing”
mums”
Note: Missed approach procedures must be executed immediately if either of these parameters have not been met
at decision height:
1. a normal approach to the intended runway cannot be established, or
2. adequate visual reference cannot be maintained.
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PF PM PF PM
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PF PM PF PM
Non-Precision Approach Non-Precision Approach (Cont.)
Call: “Approach check- Call: “Landing check-
list” list”
ACTION: Complete Ap- ACTION: Extend gear
proach checklist Call: “Gear selected
Call: “Approach check- DOWN”
list complete” Call: “Gear indicates
DOWN”
At: Airspeed below
200 KIAS ACTION: Initiate Landing
checklist
Call: “Flaps TO &
APPR” Call: “Landing check-
ACTION: Select TO & APPR list”
flaps
Call: “Flaps TO & APPR At: FAF
selected” Call: “Final fix”
Call: “Flaps TO & APPR
Call: “Final fix”
indicate”
ACTION: Start timing, set
At: Localizer/course minimum descent
capture altitude, and check
altimeters
Call: “Localizer/course
capture”
ACTION: Begin adequate
Call: “Localizer/course descent rate (ap-
capture” prox. 1,000 fpm)
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PF PM PF PM
Non-Precision Approach (Cont.) Non-Precision Approach (Cont.)
Call: “Check” At: 1,000 ft above Call: “Check” At: Point of visual
MDA contact
Call: “1,000 ft to mini- Call: “Runway at _____
mums” o’clock”
Call: “Check” Call: “Looking”
At: 500 ft above MDA At: MDA
Call: “500 ft to mini- Call: “Minimums”
mums”
Call: “Check” At: When leaving MDA
Call: “Leaving MDA”
At: 200 ft above MDA
Call: “200 ft to mini-
mums”
Call: “Flaps Landing
complete Before
Landing Check”
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PF PM PF PM
Non-Precision Missed Approach Non-Precision Missed Approach (Cont.)
At: MAP At: Positive rate of
Call: “No runway in climb
sight” Call: “Positive rate”
Call: “Gear UP”
ACTION: Retract gear
Call: “Missed ap-
Call: “Gear selected
proach”
UP”
ACTION: Disconnect auto-
Call: “Gear indicates
pilot (if engaged),
UP”
set go-around
power and rotate
to 10° At: 400 ft V2 + 10
Call: “Flaps TO & Call: “400 ft V2 + 10”
APPR”
Call: “Flaps UP”
ACTION: Flaps up
ACTION: Select TO & APPR Call: “Flaps up, indicat-
flaps ing UP”
Call: “Flaps TO & APPR Call: “All Engines Go- ACTION: Start checklist
selected” Around checklist” Call: When completed,
Call: “Flaps TO & APPR “All Engines Go-
indicate” Around complete”
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PF PM PF PM
Visual Approachb Visual Approach (Cont.)
At: Airspeed below At: Base turn
200 KTS ACTION: Select Landing
Call: “Flaps TO & flaps
APPR” Call: “Flaps Landing
ACTION: Select TO & APPR selected”
flaps
Call: “Flaps Landing
Call:“Flaps TO & APPR se- indicate”
lected”
Call: “Flaps Landing”
Call: “Flaps TO & APPR
indicate” Call: “Before Landing
checklist”
Call: “Approach check- ACTION: Complete Before
list” ACTION: Complete Ap- Landing checklist
proach checklist
Call: “Before Landing
Call: Approach check- checklist com-
list complete plete”
At: Abeam touchdown
point
Call: “Gear DOWN”
ACTION:Extend gear
Call: “Gear selected
DOWN”
Call: “Gear indicates
DOWN”
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PF PM PF PM
Landing Landing (Cont.)
At: Point of visual At: Touchdown
contact Call: “Extend speed-
ACTION: Disengage au- brakes”
ACTION: Monitor VREF and
topilot and yaw ACTION: Extend speed-
annunciator panel,
damper brakes
verify landing gear
and flap indication Call: “Speedbrakes
extended”
At: 100 ft above
touchdown ACTION: Deploy thrust re-
versers
Call: “100 feet” Call: “Six lights”
ACTION: Retract speed-
brakes (as re-
quired) At: 60 KIAS
At: 50 ft above touch- ACTION: Reverser levers to Call: “60 knots”
down idle reverse
Call: “50 feet”
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Chapter 3
Flight Profiles
Contents
Normal Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
ILS Flight Director/Autopilot Approach. . . . . . . . . . . . . . . . . . 2
Non-Precision Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Circling Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Steep Turns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Emergency Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Visual Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Flaps Up Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Single Engine ILS Approach, Landing, and Go-Around. . . . . . 9
Takeoff Engine Failure After V1. . . . . . . . . . . . . . . . . . . . . . . 10
Stall Recovery—Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Stall Recovery—Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Stall Recovery—Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Rejected Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
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1 Takeoff
SET THRUST..............T/O DETENT
AIRSPEED ALIVE
70 KIAS CROSSCHECK
2 Rotation
Rotate.................... VR
Rotate smoothly to 10°
Call out.................. POSITIVE RATE
Gear...................... UP
3 Straight Climbout
Flaps................... UP AT V2 +10 AT
400 FEET OR OBSTACLE CLEARANCE
ALTITUDE
Throttles................ CLB DETENT SET
AFTER SAFE ALTITUDE
After Takeoff-
Climb checklist.... COMPLETE
3-2
Approach Preparations
Hdg...................ON
Alt......................ON
Approach procedure..................REVIEW
When cleared for approach
Go-around procedure.................REVIEW
APR...................ARM
Airspeed bug............................SET VREF........... VAPP
APPROX 55% N1—160–165 KIAS Avionics...................................CHECK
Before Landing checklist............INITIATE
3 Localizer............TRACK
G/S...................ONE DOT TO CAPTURE
Gear..................DOWN
Glideslope..........CAPTURE
Flaps..................LAND
Before Landing
ILS Flight Director/Autopilot Approach
checklist............COMPLETE
6 Missed Approach
APPROX. 50% N1—VREF + 10
Go-around button........PUSH Gear......................... UP
Max thrust..................T/O DETENT Flaps at V2 + 10.... UP
(400’ or obstacle clearance altitude)
Pitch to......................10°
2 Localizer....... CAPTURE Missed
Flaps......................... APPROACH approach............... FLY PROCEDURES
4 Autopilot/FD (Coupled
DH
7 IDLE/VREF AT 50' AGL
Approach).............. BEGIN DESCENT
LOC and GS
Glideslope............. COUPLED
5 Airspeed.........VREF MIN + 10
Autopilot.....................OFF at 180 feet
1 Procedure Turn
6 Missed Approach
Non-Precision Approach
Flaps..................... APPROACH
Autopilot......................DISENGAGE
APPROX. 55% N1—160–165 KIAS
3-4
5 Turn to Final
Bank angle................................... 30° MAX 4 Key Point
Airspeed...................................... Vref + 10 MIN MDA............................. LEAVE
3 At MDA with ALT Captured Select
Circling Approach
3
2 Runway in Sight
MDA............................................. MAINTAIN
Airspeed...................................... Vref + 10 MIN
45°
Ignition.....................................ON
Computation.............................VREF
Engine Sync.............................OFF
Yaw Damper............................AS REQUIRED
Flaps........................................0
Gear........................................UP
3-6
Emergency Descent ....................... AS REQUIRED
Pressurization Source Selector........ NORMAL
Passenger Oxygen......................... Ensure pax are receiving oxygen
(MANUAL DROP as required)
Transponder................................... EMERGENCY
If not arrested by 14,000 ± 500 feet cabin altitude
PRESS SOURCE Select Knob........... EMER
Emergency Descent
2 Emergency Descent
AP TRIM DISK.......................... PRESS AND RELEASE
Throttles................................. IDLE
Speed Brakes......................... EXTEND
Airplane Pitch Attitude.............. INITIALLY TARGET 20 DEGREES NOSE DOWN
Airspeed................................. MMO/VMO (Use reduced speed if structural damage has occurred)
Transponder............................ EMERGENCY
Passenger Advisory Switch...... PASS SAFETY
2 Downwind Leg
Flaps..........................APPROACH
5 Landing Assured
Flaps..........................DOWN
Airspeed....................VREF + 10 MIN
Before Landing
checklist....................COMPLETE
3-8
Approach procedure..................REVIEW
2 Base Turn Go-around procedure.................REVIEW
Descent.............BEGIN (800–1000 FPM) Airspeed bug............................SET VREF + 30 MIN
Bank angle.........30° MAX Avionics...................................CHECK
1 Clean Configuration
Airspeed............VREF + 30 MIN
Gear..................DOWN
Flaps Inoperative Approach
and Landing checklist................COMPLETE
APPROX. NO FLAP—40% N1
5 Missed Approach
Max thrust.....................SET
3 Flaps.............................. APPROACH
Airspeed........................ VREF + 10 MIN
At glideslope intercept
Gear.............................. DOWN
When landing is assured
Flaps.............................. LAND
5 IDLE/VAPP—50' AGL
Single Engine Approach
and Landing Checklist..... COMPLETE
4 Straight Climbout
Engine Sync.......OFF
Yaw Damper......ON
2 0.6 AOA Stop trimming 4 Watch for nose down pitching moment
2–3 seconds after throttles are advanced
6 At airspeed.........VAPP + 10 KIAS
1 Power................. IDLE Flaps..................UP
Flaps................... APPROACH Airspeed............ACCELERATE
Bank angle.......... 20° either direction TO 160 KTS
AND SET
Gear................... UP
50% N1
3 Increase the angle of attack 4 At First Indication of a Stall (Buffet or Stick Shaker)
to maintain attitude until first
Decrease pitch attitude to reduce angle of attack/Level the wings
indication of a stall
Thrust levers............ SET T/O DETENT
2 0.6 AOA Stop trimming
Accelerate out of the stall condition
2 Brakes..................... AS REQUIRED
Chapter 4
Windshear
Contents
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Citation XLS Maneuvers and Procedures
Windshear
Windshear is a sudden shift in wind velocity and direction in either
the horizontal or vertical plane that can subject an aircraft and its
occupants to violent updrafts and downdrafts. Windshear can be
encountered at any altitude but is especially hazardous when
encountered during takeoff or landing, on approach, and by aircraft
operating at low altitudes. For the purposes of discussion, it will be
limited to airspeed changes exceeding 15 knots or vertical speed
changes exceeding 500 fpm.
Microburst
A microburst can be defined as a violent rush of downward air,
concentrated in a relatively small area, and the subsequent outward
rush of high-speed winds. It is one of two distinguishable forms of
downdraft: downbursts and microbursts.
A microburst will affect a surface area not exceeding 2.2 miles yet is
all the more deadly to aircraft for its concentration, with downdrafts
exceeding 6,000 fpm and horizontal winds of up to 150 knots
extending out as far as 2.5 miles.
The absence of heavy rain or light rain in the form of virga may mask
the presence of a microburst, which is often detectable only by a ring
of blowing surface dust.
Symmetric Microburst
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Citation XLS Maneuvers and Procedures
Asymmetric Microburst
An aircraft transiting the asymmetric microburst from left to right would experience a
small headwind followed by a large tailwind.
Evaporation of rain below cloud base (virga) causes intense cooling of rain-shaft
and subsequent cold air plunge.
The following flow chart has been formulated to assist the PIC in early
recognition and recovery techniques.
NO Any signs of
windshear?
Is it safe
to continue? NO
YES
Consider precautions.
Follow standard
operating techniques.
Windshear recovery
technique.
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Citation XLS Maneuvers and Procedures
Takeoff Precautions
Approach Precautions
Windshear Recognition
Takeoff/Approach
• ± 15 knots indicated airspeed
• ± 500 fpm vertical speed
• ± 5° pitch attitude
Approach
• ± 1 dot glidescope displacement
• Unusual power lever position for a significant period of time
Pilot Technique
Configuration
Maintain flap and gear position until terrain clearance is assured.
Although a small performance increase is available after landing
gear retraction, initial performance degradation may occur when
landing gear doors open for retraction. While extending flaps
during a recovery after liftoff may result in a performance benefit,
it is not a recommended technique because:
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Citation XLS Maneuvers and Procedures
Configuration
Additional Considerations
Use of autopilot control wheel steering (CWS) has not been fully
evaluated for its effectiveness in a windshear encounter. One
consideration regarding CWS is that it is usually a single channel
autopilot mode and, as such, has reduced control authority. In any
case, if CWS is used during a windshear encounter, its use should be
discontinued if it produces difficulty in achieving the desired attitude.
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