Professional Documents
Culture Documents
Aaa TM c560xls App 2 Sop
Aaa TM c560xls App 2 Sop
Aaa TM c560xls App 2 Sop
Apx 2-TM
Appendix 2-Trainings Manual
SOP
Aircraft Type
Initial C560 XL/XLS
Effectivity: 01.01.2018
Revision: 0
Edition 2
Revision: 0
Date: 01.03.2018
T +43-5-9010-3600
F +43-5-9010-3601
office@aviationacademy.at
Edition 2 2 | 35
Apx 2-
Appendix 2-Trainings Manual SOP Revision: 0
Date: 01.01.2018
0 GENERAL 4
1 NORMAL PROCEDURES 5
2 ABNORMAL AND EMERGENCY PROCEDURES 23
2.1 ABNORMAL PROCEDURES 23
2.2 ENGINE FAILURE OR SERIOUS MALFUNCTION AT OR AFTER V1 26
2.3 USE OF TCAS 28
0 GENERAL
Normal Procedures and duties in AAA operation with Citation C560XLS are coordinated by use of
Cessna Checklists acc AFM for C560XLS for Normal and Emergency/Abnormal Procedures and Cessna
Flight Procedures C560XLS
These documents cover all the procedures necessary for AAA approved operation for VFR / IFR CAT I from
Pre-flight duties to Post Landing duties.
Departure profile given in “Flight Procedures C560XLS” includes Noise Abatement procedures.
Nevertheless special procedures for Noise Abatement given at any airfield or departure route overrule
this procedure and must be followed.
AAA operation with Citation C560XLS is approved to use Wet and Contaminated runways.
Performance data:
All these procedures shall be done in accordance with the given flight check list!
1 NORMAL PROCEDURES
PRE-FLIGHT PROCEDURE:
Preflight procedure during a training session starts at the Cockpit preparation Checklist in case of a dark
cockpit, for FFS´s without dark cockpit at the APU Starting checklist.
Note:
Above 30.000ft the Emergency Descend may be flown in EDM (Emergency Descend Mode) with autopilot
engaged; The flight crew must retard throttles to idle and extend the speed brakes. The autopilot will
control the descent near the MMO/VMO limit initiates a turn 90° turn to the LEFT and level off at 15,000 feet
MSL.
COMPUTATIONS:
T/O data as V1, VR, V2, should be set acc simplified take off criteria in the checklist or acc. AFM or FMC.
T/O BRIEFING:
Prior to T/O the pilot who will be PF should review the departure clearance and also give the Emergency
Briefing as well the rejected T/O (RTO) briefing:
For a rejected T/O in case of an engine failure or a serious malfunction prior to V1:
Verify actions for RTO (PF retards the power and applies brake, PM extends Speed brakes and calls ATC).
Briefing for the normal departure procedure (including modes and verifying FMS entries) and one-engine
out T/O in case of engine failure or serious malfunction after V1:
- Final altitude
ENGINES START:
According AOM, icing conditions exist when the ambient temperature on the ground and for takeoff is
+10°C or lower; the indicated RAT inflight is +10°C or lower; and visible moisture in any form is present (i.e.
clouds, fog with visibility of one mile or less, rain, snow, sleet or ice crystals).
Icing conditions also exist when the ambient temperature on the ground and for takeoff is
+10°C or lower when operating on ramps, taxiways or runways where snow, ice, standing water, or slush
may be ingested by the engines or freeze on engine nacelles or engine sensor probes. In this case “Engine
Anti-Ice” must be switched ON as soon as started engine is stabilized.
TRIM CHECK: (Should be performed on Commander´s side first, then on F/O´s side)
Push both trim switches down and verify elevator trim movement, and push autopilot/trim disconnect,
verify stop of elevator trim movement.
Push left half of trim switch up and down, verify no elevator trim movement.
Push right half trim switch up and down, verify no elevator trim movement.
Move elevator trim manually and set T/O trim.
AUTOPILOT CHECK:
AP/YD . . . . . . . . . . . . . . . . . . ENGAGE and apply force to the yoke and column Check
that the controls resist movement and the elevator trim operates in the opposite
direction to the force applied.
Pilot’s AP DISC Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Verify a flashing red AP or AP annunciation on both PFDs and a continuous AP disengage
aural alert sounds until the AP DISC Button is pushed again or the AP is re-engaged.
Verify the controls do not resist movement.
AP/YD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RE-ENGAGE
Verify controls resist movement.
Copilot’s AP DISC Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Verify a flashing red AP or AP annunciation on both PFDs and a continuous AP disengage
aural alert sounds.
Verify controls do not resist movement.
Note: After the Autopilot Check, push the G/A button to select ROLL/GA on PFD!
TAXI LIGHTS:
TAXI CHECK:
Flight Instruments: “checked”
This wording gives guidance to check all essential instruments for correct and expected indications. Flags
may appear on PFD depending of NAV Setting
Correct Altimetersetting shall be verified by both pilots.
TAKE OFF:
Rolling T/O:
The rolling T/O may be started upon entering the runway. Thrust should not be increased before the
aircraft is lined up, as any acceleration out of a turn or combination of high thrust and braking should be
avoided.
Standing T/O:
A standing T/O shall be performed under any of the following conditions:
At 800 ft above field elevation, set thrust to Climb Detent (recommended speed is 180KIAS)
COMMANDER`S T/O
The Commander shall: The Co - PILOT shall:
-Before entering the RWY the Cdr shall announce:
“RWY IDENTIFIED, APPROACH SETOR CLEAR”
“RWY HDG IS CHECKED” Verifies the RWY acc airport chart/markings and call
out: “CHECKED”
when ready for T/O, asks: “READY?”
when ready, confirms: “READY!”
Call: “TAKE OFF“, advance throttles to TO Detent and
announces: “T/O DETENT SET CHECK THRUST” Verifies at 60 KIAS that both N1 indications are shown
TO in green.
Hold the control wheel maintaining light forward Call: “TAKE OFF THRUST SET”
pressure to keep the nosewheel on ground until VR.
Monitor essential engine and flight instruments
following with one hand the control wheel from start
to T/O roll until initial climb attitude is established and
call out any abnormalities.
CO – PILOTS T/O
The Commander shall: The Co - PILOT shall:
-Before entering the RWY the Cdr shall announce
“RWY IDENTIFIED, APPROACH SECTOR CLEAR”
“RWY HDG IS CHECKED” - Verifies the RWY acc airport chart/markings and call
out “CHECKED”
- when ready for T/O, Asks: “READY?”
- when ready, confirms: “READY!”
Call: “TAKE OFF – YOUR CONTROLS”
- Call out: “MY CONTROLS“
INITIAL CLIMB:
Standard setting of heading bug for T/O is on RWY Heading and HDG mode engaged for T/O.
If a SID is flown with the FMC, the NAV source has to be FMS1 (Cdr side) and FMS2 (F/O side).
LNAV shall be armed at this stage.
Any time the Auto Pilot is not engaged, the PF shall order any change in mode and the
PM shall execute the change and call out this.
Any time the Auto Pilot is engaged, the PF may execute and call out each mode change in known manner
and the PM shall check the change and call out: “CHECKED“.
PF must order any change in configuration (gear as well as flaps) as well as Climb PWR setting and the PM
answers for example: “FLAPS 15 SET“
CRUISE:
It is duty of the PM to get information about the weather condition the following airfields during flight:
Destination, Destination Alternate and if applicable, enroute alternate airports.
After having information about the expected approach at the destination PF gives the
- Type of Approach
- Inbound Track/Frequency/Initial Altitude/Other Altitudes/Minimum
- Verify tuning status on NAV page
- Verify FMS approach acc EFB/paper chart
- Missed Approach (with MAPt for non-precision approach)
- NAV Set Up – Lateral Modes used for App/MApp (LNAV/HDG)
- Configuration, if other then standard
When passing 10.000ft/FL100 the PM calls out “10000” or “100” and the PF switches the REC LIGHTS – ON
and sterile cockpit philosophie applies. Both pilots have to be seated in there relevant positions with there
seat belts fastened.
Note: Check Lights ON, max 250KIAS, passenger safety switch is ON and shoulder harness set on both
sides.
SETTING OF COMPUTATIONS:
Approach speeds are set according table in checklist “Normal Procedures”
When cleared to altitude and local QNH is received, PF orders: “APPROACH CHECK“.
APPROACH PROCEDURE:
The following sketches are self - explanatory for various types of approaches.
For Approach Procedures the same conditions as for climb out procedures differing operation with Auto
Pilot or without Auto Pilot are used.
During Coupled Approach the PF executes and calls out every change in any mode.
The PM checks the mode change and confirms by the call out "CHECKED".
Precision Approach:
Note: Mode LNAV may be used if the following requirements are observed:
No waypoints may be added or deleted between the FAF and the MAP.
If the approach to be flown is not in the database, another approach having the same plan view may be
selected. For example, an ILS procedure might be selected if the plan view (route) is identical to an NDB
approach.
When an approach is flown by this "overlay" method, raw data must be monitored b y t h e P M throughout
the approach to assure correct guidance in case of GNSS integrity problems.
Overlayed approaches are only allowed when a “G” is shown beside the approach during selection on the
FMS.
OM CHECK or FAF:
- CK altimeter
- Verify Minimum
- Check „First/final missed approach altitude“ on Alt preselect system.
Latest at A/P limitation acc AFM, or at MAPPt, Auto Pilot must be switched off!
NOTE: Minimum use height A/P for Precision App: 180ft AGL for Non Precision App: 300ft AGL
LANDING PROCEDURE:
The actual touchdown is on the main gear with a slightly nose-high attitude. After the nose gear is lowered,
the PF shall:
Throttles IDLE
Speed Brakes EXTEND (may be done by the PM acc App-Briefing)
Thrust Reversers DEPLOY
Brakes apply gradually more until taxi speed is reached
At 70 kts the PM calls out: “Approaching 60 KNOTS“ and PF sets reverse to idle.
GO - AROUND:
After initialization of G/A by pressing G/A button and moving power levers to T/O DETENT the PM shall
check N1 indication shows TO in green, Flaps are retracted to 15°
After retracting the landing gear the procedure is the same as after T/O.
If proceeding for next approach “after take off/climb check” and “descent check” may be ordered at once.
Switches should finally be set according “approach check”.
Procedures for a Coupled Non-Precision APP, flown with AP, NON CDFA:
PF PM
Thereafter fly according normal climb profile (or NADP) and according MAP or as cleared.
When Field or Approach Lights in sight at an earlier stage during the approach, both pilots must verify that
they have visual contact with the phrase “RUNWAY IN SIGHT” or “APPROACH LIGHTS IN SIGHT”.
Thereafter it´s the discretion of the commander to decide whether the approach should be continued
visually, or flown according approach profile.
VECTORS or INITIAL APP PHASE Airspeed below 200kts DOG LEG or approaching GP Flaps 15°
Airspeed ~ 160 KIAS or less
Final APP: Gear down, Flaps 35° Go around, simultaneously press G/A-button
Airspeed VAPP to VAPP+25 and advance throttles to T/O Detent and rotate 10ANU. Reset
flaps to 15°.
CIRCLING APPROACH
Note:
When established on final (+/- 25°), disconnect A/P and select Flight Directors OFF
Caution: Do not descend below MDA until intercepting the visual profile!
P ower
F acts
O ptions
R iscs
D ecision
E xecution
C check
For some failures “MEMORY” items are given in “Emergency Checklist”. These items are boxed. After
handling of “memory items” don’t forget to order appropriate Checklist!
Throttle(s)
Engine Fire Switch(es)
Fire Bottle(s)
Generator(s)
Boost pump(s)
Ignition(s)
PM reads “Throttle (affected engine) CUT OFF” in checklist and puts his hand on the NOT AFFECTED Throttle
If an engine failure occurs during this phase of flight we follow strictly the “engine fail climb out profile”.
Any checklist is to be done earliest after clean up except by memory in Cessna Emergency Checklist (items
in black boxes).
If an engine failure occurs during this phase of flight we follow strictly the PPAA philosophy.
Acc PPAA, Action is always to use Cessna Emergency Checklist or if time critical, memory itmes.
In case of an engine failure during the final approach it is the decision of the commander to abandon or to
continue the approach.
Checklist “Engine Failure during Approach and Landing” is covered by all AAA Flight Procedures as
described above and may be done as a reminder if time allows.
COMMUNICATION
Nevertheless if the PF has the capacity to takeover ATC communication he shall do so that the checklist
work of the PM is not disturbed.
MAYDAY CALL:
It is duty of PM to send the Mayday Call earliest after aircraft it very stabilized and according situation to
inform ATC about problem and further intentions (according T/O briefing).
It is the duty of the Commander or F/O (whoever is PF) to initiate a T/O abortion.
Either shall give further instructions and order the appropriate Checklist.
Don´t specify at first hand the side of the problem (left or right), this should be part of the FORDEC process.
and deciding for T/O abortion: call out malfunctions in short call as:
“ENGINE FAILURE“
Simultaneously call: “STOP, STOP, STOP“!
Call: „V1“,
At V1 put right hand off the throttles “ROTATE“ at appropriate speeds.
Start continuous rotation at VR to 10°
ANU
check positive ROC and call: “POSITIVE
RATE”
order: “GEAR UP“, when a positive rate of climb
is indicated. select gear up and call: “GEAR IS UP“
Note: No other calls until the gear is selected
up!
Call out malfunction in short words as:
“ENGINE FAILURE“
Performs FORDEC
make all the checks according Emergency
Prepare for relanding, order all checks (Climb Checklist and when ready and PF also ready
Check, Approach Check) and give the Approach give a “status briefing“.
Briefing
If relanding not possible continue according
Continguency Procedure or Clearance
perform ordered Checklists
There is no difference to all procedures of normal approach except landing with Flaps 15°
S/E GO AROUND
When planning a no flaps landing, the landing weight of the aircraft must be considered. An attempt
should be made to reduce this weight if possible, especially if runway length is marginal due to
higher approach and landing speeds required for a no flaps configuration.
Compute the new VREF , and set the speed bug for Flaps 15° to Vapp, for Flaps 7° to Vref + 10KIAS
and for Flaps 0° or unknown to Vref+15KIAS.
Note 1: Multiply Landing Distance by 1.2 with Flaps 7° or 15° or 1.3 with Flaps 0° or unknown
Note 2: To preclude excessive float during landing, allow the airplane to touch down in a slightly
flatter attitude than on a normal landing.
Pilots must deviate from their current ATC clearance to the extent necessary to comply with a RA
(resolution advisory).
Test procedure
TCAS shall be tested using self test feature during cockpit preparation.
Do not perform self test in flight as ATC transponder may not function during a portion of test
sequence.
Mode selection
All flights must be fully configured and stabilised by 1,000 ft HAT in IMC and by 500 ft HAT in VMC
with the exception of circling approaches. Any approach that becomes un-stabilised below these
altitudes requires an immediate go-around.
ILS CAT I approaches must be flown within one dot of the localizer and glide slope
Circling approaches wings should be level when the aircraft passes 300 ft HAT
Special approach procedures or abnormal conditions requiring a deviation from the above criteria
must be briefed.
Basic Philosophy
Autopilot Engaged PF manages the aircraft and calls out any changes; PM checks all
changes and answers respectively;
Manual Flight PF orders a change; PM manages the change and makes the necessary
callouts; PF monitores and checks silently;
Flight director mode annunciations are integral to the primary flight displays.
The vertical and lateral modes are annunciated along the top of the display. Armed vertical and
lateral modes are annunciated in white and appear slightly to the outboard side of the captured
vertical and lateral mode annunciations, which are presented in green.
Lateral mode annunciations are located to the left of top center and vertical modes are annunciated
to the right of top center.
A white box appears around a capture or hold mode for five seconds after mode transition.
Lateral and vertical mode annunciations and transitions are listed below:
VOR NAV mode (VOR) is armed or has been captured and is being tracked.
HDG Heading select mode engaged.
LOC Localizer has been armed or captured.
APR VOR Approach selected or course capture has occurred.
GS Glideslope armed or captured.
ASEL Altitude preselect armed.
ALT Altitude hold mode engaged.
BC Back course armed or captured.
VS Vertical speed hold has been selected and captured.
LNAV Lateral NAV (FMS) mode has been selected.
VNAV Vertical navigation mode has been either armed or captured.
GA Go-around mode has been selected.
LATERAL TRANSITION:
VOR arm to VOR cap ASEL arm to ALT cap LOC arm to LOC cap
VERTICAL TRANSITIONS:
The PF pushes the required MSP mode button and confirms after the respective FDMA change
with „XXX ENGAGED“ (e.g. „FLCH ENGAGED“) or „XXX ARMED“ (e.g. „LOC ARMED“).
The PM checks that the correct mode is engaged or armed and calls „CHECKED“.
Manual Flight
The PF orders the desired MSP mode by calling out „ENGAGE XXX“ (e.g. „ENGAGE FLCH“) or „ARM
XXX“ (e.g „ARM LOCALIZER“). The PM pushes the requested MSP mode button and confirms after the
respective FDMA change with „XXX ENGAGED“ (e.g. „FLCH ENGAGED“) or „XXX ARMED“ (e.g. „LOC
ARMED“).
ATC Clearances:
ATC clearances concerning HDG and ALT are set by the PM on the MSP without order of the PF.
When ATC orders a change of SPEED or VS, an order of the PF to change the MSP value is
necessary.
Pilot request:
The PF orders the desired MSP value (HDG, ALT, SPEED or VS) by calling out „SET XXX“ (e.g. „SET
SPEED 250“). The PM sets the requested value with the pitch wheel on the A/P control panel and
confirms by calling out „XXX SET“ (e.g. „SPEED 250 SET)
Flap Settings:
"FLAPS ZERO"
"FLAPS SEVEN"
"FLAPS FIFTEEN"
"FLAPS THIRTY FIVE”
"FLAPS MOVING“
"FLAPS 7/15/35 SET”
Airspeed:
Brakes:
"STARTING BRAKING"
Speedbrakes:
"SPEEDBRAKES EXTENDED/RETRACTED"
Thrustreverser:
Note: Should be done after Glideslope capture during an ILS approach or latest approaching
minimum during a conventional flown (NON CDFA) Non Precision Approach after ALT capture at
MDA.
E.g.: During climb out with 3000ft/min to a target altitude of 10.000ft, the callout
„APPROACHING FL..//..feet“ shall be made by the PM when passing 7.000ft. A reduction of the climb
rate to 1500ft/min or below by the PF shoul be accomplished to avoid TA/RA´s.
The PF shall clearly announce “YOUR CONTROLS” whenever he is not able to perform flight
path control, e.g. FMS manipulation, leaving crew position, during passenger
anouncements etc.
The PM shall clearly announce “MY CONTROLS” when taking over flight path control from
the PF.
Transfer of ATC-Communication:
The PM shall clearly announce “YOUR ATC” whenever he is not able to maintain listening
watch on the active control frequency, e.g. checking of ATIS, VOLMET etc.
The PF shall clearly announce “MY ATC” when he is ready for taking over listening watch on
the active control frequency from the PM.