E-AVIATION HANDOUT - Cessna 525-Series 680

Criptografia: Fred Mesquita
E-AVIATION HANDOUT
CHAMBERY-OPS
Cessna 525-Series / 680

EDITION 08 (07.01.2012)

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E-AViation Handout Chambéry-OPS
Date: 07.01.2012
Cessna Citation 525 Series + 680 1
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Table of Contents
Subject Page
Cover 0
Table of Contents 1
Geographical Location 2–3
Minimum Radar Vectoring Altitudes 4
Planning Sheet 5
E-Aviation Special Considerations Engine Failure 6
GIFTS Performance Check
Flap Setting for Take Off 7
EGPWS Terrain Overlay (PFD/MFD)
Take Off Method
PF / PNF 8
Low Temperature Correction
Weather 9
Approaches ILS or LOC Z Rwy 18 10
ILS or LOC Y Rwy 18 11
ILS or LOC X Rwy 18 12
Missed Approach or Balked Landing Rwy 18 13
Circle-to-Land RWY 36 with prescribed flight tracks 14 – 15
Take Off Rwy 36 E-Aviation Special Engine Failure Procedure 16
Terrain Situation 17
Navigation Facilities
FMS Fix Pages
Take Off Rwy 18 Standard Procedure 18 – 20
E-Aviation Special Engine Failure Procedure 21
Terrain Situation 22
Navigation Facilities
FMS Fix Pages
Determination of applicable Minimum for ILS 18 23 – 38
Determination of Take Off Weight Limitations for RWY 18 39 – 46
Training Syllabus 47
Qualification Record 48
Qualified Pilots 49
Pilot’s Feedback Sheet Chambéry-OPS 50

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The purpose of this Pilot’s Guide is to familiarize the crew with the special procedures required for a safe
operation into and out of the Chambéry airport especially under instrument meteorological conditions and
even in contingency situations such as single engine operation.
Crews operating into and out of Chambéry airport must have one copy of this Pilot’s Guide available in the
cockpit at all times.
Geographical Location of Chambery Airport
Lausanne
Geneve
Annecy Chamonix
Chambéry Airport
Picture 01

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Lac du Bourget
Rhone
Chambery Airport
Picture 02

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Grand Colombier
Mont du Chat Mont Revard
Massif de la
Chartreuse
Chart is for orientation only

Do not use for navigational purpose
Chambéry airport is surrounded by high mountainous terrain.

The airport itself is a category C airport due to the terrain situation. In order to operate commercial flights into
and out of Chambéry under instrument meteorological conditions a special aircrew qualification is required.
It is the operator’s responsibility to schedule only crews which are suitably qualified and subsequently
released by the training department.

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LFLB Planning Sheet

Aircraft · All Citation 525-Series and 680 aircraft listed in the E-Aviation
AOC are allowed to operate into and out of Chambéry airport.
· Differences in performance between the aircraft require the
application of different minima for the ILS/LOC 18 approach.
Observe the simplified tables for each aircraft and the respective
Quick Reference Card (QRC).
Alternate airports Airport ICAO Distance (direct, great circle)
· Annecy LFLP 20 NM
· Grenoble LFLS 28 NM
· Lyon Satolas LFLL 34 NM
· Geneva LSGG 37 NM
· Lyon Bron LFLY 40 NM
· Sion LSGS 70 NM
Fuelling · The amount of Extra-Fuel carried on board should be thoroughly
evaluated since the weight of the airplane is in a direct
relationship to the climb gradients especially under single engine
conditions.
Approaches · All published instrument approaches
Departures · All published SID’s
Qualification · Category C Airport (EU-OPS)
· Simulator-Training according approved Syllabus required for the
pilot in command
· The qualification remains valid if at least 1 approach into
Chambéry can be recorded within 12 months.
Approaches flown in a simulator or a simulator training device
are given the same credits as actual aircraft operation.
Airport LFLB · RWY orientation: 18 / 36
· Physical RWY length: 6627 feet (2020 m)
· LDA RWY 18: 5873 feet (1790 m)
· LDA RWY 36: 6168 feet ( 1880 m)
· Airport elevation: 779 feet
Preferential RWY’s · Landing: RWY 18
· Take Off: RWY 36
Minima APPROACH RVR VIS DA (H)
ILS 18 See aircraft specific tables
LOC 18 (GS out) See aircraft specific tables
ILS 18 with 1700’ (921’)
--- 3000m Or charted DA(H) of direct
CIRCLING 36 procedure if higher
LOC 18 with 2130’ (1361’)

--- 5000m Or charted DA(H) of direct
CIRCLING 36 procedure if higher
DEPARTURE RVR VIS CEILING

18 400m 5000m 1700’
36 400m --- ---

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E-Aviation Special Considerations
Engine Failure
In case of an engine failure during take-off, go-around or initial departure the most important task is to
maintain aircraft control (fly the aircraft). However the terrain situation around Chambéry airport additionally
requires precise navigation. The main purpose of the pilot not-flying (PNF) is therefore monitoring the flight
path and assisting the pilot flying (PF) with special consideration concerning the navigational requirements.
In order to assure terrain clearance and precise lateral and vertical navigation the use of the Abnormal &
Emergency Checklist below Minimum Safe Altitudes (MSA) is a challenge. It is the responsibility of the
aircraft commander to organize the cockpit duties in case of contingency situations in such a way that a clear
priority scheme can be followed:
1. Control the aircraft
2. Ensure precise lateral and vertical navigation
3. Follow the procedure according to the A&E Checklist
"GIFTS" Performance Check

Climb gradients are affected by various factors such as aircraft weight, power available and aircraft
configuration. Aircraft weight and power available are more ore less fixed values in a single engine situation.
Aircraft configuration however is variable and therefore very important to consider. A wrong configuration
may finally develop a critical situation with regard to terrain.
"Failure is not an option"
A proven tool in many terrain critical flights is the so-called GIFTS performance check.
G GEAR
I ICE
F FLAPS
T THRUST
S SPEED BRAKES
G Check Gear up
I Consider possible icing conditions and the use of anti-ice systems
F Check Flaps position
T Consider to use more power up to mechanical detent
S Ensure Speed Brakes are retracted
Either flight crew member may initiate the GIFTS performance check.

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Flap Setting for Take Off

Runway performance is not a critical factor for the 525-Series or the 680 aircraft at Chambéry Airport. Double
engine climb gradients are absolutely no problem. However the required single engine climb gradients might
be a factor under special aircraft weight and outside air temperature conditions.
Taking into account that runway length and close-in obstacles are not a factor, the in-flight performance,
particularly the climb gradients will be significantly improved with flaps in the 0° position for the C525
respectively 7° position for the C680.
The recommended flap setting for take off is therefore Flaps 0° for the C525 and Flaps 7° for the C680.
Take off reference speeds must be set accordingly. The default flap setting in all the FMS units is normally
15°. This figure can be changed on the performance page. Since the normal take off setting with E-Aviation
is Flaps 15° there is a good chance for pilot’s error.
EGPWS Terrain Overlay (PFD/MFD)

For arrival and departure procedures it is highly recommended to use the terrain overlay function on either
the PFD or MFD or on both displays. Situational awareness and terrain awareness will be significantly
improved especially in IMC conditions.
Take Off Method

A static take off might be required if the calculated aircraft performance is close to the required aircraft
performance. There are 3 different methods for thrust setting and brake release:
1. Maximum performance static take off

· Hold the brakes
· Advance the thrust levers to the calculated take off thrust setting
· Release the brakes
2. Normal take off

· Release the brakes
3. Rolling take off

· The aircraft is already in motion
It is the responsibility of the aircraft commander to choose the take off method, taking into account all
circumstances which might affect the aircraft performance.

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PF / PNF
The operator will not mandate which crew member should be pilot flying (PF) or pilot not flying (PNF). It is
the responsibility of the pilot in command to organize the task sharing within the flight crew.
Consideration should be given to the following aspects:
· Experience level of the copilot

· Weather situation
· Airport familiarity
· Technical status of the aircraft
Low Temperature Correction

Definition
Altimeter Temperature Error Correction is applied to altimeters to compensate for error caused by deviation
from ISA conditions.
Description
Pressure altimeters are calibrated to ISA conditions. Any deviation from ISA will result in error proportional to
ISA deviation and to the height of the aircraft above the aerodrome pressure datum. The error is
approximately 4ft/1000ft per °C of the difference.
When temperature is LESS than ISA an aircraft will be LOWER than the altimeter reading.
When To Apply Corrections
When the aerodrome temperature is 0°C or colder, the temperature error correction must be added to:
· DH/DA or MDH/MDA and step-down fixes inside the final approach fix (FAF).
· All low altitude approach procedure altitudes in mountainous regions (terrain of 3000 ft AMSL or
higher)
When pilots intend to apply corrections to the FAF crossing altitude, procedure turn or missed approach
altitude, they must advise ATC of their intention and the correction to be applied.
Pilots may refuse IFR assigned altitudes if altimeter temperature error will reduce obstacle clearance below
acceptable minima. However, once an assigned altitude has been accepted, it must not subsequently be
adjusted to compensate for temperature error.
Minimum Sector Altitude
When temperature is -30°C or colder, add 1000 ft to the MSA, to ensure obstacle clearance.

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Weather
The following information is published by the DGAC in the Chambéry briefing on page 5 under “Local
Particularities”:
In the Chambéry valley, surface winds are normally calm with a predominance of local wind. But windy
conditions may occur with meteorological disturbances over France or with MISTRAL conditions in the
Rhone valley (strong northern wind).
Thus it is important to know that over and around the airfield the following weather phenomenon may occur:
- WINDSHEAR on ILS 18 approach (from 5 NM to the threshold) with North and North-West wind
- Severe DOWN-DRAFT on short final runway 36 between the motorway and the threshold with North
and North-West wind
- SEVERE TURBULENCE around and south of CY locator with South and South-West wind (occurence
of rotors)
When cumulonimbus cloud(s) are present over the mountain summits west of the airport (Mont du Chat)
strong gusts may be expected (20 – 50 kts) with respective crosswind conditions. Approach or departure is
not recommended under these circumstances.
MISTRAL
WINDSHEAR AREA
DOWN-DRAUGHT
AREA
SEVERE
TURBULENCE
AREA

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Approaches
ILS or LOC Z Rwy 18
Depart CBY VOR/DME on track 120°.

Maintain 6500 feet until DME 1.5 CBY.
Set Flaps 15°.
Observe the speed limit of max 170 kt.
Descent to 5000 feet on track 120°.
LOC interception is at 11.7 DME CY (ILS).
Select Landing Gear Down.
Set Flaps 35° before intercepting the GS.
GS interception is at 8.9 DME CY (ILS)
GS angle is 4.46°.
An early configuration is required due to the
relatively steep GS angle.
Speed reduction might be difficult especially
with Engine and/or Wing Anti-Ice systems
ON.
Speed Brakes might be required in order to
become stabilized on target speed.
Stabilized approach criteria as defined in the
E-Aviation SOP’s must be strictly adhered
to.
The applicable decision altitude (DA) and
the required RVR for the ILS 18 approach
respectively decision altitude (DA) and
visibility for the LOC 18 (GS out) approach
are dependent on the missed approach
climb gradient, which is affected by aircraft
weight, outside air temperature and altitude.
A simplified table is provided for each
aircraft type considering the above
mentioned criteria.
Chart is for orientation only Missed approach flight tracks require
Do not use for navigational purpose precise navigation.
Observe the speed limit of 160 kt and the
bank requirement of 20° (mandatory) during
the initial 80°/260° turn combination.

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ILS or LOC Y Rwy 18
Depart COLLO on track 176°.

Continue on and intercept LOC 18
Maintain 6500 feet.
Set Flaps 15°.
GS angle is 4.46°.
ON.
to.
mentioned criteria.
For the LOC 18 (GS out) approach the
decision altitude is 2130 ft and the required
visibility is ≥ 5000 m.
Do not use for navigational purpose Missed approach flight tracks require
precise navigation.

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ILS or LOC X Rwy 18
Depart VIRIE on track 086°.

Maintain 6500 feet until LB181.
Set Flaps 15°.
Continue on track 086° and descent to 5000
feet.
Observe the speed limit of max 170 kt
between LB181 and LB182.
Intercept the LOC 18 overhead LB182.
GS angle is 4.46°.
ON.
to.
mentioned criteria.
Do not use for navigational purpose For the LOC 18 (GS out) approach the
decision altitude is 2130 ft and the required
visibility is ≥ 5000 m.
Missed approach flight tracks require
precise navigation.

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Missed Approach or Balked Landing Rwy 18
096°
Go Around or Balked Landing from an approach into RWY 18 will be flown according to the Standard
Operating Procedures laid down in the OM-B respectively in the onboard Quick Reference Cards.
However some special aspects should be mentioned:
· Clean configuration should be established before reaching CH NDB.

· Maximum Rate of Climb (ROC) must be maintained until reaching 6500 feet. However a level flight for
speed acceleration might be executed above 4000 feet provided that the aircraft is established on the ILS
final approach reverse course. For that purpose the aircraft must be north of the runway 18 threshold –
means overhead the lake.
· Maximum speed during the 80/260 turn combination is 160 kt and a bank angle of 20° is mandatory.
· Keep the NAV-Setting and the Course Selectors unchanged for the missed approach procedure. That
means the NAV1/NAV2 frequencies remain on 109.50 with Course Selectors on 176°. In this
configuration the needle deflection/indication remains correct even during the back course tracking.
· The first turn overhead CH NDB is to the left (intended track: 096°), followed by a right turn towards CH
NDB.
· During strong crosswind conditions (easterly or westerly winds) some sort of wind correction might be
required for the 80/260 turn combination.

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Circle-to-Land RWY 36 with prescribed flight tracks
The recommended configuration on ILS 18

is Gear Down and Flaps 15°, Final Checklist
completed, except Flaps (and AP/YD).
At Point A (2.0 DME CY) start a left turn
onto track 135° towards Point B.
The distance between Point A and Point B is
2.0 NM.
Overhead Point B turn right onto track 176°
and continue on right hand downwind. The
maximum speed for the following right turn
is 150 kt.
At 2.5 DME CY turn right and intercept the
final track of 356° via Point C to Point D.
Maintain 1700 ft until intercepting the PAPI.
On final intercept the PAPI glide slope which
has an angular setting of 4°.
Caution: Beyond 5 NM from threshold 36
obstacle protection with regard to PAPI
system is not assured.
Do not
overfly

Do not use for navigational purpose
The published flight tracks for the Circle-to-land procedure must be strictly observed.
There is a small hill inside the circling area, depicted in the Jeppesen chart with 1356 feet elevation. The
published flight track must be east of this hill. Do not overfly.
Strict respect of this published trajectory is essential for acceptance of airport traffic by residents. Due to a
significant increase in the number of inquiries about aircraft altitude and trajectory from peoble living around
the airport track and altitude compliance is mandatory.

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Take Off Rwy 36
All published SID’s require a minimum climb gradient of 6.1%

For a two engine climb out there are no special considerations. However after clean-up it is recommended to
climb with maximum rate of climb until reaching 6500 feet.
E-Aviation Special Engine Failure Procedure for RWY 36 departures
R 040° D 9.0
LTP CY
330°
220°
D 6.0
CY
356°
LTP
VOR/DME
115.55
Fly on LOC CY (109.50) back course 356° to 6.0 DME CY, then turn left on track 330°. At 9.0 DME CY
turn left to intercept and follow track 220° inbound LTP VOR. Climb to 6500 feet. Do not accelerate
below 4500 feet.

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Additional explanations, considerations and recommendations for the single engine

case during departure on RWY 36
Terrain situation
Up to the point 6.0 DMY CY the flight path is exactly aligned with the localizer back course 356°. There are
no obstacles since the flight path is over water (Lac du Bourget).
On track 330° to 9.0 DME CY no obstacles have to be considered. The track is still over water.
On track 220° inbound LTP VOR some smaller hills are located just below the intended flight path. The
elevations of these hill ridges are 2205 ft, 2116 ft and 2540 ft.
Beyond the third hill (elevation 2540 ft) on the way to LTP VOR the terrain situation should normally be no
factor anymore.
Navigation facilities
CY ILS DME (109.50) should be initially active on both navigation receivers (NAV1 + NAV2).
Both course selectors should be set to the ILS front course of 176°.
Do not use the DME HOLD function.
LTP VOR should be pre-selected on both navigation receivers (NAV1 + NAV2).
CBY VOR/DME is located on top of the Grand Colombier mountain at an elevation of 5019 feet. The
information transmitted by this VOR can not be used below 5000 feet. The DME should be working without
disturbance.
All aircraft are equipped with GPS-supported FMS system(s). Therefore it is recommended to use the FMS
for interception and precise tracking of the LTP VOR radial 040° inbound.
FMS FIX pages

The Pro Line 21 avionic system in combination with the FMS systems allows the presentation of predefined
radials and distance circles on multiple screens.
It is highly recommended to use this function to improve the situational awareness.
FIX page 1: CH NDB R 356°
FIX page 2 : LTP VOR/DME R 040°

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Take Off Rwy 18
The most suitable flight path includes a climb on centreline until reaching CH NDB, followed by an 80°/260°
turn combination initially to the left to join CH NDB . After passing CH NDB follow QDR 356° and continue on
LOC back course thereby joining the published SID.
Do not accelerate while in the procedure turn until established on track 356° inbound CH NDB.

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Note:
Departure track from RWY 18 including the 80°/260° turn combination must be flown in VMC until reaching
track 356° inbound CH NDB.
Visual monitoring of turn radius is mandatory by checking aircraft position with regard to the published
checkpoints (Position A: train turn table; position B: cement factory; position C: S-shaped building).

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E-Aviation Special Engine Failure Procedure for RWY 18 departures
176°
096°
356° 140 kt
Climb on centreline Rwy 18 (LOC CY 109.50), track 176° to CH NDB, then turn left on track 096°
followed by a right turn towards CH NDB. Speed during turn should be 140 kts. When passing CH
NDB continue on LOC 18 back course and join the Engine Failure procedure for RWY 36. Do not
accelerate below 4500 feet.
Obstacle/Terrain Situation for Take Off Rwy 18

The obstacle situation along the intended take off path including the 80°/260° turn combination requires a
climb gradient of approximately 2.3% to clear relevant obstacles at prescribed distances.
In order to remain within the 1600 m radius given by the procedure, a manoeuvring speed of 140 kts IAS
combined with a bank angle of 20° is recommended. In this case the turn radius will be tight enough to
ensure an additional margin for adverse effects like wind displacement or inaccurate flying technique.
Calculation of turn radius in relation to airspeed and bank angle

Airspeed (kts) Bank Angle ° Radius (m)
120 20 1071
130 20 1257
140 20 1458
150 20 1673
160 20 1904
170 20 2149
Furthermore an airspeed of 140 kts combined with a bank angle of 20 degrees during the 80°/260° turn gives
enough margin with respect to stall speed and allows an inaccuracy of ± 5°regarding the bank angle.
An airspeed of 140 kts is the recommended speed for all Citation C525 and C680 aircraft – even at
maximum take off weight (MTOW).

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Additional explanations, considerations and recommendations for the single engine

case during departure on RWY 18
Terrain situation
Up to the point CH NDB the flight path is exactly aligned with the localizer course 176°.
Two obstacles (ELEV 1001’ and 1400’) are located within the 80°/260° turn combination.
It is essential to follow the outlined procedure as exactly as possible to stay inside the protected area.
Back on course to CH NDB with a northerly heading and subsequently established on the ILS18 back course
the obstacle situation is no longer critical as long as you join the engine failure procedure for departure on
RWY 36.
Navigation facilities
CY ILS DME (109.50) should be initially active on both navigation receivers (NAV1 + NAV2).
Both course selectors should be set to the ILS front course of 176°.
Do not use the DME HOLD function.
LTP VOR/DME should be pre-selected on both navigation receivers (NAV1 + NAV2).
CBY VOR/DME is located on top of the Grand Colombier mountain at an elevation of 5019 feet. The
information transmitted by this VOR can not be used below 5000 feet. The DME should be working without
disturbance.
All aircraft are equipped with GPS-supported FMS system(s). Therefore it is recommended to use the FMS
for interception and precise tracking.
FMS FIX pages

The Pro Line 21 avionic system in combination with the FMS systems allows the presentation of predefined
radials and distance circles on multiple screens.
It is highly recommended to use this function to improve the situational awareness.
FIX page 1: CH NDB R 356°
FIX page 2 : LTP VOR/DME R 040°

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Determination of applicable Minimum for ILS 18

C680 (SOVEREIGN)
The calculation is based on the Second Segment Take Off Net Climb Gradients published in the Airplane
Flight Manual (AFM).
Conditions: - Flaps 7°
- Gear Up
- Speedbrakes 0%
- Airspeed V2
- Operative Engine on Take Off Thrust
- Inoperative Engine windmilling
- No Wind
- Anti Ice OFF or Anti Ice ON
The gradient loss in a 20° bank turn is 1,2 %.
Simplified Table for Single Engine Missed Approach Climb Gradients

Altitude 5.000 ft with bank angles 0° and 20°
Anti-Ice OFF
Citation C 680 SOVEREIGN
OAT (°C) Weight (lbs)
27.000 26.000 24.000 22.000 20.000
Bank Angle Bank Angle Bank Angle Bank Angle Bank Angle
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 8.5 7.3 9.2 8.0 11.0 10.8 12.9 11.7 15.2 14.0
-10 8.5 7.3 9.3 8.1 11.0 10.8 13.0 11.8 15.2 14.0
0 8.5 7.3 9.3 8.1 11.0 10.8 13.0 11.8 15.2 14.0
+10 8.3 7.1 9.1 7.9 10.8 9.6 12.8 11.6 15.0 13.8
+20 6.7 5.5 7.4 6.2 8.9 7.7 10.7 9.5 12.9 11.7
+30 5.2 4.0 5.8 4.6 7.2 6.0 8.9 7.7 10.9 9.7

Anti-Ice ON
27.000 26.000 24.000 22.000 20.000
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 8.1 6.9 8.8 7.6 10.5 9.3 12.4 11.2 14.7 13.5
-10 7.7 6.5 8.5 7.3 10.1 8.9 12.0 10.8 14.2 13.0
0 6.1 4.9 6.8 5.6 8.3 7.1 10.0 8.8 12.0 10.8
+10 4.6 3.4 5.2 4.0 6.5 5.3 8.1 6.9 10.0 8.8
Interpolation permitted

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C680 (SOVEREIGN)
Before commencing an approach into Chambéry (LFLB), determine the applicable minimum for the ILS 18.
1. Decide whether you have to use Anti-Ice ON during approach and the subsequent missed approach.
2. Enter the respective Simplified Table with the expected landing weight and the OAT (SAT) at 5.000 ft.
3. For further simplification extract the 20° bank angle figure only.
4. Determine the V2 Flaps 7° for the expected landing weight.
5. Enter the MISSED APPROACH CLIMB GRADIENT TABLE with these two figures to find the applicable
minimum for this approach.
TAKE OFF SPEEDS (KIAS)

FLAPS 7°
LBS V1 VR V2 VENR
22.000 101 102 113 180
23.000 101 102 113 180
24.000 101 103 113 180
25.000 101 105 115 180
26.000 101 106 116 180
27.000 103 108 118 180
28.000 106 110 119 180
29.000 108 111 120 180
30.300 111 113 122 180
Interpolation not permitted

Example
The gradient you determined is 5.3% and the applicable V2 is 116 kts.
The minimum for this approach is a DA(H) of 1209 ft (440 ft) and the required RVR 1500m/1500m.

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C525 C (CJ4)
- Gear Up
- Speedbrakes 0%
- Airspeed V2
- No Wind

Anti-Ice OFF
Citation C 525C CJ4
15.500 14.500 13.500 12.500 11.500
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 9.9 8.7 11.3 10.1 12.8 11.6 14.7 13.5 16.8 15.6
-10 9.9 8.7 11.3 10.1 12.9 11.7 14.7 13.5 16.8 15.6
0 9.9 8.7 11.3 10.1 12.9 11.7 14.7 13.5 16.8 15.6
+10 9.0 7.8 10.3 9.1 11.9 10.7 13.6 12.4 15.6 14.4
+20 6.8 5.6 8.1 6.9 9.5 8.3 11.1 9.9 12.9 11.7
+30 4.8 3.6 5.8 4.6 7.1 5.9 8.6 7.4 10.3 9.1

Anti-Ice ON
Citation C 525C CJ4
15.500 14.500 13.500 12.500 11.500
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 9.2 8.0 10.6 9.4 12.1 10.9 13.9 12.7 15.9 14.7
-10 9.2 8.0 10.6 9.4 12.1 10.9 13.9 12.7 15.9 14.7
0 9.2 8.0 10.6 9.4 12.1 10.9 13.8 12.6 15.9 14.7
+10 7.1 5.9 8.4 7.2 9.8 8.6 11.4 10.2 13.3 12.1

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C525 C (CJ4)
TAKE OFF (KIAS)

FLAPS 0°
LBS V1 VR V2 VENR
12.000 93 96 111 140
13.000 93 95 110 140
14.000 93 95 109 140
15.000 94 97 111 140
16.000 98 100 113 140
16.950 102 104 116 140

Example

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C525 B (CJ3)
- Gear Up
- Speedbrakes 0%
- Airspeed V2
- No Wind

Anti-Ice OFF
Citation C 525B CJ3
12.750 12.500 11.500 10.500 9.500
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 9.5 8.3 9.9 8.7 11.7 10.5 13.8 12.6 16.3 15.1
-10 9.5 8.3 9.9 8.7 11.7 10.5 13.8 12.6 16.3 15.1
0 9.2 8.0 9.6 8.4 11.3 10.1 13.3 12.1 15.8 14.6
+10 8.1 6.9 8.5 7.3 10.1 8.9 12.1 10.9 14.4 13.2
+20 7.0 5.8 7.4 6.2 8.9 7.7 10.8 9.6 12.9 11.7
+30 5.1 3.9 5.4 4.2 6.8 5.6 8.4 7.2 10.4 9.2

Anti-Ice ON
Citation C 525B CJ3
12.750 12.500 11.500 10.500 9.500
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 9.2 8.8 9.6 8.4 11.3 10.1 13.4 12.2 15.8 14.6
-10 9.2 8.0 9.6 8.4 11.3 10.1 13.4 12.2 15.8 14.6
0 8.9 7.7 9.3 8.1 10.9 9.7 12.9 11.7 15.3 14.1
+10 6.8 5.6 7.2 6.0 8.7 7.5 10.5 9.3 12.7 11.5

Edition: 08 Page
Date: 07.01.2012
TLC: SLR

C525 B (CJ3)
TAKE OFF (KIAS)

FLAPS 0°
LBS V1 VR V2 VENR
9.500 94 106 118 130
10.000 96 108 119 130
11.000 101 111 121 130
12.000 107 115 124 130
13.000 112 118 127 130
13.870 115 121 129 130

Example

Edition: 08 Page
Date: 07.01.2012
TLC: SLR
Determination of applicable Minima for ILS 18

C525 A (CJ2+)
- Gear Up
- Speedbrakes 0%
- Airspeed V2
- No Wind

Anti-Ice OFF
Citation C 525A CJ2+
11.500 11.000 10.500 10.000 9.000
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 8.0 6.8 8.9 7.7 9.9 8.7 11.0 9.8 13.6 12.4
-10 8.0 6.8 8.9 7.7 9.9 8.7 11.0 9.8 13.6 12.4
0 7.7 6.5 8.6 7.4 9.6 8.4 10.7 9.5 13.2 12.0
+10 6.7 5.5 7.5 6.3 8.5 7.3 9.5 8.3 11.9 10.7
+20 5.1 3.9 5.9 4.7 6.7 5.5 7.7 6.5 9.9 8.7
+30 3.5 2.3 4.2 3.0 5.0 3.8 5.8 4.6 7.8 6.6

Anti-Ice ON
Citation C 525B CJ2+
11.500 11.000 10.500 10.000 9.000
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 7.4 6.2 8.3 7.1 9.2 8.0 10.3 9.1 12.8 11.6
-10 7.4 6.2 8.3 7.1 9.2 8.0 10.3 9.1 12.8 11.6
0 5.3 4.1 6.1 4.9 6.9 5.7 7.9 6.7 10.1 8.9
+10 3.4 2.2 4.0 2.8 4.8 3.6 5.6 4.4 7.5 6.3

Edition: 08 Page
Date: 07.01.2012
TLC: SLR

C525 A (CJ2+)
TAKE OFF (KIAS)

FLAPS 0°
LBS V1 VR V2 VENR
9.000 94 105 116 118
10.000 99 108 118 126
11.000 104 111 120 130
11.600 107 114 121 133
12.000 110 116 123 135
12.500 113 118 125 138

Example

Edition: 08 Page
Date: 07.01.2012
TLC: SLR

C525 A (CJ2) S/N 525A-0001 THRU -0299
- Gear Up
- Speedbrakes 0%
- Airspeed V2
- No Wind

Anti-Ice OFF
Citation C 525A CJ2
11.500 11.000 10.500 10.000 9.000
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 7.8 6.6 8.8 7.6 9.7 8.5 10.8 9.6 13.3 12.1
-10 7.7 6.5 8.6 7.4 9.6 8.4 10.7 9.5 13.1 11.9
0 7.2 6.0 8.1 6.9 9.1 7.9 10.1 8.9 12.5 11.3
+10 6.1 4.9 6.9 5.7 7.8 6.6 8.8 7.6 11.0 9.8
+20 5.2 4.0 5.9 4.7 6.7 5.5 7.6 6.4 9.7 8.5
+30 3.8 2.6 4.5 3.3 5.2 4.0 6.0 4.8 7.9 6.7

Anti-Ice ON
Citation C 525B CJ2
11.500 11.000 10.500 10.000 9.000
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 7.2 6.0 8.1 6.9 9.0 7.8 10.1 8.9 12.5 11.3
-10 6.8 5.6 7.7 6.5 8.6 7.4 9.6 8.4 12.0 10.8
0 5.2 4.0 5.9 4.7 6.7 5.5 7.6 6.4 9.8 8.6
+10 3.1 1.9 3.8 2.6 4.5 3.3 5.3 4.1 7.1 5.9

Edition: 08 Page
Date: 07.01.2012
TLC: SLR

C525 A (CJ2) S/N 525A-0001 THRU -0299

FLAPS 0°
LBS V1 VR V2 VENR
9.000 94 105 116 118
10.000 99 108 118 126
11.000 104 111 120 130
11.600 107 114 121 133
12.000 110 116 123 135
12.375 112 118 125 138

Example

Edition: 08 Page
Date: 07.01.2012
TLC: SLR

C525 (CJ1+)
- Gear Up
- Speedbrakes 0%
- Airspeed V2
- No Wind

Anti-Ice OFF
Citation C 525 CJ1+
9.900 9.500 9.000 8.500 8.000
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 7.6 6.4 8.3 7.1 9.4 8.2 10.6 9.4 11.9 10.7
-10 7.6 6.4 8.3 7.1 9.4 8.2 10.6 9.4 11.9 10.7
0 7.5 6.3 8.3 7.1 9.3 8.1 10.6 9.4 11.9 10.7
+10 6.3 5.1 7.0 5.8 8.0 6.8 9.1 7.9 10.3 9.1
+20 4.8 3.6 5.4 4.2 6.2 5.0 7.2 6.0 8.3 7.1
+30 3.2 2.0 3.8 2.6 4.5 3.3 5.4 4.2 6.4 5.2

Anti-Ice ON
Citation C 525 CJ1+
9.900 9.500 9.000 8.500 8.000
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 6.9 5.7 7.7 6.5 8.7 7.5 9.9 8.7 11.1 9.9
-10 6.9 5.7 7.7 6.5 8.7 7.5 9.9 8.7 11.1 9.9
0 5.8 4.6 6.5 5.3 7.4 6.2 8.5 7.3 9.6 8.4
+10 3.6 2.4 4.2 3.0 5.0 3.8 5.9 4.7 6.9 5.7

Edition: 08 Page
Date: 07.01.2012
TLC: SLR

C525 (CJ1+)
TAKE OFF (KIAS)

FLAPS 0°
LBS V1 VR V2 VENR
8.000 96 98 110 115
8.500 96 98 110 115
9.000 97 99 110 116
9.500 100 103 113 120
10.000 103 107 116 123
10.700 106 111 119 128

Example

Edition: 08 Page
Date: 07.01.2012
TLC: SLR

C525 (CJ1) S/N 525-0360 THRU -0599
- Gear Up
- Speedbrakes 0%
- Airspeed V2
- No Wind

Anti-Ice OFF
Citation C 525 CJ1
9.800 9.500 9.000 8.500 8.000
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 7.1 5.9 7.6 6.4 8.6 7.4 9.8 8.6 11.1 9.9
-10 7.1 5.9 7.7 6.5 8.7 7.5 9.9 8.7 11.1 9.9
0 6.8 5.6 7.3 6.1 8.3 7.1 9.5 8.3 10.7 9.5
+10 5.8 4.6 6.3 5.1 7.2 6.0 8.3 7.1 9.4 8.2
+20 4.4 3.2 4.8 3.6 5.7 4.5 6.7 5.5 7.7 6.5
+30 2.9 1.7 3.3 2.1 4.0 2.8 4.9 3.7 5.8 4.6

Anti-Ice ON
Citation C 525 CJ1
9.800 9.500 9.000 8.500 8.000
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 6.7 5.5 7.2 6.0 8.2 7.0 9.4 8.2 10.6 9.4
-10 5.6 4.4 6.1 4.9 7.0 5.8 8.1 6.9 9.2 8.0
0 4.2 3.0 4.6 3.4 5.5 4.3 6.5 5.3 7.5 6.3
+10 2.8 1.6 3.2 2.0 3.9 2.7 4.8 3.6 5.7 4.5

Edition: 08 Page
Date: 07.01.2012
TLC: SLR

C525 (CJ1) S/N 525-0360 THRU -0599

FLAPS 0°
LBS V1 VR V2 VENR
8.000 98 98 104 115
8.500 102 102 107 115
9.000 106 106 110 117
9.500 109 109 113 120
10.000 112 112 115 124
10.600 115 115 119 128

Example

Edition: 08 Page
Date: 07.01.2012
TLC: SLR

C525 (CJ) S/N 525-0001 THRU -0359
- Gear Up
- Speedbrakes 0%
- Airspeed V2
- No Wind

Anti-Ice OFF
Citation C 525 CJ
9.700 9.500 9.000 8.500 8.000
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 7.3 6.1 7.6 6.4 8.6 7.4 9.8 8.6 11.1 9.9
-10 7.3 6.1 7.6 6.4 8.7 7.5 9.9 8.7 11.1 9.9
0 6.9 5.7 7.3 6.1 8.3 7.1 9.5 8.3 10.7 9.5
+10 5.9 4.7 6.3 5.1 7.2 6.0 8.3 7.1 9.4 8.2
+20 4.5 3.3 4.8 4.6 5.7 4.5 6.7 5.5 7.7 6.5
+30 3.0 1.8 3.3 2.1 4.0 2.8 4.9 3.7 5.8 4.6

Anti-Ice ON
Citation C 525 CJ
9.700 9.500 9.000 8.500 8.000
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 6.8 5.6 7.2 6.0 8.2 7.0 9.4 8.2 10.6 9.4
-10 5.7 4.5 6.1 4.9 7.0 5.8 8.1 6.9 9.2 8.0
0 4.3 3.1 4.6 3.4 5.5 4.3 6.5 5.3 7.5 6.3
+10 2.9 1.7 3.2 2.0 3.9 2.7 4.8 3.6 5.7 4.5

Edition: 08 Page
Date: 07.01.2012
TLC: SLR

C525 (CJ) S/N 525-0001 THRU -0359

FLAPS 0°
LBS V1 VR V2 VENR
8.000 98 98 104 115
8.500 102 102 107 115
9.000 106 106 110 117
9.500 109 109 113 120
10.000 112 112 115 124
10.400 115 115 118 126

Example

Edition: 08 Page
Date: 07.01.2012
TLC: SLR
Determination of Take Off Weight Limitations for RWY 18

C680 (SOVEREIGN)
To clear relevant obstacles at prescribed distances a climb gradient of approximately 2.3% would be
sufficient. Even though not specifically required an additional safety margin of 1.7% will be applied. The
nominal minimum climb gradient for RWY 18 departures is therefore 4%.
The 4% requirement must be fulfilled at an altitude of 3000 ft under single engine conditions with a bank
angle of 20°. The gradient loss in a 20° bank turn is 1,2 %.
Before departure on RWY 18 at Chambéry (LFLB), determine the take off weight limitation
1. Decide whether you have to use Anti-Ice ON during take off and/or departure.
2. Enter the respective Simplified Table with the respective take off weight and the airport OAT (SAT) or
enter the table directly with the required climb gradient to find the possible take off weight.
4. Considering all relevant factors a climb gradient of ≥ 4 % is required for departure.
Simplified Table for Single Engine Second Segment Climb Gradients Flaps 7°
Anti-Ice OFF
30.300 29.000 27.000 25.000 23.000
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 6.3 5.1 7.1 5.9 8.4 7.2 10.0 8.8 11.8 10.6
-10 6.3 5.1 7.1 5.9 8.4 7.2 10.0 8.8 11.8 10.6
0 6.3 5.1 7.1 5.9 8.4 7.2 10.0 8.8 11.8 10.6
+10 6.2 5.0 7.0 5.8 8.4 7.2 9.9 8.7 11.8 10.6
+20 6.0 4.8 6.8 4.6 8.1 6.9 9.7 8.5 11.5 10.3
+30 4.6 3.6 5.3 4.1 6.5 5.3 7.9 6.7 9.6 8.4
Anti-Ice ON
30.300 29.000 27.000 25.000 23.000
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 5.9 4.7 6.6 5.4 8.0 6.8 9.5 8.3 11.4 10.2
-10 5.9 4.7 6.7 5.5 8.0 6.8 9.6 8.4 11.4 10.2
0 4.9 3.7 5.7 4.5 6.9 5.7 8.4 7.2 10.1 8.9
+10 3.5 2.3 4.2 3.0 5.3 4.1 6.6 5.4 8.2 7.0

Edition: 08 Page
Date: 07.01.2012
TLC: SLR

C525 C (CJ4)
Anti-Ice OFF
Citation C 525C CJ4
16.950 16.000 15.000 14.000 13.000
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 8.1 6.9 9.2 8.0 10.5 9.3 12.0 10.8 13.7 12.5
-10 8.1 6.9 9.2 8.0 10.6 9.4 12.1 10.9 13.7 12.5
0 8.1 6.9 9.2 8.0 10.6 9.4 12.0 10.8 13.7 12.5
+10 8.1 6.9 9.2 8.0 10.5 9.3 12.0 10.8 13.7 12.5
+20 6.8 5.6 7.9 6.7 9.2 8.0 10.6 9.4 12.2 11.0
+30 4.8 3.6 5.7 4.5 6.9 5.7 8.2 7.0 9.6 8.4
Anti-Ice ON
Citation C 525C CJ4
16.950 16.000 15.000 14.000 13.000
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 7.4 6.2 8.5 7.3 9.8 8.6 11.3 10.1 12.9 11.7
-10 7.4 6.2 8.5 7.3 9.8 8.6 11.3 10.1 12.9 11.7
0 7.4 6.2 8.5 7.3 9.8 8.6 11.3 10.1 12.9 11.7
+10 7.2 6.0 8.3 7.1 9.5 8.3 11.0 9.8 12.6 11.4

Edition: 08 Page
Date: 07.01.2012
TLC: SLR

C525 B (CJ3)
Anti-Ice OFF
Citation C 525B CJ3
13.870 13.000 12.500 12.000 11.500
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 8.0 6.8 9.2 8.0 9.9 8.7 10.8 9.6 11.7 10.5
-10 8.0 6.8 9.2 8.0 9.9 8.7 10.8 9.6 11.7 10.5
0 7.9 6.7 9.2 8.0 9.9 8.7 10.8 9.6 11.7 10.5
+10 7.8 6.6 9.0 7.8 9.8 8.6 10.6 9.4 11.5 10.3
+20 7.0 5.8 8.1 6.9 8.9 7.7 9.7 8.5 10.5 9.3
+30 5.2 4.0 6.2 5.0 6.9 5.7 7.6 6.4 8.4 7.2
Anti-Ice ON
Citation C 525B CJ3
13.870 13.000 12.500 12.000 11.500
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 7.7 6.5 8.9 7.7 9.6 8.4 10.5 9.3 11.3 10.1
-10 7.7 6.5 8.8 7.6 9.6 8.4 10.5 9.3 11.3 10.1
0 7.6 6.4 8.8 7.6 9.6 8.4 10.4 9.2 11.3 10.1
+10 6.9 5.7 8.1 6.9 8.8 7.6 9.6 8.4 10.4 9.2

Edition: 08 Page
Date: 07.01.2012
TLC: SLR

C525 A (CJ2+)
Anti-Ice OFF
12.500 12.000 11.500 11.000 10.500
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 6.4 5.2 7.2 6.0 8.0 6.8 9.0 7.8 10.0 8.8
-10 6.4 5.2 7.2 6.0 8.0 6.8 9.0 7.8 10.0 8.8
0 6.4 5.2 7.2 6.0 8.0 6.8 8.9 7.7 9.9 8.7
+10 6.4 5.2 7.1 5.9 8.0 6.8 8.9 7.7 9.9 8.7
+20 5.2 4.0 5.8 4.6 6.6 5.4 7.4 6.2 8.3 7.1
+30 3.5 2.3 4.1 2.9 4.7 3.5 5.5 4.3 6.3 5.1
Anti-Ice ON
12.500 12.000 11.500 11.000 10.500
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 5.9 4.7 6.6 5.4 7.4 6.2 8.3 7.1 9.3 8.1
-10 5.9 4.7 6.5 5.3 7.4 6.2 8.3 7.1 9.3 8.1
0 5.1 3.9 5.8 4.6 6.6 5.4 7.4 6.2 8.3 7.1
+10 3.2 2.0 3.8 2.6 4.5 3.3 5.2 4.0 6.0 4.8

Edition: 08 Page
Date: 07.01.2012
TLC: SLR

C525 A (CJ2)
Anti-Ice OFF
Citation C 525A CJ2
12.375 12.000 11.500 11.000 10.500
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 6.5 5.3 7.0 5.8 7.8 6.6 8.7 7.5 9.6 8.4
-10 6.5 5.3 7.0 5.8 7.8 6.6 8.7 7.5 9.7 8.5
0 6.5 5.3 7.0 5.8 7.8 6.6 8.7 7.5 9.7 8.5
+10 6.0 4.8 6.6 5.4 7.3 6.1 8.2 7.0 9.1 7.9
+20 5.1 3.9 5.6 4.4 6.3 5.2 7.1 5.9 8.0 6.8
+30 4.0 2.8 4.4 3.2 5.0 3.8 5.8 4.6 6.5 5.3
Anti-Ice ON
Citation C 525A CJ2
12.375 12.000 11.500 11.000 10.500
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 5.9 4.7 6.4 5.2 7.1 5.9 8.0 6.8 8.9 7.7
-10 5.8 4.6 6.4 5.2 7.1 5.9 7.9 6.7 8.9 7.7
0 5.2 4.0 5.7 4.5 6.4 5.2 7.2 6.0 8.1 6.9
+10 3.1 1.9 3.6 2.4 4.2 3.0 4.9 3.7 5.6 4.4

Edition: 08 Page
Date: 07.01.2012
TLC: SLR

C525 (CJ1+)
Anti-Ice OFF
Citation C 525 CJ1+
10.700 10.000 9.500 9.000 8.500
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 6.3 5.1 7.4 6.2 8.4 7.2 9.4 8.2 10.7 9.5
-10 6.3 5.1 7.4 6.2 8.4 7.2 9.4 8.2 10.7 9.5
0 6.3 5.1 7.4 6.2 8.4 7.2 9.4 8.2 10.7 9.5
+10 6.2 5.0 7.3 6.1 8.2 7.0 9.3 8.1 10.5 9.3
+20 4.7 3.5 5.8 4.6 6.6 5.4 7.6 6.4 8.7 7.5
+30 3.2 2.0 4.1 2.9 4.9 3.7 5.7 4.5 6.7 5.5
Anti-Ice ON
Citation C 525 CJ1+
10.700 10.000 9.500 9.000 8.500
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 5.7 4.5 6.8 5.6 7.7 6.5 8.7 7.5 9.9 8.7
-10 5.7 4.5 6.8 5.6 7.7 6.5 8.7 7.5 9.9 8.7
0 5.7 4.5 6.8 5.6 7.7 6.5 8.7 7.5 9.9 8.7
+10 3.9 2.7 4.8 3.6 5.6 4.4 6.5 5.3 7.6 6.4

Edition: 08 Page
Date: 07.01.2012
TLC: SLR

C525 (CJ1)
Anti-Ice OFF
Citation C 525 CJ1
10.600 10.000 9.500 9.000 8.500
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 5.8 4.6 6.8 5.6 7.7 6.5 8.7 7.5 9.9 8.7
-10 5.8 4.6 6.8 5.6 7.7 6.5 8.7 7.5 9.9 8.7
0 5.8 4.6 6.8 5.6 7.7 6.5 8.7 7.5 9.9 8.7
+10 5.5 4.3 6.5 5.3 7.4 6.2 8.4 7.2 9.6 8.4
+20 4.3 3.1 5.2 4.0 6.0 4.8 6.9 5.7 8.0 6.8
+30 2.8 1.6 3.6 2.4 4.3 3.1 5.1 3.9 6.1 4.9
Anti-Ice ON
Citation C 525 CJ1
10.600 10.000 9.500 9.000 8.500
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 5.6 4.4 6.6 5.4 7.5 6.3 8.5 7.3 9.7 8.5
-10 5.3 4.1 6.2 5.0 7.1 5.9 8.1 6.9 9.3 8.1
0 4.2 3.0 5.0 3.8 5.8 4.6 6.7 5.5 7.8 6.6
+10 2.7 1.5 3.5 2.3 4.2 3.0 5.0 3.8 6.0 4.8

Edition: 08 Page
Date: 07.01.2012
TLC: SLR

C525 (CJ)
Anti-Ice OFF
Citation C 525 CJ
10.400 10.000 9.500 9.000 8.500
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 6.1 4.9 6.8 5.6 7.7 6.5 8.7 7.5 9.9 8.7
-10 6.1 4.9 6.8 5.6 7.7 6.5 8.7 7.5 9.9 8.7
0 6.1 4.9 6.8 5.6 7.7 6.5 8.7 7.5 9.9 8.7
+10 5.8 4.6 6.5 5.3 7.4 6.2 8.4 7.2 9.6 8.4
+20 4.6 3.4 5.2 4.0 6.0 4.8 6.9 5.7 8.0 6.8
+30 3.1 1.9 3.6 2.4 4.3 3.1 5.1 3.9 6.1 4.9
Anti-Ice ON
Citation C 525 CJ
10.400 10.000 9.500 9.000 8.500
0° 20° 0° 20° 0° 20° 0° 20° 0° 20°
- 20 6.0 4.8 6.6 5.4 7.5 6.3 8.5 7.3 9.7 8.5
-10 5.6 4.4 6.2 5.0 7.1 5.9 8.1 6.9 9.3 8.1
0 4.4 3.2 5.0 3.8 5.8 4.6 6.7 5.5 7.8 6.6
+10 3.0 1.8 3.5 2.3 4.2 3.0 5.0 3.8 6.0 4.8

Edition: 08 Page
Date: 07.01.2012
TLC: SLR
Training Syllabus
The Chambéry training consists of two parts:

1. Theoretical class room training
2. Practical simulator training or training in an aircraft at Chambéry (LFLB).
Theoretical class room training
Every pilot which is planned to operate into and out of Chambéry airport has to complete the theoretical
training.
The duration of the theoretical training will be approximately 3 hours.
The theoretical training has to be accomplished by a TRI with a valid Chambery permission.
Contents
· Geographical location of Chambéry airport
· Minimum radar vectoring altitudes
· Use of the Planning Sheet
· Special considerations for engine failures
· Weather phenomena
· Approach procedures RWY 18
· Missed approach procedure RWY 18
· Circle-to-land procedure RWY 36
· Engine failure procedure RWY 36
· Engine failure procedure RWY 18
· Determination of applicable minimum ILS 18
· Determination of applicable take off weight limitation RWY 18
Practical simulator training or training in an aircraft at Chambéry is only possible after successful completion
of the theoretical part.
Practical simulator/aircraft training
Every aircraft commander which is planned to operate into and out of Chambéry airport has to complete the
practical training, which consists of 2 approach procedures and two take off procedures with subsequent
departures.
The duration of the practical training will be approximately 1 hour. However training must be done up to
proficiency before the trainee can be dispatched for the Chambéry operation.
The practical training has to be accomplished by a TRI with a valid Chambery permission.
The focus of the practical training is on aircraft control under single engine conditions in combination with
precise navigation in mountainous terrain.
Contents
· Take off RWY 36 engine failure
· ILS approach RWY 18 engine failure missed approach
· ILS approach RWY 18 circle-to-land RWY 36
· Take off RWY 18 engine failure

Edition: 08 Page
Date: 07.01.2012
TLC: SLR
QUALIFICATION RECORD CHAMBERY
Trainee Instructor
Name Name
TLC TLC
Theoretical Class Room Training
Theoretical training according

approved Training program performed
Date Signature Instructor
Simulator/Aircraft Training
Take off RWY 36 engine failure
ILS approach RWY 18 engine failure missed approach
ILS approach RWY 18 circle-to-land RWY 36
Take off RWY 18 engine failure
Simulator/Aircraft Training according

approved Training program performed
Date Signature Instructor
The trainee is released for E-Aviation Chambéry operations
YES NO Signature Instructor
Version 03 (30.12.2011)

Edition: 08 Page
Date: 07.01.2012
TLC: SLR
QUALIFIED PILOTS
CHAMBÉRY-OPS
C525 / C680
● Theoretical and practical training completed, dispatch possible

● Training not completed, dispatch not possible
No. Status Name TLC Mobile Qualification valid until

01 ● Schlüren, Tobias SLR 0049 172-2001013 05.01.2012
02 ● Schwarzer, Ansgar SCH 0049 172-7424442
03
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Issue date: 30.12.2011

Edition: 08 Page
Date: 07.01.2012
TLC: SLR
Pilot’s Feedback Sheet Chambéry-OPS
If you have additional notes, remarks, recommendations or even safety-related issues please do not hesitate
to fill out this sheet and forward it to the training department.
We are highly interested to improve this handout. Any kind of feedback is important in order to continuously
optimize this product.
Thank you in advance for your support.
Name Phone E-Mail

E-AVIATION HANDOUT - Cessna 525-Series 680

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E-AVIATION HANDOUT - Cessna 525-Series 680

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Criptografia: Fred Mesquita

Cessna 525-Series / 680

Criptografia: Fred Mesquita

Criptografia: Fred Mesquita

Geographical Location of Chambery Airport

Criptografia: Fred Mesquita

Criptografia: Fred Mesquita

Mont du Chat Mont Revard

Chart is for orientation only

Chambéry airport is surrounded by high mountainous terrain.

Criptografia: Fred Mesquita

LFLB Planning Sheet

LOC 18 with 2130’ (1361’)

DEPARTURE RVR VIS CEILING

Criptografia: Fred Mesquita

E-Aviation Special Considerations

"GIFTS" Performance Check

"Failure is not an option"

Criptografia: Fred Mesquita

Flap Setting for Take Off

EGPWS Terrain Overlay (PFD/MFD)

Take Off Method

1. Maximum performance static take off

2. Normal take off

3. Rolling take off

Criptografia: Fred Mesquita

· Experience level of the copilot

Low Temperature Correction

When To Apply Corrections

Minimum Sector Altitude

Criptografia: Fred Mesquita

Criptografia: Fred Mesquita

ILS or LOC Z Rwy 18

Depart CBY VOR/DME on track 120°.

Criptografia: Fred Mesquita

ILS or LOC Y Rwy 18

Depart COLLO on track 176°.

Criptografia: Fred Mesquita

ILS or LOC X Rwy 18

Depart VIRIE on track 086°.

Criptografia: Fred Mesquita

Missed Approach or Balked Landing Rwy 18

· Clean configuration should be established before reaching CH NDB.

Criptografia: Fred Mesquita

Circle-to-Land RWY 36 with prescribed flight tracks

The recommended configuration on ILS 18

Chart is for orientation only

Criptografia: Fred Mesquita

Criptografia: Fred Mesquita

Take Off Rwy 36

All published SID’s require a minimum climb gradient of 6.1%

E-Aviation Special Engine Failure Procedure for RWY 36 departures

Criptografia: Fred Mesquita

Additional explanations, considerations and recommendations for the single engine

FMS FIX pages

Criptografia: Fred Mesquita

Take Off Rwy 18